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Transmission And Rear End Weaknesses.

harryswanson

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harryswanson Enthusiast

harryswanson

Posted
Posted

I hear all the time that the rear ends and trannys are weak in my truck. It is a 2007 GMC 1500 Classic 4wd with 5.3 and 4.10 gears.

 

What would I guy do to strengthen this 'weakness' up, and allow for some worry free hard driving?

 

Get a 3/4 or 1 ton rear end?

Get a Dodge / Ford rear end?

 

Beef up the transmission somehow.

 

All I've done is the intake, exhaust and bought a Flashpaq 2815. I don't tow, it is a snow thrasher and asphalt commando. I don't mind a little dirt, but it is not a mudslinger, not at $700 a month payment.

 

I'm not planning on a drivetrain malfunction, but I'd like to do headers.

 

Hints?

Info?

 

Thank You

Harry

Nytemare Senior Enthusiast

Nytemare

Posted
Posted

you're safe to about 350-400hp/ft-lbs as long as you don't totally disable your Torque-management.

 

Also...drive it like you pay for it...not like its stolen. Shock load is the killer of axles, if you mash the gas at every light and stop sign, it don't matter what gear set you have.

 

Also, don't go too big with your tires, that adds strain on the drive train. From the looks of what you have done your fine. and Headers won't be the straw that breaks the camels back.

 

If its the same trans, pretty sure it is, as the older models (4l60E) than you can put corvette servos in the trans to make 2nd and 4th gears hold tighter, 2nd is usually what wears most.

 

A shift kit will also help, but only go with a junior kit or a stage 1, anything else will be too jerky.

 

The drivetrain is by no means bullet proof, but its not made of peanut butter either.

Wingnut Senior Enthusiast

Wingnut

Posted
Posted

Where are you hearing these things?

 

Not that I have my finger on the pulse of the automotive world...But transmissions and rear ends aren't exactly high-failure points on late model GM trucks. Early to mid-90's...Transmissions....maybe. But not a lot since. I've not heard of any rear end failures outside of high HP applications or abuse in a long time. They just don't break much.

harryswanson Enthusiast

harryswanson

Posted
  • Author
Posted

heard through the grapevine / some forums etc.

 

Don't want to buy a transmission or rear-end anytime soon.

 

A budd of mine told me that the new rear ends have higher backlash? He said it was to improve ride-ability.

Nytemare Senior Enthusiast

Nytemare

Posted
Posted

I have an 03....4.8L 4l60e 2wd with a locker. Its fine. its 5 y/o and everything is original in the drive train.

 

 

I think you'll be safe as long as you drive it right and look after it. Like I said before...if you drive it like its stolen every day, even a Currie gear set and a built trans will fail.

 

There is a difference in hard driving and blatant abuse you know.

Zembonez Senior Enthusiast

Zembonez

Posted
Posted
heard through the grapevine / some forums etc.

 

Don't want to buy a transmission or rear-end anytime soon.

 

A budd of mine told me that the new rear ends have higher backlash? He said it was to improve ride-ability.

I think your friend might just be full of :smash:

 

...or maybe he's a FERD fan. 4.10s are plenty stout for decent amounts of HP and the trans will live a long life thanks to the lower rear gears. I say run with it.

 

The improvements you are talking about aren't going to amount to enough to stress the drivetrain. Unless you start making 500 RWHP you should be just fine. If you do enough mods to make that kind of HP you should expect serious strengthening of the rest of the drivetrain just like you would in any kind of vehicle...

FREAKENHYE Enthusiast

FREAKENHYE

Posted
Posted
heard through the grapevine / some forums etc.

 

Don't want to buy a transmission or rear-end anytime soon.

 

A budd of mine told me that the new rear ends have higher backlash? He said it was to improve ride-ability.

I think your friend might just be full of :smash:

 

...or maybe he's a FERD fan. 4.10s are plenty stout for decent amounts of HP and the trans will live a long life thanks to the lower rear gears. I say run with it.

 

The improvements you are talking about aren't going to amount to enough to stress the drivetrain. Unless you start making 500 RWHP you should be just fine. If you do enough mods to make that kind of HP you should expect serious strengthening of the rest of the drivetrain just like you would in any kind of vehicle...

 

 

I would say no to this one. It is a known fact that the 4L60E is at its max in a tuck application, and any hp/tq mod IE Tune/Headers/Exhaust/Intake/Cam would put the tranny in a position to start failing sooner then later. Take into account that the trucks weight over 5300 pounds dry without driver. They used these tranny's with the GTO/Vette/F-Body yes but they are lightweight vehicles, The main reason the Torque managemenet is on the truck is that so you wont break the tranny while stock and with any type of mod you do that does not include a Power Adder. Once the TM is removed on a stock truck, the tranny is going to fail.

Genuinefine409 Enthusiast

Genuinefine409

Posted
Posted

I use an 8.5" 10 bolt rear in my 11.0 second drag truck. If I launch it around 3800rpm I can pull the front up about 2-2.5 feet and carry it till i hit second. I've never had any problems with this rear and it is the factory rear that was in my S10. I put a spool and c-clip eliminator's on it and 4.88 gears but i use stock axles. I am on mys10.com sometimes and they all seem to think the 8.5 is gutless. They all seem to be in love with the 8.8 ford and the dana 44. These guys are doing mild v8's and worried about their 7.5 breaking and instead of doing a 8.5 from another s10 which would be super easy, they go for the 8.8 ford, 9" ford, and this one guy loves the dana 44. Doesn't make sense to me. the 8.5 10 bolt is tough and severely underrated. I'm not saying it would hold up in your truck like it would in my s10 because you obvisouly weigh a lot more than my s10 but it's a good rear.

 

And anyone that says ford is the only one who ever made a good rear needs slapped with a bowtie. I know several people that think this. just remind them about the 9.5" semi floater, the 10.5" ff which are a dime a dozen and the massive 11.5" behind the big blocks and diesels.

 

I can't say anything good about the 4l60e because i tore a few up that were "built" so i just won't say anything at all about them.

Zembonez Senior Enthusiast

Zembonez

Posted
Posted

I know you CAN kill anything but I believe that the 4l60E is still a pretty stout trans. Unless you are making 450lb-ft and really hooking up on strip type takeoff it should live a good while. Torque measurement for specification is bench rated (where there is an absolute stop condition available for torque measurement) and isn't exactly the same as the typical limited traction as seen on a real street vehicle. I'm not saying you can't kill it... just that I don't think you are headed to the tranny shop very soon with your mods.

 

Specs:

Hydra-Matic 4L60-E (M30) /4L65-E (M32) Transmission

 

Type: Four speed rear-wheel-drive, electronically controlled, automatic overdrive transmission with torque converter clutch

Engine range: 2.8L - 5.7L (M30) & 6L (M32)

Maximum engine torque:

380lb-ft (M30) & 420 lb-ft (M32)

Maximum gearbox torque:

610lb-ft (827 Nm) (M30) & 670 lb-ft (910 Nm) (M32)

Gear ratios:

First: 3.06

Second: 1.63

Third: 1

Fourth: 0.7

Reverse: 2.29

Maximum shift speed (M30):

1-2 6100 rpm

2-3 6100 rpm

3-4 6100 rpm

Maximum shift speed (M32):

1-2 6400 rpm

2-3 6200 rpm

3-4 5600 rpm

Maximum validated gross vehicle weight: up to 8600 lb (3900 kg)

7-position quadrant: P, R, N, OD, D, 2, 1 or P, R, N, D, 3, 2, 1

Case material: Die cast aluminum

Shift pattern: (2) two-way on/off solenoids

Shift quality: Variable bleed solenoid

Torque Converter Clutch: Pulse width modulated solenoid control

Converter size: 245, 258, 280, 300mm (M30) or 300 mm (M32)

Fluid type: DEXRON III

Transmission Weight: wet: 74 kg (M30) or wet: 88.3 kg (M32)

Bottom Pan Removal: 7.9L 245-mm converter or 10.8L 300-mm converter

Pressure taps available: Line Pressure

Assembly Sites: Toledo, Ohio, Romulus, Michigan , Ramos Arizpe, Mexico

Schmids5.3l Senior Enthusiast

Schmids5.3l

Posted
Posted

The G80 is more of the trouble area than the axle itself. Many guys on PT.net are running Detroit Tru Tracs and Eaton LSD's and I've yet to see one thats blown up. I'm not saying they haven't, I just haven't read of anyones failing. G80 go boom stories are a dime a dozen. Some while daily driving some at the track. Their time bombs IMO when driven under certain conditions for so long. For $500, some new gaskets and new gear oil it's a good investment for someone who has some serious modding in the future. I know I'm getting one soon after HP tuners.

 

As for the 4L60E, mine hasn't blown yet. I probably have a good amount of TM though. My new opinion on building the 4L60's is this: Go big or go home. The 4l60 (and all transmissions for the matter) is only as strong as the weakest link.

Zembonez Senior Enthusiast

Zembonez

Posted
Posted
As for the 4L60E, mine hasn't blown yet. I probably have a good amount of TM though. My new opinion on building the 4L60's is this: Go big or go home. The 4l60 (and all transmissions for the matter) is only as strong as the weakest link.

Hey Sam... I brought the clown back. He likes looking at your sig pic.

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