Jump to content

2014 5.3L 6 Speed RPM Fluctuations

morrislee

By morrislee
in Troubleshooting & Recalls

 Share

Recommended Posts

morrislee Enthusiast

morrislee

Posted
Posted

Recently, my truck has been doing something weird. I dont think it was doing this before but it is doing it lately.

 

During my normal commu on highway, I notices it hovers just above 1500RPM when traveling at 100km/h. Recently, it feels like slipping or misfiring as the needle jump about 1-3 millimeters up and down when I cruise normally at 100 and after a while, it ramps up to ~1800 to stay at that speed. It takes a few more minutes of driving for the RPM to drop back to 1500, have not figure out when or how it goes back to the 1500 range but this happens at least 2 to 3 times on my 1 hour drive in the morning and also coming home. When it is at 1800RPM, the fluctuation seems to be nonexistent at this range.

 

I have searched some of the key terms, I can only find relevance to Torque Converter failing, I am at 56000km on my truck now, is it normal that this is failing already?

 

It has been cold lately too, but didnt do it last winter from what I remembered, it is -13 to -24 Celsius where I have noticed this issue.

 

Almost out of base warranty, just added the GM PP to 100000km.

 

I would like some pointers on what I can do to fix this if it is not normal.

  • Replies 35
  • Created
  • Last Reply

Top Posters In This Topic

Popular Days

Top Posters In This Topic

Popular Days

Popular Posts

ic3man5
ic3man5

Some more reading:   http://www.transtar1.com/TranstarIndustries/media/Transtar1/technical/bulletins/TLT-TC-035.pdf   This is normal behaviour of the transmission and nothing to worry about.   e

HondaHawkGT
HondaHawkGT

Might be worthwhile to make a post in the tuning section. Maybe somebody knows how ambient temps come into play in the TCM/TCC apply pressures.

andyhaug Enthusiast

andyhaug

Posted
Posted

I have a 2015 with the same engine/transmission. I noticed the small fluctuations a while ago, at about 5000 miles. Asked the dealer about it and was told that they all do that. For the 1500 to 1800 change, is it changing from V8 to V4 mode or V4 to V8? I have noticed that the RPMs change quite a bit when it changes.

morrislee Enthusiast

morrislee

Posted
  • Author
Posted

I have a 2015 with the same engine/transmission. I noticed the small fluctuations a while ago, at about 5000 miles. Asked the dealer about it and was told that they all do that. For the 1500 to 1800 change, is it changing from V8 to V4 mode or V4 to V8? I have noticed that the RPMs change quite a bit when it changes.

Disabled V4 AFM using diablosport, so not AFM. Tuned it back to stock, same thing. Dropping it off on Saturday. :(

pm26 Senior Enthusiast

pm26

Posted
Posted

This could be the torque converter locking and unlocking, which results in some RPM fluctuation.

ic3man5 Enthusiast

ic3man5

Posted
Posted

from: http://www.silveradosierra.com/vortec-5-3l-v8/rpms-fluctuating-t9475-10.html

 

#PI0680: Random Tachometer Needle Movement or Engine RPM Increase while Driving at Steady Throttle on Level Road at Approximately 50-55 MPH - (Feb 23, 2012)

 

Subject: Random Tachometer Needle Movement or Engine RPM Increase while Driving at Steady Throttle on Level Road at Approximately 50-55 MPH

 

Models: 2010-2012 Cadillac Escalade Models

2010-2012 Chevrolet Avalanche, Silverado, Suburban, Tahoe

2010-2012 GMC Sierra, Yukon, Yukon XL

Equipped with 5.3L, 6.0L or 6.2L AFM Equipped Engines (RPOs LMG, LC9, L76, L94) and 6L80 or 6L90 Automatic Transmission (RPO MYC, MYD)

 

Condition/Concern

Some customers may comment on a random tachometer needle movement while driving at a speed of approximately 80-88 km/h (50-55 mph) with a steady throttle on a level road. They may also comment about hearing an engine tone change as engine RPM briefly increases and then decreases. Customers may occasionally describe this condition as a surge, flare or shudder.

 

Recommendation/Instructions

This condition may be caused by normal Active Fuel Management (AFM) transitions. When the engine cycles from V4 mode to V8 mode, the engine will produce increased torque and as a result the TCC slip speed may increase momentarily. This increased slip speed may be visible as movement of the tachometer needle or audible as an exhaust note change. This AFM transition from V4 to V8 mode and back to V4 mode is normal operation. The resulting small increase or decrease in engine RPM is also normal.

 

To diagnose if the random tachometer needle movement is caused by AFM transition, shift the transmission to manual mode (M), select 5th gear (M5) and drive the vehicle under the same conditions. Selecting M5 manual mode will make AFM inactive and the engine will stay in V8 mode. If the condition is eliminated when AFM is inactive, it is normal operation and cannot be eliminated. No repairs should be attempted.

morrislee Enthusiast

morrislee

Posted
  • Author
Posted

mine 2104 chev has been doing this for awhile , cant wait to hear what tthey do for you morrislee

Most likely going in on Tuesday morning for a drive with them if they are not sure of what I am referring to as they are unwilling to drive it around for 30 minutes to 1 hour to see the problem themselves

 

This could be the torque converter locking and unlocking, which results in some RPM fluctuation.

I am betting this too, hoping this would be the only issue.

 

Definitely not this, if you see what I have done already in my original post, it does it when I have AFM disabled. When I am hovering at V4 as the indication in the instrument cluster, it does it too from time to time.
ic3man5 Enthusiast

ic3man5

Posted
Posted

Alright how about this one:

 

from: http://www.hptuners.com/forum/showthread.php?28770-6L80E-TCC-info

 

from the gm service manual:

 

A torque converter with an electronically controlled capacity clutch (ECCC). ECCC was developed to reduce the possibility of noise, vibration, or chuggle caused by TCC apply. In a torque converter with ECCC, the pressure plate does not always fully lock to the torque converter cover. Instead, the pressure plate maintains a small amount of slippage. In RWD 6-Speed transmissions, this slippage can range from 0-50 RPM. Full lockup (0 RPM slip) is still available on some applications. TCC may apply in 2nd, 3rd, 4th, 5th, or 6th gears. The specific TCC apply points and the amount of clutch slippage are determined by a number of operating conditions, including throttle position, vehicle speed, gear, as well as specific vehicle application. Transmission fluid temperature will also affect TCC apply points.

ic3man5 Enthusiast

ic3man5

Posted
Posted (edited)

Some more reading:

 

http://www.transtar1.com/TranstarIndustries/media/Transtar1/technical/bulletins/TLT-TC-035.pdf

 

This is normal behaviour of the transmission and nothing to worry about.

 

edit: Also the difference between 1500 and 1800RPMs is the difference of your transmission being in between 5th and 6th gear. When its in 5th gear its more than likely in V8 mode applying less PWMing to the lockup.

edit2: if you really want to reproduce this "issue", just make sure the transmission is up to temperature (180F+) and you should be able to reproduce it easily.

Edited by ic3man5
  • Like 1
morrislee Enthusiast

morrislee

Posted
  • Author
Posted

 

Doesnt sound like mine is doing what it is suppose to be doing then.

 

Some more reading:

 

http://www.transtar1.com/TranstarIndustries/media/Transtar1/technical/bulletins/TLT-TC-035.pdf

 

This is normal behaviour of the transmission and nothing to worry about.

 

edit: Also the difference between 1500 and 1800RPMs is the difference of your transmission being in between 5th and 6th gear. When its in 5th gear its more than likely in V8 mode applying less PWMing to the lockup.

edit2: if you really want to reproduce this "issue", just make sure the transmission is up to temperature (180F+) and you should be able to reproduce it easily.

 

and no, I have lowered the gear to 5th when this happens, RPM jumps even higher!

ic3man5 Enthusiast

ic3man5

Posted
Posted (edited)

 

Doesnt sound like mine is doing what it is suppose to be doing then.

 

 

and no, I have lowered the gear to 5th when this happens, RPM jumps even higher!

 

what diff ratio do you have in the back? 3.42 should be around 1900RPM.

 

Mine jumps about +-50RPM in both directions (or 100RPM total).

Edited by ic3man5
morrislee Enthusiast

morrislee

Posted
  • Author
Posted

Didnt do this before, something is definitely wrong and ever since I start seeing this, the economy went down the drain :(

morrislee Enthusiast

morrislee

Posted
  • Author
Posted

Dealership had to test drive it twice (after they told me they could not reproduce the issue)

 

They detected the torque converter slipping allowing a spike of up to 150RPM which was outside of the factory tolerance. They have agreed to replacing the torque converter.

 

Wish me luck!

Create an account or sign in to comment

You need to be a member in order to leave a comment

Create an account

Sign up for a new account in our community. It's easy!

Register a new account

Sign in

Already have an account? Sign in here.

Sign In Now
 Share
Go to topic listing

  • Latest Articles

  • Posts

    • newdude
      Gasser Subforum Has Been Quiet - - So, Regenerative Braking and Using L10

      By newdude · Posted

      No such thing as regenerative braking on a pure ICE vehicle.     Regenerative braking is the re-capture of energy from electric motors and stores it in the battery pack.  So hybrids, PHEV and EVs have regenerative braking.     What you are seeing is the charging system changing modes is all.  Its likely entering charge mode for some sort of reason is all.  All of the charging modes will be listed below.   As for L10 vs D.  L10 turns off automatic grade braking.  L10 puts you in control of grade downshifts where in D it will automatically do it based on brake pedal position and other factors.  Otherwise L10 and D drive exactly the same aside from that one aspect.    Battery Sulfation Mode The BCM will enter this mode when the interpreted Generator output voltage is less than 13.2 V for 45 minutes. When this condition exists the BCM will enter Charge Mode for 2–3 minutes. The BCM will then determine which mode to enter depending on voltage requirements.   Charge Mode The BCM will enter Charge Mode when ever one of the following conditions are met:   Windshield wipers are ON for more than 3 s. Climate Control Voltage Boost Mode Request is true, as sensed by the HVAC control module via serial data. High speed cooling fan, rear defogger, and HVAC high speed blower operation can cause the BCM to enter the Charge Mode. The estimated battery temperature is less than 0°C (32°F). Battery State of Charge is less than 80%. Vehicle speed is greater than 145 km/h (90 mph) A current sensor malfunction exists. System voltage is determined to be below 12.56 V When any one of these conditions is met, the system will set targeted generator output voltage to a charging voltage between 13.9–15.5 V, depending on the battery state of charge and estimated battery temperature.   Fuel Economy Mode The BCM will enter Fuel Economy Mode when the estimated battery temperature is at least 0°C (32°F) but less than or equal to 80°C (176°F), the calculated battery current is less than 15 A and greater than −8 A, and the battery state-of-charge is greater than or equal to 80%. Its targeted generator output voltage is the open circuit voltage of the battery and can be between 12.5–13.1 V. When fuel economy mode is active, the generator is not charging, only maintaining open circuit battery voltage. The BCM will exit this mode and enter Charge Mode when any of the conditions described above are present.   Headlamp Mode The BCM will enter Headlamp Mode when ever the head lamps are ON (high or low beams). Voltage will be regulated between 13.9–14.5 V.   Start Up Mode When the engine is started the BCM sets a targeted generator output voltage of 14.5 V for 30 s.   Tow/Haul Mode (if applicable) Pressing the Tow/Haul Mode button located on the center stack, the vehicle system voltage is raised and the remote (non-vehicle) battery will be charged. Having the headlamps on will raise the system voltage and if the Tow/Haul button is applied it will not serve any purpose. The voltage is regulated between 13.9-14.5 V.      
    • jaszr2
      Active Grille Delete

      By jaszr2 · Posted

      Hello from Australia Just sharing that there is now a way to delete the active shutters entirely with just a plug in module. Opens up tons of room to light bars etc.
    • jake111
      Gasser Subforum Has Been Quiet - - So, Regenerative Braking and Using L10

      By jake111 · Posted

      I have an observation and a question... 1) I watch the voltage closely because I have had to dial in the cut-in/cut-out voltages of the battery separator to my camper.  The "smart" charging drives me nuts.  Anyway, I noticed that when coasting for a while, and especially if lightly using the brakes (though not necessary), the voltage goes up from mid/high-13 volts to mid/high-14 volts.  Then it drops back down after stopping or going again.  Consistently!   The only explanation I can come up with is REGENERATIVE BRAKING!  Well, maybe that's a little bit of an exaggeration, but it's certainly free extra battery charging.   2) Driving on mountain roads I will use L and vary the max gear.  Things straighten out and I end up in L10.  Sometimes I leave it there for a while.  Is there any difference between L10 and D?   
    • devonthegreat
      anyone interested in a 2002 Chevy Silverado 4x4 parts truck NYC

      By devonthegreat · Posted

      **SOLD** Please end or delete post. thank you
    • PBNB
      Tire pressure for 37s

      By PBNB · Posted

      Do you think this width might affect the chalk test with a higher pressure closer to 65psi? I think lowering the pressure makes sense to get the tread to lay flatter

  • GM-Trucks.com Clubs

  • Popular Contributors

×
×
  • Create New...