Vehicles Equipped the R4 The R4 transmission was used in cars between and Build of the R4 The R4 transmission is made from cast aluminium, which adds to its sturdiness and ruggedness.
Dimensions of the R4 are: in. Some of these issues include: 1. Overheating A notable issue of the R4 transmission is overheating. Stuck Governor Dirty transmission fluid in the R4 governor can cause the springs located in the governor to be inoperable. Some of these were: 1. Spline Shaft Instead of 27 spline input shaft, the R4 latter featured 30 spline input shaft as found in the TH transmissions.
Internal Components Also, internal components such as the oil pump housing and ring gear were updated in the R4 between , and this ended with an auxiliary valve body for s in Electronic Controls The R4, after being renamed to the 4L60, featured electronic controls that replaced its hydraulic shifting system. Recent Comments. Leave a Reply Cancel Reply. More Articles See All. A Look Inside Gearstar Transmissions. Adapting To The Times. Subscribe to Our Newsletter! Follow us facebook twitter youtube.
Privacy Policy. We use cookies on our website to give you the most relevant experience by remembering your preferences and repeat visits. Manage consent. Close Privacy Overview This website uses cookies to improve your experience while you navigate through the website. Out of these, the cookies that are categorized as necessary are stored on your browser as they are essential for the working of basic functionalities of the website.
We also use third-party cookies that help us analyze and understand how you use this website. These cookies will be stored in your browser only with your consent. You also have the option to opt-out of these cookies. But opting out of some of these cookies may affect your browsing experience. Necessary Necessary.
Functional Functional. Performance Performance. Analytics Analytics. Why does my r4 shift late? The TV valve can cause late shifts if worn badly. IF the TV cable is not adjusted correctly , it will shift late. Have you released the TV cable slightly to see if the shifts are sooner? IF the trans has a gasoline V-8 governor in it , it will shift late for the diesel engine. When should a r4 shift? What's better r4 or 4l60e? There might be some differences with the clutch packs and other stuff, but even different year R4's have different clutch packs.
How do I make my r4 shift harder? Getting a servo should be easy as many V8 folks remove them to upgrade to the Vette servo offer ten bucks for one. What does the governor do on a r4? The transmission governor on a R4 is used to regulate the speed at which the transmission shifts into the next higher or lower gear. It accomplishes this through the use of two sets of centrifugal weights, each a different weight.
How do you hook up a r4 transmission? How to Install a R4 Transmission Apply a high temperature grease to the main drive gear bearing retainer and the splined portion of the main drive gear. For lower shift points at wide-open throttle, install stronger springs. You can get a cable button off of a junk GM vehicle and weld it to your throttle valve lever. We sell a cable correction kit for Holley and Edelbrock carburetors.
Sometimes on a newly rebuilt R4 or R transmission, it may not make the shift when first installed. A stuck valve, trash in the fluid or an air pocket, usually causes this. Raise the rear wheels off the ground, place the transmission in overdrive position. Run the speedometer as high as miles per hour, pop the throttle on and off and see if you can force a shift. Once it makes the first shift, work the shift lever back and forth between drive and overdrive until the shift works correctly.
If you have a Holley or Edelbrock carburetor, you must install an adapter on the carburetor linkage for the transmission to work correctly. Diagnosing a noise can be a real challenge , to say the least. One reason is that what creates a noise does not always look damaged. Many types of noise are transmission related.
Then there are actual components like pumps, planets, final drives or even something like a valve buzz that can cause you to want to tear your hair out. The trick is to find a way to make the noise change, or stop, and then examine what this change did to affect the noise. There are several rules that will help isolate the component that is causing the problem.
First of all, a component cannot generate a noise if it is not moving. This sounds easy enough but is often overlooked. Next, if the noise is pressure related, it will change when the pressure changes. The following is a list of components that commonly make noise, and simple methods of diagnosing them:. Pump noises are simple. They change when pressure changes. Take, for example, a 4TE that has a noise whether it is in or out of gear. Because of this the torque converter can be ruled out.
Putting the transmission in gear stops the entire gear train from turning. This rules out the entire gear train. At this point, the only suspect is the pump or some other hydraulic component such as the pressure-regulator valve. The test here is to vary line pressure by changing the vacuum at the modulator. If the noise varies with a change in pressure, its time to look at the pump including the pump drive shaft. With a 4LE, disconnecting the solenoid wire harness will work.
A restricted filter can also cause pump noises. The best way to check this is with a pressure gauge. If the noise is caused by a clogged filter, the needle will vibrate when the demand for pressure increases.
Torque converter noises are easy to isolate. Since the entire converter pump, turbine and stator turns while the transmission is in park and neutral, a converter noise will go away in those ranges. This is when the bearing between the turbine and main housing of the converter is working. If the noise is there only in gear with the drive wheels stationary and goes away in neutral, suspect the torque converter.
There is an exception with the AOD transmission. The direct drum of an AOD is always turning while the engine is running. For this reason, a torque converter noise can be easily confused with the noise made by one of the direct drum bearings.
Tip: A torque converter noise will get quieter as the drive wheels begin rolling slowly from a stop. These make the most difficult noises to diagnose. This is where it is important to remember the first rule: A component cannot make a noise if it is not moving. The trick here is to remember that when two components are rotating in the same direction at the same speed, they are, in effect, not moving relative to each other. For example, a 4TE has a noise in neutral while stationary.
The noise goes away when the transmission is in gear. Right away, you can rule out the torque converter. Since the pump is producing the same pressure in neutral as it is in gear, you can also rule it out. Here is where it gets tricky. Remember, a component cannot make a noise if it is not moving. Also, two components that are rotating at the same speed in the same direction are considered not moving relative to each other.
Since third gear has a ratio, The planetary are not rotating relative to each other while the transmission is in third gear.
This means that if the noise is caused by either planet, it will go away when the transmission shifts to third gear. Unfortunately, although the noise is quieter in third gear, it is still there. Further diagnosis requires an intimate knowledge of the unit being tested. Now, the noise did not go away in third gear, but it did change in pitch as the unit shifted to the next gear. If the noise is not coming from a planet and changes pitch as the transmission shifts, it must be from a component that is connected to the turbine shaft.
This leaves the two sprockets and their related bearings; all other components have been eliminated. These noises are perhaps the easiest of all to diagnose. The noise will increase in pitch as vehicle speed increases. The important thing to remember here is that the noise will not change with engine speed or when the transmission shifts, only with vehicle speed. However, its easy to mistake the noise from a bad power train mount for a final drive noise.
Here again, check the mounts carefully first. As with other diagnoses, finding the cause of a noise is a process of elimination. Knowing which component is not causing the malfunction is as important as knowing which component is causing the malfunction. Rule out as many sources as possible by using clear testing methods, and see which components are left. Most cars and trucks with low rear end ratios will take a 15 tooth drive gear. One driven gear housing is for 34 — 39 tooth driven gears and another housing for 40 — 45 tooth driven gears.
To determine your tires true diameter in relation to determining what speedometer gears you need, measure from the ground up to the center of the axle then multiply by two. The actual run out of the tire can be as much as 2 to 3 inches less than what the circumference of the tire measures. In effect your tire has two diameters. To determine your rear end ratio, raise both tires off of the ground, turn both tires at the same time one complete turn, at the same time count the turns of the drive shaft, this is your ratio.
A spring clip retains the speedometer drive gear on the transmission output shaft. The number on the driven gear housing must match the number of teeth on the driven gear. These specs are for the best one GM builds. Type: Automatic four-speed overdrive with torque converter clutch. Gear Ratios: 1st Maximum Gross Weight: lbs. Fluid Capacity: 11 qts. The cross member will need to be moved two or three inches.
The passing gear cable bracket on the motor can be reused. The passing gear cable connection on the carburetor can be reused, if you have the original carburetor. If you have a Holley or Edelbrock carburetor you need a carburetor adapter.
Our Usually this part will correct a hard light throttle shift. With this kit getting the correct geometry is easy. If you have a R4 transmission and one of these two carburetors you need this part. You will need a new R4 throttle valve cable and dip stick. The shift linkage can be reused.
D will be OD, 2 will be D and 2nd and 1st will be to the left and right of the 1. If you have a transmission now with a nine inch tail the drive shaft will not need to be cut. The drive shaft yoke is the same on both transmissions. The vacuum line will need to be removed. The cooling line positions stay the same. The auxiliary cooler always goes in the top return line on a R4 transmission.
If you want the torque converter to lock-up you must in install a lock-up kit in the transmission pan. Our part This is an adapter plate to install the R4 transmission on an Olds, Buick or Pontiac motor. The drive shaft will need to be cut and a smaller yoke installed. The cross member can be used in the same location, if you use a special R4 tail housing. This moves the rear transmission mount to the same position as a TH transmission with a 9 inch tail housing and 32 spline output shaft.
The TH 9 inch tail housing with the 27 spline output shaft has the same mount position as the 4 inch tail housing. With some modification to the 2 mount bolt holes on the crossmember this extension housing can eliminate crossmember modifications when replacing a TH with a 4 inch tail, 9 inch tail with a 27 spline output shaft or R transmission with a R4 assembly.
You will need a way to connect the throttle valve cable to the carburetor. If you have a Holley or Edelbrock carburetor use 29 above. See 49 above. The throttle valve cable and motor bracket can be reused.
The throttle valve cable connection on the carburetor can be reused, if you have the original carburetor. See 29 above.
The cooling line positions on the transmission will need to be swapped, because the return line on a R is on the bottom and the R4 is on the top. Comes with the flywheel, adapter plate, flywheel adapter, dust cover and bolts.
See the AOD page for more details. With the ERA, you simply hook up four wires, set the DIP switches according to the calibration table included with your order, and you are ready to go. The automotive industry has a great variety of part sizes, types, shapes and descriptions, but regardless of make, model or year, a few things are standard.
One of those standards has been the number of revolutions a speedometer cable will make for each mile travelled.
0コメント