Jump to content

2014 5.3L 6 Speed RPM Fluctuations

morrislee

By morrislee
in Troubleshooting & Recalls

 Share

Recommended Posts

HondaHawkGT Senior Enthusiast

HondaHawkGT

Posted
Posted

Are you tuning it yourself? You may need to consult other forums where there are individuals that might have seen this sort of behavior from the 6L80 before. Odd's are you're not the first guy to have this happen.

  • 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.

morrislee Enthusiast

morrislee

Posted
  • Author
Posted

Are you tuning it yourself? You may need to consult other forums where there are individuals that might have seen this sort of behavior from the 6L80 before. Odd's are you're not the first guy to have this happen.

 

Had a professional tuner sat next to me monitoring all the issues. He managed to balance my fuel trim and added the torque converter pressure. Seems to reduced the issue but still happened yesterday. He is going to continuously to help me fine the issue and if it is hardware, he will try and get me evidence that warranty needs to cover.

  • 1 month later...
morrislee Enthusiast

morrislee

Posted
  • Author
Posted

Update on this, got code P050D, someone else with exact same motor had the same code, which he eventually found that he has misfires in few cylinders. I monitored mine when it was -2c out, sure enough, cylinder 7 misfiring like crazy, everything other cylinder sees 1-2 misfires at rare occasions

 

I hope this is the root cause of it.

  • 2 years later...
Olivier Quirion New Member

Olivier Quirion

Posted
Posted

i have same problem with 2010 silverado 5.3L with 6th speed, but no misfire codes, it does it after about 20 minutes of driving on highway at 65-70 on flat road, it revs up 300-400 rpm for 1-2 minutes (does it also on manual mode on 5th speed) and goes back to normal and will not do it again for at least 30 mins. Can it be related to misfire even if no codes?

  • 1 year later...
bradharris.uci@gmail.com New Member

[email protected]

Posted
Posted

My 2015 silverado with now 90,000 miles on it started fluctuating on the RPM gauge on my way to work. i kind of felt a little jerking to it going up hills. i continued to drive it, as i was already 2 1/2 hours from home and still had 2 1/2 to go to where im currently working, by the time i noticed the jerking and fluctuation. when i finally come to a complete stop in a drive thru to get something to eat the vehicle would not move forward any longer, but would struggle in reverse.

 

any advice on where to start looking for an issue would be greatly appreciated. thank you.

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

    • James Beyer
      Trading 7.3 (Godzilla) for G.M.C gas

      By James Beyer · Posted

      Congratulations Isttype, on your gmc. Really like my 2024 2500hd sle doublecab now with 85,500 miles.  I checked the oil today at 4800 miles since last oil change and barely reading on the stick.  I don't care if GM says it's Acceptable adding a quart every 2000 miles because that is 100% BS, It is not a 1966 Harley Shovelhead! Sounds like it's setting up a future failure like I had with my 1500 6.2l. Other than oil consumption problems, I really like the 6.6l gas and 10 speed is really nice.  Towed a light 4000 pound trailer last week and averaged 14 mpg.  I was pretty impressive that a 7300 pound gas truck did 14mpg towing, Later-
    • Grumpy Bear
      OCI, not when but why?

      By Grumpy Bear · Posted

      Long Term Cold Cycle Limited Testing   Back to the 1990's and XOM's million mile test. Since then there have been others and there will be more. Schaeffer's, AMSOIL to name two. Of these Schaeffer's is the stand alone which I will explain in a bit later.    http://papers.sae.org/600190/:   http://papers.sae.org/850215/:   Up to 75% of  engine wear occurs on cold starts. These two links (above) provide the technical reasons for engine wear. In a nut shell, and by a large margin, cylinder wear is what takes out most motors and even with a pre-oiling system that part of the engine is dry enough on cold starts and cold warm up to pierce Stribeck.   So when you put a motor, or a car, on a dyno for a million miles stopping only for oil changes, (yes fuel is uninterrupted) or break down maintenance, you are depriving the test of the most important part of it's wear cycle. Yes a million is then a pretty easy walk even for a mineral oil under those conditions.    How about cleanliness during the long test cycles? Same thing. Varnishes that stick rings and insulate parts are laid down by repetitive 'heat cycles'. It's the cool down the precipitates the varnishes. These long runs also hinder acidic attack caused by cold start richness and less than optimal cold start ring sealing. They hinder water formation and enhance breathing of the crankcase; the petri dish of acid formation, the first step in sludge formation, amalgamation and precipitation. These motors are also monitored and controlled for water and oil temperatures to within the "normal operating range".      https://www.swri.org/sites/default/files/sequence-iiih-test.pdf Note the test sequence in some boutique oils literature for testing, API IIIH, is not the standard used for the ILSAC G7 testing. Does that mean it is irrelevant? No, not as used. As used as a 'visual guide' it makes it's point. The G7 weighted piston deposit minimum is lower.      Back to Schaeffer's. That was a cyclical test of an engine in fleet service and not a dyno mule and if you saw the video it was not mirror clean but wear was low.    There are oils like BioSyn and other 'Renewable" source oils that taught cleanliness and have proven themselves in fleet testing. Havoline an other example.    The newest ILSAC G-7 test prioritize cleanliness, LSPI mitigation and fuel economy OVER WEAR. In comparison Porsche C30 Specification Verses ILSAC G-7 Specification below:      Some will balk that this graph isn't apples to apples and I will challenge that in that this graph represent the SPECIFICATION and not the any One Oil Performance.   It is absolutely possible to minimize wear, maximize cleanliness and mitigate LSPI etc., It just isn't cheap and currently I see none that are not walking toward profit over performance.     
    • asilverblazer
      Intermittent no-code issues on 2022.5+ V8 trucks — what did the shop fail to capture?

      By asilverblazer · Posted

      I don't think you will need a split, separate product, etc., the OBD port should be able to deliver everything you need. Since your device would be plugged into it all the time, it wouldn't miss anything.    Hardware in this case will be the easiest part of your project - ELM 327 devices will already deliver all the data you need. Reporting/software is where your advantage/marketability is.
    • Coastie05
      2027 GMC Sierra: Official Discussion

      By Coastie05 · Posted

      I do too. I’ll never be stuck again 😂
    • KARNUT
      2027 GMC Sierra: Official Discussion

      By KARNUT · Posted

      It has happened to me a few times. I carry a jumpstart-tire inflator with me.

  • GM-Trucks.com Clubs

  • Popular Contributors

×
×
  • Create New...