Don’t Get Shook Up - Transmission Digest

Don’t Get Shook Up

Here is a trouble vehicle – a 1999 Chevrolet 4WD Silverado extended-cab pickup – suffering from a problem whose unique cause was difficult for us to find. The customer’s complaint was that the transmission-to-transfer-case adapter had cracked repeatedly. I don’t know the exact count, but by the time we were blessed with this job I think the count was three broken adapters. Figure 1 is an example of one of the broken adapters that was cracked near the transfer-case mounting bolts.
Don’t Get Shook Up

TASC Force Tips

Subject: Repeated breakage of transmission-to-transfer-case adapter
Vehicle Application: 1999 Chevrolet 4WD Silverado extended-cab pickup
Essential Reading: Rebuilder, Diagnostician
Author: Dan Tucker

TASC Force Tips

  • Subject: Repeated breakage of transmission-to-transfer-case adapter
  • Vehicle Application: 1999 Chevrolet 4WD Silverado extended-cab pickup
  • Essential Reading: Rebuilder, Diagnostician
  • Author: Dan Tucker

Let’s face it; we make our living solving problems. Troubleshooting is the backbone of our business’s success. We are a typical shop that experiences problem vehicles almost weekly, just as many of you do. You know what I am talking about, the type of problems that already have been worked on and the original complaints still exist. Actually, sometimes the previous work creates new, “friendly-fire” concerns. It seems I am amazed almost weekly with some incredible “new” solution that is found to a common type of problem or concern.

Here is a trouble vehicle – a 1999 Chevrolet 4WD Silverado extended-cab pickup – suffering from a problem whose unique cause was difficult for us to find. The customer’s complaint was that the transmission-to-transfer-case adapter had cracked repeatedly. I don’t know the exact count, but by the time we were blessed with this job I think the count was three broken adapters. Figure 1 is an example of one of the broken adapters that was cracked near the transfer-case mounting bolts.

We all know this is common, and most of the time the cause is a bad U-joint, bent driveshaft, out-of-balance driveshaft or something that is inducing vibration into the adapter. Because we could see that the vehicle had a new U-joint, we immediately suspected a damaged driveshaft. Those aluminum shafts are fragile and easy to distort. There are a couple of quick techniques we use as a preliminary test to confirm a vibration and isolate its cause.

First, we use the vehicle for a lathe; we start the truck and put it in manual low. This allows the driveshaft to rotate slowly, and you can run an indicator up and down the shaft to see whether it is bent. We lifted the Chevy and went from the front of the shaft to the back; it was out less than 0.015 inch.

Our next test is to run the vehicle on the lift up to about 70-80 mph and then use a hand to feel the vibration in the transfer case’s back housing, or even feeling of the adapter. I know this takes a little experience or “feel skill,” but if you get a known-good vehicle and compare it with a bad one, it doesn’t take long for you to know whether the driveshaft is out of balance enough to cause something to break. We tested the Chevy and it felt great. “Oh, boy, what have we got a hold of?” I was thinking. Could the customer be hitting something and physically damaging the adapters?

I told the guys to go ahead and pull both driveshafts so we could take a closer look at them. This unit had a 246 (NP8) auto transfer case, which spins the front shaft all the time, even in 2WD. That was why we needed to inspect both shafts on this unit. As the shafts were being removed, we got a break. The technician, Don Williams (with the keen hearing of a 25-year-old), thought he heard something moving inside the rear driveshaft. He said it sort of sounded like a liquid. We looked at the aluminum tube, and near the front U-joint we could see that the little black rubber plug usually found on the shaft was missing. Figure 2 shows the shaft with the rubber plug missing, and Figure 3 is a different shaft that has the rubber plug in place.

We stood the driveshaft up and let it sit for about five minutes with the hole down. Sure enough, the water inside ran out, leaving a puddle on the floor. We got to thinking about how the shaft was made. As luck would have it, we still had another, similar driveshaft on hand from a previous job so we took a reciprocating saw and cut it open to see how it was made. As you can see in Figure 4, these driveshafts are foam filled.

The cause of the Chevy’s problem was becoming clear. Water would soak into the driveshaft’s foam, settling in the bottom of the shaft when the vehicle was sitting still. If the vehicle was allowed to sit outside in 20° weather and the water at the bottom of the shaft froze, the ice stuck in one side of the foam would create a terrible imbalance issue. To make the problem even more difficult to diagnose, the imbalance would solve itself as soon as the ice thawed. Running the Chevy in manual low at the beginning of our test distributed the water outward in the foam equally enough to correct any imbalance issue. I believe this is what allowed the driveshaft to pass our 80-mph test on the lift.

Given this information, we figured out what was happening to our customer. The guy would get into the Chevy on a cold morning and, before the ice melted, was on the expressway doing 80 mph and shaking the vehicle apart – literally. Then, by the time the truck got to a shop, the mystery imbalance condition had healed itself. I believe that water by itself soaking one side of the foam could cause significant balance problems even in areas that don’t see freezing weather that often.

We considered drilling holes and trying to remove all the water, but because of the foam and with no way to know whether all the water was out, we choose to replace the driveshaft. Replacing the shaft cured the repeat adapter failures.

Sonnax recently released replacement weld yokes (Figure 5) for aluminum shafts that allow you to cut the ends off and replace them without having to worry about losing overall length on the shaft. Although I am sure these weld yokes were made to repair the damaged shafts in the U-joint clip area, I guess it might have helped get the water out.

As a final note, how did the water get into the shaft? With more than 80 inches of rain in 2009 in Arkansas, water seemed to be everywhere. Of course, with that plug missing, getting stuck and sitting with the driveshaft submerged would fill it with water. What made this problem difficult to diagnose was not considering what was in the shaft. We got lucky by having a driveshaft on which we could do an autopsy and discover that the foam was inside. It amazes me how critical something like a rubber plug can be. Great care should be taken to not damage these plugs during U-joint replacement.

Dan Tucker is owner of Tucker’s Transmission in Pine Bluff, Ark., and a member of the TASC Force (Technical Automotive Specialties Committee), a group of recognized industry technical specialists, transmission rebuilders and Sonnax Industries Inc. technicians.

©Sonnax2011

You May Also Like

Trying to Stop the Wheel Hop on Ford Edge with 6F50 Transmission

The 2014 Ford Edge SEL with a 3.5L engine (figure 1) and a 6F50 transmission can also be equipped with an AWD system. This would include a Power Transfer Unit (PTU) attached to the transmission with a rear driveshaft going to the Read Differential Unit (RDU). The RDU comprises a differential assembly along with a

The 2014 Ford Edge SEL with a 3.5L engine (figure 1) and a 6F50 transmission can also be equipped with an AWD system. This would include a Power Transfer Unit (PTU) attached to the transmission with a rear driveshaft going to the Read Differential Unit (RDU). The RDU comprises a differential assembly along with a viscous coupling assembly controlled by an Active Torque Control (ATC) coupling solenoid. The system is designed to monitor vehicle conditions continuously and seamlessly adjust torque distribution between the front and rear wheels. When it is functioning correctly, there should be no perception of this taking place when launching or driving the vehicle. 

Sherlock Holmes Approach to an AB60 No-Move Situation

The effectiveness in diagnosing automatic transmission malfunctions is an art form. Although there are similarities among the wide varieties of transmissions on the road, each transmission has its own peculiarities. Aside from having mechanical, hydraulic, and electrical hardware systems to contend with, software/programming issues and various vehicle platforms make diagnostics much more difficult.  Related Articles –

ab60
GM 6T40 Pump Identification Guide

The 6T40 was introduced in 2008 for General Motors front-wheel-drive cars in the Chevrolet Malibu and has gone through several changes throughout its three generations, specifically in the pump area. The 6T40 is closely related to the more lightweight 6T30 and the heavier duty 6T45 and 6T50. Generation one started phasing out during the 2012

Seeing the Forest AND the Trees

They say that the proverbial phrase “I couldn’t see the forest for the trees” means that a person or organization cannot see the big picture because it focuses too much on the details. Related Articles – TASC Force Tips: Hydraulics Fundamentals: Check Valves – Shift Pointers: Mazda Sensitive to Pressure – Transmission Testing & Repairs:

The Manifold Pipeway

The Honda six-speed transmission has been on the bench of many specialty shops for one reason or another (figure 1). But, for those of you who have yet to lay your hands on one, mounted on the upper side of the unit is one of the largest, if not the largest solenoid and pressure switch

Other Posts
GM 9T series: Critical wear areas, vacuum test locations

Sonnax has provided the following guide on critical wear areas and vacuum test locations for the GM 9T series of transmissions. Technicians working on these models should find this guide helpful. Related Articles – Shift Pointers: Sometimes, a repair needs a little more push – Less is more with cordless work lights – Are cell

TASC-Tip-1400
The torque converter can of worms: Lockup and aftermarket programming

Lockup torque converters have been around now for some time. They came into production around the time when fuel mileage demands were put into effect by the government, and the auto manufacturers needed to do something to better connect the fluid coupling (torque converter) of the automatic transmission to the motor. By doing this, OEMs

tascfeature-1400
Kitting keeps us profitable: Aftermarket kit suppliers listing 2024

The kitting of transmission parts has made profitable shop operation possible. When a kit with 100 parts is necessary, a distributor has already assembled all the important components into the kit and it is typically sitting on the shelf ready to be delivered. Kitting saves time and effort for both the shop and the supplying

Watch out for high pressure in GM 8L45, 8L90 valve bodies

Hey now! Oh boy, do I have a fun failure to share with you and warn you about today! Related Articles – The powertrain aftermarket: Growing and global – 6R80 whirring noise: TCC slip or engine surge? – The Subaru mystery burn Have you encountered a crack in the worm tracks in your GM 8L45