2019 Red Manual

Lubegard - IFC
"ATSG's 2019 Technical

Training Seminar"
ATSG Seminars
Welcome to ATSG's 2019 Technical Training Seminar!
An exciting new development has taken place. Porsche is using "Augmented Reality" in their US
based dealerships to lessen the time it takes to solve problems during service. Tech's in the
dealership wear "smart glasses" whereby they can have live interaction with experts at Porsche
Cars of North America (PCNA) headquarters. The headquarters' support team can see what the tech
is seeing through these smart glasses. They can put up wiring schematics, bulletins (like a heads up
display), take screen shots or enlarge images for better visibility. To learn more about this, read
Mark Ewing's article called "Porsche Deploys Augmented Reality in US Dealerships To Speed
Problem-Solving During Service". He is a contributing editor for Forbes magazine who writes
about automotive design, engineering and technology.
What does this mean to the automotive industry and in particular the transmission industry? It will
not be too long when this type of technology can become affordable. Companies like ATSG will use
this technology to assist technicians in shops around the country. The quality of the work will be
enhanced in the briefest time increasing customer confidence and service. In the meantime, to stay
ahead of the problems being faced in shops today, it is imperative to attend quality technical
training seminars. ATSG has once again stepped up to meet that standard with information that will
assist your shop in handling problems quickly and efficiently.
With ETE REMAN acquiring ATSG, we may be under new ownership, but the same stewardship.
You can expect the same (or better!) technical material, support, and people you've known for
years. We're here to help you stay independent but never alone.
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.
Portions of materials contained herein have been reprinted under
license from General Motors Corp, Service & Parts Operations
License Agreement Number 0510718
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 2019
AUTOMATIC TRANSMISSION SERVICE GROUP

18635 SW 107th AVENUE
CUTLER BAY, FLORIDA 33157
(305) 670-4161
www.atsg.com
Lubegard - 2
Stellar
"2019” SEMINAR INFORMATION 3
INDEX
GM/Medium Duty Truck
General Motors
6T40 Repeat Torque Converter Failure................................................................................... 4
6T40 Delayed Engagements................................................................................................... 8
6T70/75 Slipping in First........................................................................................................ 12
6T70/75 Delayed Engagements.............................................................................................. 14
6T70/6F50 Rattling Noise in Park........................................................................................... 22
6T70 Gen 2 Changes............................................................................................................... 24
AF50-8 ETRS......................................................................................................................... 39
Cadillac Autostop................................................................................................................... 48
6L80/90 Filter Damage........................................................................................................... 52
6L80/90 Delayed Reverse Engagement When Hot................................................................. 57
6L80/90 Delayed Engagements/Pump Clearance................................................................... 60
6L80/90 2-6 Clutch Failure.................................................................................................... 64
6L80/90 Diesel Converter Housing........................................................................................ 68
Medium Duty Trucks
Chevy Truck Vibration When Driving.................................................................................... 72
LCT 1000 Erratic Upshifts...................................................................................................... 76
Allison Sudden High Gear Starts............................................................................................ 78
Jeep MP3024 Shift Motor Does Not Range............................................................................. 82
MP Transfer Case No Front Drive.......................................................................................... 86
ADVERTISERS
Many thanks to the following advertisers for subsidizing seminar costs making your fees to attend affordable.
Raybestos....................................................... IFC Superior Transmission Parts (Centerfold)....... 44 & 45
Lubegard........................................................ 2 ASA................................................................. 47
Transtar Industries.......................................... 5 Moose............................................................. 51
ALTO............................................................. 15 ATTS............................................................... 53
Natpro............................................................ 17 ETE Reman..................................................... 57
Adapt-A-Case................................................ 20 & 21 Transmission Digest........................................ 61
A & Reds........................................................ 25 Sonnax............................................................ 67
Dura-Bond..................................................... 27 ATS................................................................. 73 & 74
Trans-Go........................................................ 31 Wesco.............................................................. 81
What Ever It Takes - WIT................................ 33 Teckpak/Fitzall................................................ 88
Exedy FDF...................................................... 35 Precision International..................................... IBC
Transtool........................................................ 37 Transtec.......................................................... BC
AUTOMATIC TRANSMISSION SERVICE GROUP
18635 SW 107th AVENUE
Miami, Florida 33157
WWW.ATSG.BIZ (305) 670-4161 WWW.ATSG.COM
4 "2019” SEMINAR INFORMATION
GM 6T40 SERIES TRANSMISSIONS
REPEAT TORQUE CONVERTER FAILURE
COMPLAINT: A 2012 Chevrolet Cruze equipped with the Generation One 6T40 Transmission has the typical 3-
5-Reverse snap ring blow out. The clutch housing is replaced with a new AC Delco part and the
technician goes on to complete the rebuild.
Upon completion of the transmission installation, the technician attempts to reset the shift
adapts, it will not relearn. The car is driven in an attempt to reset the adaptives even though the
transmission is shifting poorly at which time the “Check Engine” lamp comes on. The scan tool
is used to retrieve codes and a P0218 “Transmission Overtemp Condition” is set. The technician
checks the transmission temperature on the scan tool data list which indicates a temperature of
260ºF.
With the car back on the lift, the transmission pan is shot with an infra red temperature gun which
indicates a transmission temperature of 250ºF. The infra red temperature gun was used to check
the temperature of the cooler lines. There was a 30ºF difference so the cooler was considered to
be working properly.
The technician noticed that the transmission temperature never rose with the engine running and
the transmission in park. The moment the car was put into drive with the foot brake applied, the
temperature immediately began to rise.
The pan was dropped and it was full of fine metal which would indicate a converter failure. With
the transmission cleaned out and another rebuilt converter installed, the same events took place
on the road test with the same results.
When the transmission was removed the pump was disassembled to check the TCC Control
Valve and it was fine. So were the front and rear stator bushings.
CAUSE: The technician slid the input shaft into the input shaft seal in the back of the pump cover and did
not like the fit. There was practically no drag on the seal. The technician recalled the last 6T40 he
had built and that seal had a drag on the input shaft. This means the converter clutch was applied
just enough to drag but not enough to kill the engine. This would explain the overheat condition
and the converter failure.
CORRECTION: A new input shaft seal was installed and the fit to the input shaft was checked and it had a drag on
the shaft. Always check the fit of the new seal on the input shaft for drag as shown in figure 1.
Press the new seal in place, refer to figure 2, do not use a hammer which could deform the seal
causing the above complaints.
NOTE: Check the depth of the old seal before removal so the new seal is installed at the same
depth as seen in figure 3.
The input shaft seal must not be deformed in any way so it fits the input shaft properly to avoid a
leak on the release side of the converter clutch as seen in figure 4.
The transmission was assembled and installed back into the vehicle. The shift adapts reset
immediately and the transmission temperature remained normal as well as transmission
operation during the road test.
A special thank you to John from Bosco’s Transmissions for his detailed account of this experience.
Automatic Transmission Service Group

Transtar 5
PRESS THE NEW

SEAL INTO PLACE
DO NOT USE A
HAMMER
ALWAYS CHECK FOR A

DRAG BETWEEN THE
INPUT SHAFT & SEAL
Copyright © 2019 ATSG Copyright © 2019 ATSG

Figure 1 Figure 2
MAKE CERTAIN THE

NEW SEAL IS INSTALLED
AT THE CORRECT DEPTH
Copyright © 2019 ATSG

Figure 3

INPUT SHAFT SEAL

MUST FIT PROPERLY
TO AVOID A LEAK ON
THE RELEASE SIDE OF
THE CONVERTER CLUTCH

DELAYED ENGAGEMENTS AFTER OVERHAUL
A vehicle equipped with a 6T40 Series Generation 1 transmission has just been overhauled.
COMPLAINT: When the transmission was placed in reverse or drive, there was a significant delay. Overall
transmission performance was poor. A line pressure check indicated that line pressure was low.
The valve body and pump were ruled out as faulty components. The line pressure electronic
control system performed normally.
A Generation II 4-5-6 Clutch Housing was installed in this transmission along with a three (3)
CAUSE: ring support tower. The problem lies in the compensator piston that a Generation II clutch
housing uses compared to the Generation 1 housing.
The Generation 1 compensator piston seen in figure 1 has an inner and an outer lip seal. This is
designed to seal regulated compensator oil. This requires a four (4) ring support tower.
The Generation II compensator piston seen in figure 2 has only an outer lip seal. This requires a
three (3) ring support tower. In a Generation II transmission there is no compensator circuit, it
uses a backfill circuit instead. This is why the Generation 1 transmission had the delay due to
compensator oil leaking past the inner diameter of the compensator piston as shown in figure 3.
In addition, loss of oil past the compensator piston causes a lack of sufficient pressure to fully
stroke the compensator valve which allows line pressure to leak past the missing seal and ring as
seen in the hydraulic in figure 4. The compensator oil leak was significant enough to lower line
pressure to the point where it affected overall transmission performance.
Install a Generation 1 4-5-6 Clutch Housing components and four (4) ring support tower in a
CORRECTION: Generation 1 transmission.
SUMMARY: Correct 3-5-Reverse Clutch Application - Generation 1 - Figure 4

Line pressure is fed to the Compensator Feed Regulator Valve which then feeds the compensator
feed circuit (green). Compensator oil enters between the top two rings on the four (4) ring
support. This is why a four (4) ring tower is needed. The oil then seals on both the inner and outer
seals on the piston.
Incorrect 3-5-Reverse Clutch Application - Generation 1 - Figure 5

When a GEN II clutch housing is used, the compensator oil from the GEN 1 valve body leaks at
the top of the ring tower and at the piston due to a missing seal. This large leak closes the
compensator regulator valve all the way trying to compensate for the leak. The result is line
pressure is fed into a huge leak lowering overall line pressure which then affects all ranges. The
transmission may even fall out of gear at a stop.
NOTE: The vehicle may perform normally on a road test as long as pump volume can overcome
the leak. Once the pump can’t overcome the leak, the above mentioned complaints will occur.
3-5-Reverse Clutch Application - Generation 2 - Figure 6

The 3-5-Reverse pressure control solenoid routes clutch apply fluid to an accumulator valve. The
accumulator valve is used to dampen any pressure irregularities occurring in the solenoid clutch
fluid circuit. This helps to control clutch apply fluid pressure and feel. As a result the GEN 1
compensator valve has been eliminated.

GENERATION 1 GENERATION 2
INNER & OUTER OUTER SEAL

COMPENSATOR
COMPENSATOR SEAL ONLY
PISTON
PISTON
USES 4 RING USES 3 RING

SUPPORT TOWER SUPPORT TOWER

Figure 1 Figure 2
GENERATION 2
A Generation 2 Drum Used In A

Generation 1 Transmission Will
Leak Compensator Oil Here

Figure 3

CORRECT GENERATION 1 ASSEMBLY
MUST HAVE INNER SEAL

ON COMPENSATOR PISTON
R1
REVERSE RANGE
HAS COMPENSATOR
VALVE
LINE
LINE
COMPENSATOR FEED
COMPENSATOR FEED
COMPENSATOR FEED
REGULATOR VALVE
3-5-REVERSE CLUTCH 3-5-REVERSE CLUTCH
MUST HAVE FOUR RING

DRUM SUPPORT TOWER
LINE
LINE
EXHAUST
EXHAUST
3-5-REVERSE CLUTCH
COMPENSATOR FEED

Figure 4
INCORRECT GENERATION 1 ASSEMBLY
R1
REVERSE RANGE
HAS COMPENSATOR
VALVE
LINE
LINE
COMPENSATOR FEED
COMPENSATOR FEED
COMPENSATOR FEED
REGULATOR VALVE
3-5-REVERSE CLUTCH 3-5-REVERSE CLUTCH

GEN II COMPENSATOR PISTON
WITHOUT INNER SEAL CAUSES
LARGE LINE PRESSURE LEAK
LINE
LINE
EXHAUST
EXHAUST
3-5-REVERSE CLUTCH
COMPENSATOR FEED

Figure 5
CORRECT GENERATION II ASSEMBLY
DOES NOT REQUIRE INNER SEAL
ON COMPENSATOR PISTON
REVERSE RANGE
Figure 6
REQUIRES ONLY THREE RING
3-5-REV CL FEED/DRIVE 1-6
DRUM SUPPORT TOWER HAS SOLENOID

REVERSE
ACCUMULATOR
3-5-REVERSE CLUTCH
3-5-REVERSE CLUTCH

3-5-REV REGULATOR VALVE
#3
PCS 3-5-REV CLU
3-5-REVERSE CLUTCH
"2019” SEMINAR INFORMATION
REVERSE
DRIVE 1-6
#2
3-5-REVERSE CLUTCH
REVERSE
EXHAUST
3-5-REVERSE CLUTCH
ACTUATOR FEED
PCS 3-5-REV CLU
PCS 3-5-R CLUTCH

3-5-REVERSE CLUTCH #4 ACCUMULATOR
11

GM 6T70/75
SLIPS AND DELAYS IN FIRST
COMPLAINT: A 2015 Chevrolet Equinox equipped with the 3.6 Liter Engine and 6T75 Transmission has
complaints of a delayed engagement into reverse and slipping in reverse.
CAUSE: A Generation One 1-2-3-4 Clutch Apply Piston was installed into a Generation Two
transmission. The Generation Two 1-2-3-4 Clutch Apply Piston apply fingers are .147 in. taller
than the Generation One piston. This created too much clutch clearance for the clutch pack to
effectively hold.
CORRECTION: The Generation One 1-2-3-4 Clutch Apply Piston apply finger height is .638 in, refer to figure 1.
The Generation Two 1-2-3-4 Clutch Apply Piston has a apply finger height of .785 in, refer to
figure 2. For Generation Two the 1-2-3-4 friction were reduced in thickness to .058 in.
Generation One 1-2-3-4 friction plates are .061 in thick.
Generation Two components were used selectively with the start of the 2013 model year. All
2014 and later models should have Generation Two components.
Many thanks to Max from King Transmission for his assistance in producing the bulletin.


13
APPLY FINGER HEIGHT = .638”
APPLY FINGER HEIGHT = .785”

GENERATION TWO 1-2-3-4 CLUTCH APPLY PISTON

GENERATION ONE 1-2-3-4 CLUTCH APPLY PISTON

SLIPS IN REVERSE GEARS
00.785
IN
1 2 3 4 5 6 7 8 9 1 2 3 4 5 6 7 8 9 1 2 3 4 5 6 7 8 9 1 2 3 4 5 6 7 8 9 1 2 3 4 5 6 7 8 9 1 2 3 4 5 6 7 8 9 in ELECTRONIC
1 2 3 4 5 6
00.638 0 DIGITAL CALIPER
IN AUTO POWER- OFF
1 2 3 4 5 6 7 8 9 1 2 3 4 5 6 7 8 9 1 2 3 4 5 6 7 8 9 1 2 3 4 5 6 7 8 9 1 2 3 4 5 6 7 8 9 1 2 3 4 5 6 7 8 9 in ELECTRONIC 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150
1 2 3 4 5 6 mm
mm/in 0
0 AUTO POWER- OFF DIGITAL CALIPER
10 20 30 40 50 60 70 80 90 100 110 120 130 140 150
mm/in 0 mm
GM 6T70/75
Figure 1
Figure 2
GM 6T70/75
DELAYED ENGAGEMENTS
COMPLAINT: After overhaul the 6T75 Transmission has a complaint of delayed engagements. Solenoid
performance codes may also be set. The valve body was removed and disassembled.
CAUSE: During the initial assembly of the valve body assembly, a valve body bolt that was too long was
installed in a location that requires a shorter bolt, refer to figure 1. Looking between the
TECHM and the valve body assembly, the shank of the bolt can be seen sticking out even
though the bolt bottomed out in the hole, refer to figure 2.
The longer bolt actually punched a hole through the spacer plate, refer to figure 3, and punched
out a piece of the plate. The bolt created a new set of threads as it was tightened down, refer to
figure 4. The piece of the spacer plate fell into a cavity over the manual valve. This hole in the
spacer plate opens to a line pressure circuit which caused a drop in pressure.
CORRECTION: The correct bolt placement and bolt lengths for the valve body assembly are shown in figures 5
and 6. The correct bolt placement and bolt lengths for the TECHM to valve body assembly are
shown in figures 7 and 8.

ALTO 15
GM 6T70/75
DELAYED ENGAGEMENTS
The 55MM Long Bolt Punched A

Hole Through The Spacer Plate
A 55MM Long Bolt Was Installed
Where A 42MM Bolt Belongs
Figure 1 Figure 3
The 55MM Long Cut threads

Into The Valve Body Casting
With The 55MM Long Bolt

Bottomed Out, The Shank Of
The Bolt Can Be Seen When
Looking Between The Valve
Body & The TECHM
Figure 2 Figure 4
The Punched Out Piece Of Spacer

Plate Was Found In This Cavity
By The Manual Valve
Figure 5
NATPRO - 17
GM 6T70/75
DELAYED ENGAGEMENTS
VALVE BODY ASSEMBLY BOLT LENGTHS
M
M6X65
9.8
9.8
M
9.8
M
9.8
9.8
M6X65
M
9.8
9.8
M
9.8
9.8
9.8
M
9.8
9.8
M6X55
M
9.8
9.8
9.8
9.8
9.8
9.8
M
M
9.8 M
9.8
9.8
9.8
07
H
M6 X 65 (8 REQUIRED)
M6 X 55 (2 REQUIRED) Copyright © 2019 ATSG
Figure 6
VALVE BODY ASSEMBLY BOLT LENGTHS
M6X55
H
07
M6X65
M6X65
M6X65
M6 X 65 (8 REQUIRED) M6X65
M6 X 55 (2 REQUIRED) Copyright © 2019 ATSG
Figure 7
GM 6T70/75
DELAYED ENGAGEMENTS
TECHM TO VALVE BODY ASSEMBLY BOLT LENGTHS
M
9.8
M6X80
M6X80 M6X55
M
9.8
9.8
M M
9.8 9.8
M6X65
M
9.8
M
9.8
9.8
M6X80
M
9.8
79 00 78
6 00
11 2 16
4 20
2
98 50 05
0 Z
2
4 C
03 00
47
48
0
2
98
7 H
SC
BO
71
09
45
GM
24
24
M
38
9.8
06
9Q
31
-7
71
45
M
9.8
M6X65
M6X95
M6X42
Figure 8
TECHM TO VALVE BODY ASSEMBLY BOLT LENGTHS

M6X65 M6X95
097 4571-7319Q0638
BOSCH 982
GM
H
07
24244571
M6X65
M6X55
2007816 ZC0548000
6 002 200 450
79114 982 03470
M6X42
M6X80 M6X80 M6X80

M6X80
Figure 9
Adapt-A-Case - 20
Adapt-A-Case - 21
GM 6T70/FORD 6F50
RATTLING NOISE WITH TRANSMISSION IN GEAR
COMPLAINT: A rattling noise is coming from the transmission whenever the engine is running and the
transmission is in gear.
CAUSE: Too much clearance develops between the pinion bearing and the park gear, refer to figure 1,
which causes the park gear to rattle against the differential pinion gear.
CORRECTION: Superior Transmission Products offers a park gear anti-rattle shim that is installed in between
the pinion bearing and the park gear, refer to figure 2. The shim reduces the clearance to .001 to
.002 which eliminates the rattle noise.
SERVICE INFORMATION:
Superior Anti-Rattle Park Gear Shim ( Three to a Package)........................................STL005

GM 6T70/FORD 6F50
RATTLING NOISE WITH TRANSMISSION IN GEAR
DIFFERENTIAL PINION GEAR AND TRANSFER DRIVEN GEAR ASSEMBLY
TOO MUCH CLEARANCE

EXISTS BETWEEN THE
PARK GEAR AND THE
PINION BEARING CAUSING
THE PARK GEAR TO RATTLE

Figure 1
2
3
1 5 1
SUPERIOR ANTI-RATTLE
PARK GEAR SHIM
GROOVE
FACES UP
1 DIFFERENTIAL PINION GEAR BEARINGS (2 REQUIRED)

2 PARKING GEAR
3 DIFFERENTIAL PINION GEAR AND SHAFT ASSEMBLY
4 TRANSFER DRIVEN GEAR
5 TRANSFER DRIVEN GEAR SNAP RING Copyright © 2019 ATSG
Figure 2

GM 6T70/75
GENERATION II CHANGES
The 6T70/75 Transmission became a Generation 2 transmission with numerous changes. It received a electronic control
systems update similar to the Generation 2 6T40 Series. Starting with 2013 production selectively and completed in the
2014 model year the “Clutch Pulse Learn” program was initiated.
This means that in the 2013 model year, a vehicle could be equipped with either a Generation 1 or 2 transmission and
control system.
With Clutch Pulse Learn active the TCM calculated clutch fill time is based on the learned volume. Clutch Pulse
Learn is performed during cruise conditions in third, fifth and sixth gears. Clutch Pulse Learn for the 4-5-6 clutch is
performed in third gear. Clutch Pulse Learn for the 1-2-3-4 and 2-6 clutch is performed in fifth gear. Clutch Pulse
Learn for the 3-5-Reverse clutch is performed in sixth gear. During the Clutch Pulse Learn a slight momentary bind
up may be felt, this is normal operation which requires no repair. When the TCM senses a rough road condition,
Clutch Pulse Learn will be aborted.
The following information are the changes that were made to the 6T70/75 transmission:
Figure 1 - The Generation 2 TECHM has no provisions for pressure switches, they have been eliminated.
Figure 2 - The metal bracket has a small cutout area to accommodate the new Pin Gasket.
Figure 3 - The new Pin Gasket is shown surrounding the TCM Heat Sink.
Figure 4 - This gasket will be found in aftermarket overhaul kits but is not serviced separately by General
Motors.
Figure 5 - Generation 2 valve body assemblies can be identified by a “V” notch.
Figure 6 - The “V” notch is present on the upper and lower valve body spacer plates and the upper channel
plate.
Figure 7 - The Generation 2 lower valve body spacer plate has slots added to the gasket. Orifice 10b has been
relocated to accommodate the added #10 check ball.
Figure 8 - The Generation 2 upper valve body spacer plate has slots added to the gasket.
Figure 9 - Check ball locations are shown for the upper control valve body with the added #10 check ball.
Figure 10 - The accumulator locations are shown for the channel plate, three accumulators were added.
Figure 11 - Valve identification for the lower valve body is shown indicating with an asterisk which valves and
springs have been redesigned.
Figure 12 - Valve identification for the upper valve body is shown indicating with an asterisk which valves and
springs have been redesigned.
Figure 13 - The Low/Reverse steel & wave plates have “U” shaped notches instead of being straight cut.
NOTE: The Low/Reverse friction plates may have a wide black identification stripe on them 180º
apart.
Figure 14 - The low one-way clutch retaining snap ring is now hooked on one end. The 1-2-3-4 steel &
wave plates have “U” shaped notches.
Figure 15 - The 1-2-3-4 Clutch Apply Piston has taller fingers by .147 in.
Figure 16 - The 3-5-Reverse retaining snap ring tips are relieved.
Figure 17 - The 3-5-Reverse friction plates now have notches.
NOTE: The 1-2-3-4 friction plates may have a wide white identification stripe on them 180º apart
and the 3-5-Reverse wave plate may have a white strip on it 180º apart.
Figure 18 - The 4-5-6/3-5-Reverse Clutch Housing part number & matrix is now readable on the back of the
clutch housing.
Figure 19 - Three added dam holes have been added inside & out of the 4-5-6 clutch housing.
Figure 20 - Four added dam holes have been added to the area shown of the 4-5-6 clutch housing.
Figure 21 - The 4-5-6 clutch apply piston now has 12 holes instead of four around the outside diameter.
Figure 22 - The 4-5-6 clutch piston return spring has been redesigned with stronger springs and has a scalloped
cage.
Figure 23 - The turbine shaft has three added holes to improve compensator feed oil flow.
Figure 24 - The 2-6 clutch retaining snap ring now has a hooked end & the groove in the case has been deepened.
Figure 25 - The Compensator Feed Blow-Off Ball Spring has been made shorter with less tension and is red.
Many thanks to ETE for the loan of this transmission that made this bulletin possible.
A & Reds - 25
GM 6T70/75
The Generation 2 TECHM Has No Pressure Switches
Pin Gasket Is Serviceable Aftermarket

GM Does Not Service Gasket Separately
Figure 1 Figure 4
Bracket Cutout For

New Pin Gasket The Generation 2 Control Valve Body
Is Identified By The “V” Notch
Figure 2 Figure 5
The “V” Notch ID is Present On Both
TCM Heat Sink Spacer Plates & The Upper Channel Plate
New Pin Gasket
Figure 3 Figure 6
Dura-Bond - 27
GM 6T70/75
LOWER VALVE BODY SPACER PLATE UPPER VALVE BODY SPACER PLATE
ORIFICE 10b RELOCATED

FOR ADDED #10 CHECK BALL
WHITE BOXES INDICATE ADDED SLOTS IN GASKET WHITE BOXES INDICATE ADDED SLOTS IN GASKET
Figure 7 Figure 8

GM 6T70/75
UPPER VALVE BODY - TEN CHECK BALLS CHANNEL PLATE - FIVE ACCUMULATORS
#2
#8
#4
#3
#9
#1
#5
#6
#7 #10

Figure 9 Figure 10
The added number 10 check ball is used to regulate There are now 5 Actuator Feed Accumulators in the
exhaust backfill pressure. The ball remains seated channel plate:
until exhaust backfill fluid pressure exceeds 1 - PCS R1/4-5-6 Clutch
compensator feed fluid pressure. When exhaust 2 - PCS 1-2-3-4 Clutch
backfill fluid pressure exceeds compensator feed fluid 3 - PCS 3-5-Reverse Clutch
pressure, the ball unseats, allowing excess pressure to 4 - PCS 2-6 Clutch
enter the compensator feed circuit. 5 - PCS Line Pressure

GM 6T70/75
LOWER VALVE BODY
3
.
.
1
6
7
1 - 4-5-6 Boost Valve*
2 - Actuator Feed Limit Valve*
3 - 3-5-Reverse Clutch Boost Valve* 8
4 - 4-5-6 Clutch Accumulator Piston
5 - 4-5-6 Clutch Accumulator Piston Spring*
6 - 4-5-6 Clutch Accumulator Piston Spring Retainer*
7 - 1-2-3-4 Clutch Boost Valve*
8 - 1-2-3-4 Clutch Regulator Valve*
9 - Default Override 1-2-3-4 Clutch Valve 9 10
10 - Valve Body Alignment Dowel Pins Copyright © 2019 ATSG
Figure 11
*The following valves and springs in the lower valve body have been redesigned for Generation 2:
1 - 4-5-6 Boost Valve
2 - Actuator Feed Limit Valve
3 - 3-5-Reverse Clutch Boost Valve
4 - 4-5-6 Clutch Accumulator Piston Spring went from nine coils to five coils and has a thicker coil diameter.
5 - 4-5-6 Clutch Accumulator Piston Spring Retainer
6 - 1-2-3-4 Clutch Boost Valve
7 - 1-2-3-4 Clutch Regulator Valve

Transgo - 31
GM 6T70/75
UPPER VALVE BODY
6
5
4
3
2 7
10
12 11
1 - Low/Reverse & 4-5-6 Clutch Regulator Valve* 7 - Pressure Regulator Valve*

2 - Torque Converter Clutch Regulator Apply Valve 8 - Isolator Valve & Spring*
3 - Torque Converter Clutch Regulator Apply Shuttle Valve 9 - Torque Converter Clutch Control Valve
4 - 2-6-Clutch Regulator Valve* 10 - Clutch Select Solenoid Valve #3
5 - 2-6- Clutch Regulator Gain Valve 11 - Clutch Select Solenoid Valve #2*
6 - 3-5-Reverse Clutch Regulator Valve* 12 - Manual Valve Copyright © 2019 ATSG
Figure 12
*The following valves and springs in the upper valve body have been redesigned for Generation 2:
The Isolator Valve Spring is now 1.349 (34.26mm) in length.
The Pressure Regulator Valve.
The 2-6 Clutch Regulator Valve.
The Low/Reverse/4-5-6 Clutch Regulator Valve.
The Clutch Select Solenoid Valve #2.
The 3-5-Reverse Clutch Regulator Valve.

WIT - 33
GM 6T70/75
The 3-5-Reverse Retaining

The Low/Reverse Steel Snap Ring Tips Are Relieved
& Wave Plates Have
“U” Shaped Notches
Figure 13 Figure 16
The 1-2-3-4 Steel

& Wave Plates Have
“U” Shaped Notches
The Low One-Way Clutch The 3-5-Reverse Friction
Retaining Snap Ring Is Plates Have Notches
Now Hooked On One End
Figure 14 Figure 17
1-2-3-4 CLUTCH APPLY PISTON
APPLY FINGERS
ARE TALLER
BY .147”
4-5-6/3-5-Reverse Clutch Housing

Part Number & Matrix Added
Figure 15 Figure 18
Exedy - 35
GM 6T70/75
Three Added Dam Holes

Added Inside & Out Of
The 4-5-6 Clutch Housing
The 4-5-6 Clutch Piston Return
Spring Has Been Redesigned With
Stronger Springs And Has A
Scalloped Cage
Figure 19 Figure 22
Four Added Dam Holes

Added To This Area Of
The 4-5-6 Clutch Housing
The Turbine Shaft Has 3

Added Holes To Improve
Compensator Feed Oil Flow
Figure 20 Figure 23
The 4-5-6 Clutch Apply The 2-6 Clutch Retaining Snap

Piston Now Has 12 Holes Ring Now Has A Hooked End &
Around The Outside Diameter The Groove In The Case Has
Been Deepened
Figure 21 Figure 24
Transtool - 37
GM 6T70/75
COMPENSATOR FEED BLOW-OFF

BALL, SPRING & CUP PLUG
2nd Gen Cover

Part # 24260086
THE COMPENSATOR FEED BLOW-OFF SPRING HAS BEEN SHORTENED & IS RED IN COLOR
Figure 25

GM AF50-8
ELECTRONIC TRANSMISSION RANGE SELECT SYSTEM
Electronic Transmission Range Selector A non-contact type shift position sensor has been adopted
The Electronic Transmission Range Select (ETRS) in the TCM. The sensor detects shift position by using the
subsystem selects the transmission range (Park, Reverse, Hall Effect, which outputs specified voltage according to
Neutral, Drive, or Manual), refer to figure 1, by means of the shift position (P, R, N, D). The magnet position in the
electronic control rather than by mechanical means. The sensor changes when moving the shift lever, enabling the
ETRS feature is controlled in the Chassis Control Hall IC to convert magnetic field strength into an electrical
Module. All Electronic Transmission Range Selector and signal according to the shift position. Compared to the
Transmission Range Control Module DTC's will set in the conventional contact type switch, the non-contact type
Chassis Control Module. The Chassis Control Module sensor does not have contact points and is very compact.
communicates via HS GMLAN, the Chassis Expansion This makes it possible to integrate it with the TCM,
Bus, and LIN. improving reliability and durability.
When a gear is selected, the Transmission Range Control ETRS Shift Lever Assembly includes:
Module (TRCM) will move the transmission manual Shift Interlock Button - The Shift Interlock Button has two
shaft into the range commanded by the ETRS. The TRCM sensors which are both inputs to the Chassis Control
will communicate on HS GMLAN and the Chassis Module.
Expansion Bus
The Backup Park Lock function is electrically isolated

from the TRCM, and forces the transmission manual shaft Typical Electronic Shift Control Lever
to the Park position under specified conditions. Under (2017 Cadillac XT5 Version)
these conditions the vehicle is put into Latent Fault Mode,
refer to Latent Fault Mode Description on the next page. Park Button
The Backup Park Lock communicates with the Chassis
Control Module via LIN.
The Shifter Assembly in the ETRS system has no

mechanical linkage to the transmission. Instead, the
shifter will provide electrical signals based on customer
input to the Chassis Control Module, where the customer
shift request will be determined. M
Manual Shift Control

By moving the shift lever from the "D" position into the Manual Mode
manual shift position and shifting into + (upshift) or
(downshift), the driver can select the desired gear, Position
enabling sporty driving that feels like a manual
transmission.
Many thanks to ETE for the loan of this transmission that made this
bulletin possible.
Figure 1

GM AF50-8
Park Button - The Park Button has two sensors which are know as Default to Park)
both inputs to the Chassis Control Module.
- Electronic park brake will not disengage until the issue is
Two Dimensional Shift Lever - The shift lever is designed corrected and all related DTC's are History
so any single fault at the shifter can be isolated and error
corrected by the Chassis Control Module. The shift lever Latent Fault Mode
position is determined by 2 internal sensors that each When a fault is detected in the Electronic Transmission
transmit an X and Y coordinate signal. All 4 signal circuits Range Selector system, the data information center will
are inputs to the Chassis Control Module. display the message "Service Transmission Now, Unable
to Shift Soon" along with a 10 second chime. The driver
Transmission Shift Lever Position Indicator - LED must acknowledge the message to show other data on the
display located on the face of the shifter. Indicates data information center. The frequency that the message
transmission actual gear position. Displays "R N P D M", and chime occur will increase until 50 trips are reached
which refer to Reverse, Neutral, Park, Drive, or Manual. with the fault present. At that point, the transmission will
not be allowed to shift out of park.
Transmission Range Control Module includes:
- Coupler to coupler, or lever to rod linkage interface with When "Service Shifter See Owner's Manual" message is
the transmission manual shaft. shown on the data information center, the shift lever is
requiring service. If the vehicle is automatically shifting
- Backup Park Lock function (also know as Default to into P (Park), check to see if the park button is stuck by
Park). running through the shifter electrical diagnostics. To
operate the vehicle, hold the shift lever in the desired gear,
The vehicle is equipped with the following Electronic R (Reverse) or D (Drive), until vehicle speed exceeds 15
Transmission Range Selector Components: km/h (10 mph), then release the shift lever.
- S3 Transmission Shift Lever Transmission Fail-safe Function

- K38 Chassis Control Module With the fail-safe function, if any malfunction should
- K173 Transmission Range Control Module occur in the automatic transmission system, the TCM will
- Backup Park Lock is located within the K173 output a control signal, and control will be performed to
Transmission Range Control Module make traveling a minimum distance possible. If a shift
- P2 Transmission Shift Lever Position Indicator is solenoid malfunctions, the TCM will cancel the output of
located within the S3 Transmission Shift Lever control signals to the solenoid. If this happens, oil pressure
- K71 Transmission Control Module circuits alone will control automatic transmission gear
shifting. Should a malfunction take place while in 1st,
Critical Fault Mode 2nd, 3rd or 4th gear, the transmission will fail-safe to 3rd.
When a fault is detected in the Electronic Transmission When in 5th, 6th, 7th or 8th, it will fail-safe to 7th gear.
Range Selector system and the Requested Gear Position Reverse should always be obtainable.
or Actual Gear Position cannot be determined, the
following actions can take place: K71 Transmission Control Module (TCM)
The TCM (2) is mounted directly on top of the
- Vehicle will remain in current commanded gear position transmission (1). The selector lever and transmission
until the vehicle speed is below 3 kph range sensor is integrated in the control module. The TCM
is mounted so that the selector lever shaft goes through the
- In order to lower vehicle speed, the electronic brake control module. The selector lever position is calibrated
control module will engage braking with a scan tool, there is no mechanical adjustment.
- When vehicle speed is below 3 kph, the vehicle will An external 16-terminal connector connects to the
engage electronic park brake and backup park lock (also vehicle's electrical system. Underneath the control
GM AF50-8
module is another connector (33-terminal) that connects TCM/GEAR SHIFT POSITION SENSOR
directly to the transmission. The TCM makes contact with all
the transmission solenoids and sensors here.
Note: Magnetic fields from e.g. magnets and from high-
current cables, such as starter cables and cables to auxiliary
equipment, can interfere with the gear position sensor. A rule
of thumb is max 1A per mm in distance from the control
module. A starter cable carying a current of 200A must
therefore be kept at least 20 cm away from the control
module.
The TCM has a microprocessor with clock, RAM memory

and a programmable ROM. An internal bus connects the
processor and memory with the I/O unit. The I/O unit reads
values from the A/D converter for analogue inputs, digital
inputs and bus, as well as activates the transistors' output
stages. Figure 2
- K71 Transmission Control Module
Adaptive values are saved in a non-volatile memory (ROM). - K20 Engine Control Module
When changing the transmission, these values must be - S3 Transmission Shift Lever
zeroed using scan tool. The values will be zeroed - T12 Automatic Transmission Assembly
automatically after replacing the control module using the - Shift Lever Cable
scan tool.
Scan Tool Procedure:
B182 Gear Shift Position Sensor 1. Turn the ignition Off.
A non-contact type shift position sensor is integrated in the 2. Apply the parking brake.
TCM, refer to figure 2. The sensor detects shift position by 3. Block the drive wheels.
using a hall effect sensor, which outputs specified voltage 4. Place the transmission in Neutral.
according to the shift position (P, R, N, D). The magnet 5. Ignition On with the engine Off.
position in the sensor changes when moving the shift lever, 6. Perform the scan tool learn/reset function by selecting
enabling the hall effect sensor to convert magnetic field Gear Selector -N- Position Learn. Then follow the
strength into an electrical signal according to the shift instructions on the scan tool.
position. 7. Turn the ignition Off for greater than 10 seconds
8. Turn the ignition On with the engine Off
9. Verify the scan tool parameter: Transmission Range
B81 Park/Neutral Position Switch
Switch = Matches the selector lever position
The park/neutral position (PNP) switch is part of the K71
Transmission Control Module (TCM) assembly. The TCM There is no real adjustments that can be made with the actual
provides a ground to the K20 Engine Control Module in park Park/Neutral Position Switch itself as it is built into the TCM.
and neutral. The K20 ECM sends a 12V trace on the PNP The TCM is aligned to the X2 pass through case connector
circuit to the K71 TCM , used for circuit diagnostics. The and then bolted down to the case by three attaching bolts.
PNP provides a range signal (permission to crank) to the
ECM to enable engine start. This method of attaching the TCM to the case prevents any
sizeable adjustments to be made.
Gear Selector –N- Position Learn
Note: This procedure is required when the following If there is an adjustment problem, there may be an internal
component has been repaired, replaced, removed, or linkage issue or the switch itself is malfunctioning requiring a
serviced: new TCM.

GM AF50-8
Transmission Range Control Module Range Motor
Position Learn
Introduction
The Electronic Transmission Range Selector system needs
to know exact position of the Transmission Range Control
Module Range Motor and the Backup Park Lock Actuator
on the Transmission manual shaft. The procedures below
are designed to assist in the learning of the Transmission
Range Control Module Range Motor and Backup Park
Lock Actuator position. Before you start, read these
procedures carefully and completely.
Before Running the Learn Procedure:

- Ensure Transmission Range Control Module and Chassis
Control Module software packages are the most current
Figure 3 software available.
Figure 3 shows the TCM mounted to the transmission - Resolve any current DTC's that are present relating to the
with the internal linkage and manual lever shaft in the Electronic Transmission Range Selector system prior to
Park position. running learn procedure.
When the linkage lever shaft is placed into Neutral, the - Ensure the MDI tool (GM's Multiple Diagnostic Interface
arrow embossed in the Park/Neutral Switch part of the Scanner) is equipped with the latest software and is
TCM should be aligned with the arrow embossed on the securely connected to the data link connector. If there is an
TCM's casing as seen in figure 4. interruption during learn, learn failure or ECU damage may
occur.
- Stable battery voltage is critical during learn procedure.

Any fluctuation, spiking, over voltage or loss of voltage
will interrupt learn procedure. Install a battery maintainer
such as the EL-49642 - SPS Programming Support Tool or
equivalent to maintain system voltage.
- Turn OFF or disable systems that may put a load on the

vehicles battery such as; interior lights, exterior lights
(including daytime running lights), HVAC, radio, etc.
Note: Loosening of the fasteners or replacement of the

Transmission Range Control Module will cause module to
become out of adjustment. If module is not properly
adjusted, learn procedure may fail. If learn procedure fails,
check Transmission Range Control Module mounting bolts
and rod linkage if applicable prior to replacing the
Figure 4 Transmission Range Control Module and running the learn
procedure.

GM AF50-8
Starting the Learn Procedure: Before running the Arming Procedure, perform the same
1. With your foot off the brake, press and hold the Start/Run procedures listed on previous page entitled "Before Running
Button for 10 seconds to set the ignition correctly. the Learn Procedure".
2. Install a scan tool. Start the Arming Procedure

1. With your foot off the brake, press and hold the Start/Run
3. Verify that the transmission fluid temperature is between Button for 10 seconds to set the ignition correctly.
50°F (10°C) to 104°F (40°C) before running a learn
procedure. 2. Install a scan tool.
4. In the scan tool under Transmission Range Control 3. Verify that the transmission fluid temperature is 50°F
Module, Configuration / Reset Functions perform the (10°C) or greater before running the arming procedure.
Transmission Range Control Module Range Motor Position 4. In the scan tool under Transmission Range Control
Learn procedure. Follow all on-screen instructions. Module, Configuration / Reset Functions perform the
Backup Park Lock Actuator Arming procedure. Follow all
5. If learn procedure failure occurs, refer to wiring on-screen instructions.
diagnostics to resolve any electrical faults and check
Transmission Range Control Module mounting bolts, and 5. If arming procedure failure occurs, refer to wiring
rod linkage adjustment if applicable. Any looseness or diagnostics to resolve any electrical faults.
movement in the Transmission Range Control Module will
cause learn failure. 6. Attempt rerunning the arming procedure 2 additional
times before replacing Transmission Range Control
6. Attempt rerunning the learn procedure 2 additional times Module. If the test successfully completed, cycle the ignition
(adjusting rod linkage, if equipped, before each attempt) OFF.
before replacing Transmission Range Control Module. If the
test successfully completed, cycle the ignition OFF. 7. After the Backup Park Lock Actuator Arming procedure
has completed successfully, perform a verification test.
7. After the Transmission Range Control Module Range
Motor Position Learn procedure has completed successfully, 8. Clear any and all DTCs after arming is complete. Clearing
perform a verification test. powertrain DTCs will set the Inspection / Maintenance (I/M)
system status indicators to NO.
8. Clear any and all DTCs after learn is complete. Clearing
powertrain DTCs will set the Inspection/Maintenance (I/M) Backup Park Lock Actuator Disarming
system status indicators to NO.
Introduction
Backup Park Lock Actuator Arming (electronic The Backup Park Lock function is an electrically isolated
Transmission Range Select) smart actuator inside the Transmission Range Control
Module that is activated when the transmission does not
Introduction achieve Park. When the Backup Park Lock function is
The Backup Park Lock function is electrically isolated from activated, the gear is "disarmed" which rotates the torsional
the Transmission Range Control Module, and forces the spring forcing the transmission manual shaft to the Park
transmission manual shaft to the Park position under position. The "Disarming" procedure is designed to disarm
specified conditions. Under these conditions the vehicle is the Backup Park Lock Actuator when the rod linkage is
put in Latent Fault Mode (see page 40). The procedures adjusted (if equipped) or if the Transmission Range Control
below are designed to assist in the arming of the Backup Park Module is being removed then reinstalled.
Lock Actuator when the position of the actuator becomes
unknown.

Superior - 44
Superior - 45
GM AF50-8
Starting the Disarming Procedure B. Follow the instructions on the scan tool.
1. With your foot off the brake, press and hold the
Start/Run Button for 10 seconds to set the ignition Initial Learning
correctly. 1. Engine Running
2. Install a scan tool. 2. Move the selector lever from N to D and wait 5 s in each
range. Then move the selector lever back to N.
3. Verify that the transmission fluid temperature is 50°F
(10°C) or greater before running the disarming Note: Step 5, 6, 7 requires the vehicle to be driven on the
procedure. road. Do NOT use manual mode function to perform the
4. In the scan tool under Transmission Range Control following steps:
Module, Configuration / Reset Functions perform the
Backup Park Lock Actuator Disarming procedure. 3. Move the selector lever from N to R and wait 5 s in each
Follow all on-screen instructions. range. Then move the selector lever back to N.
5. If disarming procedure failure occurs, refer to wiring 4. Transmission in Drive

diagnostics to resolve any electrical faults.
5. From a stop, accelerate to 72 km/h (45 MPH) with the
6. Attempt rerunning the disarming procedure 2 throttle position between 15 and 25%. - More than 5 times.
additional times before replacing Transmission Range
Control Module. If the test successfully completed, cycle 6. From a stop, accelerate to 72 km/h (45 MPH) with the
the ignition OFF. throttle position between 45 and 55%. - More than 5 times.
Learned Values Reset 7. From a stop, accelerate to 72 km/h (45 MPH) with the
Note: Failure to perform this procedure may result in throttle position greater than 70%. - More than 5 times.
poor system performance, DTCs being set, or customer
dissatisfaction. 8. Ignition = Off - For greater than 2 min
This procedure is required when the following 9. From a stop, accelerate until the transmission reaches
component has been repaired, replaced, removed, or gear 8 and then coast down to a stop. - More than 10 times.
serviced:
The Transmission Control Module (K71)
- T12 Automatic Transmission Assembly
- Torque Converter G.M.'s AF50-8 mounts the TCM directly on top of the
- K71 Transmission Control Module transmission. The TCM is mounted so that the selector
- Control Valve Body lever shaft goes through the control module. The
- B14C Transmission Input Shaft Speed Sensor selector lever position is calibrated with a scan tool,
there is no mechanical adjustment.
A. Perform Learned Values Reset with scan tool:
1. Select: Module Diagnostics An external 16-terminal referred to in wiring diagrams
as the K71/X-1 connector, connects to the vehicle's
2. Select: Transmission Control Module electrical system (figure 3). Underneath the TCM is
another connector (33-terminal) called the K71/X-2
3. Select: Configuration/Reset Functions Connector which connects directly to the transmission
(figure 4). The TCM makes contact with all the
4. Select: Learned Values Reset transmission solenoids and sensors through this
connector.

ASA - 47
CADILLAC ATS-CTS
AUTOSTOP LOW SPEED ISSUE
COMPLAINT: The 2016 -2017 Cadillac ATS and CTS are equipped with an engine AutoStop feature which
turns the engine off when the brakes are applied and the vehicle comes to a complete stop. When
the brake pedal is released the engine will restart.
When AutoStop is active, it may interfere with low speed maneuvers such as parking the vehicle
or stop and go traffic.
CAUSE: This is a normal characteristic of the AutoStop feature.
CORRECTION: If a driver of a Cadillac CTS finds the operation of AutoStop objectionable in the above
mentioned situations, it can be easily disabled by pushing the AutoStop Disable Button. The
AutoStop Disable Button is located on the center console by the shift lever as shown in figure 1.
The AutoStop Disable Button should be pushed before attempting a low speed maneuver. When
Auto Stop is enabled, the button will illuminate green. When disabled the button will change to
white with a slash through it as seen in figure 2.
On ATS models, the AutoStop Disable Button is located next to the infotainment screen as seen
in figure 3. It will illuminate when the system is enabled. When the system is disabled, the button
will not be illuminated and a message will appear in the Driver Information Center in the
instrument panel as seen in figure 4.

CADILLAC ATS-CTS
CADILLAC CTS
A MODE
OFF
AUTO STOP
DISABLE BUTTON
Figure 1
CADILLAC CTS
A1
Figure MODE
OFF
AUTO STOP
DISABLE BUTTON

Figure 2
CADILLAC ATS-CTS
CADILLAC ATS
71° 12:24
AUDIO PHONE PROJECTION NAV
A AUTO STOP
DISABLE BUTTON
SETTINGS CLIMATE TEXT OnStar
Figure 3
MESSAGE SEEN IN DIC WHEN AUTO STOP IS DIABLED
171° 385mi to E Turbo
L H C H E F 0 PSI 20
MyView
Auto StartStop
5 6 Deactivated 60
4 1
RPM
X 000 7 40
by Switch 100 1
3 0
80 20
80
6
14
OK
0
20
40
2
160 80
20
100
1
02206.5 mi PRNDM21 N 120

0 0
Figure 4

Moose - 51
GM 6L80/90
TRANSMISSION FILTER DAMAGE
COMPLAINT: During the removal or installation process of the transmission, there may be a need to create
more clearance for the cross member to be put into place. In some situations the fingers of the
transmission jack are repositioned under the transmission fluid pan or a block of wood is placed
between the jack and the pan. These methods of gaining clearance on 6L80 or 6L90
transmissions should NOT be attempted.
Doing so will crush the pan, refer to figure 1 and break the top of the filter where the standoff is
located, refer to figure 2. This standoff is positioned next to the valve body to keep the filter
down in the pan, refer to figure 3. If this vehicle is allowed to be driven under these conditions,
there will be complaints of pump cavitation, unstable line pressure and the possibility of certain
transmission component damage.
CAUSE: The transmission fluid pans are manufactured of thin gauge steel and cannot sustain excessive
pressure without bending.
CORRECTION: Always use the transmission jack as it was designed to avoid transmission pan and filter
damage. The possibility exists that the vehicle is too high in air.

ATTS - 53
GM 6L80/90
CRUSHED FLUID PAN
Figure 1
BROKEN FILTER
AT STANDOFF
BROKEN

Figure 2

ETE - 55
GM 6L80/90
NEW FILTER
BROKEN
Figure 3

6L90/80/50
DELAYED REVERSE ENGAGEMENT WHEN HOT
COMPLAINT: A vehicle equipped with a 6L series transmission may exhibit a delay in reverse once the
transmission reaches operating temperature.
CAUSE: On the bottom of the 3-5-Reverse clutch housing there is a drum support bearing the contains a
GREEN seal as seen in figure 1. The seal ensures there is a sufficient volume of oil in the
compensator circuit.
If the seal is missing, damaged or worn, the leak this condition creates will cause enough of a
drop in pressure resulting in the above complaint even when the pump slide is at the maximum
volume position.
CORRECTION: The bearing and seal assembly is available from GM parts dealers. Replacing the bearing and
seal assembly is a recommended standard rebuild requirement. The removal of the bearing/seal
assembly is shown in figure 2. The installation of the bearing/seal assembly is shown in figure 3.
The hydraulic schematic seen in figure 4 indicates the route compensator oil travels as it gets to
the seal when the transmission in the reverse range.
3-5-Reverse Clutch Housing Support Bearing And Seal Assembly.............................24226393

6L90/80/50
COMPENSATOR CIRCUIT SEAL & BEARING ASSEMBLY

Figure 1
J-45124 REMOVAL BRIDGE

DT-47865 BEARING REMOVER
SE
CA
-A-
APT
AD
J-8092 DRIVER HANDLE

DT47866 BEARING INSTALLER
SEAL SIDE
FACES UP

Figure 2 Figure 3

6L90/80/50
3-5-REVERSE CLUTCH IN REVERSE
Compensator Oil
Leaks At Seal
COMPENSATOR
COMPENSATOR
LINE
FEED
FEED
EXHAUST
COMPENSATOR
FEED
LINE
COMPENSATOR
FEED
EXHAUST BACKFILL
COMPENSATOR
3-5-REVERSE
CLUTCH
FEED

Figure 4

GM 6L80/90
DELAYED ENGAGEMENTS WHEN WARM
COMPLAINT: A Vehicle equipped with a 6L80/90 Series Transmission may have a complaint of delayed
engagements both forward and reverse after the transmission has reached operating temperature.
A line pressure test reveals that pressure is considerably lower than normal both at idle and at
wide open throttle conditions. Using the scan tool for bi-directional control does not obtain the
desired line pressure that this transmission is capable of either. When the transmission was
disassembled, the pressure regulator valve was inspected and verified good but a replacement
was installed regardless.
CAUSE: The clearance between the pump body ( bell housing) and the pump rotor or slide was too great
causing a loss of pump volume when the transmission warmed up.
CORRECTION: The 6L80/90 series pump assemblies are known to wear and in some instances can be warped. It
is important to check every pump component for wear or warping and take the appropriate
action.
With all the components installed into the pump body, put a straight edge across the pump body
surface, rotor and slide as seen in figure 1. The clearance should never exceed .002 in. across the
rotor or .0015” across the slide. Make certain all slide seals are removed when these
measurements are taken. This is the time to make certain the pump body across the oil channel
surface is flat, if not it should be replaced or machined.
If the slide needs replacement use a depth micrometer and the chart in figure 2 for reference in
choosing the correct thickness slide based on the clearance recorded and thickness of the current
slide and rotor.
Always check the pump cover as well for flatness using a straight edge and a feeler gauge as seen
in figure 3, this measurement should not exceed .002 in. If it is warped, either replace it or have it
machined.
NOTE: When machining, always be mindful of how much material has been removed in order
to adjust pump assembly bolt length.
GM rotor kit is shown in figure 4:
6L Series Transmission Rotor Kit - 17.948MM - 17.961MM.....................................242448569
6L Series Transmission Slide - 17.974MM - 17.987MM..............................................24224132
NOTE: GM sells rotor kits and slides separately. The rotor kits are considerably more
expensive than the aftermarket kit.
Check with your aftermarket parts distributor for available rotor and slide kits.

TD - 61
GM 6L80/90
ROTOR .001” - .0015”

SLIDE .001” - .002”

Figure 1
S
t ar r e t
t
8 9 0
PUMP POCKET DEPTH

SIZE CLASSIFICATION THICKNESS (MM) THICKNESS (IN)
1 17.980-17.994 .7079" - .7084"
2 17.994-18.007 .7084" - .7089"
3 18.007-18.003 .7089" - .7100"
ROTOR SELECTION THICKNESS (MM) THICKNESS (IN)

1 17.948-17.961 .7066" - .7071"
2 17.961-17.974 .7071" - .7076"
3 17.974-17.987 .7076" - .7081"
SLIDE SELECTION THICKNESS (MM) THICKNESS (IN)

1 17.948-17.961 .7066" - .7071"
2 17.961-17.974 .7071" - .7076"
3 17.974-17.987 .7076" - .7081"
Figure 2

GM 6L80/90
PUMP COVER SURFACE CLEARANCE

.001” - .002”
232

Figure 3
PUMP ROTOR KIT

Figure 4
GM 6L80/90
PREMATURE 2-6 CLUTCH FAILURE
COMPLAINT: A recently overhauled 6L80/90 Transmission has returned with a complaint of slipping in
second, sixth or reverse gears. In addition, a Pressure Control Solenoid 4 Performance code
may be set.
CAUSE: Sub-standard center support seals may have delaminated, refer to figure 1, resulting in a fluid
leak of the 2-6 and Low/Reverse Clutch (CBR and CBR1) hydraulic circuits. Since these seals
also seal the center lube circuit, this would also lose lube oil, refer to figure 2.
CORRECTION: Be sure to use quality seals for the rebuild process, refer to figure 3.

GM 6L80/90
SUB-STANDARD 2-6 & LOW/REVERSE CLUTCH FEED SEALS
SEALS ARE DELAMINATING
Figure 1
29
30
46
29 - CBR1-LOW/REVERSE CLUTCH
9 - CENTER LUBE
30 - CBR-LOW/REVERSE CLUTCH
46 - 2-6 CLUTCH Copyright © 2019 ATSG
Figure 2

GM 6L80/90
ORIGINAL EQUIPMENT 2-6 & LOW/REVERSE CLUTCH FEED SEALS
NO DELAMINATING ISSUES
Figure 3

Sonnax - 67
GM 6L90 DIESEL vs GASOLINE
COMPONENT DIFFERENCES
COMPLAINT: A replacement 6L90 transmission was installed into a Chevrolet or GMC truck or van equipped
with the 6.6 Liter Diesel Engine. When the transmission was in the process of being bolted to the
engine, the installer noticed that the converter can’t turn, it is jammed against the engine.
CAUSE: The torque converter housing for a 6L90 diesel engine application has a greater depth than all
other engine applications. The diesel converter housing has a depth of 7n inches, refer to figure
1, and requires a six (6) pad mount converter, refer to figure 2, which makes the diesel converter
thicker than the gasoline converter. The gasoline converter housing has a depth of 7v inches,
refer to figure 3, and requires a three (3) pad mount converter, refer to figure 4. The diesel
converter housing is x inch deeper. The thicker converter in the shorter converter housing is
what caused the complaint.
CORRECTION:
When working on a diesel 6L90 application with six (6) pad mount torque converter, ensure
that the torque converter housing has the large “D” cast into it.
Another difference between gasoline and diesel engine applications is the 4-5-6 clutch hub.
The diesel clutch hub has a hardened shaft and is black in color, refer to figure 4. The
gasoline 4-5-6 clutch hub can be seen in figure 5.

6L90 DIESEL TORQUE CONVERTER HOUSING
TORQUE CONVERTER
HOUSING DEPTH IS 7n”
7n”
THE “D” IDENTIFIES

THIS TORQUE CONVERTER
HOUSING IS FOR A
DIESEL APPLICATION
Figure 1
6L90 DIESEL SIX MOUNTING PAD TORQUE CONVERTER
SIX MOUNTING
PAD CONVERTER

Figure 2
6L90 GASOLINE TORQUE CONVERTER HOUSING
TORQUE CONVERTER
HOUSING DEPTH IS 7v”
7v”

Figure 3
6L90 GASOLINE THREE MOUNTING PAD TORQUE CONVERTER
THREE MOUNTING
PAD CONVERTER

Figure 4
6L90 DIESEL 4-5-6 CLUTCH HUB 6L90 GASOLINE 4-5-6 CLUTCH HUB
HARDENED
SHAFT

Figure 5 Figure 6

4WD CHEVROLET TRUCKS
VIBRATION WHEN ACCELERATING
COMPLAINT: A Four Wheel Drive Chevy Truck has a complaint of a vibration when accelerating accompanied
by a thumping sensation such as driving over highway expansion cracks. This occurs during hard
acceleration with vehicle speed above 30 mph. The tires were checked as well as the drive shaft,
mounts and chassis components, no faults were found.
CAUSE: This vehicle was newly acquired. The driver was unfamiliar with vehicle system controls, while
fumbling with what he though was the headlamp switch, he inadvertency turned the four wheel
drive selector switch to the “Auto” position. This is an easy mistake to make due to the placement
of the headlamp switch and the four wheel drive selector switch. The are located on the lower left
dash panel as seen in figure 1 right next to each other and appear very similar.
This can also occur if the vehicle was loaned to someone with the cause being unfamiliarity with
vehicle system controls.
CORRECTION: When the four wheel drive selector switch was turned to the two wheel drive position the
complaints vanished.

4WD CHEVROLET TRUCKS
VIBRATION WHEN ACCELERATING
AUTO DOME OFF 4

HEADLIGHT 2 4 FOUR WHEEL DRIVE
SWITCH SELECT SWITCH

Figure 1

ATS - 74
ATS - 75
ALLISON 1000/2000 SERIES
ERRATIC SHIFTS
COMPLAINT: A 2005 Chevrolet Silverado 2500 equipped with the Allison 1000 Transmission has complaints
of erratic shifts followed by a no move condition. Diagnostic trouble codes P0731 “Gear Ratio
Error In First Gear” and P0746 “Pressure Control Solenoid A Stuck Off” are set. During a road
test the transmission hunted on the 1-2 shift and after the shift to third the transmission exhibited
a neutral condition. When the transmission should have been in fourth gear the scan tool
indicated the commanded gear as zero instead of fourth. When coming to a stop there was no
movement until the ignition was cycled.
CAUSE: The Engine Speed Sensor and the Turbine Speed Sensor connectors were swapped. When speed
sensor operation was checked on the scan tool the engine rpm went to zero and the turbine rpm
indicated an rpm reading when the transmission was shifted into drive.
CORRECTION: From the 2001 model year to the 2014 model year connect the Engine Speed Sensor to the Dark
Blue/White and Red/Black wire connector. The Turbine Speed Sensor connector is Light Blue
and Orange, refer to figure 1.
Many thanks to Charlie from Treasure Coast Auto Repair Inc for sharing his experience with ATSG.

ALLISON 1000/2000 SERIES
ERRATIC SHIFTS
ENGINE SPEED
SENSOR
DK. BLUE/WHITE TURBINE SPEED
RED/BLACK SENSOR
LT. BLUE
ORANGE

Figure 1

ALLISON 1000/2000
SUDDEN HIGH GEAR START
COMPLAINT: A GM or GMC Truck with 4th Generation Allison 1000 has a complaint of high gear starts. A
scan tool indicates codes P0880 “Transmission Control Module Power Input “ fault is set. Also
set is code U0101 “Lost Communication With Transmission Control Module”. The scan tool
could not communicate with the TCM. The U0101 code was retrieved from the ECM and the
P0880 was retrieved from a generic scan.
CAUSE: In situations such as this it is always a good practice to check for power to the TCM before
condemning the computer and that is exactly what the technician did. Using a volt meter, TCM
connector terminal 63 which is the ignition on TCM power supply circuit, did not have battery
voltage present. Terminal 70 which is the B+ keep alive circuit which should have battery voltage
at all times did not, refer to figure 1.
The TCM wiring harness, not far from the connector takes a sharp turn, it is here that the
technician found the cause of this complaint, refer to figure 2. The Ignition ON Pink wire and the
B+ Red/White wire were broken.
CORRECTION: Once the wires were repaired, refer to figure 3, communication with the TCM returned and the
transmission resumed normal operation.
A special thank you to Sam from Sam’s Transmission for sharing this fix in order to make this bulletin possible.

ALLISON 1000/2000
HOT AT
B+ ALL TIMES
RUN/CRANK RELAY
TCM-BATT UNDERHOOD
TRANS-IGN
FUSE 7 FUSE BOX
FUSE 13
15A
15A
X2 N4 N3
THIS WIRE THIS WIRE

WAS BROKEN WAS BROKEN
PK R/WH R/WH
63 10 70
IGN B+ B+ TRANSMISSION
CONTROL
MODULE
9 69
BK/WH BK/WH
IGN ON B+
G103
61 80
41 60
21 40
1 20
Figure 1

ALLISON 1000/2000
THE B+ & IGNITION ON

WIRES WERE BROKEN
INSIDE THE HARNESS
Figure 2
REPAIRED WIRE HARNESS

Figure 3

Wesco - 81
JEEP MP3024 TRANSFER CASE
SHIFT MOTOR DOES NOT RANGE
COMPLAINT #1: A 2014 Jeep Grand Cherokee with the 3.6 Liter Engine and an MP3024 transfer case has a
complaint of the transfer case shift motor does not range to other drive positions. The transfer
case shift motor would just click but would not turn. Whenever the DriveTrain Control Module
(DTCM) was scanned, the codes were different each time.
The technician chose to check the shift motor circuits. When the five (5) Volt Supply Circuit
was checked, which can be found in the electrical diagram in figure 1, it did not have five volts
on it. There was also no voltage being delivered to the shift motor control circuits.
The DriveTrain Control Module C1 and C2 connector terminal identification can be seen in
figures 2 and 3.
The Transfer Case Motor C1 and C2 connector terminal identification can be seen in figures 4
and 5.
COMPLAINT #2: A 2016 Jeep Grand Cherokee has a complaint of the transfer case making a growling noise and
felt like it was in two gears at the same time with no diagnostic trouble codes set.
CAUSE #1: Since the DriveTrain Control Module is responsible for supplying a five volt supply as well as
battery voltage to the shift motor directional circuits, the DTCM was condemned as the cause of
the complaint.
CAUSE #2: The drivetrain Control Module was faulty.
CORRECTION: Replace the DriveTrain Control Module which is located under the drivers seat as shown in
figure 6.
A special thanks to Rick at Performance Transmission for the information and photo that made this bulletin
possible.
A very special thank you to Tom & Steve at Keys Jeep Adventures, Key West, Fl.

+
BATTERY
83
POWER DISTRIBUTION CENTER
TRANSFER CASE
RUN/START BODY CONTROL
SELECTOR SWITCH
RELAY MODULE
FUSE F77 FUSE F32 FUSE F94

10A 30A 10A FUSED LIN LIN CAN C CAN C
B+ GROUND BUS 1 BUS 1 (-) (+)
30 41 11 C7 7 6 5 7 26 25 C5E
RD/LG RED RD/YL RD/YL BK OR WT/DG YL BR
SP001 SP002 6 14
6 14
STAR CAN C
4 8 2 1
DASH CONNECTOR
4 8 CAN C CAN C
SP1955
(-) (+)
CAN C CAN C
(+) (-)
2
1 2 C12
2
WT DG
SP1911
3 30
Figure 1
3 30
G911A
4 C1 C C2 6 5 C1
FUSED IG FUSED CAN C CAN C
RUN/START B+ SWITCHED (+) (-)
CTRL OUTPUT BATTERY DRIVETRAIN MODE DRIVETRAIN
SHIFT MTR SOLENOID STEP MTR SHIFT MTR 5 VOLT SENSOR SENSOR
GROUND CTRL A SUPPLY CTRL D CTRL B SUPPLY SIGNAL RETURN
D B C2 1 9 C1 A C2 11 3 10 C1
DRIVETRAIN
CONTROL
BK
YL/BR DG/YL YL/TN YL/GY BR YL/LG BN/LG MODULE


SP2031
1 2 3 4 C1 1 2 3 C2
SHIFT MTR SWITCHED STEP MTR SHIFT MTR DRIVETRAIN MODE DRIVETRAIN
CTRL A BATTERY CTRL D CTRL B 5 VOLT SENSOR SENSOR
SOLENOID SUPPLY SIGNAL RETURN
TRANSFER CASE
SUPPLY MOTOR
G901A The Shift Motor Control The DriveTrain 5 Volt Supply

Circuits Had Zero Volts Circuit Had Zero Volts

DRIVETRAIN CONTROL MODULE DRIVETRAIN CONTROL MODULE
C1 CONNECTOR C2 CONNECTOR
8 1 D A
16 9
1 Switched Battery Solenoid Supply A Shift Motor Control B
2 Neutral Indicator B Shift Motor Control A
3 Mode Sensor Signal C Fused B+
4 Fused Ignition Run/Start Control Output D Ground
5 CAN C (-)
6 CAN C (+)
7 Transfer Case Position Sensor Input
8 Mode Select
9 Step Motor Control D
10 DriveTrain Sensor Return
11 DriveTrain 5 Volt Supply
12 - 16 Not Used
Figure 2 Figure 3

TRANSFER CASE MOTOR TRANSFER CASE MOTOR
C1 CONNECTOR C2 CONNECTOR
1
4 1
3
1 Shift Motor Control A
2 Switched Battery Solenoid Supply 1 DriveTrain 5 Volt Supply
3 Step Motor Control D 2 Mode Sensor Signal
4 A Shift Motor Control B Copyright © 2019 ATSG 3 DriveTrain Sensor Return Copyright © 2019 ATSG
Figure 4 Figure 5
8675H3223767123611
485C78H4HK9921
DRIVETRAIN CONTROL
MODULE
99AG
3767123611
(Located Under Driver’s Seat)

Figure 6
GM TRUCKS WITH MP1625/26
& 1222/25/26 TRANSFER CASES
FAILURE TO DRIVE THE FRONT DRIVE SHAFT
COMPLAINT: A 2015 to 2017 Chevrolet Silverado or GMC Sierra with an MP1625/26 (RPO NQF) or an
MP1222/25/26 (RPO NQG) Transfer Case may have a complaint of losing the ability to drive the
front drive shaft. Even though the four wheel drive indicator is on, indicating the all operations to
achieve four wheel drive have been met, the front drive shaft does not turn.
CAUSE: In order to verify the complaint, place the transfer case into the four wheel drive position. Then
turn the front drive shaft. If the front drive shaft turns independently of the rear drive shaft, the
mechanical link between the two has been broken. This is caused by the separation of the body
ring that the synchronizer engages from Front Output Shaft Drive Sprocket as seen in figure 1.
The body ring is pressed into the Output Shaft Drive Sprocket, refer to figure 2, at the time of
manufacture and it has come loose.
CORRECTION: Replace the Output Shaft Drive Sprocket.
OUTPUT SHAFT DRIVE SPROCKET
THE BODY RING HAS SEPARATED FROM THE DRIVE SPROCKET

Figure 1

GM TRUCKS WITH MP1625/26
& 1222/25/26 TRANSFER CASES
FAILURE TO DRIVE THE FRONT DRIVE SHAFT
1-Rear Output Shaft

2-Front Output Shaft Drive Sprocket
3-Two/Four Wheel Drive Inner Blocking Ring
4-Two/Four Wheel Drive Outer Blocking Ring
5-Two/Four Wheel Drive Synchronizer Ring
6-Two/Four Wheel Drive Synchronizer Hub
7-Two/Four Wheel Drive Synchronizer Sleeve

Figure 2

FITZALL - 88
Precision International - IBC
Transtec - BC

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"ATSG's 2019 Technical

The information and part numbers contained in this booklet have

Copyright © ATSG 2019

AUTOMATIC TRANSMISSION SERVICE GROUP

Transtar Industries.......................................... 5 Moose............................................................. 51

Natpro............................................................ 17 ETE Reman..................................................... 57

Adapt-A-Case................................................ 20 & 21 Transmission Digest........................................ 61

A & Reds........................................................ 25 Sonnax............................................................ 67

Dura-Bond..................................................... 27 ATS................................................................. 73 & 74

What Ever It Takes - WIT................................ 33 Teckpak/Fitzall................................................ 88

Exedy FDF...................................................... 35 Precision International..................................... IBC

Automatic Transmission Service Group

PRESS THE NEW

ALWAYS CHECK FOR A

Copyright © 2019 ATSG Copyright © 2019 ATSG

MAKE CERTAIN THE

Copyright © 2019 ATSG

Automatic Transmission Service Group

INPUT SHAFT SEAL

Copyright © 2019 ATSG

Automatic Transmission Service Group

SUMMARY: Correct 3-5-Reverse Clutch Application - Generation 1 - Figure 4

Incorrect 3-5-Reverse Clutch Application - Generation 1 - Figure 5

3-5-Reverse Clutch Application - Generation 2 - Figure 6

Automatic Transmission Service Group

INNER & OUTER OUTER SEAL

USES 4 RING USES 3 RING

Copyright © 2019 ATSG Copyright © 2019 ATSG

A Generation 2 Drum Used In A

Copyright © 2019 ATSG

Automatic Transmission Service Group

MUST HAVE INNER SEAL

3-5-REVERSE CLUTCH 3-5-REVERSE CLUTCH

MUST HAVE FOUR RING

Copyright © 2019 ATSG

3-5-REVERSE CLUTCH 3-5-REVERSE CLUTCH

Copyright © 2019 ATSG

DRUM SUPPORT TOWER HAS SOLENOID

Automatic Transmission Service Group

PCS 3-5-REV CLU

PCS 3-5-R CLUTCH

Copyright © 2019 ATSG

Automatic Transmission Service Group

Copyright © 2019 ATSG

APPLY FINGER HEIGHT = .638”

APPLY FINGER HEIGHT = .785”

GENERATION TWO 1-2-3-4 CLUTCH APPLY PISTON

Automatic Transmission Service Group

Automatic Transmission Service Group

The 55MM Long Bolt Punched A

The 55MM Long Cut threads

With The 55MM Long Bolt

The Punched Out Piece Of Spacer

VALVE BODY ASSEMBLY BOLT LENGTHS

Copyright © 2019 ATSG

TECHM TO VALVE BODY ASSEMBLY BOLT LENGTHS

M6X80 M6X80 M6X80