Auto Transmission Service PDF

2007 Cadillac Escalade
2007 TRANSMISSION Automatic Transmission - 6L50/6L80/6L90 - Avalanche, Escalade, Suburban, Tahoe & Yukon
2007 TRANSMISSION
Automatic Transmission - 6L50/6L80/6L90 - Avalanche, Escalade, Suburban, Tahoe & Yukon
SYMPTOMS - AUTOMATIC TRANSMISSION
IMPORTANT: Use the symptom tables only if the following conditions are met:
 Refer to Diagnostic Starting Point - Vehicle .

 There are no DTCs set.
 The control modules can communicate via the serial data link.
 Review the system operation in order to familiarize yourself with the
system functions. Refer to Transmission General Description and
Transmission Component and System Description .
VISUAL/PHYSICAL INSPECTION
Inspect the easily accessible or visible system components for obvious damage or conditions which could cause
the symptom.
INTERMITTENT
Faulty electrical connections or wiring may be the cause of intermittent conditions. Refer to Testing for
Intermittent Conditions and Poor Connections .
SYMPTOM LIST
Refer to a symptom diagnostic procedure from the following list in order to diagnose the symptom:
 Fluid Diagnosis
 Transmission Fluid Checking
 Fluid Pressure High or Low
 Automatic Transmission Fluid Leaks
 Fluid Leak Diagnosis
 Noise and Vibration Diagnosis

 Whine/Growl Noise That Changes with Vehicle Speed
 Noise in First or Reverse Gear
 Noise in First, Second, Third, Fourth, Fifth, or Reverse Gear
 Noise in First, Second, Sixth, or Reverse Gear
 Noise in Second or Sixth Gear
 Noise During 3-4 or 4-3 Shifts
 Noise in Fourth, Fifth, or Sixth Gear
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Vibration
 Vibration in Second, Third, Fourth, Fifth or Sixth Gear
 Flexplate/Torque Converter Vibration Test
 Noise and Vibration Analysis
 Range Performance Diagnosis

 No Park or Drive
 No Drive in All Ranges
 No Reverse Gear
 No Drive or Reverse Gear
 Shift Quality Feel Diagnosis

 Harsh Garage Shift
 Harsh, Soft, Delayed or Slipping First or Reverse Gear
 Harsh, Soft, Delayed or Slipping 1-2-3-4 Shift
 Harsh, Soft, Delayed or Slipping 4-5-6 Shift
 Harsh, Soft, Delayed or Slipping Third, Fifth, or Reverse Gear
 Harsh, Soft, Delayed or Slipping Second or Sixth Gear
 Shift Pattern
 No First Gear
 No First and Reverse Gears
 No First, Second, Third, and Fourth Gear
 No First, Second, Third, Fourth, Fifth, or Reverse Gear
 No Second and Sixth Gear
 No First, Second, Sixth, or Reverse Gear
 No Fourth, Fifth, and Sixth Gear
 No Third, Fifth, and Reverse Gear
 Stuck in Second or Sixth Gear
 Stuck in First or Reverse Gear
 Torque Converter Diagnosis

 Torque Converter Diagnosis
 No Torque Converter Clutch Apply
 No Torque Converter Clutch Release
 Symptom Not Found or No Symptom Detected

 Transmission Fluid Checking
 Road Test
 Line Pressure Check
CONTROL SOLENOID VALVE AND TRANSMISSION CONTROL MODULE

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ASSEMBLY INSPECTION
Fig. 1: Identifying Control Solenoid Valve & Transmission Control Module Assembly
Courtesy of GENERAL MOTORS CORP.
1. Inspect the control solenoid (w/body and TCM) valve assembly connectors and pins (2, 3, 4) for the
following conditions:
 Damage
 Bent pins
 Debris
 Broken retaining tab
 Contamination
2. Ensure no metallic debris is inside the connectors near the terminal pins.
3. Inspect the control solenoid (w/body and TCM) valve assembly solenoid leads (1) for contamination or
metallic debris.
4. Inspect the 4 control solenoid (w/body and TCM) valve assembly filter plate retaining tabs (5) for cracks
and ensure proper tension when filter plate is attached.

ASSEMBLY INPUT SHAFT SPEED/OUTPUT SHAFT SPEED INPUT TEST
Tools Required
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 J 35616 GM-Approved Terminal Test Kit

 J 38522 Variable Signal Generator
Fig. 2: Identifying J 35616 & J 38522

The purpose of this test is to provide a simulated input/output speed sensor (ISS/OSS) signal to the control
solenoid (w/body and TCM) valve assembly ISS/OSS input circuits.
1. Disconnect the ISS/OSS wiring harness connector from the control solenoid (w/body and TCM) valve
assembly.
2. Using the J 35616 , connect the J 38522 to the affected ISS or OSS signal circuit on the control solenoid
(w/body and TCM) valve assembly.
1. Set the J 38522 Signal to 5 volts, the Frequency to 120 and the Percent Duty Cycle to 50.
2. Ignition On, observe either the scan tool parameter ISS Signal or OSS Signal.
3. The signal parameter should display between 100-400 RPM.
 If the signal display is not in this range, the control solenoid (w/body and TCM) valve assembly is not
reading the input signal correctly and is faulty.

ASSEMBLY CLEANING
The control solenoid (w/body and TCM) valve assembly cleaning procedure is a specific software based
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routine, which resides in the TCM. This procedure is activated by the scan tool and is used to cycle the
solenoids and valves in the control solenoid valve assembly in an attempt to dislodge debris and free up the
valves after a performance diagnostic trouble code (DTC) has set. The transmission fluid is drained and refilled
with new fluid, and then the cleaning procedure is performed. When the cleaning procedure is completed, the
DTC enable criteria is run again, and retested to see if the DTC concern has been corrected.
IMPORTANT: The fluid pan must be removed in order to drain the fluid.
1. Drain and refill the transmission fluid. Refer to Automatic Transmission Fluid, Fluid Pan and/or
Filter Replacement .
2. Operate the transmission to achieve 70°-90°C (158°-194°F).
3. With a scan tool, select the Service Cleaning Procedure. Initiate the cleaning procedure.
4. When the cleaning procedure is completed, shut OFF the ignition for 30 seconds.

ASSEMBLY SOLENOID PERFORMANCE TEST
TOOLS REQUIRED
DT-47825 Control Solenoid Test Plate. See Special Tools .
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Fig. 3: View Of Control Solenoid (w/Body & TCM) Valve Assembly With Control Solenoid Test Plate
The purpose of this procedure is to test the functionality of the control solenoid (w/body and TCM) valve
assembly solenoids for a gross stuck open or stuck closed condition. DT-47825 is bolted to the control solenoid
(w/body and TCM) valve assembly on the valve body mounting surface. See Special Tools . Pressurized air is
passed into the aluminum test block, through the control solenoid (w/body and TCM) valve assembly solenoid
passage and back to a pressure gage on the test block. The pressure gage indicates open if air pressure is passed
through the solenoid, or closed if the solenoid is unable to pass air through. A scan tool is used to command the
solenoids ON and OFF. While watching the pressure gage, one can determine the valve functionality. The
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recommended shop air pressure for this test is 90-100 psi.
1. Remove the control solenoid (w/body and TCM) valve assembly from the transmission.
2. Bolt the DT-47825 to the control solenoid (w/body and TCM) valve assembly on the valve body
mounting surface. See Special Tools . Use the bolts and washers supplied with the tool to attach the test
block. Tighten the bolts to 5 N.m (44 lb in).
3. Install the pressure gage to the affected solenoid air port. Reference component to air port table.
4. Connect the shop air pressure line to the DT-47825 air psi inlet port. See Special Tools .
Fig. 4: Identifying Solenoid Testing Procedure

5. Ignition ON, with a scan tool command the solenoid in question On and Off. Watch the air pressure gage
and look for the change in pressure as you command the valve On and Off. The valve should allow air
pressure to flow through the valve port to the gage with a result of pressure reading on the gage. If the
valve is stuck closed, no pressure change will occur. Command the solenoid valve On and Off several
times to determine the state of the solenoid valve in question. Release the air pressure in the gage between
pressurization tests.
Control Solenoid (w/Body and TCM) Valve Assembly Solenoid Performance Test Block to Component
Identification
Key On, Engine Off (KOEO)
COMPONENT PORT ON TEST BLOCK Normal State
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PC Solenoid 1 G No PSI flow to gauge

PC Solenoid 2 C No PSI flow to gauge
PC Solenoid 3 A Full PSI flow to gauge
PC Solenoid 4 B No PSI flow to gauge
PC Solenoid 5 F No PSI flow to gauge
Shift Solenoid 1 H Full PSI flow to gauge
Shift Solenoid 2 D No PSI flow to gauge
TCC PC Solenoid E No PSI flow to gauge
IMPORTANT: With the key on engine off (KOEO), the TCM will normally cycle some of the
transmission solenoids On and Off to facilitate keeping the ports and solenoids
clean and free of debris. This dither function is a normal activity and will cause
the valves to cycle open and closed quickly when the TCM is powered up. This
can cause the psi gage to flicker high and low as the valves open and close.
This may cause some air to exit the ports where the psi gage is not connected
as those solenoids cycle on and off.
Drain the TCM of excess transmission fluid before attaching to test block and use caution when attaching air to
test block air inlet.
SERVICE FAST LEARN ADAPTS

Service Fast Learn Adapts is a procedure for 6 speed automatic transmissions in which a series of tests are run
to allow the transmission control module (TCM) to learn individual clutch characteristics. Once the clutch data
is learned, Service Fast Learn Adapts translates it into the adaptive data cells, which the TCM uses for clutch
control during shifts. The scan tool provides initiation of the Service Fast Learn Adapts procedure. This
procedure is to be used following transmission repair.
The Service Fast Learn Adapts procedure must be performed when one of the following repairs have been made
to the vehicle. Failure to perform the procedure after one of the following repairs may result in poor
transmission performance, as well as transmission DTCs being set:
 Transmission internal service/overhaul

 Valve body repair or replacement
 Control solenoid (w/body and TCM) valve assembly replacement
 TCM software/calibration update
 Any service in response to a shift quality concern
IMPORTANT: Ensure the following conditions are met before performing the Service Fast
Learn Adapts procedure:
 Drive wheels are blocked

 Parking brake is applied
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 Service brake is applied

 Zero percent throttle and no external engine RPM control
 Transmission fluid temperature (TFT) is between 70-100°C (158-212°F)
 Transmission gear selector has been cycled from Park to Reverse 3 times
in order to purge air from the reverse clutches.
1. Use the scan tool to navigate to Service Fast Learn Adapts by selecting the following commands:
1. F3: Special Function
2. F1: Transmission Output Controls
3. Service Fast Learn Adapts
IMPORTANT: If at any time during the procedure, required conditions are not met,
Service Fast Learn Adapts may abort and the process may need to be
started again from the beginning.
2. Use the scan tool to perform the Service Fast Learn Adapts procedure.
IMPORTANT: There are 3 stages required to successfully complete the Service Fast Learn
Adapts procedure:
1. PARK test setup

2. DRIVE mode
3. REVERSE mode
These stages are automatically initiated and controlled by the scan tool. As the
procedure is being performed, the scan tool data display will provide operator
instructions. Follow the scan tool instructions as required. The following are
brief descriptions of each of the 3 different stages.
PARK TEST SETUP
While the transmission is in PARK, Service Fast Learn Adapts will prepare for test cycles. The test preparation
will include the diagnostic criteria checks, safety checks, vehicle status checks, and then will perform internal
transmission test preparation functions such as clutch air purging. The scan tool will instruct the operator to
select park and apply the brake only.
DRIVE MODE
CAUTION: Block the wheels before selecting DRIVE. While in DRIVE, if the Scan Tool
loses communication or becomes disconnected, the vehicle could move
forward. Failure to block the wheels could result in personal injury or
property damage.
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Once the PARK setup has completed, the scan tool instructs the driver to select DRIVE. Once DRIVE is
selected, the TCM engages the individual clutches to learn the clutch volume, full feed fill thresholds, and
pressure offsets. The TCM will only cycle through this test once. Running the Service Fast Learn Adapts
procedure multiple times will give the same results and is not necessary.
REVERSE MODE
CAUTION: Block the wheels before selecting REVERSE. While in REVERSE, if the
Scan Tool loses communication or becomes disconnected, the vehicle
could move backward. Failure to block the wheels could result in personal
injury or property damage.
Next, the scan tool instructs the driver to select REVERSE. The TCM engages the individual clutches to learn
the clutch volume, full feed fill thresholds, and pressure offsets. The TCM will only cycle through this test one
time. Running the Service Fast Learn Adapts procedure multiple times will give the same results.
IMPORTANT: When the Service Fast Learn Adapts procedure is completed, the transmission
will remain in a neutral state.
3. Once the procedure is complete, shut OFF the engine and power down the TCM. You will lose
communication to the scan tool.
4. Restart the engine. This will complete the Service Fast Learn Adapts procedure.
Troubleshooting
If the Service Fast Learn Adapts will not run and the above stated conditions have been met, ensure the
following:
 TFT is between 70-100°C (158-212°F).

 Brakes and brake switch are functioning properly.
 No active DTCs.
 Closed throttle and engine RPM increases above 1500 RPM while in Park Test Setup or at entrance of the
test modes.
 Park/Neutral position switch is properly adjusted and functioning.
 Line pressure control is able to provide 1000 kPa and is within specifications.
 Vehicle is not moving, or vibrating excessively.
 Clutches are properly assembled.
TOW/HAUL SWITCH/INDICATOR ALWAYS ON OR INOPERATIVE
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Fig. 5: View Of Tow/Haul Switch/Indicator

CIRCUIT/SYSTEM DESCRIPTION
Tow/haul mode enables the operator to achieve enhanced shift performance when towing or hauling a load.
When tow/haul mode is selected, the tow/haul switch input signal to the body control module (BCM) is
momentarily toggled to zero volts. This signals the powertrain control module (PCM) to extend the length of
time between upshifts and increase transmission line pressure. Cycling the tow/haul switch again disables
tow/haul mode and returns the transmission to a normal shift pattern. The tow/haul switch is a momentary
switch and is normally open. The internal spring in the switch will always cause the switch state to return to
open when not held in to the closed position.
DIAGNOSTIC AIDS
If the electrical circuit checks are OK and the tow/haul shift pattern is not occurring, there may be a
mechanical/hydraulic condition that prevents tow/haul operation. Refer to Symptoms - Automatic
Transmission.
REFERENCE INFORMATION
Schematic Reference
Automatic Transmission Controls Schematics
Connector End View Reference
 Automatic Transmission Inline 16-Way Connector End View

 Automatic Transmission Internal Connector End Views
 Automatic Transmission Related Connector End Views
 Data Communication Connector End Views
Scan Tool Reference

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 Scan Tool Output Controls

 Scan Tool Data List
 Scan Tool Data Definitions
DTC Type Reference
 Diagnostic Trouble Code (DTC) Type Definitions

 Diagnostic Trouble Code (DTC) List/Type
Electrical Information Reference
 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
CIRCUIT/SYSTEM VERIFICATION
With a scan tool observe the Tow/Haul switch parameter in Body Controls data list, operate the Tow/Haul
switch several times, and observe the parameter as you operate the switch with the transmission in Drive. The
parameter should toggle between Active and Inactive when the switch is operated.
CIRCUIT/SYSTEM TESTING
1. Ignition Off, transmission in Park or Neutral, disconnect the Tow/Haul switch connector.
2. Test for less than 1 Ohm of resistance between the Tow/Haul switch signal circuit terminal B and ground.
 If greater than the specified range, test the ground circuit for an Open/High resistance.
3. Ignition On, verify the scan tool parameter Park/Neutral displays Inactive.
 If not the specified value, test the signal circuit for a short to ground. If the circuit tests normal,
replace the BCM.
4. Install a fused jumper between the signal circuit and ground. Verify the scan tool parameter displays
Active.
 If not the specified value, test the signal circuit for a short to voltage or an open/high resistance. If
the circuit tests normal, replace the BCM.
5. If all circuits test normal, replace the Tow/Haul switch.
COMPONENT TESTING
1. Ignition Off, transmission in Park or Neutral, disconnect the transmission Tow/Haul switch assembly.
2. Test for infinite resistance between the Tow/Haul switch with the switch in the Open position.
 If not the specified value, test the signal circuit for a short to voltage or an open/high resistance. If
the circuit tests normal, replace the Tow/Haul switch assembly.
REPAIR PROCEDURES
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Perform the Diagnostic Repair Verification after completing the diagnostic procedure.
 Body Control Module (BCM) assembly replacement. Refer to Control Module References for
replacement, setup, and programming.
 Perform the Shift Lever Replacement .
TRANSMISSION FLUID CHECKING

This procedure checks the transmission fluid level, as well as the condition of the fluid itself.
NOTE: Always use the proper automatic transmission fluid listed. Using incorrect
automatic transmission fluid may damage the vehicle.
Before checking the fluid level, perform the following:
1. Start the engine and park the vehicle on a level surface. Keep the engine running.
2. Apply the parking brake and place the shift lever in PARK (P).
3. Depress the brake pedal and move the shift lever through each gear range, pausing for about 3 seconds in
each range. Then, move the shift lever back to PARK (P).
4. Allow the engine to idle 500-800 rpm for at least 1 minute. Slowly release the brake pedal.
5. Keep the engine running and observe the transmission fluid temperature (TFT) using the Driver
Information Center (DIC) or a scan tool.
6. Using the TFT reading, determine and perform the appropriate check procedure. If the TFT reading is not
within the required temperature ranges, allow the vehicle to cool, or operate the vehicle until the
appropriate TFT is reached.
COLD CHECK PROCEDURE
IMPORTANT: Use this procedure only as a reference to determine if the transmission

has enough fluid to be operated safely until a hot check procedure can be
made. The hot check procedure is the most accurate method to check the
fluid level. Perform the hot check procedure at the first opportunity. Use
this cold check procedure to check fluid level when the TFT is between
80°F and 90°F (27°C and 32°C).
1. Locate the transmission dipstick at the rear of the engine compartment, on the passenger's side of the
vehicle.
2. Flip the handle up, and then pull out the dipstick and wipe it with a clean rag or paper towel.
3. Install the dipstick by pushing it back in all the way, wait three seconds and then pull it back out again.
IMPORTANT: Always check the fluid level at least twice. Consistent readings are
important to maintaining proper fluid level. If inconsistent readings are
noted, inspect the transmission vent assembly to ensure it is clean and
unclogged.
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4. Check both sides of the dipstick, and read the lower level. Repeat the check procedure to verify the
reading.
5. Inspect the color of the fluid on the dipstick. Refer to Fluid Condition Inspection in this procedure.
6. If the fluid level is below the COLD check band, add only enough fluid as necessary to bring the level
into the COLD band. It does not take much fluid, generally less than one pint (0.5L). Do not overfill.
7. If the fluid level is in the acceptable range, push the dipstick back in all the way, then flip the handle
down to lock the dipstick in place.
8. Perform a hot check at the first opportunity after the transmission reaches a normal operating temperature
between 160°F to 200°F (71°C to 93°C).
HOT CHECK PROCEDURE
IMPORTANT: Us this procedure to check the transmission fluid level when the TFT is
between 160°F and 200°F (71°C and 93°C). The hot check procedure is the
most accurate method to check the fluid level. The hot check should be
performed at the first opportunity in order to verify the cold check. The
fluid level rises as fluid temperature increases, so it is important to ensure
the transmission temperature is within range.
1. Locate the transmission dipstick at the rear of the engine compartment, on the passenger's side of the
vehicle.
2. Flip the handle up, and then pull out the dipstick and wipe it with a clean rag or paper towel.
3. Install the dipstick by pushing it back in all the way, wait three seconds and then pull it back out again.
IMPORTANT: Always check the fluid level at least twice. Consistent readings are
important to maintaining proper fluid level. If inconsistent readings are
noted, inspect the transmission vent assembly to ensure it is clean and
unclogged.
4. Check both sides of the dipstick, and read the lower level. Repeat the check procedure to verify the
reading.
5. Inspect the color of the fluid on the dipstick. Refer to Fluid Condition Inspection.
6. A safe operating fluid level is within the HOT crosshatch band on the dipstick. If the fluid level is not
within the HOT band, and the TFT is between 160°F and 200°F (71°C and 93°C), add or drain fluid as
necessary to bring the level into the HOT band. If the fluid level is low, add only enough fluid to bring
the level into the HOT band. It does not take much fluid, generally less than one pint (0.5L). Do not
overfill. Also, if the fluid level is low, inspect the transmission for leaks. Refer to Fluid Leak Diagnosis.
7. If the fluid level is in the acceptable range, push the dipstick back in all the way, then flip the handle
down to lock the dipstick in place.
8. If applicable and if the vehicle is equipped, reset the transmission oil life monitor only if the fluid was
changed.
FLUID CONDITION INSPECTION
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Inspect the fluid color. The fluid should be red or dark brown.
 If the fluid color is very dark or black and has a burnt odor, inspect the fluid and inside of the bottom pan
for excessive metal particles or other debris. A small amount of "friction" material in the bottom pan is a
"normal" condition. If large pieces and/or metal particles are noted in the fluid or bottom pan, flush the oil
cooler and cooler lines and overhaul the transmission. If there are no signs of transmission internal
damage noted, replace the fluid filter assembly, repair the oil cooler, and flush the cooler lines.
 Fluid that is cloudy or milky or appears to be contaminated with water indicates engine coolant or water
contamination. Refer to Engine Coolant/Water in Transmission .
LINE PRESSURE CHECK
Fig. 6: View Of Transmission & J 21867 Pressure Gage

TOOLS REQUIRED
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J 21867 Pressure Gage
CAUTION: Keep the brakes applied at all times in order to prevent unexpected
vehicle motion. Personal injury may result if the vehicle moves
unexpectedly.
1. Install a scan tool.

2. Start the engine.
3. Inspect the transmission for the proper fluid level. Refer to Transmission Fluid Checking.
4. Use the scan tool to inspect for any active or stored diagnostic trouble codes.
5. Inspect the manual linkage at the transmission for proper function.
6. Turn the engine OFF.
IMPORTANT: You may need to remove or disconnect components in order to gain

access to the transmission line pressure test hole plug.
7. Remove the line pressure test hole plug.

8. Install the J 21867 .
9. Access the Scan Tool Transmission Output Controls for the Line PC Solenoid.
IMPORTANT: In order to achieve accurate line pressure readings, the following

procedure must be performed at least three times in order to gather
uniform pressure readings.
The scan tool is only able to control the line PC solenoid in PARK and
NEUTRAL with engine speeds below 1500 RPM. This protects the clutches
from extreme high or low line pressures.
11. Use the scan tool to increase and decrease the Line PC Solenoid in increments of approximately 100 KPa
(15 psi). The scan tool commands the increment values automatically.
12. Allow the pressure to stabilize between increments.
13. Compare your pressure readings on the scan tool to those indicated on the J 21867 .
14. If the pressure readings vary greatly, refer to Fluid Pressure High or Low.
16. Remove the J 21867 .
NOTE: Refer to Fastener Notice .
17. Install the line pressure test hole plug.
Tighten: Tighten the pressure plug to 11 N.m (97 lb in).
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ROAD TEST
IMPORTANT: The Road Test Procedure should be performed only as part of the Symptom
Diagnosis. Refer to Symptoms - Automatic Transmission.
The following test provides a method of evaluating the condition of the automatic transmission. The test is
structured so that most driving conditions would be achieved. The test is divided into the following parts:
 Electrical Function Check

 Upshift Control and Torque Converter Clutch (TCC) Apply
 Part Throttle Detent Downshifts
 Manual Downshifts
 Coasting Downshifts
 Manual Gear Range Selection
 REVERSE
 Driver Shift Control
IMPORTANT: Complete the test in the sequence given. Incomplete testing cannot guarantee
an accurate evaluation.
Before the road test, ensure the following:
 The engine is performing properly.

 Transmission fluid level is correct. Refer to Transmission Fluid Checking.
 Tire pressure is correct.
During the road test:
 Perform the test only when traffic conditions permit.

 Operate the vehicle in a controlled, safe manner.
 Observe all traffic regulations.
 View the scan tool data while conducting this test.
Take along qualified help in order to operate the vehicle safely.
 Observe any unusual sounds or smells.
After the road test, check the following:
 Inspect for proper transmission fluid level. Refer to Transmission Fluid Checking.
 Inspect for any diagnostic trouble codes (DTCs) that may have set during the testing. Refer to the
applicable DTC.
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 Monitor the scan tool data for any abnormal readings or data.
 Inspect for fluid leaks. Refer to Fluid Leak Diagnosis.
ELECTRICAL FUNCTION CHECK
Perform this procedure first in order to ensure the electronic transmission components are functioning properly.
If these components are not checked, a simple electrical condition could be misdiagnosed.
1. Connect the scan tool.

2. Ensure the gear selector is in PARK and set the parking brake.
4. Verify that the following scan tool data can be obtained and is functioning properly.
Refer to Scan Tool Data List for typical data values. Data that is questionable may indicate a concern.
 Engine Speed
 Transmission ISS
 Transmission OSS
 Vehicle Speed
 IMS
 Commanded Gear
 Gear Ratio
 Line PC Sol. Pressure Cmd.
 TCC Brake Switch
 ECT, Engine Data List
 Trans. Fluid Temp.
 TCM Temperature
 Calc. Throttle Position
 Ignition Voltage
 TFP Switch 1
 TFP Switch 3
 TFP Switch 4
 TFP Switch 5
 PC Sol. 2 Pressure Cmd.
 Shift Solenoid 1
 Shift Solenoid 2
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TCC PC Sol. Duty Cycle


 TCC Slip Speed
5. Monitor the TCC Brake Switch parameter while applying and releasing the brake pedal. The scan tool
should display:
 Open when the brake pedal is applied.
 Closed when the brake pedal is released.
6. Check the garage shifts.

1. Apply the brake pedal and ensure the parking brake is set.
2. Move the gear selector through the following ranges:
1. PARK to REVERSE
2. REVERSE to NEUTRAL
3. NEUTRAL to DRIVE
3. Pause 2 to 3 seconds in each gear position.
4. Verify the gear engagements are immediate and not harsh.
IMPORTANT: Harsh engagement may be caused by any of the following conditions:
 High engine idle speed-Compare engine idle speed to desired idle

speed.
 Commanded low pressure control (PC) solenoid current-Investigate
PC Sol. Pressure Cmd. kPa (psi) for all solenoids. High pressure will
cause harsh shifts.
 A default condition caused by certain DTCs that result in maximum
line pressure to prevent clutch slippage.
IMPORTANT: Soft or delayed engagement may be caused by any of the following

conditions:
 Low idle speed-Compare engine idle speed to desired idle speed.

 Low fluid level
 Commanded high PC solenoid current-Investigate PC Sol. Pressure
Cmd. kPa (psi) for all solenoids. Low pressure will cause soft or
delayed shifts.
 Cold transmission fluid temperature (TFT)-Use the scan tool to
determine TFT.
 Selector linkage-Inspect and adjust as necessary.
7. Monitor transmission range on the scan tool, engine data list.

2. Move the gear selector through all ranges.
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3. Pause 2 to 3 seconds in each range.

4. Return gear selector to PARK.
5. Verify that all selector positions match the scan tool display.
8. Check throttle position input.
2. Ensure the gear selector is in PARK.
3. Monitor the scan tool Calc. Throttle Position while increasing and decreasing engine speed with the
throttle pedal. The scan tool Calc. Throttle Position percentage should increase and decrease with
engine speed.
If any of the above checks do not perform properly, record the result for reference after completion of the road
test.
UPSHIFT CONTROL AND TORQUE CONVERTER CLUTCH (TCC) APPLY
The TCM calculates the upshift points based primarily on 2 inputs: throttle position and vehicle speed. When
the TCM determines that conditions are met for a shift to occur, the TCM commands the shift by closing or
opening the ground circuit for the appropriate solenoid.
Perform the following steps:
1. Refer to Shift Speed table in this section and choose a throttle position of 12.5 percent or 25 percent. All
throttle positions shown should be tested to cover the normal driving range.
2. Monitor the following scan tool parameters:
 Calc. Throttle Position
 Vehicle Speed
 Engine Speed
 Transmission ISS
 Transmission OSS
 Commanded Gear
 TCC PC Sol. Pressure Cmd.
 TCC Pressure Actual
 TCC Slip Speed
 TFP Switch 1
 TFP Switch 3
 TFP Switch 4
 TFP Switch 5
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PC Sol. 5 Pressure Cmd.


 Shift Solenoid 1 and 2
3. Place the gear selector in the DRIVE position.

4. Accelerate the vehicle using the chosen throttle position. Hold the throttle steady.
5. As the transmission upshifts, there should be a noticeable shift feel or engine speed change within 1 to 2
seconds of the commanded gear change. The TCC feel may not be noticeable. Look for 100-300 RPM
engine speed change.
6. Compare the shift speeds to the Shift Speed table. Refer to Shift Speed . Shift speeds may vary slightly
due to TFT or other operating variables, including hydraulic delays in responding to electronic controls.
 Note any harsh, soft or delayed shifts or slipping.
 Note any noise or vibration.
IMPORTANT: This transmission is equipped with an electronically controlled capacity

clutch (ECCC), which does not allow the clutch to fully lock to the torque
converter cover. The clutch maintains a small amount of slippage,
approximately 20 RPM, in 2nd, 3rd, 4th, 5th, and 6th gears, depending on
the vehicle application. ECCC was developed to reduce the possibility of
noise, vibration or chuggle caused by TCC apply. Full lockup is available
at highway speeds on some applications.
IMPORTANT: The TCC will not engage until the engine is in closed loop operation and
the vehicle speed is as shown in the Shift Speed table. Refer to Shift
Speed . The vehicle must be in a near-cruise condition, not accelerating or
coasting, and on a level road surface.
7. Monitor TCC PC solenoid current while driving and make sure the current rises when the TCC is
commanded to apply.
 When the TCC applies there should be a noticeable drop in engine speed and a drop in slip speed to
below 100 RPM. If the TCC apply can not be detected:
 Check for DTCs.
 Refer to Torque Converter Diagnosis.
 Apply and release the brake pedal. The TCC will release on most applications.
PART THROTTLE DETENT DOWNSHIFT

2. Accelerate the vehicle to 64-88 km/h (40-55 mph) in 6th gear.
3. Quickly increase throttle angle to between 25-30 percent.
4. Verify the following:
 The TCC releases.
 The transmission downshifts immediately.
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MANUAL DOWNSHIFTS
Manual downshift testing is not required for vehicles equipped with Driver Shift Control (DSC). The TCM and
shift solenoids will automatically override DSC downshifts to protect the transmission from damage.
Coasting Downshifts

2. Accelerate the vehicle to 6th gear with the TCC applied.
3. Release the throttle and apply the brakes
4. Verify the following:
 The TCC releases (on most applications).
 Downshifts occur as commanded.
MANUAL GEAR RANGE SELECTION
This application does not utilize manual forward gear ranges.
Reverse
Perform the following test using a 10-15 percent throttle position.
1. With the vehicle stopped, move the gear selector to REVERSE.

2. Slowly accelerate the vehicle.
3. Verify that there is no noticeable slip, noise or vibration.
Driver Shift Control (DSC)
Refer to the owner's manual for specific instructions on DSC. The TCM will upshift automatically when
maximum engine speed is achieved and will protect from any downshift which may cause excessive engine
RPMs.
TORQUE CONVERTER DIAGNOSIS

The torque converter clutch (TCC) is applied by fluid pressure, which is controlled by a TCC pressure control
(PC) solenoid. This solenoid is part of the control solenoid valve assembly, which is located inside the
automatic transmission assembly. The solenoid is controlled through a combination of computer controlled
switches and sensors.
TORQUE CONVERTER STATOR
The torque converter stator roller clutch can have 2 different malfunctions.
 The stator assembly freewheels in both directions.

 The stator assembly remains locked up at all times.
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POOR ACCELERATION AT LOW SPEED
If the stator is freewheeling at all times, the vehicle tends to have poor acceleration from a standstill. At speeds
above 50-55 km/h (30-35 mph), the vehicle may act normally. For poor acceleration, you should first determine
that the exhaust system is not blocked, and the transmission is in First gear when starting out.
If the engine freely accelerates to high RPM in NEUTRAL, you can assume that the engine and the exhaust
system are normal. Check for poor performance in DRIVE and REVERSE to help determine if the stator is
freewheeling at all times.
POOR ACCELERATION AT HIGH SPEED
If the stator is locked up at all times, performance is normal when accelerating from a standstill. Engine RPM
and vehicle speed are limited or restricted at high speeds. Visual examination of the converter may reveal a blue
color from overheating.
If the converter has been removed, you can check the stator roller clutch by inserting a finger into the splined
inner race of the roller clutch and trying to turn the race in both directions. You should be able to freely turn the
inner race clockwise, but you should have difficulty in moving the inner race counterclockwise or you may be
unable to move the race at all.
NOISE
IMPORTANT: Do not confuse this noise with pump whine noise, which is usually noticeable
in PARK, NEUTRAL and all other gear ranges. Pump whine will vary with line
pressure.
You may notice a torque converter whine when the vehicle is stopped and the transmission is in DRIVE or
REVERSE. This noise will increase as you increase the engine RPM. The noise will stop when the vehicle is
moving or when you apply the torque converter clutch, because both halves of the converter are turning at the
same speed.
Perform a stall test to make sure the noise is actually coming from the converter:
1. Place your foot on the brake.

2. Put the gear selector in DRIVE.
NOTE: You may damage the transmission if you depress the accelerator for more
than 6 seconds.
3. Depress the accelerator to approximately 1,200 RPM for no more than six seconds.
A torque converter noise will increase under this load.
TORQUE CONVERTER CLUTCH SHUDDER
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The key to diagnosing torque converter clutch (TCC) shudder is to note when it happens and under what
conditions.
TCC shudder which is caused by the transmission should only occur during the apply or the release of the
converter clutch. Shudder should never occur after the TCC plate is fully applied.
IF SHUDDER OCCURS DURING TCC APPLY OR RELEASE
If the shudder occurs while the TCC is applying, the problem can be within the transmission or the torque
converter. Something is causing one of the following conditions to occur:
 Something is not allowing the clutch to become fully engaged.

 Something is not allowing the clutch to release.
 The clutch is releasing and applying at the same time.
One of the following conditions may be causing the problem to occur:
 Leaking turbine shaft seals

 A restricted release orifice
 A distorted clutch or housing surface due to long converter bolts
 Defective friction material on the TCC plate
IF SHUDDER OCCURS AFTER TCC HAS APPLIED
If shudder occurs after the TCC has applied, most of the time there is nothing wrong with the transmission.
The TCC is not likely to slip after the TCC has been applied. Engine problems may go unnoticed under light
throttle and load, but they become noticeable after the TCC apply when going up a hill or accelerating. This is
due to the mechanical coupling between the engine and the transmission.
Once TCC is applied, there is no torque converter (fluid coupling) assistance. Engine or driveline vibrations
could be unnoticeable before TCC engagement.
Inspect the following components in order to avoid misdiagnosis of TCC shudder. An inspection will also avoid
the unnecessary disassembly of a transmission or the unnecessary replacement of a torque converter.
 Spark plugs-Inspect for cracks, high resistance or a broken insulator.

 Plug wires-Look in each end. If there is red dust (ozone) or a black substance (carbon) present, then the
wires are bad. Also look for a white discoloration of the wire. This indicates arcing during hard
acceleration.
 Coil-Look for a black discoloration on the bottom of the coil. This indicates arcing while the engine is
misfiring.
 Fuel injector-The filter may be plugged.
 Vacuum leak-The engine will not get a correct amount of fuel. The mixture may run rich or lean
depending on where the leak occurs.
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 EGR valve-The valve may let in too much or too little unburnable exhaust gas and could cause the engine
to run rich or lean.
 MAP/MAF sensor-Like a vacuum leak, the engine will not get the correct amount of fuel for proper
engine operation.
 Carbon on the intake valves-Carbon restricts the proper flow of air/fuel mixture into the cylinders.
 Flat cam-Valves do not open enough to let the proper fuel/air mixture into the cylinders.
 Oxygen sensor-This sensor may command the engine too rich or too lean for too long.
 Fuel pressure-This may be too low.
 Engine mounts-Vibration of the mounts can be multiplied by TCC engagement.
 Axle joints-Check for vibration.
 TP Sensor-The TCC apply and release depends on the TP Sensor in many engines. If the TP Sensor is out
of specification, TCC may remain applied during initial engine loading.
 Cylinder balance-Bad piston rings or poorly sealing valves can cause low power in a cylinder.
 Fuel contamination-This causes poor engine performance.
Replace the torque converter if any of the following conditions exist:
 External leaks appear in the hub weld area.

 The converter hub is scored or damaged.
 The converter pilot is broken, damaged, or fits poorly into the crankshaft.
 You discover steel particles after flushing the cooler and the cooler lines.
 The pump is damaged, or you discover steel particles in the converter.
 The vehicle has TCC shudder and/or no TCC apply. Replace the torque converter only after all hydraulic
and electrical diagnoses have been made. The converter clutch material may be glazed.
 The converter has an imbalance which cannot be corrected. Refer to Flexplate/Torque Converter
Vibration Test.
 The converter is contaminated with engine coolant which contains antifreeze or water.
 An internal failure occurs in the stator roller clutch.
 You notice excessive end play.
 Overheating produces heavy debris in the clutch or converter ballooning.
 You discover steel particles or clutch lining material in the fluid filter or on the magnet, when no internal
parts in the unit are worn or damaged. This condition indicates that lining material came from the
converter.
Do not replace the torque converter if you discover any of the following symptoms:
 The oil has an odor or the oil is discolored, even though metal or clutch facing particles are not present.
 The threads in one or more of the converter bolt holds are damaged. Correct the condition with a new
thread inset.
 Transmission failure did not display evidence of damaged or worn internal parts, steel particles or clutch
plate lining material in the unit and inside the fluid filter.
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 The vehicle has been exposed to high mileage only. An exception may exist where the lining of the
torque converter clutch dampener plate has seen excess wear by vehicles operated in heavy and/or
constant traffic, such as taxi, delivery, or police use.
FLEXPLATE/TORQUE CONVERTER VIBRATION TEST

ISOLATING VIBRATION
NOTE: Some engine/transaxle combinations cannot be balanced in this manner due to

restricted access or limited clearances between the torque converter bolts and
the engine. Ensure that the bolts do not bottom out in the lug nuts or the torque
converter cover which could dent and cause internal damage.
To isolate and correct a flywheel or torque converter vibration, separate the torque converter from the flywheel
to determine if vibration is in the engine or transmission.
1. With the engine at idle speed and the transmission in PARK or NEUTRAL, observe the vibration.
3. Raise and suitably support the vehicle. Refer to Lifting and Jacking the Vehicle .
4. Remove the transmission converter cover bolts and the cover.
5. Mark the relationship of the converter to the flywheel.
6. Remove the bolts attaching the converter to the flywheel.
7. Slide the torque converter away from the flywheel.
8. Rotate the flywheel and torque converter to inspect for defects or missing balance weights.
9. Lower the vehicle.
10. With the engine at idle speed and the transmission in PARK or NEUTRAL, observe the vibration. Refer
to Diagnostic Starting Point - Vibration Diagnosis and Correction .
INDEXING TORQUE CONVERTER
To determine and correct a torque converter vibration, the following procedure may have to be performed
several times to achieve the best possible torque converter to flywheel balance.
1. Raise and suitably support the vehicle. Refer to Lifting and Jacking the Vehicle .
2. Rotate the torque converter one bolt position.
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Fig. 7: View Of Torque Converter Hub In Engine Crankshaft

3. Align the torque converter hub (2) in the engine crankshaft (3) and install the torque converter to flywheel
bolts.
4. Lower the vehicle.
5. With the engine at idle speed and the transmission in PARK or NEUTRAL, observe the vibration. Refer
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to Noise and Vibration Analysis .
Repeat this procedure until you obtain the best possible balance.
6. Install the transmission converter cover bolts and the cover.
VIBRATION
Vibration
Checks Causes
Lug bolts for the Torque Converter Inspect for loose torque converter (1) lug bolts.
(1)
Input Sun Gear Thrust Washer (55) Inspect for wear or damage.
Turbine Shaft Thrust Bearing
Inspect for wear or damage.
Assembly (57)
2-6 and 3-5-R Clutch Hub Thrust
Inspect the bearing for wear or damage.
Bearing Assembly (65)
 Inspect the carrier assembly for damaged pinion gears, thrush
washers, pins, and rollers.
 Inspect for a worn or damaged center support roller bearing
Output Carrier Assembly (68) assembly (485).
 Inspect for damaged thrust bearings (486, 488).
 Inspect the carrier assembly for damaged output carrier rear
sun gear thrust bearing (captured).
Output Carrier Thrust Bearing
Assembly (69)
Output Shaft Thrust Bearing
Assembly (71)
1-2-3-4 Clutch Hub Thrust Bearing
Assembly (63)
Assembly (57)
NOISE AND VIBRATION ANALYSIS

A noise or vibration that is noticeable when the vehicle is in motion MAY NOT be the result of the
transmission.
If noise or vibration is noticeable in PARK and NEUTRAL with the engine at idle, but is less noticeable as
RPM increases, the cause may be from poor engine performance.
 Vibration may also be caused by a small amount of water inside the converter.
 Inspect the tires for the following conditions:
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Uneven wear
 Imbalance
 Mixed sizes
 Mixed radial and bias ply
 Inspect the suspension components for the following conditions:

 Alignment wear or damage
 Loose fasteners
 Driveline damage or wear
 Inspect the engine and transmission mounts for damage and loose bolts.
 Inspect the transmission case mounting holes for the following conditions:
 Missing bolts, nuts, and studs
 Stripped threads
 Cracks
 Inspect the flywheel for the following conditions:

 Missing or loose bolts
 Cracks
 Imbalance
 Inspect the torque converter for the following conditions:

 Missing or loose bolts or lugs
 Missing or loose balance weights
 Imbalance caused by heat distortion or fluid contamination
WHINE/GROWL NOISE THAT CHANGES WITH VEHICLE SPEED

Whine/Growl Noise That Changes with Vehicle Speed
Checks Causes
Output Carrier Assembly (68)  Inspect the carrier assembly for damaged pinion gears, thrust
 Inspect for a damaged center support roller bearing assembly
(485).
 Inspect for damaged thrust bearings (486, 488).
 Inspect for damaged sun gears (487, 489).

 Inspect for damaged or stripped splines on the output carrier
assembly.
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Assembly (69) Inspect the bearing for wear or damage.

 Inspect for damaged internal gears (495, 497).
Output Shaft Assembly (70)
 Inspect the output carrier bushing (498) for damage or wear.
Output Shaft Thrust Bearing
Assembly (71)
Input Sun Gear Thrust Washer (55) Inspect the washer for wear or damage.
Input Sun Gear Thrust Bearing (54) Inspect the bearing for wear or damage.
Input Sun Gear (53) Inspect for spline wear or damage.
Inspect the carrier assembly for damaged pinion gears, thrust
Input Carrier Assembly (52)
1-2-3-4 Clutch Hub Thrust Bearing
Assembly (63)
2-6 and 3-5-R Clutch (with Output
Inspect the output carrier inner sun gear shaft bushings (60 and 62)
Carrier Outer Sun Gear Shaft) Hub
for damage or wear.
Assembly (64)
Assembly (57)
 Inspect for damaged or restricted fluid filter assembly (26)
Fluid Filter Assembly (26)  Inspect for damaged fluid filter seal assembly (25) or
improper sealing interface (leaks, fluid aeration).
Automatic Transmission Fluid Pump
Inspect for worn or damaged seal.
Seal (5)
NOISE IN FIRST OR REVERSE GEAR

Noise in First or Reverse Gear
Checks Causes
Center Support with 2-6 Low and  Inspect for damaged or worn low and reverse clutch plates
Reverse Clutch Assembly (67) (463-465).
 Inspect for damaged low and reverse clutch backing plate
(462). Inspect for worn splines on backing plate.
retaining ring (461).
 Inspect for damaged low and reverse clutch piston assembly
(470), spring (469), spring retaining ring (466), and center
support assembly (459).
 Inspect for damaged low clutch sprag assembly (467).
Holding the sprag assembly with the retaining ring facing up,
and the inner race of the sprag assembly fixed, the outer race
should freewheel counterclockwise.
 Inspect for cut, worn, or damaged low clutch sprag seal (468).
Inspect for damaged or stripped splines on the output carrier

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Output Carrier Assembly (68) assembly.
NOISE IN FIRST, SECOND, THIRD, FOURTH, FIFTH, OR REVERSE GEAR

Noise in First, Second, Third, Fourth, Fifth, or Reverse Gear
Checks Causes
Input Carrier Assembly (52) Inspect thrust washers, pinion gears, and pins for wear or damage.
Input Sun Gear (53) Inspect for damaged sun gear.
1-2-3-4 and 3-5-R Clutch Assembly
Inspect for worn or damaged clutch bearing (428).
(51)
NOISE IN FIRST, SECOND, SIXTH, OR REVERSE GEAR

Noise in First, Second, Sixth, or Reverse Gear
Checks Causes
Center Support with 2-6 Low and Inspect for worn or damaged output carrier outer sun gear shaft
Reverse Clutch Assembly (67) front and rear bushings (458 and 460).
Inspect for a worn or damaged center support roller bearing
Output Carrier Assembly (68)
assembly (485).
NOISE IN SECOND OR SIXTH GEAR

Noise in Second or Sixth Gear
Checks Causes
Center Support with 2-6 Low and  Inspect for damaged or worn output carrier outer sun gear
Reverse Clutch Assembly (67) shaft front bushing (458).
 Inspect for damaged or worn output carrier outer sun gear
shaft rear bushing (460).
 Inspect for damaged 2-6 clutch backing plate (451). Inspect
for worn splines on backing plate.
 Inspect for damaged 2-6 clutch backing plate retaining ring
(450).
 Inspect for damaged 2-6 clutch piston assembly (457), spring
(456), retaining ring (455), and center support assembly
(459).
NOISE DURING 3-4 OR 4-3 SHIFTS

Noise During 3-4 or 4-3 Shifts
Checks Causes
4-5-6 Clutch (with Output Carrier  Inspect hub assembly (475), dampener (476), and apply plate
Shaft and Dampener) Hub Assembly (477) for wear or damage.
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(58)  Inspect for damaged or worn 4-5-6 clutch backing plate

(432).
NOISE IN FOURTH, FIFTH, OR SIXTH GEAR

Noise in Fourth, Fifth, or Sixth Gear
Checks Causes
Input Sun Gear Thrust Washer (55) Inspect for wear or damage.
Inspect for wear or damage.
Assembly (57)
 Inspect for damaged or worn 4-5-6 clutch backing plate
4-5-6 Clutch (with Output Carrier
(432).
Shaft and Dampener) Hub Assembly
(58)  Inspect for improper selective 4-5-6 clutch backing plate
CLUTCH PLATE DIAGNOSIS

COMPOSITION PLATES
Dry the plates and inspect the plates for the following conditions:
 Pitting
 Flaking
 Delamination-splitting or separation of bonded clutch material
 Wear
 Glazing
 Cracking
 Charring
 Chips or metal particles embedded in the lining
Replace a composition plate which shows any of these conditions.
STEEL PLATES
Wipe the plates dry and check the plates for heat discoloration. If the surfaces are smooth, even if color smear is
indicated, you can reuse the plate. If the plate is discolored with heat spots or if the surface is scuffed, replace
the plate.
CAUSES OF BURNED CLUTCH PLATES
The following conditions can result in a burned clutch plate:
 Incorrect usage of clutch or apply plates

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 Engine coolant or water in the transmission fluid

 A cracked clutch piston
 Damaged or missing seals
 Low line pressure
 Valve body conditions
 The valve body face is not flat.
 Porosity is between channels.
 The valve bushing clips are improperly installed.
 The checkballs are misplaced.
 The Teflon® seal rings are worn or damaged.
ENGINE COOLANT/WATER IN TRANSMISSION
NOTE: The antifreeze or water will deteriorate the seals, gaskets and the glue that
bonds the clutch material to the pressure plate. Both conditions may cause
damage to the transmission.
If antifreeze or water has entered the transmission, perform the following:
1. Disassemble the transmission.

2. Replace all of the rubber type seals. The coolant will attack the seal material which will cause leakage.
3. Replace the composition-faced clutch plate assemblies. The facing material may separate from the steel
center portion.
4. Replace all of the nylon parts - washers.
5. Replace the torque converter.
6. Thoroughly clean and rebuild the transmission, using new gaskets and oil filter.
7. Flush the cooler lines after the transmission cooler has been properly repaired or replaced.
FLUID LEAK DIAGNOSIS

GENERAL METHOD
1. Verify that the leak is transmission fluid.

2. Thoroughly clean the suspected leak area.
3. Operate the vehicle for 24 km (15 mi), or until normal operating temperatures are reached.
4. Park the vehicle over clean paper or cardboard.
5. Shut OFF the engine.
6. Look for fluid spots on the paper.
7. Make the necessary repairs.
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POWDER METHOD
1. Thoroughly clean the suspected leak area with solvent.

2. Apply an aerosol type powder, such as foot powder, to the suspected leak area.
3. Operate the vehicle for 24 km (15 mi), or until normal operating temperatures are reached.
4. Shut OFF the engine.
5. Inspect the suspected leak area.
6. Trace the leak path through the powder in order to find the source of the leak.
DYE AND BLACK LIGHT METHOD
A fluid dye and black light kit is available from various tool manufacturers.
1. Follow the manufacturer's instructions in order to determine the amount of dye to use.
2. Detect the leak with the black light.
FIND THE CAUSE OF THE LEAK
Pinpoint the leak and trace the leak back to the source. You must determine the cause of the leak in order to
repair the leak properly. For example, if you replace a gasket, but the sealing flange is bent, the new gasket will
not repair the leak. You must also repair the bent flange. Before you attempt to repair a leak, check for the
following conditions, and make repairs as necessary:
Gaskets
 Fluid level/pressure is too high

 Plugged vent or drain-back holes
 Improperly tightened fasteners
 Dirty or damaged threads
 Warped flanges or sealing surface
 Scratches, burrs, or other damage to the sealing surface
 Damaged or worn gasket
 Cracking or porosity of the component
 Improper sealant used, where applicable
 Incorrect gasket
Seals
 Fluid level/pressure is too high

 Plugged vent or drain-back holes
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 Damaged seal bore

 Damaged or worn seal
 Improper installation
 Cracks in component
 Manual or output shaft surface is scratched, nicked, or damaged
 Loose or worn bearing causing excess seal wear
POSSIBLE POINTS OF FLUID LEAKS
Transmission Oil Pan
 Incorrectly tightened oil pan bolts

 Improperly installed or damaged oil pan gasket
 Damaged oil pan or mounting face
 Incorrect oil pan gasket
Case Leak
 Damaged vehicle speed sensor seal

 Damaged manual shaft seal
 Loose or damaged oil cooler connector fittings
 Worn or damaged propeller shaft oil seal
 Loose line pressure pipe plug
 Porous casting warped torque converter housing
Leak at the Torque Converter End
 Converter leak in the weld area

 Converter seal lip cut. Check the converter hub for damage
 Converter seal bushing moved forward and damaged
 Converter seal garter spring missing from the seal
 Porous casting of the transmission case or the oil pump
Leak at the Vent Pipe
 Overfilled system
 Water or coolant in the fluid; The fluid will appear milky
 Transmission case porous
 Incorrect fluid level indicator
 Plugged vent
 Drain-back holes plugged
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 Mispositioned oil pump to case gasket, if equipped
Fig. 8: Leak Inspection Points

Callouts For Fig. 8

Callout Component Name
1 Automatic Transmission Electrical Connector Passage Sleeve
2 Line Pressure Test Hole Plug
3 Converter Housing to Case Joint
4 Trans Fluid Cooler Pipe Fitting Seals
5 Manual Shift Shaft Seal
6 Automatic Transmission Vent Pipe
7 Transmission Case Assembly
8 A/Trans Case Extension Seal - 2WD Models
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9 Prop Shaft Front Slip Yoke Oil Seal - 2WD Models

10 A/Trans Fluid Pan Gasket
11 Torque Converter Fluid Seal Assembly
12 Torque Converter Assembly
13 Case Extension to Case Joint
14 Output Shaft Seal Assembly - 4WD Models
CASE POROSITY REPAIR

Some external leaks are caused by case porosity in non-pressurized areas. You can usually repair these leaks
with the transmission in the vehicle.
1. Thoroughly clean the area to be repaired with a cleaning solvent. Air dry the area.
CAUTION: Epoxy adhesive may cause skin irritations and eye damage. Read
and follow all information on the container label as provided by the
manufacturer.
2. Using instructions from the manufacturer, mix a sufficient amount of an epoxy to make the repair.
3. While the transmission case is still hot, apply the epoxy. You can use a clean, dry soldering acid brush to
clean the area and also to apply the epoxy cement. Make certain that the area to be repaired is fully
covered.
4. Allow the epoxy cement to cure for three hours before starting the engine.
5. Repeat the fluid leak diagnosis procedures.
AUTOMATIC TRANSMISSION OIL COOLER FLUSHING AND FLOW TEST (J

45096)
GM studies indicate that plugged or restricted transmission oil coolers and pipes cause insufficient transmission
lubrication and elevated operating temperatures which can lead to premature transmission failure. Many repeat
repair cases could have been prevented by following published procedures for transmission oil cooler flushing
and flow checking. This procedure includes flow checking and flushing the auxiliary transmission oil cooler, if
equipped.
IMPORTANT: Use the J 45096 or equivalent to flush and flow test the transmission oil cooler
and the oil cooler pipes after the transaxle is removed for repairs.
Only GM Goodwrench DEXRON®VI automatic transmission fluid should be used when doing a repair on a
GM transmission.
Time allowance for performing the cooler flow checking and flushing procedure has been included in the
appropriate labor time guide operations since the 1987 model year. The service procedure steps for oil cooler
flushing and flow testing are as follows:
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COOLER FLOW CHECK AND FLUSHING STEPS
1. Machine Set-up
2. Determine Minimum Flow Rate
3. Back Flush
4. Forward Flush
5. Flow Test
6. Code Recording Procedure
7. Clean-up
Tools Required
 J 45096 Transmission Oil Cooling System Flush and Flow Test Tool
 J 45096-30 Transmission Cooler Flush Adapter. See Special Tools .
 Shop air supply with water/oil filters, regulator and pressure gage - minimum 90 psi
 Eye protection
 Rubber gloves
MACHINE SET-UP
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Fig. 9: View Of Main Power Switch & Main Function Switch

1. Verify that the main power switch (1) is in the OFF position.
2. Place the main function switch (2) in the IDLE position.
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Fig. 10: Connecting To 12V DC Power Source

3. Connect J 45096 to the vehicle 12V DC power source by connecting the red battery clip to the positive,
+, battery post on the vehicle and connect the negative lead to a known good chassis ground.
4. Turn the main power switch to the ON position.
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Fig. 11: Filling Supply Tank With Transmission Fluid

NOTE: Do not overfill the supply vessel. Damage to the unit may result. To verify
the fluid level, view the LCD screen display while filling the unit, to ensure
the fluid level does not exceed 30 L (32 qt).
5. Fill the supply tank with Dexron®VI through the fill port.
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6. Reinstall and tighten the fill cap.
Fig. 12: Applying Shop Air Supply Hose To Quick-Disconnect

7. Connect a shop air supply hose to the quick-disconnect on the rear panel marked SUPPLY AIR.
DETERMINE MINIMUM FLOW RATE
Microsoft
Fig. 13: Identifying Machine Display Of Automatic Transmission Fluid Temperature

1. From the machine display, identify the temperature of the automatic transmission fluid that is stored in
the supply vessel of J 45096 .
Microsoft
Fig. 14: Identifying Transmission Oil Cooler Metal Composition

2. Determine whether the transmission oil cooler is steel or aluminum by using a magnet (1) at the cooler
flange (2) at the radiator.
3. Refer to the table below. Using the temperature from step 1, locate on either the Steel MINIMUM Flow
Rate table or the Aluminum MINIMUM Flow Rate table the minimum flow rate in gallons per minutes
(GPM). Record the minimum flow rate in GPMs and the supply fluid temperature for further reference.
Example:
 Fluid temperature: 75°F
 Cooler type: Steel
The MINIMUM flow rate for this example would be 0.8 GPM.
Microsoft
4. Inspect transmission oil cooler lines for damage or kinks that could cause restricted oil flow. Repair as
needed and refer to the appropriate GM service manual procedures.
Minimum Flow Rate in Gallons Per Minute (gpm)

Temperature Range Steel Aluminum
65 - 66°F 0.6 gpm 0.5 gpm
67 - 70°F 0.7 gpm 0.6 gpm
71 - 75°F 0.8 gpm 0.7 gpm
76 - 80°F 0.9 gpm 0.8 gpm
81 - 84°F 1.0 gpm 0.9 gpm
85 - 89°F 1.1 gpm 1.0 gpm
90 - 94°F 1.2 gpm 1.1 gpm
95 - 98°F 1.3 gpm 1.2 gpm
99 - 103°F 1.4 gpm 1.3 gpm
104 - 108°F 1.5 gpm 1.4 gpm
109 - 112°F 1.6 gpm 1.5 gpm
113 - 117°F 1.7 gpm 1.6 gpm
118 - 120°F 1.8 gpm 1.7 gpm
BACK FLUSH PROCEDURE
Microsoft
Fig. 15: Identifying Transmission Oil Cooler Supply & Return Lines
1. Connect the J 45096-30 (1) to the vehicle transmission oil cooler supply and return lines at the
transmission. See Special Tools .
Microsoft
Fig. 16: Identifying Black Supply Hose & Clear Waste Hose
2. Connect the black supply hose (1) to the return line, top connector of the transmission, and the clear waste
hose (2) to the feed line, bottom connector of the transmission, to the vehicle cooler lines. This is the
reverse flow - backflush direction.
Microsoft
Fig. 17: Setting Main Function Switch To FLUSH Position

3. Turn the main function switch to the FLUSH position. Allow the machine to operate for 30 seconds.
Microsoft
Fig. 18: Setting Main Function Switch To IDLE Position

4. Turn the main function switch to the IDLE position and allow the supply vessel pressure to dissipate.
FORWARD FLUSH
Microsoft
Fig. 19: Identifying Black Supply Hose & Clear Waste Hose
1. Disconnect the supply and waste hoses from the vehicle cooler lines. Reverse the supply and waste hoses
to provide a normal flow direction.
Microsoft
Fig. 20: Setting Main Function Switch To FLUSH Position

2. Turn the main function switch to the FLUSH position and allow machine to operate for 30 seconds.
FLOW TEST
Microsoft
Fig. 21: Setting Main Function Switch To FLOW Position

IMPORTANT: If the flow rate is less than 0.5 gpm, the LCD displays an error message.
Refer to the Troubleshooting section of the operation manual.
1. Turn the main function switch to the FLOW position and allow the oil to flow for 15 seconds. Observe
and note the flow rate; this is the TESTED flow rate.
2. Compare the TESTED flow rate to the MINIMUM flow rate information previously recorded.
 If the TESTED flow rate is equal to or greater than the MINIMUM flow rate recorded, the oil
cooling system is functioning properly. Perform Code Recording Procedure.
 If the TESTED flow rate is less than the MINIMUM flow rate previously recorded, repeat the back
flush and forward flush procedures.
3. If the TESTED flow rate is less than the MINIMUM flow rate after the second test, perform Code
Recording Procedure.
Microsoft
1. Replace the transmission oil cooler.

2. Reconnect supply and waste hoses to the cooler lines in the normal flow direction. Perform Flow
Test.
3. Perform Code Recording Procedure.
CODE RECORDING PROCEDURE
Fig. 22: Setting Main Function Switch To CODE Position

1. Turn the main function switch to the CODE position.
IMPORTANT:  If power is interrupted prior to the recording of the seven-character

code, the code will be lost and the flow rate test will need to be
repeated.
 The flow test must run for a minimum of 8-10 seconds and be above
0.5 GPM for a code to be generated.
Microsoft
2. Record TESTED flow rate, temperature, cycle and seven-character flow code information on repair order.
CLEAN-UP
Fig. 23: View Of Main Power Switch & Main Function Switch
1. Turn the main function switch (2) to the IDLE position and allow the supply vessel pressure to dissipate.
2. Turn the main power switch (1) to the OFF position.
Microsoft
IMPORTANT: A small amount of water may drain from the bottom of the unit when the
air supply is disconnected. This is a normal operation of the built-in water
separator.
3. Disconnect the supply and waste hoses and the 12-volt power source from the vehicle.
Fig. 24: Applying Shop Air Supply Hose To Quick-Disconnect

4. Disconnect the air supply hose from J 45096 .

5. Dispose of the waste ATF in accordance with all applicable federal, state, and local requirements.
AUTOMATIC TRANSMISSION FLUID LEAKS

Automatic Transmission Fluid Leaks
Checks Causes
Torque Converter (1) Inspect for damage.
Microsoft
Torque Converter Housing (203) Inspect for porosity or damage.

Inspect for cut, wear, or damage.
Seal (5)
NO PARK OR DRIVE
No Park or Drive
Checks Causes
Inspect for a broken or damaged output shaft. Inspect for worn
Output Shaft Assembly (70)
splines.
HARSH GARAGE SHIFT

Harsh Garage Shift
Checks Causes
1-2-3-4 and 3-5-R Clutch Assembly Inspect for damaged or worn 1-2-3-4 clutch plates (408-410).
(51)
NO DRIVE IN ALL RANGES

No Drive in All Ranges
Checks Causes
4-5-6 (with Turbine Shaft) Clutch  Inspect for damaged or worn 4-5-6 clutch backing plate
Assembly (56) (432).
 Inspect for damaged 4-5-6 clutch (with turbine shaft) housing
assembly (441).
 Inspect the carrier assembly for damaged pinion gears, thrust
 Inspect for damaged thrust bearings (486 and 488).
 Inspect for damaged sun gears (487 and 489).
Assembly (69)
Output Shaft Assembly (70) Inspect for damaged internal gears (495 and 497).
Input Sun Gear Thrust Washer (55) Inspect the washer for wear or damage.
Input Sun Gear Thrust Bearing (54) Inspect the bearing for wear or damage.
Input Sun Gear (53) Inspect for spline wear or damage.
Inspect carrier assembly for damaged pinion gears, thrust washers,
Input Carrier Assembly (52)
pins, and rollers.
Assembly (57)
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 Inspect for damaged or restricted fluid filter assembly (26).

Fluid Filter Assembly (26)  Inspect for damaged fluid filter seal assembly (25) or
improper sealing interface, leaks, and fluid aeration.
Inspect for worn or damaged seal.
Seal (5)
NO DRIVE OR REVERSE GEAR

No Drive or Reverse Gear
Checks Causes
4-5-6 (with Turbine Shaft) Clutch  Inspect for damaged 4-5-6 clutch (with turbine shaft) housing
Assembly (56) assembly (441).
 Inspect for damaged or distorted turbine shaft.
1-2-3-4 Clutch (with Output Carrier
Inner Sun Gear Shaft) Hub Inspect for damaged or distorted shaft on hub assembly.
Assembly (61)
2-6 and 3-5-R Clutch (with Output  Inspect for damaged or distorted shaft on hub assembly.
Carrier Outer Sun Gear Shaft) Hub  Inspect the output carrier inner sun gear shaft bushings (60
Assembly (64) and 62) for damage or wear.
NO FIRST GEAR
No First Gear
Checks Causes
Center (with 2-6 Low and Reverse  Inspect for damaged low clutch sprag assembly (467).
Clutch) Support Assembly (67) Holding the sprag assembly with the retaining ring facing up,
NO FIRST AND REVERSE GEARS

No First and Reverse Gears
Checks Causes
Center (with 2-6 Low and Reverse  Inspect for damaged or worn low and reverse clutch plates
Clutch) Support Assembly (67) (463 and 465).
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Inspect for damaged or stripped splines on the output carrier

assembly.
HARSH, SOFT, DELAYED OR SLIPPING FIRST OR REVERSE GEAR

Harsh, Soft, Delayed or Slipping First or Reverse Gear
Checks Causes
STUCK IN FIRST OR REVERSE GEAR

Stuck in First or Reverse Gear
Checks Causes
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NO FIRST, SECOND, THIRD, AND FOURTH GEAR

No First, Second, Third, and Fourth Gear
Checks Causes
1-2-3-4 and 3-5-R Clutch Assembly  Inspect for damaged or worn 1-2-3-4 clutch plates (408-410).
(51)
 Inspect for damaged 1-2-3-4 clutch piston (414), piston
housing (417), spring (413), and dam assembly (412).
 Inspect for damaged 1-2-3-4 clutch piston dam retaining ring
(411).
 Inspect for cut, worn, or damaged 1-2-3-4 clutch piston seal
(416), inner seal (423), and housing seals (424 and 425).
 Inspect for improper selective 1-2-3-4 clutch backing plate
 Inspect for damaged 1-2-3-4 clutch backing plate (407).
Inspect for worn splines on the backing plate.
1-2-3-4 Clutch (with Output Carrier
Inner Sun Gear Shaft) Hub Inspect for damaged splines on the hub assembly.
Assembly (61)
HARSH, SOFT, DELAYED OR SLIPPING 1-2-3-4 SHIFT

Harsh, Soft, Delayed or Slipping 1-2-3-4 Shift
Checks Causes
1-2-3-4 and 3-5-R Clutch Assembly  Inspect for damaged or worn 1-2-3-4 clutch plates (408-410).
(51)
 Inspect for damaged 1-2-3-4 clutch piston (414), piston
housing (417), spring (413), and dam assembly (412).
 Inspect for damaged 1-2-3-4 clutch piston dam retaining ring
(411).
 Inspect for cut, worn, or damaged 1-2-3-4 clutch piston seal
(416), inner seal (423), and housing seals (424 and 425).
 Inspect for damaged 1-2-3-4 clutch backing plate (407).
Microsoft
NO FIRST, SECOND, THIRD, FOURTH, FIFTH, OR REVERSE GEAR

No First, Second, Third, Fourth, Fifth, or Reverse Gear
Checks Causes
1-2-3-4 and 3-5-R Clutch Assembly  Inspect for improper selective 3-5-R clutch backing plate
(51) retaining ring (400).
 Inspect for worn or damaged clutch bearing (428).
NO FIRST, SECOND, SIXTH, OR REVERSE GEAR

No First, Second, Sixth, or Reverse Gear
Checks Causes
Center (with 2-6 Low and Reverse  Inspect for a damaged center support assembly (459).
Clutch) Support Assembly (67)
 Inspect for worn or damaged output carrier outer sun gear
shaft front and rear bushing (458 and 460).
Center Support Retaining Ring (66) Inspect for damage.
Inspect for a worn or damaged center support roller bearing
assembly (485).
NO SECOND AND SIXTH GEAR

No Second and Sixth Gear
Checks Causes
Center (with 2-6 Low and Reverse  Inspect for damaged or worn 2-6 clutch plates (452 and 454).
(450).
(459).
HARSH, SOFT, DELAYED OR SLIPPING SECOND OR SIXTH GEAR

Harsh, Soft, Delayed or Slipping Second or Sixth Gear
Checks Causes
Microsoft
Clutch) Support Assembly (67)  Inspect for damaged 2-6 clutch backing plate (451). Inspect
(450).
(459).
STUCK IN SECOND OR SIXTH GEAR

Stuck in Second or Sixth Gear
Checks Causes
(450).
(459).
VIBRATION IN SECOND, THIRD, FOURTH, FIFTH OR SIXTH GEAR

Vibration in Second, Third, Fourth, Fifth or Sixth Gear
Checks Causes
4-5-6 Clutch (with Output Carrier Inspect hub assembly (475), dampener (476), and apply plate (477)
Shaft and Dampener) Hub Assembly for wear or damage.
(58)
NO THIRD, FIFTH, AND REVERSE GEAR

No Third, Fifth, and Reverse Gear
Checks Causes
1-2-3-4 and 3-5-R Clutch Assembly  Inspect for damaged or worn 3-5-R clutch plates (402-404).
(51)
 Inspect for damaged 3-5-R clutch piston (421), apply ring
(405), and spring (420).
 Inspect for cut, worn, or damaged 3-5-R clutch piston dam O-
ring seal (418), inner seal (419), and outer seal (422).
 Inspect for improper selective 3-5-R clutch backing plate
 Inspect for damaged 3-5-R clutch backing plate (401).
Microsoft
HARSH, SOFT, DELAYED OR SLIPPING THIRD, FIFTH, OR REVERSE GEAR

Harsh, Soft, Delayed or Slipping Third, Fifth, or Reverse Gear
Checks Causes
1-2-3-4 and 3-5-R Clutch Assembly  Inspect for damaged or worn 3-5-R clutch plates (402-404).
(51)
 Inspect for damaged 3-5-R clutch piston (421), apply ring
(405), and spring (420).
 Inspect for cut, worn, or damaged 3-5-R clutch piston dam O-
ring seal (418), inner seal (419), and outer seal (422).
 Inspect for improper selective 3-5-R clutch backing plate
 Inspect for damaged 3-5-R clutch backing plate (401).
NO FOURTH, FIFTH, AND SIXTH GEAR

No Fourth, Fifth, and Sixth Gear
Checks Causes
4-5-6 (with Turbine Shaft) Clutch  Inspect for damaged or worn clutch plates (433-435).
Assembly (56)
 Inspect for damaged piston (439), piston dam (437), dam
retaining ring (436), and clutch spring (438).
 Inspect for improper selective 4-5-6 clutch backing plate
 Inspect for cut, worn, or damaged turbine shaft fluid seal
rings (442).
 Inspect for damaged or distorted turbine shaft.
Control Valve Upper Body Inspect the 1/Reverse band and 4-5-6 clutch regulator valve (327)
Assembly (304) and spring (326) for wear or damage.
4-5-6 Clutch (with Output Carrier Inspect the hub assembly (475), dampener (476), and apply plate
Shaft and Dampener) Hub Assembly (477) for wear or damage.
(58)
Output Carrier Assembly (68) Inspect for damaged or stripped internal splines on the output
carrier assembly.
HARSH, SOFT, DELAYED OR SLIPPING 4-5-6 SHIFT

Harsh, Soft, Delayed or Slipping 4-5-6 Shift
Checks Causes
4-5-6 (with Turbine Shaft) Clutch  Inspect for damaged or worn clutch plates (433-435).
Microsoft
Assembly (56)  Inspect for damaged piston (439), piston dam (437), dam
retaining ring (436), and clutch spring (438).
 Inspect for improper selective 4-5-6 clutch backing plate
 Inspect for cut, worn, or damaged turbine shaft fluid seal
rings (442).
NO TORQUE CONVERTER CLUTCH APPLY

No Torque Converter Clutch Apply
Checks Causes
Torque Converter Assembly (1) Diagnose torque converter for possible internal damage.
Fluid Pump Cover Assembly (219)  Inspect for worn, damaged, or sticking converter feed limit
valve (220) and spring (221).
 Inspect for worn, damaged, or sticking TCC control valve
(227) and spring (226).
 Inspect for damaged stator shaft.
Control Valve Lower Body Inspect for worn, damaged, or sticking torque converter clutch
Assembly (307) (TCC) regulator apply valve (355).
4-5-6 (with Turbine Shaft) Clutch  Inspect for damaged turbine shaft.
Assembly (56)
 Inspect for damaged turbine shaft O-ring seal.
NO TORQUE CONVERTER CLUTCH RELEASE

No Torque Converter Clutch Release
Checks Causes
Torque Converter Assembly (1) Diagnose torque converter for possible internal damage.
Fluid Pump Cover Assembly (219)  Inspect for worn, damaged, or sticking converter feed limit
valve (220) and spring (221).
 Inspect for worn, damaged, or sticking torque converter
clutch (TCC) control valve (227) and spring (226).
Control Valve Lower Body Inspect for worn, damaged, or sticking TCC regulator apply valve
Assembly (307) (355).
NO REVERSE GEAR
No Reverse Gear
Checks Causes
Control Valve Upper Body  Inspect for worn, damaged, or sticking 3-5 reverse regulator
Assembly (304) valve (336) and valve spring (326).
 Inspect for damaged or missing #5 checkball.
Microsoft
Control Valve Lower Body Inspect for worn, damaged, or sticking clutch select solenoid valve
Assembly (307) 3 (352) and valve spring (353).
FLUID PRESSURE HIGH OR LOW

Fluid Pressure High or Low
Checks Causes
Torque Converter Housing with  Inspect for worn, sticking, or damaged pressure regulator
Fluid Pump Assembly (2) valve (233).
 Inspect for worn, sticking, or damaged pressure regulator
valve outer spring (234).
 Inspect for worn, sticking, or damaged pressure regulator
valve inner spring (235).
 Inspect for worn, sticking, or damaged isolator valve (236)
and sleeve (237).
 Inspect for worn, sticking, or damaged pressure relief ball
valve (225).
 Inspect for worn, sticking, or damaged pressure relief ball
valve spring (224).
 Inspect for damaged or porous pump cover assembly (219).
Inspect for pump surfaces not flat.
 Inspect for excessive fluid pump rotor (217) clearance or
damage. Ensure proper selective rotor is being utilized.
 Inspect for damaged fluid pump slide (212). Ensure proper
selective slide is being utilized.
 Inspect for worn, sticking, or damaged fluid pump slide outer
spring (211).
 Inspect for worn or damaged fluid pump slide seal (213), seal
support (214), pivot pin (215), fluid seal ring (209), and O-
ring seal (210).
 Inspect for worn or damaged fluid pump vane rings (207) and
rotor guide (208).
 Inspect for worn, sticking, or damaged actuator feed limit
Control Valve Upper Body valve (325) and spring (324).
Assembly (321)  Inspect for worn, sticking, or damaged clutch boost valve
(329) and spring (330).
 Inspect for damaged or restricted fluid filter assembly (26).
Fluid Filter Assembly (26)
 Inspect for damaged fluid filter seal assembly (25).
Microsoft

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2007 Cadillac Escalade

Automatic Transmission - 6L50/6L80/6L90 - Avalanche, Escalade, Suburban, Tahoe & Yukon

SYMPTOMS - AUTOMATIC TRANSMISSION

 Refer to Diagnostic Starting Point - Vehicle .

 Fluid Pressure High or Low

 Automatic Transmission Fluid Leaks

 Fluid Leak Diagnosis

 Noise and Vibration Diagnosis

 Noise in First or Reverse Gear

 Noise in First, Second, Third, Fourth, Fifth, or Reverse Gear

 Noise in First, Second, Sixth, or Reverse Gear

 Noise in Second or Sixth Gear

 Noise During 3-4 or 4-3 Shifts

 Noise in Fourth, Fifth, or Sixth Gear

 Flexplate/Torque Converter Vibration Test

 Noise and Vibration Analysis

 Range Performance Diagnosis

 No Drive in All Ranges

 No Drive or Reverse Gear

 Shift Quality Feel Diagnosis

 Harsh, Soft, Delayed or Slipping First or Reverse Gear

 Harsh, Soft, Delayed or Slipping 1-2-3-4 Shift

 Harsh, Soft, Delayed or Slipping 4-5-6 Shift

 Harsh, Soft, Delayed or Slipping Third, Fifth, or Reverse Gear

 Harsh, Soft, Delayed or Slipping Second or Sixth Gear

 No First and Reverse Gears

 No First, Second, Third, and Fourth Gear

 No First, Second, Third, Fourth, Fifth, or Reverse Gear

 No Second and Sixth Gear

 No First, Second, Sixth, or Reverse Gear

 No Fourth, Fifth, and Sixth Gear

 No Third, Fifth, and Reverse Gear

 Stuck in Second or Sixth Gear

 Stuck in First or Reverse Gear

 Torque Converter Diagnosis

 No Torque Converter Clutch Apply

 No Torque Converter Clutch Release

 Symptom Not Found or No Symptom Detected

 Line Pressure Check

CONTROL SOLENOID VALVE AND TRANSMISSION CONTROL MODULE

 Broken retaining tab

CONTROL SOLENOID VALVE AND TRANSMISSION CONTROL MODULE

 J 35616 GM-Approved Terminal Test Kit

Fig. 2: Identifying J 35616 & J 38522

CONTROL SOLENOID VALVE AND TRANSMISSION CONTROL MODULE

CONTROL SOLENOID VALVE AND TRANSMISSION CONTROL MODULE

DT-47825 Control Solenoid Test Plate. See Special Tools .

recommended shop air pressure for this test is 90-100 psi.

Fig. 4: Identifying Solenoid Testing Procedure

PC Solenoid 1 G No PSI flow to gauge

SERVICE FAST LEARN ADAPTS

 Transmission internal service/overhaul

 Drive wheels are blocked

 Service brake is applied

1. PARK test setup

PARK TEST SETUP

 TFT is between 70-100°C (158-212°F).

TOW/HAUL SWITCH/INDICATOR ALWAYS ON OR INOPERATIVE

Fig. 5: View Of Tow/Haul Switch/Indicator

Automatic Transmission Controls Schematics

Connector End View Reference

 Automatic Transmission Inline 16-Way Connector End View

Scan Tool Reference