SM 4.c

2017 Transmission
Automatic Transmission - 6L80 (MYC) or 6L90 (MYD) - Component Locator - Sierra, Silverado
COMPONENT LOCATOR
APPLICATION
4.3L LV3 H 6L80 (MYC) 1500

5.3L L83 C 6L80 (MYC) 1500
6.0L LC8 B Gas/CNG 6L90-E (MYD) 2500/3500
6.0L L96 G Gas/Ethanol 6L90-E (MYD) 2500/3500
DISASSEMBLED VIEWS
Case and Associated Parts
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Fig. 1: Transmission Components

Courtesy of GENERAL MOTORS COMPANY
Callout Component Name
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1 Torque Converter Assembly
2 Torque Converter (with Fluid Pump) Housing Assembly - Model Dependent
3 Bolt, M10 x 50 mm
4 Torque Converter Housing Access Hole Cover - Model Dependent
5 A/Trans Fluid Pump Seal
6 Torque Converter Housing Locator Pin
7 A/Trans Case Assembly
9 A/Trans Connector Seal
10 A/Trans Connector (O-ring) Seal
11 A/Trans Electrical Connector Passage Sleeve
12 A/Trans Case Plug
13 Output Shaft Bushing
14 Output Shaft Seal Assembly - 4WD Models
16 Bolt, M10 x 40 mm - Model Dependent
18 A/Trans Fluid Pump Seal Assembly
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20 Center Support Fluid Passage Seal Assembly
21 Control (with Body and Valve) Valve Assembly
22 Bolt, M5 x 73 mm
23 Bolt, M6 x 14.5 mm
24 Manual Shaft Detent Assembly
25 A/Trans Fluid Filter Seal Assembly
26 A/Trans Fluid Filter Assembly
27 A/Trans Fluid Pan Gasket
28 A/Trans Fluid Pan Magnet
29 A/Trans Fluid Pan Assembly
30 Bolt, M6 x 20 mm
32 Torque Converter Housing Access Hole Cover
33 A/Trans Case Extension Seal - 2WD Models
34 A/Trans Case Extension - 2WD Models
35 Prop Shaft Front Slip Yoke Bushing - 2WD Models
36 Prop Shaft Front Slip Yoke Oil Seal - 2WD Models
Clutch Assemblies and Associated Parts
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Fig. 2: Clutch Assemblies and Associated Parts

51 1-2-3-4 and 3-5 Reverse Clutch Assembly
52 Input Carrier Assembly
53 Input Sun Gear
54 Input Sun Gear Thrust Bearing
55 Input Sun Gear Thrust Washer
56 4-5-6 (w/ Turbine Shaft) Clutch Assembly
57 Turbine Shaft Thrust Bearing Assembly
58 4-5-6 Clutch (w/ Output Carrier Shaft and Dampener) Hub Assembly
59 4-5-6 Clutch Hub Thrust Bearing Assembly
60 Output Carrier Inner Sun Gear Shaft (Front) Bushing
61 1-2-3-4 Clutch (w/ Output Carrier Inner Sun Gear Shaft) Hub Assembly
62 Output Carrier Inner Sun Gear Shaft Bushing
63 1-2-3-4 Clutch Hub Thrust Bearing Assembly
2-6 and 3-5 Reverse Clutch (w/ Output Carrier Outer Sun Gear Shaft) Hub
64
Assembly
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65 2-6 and 3-5 Reverse Clutch Hub Thrust Bearing Assembly
66 Center Support Retaining Ring
67 Center (w/ 2-6 Low and Reverse Clutch) Support Assembly
68 Output Carrier Assembly
69 Output Carrier Thrust Bearing Assembly
70 Output Shaft Assembly - Model Dependent
71 Output Shaft Thrust Bearing Assembly
72 Propeller Shaft Oil Seal Sleeve - 2WD Models Only
Torque Converter (w/Fluid Pump) Housing Assembly
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Fig. 3: Torque Converter (w/Fluid Pump) Housing Assembly

200 Torque Converter Fluid Seal Retaining Ring
201 Torque Converter Fluid Seal Assembly
202 Line Pressure Test Hole Plug
203 Torque Converter Housing - Model Dependent
204 A/Trans Vent Pipe
205 Trans Fluid Cooler Pipe Fitting Seal
206 Torque Converter Bushing
207 A/Trans Fluid Pump Vane Ring
208 A/Trans Fluid Pump Rotor Guide
209 A/Trans Fluid Pump Slide Fluid Seal Ring
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210 A/Trans Fluid Pump Slide (O-ring) Seal
211 A/Trans Fluid Pump Slide Outer Spring
212 A/Trans Fluid Pump Slide
213 A/Trans Fluid Pump Slide Seal
214 A/Trans Fluid Pump Slide Seal Support
215 A/Trans Fluid Pump Slide Pivot Pin
216 A/Trans Fluid Pump Vane
217 A/Trans Fluid Pump Rotor
218 Turbine Shaft Front Bushing
219 A/Trans Fluid Pump Cover Assembly
220 Converter Feed Limit Valve
221 Converter Feed Limit Valve Spring
222 Valve Spring Retainer
223 Pressure Relief Ball Valve Spring Pin
224 Pressure Relief Ball Valve Spring
225 Pressure Relief Ball Valve
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226 TCC Control Valve Spring
227 TCC Control Valve
228 Turbine Shaft Rear Bushing
229 1-2-3-4 and 3-5 Reverse Clutch Housing Thrust Washer
230 1-2-3-4 and 3-5 Reverse Clutch Fluid Seal Ring
231 Bolt, M6 x 40 mm
232 A/Trans Fluid Pump Locator Pin
233 Pressure Regulator Valve
234 Pressure Regulator Valve Outer Spring
235 Pressure Regulator Valve Inner Spring
236 Isolator Valve
237 Isolator Valve Sleeve
1-2-3-4 and 3-5 Reverse Clutch Fluid Seal Ring - Inner O-Ring (Qty: 3) - Model
238
Dependent
Control (with Body and Valve) Valve Assembly
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Fig. 4: Control (with Body and Valve) Valve Assembly Component Views

303 A/Trans Input and Output Speed Sensor Assembly - Model Dependent
304 Control Valve Upper Body Assembly
305 Control Valve Body Spacer (w/ Gasket) Plate Assembly
306 Control Valve Body Ball Check Valve
307 Control Valve Lower Body Assembly
308 A/Trans Manual Shift Shaft Position Switch Assembly
311 Filter Plate Assembly
314 Control Solenoid (w/ Body and TCM) Valve Assembly
315 A/Trans Manual Shaft Position Switch Wiring Harness Clip
316 A/Trans Input and Output Speed Sensor Wiring Harness Clip - Model Dependent
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Upper Control Valve Body Assembly
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Fig. 5: View Of Upper Control Valve Body Assembly

313 Control Valve Body Locator Pin
321 Control Valve Upper Body
323 Retainer
324 Actuator Feed Limit Valve Spring
325 Actuator Feed Limit Valve
326 Clutch Regulator Valve Spring
327 CBR1/4-5-6 Clutch Regulator Valve
328 Clutch Regulator Valve Bore Plug
329 Clutch Boost Valve
330 Clutch Boost Valve Spring
334 2-6 Clutch Regulator Valve
335 2-6 Clutch Regulator Valve Gain Valve
336 3-5 Reverse Clutch Regulator Valve
337 1-2-3-4 Clutch Regulator Valve
338 Shuttle Valve
Lower Control Valve Body Assembly
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Fig. 6: View Of Lower Control Valve Body Assembly

323 Retainer
328 Clutch Regulator Valve Bore Plug
338 Shuttle Valve
351 Control Valve Lower Body
352 Clutch Select Solenoid Valve 3
353 TCC Regulator Apply Valve Spring
354 Manual Valve
355 TCC Regulator Apply Valve
356 Clutch Piston Dam Feed Regulator Valve
357 Clutch Piston Dam Feed Regulator Valve Spring
358 Clutch Select Solenoid Valve Spring
359 Clutch Select Solenoid Valve 2
1-2-3-4 and 3-5 Reverse Clutch Assembly
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Fig. 7: 1-2-3-4 and 3-5 Reverse Clutch Assembly Component Views

400 3-5 Reverse Clutch Backing Plate Retaining Ring
401 3-5 Reverse Clutch Backing Plate
402 3-5 Reverse Clutch Plate Assembly
403 3-5 Reverse Clutch Plate
404 3-5 Reverse Clutch (Waved) Plate
405 3-5 Reverse Clutch Apply Ring
407 1-2-3-4 Clutch Backing Plate
408 1-2-3-4 Clutch Plate Assembly
409 1-2-3-4 Clutch Plate
410 1-2-3-4 Clutch (Waved) Plate
411 1-2-3-4 Clutch Piston Dam Retaining Ring
412 1-2-3-4 Clutch Piston Dam Assembly
413 1-2-3-4 Clutch Spring
414 1-2-3-4 Clutch Piston
415 1-2-3-4 Clutch Piston Housing Retaining Ring
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416 1-2-3-4 Clutch Piston Seal
417 1-2-3-4 Clutch Piston Housing
418 3-5 Reverse Clutch Piston Dam (O-ring) Seal
419 3-5 Reverse Clutch Piston Inner Seal
420 3-5 Reverse Clutch Spring
421 3-5 Reverse Clutch Piston
422 3-5 Reverse Clutch Piston Outer Seal
423 1-2-3-4 Clutch Piston Inner Seal
424 1-2-3-4 Clutch Piston Housing Seal
426 1-2-3-4 and 3-5 Reverse Clutch Housing Rear Bushing
427 1-2-3-4 and 3-5 Reverse Clutch Housing Assembly
428 1-2-3-4 and 3-5 Reverse Clutch Bearing Assembly
429 1-2-3-4 Clutch Backing Plate Retaining Ring
4-5-6 (w/Turbine Shaft) Clutch Assembly
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Fig. 8: 4-5-6 (w/Turbine Shaft) Clutch Assembly

431 4-5-6 Clutch Backing Plate Retaining Ring
432 4-5-6 Clutch Backing Plate
433 4-5-6 Clutch Plate Assembly
434 4-5-6 Clutch Plate
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435 4-5-6 Clutch (Waved) Plate
436 4-5-6 Clutch Piston Dam Retaining Ring
437 4-5-6 Clutch Piston Dam Assembly
438 4-5-6 Clutch Spring
439 4-5-6 Clutch Piston Assembly
440 Output Carrier Shaft Housing Bushing
441 4-5-6 (w/Turbine Shaft) Housing Assembly
442 Turbine Shaft Fluid Seal Ring
443 Turbine Shaft (O-ring) Seal
2-6 Clutch Assembly
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Fig. 9: 2-6 Clutch Assembly

450 2-6 Clutch Backing Plate Retaining Ring
451 2-6 Clutch Backing Plate
452 2-6 Clutch Plate Assembly
453 2-6 Clutch Plate
454 2-6 Clutch (Waved) Plate
455 2-6 Clutch Spring Retaining Ring
456 2-6 Clutch Spring
457 2-6 Clutch Piston Assembly
458 Output Carrier Outer Sun Gear Shaft (Front) Bushing
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459 Center Support Assembly
460 Output Carrier Outer Sun Gear Shaft Rear Bushing
Low and Reverse Clutch Assembly
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Fig. 10: Low and Reverse Clutch Assembly

459 Center Support Assembly
461 Low and Reverse Clutch Backing Plate Retaining Ring
462 Low and Reverse Clutch Backing Plate
463 Low and Reverse Clutch Plate Assembly
464 Low and Reverse Clutch Plate
465 Low and Reverse Clutch (Waved) Plate
466 Low and Reverse Clutch Spring Retaining Ring
467 Low Clutch Sprag Assembly
468 Low Clutch Sprag Seal
469 Low and Reverse Clutch Spring
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470 Low and Reverse Clutch Piston Assembly
4-5-6 Clutch Hub Assembly
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Fig. 11: 4-5-6 Clutch Hub Assembly Component Views

475 4-5-6 Clutch (w/ Output Carrier Shaft) Hub Assembly
476 4-5-6 Clutch Dampener
477 4-5-6 Clutch Dampener Apply Plate
478 4-5-6 Clutch Dampener Retaining Ring
Output Carrier Assembly
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Fig. 12: Output Carrier Assembly

485 Center Support Roller Bearing Assembly
486 Output Carrier Front Sun Gear Thrust Bearing Assembly
487 Output Carrier Front Sun Gear
488 Output Carrier Front Sun Gear Rear Thrust Bearing Assembly
489 Output Carrier Rear Sun Gear
490 Output Carrier
491 Output Carrier Rear Sun Gear Thrust Bearing Assembly - Captured
Output Shaft Assembly
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Fig. 13: Output Shaft Assembly

493 Output Internal Gear Assembly - Model Dependent
494 Output Carrier Internal Gear Retaining Ring
495 Output Carrier Internal Front Gear
496 Output Carrier Internal Gear Spacer
497 Output Carrier Internal Rear Gear
498 Output Carrier Bushing
499 Output Shaft Assembly - Model Dependent
Park System Components
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Fig. 14: Park System Components

12 A/Trans Case Plug
500 Park Pawl Shaft
501 Park Pawl Spring
502 Park Pawl
503 Park Pawl Actuator Assembly
504 Manual Shaft Detent Lever Hub Pin
505 Manual Shaft Detent Lever Assembly
506 Manual Shift Shaft Pin
507 Manual Shift Shaft Seal
508 Manual Shift Shaft
509 Park Pawl Actuator Guide
510 Park Pawl Actuator Guide (O-ring) Seal
511 Park Pawl Actuator Guide Pin
COMPONENT LOCATION (6L80/6L90)
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6L80/6L/90
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Fig. 15: Component Locations (6L80/6L90)

2 Torque Converter (with Fluid Pump) Housing Assembly
21 Control (with Body and Valve) Valve Assembly
53 Input Sun Gear
56 4-5-6 (w/Turbine Shaft) Clutch Assembly
58 4-5-6 Clutch (w/Output Carrier Shaft and Dampener) Hub Assembly
61 1-2-3-4 Clutch (w/Output Carrier Inner Sun Gear Shaft) Hub Assembly
2-6 and 3-5 Reverse Clutch (w/Output Carrier Outer Sun Gear Shaft) Hub
64
Assembly
67 Center (w/2-6 Low and Reverse Clutch) Support Assembly
70 Output Shaft Assembly
303 A/Trans Input and Output Speed Sensor Assembly
402 3-5 Reverse Clutch Plate Assembly
408 1-2-3-4 Clutch Plate Assembly
452 2-6 Clutch Plate Assembly
463 Low and Reverse Clutch Plate Assembly
467 Low Clutch Sprag Assembly
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487 Output Carrier Front Sun Gear
489 Output Carrier Rear Sun Gear
495 Output Carrier Internal Front Gear
497 Output Carrier Internal Rear Gear
502 Park Pawl
BUSHING, BEARING, AND WASHER LOCATIONS

Bushing, Bearing, and Washer
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Fig. 16: Transmission Bushing, Bearing And Washer Locations

13 Output Shaft Bushing
35 Prop Shaft Front Slip Yoke Bushing
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60 Output Carrier Inner Sun Gear Shaft (Front) Bushing
62 Output Carrier Inner Sun Gear Shaft Bushing
218 Turbine Shaft Front Bushing
228 Turbine Shaft Rear Bushing
426 1-2-3-4 and 3-5 Reverse Clutch Housing Rear Bushing
428 1-2-3-4 and 3-5 Reverse Clutch Bearing Assembly
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440 Output Carrier Shaft Housing Bushing
458 Output Carrier Outer Sun Gear Shaft (Front) Bushing
460 Output Carrier Outer Sun Gear Shaft Rear Bushing
485 Center Support Roller Bearing Assembly
491 Output Carrier Rear Sun Gear Thrust Bearing - Captured
498 Output Carrier Bushing
SEAL LOCATIONS
Seals
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Fig. 17: Seal Locations

5 A/Trans Fluid Pump Seal
9 A/Trans Connector Seal
10 A/Trans Connector (O-ring) Seal
20 Center Support Fluid Passage Seal Assembly
25 A/Trans Fluid Filter Seal Assembly
209 A/Trans Fluid Pump Slide Fluid Seal Ring
210 A/Trans Fluid Pump Slide (O-ring) Seal
213 A/Trans Fluid Pump Slide Seal
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230 1-2-3-4 and 3-5 Reverse Clutch Fluid Seal Ring
238 1-2-3-4 and 3-5 Reverse Clutch Fluid Seal Rings - Inner O-rings
418 3-5 Reverse Clutch Piston Dam (O-ring) Seal
423 1-2-3-4 Clutch Piston Inner Seal
437 4-5-6 Clutch Piston Dam Assembly
442 Turbine Shaft Fluid Seal Ring
457 2-6 Clutch Piston Assembly
468 Low Clutch Sprag Seal
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470 Low and Reverse Clutch Piston Assembly
510 Park Pawl Actuator Guide (O-ring) Seal
BALL CHECK VALVE LOCATIONS
Fig. 18: Ball Check Valve Locations

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I.D. Input Oil Input Oil Output Oil
1 Drive 1-6 DRV B CB26/C1234 FD
2 Sol 1 Reverse (Park) CSV2 Enable
3 Sol 2 C456 CSV3 Enable
4 PS4 C456 CSV2 Latch
5 Drive 1-6 C35R Rev FD C35R Supply
6 CB26/C1234 FD - C1234 FD
7 C35R Supply - C35R FD
8 CBR1/CBR FD - CBR 1
Article GUID: A00854653
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2017 Transmission
Automatic Transmission - 6L80 (MYC) or 6L90 (MYD) - Description and Operation - Sierra,
Silverado
DESCRIPTION AND OPERATION

DEFINITIONS AND ABBREVIATIONS
Throttle Positions
Engine Braking
A condition where the engine is used to slow the vehicle by manually downshifting during a zero throttle
coastdown.
Full Throttle Detent Downshift
A quick apply of the accelerator pedal to its full travel, forcing a downshift.
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Heavy Throttle
Approximately 3/4 of accelerator pedal travel, 75 percent throttle position.
Light Throttle
Medium Throttle
Minimum Throttle
The least amount of throttle opening required for an upshift.
Wide Open Throttle (WOT)
Full travel of the accelerator pedal, 100 percent throttle position.
Zero Throttle Coastdown
A full release of the accelerator pedal while the vehicle is in motion and in drive range.
Shift Condition Definitions
Bump
A sudden and forceful apply of a clutch or a band.
Chuggle
A bucking or jerking. This condition may be most noticeable when the converter clutch is engaged. It is
similar to the feel of towing a trailer.
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Delayed
A condition where a shift is expected but does not occur for a period of time. This could be described as a
clutch or band engagement that does not occur as quickly as expected during a part throttle or wide open
throttle apply of the accelerator, or during manual downshifting to a lower range. This term is also
defined as LATE or EXTENDED.
Double Bump - Double Feel
Two sudden and forceful applies of a clutch or a band.
Early
A condition where the shift occurs before the car has reached proper speed. This condition tends to labor
the engine after the upshift.
End Bump
A firmer feel at the end of a shift than at the start of the shift. This is also defined as END FEEL or SLIP
BUMP.
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Firm
A noticeably quick apply of a clutch or band that is considered normal with a medium to heavy throttle.
This apply should not be confused with HARSH or ROUGH.
Flare
A quick increase in engine RPM along with a momentary loss of torque. This most generally occurs
during a shift. This condition is also defined as SLIPPING.
Harsh - Rough
A more noticeable apply of a clutch or band than FIRM. This condition is considered undesirable at any
throttle position.
Hunting
A repeating quick series of upshifts and downshifts that causes a noticeable change in engine RPM, such
as a 4-3-4 shift pattern. This condition is also defined as BUSYNESS.
Initial Feel
A distinctly firmer feel at the start of a shift than at the finish of the shift.
Late
A shift that occurs when the engine RPM is higher than normal for a given amount of throttle.
Shudder
A repeating jerking condition similar to CHUGGLE but more severe and rapid. This condition may be
most noticeable during certain ranges of vehicle speed.
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Slipping
A noticeable increase in engine RPM without a vehicle speed increase. A slip usually occurs during or
after initial clutch or band apply.
Soft
A slow, almost unnoticeable clutch or band apply with very little shift feel.
Surge
A repeating engine related condition of acceleration and deceleration that is less intense than CHUGGLE.
Tie-Up
A condition where two opposing clutch and/or bands are attempting to apply at the same time causing the
engine to labor with a noticeable loss of engine RPM.
Noise Conditions
Drive Link Noise
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A whine or growl that increases or fades with vehicle speed, and is most noticeable under a light throttle
acceleration. It may also be noticeable in PARK or NEUTRAL operating ranges with the vehicle
stationary.
Final Drive Noise
A hum related to vehicle speed which is most noticeable under a light throttle acceleration.
Planetary Gear Noise
A whine related to vehicle speed, which is most noticeable in FIRST gear, SECOND gear, FOURTH gear
or REVERSE. The condition may become less noticeable, or go away, after an upshift.
Pump Noise
A high pitched whine that increases in intensity with engine RPM. This condition may also be noticeable
in all operating ranges with the vehicle stationary or moving.
Torque Converter Noise
A whine usually noticed when a vehicle is stopped, and the transmission is in DRIVE or REVERSE. The
noise will increase with engine RPM.
Driver Shift Control
Driver shift control (DSC) allows the driver to change gears similar to a manual transmission.
Transmission Abbreviations
A/C
Air Conditioning
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AC
Alternating Current
AT
Automatic Transmission
CCDIC
Climate Control Driver Information Center
DC
Direct Current
DIC
Driver Information Center
DLC
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Data Link Connector
DMM
Digital Multimeter
DSC:
DTC
Diagnostic Trouble Code
EBTCM
Electronic Brake/Traction Control Module
ECCC
Electronically-Controlled Capacity Clutch
ECT
Engine Coolant Temperature
EMI
Electromagnetic Interference
IAT
Intake Air Temperature
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IGN
Ignition
IMS
Internal Mode Switch
ISS
Input Speed Sensor
MAP
Manifold Absolute Pressure
MIL
Malfunction Indicator Lamp
NC
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Normally Closed
NO
Normally Open
OBD
On Board Diagnostic
OSS
Output Speed Sensor
PC
Pressure Control
PCM
Powertrain Control Module
PCS
Pressure Control Solenoid
PS
Pressure Switch
PWM
Pulse Width Modulation
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RPM
Revolutions Per Minute
SS
Shift Solenoid
STL
Service Transmission Lamp
TAP
Transmission Adaptive Pressure
TCC
Torque Converter Clutch
TFP
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Transmission Fluid Pressure
TFT
Transmission Fluid Temperature
TP
Throttle Position
VSS
Vehicle Speed Sensor
WOT
Wide Open Throttle
TRANSMISSION IDENTIFICATION INFORMATION

Identification Label
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Fig. 1: Transmission Identification Label

1 Model Year
2 Model Code
3 Transmission Family
4 Transmission Assembly Number
5 Julian date
6 Sequential Serial Number
7 Source Code
8 Broadcast Code
9 Bar Code
10 Transmission I.D.
11 Calender Year
12 Machine Readable Matrix
13 Production Shift
TRANSMISSION GENERAL DESCRIPTION
The Hydra-matic 6-Speed RWD is a fully automatic, 6-speed, rear-wheel drive, electronic-controlled
transmission. It consists primarily of a 4-element torque converter, an integral fluid pump and converter
housing, a single and double planetary gear set, friction and mechanical clutch assemblies, and a hydraulic
pressurization and control system. There are four variants of the transmission, all based on torque capacity.
Architecture is common between the variants, and component differences are primarily related to size.
The 4-element torque converter contains a pump, a turbine, a pressure plate splined to the turbine, and a stator
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assembly. The torque converter acts as a fluid coupling to smoothly transmit power from the engine to the
transmission. It also hydraulically provides additional torque multiplication when required. The pressure plate,
when applied, provides a mechanical direct drive coupling of the engine to the transmission.
The planetary gear sets provide the 6 forward gear ratios and reverse. Changing gear ratios is fully automatic
and is accomplished through the use of a transmission control module (TCM) located inside 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 pressure control solenoids to control shift timing and
feel. 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. All the solenoids, including the
TCM, are packaged into a self-contained control solenoid valve assembly.
The hydraulic system primarily consists of a vane-type pump, 2 control valve body assemblies, converter
housing and case. The pump maintains the working pressures needed to stroke the clutch pistons that apply or
release the friction components. These friction components, when applied or released, support the automatic
shifting qualities of the transmission.
The friction components used in this transmission consist of 5 multiple disc clutches. The multiple disc clutches
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combine with one mechanical sprag clutch to deliver 7 different gear ratios, 6 forward and one reverse, through
the gear sets. The gear sets then transfer torque through the output shaft.
The transmission may be operated in any of the following gear ranges:
PARK (P)
This position locks the rear wheels and prevents the vehicle from rolling either forward or backward.
PARK is the best position to use when starting the vehicle. Because the transmission utilizes a shift lock
control system, it is necessary to fully depress the brake pedal before shifting out of PARK. For safety
reasons, use the parking brake in addition to the PARK position.
REVERSE (R)
This position allows the vehicle to be operated in a rearward direction.
NEUTRAL (N)
This position allows the engine to be started and operated while driving the vehicle. If necessary, you may
select this position in order to restart the engine with the vehicle moving. This position should also be
used when towing the vehicle.
DRIVE (D)
Drive range should be used for all normal driving conditions for maximum efficiency and fuel economy.
Drive range allows the transmission to operate in each of the 6 forward gear ratios. Downshifts to a lower
gear, or higher gear ratio, are available for safe passing by depressing the accelerator or by manually
selecting a lower gear in the manual mode range.
MANUAL MODE (M)
This position allows the driver to select a range of gears appropriate for current driving conditions. Refer
to the vehicle owner's manual for specific manual mode information.
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TRANSMISSION COMPONENT AND SYSTEM DESCRIPTION
The mechanical components of the 6-Speed RWD are as follows:
A torque converter with an electronically controlled capacity clutch (ECCC). ECCC was developed to
reduce the possibility of noise, vibration, or chuggle caused by TCC apply. In a torque converter with
ECCC, the pressure plate does not always fully lock to the torque converter cover. Instead, the pressure
plate maintains a small amount of slippage. In RWD 6-Speed transmissions, this slippage can range from
0-50 RPM. Full lockup (0 RPM slip) is still available on some applications. TCC may apply in 2nd, 3rd,
4th, 5th, or 6th gears. The specific TCC apply points and the amount of clutch slippage are determined by
a number of operating conditions, including throttle position, vehicle speed, gear, as well as specific
vehicle application. Transmission fluid temperature will also affect TCC apply points.
Vane-type fluid pump assembly
1-2-3-4 and 3-5 Reverse clutch assembly
Input sun gear and carrier assembly
4-5-6 clutch assembly with turbine shaft
4-5-6 clutch hub assembly
1-2-3-4 clutch hub assembly
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2-6 and 3-5 reverse clutch hub assembly
Center support assembly, with 2-6 clutch assembly, and low and Reverse clutch assembly
Low clutch sprag assembly
A double planetary output carrier assembly
Output shaft assembly
Control valve body assembly
The electrical components of the 6-Speed RWD are as follows:
Input and output speed sensor assembly

Manual shift shaft position switch
Control solenoid valve assembly, which contains the following components:
Transmission control module (TCM)
5 variable bleed line pressure control (PC) solenoids
Transmission fluid pressure (TFP) switch assembly
Torque converter clutch (TCC) pressure control solenoid
2 shift solenoids
For more information, refer to Electronic Component Description.
SHIFT STABILIZATION DESCRIPTION AND OPERATION
Shift stabilization is a function within the vehicle's software/calibration that determines if and when to prevent
upshifts under load. The purpose of shift stabilization is to reduce shift busyness during conditions that would
otherwise produce frequent upshifts and downshifts, such as trailering, operating on grades or at higher
altitudes.
Shift stabilization calculates the required torque at the wheels in the current gear as well as the maximum torque
available at the wheels in the next higher gear. If the torque in the higher gear is not sufficient, the transmission
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will remain in the current gear. If the torque in the higher gear is greater than or equal to the required torque,
then an upshift is allowed.
Shift stabilization is active in normal driving mode, cruise mode, and in tow/haul mode. However, shift
stabilization will be disabled during high throttle maneuvers, and may be disengaged momentarily if the cruise
control "decrease" button is tapped or held, or if a significant "bump" in the road is encountered.
MANUAL MODE DESCRIPTION AND OPERATION

Transmission Gear Shift Lever
Manual Mode operation can be entered into when the shift lever is place in Manual (M) position. When manual
mode is selected, the letter M of the PRNDM display will illuminate to indicate the transmission is in manual
mode.
Transmission Manual Shift Switch - Up/Down
The transmission manual shift switch is mounted on the transmission gear shift lever handle. The manual shift
switch is a momentary type that has three positions. The three positions are neutral or open, plus (+) for upshifts
and minus (-) for downshifts. When selecting a gear, a number 1 through 6 for 6L transmission and 1 through 8
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for 8L transmissions, will be displayed next to the letter M on the instrument panel, to indicate the current gear
the operator has selected.
The transmission manual shift switch is an input signal to the body control module. The upshift or downshift
signal commands are processed and sent out on the serial data line from the body control module to the engine
control module and transmission control module.
Transmission Control Module
In manual mode, the Transmission Control Module will always have final authority of when to allow an upshift
or downshift. The Transmission Control Module only allows an upshift or downshift into the appropriate gear
based on engine RPM, vehicle speed and other control parameters. The transmission will not automatically
downshift to the next lower gear if it would cause an engine over speed condition or an upshift if it would result
in too low of engine RPM.
If the Transmission Control Module prevents an upshift or downshift for any reason, a SHIFT DENIED
message will be displayed on the instrument cluster.
Manual Mode Shifting Operation
1. With the engine running, place the shift lever in Manual (M) position. The letter M of PRNDM display
will illuminate to indicate Manual Mode. A number will be illuminated next to the letter M to indicate the
current gear selected.
2. Momentary pressing the Transmission Manual Shift Switch - plus (+) will command the transmission to
the next higher gear. The current number indicated on the PRNDM display will change to a number to
indicate the gear that the vehicle operator has selected, and if conditions are appropriate, commands the
Transmission Control Module to upshift to that gear.
3. Momentary pressing the Transmission Manual Shift Switch - minus (-) will command the transmission to
the next lower gear. The current number indicated on the PRNDM display will change to a number to
indicate the gear that the vehicle operator has selected, and if conditions are appropriate, commands the
Transmission Control Module to downshift to that gear.
4. To exit Manual Mode, place the shift lever in Drive (D) position.
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TOW/HAUL MODE DESCRIPTION AND OPERATION
Tow/haul mode is a function within the vehicle's software/calibration that optimizes transmission gear selection
for operation during towing or with heavy loads. This optimization includes improving acceleration
performance during launches, reducing shift busyness, assisting brake performance and speed control during
engine braking situations, and improving vehicle speed control while requiring less throttle pedal activity.
In general, tow/haul mode maintains lower gears longer and increases shift pressures. It is designed to be most
effective when the vehicle and trailer combined weight is at least 75% of the vehicle's Gross Combined Weight
Rating (GCWR). Operation of tow/haul in a lightly loaded or non-loaded vehicle will not cause damage.
However, there is no benefit to the selection of tow/haul when the vehicle is unloaded, and use of tow/haul
mode during unloaded driving conditions will decrease fuel economy and may generate shift feel concerns.
TRANSMISSION ADAPTIVE FUNCTIONS
The Hydra-MaticÂ® 6-Speed RWD transmission utilizes a line pressure control system during upshifts to
compensate for the normal wear of transmission components. As the apply components within the transmission
wear or change over time, shift time (the time required to apply a clutch) increase or decreases. In order to
compensate for these changes, the transmission control module (TCM) adjusts the pressure commands to the
various PC solenoids, to maintain the originally calibrated shift timing. The automatic adjusting process is
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referred to as "adaptive learning" and it is used to ensure consistent shift feel plus increase transmission
durability. The TCM monitors the A/T input speed sensor (ISS) and the A/T output speed sensor (OSS) during
commanded shifts to determine if a shift is occurring too fast (harsh) or too slow (soft) and adjusts the
corresponding pressure control (PC) solenoid signal to maintain the set shift feel.
The purpose of the adapt function is to automatically compensate the shift quality for the various vehicle shift
control systems. The adapt function is a continuous process that will help to maintain optimal shift quality
throughout the life of the vehicle.
TRANSMISSION INDICATORS AND MESSAGES
The following transmission-related indicators and messages may be displayed on the Instrument Panel Cluster
(IPC). For a complete listing and description of all vehicle indicators and messages, refer to Indicator/Warning
Message Description and Operation .
"TRANSMISSION HOT IDLE ENGINE"
This message is displayed when the TCM detects a transmission fluid temperature (TFT) equal to or
greater than 132Â°C (270Â°F) for 5 seconds.
"SERVICE TRANSMISSION"
This message displays when there is a problem with the transmission.
ELECTRONIC COMPONENT DESCRIPTION
The control solenoid (w/body and TCM) valve assembly contains the following components:
Transmission control module (TCM)

Clutch pressure control solenoids (Clutch PC Sol)
Shift solenoids (SS)
Line pressure control solenoid (Line PC Sol)
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Torque converter clutch pressure control solenoid (TCC PC Sol)
Transmission fluid temperature sensor (TFT Sensor)
TCM temperature sensor
Power-up temperature sensor
Transmission fluid pressure switches (TFP Sw)
These components are not serviced separately. The control solenoid (w/body and TCM) valve assembly utilizes
a lead-frame system to connect these components electrically to the TCM. No wires are used for these
components. The control solenoid (w/body and TCM) valve assembly bolts directly to the lower and upper
valve body assemblies inside the transmission. The control solenoid (w/body and TCM) valve assembly
connects to the engine harness 16-way connector via a pass-thru sleeve.
Control Solenoid (W/Body and TCM) Valve Assembly
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Fig. 2: Control Solenoid (W/Body and TCM) Valve Assembly

1 Line Pressure Control (PC) Solenoid
2 Torque Converter Clutch (TCC) Pressure Control (PC) Solenoid
3 Shift Solenoid (SS) 2
4 16 Pin Connector
5 Pressure Control (PC) Solenoid 3
6 Transmission Fluid Pressure (TFP) Switch 5
13 Shift Solenoid (SS) 1
Internal Mode Switch (IMS)
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Fig. 3: Identifying Internal Mode Switch (IMS)
The transmission manual shift shaft switch assembly is a sliding contact switch attached to the manual shift
shaft inside the transmission case. The five inputs to the TCM from the transmission manual shift shaft switch
assembly indicate the transmission gear selector lever position. This information is used for engine controls as
well as determining the transmission shift patterns. The state of each input is available for display on the scan
tool. The five input parameters represented are Signal A, Signal B, Signal C, Signal P (Parity) and Signal N
(P/N Start).
Input Speed Sensor (ISS)
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Fig. 4: Identifying Input Speed Sensor (ISS)
The input speed sensor (ISS) is a hall-effect type sensor. The ISS mounts to the control valve upper body
assembly and connects to the control solenoid valve assembly through a wire harness and connector. The sensor
faces the 1-2-3-4 and 3-5-R clutch housing machined teeth surface. The sensor receives 8.3-9.3 volts on the
ISS/OSS Supply Voltage circuit from the TCM. As the 1-2-3-4 and 3-5-R clutch housing rotates, the sensor
produces a signal frequency based on the machined surface of the 1-2-3-4 and 3-5-R clutch housing. This signal
is transmitted through the ISS signal circuit to the control solenoid valve assembly. The control solenoid valve
assembly uses the ISS signal to determine line pressure, transmission shift patterns, torque converter clutch
(TCC) slip speed and gear ratio.
Output Speed Sensor (OSS)
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Fig. 5: Identifying Output Speed Sensor (OSS)
The output speed sensor (OSS) is a hall-effect type sensor. The OSS mounts to the control valve upper body
assembly and connects to the control solenoid valve assembly through a wire harness and connector. The sensor
faces the output shaft machined teeth surface. The sensor receives 8.3-9.3 volts on the ISS/OSS supply voltage
circuit from the TCM. As the output shaft rotates, the sensor produces a signal frequency based on the machined
surface of the output shaft. This signal is transmitted through the OSS signal circuit to the TCM. The TCM uses
the OSS signal to determine line pressure, transmission shift patterns, torque converter clutch (TCC) slip speed
and gear ratio.
AUTOMATIC TRANSMISSION INLINE 16-WAY CONNECTOR DESCRIPTION
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Fig. 6: Identifying Automatic Transmission Inline 16-Way Connector
The transmission electrical connector is an important part of the transmission operating system. Any
interference with the electrical connection can cause the transmission to set diagnostic trouble codes or affect
proper operation. The following items can affect the electrical connection:
Bent pins in the connector from rough handling during connection and disconnection
Wires backing away from the pins or coming uncrimped, in the external wiring harness
Dirt contamination entering the connector when disconnected
Transmission fluid leaking into the connector, wicking up into the external wiring harness and degrading
the wire insulation
Moisture intrusion in the connector
Low pin retention in the external connector from excessive connection and disconnection of the wiring
connector assembly
Pin corrosion from contamination
Damaged connector assembly
Remember the following points:
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Limit twisting or wiggling the connector during removal. Bent pins can occur.
Do not pry the connector off with a screwdriver or other tool.
Whenever the transmission external wiring connector is disconnected from the internal harness and the
engine is operating, DTCs will set. Clear these DTCs after reconnecting the external connector.
Use the following procedure to disconnect the engine side of the 16-way connector from the transmission side:
1. Unlock the slide lock on the engine wiring harness connector.

2. Rotate the connector lever counterclockwise and remove the connector from the electrical connector
passage sleeve.
Use the following procedure to reconnect the engine side of the 16-way connector to the transmission side:
1. Orient the alignment slot on the engine side of the connector with the alignment tab on the electrical
connector passage sleeve.
2. Slide the engine side connector through the electrical connector passage sleeve and into the transmission
side connector.
3. Rotate the connector lever clockwise until the connector is fully seated.
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4. Lock the slide lock on the connector.
PARK - ENGINE RUNNING
When the gear selector lever is in the Park (P) position, fluid is drawn into the pump through the transmission
fluid filter assembly, from the transmission fluid pan assembly. Line pressure is then directed to the following
valves:
Fluid Pressure Directed in Preparation for a Shift
Manual Valve
Mechanically controlled by the gear selector lever, the manual valve is in the Park (P) position and prevents line
pressure from the pressure regulator valve from entering the reverse and drive circuits.
CBR1/C456 Pressure Control (PC) Solenoid 3
The CBR1/C456 pressure control solenoid (PCS) is energized (HIGH) allowing actuator feed limit fluid to enter
the PCS CBR1/C456 CL fluid circuit. PCS CBR1/C456 CL fluid is then routed through orifice #31 to the 4-5-6
clutch boost valve and through orifice #39 to the CBR1/ C456 clutch regulator valve.
CBR1/C456 Clutch Regulator Valve
PCS CBR1/C456 CL fluid at the CBR1/C4-5-6 clutch regulator valve moves the valve against CBR1/C4-5-6
clutch regulator spring force and CBR1/FDBK fluid. This allows line pressure to pass through the valve and
enter the CBR1/456CL FD circuit. CBR1/456CL FD is then routed to clutch select valve 2.
Shift Solenoid 1
Shift solenoid 1 is energized (ON) allowing actuator feed limit fluid to enter the solenoid 1 circuit. Solenoid 1
fluid is routed to the #2 ball check valve and through orifice #10 to the torque converter clutch (TCC) regulator
valve and shuttle valve (SHTL).
TCC Regulator Valve and Shuttle Valve
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Solenoid 1 fluid is routed to the TCC regulator valve and shuttle valve and moves the valve against TCC
regulator valve spring force.
#2 Ball Check Valve
Solenoid 1 fluid seats the #2 ball check valve against the reverse fluid passage and fluid is forced through
orifice #22 into the CSV2 enable fluid circuit.
Clutch Select Valve 2
CSV2 enable fluid is routed to the clutch select valve 2 and moves the valve against clutch select valve 2 spring
force. This allows CBR1/456 CL FD fluid to pass through the valve and enter the CBR1/CBR FD circuit.
CBR1/CBR FD fluid is then routed: to clutch select valve 3, into the CBR1 fluid circuit and, through orifice #49
where it enters the CBR fluid circuit and an exhaust passage at the clutch select valve 3 (this fluid is intended to
keep the low and reverse clutch full of fluid but not pressurized). CBR1 fluid is then routed to the low & reverse
clutch assembly in preparation for a shift into low or reverse gear.
Shift Solenoid 2
Shift solenoid 2 is energized (ON) allowing actuator feed limit fluid to enter the solenoid 2 fluid circuit and is
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then routed to the #3 ball check valve.
3-5 Reverse Clutch Regulator Valve
Actuator feed limit fluid is routed through the valve and into the PS1 fluid passage. PS1 fluid is then sent to the
normally closed #1 pressure switch and opens the switch.
#3 Ball Check Valve
Solenoid 2 fluid seats the #3 ball check valve against 456 CL fluid passage and fluid is forced through orifice
#20 into the CSV3 enable fluid circuit. CSV3 enable fluid is then routed to the clutch select valve 3.
Clutch Select Valve #3
CSV3 enable fluid moves the clutch select valve 3 against clutch select valve 3 spring force. CBR fluid at the
clutch select valve 3 passes through the valve and exhausts.
Park- Engine Running
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Fig. 7: Park-- Engine Running Hydraulic Diagram
REVERSE
When the gear selector lever is moved to the Reverse (R) position (from the Park position) the normally high
C35R pressure control solenoid 2 is commanded ON and the following changes occur in the transmission's
hydraulic and electrical systems:
Fluid Pressure Directed in Preparation for a Shift
Manual Valve
With the manual valve in the reverse position, line pressure is directed into the reverse fluid circuit to the #2 ball
check valve and clutch select valve 3.
#2 Ball Check Valve
Reverse fluid seats the #2 ball check valve against the solenoid 1 fluid passage and fluid is forced through
orifice #22 into the CSV2 enable circuit.
CSV2 enable fluid, present at the valve from Park position, continues to hold the clutch select valve 2 against
clutch select valve 2 spring force.
Low and Reverse Clutch Applies
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Reverse fluid from the manual valve is routed to clutch select valve 3 to combine with clutch select valve 3
spring force to keep the valve in the off position. This allows reverse fluid to pass through the valve and enter
the 3-5 clutch reverse feed circuit. The 3-5 clutch reverse feed fluid from the clutch select valve 3 is also routed
to #5 ball check valve. CBR1/CBR FD fluid is also directed through the clutch select valve 3 to the low and
reverse clutch assembly.
Low and Reverse Clutch
CBR and CBR1 fluid pressures are routed to both the inner and outer areas of the low and reverse clutch piston
to hold the piston against spring force and hold the low and reverse clutch plates. The clutch was already
applied in Park, but is applied with more holding capacity in Reverse (both piston areas are pressurized).
#5 Ball Check Valve
The 3-5 clutch reverse feed fluid seats #5 ball check valve against the drive 1-6 circuit allowing 3-5 clutch
reverse feed fluid to enter the 3-5 reverse supply circuit. The 3-5 reverse supply fluid is then routed to #7 ball
check valve and through orifice #25 where it enters the 3-5 reverse feed circuit. The 3-5 reverse feed passes
through orifice #46 and then is routed to the 3-5 reverse clutch regulator valve.
3-5 Reverse Clutch Applies
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C35R Pressure Control Solenoid 2
The C35R pressure control solenoid 2 is energized (HIGH) allowing actuator feed limit fluid to enter the PCS
3-5 reverse clutch circuit. PCS 3-5 reverse clutch fluid is then routed through orifice #48 to the 3-5 reverse
clutch regulator valve and through orifice #40 to the 3-5 reverse boost valve.
PCS 3-5 reverse clutch fluid moves the 3-5 reverse clutch regulator valve against 3-5 reverse clutch regulator
valve spring force and 3-5 reverse clutch feedback fluid. This allows 3-5 reverse feed to pass through the valve
and enter the 3-5 reverse clutch circuit. The 3-5 reverse clutch fluid is then routed to the 3-5 reverse clutch and
the 3-5 reverse boost valve. PS1 fluid from pressure switch 1 exhausts through the valve allowing the switch to
close.
3-5 Reverse Boost Valve
PCS 3-5 reverse clutch fluid pressure acts on a differential area moving the 3-5 reverse clutch boost valve
against the 3-5 reverse clutch boost valve spring. The 3-5 reverse clutch fluid passes through the valve and
enters the 3-5 reverse clutch feedback circuit. As PCS 3-5 reverse clutch fluid pressure is increased to a given
value, the 3-5 reverse clutch boost valve opens the 3-5 reverse clutch feedback circuit to exhaust. This results in
the 3-5 reverse clutch regulator valve moving to the full feed position sending full 3-5 clutch reverse feed
pressure (full line pressure) to the clutch.
3-5 Reverse Clutch
The 3-5 reverse clutch fluid enters the 1-2-3-4 and reverse clutch housing to move the piston against spring
force and compensator feed fluid to apply the 3-5 reverse clutch plates.
Reverse
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Fig. 8: Reverse Hydraulic Diagram
NEUTRAL - ENGINE RUNNING
When the gear selector is moved to the Neutral (N) position, the hydraulic and electrical system operation is
identical to Park (P) range. However, if Neutral is selected after the vehicle was operating in Reverse (R), the
normally high C35R pressure control solenoid 2 is commanded OFF and the following changes would occur in
the hydraulic system:
3-5 Reverse Clutch Releases
Manual Valve
The manual valve is moved to the Neutral position and blocks line pressure from entering the reverse and drive
fluid circuits. The reverse fluid from the #2 ball check valve and clutch select valve 3 is opened to an exhaust
passage at the manual valve.
The C35R pressure control solenoid 2 is commanded OFF allowing PCS 3-5 reverse clutch fluid from the 3-5
reverse clutch boost valve and 3-5 reverse clutch regulator valve to exhaust.
3-5 Reverse Clutch Boost Valve
The 3-5 reverse boost valve spring force moves the valve to allow 3-5 reverse clutch feedback fluid from the
3-5 reverse clutch regulator valve to enter the 3-5 reverse clutch circuit and exhaust.
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The 3-5 reverse clutch regulator valve spring force moves the valve to allow 3-5 reverse clutch fluid from the
3-5 reverse clutch and clutch select valve 2 to pass through the valve and enter the exhaust backfill fluid circuit.
The 3-5 reverse clutch fluid then enters the exhaust backfill fluid circuit and is routed through orifice #30 to the
exhaust backfill pressure relief valve where excess pressure is exhausted.
3-5 Reverse Clutch
The 3-5 reverse clutch spring force combined with a force from the compensator moves the 3-5 reverse clutch
piston to release the 3-5 reverse clutch plates and force 3-5 reverse clutch fluid to exhaust from the 1-2-3-4 and
3-5 reverse clutch housing. The 3-5 reverse clutch fluid is then routed to the 3-5 reverse clutch regulator valve
allowing the 3-5 reverse clutch to release.
When reverse fluid exhausts through the manual valve, CSV3 enable fluid moves the valve against clutch select
valve 3 spring force. The 3-5 reverse feed fluid is routed around #7 ball check valve and into the 3-5 reverse
supply circuit. The 3-5 reverse supply fluid is routed around #5 ball check valve and into the 3-5 clutch reverse
feed circuit and exhausts at the clutch select valve 3.
Neutral- Engine Running
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Fig. 9: Neutral-- Engine Running Hydraulic Diagram
DRIVE RANGE, FIRST GEAR ENGINE BRAKING
When the gear selector lever is moved to the Drive (D) range from the Neutral (N) position, the transmission
will provide engine braking. In this operating range, the normally-low C1234 pressure control solenoid 5 is
commanded ON and in the engine braking mode the following changes occur within the hydraulic circuits:
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Fluid Pressure is Directed to the 1-2-3-4 Clutch and the Low and Reverse Clutch to Provide Engine Braking
Manual Valve
The manual valve is moved to the Drive (D) position and allows line fluid pressure to enter the drive fluid
circuit. Drive fluid is then routed to the clutch select valve 2.
Drive fluid at the clutch select valve 2 passes through the valve and enters the drive brake circuit. Drive brake
fluid is then routed to the clutch select valve 3.
Drive brake fluid at the clutch select valve 3 passes through the valve and enters the Drive B fluid circuit. Drive
B fluid is then routed to #1 ball check valve.
#1 Ball Check Valve
Drive B fluid seats the #1 ball check valve against drive 1-6 fluid to force drive B fluid into the CB26/C1234
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feed passage. CB26/C1234 feed fluid is routed to the #6 ball check valve, through orifice #43 and, to the 2-6
clutch regulator valve. CB26/C1234 feed fluid passes through the 2-6 clutch regulator valve and enters the
pressure switch 3 (PS3) fluid circuit. PS3 fluid is then routed to the normally closed pressure switch 3 and
opens the switch.
#6 Ball Check Valve
CB26/C1234 feed fluid seats the #6 ball check valve against the 1234 clutch feed passage forcing CB26/C1234
feed fluid through orifice #32 before entering the 1234 clutch feed circuit. The 1234 clutch feed fluid is routed
through orifice #33 and then to the 1-2-3-4 clutch regulator valve.
1-2-3-4 Clutch Applies
C1234 Pressure Control Solenoid 5
The C1234 pressure control solenoid 5 is commanded ON allowing actuator feed limit fluid to enter the
PCS1234 clutch fluid circuit. PCS1234 clutch fluid is then routed through orifice #35 to the 1-2-3-4 clutch
regulator valve. PCS1234 clutch fluid is also routed through orifice #29 and then to the 1-2-3-4 clutch boost
valve.
1-2-3-4 Clutch Regulator Valve
PCS1234 clutch fluid moves the 1-2-3-4 clutch regulator valve against 1-2-3-4 clutch regulator valve spring
force to allow 1234 clutch feed fluid to pass through the valve and enter the 1234 clutch fluid circuit. The 1234
clutch fluid is then routed to the 1234 clutch boost valve and the 1-2-3-4 clutch.
1-2-3-4 Clutch Boost Valve
PCS1234 clutch fluid pressure acts on a differential area moving the 1234 clutch boost valve against the 1234
clutch boost valve spring. The 1234 clutch fluid passes through the valve and enters the 1234 clutch feedback
circuit. As PCS 1234 clutch fluid pressure is increased to a given value, the 1234 clutch boost valve opens the
1234 clutch feedback circuit to exhaust. This results in the 1234 clutch regulator valve moving to the full feed
position sending full 26 CL/1234 CL feed pressure (full line pressure) to the clutch.
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1-2-3-4 Clutch
The 1234 clutch fluid enters the 1234 clutch housing to move the piston against spring force and compensator
feed fluid to apply the 1-2-3-4 clutch plates.
Drive Range, First Gear Engine Braking
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Fig. 10: Drive Range, First Gear Engine Braking Hydraulic Diagram
DRIVE RANGE, FIRST GEAR
As the vehicle speed increases, the transmission control module (TCM) receives input signals from the
automatic transmission input and output speed sensors, throttle position sensor and other vehicle sensors to
determine the precise moment to deenergize or "turn off" shift solenoid 1 and command OFF the normally-high
CBR1/C456 pressure control solenoid 3.
Low & Reverse Clutch Releases
Shift Solenoid 1
When shift solenoid 1 is "turned OFF", CSV2 enable fluid from the clutch select valve 2 passes by the #2 ball
check valve and enters the solenoid 1 fluid circuit. Solenoid 1 fluid from the #2 ball check valve and TCC
regulator valve is then routed to the solenoid where it exhausts.
Clutch select valve 2 (CSV2) enable fluid is exhausted from the clutch select valve 2 and clutch select valve 2
spring force moves the valve to the released position. With clutch select valve 2 in the released position, drive
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fluid from the manual valve passes through the valve and enters the drive 1-6 fluid circuit. Drive 1-6 fluid then
feeds all clutch regulator valves and the TCC regulator valve.
CBR1/C456 Pressure Control Solenoid 3
The CBR1/C456 pressure control solenoid 3 is commanded OFF allowing PCS CBR1/C456 fluid from the
CBR1/C456 clutch regulator valve and 456 clutch boost valve to exhaust.
CBR1/C456 clutch regulator valve spring force moves the valve to exhaust the CBR1/456 clutch feed circuit
and allow drive 1-6 fluid to enter the PS5 fluid circuit. PS5 fluid is then routed to the normally-closed pressure
switch 5 and opens the switch. PS5 fluid is also routed to the #4 ball check valve and flows into the CSV2 latch
fluid circuit.
#4 Ball Check Valve
PS5 fluid pressure seats the #4 ball check valve against the 456 clutch fluid circuit. PS5 fluid is then directed
into the CSV2 latch fluid circuit and routed to the clutch select valve 2. CSV2 latch fluid combines with clutch
select valve 2 spring force and holds the valve in this position during all 6 forward gear ranges.
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#5 Ball Check Valve
Drive 1-6 fluid pressure seats the #5 ball check valve against the 35 clutch reverse feed fluid passage. Drive 1-6
fluid is then directed into the 35R supply fluid circuit which is routed to the #7 ball check valve and orifice #25.
#7 Ball Check Valve
The 35R supply fluid seats the #7 ball check valve against the 35R feed fluid passage to force 35R supply fluid
through orifice #25 before entering the 35R feed circuit. The 35R feed fluid is then routed to the 3-5 reverse
clutch regulator valve.
Low and Reverse Clutch
Low and reverse clutch spring force moves the low and reverse clutch piston which forces clutch braking
(CBR) and CBR1 fluid out of the center support. CBR fluid is routed to the clutch select valve 3 where it
exhausts. CBR1 fluid is routed to the clutch select valve 2 where it exhausts. The low and reverse clutch is in
the released position.
Drive Range, First Gear
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Fig. 11: Drive Range, First Gear Hydraulic Diagram
DRIVE RANGE, SECOND GEAR
automatic transmission input and output speed sensors, the throttle position sensor and other vehicle sensors to
determine the precise moment to command ON the normally-low pressure control solenoid 4.
Second Clutch Applies
CB26 Pressure Control Solenoid 4
The CB26 pressure control solenoid 4 is commanded ON, allowing actuator feed limit fluid to enter the pressure
control solenoid (PCS) 26 clutch fluid circuit. PCS 26 clutch fluid is then routed through orifice #44 to the 2-6
clutch regulator gain valve.
2-6 Clutch Regulator Gain Valve
The 2-6 clutch regulator gain valve allows the gain (valve input to output pressure magnification factor) of the
2-6 clutch regulator valve to be different for a 1-2 shift verses a 5-6 shift. For a 1-2 shift, PCS 26 clutch fluid
pressure acts on a differential area resulting in the "high gain" pressure output.
2-6 Clutch Regulator Valve
PCS 26 clutch fluid moves the 2-6 clutch regulator / gain valve assembly against the 2-6 clutch regulator valve
spring force to allow 26 clutch/1234 clutch feed fluid to pass through the valve. The 26 clutch/1234 clutch feed
fluid is routed into the 26 clutch fluid circuit where it passes through orifice #41 and then to the spring end of
the 2-6 clutch regulator valve, and to the 2-6 clutch within the center support.
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2-6 Clutch
The 26 clutch fluid from the 2-6 clutch regulator valve is routed through the center support and to the 2-6 clutch
piston assembly. The 26 clutch fluid pressure moves the piston against 2-6 clutch spring force to apply the 2-6
clutch plates.
Drive Range, Second Gear
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Fig. 12: Drive Range, Second Gear Hydraulic Diagram
DRIVE RANGE, THIRD GEAR
determine the precise moment to command OFF the normally-low CB26 pressure control solenoid 4. At the
same time the C35R pressure control solenoid 2 is also commanded ON to regulate 3-5 clutch apply.
The C35R pressure control solenoid 2 is commanded ON allowing actuator feed fluid to enter the pressure
control solenoid (PCS) 35 reverse clutch fluid circuit. PCS 35 reverse clutch fluid is routed through orifice #48
and then to the 3-5 reverse clutch regulator valve. PCS 35 reverse clutch fluid is also routed through orifice #40
and then to the 3-5 reverse clutch boost valve.
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PCS 35 reverse clutch fluid pressure acts on a differential area moving the 3-5 reverse clutch boost valve
against the 3-5 reverse clutch boost valve spring. The 35 reverse clutch fluid passes through the valve and enters
the 35 reverse clutch feedback circuit. As PCS 35 reverse clutch fluid pressure is increased to a given value, the
3-5 reverse clutch boost valve opens the 35 reverse clutch feedback circuit to exhaust. This results in the 3-5
reverse clutch regulator valve moving to the full feed position sending full 35 reverse clutch feed pressure (full
line pressure) to the clutch.
PCS 35 reverse clutch fluid moves the 3-5 reverse clutch regulator valve against 3-5 reverse clutch regulator
valve spring force and 35 reverse clutch feedback fluid. This allows 35 reverse feed to pass through the valve
and enter the 35 reverse clutch circuit. The 35 reverse clutch fluid is then routed to the 3-5 reverse clutch, the
3-5 reverse boost valve and the clutch select valve 2. When the 3-5 reverse clutch regulator valve is in this
position, PS1 fluid from the pressure switch 1 exhausts through the valve allowing the switch to close.
3-5 Reverse Clutch
The 35 reverse clutch fluid enters the 1-2-3-4 and 3-5 reverse clutch housing to move the piston against spring
force combined with force from the compensator to apply the 3-5 reverse clutch plates.
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2-6 Clutch Releases
The CB26 pressure control solenoid 4 is commanded OFF allowing PCS 26 clutch fluid from the 2-6 clutch
regulator valve to exhaust. The 26 clutch/1234 clutch feed fluid at the 2-6 clutch regulator valve passes through
the valve and enters the PS3 fluid circuit. PS3 fluid is then routed to pressure switch 3 and opens the normally-
closed switch.
The 2-6 clutch regulator valve spring force moves the valve to allow 26 clutch fluid from the 2-6 clutch to pass
through the valve and enter the exhaust backfill fluid circuit.
2-6 Clutch
The 2-6 clutch spring force moves the 2-6 clutch piston to release the 2-6 clutch plates and forces 26 clutch
fluid to exhaust from the center support. The 26 clutch fluid is routed through the 2-6 clutch regulator valve
where it enters the exhaust backfill fluid circuit and is routed through orifice #30 to the exhaust backfill pressure
relief valve where excess pressure is exhausted.
Drive Range, Third Gear
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Fig. 13: Drive Range, Third Gear Hydraulic Diagram
DRIVE RANGE, THIRD GEAR DEFAULT
If the transmission is in 1st, 2nd or 3rd gear during a transmission electrical component 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. This default action will enable the vehicle to be safely driven to a service center.
1-2-3-4 Clutch Stays Applied
Shift Solenoid 2
Shift solenoid 2 defaults to it's normally-closed state (OFF), and SOL 2 fluid exhausts through the solenoid.
Solenoid 2 fluid pressure no longer holds the clutch select valve 3 open. When the valve moves back to the
closed position, it opens the 1234 clutch default fluid circuit, and 1234 default fluid is routed to the 1-2-3-4
clutch regulator valve.
With the absence of PCS 1234 clutch fluid, due to the default state of the C1234 pressure control solenoid 5, the
1-2-3-4 regulator valve would close from spring force. However, the 1234 clutch default fluid enters behind the
1-2-3-4 regulator shuttle valve and keeps the valve in the open position.
1-2-3-4 Clutch
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With the 1-2-3-4 clutch regulator valve still held in the open position, the 1-2-3-4 clutch will stay applied.
3-5 Reverse Clutch Applied or Applies
The normal state for the C35R pressure control solenoid 2 is ON, therefore PSC 35 reverse clutch fluid will still
be routed to the 3-5 reverse clutch regulator valve and the 3-5 reverse clutch boost valve.
and enter the 3-5 reverse clutch circuit. 3-5 reverse clutch fluid is then routed to the 3-5 reverse clutch, the 3-5
reverse boost valve and the clutch select valve 2. When the 3-5 reverse clutch regulator valve is in this position,
PS1 fluid from the pressure switch 1 exhausts through the valve, allowing the switch to close.
PCS 3-5 reverse clutch fluid pressure acts on a differential area moving the 3-5 reverse clutch boost valve
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the 3-5 reverse clutch regulator valve moving to the full feed position sending full 3-5 reverse clutch feed
3-5 Reverse Clutch
The 3-5 reverse clutch fluid enters the 1-2-3-4 and 3-5 reverse clutch housing to move the piston against spring
Drive Range, Third Gear Default
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Fig. 14: Drive Range, Third Gear Default Hydraulic Diagram
DRIVE RANGE, FOURTH GEAR
determine the precise moment to command OFF the normally-high C35R pressure control solenoid 2. At the
same time the normally-low CBR1/C456 pressure control solenoid 3 is commanded ON to regulate 4-5-6 clutch
apply.
4-5-6 Clutch Applies
CBR1/C456 Pressure Control Solenoid 3
The CBR1/C456 pressure control solenoid 3 (PCS) is commanded ON allowing actuator feed fluid to enter the
PCS CBR1/456 clutch fluid circuit. PCS CBR1/456 clutch fluid is routed through orifice #39 to the CBR1/C456
clutch regulator valve and, through orifice #31 to the CBR1/C456 clutch boost valve.
PCS CBR1/456 clutch fluid moves the CBR1/C456 clutch regulator valve against CBR1/C456 clutch regulator
valve spring force to allow line fluid to pass through the valve an enter the CBR1/456 clutch feed circuit.
CBR1/456 clutch feed is then routed to the 4-5-6 clutch boost valve and clutch select valve 2.
4-5-6 Clutch Boost Valve
PCS CBR1/456 clutch fluid pressure acts on a differential area moving the CBR1/456 clutch boost valve against
the CBR1/456 clutch boost valve spring. CBR1/456 clutch fluid passes through the valve and enters the
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CBR1/456 clutch feedback circuit. As PCS CBR1/456 clutch fluid pressure is increased to a given value, the
CBR1/456 clutch boost valve opens the CBR1/456 clutch feedback circuit to exhaust. This results in the
CBR1/456 clutch regulator valve moving to the full feed position, sending full line pressure to the clutch.
CBR1/456 clutch feed fluid passes through the clutch select valve 2 and enters the 456 clutch feed circuit. The
456 clutch feed fluid is routed to the clutch select valve 3 where it passes through the valve and enters the 456
clutch fluid circuit. The 456 clutch fluid is routed to the 4-5-6 clutch, the 2-6 clutch regulator gain valve and to
the #3 ball check valve. The 456 clutch fluid seats the #3 ball check valve against solenoid 2 fluid passage and
directed into the CSV3 enable fluid circuit where it is routed through orifice #20 and to clutch select valve 3.
4-5-6 Clutch
The 456 clutch fluid enters the 4-5-6 clutch housing to move the piston against spring force, combined with
force from the compensator to apply the 4-5-6 clutch plates.
3-5 Reverse Clutch Releases
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The C35R pressure control solenoid 2 is commanded OFF, allowing PCS 35 reverse clutch fluid from the 3-5
reverse clutch boost valve and the 3-5 reverse clutch regulator valve to exhaust through the solenoid.
The 3-5 reverse boost valve spring force moves the valve to allow 35 reverse clutch feedback fluid from the 3-5
reverse clutch regulator valve to enter the 35 reverse clutch fluid circuit and exhaust.
The 3-5 reverse clutch regulator valve spring force moves the valve to allow 35 reverse clutch fluid from the
3-5 reverse clutch to pass through the valve and enter the exhaust backfill fluid circuit. The 35 reverse clutch
fluid then enters the exhaust backfill fluid circuit and is routed through orifice #30 to the exhaust backfill
pressure relief valve where excess pressure is exhausted.
3-5 Reverse Clutch
The 3-5 reverse clutch spring force combined with force from the compensator move the 3-5 reverse clutch
piston to release the 3-5 clutch plates and forces 35 reverse clutch fluid to exhaust from 1- 2-3-4 and 3-5 reverse
clutch housing. The 35 reverse clutch fluid is then routed to the 3-5 reverse clutch regulator valve and
exhausted.
Drive Range, Fourth Gear
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Fig. 15: Drive Range, Fourth Gear Hydraulic Diagram
DRIVE RANGE, FIFTH GEAR
determine the precise moment to command ON the normally-high C35R pressure control solenoid 2. At the
same time the normally-low C1234 pressure control solenoid 5 is commanded OFF.
The C35R pressure control solenoid 2 is commanded ON, allowing actuator feed fluid to enter the PCS 35
reverse clutch fluid circuit. PCS 35 reverse clutch fluid is routed through orifice #48 and then to the 3-5 reverse
clutch regulator valve. PCS 35 reverse clutch fluid is also routed through orifice #40 and then to the 3-5 reverse
clutch boost valve.
PCS 35 reverse clutch fluid pressure acts on a differential area moving the PCS 3-5 reverse clutch boost valve
against the 3-5 reverse clutch boost valve spring. The 35 reverse clutch fluid passes through the valve and enters
the 35 reverse clutch feedback circuit. As PCS 35 reverse clutch fluid pressure is increased to a given value, the
3-5 reverse clutch boost valve opens the 35 reverse clutch feedback circuit to exhaust. This results in the 3-5
reverse clutch regulator valve moving to the full feed position sending full 35 reverse clutch feed pressure (full
line pressure) to the clutch.
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PCS 35 reverse clutch fluid moves the 3-5 reverse clutch regulator valve against 3-5 reverse clutch regulator
valve spring force and 35 reverse clutch feedback fluid. This allows 35 reverse feed to pass through the valve
and enter the 35 reverse clutch circuit. The 35 reverse clutch fluid is then routed to the 3-5 reverse clutch, the
position, PS1 fluid from the pressure switch 1 exhausts through the valve allowing the switch to close.
The 35 reverse clutch fluid passes through the clutch select valve 2 and enters the 1234 clutch default feed fluid
circuit. The 1234 clutch default feed fluid is then routed to the clutch select valve 3.
3-5 Reverse Clutch
The 35 reverse clutch fluid enters the 1-2-3-4 and 3-5 reverse clutch housing to move the piston against spring
1-2-3-4 Clutch Releases
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The C1234 pressure control solenoid 5 is commanded OFF, allowing PCS 1234 clutch fluid from the 1-2-3-4
clutch regulator valve and 1-2-3-4 clutch boost valve to exhaust.
The 1-2-3-4 clutch regulator valve spring force moves the valve to allow 1234 clutch feed fluid from the
1-2-3-4 clutch to pass through the valve and enter the exhaust backfill fluid circuit. The 1234 clutch fluid the
enters the exhaust backfill fluid circuit and is routed through orifice #30 to the exhaust backfill pressure relief
valve where excess pressure is exhausted. Also, 1234 clutch regulator valve spring force moves the valve to
allow 1234 clutch feed fluid to pass through the valve and enter the PS4 fluid circuit. PS4 fluid is then routed to
pressure switch 4 and opens the normally-closed switch.
1-2-3-4 Clutch Boost Valve
The 1-2-3-4 clutch boost valve spring force moves the valve to allow 1234 clutch feedback fluid from the
1-2-3-4 clutch regulator valve to enter the 1234 clutch circuit and exhaust.
1-2-3-4 Clutch
The 1-2-3-4 clutch spring force combined with force from the compensator moves the 1-2-3-4 clutch piston to
release the clutch plates and force 1234 clutch fluid from the 1-2-3-4 and 3-5 reverse clutch housing. The 1234
clutch fluid is routed through the 1-2-3-4 clutch regulator valve where it enters the exhaust backfill fluid circuit.
Drive Range, Fifth Gear
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Fig. 16: Drive Range, Fifth Gear Hydraulic Diagram
DRIVE RANGE, FIFTH GEAR DEFAULT
If the transmission is in 4th, 5th or 6th gear during a transmission electrical component 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. The transmission will stay in 5th gear default range until the ignition has been turned off
or transmission shifted to reverse. When the vehicle is restarted, and shifted back into drive, the transmission
will then operate in the 3rd gear default range. This default action will enable the vehicle to be safely driven to a
service center.
The C35R pressure control solenoid 2 defaults to ON, allowing actuator feed fluid to enter the pressure control
solenoid (PCS) 35 reverse clutch fluid circuit. PCS 35 reverse clutch fluid is routed through orifice #48 and then
to the 3-5 reverse clutch regulator valve. PCS 35 reverse clutch fluid is also routed through orifice #40 and then
to the 3-5 reverse clutch boost valve.
PCS 3-5 reverse clutch fluid pressure acts on a differential area moving the PCS 3-5 reverse clutch boost valve
the 3-5 reverse clutch regulator valve moving to the full feed position sending full 3-5 reverse clutch feed
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and enter the 3-5 reverse clutch circuit. The 3-5 reverse clutch fluid is then routed to the 3-5 reverse clutch, the
position, PS1 fluid from the pressure switch 1 exhausts through the valve, allowing the switch to close.
3-5 Reverse Clutch
The 3-5 reverse clutch fluid enters the 1-2-3-4 and 3-5 reverse clutch housing to move the piston against spring
Once the clutch select valve 3 is moved to the ON position in 4th gear, it will remain in this position throughout
the 5th gear default range, until the ignition has been turned OFF. When the ignition is OFF, fluid will exhaust
from the valve, thus when the vehicle is restarted, the transmission will then be in the 3rd gear default range.
1-2-3-4 Clutch Releases or 2-6 Clutch Releases
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If the transmission was in 4th gear when an electrical condition commands a protection mode, the C1234
pressure control solenoid 5 defaults to the OFF position, allowing PCS 1234 clutch fluid from the 1-2-3-4
clutch, the 1-2-3-4 clutch regulator valve and 1- 2-3-4 clutch boost valve to exhaust.
2-6 CB26 Pressure Control Solenoid 4
If the transmission was in 6th gear when an electrical condition commands a protection mode, the CB26
pressure control solenoid 4 defaults to the OFF position, allowing PCS 26 clutch fluid from the 2-6 clutch
regulator valve, and the 2-6 clutch to exhaust.
Torque Converter Clutch Releases
TCC Pressure Control Solenoid
The torque converter clutch (TCC) pressure control solenoid will default to it's normal state, OFF. PCS TCC
fluid will exhaust from the TCC control valve, and spring force will shuttle the valve to the off position. TCC
apply fluid will then be routed to the cooler, and TCC release fluid will be routed to the torque converter for
complete TCC release.
Drive Range, Fifth Gear Default
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Fig. 17: Drive Range, Fifth Gear Default Hydraulic Diagram
DRIVE RANGE, SIXTH GEAR
determine the precise moment to command ON the normally-low CB26 pressure control solenoid 4 (PCS). At
the same time the normally-high C35R pressure control solenoid 2 is commanded OFF.
2-6 Clutch Applies
The CB26 pressure control solenoid 4 is commanded ON, allowing actuator feed fluid to enter the PCS 26
clutch fluid circuit. PCS 26 fluid is routed through orifice #44 and then to the 2-6 clutch regulator gain valve.
2-6 Clutch Regulator Gain Valve
The 2-6 clutch regulator gain valve allows the gain (valve input to output pressure magnification factor) of the
2-6 clutch regulator valve to be different for a 1-2 shift verses a 5-6 shift. For a 5-6 shift PCS 26 clutch fluid
pressure passes through the hollow valve and only acts on the 26 regulator valve area, resulting in the "low
gain" pressure output.
PCS 26 clutch fluid moves the 2-6 clutch regulator/gain valve assembly against the 2-6 clutch regulator valve
spring force to allow 26 clutch/1234 clutch feed fluid to pass through the valve. The 26 clutch/1234 clutch feed
fluid is routed into the 26 clutch fluid circuit where it passes through orifice #41 and then to the spring end of
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the 2-6 clutch regulator valve, and to the 2-6 clutch within the center support.
2-6 Clutch
The 26 clutch fluid from the 2-6 clutch regulator valve is routed through the center support and to the 2-6 clutch
piston assembly. The 26 clutch fluid pressure moves the piston against 2-6 clutch spring force to apply the 2-6
clutch plates.
3-5 Clutch Releases
The C35R pressure control solenoid 2 is commanded OFF, allowing PCS 35 reverse clutch fluid from the 3-5
reverse clutch boost valve and the 3-5 reverse clutch regulator valve to exhaust through the solenoid.
The 3-5 reverse boost valve spring force moves the valve to allow 35 reverse clutch feedback fluid from the 3-5
reverse clutch regulator valve to enter the 35 reverse clutch circuit and exhaust.
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The 3-5 reverse clutch regulator valve spring force moves the valve to allow 35 reverse clutch fluid from the
3-5 reverse clutch to pass through the valve and enter the exhaust backfill fluid circuit. The 35 reverse clutch
fluid then enters the exhaust backfill fluid circuit and is routed through orifice #30 to the exhaust backfill
pressure relief valve where excess pressure is exhausted.
3-5 Reverse Clutch
The 3-5 reverse clutch spring force combined with force from the compensator move the 3-5 reverse clutch
piston to release the 3-5 clutch plates and forces 35 reverse clutch fluid to exhaust from 1-2-3-4 and 3-5 reverse
clutch housing. The 35 reverse clutch fluid is then routed to the 3-5 reverse clutch regulator valve where it
enters the exhaust backfill circuit.
Drive Range, Sixth Gear
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Fig. 18: Drive Range, Sixth Gear Hydraulic Diagram
FLUID PASSAGES
Torque Converter Housing- Fluid Pump Cover Side
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Fig. 19: Torque Converter Housing - Fluid Pump Cover Side

2 Line
4 Converter Feed
5 Converter Feed Limit
6 TCC Release
7 TCC Apply
8 Cooler Feed
9 Center Lube
10 Regulator Apply
38 PCS TCC
49 PCS Line
51 Exhaust
52 Void
55 Vent
56 Torque Converter Seal Drainback
Fluid Pump Cover- Torque Converter Housing Side
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Fig. 20: Fluid Pump Cover - Torque Converter Housing Side

1 Suction
2 Line
4 Converter Feed
5 Converter Feed Limit
6 TCC Release
7 TCC Apply
8 Cooler Feed
9 Center Lube
10 Regulator Apply
38 PCS TCC
49 PCS Line
51 Exhaust
52 Void
55 Vent
Fluid Pump Cover - Case Side
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Fig. 21: Fluid Pump Cover - Case Side

1 Suction
2 Line
9 Center Lube
10 Regulator Apply
11 Compensator Feed
14 3-5 Reverse Clutch
26 1-2-3-4 Clutch
34 4-5-6 Clutch
38 PCS TCC
49 PSC Line
51 Exhaust
52 Empty
55 Ventilate
Case- Top Channel Plate Side
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Fig. 22: Case - Top Channel Plate Side

9 Center Lube
29 CBR1 (Manual 1st)
30 CBR (Reverse)
46 26 Clutch
52 Void
Control Valve Upper Body Assembly - Case Side
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Fig. 23: Control Valve Upper Body Assembly - Case Side

2 Line
9 Center Lube
10 Regulator Apply
11 Compensator Feed
26 1-2-3-4 Clutch
29 CBR1 (Manual 1st)
30 CBR (Reverse)
34 4-5-6 Clutch
38 PCS TCC
46 2-6 Clutch
49 PCS Line
51 Exhaust
52 Empty
Control Valve Upper Body Assembly - Bottom Channel Plate Side
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Fig. 24: View Of Control Valve Upper Body Assembly - Bottom Channel Plate Side

2 Line
9 Center Lube
10 Regulator Apply
11 Compensator Feed
12 Actuator Feed Limit
13 Reverse
15 3-5 Reverse Clutch Feedback
16 CSV2 Enable
17 Solenoid 1
19 CSV3 Enable
21 Drive 1-6
24 1-2-3-4 Clutch DFLT
25 1-2-3-4 Clutch Feed
26 1-2-3-4 Clutch
27 1-2-3-4 Clutch Feedback
29 CBR1
30 CBR
31 CBR1/4-5-6 Clutch Feed
32 CBR1 Feedback
34 4-5-6 Clutch
35 CSV2 Latch
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37 3-5 Reverse Feed
38 PCS TCC
39 PCS 1-2-3-4 Clutch
40 PS4
41 PS1
42 PS3
43 PS5
44 2-6 Clutch/1-2-3-4CL Feed
45 PCS 3-5 Rev Clutch
46 2-6 Clutch
47 PCS 2-6 Clutch
48 PCS CBR1/4-5-6 Clutch
49 PCS Line
50 Exhaust BF
51 Exhaust
52 Empty
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53 3-5 Rear Feed
Control Valve Upper Body Assembly - Control Solenoid Valve Assembly Side
Fig. 25: Control Valve Upper Body Assembly - Control Solenoid Valve Assembly Side

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17 Solenoid 1
18 Solenoid 2
38 PCS TCC
40 PS4
41 PS1
42 PS3
43 PS5
47 PCS 2-6 Clutch
49 PCS Line
51 Exhaust
52 Empty
Control Valve Lower Body Assembly - Control Valve Upper Body Assembly Side
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Fig. 26: Control Valve Lower Body Assembly - Control Valve Upper Body Assembly Side

2 Line
9 Center Lube
10 Regulator Apply
11 Compensator Feed
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13 Reverse
16 CSV2 Enable
17 Solenoid 1
18 Solenoid 2
19 CSV3 Enable
20 Drive
21 Drive 1-6
22 Drive Brake
23 1-2-3-4 Clutch DFLT Feed
26 1-2-3-4 Clutch
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28 CBR1/CBR Feed
29 CBR1
30 CBR
32 CBR1 Feedback
33 4-5-6 Clutch Feed
34 4-5-6 Clutch
35 CSV2 Latch
36 Drive Brake
37 3-5 Reverse Feed
38 PCS TCC
40 PS4
41 PS1
42 PS3
43 PS5
44 2-6 Clutch/1-2-3-4 CL Feed
46 2-6 Clutch
47 PCS 2-6 Clutch
49 PSC Line
50 Exhaust BF
51 Exhaust
52 Empty
54 3-5 Clutch Reverse Feed
Control Valve Body Spacer Plate Assembly - Bottom Channel Plate Side
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Fig. 27: Control Valve Body Spacer Plate Assembly - Bottom Channel Plate Side

2 Line
8 Cooler Feed
9 Center Lube
10 Regulator Apply
11 Compensator Feed
13 Reverse
16 CSV2 Enable
17 Solenoid 1
18 Solenoid 2
19 CSV3 Enable
21 Drive 1-6
26 1-2-3-4 Clutch
28 CBR1/CBR Feed
29 CBR1
30 CBR
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32 CBR1 Feedback
34 4-5-6 Clutch
35 CSV2 Latch
36 Drive Brake
37 3-5 Reverse Feed
38 PCS TCC
40 PS4
41 PS1
42 PS3
43 PS5
44 2-6 Clutch/1-2-3-4 CL Feed
46 2-6 Clutch
47 PCS 2-6 Clutch
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49 PCS Line
50 Exhaust BF
51 Exhaust
53 3-5 Rear Feed
54 3-5 Clutch Reverse Feed
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2017 Transmission
Automatic Transmission - 6L80 (MYC) or 6L90 (MYD) - Diagnostic Information and Procedures
- Sierra, Silverado
DIAGNOSTIC INFORMATION AND PROCEDURES

APPLICATION
4.3L LV3 H 6L80 (MYC) 1500

5.3L L83 C 6L80 (MYC) 1500
DTC P0601, P0603, P0604, OR P062F: CONTROL MODULE MEMORY

Diagnostic Instructions
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Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
Review Strategy Based Diagnosis for an overview of the diagnostic approach.
Diagnostic Procedure Instructions provides an overview of each diagnostic category.
DTC Descriptors
DTC P0601
Control Module Read Only Memory Performance
DTC P0603
Control Module Long Term Memory Reset
DTC P0604
Control Module Random Access Memory Performance
DTC P062F
Control Module Long Term Memory Performance
Circuit/System Description
This is an internal fault detection of the control solenoid valve assembly. This fault is carried out inside the
Transmission Control Module and no external circuits are involved.
Conditions for Running the DTC
DTC P0601, P0603, P0604, or P062F is not set.
Conditions for Setting the DTC
P0601
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The read only memory has detected an incorrect program or calibration checksum error.
This condition has been present 5 or more times within a 16 count time period.
P0603
The TCM has detected a long term memory checksum error during power up.
This DTC runs continuously.
P0604
The TCM has detected a single word failure with the random access memory.
This condition has been present 5 or more times within a 16 count time frame.
P062F
The TCM has detected the non-volatile memory is incorrect during power-down.
This DTC runs continuously.
Action Taken When the DTC Sets
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P0601, P0603, P0604, and P062F
The high side driver is turned Off.

The TCC is turned Off.
The TCM request maximum line pressure.
The ECM reduces engine torque based on transmission input speed.
Neutral idle is inhibited.
Tap Up/Down is inhibited.
Tow/Haul mode is inhibited.
Conditions for Clearing the DTC
DTCs P0601, P0603, P0604, and P062F are Type A DTCs.
Reference Information
Schematic Reference
Automatic Transmission Controls Schematics
Connector End View Reference
COMPONENT CONNECTOR END VIEWS - INDEX

INLINE HARNESS CONNECTOR END VIEWS - INDEX
Description and Operation
Electronic Component Description
Electrical Information Reference
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Circuit Testing
Connector Repairs
Testing for Intermittent Conditions and Poor Connections
Wiring Repairs
DTC Type Reference
Powertrain Diagnostic Trouble Code (DTC) Type Definitions
Special Tools
DT-47825-10 Jumper Harness
For equivalent regional tools, refer to Special Tools .
Circuit/System Verification
1. Ignition OFF for one minute. Ignition ON.

2. Verify with a scan tool that DTC P0601, P0603, P0604, or P062F is not set.
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If any of the DTCs set
Replace the Q8 Control Solenoid Valve Assembly.
If none of the DTCs set

3. Operate the vehicle within the Conditions for Running the DTC. You may also operate the vehicle within
the conditions that you observe from the Freeze Frame/Failure Records data.
4. Verify the DTC does not set.
If the DTC sets
Replace the Q8 Control Solenoid Valve Assembly
If the DTC does not set

5. All OK.
Repair Instructions
Perform the Diagnostic Repair Verification after completing the repair.
Perform the Reset Transmission Adapts following all transmission related repairs.
Control Module References for control solenoid valve assembly replacement, programming, and setup.
DTC P0634: CONTROL MODULE OVERTEMPERATURE

DTC Descriptor
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DTC P0634
Control Module Overtemperature
The transmission control module temperature sensor is located inside of the control solenoid valve assembly
which has no serviceable parts. The Transmission Control Module monitors the Transmission Control Module
sensor for over temperature protection.
Ignition voltage is between 8.6-32 V.

The TCM internal temperature is between 0-170Â°C (32-338Â°F) for 0.25 s.
Condition 1
The internal temperature of the TCM is greater than 142Â°C (288Â°F) for 5 s.
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Condition 2
Ignition voltage is 18 V or greater for 2 s.

The internal temperature of the TCM is greater than 50Â°C (122Â°F) for 2 s.
DTC P0634 is a Type A DTC.

TCM disables TAP Up/Down shift operation.
TCM enables torque management.
TCM limits the transmission to Reverse and 4th or 5th gear operation.
TCM inhibits manual shifting of forward gears.
TCM commands maximum line pressure.
TCM turns Off.
Diagnostic Aids
During a road test, the TCM temperature should steadily increase to a normal operating temperature, then
stabilize.
Schematic Reference
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Circuit Testing
Connector Repairs
Wiring Repairs
DTC Type Reference
Special Tools
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1. Verify the transmission fluid level and condition is correct. Refer to Transmission Fluid Level and
Condition Check.
If the transmission fluid level and condition is not correct
Repair as necessary.
If the transmission fluid level and condition is correct

2. Operate the vehicle until normal engine temperature is reached.
3. Verify with a scan tool the ECT Sensor parameter is less than 125Â°C (257Â°F).
If greater than 125Â°C (257Â°F)
Refer to Symptoms - Engine Cooling .
If less than 125Â°C (257Â°F)

4. Verify the scan tool Transmission Control Module Temperature is less than 142Â°C (287Â°F).
If greater than 142Â°C (287Â°F)
Inspect the transmission fluid lines for being misrouted, kinked, or damage. Repair or replace as
necessary. If the transmission fluid lines are OK, replace the Q8 Control Solenoid Valve Assembly.
If less than 142Â°C (287Â°F)

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If the DTC sets

7. All OK.
Repair Instructions
Transmission Fluid Cooler Inlet and Outlet Pipe Replacement (LV3) Transmission Fluid Cooler
Inlet and Outlet Pipe Replacement (L83, L86 with MYD) Transmission Fluid Cooler Inlet and
Outlet Pipe Replacement (LC8, L96 with MYD) Transmission Fluid Cooler Inlet and Outlet Pipe
Replacement (L86 with M5U) Transmission Fluid Cooler Inlet and Outlet Pipe Replacement (L8B)
.
Control Module References for Control Solenoid Valve Assembly replacement, programming, and
setup.
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DTC P0658 OR P0659: ACTUATOR HIGH CONTROL CIRCUIT GROUP 1
DTC Descriptors
DTC P0658
Actuator High Control Circuit Group 1 Low Voltage
DTC P0659
Actuator High Control Circuit Group 1 High Voltage
The Transmission Control Module high side driver 1 is located inside of the control solenoid valve assembly
which has no serviceable parts. The high side driver 1 provides power to the Transmission Control Module
pressure control solenoids and shift solenoids. This fault is handled inside the Transmission Control Module and
no external circuits are involved.
P0658

High side driver 1 is On.
DTC P0658 is not set.
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P0659

Ignition switch transitions from OFF to ON position.
P0658
The Transmission Control Module detects an internal open or short to ground on the high side driver 1 for 1 s.
P0659
The Transmission Control Module detects an internal short to voltage on the high side driver 1 circuit for 1 s
after engine start.
P0658
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The TCM turns OFF high side driver.
The TCM turns OFF all solenoids.
The TCM commands maximum line pressure.
The TCM freezes transmission adaptive functions.
The TCM commands the TCC OFF.
The TCM inhibits the TAP Up/Down function.
The TCM inhibits manual shifting of forward gears.
The TCM limits the transmission to Reverse and 5th gear.
P0659
DTC P0659 is a Type C DTC.

Diagnostic Aids
When DTC P0658 sets, the line pressure control solenoid, and pressure control solenoids 2 and 3, will default to
maximum pressure. This results in maximum line pressure to the 3-5 reverse clutch, low/reverse clutch and the
4-5-6 clutch assemblies.
Schematic Reference
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Transmission General Description

Transmission Component and System Description
Circuit Testing
Connector Repairs
Wiring Repairs
DTC Type Reference
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Scan Tool Reference
Control Module References for scan tool information
Special Tools
1. Engine running and the gear selector lever is in the park position.
2. Verify the scan tool High Side Driver 1 parameter displays ON.
If ON is not displayed
Refer to Circuit/System Testing.
If ON is displayed
3. Engine Running and the gear selector lever is in the park position.
4. Verify the scan tool parameters listed below do not display Malfunction.
High Side Driver 1 Circuit High Voltage Test Status
High Side Driver 1 Circuit Open Test Status
High Side Driver 1 Circuit Low Voltage Test Status
If Malfunction is displayed
If Malfunction is not displayed
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If the DTC sets

7. All OK.
Circuit/System Testing
NOTE: You must perform the Circuit/System Verification first.
1. Ignition OFF, remove the Q8 Control Solenoid Valve Assembly. Refer to Control Solenoid Valve and
Transmission Control Module Assembly Replacement .
2. Verify the Q8 Control Solenoid Valve Assembly is not contaminated with any debris. Refer to Control
Solenoid Valve and Transmission Control Module Assembly Inspection.
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If contaminated
If not contaminated
3. Verify the resistance is within the specified range for each solenoid. Refer to Control Solenoid Valve
and Transmission Control Module Assembly Inspection.
If resistance is not within range
If resistance is within range

4. Place the Q8 Control Solenoid Valve Assembly on a clean work surface near the transmission assembly.
5. Connect DT-47825-10 jumper harness between the vehicle wire harness electrical connector, and the Q8
Control Solenoid Valve Assembly electrical connector. Ignition ON.
6. Verify the scan tool parameters do not display Malfunction.
High Side Driver 1 Circuit High Voltage Test Status
High Side Driver 1 Circuit Open Test Status
High Side Driver 1 Circuit Low Voltage Test Status

7. All OK.
Repair Instructions
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DTC P0667, P0668, OR P0669: CONTROL MODULE TEMPERATURE SENSOR

DTC Descriptors
DTC P0667
Control Module Temperature Sensor Performance
DTC P0668
Control Module Temperature Sensor Circuit Low Voltage
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DTC P0669
Control Module Temperature Sensor Circuit High Voltage
The Transmission Control Module temperature sensor is located inside of the control solenoid valve assembly
which has no serviceable parts. The Transmission Control Module temperature sensor provides the temperature
of the Transmission Control Module substrate. This temperature reading is used in various diagnostic routines
in the Transmission Control Module software. This fault is handled inside the Transmission Control Module and
no external circuits are involved.
DTC P0667
DTC: P0101, P0102, P0103, P0106, P0107, P0108, P0171, P0172, P0174, P0175, P0201, P0202, P0203,
P0204, P0205, P0206, P0207, P0208, P0300, P0301, P0302, P0303, P0304, P0305, P0306, P0401,
P042E, P0658, P0668, P0669, P06AD, P06AE, P0716, P0712, P0713, P0717, P0722, P0723, P0962,
P0963, P0966, P0967, P0970, P0971, P215C, P2720, P2721, P2729, or P2730 is not set.
Engine speed is 400-7,500 RPM or greater for 5 s.
Brake torque is not active.
Engine torque signal is valid.
Throttle position signal is valid.
DTC P0668

DTC P0669
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DTC P0716, P0717, P0722 or P0723 is not set.
P0667
The TCM detects a 20-50Â°C (36-90Â°F) or greater difference between the transmission fluid
temperature and the TCM substrate temperature, which depends on the average of the transmission fluid
temperature, TCM substrate temperature, and the TCM power up temperature.
The TCM detects a 8-10Â°C (14-18Â°F) or greater difference between the TCM power up temperature
and the TCM substrate temperature, which depends on the average of the transmission fluid temperature,
the TCM substrate temperature, and the TCM power up temperature.
The above conditions have to be met for 5 min.
P0668
The TCM internal temperature is -249Â°C (-416Â°F) or less for 1 min.
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P0669
The TCM internal temperature is 249Â°C (480Â°F) or greater for 1 min.
DTCs P0667, P0668, and P0669 are Type B DTCs.

The TCM defaults to a calculated value for the substrate temperature based on the TCM power up
temperature.
Diagnostic Aids
During a road test, the TCM temperature should steadily increase to a normal operating temperature, and then
stabilize.
Schematic Reference

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Circuit Testing
Connector Repairs
Wiring Repairs
DTC Type Reference
Scan Tool Reference
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1. Engine idling at normal operating temperature.
2. Verify the scan tool Transmission Control Module Temperature parameter is between -247 and +247Â°C
(-412 and +477Â°F).
If not between -247 and +247Â°C (-412 and +477Â°F)
If between -247 and +247Â°C (-412 and +477Â°F)

3. Verify the scan tool Transmission Control Module temperature parameter increases greater than 2Â°C
(3.5Â°F) after operating the vehicle at 64 km/h (40 mph) for 10 minutes.
If the temperature does not increase greater than 2Â°C (3.5Â°F)
If the temperature does increase greater than 2Â°C (3.5Â°F)

4. Verify the scan tool Transmission Control Module Temperature and the Transmission Fluid Temperature
parameters are within 10Â°C (18Â°F) of each other.
If the temperature is not within 10Â°C (18Â°F)
If the temperature is within 10Â°C (18Â°F)

If the DTC sets
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7. All OK.
Repair Instructions
DTC P06AC, P06AD, OR P06AE: CONTROL MODULE POWER UP TEMPERATURE SENSOR

DTC Descriptors
DTC P06AC
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Control Module Power Up Temperature Sensor Performance
DTC P06AD
Control Module Power Up Temperature Sensor Circuit Low Voltage
DTC P06AE
Control Module Power Up Temperature Sensor Circuit High Voltage
The Transmission Control Module power up temperature sensor is located inside of the control solenoid valve
assembly which has no serviceable parts. The Transmission Control Module power up temperature sensor
provides the temperature of the Transmission Control Module when the Transmission Control Module power is
on. This temperature reading is used in various shifting and diagnostic routines and also to protect the control
solenoid valve assembly and Transmission Control Module. This fault is handled inside the Transmission
Control Module and no external circuits are involved.
P06AC
DTC P0101, P0102, P0103, P0106, P0107, P0108, P0171, P0172, P0174, P0175, P0201, P0202, P0203,
P0204, P0205, P0206, P0207, P0208, P0300, P0301, P0302, P0303, P0304, P0305, P0306, P0401,
Engine speed is between 400-7,500 RPM for 5 s.
Brake torque is not active.
Engine speed is valid.
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Throttle position is valid.
Transmission input speed sensor signal is 200 RPM or less.
Engine throttle position signal is 30 percent or greater.
Vehicle speed is 8 km/h (5 mph) or less.
P06AD
DTC P06AD, P0716, P0717, P0722 or P0723 is not set.

P06AE
DTC P06AE is not set.

Engine speed is 400 RPM or greater for 5 s.
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P06AC
The TCM detects a 8-10Â°C (14-18Â°F) or greater difference between the TCM substrate temperature
and TCM power up temperature, which depends on the average of transmission fluid temperature, TCM
substrate temperature, and TCM power up temperature.
temperature and TCM power up temperature, which depends on the average of transmission fluid
temperature, TCM substrate temperature, and TCM power up temperature.
The above conditions have to be met for 5 min within a 6 min period.
P06AD
The TCM power up temperature is -59Â°C (-74Â°F) or less for 1 min.
P06AE
The TCM power up temperature is 164Â°C (327Â°F) or greater for 1 min.
DTCs P06AC, P06AD, and P06AE are Type B DTCs.

The TCM defaults the TCM power up temperature to the TCM substrate temperature with an offset value.
DTCs P06AC, P06AD, and P06AE are Type B DTCs.
Diagnostic Aids
During a road test, the TCM Power-Up temperature should steadily increase to a normal operating temperature,
and then stabilize.
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Schematic Reference

Circuit Testing
Connector Repairs
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Wiring Repairs
DTC Type Reference
Scan Tool Reference
Special Tools
1. Ignition ON, clear the DTCs with a scan tool.

2. Operate the vehicle at 64 km/h (40 mph) for 10 min.
3. Verify DTC P06AC, P06AD or P06AE is not set.
If any of the DTCs set
If none of the DTCs set

If the DTC sets
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6. All OK.
Repair Instructions
DTC P0711-P0713: TRANSMISSION FLUID TEMPERATURE SENSOR

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DTC Descriptors
DTC P0711
Transmission Fluid Temperature Sensor Performance
DTC P0712
Transmission Fluid Temperature Sensor Circuit Low Voltage
DTC P0713
Transmission Fluid Temperature Sensor Circuit High Voltage
The transmission fluid temperature sensor is located inside of the Transmission Control Module assembly
which has no serviceable parts. The transmission fluid temperature sensor provides transmission fluid
temperature information to the Transmission Control Module. This fault is handled inside the Transmission
Control Module and no external circuits are involved.
P0711
DTCs: P0101, P0102, P0103, P0106, P0107, P0108, P0171, P0172, P0174, P0175, P0201, P0202, P0203,
P0204, P0205, P0206, P0207, P0208, P0300, P0301, P0302, P0303, P0304, P0305, P0306, P0401,
The engine speed is 400-7,500 RPM or greater for 5 s.
The vehicle speed is 8 km/h (5 mph) or greater for 5 min.
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The accelerator pedal position signal is valid.
The engine torque signal is valid.
P0712
DTC P0712, P0716, P0717, P0722, or P0723 is not set.

The engine speed is greater than 400-7,500 RPM for 5 s.
P0713
DTC P0713, P0716, P0717, P0722, or P0723 is not set.

The engine speed is greater than 400-7,500 RPM for 5 s.
P0711
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temperature and the TCM substrate temperature, which depends on the average of the transmission fluid
temperature, the TCM substrate temperature, and the TCM power up temperature.
temperature and the power up temperature, which depends on the average of the transmission fluid
temperature, the TCM substrate temperature, and the TCM power up temperature.
The above conditions have to be met for 5 min within a 6 min time period.
P0712
The transmission fluid temperature is -74Â°C (-101Â°F) or less for 1 min.
P0713
The transmission fluid temperature is 174Â°C (345Â°F) or greater for 1 min.

The TCM allows the vehicle to operate in transmission protection mode.
The TCM defaults to the TCM temperature with an offset.
Diagnostic Aids
During a road test, the transmission fluid temperature should steadily increase to a normal operating
temperature, and then stabilize.
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Schematic Reference


Circuit Testing
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Connector Repairs
Wiring Repairs
DTC Type Reference
Scan Tool Reference
Special Tools
DT-47825 Control Solenoid Test Plate
1. Engine idling at normal operating temperature.

2. Verify the scan tool Transmission Fluid Temperature parameter is between -74 and +174Â°C (-101 and
+345Â°F).
If not between -74 and +174Â°C (-101 and +345Â°F)
If between -74 and +174Â°C (-101 and +345Â°F)

3. Verify the scan tool Transmission Fluid Temperature parameter increases greater than 2Â°C (3.5Â°F)
after operating the vehicle at 64 km/h (40 mph) for 10 minutes.
If the temperature does not increase greater than 2Â°C (3.5Â°F)
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If the temperature does increase greater than 2Â°C (3.5Â°F)

4. Verify the scan tool Transmission Fluid Temperature and the Transmission Control Module Temperature
parameters are within 20Â°C (68Â°F) of each other.
If the temperatures are not within 20Â°C (68Â°F)
If the temperatures are within 20Â°C (68Â°F)

If the DTC sets
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7. All OK.
Repair Instructions
DTC P0716 OR P0717: INPUT SPEED SENSOR

DTC Descriptors
DTC P0716
Input Speed Sensor Performance
DTC P0717
Input Speed Sensor Circuit No Signal
Diagnostic Fault Information
Short to Open/High Short to Signal

Circuit Ground Resistance Voltage Performance
9 V Reference P0716, P0717 P0716, P0717 - P0716
Signal P0716, P0717 P0716, P0717 P0716, P0717 P0716
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Typical Scan Tool Data
ISS Signal
Circuit Short to Ground Open Short to Voltage
Operating Conditions: Engine running, normal operating temperature
Parameter Normal Range: 450-7000 RPM
9 V Reference 0 RPM 0 RPM -
ISS Signal 0 RPM 0 RPM 0 RPM
ISS/OSS Supply Voltage

Circuit Short to Ground Open/High Resistance Short to Voltage
Operating Conditions: Key ON, Engine OFF or Engine running, normal operating temperature
Parameter Normal Range: OK
9 V Reference Out of Range OK Out of Range
Signal OK OK OK
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The automatic transmission input and output speed sensor (ISS and OSS) assembly each are part of a single
harness. The ISS is a hall-effect type sensor. The ISS/OSS mounts to the control valve upper body assembly.
The ISS sensor end faces the splines on the 1-2-3-4 and 3-5-R clutch housing outside diameter surface. The
sensor receives 9 volts on the ISS/OSS supply voltage circuit from the control solenoid valve assembly. As the
1-2-3-4 and 3-5-R clutch housing rotates, the sensor produces a signal frequency based on the splines on the
clutch housing outside diameter surface. This signal is transmitted through the ISS signal circuit to the control
solenoid valve assembly. The control solenoid valve assembly uses the ISS signal to determine line pressure,
transmission shift patterns, torque converter clutch (TCC) slip speed and gear ratio.
P0716
DTC P0101, P0102, P0103, P0121, P0122, P0123, P0717, P0752, P0753, or P0974 is not set.
Engine torque is between 0 (0 lb ft) and 8191.88 (6042.01 lb ft).
Ignition voltage is between 9-17.5 V.
The vehicle speed is greater than 10 km/h (6.21 mph).
The throttle position signal must be valid.
P0717
DTC P0101, P0102, P0103, P0722 or P0723 is not set.

The vehicle speed is greater than 16 km/h (10 mph).
The engine torque is between 50 (37 lb ft) and 8191.88 (6042.01 lb ft).
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P0716
The TCM detects the transmission input speed sensor signal dropped greater than 900 RPM for 1 s.
P0717 - Condition 1
The TCM detects the transmission input shaft speed is less than 67 RPM for 5 s.
P0717 - Condition 2
The TCM detects that P0722 set and the transmission input speed is less than 653 RPM for 5 s.
P0716

The high side driver is turned Off.
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The TCM commands TCC Off.
The TCM inhibits Tap Up/Down.
The TCM inhibits Tow/Haul mode.
P0717

The TCM inhibits shift adaptive functions.
The TCM inhibits neutral idle.
The TCM inhibits Tap Up/Down function.
The TCM commands neutral gear if the output speed sensor signal is 1,500 RPM or greater.
The TCM commands second gear if the output speed sensor signal is less than 1,500 RPM.
DTC P0716 and P0717 are Type A DTCs.
Diagnostic Aids
Inspect the ISS/OSS, harness, connector, and control solenoid valve assembly for metallic debris and the
1-2-3-4 and 3-5-R clutch housing splines on the outside diameter surface for damage or misalignment. Proper
torque of the ISS/OSS mounting bolt is critical to proper speed signal operation.
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Schematic Reference

Circuit Testing
Connector Repairs
Wiring Repairs
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DTC Type Reference
Scan Tool Reference
Special Tools

J-38522 Variable Signal Generator
1. Ignition ON.
2. Verify the scan tool ISS/OSS Supply Voltage parameter displays OK.
If OK is not displayed
If OK is displayed
3. Engine idling in park position.
4. Verify the scan tool Transmission ISS parameter varies with engine RPM and does not drop out.
If the Transmission ISS does not vary with engine speed or drops out
If the Transmission ISS does vary with engine speed and does not drop out
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If the DTC sets

7. All OK.
1. Ignition Off, remove the Q8 Control Solenoid Valve Assembly.

2. Connect the DT-47825-10 Jumper Harness between the vehicle wire harness electrical connector and the
Q8 Control Solenoid Valve Assembly electrical connector.
3. Disconnect the B14A/B14C Transmission Input and Output Speed Sensor harness connector X3 at the Q8
Control Solenoid Valve Assembly. Ignition ON.
4. Test for 8.8-9.2 V between the 9 V reference circuit terminal B at the Q8 Control Solenoid Valve
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Assembly and ground.
If not between 8.8-9.2 V
If between 8.8-9.2 V
5. Ignition Off, connect the red lead of the J-38522 Variable Signal Generator to the ISS signal circuit
terminal A at the Q8 Control Solenoid Valve Assembly and ground at the transmission case.
6. Set the J-38522 Variable Signal Generator to the following specifications:
Signal Switch to 8 V
Frequency switch to 300
Duty cycle switch to the 50 or the Normal position
7. Ignition On.
8. Verify the scan tool Transmission ISS parameter is between 760-785 RPM.
If not between 760-785 RPM
If between 760-785 RPM

9. Verify there is no damage or misalignment with the machined teeth on the 1-2-3-4 and 3-5 clutch housing.
If the machined surfaces are damaged or misaligned
Repair or replace as necessary.
If the machined surfaces are not damaged or misaligned

10. Replace the B14A/B14C Transmission Input and Output Speed Sensor.
Repair Instructions
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Perform the Input and Output Speed Sensor Replacement .
Control Module References for control solenoid valve assembly replacement, programming, and setup
Perform the Control Solenoid Valve and Transmission Control Module Assembly Input Shaft
Speed/Output Shaft Speed Input Test.
DTC P071A: TRANSMISSION TOW MODE SWITCH

DTC Descriptor
DTC P071A
Transmission Tow Mode Switch Circuit
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Tow/haul mode enables the operator to achieve enhanced shift performance when towing or hauling a load.
When tow/haul mode is selected, the tow/haul switch input signal to the body control module (BCM) is
momentarily toggled from 12 volts to zero volts. The BCM then sends a signal out on the serial data line to the
transmission control module (TCM) to increase transmission line pressure and extend the time between
upshifts. Selecting the tow/haul switch again disables tow/haul mode and returns the transmission to a normal
shift pattern.

The engine speed is greater than 400 RPM for 5 seconds.
The ignition voltage is 8.6 volts or greater.
The Tow/Haul Mode switch remains closed, in a low voltage condition, for 10 seconds.
DTC P071A is a Type C DTC.
DTC P071A is a Type C DTC.
Diagnostic Aids
If the electrical circuit tests are OK and the shift pattern is not occurring, there may be a mechanical/hydraulic
condition that prevents operation. Refer to Symptoms - Automatic Transmission.
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Schematic Reference
Circuit Testing
Connector Repairs
Wiring Repairs
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DTC Type Reference
Scan Tool Reference
1. Ignition ON, cycle the S74 Tow/Haul Mode switch while observing the Tow/Haul switch parameter on
the scan tool in the Transmission Controls Data list. The S74 Tow/Haul Mode switch parameter should
change states from Inactive to Active with each cycle of the switch.
If the Tow/Haul Mode switch parameter does not change from Inactive to Active
If the Tow/Haul Mode switch parameter does change from Inactive to Active
If the DTC sets

4. All OK.
1. Ignition OFF, transmission in Park. Disconnect the S3 transmission shift lever electrical connector.
2. Ignition OFF, test for less than 1 Ω between terminal 2 on the S3 transmission shift lever vehicle harness
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connector and ground at the battery negative post.
If 1 Ω or greater
1. Ignition OFF.
2. Test for less than 1 Ω in the ground circuit wire, end to end.
If 1 Ω or greater, repair the open/high resistance in the wire circuit.
If less than 1 Ω, repair the open/high resistance in the ground connection or the terminal
connection at the S3 transmission shift lever.
If less than 1 Ω
3. Ignition ON, test for greater than 11 volts on the signal circuit terminal 1 on the S3 transmission shift
lever vehicle harness connector and ground at the battery negative post.
If less than 11 volts
1. Ignition OFF.
2. Test for less than 1 Ω in the signal circuit wire, end to end.
If 1 Ω or greater, repair the open/high resistance in the signal circuit wire.
If less than 1 Ω, repair the open/high resistance in either terminals on the signal circuit wire.
If greater than 11 volts
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4. Ignition OFF, test for less than 3 ohms between terminal 1 and terminal 2 on the S3 transmission shift
lever component harness connector while depressing the S74 Tow/Haul Mode switch button.
If greater than 3 Ω
Replace the S3 transmission shift lever assembly.
If less than 3 Ω
5. If all circuits test normal, replace the K9 body control module.
Repair Instructions
Automatic Transmission Range Selector Lever Replacement
Control Module References for BCM replacement, programming, and setup.
DTC P0722 OR P0723: OUTPUT SPEED SENSOR

DTC Descriptors
DTC P0722
Output Speed Sensor Circuit No Signal
DTC P0723
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Output Speed Sensor Circuit Intermittent

9 V Reference P0722, P0723 P0722, P0723 - P0723
Signal P0722, P0723 P0722, P0723 P0722, P0723 P0723
Output Speed Sensor (OSS) Signal

Circuit Short to Ground Open/High Resistance Short to Voltage
Operating Conditions: Engine running, normal operating temperature
Parameter Normal Range: 0-7000 RPM
9 V Reference 0 RPM 0 RPM 0-7000 RPM
OSS Signal 0 RPM 0 RPM 0 RPM
ISS/OSS Supply Voltage
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Circuit Open/High Resistance Short to Voltage
Operating Conditions: Key ON, engine OFF or engine running
Parameter Normal Range: OK
9 V Reference OK Out of Range
Signal Out of Range -
The automatic transmission input and output speed sensor (ISS and OSS) assembly each are part of a single
harness. The OSS is a hall-effect type sensor. The ISS/OSS mounts to the control valve upper body assembly.
The sensor end faces the output shaft housing machined slots. The sensor receives 9 volts on the ISS/OSS
supply voltage circuit from the control solenoid valve assembly. As the output shaft rotates, the sensor produces
a signal frequency based on the machined slots of the output shaft housing. This signal is transmitted through
the OSS signal circuit to the control solenoid valve assembly. The control solenoid valve assembly uses the OSS
signal to determine line pressure, transmission shift patterns, torque converter clutch (TCC) slip speed and gear
ratio.
P0722
DTC P0101, P0102, P0103, P0121, P0122, P0123, P0716, P0717, or P0723 is not set.
The transmission fluid temperature is -40Â°C (-40Â°F) or greater.
The engine torque is 50 (36.87 lb ft) or greater.
Accelerator pedal position signal is valid.
The throttle position signal is valid.
The throttle position is 8 percent or greater.
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P0723
DTC P0101, P0102, P0103, P0121, P0122, P0123, P0973, P0974, P0976, or P0977 is not set.
The engine speed is 400-7,500 RPM for 5 s.
Greater than 5 s since the last transmission upshift or downshift.
The TCM must receive a valid torque signal from the ECM.
P0722
The transmission output speed is 35 RPM or less for 4.5 s.
P0723
The transmission output speed is greater than 105 RPM.
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The TCM detects the transmission output speed dropped is greater than 650 RPM for 1.5 s.
The transmission is in a forward drive gear.
P0722

The TCM turns Off the TCC.
The ECM reduces engine torque based on input speed.
The TCM inhibits Tap up/Down function.
The TCM inhibits manual shifting of all forward gears.
The TCM commands 2nd gear if the output speed sensor signal is less than 1,350 RPM.
P0723

The high side driver is turned OFF.
The TCM inhibits TCC.
The ECM reduces engine torque based on the signal from the input speed sensor signal.
The TCM inhibits Tap up/Down function.
The TCM inhibits manual shifting.
Conditions for Clearing the DIC/DTC
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DTCs P0722 and P0723 are Type A DTCs.
Diagnostic Aids
Inspect the ISS/OSS, harness, connector and control solenoid valve assembly for metallic debris and output
shaft housing machined slots for damage or misalignment. Proper torque of the ISS/OSS mounting bolt is
critical to proper speed sensor operation.
Schematic Reference

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Circuit Testing
Connector Repairs
Wiring Repairs
DTC Type Reference
Scan Tool Reference
Special Tools

J-38522 Variable Signal Generator
1. Ignition ON.
2. Verify the scan tool ISS/OSS Supply Voltage parameter displays OK.
If OK is not displayed
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If OK is displayed
3. Road test the vehicle.
4. Verify the scan tool Transmission OSS parameter changes with vehicle speed and does not drop while
operating the vehicle within 16-32 km/h (10-20 mph).
If the Transmission OSS does not vary with engine speed or drops out
If the Transmission OSS does vary with engine speed and does not drop out
If the DTC sets

7. All OK.
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1. Ignition Off, remove the Q8 Control Solenoid Valve Assembly.

2. Connect the DT-47825-10 Jumper Harness between the vehicle wire harness electrical connector and the
Q8 Control Solenoid Valve Assembly electrical connector.
3. Disconnect the B14A/B14C Transmission Input and Output Speed Sensor harness connector X3 at the Q8
Control Solenoid Valve Assembly. Ignition ON.
4. Test for 8.8-9.2 V between the 9 V reference circuit terminal B at the Q8 Control Solenoid Valve
Assembly and ground.
5. Ignition Off, connect the red lead of the J-38522 Variable Signal Generator to the signal circuit terminal
C at the Q8 Control Solenoid Valve Assembly and ground at the transmission case.
6. Set the J-38522 Variable Signal Generator to the following specifications:
Signal Switch to 8 V
Frequency switch to 300
Duty cycle switch to the 50 or the Normal position
7. Ignition On.
8. Verify the scan tool Transmission OSS parameter is between 495-505 RPM.
If not between 495-505 RPM
If between 495-505 RPM

9. Verify there is no damage or misalignment with the machined slots on the Output Shaft Assembly.
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If the machined slots are damaged or misaligned
If the machined slots are not damaged or misaligned

10. Replace the B14A/B14C Transmission Input and Output Speed Sensor.
Repair Instructions
Perform the Input and Output Speed Sensor Replacement .
Perform the Control Solenoid Valve and Transmission Control Module Assembly Input Shaft
Speed/Output Shaft Speed Input Test.
DTC P0741 OR P0742:/ON
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DTC Descriptors
NOTE: The DTCs listed below set due to a transmission hydraulic/mechanical

condition. Perform the Circuit/System Verification and Circuit/System Testing to
identify the cause.
DTC P0741
Torque Converter Clutch (TCC) System - Stuck Off - Transmission Hydraulic/Mechanical Performance
DTC P0742
Torque Converter Clutch (TCC) System - Stuck On - Transmission Hydraulic/Mechanical Performance
The torque converter clutch (TCC) pressure control solenoid is part of the control solenoid valve assembly
which has no serviceable parts. The TCC pressure control solenoid is a normally low pressure control solenoid.
The TCC pressure control solenoid regulates transmission fluid to the TCC regulator valve in the lower valve
body and the TCC control valve in the pump cover. When vehicle operating conditions are appropriate to apply
the converter clutch, the Transmission Control Module will increase TCC pressure control current flow (duty
cycle) to the TCC solenoid. The TCC pressure control solenoid directs fluid pressure to move the TCC control
valve to the apply position, and moves the TCC regulator apply valve to the regulating position. The TCC
regulator valve regulates TCC apply fluid pressure proportional to TCC solenoid pressure. When the TCC is
fully applied, the engine is coupled directly to the transmission. TCC release is accomplished by the
Transmission Control Module decreasing current flow to the TCC pressure control solenoid. This results in
decreasing the apply pressure which allows the TCC control valve to move to the release position. The
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Transmission Control Module calculates torque converter slip speed based on engine speed and transmission
input shaft speed.
P0741
P0204, P0205, P0206, P0207, P0208, P0300, P0301, P0302, P0303, P0304, P0305, P0306, P0401,
P042E, P0716, P0717, P0722, P0723, P0742, P2763, or P2764 is not set.
The engine speed is between 400-7,500 RPM for 5 s.
The transmission fluid temperature is -6.6 to +130Â°C (+20 to +266Â°F).
The throttle position is greater than 8 percent.
The engine torque is greater than 50 N.m (36 lb ft).
The TCC is commanded ON and PWM duty cycle is greater than 60 percent for 5 s.
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The gear ratios listed below should be in range when the specific gear while the TCC is On:
The 2nd gear ratio is between 2.20-2.53.
The 3rd gear ratio is between 1.44-1.65.
The 4th gear ratio is between 1.07-1.23.
The 5th gear is between 0.79-0.91.
The 6th gear is between 0.62-0.72.
P0742
P0204, P0205, P0206, P0207, P0208, P0300, P0301, P0302, P0303, P0304, P0305, P0306, P0401,
P042E, P0716, P0717, P0722, P0723, P0741, P2763, or P2764 is not set.
DTC P0742 has not passed this key ON.
The engine speed is 400-7,500 RPM for 5 s.
The throttle position is greater than 8 percent.
The engine torque is greater than 115 N.m (85 lb ft).
The vehicle speed is greater than 16 km/h (10 mph).
The gear ratio is between 0.62-1.63.
The commanded gear is 2nd.
The TCC is commanded OFF.
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P0741
The TCC Pressure is greater than 750 Kpa (109 PSI) for 6 s.
The TCM detects TCC slip greater than 130 RPM for 5 s when the TCC is commanded ON. This
condition must occur 2 times.
P0742
The TCM detects the TCC slip between -50 and +13 RPM for 6 s when the TCC is commanded OFF.
The above condition must occur 2 times.
P0741
DTC P0741 is a Type B DTC.

The TCM inhibits high gear in hot mode.
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P0742

The TCM disables neutral idle.
The TCM enables high gear in hot mode.

Diagnostic Aids
Before performing a road test, configure and setup the scan tool for snapshot mode. This will allow you to
display, monitor, and verify multiple transmission data parameters at one time, after the road test.
Schematic Reference

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Park - Engine Running
Reverse
Neutral - Engine Running
Fluid Passages
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DTC Type Reference
Scan Tool Reference
Special Tools
NOTE: If other DTCs are set, diagnose those DTCs first.
1. Engine idling in Park position, with parking brake applied and drive wheels chocked.
Condition Check.

3. Ignition ON, clear the Transmission Control Module DTCs with a scan tool.
NOTE: During the road test, the Transmission Control Module must see 2
attempts at Torque Converter lockup.
4. Verify the transmission operation performs as indicated in the road test instructions and DTCs P0741 or
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P0742 did not set. Refer to Road Test.
If DTC P0741 or P0742 set
If DTC P0741 or P0742 did not set

If the DTC sets

7. All OK.
1. Verify the transmission line pressures are within the specified ranges. Refer to Line Pressure Check.
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If pressures are not within range
Refer to Fluid Pressure High or Low.
If pressures are within range

2. Ignition OFF. Remove the Q8 Control Solenoid Valve Assembly.
3. Verify a pressure change occurs for each solenoid when performing the solenoid test. Refer to Control
Solenoid Valve and Transmission Control Module Assembly Solenoid Performance Test.
If a pressure change does not occur
If a pressure change does occur

4. Verify the conditions listed below do not exist. Carefully inspect each component for that condition.
P0741 or P0742 - A/Trans Fluid Pump cover Assembly (219)
TCC Control Valve (227) stuck/sticking - debris, binding, damaged valve, or scored bore.
Converter Feed Limit Valve (220) stuck/sticking - debris, binding, damaged valve, or scored bore.
Pressure Regulator Valve (233) stuck/sticking - debris, binding, damaged valve, or scored bore.
Turbine Shaft Bushings (218), (228) damaged or loose.
Leak between stator/tower assembly and cover.
P0741 - 4-5-6 (w/Turbine Shaft) Housing Assembly (441)
TCC Turbine Shaft O-ring Seal (443) damaged or leaking.
P0741 - Torque Converter Assembly (1)
TCC friction material debonded or excessively worn.
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One way stator clutch distressed.
Internal leak - missing or damaged seal.
Overheated due to lack of lubrication/cooler flow.
P0741 or P0742 - Lower Control Valve Body Assembly (351)
TCC Regulator Apply Valve (355) stuck/sticking - debris, binding, damaged valve, or scored bore. Bore
plug (328) undersized or leaking.
Clutch Select Valve 2 (352) stuck/sticking - debris, binding, damaged valve, or scored bore.
P0741 or P0742 - Q8 Control Solenoid Valve Assembly (314)
TCM incorrectly reporting high OSS, causing early TCC apply or late TCC release.
P0742 - A/Trans Input and Output Speed Sensor Assembly (303)
Incorrect, high, OSS signal, causing early TCC apply or late TCC release.
P0741 - Control Solenoid Valve Assembly (21)
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A/Trans Fluid Pump Seal Assembly (18) damaged or leaking.
P0741 - Torque Converter Diagnosis
Refer to No Torque Converter Clutch Apply.
P0742 - Torque Converter Diagnosis
Refer to No Torque Converter Clutch Release.
Repair Instructions
DTC P0751 OR P0752: SHIFT SOLENOID VALVE 1 PERFORMANCE - STUCK OFF/ON

DTC Descriptor

identify the cause.
DTC P0751
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Shift Solenoid Valve 1 Performance - Stuck Off - Transmission Hydraulic/Mechanical Performance
DTC P0752
Shift Solenoid Valve 1 Performance - Stuck On - Transmission Hydraulic/Mechanical Performance
The shift solenoid 1 is part of the control solenoid valve assembly which has no serviceable parts. The control
solenoid valve assembly is attached to the lower control valve body. The solenoid operates by the Transmission
Control Module opening or closing the ground circuit. With the solenoid circuit grounded (solenoid on), the
internal plunger and metering ball block the exhaust fluid creating signal fluid pressure. The signal fluid acts
against the clutch select valve 2 to overcome the valve spring force moving it to the apply position, allowing the
shift. The shift solenoid 1 is commanded ON in Park, Reverse, Neutral and Drive 1 Engine Braking, and
commanded OFF in Drive 1-6 gear ranges.
P0204, P0205, P0206, P0207, P0208, P0300, P0301, P0302, P0303, P0304, P0305, P0306, P0401,
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P042E, P0716, P0717, P0722, P0723, or P182E is not set.
The internal mode switch range is not PARK, NEUTRAL or REVERSE.
High Side Driver is enabled.
The output shaft speed is 0 RPM or greater.
P0751
1st gear is commanded.

TCM detects a gear ratio of 1.09-1.20.
Gear slip is greater than 400 RPM for 2 s.
The above conditions have to occur 8 times to set.
P0752
3rd gear is commanded.

Transmission has achieved 1st or 2nd gear.
Gear slip is 400 RPM for 1.5 s.
TCM commands 4th gear if the above condition exist and detects a gear ratio of 3.82-4.22 for 1.5 s.
The above conditions have to occur 5 times.
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P0751

TCM inhibits 1st gear.
TCM inhibits neutral idle.
P0752

TCM freezes transmission adaptive functions.
TCM commands maximum line pressure.
TCM inhibits Tap Up/Down function.
TCM inhibits manual shifting of forward gears.
TCM commands second gear if output is less than 1,350 RPM, or neutral if output speed is 1,350 RPM or
greater.
TCM inhibits neutral idle.
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Diagnostic Aids
Schematic Reference


Reverse
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Fluid Passages
DTC Type Reference
Scan Tool Reference
Special Tools
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J 21867 Pressure Gauge
Condition Check.

3. From a stop, accelerate to 72 km/h (45 mph) with the scan tool Calculated Throttle Position greater than
20 percent. Perform this test 8 times.
4. Verify DTC P0751 or P0752 did not set.

If the DTC sets
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7. All OK.
If line pressures are not within range
If line pressures are within range

If a pressure change does not occur for each solenoid
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If a pressure change does occur for each solenoid
4. Verify the mechanical conditions listed below do not exist. Carefully inspect each component for that
condition. Repair or replace as necessary.
P0751 or P0752 - Lower Control Valve Body
Clutch select valve 2 stuck - debris, sediment, binding or scored bore or valve damage.
P0751 - Lower Control Valve Body
Bore Plug - Clutch Select Valve 2, Leaking, undersized bore plug, or damaged.
P0751 - Upper Control Valve Body
Check Ball #2 missing, damaged, or leaking.

Check Ball #2 Seat damaged or leaking.
P0751 or P0752 - Q8 Control Solenoid Valve Assembly
Shift Solenoid 1:
O-ring seals leaking.

Control signal fluid supply leak - valve body filter plate assembly cracked or damaged gasket seal.
Repair Instructions
DTC P0756: SHIFT SOLENOID VALVE 2 PERFORMANCE - STUCK OFF
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DTC Descriptor

identify the cause.
DTC P0756
Shift Solenoid Valve 2 Performance - Stuck Off - Transmission Hydraulic/Mechanical Performance
The shift solenoid valve 2 is part of the control solenoid valve assembly which has no serviceable parts. The
control solenoid valve assembly is attached to the lower control valve body. The solenoid operates by the
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Transmission Control Module opening or closing the ground circuit. With the solenoid circuit grounded
(solenoid on), the internal plunger and metering ball block the exhaust fluid creating signal fluid pressure. The
signal fluid acts against the clutch select valve 3 to overcome the valve spring force moving it to the apply
position, allowing the shift. The shift solenoid 2 is commanded OFF in Reverse, and commanded ON in Park,
Neutral, Drive 1 Engine Braking, and Drive 1-6 gear ranges.
P0204, P0205, P0206, P0207, P0208, P0300, P0301, P0302, P0303, P0304, P0305, P0306, P0401,
High Side Driver 1 is enabled.
The Throttle Position signal voltage is valid.
Throttle position is 0.5 percent or greater.
Transmission fluid temperature is -6.6Â°C (20.12Â°F) or greater.
The Transmission Output Speed is 67 RPM or greater.
Commanded gear is 1st locked.

Transmission gearbox slip is 400 RPM for 10 s.
The transmission commands 2nd gear if the above condition exists and detects a ratio of 2.72-3.01 for 1 s.
The above condition has to occur 3 times.
The TCM freezes the shift adapts function.

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The TCM inhibits Tow/Haul function.
The TCM commands Neutral if the transmission output speed is 1,350 RPM or greater.
The TCM commands 2nd gear if the transmission output speed is less than 1,350 RPM.
Diagnostic Aids
Schematic Reference
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Reverse
Fluid Passages
DTC Type Reference
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Scan Tool Reference
Special Tools

Condition Check.
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NOTE: During the road test, the Transmission Control Module has to see 3
attempts at a 1 through 6 gear shift change.
4. Verify the transmission operation performs as indicated in the road test instructions and DTC P0756 did
not set. Refer to Road Test.
If DTC P0756 is set
If DTC P0756 did not set

If the DTC sets

7. All OK.
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P0756 - Lower Control Valve Body (351)
Clutch select valve 3 stuck off - debris, sediment, binding or scored bore.
P0756 - Lower Control Valve Body (351)
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Bore Plug - Clutch Select Valve 3 leaking, undersized bore plug, damaged.
P0756 - Upper Control Valve Body (304)
Check Ball #3 missing, damaged, leaking.

Check Ball #3 Spacer plate seat damaged, leaking.
P0756 - Q8 Control Solenoid Valve Assembly (314)
Shift Solenoid (SS) 2:

Control signal fluid supply leak - valve body filter plate assembly cracked or damaged gasket seal.
P0756 - 1-2-3-4 and 3-5-R Clutch Housing Assembly (51)
1-2-3-4 clutch backing plate retaining ring not seated, causing the piston to over travel and cut the 1-2-3-4
clutch piston seal.
P0756 - Fluid Pump Cover Assembly
Fluid pump cover vanes and fluid pump rotor broken.
P0756 - Low Clutch Sprag Assembly
Broken or incapable of holding torque.
P0756 - Pump Seal
Seal is cut, torn causing a leak due to pump speed and capacity.
Repair Instructions
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DTC P0776 OR P0777: PRESSURE CONTROL SOLENOID VALVE 2 - STUCK OFF/ON

DTC Descriptors

identify the cause.
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DTC P0776
Pressure Control Solenoid Valve 2 - Stuck Off - Transmission Hydraulic/Mechanical Performance
DTC P0777
Pressure Control Solenoid Valve 2 - Stuck On - Transmission Hydraulic/Mechanical Performance
The clutch pressure control solenoid valve 2 is part of the control solenoid valve assembly, which has no
serviceable parts. The pressure control solenoid valve 2 regulates transmission fluid pressure to the 3-5-Reverse
clutch regulator valve which controls pressure to the 3-5-Reverse clutch. The Transmission Control Module
calculates gear ratio based on the RPM signals from the input speed sensor (ISS) and the output speed sensor
(OSS). The Transmission Control Module compares the expected transmission gear ratio to the calculated gear
ratio for each commanded gear.
P0776
P0204, P0205, P0206, P0207, P0208, P0300, P0301, P0302, P0303, P0304, P0305, P0306, P0401,
The ignition voltage is between 8.6-32 V.
The transmission temperature is -6.6Â°C (20.12Â°F) or greater.
High side driver is enabled.
The transmission output speed sensor is 67 RPM or greater or the accelerator pedal position sensor is 0.5
percent or greater.
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P0777
P0204, P0205, P0206, P0207, P0208, P0300, P0301, P0302, P0303, P0304, P0305, P0306, P0401,
The transmission output speed sensor is 67 RPM or greater or the accelerator pedal position sensor is 0.5
percent or greater.
P0776
The Transmission Control Module has detected an incorrect gear ratio or neutral condition when the 3-5-R
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clutch is commanded ON. This condition must occur 3 times.
P0777
The Transmission Control Module has detected an incorrect gear ratio change when the 3-5-R clutch is
commanded OFF during a shift or when 3rd gear ratio is detected in 1st gear. This condition must occur 3 times.
P0776

The TCM inhibits TAP Up/Down function.
The TCM inhibits Manual Up/Down Shift with the shift selector.
The TCM inhibits auto grade braking.
The TCM limits the transmission to 2nd gear if the output speed sensor signal is less than 1,400 RPM. No
upshift will occur.
The TCM limits the transmission to 4th gear if the output speed sensor signal is 1,400 RPM or greater.
P0777

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The TCM limits the transmission to Reverse gear and 3rd gear operation.
Diagnostic Aids
Schematic Reference
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Reverse
Fluid Passages
DTC Type Reference
Scan Tool Reference
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Special Tools

Condition Check.
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If DTCs P0776 or P0777 are set
If DTCs P0776 or P0777 did not set

If the DTC sets

7. All OK.

2. Ignition OFF, remove the Q8 Control Solenoid Valve Assembly.
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P0776 - Control Valve Upper Body Assembly (304)
3-5-R Regulator Valve (336) stuck/sticking - debris, binding, damaged valve, or scored bore.

Valve body filter plate assembly cracked, blocked or damaged gasket seal.
P0776 or P0777 - Control Valve Upper Body Assembly (304)
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Actuator feed limit circuit supply fluid to solenoids restricted or not available, debris or sediment
blockage.
B-R-1/4-5-6 clutch regulator valve (327) not in the applied position - debris, binding, damaged valve, or
scored bore.
4-5-6 clutch boost valve (329) not exhausting - debris, binding, damaged valve, or scored bore.
P0776 or P0777 - Torque Converter (w/Fluid Pump) Housing Assembly (2)
Fluid pump housing vanes/rotor/slide damaged/scored.
P0776 or P0777 - A/Trans Fluid Pump Cover Assembly (219)
Isolator valve (236) stuck/sticking - debris, binding, damaged valve, or scored bore.
3-5-R clutch backing plate retaining ring (400) not seated.
P0776 or P0777 - 1-2-3-4 and 3-5-R Clutch Housing Assembly (51)
1-2-3-4 clutch backing plate retaining ring (429) not seated, causing clutch pack/piston over travel.
P0776 - 4-5-6 Hub/ Shaft Assembly (58)
4-5-6 Hub/Shaft - broken hub weld.
Repair Instructions
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DTC Descriptors

identify the cause.
DTC P0796
DTC P0797
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The clutch pressure control solenoid 3 is part of the control solenoid valve assembly, which has no serviceable
parts. The Clutch Pressure Control Solenoid 3 regulates transmission fluid pressure to the CBR1/C 4-5-6 clutch
regulator valve which controls pressure to the low/reverse clutch and the 4-5-6 clutch. The Transmission
Control Module calculates gear ratio based on the RPM signals from the input speed sensor (ISS) and the output
speed sensor (OSS). The Transmission Control Module compares the expected transmission gear ratio to the
calculated gear ratio for each commanded gear.
P0796
P0204, P0205, P0206, P0207, P0208, P0300, P0301, P0302, P0303, P0304, P0305, P0306, P0401,
The transmission output speed sensor signal is 67 RPM or greater or the accelerator pedal position sensor
signal is 0.5 percent or greater.
P0797
P0204, P0205, P0206, P0207, P0208, P0300, P0301, P0302, P0303, P0304, P0305, P0306, P0401,
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P0796
The Transmission Control Module has detected an incorrect gear ratio or neutral condition when the low and
reverse clutch and the 4-5-6 clutch is commanded ON. This condition must occur 3 times.
P0797
The Transmission Control Module has detected an incorrect gear ratio change when the low and reverse clutch
and the 4-5-6 clutch is commanded OFF during a shift or when 4th gear ratio is detected in 1st gear. This
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condition must occur 3 times.
P0796

The TCM limits the transmission to Reverse gear and 2nd gear operation.
The TCM limits the transmission to neutral gear if the output speed sensor signal is 1,350 RPM or
greater.
upshift will occur.
P0797

The ECM/TCM enables torque management.
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The TCM limits the transmission to Reverse gear and 4th gear operation.
Diagnostic Aids
Schematic Reference
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Reverse
Fluid Passages
DTC Type Reference
Scan Tool Reference
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Special Tools

Condition Check.
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If the DTC sets

7. All OK.

If a pressure change does not occur for each solenoid
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If a pressure change does occur for each solenoid

4-5-6 Regulator Valve (327) stuck/sticking - debris, binding, damaged valve, or scored bore.
P0796 - 4-5-6 Clutch Housing Assembly (441)
Turbine Shaft Seals (442) damaged or leaking.

Valve body filter plate assembly cracked, blocked or damaged gasket seal.
P0796 or P0797 - Control Valve Lower Body Assembly (307)
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Clutch select valve (352) stuck/ sticking - debris, binding, damaged valve, or scored bore.
P0796 - 4-5-6 Clutch Housing Assembly (441)
4-5-6 Clutch Piston Assembly (439) damaged/ leaking.
P0796 - Transmission Cooling/Lubrication
Restriction/leak in OAC, oil to air, cooler/radiator.

Restricted/leaking/kinked/damaged transmission oil cooler lines.
Restriction/leak in transmission fluid pump assembly.
P0796 - Torque Converter (w/Fluid Pump) Housing Assembly (2)

Fluid pump or torque converter overstressed due to high temperature.
P0796 - 4-5-6 Hub/Shaft Assembly (58)
4-5-6 Hub/Shaft - broken hub weld.
P0796 - Automatic Transmission Fluid Filter Assembly (26)
Oil filter (26) or filter seal (25) loose or damaged.
1-2-3-4 Clutch Backing Plate Retaining Ring (429) not seated/oriented, causing clutch pack/piston over travel.
P0796 - Control (with body and valve) Valve Assembly (21)
Valve Body to Pump Transfer Seal Assembly (18) damaged/leaking.
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Repair Instructions
DTC P0815, P0816, P0826, OR P1876: UPSHIFT/DOWNSHIFT SWITCH AND ENABLE SWITCH
DTC Descriptors
DTC P0815
Upshift Switch Circuit
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DTC P0816
Downshift Switch Circuit
DTC P0826
Up and Down Shift Switch Circuit
DTC P1876
Up and Down Shift Enable Switch Circuit Low Voltage
Driver Shift Request

Tap Up/Tap Down Switch
0V 0V 5-12 V -
Signal Circuit
The driver shift request (DSR) allows the driver to select the desired range of gears for current driving
conditions. The DSR shift system is activated when the gear selector is in the manual position. The DSR system
is deactivated in all other range positions. Pressing the plus (+) switch once will command the body control
module (BCM) to signal the transmission control module (TCM) to upshift to the next high gear. Pressing the
minus (-) switch once will command the BCM to signal the TCM to downshift to the next lowest or previous
gear. The TCM will not allow a downshift if the transmission is compromised by over-speeding. The automatic
transmission manual shift switch is comprised of three different resistors values in series and two switches. The
BCM supplies a 12 volt circuit to the automatic transmission manual shift switch. The signal circuit varies the
voltage back to the body control module depending on which switch is depressed.
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P0815, P0816 or P0826
DTC P0815, P0816, P0826, P182E, P1876, P1877, P1915 or P1761 is not set.
The engine speed is 400 RPM or greater for 5 seconds.
P1876
DTC U0100, P0815, P0816, P0826, P1825, P1876 or P1915 is not set.
The engine speed is 400 RPM or greater for 5 seconds.
P0815 - Condition 1
The BCM detects a stuck ON Tap Up switch for 1 second in Park or Neutral.
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P0815 - Condition 2
The BCM detects a stuck ON Tap Up switch for 10 minutes in any forward gear.
P0816 - Condition 1
The BCM detects a stuck ON Tap Down switch for 1 second in Park or Neutral.
P0816 - Condition 2
The BCM detects a stuck ON Tap Down switch for 10 minutes in any forward gear.
P0826
The BCM detects an invalid voltage on the TAP up/down signal circuit for 1 minute.
P1876
The BCM detects a TAP Enable Switch request 3 times when not in M (D6) range for 2 seconds.
DTCs P0815, P0816, P0826, and P1876 are Type C DTCs.

The BCM disables TAP shift operation.
DTCs P0815, P0816, P0826, and P1876 are Type C DTCs.
Schematic Reference
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Circuit Testing
Connector Repairs
Wiring Repairs
Scan Tool Reference
DTC Type Reference
cardiagn.com
1. Ignition ON, place the S3 Transmission Shift Lever in manual mode range position.
2. Verify with a scan tool, the Driver Shift Control Mode parameter displays Active.
If the parameter does not display Active
If the parameter does display Active

3. Verify with a scan tool, the Driver Shift Request parameter displays Upshift, when momentarily pressing
the plus (+) switch.
If the parameter does not display Upshift
If the parameter does display Upshift

4. Verify with a scan tool, the Driver Shift Request parameter displays Downshift, when momentarily
pressing the minus (-) switch.
If the parameter does not display Downshift
If the parameter does display Downshift

the conditions that you observe from the Freeze Frame/Failure records data.
6. Verify the DTC does set.
If the DTC sets
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7. All OK.
1. Ignition OFF and all vehicle systems OFF. Disconnect the harness connector at the S3 Transmission Shift
Lever. It may take up to 2 min. for all vehicle systems to power down.
2. Test for less than 5 Ω between the ground circuit terminal C and ground.
1. Ignition OFF.
2. Test for less than 2 Ω in the ground circuit wire end to wire end.
If less than 2 Ω, repair the open/high resistance in the ground connection.
If less than 5 Ω
3. Ignition OFF.
4. Test for less than 1 V on the signal circuit terminal D at the S3 Transmission Shift Lever harness
connector.
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If greater than 1 V
1. Ignition OFF.
2. Disconnect the X3 harness connector at the K9 Body Control Module. Ignition ON.
3. Test for less than 1 V on the signal circuit terminal D at the S3 Transmission Shift Lever harness
connector and ground.
If 1 V or greater, repair the short to B+/Ignition in the signal circuit.
If less than 1 V, replace the K9 Body Control Module.
If less than 1 V
5. Ignition ON.
6. Test for 11.6-12.4 V on the signal circuit terminal D at the S3 Transmission Shift Lever harness connector
and ground.
1. Ignition OFF.
2. Disconnect the X3 harness connector at the K9 Body Control Module.
3. Test for less than 2 Ω in the signal circuit wire end to wire end.
If greater than 2 Ω, repair the open/high resistance in the wire circuit.
If less than 2 Ω, replace the K9 Body Control Module.
7. Test or replace the S3 Transmission Shift Lever.
Component Testing
1. Perform the Circuit/System Verification and Circuit/System Testing first.

2. Ignition OFF.
3. Disconnect the S3 Transmission Shift Lever harness connector.
4. Test for 6110-6140 Ω between terminals C and D on the S3 Transmission Shift Lever.
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If not within the specified range
Replace the S3 Transmission Shift Lever.
If within the specified range

5. Test for 610-650 Ω between terminals C and D on the S3 Transmission Shift Lever, while holding down
the plus (+) switch.

6. Test for 1990-2020 Ω between terminals C and D on the S3 Transmission Shift Lever, while holding the
minus (-) switch.
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7. All OK.
Repair Instructions
Refer to Control Module References for BCM replacement, programming, and setup.
Replace the RSM shift switch. Refer to Range Selector Lever Cable Lever Replacement .
DTC P0842 OR P0843: TRANSMISSION FLUID PRESSURE SWITCH 1

DTC Descriptors
DTC P0842
Transmission Fluid Pressure Switch 1 Circuit Low Voltage
DTC P0843
Transmission Fluid Pressure Switch 1 Circuit High Voltage
The Transmission Fluid Pressure Switch 1 is part of the control solenoid valve assembly which has no
serviceable parts. The Transmission Control Module supplies a signal circuit to the Transmission Fluid Pressure
Switch 1. The Transmission Fluid Pressure Switch 1 has an internal case ground. Transmission Fluid Pressure
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Switch 1 is normally closed or LOW. When oil pressure is present at the Transmission Fluid Pressure Switch 1,
the switch is open or HIGH. The normally high clutch pressure control (PC) solenoid 2 controls pressure to the
3-5 reverse clutch regulator valve. The Transmission Control Module monitors the Transmission Fluid Pressure
Switch 1 to determine the position of the 3-5 reverse clutch regulator valve. When the 3-5 reverse clutch is
commanded OFF, pressure is present on the Transmission Fluid Pressure Switch 1. When the 3-5 reverse clutch
is commanded ON, the 3-5 reverse clutch regulator valve moves and pressure to the Transmission Fluid
Pressure Switch 1 is exhausted through the 3-5 reverse clutch regulator valve.
P0842 or P0843
P0976, P0977, P1915, or P182E is not set.
The transmission fluid temperature is -6.6Â°C (20.12Â°F).
The high side driver is commanded ON.
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The engine speed is 550 RPM or greater in Drive 1-6 range.
P0842
The Transmission Control Module detects that the Transmission Fluid Pressure Switch 1 signal voltage remains
LOW after the 3-5-R clutch transitions from a HIGH pressure state to a LOW pressure state. The Transmission
Control Module counts each incident. The DTC sets when 25 counts are accumulated.
P0843
HIGH after the 3-5-R clutch transitions from a LOW pressure state to a HIGH pressure state. The Transmission
DTCs P0842 and P0843 are Type C DTCs.

The Transmission Control Module freezes transmission adaptive functions for the 3-5-Reverse clutch.
Diagnostic Aids
A Transmission Fluid Pressure Switch may malfunction due to normal debris in the transmission fluid causing a
Transmission Fluid Pressure Switch DTC to intermittently set. This type of condition should not be immediately
noticeable to a customer, as the switch outputs are used for shift adaptive pressure and do not cause
transmission symptoms unless the switch malfunctions continuously for an extended period of time.
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Schematic Reference


Circuit Testing
Connector Repairs
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Wiring Repairs
DTC Type Reference
Scan Tool Reference
Special Tool Reference
1. Engine idling in Park with parking brake applied, and drive wheels chocked.
2. Verify the scan tool Transmission Fluid Pressure Switch 1 parameter displays the correct values for each
gear range while placing the gear select lever in Park, Reverse, and Neutral position.
If the correct states are not displayed
If the correct states are displayed

3. Place the gear select lever in Drive range.
4. Verify the scan tool Transmission Fluid Pressure Switch 1 parameter displays the correct states when
allowing the transmission to shift from 1 through 6 gears.
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If the DTC sets

7. All OK.
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3. Connect the DT-47825-10 jumper harness between the vehicle wire harness electrical connector and the
Q8 control solenoid valve assembly electrical connector. Ignition ON.
4. Verify the scan tool parameters listed below change states when gently pushing on each Transmission
Fluid Pressure Switch with the eraser end of a pencil.
Transmission Fluid Pressure Switch 1
If any parameter does not change
If all parameters change

5. Verify the channel plate, spacer plate, and filter plate do not have a restricted or blocked orifice. Repair or
replace as necessary.
Repair Instructions
Control Solenoid Valve and Transmission Control Module Assembly Replacement .
DTC P0850-P0852: PARK/NEUTRAL POSITION SWITCH

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DTC Descriptors
DTC P0850
Park/Neutral Position Switch Circuit
DTC P0851
Park/Neutral Position Switch Circuit Low Voltage
DTC P0852
Park/Neutral Position Switch Circuit High Voltage
Open/High Signal
Short to Voltage
Circuit Short to Ground Resistance Performance
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Park/Neutral Signal P0850/P0851 P0850/P0852 P0850/P0852 -
PNP Switch
Open/High
Circuit Short to Ground Resistance Short to Voltage
Operating Conditions: Engine running, normal operating temperature, range selector in Park.
Parameter Normal Range: 12 Volts = In-Gear, 0 Volts = Park/Neutral
Park/Neutral Signal Park/Neutral In-Gear In-Gear
The transmission manual shift shaft switch assembly, also known as the internal mode switch, is a sliding
contact switch attached to the manual shift shaft inside the transmission case. The park/neutral position switch
is integrated into the internal mode switch and connects to the Transmission Control Module lead-frame through
a short wire harness. The circuit uses the Transmission Control Module as a pass-through connector only.
The Park/Neutral Signal is sent from the park/neutral switch directly to the engine control module (ECM) and is
used for engine start enable.
Ignition voltage is between 11-18 volts.

Engine Speed is 1000 RPM or greater.
TP is 8 percent or greater.
Engine torque is 75 (55 lb ft) or greater.
Vehicle speed is 10 km/h (6 mph) or greater.
P0850 or P0851
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The ECM detects the Park/Neutral switch signal equals 0 V, Low, when the IMS reports a Drive range.
P0852
The ECM detects the Park/Neutral switch signal equals 12 V, High, when the IMS reports a Park/Neutral range.
DTC P0850, P0851, and P0852 are Type C DTCs.

The ECM uses IMS Range for engine start-up.
DTC P0850, P0851, and P0852 are Type C DTCs.
Schematic Reference
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Engine Controls Schematics


Circuit Testing
Connector Repairs
Wiring Repairs
DTC Type Reference
Scan Tool Reference
Special Tools
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1. Verify the range selector cable is adjusted correctly. Refer to Range Selector Lever Cable Adjustment .
If the cable adjustment is not OK
Adjust, repair or replace as necessary.
If the cable adjustment is OK

2. Ignition ON.
3. Verify the scan tool Engine Control Module Park/Neutral Position Switch parameter displays
Park/Neutral when in Park or Neutral and In-Gear when in Reverse or Drive Range.
If Park/Neutral or In-Gear is not displayed
If Park/Neutral or In-Gear is displayed

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If the DTC sets

6. All OK.
NOTE: You must perform Circuit/System Verification first.
1. Ignition OFF, disconnect the X1 harness connector at the Q8 Control Solenoid Valve Assembly on the
automatic transmission.
2. Install the DT-47825-10 jumper harness to the X1 vehicle harness connector.
3. Test for less than 5 Ω between the ground circuit terminal 5 at the DT-47825-10 jumper harness and
ground at the transmission case.
If 5 Ω or greater
1. Ignition OFF.
2. Test for less than 2 Ω in the ground circuit from wire end to wire end.
If 2 Ω or greater, repair the open/high resistance in the circuit.
If less than 5 Ω
4. Ignition ON.
5. Test for 11-13 V between the signal circuit terminal 3 at the DT-47825-10 jumper harness and ground at
the transmission case.
If not between 11-13 V
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1. Ignition OFF, disconnect the X1harness connector at the K20 Engine Control Module.
2. Test for infinite resistance between the Park/Neutral signal circuit terminal 3 at the DT-47825-10
jumper harness and ground at the transmission case.
If less than infinite resistance, repair the short to ground in the signal circuit.
If infinite resistance.
3. Test for less than 2 Ω in the Park/Neutral signal circuit wire end to wire end.
If 2 Ω or greater, repair the open/high resistance in the signal circuit.
If less than 2 Ω, replace the K20 Engine Control Module.
If between 11-13 V
6. Ignition OFF, disconnect the DT-47825-10 jumper harness from the X1 vehicle harness connector.
7. Connect the DT-47825-10 jumper harness to the Q8 Control Solenoid Valve Assembly harness connector
at the transmission case.
8. Remove the transmission fluid pan.
9. Disconnect the B15 Transmission Internal Mode Switch electrical connector from the Q8 Control
Solenoid Valve Assembly.
10. Test for less than 2 Ω between the ground circuit terminal 5 and terminal A at the B15 Transmission
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Internal Mode Switch connector on the Q8 Control Solenoid Valve Assembly.
If 2 Ω or greater
Replace the Q8 control solenoid valve assembly.
If less than 2 Ω
11. Ignition OFF.
12. Connect the DT-47825-10 jumper harness to the X1 vehicle harness connector.
13. Ignition ON.
14. Test for 11-13 V between terminal F at the B15 Transmission Internal Mode Switch connector on the Q8
Control Solenoid Valve Assembly and ground at the transmission case.
If not between 11-13 V
If between 11-13 V
15. Connect a 3 A fused jumper wire between terminal F at the B15 Transmission Internal Mode Switch on
the Q8 Control Solenoid Valve Assembly and ground at the transmission case.
16. Verify the scan tool Engine Control Module Park/Neutral Position Switch parameter displays
Park/Neutral.
If Park/Neutral is not displayed
Replace the K20 Engine Control Module.
If Park/Neutral is displayed
17. Replace the B15 Transmission Internal Mode Switch.
Repair Instructions
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Refer to Control Module References for Control Solenoid Valve Assembly replacement, programming,
and setup.
NOTE: If the IMS switch has been replaced, inspect the valve body detent spring
to be sure it is centered over the detent lever. This prevents the detent
spring from hitting the IMS switch.
Manual Shift Shaft Position Switch Replacement for IMS replacement.

DTC Descriptors
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DTC P0872
DTC P0873
the switch is open or HIGH. The normally low clutch pressure control (PC) solenoid 4 controls pressure to the
2-6 clutch regulator valve. The Transmission Control Module monitors the Transmission Fluid Pressure Switch
3 to determine the position of the 2-6 clutch regulator valve. When the 2-6 clutch is commanded OFF, pressure
is present on the Transmission Fluid Pressure Switch 3. When the 2-6 clutch is commanded ON, the 2-6 clutch
regulator valve moves and pressure is exhausted through the 2-6 clutch regulator valve.
P0872 or P0873
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P0872
LOW after the 2-6 clutch transitions from a HIGH pressure state to a LOW pressure state. The Transmission
P0873
HIGH after the 2-6 clutch transitions from a LOW pressure state to a HIGH pressure state. The Transmission

The Transmission Control Module freezes transmission adaptive functions for the 2-6 clutch.
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Diagnostic Aids
Schematic Reference


Circuit Testing
Connector Repairs
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Wiring Repairs
DTC Type Reference
Scan Tool Reference
Special Tools
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If the DTC sets

7. All OK.

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Q8 Control Solenoid Valve Assembly electrical connector. Ignition ON.

Repair Instructions
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DTC Descriptors
DTC P0877
DTC P0878
the switch is open or HIGH. The normally LOW pressure control solenoid 5 controls pressure to the 1-2-3-4
clutch regulator valve. The Transmission Control Module monitors the Transmission Fluid Pressure Switch 4 to
determine the position of the 1-2-3-4 clutch regulator valve. When the 1-2-3-4 clutch is commanded OFF,
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pressure is present on the Transmission Fluid Pressure Switch 4. When the 1-2-3-4 clutch is commanded ON,
the 1-2-3-4 clutch regulator valve moves and pressure to the Transmission Fluid Pressure Switch is exhausted
through the 1-2-3-4 clutch regulator valve.
P0877 or P0878
P0877
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LOW after the 1-2-3-4 clutch transitions from a HIGH pressure state to a LOW pressure state. The
Transmission Control Module counts each incident. The DTC sets when 5 counts are accumulated.
P0878
HIGH after the 1-2-3-4 clutch transitions from a LOW pressure state to a HIGH pressure state. The
Transmission Control Module counts each incident. The DTC sets when 6 counts are accumulated.

The Transmission Control Module freezes transmission adaptive functions for the 1-2-3-4 clutch.
Diagnostic Aids
Schematic Reference
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Circuit Testing
Connector Repairs
Wiring Repairs
DTC Type Reference
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Scan Tool Reference
Special Tools


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If the DTC sets

7. All OK.

3. Connect the DT-47825-10 jumper harness between the vehicle wire harness electrical connector, and the
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Repair Instructions
DTC P0961-P0963: LINE PRESSURE CONTROL SOLENOID

DTC Descriptors
DTC P0961
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Line Pressure Control Solenoid Valve Performance
DTC P0962
Line Pressure Control Solenoid Valve Control Circuit Low Voltage
DTC P0963
Line Pressure Control Solenoid Valve Control Circuit High Voltage
The line pressure control solenoid is part of the control solenoid valve assembly which has no serviceable parts.
The normally high line pressure control solenoid regulates and directs the pressure control solenoid oil pressure
to the isolator/pressure regulator valve. Increasing pressure control solenoid line pressure increases transmission
line pressure. The Transmission Control Module varies the current to the line pressure control solenoid through
a low side driver. Decreasing the current to the line pressure control solenoid increases line pressure control
solenoid oil pressure by closing OFF the solenoid exhaust port. Increasing the current to the line pressure
control solenoid decreases line pressure control oil pressure by opening the solenoid exhaust port. Line pressure
control solenoid power is supplied by the Transmission Control Module through a high side driver. The high
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side driver protects the circuit and components from excessive current flow. If excessive current flow is
detected, the high side driver will turn OFF. When the fault is corrected the high side driver will reset.
P0961, P0962, or P0963

P0961
The Transmission Control Module detects an internal electrical malfunction of the line pressure control solenoid
where the measured line pressure control solenoid current does not equal the commanded line pressure control
solenoid current for 5 s.
P0962
The Transmission Control Module detects a short to ground or an open/high resistance on the line pressure
control solenoid control circuit for 2 s.
P0963
The Transmission Control Module detects a short to voltage on the line pressure control solenoid control circuit
for 5 s.
P0961

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P0962

The TCM turns the high side driver OFF.
The TCM inhibits the torque converter clutch (TCC).
The TCM inhibits powertrain braking.
The ECM/TCM request a reduction in engine torque based on input speed.
The TCM inhibits manual shifting or forward gears.
P0963
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DTCs P0961 and P0963 are Type B DTCs.

Schematic Reference


Circuit Testing
Connector Repairs
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Wiring Repairs
DTC Type Reference
Scan Tool Reference
Special Tools
1. Engine running in Park position, parking brake applied, place the gear select lever in each gear position
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for 2-3 s. Return the gear select lever to the Park position.
2. Verify the scan tool parameters listed below do not display Malfunction:
Line Pressure Control Solenoid Valve Performance Test Status
Line Pressure Control Solenoid Valve Control Circuit High Voltage Test Status
Line Pressure Control Solenoid Valve Control Circuit Low Voltage Test Status

If the DTC sets

5. All OK.

If contaminated
Clean as necessary.
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If not contaminated

5. Connect DT-47825-10 jumper harness between the vehicle wire harness electrical connector and the Q8
6. Verify the scan tool the parameters listed below do not display Malfunction:
Line Pressure Control Solenoid Valve Performance Test Status
Line Pressure Control Solenoid Valve Control Circuit High Voltage Test Status
Line Pressure Control Solenoid Valve Control Circuit Low Voltage Test Status
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7. All OK.
Repair Instructions
DTC P0965-P0967: PRESSURE CONTROL SOLENOID VALVE 2

DTC Descriptors
DTC P0965
Pressure Control Solenoid Valve 2 Performance
DTC P0966
Pressure Control Solenoid Valve 2 Control Circuit Low Voltage
DTC P0967
Pressure Control Solenoid Valve 2 Control Circuit High Voltage
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The pressure control solenoid 2 is part of the control solenoid valve assembly which has no serviceable parts.
The normally high pressure control solenoid 2 regulates and directs the pressure control solenoid 2 oil pressure
to the 3-5 reverse clutch regulator valve and 3-5 reverse clutch boost valve. Increasing pressure control solenoid
2 pressure increases pressure to the 3-5 reverse clutch. The Transmission Control Module varies the current to
the pressure control solenoid 2 through a low side driver. Decreasing the current to the pressure control solenoid
2 increases pressure control solenoid 2 oil pressure by closing OFF the solenoid exhaust port. Increasing the
current to the pressure control solenoid 2 decreases pressure control solenoid 2 oil pressure by opening the
solenoid exhaust port. Pressure control solenoid 2 power is supplied by the Transmission Control Module
through a high side driver. The high side driver protects the circuit and components from excessive current flow.
If excessive current flow is detected, the high side driver will turn OFF. When the fault is corrected, the high
side driver will reset.

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P0965
The Transmission Control Module detects an internal electrical performance malfunction of the clutch pressure
control solenoid 2 control circuit where the measured clutch pressure control solenoid 2 current does not equal
the commanded clutch pressure control solenoid 2 current for 5 s.
P0966
The Transmission Control Module detects a short to ground on the clutch pressure control solenoid 2 control
circuit for 1 s.
P0967
The Transmission Control Module detects an open or short to voltage on the clutch pressure control solenoid 2
control circuit, for 1 s.
P0965

The TCM freezes transmission adaptive functions on the 3-5 Reverse clutch.
P0966

The TCM turns OFF the high side driver.
The TCM forces TCC OFF.
The TCM enables Torque management.
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The TCM limits the transmission to Reverse and 3rd or 5th gear operation.
P0967

The TCM limits the transmission to 3rd gear or reverse gear operation.
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Schematic Reference


Circuit Testing
Connector Repairs
Wiring Repairs
DTC Type Reference
Scan Tool Reference
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Special Tools
1. Operate the vehicle in drive range. Allow the vehicle to shift through all forward gear ranges.
2. Verify the scan tool parameters listed below do not display Malfunction
Pressure Control Solenoid Valve 2 Performance Test Status
Pressure Control Solenoid Valve 2 Control Circuit High Voltage Test Status
Pressure Control Solenoid Valve 2 Control Circuit Low Voltage Test Status
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If the DTC sets

5. All OK.

If contaminated
Clean as necessary
If not contaminated
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7. All OK.
Repair Instructions
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DTC P0969-P0971: PRESSURE CONTROL SOLENOID VALVE 3

DTC Descriptors
DTC P0969
Pressure Control Solenoid Valve 3 Performance
DTC P0970
Pressure Control Solenoid Valve 3 Control Circuit Low Voltage
DTC P0971
Pressure Control Solenoid Valve 3 Control Circuit High Voltage
The normally high pressure control solenoid 3 regulates and directs the pressure control solenoid 3 oil pressure
to the 4-5-6 clutch regulator valve and 4-5-6 clutch boost valve. Increasing pressure control solenoid 3 oil
pressure increases oil pressure to the 4-5-6 clutch assembly. The Transmission Control Module varies the
current to the pressure control solenoid 3 through a low side driver. Decreasing the current to the pressure
control solenoid 3 increases pressure control solenoid 3 oil pressure by closing OFF the solenoid exhaust port.
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Increasing the current to the pressure control solenoid 3 decreases pressure control solenoid 3 oil pressure by
opening the solenoid exhaust port. Pressure control solenoid 3 power is supplied by the Transmission Control
Module through a high side driver. The high side driver protects the circuit and components from excessive
current flow. If excessive current flow is detected, the high side driver will turn OFF. When the fault is
corrected the high side driver will reset.

P0969
The Transmission Control Module detects an internal electrical malfunction on the pressure control solenoid 3
control circuit where the measured pressure control solenoid 3 current does not equal the commanded clutch
pressure control solenoid 3 current for 5 s.
P0970
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The Transmission Control Module detects a short to ground on the pressure control solenoid 3 control circuit for
1 s.
P0971
The Transmission Control Module detects an open or short to voltage on the pressure control solenoid 3 control
circuit for 1 s.
P0969
DTC P0969 is a Type C DTCs.

The TCM freezes transmission adaptive functions to the low and reverse clutch and 4-5-6 clutch.
P0970 and P0971
DTC P0970 and P0971 are Type A DTCs.

The TCM limits the transmission to Reverse and 3rd or 5th gear operation.
The TCM turns the high side driver OFF.
DTC P0969 is a Type C DTCs.
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Schematic Reference


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Circuit Testing
Connector Repairs
Wiring Repairs
DTC Type Reference
Scan Tool Reference
Special Tools
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If the DTC sets

5. All OK.

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If contaminated
Clean as necessary
If not contaminated

6. Verify the scan tool parameters do not display Malfunction:

7. All OK.
Repair Instructions
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DTC P0973 OR P0974: SHIFT SOLENOID VALVE 1

DTC Descriptors
DTC P0973
Shift Solenoid Valve 1 Control Circuit Low Voltage
DTC P0974
Shift Solenoid Valve 1 Control Circuit High Voltage
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The shift solenoid 1 is part of the control solenoid valve assembly which has no serviceable parts. The shift
solenoid 1 is a normally closed ON/OFF solenoid and is controlled by the Transmission Control Module
through a low side driver. When the shift solenoid 1 is energized, shift solenoid 1 fluid pressure is directed to
the clutch select valve 2. Power to the shift solenoid 1 is supplied by the Transmission Control Module through
a high side driver. The high side driver protects the circuit and components from excessive current flow. If
excessive current flow is detected, the high side driver will turn OFF. When the fault is corrected, the high side
driver will reset.
P0973 or P0974
DTCs P0973 or P0974 is not set.

P0973
The control solenoid valve assembly detects an internal low voltage electrical malfunction of the shift solenoid
1 control circuit when the shift solenoid 1 is commanded OFF for 2 seconds.
P0974
The control solenoid valve assembly detects an internal high voltage electrical malfunction of the shift solenoid
1 control circuit when the shift solenoid 1 is commanded ON for 2 seconds.
P0973
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The TCM forces the torque converter clutch (TCC) OFF.
The TCM enables Torque Management.
The TCM inhibits TAP function.
The TCM commands neutral gear if the output speed sensor signal is 1350 RPM or greater.
The TCM commands 2nd gear if the output speed sensor signal is less than 1350 RPM. No upshift
allowed.
P0974
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The TCM inhibits 1st gear.

Schematic Reference


Circuit Testing
Connector Repairs
Wiring Repairs
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DTC Type Reference
Scan Tool Reference
Special Tools
1. Engine Running, place the gear selector in Reverse for 5 seconds and then idle the vehicle in Park for 5
seconds.
Shift Solenoid Valve 1 Control Circuit High Voltage Test Status
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Shift Solenoid Valve 1 Control Circuit Open Test Status
Shift Solenoid Valve 1 Control Circuit Low Voltage Test Status

If the DTC sets

5. All OK.

If contaminated
Clean as necessary.
If not contaminated
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7. All OK.
Repair Instructions
Before replacing the TCM, perform the Control Solenoid Valve and Transmission Control Module
Assembly Inspection.
DTC P0976 OR P0977: SHIFT SOLENOID VALVE 2

DTC Descriptors
DTC P0976
Shift Solenoid Valve 2 Control Circuit Low Voltage
DTC P0977
Shift Solenoid Valve 2 Control Circuit High Voltage
The shift solenoid 2 is part of the control solenoid valve assembly which has no serviceable parts. The shift
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solenoid 2 is a normally closed ON/OFF solenoid and is controlled by the Transmission Control Module
through a low side driver. When the shift solenoid 2 is energized, shift solenoid 2 fluid pressure is directed to
the clutch select valve 3. Power to the shift solenoid 2 is supplied by the Transmission Control Module through
a high side driver. The high side driver protects the circuit and components from excessive current flow. If
driver will reset.
P0976 or P0977
DTCs P0976 or P0977 is not set.

P0976
The Transmission Control Module detects an internal low voltage electrical malfunction of the shift solenoid 2
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control circuit when the shift solenoid 2 is commanded OFF for 2 seconds.
P0977
The Transmission Control Module detects an internal high voltage electrical malfunction of the shift solenoid 2
control circuit when the shift solenoid 2 is commanded ON for 2 seconds.
P0976

P0977

The TCM commands 2nd gear if the output speed sensor signal is less than 1,350 RPM. No upshift
allowed.
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Schematic Reference


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Circuit Testing
Connector Repairs
Wiring Repairs
DTC Type Reference
Scan Tool Reference
Special Tools
1. Engine Running, place the gear selector in Reverse for 5 seconds and then idle the vehicle in Park for 5
seconds.
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If the DTC sets

5. All OK.
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If contaminated
Clean as necessary.
If not contaminated


7. All OK.
Repair Instructions
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Before replacing the TCM, perform the Control Solenoid Valve and Transmission Control Module
Assembly Inspection.

DTC Descriptors
DTC P0989
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DTC P0990
the switch is open or HIGH. The normally high pressure control solenoid 3 controls pressure to the CBR1/4-5-6
clutch regular valve. The Transmission Control Module monitors the Transmission Fluid Pressure Switch 5
signal circuit to determine the position of the CBR1/4-5-6 clutch regulator valve. When the 4-5-6 clutch is
commanded OFF, pressure is present on the Transmission Fluid Pressure Switch 5. When the 4-5-6 clutch is
commanded ON, the CBR1/4-5-6 clutch regulator valve moves and pressure to the Transmission Fluid Pressure
Switch 5 is exhausted through the CBR1/4-5-6 clutch regulator valve.
P0989 or P0990
The transmission fluid is -6.6Â°C (20.12Â°F) or greater.
P0989
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LOW after the 4-5-6 clutch transitions from a HIGH pressure state to a LOW pressure state. The Transmission
P0990
HIGH after the 4-5-6 clutch transitions from a LOW pressure state to a HIGH pressure state. The Transmission

The Transmission Control Module freezes transmission adaptive functions for the 4-5-6 clutch.
Diagnostic Aids
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Schematic Reference


Circuit Testing
Connector Repairs
Wiring Repairs
DTC Type Reference
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Scan Tool Reference
Special Tools
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If the DTC sets

7. All OK.

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Repair Instructions
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DTC P1761: UP AND DOWN SHIFT SWITCH SIGNAL MESSAGE COUNTER

DTC Descriptor
DTC P1761
Up and Down Shift Switch Signal Message Counter Incorrect
The driver shift request, also known as the TAP Up/Downshift manual shift function, allows the driver to select
the desired range of gears for current driving conditions. The driver shift request shift system is activated when
the gear selector is in the manual position. The driver shift request system is deactivated in all other range
positions. When driver shift request is selected, a signal is sent to the Body Control Module and the also to the
Transmission Control Module. Each time a signal is sent, an internal counter in the Body Control Module and
Transmission Control Module increments. Both counters must have the same value. This code sets when the
rolling count value of the Transmission Control Module does not match the same rolling count value sent from
the Body Control Module.
The engine run time is greater than 5 s.
The TCM detects an error in the rolling count value that does not match with the BCM.
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The TCM disables TAP Shift operation.
Schematic Reference
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Circuit Testing
Connector Repairs
Wiring Repairs
DTC Type Reference
Scan Tool Reference
NOTE: DTC P1761 is an informational DTC.

Diagnose all other K9 Body Control Module DTCs prior to DTC P1761.
1. Verify there are no other K9 Body Control Module or communication DTCs set.
If a DTC is set
Refer to Diagnostic Trouble Code (DTC) List - Vehicle .
If a DTC is not set

2. Complete the diagnosis by looking for a CAN fault. Refer to Scan Tool Does Not Communicate with
High Speed GMLAN Device .
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If a CAN circuit fault is found
If a CAN circuit fault is not found

3. All OK.
Repair Instructions
DTC P1762: TRANSMISSION MODE SWITCH SIGNAL MESSAGE COUNTER

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DTC Descriptor
DTC P1762
Transmission Mode Switch Signal Message Counter Incorrect
The Body Control Module is constantly sending the Engine Control Module and Transmission Control Module
serial data messages with information regarding transmission mode switch activation. The Transmission Control
Module sets this code when it detects a discrepancy in the structure of the message causing the signal message
integrity to be questioned.

No other CAN errors are present.
The TCM detects an error in the rolling count value that does not match with the BCM.

The TCM inhibits TAP Shift operation.
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DTC Type Reference
NOTE: DTC P1762 is an informational DTC.

Diagnose all other K71 Transmission Control Module or K20 Engine
Control Module DTCs prior to DTC P1762.
1. Verify there are no other K71 Transmission Control Module or K20 Engine Control Module DTCs set.
If a DTC is set
If a DTC is not set

2. Complete the diagnosis by looking for a CAN fault. Refer to Scan Tool Does Not Communicate with
High Speed GMLAN Device .
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If a CAN circuit fault is found
If a CAN circuit fault is not found

3. All OK.
DTC P182E OR P1915: INTERNAL MODE SWITCH

DTC Descriptors
DTC P182E
Internal Mode Switch Indicates - Invalid Range
DTC P1915
Internal Mode Switch Does Not Indicate Park/Neutral During Start

Signal A P182E P1915 P1915 P182E, P1915
Signal B P1915 P182E P182E P182E, P1915
Signal C P1915 P182E P182E P182E, P1915
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Signal P P182E P1915 P1915 P182E, P1915
Ground - P182E P182E P182E, P1915
IMS A/B/C/P
Circuit Short to Ground Open Short to Voltage
Operating Conditions: Ignition ON, range selector in Park
Signal A LOW High High
Signal B LOW High High
Signal C LOW High High
Signal P LOW High High
The manual shift detent lever with shaft position switch assembly or internal mode switch assembly is a sliding
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contact switch attached to the control valve body within the transmission. The 4 inputs to the Transmission
Control Module from the switch indicate which position is selected by the transmission manual shaft. The input
voltage at the Transmission Control Module is high when the switch is open and low when the switch is closed
to ground. The state of each input is displayed on the scan tool. The input parameters represented are
transmission range signal A, Signal B, signal C, and signal P.
The park/neutral position switch is integrated into the transmission internal mode switch. The circuit uses the
Transmission Control Module as a pass-through connection only.
The park/neutral signal is sent from the park/neutral switch directly to the engine control module and is used
only for engine start enable.
P182E
DTCs: P0101, P0102, P0103, P0106, P0107, P0108, P0171, P0172, P0174, P0175, P0201, P0202, P0203,
P0204, P0205, P0206, P0207, P0208, P0300, P0301, P0302, P0303, P0304, P0305, P0306, P0307,
P0308, P0401, P042E, P0716, P0717, P0722, P0723, P07C0, P07BF, P077C or P077D is not set.
The engine speed is between 400-7,500 RPM.
Engine torque signal is valid.
P1915
DTC P0722 or P0723 is not set.

The transmission output shaft speed is less than 90 RPM.
P182E
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The IMS does not indicate a valid Park, Reverse, Neutral or Drive Range gear position for 7 seconds.
P1915
The manual shift shaft IMS switch assembly does not indicate Park or Neutral during the following sequence:
The engine speed is less than 50 RPM for more than 1 second.
The engine speed is 50-480 RPM for more than 1 second.
The engine speed is greater than 525 RPM for more than 2 seconds.
The transmission input shaft speed is 200 RPM or greater.
DTCs P182E and P1915 are Type A DTCs.

The TCM turns off the high side driver.
The TCM defaults the transmission to third gear if the current gear is 1st, 2nd, or 3rd; or fifth gear if the
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current gear is 4th, 5th, or 6th gear.
The TCM inhibits Tap up and Tap down functions.
DTCs P182E and P1915 are Type A DTCs.
Schematic Reference

Circuit Testing
Connector Repairs
Wiring Repairs

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DTC Type Reference
Scan Tool Reference
1. Verify DTC P0850, P0851 or P0852 is set.

If any of the DTCs are set
Refer to DTC P0850-P0852.
If none of the DTCs are set

2. Verify the range selector cable is adjusted correctly. Refer to Range Selector Lever Cable Adjustment .
If the cable adjustment is not OK
Adjust, repair or replace as necessary.
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If the cable adjustment is OK
3. Ignition ON.
4. Verify the scan tool parameter matches the Transmission Internal Mode Switch Logic table for each gear
position. Refer to Transmission Internal Mode Switch Logic .
If the parameter does not match
If the parameter matches

5. Verify the scan tool engine control module Park/Neutral Switch parameter displays Park/Neutral with the
gear shift lever in Park or Neutral and In Gear when in Reverse or Drive.
If Park/Neutral or In Gear is not displayed
If Park/Neutral or In Gear is displayed

If the DTC sets

8. All OK.
NOTE: You must perform Circuit/System Verification first.
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1. Ignition OFF, remove the automatic transmission fluid pan. Refer to Automatic Transmission Fluid,
Fluid Pan and/or Filter Replacement .
2. Disconnect the B15 Transmission Internal Mode Switch connector at the Q8 Control Solenoid Valve
Assembly. Ignition ON.
3. Verify the scan tool transmission control module Internal Mode Switch A/B/C/P parameter displays High
High High High.
If High High High High is not displayed
Replace the Q8 Control solenoid Valve Assembly.
If High High High High is displayed

4. Verify the scan tool Engine Control Module Park/Neutral Position Switch parameter displays In Gear.
If In Gear is not displayed
1. Ignition OFF, disconnect the harness connector at the K20 Engine Control Module.
2. Test for infinite resistance between the neutral start signal circuit and ground at the vehicle harness
K20 Engine Control Module connector.
If less than infinite resistance, repair the short to ground on the circuit.
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If infinite resistance, replace the K20 Engine Control Module.
If In Gear is displayed
5. Install a 3 A fused jumper wire between the low reference circuit terminal A and each signal circuit listed
below one at a time at the Q8 Control Solenoid Valve Assembly:
Signal A - terminal E
Signal B - terminal D
Signal C - terminal C
Signal P - terminal B
6. Verify the scan tool Transmission Control Module A/B/C/P displays 1 Low and 3 High when a signal
circuit is grounded.
If 1 Low and 3 High is not displayed
If 1 Low and 3 High is displayed

7. Connect a 3 A fused jumper wire between Park/Neutral switch signal circuit terminal F and low reference
circuit terminal A at the Q8 Control Solenoid Valve Assembly.
8. Verify the scan tool engine control module Park/Neutral Position Switch parameter displays Park/Neutral.
If Park/Neutral is not displayed
1. Ignition OFF, disconnect the connector at the K20 Engine Control Module.
2. Test for less than 2 Ω in the signal circuit wire end to wire end.
If less than 2 Ω, replace the K20 Engine Control Module.
If Park/Neutral is displayed
9. Replace the B15 Transmission Internal Mode Switch.
Repair Instructions
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Perform the Control Solenoid Valve and Transmission Control Module Assembly Inspection before
replacing any internal transmission components.
Manual Shift Shaft Position Switch Replacement for internal mode switch (IMS) replacement
and setup.

DTC Descriptors
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identify the cause.
DTC P2714
DTC P2715
parts. The Clutch Pressure Control Solenoid 4 regulates transmission fluid pressure to the 2-6 clutch regulator
valve which controls pressure to the 2-6 clutch. The Transmission Control Module calculates gear ratio based
on the RPM signals from the input speed sensor (ISS) and the output speed sensor (OSS). The Transmission
Control Module compares the expected transmission gear ratio to the calculated gear ratio for each commanded
gear.
P2714
P0204, P0205, P0206, P0207, P0208, P0300, P0301, P0302, P0303, P0304, P0305, P0306, P0401,
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P2715
P0204, P0205, P0206, P0207, P0208, P0300, P0301, P0302, P0303, P0304, P0305, P0306, P0401,
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P2714
The Transmission Control Module has detected an incorrect gear ratio or neutral condition when the 2-6 clutch
is commanded ON. This condition must occur 3 times.
P2715
The Transmission Control Module has detected an incorrect gear ratio change when the 2-6 clutch is
commanded OFF during a shift or when 2nd gear ratio is detected in 1st gear. This condition must occur 3
times.
P2714

The TCM limits the transmission to Reverse gear and 3rd gear operation.
P2715
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The TCM limits the transmission to neutral gear if the output speed sensor signal is 1,350 RPM or
greater.
upshift will occur.
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Diagnostic Aids

Circuit Testing
Connector Repairs
Wiring Repairs

Reverse
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Fluid Passages
DTC Type Reference
Scan Tool Reference
Special Tools
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Condition Check.

3. Ignition ON, clear the TCM DTCs.

If the DTC sets
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7. All OK.

3. Verify a pressure change occurs for all solenoids when performing the solenoid test. Refer to Control
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2-6 clutch regulator valve (334) stuck/sticky - debris, binding, damaged valve, or scored bore.
Refer to document PIP 4304A. DTC P2714 may be set with DTC P0878.
Control signal fluid supply leak-valve body filer plate assembly cracked or damage gasket seal.
P2714 or P2715 - Center (w/2-6 and Low/Rev Clutch) Support Assembly (67)
2-6 clutch return spring retaining ring (455) not seated in groove.
2-6 clutch piston assembly - seal damaged or leaking.
2-6 clutch plates (451-453) worn or damaged.
Center support transfer seal assembly (20) incorrectly installed.
1-2-3-4 clutch backing plate retaining ring (429) not seated/oriented correctly.
1-2-3-4 clutch piston (414) - seals damaged or leaking.
1-2-3-4 clutch piston (414) - cracked or damaged.
P2714 - 4-5-6 (w/turbine shaft) Clutch Assembly (56)
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Turbine shaft fluid seal rings (442) damaged or leaking.
4-5-6 clutch piston assembly (439) - seals damaged or leaking.
P2714 - A/Trans Fluid Pump Cover Assembly (219)
Pump tower seals (230) damaged or leaking.
P2714 - Torque Converter (w/fluid pump) Housing Assembly (2)
Fluid pump housing/vanes/rotor/slide damaged/scored.
P2714 - A/Trans Fluid Filter Assembly (26)
Repair Instructions
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DTC P2719-P2721: PRESSURE CONTROL SOLENOID 4

DTC Descriptors
DTC P2719
Pressure Control Solenoid 4 System Performance
DTC P2720
Pressure Control Solenoid 4 Control Circuit Low Voltage
DTC P2721
Pressure Control Solenoid 4 Control Circuit High Voltage
The normally low pressure control solenoid 4 regulates and directs oil pressure to the 2-6 clutch regulator valve.
Increasing pressure control solenoid 4 pressure increases pressure to the 2-6 clutch regulator valve. The
Transmission Control Module varies the current to the pressure control solenoid 4 through a low side driver.
Increasing the current to pressure control solenoid 4 increases oil pressure by closing OFF the solenoid exhaust
port. Decreasing the current to pressure control solenoid 4 decreases oil pressure by opening the exhaust port.
Pressure control solenoid 4 power is supplied by the Transmission Control Module through a high side driver.
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The high side driver protects the circuit and components from excessive current flow. If excessive current flow
is detected, the high side driver will turn OFF. When the fault is corrected the high side driver will reset.
P2719, P2720, or P2721
DTC P2719, P2720, or P2721 is not set.

The clutch PC solenoid 4 is commanded ON.
P2719
The Transmission Control Module detects an internal electrical malfunction on the pressure control solenoid 4
control circuit where the measured pressure control solenoid 4 current does not equal the commanded pressure
control solenoid 4 current for 5 s.
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P2720
The Transmission Control Module detects a short to ground on the pressure control solenoid 4 control circuit for
1 s.
P2721
The Transmission Control Module detects an open or short to voltage on the pressure control solenoid 4 control
circuit for 1 s.
P2719

P2720

The TCM inhibits engine braking.
The TCM commands neutral gear when the output speed sensor signal is 1,350 RPM or greater.
The TCM commands second gear when the output speed sensor signal is less than 1,350 RPM.
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P2721

The TCM commands 3rd gear.

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Schematic Reference


Circuit Testing
Connector Repairs
Wiring Repairs
DTC Type Reference
Scan Tool Reference
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Special Tools
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If the DTC sets

5. All OK.

If contaminated
Clean as necessary.
If not contaminated

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7. All OK.
Repair Instructions
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DTC Descriptors

identify the cause.
DTC P2723
DTC P2724
parts. The Clutch Pressure Control Solenoid 5 regulates transmission fluid pressure to the 1-2-3-4 clutch
regulator valve which controls pressure to the 1-2-3-4 clutch. The Transmission Control Module calculates gear
ratio based on the RPM signals from the input speed sensor (ISS) and the output speed sensor (OSS). The
Transmission Control Module compares the expected transmission gear ratio to the calculated gear ratio for
each commanded gear.
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P2723
P0204, P0205, P0206, P0207, P0208, P0300, P0301, P0302, P0303, P0304, P0305, P0306, P0401,
P2724
P0204, P0205, P0206, P0207, P0208, P0300, P0301, P0302, P0303, P0304, P0305, P0306, P0401,
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P2723
The Transmission Control Module has detected an incorrect gear ratio or neutral condition when the 1-2-3-4
clutch is commanded ON. This condition must occur 3 times.
P2724
The Transmission Control Module has detected an incorrect gear ratio change when the 1-2-3-4 clutch is
commanded OFF during a shift. This condition must occur 3 times.
P2723

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The ECM/TCM request a reduced amount of engine torque based on transmission input speed.
The TCM limits the transmission to Reverse gear and 5th gear operation.
P2724

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The TCM limits the transmission to 4th gear if the output speed sensor signal is 1,400 RPM or greater.
upshift will occur.
Diagnostic Aids

Circuit Testing
Connector Repairs
Wiring Repairs

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Reverse
Fluid Passages
DTC Type Reference
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Scan Tool Reference
Special Tools

Condition Check.

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If the DTC sets

7. All OK.
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If a pressure does occur

1-2-3-4 Clutch Regulator Valve (337) stuck/sticking - debris, binding, damaged valve, or scored bore.
Refer to document PIP 4304A. DTC P2723 may be set with DTC P0878.
O-ring seal leaking.

Valve body filter plate assembly cracked, blocked, or damaged gasket seal.
P2723 - Control Valve Upper Lower Assembly (351)
Clutch Select Valve 3 (352) stuck/sticking - debris, binding, damaged valve, or scored bore.
P2723 - A/Trans Fluid Pump Cover Assembly (219)
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Pump Tower Seals (230) damaged/leaking.
1-2-3-4 Clutch Piston (414) cracked/damaged/leaking.

Housing/hub weld cracked/leaking.
1-2-3-4 Clutch Backing Plate Retaining Ring (429) not seated/oriented, causing clutch pack/piston over
travel.
P2723 - Control (with body and valve) Valve Assembly (21)
Valve Body to Pump Transfer Seal Assembly (19) damaged/leaking.
P2723 - Torque Converter (w/Fluid Pump) Housing Assembly (2)

Fluid pump or torque converter overstressed due to high temperatures.
P2723 - Automatic Transmission Fluid Filter Assembly (26)
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Repair Instructions
DTC P2728-P2730: PRESSURE CONTROL (PC) SOLENOID VALVE 5

DTC Descriptors
DTC P2728
Pressure Control (PC) Solenoid Valve 5 Performance
DTC P2729
Pressure Control (PC) Solenoid Valve 5 Control Circuit Low Voltage
DTC P2730
Pressure Control (PC) Solenoid Valve 5 Control Circuit High Voltage
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The normally low pressure control solenoid 5 regulates and directs oil pressure to the 1-2-3-4 clutch regulator
valve and 1-2-3-4 clutch boost valve. Increasing pressure control solenoid 5 pressure increases pressure to the
1-2-3-4 clutch. The Transmission Control Module varies the current to the pressure control solenoid 5 through a
low side driver. Increasing the current to pressure control solenoid 5 increases oil pressure by closing OFF the
solenoid exhaust port. Decreasing the current to pressure control solenoid 5 decreases oil pressure by opening
the exhaust port. Pressure control solenoid 5 power is supplied by the Transmission Control Module through a
high side driver. The high side driver protects the circuit and components from excessive current flow. If
driver will reset.
P2728, P2729, or P2730
DTCs P2728, P2729, or P2730 is not set.

The pressure control solenoid valve 5 is commanded ON.
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P2728
The Transmission Control Module detects an internal electrical performance malfunction of the clutch pressure
control solenoid valve 5 control circuit where the measured clutch pressure control solenoid valve 5 current
does not equal the commanded clutch pressure control solenoid valve 5 current for 5 s.
P2729
The Transmission Control Module detects a short to ground on the clutch pressure control solenoid valve 5
control circuit for 1 s.
P2730
The Transmission Control Module detects an open or short to voltage on the clutch pressure control solenoid
valve 5 control circuit for 1 s.
P2728

P2729

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The TCM cancels Tow/Haul mode function.
The TCM commands neutral gear if output speed sensor signal is 1,350 RPM or greater.
The TCM commands 2nd gear if output speed sensor signal is less than 1,350 RPM.
P2730

The TCM turns OFF the high side driver.
The ECM commands a reduction in engine torque based on input form the speed sensor.
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The TCM inhibits manual shifting.

Schematic Reference


Circuit Testing
Connector Repairs
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Wiring Repairs
DTC Type Reference
Scan Tool Reference
Special Tools
1. Operate the vehicle in drive range. Allow the transmission to shift through all forward gear ranges.
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If the DTC sets

5. All OK.

If contaminated
Clean as necessary.
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If not contaminated

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7. All OK.
Repair Instructions
DTC P2762, P2763, OR P2764: TORQUE CONVERTER CLUTCH (TCC) PRESSURE CONTROL
SOLENOID
DTC Descriptors
DTC P2762
Torque Converter Clutch (TCC) Pressure Control Solenoid Valve Performance
DTC P2763
Torque Converter Clutch (TCC) Pressure Control Solenoid Valve Control Circuit High Voltage
DTC P2764
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Torque Converter Clutch (TCC) Pressure Control Solenoid Valve Control Circuit Low Voltage
The torque converter clutch (TCC) pressure control solenoid is part of the control solenoid valve assembly
which has no serviceable parts. The normally low TCC pressure control solenoid regulates oil pressure to the
TCC regulator valve and TCC control valve. Increasing TCC pressure control solenoid oil pressure increases oil
pressure to the torque converter to apply the clutch. The Transmission Control Module varies the current to the
TCC pressure control solenoid through a low side driver. Increasing current to the TCC pressure control
solenoid increase oil pressure by closing OFF the solenoid exhaust port. Decreasing current to the TCC pressure
control solenoid decreases oil pressure by opening up the solenoid exhaust port. The TCC pressure control
solenoid power is supplied by the Transmission Control Module through a high side driver. The high side driver
protects the circuit and components from excessive current flow. If excessive current flow is detected, the high
side driver will turn OFF. When the fault is corrected, the high side driver will reset.
P2762
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P2763
DTCs P2763, P0658, or P0659 is not set.

The high side driver is enabled.
P2764

The high side driver is enabled.
P2762
The Transmission Control Module detects an internal electrical performance malfunction of the TCC pressure
control solenoid control circuit where the measured TCC pressure control solenoid current does not equal the
commanded TCC pressure control solenoid current for 5 s.
P2763
The Transmission Control Module detects an open/high resistance or short to voltage on the TCC pressure
control solenoid control circuit for 5 s.
P2764
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The Transmission Control Module detects a short to ground on the TCC pressure control solenoid control
circuit for 1 min.
P2762
P2763

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The TCM inhibits 6th gear in hot mode operation.
P2764

The TCM turns off the high side driver.
The ECM reduces engine torque based on input speed.

Schematic Reference

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Circuit Testing
Connector Repairs
Wiring Repairs
DTC Type Reference
Scan Tool Reference
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Special Tools
1. Operate the vehicle in drive range and ensure TCC is commanded ON for 1 minute.
TCC Pressure Control Solenoid Valve Performance Test Status
TCC Pressure Control Solenoid Valve Control Circuit High Voltage Test Status
TCC Pressure Control Solenoid Valve Control Circuit Low Voltage Test Status

If the DTC sets

5. All OK.
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If contaminated
Clean as necessary.
If not contaminated

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TCC Pressure Control Solenoid Valve Performance Test Status
TCC Pressure Control Solenoid Valve Control Circuit High Voltage Test Status
TCC Pressure Control Solenoid Valve Control Circuit Low Voltage Test Status

7. All OK.
Repair Instructions
DTC P2771: FOUR WHEEL DRIVE (4WD) SWITCH (NQF OR NQH)

DTC Descriptor
DTC P2771
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Four Wheel Drive (4WD) Switch Circuit
On vehicles equipped with 4 wheel drive, the output speed sensor is on the transfer case. The instrument panel
mounted transfer case shift control switch consist of a 2HI position, 4HI and 4 Low. The transfer case shift
control module continuously monitors the signal to determine the position selected by the vehicle operator. The
transfer case shift control module sends the status of the transfer case range out on the serial data line to other
control modules. The transmission control module (TCM) monitors the status of the transfer range. When the
transfer case is in the 4 Low range, the TCM multiples the transfer case output shaft speed by the transfer case
ratio in 4 Low to determine the transmission output shaft speed. The TCM uses this information to provide
earlier upshifts and also to prevent an over-speed condition in 4 Low.
The engine speed is greater than 200 RPM.

The transmission output speed is greater than 60 RPM.
The transmission fluid temperature is between 20Â°C (68Â°F) and 130Â°C (266Â°F).
Shift is complete and range attained is not neutral.
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Condition 1
Transfer case four wheel drive switch indicates high range and the calculated transfer case range is low for 5
seconds.
Condition 2
Transfer case four wheel drive switch indicates low range and the calculated transfer case range is high for 5
seconds.

The TCM detects four wheel drive high and low range with calculated speed ratios.
Schematic Reference

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Circuit Testing
Connector Repairs
Wiring Repairs
DTC Type Reference
Scan Tool Reference
1. Ignition ON, transmission in Neutral, place the transfer case shift control switch in the 2 HI position.
2. Verify the 2 high indicator light on the switch is ON and not flashing.
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If the 2 high indicator light is flashing or is not ON
If 2 high indicator light is ON and not flashing

3. Verify the scan tool TCM 4WD Low parameter displays Disabled.
If Disabled is not displayed
If Disabled is displayed
4. Place the transfer case shift control switch in the 4 Low position.
5. Verify the 4WD low indicator light is ON and not flashing.
If the 4WD low indicator light is flashing or is not ON
If the 4WD low indicator light is ON and not flashing

6. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.
If the DTC sets

8. All OK.
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1. Verify no other DTCs are set.
If other DTCs are set
If no other DTCs are set

2. Refer to Symptoms - Transfer Case .
Repair Instructions
Perform the Diagnostic Repair Verification after completing the diagnostic procedure.
Perform the FastLearn Procedure following all transmission repairs

Control Module References for Transmission Control Module replacement, setup, and programming
DTC P2771: FOUR WHEEL DRIVE (4WD) LOW SWITCH (NQG)

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DTC Descriptor
DTC P2771
Four Wheel Drive (4WD) Low Switch Circuit

4WD Low Signal P2771 P2771 - -
Circuit Description
The control module input circuit has an internal resistance
4WD Low Signal connected to 12 V.
When the switch is closed it will pull the signal voltage low.
Components:
K20 Engine Control Module
M26 Front Axle Engagement Actuator
S77 Transfer Case Shift Control Switch
The S77 Transfer Case Shift Control Switch contains the 4WD Low Signal circuit with its internal ground and
the front Axle Actuator - Control circuit with its wired ground.
The NQG Transfer Case uses a dedicated 4WD Low circuit to notify the K20 Engine Control Module (ECM)
that the vehicle is in 4WD low range. The ECM supplies 12 volts to the 4WD Low Signal circuit. When the
operator selects 4WD Low, the S77 Transfer Case Shift Control Switch grounds the signal circuit. The voltage
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on the 4WD low signal circuit changes from ignition voltage to zero volts. The ECM detects this voltage change
and sends a message to the K71 Transmission Control Module (TCM) that the transfer case is in 4WD Low.
The TCM then compensates for transfer case gear reduction in the B14 Transmission Output Shaft Speed (OSS)
Sensor signal. The TCM uses the transmission OSS sensor signal to adjust shift points, line pressure and torque
converter clutch (TCC) scheduling.
The S77 Transfer Case Shift Control Switch also controls the grounding of the front Axle Actuator - Control
circuit which controls the engagement/disengagement of the front axle. When the front Axle Actuator - Control
circuit is Open, the plunger on the M26 Front Axle Engagement Actuator is retracted which disengages the
front axle. When closed, the plunger on the front axle engagement actuator is extended engaging the front axle.
No throttle position (TP) sensor DTCs P0122, or P0123.

No OSS assembly DTCs P0722 or P0723.
No cam or crank sensor DTCs.
The system voltage is 9-18 volts.
The engine speed is 2,000-5,500 RPM for at least 30 seconds.
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Engine torque 80 (8.85 lbf-in).
The vehicle speed is at least 15 km/h (9 mph).
The TP angle is 10-40 percent.
The gear range is not PARK, NEUTRAL or REVERSE.
The TFT is -7 to +130Â°C (19 to +266Â°F).
The ECM calculated transfer case ratio is not consistent with the position of the transfer case shift control
switch.
Condition 1
The transfer case shift control switch indicates 2WD High or 4WD High and the ECM calculated transfer case
range indicates a 4WD Low transfer case ratio of 2.64-2.9, for 2 seconds.
OR
Condition 2
The Transfer Case Shift Control Switch indicates 4WD Low range and the ECM calculated transfer case range
indicates a 2WD High OR 4WD High transfer case ratio of 0.8-1.75, for 2 seconds.

The ECM commands a 4WD High shift pattern, not a 4WD Low shift pattern.
Diagnostic Aids
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A malfunctioning speed sensor could cause DTC P2771 to set.
Verify that the input speed sensor (ISS) and the OSS are functioning properly.
Road test the vehicle while monitoring the transmission OSS parameter on the scan tool. The
transmission OSS parameter should vary with transmission ISS and engine speed. As engine speed
increases, transmission ISS and OSS RPM should increase. As engine speed decreases, transmission ISS
and OSS RPM should decrease. If not refer to DTC P0716 for the ISS and DTC P0723 for the OSS.
If the speed sensors pass testing, refer to Testing for Intermittent Conditions and Poor Connections .
A fault on the Front Axle - Control circuit may cause DTC P2771 to set.
Selecting 4WD Low and then driving the vehicle before the transfer case has time to change range to
4WD Low may set DTC P2771.
Selecting 2WD High or 4WD High and then driving the vehicle before the transfer case has time to
change range to the new range may set DTC P2771.
EL-49742 harness is a good source for B+ and ground.
The transfer case drain plug is a good source for ground.
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Schematic Reference
Circuit Testing
Connector Repairs
Wiring Repairs
DTC Type Reference
Scan Tool Reference
Special Tools
EL 49742 Battery Voltage B+ and Ground Source Harness
J 35616 GM-Approved Terminal Test Kit
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1. Verify that the Trans IGN 1 fuse, fuse 19 (Gas)/fuse 13 (Diesel), X50A Fuse Block - Underhood is NOT
open.
If the Trans IGN 1 fuse is OPEN
If the Trans IGN 1 fuse is NOT OPEN

2. Parking brake ON. Transmission in Neutral.
NOTE: It may be necessary to drive the vehicle slightly forward to engage 4WD
Low on the transfer case.
3. Verify that the, 4WD Low Signal parameter, reads Enabled/Disabled when using the Transfer Case
Control Lever to go In/Out of 4WD Low.
If the parameter does not perform as specified.
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If the parameter does perform as specified.
4. Verify DTC P2771 is only set as a history DTC.
If DTC P2771 is set as current
If DTC P2771 is only set as history
NOTE: After inspection, apply Nyogel lubricant 760G to each connector terminal.
Ensure each connector and CPA is correctly seated.
5. Visually inspect each connector terminal of the K20 Engine Control Module X1 connector, the S77
Transfer Case Shift Control Switch connector and the M26 Front Axle Engagement Actuator connector
for damage or corrosion. Repair as necessary.
6. Clear DTC P2771 from history.
the conditions that you observed from the Freeze Frame/Failure Records data. The DTC should not set.
If DTC P2771 sets
If DTC P2771 does not set

8. All OK.
1. Ignition OFF, disconnect the harness connector at the S77 Transfer Case Shift Control Switch.
2. Ignition ON, engine OFF. Transfer Case NOT in 4WD Low.
NOTE: When test probing harness terminals, it is imperative to use the
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proper test probe from the most current version of the J-35616 kit.
Use of an improper test probe may deform the terminal, resulting in
intermittent open conditions.
Testing for steps 3-5 is performed on the S77 Transfer Case Shift
Control Switch harness connector using the GY probes J-35616-2A
kit.
To Component Testing - K20 Engine Control Module.
3. Test for Ignition Voltage between the 4WD Low Signal circuit, terminal B and chassis ground.
If less than Ignition Voltage
1. Test for infinite resistance between the 4WD Low Signal circuit, terminal B and chassis ground.
2. If 10 Ω Ignition OFF, disconnect the X1 harness connector at the K20 Engine Control Module.
3. Test for less than 10 Ω in the 4WD Low Signal circuit end to end.
If less than 10 Ω
4. Test infinite resistance between the 4WD Low Signal circuit and ground.
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Test less than infinite resistance, repair the short to ground in the circuit.
5. Test for infinite resistance between 4WD Low Signal circuit, terminal B and all other terminals of
the S77 Transfer Case Shift Control Switch.
If 1 Ω or less, repair the short together condition in the affected circuits.
6. Ignition ON.
7. Test for a less than 1.0 V between the 4WD Low Signal circuit, terminal B, and ground.
If 1.0 V or greater, repair the short to voltage in the circuit.
If less than 1 V, test the K20 Engine Control Module for proper operation.
If Ignition Voltage
4. Test for less than 10 Ω between the ground circuit, terminal A and chassis ground.
If 10 Ω or greater
1. Ignition OFF, disconnect the following grounding bolt. Refer to Ground Views .
G102 for 4.8L/5.3L/6.0L and 6.2L
G103 for Diesel
G107 for 4.3L
2. Test for less than 10 Ω in the ground circuit end to end.
If less than 10 Ω
3. Test for infinite resistance between the ground circuit, terminal A and chassis ground.
If less than infinite resistance, repair the short to ground in the circuit.
If infinite resistance
4. Test for infinite resistance between ground circuit, terminal A and all other terminals of the S77
Transfer Case Shift Control Switch harness connector.
If less than infinite resistance, repair the short together condition in the affected circuits.
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If infinite resistance
5. Ignition ON.
6. Test for a less than 1.0 V between the ground circuit, terminal A, and chassis ground.
If less than 1 V, clean the grounding surface and check for intermittent conditions and poor
connections.
Refer to Testing for Intermittent Conditions and Poor Connections .
If less than 10 Ω
Test for Ignition Voltage between the Front Axle Actuator Control circuit, terminal C and the
ground circuit, terminal A.

1. Ignition OFF, disconnect the harness connector at the M26 Front Axle Engagement Actuator.
2. Test for less than 10 Ω in the Front Axle Actuator Control circuit end to end.
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If less than 10 Ω
3. Test for infinite resistance between the Front Axle Actuator Control circuit, terminal C and chassis
ground.
If 10 Ω or less, repair the short to ground in the circuit.
4. Test for infinite resistance between Front Axle Actuator Control circuit, terminal C and all other
terminals of the S77 Transfer Case Shift Control Switch harness connector.
5. Ignition ON.
6. Test for a less than 1.0 V between the Front Axle Actuator Control circuit, terminal C, and ground.
If less than 1 V, test the M26 Front Axle Engagement Actuator for proper operation.
Refer to Component Testing - M26 Front Axle Engagement Actuator.
If Ignition Voltage

Testing for steps 6-7 is performed on the M26 Front Axle Engagement
Actuator harness connector using the GY probes J-35616-2A kit.
5. Test for less than 10 Ω between the ground circuit, terminal E and chassis ground.
If 10 Ω or greater
1. Ignition OFF, disconnect the following grounding bolt. Refer to Ground Views .
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G102 for 4.8L/5.3L/6.0L and 6.2L
G103 for Diesel
G107 for 4.3L
If less than 10 Ω
3. Test for infinite resistance between the ground circuit, terminal A and chassis ground.
4. Test for infinite resistance between ground circuit, terminal A and all other terminals of the M26
Front Drive Axle Actuator harness connector.
5. Ignition ON.
6. Test for a less than 1.0 V between the ground circuit, terminal E, and ground.
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If less than 1 V, clean the grounding surface and check for intermittent conditions and poor
connections.
Refer to Testing for Intermittent Conditions and Poor Connections .
If less than 10 Ω
6. Test for Ignition Voltage between the Ignition 1 Voltage circuit, terminal C and the ground circuit,
terminal E.
1. Ignition OFF, disconnect the X2 harness connector at the X50A Fuse Block - Underhood.
2. Test for less than 10 Ω in the Ignition 1 Voltage circuit end to end.
If less than 10 Ω
3. Test for infinite resistance between the Ignition 1 Voltage circuit, terminal C and chassis ground.
4. Test for infinite resistance between Ignition 1 Voltage circuit, terminal C and all other terminals of
the M26 Front Axle Engagement Actuator harness connector.
5. Ignition ON.
6. Test for a less than 1.0 V between the Ignition 1 Voltage circuit, terminal C, and ground.
If less than 1 V, test the M26 Front Axle Engagement Actuator for proper operation. Refer to
Component Testing - M26 Front Axle Engagement Actuator.
If Ignition Voltage
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Refer to Component Testing/ Testing for Intermittent Conditions and Poor Connections .
Component Testing
S77 Transfer Case Shift Control Switch
NOTE: Circuit/System Testing must be performed before Component Testing.
1. Ignition OFF. Disconnect the connector at the S77 Transfer Case Shift Control Switch.

Control Switch using the GY probes J-35616-3 kit.
2. Verify the resistance for each of the transfer case positions listed below between the 4WD Low Signal
circuit, terminal B and the chassis ground.
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If the resistance is outside the specified ranges, replace the Transfer Case Shift Control Switch.
If the resistance is within the specified ranges.
3. Verify the resistance for each of the transfer case positions listed below between the Front Axle Actuator
Control circuit, terminal C and the ground circuit, terminal A.
If the resistance is outside the specified ranges, replace the S77 Transfer Case Shift Control Switch.
If the resistance is within the specified ranges.
4. Test the K20 Engine Control Module for proper operation.
4WD Low Signal Circuit

Range Range Nominal
2WD High Greater than 10 Ω ∞Ω
4WD Low Less than 10 Ω 1Ω
Neutral Greater than 10 Ω ∞Ω
Front Axle Actuator Control Circuit

Range Range Nominal
4WD High Less than 10 Ω 0.6 Ω
4WD Low Less than 10 Ω 1Ω
Neutral Greater than 10 Ω ∞Ω
K20 Engine Control Module

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Control Switch using the GY probes J-35616-3 kit.
1. Ignition OFF. Disconnect the connector at the S77 Transfer Case Shift Control Switch.
2. Ignition ON, Engine OFF. Install a scan tool.
3. Verify the 4WD Low parameter displays DISABLED.
If the 4WD Low parameter displays ENABLED
1. Ignition OFF, disconnect the X1 harness connector at the K20 Engine Control Module.
If less than 10 Ω
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Test less the infinite resistance, repair the short to ground in the circuit.
4. Test for infinite resistance between 4WD Low Signal circuit, terminal B and all other
terminals of the S77 Transfer Case Shift Control Switch.
If less than infinite resistance, repair the short together condition in the affected
circuits.
If infinite resistance, replace the K20 Engine Control Module. Refer to Control
Module References .
If Ignition Voltage
6. Ignition ON.
If less than 1 V
circuits.
Module References .
4. Using a GY probe J-35616-3 kit , connect a fused jumper between the 4WD Low Signal circuit, Transfer
Case Shift Control Switch terminal B, and chassis ground.
5. Verify the 4WD Low parameter displays ENABLED.
If the 4WD Low parameter displays DISABLED
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If less than 10 Ω
Test less the infinite resistance, repair the short to ground in the circuit.
circuits.
Module References .
If Ignition Voltage
6. Ignition ON.
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If less than 1 V
circuits.
Module References .
M26 Front Axle Engagement Actuator
1. Ignition OFF. Disconnect the connector at the M26 Front Axle Engagement Actuator.
2. Remove the M26 Front Axle Engagement Actuator.
3. Connect the M26 Front Axle Engagement Actuator connector. Position the M26 Front Axle Engagement
Actuator so that it is visible from the side of the vehicle.
4. Using the Front Axle Engagement Actuator control function of the scan tool, command the front axle to
engage and disengage. When commanded to engage, the plunger on the M26 Front Axle Engagement
Actuator should extend. When commanded to disengage, the plunger should retract.
If the M26 Front Axle Engagement Actuator does NOT perform as described
Replace the M26 Front Axle Engagement Actuator. Refer to Front Drive Axle Actuator
Replacement (1500 Series) Front Drive Axle Actuator Replacement (2500/3500 Series) .
If the M26 Front Axle Engagement Actuator DOES perform as described

5. Refer to Front Axle Will Not Engage , or Front Axle Will Not Disengage .
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Repair Instructions
and setup.
SYMPTOMS - AUTOMATIC TRANSMISSION
Use the symptom tables only if the following conditions are met:
Refer to Diagnostic Starting Point - Vehicle .

There are no DTCs set.
IMPORTANT: The control modules can communicate via the serial data link.
Review the system operation in order to familiarize yourself with the system functions.
Refer to Transmission General Description , and Transmission Component and
System Description .
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Visual/Physical Inspection
Inspect the easily accessible or visible system components for obvious damage or conditions which could cause
the symptom.
Intermittent
Faulty electrical connections or wiring may be the cause of intermittent conditions. Refer to Testing for
Intermittent Conditions and Poor Connections .
Symptom List
Refer to a symptom diagnostic procedure from the following list in order to diagnose the symptom:
Fluid Diagnosis
Transmission Fluid Level and Condition Check
Fluid Pressure High or Low
Automatic Transmission Fluid Leaks
Fluid Leak Diagnosis
Noise and Vibration Diagnosis
Whine/Growl Noise That Changes with Vehicle Speed
Whine/Growl Noise That Changes with Vehicle Speed
Noise in First or Reverse Gear
Noise in First, Second, Third, Fourth, Fifth, or Reverse Gear
Noise in First, Second, Sixth, or Reverse Gear
Noise in Second or Sixth Gear
Noise During 3-4 or 4-3 Shifts
Noise in Fourth, Fifth, or Sixth Gear
Vibration
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Flex Plate/Torque Converter Vibration Test
Noise and Vibration Analysis
Range Performance Diagnosis
No Park or Drive
No Drive in All Ranges
No Reverse Gear
Shift Quality Feel Diagnosis
Harsh Garage Shift
Harsh, Soft, Delayed or Slipping First or Reverse Gear
Harsh, Soft, Delayed or Slipping 1-2-3-4 Shift
Harsh, Soft, Delayed or Slipping 4-5-6 Shift
Harsh, Soft, Delayed or Slipping Third, Fifth, or Reverse Gear
Harsh, Soft, Delayed or Slipping Second or Sixth Gear
Shift Pattern
No First Gear
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No First and Reverse Gears
No First, Second, Third, and Fourth Gear
No Second and Sixth Gear
No Fourth, Fifth, and Sixth Gear
No Third, Fifth, and Reverse Gear
Torque Converter Diagnosis
Torque Converter Diagnosis
No Torque Converter Clutch Apply
No Torque Converter Clutch Release
Symptom Not Found or No Symptom Detected
Road Test
Line Pressure Check
CONTROL SOLENOID VALVE AND TRANSMISSION CONTROL MODULE ASSEMBLY

INSPECTION
During transmission manufacturing and assembly, small pieces of material may become dislodged. This may
also happen after the transmission has been in operation for a period of time. Because the transmission control
solenoid valve assembly is continually immersed in transmission oil, material particles or slivers of metallic
debris may become deposited on the control solenoid valve assembly. Often this material is very small and can
be hard to see. For this reason, it is important that the control solenoid valve assembly be thoroughly inspected.
A thorough inspection of the control solenoid valve assembly should include the following:
Clean inspection area - Like all transmission service work, cleanliness is very important. Be sure the area
where you are inspecting is free of dust and dirt. Have non-glossy white or lightly colored paper down on
the inspection surface. This will enhance the lighting and help to see particles that have come from the
control solenoid valve assembly.
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Lighting - Good lighting is necessary for a thorough inspection. If shop lighting is limited, use natural
light. A second source of lighting, such as a penlight, is helpful for close examination. A magnifying
glass can also be helpful to see into difficult places.
Cleaning - Clean shop air may be used for spot cleaning as long as the debris can be removed with out it
becoming lodged somewhere else. It is best to rinse or flush particles away with GM Brake Parts Cleaner.
Do not use a cloth rag to wipe the control solenoid valve assembly, as it could leave lint behind.
Control Solenoid Valve Assembly Housing and Filter Plate
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Fig. 1: View Of Control Solenoid (w/Body & TCM) Valve Assembly Housing & Filter Plate
NOTE: At the end of the inspection process where debris is found, it is required
the transmission fluid and filter be replaced. Any time the control solenoid
valve assembly has been removed, it is mandatory the filter plate
assembly (3) be replaced.
1. Inspect the control solenoid valve assembly housing (1) for damage, cracks, or parting seam (4)
separation. Inspect all housing lock tabs (2). Any defect will need to be evaluated for critical operation.
Ensure all screws along the control solenoid valve assembly housing are present. Remove and closely
examine the filter plate assembly (3) for sediment or debris attached to the screen. If sediment or debris is
found on the filter screen, be sure to inspect the solenoid supply or control ports that correspond to
location of the debris on the filter plate screen. Inspect the filter plate gasket for proper sealing. If poor
sealing is found, be sure to inspect the affected solenoid fluid port entrance and exit for sediment or
debris deposits. Thoroughly flush the solenoid cavity with GM Brake Parts Cleaner and replace the filter
plate assembly (3). It is not necessary to remove all clutch plate soot from the entire surface of the control
solenoid valve assembly housing. Inspect the control solenoid valve assembly filter plate retaining tabs
(7). Broken or missing tabs do not require the control solenoid valve assembly be replaced. The filter
plate can still be adequately aligned using the bolt hole sleeves. Early design control solenoid valve
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assembly use four filter plate retaining tabs (7).
2. Examine the 16-way connector (5) cavity for material that could make contact between the electrical pins.
Also, look for bent or loose connector pins and ensure the connector lock (6) is functioning and is in good
condition.
Control Solenoid Valve Assembly Inspection - Solenoids, Sensors, and Contacts
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Fig. 2: View Of Control Solenoid (w/Body & TCM) Valve Assembly Inspection - Solenoids, Sensors &
Contacts

1 Pressure Control Solenoid 3 (PCS3)
4 Shift Solenoid 2 (SS2)
5 Torque Converter Clutch (TCC) Solenoid
8 Shift Solenoid 1 (SS1)
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9 Transmission Fluid Temperature (TFT) Sensor
10 Input Speed Sensor/Output Speed Sensor (ISS/OSS) Connector
11 Pressure Control Solenoid 3 (PCS3) Contact Lead
14 Shift Solenoid 2 (SS2) Contact Lead
15 Torque Converter Clutch (TCC) Solenoid Contact Lead
18 Shift Solenoid 1 (SS1) Contact Lead
19 Internal Mode Switch (IMS) Connector
20 Metallic Slivers, Debris or Sediment
1. With the filter plate removed, the control solenoid valve assemblies (1-8) can be inspected. Closely
examine the solenoid electrical contact lead solder connections (11-18). Look for material that could
make contact between the electrical leads. This is where material particles, metallic slivers, debris or
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sediment (20) can collect. Carefully inspect all sixteen solenoid electrical contact leads (11-18) for build
up of material that could form an electrical short. Inspect the solenoid contact leads (11-18) for terminal
separation or weak solder joints. Thoroughly flush away all debris with GM Brake Parts Cleaner.
2. Inspect the transmission fluid temperature (TFT) sensor (9), the input speed sensor/output speed sensor
(ISS/OSS) connector (10), and the internal mode switch (IMS) connector (19). Look inside the connector
cavities for material that could make contact between the electrical pins. Also look for bent or loose
electrical pins. If the TFT sensor (9) is heavily coated with clutch soot, rinse with GM Brake Parts
Cleaner.
3. Check the resistance of the solenoids at room temperature and verify with the following table. If the
resistance is not within the expected range, carefully inspect the solenoid contact leads.
Solenoid Resistance
Illustration Number of Solenoid
Solenoid Name Expected Resistance (Ohms)
Lead
Pressure Control Solenoid 3
11 4.5-5.5 Ω
(PCS3)
12 4.5-5.5 Ω
(PCS4)
13 4.5-5.5 Ω
(PCS2)
Shift Solenoid 2 (SS2) 14 23.5-24.5 Ω
Torque Converter Clutch (TCC)
15 4.5-5.5 Ω
Solenoid
16 4.5-5.5 Ω
(PCS5)
17 4.5-5.5 Ω
(PCS1)
Shift Solenoid 1 (SS1) 18 23.5-24.5 Ω
Control Solenoid Valve Assembly Supply and Control Fluid Inspection
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Fig. 3: View Of Control Solenoid (w/Body & TCM) Valve Assembly Supply & Control Fluid Inspection

1 Shift Solenoid 1 Supply Port
2 Shift Solenoid 1 Control Port
3 Line Pressure Control Solenoid 1 Control Port
4 Line Pressure Control Solenoid 1 Supply Port
5 Pressure Control Solenoid 5 Supply Port
6 Pressure Control Solenoid 5 Control Port
7 TCC Pressure Control Solenoid Control Port
8 TCC Pressure Control Solenoid Supply Port
9 Shift Solenoid 2 Supply Port
10 Shift Solenoid 2 Control Port
21 TFP Switch Membrane
22 TFP Switch Gasket
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1. With the filter plate removed, the control solenoid valve fluid supply and control ports (1-16) can be
inspected. Solenoid openings are identified in the illustration. Inspect the following supply and control
opening for material particles, metallic slivers, debris, or sediment. Look into solenoid fluid supply
openings 1, 4, 5, 8, 9, 12, 13, and 16. Look inside the solenoid fluid control ports 2, 3, 6, 7, 10, 11, 14 and
15. If sediment or debris is found in any one of these port openings, look for holes or tears in the filter
plate screen. The filter plate gasket may be leaking caused by a torn gasket, poor sealing, or a deformed
plate. As necessary, thoroughly flush away all debris in the supply and control fluid ports with GM Brake
Parts Cleaner.
2. Inspect the four transmission fluid pressure (TFP) switches (17-20) for trapped debris or sediment. Any
sediment or debris found under a switch membrane requires the control solenoid valve assembly to be
replaced. Check all TFP switch membranes (21) for cracks, cuts or pin holes. Ensure all TFP switch
gaskets (22) are secure and are not deformed, torn, or improperly seated. As necessary, thoroughly rinse
debris and sediment from the top of the switches. It is not necessary to remove the clutch plate soot from
the entire surface of the control solenoid valve assembly housing.
CONTROL SOLENOID VALVE AND TRANSMISSION CONTROL MODULE ASSEMBLY INPUT

SHAFT SPEED/OUTPUT SHAFT SPEED INPUT TEST
Special Tools
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J 35616 GM-Approved Terminal Test Kit
J 38522 Variable Signal Generator
Fig. 4: Identifying J 35616 And J 38522

The purpose of this test is to provide a simulated input/output speed sensor (ISS/OSS) signal to the control
solenoid valve assembly ISS/OSS input circuits.
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Transmission Input Speed Sensor
1. Ignition OFF, connect the DT-47825-10 jumper harness between the vehicle wire harness electrical
connector, and the control solenoid valve assembly electrical connector.
2. Disconnect the ISS/OSS wiring harness connector X3 (1) from the control solenoid valve assembly.
3. Ignition ON, test for 8.3-9.3 volts between the ISS/OSS voltage circuit terminal B on the control solenoid
valve assembly and ground at the transmission case.
If not within the specified range, replace the control solenoid valve assembly. Refer to Control
Solenoid Valve and Transmission Control Module Assembly Replacement .
4. Using the J 35616 terminal test kit , connect the J 38522 variable signal generator red lead to the ISS
signal circuit terminal A on the TCM.
5. Connect the black lead from the J 38522 variable signal generator to ground at the transmission case.
6. Set the J 38522 variable signal generator to 5 volts, the frequency to 300, and the percent duty cycle to 50
or the normal position.
7. Ignition ON, verify with a scan tool the Transmission ISS parameter is between 760-785 RPM.
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Transmission Output Speed Sensor
1. Ignition OFF, connect the DT-47825-10 jumper harness between the vehicle wire harness electrical
connector, and the control solenoid valve assembly electrical connector.
2. Disconnect the ISS/OSS wiring harness connector X3 (1) from the control solenoid valve assembly.
3. Ignition ON, test for 8.3-9.3 volts between the ISS/OSS voltage circuit terminal B on the control solenoid
valve assembly and ground at the transmission case.
4. Using the J 35616 terminal test kit , connect the J 38522 variable signal generator red lead to the OSS
signal circuit terminal C on the TCM.
5. Connect the black lead from the J 38522 variable signal generator to ground at the transmission case.
6. Set the J 38522 variable signal generator to 5 volts, the frequency to 300, and the percent duty cycle to 50
or the normal position.
7. Ignition ON, verify with a scan tool the Transmission OSS parameter is between 495-505 RPM.

SOLENOID PERFORMANCE TEST
Special Tools
The purpose of this procedure is to test the operation of the control solenoid valve assembly for a stuck open or
stuck closed solenoid. The DT-47825 control solenoid test plate bolts to the mounting surface of the control
solenoid valve assembly. Pressurized air is routed into the aluminum test block, through the control solenoid
valve assembly, and back to the gauge on the test block.
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A pressure gauge is used to measure the pressurized air through the solenoid control ports. When a solenoid is
commanded ON with the scan tool, pressurized air flows through the solenoid control port and displays on the
pressure gauge. When the solenoid is commanded OFF with the scan tool, there is no pressurized air flow
through the solenoid control port to the pressure gauge. The recommended shop air pressure for this test is
620.5-690.4 Kpa (90-100 psi).
Control Solenoid Valve Assembly with Control Solenoid Test Plate
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Fig. 5: View Of Control Solenoid (w/Body & TCM) Valve Assembly With Control Solenoid Test Plate

1 Filter Plate Assembly
2 Control Solenoid Valve Assembly
3 DT-47825 Control Solenoid Test Plate
4 Air Connection Port
5 Transmission 16-Way Pass-Through Connector
6 Electrical Connector Slide Lock
7 A/Trans Manual Shift Shaft Position Switch Assembly Electrical Connector
9 Bolt M6 x 14.5
NOTE: To avoid solenoid overheating and possible internal damage, do not

continuously operate the solenoid for more than 2 minutes at a time.
The TCM will normally cycle some of the transmission solenoids ON and OFF to keep the solenoid passages
clean and clear. This is a normal function and may cause the valves to cycle open and closed quickly when the
TCM is powered up. This can make the pressure gauge needle flicker or move from high and low as the valves
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open and close, allowing air to exit the ports where the pressure gauge is not connected.
WARNING: Use of eye goggles is necessary to prevent personal injury.
WARNING: To avoid transmission fluid contact with exposed skin, use shop towels to
cover the test plate parts in order to prevent fluid from being released into the
air, as any remaining transmission fluid in the control solenoid valve assembly
will be forced out, and bodily injury may occur.
It is necessary to drain the control solenoid valve assembly of all remaining transmission fluid before attaching
the test plate. Use caution when attaching air to the test plate, as any residual transmission fluid in the control
solenoid valve assembly will be forced out. Use shop towels to cover the test plate ports in order to prevent
fluid from being released into the air.
Preliminary Procedures
1. Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle .
2. Remove the transmission fluid pan and filter. Refer to Automatic Transmission Fluid, Fluid Pan
and/or Filter Replacement .
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3. Remove the transmission electrical connector. Refer to Automatic Transmission Electrical Connector
Passage Sleeve Replacement .
4. Remove the control solenoid valve assembly from the transmission. Refer to Control Valve Lower Body
and Upper Body Replacement .
5. Ensure that the manual shift shaft position switch is disconnected and removed before performing the test.
Failure to disconnect the switch will cause inaccurate test results and possible misdiagnosis.
Solenoid Testing Procedure
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Fig. 6: Identifying Solenoid Testing Procedure

1 Regulated Air Supply
2 Test Ports
3 Scan Tool
4 Test Pressure Gauge
5 Electrical Connector Sleeve
CAUTION: Do not probe any circuit with a multi-meter. Resistance tests across the
serial data bus circuits will damage the TCM.
CAUTION: The TCM connector sleeve allows the test tool harness to be correctly
orientated for electrical operation of the TCM. Do not connect the test
harness to the TCM without using the connector sleeve. Failure to use the
sleeve could allow the test harness to be incorrectly positioned which will
result in permanent TCM damage.
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1. Align and install the electrical connector sleeve to the control solenoid valve assembly and secure with
the connector slide lock.
2. If necessary, clean each side of the filter plate assembly and install the filter plate assembly back on the
control solenoid valve assembly. Clean the mounting surface of the DT-47825 control solenoid test plate.
3. Bolt the DT-47825 control solenoid test plate to the control solenoid valve assembly mounting surface.
Use the bolts and washers supplied with the tool to attach the test block. Tighten the bolts to 5 N.m (44 lb
in).
4. Connect the test harness supplied with the DT-47825 control solenoid test plate to the vehicle harness and
to the TCM. Engage the connector locks.
5. Connect shop air to the DT-47825 control solenoid test plate air inlet. Do not exceed the recommended
air pressure of 620.5-689.4 Kpa (90-100 psi).
6. Connect the test pressure gauge to the test port for the solenoid to be tested.
7. With the ignition ON and the scan tool communicating with the vehicle, command the solenoid to be
tested ON and OFF. Watch the air pressure gauge for a change as you command the solenoid. Refer to
Control Solenoid Valve Assembly Solenoid Performance Test Plate to Component Identification for
correct solenoid function and test plate port connections for the solenoid being tested.
8. The solenoid should allow air pressure to flow when commanded ON and prevent air pressure flow when
commanded OFF. The test results are read on the pressure gauge.
9. Command the solenoid valve ON and OFF several times to determine the condition of the solenoid in
question. Release the test air pressure from the pressure gauge between solenoid tests.
Control Solenoid Valve Assembly Solenoid Performance Test Plate to Component Identification
Test Plate Commanded State
Solenoid Port ON OFF
PC Solenoid 2, 3-5 Rev. CL C Full pressure to gauge No pressure to gauge
PC Solenoid 3, 4-5-6 Low Rev
A Full pressure to gauge No pressure to gauge
CL
PC Solenoid 4, 2-6 CL B Full pressure to gauge No pressure to gauge
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Test Plate Commanded State
Solenoid Port ON OFF
PC Solenoid 5, 1-2-3-4 CL F Full pressure to gauge No pressure to gauge
Shift Solenoid 1 H Full pressure to gauge No pressure to gauge
Shift Solenoid 2 D Full pressure to gauge No pressure to gauge
TCC PC Solenoid E Full pressure to gauge No pressure to gauge
Command to lowest setting,
Command to highest setting,
Line PC Solenoid G below 620.5 Kpa (90 psi) to
full pressure to gauge
gauge
RESET TRANSMISSION ADAPTS
The Reset Transmission Adapts is a procedure for automatic transmissions in which the shift pressure learn
values of each individual clutch is reset to zero or a base calibrated value, in the transmission control module
(TCM).
Once the transmission adapts are set to zero or a calibrated value, the vehicle is then road test under various
drive cycle events for the TCM to relearn shift pressure values for the best possible shift feel in all gear ranges.
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The Reset Transmission Adapts procedure must be performed when one of the following repairs have been
made to the transmission. Failure to perform the procedure after one of the following repairs may result in poor
transmission performance, DTCs being set, or customer dissatisfaction.
Transmission internal service, repair or overhaul

Valve body repair or replacement
Control solenoid valve assembly replacement
Any service/repair in response to a shift quality concern
1. Install any components or connectors that have been removed or replaced during diagnosis.
2. Perform any adjustments, programming or setup procedures that are required when a component or
module is removed or replaced.
3. Clear the DTCs.
4. Ignition OFF, all vehicle systems OFF, this may take up to 2 minutes.
NOTE: Do not cycle or turn the ignition switch OFF until directed to do so below.
5. Ignition ON, engine running, with a scan tool Reset Transmission Adapts.
6. Perform the Road Test.
7. Ignition OFF for 2 minutes.
TOW/HAUL SWITCH/INDICATOR ALWAYS ON OR INOPERATIVE
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Fig. 7: View Of Tow/Haul Switch/Indicator
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The Tow/Haul Mode indicator bulb on the instrument cluster is supplied 12 volts and ground by the instrument
cluster module. When the Tow/Haul mode is selected, the body control module will send a request on the serial
data communication line to the instrument cluster module to turn ON the Tow/Haul indicator. Pressing and
releasing the Tow/Haul Switch again will turn OFF the indicator and return the transmission to normal shifting.
Diagnostic Aids
If the electrical circuit checks are OK and the tow/haul shift pattern is not occurring, there may be a
mechanical/hydraulic condition that prevents tow/haul operation. Refer to Symptoms - Automatic
Transmission.
Schematic Reference

Circuit Testing
Connector Repairs
Wiring Repairs
Scan Tool Reference
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1. Ignition OFF, monitor the instrument cluster.

2. Ignition ON, verify the Tow/Haul mode indicator momentarily illuminates, during the instrument cluster
bulb check.
If the Tow/Haul indicator does not illuminate or is always ON
If the Tow/Haul indicator does illuminate and is not always ON

3. Verify with a scan tool the Tow/Haul switch parameter changes from Inactive to Active and back to
Inactive with each cycle of the switch.
If the parameter does not change states
If the parameter does change states

4. Verify the Tow/Haul indicator on the instrument cluster turns ON and OFF with each switch activation.
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If the indicator does not turn ON and OFF
If the indicator turns ON and OFF

5. All OK.
1. Ignition OFF and all vehicle systems OFF. Disconnect the harness connector at the S3 Transmission Shift
Lever. It may take up to 2 min. for all vehicle systems to power down.
2. Test for less than 5 Ω between the ground circuit terminal 2 and ground.
1. Ignition OFF.
If less than 5 Ω
3. Ignition OFF.
4. Test for less than 1 V on the signal circuit terminal 1 at the S3 Transmission Shift Lever harness
connector.
If greater than 1 V
1. Ignition OFF.
2. Disconnect the X3 harness connector at the K9 Body Control Module. Ignition ON.
3. Test for less than 1 V on the signal circuit terminal 1 at the S3 Transmission Shift Lever harness
connector and ground.
If 1 V or greater, repair the short to B+/Ignition in the signal circuit.
If less than 1 V, replace the K9 Body Control Module.
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If less than 1 V
5. Ignition ON.
6. Test for 11.6-12.4 V on the signal circuit terminal 1 at the S3 Transmission Shift Lever harness connector
and ground.
1. Ignition OFF.
2. Disconnect the X3 harness connector at the K9 Body Control Module.
3. Test for less than 2 Ω in the signal circuit end to end.
If greater than 2 Ω, repair the open/high resistance in the circuit.
If less than 2 Ω, replace the K9 Body Control Module.
7. Refer to Symptoms - Data Communications
Repair Instructions
Perform the Diagnostic Repair Verification after completing the diagnostic procedure.
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Body Control Module (BCM) assembly replacement. Refer to Control Module References for replacement,
setup, and programming.
TRANSMISSION FLUID LEVEL AND CONDITION CHECK
This procedure checks the transmission fluid level, as well as the condition of the fluid itself.
CAUTION: Always use the proper automatic transmission fluid listed. Using incorrect
automatic transmission fluid may damage the vehicle.
Before checking the fluid level, perform the following:
1. Start the engine and park the vehicle on a level surface. Keep the engine running.
2. Apply the parking brake and place the shift lever in PARK (P).
3. Depress the brake pedal and move the shift lever through each gear range, pausing for about 3 seconds in
each range. Then, move the shift lever back to PARK (P).
4. Allow the engine to idle 500-800 rpm for at least 1 minute. Slowly release the brake pedal.
5. Keep the engine running and observe the transmission fluid temperature (TFT) using the Driver
Information Center (DIC) or a scan tool.
6. Using the TFT reading, determine and perform the appropriate check procedure. If the TFT reading is not
within the required temperature ranges, allow the vehicle to cool, or operate the vehicle until the
appropriate TFT is reached.
Cold Check Procedure
NOTE: Use this procedure only as a reference to determine if the transmission

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

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Special Tools
GE 21867 Pressure Gauge
WARNING: Keep the brakes applied at all times in order to prevent unexpected vehicle
motion. Personal injury may result if the vehicle moves unexpectedly.
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1. Install a scan tool.
2. Start the engine.
3. Inspect the transmission for the proper fluid level. Refer to Transmission Fluid Level and Condition
Check.
4. Use the scan tool to inspect for any active or stored diagnostic trouble codes.
5. Inspect the manual linkage at the transmission for proper function.
6. Turn the engine OFF.
NOTE: You may need to remove or disconnect components in order to gain

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

8. Install the GE 21867 pressure gauge.
9. Access the Scan Tool Transmission Output Controls for the Line PC Solenoid.
NOTE: In order to achieve accurate line pressure readings, the following
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procedure should be performed at least three times.
The values displayed on the scan tool screen will not match the actual
pressures indicated on the pressure gauge.
Control the Line PC Solenoid in PARK or NEUTRAL with the engine speed
at approximately 1500 RPM and the TFT between 35-55Â°C (95-131Â°F).
This protects the clutches from extreme high or low line pressures and
ensures a consistent pump capacity.
11. Use the scan tool to increase and decrease line pressure, allowing the pressure to stabilize between
increments.
12. Compare the pressure readings on the gauge with the table below.
13. If the pressure readings on the gauge are erratic, or are more than 10% greater or less than the range
specified in the table below, refer to Fluid Pressure High or Low.
15. Remove the GE 21867 pressure gauge.
CAUTION: Refer to Fastener Caution .
16. Install the line pressure test hole plug. Tighten the pressure plug to 11 N.m (97 lb in).
Line Pressure
Scan tool Line PC Solenoid Approximate line pressure shown on pressure gauge @ 1500 RPM
Commanded State (KPa) Kpa PSI
None 310-550 45-80
200 655-900 95-130
400 1100-1310 160-190
600 1520-1725 220-250
800 1860-2070 270-300
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ROAD TEST
The following test provides a method of evaluating the condition of the automatic transmission. The test is
structured so that most driving conditions would be achieved. The test is divided into the following parts:
Electrical Function Check

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

Transmission fluid level is correct. Refer to Transmission Fluid Level and Condition Check.
Tire pressure is correct.
During the road test:
Perform the test only when traffic conditions permit.

Operate the vehicle in a controlled, safe manner.
Observe all traffic regulations.
View the scan tool data while conducting this test.
Take along qualified help in order to operate the vehicle safely.
Observe any unusual sounds or smells.
After the road test, check the following:
Inspect for proper transmission fluid level. Refer to Transmission Fluid Level and Condition Check.
Inspect for any diagnostic trouble codes (DTCs) that may have set during the testing. Refer to the
applicable DTC.
Monitor the scan tool data for any abnormal readings or data.
Inspect for fluid leaks. Refer to Fluid Leak Diagnosis.
Electrical Function Check
Perform this procedure first in order to ensure the electronic transmission components are functioning properly.
If these components are not checked, a simple electrical condition could be misdiagnosed.
1. Connect the scan tool.
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2. Ensure the gear selector is in PARK and set the parking brake.
4. Verify that the following scan tool data can be obtained and is functioning properly.
Refer to Control Module References for typical data values. Data that is questionable may indicate a
concern.
Engine Speed
Transmission ISS
Transmission OSS
Vehicle Speed
IMS
Commanded Gear
Gear Ratio
Line PC Sol. Pressure Cmd.
Brake Switch
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ECT, Engine Data List
Trans. Fluid Temp.
TCM Temperature
Calc. Throttle Position
Ignition Voltage
TFP Switch 1
TFP Switch 3
TFP Switch 4
TFP Switch 5
PC Sol. 2 Pressure Cmd.
Shift Solenoid 1
Shift Solenoid 2
TCC PC Sol. Duty Cycle
TCC Slip Speed
5. Check the garage shifts.
1. Apply the brake pedal and ensure the parking brake is set.
2. Move the gear selector through the following ranges:
1. PARK to REVERSE
2. REVERSE to NEUTRAL
3. NEUTRAL to DRIVE
4. DRIVE to REVERSE
5. REVERSE to DRIVE
3. Pause 2 to 3 seconds in each gear position.
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4. Verify the gear engagements are immediate (less than 2 seconds to complete if trans fluid
temperature is above 20Â°C) and not harsh. Note that these shifts may be almost imperceptible in
some applications. Using the scan tool to monitor Transmission ISS achieving 0 rpm can be used to
check delay in these cases.
NOTE: Harsh engagement may be caused by any of the following conditions:
High engine idle speed-Compare engine idle speed to desired idle

speed.
Incorrect line pressure-Investigate Line PC Sol. Pressure Cmd. kPa
(psi), also perform Line Pressure Check.
A default condition caused by certain DTCs that result in maximum
line pressure to prevent clutch slippage.
Incomplete adapting or incorrect adapting-Repeat maneuver multiple
times to see if shift quality improves. If it does not, refer to the
service procedures for Harsh Garage Shift, and for Harsh, Soft,
Delayed or Slipping First or Reverse Gear.
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NOTE: Delayed engagement may be caused by any of the following conditions:
Low idle speed-Compare engine idle speed to desired idle speed.

Low fluid level
Incorrect line pressure-Investigate Line PC Sol. Pressure Cmd. kPa
(psi), also perform Line Pressure Check.
Cold transmission fluid temperature (TFT)-Use the scan tool to
determine TFT.
Selector linkage-Inspect and adjust as necessary.
Incomplete adapting or incorrect adapting-Repeat maneuver multiple
times to see if delay improves. If it does not, refer to the service
procedures for Harsh, Soft, Delayed or Slipping First or Reverse
Gear.
6. Monitor transmission range on the scan tool, transmission data list.

2. Move the gear selector through all ranges.
3. Pause 2 to 3 seconds in each range.
4. Return gear selector to PARK.
5. Verify that all selector positions match the scan tool display.
7. Check throttle position input.
2. Ensure the gear selector is in PARK.
3. Monitor the scan tool Calc. Throttle Position while increasing and decreasing engine speed with the
throttle pedal. The scan tool Calc. Throttle Position percentage should increase and decrease with
engine speed.
If any of the above checks do not perform properly, record the result for reference after completion of the road
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test.
Upshift Control and Torque Converter Clutch (TCC) Apply
The TCM calculates the upshift points based primarily on 2 inputs: throttle position and vehicle speed. When
the TCM determines that conditions are met for a shift to occur, the TCM commands the shift by varying
current to the appropriate PC solenoids to control oncoming and offgoing clutch pressures.
Perform the following steps:
1. Monitor the following scan tool parameters:

Calc. Throttle Position
Vehicle Speed
Engine Speed
Transmission ISS
Transmission OSS
Commanded Gear
TCC PC Sol. Pressure Cmd.
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TCC Slip Speed
TFP Switch 1
TFP Switch 3
TFP Switch 4
TFP Switch 5
Shift Solenoid 1 and 2
2. Place the gear selector in the DRIVE position.
3. Accelerate the vehicle using a steady throttle position between 15 and 20 percent. Hold the throttle steady.
4. As the transmission upshifts, there should be a noticeable shift feel or engine speed change within 1 to 2
seconds of the commanded gear change. The PC solenoid pressure command should change to "YES" for
the oncoming clutch and the PC solenoid pressure command should change to "NO" for the offgoing
clutch.
5. Note any harsh, soft or delayed shifts or slipping. Note any noise or vibration.
6. The TCC feel may not be noticeable. In many applications the TCC will apply after the 1-2 shift and TCC
events will not be easily detected using engine speed.
NOTE: This transmission is equipped with an electronically controlled capacity

clutch (ECCC), which allows operation of the clutch without fully locking
to the torque converter cover. The clutch maintains a small amount of
slippage, approximately 20 RPM, in 2nd, 3rd, 4th, 5th, and 6th gears,
depending on the vehicle application. ECCC was developed to reduce the
possibility of noise, vibration or chuggle caused by TCC apply. Full lockup
is available at highway speeds on some applications.
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7. Monitor TCC PC solenoid pressure command while driving and check TCC slip speed when the pressure
command indicates that the TCC is commanded to apply:
When the TCC applies, slip speed should be controlled to below 100 RPM when the transmission is not
shifting and the throttle is held steady. If the TCC slip exceeds this value for more than 6 seconds after the
TCC PC Sol. Pressure Command indicates that the TCC is commanded on:
Check for DTCs.

Refer to Torque Converter Diagnosis.
Part Throttle Step-In Downshifts

2. Accelerate the vehicle at light throttle (5-15 percent) until 3rd gear is just achieved.
3. Quickly increase throttle angle until commanded gear indicates that a downshift to 2nd gear is
commanded.
4. Verify that the transmission downshifts within 2 seconds of the throttle movement.
5. Repeat steps 2 to 4 at higher speed to achieve 4th gear and then step in to command a 4th gear to 3rd gear
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downshift.
6. Repeat steps 2 to 4 at higher speed to achieve 5th gear and then step in to command a 5th to 4th gear
downshift.
7. Repeat steps 2 to 4 at higher speed to achieve 6th gear and then step in to command a 6th gear to 5th gear
downshift.
8. Note any harsh, soft or delayed shifts or slipping. Note any noise or vibration.
Manual Downshifts
Manual downshift testing is not required since all vehicles equipped with the 6L45/50/80/90 are also equipped
with some form of Driver Shift Control (DSC). The TCM will automatically override DSC downshifts to
protect the transmission from damage.
Coasting Downshifts

2. Accelerate the vehicle to 6th gear with the TCC applied.
3. Release the throttle and apply the brakes.
4. Verify that the downshifts occur as commanded by monitoring gear ratio, which should change after
commanded gear changes.
Manual Gear Range Selection
This application does not utilize manual forward gear ranges.
Reverse
Perform the following test using a 10-15 percent throttle position.
1. With the vehicle stopped, move the gear selector to REVERSE.

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

Torque Converter Stator
The torque converter stator roller clutch can have 2 different malfunctions.
The stator assembly freewheels in both directions.

The stator assembly remains locked up in both directions.
Poor Acceleration at Low Speed - Stator Roller Clutch Freewheels at All Times
If the stator is freewheeling at all times, the vehicle tends to have poor acceleration from a standstill and at
speeds below 48-55 km/h (30-34 mph). At speeds above 48-55 km/h (30-34 mph), the vehicle may act
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normally.
For poor acceleration at low speeds, you should first determine that the exhaust system is not blocked, and the
transmission is in First gear when starting out. If the engine freely accelerates to high RPM in NEUTRAL, you
can assume that the engine and the exhaust system are normal. Check for poor performance in DRIVE and
REVERSE to help determine if the stator is freewheeling at all times.
Poor Acceleration at High Speed - Stator Roller Clutch is Locked Up at All Times
If the stator is locked up at all times, performance is normal when accelerating from a standstill. Engine RPM
and vehicle speed are limited or restricted at speeds above 48-55 km/h (30-34 mph). Visual examination of the
converter may reveal a blue color from overheating.
Torque Converter Bearing Noise
NOTE: Do not confuse this noise with pump whine noise, which is usually noticeable in
all gear ranges. Pump whine will vary with line pressure.
Torque converter whine is noticed when the vehicle is stopped and the transmission is in DRIVE or REVERSE.
This noise will increase as you increase the engine RPM. The noise will stop when the vehicle is moving or
when you apply the torque converter clutch, because there is no slip speed across the bearings.
Perform a stall test to verify that the noise is actually coming from the torque converter:
1. Place your foot on the brake.

2. Put the gear selector in DRIVE.
CAUTION: You may damage the transmission if you depress the accelerator for more
than 6 seconds.
3. Depress the accelerator to approximately 1,200 RPM for no more than six seconds.
A torque converter noise will increase under this load.
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Torque Converter Clutch
The torque converter clutch (TCC) is applied by fluid pressure, which is controlled by a TCC pressure control
(PC) solenoid. This solenoid is part of the control solenoid valve assembly, which is located inside the
automatic transmission assembly. The solenoid is controlled through a combination of computer controlled
switches and sensors. Electronically controlled capacity clutch (ECCC) is controlled slip across the TCC.
Torque Converter Clutch Shudder
The key to diagnosing torque converter clutch (TCC) shudder is to note when it happens and under what
conditions. TCC shudder should only occur during the apply, release, or ECCC conditions of the converter
clutch. Shudder should never occur after the TCC is fully locked (approximately 0 RPM slip).
If Shudder Occurs During TCC Apply, Release, and ECCC
If the shudder occurs while the TCC is applying, the problem can be within the transmission or the torque
converter. Something is causing one of the following conditions to occur:
The clutch is not engaging completely.

The clutch is not releasing completely.
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The clutch is releasing and applying rapidly and continuously.
One of the following conditions may be causing the TCC Shudder to occur:
Leaking turbine shaft/TCC seals

A restricted release orifice
A distorted clutch or converter cover due to long flexplate to converter bolts
Defective friction material on the TCC plate
If Shudder Occurs After TCC has Locked
Engine problems may go unnoticed under light throttle and load, but they become noticeable after the TCC has
locked when going up a hill or accelerating.
Refer to Symptoms - Engine Controls , 4.3L or Symptoms - Engine Controls 5.3L in order to avoid
misdiagnosis of TCC shudder and the unnecessary disassembly of a transmission or the unnecessary
replacement of a torque converter.
Torque Converter Vibration Test
NOTE: The Noise and Vibration Analysis procedure should be performed prior to
performing this test.
Isolating Vibration
NOTE: Some engine/transmission combinations cannot be balanced in this manner

due to restricted access or limited clearances between the torque converter
bolts and the engine.
To isolate and correct a flexplate or torque converter vibration:
1. With the engine at idle speed and the transmission in PARK or NEUTRAL, observe the vibration.
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3. Raise and suitably support the vehicle. Refer to Lifting and Jacking the Vehicle .
4. Remove the torque converter access cover and the bolts (if equipped).
5. Mark the relationship of the torque converter to the flexplate.
6. Rotate the torque converter to inspect for defects or missing balance weights.
7. Index the converter according to "Indexing Torque Converter" procedure located within this procedure.
8. If the vibration remains, it is most likely caused by the engine.
9. Refer to "Torque Converter Replacement Guide" located within this procedure.
Indexing Torque Converter
To determine and correct a torque converter vibration, the following procedure may have to be performed
several times to achieve the best possible torque converter to flexplate balance.
1. Remove the torque converter bolts.

2. Rotate the torque converter one bolt position from the original marked position.
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Fig. 9: View Of Torque Converter Hub In Engine Crankshaft
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CAUTION: When installing the torque converter to the flexplate, make sure to use
specified bolts. DO NOT use longer bolts. Using longer bolts will result in
deformation of the torque converter cover and cause internal damage.
3. Align the torque converter pilot (2) in the engine crankshaft (3). Install the torque converter to flexplate
bolts, and tighten according to Fastener Specifications (On Vehicle) Fastener Specifications (Off
Vehicle) .
4. Lower the vehicle.
Repeat this procedure until the best possible balance is obtained.
6. Install the torque converter access cover and bolts (if equipped) and tighten according to Fastener
Specifications (On Vehicle) Fastener Specifications (Off Vehicle) .
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Torque Converter Replacement Guide
Condition Action
Transmission Fluid Oxidized/Discolored Do not replace the torque converter.
Clutch Fiber Material Refer to Transmission Fluid Level and
Condition Check.
NOTE:
Do not
replace the
torque
converter for
clutch
system or
gearset
component
damage.
Fine metallic
debris or
Transmission Fluid Contaminated with Metal clutch plate
Particles material that
is
suspended
in the fluid
will not
cause
damage to
the internal
torque
converter
components
nor any
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Condition Action
internal
transmission
components.
Do not replace the torque converter.
Harsh Gear Shifts
Refer to Symptoms - Automatic Transmission.
Refer to Symptoms - Automatic
Transmission.
Do not replace the torque converter if noise
Noise-Whine is present in Neutral/Park. Refer to
Symptoms - Engine Mechanical , 4.3L or
Symptoms - Engine Mechanical 5.3L.
Refer to Torque Converter Vibration Test in this

Vibration-Out of Balance
procedure.
Do not replace the torque converter until
No Drive/Slips in Drive completing all engine and transmission
diagnostics.
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Idle Surge/Rough Idle Refer to Symptoms - Engine Controls , 4.3L or
Symptoms - Engine Controls 5.3L.
TCC Apply/Release Shudder Refer to Torque Converter Clutch Shudder in this
procedure.
TCC Chuggle Refer to Symptoms - Engine Controls , 4.3L or
Symptoms - Engine Controls 5.3L.
DTC P0741-TCC Stuck OFF/High Slip-Intermittent Do not replace the torque converter.
Only Refer to DTC P0741 or P0742 diagnostic table.
DTC P0741-TCC Stuck OFF/High Slip
Refer to DTC P0741 or P0742 diagnostic table.
DTC P0742-TCC Stuck ON
Refer to DTC P0741 or P0742 diagnostic table.
Transmission Fluid Contaminated with Sludge/Metal
Particles as a result of:
Engine Coolant/Oil
Pump damage
Replace the torque converter.
Drive sprocket support damage
Turbine/stator shaft damage
Internal converter damage with no damage
found in the transmission

Poor Acceleration above 48 km/h (30 mph) - Good completing all engine and transmission
Launch diagnostics.
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Condition Action
Refer to Torque Converter Stator in this
procedure.
Refer to Symptoms - Engine Controls ,
4.3L or Symptoms - Engine Controls 5.3L.

completing all engine and transmission
diagnostics.
Poor Launch - Good Acceleration above 48 km/h (30 Refer to Torque Converter Stator in this
mph) procedure.
Refer to Symptoms - Engine Controls ,
4.3L or Symptoms - Engine Controls 5.3L.

Inspect flexplate and refer to Lower Engine
Stripped Converter Bolt Holes Noise, Regardless of Engine Speed , 4.3L
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or Lower Engine Noise, Regardless of
Engine Speed 5.3L.
Torque Converter Pilot Damaged Replace the torque converter.

Torque Converter Hub surface is damaged - scored,
raised/transferred metal.
External Leaks in the weld areas - hub, lug or closure
weld.
Broken/Cracked Flexplate Replace the torque converter.
Torque Converter Discolored/Overheated Replace the torque converter.
FLEX PLATE/TORQUE CONVERTER VIBRATION TEST

Isolating Vibration
CAUTION: Some engine/transaxle combinations cannot be balanced in this manner due to

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

3. Align the torque converter hub (2) in the engine crankshaft (3) and install the torque converter to flywheel
bolts.
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5. With the engine at idle speed and the transmission in PARK or NEUTRAL, observe the vibration. Refer
to Noise and Vibration Analysis.
Repeat this procedure until you obtain the best possible balance.
6. Install the transmission converter cover bolts and the cover.
BUSHING AND MATING SHAFT INSPECTION
NOTE: Proper bushing and corresponding mating shaft inspection should be

performed before replacing the bushing, shaft, and in some cases, the
component which houses the bushing. Thoroughly clean and dry the bushing
and shaft surfaces before inspecting for damage.
Any of the following bushing conditions require replacement of the bushing and/or housing:
Discoloration due to heat distress

Misalignment or displacement of bushing as a result of spinning in housing
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Medium to heavy scoring that can be easily detected with fingernail. Light scoring is a normal condition.
Debris embedded into the bushing lining material
Obvious damage, including excessive and uneven wear
Excessive polishing. Minor polishing of the bushing is an indication of normal wear and does not require
replacement.
Any of the following conditions require replacement of the bushing's mating shaft:
Discoloration due to heat distress

Rough surface finish that can be easily detected with finger
Obvious shaft abnormalities, including warping or uneven surfaces
Obvious damage or cracking
VIBRATION
Checks Causes
Lug bolts for the Torque Converter Inspect for loose torque converter (1) lug bolts.
(1)
Input Sun Gear Thrust Washer (55) Inspect for wear or damage.
Turbine Shaft Thrust Bearing
Inspect for wear or damage.
Assembly (57)
2-6 and 3-5-R Clutch Hub Thrust
Inspect the bearing for wear or damage.
Bearing Assembly (65)
Inspect the carrier assembly for damaged pinion gears, thrush
washers, pins, and rollers.
Inspect for a worn or damaged center support roller bearing
Output Carrier Assembly (68)
assembly (485).
Inspect for damaged thrust bearings (486, 488).
Inspect the carrier assembly for damaged output carrier rear
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Checks Causes
sun gear thrust bearing (captured).
Output Carrier Thrust Bearing

Assembly (69)
Output Shaft Thrust Bearing
Assembly (71)
1-2-3-4 Clutch Hub Thrust Bearing
Assembly (63)
Assembly (57)
Clutch Select Solenoid Valve Spring Inspect for broken spring within the lower valve body in the torque
(353) converter clutch regulator apply valve line up (355).
NOISE AND VIBRATION ANALYSIS
A noise or vibration that is noticeable when the vehicle is in motion MAY NOT be the result of the
transmission.
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If noise or vibration is noticeable in PARK and NEUTRAL with the engine at idle, but is less noticeable as
RPM increases, the cause may be from poor engine performance.
Vibration may also be caused by a small amount of water inside the converter.
Inspect the tires for the following conditions:
Uneven wear
Imbalance
Mixed sizes
Mixed radial and bias ply
Inspect the suspension components for the following conditions:
Alignment wear or damage
Loose fasteners
Driveline damage or wear
Inspect the engine and transmission mounts for damage and loose bolts.
Inspect the transmission case mounting holes for the following conditions:
Missing bolts, nuts, and studs
Stripped threads
Cracks
Inspect the flywheel for the following conditions:
Missing or loose bolts
Cracks
Imbalance
Inspect the torque converter for the following conditions:
Missing or loose bolts or lugs
Missing or loose balance weights
Imbalance caused by heat distortion or fluid contamination
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WHINE/GROWL NOISE THAT CHANGES WITH VEHICLE SPEED
Checks Causes
2-6 and 3-5-R Clutch Hub Thrust
Bearing Assembly (65)
Output Carrier Assembly (68) Inspect the carrier assembly for damaged pinion gears, thrust
Inspect for a damaged center support roller bearing assembly
(485).
Inspect for damaged thrust bearings (486, 488).
Inspect for damaged sun gears (487, 489).
Inspect the carrier assembly for damaged output carrier rear
sun gear thrust bearing (captured).
Inspect for damaged or stripped splines on the output carrier
assembly.
Output Carrier Thrust Bearing

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Assembly (69)
Inspect for damaged internal gears (495, 497).
Output Shaft Assembly (70) Inspect the output carrier bushing (498) for damage or wear.
Output Shaft Thrust Bearing

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

Inspect for worn or damaged seal.
Seal (5)
Inspect to ensure the transmission fluid is at the proper level.
Transmission Fluid Level
WHINE/GROWL NOISE THAT CHANGES WITH ENGINE SPEED
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Checks Causes
Inspect to ensure the transmission fluid is at the proper level.
Transmission Fluid Level
NOISE IN FIRST OR REVERSE GEAR
Checks Causes
Center Support with 2-6 Low and Inspect for damaged or worn low and reverse clutch plates
Reverse Clutch Assembly (67) (463-465).
Inspect for damaged low and reverse clutch backing plate
(462). Inspect for worn splines on backing plate.
retaining ring (461).
Inspect for damaged low and reverse clutch piston assembly
(470), spring (469), spring retaining ring (466), and center
support assembly (459).
Inspect for damaged low clutch sprag assembly (467). Holding
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the sprag assembly with the retaining ring facing up, and the
inner race of the sprag assembly fixed, the outer race should
freewheel counterclockwise.
Inspect for cut, worn, or damaged low clutch sprag seal (468).
Inspect for damaged or stripped splines on the output carrier

assembly.
NOISE IN FIRST, SECOND, THIRD, FOURTH, FIFTH, OR REVERSE GEAR
Checks Causes
Input Carrier Assembly (52) Inspect thrust washers, pinion gears, and pins for wear or damage.
Input Sun Gear (53) Inspect for damaged sun gear.
1-2-3-4 and 3-5-R Clutch Assembly
Inspect for worn or damaged clutch bearing (428).
(51)
NOISE IN FIRST, SECOND, SIXTH, OR REVERSE GEAR
Checks Causes
Center Support with 2-6 Low and Inspect for worn or damaged output carrier outer sun gear shaft
Reverse Clutch Assembly (67) front and rear bushings (458 and 460).
Inspect for a worn or damaged center support roller bearing
assembly (485).
NOISE IN SECOND OR SIXTH GEAR
Checks Causes
Center Support with 2-6 Low and Inspect for damaged or worn output carrier outer sun gear
Reverse Clutch Assembly (67) shaft front bushing (458).
Inspect for damaged or worn output carrier outer sun gear
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Checks Causes
shaft rear bushing (460).
Inspect for damaged 2-6 clutch backing plate (451). Inspect
for worn splines on backing plate.
Inspect for damaged 2-6 clutch backing plate retaining ring
(450).
Inspect for damaged 2-6 clutch piston assembly (457), spring
(456), retaining ring (455), and center support assembly
(459).
NOISE DURING 3-4 OR 4-3 SHIFTS
Checks Causes
4-5-6 Clutch (with Output Carrier Inspect hub assembly (475), dampener (476), and apply plate
Shaft and Dampener) Hub Assembly (477) for wear or damage.
(58)
Inspect for damaged or worn 4-5-6 clutch backing plate
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(432).
NOISE IN FOURTH, FIFTH, OR SIXTH GEAR
Checks Causes
Input Sun Gear Thrust Washer (55) Inspect for wear or damage.
Inspect for wear or damage.
Assembly (57)
Inspect for damaged or worn 4-5-6 clutch backing plate
4-5-6 Clutch (with Output Carrier (432).
Shaft and Dampener) Hub Assembly Inspect for improper selective 4-5-6 clutch backing plate
(58) retaining ring (431).
CLUTCH PLATE DIAGNOSIS

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

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

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

General Method
1. Verify that the leak is transmission fluid.
CAUTION: Do not clean using brake cleaner or other reactive solvents as these
solvents can damage rubber gaskets, seals and bushings.
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2. Thoroughly clean the suspected leak area using a rag.
NOTE: Do not idle vehicle, this will not actuate transmission systems, and do not
drive the vehicle on the freeway as this will splatter oil inhibiting leak
diagnosis.
3. Operate the vehicle for 15-20 minutes under city driving conditions until normal operating temperatures
are reached.
4. Park the vehicle over clean paper or cardboard.
5. Shut OFF the engine.
6. Look for fluid spots on the paper.
7. Make the necessary repairs.
Powder Method
CAUTION: Do not clean using brake cleaner or other reactive solvents as these
solvents can damage rubber gaskets, seals and bushings.
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1. Thoroughly clean the suspected leak area using a rag.
2. Apply an aerosol type powder, such as foot powder, to the suspected leak area.
NOTE: Do not idle vehicle, this will not actuate transmission systems, and do not
drive the vehicle on the freeway as this will splatter oil inhibiting leak
diagnosis.
3. Operate the vehicle for 15-20 minutes under city driving conditions until normal operating temperatures
are reached.
4. Shut OFF the engine.
5. Inspect the suspected leak area.
6. Trace the leak path through the powder in order to find the source of the leak.
Dye and Black Light Method
A fluid dye and black light kit is available from various tool manufacturers.
1. Follow the manufacturer's instructions in order to determine the amount of dye to use.
2. Detect the leak with the black light.
Find the Cause of the Leak
Pinpoint the leak and trace the leak back to the source. You must determine the cause of the leak in order to
repair the leak properly. For example, if you replace a gasket, but the sealing flange is bent, the new gasket will
not repair the leak. You must also repair the bent flange. Before you attempt to repair a leak, check for the
following conditions, and make repairs as necessary:
Gaskets
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Fluid level/pressure is too high
Plugged vent or drain-back holes
Improperly tightened fasteners
Dirty or damaged threads
Warped flanges or sealing surface
Scratches, burrs, or other damage to the sealing surface
Damaged or worn gasket
Cracking or porosity of the component
Improper sealant used, where applicable
Incorrect gasket
Seals
Fluid level/pressure is too high

Plugged vent or drain-back holes
Damaged seal bore
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Damaged or worn seal
Improper installation
Cracks in component
Manual or output shaft surface is scratched, nicked, or damaged
Loose or worn bearing causing excess seal wear
Possible Points of Fluid Leaks
Transmission Oil Pan
Incorrectly tightened oil pan bolts

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

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

Converter seal lip cut. Check the converter hub for damage
Converter seal bushing moved forward and damaged
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Converter seal garter spring missing from the seal
Porous casting of the transmission case or the oil pump
Leak at the Vent Pipe
Overfilled system
Water or coolant in the fluid; The fluid will appear milky
Transmission case porous
Incorrect fluid level indicator
Plugged vent
Drain-back holes plugged
Mispositioned oil pump to case gasket, if equipped
Leak Inspection Points
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Fig. 11: Leak Inspection Points


1 Automatic Transmission Electrical Connector Passage Sleeve
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2 Line Pressure Test Hole Plug
3 Converter Housing to Case Joint
4 Trans Fluid Cooler Pipe Fitting Seals
6 Automatic Transmission Vent Pipe
7 Transmission Case Assembly
13 Case Extension to Case Joint
CASE POROSITY REPAIR
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Some external leaks are caused by case porosity in non-pressurized areas. You can usually repair these leaks
with the transmission in the vehicle.
1. Thoroughly clean the area to be repaired with a cleaning solvent. Air dry the area.
WARNING: Epoxy adhesive may cause skin irritations and eye damage. Read and
follow all information on the container label as provided by the
manufacturer.
2. Using instructions from the manufacturer, mix a sufficient amount of an epoxy to make the repair.
3. While the transmission case is still hot, apply the epoxy. You can use a clean, dry soldering acid brush to
clean the area and also to apply the epoxy cement. Make certain that the area to be repaired is fully
covered.
4. Allow the epoxy cement to cure for three hours before starting the engine.
5. Repeat the fluid leak diagnosis procedures.
AUTOMATIC TRANSMISSION FLUID LEAKS
Checks Causes
Torque Converter (1) Inspect for damage, cracks at the lug, hub and seal welds.
Verify leak is ATF and not oil from rear of engine.
Inspect for housing porosity or damage.
Inspect for worn or damaged torque converter seal (201).
Inspect for loose line pressure plug.
Torque Converter Housing (203)
Inspect cooler line attachment for loose bolt, worn or
damaged seal, or leak at line to boss joint.
Inspect vent pipe attachment to housing and hose.
Verify torque of housing to case bolts.
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Checks Causes
Inspect for cut, wear, or damage.
Seal (5)
Inspect for porosity or damage.
Inspect manual shaft seal.
Case Assembly Inspect control wiring input sleeve seals.
Inspect rear case plugs (12) (4WD/AWD only, 4WD may
also be cast over).
Verify oil is from transmission and not transfer case

assembly (4WD/AWD).
Extension Assembly Inspect extension seal assembly (inner seal behind boot -
2WD only).
Inspect extension to case seal (2WD only).
Inspect the pan assembly for damage.
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Inspect gasket for damage or wear.
Pan Assembly
Inspect case and pan for damage and flatness at gasket
interface area.
Inspect and follow cooler lines to front radiator and external

coolers.
Cooler Lines/Coolers Some vehicles may have rear differential external and
internal coolers.
SHIFT INDICATOR INDICATES WRONG GEAR SELECTION
Checks Causes
Shift Cable Inspect for damage.
Verify proper attachment to shifter.
Verify cable is locked into shifter bracket.
Verify cable is properly attached to the transmission.
Verify that the cable is locked into the transmission bracket.
Verify proper shift cable adjustment.
Manual Shaft Verify shift lever is properly attached to the manual shaft.
Verify manual shaft is not twisted or damaged.
Manual Shift Detent Lever with Verify proper operation. Refer to Transmission Internal Mode
Shaft Position Switch Assembly, Switch Logic .
IMS
NO PARK OR DRIVE
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Checks Causes
Inspect for a broken or damaged output shaft. Inspect for worn
Output Shaft Assembly (70)
splines.
Inspect for broken or damaged case.
Inspect for broken or bent park pawl actuator.
Inspect for broken or missing park pawl actuator guide pin or
Case Assembly manual shaft pin.
Inspect for broken, loose or misaligned park pawl guide.
Inspect for binding or broken park pawl or actuator assembly.
Manual Shift Detent Lever

Inspect for broken or disengaged manual valve detent.
Assembly (511)
HARSH GARAGE SHIFT
Checks Causes
NOTE:
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On cold days,
approximately
32Â°F (0Â°C)
or colder, the
transmission
is designed to
shift
differently.
The
transmission
uses a warm-
up mode shift
schedule until
the engine
reaches
normal
operating
temperature.
While the
transmission
is in warm-up
mode, it is
normal for
transmission
upshifts to be
delayed or
held longer.
This feature
improves
heater
performance
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Checks Causes
by giving
quicker
vehicle warm-
ups.
Elevated engine RPM - Verify correct engine operating rpm per
Engine
application.
Inspect for damaged, stuck, sticky pressure regulator valve
(233) and springs (234 and 235).
A/Trans Fluid Pump Cover
Assembly (219) Inspect for damaged, stuck, sticky isolator valve (236) and
sleeve (237).
Incorrect or inadequate adapt activity - Perform Reset

Transmission Adapts procedure.
Control Solenoid (w/Body and Incorrect TCM temperature reporting - Monitor TCM
TCM) Valve Assembly (314) temperature using Tech 2.
Line pressure control solenoid incorrect pressure.
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1-2-3-4 and 3-5-R Clutch Assembly Inspect for damaged 1-2-3-4 clutch piston (414), piston
(51) housing (417), spring (413), and dam assembly (412).
Inspect for cut, worn, or damaged 1-2-3-4 clutch piston seal
(416), inner seal (423), and housing seals (424 and 425).
Inspect for improper selective 1-2-3-4 clutch backing plate
Inspect for damaged 3-5-R clutch piston (421), apply ring
(405), and spring (420).
Inspect for cut, worn, or damaged 3-5-R clutch piston dam
O-ring seal (418), inner seal (419), and outer seal (422).
Inspect for improper selective 3-5-R clutch backing plate
NO DRIVE IN ALL RANGES
Checks Causes
A/Trans Fluid Pan Assembly (29) Verify proper fluid level and condition, inspect transmission
assembly for leaks.
Torque Converter (with Fluid Pump) Inspect for damaged or scored pump housing (203), cover (219),
Housing Assembly (2) rotor (217), slide (212), and vanes (216).
Inspect for damaged or restricted fluid filter assembly (26).
Fluid Filter Assembly (26) Inspect for damaged fluid filter seal assembly (25) or
improper sealing interface, leaks, and fluid aeration.

Inspect for worn or damaged seal.
Seal (5)
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Checks Causes
Inspect transmission oil cooler (radiator) and cooler line seals for
A/Trans Cooling/Lubrication System
restrictions, damage, kinks, or leaks.
Inspect for overheating (blued), ballooning, leaks, or other
Torque Converter Assembly (1)
damage.
Inspect clutch pack retaining rings (400 and 429) for
proper installation.
1-2-3-4 and 3-5-R Clutch Assembly
(51) Inspect housing and clutch pistons and seals for damage or
leaks.
Inspect for stuck, sticky or damaged clutch select valve

Control Valve Lower Body Assembly (352).
(351) Inspect for stuck checkballs.
Inspect the manual valve detent lever assembly (505) and

Manual Valve (354)
connection to the manual valve (354).
A/Trans Manual Shift Shaft Position Inspect the switch assembly (308) and connection to the manual
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Switch Assembly (308) valve (354).
A/Trans Manual Shift Shaft Position
Inspect PRNDL commands to and from vehicle using GDS 2.
Switch Assembly (308)
Control Solenoid (w/Body and TCM)
Inspect PRNDL commands to and from vehicle using GDS 2.
Valve Assembly (314)
A/Trans Fluid Pump (Transfer) Seal
Inspect for damage or leaks.
Assembly (19)
Output Shaft Assembly (499) Inspect for spline wear or damage.
Inspect the carrier assembly for damaged pinion gears,
thrust washers, pins, and rollers.
Inspect for damaged thrust bearings (486 and 488).
Output Carrier Assembly (490) Inspect for damaged sun gears (487 and 489).
Inspect the carrier assembly for damaged output carrier
rear sun gear thrust bearing (captured).
Low Clutch Sprag Assembly (467) Inspect for excessive wear or damage.
Inspect carrier assembly for damaged pinion gears, thrust
Input Carrier Assembly (52)
Input Sun Gear (53) Inspect for spline wear or damage.
Control Valve Upper Body Assembly Inspect for sticking, damaged, or worn 1-2-3-4 clutch regulator
(304) valve (337).
NO FIRST GEAR
Checks Causes
Verify proper fluid level and condition, inspect transmission
A/Trans Fluid Pan Assembly (29)
assembly for leaks.
Center (with 2-6 Low and Reverse Inspect for damaged low clutch sprag assembly (467). Holding
Clutch) Support Assembly (67) the sprag assembly with the retaining ring facing up, and the
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Checks Causes
(470), spring (469), spring retaining ring (466), and center
Inspect for damaged or worn low and reverse clutch plates
(463-465).
Inspect for sticking, damaged, or worn 1st/Rev and 4-5-6

clutch regulator valve (327) and spring (326).
Inspect for sticking, damaged, or worn #2 ball check valve.
Control Valve Upper Body
Assembly (304) Inspect for sticking, damaged, or worn #3 ball check valve.
Inspect for sticking, damaged, or worn 1-2-3-4 clutch
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regulator valve (337).
Inspect for sticking, damaged, or worn clutch select valve 2

(352) and spring (353).
Control Valve Lower Body
Assembly (307) Inspect for sticking, damaged, or worn clutch select valve 3
(352) and spring (353).
Inspect for worn, cut, or damaged seals.

Center Support Fluid Passage Seal Inspect for proper seal (20) size (6L45/50E MYA/MYB) vs
Assembly (20) (6L80/90E MYC/MYD).
NO FIRST AND REVERSE GEARS
Checks Causes
assembly for leaks.
Control Valve Upper Body Inspect for sticking, damaged, or worn 1st/rev and 4-5-6 clutch
Assembly (304) regulator valve (327) and spring (326).
Control Valve Lower Body Inspect for sticking, damaged, or worn clutch select valve 3 (352)
Assembly (307) and spring (353).
Inspect for sticking, damaged, or worn #2 ball check valve
Assembly (304)
Center (with 2-6 Low and Reverse (470), spring (469), spring retaining ring (466), and center
Clutch) Support Assembly (67) support assembly (459).
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Checks Causes
(463-465).
Inspect for damage low and reverse clutch backing plate

Pump Cover (219) Inspect for sticking or damaged TCC control valve (227).
HARSH, SOFT, DELAYED OR SLIPPING FIRST OR REVERSE GEAR
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Checks Causes
NOTE:
On cold days,
approximately
32Â°F (0Â°C)
or colder, the
transmission
is designed to
shift
differently.
The
transmission
uses a warm-
up mode shift
schedule until
the engine
reaches
normal
operating
temperature.
While the
transmission
is in warm-up
mode, it is
normal for
transmission
upshifts to be
delayed or
held longer.
This feature
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Checks Causes
improves
heater
performance
by giving
quicker
vehicle warm-
ups.
assembly for leaks.
Inspect for sticking, damaged, or worn 1-R/4-5-6 clutch
Control Valve Upper Body regulator valve (327) and spring (326).
Assembly (304) Inspect for damaged or sticking #2 ball check valve.
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Center (with 2-6 Low and Reverse Inspect for damaged low and reverse clutch piston assembly
Clutch) Support Assembly (67) (470), spring (469), spring retaining ring (466), and center
(463 and 465).
Perform solenoid valve assembly function test. Refer to

Control Solenoid Valve and Transmission Control Module
Control Solenoid (w/Body and Assembly Solenoid Performance Test.
TCM) Valve Assembly (314) Incorrect or inadequate adapt activity - Perform Reset

(233) and spring (234 and 235).
sleeve (237).

Assembly (20). (6L80.90E MYC/MYD).
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NO FIRST, SECOND, THIRD, AND FOURTH GEAR
Checks Causes
assembly for leaks.
Control Valve Upper Body Inspect for sticking, damaged, or worn 1-2-3-4 clutch regulator valve
Assembly (304) (337) and spring (326).
Inspect for contamination or debris.
Pressure control solenoid 5 commanded/failed LOW (off) or
Control Solenoid (w/Body and leaking - Perform solenoid valve assembly function test. Refer
TCM) Valve Assembly (314) to Control Solenoid Valve and Transmission Control
Module Assembly Solenoid Performance Test.
Inspect clutch pack retaining ring (429) for proper installation.

If the retaining ring is out of the groove the following parts
must be replaced: 1-2-3-4 and 3-5-R clutch housing (427),
1-2-3-4 and 3-5-R clutch bearing assembly (428) and the
1-2-3-4 clutch backing plate retaining ring.
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1-2-3-4 and 3-5-R Clutch Assembly Inspect for a cracked or damaged 1-2-3-4 clutch piston (414),
(51) piston housing (417), spring (413), and dam assembly (412).

Fluid Filter Assembly (26) Inspect for damaged fluid filter seal assembly (25) or improper
sealing interface, leaks, and fluid aeration.
Torque Converter (with Fluid Inspect for damaged or scored pump housing (203), cover (219),
Pump) Housing Assembly (2) rotor (217), slide (212) and vanes (216).
Torque Converter (with Fluid Inspect for damaged or leaking 1-2-3-4 and 3-5-R clutch fluid seal
Pump) Housing Assembly (2) rings (230).
Center (w/2-6 Low and Reverse
Inspect for worn or damaged low clutch sprag assembly (467).
Clutch) Support Assembly (67)
Assembly (19)
1-2-3-4 Clutch (with Output Carrier
Inner Sun Gear Shaft) Hub Inspect for damaged splines on the hub assembly.
Assembly (61)
HARSH, SOFT, DELAYED OR SLIPPING 1-2-3-4 SHIFT
Checks Causes
NOTE:
185 of 197 2/22/2019, 9:03 PM

Checks Causes
On cold days,
approximately
32Â°F (0Â°C)
or colder, the
transmission
is designed to
shift
differently.
The
transmission
uses a warm-
up mode shift
schedule until
the engine
reaches
normal
operating
temperature.
cardiagn.com
While the
transmission
is in warm-up
mode, it is
normal for
transmission
upshifts to be
delayed or
held longer.
This feature
improves
heater
performance
by giving
quicker
vehicle warm-
ups.
assembly for leaks.
Inspect for sticking, damaged, or worn 1-2-3-4 clutch
Assembly (304) Inspect for damaged or stuck #1 ball check valve.
Inspect for contamination or debris.

Pressure control solenoid 5 commanded/failed LOW (off) or
Control Solenoid (w/Body and leaking - Perform solenoid valve assembly function test. Refer
TCM) Valve Assembly (314) to Control Solenoid Valve and Transmission Control
186 of 197 2/22/2019, 9:03 PM

Checks Causes
Line pressure control solenoid incorrect pressure.
1-2-3-4 and 3-5-R Clutch Assembly Inspect for damaged 1-2-3-4 clutch piston (414), piston
(51) housing (417), spring (413), and dam assembly (412).
Inspect 3-5 reverse clutch housing for cracked weld.
(405), and spring (420).
cardiagn.com
Torque Converter (with Fluid Inspect for damaged or leaking 1-2-3-4 and 3-5-R clutch fluid seal
Pump) Housing Assembly (2) rings (230).
sleeve (237).
Torque Converter (with Fluid Inspect for damaged or scored pump housing (203), cover (219),
Pump) Housing Assembly (2) rotor (217), slide (212) and vanes (216).
Fluid Filter Assembly (26) Inspect for damaged fluid filter seal assembly (25) or improper
sealing interface, leaks, and fluid aeration.

Assembly (19)
NO SECOND AND SIXTH GEAR
Checks Causes
assembly for leaks.
Control Valve Upper Body Inspect for sticking, damaged, or worn 2-6 clutch regulator valve
Assembly (304) (334) and spring (326).
Pressure control solenoid 4 commanded/failed LOW (off) or leaking
Control Solenoid (w/Body and - Perform solenoid valve assembly function test. Refer to Control
TCM) Valve Assembly (314) Solenoid Valve and Transmission Control Module Assembly
Solenoid Performance Test.
Center (with 2-6 Low and Reverse Inspect for proper installation of the 2-6 clutch return spring
Clutch) Support Assembly (67) retaining ring (455).
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Checks Causes
(456), retaining ring (455), and center support housing (459).
Inspect for worn or damaged 2-6 clutch plates (451-453).

HARSH, SOFT, DELAYED OR SLIPPING SECOND OR SIXTH GEAR
Checks Causes
NOTE:
On cold days,
approximately
32Â°F (0Â°C)
or colder, the
cardiagn.com
transmission
is designed to
shift
differently.
The
transmission
uses a warm-
up mode shift
schedule until
the engine
reaches
normal
operating
temperature.
While the
transmission
is in warm-up
mode, it is
normal for
transmission
upshifts to be
delayed or
held longer.
This feature
improves
heater
performance
by giving
quicker
vehicle warm-
ups.
188 of 197 2/22/2019, 9:03 PM

Checks Causes
assembly for leaks.
Inspect for sticking, damaged or worn 2-6 clutch regulator
Control Valve Upper Body valve (334) and spring (326).
Assembly (304) Inspect for damaged or sticking #6 ball check valve.
Pressure Control Solenoid 4 commanded/failed LOW (off) or

leaking - Perform solenoid valve assembly function test. Refer
to Control Solenoid Valve and Transmission Control
Control Solenoid (w/Body and
TCM) Valve Assembly (314)
Center (with 2-6 Low and Reverse Inspect for proper installation of the 2-6 clutch return spring
Clutch) Support Assembly (67) retaining ring (455).
cardiagn.com
(456), retaining ring (455), and center support assembly (459).
Inspect for worn or damaged 2-6 clutch plates (451-453).

sleeve (237).

NO THIRD, FIFTH, AND REVERSE GEAR
Checks Causes
assembly for leaks.
Inspect for sticking, damaged, or worn 3-5-R regulator valve
Control Valve Upper Body (336) and valve spring (326).
Control Valve Lower Body Inspect for worn, damaged, or sticking clutch select solenoid valve
Assembly (307) 3 (352) and valve spring (353).
1-2-3-4 and 3-5-R Clutch Assembly Inspect for proper installation of 3-5-R clutch backing plate
Inspect for worn, damaged, or leaking clutch bearing seal
assembly (428).
Inspect for damaged or worn 3-5-R clutch plates (401-404).
189 of 197 2/22/2019, 9:03 PM

Checks Causes
(405), and spring (420).
Pressure control solenoid 2 commanded/failed HIGH (off) or

Control Solenoid (w/Body and leaking - Perform solenoid valve assembly function test. Refer to
TCM) Valve Assembly (314) Control Solenoid Valve and Transmission Control Module
Assembly Solenoid Performance Test.
Assembly (19)
HARSH, SOFT, DELAYED OR SLIPPING THIRD, FIFTH, OR REVERSE GEAR
Checks Causes
cardiagn.com
NOTE:
On cold days,
approximately
32Â°F (0Â°C)
or colder, the
transmission
is designed to
shift
differently.
The
transmission
uses a warm-
up mode shift
schedule until
the engine
reaches
normal
operating
temperature.
While the
transmission
is in warm-up
mode, it is
normal for
transmission
upshifts to be
delayed or
held longer.
This feature
improves
heater
190 of 197 2/22/2019, 9:03 PM

Checks Causes
performance
by giving
quicker
vehicle warm-
ups.
assembly for leaks.
Inspect for sticking, damaged, or worn 3-5-R regulator valve
Control Valve Upper Body (336) and valve spring (326).
Control Valve Lower Body Inspect for worn, damaged, or sticking clutch select solenoid valve 3
Assembly (307) (352) and valve spring (353).
cardiagn.com
1-2-3-4 and 3-5-R Clutch Assembly Inspect for proper installation of 3-5-R clutch backing plate
assembly (428).
(405), and spring (420).
Inspect 3-5 reverse clutch housing for cracked weld.

sleeve (237).

Assembly (19)
NO FOURTH, FIFTH, AND SIXTH GEAR
Checks Causes
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Checks Causes
assembly for leaks.
Control Valve Upper Body Assembly Inspect for sticking, damaged, or worn R-1/4-5-6 clutch regulator
(304) valve (327) and spring (326).
4-5-6 (with Turbine Shaft) Clutch Inspect for cut, worn, or damaged turbine shaft fluid seal
Assembly (56) rings (442).
Inspect for damaged piston (439), piston dam (437), dam
retaining ring (436), and clutch spring (438).
Inspect for worn or damaged 4-5-6 clutch plates (432-435).
Inspect for damaged or leaking clutch housing (441).
Inspect for improper selective 4-5-6 clutch backing plate
Inspect for damaged or distorted turbine shaft.
A/Trans Fluid Pump Seal Assembly Inspect for cut, leaking, or damaged seal.
(18)
4-5-6 Clutch (with Output Carrier Inspect the shaft for damage or wear.
cardiagn.com
Shaft and Dampener) Hub Assembly
Inspect the hub assembly (475), dampener (476), and apply
(58)
plate (477) for wear or damage.
A/Trans Cooling/Lubrication SystemInspect transmission oil cooler (radiator) and cooler lines/seals
for restrictions, damage, kinks or leaks.
Control Solenoid (w/Body and TCM) leaking - Perform solenoid valve assembly function test. Refer to
Valve Assembly (314) Control Solenoid Valve and Transmission Control Module
Assembly Solenoid Performance Test.
Inspect for damaged or scored pump housing (203), cover
(219), rotor (217), slide (212), and vanes (216).
Torque Converter (with Fluid Pump) Inspect for damaged or porous pump cover assembly (219).
Housing Assembly (2) Inspect pump surfaces for flatness.
Inspect for excessive fluid pump rotor (217) clearance or
damage. Ensure proper selective rotor is being utilized.
Output Shaft Assembly (70) Inspect for damaged or stripped splines on the output shaft.
HARSH, SOFT, DELAYED OR SLIPPING 4-5-6 SHIFT
Checks Causes
NOTE:
On cold days,
approximately
32Â°F (0Â°C)
or colder, the
transmission
is designed to
shift
192 of 197 2/22/2019, 9:03 PM

Checks Causes
differently.
The
transmission
uses a warm-
up mode shift
schedule until
the engine
reaches
normal
operating
temperature.
While the
transmission
is in warm-up
mode, it is
normal for
transmission
upshifts to be
cardiagn.com
delayed or
held longer.
This feature
improves
heater
performance
by giving
quicker
vehicle warm-
ups.
assembly for leaks.
Inspect for sticking, damaged, or worn 1-R/4-5-6 clutch
Assembly (304) Inspect for damaged or sticking #3 and #4 ball check valves.
Pressure Control Solenoid 3 commanded/failed HIGH (off) or
4-5-6 (with Turbine Shaft) Clutch Inspect for cut, worn, or damaged turbine shaft fluid seal rings
Assembly (56) (442).
Inspect for damaged piston (439), piston dam (437), dam
retaining ring (436), and clutch spring (438).
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Checks Causes
Inspect for damaged or worn 4-5-6 clutch plates (432-435).
Inspect for damage or leaking clutch housing (441).
Inspect for improper selective 4-5-6 clutch backing plate
Inspect for damaged or distorted turbine shaft.
A/Trans Fluid Pump Seal Assembly

Inspect for cut, leaking, or damaged seal.
(18)
Inspect shaft for damage or wear.
4-5-6 Clutch (with Output Carrier
Shaft and Dampener) Hub Inspect hub assembly (475), dampener (476), and apply plate
Assembly (58) (477) for wear or damage.

sleeve (237).
cardiagn.com
NO TORQUE CONVERTER CLUTCH APPLY
Checks Causes
Torque Converter Assembly (1) Diagnose torque converter for possible internal damage. Refer to
Torque Converter Diagnosis.
Fluid Pump Cover Assembly (219) Inspect for worn, damaged, or sticking converter feed limit
valve (220) and spring (221).
Inspect for worn, damaged, or sticking TCC control valve
(227) and spring (226).
Inspect for damaged stator shaft.
Control Valve Lower Body Inspect for worn, damaged, or sticking torque converter clutch
Assembly (307) (TCC) regulator apply valve (355). Refer to Control Solenoid
Valve and Transmission Control Module Assembly Inspection.
4-5-6 (with Turbine Shaft) Clutch Inspect for damaged turbine shaft.
Assembly (56)
Inspect for damaged turbine shaft O-ring seal.
Inspect for leaking or damaged torque converter fluid seal assembly

Torque Converter (with Fluid Pump)
(201), torque converter bushing (206), turbine shaft o-ring seal
Housing Assembly (2)
(443) and torque converter (with fluid pump) housing assembly (2).
NO TORQUE CONVERTER CLUTCH RELEASE
Checks Causes
Torque Converter Assembly (1) Diagnose torque converter for possible internal damage. Refer to
Torque Converter Diagnosis.
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Checks Causes
Fluid Pump Cover Assembly (219) Inspect for worn, damaged, or sticking converter feed limit
Inspect for worn, damaged, or sticking torque converter
clutch (TCC) control valve (227) and spring (226).
Control Valve Lower Body Inspect for worn, damaged, or sticking TCC regulator apply valve
Assembly (307) (355).
NO REVERSE GEAR
Checks Causes
A//Trans Fluid Pan Assembly (29)
assembly for leaks.
Control Valve Upper Body Inspect for sticking, damaged, or worn 3-5-R regulator valve
Inspect for damaged or missing #5 ball check valve.
cardiagn.com
Inspect for proper installation of 3-5-R clutch backing plate
assembly (428).
1-2-3-4 and 3-5-R Clutch Assembly Inspect for damaged 3-5-R clutch piston (421), apply ring
(51) (405), and spring (420).
Inspect for worn or damaged 1-2-3-4 and 3-5-R clutch fluid

seal rings (230).
Inspect for damaged or scored pump housing (203), cover
(219), rotor (217), slide (212), and vanes (216).
Torque Converter (with Fluid
Pump) Housing Assembly (2) Inspect for damaged or porous pump cover assembly (219).
Inspect pump surfaces for flatness.

Center Support Fluid Passage Seal
Assembly (20), A/Trans Fluid Pump Inspect for proper seal (20) size (6L45/50E MYA/MYB) vs
Seal Assemblies (18 and 19) (6L80/90E MYC/MYD).
195 of 197 2/22/2019, 9:03 PM

Checks Causes
Inspect for damaged or leaking low and reverse clutch piston
assembly (470).
Center (w/2-6 Low and Reverse (462-465).
Clutch) Support Assembly (67) Inspect for damaged low clutch sprag assembly (467).
Holding the sprag assembly with the retaining ring facing up,
and the inner race of the sprag assembly fixed, the outer race
should freewheel counterclockwise.
2-6 and 3-5-R Clutch (with Output

Carrier Outer Sun Gear Shaft) Hub Inspect for damaged or distorted shaft on hub assembly.
Assembly (64)
Output Shaft Assembly (70) Inspect for damaged or stripped splines on the output shaft.
FLUID PRESSURE HIGH OR LOW
Checks Causes
cardiagn.com
Torque Converter Housing with Inspect for worn, sticking, or damaged pressure regulator
Fluid Pump Assembly (2) valve (233).
Inspect for worn, sticking, or damaged pressure regulator
valve outer spring (234).
Inspect for worn, sticking, or damaged pressure regulator
valve inner spring (235).
Inspect for worn, sticking, or damaged isolator valve (236)
and sleeve (237).
Inspect for worn, sticking, or damaged pressure relief ball
valve (225).
Inspect for worn, sticking, or damaged pressure relief ball
valve spring (224).
Inspect for damaged or porous pump cover assembly (219).
Inspect for pump surfaces not flat.
Inspect for damaged fluid pump slide (212). Ensure proper
selective slide is being utilized.
Inspect for worn, sticking, or damaged fluid pump slide outer
spring (211).
Inspect for worn or damaged fluid pump slide seal (213), seal
support (214), pivot pin (215), fluid seal ring (209), and
O-ring seal (210).
Inspect for worn or damaged fluid pump vane rings (207) and
rotor guide (208).
Inspect fluid filter assembly (26) for torque converter friction
material.
196 of 197 2/22/2019, 9:03 PM

Checks Causes
Inspect for worn, sticking, or damaged actuator feed limit
Assembly (321) Inspect for worn, sticking, or damaged clutch boost valve
(329) and spring (330).
Control Valve (w/Body and TCM) Inspect for leaking or damaged filter plate assembly seals (16).
Valve Assembly Verify VBS operation in not stuck high or low.
Fluid Filter Assembly (26) Inspect for damaged fluid filter seal assembly (25).
NO TORQUE CONVERTER CLUTCH SLIP WITH TORQUE CONVERTER CLUTCH ENGAGED
Checks Causes
Clutch Select Solenoid Valve Spring Inspect for broken spring within the lower valve body in the torque
(353) converter clutch regulator apply valve line up (355).
cardiagn.com
197 of 197 2/22/2019, 9:03 PM

2017 Transmission
Automatic Transmission - 6L80 (MYC) or 6L90 (MYD) - Repair Instructions - Off Vehicle -
Sierra, Silverado
REPAIR INSTRUCTIONS - OFF VEHICLE

APPLICATION
4.3L LV3 H 6L80 (MYC) 1500

5.3L L83 C 6L80 (MYC) 1500
TORQUE CONVERTER REMOVAL AND HOLDING FIXTURE INSTALLATION
Fig. 1: Torque Converter And Holding Fixture

Courtesy of GENERAL MOTORS COMPANY cardiagn.com
Transmission Case Assembly
NOTE:
2
1. Rotate the
transmission
so that the
1 of 134 2/22/2019, 9:06 PM

converter
housing is
up and
secure with
locking pin.
2. Allow any
remaining
transmission
fluid to drain
from the
case
extension.
Special Tools
DT 47605 Holding Fixture Adapter
cardiagn.com
DT 47605 Holding Fixture
J 3289-20 Holding Fixture Base Assembly
J 8763-B Holding Fixture
CASE EXTENSION ASSEMBLY REMOVAL
2 of 134 2/22/2019, 9:06 PM

Fig. 2: Case Extension

1 Bolt M10 x 40 (Quantity: 6)
2 Case Extension
3 Case Extension Seal
PROPELLER SHAFT OIL SEAL SLEEVE REMOVAL (2WD)
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Fig. 3: Propeller Shaft Oil Seal Sleeve (2WD)

Propeller Shaft Oil Seal Sleeve
CAUTION:
Do not
attempt to
remove or
install the
1 propeller
shaft oil seal
sleeve by
striking or
hitting the
sleeve.
Transmission
3 of 134 2/22/2019, 9:06 PM

internal
bearing
damage
could result.
NOTE:
Discard
the
propeller
shaft oil
seal
sleeve.
The
sleeve
cannot
be
reused
cardiagn.com
and
must be
replaced.
Use the
3/8 x 24
in
threaded
rods for
propeller
shaft oil
seal
sleeve
removal.
Special Tools
DT-22912-B Split Plate Bearing Puller

DT-50802 Threaded Rod Kit
GE-8433-1 Puller Bar
TRANSMISSION FLUID PAN, FILTER AND ELECTRICAL CONNECTOR PASSAGE SLEEVE

REMOVAL
4 of 134 2/22/2019, 9:06 PM

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Fig. 4: Fluid Pan, Fluid Filter And Electrical Connector Passage Sleeve

1 Bolt M6 x 20 (Qty: 18)
2 Fluid Pan Assembly
Fluid Pan Gasket
NOTE:
The fluid pan
gasket is
reusable.
Inspect the
3 gasket to
determine if
it may be
reused. If the
gasket is
stuck to the
case or pan,
it should be
5 of 134 2/22/2019, 9:06 PM

replaced.
Fluid Filter Assembly
CAUTION:
Pull the fluid
filter
assembly
4
straight out
to avoid
damage. Do
not bend or
twist the
filter neck.
Fluid Filter Seal Assembly
CAUTION:
Do not
cardiagn.com
damage the
case sealing
surface
when
5 removing
the filter seal
assembly.
NOTE:
Use a
screwdriver
or snap ring
pliers.
Electrical Connector Slide Lock
CAUTION:
Pull up on
the electrical
6 connector
slide lock to
avoid
damage to
the
connector.
Electrical Connector Passage Sleeve
NOTE:
7
Engage DT
47715 electrical
connector
6 of 134 2/22/2019, 9:06 PM

passage sleeve
remover/installer
on sleeve and
pull straight out.
Special Tools
DT 47715 Electrical Connector Passage Sleeve Remover/Installer

J 42183 Driver Handle
CONTROL VALVE BODY ASSEMBLY REMOVAL
cardiagn.com
Fig. 5: Control Valve Body Assembly


1 Bolt M5 x 73 (Qty: 6)
7 of 134 2/22/2019, 9:06 PM

NOTE:
Do not
remove all
the bolts in
the control
valve body
assembly.
Remove only
the bolts
indicated.
Special Tool
DT-48285 Valve Body Torx Plus Socket (if applicable)
Control Valve Body Assembly
cardiagn.com
CAUTION:
Use care
when
handling the
control valve
body
assembly. If
dropped,
damage to
the internal
2
components
of the
control
solenoid
valve
assembly,
including the
transmission
control
module
(TCM), may
result.
Fluid Pump Seal Assembly
CAUTION:
Use care
3 when
removing
the seal
assemblies
to avoid
8 of 134 2/22/2019, 9:06 PM

damaging
the valve
body seal
bores.
CAUTION:
Refer to Seal
Reuse
Caution .
Fluid Pump Seal Assembly
CAUTION:
Use care
when
removing
the seal
assemblies
cardiagn.com
to avoid
4 damaging
the valve
body seal
bores.
CAUTION:
Refer to Seal
Reuse
Caution .
Center Support Fluid Passage Seal Assembly
CAUTION:
Use care
when
removing
the seal
assemblies
5 to avoid
damaging
the case seal
bores.
CAUTION:
Refer to Seal
Reuse
Caution .
TORQUE CONVERTER HOUSING WITH FLUID PUMP REMOVAL
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cardiagn.com
Fig. 6: Torque Converter Housing with Fluid Pump

CAUTION:
The valve
body
assembly
must be
removed
prior to
removing
the torque
converter
(with fluid
pump)
housing
assembly.
Failure to
ensure this
will cause
10 of 134 2/22/2019, 9:06 PM

severe
damage to
both fluid
pump seal
assemblies.
Also, the
load of the
valve body
pushing on
the seals,
which in turn
push on the
pump, may
prevent
proper pump
installation
into the
case. Refer
cardiagn.com
to control
valve body
assembly
removal.
2 Bolt M10 x 50 (Qty: 9)
3 Torque Converter (With Fluid Pump) Housing Assembly
4 Fluid Pump Seal
1-2-3-4 AND 3-5 REVERSE CLUTCH ASSEMBLY AND 4-5-6 CLUTCH ASSEMBLY REMOVAL
(6L80/6L90)
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Fig. 7: 1-2-3-4 and 3-5 Reverse Clutch Assembly and 4-5-6 Clutch Assembly (6L80/6L90)

1 1-2-3-4 and 3-5 Reverse Clutch Assembly and 4-5-6 (With Turbine Shaft) Clutch Assembly
3 4-5-6 Clutch (With Output Carrier Shaft and Dampener) Hub Assembly
5 1-2-3-4 Clutch (With Output Carrier Inner Sun Gear Shaft) Hub Assembly
7 2-6 and 3-5 Reverse Clutch (With Output Carrier Outer Sun Gear Shaft) Hub Assembly
11 Input Sun Gear
14 4-5-6 (With Turbine Shaft) Clutch Assembly
CENTER SUPPORT, OUTPUT CARRIER AND OUTPUT SHAFT REMOVAL (6L80/6L90)
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Fig. 8: Center Support, Output Carrier and Output Shaft (6L80/6L90)

Center Support Retaining Ring
WARNING:
Use care
when
removing or
installing the
retaining
ring. Ensure
the J 45126
and DT
47773 are
1 installed
properly
onto the
retaining
ring or
bodily injury
may occur.
NOTE:
To release
tension on
the retaining
13 of 134 2/22/2019, 9:06 PM

ring, place
the retaining
ring flat on
the floor and
step on it,
then remove
the tool.
Special Tools
DT 47773 Snap Ring Pliers Adapter Set

J 45126 Snap Ring Pliers

2 Center (with 2-6 Low and Reverse Clutch) Support Assembly
Output Carrier Assembly and Output Shaft Assembly
cardiagn.com
CAUTION:
Ensure the
DT 47786 is
completely
threaded
into the
output shaft
assembly.
Due to the
weight of the
assembly,
incomplete
3 threading
may cause
the
assembly to
break free
from the DT
47786,
causing
component
damage.
Special Tool
DT 47786 Output Carrier/Shaft Lifting Tool
MANUAL SHIFT SHAFT AND PARKING SYSTEM COMPONENTS OVERHAUL (6L80/6L90)
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Fig. 9: Manual Shift Shaft and Parking System (6L80/6L90)

Manual Shaft Detent Lever Hub Pin
CAUTION:
1
Refer to Pin
Reuse
Caution .
Manual Shift Shaft Pin
CAUTION:
2
Refer to Pin
Reuse
Caution .
Manual Shift Shaft
3 CAUTION:
15 of 134 2/22/2019, 9:06 PM

Ensure the
manual shift
shaft seal is
replaced
before
installing the
shaft.
Installing the
seal after the
shaft may
cause
damage to
the seal,
resulting in
fluid leaks
and
transmission
damage.
cardiagn.com
NOTE:
Refer to
Manual Shift
Shaft Seal
Replacement.
Park Pawl Actuator Guide Pin
CAUTION:
Refer to Pin
Reuse
Caution .
6
NOTE:
Use a large
pair of side
cutters to
"walk" the
pin out.
7 Park Pawl Actuator Guide
Park Pawl Actuator Guide (O-ring) Seals
CAUTION:
8
Refer to Seal
Reuse
Caution .
16 of 134 2/22/2019, 9:06 PM

Park Pawl
NOTE:
Inspect for
damage
9 only. Do not
remove. The
park pawl is
not a
serviceable
component.
Park Pawl Spring
NOTE:
Inspect for
damage
only. Do not
10
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remove. The
park pawl
spring is not
a
serviceable
component.
MANUAL SHIFT SHAFT SEAL REPLACEMENT
Fig. 10: Manual Shift Shaft Seal
17 of 134 2/22/2019, 9:06 PM

Callout Component Procedure

Manual Shift Shaft Seal
CAUTION:
Do not
damage the
case bore
during
removal of
the manual
shift shaft
seal.
CAUTION:
When
installing the
cardiagn.com
seal, ensure
the seal lip
is firmly
seated
1 against the
case bore
surface. Do
not allow the
seal lip to be
crushed, or
a leak may
result.
CAUTION:
Refer to Seal
Reuse
Caution .
Special Tools
DT 47770 Seal Installer

DT 45201 Cooler Line Seal Remover
OUTPUT SHAFT SEAL REPLACEMENT (AWD)
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Fig. 11: Output Shaft Seal (AWD)

Output Shaft Seal Assembly
CAUTION:
Refer to Seal
Reuse
Caution .
1 Special Tool
EN 37212 Front Output Shaft Seal Installer (6L50)

DT 38693 Seal Installer (6L80)
EN 45000 Seal Remover
CASE INSPECTION
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Fig. 12: Inspecting Case

CAUTION:
After
cleaning the
transmission
components,
allow to air
dry. Do not
use cloth or
paper towels
in order to
dry any
transmission
components.
Lint from the
towels can
cause
component
failure.
CAUTION:
Do not reuse
cleaning
solvents.
Previously
20 of 134 2/22/2019, 9:06 PM

used
solvents
may deposit
sediment
which may
damage the
component.
1. Thoroughly clean the transmission case assembly, including case threads, with clean solvent.
2. Clean gasket sealing surfaces. Remove all residual gasket material.
3. Inspect all threaded holes. If necessary, repair any thread damage.
1 Front Case Sealing Surface

cardiagn.com
NOTE:
2 Refer to
Manual Shift
Shaft Seal
Replacement.
3 Center Support Fluid Passage Seal Bores
4 Fluid Pan Sealing Surface
5 Case Plugs
6 Output Shaft Bushing or Bearing (model specific)
7 Rear Case Sealing Surface
8 Fill Tube Bore
9 Electrical Connector Passage Sleeve Bore
OUTPUT INTERNAL GEAR DISASSEMBLE (6L80/6L90)
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cardiagn.com
Fig. 13: Output Internal Gear (6L80/6L90)

NOTE:
Inspect each
component
and replace
as
necessary.
3 Output Internal Gear Assembly
OUTPUT CARRIER ASSEMBLY OVERHAUL (6L80)
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cardiagn.com
Fig. 14: Output Carrier Components (6L80)

Center Support Roller Bearing
CAUTION:
Do not reuse
the center
support
roller
bearing.
Install a
NEW center
support
2 roller
bearing.
Reusing an
old bearing
may result in
damage to
the output
carrier.
NOTE:
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The thick
side of the
bearing shell
faces up.
Special Tools
DT 47857 Bearing Installer

J 6125-B Slide Hammer
J 23129 Universal Seal Remover

Output Carrier Front Sun Gear
CAUTION:
cardiagn.com
Install the
gear
chamfer side
up. Failure
3
to install the
gear
chamfer side
up may
result in
transmission
damage.
Output Carrier Rear Sun Gear
CAUTION:
Install the
gear
chamfer side
up. Failure
5
to install the
gear
chamfer side
up may
result in
transmission
damage.
Output Carrier Rear Sun Gear Bearing Assembly
6 NOTE:
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Inspect for
damage
only. Do not
remove. The
bearing
assembly is
not a
serviceable
component.
OUTPUT CARRIER ASSEMBLY OVERHAUL (6L90)
cardiagn.com
Fig. 15: Output Carrier Assembly (6L90)

Center Support Roller Bearing
CAUTION:
Do not reuse
the center
2
support
roller
bearing.
Install a
NEW center
25 of 134 2/22/2019, 9:06 PM

support
roller
bearing.
Reusing an
old bearing
may result in
damage to
the output
carrier.
NOTE:
The thick
side of the
bearing shell
faces up.
Special Tools
cardiagn.com
J 45124 Removal Bridge
DT 47865 Bearing Remover

Output Carrier Front Sun Gear
CAUTION:
Install the
gear
chamfer side
up. Failure
3
to install the
gear
chamfer side
up may
result in
transmission
damage.
Output Carrier Rear Sun Gear
CAUTION:
5 Install the
gear
chamfer side
up. Failure
26 of 134 2/22/2019, 9:06 PM

to install the
gear
chamfer side
up may
result in
transmission
damage.
Output Carrier Rear Sun Gear Bearing Assembly
NOTE:
Inspect for
damage
only. Do not
6
remove. The
bearing
assembly is
not a
cardiagn.com
serviceable
component.
OUTPUT CARRIER TO OUTPUT SHAFT ASSEMBLE (6L80/6L90)
Fig. 16: Output Carrier To Output Shaft (6L80/6L90)


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Output Carrier Internal Front Gear
CAUTION:
Install the
gear flat side
down.
2 Failure to
install the
gear flat side
down may
result in
transmission
damage.
3 Output Shaft Assembly
Output Carrier Internal Gear Retaining Ring
NOTE:
cardiagn.com
Grasp the
4 output shaft
and carrier
with both
hands to
turn over.
OUTPUT CARRIER TO OUTPUT INTERNAL GEAR ASSEMBLE (6L80/6L90)
Fig. 17: Output Carrier Components & Internal Gear (6L80/6L90)
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Output Internal Gear Assembly
NOTE:
Grasp the
3 output shaft
and carrier
with both
hands to
turn over.
2-6 CLUTCH OVERHAUL

2-6 Clutch Plates Removal
cardiagn.com
Fig. 18: Identifying 2-6 Clutch Plate Components
2-6 Clutch Plates Removal

1 2-6 Clutch Backing Plate Retaining Ring
3 2-6 Clutch Plate Assembly (Qty: 5)
4 2-6 Clutch Plate (Qty: 5)
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2-6 Clutch Piston Replacement
cardiagn.com
Fig. 19: 2-6 Clutch Piston
2-6 Clutch Piston Replacement

2-6 Clutch Spring Retaining Ring (Tapered)
NOTE:
Ensure the
DT 47761
spring
compressor
1 is centered
over the
clutch
spring.
Special Tool
DT 47761 Clutch Spring Compressor
2-6 Clutch Spring
2
30 of 134 2/22/2019, 9:06 PM

CAUTION:
Ensure
2-6 ClutchthePiston Assembly
spring tabs
are
NOTE:facing
down
It mayduring
be
installation
necessary to
3 and
apply that
air the
to
tabs fit
the apply
between
passage the in
teeth
order toon the
piston.
unseat the
Failure
piston. to do
so may
cause
2-6 Clutch Plates Installation
damage to
the clutch
assembly.
Fig. 20: 2-6 Clutch Plates

Courtesy of GENERAL MOTORS COMPANY cardiagn.com
2-6 Clutch Plates Installation
2-6 Clutch Plates (Qty: 5)
NOTE:
2
Alternate
between
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steel and
fiber clutch
plates.
2-6 Clutch Plate Assembly (Qty: 5)
NOTE:
Alternate
3
between
steel and
fiber clutch
plates.
2-6 Clutch Backing Plate Retaining Ring (Flat)
CAUTION:
When
cardiagn.com
installed, the
open end of
the snap
ring must
orient away
from the
slotted and
scalloped
areas of the
center
support
assembly.
Ideal
orientation
5 location
should be at
the 3 o'clock
or 9 o'clock
position of
the center
support,
when facing
the pan side
of the case.
Orienting the
snap ring
opening with
either the
scalloped or
slotted areas
of the center
support may
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cause
transmission
damage.
Procedure
Be sure to install the retaining ring gap at the 9 o'clock or 3 o'clock position, as indicated by
the arrows.
2-6 Clutch Apply Passage
NOTE:
Apply air to
6 verify proper
installation
of all 2-6
clutch
components.
cardiagn.com
LOW AND REVERSE CLUTCH OVERHAUL
Low and Reverse Clutch Plate Removal
Fig. 21: Low And Reverse Clutch Plate

Low and Reverse Clutch Plate Removal

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1 Low and Reverse Clutch Backing Plate Retaining Ring
3 Low and Reverse Clutch Plate Assembly (Qty: 5)
4 Low and Reverse Clutch Plate (Qty: 5)
Low and Reverse Clutch Piston Removal
cardiagn.com
Fig. 22: Low And Reverse Clutch Piston
Low and Reverse Clutch Piston Removal

Low and Reverse Clutch Spring Retaining Ring
CAUTION:
Ensure the
DT 47779
contacts the
sprag
1
assembly
and not the
sprag
retaining
ring.
Damage to
the sprag
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may result.
Special Tool
Low Clutch Sprag Assembly
NOTE:
A blue colored
ring may be
present on the
outer splines
of the low
clutch sprag
assembly.
2 This is a
cardiagn.com
normal
condition
caused by
heat treating
during
manufacturing
and does not
indicate need
for
replacement.
3 Low and Reverse Clutch Spring
Low and Reverse Clutch Piston Assembly
NOTE:
It may be
necessary to
4 apply air to
the apply
passage in
order to
unseat the
piston.
Low Clutch Sprag Seal
CAUTION:
5
Refer to Seal
Reuse
Caution .
Low and Reverse Clutch Piston Installation
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cardiagn.com
Fig. 23: Low And Reverse Clutch Piston
Low and Reverse Clutch Piston Installation

Low and Reverse Clutch Piston Assembly
NOTE:
Lubricate
the inner
and outer
sealing
surfaces of
the piston
assembly
1 with
automatic
transmission
fluid (ATF) in
order to
ease
installation
into the
center
support
assembly.
36 of 134 2/22/2019, 9:06 PM

Low Clutch Sprag Seal
CAUTION:
Refer to Seal
Reuse
Caution .
NOTE:
Apply ATF to
2 the DT 47780
low clutch
sprag seal
cone to ease
seal
installation.
cardiagn.com
Special Tool
DT 47780 Low Clutch Sprag Seal Cone
Low and Reverse Clutch Spring
CAUTION:
Ensure the
spring tabs
are facing up
during
3
installation.
Failure to do
so may
cause
damage to
the clutch
assembly.
Low Clutch Sprag Assembly
NOTE:
Verify that
the low
clutch
4 sprag is
operating
correctly.
Refer to
the
illustration
for proper
freewheel
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direction.
Ensure
the
missing
splines on
the sprag
assembly
are
aligned
with the
missing
splines on
the center
support
hub.
Low and Reverse Clutch Spring Retaining Ring
cardiagn.com
CAUTION:
Ensure the
DT 47779
contacts the
sprag
assembly
and not the
sprag
retaining
ring.
Damage to
the sprag
may result.
5 CAUTION:
The
retaining
ring gap
must be
aligned with
the 3
missing
splines on
the center
support hub.
Failure to do
so may
cause
damage to
the clutch
38 of 134 2/22/2019, 9:06 PM

assembly.
Special Tools
DT 47778-1 Low Clutch Sprag Retaining Ring Cone

DT 47778-2 Low Clutch Sprag Retaining Ring Pusher
Low and Reverse Clutch Plate Installation
cardiagn.com
Fig. 24: Low And Reverse Clutch Plate
Low and Reverse Clutch Plate Installation

2 Low and Reverse Clutch Plate (Qty: 5)
3 Low and Reverse Clutch Plate Assembly (Qty: 5)
Low and Reverse Clutch Backing Plate Retaining Ring
5 NOTE:
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Apply air to
verify proper
installation
of all low
and reverse
clutch
components.
LOW AND REVERSE CLUTCH BACKING PLATE RETAINING RING MEASUREMENT
cardiagn.com
Fig. 25: Low & Reverse Clutch Backing Plate Retaining Ring
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1. Install DT-47868-1 pack travel weight and DT-47868-4 travel weight adapter onto the low and
reverse clutch backing plate.
2. Attach the GE 8001 dial indicator set to the GE 26900-13 magnetic base and zero out the dial
indicator on the DT-47868-1 pack travel weight.
Special Tools
DT-47868-1 Pack Travel Weight

DT-47868-4 Clutch Travel Weight Adapter
GE 8001 Dial Indicator Set
GE 26900-13 Magnetic Base

Low and Reverse Backing Plate Retaining Ring
cardiagn.com
NOTE:
Apply
compressed
air to the
apply
passage hole,
at least 3
times and
observe the
dial indicator
measurement
each time.
1
This
action"fluffs"
the clutch
plates to
ensure an
accurate
measurement.
Refer to
Clutch
Backing Plate
Retaining
Ring
Specifications
.
4-5-6 CLUTCH DAMPENER OVERHAUL (6L80/6L90)
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Fig. 26: 4-5-6 Clutch Dampener Components

NOTE:
6L45 models
DO NOT
include a
4-5-6 clutch
dampener.
4-5-6 Clutch Dampener Retaining Ring
CAUTION:
Ensure the
retaining ring
is fully seated
when
installed.
1 Using a
screwdriver,
fully seat the
retaining ring
into the
groove by
pushing on
the inside
diameter
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around the
whole
circumference.
If the retaining
ring is not
fully seated,
transmission
damage will
result.
2 4-5-6 Clutch Dampener Apply Plate
4-5-6 Clutch Dampener
NOTE:
Dry and inspect
the clutch
dampener for the
following
cardiagn.com
conditions:
Pitting
3 Flaking
Delamination
Wear
Glazing
Cracking
If any of these
conditions are
found, replace the
dampener.
4-5-6 CLUTCH OVERHAUL

4-5-6 Clutch Plates Removal
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cardiagn.com
Fig. 27: View Of 4-5-6 Clutch Plates (6L80/6L90)
4-5-6 Clutch Plates Removal

1 4-5-6 Clutch Backing Plate Retaining Ring
3 4-5-6 Clutch Plate Assembly (Qty: 6)
4 4-5-6 Clutch Plate (Qty: 6)
4-5-6 Clutch Piston Removal
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cardiagn.com
Fig. 28: 4-5-6 Clutch Piston
4-5-6 Clutch Piston Removal

4-5-6 Clutch Piston Dam Retaining Ring
CAUTION:
Use care
when
compressing
the 4-5-6
clutch piston
assembly,
spring and
dam
1 assembly.
Compressing
the dam
assembly
too much
may damage
it.
CAUTION:
Refer to
Retaining
45 of 134 2/22/2019, 9:06 PM

Ring Reuse
Caution .
Special Tool
J 43074 Clutch Spring Compressor
4-5-6 Clutch Piston Dam Assembly
NOTE:
It may be
necessary to
2
apply air
pressure to
remove the
dam and
piston.
3 4-5-6 Clutch Spring
cardiagn.com
4-5-6 Clutch Piston Assembly
NOTE:
It may be
4 necessary to
apply air
pressure to
remove the
piston.
Turbine Shaft Fluid Seal Ring Replacement
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Fig. 29: Turbine Shaft Fluid Seal Ring
Turbine Shaft Fluid Seal Ring Replacement

Inspect the turbine shaft fluid passages and splines.

Clean any plugged passages.
Turbine Shaft Fluid Seal Ring (Qty: 3)
CAUTION:
Do not use
old seal
rings. Install
NEW seal
rings.
1 Reusing old
seal rings
may cause
internal
transmission
leaks and
transmission
damage.
47 of 134 2/22/2019, 9:06 PM

CAUTION:
Size the fluid
NOTE:
seal rings
for at least
Adjust the 5
minutes
turn screw
after
on DT
installation
47768-1 seal
to obtain
protector
proper seal
and install
ringbottom
the size.
Failure
seal ring to do
so may
first.
cause
internalTools
Special
transmission
leaksDT and47768-1 Seal Protector
transmission
DT 47768-2 Seal Pusher
cardiagn.com
damage.
DT 47768-3 Seal Sizer
4-5-6 Clutch Piston Installation
Fig. 30: 4-5-6 Clutch Piston

4-5-6 Clutch Piston Installation
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4-5-6 Clutch Spring
CAUTION:
Ensure the
spring tabs
are facing up
during
2
installation.
Failure to do
so may
cause
damage to
the clutch
assembly.
4-5-6 Clutch Piston Dam Assembly
cardiagn.com
NOTE:
Lubricate
the inner
and outer
sealing
surfaces of
the dam
3 assembly
with
automatic
transmission
fluid (ATF) in
order to
ease
installation
into the
piston.
4-5-6 Clutch Piston Dam Retaining Ring
CAUTION:
Use care
when
compressing
the 4-5-6
4 clutch piston
assembly,
spring and
dam
assembly.
Compressing
the dam
49 of 134 2/22/2019, 9:06 PM

assembly
too much
may damage
it.
CAUTION:
Refer to
Retaining
Ring Reuse
Caution .
NOTE:
Apply air to
verify proper
installation
of all 4-5-6
clutch
cardiagn.com
components.
The piston
should apply
and release
smoothly.
Special Tool
J 43074 Clutch Spring Compressor
4-5-6 Clutch Plates Installation
50 of 134 2/22/2019, 9:06 PM

cardiagn.com
Fig. 31: 4-5-6 Clutch Plates
4-5-6 Clutch Plates Installation

2 4-5-6 Clutch Plate (Qty: 6)
3 4-5-6 Clutch Plate Assembly (Qty: 6)
4-5-6 Clutch Backing Plate Retaining Ring
NOTE:
After the
retaining ring
is installed,
determine
clutch piston
travel in order
5 to verify if the
correct
selective
retaining ring
is being used.
Refer to 4-5-6
Clutch
Backing Plate
Retaining
51 of 134 2/22/2019, 9:06 PM

Ring
Measurement.
4-5-6 CLUTCH BACKING PLATE RETAINING RING MEASUREMENT
cardiagn.com
Fig. 32: Measuring 4-5-6 Clutch Backing Plate Retaining Ring

1. Install the clutch assembly into a hole in the workbench

2. Zero out the dial indicator on the DT 47868-1 pack travel weight.
Special Tools
DT 47868-1 Pack Travel Weight


4-5-6 Clutch Apply Passage
1 NOTE:
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While using
one finger to
block the top
passage hole
on the turbine
shaft, apply
compressed
air to the
opposite top
passage hole,
and observe
the dial
indicator
measurement.
Refer to
Clutch
Backing Plate
Retaining
cardiagn.com
Ring
Specifications
to determine
the correct
retainer.
1-2-3-4 AND 3-5 REVERSE CLUTCH OVERHAUL (6L80/6L90)

1-2-3-4 and 3-5 Reverse Clutch Plates Removal
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Fig. 33: 1-2-3-4 And 3-5 Reverse Clutch Plates
1-2-3-4 and 3-5 Reverse Clutch Plates Removal

1 3-5 Reverse Clutch Backing Plate Retaining Ring
3-5 Reverse Clutch Plate Assembly
Procedure
3
Remove Qty: 4 plates - 6L80
Remove Qty: 4 or 5 plates - Model Dependent - 6L90
3-5 Reverse Clutch Plate
Procedure
4
cardiagn.com

6 3-5 Reverse Clutch Apply Ring
7 1-2-3-4 Clutch Backing Plate Retaining Ring
8 1-2-3-4 Clutch Backing Plate
1-2-3-4 Clutch Plate Assembly
Procedure
9
1-2-3-4 Clutch Plate
Procedure
10
11 1-2-3-4 Clutch (Waved) Plate
1-2-3-4 Clutch Piston Removal
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cardiagn.com
Fig. 34: 1-2-3-4 Clutch Piston
1-2-3-4 Clutch Piston Removal

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1-2-3-4 Clutch Piston Dam Retaining Ring
CAUTION:
Use care
when
compressing
the 1-2-3-4
clutch spring
and dam
assembly.
Compressing
the dam
assembly
1 too much
may damage
it.
cardiagn.com
CAUTION:
Refer to
Retaining
Ring Reuse
Caution .
Special Tool
DT 38734 Intermediate Spring Compressor Adapter
3 1-2-3-4 Clutch Spring
1-2-3-4 Clutch Piston
Procedure
Inspect the 1-2-3-4 clutch piston for cracking and replace if damaged.
NOTE:
It may be
necessary
to apply
air to the
4 apply
passage
in order
to remove
the
piston.
Install the
1-2-3-4
clutch
housing
56 of 134 2/22/2019, 9:06 PM

onto the
torque
converter
(with fluid
pump)
housing
assembly
in order
to apply
air.
After air
is applied,
it may be
necessary
to turn
the
housing
cardiagn.com
assembly
upside
down and
carefully
tap the
housing
against a
flat
surface in
order to
release
the
piston.
3-5 Reverse Clutch Piston Removal
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cardiagn.com
Fig. 35: 3-5 Reverse Clutch Piston
3-5 Reverse Clutch Piston Removal

1. Install the 1-2-3-4 and 3-5 reverse clutch housing assembly onto the torque converter (with fluid
pump) housing assembly.
2. Apply hand pressure on the 1-2-3-4 clutch piston housing while applying compressed air to the
apply passage in order to unseat the 3-5 reverse clutch piston.
1-2-3-4 Clutch Piston Housing Retaining Ring
CAUTION:
Refer to
Retaining
1 Ring Reuse
Caution .
Special Tool
DT 47867 Adjustable Clutch Spring Compressor
3 3-5 Reverse Clutch Spring
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3-5 Reverse Clutch Piston
NOTE:
It may be
necessary to
turn the
housing
assembly
4 upside down
and carefully
tap the
housing
against a flat
surface in
order to
release the
piston.
cardiagn.com
3-5 Reverse Clutch Air Bleed Inspection (6L80/6L90)
Fig. 36: Using Compressed Air To Ensure Unblocked Bleed Passage

3-5 Reverse Clutch Air Bleed Inspection (6L80/6L90)

1-2-3-4 and 3-5 Reverse Clutch Housing Assembly
1 Procedure
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Ensure the air bleed passage is clear and free from obstructions by using a fine wire and also
compressed air.
3-5 Reverse Clutch Housing Inspection Disassembled
cardiagn.com
Fig. 37: 3-5 Reverse Clutch Housing
3-5 Reverse Clutch Housing Inspection Disassembled

Procedure
1. Apply soap compound to weld area of housing.

1 2. Hold thumb over the air bleed passage.
3. For disassembled 1-2-3-4 and 3-5 reverse clutch housing spray compressed air onto
the housing / hub joint and inspect weld area for bubbles.
4. If bubbles are detected a new housing is required.
3-5 Reverse Clutch Housing Inspection Assembled
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cardiagn.com
Fig. 38: 3-5 Reverse Clutch Housing
3-5 Reverse Clutch Housing Inspection Assembled

Procedure
1. Apply soap compound to weld area of housing.

1 2. Hold thumb over the air bleed passage.
3. For fully assembled 1-2-3-4 and 3-5 reverse clutch housing spray compressed air into
the 3-5R clutch feed hole and inspect weld area for bubbles.
4. If bubbles are detected a new housing is required.
1-2-3-4 and 3-5 Reverse Clutch Piston Seals Replacement
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cardiagn.com
Fig. 39: 1-2-3-4 and 3-5 Reverse Clutch Piston Seals
1-2-3-4 and 3-5 Reverse Clutch Piston Seals Replacement

CAUTION:
Refer to Seal
Reuse
Caution .
Preliminary Procedure Lubricate all seals with automatic transmission fluid (ATF) prior to installation.
2 3-5 Reverse Clutch Piston Dam (O-Ring) Seal
1-2-3-4 Clutch Piston Inner Seal
CAUTION:
Do not
7 install a
NEW 1-2-3-4
clutch piston
inner seal
yet. A
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special tool
used to
install the
1-2-3-4
clutch piston
housing
retaining
ring may
damage the
seal if the
seal is
installed
prior to
installing the
retaining
ring. Refer to
3-5 Reverse
Clutch
cardiagn.com
Piston
Installation.
3-5 Reverse Clutch Piston Installation
Fig. 40: Installing 3-5 Reverse Clutch Piston

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3-5 Reverse Clutch Piston Installation
3-5 Reverse Clutch Spring
CAUTION:
Ensure the
clutch
spring is
centered on
the piston
2
with the tabs
facing up.
Failure to do
so may
cause
damage to
the clutch
cardiagn.com
assembly.
1-2-3-4 Clutch Piston Housing Retaining Ring
CAUTION:
Before using
the DT
47782-2,
push the
retaining
ring over the
DT 47782-1
by hand so
that the ring
is positioned
below the
4 tapered area
of the DT
47782-1. If
the ring is
positioned
above the
tapered area
when it is
being
installed, the
ring will
become
lodged
between
both tools
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and damage
to the tools,
retaining
ring, and
piston
housing will
result.
CAUTION:
Refer to
Retaining
Ring Reuse
Caution .
CAUTION:
Push the
retaining
cardiagn.com
ring down
over the
cone until
the ring
seats firmly
in the
retaining
ring groove.
The
retaining
ring will
make a
distinctive
click sound
when it
seats.
Failure to
properly
seat the
retaining
ring may
cause
damage to
the 3-5
reverse
clutch
assembly.
NOTE:
65 of 134 2/22/2019, 9:06 PM

Use a
screwdriver
in order to
verify the
retaining
ring is fully
seated into
the groove.
It may
appear as
though the
retaining
ring is not
fully seated,
since the
groove is
shallow by
design.
cardiagn.com
However,
this shallow
interface is
normal.
Special Tools
DT 47782-1 Retaining Ring Cone

DT 47782-2 Retaining Ring Installer

1-2-3-4 Clutch Piston Inner Seal
CAUTION:
Install a NEW
seal and
orientate as
shown.
Failure to do
5
so may
cause
internal
transmission
leaks and
damage to
the
transmission.
1-2-3-4 Clutch Piston Installation
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Fig. 41: 1-2-3-4 Clutch Piston
1-2-3-4 Clutch Piston Installation

1 1-2-3-4 Clutch Piston
1-2-3-4 Clutch Spring
CAUTION:
Ensure the
clutch
spring is
centered on
the piston
2
with the tabs
facing up.
Failure to do
so may
cause
damage to
the clutch
assembly.
1-2-3-4 Clutch Piston Dam Assembly
3 NOTE:
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Lubricate
the inner
and outer
surfaces of
the dam
assembly
with ATF in
order to
ease
installation
into the
piston.
Install the
tabs facing
up.
1-2-3-4 Clutch Piston Dam Retaining Ring
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CAUTION:
Use care
when
compressing
the 1-2-3-4
clutch spring
and dam
assembly.
Compressing
the dam
assembly
4 too much
may damage
it.
CAUTION:
Refer to
Retaining
Ring Reuse
Caution .
Special Tool
DT 38734 Intermediate Spring Compressor Adapter
1-2-3-4 Clutch Plate Installation
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Fig. 42: 1-2-3-4 Clutch Plate
1-2-3-4 Clutch Plate Installation

1-2-3-4 Clutch (Waved) Plate
CAUTION:
Ensure an
opening
between the
external
splines of
the waved
plate is
centered
1 over the
missing
snap ring
groove
punch in the
housing.
Failure to do
so may
cause
damage to
the clutch
assembly.
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1-2-3-4 Clutch Plate
CAUTION:
Ensure all
clutch plates
are centered
in the
housing.
When
installing the
first steel
clutch plate,
ensure an
opening
between the
external
splines is
centered
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over the
missing
snap ring
groove
2 punch in the
housing.
Align the
external
splines of
each
remaining
steel clutch
plate with
the first steel
clutch plate.
Failure to do
so may
cause
damage to
the clutch
assembly.
Procedure
Install Qty: 5 plates - 6L80

Install Qty: 5 or 6 plates - Model Dependent - 6L90
1-2-3-4 Clutch Plate Assembly
3 Procedure
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1-2-3-4 Clutch Backing Plate
CAUTION:
Align the
external
splines of
the backing
plate with
the external
splines of
the steel
clutch
plates.
Failure to do
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so may
cause
damage to
the clutch
4 assembly.
CAUTION:
Ensure the
1-2-3-4
Clutch
Backing
Plate is
installed
correctly to
prevent
mechanical
damage.
Procedure
If the plate has UP stamped on it, install that side up. If the plate has 3 circle marks spaced
120 degrees apart stamped on it, install that side up. If no identification marks are present,
install sharp edge up, chamfer side down.
1-2-3-4 Clutch Backing Plate Retaining Ring
CAUTION:
Depending on
5 the housing
configuration,
align the
retaining ring
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gap with the
missing snap
ring groove
punch in the
housing or
the offset
punch in the
housing.
Failure to do
so may cause
damage to
the clutch
assembly.
Procedure
After the retaining ring is installed, determine clutch piston travel in order to verify if the
correct selective retaining ring is being used. Refer to 1-2-3-4 Clutch Backing Plate
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Retaining Ring Measurement.
3-5 and Reverse Clutch Plate Installation
Fig. 43: 3-5 and Reverse Clutch Plate

3-5 and Reverse Clutch Plate Installation

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3-5 Reverse Clutch Apply Ring
CAUTION:
Ensure
apply ring
legs are
positioned
into the 3-5
reverse
1 clutch
piston.
Failure to do
so may
cause
damage to
the 3-5
reverse
clutch
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assembly.
3-5 Reverse Clutch Plate
Procedure
3
3-5 Reverse Clutch Plate Assembly
Procedure
4

3-5 Reverse Clutch Backing Plate Retaining Ring
CAUTION:
Depending on
the housing
configuration,
6 align the
retaining ring
gap with the
missing snap
ring groove
punch in the
housing or
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the offset
punch in the
housing.
Failure to do
so may cause
damage to
the clutch
assembly.
Procedure
1. After retaining ring is installed check 1-2-3-4 and 3-5 reverse clutch housing for weld
leak. Refer to 3-5 Reverse Clutch Housing Inspection Assembled earlier in this
procedure.
2. After the retaining ring is installed, determine clutch piston travel in order to verify if
the correct selective retaining ring is being used. Refer to 3-5 Reverse Clutch
Backing Plate Retaining Ring Measurement (6L80/6L90).
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1-2-3-4 and 3-5 Reverse Clutch Bearing Assembly Replacement
Fig. 44: 1-2-3-4 and 3-5 Reverse Clutch Bearing Assembly

1-2-3-4 and 3-5 Reverse Clutch Bearing Assembly Replacement

1 3-5 Reverse Clutch Bearing
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CAUTION:
Install the
NEW bearing
assembly
with the seal
side up.
Improper
installation of
the bearing
may cause
damage to
the
transmission.
CAUTION:
Do not use a
hammer or
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other
striking tool
that may
cause
damage to
the bearing
and housing.
Use care to
ensure the
bearing is
installed
slowly and
evenly using
an arbor
press
supporting
the inner
hub. Do not
support by
the housing
or fracture
will result.
CAUTION:
Do not reuse
the bearing.
Install a NEW
bearing.
Reusing an
old bearing
may cause
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damage to
the
transmission.
Procedure
Install the bearing flush to 0.3 mm (0.012 in) below the thrust surface.
Special Tools
DT 47865 Bearing Remover

DT 45124 Removal Bridge
1-2-3-4 CLUTCH BACKING PLATE RETAINING RING MEASUREMENT
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Fluid Passage Plug Kit Installation
Fig. 45: Fluid Passage Plug Kit

Fluid Passage Plug Kit Installation

Special Tools
DT-49291 Clutch Travel Air Passage Plug Kit
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Compensator Feed Fluid Passage - Outer
Procedure
Install the tapered oval fluid passage plug DT-49291-4 which is part of DT-49291 clutch
travel air passage plug kit , into the compensator feed fluid passage hole on the 1-2-3-4 and
3-5 reverse clutch support assembly.
NOTE:
The
compensator
1 feed fluid
passage
hole is the
top outer
hole on the
1-2-3-4 and
3-5 reverse
clutch
support
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assembly.
Compensator Feed Fluid Passage - Inner
Procedure
Install the round fluid passage plug DT-49291-5 which is part of DT-49291 clutch travel air
passage plug kit , into the compensator feed fluid passage hole inside the 1-2-3-4 and 3-5
reverse clutch support assembly.
NOTE:
The
compensator
2 feed fluid
passage
hole is the
middle inner
hole in the
1-2-3-4 and
3-5 reverse
clutch
support
assembly.
Procedure
1. Ensure that the 1-2-3-4 clutch plates, backing plate and retaining ring are installed.
3 2. Install the 1-2-3-4 and 3-5 reverse clutch housing onto the torque converter (with fluid
pump) housing assembly.
3. Install the applicable plug kit sleeve DT-49291-2 (6L80/6L90) or DT-49291-3
(6L45/6L50), cap DT-49291-1, bolt, washer and nut which are all part of DT-49291
clutch travel air passage plug kit.
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Apply Compressed Air and Measurement
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Fig. 46: 1-2-3-4 Clutch Backing Plate Retaining Ring
Apply Compressed Air and Measurement

1. Install the DT 47868-2 base adapter onto the torque converter housing.
2. Install DT 47868-1 travel weight and DT-47868-3 travel weight adapter onto the 1-2-3-4 clutch
backing plate.
3. Install the GE 26900-13 magnetic base onto DT 47868-2 base adapter.
4. Attach the GE 8001 dial indicator set to the GE 26900-13 magnetic base.
Special Tools
DT 47868-1 Clutch Pack Travel Weight

DT 47868-2 Magnetic Base Adapter
DT-47868-3 Clutch Travel Weight Adapter

Compensator Feed Fluid Passage
1 Procedure
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1. Apply compressed air to the compensator feed fluid passage.
2. Zero out the dial indicator J 8001 dial indicator set.
1-2-3-4 Clutch Apply Passage

Procedure
While Applying compressed air to the compensator feed fluid passage, simultaneously apply
2
compressed air to the 1-2-3-4 clutch apply passage. Do this at least 3 times and observe the
dial indicator measurement each time. Refer to Clutch Backing Plate Retaining Ring
Specifications .
3-5 REVERSE CLUTCH BACKING PLATE RETAINING RING MEASUREMENT (6L80/6L90)
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Fig. 47: 3-5 Reverse Clutch Backing Plate Retaining Ring

1. Install the 1-2-3-4 and 3-5 reverse clutch housing with the 1-2-3-4 and 3-5 reverse clutch plates
installed, onto the torque converter housing.
2. Install the DT 47868-2 magnetic base adapter onto the torque converter housing.
3. Install DT 47868-1 clutch pack travel weight onto the 3-5 reverse clutch backing plate.
4. Install the J 26900-13 magnetic base onto DT 47868-2 magnetic base adapter.
5. Attach the J 8001 dial indicator set to the J 26900-13 magnetic base and zero out the dial indicator
on the DT 47868-1 clutch pack travel weight.
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Special Tools
DT 47868-1 Clutch Pack Travel Weight

DT 47868-2 Magnetic Base Adapter
J 8001 Dial Indicator Set
J 26900-13 Magnetic Base

3-5 Reverse Clutch Apply Passage
NOTE:
Apply
compressed
air to the
apply
passage hole,
and observe
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1 the dial
indicator
measurement.
Refer to
Clutch
Backing Plate
Retaining
Ring
Specifications
.
TORQUE CONVERTER HOUSING WITH FLUID PUMP DISASSEMBLE
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CAUTION:
Do not
loosen or
remove the 6
bolts
securing the
clutch
support to
the pump
cover
assembly.
These bolts
have been
installed and
torqued only
after specific
clutch
support
rotational
requirements
have been
met. If the
clutch
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support is
not installed
properly,
damage to
the
transmission
will occur.
2 Bolt M6 x 40 (Qty: 13)
3 Fluid Pump Cover Assembly
4 Fluid Pump Vane Ring
5 Fluid Pump Rotor
6 Fluid Pump Vanes (Qty: 13)
7 Fluid Pump Rotor Guide
9 Fluid Pump Slide Outer Spring
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10 Fluid Pump Slide
11 Fluid Pump Slide (O-Ring) Seal
12 Fluid Pump Slide Fluid Seal Ring
13 Fluid Pump Slide Seal
14 Fluid Pump Slide Seal Support
15 Fluid Pump Slide Pivot Pin
FLUID PUMP COVER CLEANING AND INSPECTION
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Fig. 49: Fluid Pump Cover

WARNING:
Valve
springs can
be tightly
compressed.
Use care
when
removing
retainers
and plugs.
Personal
injury could
result.
Preliminary Procedure Clean and inspect all components and machined surfaces.
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1 Pressure Regulator Valve Train
2 Converter Feed Limit Valve Train
3 Pressure Relief Ball Valve and Spring
4 TCC Control Valve and Spring
5 A/Trans Fluid Pump Locator Pin
1-2-3-4 AND 3-5 REVERSE CLUTCH FLUID SEAL RING INSTALLATION (6L80/6L90)
Fig. 50: 1-2-3-4 And 3-5 Reverse Clutch Fluid Seal Ring
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CAUTION:
Do not use
old seal
rings. Install
NEW seal
rings.
Reusing old
seal rings
may cause
internal
transmission
leaks and
transmission
damage.
1 1-2-3-4 and 3-5 Reverse Clutch Fluid Seal Rings - Inner O-ring (Qty: 3)
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2 1-2-3-4 and 3-5 Reverse Clutch Fluid Seal Rings - Outer (Qty: 3)
TORQUE CONVERTER HOUSING CLEANING AND INSPECTION
Fig. 51: Torque Converter Housing


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1. Thoroughly clean the torque converter housing assembly, including threads, with clean solvent.
2. Clean sealing surfaces.
3. Inspect all threaded holes. If necessary, repair any thread damage.
Line Pressure Test Hole Plug
CAUTION:
Use care
when
tightening
the line
pressure
test hole
plug. Do not
use a socket
extension,
which could
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cause side-
1 loading and
potentially
crack the
transmission
case
assembly.
CAUTION:
Refer to
Fastener
Caution .
Tighten
11 N.m (97 lb in)
2 A/Trans Vent Pipe
Trans Fluid Cooler Pipe Fitting Seal
CAUTION:
Refer to Seal
Reuse
Caution .
3
NOTE:
Refer to
Transmission
Fluid Cooler
Pipe Seal
Replacement.
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TORQUE CONVERTER FLUID SEAL REPLACEMENT
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Fig. 52: Torque Converter Fluid Seal

1 Torque Converter Fluid Seal Retaining Ring
Torque Converter Fluid Seal Assembly
NOTE:
The seal can
be installed
2 by hand.
Special Tool
EN 45000 Seal Remover
TRANSMISSION FLUID COOLER PIPE SEAL REPLACEMENT
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Fig. 53: Transmission Fluid Cooler Pipe Seal

Trans Fluid Cooler Pipe Fitting Seals (Qty: 2)
Special Tools
1 DT 47770 Seal Installer

DT 45201 Cooler Line Seal Remover
FLUID PUMP SELECTIVE MEASUREMENT
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Fig. 54: Fluid Pump Selective & Bolt Tightening Sequence

1. Clean and inspect all components and machined surfaces.

2. After cleaning the transmission components, allow to air dry. Do not use cloth or paper towels in
order to dry any transmission components.
Fluid Pump Slide
Procedure
1 1. Install an existing and/or undamaged pump slide.
2. Place gauging plastic in three locations on the pump slide surface facing the pump
cover, up.

Fluid Pump Rotor Guide
NOTE:
Align the
3 rotor guide
tabs to the
notches on
the bottom
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of the rotor.
Fluid Pump Rotor
Procedure
4 1. Install an existing and/or undamaged pump rotor.
2. Place gauging plastic in three locations on the pump rotor surface facing the pump
cover, up.

Fluid Pump Cover Bolts M6 x 40 (Qty: 13)
CAUTION:
Refer to
Fastener
Caution .
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Procedure
1. Hand tighten the bolts.

6 2. Tighten the fluid pump cover bolts in the sequence shown.
3. Remove the pump cover bolts and the pump cover.
4. Using the measuring device provided with the gauging plastic kit, measure the
gauging plastic on the rotor and the slide, see inset drawings. Choose the correct
selective rotor and or slide, based on the slide and rotor to fluid pump body end play
specifications. Refer to Fluid Pump Selective Specifications .
5. Remove the gauging plastic and clean the rotor and slide surfaces.
Tighten
11 N.m (97 lb in)
TORQUE CONVERTER HOUSING WITH FLUID PUMP ASSEMBLE
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1 Fluid Pump Slide Fluid Seal Ring
2 Fluid Pump Slide (O-Ring) Seal
Fluid Pump Slide Seal Support
NOTE:
The seal
4
support is
circular. The
seal is
rectangular.
5 Slide Seal
Fluid Pump Slide
NOTE:
If installing a
NEW pump
6 slide into the
torque
converter
housing,
ensure to
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properly
select the
correct rotor
and slide
before
performing
this
procedure.
Refer to Fluid
Pump
Selective
Measurement,
and Fluid
Pump
Selective
Specifications
.
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7 Fluid Pump Slide Outer Spring
Fluid Pump Rotor Guide
CAUTION:
Align the
rotor guide
tabs to the
notches on
9
the bottom
of the rotor.
Failure to do
so may
cause
transmission
damage.
Fluid Pump Rotor
NOTE:
If installing a
NEW pump
rotor into the
torque
10 converter
housing,
ensure to
properly
select the
correct rotor
and slide
before
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performing
this
procedure.
Refer to Fluid
Pump
Selective
Measurement,
and Fluid
Pump
Selective
Specifications
.
11 Fluid Pump Vanes (Qty: 13)
FLUID PUMP COVER INSTALLATION
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Fig. 56: Fluid Pump Cover

Preliminary Procedure
NOTE:
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Do not use
abrasive
cleaning
pads that
can remove
material or
leave
abrasive
residue in
the parts.
NOTE:
Do not
immerse the
pump cover
in a parts
cleaner with
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used solvent
that can
leave dirt /
grit / residue
in the parts.
Inspect the service pump cover and pressure regulator valve for signs of rust inhibitor (RI) that may
prevent the pressure regulator from operating properly before installing the pump cover. Excessive RI can
be removed with solvent, light penetrating oil or carburetor cleaner.
Fluid Pump Cover Bolts M6 x 40 (Qty: 13)
2 NOTE:
Hand tighten
only.
Alignment Tool and Bolt
CAUTION:
Refer to
Fastener
Caution .
3 Procedure
1. Center the DT 46664 pump cover alignment tool around the fluid pump cover
assembly in the 9 o'clock position and tighten the alignment bolt.
2. Tighten the fluid pump cover bolts in the sequence shown.
Tighten
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11 N.m (97 lb in)
Special Tools
DT 46664 Pump Cover Alignment Tool
1-2-3-4 and 3-5 Reverse Clutch Housing Thrust Washer
NOTE:
Install a
4 NEW
washer. Do
NOT reuse
the old
washer.
CONTROL VALVE BODY ASSEMBLY DISASSEMBLE

Input and Output Speed Sensor Assembly Removal
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Fig. 57: Input And Output Speed Sensor Assembly
Input and Output Speed Sensor Assembly Removal

1 Bolt M6 x 20 (Qty: 2)
Speed Sensor Electrical Connector
2
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NOTE:
3 ReleaseInput
A/Trans the and Output Speed Sensor Assembly
connector
A/Trans Input and Output Speed Sensor Wiring Harness Clip (Qty: 2)
lock before
disconnecting.
NOTE:
4 Inspect the
clips and
replace if
damaged.
Manual Shaft Detent Assembly and Manual Shift Shaft Position Switch Removal
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Fig. 58: Manual Shaft Detent Assembly and Manual Shift Shaft Position Switch
Manual Shaft Detent Assembly and Manual Shift Shaft Position Switch Removal
1 Bolt M6 x 14.5
3 Bolt M5 x 55
A/Trans Manual Shift Shaft Position Switch Assembly Electrical Connector
NOTE:
4
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Release the
connector
lock before
disconnecting.
Control Solenoid Valve Assembly Removal
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Fig. 59: Control Solenoid Valve Assembly
Control Solenoid Valve Assembly Removal

1 Bolt M5 x 53 (Qty: 2)
2 Bolt M5 x 55 (Qty: 4)
3 Bolt M5 x 45 (Qty: 5)
Control Solenoid (w/Body and TCM) Valve Assembly
CAUTION:
Use care
when
4
handling the
control valve
body
assembly. If
dropped,
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damage to
the control
solenoid
valve body
assembly
internal
components,
including the
transmission
control
module
(TCM), may
result.
Filter Plate Assembly
CAUTION:
Use care when
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removing or
installing the
filter plate
assembly. A
broken or
missing
retaining tab
may not
adequately
secure the
filter plate to
the control
solenoid valve
assembly,
5
resulting in
possible
damage or
contamination.
CAUTION:
Discard the
filter plate.
Replace with
a NEW filter
plate.
Reusing an
old filter
plate may
cause
damage to
the control
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solenoid
valve
assembly.
Upper and Lower Valve Bodies Disassemble
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Fig. 60: Upper and Lower Valve Bodies
Upper and Lower Valve Bodies Disassemble

1 Bolt M5 x 36 (Qty: 12)
2 Bolt M5 x 45 (Qty: 5)
3 Bolt M5 x 55
Control Valve Lower Body Assembly
Procedure
4
Separate the upper and lower valve bodies by carefully prying at the point indicated.
Control Valve Lower Body Assembly Cleaning and Inspection
Control Valve Body Spacer (w/Gasket) Plate Assembly
CAUTION:
Do not use
5
the old
spacer plate.
Install a
NEW spacer
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plate.
Reusing an
old spacer
plate may
cause
internal
transmission
leaks and
transmission
damage.
Control Valve Body Ball Check Valve (Qty: 8)
NOTE:
Note the
6
position of
the ball
check
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valves.
Control Valve Upper Body Assembly
NOTE:
For
additional
information
regarding
the control
valve upper
7
body
assembly.
Control
Valve Upper
Body
Assembly
Cleaning
and
Inspection
CONTROL VALVE LOWER BODY ASSEMBLY CLEANING AND INSPECTION
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Fig. 61: Cleaning Control Valve Lower Body Assembly

WARNING:
Valve
springs can
be tightly
compressed.
Use care
when
removing
retainers
and plugs.
Personal
injury could
result.
CAUTION:
After
cleaning the
transmission
components,
allow to air
dry. Do not
use cloth or
paper towels
in order to
dry any
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transmission
components.
Lint from the
towels can
cause
component
failure.
CAUTION:
Do not reuse
cleaning
solvents.
Previously
used
solvents
may deposit
sediment
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which may
damage the
component.
Preliminary Procedure Clean and inspect all valve components and the valve body. The control valve
lower body is replaceable only as an assembly.
1 Clutch Piston Dam Feed Regulator Valve Train
2 Clutch Select Solenoid Valve 3 Train
3 Clutch Select Solenoid Valve 2 Train
4 Manual Valve
5 TCC Regulator Apply Valve Train
CONTROL VALVE UPPER BODY ASSEMBLY CLEANING AND INSPECTION
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Fig. 62: Cleaning Control Valve Upper Body Assembly

WARNING:
Valve
springs can
be tightly
compressed.
Use care
when
removing
retainers
and plugs.
Personal
injury could
result.
CAUTION:
Do not
remove the
exhaust
backfill
pressure
relief
retainer,
spring, or
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ball valve
(refer to
arrow in
above
illustration
for location).
The retainer
is set to a
precise
depth.
Replacement
of this
retainer
could cause
internal
transmission
damage.
cardiagn.com
CAUTION:
After
cleaning the
transmission
components,
allow to air
dry. Do not
use cloth or
paper towels
in order to
dry any
transmission
components.
Lint from the
towels can
cause
component
failure.
CAUTION:
Do not reuse
cleaning
solvents.
Previously
used
solvents
may deposit
sediment
which may
damage the
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component.
Preliminary Procedure Clean and inspect all valve components, locating pins, and the valve body. The
control valve upper body is replaceable only as an assembly.
1 Clutch Boost Valve Train
2 1-2-3-4 Clutch Regulator Valve Train
3 3-5 Reverse Clutch Regulator Valve Train
5 2-6 Clutch Regulator Valve Train
7 CBR1/4-5-6 Clutch Regulator Valve Train
8 Actuator Feed Limit Valve Train
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CONTROL VALVE BODY ASSEMBLY ASSEMBLE
Upper to Lower Control Valve Body Assembly Assemble
Fig. 63: Upper to Lower Control Valve Body Assembly

Upper to Lower Control Valve Body Assembly Assemble
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Control Valve Body Ball Check Valve (Qty: 8)
CAUTION:
Do not use
any type of
grease or
other
material to
hold the
check ball
valves in
place during
assembly.
Grease will
cause the
valves to not
1 operate
properly,
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resulting in
damage to
the
transmission.
NOTE:
For
additional
information
regarding
ball check
valve
location. Ball
Check Valve
Locations
Control Valve Body Spacer (w/Gasket) Plate Assembly
CAUTION:
Do not use
the old
spacer plate.
Install a
2 NEW spacer
plate.
Reusing an
old spacer
plate may
cause
internal
transmission
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leaks and
transmission
damage.
Control Valve Lower Body Assembly
NOTE:
Turn the
3 valve body
assembly
over after
installing to
upper body.
Bolt M5 x 36 (Qty: 12)
CAUTION:
Refer to
Fastener
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4 Caution .
Procedure
Tighten the bolts in the sequence shown.
Tighten
8 N.m (71 lb in).
Filter Plate Installation
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Fig. 64: Filter Plate
Filter Plate Installation

CAUTION:
Use care
when
handling the
control valve
body
assembly. If
dropped,
damage to
the control
solenoid
valve body
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assembly
internal
components,
including the
transmission
control
module
(TCM), may
1 result.
CAUTION:
Discard the
filter plate.
Replace with
a NEW filter
plate.
Reusing an
old filter
plate may
cause
damage to
the control
solenoid
valve
assembly.
NOTE:
Use care
when
removing or
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installing the
filter plate
assembly.
However, if a
retaining tab
is broken or
missing, do
not replace
the control
solenoid
valve
assembly.
The filter
plate
assembly
can still be
adequately
aligned.
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Control Solenoid Valve Assembly Installation
Fig. 65: Control Solenoid Valve Assembly

Control Solenoid Valve Assembly Installation

1 Control Solenoid (w/Body and TCM) Valve Assembly
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NOTE:
Note the
locator pin
on the
control valve
lower body
assembly
while
aligning the
control
solenoid
valve
assembly.
2 NOTE:
Hand tighten
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only.
3 NOTE:
Hand tighten
only.
4 NOTE:
Hand tighten
only.
Manual Shift Shaft Position Switch Installation
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Fig. 66: Manual Shift Shaft Position Switch
Manual Shift Shaft Position Switch Installation

Manual Valve Link
NOTE:
Align the
2 switch
activator
slide with
the manual
valve link.
Bolt M5 x 55
3 NOTE:
Hand tighten
only.
A/Trans Manual Shift Shaft Position Switch Harness Clip
NOTE:
4 The wiring
harness clip
on the manual
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shift shaft
position
switch does
not need to be
replaced if
damaged or
missing. The
clip functions
only as a
manufacturing
assembly aid
to keep the
harness clear
during an
automated
bolt
installation
process. If the
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clip is
damaged,
simply
remove and
discard.
A/Trans Manual Shift Shaft Position Switch Electrical Connector
NOTE:
Connect and
lock the
manual shift
shaft
5 position
switch
electrical
connector to
the control
solenoid
valve
assembly.
Valve Body, Control Solenoid Torque Sequence
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Fig. 67: Control Solenoid Torque Sequence
Valve Body, Control Solenoid Torque Sequence

CAUTION:
Bolt torque
sequencing
is critical to
the proper
function of
the control
solenoid
valve
assembly.
Failure to
follow the
required
sequencing
may result in
transmission
malfunction.
1. Hand tighten the last 6 bolts before final torque sequence.

2. The 2 "heat sink" bolts must be tightened last.
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1 Bolts M5 x 45 (Qty: 5)
Bolt M5 x 55
CAUTION:
Refer to
Fastener
2 Caution .
Procedure
Tighten all 18 bolts in the sequence shown.
Tighten
8 N.m (71 lb in).
Control Solenoid Valve Assembly Contact Gap Inspection
Fig. 68: Inspecting Control Solenoid Valve Assembly Contact Gap cardiagn.com
Control Solenoid Valve Assembly Contact Gap Inspection

Control Solenoid (w/Body and TCM) Valve Assembly
NOTE:
1
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Inspect the
contact area
between the
"heat sink"
area of the
control
solenoid
valve
assembly
and the
valve body.
There
should be no
visible gap.
If a gap
exists,
loosen all 18
bolts and
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retighten in
the required
sequence.
Input and Output Speed Sensor Assembly Installation
Fig. 69: Input and Output Speed Sensor Assembly

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Input and Output Speed Sensor Assembly Installation
1 A/Trans Input and Output Speed Sensor Wiring Harness Clip (Qty: 2)
2 A/Trans Input and Output Speed Sensor Assembly
CAUTION:
Refer to
3 Fastener
Caution .
Tighten
12 N.m (106 lb in)
CENTER SUPPORT, OUTPUT CARRIER AND OUTPUT SHAFT INSTALLATION (6L80/6L90)
Fig. 70: Center Support, Output Carrier and Output Shaft

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Output Carrier Assembly and Output Shaft Assembly
2 CAUTION:
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Apply
automatic
transmission
fluid (ATF) to
the inside
diameter of
the output
shaft seal
before
installing the
output shaft
assembly
into the
case. Failure
to lube the
seal may
cause the
seal to roll
cardiagn.com
during
output shaft
installation,
which will
result in
transmission
damage.
CAUTION:
Ensure the
DT 47786 is
completely
threaded
into the
output shaft
assembly.
Due to the
weight of the
assembly,
incomplete
threading
may cause
the
assembly to
break free
from the DT
47786,
causing
component
damage.
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Special Tools
DT 47786 Output Carrier/Shaft Lifting Tool
Center Support Assembly
NOTE:
When the
center
support
assembly
is
properly
installed,
the fluid
passages
should
align with
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the fluid
passage
3 seal
bores in
the case
assembly.
It may be
necessary
to rotate
the output
shaft by
hand in
order to
fully
install the
center
support
assembly.
Center Support Retaining Ring
WARNING:
Use care
when
removing or
4 installing the
retaining
ring. Ensure
the J 45126
and DT
47773 are
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installed
properly
onto the
retaining
ring or
bodily injury
may occur.
CAUTION:
Ensure the
retaining
ring is
installed
with the
tapered side
up, and in
the 9 o'clock
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position
from the pan
side of the
case. Failure
to properly
install the
retaining
ring will
cause
transmission
damage.
Special Tools
DT 47773 Snap Ring Pliers Adapter Set

J 45126 Snap Ring Pliers
1-2-3-4 AND 3-5 REVERSE CLUTCH ASSEMBLY AND 4-5-6 CLUTCH ASSEMBLY INSTALLATION
(6L80/6L90)
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Fig. 71: 1-2-3-4 And 3-5 Reverse Clutch Assembly And 4-5-6 Clutch Assembly

2 2-6 and 3-5 Reverse Clutch (with Output Carrier Outer Sun Gear Shaft) Hub Assembly
4 1-2-3-4 Clutch (with Output Carrier Inner Sun Gear Shaft) Hub Assembly
4-5-6 Clutch (with Output Carrier Shaft and Dampener) Hub Assembly
NOTE:
Refer to
4-5-6 Clutch
6
Dampener
Overhaul
(6L50/80/90)
for complete
inspection.
8 4-5-6 (with Turbine Shaft) Clutch Assembly
Input Sun Gear Thrust Bearing
NOTE:
9
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Thrust
bearing
snaps onto
input carrier
assembly.
Input Carrier Assembly
NOTE:
The spline
on the input
carrier
11
installs up
into the
1-2-3-4 and
3-5 reverse
clutch
cardiagn.com
housing.
12 Input Sun Gear
1-2-3-4 and 3-5 Reverse Clutch Assembly
NOTE:
Wiggle the
DT 47781
clutch
assembly
installer in
order to
align the
1-2-3-4 and
3-5 reverse
clutch plates
with the
13 external
splines of
the 4-5-6
clutch
assembly. To
verify that
the 1-2-3-4
and 3-5
reverse
clutch
assembly is
fully
installed, lift
up on the
turbine
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shaft. There
should not
be any
noticeable
slack.
Special Tool
DT 47781 C1234 35R Clutch Assembly Installer
TORQUE CONVERTER HOUSING WITH FLUID PUMP INSTALLATION
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Fig. 72: Torque Converter Housing & Fluid Pump

1 NEW Fluid Pump Seal
Torque Converter (with Fluid Pump) Housing Assembly
CAUTION:
Ensure the
2 turbine shaft
(O-ring) seal
is not
installed
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prior to
installing the
torque
converter
housing
assembly.
The seal
may become
cut or
damaged
during
installation
of the torque
converter
housing
assembly.
Bolts M10 x 50 (Qty: 9)
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CAUTION:
Refer to
Fastener
3 Caution .
Procedure
Tighten in the sequence shown.
Tighten
72 N.m (53 lb ft)
4 NEW Turbine Shaft (O-Ring) Seal
PROPELLER SHAFT FRONT SLIP YOKE OIL SEAL REPLACEMENT
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Fig. 73: Propeller Shaft Front Slip Yoke Oil Seal

Output Shaft Seal Assembly
Special Tools
DT-48021 Seal Installer (6L90)

1
J 8092 Driver Handle (6L90)
J 38869 Output Shaft Seal Installer (6L80)
J 45000 Seal Remover
CONTROL VALVE BODY ASSEMBLY INSTALLATION
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Fig. 74: Control Valve Body Assembly

1 NEW Fluid Pump Seal Assembly
2 NEW Fluid Pump Seal Assembly
NEW Center Support Fluid Passage Seal Assembly
NOTE:
There are
two different
designs for
the Center
3 Support
Fluid
Passage
Seal. The
design for
6L45/50
(MYA/MYB)
models
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utilizes tabs.
The design
for 6L80/90
(MYC/MYD)
models does
not have
tabs.
Control Valve Body Assembly
CAUTION:
The control
valve body
assembly
needs to be
lowered into
place
vertically,
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with no
lateral
movement.
Lateral
movement
can damage
the pass
4 through
connector
pins and/or
the oil
transfer
seals.
NOTE:
Align the
manual shift
shaft
position
switch
activator
slide with
the detent
lever guide
pin.
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CAUTION:
Refer to
Fastener
Caution .
5
Procedure
Tighten in the sequence shown.
Tighten
8 N.m (71 lb in).
Special Tool
AUTOMATIC TRANSMISSION ELECTRICAL CONNECTOR PASSAGE SLEEVE INSTALLATION
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Fig. 75: Automatic Transmission Electrical Connector Passage Sleeve

1 NEW Automatic Transmission Wiring Connector Seal
2 NEW Automatic Transmission Wiring Connector Seal - O-Ring (Qty: 2)
3
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CAUTION:
Orientate the
alignment
Specification
tab inside
14-16 mm
the passage
sleeve with
Special
the slotTools
in
the electrical
DT 47715 Electrical Connector Passage Sleeve Remover/Installer
connector of
EN 42183 Driver Handle
the control
solenoid
valve
assembly.
Electrical
Push theConnector Slide Lock
sleeve
NOTE: into
straight
the case
Push down
cardiagn.com
bore
on theand
4 connector.
electrical
Do NOT
connector
rotatelock
slide the to
sleeve at any
ensure
time. Ensure
proper
the sleeve is
installation.
fully seated
intoAND
FLUID FILTER the MANUAL SHIFT DETENT ASSEMBLY INSTALLATION
case. When
the sleeve is
properly
installed, the
distance
from the
case surface
to the end of
the sleeve
should be
14-16 mm.
Even though
the correct
electrical
connections
may still be
maintained,
failure to
ensure
proper
installation
of the sleeve
may result in
a fluid leak
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Fig. 76: Fluid Filter And Manual Shift Detent Assembly

Manual Shaft Detent Spring
CAUTION:
Ensure the
manual shaft
detent
assembly
roller is
centered
over the
1
manual shaft
detent lever
assembly.
Failure to
center the
cardiagn.com
roller may
cause hard
or no shift
lever
operation.
Manual Shaft Detent Spring Bolt M6 x 14.5
CAUTION:
Refer to
2 Fastener
Caution .
Tighten
12 N.m (106 lb in).
Fluid Filter Seal
NOTE:
Install a
NEW seal.
3 Special Tools

EN 42183 Driver Handle

Fluid Filter
4
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NOTE:
Install a
TRANSMISSION
NEW FLUID
filter. PAN INSTALLATION
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Fig. 77: Transmission Fluid Pan And Bolt Tightening Sequence

Fluid Pan Gasket
NOTE:
The fluid pan
gasket is
reusable.
Inspect the
gasket to
1
determine if
it may be
reused. If the
gasket is
stuck to the
case or pan,
it should be
replaced.
2 Fluid Pan Assembly
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Fluid Pan Bolts M6 x 20 (Qty: 18)
CAUTION:
Refer to
Fastener
3 Caution .
Procedure
Tighten in sequence shown.
Tighten
9 N.m (80 lb in)
PROPELLER SHAFT OIL SEAL SLEEVE INSTALLATION (2WD)
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Fig. 78: Propeller Shaft Oil Seal Sleeve (2WD)

Propeller Shaft Oil Seal Sleeve
CAUTION:
Do not
1 attempt to
remove or
install the
propeller
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shaft oil seal
sleeve by
striking or
hitting the
sleeve.
Transmission
internal
bearing
damage
could result.
NOTE:
Ensure the
propeller
shaft oil
seal is in
place
cardiagn.com
inside the
sleeve
prior to
installation.
Always
install a
NEW
propeller
shaft oil
seal
sleeve. The
sleeve
cannot be
reused and
must be
replaced.
The
DT-50802
threaded
rods must
be situated
180
degrees
apart.
Use the
M10 x 1.5
mm
threaded
rods for
propeller
shaft oil
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seal sleeve
installation.
The nut on
GE-8433-1
should be
tightened
until
DT-50802-1
bottoms
out on the
output
shaft.
Special Tools
DT-50802 Threaded Rod Kit
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DT-50802-1 Sleeve Installer
GE-8433-1 Puller Bar
CASE EXTENSION ASSEMBLY INSTALLATION
Fig. 79: Case Extension Assembly & Bolt Tightening Sequence

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1 NEW Case Extension Seal
2 Case Extension
CAUTION:
Refer to
Fastener
3 Caution .
Procedure
Tighten in sequence shown.
Tighten
55 N.m (41 lb ft)
TORQUE CONVERTER INSTALLATION AND HOLDING FIXTURE REMOVAL
Fig. 80: Torque Converter And Holding Fixture

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Callout Procedure
Rotate the transmission so that the fluid pan assembly is down.
Transmission Case Assembly
1 Special Tools
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Callout Procedure
DT 47605 Holding Fixture
J 3289-20 Holding Fixture Base Assembly
J 8763-B Holding Fixture

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2017 Transmission
Automatic Transmission - 6L80 (MYC) or 6L90 (MYD) - Repair Instructions - On Vehicle - Sierra,
Silverado
REPAIR INSTRUCTIONS - ON VEHICLE

APPLICATION
4.3L LV3 H 6L80 (MYC) 1500

5.3L L83 C 6L80 (MYC) 1500
CONNECTOR RECONNECTION - AUTOMATIC TRANSMISSION
Special Tools
cardiagn.com
EL-35616 Terminal Test Probe Kit
When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An
intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated.
Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an
intermittent condition.
Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following
items:
Loose, corroded, or painted terminal stud/fastener

Wiring broken inside the insulation
Poor connection between the male and female terminal at a connector
A terminal not seated all the way into the connector body
Poor terminal to wire connection - Some conditions which fall under this description are poor crimps,
poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire
to terminal contact area, etc.
Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor
can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire
in the suspect circuits.
Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or
short as the bare area touches other wiring or parts of the vehicle.
Wiring that comes in contact with hot or exhaust components
Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order
to verify the customer concern.
Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder
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operation.
Testing for Terminal Fretting
Some intermittent conditions can be caused by wire terminal fretting corrosion. Fretting corrosion is a build-up
of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The
oxidized wear debris can pile up enough at the electrical contact spots that the electrical resistance across the
connection increases. Movement between the contacting surfaces as small as 10 to 100 microns can cause
fretting. To put this in perspective, a sheet of paper is about 100 microns thick, so fretting motion is small and
hard to see. Vibration and thermal expansion/contraction are the main sources that create fretting motion. Since
vehicles vibrate and can experience large temperature swings, they are a good source for fretting motion. Tin,
copper, nickel, and iron surfaces are all susceptible to fretting corrosion. Fretting corrosion can be difficult to
see but it looks like small, dark smudges on the terminals contact surface.
To correct a fretting condition disconnect the suspect connector and add dielectric grease / lubricant (Nyogel
760G or equivalent, meeting GM specification 9986087) to both sides of the connector terminals. Then
reconnect the connector and wipe away any excess lubricant. This will correct the additional terminal contact
resistance due to the terminal fretting corrosion.
Testing for Proper Terminal Contact
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It is important to test terminal contact at the component and any inline connectors before replacing a suspect
component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between
the male and female terminal at a connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or damaged
connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause
contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion,
causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always
use the EL-35616 kit when probing connectors. Other causes of terminal deformation are improperly joining
the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the
female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit.
Testing for Proper Terminal Contact in Bussed Electrical Centers
It is very important to use the correct test adapter when testing for proper terminal contact of fuses and relays in
a bussed electrical center. Use the EL-35616 kit to test for proper terminal contact. Failure to use the EL-35616
kit can result in improper diagnosis of the bussed electrical center.
Follow the procedure below in order to test terminal contact:
1. Separate the connector halves.

2. Visually inspect the connector halves for contamination. Contamination may result in a white or green
build-up within the connector body or between terminals. This causes high terminal resistance,
intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of
contamination should be replaced in its entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal/terminated lead, verify that the retention force is significantly different
between a known good terminal and the suspect terminal. Replace the female terminal in question.
Flat Wire Connectors
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There are no serviceable parts for flat wire connectors on the harness side or the component side.
Follow the procedure below in order to test terminal contact:
1. Remove the component in question.

2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the
connector as oil from your skin may be a source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal contact. Visually inspect the component side connector to
ensure that all of the terminals are uniform and free of damage or deformation.
4. Insert the appropriate adapter into the flat wire harness connector in order to test the circuit in question.
Control Module/Component Voltage and Grounds
Poor voltage or ground connections can cause widely varying symptoms.
Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to
a control module. Other components in the system may have separate voltage supply circuits that may
also need to be tested. Inspect connections at the module/component connectors, fuses, and any
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intermediate connections between the voltage source and the module/component. A test lamp or a DMM
may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current.
Operate the component to test the ability of the circuit to carry sufficient current. Refer to Circuit Testing
, and Power Distribution Schematics (1500) Power Distribution Schematics (2500/3500) .
Test all control module ground and system ground circuits. The control module may have multiple ground
circuits. Other components in the system may have separate grounds that may also need to be tested.
Inspect grounds for clean and tight connections at the grounding point (screw or stud). Inspect the
connections at the component and in splice packs, where applicable. Operate the component to test the
ability of the circuit to carry sufficient current. Refer to Circuit Testing , and Ground Distribution
Schematics (1500) Ground Distribution Schematics (2500/3500) .
Temperature Sensitivity
An intermittent condition may occur when a component/connection reaches normal operating

temperature. The condition may occur only when the component/connection is cold, or only when the
component/connection is hot.
Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of
intermittent condition, where applicable.
If the intermittent is related to heat, review the data for a relationship with the following:
High ambient temperatures
Underhood/engine generated heat
Circuit generated heat due to a poor connection, or high electrical load
Higher than normal load conditions, towing, etc.
If the intermittent is related to cold, review the data for the following:
Low ambient temperatures - In extremely low temperatures, ice may form in a connection or
component. Inspect for water intrusion.
The condition only occurs on a cold start.
The condition goes away when the vehicle warms up.
Information from the customer may help to determine if the trouble follows a pattern that is temperature
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related.
If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition.
Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required.
Electromagnetic Interference and Electrical Noise
Some electrical components/circuits are sensitive to electromagnetic interference or other types of electrical
noise. Inspect for the following conditions:
A mis-routed harness that is too close to high voltage/high current devices such as secondary ignition
components, motors, generator etc. - These components may induce electrical noise on a circuit that could
interfere with normal circuit operation.
Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or
switch - These conditions can cause a sharp electrical surge. Normally, the condition will occur when the
malfunctioning component is operating.
Installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers,
electric motors, remote starters, alarm systems, cell phones, etc. - These accessories may create
interference in other circuits while operating and the interference would disappear when the accessory is
not operating. Refer to Checking Aftermarket Accessories .
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Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may
contain a clamping diode.
The generator may be allowing AC noise into the electrical system.
Incorrect Control Module
There are only a few situations where reprogramming a control module is appropriate:
A new service control module is installed.
A control module from another vehicle is installed.
Revised software/calibration files have been released for this vehicle.
NOTE: DO NOT re-program the control module with the SAME

software/calibration files that are already present in the control module.
This is not an effective repair for any type of concern.
Verify that the control module contains the correct software/calibration. If incorrect programming is
found, reprogram the control module with the most current software/calibration. Refer to Control
Module References for replacement, setup, and programming.
TRANSMISSION FLUID FILLER TUBE AND SEAL REPLACEMENT

Removal Procedure
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Fig. 1: Removing The Transmission Oil Level Indicator
1. Unlock the transmission oil level indicator.

2. Remove the transmission oil level indicator.
NOTE: Tie the engine wiring harness, between the oil level indicator tube and
engine, to the engine, so when installing the new oil level indicator tube
the harness will not get caught on the oil level indicator tube.
3. Raise the vehicle.

4. Support the transmission with a suitable jack.
5. Remove the transmission crossmember. Refer to Transmission Support Crossmember Replacement
(2WD - Light Duty) Transmission Support Crossmember Replacement (2WD - Heavy Duty)
Transmission Support Crossmember Replacement (4WD - Light Duty) Transmission Support
Crossmember Replacement (4WD - Heavy Duty) .
6. Remove the transmission oil level indicator tube bracket nut.
7. Remove the exhaust heat shield from the transmission. Refer to Transmission Heat Shield
Replacement.
8. Lower rear of transmission to allow for clearance to remove transmission oil level indicator tube.
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9. Remove the transmission oil level indicator tube from the transmission.
10. Raise rear of transmission to allow for clearance to remove transmission oil level indicator tube from
vehicle.
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Fig. 2: View Of Oil Level Indicator Tube & Transmission Seal
11. Remove the oil level indicator tube (1) and seal (2) assembly.
12. Remove the seal (2) from the oil level indicator tube (1).
Installation Procedure
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Fig. 3: View Of Oil Level Indicator Tube & Transmission Seal
NOTE: Lightly oil the seal to aid in the installation into the transmission case.
1. Install a seal (2) to the indicator tube (1).

2. Install the oil level indicator tube (1) and seal (2) assembly.
3. Lower rear of transmission to allow for clearance to install transmission oil level indicator tube into the
transmission.
4. Seat the oil level indicator tube seal into the transmission, then seat the oil level indicator tube.
5. While holding the oil level indicator tube down into the transmission, Install transmission oil level
indicator tube bracket nut. Tighten the nut to 18 N.m (13 lb ft).
6. Install the exhaust heat shield to the transmission. Refer to Transmission Heat Shield Replacement.
7. Raise rear of transmission to install transmission crossmember.
8. Install the transmission crossmember. Refer to Transmission Support Crossmember Replacement
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9. Remove the jack.
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Fig. 4: Removing The Transmission Oil Level Indicator
11. Install the transmission oil level indicator.

12. Lock the transmission oil level indicator.
RANGE SELECTOR LEVER CABLE REPLACEMENT

Removal Procedure
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Fig. 5: View Of Steering Cable Retainer On Steering Column
WARNING: The automatic transaxle range selector cable is made out of two cable
sections. After initial connection never separate the two metal couplings
from one another. Integrity of the connection of the two metal couplings
will be lost if separation of the two metal couplings occurs. When
servicing the transaxle remove the cable at the automatic transaxle range
selector lever and at the automatic transaxle range selector cable bracket.
If either section of the cable needs to be replaced, replace both of the
cable sections. Loss of connection integrity of the two metal couplings
can cause loss of transaxle shift control which could result in personal
injury.
1. Position the steering column shift lever to the park position.

2. Remove the instrument panel knee bolster. Instrument Panel Knee Bolster Replacement .
3. Remove the left front side door sill garnish molding. Front Side Door Sill Garnish Molding
Replacement (Crew Cab, Extended Cab) Front Side Door Sill Garnish Molding Replacement
(Regular Cab) .
4. Pull back the carpet and insulation around the driver area.
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5. Remove the retainer securing the cable to the steering column.
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Fig. 6: View Of Cable, Steering Column Ball Stud & Steering Column Bracket
6. Remove the cable end from the steering column ball stud.
7. Depress the tangs and remove the cable from the steering column bracket.
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Fig. 7: View Of Range Selector Cable
NOTE: Avoid unnecessary twisting/bending of the range selector cable when

removing the cable from the support.
8. Remove the range selector cable from the support.
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Fig. 8: Removing The Cable Grommet From The Floor Panel
9. Remove the cable grommet from the floor panel.

10. Raise and suitably support the vehicle. Lifting and Jacking the Vehicle .
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Fig. 9: Removing The Cable Clips From The Floor Panel Reinforcement
11. Remove the clips on the cable from the floor panel reinforcement.
12. Ensure the transmission manual shaft is positioned in mechanical park.
13. Remove the cable clip on the transfer case, if equipped.
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Fig. 10: Range Selector Cable And Retainer
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NOTE: DO NOT pry the cable end from the lever ball stud. Replacement of the
range selector cable requires a NEW control lever.
14. Remove the range selector cable (2) and the transmission range selector lever as an assembly.
15. Remove the retainer (1) that secures the cable to the bracket.
16. Depress the tangs and remove the cable from the bracket.
17. Remove the transmission range selector cable from the vehicle.
1. Install the transmission range selector cable to the vehicle.
Fig. 11: Range Selector Cable And Retainer

2. Ensure that the transmission manual shaft lever is in the mechanical park position.
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3. Align and install the range selector cable (2) to the bracket.
4. Install the retainer (1) that secures the cable to the bracket.
5. Install the NEW range selector lever to the transmission. Automatic Transmission Range Selector
Lever Replacement
WARNING: After installing the transmission range selector shift cable, pull up and
push down on ALL connections to verify that the connections are fully
seated and properly engaged. Failure to perform this task can result in the
vehicle not being able to shift into PARK causing potential vehicle damage
and bodily injury.
6. Install the range selector cable end to the transmission range selector lever ball stud.
7. Install the cable clip on the transfer case, if equipped.
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Fig. 12: Removing The Cable Clips From The Floor Panel Reinforcement
8. Install the clips on the cable to the floor panel reinforcement.

9. Lower the vehicle and ensure that the steering column shift lever is still in the park position.
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Fig. 13: Removing The Cable Grommet From The Floor Panel
10. Install the cable grommet to the floor panel.
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Fig. 14: View Of Range Selector Cable
NOTE: Avoid unnecessary twisting/bending of the range selector cable when

installing the cable to the support.
11. Install the range selector cable to the support.
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Fig. 15: View Of Cable, Steering Column Ball Stud & Steering Column Bracket
12. Install the cable to the steering column bracket.

13. Ensure the tangs fully engage into the steering column bracket.
14. Install the cable end to the steering column ball stud.
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Fig. 16: View Of Steering Cable Retainer On Steering Column
15. Install the retainer securing the cable to the steering column.
16. Position the carpet and insulation around the driver area.
17. Install the left front side door sill garnish molding. Front Side Door Sill Garnish Molding Replacement
(Crew Cab, Extended Cab) Front Side Door Sill Garnish Molding Replacement (Regular Cab) .
18. Install the instrument panel knee bolster. Instrument Panel Knee Bolster Replacement .
19. Test the transmission for proper shift operation.
20. If all of the gear positions cannot be achieved, adjust the cable. Range Selector Lever Cable
Adjustment.
RANGE SELECTOR LEVER CABLE ADJUSTMENT
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Fig. 17: Aligning The Outside Diameter Of The Transmission End With The Inside Diameter Of
The Shifter End
1. Ensure that the steering column shift lever is in the park (P) position.
3. Ensure that the transmission manual shaft lever is in the park (P) position.
4. Grasp the shift cable shifter end (1) in the left hand and the shift cable transmission end (2) in the right
hand.
5. Align the outside diameter of the transmission end (2) with the inside diameter of the shifter end (1).
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Fig. 18: Engaging The Inner Wire And Lock Both Wires Together
6. Push the end of the transmission cable (3) inside the shifter end until the blue spring (2) on the
transmission end (3) is fully compressed, this will engage the inner wire and lock both wires together.
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Fig. 19: Tension/Adjust The Cable System
NOTE: DO NOT hold the transmission end (1) during this operation, this will result
in a mis-adjusted cable.
7. Release the transmission end (3) and allow the spring (2) to tension/adjust the cable system.
8. Pull the white cover (5) on the shifter end (1) back.
9. Push the natural colored lock button (4) down to engage the locking teeth on the transmission end (3).
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Fig. 20: View Of White Cover & Natural Colored Lock
10. Release the white cover (1).

11. Verify the white cover (1) conceals the natural colored lock (2).
12. If the white cover (1) does not conceal the natural colored lock (2), the shift cable must be re-adjusted.
Refer to cable re-adjustment below.
14. Test the transmission for proper shift operation.
15. If all of the gear positions cannot be achieved, the shift cable must be re-adjusted. Refer to cable re-
adjustment below.
Cable Re-Adjustment
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1. Place the steering column shift lever back into the park (P) position.
2. Raise the vehicle.
3. Ensure that the transmission manual shaft lever is in the park (P) position.
4. Pull the white cover (1) back to expose the natural colored lock (2). Under the lock (2), insert a flat-
bladed screwdriver under the lock ramp located at the top of the lock. The lock will pop up, and the
transmission end will move slightly away from the shifter end.
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Fig. 22: Engaging The Inner Wire And Lock Both Wires Together
5. Push the end of the transmission end (3) inside the shifter end (1) until the blue spring (2) on the
transmission end (3) is fully compressed, this will engage the inner wire and lock both wires together.
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Fig. 23: Tension/Adjust The Cable System
NOTE: DO NOT hold the transmission end (1) during this operation, this will result
in a mis-adjusted cable.
6. Release the transmission end (3) and allow the spring (2) to tension/adjust the cable system.
7. Pull the white cover (5) on the shifter end (1) back.
8. Push the natural colored lock button (4) down to engage the locking teeth on the transmission end (3).
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9. Release the white cover (1).

10. Verify the white cover (1) conceals the natural colored lock (2).
RANGE SELECTOR LEVER CABLE BRACKET REPLACEMENT
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Fig. 25: View Of Transmission Range Selector Cable Bracket & Bolts

1. Apply the park brake.

2. Shift the transmission into neutral.
3. Raise the vehicle. Refer to Lifting and Jacking the Vehicle .
4. Remove the transmission range selector cable from the range selector cable bracket. Refer to
Range Selector Lever Cable Replacement.
Transmission Range Selector Cable Bracket Bolt (Qty: 2)
CAUTION:
Refer to
1 Fastener
Caution .
Tighten
22 N.m (16 lb ft)
2 Transmission Range Selector Cable Bracket
AUTOMATIC TRANSMISSION RANGE SELECTOR LEVER REPLACEMENT
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Fig. 26: Automatic Transmission Range Selector Lever

1. Apply the park brake.

2. Shift the transmission into neutral.
3. Raise the vehicle. Lifting and Jacking the Vehicle .
WARNING:
After
installing the
transmission
range
selector shift
cable, pull
up and push
down on
ALL
connections
to verify that
the
connections
are fully
seated and
properly
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engaged.
Failure to
perform this
task can
result in the
vehicle not
being able to
shift into
PARK
causing
potential
vehicle
damage and
bodily injury.
NOTE:
DO NOT pry
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the cable
end from the
lever ball
stud.
Replacement
of the range
selector
lever
requires a
NEW cable
assembly.
4. Remove the transmission range selector cable and the range selector lever as a assembly by
removing the lever nut.
Transmission Range Selector Cable Lever Nut
WARNING:
Hold the
transmission
range
selector
lever while
1 removing or
installing the
lever
retaining
nut. Failure
to hold the
lever can
cause
damage to
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the
transmission
internal park
system
components
which could
allow the
vehicle to
roll when
placed in the
park
position.
CAUTION:
Refer to
Fastener
Caution .
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Tighten
25 N.m (18 lb ft)
2 Transmission Range Selector Cable Lever and Cable Assembly
TRANSMISSION HEAT SHIELD REPLACEMENT
Fig. 27: View Of Transmission Heat Shield & Bolts

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Raise the vehicle. Refer to Lifting and Jacking the Vehicle .
Transmission Heat Shield Bolt (Qty: 2)
CAUTION:
Refer to
1 Fastener
Caution .
Tighten
17 N.m (13 lb ft)
2 Transmission Heat Shield
AUTOMATIC TRANSMISSION FLUID PRESSURE TEST HOLE PLUG REPLACEMENT

Removal Procedure
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Fig. 28: View Of Oil Pressure Test Plug
2. Clean the surrounding area of the oil pressure test plug.

3. Remove the oil pressure test plug.
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Fig. 29: View Of Oil Pressure Test Plug
1. Install the oil pressure test plug and tighten to 11 N.m (97 lb in).
2. Check the transmission fluid level (fill if necessary). Refer to Transmission Fluid Level and Condition
Check .
AUTOMATIC TRANSMISSION ELECTRICAL CONNECTOR PASSAGE SLEEVE REPLACEMENT
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Fig. 30: Automatic Transmission Electrical Connector Passage Sleeve Component View

CAUTION:
Orientate the
alignment
tab inside
the passage
sleeve with
the slot in
the electrical
connector of
the control
solenoid
valve
assembly.
Push the
sleeve
straight into
the case
bore and
connector.
Do NOT
rotate the
sleeve at any
time. Ensure
the sleeve is
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fully seated
into the
case. When
the sleeve is
properly
installed, the
distance
from the
case surface
to the end of
the sleeve
should be
14-16 mm.
Even though
the correct
electrical
connections
may still be
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maintained,
failure to
ensure
proper
installation
of the sleeve
may result in
a fluid leak
around the
sleeve lip
seal and into
the sleeve
cavity.
2. Remove the transmission oil pan. Refer to Automatic Transmission Fluid, Fluid Pan and/or
Filter Replacement.
3. Remove the transmission heat shield. Refer to Transmission Heat Shield Replacement.
4. Disconnect the vehicle wire harness electrical connector from the transmission electrical connector
passage sleeve.
Electrical Connector Slide Lock
NOTE:
1 Pull down on
the slide
lock to
remove the
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sleeve. Push
up on the
slide lock
after sleeve
installation.
NOTE:
Use the
DT-47715
electrical
connector
passage sleeve
remover/installer
and J-42183
driver handle to
remove and
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install the
electrical
connector
2 passage sleeve.
The distance (a)
from the case
surface to the
end of the
sleeve should be
14-16 mm.
Special Tools
DT-47715 Electrical Connector Passage Sleeve Remover/Installer

J-42183 Driver Handle
Equivalent regional tools:Special Tools

O-Ring Seal (Qty: 2)
3 NOTE:
Use a NEW
O-ring seal.
Lip Seal
4 NOTE:
Use a NEW
lip seal.
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AUTOMATIC TRANSMISSION FLUID, FLUID PAN AND/OR FILTER REPLACEMENT
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Fig. 31: Fluid, Fluid Pan and/or Filter Component View

CAUTION:
Use
DexronÂ® VI
transmission
fluid only.
Failure to
use the
proper fluid
may result in
transmission
internal
damage.
2. Disconnect and lower the three-way catalytic converter. Refer to Three-Way Catalytic Converter
Replacement (LC8, L96) Three-Way Catalytic Converter Replacement (LV3, L83, L8B, or
L86) .
3. Place a suitable drain pan under the transmission.
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Transmission Fluid Pan Bolt (Qty: 18)
CAUTION:
Refer to
Fastener
1 Caution .
Procedure
Tighten the bolts in the sequence shown.
Tighten
9 N.m (80 lb in)
Transmission Fluid Pan Assembly
Procedure
1. Check the condition of the draining fluid. Refer to Transmission Fluid Level and
Condition Check .
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2
2. Fill the transmission with the proper fluid. Refer to Transmission General
Specifications .
3. Fill the transmission with the proper amount of transmission fluid. Refer to
Approximate Fluid Capacities , and Transmission Fluid Level and Condition
Check .
Transmission Fluid Pan Gasket

3 Procedure
The fluid pan gasket is reusable. Inspect the gasket to determine if it may be reused.
NEW Fluid Filter Assembly
4 Procedure
Pull the fluid filter assembly straight out. Do not bend or twist the filter neck.
NEW Fluid Filter Seal Assembly
CAUTION:
Do not
damage the
case sealing
surface
when
removing
5 the filter seal
assembly.
Procedure
1. Use a screwdriver or snap ring pliers to remove the filter seal.

2. Use the DT 47848 seal installer and the J 42183 driver handle to install the filter seal.
3. Lubricate the filter seal with transmission fluid before installing the filter.
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Special Tools

J 42183 Driver Handle Driver Handle
TRANSMISSION MOUNT INSPECTION
CAUTION: To prevent transmission oil pan damage and possible transmission failure,
insert a block of wood that completely covers the bottom of the transmission oil
pan surface, between the transmission oil pan and the jack support. If the
inserted block of wood does not completely cover the bottom of the
transmission oil pan, this may result in damage to the transmission oil pan and
possible transmission failure.
1. Raise the transmission in order to remove the weight from the transmission mount and create slight
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tension in the rubber.
2. Observe the transmission mount while raising the transmission. Replace the transmission/transaxle mount
if the transmission mount exhibits any of the following conditions:
NOTE: Black paint on the rubber will crack with time, this does no constitute
a failure.
The hard rubber surface is covered with heat check cracks.

The rubber is separated from the metal plate of the transmission mount.
The rubber is split through the center of the transmission mount.
3. If there is movement between the metal plate of the transmission mount and its attaching points, lower the
transmission on the transmission mount. Tighten the bolts or nuts attaching the transmission mount to the
frame or transmission mount bracket.
TRANSMISSION MOUNT REPLACEMENT (TWO WHEEL DRIVE)
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Fig. 32: View Of Transmission Mount, Crossmember Nut & Bolts

2. Support the transmission with a transmission jack.
Transmission Mount to Crossmember Nut
CAUTION:
Refer to
Fastener
Caution .
1
Tighten
For light duty, 55 N.m (40 lb ft)

For heavy duty, 107 N.m (79 lb ft)
Transmission Mount Bolt (Qty: 2)

2 Tighten
67 N.m (50 lb ft)
Transmission Mount
3 Procedure
Raise the transmission with the transmission jack just enough to remove the transmission
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mount.
TRANSMISSION MOUNT REPLACEMENT (FOUR WHEEL DRIVE)
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Fig. 33: View Of Transmission Mount, Crossmember Nut & Bolts

Transmission Mount to Crossmember Nut (Qty: 2)
CAUTION:
Refer to
Fastener
Caution .
1
Tighten
For light duty, 55 N.m (40 lb ft)

For heavy duty, 107 N.m (79 lb ft)
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NEW Transmission Mount Bolt (Qty: 2)
CAUTION:
This vehicle
is equipped
with torque-
to-yield or
single use
fasteners.
Install a
NEW torque-
to-yield or
single use
fastener
when
installing
this
component.
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2
Failure to
replace the
torque-to-
yield or
single use
fastener
could cause
damage to
the vehicle
or
component.
Tighten
45 N.m (33 lb ft)

Plus 50 degrees
Transmission Mount
Procedure
3
Raise the transmission with the transmission jack just enough to remove the transmission
mount.
CASE EXTENSION AND GASKET REPLACEMENT
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Fig. 34: Case Extension Housing And Seal

NOTE:
The
extension
housing and
drive shaft
flange (yoke)
on this
vehicle are
serviced as a
complete
assembly.
The drive
shaft flange
seal is a dust
shield used
to protect the
sealed drive
shaft flange
bearing that
is pressed
into the
extension
housing. The
drive shaft
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flange is
pressed into
the drive
shaft flange
bearing, and
is not
serviceable.
The
extension
housing
should NOT
contain any
transmission
fluid. If
transmission
fluid is
present in
the extension
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housing,
replacement
of the output
shaft seal is
necessary.
Refer to
Transmission
Output Shaft
Seal
Replacement
(Four Wheel
Drive).
2. Remove the propeller shaft. Refer to One-Piece Propeller Shaft Replacement , or Two-Piece
Propeller Shaft Replacement (MYC, M5U, MSX) Two-Piece Propeller Shaft Replacement
(MW7) .
3. Support the transmission with a suitable jack.
4. Remove the transmission mount assembly. Refer to Transmission Mount Replacement (Two
Wheel Drive)Transmission Mount Replacement (Four Wheel Drive).
Case Extension Housing Bolt (Qty: 6)
CAUTION:
1 Refer to
Fastener
Caution .
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Tighten
55 N.m (41 lb ft)
Case Extension Housing Assembly
NOTE:
Serviced as
a complete
assembly as
shown.
2 There is no
gasket or
seal
between the
extension
housing and
transmission
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case.
TRANSMISSION OUTPUT SHAFT SEAL REPLACEMENT (FOUR WHEEL DRIVE)
Fig. 35: Transmission Output Shaft Seal Replacement


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Remove the transfer adapter from the transmission. Refer to the appropriate procedure:
Transfer Case Adapter Replacement (Heavy Duty) Transfer Case Adapter Replacement
(Light Duty) for the MP 1222/1225/1226-NQG transfer case
Transfer Case Adapter Replacement (With Allison Transmission) Transfer Case Adapter
Replacement (Except Allison Transmission) for the MP 1625/1626-NQF transfer case
Transfer Case Adapter Replacement for the MP 3023/3024-NQH transfer case
Output Shaft Seal
Procedure
1. Use the J-6125-B hammer and J-36825-A remover to remove the seal. Use care in
order to avoid damaging the output shaft bushing.
2. Lubricate the seal with clean transmission fluid.
3. Use the DT-50648 installer to install the seal.
1
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Special Tools
DT-50648 Case Seal Installer

J-6125-B Slide Hammer with Adaptor
J-36825-A Output Shaft Oil Seal Remover
PROPELLER SHAFT FRONT SLIP YOKE OIL SEAL REPLACEMENT (TWO WHEEL DRIVE)
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Fig. 36: View Of Output Shaft Seal Assembly

2. Remove the propeller shaft. Refer to One-Piece Propeller Shaft Replacement , or Two-Piece
Propeller Shaft Replacement (MYC, M5U, MSX) Two-Piece Propeller Shaft Replacement
(MW7) .
Propeller Shaft Front Slip Yoke Oil Seal
Special Tools
DT-48021 Seal Installer (6L90)

1 J 8092 Driver Handle (6L90)
J 38869 Output Shaft Seal Installer (6L80)
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J 45000 Seal Remover
MANUAL SHIFT SHAFT AND SEAL REPLACEMENT
Fig. 37: Manual Shift Shaft & Seal

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1. Remove the automatic transmission range select lever. Refer to Automatic Transmission Range
Selector Lever Replacement.
2. If equipped with four wheel drive, remove the front propeller shaft. Refer to Front Axle Propeller
Shaft Replacement .
4. Remove the transmission fluid pan. Refer to Automatic Transmission Fluid, Fluid Pan and/or
Filter Replacement.
5. Remove the control valve body. Refer to Control Valve Lower Body and Upper Body
Replacement.
Procedure
1
1. Discard the pin. Replace with NEW pin.
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2. "Walk" the pin out using side cutters.
Procedure
2
1. Discard the pin. Replace with NEW pin.
2. "Walk" the pin out using side cutters.
Manual Shift Shaft
NOTE:
The manual
3 shaft must
be removed
to replace
the manual
shaft seal.
Procedure
1. Use the J-45201 cooler line seal remover to remove the seal from the transmission
case.
4 2. Use the DT-47770 seal installer to install the seal into the transmission case.
Special Tools
DT-47770 Seal Installer

J-45201 Cooler Line Seal Remover
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MANUAL SHIFT DETENT LEVER AND PARK PAWL ACTUATOR REPLACEMENT
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Fig. 38: Manual Shift Detent Lever And Park Pawl Actuator

1. Remove the automatic transmission range select lever. Refer to Automatic Transmission Range
Selector Lever Replacement.
2. Remove the valve body. Refer to Control Valve Lower Body and Upper Body Replacement.
NOTE:
Discard
the pin.
1 Replace
with
NEW
pin.
"Walk"
the pin
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out
using
side
cutters.
NOTE:
Discard
the pin.
Replace
with
2 NEW
pin.
"Walk"
the pin
out
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using
side
cutters.

MANUAL SHIFT SHAFT POSITION SWITCH REPLACEMENT
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Fig. 39: Manual Shift Shaft Position Switch Component View

and/or Filter Replacement.
Manual Shift Shaft Position Switch Assembly Electrical Connector
NOTE:
Release the
connector
lock before
disconnecting.
Engage the
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connector
lock after
connecting.
The wiring
harness clip
near the
connector
does not need
1 to be replaced
if broken or
missing. The
clip is used
during
manufacturing
to keep the
wire harness
clear during
an automated
bolt
installation
process. If the
clip is
damaged,
simply remove
and discard.
Manual Shift Shaft Position Switch Assembly Bolts
CAUTION:
2
Refer to
Fastener
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Caution .
Tighten
12 N.m (106 lb in)
Special Tool
DT-48285 Valve Body Torx Plus Socket
Manual Shift Shaft Position Switch Assembly
3 Procedure
Align the switch activator slide with the manual valve link.

REPLACEMENT
Removal Procedure
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Fig. 40: View Of Transmission Oil Pan And Filter
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NOTE: The valve body must be removed from the transmission to replace the
control solenoid valve and transmission control module assembly.
1. Remove the upper and lower control valve body assembly. Refer to Control Valve Lower Body and
Upper Body Replacement.
2. Remove the transmission oil pan and filter. Refer to Automatic Transmission Fluid, Fluid Pan and/or
Filter Replacement.
3. Remove the electrical connector passage sleeve. Refer to Automatic Transmission Electrical
Connector Passage Sleeve Replacement.
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Fig. 41: View Of Speed Sensor Electrical Connector
4. Disconnect the speed sensor electrical connector (2) from the control solenoid valve assembly.
5. Turn the control valve body assembly over.
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Fig. 42: Manual Shift Shaft Position Switch Connector
NOTE: Release the connector lock before disconnecting.
6. Disconnect the manual shift shaft position switch connector (4) from the control solenoid valve assembly.
7. Remove the bolt (3) and remove the manual shift shaft position switch assembly.
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Fig. 43: View Of Control Valve Body Assembly
8. Remove the 2 bolts (1) from the "heat sink" side of the control solenoid valve assembly.
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Fig. 44: View Of Bolts
9. Remove the 5 bolts (2) and the 4 bolts (1) securing the control solenoid valve assembly to the control
valve body assembly.
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Fig. 45: View Of Control Valve Body Assembly
10. Remove the control valve body assembly.
CAUTION: Use care when removing or installing the filter plate assembly. A broken or
missing retaining tab may not adequately secure the filter plate to the
control solenoid valve assembly, resulting in possible damage or
contamination.
11. Carefully remove and discard the filter plate assembly (5).
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Fig. 46: View Of Filter Plate Assembly
NOTE: Inspect the 4 filter plate retaining tabs on the control solenoid valve
assembly. A broken or missing tab may not adequately secure the filter
plate to the control solenoid valve assembly.
1. Install a NEW filter plate assembly (1).
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Fig. 47: View Of Control Solenoid Valve Assembly Bolts
NOTE: Note the locator pin on the control valve lower body assembly.
2. Align the control solenoid valve assembly (1) to the control valve lower body assembly.
3. Install the 2 bolts (2), through the "heat sink" side of the control solenoid valve assembly (1). Hand
tighten only.
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Fig. 48: View Of Bolts
4. Install the 4 bolts (1) and 5 bolts (2) securing the control solenoid valve assembly to the control valve
lower body assembly. Hand tighten only.
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Fig. 49: View Of Manual Shift Shaft Position Switch Assembly
5. Install the manual shift shaft position switch assembly (1). Align the switch activator slide with the
manual valve link. Secure with 1 bolt (3). Hand tighten only.
NOTE: The wiring harness clip (4) on the manual shift shaft position switch does
not need to be replaced if damaged or missing. The clip functions only as
a manufacturing assembly aid to keep the harness clear during an
automated bolt installation process. If the clip is damaged, simply remove
and discard.
6. Connect and lock the manual shift shaft position switch electrical connector (5) to the control solenoid
valve assembly and attach the wiring harness clip (4).
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Fig. 50: Control Solenoid Valve Assembly Bolt Tightening Sequence
CAUTION: Bolt torque sequencing is critical to the proper function of the control
solenoid valve assembly. Failure to follow the required sequencing may
result in transmission malfunction.
NOTE: When following the tightening sequence, skip over bolts 10, 11, 12, 13 and
15. These bolts are not removed for this procedure.
7. Tighten all bolts in the sequence shown. The 2 "heat sink" bolts (17,18) must be tightened last.
Tighten bolts to 8 N.m (71 lb in).
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Fig. 51: View Of Control Solenoid Valve Assembly
8. Inspect the contact area between the "heat sink" area of the control solenoid valve assembly (1) and the
valve body. There should be no visible gap. If a gap exists, loosen all 18 bolts and retighten in the
sequence shown.
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Fig. 52: View Of Output Speed Sensor Wiring Harness
9. Inspect the 2 input and output speed sensor wiring harness clips (1) for damage. Replace if damaged.
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Fig. 53: View Of Speed Sensor Electrical Connector
10. Connect the speed sensor electrical connector (2) to the control solenoid valve assembly.
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Fig. 54: Valve Body Assembly
11. Install the upper and lower control valve body assembly. Refer to Control Valve Lower Body and
12. Install the electrical connector passage sleeve. Refer to Automatic Transmission Electrical Connector
Passage Sleeve Replacement.
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Fig. 55: View Of Transmission Oil Pan And Filter
13. Install the transmission oil pan and filter. Refer to Automatic Transmission Fluid, Fluid Pan and/or
Filter Replacement.
14. If a NEW TCM has been installed into the vehicle, the NEW module needs to be reprogrammed. Refer to
Service Programming System (SPS) .
NOTE: The Service Fast Learn Adapts procedure must be performed when one of
the following repairs have been made to the vehicle. Failure to perform the
procedure after one of the following repairs may result in poor
transmission performance, as well as transmission DTCs being set:
Transmission internal service/overhaul

TCM software/calibration update
Any service in response to a shift quality concern
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15. Perform the Reset Transmission Adapts. Refer to Reset Transmission Adapts .
CONTROL VALVE LOWER BODY AND UPPER BODY REPLACEMENT
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Fig. 56: View Of Control Valve Lower & Upper Body

Remove the transmission electrical connector. Refer to Automatic Transmission Electrical Connector
Passage Sleeve Replacement.
Manual Shaft Detent Bolt
CAUTION:
Refer to
1 Fastener
Caution .
Tighten
12 N.m (106 lb in)
Control Valve Assembly Bolt (Qty: 6)
Procedure
3
1. Use DT-48285 valve body torx plus socket.
2. Do not remove all the bolts in the control valve body assembly. Remove only the bolts
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indicated.
3. Tighten in specified sequence.
Tighten
8 N.m (71 lb in)
Special Tool
4 Control Valve Assembly
Fluid Pump Seal
5 Procedure
Discard seal and replace with new.
Fluid Pump Seal
6 Procedure
Discard seal and replace with new.
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Procedure
1. Discard seal and replace with new.

2. It is recommended that transmission adaptive pressure (TAP) information be reset.
7 Transmission performance may be affected as new TAP values are learned. Refer to
Reset Transmission Adapts .
3. If replacing the control valve body assembly, remove the Control Solenoid Valve and
Transmission Control Module Assembly Replacement, and the Manual Shift
Shaft Position Switch Replacement.
INPUT AND OUTPUT SPEED SENSOR REPLACEMENT
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Fig. 57: Input And Output Speed Sensor

and/or Filter Replacement.
3. Remove the upper and lower valve body assembly. Refer to Control Valve Lower Body and
1 Speed Sensor Electrical Connector

Input and Output Speed Sensor Assembly Bolt (Qty: 2)
CAUTION:
Refer to
2 Fastener
Caution .
Tighten
12 N.m (106 lb in)
Input and Output Speed Sensor Assembly Clip (Qty: 2)
3 Procedure
Inspect the wiring harness clips for damage replace if necessary.
4 Input and Output Speed Sensor Assembly
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TRANSMISSION CONVERTER COVER REPLACEMENT
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Fig. 58: View Of Torque Converter Covers & Bolts

Raise the vehicle. Refer to Lifting and Jacking the Vehicle .
Torque Converter Cover Bolt
CAUTION:
Refer to
1 Fastener
Caution .
Tighten
12 N.m (106 lb in)
Torque Converter Cover
Procedure
2
Remove the starter. Refer to Starter Replacement (L96, LC8) Starter Replacement (L83,
L8B) Starter Replacement (LV3) .
Torque Converter Cover Bolt
3 Tighten
12 N.m (106 lb in)
4 Torque Converter Cover
TRANSMISSION REPLACEMENT
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Special Tools
J-21366 Converter Holding Strap
Removal Procedure
1. Disconnect the negative battery cable. Refer to Battery Negative Cable Disconnection and Connection
(L96 LC8) Battery Negative Cable Disconnection and Connection (L83, L8B, LV3) .
3. Remove the rear propeller shaft. Refer to One-Piece Propeller Shaft Replacement , or Two-Piece
Propeller Shaft Replacement (MYC, M5U, MSX) Two-Piece Propeller Shaft Replacement (MW7) .
4. If the vehicle is equipped with a transfer case, remove the front propeller shaft. Refer to Front Axle
Propeller Shaft Replacement .
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Fig. 59: Identifying Torque Converter Access Plug

5. Remove the torque converter access plug.
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Fig. 60: View Of Left Flywheel Inspection Cover
6. Remove the left flywheel inspection cover.

7. Remove the starter motor. Refer to Starter Replacement (L96, LC8) Starter Replacement (L83, L8B)
Starter Replacement (LV3) .
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Fig. 61: View Of Right Flywheel Inspection Cover
8. Remove the right flywheel inspection cover.

9. Remove the steering gear skid shield. Refer to Steering Gear Skid Shield Replacement .
10. Mark the relationship of the flywheel to the torque converter for reassembly.
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Fig. 62: View Of Flywheel To Torque Converter Bolts
11. Remove the flywheel to torque converter bolts.

13. Remove the transmission crossmember. Refer to Transmission Support Crossmember Replacement
14. Remove the transmission mount. Refer to Transmission Mount Replacement (Two Wheel
Drive)Transmission Mount Replacement (Four Wheel Drive).
15. Remove the catalytic converter pipe. Refer to Three-Way Catalytic Converter Replacement (LC8,
L96) Three-Way Catalytic Converter Replacement (LV3, L83, L8B, or L86) .
16. Lower the transmission to gain access to the top and sides of the transmission.
17. Remove the transfer case, if equipped. Refer to Transfer Case Assembly Replacement MP
1222/1225/1226 (NQG), or Transfer Case Assembly Replacement MP 3023/3024 (NQH), or Transfer
Case Assembly Replacement MP 1625/1626 (NQF).
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18. Remove the 2 bolts securing the heat shield to the transmission.
19. Remove the transmission heat shield.
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Fig. 64: View Of Range Selector Cable & Cable Bracket Retainer
20. Remove the range selector cable retaining clip (1) from the transmission range selector cable.
21. Remove the range selector cable (2) from the range selector lever ball stud and the range selector cable
bracket.
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Fig. 65: View Of Transmission Vent Hose
22. Disconnect the transmission vent hose.

23. Disconnect the transmission electrical connector by pulling the white plastic tab, located on the connector
circular ring (approximately 15 x 15 mm), outward and then rotate the circular ring of the connector
counterclockwise. When the circular ring is disengaged, pull the connector straight out. Outward means
away from transmission centerline, counterclockwise is looking at connector from rear of transmission.
24. Remove the wire harness from the transmission.
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Fig. 66: View Of Bolt Securing Fuel Line Bracket To Left Side Of Transmission
25. Remove the bolt that secures the fuel line bracket to the left side of the transmission.
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Fig. 67: View Of Oil Cooling Lines & Bolt
26. Disconnect the transmission oil cooler lines (1) from the transmission. Refer to Transmission Fluid
Cooler Inlet and Outlet Pipe Replacement (LV3) Transmission Fluid Cooler Inlet and Outlet Pipe
Replacement (L83, L86 with MYD) Transmission Fluid Cooler Inlet and Outlet Pipe Replacement
(LC8, L96 with MYD) Transmission Fluid Cooler Inlet and Outlet Pipe Replacement (L86 with
M5U) .
27. Plug the transmission oil cooler line connectors in the transmission case.
28. Remove the transmission dipstick tube retaining nut.
29. Reposition the transmission dipstick tube.
30. Remove the vent tube bracket retaining nut on the back of the transmission at the engine.
31. Reposition the vent tube bracket.
32. Remove the transmission cooler line bracket retaining nut and reposition.
33. Remove the fuel line bracket nut on the back of the transmission at the engine and reposition the fuel line
bracket.
34. Secure the transmission to the jack using the appropriate strap.
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Fig. 68: View Of Transmission Bolts
35. Remove the 8 bolts securing the transmission to the engine.

36. Pull the transmission straight back.
37. Install the J-21366 converter holding strap onto the transmission bell housing to retain the torque
converter.
38. Remove the transmission from the vehicle while simultaneously removing the fluid level indicator tube.
39. Flush the transmission cooler lines. Refer to Transmission Fluid Cooler Flow Test and Flushing (6L80
or 6L90) Transmission Fluid Cooler Flow Test and Flushing (Allison) Transmission Fluid Cooler
Flow Test and Flushing (8L90) .
1. Install the J-21366 converter holding strap onto the transmission bell housing to retain the torque
converter.
3. Raise the transmission into place while simultaneously installing the fluid indicator tube.
4. Remove the J-21366 converter holding strap from the transmission.
5. Slide the transmission straight onto the locating pins while lining up the marks on the flywheel and the
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torque converter.
The torque converter must rotate freely by hand.
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Fig. 69: View Of Transmission Bolts
6. Install the 8 bolts securing the transmission to the engine and tighten to 50 N.m (37 lb ft).
7. Unstrap the transmission from the jack.
8. Position the fuel line bracket to the back of the engine at the transmission and install the nut. Tighten the
nut to 10 N.m (89 lb in).
9. Position the vent tube bracket to the back of the engine at the transmission.
10. Install the vent tube bracket retaining nut and tighten to 10 N.m (89 lb in).
11. Position the transmission dipstick tube and seal into the transmission.
12. Install the dipstick tube retaining fastener and tighten to 10 N.m (89 lb in).
13. Remove the plugs in the oil cooler lines in the transmission case.
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Fig. 70: View Of Oil Cooling Lines & Bolt
14. Connect the oil cooler lines (1) to the transmission. Refer to Transmission Fluid Cooler Inlet and
Outlet Pipe Replacement (LV3) Transmission Fluid Cooler Inlet and Outlet Pipe Replacement
(L83, L86 with MYD) Transmission Fluid Cooler Inlet and Outlet Pipe Replacement (LC8, L96
with MYD) Transmission Fluid Cooler Inlet and Outlet Pipe Replacement (L86 with M5U) .
15. Install the bolt that secures the fuel line bracket to the transmission and tighten to 10 N.m (89 lb in).
16. Install the wire harness to the transmission.
17. Connect the transmission electrical connector to the transmission.
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Fig. 71: View Of Transmission Vent Hose
18. Connect the transmission vent hose.
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Fig. 72: View Of Range Selector Cable & Cable Bracket Retainer
19. Install the range selector cable (2) to the range selector cable bracket and the range selector lever ball
stud.
20. Install the range selector cable retaining clip (1) to the transmission range selector cable.
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21. Install the transmission heat shield.

22. Install the 2 bolts securing the heat shield to the transmission and tighten to 17 N.m (13 lb ft).
23. Install the transfer case, if equipped. Refer to Transfer Case Assembly Replacement , or Transfer Case
Assembly Replacement , or Transfer Case Assembly Replacement .
24. Raise the transmission in place using the jack.
25. Install the catalytic converter pipe. Refer to Three-Way Catalytic Converter Replacement (LC8, L96)
Three-Way Catalytic Converter Replacement (LV3, L83, L8B, or L86) .
26. Install the transmission mount. Refer to Transmission Mount Replacement (Two Wheel
Drive)Transmission Mount Replacement (Four Wheel Drive).
27. Install the transmission crossmember. Refer to Transmission Support Crossmember Replacement
28. Remove the transmission jack.
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Fig. 74: View Of Flywheel To Torque Converter Bolts
29. From the torque converter access hole, push the torque converter forward to seat the converter pilot in the
crank bore.
30. If reusing the torque converter bolts, clean the bolt threads and apply sealant. Refer to Adhesives, Fluids,
Lubricants, and Sealers .
31. Install the flywheel to torque converter bolts and tighten to 65 N.m (48 lb ft).
32. Install the steering gear skid shield. Refer to Steering Gear Skid Shield Replacement .
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Fig. 75: View Of Right Flywheel Inspection Cover
33. Install the right flywheel inspection cover and bolt. Tighten the bolt to 12 N.m (106 lb in).
34. Install the starter motor. Refer to Starter Replacement (L96, LC8) Starter Replacement (L83, L8B)
Starter Replacement (LV3) .
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Fig. 76: View Of Left Flywheel Inspection Cover
35. Install the left flywheel inspection cover and bolt. Tighten the bolt to 12 N.m (106 lb in).
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Fig. 77: Identifying Torque Converter Access Plug
36. Install the torque converter access plug.

37. If the vehicle is equipped with a transfer case, install the front propeller shaft. Refer to Front Axle
Propeller Shaft Replacement .
38. Install the rear propeller shaft. Refer to One-Piece Propeller Shaft Replacement , or Two-Piece
Propeller Shaft Replacement (MYC, M5U, MSX) Two-Piece Propeller Shaft Replacement (MW7) .
40. Connect the negative battery cable. Refer to Battery Negative Cable Disconnection and Connection
(L96 LC8) Battery Negative Cable Disconnection and Connection (L83, L8B, LV3) .
41. Check the transmission fluid level and fill if necessary. Refer to Transmission Fluid Level and
Condition Check .
42. If a NEW TCM has been installed into the vehicle, the NEW module needs to be reprogrammed. Refer to
Service Programming System (SPS) .
NOTE: The Service Fast Learn Adapts procedure must be performed when one of
the following repairs have been made to the vehicle. Failure to perform the
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procedure after one of the following repairs may result in poor
transmission performance, as well as transmission DTCs being set:
Transmission internal service/overhaul

TCM software/calibration update
Any service in response to a shift quality concern
43. Perform the Reset Transmission Adapts. Refer to Reset Transmission Adapts .
TORQUE CONVERTER REPLACEMENT
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Fig. 78: Torque Converter

Remove the transmission. Refer to Transmission Replacement.
Converter Holding Strap
WARNING:
1 The torque
converter
must be held
to the torque
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converter
housing by a
retaining
device such
as shipping
brackets.
Without the
retaining
device, the
torque
converter
may slide
forward,
disengaging
the oil pump,
or may fall
completely
out of the
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transmission
causing
personal
injury and/or
property
damage.
Special Tools
DT-21366 Converter Holding Strap
For equivalent region tools, refer to Special Tools .
Torque Converter Assembly
Procedure
1. Place a drain pan under the front of the transmission.

2. Use care not to damage the torque converter seal during the installation procedure.
3. Spin the torque converter to engage the turbine shaft splines in the torque converter
hub, the stator shaft splines in the stator race and to engage the drive flats on the
converter pump hub with the oil pump drive gear.
2
NOTE:
Lubricate
the
converter
pump hub
OD and the
torque
converter
seal with
clean
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transmission
fluid.
TORQUE CONVERTER FLUID SEAL REPLACEMENT
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Fig. 79: Torque Converter Fluid Seal

Remove the torque converter. Refer to Torque Converter Replacement.
Torque Converter Fluid Seal Assembly
NOTE:
The seal can
be installed
by hand.
1
Special Tools
EN-23129 Seal Remover

J-6125-1B Slide Hammer
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2017 Transmission
Automatic Transmission - 6L80 (MYC) or 6L90 (MYD) - Schematic Wiring Diagrams - Sierra,
Silverado
SCHEMATIC WIRING DIAGRAMS

APPLICATION
4.3L LV3 H 6L80 (MYC) 1500

5.3L L83 C 6L80 (MYC) 1500
AUTOMATIC TRANSMISSION CONTROLS WIRING SCHEMATICS

Module Power, Ground, Data Communication and MIL
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Fig. 1: Module Power, Ground, Data Communication and MIL
ISS, OSS, TFP, and TFT Sensors, Pressure and Shift Controls
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Fig. 2: ISS, OSS, TFP, and TFT Sensors, Pressure and Shift Controls
IMS and Tap Up/Tap Down
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Fig. 3: IMS and Tap Up/Tap Down
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2017 Transmission
Automatic Transmission - 6L80 (MYC) or 6L90 (MYD) - Special Tools and Equipment - Sierra,
Silverado
SPECIAL TOOLS AND EQUIPMENT

APPLICATION
4.3L LV3 H 6L80 (MYC) 1500

5.3L L83 C 6L80 (MYC) 1500
SPECIAL TOOLS
Tool
Illustration Number/Description
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DT-22912-B
Split Plate Bearing
Puller
1 of 62 2/22/2019, 9:10 PM
Tool
DT-47605
Holding Fixture
Adapter
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2 of 62 2/22/2019, 9:10 PM
Tool
DT-47715
Electrical Connector
Passage Sleeve
Remover/Installer
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3 of 62 2/22/2019, 9:10 PM
Tool
DT-47731
1/2 Inch Quick
Connect Release Tool
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4 of 62 2/22/2019, 9:10 PM
Tool
DT-47761
Clutch Spring
Compressor
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5 of 62 2/22/2019, 9:10 PM
Tool
DT-47768-1
Seal Protector
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6 of 62 2/22/2019, 9:10 PM
Tool
DT-47768-2
Seal Protector
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7 of 62 2/22/2019, 9:10 PM
Tool
DT-47768-3
Seal Sizer
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8 of 62 2/22/2019, 9:10 PM
Tool
DT-47770
Seal Installer
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9 of 62 2/22/2019, 9:10 PM
Tool
DT-47773
Retaining Ring Pliers
Adapter Set
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10 of 62 2/22/2019, 9:10 PM
Tool
DT-47778-1
Low Clutch Sprag
Retaining Ring Cone
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11 of 62 2/22/2019, 9:10 PM
Tool
DT-47778-2
Low Clutch Sprag
Retaining Ring
Pusher
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12 of 62 2/22/2019, 9:10 PM
Tool
DT-47779
Low Clutch Spring
Compressor
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13 of 62 2/22/2019, 9:10 PM
Tool
DT-47780
Low Clutch Sprag
Seal Cone
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14 of 62 2/22/2019, 9:10 PM
Tool
DT-47781
C1234 and 35R
Clutch Assembly
Installer
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15 of 62 2/22/2019, 9:10 PM
Tool
DT-47782-1
Retaining Ring Cone
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16 of 62 2/22/2019, 9:10 PM
Tool
DT-47782-2
Retaining Ring
Installer
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17 of 62 2/22/2019, 9:10 PM
Tool
DT-47786
Output Carrier/Shaft
Lifting Tool
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18 of 62 2/22/2019, 9:10 PM
Tool
DT-47825
Solenoid
Performance Test
Block
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19 of 62 2/22/2019, 9:10 PM
Tool
DT-47825-10
Jumper Harness
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20 of 62 2/22/2019, 9:10 PM
Tool
DT-47848
Filter Neck Seal
Installer
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21 of 62 2/22/2019, 9:10 PM
Tool
DT-47857
Bearing Installer
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22 of 62 2/22/2019, 9:10 PM
Tool
DT-47865
Bearing Remover
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23 of 62 2/22/2019, 9:10 PM
Tool
DT-47866
Bearing Installer
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24 of 62 2/22/2019, 9:10 PM
Tool
DT 47867
Adjustable Clutch
Spring Compressor
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25 of 62 2/22/2019, 9:10 PM
Tool
DT-47868-1
Pack Travel Weight
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26 of 62 2/22/2019, 9:10 PM
Tool
DT-47868-2
Magnetic Base
Adapter
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27 of 62 2/22/2019, 9:10 PM
Tool
DT-47868-3
Clutch Travel Weight
Adapter
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28 of 62 2/22/2019, 9:10 PM
Tool
DT-47868-4
Clutch Travel Weight
Adapter
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29 of 62 2/22/2019, 9:10 PM
Tool
DT-48021
Seal Installer
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30 of 62 2/22/2019, 9:10 PM
Tool
DT-48285
Valve Body Torx
Plus Socket
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31 of 62 2/22/2019, 9:10 PM
Tool
DT-49291
Clutch Travel Air
Passage Plug Kit
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32 of 62 2/22/2019, 9:10 PM
Tool
DT-50648
Case Seal Installer
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33 of 62 2/22/2019, 9:10 PM
Tool
DT-50802
Threaded Rod Kit
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34 of 62 2/22/2019, 9:10 PM
Tool
DT-50802-1
Sleeve Installer
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35 of 62 2/22/2019, 9:10 PM
Tool
EL-49742
Battery Voltage B+
and Ground Source
Harness
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36 of 62 2/22/2019, 9:10 PM
Tool
GE-8433-1
Puller Bar
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37 of 62 2/22/2019, 9:10 PM
Tool
J-3289-20
Holding Fixture Base
Assembly
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38 of 62 2/22/2019, 9:10 PM
Tool
J-6125-B
Slide Hammer
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39 of 62 2/22/2019, 9:10 PM
Tool
J-8001
Dial Indicator Set
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40 of 62 2/22/2019, 9:10 PM
Tool
J-8092
Driver Handle
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41 of 62 2/22/2019, 9:10 PM
Tool
J-8763-B
Holding Fixture
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42 of 62 2/22/2019, 9:10 PM
Tool
J-21366
Converter Holding
Strap
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43 of 62 2/22/2019, 9:10 PM
Tool
J-21867
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Pressure Gauge
44 of 62 2/22/2019, 9:10 PM
Tool
J-23129
Universal Seal
Remover
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45 of 62 2/22/2019, 9:10 PM
Tool
J-26900-13
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Magnetic Base
46 of 62 2/22/2019, 9:10 PM
Tool
J-35616
GM Approved
Terminal Test Kit
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47 of 62 2/22/2019, 9:10 PM
Tool
J-36825-A
Output Shaft Oil Seal
Remover (4WD
Models Only)
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48 of 62 2/22/2019, 9:10 PM
Tool
J-38522
Variable Signal
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Generator
49 of 62 2/22/2019, 9:10 PM
Tool
J-38693
Seal Installer
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50 of 62 2/22/2019, 9:10 PM
Tool
J-38734
Intermediate Spring
Compressor Adapter
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51 of 62 2/22/2019, 9:10 PM
Tool
J-38869
Output Shaft Seal
Installer
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52 of 62 2/22/2019, 9:10 PM
Tool
J-41623-B
Cooler Quick
Connect Tool
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53 of 62 2/22/2019, 9:10 PM
Tool
J-42183
Driver Handle
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54 of 62 2/22/2019, 9:10 PM
Tool
J-43074
Clutch Spring
Compressor
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55 of 62 2/22/2019, 9:10 PM
Tool
J-45000
Seal Remover
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56 of 62 2/22/2019, 9:10 PM
Tool
J-45096
Transmission Oil
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Cooler System Flush
and Flow Test Tool
57 of 62 2/22/2019, 9:10 PM
Tool
J-45096-30
Transmission Cooler
Flusher Adapters
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Tool
J-45124
Remover Bridge
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Tool
J-45126
Snap Ring Pliers
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60 of 62 2/22/2019, 9:10 PM
Tool
J-45201
Cooler Line Seal
Remover
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61 of 62 2/22/2019, 9:10 PM
Tool
J-46664
Pump Cover
Alignment Tool
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2017 Transmission
Automatic Transmission - 6L80 (MYC) or 6L90 (MYD) - Specifications - Sierra, Silverado
SPECIFICATIONS
APPLICATION
4.3L LV3 H 6L80 (MYC) 1500

5.3L L83 C 6L80 (MYC) 1500
FASTENER SPECIFICATIONS (ON VEHICLE)
Single Use Non-Threaded Fasteners/Components

NOTE:
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All
fasteners/components
listed in this table
MUST BE
DISCARDED and
replaced with NEW
after removal.
Application
Case Extension Gasket
Transmission Output Shaft Seal
Propeller Shaft Front Slip Yoke Oil Seal
Torque Converter Fluid Seal
Single Use Threaded Fastener/Component Tightening Specifications

NOTE:
All
MUST BE
DISCARDED and
replaced with NEW
after removal.
Specification
Application Metric (English)
Transmission Mount to Transmission Bolts- 4WD HD
First Pass: 45 N.m (33 lb ft)
Final Pass: 50 Degrees
1 of 23 2/22/2019, 9:01 PM
Reusable Threaded Fastener Tightening Specifications
NOTE:
All fasteners
listed in this
table can be
reused after
removal.
Specification
Application Metric (English)
Auxiliary Fluid Cooler Bolts 12 N.m (106 lb in)
Case Extension Housing Bolts 55 N.m (41 lb ft)
Control Valve Assembly Bolts 8 N.m (71 lb in)
Control Solenoid Valve and Transmission Control Module
8 N.m (71 lb in)
Assembly Bolts
Floor Shift Control Indicator Screw 2.5 N.m (22 lb in)
Floor Shift Control Lever Bolt 9 N.m (80 lb in)
Floor Shift Control Lever Knob Screw 6 N.m (53 lb in)
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Fluid Filler Tube Nut 18 N.m (13 lb ft)
Fuel Pipe Bracket Screw 9 N.m (80 lb in)
Flywheel Inspection Cover Bolts- Left 12 N.m (106 lb in)
Flywheel Inspection Cover Bolts- Right 12 N.m (106 lb in)
Heat Shield to Transmission Bolts 17 N.m (13 lb ft)
Input and Output Speed Sensor Assembly Bolts 12 N.m (106 lb in)
Manual Shaft Detent Bolt 12 N.m (106 lb in)
Manual Shift Shaft Position Switch Assembly Bolts 12 N.m (106 lb in)
Oil Level Indicator Tube Bracket Nut 22 N.m (17 lb ft)
Oil Pressure Test Plug 11 N.m (97 lb in)
Torque Converter Cover Bolts 12 N.m (106 lb in)
Torque Converter to Flex Plate Bolts 65 N.m (48 lb ft)
Transmission to Engine Bolts 50 N.m (37 lb ft)
Transmission Electrical Harness Retaining Screw 9 N.m (80 lb in)
Transmission Fluid Cooler Pipe Bracket Bolt 22 N.m (17 lb ft)
Transmission Fluid Pan Bolts 9 N.m (80 lb in)
Transmission Mount to Crossmember Nuts- HD 107 N.m (79 lb ft)
Transmission Mount to Crossmember Nuts- LD 55 N.m (40 lb ft)
Transmission Mount to Transmission Bolts- LD and 2WD
67 N.m (50 lb ft)
HD
Transmission Range Selector Cable Bracket Bolt 22 N.m (17 lb ft)
Transmission Range Selector Cable Lever Nut 25 N.m (18 lb ft)
FASTENER SPECIFICATIONS (OFF VEHICLE)
Single Use Non-Threaded Fasteners/Components

Application
NOTE:
2 of 23 2/22/2019, 9:01 PM
Application
All
MUST BE
DISCARDED and
replaced with NEW
after removal.
1-2-3-4 and 3-5-Reverse Clutch Housing Thrust Washer
Automatic Transmission Fluid Filter
Automatic Transmission Fluid Filter Seal
Automatic Transmission Fluid Pump Seal
Automatic Transmission Fluid Pump Seals
Turbine Shaft Seal
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Reusable Threaded Fastener Tightening Specifications
Specification
Application Ref No.* Quantity Size Metric English
Automatic Transmission Case
Extension@Automatic 16 6 M10x1.5x40 55 N.m 41 lb ft
Transmission Case
Automatic Transmission Fluid
Pan@Automatic Transmission 30 18 M6x1.0x20 9 N.m 80 lb in
Case
Automatic Transmission Fluid
Pump Cover Bolt @ Torque 231 13 M6 1.0x40 11 N.m 97 lb in
Converter Housing
Control Solenoid
Valve@Control Valve Upper 310 6 M5x0.8x55 8 N.m 71 lb in
Body
Control Solenoid
Valve@Control Valve Upper 309 10 M5x0.8x45 8 N.m 71 lb in
Body
Control Solenoid Valve Heat
312 2 M5x0.8x53 8 N.m 71 lb in
Sink @ Valve Body
Control Valve Assembly @
22 6 M5x0.8x73 8 N.m 71 lb in
Control Valve Body
Assembly @ Control Valve 301 12 M5x0.8x36 8 N.m 71 lb in
Lower Body Assembly
Input and Output Speed Sensor
Assembly @ Control Valve 302 2 M6x1.0x20 12 N.m 106 lb in
Upper Body Assembly
Line Pressure Test Hole Plug @
202 1 1/8-27 NPTF 11 N.m 97 lb in
Torque Converter Housing
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Specification
Application Ref No.* Quantity Size Metric English
Manual Shaft Detent Assembly
23 1 M6x1.0x14.5 12 N.m 106 lb in
@ Control Valve Body
Torque Converter Housing @
3 9 M10x1.5x50 72 N.m 53 lb ft
Automatic Transmission Case
*Reference number refers to the component callout number in Disassembled Views
APPROXIMATE FLUID CAPACITIES
Specification
Application Metric English
Pan Removal and Filter Replacement - Approximate
5.7 liters 6.0 quarts
Capacity (6L80/6L90)
Overhaul - Approximate Capacity (6L80/6L90) 9.9 liters 10.5 quarts
Complete Trans System - Approximate Capacity (6L80) 11.5 liters 12.2 quarts
Complete Trans System (Heavy Duty Cooling) -
11.7 liters 12.4 quarts
Approximate Capacity (6L80/6L90)
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TRANSMISSION GENERAL SPECIFICATIONS
Name 6L80 6L90

RPO Codes MYC MYD
Silao, Mexico; Strasbourg, Silao, Mexico; Strasbourg,
Production Location
France; Toledo, OH (USA) France; Toledo, OH (USA)
Transmission Drive Rear Wheel Drive Rear Wheel Drive
1st Gear Ratio 4.027 4.027
2nd Gear Ratio 2.364 2.364
3rd Gear Ratio 1.532 1.532
4th Gear Ratio 1.152 1.152
Reverse 3.064 3.064
Torque Converter Size - Diameter of Torque
258/300 mm 300 mm
Converter Turbine
Pressure Taps Line Pressure Line Pressure
Transmission Fluid Type DEXRON VIÂ® DEXRON VIÂ®
Transmission Type: 6 Six Forward Gears Six Forward Gears
Transmission Type: L Longitude Mount Longitude Mount
Transmission Type: 50 Product Series Product Series
Position Quadrant P, R, N, D, S P, R, N, D, M
Case Material Die Cast Aluminum Die Cast Aluminum
95.1-103.7 kg (209.7-228.6
Transmission Net Weight (Approximate) 110 kg (243 lb)
lb)
Refer to applicable owner's
Maximum Trailer Towing Capacity N/A
manual
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ADHESIVES, FLUIDS, LUBRICANTS, AND SEALERS
GM Part Number
Application Type of Material United States Canada
Automatic Transmission Fluid DEXRONÂ®VI 88861037 19264717
FLUID PUMP SELECTIVE SPECIFICATIONS
Size Classification Thickness (mm) Thickness (in)

NOTE:
Rotor and slide
must be chosen
from the same size
classification as
the oil pump body.
Allowable rotor
and slide to fluid
pump body end
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play is as follows:
Specification
Slide to Fluid
Pump Body
End Play -
0.020-0.051
mm
(0.0008-0.0020
in)
Rotor to Fluid
Pump Body
End Play -
0.020-0.051
mm
(0.0008-0.0020
in)
The fluid pump assembly has selective rotor and slide components. These components are chosen based
on pump body dimensions. Fluid pump rotor and slide components are available in three size
classifications (1, 2, 3) with the following tolerances:
Rotor Selection
1 17.948-17.961 0.7066-0.7071
2 17.961-17.974 0.7071-0.7076
3 17.974-17.987 0.7076-0.7081
Slide Selection
1 17.948-17.961 0.7066-0.7071
2 17.961-17.974 0.7071-0.7076
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Size Classification Thickness (mm) Thickness (in)
3 17.974-17.987 0.7076-0.7081
CLUTCH BACKING PLATE RETAINING RING SPECIFICATIONS
3-5 Reverse Clutch

Clutch Pack Travel Specification - 1.21-1.79 mm (0.048-0.070 in)
Retaining Ring Thickness
Metric English O.D. Color
NOTE:
After
measuring
clutch pack
travel,
determine if
the
measurement
is within the
cardiagn.com
specification.
If the
measurement
is not within
the
specification,
measure the
thickness of
the existing
retaining
ring, and
then choose
a thicker or
thinner
retaining ring
that will bring
the
measurement
within
specification.
1.61-1.71 mm 0.063-0.067 in Gray
1.88-1.98 mm 0.074-0.078 in Light Green
2.15-2.25 mm 0.085-0.089 in Yellow
2.42-2.52 mm 0.095-0.099 in None
2.69-2.79 mm 0.106-0.110 in Purple
1-2-3-4 Clutch
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NOTE:
After 2.42-2.52 mm 0.095-0.099 in None
measuring
2.69-2.79 mm 0.106-0.110 in Purple
clutch pack
2.96-3.06 mm 0.117-0.120 in Light Blue
travel,
3.23-3.33 mm 0.127-0.131 in Orange
determine if
the 3.50-3.60 mm 0.138-0.142 in White
measurement
4-5-6 Clutch
is within the
specification. Clutch Pack Travel Specification - 1.28-1.89 mm (0.050-0.074 in)
If the Retaining Ring Thickness
measurement Metric English O.D. Color
is not
NOTE: within
the
After
specification,
measuring
cardiagn.com
measure the
clutch pack
thickness of
travel,
the existing
determine
retaining if
the
ring, and
measurement
then choose
is within the
a thicker or
specification.
thinner
If the
retaining ring
measurement
that will bring
is
thenot within
the
measurement
specification,
within
measure the
specification.
thickness of
the existing
retaining
ring, and
then choose
a thicker or
thinner
retaining ring
that will bring
the
measurement
within
specification.
1.60-1.70 mm 0.063-0.067 in Yellow
2.02-2.12 mm 0.080-0.083 in None
2.44-2.54 mm 0.096-0.100 in Purple
Low/Reverse Clutch
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NOTE:
After
measuring
clutch pack
travel,
determine if
the
measurement
is within the
specification.
If the
measurement
is not within
the
specification,
cardiagn.com
measure the
thickness of
the existing
retaining
ring, and
then choose
a thicker or
thinner
retaining ring
that will bring
the
measurement
within
specification.
1.85-1.95 mm 0.073-0.077 in Yellow
2.26-2.36 mm 0.089-0.093 in None
2.67-2.77 mm 0.105-0.109 in Purple
RANGE REFERENCE
Range Reference Table

Drive
1st
Range Park Reverse Neutral Braking 1st 2nd 3rd 4th 5th 6th
1-2-3-4
- - - Applied Applied Applied Applied Applied - -
Clutch
3-5
Reverse - Applied - - - - Applied - Applied -
Clutch
4-5-6
- - - - - - - Applied Applied Applied
Clutch
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Drive
1st
Range Park Reverse Neutral Braking 1st 2nd 3rd 4th 5th 6th
2-6
- - - - - Applied - - - Applied
Clutch
Low and
Reverse Applied* Applied Applied* Applied - - - - - -
Clutch
Low
Clutch - - - Holding Holding - - - - -
Sprag
* = Applied with NO load
SHIFT SOLENOID VALVE STATE AND GEAR RATIO
LOW
3-5 REV REV 4-5-6 6L45 6L80
1-2-3-4 CL 2-6 CL CL PC CL PC 6L50 6L90
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Shift SOL Shift SOL PC SOL 5 PC SOL SOL 2 SOL 3 Gear Gear
Gear 1 2 N.L. 4 N.L. N.H. N.H. Ratio Ratio
Park ON ON OFF OFF OFF ON - -
Reverse ON OFF OFF OFF ON ON 3.200 3.064
Neutral ON ON OFF OFF OFF ON - -
1st Braking ON ON ON OFF OFF ON 4.065 4.027
1st OFF ON ON OFF OFF OFF 4.065 4.027
2nd OFF ON ON ON OFF OFF 2.371 2.364
3rd OFF ON ON OFF ON OFF 1.551 1.532
4th OFF ON ON OFF OFF ON 1.157 1.152
5th OFF ON OFF OFF ON ON 0.853 0.852
6th OFF ON OFF ON OFF ON 0.674 0.667
For shift solenoids 1 and 2, "ON" = Solenoid Energized (Pressurized) "OFF" = Solenoid De-energized
(No Pressure).
For pressure control solenoids, "ON" = Pressurized, "OFF" = No Pressure
TRANSMISSION INTERNAL MODE SWITCH LOGIC
Gear Selector Position Signal A Signal B Signal C Signal P

Park LOW HI HI LOW
Park/Reverse LOW LOW HI LOW
Reverse LOW LOW HI HI
Reverse/Neutral HI LOW HI HI
Neutral HI LOW HI LOW
Neutral/Drive 6 HI LOW LOW LOW
Drive 6 HI LOW LOW HI
Drive 6/Drive 4 LOW LOW LOW HI
Drive 4 LOW LOW LOW LOW
Drive 4/Drive 3 LOW HI LOW LOW
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Gear Selector Position Signal A Signal B Signal C Signal P
Drive 3 LOW HI LOW HI
Drive 3/Drive 2 HI HI LOW HI
Drive 2 HI HI LOW LOW
Open HI HI HI HI
Invalid HI HI HI LOW
Invalid LOW HI HI HI
HI = Ignition voltage
LOW = 0 volts
TRANSMISSION PARTS KIT SPECIFICATIONS

A/Trans Fluid Filter Kit
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Fig. 1: Automatic Transmission Fluid Filter Kit
A/Trans Fluid Filter Kit

Callout Quantity Component Name
25 1 A/Trans Fluid Filter Seal Assembly
26 1 A/Trans Fluid Filter Assembly
A/Trans Fluid Pump Rotor Package
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cardiagn.com
Fig. 2: Automatic Transmission Fluid Pump Rotor Package
NOTE: Callouts with boxes around them indicate part is included in the service kit.
Callouts without boxes are shown for relationship purposes only.
A/Trans Fluid Pump Rotor Package

5 1 A/Trans Fluid Pump Seal
9 1 A/Trans Connector Seal
10 2 A/Trans Connector (O-Ring) Seal
18 1 A/Trans Fluid Pump Seal Assembly
20 1 Center Support Fluid Passage Seal Assembly
201 1 Torque Converter Fluid Seal Assembly
205 2 A/Trans Fluid Cooler Pipe Fitting
207 1 A/Trans Fluid Pump Vane Ring
208 1 A/Trans Fluid Pump Rotor Guide
209 1 A/Trans Fluid Pump Slide Fluid Seal Ring
210 1 A/Trans Fluid Pump Slide (O-Ring) Seal
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211 1 A/Trans Fluid Pump Slide Outer Spring
213 1 A/Trans Fluid Pump Slide Seal
214 1 A/Trans Fluid Pump Slide Seal Support
215 1 A/Trans Fluid Pump Slide Pivot Pin
216 13 A/Trans Fluid Pump Vane
217 1 A/Trans Fluid Pump Rotor
230 3 1-2-3-4 and 3-5 Reverse Clutch Fluid Seal Ring
443 1 Turbine Shaft (O-Ring) Seal
A/Trans Service Seal Kit
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Fig. 3: Automatic Transmission Service Seal Kit
A/Trans Service Seal Kit

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33 1 A/Trans Case Extension Seal
36 1 Prop Shaft Front Slip Yoke Oil Seal
205 2 A/Trans Fluid Cooler Pipe Fitting Seal
209 1 A/Trans Fluid Pump Slide Fluid Seal Ring
210 1 A/Trans Fluid Pump Slide (O-Ring) Seal
213 1 A/Trans Fluid Pump Slide Seal
214 1 A/Trans Fluid Pump Slide Seal Support
306 7 Control Valve Body Ball Check Valve
311 1 Control Solenoid Valve Filter Plate Assembly
411 1 1-2-3-4 Clutch Piston Dam Retaining Ring
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415 1 1-2-3-4 Clutch Piston Housing Retaining Ring
418 1 3-5 Reverse Clutch Piston Dam (O-Ring) Seal
419 1 3-5 Reverse Clutch Piston Inner Seal
423 1 1-2-3-4 Clutch Piston Inner Seal
424 1 1-2-3-4 Clutch Piston Housing Seal
442 3 Turbine Shaft Fluid Seal Ring
468 1 Low Clutch Sprag Seal
478 1 4-5-6 Clutch Dampener Retaining Ring
507 1 Manual Shift Shaft Seal
510 2 Park Pawl Actuator Guide (O-Ring) Seal
Clutch Plate Package
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Fig. 4: Clutch Plate Package
Clutch Plate Package

402 4 3-5 Reverse Clutch Plate Assembly
408 5 1-2-3-4 Clutch Plate Assembly
433 6 4-5-6 Clutch Plate Assembly
434 6 4-5-6 Clutch Plate
452 5 2-6 Clutch Plate Assembly
453 5 2-6 Clutch Plate
463 5 Low and Reverse Clutch Plate Assembly
A/Trans Electrical Connector Passage Sleeve Seal Kit
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Fig. 5: Automatic Transmission Electrical Connector Passage Sleeve Seal Kit
A/Trans Electrical Connector Passage Sleeve Seal Kit

A/Trans Control Solenoid Valve Assembly Seal Kit
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cardiagn.com
Fig. 6: Automatic Transmission Control Solenoid Valve Assembly Seal Kit
A/Trans Control Solenoid Valve Assembly Seal Kit

A/Trans Clutches Seal Kit
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Fig. 7: Automatic Transmission Clutches Seal Kit
A/Trans Clutches Seal Kit

418 2 3-5 Reverse Clutch Piston Dam (O-Ring) Seal
419 2 3-5-Reverse Clutch Piston Inner Seal
423 1 1-2-3-4 Clutch Piston Inner Seal
A/Trans Fluid Pump Cover Package
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Fig. 8: Automatic Transmission Fluid Pump Cover Package
A/Trans Fluid Pump Cover Package

205 2 A/Trans Fluid Cooler Pipe Fitting
219 1 A/Trans Fluid Pump Cover Assembly
229 1 1-2-3-4 and 3-5 Reverse Clutch Housing Thrust Washer
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Low Clutch Sprag Kit
cardiagn.com
Fig. 9: Low Clutch Sprag Kit
Low Clutch Sprag Kit

467 1 Low Clutch Sprag Assembly
Control Solenoid Valve Filter Plate Kit
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Fig. 10: Control Solenoid Valve Filter Plate Kit
Control Solenoid Valve Filter Plate Kit

306 7 Control Valve Body Ball Check Valve
311 1 Filter Plate Assembly
Retaining Ring Package
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cardiagn.com
Fig. 11: Retaining Ring Package
Retaining Ring Package

411 1 1-2-3-4 Clutch Piston Dam Retaining Ring
415 1 1-2-3-4 Clutch Piston Housing Retaining Ring
478 1 4-5-6 Clutch Dampener Retaining Ring
1-2-3-4& 3-5 Reverse Clutch Fluid Seal Ring Kit
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cardiagn.com
Fig. 12: 1-2-3-4 And 3-5 Reverse Clutch Fluid Seal Ring Kit
1-2-3-4& 3-5 Reverse Clutch Fluid Seal Ring Kit

1-2-3-4& 3-5 Reverse Clutch Kit
Fig. 13: 1-2-3-4 And 3-5 Reverse Clutch Kit
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1-2-3-4& 3-5 Reverse Clutch Kit

427 1 1-2-3-4 and 3-5 Reverse Clutch Housing Assembly
428 1 1-2-3-4 and 3-5 Reverse Clutch Bearing Assembly
Manual Shift Shaft Hole Plug
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Fig. 14: Manual Shift Shaft Hole Plug
Manual Shift Shaft Hole Plug

11 1 Manual Shift Shaft Hole Plug
23 of 23 2/22/2019, 9:01 PM

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2017 Transmission

4.3L LV3 H 6L80 (MYC) 1500

Fig. 1: Transmission Components

Callout Component Name

Clutch Assemblies and Associated Parts

Callout Component Name

Torque Converter (w/Fluid Pump) Housing Assembly

Callout Component Name

Control (with Body and Valve) Valve Assembly

Callout Component Name

Callout Component Name

Lower Control Valve Body Assembly

Callout Component Name

1-2-3-4 and 3-5 Reverse Clutch Assembly

Callout Component Name

4-5-6 (w/Turbine Shaft) Clutch Assembly

Callout Component Name

2-6 Clutch Assembly

Callout Component Name

Low and Reverse Clutch Assembly

Callout Component Name

4-5-6 Clutch Hub Assembly

Callout Component Name

Output Carrier Assembly

Callout Component Name

Output Shaft Assembly

Callout Component Name

Park System Components

Callout Component Name

COMPONENT LOCATION (6L80/6L90)

Callout Component Name

BUSHING, BEARING, AND WASHER LOCATIONS

Callout Component Name

Callout Component Name

BALL CHECK VALVE LOCATIONS

Fig. 18: Ball Check Valve Locations

Article GUID: A00854653

DESCRIPTION AND OPERATION

Full Throttle Detent Downshift

Approximately 3/4 of accelerator pedal travel, 75 percent throttle position.

Approximately 1/4 of accelerator pedal travel, 25 percent throttle position.

Approximately 1/2 of accelerator pedal travel, 50 percent throttle position.

The least amount of throttle opening required for an upshift.

Wide Open Throttle (WOT)

Full travel of the accelerator pedal, 100 percent throttle position.

Zero Throttle Coastdown

Shift Condition Definitions

A sudden and forceful apply of a clutch or a band.

Double Bump - Double Feel

Two sudden and forceful applies of a clutch or a band.

Drive Link Noise

Final Drive Noise

Planetary Gear Noise

Torque Converter Noise

Driver Shift Control

Climate Control Driver Information Center

Driver Information Center

Driver Shift Control

Diagnostic Trouble Code