When you click on links to various merchants on this site and make a purchase, this can result in this site earning a commission. Affiliate programs and affiliations include, but are not limited to, the eBay Partner Network.
I have yet to see anything that states the 2024/ Die 3 fixed issues othe then the baffles and extra fluid for track. If they could claim they fixed a valve body, or park pawl issue I would think they would.
I have yet to see anything that states the 2024/ Die 3 fixed issues othe then the baffles and extra fluid for track. If they could claim they fixed a valve body, or park pawl issue I would think they would
Quite the contrary. GM stating that they 'fixed' a built in defect in earlier transmissions would expose them to a class action lawsuit where they would be sued to replace all previous revisions. As it stands now, they will replace any transmission with this defect. In fact, units have been replaced with the lock pawl sensor failure even when the mandated filter changes to keep the warranty were not met. And they do this for two reasons: this failure is due to a design deficiency and quietly replacing the trans avoids widespread publicity.
Its speculation either way - unless something is in writing. But I can see where GM might not want to reveal the existence of fix like that. There is bulletin though about it - or something similar - as we know. But it makes it sound like the sensor moves "This would more than likely point to a drifted park position" or "This condition may be caused by park sensor drift or communication error, caused by module or circuitry." That of course would be a defect too. And since there is bulletin, it means it has happened more than once, and it also means its it not a secret.
But it would be an extra revelation if they disclosed that the later models had a fix for it.
A software change could minimize the impact though. The current software response is draconian.
all is good info. Glad some people have chimed in. I am a details guy and only so much info out there on this. A lot of people just bashing or praising the DCT with not a lot of info and discussion on details.
I have yet to see a pic of the wiring harness. but I did stop in to check on the car and speak to the tech and see where the Die 3 wiring harness will rub certain bolts on the Dei 3.
Willing to bet it's a case of the effort it takes to get to and replace that sensor - you might as well just throw a new tranny in there, this is Chevy's way of keeping a possibly fatal DCT design flaw quiet. Basically a few years down the line I'm willing to bet folks will avoid the 20-23 cars or, they will be on the lookout for the DCT pan bolt pattern.
As Mittens and Mitchell_B posted, the parking sensor has two failure modes: metallic contamination and alignment drift. All C8’s whether Stingray or Z06 that have a DCT mfg date of 2/23/2023 (Wixom) or 5/15/2023 (Canada) and earlier, are subject to either failure. This affects the entire MY2020-MY2023 production run up to the release of Die-3 DCT’s @ BG in August of 2023.
While Die-3 DCT’s resolved the parking sensor faults, there are five more similar sensors that detect even/odd shift fork position. There have been numerous problems with metallic contamination on these position sensors as well, and they are in ANY TR-9080 C8 DCT ever manufactured…..including the ZR1. I was told that to redesign these sensors was a significant change and not economically feasible. Attached is the TSB outlining the procedure to flush the DCT three times in an effort to clean the sensors and shift solenoids.
As I have posted numerous times, I formerly worked for GM Engineering, and the number of catch-22 situations that go on behind the scenes with vehicle engineering and design is boggling…..the bean counters call the final shots…..not the Engineers. For reasons I cannot understand, GM/Tremec designed a bespoke DCT using a shared sump. Against any other proven split-sump DCT design in other hi-perf cars, they decided to go it alone and use FFL4 to lubricate an entire wet-clutch transaxle. I can guess it is the same idiotic committee engineering that I saw in the 90’s when I worked there.
Personally, I’m not particularly worried about metallic contamination on the other position sensors because as I have posted several times, the DCT fluid/filter on any C8 that I own will be changed yearly, which is normally 2-3k miles at most. 10 quarts of Valvoline DCT fluid and a GM filter is $175 and 2-hours of my time to potentially avoid a HUGE amount of nonsense.
Thats is good to see^ As I posted i had yet to see anything that pointed to a date/ fix other then assumptions. While it does not call it out fixed or take blame for bad DCTs... the production date that the issue is then or before does point to the Die 3 fixing at least the Park pawl drift/sensor issue.
Maybe now my only worry is Valve body issues... that's at least replaceable on the side of the trans.... maybe after I get it back I will be less worried to go Twins set up.
Debris in the fluid which perhaps, has not yet passed through the filter. The park pawl sensor assy uses a magnetic sensor? That's what attracts metallic debris and scews the sensor.
You have had your fluid analyzed haven't you? Or maybe some others have. Is there evidence of ferrous metal in the fluid? Does it build up with miles?
I'm aware of the magnets in the pan - so it clear the possibility of metallic debris was anticipated. But I just wondering its normal and seen in the analyses that members have had.
As Mittens and Mitchell_B posted, the parking sensor has two failure modes: metallic contamination and alignment drift. All C8’s whether Stingray or Z06 that have a DCT mfg date of 2/23/2023 (Wixom) or 5/15/2023 (Canada) and earlier, are subject to either failure. This affects the entire MY2020-MY2023 production run up to the release of Die-3 DCT’s @ BG in August of 2023.
While Die-3 DCT’s resolved the parking sensor faults, there are five more similar sensors that detect even/odd shift fork position. There have been numerous problems with metallic contamination on these position sensors as well, and they are in ANY TR-9080 C8 DCT ever manufactured…..including the ZR1. I was told that to redesign these sensors was a significant change and not economically feasible. Attached is the TSB outlining the procedure to flush the DCT three times in an effort to clean the sensors and shift solenoids.
As I have posted numerous times, I formerly worked for GM Engineering, and the number of catch-22 situations that go on behind the scenes with vehicle engineering and design is boggling…..the bean counters call the final shots…..not the Engineers. For reasons I cannot understand, GM/Tremec designed a bespoke DCT using a shared sump. Against any other proven split-sump DCT design in other hi-perf cars, they decided to go it alone and use FFL4 to lubricate an entire wet-clutch transaxle. I can guess it is the same idiotic committee engineering that I saw in the 90’s when I worked there.
Personally, I’m not particularly worried about metallic contamination on the other position sensors because as I have posted several times, the DCT fluid/filter on any C8 that I own will be changed yearly, which is normally 2-3k miles at most. 10 quarts of Valvoline DCT fluid and a GM filter is $175 and 2-hours of my time to potentially avoid a HUGE amount of nonsense.
Wouldn't it be as severe as the V8 recall they are currenty embroiled in? That's at least 4 years (potentially all) worth of DCTs waiting to incapacitate themselves.
Wouldn't it be as severe as the V8 recall they are currenty embroiled in? That's at least 4 years (potentially all) worth of DCTs waiting to incapacitate themselves.
Yes. GM will just change whatever transmissions fail while under warranty and for most Corvette owners who don’t put much mileage on their cars, you’ll pay when your warranty runs out.
Insofar as other sensor failures due to the same issue that fails the park pawl sensor, GM has never acknowledged this occurs. So, it would take an investigation and lawsuit to force this issue. And because all failed units go back to GM, no one has any post mortem proof of what really happened.
Still wondering - did the tech actually see it (they dont normally take the transmissions apart) or was he told that information about the added shield
He communicates regularly with GM engineering and asks a lot of questions.
You have had your fluid analyzed haven't you? Or maybe some others have. Is there evidence of ferrous metal in the fluid? Does it build up with miles?
I'm aware of the magnets in the pan - so it clear the possibility of metallic debris was anticipated. But I just wondering its normal and seen in the analyses that members have had.
You'll find a wide array of wear metals in used transmission fluid. Yet, most labs do not test for some key substances linked to the health of just about any unit.
I did change my trans fluid at 2365 miles and sent a sample to Blackstone. And of course, there is a healthy dose of iron present in the sample - as one would suspect.
You'll find a wide array of wear metals in used transmission fluid. Yet, most labs do not test for some key substances linked to the health of just about any unit.
I did change my trans fluid at 2365 miles and sent a sample to Blackstone. And of course, there is a healthy dose of iron present in the sample - as one would suspect.
I totally respect Blackstone. On my M5 I had the tests done annually. Everything was fine until one year it showed uncharacteristic slightly higher copper. Did my research and it turned out the bearings had a layer of copper. Opened up the bottom of the V10 to look and possibly replace and true, a few of the bearings were starting to go. Other M5s were not so lucky, they had bearing failures. The joys of 8250 RPM redline.
