2007 ATRA Seminar Manual

2007 ATRA. All Rights Reserved.

2007 TECHNICAL SEMINAR2

This manual has been developed by the Automatic Transmission Rebuilders Asso-ciation (ATRA) Technical Department to be used by qualified transmission techni-cians in conjunction with ATRAs technical seminars. Since the circumstances ofits use are beyond ATRAs control, ATRA assumes no liability for the use of suchinformation or any damages incurred through its use and application. Nothingcontained in this manual is to be considered contractual or providing some formof warranty on the part of ATRA. No part of this program should be construed asrecommending any procedure which is contrary to any vehicle manufacturersrecommendations. ATRA recommends only qualified transmission techniciansperform the procedures in this manual.

This manual contains copyrighted material belonging to ATRA. No part of thismanual may be reproduced or used in any form or by any means graphic,electronic or mechanical, including photocopying, recording, electronic or infor-mation storage and retrieval without express written permission from the ATRABoard of Directors.

Public exhibition or use of this material for group training or as part of a schoolcurriculum, without express written permission from the ATRA Board of Directorsis strictly prohibited.

ATRA and the ATRA logo are registered trademarks of the Automatic TransmissionRebuilders Association.

Portions of materials contained herein have been reprinted with permission ofGeneral Motors Corporation, Service Technology Group Agreement # 0610228.

Portions of materials contained herein have been reprinted with permission ofFord Motor Company.

Portions of materials contained herein have been reprinted with permission ofDaimler Chrysler Corporation.

The

Automatic Transmission Rebuilders Association2400 Latigo AvenueOxnard, CA 93030

Phone: (805) 604-2000 Fax: (805) 604-2005http://www.atraonline.com


2007 TECHNICAL SEMINAR 3

Dennis MaddenChief Executive Officer

Dennis Madden,ATRA, CEO

Welcome to the 2007 ATRA Technical Seminar!Lance Wiggins and the ATRA Technical staff have really worked hard to get youthe most up-to-date and relevant technical information that you can put to workright away and again, in full color!

For those of you who have attended past ATRA seminars youll be delighted toknow this seminar material is just what you expected from ATRA, or even more. Ifyouve never attended an ATRA seminar before youre in for a treat.

This seminar, along with everything else at ATRA is a group effort, with a lot ofpeople working in the background to make this seminar a success. I am honoredto be part of such a worthy organization and to work with such great people.ATRA is changing all the time. Not only with the way we distribute technicalmaterial, but in almost every area where we serve our members, and the industryat large.

On behalf of the ATRA staff, and the ATRA Chapters that work so hard to bringyou this seminar, welcome.Sincerely,



Lance WigginsTechnical Director

The ATRA Technical Department is pleased to present its 2007 Technical Semi-nar. Packed with countless hours of research and development, writing, editing,photography and layout, this years seminar will stand out as one of the mostdemanding and useful technical training programs ever developed for this indus-try.

Once again, this years technical manual has been produced in full color. Withover 250 pages of up-to-the-minute technical information, the 2007 TechnicalSeminar Manual will remain a valuable resource long after the seminar is just amemory.

Were confident that youll find this years seminar presentation and technicalmanual both informative and profitable. In fact, were so sure youll be satisfiedwith what you learn in this program, we guarantee it!

On behalf of the entire ATRA staff, the International Board of Directors, and all ofthe ATRA members worldwide, wed like to thank you for helping to make everyday memorable.

Lance WigginsATRA Technical Director



ATRA Technical Team (continued)

Pete HuscherTechnical Advisor

David SkoraSenior Technician,Seminar Speaker

Mike VanDykeTechnical Advisor andSeminar Speaker

Mike BrownTechnical Advisor

Randall SchroederSenior Technicianand Seminar Speaker

Steve GarrettService Engineer, TechnicalAdvisor, and SeminarSpeaker

Weldon BarnettTechnical Advisor andSeminar Speaker

Bill BraytonTechnical Advisor andSeminar Speaker

Chris OndersmaTechnical Advisor

The most advanced features for the most affordable price! Upgrade Features include:

Motorized tailstock and lift hoist -add safety and efficiency while lifting and mounting heavy transmissions Optional Adjustable eddy current load cells -simulate real-world load applications and are always consistent

regardless of wear or ambient air conditions Air Load Cells - Up to 1,000 lbs of torque, adjustable, and less cost to maintain TRUE FIND Laser Alignment Tool -now easier than ever to insure a perfect motor-to-torque converter align-

ment; even takes the guess work out of accurate alignment of FWD style transmissions Data Acquisition Computer System with color printer -the most advanced and affordable transmission diag-

nostic aid available - The ALL NEW G-TEC Data Acquisition Computer System precisely monitors temperature, cooler pressure, input/output RPMs, and gear ratios using 4 included pressure ports with the option to add 4 more. - The AUTO-RUN Test automatically controls RPMs and shift patterns using pre-loaded data for all available trans-missions. Simply mount the transmission, put it in Drive, and press start! - The AUTO-RUN and manual test modes allow full solenoid testing including current and amperage testing and ma-nipulation for up to 8 solenoids. - The ALL NEW G-TEC Data Acquisition Computer System displays the transmissions information on a cutting edge interface of virtual gauges, dials, color-coded pass/fail indicators, and real-time moving graphs.

Contact us:800-725-6499 Phone:417-725-6400 Fax: 417-725-3577

www.g-tec.com



ATRA Staff

A lot of work goes into producing the ATRA Seminar Manuals each year. TheATRA staff pulls togather with research, writing, photos, and the editing process.

Chief Executive Officer: Dennis Madden

GEARS Magazine: Rodger Bland, Managing EditorFrank PasleyJeanette Troub

Events Cordinator: Vanessa Velasquez, ManagerKim Paris

Membership Services: Kelly Hilmer, DirectorKim BrattinDeon OlmosLori FortuneTom FortuneTom HallJim Spitsen

Accounting Services: Jody WintermuteRosa SmithValerie Mitchell

ATRA Bookstore: Shaun Velasquez, ManagerRon Brattin

Without the ATRA team, it would be very hard to accomplish the task at hand.Please enjoy the seminar.

Lance WigginsATRA Technical Director



ATRA would like to thank the followingcompanies for their continued support!

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GM Table of ContentsGM TOC ................................. 23

Allison LCT 1000Torque Converter Leaks ......... 24M74 Grade Breaking .............. 25Updates.................................. 26

6L50/6L90New TransmissionIntroduction ........................... 29Ratios, Applications ............... 30IMS Logic ............................... 32Speed Sensors ....................... 34Pressure Switches .................. 36Clutch Range Ref. Chart ........ 36Shift Solenoid Operation........ 37Solenoid Cleaning Process ..... 38Solenoid Diagnostics .............. 39Adaptive Learning .................. 41

4L60E/65E/70EInput Speed Sensor ............... 42Pump cover Updates ............... 44Speedometer Inop,3rd Gear Starts ...................... 49

4L80E/4L60EMutiple DTCs G-Van ............. 50

4L80EHummer H1 DLC Location ..... 52

Shift Solenoid Operation........ 71Solenoid Cleaning Process ..... 72Solenoid Assembly and TCM .. 74Adaptive Learning .................. 75

New Service Manual ProcessNew Proceedures.................... 76

4T80EUpdates.................................. 61

6T70/6T75 Ford 6F55New Trasmission Introduction 63Features................................. 65Ratios..................................... 66IMS ...................................... 67Speed Sensor ......................... 69Pressure Switch and ClutchRange Reference .................... 70

4T40/4T45EUpdates.................................. 53Low Power, APP DTCs set ...... 57Mutiple DTCs A Body .......... 58

4T65ESlips/Wrong Gear Starts/Erratic Shifts/Lack of PowerP0753/P0758/P1860............. 59



Ford Table of ContentsFord TOC ................................... 85TorqshiftTCC Operation ........................... 86No Lock-up before orAfter the Rebuild ....................... 88Lock-up Test Tool ....................... 89P1744 TCC Performance ............ 92TCC Stuck ON ............................ 94Cooling and Filtration ................ 95Spin-On Filters .......................... 96In-Line Filters ............................ 97OTA Coolers ............................... 98Pump Failures............................ 99PCM Pin Charts ....................... 101PCM Location ........................... 103TR Sensor Readings ................. 104Codes ..................................... 106Rear Planetary Failure ............. 108Delayed Forward Engagements 109Delayed Reverse Engagemnets 110Delayed Reverse withNo Engine Braking inManual 1 ................................. 111Erratic Shifts and/orEarly and Late Shifts ............... 112

All Ford TransmissionsTransmission Fluid Chart......... 113

4X4 Tow Features (All Ford)Neutral Tow Capabilities .......... 117

5R44/55EShifter Syuck in the ParkPosition .................................... 119

6R60Transmission Descrition........... 120

FNR5Transmission Description......... 122Lever Position and Operations . 124Valve Body ............................... 125TCM ..................................... 127TCM Location ........................... 128Electronic Syncronous ShiftControl (ESSC) ......................... 129Inputs ..................................... 131TR Sensor, TFT Sensor ............. 132Speed Sensors ......................... 133



Chrysler Table of ContentsChrysler TOC ................................ 15145RFE/545RFENew Solenoid Assembly ................ 152Stalls The Engine In Drive............. 154

RE Series Governor DiagnosisGovernor Diagnosis ....................... 156Pressure Testing the GovernorCircuit........................................... 157Computer Conectors ..................... 158Case Connectors ........................... 159Output Speed Sensors .................. 160Governor Solenoid ........................ 161Governor Pressure Sensor............. 162Vehicle Speed Sensor ................... 163Throttle Position Sensor ................ 164Engine RPM Sensor ...................... 165ECT and TFT Sensors .................... 166Park Neutral Sensor ...................... 167Transmission Range Sensor .......... 168Wiring Diagrams ........................... 169Quick Reference Signal VoltagesFor The Governor Control.............. 171In-Shop Testing............................. 173Volt Meter Test Procedures ........... 174

62TEIntroduction .................................. 176Accumulator ID ............................. 177Solenoid ID and Function ............. 178Check Ball ID and Location........... 179

48REOut of Park Sense Alarm ............... 180

42LETransfer Gear Whine ..................... 181

42RLEAdapter Shaft Retaining Clip ........ 182



Scan Tool Communicationand Network DiagnosticsTable of Contents

Scan Tool Communication andNetwork Diagnostics TOC ..........187

OEM Service InformationOEM Service Information ..........188OEM Scan Tools ........................189After Market Scan Tools ............190Scan Tool and NetworkCommunication Essentials........191J1962 OBD II ConnectorBreakout Box ............................192Ford SCP...................................193Ford Network Wiring .................195GM Class 2/Chrysler PCI ..........196GM Class 2 Network Wiring ......197Chrysler PCI Network Wiring ....198GM Class2/Chrysler PCIDiagnosis ..................................199Chrysler CCD............................200Chrysler CCD Bus ....................201Chrysler SCI .............................202Chrysler SCI Data Link .............203CAN ........................................204CAN Wiring Diagram .................205CAN Interface ............................206Vehicles Requiring Interface .....207

ISO 9141 (K Line)ISO ........................................208ISO Wiring Diagram ..................209

J2532 InterfaceJ2534 Interface .................... 212

Recalibration PC Set-UpRecalibration PC Set-Up....... 213Recalibration TSBs .............. 214GM Recalibration ................. 218Ford Recalibration ............... 222Chryslare Recalibration ....... 228Toyota Recalibration ............ 232Resetting the Shift Adapts ... 235

Recalibration

Table of Contents



Mercedes Table of ContentsMercedes 722.6 TOC ............................237Identification ........................................238Output Shaft Planetarey Failure ..........240Rear Planetary Gearset Durability .......241Transmission Fuilds .............................242Clutch Pack Clearence Tool ..................244No Upshift ............................................245Solenoid Operation ..............................246Solenoid Operation Chart ....................248Shifter Assembly ..................................249Harsh 3-2 Downshift ............................250Early/Late harsh Shifts orSoft Up/Down Shifts ............................251



Hyundai Table of ContentsA4AF3, A4BF2 TOC................................253Clutch and Band Application .....................254Transaxle Identification ..............................255Pressure Testing ........................................256Shift Feel ...................................................258Check Ball Locations .................................259Valve Body Exploded Views ........................260Solenoid Identification ...............................262Testing the Transaxle Operation ................263Forcing the Shift ........................................264No Reverse .................................................265Harsh 2-3 or 2-3 Slide Bump .....................266Shifts 1-3 ...................................................267Neutrals on the 3-4 Shift or No 4th Gear ...268Failed End Clutch Hub Bearing .................269

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SC-4L60E*Full compatibility in units 1995-upwith PWM/EC3 control.

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Sonnax offers seven different Sure Cure Kits to cure whatever ailsyour GM unit. These complete transmission reconditioning

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SC-GM-ATRA 07 12/20/06 5:04 PM Page 1

23


GENERAL MOTORSGENERAL MOTORSGENERAL MOTORSGENERAL MOTORSGENERAL MOTORS

GM Table of Contents

GM TOC ................................. 23

Allison LCT 1000Torque Converter Leaks ......... 24M74 Grade Breaking .............. 25Updates.................................. 26

6L50/6L90New TransmissionIntroduction ........................... 29Ratios, Applications ............... 30IMS Logic ............................... 32Speed Sensors ....................... 34Pressure Switches .................. 36Clutch Range Ref. Chart ........ 36Shift Solenoid Operation........ 37Solenoid Cleaning Process ..... 38Solenoid Diagnostics .............. 39Adaptive Learning .................. 41

4L60E/65E/70EInput Speed Sensor ............... 42Pump cover Updates ............... 44Speedometer Inop,3rd Gear Starts ...................... 49

4L80E/4L60EMutiple DTCs G-Van ............. 50

4L80EHummer H1 DLC Location ..... 52

Shift Solenoid Operation........ 71Solenoid Cleaning Process ..... 72Solenoid Assembly and TCM .. 74Adaptive Learning .................. 75

New Service Manual ProcessNew Proceedures.................... 76

4T80EUpdates.................................. 61

6T70/6T75 Ford 6F55New Trasmission Introduction 63Features................................. 65Ratios..................................... 66IMS ...................................... 67Speed Sensor ......................... 69Pressure Switch and ClutchRange Reference .................... 70

4T40/4T45EUpdates.................................. 53Low Power, APP DTCs set ...... 57Mutiple DTCs A Body .......... 58

4T65ESlips/Wrong Gear Starts/Erratic Shifts/Lack of PowerP0753/P0758/P1860............. 59

GENERAL MOTORSGENERAL MOTORSGENERAL MOTORSGENERAL MOTORSGENERAL MOTORS24


Outside of the typical front seal/pump bolt and pump leakage the LCT 1000applications have developed another area where leakage commonly occurs. Theleakage can be temperature sensitive and may be difficult to locate. The converterlugs tend to crack at the welds and may start to leak. If a leak is discovered inthis area the converter will require replacement. GM has a tool that allows you topressurize the converter to inspect for leakage once the converter is on the bench,the part number is (J-21369-F)

LCT 1000Torque Converter Leaks

25



On Allison applications, the grade braking software program is designed to reducewear on the vehicles braking system when decelerating. The grade braking fea-ture will automatically downshift the transmission to provide engine braking thusreducing wear on the brakes while improving the drivers control of the vehicle.The grade braking system is not designed to reduce the need for the customer tomaintain control of the vehicle during deceleration. To accomplish this task theTCM monitors several inputs including:* TP position and TP Delta* PRNDL Position (NSBU or IMS)* Brake Switch Status* Calculated grade and load (MAP/MAF/RPM)* Vehicle Speed and wheel speed* Tow/Haul Switch Position

The grade braking feature is transparent to the customer as the TCM deter-mines if grade braking is required or not based on the input data received. Thegrade braking feature cannot be shut off by the customer although it can beoverridden by simply stepping on the accelerator pedal.

For the grade braking feature to operate the TCM monitors the PRNDL position,engine/vehicle load, brake switch position, vehicle/wheel speed and engine RPM.For grade braking to function, the brake pedal must be depressed. Grade brak-ing can operate while in either tow/haul mode or normal mode. If the vehicleis operating in normal mode, the vehicle will downshift from high gear to the nextlowest gear range. If the vehicle is being operated in tow/haul mode the vehiclecan downshift to a range as low as 2nd gear, one range at a time. The system willnot skip shifts/ranges and the shift points will vary based on load and RPM in-puts. The grade braking system does not require any customer action to activatethe feature.

LCT 1000M74 Grade Braking

The TCM calculates the information received from its inputs. Those factors arecalculated, weighted and then the sum is calculated. If the calculated sum ex-ceeds the predetermined threshold the TCM will command a downshift and gradebraking will become active, overriding the PRNDL position.



SHIFT MAX Transmission Output Speed

5-4 4017

4-3 2832

3-2 2196

2-1 1214

6.6L DURAMAX 3.73 RATIO

SHIFT MAX Transmission Output Speed

5-4 4624

4-3 3266

3-2 2543

2-1 1474

8.1 L GAS 4.10/3.73 REAR AXLE RATIO

The actual shift speeds cannot exceed predetermined engine RPM values. If theTCM determines that the engine speed would be too high if a downshift was com-manded, the downshift will be inhibited. (4650 RPM L18 Gas Application, 4000RPM LB7 Diesel Applications) Conversely, if the load and engine speed continueto increase beyond predetermined limits while decelerating, the TCM will com-mand an upshift to occur. (5000 RPM L18 Gas Application, 4800 RPM LB7 DieselApplications)

NOTE: The engine is designed to operate in the Dashed Red zone of the tachom-eter during grade braking. The engine should not be allowed to operate in theSolid Red zone at any time or engine damage may occur. The TCM software hassome predetermined maximum downshift points. The shift points are determinedby monitoring road speed via the vehicle speed sensor. The following representsthe maximum VSS values the vehicle can be operated at before grade braking willbe inhibited.

LCT 1000M74 Grade Braking

The grade braking feature may function even if the vehicle is being operated onlevel roads. In addition the system is able to calculate any additional loads suchas when pulling a trailer.

If the vehicle is being operated on snow or ice covered roads the feature may bedisabled if the EBCM determines tire slippage is occurring. The TCM receivesinformation from the EBCM regarding the calculated slip (Wheel speed sensorsand VSS) If wheel slippage is occurring the TCM will command the transmissioninto a higher gear.

(continued)

27



Several updates were implemented into production for the Mid-2006-2007 modelyears. They include: T 5 bearing- Improved durability P2 Carrier- Required for the T-5 bearing update P2 Sun gear- Required for the T-5 bearing update Shaft seal rings-Improve durability/new material

Mid-2006-2007 LCT 1000Updates

The Sun/Carrier/T-5 went into production in Sept 2006 starting serial #6310696028 The Rings went into production in May 2006 starting serial #6310656923,6320768550, 6320768663.

DimensionChangesThickness No if used by itselfIncreased by .45mm

Yes if used with the updated carrier and sun gear assembly

OD decreased by .55mmID decreased by 4.15 mmShaft area no longer under cut. OD of shaft are decreased by 2.15 mm

No if used by itself

Pocket depth increased by

Yes if used with the updated sun gear and T-5 bearing

1.2 mmPocket decreased by

No if used by itself

3.6mm Yes if used with the updated carrier and T-5 bearing

29538941 2953815829538942 29531038

All the updated rings come in the kit part number 29536406

PART OLD NUMBER NEW NUMBER Interchangeability

T-5 bearing

29531095 29541702

P2 Carrier 29536971 29545240

End gap on rings have changed from a Double lap joint design to a butt cut style. In addition the material has also changed

Fully interchangeable

P2 Sun 29543208 29545931

Sealing Rings



Mid-2006-2007 LCT 1000Updates (continued)

P2 Carrier

T5 Bearing

P2 Sun Gear

29



6L50/6L90Introduction

Two more 6 speed rearwheel drive automatic transmissions have been released byGM for the 2007 model year. The 6L50 (MYB) was introduced in the Cadillac SRXand STS. The 6L90 (MYD) was introduced in the Chevrolet Silverado HD and GMCSierra HD applications.



The 6L50/6L90 transmissions share many parts with the 6L80. This reduces theproduction cost of the units and improves serviceability. The diagnostic processesand tools are also shared between the 6L50, 6L80 and 6L90. The 6L50 and 6L90are the latest rearwheel drive 6 speeds to be introduced by GM but they certainlywill not be the last. The 6L45 will also make its way shortly into the market place.Like the 6L50/6L80 and 6L90 the 6L45 will also share the same componentarchitecture.

RPO Code:6L50-MYB6L90-MYD

Gear 6L50 6L90

1st 4.06-1 4.03-1

2nd 2.37-1 2.36-1

3rd 1.55-1 1.53-1

4th 1.16-1 1.15-1

5th .85-1 .85-1

6th .67-1 .67-1

Reverse 3.02-1 3.02-1

Ratios

2007 Applications:6L50 Cadillac SRX, STS, BMW X3, X5,328 coupe6L90 C/K HD models with 6.0L LY6engine

Input Torque Capacity:6L50332 lb-ft (450 Nm)6L90531 lb-ft (720 Nm)

Output Torque Capacity:6L50480 lb ft (651 Nm)6L90885 lb ft (1200 Nm)

6L50/6L90Introduction (continued)

31



Maximum shift speed 6500 RPM Maximum GVW 6L9015000 lb 6L506613 lb Maximum GCVW 6L9021000 lb 6L5012505 lb PRNDL positions P, R, N, D, (S or M) 2 shift solenoids used (On/Off Design), SS1,SS2 6 Variable bleed solenoids, PCS, PCS2, PCS3, PCS4, PCS5, TCC A Bosch built 32 bit TCM (TEHCM) mounted internal to the transmission on

the valve body (Referred to as the control solenoid valve assembly) TCM(TEHCM) incorporates Solenoids, pressure switches, TFT and it is bolted tothe valve body using 6 bolts.

Dry weight 6L50 198 lbs (90 kg) 6L90 243 lbs (110 kg) EC3 Converter 258 twin plate/280mm 6L50 300mm 6L90 Fluid required, Dexron VI Fluid capacity: 6L50 Pan removal 7.25 qts (6.83 liters) Overhaul 10.68 qts

(10.10 liters) 6L90 Pan removal 6.3 qts (6.0 liters) Overhaul 10.5 qts (9.9liters)

Clutch to clutch shifts, 5 clutches (3 stationary, 2 driving), 1 sprag Planetary assemblies, input (Simpson) Output ( Dual pinion design) Vane style oil pump Internally mounted TISS and TOSS hall effect type speed sensors Internal Mode Switch (IMS) equipped Performance Algorithm Shifting (PAS) programming Performance Algorithm Lift foot (PAL) programming Sport mode and TAP shift equipped Adaptive Strategies with fast learn capabilities Reverse lock out feature Grade braking

6L50/6L90Introduction (continued)



6L50/6L90

The 6L50/6L90 internal mode switch is mounted to the valve body and it is con-nected mechanically to the manual valve. Electrically the IMS operates similar toother GM IMS applications. The TCM sends a bias voltage to the IMS on 4 cir-cuits, A, B, C, P. Pin N is used for Park/Neutral starting operations and is sup-plied by the ECM. As the range selector is moved the IMS will ground/un-groundthe circuits or circuit required to indicate the specific manual valve position. Bynoting the voltage sequence produced, the TCM will be able to identify the rangethat was selected.

Internal Mode Switch Logic

Valve Body and TCM

IMS Assembly

33



Selector Position Range A Range B Range C Range P

Park Low High High LowPark/Reverse Low Low High Low

Reverse Low Low High HighReverse/Neutral High Low High High

Neutral High Low High LowNeutral/D6 High Low Low Low

D6 High Low Low HighD6/D4 Low Low Low HighD4 Low Low Low LowD4/D3 Low High Low LowD3 Low High Low HighD3/D2 High High Low HighD/2 High High Low LowIllegal High High High HighIllegal Low High High High

Low = Grounded (0Volts)

High= Open (Source Voltage)

6L50/6L90Internal Mode Switch Logic(continued)



6L50/6L90Speed Sensors

The speed sensors are hall effect style assemblies and are mounted to the con-trol valve assembly (Valve Body). The TCM provides a signal voltage of 8.3-9.3 voltsfor the sensor operation. As the clutch housings rotate the sensors will produce asquare wave signal. The TCM will monitor the frequency of the signal to deter-mine the input or output speed. Input Speed Sensor signals are generated by therotation of the 1-2-3-4 & 3-5-R clutch assemblies and is used to calculate gearratio and slip rates. The Output Speed Sensor signal is generated by the rotationof the Output Ring gear. The OSS is used for indicating Vehicle speed for shiftpattern control as well as Ratio calculations.

Shift @ TP KM/H MPH OSS (RPM)1-2 @ 12.5 TP 10.1 6 2422-1 @ 12.5 TP 6.9 4 1652-3 @ 12.5 TP 18.1 11 4343-2 @ 12.5 TP 16.1 10 3863-4 @ 12.5 TP 27.3 17 6544-3 @ 12.5 TP 23.5 15 5634-5 @ 12.5 TP 35.3 22 8465-4 @ 12.5 TP 32.1 20 7695-6 @ 12.5 TP 46.6 29 11176-5 @ 12.5 TP 40.7 25 9751-2 @ 25 TP 12.9 8 3092-1 @ 25 TP 6.9 4 1652-3 @ 25 TP 24.7 15 5923-2 @ 25 TP 16.1 10 3863-4 @ 25 TP 36.5 23 8754-3 @ 25 TP 25.4 16 6094-5 @ 25 TP 47.7 30 11435-4 @ 25 TP 32.1 20 7695-6 @ 25 TP 71.5 44 17136-5 @ 25 TP 40.7 25 975

NOTE: The 6L50 shift speed chart is based on stock tires/wheelsand 3.23-1 final drive ratio

6L50 Shift Speed Chart

35



6L50/6L90Speed Sensors

Shift @ TP KM/H MPH OSS (RPM)1-2 @ 12.5 TP 15 9 3472-1 @ 12.5 TP 10 6 2322-3 @ 12.5 TP 27 17 6253-2 @ 12.5 TP 10 6 2323-4 @ 12.5 TP 43 27 9964-3 @ 12.5 TP 32 20 7414-5 @ 12.5 TP 57 35 13205-4 @ 12.5 TP 46 29 10655-6 @ 12.5 TP 80 50 18526-5 @ 12.5 TP 60 37 13891-2 @ 25 TP 16 10 3702-1 @ 25 TP 10 6 2322-3 @ 25 TP 30 19 6953-2 @ 25 TP 10 6 2323-4 @ 25 TP 49 30 11344-3 @ 25 TP 35.4 22 8204-5 @ 25 TP 61.5 38 14245-4 @ 25 TP 49 30 11345-6 @ 25 TP 83.25 52 19276-5 @ 25 TP 65 40 1505

NOTE: The 6L90 shift speed chart is based on stock tires/wheelsand 3.73-1 or 4.10-1 final drive ratio

6L90 Shift Speed Chart

(continued)



PARK 1ST

NEUTRAL BRK

1-2-3-4 CLUTCH ON ON ON ON ON3-5 REVCLUTCH4-5-6 CLUTCH ON ON ONLOW/REVCLUTCH2-6 CLUTCH ON ONLOW SPRAG ON ON

ON ON ON

ON ONON

3RD 4TH 5TH 6THCOMPONENT REV 1ST 2ND

6L50/6L90

The pressure switches are housed as part of the control solenoid valve assembly.Four switches are used, 1,3,4 and 5. The switches act as an input to the TCM andare used for 2 basic purposes:

To monitor clutch regulator valve and clutch hydraulic operation To monitor clutch CVI (Adaptive learning)

Pressure Switches and Clutch Range

Reference Charts

TFP

Switch

Clutch/Circuit

Monitored

1 3-5 clutch

3 2-6 clutch

4 1-2-3-4 clutch

5 4-5-6 and L/R Clutch

Clutch Range Reference Charts

Pressure Switches

37



6L50/6L90Shift Solenoid Operation

PCS 2 PCS3 PCS4 PCS5 (N.H.) (N.H.) ( N.L.) (N.L)

PARK ON ON OFF ON OFF OFFREVERSE ON OFF ON ON OFF OFFNEUTRAL ON ON OFF ON OFF OFF

1ST ENG BRK ON ON OFF ON OFF ON

1ST OFF ON OFF OFF OFF ON

2ND OFF ON OFF OFF ON ON

3RD OFF ON ON OFF OFF ON

4TH OFF ON OFF ON OFF ON

5TH OFF ON ON ON OFF OFF

6TH OFF ON OFF ON ON OFF

GEAR SS1 SS2

Shift solenoid and PCS operation is controlled by the TEHCM (TCM). The TCMregulates the feed voltage to the solenoids to a value between 8.3-9.3V. The TCMthen regulates the current flow through the solenoids. The shift solenoids areOn/Off design with the TCM controlling the power for the solenoid. The pressurecontrol solenoids are high side PWM controlled. The TCM is over current andovertemp protected.

Bosch refers to the solenoids by their state, NL or NH. Normally High (N.H.) isused to describe a solenoid that allows pressure to travel to the clutch when thesolenoid is turned off. Normally Low (N.L.) is used to describe a solenoid thatprevents pressure from getting to a clutch when the solenoid is turned off.The solenoids are protected by the filter plate. The filter plate is housed betweenthe valve body and the control solenoid valve assembly (TEHCM) and must bereplaced anytime the valve body or control solenoid valve assembly (TEHCM) isreplaced or unbolted from each other. The Filter plate is serviced with the controlsolenoid valve assembly (TEHCM) but it must be ordered separately if you areordering valve body.

NOTE: If the Control valve body assembly is removed from thecase the support seals located in the case must also be replaced.



6L50/6L90

An automated process is available that aids in cleaning debris from the solenoidassembly. Your scan tool will instruct the TCM (TEHCM) to cycle the solenoidswhile the system is pressurized to clean the solenoids. The transmission does notneed to be disassembled to perform the cleaning process. Simply follow the in-structions on the scan tool to activate the cleaning program. This process shouldbe completed prior to attempting to diagnose the transmission with part# DT-47825-1 tools as described below. If the cleaning process is unsuccessful thenyou should diagnose the concern with part# DT-47825-1

Solenoid Cleaning Process

39



6L50/6L90

Like other GM transmissions, diagnosis is designed around the use of a qualityscan tool. With the 6L50/6L90 this could not be more true as the need to accessscan data is critical. Unlike other GM transmissions you have become accus-tomed to working with over the years, the 6L50/6L90 internal electrical compo-nents are not hard wired to the rest of the vehicle via the transmission harness.This means that the diagnostic process has changed considerably. Diagnosis isdivided into 2 categories , scan diagnostics and test plate/air check diagnostics.Solenoid and valve body diagnosis requires the following tools:

A quality scan tool capable of communicating and commanding the TCMand its solenoids.

Tool number DT 47825-1 Solenoid test plate and jumper harness

Remove the Control Solenoid Valve Assembly from the transmission. Install toolDT 47821-1 onto the Control Solenoid Valve Assembly (5Nm 44 Lb In). Applyregulated shop air (90-100 psi) to the tool. Connect the scan tool to the ControlSolenoid Valve Assembly.

Command the solenoid ON/OFF air pressure should be present on the gauge andthen it should exhaust as the solenoid is cycled. If the solenoid or valve are mal-functioning the gauge pressure will not change as you cycle the solenoid. If amalfunction is determined to be present, replace the complete Control SolenoidValve Assembly.

If the solenoid checked OK, install the gauge on another solenoid port and com-mand that solenoid ON/OFF with the scan to repeat the process.

Solenoid Diagnostics



6L50/6L90Solenoid Diagnostics (continued)

SolenoidTest Plate

Port

Key On, Engine Off (KOEO) Normal State

Line PC Solenoid 1 G No flow to gage

PC Solenoid 2 C No flow On - Full

flow Off - No flow

PC Solenoid 3 A Full flow On - Full

flow Off - No flow

PC Solenoid 4 B No flow On - Full

flow Off - No flow

PC Solenoid 5 F No flow On - Full

flow Off - No flow

Shift Solenoid 1 H No flow Off - No flow On - Full flow

Shift Solenoid 2 D No flow Off - No flow On - Full flow TCC PC Solenoid E No flow

On - Full flow Off - No flow

Commanded StateOn - 68-103 Kpa (10-15 psi)

per Commanded Amp

NOTE: If the solenoid or valve is malfunctioning the gaugepressure will not change as you cycle the solenoid. If amalfunction is determined to be present, replace the completeControl Solenoid Valve Assembly.

NOTE: The TCM (TEHCM) will normally cycle several of thesolenoids ON/OFF to help keep the solenoids and the valves freeof debris. Therefore this cleaning function (Dither) may cause thegauge to flicker when the TCM is cleaning the solenoid you aretesting.

41



The 6L50/6L90 are fully equipped with several adaptive learning strategies. Aswith some other GM applications you will need to erase the adaptive values andperform a Fast Learn prior to operating the vehicle. Adapts and fast learn proce-dures should be perform if any of the following occur: Internal Transmission repairs have been performed The valve body was replaced The Control Solenoid valve assembly was replaced The TCM was recalibrated Internal repairs were performed that could effect shift quality

NOTE: Fast learn is not required if a GM New or Rebuilt 6L50/6L90 is used. The transmission is fast learned prior to it beingshipped from the plant

To perform a fast learn: Use a scan tool capable of performing the fast learn procedure TFT 158-230F (70-110C), Move the selector in/out of gear 3 times Select the fast learn process from the scan tool menu Place the transmission in Drive with the vehicle stationary. The TCM will

individually apply the clutches and calculate the clutch volume Place thetransmission in Reverse with the vehicle stationary. The TCM will individu-ally apply the clutches and calculate the clutch volume

Shut off the engine for at least 30 seconds, open and close the door to allowRAP to expire or false DTCs may set, After a minimum of 30 seconds thecar can be restarted , power off the scanner

The process is now complete

The fast learn procedure will not run if: DTCs are set TFT is not between 158-230 F (70-110C) The brake switch is not working TP is 0% but engine RPM increases during the test P/N switch is improperly adjusted or is not functioning correctly Line pressure control system is malfunctioning

6L50/6L90Adaptive Learning



The 2005 and 2006 ATRA seminars covered the changes involved with the addi-tion of the input speed sensor in the 4L60E/65E and 4L70E applications (RPOsM30,M32, M33, M70). The input speed sensor was not used on all 2006-2007applications so some confusion may occur regarding build combinations for theseproducts. Some of the parts from the ISS equipped applications and a Non ISSequipped applications cannot be intermixed.

A failure to identify the build combination you are working with may result in linepressure, TCC and/or Clutch apply/release/cross leak concerns. Five designvariations have occurred between Non ISS applications and the final fully func-tional ISS applications. These changes include the following:

Redesigns of the turbine shaftRepositioning of the seal rings on the shaft,adding a ISS toothed wheel.

Redesign of the pump cover- Updating the passage design and passageposition in the stator support sleeve. Adding a boss to the cover for the ISS.

Shortening the P/R valve train to make room for the input speed sensorwiring and connector.

Updating the wiring harness for the input speed sensor.

Adding DTCs for ISS diagnostics.

4L60E/65E/70EInput Speed Sensor

43



4L60E/65E/70EInput Speed Sensor

Design Variation Turbine Shaft:

Four NON ISS shaft sizes are available they are:245mm/258mm shaft (Part # 17803688)280mm/300mm shaft (Part # 17803687)300mm HD/300mm M70 ( Part #17803686)258mm PHT (Part # 17803685)

Three ISS equipped shafts are available, they are:245mm/258mm (Part #24232438)280mm/300mm (Part # 24230653)300mm HD/M70 (Part #24230654)

(continued)



The design of the shaft can be identified by the ID marks on the shaft. The IDmark is simply a 9.5mmX.5mm groove that located on the shaft. Some shaftshave ID marks while others do not.

Pump Cover: 5 pump covers are available, they are:

1997-2005 model: No input sensor boss, used 1st design stator support bushingand 1st design P/R valve train.

4L60E/65E/70EPump Cover

45



2005 I model: No input sensor boss, used 1st design stator support bushing and2nd design P/R valve train.

2005 I model: Includes a input speed sensor boss, but the boss is not drilled, 1st

design stator support sleeve and 2nd design P/R valve train.

Pump Cover

4L60E/65E/70E(continued)



4L60E/65E/70EPump Cover (continued)

47



Pump Cover

4L60E/65E/70E

Pump cover kits:1998-2005: 12491417, 124914212006 and later Non PHT: 24236486, 242364892006/07 PHT: 24239202

Reverse boost valve kits:2005 and earlier (Long valve train): 24234396 regular, 24234397 High PerfShort valve train 24234396 regular, 24234397 High Perf

2006: The input speed sensor boss was drilled on those models that used an ISS.A 2nd design stator support sleeve and a 2nd design P/R valve train were used.This combination requires the ISS shaft design or a shaft design that relocatesthe turbine seal ring position.

2006 and later: All models of pumps use the input speed sensor boss and all ofthe bosses are drilled. If the ISS is not used a rubber plug will be used in the ISShole. A 2nd design stator support sleeve and a 2nd design P/R valve train wereused. This combination requires the ISS shaft design or a shaft design that relo-cates the turbine seal ring position.

(continued)



Pump Cover

4L60E/65E/70E(continued)

49



Some customers may complain that their Speedometer is inoperative and thetransmission may be starting in 3rd gear. In addition a Body code B0540 may beset. The ABS and SES lights may be illuminated. Transmission DTCs will nottypically be set and you may be unable to communicate with the TCM. This condi-tion applies to all V-8 (5.3L/6.0L) S/T truck applications as they use a standalone TCM which is wired differently when compared to the 4.2L applications

Inspect fuse #53 (15 A Trans) in the under hood junction block. If the fuse isblown inspect circuit #139 for a short to ground.

4L60E/4L65E/4L70ESpeedometer Inop, 3rd Gear StartsS/T Truck 5.3L/6.0L



Some 1996-2006 G-van (Express/ Savanna) Applications may set various engineand/or transmission related DTCs. The DTCs may vary regarding the number ofDTCs set, as well as their type and description. The DTCs may be intermittent innature. The type and number of DTCs set will depend on which and how manycircuits were damaged.

A common cause for this concern is the wiring harness for the PCM. The PCM ismounted on the drivers side inner fender well. The harness faces the vehiclechassis. The steering gear power steering line is designed to be routed under thePCM harness. If the line is routed on top of the harness or if the clips holding theharness are missing or broken the harness can contact the frame or uppercontrol arm leading to harness damage. Repair the damage and reroute theharness to repair this condition.

4L80E/4L60EMultiple DTCs G-Van

WARNING: Wiring harness IN-CORRECTLY installed

51



Another common issue on this application is road splash or windshield run offpenetrating the PCM connector. This may cause the PCM terminals and harnesspins to corrode. If corrosion is present the PCM and the damaged harnessterminals will need to be replaced. If corrosion is present inspect for the presenceof a harness deflector and road splash shield. If the shields are not present theywill need to be installed.

1996-99- Install harness deflector Part# 15091839, Splash shield Part# 15183966and bracket 15766026

2000-2002- Built prior to December 2001. Install harness deflector Part#15091839, Splash shield Part# 15183966

2002 and later- Built after December 2001. On these applications the deflectorswere installed at the plant but they were greatly modified to aid the assemblyprocess. This may compromise the effectiveness of the shield/deflector so youmay need to install new ones. Install harness deflector Part# 15091839, Splashshield Part# 15183966

4L80E/4L60EMultiple DTCs G-Van (continued)

This is the CORRECT routing of the wirning harness



Some confusion has occurred regarding where the DLC is located on the HummerH1 application. The DLC location is different depending on the year of the ve-hicle. On 94-95 applications the DLC is located on top of the drivers side HushPanel. To access the DLC it may be necessary remove the plastic hush panel togain access. Many times the connector is simple laying on top of the panel andyou will need to look for it after you have removed the panel. On some applica-tions the DLC can be accessed by opening the access door in the hush panel,sticking your hand up through the access hole to locate the connector.On 96 -06 applications the DLC is located on the drivers side A pillar. The con-nector can be accessed easily without removing any panels. In many instancesthe DLC has been removed from its factory location so a brake controller can beinstalled in the factory DLC location. If the DLC is not in the factory location thehush panel will need to be removed to locate the connector.

4L80EHummer H1 DLC Location

53



4T45EUpdates

Several updates have been made to some 4T45E applications for the 2007 modelyear. These updates include: A 4-3 downshift solenoid was added New spacer plates, valve body and channel plate An auxiliary fluid pump was added A new design PSM 7/8" Drive chain 4 new DTCs were added

A hybrid design vehicle application was released for the 2007 model year whichutilizes the 4T45E transmission. Known as BAS (Belt Alternator Starter) thehybrid design was introduced in the Saturn Vue. Other passenger car modelssuch as the Malibu are scheduled for release utilizing the same BAS system.

The BAS system utilizes a new type of generator which is also capable of acting asthe vehicles starter during specific driving maneuvers. The hybrid applicationsare equipped with an AUTO STOP feature to improve fuel economy. To initiate theauto stop feature simply step on the brake and bring the vehicle to a stop. Withthe vehicle stopped, while in OD range the engine will automatically shut off.

This feature will operate unless one of the following conditions occurs: The engine/transmission or hybrid battery are not fully warmed up Outside temp is above 95F (35C) and the A/C or defrost modes are

selected The shift lever is in a range other than OD The hybrid battery charge is low High charging system voltages are required The hood is not fully closed

The engine will automatically restart when the brake pedal is released and theaccelerator pedal is depressed. The engine may also automatically restart if anyof the following occur: The shifter is moved from OD to Park, Neutral, Intermediate, Low or Reverse The A/C mode is selected The hybrid battery charge is low The auto stop time exceeds 2 minutes



A 4-3 downshift solenoid was added to the BAS applications. The solenoid ismounted to the channel plate. The solenoid is designed to improve the 4-3 down-shift by delaying the pressure to the coast clutch during a manual shift. (Pre-vents tie up with band is coming off and clutch is coming on) During a 4-3 shiftthe solenoid is energized (ON). During all other shifts the solenoid is de-ener-gized (OFF).

An update to the drive chain occurred. The new chain is 7/8" wide and is madeof 8600 grade material. A 32/38 drive and driven sprocket ratio is used with thischain application.

The BAS designed pressure switch assembly is color coded to prevent interchangeproblems. It contains an additional pressure switch (PRND4). The PRNDL pres-sure switch lets the TCM know when the driver commands neutral. This logic isused by the TCM to prevent a false pump DTC from setting. The updated PSM isnot interchangeable with Non BAS applications.

The BAS system utilizes a new design spacer plate, channel plate and valve body.The new plate is a bonded design and is used for BAS equipped transmissions.The updated channel plate and valve body are designed for the BAS applications.The updated plate, channel plate and valve body are not interchangeable withNon BAS applications.

4T45EUpdates

The case was updated to house a new auxiliary pump. The new case castingincludes a new line pressure tap, a feed boss for the pump and 4 mounting holeson the side of the case for the pump. A line connects the pump to the line pres-sure feed on the side of the case. The line contains a cartridge check valve toprevent drain back. The pump is required to prevent the transmission from drop-ping out of gear when the vehicle is in auto stop. The pump will run anytimeauto stop is active, once the engine starts running the pump will be shut off. Theupdated case is not interchangeable with Non BAS applications.

(continued)

Case Assembly

BAS (Belt Alternator Starter)

PSA

4-3 Downshift Solenoid

Drive Chain

55



P0787 will set if: The 4-3 shift solenoid is commanded OFF and the feed back voltage is low The condition exists for longer than 4 seconds

If a P0787 is set the TCM will: The TCM will command maximum line pressure The TCM will freeze shift adaptive values and store the operating conditions

as failure record information

A P0788 will set if: The 4-3 shift solenoid is commanded ON and the feed back voltage is high The condition exists for longer than 150 milliseconds

If a P0788 is set the TCM will: The TCM will freeze shift adaptive values and store the operating conditions

as failure record information

4T45EUpdates

4 new DTCs were added to aid in diagnosis of the auxiliary pump. Theinclude:

P0787- 4-3 Downshift solenoid circuit voltage LowP0788- 4-3 Downshift solenoid circuit voltage HighP2796- Aux pump circuit voltage LowP2797- Aux pump performance

(continued)

P2796 will set if: The pump relay is commanded OFF and the feed back voltage is low

If a P2796 is set the TCM will: Illuminate the SES light on the second consecutive failure (Type B DTC) The Starter Generator Control Module (SGCM) will inhibit auxiliary

operation The TCM will store failure record information

P2797 will set if: The auxiliary pump is commanded ON The PSM indicates the pump is not running The condition lasts longer than 30 seconds



If a P2797 sets the TCM will: Illuminate the SES light on the second consecutive failure (Type B DTC) The Starter Generator Control Module (SGCM) will inhibit auxiliary

operation The TCM will store failure record information The SGCM will inhibit auto stop mode

4T45EUpdates (continued)

57



A low power complaint along with some APP DTCs may occur on some 4T40/45EA body (Chevrolet HHR/Cobalt, Saturn Ion, Pontiac Pursuit) applications. Anyor all of the following DTCs may be set: P2120 APP 1 Circuit P2122 APP 1 Circuit Low Voltage P2123 APP 1 Circuit High Voltage P2125 APP 2 Circuit P2127 APP 2 Circuit Low Voltage P2128 APP 2 Circuit High Voltage P2138 APP 1&2 Correlation

The engine harness may be chaffing on the canister purge solenoid bracket.Inspect, repair and reroute the harness. You can add a piece of heater hose to theharness to prevent further damage

4T40/45ELow Power, APP DTCs SetABody



Some A body (Cobalt, Pursuit, Ion, HHR, Rendezvous) applications may exhibitany or all of the following DTCs, P0700, P0712, P0713, P0717, P00842,P0843,P0961, P0973, P0974, P0976, P0977. It is common for the concern to be inter-mittent.

The DTCs relate to transmission related concerns.P0700- General Transmission DTC, Faults PresentP0712-P0713- TFT Voltage ConcernsP0717- Input Speed Sensor Voltage ConcernP0842/P0843- TCC Release Switch Circuit Voltage ConcernsP0961- PCS Voltage ConcernP0973/P0974- 1-2 Shift Solenoid/Circuit Voltage ConcernsP0976/P0977- 2-3 Shift Solenoid/Circuit Voltage Concerns

Inspect the transmission wiring harness as it runs toward the engine block nearthe oil filter for damage/rub thru. As the harness exits the transmission, it cancome into contact with engine block as it travels toward the TCM located in theleft strut tower area. Inspect the harness for damage, repair and reroute theharness to prevent future damage.

4T40/45E

A Body

Multiple DTCs

59



C/H car ( Bonneville, Park Avenue, LeSabre) 4T65E applications may exhibit anyor all of the following conditions: The transmission starts in 3rd gear, which may be interpreted by the

customer as a slip related concern or a lack of power complaint. If the condition is intermittent the customer may state that the vehicle is

shifting erratically without input from the driver (Shift hunt) Possible DTCs such as P0753, P1860, P0758

Inspect Circuit 239, IGNFD fuse 10 Amp (Connector C-2 Pin E4) (Park Avenue) atthe left under hood fuse block for a poor connection. Inspect circuit 739, Transfuse 13 10 Amp( Connector C-3 Pin E7) LeSabre/Bonneville applications for apoor connection. Generally the terminal is damaged or incorrectly crimped. If apoor connection is found repair or replace the terminal.

4T65ESlips/Wrong Gear Starts/Erratic

Shifts/Lack of Power P0753/P0758/

P1860

Park Avenue



4T65ESlips/Wrong Gear Starts/Erratic

Shifts/Lack of Power P0753/P0758/

P1860La Sabre, Bonneville

61



Several updates were implemented on the 4T80E applications, they include: A 6 track IMS A New manual valve link and retainer Updated wiring harness and pass through connector Updated lower wiring harness

6 Track IMS (Internal Mode Switch)The 6th track adds a stand alone P/N signal circuit (1786) to the IMS function. The6 track IMS is wider than the 5 track version it replaces. The 6 track will backservice earlier transmissions if the link and retainer are used, although the 6th

track will not function. The 6 track IMS requires a new tool, DT 47707-1 to prop-erly align the assembly.

4T80EUpdates



Manual Link and RetainerA new manual link and retainer were required for the wider 6 track IMS. Thesecond design link can be used with the 5 track IMS. The updated retainer isrequired with the new IMS and it to can back service a 5 track IMS.

4T80EUpdates (continued)

Wiring HarnessThe updated wiring harness is required with the new design IMS. The updatedharness will back service the previous IMS design.

The 6 track IMS requires anew tool, DT 47707-1 toproperly align the assembly.

63



The first in a series of new 6 speed front wheel drive transmissions wasintroduced for the 2007 model year. The 6T70 and 6T75 entered into the GMlineups with several vehicles such as the Saturn Aura, Pontiac G6 for the carlines, and the GMC Acadia and Saturn Outlook in the truck lines. Thisgeneration of transmissions was co-developed with Ford and will enter the Fordline up with the model name 6F55. Many but not all of the components areshared between the Ford and GM versions of the transmissions. By co-developingthe transmission R&D costs were significantly reduced.

The 6T70/6T75 improve fuel economy and average of 4 % while performance wasimproved 8% on average. The 6T70/6T75 share the same architecture and most ofthe parts are the same. The primary difference is the 6T75 is a heavy duty versionof the 6T70. The heavy duty parts in the 6T75 include:

A shot peened output carrier 5 Pinion carrier Transfer Gear is wider Differential carrier is heavier duty Heavier ribbed case

6T70/6T75 Ford 6F55Introduction



6T70/6T75 Ford 6F55Introduction

HYDRA-MATIC 6T70/75MANUAL SHIFTDETENT LEVER

ASSEMBLY(w/SHAFT POSITION SWITCH)

MANUAL VALVE

CONTROL SOLENOIDVALVE ASSEMBLY

(w/BODY AND TCM)

CONTROL VALVECHANNEL PLATE

ASSEMBLY

CONTROL VALVEUPPER BODY

ASSEMBLY

CONTROL VALVELOWER BODY

ASSEMBLY

CONTROL VALVEBODY COVER

INPUT SHAFTSPEED SENSOR

RELUCTOR WHEEL

TRANSMISSIONFLUID LEVELINDICATOR

REACTIONCARRIER

ASSEMBLY

INPUTCARRIER

ASSEMBLY

OUTPUTCARRIER

ASSEMBLY

FLUID PUMPDRIVE LINKASSEMBLY

PARK PAWL

PARK PAWLACTUATORASSEMBLY

TORQUECONVERTERASSEMBLY

FRONTDIFFERENTIAL

TRANSFER DRIVEGEAR SUPPORT

ASSEMBLY

FRONTDIFFERENTIAL

TRANSFER DRIVEGEAR

FRONTDIFFERENTIAL

TRANSFERDRIVENGEAR

FRONTDIFFERENTIALDRIVE PINION

GEAR

PARK GEAR

TORQUE CONVERTERAND SUPPORT AND

FLUID PUMPHOUSING ASSEMBLY

FRONTDIFFERENTIAL

CARRIER ASSEMBLY

FRONTDIFFERENTIAL

CARRIER BAFFLE

FRONTDIFFERENTIAL

RING GEAR

1-2-3-4CLUTCH

ASSEMBLY

2-6CLUTCH

ASSEMBLY

4-5-6CLUTCH

ASSEMBLY

INPUTSPEED

SENSOR

CASECOVER

ASSEMBLY

3-5 REVERSECLUTCH

ASSEMBLY

LOW ANDREVERSECLUTCH

LOW AND REVERSECLUTCH ASSEMBLY

(OWC)

FRONTDIFFERENTIALDRIVE PINION

GEAR LUBE TUBE

OUTPUTSPEED

SENSOR

FLUIDPUMP

ASSEMBLY(NOT SHOWN)

65



Fluid TypeDexron VI

Fluid capacity Valve body cover removal5.3-7.4 qts (5-7 liters)

Fluid capacity fluid change4.2-6.3 qts (4-6 liters)

Fluid capacity Overhaul 7.4-9.5 qts (7-9 liters)

The vent for the transmission is incorporated into the dipstick

EC3 246 mm hyper elliptical furnace brazed torque converter. Torqueconverter contains a lip seal that will be damaged if the converter isremoved or installed in any position other than vertical. Special tools areavailable J46409

5 clutches (3 holding, 2 driving) clutch to clutch shifting

1 diode/ratchet type one way clutch

2 shift solenoids used (On/Off Design), SS1,SS2

6 Variable bleed solenoids, PCS1, PCS2, PCS3, PCS4, PCS5, TCC

6T70/6T75 Ford 6F55Introduction (continued)

Features include:RPO Codes:* 6T70 car Fwd RPO MH2* 6T70 car Awd RPO MH4* 6T75 Truck Fwd RPO MY9* 6T75 Truck Awd RPO MH6* Input torque capacity 6T70 280 lb-ft (380 Nm)* Output torque capacity 6T70 462 lb-ft (515 Nm)* Maximum GCVW 6T70-4000 lbs 6T75-4850 lbs* Weight 216 lbs (98kg)* Transfer design- 3 axis* Compact design, 357mm length, 197 mm width* Differential and Side bearing preloads are adjustable



Performance Algorithm Lift foot (PAL) programming

Sport mode and TAP shift equipped

Adaptive Strategies with fast learn capabilities

Reverse lock out feature

Grade Braking

Fwd/Awd applications can be dingy towed but Awd applications cannot bedolly towed. Neither application can be towed with the rear wheels in theair, as would happen when the vehicle is being towed by a tow truck. Allthe applications utilize a Lube trough to provide lubrication duringtowing. Towing the vehicle with the rear wheels elevated will result in alube failure do to oil draining out of the lube trough.

1st 4.48-1

2nd 2.87-1

3rd 1.84-1

4th 1.41-1

5th 1-1

6th .74-1

REV 2.88-1

Final Drive 2.77-1 or 3.16-1

RATIOS:

6T70/6T75 Ford 6F55Introduction (continued)

Remote mounted, off axis, Chain Driven Vane type oil pump

Internal Mode Switch (IMS) equipped

Performance Algorithm Shifting (PAS) programming

A Bosch built 32 bit TCM (TEHCM) mounted internal to the transmission onthe valve body (Referred to as the control solenoid valve assembly). TheTCM (TEHCM) incorporates Solenoids, pressure switches, TFT and it isbolted to the valve body. A special spring loaded bracket is used to force theTCM against a heat sink on the valve body. Failure to install the bracketwill result in TCM thermal shutdown

67



6T70/6T75 Ford 6F55Internal Mode Switch

The 6T70/6T75 internal mode switch is connected mechanically to the manualshaft similar to the 4T65E application. Electrically the IMS operates similar toother GM IMS applications.Care must be taken when replacing the IMS on the 6T70/6T75 applications.When the IMS nail is removed and the IMS and manual shaft are removed becareful not to pull the parking rod too far. If the parking rod becomes dislodgedfrom the parking pawl you will need to remove the transmission and disassembleit to reinstall the park rod.



6T70/6T75 Ford 6F55Internal Mode Switch

Selector Position Range A Range B Range C Range PPark Low High High LowPark/Reverse Low Low High LowReverse Low Low High HighReverse/Neutral High Low High HighNeutral High Low High LowNeutral/D6 High Low Low LowD6 High Low Low HighD6/D4 Low Low Low HighD4 Low Low Low LowD4/D3 Low High Low LowD3 Low High Low HighD3/D2 High High Low HighD/2 High High Low LowIllegal High High High HighIllegal Low High High High

Low = Grounded (0Volts)

High = Open (Source Voltage)

(continued)

The TCM sends a bias voltage to the IMS on 4 circuits, A, B, C, P. Pin N is usedfor Park/Neutral starting operations and is supplied by the ECM. As the rangeselector is moved the IMS will ground/un-ground the circuits or circuit requiredto indicate the specific manual valve position. By noting the voltage sequenceproduced, the TCM will be able to identify the range that was selected.

69



Shift @ TP KM/H MPH OSS (RPM)1-2 @ 12.5 18 11.2 4002-3 @ 12.5 34 21.1 7553-4 @ 12.5 46 28.6 10214-5 @ 12.5 60 37.3 13325-6 @ 12.5 74 46 16436-5 @ 12.5 69 42.9 15325-4 @ 12.5 69 42.9 15324-3 @ 12.5 43 26.7 9553-2 @ 12.5 16 9.9 3552-1 @ 12.5 16 9.9 3551-2 @ 25 36 22.4 7992-3 @ 25 59 36.7 13103-4 @ 25 78 48.5 17324-5 @ 25 94 58.4 20875-6 @ 25 150 93.2 33316-5 @ 25 69 42.9 15325-4 @ 25 52 32.3 11554-3 @ 25 43 26.7 9553-2 @ 25 16 9.9 3552-1 @ 25 16 9.9 355

6T70/6T75 Ford 6F55Speed Sensor

The TCM will monitor the frequency of the signal to determine the input or out-put speed. Input Speed Sensor signals are generated by the rotation of the 3-5-R/4-5-6 clutch assemblies and are used to calculate gear ratio and slip rates. TheOutput Speed Sensor signal is generated by the rotation of the transfer gear. TheOSS is used for indicating Vehicle speed for shift pattern control as well as Ratiocalculations.NOTE: Replacing the ISS in the vehicle will require a tether tool such as DT47734

The speed sensors are hall effect style assemblies. The input speed sensor ismounted externally in the case side cover next to the line pressure tap. The out-put speed sensor is mounted under the valve body in the case. The TCM providesa signal voltage of 8.3-9.3 volts for the sensor operation.



The Low/REV clutch is applied when the vehicle is in a forward range and thevehicle is stationary. As vehicle speed is indicated, the L/R clutch will be re-leased. This increases torque capacity under load with the vehicle stationary

PARK 1ST

NEUTRAL BRK

1-2-3-4 CLUTCH ON ON ON ON ON3-5 REVCLUTCH4-5-6 CLUTCH ON ON ONLOW/REVCLUTCH2-6 CLUTCH ON ONLOW ONE WAY ON ON

ON ON ON

ON ONON

3RD 4TH 5TH 6THCOMPONENT REV 1ST 2ND

6T70/6T75 Ford 6F55

The pressure switches are housed as part of the control solenoid valve assembly(TEHCM). 4 switches are used, 1, 2, 3 and 4. The switches act as an input to theTCM and are used for 2 basic purposes: To monitor clutch regulator valve and clutch hydraulic operation To monitor clutch CVI (Adaptive learning)

Pressure Switch and Clutch Range

Reference

TFP Switch Clutch/circuit Monitored

1 1-2-3-4 Clutch 2 3-5-R Clutch3 2-6 Clutch4 4-5-6 and L/R Clutch

Range Reference Chart

Pressure Switch

71



6T70/6T75 Ford 6F55

Shift solenoid and PCS operation is controlled by the TEHCM (TCM). The TCMregulates the feed voltage to the solenoids to a value between 8.3-9.3V. The TCMthen regulates the current flow through the solenoids. The shift solenoids areOn/Off design with the TCM controlling the power for the solenoid. The pressurecontrol solenoids are high side PWM controlled. The TCM is over current andovertemp protected.

Bosch refers to the solenoids by their state, NL or NH. Normally High (N.H.) isused to describe a solenoid that allows pressure to travel to the clutch when thesolenoid is turned off. Normally Low (N.L.) is used to describe a solenoid thatprevents pressure from getting to a clutch when the solenoid is turned off.The solenoids are protected by the filter plate. The filter plate is housed betweenthe valve body and the control solenoid valve assembly (TEHCM) and must bereplaced anytime the valve body or control solenoid valve assembly (TEHCM) isreplaced or unbolted from each other. The Filter plate is serviced with the controlsolenoid valve assembly (TEHCM) but it must be ordered separately if you areordering a valve body.

NOTE: If the Control valve body assembly is removed from the case the supportseal located in the case must also be replaced.

Shift Solenoid Operation

PCS 2 PCS3 PCS4 PCS5

(N.H.) (N.H.) ( N.L.) (N.L)

PARK ON ON OFF ON OFF OFFREVERSE ON OFF ON ON OFF OFFNEUTRAL ON ON OFF ON OFF OFF

1ST ENG BRK ON ON OFF ON OFF ON

1ST OFF ON OFF OFF OFF ON

2ND OFF ON OFF OFF ON ON

3RD OFF ON ON OFF OFF ON

4TH OFF ON OFF ON OFF ON

5TH OFF ON ON ON OFF OFF

6TH OFF ON OFF ON ON OFF

GEAR SS1 SS2



6T70/6T75 Ford 6F55

An automated process is available that aids in cleaning debris from the solenoidassembly. Your scan tool will instruct the TCM (TEHCM) to cycle the solenoidswhile the system is pressurized to clean the solenoids. The transmission does notneed to be disassembled to perform the cleaning process. Simply follow the in-structions on the scan tool to activate the cleaning program. This process shouldbe completed prior to attempting to diagnose the transmission with the DT-47825-1 tools as described below. If the cleaning process is unsuccessful thenyou should diagnose the concern with DT-47825-1

Solenoid Cleaning Process

Solenoid DiagnosticsLike other GM transmissions, diagnosis is designed around the use of a qualityscan tool. With the 6T70/6T75 this could not be more true as the need to accessscan data is critical. Unlike other GM transmissions you have become accus-tomed to working with over the years, the 6T70/6T75 internal electrical compo-nents are not hard wired to the rest of the vehicle via the transmission harness.This means that the diagnostic process has changed considerably. Diagnosis isdivided into 2 categories, scan diagnostics and test plate/air check diagnostics.Solenoid and valve body diagnosis requires the following tools:

A quality scan tool capable of communicating and commanding theTCM and its solenoids.

Tool number DT 47825-1 Solenoid test plate and jumper harnessDT47825-20

Remove the Control Solenoid Valve Assembly from the transmission. Install toolDT 47821-1 onto the Control Solenoid Valve Assembly (5Nm 44 Lb In). Applyregulated shop air (90-100 psi) to the tool. Connect the scan tool to the ControlSolenoid Valve Assembly.

Command the solenoid ON/OFF air pressure should be present on the gauge andthen it should exhaust as the solenoid is cycled. If the solenoid or valve are mal-functioning the gauge pressure will not change as you cycle the solenoid. If amalfunction is determined to be present, replace the complete Control SolenoidValve Assembly.

If the solenoid checked OK, install the gauge on another solenoid port and com-mand that solenoid ON/OFF with the scan to repeat the process.

73



6T70/6T75 Ford 6F55

NOTE: If the solenoid or valve is malfunctioning the gaugepressure will not change as you cycle the solenoid. If amalfunction is determined to be present, replace the completeControl Solenoid Valve Assembly (TEHCM)

NOTE: The TCM (TEHCM) will normally cycle several of thesolenoids ON/OFF to help keep the solenoids and the valves freeof debris. Therefore this cleaning function (Dither) may cause thegauge to flicker when the TCM is cleaning the solenoid you aretesting.

Solenoid Test Plate Port

Key On, Engine Off (KOEO) Normal State

Line PC Solenoid 1 G No flow to gage

PC Solenoid 2 C No flow On - Full flow Off - No flowPC Solenoid 3 A Full flow On - Full flow Off - No flow PC Solenoid 4 B No flow On - Full flow Off - No flowPC Solenoid 5 F No flow On - Full flow Off - No flow

Shift Solenoid 1 H No flow Off - No flow On - Full flow Shift Solenoid 2 D No flow Off - No flow On - Full flow

TCC PC Solenoid E No flow On - Full flow Off - No flow

Commanded StateOn - 68-103 Kpa (10-15 psi) per

Commanded Amp



6T70/6T75 Ford 6F55Solenoid Assembly and TCM

TFP Switch 2(35R)

TFP Switch 3(26)

TFP Switch 4(456/R1)

TFP Switch 1(1234)

ShiftSolenoid 1

TransmissionFluid Temperature

Sensor

LinePressureControl

Solenoid

PressureControl

Solenoid 3(R1/456)

PressureControl

Solenoid 5(1234)

TCCPressureControl

Solenoid

ShiftSolenoid 2

PressureControl

Solenoid 2(35R)

PressureControl

Solenoid 4(26)

75



6T70/6T75 Ford 6F55

The 6T70/75 are fully equipped with several adaptive learning strategies. As withsome other GM applications you will need to erase the adaptive values and per-form a Fast Learn prior to operating the vehicle. Adapts and fast learn proce-dures should be performed if any of the following occur: Internal Transmission repairs have been performed The valve body was replaced The Control Solenoid valve assembly was replaced The TCM was recalibrated Internal repairs were performed that could effect shift quality

NOTE: Fast learn is not required if a GM New or GM Rebuilt 6T70/6T75 is used.The transmission is fast learned prior to it being shipped from the plant

To perform a fast learn: Use a scan tool capable of performing the fast learn procedure TFT 158-230F (70-110C), Move the selector in/out of gear 3 times Select the fast learn process from the scan tool menu Place the transmission in Drive with the vehicle stationary. The TCM will

individually apply the clutches and calculate the clutch volume Place thetransmission in Reverse with the vehicle stationary. The TCM will individually apply the clutches and calculate the clutch volume

Shut off the engine for at least 30 seconds, open and close the door to allowRAP to expire or false DTCs may set, After a minimum of 30 seconds thecar can be restarted , power off the scanner

The process is now complete

The fast learn procedure will not run if: DTCs are set TFT is not between 158-230 F (70-110C) The brake switch is not working TP is 0% but engine RPM increases during the test P/N switch is improperly adjusted or is not functioning correctly Line pressure control system is malfunctioning

Adaptive Learning



New Service Manual

ProcessFor 25 years General Motors and the aftermarket service manual providers haveused a specific format for their service manuals for all applications.Starting with the 2006 model year, GM will roll out a new format as well as a newprocess that must be followed to diagnose GM vehicles. This process is likely to beadopted by most if not all of the aftermarket manual providers. The new format isbeing introduced on 3 models, Y- car (Corvette, XLR) W- car (Impala/Monte Carloand D-car (Cadillac STS). Known as the Global Service Information system themanual and its format will change how you, the technician, use the manual. Thechanges include:

Moving several items into different sections. Examples include movingcruise control operation from the engine section to the accessories section.Moving the Power take off section from the Accessories section to theTransmission section. Moving the transfer cases from the driveline/axlesection to the transmission section. Several other sections as well assubsections have been relocated above and beyond those mentioned above.

Eliminating diagnostic DTC charts/tables as you currently know them. Reducing redundancy by eliminating duplication of material from one

section to another section Fewer words but more information Rather than explaining exactly how to do a specific test, the manual will

simply tell you to do the test, with the expectation that you know how to dothe test.

This new format will require the technician to be more technically competent.The technician will need to understand this new format to effectively repair thevehicle. The process is designed to be broken down into 3 steps: Circuit/system description Circuit/system testing Component testingUnlike the previous design, the new format does not force the technician downa specific path, but rather it allows the technician to decide where to go. Thissimply means it is more important than ever for the technician to have athrough understanding regarding theory of operation.

The following is an example of the new format:

77



New Service Manual

ProcessDTC P0961, P0962 or P0963

NOTE: DTCs will be combined when possible. This means onepage will cover several DTCs for that circuit event though theymay not indicate the same failures

DTC Description

DTC P0961: Line Pressure Control (PC) Solenoid System

DTC P0962: Line Pressure Control (PC) Solenoid Control Circuit Low Voltage

DTC P0963: Line Pressure Control (PC) Solenoid Control Circuit High VoltageDiagnostic Fault InformationPerform the Diagnostic System Check prior to using this diagnostic procedure

NOTE: The type of failure is listed as shown above by the DTC.The bottom chart shows what the scan tool should display

Line PC Solenoid

(continued)

CircuitShort To Ground

Open/High Resistence

Short To Voltage

Signal Performace

Line PC Solenoid Control P0962 P0963 P0963 P0961Line PC Solenoid High Side Driver 2

P1833 P1833 P1834 P0961

Circuit Short To Ground Open Short Performace

Line PC Sol. CKT Status Short to GND Open/Short to Volts Open/Short to Volts

High Side Driver 2 CKT Status Open/Short to GND Open/Short to GND Short to Volts

Operating Conditions: Engine running, normal operating temperature

Paramter Normal Range: OK



New Service Manual

ProcessCircuit/System Description

The line pressure control (PC) solenoid is part of the control solenoid (w/body andTCM) valve assembly and is not serviced separately. The line PC solenoid regulatesthe transmission fluid line pressure. The TCM varies the current to the normally highline PC solenoid valve from 0.1 amp for maximum line pressure, to 1.1 amps forminimum line pressure. This is accomplished by varying the desired line pressure inkPa (psi)

Conditions for Running the DTC

The engine run time is greater than 5 seconds.

The line PC solenoid is commanded ON or OFF.

DTC P0961DTC P0961 is not failed this ignition.

NOTE: The manual gives you a brief description of operation. It then lists thefactors needed to set the DTCs.



Conditions for Setting DTC P0961The TCM detects an internal electrical performance malfunction of the line PCsolenoid control circuit and the actual line pressure does not equal the com-manded line pressure for 300 milliseconds.

(continued)

The TCM detects an internal low voltage electrical malfunction of the line PCsolenoi

2007 ATRA Seminar Manual

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