"2008" Seminar Information: Index

"2008” SEMINAR INFORMATION
INDEX
GM
General Motors (Video)
5L40-E Various Shift Complaints........................................................................................... 5
GM Tow/Haul......................................................................................................................... 22
General Motors (Slides)

5L40-E................................................................................................................................... 25
4L80-E ................................................................................................................................... 30
AF33-5 Saturn (55-50SN)..................................................................................................... 34
6T70/6T75............................................................................................................................. 42
Medium Duty Trucks

NV242HD Transfer Case........................................................................................................ 75
MT545 ................................................................................................................................... 79
Allison 1000/2000.................................................................................................................. 86
ADVERTISERS
Many thanks for the following advertisers for subsidizing seminar costs making your fees to attend affordable.
Raybestos....................................................... IFC Wesco Puerto Rico.......................................... 74
Lubegard........................................................ 2 Rockland Standard Gear.................................. 76
ALTO............................................................. 4 Transgo............................................................ 81
Sonnax........................................................... 17 Transmission Digest........................................ 82
Superflow....................................................... 18 AVI.................................................................. 98
Whatever It Takes WIT................................... 20 Valve Body Express VBX................................ 99
Hard Parts for Transmissions HFT................. 49 Techpac/Fitzall................................................ 100
Superior.......................................................... 50 TransTec.......................................................... IBC
ATSG............................................................. 51 Life Automotive.............................................. BC

.
53
AUTOMATIC TRANSMISSION SERVICE GROUP

18635 SW 107th AVENUE
Miami, Florida 33157
WWW.ATSG.BIZ (305) 670-4161 WWW.ATSG.COM
"Shiftin’ Great in 2008”
Seminar Information
ATSG Seminars
Welcome to the ATSG “Shiftin’ Great in 2008” Technical Training Seminar.
ATSG has prepared another year of technical information designed to help you be the best in the
business. Some shops say they cannot afford to come to these seminars. But as the years roll by
we are seeing these shops falling by the wayside and struggling while some have already gone
out of business. You cannot afford to not come to these seminars and those that come understand
the value these seminars have. Sometimes the value of these seminars is hard to gauge in that
you learn the solution to a difficult problem before it occurs in your shop. The days of
unnecessary work saved and money not wasted becomes an intangible saving. You fix the
problem immediately and make money and then move on to the next new money making job and
this is just one example. The day is filled with a variety of these time saving tips and technical
information with transmission coverage for General Motors, Ford, Chrysler and Import
vehicles. All of which is designed to help you make money and to be a success in your field. So
have a great day!
No part of any ATSG publication may be reproduced, stored in any retrieval system or transmitted in any form or
by any means, including but not limited to electronic, mechanical, photocopying, recording or otherwise,
without written permission of Automatic Transmission Service Group. This includes all text illustrations,
tables and charts.
The information and part numbers contained in this booklet have

been carefully compiled from industry sources known for their
reliability, but ATSG does not guarantee its accuracy.
Copyright © ATSG 2008
PETER LUBAN WAYNE COLONNA DALE ENGLAND

TECHNICAL CONSULTANT TECHNICAL CONSULTANT TECHNICAL CONSULTANT
GERALD CAMPBELL JIM DIAL
TECHNICAL CONSULTANT TECHNICAL CONSULTANT
MIKE SOUZA ED KRUSE

ROLAND ALVAREZ GREGORY LIPNICK
JON GLATSTEIN DAVID CHALKER
RICHARD GRAHAM JERRY GOTT
AUTOMATIC TRANSMISSION SERVICE GROUP

18635 SW 107th AVENUE
MIAMI, FLORIDA 33157
(305) 670-4161
2
Lubegard
4
ALTO
“2008” SEMINAR INFORMATION 5
VIDEO
5L40E
PREMATURE FAILURE OF THE REVERSE,
DIRECT AND OR COAST CLUTCH
COMPLAINT: Before and after a rebuild, the transmission may exhibit premature failure of the reverse,
direct or coast clutch.
CAUSE: Inside the pump cover there are air bleed ball capsules for each of these three clutches that
may not be seating properly. If the unit originally came in with bad pump rings or converter
clutch failure, debris may be lodged in the capsule preventing the air bleed ball from seating
causing a leak in the circuit (See Figure 1).
CORRECTION: The air bleed capsule can be flushed out with air and mineral spirits. When done, place
drums on to an assembled pump and air check to ensure that the balls seat with pressure.
PUMP COVER OIL PASSAGES

CASE SIDE
16. REVERSE CLUTCH
32. COAST CLUTCH
37. DIRECT CLUTCH
48
(203) AIR BLEED BALL
9
GM
24
37
16 32
37 52
12 (203)
(203) 2 32
52 21
32
16 (203)
(203)
Copyright © 2008 ATSG
Figure 1
Automatic Transmission Service Group

VIDEO
5L40E
DELAYED OR BIND UP IN REVERSE
FLARE OR BIND UP INTO 4th
COMPLAINT: The vehicle owner may complain of a delayed reverse and/or a flare 3-4 shift. In some cases a
bind up in reverse or on the 3- 4 shift may be noticed. The unit may failsafe with an incorrect
4th gear ratio code.
CAUSE: Pump rings used to seal reverse clutch and direct clutch oil pressure are known to
develop excessive wear causing their respective clutch to slip or to allow fluid pressure to
cross leak into the incorrect passage (Figure 2). The middle ring seems to be most prone
to wear. This problem is usually attributed to pump misalignment. Pump alignment is
critical. The pump is not a full circle which can allow misalignment if care is not taken.
CORRECTION: Replace seal rings and parts as necessary and align the pump. Inspect for high line
pressure problems and correct. Inspect for direct clutch drum bushing wear and excessive
end play which can accelerate ring wear and repair or adjust as necessary. In some cases
the edges of the ring grooves in the aluminum drum support of the cover are rough and
cut into the ring. Carefully dress the sharp edges of the ring groove with a fine file.
Reverse Clutch Direct Clutch

Feed Passage Feed Passage
1/8
6 6
nat
6
22
2.1
832 022
FRANCE 96
HYDRAMATIC
STRASBURG
*0139781RVO*
GM
Figure 2

VIDEO
5L40E
DELAYED OR BIND UP IN REVERSE
FLARE OR BIND UP INTO 4th
OIL PUMP COVER ASSEMBLY EXPLODED VIEW

199
233
200 Wear also occurs in the
203 Pressure Regulator Valve bore
240 241
201
211 203
238
239 207 206 204
205
236 1/8
6 6
237
234 nat
204 210
6
22
2.1
209
208
234 213 211

212
235 202
233 214
215
232
199 PUMP COVER TO REVERSE DRUM THRUST WASHER (SELECTIVE) 213 OIL PUMP COVER SCREEN ASSEMBLY
200 REVERSE/DIRECT CLUTCH SCARF-CUT SEAL RINGS 214 BRASS ORIFICE CUP PLUG
201 CAGED NEEDLE BEARING (PUMP COVER TO INPUT SHAFT) 215 STATOR SHAFT TO INPUT SHAFT BUSHING
202 OIL PUMP COVER ASSEMBLY 232 ORIFICED SLEEVE ASSEMBLY
203 BALL CAPSULE ASSEMBLY (4) 233 ORIFICED CUP PLUG (2)
204 VALVE BUSHING RETAINER 234 TCC CONTROL/ENABLE VALVE SPRINGS (2 SAME)
205 LINE PRESSURE BOOST VALVE BUSHING "O" RING SEAL 235 TCC CONTROL VALVE
206 LINE PRESSURE BOOST VALVE BUSHING 236 TCC ENABLE VALVE RETAINING PIN
207 LINE PRESSURE BOOST VALVE 237 TCC ENABLE VALVE
208 LINE PRESSURE BOOST VALVE SPRING 238 LINE PRESSURE RELIEF BALL SPRING
209 PRESSURE REGULATOR VALVE SPRING 239 LINE PRESSURE RELIEF BALL
210 PRESSURE REGULATOR VALVE 240 OIL PUMP COVER RETAINING BOLT 6 X 1.25 X 40 (6)
211 OIL PUMP COVER RETAINING PIN 241 OIL PUMP COVER RETAINING BOLT 8 X 1.25 X 40 (5)
212 OIL PUMP COVER SCREEN ASSEMBLY "O" RING SEAL
Figure 3

VIDEO
5L40E
NO CONVERTER CLUTCH OPERATION
COMPLAINT: After a rebuild, the transmission may exhibit a no converter clutch apply problem possibly
producing code P0741 “converter clutch slippage detected.”
CAUSE: Some early pumps utilize a single TCC Valve that can be placed into the pump incorrectly.
The valve must go into the pump first followed by the spring and retainer. If the spring is
placed into the pump first followed by the valve and retainer, a no converter clutch apply
problem will occur.
CORRECTION: Install the TCC valve lineup correctly as shown in figure 4.
Incorrect
Correct
Figure 4

VIDEO
5L40E BMW(A5S 360R)
DELAYED PARK TO DRIVE ON COLD START
(BMW SI 24 07 03)
COMPLAINT: BMW vehicles may exhibit a 2 to 30 second delayed engagement from Park into Drive
during the first cold start in the morning.
Models affected:
325iA, 325xiA, 325xiTA, 330xiA, X5 3.0iA from 10/02 up to 12/03
325CiA, 325CicA, 330iA, 330CiA, 330CicA, 330i (HP), 325iTA from 03/03 up to 12/03
CAUSE: Insufficient pressure boost for the C1 forward clutch during the first Park to Drive shift after
extended (overnight) parking.
CORRECTION: Reprogram EGS control module using manual determination mode with DIS/GT1 CD 37
“SGC V2.1” online update (released 5/13/04), or higher.
Important: It is no longer necessary to repair or replace the automatic transmission

assembly for this type of complaint.
Many thanks to Luis Rodrigues from Mister Transmission in Erin Mills, Ontario, Canada.

VIDEO
GM 5L40E / BMW A5S 360/390R

5TH GEAR RATIO ERROR CODES
COMPLAINT: The MIL lamp is illuminated with code 55 or P0735 stored for a “Gear Ratio Error in 5th
Gear”. There may be no complaint of slipping or drive ability problems.
CAUSE: The Direct/Reverse clutch housing has cracked in the thrust washer area where it contacts
the oil pump cover. (Refer to Figure 5 Below)
CORRECTION: Change the housing. Also, pay close attention to the OD accumulator, the seal sleeve in the
case between the valve body and OD/INT clutch housing and the # 12 check ball as these
are other known causes.
INSPECT BALL CAPSULE CLUTCH HOUSING

DIRECT CLUTCH FOR PROPER OPERATION CRACKS IN THE THRUST
PISTON WASHER AREA
REVERSE CLUTCH
INSPECT BALL CAPSULE HOUSING
FOR PROPER OPERATION
DIRECT/REVERSE CLUTCH HOUSING
Figure 5

VIDEO
GM 5L40E / BMW A5S 360/390R
1-2 BIND UP
(SAFETY MODE VALVE STRATEGY)
COMPLAINT: Vehicles equipped with the 5L40E transmission may suddenly exhibit a bind up on the 1-2
shift.
CAUSE: One cause may be that the Safety Mode Valve in the valve body is stuck in an un-stroked
position. In first gear, this Safety Mode Valve is held closed by spring tension. This allows
line pressure to pass through the valve into the Line Safety Mode circuit which then strokes
the 4-5 Shift Valve. The 4-5 Shift Valve then directs 123 oil into the 123 Braking circuit
applying the L/R Clutch with regulated line pressure for engine breaking in first gear. (Figure
6)
When a 1-2 shift occurs, 1-2 signal oil which becomes memory pilot pressure is suppose to
stroke the Line Safety Mode Valve blocking the line pressure feed going to the 4-5 Shift
Valve. If the Safety Mode Valve can not stroke, the L/R Clutches remain on and a bind up on a
shift into second gear will occur. (Figure 7)
CORRECTION: Clean and free up the Safety Mode Valve. Determine what other problems may have
occurred to cause enough debris to stick the valve and repair as necessary.
SAFETY VALVE STRATEGY:
The Safety Mode Valve strategy is to allow for two failsafe gears, 4th and 5th. Should a fault
occur while the vehicle is driving, all solenoids will turn Off and the vehicle will failsafe to
5th gear. But with a fault immediately present after an ignition cycle, the vehicle will have
4th gear failsafe.
The Safety Mode Valve is stroked by 1-2 signal oil when a shift into second occurs. When
this happens, Actuator Feed Limit Pressure (Solenoid feed oil) is allowed to enter the
Memory Circuit which keeps the Safety Mode Valve in a stroked position. (See Figures 8 and
9) This also blocks line pressure from going to the 4-5 shift valve though the Line Safety
Mode Circuit.
Once the Safety Mode Valve is stroked it remains stroked throughout 2nd, 3rd, 4th and 5th
gear. (See Figures 10 and 11) When a shift into 5th occurs, the 4-5 solenoid turns off and 4-5
oil enters the Overdrive Clutch Feed 2 circuit applying the Overdrive Clutch. The Coast
Clutch is exhausted. (Figure 11) And this is exactly what takes place when the vehicle
failsafes to 5th while driving. (Figure 12)
But once the vehicle stops and the ignition is cycled, the Safety Mode Valve is forced closed
by spring pressure. Line pressure passes through the valve and into the Line Safety Mode
Circuit where it strokes the 4-5 Shift Control Valve. With all solenoids Off, this blocks 4-5 oil
from entering the Overdrive Clutch Feed 2 circuit placing the vehicle into a 4th gear failsafe.
(See Figure 13)
NOTE: This bulletin explains that if the Safety Mode Valve should stick in an un-stroked
position a bind up in 2nd will occur. But if this valve should get stuck in a stroked position, a
loss of engine breaking in first gear may be noticed. If the vehicle failsafes, it will have 5th
gear even after an ignition cycle.

VIDEO
Actuator Feed Limit (AFL)
Pressure (Solenoid feed oil)
Line Pressure
from Manual Valve
First Gear
SAFETY MODE VALVE
123 fluid from 3-4 shift valve

123 fluid from via # 4 Ball
Line Safety Mode Circuit
123 Braking Pressure

to 4-5 Shift Control Valve
4-5 SHIFT VALVE

4-5 SHIFT SOLENOID
CONTROL
In 1st gear, the Safety Mode Valve directs line pressure into the Line Safety Mode Circuit where it
strokes the 4-5 Shift Valve. The 4-5 Shift Valve then directs 123 Fluid into the 123 Braking Circuit where
it applies the L/R Clutches for engine breaking in 1st gear. Copyright © 2008 ATSG
Figure 6
1-2 Signal Oil Actuator Feed Limit (AFL)

(Memory Pilot) Pressure (Solenoid feed oil)
Line Pressure
Memory Circuit
from Manual Valve
SAFETY MODE VALVE
Second Gear

(Bind Up)
4-5 SHIFT VALVE

4-5 SHIFT SOLENOID
CONTROL
If the Safety Mode Valve cannot stroke on a 1-2 up shift, the L/R clutch stays applied causing the bind up
into 2nd. Copyright © 2008 ATSG
Figure 7
VIDEO
Pressure (Solenoid feed oil)
Line Pressure
from Manual Valve
First Gear
SAFETY MODE VALVE
Coast Clutch Feed from D432

4-5 from 3-4 Shift Valve

Overdrive Clutch feed 2

To Coast Clutch
4-5 SHIFT VALVE

4-5 SHIFT SOLENOID
CONTROL
The Safety Mode Valve allows for 5th gear failsafe and 4th gear failsafe. If a fault occurs during driving
conditions 5th gear failsafe will occur. After the ignition is cycled, 4th gear will be the failsafe gear.
Figure 8
Line Pressure
Memory Circuit
from Manual Valve
SAFETY MODE VALVE

Second &

Third Gear

To Coast Clutch
4-5 SHIFT VALVE

4-5 SHIFT SOLENOID
CONTROL
When a shift into second occurs, 1-2 signal oil (memory pilot) is sent to stroke the Safety Mode Valve.
When the valve is stroked, actuator feed limit fluid is used to hold the valve in a stroked position. Should
all the solenoids turn off due to a fault, this valve is held in a stroked position which will allow for 5th
gear failsafe. When the ignition is cycled, the valve will un-stroke making 4th gear the failsafe gear.
Figure 9
VIDEO
Memory Circuit Line Pressure

from Manual Valve
Fourth Gear
SAFETY MODE VALVE




To Coast Clutch
4-5 SHIFT VALVE

4-5 SHIFT SOLENOID
CONTROL
When a shift into 4th is made, the 1-2 Shift Solenoid turns Off causing the 1-2 signal oil to be exhausted
This causes the 3-4 shift valve to un-stroke simultaneously exhausting 123 fluid and supplying 4-5 oil
pressure at the 4-5 Shift Control Valve. The 4-5 Shift solenoid turns on stroking the 4-5 Shift Control
Valve blocking 4-5 oil from entering the Overdrive Clutch Feed 2 circuit. The Safety Mode Valve
remains stroked by AFL fluid called the Memory Circuit. Copyright © 2008 ATSG
Figure 10
Line Pressure
Memory Circuit
from Manual Valve
SAFETY MODE VALVE

Fifth Gear



To Coast Clutch
4-5 SHIFT VALVE

CONTROL 4-5 SHIFT SOLENOID
When a shift into 5th occurs, the 4-5 solenoid turns off and 4-5 oil enters the Overdrive Clutch Feed 2
circuit applying the Overdrive Clutch. The Coast Clutch is exhausted and the Safety Mode Valve
remains stroked. Copyright © 2008 ATSG
Figure 11
VIDEO
Line Pressure
Memory Circuit
from Manual Valve
SAFETY MODE VALVE

Fifth Gear

Failsafe



To Coast Clutch
4-5 SHIFT VALVE 4-5 SHIFT SOLENOID

CONTROL
When a fault is detected while the vehicle is being driven, all solenoids turn off and 5th gear is the
failsafe gear. Copyright © 2008 ATSG
Figure 12

Line Pressure
Memory Circuit
from Manual Valve
SAFETY MODE VALVE

Fourth Gear
Failsafe


To Coast Clutch
4-5 SHIFT VALVE

After an ignition cycle of a failsafed vehicle, the Safety Mode Valve un-strokes where the valve sends
line pressure to stroke the 4-5 Shift Control Valve. This blocks 4-5 oil from entering the Overdrive
Clutch Feed 2 circuit and now the vehicle will have a 4th gear failsafe.
Figure 13
VIDEO
GM 5L40E / BMW A5S 360/390R
FALLING OUT OF 5th OR NO 5th AT ALL
COMPLAINT: Before and/or after a rebuild, the transmission may exhibit a sudden falling out of 5th gear or
no 5th at all. This condition may be more evident when operating temperature increases and a
5th gear ratio error fault code may be stored.
CAUSE: The Actuator Feed Limit (AFL) valve has developed sufficient bore and valve wear that it
causes a pressure drop in the memory pilot circuit. This causes the Safety Mode valve to be
closed by spring tension. When the valve closes, line pressure passes through the valve and
into the 4-5 shift valve circuit forcing the valve into a 4th gear position. (See Figures 14 and
15) The AFL bore and valve can wear to a point where it prevents 5th gear completely.
CORRECTION: Repair the AFL valve/bore wear with a reamer and sleeve kit or replace the valve body.

17
Sonnax
18
Superflow
(Use 07 Ad)
VIDEO
GM 5L40E / BMW A5S 360/390R
To Shift Solenoids To Pressure Control Solenoid

1-2 Signal Oil Pressure (Solenoid feed oil)
(Memory Pilot)
Line Pressure
Line Pressure from Manual Valve
Memory Circuit
from Manual Valve
SAFETY MODE VALVE

Fifth Gear



To Coast Clutch
4-5 SHIFT VALVE

When a shift into 5th occurs, the 4-5 solenoid turns off and 4-5 oil enters the Overdrive Clutch Feed 2
circuit applying the Overdrive Clutch. The Coast Clutch is exhausted and the Safety Mode Valve
remains stroked.
Figure 14

20
WIT
VIDEO
GM 5L40E / BMW A5S 360/390R
To Shift Solenoids To Pressure Control Solenoid

1-2 Signal Oil Pressure (Solenoid feed oil)
(Memory Pilot)
Line Pressure
Bore Wear Leak
Memory Circuit
from Manual Valve
SAFETY MODE VALVE

Fifth Gear
Drop Out


To Coast Clutch
4-5 SHIFT VALVE

When the Actuator Feed Limit (AFL) Valve develops marginal bore wear, a pressure drop occurs in the
Memory Circuit causing the Safety Mode Valve to close by spring tension. This allows line pressure to
pass through the Safety Mode Valve to the 4-5 Shift Control Valve closing the valve and causing a “ 5th
gear fall out” complaint. The AFL valve/bore can develop enough wear to even prevent 5th from
occurring at all. Copyright © 2008 ATSG
Figure 15

VIDEO
GM TOW/HAUL MODE
TOW/HAUL SWITCH MALFUNCTION
COMPLAINT: Tow/Haul Mode inactive, light on dash will not illuminate when switch is activated on shifter
handle. This condition could cause code B2722 to set. In some diagnostic information, the
Tow/Haul Mode Switch is referred to as a “Preference Switch”.
CAUSE: A break or short in wiring in the area where the shifter arm pivots on steering column.
Possible Tow/Haul Mode switch failure.
CORRECTION: Repair the wiring or replace the switch. The switch and wiring are an integral part of the shift
lever, it comes as an entire assembly.
SERVICE INFORMATION:
When trying to find a wire schematic either in engine performance or transmissions there are
none to be found whether looking in a factory manual, Alldata or Mitchell On Demand. The
wire diagrams are located in the Body Control Module schematics only, (See Figure 1). To
test the Tow/Haul switch function on a 1999 Chevrolet Silverado 1500 at the Body Control
Module, check for voltage on the Light/Blue wire at pin B12 on the BCM. Do not confuse
this wire with the Light/Blue Park Brake Switch Signal wire located on pin B10. Use the
connector view in Figure 2 to identify the correct connector pin number. With the key on,
engine off, there should be 12 volts present at terminal B12. If there is no voltage present,
check for a short to ground in the area of the steering column where the shifter arm pivots. If
voltage is present, toggle the Tow/Haul switch to see if the voltage drops to zero and back to
12 volts, this will verify the integrity of the switch. If the voltage doesn't change then there is
either a break in the wiring to the switch or the switch itself may be bad. At this point the
Light Blue wire at pin B12 can be shorted to ground, to verify that the Tow/Haul light is
working correctly in the dash.
Check the Tow/Haul parameter on the scan tool for a state of change as the switch is cycled,
the scan tool parameter change of state should match the DVOM display.
Tow/Haul Switch & Shift Lever assembly (sold as one assembly) .........................26075107

VIDEO
GM TOW/HAUL MODE
Body Control Module Schematic
1999 Chevrolet Silverado 1500
Hot At Hot In Run
All Times And Start Hot In Run
TBC Ign Cruise
Fuse Fuse Fuse
10A 10A 10A
F10 C1 A4 F2 C1
)
SP203 PINK BRN
L
)
B BLK
)
D8 C1
)
G200 Mid
(Upper Left Bussed
Kick Panel) Electrical
A1 BLK 1850 Center
Ground )
)
E9 C1
A2 ORG 1140 PINK
Battery )
Key On
Or Off
B1 BLK 1850
Ground ) V DC
IGN 1 Feed )
B2 PINK 39 12.1
B9 BRN 41
IGN 3 Feed ) mV
W
mA
V A
RPM
mA
V A
B10 LT BLU 1134

PRK BK SW ) OFF
V W
A mA COM RPM
B12 LT BLU 553

Tow/Haul SW )
LT BLU
))
B5
A12 LT GRN 1037 NCA

Class 2 Data )
)
Computer Data
A1 YEL 710 Lines System Tow/Haul
Serial Data ) Switch
NCA
))
B2
Body Control Module
(Below Steering Column)
BLK
C9 C2
)
Mid Bussed
Electrical Center
)
F2 C1
LT BLU
A BLK
)
SP203
E
)
Park Brake
Switch
G200
Figure 1

VIDEO
GM TOW/HAUL MODE
Body Control Module Connector
A1 A12
B1 B12
Connector Part .12160778

Information .24 Way F Micro
Circuit
Pin Wire Color Function
No.
B9 BRN 41 Fused Ignition 3 Output
B10 LT BLU 1134 Park Brake Switch Signal
B11 BLK/WHT 238 Seat Belt Switch Signal

Transmission Shift Select
B12 LT BLU 553
Switch Circuit
Figure 2 Copyright © 2008 ATSG

SLIDE
GM/BMW 5L40E
HARSH OR SLIPPING SHIFTS
COMPLAINT: After overhaul, the transmission has either harsh or soft shifts. A line pressure check reveals
normal operation and there is no valve wear in the valve body.
CAUSE: The accumulator assemblies have been mis-assembled.
CORRECTION: Accumulator housings, pistons and springs are model dependant, therefore, housings, pistons
and springs will have varied dimensions depending on which vehicle that 5L40E is in.
The accumulator positions are identified in Figure 1, however, the same accumulator assembly
may be used in a different location depending on vehicle model. There are combinations that will
use the same accumulator housing and piston, but the spring is dimensionally different.
The two valve bodies that the ATSG Tech Department inspected has the same valve body casting
numbers and the same spacer plate ID numbers, however, each valve body has a different
engraved number on it, the location of which is seen in Figure 3. The measurements that were
taken is also seen in Figure 3.
The measurement charts in Figures 4 and 5 are the results of the two valve bodies with different
engraved numbers.
The blank chart in Figure 6 is for the technician to copy and record engraved numbers and
measurements that are different than what is seen in the charts.

SLIDE
5L40E ACCUMULATOR IDENTIFICATION
SECOND
CLUTCH
INTERMEDIATE
CLUTCH
OVERDRIVE
DIRECT CLUTCH
CLUTCH
BE SURE TO KEEP ACCUMULATOR

HOUSINGS, PISTONS & SPRINGS
IN THEIR ORIGINAL LOCATIONS

Figure 1

SLIDE
2104
60 SEE CHART FOR CASTING
NUMBER TO MATCHING
2
9
ACCUMULATOR ASSEMBLY
1 66
4042
DIAMETER
OUTSIDE
COIL
DIAMETER
SEE CHART FOR
SPRING & ACCUMULATOR
FREE DIMENSIONS
LENGTH
SHOULDER DIAMETER
&
ACCUMULATOR DIAMETER
MUST MATCH INSIDE

DIAMETERS OF
ACCUMULATOR HOUSING

Figure 2

SLIDE
98
7
84722069
C
L-1
3
L-2
70
96020473
B
A
66502069
3
80
SEE THE CHART FOR ENGRAVED NUMBER ASSOCIATION TO ACCUMULATOR ASSEMBLY MATCH
5L40E ACCUMULATOR ASSEMBLY IDENTIFICATION CHART

ENGRAVED NUMBER ON VALVE BODY - 045501
DIRECT OVERDRIVE INTERMEDIATE SECOND
PISTON & CLUTCH CLUTCH CLUTCH CLUTCH
SPRING ACCUMULATOR ACCUMULATOR ACCUMULATOR ACCUMULATOR
DIMENSIONS HOUSING # HOUSING # HOUSING # HOUSING #
96021042 96022005 92021042 96020762
PISTON SHOULDER 1.648” 1.648” 1.648” 1.648”

DIAMETER (41.86MM) (41.86MM) (41.86MM) (41.86MM)
PISTON ACCUM. 1.336” 1.410” 1.336” 1.277”
SPRING FREE 2.242” 2.202” 2.234” 2.380”
LENGTH (56.95MM) (55.93MM) (56.74MM) (60.45MM)
SPRING OUTSIDE 0.734” 0.734” 0.734” 0.734”
SPRING COIL 0.080” 0.082” 0.090” 0.094”

SLIDE

ENGRAVED NUMBER ON VALVE BODY - 069307
96022005 96021042 96021042 96020762
PISTON SHOULDER 1.648” 1.648” 1.648” 1.648”

PISTON ACCUM. 1.410” 1.336” 1.336” 1.277”
SPRING FREE 2.188” 2.216” 2.228” 2.380”
LENGTH (55.58MM) (56.29MM) (56.59MM) (60.45MM)
SPRING OUTSIDE 0.734” 0.734” 0.734” 0.734”
SPRING COIL 0.080” 0.090” 0.090” 0.090”
Figure 5

ENGRAVED NUMBER ON VALVE BODY -
PISTON SHOULDER
DIAMETER
PISTON ACCUM.
DIAMETER
SPRING FREE
LENGTH
SPRING OUTSIDE
DIAMETER
SPRING COIL
DIAMETER
Figure 6

SLIDE
GENERAL MOTORS 4L80E
NEUTRALS DURING OR AFTER THE UP SHIFT TO 4TH GEAR
COMPLAINT: Before or after overhaul, a GM vehicle equipped with the 4L80E transmission exhibits a
complaint of a neutral condition either during the shift to 4th gear, or immediately after the
shift.
CAUSE: One cause may be a loss of Actuator Feed Limit (AFL) Valve oil pressure in the valve
body, or a leak in the Shift Solenoid B circuit.
The Actuator Feed Limit valve is used to control the amount of solenoid pressure that is fed
to Shift Solenoid A, Shift Solenoid B, and the Force Motor/EPC Solenoid. If AFL pressure
is inadequate, the solenoids cannot function properly. AFL pressure can be lost because of
a worn bore in the Actuator Feed Limit Valve line up, or a damaged or worn O-ring on the
Actuator Feed Limit Valve Filter located in the valve body behind the manual valve. A
pressure leak in the AFL circuit can lead to reduced pressure at the 2-3 shift valve. If this
occurs, the 2-3 shift valve spring may push the valve back into the 1st gear position. This
causes the transmission to immediately make a shift back to 1st gear, which feels like
neutral because 1st gear is in a over speed condition. The reason an issue with the 2-3 Shift
Valve occurs before a problem with the 1-2 Shift Valve is because the Shift Valve Spring is
heavier on the 2-3 Shift valve causing the valve to return easier to its resting position.
Additionally, a leak in the Shift Solenoid B circuit can create the same condition. The
transmission can make a shift back into 1st gear during or immediately after an up shift
into 4th. A loss of Shift Solenoid B oil pressure, can be caused by a defective solenoid, a
leaking solenoid O-ring or an inadequately sized solenoid feed hole in the separator plate.
A scan tool may help the technician diagnose this problem by monitoring the parameters
for gear ratio during the up shift into 4th gear. Fourth gear ratio for the 4L80E is .75, while
1st gear ratio is 2.48. If a ratio of 2.48 is indicated on the scan tool when the shift takes
place it would indicate the transmission has shifted back to 1st gear. Refer to Figure 1 for a
gear ratio and shift solenoid apply chart. Refer to Figure 2 for a partial hydraulic schematic
of the Actuator Feed Limit Valve, 2-3 Shift Valve, and Shift Solenoid B circuits.
CORRECTION: Check the AFL bore in the valve body and inspect the O-ring on the AFL filter. Replace the
O-ring if it is damaged. If the AFL bore is worn, there is a boring tool and a sleeve and valve
kit available from Sonnax as well as a Shift Valve Spring Replacement Kit for both the 1-2
and 2-3 Shift Valves. Refer to Figure 3 for a valve body breakdown showing listed
components.
If the AFL valve and the Filter are in good condition, then it may be necessary to replace
Shift Solenoid B. In addition, the solenoid feed hole in the separator plate may be enlarged
slightly to overcome this condition. Using a .035” drill bit, carefully enlarge solenoid feed
hole. DO NOT ENLARGE SOLENOID FEED HOLE MORE THAN .035”. Refer to
Figure 4 for Shift Solenoid B feed hole location in the separator plate.

"2008" SEMINAR INFORMATION 31
SLIDE
SOLENOID APPLY AND GEAR RATIO CHART
SOLENOID SOLENOID GEAR
GEAR
A B RATIO
P/N ON OFF 2.08
REV ON OFF 2.08
1 ON OFF 2.48
2 OFF OFF 1.48
3 OFF ON 1.00
4 ON ON .75
Figure 1
PARTIAL 4TH GEAR HYDRAULIC

AFL PRESSURE LOSS
ORIFICED EXHAUST
3-4 SHIFT 4TH CLUTCH 3RD CLUTCH FEED
VALVE 4TH CLUTCH FEED
PRND4
D21
PRN
SOLENOID B/
FRONT BAND APPLY 2-3 SHIFT VALVE
ORIFICED EXHAUST
SOL B FEED
SOL A FEED
REVERSE
LINE
ACTUATOR FD
MANUAL VALVE POSITION ACTUATOR FEED REVERSE SOLENOID A/

1-2 SHIFT VALVE
PRN
D21 FILTERED ACTUATOR FD
PR N REV AFL FILTER

D LO
LINE
2
D321 REAR LUBE
1 PRND43
DRIVE
PRND4
This 4th Gear partial hydraulic diagram depicts AFL pressure loss due to a flattened AFL
Filter O-ring and a worn AFL Valve bore. Note the loss of Actuator Feed pressure to the 2-3
Shift Valve and also Sol. B Feed. The 2-3 Shift Valve is affected before the 1-2 Shift Valve
because the 2-3 Shift Valve Spring is heavier. This loss of AFL pressure moves the 2-3 Shift
Valve into the 1st gear position, and 1st gear is obtained regardless of the position of the 3-4
Shift Valve.
Figure 2
SLIDE
4L80E VALVE BODY

BREAKDOWN

Figure 3
SLIDE
4L80E SPACER PLATE

SOLENOID FEED ORIFICE LOCATIONS
SHIFT SOLENOID SHIFT SOLENOID

“A” FEED ORIFICE. “B” FEED ORIFICE.
DO NOT ENLARGE EITHER FEED ORIFICE

DIAMETER GREATER THAN .035”

Figure 4
SLIDE
SATURN VUE WITH AF33-5 TRANSMISSION

LIMP MODE WITH CODE P0717 SET
COMPLAINT: The vehicle comes to the shop in limp mode with code P0717 set for “Input Speed Sensor Signal
Low”.
CAUSE: The Input Speed Sensor like the output speed sensor are two wire Hall Effect type sensors. They
are supplied system voltage on the “ISS/OSS HI” circuit and then produce a toggled voltage
signal on the “ISS/OSS LO” circuit, as seen in the electrical schematic in Figure 1 as well as
TCM connector view and terminal assignment in Figure 2. The voltage signal is unique in as
much as the low end of the signal is 0.6 volts, and the high end of the signal is 1.6 volts. This
means that the actual switched voltage is one volt.
For those that have the AF33-5 GM Technician’s guide, the explanation of the ISS operation is
extremely confusing because the guide states that “the sensor is supplied a reference voltage of
0.6 volts. It also stipulates that the size of the output voltage does not depend on a rotation
number and is fixed at 1.4 volts”. This is misleading at best.
The scan tool displayed an engine rpm of 776, but the ISS parameter was zero. With the ignition
on, engine off, the voltmeter indicated that the ISS signal wire had 7.6 volts on it while the OSS
signal wire had 1.6 volts. This could only mean that the ISS signal wire was shorted to power or
the sensor was bad. The ISS was unplugged and checked for voltage, there was none, this lead to
a faulty ISS.
CORRECTION: Once the ISS was replaced, the signal readings were normal, the ISS rpm and engine rpm were
close to each other.
Input Speed Sensor......................................................................................................24220741
Many thanks to Seth at AAction Transmissions in Miami, FL. for providing the Saturn Vue with the ISS
problem.

SLIDE

IGNITION POWER SUPPLY
POWERTRAIN FUSE # 10
1
2
3 9
4 P
5 R
N
6 TAN/WHT 10
TR A
7 GRY A
TR C D
8 PPL I
SS 3 L
9
10 P
R
11
N
12 DK BLU 5
TCC
13 ORG/WHT C
SS 5 D
14 YEL/BLK I
SS 4 L
15 PPL/WHT
PCS
16 YEL P
TR B R
17 WHT
TR P N
18 6
19 B
D
20 I
TAN/WHT L
TFT HI
22 DK BLU/WHT P
ISS LO
23 PPL R
OSS LO N
SS 2
24 YEL/BLK 8
25 DK GRN P
TCC D
26 WHT
SHIFT PCS I
27 L
28
29 PARK/NEUTRAL
POSITION SWITCH
30
31 ORG/BLK
TFT LO
32 RED/BLK
ISS HI
33 YEL
OSS HI
34 LT GRN
SS 1
35 WHT
PCS
36 GRY
SHIFT PCS
37
38
C2
TRANSAXLE CONTROL
J1
J2
J3
10
14
12
13
J1
11
2
9
2
1
2
1
1
8
MODULE
C2 CONNECTOR
1 2 4 5 3
TRANSAXLE
SHIFT PCS OSS ISS TFT TCC
PCS
SHIFT
SOLENOIDS
PART NUMBER
24220741 Copyright © 2008 ATSG
Figure 1

SLIDE
TCM CONNECTOR IDENTIFICATION
C1 (A Connector) C2 (B Connector)
Harness Connector
contains 38 cavities.
38 29 The TCM connector
28 20
19 11 contains 24 pins.
1 10 The filled cavities
are used circuits
Figure 2

SLIDE
SATURN VUE & ION

2-3 FLARED SHIFT
COMPLAINT: The vehicle came in with a 2-3 flared shift. After overhaul, the 2-3 flared shift is still present, and
there is now a flare on the 3-4 shift ad the shifting is erratic and harsh.
CAUSE: The 2-3 flare is due to aeration of the transmission fluid resulting in a delayed apply of the third
gear band.
The 2-3 and 3-4 flare and the erratic and harsh shifts are caused by the failure to do a mandatory
TCM relearn procedure as seen in Figure 1.
CORRECTION: Once the relearn procedure has been completed, drive the vehicle and see if the shift complaints
are gone. If any of the complaints are still present, a reflash may be in order, and is some cases the
replacement of the valve body may be necessary depending on transmission and revision part
number. as shown in the chart in Figure 2.
GM suggests that the valve body be replaced first after which the vehicle should be driven to
reevaluate the shift quality and if necessary, then reflash the TCM.
Check the identification tag on top of the transmission for the part number as illustrated in Figure
3, and compare it to the chart in Figure 2.

SLIDE
SATURN TCM MANUAL RELEARN PROCEDURE
1. Drive vehicle until ATF operating temperature reaches at least 150ºF (65ºC).
2. Use your scan tool to reset the transaxle adaptive learns or, disconnect the battery cables and
tape them together and turn the headlight switch and other electrical devices to “Brain
Dead” the TCM.
3. Perform the following steps for the Garage Shifts Adaptive Relearn:
a. Apply the brakes.
b. Shift from NEUTRAL to REVERSE and keep it in REVERSE for 3 seconds.
c. Shift from REVERSE to NEUTRAL.
d. Repeat steps “b” and “c” FIVE times.
e. Shift from NEUTRAL to DRIVE and keep it in DRIVE for 3 seconds.
f. Shift from DRIVE to NEUTRAL.
g. Repeat steps “e” and “f” FIVE times.
4. Perform the following steps for Up/DownShifts Adaptive Relearn:

a. Drive the vehicle in DRIVE with light (15-20%) throttle until a speed of 31 mph (50 km/h)
in Fourth gear.
b. Decelerate and apply the brakes until the vehicle comes to a stop. Brake the vehicle so that it
takes at least 14 seconds to stop.
c. Repeat steps “a” and “b” FIVE times.
d. Drive the vehicle in DRIVE with medium (50-55%) throttle until the vehicle shifts into Fifth
gear.
e. Decelerate and apply the brakes until the vehicle comes to a stop. Brake the vehicle slowly so
that each downshift occurs.
f. Repeat steps “d” and “e” FIVE times.
5. Perform the following steps for 2-1 Manual Downshift Adaptive Relearn:
a. Drive the vehicle in Intermediate range until over 16 mph (25 km/h) in Second with any
throttle position.
b. Decelerate, then shift from Intermediate range to Low range manually and stop the vehicle.
c. Repeat steps “a” and “b” TEN times.
Figure 1

SLIDE
ION SERVICE MATRIX

TRANSAXLE CALIBRATION O.E. NEW VALVE BODY
PART PART WHEEL REQUIRED
NUMBER NUMBER SIZE (PN 24226260)
24224464 24230087 16 INCH YES
24224464 24230088 14 OR 15 INCH YES
24226999 24231240 16 INCH NO
24226999 24231241 14 OR 15 INCH NO
24226418 24231240 16 INCH NO
24226418 24231241 14 OR 15 INCH NO
VUE SERVICE MATRIX

24222116* 24230089 AWD YES
24224782 24230089 AWD NO
24225145 24230089 AWD NO
24225145 24230090 FWD NO
*Electrical harness (PN 24226258) must also be installed with new valve body.
Figure 2
G.M. Designation AF23/33-5

Found In:
Saturn Vue, 2002-2006 (3.0L)
Saturn Ion Sedan, 2003-2004 (2.2L)
NAIS
2413
55A050
84540-
55-50SN AF 23
X X
AISIN AW 00 ID
MADE IN
JAPAN
24225
SERIAL NO. 145 W
O4BV700001
TRANSMISSION
Copyright © 2008 ATSG PART NUMBER
Figure 3

SLIDE
SATURN “S” SERIES

CODE P1624
COMPLAINT: A Saturn “S” Series comes into the shop with a Code P1624 set and a code definition of
“Customer Snapshot Data Available”, (Refer to Figure 1).
CAUSE: Saturn “S” Series vehicles from 1996 to 2002 have the ability to store a “Freeze Frame”
snapshot of a problem that the PCM detected but is not yet a hard code. In other words it is a
“Pending Code” which means it has not yet met the failure criteria to become a hard code and
will not be stored in the PCM memory. However, one data frame will be stored as a “Freeze
Frame” snapshot.
This allows the technician to capture an intermittent driveabilty malfunction that may be
difficult to duplicate while driving the vehicle.
NOTE: Only cars with Cruise Control have this ability. This is because in order to retrieve the stored
“Freeze Frame”, you must cycle the Cruise Control ON/OFF Switch, (Refer to Figure 2),
three times within a three second time period from the time the ignition is turned on.
CORRECTION: See if the single “Freeze Frame” that is retrieved can lead the technician to the appropriate
repairs. Use your scan tool and scan for “Pending Codes” just in case one has been set.
“Pending Codes” are usually stored in the “OBD-II Global” library of your scan tool.

SLIDE
CODE P1624
AUTO
Figure 1
Y
US DOMESTIC From 1980 DRIVEABILITY N
RPM____847 O2(V)___0.59 INJ (mS)___6.0
** CODES & DATA. OK TO DRIVE. **
P1624 CUSTOMER SNAPSHOT DATA AVAILABLE
Figure 2
SLIDE
GM 6T70/75
PRELIMINARY INFORMATION
The new Hydra-matic 6T70/75 (6 Speed) is a fully automatic, six speed, front wheel drive, electronically
controlled transmission that features clutch to clutch shifting. It is also all-wheel drive capable. It was first
introduced in the 2007 GMC Acadia and Pontiac G6, and is shown in Figure 1. It consists primarily of a four
element torque converter, three planetary gear sets, five clutch packs, one mechanical one-way clutch and a
hydraulic pressurization and control system. Three planetary gear sets provide the six forward gear ratios and
reverse. Changing gear ratios is fully automatic and is accomplished through the use of a Transmission Control
Module (TCM), that is located within the transmission. The TCM receives and monitors various electronic
sensor inputs, and uses this information to shift the transmission at the optimum time. The TCM commands
shift solenoids and variable bleed Clutch Pressure Control (CPC) solenoids within the transmission to control
shift timing. The TCM controls shift feel through the CPC solenoids. The TCM also controls the apply and
release of the torque converter clutch which allows the engine to deliver the maximum fuel efficiency without
sacrificing vehicle performance. This manual contains procedures necessary to diagnose, overhaul and/or
repair the new 6T70 (6 Speed) transmission from General Motors.
"Portions of materials contained herein have been reprinted under

license from General Motors Corp, Service & Parts Operations
License Agreement Number 0510718"
A very special thanks to Robbie Ferguson at Alto Products for the loan of the 6T70 transmission.
Figure 1
SLIDE
SHIFT QUADRANTS
MANUAL SHIFT GEAR QUADRANT M - When manual mode is selected, the current gear
range will be the highest attainable range with all of the
lower gears available. Plus/Minus buttons may be
used to select the desired range of gears for the current
PRNDM2 driving conditions.
2 - Manual 2nd just adds more performance for

congested traffic and hilly terrain. It has the same
SELECTED GEAR DISPLAYED
WHEN IN MANUAL POSITION
starting ratio (1st gear) as the Drive range, but
prevents the transmission from shifting above 2nd
Figure 2 gear. Manual 2nd can be used to retain 2nd gear for
Standard Shift Quadrant acceleration and engine braking as desired. Manual
2nd can be selected at any vehicle speed, but will
P - Park position enables the engine to be started downshift into 2nd gear, only if vehicle speed is low
while preventing the vehicle from moving. For safety
reasons, the vehicle's parking brake should always be enough not to over-rev the engine. This speed is
used in addition to the "Park" position. Park position calibrated in the TCM.
should not be selected until the vehicle has come to a 1 - Manual 1st has the same starting ratio as Drive
complete stop. range but prevents the transmission from shifting
above 1st gear. Manual 1st can be used for heavy
R - Reverse enables the vehicle to be operated in a towing and engine braking as desired. Manual 1st can
rearward direction.
be selected at any vehicle speed but will downshift
N - Neutral position enables the engine to start and into 1st gear, only if vehicle speed is low enough not
operate without driving the vehicle. If necessary, this to over-rev the engine. This speed is calibrated in the
position should be selected to restart the engine while TCM.
the vehicle is moving.
D - Drive range should be used for all normal driving
conditions for maximum efficiency and fuel
economy. Drive range allows the transmission to
upshift and downshift in each of the six forward gear
ratios, according to the normal shift pattern that is
programed in the TCM.
Manual Shift Gear Ranges

Some vehicles are equipped with a shift quadrant
that allow manual range selection. For example, "M"
manual range and/or manual range "2" or "1", as
shown in Figure 2 These ranges can be used for
conditions where it may be desirable to control the
selection of gear ratios. These conditions include
trailer towing, driving on hilly terrain, and are also
helpful for engine braking when descending slight
grades. Continued on next Page

SLIDE
Standard Shift Quadrant...continued General Operation
P - Park position enables the engine to be started The new Hydra-matic 6T70/75 (6 Speed) is a fully
while preventing the vehicle from moving. For safety automatic, six speed, rear wheel drive, electronically
reasons, the vehicle's parking brake should always be controlled transmission that features clutch to clutch
used in addition to the "Park" position. Park position shifting. It consists primarily of a four element torque
should not be selected until the vehicle has come to a converter, three planetary gear sets, five clutch packs,
complete stop. one mechanical one-way clutch and a hydraulic
pressurization and control system.
R - Reverse enables the vehicle to be operated in a The four element torque converter contains a pump, a
rearward direction. turbine, a pressure plate splined to the turbine, and a
stator assembly. The torque converter acts as a fluid
N - Neutral position enables the engine to start and coupling to smoothly transmit power from the engine
operate without driving the vehicle. If necessary, this
to the transmission. It also hydraulically provides
position should be selected to restart the engine while
additional torque multiplication when required. The
the vehicle is moving.
pressure plate, when applied, provides a mechanical
D - Drive range should be used for all normal driving "direct drive" coupling of the engine to the turbine shaft
conditions for maximum efficiency and fuel of the transmission.
economy. Drive range allows the transmission to The two planetary gear sets provide the six forward
upshift and downshift in each of the six forward gear gear ratios and reverse. Changing gear ratios is fully
ratios, according to the normal shift pattern that is automatic and is accomplished through the use of a
programed in the TCM. Transmission Control Module (TCM) located within
the transmission. The TCM receives and monitors
various electronic sensor inputs, and uses this
Driver Shift Control (DSC) Quadrant
information to shift the transmission at the optimum
Some vehicles are equipped with Driver Shift time.
Control (DSC) version of the selector system, as The TCM commands shift solenoids and variable
shown in Figure 2. This configuration allows the bleed Clutch Pressure Control (CPC) solenoids within
driver to manually shift between forward gears. the transmission to control shift timing. The TCM
controls shift feel through the CPC solenoids. The
M - In the M/S (Manual or Sport) position, the driver TCM also controls the apply and release of the torque
may manually select the range of gears by tapping the
converter clutch which allows the engine to deliver the
selector lever towards "+" or "-" to cause an upshift or
maximum fuel efficiency without sacrificing vehicle
downshift, as shown in Figure 2. The transmission
performance.
will shift up or down depending on the request that is
The hydraulic system primarily consists of a vane type
made by tapping the selector lever.
pump, two control valve bodies, converter housing and
DRIVER SHIFT CONTROL QUADRANT case. The pump maintains the working pressures
needed to apply the clutch pistons that apply or release
the friction components. These friction components,
when applied or released, support the shifting qualities
P
of the transmission.
The friction components used in this transmission
R consist of five multiple disc clutches. The multiple
+
N disc clutches combine with one mechanical sprag
clutch, to deliver seven different gear ratios through the
D
gearsets that then transfer torque through the output
M shaft. Refer to Figure 4 for the component application
chart for this transmission.
-
Figure 3
SLIDE
INTERNAL COMPONENT IDENTIFICATION AND LOCATION
SHIFT SHIFT 1-2-3-4CL 2-6 CL 3-5 LO/REV 4-5-6 3-5 REV 2-6 LO/REV 1-2-3-4 LOW
SOL SOL PC SOL 5 PC SOL 4 REV CL 4-5-6 CL CLUTCH CLUTCH
RANGE GEAR RATIO
PC SOL 2 PC SOL 3 CLUTCH CLUTCH CLUTCH ONE-WAY
#1 #2 N.L. N.L. CLUTCH
N.H. N.H.
PARK P ON ON OFF OFF ON OFF APPLIED*
REV R 2.880 ON OFF OFF OFF OFF OFF APPLIED APPLIED
NEU N ON ON OFF OFF ON OFF APPLIED*

1ST OFF ON ON OFF ON
4.484 OFF APPLIED APPLIED
BRAKING
1ST 4.484 OFF ON ON OFF ON ON APPLIED HOLD
D
2ND 2.872 OFF ON ON ON ON ON APPLIED APPLIED
R
I
V 3RD 1.842 OFF ON ON OFF OFF ON APPLIED APPLIED
E
4TH 1.414 OFF ON ON OFF ON OFF APPLIED APPLIED
5TH 1.000 OFF ON OFF OFF OFF OFF APPLIED APPLIED
6TH 0.742 OFF ON OFF ON ON OFF APPLIED APPLIED
* APPLIED WITH NO LOAD
Figure 4
SLIDE
CONTROL SOLENOID BODY AND TCM ASSEMBLY
TFP SWITCH 4 TFP SWITCH 1

LEAD TFP SWITCH 3 (1234)
TFP SWITCH 2 (26) (456/R1)
FRAME
LINE (25R)
PRESSURE
CONTROL
SOLENOID
PRESSURE
CONTROL
SOLENOID 3
(R1/456)
PRESSURE
CONTROL
SOLENOID 4
(26) SHIFT
SOLENOID
#1
PRESSURE FLUID
CONTROL SHIFT TEMP
SOLENOID 2 TCC PRESSURE SENSOR
SOLENOID PRESSURE CONTROL
(35R) #2 CONTROL SOLENOID 5
SOLENOID (1234)
SOLENOID APPLICATION CHART

Shift Shift N.L. N.L. N.H. N.H. TCC PC Sol. LINE PC Sol.
CPC Sol. 5 CPC Sol. 4 CPC Sol. 2 CPC Sol. 3 GEAR
RANGE Sol. 1 Sol. 2
1-2-3-4 CL. 2-6 CL. 3-5 Rev CL. 4-5-6, Low/Rev CL.
Torq Conv CL. Line Pres Cont RATIO
Park ON ON OFF OFF ON OFF OFF ON**

Reverse ON OFF OFF OFF OFF OFF OFF ON** 2.880
Neutral ON ON OFF OFF OFF ON OFF ON**
"D"-1st
Braking OFF ON ON OFF ON OFF OFF 4.484
"D"-1st OFF ON ON OFF ON ON OFF ON** 4.484
"D"-2nd OFF ON ON ON ON ON ON* ON** 2.872
"D"-3rd OFF ON ON OFF OFF ON ON* ON** 1.842
"D"-4th OFF ON ON OFF ON OFF ON* ON** 1.414
"D"-5th OFF ON OFF OFF OFF OFF ON* ON** 1.000
"D"-6th OFF ON OFF ON ON OFF ON* ON** 0.742
FOR SHIFT SOLENOIDS 1 AND 2: "ON" = ENERGIZED (PRESSURIZED), "OFF" = DE-ENERGIZED (NO PRESSURE).
FOR CPC SOLENOIDS 2, 3, 4, 5: "ON = PRESSURIZED, "OFF" = NO PRESSURE.
* TCC IS AVAILABLE IN 2ND THRU 6TH GEAR, BASED ON THROTTLE POSITION, FLUID TEMP AND VEHICLE SPEED.
** CONSTANTLY VARIES LINE PRESSURE BASED ON THROTTLE POSITION, FLUID TEMP, AND GEAR STATE.
Figure 5

SLIDE
ELECTRONIC COMPONENTS
In the 6T70/75 transmission, the TCM, both shift pressure is needed to apply the clutches. This type of
solenoids, all 6 of the pressure control solenoids, the control provides consistent and precise shift points
TFT sensor and fluid pressure switches are contained and shift quality based on the actual operating
in one unit, the Control Solenoid Body and TCM conditions of the vehicle.
Assembly, which is behind the side cover pan, as Adaptive shift control technology enables the TCM
shown in Figure 6. to continually monitor and compare shift
Electrical signals from various sensors provide performance to the optimum shift, and make
information to the TCM about vehicle speed, throttle adjustments to the factory settings to continually
position, engine coolant temp, fluid temp, range deliver excellent shift quality.
selector position, engine speed, turbine speed and
operating mode. The TCM uses this information to
determine the precise moment to upshift or
downshift, apply or release the TCC, and what
ELECTRONICALLY CONTROLLED
INFORMATION SENSORS ELECTRONIC CONTROLLERS
TRANSMISSION COMPONENTS
A THROTTLE POSITION SENSOR TRANSMISSION CONTROL LINE PRRESSURE CONTROL SOLENOID
B MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR MODULE (TCM)
C ENGINE SPEED SENSOR CLUTCH PRES CONTROL SOLENOID 2
D MANIFOLD AIR TEMP (MAT) SENSOR ENGINE CONTROL MODULE (ECM)
E ENGINE COOLANT TEMP (ECT) SENSOR CLUTCH PRES CONTROL SOLENOID 3
F TRANSMISSION FLUID TEMP (TFT) SENSOR BODY CONTROL MODULE (BCM)
G TRANSMISSION MANUAL SHIFT SHAFT CLUTCH PRES CONTROL SOLENOID 4
POSITION SWITCH ASSEMBLY ELECTRONIC BRAKE & TRACTION
H INPUT SPEED SENSOR (ISS) CONTROL MODULE (NOT SHOWN) CLUTCH PRES CONTROL SOLENOID 5
I TRANSMISSION FLUID PRESSURE SWITCHES
J OUTPUT SPEED SENSOR (OSS) DIAGNOSTIC LINK CONNECTOR TCC PRESSURE CONTROL SOLENOID
K ACCELERATOR PEDAL POSITION (APP) SENSOR (DLC)
L BRAKE SWITCH SHIFT SOLENOID 1
M DRIVER SHIFT CONTROL (DSC) SWITCHES
N OPERATING MODE SELECTION SWITCHES SHIFT SOLENOID 2
Figure 6
SLIDE
CONTROL SOLENOID BODY AND TCM ASSEMBLY
TFP SWITCH 4 TFP SWITCH 1

LEAD TFP SWITCH 3 (1234)
TFP SWITCH 2 (26) (456/R1)
FRAME
LINE (25R)
PRESSURE
CONTROL
SOLENOID
PRESSURE
CONTROL
SOLENOID 3
(R1/456)
PRESSURE
CONTROL
SOLENOID 4
(26) SHIFT
SOLENOID
#1
PRESSURE FLUID
CONTROL SHIFT TEMP
SOLENOID 2 TCC PRESSURE SENSOR
SOLENOID PRESSURE CONTROL
(35R) #2 CONTROL SOLENOID 5
SOLENOID (1234)
Figure 7
ELECTRONIC COMPONENTS (CONT'D)

Control Solenoid Body And TCM Assembly
The Control Solenoid Body and TCM Assembly The TFT sensor is part of the control solenoid body
bolts directly to the lower and upper valve body and TCM assembly, and is not serviced separately, as
assemblies inside the transmission. The solenoid shown in Figure 7 and 8. The TFT sensor is a
assembly utilizes a lead frame system to connect the thermistor, which changes value based on temperature.
components to the TCM, as shown in Figure 7. There The sensor has a negative-temperature coefficient,
are no wires used for these components. The Control which means as the temp increases, the resistance
Solenoid Body and TCM Assembly connect to the decreases, and as the temp decreases, the resistance
external harness 20 way connector using a pass-thru increases. The TCM supplies a voltage reference
sleeve. All fluid passages to the switches and signal to the sensor and measures the voltage drop in
solenoids are protected from debris by a serviceable the circuit. The TCM uses this information to maintain
filter plate assembly, as shown in Figure 7. In shift quality and torque converter clutch apply quality
addition to the components shown in Figure 7, there is over the entire operating temperature range. If the
a transmission fluid temperature sensor that is an TCM detects an improper signal from the TFT sensor,
integral part of the control solenoid body and TCM a DTC will be activated.
assembly.
The components shown in Figure 7 are diagnosed Continued on next Page

seperately, but serviced as an assembly.

49
HFT
Black & White
50
SUPERIOR
51
ATSG
SLIDE
TFT SENSOR PRESSURE SWITCH

CONTROL SOLENOID BODY
AND TCM ASSEMBLY
BODY SEAL
UPPER
CONTACT
DIAPHRAGM
LOWER
DISK PISTON CONTACT
NO PRESSURE
BODY SEAL
UPPER
CONTACT
DIAPHRAGM
TRANSMISSION FLUID
TEMPERATURE SENSOR
(THERMISTOR) +
Figure 8
LOWER
DISK PISTON CONTACT
Fluid Pressure Switches PRESSURE
The transmission fluid pressure switches located in Pressure Switch Logic
the control solenoid body and TCM assembly are Selector
normally closed. When closed, these switches allow Position Switch 1 Switch 2 Switch 3 Switch 4
current flow through the switch. When fluid pressure
is routed to the switch, pressure moves the diaphragm, Park 0 1 0 0
piston and disk such that the circuit opens and there is Reverse 0 0 0 0
no current flow. See Figure 9 for a cut-away view and Neutral 0 1 0 0
a pressure switch logic chart. 1st Engine
Braking 0 1 1 0
TFP switch 1 sends a signal to the TCM to indicate the
"D"-1st 0 1 1 1
state of the 1-2-3-4 clutch regulator valve.
"D"-2nd 0 1 0 1
TFP switch 2 sends a signal to the TCM to indicate the
state of the 3-5-reverse clutch regulator valve. "D"-3rd 0 0 1 1
TFP switch 3 sends a signal to the TCM to indicate the "D"-4th 0 1 1 0
state of the 2-6 clutch regulator valve. "D"-5th 1 0 1 0
TFP switch 4 sends a signal to the TCM to indicate the "D"-6th 1 1 0 0
state of R1/4-5-6 clutch regulator valve.
(R1 = Clutch Braking 1st) 1 = Pressurized 0 = Exhausted
The fluid pressure switches are part of the Control Figure 9

Solenoid Body and TCM Assembly, and are not
serviced separately. Continued on next Page

53
JBH Distributing
SLIDE
ELECTRONIC COMPONENTS (CONT'D) SHIFT SOLENOID 1 AND 2

SHIFT SOLENOIDS 1 AND 2
PLUNGER AND
Shift solenoids 1 and 2 are both identical, normally COIL
METERING BALL
ASSEMBLY
closed, 3 port, ON/OFF type solenoids controlled by SUPPLY ASSEMBLY CONNECTOR
PRESSURE
the TCM. These shift solenoids work in combination (ACTUATOR
with the clutch pressure control solenoids to control FEED LIMIT)
the various shift and clutch regulator valves in the
valve body.
When the TCM provides a path to ground for the
electrical circuit to energize (Turn ON) the solenoid, EXHAUST
CONTROL
current flows through the coil assembly in the PRESSURE
solenoid and creates a magnetic field. The magnetic
field moves the plunger and metering ball assembly to
SPRING HOUSING
the right, as shown in Figure 10, against the exhaust
seat, thereby blocking the exhaust passage and
creating solenoid control pressure. Figure 10
Shift solenoids are de-energized (Turned OFF) when
the TCM opens the path to ground for the solenoid's Shift Solenoid 2
electrical circuit. With the solenoid OFF, solenoid
Actuator feed limit fluid feeds the shift solenoid 2
spring force moves the plunger and metering ball
fluid circuit to control clutch select valve 3. When
assembly to the left, as shown in Figure 10, away from
shift solenoid 2 is energized (ON), actuator feed limit
the exhaust seat and against the feed seat. This blocks
fluid is allowed to pass through the solenoid, thereby
actuator feed limit fluid from entering the solenoid
creating solenoid 2 control pressure, as shown in
and allows any existing solenoid control pressure to
Figure 10. Solenoid 2 control pressure acts against
exhaust through the solenoid.
clutch select valve 3 spring force, to move the valve to
Shift Solenoids 1 and 2 are part of the Control
the apply position.
Solenoid Body and TCM Assembly, and are not
When shift solenoid 2 is de-energized (OFF),
serviced separately.
actuator feed limit fluid is blocked from feeding the
solenoid 2 circuit, and any existing solenoid 2 control
pressure exhausts through the solenoid, as shown in
Figure 10.
Shift Solenoid 1
Actuator feed limit fluid feeds the shift solenoid 1
fluid circuit to control clutch select valve 2. When
shift solenoid 1 is energized (ON), actuator feed limit
fluid is allowed to pass through the solenoid, thereby Fail-Safe or Protection Mode
creating solenoid 1 control pressure, as shown in If for any reason, the entire electronic control system
Figure 10. Solenoid 1 control pressure acts against of the transmission, or any one of the electrical
clutch select valve 2 spring force, to move the valve to components within the Control Solenoid Body and
the apply position. TCM Assembly becomes disabled, the transmission
When shift solenoid 1 is de-energized (OFF), will default to fail-safe mode. If the transmission is in
actuator feed limit fluid is blocked from feeding the 1st, 2nd or 3rd gear during an electrical failure, the
solenoid 1 circuit, and any existing solenoid 1 control transmission will default to 3rd gear. If the
pressure exhausts through the solenoid, as shown in transmission is in 4th, 5th or 6th gear during an
Figure 10. electrical failure, the transmission will default to 5th
gear.

SLIDE
ELECTRONIC COMPONENTS (CONT'D) NORMALLY-HIGH PRESSURE CONTROL SOLENOID

PRESSURE CONTROL SOLENOIDS
CONV FEED
DECREASE
Line Pressure Control (PC) Solenoid
The line pressure (PC) solenoid is a precision
electronic pressure regulator that controls line
pressure based on current flow through its coil ISOLATOR PRESSURE REGULATOR VALVE
windings. The TCM varies current to the "normally-
EXHAUST
high" amperage line pressure control (PC) solenoid
LINE
PCS LINE
LINE
from approximately 0.1 amp (maximum line
pressure), to 1.0 amps (minimum line pressure). As
current flow is increased, the magnetic field produced
by the coil moves the solenoid's variable restriction
further away from the exhaust port, as shown in CONTROL
Figure 11. Opening the exhaust port decreases the PRESSURE COIL
(PCS LINE) ASSEMBLY
control pressure, which is routed to the isolator SUPPLY HOUSING
(boost) valve, as shown in Figure 11, which ultimately PRESSURE
EXHAUST
(ACTUTOR
decreases line pressure. As the current flow is FEED LIMIT)
decreased, the reduced magnetic field allows the
spring force to move the variable restriction to the left,
as shown in Figure 11, closer to the exhaust port,
increasing control pressure from the solenoid, which
ultimately increases line pressure.
VARIABLE
As the throttle position (engine torque) increases, the RESTRICTION SPRING CONNECTOR
current flow is decreased by the TCM, which
increases the pressure output of the line pressure (PC)
solenoid. If the TCM detects a line pressure control Figure 11
solenoid electrical malfunction, a DTC will be
activated.
The line pressure control (PC) solenoid is part of

the Control Solenoid Body And TCM Assembly and
is not serviced separately.
If for any reason, the entire electronic control system The transmission will stay in 5th gear default range
of the transmission fails, the line pressure control until the ignition has been turned off or the
solenoid will be OFF, and maximum line pressure will transmission has been shifted to Reverse. When the
be the result. This will create harsh engagements vehicle is restarted and shifted back into Drive, the
and/or failsafe operation. transmission will then operate in the 3rd gear default
If the transmission is in 1st, 2nd or 3rd during an range.
electrical failure, the transmission will default to 3rd
gear. All solenoids will default to their normal state. If
the torque converter clutch was applied, it will
release.
If the transmission is in 4th, 5th or 6th during an
electrical failure, the transmission will default to 5th
gear. All solenoids will default to their normal state. If
the torque converter clutch was applied, it will
release.

SLIDE
TORQUE CONVERTER CLUTCH (TCC) SOLENOID
The Torque Converter Clutch (TCC) PC Solenoid is side of the converter clutch plate/damper assembly.
a "normally-low"amperage, electronic pressure The TCM then increases the pressure to control a
regulator used to control the apply and release of the slippage of 20-80 RPM between the clutch plate and
torque converter clutch based on current flow through converter cover. This "Ramping" procedure for
its coil windings. The TCC PC solenoid regulates improved dampening of engine vibrations and allows
actuator feed limit fluid pressure to the TCC regulator the TCC to apply at low engine speeds in 2nd, 3rd, 4th,
valve, located in the lower valve body, and provides a 5th and 6th gear.
signal pressure to shift the TCC control valve, located Release of the TCC is achieved by decreasing TCC
in the pump, to the apply position, as shown in Figure solenoid pressure to a level low enough to allow
12. When the TCM determines to apply the TCC, the spring force to move the TCC control valve and TCC
TCC PC solenoid is commanded to specific regulating valve to the release position.
pressures, dependent on vehicle operating conditions, There are also some operating conditions that may
resulting in a smooth apply or release of the TCC. prevent or enable TCC apply, such as engine temp,
The solenoid's ability to "Ramp" the TCC apply and transmission temperature, brake switch activation.
release pressures results in a smoother TCC If the TCM detects that the TCC system is stuck ON
operation. or OFF, a DTC will be activated.
When vehicle operating conditions are appropriate
to apply the TCC, the TCM increases current flow to The TCC PC Solenoid is part of the Control
allow the TCC PC solenoid to increase PCS TCC fluid Solenoid Body And TCM Assembly and is not
pressure, to move the TCC control valve to the apply serviced separately.
position, as shown in Figure 12, and move the
TCC regulator valve to the regulating position to
regulate fluid pressure proportional to solenoid
pressure. Release pressure is directed to exhaust, and
regulated apply pressure is directed to the apply
NORMALLY-LOW PRESSURE CONTROL SOLENOID

COIL
ASSEMBLY HOUSING
EXHAUST
SUPPLY
PRESSURE
(ACTUTOR
FEED LIMIT)
PCS TCC CONTROL

PRESSURE VARIABLE
PCS TCC (PCS TCC) RESTRICTION CONNECTOR
CONV FEED
DRIVE 1-6
EXH PCS TCC SHTL TCC REGULATOR VALVE
TCC REL
EXH
REG APP
REG APP
SHFT SOL 1
EXH
TCC CONTROL VALVE
COOLER FEED
TCC APPLY
REG APP
PCS TCC
Figure 12
SLIDE
ELECTRONIC COMPONENTS (CONT'D) NORMALLY-LOW CLUTCH PRESSURE
CLUTCH PRESSURE CONTROL (CPC) CONTROL SOLENOIDS 4 AND 5
SOLENOIDS 2,3,4 AND 5 CONTROL COIL
There are two different types of clutch pressure SUPPLY
PRESSURE ASSEMBLY
control solenoids. Clutch pressure control (PC) PRESSURE HOUSING
(ACTUATOR EXHAUST
solenoids 2 and 3 are "normally-high" amperage FEED LIMIT)
pressure control solenoids, as shown in Figure 14, and
are identical to the line pressure control solenoid.
Clutch pressure control (PC) solenoids 4 and 5 are
"normally-low" amperage pressure control
solenoids, as shown in Figure 13, and are identical to
the TCC PC solenoid. VARIABLE
RESTRICTION CONNECTOR
The Clutch Pressure Control PC Solenoids are part
of the Control Solenoid Body And TCM Assembly
and are not serviced separately. Figure 13
Clutch Pressure Control Solenoid 2
Clutch pressure control (PC) solenoid 2 controls NORMALLY-HIGH CLUTCH PRESSURE
fluid flow to the 3-5/reverse clutch regulator valve CONTROL SOLENOIDS 2 AND 3
and the 3-5/reverse boost valve. When commanded CONTROL COIL
PRESSURE ASSEMBLY
the solenoid controls the flow of exhaust fluid out of SUPPLY HOUSING
PRESSURE
the solenoid to maintain a specific commanded (ACTUATOR
EXHAUST
control pressure. This allows the TCM to control the FEED LIMIT)
apply and release of the 3-5 and reverse clutch.

Clutch pressure control (PC) solenoid 3 controls
fluid flow to the 4-5-6 clutch regulator valve and the
VARIABLE
4-5-6 boost valve. When commanded the solenoid RESTRICTION SPRING CONNECTOR
controls the flow of exhaust fluid out of the solenoid
to maintain a specific commanded control pressure.
This allows the TCM to control the apply and release Figure 14
of the 4-5-6 clutch.
Transmission Adapt Function
Programming within the TCM also allows for
Clutch pressure control (PC) solenoid 4 controls automatic adjustments in shift pressure that are based
fluid flow to the 2-6 clutch regulator valve. When on the changing characteristics of the transmission
commanded the solenoid controls the flow of exhaust components. As the apply components within the
fluid out of the solenoid to maintain a specific transmission wear or change over time, the time
commanded control pressure. This allows the TCM required to apply a clutch increases or decreases. In
to control the apply and release of the 2-6 clutch. order to compensate for these changes, the TCM
adjusts the pressure commands to the various pressure
Clutch Pressure Control Solenoid 5 control solenoids, to maintain the original
calibrations. The automatic adjusting process is
Clutch pressure control (PC) solenoid 5 controls
referred to as "Adaptive Learning" and is used to
fluid flow to the 1-2-3-4 clutch regulator valve and the
ensure consistent shift feel and increase the
1-2-3-4 boost valve. When commanded the solenoid
transmission's durability.
controls the flow of exhaust fluid out of the solenoid
to maintain a specific commanded control pressure.
This allows the TCM to control the apply and release
of the 1-2-3-4 clutch.

SLIDE
ELECTRONIC COMPONENTS (CONT'D) MANUAL SHIFT DETENT LEVER SWITCH LOGIC
TRANSMISSION MANUAL SHIFT Gear Selector
POSITION SWITCH ASSEMBLY Position Signal A Signal B Signal C Signal P
The Transmission Manual Shift Position Switch Park LOW HI HI LOW
Assembly, sometimes referred to as Internal Mode Park/Reverse LOW LOW HI LOW
Switch (IMS), is a sliding contact switch that Reverse LOW LOW HI HI
connects to the manual valve, with a connector that Reverse/Neutral HI LOW HI HI
plugs into the control solenoid body and TCM Neutral HI LOW HI LOW
assembly, and is shown in Figure 16. Neutral/Drive 6 HI LOW LOW LOW
There are four inputs to the TCM from the position Drive 6 HI LOW LOW HI
switch assembly, that indicate which transmission Drive 6/Drive 4 LOW LOW LOW HI
gear range has been selected. The state of each input Drive 4 LOW LOW LOW LOW
is available for display on the scan tool. The four Drive 4/Drive 3 LOW HI LOW LOW
input parameters represented are Signal A, Signal B, Drive 3 LOW HI LOW HI
Signal C, and Signal P (Parity). Drive 3/Drive 2 HI HI LOW HI
A fifth input signal "N" (P/N Start), does not input to Drive 2 HI HI LOW LOW
the TCM, but goes directly to the ECM to determine a Open HI HI HI HI
Park/Neutral state and allow the engine to be started.
Invalid HI HI HI LOW
Routing Signal N to the ECM will allow the engine to
Invalid LOW HI HI HI
be started, even with a dead TCM. Signal N is not a
signal used by the TCM for manual shift selector HI = 12 Volts
LOW = 0 Volts
position logic. A logic chart has been provided for
you in Figure 15. Manual Shift Detent Lever Switch Terminal Identification
The Transmission Manual Shift Position Switch Terminal Function
assembly is serviced separately. A 12 Volt Feed From TCM
If the TCM detects an improper signal from the B Mode Switch Switch Signal "P"
transmission manual shift position switch (IMS) C Mode Switch Switch Signal "C"
assembly, a DTC will be activated. D Mode Switch Switch Signal "B"
E Mode Switch Switch Signal "A"
F Park/Neutral Start Signal "N" (Direct to ECM)
Figure 15
MANUAL SHIFT DETENT

LEVER SWITCH ASSEMBLY
A B C D E F
ELECTRICAL
CONNECTOR
Figure 16
SLIDE
A/T INPUT SPEED SENSOR Input Speed Sensor Assembly...continued
INPUT SPEED
The sensor receives 8.3 to 9.3 volts on the A/T ISS/
SENSOR CONNECTOR OSS supply voltage circuit from the TCM.
The TCM uses the ISS signal to determine line
pressure, transmission shift timing, TCC slip speed
A B and gear ratio.
A/T INPUT
SPEED SENSOR A/T OUTPUT SPEED SENSOR
A/T OUTPUT
SPEED SENSOR
TERMINAL “A” = ISS HIGH SIGNAL
TERMINAL “B” = ISS LOW SIGNAL
OUTPUT SPEED
SENSOR CONNECTOR
B A
TERMINAL “A” = ISS HIGH SIGNAL

TERMINAL “B” = ISS LOW SIGNAL
The A/T Input Speed Sensor

Is Excited By The 3-5/Reverse & The A/T Output Speed Sensor Is Excited By The Front
4-5-6 Clutch Housing Assembly Differential Transfer Gear Support Assembly
Figure 18
Figure 17 A/T Output Speed Sensor Assembly
A/T Input Speed Sensor Assembly The A/T Output Speed Sensor is a 2 wire Hall Effect
The A/T Input Speed Sensor is a 2 wire Hall Effect type speed sensor. It is mounted in the transmission
type speed sensor. It is mounted in the transmission case cover and is excited by the front differential
case cover and is excited by the 3-5-Reverse and 4-5- transfer gear support assembly as shown in Figure 18.
6 clutch housing assembly as shown in Figure 17.
SLIDE
A/T Output Speed Sensor Assembly...continued 20-Way Case Connector
The sensor receives 8.3 to 9.3 volts on the ISS/OSS The 20-way transmission case connector is also part
supply voltage circuit from the TCM. The TCM uses of the control solenoid body and TCM assembly, as
the OSS signal to determine line pressure, shown in Figure 20, and is not serviced separately.
transmission shift timing, vehicle speed and gear ratio. The case connector and the terminal identification
chart are both illustrated in Figure 19, for diagnostic
20-WAY CASE CONNECTOR purposes. We have also provided a full wiring
TERMINAL IDENTIFICATION schematic in Figure 20.
Since the case connector is part of the TCM and is
10 9 8 7 6 5 4 3 2 1 located internally, there is an oval rubber seal required
to seal the control unit 20-way connector to the valve
body cover which it pass through, as shown in Figure
20.
CONTROL VALVE BODY CONNECTOR & SEAL
20 19 18 17 16 15 14 13 12 11
View Looking Into
20-Way Case Connector
Pin No. Function

1 PSM Ground
2 CAN HI
3 I CAN HI - Termination
4 Not Used
5 CAN HI
6 Tap Up/Tap Down Switch
7-9 Not Used
10 Battery Positive Power
11 I CAN LO - Termination
12 CAN LO
13 Ignition 1 Voltage Power
14 CAN LO
15 Accessory Voltage
16 Stop Lamp Switch Signal
17 Not Used
18 Ground
CONTROL UNIT RUBBER SEAL
19 Battery Positive Voltage (Optional)
20 Park/Neutral Signal Figure 20
Figure 19
SLIDE
PARTIAL WIRE SCHEMATIC
10 9 8 7 6 5 4 3 2 1
Ignition Voltage
16 Way Clutch PC
20 19 18 17 16 15 14 13 12 11
Transmission CPC 2 Signal Solenoid 2
Connector
Control Module
Clutch PC
Battery Crank
Ignition Voltage
Run
CPC 3 Signal Solenoid 3

13
Battery Voltage (Optional) Clutch PC

19 CPC 4 Signal Solenoid 4
Battery Access
Accessory Voltage Clutch PC

15 CPC 5 Signal Solenoid 5
Battery Voltage TCC PC

10 TCC PC Signal Solenoid
Ignition Voltage
LINE PC
PSM Ground Line PC Signal Solenoid
Ignition Ground
1
18
Shift
SS 1 Signal Solenoid 1
Brake Apply Signal
16
Shift
SS 2 Signal Solenoid 2
Body Control
Tow/Haul
Switch
Module (BCM) Transmission Fluid

Temp Sensor
IInstrument
TFT Low
Cluster
Tap Up/Tap Down
TFT Signal
Tap Up
Ignition
Switch
Tap Down TFP SW1

6
TFP SW4
Pressure
Switches
Not Used
7 TFP SW3
Not Used TFP SW2

4
CAN HI Termination
Not Used
8
CAN LO Termination
Not Used A/T ISS Signal
9 A 2 Wire
Hall Effect
Not Used TCM Volts
17 B TISS
TCM Volts
3 B 2 Wire
A/T OSS Signal Hall Effect
Engine Control Module (ECM)
11 A TOSS
CAN HI 1 Speed Sensor
5 Connector
Internal
CAN LOW 1 Mode Switch
12 P/N Signal
F
Signal A
CAN HI 2 E
2 Signal B
D
CAN LOW 2 Signal C
14 C
Signal P
B
P/N Switch Signal Transmission 12 Volt Feed
20 Control Module A
Manual Shift
16 Way Control Solenoid Body Detent Position
Connector And TCM Assembly Switch Connector
Figure 21
SLIDE
DIAGNOSTIC TROUBLE CODE (DTC) IDENTIFICATION
DTC DESCRIPTION DTC TYPE*
P0218 Transmission Fluid Overtemperature, Over 270°F for 10 minutes. C
P0562 System Voltage Low, 11 volts or less for 10 seconds. C
P0563 System Voltage High, Greater than 18 volts for 12 seconds. C
P0601 TCM (Internal), Read Only Memory (ROM). A
P0602 TCM, Not Programmed. A
P0603 TCM (Internal), Long term memory reset. A
P0604 TCM (Internal), Random Access Memory (RAM). A
P0634 TCM (Internal), Overtemperature. A
P0667 TCM (Internal), Temperature Sensor Performance. C
P0668 TCM (Internal), Temperature Sensor circuit voltage low. C
P0669 TCM (Internal), Temperature Sensor circuit voltage high. C
P0703 Brake Switch Circuit, signal is invalid for 4 seconds. A
P0711 Transmission Fluid Temperature (TFT), Sensor performance. C
P0712 Transmission Fluid Temperature (TFT), Sensor circuit voltage low. C
P0713 Transmission Fluid Temperature (TFT), Sensor circuit voltage high. C
P0716 Input Speed Sensor (ISS), Sensor performance. A
P0717 Input Speed Sensor (ISS), Sensor circuit voltage low. A
P0719 Brake Switch Circuit, Circuit voltage low. A
P0722 Output Speed Sensor (OSS), Sensor circuit voltage low. A
P0723 Output Speed Sensor (OSS), Sensor intermittent. A
P0724 Brake Switch Circuit, Circuit voltage high. A
P0729 Incorrect 6th Gear Ratio. C
P0731 Incorrect 1st Gear Ratio. A
P0732 Incorrect 2nd Gear Ratio. A
P0733 Incorrect 3rd Gear Ratio. A
P0734 Incorrect 4th Gear Ratio. A
P0735 Incorrect 5th Gear Ratio. A
P0736 Incorrect Reverse Gear Ratio. A
P0741 Torque Converter Clutch (TCC), System Stuck OFF. B
P0742 Torque Converter Clutch (TCC), System Stuck ON. B
P0751 Shift Solenoid (SS) 1 Valve Performance, Stuck OFF. C
P0752 Shift Solenoid (SS) 1 Valve Performance, Stuck ON. A
*DTC TYPES
A - Emission-related, turns the MIL "ON" immediately after the 1st failure.
B - Emission-related, turns the MIL "ON" after two consecutive drive cycles with failure.
C - Non-emission-related, no lamps and may display message on driver information center.
Figure 22
SLIDE
P0756 Shift Solenoid (SS) 1 Valve Performance, Stuck OFF. A
P0776 Clutch Pressure Control (PC) Solenoid 2, Stuck OFF. A
P0777 Clutch Pressure Control (PC) Solenoid 2, Stuck ON. A
P0815 Upshift Switch Circuit Error. C
P0816 Downshift Switch Circuit Error. C
P0826 Upshift and Downshift Switch Circuit Error. C
P0842 Transmission Fluid Pressure (TFP) Switch 1, Circuit Voltage Low. C
P0843 Transmission Fluid Pressure (TFP) Switch 1, Circuit Voltage High. C
P0851 Park/Neutral Position (PNP) Switch, Circuit Voltage Low. C
P0852 Park/Neutral Position (PNP) Switch, Circuit Voltage High. C
P0961 Line Pressure Control (PC) Solenoid, System Performance. A
P0962 Line Pressure Control (PC) Solenoid, Circuit Voltage Low. A
P0963 Line Pressure Control (PC) Solenoid, Circuit Voltage High. A
P0965 Clutch Pressure Control (PC) Solenoid 2, System Performance. A
P0966 Clutch Pressure Control (PC) Solenoid 2, Circuit Voltage Low. A
P0967 Clutch Pressure Control (PC) Solenoid 2, Circuit Voltage High. A
P0973 Shift Solenoid 1 (SS), Control Circuit Voltage Low. A
P0974 Shift Solenoid 1 (SS), Control Circuit Voltage High. A
P0976 Shift Solenoid 2 (SS), Control Circuit Voltage Low. A
P0977 Shift Solenoid 2 (SS), Control Circuit Voltage High. A
P1621 TCM (Internal), Long Term Memory Performance. A
P1684 TCM (Internal), Power Up Temperature Sensor Performance. A
*DTC TYPES
Figure 23
SLIDE
P1685 TCM (Internal), Power Up Temperature Sensor, Circuit Voltage Low. A
P1686 TCM (Internal), Power Up Temperature Sensor, Circuit Voltage High. A
P1751 Shift Valve 1, Performance of Clutch Select Valve 2. B
P1825 Manual Shift Detent Position Switch, Invalid Range A
P1831 TCM (Internal), Driver No. 2, (Controls Line Pressure & Shift Lock Solenoids). A
P1832 TCM (Internal), Driver No. 2, (Controls Line Pressure & Shift Lock Solenoids). C
P1876 Up and Down Shift Switch Performance, Range Switch Not In D3. C
P1915 Manual Shift Detent Position Switch, Start In Wrong Range. A
P2534 Ignition Switch, Start Circuit Voltage Low. A
P2762 TCC Pressure Control (PC) Solenoid, System Performance. A
P2763 TCC Pressure Control (PC) Solenoid, Circuit Voltage High. A
P2764 TCC Pressure Control (PC) Solenoid, Circuit Voltage Low. A
*DTC TYPES
Figure 24
FAIL-SAFE OR PROTECTION MODE

If for any reason, the entire electronic control system of the transmission, or any one of the electrical
components within the Control Solenoid Body and TCM Assembly becomes disabled, the transmission will
default to fail-safe mode. If the transmission is in 1st, 2nd or 3rd gear during an electrical failure, the
transmission will default to 3rd gear. If the transmission is in 4th, 5th or 6th gear during an electrical failure, the
transmission will default to 5th gear.
If for any reason, the entire electronic control system of the transmission fails, the line pressure control
solenoid will be OFF, and maximum line pressure will be the result. This will create harsh engagements and
garage shifts. The TCC PC solenoid would also be OFF, resulting in no torque converter clutch apply.

SLIDE
6T70/75 CHECKBALL LOCATION AND FUNCTION
Number 1 Checkball Number 6 Checkball
The number one checkball is located in the upper valve body, as The number six checkball is located in the upper valve body, as
shown in Figure 25. When the transmission is operating in Drive shown in Figure 25. This "one way orifice control" type
1st, 2nd, 3rd, 4th, 5th or 6th gear, drive 1-6 fluid seats the checkball is used to differentiate the flow rate of fluid between
checkball against the drive braking passage and enters the 2-6 applying and releasing the 1-2-3-4 clutch. 2-6 clutch/1-2-3-4
clutch/1-2-3-4 clutch feed circuit to apply the 1-2-3-4 clutch. clutch feed fluid opens the checkball, while the transmission is
operating in Drive 1st, 2nd, 3rd, 4th, 5th or 6th gear. With the
Number 2 Checkball ball in this position, 2-6 clutch/1-2-3-4 clutch feed fluid flows
The number two checkball is located in the upper valve body, as freely into the 1-2-3-4 clutch feed passage. When Park, Reverse
shown in Figure 25. This shuttle type checkball is seated against or Neutral is selected after the transmission was operating in
the reverse passage while the transmission is operating in Park, Drive, exhausting 1-2-3-4 clutch feed fluid seats the checkball,
Neutral and Drive 1st. With the checkball in this position, shift and forces exhausting fluid through orifice number 32, which
solenoid 1 fluid enters the CSV2 enable circuit to the "clutch allows for a controlled exhaust of the 1-2-3-4 clutch.
select valve 2". When the transmission is operating in Reverse,
the checkball seats against shift solenoid 1 passage to allow Number 7 Checkball
reverse fluid to enter the CSV2 enable circuit and hold the The number seven checkball is located in the upper valve body,
"clutch select valve 2" in the applied position. as shown in Figure 25. This "one way orifice control" type
checkball is used to differentiate the flow rate of fluid between
Number 3 Checkball applying and releasing the 3-5/Reverse clutch. 3-5/Reverse
The number three checkball is located in the upper valve body, Supply fluid pressure seats the checkball against the 3-5/Reverse
as shown in Figure 25. This shuttle type checkball is seated Feed passage, while the transmission is operating in Reverse,
against the 4-5-6 clutch passage while the transmission is Drive 1st, 2nd, 3rd, 4th, 5th or 6th gear. With the checkball in
operating in Park, Reverse, Neutral, Drive 1st, 2nd and 3rd gear. this position, 3-5/Reverse Supply fluid is forced through orifice
With the checkball in this position, shift solenoid 2 fluid enters number 25 before entering the 3-5/Reverse Feed passage. The
the CSV3 enable circuit to apply the "clutch select valve 3". orifice helps control the apply rate of the 3-5/Reverse clutch
When the transmission is operating in Drive 4th, 5th or 6th gear, when the transmission shifts into Reverse, 3rd or 5th gear. When
the checkball seats against the shift solenoid 2 passage to allow Park or Neutral is selected after the transmission was operating
4-5-6 clutch fluid to enter the CSV3 enable circuit and hold the in Drive, or Reverse, exhausting 3-5/Reverse Feed fluid unseats
"clutch select valve 3" in the applied position. the checkball. This allows for a faster exhaust of 3-5/Reverse
Feed fluid and a quick release of the 3-5/Reverse clutch.
Number 4 Checkball
The number four checkball is located in the upper valve body, as Number 8 Checkball
shown in Figure 25. This shuttle type checkball is seated against The number eight checkball is located in the upper valve body,
the 4-5-6 clutch passage by Pressure Solenoid 4 fluid, while the as shown in Figure 25. This "one way orifice control" type
transmission is operating in Park, Reverse, Neutral, Drive 1st, checkball is used to differentiate the flow rate of fluid between
2nd and 3rd gear. With the checkball in this position, PS 4 fluid applying and releasing the Low/Reverse clutch. When the
enters the CSV2 latch circuit to hold the "clutch select valve 2" in transmission is operating in Park, Reverse, Neutral and Drive
the released position. When the transmission is operating in Range 1st gear-Engine Braking, the number eight checkball
Drive 4th, 5th or 6th gear, 4-5-6 clutch fluid seats the checkball which allows for a quick apply of the Low/Reverse clutch. When
against the PS 4 passage to allow 4-5-6 clutch fluid to enter the the transmission is operating in Drive Range First Gear, R1 fluid
CSV2 latch circuit to hold the "clutch select valve 2" in released exhausts, seating the ball forcing R1 fluid past orifice #18. The
the position. orifice helps control the release of the Low/Reverse clutch.
Number 5 Checkball Number 9 Checkball

The number five checkball is located in the upper valve body, as The number nine checkball is located in the upper valve body,
shown in Figure 25. This shuttle type checkball is seated against as shown in Figure 25. This "one way orifice control" type
the Drive 1-6 passage by 3-5/Reverse Feed fluid while the checkball is used to control the flow rate of fluid when applying
transmission is operating in Reverse. With the checkball in this and releasing the 4-5-6 clutch. When the transmission is
position, 3-5/Reverse Feed fluid enters the 3-5/Reverse Supply operating in Drive Range Fourth ,Fifth and Sixth gears, this
circuit and is routed to the number 7 checkball. When the clutch pressure seats the ball. At this time 4-5-6 fluid id forced
transmission is operating in Drive 1st, 2nd, 3rd, 4th, 5th or 6th through orifice #39 before going to the 4-5-6 clutch. The orifice
gear, Drive 1-6 fluid seats the ball against the 3-5/Reverse Feed helps control the rate of apply and release of the 4-5-6 clutch.
passage to allow Drive 1-6 fluid to enter the 3-5/Reverse Supply
circuit. Actuator Feed Accumulator Piston
The Actuator Feed Accumulator Piston is located in the control
valve channel plate, as shown in Figure 25. Three actuator feed
accumulators are used to dampen any pressure irregularities
occurrin the in actuator feed limit fluid circuit.

SLIDE
6T70/75 CHECKBALL LOCATION AND FUNCTION
CSV3 Enable
Drive “B” Drive 1-6 #3 3-5 Clutch Feed Drive 1-6 3-5 Reverse Supply 3-5 Reverse Feed
#1 2-6 Clutch/1-2-3-4 Clutch Feed

4-5-6 Clutch Shift Solenoid 2
#5 3-5 Reverse Supply
#7
3-5 Reverse Supply
CSV2 Latch
CSV2 Enable R1
4-5-6 Clutch 4-5-6 Clutch
1-2-3-4 Clutch Feed
#2
PS4 R1
#8 #9
#4 #6 R1
4-5-6 Clutch 4-5-6 Clutch
4-5-6 Clutch 1-2-3-4 Clutch Feed 2-6 Clutch/1-2-3-4 Clutch Feed
Shift Solenoid 1 Reverse
#8 #4 #9 #1 #6
#7
#2 #3 #5
CONTROL VALVE UPPER VALVE BODY
AFL
Exhaust Backfill
AFL AFL
AFL
Accumulator
Exhaust
Exhaust
AFL AFL AFL
Accumulator Accumulator
CONTROL VALVE CHANNEL PLATE

Figure 25
SLIDE
6T70/75 UPPER VALVE BODY IDENTIFICATION
5
4
10 9 3
8
2
15 7
19 14 6
13
12
11
18 36
17 37
32 38
16 39
33
29 34
30
25
1 35
21 26 31
27
22
23
28
20
24
1. Upper Control Valve Body 20. Manual Valve

2. 3-5-Reverse Clutch Regulator Valve Spring 21. Clutch Select Solenoid Valve #2 Spring
3. 3-5-Reverse Clutch Regulator Valve 22. Clutch Select Solenoid Valve #2
4. 3-5-Reverse Clutch Regulator Valve Bore Plug 23. Clutch Select Solenoid Valve #2 Bore Plug
5. 3-5-Reverse Clutch Regulator Valve Retainer 24. Clutch Select Solenoid Valve #2 Retainer
6. 2-6 Clutch Regulator Valve Spring 25. Clutch Select Solenoid Valve #3 Spring
7. 2-6 Clutch Regulator Valve 26. Clutch Select Solenoid Valve #3
8. 2-6 Clutch Gain Valve 27. Clutch Select Solenoid Valve #3 Bore Plug
9. 2-6 Clutch Regulator/Gain Valve Bore Plug 28. Clutch Select Solenoid Valve #3 Retainer
10. 2-6 Clutch Regulator/Gain Valve Retainer 29. Torque Converter Clutch Control Valve
11. Torque Converter Clutch Regulator Apply Valve Spring 30. Torque Converter Clutch Control Valve Spring
12. Torque Converter Clutch Regulator Apply Valve 31. Torque Converter Clutch Control Valve Retainer
13. Torque Converter Clutch Regulator Apply Shuttle Valve 32. Isolator Valve Spring
14. Torque Converter Clutch Regulator Apply/Shuttle Valve 33. Isolator Valve
Bore Plug 34. Isolator Valve Bore Plug
15. Torque Converter Clutch Regulator Apply/Shuttle Valve 35. Isolator Valve Retainer
Retainer 36. Main Pressure Regulator Valve
16. Low/Reverse/4-5-6 Clutch Regulator Valve Spring 37. Main Pressure Regulator Valve Spring
17. Low/Reverse/4-5-6 Clutch Regulator Valve 38. Main Pressure Regulator Valve Bore Plug
18. Low/Reverse/4-5-6 Clutch Regulator Valve Bore Plug 39. Main Pressure Regulator Valve Retainer
19. Low/Reverse/4-5-6 Clutch Regulator Valve Retainer
Figure 26
SLIDE
6T70/75 LOWER VALVE BODY IDENTIFICATION
4
7 21
3
6 2 20
10
19
5
9
8
16
17
1 18
11
12 15
13
14
1. Lower Control Valve Body 13. Default Override 1-2-3-4 Clutch Valve
2. 3-5-Reverse Clutch Boost Valve 14. 1-2-3-4 Clutch Regulator Valve/Default Override 1-2-3-4
3. 3-5-Reverse Clutch Boost Valve Spring Clutch Valve Bore Plug
4. 3-5-Reverse Clutch Boost Valve Retainer 15. 1-2-3-4 Clutch Regulator Valve/Default Override 1-2-3-4
5. Actuator Feed Limit Valve Clutch Valve Retainer
6. Actuator Feed Limit Valve Spring 16. 1-2-3-4 Clutch Boost Valve
7. Actuator Feed Limit Valve Retainer 17. 1-2-3-4 Clutch Boost Valve Spring
8. 4-5-6 Clutch Boost Valve 18. 1-2-3-4 Clutch Boost Valve Retainer
9. 4-5-6 Clutch Boost Valve Spring 19. 4-5-6 Clutch Accumulator Piston
10. 4-5-6 Clutch Boost Valve Retainer 20. 4-5-6 Clutch Accumulator Piston Spring
11. 1-2-3-4 Clutch Regulator Valve Spring 21. 4-5-6 Clutch Accumulator Piston Retainer
12. 1-2-3-4 Clutch Regulator Valve
Figure 27
SLIDE
6T70/75 TRANSMISSION CASE -VALVE BODY SIDE PASSAGE IDENTIFICATION
2 3 4 5 6
1. Cooler Feed
2. R1
11 7 8 3. 4-5-6 Clutch
4. 2-6 Clutch
5. 3-5-Reverse Clutch
6. Compensator Feed
7. Decrease
10 8. Line
9 9. TCC Release
1
10. TCC Apply
11. 1-2-3-4 Clutch
6T70/75 TRANSMISSION CASE -DIFFERENTIAL SIDE PASSAGE IDENTIFICATION
13 1. Cooler Feed
7. Decrease
8. Line
9. TCC Release
10. TCC Apply
13. Lube
10
13
9
7
8
Figure 28
SLIDE
6T70/75 TRANSMISSION CASE -END COVER SIDE PASSAGE IDENTIFICATION
1. Cooler Feed
2. R1
3. 4-5-6 Clucth
4. 2-6 Clutch
6. Compensator Feed
7. Decrease
8. Line
11 9. TCC Release
2 10. TCC Apply
11. 1-2-3-4 Clutch
3
4
5
6
6T70/75 END COVER PASSAGE IDENTIFICATION
13 2
3 3
1. Cooler Feed
2. R1
3. 4-5-6 Clucth
4. 2-6 Clutch 5
6. Compensator Feed
7. Decrease 13 4
8. Line 6
14
9. TCC Release
10. TCC Apply
5
11. 1-2-3-4 Clutch
13. Lube
14. Exhaust 6
Figure 29
SLIDE
6T70/75 FRONT DIFFERENTIAL TRANSFER DRIVE GEAR SUPPORT -CASE SIDE PASSAGE IDENTIFICATION
TCC RELEASE
TCC APPLY
6T70/75 FRONT DIFFERENTIAL TRANSFER DRIVE GEAR SUPPORT -

DIFFERENTIAL HOUSING SIDE PASSAGE IDENTIFICATION
9
9
10
10
9. TCC Release
10. TCC Apply
Figure 30
SLIDE
GM 6T70/75
I/O SPEED SENSOR ISSUES
COMPLAINT: A 2007 GMC Acadia equipped with a 6T70 transaxle may develop a problem illuminating the
“Check Engine” lamp with some of the following codes being set: P0716, P0717, P0722, P0723,
P0751, P0756, P0776, P0796, P2714 or P2723. A 2007 Buick Enclave
Pontiac G6, Saturn Aura or Outlook may also develop this same complaint.
CAUSE: The Input and/or Output Speed Sensors are faulty.
CORRECTION: Use a scan tool to check input and output rpm and replace the defective speed sensor(s).
To replace the ISS or OSS speed sensor, the valve body will have to be removed. Remove only the
shaded bolts shown in Figure 1 to remove the valve body assembly.
The location of the speed sensors is explained in Figure 2.
NOTE: There has been problems with the input and output speed sensors while still under the factory
warranty. Refer to Factory Bulletin 07-0730-019A.
A/T Input Speed Sensor...............................................................................................24223891
A/T Output Speed Sensor............................................................................................24238337
SPECIAL NOTE: Care must be taken when dropping the frame to gain access to the transmission to not let the
splined steering knuckle slip out of the steering rack. If this should occur, after reassembly the steering wheel will
rotate continuously and could cause damage to the clock springs setting a variety of codes.
Many thanks to Luis Zabala

from WiWi’s Transmissions

SLIDE
REMOVE ONLY THE SHADED BOLTS TO REMOVE THE VALVE BODY ASSEMBLY
Figure 1
A/T OUTPUT
SPEED SENSOR
UNDER VALVE BODY
IN CASE CAVITY
A/T INPUT
SPEED SENSOR
UNDER VALVE
BODY IN THE
REAR OF THE
CASE CAVITY

Figure 2

74
WESCO
Black & White
(Use 07 Ad)
SLIDE
AMG HUMMER H1 1997 - 2000
MYSTERIOUS TRANSMISSION FLUID LOSS
COMPLAINT: Before or after overhaul, a 1995 to 2000 model Hummer H1 enters the shop with an
unexplained transmission fluid loss, venting from the transfer case or transmission fluid
contaminating the air filter.
CAUSE: One cause may be the oil cooler in the transfer case has a crack and is leaking ATF into the
transfer case.
Hummer uses a cooler inside the NV242HD Transfer Case. The cooler tube is prone to
cracking which will allow transmission cooler pressure to leak into the transfer case. Once
this begins occurring, the transfer case will become overfilled and depending on the
severity of the crack, fluid may vent from the transfer case, or the fluid can make its way
into the air cleaner and contaminate the air filter and leak near the right front tire. It is also
possible for the fluid pressure to push out the rear seal. Transmission damage may also
occur if the transmission fluid level becomes too low.
In 2001 Hummer introduced an updated cooler with a revised support bracket and
additional mounting tabs to restrict movement and eliminate cracking of the cooler. This
revised cooler can be identified by the “Blue” ID Stripe located on one of external fittings.
Refer to Figure 1 for Cooler location in the Transfer Case. Refer to Figure 2 for cracking
location of the Cooler Tube. Refer to Figure 3 for description and depiction of revised
Transfer Case Cooler. Refer to Figure 4 for Transfer Case Cooler, hose and cooler line
routing diagram.
CORRECTION: Install the updated cooler.
AMG Hummer Part # for: Revised Transfer Case Cooler................................................6011652

76
ROCKLAND
Black & White
(Use 07 Ad)
SLIDE
TRANSFER CASE
COOLER LOCATION

Figure 1
SLIDE
Blue ID Stripe
Visible Without
Transfer Case Removal Updated Cooler
with Revised
Cracks can Support Bracket and
form here. Mounting Tabs
Copyright © 2008 ATSG Copyright © 2008 ATSG

Figure 2 Figure 3
TRANSFER CASE
COOLER ROUTING
Bottom Line Top Line

To Cooler Trans To
From Transfer
Case Cooler Transfer
Case Cooler
Cooler Return
To Radiator
Radiator
Return
Cooler
Bypass Valve
Figure 4

SLIDE
ALLISON MT545
ELECTRIC MODULATOR OPERATION
COMPLAINT: The transmission shifts are to soft or to harsh. The transmission may have durability issues as
far as burning the friction plates either before overhaul or prematurely, after overhaul.
CAUSE: One of the components in the electric modulator control system has failed.
CORRECTION: The electric modulator has only two positions, light throttle operation and heavy throttle
operation. With light throttle the modulator is not energized, therefore, the transmission is
using a set line pressure of approximately 155 psi.
When the throttle is depressed to 80% or greater, the modulator is then energized and
pressure is raised to insure proper clutch holding pressure. This is also important when the
vehicle is fully loaded. It takes more throttle to move the vehicle thereby energizing the
modulator to raise clutch pressure to insure durability.
When the throttle is released to 60% or less, the modulator is released to avoid clunks on the
downshifts.
The components involved are the vehicles Engine Control Module, Accelerator Pedal
Position Module, (See Figure 1), Modulator Control Relay, (See Figure 2), and the Electric
Modulator, (See Figure 3).
The Accelerator Pedal Position Module sends its signal to the ECM. The ECM in turn
grounds the normally open Modulator Control Relay which energizes the modulator.
The modulator is provided with system voltage which depends on whether it is a 12 volt or
24 volt system. Once the modulator is energized its plunger shoots out and strokes the
modulator valve. This system can be used in a non-comouter controlled vehicle by the use of
a throttle controlled ON/OFF switch.
The modulator can be mechanically faulty if it is stuck in or out, or, it can be electrically
faulty if it is shorted or open.
The relay could be open which would not energize the modulator or it could be stuck closed
which would result in the modulator not withdrawing.
If the APPM signal is faulty, the relay would not be energized or could be energized at all
times.
The ECM could be faulty by not providing the necessary ground to the relay or by providing
ground at all times. The ECM in the vehicle is provided by the engine builder, (International,
Cummins, Caterpillar, etc.). The relay and APPM is provided by the truck maker, (Ford,
GMC, Freightliner, Mack, Etc.). The modulator is supplied by Allison.
The modulator has two wires, one is from the relay which provides electricity to the
modulator. The other is ground which is usually grounded to the chassis nearby.
Check for system voltage to be present at the modulator on full throttle and no electricity
when the throttle is released, (Refer to the wire diagram in Figure 4). In most cases the faulty
component is usually the modulator or the relay.
12 Volt Electric Modulator..........................................................................................29508036
24 Volt Electric Modulator..........................................................................................29508037

SLIDE
THE APPM
SENDS A
SYSTEM
VOLTAGE
SIGNAL TO
THE ECM
THE ECM CUSTOMER

SENDS A SUPPLIED
GROUND NORMALLY
SIGNAL OPEN
TO THE RELAY
RELAY 12-5
9923
OU8

Figure 2
81
Transgo
82
Trans Digest
SLIDE
3340
12 VOLT MODULATOR - PN 29508036

24 VOLT MODULATOR - PN 29508037
Figure 3

SLIDE
ELECTRIC MODULATOR SYSTEM DIAGRAM
HOT IN RUN
THIS DIAGRAM IS OF A 1999 - 2005

ACCELERATOR PEDAL
INTERNATIONAL 1000 SERIES TRUCK
POSITION MODULE
WITH AN ALLISON 545 TRANSMISSION
EQUIPPED WITH AN ELECTRIC MODULATOR.
OT H E R V E H I C L E S W I T H E L E C T R I C
MODULATOR WILL BE SIMILAR.
IDLE POSITION
SWITCH
HOT IN RUN
ENGINE CONTROL MODULE
CHASSIS
GROUND
2
MODULATOR
CONTROL
RELAY
ELECTRIC
MODULATOR
Figure 4

SLIDE
ALLISON AT545 TRANSMISSION

FLYWHEEL DAMAGE
COMPLAINT: The vehicle returns with a complaint of leaking out the front of the transmission and a slight
vibration at higher engine speeds. When the transmission is removed, the flywheel is cracked
and the front pump bushing is damaged.
CAUSE: The crankshaft pilot (Refer to Figure 1) is worn.
CORRECTION: Replace the crankshaft pilot or have sleeved to original specifications.
CHECK FOR
WEAR HERE

Figure 1

SLIDE
GM ALLISON 1000/2000
NO UP SHIFT, DTC P0708 STORED
COMPLAINT: Before or after overhaul, a GM vehicle equipped with the Allison 1000/2000 transmission
may exhibit a no up shift condition. When scanning the truck code P0708 (Transmission
Range Sensor Circuit Input High) is stored. Usually when this code is stored, replacing the
“Neutral Start Backup Switch” cures the problem, however, when looking for the NSBU
switch, the technician notices the switch is not bolted on the driver side of the transmission
case.
CAUSE: Beginning in 2006, GM vehicles with the Allison 1000/2000 transmission eliminated the
NSBU switch on the outside of the transmission, and instead used an Internal Mode Switch
in its place. The Internal Mode Switch is located on the selector shaft inside the
transmission and indicates gear selector position to the ECM. When this Internal Mode
Switch was introduced, the internal harness in the transmission was also changed because
internal harness pin assignments were changed as well.
The switch can be tested in the same way as the previous NSBU switch, and switch parity is
identical. Refer to Figure 1 for Internal Mode Switch location. Refer to Figure 2 for
Transmission Harness Connector Pin ID Internal Mode Switch models and NSBU models
with Line Pressure EPC Solenoid.
CORRECTION: Verify wiring harness integrity, replace the Internal Mode Switch. Refer to Figure 3 for
partial wiring diagram and Internal Mode Switch parity test chart.
Note: These parts may not be available from GM, but, are available from an Allison Dealer.
Detent Lever (Allison Part Number)...................................................................29542692

Internal Wiring Harness (Allison Part Number)..................................................29543334
Special thanks to Mitch Uptagraft from John’s

Transmission in Eightmile AL for supplying the
Internal Mode Switch and helping us put this
information together.

SLIDE
INTERNAL MODE SWITCH

LOCATION
Pin A: Park/Neutral Signal

Pin B: Switch Signal P
Pin C: Switch Signal A
Pin D: Switch Signal B
Pin E: Switch Signal C
Pin F: Ground
Note: Pins are labeled at bottom

of switch.
Figure 1

SLIDE
NEW DESIGN
PIN WIRE COLOR CIRCUIT PIN DESIGNATION TRANSMISSION HARNESS

1 Grn 1222 Solenoid 1Ground CONNECTOR PIN ID WITH
2 Lt Grn 1223 Solenoid 2 Ground INTERNAL MODE SWITCH
3 Violet 2527 Solenoid 3 Ground
4 Org 1224 PSA Signal C
6 Grey 1226 PSA Signal E
7 Wht 1225 PSA Signal D
1 2 3 4
8 Tan 1227 TFT Sensor 5 Volt Ref
9 Blk 2762 TFT/Internal Mode Switch Gnd 6 7 8 9 10 11
10 Pink 418 TCC PWM Sol Signal Low
14 15 16 17 18 19
11 Brn 2529 PSA Signal Reverse
14 Red 1228 Epc/TCC/PCS 1 Power 12V
15 Dk Blue 1229 Pressure Control Solenoid 2 Low 20 21 22 23 24
16 Red/Blk 323 Sol 1/2/3/PCS 2 Power 12V
17 Blue 2469 Pressure Control Solenoid 1 Low
18 Violet/Blk 1786 Internal Mode Switch P/N Signal
19 Yellow 1530 Line Pressure EPC Low
20 Blk/White 773 Internal Mode Switch C Signal
21 Tan/White 772 Internal Mode Switch B Signal TRANSMISSION EXTERNAL
22 Yellow/Blk 771 Internal Mode Switch A Signal CONNECTOR FACE VIEW
23 Pink/Blk 776 Internal Mode Switch P Signal WITH INTERNAL WIRE COLORS
24 Red 1228 Epc/TCC/PCS 1 Power 12V
Note: Pin 14 and 24 both feed the same solenoids.
PREVIOUS DESIGN
PIN WIRE COLOR CIRCUIT PIN DESIGNATION TRANSMISSION HARNESS

A Dk Grn 1222 Solenoid C Ground CONNECTOR PIN ID WITH
B Yel/Blk 1223 Solenoid D Ground NSBU SWITCH AND EPC
C Pink 839 Shift Solenoid Power 12V
D Lt Grn 1224 PSA Signal C
E Red 1226 PSA Signal E
F Dk Blue 1225 PSA Signal D A B C D
G Yel 1227 TFT Sensor 5 Volt Ref
H Blk 407 TFT Sensor Ground E F G H J K
J Brn 418 TCC PWM Sol Signal Low L M N P R S
K Tan 901 PSA Signal Reverse

L Red/Blk 1228 Trim Sol A High T U V W
M Lt Blue 1229 Trim Sol A Low

N Gry 908 Trim Sol B High
P Ppl 904 Trim Sol B Low
R Orn 1530 Line Pressure EPC Low PED 4
S Blk 902 TCC PWM/EPC Power 12V
TRANSMISSION EXTERNAL
T Wht 900 TRANS ID
— — CONNECTOR FACE VIEW
U Not Used
V — — Not Used
WITH EXTERNAL WIRE COLORS
W Blk/Wht 452 Solenoid E Ground
Figure 2

SLIDE
INTERNAL MODE SWITCH PARITY CHART
INTERNAL MODE INTERNAL MODE INTERNAL MODE INTERNAL MODE
RANGE SWITCH SIGNAL A SWITCH SIGNAL B SWITCH SIGNAL C SWITCH SIGNAL P
P LOW/OFF HIGH/ON HIGH/ON LOW/OFF
R LOW/OFF LOW/OFF HIGH/ON HIGH/ON
N HIGH/ON LOW/OFF HIGH/ON LOW/OFF
D HIGH/ON LOW/OFF LOW/OFF HIGH/ON
M LOW/OFF LOW/OFF LOW/OFF LOW/OFF
2 LOW/OFF HIGH/ON LOW/OFF HIGH/ON
1 HIGH/ON HIGH/ON LOW/OFF LOW/OFF
NOTE: HIGH/ON = APPROXIMATELY 5 VOLTS

LOW/OFF = APPROXIMATELY 0 VOLTS
SELECTOR IN PARK SELECTOR IN REVERSE
A B C D A B C D
P/N P/N
MODE SWITCH MODE SWITCH
SELECTOR IN NEUTRAL SELECTOR IN DRIVE
A B C D A B C D
P/N P/N
SELECTOR IN M SELECTOR IN 2
A B C D A B C D
P/N P/N
SELECTOR IN 1
A B C D
P/N
MODE SWITCH
Figure 3
INFORMATION ONLY
GM ALLISON 1000/2000
SETTING CODE P0735 ON HIGHWAY
COMPLAINT: Before or after overhaul, a GM vehicle equipped with the Allison 1000/2000 transmission
exhibits a complaint of a neutralizing condition while driving at highway speeds. Code
retrieval indicates code P0735 (5th gear ratio error) is stored.
CAUSE: One cause may be severe damage inside the transfer case causing the transfer case to go
into neutral which causes the computer to store code P0735. This severe damage in the
transfer case is caused by a loss of fluid inside the transfer case itself. The reason for the loss
of fluid is overheating. Overheating to the point the fluid vaporizes and escapes through the
vent system.
Mike Weinberg from “Rockland Standard Gear” covered this problem very well in the
March, 2007 issue of “Transmission Digest”. At this time Mike and his Staff are
recommending to remove the ATF from the transfer case and replace it with 5w-30 motor
oil, and adding an extra quart to the level after it is filled by removing the speed sensor and
adding the extra quart there. In addition, Rockland Standard Gear is recommending the
fluid level be checked every 5,000 miles, and changed every 10,000 miles. For additional
information refer to the March, 2007 issue of Transmission Digest.
CORRECTION: Repair or replace the transfer case, fill with 5w-30 motor oil, adding 1 extra quart, then
rechecking levels at 5,000 mile intervals, and changing the fluid at 10,000 mile intervals.
Special thanks to Mike Weinberg of Rockland

Standard Gear for the contribution of this article.

SLIDE
ALLISON 1000 SERIES
TCC CYCLING OR SURGE
COMPLAINT: After torque converter replacement, the vehicle has TCC cycling or surge. This might be
mistaken for an engine miss. When scanning the TCM, the TCC solenoid operation appeared
normal, even the tachometer was steady. No codes were stored, but when a movie was taken
during a road test, what was found was a glitch in the engine rpm signal.
CAUSE: The replacement torque converter had damaged dimples on the outside housing, Refer to Figure
1). Since the engine speed sensor is located in the bellhousing and is excited by the dimples on
the outside of the converter, (Refer to Figure 2), the damaged dimples created a glitch in the
engine speed signal. This glitch or “hiccup” in the engine speed signal was enough to cause the
TCC related problems.
CORRECTION: When a replacement converter is used, be sure the dimples on the outside are not damaged. Care
must be exercised in handling both the original and the replacement converters.
NOTE: A drain plug cannot be installed as this will cause a similar problem since the engine speed
sensor would spike the signal when it sees the drain plug.

SLIDE
TCC CYCLING OR SURGE
DAMAGED
DIMPLE

Figure 1
ENGINE SPEED
SENSOR IS
READING THE
DIMPLES ON THE
CONVERTER HOUSING

Figure 2

SLIDE
DIAGNOSTIC TROUBLE CODES FOR THE ALLISON 1000/2000
“CHECK TRANS”
DTC DESCRIPTION
LAMP ON*
P0117 Engine Coolant Temperature Circuit Voltage Low (High Temp) NO
P0118 Engine Coolant Temperature Circuit Voltage High (Low Temp) NO
P0121 Pedal Position Sensor Performance Problem NO
P0122 Pedal Position Sensor Circuit Voltage Low YES
P0123 Pedal Position Sensor Circuit Voltage High YES
P0218 Transmission Fluid Over Temp NO
P0561 Unrealistic Variations In System Voltage NO
P0562 System Voltage Low YES
P0563 System Voltage High YES
P0602 TCM Not Programmed YES
P0606 Controller Internal Performance YES
P0613 TCM Processing Error NO
P0614 Torque Control Data Mismatch...ECM/TCM YES
P0634 TCM Internal Temperature Too High YES
P0658 Actuator Supply Voltage High Side Driver 1 Low YES
P0659 Actuator Supply Voltage High Side Driver 1 High YES
P0700 MIL Illumination Request YES
P0701 Transmission Control System Performance NO
P0703 Brake Switch Circuit Malfunction NO
P0705 Transmission Range Sensor Circuit (PRNDL Input) YES
P0706 Transmission Range Sensor Circuit Performance YES
P0708 Transmission Range Sensor Circuit Input High YES
P0710 Transmission Fluid Temperature Sensor Circuit Fault YES
P0711 Transmission Fluid Temperature Sensor Circuit Performance YES
P0712 Transmission Fluid Temperature Sensor Circuit Input Low (High Temp) YES
P0713 Transmission Fluid Temperature Sensor Circuit Input High (Low Temp) YES
P0716 Turbine Speed Sensor Circuit Performance YES
P0717 Turbine Speed Sensor Circuit No Signal YES
P0719 Brake Switch Circuit Fault NO
P0721 Output Speed Sensor Circuit Performance YES
P0722 Output Speed Sensor Circuit No Signal YES
P0726 Engine Speed Input Circuit Performance YES
P0727 Engine Speed Sensor Circuit No Signal YES
P0729 Incorrect 6th Gear Ratio YES
*The MIL Lamp may not illuminate on vehicles that are not OBD-II compliant
SLIDE
DIAGNOSTIC TROUBLE CODES FOR THE ALLISON 1000
“CHECK TRANS”
DTC DESCRIPTION
LAMP ON*
P0731 Incorrect 1st Gear Ratio YES
P0732 Incorrect 2nd Gear Ratio YES
P0733 Incorrect 3rd Gear Ratio YES
P0736 Incorrect Reverse Gear Ratio YES
P0741 Torque Converter Clutch System Stuck Off YES
P0742 Torque Converter Clutch System Stuck On YES
P0743 Torque Converter Clutch PWM Solenoid Electrical Circuit Fault YES
P0746 Solenoid “A” Controlled Clutch Stuck Off YES
P0747 Solenoid “A” Controlled Clutch Stuck On YES
P0748 Pressure Control (Trim) Solenoid “A” Electrical Circuit Fault YES
P0751 Shift Solenoid 1 Performance (Stuck Off) YES
P0752 Shift Solenoid 1 Performance (Stuck On) YES
P0763 Shift Solenoid “C” Electrical Circuit Fault YES
P0768 Shift Solenoid “D” Electrical Circuit Fault YES
P0773 Shift Solenoid “E” Electrical Circuit Fault YES
P0776 Solenoid “B” Controlled Clutch Stuck Off YES
P0777 Solenoid “B” Controlled Clutch Stuck On YES
P0778 Pressure Control (Trim) Solenoid “B” Electrical Circuit Fault YES
P0826 Tap Up & Tap Down Shift Switch Circuit Fault NO
P0827 Tap Up & Tap Down Shift Switch Circuit Low NO
P0828 Tap Up & Tap Down Shift Switch Circuit High NO
P0836 Four Wheel Drive Low Switch Malfunction NO
P0840 Transmission Pressure Switch/Solenoid “C” (PS1) Circuit Fault YES
P0841 Transmission Pressure Switch/Solenoid “C” (PS1) Circuit Stuck Open YES
P0842 Transmission Pressure Switch/Solenoid “C” (PS1) Circuit Stuck Closed YES
P0843 Transmission Pressure Switch/Solenoid “C” (PS1) Circuit High YES
P0845 Transmission Pressure Switch/Solenoid “D” (PS2) Circuit Fault YES
P0846 Transmission Pressure Switch/Solenoid “D” (PS2) Circuit Stuck Open YES
SLIDE
“CHECK TRANS”
DTC DESCRIPTION
LAMP ON*
P0847 Transmission Pressure Switch/Solenoid “D” (PS2) Circuit Fault YES
P0848 Transmission Pressure Switch/Solenoid “D” (PS2) Circuit High YES
P0870 Transmission Pressure Switch/Solenoid “E” (PS3) Circuit Fault YES
P0871 Transmission Pressure Switch/Solenoid “E” (PS3) Circuit Stuck Open YES
P0872 Transmission Pressure Switch/Solenoid “E” (PS3) Circuit Stuck Closed YES
P0873 Transmission Pressure Switch/Solenoid “E” (PS3) Circuit High YES
P0875 Transmission Reverse Pressure Switch (PS4) Circuit Malfunction YES
P0876 Transmission Reverse Pressure Switch (PS4) Circuit Stuck Open YES
P0877 Transmission Reverse Pressure Switch (PS4) Circuit Stuck Closed YES
P0878 Transmission Reverse Pressure Switch (PS4) Circuit High YES
P0880 TCM Power Supply Loss NO
P0881 TCM Power Input Signal Performance Problem NO
P0882 TCM Power Supply Low NO
P0883 TCM Power Supply High NO
P0960 Pressure Control Solenoid (”G”) Main Mod Circuit Control Open NO
P0962 Pressure Control Solenoid (”G”) Main Mod Circuit Control Low YES
P0963 Pressure Control Solenoid (”G”) Main Mod Circuit Control High YES
P0964 Pressure Control Solenoid 2 (PCS 2) Control Circuit Open YES
P0966 Pressure Control Solenoid 2 (PCS 2) Control Circuit Low YES
P0967 Pressure Control Solenoid 2 (PCS 2) Control Circuit High YES
P0972 Shift Solenoid 1 (SS1) Control Circuit Open YES
P0973 Shift Solenoid 1 (SS1) Control Circuit Low YES
P0974 Shift Solenoid 1 (SS1) Control Circuit High YES
P1688 Unmanaged Engine Torque Delivered to TCM YES
P1709 See DTC P0870 YES
SLIDE
“CHECK TRANS”
DTC DESCRIPTION
LAMP ON*
P1760 See DTC P0880 NO
P1779 Engine Torque Delivered to TCM Error NO
P1835 Kickdown Circuit Malfunction YES
P1875 Four Wheel Drive Low Switch Circuit Fault NO
P1891 Throttle Position Sensor PWM Signal Input Low NO
P1892 Throttle Position Sensor PWM Signal Input High NO
P2637 Torque Management Feedback Signal-(SEM) Shift Energy Management -ECM Fault YES
P2641 Torque Management Feedback Signal-(LRTP) Lower Range Torque Protection-ECM Fault YES
P2670 Actuator Supply Voltage 2 (HSD2) High Side Driver Low YES
P2671 Actuator Supply Voltage 2 (HSD2) High Side Driver High YES
P2723 Pressure Control Solenoid 1 (PSC1) Stuck Off YES
P2724 Pressure Control Solenoid 1 (PSC1) Stuck On YES
P2727 Pressure Control Solenoid 1 (PSC1) Stuck Open YES
P2729 Pressure Control Solenoid 1 (PSC1) Stuck Low YES
P2730 Pressure Control Solenoid 1 (PSC1) Stuck High YES
P2761 Torque Converter Clutch Control Circuit Open YES
P2763 Torque Converter Clutch Control Circuit High YES
P2764 Torque Converter Clutch Control Circuit Low YES
P2771 See DTCs P0836 or P1875 NO
P2773 Torque Signal Request Sent By TCM Ignored By ECM YES
P2810 Solenoid “G” Electrical Circuit Fault YES
U0010 CAN 1 Bus Reset Counter Overrun-No Communication YES
U0031 J1850 (Class 2) Serial Data Communication Link Low NO
U0032 J1850 (Class 2) Serial Data Communication Link High NO
U0073 CAN 2 Bus Reset Counter Overrun-No Communication YES
SLIDE
“CHECK TRANS”
DTC DESCRIPTION
LAMP ON*
U0100 Lost Communication With ECM/PCM (CAN 1) YES (2004 ONLY)
U0115 Lost Communication With ECM/PCM (CAN 2) NO
U1000 Class 2 Loss of Serial Data Communication NO
U1016 Class 2 PCM State of Health Failure NO
U1041 Class 2 Anti-Lock Brake Controller (ABS) State of Health Failure NO
U1064 J1850 (Class 2) Truck Body Controller (TBC) State of Health Failure NO
U1096 Class 2 Instrument Panel Controller (IPC) State of Health Failure NO
U1300 See DTC U0031 NO
U2106 Lost Communications with Transmission Control Systems

98
AVI
99
VBX
Black & White
100
Techpac
IBC
Transtech
BC
Life Automotive

"2008" Seminar Information: Index

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"2008" Seminar Information: Index

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"2008” SEMINAR INFORMATION

General Motors (Slides)

Medium Duty Trucks

Raybestos....................................................... IFC Wesco Puerto Rico.......................................... 74

Lubegard........................................................ 2 Rockland Standard Gear.................................. 76

Sonnax........................................................... 17 Transmission Digest........................................ 82

Whatever It Takes WIT................................... 20 Valve Body Express VBX................................ 99

Hard Parts for Transmissions HFT................. 49 Techpac/Fitzall................................................ 100

Superior.......................................................... 50 TransTec.......................................................... IBC

ATSG............................................................. 51 Life Automotive.............................................. BC

AUTOMATIC TRANSMISSION SERVICE GROUP

The information and part numbers contained in this booklet have

Copyright © ATSG 2008

PETER LUBAN WAYNE COLONNA DALE ENGLAND

MIKE SOUZA ED KRUSE

AUTOMATIC TRANSMISSION SERVICE GROUP

PUMP COVER OIL PASSAGES

16. REVERSE CLUTCH

32. COAST CLUTCH

37. DIRECT CLUTCH

Copyright © 2008 ATSG

Automatic Transmission Service Group

Reverse Clutch Direct Clutch

Copyright © 2008 ATSG

Automatic Transmission Service Group

OIL PUMP COVER ASSEMBLY EXPLODED VIEW

234 213 211

Copyright © 2008 ATSG

Automatic Transmission Service Group

Copyright © 2008 ATSG

Automatic Transmission Service Group

Important: It is no longer necessary to repair or replace the automatic transmission

Automatic Transmission Service Group

GM 5L40E / BMW A5S 360/390R

INSPECT BALL CAPSULE CLUTCH HOUSING

DIRECT/REVERSE CLUTCH HOUSING

Copyright © 2008 ATSG

Automatic Transmission Service Group

Automatic Transmission Service Group

SAFETY MODE VALVE

123 fluid from 3-4 shift valve

123 Braking Pressure

4-5 SHIFT VALVE

1-2 Signal Oil Actuator Feed Limit (AFL)

SAFETY MODE VALVE

Line Safety Mode Circuit

to 4-5 Shift Control Valve

4-5 SHIFT VALVE

SAFETY MODE VALVE

Coast Clutch Feed from D432

123 fluid from 3-4 shift valve

4-5 from 3-4 Shift Valve

123 Braking Pressure

4-5 SHIFT VALVE

SAFETY MODE VALVE

Line Safety Mode Circuit

to 4-5 Shift Control Valve

4-5 SHIFT VALVE

Memory Circuit Line Pressure

SAFETY MODE VALVE

123 fluid from 3-4 shift valve

123 fluid from via # 4 Ball

4-5 from 3-4 Shift Valve