6t30-50

INTRODUCTION
GENERAL MOTORS
6T30/6T40/6T45/6T50 TRANSMISSION
AUTOMATIC TRANSMISSION SERVICE GROUP
4949 W. BROWN DEER RD.
MILWAUKEE, WI 53223
(800) 245-7722 www.atsgbookstore.com 1
No part of anyATSG 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,
tablesandcharts.
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 2016
Gen 3 Supplement
added July 2023
RICK SONS
TECHNICAL CONSULTANT
ED KRUSE
WAYNE COLONNA
PRESIDENT
PETER LUBAN
TECHNICAL SUPERVISOR
GREGORY LIPNICK
JON GLATSTEIN
JERRY GOTT
GREG CATANZARO
GERALD CAMPBELL
The Hydra-matic 6T30/40/45/50 (6 Speed) is a fully automatic, six speed, front wheel drive, electronically
controlled transmission that features clutch to clutch shifting. It is also all-wheel drive capable. It was first
introduced in the 2007 Chevy Captiva followed by the Malibu in 2008 and quicky spread to the compact, mid-size,
small crossover vehicle line, as shown in Figure 1. The 6T40 is also found in hybrid applications. At the start of
production for the 2012 model year Generation 2 was introduced which is currently used in all platforms using the
6Tfamilyoftransmissions.ThisseriesoftransmissionsisalsoknownastheGF6. In 2015, Generation 3 was
introduced and is covered in the manual per the supplement located at the end of this file.
It consists primarily of a four element torque converter, three planetary gear sets, five clutch packs, one
mechanical one-way clutch and a hydraulic pressurization and control system. Three planetary gear sets provide
the six forward gear ratios and reverse. Changing gear ratios is fully automatic and is accomplished
through the use of a Transmission Control Module (TCM), that is located within the transmission. The TCM
receives and monitors various electronic sensor inputs, and uses this information to shift the transmission at the
optimum time. The TCM commands shift solenoids and Clutch Pressure Control (CPC) solenoids within the
transmission to control shift timing. TheTCM controls shift feel through the CPC solenoids. TheTCM also
controls the apply and release of the torque converter clutch which allows the engine to deliver the maximum fuel
efficiency without sacrificing vehicle performance.This manual contains the procedures necessary to diagnose,
overhaul and/or repair the 6T30/40/45/50 (6Speed)GEN1andGEN2transmissionsfromGeneralMotorsandis
for usebyprofessionaltechnicians.
"Portions of materials contained herein have been reprinted under
license from General Motors Corp, Service & Parts Operations
License Agreement Number 0510718"
CLAY WICKHAM

INDEX
GENERAL MOTORS
6T30/40/45/50 TRANSMISSION
2
3
4
5
6
8
9
10
11
12
13
20
21
22
23
24
25
26
29
37
41
63
75
85
86
88
90
93
96
100
120
123
127
128
130
GENERAL DESCRIPTION AND VEHICLE APPLICATION CHART .....................................
COMPONENT LOCATION AND IDENTIFICATION ...............................................................
COMPONENT APPLICATION CHART ......................................................................................
SHIFT QUADRANTS ...................................................................................................................
IDENTIFICATION TAG INFORMATION..................................................................................
TRANSMISSION FLUID REQUIREMENT, DRAIN, FILL & CHECK PROCEDURES........
TRANSMISSION LINE PRESSURE SPECIFICATIONS...........................................................
ELECTRONIC COMPONENT OPERATION ..............................................................................
SOLENOID IDENTIFICATION & APPLICATION CHART .....................................................
SOLENOID DESCRIPTION AND OPERATION ........................................................................
TRANSMISSION FLUID TEMPERATURE SENSOR & PRESSURE SWITCH ID................
PRESSURE SWITCH & MANUAL SHAFT POSITION SWITCH (IMS) LOGIC CHART.....
INPUT & OUTPUT SPEED SENSOR ..........................................................................................
AUXILIARY FLUID PUMP ASSEMBLY (BAS HYBRID ONLY)...............................................
CASE CONNECTOR TERMINAL IDENTIFICATION...............................................................
TYPICAL WIRING SCHEMATIC.................................................................................................
DIAGNOSTIC TROUBLE CODE DESCRIPTIONS....................................................................
HYDRAULIC PASSAGE IDENTIFICATION .............................................................................
CHECK BALL LOCATION AND FUNCTION ............................................................................
TRANSMISSION DISASSEMBLY ...............................................................................................
COMPONENT REBUILD SECTION
3-5-REVERSE/4-5-6 CLUTCH HOUSING - DISASSEMBLY.....................................................
3-5-REVERSE/4-5-6 CLUTCH HOUSING - ASSEMBLY...........................................................
1-2-3-4 & LOW-REVERSE CLUTCH HOUSING - DISASSEMBLY..........................................
1-2-3-4 & LOW-REVERSE CLUTCH HOUSING - ASSEMBLY.................................................
TRANSMISSION FLUID PUMP DISASSEMBLY.......................................................................
TRANSMISSION FLUID PUMP ASSEMBLY ASSEMBLY........................................................
CONTROL VALVE BODY - DISASSEMBLY................................................................................
CONTROL VALVE BODY - ASSEMBLY.......................................................................................
TRANSMISSION FINAL ASSEMBLY .........................................................................................
TRANSMISSION ELECTRONIC CONTROL HYDRAULIC MODULE OVERHAUL.............
TRANSMISSION FINAL ASSEMBLY - CONTINUED..............................................................
AIR CHECK LOCATIONS....................................................... .....................................................
TORQUE SPECIFICATIONS .......................................................................................................
SPECIAL TOOLS ...........................................................................................................................

GENERAL DESCRIPTION
Figure 1
3
Technical Service Information
There are five variants of the transmission (6T30, 6T40,
6T45, 6T45 eAssist Hybrid and 6T50), based on the
torque carrying capacity. Structure is common between
the variants, and component differences are primarily
relatedtosize.
The 4-element torque converter contains a pump, a
turbine, a pressure plate splined to the turbine, and a
stator assembly. The torque converter acts as a fluid
coupling to smoothly transmit power from the engine to
the transmission. It also hydraulically provides
additional torque multiplication when required. The
pressure plate, when applied, provides a mechanical
direct drive coupling of the engine to the input shaft of
thetransmission.
The three compound planetary gear sets provide the six
forward gear ratios and reverse. Changing gear ratios is
fully automatic and is accomplished through the use of a
transmission control module (TCM) located inside the
transmission and bolted to the valve body. The TCM
receives and monitors various electronic sensor inputs
and uses this information to shift the transmission at the
optimum time. The TCM commands 1 On/Off shift
solenoid and six variable (PWM) solenoids to control
shifttimingandshiftfeel.
The TCM also controls the apply and release of the
torque converter clutch which allows the engine to
deliver the maximum fuel efficiency without
sacrificing vehicle performance. All of the solenoids
and theTCM are containedwithin the transmission.The
hydraulic system primarily consists of an on-axis
engine driven gear-type pump, upper and lower valve
body assemblies, transfer drive gear support assembly
and the transmission case. The pump maintains the
working pressures needed to stroke the clutch pistons
that apply or release the friction components. These
friction components, when applied or released, support
the automatic shifting qualities of the transmission. The
hybrid version is equipped with an electric auxiliary
pump to maintain minimal line pressure when the
engineisinAuto-StopMode.
The friction components used in this transmission
consist of 5 multiple disc clutches. The multiple disc
clutches combine with a one-way clutch to deliver the
seven different ratios, six forward and one reverse,
through the compound planetary gear sets. The gear
sets then transfer torque through the transfer drive,
transferdrivengearanddifferentialassembly.
Component location chart is found in the cut-away view
inFigure2.
U.S. VEHICLE APPLICATION CHART
VEHICLE YEAR ENGINE TRANSMISSION RPO TRANSAXLE
CHEVROLET CRUZE
CHEVROLET MALIBU
CHEVROLET CAPTIVA SPORT
BUICK LACROSSE
CHEVROLET EQUINOX/GMC TERRAIN
CHEVROLET CRUZE
2011-16
2010-2016
2010-16
2011-16
1.8L DOHC (L4) 6T30
Copyright © 2016 ATSG
2012-16
CHEVROLET IMPALA 2014-16
1.4L Turbo (I4) 6T40
PONTIAC G6 2009
SATURN AURA 2009
MH9
MH8
2008-16 2.4L Ecotec (I4) MH8 6T40
2.4L Ecotec (I4)
3.0L (V6)
6T45
6T50
MH7
MHK (MHJ AWD)
CHEVROLET CAPTIVA SPORT 2012-16
CHEVROLET MALIBU ECO 2013-16 2.4L Ecotec (I4) w/eAssist
CHEVROLET MALIBU (ECO) 2013-16 2.5L Ecotec (I4) (w/ eAssist)
MHH 6T40
MH8 (MNH) 6T40
2.5L Ecotec (I4)
2.4L Ecotec (I4) w/eAssist
2014
CHEVROLET IMPALA MHH
MH7/MHG 6T45
6T40
2.4L Ecotec (I4) MH7 6T45
2012-2016
BUICK LACROSSE MHH 6T40
2.4L Ecotec (I4)
MH8 6T40
2.4L Ecotec (I4)
MH7 (MHC AWD) 6T45
BUICK REGAL & GS 2012-2016 2.4L Ecotec (I4)
BUICK REGAL
BUICK REGAL CXL
2012-2016
2012-2016
2.0L Ecotec Turbo(I4)
MH8/M7W (M7U AWD) 6T40
MHH 6T40
MHK
2012-2016
CHEVROLET SONIC 1.8L DOHC (L4) MH9 6T30
CHEVROLET SONIC 2012-2016 2.0L Ecotec Turbo(I4) MH8 6T40
MH8 6T40
2.4L Ecotec (I4)
BUICK ENCORE
BUICK VERANO MH8 (MHB AWD) 6T40
2012-2016 2.4L Ecotec (I4)
1.4L Turbo (I4)
2013-2016 MH8 6T40
BUICK VERANO 2013-2016 2.0L Ecotec Turbo(I4) 6T50
MHK
6T50
CHEVROLET TRAX 2015-2016 1.4L Turbo (I4) 6T40
MH8 (MHB AWD)
BUICK CASCADA 2016 1.6L Turbo Ecotec (I4) 6T40
MHK
BUICK ENVISION 2016 2.0L DOHC Turbo(I4) MHK 6T50

Figure 2
4
COMPONENT LOCATION AND IDENTIFICATION
2-6
CLUTCH
3-5-REVERSE
CLUTCH
4-5-6
CLUTCH
1-2-3-4
CLUTCH
LOW ONE/WAY
CLUTCH
LOW/REVERSE
CLUTCH
REACTION
CARRIER
INPUT
CARRIER
OUTPUT
CARRIER
DIFFERENTIAL
CARRIER

DESCRIPTION OF OPERATION AND POWERFLOW
5
The Hydra-matic 6T30/40/45/50 (6 Speed) is a fully
automatic, six speed, front wheel drive, electronically
controlled transmission (See Figure 3), that features
clutch to clutch shifting. It consists primarily of a four
element torque converter, three planetary gear sets, five
clutch packs, one mechanical one-way clutch and a
hydraulicpressurizationandcontrolsystem.
The three planetary gear sets provide the six forward
gear ratios and reverse. Changing gear ratios is fully
automatic and is accomplished through the use of a
Transmission Control Module (TCM) located within
the transmission. The TCM receives and monitors
various electronic sensor inputs, and uses this
information to shift the transmission at the optimum
time.
The TCM commands shift solenoids and variable bleed
Clutch Pressure Control (CPC) solenoids (GEN1) or
variable feed (GEN2) within the transmission to control
shift timing. The TCM controls shift feel through the
CPC solenoids. The TCM also controls the apply and
release of the torque converter clutch which allows the
engine to deliver the maximum fuel efficiency without
sacrificingvehicleperformance.
The hydraulic system primarily consists of a gear type
pump, a control valve body, converter housing and case.
The pump maintains the working pressures needed to
apply the clutch pistons that apply or release the friction
components. These friction components, when applied
or released, support the shifting qualities of the
transmission.
The friction components used in this transmission
consist of five multiple disc clutches. The multiple disc
clutches combine with one mechanical sprag clutch, to
deliver seven different gear ratios through the gear sets
thatthentransfertorquethroughtheoutputshaft.
Refer to Figure 4 for the component application chart
forthistransmission.
Figure 3
Figure 4
RANGE GEAR RATIO
SHIFT
SOL
(On/Off)
1-2-3-4CL
PC SOL 5
N.L.
2-6 CL
PC SOL 4
N.L.
3-5
REV CL
PC SOL 2
N.H.
LO/REV
4-5-6 CL
PC SOL 3
N.H.
4-5-6
CLUTCH
3-5 REV
CLUTCH
2-6
CLUTCH
LO/REV
CLUTCH
1-2-3-4
CLUTCH
PARK
REV
NEUT
D
R
I
V
E
P
R
N
1ST
BRAKING
1ST
2ND
3RD
4TH
5TH
6TH
2.940
4.584
4.584
2.964
1.912
1.446
1.000
0.746
ON
ON
ON
OFF
OFF
OFF
OFF
OFF
OFF
OFF
OFF
OFF
OFF
ON
ON
ON
ON
ON
OFF
OFF
OFF
OFF
OFF
OFF
OFF
ON
OFF
OFF
OFF
ON APPLIED
APPLIED
APPLIED
APPLIED
APPLIED
APPLIED
APPLIED
APPLIED
APPLIED*
APPLIED
APPLIED
APPLIED*
APPLIED
APPLIED
APPLIED
APPLIED
APPLIED
LOW
ONE-WAY
CLUTCH
HOLD
* APPLIED WITH NO LOAD
ON
OFF
ON
ON
ON
ON
OFF
ON
OFF
ON
OFF
OFF
OFF
OFF
ON
ON
ON
OFF
OFF
OFF
Neutral Stop
Capable
(Next Page)

6
Standard Shift Quadrant
P - Park position enables the engine to be started while
preventing the vehicle from moving. For safety
reasons, the vehicle's parking brake should always be
used in addition to the "Park" position. Park position
should not be selected until the vehicle has come to a
completestop.
- 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
thevehicleismoving.
N
- Reverse enables the vehicle to be operated in a
rearwarddirection.
R
- Drive range should be used for all normal driving
conditions for maximum efficiency and fuel economy.
Drive range allows the transmission to upshift and
downshift in each of the six forward gear ratios
automatically, according to the normal shift pattern that
isprogrammedintotheTCM.
D
Driver Shift Control (DSC) Quadrant
Some vehicles are equipped with Driver Shift Control
(DSC) version of the selector system, as shown in
Figure 5. This configuration allows the driver to
manuallyshiftbetweenforwardgears.
- In the M (Manual) position, the driver may
manually select the range of gears by tapping the
selector lever towards "+" or "-" to cause an upshift or
downshift, as shown in Figure 5. The transmission will
shift up or down depending on the request that is made
by tapping the selector lever. Refer to the appropriate
ownersmanualforspecificinstructions.
M
DRIVER SHIFT CONTROL (DSC) QUADRANT
P
R
+
N
D
M
SHIFT QUADRANTS
There are two different styles of shift quadrants for this
transmission; Standard Shift Quadrant and Driver Shift
Control(DSC)Quadrant.
The transmission shift quadrants vary by model. There
may be four to seven different positions shown on the
shift quadrant. Refer to Figure 5, 6, and 7. The
followingareacoupleofexamples.
Figure 5

7
SHIFT QUADRANTS (CONT’D)
- Park position enables the engine to be started while
preventing the vehicle from moving. For safety
reasons, the vehicle's parking brake should always be
used in addition to the "Park" position. Park position
should not be selected until the vehicle has come to a
completestop.
P
Standard Shift Quadrant (Cont’d)
Some vehicles are equipped with a shift quadrant that
allows manual range selection. For example, "M"
manual range as shown in Figure 7. These ranges can
be used for conditions where it may be desirable to
control the selection of gear ratios. These conditions
include trailer towing, driving on hilly terrain, and are
also helpful for engine braking when descending slight
grades.
- 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
thevehicleismoving.
N
- Reverse enables the vehicle to be operated in a
rearwarddirection.
R
- Drive range should be used for all normal driving
conditions for maximum efficiency and fuel economy.
Drive range allows the transmission to upshift and
downshift in each of the six forward gear ratios
automatically, according to the normal shift pattern that
isprogrammedintotheTCM.
D
- When manual mode is selected, the current gear
range will be the highest attainable range, with all of
the lower gears available. Plus/Minus buttons on the
steering wheel, as shown in Figure 7, may be used to
select the desired range of gears for the current driving
conditions. Refer to the appropriate owners manual for
specificinstructions.
M
P R N D M 2
DRIVER SHIFT CONTROL (DSC) QUADRANT
SELECTED GEAR IS DISPLAYED
WHEN IN MANUAL POSITION
Figure 7
P R N D 1
STANDARD SHIFT QUADRANT
Figure 6
- Manual 1st 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 but will downshift into 1st gear,
only if vehicle speed is low enough not to over-rev the
engine. ThisspeediscalibratedintheTCM.
1
Driver Shift Control (DSC) Quadrant
Driver Shift Control
(DSC) Buttons

8 D A W
618DAWB7027A0029
1 2 3 4 5 6 7 8 9
Identification Tag Information Chart
Callout
1
Description
Code for Automatic Transmission
Sequence No. starting at 0001 @ 12:01 AM each day
2 Model Year
3 Model for Transmission
4 Transmission Family (W = 6T40)
5 Source Code for Plant
6 Calendar Year
7 Julian Date
8 Shift/Build Line (A/B)
9
Source Code for Plant:
H = Ypsilanti, Michigan
J = Windsor, Ontario
S = Strasbourg, France
W = Warren, Michigan
Y = Toledo, Ohio
IDENTIFICATION TAG INFORMATION
8
Figure 8
4 = Ramos Arizpe, Mexico
R = Boryeong, Korea
M = Yan Tai, Shan Dong, China
P = San Luis Potosi, Mexico
8
D
A
W
618DAW
B7027A0029

9
Figure 9
TRANSMISSION FLUID CAPACITY SPECIFICATIONS
APPLICATION
SPECIFICATION
LITERS
QUARTS
Fluid Change - Approximate Capacity
Valve Body Cover Removal - Approximate Capacity
Overhaul - Approximate Capacity
4.2 - 6.3
5.3 - 7.4
8.5 - 9.0
4.0 - 6.0
5.0 - 7.0
8.0 - 8.5
When draining fluid, the fluid temperature must be below 140º F (60º C) due to internal thermal element.
The transmission fluid level must be checked when the transmission fluid reaches a temperature of
185 - 203º F (85 - 95º C). Adjusting the fluid level outside these temperatures will result in internal damage
(underfilled) or fluid discharge out of the vent (overfilled) or possible overheating of the transmission.
Fill Cap
Oil Drain Plug
6T30/40/45/50
DEXRON-VI
Automatic Transmission Fluid
Warning - The engine must be running when the
transmission fluid level plug is removed, or excessive fluid
loss will occur. Transmission fluid may be hot. Since the
actual fluid level is unknown, stand clear when removing the
level plug. Have a container ready to capture any lost fluid.
Do not turn the engine off with the level plug removed, as
you can be injured by hot transmission fluid being expelled
outoftheoillevelplugopening.
transmission Fluid drain, fill & check procedure
Oil Level Plug

10
transmission line pressure specifications
0
AND ENGINE OIL
AUTOMATIC TRANSMISSION
PRESSURE TESTER
ATG4
14
30
60
400
300
250
230
210
90
120 150
180
DIAL N0. 37058
Figure 10
The line pressure tap is conveniently located on top of
the transmission along side the transmission’s fill cap
as seen in Figure 10. Gen 1 and 2 line pressure
specifications vary slightly, be sure to consult the
correct specification chart also seen in Figure 10.
A capable scan tool can be used to view commanded
line pressure as well as using bi-directional control to
increase and decrease line pressure in increments at
which time the scan tool display can be compared to
the pressure gauge.
GEN 1 LINE PRESSURE SPECIFICATION
Pressure (kPa)
None......................
200.........................
400.........................
600.........................
800-2000................
English
50-80 psi...........
100-130 psi.......
160-190 psi.......
220-250 psi.......
270-330 psi.......
Metric
345-550 kPa
690-900 kPa
1100-1310 kPa
1520-1725 kPa
1860-2275 kPa
ACTUAL
REQUESTED
GEN 2 LINE PRESSURE SPECIFICATION
Pressure (kPa)
None......................
200.........................
400.........................
600.........................
800-2000................
English
25-55 psi...........
96-126 psi.........
166-196 psi.......
237-267 psi.......
307-337 psi.......
Metric
172-379 kPa
662-869 kPa
1145-1351 kPa
1634-1841 kPa
2117-2324 kPa
ACTUAL
REQUESTED

ELECTRONIC COMPONENTS
In the 6T30/40/45/50 transmission, the TCM, both shift
solenoids, all 6 of the pressure control solenoids, the
TFT sensor and fluid pressure switches (GEN1 Only)
are contained in one unit, the Control Solenoid Body
andTCMAssembly, which is behind the side cover pan,
andboltedtothevalvebody, asshowninFigure11.
Electrical signals from various sensors provide
information to the TCM about vehicle speed, throttle
position, engine coolant temp, fluid temp, range
selector position, engine speed, turbine speed and
operating mode. The TCM uses this information to
determine the precise moment to upshift or downshift,
apply or release the converter clutch, and what
pressure is needed to apply the clutches. This type of
control provides consistent and precise shift points and
shift quality based on the actual operating conditions of
thevehicle.
Adaptive shift control technology enables the TCM to
continually monitor and compare shift performance to
the optimum shift, and make adjustments to the factory
settingstocontinuallydeliverexcellentshiftquality.
A THROTTLE POSITION SENSOR
B MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR
C ENGINE SPEED SENSOR
D MANIFOLD AIR TEMP (MAT) SENSOR
E ENGINE COOLANT TEMP (ECT) SENSOR
F TRANSMISSION FLUID TEMP (TFT) SENSOR
G MANUAL SHAFT POSITION SWITCH ASSEMBLY
H INPUT SPEED SENSOR (ISS)
I TRANSMISSION FLUID PRESSURE SWITCHES
(GEN1ONLY)
J OUTPUT SPEED SENSOR (OSS)
K ACCELERATOR PEDAL POSITION (APP) SENSOR
L BRAKE SWITCH
M DRIVER SHIFT CONTROL (DSC) SWITCHES
N OPERATING MODE SELECTION SWITCHES
TRANSMISSION CONTROL
MODULE (TCM)
ENGINE CONTROL MODULE (ECM)
BODY CONTROL MODULE (BCM)
ELECTRONIC BRAKE & TRACTION
CONTROL MODULE (NOT SHOWN)
DIAGNOSTIC LINK CONNECTOR
(DLC)
LINE PRRESSURE CONTROL SOLENOID
CLUTCH PRES CONTROL SOLENOID 2
TCC PRESSURE CONTROL SOLENOID
SHIFT SOLENOID
INFORMATION SENSORS ELECTRONIC CONTROLLERS
ELECTRONICALLY CONTROLLED
TRANSMISSION COMPONENTS
Continued on Page 12
Figure 11
D
A
8
W
6
DA
B
18
W
7027A0029
11

Line Pressure
Control Solenoid
(Normally High)
Clutch Pressure
Control Solenoid 4
(Normally Low) (2-6 Clutch)
Clutch Pressure Control Solenoid 2
(Normally High) (3-5-R Clutch) (GEN1)
(Normally High) (1-2-3-4 Clutch) (GEN2)
Shift
Solenoid
(On-Off) TCC Pressure
Control Solenoid
(Normally Low)
(Normally Low) (1-2-3-4 Clutch) (GEN1)
(Normally Low) (3-5-R Clutch)
(GEN2)
Clutch Pressure
Control Solenoid 3
(Normally High)
(R1- 4-5-6 Clutch)
SOLENOID LOCATIONS AND IDENTIFICATION (GEN 1 & 2)
The Solenoid Body & TCM Assembly utilizes a lead
frame system to connect the components to theTCM, as
shown in Figure 12. There are no wires used for these
components. The Control Solenoid Body and TCM
Assembly connect to the external harness 14 way
connectorusingapass-thrusleeve.
ELECTRONIC COMPONENTS (CONT’D)
Control Solenoid Body And TCM Assembly
All fluid passages to the switches and solenoids are
protected from debris by a serviceable filter plate
assembly,asshowninFigure12.
Solenoid Body
TCM
TFPS5*
4-5-6-R1
Figure 12
TFPS1*
3-5-R
TFPS3*
2-6
TFPS4*
1-2-3-4
RANGE GEAR
SHIFT
SOL
(On/Off)
1-2-3-4CL
PC SOL 5
N.L.
(GEN1)
2-6 CL
PC SOL 4
N.L
3-5
REV CL
PC SOL 2
N.H.
(GEN1)
LO/REV
4-5-6 CL
PC SOL 3
N.H.
4-5-6
CLUTCH
3-5 REV
CLUTCH
2-6
CLUTCH
LO/REV
CLUTCH
1-2-3-4
CLUTCH
PARK
REV
NEUT
D
R
I
V
E
P
R
N
1ST
BRAKING
1ST
2ND
3RD
4TH
5TH
6TH
ON
ON
ON
OFF
OFF
OFF
OFF
OFF
OFF
OFF
OFF
OFF
OFF
ON
ON
ON
ON
ON
OFF
OFF
OFF
OFF
OFF
OFF
OFF
ON
OFF
OFF
OFF
ON APPLIED
APPLIED
APPLIED
APPLIED
APPLIED
APPLIED
APPLIED
APPLIED
APPLIED*
APPLIED
APPLIED
APPLIED*
APPLIED
APPLIED
APPLIED
APPLIED
APPLIED
LOW
ONE-WAY
CLUTCH
HOLD
* APPLIED WITH NO LOAD
ON
OFF
ON
ON
ON
ON
OFF
ON
OFF
ON
OFF
OFF
OFF
OFF
ON
ON
ON
OFF
OFF
OFF
*ONLY GEN1 HAS PRESSURE SWITCHES
NEUTRAL
IDLE CTRL
CAPABLE
1-2-3-4CL
PC SOL 5
N.H.
(GEN2)
OFF
OFF
OFF
ON
ON
ON
ON
ON
OFF
OFF
3-5
REV CL
PC SOL 2
N.L.
(GEN2)
OFF
ON
OFF
OFF
OFF
OFF
ON
OFF
ON
OFF
12

The 6T30/40/45/50 transmission uses one shift
solenoidtocontroltheclutchselectvalve.
The Shift Solenoid is normally closed, 3 port, ON/OFF
type solenoid controlled by the TCM. The shift
solenoid works in combination with the clutch pressure
control solenoids to control the various shift and clutch
regulatorvalvesinthevalvebody.
When the TCM provides a path to ground for the
electrical circuit to energize (Turn ON) the solenoid,
current flows through the coil assembly in the solenoid
and creates a magnetic field. The magnetic field moves
the plunger and metering ball assembly to the right, as
shown in Figure 13, against the exhaust seat, thereby
blocking the exhaust passage and creating solenoid
controlpressure.
The Shift Solenoid is de-energized (Turned OFF) when
the TCM opens the path to ground for the solenoid's
electrical circuit. With the solenoid OFF, solenoid
spring force moves the plunger and metering ball
assembly to the left, as shown in Figure 13, away from
the exhaust seat and against the feed seat. This blocks
actuator feed limit fluid from entering the solenoid and
allows any existing solenoid control pressure to exhaust
throughthesolenoid.
The Shift Solenoid resistance is approximately 18
Ohms@roomtemperature.
Actuator feed limit fluid feeds the shift solenoid fluid
circuit to control the clutch select valve. When the shift
solenoid is energized (ON), actuator feed limit fluid is
allowed to pass through the solenoid, thereby creating
solenoid control pressure, as shown in Figure 13.
Solenoid control pressure acts against clutch select
valve spring force, to move the valve to the apply
position.
When the shift solenoid is de-energized (OFF), actuator
feed limit fluid is blocked from feeding the shift
solenoid circuit, and any existing solenoid control
pressure exhausts through the solenoid, as shown in
Figure13.
If for any reason, the entire electronic control system of
the transmission, or any one of the electrical
components within the Control Solenoid Body and
TCM Assembly becomes disabled, the transmission
will default to fail-safe mode and all solenoids will
defaulttotheirnormalstate.
The transmission will default to 3rd gear in some
applications and 5th gear in other applications. If the
torqueconverterclutchisapplied,itwillbereleased.
Reversewillalsobeavailable.
SUPPLY
PRESSURE
(ACTUATOR
FEED LIMIT)
PLUNGER AND
METERING BALL
ASSEMBLY
CONTROL
PRESSURE
SPRING HOUSING
CONNECTOR
COIL
ASSEMBLY
EXHAUST
ELECTRONIC COMPONENTS (CONT'D)
Shift Solenoid - GEN 1 & 2
SHIFT SOLENOID gen 1 & 2
Figure 13
Shift Solenoid
Fail Safe or Protection Mode
13

Line Pressure Control Solenoid - GEN 1 - Variable Bleed
The Line Pressure Solenoid is a precision electronic
pressure regulator that controls line pressure based on
current flow through its coil windings. TheTCM varies
current to the "normally-high" line pressure control
solenoid from approximately 0.1 amp (maximum line
pressure), to 1.0 amps (minimum line pressure). As
current flow is increased, the magnetic field produced
by the coil moves the solenoid's variable restriction
(GEN1 Variable Bleed) further away from the exhaust
port, as shown in Figure 14. Opening the exhaust port
decreases control pressure, as shown in Figure 14,
which ultimately decreases line pressure. As the
current flow is decreased, the reduced magnetic field
allows the spring force to move the variable restriction
(GEN1 Variable Bleed) to the left, as shown in Figure
14, closer to the exhaust port, increasing control
pressure from the solenoid, which ultimately increases
linepressure.
As the throttle position (engine torque) increases, the
current flow is decreased by the TCM, which increases
the pressure output of the line pressure solenoid. If the
TCM detects a line pressure control solenoid electrical
malfunction,aDTCwillbeactivated.
Figure 14
The Line Pressure Control Solenoid is part of the
Control Solenoid Body Assembly and can be serviced
separately however, care must be taken to install a
replacement solenoid with the same rate of flow as the
originalsolenoidorshiftfeelissueswilloccur.
If for any reason, the entire electronic control system of
the transmission fails, the line pressure control solenoid
will be OFF, and maximum line pressure will be the
result. This will create harsh engagements and/or
failsafeoperation.
NORMALLY-HIGH line PRESSURE CONTROL SOLENOID - gen 1 - variable bleed
CONTROL
PRESSURE
(PCS LINE)
SUPPLY
PRESSURE
(ACTUATOR
FEED LIMIT)
COIL
ASSEMBLY
HOUSING
EXHAUST
SPRING
VARIABLE
RESTRICTION
CONNECTOR
LINE
EXHAUST
LINE
SUCTION
PRESSURE REGULATOR VALVE
CONV
FEED
14

NORMALLY-HIGH line PRESSURE CONTROL SOLENOID - gen 2 - variable flow
SUPPLY
PRESSURE
(ACTUATOR
FEED LIMIT)
CONTROL
PRESSURE
EXHAUST
COIL
ASSEMBLY HOUSING
CONNECTOR
SUPPLY
PRESSURE
(ACTUATOR
FEED LIMIT)
CONTROL
PRESSURE
EXHAUST
COIL
ASSEMBLY HOUSING
CONNECTOR
.044"
BLEED
ORIFICE (4)
.044"
BLEED
ORIFICE (4)
OFF
ON
Line Pressure Control Solenoid - GEN 2 -
Variable Flow
The Line Pressure Solenoid is a precision electronic
pressure regulator that controls line pressure based on
current flow through its coil windings. TheTCM varies
current to the "normally-high" line pressure control
solenoid from approximately 0.1 amp (maximum line
pressure), to 1.0 amps (minimum line pressure). As
current flow is increased, the magnetic field produced
by the coil moves the solenoid's variable restriction
(GEN2 Variable Flow) further away from the exhaust
port, as shown in Figure 15. Opening the exhaust port
decreases control pressure, as shown in Figure 15,
which ultimately decreases line pressure. As the
current flow is decreased, the reduced magnetic field
allows the spring force to move the variable restriction
(GEN2 Variable Flow) to the left, as shown in Figure
16, increasing control pressure from the solenoid,
whichultimatelyincreaseslinepressure.
As the throttle position (engine torque) increases, the
current flow is decreased by the TCM, which increases
the pressure output of the line pressure solenoid. If the
TCM detects a line pressure control solenoid electrical
malfunction,aDTCwillbeactivated.
Figure 15
Figure 16
The Line Pressure Control Solenoid is part of the
SUPPLY
PRESSURE
(ACTUATOR
FEED LIMIT)
CONTROL
PRESSURE
EXHAUST
COIL
ASSEMBLY HOUSING
EXHAUST
ACCUMULATOR
LINE
SUCTION
LINE
CONV
FEED
CONNECTOR
.044"
BLEED
ORIFICE (4)
LINE PRESSURE REGULATOR VALVE
ON
15

NORMALLY-LOW tcc PRESSURE CONTROL SOLENOID - gen 1 - variable bleed
Figure 17
The Torque Converter Clutch (TCC) Solenoid is a
"normally-low", electronic pressure regulator used to
control the apply and release of the torque converter
clutch based on current flow through its coil windings.
The TCC solenoid regulates actuator feed limit fluid
pressure to the TCC regulator valve, located in the
upper valve body, and provides a signal pressure to shift
the TCC control valve, located in the upper valve body,
to the apply position, as shown in Figure 17. When the
TCM determines to apply the TCC, the TCC solenoid is
commanded to specific pressures, dependent on vehicle
operating conditions, resulting in a smooth apply or
release of the TCC. The solenoid's ability to "Ramp"
the TCC apply and release pressures results in a
smootherTCCoperation.
When vehicle operating conditions are appropriate to
apply theTCC, theTCM increases current flow to allow
the TCC solenoid to increase PCS TCC fluid pressure,
to move the TCC control valve to the apply position, as
shown in Figure 17, and move the TCC regulator valve
to the regulating position to regulate fluid pressure
proportional to solenoid pressure. Release pressure is
directed to exhaust, and regulated apply pressure is
directedtotheapplysideoftheconverterclutchplate
and damper assembly. The TCM then increases the
pressure to control a slippage of 20-80 RPM between
the clutch plate and converter cover. This "Ramping"
procedure for improved dampening of engine
vibrations and allows the TCC to apply at low engine
speedsin2nd,3rd,4th,5thand6thgear.
Release of the TCC is achieved by decreasing TCC
solenoid pressure to a level low enough to allow spring
force to move the TCC control valve and TCC
regulatingvalvetothereleaseposition.
Torque Converter Clutch (TCC) Solenoid - GEN 1 -
Variable Bleed
The Torque Converter Clutch Pressure Control
Solenoid is part of the Control Solenoid Body
Assembly and can be serviced separately however,
care must be taken to install a replacement solenoid
with the same rate of flow as the original solenoid or
converterclutchapplyissueswilloccur.
CONTROL
PRESSURE
(PCS TCC)
SUPPLY
PRESSURE
(ACTUATOR
FEED LIMIT)
COIL
ASSEMBLY HOUSING
EXHAUST
VARIABLE
RESTRICTION CONNECTOR
TCC
CONTROL
VALVE
TCC REGULATOR VALVE
SHTL
TCC APPLY
COOLER FEED
CONV.
FEED
TCC REL
EXH
PCS TCC
PCS TCC
PCS TCC
PCS TCC
DRIVE 1-6
REG APP
REG
APP
EXH
SHFT
SOL
1
EXH
REG
APP
16

SUPPLY
PRESSURE
(ACTUATOR
FEED LIMIT)
CONTROL
PRESSURE
EXHAUST
COIL
ASSEMBLY HOUSING
CONNECTOR
SUPPLY
PRESSURE
(ACTUATOR
FEED LIMIT)
NO
CONTROL
PRESSURE COIL
ASSEMBLY HOUSING
CONNECTOR
.044"
BLEED
ORIFICE (4)
.044"
BLEED
ORIFICE (4)
ON
OFF
ARMATURE
ARMATURE
Torque Converter Clutch (TCC) Solenoid - GEN 2 -
Variable Flow
The Torque Converter Clutch Pressure Control
Solenoid is part of the Control Solenoid Body
Assembly and can be serviced separately however,
care must be taken to install a replacement solenoid
with the same rate of flow as the original solenoid or
converterclutchapplyissueswilloccur.
The Torque Converter Clutch (TCC) Solenoid is a
"normally-low", electronic pressure regulator used to
control the apply and release of the torque converter
clutch based on current flow through its coil windings.
The TCC solenoid regulates actuator feed limit fluid
pressure to the TCC regulator valve, located in the
upper valve body, and provides a signal pressure to shift
the TCC control valve, located in the upper valve body,
to the apply position, as shown in Figure 18. When the
TCM determines to apply the TCC, the TCC solenoid is
commanded to specific pressures, dependent on vehicle
operating conditions, resulting in a smooth apply or
release of the TCC. The solenoid's ability to "Ramp"
the TCC apply and release pressures results in a
smootherTCCoperation.
When vehicle operating conditions are appropriate to
apply theTCC, theTCM increases current flow to allow
the TCC solenoid to increase PCS TCC fluid pressure,
to move the TCC control valve to the apply position, as
shown in Figure 19, and move the TCC regulator valve
to the regulating position to regulate fluid pressure
proportional to solenoid pressure. Release pressure is
directed to exhaust, and regulated apply pressure is
directedtotheapplysideoftheconverterclutchplate
and damper assembly. The TCM then increases the
pressure to control a slippage of 20-80 RPM between
the clutch plate and converter cover. This "Ramping"
procedure for improved dampening of engine
vibrations and allows the TCC to apply at low engine
speedsin2nd,3rd,4th,5thand6thgear.
Release of the TCC is achieved by decreasing TCC
solenoid pressure to a level low enough to allow spring
force to move the TCC control valve and TCC
regulatingvalvetothereleaseposition.
Figure 18
SUPPLY
PRESSURE
(ACTUATOR
FEED LIMIT)
PCS
TCC
EXHAUST
COIL
ASSEMBLY HOUSING
CONNECTOR
.044"
BLEED
ORIFICE (4)
ON
ARMATURE
Figure 19
17

LOW CONTROL
PRESSURE
SUPPLY
PRESSURE
(ACTUATOR
FEED LIMIT)
COIL
ASSEMBLY
HOUSING
HIGH
EXHAUST
VARIABLE
RESTRICTION CONNECTOR
HIGH CONTROL
PRESSURE
SUPPLY
PRESSURE
(ACTUATOR
FEED LIMIT)
COIL
ASSEMBLY
HOUSING
LOW
EXHAUST
SPRING
VARIABLE
RESTRICTION
CONNECTOR
Clutch Pressure Control (CPC)
Solenoids 2,3,4 And 5 - Gen 1 - Variable Bleed
NORMALLY-LOW CLUTCH PRESSURE
CONTROL SOLENOIDS 4 AND 5
NORMALLY-HIGH CLUTCH PRESSURE
There are two different types of clutch pressure control
solenoids. Clutch Pressure Control solenoids 4 and 5
are "normally-low" pressure control solenoids, as
shown in Figure 20, and are identical to the TCC PC
solenoid.
Clutch Pressure Control solenoids 2 and 3 are
"normally-high" pressure control solenoids, as shown
in Figure 21, and are identical to the line pressure
controlsolenoid.
Figure 20
Figure 21
Transmission Adapt Function
Clutch Pressure Control Solenoid 2 controls fluid flow
to the 3-5-Reverse clutch regulator valve and the 3-5-
Reverse boost valve. When commanded the solenoid
controls the flow of exhaust fluid out of the solenoid to
maintain a specific commanded control pressure. This
allows the TCM to control the apply and release of the
3-5andreverseclutch.
to the 4-5-6 clutch regulator valve and the 4-5-6 boost
valve. When commanded the solenoid controls the
flow of exhaust fluid out of the solenoid to maintain a
specific commanded control pressure. This allows the
TCM to control the apply and release of the 4-5-6
clutch.
to the 1-2-3-4 clutch regulator valve and the 1-2-3-4
boost valve. When commanded the solenoid controls
the flow of exhaust fluid out of the solenoid to maintain
aspecificcommandedcontrolpressure. Thisallowsthe
TCM to control the apply and release of the 1-2-3-4
clutch.
to the 2-6 clutch regulator valve. When commanded the
solenoid controls the flow of exhaust fluid out of the
solenoid to maintain a specific commanded control
pressure. This allows the TCM to control the apply and
releaseofthe2-6clutch.
Programming within the TCM also allows for
automatic adjustments in shift pressure that are based
on the changing characteristics of the transmission
components. As the apply components within the
transmission wear or change over time, the time
required to apply a clutch increases or decreases. In
order to compensate for these changes, theTCM adjusts
the pressure commands to the various pressure control
solenoids, to maintain the original calibrations. The
automatic adjusting process is referred to as "Adaptive
Learning" and is used to ensure consistent shift feel and
increasethetransmission'sdurability.
The Clutch Pressure Control Solenoids are part of the
18

Clutch Pressure Control (CPC)
Solenoids 2,3,4 And 5 - Gen 2 - Variable Flow
SUPPLY
PRESSURE
(ACTUATOR
FEED LIMIT)
HIGH
CONTROL
PRESSURE
EXHAUST
COIL
ASSEMBLY HOUSING
CONNECTOR
SUPPLY
PRESSURE
(ACTUATOR
FEED LIMIT)
LOW
CONTROL
PRESSURE COIL
ASSEMBLY HOUSING
CONNECTOR
.044"
BLEED
ORIFICE (4)
.044"
BLEED
ORIFICE (4)
ON
OFF
ARMATURE
ARMATURE
N.L.
N.L.
NORMALLY-LOW CLUTCH PRESSURE
SUPPLY
PRESSURE
(ACTUATOR
FEED LIMIT)
HIGH
CONTROL
PRESSURE COIL
ASSEMBLY HOUSING
CONNECTOR
SUPPLY
PRESSURE
(ACTUATOR
FEED LIMIT)
LOW
CONTROL
PRESSURE
EXHAUST
COIL
ASSEMBLY HOUSING
CONNECTOR
.044"
BLEED
ORIFICE (4)
.044"
BLEED
ORIFICE (4)
OFF
ON
N.H.
N.H.
NORMALLY-HIGH CLUTCH PRESSURE
Figure 22
Figure 23
There are two different types of clutch pressure control
solenoids. Clutch Pressure Control solenoids 2 and 4
are "normally-low" pressure control solenoids, as
shown in Figure 22, and are identical to the TCC PC
solenoid.
Clutch Pressure Control solenoids 3 and 5 are
"normally-high" pressure control solenoids, as shown
in Figure 23, and are identical to the line pressure
controlsolenoid.
to the 3-5-Reverse clutch regulator valve and the 3-5-
Reverse boost valve. When commanded the solenoid
controls the flow of exhaust fluid out of the solenoid to
maintain a specific commanded control pressure. This
allows the TCM to control the apply and release of the
3-5andreverseclutch.
to the 4-5-6 clutch regulator valve and the 4-5-6 boost
valve. When commanded the solenoid controls the
flow of exhaust fluid out of the solenoid to maintain a
specific commanded control pressure. This allows the
TCM to control the apply and release of the 4-5-6
clutch.
to the 1-2-3-4 clutch regulator valve and the 1-2-3-4
boost valve. When commanded the solenoid controls
the flow of exhaust fluid out of the solenoid to maintain
aspecificcommandedcontrolpressure. Thisallowsthe
TCM to control the apply and release of the 1-2-3-4
clutch.
to the 2-6 clutch regulator valve. When commanded the
solenoid controls the flow of exhaust fluid out of the
solenoid to maintain a specific commanded control
pressure. This allows the TCM to control the apply and
releaseofthe2-6clutch.
The Clutch Pressure Control Solenoids are part of the
19

TFT SENSOR LOCATION
Figure 24
Transmission Fluid Temperature (TFT) Sensor
TheTransmission FluidTemperature (TFT) sensor is an
integral part of the solenoid body and TCM and located
in the position shown in Figure 24, and is not serviced
separately.
The TFT sensor is a thermistor, which changes value
based on temperature. The sensor has a negative-
temperature coefficient, which means as the temp
increases, the resistance decreases, and as the temp
decreases, the resistance increases. The TCM supplies
a voltage reference signal to the sensor and measures
the voltage drop in the circuit. The TCM uses this
information to maintain shift quality and torque
converter clutch apply quality over the entire operating
temperature range. If the TCM detects an improper
signalfromtheTFTsensor,aDTCwillbeactivated.
TRANSMISSION FLUID
TEMPERATURE SENSOR
(THERMISTOR)
TRANSMISSION FLUID PRESSURE (TFP)
SWITCH LOCATIONS - gen1 only
Fluid Pressure Switches - GEN1 ONLY
The transmission fluid pressure switches are located in
the control solenoid body and TCM assembly, as shown
in Figure 25, and are normally closed. When closed,
these switches allow current flow through the switch.
When fluid pressure is routed to the switch, pressure
moves the diaphragm, piston and disk so that the circuit
opens and there is no current flow. See Figure 26 for a
cut-awayviewandapressureswitchlogicchart.
TFP switch 1 sends a signal to the TCM to indicate the
stateofthe3-5-Reverseclutchregulatorvalve.
stateofthe4-5-6/R1clutchregulatorvalve.
stateofthe2-6clutchregulatorvalve.
stateof 1-2-3-4clutchregulatorvalve.
Figure 25
20
2
4
2
5
6
5
2
4
6
5
2
4
MADE IN
CHINA
DV65247542248 V7
4
3
4
2
5
2
4
2
5
6
5
2
4
6
2
4
5
I
MADE IN
CH NA
652475 2248 V7
DV
4
4
4
2
3
5
TFP SWITCH 4
(1-2-3-4)
TFP SWITCH 5
(4-5-6-R1)
TFP SWITCH 3
(2-6)
TFP SWITCH 1
(3-5-R)

Gear Selector
Position Signal A
LOW
LOW
LOW
HI
HI
HI
HI
LOW
LOW
LOW
LOW
HI
HI
HI
HI
HI = 12 Volts
LOW
LOW = 0 Volts
LOW
LOW
HI
HI
LOW
LOW
HI
HI
LOW
LOW
HI
HI
LOW
HI
LOW
HI
HI
LOW
LOW
LOW
LOW
LOW
LOW
LOW
LOW
HI
HI
HI
HI
HI
HI
HI
HI
HI
HI
HI
HI
LOW
LOW
LOW
LOW
LOW
LOW
LOW
LOW
HI
HI
HI
Signal B Signal C Signal P
Park
Park/Reverse
Reverse
Reverse/Neutral
Neutral
Neutral/Drive 6
Drive 6
Drive 6/Drive 4
Drive 4
Drive 4/Drive 3
Drive 3
Drive 3/Drive 2
Drive 2
Open
Invalid
Invalid
manual shaft position SWITCH LOGIC
+
BODY SEAL
DISK PISTON
DIAPHRAGM
UPPER
CONTACT
LOWER
CONTACT
PRESSURE SWITCH
Figure 26
+
BODY SEAL
DISK PISTON
DIAPHRAGM
UPPER
CONTACT
LOWER
CONTACT
NO PRESSURE
PRESSURIZED
The Transmission Manual Shift Position Switch
Assembly, sometimes referred to as Internal Mode
Switch (IMS), is a sliding contact switch that connects
to the manual valve, with an electrical connector that
plugs into the control solenoid body and TCM
assembly,andisshowninFigure27.
There are four inputs to the TCM from the position
switch assembly, that indicate which transmission gear
range has been selected. The state of each input is
available for display on the scan tool. The four input
parameters presented are Signal A, Signal B, Signal C,
and Signal P (Parity). There is also a ground circuit and
aP/NStartinputwhichissenttotheECM.
Manual Shaft Position Switch
manual shaft position SWITCH
Figure 27
Pressure Switch Logic
Selector
Position Switch 1
HIGH = 12 VOLTS - OPEN - PRESSURIZED
LOW = 0 VOLTS - CLOSED - NOT PRESSURIZED
LOW
LOW
LOW
LOW
LOW
HIGH
LOW
LOW
HIGH
Switch 3
LOW
LOW
LOW
HIGH
LOW
HIGH
HIGH
HIGH
LOW
Switch 4
LOW
LOW
LOW
LOW
LOW
LOW
HIGH
HIGH
HIGH
Park
Reverse
Neutral
“D"-1st
“D"-2nd
“D"-3rd
“D"-4th
“D"-5th
“D"-6th
1st Engine
Braking LOW
Switch 5
LOW
LOW
LOW
HIGH
LOW
HIGH
LOW
HIGH
HIGH
HIGH LOW LOW
21

Transmission Input Speed (ISS) Sensor
The Transmission Input Speed Sensor is a Hall Effect
type sensor as shown in Figure 28. The ISS is mounted
outside the transmission and is triggered by the 3-5-
Reverse and 4-5-6 clutch housing by an attached
reluctor wheel, Figure 29 and then goes through a pass-
through connector outside the transmission after which
it is routed back inside the transmission where it
connectstotheTECHM.
The sensor receives a 8.3 to 9.3 supply voltage on one
circuit and produces a signal on the other circuit. The
ground is built internal to the sensor making this a two
wireHallEffectSensor.
This signal is sent to the TCM and is used to determine
line pressure control, transmission shift timing, TCC
slipspeedandgearratioinformation.
Transmission Output Speed (OSS) Sensor
The Transmission Output Speed Sensor is a Hall Effect
type sensor as shown in Figure 30. The OSS is mounted
inside the transmission and is triggered by the park gear
teeth,Figure31whereitconnectstotheTECHM.
The sensor receives a 8.3 to 9.3 supply voltage on one
circuit and produces a signal on the other circuit. The
ground is built internal to the sensor making this a two
wireHallEffectSensor.
This signal is sent to the TCM and is used to determine
transmission shift timing, vehicle speed and gear ratio
information.
Figure 31
Figure 30
OUTPUT
SPEED SENSOR
PARK GEAR
INput speed sensor
Figure 28
Figure 29
INPUT
SPEED SENSOR
PASS-THRU
CONNECTOR
3-5-R-4-5-6
CLUTCH HOUSING
22
output speed sensor

The auxiliary fluid pump assembly is attached to the
outside of the transmission case and is a hydraulic pump
drivenbya12voltelectricmotorasshowninFigure32.
Control of the auxiliary pump is accomplished by the
Hybrid Powertrain Control Module (HPCM) located in
theenginecompartment.
The purpose of the auxiliary pump is to provide
hydraulic fluid pressure to the transmission for
lubrication, cooling and clutch application when the
engine is off and the main transmission pump is not
operatingwhenthevehicleisinAuto-StopMode.
Auxiliary Fluid Pump Assembly (BAS Hybrid Only)
Figure 32
Auxiliary Fluid Pump Assembly
(bas hybrid only)
AUXILIARY FLUID PUMP
OUTLET PIPE
23

Figure 33
Pin No.
1
2
3
4
5
6
7
8
11
12
13
14
Function
Ground
Stop Lamp Switch Signal
Not Used
Battery Voltage
Ignition Voltage
Park/Neutral Signal
View Looking Into
14-Way Solenoid Body Connector
View Looking Into
14-Way Harness Connector
Not Used
High Speed GMLAN Serial Data (+)
High Speed GMLAN Serial Data (+)
High Speed GMLAN Serial Data (-)
9 Not Used
10
Not Used
Accessory Wakeup Voltage
High Speed GMLAN Serial Data (-)
TERMINAL IDENTIFICATION
AND FUNCTION
CASE CONNECTOR TERMINAL I.D. AND FUNCTION
1 2
3 4 5 6 7 8
14
13
12
11
10
9
1
2
3
4
5
6
7
8
9
10
11
12
13
14
SOLENOID BODY CONNECTOR & SEAL
14-Way Solenoid Body
Connector Seal Assembly
The 14-way transmission case connector is part of the
solenoid body and TCM assembly, as shown in Figure
33, and is not serviced separately. The case connector
and the terminal identification chart are both illustrated
in Figure 33, for diagnostic purposes.We have provided
a partialwiringschematicinFigure35.
Since the case connector is part of the TCM and is
located internally, there is an oval rubber seal required
to seal the control unit 14-way connector to the plastic
valve body cover which it passes through, as shown in
Figure34.
14-Way Case Connector
Figure 34
24248813
8813
180982GXF
BK8813N180982GXF
8114
24

Transmission Fluid
Temp Sensor
Internal
Mode Switch
OSS
Conn. (Blue)
Internal Mode
Switch Connector
(Blue)
Control Solenoid Body
And TCM Assembly
Data
Communication
P/N Signal
P/N Switch Signal
GMLAN Serial DATA (+)
Signal A
Signal B
Signal C
Signal P
TFT Signal
TFT Low
A
3 B
C
D
E
F
Clutch PC
Solenoid 2
Clutch PC
Solenoid 3
Clutch PC
Solenoid 4
Clutch PC
Solenoid 5
TCC PC
Solenoid
LINE PC
Solenoid
Shift
Solenoid
SS Signal
Line PC Signal
TCC PC Signal
CPC 5 Signal
CPC 4 Signal
CPC 3 Signal
CPC 2 Signal
Ignition Voltage
Ignition Voltage
2 Wire
Hall Effect
OSS
2 Wire
Hall Effect
ISS
A
B
A
Pressure
Switches
TFP SW1
TFP SW4
TFP SW3
TFP SW2
Transmission
Control Module
Transmission
Control Module
14Way
Connector
14 Way
Connector
7
6
8
10
2
1
1
Brake Apply Signal
Access
Battery
Ground
Ignition
Accessory Wake up Voltage
Battery Voltage
PARTIAL WIRE SCHEMATIC (model sensitive
B
14
ISS
Conn. (White)
Ground
GMLAN Serial DATA (+)
GMLAN Serial DATA (-)
GMLAN Serial DATA (-)
14Way
Connector
2
3 4 5 6 7 8
9 10 11 12 13 14
13
12
Battery
Ignition Voltage
Figure 35
25

DIAGNOSTIC TROUBLE CODE (DTC) IDENTIFICATION
DTC DESCRIPTION DTC TYPE*
P0601
P0603
P0604
P0634
P0667
P0668
P0669
P0711
P0712
P0713
P0716
P0717
P0722
P0723
*DTC TYPES
A
A
A
A
C
C
C
B
A
B
A
A
B
A
A
A
A
B
B
A
TCM (Internal), Read Only Memory (ROM) Performance.
TCM (Internal), Random Access Memory (RAM) Performance.
TCM (Internal), Over Temperature.
TCM (Internal), Temperature Sensor Performance.
TCM (Internal), Temperature Sensor Circuit Voltage Low.
TCM (Internal), Temperature Sensor Circuit Voltage High.
Transmission Fluid Temperature (TFT), Sensor Performance.
Input Speed Sensor (ISS), Sensor Performance.
Input Speed Sensor (ISS), Sensor Circuit - No Signal.
Output Speed Sensor (OSS), Sensor Circuit - No Signal.
Output Speed Sensor (OSS), Sensor Intermittent.
Transmission Fluid Temperature (TFT), Sensor Circuit Voltage Low.
Transmission Fluid Temperature (TFT), Sensor Circuit Voltage High.
TCM (Internal), Long Term Memory Reset.
A - Emission-related, turns the MIL "ON" immediately after the 1st failure.
C - Non-emission-related, no lamps and may display message on driver information center.
B - Emission-related, turns the MIL "ON" after two consecutive drive cycles with failure.
Figure 36
P062F A
TCM (Internal), Long Term Memory Performance.
P057B Brake Pedal Position Sensor Performance. A
A
A
P057C Brake Pedal Position Sensor Circuit Voltage Low.
P057D Brake Pedal Position Sensor Circuit Voltage High.
P0658
P0659
Actuator High Control Circuit Group 1 Voltage Low. A
Actuator High Control Circuit Group 1 Voltage High. C
P06AC Control Module (Internal) Power Up Temperature Sensor Performance. B
P06AD Control Module (Internal) Power Up Temperature Sensor Circuit Voltage Low. B
P06AE Control Module (Internal) Power Up Temperature Sensor Circuit Voltage High. B
P07BF Input Speed Sensor (ISS), Sensor Circuit Voltage Low. A
A
P07C0 Input Speed Sensor (ISS), Sensor Circuit Voltage High.
P077C Output Speed Sensor (OSS), Sensor Circuit Voltage Low. A
P077D Output Speed Sensor (OSS), Sensor Circuit Voltage High.
P0741
P0742
Torque Converter Clutch (TCC), System Stuck OFF.
Torque Converter Clutch (TCC), System Stuck ON.
P0751
P0752
Shift Solenoid (SS) 1 Valve Performance, Stuck OFF.
Shift Solenoid (SS) 1 Valve Performance, Stuck ON.
P0776 Clutch Pressure Control (PC) Solenoid 2, Stuck OFF.
26

*DTC TYPES
P0777
P0796
P0797
P0815
P0816
P0826
P0851
P0852
P0961
P0962
P0963
P0965
P0966
P0967
P0969
P0970
P0971
P0973
P0974
A
C
C
C
C
C
B
A
B
C
A
A
C
A
A
A
B
A
Clutch Pressure Control (PC) Solenoid 2, Stuck ON.
Clutch Pressure Control (PC) Solenoid 3, Stuck OFF.
Upshift Switch Circuit Error.
Downshift Switch Circuit Error.
Upshift and Downshift Switch Circuit Error.
Transmission Fluid Pressure Switch 3, Circuit Voltage Low, (GEN 1 Only).
P/N Position (PNP) Switch, Circuit Voltage Low (Internal Mode Switch).
P/N Position (PNP) Switch, Circuit Voltage High (Internal Mode Switch).
Transmission Fluid Pressure Switch 4, Circuit Voltage Low, GEN 1 Only).
Transmission Fluid Pressure Switch 5, Circuit Voltage Low, (GEN 1 Only).
Transmission Fluid Pressure Switch 4, Circuit Voltage High, GEN 1 Only).
Transmission Fluid Pressure Switch 5, Circuit Voltage High, (GEN 1 Only).
Line Pressure Control (PC) Solenoid, System Performance.
Clutch Pressure Control (PC) Solenoid 2, System Performance.
Clutch Pressure Control (PC) Solenoid 2, Circuit Voltage Low.
Shift Solenoid 1 (SS), Control Circuit Voltage Low.
Shift Solenoid 1 (SS), Control Circuit Voltage High.
Clutch Pressure Control (PC) Solenoid 2, Circuit Voltage High.
Line Pressure Control (PC) Solenoid, Circuit Voltage Low.
Line Pressure Control (PC) Solenoid, Circuit Voltage High.
Transmission Fluid Pressure Switch 3, Circuit Voltage High, (GEN 1 Only).
A
Figure 37
P0850 P/N Position (PNP) Switch, Circuit. C
P1761 Up and Down Shift Switch Signal Message Counter Incorrect. C
A
P182E Internal Mode Switch, Invalid Range
A
P1915 Internal Mode Switch Does Not Indicate Park/Neutral During Start.
C
P1876 Up and Down Shift Enable Switch Circuit Voltage Low.
P0842
P0843
Transmission Fluid Pressure Switch 1, Circuit Voltage Low (GEN 1 Only).
Transmission Fluid Pressure Switch 1, Circuit Voltage High, (GEN 1 Only). C
C
P0872
P0873 C
C
P0877
P0878 C
C
P0989
P0990 C
C
A
P2714 Clutch Pressure Control (PC) Solenoid 4, Stuck OFF.
27

*DTC TYPES
C
A
A
A
A
C
A
A
C
B
A
Figure 38
P2719
P2720
P2721
P2723
P2724
P2728
P2729
P2730
P2762
P2763
P2764
TCC Pressure Control (PC) Solenoid, System Performance.
TCC Pressure Control (PC) Solenoid, Circuit Voltage High.
TCC Pressure Control (PC) Solenoid, Circuit Voltage Low.
Clutch Pressure Control (PC) Solenoid 5, Stuck OFF.
If for any reason, the entire electronic control system of the transmission, or any one of the electrical
components within the Control Solenoid Body and TCM Assembly becomes disabled, the transmission will
default to fail-safe mode. If the transmission is in 1st, 2nd or 3rd gear during an electrical failure, the
transmission will default to 3rd gear. If the transmission is in 4th, 5th or 6th gear during an electrical failure, the
transmission will default to 5th gear. The transmission will remain in 5th gear default range until the ignition
has been turned off or the transmission has been shifted to Reverse. When the vehicle is restarted and shifted
backintoDrive,thetransmissionwillthenoperateinthe3rdgeardefaultrange.
If for any reason, the entire electronic control system of the transmission fails, the line pressure control
solenoid will be OFF, and maximum line pressure will be the result. This will create harsh engagements and
garageshifts. TheTCCPCsolenoidwouldalsobeOFF,resultinginnotorqueconverterclutchapply.
FAIL-SAFE OR PROTECTION MODE
A
P2715 Clutch Pressure Control (PC) Solenoid 4, Stuck ON.
non-shifting clutch function verification
The 6T30/40/45/50 transmission uses a pressure control system to apply and release clutches during shifts. The
Transmission Control Module controls pressure commands to the pressure control solenoids. As normal wear of
the transmission occur, the TCM performs a clutch verification. The TCM momentarily commands a clutch ON
at a low pressure. The clutch function verification is conducted on smooth roads when the transmission is not
shifting and engine torque is consistent. When a clutch function verification is occurring, a slight bump or drag
may be felt momentarily. The clutch function verification will occur a few times over several minutes and will
not repeat again for approximately 1000 miles. This is a normal condition and no repairs are required.
NOTE: The clutch function verification will occur sooner for a particular clutch if the TCM detects it is
producing frequent poor shift control.
28

1 Suction
2 Line
4 Converter Feed
5 TCC Release
6 TCC Apply
7 Cooler Feed
8 Lube
9 Regulated Apply
10 Compensator Feed
11 Actuator Feed Limit
12 PS3
13 PCS Line
14 PCS R1/456 Clutch
15 Shift Solenoid
16 R1/456 Clutch Feed
17 R1
18 PCS 35Reverse Clutch
19 Reverse
20 35Reverse Clutch Feed
Figure 39
Passage identification
Case
Valve Body Side
(GEN 1)
21 35Reverse Clutch
22 PCS 1234 Clutch
23 Drive
24 PS2
25 1234 Clutch
26 1234 Clutch Feedback
27 Drive 1-6
28 PS4
29 CSV2 Latch
30 PCS 26 Clutch
31 26 Clutch
32 456 Clutch
33 PCS TCC
34 PS1
36 Exhaust
37 Void
38 Seal Drainback
39 Vent
Line Pressure
Service Port
Fluid Level
Check Plug
Output
Speed Sensor
29

Figure 40
Torque Converter
& Differential housing
(Case Side - GEN 1)
Torque Converter
(Case - GEN 1)
See Page 29 For Legend
30

Figure 41
Control Valve Body - Case Side
(GEN 1)
Control Valve Body - Channel Plate Side
(GEN 1)
Fluid Pump Body - Fluid Pump Cover Side
(GEN 1)
Fluid Pump Cover - Fluid Pump Body Side
(GEN 1)
31

Channel Plate - Control Valve Body Side
(GEN 1)
Channel Plate - Control Solenoid Assembly Side
(GEN 1)
Control Solenoid Assembly -
Channel Plate Side
(GEN 1)
Spacer Plate -
Channel Plate Side
(GEN 1)
Spacer Plate -
Case Side
(GEN 1)
Figure 42
32

Case
Valve Body Side
(GEN 2)
1 Suction
2 Line
4 Converter Feed
5 TCC Release
6 TCC Apply
7 Cooler Feed
8 Lube
9 Regulated Apply
10 Exhaust Backfill
11 Actuator Feed Limit
12 PCS Line
13 PCS R1/456 Clutch
14 Shift Solenoid
15 R1/456 Clutch Feed
16 R1/456 Clutch Feedback
17 R1
18 PCS 35Reverse Clutch
19 Reverse
20 35Reverse Clutch Feed
21 35Reverse Clutch
22 Default
23 Auxiliary Suction (BAS Hybrid Only)
24 Auxiliary Line (BAS Hybrid Only)
25 PCS 1234 Clutch
26 Drive
27 1234 Clutch
28 1234 Clutch Feedback
29 Drive 1-6
30 Latch
31 PCS 26 Clutch
32 26 Clutch
33 456 Clutch
34 PCS TCC
36 Exhaust
37 Void
38 Seal Drainback
39 Vent
Line Pressure
Service Port
Fluid Level
Check Plug
Output
Speed Sensor
Figure 43
33

Torque Converter
(Case Side - GEN 2)
Torque Converter
(Case - GEN 2)
Figure 44
34

Fluid Pump Body - Fluid Pump Cover Side
(GEN 2)
Fluid Pump Cover - Fluid Pump Body Side
(GEN 2)
Control Valve Body - Case Side
(GEN 2)
Control Valve Body - Channel Plate Side
(GEN 2)
Figure 45
35

Channel Plate - Control Valve Body Side
(GEN 2)
Channel Plate - Control Solenoid Assembly Side
(GEN 2)
Control Solenoid Assembly -
Channel Plate Side
(GEN 2)
Spacer Plate -
Channel Plate Side
(GEN 2)
Spacer Plate -
Case Side
(GEN 2)
Figure 46
36

check ball location and function - gen 1
#1 4-5-6 Clutch/CSV2 Latch
The number one check ball is located in the control valve body
assembly, as shown in Figure 47. This “ ball shuttle valve” type
check ball is seated against the 4-5-6 clutch passage by PS4 fluid
while the transmission is operating in Drive Range-First, Second
andthirdgears.Withthecheckballinthisposition,PS4 fluidenters
the CSV2 latch fluid circuit to hold the clutch select valve in the
released position. When the transmission is operating in Drive
Range-Fourth, Fifth or Sixth gears, 4-5-6 clutch fluid pressure
seats the check ball against the PS4 fluid passage to allow 4-5-6
clutch fluid to enter the CSV2 latch fluid circuit to hold the clutch
selectvalveinthereleasedposition.
#4 Compensator Feed/3-5-Reverse Clutch Feed
The number four check ball is located in the control valve body
assembly, as shown in Figure 47. This “one way orifice control”
type check ball is seated against the 3-5-Reverse clutch fluid
passage by compensator feed fluid while the transmission is
operating in all gears. With the check ball in this position,
compensator feed pressure passes through the 3-5-Reverse clutch
regulatorvalveandfillsthe3-5-Reverseclutchcircuit.
#2 3-5-Reverse Clutch Feed/Drive 1-6
The number two check ball is located in the control valve body
assembly, as shown in Figure 47. This “ball shuttle valve” type
check ball is seated against the drive 1-6 fluid passage by 3-5-
reverse clutch feed fluid while the transmission is operating in
reverse.With the check ball in this position, 3-5-reverse clutch feed
fluid enters the 3-5-reverse/drive 1-6 fluid circuit and is routed
through the 3-5-reverse clutch regulator valve in order to apply the
3-5-reverse clutch. When the transmission is operating Drive
Range-First, Second, Third, Fourth, Fifth or Sixth gear, the check
ballseatsagainstthe3-5-reverseclutchfeed/drive1-6fluidcircuit.
3-5-reverse clutch feed/drive 1-6 fluid passes through the 3-5-
reverse clutch regulator valve and enters the PS2 fluid circuit. PS2
fluidisthenroutedtopressureswitch2andopenstheswitch.
#3 3-5-Reverse Clutch Feed (Some Models Only)
The number three check ball is located in the control valve body
type check ball is seated against the 3-5-reverse clutch feed
passage while the transmission is operating in Reverse gear. With
the check ball in this position, 3-5-reverse clutch feed fluid is
directed through an orifice to the 3-5-reverse clutch regulator
valve.
Note: The #3 check ball is only functional on models that have a 4th
gear default capability. The check ball is present for all
applications,butisnotfunctionalin5thgeardefaultmodels.
#5 R1/4-5-6 Clutch/Actuator Feed Limit
The number five check ball is located in the control valve body
assembly, as shown in Figure 47. This check ball functions as an
accumulator, absorbing excess R1/4-5-6 clutch feed fluid pressure
in order to help control clutch feel. When the low and reverse
clutch is applied in Park, Reverse, Neutral and Drive Range-First
Gear (Engine Breaking), R1/4-5-6 clutch feed fluid unseats the
check ball allowing excess clutch apply fluid pressure to enter the
actuator feed limit fluid circuit. In Drive Range-Fourth, Fifth and
Sixth gear, this check ball functions in the same way when the 4-5-
6clutchisapplied.
#6 Reverse Clutch /Actuator Feed Limit
The number six check ball is located in the control valve body
assembly, as shown in Figure 47. This check ball functions as an
accumulator, absorbing excess 3-5-reverse clutch fluid pressure in
order to help control clutch feel. When the 3-5-reverse clutch is
applied in Reverse, Drive Range-Third and Fifth gear, 3-5-reverse
clutch fluid unseats the check ball allowing excess clutch apply
fluidpressuretoentertheactuatorfeedlimitfluidcircuit.
37

Figure 47
5
2
6
1
3
4
3-5-REVERSE
CLUTCH
FEED
3-5-REVERSE
CLUTCH
FEED/
COMPENSATOR
FEED
COMPENSATOR
FEED
PS4
DRIVE
1-6
CSV2/LATCH
R1/4-5-6
CLUTCH
FEED
3-5-REVERSE
CLUTCH
FEED
4-5-6
CLUTCH
3-5-REVERSE
CLUTCH
FEED/
DRIVE
1-6
ACTUATOR
FEED
LIMIT
ACTUATOR
FEED
LIMIT
ACTUATOR
FEED
LIMIT
ACTUATOR
FEED
LIMIT
3-5-REVERSE CLUTCH #6
#5
#1
#2 #3
#4
38

#1 4-5-6 Clutch Latch
The number one check ball is located in the control valve body
assembly, as shown in Figure 48. This “ ball shuttle valve” type check
ball is seated against the 4-5-6 clutch passage by latch fluid while the
transmission is operating in Drive Range-First, Second and Third
gears. With this check ball in this position, latch fluid holds the clutch
select valve in the released position. When the transmission is
operating in Drive Range-Fourth, Fifth or Sixth gears, 4-5-6 clutch
fluid pressure seats the check ball against the latch fluid passage to
allow 4-5-6 clutch fluid to enter the latch fluid circuit to hold the clutch
selectvalveinthereleasedposition.
#5 Drive 1-2-3-4 Clutch
The number five check ball is located in the control valve body
type check ball is seated by drive fluid, routed from the manual
valve, while the transmission is operating in all forward gears.
With the check ball in this position, unrestricted drive fluid
pressure is routed to the 1-2-3-4 clutch regulator valve in order to
supply clutch apply pressure to the 1-2-3-4 clutch when needed.
When the 1-2-3-4 clutch releases after a shift to Neutral from
Drive, exhausting 1-2-3-4 clutch fluid pressure seats the #5 check
ball against the channel plate to valve body spacer plate, forcing the
exhausting fluid pressure to pass through orifice #32 in order to
helpcontrolthereleaseofthe1-2-3-4clutch.
#6 Line/Auxiliary Line (BAS Hybrid Only)
The number two check ball is located in the control valve body
assembly, as shown in Figure 48. This “ ball shuttle valve” type check
ball is seated against the drive 1-6 fluid passage by 3-5-reverse clutch
feed fluid while the transmission is operating in Reverse. With the
check ball in this position, 3-5-reverse clutch feed fluid enters the 3-5-
reverse clutch feed/drive 1-6 fluid circuit, seats the #3 check ball, and
is routed through the 3-5-reverse clutch regulator valve in order to
apply the 3-5-reverse clutch. When the transmission is operating in
Drive Range-First, Second, Third, Fourth, Fifth or Sixth gear, the
check ball seats against the 3-5-reverse clutch feed fluid passage to
allow drive 1-6 fluid to enter the 3-5-reverse clutch feed/drive 1-6 fluid
circuit. 3-5-reverse clutch feed/drive 1-6 fluid seats the #3 check ball
andisroutedtothe3-5-reverseclutchregulatorvalve.
The number three check ball is located in the control valve body
assembly, as shown in Figure 48.This “orifice control” type check ball
is seated by 3-5-reverse clutch feed/drive 1-6 fluid, routed from the #2
check ball, while the transmission is operating in Reverse and all
forward gears. With the check ball in this position, unrestricted 3-5-
reverse clutch feed/drive 1-6 fluid pressure is routed to the 3-5-reverse
clutch regulator valve in order to supply clutch apply pressure to the 3-
5-reverse clutch when needed. When the 3-5-reverse clutch releases
after a shift to Neutral from Reverse, exhausting 3-5-reverse clutch
fluid pressure seats the #3 check ball against the channel plate to valve
body spacer plate, forcing the exhausting fluid pressure to pass
through orifice #5 in order to help control the release of the 3-5-reverse
clutch.
#4 3-5-Reverse Clutch Boost
The number four check ball is located in the control valve body
assembly, as shown in Figure 48. This check ball functions as a boost
valve. When the 3-5-reverse clutch applies in Reverse, Drive Range-
Third and Fifth gear, the 3-5-reverse clutch regulator valve regulates
3-5-reverse clutch feed/drive 1-6 pressure into the 3-5-reverse clutch
fluid circuit with a force balance between PCS 3-5-reverse clutch fluid
pressure at one end of the valve, and 3-5-reverse fluid and 3-5-reverse
clutch valve spring pressure at the other end. The check ball remains
seated until 3-5-reverse clutch fluid pressure exceeds actuator feed
limit fluid pressure. When 3-5-reverse clutch pressure exceeds
actuator feed limit pressure, the check ball unseats allowing 3-5-
reverse clutch fluid, from the spring end of the 3-5-reverse clutch
regulator valve, to enter the actuator feed limit circuit. PCS 3-5-
reverse clutch fluid pressure is now able to move the 3-5-reverse
clutch regulator valve to the full feed position, increasing 3-5-reverse
clutchapplypressuretobethesameaslinepressure(boost).
The number six check ball is located in the control valve body
assembly, as shown in Figure 48. This check ball is seated against
the auxiliary line passage when the engine is running. With the
check ball in this position, line fluid from the fluid pump supplies
fluid pressure to the various hydraulic circuits and apply
components throughout the transmission. For BAS models only,
when the engine is OFF and the auxiliary pump is ON, auxiliary
line fluid pressure unseats the #6 check ball in order to replace line
pressurefromthefluidpumpassembly.
Note: The #6 check ball is present on all applications, but is only
functionalonBASmodelswhentheauxiliaryfluidpumpisON.
Fluid Through Check Ball (BAS Hybrid Only)
The fluid through check ball is an encapsulated check ball that is
located in the transmission case in line with the engine driven
pump assembly in the PCS line pressure passage.This check ball is
unseated by line fluid pressure from the fluid pump assembly when
the engine is running. When the engine is OFF and the auxiliary
fluid pump is ON, auxiliary line fluid pressure seats the fluid
through checkballin order to prevent linepressure from exhausting
throughthefluidpumpassembly.
Note: The fluid through check ball capsule is installed in all
Generation 2 transmission cases but is functionl only in the BAS
Hybridmodels.
5 - Actuator Feed Accumulator Pistons
Located in the valve body channel plate as shown in Figure 48, five
actuator feed accumulator pistons are used to dampen any pressure
irregularities occurring in the various clutch apply circuits during
clutchapply.
6 - Exhaust Backfill Blow-Off Ball
Located in the valve body channel plate as shown in Figure 48, this
checkball and spring will exhaust clutch release back fill fluid if the
pressureinthecircuitgetstoohigh.
7 - Exhaust Backfill Air Bleed
Located in the valve body channel plate as shown in Figure 48, this
checkball will purge air that may become trapped in the exhaust
backfillfluidcircuit.
39

Figure 48
3-5-REVERSE CLUTCH
3-5-REVERSE
CLUTCH
FEED
3-5-REVERSE CLUTCH FEED/DRIVE 1-6
DRIVE 1-6
LATCH
LATCH
4-5-6 CLUTCH
ACTUATOR
FEED
LIMIT
DRIVE
DRIVE
PCS R1/456 CLUTCH
EXHAUST
LINE
AUXILIARY LINE
EXHAUST
PCS 1234 CLUTCH
EXHAUST
PCS 26 CLUTCH
EXHAUST
PCS 35R CLUTCH
EXHAUST
PCS LINE
6
2
4
1
6
7
5
3
5
4
3
2 1
40
#1
#2
#3
#4
#5
#1
#6 (BAS HYBRID)
#6
FLUID THROUGH BALL CAPSULE
(BAS HYBRID)
LINE
LINE
#3
#2
#4
#5
#7
EXHAUST BACKFILL BLOW-OFF BALL CAPSULE
EXHAUST BACKFILL AIR BLEED CAPSULE

SAFETY PRECAUTIONS
Service information provided in this manual by ATSG
is intended for use by professional, qualified
technicians. Attempting repairs or service without the
appropriate training, tools and equipment could cause
injurytoyouorothers.
The service procedures we recommend and describe
in this manual are effective methods of performing
service and repair on this unit. Some of the
procedures require the use of special tools that are
designedforspecificpurposes.
This manual contains CAUTIONS that you must
observe carefully in order to reduce the risk of injury
to yourself or others. This manual also contains
NOTESthatmustbecarefullyfollowed.
Technicians Note: GM does not publish clutch
clearances, if the clutch packs are loaded correctly
and quality parts are used, clutch clearance should
notbeaconcern.
Figure 49
1. The transmission should be steam cleaned on the
outside, to remove any dirt and grease before the
disassembly process begins.
2. This transmission can be disassembled very
easily on a work bench without the benefit of a
holding fixture for rotation, however there is one
available from Kent-Moore under DT-47811 and
DT-46625. Both part numbers are required. Or
refer to aftermarket tool sources.
3. Remove the torque converter assembly from the
transmission, as shown in Figure 49.
4. Record the converter code letters just in case
replacement becomes necessary.
5. Remove the transmission fluid fill cap at this time
and discard the fill cap seal as shown in Figure
49.
Note: The fill cap is also the transmission vent.
Although rare, some transmissions may
be equipped with a filler tube and fluid
indicator stick which can be removed at
this time.
TRANSMISSION DISASSEMBLY
1 TRANSMISSION ASSEMBLY.
2 TORQUE CONVERTER.
3 FLUID FILL CAP & VENT.
4. FILL CAP SEAL.
2
1
3
D
A
W
8
618
A
B7027A00
9
D
W
2
4
41

1 AUXILIARY FLUID PUMP OUTLET BOLTS (2 REQUIRED).
2 AUXILIARY FLUID PUMP BOLT (1 REQUIRED).
3 AUXILIARY PUMP ASSEMBLY.
4 AUXILIARY FLUID PUMP OUTLET PIPE.
5 AUXILIARY FLUID PUMP OUTLET PIPE BOLTS (2 REQUIRED).
6 AUXILIARY FLUID PUMP OUTLET PIPE SEALS (2 REQUIRED).
7 AUXILIARY FLUID PUMP SEAL.
8 AUXILIARY FLUID PUMP GASKET.
9 FLUID LEVEL INDICATOR PLUG.
Figure 50
TRANSMISSION DISASSEMBLY (cont’d)
BAS HYBRID ONLY
6. Remove the 5 bolts from the auxiliary pump
motor and the auxiliary fluid pump outlet pipe as
shown in Figure 50. Note the location of the
longer bolt.
7. Remove the two pump outlet seals and put aside
for future disposal.
8. Remove the auxiliary fluid pump seal and put
aside for future disposal.
9. Remove the auxiliary fluid pump gasket and
discard as it is not reusable.
1 VALVE BODY SIDE COVER BOLTS M6X30 (13 REQUIRED).
2 VALVE BODY SIDE COVER.
3 VALVE BODY COVER GASKET (DISCARD).
4 VALVE BODY COVER WIRING CONNECTOR SEAL (DISCARD).
Figure 51
10. Remove the 13 bolts from the valve body side
cover as shown in Figure 51.
11. Remove valve body cover as shown in Figure 51.
12. Remove gasket from valve body cover and
discard as shown in Figure 51.
13. Remove valve body cover wiring connector seal
and discard as shown in Figure 51.
1
1 2
3
4
5
5
8
6
6
7
9
42
Note: It should not be necessary to remove the fluid
level indicator plug, Figure 50, unless it was
leaking or damaged. On some models a “dip
stick” tube will be in this location.
ALL MODELS
2
4
3
1
1

24248813
8813
180982GXF
BK8813N180982GXF
8114
14. Disconnect the Shaft Position Switch
connector (1) as shown in Figure 52.
15. Disconnect the Output Speed Sensor connector
(2) as shown in Figure 52.
16. Disconnect the Input Speed Sensor connector (3)
as shown in Figure 52.
17. Carefully lay the internal harness over the pan
rail.
Figure 52 Figure 53
Control Unit/Solenoid Body Retaining Bolt
Identification And Locations
18. Remove only the control unit assembly bolts
shown in Figure 53.
2
1
2
2
2
1 CONTROL UNIT ASSEMBLY BOLTS M5X40.5 (3 REQUIRED).
2 CONTROL UNIT ASSEMBLY BOLTS M6X97 (12 REQUIRED).
1
2
3
24248813
8813
180982GXF
BK8813N180982GXF
8114
43

Figure 54
1 CONTROL UNIT ASSEMBLY BOLTS M5X40.5 (3 REQUIRED).
2 CONTROL UNIT ASSEMBLY BOLTS M6X97 (12 REQUIRED).
3 CONTROL UNIT WITH SOLENOID BODY.
4 SOLENOID VALVE ASSEMBLY FILTER PLATE.
1
2
3
4
19. With the control unit assembly bolts removed
the control unit with solenoid body can now also
be removed as shown in Figure 54.
20. Remove and discard the control unit assembly
filter plate as shown in Figure 54.
Figure 55
Copyright © 2016 ATSG Copyright © 2016 ATSG
Valve Body Retaining Bolt
Identification And Locations
1 VALVE BODY BOLTS M6X60 (9 REQUIRED).
1
2
1
1
2
21. Remove only the valve body bolts shown in
Figure 55.
M
9.8
44
M
9.8

Figure 56
2
3
5
4
1
2
3
5
6
7 8
10
11
22. With the control valve body assembly bolts
removed, lift the control valve body assembly up
off the transmission case as shown in Figure 56
(the valve body spacer plate may come off with
the valve body assembly).
23. Remove the valve body spacer plate at this time
providing it did not come off with the valve body
assembly.
Note: The valve body spacer plate uses bonded
gaskets which are difficult to remove.
Separate valve body gaskets may be provided
in the rebuild kit should the bonded gasket be
damaged or a new spacer plate must be
acquired.
24. Remove the fluid level control valve assembly
and gasket as seen in Figure 56, discard the
gasket.
M
9.
8
M
9.8
1 OUTPUT SPEED SENSOR BOLT M6X18 (1 REQUIRED).
2 OUTPUT SPEED SENSOR ASSEMBLY.
3 INPUT SPEED SENSOR BOLT M6X23 (1 REQUIRED).
4 INPUT SPEED SENSOR ASSEMBLY.
5 INPUT SPEED SENSOR ASSEMBLY SEALS (3 REQUIRED).
5
clutch fluid passage seals shown in Figure 56.
26. Remove the manual shaft detent lever bolt and
lever as seen in Figure 56.
Note: Remember how the detent lever roller is
indexed into the manual shaft position switch
for correct reassembly purposes.
27. Remove output speed sensor bolt and output
speed sensor assembly as shown in Figure 57.
Note: Carefully compress the input speed sensor
locking tabs for proper removal.
28. Remove input speed sensor bolt and input
speed sensor assembly as shown in Figure 57.
29. Remove and discard the input speed sensor o-ring
seals.
25. Remove and discard the 1-2-3-4 and low/reverse
Figure 57
45
M
9.8
M
9.8
M
9.8
G
>
P
A
6
6
-
F
3
3
<
1
9
3 CONTROL VALVE BODY ASSEMBLY.
4 CONTROL SOLENOID VALVE SUPPORT
5 CONTROL VALVE BODY SPACER PLATE (Bonded Gaskets).
6 FLUID LEVEL CONTROL VALVE.
7 FLUID LEVEL CONTROL VALVE GASKET.
8 MANUAL SHAFT DETENT SPRING BOLT M6X16(1 REQUIRED).
9 MANUAL SHAFT DETENT LEVER SPRING.
10 1-2-3-4 CLUTCH FLUID PASSAGE SEAL.
11 LOW/REVERSE CLUTCH FLUID PASSAGE SEAL.
4

Figure 58 Figure 59
2
3
4
5
1 TRANSMISSION FLUID THROUGH CHECK BALL (BAS HYBRID
MODELS ONLY).
2 FLUID PUMP SEAL ASSEMBLY.
3 TORQUE CONVERTER HOUSING GASKET.
4 TORQUE CONVERTER HOUSING/PUMP ASSEMBLY.
5 TORQUE CONVERTER HOUSING BOLTS M8X30 (15 REQUIRED).
1
1
2
1 FRONT DIFFERENTIAL CARRIER BEARING.
2 DIFFERENTIAL CARRIER ASSEMBLY.
3 SUN GEAR TO DIFFERENTIAL CARRIER BEARING.
4 FINAL DRIVE SUN GEAR
35. Remove the front differential carrier bearing as
shown in Figure 59 and inspect the bearing for
smooth operation.
36. Remove the differential carrier assembly as
shown in Figure 59 and inspect gears for
excessive wear.
37. Remove final drive sun gear as shown in Figure
59 and inspect for excessive wear.
Note: If replacement of the differential carrier or
the final drive sun gear is required, be sure to
count the gear teeth on both components as
there are different tooth counts for different
gear ratios.
Failure to do so will result in transmission
malfunctions and gear ratio issues.
TRANSMISSION DISASSEMBLY (CONT’D)
30. Remove the 15 torque converter to transmission
case bolts as shown in Figure 58.
31. Remove and discard the torque converter housing
gasket shown in Figure 58.
32. Remove the torque converter housing which also
contains the fluid pump assembly as seen in
Figure 58.
33. Remove and discard the fluid pump seal
assembly shown in Figure 58.
34. Inspect the transmission fluid through check ball
capsule as shown in Figure 58 (BAS Hybrid
Models Only).
Copyright © 2016 ATSG Copyright © 2016 ATSG
4
3
46

1 FINAL DRIVE PINION GEAR PIN RETAINER.
2 FRONT DIFFERENTIAL PINION GEAR PIN.
3 FRONT DIFFERENTIAL PINION GEAR SHAFT.
4 FINAL DRIVE PINION PIN.
5 DIFFERENTIAL SUN GEAR TO DIFFERENTIAL HOUSING BEARING.
6 FINAL DRIVE INNER & OUTER THRUST WASHER.
7 FINAL DRIVE NEEDLE BEARING.
8 FINAL DRIVE PINION GEAR.
9 FRONT DIFFERENTIAL SIDE GEAR THRUST WASHER.
10 FRONT DIFFERENTIAL PINION GEAR THRUST WASHER.
11 FRONT DIFFERENTIAL PINION GEAR.
12 FRONT DIFFERENTIAL SIDE GEAR.
13 DIFFERENTIAL CARRIER HOUSING.
Figure 60
38. Carefully remove the final drive pinion gear
pin retainer as shown in Figure 60 and 61.
39. Carefully slide each pinion gear pin out while
attempting to not disturb the needle bearing
rollers as shown in Figure 60 and 61.
40. Grease the pinion gear rollers in place while
carefully sliding each pinion gear out as shown
in Figure 60 and 61.
41. Keep pinion gear thrust washers with the pinion
gear they were matched to as shown in Figure 60
and 61.
Note: The pinion gear thrust washers are selective
in order to maintain proper gear clearance.
42. Remove the sun gear to differential housing
bearing as shown in Figure 60 and 61 and the
front differential carrier cover shown in Figure 61
only.
differential carrier assembly
2 pinion gear
43. Clean and inspect the sun gear to differential
housing bearing for smoothness of operation.
44. Clean and inspect all thrust washers for scoring,
wear or damage.
45. Clean and inspect pinion pin, needle rollers and
gear bearing surfaces for wear or scoring.
46. Replace parts as necessary, lubricate all moving
parts and reassemble.
Note: GM only services the front differential as an
assembly, individual parts would have to be
acquired from another source.
differential carrier assembly
4 pinion gear
Figure 61
1
2
2
3
4
7
6
6
8
9
5
9
10
10
10
10
11
11
13 13
11
12
12
1 FINAL DRIVE PINION GEAR PIN RETAINER.
2 FRONT DIFFERENTIAL PINION GEAR PIN.
4 FINAL DRIVE PINION PIN.
5 DIFFERENTIAL SUN GEAR TO DIFFERENTIAL HOUSING BEARING.
6 FINAL DRIVE INNER & OUTER THRUST WASHER.
7 FINAL DRIVE NEEDLE BEARING.
8 FINAL DRIVE PINION GEAR.
9 FRONT DIFFERENTIAL SIDE GEAR THRUST WASHER.
10 FRONT DIFFERENTIAL PINION GEAR THRUST WASHER.
11 FRONT DIFFERENTIAL PINION GEAR.
12 FRONT DIFFERENTIAL SIDE GEAR.
13 DIFFERENTIAL CARRIER HOUSING.
15 FRONT DIFFERENTIAL CARRIER COVER.
16 FRONT DIFFERENTIAL CARRIER COVER BOLTS (4 REQUIRED).
1
5
4
3
3
14
14
15
16
6
6
7
8
10 10
9
9
11
12
47

47. Remove the sprockets and drive chain as one
assembly as shown in Figure 62.
Note: The driven sprocket ball bearing inner race
has a slight interference fit with the case. Pull
the sprocket and drive chain up at the same
time and inspect the bearing for smoothness
of operation.
48. Remove the drive link lube scoop and discard the
two drive link lube seals as shown in Figure 62.
49. Unhook the park pawl spring and remove the
park pawl shaft, spring and pawl assembly as
seen in Figure 62.
50. Remove the two front differential carrier baffle
bolts and the plastic baffle as shown in Figure 62.
51. Disassemble and inspect the driven and drive
sprocket bearings for pitting or scoring. Refer to
Figure 63. Discard the drive sprocket thrust
washer shown in Figure 63.
Figure 62
M
9.8
M
9.8
M
9.8
M
9.8
4
1
2
8
6
2
2
2
2
5
1
7
1
11
10
9
2
2
4
0
1
5
6
4
T
4
0
24
23
83
31
T
4
5
1 DRIVE SPROCKET THRUST WASHER.
2 DRIVE SPROCKET/PARK GEAR RETAINER RING.
3 DRIVE SPROCKET.
4 DRIVE SPROCKET BEARING.
5 PARK GEAR & DRIVE SPROCKET HUB.
6 DRIVEN SPROCKET.
7 DRIVE CHAIN.
Figure 63
3
6
7
4
5
48
1 FRONT DIFFERENTIAL CARRIER BAFFLE (6T30).
1 FRONT DIFFERENTIAL CARRIER BAFFLE (6T40, 6T45, 6T50).
2 FRONT DIFFERENTIAL CARRIER BAFFLE BOLTS M6X16 (2
REQUIRED).
3 DRIVE LINK LUBE SCOOP SEAL.
4 DRIVE LINK SCOOP
.
5 DRIVE LINK LUBE FLUID SEAL.
6 DRIVEN SPROCKET BEARING.
7 DRIVE SPROCKET BEARING.
8 DRIVEN, DRIVE SPROCKET & CHAIN ASSEMBLY (1.00” WIDE
6T30/40).
8 DRIVEN, DRIVE SPROCKET & CHAIN ASSEMBLY (1.25” WIDE
6T45/50).
9 PARK PAWL.
10 PARK PAWL SPRING.
11 PARK PAWL PIN.
3
THIS SEAL MAY BE
STUCK IN THE TORQUE
CONVERTER HOUSING

Figure 64
1
5
3
2
4
1 MANUAL SHAFT DETENT LEVER HUB PIN.
2 MANUAL SHIFT SHAFT PIN.
3 MANUAL SELECTOR SHAFT.
4 MANUAL DETENT LEVER WITH SHAFT POSITION SWITCH ASSEMBLY.
5 PARK PAWL ACTUATOR.
52. Remove manual shaft detent lever hub pin , Refer
to Figure 64, with side cutters and discard.
53. Remove manual shift shaft pin using a mini slide
hammer with seal remover installed. Gently tap
upwards until pin is out as seen in Figure 64 and
discard if bent.
54. Remove manual selector shaft as shown in Figure
64.
55. Remove manual detent lever/shaft position
switch with park pawl actuator assembly as
shown in Figure 64.
Figure 65
1 PARK PAWL ACTUATOR GUIDE PIN.
2 PARK PAWL ACTUATOR GUIDE.
3 PARK PAWL ACTUATOR GUIDE SEAL.
4 MANUAL SELECTOR SHAFT SEAL.
1
2
4
3
56. Remove park pawl actuator guide pin from
transmission case as seen in Figure 65.
57. Remove park pawl actuator guide from
transmission case as seen in Figure 65.
58. Remove o-ring seal from park pawl actuator
guide, Refer to Figure 65, and discard.
59. Using the DT-45201 seal removal tool or a
similar tool as seen in Figure 65, remove the
manual selector seal and discard.
49

Figure 66
1
2
1 1-2-3-4 CLUTCH BACKING PLATE RETAINING SNAP RING.
2 1-2-3-4 CLUTCH BACKING PLATE.
60. Remove the 1-2-3-4 clutch backing plate
retaining snap ring as shown in Figure 66 using a
long flat bladed tool.
NOTE: Use caution when removing the 1-2-3-4
clutch backing plate retaining snap ring as
it is under considerable tension.
Figure 67
2 BLUE ORIENTATION PUNCH MARK.
3 WIDE LUG TO WIDE OPENING IN CASE.
1
61. Before removing the 1-2-3-4 clutch backing
plate, observe the punch mark in the 1-2
-3-4 clutch backing plate as seen in Figure 67.
62. The position of this mark should be noted for
correct orientation of the backing plate into the
case during the assembly process.
Note: If the 1-2-3-4 backing plate does not have the
punch mark, use the wide lug to wide
opening in the case for orientation.
BLUE
Blue
2
50
3

1-2-3-4 CLUTCH, low/reverse clutch, 2-6 clutch assemblies & related components
Figure 68
1 1-2-3-4 CLUTCH RETAINING SNAP RING.
3 1-2-3-4 FRICTION PLATES - GEN 1 (2 REQUIRED).
4 1-2-3-4 STEEL PLATES (2 REQUIRED).
5 1-2-3-4 WAVED PLATE.
6 OUTPUT SUN GEAR THRUST BEARING.
7 OUTPUT SUN GEAR ASSEMBLY.
8 LOW-REVERSE/1-2-3-4 CLUTCH HOUSING.
9 LOW-REVERSE WAVE PLATE.
10 LOW-REVERSE STEEL PLATE (3 REQUIRED).
11 LOW-REVERSE FRICTION PLATE (3 REQUIRED).
12 LOW-REVERSE STEPPED BACKING PLATE.
13 LOW ONE WAY DIODE.
14 2-6 FRICTION PLATE (2 REQUIRED).
15 2-6 STEEL PLATE (2 REQUIRED).
16 REACTION CARRIER SUN GEAR ASSEMBLY.
17 REACTION CARRIER SUN GEAR THRUST BEARING.
18 2-6 WAVE PLATE.
1
8
13
15 15 18
14
16
17
14
3 3
2
9 10 10 10
11 11 11 12
4 4 5
6 7
51

1 1-2-3-4 WAVED PLATE.
2 1-2-3-4 STEEL PLATES (2 REQUIRED).
63. Before removing the 1-2-3-4 clutch assembly
from the case, provide a steel plate location
indicator, such as a small grind mark and a
matching location in the case, for orientation
purposes during the reassembly process as shown
in Figure 69.
1
2
3
2
3
2
3
4
Figure 69
64. Remove the 1-2-3-4 clutch backing plate, friction
plates, steel plates and the waved plate seen in
Figure 69 and set aside for future inspection.
52
WITH THE FLUID DRAIN PLUG TOWARDS
YOU THE STEEL PLATE WIDE LUG SHOULD BE
AT THE WIDE OPENING IN THE CASE ADJACENT
THE CONVERTER HOUSING SEALS.

Figure 70
65. Remove the drive sprocket thrust bearing and
check it for smooth operation as shown in Figure
70.
66. Remove the output sun gear assembly as shown
in Figure 70 and check the output sun gear
bushing for wear or galling.
Figure 71
1
2
3
2
1 OUTPUT SUN GEAR ASSEMBLY.
2 OUTPUT SUN GEAR BUSHING
3 DRIVE SPROCKET THRUST BEARING..
1
1 1-2-3-4/LOW-REVERSE CLUTCH HOUSING.
67. Remove the 1-2-3-4/low-reverse clutch housing
68. Note the location of the narrow lug on the clutch
housing as well as the location in the case as seen
in Figure 71 where this narrow lug will be
indexed for reassembly.
53

Figure 72
1 LOW/REVERSE WAVE PLATE.
2 LOW/REVERSE STEEL PLATE (3 REQUIRED).
3 LOW/REVERSE FRICTION PLATE (3 REQUIRED).
4 LOW/REVERSE BACKING PLATE.
69. Before removing the low/reverse wave plate,
make a small grind mark on the plate and a
matching location in the case for reassembly
purposes, then remove friction plates and backing
plate as shown in Figure 72.
70. Identify and record the low/reverse steel plate
position by making a small grind mark on the
steel plates and matching location in the case for
reassembly purposes as seen in Figure 72.
1
3
3
3
2
2
2
4
54
WITH THE FLUID DRAIN PLUG TOWARDS YOU
THE STEEL PLATE WIDE LUG SHOULD BE AT
THE WIDE OPENING IN THE CASE ADJACENT
TO THE CONVERTER HOUSING SEALS WITH
THE EXCEPTION OF THE WAVE PLATE.

Figure 74
Figure 73
6T30/40 GEARTRAIN - 3 & 4 PINION CARRIERS
6T45/50 GEARTRAIN - 4 & 5 PINION CARRIERS
55

Figure 75
1 OUTPUT CARRIER ASSEMBLY (6T30/40-4 Pinions; 6T45/50-5 Pinions).
2 OUTPUT CARRIER THRUST BEARING.
3 INPUT SUN GEAR THRUST BEARING.
4 INPUT CARRIER ASSEMBLY (6T30/40-4 Pinions; 6T45/50-5 Pinions).
5 INPUT SUN GEAR.
6 INPUT SUN GEAR THRUST BEARING.
7 INPUT CARRIER THRUST BEARING.
8 REACTION CARRIER ASSEMBLY (6T30/40-4 Pinions; 6T45/50-5
Pinions).
1
5
6
7
8
3
4
2
71. Remove the output carrier assembly as well as
the output carrier and input sun gear thrust
bearings as seen in Figure 75.
72. Remove the input carrier assembly as well as the
input sun gear as seen in Figure 75.
73. Remove the input sun gear and input carrier
bearings as seen in Figure 75.
74. Remove the reaction carrier assembly as seen in
Figure 75.
NOTE: Check all thrust bearings for roughness and
check all carrier pinions for roughness or
“rocking”. Replace as needed.
56

TRANSMISSION DISASSEMBLY (CONT’D) 77.
come with it as seen in Figure 76.
78. Remove the bottom 2-6 steel plate as well as the
2-6 wave plate as shown in Figure 76.
79. Check the low one way clutch for proper
operation as seen in Figure 76.
Note: Provide a grind mark on the 2-6 steel plates
and case for reassembly orientation purposes.
Two 2-6 friction plates and one steel plate will
75. Remove the low one way clutch assembly from
the case as shown in Figure 76.
76. Grasp the reaction carrier sun gear assembly by
the sun gear and lift it out of the case as shown in
Figure 76. The reaction carrier sun gear bearing
may be stuck to the under side of the reaction
carrier sun gear assembly.
Figure 76
1
3
3
6
7
4
5
2
2
1 LOW ONE WAY CLUTCH (MECHANICAL DIODE).
2 2-6 FRICTION PLATE (2 REQUIRED).
3 2-6 STEEL PLATE (2 REQUIRED).
4 2-6 WAVE PLATE.
5 REACTION CARRIER SUN GEAR THRUST BEARING.
6 REACTION CARRIER SUN GEAR ASSEMBLY.
7 REACTION SUN GEAR BUSHING (CHECK FOR WEAR OR GALLING).
WITH THE OUTER RACE HELD, THE INNER
RACE SHOULD FREEWHEEL CLOCKWISE
57
E
EWH E
E L
R
F

82. Remove the 2-6 clutch spring retaining snap ring
as seen in Figure 78 using a long flat bladed tool.
83. Remove the 2-6 clutch piston return spring as
seen in Figure 78.
84. Dislodge the 2-6 clutch piston by placing the tip
of a blow gun into the 2-6 clutch feed hole and
carefully applying air pressure until piston is free
Figure 77
1 3-5-R/4-5-6 CLUTCH HOUSING ASSEMBLY.
2 3-5-R/4-5-6 CLUTCH HOUSING THRUST BEARING.
80. Remove the 3-5-R/4-5-6 clutch housing as an
entire assembly as seen in Figure 77.
81. Remove and inspect the 3-5-R/4-5-6 Clutch
housing to case thrust bearing shown in Figure
77.
Figure 78
1
2
1 2-6 CLUTCH SPRING RETAINING SNAP RING.
2 2-6 CLUTCH PISTON RETURN SPRING.
3 2-6 CLUTCH PISTON (MOLDED).
1
2
3
E N
MADI
U.S A
.
E N
MADI
U.S A
.
E N
MADI
U.S A
.
E N
MADI
U.S A
.
58

6t30-50

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