Chevy Trail Blazer converter needs a bit of help One of General Motors’ new est vehicles, the Chevy Trail Blazer, with the 4L60E transmission is displaying problems of its own similar to other GM converter failures.
Number one: Loose rivets are appearing on the clutch plate. It is not necessary to remove or replace the rivets, but merely use your riveter machine to retighten the rivets to prevent leakage. If excessive wear is found on the rivets, you must replace them. It is suggested that you replace the clutch liner only if worn. Check with your clutch supplier about replacement high carbon liners. Availability was sparse but is probably better during the Spring. Do not substitute any paper liners for this application. They simply will not work.
Number two: The impeller hub is factory burnished to a five micron finish. This is extremely smooth and is necessary for proper seal and bushing life. If you are repolishing the old hub, use extreme care using 3M green cloth to remove blemishes. Any aluminum oxide sandpaper should be avoided. The sanding process can deposit small particles of aluminum oxide into the hub causing premature bearing and seal failure.
Number three: Clutch clearance is extremely close on this unit. 20-25 thousandths of an inch is all that is required. Additional clearance may cause you an 1870 code and a potential comeback.
Again, polishing of the clutch mating surface on the front cover must be smooth, five micron or so.
Although the converter seems similar to the 265mm General Motors converter, it stands alone. Only a few parts are interchangeable. The turbine hub seems to hold up well, but you should replace both stator roller bearings. These do seem to go bad and are available new. Upon disassembly of the stator you will find the similarity we mentioned. Be sure to remove and clean thoroughly because debris seems to find its way into the smallest crevices inside. It is recommended to also replace the accordion springs.
Found in May 2004