E N E R A T I O G: Ford/Lincoln/ Mercury

FORD/LINCOLN/
MERCURY
G
E
N
"6 SPEED FWD & AWD”
E
R 6
A F FoMoCo
T 3
I 5
O
N
1
&
2
1st Printing
INTRODUCTION July 2018
FORD 6F35
GENERATION 1 & 2
The Ford 6F35 is very similar to GM’s 6T40 series due to cooperative engineering between Ford Motor Company
and General Motors, however, very few parts between the 6F35 and 6T40 are interchangeable. The 6F35 has two
design levels, Generation 1 built from 2009 to 2012 and Generation 2 built from 2013 to present. It is important for
the rebuild technician to pay close attention to parts differences between Generation 1 and 2.
One of the major differences between the 6F35 and 6T40 applications is computer location. The TCM for the 6T40
is inside the transmission while 6F35 equipped vehicles are controlled externally.
Hydraulic controls are also different between the 6T40 and 6F35 meaning valve bodies and oil passages will not be
the same. Valve bodies between 6F35 Generation 1 and 2 are also different which indicates the two are not
interchangeable. Solenoid operation and control are also different between 6F35 Generation 1 and 2.
In addition, the transmission cooling systems are different between Generation 1 and 2 and cooler configuration can
also be different depending on model.
This manual will show the disassembly and assembly of both the Generation 1 and 2 transmissions as well as
component differences and transmission specifications. This manual is directed towards the professional
transmission technician, all builder notes and cautions should be adhered to in order to avoid mistakes or personal
injury.
No part of any ATSG publication may be reproduced, stored in any retrieval system or transmitted in any form or by
any means, including but not limited to electronic, mechanical, photocopying, recording or otherwise, without
written permission of Automatic Transmission Service Group. This includes all text illustrations, tables and charts.
The information and part numbers contained in this booklet have

been carefully compiled from industry sources known for their
reliability, but ATSG does not guarantee its accuracy.
Copyright © ATSG 2018
AUTOMATIC TRANSMISSION SERVICE GROUP

18635 SW107th AVENUE
CUTLER BAY, FLORIDA 33157
(305) 670-4161
www.atsg.com 1
FOR D 6 F35
GEN ER ATI ON 1 & 2
INDEX
GENERAL DESCRIPTION AND VEHICLE APPLICATION CHART ..................................... 3

COMPONENT IDENTIFICATION AND APPLICATION CHART............................................ 4
SHIFT QUADRANT OPERATION............................................................................................... 5
IDENTIFICATION TAG INFORMATION................................................................................... 7
TRANSMISSION FLUID REQUIREMENT, DRAIN, FILL AND CHECK PROCEDURES.... 8
TRANSMISSION LINE PRESSURE SPECIFICATIONS........................................................... 9
ELECTRONIC COMPONENT OPERATION .............................................................................. 10
SOLENOID IDENTIFICATION AND APPLICATION CHART ................................................ 11
TRANSMISSION RANGE SENSOR OPERATION..................................................................... 13
TRANSMISSION SPEED SENSOR OPERATION...................................................................... 14
TRANSMISSION FLUID TEMPERATURE SENSOR OPERATION........................................ 15
TRANSMISSION CASE CONNECTOR TERMINAL ID............................................................. 16
DIAGNOSTIC TROUBLE CODES................................................................................................ 17
SCAN TOOL PARAMETER IDENTIFICATION (PID)............................................................... 20
SOLENOID BODY STRATEGY PROGRAMMING.................................................................... 23
TRANSMISSION COOLING SYSTEM OPERATION................................................................. 25
TRANSMISSION DISASSEMBLE................................................................................................ 26
COMPONENT REBUILD SECTION

DIFFERENTIAL CARRIER - DISASSEMBLE........................................................................... 43
DIFFERENTIAL CARRIER - ASSEMBLE.................................................................................. 44
TRANSMISSION FLUID PUMP - DISASSEMBLE.................................................................... 45
TRANSMISSION FLUID PUMP - ASSEMBLE........................................................................... 48
4-5-6/3-5-R CLUTCH HOUSING - DISASSEMBLE................................................................... 54
4-5-6/3-5-R CLUTCH HOUSING - ASSEMBLE.......................................................................... 59
CENTER SUPPORT - 1-2-3-4 CLUTCH SIDE - DISASSEMBLE............................................. 66
CENTER SUPPORT - LOW/REVERSE CLUTCH SIDE - DISASSEMBLE............................. 67
CENTER SUPPORT - 1-2-3-4 CLUTCH SIDE - ASSEMBLE.................................................... 68
CENTER SUPPORT - LOW/REVERSE CLUTCH SIDE - ASSEMBLE.................................... 69
CENTER SUPPORT - GENERATION 2....................................................................................... 70
CONTROL VALVE BODY - GENERATION 1 - DISASSEMBLE............................................... 72
CONTROL VALVE BODY - GENERATION 1 - ASSEMBLE...................................................... 76
CONTROL VALVE BODY - GENERATION 2 - DIFFERENCES & ASSEMBLE.................... 84
TRANSMISSION ASSEMBLE ...................................................................................................... 91
CASE PASSAGE LOCATIONS...................................................................................................... 122
TRANSMISSION FINAL ASSEMBLE.......................................................................................... 123
TORQUE SPECIFICATIONS ....................................................................................................... 128
SPECIAL TOOLS ........................................................................................................................... 129
AUTOMATIC TRANSMISSION SERVICE GROUP

18635 S.W. 107 AVENUE
CUTLER BAY, FLORIDA 33157
(305) 670-4161
Copyright © ATSG 2018
2
Technical Service Information
GENERAL DESCRIPTION
The Ford 6F35 is a fully automatic electronically The 6F35 uses a forward (1-2-3-4) clutch, low one-way
controlled six speed front or all wheel drive transaxle. clutch, low/reverse clutch, overdrive (4-5-6) clutch,
It is used in a variety of passenger cars and light utility Direct (3-5-R) clutch and an intermediate (2-6) clutch to
vehicles with a variety of engine applications. provide six forward speeds and reverse.
The transaxle has a four element torque converter which The PCM will control shift timing through the use of
includes a converter clutch. The 6F35 utilizes three five shift solenoids, line pressure is controlled using the
planetary gear sets. The hydraulic system uses seven line pressure solenoid and converter clutch is controlled
electronically controlled solenoids and requires using the TCC solenoid.
solenoid calibration software to operate the solenoids A transmission range sensor provides gearshift position
for maximum efficiency. information to the PCM and a turbine and output speed
The Generation 1 6F35 uses a transmission fluid sensor provide vehicle speed and gear ratio information
indicator stick and fill tube with a separate drain plug. to the PCM. A variety of engine sensors also provide
The Generation 2 6F35 uses a fill plug and check plug input to the PCM for proper transmission operation.
with a separate drain plug. The PCM will allow scan tool Output State Control to
Transmission weight with torque converter is 189 lbs gain bi-directional control of the transmission
(86 kg). solenoids.
6F35 VEHICLE APPLICATION CHART

MAKE MODEL YEAR ENGINE
FORD C-MAX 2014-2018 1.5L L4
FORD ECOSPORT 2017-2018 1.5L L4
FORD EDGE 2011-2018 2.0L L4
FORD ESCAPE 2009-2018 1.5L, 1.6L, 2.0L, 2.5L L4
FORD EXPLORER 2011-2018 2.0L, 2.3L L4
FORD FOCUS 2014-2018 1.5L L4
FORD FUSION 2009-2018 1.5L, 1.6L, 2.0L, 2.5L L4
FORD GALAXY 2015-2018 2.0L L4
FORD S-MAX 2013-2018 2.0L L4
FORD TAURUS 2013-2018 1.5L, 2.0L L4
FORD TRANSIT CONNECT 2013-2018 1.6L, 2.5L L4
LINCOLN MKC 2014-2018 2.0L, 2.3L L4
LINCOLN MKS 2017-2018 2.0L L4
LINCOLN MKZ 2012-2018 2.0L L4
MAZDA TRIBUTE 2009-2011 2.3L, 2.5L L4, 3.0L V6
MERCURY MARINER 2009-2010 2.0L, 2.5L L4, 3.0L V6
MERCURY MILAN 2009-2010 2.5L L4, 3.0L V6
6F35 GEAR RATIO CHART

GEAR rATIO
FIRST 4.584:1
SECOND 2.964:1
THIRD 1.912:1
FOURTH 1.446:1
FIFTH 1.00:1
SIX 0.746:1
REVERSE 2.94:1
Copyright © 2018 ATSG
Figure 1
AUTOMATIC TRANSMISSION SERVICE GROUP 3
COMPONENT LOCATION AND IDENTIFICATION
LOW ONE/WAY FORWARD

CLUTCH (1-2-3-4)
CLUTCH
LOW/REVERSE
CLUTCH
INTERMEDIATE
(2-6)
CLUTCH
DIRECT
(3-5-REVERSE)
CLUTCH
OVERDRIVE
(4-5-6)
CLUTCH
COMPONENT APPLICATION CHART

Direct Overdrive Forward Intermediate Low
Low/Rev
Gear (3 - 5 - R) (4 - 5 - 6) (1 - 2 - 3 - 4) (2 - 6) One Way
Brake
Clutch Clutch Brake Brake Clutch
Reverse ON ON
First ON ON* HOLD
Second ON ON O/R
Third ON ON O/R
Fourth ON ON O/R
Fifth ON ON O/R
Sixth ON ON O/R
*Turns OFF above 4 mph (6 km/h)
O/R = Overrunning
Figure 2
4 AUTOMATIC TRANSMISSION SERVICE GROUP
SHIFT QUADRANTS
The transmission shift quadrants are comprised of five

detent positions. Those vehicles not equipped with
“Selectshift™” will have P, R, N, D and L Standard
Quadrant as seen in figure 3. Those vehicles with
“Selectshift™” will have P, R, N, D and S. The
“Selectshift™” shift lever will have an “S” button in the
shifter knob, pressing this button will provide the P
operator with manual shift capability in gears first R
through sixth. Vehicles equipped with “Selectshift™” N
D
will also have shift paddles on the steering wheel for L
manual shifting.
Standard Shift Quadrant

P - Park position enables the engine to be started
while preventing the vehicle from moving. For Figure 3
safety reasons, the vehicle's parking brake should
always be used in addition to the "Park" position. Brake Shift Lock System
Park position should not be selected until the
vehicle has come to a complete stop. The Brake Shift Interlock Prevents the shift lever
from inadvertently being pulled out of park with the
R - Reverse enables the vehicle to be operated in a ignition in the run/start position.
rearward direction. Engine braking will occur. The brake pedal must be applied before the shift lock
will release the shift lever.
N - Neutral position enables the engine to start and It is the Body Control Module (BCM) that controls
operate without driving the vehicle. If necessary, this system. When the BCM senses the Brake Pedal
this position should be selected to restart the Position Switch is closed, the shift lever can now be
engine while the vehicle is moving. taken out of the park position.
D - Drive range should be used for all normal driving
conditions to allow maximum efficiency and In an emergency the shift lever can be taken out of
fuel economy. Drive range allows the park by depressing the park lock release button
transmission to operate in each of the six (6) located on the shifter panel as seen in figure 4 below.
forward gear ratios. Both the standard shift quadrant and the
Downshifts to a lower gear are available for safe “Selectshift™” are equipped with this release button.
passing, by depressing the accelerator, or by
manually selecting a lower gear with the shift
lever.
L - Manual Low has the same starting ratio as Drive
range but prevents the transmission from shifting
above 1st gear. Manual 1st can be used for heavy
towing and engine braking as desired.
Manual 1st can be selected at any vehicle speed
D
L
N
R
but will downshift into 1st gear only if vehicle

speed is low enough to avoid over-revving the
engine. This speed is calibrated within the TCM.
SHIFT LOCK
RELEASE
BUTTON
Figure 4

SHIFT QUADRANTS (CONT’D)
SelectShift ™ Quadrant
With the shift lever in the “S” (Sport) position, the driver
can shift the transmission manually through all six gears
using the “Selectshift™” button mounted on the side of
the shift lever knob as seen in figure 5.
When the vehicle is equipped with shift paddles on the
steering wheel as seen in figure 6, it can also be shifted
manually. With the shift lever in the “S” position, the
driver can manually up and down shift the transmission P
through all six gears.
R
The PCM will protect the engine by automatically N
shifting the transmission to prevent over revving or D
stalling. S
P - Park position enables the engine to be started

while preventing the vehicle from moving. For
safety reasons, the vehicle's parking brake should Figure 5
always be used in addition to the "Park" position.
Park position should not be selected until the
vehicle has come to a complete stop.
R - Reverse enables the vehicle to be operated in a

rearward direction. Engine braking will occur.
N - Neutral position enables the engine to start and

operate without driving the vehicle. If necessary,
this position should be selected to restart the
engine while the vehicle is moving.
D - Drive range should be used for all normal driving

conditions for maximum efficiency and fuel Figure 6
economy. Drive range allows the transmission
to operate in each of the six (6) forward gear For the 2017 model year Ford introduced a shift by
ratios. wire system using a rotary style shifter as seen in
Downshifts to a lower gear are available for safe figure 7. The “S” Mode is activated by the button in
passing, by depressing the accelerator, or by the center of the dial, shift positions are the same as
manually selecting a lower gear with the shift described for the other shifter applications.
lever. If the driver door is opened with the vehicle in drive,
the shifter will be commanded to park on its own.
S - The Sport (S) position will allow the driver to
manually shift through gear first through sixth
and the current gear will be indicated on the
instrument cluster.
The transmission will provide additional engine P
R N
D
grade braking. The transmission will select S
gears that will provide the engine braking
desired based on vehicle inputs which will
increase engine rpm. It is recommended to return
to the Drive position when manual mode is not
needed. P
Figure 7
IDENTIFICATION TAG INFORMATION
TRANSMISSION ROUGH FORGE NUMBER
2 1
9L8P 7000 GA 2.5L 4X2 U

23
A4932 181109 9322 1424 23
1 Transaxle Part Number
2 Bar Code 1
3 Assembly Plant Shift
3 4 5 6 4 Transaxle Build Date (DD MM YY)
5 Transaxle Serial Number
6 Bar Code 2

Figure 8

transmission fluid fill & check procedures
Vehicles Built From 2009 to 2012 Vehicles Built From 2013 to 2018
To drain the transmission fluid, locate the transmission To drain the transmission fluid, locate the transmission
drain plug at the bottom center of the transmission as drain plug at the bottom center of the transmission as
seen in figure 9. Torque drain plug to 80 lb in (9 Nm). seen in figure 9. Torque drain plug to 106 lb in (12 Nm).
Fill the transmission through the filler tube seen in Locate the transmission fluid fill cap as seen in figure
figure 10, use the fluid indicator stick for final fluid 11.
level. Add approximately 6.3 Qts (6 Liters) in through the fill
Fluid Type - Mercon® LV plug pipe. With the engine running in Park and
Dry Capacity - Nine (9) Qts. (8.5 Liters). transmission temperature at 185º to 200ºF, Carefully
remove the oil level check plug as seen in figure 12.
When the fluid level is even with the oil level check
plug opening, replace the oil level check plug.
Torque the oil level check plug to the following specs:
1 Standard Transmission Case M10 Plug - 71 lb in
(8Nm).
2 Fuel Economy Transmission Case M20 Plug - 26
lb ft (35 Nm).
Transmission Fluid Type - Mercon® LV.
Figure 9
Figure 11
Standard case
m10 check plug

Figure 10
fuel economy case

m20 check plug
Figure 12
line pressure check & specifications
Make certain all codes are cleared. Connect a pressure
gauge with at least a 400 psi capacity to the line
120 150 pressure service port shown in Figure 13.
180
90
210
Be sure to check line pressure both at idle and wide
60
AUTOMATIC TRANSMISSION
AND ENGINE OIL
230
250
open throttle.
30 14
PRESSURE TESTER
0 ATG4 400
300
Caution: Do not maintain wide open throttle for
DIA L N 0. 3 70 58
more than five (5) seconds in order to avoid any
further transmission damage.
Refer to the chart in figure 13 for line pressure
specifications.
When the procedure is complete, torque the line
pressure service port plug to 106 lb. in. (12 Nm).
Other available pressure ports are identified in figure
13 below, torque specs will be the same as the line
pressure service port plug.
Line pressure may also be controlled with a scan tool
by using the Output State Control to control the line
pressure solenoid. Monitor the LINEDSD parameter
on the scan tool and compare it to the pressure gauge.
line pressure specifications

GEAR @ IDLE @ WOT
PSI kPa PSI kPa
P 49 - 55 338 - 379
R 90 - 100 621 - 689 271 - 300 1868 - 2068
N 49 - 55 338 - 379
D 49 - 55 338 - 379 271 - 300 1868 - 2068
L 49 - 55 338 - 379 271 - 300 1868 - 2068
NOTE: Line pressure in the “S” gear shift position,
M1, will be the same as Drive First Gear.
LUBE
4-5-6
CLUTCH
VOID
COMPENSATOR
FEED
3-5-R
CLUTCH
Figure 13
ELECTRONIC COMPONENTS
The Powertrain Control Module controls the 6F35 Utilizing all of these combined signals allows the PCM
electronic control system outputs to control shift to determine the correct shift timing, shift feel and
timing, line pressure (shift feel) and torque converter converter clutch operation.
clutch operation. The transmission control is separate This results in the PCM properly controlling
from engine control, however, some inputs are shared transmission solenoid operation to ensure the
by both to meet driver demand. transmission will perform at maximum efficiency.
The PCM also receives input signals from transmission A basic overview of the 6F35 electronic control system
related sensors to control transmission operating is shown below in figure 14 as well as a list of sensors
strategy. used in this system.
Sensor Inputs Sensor Inputs (continued)
The Transmission Range Sensor is a Hall Effect The Accelerator Position Sensor is mounted on the
Sensor which sends a different duty cycle percentage throttle pedal and provides accelerator pedal position
for each gear shift position, to provide gear shift information the PCM. The PCM uses this signal to
position information to the PCM. control line pressure, shift scheduling and converter
The Turbine Speed Sensor is a Hall Effect Sensor that clutch operation.
provides converter turbine speed information to the The Throttle Position Sensor is mounted on the
PCM for TCC strategy and gear ratio calculations. throttle body and provides throttle plate position infor-
The Output Shaft Speed Sensor is a Hall Effect Sensor mation to the PCM.
and is located on the solenoid body lead frame. It The PCM uses this signal to control line pressure, shift
provides a transfer shaft drive gear signal to the PCM to scheduling and converter clutch operation, while
control shift timing. Along with the TSS it also provides comparing it’s signal to that of the APP Sensor.
gear ratio information. The Brake Pedal Position Switch tells the PCM when
The Crankshaft Position Sensor provides a signal to the brakes are applied. This signal is used for shift lock
the PCM for engine speed so the PCM can calculate operation.
converter clutch slippage.
The Transmission Temperature Sensor is located on
the solenoid body lead frame. The signal varies with
temperature and is sent to the PCM to control cold start
shift scheduling as well as converter clutch apply time.
PCM
TFT LPS
SSA OUTPUTS
INPUTS
TRS
SSB
SSC
TSS
SSD
OSS SSE
TCC
TRANSMISSION
Figure 14
ELECTRONIC COMPONENTS (CONT’D)
Solenoid Body Assembly
The Solenoid Body Assembly seen in figure 15 Pertinent solenoid operation can be found at the bottom
indicates the location and solenoid application. of the solenoid application chart also shown in figure
15.
LINE
PRESSURE
SSC TCC SSE SSA
SSB
SSD
SSA SSB SSC SSD

(VFS) (VFS) (VFS) (VFS)
Selector PCM NL SSE TCC
NH NL NH
Lever Gear Forward Direct Clutch Intermediate L/R & OD On/Off (VFS)
Position Command Brake NC NL
(3 - 5 - R) Brake (LR/4 -5 -6)
(1 - 2 - 3 - 4) (2 - 6)
P P OFF ON OFF OFF ON OFF
R R OFF OFF OFF OFF ON OFF

a a
N N OFF ON OFF OFF ON OFF
D 1 ON ON OFF OFF ON OFF
2 ON ON ON ON OFF OFF
3 ON OFF OFF ON OFF OFF
4 ON ON OFF OFF OFF ON/OFF
5 OFF OFF OFF OFF OFF ON/OFF
6 OFF ON ON OFF OFF ON/OFF
L L ON ON OFF OFF ON OFF

a = Solenoid state will change if vehicle is moving forward with the selector lever in the NEUTRAL position.
NC = Normally Closed
NH = Normally High
NL = Normally Low Copyright © 2018 ATSG
Figure 15
Solenoid Body Assembly (Cont’d)
The 6F35 utilizes seven (7) solenoids to provide gear solenoid resistance chart
shifting, line pressure control and converter clutch
operation. All seven (7) solenoids connect to the lead Resistance Connector Terminal
Solenoid (OHMS)
frame which routes the solenoid power and ground -) )
(+)
control circuits to the case connector as seen in figure
SSA 3.24 - 7.21 8 5
16.
SSB 3.24 - 7.21 9 5
8 5 7 5 6 5 SSC 3.24 - 7.21 4 5
4 5 3 5
SSD 3.24 - 7.21 10 5
SSE 15.45 - 34.24 7 5
9 LPC 3.24 - 7.21 3 5
5 TCC 3.24 - 7.21 6 5
Figure 17
solenoid failure chart

Shift Solenoid A
Gear Actual Gears Obtained
5 10 Commanded Failed ON Failed OFF
10 High Pressure Low Pressure
R R R
9 D 1, 2, 3, 4 5, 6
8 Shift Solenoid B
7 Failed ON Failed OFF
Commanded
High Pressure Low Pressure
6 R N R
5 D 1, 2, 4,6 3, 5
Shift Solenoid C
4 Actual Gears Obtained
Gear
3 Failed ON Failed OFF
Commanded
3 Line Pressure Control Solenoid Circuit High Pressure Low Pressure
4 Shift Solenoid C Control Circuit R R R
5 Solenoid Power Supply Circuit D 2,6 1, 3, 4, 5
6 Torque Converter Clutch Solenoid Control Circuit Shift Solenoid D
7 Shift Solenoid E Control Circuit Gear Actual Gears Obtained
8 Shift Solenoid A Control Circuit Commanded Failed ON Failed OFF
9 Shift Solenoid B Control Circuit High Pressure Low Pressure
10 Shift Solenoid D Control Circuit R N R
Copyright © 2018 ATSG D 1, 2, 3 4, 5, 6
Figure 16 Shift Solenoid E
Solenoid resistance values can be checked by placing Failed ON Failed OFF
a ohm meter between case connector terminal 5 and Commanded
High Pressure Low Pressure
each of the solenoid control circuits seen in figure 16. R R R
Refer to the chart in figure 17 for resistance values. D 1, 2 1, 2, 3, 4, 5, 6
Refer to the solenoid failure charts in figure 18 to help Copyright © 2018 ATSG
diagnose incorrect gear selection. Figure 18
Transmission Range Sensor
The Transmission Range Sensor is located under the The Transmission Range Sensor is wired through the
transmission side cover attached to the internal lead frame as seen in figure 21. To check the integrity
linkage. of the internal wiring, a resistance check can be made
The Transmission Range Sensor is a three (3) wire from the TRS connector terminals 1, 2 and 3 to lead
hall effect sensor. The range logic is a duty cycle frame connector terminals 17, 18 and 20 shown in
percentage for each gear position as seen in the chart figure 18.
in figure 19.
1 1 TRS Power Supply
transmission range sensor logic chart 2 TRS Signal
2 3 TRS Ground Circuit
Selector Lever Position Range (% Duty Cycle )
P 8.0 - 25.8 3
R 37.50 - 49.31
N 54.54 - 62.49
D 67.35 - 81.15
L 81.15 - 92.0
Figure 19
The Transmission Range Sensor requires a voltage

source and a ground circuit, figure 20, from this it
produces a signal the PCM can read and determine
gear shift position. 20
18
17
20 TRS Ground Circuit

18 TRS Power Supply
Copyright © 2018 ATSG 17 TRS Signal Circuit
1 2 3 Figure 21
Further checks can be made by checking continuity
1 TRS Power Supply between lead frame connector terminals 17, 18 and 20
2 TRS Signal and PCM connector 175T terminals 1, 36 and 39 as
3 TRS Ground Circuit Copyright © 2018 ATSG seen in figure 22
Figure 20
11
10
9
8
7
6
5
4
3
2
1
19
18
17
16
15
14
13
12
23
22
21
20
34
33
32
31
30
29
28
27
26
25
24
46
45
44
43
42
41
40
39
38
37
36
35
50
49
48
47
39
1 TRS Power Supply Circuit 1
36 TRS Ground Circuit 36
39 TRS Signal Circuit
Figure 22
Output Shaft Speed Sensor
The Output Shaft Speed Sensor, figure 23, is bolted to To check the integrity of the OSS lead frame circuits,
the transmission case under the valve body assembly a continuity test can be performed. Connect an ohm
and is triggered by the park gear. The connector plugs meter to OSS terminal 1 and case connector terminal
into the lead frame and is in that way connected to the 20 to verify the OSS ground circuit.
case connector. The OSS signal can be viewed on a Connect an ohm meter to OSS terminal 3 and case
scan tool by monitoring parameter OSS_SRC. connector terminal 19 to verify the OSS signal circuit.
Connect an ohm meter to OSS terminal 4 and case
connector terminal 18 to verify the OSS power supply
circuit as seen in figure 25
1 OSS Ground
2 Not Used
3 OSS Signal
1
4 OSS Power Supply
4 3 1 3 4
1 OSS Ground
2 Not Used
3 OSS Signal
4 OSS Power Supply Copyright © 2018 ATSG
Figure 23 20
The Output Shaft Speed Sensor is a hall effect sensor 19

and therefore requires a voltage supply and a ground
circuit which produces a square wave signal for the 18
PCM to calculate output rpm. Only three (3) of the
four (4) terminals are used in the OSS connector
which are identified as seen in figure 24. 20 OSS Ground Circuit
19 OSS Signal Circuit
Copyright © 2018 ATSG 18 OSS Power Supply Circuit
Figure 25
Externally, continuity tests can be performed by
connecting an ohm meter to case connector terminals
20, 19 and 18 and PCM connector C175T terminals 1,
25 and 36, see figure 26, whose functions are
identified in the above paragraph.
1 OSS Ground
2 Not Used
11
10
9
8
7
6
5
4
3
2
1
4 3 1
19
18
17
16
15
14
13
12
23
22
21
20
3 OSS Signal
34
33
32
31
30
29
28
27
26
25
24
4 OSS Power Supply

46
45
44
43
42
41
40
39
38
37
36
35

50
49
48
47
Figure 24
25 36 1
Figure 26
Turbine Shaft Speed Sensor Transmission Fluid Temperature Sensor
The Turbine Shaft Speed Sensor, figure 27, is The Transmission Fluid Temperature Sensor is a
externally located at the rear of the transmission case thermistor which changes value based on temperature.
and is excited by the 3-5-R/4-5-6 clutch housing by It has a negative temperature coefficient, which
an attached reluctor wheel. The TSS connects to the means as temperature increases, the resistance
vehicle harness which is routed to the PCM. The decreases. The TFT Sensor is an integral part of the
PCM is then able to calculate torque converter clutch lead frame. The temperature value can be viewed on a
slip by comparing turbine rpm to engine rpm. TCC scan tool using the TFT parameter.
slip can be seen on a scan tool by monitoring The TFT Sensor receives a five (5) volt voltage
parameter TCC_SLIPDSD. The signal can be seen on supply from the PCM from terminal 19 and is routed
a scan tool by monitoring parameter TSS_SRC. to case connector terminal 2. The TFT Sensor ground
circuit is supplied by the PCM at terminal 41 and is
routed to case connector terminal 1. The resistance
values can be checked with an ohm meter connected
across case connector terminals 1 and 2, or at PCM
C175T connector terminals 19 and 41 as seen in
figure 29. Refer to the temperature to resistance chart
in figure 30.
11
10
9
8
7
6
5
4
3
2
1
19
18
17
16
15
14
13
12
23
22
21
20
34
33
32
31
30
29
28
27
26
25
24
1 TSS Ground 1 2 3
46
45
44
43
42
41
40
39
38
37
36
35
50
49
48
47
2 TSS Signal
3 TSS Power Supply Copyright © 2018 ATSG 19 41
Figure 27
The Turbine Shaft Speed Sensor is a Hall Effect 19 TFT Signal Circuit
Sensor and therefore requires a voltage supply and a 41 TFT Ground Circuit
ground circuit which produces a DC voltage square
Transmission Fluid
wave signal. The TSS terminals are identified for the Temp Sensor
sensor in figure 27 and for the vehicle wire harness
that connects to the sensor seen in figure 28. Copyright © 2018 ATSG
The TSS circuits are routed to the C175T PCM Figure 29
connector at terminals 1, 16 and 36 also seen in figure
28. transmission fluid temperature chart
ºF ºC Resistance
-40 to -20 -40 to -4 1076K - 269K
-3 to -31 -19 to -1 309K - 91K
11
10
9
8
7
6
5
4
3
2
1
19
18
17
16
15
14
13
12
23
22
21
20
32 to 68 0 to 20 104K - 35K
34
33
32
31
30
29
28
27
26
25
24
46
45
44
43
42
41
40
39
38
37
36
35
69 to 104 21 to 40 40K - 15K

50
49
48
47
105 to 158 41 to 70 17K - 4.9K

3 2 1 159 to 194 71 to 90 5.6K - 2.5K
16 36 1 195 to 230 91 to 110 3.0K - 1.4K
1 TSS Ground
2 TSS Signal 231 to 266 111 to 130 1.7K - 0.8K
3 TSS Power Supply Copyright © 2018 ATSG 267 to 302 131 to 150 0.97K - 0.56K
Figure 28 Figure 30
Transmission Case C168a Connector PCM C175t Connector
The Transmission Case Connector consists of twenty (20) All dedicated transmission wiring circuits are routed to the PCM
terminals which are identified in figure 31 below. C175t Connector. Terminal function is shown in the chart in figure
The terminal functions appear to be consistent across all model 31 below.
years equipped with a 6F35, however, it is a good practice to The terminal functions appear to be consistent across all model
check the wire diagram for the vehicle being repaired. years equipped with a 6F35, however, it is a good practice to check
the wire diagram for the vehicle being repaired.
VEHICLE HARNESS TERMINAL CIRCUIT
NUMBER DESCRIPTION
CONNECTOR
1 Transmission Fluid Temperature (TFT) Sensor Signal Return (Ground Circuit)
20 10
19 2 Transmission Fluid Temperature (TFT) Sensor Signal
9
18 8 3 Line Pressure Solenoid Control Circuit
17 7
16 6 4 Shift Solenoid C (SSC) Control Circuit
15 5
14 4 5 Transmission Solenoid Power Supply (Battery Voltage)
13 3
12 6 Torque Converter Clutch (TCC) Solenoid Control Circuit
2
11 1 7 ON/OFF Shift Solenoid E (SSE) Control Circuit
8 Shift Solenoid A (SSA) Control Circuit
10 20
9 19 9 Shift Solenoid B (SSB) Control Circuit
8 18
7 17 10 Shift Solenoid D (SSD) Control Circuit
6 11-16 Not Used
5
4 17 Transmission Range Sensor (TRS) Signal Circuit
3 Transmission Range Sensor & Output Shaft Speed Sensor Power Supply Circuit
2 18
1 19 Output Shaft Speed Sensor (OSS) Signal Circuit
TRANSMISSION CASE
CONNECTOR 20 Transmission Range Sensor & Output Shaft Speed Sensor Ground Circuit
C175t PCM CONNECTOR TERMINAL CIRCUIT
NUMBER DESCRIPTION
1 Transmission Range, Output Shaft Speed & Turbine Shaft Speed Sensor Power Supply
2-9 Not Used
10 Shift Solenoid D (SSD) Control Circuit
12 24 35 47 11 Shift Solenoid E (SSE) Control Circuit
1
12-15 Not Used
16 Turbine Shaft Speed Sensor Signal Circuit
17-18 Not Used
19 Transmission Fluid Temperature (TFT) Sensor Signal Circuit
20-24 Not Used
12 35
24
1
13 36 47 25 Output Shaft Speed Sensor (OSS) Signal Circuit
2 25
37
3
14 26
38 48 26-30 Not Used
15 27
4 39 31 Transmission Control Switch (TCS) Circuit
16 28
5 40
17 29 32-33 Not Used
6 41
18 30
7 Line Pressure Control Solenoid (LPC) Circuit
19 31
42 34
8 43
20 49
9 32
44 35 Not Used
21
10 33
22
34
45
50 36 Transmission Range, Output Shaft Speed & Turbine Shaft Speed Sensor Ground Circuit
11 46
23
37-38 Not Used
39 Transmission Range Sensor (TRS) Signal Circuit
40 Not Used
41 Transmission Fluid Temperature (TFT) Sensor Ground Circuit
42 Not Used
11 23 34 46 50
43 Shift Solenoid B (SSB) Control Circuit
44 Shift Solenoid C (SSC) Control Circuit
45 Shift Solenoid A (SSA) Control Circuit
46 Torque Converter Clutch Solenoid (TCC) Control Circuit
47-49 Not Used
Copyright © 2018 ATSG 50 Transmission Solenoid Power Supply Circuit
Figure 31
DIAGNOSTIC TROUBLE CODES
DTC CODE DESCRIPTION
P0218 Transmission Fluid Temperature Sensor “A” Indicates Transmission Overtemp Condition
P0657 Transmission Solenoid Power Control Relay or Electrical Circuit Failure
P0701 Transmission Control System Range/Performance Malfunction
P0702 Transmission Control System Electrical Failure (High or Low Voltage Condition)
P0706 Transmission Range “A” Circuit Range/Performance Malfunction
P0707 Transmission Range “A” Circuit Low Duty Cycle
P0708 Transmission Range “A” Circuit High Duty Cycle
P0710 Transmission Fluid Temperature Sensor Circuit Voltage Too High or Too Low
P0711 Transmission Fluid Temperature Sensor Performance - No Change In Sensor Input
P0712 Transmission Fluid Temperature Sensor “A” Circuit Low
P0713 Transmission Fluid Temperature Sensor “A” Circuit High
P0715 Turbine Shaft Speed Sensor Input Insufficient
P0717 Turbine Shaft Speed Sensor No Signal
P0718 Turbine Shaft Speed Sensor Intermittent Or Noisy Signal
P0720 Output Speed Sensor Input Insufficient
P0721 Output Shaft Speed Sensor Intermittent Or Noisy Signal
P0722 Output Shaft Speed Sensor No Signal
P0729 Incorrect Sixth Gear Ratio
P0731 Incorrect First Gear Ratio
P072C Low/Reverse Or One-Way Clutch Failed ON
P072E Direct Clutch System Mechanical Fault
P072F Overdrive Clutch System Mechanical Fault
P0732 Incorrect Second Gear Ratio
P0733 Incorrect Third Gear Ratio
P0734 Incorrect Fourth Gear Ratio
P0735 Incorrect Fifth Gear Ratio
P073A Overdrive Clutch System Mechanical Fault Stuck in Fifth Gear
P073B Overdrive Clutch System Mechanical Fault Stuck In Sixth Gear
P073D Unable To Engage Neutral
P0740 Torque Converter Clutch Solenoid Circuit Open
P0741 Torque Converter Clutch Stuck OFF
P0742 Torque Converter Clutch Stuck ON
P0743 Torque Converter Clutch Solenoid Circuit Open or Shorted
P0744 Torque Converter Clutch Solenoid Circuit Intermittent Short To Voltage
P0748 Pressure Control Solenoid “A” Electrical Fault
P0750 Shift Solenoid “A” Electrical Fault (Open)
P0751 Shift Solenoid “A” Performance/Stuck OFF
P0752 Shift Solenoid “A” Performance/Stuck ON
P0753 Shift Solenoid “A” Electrical Fault (Open)
P0754 Shift Solenoid “A” Intermittent Electrical Fault
P0755 Shift Solenoid “B” Electrical Fault (Open)
Figure 32
DIAGNOSTIC TROUBLE CODES (CONT’D)
P0756 Shift Solenoid “B” Stuck OFF
P0757 Shift Solenoid “B” Stuck ON
P0758 Shift Solenoid “B” Electrical Fault
P0759 Shift Solenoid “B” Intermittent Electrical Fault
P0760 Shift Solenoid “C” Electrical Fault
P0761 Shift Solenoid “C” Stuck OFF
P0762 Shift Solenoid “C” Stuck ON
P0763 Shift Solenoid “C” Electrical Circuit Shorted Or Open
P0764 Shift Solenoid “C” Intermittent Electrical Fault
P0765 Shift Solenoid “D” Electrical Fault
P0766 Shift Solenoid “D” Stuck OFF
P0767 Shift Solenoid “D” Stuck ON
P0768 Shift Solenoid “D” Electrical Circuit Shorted Or Open
P0769 Shift Solenoid “D” Intermittent Electrical Fault
P0770 Shift Solenoid “E” Electrical Fault
P0771 Shift Solenoid “E” Stuck OFF
P0772 Shift Solenoid “E” Stuck ON
P0773 Shift Solenoid “E” Electrical Circuit Shorted Or Open
P0774 Shift Solenoid “E” Intermittent Electrical Fault
P07A5 Transmission Friction Element “B” Stuck ON (Direct Clutch)
P07A8 Transmission Friction Element “D” Stuck OFF (Low/Reverse Clutch)
P07A9 Transmission Friction Element “D” Stuck ON (Low/Reverse Clutch)
P07AA Transmission Friction Element “E” Stuck OFF (Overdrive Clutch)
P0815 Upshift Switch Electrical Circuit Fault
P0816 Downshift Switch Electrical Circuit Fault
P0867 Transmission Friction Element “E” Stuck OFF (Overdrive Clutch)
P0882 Transmission Control Module Power Input Signal Voltage Low
P0883 Transmission Control Module Power Input Signal Voltage High
P0960 Pressure Control Solenoid “A” Control Circuit Open
P0961 Pressure Control Solenoid “A” Control Range/Performance Electrical Fault
P0962 Pressure Control Solenoid “A” Control Circuit Voltage Low
P0963 Pressure Control Solenoid “A” Control Circuit Voltage High
P0973 Shift Solenoid “A” Control Circuit Voltage Low
P0974 Shift Solenoid “A” Control Circuit Voltage High
P0976 Shift Solenoid “B” Control Circuit Voltage Low
P0977 Shift Solenoid “B” Control Circuit Voltage High
P0979 Shift Solenoid “C” Control Circuit Voltage Low
P0980 Shift Solenoid “C” Control Circuit Voltage High
P0982 Shift Solenoid “D” Control Circuit Voltage Low
P0983 Shift Solenoid “D” Control Circuit Voltage High
P0984 Pressure Control Solenoid “E” Control Range/Performance Electrical Fault
Figure 33
DIAGNOSTIC TROUBLE CODES (CONT’D)
P1001 KOEO Not Able To Complete (Self Test Aborted)
P1501 Vehicle Speed Sensor Out Of Self Test Range (Sensor Or Circuit Fault)
P1636 Inductive Signature Chip Communication Error (PCM Malfunction)
P163E Powertrain Control Module Programming Error (Transmission Identification Version Error)
P163F Transmission Identification (TRID) Block Corrupted Or Not Programmed
P1702 Transmission Range Sensor Circuit Intermittent Fault (All Circuits Open)
P1705 Transmission Range Sensor Not Indicating Park/Neutral During Self Test
P1711 Transmission Temperature Sensor Out Of Range During Self Test Range
P1744 Torque Converter Clutch Stuck OFF (Mechanical Converter Clutch Slippage)
P1780 Transmission Control Switch Did Not Change State During Self Test
P1783 Transmission Overtemperature Condition
P1910 Reverse Lamp Control Circuit Open
P1921 Transmission Range Sensor Out Of Range During Self Test
P2700 Transmission Friction Element “A” Apply Time Too Long (Forward Clutch)
P2701 Transmission Friction Element “B” Apply Time Too Long (Direct Clutch)
P2702 Transmission Friction Element “C” Apply Time Too Long (Intermediate Clutch)
P2703 Transmission Friction Element “L/R” Apply Time Too Long (Low/Reverse Clutch)
P2704 Transmission Friction Element “E” Apply Time Too Long (Overdrive Clutch)
P2705 Transmission Friction Element “F” Apply Time Range/Performance (One-Way Clutch)
P2758 Torque Converter Clutch Pressure Control Solenoid Stuck ON
P2760 Torque Converter Clutch Pressure Control Solenoid Intermittent Fault
P2783 Torque Converter Temperature Too High
Figure 34
Fifth Gear failsafe operation Transmission Drive Cycle Procedure:
When the transmission has an electrical, hydraulic or NOTE: The transmission drive cycle test must be followed
mechanical failure that results in limp mode, the PCM exactly. Malfunctions must occur four (4) times
consecutively for a shift error DTC to be set, and five (5)
removes ground control from the shift, TCC and line times consecutively for a continuous converter clutch DTC
pressure control solenoids. The uncontrolled to set.
solenoids default to their normal states. The SSB, 1. Record and then erase any present codes.
SSD and LPC solenoids are normally high solenoids 2. Warm engine to normal operating temperature.
which means in their normal state, they provide high 3. Make certain transmission fluid level is correct.
pressure to the valves they control. 4. With the transmission in DRIVE, moderately
This provides fifth gear only with maximum line accelerate from a stop to 50 mph (80 km/h). This
pressure. allows the transmission to shift to sixth gear. Hold
speed and throttle opening steady for a minimum of
15 seconds.
5. With the transmission in sixth gear and maintaining
steady speed and throttle opening, lightly apply and
release brake. Then hold speed and throttle steady
for an additional 5 seconds minimum.
6. Brake to a stop and remain stopped for a minimum
of 20 seconds.
7. Repeat steps 4 through 6 at least 5 times.
8. Perform the self test and record continuous codes if
any.

scan tool parameter Identification
PID Acronym PID Name Description
APP1 APP Sensor 1 Accelerator Pedal Position Sensor
AST Time Since Start Time, in seconds, since the vehicle was started
CLRDIST Distance Since DTC cleared Distance driven since PCM DTCs were cleared
DTC PCM Continuous Codes Number of PCM DTCs present
ECT PCM ECTPCM Engine coolant temperature data provided to the PCM
ENGLOAD Engine Load Engine load calculated by the PCM
GEAR Gear Commanded by PCM PCM commanded transmission gear
GEAR_OSC# Gear Commanded By Output Output State Control commanded gear
State Control
GEAR_RAT Gear Ratio Commanded Theoretical transmission gear ratio commanded
HRSH_SHFT# Firm Shift Output State Control commanded firm shift
LINEDSD# Line Pressure Control Desired Commanded Line Pressure
Commanded pressure for the Line Pressure Control Variable
LPC Line Pressure Control
Force Solenoid
LPC_AMP Line Pressure Control In Amps Commanded current for the Line Pressure Control Variable
Force Solenoid
LPC_F Fault status for the Line Pressure Control Variable Force
Line Pressure Control Status
Solenoid
MIL_DIS The distance traveled since the
The distance traveled since the MIL was commanded ON
MIL was activated
OSS_F Output Shaft Speed Reliable Fault status for the Output Shaft Speed Sensor
OSS_SRC Unfiltered Output Shaft Speed A Actual speed of the Output Shaft Speed Sensor in RPM
RPM_PCM Engine Revolutions Per Minute Engine RPM input to the PCM
Shift RPM Drop in Input Shaft
SHFT_DROP Shift RPM drop in input shaft speed below expected
Speed Below Expected
Shift RPM Rise In Input Shaft
SHFT_FLRE Shift RPM Rise In Input Shaft Speed Above Expected
Speed Above Expected
Shift Identification Off Shift Shift Identification Of shift Parameter Identifications lag, time,
SHFT_ID
PIDs Lag, Time, Flare & Drop flare & drop
Shift Time Elapsed From Com-
SHFT_LAG Actual time during shift between 10% and 90% complete
manded To 10% Complete
SHFT_TIME Shift Time Elapsed From Com- Shift time 0% to 10% complete
manded To 10% Complete
SHFT_TYP Shift Type Shift Type
Shift Solenoid Pressure Control Commanded pressure for the Shift Solenoid Pressure Control
SSPCA
“A” Solenoid “A”
SSA_AMP# Shift Solenoid Pressure Control
Commanded current for Shift Solenoid Pressure Control “A”
“A”
SSPCA_F Shift Solenoid Pressure Control
Fault status for the Shift Solenoid Pressure Control “A”
“A” Status
SSPCB
“B” Solenoid “B”
SSB_AMP Shift Solenoid Pressure Control
Commanded current for Shift Solenoid Pressure Control “B”
“B”
SSPCB_F SSPCB Status Fault status for the Shift Solenoid Pressure Control “B”
Figure 35
scan tool parameter Identification (CONT’D)
SSPCC
“C” ”C”
SSC_AMP Shift Solenoid Pressure Control Commanded current for the Shift Solenoid Pressure Control
“C” ”C”
SSPCC_F SSPCC Status Fault status for Shift Solenoid Pressure Control “C”
SSPCD
“D” ”D”
SSD_AMP# Shift Solenoid Pressure Control Commanded current for the Shift Solenoid Pressure Control
“D” ”D”
SSPCD_F SSPCD Status Fault status for Shift Solenoid Pressure Control “D”
SSPCE#
“E” ”E”
SSE_AMP# Shift Solenoid Pressure Control Commanded current for the Shift Solenoid Pressure Control
“E” ”E”
SSPCE_F SSPCE Status Fault status for Shift Solenoid Pressure Control “E”
Select Shift Transmission-Down SelectShift™ transmission - down switch input
SST_D
Switch Input
Select Shift Transmission-Up
SST_U SelectShift™ transmission - up switch input
Switch Input
TCC AMP Converter Pressure Control Commanded current for TCC Pressure Control Solenoid
Torque Converter Clutch Actual Actual difference between engine speed and turbine speed in
TC_SLIPACT
Slip Speed RPM
TC_SLIPDSD Torque Converter Clutch Desired PCM commanded difference between engine speed and turbine
Slip Speed speed in RPM
Torque Converter Clutch Commanded pressure for torque converter clutch
TCC
Solenoid
TCC_F Torque Converter Clutch Fault status for the torque converter clutch
Pressure Control Fault
TCC_OSC# Output State Control Of Torque Output state control commanded pressure to the Torque Con-
Converter veter Clutch
TCC_RAT Torque Slip Ratio Actual Speed ratio of torque converter (1.0 = Fully Engaged)
TCS_DEPRES Transmission Control Switch
Transmission Control Switch status
Pressed
Transmission Control Switch
TCS_STATE Transmission Control Switch status
Requested State
Transmission Fluid Temperature Transmission Fluid Temperature Sensor in degrees
TFT
Sensor
TFT_F Transmission Fluid Temperature Fault status for Transmission Fluid Temperature Sensor
Sensor Status
Transmission Fluid Temperature
TFTV Transmission Fluid Temperature Sensor voltage
Sensor Voltage
TR Transmission Range Position Transmission Range Sensor Input to the PCM
Transmission Range Engine
TR_CRANK Transmission Range Input allowing engine to start
Crank Signal
TR_F Transmission Range Status Fault status for Transmission Range Sensor
TRAN_RAT Measured Gear Ratio Actual transmission gear ratio
Figure 36
parameter Identification (CONT’D)
TRAN_VOLT_A Transmission Supply Voltage Transmission supply voltage
Control State
TRO_N_F Neutral Output State Transmission neutral output status
TRO_P_F Park Output State Transmission park output status
TSS_F Turbine Shaft Speed Reliable Fault status of the Turbine Shaft Speed Sensor in RPM
TSS_SRC Unfiltered Turbine Shaft Speed Actual speed of the Turbine Shaft Speed Sensor in RPM
VPWR_PCM Module Supply Voltage PCM supply voltage
VSS Vehicle Speed Vehicle speed in MPH
OUTPUT STATE CONTROL ENABLING CRITERIA
Retrieve the continuous codes, perform a KOEO and KOER self test before using Output State Control. Any
DTCs related to the TRS, TSS or OSS Sensors must be repaired or the PCM will not allow Output State
Control to operate.
SSA_AMP#, SSB_AMP#, SSC_AMP#, SSD_AMP#, SSE_AMP#, TCC_AMP#

Current to individual shift solenoids can be commanded when performing an electrical circuit check. To
enable OSC, the:
TRS must be in either Park or Neutral
KOEO or KOER with engine at idle (APP1 +0% throttle opening)
LINE_DSD#
Line pressure can be commanded high or low while monitoring the actual line pressure on a gauge. To enable
OSC, the:
TRS must be in either Park or Neutral
KOER with engine idle greater than 1000 RPM (APP1 = (0% throttle opening)
GEAR_OSC#
Individual gears can be commanded by using GEAR_OSC# while road testing the vehicle. The functionality is
similar to using the Select Shift +/- button on vehicles equipped with Select Shift. The PCM cannot command
certain gears if engine speed and the vehicle speed combination could result in engine damage. To enable
OSC, the:
TRS must be in Drive
VSS greater than 6 mph (10 km/h)
TCC_OSC#
Some vehicle concerns may be more pronounced when the torque converter clutch is applied or released. For
example, minor cylinder misfires may not be felt during a road test until additional load of the converter clutch
is applied. To enable OSC, the:
TRS must be in Drive
Engine RPM greater than 1200
GEAR equal to 3rd, 4th, 5th or 6th
VSS greater than 2 mph (3 km/h)
Brake Pedal Position Switch OFF
TFT between 60º F to 240º F (15º C to 115º C)
HRSH_SHFT#
Increasing line pressure to identify shift feel concerns and enable OSC the:
TRS must be in Park, Reverse, Neutral or Drive. OSC will not function in M, 2, and 1 Copyright © 2018 ATSG
Figure 37
solenoid body strategy
The solenoid body strategy is a file that is The thirteen (13) digit solenoid body strategy number
programmed into the PCM to control the shift, line and the seven (7) digit solenoid body identification
pressure and torque converter clutch solenoids for number can also be found on the solenoid body
proper transmission operation. casting as shown in figure 40.
The solenoid body tag on the top of the transmission
case contains the thirteen (13) digit solenoid body
strategy and the seven (7) digit solenoid body
identification as shown in figure 38.
3190921291797
SOL STRATEGY
137F785
SOL BODY ID
9322142423
137F785
3190921291797
Figure 40
If all the solenoid strategy and identification numbers
Figure 38 match, then a solenoid strategy download will NOT
be necessary. If any of these numbers do not match
The thirteen (13) digit solenoid body strategy number
due to a transmission, solenoid or PCM change, or the
and the seven (7) digit solenoid body identification
identification tags are missing or illegible then a
number can also be found on the solenoid body
solenoid strategy program programming will be
connector as seen in figure 39.
required. If a new strategy is programmed into the
PCM, be sure to obtain new tags so all matches.
A capable scan tool should be able to read the
solenoid strategy and identification numbers that are
programmed into the PCM. If this is the original
PCM, these numbers will indicate what should be in
and on the transmission.
Figure 39
solenoid body strategy (CONT’D)
The reason a solenoid strategy is necessary is due to Solenoid Body Strategy Drive Cycle Procedure:
solenoid flow rate which varies between one solenoid Perform this drive cycle after the solenoid body
and another. The solenoids are calibrated from the strategy download and installation has be completed.
factory and can be replaced separately. The flow rate 1. Bring engine and transmission up to normal
is identified by a solenoid band number on the operating temperature.
solenoid body as seen in figure 41. 2. With the engine running and the brake applied,
When replacing solenoids either individually or as a move the gear selector lever through positions N,
complete set, the replacement solenoid band number R, N, D, R, D, N while holding the gear shifter in
must match the original band number or clutch each position for four (4) seconds. Repeat this
application may be unacceptable. Band numbers will pattern two (2) times.
be 1, 2, 3, 4, or 5. Gen 1 and 2 solenoids are not 3. Drive the vehicle and accelerate at a moderate
interchangeable. throttle so that the upshifts occur at 2,000 rpm up
to 50 mph (80 km/h) and brake lightly to a stop.
SOLENOID BAND NUMBER
Repeat this pattern two (2) times.
4. Drive the vehicle and accelerate at a moderate
throttle so that the upshifts occur at 3,000 rpm up
to 50 mph (80 km/h)and brake lightly to a stop.
Repeat the pattern two (2) times.
5. With the engine running and the brake applied,
move the gear selector lever through positions N,
R, N, D, R, D, N. Repeat this pattern two (2)
times.
6. From a stop, accelerate to 25 mph (40 km/h), then
release the throttle. Keeping the throttle closed,
pull the selector lever into the “L”position and
coast down to 10 mph (16 km/h). Repeat this
GEN 1 GEN 2 pattern two (2) times.
Figure 41
Solenoid Body Strategy Download Procedure:
Using a capable scan tool, select “Module
Programming” and “Programable Parameters”, select
“Transmission”.
Enter the current solenoid body strategy and solenoid
body identification numbers on the scan tool.
The scan tool should verify the numbers are either
valid or invalid. The scan tool checks to see if the file
is present in the scan tool. If the file is present proceed
with the download. If the file is not present, the scan
tool will need to be connected to Ford’s Professional
Technician Society server to download the file into the
scan tool.
Reconnect the scan tool to the vehicle and follow the
scan tool on screen instructions.
If the scan tool cannot download the file, a partial
solenoid strategy will automatically be downloaded.
If the scan tool cannot connect to the PTS server,
download the file from www.motorcraftservice.com
website.

transmission cooling system
Generation 1 Transmission Cooling System
The Generation 1 cooling system uses an oil to air type cooler which is plumbed to the transmission inlet and
outlet passages through the cooling lines as seen in figure 42.
COOLER
INLET LINE
COOLER
OUTLET LINE
(Return)
OIL TO AIR
COOLER
Figure 42
Generation 2 Transmission Cooling System

The Generation 2 cooling system uses a water cooled system which is plumbed to the transmission inlet and outlet
passages through the cooling lines as seen in figure 43. The cooler is mounted on top of the transmission and uses
engine coolant to cool the transmission fluid. Cooler configuration may be different on other models. Generation 2
transmission cooling systems will have the thermal bypass valve located in a block plumbed into the cooling lines.
COOLANT
COOLANT INLET
OUTLET
(Return)
TRANSMISSION FLUID
COOLER WARMER/COOLER
INLET LINE
COOLER
OUTLET LINE
(Return)
Figure 43
SAFETY PRECAUTIONS TRANSMISSION DISASSEMBle
Service information provided in this manual by ATSG is 1. The transmission should be cleaned, if
intended for use by professional, qualified technicians. necessary, on the outside, to remove any dirt and
Attempting repairs or service without the appropriate grease before the disassembly process begins.
training, tools and equipment could cause injury to you or 2. Remove the torque converter assembly from the
others. Some of the procedures require the use of special transmission, as shown in Figure 44.
tools that are designed for specific purposes. 3. Record the converter code letters just in case
This manual contains cautions that you must observe replacement becomes necessary.
carefully in order to reduce the risk of injury to yourself or 4. Remove the filler tube assembly with the vent tube
others. This manual also contains BUILDERS NOTES as shown in figure 45 (Generation 1 Only).
that must be carefully followed to avoid premature Remove and discard the filler tube seal.
transmission failure.
Note: Always use the redesigned filler tube seen in
Builders Note: It is recommended that all bushings,
figure 45 with an improved vent to prevent leakage.
bearings and seals be pressed in place instead of using a
hammer. Use of a hammer can damage or deform these 5. The transmission should now be securely placed
components. into a suitable holding fixture. Remove the turbine
The 6F35 clutch packs do not use any selective speed sensor bolt as shown in figure 46.
components, if clutch clearance is not correct, replace 6. Remove the turbine speed sensor as shown in
all clutch pack components. figure 47 and discard the o-ring seal.
Figure 44 Figure 46
generation 1
1
3
4
1. Vent Tube
2. Filler Tube
3. Fluid Level Indicator
4. Filler Tube Nut
Figure 45 Figure 47
TRANSMISSION DISASSEMBLe (cont’d)
7. Prior to main control cover removal, record where generation 2
the five (5) stud bolts are located as shown in figure
48 to ensure they are placed in their original
locations.
8. Remove the main control cover as shown in figure
49 and discard the gasket if one is present. If Silicon
sealer was used, it will be removed later.
Builders Note: There are three (3) styles of side cover,
the GEN 1 shown in figure 49 and another with a
different bolt pattern which is used on both GEN 1 and
GEN 2 applications.
The GEN 2 only side cover uses a rubber gasket to
seal against the case as seen in figure 50, remove
and discard the rubber gasket.
9. Disconnect the output shaft speed sensor as shown
in figure 51.
10. Disconnect the transmission range sensor as shown Figure 50
in figure 52.
Figure 48 Figure 51
generation 1
Figure 49 Figure 52
11. Remove and discard the solenoid body to main
control cover seal as shown in figure 53.
12. Remove the valve body assembly single nut and
twenty two (22) Torx bolts as seen in figure 54.
13. Remove the valve body assembly to case bonded
separator plate as shown in figure 55.
Builders Note: If a successful method of removing
bonded separator plate gaskets has been found,
replacement gaskets are in the overhaul kit.
14. Remove the output speed sensor as shown in
figure 56.
15. Remove and discard the 1-2-3-4 and low/reverse
clutch transmission case to center support seals as
seen in figure 57.
Figure 53
Figure 54 Figure 56
Figure 55 Figure 57
16. Remove the thermal bypass valve and spring
(Generation 1 only) as seen in figure 58.
17. For Generation 2 the Thermal Bypass Valve has
been eliminated as seen in figure 59. This
function is now controlled by regulating valves in
the engine cooling system.
18. Remove the detent spring and bolt as seen in
figure 60.
19. Remove the seventeen (17) torque converter
housing to transmission case bolts as seen in
figure 61.
Builders Note: Be sure to mark where the stud bolt
locations are before bolt removal.
20. Using two (2) pry bars in the locations indicated,
carefully pry the case halves apart as seen in figure 62,
a polymer coated dead blow hammer should be used
to help break the silicon seal.
Builders Note: Avoid using excessive force on the pry
Figure 60
bars as the case can break.
generation 1
Figure 58 Figure 61
generation 2
No Thermal
Bypass Valve
Figure 59 Figure 62
21. Pull the torque converter housing assembly off
the transmission case and separate the two
assemblies as seen in figure 63.
22. Remove and inspect the #15 differential thrust
bearing which often remains in the torque
converter housing as seen in figure 64.
23. Remove the differential carrier as shown in figure
65. Check the carrier for excessive wear.
24. Remove the differential sun gear as shown in
figure 66. Check spline and gear teeth condition.
Check for excessive slack in the drive chain,
replace if necessary.
25. In preparation for removal of the park pawl
assembly, figure 67, it may be a good idea to
photograph it for correct assembly purposes.
Figure 63
#15 Differential
Thrust Bearing
Figure 64 Figure 66
Figure 65 Figure 67
26. Remove the park pawl pin, the park pawl return
spring and the park pawl as shown in figure 68.
27. Remove and discard the five (5) clutch feed seals
as shown in figure 69.
28. Simultaneously remove the drive and driven
sprockets with the drive chain as seen in figure
70.
29. Remove and inspect the #13 drive sprocket to
converter housing thrust washer as shown in
figure 71.
30. Remove and inspect the #11 drive sprocket thrust
bearing as shown in figure 72.
Figure 70
Figure 68 Figure 71
Figure 69 Figure 72
31. Inspect the caged drive sprocket needle bearing
seen in figure 73, replace drive sprocket if
damaged.
32. Remove and inspect the #12 driven sprocket
bearing as seen in figure 74.
33. Remove the two (2) drive chain reservoir/oil baffle
bolts as seen in figure 75.
34. Remove the drive chain reservoir/oil baffle
assembly as seen in figure 76.
Builders Note: Also shown in figure 76 is the 2nd
design drive chain reservoir, Do Not Use this Design
Level, as it causes a “Hoot” noise when the engine is
running.
If the plastic oil baffle is broken, replace the drive
chain.
35. Use the 3rd design level drive chain reservoir
Figure 73 shown in figure 77 on all Generation 1 applications.
generation 1
2nd Design
#12 Driven Chain Reservoir
Sprocket Bearing DO NOT USE
Figure 74 Figure 76
3rd Design
Chain Reservoir
USE THIS
Figure 75 Figure 77
36. The Generation 2 differential fluid baffle seen in

generation 2
figure 78 must be removed at this time.
37. Then remove the drive chain reservoir as seen in
figure 79.
38. The drive chain and sprockets must be removed
at this time in order to remove the transmission
fluid baffle seen in figure 80.
39. Remove the Generation 2 transmission fluid
baffle as seen in figure 81.
40. Remove and inspect the #10 front sun gear/shell
assembly thrust bearing as shown in figure 82.
Figure 80
generation 2 generation 2
Figure 78 Figure 81
generation 2
Figure 79 Figure 82
41. The 1-2-3-4 clutch retaining snap ring is tapered,
make certain the tapered side of the snap ring
faces up for re-assembly. Take notice of the snap
ring gap position before removal, it faces the 2
o’clock position with the transmission case in the
position shown for reassembly as seen in figure
83.
42. Use a flat bladed tool to remove the 1-2-3-4
clutch retaining snap ring as shown in figure 84.
Builders Note: Permanently mark all steel plates for
orientation purposes during the re-assembly process.
43. Remove the 1-2-3-4 clutch pressure plate as
shown in figure 85.
44. Remove the 1-2-3-4 friction and steel plates as
well as the waved plate as seen in figure 86. If
damaged, discard the 1-2-3-4 clutch components.
Figure 83 45. Remove and inspect the front sun gear/shell
assembly as shown in figure 87.
Figure 84 Figure 86
Figure 85 Figure 87
46. Remove the front planetary carrier as shown

in figure 88 and inspect condition of pinion gears
and splines.
47. Remove and inspect the #7 thrust bearing as seen
in figure 89.
in figure 90.
49. Remove the center planetary carrier as shown in
figure 91. Inspect the planetary pinions for
smoothness and/or pinion wobble, replace carrier
if necessary
50. Remove and inspect the center planetary sun gear
Figure 90
Figure 88 Figure 91
Figure 89 Figure 92
51. Remove and inspect the #5 thrust bearing as

shown in figure 93.
52. Remove and inspect the # 6 thrust bearing as
shown in figure 94.
53. Remove the center support assembly as shown in
figure 95.
54. Remove the rear planetary carrier as shown in
figure 96. Inspect the pinions for smoothness
and/or wobble. Replace carrier if necessary.
55. Remove the low/reverse wave plate as shown in
figure 97.
Builders Note: Permanently mark all steel plates for
orientation purposes during the re-assembly process.
Figure 93
Figure 94 Figure 96
Figure 95 Figure 97
56. Remove the low/reverse friction and steel plates
as shown in figure 98. Discard damaged plates.
57. Remove the low/reverse pressure plate as shown
in figure 99.
58. Remove the low one-way clutch assembly as
shown in figure 100. Check the one-way clutch
ability to freewheel in one direction and hold in
the other direction. Check the 2-6 clutch surface
for damage, replace the one-way clutch if
necessary.
59. Remove the rear sun gear/shell assembly and the
2-6 clutch plates that will come out with the shell
as seen in figure 101. Discard damaged clutch
plates.
60. Remove the 2-6 clutch pressure plate and wave
plate as shown in figure 102. Figure 100
Figure 98 Figure 101

61. Remove the 4-5-6/3-5-R clutch housing as shown

in figure 103.
in figure 104.
63. Remove and inspect the #1 thrust bearing as
shown in figure 105.
Builders Note: The #1 thrust bearing may stick to
the bottom of the 4-5-6/3-5-R clutch housing.
64. The Generation 2 #1 thrust bearing seen in figure
106 has locating tabs that lock into slots in the
transmission case.
in figure 107. The bearing has a spiral race which
faces the transmission case.
Figure 103
generation 2
generation 1
generation 2

66. Using a flat bladed tool, remove the 2-6 clutch

retaining snap ring as seen in figure 108.
67. Move the flat bladed tool around the transmission
case to continue to work the snap ring loose as
seen in figure 109.
68. Remove the 2-6 clutch retaining snap ring as seen
in figure 110.
69, Remove the 2-6 apply piston assembly as shown
in figure 111.
70. Using a flat bladed tool, pry the 2-6 clutch apply
ring out of the 2-6 clutch apply piston as seen in
figure 112.
Figure 110

71. Separate the 2-6 clutch apply ring, Belleville
return spring and piston as seen in figure 113.
Builder Note: Note the direction of the Belleville spring
for correct assembly.
72. Remove the three (3) clutch support tower bolts
as seen in figure 114.
73. Remove the clutch support tower as seen in
figure 115. Remove and discard the four (4)
sealing rings. Inspect the bushing journals for
damage, replace the tower if necessary.
74. Remove the manual shaft roll pin with a vice grip
pliers as seen in figure 116, or use roll pin
removal tool 211-061. Discard the roll pin.
Builders Note: DO NOT drive the roll pin down
towards the case, the roll pin will make contact and
break the case.
Figure 113 75. Remove the TRS/detent lever and park rod

76. Remove and discard the manual lever seal as seen
in figure 118.
77. Using a seal puller, remove and discard the left
hand axle seal as shown in figure 119.
78. Inspect the left hand axle support bushing as seen
in figure 120.
Builders Note: The left hand axle support bushing is
known to severely wear, always replace it with a wider,
specially coated aftermarket bushing.
79. Use a suitable bushing driver to remove the left
hand axle support bushing from the transmission
case as shown in figure 121. The transmission
case is ready for cleaning.
80. Remove the nine (9) bolts shown in figure 122
and remove the pump and filter assembly from
the torque converter housing.
Builders Note: Take note of the location of the 8MM Figure 120
head bolt seen in figure 122 for correct reassembly.
8mm Head
Bolt

81. Remove the differential assembly oil baffle as

82. Position the torque converter housing on it’s front
side and provide a punch mark in a matching
location on both the differential carrier ring gear
and the torque converter housing to avoid gear
whine as shown in figure 124.
83. Remove the differential carrier ring gear retaining
snap ring as seen in figure 125.
84. Remove and inspect the differential carrier ring
gear as seen in figure 126.
Builders Note: Inspect the differential carrier
support bushing also seen in figure 126, replace if
necessary.
85. Remove and discard the right side axle seal as
Figure 123 seen in figure 127.

component rebuild
Differential Carrier - Disassemble
1. Using the appropriate size drift punch, remove
and discard the side gear roll pin as seen in figure
128.
2. Remove the differential cross pin as shown in
figure 129.
3. Inspect the differential cross pin for excessive
wear at the side gear journals as seen in figure
130.
4. Rotate the side and spider gears as seen in figure
131 until the spider gears can be removed. Then
remove the side gears.
Builders Note: Do not mix the side or spider gears
or washers, this can cause an uneven wear pattern
and possibly gear noise.
5. Inspect the side gears, spider gears and washers
for excessive wear as seen in figure 132. Replace Figure 130
as necessary.

component rebuild (cont’d)
Differential Carrier - Assemble
6. Inspect the carrier pinion gears for roughness or
wobble as seen in figure 133.
7. Inspect the captured sun gear thrust bearing for
roughness as seen in figure 134.
Builders Note: If the carrier pinion needle bearing
or the captured sun gear thrust bearing require
replacement, the carrier pinions will require
removal. The carrier pinion retaining snap ring
seen in figure 134 can be removed to accomplish
this. Rotate the side gears in direction shown in
figure 135 to install them.
8. Install the spider gear cross pin as shown in figure
136.
9. Install a spider gear cross pin roll pin as shown in
figure 137.
Figure 133

Transmission Fluid Pump - Disassemble
1. Remove and discard the pump to torque converter
housing seal as shown in figure 138.
2. Twist the sump filter a quarter turn in the direction
shown so the filter locking tabs are exposed to the
notches in the pump assembly as seen in figure generation 1 generation 2
139. Discard the filter.
3. The Generation 1 sump filter is half plastic and
half metal while the Generation 2 filter is all
plastic as seen in figure 140. Both filters are
dimensionally different as well.
Builders Note: New filters come with new magnets.
4. Remove the twenty three (23) pump cover to
pump body #30 Torx bolts as seen in figure 141.
5. Remove the pump cover from the pump body as
Figure 140

6. Remove and inspect the inner and outer pump
gears for damage as seen in figure 143. Inspect
the pump gear pocket as well for any obvious
damage, replace as necessary.
7. Remove and discard the Generation 1 front seal
8. Remove the Generation 2 front seal retaining
snap ring as shown in figure 145. Remove and
discard the front seal.
9. Remove the pressure regulator valve retainer as
10. To remove a stuck bore plug, use an M4 bolt to
screw into the threaded hole in the bore plug as
shown in figure 147 and remove the bore plug
and the pressure regulator valve assembly.
Figure 143
generation 1
generation 2

11. Remove and inspect the pressure regulator valve
lineup for wear as seen in figure 148. If wear is
found install an aftermarket valve repair kit.
12. Remove the pump blow off ball and spring
retaining pin as shown in figure 149. Then
remove the pump blow off ball and spring also
seen in figure 148. Ensure that the ball seat is
clean so it can seat.
Builders Note: As the pump blow off retaining pin is
removed, prevent the blow off ball spring from
ejecting itself, it could cause injury or get lost.
13. Remove the tcc control valve retainer as shown in
figure 150. Prevent the spring from ejecting
itself.
14. Remove and inspect the tcc control valve
lineup for wear as seen in figure 151. If wear is Figure 149
found install an aftermarket valve repair kit.
Clean the pump blow off ball bore to ensure the
ball can seat.
15. Remove the tcc blow off ball and spring retaining
pin as also seen in figure 151.
Prior to reassembly, inspect pump body mating
surfaces for damage or warping, replace if
necessary.
Inspect the condition of the pump bushing,
replace if necessary.
Builders Note: As the tcc blow off retaining pin is

removed, prevent the blow off ball spring from
ejecting itself, it could cause injury or get lost.
Figure 150

Transmission Fluid Pump - Assemble
4 3 2
7 6 5
12
13
8
14
1. Pump Assembly
2. TCC Blow Off Valve/Ball (.250” [6.350mm])
3. TCC Blow Off Valve/Ball Spring (1.124” x .267” x .034” x 12c-Plain)
4. Retainer Pin 9
5. TCC Control Valve
6. TCC Control Valve Spring (1.652” x .443” x .034” x 11c-Plain)
7. Retainer Plate
8. Main Pressure Regulator Valve 10
9. Main Pressure Regulator Valve Spring (1.410” x .441” x .044” x 11c-Blue)
10. Aluminum Bore Plug
11. Retainer Plate 11
12. Pump Blow Off Valve/Ball (.375” [9.525mm])
13. Pump Blow Off Spring (2.522” x .510” x .085” x 20c-Plain)
14. Retainer Pin
Figure 152
16. Temporarily install the pump gears into the
pump. Measure the outer gear to pump pocket
clearance which should be .002” - .004” (.051mm
- .102mm) as seen in figure 153.
17. Then measure the gear tooth to tooth clearance
which should be .002” - .004” (.051mm -
.102mm) as seen in figure 154.
18. Next measure the gear clearance across the top of
the gears with a straight edge which should be
.002” - .003” (.051mm - .076mm) as seen in
figure 155. Remove the pump gears when done.
19. Install a new front seal using seal installer 307
-627 or a suitable alternative installer as seen in
figure 156.
20. Check to see that the front seal has been properly
Figure 153 installed and the garter spring is still in place as
seen in figure 157.
generation 1

21. Coat the pressure regulator and tcc control valves
with clean transmission fluid and install them.
Install the pump blow off and tcc blow off balls
and springs as seen in figure 158.
22. Lubricate and install the pump gears into the
pump body as shown in figure 159.
Builders Note: Ensure that the inner pump gear is
installed with the DOT facing up as also seen in
figure 159.
23. Make certain the tcc apply and release circuits in
the pump cover are clear as shown in figure 160.
Check condition of stator shaft splines.
24. Make certain the lube passages in the pump cover
are clear as shown in figure 161.
25. Remove and discard the input shaft seal using a
seal remover as seen in figure 162 or use Collet Figure 160
303-D019 with a slide hammer.

26. Inspect the input shaft bushing located towards
the rear of the stator shaft, refer to figure 163.
Wear in this area will cause lockup clutch issues,
replace if needed.
27. Install a new input shaft seal using installer 307
-634 or similar tool as shown in figure 164.
Builders Note: Pressing the input shaft seal in is
preferred over the hammer method so as not to
deform this seal which would result in lockup issues.
28. Install all twenty three (23) pump cover to pump
body #30 Torx bolts and torque the bolts to 26 lb.
ft. (35 Nm) as shown in figure 165.
29. Make certain the magnet is properly installed on
the new sump filter as shown in figure 166.
30. Lubricate the filter neck and o-ring seal with
Figure 163 transmission assembly jell as seen in figure 167.
generation 1
generation 1

31. Insert the filter neck into the pump assembly generation 1
while aligning the tabs on the filter with the
notches in the pump assembly as seen in figure
168.
32. Push the filter all the way into the inlet passage in
the pump assembly as shown in figure 169.
33. Turn the filter a quarter turn in the direction
shown in figure 170 until the filter is locked in
place.
34. Install a new front seal using the 307-627 front
seal installer or a suitable substitute. Install the
Generation 2 front seal retaining snap ring as
seen in figure 171.
35. Ensure that the front seal retaining snap ring is
fully seated into the snap ring groove as shown in
figure 172. Figure 170

generation 2 36. Lubricate the Generation 2 filter neck and o-ring
seal. Align the filter tabs with the notches in the
pump assembly as shown in figure 173.
37. Push the filter all the way into the suction inlet
opening as shown in figure 174.
38. Rotate the filter in the direction shown in figure
175 to lock it in place.
39. Install a new pump assembly to torque converter
housing seal as shown in figure 176.
Figure 173
generation 2
generation 2
Set pump assembly aside for the

transmission assembly procedure.
Figure 175
4-5-6/3-5-R Clutch Housing - Disassemble
1. Remove the 4-5-6 clutch retaining snap ring as
2. Remove the 4-5-6 clutch pressure plate and clutch
3. Remove the input shaft retaining snap ring as
4. Remove the input shaft as shown in figure 180
and inspect all splines and bushing journal areas
for damage. Replace input shaft if necessary.
5. Remove the 4-5-6 clutch hub as shown in figure
181 and inspect clutch index lugs and bushing
areas for damage, replace clutch hub if necessary.
Figure 177

6. Remove and inspect the number two 4-5-6 clutch
hub thrust bearing as shown in figure 182.
7. Place the 4-5-6/3-5-R clutch housing into the
press and compress the 3-5-R clutch cylinder as
Builders Note: Compress the 3-5-R clutch cylinder
only enough to take the tension off the retaining
snap ring. If too much pressure is applied to the 3-5-
R clutch cylinder, the alignment tab can be broken
off.
8. Remove the 3-5-R clutch cylinder as shown in
figure 184.
9. Remove and discard the 3-5-R clutch apply piston
10 Remove the 3-5-R clutch piston return spring as
seen in figure 186. Figure 184

11. Slightly lift up on the 3-5-R clutch assembly so
the retaining snap ring floats freely. Then use two
hooks or a pair of internal snap ring pliers to
compress the 3-5-R clutch retaining snap ring
upon itself as shown in figure 187.
12. Remove the 3-5-R clutch retaining snap ring as
13. Remove the 3-5-R clutch pressure plate, friction
and steel plates and the wave plate as shown in
figure 189. Discard any plates the are damaged.
14. Place the 4-5-6/3-5-R clutch housing into the
press. Compress the 4-5-6 clutch return spring.
Using a suitable pair of snap ring pliers, spread
the 4-5-6 clutch piston retaining snap ring open
Figure 187 15. Remove the 4-5-6 clutch piston retaining snap
ring as shown in figure 191.

16. Remove and discard the 4-5-6 balance piston as
seen in figure 192.
17. Remove the 4-5-6 clutch return spring assembly
18. Remove the 4-5-6 clutch apply piston as shown
in figure 194.
19. Remove and discard the two (2) d-ring seals from
the 4-5-6 clutch apply piston as seen in figures
195 and 196.
Figure 194

20. Remove and discard the inner 4-5-6 clutch d-ring
seal as shown in figure 197.
21. Remove and discard the three (3) d-ring seals
from the 3-5-R clutch housing as seen in figure
198.
Builders Note: Take notice of the location of the
orange color coded d-ring seal. Be certain to install
the new seal in the same location.
22. Inspect the 4-5-6/3-5-R clutch housing sealing
ring area and support bushing for damage as seen
in figure 199. Check internal and external clutch
index lugs for damage. Replace the clutch
housing if necessary.
Figure 197

23. Install the three (3) 3-5-R d-ring seals onto the 3
-5-R clutch housing as seen in figure 200.
24. Lubricate the 3-5-R d-ring seals with
transmission assembly jell as shown in figure
201.
Builders Note: Pre-soak the 3-5-R friction plates in
clean transmission fluid prior to installation.
25. Install the 3-5-R clutch wave plate as shown in
figure 202.
26. Install three (3) steel and three (3) friction plates
27. Install the 3-5-R clutch pressure plate as seen in
figure 204.
Figure 200

28. To install the 3-5-R clutch retaining snap ring,
use a suitable tool to compress the snap ring in on
itself as seen in figure 205.
29. Pull up slightly on the 3-5-R clutch pack so the
snap ring fits into the groove of the clutch
housing as seen in figure 206.
30. Make certain the snap ring is fully seated into the
groove in the clutch housing as seen in figure
207.
31. Install the 3-5-R clutch apply piston return spring
32. Install a new 3-5-R molded rubber apply piston
Figure 207

33. Lubricate the 3-5-R molded rubber piston with
210.
34. Install the 3-5-R clutch cylinder exercising care
to line the locator tab up with the notch in the
clutch housing as shown in figure 211.
35. Position the 3-5-R clutch cylinder retaining snap
ring as seen in figure 212.
36. Place the clutch housing onto the press and
compress the 3-5-R piston return spring and
cylinder just enough to expose the snap ring
groove. Install the snap ring as shown in figure
213.
Builders Note: Compress the 3-5-R clutch cylinder only
enough to take the tension of the retaining snap ring. If
too much pressure is applied the 3-5-R clutch cylinder
the alignment tab (arrow) can be broken off.
Figure 210 37. Install and lubricate the 4-5-6 inner d-ring seal as

38. Install the two (2) 4-5-6 clutch piston d-ring seals
and lubricate with transmission assembly jell as
Builders Note: Take notice of the location of the
orange color coded d-ring seal. Be certain to install
the new seal in the location shown.
39. Install the 4-5-6 clutch piston as shown in figure
216.
40. Install the 4-5-6 clutch piston return spring
41. Lubricate the new 4-5-6 clutch balance piston as
42. Install the 4-5-6 clutch balance piston as shown
in figure 219.
Figure 217

43. Position the 4-5-6 clutch piston assembly
retaining snap ring as shown in figure 220.
44. Place the 4-5-6 clutch housing onto the press and
compress the piston assembly and install the
Builders Note: Pre-soak the 4-5-6 friction plates in
45. Install five (5) 4-5-6 steel and friction plates as
46. Install the 4-5-6 clutch pressure plate as shown in
figure 223.
47. Install the 4-5-6 clutch retaining snap ring as
Figure 220

48. Inspect the 4-5-6 clutch hub splined area and
support bushing condition for damage as seen in
figure 225. Replace as necessary.
49. Install the 4-5-6 clutch hub into the 4-5-6 clutch
housing making certain all friction plates are
indexed as seen in figure 226.
50. Inspect the input shaft splines and bushing
journal areas for damage, replace as needed.
Install the input shaft as shown in figure 227.
51. Ensure the input shaft is seated all the way down
into the 4-5-6 clutch hub as seen in figure 228.
Rotate the input shaft to be sure that all friction
plates are properly indexed.
52. Install the input shaft retaining snap ring as seen
in figure 229.
Figure 227

53. Temporarily install the 4-5-6/3-5-R support tower and
the #1 thrust bearing into the case. Position the 4-5-6/3
-5 -R clutch assembly onto the support tower. Install a
dial indicator and holding fixture as shown in figure
230.
Adjust the holding fixture so the dial indicator pintle
just touches the 4-5-6 pressure plate, zero the dial
indicator.
54. Apply 70 psi ((483 kPa) of air into the 4-5-6 clutch feed
passage as shown in figure 231.
55. Check the reading on the dial indicator with air applied.
Clutch travel should be .037 to .070 in. (950mm to
1.778mm) as seen in figure 232.
56. Relocate the dial indicator to the 3-5-R backing plate as
shown in figure 233. Zero the dial indicator.
57. Apply 70 psi (483 kPa) of air to the 3-5-R clutch feed
passage as shown in figure 234. Check the reading on
Figure 230 the dial indicator with air applied. The clutch travel
should be .016 to .068 in. (.412mm to 1.728mm).

Center Support - 1-2-3-4 Clutch - Disassemble
1. Place the center support into the press with the 1 1st design level
-2-3-4 clutch side up, (short legs). Using a suitable
pair of snap ring pliers, spread the 1-2-3-4 clutch
piston and spring retaining snap ring as shown in
figure 235.
2. Remove the 1-2-3-4 clutch apply piston and
spring retaining snap ring as shown in figure 236.
3. Remove the 1-2-3-4 clutch apply piston Belleville
return spring as shown in figure 237. Note the
direction of the dished spring.
Builders Note: The 1-2-3-4 clutch piston Belleville
return spring is known to break.
4. Remove and discard the 1-2-3-4 clutch molded
rubber piston as shown in figure 238.
Figure 236
1st design level
Important Builders Note: The use of this design

level center support assembly is NOT
recommended for use due to retaining snap ring
pop out probability.
Use the 2nd design level center support assembly
shown, starting on Page 70.
Figure 237
1st design level 1st design level

Center Support - Low/Reverse Clutch - Disassemble
1st design level 6. Invert the center support and place it onto the
press, low/reverse clutch side up, (long legs).
Using a suitable pair of snap ring pliers, spread
the low/reverse clutch apply piston and spring
7. Remove the low/reverse clutch apply piston and
return spring retaining snap ring as shown in
figure 240.
8. Remove the low/reverse clutch apply piston
Belleville return spring as shown in figure 241.
Note the direction of the dished spring.
Builders Note: The low/reverse clutch piston
Belleville return spring is known to break.
9. Remove and discard the low/reverse clutch
molded rubber piston as shown in figure 242.
Figure 239
1st design level
1st design level
Figure 241
Center Support - 1-2-3-4 Clutch - Assemble
10. Lubricate the 1-2-3-4 piston area of the center 1st design level
support with transmission assembly jell as shown
in figure 243.
11. Lubricate and install a new 1-2-3-4 clutch molded
rubber clutch apply piston as shown in figure
244.
12. Install the 1-2-3-4 piston return spring in the
direction shown in figure 245.
13. Install the 1-2-3-4 clutch apply piston and return
spring retaining snap ring as shown in figure 246.
Builders Note: The 1-2-3-4 clutch apply piston and
return spring retaining snap ring is straight cut at
the ends.
Figure 245
1st design level
Figure 244
Center Support - Low/Reverse Clutch - Assemble
1st design level 14. Lubricate the low/reverse piston area of the
center support with transmission assembly jell as
15. Lubricate and install a new low/reverse clutch
molded rubber clutch apply piston as shown in
figure 248.
16. Install the low/reverse piston return spring in the
17. Install the low/reverse clutch apply piston and
figure 250.
Builders Note: The low/reverse clutch apply piston
and return spring retaining snap ring is diagonally
cut at the ends.
Figure 247
1st design level
Set the center support assembly

aside for the transmission
assembly procedure.
Figure 249
Center Support - 1-2-3-4 Clutch - Disassemble - Assemble
18. Place the center support onto the press 1-2-3-4
clutch side up ,(short legs). Due to the addition of 2nd design level
a steel spacer between the retaining snap ring and
the Belleville spring which is meant to prevent
snap ring pop off, use a pointed tool and a
screwdriver to remove the 1-2-3-4 clutch apply
piston and return spring retaining snap ring as
Builders Note: The 1-2-3-4 clutch apply piston and
return spring retaining snap ring is straight cut at the
ends.
19. Remove the steel spacer as shown in figure 252.
20. Remove the 1-2-3-4 clutch apply piston return
spring as shown in figure 253. Note the direction
of the dished spring.
Builders Note: Although the Belleville spring has been
redesigned, it is still prone to breakage.
21. Remove and discard the 1-2-3-4 molded rubber Figure 253
clutch apply piston as shown in figure 254.
2nd design level 2nd design level
2nd design level
Figure 252
Center Support - Low/Reverse Clutch - Disassemble - Assemble
2nd design level 22. Invert the center support and place it onto the
press with the low/reverse clutch side up (long
legs). Due to the addition of a steel spacer
between the retaining snap ring and the Belleville
spring which is meant to prevent snap ring pop
off, use a pointed tool and a screwdriver to
remove the low/reverse clutch apply piston and
figure 255.
Builders Note: The Generation 2 low/reverse and 1-
2-3-4 center support components are not inter-
changeable. They are different diameters, when
disassembling the center support components,
exercise care to not mix them up.
The low/reverse clutch apply piston and return
Figure 255 spring retaining snap ring is relieved at the ends.
23. Remove the steel spacer as shown in figure 256.
24. Remove the low/reverse clutch apply piston
2nd design level return spring as shown in figure 257. Note the
direction of the dished spring.
Builders Note: Although the Belleville spring has
been redesigned, it is still prone to breakage.
25. Remove and discard the low/reverse molded
rubber pistons.
Builders Note: The steel spacer has a lip to lock the
retaining snap ring in place as seen in figure 258.
Due to this design the snap rings can be installed by
hand when the center support is in the press with the
aid of a screwdriver and a small hammer.
Reverse the disassembly procedure for the assembly
of this center support assembly.
Figure 256
2nd design level 2nd design level

Valve Body - GENERATION 1 - Disassemble
1. Identification of a Generation 1 valve body
assembly can be accomplished by observing the
“rough forge” number cast into both the main
control and solenoid body sections as seen in
figure 259. The number prefix will be either
9L8P or BL8P.
2. Remove the five (5) lead frame to valve body
assembly #20 Torx® bolts as seen in figure 260.
3. Remove the lead frame as seen in figure 261.
See important bulletin below.
Figure 261
IMPORTANT BULLETIN:
For production years 2009 and 2010 there were
open circuit issues that would appear related to the
output speed sensor. This was a problem with the
lead frame. If the lead frame has Julian numbers
09184, 09185, 09186, 09229, 09230, 09234, 09235,
09236 and 09237, replace the lead frame and the
output speed sensor especially if the vehicle came
in with a P0720 or P0722 output speed sensor code.
The location of the Julian Date is shown in figure
262 below.
Figure 259
Julian
Date

4. Remove the two (2) 8mm head solenoid body to
main control valve body bolts as shown in figure
263.
5. Lift the solenoid body off the main control valve
body as shown in figure 264.
6. Remove the three (3) steel check balls from the
locations shown in figure 265.
Builders Note: Check to see if the D2 check ball is
stuck in the spacer plate or has blown through it. This
will be addressed in the valve body assembly section.
7. Remove the Shift Solenoid A damper as shown in
figure 266.
Builders Note: The original SSA damper uses a rubber
cushion which deteriorates causing a harsh apply of
the 1-2-3-4 clutch. It is best to replace this with an
aftermarket damper that uses a spring.
Figure 263 8. Begin valve removal by removing the valve
retainer as shown in figure 267.
D2
Check Ball

9. Remove and inspect all valves from the main
control valve body side shown in figure 268.
Builders Note: The first design level Solenoid
Regulator Valve identified in figure 268 is known for
wear problems, sometimes even with relatively low
mileage. The first and second design valves are shown
in figure 269. Always replace the main control valve
body with the early design valve or use an aftermarket
valve repair kit.
10. Remove and inspect all valves from the main
control valve body side shown in figure 270.
11. Remove the two (2) spacer plate to solenoid body
8mm head bolts as shown in figure 271.
12. Remove the spacer plate from the solenoid body
as shown in figure 272. A decision should be
made as to replacing this spacer plate due to the
possibility of check ball damage as shown in Figure 270
figure 271.
Solenoid Regulator
Valve
Check Ball
Issue Developing
1st design level 2nd design level

13. Remove and discard the Shift Solenoid E filter
screen from the solenoid valve body as shown in
figure 273.
14. Remove and inspect all valves from the solenoid
valve body as shown in figure 274.
15. Identify all solenoids before removal for correct
location and calibration reassembly purposes as
16. Remove all solenoid retaining pins. All pins are
steel and are the same length and diameter. Remove
all solenoids as shown in figure 276.
17. Remove all solenoid o-ring seals as shown in
figure 277.
Builders Note: Do not discard the solenoid o-ring
seals until the correct size replacement has been
installed.
Figure 273

Valve Body - GENERATION 1 - Assemble
18. Use the chart and solenoid identification shown
in figure 278 to ensure the correct size o-ring seal
is installed in the correct location.
19. Install new o-ring seals at the small o-ring
location of the solenoid as shown in figure 279.
20. Install new o-ring seals at the large o-ring
location of the solenoid as shown in figure 280.
21. Ensure the solenoid o-ring seals fit properly as
seen in figure 281 due to small differences in
diameter.
Figure 279
solenoid o-ring seal location chart

O-RING O-RING O-RING O-RING
SOLENOID COLOR SIZE (In) COLOR SIZE (In)
(Small) (Small) (Large) (Large)
Line Pressure Black .415x.080 White .514x.081
SSC Black .415x.080 Black .530x.079
TCC Black .415x.080 Black .530x.079
SSE Black .426x.082 Brown .520x.080
SSA Black .415x.080 Black .530x.079
SSB Black .415x.080 White .514x.081
SSD Black .415x.080 White .514x.081
Note: None of the o-ring seals listed here are inter-
changeable with Generation 2 solenoids.
Figure 280
SSD
SSB
SSA SSE TCC SSC LINE
PRESSURE

Solenoid Band 22. When ever solenoids are replaced, the same band
Number number on the solenoid body as seen in figure 282,
must be installed in place of the original in order to
6
match programmed solenoid strategy. Not doing so
would result in shift feel complaints.
23. Lubricate all solenoid snouts as seen in figure 283.
Builders Note: Notice in figure 284 that the solenoid
5 marked with the number one is in the wrong location.

The solenoid cannot go all the way in and will not sit
flush against the solenoid body casting.
24. Install all solenoids into the solenoid valve body in
the original locations as shown in figure 285.
25. Install all solenoid retaining pins as shown in figure
286.
Builders Note: Apply some transmission assembly jell
to the solenoid retaining pins so they don’t fall out
Figure 282
when the solenoid valve body is turned over.

SOLENOID VALVE BODY
2 3 4 5 6 7
9 8
1. Solenoid Body
2. LPC - Line Pressure Control Solenoid (N.A./N.H.)
3. SSC - Intermediate (2-6) Clutch Solenoid (N.V./N.L.)
4. TCC - Torque Converter Clutch Solenoid (N.V./N.L.)
5. SSE - On/Off Solenoid (N.C.)
6. SSA - Forward (1-2-3-4) Clutch Solenoid (N.V./N.L.)
7. SSB - Direct (3-5-R) Clutch Solenoid (N.A./N.H.)
8. SSD - L-R/OD (4-5-6) Clutch Solenoid (N.A./N.H.)
9. Retainer Pin - 2 required for each solenoid.
Figure 287
SOLENOID VALVE BODY
3 6 7
4 4 4
5 5 5
1. Solenoid Body
2. ON/OFF SSE Filter
3. L/R-OD (4-5-6) Clutch Latch Valve
4. Latch Valve Spring - 1.120” x .372” x .031” x 9.5c-Plain
5. Flat Retainer
6. Intermediate (2-6) Clutch Latch Valve
7. Direct (3-5-R) Clutch Latch Valve
Figure 288
MAIN CONTROL VALVE BODY
1. Main Valve Body 14
2. Control Pressure Regulator
3. Control Pressure Regulator Spring: 10
1.240” x .323” x .032” x 13c-White
4 13
4. Flat Retainer
5. .250 Steel Check Balls (3 Required) 4
6. SSA (1-2-3-4) Damper 12
7. TCC Reg. Valve Spring: 4 10
.875” x .286” x .025” x 10c-Blue
8. TCC Reg. Valve 9 16
3
9. TCC Reg. Plunger Valve
10. Aluminum Bore Plug 8 17
11. Clutch Bypass Valve Spring:
1.344” x .363” x .029” x 11c-Orange 2 15
12. Clutch Bypass Valve 11
6
5
7
19 19 19 19
23
22
13. Clutch Bypass Plunger Valve
14. Wire Retainer
15. Solenoid Pressure Regulator Valve
16. Solenoid Pressure Regulator Valve Spring: 18 20 21 24
1.464” x .515” x .052” x 9c-Plain
10 10 10 10
17. Manual Valve
18. Direct (3-5-R) Clutch Regulator Valve 4 4 4 4 4
19. Clutch Regulator Valve Spring:
.905” x .324” x .030” x 11.5c-Green
20. Intermediate (2-6) Clutch Regulator Valve
21. Forward (1-2-3-4) Clutch Regulator Valve
22. Forward (1-2-3-4) Clutch Latch Valve Spring:
1.120” x .372” x .031” x 9.5-Plain
23. Forward (1-2-3-4) Clutch Latch Valve
24. L-R/OD (4-5-6) Clutch Regulator Valve
Figure 289
26. Lubricate and install all valve assemblies into the DV6z-7z490-b
solenoid valve body as seen in figure 290.
27. Install Shift Solenoid E filter screen into the
solenoid valve body at the location shown in
figure 291.
28. Replace the original spacer plate with the one
shown in figure 292 to prevent check ball
damage. Use part number DV6Z-7Z490-B.
Plastic check balls that do not damage the spacer
plate are also available.
29. Install the spacer plate and the two (2) 8mm head
bolts as shown in figure 293.
30. Torque the two (2) spacer plate bolts to 89 lb in.
(10 Nm) as shown in figure 294.
Figure 292

31. Lubricate and install all valve assemblies into the
main control valve body on the side shown in
figure 295.
32. Lubricate and install all valve assemblies into the
main control valve body on the side shown in
figure 296.
33. Install a new Shift Solenoid A damper as shown
in figure 297 or install the aftermarket damper
and spring also shown in figure 297.
34. Install the three (3) steel check balls into the main
control valve body in the locations shown in
figure 298.
Builders Note: There are aftermarket plastic check
balls available that do not damage the spacer plate.
35. Install the main control valve body onto the
Figure 295 solenoid valve body as shown in figure 299.

36. Install the two (2) main control valve body to
solenoid valve body 8mm head bolts as shown in
figure 300.
37. Torque the two (2) main control valve body to
solenoid valve body 8mm head bolts to 89 lb. in.
(10 Nm) as seen in figure 301.
38. Install the lead frame onto the valve body
assembly exercising care to line up the lead
frame solenoid connectors with the solenoids as
39. Push the lead frame down against the valve body
while making sure the solenoid connectors are
lined up as shown in figure 303.
40. Install the five (5) lead frame to valve body #20
Torx bolts and torque to 31 lb. in. (3.5 Nm) as
seen in figure 304. Figure 302

Valve Body - GENERATION 2 - Differences & Assemble
41. The Generation 2 valve body can be identified by
the rough forge number prefix as seen in figure
305. The number should begin with CV6P.
42. Another method of Generation 2 valve body
identification are the solenoids. All the solenoids
have tan connectors as seen in figure 306.
43. Before solenoid removal, permanently mark the
solenoid location on the solenoid valve body as
44. Also mark the adjacent solenoid in the same
manner as shown in figure 308.
45. Remove all aluminum solenoid retaining pins and
solenoids as seen in figure 309.
Builders Note: Exercise care in handling the
solenoid valve body after the lead frame has been
Figure 305 removed. The solenoid retaining pins fall out very
easily.
6
5 4 3 2
1
7 5 2
4 3 1
6

Builders Note: The Generation 1 and 2 solenoid
retaining pins are not only made from different
materials, but they are also different lengths and
diameters making them non-interchangeable.
46. Whenever solenoids require replacement, the
original band number, refer to figure 310, must
be replaced with the same band number. Failure
to do so will cause shift feel complaints.
47. The Generation 2 spacer plate is also prone to
check ball damage as shown in figure 311.
48. When removing the spacer plate, refer to figure
312, from the solenoid valve body, use care, the
edges are quite sharp.
49. The Generation 2 solenoid valve body uses four
(4) solenoid dampers as seen in figure 313.
50. Install the three (3) solenoid dampers and springs Figure 312
in the locations shown in figure 314.
Band
Number
Check Ball
Issue Developing

51. Install the rubber cushion damper into the
shallow pocket as shown in figure 315.
52. Install the updated spacer plate shown in figure
316 to prevent check ball damage using part
number DV6Z-7Z490-B. Torque the two (2)
spacer plate to solenoid valve body to 89 lb. in.
(10 Nm).
53. Install new o-ring seals on all solenoids as shown
in figure 317.
54. Using the chart in figure 318, select the correct o
-ring seal for each solenoid. Install and lubricate
all o-ring seals prior to solenoid installation.
Figure 315
solenoid o-ring seal location chart

O-RING O-RING O-RING O-RING
SOLENOID COLOR SIZE (In) COLOR SIZE (In)
(Small) (Small) (Large) (Large)
Line Pressure Red .446x.060 Orange .520x.080
SSC Red .446x.060 Green .535x.080
TCC Red .446x.060 Green .535x.080
SSE Blue .515x.068 Brown .520x.080
SSA Red .446x.060 Blue .620x.072
SSB Red .446x.060 Orange .520x.080
SSD Red .446x.060 Orange .520x.080
Note: None of the o-ring seals listed here are inter-
changeable with Generation 1 solenoids.
Figure 316
SSD
SSB
SSA SSE TCC SSC LINE
PRESSURE
55. Install all solenoids in their correct location and install
all solenoid retaining pins as shown in figure 319.
56. Apply some transmission assembly jell to the solenoid
retaining pins as shown in figure 320 to keep them
from falling out during handling.
57. The low/reverse-4-5-6 regulator valve in the main
control valve body has a longer spool than Generation
1 valve as seen in figure 321. This valve has
58. The Generation 2 main control valve body will have a longer spool
the second design level solenoid regulator valve as than the
seen in figure 322. GEN 1 valve
59. The main control valve body contains Shift Solenoid A
damper and three (3) steel check balls.
Builders Note: All valve body components that are not
shown here are the same as Generation 1 as well as
assembly procedures and torque specs.
Figure 321
2nd design
Solenoid Regulator Valve

SOLENOID VALVE BODY
2 3 4 5 6 7
9 8
1. Solenoid Body
2. LPC - Line Pressure Control Solenoid (N.A./N.H.)
3. SSC - Intermediate (2-6) Clutch Solenoid (N.V./N.L.)
4. TCC - Torque Converter Clutch Solenoid (N.V./N.L.)
5. SSE - On/Off Solenoid (N.C.)
6. SSA - Forward (1-2-3-4) Clutch Solenoid (N.V./N.L.)
7. SSB - Direct (3-5-R) Clutch Solenoid (N.A./N.H.)
8. SSD - L-R/OD (4-5-6) Clutch Solenoid (N.A./N.H.)
9. Retainer Pin - 2 required for each solenoid.
Figure 324
SOLENOID VALVE BODY
3 6 7
4 4 4
5 5 5
1. Solenoid Body
2. ON/OFF SSE Filter (Not Used In Gen 2)
3. L/R-OD (4-5-6) Clutch Latch Valve
4. Latch Valve Spring - 1.120” x .372” x .031” x 9.5c-Plain
5. Flat Retainer
6. Intermediate (2-6) Clutch Latch Valve
7. Direct (3-5-R) Clutch Latch Valve
Figure 325
MAIN CONTROL VALVE BODY
1. Main Valve Body

2. Control Pressure Regulator 14
3. Control Pressure Regulator Spring:
1.240” x .323” x .032” x 13c-White 10
4. Flat Retainer 4 13
5. .250 Steel Check Balls (3 Required) 4
6. SSA (1-2-3-4) Damper 12
7. TCC Reg. Valve Spring: 4 10
.875” x .286” x .025” x 10c-Blue
8. TCC Reg. Valve 9 16
9. TCC Reg. Plunger Valve 3
17
10. Aluminum Bore Plug 8
11. Clutch Bypass Valve Spring:
1.344” x .363” x .029” x 11c-Orange 2 6 15
12. Clutch Bypass Valve 11
5
7
19 19 19 19
23
22
13. Clutch Bypass Plunger Valve
14. Wire Retainer
15. Solenoid Pressure Regulator Valve
18 20 21
16. Solenoid Pressure Regulator Valve Spring: 24
.464” x .515” x .052” x 9c-Plain
17. Manual Valve 10 10 10 10
18. Direct (3-5-R) Clutch Regulator Valve
4 4 4 4 4
19. Clutch Regulator Valve Spring:
.905” x .324” x .030” x 11.5c-Green
20. Intermediate (2-6) Clutch Regulator Valve
21. Forward (1-2-3-4) Clutch Regulator Valve
22. Forward (1-2-3-4) Clutch Latch Valve Spring:
1.120” x .372” x .031” x 9.5-Plain
23. Forward (1-2-3-4) Clutch Latch Valve
24. L-R/OD (4-5-6) Clutch Regulator Valve
Figure 326
TRANSMISSION ASSEMBLe
1. Inspect transmission case for damage, repair or
replace as necessary. Clean sealing surfaces as
shown in figure 327. Make certain transmission
vent also shown in figure 327 is clear.
2. Inspect all threaded holes and stone all sealing
surfaces including valve body mounting surface as
3. Install a new left hand axle bushing as shown in
figure 329. The bushing should be pressed in.
4. Install a new left hand axle seal using seal
installer 307-626 and installer handle 205-153 or
suitable aftermarket tool as seen in figure 330.
5. Install a new manual control shaft seal using
manual lever seal installer 307-581 or suitable
aftermarket tool as seen in figure 331.
Figure 327

TRANSMISSION ASSEMBLe (cont’d)
6. Install four (4) new sealing rings onto the 3-5-R/4
-5-6 clutch housing support tower as seen in
figure 332.
7. Lubricate the support tower and sealing rings and
install the 307-578 ring sizing tool as shown in
figure 333.
8. Install the support tower into the transmission
case. Install the three (3) support tower bolts as
shown in figure 334. Torque bolts to 106 lb. in.
(12 Nm).
9. Lubricate the 2-6 clutch apply piston cavity with
335.
10. Lubricate a new 2-6 clutch apply piston with
336. Figure 334

11. The 2-6 clutch apply piston has an air bleed
orifice in it as seen in figure 337. The piston must
be installed with this orifice at the twelve o’clock
position.
12. Install the 2-6 clutch apply piston into the
transmission case using piston seal protector 307
-632 and piston installer 307-584. However, the
piston can be installed without the seal protector
and install tool if the piston and cavity are well
lubricated as shown in figure 338.
13. Install the 2-6 clutch apply piston return spring in
the direction shown in figure 339.
14. Make certain that the return spring double external
lugs are positioned as shown in figure 340.
15. If the return spring is installed correctly, then the
double internal lugs will align with the bleed
Figure 337 orifice in the 2-6 piston as seen in figure 341.

16. Position the 2-6 clutch apply piston and return spring
retaining snap ring into the transmission case as shown
in figure 342.
17. Ensure that the 2-6 clutch apply piston and return
spring retaining snap ring gap is at the three o’clock
position as shown in figure 343.
18. Install the 307-633/2 snap ring installer as shown in
figure 344. Make certain the return spring and the tool
are centered.
19. Install the 307-633/1 snap ring installer on top of the
307-633/2 tool as shown in figure 345.
20. Next step would be to install the 307-574 snap ring
compressor to seat the snap ring. However, this can be
accomplished with a press instead as seen in figure
346. Press down on the 307-633/1 tool until the snap
ring is seated.
Builders Note: It is most important not to let the clutch
return spring slip into the snap ring groove when pressing Figure 344
down on the tool, the return spring MUST remain centered.

21. Ensure that the 2-6 clutch apply piston and return
spring retaining snap ring is seated all the way
into the groove as shown in figure 347.
Builders Note: Use a flat bladed tool and a hammer
to tap the snap ring all the way into the groove all
around the inside diameter.
22. Position the 2-6 clutch apply ring into the trans-
mission case as shown in figure 348.
23. Install the 2-6 apply ring with the wide slot over
the internal double lug of the return spring as
24. Gently tap the 2-6 clutch apply ring down into
place as shown in figure 350.
25. Prepare to install the Generation 1 #1 thrust
bearing by lubricating it with clean transmission
Figure 347 fluid as shown in figure 351.
generation 1

26. Install the Generation 1 #1 thrust bearing over the
generation 2
support tower and into the bottom of the
transmission case, with the flat side up as shown
in figure 352.
27. Prepare to install the Generation 2 #1 thrust bearing
by lubricating it with clean transmission fluid and
positioning it as shown in figure 353.
28. Install the Generation 2 #1 thrust bearing with the
spiral race down against the transmission case and
the locating tabs into the provided notches as seen
in figure 354.
29. Install the previously assembled 3-5-R/4-5-6 clutch
housing over the support tower as seen in figure
355. The clutch housing should sit against the #1
thrust bearing.
30. Lubricate and place the #3 thrust bearing over the
Figure 354
input shaft as seen in figure 356.
generation 1
generation 2

31. Install the #3 thrust bearing lip side against the 4
-5-6 clutch hub as shown in figure 357.
32. Position the direct/intermediate clutch hub/rear
sun gear as shown in figure 358.
33. Lubricate the direct/intermediate clutch hub/rear
sun gear bushing journal and install as shown in
figure 359.
34. Ensure that the direct/intermediate clutch hub/
rear sun gear is all the way down against the #3
thrust bearing as seen in figure 360.
35. Install the 2-6 clutch wave plate into the trans-
Figure 357

2-6 Clutch Clearance Measurement - WITHOUT Factory Tools
36. Install one (1) 2-6 clutch steel plate into the trans-
Builders Note: Soak all 2-6 friction plates in clean
transmission fluid prior to installation.
37. Install one (1) friction plate on top of the steel plate
38. Install another friction plate on top of the previously
installed friction plate as shown in figure 364.
Builders Note: This is not a misprint. The 2-6 clutch
assembly is assembled in this manner for clutch
clearance measurement only. It will be assembled
correctly after clearance measurements are completed.
39. Install one (1) steel plate on top of the previously
installed friction plate as shown in figure 365.
40. Position a straight edge across the transmission case
as seen in figure 366. Setup the “H” Gauge as also
shown in figure 366. Figure 364

41. Adjust the “H” Gauge measuring rod so it just
touches the ledge of the transmission case above
the 2-6 steel plate as shown in figure 367. Then,
measure the length of the rod from the bottom of
the “H” Gauge cross bar to the end of the rod.
The measurement in this example was 6.5 inches
(165 mm).
42. Next, reposition the “H” Gauge so the rod just
touches the top 2-6 steel plate as shown in figure
368. Now measure length of the rod as in step 41.
The measurement in this example was 6.425
inches (163.2 mm).
Now subtract 6.425 from 6.5. In this example the
difference was .075 inches (19.05 mm).
Clutch clearance specifications for the 2-6 clutch
Figure 367 is .009 inches to .102 inches (.249 mm to 2.60
mm).
At .075 inches the 2-6 clutch pack clearance is
within specifications.
43. Remove the 2-6 clutch assembly and reassemble
it in the following order as seen in figures 369
\ and 370:
Steel Plate
Friction Plate
Steel Plate
Friction Plate
Figure 368

44. Position the Low One-Way Clutch into the
transmission case as shown in figure 371.
Builders Note: The inner race of the Low One-Way
Clutch freewheels clockwise. The One-Way Clutch
assembly has a very tight fit to the case, it must go in
straight.
45. Carefully guide the Low One-Way Clutch into
the transmission case while keeping it level so it
doesn’t cock as shown in figure 372.
46. Install the Low One-Way Clutch all the way
down against the 2-6 clutch assembly as seen in
figure 373.
47. Position the rear planetary carrier into the
48. Install the rear planetary carrier into the lugs of
the Low One-Way Clutch as shown in figure 375. Figure 373

Builders Note: Soak all low/reverse friction plates in
49. Install the low/reverse pressure plate into the
transmission case aligning the position marks made
during disassembly as seen in figure 376.
Builders Note: The position of the installed low/reverse
pressure plate is imperative because the legs of the
center support must fit through the pressure plate.
50. Install the low/reverse friction and steel plates on
top of the pressure plate EXCEPT the top steel
and wave plate as shown in figures 377 and 378.
51. Temporarily reverse the top steel and wave plate.
Install the wave plate on top of the low/reverse
clutch assembly as shown in figure 379.
52. Now install the steel plate on top of the wave
plate as shown in figure 380. This is for clutch
Figure 376 clearance measurement purposes only.

Low/Reverse Clutch Clearance Measurement - WITHOUT Factory Tools
53. Place a straight edge across the center support on
the low/reverse clutch side (Long Legs) as seen
in figure 381. Set up an “H” Gauge on the
straight edge with the rod just touching the edge
of the low/reverse piston also seen in figures 381
and in figure 382.
54. Using a 12 inch dial caliper, measure the length
of the “H” Gauge rod from the bottom of the
cross bar to the end of the rod as shown in figure
383.
55. Record this measurement which in this example
was 7.468 inches (189.69 mm) as seen in figure
384.
56. Reposition the “H” Gauge rod so it’s just
touching the leg of the center support as shown in
figure 385. Figure 383

57. Using a 12 inch dial caliper, measure the length
of the “H” Gauge rod from the bottom of the
cross bar to the end of the rod as shown in figure
386.
58. Record this measurement which in this example
was 7.50 Inches (190.5 mm). Now subtract 7.468
from 7.50, the total is .032 inches, record this
measurement.
59. Record the dial indicator reading as seen in figure
387. Place the “H” Gauge on the straight edge
with the rod just touching the one-way clutch as
seen in figures 388 and 389.
60. Measure the length of the “H” Gauge rod which
in this example is 11.084 inches (281.53 mm) as
shown in figure 390. Record this measurement.
Figure 386

61. Reposition the “H” Gauge rod so it just touches
the top low/reverse steel plate as shown in figure
391.
62. Measure the length of the rod with the dial caliper
63. That measurement was 11.014 inches (279.76
mm) as seen in figure 393. Record that
measurement.
64. From the previously recorded measurement,
subtract 11.014 from 11.084. The total is .070
inches (1.79 mm) which is the measured
low/reverse clutch clearance. The low/reverse
clutch clearance specification is .015 to .078
inches (.381 mm to 1.98 mm). The low/reverse
clutch clearance is within specification.
Figure 393
Builders Note: The only factory tool that is

necessary for clutch clearance measurements is the
307-300 shim selection gauge shown in figure 394.
The measurements shown here substituted a straight
edge instead. Factory measurements are shown
using a depth micrometer. However if none is
available, an “H” Gauge and 12” dial caliper can be
substituted with success as seen here.
Figure 392
65. Reverse the low/reverse steel and wave plate for
correct assembly as shown in figure 395.
66. Using the previously created alignment marks for
assembly of the steel plates, install the top
low/reverse steel plate and wave plate as shown
in figure 396.
67. Install the center support assembly with the
long legs facing down and the low/reverse and 1
-2-3-4 clutch feed passages aligned with those in
the transmission case as shown in figure 397.
68. If the low/reverse steel plates were correctly
installed, the center support legs should fit down
the lugs of the steel plates as seen in figure 398.
69. Carefully lower the center support assembly all
the way down in the transmission case as shown in
figure 399.
Builders Note: The fit between the center support
Figure 395 assembly and the transmission case is very tight, do not
cock the center support assembly during installation.

70. Lubricate and install the #5 thrust bearing in the
71. Lubricate and install the #6 thrust bearing with
the inner lip facing up as shown in figures 401
and 402.
72. Install the center sun gear as shown in figure 403,
followed by the center carrier.
the outer lip up as shown in figure 404.
Figure 402

74. When the #7 thrust bearing is installed correctly,
the dished side faces up as seen in figure 405.
76. Install the front planetary carrier as shown in
figure 407.
77. Install the 1-2-3-4 clutch waved plate into the
transmission case using the previously created
location mark as seen in figure 408.
Builders Note: Pre-soak all the 1-2-3-4 friction
plates prior to installation.
78. Install the 1-2-3-4 clutch as follows: steel plate,
friction plate, steel plate, friction plate as seen in
figure 409. Use the previously created
identification marks for proper steel plate
Figure 405 alignment.

79. Install the 1-2-3-4 clutch pressure plate as shown
in figure 410. Use the previously created
alignment marks for correct assembly.
80. The 1-2-3-4 clutch assembly retaining snap ring
is tapered as shown in figure 411. Ensure that it is
installed with the flat side down against the
pressure plate.
81. Position the 1-2-3-4 clutch retaining snap ring
with the snap ring gap at the 3 o’clock position as
82. Install the 1-2-3-4 clutch retaining snap ring as
83. Use a flat bladed tool to seat the 1-2-3-4 clutch
retaining snap ring into the groove in the
Figure 412

84. Install a dial indicator to the transmission case
with the pintle just touching the top 1-2-3-4
friction plate as shown in figure 415.
85. Install the 1-2-3-4 and low /reverse feed tube
seals as shown in figure 416.
86. Push the 1-2-3-4 and low/reverse feed tube seals
all the way in until they bottom out as shown in
figure 417.
87. Apply 70 psi (483 kPa) of air into the 1-2-3-4
clutch feed passage as shown in figure 418.
88. Note the reading on the dial indicator. It should
be between .002 to .072 inches (.076 mm to 1.84
mm) for the 1-2-3-4 clutch clearance specification
Figure 415

89. Install the front planetary sun gear and shell
assembly as shown in figure 420. Ensure that all
the 1-2-3-4 friction plates are indexed.
91. Position the park pawl into the transmission case
92. Insert the park pawl pin and spring as shown in
figure 423.
93. Position the park rod/transmission range senor
assembly into the transmission case making
certain the end of the rod is above the park pawl
Figure 422

94. Lubricate the manual seal and the manual control
shaft with transmission assembly jell. Insert the
manual control shaft through the manual seal and
into the detent lever as seen in figure 425.
95. Use a sharp pointed tool to align the roll pin hole
in the detent lever with that of the manual control
shaft as seen in figure 426.
96. With hammer and punch, install a new roll pin
into the detent lever and the manual control shaft
97. Drive the roll pin in so that an equal length exists
on both sides of the detent lever as seen in figure
428.
98. Install all five (5) clutch feed passage seals as
Figure 425

99. Install the Generation 1 oil baffle as seen in generation 2
figure 430.
100. Torque the two (2) oil baffle bolts to 106 lb. in.
101. Install the Generation 2 oil baffle as shown in
figure 432 and tighten the two (2) bolts to 106
lb. in. (12 Nm).
Builders Note: Do not use the lube funnel seen in
figure 433. This design level funnel causes a “hoot”
noise when the engine is running. The lube funnel
hold down plate has been eliminated with the new
design level lube funnel. All Generation 2 units
should have the 3rd design level lube funnel.
102. Install the third design level lube funnel as
shown in figure 434. Use part number BL8P-
7J387-AA. Torque the two (2) bolts to 106 lb. Figure 432
in. (12 Nm).
generation 1
Do Not Use This

2nd Design Level
Lube Funnel
This Bracket Will

Be Eliminated With
The 3rd Design
Level Lube Funnel
Always Use This

3rd Design Level
Lube Funnel

the lip facing the transmission case as seen in
figure 435.
104. Lubricate the drive chain and simultaneously
install the drive and driven sprockets with the
drive chain as seen in figure 436.
105. Make certain the sprockets are seated all the
way down as shown in figure 437. The drive
sprocket may need to be tapped down.
106. Lubricate and install the #11 thrust bearing
with the lip facing up as shown in figure 438.
Lubricate the drive sprocket caged needle
bearing.
107. Install the #13 thrust washer as shown in figure
439.
Figure 435

108. Install the Generation 2 oil baffle, aligning the
oil baffle holes with the pegs as shown in figure
440.
109. Align the final drive sun gear splines with the
splines in the driven sprocket as shown in figure
441.
110. Install the final drive sun gear making certain it
is seated all the way into the driven sprocket as
111. Install the final drive differential carrier as
112. Lubricate and install the #15 thrust bearing in
the direction shown in figure 444.
Figure 442
generation 2

113. To protect the turbine shaft seal during torque
converter housing installation, the 307-635 seal
protector is used. Another method is to cut a finger
off a Nitrate glove and slip that over the input shaft
and lubricate it with transmission assembly jell as
114. Thoroughly clean any remaining sealant from the
gasket surface as shown in figure 446.
115. Install right hand axle seal using axle seal installer
307-428 with the 205-153 handle or a suitable
substitute as shown in figure 447.
116. There are two (2) different axle seals for the 6F35 as
seen in figure 448. The one on the left is for front
wheel drive applications. The one on the right is for
all wheel drive applications, both should be in the
overhaul kit.
Figure 445 117. Position the differential ring gear into the torque
converter housing as shown in figure 449.
front wheel all wheel

drive drive

118. Make certain the differential ring gear is seated
all the way down in the torque converter
housing as seen in figure 450.
119. Install the beveled differential ring gear
120. Ensure that the flat side of the snap ring is
seated against the ring gear as seen in figure
452.
121. Using a flat bladed tool tap the snap ring into
the groove to be sure it is fully seated as shown
in figures 453 and 454.
Figure 452

generation 1 122. Install the Generation 1 transmission fluid pump

and filter assembly into the torque converter
housing. Install eight (8) 10mm bolts and one
(1) 8mm bolt as shown in figure 455.
123. Install the Generation 2 transmission fluid pump
and filter assembly into the torque converter
8MM Head Bolt housing. Install eight (8) 10mm head bolts as
Builders Note: The Generation 2 pump assembly
does not use an 8mm head bolt.
124. Torque the eight (8) 10mm head bolts to 26 lb.
ft. (35Nm) as seen in figure 457.
125. Torque the one (1) 8mm head bolt to 89 lb. in.
(10 Nm) as seen in figure 458.
126. Install the oil baffle and two (2) bolts as shown
Figure 455 in figure 459.

127. Torque the two (2) oil baffle bolts to 106 lb. in.
128. Apply gasket sealant to the transmission case
gasket area as seen in figure 461.
129. Install the assembled torque converter housing
onto the transmission case as shown in figure
462.
130. The final drive may have to be rotated slightly
to allow the torque converter housing to seat all
the way down onto the transmission case as seen
in figure 463.
131. Start installing the seventeen (17) torque
converter housing to transmission case bolts as
seen in figure 464.
Figure 462

132. Make certain the stud bolt is installed in the
location shown in figure 465.
133. There are five (5) bolts inside the torque
converter housing as shown in figure 466.
134. The two (2) bolts shown in figure 467 could be
easy to miss. Torque all seventeen (17) bolts to
18 lb. ft. (24 Nm).
135. Remove the input shaft seal protector at this
time as seen in figures 468 and 469.
Figure 465

136. Install a new o-ring seal on the input shaft speed
sensor and lubricate with transmission assembly
jell as shown in figure 470.
137. Install the input shaft speed sensor hold down
bolt as seen in figure 471 and torque to 89 lb. in.
(10 Nm).
138. Install the output shaft speed sensor as shown in
figure 472.
139. Install the output shaft speed sensor bolt as
140. Torque the output shaft speed sensor bolt to 89
lb. in. (10 Nm) as seen in figure 474.
Figure 472

Builders Note: The thermal bypass valve can be tested by
heating it to 140º F for Generation 1 or 160º F for
Generation 2 at which time it should open.
141. Install the thermal bypass valve into it’s sleeve, if
disassembled, in the location shown in figure 475.
142. Ensure the thermal bypass valve is seated all the way
into the case as shown in figure 476.
Builders Note: One end of the thermal valve spring is
tapered.
143. Install the thermal bypass valve spring with the
tapered end towards the valve as shown in figure
figure 477.
144. Push the spring in on the valve as shown in figure
478 until an audible click is heard.
145. The Generation 2 transmission shown in figure 479
has no provision for a thermal bypass valve. The
thermal bypass valve is in the cooler piping.
Figure 475
Builders Note: This would be a good time to air check all
clutch packs using the illustration on Page 122.
generation 2
No Provision For
Thermal Valve

case passage identification
4-5-6 Clutch
2-6 Brake
L/R Brake
1-2-3-4 Clutch
3-5-R Clutch
Compensator Feed

Figure 480
146. If the valve body gaskets were removed, install
the valve body to case gasket as shown in figure
481. Use the stud and alignment dowel pin to
hold the gasket in place.
147. Install the spacer plate and gasket as shown in
figure 482. If a bonded spacer plate is being
used install the bonded spacer plate at this time.
148. Install the valve body assembly using the stud
and alignment dowel pin for guidance as seen in
figure 483.
149. Ensure that the manual valve is aligned with the
detent lever pin during valve body installation as
150. Thread the nut onto the stud finger tight to hold
the valve body in position as shown in figure
485. Figure 483

151. There are two different lengths of valve body to
transmission case bolts as seen in figure 486.
152. Install the twelve (12) short bolts hand tight.
Their locations are indicated by white circles as
seen in figure 487.
153. Install the ten (10) long bolts hand tight. Their
locations are indicated by yellow circles as seen
in figure 488.
154. Torque all valve body bolts to 89 lb. in. (10 Nm)
155. Torque the valve body nut to 89 lb. in. (10 Nm)
Figure 486

156. Install the detent lever spring and bolt. Be
certain the detent spring roller is indexed into
the transmission range sensor as shown in figure
491.
157. Torque the detent lever bolt to 115 lb. in. (13 Nm)
158. Install the lead frame to valve body cover seal
with the holes facing out as shown in figure 493.
159. Connect the internal wire harness transmission
range sensor connector as shown in figure 494.
Ensure the wire harness is secured out of harms
way.
160. Connect the internal wire harness output speed
sensor connector as shown in figure 495.
Figure 493

generation 1 161. Make certain the Generation 1 valve body cover

gasket area is clean. Install the valve body cover
gasket as seen in figure 496.
Builders Note: If Silicon Sealant is your preference,
that is perfectly acceptable.
162. Install the Generation 2 rubber valve body cover
gasket as shown in figure 497.
163. Ensure the rubber gasket is fitted to the channel
in the cover as shown in figure 498.
164. Position the valve body cover in place and
install the eight (8) valve body cover bolts and
the five (5) stud bolts in their correct locations
indicated by the arrows as shown in figure 499.
165. Torque all valve body cover bolts to 106 lb. in.
Figure 496
generation 2
generation 2

166. Install the fill cap on Generation 2 transmissions as seen
in figure 501. Ensure it is clean because it is also the
transmission vent.
Install the manual control lever also seen in figure 501.
Torque the manual control lever nut to18 lb. ft. (24 Nm).
Builders Note: The manual control lever must be held
securely while torqing the nut to prevent damage to the
internal linkage or transmission range sensor.
167. Install the Generation 2 cooling system components as
seen in figure 502.
Builders Note: Ensure this style cooler has adequate cooler
flow or replacement will be necessary.
168. Pour a few quarts of transmission fluid into the torque
converter prior to installation. Install the torque
converter with a rotating motion while applying inward
pressure until the torque converter bottoms out as seen
in figures 503 and 504.
169. Install the 307-566 torque converter retainer as seen in
Figure 503
figure 505 to prevent the torque converter from being
dislodged during the transmission handling process.
generation 2
generation 2

TORQUE SPECIFICATIONS
Transmission Component Quantity Nm Lb. Ft. Lb. In.
Transmission Fluid Baffle Bolts 2 12 106
4-5-6/3-5-R Clutch Housing Support Tower Bolts 3 12 106
Line Pressure Service Port Plug 1 12 106
Lube Funnel Bolts 2 12 106
Main Control Valve Body Bolts 22 10 89
Main Control Valve Body Cover Bolts 13 12 106
Manual Control Lever Nut 1 24 18
Main Control Valve Body Stud Nut 1 10 89
Main Control Valve Body To Case Stud Nut 1 10 89
Output Shaft Speed Sensor Bolt 1 10 89
Transmission Fluid Pump Assembly To Torque Converter Housing Bolt (8MM) 1 10 89
Transmission Fluid Pump Assembly To Torque Converter Housing Bolt (10MM) 8 35 26
Transmission Fluid Pump Cover To Pump Body Bolts 23 35 26
Valve Body Separator Plate Bolts 2 10 89
Solenoid Body To Main Control Bolts 2 10 89
Lead Frame to Solenoid Body Screws 5 3.5 31
Torque Converter Housing To Transmission Case Bolts 17 24 18
Transmission Fluid Drain Plug (2009 - 2012) 1 9 80
Transmission Fluid Drain Plug (2013 - 2018) 1 12 106
Detent Lever Spring Bolt 1 13 115
Input Shaft Speed Sensor Bolt 1 10 89
Transmission Fluid Filler Tube Nut 1 11 97
Torque Converter To Flywheel Nuts 4 40 30
Figure 506
acknowledgments
Thank You to Precision International for their product contribution that made this manual possible.
Thank You to Transtec for their product contribution that made this manual possible.
Thank You to Alto for their product contribution that made this manual possible.
Thank You to Filtran LLC for their product contribution that made this manual possible.

specialty tools
205-153
307-574
Seal Installer
1-2-3-4 Clutch
Handle
Spring Compressor
307-091
Output Carrier
307-584
Lifting Tool
2-6 Clutch
Spring Compressor
307-625
Holding Fixture 307-589
4-5-6 Clutch
Balance Piston
307-003 Compressor
Transmission
Holding Fixture 20
10
0
10
20
100-002
30 30
Dial Indicator
40 40
50 0 50
307-578 & Holding Fixture

Input Shaft Support
Seal Installer 307-428
RH Axle Seal
Installer
307-627
Torque Converter
Manual Lever
Seal Installer
307-626
Differential
Roll Pin
303-D011 Remover
Actuator Pin
307-566
303-D019 Torque Converter
3/4” - 7/8” Input Shaft Retainer
Seal Remover Collet
100-001
303-D019 Slide
3/4” - 7/8” Hammer
Collet
Figure 507
specialty tools
307-634
307-300
Input Shaft
Shim Selection
Seal Installer
Gauge
307-632
2-6 Piston 307-633
Seal Protector 2-6 Clutch Piston
Return Spring
307-664 Compressor
Bushing
Installer
307-635
Turbine Shaft
Seal Protector
206-084/2
Wheel Speed Sensor
Ring Installer
307-628
Low Reverse Piston
Seal Protector T-0158PSAC
Adapt-A-Case
Every Buddy
Press
307-629
1-2-3-4 Piston
Seal Protector
Figure 508

BACK COVER

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The information and part numbers contained in this booklet have

Copyright © ATSG 2018

AUTOMATIC TRANSMISSION SERVICE GROUP

GENERAL DESCRIPTION AND VEHICLE APPLICATION CHART ..................................... 3

COMPONENT REBUILD SECTION

AUTOMATIC TRANSMISSION SERVICE GROUP

Copyright © ATSG 2018

6F35 VEHICLE APPLICATION CHART

6F35 GEAR RATIO CHART

LOW ONE/WAY FORWARD

COMPONENT APPLICATION CHART

The transmission shift quadrants are comprised of five

Standard Shift Quadrant

but will downshift into 1st gear only if vehicle

AUTOMATIC TRANSMISSION SERVICE GROUP 5

P - Park position enables the engine to be started

R - Reverse enables the vehicle to be operated in a

N - Neutral position enables the engine to start and

D - Drive range should be used for all normal driving

TRANSMISSION ROUGH FORGE NUMBER

9L8P 7000 GA 2.5L 4X2 U

Copyright © 2018 ATSG

AUTOMATIC TRANSMISSION SERVICE GROUP 7

Copyright © 2018 ATSG

fuel economy case

line pressure specifications

SSA SSB SSC SSD

R R OFF OFF OFF OFF ON OFF

D 1 ON ON OFF OFF ON OFF

3 ON OFF OFF ON OFF OFF

4 ON ON OFF OFF OFF ON/OFF

5 OFF OFF OFF OFF OFF ON/OFF

6 OFF ON ON OFF OFF ON/OFF

L L ON ON OFF OFF ON OFF

solenoid failure chart

The Transmission Range Sensor requires a voltage

20 TRS Ground Circuit

The Output Shaft Speed Sensor is a hall effect sensor 19

4 OSS Power Supply

Copyright © 2018 ATSG

69 to 104 21 to 40 40K - 15K

105 to 158 41 to 70 17K - 4.9K

AUTOMATIC TRANSMISSION SERVICE GROUP 19

SSA_AMP#, SSB_AMP#, SSC_AMP#, SSD_AMP#, SSE_AMP#, TCC_AMP#

24 AUTOMATIC TRANSMISSION SERVICE GROUP

Generation 2 Transmission Cooling System

36. The Generation 2 differential fluid baffle seen in

46. Remove the front planetary carrier as shown

51. Remove and inspect the #5 thrust bearing as

Figure 98 Figure 101

Figure 99 Figure 102

61. Remove the 4-5-6/3-5-R clutch housing as shown

Figure 104 Figure 106

Figure 105 Figure 107

66. Using a flat bladed tool, remove the 2-6 clutch

Figure 108 Figure 111

Figure 109 Figure 112

Figure 114 Figure 116