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Service Manual

CL(B)T 5000, 6000 Series


M 5600, 6600 Series
S 5600, 6600 Series Transmissions
SM1866EN

SM1866EN

Service
Manual

Allison Transmission
CLBT, CLT, CT
VCLBT, VCLT
5861,
5961, 5962, 5963
6061, 6062, 6063
M 5600(A)(R), S 5600(H)(M)(R)
M 6600(A)(R), S 6600(H)(M)(R)

JANUARY 1997
Revision 1, 1999 April
Division of General Motors Corporation
P.O. Box 894 Indianapolis, Indiana 46206-0894

Printed in the U.S.A.

Copyright 1997 General Motors Corp.

INTRODUCTION
TRADEMARK USAGE
The following trademarks are the property of the companies indicated:
DEXRON is a registered trademarks of General Motors Corporation.
Biobor JF is the registered trademark for a biological inhibitor manufactured by U.S. Borax and

Chemical Corporation.
Loctite is a registered trademark of the Loctite Corporation.
Teflon is a registered trademark of the DuPont Corporation.
Marfak No. 2 is a registered trademark of Texaco Inc.
Lubriplate is a registered trademark of the Fiske Brothers Refining Co., Newark, New Jersey.
Oxweld is a registered trademark of the Oxweld Acetylene Company.
Amojell is a registered trademark of the Amoco Oil Corporation.

NOTE:
This publication is revised periodically to include improvements,
new models, special tools, and procedures. A revision is indicated
by letter suffix to the publication number. Check with your Allison Transmission service outlet for the currently applicable publication. Additional copies of this publication may be purchased
from authorized Allison Transmission service outlets. Look in
your telephone directory under the heading of Transmissions
Truck, Tractor, etc.

ii

Copyright 1997 General Motors Corp.

IMPORTANT SAFETY NOTICE


IT IS YOUR RESPONSIBILITY to be completely familiar with the Warnings and Cautions described in this Service Manual. These Warnings and Cautions advise against the
use of specific service methods that can result in personal injury, damage to the equipment, or cause the equipment to become unsafe. It is, however, important to understand
that these Warnings and Cautions are not exhaustive. Allison Transmission could not
possibly know, evaluate, and advise the service trade of all conceivable ways in which
service might be done or of the possible hazardous consequences of each way. Consequently, Allison Transmission has not undertaken any such broad evaluation. Accordingly, ANYONE WHO USES A SERVICE PROCEDURE OR TOOL WHICH IS NOT
RECOMMENDED BY ALLISON TRANSMISSION MUST first be thoroughly satisfied
that neither personal safety nor equipment safety will be jeopardized by the service
methods selected.
Proper service and repair are important to the safe, reliable operation of the equipment.
The service procedures recommended by Allison Transmission and described in this Service Manual are effective methods for performing service operations. Some of these service operations require the use of tools specifically designed for the purpose. The special
tools should be used when and as recommended.

WARNINGS, CAUTIONS, AND NOTES


Three types of headings are used in this manual to attract your attention:
WARNING!
is used when an operating procedure, practice,
etc., which, if not correctly followed, could result
in personal injury or loss of life.

CAUTION:
is used when an operating procedure, practice,
etc., which, if not strictly observed, could result
in damage to or destruction of equipment.

NOTE:
is used when an operating procedure, practice, etc.,
is essential to highlight.

Copyright 1997 General Motors Corp.

iii

LIST OF WARNINGS
This manual contains the following Warnings
IT IS YOUR RESPONSIBILITY TO BE FAMILIAR WITH ALL OF THEM.
Arc welding equipment requires dangerously high currents and voltages which cannot be sufficiently
reduced to permit its use for jump-starting. To help avoid injury or equipment damage, do not attempt
to jump-start the equipment using an arc welder.
Welding on the equipment may induce currents and voltages in the transmission electronic controls.
Sudden and unexpected movement may occur if the transmission controls are accidentally activated. To
avoid injury or property damage, always disconnect the Shift Pattern Generator (SPG) before welding
on the equipment.
To help avoid injury and property damage caused by sudden and unexpected vehicle movement, do not
begin a stationary stall test until you:

Put the transmission in N (Neutral).... and


Set the parking brake and service brakes, and make sure they are properly engaged... and
Chock the wheels and take any other steps necessary to keep the vehicle from moving... and
Warn people to keep clear of the vehicle and its path.

Electricity must never, under any circumstances, be applied to any electric valve body component while
the engine is running, while the mechanic is working under the vehicle, or while personnel are working
in the vehicle path. Sudden and unexpected movement may occur if the control valve solenoids are
activated by an external power supply. A runaway vehicle could only be stopped by applying the vehicle
brakes or shutting down the engine: removal of the power supply would not stop the vehicle because of
the fail-protection system. To help avoid injury or property damage, always shut off the engine, set the
vehicle brakes, and lock the wheels before any troubleshooting of the solenoids.
Removing the wiring harnesses from the transmission while the equipment power supply is ON can
cause unexpected shifts resulting in sudden, uncontrolled vehicle or equipment movement. To help avoid
injury or property damage, power from the equipment electrical system must be switched OFF before
disconnecting the transmission wiring.
Toxic gases are produced by burning Teflon. Exposure to these gases is extremely hazardous and can be
fatal. DO NOT burn discarded Teflon seals.
Drying a ball or roller bearing by spinning it with compressed air can cause the bearing to disintegrate,
allowing balls or rollers to become lethal flying projectiles. Spinning the bearing without lubrication can
also damage the bearing. To avoid injury and component failure, never dry bearings by spinning them
with compressed air.
To prevent any unexpected shift during removal of the wiring harnesses, be sure that the power supply
from the equipment electrical system is switched off.
Lifting the torque converter drive housing or flywheel assembly from the transmission can dislodge
lockup clutch parts from the housing or assembly. To avoid injury from falling parts, stay clear of the area
beneath the raised components and do not attempt to hold the parts in the assembly using your hands.
The cadmium-plated material used in the brazed joints of the main-pressure hose fittings produces toxic
yellow-brown gases when welded. Exposure to these gases is extremely hazardous and can be fatal. DO
NOT attempt to repair hose fitting joints by welding.
Interference between the main-pressure transfer tube assembly hose and the equipment causes binding
and abrasion of the hose. Failure of an abraded hose releases pressurized, heated fluid (pressures and
temperatures in the assembly can exceed 350 psi (2413 kPa) and 275 F (135C)). To help avoid injury
due to hose failure, prevent physical contact between the hose and equipment when installing the
transfer tube assembly.
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Copyright 1997 General Motors Corp.

TABLE OF CONTENTS
Paragraph

Section 1.

Page

GENERAL INFORMATION

11. SCOPE
a. Coverage . . . . . . . . . . . . . . . . . . . . . . . . . 11
b. Illustrations. . . . . . . . . . . . . . . . . . . . . . . . 11
c. Maintenance Information. . . . . . . . . . . . . 12
12. SUPPLEMENTARY INFORMATION
13. ORDERING PARTS
a. Transmission Nameplate.. . . . . . . . . . . . . 13
b. Electronic-Control Models. . . . . . . . . . . . 13
c. Parts Catalog. . . . . . . . . . . . . . . . . . . . . . . 14
14. DESIGN FEATURES
a. Transmission-to-Engine Coupling. . . . . . 15
b. Torque Converter. . . . . . . . . . . . . . . . . . . 15
c. Planetary Gearing. . . . . . . . . . . . . . . . . . . 15
d. Clutches.. . . . . . . . . . . . . . . . . . . . . . . . . . 15
e. Hydraulic System. . . . . . . . . . . . . . . . . . 15
f. Power Takeoff.. . . . . . . . . . . . . . . . . . . . . 15
g. Lockup Clutch.. . . . . . . . . . . . . . . . . . . . . 16
15. SHIFT CONTROL SYSTEMS
a. Manual-Electric Shift. . . . . . . . . . . . . . . . 16
b. Automatic-Electric Shift . . . . . . . . . . . . . 16
c. Electronic-Control Shift. . . . . . . . . . . . . . 16
d. Manual-Hydraulic Shift. . . . . . . . . . . . . . 17
16. OPTIONS
a. Hydraulic Retarder. . . . . . . . . . . . . . . . . . 17
b. Parking Brake. . . . . . . . . . . . . . . . . . . . . . 17
c. Transfer Gears (Dropbox) . . . . . . . . . . . . 17
d. Output Disconnects . . . . . . . . . . . . . . . . . 17
e. Flanges . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
f. Speedometer Drive . . . . . . . . . . . . . . . . . 17
17. OPERATING INSTRUCTIONS
a. Operators Manual. . . . . . . . . . . . . . . . . . 17
b. Manual Mode . . . . . . . . . . . . . . . . . . . . . . 18
c. Cold Weather Starts . . . . . . . . . . . . . . . . . 18
d. Towing . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
18. SPECIFICATIONS AND DATA

Section 2. DESCRIPTION AND OPERATION


21. SCOPE
a. Two Configurations . . . . . . . . . . . . . . . . . 21
b. Control Systems . . . . . . . . . . . . . . . . . . . . 21
22. MOUNTING, INPUT DRIVES
a. Remote Mounting . . . . . . . . . . . . . . . . . . 21
b. Direct Mounting. . . . . . . . . . . . . . . . . . . . 21
23. LOCKUP CLUTCH
a. Description . . . . . . . . . . . . . . . . . . . . . . . 21
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . . 22

Paragraph

Page

24. TORQUE CONVERTER


FIXED CAPACITY
a. Description . . . . . . . . . . . . . . . . . . . . . . . . 22
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . . 22
25. TORQUE CONVERTER
VARIABLE CAPACITY
a. Description . . . . . . . . . . . . . . . . . . . . . . . . 23
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . . 24
26. HYDRAULIC RETARDER
a. Description . . . . . . . . . . . . . . . . . . . . . . . . 25
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . 25
27. POWER TAKEOFF (PTO) DRIVES
a. Description . . . . . . . . . . . . . . . . . . . . . . . . 25
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . . 25
28. SPLITTER CLUTCHES, GEARING
a. Description . . . . . . . . . . . . . . . . . . . . . . . . 25
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . . 26
29. HIGH-RANGE CLUTCH (FIFTH
AND SIXTH RANGE)
a. Description . . . . . . . . . . . . . . . . . . . . . . . . 26
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . . 26
210. INTERMEDIATE-RANGE
CLUTCH, PLANETARY (THIRD AND
FOURTH RANGE)
a. Description . . . . . . . . . . . . . . . . . . . . . . . . 26
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . . 27
211. LOW-RANGE CLUTCH, PLANETARY
(FIRST AND SECOND RANGE)
a. Description . . . . . . . . . . . . . . . . . . . . . . . . 27
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . . 27
212. REVERSE CLUTCH, PLANETARY
a. Description . . . . . . . . . . . . . . . . . . . . . . . . 28
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . . 28
213. SPEEDOMETER DRIVE
a. Description . . . . . . . . . . . . . . . . . . . . . . . . 28
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . . 28
214. PARKING BRAKE
a. Description . . . . . . . . . . . . . . . . . . . . . . . . 28
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . . 29
215. PAN, STRAINER
a. Description . . . . . . . . . . . . . . . . . . . . . . . . 29
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . . 29
216. INPUT PRESSURE AND
SCAVENGE PUMP
a. Description . . . . . . . . . . . . . . . . . . . . . . . . 29
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . . 29

Copyright 1997 General Motors Corp.

TABLE OF CONTENTS
Paragraph

Page

217. HOUSING, COVERS


a. Front Cover (Remote Mount Models) . . 29
b. Torque Converter Housing . . . . . . . . . . . 29
c. Main Housing . . . . . . . . . . . . . . . . . . . . . 29
218. HYDRAULIC SYSTEM
a. System Functions . . . . . . . . . . . . . . . . . 210
b. System Schematics . . . . . . . . . . . . . . . . 210
c. Filter, Main-Pressure
Regulator Valve. . . . . . . . . . . . . . . . . . . 210
d. Lockup Clutch Shift Valve . . . . . . . . . . 210
e. Flow (Lockup Cutoff) Valve
(Models With Non-Electric Lockup) . . 211
f. Check Valve (Models With
Non-Electric Lockup) . . . . . . . . . . . . . . 211
g. Hydraulic Retarder Valve (Models With
Retarder) . . . . . . . . . . . . . . . . . . . . . . . . 211
h. Converter Pressure Relief Valve (All
Models) . . . . . . . . . . . . . . . . . . . . . . . . . 211
i. Converter Pressure Regulator Valve
(Models With Retarder) . . . . . . . . . . . . 211
j. Lubrication Pressure Regulator
Valve (Models Without Retarder). . . . . 211
k. Converter-In Check Valve
(Models With Retarder) . . . . . . . . . . . . 211
219. MANUAL-HYDRAULIC CONTROL
SYSTEM
a. Manual Selector Valve . . . . . . . . . . . . . 212
b. Neutral Trimmer Valve . . . . . . . . . . . . . 212
c. Intermediate-Range Trimmer Valve . . . 212
220. MANUAL-HYDRAULIC
CONTROL SYSTEM CIRCUITS
a. Neutral . . . . . . . . . . . . . . . . . . . . . . . . . .
b. First Range . . . . . . . . . . . . . . . . . . . . . .
c. Second Range . . . . . . . . . . . . . . . . . . . .
d. Third Range. . . . . . . . . . . . . . . . . . . . . .
e. Fourth Range . . . . . . . . . . . . . . . . . . . . .
f. Fifth Range . . . . . . . . . . . . . . . . . . . . . .
g. Sixth Range . . . . . . . . . . . . . . . . . . . . . .
h. Reverse . . . . . . . . . . . . . . . . . . . . . . . . .

212
214
214
214
214
214
215
215

221. MANUAL-ELECTRIC CONTROL


HYDRAULIC SYSTEM
a. Reverse Shift Valve. . . . . . . . . . . . . . . .
b. Low-Range Shift Valve. . . . . . . . . . . . .
c. Intermediate-Range Shift Valve . . . . . .
d. High-Range Shift Valve . . . . . . . . . . . .
e. Solenoid Pressure Regulator Valve. . . .
f. Priority Valve . . . . . . . . . . . . . . . . . . . .

215
215
215
216
216
216

vi

Paragraph

g. Splitter Shift Valve . . . . . . . . . . . . . . . .


h. Protection in the Event of
Electrical Interruption . . . . . . . . . . . . . .
i. Trimmer System . . . . . . . . . . . . . . . . . .
j. Reverse Trimmer. . . . . . . . . . . . . . . . . .
k. Low-Range Trimmer. . . . . . . . . . . . . . .
l. Intermediate-Range Trimmer . . . . . . . .
m. Splitter-Low Trimmer . . . . . . . . . . . . . .
n. Exhaust Regulator Valve. . . . . . . . . . . .
o. Solenoids . . . . . . . . . . . . . . . . . . . . . . . .
p. Shift Selector Assembly . . . . . . . . . . . .
q. Wiring Harness . . . . . . . . . . . . . . . . . . .
222. MANUAL-ELECTRIC CONTROL
HYDRAULIC SYSTEM CIRCUITS
a. Neutral . . . . . . . . . . . . . . . . . . . . . . . . . .
b. Protection in the Event of Electrical
Interruption While Operating
in Neutral . . . . . . . . . . . . . . . . . . . . . . . .
c. Protection in the Event of Electrical
Interruption While Operating in
Forward Ranges. . . . . . . . . . . . . . . . . . .
d. First-Range Operation . . . . . . . . . . . . . .
e. Second-Range Operation . . . . . . . . . . .
f. Third-Range Operation . . . . . . . . . . . . .
g. Fourth-Range Operation . . . . . . . . . . . .
h. Fifth-Range Operation. . . . . . . . . . . . . .
i. Sixth-Range Operation . . . . . . . . . . . . .
j. Reverse Operation . . . . . . . . . . . . . . . . .
k. Protection in the Event of Electrical
Interruption While Operating
in Reverse . . . . . . . . . . . . . . . . . . . . . . .
l. Protection in the Event of Electrical
Interruption While Operating
Dual-Electric Equipment. . . . . . . . . . . .

Page

216
216
217
217
217
218
218
218
218
219
219

219

220

221
221
221
222
222
222
223
223

223

223

223. SPG-CONTROL AUTOMATIC-ELECTRIC


HYDRAULIC SYSTEM AND CIRCUITS
a. Description . . . . . . . . . . . . . . . . . . . . . . 224
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . 224
c. Lock-In-Range Downshift Protection. . 226
d. Lock-In-Range Reset Procedure . . . . . . 226
e. Operation After Lock-In-Range
Reset . . . . . . . . . . . . . . . . . . . . . . . . . . . 226
f. Electrical Connections. . . . . . . . . . . . . . 226
g. Negative-Ground System . . . . . . . . . . . 226
h. Positive-Ground System . . . . . . . . . . . . 228
i. Fusing and Overload Protection . . . . . . 228

Copyright 1997 General Motors Corp.

TABLE OF CONTENTS
Paragraph

Page

224. ELECTRONIC CONTROL HYDRAULIC


SYSTEM AND CIRCUITS (Models Without
Trim Boost)
a. Electronic Control Unit (ECU) . . . . . . . 228
b. Shift Selector . . . . . . . . . . . . . . . . . . . . . 228
c. CHECK TRANS Light . . . . . . . . . . . . . 230
d. Throttle Sensor. . . . . . . . . . . . . . . . . . . . 230
e. Output Speed Sensor . . . . . . . . . . . . . . . 230
f. Wiring Harnesses . . . . . . . . . . . . . . . . . . 232
g. Lockup (Models With Electric
Lockup) . . . . . . . . . . . . . . . . . . . . . . . . . 232
h. Operation of the Electronic
Control System. . . . . . . . . . . . . . . . . . . . 232
225. ELECTRONIC CONTROL HYDRAULIC
SYSTEM AND CIRCUITS (Models With
Trim Boost)
a. Trimmer System . . . . . . . . . . . . . . . . . . 233
b. Reverse Trimmer . . . . . . . . . . . . . . . . . . 233
c. Low-Range Trimmer . . . . . . . . . . . . . . . 234
d. Intermediate-Range Trimmer . . . . . . . . 234
e. Splitter-High Trimmer . . . . . . . . . . . . . . 234
f. Splitter-Low Trimmer . . . . . . . . . . . . . . 234
g. Trim Boost Valve. . . . . . . . . . . . . . . . . . 235
226. TORQUE PATHS THROUGH THE
TRANSMISSION
a. Torque Converter Operation . . . . . . . . . 235
b. Lockup Operation . . . . . . . . . . . . . . . . . 235
c. Neutral Torque Path. . . . . . . . . . . . . . . . 236
d. First-Range Torque Path . . . . . . . . . . . . 237
e. Second-Range Torque Path . . . . . . . . . . 238
f. Third-Range Torque Path . . . . . . . . . . . 239
g. Fourth-Range Torque Path . . . . . . . . . . 240
h. Fifth-Range Torque Path . . . . . . . . . . . . 241
i. Sixth-Range Torque Path. . . . . . . . . . . . 242
j. Reverse or Reverse-1 Torque Path . . . . 243
k. Reverse-2 Torque Path. . . . . . . . . . . . . . 244

Section 3. PREVENTIVE MAINTENANCE


31. SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
32. GENERAL INSPECTION AND CARE . . . 31
33. IMPORTANCE OF PROPER
TRANSMISSION FLUID LEVEL
a. Effects of Improper Fluid Level . . . . . . . 31
b. Foaming and Aeration . . . . . . . . . . . . . . . 31
34. TRANSMISSION FLUID LEVEL
CHECK PROCEDURE
a. Cold Check. . . . . . . . . . . . . . . . . . . . . . . . 32
b. Hot Check . . . . . . . . . . . . . . . . . . . . . . . . 32

Paragraph

Page

35. KEEPING TRANSMISSION


FLUID CLEAN . . . . . . . . . . . . . . . . . . . . . . . 33
36. TRANSMISSION FLUID
RECOMMENDATIONS
a. Recommended Automatic
Transmission Fluid. . . . . . . . . . . . . . . . . . 34
b. Recommended Viscosity Grade . . . . . . . 34
37. TRANSMISSION FLUID AND FILTER
CHANGE INTERVALS . . . . . . . . . . . . . . . . 34
38. FLUID CONTAMINATION
a. Examination at Fluid Change . . . . . . . . . 35
b. Metal Particles . . . . . . . . . . . . . . . . . . . . . 35
c. Coolant Leakage . . . . . . . . . . . . . . . . . . . 35
39. TRANSMISSION FLUID AND FILTER
CHANGE PROCEDURES . . . . . . . . . . . . . . 35
310. BREATHER . . . . . . . . . . . . . . . . . . . . . . . . . 36
311. CHECKING FLUID TEMPERATURE,
PRESSURES
a. Fluid Temperature Gauge . . . . . . . . . . . . 36
b. Checking, Adjusting Main Pressure . . . . 36
c. Checking Lubrication Pressure . . . . . . . 37
d. Adjusting Lubrication Pressure
(Models Without Retarder) . . . . . . . . . . . 37
e. Checking Converter-out Pressure . . . . . . 38
f. Checking Fluid Velocity Governor
(Pitot) Pressure (Models With NonElectric Lockup). . . . . . . . . . . . . . . . . . . . 39
g. Checking Stator Control Pressure
(Models With Variable-Capacity
Torque Converter) . . . . . . . . . . . . . . . . . . 39
h. Checking Range and Splitter Clutch
Pressures. . . . . . . . . . . . . . . . . . . . . . . . . . 39
312. LINKAGE
a. Manual Selector Valve Linkage
(Manual-Hydraulic Models) . . . . . . . . . . 39
b. Retarder Valve Linkage . . . . . . . . . . . . . 310
c. Output Disconnect Linkage . . . . . . . . . . 310
313. EXTERNAL HYDRAULIC LINES
AND COOLER
a. External Lines . . . . . . . . . . . . . . . . . . . . 310
b. Cooler. . . . . . . . . . . . . . . . . . . . . . . . . . . 310
314. ADJUSTING LOCKUP SPEED (Models With
Non-Electric Lockup)
a. Lockup Speed (in the Equipment) . . . . . 310
b. Lockup Speed and Shift Points
(Using a Test Stand). . . . . . . . . . . . . . . . 310
c. Lockup Speed Adjustment. . . . . . . . . . . 311

Copyright 1997 General Motors Corp.

vii

TABLE OF CONTENTS
Paragraph

Page

315. ADJUSTING PARKING BRAKE


a. Description . . . . . . . . . . . . . . . . . . . . . . 311
b. Procedures . . . . . . . . . . . . . . . . . . . . . . . 311
c. Burnishing New Brakes . . . . . . . . . . . . 311
316. TRANSMISSION STALL TEST AND
NEUTRAL COOL-DOWN CHECK
a. Purpose . . . . . . . . . . . . . . . . . . . . . . . . .
b. Stall Test Preparation . . . . . . . . . . . . . .
c. Stall Test Procedures Equipment
Without Smoke-Controlled Engines . . .
d. Stall Test Procedures Equipment
With Smoke-Controlled Engines . . . . .
e. Neutral Cool-Down Check
Procedure . . . . . . . . . . . . . . . . . . . . . . .
f. Results . . . . . . . . . . . . . . . . . . . . . . . . . .

311
312
312
312
313
313

317. PRESERVATION AND STORAGE


a. Storage, New Transmissions
(Prior to Installation) . . . . . . . . . . . . . . . 313
b. Preservation Methods . . . . . . . . . . . . . . 313
c. Storage, One Year Without
Transmission Fluid . . . . . . . . . . . . . . . . 313
d. Storage, One Year With Transmission
Fluid (Normally Installed in the
Equipment) . . . . . . . . . . . . . . . . . . . . . . 314
e. Restoring Transmission to Service . . . . 314
318. LUBRICATION OF SHIFT SELECTOR
SPG-CONTROL AUTOMATIC-ELECTRIC
MODELS
a. Lubrication Intervals . . . . . . . . . . . . . . . 314
b. Clean Before Lubricating . . . . . . . . . . . 315
c. Lubrication Points . . . . . . . . . . . . . . . . . 315
319. TROUBLESHOOTING THE CONTROL
SYSTEM
320. CHECKING, ADJUSTING MANUALELECTRIC CONTROL SYSTEM
a. Field Test Kit. . . . . . . . . . . . . . . . . . . . .
b. Checking Wiring Harness . . . . . . . . . . .
c. Checking Main Control Valve Body . .
d. Checking Hydraulic Circuits. . . . . . . . .

315
315
317
317

321. CHECKING, ADJUSTING SPG-CONTROL


AUTOMATIC-ELECTRIC SYSTEM
a. Field Test Kit. . . . . . . . . . . . . . . . . . . . . 318
b. Checking Wiring Harnesses . . . . . . . . . 318
c. Checking Throttle Potentiometer . . . . . 320
d. Checking Magnetic Pickup
(Speed Sensor). . . . . . . . . . . . . . . . . . . . 320

viii

Paragraph

e. Checking Shift Pattern


Generator (SPG) . . . . . . . . . . . . . . . . . .
f. Checking 24V Overload Protector . . . .
g. Checking 12V-to-24V Converter . . . . .
h. Checking Control Valve Assembly. . . .
i. Checking Hydraulic Circuit . . . . . . . . .

Page

320
320
321
321
321

322. TESTING SHIFT SELECTOR ASSEMBLY


a. Manual-Electric Test Equipment . . . . . 321
b. Shop-Constructed Test Lamp Bank . . . 321
c. Testing Manual-Electric
Shift Selector . . . . . . . . . . . . . . . . . . . . . 322
d. Testing SPG-Control AutomaticElectric Shift Selector . . . . . . . . . . . . . . 323
323. TROUBLESHOOTING THE TRANSMISSION
a. Before Removal or Operation . . . . . . . . 325
b. During Operation. . . . . . . . . . . . . . . . . . 325
c. After Removal From Equipment. . . . . . 325
d. Troubleshooting Table . . . . . . . . . . . . . 325

Section 4. GENERAL OVERHAUL


INFORMATION
41. SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
42. PROCEDURES SUBJECT
TO CHANGE . . . . . . . . . . . . . . . . . . . . . . . . 41
43. WELDING PROCEDURES FOR
ELECTRONIC CONTROL
EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . 41
44. REMOVAL, INSTALLATION OF
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . 41
45. REMOVAL OF WIRING HARNESSES
(Manual-Electric and SPG-Control Models)
a. Manual-Electric Shift Model. . . . . . . . . . 41
b. SPG-Control Automatic-Electric
Shift Model . . . . . . . . . . . . . . . . . . . . . . . 42
46. REMOVAL OF REMOTE COMPONENTS
(Manual-Electric and SPG-Control Models)
a. Shift Selector Assembly . . . . . . . . . . . . . 45
b. Shift Pattern Generator (SPG),
12V-to-24V Converter, 24V Overload
Protector, Throttle Potentiometer . . . . . . 45
47. INSTALLATION OF EXTERIOR
COMPONENTS (Manual-Electric and
SPG-Control Models) . . . . . . . . . . . . . . . . . . 45

Copyright 1997 General Motors Corp.

TABLE OF CONTENTS
Paragraph

Page

48. TOOLS, EQUIPMENT


a. Special Tools . . . . . . . . . . . . . . . . . . . . . . 45
b. Improvised Tools and Equipment . . . . . . 46
c. Mechanics Tools, Shop Equipment . . . 46
49. REPLACEMENT PARTS
a. Ordering Information. . . . . . . . . . . . . . . . 47
b. Parts Normally Replaced . . . . . . . . . . . . . 47
c. Parts Replacement . . . . . . . . . . . . . . . . . . 47
410. CAREFUL HANDLING. . . . . . . . . . . . . . . . 48
411. CLEANING, INSPECTION
a. Dirt-Free Assembly . . . . . . . . . . . . . . . . . 48
b. Cleaning Parts . . . . . . . . . . . . . . . . . . . . . 49
c. Cleaning Bearings . . . . . . . . . . . . . . . . . 410
d. Inspecting Bearings . . . . . . . . . . . . . . . . 410
e. Keeping Bearings Clean . . . . . . . . . . . . 410
f. Inspecting Cast Parts, Machined
Surfaces . . . . . . . . . . . . . . . . . . . . . . . . . 410
g. Inspecting Bushings, Thrust Washers . . 411
h. Inspecting Seals, Gaskets. . . . . . . . . . . . 411
i. Inspecting Seal Contact Surfaces. . . . . . 411
j. Inspecting Gears. . . . . . . . . . . . . . . . . . . 411
k. Inspecting Splined Parts. . . . . . . . . . . . . 411
l. Inspecting Threaded Parts . . . . . . . . . . . 411
m. Inspecting Snaprings . . . . . . . . . . . . . . . 411
n. Inspecting Springs . . . . . . . . . . . . . . . . . 411
o. Inspecting Clutch Plates. . . . . . . . . . . . . 411
p. Inspecting Swaged, InterferenceFit Parts . . . . . . . . . . . . . . . . . . . . . . . . . 412
q. Inspecting Balls in Clutch Pistons . . . . . 412
r. Inspecting Pump Gears . . . . . . . . . . . . . 412
412. ASSEMBLY PROCEDURES
a. Clutches, Pistons . . . . . . . . . . . . . . . . . . 412
b. Parts Lubrication . . . . . . . . . . . . . . . . . . 412
c. External Plugs, Hydraulic Fittings. . . . . 413
d. Oil-Soluble Grease. . . . . . . . . . . . . . . . . 414
e. Sealing Compounds . . . . . . . . . . . . . . . . 414
f. Lip-Type Seals (Metal-Encased) . . . . . . 414
g. Interference-Fit Parts . . . . . . . . . . . . . . . 415
h. Sleeve-Type Bearings . . . . . . . . . . . . . . 415
i. Bearings (Ball or Roller) . . . . . . . . . . . . 415
413. REMOVING (OR INSTALLING)
TRANSMISSION
a. Drain Transmission Fluid . . . . . . . . . . . 415
b. Check Linkages and Lines. . . . . . . . . . . 415
c. Remove, Clean Transmission . . . . . . . . 415
d. Install Transmission . . . . . . . . . . . . . . . . 415

Paragraph

Page

414. WEAR LIMITS . . . . . . . . . . . . . . . . . . . . . . 416


415. SPRING SPECIFICATIONS . . . . . . . . . . . 416
416. TIGHT-FIT FLANGES
a. Removal of Flanges . . . . . . . . . . . . . . . . 416
b. Installation of Flanges . . . . . . . . . . . . . . 417
417. TEFLON LIP-TYPE SEALRINGS
a. Removal . . . . . . . . . . . . . . . . . . . . . . . . . 417
b. Installation . . . . . . . . . . . . . . . . . . . . . . . 417
418. DETERMINING PTO BACKLASH LIMITS
a. Determining Backlash Between
Drive and Driven Gear (Quantity A) . . . 418
b. Determining Backlash Between
Drive and Driven Gear (Quantity B) . . . 418
c. Determining the Total Backlash
in the Gear Train (Quantity C). . . . . . . . 418
419. TORQUE SPECIFICATIONS . . . . . . . . . . 419

Section 5. DISASSEMBLY OF
TRANSMISSION
51. SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
52. GENERAL INFORMATION FOR
DISASSEMBLY OF TRANSMISSION
a. Preparation for Disassembly . . . . . . . . . . 51
b. Removal of Control Components . . . . . . 51
c. Disassembly Information. . . . . . . . . . . . . 51
d. Lifting, Handling . . . . . . . . . . . . . . . . . . . 51
53. TRANSMISSION DISASSEMBLY
a. Removal of Exterior Components . . . . . . 51
b. Removal of Torque Converter and
Related Components . . . . . . . . . . . . . . . . 58
c. Removing Torque Converter
Elements. . . . . . . . . . . . . . . . . . . . . . . . . 510
d. Removal of Torque Converter
Housing, Retarder Housing, and
Related Components . . . . . . . . . . . . . . . 512
e. Removal of Pump, PTO, and
Idler Gears . . . . . . . . . . . . . . . . . . . . . . . 512
f. Separating Converter Housing and
Retarder Housing, and Removing
Related Parts . . . . . . . . . . . . . . . . . . . . . 513
g. Disassembly of Retarder Housing,
Turbine Shaft, and Related Parts
(Models With Retarder) . . . . . . . . . . . . . 515
h. Disassembly of Converter Housing,
Turbine Shaft, and Related Parts
(Models Without Retarder) . . . . . . . . . . 516

Copyright 1997 General Motors Corp.

ix

TABLE OF CONTENTS
Paragraph

Page

i. Removal of Transmission Output


Components. . . . . . . . . . . . . . . . . . . . . . 517
j. Removal of Range Planetaries,
Clutches, and Related Parts From
Output End of Transmission
Main Housing . . . . . . . . . . . . . . . . . . . . 521
k. Removal of Splitter Clutch and
Related Parts . . . . . . . . . . . . . . . . . . . . . 524

Section 6. REBUILD OF SUBASSEMBLIES


61. SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
62. GENERAL INFORMATION FOR
REBUILD OF SUBASSEMBLIES . . . . . . . 61
63. MANUAL-ELECTRIC CONTROL
SHIFT SELECTOR
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 61
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . . 64
64. SHIFT PATTERN GENERATOR
(SPG), 24V OVERLOAD PROTECTOR,
12V-to-24V CONVERTER . . . . . . . . . . . . . 68
65. SPG-CONTROL SHIFT SELECTOR
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 68
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . . 68
66. SPG-CONTROL THROTTLE
POTENTIOMETER
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 611
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 611
67. ELECTRONIC-CONTROL SHIFT
SELECTOR LEVER-TYPE
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 611
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 613
68. ELECTRONIC-CONTROL SHIFT
SELECTOR TOUCH-PAD
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 614
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 615
69. ELECTRONIC CONTROL UNIT
(ECU) PROM REPLACEMENT
a. Removal of PROM . . . . . . . . . . . . . . . . 617
b. Installation of PROM . . . . . . . . . . . . . . 618
610. PARKING BRAKE ASSEMBLY . . . . . . . 619
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 619
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 619
x

Paragraph

611. FILTER ASSEMBLIES . . . . . . . . . . . . . . .


a. Disassembly Earlier Filters . . . . . . .
b. Assembly Earlier Filters. . . . . . . . . .
c. Disassembly High-Efficiency
Filters. . . . . . . . . . . . . . . . . . . . . . . . . . .
d. Assembly High-Efficiency
Filters. . . . . . . . . . . . . . . . . . . . . . . . . . .
e. Disassembly Allison Remote
Filter . . . . . . . . . . . . . . . . . . . . . . . . . . .
f. Assembly Allison Remote Filter . . .

Page

620
620
620
620
620
621
621

612. STATOR CONTROL VALVE BODY


(Models With Variable-Capacity
Torque Converter)
a. Disassembly. . . . . . . . . . . . . . . . . . . . . . 621
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . 621
613. MAIN-PRESSURE REGULATOR VALVE
BODY ASSEMBLY
a. Disassembly. . . . . . . . . . . . . . . . . . . . . . 621
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 621
614. NON-ELECTRIC LOCKUP VALVE BODY
ASSEMBLY
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 622
a. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 622
615. ELECTRIC-CONTROL LOCKUP VALVE
BODY ASSEMBLY
a. Disassembly. . . . . . . . . . . . . . . . . . . . . . 622
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 623
616. MAIN-PRESSURE TRANSFER TUBE
ASSEMBLY
a. Disassembly. . . . . . . . . . . . . . . . . . . . . . 623
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 624
617. MANUAL-HYDRAULIC CONTROL
VALVE BODY ASSEMBLY
a. Disassembly. . . . . . . . . . . . . . . . . . . . . . 624
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 625
618. ELECTRIC/ELECTRONIC-CONTROL
VALVE BODY ASSEMBLY
(Models Without Trim Boost)
a. Disassembly. . . . . . . . . . . . . . . . . . . . . . 626
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 628
619. ELECTRONIC-CONTROL VALVE
BODY ASSEMBLY (Models With Trim Boost)
a. Disassembly. . . . . . . . . . . . . . . . . . . . . . 632
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . 633

Copyright 1997 General Motors Corp.

TABLE OF CONTENTS
Paragraph

Page

620. STRAINER ASSEMBLY


a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 635
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 635
621. HYDRAULIC RETARDER CONTROL
VALVE BODY ASSEMBLY
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 635
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 636
622. LOCKUP-CLUTCH PISTON REWORK
a. Inspection . . . . . . . . . . . . . . . . . . . . . . . . 637
b. Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . 637
623. CONVERTER DRIVE HOUSING ASSEMBLY
(Remote-Mount Models)
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 637
b. Inspection, Repair . . . . . . . . . . . . . . . . 637
c. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 638
624. FLYWHEEL ASSEMBLY (Direct-Mount
Models)
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 638
b. Inspection and Repair . . . . . . . . . . . . . . 638
c. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 638
625. STATOR ASSEMBLY FIXED-CAPACITY
TORQUE CONVERTER
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 639
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 639
626. STATOR ASSEMBLY VARIABLECAPACITY TORQUE CONVERTER
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 639
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 640

Paragraph

Page

631. SPLITTER PLANETARY CARRIER


ASSEMBLY
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 645
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 645
632. SPLITTER-LOW CLUTCH AND
DRUM ASSEMBLY (CL(B)T Models)
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 646
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 646
633. SPLITTER-LOW CLUTCH AND DRUM
ASSEMBLY (M 6600, S 6600 Series Models)
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 647
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 648
634. HYDRAULIC RETARDER HOUSING
ASSEMBLY
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 648
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 648
635. OUTPUT DRIVE HOUSING ASSEMBLY
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 648
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 648
636. OUTPUT DRIVE HOUSING
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 649
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 649
637. BEARING RETAINER ASSEMBLY
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 650
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 650
638. OUTPUT DISCONNECT ASSEMBLY
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 650
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 651

627. TORQUE CONVERTER PUMP ASSEMBLY


a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 642
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 642

639. OUTPUT DRIVE GEAR ASSEMBLY


a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 652
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 652

628. INPUT PRESSURE, SCAVENGE PUMP


ASSEMBLY
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 642
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 642

640. OUTPUT IDLER GEAR ASSEMBLY


a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 653
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 653

629. TORQUE CONVERTER HOUSING


ASSEMBLY
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 643
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 643
630. SPLITTER SUN GEAR ASSEMBLY
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 644
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 644

641. TRANSFER GEAR HOUSING


(DROPBOX) ASSEMBLY
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 653
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 654
642. REVERSE PLANETARY
CARRIER ASSEMBLY
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 655
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 655

Copyright 1997 General Motors Corp.

xi

TABLE OF CONTENTS
Paragraph

Page

643. LOW-RANGE PLANETARY CARRIER


ASSEMBLY
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 656
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . 656
644. SPLITTER OUTPUT SHAFT AND
COLLECTOR RING ASSEMBLY
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 656
b. Inspection and Repair . . . . . . . . . . . . . . 657
c. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 657
645. INTERMEDIATE-RANGE PLANETARY
CARRIER ASSEMBLY
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 657
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 658
646. HIGH-RANGE CLUTCH AND
DRUM ASSEMBLY
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 658
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 658
647. TRANSMISSION MAIN HOUSING
ASSEMBLY
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 659
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 659

Section 7. ASSEMBLY OF TRANSMISSION


71. SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71

Paragraph

e. Installing Transfer Gear Housing


Assembly and Rear Cover
(Dropbox Models) . . . . . . . . . . . . . . . . .
f. Installing Splitter Output Shaft
Snapring, Splitter-High Clutch . . . . . . .
g. Installing Splitter Planetary, SplitterLow Clutch, and Hydraulic Retarder
(Models With Retarder) . . . . . . . . . . . .
h. Installing Converter Housing
Components. . . . . . . . . . . . . . . . . . . . . .
i. Installing Torque Converter Housing
(Models With Retarder) . . . . . . . . . . . .
j. Installing Splitter Planetary, SplitterLow Clutch, and Converter Housing
(Models Without Retarder) . . . . . . . . . .
k. Installing Torque Converter
Pump, Stators. . . . . . . . . . . . . . . . . . . . .
l. Installing Torque Converter
Turbine, Lockup Clutch, and
Input Components . . . . . . . . . . . . . . . . .
m. Installing Exterior Components
(All Models) . . . . . . . . . . . . . . . . . . . . .
n. Power Takeoff Gear Backlash . . . . . . .

Page

710
713

715
718
720

721
724

725
728
736

74. INSTALLATION OF CONTROL


COMPONENTS . . . . . . . . . . . . . . . . . . . . . 736

72. GENERAL INFORMATION FOR FINAL


ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . 71
73. TRANSMISSION ASSEMBLY (All Models)
a. Installing Splitter Ring Gear,
Intermediate-Range Carrier Assembly,
High-Range Clutch, and IntermediateRange Clutch . . . . . . . . . . . . . . . . . . . . . . 71
b. Installing Low-Range Ring Gear,
Low-Range Clutch, and Reverse
Clutch Anchor . . . . . . . . . . . . . . . . . . . . . 75
c. Installing Low-Range and Reverse
Planetaries and Reverse Clutch. . . . . . . . 77
d. Installing Output Drive Housing
Components (Straight-Through
Models) . . . . . . . . . . . . . . . . . . . . . . . . . . 78

xii

Section 8. WEAR LIMITS AND SPRING


DATA
81. WEAR LIMITS DATA
a. Maximum Variations . . . . . . . . . . . . . . . 81
b. Cleaning, Inspection . . . . . . . . . . . . . . . . 81
82. SPRING DATA . . . . . . . . . . . . . . . . . . . . . . 81

Section 9. CUSTOMER SERVICE


91. OWNER ASSISTANCE. . . . . . . . . . . . . . . . 91
92. SERVICE LITERATURE . . . . . . . . . . . . . . 92

Copyright 1997 General Motors Corp.

TABLE OF CONTENTS
LIST OF FOLDOUT ILLUSTRATIONS
(Back of Service Manual)
CROSS-SECTION VIEWS
Foldout

Model CLBT 5861 Transmission

Model CLT 5961, 5962, 5963, M 5600, S 5600 Transmission

Model CLBT 6061, 6062, 6063 Transmission

Model M 6600, S 6600 Transmission

HYDRAULIC SCHEMATICS
Foldout

CL(B)T 5861, 5961, 6061 Transmissions Manual Hydraulic Schematic

CL(B)T 5861, 5961, 5962, 6061, 6062 Transmissions Electronic-Control Hydraulic Schematic

CL(B)T 5963, 6063, M 5600, S5600 Series, and M 6600, S 6600 Series Transmissions (Models With
Trim Boost and Electric Lockup) Hydraulic Schematic

EXPLODED VIEWS
Foldout

8,A

Flange, Converter Drive, and Front Cover

8,B

Flexplate and Flywheel

9,A

Lockup Clutch

9,B

Fixed-Capacity Torque Converter

10

Variable-Capacity Torque Converter

11

Torque Converter Housing

12

Input Pressure and Scavenge Pump

13

Main-Pressure Regulator Valve and Earlier Model Filters

14,A

Main-Pressure Regulator Valve (Models With Remote Filters)

14,B

Main-Pressure Regulator Valve, and High-Efficiency Filters

15,A

Electric Lockup Valve Body Assembly

15,B

Non-Electric Lockup Valve Body Assembly

16,A

Hydraulic Retarder and Turbine Output Shaft

16,B

Hydraulic Retarder Control Valve Assembly

17,A

Splitter-Low Clutch CL(B)T 5000, 6000 Series and M 5600, S 5600 Series

17,B

Splitter Planetary and Splitter-High Clutch CL(B)T 5000, 6000 Series and M 5600,
S 5600 Series

18,A

Splitter-Low Clutch M 6600, S 6600 Series

18,B

Splitter Planetary and Splitter-High Clutch M 6600, S 6600 Series


Copyright 1997 General Motors Corp.

xiii

TABLE OF CONTENTS
EXPLODED VIEWS (contd)
Foldout

xiv

19,A

Transmission Housing

19,B

High-Range Clutch

20

Manual-Hydraulic Control Valve Assembly

21

Electric-Shift Control Valve Assembly (Models With Manual-Electric System and


Models With SPG System)

22

Electronic-Control Valve Assembly (Models Without Trim Boost)

23

Electronic-Control Valve Assembly (Models With Trim Boost)

24,A

Pan (Straight-Through Models)

24,B

Pan (Dropbox Models)

25

Intermediate-Range Planetary and Intermediate-Range Clutch

26,A

Low-Range Planetary and Low-Range Clutch

26,B

Reverse Planetary and Reverse Clutch

27

Output Drive Housings

28

Output Drive Housing and Speedometer Components

29

Transfer Gear Housing, Gears, and Output Components

30

Transfer Gear Housing, Gears, and Rear Output Disconnects

31

Transfer Gear Housing, Gears, and Front Output Disconnect

32

Parking Brake

33

Manual-Electric Shift Selector

34

Automatic-Electric Control System Components

35

Automatic-Electric Shift Selector

36,A

Electronic Control Lever Shift Selector

36,B

Electronic Control Touch-Pad Shift Selector

37

Electronic Control System Components

Copyright 1997 General Motors Corp.

Section 1 GENERAL INFORMATION


11.

SCOPE

each assembly step and on the exploded view


foldouts at the back of this manual.

a. Coverage
1. This Service Manual describes the operation,
maintenance, and overhaul procedures for the
CL(B)T 5861, 5961, 5962, 5963, 6061,

6062, and 6063 Series


M 5600(A)(R), S 5600(H)(M)(R) Series
M 6600(A)(R), S 6600(H)(M)(R) Series

Descriptions of the major components of the


transmissions (Figures 11 through 14), the
function and operation of the hydraulic system,
wear limits, and inspection procedures are included. Torque specifications are given with

2. Because of similarities of all models, instructions apply generally to all models. Where procedures vary between models, instructions
identify specific models.
b. Illustrations. Overhaul procedures are illustrated mainly by photographs. Line drawings are used
to supplement detailed assembly procedures; cross
sections show torque paths and the relationship of assembled parts. Cross sections, color-coded hydraulic
schematics, and parts exploded views are on foldouts
at the back of this manual. The foldouts may be
opened for reference while studying the text.

MAIN-PRESSURE REGULATOR
VALVE ASSEMBLY
(MODELS WITH REMOTE FILTERS)

MAIN-PRESSURE
HOSE ASSEMBLY

16-PIN
CONNECTOR

FRONT COVER

INPUT
FLANGE

ELECTRIC LOCKUP
VALVE BODY
ASSEMBLY

ELECTRONIC-CONTROL
VALVE BODY ASSEMBLY
(MODELS WITH TRIM BOOST)

STRAINER

POWER
TAKEOFF
COVER

INPUT CHARGING AND


SCAVENGE PUMP
H01121

Figure 11. Typical 5000/6000 Series Transmission Model With Electronic-Control Main Valve Body,
Trim Boost, and Electric Lockup

Copyright 1997 General Motors Corp.

11

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


HYDRAULIC
RETARDER
HOUSING

PARKING BRAKE

HYDRAULIC
RETARDER
VALVE BODY

PARKING BRAKE
APPLY LEVER
NAMEPLATE

TRANSMISSION FLUID
LEVEL INDICATOR
H00685

Figure 12. Typical CLBT 5000/6000 Series Transmission, Remote Mount Left-Rear View

c. Maintenance Information. Each task outlined in


this Service Manual has been successfully accomplished by service organizations and individuals. It is
not expected that every service organization or individual will possess the required special tooling, training, or experience to perform all the tasks outlined.
However, any task outlined herein may be performed
if the following conditions are met:
1. The organization or individual has the required
knowledge of the task through:
Formal instruction in an Allison or
Distributor training facility.
On-the-job instruction by an Allison or
Distributor representative.
Experience in performing the task.

12

2. The work environment is suitable to prevent


contamination or damage to transmission parts
or assemblies.
3. Required tools and fixtures are available as
outlined in the Service Manual.
4. Reasonable and prudent maintenance practices are utilized.
NOTE:
Service organizations and individuals are encouraged to contact their local Allison Transmission Distributor for information and guidance on any of the
tasks outlined herein.

Copyright 1997 General Motors Corp.

GENERAL INFORMATION
MAIN-PRESSURE
REGULATOR
VALVE BODY

HIGH-EFFICIENCY
FILTERS

FLYWHEEL
OIL FILTER
DRAIN PLUG

OUTPUT DISCONNECT

TRANSFER GEAR
(DROPBOX) HOUSING

SCAVENGE FLUID
DISCHARGE TUBE
INPUT CHARGING
AND SCAVENGE PUMP
OUTPUT
DISCONNECT

H00686

Figure 13. Typical CLT 5000/6000 Series Transmission, Direct Mount, With Transfer Gears (Dropbox)
Left-Front View

12. SUPPLEMENTARY INFORMATION


Supplementary information will be issued, as required,
to cover any improvements made after publication of
this manual. Check with your dealer or distributor to
ensure you have the latest information.

13. ORDERING PARTS


a. Transmission Nameplate. The nameplate (Figure 15) is located on the lower-rear side of either the
end cover (straight-through models) or the transfer
gear housing (dropbox models). The nameplate shows
the transmission serial number, part number (assembly
number), and model number, all three of which must
be supplied when ordering replacement parts or requesting service information.

b. Electronic-Control Models

1. In addition to the serial number, part number


(assembly number), and model number, which
are located on the transmission nameplate,
there are identifying labels on the components
of electronic-control models.
2. Two identification labels are located on the top
surface of the Electronic Control Unit (ECU)
(Figure 16). One label identifies the service
part number, software code, serial number, and
date code. The second label identifies the part
number of the ECU and Programmable Read
Only Memory (PROM) assembly.

Copyright 1997 General Motors Corp.

13

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


HIGH-EFFICIENCY FILTERS
TRANSFER GEAR
(DROPBOX) HOUSING

TRANSMISSION
BREATHER

MAIN-PRESSURE
REGULATOR
VALVE PLUG
LOCKUP
VALVE BODY

OUTPUT DISCONNECT

SPEEDOMETER DRIVE

OUTPUT DISCONNECT

MANUAL-HYDRAULIC
MAIN CONTROL
VALVE BODY

FLUID LEVEL
CHECK PLUGS

H00687

Figure 14. Typical CLT 5000/6000 Series Transmission, Direct Mount, With Transfer Gears (Dropbox)
Right-Rear View

AGR

ICULTURA

OF

4. The shift selector is identified by a part number


on a label attached to the bottom section of the
selector body.

AM

ERI

CA

UNITE

DA

ILE AEROSPAC

WORKERS

OB

ENT

OM

IM

UAW
933

UT

PART NO.

XXXXX
MODEL
NO.

EM

SERIAL NO.

AN

PL

DIVISION OF
GENERAL MOTORS
CORPORATION
INDIANAPOLIS
INDIANA

3. Label bands are attached to the wiring harnesses just behind the connectors at the ECU.
These labels show the harness part numbers.

XXXXXXX
XX XXXX X
V01251

Figure 15. Transmission Nameplate

14

c. Parts Catalog. Do not order by illustration item


numbers on exploded views in this manual. All replacement parts should be ordered from your distributor or dealer. Parts are listed in the current Parts Catalog PC1860EN.

Copyright 1997 General Motors Corp.

GENERAL INFORMATION
b. Torque Converter
ELECTRONIC
CONTROL
UNIT
IDENTIFYING
(ECU)
LABELS

1. The fixed-capacity torque converter is a singlestage, polyphase, three-element unit, consisting of a pump, stator, and turbine. The converter provides maximum torque when load
conditions demand. Hydraulic fluid for converter charging pressure comes from the sump
and is supplied by the pump.

CHASSIS WIRING HARNESS


CONNECTION (J1B)
CAB WIRING HARNESS
CONNECTION (J1A)

SECONDARY MODE
HARNESS CONNECTION (J3)
H00688.01

Figure 16. Electronic Control Unit (ECU)

14. DESIGN FEATURES


NOTE:
For 5861 models, refer to Foldout 1.
For 5961, 5962, 5963, and 5600 Series models, refer

to Foldout 2.
For 6061, 6062, and 6063 models, refer to

Foldout 3.
For 6600 Series models, refer to Foldout 4.

a. Transmission-to-Engine Coupling
1. The direct-mounted transmission has a modified SAE 1 mounting face on the converter
housing which is bolted to the engine flywheel
housing. A flexible flywheel disk assembly
connects the engine crankshaft to the transmission input.
2. The remote-mounted transmission has a front
cover. A customer-selected flange connects the
engine via a drive shaft and universal joints to
the splined hub of the converter drive housing.

2. The variable-capacity (VC) torque converter,


like the fixed-capacity torque converter, contains a pump, stator, and turbine. The one difference is that, in the variable-capacity torque
converter, the angle of the stator vanes can be
changed for optimal use with some PTO applications.
c. Planetary Gearing. The planetary gear train includes constant mesh, straight spur gear planetary sets.
The forward set is arranged for overdrive or direct
drive and is called the splitter planetary. The remaining
sets are the intermediate planetary, the low planetary,
and the reverse planetary. By the engagement of the
clutches in various combinations, the planetary sets act
singly or together to provide six forward ranges and
one or two reverse ranges.
d. Clutches. The clutches direct the flow of torque
through the transmission in accordance with the range
selected by the operator. All clutches are hydraulically
applied and cooled by the transmission fluid. All
clutches, except the lockup clutch, are spring released.
The lockup clutch is released by hydraulic pressure
from the torque converter. The lockup clutch is automatically adjusted to compensate for wear and no
manual adjustment is necessary.
e. Hydraulic System (Foldouts 5, 6, and 7). A common hydraulic system serves the torque converter, the
hydraulic retarder, and the transmission. Transmission
fluid for all hydraulic operations, lubrication, and
cooling comes from the sump and is supplied by the
same pump.
f. Power Takeoff
1. A top-mounted power takeoff gear is available
to drive auxiliary equipment. The spur gear is
engine-driven and operates at 1.21 times engine speed. The eight-bolt mounting flange is
SAE heavy-duty.

Copyright 1997 General Motors Corp.

15

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


2. A side-mounted power takeoff is available on
the lower-right side of the torque converter
housing. It is driven by a gear which rotates at
1.00 times engine speed. The eight-bolt mounting flange is SAE heavy-duty.
g. Lockup Clutch
1. The lockup clutch assembly includes a single
clutch plate, a piston, and a backplate. The internal-splined clutch plate is splined to the hub
of the converter turbine. When the clutch is applied, the converter turbine and the converter
pump are locked together and rotate as a unit.
Engine power is transmitted to the transmission gearing at a 1:1 ratio. In some models,
lockup occurs in all ranges and in neutral. In
other models, lockup occurs in all ranges except neutral, first range, and reverse.
2. Electronic-control models are equipped with
electronic-control lockup valve assembly 5
(Foldout 15,A); non-electronic models are
equipped with lockup valve assembly 6 (Foldout 15,B).

15. SHIFT CONTROL SYSTEMS


a. Manual-Electric Shift
1. The manual-electric system includes electrically-controlled valve body assembly 10 (Foldout 22) on the transmission, an operator-controlled manual-electric shift selector 1 (Foldout
33), and wiring harness 76. Also included is
pressure switch 22 (Foldout 15,B) which activates a downshift inhibitor.
2. Electro-magnetic solenoid valves control hydraulic circuits that shift the range control
valves. Six forward ranges, neutral, and reverse
are selected manually by the operator. The
electrical circuit, established by each position
of the operators shift selector, establishes a
hydraulic circuit in the transmission valve
body that produces neutral or drive in the range
selected.
3. Electrical power for actuation of the control
system is supplied by the equipment electrical
system. Electrical components to match the
equipment system voltage (12V or 24V dc)
are provided in the control system. An inte16

gral SFE 9A fuse is provided in the selector


assembly.
4. For models with lock-in-range, if electrical
power is interrupted (either at one solenoid or
completely), the transmission will continue to
operate in the forward range in which it was
operating at the time of the electrical interruption. If the electrical interruption occurs in neutral, the transmission will remain in neutral. If
the electrical interruption occurs in reverse, the
transmission will go into neutral.
5. For models with lock-in-neutral, if electrical
power is interrupted (either at one solenoid or
completely), the transmission will shift to neutral from any range in which it was operating.
An electrical interruption in dual-control
scraper models causes the rear transmission to
lock in neutral from any range.
b. Automatic-Electric Shift
1. The automatic-electric system includes electrically-controlled valve body assembly 10 (Foldout 22) on the transmission. The system also
includes automatic-electric shift selector assembly 1 (Foldout 35), Shift Pattern Generator
(SPG) 1 (Foldout 34), cab and equipment wiring harnesses 6 and 7, and may include either
fourth-range restrictor harness 2 or fifth-range
restrictor harness 3. The system also includes
throttle potentiometer assembly 9 on the engine throttle control mechanism and magnetic
pickup 8 in the transmission rear cover or
dropbox housing. The system may also include
range indicator 22.
2. If electrical power is interrupted (either at one
solenoid or completely), the transmission will
continue to operate in the forward range in
which it was operating at the time of the electrical interruption. If the electrical interruption
occurs in neutral, the transmission will remain
in neutral. If an electrical interruption occurs in
reverse, the transmission will go into neutral.
An electrical interruption in dual-control
scraper models causes the rear transmission to
lock in neutral from any range.
c. Electronic-Control Shift
1. An electronic, microcomputer-based shift system has replaced the Shift Pattern Generator

Copyright 1997 General Motors Corp.

GENERAL INFORMATION
(SPG) system for some 5000 and 6000 models.
This system is the Allison Transmission Electronic Control. Electronic control models include M 5600 Series, CL(B)T 5962, 5963,
6062, 6063, and M 6600 Series transmissions.
2. Lock-in-range for electronic-control models is
as described in Paragraph 15b(2).
3. The electronic control system consists mainly
of an Electronic Control Unit (ECU) (Figure
16), throttle sensor 19 (Foldout 37), output
speed sensor 17, solenoids, and shift selector
13 or 14. The throttle sensor, output speed sensor, and shift selector transmit information to
the ECU. The ECU processes this information
and then sends signals to actuate specific solenoids located within the control valve bodies
on the transmission. The action of the solenoids affects hydraulic circuits which, in turn,
control the upshifts, downshifts, and lockup
functions. In addition to controlling the operation of the transmission, the electronic controls
monitor the system for abnormal conditions.
When one of these conditions is detected, the
electronic controls are programmed to automatically respond in a manner which is safe for
the operator, the equipment, and the transmission, and to record the proper diagnostic code
in memory. When an abnormal condition occurs, the CHECK TRANS light on the instrument panel lights up, or the CHECK TRANS
and the DO NOT SHIFT lights are activated.
When the DO NOT SHIFT light comes on, a
warning buzzer also sounds. Refer to SA2712,
Electronic Control Troubleshooting Manual,
for information on diagnostics, troubleshooting, and repair.
d. Manual-Hydraulic Shift. Some earlier 5000 and
6000 Series models are equipped with manually-controlled valve body 8 (Foldout 20). The control valve is
connected by mechanical linkage to the shift selector.
Because there is no automatic shifting in this system,
the operator must move the shift selector lever to obtain the desired operating range.

16. OPTIONS
a. Hydraulic Retarder. The hydraulic retarder consists of a rotor, fixed stator vanes, and an operator-controlled valve. The rotor turns continuously at turbine

output shaft speed. However, the retarder functions


only when the cavity around the rotor is filled with
transmission fluid. The rotor vanes force the fluid into
the pockets between the fixed vanes in the rotor cavity,
making it harder for the rotor to turn. This slows the
transmission output shaft and slows the equipment.
b. Parking Brake. A two-shoe, expanding parking
brake may be mounted at the rear output of the transmission.
c. Transfer Gears (Dropbox) (5800 and 5900 Series Models Only). The transfer gears for the transmission output provide a ratio of 1:1. The transfer gear
housing provides transmission output drive at a point
1812 inches (470 mm) lower than the transmission input centerline. The transmission sump is integral with
the transfer gear housing (dropbox). The transfer gear
housing has output locations at the front and/or rear.
d. Output Disconnects. Some dropbox models have
output disconnects at top rear, bottom rear, and/or bottom front output locations.
e. Flanges. Various models use a variety of input
and output flanges.
f. Speedometer Drive. For non-electronic models,
the speedometer drive is regular, SAE 532 inch heavy
duty. On straight-through models, the speedometer
drive ratio is 0.50:1. Transfer gear models have a
speedometer ratio of 1:1. For electronic-control models, speed sensor 17 (Foldout 37) is provided for speed
monitoring.

17. OPERATING INSTRUCTIONS


WARNING!
Arc welding equipment requires dangerously
high currents and voltages which cannot be sufficiently reduced to permit its use for jump-starting. To help avoid injury or equipment damage,
do not attempt to jump-start the equipment using an arc welder.
a. Operators Manual. Refer to the current
OM1318EN or OM2034EN Operators Manuals for
operating instructions.

Copyright 1997 General Motors Corp.

17

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


b. Manual Mode (For Electronic-Control ECU P/
N 1228282 Only)

CAUTION:
DO NOT USE THIS FEATURE TO ACHIEVE
MANUAL SHIFTING FOR NORMAL OPERATION. Transmission life could be significantly
reduced if automatic operation is defeated.
1. Manual mode is to be employed only for service diagnostics or to limp-home under low
speed. Activation of this feature should only be
done by a trained technician.
2. To activate manual mode, activate the key
switch or physically connect wire 311 to wire
309 in the secondary mode wiring harness.
Secondary mode must also be selected by connecting wires 313 and 315 to wire 309.
c. Cold Weather Starts. When the temperature is
below 10F (23C), the DO NOT SHIFT and
CHECK TRANS lights will stay on after the engine is
started. The transmission will stay in neutral, regardless of the range selected, until it is warmer than 10F
(23C). At that point, the CHECK TRANS and the

DO NOT SHIFT lights will turn off and the transmission will operate only in first range or reverse. At 20F
(7C), the transmission is warm enough to safely operate in all ranges.
d. Towing. All lubrication and clutch-apply fluid is
provided by the engine-driven pump. Because the
pump is located ahead of the transmission gearing and
clutches, the pump cannot be motored by towing or
pushing the vehicle. THEREFORE, THE DRIVELINE MUST BE DISCONNECTED IF THE VEHICLE MUST BE TOWED OR PUSHED.

18. SPECIFICATIONS AND DATA


The specifications and data in Table 11 apply to all
models covered by this manual unless otherwise
specified.
The maximum input torque and power values listed in
the input ratings tables represent net torque and power,
as installed (inlet and exhaust restrictions, alternator
charging, cooling fan, power steering pump, A/C compressor, when applicable).

Table 11. Specifications and Data


INPUT RATINGS S 5600(H)(M)(R)
Parameter

Manual Shift Controls

Units

Maximum full load governed speed

2500

rpm

Minimum full load governed speed

1900

rpm

Minimum idle speed in drive

550

rpm

550 (410)

hp (kW)

1750 (2373)

lb ft (Nm)

3476 (4713)

lb ft (Nm)

Input Speed

Input Power
Maximum net
Input Torque
Maximum net
Turbine Torque
Maximum net

18

Copyright 1997 General Motors Corp.

GENERAL INFORMATION
Table 11. Specifications and Data (contd)
INPUT RATINGS M 5600(A)(R)

Parameter

General

Oil Field, Crash


Trucks, Crane
Carriers

Agricultural
Tractor

Agricultural
Tractor
(2-Spd Aux)

Units

Maximum full load governed speed

2500

2500

2500

2500

rpm

Minimum full load governed speed

1900

1900

1900

1900

rpm

Minimum idle speed in drive

550

550

550

550

rpm

550 (410)

550 (410)

450 (335)

485 (362)

hp (kW)

1750 (2373)

1750 (2373)

1485 (2013)

1485 (2013)

lb ft (Nm)

3120 (4230)

3476 (4713)

3120 (4230)

3120 (4230)

lb ft (Nm)

Agricultural
Tractor

Agricultural
Tractor
(2-Spd Aux)

Units

Input Speed

Input Power
Maximum net
Input Torque
Maximum net
Turbine Torque
Maximum net

INPUT RATINGS CL(B)T 6063

Parameter

Trucks

Crash Truck,
Crane Carrier

Input Speed
Maximum full load governed speed

2500

2500

2500

2500

rpm

Minimum full load governed speed

1900

1900

1900

1900

rpm

Minimum idle speed in drive

550

550

550

550

rpm

675 (503)

677 (505)

500 (373)

615 (459)

hp (kW)

2125 (2881)

1980 (2685)

1890 (2562)

1890 (2562)

lb ft (Nm)

3600 (4881)

4000 (5423)

3160 (4284)

3160 (4284)

lb ft (Nm)

Input Power
Maximum net
Input Torque
Maximum net
Turbine Torque
Maximum net

INPUT RATINGS M 6600(A)(R)


Trucks, Mobile
Equipment

Oil Field

Units

Maximum full load governed speed

2500

2500

rpm

Minimum full load governed speed

1900

1900

rpm

Minimum idle speed in drive

550

550

rpm

710 (529)

850 (634)

hp (kW)

2270 (3078)

2300 (3118)

lb ft (Nm)

3790 (5139)

4000 (5423)

lb ft (Nm)

Parameter
Input Speed

Input Power
Maximum net
Input Torque
Maximum net
Turbine Torque
Maximum net

Copyright 1997 General Motors Corp.

19

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


Table 11. Specifications and Data (contd)
INPUT RATINGS S 6600(H)(M)(R)
Parameter

Oil Field

Units

Maximum full load governed speed

2500

rpm

Minimum full load governed speed

1900

rpm

Minimum idle speed in drive

550

rpm

850 (634)

hp (kW)

2300 (3118)

lb ft (Nm)

4000 (5423)

lb ft (Nm)

Input Speed

Input Power
Maximum net
Input Torque
Maximum net
Turbine Torque
Maximum net

ROTATION:
Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Clockwise (when viewed from input end)
Output (forward operation) . . . . . . . . . . . . . . . . . Clockwise (when viewed from input end)
MOUNTING:
Direct . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flywheel housing, SAE size 1 (wet); two mounting
pads at rear
Remote . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Trunnion at front; two SAE 1 mounting pads at rear
TORQUE CONVERTER:
Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Single-stage, three-element, polyphase
Stall Torque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . See chart below

Converter Model

5861

5600 Series,
5961, 5962,
5963

TC570

TC580

TC590

6061, 6062,
6063

Stall Torque
Ratio
3.12:1

2.89:1
2.69:1

TC680

2.17:1 / 2.08:1*

TC682

1.77:1

TC683

1.85:1

TC690
VTC690

* Retarder/Non-Retarder
** Open/Closed

110

6600 Series

Copyright 1997 General Motors Corp.

2.40:1 / 2.25:1*
2.41:1 / 1.81:1**

GENERAL INFORMATION
Table 11. Specifications and Data (contd)
LOCKUP CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . . . . Automatic in all ranges, or automatic in all ranges
except neutral, first, and reverse
GEAR DATA:
Range and Splitter. . . . . . . . . . . . . . . . . . . . . . . . . Constant mesh, spur-type, planetary
Transfer Gearing. . . . . . . . . . . . . . . . . . . . . . . . . . Constant mesh, in-line (5600, 5800, and 5900
Series only)
RANGE OPERATION RATIOS (ALL MODELS):*
First Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.00:1
Second Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.68:1
Third Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.01:1
Fourth Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.35:1
Fifth Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.00:1
Sixth Range. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.67:1
Reverse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.15:1 and/or 3.44:1 (5963, 6063, M 6600 Series only)
Transfer Gears (dropbox models). . . . . . . . . . . . . 1.00:1
RANGE CLUTCHES . . . . . . . . . . . . . . . . . . . . . . . . . . Multiplate, hydraulic-actuated, spring-released, fluidcooled, self-adjusting
POWER TAKEOFF (TOP AND SIDE):
Mounting Flange. . . . . . . . . . . . . . . . . . . . . . . . . . Two, SAE 8-bolt, heavy-duty
Rating (either or both locations) . . . . . . . . . . . . . . Intermittent 200 hp (149 kW)
Continuous 125 hp (93 kW)
Ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Top-mounted 1.21 x engine speed
Side-mounted 1.00 x engine speed
Gear Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Top-mounted 25 degree pressure angle,
6-pitch, 38 teeth
Side-mounted 25 degree pressure angle,
6-pitch, 46 teeth
Speedometer Drive:
Size . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SAE 532 heavy-duty
Ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Straight-through models: 0.50:1
Transfer gear models: 1.0:1
Parking Brake:
Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Internal expanding shoe
Rating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90,000 lb in. (10 168 N.m) at 517 lb (2300 N)
lever pull**
Size . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 x 5 inch (305 x 127 mm)
HYDRAULIC SYSTEM:
Sump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Integral
Input Pressure and Scavenge Pump . . . . . . . . . . . Positive displacement, spur-gear type
Fluid Type. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Refer to Paragraph 36
* Range operation ratio does not include torque converter ratio.
** Manufacturers rating for run-in (burnished) condition.

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5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


Table 11. Specifications and Data (contd)
HYDRAULIC SYSTEM: (contd)
Capacity:
Straight-Through Models . . . . . . . . . . . . . . . 18.5 U.S. gal (70 liters) initial fill, plus external circuits
Dropbox Model . . . . . . . . . . . . . . . . . . . . . . . 13.0 U.S. gal (49 liters) initial fill, plus external circuits
Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Full flow, replaceable elements, remote or direct
mount; standard or high efficiency
PRESSURES:
Stator Control Pressure . . . . . . . . . . . . . . . . . . . . 140170 psi (9651172 kPa) at 1500 rpm, output
(variable torque converter models)
stalled
Main Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . 170180 psi (11721275 kPa) at 1500 rpm, output
stalled, in all ranges and lockup
Converter-Out Pressure:
Rev, 1, 2, 3, 4, 5, 6 . . . . . . . . . . . . . . . . . . . . . Full throttle, normal operating output speed: 3065 psi
(207448 kPa)
Lubrication Pressure:
Rev, 1, 2, 3, 4, 5, 6 . . . . . . . . . . . . . . . . . . . . 1500 rpm input speed, output stalled, models without retarder: 20 psi (138 kPa)
Neutral. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Full throttle, output stalled: 30 psi (207 kPa)
Models With Retarder . . . . . . . . . . . . . . . . . . No lubrication pressure check point provided
TEMPERATURES:
Normal Operating Sump Temperature . . . . . . . . 180200F (8293C)
Maximum Converter-Out Temperature:
During Normal Operation . . . . . . . . . . . . . . . 275F (135C)
During Intermittent Retarder Operation . . . . 330F (166C)
FLANGES:
Input (remote mount models) . . . . . . . . . . . . . . . Mechanics 7C, 8C, 9C; Spicer 1700, 1800, 1850;
Twin Disc J230
Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Spicer 1800, 1850; Mechanics 8C (5961 only),
9C, 10C
HYDRAULIC RETARDER:
Maximum Estimated Absorption Capacity
at 2100 rpm Rotor Speed . . . . . . . . . . . . . . . . . . . 600 hp (447 kW)
Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Coupling-type rotor between fixed stators
DRY WEIGHT (APPROXIMATE):
Basic Configuration . . . . . . . . . . . . . . . . . . . . . . . 2100 lb (950 kg)
With Retarder . . . . . . . . . . . . . . . . . . . . . . . . Add 165 lb (75 kg)
With Remote Mount . . . . . . . . . . . . . . . . . . . Add 55 lb (25 kg)
With Transfer Gears . . . . . . . . . . . . . . . . . . . Add 650 lb (295 kg)
With Parking Brake. . . . . . . . . . . . . . . . . . . . Add 60 lb (27 kg)
With Top PTO Drive Gear Option . . . . . . . . Add 30 lb (14 kg)
MANUAL-ELECTRIC CONTROL SYSTEM:
Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Manual-electric hydraulic (manual selection of
operating mode energizes solenoids; solenoids control
hydraulic pressures to shift valves; valves control
hydraulic clutches)
112

Copyright 1997 General Motors Corp.

GENERAL INFORMATION
Table 11. Specifications and Data (contd)
MANUAL-ELECTRIC CONTROL SYSTEM: (contd)
Ranges (selector positions) . . . . . . . . . . . . . . . . . . Neutral, six forward, one reverse
Shift Selector Assembly:
Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Equipment cab
Selector Sequence (rear to front) . . . . . . . . . . R, N, 1, 2, 3, 4, 5, 6 (each position gated)
Light (connected to equipment
light system) . . . . . . . . . . . . . . . . . . . . . . . . . . Integral
Downshift Inhibitor . . . . . . . . . . . . . . . . . . . . Integral
Electrical System:
Power Source . . . . . . . . . . . . . . . . . . . . . . . . . Equipment electrical system
Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12V or 24V dc
Current Draw:
12V System . . . . . . . . . . . . . . . . . . . . . . . 0.6 Amp per solenoid
24V System . . . . . . . . . . . . . . . . . . . . . . . 0.3 Amp per solenoid
Number of Solenoids . . . . . . . . . . . . . . . . . . . 7 (5 on models with Lock-in-Neutral)
Solenoids Energized:
Neutral . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Reverse. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Forward Ranges . . . . . . . . . . . . . . . . . . . . . . .
Wiring Harness Connectors . . . . . . . . . . . . . . . . .
Downshift Inhibitor:
Type and Location . . . . . . . . . . . . . . . . . . . . .
Activated by . . . . . . . . . . . . . . . . . . . . . . . . . .

2
3
2
Shift selector; main control valve body

Solenoid, in manual shift selector assembly


Pressure switch on transmission, closed by lockup
clutch pressure
AUTOMATIC-ELECTRIC (SPG) CONTROL SYSTEM:
Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Automatic-electric hydraulic (operator selects operating
range; this selection signals operating mode to the Shift
Pattern Generator (SPG) that automatically energizes
solenoids; solenoids control hydraulic pressures to shift
valves; valves control hydraulic clutches)
Ranges (selector positions) . . . . . . . . . . . . . . . . . . Neutral, six forward, one reverse
Shift Selector Assembly:
Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Equipment cab
Selector Sequence . . . . . . . . . . . . . . . . . . . . . R, N, D, 5, 4, 3, 2, 1 (each position gated)
Light (connected to equipment
light system) . . . . . . . . . . . . . . . . . . . . . . . . . . Integral
Electrical System:
Power Source . . . . . . . . . . . . . . . . . . . . . . . . . Equipment electrical system
Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24V dc
Current Draw . . . . . . . . . . . . . . . . . . . . . . . . . 0.3 Amp per solenoid (12V-to-24V converter must be
used with 12V equipment system)
Number of Solenoids . . . . . . . . . . . . . . . . . . . 7

Copyright 1997 General Motors Corp.

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5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


Table 11. Specifications and Data (contd)
AUTOMATIC-ELECTRIC (SPG) CONTROL SYSTEM: (contd)
Electrical System: (contd)
Solenoids Energized:
Neutral. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Reverse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Forward Ranges. . . . . . . . . . . . . . . . . . . . . . . 2
Wiring Harness Connectors . . . . . . . . . . . . . . . . . Shift selector; Shift Pattern Generator (SPG); throttle
potentiometer; main valve body; magnetic pickup
ELECTRONIC-CONTROL SYSTEM:
Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Electronic-control hydraulic (operator selects
operating range; this selection signals operating
mode to the Electronic Control Unit (ECU) that
automatically energizes solenoids; solenoids control
hydraulic pressures to shift valves; valves control
hydraulic clutches)
Ranges (selector positions) . . . . . . . . . . . . . . . . . Neutral, six forward, two reverse ranges available
Shift Selector Assembly:
Location. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Equipment cab
Selector Sequence . . . . . . . . . . . . . . . . . . . . . R, N, D, 5, 4, 3, 2, 1 or R1, R2, D, 5, 4, 3, 2, 1,
(5963, 6063 only)
Light (connected to equipment
light system) . . . . . . . . . . . . . . . . . . . . . . . . . Integral
Electrical System:
Power Source. . . . . . . . . . . . . . . . . . . . . . . . . Equipment electrical system
Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12V dc
Current Draw. . . . . . . . . . . . . . . . . . . . . . . . . 0.6 Amp per solenoid (12V-to-24V converter or battery
equalizer must be used with 24V equipment system)
Number of Solenoids. . . . . . . . . . . . . . . . . . . 9 (7 on models with Lock-in-Neutral)
Solenoids Energized:
Neutral. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Reverse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Foward Ranges . . . . . . . . . . . . . . . . . . . . . . . 2
Chassis Wiring Connectors . . . . . . . . . . . . . . . . . ECU; speed sensor; electric lockup valve body; main
control valve body; throttle sensor; and, for models
with trim boost, to trim boost valve body
Cab Wiring Harness Connectors . . . . . . . . . . . . . ECU; equipment interface; shift selector; Digital Data
Line (DDL) hook-up

114

Copyright 1997 General Motors Corp.

Section 2 DESCRIPTION AND OPERATION


21.

SCOPE

22. MOUNTING, INPUT DRIVES

This section describes the transmission components,


explains their functions, and details the hydraulic system and torque paths. Where features are common to
all models, no reference is made to models. Where
features are specific to a model, the model is noted.
a. Two Configurations
1. Two configurations are included within the basic models. These are the straight-through and
dropbox configurations.
2. The straight-through configuration has the
transmission output at the rear of the transmission, in line with the transmission input (Figures 11, 12).

a. Remote Mounting
1. The remote-mounted transmissions include
converter drive housing 18 (Foldout 8,A) and
front cover 10. The drive housing is bolted to
and encloses torque converter pump 20 (Foldout 9,B). It encloses the torque converter at its
forward end and retains the transmission fluid
in the torque converter. The shaft on the converter drive housing extends forward through
the transmission front cover and is splined to
an output flange. The shaft of the converter
drive housing is supported on ball bearing 12
(Foldout 8,A). The transmission is coupled to
the engine through a drive shaft and universal
joints.

3. The dropbox configuration locates the transmission outputs at the front and/or rear, below the
transmission input (Figures 13, 14). On some
models, the dropbox configuration also includes
an additional output in line with the input.

2. Input seal 9 prevents entrance of dirt and loss


of transmission fluid. Front cover 10 is bolted
to torque converter housing 17 (Foldout 11).
The hub of the cover is machined to provide a
trunnion which supports the front end of the
transmission.

b. Control Systems. Refer to the following paragraphs for description and operation of the various control systems.

3. The rear of the transmission is supported at


mounting pads at each side of the rear cover or
dropbox housing.
b. Direct Mounting

Paragraph

Title

218

Hydraulic System All Models

219

Manual-Hydraulic Control System

220

Manual-Hydraulic Control System


Circuits

221

Manual-Electric Control Hydraulic


System

222

Manual-Electric Control Hydraulic


System Circuits

223

SPG-Control Automatic-Electric
Hydraulic System and Circuits

224

Electronic Control Hydraulic System


and Circuits (Models Without
Trim Boost)

225

Electronic Control Hydraulic System


and Circuits (Models With Trim
Boost)

1. Flywheel assembly 3 (Foldout 8,B) is bolted to


the front of converter pump 20 (Foldout 9,B)
and retains the transmission fluid in the torque
converter. Starter ring gear 4 (Foldout 8,B) is
shrunk onto the front of the flywheel. The outer
bolt circle of flexplate assembly 2 is bolted to
the flywheel. The hub of the disk assembly is
bolted to the engine crankshaft. Converter
housing 17 (Foldout 11) is bolted to the engine
flywheel housing and supports the front of the
transmission.
2. The rear end of the transmission is supported at
mounting pads at each side of the rear cover.

23. LOCKUP CLUTCH


a. Description. The lockup clutch includes piston 4
(Foldout 9,A), clutch plate 5, and backplate 7. Teflon
sealrings 1 and 2 seal piston 4 in converter drive housing 18 (Foldout 8,A) or in flywheel 6 (Foldout 8,B).

Copyright 1997 General Motors Corp.

21

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


b. Operation
1. On models with non-electric lockup, the
lockup clutch is applied hydraulically in response to pitot pressure.
2. On models with electric lockup, the lockup
clutch is applied hydraulically in response to
the energized solenoid at the lockup valve.
3. When hydraulic pressure is applied against the
front of piston 4 (Foldout 9,A), the piston compresses clutch plate 5 against backplate 7. The
clutch plate then is forced to rotate with the
piston and backplate. These parts are attached
to, and rotate with, torque converter pump 20
(Foldout 9,B). The internal splines of clutch
plate 5 (Foldout 9,A) are meshed with the external splines of turbine 6 (Foldout 9,B). When
the lockup clutch is engaged, the torque converter turbine and pump are locked together.
This provides direct drive from the engine to
the transmission gearing.

24. TORQUE CONVERTER


FIXED CAPACITY
a. Description
1. The torque converter consists of three elements: pump, stator, and turbine (Figure 21).
These vaned elements are cast aluminum.

TURBINE

2. The torque converter pump (Figure 21) is the


input member and is driven by the engine.
The turbine is splined to turbine shaft assembly 5 or 10 (Foldout 16,A). The stator is the
reaction (torque multiplying) element. The
stator is supported on freewheel roller race 9
(Foldout 9,B), which is splined to converter
ground sleeve 39 or 43 (Foldout 11). This stator arrangement provides an overrunning
clutch which permits the stator to rotate freely
in one direction but lock up in the opposite
direction.
b. Operation
1. The torque converter assembly is continuously filled with transmission fluid, which
flows through the torque converter to cool and
lubricate it. When the torque converter is
driven by the engine, the pump vanes throw
fluid against the turbine vanes. The impact of
the fluid against the turbine vanes tends to rotate the turbine.
2. The turbine, splined to the turbine shaft, transmits torque to the transmission gearing. At engine idle speed, the impact of fluid against the
turbine vanes is not great. At high engine
speed, the impact is much greater than at idle,
and high torque is produced by the turbine.

STATOR

PUMP

Figure 21. Three-Element Torque Converter

22

Copyright 1997 General Motors Corp.

H00689

DESCRIPTION AND OPERATION


3. Transmission fluid thrown into the turbine
flows to the stator vanes. The stator vanes
change the direction of hydraulic flow (when
the stator is locked against rotation) and direct
the fluid to the pump in a direction that assists
the rotation of the pump. It is the redirection of
the fluid that enables the torque converter to
multiply the input torque.
4. Greatest torque multiplication occurs when the
turbine is stalled and the pump is rotating at its
highest speed. Torque multiplication decreases
as the turbine rotates and gains speed.
5. When turbine speed approaches the speed of
the pump, fluid flowing to the stator begins to
strike the backs of the stator vanes. This rotates
the stator in the same direction as the turbine
and pump. At this point, torque multiplication
stops and the converter becomes, in effect, a
fluid coupling.
6. The torque converter accomplishes three functions. It acts as a disconnect clutch, because little torque is transmitted at engine idle speed. It
multiplies torque at low turbine/high pump
speed to give greater starting or driving effort
when needed. It acts as a fluid coupling to efficiently transmit engine torque to the transmission gearing while in a drive range.

VANES CLOSED

25. TORQUE CONVERTER


VARIABLE CAPACITY
a. Description
1. The variable-capacity torque converter stator
can operate in either a closed or open mode
(Figure 22). The stator vanes of the converter
are located on cranks. The cranks fit in a
groove of the stator piston, which is located in
the stator hub. Piston movement changes the
angle of the stator vanes.
2. Converter hydraulic pressure, acting continuously against the front of the stator piston,
keeps the piston pushed rearward. In this position, the stator vanes are held open and full
torque from the engine is directed through the
transmission.
3. When more power is desired at a power takeoff (PTO) located between the engine and
transmission, the operator can activate the
variable-stator control. A regulated hydraulic
pressure, higher than converter pressure, is applied to the rear of the stator piston. This
pushes the piston forward, rotating the stator
vanes clockwise to a nearly closed position.
This action diverts a portion of the engine
power to the power takeoff.

VANES OPEN

H00690

Figure 22. Variable-Capacity Torque Converter Stator Front View

Copyright 1997 General Motors Corp.

23

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


b. Operation
1. The function of the stator control valve is to
control the position of the stator vanes (Figure
23). The valve is actuated by an equipmentfurnished, high-pressure, miniature air cylinder. When air pressure is directed to the air
cylinder, the air cylinder stem moves the valve
plug assembly, and the valve plug moves the
spring-loaded ball valve off its seat. Spring
force at the bottom of the stator control valve
pushes the valve upward, allowing input pump
hydraulic pressure to surround the valve stem
and flow through the diagonal passage to an
area above the valve. The pressure in this area
pushes the valve downward and compresses
the spring proportionately to the amount of
pressure at the top of the valve. When hydraulic pressure and spring force are in balance,
stator control pressure is regulated. The apply

circuit directs the regulated hydraulic pressure


to the cavity behind the stator piston, moving
the piston forward against its stop and closing
the stator vanes.
2. When the high-pressure air is cut off at the
valve plug assembly, the spring-loaded ball
valve returns to its seat and closes an exhaust
circuit. The fluid flowing through the orifice is
then trapped, and the resulting increased pressure acts upon the top of the stator control
valve. The valve moves downward against its
spring. In the downward position, apply pressure is blocked at the valve and pressure at the
stator piston is exhausted through its apply circuit. Converter pressure returns the piston rearward against its stop. This movement rotates
the stator vanes to the open position, and full
torque from the engine is directed through the
transmission.

STATOR VANE
PATH OF TRANSMISSION
FLUID ENTERING STATOR

HIGH-CAPACITY POSITION

AIR SUPPLY
CRANK
MAIN
PRESSURE

ORIFICE

LOW
PRESSURE
PISTON

HYDRAULIC-APPLY
LINE
STATOR CONTROL
VALVE
BODY

SPRING

WASHER
MAIN HYDRAULIC PRESSURE
EXHAUST

V04050

Figure 23. Variable Stator Vane Angle Control Hydraulic Schematic

24

Copyright 1997 General Motors Corp.

DESCRIPTION AND OPERATION


26. HYDRAULIC RETARDER
a. Description (Foldout 16,A). Rotor 12 is the only
moving part of the hydraulic retarder. The rotor is
splined to and rotates with turbine shaft 5. The vaned
rotor is enclosed in retarder housing 19. Retarder
housing 19 and torque converter housing 17 (Foldout
11) both include vanes.
b. Operation. The retarder is used to slow the vehicle on curves or on downgrades, with maximum retardation occurring in the lowest range. The retarder rotor
turns continuously at turbine output shaft speed. However, the retarder functions only when the cavity
around the rotor is filled with transmission fluid. A
manual valve directs fluid to fill the cavity when retarder operation is desired. The churning of the fluid
by the rotor resists the rotation of the rotor. Part of this
energy is used to circulate the fluid through a cooler to
dissipate the heat generated. When the control valve is
released, the retarder cavity is evacuated.

27. POWER TAKEOFF (PTO) DRIVES


a. Description (Foldout 11)
1. Items 4 through 9 provide for a power takeoff
drive at the top of the torque converter housing.
2. When no top power takeoff is used, Items 12
through 15 cover the top opening in the converter housing.
3. A machined pad for a power takeoff is provided at the lower-right side of the torque converter housing. When no power takeoff is
mounted in this position, Items 30 through 33
are used.
4. The power takeoff pads, at the top and right
side of the torque converter housing, are eightbolt, heavy-duty SAE mountings.
b. Operation
1. A top-mounted power takeoff gear meshes
with idler gear 7 (Foldout 11). Idler gear 7 is
driven by accessory drive gear 23 (Foldout
9,B) or 48 (Foldout 10).

2. A side-mounted power takeoff gear meshes


with pump drive gear 92 (Foldout 11). Drive
gear 92 is driven by idler gear 88 which, in
turn, is driven by accessory drive gear 23
(Foldout 9,B) or 48 (Foldout 10).
3. Idler gear 7 (Foldout 11) on top-mounted
power takeoff drives rotates at 1.21 times engine speed, in the opposite direction from the
engine output. Gear 88 on side-mounted power
takeoff drives rotates at 1.00 times engine
speed and in the direction of the engine output.

28. SPLITTER CLUTCHES, GEARING


a. Description
1. The splitter system includes the splitter-low
clutch, splitter-high clutch, and splitter planetary.
2. In CL(B)T, M 5600, and S 5600 Series models, the splitter-low clutch includes: clutch
drum assembly 2 (Foldout 17,A), piston assembly 8, one external-splined clutch plate 14,
two internal-splined clutch plates 13, backplate
15, and clutch hub and sun gear assembly 19.
3. In M 6600 and S 6600 Series models, the splitter-low clutch includes: clutch hub assembly 7
(Foldout 18,A), piston assembly 12, two external-splined clutch plates 18, three internalsplined clutch plates 17, and clutch drum 19.
4. In CL(B)T 5800 Series models, the splitterhigh clutch includes: backplate 16 (Foldout
17,B), two external-splined clutch plates 28,
two internal-splined clutch plates 27, clutch
anchor 29, piston 31, and piston housing 35.
5. In CL(B)T 5900, CL(B)T 6000, M 5600, and
S 5600 Series models, the splitter-high clutch
includes: backplate 16 (Foldout 17,B), three
external-splined clutch plates 18, three internal-splined clutch plates 17, clutch anchor 19,
piston 22, and piston housing 26.
6. In M 6600 and S 6600 Series models, the splitter-high clutch includes: backplate 1 (Foldout
18,B), four external-splined clutch plates 8,
four internal-splined clutch plates 7, clutch anchor 5, piston 16, and piston housing 18.

Copyright 1997 General Motors Corp.

25

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


7. In CL(B)T models, the splitter planetary includes: carrier assembly 1 (Foldout 17,B), ring
gear 11, and hub 13.
8. In M 6600 and S 6600 Series models, the splitter planetary includes: carrier assembly 19
(Foldout 18,B), ring gear 29, and hub 31.
b. Operation
1. The two splitter clutches and one splitter planetary are interconnected to provide either direct drive (splitter-low 1.00:1 ratio), or
overdrive (splitter-high 0.67:1 ratio) between the torque converter turbine and the
transmission range gearing.
2. When the splitter-low clutch is engaged, the
splitter planetary sun gear and carrier are locked
together. This causes ring gear 11 (Foldout
17,B) or 29 (Foldout 18,B) and splitter shaft assembly 2 (Foldout 26,A) to be driven at the
same speed as the torque converter turbine. This
is direct drive, which occurs in first-, third-, and
fifth-range, and Reverse-1 operation.
3. When the splitter-high clutch is engaged, splitter sun gear 22 (Foldout 17,A) or 12 (Foldout
18,B) is held stationary, while carrier assembly
1 (Foldout 17,B) or 19 (Foldout 18,B) rotates
around the sun gear. This overdrives ring gear
11 (Foldout 17,B) or 29 (Foldout 18,B), hub 13
(Foldout 17,B) or 31 (Foldout 18,B), and splitter shaft assembly 2 (Foldout 26,A). Overdrive
occurs in second-, fourth-, and sixth-range, and
Reverse-2 operation.

29. HIGH-RANGE CLUTCH (FIFTH


AND SIXTH RANGE)

b. Operation
1. When the high-range clutch is applied, piston
assembly 7 (Foldout 19,B) compresses clutch
plates 12 and 13 against backplate 14. This
locks clutch drum assembly 2 to intermediaterange ring gear 14, 20, 27, or 28 (Foldout 25).
Because clutch drum assembly 2 (Foldout 19,B)
and intermediate-range sun gear 1 (Foldout 25)
are both splined to splitter shaft assembly 2
(Foldout 26,A), the intermediate-range and lowrange systems are locked together and must rotate at the same speed as the splitter shaft.
2. When the splitter-low clutch is engaged while
the high-range clutch is also engaged, the
transmission output shaft rotates at the same
speed as the torque converter turbine (direct
drive 1.00:1 ratio). This is fifth range.
3. When the splitter-high clutch is engaged while
the high-range clutch is also engaged, the
overdrive ratio (0.67:1) produced in the splitter planetary is transmitted to the low-range
planetary ring gear. Turbine speed is transmitted through the splitter shaft to the low-range
planetary. The splitter and low-range planetary
sets are then compounded. This results in the
transmission output being driven at a higher
speed than the torque converter turbine. This is
sixth range.

210. INTERMEDIATE-RANGE
CLUTCH, PLANETARY (THIRD
AND FOURTH RANGE)
a. Description

a. Description
1. The high-range clutch includes: clutch drum
assembly 2 (Foldout 19,B), piston assembly 7,
two external-splined plates 13, three internalsplined plates 12, and backplate 14.

26

2. The high-range clutch does not directly control


any gearing. The clutch transmits the rotation
of splitter shaft assembly 2 (Foldout 26,A) to
intermediate-range ring gear 14, 20, 27, or 28
(Foldout 25) at a 1.00:1 ratio.

1. The intermediate-range clutch includes: backplate 16 (Foldout 25) (5000 Series models
only), anchor 18 or 22, internal-splined plates
29, external-splined plates 30, piston 32, and
piston housing assembly 34.

Copyright 1997 General Motors Corp.

DESCRIPTION AND OPERATION


2. Anchor 18 or 22 is stationary. Clutch plates 30
are splined to the anchor. Clutch plates 29 are
splined to intermediate-range ring gear 14, 20,
27, or 28.

211. LOW-RANGE CLUTCH,


PLANETARY (FIRST AND SECOND
RANGE)
a. Description

3. The intermediate-range planetary includes: sun


gear 1, carrier assembly 2 or 25, and ring gear
14, 20, 27, or 28. Sun gear 1 is splined to splitter shaft assembly 2 (Foldout 26,A). Carrier assembly 2 or 25 (Foldout 25) is splined to lowrange ring gear 22 (Foldout 26,A). Intermediate-range ring gear 14, 20, 27, or 28 (Foldout
25) is splined to high-range clutch plates 12
(Foldout 19,B) and to intermediate-range
clutch plates 29 (Foldout 25).
b. Operation
1. When the intermediate-range clutch is applied,
piston 32 (Foldout 25) compresses clutch plates
29 and 30 against anchor 18 or 22. This holds
ring gear 14, 20, 27, or 28 stationary.

1. The low-range clutch includes: anchor 23


(Foldout 26,A), four (CL(B)T models) or five
(6600 Series models) internal-splined plates
26, four (CL(B)T models) or five (6600 Series
models) external-splined plates 27, piston 29,
and piston housing assembly 31. The lowrange clutch plates compress against intermediate-range clutch piston housing assembly 34
(Foldout 25).
2. The low-range planetary includes a sun gear
that is integral with splitter shaft assembly 2
(Foldout 26,A), carrier assembly 11, and lowrange ring gear 22.
b. Operation

2. Driven by sun gear 1, carrier assembly 2 or 25


rotates within stationary ring gear 14, 20, 27,
or 28 and drives low-range ring gear 22 (Foldout 26,A) at reduced speed. In the low-range
planetary, a further reduction in speed occurs
because its ring gear is rotating slower than its
sun gear (splitter shaft).
3. In third range, the splitter-low clutch is applied. The intermediate-range sun gear and the
low-range sun gear (splitter shaft) rotate at
equal speeds (at turbine speed). Speed reduction is accomplished in the two planetaries as
explained in Paragraph 210b(2). The reduction ratio is 2.01:1.
4. In fourth range, the splitter-high clutch is applied, resulting in a speed increase of the intermediate-range sun gear. The same reduction
occurs in the two compounded planetaries as
explained in Paragraph 210b(2), but the resulting speed is higher because of the higher
speed of the intermediate-range sun gear. The
reduction ratio is 1.35:1.

1. When the low-range clutch is applied, piston


29 (Foldout 26,A) compresses plates 26 and 27
against housing assembly 34 (Foldout 25) and
holds ring gear 22 (Foldout 26,A) stationary.
2. Driven by splitter shaft assembly 2, carrier assembly 11 rotates at reduced speed within stationary ring gear 22.
3. In first range, the splitter-low clutch is applied.
The low-range sun gear (splitter shaft) is rotating at turbine speed and drives planetary carrier assembly 11 at reduced speed. This
produces a ratio of 4.00:1.
4. In second range, the splitter-high clutch is applied resulting in a speed increase of the lowrange sun gear (splitter shaft). The same reduction occurs as explained in 211b(1) and (2),
but the resulting speed is higher because of the
higher speed of the low-range sun gear. The reduction ratio is 2.68:1.

Copyright 1997 General Motors Corp.

27

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


212. REVERSE CLUTCH, PLANETARY
a. Description
1. The reverse clutch includes: anchor 15 (Foldout 26,B), five internal-splined clutch plates
18, five external-splined clutch plates 19, and
piston 20. Plates 18 and 19 compress against
piston housing assembly 31 (Foldout 26,A).
Piston 20 (Foldout 26,B) uses the transmission
rear cover assembly or dropbox housing as its
piston housing.
2. The reverse planetary includes: sun gear 1
(Foldout 26,B), reverse ring gear 5, and carrier assembly 6.
b. Operation
1. When the reverse clutch is applied, piston 20
(Foldout 26,B) compresses plates 18 and 19
against low-range piston housing assembly 31
(Foldout 26,A). This holds ring gear 5 (Foldout
26,B) stationary. Reverse sun gear 1 is attached
to low-range ring gear 22 (Foldout 26,A). The
low-range and reverse planetaries are compounded to provide reverse rotation in the lowrange planetary, and further speed reduction in
the reverse planetary.
2. Low-range sun gear assembly 2 drives the pinions of carrier assembly 11. The pinions, in
turn, drive ring gear 22 in a reverse direction.
Ring gear 22, being splined to reverse sun gear
1 (Foldout 26,B), drives carrier assembly 6 in
the reverse direction within stationary ring gear
5.
3. Reverse carrier assembly 6 is splined to the
transmission output shaft and drives it in the
reverse direction also. All of the transmission
torque is carried by the transmission main shaft
assembly.
4. For models with a single reverse or with
Reverse-1, the splitter-low clutch is engaged in
Reverse (or Reverse-1), but does not multiply
torque. The reverse reduction ratio is 5.12:1.
5. For models with Reverse-2, application of the
splitter-high clutch while in Reverse-2 range
results in a speed increase of the low-range sun

28

gear (splitter shaft). The same reduction occurs


as explained in Paragraph 212b(1), (2), and
(3), but the resulting speed is higher because of
the higher speed of the low-range sun gear. The
reduction ratio is 3.46:1.

213. SPEEDOMETER DRIVE


(Some Vehicle Models)
a. Description
1. On dropbox models, the speedometer drive includes: speedometer drive plug 52 (Foldout
29), 49 (Foldout 30), or 69 (Foldout 31),
speedometer drive shaft 82 (Foldout 29), 95
(Foldout 30), or 88 (Foldout 31), and drive
sleeve assembly 85 (Foldout 29), 98 (Foldout
30), or 91 (Foldout 31).
2. On straight-through models, the speedometer
drive includes: speedometer drive gear 10 or
13 (Foldout 28), bushing 6, speedometer drive
shaft and gear 37, and sleeve assembly 40.
b. Operation
1. On dropbox models, the speedometer drive
plug fits into the output idler gear. The plug
drives the speedometer drive shaft at output
shaft speed (1:1 ratio).
2. On straight-through models, drive gear 10 or 13
(Foldout 28) drives speedometer drive shaft and
gear 37 at one-half output shaft speed (0.50:1
ratio).

214. PARKING BRAKE


(Some Vehicle Models)
a. Description
1. The parking brake is two-shoe, internal-expanding, and mechanically operated.
2. Components of the brake assembly are shown
on Foldout 32. Brake assembly 5 is bolted to
bearing retainer 20 (Foldout 28), bearing retainer 76 (Foldout 29), or bearing retainer 82
(Foldout 31). Brake drum 25 or 26 (Foldout
32) is bolted to flange 21 or 22, which is
splined to the transmission output shaft.

Copyright 1997 General Motors Corp.

DESCRIPTION AND OPERATION


b. Operation
1. A lever is connected by linkage to brake-apply
lever 3 (Foldout 32). When the brake is applied, the brake-apply lever rotates and expands shoes 18 against the inner surface of
brake drum 25 or 26. When the lever is released, springs 17 retract the shoes.
2. For adjustment of the parking brake, refer to
Paragraph 315.

215. PAN, STRAINER


a. Description
1. The straight-through configuration includes pan
assembly 2 or 20 (Foldout 24,A) and strainer assembly 6. The pan is bolted to the lower opening
of the transmission main housing.
2. The dropbox configuration includes strainer
assembly 37 (Foldout 29), 34 (Foldout 30), or
53 (Foldout 31) and cover 4 or 7 (Foldout
24,B), which returns the transmission fluid
through drain hose(s) 6 to the sump in the
transfer gear housing. The cover is bolted to
the lower opening of the transmission main
housing.
b. Operation. All transmission fluid returns to the
sump and is drawn by the pump through the strainer
assembly before delivery to the hydraulic system. Debris which may be in the sump is separated from the
fluid by the strainer. A magnet inside the strainer helps
to collect the debris.

216. INPUT PRESSURE AND


SCAVENGE PUMP
a. Description
1. The pump has two two-gear sections within
common assembly 10 (Foldout 12). The pressure section has one inlet and one outlet port.
The scavenge section has one inlet and one
outlet port.

2. The pump is driven by coupling 32, which is


splined to gear 23. Various external tubes and
internal passages direct the hydraulic flow to
and from the pump.
b. Operation
1. When the equipment engine is running, the
pressure section draws fluid from the transmission sump (the pan in a straight-through configuration, or the transfer gear housing in a
dropbox configuration). The outlet from the
pressure section directs fluid to the hydraulic
system (refer to Foldout 5, 6, or 7).
2. The scavenge section of the pump draws excess fluid that drains to the bottom of the
torque converter housing and returns it to the
transmission sump. Screen 30 (Foldout 12)
prevents debris from entering the suction side
of the scavenge pump.

217. HOUSING, COVERS


a. Front Cover (Remote Mount Models). Converter
housing front cover 10 (Foldout 8,A) encloses the
transmission front end and provides support for ball
bearing 12. Cover 10 is bolted to the front flange of the
torque converter housing.
b. Torque Converter Housing. Torque converter
housing 17 (Foldout 11) provides an enclosure for the
torque converter, power takeoff (PTO) gearing, and
pump gearing. It provides mountings for the pump,
PTOs, and the lockup shift valve (or cover). The front
flange provides a means to support the front of the
transmission. The rear of the housing provides vanes
for use with the hydraulic retarder rotor.
c. Main Housing. Housing 11 (Foldout 19,A) is the
main structural member of the transmission. It houses
the splitter and range gearing and clutches. The front
surface provides a mounting surface for the torque
converter housing or retarder housing. The rear surface
provides a mounting surface for the rear cover assembly or dropbox housing. The lower surface provides a
mounting surface for the pan or drain cover. The right
side provides a mounting surface for the main control
valve components.

Copyright 1997 General Motors Corp.

29

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


218. HYDRAULIC SYSTEM
(All Models)

d. Lockup Clutch Shift Valve


NOTE:

NOTE:
References to up, down, left, or right refer to positions or movements of components on Foldout 5, 6,
or 7.

For models with non-electric lockup, proceed with

a. System Functions. The hydraulic system generates, directs, and controls the pressure and flow of hydraulic fluid within the transmission. Hydraulic fluid
(transmission oil) is the power transmitting medium in
the torque converter. Its velocity drives the converter
turbine. Its flow cools and lubricates the transmission.
Its pressure operates the control valves and applies the
clutches.

1. For models with non-electric lockup, the hydraulically-actuated lockup clutch shift valve is
controlled by pitot pressure to engage the
lockup clutch as a function of torque converter
turbine speed.

b. System Schematics (Foldout 5, 6, or 7). Colorcoded foldouts of the hydraulic systems are presented at
the back of this manual. The illustrations represent each
system as it functions in neutral with the engine idling.
c. Filter, Main-Pressure Regulator Valve
1. The transmission fluid passes through disposable cartridge filter elements. The filters are arranged for full-flow operation.
2. For earlier models, when filter elements are
badly clogged and the transmission hydraulic
pressure differential (P) in the filter base is 20
psi (138 kPa), filter bypass valve 47 (Foldout 13)
opens and allows the transmission fluid to bypass the filter elements.
3. For later models, when the high efficiency filter
elements are starting to clog and the transmission hydraulic pressure differential (P) in the
filter base is 35 psi (240 kPa), an OEM-supplied
and installed signal light in the cab may be activated by a differential pressure (P) switch. At
50 psi (345 kPa), the filter bypass valve in the
filter base will open and allow the transmission
fluid to bypass the filter elements.
4. Main pressure in the hydraulic circuit is regulated by a spring-loaded, spool valve 7 (Foldout
13, 14,A, or 14,B), located in main-pressure
regulator valve body 6. Its movement opens or
closes ports, determining the volume of hydraulic flow and main pressure for various requirements. Function and movement are fully
automatic. Refer to Paragraph 311b to check
and adjust main pressure.
210

Step (1).
For models with electric lockup, proceed to Step (4).

2. Flow of transmission fluid to and from the


lockup clutch piston cavity is controlled by the
lockup clutch shift valve. Movement of this
spool valve in its bore opens or closes ports,
determining whether the lockup clutch is engaged or disengaged. This valve is located in
lockup valve body 7 (Foldout 15,B). Operation
of the hydraulically-actuated lockup valve occurs as a result of pitot-driven hydraulic pressure acting on lockup shift valve 8 at high
turbine shaft speeds.
3. Lockup operation occurs either in all ranges
(refer to Foldout 5 or 6) or in all ranges except
neutral, first, and reverse. This is accomplished
by using different lockup valve body assemblies. To prevent lockup in neutral, first, and reverse, a lockup valve body is used which directs
hydraulic pressure to the spring end of the
lockup shift valve, preventing the movement of
the lockup clutch valve in its bore during operation in those ranges. Proceed to Paragraph 2
18e.
4. For models with electric lockup, operation of
the electrically-actuated lockup valve is a result
of main pressure acting on lockup clutch shift
valve 9 (Foldout 15,A). The ECU senses output
shaft speed and energizes the lockup solenoid.
This vents main pressure from the spring-loaded
end of the lockup clutch shift valve (refer to
Foldout 7). Main pressure, acting on the other
end of the valve, overcomes the force of the
spring and moves the valve upward in its bore.
This allows main pressure to be applied to the
lockup clutch piston cavity to engage the lockup
clutch. Lockup operation occurs in all ranges.
Proceed to Paragraph 218g or h.

Copyright 1997 General Motors Corp.

DESCRIPTION AND OPERATION


e. Flow (Lockup Cutoff) Valve (Models With NonElectric Lockup). Flow valve 16, located in lockup
valve body 7 (Foldout 15,B), works in conjunction
with the lockup clutch shift valve. This spool valve
momentarily interrupts the flow of main pressure to
the lockup clutch when shifts occur from one range to
another. When a shift (other than to neutral) occurs, a
rapid flow of fluid is required to engage different
clutches. This fluid must pass through the flow valve
bore. During the initial part of this flow, the valve
moves upward, cutting off main pressure to the lockup
clutch and exhausting the lockup clutch circuit. When
the oncoming clutch is filled, the valve returns downward and restores pressure to the lockup clutch circuit.
This enables the torque converter to cushion fullpower shifts.
f. Check Valve (Models With Non-Electric Lockup).
Orificed check valve 18 (Foldout 15,B) is located in
lockup valve body 7. During shifts, valve 18 permits the
rapid exhaust of fluid from the top of flow valve 16, and
a gradual return of fluid through the orifice.
g. Hydraulic Retarder Valve
(Models With Retarder)
1. Hydraulic retarder control valve body assembly 6 or 20 (Foldout 16,B) is located at the leftfront side of the transmission. This valve body
assembly is mounted vertically. It is connected
by linkage with an operator-controlled hand lever or foot pedal.
2. The retarder is applied when the spool valve is
pushed downward in the body and released
when the valve is pulled upward (Foldout 5 or
6). Transmission fluid supply for the retarder,
having passed through the torque converter to
the cooler (heat exchanger), is directed to the
retarder when retarder operation is activated.
Fluid flow from the retarder is cooled by the
heat exchanger.
h. Converter Pressure Relief Valve (All Models).
The converter pressure relief valve is located in the
main transmission housing. The function of this valve
is to limit converter-in hydraulic pressure to a maximum of 80 psi (552 kPa). The valve protects the torque
converter from excessive hydraulic pressure (such as
during cold starts) by dumping the excess fluid directly to the sump. Refer to Items 1 through 4 (Foldout
19,A).

i. Converter Pressure Regulator Valve (Models


With Retarder). The converter pressure regulator valve
is located in the main transmission housing. The valve
works against spring force and exhausts to the sump
any transmission fluid with pressure in excess of 22.5
psi (155 kPa) coming from the torque converter,
through the cooler. The valve regulates converter hydraulic pressure, plus any restriction in the cooler and
converter-out circuit. Refer to Items 23 through 26
(Foldout 19,A).
j. Lubrication Pressure Regulator Valve (Models
Without Retarder). The lubrication pressure regulator
valve is located in the converter housing. The valve
regulates lubrication pressure at 2025 psi (138172
kPa), allowing excess transmission fluid to flow to the
sump. Refer to Items 67 through 74 (Foldout 11).
k. Converter-In Check Valve (Models With Retarder). A check valve is located in the torque converter housing. This valve does not allow converter-in
hydraulic pressure to drop below 20.5 psi (141 kPa).
Hydraulic pressure on one side of the valve, regulated
at 22.5 psi (155 kPa) by the converter pressure regulator valve, is opposed by converter-in hydraulic pressure and a valve spring on the other side with a cumulative result of an increase of 2 psi (14 kPa). If
converter-in pressure should drop below 20.5 psi (141
kPa), transmission fluid from the cooler, regulated at
22.5 psi (155 kPa) by the converter regulator valve,
opens the valve and maintains a minimum converter-in
hydraulic pressure of 20.5 psi (141 kPa). Transmission
fluid is allowed to recirculate to the converter from the
cooler, and the system is referred to as an auto-flow
hydraulic circuit. Refer to Items 77 through 85 (Foldout 11).

219. MANUAL-HYDRAULIC CONTROL


SYSTEM (Foldout 5)
NOTE:
References to up, down, left, or right refer to posi-

tions or movements of components on Foldout 5.


For manual-hydraulic control system functions, re-

fer to Paragraph 218a.


For manual-hydraulic control system schematics,

refer to Paragraph 218b.

Copyright 1997 General Motors Corp.

211

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


a. Manual Selector Valve
1. Manual selector valve 34 (Foldout 20) is a
spool valve located in the control valve body
at the right side of the transmission. The selector valve is operated manually and connected
by linkage to the shift selector. Its movement
determines the range in which the equipment
operates. Each range position on the shift selector positions the selector valve. This valve
then directs transmission fluid to the selected
range clutches, and exhausts all other clutches.
Spring-loaded steel balls locate the selector
valve accurately in each shift position and restrain valve movement until the valve is manually shifted.
2. The selector valve has eight positions which
provide neutral, six forward speeds, and one
reverse speed. In addition to directing fluid to
the range clutches, the valve directs fluid to the
splitter clutches, neutral and intermediate trimmer valves, and to the lockup shift valve and
flow valve.

the trimmer lower valve reaches the stop, the


trimmer springs move the trimmer upper valve
back, closing the exhaust port, and allowing
main pressure to return to maximum pressure.
c. Intermediate-Range Trimmer Valve
1. The intermediate-range trimmer valve assembly
consists of trimmer lower valve 21 (Foldout 20),
trimmer upper valve 18, and springs 16, 17, 19,
and 20 in a common bore.
2. This trimmer functions only during application
of the intermediate-range clutch. It provides an
initial reduction of pressure to the clutch during application, followed by a rise in pressure
to equal main pressure. The valve provides a
smooth and gradual application of the clutch.

220. MANUAL-HYDRAULIC CONTROL


SYSTEM CIRCUITS
(Foldout 5)

b. Neutral Trimmer Valve


1. The neutral trimmer valve assembly (Foldout
5) consists of trimmer upper valve 45 (Foldout
20), trimmer lower valve 42, and springs 41,
43, and 44, located in a common bore. The
neutral trimmer valve reduces main hydraulic
pressure momentarily when shifting from neutral to reverse, or to any forward range, ensuring a smooth and positive clutch apply.
2. Main pressure is present at the neutral trimmer
valve in all ranges (Foldout 5). Neutral signal
pressure is present at the lower valve in neutral
only. When a shift is made from neutral, neutral signal pressure fluid is exhausted, allowing
main pressure to move the trimmer upper
valve. This exhausts part of the clutch-apply
fluid to sump, and main pressure is reduced for
range clutch application.
3. As clutch-apply fluid is escaping to the sump,
it also flows through an orifice in the neutral
trimmer upper valve to the area between the
upper valve and the lower valve, moving the
lower valve downward. The neutral trimmer
upper valve is now hydraulically stable. When

212

NOTE:
References to up, down, left, or right refer to positions or movements of components on Foldout 5.
For manual-hydraulic control system functions, refer to Paragraph 218a.
For manual-hydraulic control system schematics,
refer to Paragraph 218b.
a. Neutral (Foldout 5)
1. The manual selector valve is in neutral, the
equipment engine is idling, and the transmission fluid temperature is normal at 180200F
(8293C). The input pump, driven when the
engine is operating, picks up transmission fluid
from the sump and pumps it into the hydraulic
system.
2. The transmission fluid flows through the filters
to the main-pressure regulator valve. From the
regulator valve, the fluid flows to the lockup
shift valve and the flow valve. Fluid at the
lockup shift valve is stopped at the valve. At
the flow valve, fluid must flow through an orifice. If the circuit beyond the valve requires

Copyright 1997 General Motors Corp.

DESCRIPTION AND OPERATION


fluid, the fluid moves the valve, bypassing the
orifice, and flows unrestricted through the flow
valve. When the flow valve moves, fluid at the
larger diameter end of the valve unseats the
check valve and enters the main hydraulic circuit (red) beyond the flow valve.
3. Continuing to the manual selector valve, the
fluid fills the larger drilled passage of the selector valve and the lateral passages connected to
the lengthwise drilled passage.
4. In neutral, the manual selector valve directs
fluid to three places: the neutral trimmer upper valve, the neutral trimmer lower valve,
and the splitter-low clutch cavity. Main pressure fluid at the trimmer upper valve flows
through the orifice in the trimmer upper valve
to the area between the upper valve and the
trimmer lower valve.
5. As hydraulic pressure increases in the circuit,
several actions occur simultaneously. The splitter-low clutch is applied. Pressure equalizes in
the main pressure circuit at both sides of the
flow valve and seats the check valve at the upper end. Fluid begins flowing through the orifice in the check valve. This flow, acting on the
upper end of the flow valve, moves the valve
downward. The valve moves downward to the
limit of its travel and remains in that position
until a shift is made to another range. At that
time, the movement of the flow valve opens
ports which exhaust the lockup clutch apply
pressure and place the transmission in torque
converter operation during the shift.
6. No action of the neutral trimmer upper valve or
lower valve has occurred as a result of the increase in hydraulic pressure in the main-pressure
circuit.
7. When the main-pressure circuit is charged, hydraulic pressure builds up in the circuit until a
pressure is reached that acts upon the mainpressure regulator valve and regulates the fluid
in the main-pressure circuit. Fluid flowing into
a lateral drilled passage of the main-pressure
regulator valve flows into a central passage,
unseats a spring-loaded ball check valve, and
flows out of the valve through a second lateral
passage. Fluid leaves the valve between a land
on the valve and the valve body. Pressure,

building up at this point, moves the regulator


valve toward the plug (left) against spring
force. When it moves sufficiently to uncover
the port that supplies the torque converter with
fluid, all fluid in excess of other demands flows
to the torque converter, charging it. Fluid flowing to the converter is limited to a maximum of
80 psi (552 kPa) by the converter pressure relief valve.
8. On transmissions equipped with a hydraulic
retarder, the circuit which supplies fluid to the
converter also supplies fluid through an orifice to the lubrication circuit and through another orifice to the fluid velocity governor
(pitot). On transmissions not equipped with a
retarder, the fluid velocity governor (pitot) is
supplied from the converter-out circuit
through an orifice. The lubrication system is
supplied from the lubrication regulator valve
in the cooler return line. Any fluid in excess
of 2025 psi (138172 kPa) at the lubrication
valve is exhausted to the sump.
9. On transmissions equipped with a hydraulic retarder, converter-out fluid flows to the retarder
control valve as well as through the cooler.
Transmission fluid from the cooler flows
through the retarder control valve to both the
converter-in check valve and converter pressure regulator valve.
10. In neutral, the hydraulic pressure in the pitot
circuit is proportional to the speed of the rotation of the fluid collector ring which is attached
to the splitter-low clutch housing. At idle, this
pressure exerts negligible force at the lower
end of the lockup shift valve.
11. As turbine speed increases, the increase of pitot
pressure at the bottom of the lockup shift valve
moves the valve against spring force at the top
end. Movement of the valve allows main pressure fluid to flow to the flow valve, and through
the flow valve to the lockup clutch, applying the
clutch. The transmission is now operating in
neutral, in splitter-low lockup.
12. If the transmission is operating in lockup when
an upshift or downshift is made, the action of
the flow valve momentarily disengages the
lockup clutch until the shift is completed.

Copyright 1997 General Motors Corp.

213

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


b. First Range (Foldout 5). In first range, the hydraulic action is the same as described for neutral
(Paragraph 220a) except as follows:
1. The neutral trimmer valve functions to assure a
smooth and gradual application of the lowrange clutch.
2. The low-range and splitter-low circuits are
charged and those clutches are applied. Fluid
in the neutral signal circuit is exhausted to the
sump.
3. As in neutral, with an increase in turbine
speed, the lockup circuit is charged and the
lockup clutch is applied. The transmission is
now operating in first-range lockup.
4. For some models with a special lockup valve
body, lockup does not occur in first range.

the sump. The neutral signal circuit is not


charged.
2. When an upshift is made to third range or a
downshift made to fourth range, the intermediate-range trimmer valve functions for the application of the intermediate-range clutch. The
orifice in the intermediate-range clutch-apply
circuit prevents the intermediate-range clutch
from disengaging quickly. When a shift is
made to a range other than third or fourth, that
range clutch is partially applied before the intermediate-range clutch is fully disengaged, reducing shift shock and maintaining continuous
torque output during the shift.
3. As in neutral, with an increase in pitot pressure, the lockup clutch is applied and the transmission operates in third-range lockup.

c. Second Range (Foldout 5). In second range, the


hydraulic action is the same as described for neutral
(Paragraph 220a) except as follows:

4. As in first and second ranges, when operating


in lockup, a shift to another range disengages
the lockup clutch momentarily until the shift is
made.

1. The low-range and splitter-high circuits are


charged and those clutches are applied. All
other clutch circuits are exhausted to the sump.
The neutral signal circuit is not charged.

e. Fourth Range (Foldout 5). In fourth range, the


hydraulic action is the same as in neutral (Paragraph
220a) except as follows:

2. As in neutral, with an increase in turbine


speed, the lockup clutch is applied, allowing
the transmission to operate in second-range
lockup.

1. The intermediate-range and splitter-high circuits are charged and those clutches are applied. All other clutch circuits are exhausted to
the sump. The neutral signal circuit is not
charged.

3. When an upshift is made to third range, the intermediate-range trimmer valve functions for
the application of the intermediate-range
clutch. If the transmission is operating in
lockup when an upshift or downshift is made,
the action of the flow valve momentarily disengages the lockup clutch until the shift is
completed.

2. When an upshift is made to fourth range, or a


downshift made to third range, the only hydraulic action occurring at the selector valve is
the directing of transmission fluid to the splitter-low or splitter-high clutch. The intermediate-range clutch is applied when operating in
either range.

d. Third Range (Foldout 5). In third range, the hydraulic action is the same as described for neutral
(Paragraph 220a) except as follows:

3. As in neutral, with an increase in pitot pressure, the lockup clutch is applied and the transmission operates in fourth-range lockup.

1. The intermediate-range and splitter-low circuits are charged and those clutches are applied. All other clutch circuits are exhausted to

f. Fifth Range (Foldout 5). In fifth range, the hydraulic action is the same as in neutral (Paragraph 220a) except as follows:

214

Copyright 1997 General Motors Corp.

DESCRIPTION AND OPERATION


1. The high-range and splitter-low circuits are
charged and those clutches are applied. All
other clutch circuits are exhausted to the sump.
The neutral signal circuit is not charged.

221. MANUAL-ELECTRIC CONTROL


HYDRAULIC SYSTEM
(Foldout 6)

2. As in neutral, with an increase in pitot pressure, the lockup clutch is applied, and the
transmission operates in fifth-range lockup.

NOTE:
References to up, down, left, or right refer to
positions or movements of components on Foldout 6.
Refer to Paragraph 218 for components common to all models.

g. Sixth Range (Foldout 5). In sixth range, the hydraulic action is the same as in neutral (Paragraph 220a) except as follows:
1. The high-range and splitter-high circuits are
charged and those clutches are applied. All
other clutch cavities are exhausted to the sump.
The neutral signal circuit is not charged.
2. When an upshift is made to sixth range or a
downshift is made to fifth range, the only hydraulic action occurring at the selector valve is
the directing of transmission fluid to the splitterlow or splitter-high clutch. The high-range
clutch is applied when operating in either range.
3. As in neutral, with an increase in pitot pressure, the lockup clutch is applied, and the
transmission operates in sixth-range lockup.
h. Reverse (Foldout 5). In reverse, the hydraulic action is the same as in neutral (Paragraph 220a) except
as follows:
1. The neutral trimmer valve functions to assure a
smooth and gradual application of the reverse
clutch. The reverse and splitter-low circuits are
charged and those clutches are applied. Fluid
in the neutral signal circuit is exhausted to the
sump. All other clutch cavities are exhausted to
the sump.

a. Reverse Shift Valve


1. A spring pushes the reverse shift valve upward
when Solenoid B is energized. Hydraulic pressure pushes the valve downward when Solenoid B is de-energized and the solenoid check
ball seats.
2. In its upward position, this spool valve directs
hydraulic pressure to the reverse clutch. With
the valve in its downward position, the reverse
clutch is exhausted.
b. Low-Range Shift Valve
1. A spring pushes the low-range shift valve upward when Solenoid C is energized. Hydraulic
pressure pushes the valve downward when Solenoid C is de-energized and the solenoid
check ball seats.
2. In its upward position, this spool valve directs
hydraulic pressure to the low-range clutch.
With the valve in its downward position, the
low-range clutch is exhausted.
c. Intermediate-Range Shift Valve

2. As in neutral, with an increase in turbine


speed, the lockup circuit is charged and the
lockup clutch is applied. The transmission operates in reverse lockup.

1. A spring pushes the intermediate-range shift


valve upward when Solenoid D is energized.
Hydraulic pressure pushes the valve downward
when Solenoid D is de-energized and the solenoid check ball seats.

3. For some models with a special lockup valve


body, lockup does not occur in reverse.

2. In its upward position, this spool valve directs


hydraulic pressure to the intermediate-range

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5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


clutch. With the valve in its downward position,
the intermediate-range clutch is exhausted.
d. High-Range Shift Valve
1. A spring pushes the high-range shift valve upward when Solenoid E is energized. Hydraulic
pressure pushes the valve downward when Solenoid E is de-energized and the solenoid
check ball seats.
2. In its upward position, this spool valve directs
hydraulic pressure to the high-range clutch. In
its downward position, the high-range clutch is
exhausted.

shift valve, which opens when Solenoid F is


energized.
3. When the priority valve is fully upward, main
pressure is exerted on its lower end as well as
on its step area. The valve cannot move downward until main pressure falls below that required to raise it initially.
g. Splitter Shift Valve
1. A spring pushes the splitter shift valve upward
when Solenoid F is energized. Hydraulic pressure pushes the valve downward when Solenoid F is de-energized, and the solenoid check
ball seats.

e. Solenoid Pressure Regulator Valve


1. Spring force pushes downward on the solenoid
pressure regulator valve, allowing main pressure to flow into the area at the middle of the
valve, to the upper ends of the shift valves, and
through an orifice to the lower end of the valve.
2. When main pressure at the lower end of this
spool valve exceeds the force of the valve
spring, main pressure is blocked, preventing
solenoid pressure from increasing. When solenoid pressure falls, the valve moves downward,
again admitting main pressure. When a balanced condition is reached (solenoid pressure
equals spring force), a uniform hydraulic pressure, lower than main pressure, is established.
f. Priority Valve
1. The priority valve gives main pressure priority
to the solenoid-pressure regulator valve when
the equipment engine is first started. This is
necessary to ensure that the shift valves are all
positioned downward (in neutral) so that no apply pressure is directed to a drive clutch until a
range is selected.
2. The valve is held downward by spring force
until main pressure, reaching the step on the
valve through an orifice, is sufficient to raise
the valve against its two springs. When the
valve is upward, main pressure enters the bore
at a second point (below the orifice) and flows
to the remainder of the circuit. By the time the
valve is fully upward, main pressure (regulated to a lower pressure in the solenoid pressure regulator valve) has pushed all of the
shift valves downward, except for the splitter
216

2. When this spool valve is upward, hydraulic


pressure is directed to the splitter-low clutch.
When the valve is downward, hydraulic pressure is directed to the splitter-high clutch.
When the splitter-high clutch is applied, the
splitter-low clutch exhausts through the bore of
the splitter-high trimmer. When the splitter-low
clutch is applied, the splitter-high clutch exhausts through the bore of the splitter-low trimmer.
3. For models with lock-in-range, Solenoid G is
de-energized (valve closed) during splitter-low
operation. This retains splitter-low clutch pressure at the bottom of the valve during splitterlow operation. When energized, Solenoid G
provides the means to exhaust splitter-low
pressure at this point when it is desired to shift
to splitter-high operation.
4. For models with lock-in-neutral, Solenoid G is
not present.
h. Protection in the Event of Electrical Interruption
1. The shift valves (except for the splitter shift
valve) are arranged in a cascade system. This
arrangement ensures that only one range clutch
can be applied at a given time, because the apply pressure of each depends upon the released
position of the preceding valve. If two valves
should be in the apply position, only the one
that is first in line can receive apply pressure.
2. For models with lock-in-range, each of the forward operation shift valves directs its clutch
apply pressure to the spring cavity beneath the
valve at the same time the clutch is charged.

Copyright 1997 General Motors Corp.

DESCRIPTION AND OPERATION


This ensures that the valve will remain in its
upward position (clutch applied) even though
the solenoid at the upper end of the valve is deenergized (by electrical interruption). This hydraulic hold can be relieved only by the upward movement of an adjacent shift valve, or
in the case of the low-range shift valve, by energizing Solenoid A. The splitter shift valve, in
splitter-low position, is unlocked by energizing
Solenoid G to exhaust the pressure from beneath the valve. These features are referred to
as lock-in-range, because the operating range
is retained even though an electrical interruption occurs during operation.

CAUTION:
Loss of hydraulic pressure (such as caused by
stopping the engine) relieves all hydraulic holds.
Only neutral will be obtained when the engine is
restarted following an electrical interruption.

3. Models with lock-in-neutral will shift into neutral from any range if an electrical interruption
occurs.
4. For all models, the reverse shift valve will always go to neutral (exhaust position) if an
electrical interruption occurs during reverse
operation.
i. Trimmer System
1. The trimmer system includes four valve groups
in the lower section of the control valve assembly. These are: reverse trimmer, low-range
trimmer, intermediate-range trimmer, and splitter-low trimmer.
2. The functions of the four trimmers are similar.
Each trimmer regulates the application of its
corresponding clutch, preventing shift shock
from abrupt clutch engagement. Each trimmer
initially limits the apply pressure of its clutch,
and then permits full apply pressure. Spring
force returns the valves to operating position.
3. A secondary function of the low-range, intermediate-range, and splitter-low trimmers is a
regulation of the exhaust of preceding clutches.
This prevents both clutch slippage and excessive clutch overlap during shifting.

4. Individual trimmer system valve groups are described in Paragraphs 221j through 221m.
j. Reverse Trimmer
1. The reverse trimmer valve group includes a
valve stop and two springs in the lower end of
the valve bore, a valve near the middle of the
bore, and a spring and valve at the upper end of
the bore. Refer to Items 75 through 80 (Foldout
21). A reverse-clutch pressure passage is connected to the upper end of the bore. An exhaust
port is provided just below the reverse clutch
pressure passage.
2. When the reverse clutch is applied, apply pressure is sent to the top end of the upper valve.
Initially, the upper and lower valves are forced
downward against the springs until transmission fluid escapes at the exhaust port. The escape of fluid, as long as it continues, reduces
clutch-apply pressure. However, fluid flows
through an orifice in the trimmer upper valve
to the cavity between the upper trimmer valve
and the lower trimmer valve. Hydraulic pressure in this cavity forces the lower valve farther downward to the stop. The lower valve
stops, but the flow through the orifice continues. The pressure below the upper trimmer
valve plus the spring force is greater than the
hydraulic pressure acting on the upper end of
the valve. This causes the upper trimmer valve
to move back up. This throttles, then stops, the
escape of fluid through the exhaust port. When
the escape of fluid is throttled, clutch pressure
rises. When the escape of fluid stops, clutch
pressure is maximized. The lower valve remains downward until the clutch is released.
3. Upon release of the clutch, the spring pushes
all the trimmer components to the top of the
valve bore. In this position, the trimmer is reset
and ready for the next clutch application.
k. Low-Range Trimmer
1. The low-range trimmer valve group includes a
valve stop and two springs at the lower end of
the trimmer valve bore, a valve near the middle
of the bore, and a trimmer valve and spring at
the upper end of the bore. Refer to Items 69
through 74 (Foldout 21). A low-range clutch
pressure passage is connected to the upper end

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5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


of the bore. An exhaust port is provided just below the low-range clutch pressure passage.

low the splitter exhaust passage and another at


the lower end of the trimmer valve bore.

2. Exhaust passages from the low-range and


high-range shift valve bores connect to the
trimmer bore near the middle of the bore.
These passages, in conjunction with the position of the trimmer lower valve, control the exhaust rates of preceding clutches.

2. The trimming function of the splitter-low trimmer valve is similar to that of the reverse trimmer (Paragraph 221j).

3. The trimming function of the low-range trimmer is similar to that of the reverse trimmer
(Paragraph 221j).
l. Intermediate-Range Trimmer

n. Exhaust Regulator Valve

1. The intermediate-range trimmer valve group includes a valve stop and two springs at the lower
end of the trimmer valve bore, a valve near the
middle of the bore, and a trimmer valve and
spring at the upper end of the bore. Refer to
Items 63 through 68 (Foldout 21). An intermediate-range clutch pressure passage is connected
to the upper end of the bore. An exhaust port is
provided just below the intermediate-range
clutch pressure passage.
2. Exhaust passages from the intermediate-range
shift valve and to the exhaust regulator valve
are provided. These passages, in conjunction
with the position of the trimmer lower valve,
control the exhaust rate of the low-range
clutch.
3. The trimming function of the intermediaterange trimmer is similar to that of the reverse
trimmer (Paragraph 221j).
m. Splitter-Low Trimmer
1. The splitter-low trimmer valve group includes
two springs and a valve stop in the lower end
of the trimmer valve bore, a trimmer lower
valve at the middle of the bore, and a spring
and trimmer upper valve at the upper end of the
valve bore. Refer to Items 53 through 58 (Foldout 21). A splitter-low clutch pressure passage
is connected to the upper end of the trimmer
valve bore. An exhaust port is provided just below the splitter-low clutch pressure passage.
An exhaust passage from the splitter shift valve
bore is connected to the middle of the trimmer
valve bore. An exhaust port is provided just be218

3. A secondary function of the splitter-low trimmer is the regulation of splitter-high clutch exhaust. The position of the splitter-low trimmer
valve, in relation to the exhaust passages near
the middle of the trimmer valve bore, determines the exhaust rate of the splitter-high
clutch exhaust.

1. The exhaust regulator valve group includes a


valve guide pin, a spring, and a mushroomshaped valve. The valve seats in an opening in
the separator plate adjacent to the control valve
body. The spring maintains a slight force to
hold the valve in its seat (closed).
2. The exhaust regulator valve is a common point
through which several exhaust passages lead.
This arrangement provides an exhaust system
which dissipates almost all hydraulic pressure,
but yet retains fluid in the system to enable
quick response.
o. Solenoids
1. For lock-in-range models, the system includes
seven solenoids. These are identified as Solenoids A, B, C, D, E, F, and G in illustrations
and explanations.
2. For lock-in-neutral models, the system includes five solenoids. These are identified as
Solenoids B, C, D, E, and F in illustrations and
explanations.
3. These solenoids are identical components and
are not marked for identification. Electrical
leads which connect to the solenoids are
marked.
4. A solenoid electrically produces a magnetic
pulling force when energized. The magnetic
force lifts a plunger which allows a check ball
in the solenoid to unseat. The unseated check
ball opens a port which bleeds off hydraulic
pressure at the end of the shift valves faster
than the pressure can be sustained by fluid
coming into the area through an orifice. This

Copyright 1997 General Motors Corp.

DESCRIPTION AND OPERATION


permits the shift valve spring to push the shift
valve toward the solenoid (or relieves pressure
at the spring end of valve).
5. Solenoids are designed to be actuated by either
12V or 24V. The manual-electric control has
solenoids that match the voltage rating of the
equipment electrical system.
p. Shift Selector Assembly (Foldout 33)
1. The shift selector assembly (shift tower) is
manually operated and has eight selector positions. These are (from rear to front): Reverse,
Neutral, First, Second, Third, Fourth, Fifth,
and Sixth. The range indicator is correspondingly marked R, N, 1, 2, 3, 4, 5, and 6. Each
shift position is gated, and the selector lever
must be pushed right or left, alternately, to
clear the gate separating each shift position
from the adjoining position.
2. Eight microswitches are operated by a cam attached to the manual selector lever. Each position of the lever opens and closes the switches
required to energize or de-energize the proper
combination of solenoids for that selector position.
3. A solenoid which has its axis on a line with the
axis of the switch-operating cam acts as a
downshift inhibitor. It is energized when the
transmission lockup clutch engages. Lockup
clutch pressure closes the pressure-actuated
switch, which in turn energizes the inhibitor
solenoid. The inhibitor solenoid engages a dog
clutch arrangement which prevents the shift selector lever from being moved to a lower range
position. The shift selector lever may be upshifted.
4. A lamp, which illuminates a translucent shift
guide, is included in the shift selector assembly. It is connected to the equipment dash lamp
circuit. Both 12V and 24V systems use a 12V
lamp. A resistor is in series with the lamp in
24V systems.
q. Wiring Harness
1. A wiring harness connecting the selector assembly to the valve body assembly transmits
the electrical signals that cause the transmission to respond to the movements of the shift
selector.

2. Fourteen wires are in the harness at the point


where it leaves the selector assembly. Six wires
branch off from the harness to attach to various
parts of the circuit. The remaining eight wires
attach to the main control valve body.
3. A sixteen-pin female connector is attached to
the selector end of the wiring harness. An
eight-pin female connector is attached to the
control valve body end of the harness. These
connectors push onto mating connectors on the
selector assembly and valve bodies. A nut at
each connector is tightened to secure the harness ends.

222. MANUAL-ELECTRIC CONTROL


HYDRAULIC SYSTEM CIRCUITS
(Foldout 6)
NOTE:
References to up, down, left, or right refer to posi-

tions or movements of components on Foldout 6.


For manual-electric control system functions, refer

to Paragraph 218a.
For manual-electric control system schematics, re-

fer to Paragraph 218b.

a. Neutral
1. The shift selector is in neutral, the equipment
engine is idling, and the transmission fluid temperature is normal at 180200F (8393C). The
input pump, driven when the engine is operating, picks up transmission fluid from the sump
and pumps it into the hydraulic system.
2. The transmission fluid flows through the filters
to the main-pressure regulator valve. From the
regulator valve, the fluid flows to the lockup
shift valve and the flow valve. Fluid at the
lockup shift valve is stopped at the valve. At
the flow valve, fluid must flow through an orifice. If the circuit beyond the valve requires
fluid, then the fluid moves the valve, bypassing
the orifice, and flows unrestricted through the
flow valve. When the flow valve moves, fluid at
the larger diameter end of the valve unseats the

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5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


check valve and enters the main hydraulic circuit (red) beyond the flow valve.
3. Even though the action of the flow valve occurs every time there is a significant flow of
fluid through it, the primary purpose of the
flow valve is to disengage the lockup clutch
during an upshift or downshift, automatically
placing the transmission in converter operation. At that time, the movement of the flow
valve opens the ports that exhaust the lockup
clutch and shuts off the fluid supply.
4. Main pressure (red), leaving the flow valve, is
directed to the solenoid pressure regulator
valve and to the priority valve. At the solenoid
pressure regulator valve, a regulated solenoid
pressure (yellow/white) for controlling the
shift valves is produced and directed to each
shift valve. At each shift valve, the fluid must
pass through an orifice. At the priority valve,
fluid passes through an orifice and exerts upward pressure on the step diameter of the
valve. In a parallel branch, fluid flows beneath
the lower end of the priority valve and is directed to the splitter shift valve, two points on
the high-range shift valve, and the low-range
shift valve.
5. At the reverse shift valve, Solenoid B is de-energized and its check ball is seated. This retains
solenoid pressure and the valve is pushed
downward against its spring. The reverse
clutch is exhausted through the spring-loaded
exhaust regulator valve.
6. At the low-range shift valve, Solenoid C is deenergized and its check ball is seated. For models with lock-in-range, Solenoid A is energized
and its check ball is unseated. For models with
lock-in-neutral, Solenoid A is not present. Solenoid pressure at the upper end of the valve
holds the valve downward against its spring.
The low-range clutch is exhausted via the bore
of the intermediate-range shift valve, through
the spring-loaded exhaust regulator valve, and
through the unseated check ball of Solenoid A
(if present).

220

7. At the intermediate-range shift valve, Solenoid


D is de-energized, and its check ball is seated.
Solenoid pressure, retained at the upper end of
the valve, forces the valve downward against
its spring. The intermediate-range clutch is exhausted through the high-range shift valve bore
(valve downward), through the low-range trimmer valve bore, and then through the springloaded exhaust regulator valve.
8. At the high-range shift valve, Solenoid E is deenergized and its check ball is seated. Solenoid
pressure retained at the upper end of the shift
valve forces the valve downward against its
spring. The high-range clutch is exhausted directly through a hole in the separator plate.
9. At the splitter shift valve, Solenoid F is energized and its check ball is unseated. Solenoid
G (if present) is de-energized and its check ball
is seated. No pressure is retained at the upper
end of the valve, and the spring at the lower
end of the valve pushes the valve upward. With
the valve in its upward position, pressure is directed to the splitter-low clutch (red/white) and
applies the clutch. Splitter-low clutch pressure
is also directed to the splitter-low trimmer
valve. The splitter shift valve remains upward
until Solenoid F is de-energized and Solenoid
G (if present) is energized.
b. Protection in the Event of Electrical Interruption While Operating in Neutral
1. Protection in the event of electrical interruption
while operating in neutral, as covered herein,
concerns only the design of the system to provide certain safeguards in the event of interruption of electrical power to the solenoids.
2. If total electrical power is interrupted while
the transmission is operating in neutral, the
transmission will remain in neutral (engine
running) regardless of any position which
might be manually selected after the interruption. Partial electrical interruption (one solenoid loses power) while operating in neutral
will permit the transmission to continue operation in neutral if the selector lever is not
moved. If electrical power to individual Solenoid A (if present) or Solenoid F is interrupted while operating in neutral, erratic

Copyright 1997 General Motors Corp.

DESCRIPTION AND OPERATION


shifting can be expected if other selector positions are selected. Refer to Troubleshooting
(Paragraph 323).
c. Protection in the Event of Electrical Interruption While Operating in Forward Ranges
1. For models with lock-in-range, if electrical
power is interrupted completely during operation in any forward range, the transmission will
continue operation in that range if the equipment engine is not stopped.
2. If the shift selector is moved, that same range
will be maintained in all selector lever positions. If the engine is stopped, the transmission
will go to neutral when the engine is restarted.
3. If electrical power to the individual energized
solenoids is interrupted during operation in any
forward range, the transmission will continue in
that same range until shifted out of that range or
until the engine is stopped. Thereafter, shifting
will be erratic in other selector positions. Refer
to Troubleshooting (Paragraph 323).
4. For models with lock-in-neutral, if electrical
power is interrupted completely during operation in any range, the transmission will shift to
neutral.
d. First-Range Operation
1. When the selector lever is moved from N (Neutral) to 1 (First-range), Solenoid A (if present) is
de-energized and its check ball is seated. Solenoid F remains energized. Solenoid C is energized and its check ball is unseated.
2. When Solenoid A (if present) is de-energized,
no change occurs. Its check ball seats to retain
low-range clutch-apply pressure when the lowrange shift valve moves upward. For models
with lock-in-neutral, Solenoid A is not present.
3. When Solenoid C is energized, its check ball is
unseated and releases solenoid pressure (yellow/
white) from the upper end of the low-range shift
valve. Spring force pushes the shift valve upward. Main pressure to the reverse shift valve is
cut off and reverse clutch-apply pressure is exhausted to the sump.

4. For models with lock-in-range, main pressure


(red) is directed to the low-range clutch and to
the lower end of the shift valve. The lowrange clutch is applied. Pressure at the lower
end of the shift valve is greater than that at the
upper end. If electrical power is interrupted,
the valve remains upward (transmission remains in first range).
5. For models with lock-in-neutral, main pressure
is directed to the low-range clutch and applies
the clutch. If electrical power is interrupted,
solenoid pressure at the top of the valve will
force the valve downward, exhausting the
clutch (transmission shifts to neutral).
6. Solenoid F is energized as it was in neutral operation, and the splitter-low clutch is still applied.
7. When the low-range clutch is initially charged,
the low-range trimmer functions as described
in Paragraph 221k.
8. All other valve components remain in the position they were in during neutral operation.
e. Second-Range Operation
1. When the selector lever is moved from 1 (Firstrange) to 2 (Second-range), Solenoid F is deenergized and Solenoid G (if present) is energized. Solenoid C remains energized.
2. When Solenoid F is de-energized, its check
ball is seated and solenoid pressure (yellow/
white) is exerted on the upper end of the splitter shift valve. This pressure exerts a downward force on the shift valve. When Solenoid
G (if present) is energized and its check ball is
unseated, splitter-low pressure (red/white) is
released from the lower end of the splitter shift
valve. Solenoid pressure pushes the splitter
shift valve downward, the splitter-high clutch
is applied, and the splitter-low clutch is exhausted. Solenoid C remains energized to retain low-range clutch engagement. For models
with lock-in-neutral, Solenoid G is not present.
3. All other valves remain in the position they
were in during first-range operation.

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f. Third-Range Operation
1. When the selector lever is moved from 2 (Second-range) to 3 (Third-range), Solenoid G (if
present) and Solenoid C are de-energized and
Solenoids D and F are energized.
2. When Solenoid C is de-energized and its check
ball is seated, solenoid pressure (yellow/white)
is applied to the upper end of the low-range
shift valve. The shift valve is pushed downward, by solenoid pressure, until it bottoms
against its stop. When downward, main pressure to the low-range clutch is cut off. The lowrange clutch-apply circuit is exhausted via the
bore of the low-range shift valve, the bore of
the intermediate-range shift valve, and the intermediate-range trimmer valve.
3. When Solenoid D is energized and its check
ball is unseated, solenoid pressure (yellow/
white) is released from the upper end of the intermediate-range shift valve. The shift valve is
pushed upward by its spring. When upward,
the low-range clutch can begin to exhaust
through its main-pressure feed line, through
the intermediate-range shift valve bore,
through a check ball, through the intermediaterange trimmer valve bore, and to the exhaust
regulator valve. When partially exhausted, the
low-range shift valve moves downward due to
solenoid pressure (yellow/white) at its upper
end (Solenoid C de-energized). When part way
down, the shift valve can complete the exhaust
of the low-range clutch through another passage which bypasses the ball check valve.
4. When the intermediate-range clutch is charged,
clutch pressure is also directed to the intermediate-range trimmer. It functions as described
in Paragraph 221l.
5. When Solenoid G (if present) is de-energized
and/or Solenoid F is energized, spring pressure
pushes the splitter shift valve upward. The
splitter-high clutch is released and the splitterlow clutch is applied. Splitter-low clutch pressure is also directed to the lower end of the
shift valve and to the upper end of the splitterlow trimmer. For models with lock-in-neutral,
Solenoid G is not present.
6. At the lower end of the splitter shift valve,
splitter-low clutch pressure can hold the valve
upward in case of power interruption to Sole222

noid F. At the splitter-low trimmer, the trimmer


functions as explained in Paragraph 221m.
7. All other valves remain in the position they
were in during second-range operation.
g. Fourth-Range Operation
1. When the selector lever is moved from 3
(Third-range) to 4 (Fourth-range), Solenoid F
is de-energized and Solenoid G (if present) is
energized. Solenoid D remains energized.
2. When Solenoid F is de-energized and its check
ball is seated, solenoid pressure (yellow/white)
is applied to the splitter shift valve and pushes
the valve downward. Solenoid G (if present) is
energized and its check ball is unseated to relieve splitter-low pressure at the lower end of
the splitter shift valve. When the splitter shift
valve moves downward, main pressure is directed to the splitter-high clutch. The splitterlow clutch exhausts through a port at the left
side of the valve bore. Solenoid D remains energized to retain the intermediate-range shift
valve in its upward position. For models with
lock-in-neutral, Solenoid G is not present.
h. Fifth-Range Operation
1. When the selector lever is moved from 4
(Fourth-range) to 5 (Fifth-range), Solenoids G
(if present) and D are de-energized and Solenoids E and F are energized.
2. When Solenoid G (if present) is de-energized
and Solenoid F is energized, solenoid pressure
is released from the upper end of the splitter
shift valve. Spring force pushes the shift valve
upward and the valve directs splitter-low clutchapply pressure (red/white) to the splitter-low
clutch. The splitter-high clutch exhausts through
the splitter-low trimmer valve bore. This exhaust is regulated by the downward movement
of the trimmer lower valve. The splitter-low
clutch is trimmed by the splitter-low trimmer, as
explained in Paragraph 221m. For models with
lock-in-neutral, Solenoid G is not present.
3. When Solenoid E is energized, solenoid pressure (yellow/white) is released from the upper
end of the high-range shift valve, and the valve
moves upward. This directs main pressure to
the high-range clutch. At the same time, the
high-range shift valve opens a passage through
which the cavity at the lower end of the inter-

Copyright 1997 General Motors Corp.

DESCRIPTION AND OPERATION


mediate-range shift valve can exhaust. This
permits the intermediate-range shift valve to
move downward, due to solenoid pressure (yellow/white) retained when Solenoid D was deenergized.
4. The intermediate-range clutch exhausts
through a passage to the high-range shift valve
bore, then to the splitter shift valve bore, and
then to the splitter-low trimmer valve bore. At
the trimmer valve bore, exhaust is initially regulated through an orifice. Then, when the splitter-low trimmer acts, the exhaust is direct
(bypassing the orifice).
5. All other valves are in the position they were in
for fourth-range operation.
i. Sixth-Range Operation
1. When the selector lever is moved from 5
(Fifth-range) to 6 (Sixth-range), Solenoid F is
de-energized, Solenoid G (if present) is energized, and Solenoid E remains energized.
2. When Solenoid F is de-energized, its check
ball is seated and solenoid pressure is exerted
upon the upper end of the splitter shift valve.
When Solenoid G (if present) is energized, its
check ball is unseated and relieves splitter-low
clutch pressure at the lower end of the splitter
shift valve. The valve moves downward and
exhausts the splitter-low clutch and applies the
splitter-high clutch. For models with lock-inneutral, Solenoid G is not present.
3. Solenoid E remains energized, and the highrange shift valve remains upward to apply the
high-range clutch.
4. All other valves are in the position they were in
for fifth-range operation.
j. Reverse Operation

3. When Solenoid B is energized, its check ball is


unseated and solenoid pressure is relieved at
the upper end of the reverse shift valve. The
spring at the lower end of the reverse shift
valve pushes the valve upward. In its upward
position, the valve directs main pressure to the
reverse clutch and engages the clutch.
4. Reverse clutch-apply pressure is also directed
to the reverse trimmer valve. The reverse trimmer functions as described in Paragraph 221j.
5. Solenoid F remains energized to retain splitterlow operation. Solenoid A (if present) remains
energized to prevent trapping low-range clutchapply pressure at the lower end of the low-range
shift valve in the event of a quick shift from low
range to reverse (the selector would not be in
neutral long enough to permit the low-range
shift valve to bottom and exhaust the low-range
clutch). For models with lock-in-neutral, Solenoid A is not present.
k. Protection in the Event of Electrical Interruption While Operating in Reverse
1. If electrical power is interrupted completely
during reverse operation, the transmission will
go to neutral and remain in neutral regardless
of shift selector placement.
2. If electrical power to Solenoid B only is interrupted, the transmission will go to neutral and
remain there until the selector lever is moved
to another position. Shifting to any forward
range will occur normally.
3. If electrical power to Solenoids A (if present)
or F is interrupted during operation in reverse,
the transmission will remain in reverse until
the selector lever is moved or the equipment
engine is stopped. Thereafter, shifting will be
erratic when the engine is restarted and the
shift selector moved to other positions. Refer
to Troubleshooting (Paragraph 323).

1. Regardless of which forward range is selected,


the selector lever must pass through N (Neutral) before R (Reverse) is selected. In neutral,
Solenoids A (if present) and F are energized.
Refer to Paragraph 222a.

l. Protection in the Event of Electrical Interruption While Operating Dual-Electric Equipment

2. When the selector lever is moved from N (Neutral) to R (Reverse) position, Solenoid B is energized. Solenoids A (if present) and F remain
energized.

1. When the electric control system is included in


transmissions for equipment having front and
rear power units, the rear-unit control system
has lock-in-neutral and the front-unit control

Copyright 1997 General Motors Corp.

223

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


system has lock-in-range. Refer to Paragraphs
221h and 222b, c, and k.
2. If electrical power to any individual Solenoid B,
C, D, or E in the rear unit is interrupted, it will
cause the rear unit to go to neutral if the transmission is operating in the range requiring that
solenoid to be energized. Operation in other
ranges will not be affected.
3. If electrical power to splitter shift valve Solenoid F is interrupted during second, fourth, or
sixth range operation, there will be no effect on
transmission operation. However, if such an interruption occurs during operation in reverse,
first, third, or fifth range, the electrical interruption will cause an upshift to the next higher
range.
4. If any neutral condition in the rear unit exists
while the selector is in either a forward or reverse position, investigate to determine if electrical interruption is the cause. Similarly, if
there is any conflict between engine speed synchronization of the front and rear units during
operation in reverse, first, third, and fifth
ranges, investigate to determine if splitter valve
solenoid electrical interruption is the cause.

223. SPG-CONTROL AUTOMATICELECTRIC HYDRAULIC SYSTEM


AND CIRCUITS (Foldout 6)
NOTE:
Only the system components that differ from those
in the manual-electric system and circuits (Paragraphs 221 and 222) are described.
References to up, down, left, or right refer to positions or movements of components on Foldout 6.
For SPG-control automatic-electric hydraulic system functions, refer to Paragraph 218a.
For SPG-control automatic-electric hydraulic system schematics, refer to Paragraph 218b.
a. Description
1. The SPG-control automatic-electric control system consists of the components shown on Foldout 34. Components are selective for equipment
which has either a 12V or 24V electrical system.
224

2. The system uses either 12V-to-24V converter 4


(for 12V equipment) or 24V overload protector
5 (for 24V equipment) as a power supply unit.
The equipment battery supplies electrical power.
3. Other components of a system are shift selector 1 (Foldout 35), Shift Pattern Generator
(SPG) 1 (Foldout 34), throttle potentiometer
assembly 9, magnetic pickup assembly 8, cab
and equipment wiring harnesses 6 and 7, and
the control valve assembly (Foldout 21).
4. The mechanical components of the system include gear 14 (Foldout 28), gear 47 (Foldout
29), gear 44 (Foldout 30), or gear 72 (Foldout
31), located on the output shaft, and throttle lever 10 (Foldout 34). The gear teeth run in
proximity to the end of the magnetic pickup,
and induce electrical impulses in the magnetic
pickup. A mechanical linkage connects the
throttle lever to the equipment throttle control.
b. Operation
1. The automatic-electric control system selects
the proper transmission drive ratio for the most
efficient operation of the equipment under all
conditions of speed, load, throttle position, and
range selection.
2. The operator selects the range within which he
wants the transmission to operate. This may be
any one of the eight positions on the shift selector, shown in Figure 24. The range indicator,
mounted on the side of the shift selector, has
eight indicator lights (R, N, D, 5, 4, 3, 2, and 1)
which indicate the range in which the transmission is operating. A ninth indicator light (lockin-range) indicates that an electrical interruption
has occurred and the transmission is locked in
the forward range it was in at the time of the interruption. If the interruption has occurred during reverse operation, the transmission will have
shifted to neutral.
3. For the range selected, the shift selector transmits an electrical signal to the SPG. The SPG
also receives pulse signals indicating equipment speed from the magnetic pickup and a
signal from the throttle potentiometer indicating equipment throttle position.

Copyright 1997 General Motors Corp.

DESCRIPTION AND OPERATION


1 FIRST RANGE ONLY
2 AUTOMATIC SHIFTING,
FIRST AND SECOND RANGES
3 AUTOMATIC SHIFTING,
FIRST THROUGH THIRD RANGES

SELECTOR LEVER

4 AUTOMATIC SHIFTING,
FIRST THROUGH FOURTH RANGES

LOCK-IN-RANGE
INDICATOR LIGHT

5 AUTOMATIC SHIFTING,
FIRST THROUGH FIFTH RANGES
RANGE
INDICATOR

SHIFT SELECTOR
GATE PIN
DR (DRIVE) AUTOMATIC SHIFTING,
FIRST THROUGH SIXTH RANGES
N (NEUTRAL)
R (REVERSE) NO AUTOMATIC SHIFTS

H00692

Figure 24. Shift Selector and Range Indicator

4. The three SPG inputs are converted electronically to a signal pattern which is transmitted to
the control valve assembly. The range selected
by the operator, the equipment (transmission
output) speed, and the throttle position determine the signal pattern sent to the control valve
assembly.
5. If a forward range is selected, the transmission
starts out in first range and upshifts automatically within the selected range. Timing of upshifts and downshifts is based on equipment
speed and throttle position. At closed throttle,
both upshifts and downshifts occur at lower
speeds than at open throttle.
6. The SPG includes components that protect the
engine and equipment drive train from down-

shifts at excessively high speeds. If an accidental high speed downshift or a premature


selection of neutral or reverse occurs, the inhibitor will prevent engine damage due to an
overspeed condition. The transmission will
progressively downshift at safe engine speeds
until the range selected can be attained. Throttle position will not influence such downshifts.
7. Refer to Paragraphs 221 and 222 for the description and operation of the control valve assembly. While Paragraphs 221p and 221q
and Paragraph 222 pertain specifically to
manual shifting, the responses of the control
valve in each range are similar. The control
valve assemblies for SPG-controlled automatic-electric systems are identical to those for
manual-electric systems.

Copyright 1997 General Motors Corp.

225

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


c. Lock-In-Range Downshift Protection
1. The lock-in-range protective circuitry in the
SPG prevents sudden downshifts and is activated when there is electrical interruption in the
magnetic pickup or the wires to the pickup, in
the valve body solenoids, or when severe braking effort (panic stop) occurs.
2. When the lock-in-range circuitry is activated, it
turns off all power to the valve body solenoids.
This causes the valves to hydraulically lock the
transmission in the forward range in which it
was operating at the time. If the electrical interruption occurs while operating in reverse, the
transmission will automatically go into neutral.
d. Lock-In-Range Reset Procedure

equipment operation will be somewhat erratic


depending on which solenoid was affected.
3. If the circuit was activated due to a panic stop,
the reset procedure will return the equipment
to normal operation.
f. Electrical Connections

WARNING!
Welding on the equipment may induce currents
and voltages in the transmission electronic controls. Sudden and unexpected movement may occur if the transmission controls are accidentally
activated. To avoid injury or property damage,
always disconnect the Shift Pattern Generator
(SPG) before welding on the equipment.

1. If the lock-in-range circuit has been activated,


for any reason, reset the circuit as follows:
Turn off electrical power to the SPG, and

shut down the engine for approximately 5 to


10 seconds.
Start the engine, and turn on the electrical

1. In addition to seven multi-pin connectors,


there are nine individual leads coming from
the cab wiring harness that connects the shift
selector and SPG.

power to the SPG.


NOTE:
In some equipment, the input power to the SPG depends on the engine oil pressure switch (Paragraph
223g or 223h). Other equipment may provide the
input power through the equipment on/off lock
switch.

2. These leads are colored (3 black, 2 red, 2


white, 1 blue, and 1 green). These leads are
connected as shown in Figure 25 or 26.
3. Other wiring varies, depending upon whether a
negative- or positive-ground system is required.
g. Negative-Ground System

2. After resetting the circuit, select the desired


operating range. Be sure the transmission is actually in the range selected before increasing
the engine throttle.
e. Operation After Lock-In-Range Reset
1. If the lock-in-range circuit was activated due to
an electrical interruption in the magnetic
pickup or the pickup wiring, the equipment
will operate only in first, neutral, and reverse.
2. If the circuit was activated due to an electrical
interruption in the valve body solenoids, the
226

1. Figure 25 illustrates a negative-ground system for either a 12V equipment electrical system (which requires the 12V-to-24V converter), or a 24V equipment electrical system
(which requires the 24V overload protector).
2. The wire from No. 1 terminal of the power supply unit connects to the positive pole of the equipment electrical system. A normally-open, engineoil pressure switch, that closes at a pressure lower
than minimum engine oil pressure, should be in
this line.

Copyright 1997 General Motors Corp.

DESCRIPTION AND OPERATION


12V-TO-24V CONVERTER OR
24V OVERLOAD PROTECTOR
WHITE Connect in
series with equipment
starter circuit

1
TO ENGINE-OIL
PRESSURE SWITCH
(+ INPUT FROM EQUIPMENT)

GREEN TO
REVERSE SIGNAL

EQUIPMENT
FRAME GROUND
BLUE TO
EQUIPMENT
LIGHT SWITCH

TO GROUND TERMINAL () OF
EQUIPMENT BATTERY

RED

BLACK

BLACK

FROM SHIFT PATTERN GENERATOR (SPG)

RED
FROM SHIFT
SELECTOR

V00725.01

Figure 25. Negative Ground System Connections for 12V-to-24V Converter, or 24V Overload Protector

12V-TO-24V CONVERTER
WHITE Connect in
series with equipment
starter circuit

1
TO GROUND
TERMINAL (+)
OF EQUIPMENT
BATTERY

GREEN TO
REVERSE SIGNAL

EQUIPMENT
FRAME GROUND
BLUE TO
EQUIPMENT
LIGHT SWITCH

RED

BLACK

BLACK

TO ENGINE-OIL PRESSURE
SWITCH ( INPUT FROM EQUIPMENT)

FROM SHIFT PATTERN GENERATOR (SPG)

RED
FROM SHIFT
SELECTOR
V00724.01

Figure 26. Positive Ground System Connections for 12V-to-24V Converter

Copyright 1997 General Motors Corp.

227

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


3. The wire from No. 2 terminal of the power
supply unit connects to the equipment battery
negative (ground) pole.
h. Positive-Ground System
1. Figure 26 illustrates a positive-ground system for a 12V equipment electrical system.
Only the 12V-to-24V converter may be used
in a positive ground system. The 24V overload protector cannot be used in a positiveground system.
2. The wire from the No. 1 terminal of the converter connects to the positive pole (ground) of
the equipment electrical system.

224. ELECTRONIC CONTROL


HYDRAULIC SYSTEM
AND CIRCUITS
(Models Without Trim Boost)
(Foldout 6)
NOTE:
Only the system components that differ from those

in the manual-electric system and circuits (Paragraph 221 and 222) are described.
References to up, down, left, or right refer to posi-

tions or movements of components on Foldout 6.


For electronic control hydraulic system functions,

refer to Paragraph 218a.


3. The wire from the No. 2 terminal of the converter connects to the negative pole of the
equipment electrical system. This connection
should be made through an engine-oil pressure
switch as described in Paragraph 223g(2).
i. Fusing and Overload Protection

CAUTION:
Damage to system components can occur if circuits are over-fused.
1. An SFE 9A fuse is installed in the shift selector. This fuse protects the neutral start switch.
2. The 12V-to-24V converter unit is equipped with
an SFE 71/2 A fuse. This fuse protects the transmission control system from transient or steady
high current from the equipment electrical
system.
3. The 24V overload protector is equipped with a
circuit breaker that opens when any transient or
steady high current is sent to the transmission
control system from the equipment electrical
system. This circuit breaker is automatically reset by interrupting the electrical supply from the
equipment electrical system (by stopping, then
restarting the engine when an engine-oil pressure switch is included).

228

For electronic control hydraulic system schematics,

refer to Paragraph 218b.

a. Electronic Control Unit (ECU). The Electronic


Control Unit (ECU) (Figure 27) contains a microcomputer which receives and processes signals from
various switches and sensors. The ECU can then control transmission operation by actuating the appropriate solenoids. The ECU can also perform diagnostic
functions and identify electronic system problems
with a displayed code.

b. Shift Selector
1. The two types of electronic control shift selectors are touch-pad (Figure 28) and shift lever
(Figure 29).

NOTE:
For models with touch-pad selector, proceed with

Step (2).
For models with shift lever selector, proceed to

Step (3).

Copyright 1997 General Motors Corp.

DESCRIPTION AND OPERATION


through fourth range); 3 (automatic shifting,
first range through third range); 2 (automatic
shifting, first range to second range); 1 (first
range). The shift selector also incorporates a
DO NOT SHIFT light. When any one of the
touch pads is pressed, a click is felt and the
pad lights to indicate the transmission is ready
to operate in the selected range. Proceed to
Step (4).

ELECTRONIC
CONTROL
UNIT
IDENTIFYING
(ECU)
LABELS

CHASSIS WIRING HARNESS


CONNECTION (J1B)
CAB WIRING HARNESS
CONNECTION (J1A)

SECONDARY MODE
HARNESS CONNECTION (J3)
H00688.01

Figure 27. Electronic Control Unit (ECU)

SHIFT SELECTOR
H00695

Figure 28. Typical Electronic Control Touch-Pad


Shift Selector

2. The touch-pad selector (Figure 28) is totally


electronic. The shift selector displays seven
snap-dome pads: R (Reverse); N (Neutral); D
(automatic shifting, first range through sixth
range); 4 (automatic shifting, first range

3. The lever shift selector (Figure 29) is electromechanical and has a movable lever. Movement
of the lever activates electronic circuits within
the shift selector (there is no mechanical linkage attached to the lever). A two-finger shift lever latch release is located below the lever end
cap. The shift lever cannot be moved through
the detents until the two-finger shift latch is
pulled toward the lever end cap. There are nine
separate positions on the shift lever quadrant:
R1 (Reverse-1); R2 (Reverse-2); N (Neutral);
D (automatic shifting, first range through sixth
range); 5 (automatic shifting, first range
through fifth range); 4 (automatic shifting, first
range through fourth range); 3 (automatic shifting, first range to third range); 2 (automatic
shifting, first range to second range); 1 (first
range). The shift selector also incorporates two
DO NOT SHIFT lights. When any one of the
forward drive ranges is selected, detents within
the shift selector will hold the lever in the selected position. Also, detents within the shift
selector hold the shift lever at N (Neutral) and
out of R (Reverse).
4. When a serious irregularity is detected in the
system, a buzzing tone is produced and the DO
NOT SHIFT lights flash continuously. This indicates that the operator is not to shift the
transmission because the shift selector and the
electronic control will not respond. For models
with lock-in-range downshift protection, the
transmission will stay in the range it was in at
the time the DO NOT SHIFT lights were activated regardless of what range is selected at the
shift selector. For models with lock-in-neutral,
the transmission will shift to neutral when the
DO NOT SHIFT lights are activated.

Copyright 1997 General Motors Corp.

229

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS

OUTPUT SPEED SENSOR


H00697

Figure 210. Output Speed Sensor (Magnetic Pickup)


SHIFT SELECTOR

H00696

Figure 29. Typical Electronic Control


Lever Shift Selector

c. CHECK TRANS Light


1. The OEM-supplied CHECK TRANS light may
be located on the equipment instrument panel.
2. This light comes on every time the system is
turned on as a lamp check and also when the
ECU finds an irregularity in the system. If the
CHECK TRANS light comes on and the DO
NOT SHIFT light(s) remains off, the irregularity is minor. In some cases, the transmission will
continue to operate in a normal manner. However, in other cases the ECU will take action to
reduce the possibility of damage to the equipment or the transmission. For example, the ECU
may prevent operation in higher ranges.
d. Throttle Sensor
1. A remote-mounted throttle sensor is located in
the engine compartment. This sensor consists
of a push-pull cable and a potentiometer. One
end of the cable is attached via an OEM-supplied bracket to the engine fuel lever (the adjustable bracket attaches to the governor fuel
lever on diesel engines). The other end of the
cable is attached to a potentiometer which is
inside a protective housing. Voltage readings
from the potentiometer are sent to the ECU via
the wiring harness.

230

2. Movement of the throttle causes a change in


the voltage signal to the ECU, which is programmed to recognize the signal as a percent
of throttle. When the throttle is wide open, the
ECU will cause upshifts to occur near the engine governed speed. Part throttle will cause
upshifts to occur at a lower engine speed.
When the throttle is closed, the ECU may delay the release of the lockup clutch to provide
better engine braking. All modulation of shifts
occurs as a result of the throttle sensor.
e. Output Speed Sensor (Figure 210)
1. The output speed sensor (magnetic pickup) is
located in the rear housing. The magnetic end
of the sensor is positioned near the speed sensor gear (39- or 41-tooth) located on the transmission output shaft. The chassis harness connects the speed sensor to the ECU.
2. Rotation of the output shaft causes the gear teeth
to pass through the magnetic field at the end of
the sensor. The passing of each gear tooth interrupts the magnetic field and generates an electrical pulse which is directed to the ECU (a 39tooth gear would produce 39 pulses for each revolution of the output shaft). The ECU uses this
signal (speed), the throttle sensor signal (power
demand), and shift selector position to control
upshifts, downshifts, and lockup operation.

Copyright 1997 General Motors Corp.

DESCRIPTION AND OPERATION

ECU CONNECTOR
(J1B)
SPEED
SENSOR
CONNECTOR
ELECTRIC LOCKUP CONNECTOR
(MODELS WITH ELECTRIC LOCKUP)

THROTTLE
SENSOR CONNECTOR

MAIN CONTROL
VALVE BODY
CONNECTOR

TRIM BOOST CONNECTOR


(MODELS WITH TRIM BOOST)
H00699

Figure 211. Typical Electronic Control Chassis Wiring Harness

LEVER-TYPE SHIFT
SELECTOR CONNECTOR*

ECU CONNECTOR (J1A)


DIAGNOSTIC DATA
READER (DDR)
HOOKUP
* For touch-pad shift selector, this connector is round. H00698.01
INTERFACE WITH EQUIPMENT
ELECTRICAL SYSTEM

Figure 212. Typical Electronic Control


Cab Wiring Harness

ECU
CONNECTOR
(J3)

Interface with stall


check switches,
secondary mode
functions, or other
special features
H00700

Figure 213. Typical Electronic Control


Secondary Mode Wiring Harness

Copyright 1997 General Motors Corp.

231

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


f. Wiring Harnesses. Three wiring harnesses are
used to connect the components of the electronic control system. The chassis harness (Figure 211) connects the ECU to the components located in the engine
compartment (e.g., transmission, throttle sensor, and
speed sensor). The cab harness (Figure 212) connects
the components located at the instrument panel: the
ECU, shift selector, and Diagnostic Data Reader
(DDR) hookup. This harness also connects the ECU to
the equipment electrical system. The secondary mode
harness (Figure 213) connects the ECU to special
functions (e.g., stall checks, special pumping, or dualmode operation).
g. Lockup (Models With Electric Lockup)
1. Upon start-up of the transmission, main hydraulic fluid pressure is supplied to the top of
the lockup valve, the side of the lockup valve,
and the lockup spring pocket through an orifice. The lockup clutch is exhausted through
the valve (Figure 214).
2. The lockup solenoid is energized by a signal
from the ECU, exhausting main pressure from
the spring pocket. Although main pressure
fluid continues to feed into the spring pocket,
the effective orifice in the solenoid is large
enough to allow the spring pocket to be exhausted since the spring pocket feed is through
a smaller orifice. Main pressure at the top of
the lockup valve then overcomes the spring
force and the valve moves down. The exhaust
is then cut off and main pressure is fed to the
lockup clutch through the lockup valve.
3. When the solenoid is de-energized, the spring
pocket exhaust is closed, main pressure combines with the spring force in the spring pocket
to overcome the main pressure at the top of the
valve, and the valve moves to the up position.
Lockup feed is cut off and the lockup clutch
exhausts through the lockup valve.
h. Operation of the Electronic Control System
1. The electronic control system selects the
proper transmission drive ratio for the most efficient operation of the equipment under all
conditions of speed, load, throttle position, and
range selection.

232

MAIN

TO LOCKUP CLUTCH

LOCKUP SOLENOID

ORIFICE

MAIN PRESSURE
EXHAUST OR SUMP
V00701

Figure 214. Electronic Lockup


Hydraulic Schematic

2. The operator selects the desired range, which


may be any one of eight positions at the shift
selector.
3. The shift selector transmits an electronic signal
to the ECU. The ECU also receives pulse signals indicating equipment speed from the
speed sensor and a signal from the throttle sensor indicating throttle position.
4. The three inputs are transmitted to the ECU
which sends the electronic signals to the control valve assemblies. The range selected by
the operator, the equipment (transmission output) speed, and the throttle position determine
the signal sent to the solenoids in the control
valve assemblies.
5. If a forward range is selected, the transmission
starts out in first range and upshifts automatically within the selected range. Timing of upshifts and downshifts is based on equipment
speed and throttle position. At closed throttle,
both upshifts and downshifts occur at lower
speeds than at open throttle.

Copyright 1997 General Motors Corp.

DESCRIPTION AND OPERATION


6. The ECU includes a program that protects the
engine and equipment drive train from downshifts at excessively high speeds. If an accidental high speed downshift or a premature
selection of neutral or reverse occurs, the ECU
will prevent engine damage due to an overspeed condition. The transmission will progressively downshift at safe engine speeds
until the range selected can be attained. Throttle position will not influence such downshifts.
7. Refer to Paragraphs 221 and 222 for the description and operation of the hydraulic system
and circuits. While Paragraphs 221p and 221q
and Paragraph 222 pertain specifically to manual shifting, the responses of the hydraulic system and circuits in each range are similar. The
control valve assemblies for electronic-control
systems without trim boost are similar to those
for manual-electric systems.

225. ELECTRONIC CONTROL


HYDRAULIC SYSTEM AND
CIRCUITS (Models With Trim Boost)
(Foldout 7)
NOTE:
Only the system components that differ from those
in the electronic control system without trim boost
(Paragraph 224) are described.
References to up, down, left, or right refer to positions or movements of components on Foldout 7.
For electronic control hydraulic system functions,
refer to Paragraph 218a.
For electronic control hydraulic system schematics,
refer to Paragraph 218b.
a. Trimmer System
1. The trimmer system includes six valve groups
in the lower section of the control valve assembly. These are: reverse trimmer, low-range
trimmer, intermediate-range trimmer, splitter-

high trimmer, splitter-low trimmer, and trim


boost regulator.
2. Functions are similar for each of the trimmers.
Each trimmer regulates the application of its
respective clutch, by limiting the initial apply
pressure and then permitting full apply pressure. Trimming prevents shift shock resulting
from abrupt clutch engagement.
3. During full throttle conditions, trim boost
pressure at the trim boost regulator valve assists the trimmer springs causing a firm shift.
At closed throttle, trim boost pressure is absent, the trimmer springs are not boosted, and
the shifts are softer (more trimming of the
shift).
4. A secondary function of the range trimmers is
regulation of the exhaust of preceding clutches.
This regulation prevents both clutch slippage
and excessive clutch overlap during shifting.
b. Reverse Trimmer
1. This valve group includes a valve stop and two
springs in the lower end of the valve bore, a
valve near the middle of the bore, and a valve
at the upper end of the bore. A reverse clutchapply pressure passage is connected to the upper end of the bore. An exhaust port is just below the reverse clutch-apply pressure passage.
A passage at the lower end of the bore connects the cavity to the trim boost valve.
2. When the reverse clutch is applied, pressure is
sent to the top end of the trimmer valve. When
apply pressure overcomes trim boost pressure,
the two valves are forced downward against the
springs until fluid escapes at the exhaust port.
The escape of fluid, as long as it continues, reduces clutch-apply pressure. At the same time,
fluid flows through an orifice in the upper valve
to the cavity between the two valves. Pressure
in this cavity forces the lower valve downward
to the stop. The lower valve stops, but the flow
through the orifice in the upper valve continues. The pressure below the upper valve pushes
the upper valve back to the upper end of the

Copyright 1997 General Motors Corp.

233

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


valve bore. This throttles, then stops, the escape of fluid to exhaust. When the escape of
fluid is throttled, clutch pressure rises. When
the escape of fluid stops, clutch pressure is at
its maximum. The lower valve remains downward until the clutch is released.
3. Upon release of the clutch, trim boost pressure
and the springs push all the trimmer components
to the top of the valve bore. In this position, the
trimmer is reset and ready for the next clutch application.
c. Low-Range Trimmer
1. This valve group includes a valve stop and two
springs at the lower end of the trimmer valve
bore, a valve near the middle of the bore, and a
trimmer valve at the upper end of the bore. A
low-range clutch-apply pressure passage is
connected to the upper end of the bore. An exhaust port is just below the low-range clutchapply pressure passage. A passage at the lower
end of the bore connects the cavity to the trim
boost valve.
2. Exhaust passages from the intermediate-range
and high-range shift valve bores connect to the
trimmer bore near the middle of the bore.
These passages, in conjunction with the position of the trimmer lower valve, control the exhaust rates of preceding clutches.
3. The trimming function of the low-range trimmer is similar to that of the reverse trimmer
(Paragraph 225b).
d. Intermediate-Range Trimmer
1. This valve group includes a valve stop and two
springs at the lower end of the trimmer valve
bore, a valve near the middle of the bore, and a
trimmer valve at the upper end of the bore. An
intermediate-range clutch-apply pressure passage is connected to the upper end of the bore.
An exhaust port is provided just below the intermediate-range clutch-apply pressure passage. A passage at the lower end of the bore
connects the cavity to the trim boost valve.

234

2. Exhaust passages from the low-range shift valve


and to the exhaust regulator valve are also provided. These passages, in conjunction with the
position of the trimmer lower valve, control the
exhaust rate of the low-range clutch.
3. The trimming function of the intermediaterange trimmer is similar to that of the reverse
trimmer (Paragraph 225b).
e. Splitter-High Trimmer
1. This valve group includes two springs and a
valve stop in the lower end of the trimmer
valve bore, a valve near the middle of the bore,
and a trimmer valve at the upper end of the
bore. A splitter-high clutch-apply pressure passage is connected to the upper end of the bore.
An exhaust port is provided just below the
splitter-high clutch-apply pressure passage. An
exhaust passage from the splitter shift valve
bore is connected to the middle of the trimmer
valve bore. An exhaust port is provided just
above the splitter-low exhaust passage. A passage at the lower end of the bore connects the
cavity to the trim boost valve.
2. The trimming function of the splitter-high
trimmer valve is similar to that of the reverse
trimmer (Paragraph 225b).
3. A secondary function of the splitter-high trimmer is regulation of splitter-low clutch exhaust.
The position of the trimmer lower valve, in relation to the exhaust passage near the middle of
the trimmer valve bore, determines the exhaust
rate of the splitter-low clutch exhaust.
f. Splitter-Low Trimmer
1. This valve group includes two springs and a
valve stop in the lower end of the trimmer
valve bore, a valve near the middle of the
bore, and a trimmer valve at the upper end of
the bore. A splitter-low clutch pressure passage is connected to the upper end of the bore.

Copyright 1997 General Motors Corp.

DESCRIPTION AND OPERATION


An exhaust port is provided just below the
splitter-low clutch-apply pressure passage. An
exhaust passage from the splitter shift valve
bore is connected to the middle of the trimmer
valve bore. An exhaust port is provided just
below the splitter-high exhaust passage. A
passage at the lower end of the bore connects
the cavity to the trim boost valve.
2. The trimming function of the splitter-low trimmer is similar to that of the reverse trimmer
(Paragraph 225b).
3. A secondary function of the splitter-low trimmer is regulation of splitter-high clutch exhaust. The position of the trimmer lower valve,
in relation to the exhaust passages near the
middle of the trimmer valve bore, determines
the exhaust rate of the splitter-high clutch exhaust.

g. Trim Boost Valve


1. The trim boost regulator valve includes a trim
boost valve at the upper end of the bore and a
spring and stop at the lower end. A main hydraulic pressure passage is connected to the upper end and to the middle of the valve bore. A
passage just above the main pressure passage at
the center of the bore leads to the bottom of the
five trimmer valves. Two exhaust ports are provided: one toward the top of the bore and one at
the bottom.
2. When Solenoid J is energized, main pressure is
fed to the lower level of the trim boost valve
and it is forced downward against the stop, exhausting trim boost pressure from the bottom
of the trimmer valves. When Solenoid J is deenergized, the regulator valve moves upward to
the regulating position and feeds trim boost
pressure to the bottom of the trimmer valves.
At closed throttle, Solenoid J is ON. At full
throttle, Solenoid J is OFF.

226. TORQUE PATHS THROUGH THE


TRANSMISSION

NOTE:
This discussion of power flows assumes that the en-

gine is operating at normal output torque and


speed. Even though two clutches are applied, the
output shaft should not move significantly if the engine is idling, as the torque converter will not transmit sufficient torque to significantly move the
output shaft.
The direction of rotation is determined by viewing

the transmission from the front (input) end.

a. Torque Converter Operation. Power is transmitted hydraulically through the torque converter.
The engine drives the torque converter pump. The
pump throws transmission fluid against the turbine
vanes to impart torque to the turbine shaft. From the
turbine, fluid flows between the vanes of the stator
and re-enters the pump, where the cycle begins again.
When the engine is idling, impact of the fluid upon
the turbine blades is negligible. When the engine is
accelerated, the impact is increased and the torque directed through the turbine shaft can exceed the engine torque by an amount equal to the torque ratio of
the converter.

b. Lockup Operation. Power is transmitted mechanically through the lockup clutch. For models
without electric lockup, application of the lockup
clutch occurs automatically as a function of front governor (pitot) pressure. For models with electric lockup,
application of the lockup clutch occurs automatically
as a function of the electronic control system. When
the lockup clutch is applied, the converter elements rotate as a unit at engine speed. This provides a direct
drive from the engine to the turbine shaft.

Copyright 1997 General Motors Corp.

235

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


SPLITTER
SUN GEAR
TORQUE
CONVERTER
PUMP
TORQUE
CONVERTER
TURBINE

SPLITTER-HIGH
CLUTCH
SPLITTER-LOW
CLUTCH

INTERMEDIATERANGE CLUTCH

INTERMEDIATERANGE PLANETARY
CARRIER

REVERSE
PLANETARY
CARRIER

LOW-RANGE
CLUTCH

HIGH-RANGE
CLUTCH

REVERSE
CLUTCH

INPUT

OUTPUT

STATOR
LOCKUP CLUTCH

HYDRAULIC RETARDER

SPLITTER
RING GEAR
SPLITTER
PLANETARY CARRIER

INTERMEDIATERANGE RING
GEAR
INTERMEDIATERANGE SUN GEAR
LOW-RANGE SUN GEAR

Clutch Applied
Torque Path

LOW-RANGE
PLANETARY
CARRIER
REVERSE
RING GEAR
LOW-RANGE
RING GEAR

REVERSE
SUN GEAR
L00702.01

Figure 215. Neutral Torque Path

c. Neutral Torque Path (Figure 215)

1. Engine torque is transmitted through the torque


converter, as described in Paragraph 226a, to
the splitter-low clutch drum and the splitter
planetary carrier. The splitter-low clutch is applied, transmitting torque to the splitter sun gear.
All other clutches are released.

236

2. With two elements (sun gear and carrier) of the


splitter planetary locked together, the third
member (ring gear) must rotate when the other
two rotate. The low- and intermediate-range
sun gears are attached to the splitter ring gear
and rotate with it. Torque is not transmitted to
the transmission output because the range
clutches are released, allowing free rotation of
all range planetary gears.

Copyright 1997 General Motors Corp.

DESCRIPTION AND OPERATION


SPLITTER
SUN GEAR
TORQUE
CONVERTER
PUMP
TORQUE
CONVERTER
TURBINE

SPLITTER-HIGH
CLUTCH
SPLITTER-LOW
CLUTCH

INTERMEDIATERANGE CLUTCH

INTERMEDIATERANGE PLANETARY
CARRIER

REVERSE
PLANETARY
CARRIER

LOW-RANGE
CLUTCH

HIGH-RANGE
CLUTCH

REVERSE
CLUTCH

INPUT

OUTPUT

STATOR
LOCKUP CLUTCH

HYDRAULIC RETARDER

SPLITTER
RING GEAR
SPLITTER
PLANETARY CARRIER

INTERMEDIATERANGE RING
GEAR
INTERMEDIATERANGE SUN GEAR
LOW-RANGE SUN GEAR

Clutch Applied
Torque Path

LOW-RANGE
PLANETARY
CARRIER
REVERSE
RING GEAR
LOW-RANGE
RING GEAR

REVERSE
SUN GEAR
L00703.01

Figure 216. First-Range Torque Path

d. First-Range Torque Path (Figure 216)


1. Engine torque is transmitted through the torque
converter, as described in Paragraph 226a, to
the splitter-low clutch drum and the splitter
planetary carrier. The splitter-low clutch is applied. Rotation and torque are transmitted to
the low- and intermediate-range sun gears. Refer to Paragraph 226c(2).
2. The low-range clutch is also applied. This
holds the low-range ring gear stationary. The

rotating low-range sun gear forces the pinions


on the low-range planetary carrier to rotate
within the stationary ring gear. Rotation of the
pinions causes the carrier to rotate in the same
direction as the sun gear. The low-range planetary carrier, being integral with the transmission output shaft, causes it to rotate.

3. The transmission output shaft rotates in a clockwise direction. A speed reduction of 4.0:1 is obtained, entirely within the low-range planetary.

Copyright 1997 General Motors Corp.

237

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


SPLITTER
SUN GEAR
TORQUE
CONVERTER
PUMP
TORQUE
CONVERTER
TURBINE

SPLITTER-HIGH
CLUTCH

INTERMEDIATERANGE CLUTCH

SPLITTER-LOW
CLUTCH

INTERMEDIATERANGE PLANETARY
CARRIER

REVERSE
PLANETARY
CARRIER

LOW-RANGE
CLUTCH

HIGH-RANGE
CLUTCH

REVERSE
CLUTCH

INPUT

OUTPUT

STATOR
LOCKUP CLUTCH

HYDRAULIC RETARDER

SPLITTER
RING GEAR
SPLITTER
PLANETARY CARRIER

INTERMEDIATERANGE RING
GEAR
INTERMEDIATERANGE SUN GEAR
LOW-RANGE SUN GEAR

Clutch Applied
Torque Path

LOW-RANGE
PLANETARY
CARRIER
REVERSE
RING GEAR
LOW-RANGE
RING GEAR

REVERSE
SUN GEAR
L00704.01

Figure 217. Second-Range Torque Path

e. Second-Range Torque Path (Figure 217)


1. Engine torque is transmitted through the
lockup clutch, as described in Paragraph 2
26b, to the splitter-low clutch drum and splitter
planetary carrier. The splitter-high clutch is applied. This holds the splitter sun gear stationary.
This forces the pinions on the splitter planetary
carrier to rotate around the stationary sun gear.
The pinions overdrive the splitter ring gear, to
which the low- and intermediate-range sun gears
are attached.

238

2. The low-range clutch is also engaged. Refer


to Paragraph 226d(2) for explanation of
power flow from the low-range sun gear to the
transmission output shaft.

3. The transmission output shaft rotates in a


clockwise direction. A speed increase of 0.67:1
in the high splitter, coupled with a speed reduction ratio of 4.0:1 in the low-range planetary,
gives an overall speed reduction of 2.68:1.

Copyright 1997 General Motors Corp.

DESCRIPTION AND OPERATION


SPLITTER
SUN GEAR
TORQUE
CONVERTER
PUMP
TORQUE
CONVERTER
TURBINE

SPLITTER-HIGH
CLUTCH
SPLITTER-LOW
CLUTCH

INTERMEDIATERANGE CLUTCH

INTERMEDIATERANGE PLANETARY
CARRIER

REVERSE
PLANETARY
CARRIER

LOW-RANGE
CLUTCH

HIGH-RANGE
CLUTCH

REVERSE
CLUTCH

INPUT

OUTPUT

STATOR
LOCKUP CLUTCH

HYDRAULIC RETARDER

SPLITTER
RING GEAR
SPLITTER
PLANETARY CARRIER

INTERMEDIATERANGE RING
GEAR
INTERMEDIATERANGE SUN GEAR
LOW-RANGE SUN GEAR

Clutch Applied
Torque Path

LOW-RANGE
PLANETARY
CARRIER
REVERSE
RING GEAR
LOW-RANGE
RING GEAR

REVERSE
SUN GEAR
L00705.01

Figure 218. Third-Range Torque Path

f. Third-Range Torque Path (Figure 218)


1. Engine torque is transmitted through the torque
converter, as described in Paragraph 226a, to
the splitter planetary carrier. The splitter-low
clutch is applied. Torque and rotation are transmitted to the low- and intermediate-range sun
gears. Refer to Paragraph 226c(2).
2. The intermediate-range clutch is also applied.
This holds the intermediate-range ring gear stationary. The rotating intermediate-range sun
gear forces the pinions on the intermediaterange planetary carrier to rotate within the stationary ring gear. This causes the carrier and the
low-range ring gear, to which it is attached, to
rotate. Both the sun gear and ring gear of the

low-range planetary rotate in the same direction,


but at different speeds. The ring gear has the
slower rotation.
3. The low-range pinions, being meshed with both
the sun gear and ring gear, rotate at another
speed and drive the low-range planetary carrier.
The carrier is integral with the output shaft and
drives it. This arrangement of two interconnected planetaries is called compounding.
4. The transmission output rotates in a clockwise direction at an overall speed reduction of
2.01:1. This ratio is the result of the 1:1 ratio
in the splitter and the 2.01:1 ratio in the compounded low- and intermediate-range planetaries.

Copyright 1997 General Motors Corp.

239

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


SPLITTER
SUN GEAR
TORQUE
CONVERTER
PUMP
TORQUE
CONVERTER
TURBINE

SPLITTER-HIGH
CLUTCH
SPLITTER-LOW
CLUTCH

INTERMEDIATERANGE CLUTCH

INTERMEDIATERANGE PLANETARY
CARRIER

REVERSE
PLANETARY
CARRIER

LOW-RANGE
CLUTCH

HIGH-RANGE
CLUTCH

REVERSE
CLUTCH

INPUT

OUTPUT

STATOR
LOCKUP CLUTCH

HYDRAULIC RETARDER

SPLITTER
RING GEAR
SPLITTER
PLANETARY CARRIER

INTERMEDIATERANGE RING
GEAR
INTERMEDIATERANGE SUN GEAR
LOW-RANGE SUN GEAR

Clutch Applied
Torque Path

LOW-RANGE
PLANETARY
CARRIER
REVERSE
RING GEAR
LOW-RANGE
RING GEAR

REVERSE
SUN GEAR
L00706.01

Figure 219. Fourth-Range Torque Path

g. Fourth-Range Torque Path (Figure 219)

1. Engine torque is transmitted through the lockup


clutch, as described in Paragraph 226b, to the
splitter-low clutch drum and the splitter planetary carrier. The splitter-high clutch is applied.
Refer to Paragraph 226e(1) for explanation of
power delivery to the low- and intermediaterange sun gears.

240

2. The intermediate-range clutch is also applied.


Refer to Paragraphs 226f(2) and (3) for explanation of action in the low- and intermediaterange planetaries.
3. The transmission output rotates in a clockwise
direction at an overall speed reduction of
1.35:1. This is a result of the 0.67:1 overdrive
in the splitter planetary, coupled with the
2.01:1 speed reduction in the compounded
low- and intermediate-range planetaries.

Copyright 1997 General Motors Corp.

DESCRIPTION AND OPERATION


SPLITTER
SUN GEAR
TORQUE
CONVERTER
PUMP
TORQUE
CONVERTER
TURBINE

SPLITTER-HIGH
CLUTCH
SPLITTER-LOW
CLUTCH

INTERMEDIATERANGE CLUTCH

INTERMEDIATERANGE PLANETARY
CARRIER

REVERSE
PLANETARY
CARRIER

LOW-RANGE
CLUTCH

HIGH-RANGE
CLUTCH

REVERSE
CLUTCH

INPUT

OUTPUT

STATOR
LOCKUP CLUTCH

HYDRAULIC RETARDER

SPLITTER
RING GEAR
SPLITTER
PLANETARY CARRIER

INTERMEDIATERANGE RING
GEAR
INTERMEDIATERANGE SUN GEAR
LOW-RANGE SUN GEAR

Clutch Applied
Torque Path

LOW-RANGE
PLANETARY
CARRIER
REVERSE
RING GEAR
LOW-RANGE
RING GEAR

REVERSE
SUN GEAR
L00707.01

Figure 220. Fifth-Range Torque Path

h. Fifth-Range Torque Path (Figure 220)


1. Engine torque is transmitted through the lockup
clutch, as described in Paragraph 226b, to the
splitter-low clutch drum and to the splitter planetary carrier. The splitter-low clutch is applied.
Refer to Paragraph 226c(2) for explanation of
power delivery to the low- and intermediaterange sun gears.
2. The high-range clutch is also applied. This
causes the intermediate-range ring gear (or, for
5600 Series, 5963, and 6063 models, the intermediate-range carrier) to rotate at the same
speed as the intermediate-range sun gear. The
intermediate-range planetary carrier must then

rotate at the same speed as the sun and ring


gears. The low-range ring gear, connected to the
intermediate-range planetary carrier, and the
low-range sun gear also rotate at the same
speed. The low-range sun gear also is rotating at
the same speed. The result is that the entire
range planetary group is locked together and rotating at the same speed as the turbine output
shaft.
3. The transmission output rotates in a clockwise
direction at 1:1 ratio. This is a result of direct
drive in the splitter-low clutch and direct drive
through the locked planetary sets. There is no
relative rotation of any planetary gears. They are
rotating as a unit.

Copyright 1997 General Motors Corp.

241

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


SPLITTER
SUN GEAR
TORQUE
CONVERTER
PUMP
TORQUE
CONVERTER
TURBINE

SPLITTER-HIGH
CLUTCH
SPLITTER-LOW
CLUTCH

INTERMEDIATERANGE CLUTCH

INTERMEDIATERANGE PLANETARY
CARRIER

REVERSE
PLANETARY
CARRIER

LOW-RANGE
CLUTCH

HIGH-RANGE
CLUTCH

REVERSE
CLUTCH

INPUT

OUTPUT

STATOR
LOCKUP CLUTCH

HYDRAULIC RETARDER

SPLITTER
RING GEAR
SPLITTER
PLANETARY CARRIER

INTERMEDIATERANGE RING
GEAR
INTERMEDIATERANGE SUN GEAR
LOW-RANGE SUN GEAR

Clutch Applied
Torque Path

LOW-RANGE
PLANETARY
CARRIER
REVERSE
RING GEAR
LOW-RANGE
RING GEAR

REVERSE
SUN GEAR
L00708.01

Figure 221. Sixth-Range Torque Path

i. Sixth-Range Torque Path (Figure 221)


1. Engine torque is transmitted through the lockup
clutch, as described in Paragraph 226b, to the
splitter-low clutch drum and to the splitter planetary carrier. The splitter-high clutch is applied.
Refer to Paragraph 226e(1) for explanation of
power delivery to the low- and intermediaterange sun gears.

242

2. In addition to the splitter-high clutch, the


high-range clutch is applied. Refer to Paragraph 226h(2) for explanation of power delivery to the transmission output.
3. The transmission output rotates in a clockwise
direction at a speed increase of 0.67:1. This is a
result of the overdrive ratio of 0.67:1 in the
splitter planetary, coupled with the locked-up
range planetary group rotating as a unit.

Copyright 1997 General Motors Corp.

DESCRIPTION AND OPERATION


SPLITTER
SUN GEAR
TORQUE
CONVERTER
PUMP
TORQUE
CONVERTER
TURBINE

SPLITTER-HIGH
CLUTCH
SPLITTER-LOW
CLUTCH

INTERMEDIATERANGE CLUTCH

INTERMEDIATERANGE PLANETARY
CARRIER

REVERSE
PLANETARY
CARRIER

LOW-RANGE
CLUTCH

HIGH-RANGE
CLUTCH

REVERSE
CLUTCH

INPUT

OUTPUT

STATOR
LOCKUP CLUTCH

HYDRAULIC RETARDER

SPLITTER
RING GEAR
SPLITTER
PLANETARY CARRIER

INTERMEDIATERANGE RING
GEAR
INTERMEDIATERANGE SUN GEAR
LOW-RANGE SUN GEAR

Clutch Applied
Torque Path

LOW-RANGE
PLANETARY
CARRIER
REVERSE
RING GEAR
LOW-RANGE
RING GEAR

REVERSE
SUN GEAR
L00709.01

Figure 222. Reverse or Reverse-1 Torque Path

1. Engine torque is transmitted through the torque


converter, as described in Paragraph 226a, to
the splitter-low clutch drum and to the splitter
planetary carrier. The splitter-low clutch is applied. Refer to Paragraph 226c(2), for explanation of the flow of power to the low- and intermediate-range sun gears.

3. The low-range sun gear rotates clockwise,


driving the low-range planetary pinions
counterclockwise. The low-range ring gear is
driven counterclockwise by the pinions. The
reverse sun gear, connected to the low-range
ring gear, also rotates counterclockwise. The
sun gear forces the reverse planetary pinions
to rotate clockwise within the stationary ring
gear, driving the reverse carrier counterclockwise.

2. The reverse clutch is also applied. This holds


the reverse ring gear stationary. The reverse
planetary is coupled (compounded) with the
low-range planetary to obtain opposite rotation
and the desired ratio. The two planetaries are
interconnected so that rotation is reversed in
the low-range planetary, and further speed reduction is obtained in the reverse planetary.

4. The low-range carrier, connected to the reverse planetary carrier, acts as a reaction
member, although it is moving slowly at output shaft speed. The overall speed reduction
ratio is 5.12:1. This is the result of direct
drive (1:1 ratio) in the splitter-low clutch and
a 5.12:1 speed reduction in the compounded
low-range and reverse planetaries.

j. Reverse or Reverse-1 Torque Path (Figure 222)

Copyright 1997 General Motors Corp.

243

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


SPLITTER
SUN GEAR
TORQUE
CONVERTER
PUMP
TORQUE
CONVERTER
TURBINE

SPLITTER-HIGH
CLUTCH
SPLITTER-LOW
CLUTCH

INTERMEDIATERANGE CLUTCH

INTERMEDIATERANGE PLANETARY
CARRIER

REVERSE
PLANETARY
CARRIER

LOW-RANGE
CLUTCH

HIGH-RANGE
CLUTCH

REVERSE
CLUTCH

INPUT

OUTPUT

STATOR
LOCKUP CLUTCH

HYDRAULIC RETARDER

SPLITTER
RING GEAR
SPLITTER
PLANETARY CARRIER

INTERMEDIATERANGE RING
GEAR
INTERMEDIATERANGE SUN GEAR
LOW-RANGE SUN GEAR

Clutch Applied
Torque Path

LOW-RANGE
PLANETARY
CARRIER
REVERSE
RING GEAR
LOW-RANGE
RING GEAR

REVERSE
SUN GEAR
L00710.01

Figure 223. Reverse-2 Torque Path

k. Reverse-2 Torque Path (Figure 223)


1. For models with Reverse-2, engine torque is
transmitted through the torque converter, as
described in Paragraph 226a, to the splitterlow clutch drum and splitter planetary carrier.
The splitter-high clutch is applied, holding
the splitter sun gear stationary. This forces the
pinions on the splitter planetary carrier to rotate around the stationary sun gear. The pinions overdrive the splitter ring gear, which is
attached to the low- and intermediate-range
sun gears.

244

2. In addition to the splitter-high clutch, the reverse clutch is engaged. Refer to Paragraph
226j(2) and (3) for explanation of the power
flow from the low-range sun gear to the transmission output shaft.
3. The low-range carrier, being connected to the
reverse carrier, acts as a reaction member although it is moving slowly at output shaft
speed. The overall speed reduction ratio is
3.46-to-1. This is the result of a speed increase
ratio of 0.67-to-1 in the high splitter, coupled
with a speed reduction of 5.12-to-1 in the compounded low-range and reverse planetaries.

Copyright 1997 General Motors Corp.

PREVENTIVE
MAINTENANCE
Section 3
PREVENTIVE
MAINTENANCE
31.

SCOPE

This section describes the routine procedures required


to maintain the transmission in good operating condition. Included are instructions for care of the hydraulic
system, minor adjustments of the transmission and
control linkage, diagnostic tests, instructions for extended storage, and troubleshooting.

32. GENERAL INSPECTION


AND CARE
a. Clean and inspect the exterior of the transmission
at regular intervals. Inspect the transmission for:
loose bolts (transmission and mounting

components)
transmission fluid leaks*

2. If the fluid level is too low, fluid will not completely envelop the filter, causing the input
pump to draw both fluid and air. Fluid and air
are then directed to the clutches and converter, causing cavitational noises and irregular shifting.
3. If the fluid level is too high, fluid will be introduced into the gearing and clutches during severe up or down grade operation of the vehicle.
The resulting aeration can overheat the transmission and cause irregular shift patterns.

34. TRANSMISSION FLUID LEVEL


CHECK PROCEDURE
VISUAL LEVEL INDICATOR
FLUID CHECK PROCEDURE:

damaged or loose hydraulic lines


worn or frayed electrical connections and

damaged connectors
condition of control linkage and cables

1. FLUID ALLISON C-4 APPROVED


2. TRANSMISSION AT
NORMAL OPERATING
TEMPERATURE
(180200F; 8393C)
3. NEUTRAL
ENGINE IDLE

Install with
knurled plug up

condition and routing of wiring harnesses

b. Check the transmission fluid level at the start of


each shift.

RED LINE
NO RED LINE
VISIBLE (OVERFILL)

33. IMPORTANCE OF PROPER


TRANSMISSION FLUID LEVEL
a. Effects of Improper Fluid Level. Because the
transmission fluid cools, lubricates, and transmits hydraulic power, the proper fluid level must be maintained at all times. Transmission performance is adversely affected if the converter and clutches do not
receive an adequate supply of fluid, or if aeration occurs due to improper fluid level.

SAFE
OPERATIONAL
LEVEL AREA

FULL MARK
(CENTER)

NO FLUID VISIBLE
(UNDERFILL)

b. Foaming and Aeration


1. The primary causes of aeration are low fluid in
the sump or too much fluid in the sump. Aeration changes the viscosity and color of the fluid
to that of a thin, milky liquid.

H00711.01

Figure 31. Visual Level Indicator

* Transmission fluid leaks require immediate attention.

Copyright 1997 General Motors Corp.

31

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


WARNING!
To help avoid injury and property damage
caused by sudden and unexpected vehicle movement, do not perform maintenance or service
procedures until you:
Put the transmission in N (Neutral).
Set the parking brake and service brakes, and
make sure they are properly engaged.
Chock the wheels and take any other steps necessary to keep the vehicle from moving.

a. Cold Check. The cold check (engine not running) is made only to determine if there is sufficient
transmission fluid to permit safe starting of the engine.
A visual level indicator (Figure 31) or check plugs
(Figure 32 or 33) are provided. Figure 31 shows
how to read the indicator. If no fluid level indicator is
present, the fluid level must be at or above the ADD
plug level before the engine is started.
b. Hot Check

CAUTION:

NOTE:

To avoid transmission housing damage and fluid


leakage, refer to Paragraph 412c prior to removing or installing fluid level check plugs.

Observe the condition of the fluid in the indicator


glass or the type of flow from the plug opening.
Foaming or spurting fluid may indicate a false level.

CONVERTER-OUT

CONVERTER FLUID
TEMPERATURE AND
PRESSURE TAP

CONVERTER-IN
HYDRAULIC
RETARDER
CONTROL
VALVE

FLUID LEVEL
CHECK PLUGS

VISUAL LEVEL
INDICATOR

H00685.02

Figure 32. Hydraulic System Check Points (Straight-Through Models With Retarder)

32

Copyright 1997 General Motors Corp.

PREVENTIVE MAINTENANCE
FILTER
DRAIN PLUGS
HIGH-EFFICIENCY
FILTERS

FLUID FILLER
OPENING

BREATHER

MANUAL-HYDRAULIC
CONTROL VALVE
BODY ASSEMBLY

FLUID LEVEL
CHECK PLUGS

DRAIN PLUG

STRAINER

H00687.01

Figure 33. Hydraulic System Check Points (Dropbox and Manual-Hydraulic Shift Models)

1. The hot check is made to determine if there is


sufficient transmission fluid for normal operation of the transmission. This check is made after a few minutes operation, while the engine is
running at idle, the equipment standing level,
and the transmission at a normal operating temperature of 180200F (8293C). The hydraulic retarder control must be in the OFF position.
2. Fluid level plugs are located at the rear of the
transmission (Figure 32 or 33). Remove the
FULL plug. Under the conditions stated in the
previous paragraph, the fluid level should be at
the FULL plug level. If the fluid is below this
level, add sufficient fluid to bring it to the
FULL plug level. Drain excess fluid until it is
at the FULL plug level.

35. KEEPING TRANSMISSION FLUID


CLEAN
Transmission fluid must be handled in clean containers
to prevent foreign material from entering the transmission.

CAUTION:
Containers that have been used to handle antifreeze or engine coolant solution must never be
used for transmission fluid. Antifreeze and coolant solutions contain ethylene glycol which, if introduced into the transmission, can cause clutch
plate failure.

Copyright 1997 General Motors Corp.

33

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


36. TRANSMISSION FLUID
RECOMMENDATIONS

heating equipment or run the equipment in N (Neutral)


for a minimum of twenty minutes before attempting
range operation.

a. Recommended Automatic Transmission Fluid

CAUTION:
1. Hydraulic fluids (oils) used in the transmission
are important influences on transmission performance, reliability, and durability. Allisonapproved C-4 fluids are recommended for 5000
and 6000 Series transmissions.

Disregarding minimum fluid temperature limits


can result in transmission malfunction or reduced transmission life.

37. TRANSMISSION FLUID AND


FILTER CHANGE INTERVALS

2. Some DEXRON-III fluids are also qualified


as C-4 fluids. To ensure your fluid is qualified
for use in Allison Transmissions, check for a
DEXRON-III or C-4 fluid license, an approval number on the container, or consult the
lubricant manufacturer. Consult your Allison
Transmission dealer or distributor before using
other fluid types.

Transmission fluid and filter change frequency is determined by the severity of transmission service and
by the filter equipment installed. For 5000 and 6000
Series transmissions, change the fluid every 1200
hours of operation or sooner depending on operating
conditions. Change filter elements whenever the fluid
is changed and at 600 hour intervals between fluid
changes. More frequent changes may be required
when the fluid is visually contaminated, when operations are subject to high levels of contamination or
overheating, or if fluid analysis indicates that the fluid
is oxidized beyond the limits listed in Table 32.

b. Recommended Viscosity Grade. When choosing the optimum viscosity grade of fluid to use, consider duty cycle, preheat capabilities, and/or geographical location. Table 31 lists the minimum fluid
temperatures for safe transmission operation without
preheating. If preheating is necessary, use auxiliary

Table 31. Operating Temperature Requirements for Transmission Fluid


Ambient Temperature Below Which
Preheat Is Required
Viscosity Grade

Fahrenheit

SAE 0W-20*

31

35

DEXRON-III

22

30

20

15

SAE 30

32

SAE 40

50

10

SAE 10W
SAE 15W-40**

* Arctic as defined by MIL-l-46167B


** Use 15W-40 C4 fluid for applications with ratings above 675 (net) hp.

34

Celsius

Copyright 1997 General Motors Corp.

(Ref. 13-TR-90)

PREVENTIVE MAINTENANCE
Table 32. Fluid Oxidation Measurement Limits
Measurement

Limit

Viscosity

+/- 25% change from new


fluid

Carbonyl absorbance +0.3 A*/0.1 mm change from


new fluid
Total acid number

+3.0 change from new fluid

Solids

2% by volume maximum

* A = Absorbance units
Refer to SIL 17-TR-83 for fluid analysis techniques and data interpretation.
Consult your local industrial yellow pages for fluid analysis firms. Use
one fluid analysis firm as results from various firms cannot be accurately
compared. Refer to the Technician's Guide for Automatic Transmission
Fluid (SA2055) for additional information.

38. FLUID CONTAMINATION


a. Examination at Fluid Change. At each transmission fluid change, examine the drained fluid for evidence of dirt or engine coolant (water). A normal
amount of condensation will emulsify in the fluid during operation of the transmission. However, if there is
evidence of coolant, check the cooler (heat exchanger)
for leakage between the coolant and fluid areas. Fluid
in the coolant side of the cooler (or equipment radiator) is another sign of leakage. This, however, may indicate leakage from the engine oil system.
b. Metal Particles. Metal particles in the fluid (except for the minute particles normally trapped in the
filter and strainer) indicate damage has occurred in the
transmission. When these particles are found in the
sump, disassemble and closely inspect the transmission to find the source. Metal contamination requires
complete disassembly of the transmission and cleaning of all internal and external circuits, the cooler, and
all other areas where the particles could lodge. During
the repair of a major internal failure of a transmission,
dismantle the transmission into as many serviceable
detail parts as possible and thoroughly clean it. Do not
disassemble the unit just to the problem area.

CAUTION:
If excessive metal contamination has occurred, replacement of the cooler and inspection of all bearings within the transmission is recommended.

c. Coolant Leakage. If engine coolant leaks into the


transmission hydraulic system, take immediate action to
prevent malfunction and possible serious damage. Completely disassemble, inspect, and clean the transmission.
Remove all traces of the coolant, and varnish deposits
resulting from coolant contamination. Replace clutch
plates contaminated with ethylene glycol.
NOTE:
A Gly-Tek test kit to detect glycol in transmission
fluid can be obtained from Nelco Company, 1047
McKnight Road So., Saint Paul, Minnesota 55119.
Some C-4 fluids may produce a positive reading due
to additives that are not actually glycol. When test
results are questionable, a test of an unused sample
of the fluid type or brand should be made to confirm test results.

39. TRANSMISSION FLUID AND


FILTER CHANGE PROCEDURES
CAUTION:
To avoid transmission housing damage and fluid
leakage, refer to Paragraph 412c prior to removing or installing drain plugs.

1. The transmission should be at operating temperature (requires approximately one hour of


operation) to assist drainage.
2. Remove the drain plugs from the sump and filters (Figure 33 or 34). Drain the transmission fluid. Replace the plugs.
3. Remove the cylindrical strainer assembly located in the sump (Figure 33 or 34). Clean
the strainer assembly thoroughly. At each
cleaning, use a new cover gasket when installing the strainer and cover.
4. Remove the filter elements and discard. Thoroughly clean the filter shells. Install new filter
elements, using new gaskets or sealrings.
5. Before starting the engine, refill the transmission with clean transmission fluid. For initial
fill after rebuild, transmissions require approximately 3 gallons (11 liters) additional fluid to
charge the external systems (cooler, filter, and
external lines).

Copyright 1997 General Motors Corp.

35

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


Fluid Fill
Straight-through
models

Rebuild
18.5 gallons
(70 liters)

Servicing
15 gallons
(57 liters)

Dropbox models

13 gallons
(49 liters)

10 gallons
(49 liters)

6. When filling the system, pour fluid into the


transmission until the correct level is indicated
on the visual level indicator or at the ADD
check plug. Start the engine, and let it idle for
two or three minutes. If main pressure fluctuates
and will not stabilize during this period, add
more fluid. After enough fluid is added to stabilize the pressure, operate the equipment through
all ranges until the temperature reaches 180F
(82C). Stop the equipment and check the fluid,
as outlined in Paragraph 34b. Add fluid, if required, while the engine is running.
7. Carefully inspect for fluid leakage while the
equipment engine is running.

310. BREATHER
The breather is located at the top of the transmission
housing as shown in Figures 33 and 34. The
breather prevents pressure buildup within the transmission. Keep the breather clean and the passage
open. The prevalence of dust and dirt will determine
how often the breather requires cleaning. Use care
when cleaning the transmission. Spraying steam, water, or cleaning solution directly at the breather can
force water or solution into the transmission.

311. CHECKING FLUID


TEMPERATURE, PRESSURES
CAUTION:
To avoid transmission housing damage and fluid
leakage, refer to Paragraph 412c prior to removing or installing temperature and pressure taps.
a. Fluid Temperature Gauge
1. A fluid temperature gauge may be installed on
the equipment instrument panel to indicate
converter-out (to cooler) fluid temperature. For
models with retarder (Figure 32), the gauge
sending unit is installed in a tap at the top of
the retarder control valve assembly. For mod-

36

els without retarder (Figure 35), the gauge


sending unit is installed in a tap at the left side
of the converter housing. The gauge is calibrated from 150330F (65165C). The normal operating temperature range of the transmission is 180200F (8293C). The safe
operating range of 150275F (65135C) is
marked by a green segment on the gauge. A red
segment denotes the overheat range 275330F
(135165C). For intermittent retarder operation only, the converter-out fluid temperature
may exceed 275F (135C), but under no condition is the converter-out fluid temperature to exceed 330F (165C).
2. If the maximum converter-out fluid temperature is reached, stop the vehicle and shift the
transmission into N (Neutral). Operate the engine at 1500 rpm to reduce the transmission
fluid temperature. If the transmission fluid
does not cool in approximately 30 seconds, or
if it continues to overheat after operation is
continued, stop the engine and locate and correct the source of the overheat condition.
b. Checking, Adjusting Main Pressure
1. A pressure gauge may be installed in the instrument panel to indicate hydraulic pressure. The
gauge is calibrated from 50300 psi (3452067
kPa). The 50140 psi (345965 kPa) segment is
red, the 140230 psi (9651585 kPa) segment is
green, and the 230300 psi (15852067 kPa)
segment is red.
2. Main pressure can be checked by the gauge on
the instrument panel (if so equipped) or by connecting a gauge to the tap on the front side of the
main-pressure regulator body (Figure 34).
Models with a variable capacity torque converter
have the main-pressure tap on the stator control
valve body (Figure 36). Main pressure must be
170185 psi (11721275 kPa) in all ranges with
the engine running at 1500 rpm, converter-out
temperature 200225F (93107C), and the output stalled.
3. The gauge continuously registers the pressure
in the main-pressure circuit and the applied
clutches.

Copyright 1997 General Motors Corp.

PREVENTIVE MAINTENANCE
FILTER
DRAIN PLUG (2)

BREATHER

HIGH-EFFICIENCY
FILTERS

SPLITTER-HIGH
PRESSURE TAP
MAIN-PRESSURE TAP

ELECTRONIC
CONTROL VALVE
BODY ASSEMBLY

LOW-RANGE
PRESSURE TAP
REVERSE
PRESSURE TAP
HIGH-RANGE
PRESSURE TAP

INTERMEDIATE-RANGE
PRESSURE TAP
LOCKUP
PRESSURE TAP
DRAIN PLUG
STRAINER
PITOT PRESSURE TAP

SPLITTER-LOW
PRESSURE TAP

H00684.01

Figure 34. Hydraulic System Check Points (Straight-Through, Electric-Shift Models,


Models With Non-Electric Lockup, and Models Without Trim Boost)

4. If the operating pressures do not fall within safe


operating limits, main pressure requires adjustment. Raise or lower main pressure by adding or
removing shims at the booster signal plug end of
the main-pressure regulator valve spring. To add
or remove shims, remove main-pressure regulator valve plug 13 (Foldout 13, 14,A, or 14,B),
gasket 12, and booster plug 11. Shims 10 are located in the bore of the booster plug. Add or remove shims to obtain the proper main-pressure
readings. Shims are available in thicknesses of
0.0289 inch and 0.0528 inch (0.734 mm and
1.341 mm).
c. Checking Lubrication Pressure. The lubrication
pressure may be checked by connecting a pressure gauge
into the check point on the left side of the converter

housing (Figure 35). The lubrication pressure must be


approximately 20 psi (138 kPa) when the transmission is
in first range, with the output stalled, the transmission at
a normal operating temperature of 180200F (82
93C), and the engine running at 1000 rpm.
d. Adjusting Lubrication Pressure
(Models Without Retarder)
1. The purpose of setting lubrication pressure at
30 psi (207 kPa) maximum at full throttle with
the output stalled is to limit converter-out pressure to 65 psi (448 kPa) maximum. This assures adequate lockup clutch capacity, since
converter-out pressure opposes lockup clutch
engagement. Converter-out pressure is a function of lubrication pressure and cooler circuit
restrictions. If converter-out pressure exceeds

Copyright 1997 General Motors Corp.

37

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


CONVERTER FLUID TEMPERATURE
AND PRESSURE TAP

MAIN PRESSURE TAP

CONVERTER-OUT
CONVERTER-IN

LUBRICATION PRESSURE TAP

H03574.01

Figure 35. Hydraulic System Check Points (Models Without Retarder)

65 psi (448 kPa) after the lubrication valve has


been adjusted, and the cooler is not restricted,
larger lines are required in the cooler circuit.

CAUTION:
Do not use more than ten shims to adjust the lubrication pressure. If more than ten shims are required, replace the spring or check for additional
causes of pressure loss.

2. Lubrication pressure must not be less than 20 psi


(138 kPa) in all drive ranges and neutral at 1500
rpm with the output stalled. It must not exceed
30 psi (207 kPa) in neutral, at full throttle with
the output stalled. If the lubrication pressure
38

needs to be adjusted, add or subtract shims 68


(Foldout 11) between lubrication regulator valve
67 and spring 69. Each added shim will increase
the pressure approximately 2 psi (14 kPa).
3. After adjusting the lubrication pressure, check
the converter-out pressure at full throttle, and
at normal operating output speed range.
e. Checking Converter-out Pressure. Converter-out
pressure may be checked at the point provided for attaching the temperature gauge sending unit (Figure 32
or 35). With the transmission at a normal operating
temperature of 180200F (8293C), converter-out
pressure at full throttle stall is 3065 psi (207448 kPa).
Refer to Paragraph 316 for stall test procedures.

Copyright 1997 General Motors Corp.

PREVENTIVE MAINTENANCE
f. Checking Fluid Velocity Governor (Pitot) Pressure (Models With Non-Electric Lockup)

g. Checking Stator Control Pressure (Models


With Variable-Capacity Torque Converter)

1. Install a pressure gauge at the lower plug on


the lockup valve body (Figure 34) or the upper plug on the right side of the retarder housing. Governor (pitot) pressure depends upon
the rotation of the splitter-low clutch drum. No
reading can be taken unless the equipment is
operating. In neutral, with the engine running
at 1000 rpm, the reading will be proportional
to the speed of the turbine output shaft and will
vary from 0 to approximately 30 psi (0 to approximately 200 kPa).

1. The stator control pressure is taken at the top


of the stator control valve (Figure 36). With
the transmission in neutral, at a normal operating temperature of 180200F (8293C),
and engine speed at 1500 rpm, the pressure
must read 020 psi (0138 kPa). Actuate the
OEM-supplied stator shift control mechanism. The pressure gauge must read 150170
psi (9651172 kPa). When the stator control
is released, fluid pressure at the gauge must
drop to 020 psi (0138 kPa).

2. Readings in each range will be proportional to


the speed of the equipment in that range. There
will be a momentary drop in governor pressure
as shifts are made from one range to another.

2. If main pressure readings are satisfactory


(Paragraph 311b), but stator control pressure
fails to meet the 150170 psi (10341172 kPa)
range, replace stator control valve spring 28
(Foldout 13).

3. When upshifting, the pressure will quickly return after the shift is made but the pressure will
be lower than before shifting. It will climb as
equipment speed increases. When downshifting, the pressure will return and be higher than
before shifting. It will fall as equipment speed
decreases. Under differing operating conditions, pitot pressure will vary from 0120 psi
(0827 kPa).

h. Checking Range and Splitter Clutch Pressures


1. Refer to Figure 34 for location of pressure
taps for range and splitter clutches (manual-hydraulic models do not have pressure taps for
the range clutches).
2. Clutch-apply pressure at all range and splitter
clutch pressure taps must equal main pressure
(refer to Paragraph 311b).

312. LINKAGE
a. Manual Selector Valve Linkage
(Manual-Hydraulic Models)

VALVE PLUG ADAPTER

1. Refer to the equipment manual for specific linkage adjustment procedures. The following general procedures are applicable to most equipment. The manual selector lever should move
easily and give a crisp detent feel in each position. Adjust the linkage so the stops in the shift
selector match the detents in the transmission.
When the linkage is correctly adjusted, the pin
which engages the shift lever linkage at the
transmission can be moved freely in each range.

VARIABLE STATOR CONTROL


PRESSURE TAP
MAIN PRESSURE TAP

STATOR CONTROL
VALVE BODY
ASSEMBLY

VALVE ADAPTER
H00712

Figure 36. Variable-Stator Control Valve Body


Assembly Showing Pressure Check Points

2. Proper adjustment of the manual selector


valve linkage is important because the shift selector detents must correspond exactly to
those in the transmission. Make periodic inspections for bent or worn parts, loose
threaded connections, loose bolts, and accumulation of grease and dirt. Keep all moving
joints clean and well-lubricated.

Copyright 1997 General Motors Corp.

39

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


b. Retarder Valve Linkage. Clean, inspect, and lubricate all linkage. The retarder is not applied when
the valve is upward (out of the valve body). For normal operation with the retarder off, it is important that
the linkage be adjusted so the valve is held fully upward. If the linkage allows the retarder to be partially
applied, excessive drag and overheating will result and
fuel consumption will be excessive. When the retarder
is applied, make sure that the valve is all the way
downward. Inspect the control linkage for binding,
wear, or breaks. For air cylinder retarder control systems, include a stop to prevent battering the valve
against its internal stop.
c. Output Disconnect Linkage
1. Adjust the linkage so that the output is fully
connected in the IN position and fully disconnected in the OUT position.
2. Make periodic inspections for bent or worn
parts, loose connections, and accumulation of
grease and dirt. Keep moving joints clean and
well-lubricated.

313. EXTERNAL HYDRAULIC LINES


AND COOLER
a. External Lines. Inspect external lines for loose
or leaking connections and worn or damaged hoses.
b. Cooler
1. Examine the radiator coolant for traces of
transmission fluid. This condition indicates a
faulty heat exchanger.
2. Abnormally high operating temperatures can
cause clogging of the cooler as well as transmission failure. Thoroughly clean the cooler
system after each transmission rebuild. Failure
to do so may cause poor performance, overheating, and transmission damage. For recommendations for cleaning or flushing the cooler,
refer to the equipment service manual.

310

314. ADJUSTING LOCKUP SPEED


(Models With Non-Electric Lockup)

CAUTION:
To avoid transmission housing damage and fluid
leakage, refer to Paragraph 412c prior to removing or installing pressure taps.

NOTE:
Although transmissions may have the same model
designation, the engine speed at which the lockup
clutch release occurs may vary based on the transmission application. Be sure that the lockup release
speed is the one specifically recommended for the
equipment and transmission being checked and adjusted.
a. Lockup Speed (in the Equipment)
1. Check lockup speed with the transmission in
fifth range at the point of lockup disengagement (release). The lockup pressure check
point is shown in Figure 34. The out-oflockup must be as close as possible to the
equipment manufacturers recommendations.
2. Attach a tachometer of known accuracy to the
engine. Increase the equipment speed until it is
operating in lockup. At this point, apply the hydraulic retarder (or, for models without retarder, apply a load to the equipment) until the
lockup clutch releases and the transmission operates in converter operation. Note the engine
speed at the moment the lockup clutch releases
and compare it to the lockup release speed for
the transmission recommended by the equipment manufacturer.
b. Lockup Speed and Shift Points (Using a Test
Stand). The electric control valve body incorporates a
hydraulic overlap system which functions during some
upshifts and downshifts. When checking on a test
stand at engine idle with no load, the transmission output shaft will stop turning momentarily during some
shifts. This is normal and will not harm the transmission. At top engine speed, the output shaft should not
visibly stop during range shifts. When the transmission is installed in the equipment and shifted properly,
the unit will operate and perform satisfactorily.

Copyright 1997 General Motors Corp.

PREVENTIVE MAINTENANCE
c. Lockup Speed Adjustment. If the lockup release
speed requires adjustment, the speed can be changed
by adding or removing shims 9 (Foldout 15,B). These
shims are located between lockup shift valve 8 and
lockup valve spring 11. Adding a shim will raise the
lockup speed approximately 20 rpm; removing a shim
will lower the lockup speed approximately 20 rpm.

315. ADJUSTING PARKING BRAKE


a. Description. The internal, expanding-shoe parking brake is mounted at the rear of the transmission at
the output.
b. Procedures

316. TRANSMISSION STALL TEST AND


NEUTRAL COOL-DOWN CHECK
WARNING!
To help avoid injury and property damage
caused by sudden and unexpected vehicle movement, do not begin a stationary stall test until
you:
Put the transmission in N (Neutral).... and
Set the parking brake and service brakes, and
make sure they are properly engaged... and
Chock the wheels and take any other steps necessary to keep the vehicle from moving... and
Warn people to keep clear of the vehicle and
its path.

1. To remove signs of wear, brake drums can be


turned up to 0.100 inch (2.54 mm).
2. Adjust the brake shoes for proper drum clearance by inserting a screwdriver or brake adjusting tool into the adjusting slot in the brake
drum. Tighten the brake adjusting screw until
the brake lining is tight against the drum. Then
back off the adjusting screw three full turns.
3. Adjust the brake linkage by releasing the apply
mechanism fully and adjusting the connecting
linkage so that it can be freely connected to the
apply lever on the brake. Take all slack out of
the brake, without actually moving the brake
shoes, when the linkage adjustment is made.
c. Burnishing New Brakes

CAUTION:
Never maintain the stall condition for more
than 30 seconds at any one time because of the
rapid rise in fluid temperature.Do not conduct
a stall test if the transmission is not equipped
with a converter-out temperature gauge. Do not
let the converter-out fluid temperature exceed
275F (135C). Allow the system to cool down
between stall checks by performing the cooldown as described in Paragraph 316e. If the
stall test is repeated, do not let the engine overheat.

a. Purpose

1. If necessary, burnish new drums and brake


shoe lining using the following procedures.
Do not over-burnish the brake.
2. Operate the vehicle at a speed of 10 mph.
Then, with the vehicle engine at closed throttle, stop the vehicle by applying the parking
brake. Repeat operation five times at one
minute minimum intervals.
3. Check brake holding ability by parking the vehicle on a reasonable grade or incline.
4. Repeat this procedure until the brake holding
ability check is satisfactory. When repeated
burnishing applications do not result in a significant increase in its holding ability and when
full lining surface contact exists, the brake
should be considered as developing its maximum torque holding capacity.

1. Stall testing is performed to determine whether


a power complaint is due to an engine malfunction or a transmission problem.
2. Stall speed is the maximum engine rpm attainable when the engine is at full throttle and
when the torque converter turbine is not moving, or stalled.
3. During a stall test, compare actual engine
speed at full throttle with established vehicle
manufacturers specifications.
NOTE:
Engine stall point data can be obtained from the vehicle manufacturer or from the equipment dealer or
distributor.

Copyright 1997 General Motors Corp.

311

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


4. Use stall tests as troubleshooting procedures
only. Do not perform them as general checks or
maintenance.
b. Stall Test Preparation

determine stall check wire numbers. Move


the selector from N (Neutral) to the forward
range closest to the neutral position. The
transmission will shift to fifth range and
deactivate the lockup clutch.

1. Make sure the fuel control linkage goes to full


throttle and does not stick when released. For
electronically-controlled engines, make sure
the control system correctly recognizes the full
fuel command.

For transmissions with electronic controls

2. Check both the air induction system and the exhaust system for restrictions. If used, verify that
engine smoke controls are functioning correctly.

NOTE:
For equipment with engines not equipped with
smoke controls, proceed with Paragraph 316c.
For equipment with engines equipped with smoke
controls, proceed to Paragraph 316d.

3. Perform a cold check of the transmission fluid


level and adjust as necessary.
4. Install an accurate tachometer. Do not rely on
the vehicle tachometer.
5. Install a temperature gauge with the probe in the
transmission converter-out (to cooler) line (refer
to Paragraph 311a).
6. For a stationary stall test, block the vehicle
wheels.
7. Start the engine and let the transmission sump
warm to normal operating temperature 180
200F (8293C).
8. Perform a hot check of the transmission fluid
level and adjust as necessary.
9. Turn all engine accessories OFF.
10. Lock the transmission output.
11. Notify everyone to stay clear of the vehicle.
12. Select the range for the stall test:
For transmissions with manual-hydraulic

shift or manual-electric shift control, move


the shift selector to 5 (Fifth-range).
For transmissions with SPG shift control,

install Harness Adapter J 24712 onto the


SPG to provide fifth-range hold (regardless
of throttle setting), or use the Noel-Smyser
Field Test Kit N1948*.
For transmissions with electronic controls

and with ECU P/N 1228282, stop the vehicle,


idle the engine, and place the shift selector in
N (Neutral). Activate the switch to connect
(or physically connect) the stall check wires
in the secondary mode wiring harness. Refer
to TS2712EN, Troubleshooting Manual, to

and with ECU other than P/N 1228282, no


stall check can be performed. These other
models have not been electronically
programmed for stall check.

c. Stall Test Procedures Equipment Without


Smoke-Controlled Engines
1. Apply the vehicle parking and service brakes.
2. Slowly accelerate to full throttle.
3. When the tachometer levels off, record the
maximum engine rpm attained. Converter-out
pressure should be at least 30 psi (207 kPa).
4. Slowly release the throttle.
5. Shift to N (Neutral) and proceed to Paragraph
316e, Neutral Cool-Down Check. For transmissions with electronic controls, deactivate
the switch to disconnect (or physically disconnect) the stall check wires.
d. Stall Test Procedures Equipment With
Smoke-Controlled Engines
NOTE:
Because smoke controls and throttle-delay mechanisms inhibit engine acceleration, the stall testing may
need to be performed while the equipment is moving.
1. Select a location where the equipment is able
to accelerate in fifth range (level or slight
downward grade).
2. Select the hold range (refer to Paragraph 3
15b(12)). Make sure no loads are applied to the
equipment.
3. Operate the engine at full throttle, maximum
governed rpm.

* Field Test Kit N1948 can be purchased from Noel-Smyser Engineering Corporation, 4005 Industrial Blvd., P. O. Box 24165,
Indianapolis, Indiana 46254.

312

Copyright 1997 General Motors Corp.

PREVENTIVE MAINTENANCE
4. Slowly depress the equipment service brakes
while staying at full throttle.
5. When the equipment comes to a stop, record the
engine rpm this is the stall speed.
6. Return the throttle to idle, shift to N (Neutral),
and proceed to Paragraph 316e, Neutral CoolDown Check. For transmissions with electronic
controls, deactivate the switch to disconnect (or
physically disconnect) the stall check wires.
e. Neutral Cool-Down Check Procedure
1. The neutral cool-down check determines if the
transmission fluid cools properly following an
engine load condition. Perform this check immediately after the engine speed has been recorded in the stall test.
2. Record the converter-out fluid temperature.
3. With the transmission remaining in N (Neutral),
run the engine at 12001500 rpm for two minutes to cool the fluid.
4. After two minutes, record the converter-out fluid
temperature. The converter-out fluid temperature should now be within the normal operating
range.
f. Results
NOTE:
Environmental conditions, such as ambient temperature, altitude, engine accessory loss variations, etc.,
affect the power input to the converter. For example,
engine power decreases with increasing elevation (altitude). Power losses become more pronounced at
higher elevation, resulting in a lower engine speed
under converter stall conditions. Under such conditions, a stall speed deviation up to 150 rpm from
specification can be accepted as within normal range.
1. Compare the recorded stall speed to the speed
specified by the vehicle manufacturer as normal
for the ambient conditions. If the engine stall
speed is more than 150 rpm below the stall
speed specified by the engine manufacturer, an
engine problem is indicated. Refer to the engine
service manual for engine troubleshooting and
repair information.

2. If the engine stall speed is more than 150 rpm


above specification, a transmission problem is
indicated, such as slipping clutches, cavitation,
or torque converter failure.
3. An extremely low stall speed, such as 33 percent of the specified engine stall rpm, during
which the engine does not smoke, could indicate a free-wheeling torque converter stator or
misadjusted smoke controls.
4. If the engine stall speed conforms to specification, but the transmission fluid does not cool
during the two-minute cool-down check, a stuck
torque converter stator could be indicated.

317. PRESERVATION AND STORAGE


a. Storage, New Transmissions (Prior to Installation). New transmissions are tested at the Allison factory with preservative oil and drained prior to shipment. The residual oil remaining in the transmission
provides adequate protection to safely store the transmission for up to one year (stored indoors in conditions of normal climate, and with all shipping plugs installed) without further treatment.
b. Preservation Methods. When the transmission is
to be stored or to remain inactive for an extended period (one or more years), specific preservation methods are recommended to prevent damage due to rust,
corrosion, and organic growth in the fluid. Preservation methods are presented for storage with and without transmission fluid.
c. Storage, One Year Without Transmission
Fluid
1. Drain the transmission fluid.
2. Seal all openings and breather with moistureproof tape.
3. Coat all exposed, unpainted surfaces with preservative grease such as petrolatum (MIL-C11796, Class 2).
4. Spray two ounces (60 milliliters) of VCI #10
(or equivalent) into the transmission through
the fill tube.
5. If additional storage time is required, repeat
Steps (3) and (4) at yearly intervals.

Copyright 1997 General Motors Corp.

313

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


d. Storage, One Year With Transmission Fluid
(Normally Installed in the Equipment)
1. Drain the transmission fluid and replace the filter elements (Paragraph 39).
2. Fill the transmission to operating level with a
mixture of one part VCI #10 (or equivalent) to
30 parts transmission fluid. Add 1/4 teaspoon of
Biobor JF (or equivalent) for every 3 gallons
(1 ml for every 10 liters) of transmission fluid
in the system.

7. As soon as the transmission is cool enough to


touch, seal all openings and the breather with
moisture-proof tape.
8. Coat all exposed, unpainted surfaces with preservative grease such as petrolatum (MIL-C11796, Class 2).
9. If additional storage time is required, repeat
Steps (2) through (8) at yearly intervals; except, it is not necessary to drain the transmission each year. Just add VCI #10 and Biobor
JF (or equivalents).

NOTE:
When calculating the amount of Biobor JF required, use the total volume of the system, not just
the quantity required to fill the transmission. Include external lines, filters, and the cooler.
3. Run the engine for approximately five minutes at
1500 rpm with the transmission in N (Neutral).
4. For automatic-shift models, shift to D (Drive)
and operate the equipment for approximately
five minutes at a sufficient speed to cause
sixth-range lockup operation. For manual-shift
models, operate the equipment for approximately five minutes at a sufficient speed to
shift through all selector positions to thoroughly distribute the fluid and to cause lockup
operation.
5. Continue running the engine at 1500 rpm with
the transmission in N (Neutral) until normal
operating temperature is reached.

WARNING!
To help avoid injury and property damage caused
by sudden and unexpected vehicle movement, do
not begin a stationary stall test until you:
Put the transmission in N (Neutral)... and
Set the parking brake and service brakes, and
make sure they are properly engaged... and
Chock the wheels and take any other steps necessary to keep the vehicle from moving... and
Warn people to keep clear of the vehicle and
its path.
6. If normal operating temperature is less than
225F (107C), refer to Paragraph 316 and
briefly stall the converter. When the converterout temperature reaches 225F (107C), stop
the engine. Do not exceed 225F (107C).
314

e. Restoring Transmission to Service


1. Remove all tape from openings and the breather.
2. Wash off all external grease with mineral spirits.
3. If the transmission is new, drain the residual preservative oil. Refill the transmission to the proper
level with transmission fluid (Paragraph 39).
4. If the transmission was prepared for storage
without fluid, drain the residual fluid and replace the filter elements. Refill the transmission to the proper level with transmission fluid
(Paragraph 39).
5. If the transmission was prepared for storage
with fluid, it is not necessary to drain and refill
the transmission with new transmission fluid.
Check for proper fluid level (Paragraph 34).
Add or drain transmission fluid as required to
obtain the proper level.

318. LUBRICATION OF SHIFT


SELECTOR SPG-CONTROL
AUTOMATIC-ELECTRIC MODELS
CAUTION:
Do not over-lubricate the shift selector.
Do not apply any lubricant on or near the

switches or switch assembly. Excess lubricant


tends to retain dust and dirt, and may seep into
areas where it would be harmful.
a. Lubrication Intervals
1. Lubricate shift selectors after the first 500 hours
of operation and every 2500 hours of operation
thereafter.

Copyright 1997 General Motors Corp.

PREVENTIVE MAINTENANCE
2. More frequent lubrication may be required if operating conditions are extremely dusty or dirty.

NOTE:
For transmissions with manual-electric shift con-

b. Clean Before Lubricating. Using approved shop


air, thoroughly clean the area to be lubricated. Work the
shift handle from side to side while applying the air blast.
c. Lubrication Points

trol, proceed to Paragraph 320.


For transmissions with SPG shift control, proceed

to Paragraph 321.
For transmissions with manual-hydraulic shift

1. Refer to Figure 66 for the area to be lubricated


with lithium-bearing grease. Apply lubricant
sparingly to shift handle 15 (Foldout 33), where
it swivels in rotary key 38 and at its point of
contact with leveler 4. Also, lubricate the right
end of leveler 4 where it reciprocates in rotary
key 38. Lubricate the cams of microswitch assembly 23 and bushing 11.
2. The lubrication points may be reached by a
pump-type applicator. Access the parts to be lubricated through the opening in which the shift
handle moves, and through an opening at the
bottom of the shift selector (Figure 61). Use
both access points to ensure complete lubrication. Some disassembly is necessary to lubricate
other points.

319. TROUBLESHOOTING THE


CONTROL SYSTEM
WARNING!
Electricity must never, under any circumstances,
be applied to any electric valve body component
while the engine is running, while the mechanic is
working under the vehicle, or while personnel
are working in the vehicle path. Sudden and unexpected movement may occur if the control
valve solenoids are activated by an external
power supply. A runaway vehicle could only be
stopped by applying the vehicle brakes or shutting down the engine: removal of the power supply would not stop the vehicle because of the failprotection system. To help avoid injury or property damage, always shut off the engine, set the
vehicle brakes, and lock the wheels before any
troubleshooting of the solenoids.

control, proceed to Paragraph 323.


For transmissions with electronic controls, refer to

SA2712, Troubleshooting Manual. Proceed to


Paragraph 323.

320. CHECKING, ADJUSTING


MANUAL-ELECTRIC CONTROL
SYSTEM (Figure 37)
a. Field Test Kit. A field test kit* is available for
checking the shift selector, wiring harness, and valve
body solenoid circuits. Complete operating and test instructions accompany each test kit.
b. Checking Wiring Harness
1. To determine if the proper electrical signals are
being transmitted to the valve body, disconnect
the eight-pin connector from the valve body.
2. Use a 24V test lamp. Ground one test lamp
lead.
3. Check each female pin receptacle of the wiring
harness for delivery of electrical signals at the
proper time by positioning the shift selector
control in each selector position and checking
each receptacle. Touch each receptacle with the
ungrounded lead of the test lamp. The pin receptacles which should be energized in each range
are as follows:

* Manual-Electric Field Test Kit N1920 can be purchased from Noel-Smyser Engineering Corp., 4005 Industrial Blvd., P. O. Box 24165,
Indianapolis, Indiana 46254.

Copyright 1997 General Motors Corp.

315

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


BLACK
GROUND
TO LIGHT
YELLOW
TO INHIBITOR
FROM
INHIBITOR

L A

TO SWITCH
FRAME

N C
PM
D
J
O
I
E
H
F
G

SWITCH SECTION

SELECTOR INTERNAL CIRCUIT

K
J
I

MATING
CONNECTORS

C
D
N E
P
H O F
M

G
BRANCHES TO
EXTERNAL POINTS
N TO EQUIPMENT STARTER
CIRCUIT (WHITE)
M POWER INPUT (RED)
(24V )
L TO EQUIPMENT LIGHT
CIRCUIT (BLUE)
P TO EQUIPMENT GROUND
(BLACK)
K
PRESSURE
SWITCH
ON LOCKUP
VALVE BODY

J REVERSE SIGNAL
(GREEN)

MAIN HARNESS
BRANCH TO 8-PIN CONNECTOR

A
G

C
D
E

F
MATING
CONNECTORS
B TO SOLENOID B
A TO SOLENOID A *

C TO SOLENOID C

C
G TO SOLENOID G *

D
F TO SOLENOID F
* Not present on Lock-in-Neutral models

D TO SOLENOID D

G
F

E TO SOLENOID E

TO GROUND IN VALVE BODY


V03575

Figure 37. Manual-Electric Control System Wiring Diagram

Selector Position

316

Pin Receptacle

A, B, F

A, F

C, F

C, G

F, D

G, D

F, E

G, E

4. Only the pin receptacles listed above should be


energized in the selector positions shown. If
any others are energized, or if those listed are
not all energized, a malfunction of either the
shift selector or wiring harness is indicated.
5. If the terminals do not check out as listed in
Step (3), check the shift selector assembly separately (refer to Paragraph 322). If the shift
selector is faulty, it may be rebuilt (Paragraph
63). If the shift selector tests satisfactorily
(wiring harness disconnected) but trouble is
evident in tests in Step (3), the wiring harness
is faulty and must be replaced.

Copyright 1997 General Motors Corp.

PREVENTIVE MAINTENANCE
NOTE:
If the wiring harness is cut or worn, re-route the
new harness to avoid recurrence of the fault.
c. Checking Main Control Valve Body
1. Disconnect the eight-pin connector of the wiring harness from the control valve body. Using
an ohmmeter, check between the center pin of
the eight-pin connector on the valve body and
the ground. The center pin is grounded to the
valve body by an internal lead, and the meter
reading should be zero. A resistance reading
here indicates a poor or broken connection.
2. Check each of the solenoid pins (A through G)
with the ohmmeter connected between each pin
and ground. For 24V systems, the readings must
be 5090 Ohms for each solenoid; for 12V systems, the readings must be 1530 Ohms. If resistance measurements are not within the
prescribed range, replace or repair the solenoid.
d. Checking Hydraulic Circuits. If electrical
checks do not indicate electrical system malfunction,
the hydraulic circuit may be at fault. Hydraulic troubles may be in either the control valve assembly or in
the related hydraulic components in the transmission.
The checks outlined in Steps (2) through (4) will locate an inoperative shift valve. Further checks, involving disassembly steps, will determine the reason the
valve is inoperative.
1. A shift valve which operates erratically, or is
inoperative, may be caused by the valve sticking in its bore, dirt or contamination in a solenoid, or dirt in the valve body or separator
plate orifices.
2. If a specific forward-range shift valve remains in
the DOWN position (refer to Foldout 6), the
transmission will shift normally below that range
but not into that range. If the transmission is
shifted to a higher range it will downshift only to
the range immediately above the range controlled by the inoperative valve.

3. If a specific forward-range shift valve remains


in the UP position (refer to Foldout 6), the operation in that range and above will be normal,
but no lower ranges, neutral, or reverse can be
obtained. The range controlled by the inoperative valve will be retained in all lower selector
lever positions.
4. If the splitter shift valve remains in either the
UP or DOWN position (refer to Foldout 6), the
transmission will operate in all forward ranges
and reverse, but the gear ratio will depend upon
which splitter clutch may be engaged. The
splitter-low clutch remains engaged when the
splitter-high clutch should be engaged and
vice versa.
5. To check for sticking shift valves, remove the
main solenoid module from the top of the control valve assembly.
6. An individual solenoid may be removed and a
new one installed when it is determined that a
particular solenoid is causing the existing condition. One method of checking the physical
operation of solenoids is to invert the solenoid
module, fill the pressure cavities with transmission fluid, and, with the module connected to
the wiring harness, shift through all selector
positions. Fluid should drain out of all cavities
at the same rate as solenoids are energized.
7. If dirt in the solenoid, valve body, or separator
plate orifices causes loss of shift valve operation, remove, disassemble, and thoroughly
clean the control valve assembly to correct the
problem. Give particular attention to clogged
orifices in the solenoids, valve bodies, and separator plates. Check the condition of the filters
at this time. Clogged filters will bypass dirty
transmission fluid and permit dirt to be carried
into the valve body.
8. Proceed to Paragraph 322.

Copyright 1997 General Motors Corp.

317

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


321. CHECKING, ADJUSTING
SPG-CONTROL AUTOMATICELECTRIC SYSTEM (Figure 38)
a. Field Test Kit. A field test kit* is available for
checking the SPG-control automatic-electric components. Complete operating and test instructions accompany each test kit. Instructions are also given in
SM1809EN, available at authorized Allison Transmission service centers.
b. Checking Wiring Harnesses
1. The cab harness may be checked while it is
connected to a properly operating shift selector.
2. Disconnect the harness from the shift pattern
generator (SPG) (19-pin connector). Leave all
branches connected to the system. Check for
circuit continuity by touching ohmmeter probes
to the pin sockets in the connector removed
from the SPG, and shifting the selector lever.
For each selector position, check continuity as
follows:

Selector Position

Continuity (0 Ohms)
Between Pin Sockets

A, F

E, M

DR

E, G and E, N

E, H and E, N

E, J and E, N

E, K and E, N

E, L and E, N

E, M and E, N

Any position (ground)

B, V

3. If any of these checks show an open circuit, replace the cab harness.
4. If the checks in Paragraph 321b(2) are satisfactory, check the remaining two conductors in

the harness. Connect the ohmmeter between


pin sockets C and D. When the vehicle throttle
(engine not running) is closed, the resistance
should be 3090 Ohms. As the throttle is
opened slowly and smoothly, the reading
should increase smoothly, with no interruptions, to approximately 275 Ohms at wideopen throttle. If other values are obtained, the
throttle potentiometer lever may require adjustment (refer to Paragraph 66b(7)). If a zero
reading is obtained, a short circuit in either the
wiring harness or throttle potentiometer is indicated. If no circuit continuity (ohmmeter does
not move) is obtained, a break in the wiring
harness or potentiometer circuit is indicated.
5. Check the potentiometer alone, after disconnecting the two-pin connector of the wiring harness. Check between pins A and B on the
potentiometer in the same manner as pin sockets
C and D were checked in Step (4). The prescribed readings (30275 Ohms) should be obtained. If not, adjust the throttle potentiometer
lever (Paragraph 66b(7)). If there is a short circuit, open circuit, or a satisfactory adjustment
cannot be obtained, replace the potentiometer.
6. Check the equipment wiring harness by disconnecting it from the SPG. Leave the control
valve assembly and magnetic pickup in the circuit to permit continuity checks. The continuity checks, if satisfactory, indicate that the
wiring harness is satisfactory. If the checks are
not satisfactory, separate testing of the control
valve assembly and magnetic pickup is required to isolate the faulty component (harness, control valve, or pickup).
7. To make the checks, first connect an ohmmeter
across pin sockets A and B. The resistance
should be 50200 Ohms. A short circuit, open
circuit, or variation from the specified resistance
indicates a faulty harness or magnetic pickup. If
the check is unsatisfactory, remove the two-pin
connector and check resistance at the magnetic
pickup. A satisfactory reading at the pickup indicates the wiring harness is faulty.

* Automatic-Electric Field Test Kit N1948 can be purchased from Noel-Smyser Engineering Corp., 4005 Industrial Blvd., P. O. Box 24165, Indianapolis,
Indiana, 46254.

318

Copyright 1997 General Motors Corp.

PREVENTIVE MAINTENANCE
12V-TO-24V CONVERTER
(OR 24V OVERLOAD PROTECTOR)

RANGE INDICATOR
SHIFT
SELECTOR
4

EQUIPMENT
BATTERY

3
2

THROTTLE
POTENTIOMETER

ENGINE OILPRESSURE SWITCH 201 BLACK


2-PIN CONNECTOR
202 BLACK
209
200 RED
A
219
210
B
C
V
D
B
19-PIN CONNECTOR
A
E
P
N
R
F
M
S
TU
L
G
K
H J
SHIFT PATTERN
GENERATOR
(SPG)

205 RED
203 BLUE
204 GREEN

TO EQUIPMENT
LIGHT SWITCH
J
LK

16-PIN
CONNECTOR

206 BLACK

P
H

TO
REVERSE
SIGNAL

G
B

M
C

218
217
216
215
214
213
212
211

208
WHITE

F
D N

207 WHITE
In series with equipment
starter circuit

110
M

H
S N
R P
C

G
F
E

100

101
A

T D

17-PIN CONNECTOR
102

2-PIN
CONNECTORS

111

MAGNETIC
PICKUP

107
106
105
104
F

103

8-PIN CONNECTOR
108

MAIN
VALVE
BODY

109

V03576

Figure 38. Automatic-Electric Control System Wiring Diagram

Copyright 1997 General Motors Corp.

319

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


8. Next, check the resistance between pin socket
T (ground) and each of the remaining active
pin sockets (E, F, G, H, J, K, and L). Each
check should give a reading of 5090 Ohms,
and will include the pertinent wiring harness
conductors and a valve body solenoid. A short
circuit, open circuit, or variation from the specified resistance indicates a faulty wiring harness, control valve circuit, or solenoid.
9. If the check is unsatisfactory, remove the eightpin connector from the control valve assembly
and check the resistance between the center pin
and each of the other seven pins (A, B, C, D,
E, F, and G) in the eight-pin socket, plus each
of the two pins (A and B) in the two-pin connector. A satisfactory reading (5090 Ohms) at
each of these nine points indicates the valve assembly has no electrical faults but that the wiring harness is faulty.

d. Checking Magnetic Pickup (Speed Sensor).


Connect an ohmmeter across pins A and B (wiring
harness removed). The reading must be 50200 Ohms.
If the reading is not within this range, replace the magnetic pickup.
e. Checking Shift Pattern Generator (SPG)
1. The SPG may be tested in the field with the
Noel-Smyser N1948 Test Kit to determine if
the SPG is faulty.
2. If the test kit is not available, and if all previous
tests of the system and components are satisfactory, substitute a new SPG for the suspect unit.
3. If the new SPG does not correct the problem,
the trouble may be in the hydraulic or mechanical components.

c. Checking Throttle Potentiometer


1. Position throttle lever 10 (Foldout 34) at the
full throttle position (approximately 35 degrees
counterclockwise from a vertical line through
the shaft to which the lever attaches viewed
from the lever end of assembly). Movement of
lever 10 from closed throttle to full throttle position must correspond with that of the equipment throttle control. Adjust only the linkage if
necessary. Do not make adjustments within
the throttle potentiometer.
2. Connect an ohmmeter across connector pins A
and B. Resistance should be 275 Ohms.
3. Slowly and smoothly swing the throttle lever
clockwise through an arc of approximately 70
degrees (to closed throttle position), while
reading the ohmmeter. The reading must decrease smoothly and without interruptions to a
value of 3090 Ohms at closed throttle position.
4. If these readings are obtained, the throttle potentiometer is electrically satisfactory and correctly adjusted. If the readings are either high
or low, the throttle potentiometer lever may require adjustment (Paragraph 66b(7)). If the
circuit is open, short circuited, or the reading is
irregular or intermittent, potentiometer assembly 9 (Foldout 34) must be replaced.
320

NOTE:
When a new SPG is installed for troubleshooting,
remove it (if original unit is not proved faulty) and
reinstall the original. Do not return the new unit for
service or adjustment on the supposition that it is
faulty.

4. If tests prove the SPG faulty, replace it with a


new unit. The faulty SPG may be rebuilt by
those having the proper equipment and skills.
Laboratory test procedures and rebuild instructions are included in Rebuild Manual
SM1502EN.
f. Checking 24V Overload Protector
1. The Noel-Smyser N1920 Test Kit or a voltmeter
may be used to test the 24V overload protector.
2. Refer to Table 33, Troubleshooting, Item G1,
for checking voltages at the overload protector.
3. If tests prove the overload protector is faulty, it
should be replaced by a new unit. The overload
protector may be rebuilt by those having the
proper equipment and skills. Laboratory test
procedures and rebuild instructions are included in Rebuild Manual SM1502EN.

Copyright 1997 General Motors Corp.

PREVENTIVE MAINTENANCE
g. Checking 12V-to-24V Converter

TEST LAMPS (11)

1. Noel-Smyser N1920 Test Kit, or a voltmeter,


may be used to test the 12V-to-24V converter.

2. Refer to Table 33, Troubleshooting, Item G1, for


checking voltages at the 12V-to-24V converter.

3. If tests prove the converter is faulty, replace the


converter with a new unit. The 12V-to-24V
converter can be rebuilt by those having the
proper equipment and skills. Laboratory test
procedures and rebuild instructions are included in Rebuild Manual SM1502EN.
4. The unit is not serviceable in the field except
for replacement of the SFE 71/2A fuse.

CONNECTOR

H
G

LM

E
I

E
PG O F

SPST
SWITCH (X)
ON

OFF

h. Checking Control Valve Assembly. Refer to


Paragraph 320c for electrical check of the valve body
assembly.
i. Checking Hydraulic Circuit. Refer to Paragraph
320d for checking the hydraulic circuit.

12V AUTO
BATTERY
SFE 9A FUSE

AUTO MANUAL
DPDT SWITCH (Y)
V03490

Figure 39. Test Lamp Bank Circuit

322. TESTING SHIFT SELECTOR


ASSEMBLY

Lamps G.E. No. 1815 (11)


Lamp holders Dialco (11)

a. Manual-Electric Test Equipment


1. The shift selector may be checked with a test
lamp as outlined in Paragraph 320b. This
method requires that the wiring harness be
connected to the shift selector assembly. Detailed knowledge of the system circuit and
multiple tests are necessary when conventional
equipment is used.
2. The test kit described in Paragraph 320a may
be employed for any test of the shift selector assembly. However, detailed knowledge of the
system circuit and multiple tests are necessary.

b. Shop-Constructed Test Lamp Bank


1. A test lamp bank may be constructed to test the
shift selector assembly. This lamp bank will
check any shift selector assembly used on
5000, 6000, 8000, and 9000 Series models,
whether manual-electric or SPG-control automatic-electric, with 12V or 24V systems.
2. Figure 39 illustrates the circuit of the test
lamp bank. Listed below are the components
required to construct the bank. All components
are available from Allied Electronics or any
similar source.

Red No. 95-9110-0931-102


Green No. 95-9110-0932-102
Amber No. 95-9110-0933-102
White No. 95-9110-0935-102
Switch, SPST Cutler-Hammer No.
8381K22C (1)
Switch, DPDT Cutler-Hammer No.
8373K21D (1)
Connector, 16-pin MS 3106A24-7S (1)
Wire AWG No. 18 stranded copper, PVC
covered (AR)
Cable covering PVC
Binding posts (to attach battery)
Superior Electric Co. 5-way:
No. DF 30RC (red) (1)
No. DF 30BC (black) (1)
Box Bud No. CU2110A (1)
Fuse holder Allison No. 6839335 (1)
Fuse SFE 9A (1)

NOTE:
Obtain sufficient wire and cable covering to allow a
five foot minimum length from the 16-pin connector
to the box.

Copyright 1997 General Motors Corp.

321

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


3. Construct the test lamp bank and label each
lamp as shown in Figure 39.
c. Testing Manual-Electric Shift Selector
NOTE:
The field test kit described in Paragraph 320a

may be used for all tests. However, the technician


should have a thorough knowledge of the shift selector circuits. Multiple tests are necessary.
The lamp bank described in Paragraph 322b is

preferred for testing the shift selector assembly.


1. Throw switches to positions shown in Figure
39 (X to off; Y to manual). Connect the 12V
battery to the lamp bank, observing the polarity indicated in Figure 39.
2. Couple the lamp bank connector to the connector on the shift selector assembly.

7. Electrical interruption in the downshift inhibitor may be caused by either a faulty solenoid
coil or its connecting wire. The solenoid coil
can be checked, when removed, by connecting
it directly to a battery to determine if it will energize. The wiring and terminals may be
checked when the shift selector is disassembled (Paragraph 63).
8. Throw inhibitor Switch X to the OFF position
(Figure 39). This should release the inhibitor
solenoid and permit the selector lever to move
in either direction. Failure to release when the
switch is OFF could be due to a ground in the
conductor leading to Contact M in the shift selector connector. A mechanical fault not permitting release could be the failure of outer
clutch 73 (Foldout 33) to retract from inner
clutch 2. Disassembly and inspection (Paragraph 63) will reveal the fault.

3. Check the SFE 9A fuses in both the shift selector assembly and the lamp bank. If either is
blown, replace it. If the new fuse blows, there
is a ground or short circuit in the shift selector
assembly that must be corrected before proceeding.
4. Check the shift selector lamp. Note that the lamp
circuit is independent of the fuse in the shift selector assembly. If the lamp fails to light, a failed
bulb, defective socket, or open circuit is indicated.

MICROSWITCH SEQUENCE
GAUGE J 24710

5. Throw Switch X (Figure 39) to the ON position.


This should energize the downshift inhibitor.
There should be a click when the switch is
thrown. When the inhibitor is energized, manual
upshifts are possible but downshifts cannot be
made. If the click does not occur, and downshifts can be made, electrical trouble is indicated.
Either the solenoid coil or its connecting circuit is
faulty. If the click does occur, but downshifts
can be made, mechanical trouble is indicated.
6. Mechanical trouble in the downshift inhibitor
is usually due to failure of inner clutch 2
(Foldout 33) or angular misadjustment of solenoid housing 60. For repair of the clutch
and adjustment of the solenoid housing, refer
to Paragraph 63.
322

H00717

Figure 310. Switch Sequence Gauge J 24710


Positioned for Test

Copyright 1997 General Motors Corp.

PREVENTIVE MAINTENANCE
Selector Position

Lamps Lighted

A, B, F

A, F, N

Lamps Lighted When Selector


Lever Is Pushed Toward:
Midpoint
Test Position

Upshift
Direction

Downshift
Direction

C, F

56

E, G

E, F

C, G

45

E, F

D, G

D, F

34

D, G

D, F

23

D, F

C, G

12

C, G

F, H

D, G

E, F

N1

C, F

A, F, N

E, G

RN

A, F, N

A, B, F, J

9. Check each position of the selector lever to determine if the selector switches are operating
(making and breaking) satisfactorily. This can
be determined by noting which lamps are lit
and not lit in each selector position. The chart
above shows the desired light pattern.
10. If the light pattern in the preceding table is obtained, the switches are functioning satisfactorily. If any other pattern is obtained, either the
switch assembly is faulty, or the wiring is
faulty or connected improperly to the switches.
11. A further check, using the lamp bank, is necessary to determine if the switch assembly is angularly aligned with the selector lever. Any
clockwise or counterclockwise mislocation of
the switch assembly in relation to the selector
lever shift positions will affect the sequence
and timing of the switches.
12. Place microswitch sequence gauge J 24710 on
the selector lever (Figure 310). The tool holds
the shift lever at the midpoint between two
shift positions, but provides a tolerance of
movement sufficient for complete transition
from one shift position to the next. All changes
in the light pattern should occur within the
movement tolerance. The following chart indicates the light patterns at each test position.

13. If the light pattern shown above is not obtained


but a satisfactory pattern was obtained in Step
(9), angular misalignment of the microswitch
assembly is indicated.
14. To check for the direction (clockwise or counterclockwise) of misalignment of the microswitch assembly, place the selector lever at
the midpoint between N (Neutral) and 1 (First
range). Install microswitch sequence gauge
J 24710 and push the selector lever toward N
(Neutral). If Lamp C lights, the microswitch
assembly requires clockwise adjustment (as
viewed from microswitch end of shift
selector). Next, push the selector lever toward
1 (First range). If Lamps A or N light, the microswitch assembly requires counterclockwise
adjustment.
15. Make any adjustment required for microswitch
alignment by tapping the microswitch frame
with a hardwood dowel and hammer at the
points indicated in Figure 311.
d. Testing SPG-Control Automatic-Electric Shift
Selector
NOTE:
The same testing equipment used to test the manual-electric shift selector can be used to test the SPGcontrol automatic-electric shift selector.

Copyright 1997 General Motors Corp.

323

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


Tap with punch
to adjust
clockwise
MICROSWITCH
ASSEMBLY

8. Check each position of the selector lever to determine if the selector switches are operating
(making and breaking) properly. This can be
determined by noting the lamps that are lit in
each selector position. The following chart
shows the desired light pattern.

Selector Position

Tap with punch


to adjust
counterclockwise

H00718.01

Lamps Lighted

A, J

C, N

H, I

G, I

F, I

E, I

D, I

C, I

Figure 311. Angular Adjustment of Microswitch

1. The wiring harness must be removed from the


shift selector during testing.
2. Refer to Paragraph 322b for shift selector
testing equipment. The test lamp bank shown
in Figure 39 is recommended for testing the
shift selector.
3. Throw Switch Y to AUTO position. Throw
Switch X to OFF position. Connect a 12V battery to the lamp bank, observing the polarity
shown in Figure 39.
4. Couple the lamp bank connector to the connector of the shift selector assembly.
5. Check the SFE 9A fuse in the lamp bank, and
the SFE 9A fuse in the shift selector. If either is
blown, replace it. If the fuse in the lamp bank
blows when replaced, there is a ground in the
shift selector that must be corrected before proceeding.
6. Throw Switch X (Figure 39) to ON position.
7. Check the shift selector lamp. If it does not
light, a failed bulb, defective socket, open circuit, or failed resistor is indicated.
324

9. If the light pattern in the preceding table is obtained, the switches are functioning satisfactorily. If any other pattern is obtained, either the
switch assembly is faulty, or the wiring is
faulty or improperly connected to the switches.
10. A further check, using the lamp bank, is necessary to determine if the switch assembly is angularly aligned with the selector lever. Any
clockwise or counterclockwise mislocation of
the switch assembly in relation to the selector
lever shift positions will affect the sequence
timing of the switches.
11. To make this alignment check, place switch sequence gauge J 24710 on the selector lever
(Figure 310). The tool holds the shift lever at
the midpoint between two shift positions, but
provides a tolerance of movement sufficient for
complete switching transition from one shift
position to the next. All changes in the light
pattern should occur within the movement tolerance. The following chart indicates the light
patterns at each test position.

Copyright 1997 General Motors Corp.

PREVENTIVE MAINTENANCE
Lamps Lighted When Selector
Lever Is Pushed Toward:
Midpoint
Test Position

Upshift
Direction

Downshift
Direction

12

D, I

C, I

23

E, I

D, I

34

F, I

E, I

45

G, I

F, I

5DR

H, I

G, I

DRN

C, N

H, I

NR

A, J

C, N

12. If the light pattern shown is not obtained, but a


satisfactory pattern is obtained in Step (8), angular misalignment of the switch assembly is
indicated.
13. To check for the direction (clockwise or counterclockwise) of misalignment of the switch
assembly, place the selector lever at midpoint
between N (Neutral) and DR (Drive). Install
the alignment gauge and push the selector lever
toward N (Neutral). If Lamp H or I lights, the
switch assembly requires clockwise adjustment (as viewed from switch end of shift selector). If Lamp C or N lights, the switch
assembly requires counterclockwise adjustment.
14. Make any adjustment required for switch
alignment by tapping the switch frame with a
hardwood dowel and hammer at the points indicated in Figure 311.
15. If any fault is found in the shift selector that
cannot be corrected by alignment or replacement of the SFE 9A fuse, resistor, or shift selector lamp, rebuild the shift selector (refer to
Paragraph 65).

323. TROUBLESHOOTING THE


TRANSMISSION
NOTE
The engine and transmission must be regarded as a
single package during troubleshooting. A thorough
study of the description and operation of the components and hydraulic system will be helpful in determining the cause of trouble.
a. Before Removal or Operation
1. Do not operate the equipment prior to inspecting for fluid leakage. Visually inspect all splitlines, plugs, and hose and tube connections at
the transmission and cooler. Fluid leakage at
splitlines may be caused by loose mounting
bolts or defective gaskets. Tighten all bolts,
plugs, and connections where leakage is found.
2. If inspection (Paragraph 323a) does not reveal the cause of trouble, and the equipment is
operational, further troubleshooting is necessary. Do not remove the transmission from the
equipment until the causes of trouble are
checked against Table 33, Troubleshooting.
b. During Operation. To make a thorough test of
the equipment-mounted transmission, be sure the engine is properly tuned and the fluid level in the transmission is correct. Refer to Paragraph 34 for checking the fluid level.
c. After Removal From Equipment. When the
cause of transmission malfunction is not determined
by tests or inspections before removal from the equipment, the transmission may be mounted in a test stand
(if available) and checked. Particular attention should
be given to proper fluid level and to correct linkage adjustment in every transmission test.
d. Troubleshooting Table. Table 33 outlines the
possible causes of transmission troubles and their remedies. Capital letters indicate the symptom; numerals
following the symptom indicate several possible
causes; corresponding numerals in the right column
indicate remedies for the causes and direct you to information.

Copyright 1997 General Motors Corp.

325

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


Table 33. Troubleshooting
Cause
A.

Remedy

TRANSMISSION OVERHEATS

1. High or low fluid level

1. Restore proper fluid level (Paragraph 34).

2. Aerated (foaming) fluid

2. Refer to B.

3. Equipment overloaded

3. Reduce load.

4. Engine coolant overheated

4. Correct engine overheating.

5. Heat exchanger or lines kinked or clogged

5. Clean or replace heat exchanger or lines.

6. Low coolant level

6. Add coolant, check for leaks.

7. Transmission fluid leaking

7. Check transmission and all external lines


correct leaks.

8. Low main pressure

8. Refer to V.

9. Low converter-out pressure

9. Refer to U.

10. Equipment brakes dragging

10. Check parking and service brakes.

11. Torque converter stator locked

11. Check for low top speed of equipment. Check


torque converter components.

12. Clutch slipping

12. Overhaul transmission. Replace worn piston


sealrings or clutch plates.

13. Operating in too high range (engine lugging) for


equipment speed

13. Downshift sooner to a lower range.

14. Retarder partially applied

14. Check retarder linkage.

B.

TRANSMISSION FLUID IS AERATED (FOAMING)

1. Incorrect type fluid used

1. Change fluid; use proper type (Paragraph 36).

2. High or low fluid level

2. Restore proper fluid level (Paragraph 34).

3. Air entering suction side of pump

3. Check pump bolts and gasket.

4. Water in transmission fluid

4. Check for source; clean system.

C.

HEAVY METAL DEBRIS IS FOUND IN TRANSMISSION FLUID

1. Transmission internal failure

326

1. Completely disassemble, clean, and repair


transmission. Replace filters and clean external
lines and cooler.

Copyright 1997 General Motors Corp.

PREVENTIVE MAINTENANCE
Table 33. Troubleshooting (contd)
Cause
D.

Remedy

COOLANT IS FOUND IN TRANSMISSION FLUID

1. Heat exchanger leaking

E.

1. Completely disassemble and thoroughly clean


transmission. Replace all friction-faced clutch
plates. Repair or replace heat exchanger. Replace
filters and clean external lines.

NO POWER IS TRANSMITTED IN ANY RANGE, REGARDLESS OF SELECTOR POSITION

1. Electrical interruption at initial start-up, during


reverse operation, or after reset procedure after
lock-in-range system is activated*

1. Check the following components and replace if


faulty:*

2. Electrical interruption at initial start-up, during


reverse operation, or after engine has been started
up after lock-in-range system is activated**

2. Check the following components and replace


if faulty:**
Wiring Harness (Paragraph 320b)
Shift Selector Fuse
Shift Selector (Paragraph 322)
Equipment Power Source
Solenoid(s) (Paragraph 320c)

3. Electrical interruption at initial start-up or during


operation***

3. Refer to E2.

4. Internal mechanical failure

4. Overhaul transmission.

Shift Selector Fuse


Wiring Harness(es) (Paragraph 321b)
Shift Pattern Generator (SPG)
(Paragraph 321e)
24V Overload Protector (Paragraph 321f)
Throttle Potentiometer (Paragraph 321c)
Shift Selector (Paragraph 322)
Equipment Power Source
Solenoid(s) (Paragraph 321h)

* SPG-control automatic-electric models only.


** Non-electronic control models; for electronic controls, see SA2712.
*** Only manual-electric models with Lock-in-Neutral.

Copyright 1997 General Motors Corp.

327

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


Table 33. Troubleshooting (contd)
Cause
E.

Remedy

NO POWER IS TRANSMITTED IN ANY RANGE, REGARDLESS OF


SELECTOR POSITION (contd)

5. Driveline failure

5. Check input and output of transmission.

6. Low fluid level

6. Restore proper fluid level (Paragraph 34).

7. Low main pressure

7. Refer to V.

8. Manual selector valve not positioned properly


(manual-hydraulic models)

8. Check linkage.

F.

TRANSMISSION CONTINUES IN THE SAME FORWARD RANGE REGARDLESS OF


SELECTOR POSITION

1. Lock-in-range system activated*

1. Conduct reset procedures. After reset procedures,


be sure transmission is actually in range selected
before increasing throttle.
If after reset, transmission operates only in
first, neutral, and reverse, refer to H.
If after reset, transmission operates erratically,
refer to G.
If after reset, transmission remains in neutral,
regardless of selector position, check the
components listed in E1.

2. Complete electrical interruption, lock-in-range


system activated**

2. Shut down engine and check the components


listed in E2.**

G.

SHIFTING IS ERRATIC

1. Power source voltage under 18V or faulty 24V


overload protector (24V system); or, power
source voltage under 9V or faulty 12V-to-24V
converter

1. Check terminals 1 and 2 (Figures 25, 26) of


overload protector (24V system). If under 18V,
restore power source. Check terminals 1 and 2
(Figures 25, 26) of 12V-to-24V converter (12V
systems). If under 9V, restore power source.
Check voltage at terminals 3 and 4 of the 24V
overload protector or the 12V-to-24V converter.
If under 18V and the power source voltage is OK,
replace the overload protector or converter.

* SPG-control automatic-electric models only.


** Only manual-electric models with Lock-in-Range.
Non-electronic control models; for electronic controls, see SA2712.

328

Copyright 1997 General Motors Corp.

PREVENTIVE MAINTENANCE
Table 33. Troubleshooting (contd)
Cause
G.

Remedy

SHIFTING IS ERRATIC (contd)

2. Wiring harness(es) or mating connectors faulty

2. Check all wiring harness(es) for breaks, signs of


chafing, fraying, or deterioration.
Check all connections for tightness and
freedom from corrosion.
Disconnect, clean, and reconnect any
defective connections. Firm, complete
connection of each connector is important.
The pins must not be bent or otherwise
damaged.
Align the index key and slot, and push the
cable end of the connector firmly into its
socket. Tighten the retaining nut as tightly as
possible, by hand (do not use any tool to
retain the connectors).
Then push again on the cable end while
working it slightly from side to side and
retighten the nut.
Continue pushing the cable end and
tightening the nut until the connection is
firm, and the nut will not tighten further.
Refer to Paragraph 320b or 321b to test
wiring harness replace if faulty.

3. Loss of electrical power to controlling solenoids

3. Check circuit(s) and solenoid(s) and replace if


faulty (Paragraphs 320c, 321h).

4. Faulty shift selector

4. Check shift selector repair if faulty


(Paragraph 322).

5. Faulty throttle potentiometer

5. Check throttle potentiometer repair or replace


if faulty (Paragraph 321c).

6. Faulty magnetic pickup

6. Check magnetic pickup replace if faulty


(Paragraph 321d).

7. Faulty shift pattern generator (SPG)

7. Check SPG repair or replace if faulty


(Paragraph 321e).

8. Faulty hydraulic circuits

8. Check hydraulic circuits correct faults


(Paragraph 320d, 321i).

Non-electronic control models; for electronic controls, see SA2712.


Automatic-electric models only.

Copyright 1997 General Motors Corp.

329

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


Table 33. Troubleshooting (contd)
Cause
H.

Remedy

EQUIPMENT OPERATES ONLY IN FIRST, NEUTRAL, AND REVERSE

1. Failed magnetic pickup (speed sensor) or circuit

I.

1. Replace magnetic pickup (speed sensor) or repair


circuit.

TRANSMISSION SHIFTS TO NEUTRAL DURING REVERSE OPERATION, BUT WILL


OPERATE NORMALLY IN ALL FORWARD RANGES
1. Loss of electrical power to Solenoid B

J.

1. Repair circuit or replace Solenoid B.

EQUIPMENT OPERATES IN REVERSE AND MOVES BACKWARD IN NEUTRAL WHEN


ENGINE IS ACCELERATED, BUT STALLS IN ALL OTHER RANGES WHEN ENGINE IS
ACCELERATED. SOLENOIDS OK.

1. Reverse clutch failed (wont release)


K.

1. Overhaul transmission.

EQUIPMENT OPERATES IN FIRST AND SECOND RANGES AND MOVES FORWARD IN


NEUTRAL WHEN ENGINE IS ACCELERATED, BUT STALLS IN ALL OTHER RANGES
WHEN ENGINE IS ACCELERATED. SOLENOIDS OK.

1. Low-range clutch failed (wont release)


L.

1. Overhaul transmission.

EQUIPMENT OPERATES IN THIRD AND FOURTH RANGES AND MOVES FORWARD IN


NEUTRAL WHEN ENGINE IS ACCELERATED, BUT STALLS IN ALL OTHER RANGES
WHEN ENGINE IS ACCELERATED. SOLENOIDS OK.

1. Intermediate-range clutch failed (wont release)

1. Overhaul transmission.

M. EQUIPMENT OPERATES IN FIFTH AND SIXTH RANGES AND MOVES FORWARD IN


NEUTRAL WHEN ENGINE IS ACCELERATED, BUT STALLS IN ALL OTHER RANGES
WHEN ENGINE IS ACCELERATED. SOLENOIDS OK.
1. High-range clutch failed (wont release)
N.

1. Overhaul transmission.

NO POWER IS TRANSMITTED IN ONE RANGE (LOW RANGE, INTERMEDIATE RANGE,


HIGH RANGE, OR REVERSE). SOLENOIDS OK.

1. Range clutch failed (wont apply, slipping)

1. Overhaul transmission. Check for worn piston


seals, broken piston housing, or worn clutch
plates in that range.

2. Manual selector linkage out of adjustment*

2. Adjust linkage.*

* Manual-hydraulic models only.

330

Copyright 1997 General Motors Corp.

PREVENTIVE MAINTENANCE
Table 33. Troubleshooting (contd)
Cause
O.

Remedy

EQUIPMENT WILL OPERATE IN SECOND, FOURTH, AND SIXTH RANGES BUT WILL NOT
OPERATE IN ALL OTHER RANGES. SOLENOIDS OK.

1. Splitter shift valve stuck in the splitter-high


(down) position
P.

EQUIPMENT WILL OPERATE IN FIRST, THIRD, FIFTH, AND REVERSE RANGES BUT
WILL NOT OPERATE IN ALL OTHER RANGES. SOLENOIDS OK.

1. Splitter shift valve stuck in the splitter-low (up)


position
Q.

1. Remove and clean control valve assembly. Check


for broken spring.

1. Remove and clean control valve assembly.

SLOW CLUTCH ENGAGEMENT

1. Low transmission fluid level

1. Add fluid to proper level (Paragraph 34).

2. Foaming transmission fluid

2. Refer to B.

3. Worn piston seals

3. Overhaul transmission.

4. Low main pressure

4. Refer to V.

5. Low transmission fluid temperature

5. Use recommended fluid (Paragraph 36a).


Preheat if required.

R.

EQUIPMENT LACKS POWER AND ACCELERATION

1. Defective or failed torque converter

1. Overhaul torque converter.

2. Engine malfunction

2. Check engine; refer to engine service manual.

3. Aerated transmission fluid

3. Refer to B.

4. Low engine speed at converter stall

4. Refer to T.

5. High engine speed at converter stall

5. Refer to S.

6. Hydraulic retarder partially applied

6. Check linkage (Paragraph 312).

7. Vehicle brakes dragging

7. Check parking and service brakes.

8. Manual selector valve not positioned properly*

8. Check linkage (Paragraph 312a).

S.

HIGH ENGINE SPEED AT CONVERTER STALL (Paragraph 316)

1. Low transmission fluid level

1. Add fluid to proper level (Paragraph 34).

2. Low converter-out pressure

2. Refer to U.

* Manual-hydraulic models only.

Copyright 1997 General Motors Corp.

331

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


Table 33. Troubleshooting (contd)
Cause
S.

Remedy

HIGH ENGINE SPEED AT CONVERTER STALL (Paragraph 316) (contd)

3. High fluid temperature (above 250F (121C))

3. Refer to Paragraph 311a.

4. Clutch slipping main pressure normal

4. Overhaul transmission. Replace clutch piston


sealrings or clutch plates.

5. Foaming transmission fluid

5. Refer to B.

T.

LOW ENGINE SPEED AT CONVERTER STALL (Paragraph 316)

1. Low engine output torque

1. Tune engine and check output.

2. Converter element interference

2. Check for noise at stall; overhaul converter if


necessary.

3. Transmission fluid not up to operating


temperature

3. Warm up transmission to 160200F (7193C).

U.

LOW CONVERTER-OUT PRESSURE

1. Low transmission fluid level

1. Add fluid to proper level (Paragraph 34).

2. Hydraulic line leakage (remote-mounted cooler


or filter)

2. Check for fluid leaks. Correct leaks.

3. Plugged strainer

3. Clean strainer.

4. Defective pump

4. Rebuild or replace pump assembly


(Paragraph 628).

5. High fluid temperature

5. Refer to Paragraph 311a.

6. Foaming transmission fluid

6. Refer to B.

7. Converter-in check valve stuck open or spring


failed

7. Repair valve (Paragraph 629).

8. Lubrication regulator valve stuck open or spring


failed

8. Repair valve (Paragraph 629).

V.

LOW MAIN PRESSURE

1. Low transmission fluid level

1. Add fluid to proper level (Paragraph 34).

2. Leaks in hydraulic system

2. Check all external points for leaks; check each


range for localizing internal leaks.

3. Failure in main-pressure regulator valve

3. Overhaul valve assembly (Paragraph 613).

4. Worn input pump assembly

4. Rebuild or replace pump assembly


(Paragraph 628).

5. Clogged strainer

5. Clean strainer.

6. Air leaks at suction side of input pump

6. Check input pump; correct leaks.

332

Copyright 1997 General Motors Corp.

PREVENTIVE MAINTENANCE
Table 33. Troubleshooting (contd)
Cause

Remedy

W. DOWNSHIFT OF TRANSMISSION IS PERMITTED DURING LOCKUP OPERATION*


1. Disconnected or broken wiring harness lead to
the inhibitor pressure switch

1. Inspect the wiring harness lead and ground lead


(or terminal if no ground lead is used) for
corrosion, loose connection, and condition.

2. Failed pressure switch

2. With equipment power on, ground the inhibitor


wiring harness lead to the body of the pressure
switch. If the inhibitor then engages, the pressure
switch is faulty (will not close) and should be
replaced.

3. Faulty shift selector

3. If grounding the lead does not actuate the inhibitor,


check the shift selector (Paragraph 322).

4. Faulty wiring harness

4. Check wiring harness; replace if faulty


(Paragraph 320b).

X.

SHIFT SELECTOR STAYS LOCKED IN PLACE, REGARDLESS OF EQUIPMENT SPEED*

1. Improperly grounded wiring harness lead to the


pressure switch

1. Check the pressure switch lead for a ground.


Check that the lead is connected to the pressure
switch terminal insulated with a fiber washer (not
to the terminal having a star washer).

2. Failed pressure switch

2. If disconnecting the pressure switch lead from


the switch terminal disengages the inhibitor, the
pressure switch is faulty and must be replaced.

3. Faulty shift selector

3. Check the shift selector (Paragraph 322). The


inhibitor should engage when the lead to pressure
switch K (Figure 37) is grounded (while
equipment power to the selector is on).

4. Faulty wiring harness

4. Check wiring harness. Replace if faulty


(Paragraph 320b).

Y.

SHIFT SELECTOR NOT ILLUMINATED**

1. Failed light bulb

1. Replace the light bulb.

2. Failed resistor (24V system)

2. Replace the resistor.

3. Defective equipment wiring or connections or


defective wiring harness(es)

3. Check the equipment wiring and terminals; refer


to the equipment wiring diagram. Check wiring
harness(es) (Paragraphs 320b, 321b). Replace
if faulty.

4. Faulty shift selector

4. Check the shift selector. Repair if faulty


(Paragraph 322).

* Manual-electric models only.


** Non-electronic control models; for electronic controls, see SA2712.

Copyright 1997 General Motors Corp.

333

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


Table 33. Troubleshooting (contd)
Cause
Z.

Remedy

REVERSE SIGNAL NOT ENERGIZED**

1. Failed reverse indicator device, faulty connectors

1. Check the reverse indicator device. Check for


power to the indicator.

2. Defective equipment wiring or connections

2. Check the equipment wiring system for loose


connections or broken wires and connectors;
refer to equipment wiring diagrams.

3. Faulty shift selector

3. Check the shift selector. Repair if faulty


(Paragraph 322).

4. Faulty wiring harness

4. Check wiring harness. Replace if faulty


(Paragraphs 320b, 321b).

AA. STARTER OPERATES IN ALL RANGES**


1. Faulty neutral start switch

1. Replace neutral start switch in shift selector


(Paragraphs 63, 65).

AB. STARTER WILL NOT OPERATE IN NEUTRAL*


1. Faulty starter or starter solenoid

1. Using a test light or voltmeter, check for power at


the starter solenoid input when the starter switch
is activated. If power is present, the starter or
solenoid is defective. If no power is present, go to
Step 2.

2. Disconnected or broken wire or terminal in the


equipment wiring system

2. Check the equipment wiring system. Refer to the


equipment service manual.

3. Faulty shift selector

3. Check the shift selector. Repair if bad


(Paragraph 322).

AC. LOSS OF POWER AT EQUIPMENT-FURNISHED PTO


(Models With Variable-Capacity Torque Converter)
1. Defective actuation

1. Repair or replace actuation device and/or control


components.

2. Weak or broken stator control spring

2. Replace spring (Paragraph 311g).

3. Defective stator control valve assembly

3. Rebuild stator control valve assembly


(Paragraph 612).

* Manual-electric models only.


** Non-electronic control models; for electronic controls, see SA2712.

334

Copyright 1997 General Motors Corp.

PREVENTIVE MAINTENANCE
Table 33. Troubleshooting (contd)
Cause

Remedy

AC. LOSS OF POWER AT EQUIPMENT-FURNISHED PTO


(Models With Variable-Capacity Torque Converter) (contd)
4. External transmission fluid leakage (stator
control circuit)

4. Tighten or replace hydraulic lines.

5. Internal transmission fluid leaks (stator control


circuit)

5. Overhaul transmission.

6. Stuck stator piston or stator vanes

6. Rebuild stator (Paragraph 626).

7. Defective stator piston seals

7. Replace piston seals (Paragraph 626).

AD. LOSS OF TRACTIVE EFFORT (Models With Variable-Capacity Torque Converter)


1. Defective actuation

1. Repair or replace actuation device and/or control


components.

2. Stator control valve spring broken or missing

2. Replace spring (Paragraph 311g).

3. Defective stator control valve

3. Rebuild stator control valve assembly


(Paragraph 612).

4. Stuck stator piston or stator vanes

4. Rebuild stator piston (Paragraph 626).

Copyright 1997 General Motors Corp.

335

Section 4 GENERAL OVERHAUL INFORMATION


41.

SCOPE

a. This section provides general information for


overhaul, cleaning, and inspection of the transmission.
Tables include special tools and recommended replacement of parts. Good shop practices together with
the recommended procedures will aid in restoring high
quality performance.
b. For electronic control transmissions, refer to
TS2712EN, Troubleshooting Manual, for special tools
and procedures.

42. PROCEDURES SUBJECT


TO CHANGE
Because of the release of new models and changes to
models already in the field, instructions in the manual
are subject to change. Always check the latest service
information available at your dealer. Before requesting
service information or ordering parts from your dealer,
be sure to refer to Paragraph 13.

6. Do not weld close to electronic components. If


close, move the electronic component during
the welding process.
7. When welding is completed, in sequence, first
connect the positive, then connect the negative
wiring connections to the battery.

44. REMOVAL, INSTALLATION OF


TRANSMISSION
Consult your vehicle or equipment service manual for
procedures to be followed in removing or installing the
transmission.

45. REMOVAL OF WIRING


HARNESSES (Manual-Electric and
SPG-Control Models)
a. Manual-Electric Shift Model

WARNING!
43. WELDING PROCEDURES FOR
ELECTRONIC CONTROL
EQUIPMENT
CAUTION:
The ECU will be damaged by improper welding
procedures.

Removing the wiring harnesses from the transmission while the equipment power supply is ON
can cause unexpected shifts resulting in sudden,
uncontrolled vehicle or equipment movement.
To help avoid injury or property damage, power
from the equipment electrical system must be
switched OFF before disconnecting the transmission wiring.

1. In sequence, first disconnect the negative, then


disconnect the positive wiring connections
from the battery.

1. Loosen the nut and remove wiring harness 76


(Foldout 33) from the eight-pin connector on
the main valve body.

2. If additional electronic system ground wires


are connected to the frame, be sure they are
disconnected.

2. Remove the wire from pressure switch 22


(Foldout 15,B).

3. Cover electronic components and wiring to


protect them from damage.
4. Do not connect welding cables to electronic
components.
5. Do not weld on electronic components.

3. Loosen the nut and remove wiring harness 76


(Foldout 33) from the bottom of shift selector
assembly 1 in the equipment cab.
4. Remove the five conductors (or as many as are
used) from the equipment power source,
ground, light system, starter circuit, and reverse
signal circuit.

Copyright 1997 General Motors Corp.

41

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


7. Remove any fasteners which may retain the wiring harness. Remove the harness. If defective,
do not attempt to repair it. Replace it with a new
harness.

NOTE:
The conductors are identified in Figure 41 as J, L,
M, N, and P. For convenience in reconnecting these
leads, the leads and the points from which they are
removed should be tagged with the same letters.

b. SPG-Control Automatic-Electric
Shift Model

WARNING!

5. Remove any fasteners that retain these leads


between their points of connection and the
main body of the wiring harness.

Removing the wiring harnesses from the transmission while the equipment power supply is ON
can cause unexpected shifts resulting in sudden,
uncontrolled vehicle or equipment movement.
To help avoid injury or property damage, power
from the equipment electrical system must be
switched OFF before disconnecting the transmission wiring.

6. Remove any equipment components which


prevent access to the wiring harness fasteners, or which would prevent removal of the
harness.

BLACK
GROUND
TO LIGHT
YELLOW
TO INHIBITOR
FROM
INHIBITOR

L A
K

TO SWITCH
FRAME

SWITCH SECTION

SELECTOR INTERNAL CIRCUIT

K
J
I

MATING
CONNECTORS

N C
PM
D
J
O
I
E
H
F
G

C
D
N E
P
H O F
M

G
BRANCHES TO
EXTERNAL POINTS
N TO EQUIPMENT STARTER
CIRCUIT (WHITE)
M POWER INPUT (RED)
(24V )
L TO EQUIPMENT LIGHT
CIRCUIT (BLUE)
P TO EQUIPMENT GROUND
(BLACK)
K
PRESSURE
SWITCH
ON LOCKUP
VALVE BODY

J REVERSE SIGNAL
(GREEN)

MAIN HARNESS
BRANCH TO 8-PIN CONNECTOR

A
G

C
D
E

F
MATING
CONNECTORS
B TO SOLENOID B
A TO SOLENOID A *

C TO SOLENOID C

C
G TO SOLENOID G *

D
F TO SOLENOID F
* Not present on Lock-in-Neutral models

D TO SOLENOID D

G
F

E TO SOLENOID E

TO GROUND IN VALVE BODY


V03575

Figure 41. Manual-Electric Control System

42

Copyright 1997 General Motors Corp.

GENERAL OVERHAUL INFORMATION


12V-TO-24V CONVERTER OR
24V OVERLOAD PROTECTOR
WHITE Connect in
series with equipment
starter circuit

1
TO ENGINE-OIL
PRESSURE SWITCH
(+ INPUT FROM EQUIPMENT)

GREEN TO
REVERSE SIGNAL

EQUIPMENT
FRAME GROUND
BLUE TO
EQUIPMENT
LIGHT SWITCH

RED

BLACK

BLACK

TO GROUND TERMINAL () OF
EQUIPMENT BATTERY

FROM SHIFT PATTERN GENERATOR (SPG)

RED
FROM SHIFT
SELECTOR

V00725.01

Figure 42. Negative Ground System Connections for 12V-to-24V Converter, or 24V Overload Protector
(Manual-Electric and SPG-Control Models)

12V-TO-24V CONVERTER
WHITE Connect in
series with equipment
starter circuit

1
TO GROUND
TERMINAL (+)
OF EQUIPMENT
BATTERY

GREEN TO
REVERSE SIGNAL

EQUIPMENT
FRAME GROUND
BLUE TO
EQUIPMENT
LIGHT SWITCH

RED

BLACK

BLACK

TO ENGINE-OIL PRESSURE
SWITCH ( INPUT FROM EQUIPMENT)

FROM SHIFT PATTERN GENERATOR (SPG)

RED
FROM SHIFT
SELECTOR
V00724.01

Figure 43. Positive Ground System Connections for 12V-to-24V Converter


(Manual-Electric and SPG-Control Models)

Copyright 1997 General Motors Corp.

43

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


1. Disconnect all branches (9 leads) of the cab harness from their connections (refer to Figure 42
or 43 as applicable).

3. Remove all equipment components which prevent access to the harness or its mounting fasteners. Remove the fasteners.

2. Disconnect all multi-pin connectors (Figure 44)


which attach the harness to control components.

4. Remove the cab wiring harness.

12V-TO-24V CONVERTER
(OR 24V OVERLOAD PROTECTOR)

RANGE INDICATOR
SHIFT
SELECTOR
4

EQUIPMENT
BATTERY

3
2

THROTTLE
POTENTIOMETER

ENGINE OILPRESSURE SWITCH 201 BLACK


2-PIN CONNECTOR
202 BLACK
209
200 RED
A
219
210
B
C
V
D
B
19-PIN CONNECTOR
A
E
P
N
R
F
M
S
TU
L
G
K
H J
SHIFT PATTERN
GENERATOR
(SPG)

205 RED
203 BLUE
204 GREEN

TO EQUIPMENT
LIGHT SWITCH
J
LK

16-PIN
CONNECTOR

206 BLACK

P
H

TO
REVERSE
SIGNAL

G
B

M
C

218
217
216
215
214
213
212
211

208
WHITE

F
D N

207 WHITE
In series with equipment
starter circuit

110
M

H
S N
R P
C

G
F
E

100

101
A

T D

17-PIN CONNECTOR
102

2-PIN
CONNECTORS

MAGNETIC
PICKUP

107
106
105
104
F

103

8-PIN CONNECTOR
A

MAIN
VALVE
BODY

109

Figure 44. SPG-Control Automatic-Electric Control System

44

111

108

Copyright 1997 General Motors Corp.

V03576

GENERAL OVERHAUL INFORMATION


5. Disconnect all multi-pin connectors that attach
equipment wiring harness 7 (Foldout 34) to the
control components.

47. INSTALLATION OF EXTERIOR


COMPONENTS (Manual-Electric and
SPG-Control Models)

6. Remove all equipment components which prevent access to the wiring harness or its mounting fasteners. Remove the fasteners.

1. Refer to Figures 41 and 44. Install the wiring harness onto the equipment.

7. Remove the equipment wiring harness.

46. REMOVAL OF REMOTE


COMPONENTS (Manual-Electric and
SPG-Control Models)
a. Shift Selector Assembly
1. The shift selector assembly (Foldout 33 or 35)
may be removed, if necessary, by removing the
bolts in its base. However, the shift selector
may be checked without removing it. If defective, it may be either rebuilt, or replaced as a
unit. Refer to Paragraph 322 for troubleshooting information. Refer to either Paragraph 63
(manual-electric) or 65 (SPG-control automatic-electric) for rebuild instructions for the
shift selector assembly. The shift selector microswitches are not serviceable.
2. If range indicator 22 (Foldout 34) has broken
light caps, replacement caps can be obtained
from Noel-Smyser Engineering Corporation,
4005 Industrial Boulevard, P.O. Box 24165, Indianapolis, Indiana 46254.
b. Shift Pattern Generator (SPG), 12V-to-24V
Converter, 24V Overload Protector, Throttle Potentiometer. Shift Pattern Generator (SPG) 1 (Foldout 34), 12V-to-24V converter 4, 24V overload protector 5, and throttle potentiometer assembly 9 may
be removed, if necessary, by removing any attaching
bolts in the bases and by removing wiring harnesses
6 and 7. However, these components may be checked
without removing them. If defective, they may be either rebuilt, or replaced as a unit. Refer to Paragraph
321 for troubleshooting. Refer to Paragraph 64 for
testing and rebuild information for the SPG, 12V-to24V converter, and the 24V overload protector. Refer
to Paragraph 66 for rebuild of the throttle potentiometer assembly.

2. Replace all supports and fasteners.


3. Replace all equipment components removed
for access to the wiring harness.
4. Refer to Figures 41 and 44 for identification
of branches (J, K, L, M, N, P) if not marked at
removal.
NOTE:
Branch K (Figure 41) must be attached to the
pressure switch terminal that does not have a star
washer.
5. Connect the branches to the equipment leads.
6. Align the index keys and push the 16-pin
socket onto the 16-pin connector at the bottom
of the shift selector assembly. Hand tighten the
connector nut to retain the socket.
7. Align the index keys and push the 8-pin socket
onto the 8-pin connector on the valve body.
Hand tighten the nut to retain the 8-pin socket.
8. Either shift selector assembly, if removed, may
be installed by replacing the bolts which attached it in the vehicle cab.
9. Shift pattern generator (SPG) 1 (Foldout 34)
12V-to-24V converter 4, 24V overload protector 5, and throttle potentiometer assembly 9
may be installed, if removed, by installing any
attaching bolts in the bases and by installing
wiring harnesses 6 and 7.

48. TOOLS, EQUIPMENT


a. Special Tools
1. Certain special and improvised tools are required for overhaul procedures. The following
special tools (Figure 45) can be purchased
from the Kent-Moore Tool Division*, 29784
Little Mack, Roseville, Michigan 48066:

* We believe this source and their tools to be reliable. There may be additional manufacturers of such a tool. General Motors does not
endorse, indicate any preference for, or assume any responsibility for the products or tools from these firms, or for any such items which
may be available from other sources.

Copyright 1997 General Motors Corp.

45

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


Table 41. Special Tools
Tool No.
J 6534-02
J 7441
J 23552
J 23556
J 24703
J 24710
J 24711
J 24712

J 35889-A

2. For electronic control models, see also


TS2712EN, Troubleshooting Manual.

Item Description
1
Torque Converter Spanner
Wrench
2
Belleville Assembly Spring
Compressor
3
Stator Assembly Installing Tool
4
Support Legs
5
Compressor Tool
6
Microswitch Sequence Gauge*
7
Shift Inhibitor Clutch Drilling
Fixture*
8
Harness Adapter (provides fifthrange hold for performance of
converter stall check)*
9
PROM Removal Tool

b. Improvised Tools and Equipment


Puller for removing interference-fit flanges

(Figure 46)
Sleeve for seating shaft components (Figure

47)
Table for disassembly and assembly (Figure
48)
c. Mechanics Tools, Shop Equipment. The following tools, in addition to the common tools ordinarily required, should be available:
Snapring pliers
Micrometer
3-leg lifting slings with 2 ton (1800 kg) ca-

pacity and 90 angle attaching plates (2)


2 ton (1800 kg) hoist (2)

* Used on manual-electric and SPG-control models.

2
3

8
9

V03584

Figure 45. Kent-Moore Tools

46

Copyright 1997 General Motors Corp.

GENERAL OVERHAUL INFORMATION


49. REPLACEMENT PARTS

CAUTION:
Caustic cleaning compounds will damage some
transmission parts. Use only mineral spirits or
cleaning solvents such as PD 680-2 (or equivalent).
Container of mineral spirits for cleaning parts

a. Ordering Information. Refer to the current Parts


Catalog SA1860 for parts information.
b. Parts Normally Replaced. The following parts
are normally replaced at each transmission overhaul:
Gaskets

A 100 inch pound (10 N.m) torque wrench

Lockstrips

A 200 inch pound (20 Nm) torque wrench

Washers or snaprings damaged by removal

A 100 foot pound (150 N.m) torque wrench

Lip-type, metal-encased seals, O-ring seals,

A 1000 foot pound (1500 N.m) torque

wrench

WARNING!

A hot plate or heating equipment (for heat-

ing bearings or other interference-fit parts)


A press for disassembly and assembly of

spring-loaded clutches, valves, and interference-fit parts


Clean, lint-free shop cloths (do not use waste)
Boxes, receptacles for parts
Supply of wood blocks
Oil-soluble, non-fibrous grease (petrolatum)
Non-hardening sealer (for plugs, seals that

are not pre-coated, etc.)

SCREW MIN LENGTH


9.0 in. (230 mm)
1.0 in. NF THD

piston sealrings

Locate bolt
holes to match
type flange to
be pulled

Toxic gases are produced by burning Teflon.


Exposure to these gases is extremely hazardous
and can be fatal. DO NOT burn discarded Teflon seals.
c. Parts Replacement
1. Parts replacement recommendations apply to
parts that probably should be replaced because
of stress or accumulated operating hours. Table
42 is provided to assist in determining
whether a part should be used or if it should be
replaced. Parts without visible damage which
may have been subjected to adverse stress or
load should be replaced. Other parts may be replaced to ensure maximum intervals between
overhauls.

SHAFT SHOULDER

BOLTS
WASHER
SLEEVE

11.0 in. (270 mm) DIA

1.0 in. (25 mm) MIN


SPACER
0.75 in. (19 mm)

V00776.01

V00777

Figure 46. Puller for Removing


Interference-Fit Flanges

Figure 47. Sleeve for Seating Shaft Components

Copyright 1997 General Motors Corp.

47

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


2. Parts replacement recommendations apply to
transmissions already disassembled and in the
process of being overhauled. The parts replacement chart is not intended to establish a
definite number of hours a transmission may
be operated before teardown for overhaul. It
merely specifies what parts should be replaced to restore the transmission to a likenew condition.
3. Table 42 represents a transmission having a
normal duty operation. If the operation of a
transmission can be considered as light duty, the
X under the hours may be moved one column to
the right, to allow a higher number of hours before parts replacement becomes necessary. If the
operation can be considered as heavy-duty, the
X may be moved one column to the left to allow
a lesser number of hours before parts replacement. Parts to be replaced are suggested in addition to obviously damaged or worn parts.

48 in.
(120 cm)

410. CAREFUL HANDLING


Parts and subassemblies must be handled carefully to
prevent nicking, scratching, and denting. Close fitting
parts may have proper clearance but can bind if they
are nicked, scratched, or dented. Parts which depend
upon smooth surfaces for sealing may leak if
scratched. This is very important for parts of the control valve body assembly. Valves, when dry, must
move freely in their bores by their own weight. Such
parts should be carefully handled and protected during
removal, cleaning, inspection, and installation, as well
as kept clean while in containers.

411. CLEANING, INSPECTION


a. Dirt-Free Assembly. All parts must be clean to
permit effective inspection. It is very important that no
dirt or foreign matter be allowed to enter the transmission. Even minute particles can cause the malfunction
of close-fit parts, such as valves.

78 in.
(200 cm)

TRANSMISSION FLUID DRAIN


STEEL TOP

TROUGH
16-GAUGE SHEET STEEL
112 in. (35 mm) DEEP
112 in. (35 mm) WIDE

24 in.
(60 cm)
TRANSMISSION
FLUID DRAIN
(BOTH SIDES)
4 x 4 in. LEGS
(10 x 10 cm)

2 x 6 in. BOARD
(5 x 15 cm)
FOR TOP FRAME
AND LEG BRACKETS
V02733

Figure 48. Work Table

48

Copyright 1997 General Motors Corp.

GENERAL OVERHAUL INFORMATION


Table 42. Recommended Parts Replacement
Replace These Parts

If Over These Operating Hours

Part Name:

5,000

8,000

12,000

16,000

20,000

Reverse

PTO Gears

Clutch Plates*
Planetary Pinion Set and Sun Gears:
Splitter
Intermediate Range
Low Range

Planetary Pinion Bearings and Spindles:


Splitter

Turbine

Splitter

Intermediate Range
Low Range

Reverse
Bearings (Ball and Roller Assembly)

Pumps
Springs (Clutch Return)

Shafts:

Output
Torque Converter Turbine
Retarder Rotor

* Careful consideration and interpretation must be given to the wear of the friction plates. The life of these plates is not a straight line function with
wear; the life decreases more rapidly in the second half of the allowable wear. Therefore, good judgement must be used for optimum clutch life, performance, and economy.

b. Cleaning Parts
1. Use only mineral spirits on friction-faced
clutch plates and bearings. Clean all other metallic parts thoroughly with mineral spirits or
by steam-cleaning. Do not use caustic soda solution for steam-cleaning.
2. Dry parts (except bearings) with compressed air.
Lubricate steam-cleaned parts with transmission
fluid immediately after drying.

3. Clean hydraulic passages by working a piece


of soft wire back and forth through the passages and flushing with mineral spirits. Dry the
passages with compressed air.
4. After cleaning, examine parts (especially hydraulic passages) to make certain they are entirely clean. Reclean them if necessary.
5. Use only petroleum base solvents for cleaning
oil seals. Solvents such as trichloroethylene,
benzol, acetone, and all aromatics are harmful
to seals composed of polyacrylate rubber.

Copyright 1997 General Motors Corp.

49

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


c. Cleaning Bearings

Do not remove the grease in which new

WARNING!
Drying a ball or roller bearing by spinning it with
compressed air can cause the bearing to disintegrate, allowing balls or rollers to become lethal
flying projectiles. Spinning the bearing without
lubrication can also damage the bearing. To avoid
injury and component failure, never dry bearings
by spinning them with compressed air.
1. Wash bearings that have been in service thoroughly in mineral spirits.
2. If the bearings are particularly dirty or filled
with hardened grease, soak them in mineral
spirits before trying to clean them.
3. Before inspection, lubricate the bearings with
transmission fluid.
d. Inspecting Bearings
1. Inspect bearings for roughness of rotation. Replace a bearing if its rotation is still rough after
cleaning and lubrication with transmission
fluid.
2. Inspect bearings for scored, pitted, scratched,
cracked, or chipped races, and for excessive
wear of rollers or balls. If one of these defects
is found, replace the bearing.
3. Inspect bearing housing and shaft for grooved,
burred, or galled conditions that indicate that
the bearing has been turning in the bore or on
the shaft. If the damage cannot be repaired
with crocus cloth, replace the defective part.

bearings are packed.


Do not lay bearings on a dirty bench; place
them on clean, lint-free paper.
If assembly is not to be completed at once,
wrap or cover the exposed bearings with
clean lint-free paper or lint-free cloth to keep
out dust.
f. Inspecting Cast Parts, Machined Surfaces
1. Inspect bores for wear, scratches, grooves, and
dirt. Remove scratches and burrs with crocus
cloth. Remove foreign matter. Replace parts
that have scratches or grooves that cannot be
removed with crocus cloth.
2. Inspect all hydraulic passages for obstructions.
If an obstruction is found, remove it with compressed air, or by working a soft wire back and
forth through the passage and flushing it out
with cleaning solvent.
3. Inspect mounting faces for nicks, burrs,
scratches, and foreign matter. Remove such defects with crocus cloth or a soft stone. If
scratches cannot be removed with crocus cloth,
replace the part.
4. Inspect threaded openings for damaged
threads. Chase damaged threads with the correct size used tap (a new tap can cut oversize).
A threaded insert may be used if the insert will
not be subjected to hydraulic pressure. Inserts
used in high-pressure areas will leak fluid.
5. Replace housings or other cast parts that are
cracked. Magnaflux and rinse planetary carriers using approximately 8000 ampere-turns (8
amperes in 1000 turn coil) to determine if fractured. Replace the carrier if cracked.

CAUTION:
Replace any bearing that has been subjected to
metal contamination (Paragraph 38b).
e. Keeping Bearings Clean. Because the presence
of dirt or grit in bearings is usually responsible for bearing failures, it is important to keep bearings clean during removal and installation. Observance of the following rules will do much to ensure maximum bearing life.
Do not remove the wrapper from new

bearings until ready to install them.


410

NOTE:
Some torque converter turbines have casting irregularities near the outer edge of the turbine vanes.
These shut marks are not cracks and are not detrimental to the operation of the transmission.
6. Inspect all machined surfaces for damage that
could cause fluid leakage or other malfunction of the part. Rework or replace the defective parts.

Copyright 1997 General Motors Corp.

GENERAL OVERHAUL INFORMATION


7. Some parts (especially planetary carriers) may
be discolored (straw colored up to blue). If
only the part itself is discolored (e.g., a carrier
but not the spindles) the color is from manufacturing and does not indicate a problem. But,
if the parts in the area are all discolored (e.g.,
both carrier and spindles), it indicates excessive heat has occurred and the parts must be replaced.
g. Inspecting Bushings, Thrust Washers
1. Inspect bushings for scores, burrs, roundness,
sharp edges, and evidence of overheating. Remove scores with crocus cloth. Remove burrs
and sharp edges with a scraper or knife blade.
If bushing is out-of-round, deeply scored, or
excessively worn, replace it, using the proper
size replacer tool.

CAUTION:
Whenever it is necessary to cut out a defective
bushing, do not damage the bore into which the
bushing fits.
2. Inspect thrust washers for distortion, scores,
burrs, and wear. Replace if defective or worn.
h. Inspecting Seals, Gaskets
1. Replace all sealrings (except hook-type),
metal-encased seals, and composition gaskets.
2. Inspect hook-type sealrings for wear, broken
hooks, and distortion.
3. Install a new hook-type sealring if the ring
shows any wear on the OD, or if there is excessive side wear. The sides of the sealring must
be smooth within 0.005 inch (0.13 mm) maximum side wear. The sides of the shaft groove
(or the bore) into which the sealring fits should
be smooth within 50 microinches (1.27 micrometers) equivalent and square with the axis
of rotation within 0.002 inch (0.05 mm). If the
sides of the grooves have to be reworked, install a new sealring.
i. Inspecting Seal Contact Surfaces. Inspect the
surfaces that contact the sealing area or lip of any seal.
Roughness, scoring, pitting, or wear that will permit

fluid leakage or cause damage to the seal must be corrected. Replace the affected part if defects cannot be
corrected.
j. Inspecting Gears
1. Inspect gears for scuffed, nicked, burred, or
broken teeth. If the defect cannot be removed
with a soft honing stone, replace the gear.
2. Inspect gear teeth for wear that may have destroyed the original tooth shape. If this condition is found, replace the gear.
3. Inspect the thrust face of gears for scores,
scratches, and burrs. Remove such defects with
a soft honing stone. If the defect cannot be removed with a soft stone, replace the gear.
k. Inspecting Splined Parts. Inspect splined parts
for stripped, twisted, chipped, or burred splines. Remove burrs with a soft stone. Replace the part if other
defects are found. Spline wear is not considered detrimental except where it affects tightness of fit of the
splined parts.
l. Inspecting Threaded Parts. Inspect parts for
burred or damaged threads. Remove burrs with a soft
honing stone or fine file. Clean up damage on small
threads by chasing threads with a used die. Clean up
damage on large threads with a fine file. Replace part
if damage cannot be cleaned up.
m. Inspecting Snaprings. Inspect all snaprings for
nicks, distortion, and excessive wear. Replace the
snapring if any of these defects is found. The snapring
must snap tight in its groove for proper functioning.
n. Inspecting Springs. Inspect springs for signs of
overheating, permanent set, or wear due to rubbing adjacent parts. Replace the spring if any of these defects
is found. Refer to the spring chart, Table 82.
o. Inspecting Clutch Plates
1. Inspect friction-faced steel plates (internalsplined plates) for burrs, embedded metal particles, severely pitted faces, excessive wear,
cone, cracks, distortion, and damaged spline
teeth. Remove burrs using a soft honing stone.
Replace plates which have other defects.

Copyright 1997 General Motors Corp.

411

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


2. Inspect steel plates (external-splined plates) for
burrs, scoring, excessive wear, cone, distortion,
embedded metal, galling, cracks, breaks, and
damaged tangs. Remove burrs and minor surface irregularities, using a soft honing stone.
Replace plates which have other defects.
3. The amount of cone in clutch plates is determined by measuring the distance between the
ID of the plate and a level surface (Figure 49).
Discard plates having excessive cone (refer to
Table 81, Wear Limits).

DRIVEN GEAR
DRIVE GEAR
STRAIGHT EDGE

THICKNESS GAUGE

PUMP BODY
V00779

Figure 410. Measuring Pump Gear End Clearance

p. Inspecting Swaged, Interference-Fit Parts. If


there is evidence of looseness due to relative motion,
replace the assembly.

DRIVEN GEAR
DRIVE GEAR

LEVEL SURFACE

CLUTCH PLATE

Measure here for cone

V00778

PUMP BODY
V00780

Figure 49. Measuring Clutch Plate Cone


Figure 411. Measuring Pump Gear
Diametral Clearance

q. Inspecting Balls in Clutch Pistons. Inspect all


balls in clutch pistons for free movement. Any restriction could prevent the ball from seating during clutch
application.
r. Inspecting Pump Gears. Inspect pump gears for
end clearance (Figure 410) and diametral clearance
(Figure 411). End clearance between gears and pump
cover is determined by measuring the distance between the gear and a steel straight-edge placed across
the gear and housing as illustrated in Figure 410. Diametral clearance between gears and housing is determined by measuring the distance between the gear
teeth and housing (in several places) using a narrow
feeler gauge as illustrated in Figure 411. Replace
gears with excessive clearance (refer to Table 81,
Wear Limits).
412

412. ASSEMBLY PROCEDURES


a. Clutches, Pistons
1. When assembling a clutch pack, soak frictionfaced clutch plates in transmission fluid for at
least two minutes and install each plate so that
any cone is in the same direction as the cone of
the adjacent plates.
2. Apply a generous amount of transmission fluid
to the piston cavity prior to final assembly.
b. Parts Lubrication. During final assembly, lubricate all moving parts with transmission fluid. The lubricant will help protect the friction surfaces and ferrous metals until the unit is in service.

Copyright 1997 General Motors Corp.

GENERAL OVERHAUL INFORMATION


c. External Plugs, Hydraulic Fittings

1. Later model transmissions and spare parts have


SAE straight-thread O-ring pressure taps, drain
plugs, and hydraulic plugs and fittings. Earlier
model transmissions and spare parts have tapered-thread NPTF pipe taps.

CAUTION:
Installing a pipe fitting or plug into a straightthread port will not provide a leak-tight joint
and will damage the O-ring sealing surface.
While damaged NPTF ports can often be repaired in place by chasing the damaged port
with the appropriate size pipe tap, more precise
machining is required for damaged straightthread ports. To avoid damage to the port and
sealing surface, confirm the compatibility of the
plug or fitting to the port before installation of
the plug or fitting.
Tighten all plugs to the torque specified in the
assembly step and on the exploded views. Inaccurate torque can cause leakage and cracked
housings. Straight-thread O-ring plugs and fittings require different installation torques than
NPTF plugs and fittings. Refer to Table 43 for
a comparison of torque specifications.

2. Determine the type of plug or fitting required


before installation. Refer to Figure 412 for
identification of plugs and fittings. Refer to the
current Parts Catalog PC1860EN when ordering plugs and fittings for your transmission.
3. New Precoated Plugs. New plugs that are precoated with Teflon need no preparation for
assembly.
4. Reused or Uncoated Plugs, Hydraulic Fittings. Prepare the threads with a small amount
of nonhardening sealant, such as Loctite Pipe
Sealant with Teflon, or equivalent. Do not use
Teflon tape.

Table 43. Torque Specifications for Straight-Thread and NPTF Fittings

Fitting
Description

NPTF
Torque for NPTF
O-ring,
Tapered- Tapered-Thread Fittings StraightThread
Thread
Fitting
English
Metric
Fitting SAE
Size (inch)
(lb ft)
(N.m)
Size (inch) #

Torque for SAE StraightThread Fittings

English

Metric

From-Cooler Connection

114 NPTF

95105

129142

158-12

20

4753 lb ft

64-70 N.m

To-Cooler Connection

114 NPTF

95105

129142

158-12

20

4753 lb ft

64-70 N.m
3.23.6 N.m
3.23.6 N.m

Converter Pressure Tap

18

NPTF

1012

1416

38-24

2832 lb in.

Lockup Pressure Tap

18

NPTF

1012

1416

38-24

2832 lb in.

Main Pressure Gauge


Connection

14

NPTF

1416

1921

716-20

3842 lb in.

114 NPTF

95105

129142

158-12

20

4753 lb ft

Oil Filler Connection


Oil Level Check Plugs

14

NPTF

1416

1921

716-20

3842 lb in.

Oil Pan Drain Plug

34

NPTF

3337

4550

1116-12

12

2426 lb ft

PTO Lube Pressure Tap

14

NPTF

1416

1921

12-20

5863 lb in.

Remote Filter IN Port

114 NPTF

95105

129142

158-12

20

4753 lb ft

Remote Filter OUT Port

114 NPTF

95105

129142

158-12

20

4753 lb ft
2832 lb in.

Reverse Pressure Tap

18

NPTF

1012

1416

38-24

Temperature Gauge
Connection

12

NPTF

2327

3236

34-16

4.34.7 N.m
6470 N.m
4.34.7 N.m
3235 N.m
6.57.1 N.m
6470 N.m
6470 N.m
3.23.6 N.m

145-155 lb in. 16.317.5 N.m

Figure 412. Identification Plug and Pipe Threads

Copyright 1997 General Motors Corp.

413

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS

SAE O-RING STRAIGHT


THREAD ASSEMBLY

SEALING
SURFACE

MALE
O-RING
PORT
END

O-RING SEAL
(Threads provide holding power
to resist pressure blowout)

FEMALE
O-RING
PORT

SAE STRAIGHT THREAD O-RING PORT

NPTF THREAD ASSEMBLY


MALE
NPTF
PORT
END
FEMALE
NPTF
PORT

METAL-TO-METAL SEAL
(Accomplished by wedging action
of tapered pipe threads)

NATIONAL PIPE THREAD (NPTF) PORT


V03503.01

d. Oil-Soluble Grease

mating parts. The oil-soluble grease will help keep the


sealrings centered in their grooves and will help protect
the parts from damage.

CAUTION:
Do not use gasket-type sealing compounds, fi-

brous greases, or nonsoluble, vegetable-base


cooking compounds any place inside the transmission or where they could be flushed into the
transmission hydraulic system.
Do not use petrolatum to retain cork gaskets.
Use only oil-soluble grease with a low melting point,
such as MIL-W-P236 or Amojell petrolatum, to temporarily retain parts, step-joint sealrings, scarf-cut sealrings, and hook-type sealrings during assembly with
414

e. Sealing Compounds. If adhesives or sealers are


required for the pan gasket, they may be applied on the
pan mounting flange, but only in the area outside of
the flange bead.
f. Lip-Type Seals (Metal-Encased)
1. When replacing metal-encased lip-type seals,
make sure the spring-loaded lip side is toward
the fluid to be sealed in (toward the inside of the
unit). Coat the inside of the seal with high temperature grease, such as MIL-G-81322, Mobil

Copyright 1997 General Motors Corp.

GENERAL OVERHAUL INFORMATION


Grease No. 28 (Mobil Oil Co.), Aeroshell
Grease No. 22 (Shell Oil Co.), or equivalent, to
protect the seal during shaft installation and to
provide lubrication during initial operation.

413. REMOVING (OR INSTALLING)


TRANSMISSION
CAUTION:

CAUTION:
Do not use high temperature grease on other
transmission internal parts.
2. Precoated Seals. The circumference of some
seals is precoated with a dry sealant. The sealant is usually colored for easy identification.
The precoated seals do not require any additional sealant before installation.
3. Uncoated Seals. Prepare the circumference of
uncoated seals with a nonhardening sealant before installation.
g. Interference-Fit Parts. Assembly of interference-fit parts may be accomplished by heating and
chilling the respective parts. The female part can be
heated in an oven or oil bath to 300F (149C), and the
male part can be chilled in dry ice. Either one or both
parts may require a thermal process. However, if the
chill process is used for a ferrous alloy part, coat the
components with transmission fluid to inhibit rust due
to frost and moisture.

To avoid transmission housing damage and fluid


leakage, refer to Paragraph 412c prior to removing or installing drain plugs, pressure taps,
and hydraulic plugs and fittings.

a. Drain Transmission Fluid. Before removing the


transmission from the vehicle, drain the fluid (Paragraph 39). For better drainage, the transmission
should be warm and allowed to drain overnight. Replace the drain plug.
b. Check Linkages and Lines. Make sure that all
linkages, controls, cooler lines, modulator actuator cable or hydraulic line, temperature connection, input
and output couplings, and mounting bolts are disconnected before transmission removal (also, fluid filler
tube and other equipment such as attached parking
brake handle). Carefully place all electrical and hydraulic lines out of the removal path and cover all
openings to keep out dirt.

NOTE:
h. Sleeve-Type Bearings. The use of a locking compound such as Loctite Sleeve Retainer 601, or equivalent, is recommended to retain bushings and sleevetype bearings that have press-fit tolerances.
i. Bearings (Ball or Roller)
1. When installing a bearing on a shaft, heat the
bearing to 200F (93C) on an electric hot
plate or in a hot transmission fluid bath. Bearings must be heated long enough for sufficient
expansion for installation. Heating time is determined by the size of the bearing. Forty-five
minutes is sufficient for the largest bearing in
these transmissions. Use the proper size installation sleeve and a press to seat the bearing.
2. If a bearing must be removed or installed without a sleeve, press only on the race which is
adjacent to the mounting surface. If a press is
not available, seat the bearing with a drift and
hammer, driving against the supported race.

Position the jack or hoist sling relative to the center


of gravity of the transmission.

c. Remove, Clean Transmission. Since applications differ, consult the equipment service manual for
specific instructions for transmission removal and installation. Clean the exterior of the transmission. If
steam-cleaning is used, disassemble and dry the transmission immediately because condensation allowed to
remain in the transmission could cause rust.
d. Install Transmission
1. At installation, reconnect all items. Use Loctite
Pipe Sealant with Teflon, or equivalent, for
thread sealing on hydraulic, air, and other
threaded fittings. Do not use Teflon tape. Loose
slivers of tape can plug orifices, cause valves to
stick, or interfere with check ball operation.

Copyright 1997 General Motors Corp.

415

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


2. A transmission jack is convenient for raising
the transmission into mounting position. Fill
the transmission with transmission fluid (Paragraph 39). Road test the transmission after installation.

414. WEAR LIMITS


Refer to Table 81, Wear Limits Data, for information
about parts specifications, clearances, and wear limits.

BOLT

SHIMS
RETAINER

415. SPRING SPECIFICATIONS

LOCKSTRIP
H00781

Refer to Table 82, Spring Data, for spring identification and specifications.

Figure 413. Removing or Installing Output


Flange Retaining Parts

416. TIGHT-FIT FLANGES


a. Removal of Flanges
SCRIBE MARKS

1. If present, flatten the corners of the lockstrip


and remove two bolts, lockstrip, retainer
washer, and shims (Figure 413).
2. Some flanges are retained by a self-locking nut.
Before removing the nut, check to see how
many scribe marks have been cut into the
wrenching flats (Figure 414). If there are five
scribe marks, remove the nut and throw it away.
3. If there are less than five scribe marks, or none
at all, remove all dirt and any burrs from the exposed shaft threads. Then, only loosen the nut
until there is approximately 116 inch (1.59 mm)
gap between the nut and flange.
4. Check the running torque while removing the
nut. Reuse the nut only if it meets the following requirements.
The running torque must be at least 400 lb

in. (45 N.m) the first time the nut is


removed (no notches).

INPUT
NUT
RETAINER
PLATE

INPUT FLANGE
H00782

Figure 414. Input Nut and Flange

CAUTION:
A puller placed on the OD of the flange may
deform the pilot diameter and mounting face.
Do not use a pry bar or hammer to force the
flange at disassembly.

The running torque must be at least 300 lb

in. (34 N.m) each additional time the nut is


removed (one to four notches).

5. Each time the nut is reused, deeply scribe one


of the wrenching flats (Figure 414). This
method of marking the nut will indicate how
many times the nut has been reused. The nut
must not be reused more than five times.
416

6. Install a suitable heavy-duty puller to the face


of the flange. A typical puller is illustrated in
Figure 46. In order to protect the tapped holes
in the end of the shaft, install a soft metal
spacer between the puller jackscrew point and
the end of the shaft.

Copyright 1997 General Motors Corp.

GENERAL OVERHAUL INFORMATION


shim(s), if required) (Figure 416). Shims are
available in thicknesses of 0.005 inch (0.13 mm)
and 0.025 inch (0.63 mm). Use shims to allow
0.0080.012 inch (0.200.30 mm) between surface A (Figure 416) and the surface of the shim
pack. Install the lock bolts and tighten them to
96115 lb ft (131155 N.m).

SOCKET WRENCH
BAR

417. TEFLON LIP-TYPE SEALRINGS


a. Removal

WARNING!
Toxic gases are produced by burning Teflon.
Exposure to these gases is extremely hazardous
and can be fatal. DO NOT burn discarded Teflon seals.
H00785

Figure 415. Tightening Output Flange Retaining Nut

7. Provide a means for preventing flange rotation.


8. Remove the flange by tightening the puller
screw against the spacer and shaft.
b. Installation of Flanges
1. Make sure the output shaft is in its most outward position and the bearing between the
shaft shoulder and the flange is tight against
the shaft shoulder. A typical method is to insert
a sleeve over the shaft and pull it tight with
washer and bolts (Figure 47).
2. Coat the shaft splines and the lip of the output
seal with a thin layer of bearing grease.
3. Install the flange on the shaft, making sure that
the flange is tight against its locating shoulder.
The flange should slide freely to its assembled
position.

1. Insert a thin, bladed tool into the sealring


groove, and work one edge of the sealring out,
where it can be grasped with the fingers. It is
recommended that all sealrings be replaced at
transmission overhaul.
2. Clean the groove thoroughly, and make sure
there are no burrs or rough spots in the groove
sides or bottom.
b. Installation

CAUTION:
If lip-type sealrings are installed incorrectly, the
clutches will not operate properly.
1. Lightly coat the piston housing and the piston
hub seal surface with transmission fluid or oilsoluble grease, but do not pack the sealring
groove with grease.
NOTE:

4. If an output nut is used, coat the threads of the


nut with molybdenum disulfide grease and install the flange retaining washer and nut.
Tighten the nut to 7001000 lb ft (9501355
N.m) (Figure 415). Do not reuse a nut with
five scribe marks (refer to Paragraph 416a).

For ease of installation, Teflon sealrings can be


heated in a transmission fluid bath to 150200F
(6593C) for approximately fifteen minutes immediately before installation.

5. If washer and bolts are used, install washer and


free-running bolts to draw the flange down into
its final position. Do not use the lock bolts that
will be used at final assembly. Remove the freerunning bolts and install the lockstrip (and

2. Install all lip-type sealrings so that the lip faces


in the direction of the incoming clutch-apply
hydraulic pressure. Refer to the foldouts at the
back of this manual for the direction of each
lip-type sealring installation.

Copyright 1997 General Motors Corp.

417

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


A

Read backlash
on indicator
Hold
indicator
stationary

TRANSMISSION
HOUSING

2
PITCH LINE
(APPROX. MIDDLE
OF TOOTH)
1

INDICATOR CONTACT

Hold drive gear

V02780.02

Figure 417. Determining PTO


Drive-Gear Backlash

Hold PTO
output shaft

PTO OUTPUT
PTO HOUSING

Shim as required to allow 0.0080.012 in.


(0.200.30 mm) between SURFACE A and the
surface of the shim pack
V00786.01

Figure 416. Measurement to Determine


Flange Shim Thickness

418. DETERMINING PTO BACKLASH


LIMITS

Read backlash
on indicator

3
Hold
indicator
stationary
PITCH LINE (APPROX.
MIDDLE OF TOOTH)
INDICATOR CONTACT
V02781.02

CAUTION:
The backlash in power takeoff (PTO) installations should be carefully checked. Excessive or
insufficient backlash can result in damage to the
transmission and the PTO assembly.
a. Determining Backlash Between Drive
and Driven Gear (Quantity A)
1. When instructions are not immediately available from the equipment manufacturer, the following method is suggested for determining
the proper backlash.
2. Hold gear 1 (transmission drive gear) by holding the input flywheel (Figure 417).
3. Move gear 2 (transmission driven gear) in both
directions. Measure the backlash with an indicator as shown in Figure 417. This is Quantity A.
418

Figure 418. Determining PTO Driven-Gear Backlash

b. Determining Backlash Between Drive


and Driven Gear (Quantity B)
1. Hold the output shaft of PTO 4 stationary (Figure 418).
2. Move gear 3 (PTO drive gear) in both directions. Measure the backlash with an indicator
as shown in Figure 418. This is Quantity B.
c. Determining the Total Backlash
in the Gear Train (Quantity C)
1. Hold gear 1 (transmission drive gear) by holding the input flywheel (Figure 419).
2. Attach a steel strap to the PTO output shaft
with a C-clamp.

Copyright 1997 General Motors Corp.

GENERAL OVERHAUL INFORMATION


MEASUREMENT POINT
R Radius equivalent
to radius of PTO
input drive gear

STEEL STRAP
R
R

PTO OUTPUT
SHAFT

PTO
HOUSING
3

CLAMP

4. Move the output shaft in both directions and


measure the backlash using an indicator as
shown in Figures 417 and 418. This is
Quantity C.
5. Add Quantity A to Quantity B, then subtract
this sum from Quantity C. The remainder will
be the backlash between the transmission gear
and the PTO gear. Call this Quantity D. The
formula is stated:
D = C (A + B)

TRANSMISSION
HOUSING

6. For safe PTO operation, the value of Quantity D


should be 0.0050.025 inch (0.120.63 mm).
Hold transmission
drive gear

V02782.02

Figure 419. Determining PTO


Drive-to-Driven-Gear Backlash

3. Mark off Radius R on the strap. Radius R is


equivalent to the radius of the PTO input drive
gear 3. Take the backlash measurement at this
point on the strap.

419. TORQUE SPECIFICATIONS


Torque specifications are given with each assembly
procedure. Also, the exploded-view foldouts state
torque specifications for all threaded fasteners and
plugs. The chart on the foldout is keyed, by capital letters, to correspond with the capital letters suffixed to
the item in the legend.

Copyright 1997 General Motors Corp.

419

Section 5 DISASSEMBLY OF TRANSMISSION


51.

SCOPE

The procedures in this section describe the disassembly


of the transmission into subassemblies. Disassembly of
the subassemblies is described in Section 6. Refer to the
cross-section of the model being disassembled (Foldout
1, 2, 3, or 4) for the functional location of parts. Refer to
the exploded views (Foldouts 8 through 37) for parts
identification.

Paragraph
63
64

65
66
67
68

52. GENERAL INFORMATION FOR


DISASSEMBLY OF TRANSMISSION

69

Title
Manual-Electric Control Shift Selector
Shift Pattern Generator (SPG), 24V
Overload Protector, and 12V-to-24V
Converter
SPG-Control Shift Selector
SPG-Control Throttle Potentiometer
Electronic-Control Shift Selector
Lever-Type
Electronic-Control Shift Selector
Touch-Pad
Electronic Control Unit (ECU) PROM
Replacement

c. Disassembly Information. Refer to Sections 4


and 8 for general disassembly information as follows:

CAUTION:
To avoid transmission housing damage and fluid
leakage, refer to Paragraph 412c prior to removing or installing drain plugs, pressure taps,
and hydraulic plugs and fittings.
a. Preparation for Disassembly. Before disassembly of the transmission, disconnect all system hydraulic, electrical, electronic, and mechanical lines, sensors, and harnesses that may be attached to the
transmission. As necessary, also remove transmissionrelated components from the equipment cab and/or
chassis.

Paragraph
48
49
410
411
412
416
81
82

Title
Tools, Equipment
Replacement Parts
Careful Handling
Cleaning, Inspection
Assembly Procedures
Tight-Fit Flanges
Wear Limits Data
Spring Data

b. Removal of Control Components

WARNING!
To prevent any unexpected shift during removal
of the wiring harnesses, be sure that the power
supply from the equipment electrical system is
switched off.

d. Lifting, Handling. The transmission has four


lifter holes in the top of the transmission main
housing. Position the transmission horizontally on
wood blocks as necessary. For vertical support, support legs J 23556 (Paragraph 48) may be used.

58-11

53. TRANSMISSION DISASSEMBLY

CAUTION:
Do not remove the ECU PROM cover or break
the seal before referring to Paragraph 69 for
WARNING and instructions.
1. Refer to SM1502EN, Electronic Components
Rebuild Manual, and to TS2712EN, Troubleshooting Manual, for other repair and troubleshooting of SPG-controlled and electroniccontrolled components.
2. Refer to the following paragraphs in Section 6
for rebuild of Allison-procured control
components.

a. Removal of Exterior Components


1. On remote-mount models, flatten the ends of
input flange lockstrip 2 (Foldout 8,A) and remove two bolts 1, lockstrip 2, and flange retainer washer 3. Remove shims 4. Refer to
Paragraph 416 and remove flange 5, 6, 7, or 8.
2. On direct-mount models, remove twelve bolts
1 (Foldout 8,B) and remove flexplate assembly
2. Refer to the equipment manual for rebuild
instructions for the flexplate assembly.

Copyright 1997 General Motors Corp.

51

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


3. Refer to Foldouts 28, 29, 30, and 31 for output
flange configurations. If a parking brake is
present, the parking brake drum must be removed. Remove either eight nuts 27 (Foldout
32) which retain drum 26 to flange studs 23, or
remove bolts 29 and lockwashers 28 that retain
drum 25 onto flange 21. Remove the parking
brake drum (Figure 51).
NOTE:
If an output nut is used, be sure to refer to Paragraph 416 before removing the nut.

4. Refer to Paragraph 416 and remove the output


flange(s). For models with output disconnect, remove spacer 12 (Foldout 30) or spacer 80 (Foldout 31).
5. The parking brake can be serviced in this position (refer to Paragraph 610) or the parking
brake can be removed as an assembly. Remove four bolts 20 (Foldout 32), washers 19,
nuts 1, and washers 2 that secure the brake assembly to the bearing retainer. Remove brake
assembly 5. Refer to Paragraph 610 for rebuild instructions for the parking brake
assembly.

7. If present, remove magnetic pickup (speed sensor) 23 (Foldout 28), 17 (Foldout 29), 15
(Foldout 30), or 33 (Foldout 31). Do not remove bolt 24 and lockwasher 25 (Foldout 28),
18 and 19 (Foldout 29), 17 and 16 (Foldout
30), or 34 and 35 (Foldout 31) unless replacement is necessary.

NOTE:
For models with filters attached with the transmission, proceed with Step (8).
For models with remote filters, proceed to Step (11).

8. Before removing the filter assembly, remove


the two drain plugs (Figures 52, 53) and
drain the transmission fluid from the filters.
Remove the retaining bolts and lockwashers,
and remove the filter and base assembly (Figures 52, 53). Reinstall the drain plugs. Refer
to Paragraph 611 for rebuild instructions. Remove and discard the gasket.
NOTE:
For models with reversed filter configuration, proceed with Step (9).
For models with variable-capacity torque converter, proceed to Step (10).
For all other models, proceed to Step (12).

FLANGE STUD

9. For models with reversed filter configuration,


remove and discard gasket 70 (Foldout 13).
Remove bolts 68, 69, and 71 and lockwashers
67 and 72. Remove adapter 74. Remove plug
73 from adapter 74 if replacement is necessary. Remove and discard gasket 21. Proceed
to Step (12).

BRAKE DRUM
H00790

Figure 51. Removing Parking Brake Drum

52

6. If present, remove two screw assemblies from


the speedometer drive sleeve and remove the
sleeve and speedometer drive assembly or
speedometer cover Items 3744 (Foldout 28);
Items 8291 (Foldout 29); Items 93102
(Foldout 30); or Items 8897 (Foldout 31).

10. For models with variable-capacity torque converter, remove bolts 35 (Foldout 13) and lockwashers 36. Remove variable stator control

Copyright 1997 General Motors Corp.

DISASSEMBLY OF TRANSMISSION
valve body assembly 25 (Figure 54). Refer to
Paragraph 612 for rebuild instructions. Remove ball 24 and spring 23. Remove and discard gasket 22. Remove adapter assembly 16.
Do not remove jumper tube 17 and pins 18
from adapter 19 unless defective. Remove and
discard gasket 15. Remove sealring 14. Proceed to Step (12).
11. If the filters are remote-mounted, drain the
transmission fluid from the filters and remove
the filter assembly and external lines. Reinstall
the drain plugs.
12. Remove the retaining bolts and lockwashers
and remove the main-pressure regulator valve
body assembly (Figure 55). Refer to Paragraph 613 for rebuild instructions. Remove
and discard the gasket.
13. If present, remove eight bolts 15 and lockwashers 14 (Foldout 11) from top PTO cover
13 (Figure 55). Remove the cover. Remove
and discard gasket 12.

14. If present, remove the wire from pressure switch


22 (Foldout 15,B). Remove bolts 1 and 4, and
lockwashers 2 and 5 from lockup valve body assembly 6 (Figure 56). Remove lockup valve
body assembly 6. Refer to Paragraph 614 for
rebuild instructions. Remove and discard gasket
3. Proceed to Step (16).
15. Remove bolts 2 and 4 (Foldout 15,A) and flat
washers 3 from lockup valve body assembly 5.
Remove the lockup valve body assembly. Refer to Paragraph 615 for rebuild instructions.
Remove and discard gasket 1.
HIGH-EFFICIENCY
FILTERS

FILTER
BASE
DRAIN
PLUG (2)

NOTE:

BOLT AND FLAT


WASHER (2), 7 16-14 x 41 2 in.

MAIN-PRESSURE
REGULATOR
VALVE BODY

For models equipped with non-electric lockup,

proceed with Step (14).

BOLT AND
FLAT WASHER (3),
7 16-14 x 31 2 in.
H00792.01

For models equipped with electric lockup, pro-

Figure 53. Filter Assembly (Later Models)

ceed to Step (15).

DRAIN
PLUGS (2)
FILTER
BASE

VARIABLE STATOR
CONTROL VALVE
BODY
BOLT (2)
MAIN REGULATOR
VALVE BODY

GASKET

BALL

SPRING
EARLIER MODEL
FILTERS
ADAPTER
PLATE
H00791

Figure 52. Removing Filter Assembly


(Earlier Models)

GASKET
H00793

Figure 54. Removing Variable Stator


Control Valve Body

Copyright 1997 General Motors Corp.

53

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


16. Remove four bolts 61 and lockwashers 62
(Foldout 11) from split flanges 59 at each end of
main-pressure transfer tube assembly 58 (Figure
56). Remove the tube assembly and two sealrings 60. Refer to Paragraph 616 for rebuild instructions for the main-pressure transfer tube
assembly. Remove four bolts 64 and 65, and
lockwashers 66 from connecting block 63 and
remove the block and sealring 60.
TOP PTO
COVER

MAIN-PRESSURE
REGULATOR
VALVE BODY

NOTE:
For models with manual-hydraulic shift control,

proceed with Step (17).

GASKET

For models with electric or electronic shift control

without trim boost, proceed to Step (18).


For models with electronic shift control with

trim boost, proceed to Step (19).


17. For models with manual-hydraulic shift control, remove 24 bolts (Figure 57) and lockwashers that retain the control valve body
assembly. Do not remove Bolts A. Support the
weight of the assembly while removing the final two bolts. Remove the control valve body
assembly. Remove and discard the gasket. Refer to Paragraph 617 for rebuild instructions.
Proceed to Step (23).
18. For models with electric shift control without
trim boost, remove two Bolts D and lockwashers (Figure 58), and install two 3 8-16 x 6 inch
guide bolts. Remove eleven Bolts A and lockwashers. Remove nine Bolts B and lockwashers. Remove twelve Bolts C and lockwashers.
Remove Valve Body G, Gasket H, Separator
Plate I, and Gasket J. Discard the gaskets. Refer to Paragraph 618 for rebuild. Proceed to
Step (23).
19. For models with electronic shift control with
trim boost, remove three Bolts Z (Figure 59),
and install two 38-16 x 6 inch guide bolts. Remove thirty-one Bolts Y.
20. Remove six Bolts X and flat washers from the
solenoid cover. Remove solenoid cover 98
(Foldout 23) and gasket 97. Discard the gasket.
54

TORQUE
CONVERTER
HOUSING
BOLT AND LOCKWASHER (8),
7 16-14 x 7 8 in.

H00794.01

Figure 55. Removing Main-Pressure Regulator


Valve Body

BOLT (2), 7 16-14 x 2 in.

SPLIT FLANGE

BOLT (2), 7 16-14 x 214 in.

CONNECTING
BLOCK

BOLT (8), 7 16-14 x 11 4 in.

BOLT (7), 3 8-16 x 234 in.

BOLT (2), 3 8-16 x 114 in.


NON-ELECTRIC
LOCKUP VALVE
BODY ASSEMBLY

MAIN-PRESSURE TRANSFER
TUBE ASSEMBLY
H00795.01

Figure 56. Non-Electric Lockup Valve Body Assembly


and Main-Pressure Transfer Tube Assembly

Copyright 1997 General Motors Corp.

DISASSEMBLY OF TRANSMISSION
21. Carefully, by hand, pull off the harness lead
from solenoid 94. Remove two bolts 96 and
flatwashers 95, and remove solenoid 94.

TRANSFER PLATE

22. Remove valve body assembly 10. Remove


gasket 9, separator plate 8, and gasket 7. Discard the gaskets. Refer to Paragraph 619 for
rebuild.

BOLT A

BODY ASSEMBLY

TRANSMISSION HOUSING
BOLT (24)

23. Remove three Bolts F and lockwashers (Figure 58, 59). Remove two Bolts E and flat
washers. Remove Transfer Plate K and Gasket L. Discard the gasket.

BOLT A

24. Remove three jumper tubes from locations


shown in Figure 510 by installing a bolt into
the tube and catching the threads on the end
of the tube (Figure 511). Be sure the hoses
are removed with the tubes.

H00796

Figure 57. Removing Manual-Hydraulic Control Valve


Body Assembly Bolts

LOCKWASHER (2), 38 in.

LOCKWASHER (3), 38 in.


BOLT F (3), 38 -16 x 138 in.
2632 lb ft (3543 Nm)

BOLT D (2), 38 -16 x 5 in.


2632 lb ft (3543 Nm)

8-PIN CONNECTOR
GASKET L

F
TRANSFER
PLATE K
GASKET J

FLAT WASHER (2),


38 in.
BOLT E (2), 38 -16 x 114 in.
3643 lb ft (4958 Nm)

LOCKWASHER
(12), 38 in.
BOLT C (12),
38 -16 x 414 in.
2632 lb ft (3543 Nm)

BOLT A (11), 38 -16 x 3 in.


2632 lb ft (3543 Nm)

C
D

B 1

B
B

A
B

A
2

C
E

VALVE BODY G
LOCKWASHER (11), 38 in.

3
C

C
GASKET H
SEPARATOR
PLATE I

PRESSURE TEST POINTS


1. LOW-RANGE CLUTCH
2. REVERSE CLUTCH
3. INTERMEDIATE-RANGE CLUTCH
4. SPLITTER-LOW CLUTCH

LOCKWASHER (9), 38 in.

B
A
C

C
A

BOLT B (9), 38 -16 x 334 in.


2632 lb ft (3543 Nm)

V00797.01

Figure 58. Electric Valve Body Components and Mounting Bolts (Models Without Trim Boost)

Copyright 1997 General Motors Corp.

55

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS

BOLT Z (3), 38 -16 x 4 in.


2632 lb ft (3543 Nm)

LOCKWASHER (3), 38 in.


BOLT F (3), 38 -16 x 138 in.
2632 lb ft (3543 Nm)

BOLT Y (30), 38 -16 x 334 in.


2632 lb ft (3543 Nm)

16-PIN CONNECTOR

GASKET L
Z

TRANSFER
PLATE K

7 Z

Y
Y

Y
Y

GASKET J

Y
2

FLAT WASHER (2), 38 in.

38 -16

114

BOLT E (2),
x
in.
3643 lb ft (4958 Nm)
VALVE BODY G

W
Y

Y
X

GASKET H

8
Y

PRESSURE TEST POINTS


1. LOW-RANGE CLUTCH
2. REVERSE CLUTCH
3. INTERMEDIATE-RANGE CLUTCH
4. SPLITTER-LOW CLUTCH
5. HIGH-RANGE CLUTCH

BOLT W (1), 38-16 x 334 in.


1316 lb ft (1821 Nm)
6. SPLITTER-HIGH CLUTCH
7. SOLENOID REGULATOR CIRCUIT
8. TRIM BOOST CIRCUIT

X
X

SEPARATOR
PLATE I

X
Y

BOLT X (6), 14-20 x 1 in.


FLAT WASHERS (6) 14 in.
911 lb ft (1314 Nm)
V00798.01

Figure 59. Electronic Valve Body Components and Mounting Bolts (Models With Trim Boost)

HOSE

JUMPER TUBE

BOLT
JUMPER TUBE AND HOSE (3)

H00799

Figure 510. Jumper Tube and Hose Locations

56

H00800

Figure 511. Removing Jumper Tubes and Hoses

Copyright 1997 General Motors Corp.

DISASSEMBLY OF TRANSMISSION
GASKET

HOSE

HIDDEN BOLTS

CLAMP
SCREW
GASKET
STRAINER

COVER
H00801.01
H00803

Figure 512. Removing Strainer


(Straight-Through Models)

RETARDER HOUSING

Figure 514. Removing Transmission Drain Cover


(Models with Vertical Dropbox)

TRANSMISSION HOUSING
VALVE BODY

GASKET

HIDDEN BOLTS
GASKET
CONVERTER HOUSING

PAN
CONVERTER
HOUSING

H00802

RETARDER
HOUSING

Figure 513. Removing Transmission Pan

25. Attach a two-strand lifting sling to the top of the


transmission and raise it slightly (Figure 512).
For straight-through models, remove six bolts
14 (Foldout 24,A) and lockwashers 13 from
strainer assembly 6. Remove strainer assembly
6 and gasket 5. For dropbox models, remove
bolts 45 (Foldout 29), lockwashers 44, strainer
assembly 37, and gasket 36; or bolts 42 (Foldout
30), lockwashers 41, strainer assembly 34, and
gasket 133; or bolts 61 (Foldout 31), lockwashers 60, strainer assembly 53, and gasket 52. Refer to Paragraph 620 for rebuild instructions
for the strainer assembly.

H00804

Figure 515. Removing Hydraulic Retarder Control


Valve Body Assembly

26. For straight-through models, remove twentyeight bolts 17 and 18 (Foldout 24,A) from
transmission pan 3 or 21. Remove the pan and
gasket 1 (Figure 513). For dropbox models,
loosen the screw(s) that retain(s) drain hose
clamp(s) 5 (Foldout 24,B) (Figure 514). Remove twenty-eight bolts 3 and lockwashers 2
that secure drain cover 4 or 7. Remove the
cover and gasket 1. Loosen the remaining hose
clamp screw(s) and remove hose(s) 6.

Copyright 1997 General Motors Corp.

57

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


27. Remove the two hidden bolts and lockwashers
that become accessible when the pan or drain
cover is removed (Figure 513 or 514).

CONVERTER
DRIVE HUB
CONVERTER
FRONT COVER

28. Lower the transmission onto wood blocks.


29. Remove the lifting sling from the top of the
transmission housing.
30. For models with hydraulic retarder, remove
seven bolts 1 or 34 (Foldout 16,B) and lockwashers 2 or 35 from hydraulic retarder valve
body assembly 6 or 20. Remove the valve body
(Figure 515). Refer to Paragraph 621 for rebuild instructions. Remove gasket 3, plate 4,
and gasket 5. Discard the gaskets.
b. Removal of Torque Converter and
Related Components

NUT AND
LOCKWASHER
(18)

H00805.01

Figure 516. Positioning Torque Converter and Housing


for Disassembly (Remote-Mount Models)

1. Position the transmission with the torque converter upward and block the transmission securely.

SEAL
GASKET

NOTE:
For remote-mount models, proceed with Step (2).
For direct-mount models, proceed to Step (7).
2. For remote-mount models, remove the eighteen 716-20 x 4 inch bolts 24 (Foldout 8,A),
nuts 22, and lockwashers 23 that retain converter housing front cover 10 (Figure 516).
Remove three 716-20 x 414 inch bolts 21, nuts
25, and lockwashers 26. Attach a two-strand
lifting sling to the cover and remove the cover
from the converter housing (Figure 517). Remove and discard gasket 11. If seal 9 must be
replaced, press it out of the front of the cover.
If present, remove eight bolts 33 and lockwashers 32 (Foldout 11) that retain side PTO
cover 31. Remove the cover and gasket 30.

BOLT (18),
x 4 in.

7 16-20

FRONT COVER
CONVERTER
HOUSING

BOLT (8)
SIDE PTO COVER
H00806

Figure 517. Removing Converter Housing Front Cover


(Remote-Mount Models)
.

DRIVE
HOUSING
CONVERTER
PUMP

3. From the power takeoff opening in the top of


the converter housing (Figure 518), remove
the thirty-six self-locking bolts and washers
that secure the converter drive housing.
.

WARNING!
Lifting the torque converter drive housing or flywheel assembly from the transmission can dislodge lockup-clutch parts from the housing or
assembly. To avoid injury from falling parts,
stay clear of the area beneath the raised components and do not attempt to hold the parts in the
assembly using your hands.
58

TOP PTO
OPENING
H00807

Figure 518. Removing Converter Drive Housing Bolts


(Remote-Mount Models)

Copyright 1997 General Motors Corp.

DISASSEMBLY OF TRANSMISSION

CONVERTER
DRIVE HUB

CONVERTER
DRIVE HOUSING

snapring and bearing from the housing. Remove the sealrings from the drive housing hub
and the piston. Refer to Paragraph 623 for rebuild of the torque converter drive housing.
Proceed to Paragraph 54c.

7. For direct-mount models, if gasket 9 (Foldout


8,B) is present, remove and discard it. If
present, remove eight bolts 33 and lockwashers 32 (Foldout 11) that retain side PTO cover
31 (Figure 517). Remove the cover and gasket 30. Remove thirty-six bolts (accessible
through top PTO opening) and flat washers
that secure the flywheel to the converter pump
(Figure 518).

SEALRING

SNAPRING

WARNING!
LOCKUP
BACKPLATE

LOCKUP PLATE
H00808.01

Figure 519. Removing Converter Drive Housing


(Remote-Mount Models)

4. Attach one strand of the lifting sling (Figure


519) to the torque converter drive hub, and
remove the torque converter drive housing
assembly.
5. Remove lockup-clutch plate 5 (Foldout 9,A)
and lockup-clutch backplate 7 (Figure 519).
If the backplate and lockup-clutch plate stay
with the converter drive housing, position the
housing on the work table, front-side downward. Install two lifting bolts (Figure 521)
into the backplate and remove the backplate
and clutch plate from the housing. Remove
two anchor keys 6. Remove step-joint sealring 1 or 6 (Foldout 16,A) from the turbine
shaft.
6. Place the converter drive housing assembly on
a work bench, converter drive hub down. Using
lifting bolts, remove lockup-clutch piston 4
(Foldout 9,A) from the converter drive housing
(Figure 520). Refer to Paragraph 622 for rebuild of the lockup-clutch piston. Remove the

Lifting the torque converter drive housing or flywheel assembly from the transmission can dislodge lockup-clutch parts from the housing or
assembly. To avoid injury from falling parts,
stay clear of the area beneath the raised components and do not attempt to hold the parts in the
assembly using your hands.

8. Using a lifting sling attached to the flexplate


mounting holes, remove the flywheel assembly and position the assembly on the work table, front-side downward (Figure 521).

9. Remove step-joint sealring 1 or 6 (Foldout


16,A) from the turbine shaft (Figure 519).
Install two lifting bolts (Figure 521) into
lockup-clutch backplate 7 (Foldout 9,A) and
remove the backplate from the flywheel. Remove two anchor keys 6. Remove lockupclutch plate 5.

10. Remove lockup-clutch piston 4, using the


two liftout holes provided (Figure 520). Refer to Paragraph 622 for rebuild of the
lockup-clutch piston. Remove the snapring
and bearing. Remove the sealrings from the
OD of the piston and from the flywheel hub.
Refer to Paragraph 624 for rebuild of the
flywheel assembly.

Copyright 1997 General Motors Corp.

59

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


CONVERTER
DRIVE HOUSING

PISTON

WASHER
SNAPRING

BEARING

SNAPRING

H00811

LIFTING BOLTS
H00809

Figure 522. Removing Thrust Washer


Fixed-Capacity Torque Converter
Figure 520. Removing Lockup-Clutch Piston

LIFTING BOLTS
THRUST
WASHER

STATOR
H00812.01

BACKPLATE

FLYWHEEL

Figure 523. Removing Thrust Washer


Variable-Capacity Torque Converter

LOCKUPCLUTCH PLATE
H00810.01

Figure 521. Removing Lockup-Clutch Backplate


(Models With Lockup-Clutch)

c. Removing Torque Converter Elements


1. Remove snapring 3 (Foldout 9,B) from the turbine shaft.
2. Using a suitable puller, remove converter turbine
6 and the inner race of front cover bearing 1. Remove spacer 4.
3. Remove snapring 5 which positions the converter turbine on the turbine shaft. Remove
bronze thrust washer 8 (Figure 522 or 523).
510

4. Using a chisel, straighten the staking in spanner nut 7. Using spanner wrench J 6534-02 remove the spanner nut that secures freewheel
roller race 9 to the converter ground sleeve
(Figure 524).

CAUTION:
The stator rollers may drop out when the stator
assemblies are removed if the roller race does not
lift with the stators.

NOTE:
For models with a fixed-capacity torque converter,

proceed with Step (5).


For models with a variable-capacity torque con-

verter, proceed to Step (6).

Copyright 1997 General Motors Corp.

DISASSEMBLY OF TRANSMISSION
SPANNER WRENCH
J 6534-02
SPANNER NUT
WASHER

FREEWHEEL
ROLLER RACE
RETAINER
STATOR
TORQUE CONVERTER PUMP

H00815

H00813

Figure 524. Removing Freewheel Roller Race


Retaining Nut

Figure 526. Removing Stator Rear Thrust Washer


Variable-Capacity Torque Converter

TOOL J 23552

PUMP
ASSEMBLY

STATOR
H00814

Figure 525. Removing Stator Assembly


Variable-Capacity Torque Converter

5. For fixed-capacity torque converter models, remove, as an assembly, stator assembly 10


(Foldout 9,B), with springs 13, rollers 14, cups
11, pins (needle rollers) 12, and race 9. Refer
to Paragraph 625 for rebuild of the stator assembly. Remove the stator backplate. Proceed
to Step (8).

SEALRING

GROUND
SLEEVE

H00816

Figure 527. Removing Torque Converter


Pump Assembly

6. For variable-capacity torque converter models,


place sleeve J 23552 in the stator and remove stator assembly 12 (Foldout 10), with rollers 38,
springs 14, and race 10 (Figure 525). Refer to
Paragraph 626 for rebuild of the stator assembly.

8. Attach a lifting sling to the converter pump and


remove the pump from the converter ground
sleeve (Figure 527). Refer to Paragraph 627
for rebuild of the pump assembly.

7. Remove rear thrust washer 39 (Figure 526)


from retainer 40. Remove the retainer.

9. Remove the step-joint sealring from the ground


sleeve (Figure 527).

Copyright 1997 General Motors Corp.

511

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


d. Removal of Torque Converter Housing, Retarder Housing, and Related Components
1. Attach a two-strand lifting sling to the top of the
torque converter housing. Remove the remaining seventeen bolts and lockwashers that fasten
the transmission main housing to the retarder
housing (models with retarder) or to the converter housing (models without retarder). Remove, as a unit, the torque converter housing assembly and attached parts from the
transmission main housing (Figure 528). Remove and discard the gasket.
2. For retarder models, attach a two-strand lifting
sling to the top of the retarder housing. Remove, as a unit, the retarder housing assembly
and attached parts from the transmission main
housing (Figure 529).

3. If present, remove bolt 4 and lockwasher 5


(Foldout 11) from power takeoff idler gear
spindle 6 (Figure 532). Using a slide hammer,
remove the spindle from the converter housing.
Remove gear 7 and bearing 8. Remove
snapring 9 from the gear. Remove idler gear 88
and bearing 87 in the same manner.
RETARDER
HOUSING

HUB

GASKET
DOWEL
PIN
DOWEL
PIN
HOLES

e. Removal of Pump, PTO, and Idler Gears


1. Remove eight bolts 1 and 6, and lockwashers 2
and 7 (Foldout 12) that retain discharge tube 8
to the pump and converter housing assemblies
(Figure 530). Remove the tube and two gaskets 3 and 9.
2. Remove six outer bolts 4 and lockwashers 5
from pump assembly 10 (Figure 531). Remove the pump assembly. Remove and discard gasket 31. Remove pump drive coupling
32. Remove screen 30 from the pump. Refer
to Paragraph 628 for rebuild instructions.

SUPPORT LEGS
J 23556
H00818.01

Figure 529. Removing Retarder Housing From


Transmission Housing

BOLT

WASHER

CONVERTER
HOUSING
TUBE

GASKET
GASKET
H00817.01

PUMP
ASSEMBLY
H00819

Figure 528. Removing Converter Housing From


Retarder Housing (Models With Retarder)

512

Figure 530. Removing Discharge Tube

Copyright 1997 General Motors Corp.

DISASSEMBLY OF TRANSMISSION
f. Separating Converter Housing and Retarder
Housing, and Removing Related Parts
NOTE:
For models with retarder, proceed with Step (1).
For models without retarder, proceed to Step (2).

1. Remove seven bolts 17 and lockwashers 16


(Foldout 16,A) that secure the converter housing
to the retarder housing. Attach a three-strand
lifting sling to the converter housing and lift the
converter housing from the retarder housing
(Figure 533). Remove and discard gasket 34
(Foldout 11).
2. Position the converter housing vertically on
wood blocks.
3. Remove six bolts 50 (Foldout 11) and lockwashers 51 from drive gear hub cover 52. Remove the
cover and gasket 53 (Figure 534). Remove
snapring 54 from the converter housing.

PUMP ASSEMBLY
GASKET
COUPLING

4. Using a hammer and a soft drift, tap on drive


gear hub 56 and remove the hub and bearing 55
(Figure 535). Press the hub from the bearing.

SCREEN

5. Remove drive gear 92 from the converter housing (Figure 536).


6. Remove drive gear spacer 93 and bearing 94
from the converter housing (Figure 537). Refer to Paragraph 629 for rebuild instructions
for the torque converter housing assembly.
LOCKWASHER
BOLT

CONVERTER
HOUSING

VALVE COVER
H00820

Figure 531. Removing Pump Assembly

SLIDE HAMMER

GASKET
SPINDLE

RETARDER
HOUSING

IDLER GEAR
AND BEARING

GROUND
SLEEVE

SEALRING
IDLER GEAR
AND BEARING

H00822
H00821.01

Figure 532. Removing PTO Idler Gear Spindle

Figure 533. Removing Converter Housing From


Retarder Housing (Models With Retarder)

Copyright 1997 General Motors Corp.

513

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


NOTE:
For models with retarder, proceed with Paragraph

53g.
For models without retarder, proceed to Para-

graph 53h.
CONVERTER
HOUSING

SNAPRING

DRIVE
GEAR

GASKET

GEAR HUB COVER


CONVERTER HOUSING
H00823

Figure 534. Removing Pump Drive Gear Hub Cover

H00825

Figure 536. Removing Drive Gear

DRIVE GEAR HUB


SPACER
CONVERTER
HOUSING

BEARING

CONVERTER HOUSING

BEARING
H00824
H00826

Figure 535. Removing Drive Gear Hub and Bearing

514

Figure 537. Removing Drive Gear Spacer

Copyright 1997 General Motors Corp.

DISASSEMBLY OF TRANSMISSION
g. Disassembly of Retarder Housing,
Turbine Shaft, and Related Parts
(Models With Retarder)

TURBINE OUTPUT
SHAFT
RETARDER
ROTOR

1. Remove three hook-type sealrings 2 (Foldout


16,A) from turbine output shaft 5 (Figure 538).
2. For models without electric lockup, through
the access hole in retarder rotor 12 flatten the
ends of lockstrip 15 and remove two bolts 14
and lockstrip 15 that secure pitot tube 23. The
pitot tube will drop into the collector ring.
Models with electric lockup are not equipped
with a pitot. Do not remove the plugs used to
block the pitot holes on electric lockup models.

SEALRING
SNAPRING

3. Turn the retarder housing so that the assembly


rests on the front of the turbine output shaft
(Figure 539). Remove hook-type sealring 4
from the turbine output shaft. Remove
snapring 11. Remove, as a unit, the splitter
planetary carrier assembly and splitter-low
clutch hub.
4. Place the planetary and hub assembly so the
hub rests on wood blocks (Figure 540). Place
a pressing tool against the hub of the carrier assembly. Press the carrier out of the splitter sun
gear bearing. Refer to Paragraph 630 for rebuild of the splitter sun gear assembly, and to
Paragraph 631 for rebuild of the splitter planetary carrier assembly.
5. Attach one strand of the lifting sling to the retarder housing (Figure 541). Support the
housing in a vertical position and remove the
splitter-low clutch and drum assembly from the
turbine output shaft. If present, take the loose
pitot tube from the collector ring. For splitterlow clutch and drum assembly rebuild instructions, refer to Paragraph 632 (CL(B)T models) or 633 (M 6600 and S 6600 Series
models).
6. Support the front of retarder housing assembly
18 (Foldout 16,A) and press shaft 5 and retarder rotor 12, as an assembly, out of bearing
25. Remove splined rotor washer 13.
7. Turn housing assembly 18 over and remove
five bolts 28 and lockwashers 27. Remove
transfer hub 26. Remove bearing 25. If present,
remove sealring 3 from the output shaft.

H00827

Figure 538. Removing Turbine Shaft Sealring


(Models With Retarder)

SEALRING

SNAPRING
TURBINE
SHAFT

SPLITTER
PLANETARY
CARRIER
CLUTCH HUB
H00828

Figure 539. Removing Hook-Type Sealring From


Rear of Turbine Shaft

8. If retarder rotor 12 or shaft 5 requires replacement, remove snapring 11, support the rear of
rotor 12 hub, and press shaft 5 out. Refer to
Paragraph 634 for rebuild of the retarder
housing assembly. Proceed to Paragraph 53i.

Copyright 1997 General Motors Corp.

515

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


h. Disassembly of Converter Housing, Turbine
Shaft, and Related Parts
(Models Without Retarder)
TOOL

1. For models without electric lockup, flatten the


corners of lockstrip 15 (Foldout 16,A), and remove two bolts 14 and the lockstrip that retain
pitot tube 23 (Figure 542). The pitot tube will
drop into the pitot collector ring. Models with
electric lockup are not equipped with a pitot.
Do not remove the plugs used to block the pitot holes on electric lockup models.

SUN
GEAR

HUB

CARRIER ASSEMBLY

H00829

Figure 540. Pressing Splitter Carrier Assembly From


Splitter Sun Gear Bearings

3. Remove as a unit the splitter planetary carrier


and splitter-low clutch hub.
4. Place the planetary and hub assembly so the hub
rests on wood blocks (Figure 544). Place a
pressing tool against the hub of the carrier assembly. Press the carrier out of the splitter sun gear
bearing. Refer to Paragraph 630 for rebuild instructions for the splitter sun gear assembly, and
to Paragraph 631 for rebuild instructions for the
splitter planetary carrier assembly.

RETARDER
HOUSING
DRUM
ASSEMBLY

5. Attach the lifting sling to the converter housing.


Support the housing in a vertical position and remove the splitter-low clutch and drum assembly
from the turbine shaft (Figure 545). If present,
take the loose pitot tube from the collector ring.
For splitter-low clutch and drum assembly rebuild instructions, refer to Paragraph 632
(CL(B)T models) or 633 (M 6600 and S 6600
Series models). Remove five bolts 49 and lockwashers 48 (Foldout 11) that retain transfer hub
47. Remove the hub.

TRANSFER HUB

TURBINE SHAFT

H00830

Figure 541. Removing Splitter-Low Clutch and Drum


Assembly (Models With Retarder)

516

2. Turn the converter housing so that the assembly rests on the front of turbine output shaft 10
(Figure 543). Remove hook-type sealring 9
from the turbine shaft. Remove snapring 11.

6. Remove the turbine shaft with bearing 46 from


the housing (Figure 546). Remove the hooktype sealrings and bearing from the shaft. Press
the bearing toward the rear of the shaft to remove it. Refer to Paragraph 629 for rebuild instructions for the converter housing assembly.

Copyright 1997 General Motors Corp.

DISASSEMBLY OF TRANSMISSION
TOOL
SUN
GEAR

HUB

CONVERTER
HOUSING

LOCKSTRIP
BOLT

CARRIER ASSEMBLY

H00831

H00829

Figure 544. Pressing Splitter Carrier Assembly From


Splitter Sun Gear Bearings

Figure 542. Removing Pitot Tube Bolts


(Models Without Retarder)

DRUM
ASSEMBLY

COLLECTOR RING
TRANSFER HUB

TURBINE SHAFT

CLUTCH HUB
BOLT

SEALRING
H00834

Figure 545. Removing Splitter-Low Clutch Drum


Assembly (Models Without Retarder)
SNAPRING
TURBINE SHAFT

CARRIER ASSEMBLY
H00832

Figure 543. Removing Hook-Type Sealring From Rear


of Turbine Shaft (Models Without Retarder)

i. Removal of Transmission Output Components


1. Remove the snapring that retains the splitter
ring gear hub to the splitter output shaft (Figure 547).
2. Attach a two-strand lifting sling to the output
drive housing (Figure 548) or to the rear
cover (dropbox models) and lower the transmission onto wood blocks.

Copyright 1997 General Motors Corp.

517

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS

CONVERTER HOUSING
TURBINE SHAFT
SNAPRING

BEARING

RING
GEAR

SEALRING

SPLITTER
SHAFT

SEALRING
H00835.01

Figure 546. Removing Turbine Shaft and Bearing


(Models Without Retarder)
H00836

NOTE:
Figure 547. Removing Splitter Output Shaft Snapring

For straight-through models with the output

shown on Foldout 28, proceed with Step (3).


For straight-through models with the outputs

shown on Foldout 27, proceed to Step (5).


For dropbox models without rear output discon-

nect, as shown in Foldout 29, proceed to Step (7).


For dropbox models without rear output discon-

nect, as shown in Foldout 31, proceed to Step (8).


For dropbox models with rear output discon-

nect, as shown in Foldout 30, proceed to Step (9).


3. For straight-through models with the output
shown on Foldout 28, remove eight bolts 18
and lockwashers 17 from bearing retainer assembly 19 and remove the bearing retainer.
Remove and discard gasket 7. Using a bearing
puller, remove bearing 16 (Figure 549). If
present, remove spacer 15 and speedometer
gear assembly 12, or spacer 11 and speedometer drive gear 10. If necessary, press magnetic pickup gear 14 from speedometer drive
gear 13.
518

4. Remove the twenty-seven bolts and lockwashers that secure the output drive housing to the
transmission main housing. Using a lifting
sling, remove output drive housing assembly 2
and attached parts. If the reverse planetary
starts to raise with the housing, pry the ring
gear away from the housing. Remove and discard gasket 1. Refer to Paragraph 635 for rebuild instructions for the output drive housing.
Proceed to Paragraph 53j.
5. For straight-through models with outputs
shown on Foldout 27, flatten the corners of
lockstrip 17 and remove two bolts 18, lockstrip
17, retainer washer 16, shim(s) 15, and coupling 19, if present.
6. Remove the twenty-seven bolts and lockwashers that secure the output drive housing to the
transmission main housing. Using a lifting
sling, remove housing assembly 4 or 8 and attached parts. If the reverse planetary starts to
raise with the housing, pry the ring gear away
from the housing. Remove and discard gasket
1. Refer to Paragraph 636 for rebuild instructions for the output drive housing. Proceed to
Paragraph 53j.

Copyright 1997 General Motors Corp.

DISASSEMBLY OF TRANSMISSION

OUTPUT
DRIVE
HOUSING

GASKET
SPACER
H00839

Figure 550. Removing Spacer From Output Shaft


(Some Dropbox Models)

H00837.01

Figure 548. Positioning Transmission for Removal of


Rear Components

PULLER

7. For dropbox models without rear output disconnect as shown in Foldout 29, remove six bolts
81 and lockwashers 80, bearing retainer assembly 75, and spacer 74, if used (Figure 550). Refer to Paragraph 637 for rebuild instructions
for the bearing retainer assembly. Or, if present,
remove bolts 73, lockwashers 72, and bearing
retainer 71 with sealring 70. Remove sealring 70
from the bearing retainer. If present, flatten the
corners of lockstrip 68 and remove two bolts 69,
lockstrip 68, retainer washer 67, and shim(s) 66.
If present, remove shim(s) 99 and retainer plate
100. Remove and discard gasket 65. Proceed to
Step (14).
8. For dropbox models without rear output disconnect as shown in Foldout 31, remove six bolts
86 and lockwashers 87, bearing retainer assembly 81, and spacer 80, if used (Figure 550). Refer to Paragraph 637 for rebuild instructions
for the bearing retainer assembly. Remove and
discard gasket 79. Proceed to Step (14).

OUTPUT
SHAFT

BEARING

9. For dropbox models with rear output disconnect(s) (Foldout 30), remove six bolts 67 and
lockwashers 68. Remove output disconnect
components 69 through 87 as an assembly. Refer to Paragraph 638 for rebuild instructions
for the output disconnect assembly.

SPACER

H00838

Figure 549. Removing Bearing From Output Shaft


(Straight-Through Models)

10. Remove and discard gasket 66. Remove


adapter 65. Remove and discard gasket 64. Remove snapring 63 from the output shaft and remove coupling gear 62.

Copyright 1997 General Motors Corp.

519

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


11. Remove six bolts 107 and lockwashers 106.
Remove output disconnect components 108
through 127 as an assembly. Refer to Paragraph 638 for rebuild instructions for the output disconnect assembly.

COVER

SPEEDOMETER
DRIVE BORE

12. Remove and discard gasket 105. Remove


adapter 104. Remove and discard gasket 103.
13. Remove the snapring from bearing assembly 55.
14. Remove bolts 64 (Foldout 29), lockwashers 63,
and shield 62, if present. Or, remove bolts 61
(Foldout 30), lockwashers 60, and shield 59, if
present. Or, remove bolts 78 (Foldout 31),
lockwashers 77, and shield 76, if present.
15. Attach a lifting sling to the rear cover and remove the rear cover (Figure 551). Tap the
cover, as it is raised, to free it from the transmission gear bearings. If necessary, use a soft
drift through the speedometer drive bore to
loosen the idler gear and bearing. Remove and
discard the gasket.

H00840.01

Figure 551. Removing Transfer Gear Housing Cover


(Dropbox Models)

16. Remove as an assembly the drive gear along


with its two bearings (Figure 552). Refer to
Paragraph 639 for rebuild instructions for the
output drive gear assembly.
DRIVE GEAR
ASSEMBLY

NOTE:
Earlier models have ball bearings with idler gear
(Figure 552). Later models have roller bearings at
this location with separable outer races.
17. Remove, as an assembly, the idler gear and
speedometer plug assembly along with its two
bearings (Figure 552). Refer to Paragraph 640
for rebuild instructions for the output idler gear
assembly. If present, remove one idler gear roller
bearing outer race from the rear cover and one
from the dropbox housing, if the bearings are being replaced.

BEARING

SHAFT

IDLER GEAR
ASSEMBLY

H00841

NOTE:
For models with tapered roller bearings 57 and 59
(Foldout 29), proceed with Step (18).
For models with ball bearings 14 and 56 (Foldout 29) or 31 and 65 (Foldout 31), proceed to
Step (20).
For models equipped with rear output disconnect(s) (Foldout 30), proceed to Step (21).
520

Figure 552. Removing Transfer Drive Gear Assembly


(Dropbox Models)

18. For models with tapered roller bearings, remove the outer race of bearing 59 (Foldout 29).
Remove, as an assembly, gear and shaft 58
with the rollers and inner races of bearings 57
and 59 on the shaft.

Copyright 1997 General Motors Corp.

DISASSEMBLY OF TRANSMISSION
NOTE:
The inner race and rollers and the outer race of
bearing 57 and of bearing 59 are each a matched set.
Do not mix the sets. Tie the parts of each bearing together at removal and tag them to ensure correct installation.
19. Pull the inner race and roller assemblies of
bearings 57 and 59 from gear and shaft 58. Remove the outer race of bearing 57 from the
bore of the transfer gear housing. Do not remove front output bearing retainer 11 at this
time. Proceed to Step (23).

24. Using a lifting sling, remove the transfer gear


housing assembly with attached parts (Figure
555). Refer to Paragraph 641 for rebuild instructions for the transfer gear housing assembly. Remove and discard the gasket.
j. Removal of Range Planetaries, Clutches, and
Related Parts From Output End of Transmission Main Housing
1. Remove fourteen reverse-clutch piston return
springs 16 (Foldout 26,B) from the transmission (Figure 555).

20. For models with ball bearing 56 (Foldout 29)


or 65 (Foldout 31), use a suitable bearing
puller, and remove the bearing (Figure 553).
Lift off the spacer and gear (Figure 554). Do
not remove any front output components at this
time. Proceed to Step (23).

2. For models with thread at the output end of the


output shaft, screw on a suitable lifting device
to the threaded end of the output shaft. Use a
similar bracket for shafts that do not have
threads on the end (Figure 556). Hook the
hoist to the lifting nut.

21. For models with rear output disconnect(s)


(Foldout 30), remove, as an assembly, shaft 56,
bearing 55, spacer 54, gear 53, spacer 52, and
bearing 51.

3. Lifting upward on the shaft, remove as an assembly the output shaft, bearing 14, reverse
planetary assembly 6, ring gear 5, thrust
washer 4, retainer 3, six bolts 2, sun gear 1,
thrust washer 21 (Foldout 26,A), low-range
planetary assembly 11, and snapring 6. Remove the lifting device.

22. Pull bearing 51 from shaft 56. Remove spacer


52, gear 53, and spacer 54. Press shaft 56 from
bearing 55. Do not remove front output bearing
retainer assembly 6 at this time.
23. Remove the bolts that hold the transfer gear
housing to the transmission main housing.

SPACER
SHAFT

PULLER

BEARING
OUTPUT
DRIVEN GEAR

H00843
H00842

Figure 553. Removing Output Shaft Rear Bearing


(Some Dropbox Models)

Figure 554. Removing Spacer From Rear of Output


Shaft (Dropbox Models With No Rear Output)

Copyright 1997 General Motors Corp.

521

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


4. Lift reverse planetary carrier assembly 6 (Foldout 26,B), along with bearing 14, ring gear 5, retainer 3, and bolts 2 from the shaft assembly.
Remove bronze thrust washer 4 from reverse
sun gear 1 (or from the underside of the carrier
assembly). Refer to Paragraph 642 for rebuild
instructions for the reverse planetary carrier assembly.

9. Remove fourteen low-range clutch piston return


springs 25 (Figure 5-58). Remove low-range
ring gear 22. For CL(B)T models, remove four
internal-splined clutch plates 26 and four external-splined clutch plates 27. For M 6600 and S
6600 Series models, remove five clutch plates
26 and five external-splined clutch plates 27.
Remove low-range clutch anchor 23.

5. Remove reverse sun gear 1 (Foldout 26,B) from


the hub of low-range planetary carrier assembly
11 (Foldout 26,A). Remove bronze thrust
washer 21.

10. Remove intermediate-range clutch piston 32


(Foldout 25) and piston housing assembly 34
(Figure 5-59). Remove two anchor keys 17. Remove piston 32 from housing assembly 34. Refer to Paragraph 417 and remove sealrings 31
and 33 from piston 32. Remove pins 36 from
housing 35 only if replacement is necessary. Remove fourteen intermediate-range piston return
springs 19.

6. Remove the output shaft from low-range planetary carrier assembly 11. Remove snapring 6
from the output shaft if replacement is necessary. Refer to Paragraph 643 for rebuild instructions for the low-range carrier assembly.
7. Remove five external-splined plates 19 (Foldout
26,B) and five internal-splined plates 18 from
reverse-clutch anchor 15. Remove anchor 15.
Remove two keys 17 from the transmission
housing.
8. Remove eight self-locking bolts 13 (Foldout 25)
and four retainers 12 (Figure 557). Remove
low-range clutch piston 29 (Foldout 26,A) and
piston housing assembly 31. Remove the piston
from the housing assembly. Refer to Paragraph
417 and remove sealrings 28 and 30 from piston 29. Remove pins 33 from housing 32 only if
replacement is necessary.

SUITABLE LIFTING
DEVICE

REVERSE
PLANETARY
RING GEAR

OUTPUT SHAFT

HOUSING
REVERSE
PLANETARY
CARRIER

BEARING

GASKET

REVERSE-CLUTCH PISTON
RETURN SPRING (14)
LOW-RANGE PLANETARY
CARRIER ASSEMBLY
H00844.01
H03577

Figure 555. Removing Transfer Gear Housing From


Transmission Housing (Dropbox Models)

522

Figure 556. Removing Reverse and Low Planetary


Carrier Assemblies

Copyright 1997 General Motors Corp.

DISASSEMBLY OF TRANSMISSION

BOLT
PISTON
HOUSING
ASSEMBLY

SPLITTER
OUTPUT
SHAFT

13. Remove intermediate-range sun gear 1. If


present, remove the intermediate-range clutch
backplate 16.
14. Remove large internal snapring 15 (Foldout
19,B) from high-range clutch drum 4 (Figure
561). Remove high-range clutch backplate
14, three internal-splined clutch plates 12, and
two external-splined clutch plates 13 from the
clutch drum.

RETAINER

Figure 557. Removing Splitter Output Shaft


Retainer Bolts

CLUTCH PLATE

SPRING

Figure 560. Remove sealring 10 from the intermediate-range carrier assembly. For models
with carrier assembly 25, do not remove retaining ring 24 and hub 23 from the carrier assembly unless replacement is necessary. Refer to
Paragraph 644 for rebuild instructions for the
splitter output shaft and collector ring assembly. Refer to Paragraph 645 for rebuild instructions for the intermediate-range carrier
assembly.

ANCHOR

15. Reinstall the high-range clutch backplate


(Figure 562) and snapring into the highrange clutch drum. Lift out the drum and
related parts by shouldering the backplate
against the snapring. Remove the snapring
and backplate. Refer to Paragraph 646 for
rebuild instructions for the high-range clutch
and drum assembly.

RING GEAR
CLUTCH ANCHOR
CLUTCH PLATES
SPRING (14)
KEY

RING GEAR

KEY

H00850

KEY

KEY

Figure 558. Removing Low-Range Clutch Piston


Return Springs

11. Remove intermediate-range ring gear 14, 20,


27, or 28. Remove intermediate-range clutch
plates 29 and 30. Remove anchor 18 or 22.
12. Attach a lifting sling to the intermediate-range
carrier assembly. Remove, as an assembly, the
intermediate-range carrier assembly and attached parts. Remove the shaft as shown in

INTERMEDIATE-RANGE
CARRIER ASSEMBLY
PISTON HOUSING
ASSEMBLY
H00851

Figure 559. Removing Intermediate-Range Clutch


Piston Housing and Piston

Copyright 1997 General Motors Corp.

523

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS

CLUTCH BACKPLATE

INTERMEDIATE-RANGE
CARRIER

CLUTCH
DRUM

BEARING

SNAPRING
SPLITTER
SHAFT

H00854
H00852

Figure 562. Removing High-Range


Clutch and Drum Assembly
Figure 560. Removing Splitter Output Shaft Assembly
From Intermediate-Range Carrier

ANCHOR
KEY (2)

CLUTCH BACKPLATE
CLUTCH DRUM
SNAPRING
CLUTCH
PLATES
COMPRESSION RING

KEY GUIDES

H00855

H00853

Figure 561. Removing High-Range


Clutch Backplate Snapring

16. Remove two clutch anchor keys from the transmission housing key guides (Figure 563). If
present, remove spacer 21 (Foldout 25). Remove compression ring 15 from the transmission housing.
524

Figure 563. Removing Clutch Anchor Keys

k. Removal of Splitter Clutch and Related Parts


1. Turn the transmission housing assembly over,
front end upward, and rest it on wood blocks. Remove two bolts and retainers that secure the splitter-high clutch backplate spacer (Figure 564).
Remove the spacer and the splitter-high clutch
backplate.

Copyright 1997 General Motors Corp.

DISASSEMBLY OF TRANSMISSION
2. Remove fourteen splitter-high clutch piston return springs (Figure 565) from the splitter-high
clutch anchor.
3. Remove the splitter-high clutch anchor (Figure
566) from the housing.

6. Remove, as a unit, the splitter ring gear, hub,


bearing, and bearing retainer (Figure 568).
Remove the snapring to separate the ring gear
from the hub. Remove retainer 28 (Foldout
19,A), and bearing 27 from the hub.

4. Remove the splitter-high clutch plates.


5. Through access holes provided in the splitter
ring gear hub, remove six bolts 30 and
lockwashers 29 (Foldout 19,A) that secure ring
gear hub bearing retainer 28 to the transmission housing (Figure 567).

CLUTCH
PLATES

ANCHOR
BOLT
RETAINER
SPACER

CLUTCH BACKPLATE

TRANSMISSION
HOUSING

H00858

Figure 566. Removing Splitter-High


Clutch Anchor
H00856

Figure 564. Removing Splitter-High


Clutch Backplate Spacer Retainers
ANCHOR
KEY (2)
SPRING (14)
SPRING PIN (14)
(5600, 5900,
6000 MODELS)

GEAR
HUB

ANCHOR
ACCESS
HOLE

RETAINER

ACCESS
HOLE

TRANSMISSION
HOUSING
H00859
H00857.01

Figure 565. Removing Splitter-High


Clutch Piston Return Springs

Figure 567. Removing Splitter Ring Gear Hub


Bearing Retainer Bolts

Copyright 1997 General Motors Corp.

525

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


7. Remove two clutch anchor keys. Remove, as a
unit, the splitter-high clutch piston and housing. Turn the splitter-high piston housing with
the piston downward and bump the housing on
the work table to remove the splitter-high piston. Refer to Paragraph 417 and remove the
lip-type sealrings. Refer to Paragraph 647 for
rebuild instructions for the transmission main
housing assembly.

RING GEAR
RETAINER

BEARING
HUB
PISTON HOUSING
PISTON

H00860

Figure 568. Removing Splitter Ring Gear


and Attached Parts

526

Copyright 1997 General Motors Corp.

REBUILD
OF SUBASSEMBLIES
Section 6
REBUILD
OF SUBASSEMBLIES
61.

SCOPE

1. Remove four screws 46 that retain light socket


plate assembly 40 (Figure 61).

This section describes the disassembly and assembly


of the subassemblies which were removed in Section
5. The rebuild procedures refer to photographs and to
exploded-view foldouts in the back of this manual.

62. GENERAL INFORMATION FOR


REBUILD OF SUBASSEMBLIES
Refer to Sections 4 and 8 for general overhaul information as follows:

2. Carefully pull the plate assembly from the shift


selector body (Figure 62). If necessary, remove light bulb 44 and O-ring 45 from the
socket.
3. If the light socket plate assembly or wiring is
to be replaced, cut the heat-shrink tubing from
the wire terminals and disconnect the plate assembly.

SCREW (4), 6-32 x 38 in.


LIGHT SOCKET
PLATE ASSEMBLY

Paragraph

Title

48

Tools, Equipment

49

Replacement Parts

410

Careful Handling

411

Cleaning, Inspection

412

Assembly Procedures

417

Teflon Lip-Type Sealrings

419

Torque Specifications

81

Wear Limits Data

82

Spring Data

FUSE
HOLDER

BODY

INDEX
KEY

LUBRICATION
ACCESS
H00916.01

Figure 61. Shift Selector Assembly Bottom View

TERMINAL,
WITH SHRINK
TUBING

SOLENOID
COVER

BULB
NO. 1816

63. MANUAL-ELECTRIC CONTROL


SHIFT SELECTOR
a. Disassembly (Foldout 33)

SCREW (3),
8-32 x 12 in.
LOCKWASHER, NO. 8 (3)
RESISTOR
PLATE ASSEMBLY, 24V

CAUTION:
Do not use liquid or vapor cleaning methods on
any electrical components.

PLATE
ASSEMBLY,
12V
O-RING, 38 in.
H00917.01

Figure 62. Shift Selector Assembly Showing 12V


and 24V Light Plates

Copyright 1997 General Motors Corp.

61

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


4. If resistor 41 (in 24V systems) requires replacement, remove it (Figure 62).

11. Remove clutch spring 72 (Figure 65). Remove indicator support 71.

5. Remove three screws 47 and lockwashers 48


that retain inhibitor solenoid cover 49 (Figure
62).

12. Remove screw 67 and lockwasher 68 that retain cover 69 (Figure 65).

6. Remove solenoid cover 49 and gasket 50 (Figure 63). Remove plunger 52 and washer 53
from the solenoid.

RETAINER
RING

SOLENOID
HOUSING

SPRING SEAT

7. Remove the heat-shrink tubing from the solenoid and wiring harness leads (Figure 63).
Disconnect the leads.
8. Remove solenoid coil 54, working the leads
through the holes in the shift selector body and
solenoid housing (Figure 64). Remove sealring 55, retainer ring 56, spring seat 57, and
spring 58 from the solenoid housing.

SCREW (2),
x 134 in.
LOCKWASHER (2)

14-20

SEALRING,
1516 in.

BODY
SOLENOID
LEADS

SOLENOID
COIL

9. Remove two socket head screws 75 and lockwashers 74 that retain the solenoid housing
(Figure 64). Remove the housing.

H00919.01

Figure 64. Shift Selector Assembly


With Solenoid Removed

10. Remove outer clutch 73 from the solenoid


housing (Figure 65). Remove sealring 61. Remove guide pins 59 from the solenoid housing,
if new pins are required.

INDICATOR SUPPORT
CLUTCH SPRING
COVER
GUIDE PIN (2)
SOLENOID LEADS
SOLENOID
COIL

INDICATOR
LIGHT LEAD

SEALRING,
218 in.
BODY

WIRING
HARNESS
LEADS
SOLENOID
HOUSING

ADJUSTING SCREW
COVER

WASHER

INDICATOR
SCREW, 14-20 x 1 in.
LOCKWASHER

PLUNGER
GASKET

OUTER
CLUTCH

H00918

Figure 63. Downshift Inhibitor Components

62

SOLENOID
HOUSING

Figure 65. Shift Selector Assembly


With Solenoid Housing Removed

Copyright 1997 General Motors Corp.

H00920.01

REBUILD OF SUBASSEMBLIES
13. Pull cover 69 from the body (Figure 66). Remove the heat-shrink tubing from the power
lead terminals. Disconnect the terminals. Disconnect the fuse lead.
14. Remove fuse holder assembly 63 from the
cover, if replacement is necessary (Figure 66).
15. Remove three socket head screws 9 and lockwashers 10 that retain body 8 (Figure 66). Remove the body, and its attached parts, from
mounting bracket 22.
16. Remove sealring 19 from mounting bracket 22.
Remove 4-pin connector 34 from the body, if
replacement is necessary.
17. Remove sealring 3 from inner clutch 2 (Figure
66). Remove pin 43 from inner clutch 2. Remove inner clutch 2 from rotary key 38.
18. Remove nut 12 from pin 37. Remove pin 37
from rotary key 38. Remove handle 15 and
knob 16 from rotary key 38. Remove leveler 4
and spring 5. Remove spacer 14, if used.
19. Push rotary key 38 from body 8. Remove sealring 13 from rotary key 38.

SEALRING, 118 in.

20. If bushing 11 requires replacement, press the


bushing from body 8.
21. Remove four screws 27 and washers 26 that retain switch cover 25 (Figure 67). Remove the
cover and cover seal 24.
22. Loosen set screw 36 that retains drive adapter
17 on the switch shaft (Figure 68). Remove
the drive adapter. Remove shim(s) 18 from the
switch shaft.
23. Disconnect all of the wiring harness leads from
the switch assembly (Figure 68). Remove two
screws 20 and washers 21 that retain switch assembly 23. Remove the switch assembly. The
switch assembly is not a serviceable assembly.
24. Remove 4-pin socket 35 if replacement is necessary (Figure 68).
25. Remove four screws 29 that retain wiring harness 31 (Figure 69). Remove the wiring harness from the mounting bracket.
26. Remove sealring 28 from the wiring harness
connector body.

SWITCH
COVER

INNER CLUTCH
KEY

BODY

COVER SEAL

SCREW (3),
516-18 x 58 in.
LOCKWASHER (3)

FUSE
LEAD

LUBRICATION
POINTS

FUSE
HOLDER

WIRING
HARNESS

SWITCH
ASSEMBLY

MOUNTING
BRACKET
POWER LEAD

MOUNTING
BRACKET

COVER
H00921.01

Figure 66. Shift Selector Assembly


With Inner Clutch Exposed

H00922

Figure 67. Mounting Bracket, Switch


Assembly, and Cover

Copyright 1997 General Motors Corp.

63

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


CAUTION:

SWITCH SHAFT

Hand tighten all mating connectors. Use of tools


will damage the components.

SHIM (AR)

SEALRING,
21116 in.

4-PIN SOCKET

MOUNTING
BRACKET
DRIVE
ADAPTER

SWITCH
ASSEMBLY

WIRING
HARNESS
LEADS

SCREW (2),
6-32 x 34 in.
WASHER, NO. 6 (2)

SET
SCREW
H00923.01

Figure 68. Mounting Bracket and


Shaft-End of Switch

WIRING HARNESS

4-PIN SOCKET
INDEX
KEY

3. Install the electrical components as shown in


Figure 610. Note that the wiring diagram
shows the front (mating) side of the socket, and
the order of installation is counterclockwise.
Locate the lead coming from pin K in the 16-pin
connector. Push the free end through the hole
nearest the index projection of the 4-pin socket.
Crimp and solder a socket terminal to the lead,
and push the lead and terminal into the socket
body. Attach the lead from pin M to the 4-pin
socket, directly opposite from lead K, in the
same manner. Attach the lead from pin L to the
4-pin socket at the hole farthest from the mounting bracket base. Attach the separate lead, having two push-on terminals attached, to the 4-pin
socket at the remaining hole.

MOUNTING BRACKET
H00924

Figure 69. Mounting Bracket and


Switch Wiring Harness

b. Assembly (Foldout 33)

CAUTION:
Do not use acid or acid-core solder. Use only
rosin-core solder.
1. If 4-pin female socket 35 was removed from
the mounting bracket, install a new socket. Refer to Figure 610. Push the socket into the flat
side of the mounting bracket until it is flush
with the adjacent area. Note the projection on
the socket body that indexes with a notch in the
mounting bracket.

64

2. Install a 112 inch (38.1 mm) sealring 28 over the


wires and onto the shoulder of main wiring harness 31. Insert the wires through the bottom of
the mounting bracket (Figure 611). Push the
16-pin connector into the mounting bracket,
with the index key toward the flat side of the
mounting bracket (Figure 611). Retain the connector with four 6-32 x 38 inch screws 29.

4. Re-check the connections to make sure they


are correct. Looking at the back of the socket
(where the wires enter), the light-colored lead
from pin K should be nearest the index lug on
the socket. Moving clockwise, the separate
lead with four connectors is next; then another
light-colored lead to pin M; and last, a dark
lead to pin L.
5. Install switch assembly 23 onto mounting
bracket 22 (Figure 611). Position the switch
assembly on the mounting bracket so the switch
numbers (1 through 8) are not inverted. Retain
the assembly with two 6-32 x 34 inch screws 20
and lockwashers 21. The screw holes in the
switch assembly should be approximately midway in the elongated holes in the mounting
bracket when the screws are tightened.

Copyright 1997 General Motors Corp.

REBUILD OF SUBASSEMBLIES

C
1

16-PIN CONNECTOR

BLACK

1
2

8
C

YELLOW
L A

YELLOW

B
M C D
P O N
I
E
H G
F

BLACK

3
SFE9
FUSE

GROUND TO
SWITCH FRAME

DIRECT
CONNECTION
(12V SYSTEM)

6
C

2
1

5
C

X = NOT CONNECTED

LIGHT

SWITCHES

4-PIN CONNECTOR
INHIBITOR
SOLENOID

7
C

RESISTOR (24V SYSTEM)


V03579

Figure 610. Shift Selector Assembly (Manual-Electric Models)

Note also that three switch terminals have no


leads connected to them.
7. Install one shim 18 (darker side first) onto the
switch shaft (Figure 68). More shims may be
required. This will be determined in Step (10).

SWITCH
ASSEMBLY

8. Install the drive adapter (Figure 68). Position


the adapter lightly against the mounting
bracket, and tighten the set screw against the
flat on the switch shaft.
MOUNTING BRACKET

SEALRING, 21116 in.


H00926

Figure 611. Switch Assembly Removed From


Mounting Bracket

4-PIN
CONNECTOR

MOUNTING
BRACKET
4-PIN
SOCKET

BODY

6. Follow the wiring diagram (Figure 610) to


connect the wiring harness leads to the switch
assembly. Also connect the three jumper leads
(from terminal 1 of switch 1, to common terminal of switch 4; from terminal 1 of switch 6,
to common terminal of switch 7; and from
common terminal of switch 3, to terminal 2 of
switch 5, and to common terminal of switch 6).

H00927.01

Figure 612. Shift Selector Body Section and


Switch Section Separated

Copyright 1997 General Motors Corp.

65

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


9. If bushing 11 was removed from the selector
body, press a new bushing into the body until it
is flush with the hub of the body. Hone or ream
the bushing bore until rotary key 38 fits the
bore and can be rotated with finger torque only.
Install the rotary key (without sealring 13). Install selector body 8 onto mounting bracket 22,
engaging the tongue of drive adapter 17 with
the slot in rotary key 38. Retain body 8 with
three 516-18 x 58 inch socket head screws 9 and
lockwashers 10.
10. Using a gauge, determine the end play of rotary key 38. If the end play exceeds the thickness of one shim 18, remove selector body 8
and drive adapter 17, and install an additional
shim 18 (or more, if required). Shims must not
hinder rotary actuation of the rotary key and
switch.
11. When shim adjustment is completed, remove
selector body 8 to complete its assembly.
NOTE:
For assembly of shift selector components use Texaco Marfak No. 2 or equivalent grease.
12. Install 916 inch sealring 13 into the groove of
rotary key 38. Lubricate the rotary key and sealring lightly with grease. Put a small quantity of
grease into the spring recess of rotary key 38.
Coat spring 5 and leveler 4 lightly with grease,
and install them into the rotary key. Install handle 15 (and spacer plate 14, if used) into the slot
of the rotary key. Push threaded pin 37 through
the holes in the rotary key and handle 15 (and
spacer plate 14, if used). Secure the pin with
nut 12. Tighten the nut only enough to eliminate end play of the pin. Do not bind the movement of handle 15 in rotary key 38.
13. If either a new rotary key 38 or a new inner
clutch 2, or both, are installed, a drilling guide
is required. Install inner clutch 2 onto rotary
key 38 until the rotary key bottoms in the
clutch. Install 118 inch sealring 3 onto the inner
clutch (Figure 66).
14. Push inner clutch 2 into the large hole in the
drilling guide of Shift Inhibitor Clutch Drilling
Fixture, J 24711 (Paragraph 48). Position the
body dowel pins in the two smaller holes, and
the selector handle between the two dowel pins
66

of the guide. Hold the rotary key and inner


clutch firmly against the guide stop screw, and
drill a 332 inch (4.9 mm) hole through the clutch
and/or rotary key. Install rotary key pin 43. Remove the assembly from the drill guide.
15. Install 4-pin connector 34 into the shift selector
body (Figure 612). Push the connector into the
mounting face of the body until it is flush with
the adjacent area. Note there is a projection on
the connector body that indexes with a notch in
the shift selector body for angular alignment of
the connector.
16. Install 21116 inch sealring 19 onto mounting
bracket 22 (Figure 68).
17. Install the assembled body section of the shift
selector assembly onto the assembled switch
section (Figure 66). Install three 516-18 x 58
inch socket head screws 9 and lockwashers 10
to retain the two sections.
18. Install fuse holder assembly 63 into body cover
69 (Figure 66). Retain it with nut 66. Connect
the fuse lead (coming from M in the 16-pin
connector, through the 4-pin connector) to the
single lead of the fuse holder (Figure 610).
Connect the power lead (coming from the lead
in the 4-pin socket that connects to the common
terminals of switches 3, 5, 6, and 8) to the black
lead of the fuse holder. Lightly lubricate the
sealring on the inner clutch with grease.
19. Install cover 69 onto the body (Figure 65). Retain the cover with one 14-20 x 1 inch screw 67
and lockwasher 68.
20. If necessary, install a new indicator 70 onto indicator support 71 (Figure 65). Install the indicator support onto the body cover. Apply a
small quantity of grease to the teeth of the inner
clutch. Position clutch spring 72 in the center
recess of the inner clutch.
21. If guide pins 59 were removed from the solenoid housing, install new pins (Figure 65).
Press the pins until they are flush with the surface of the housing inner hub.
22. Install 218 inch sealring 61 onto solenoid housing 60 (Figure 65). Coat the outer surface of
outer clutch 73 lightly with grease. Install the
outer clutch, flat end first, into the solenoid
housing. The clutch must move freely when engaged with the guide pins.

Copyright 1997 General Motors Corp.

REBUILD OF SUBASSEMBLIES
23. Install the assembled solenoid housing onto the
indicator support (Figure 65).
24. Install two 14-20 x 134 inch screws 75 and lockwashers 74 to retain the solenoid housing (Figure 64).
25. Install override spring 58 into the center bore of
the solenoid housing.
26. Install spring seat 57 and retainer ring 56 (Figure 64). Install 1516 inch sealring 55 into the
housing counterbore.
27. Check the angular position of the solenoid
housing (Figure 613). Push the spring seat
downward. While holding the seat downward,
push the shift handle in the upshift direction
against a gate pin. Then push the handle in the
opposite direction. The inhibitor clutch should
engage, but should allow the shift handle to
move away from the gate pin 0.0400.060 inch
(1.011.52 mm) when pull force on the handle
knob does not exceed 15 lb (67 N). This 0.060
inch (1.52 mm) maximum movement applies to
the gate pin where the least movement is found
when all positions are checked. As a result of
tolerances in manufacturing, clearance at some
gate pins can exceed 0.060 inch (1.52 mm)
when the clearance is correctly adjusted at the
position where least movement occurs. Check
the movement at all gate pins.

SCREW (2)

SOLENOID
HOUSING
SHIFT
HANDLE

28. To adjust the solenoid housing, loosen two


screws 75, rotate the housing, and re-tighten
the screws. Too much clearance requires a
counterclockwise adjustment of the solenoid
housing to reduce the clearance. When clearance exceeds the maximum, a clockwise adjustment may be necessary to engage the
inhibitor properly. Too little clearance requires
clockwise adjustment of the solenoid housing.
29. Install solenoid coil 54 into the solenoid housing (Figure 64). Thread the solenoid leads
through two holes in the solenoid housing, indicator support 71, and body cover 69 until
they can be pulled out of the bottom opening in
the body (Figure 63).
30. Install solenoid plunger 52 and washer 53 into
the solenoid coil (Figure 63). Install solenoid
housing gasket 50 and cover 49. Retain the
cover with three 8-32 x 12 inch screws 47 and
lockwashers 48 (Figure 62).
31. With the solenoid and cover installed, check
the shift handle for freedom of movement in
both upshift and downshift directions. Any tendency to catch during downshift movement indicates interference between the inner and
outer clutch teeth. This may be corrected by removing the cover, gasket, solenoid plunger,
and washer, and by rotating the adjusting screw
(Figure 63) clockwise (inward) until there is
no interference. Adjust the screw one turn at a
time and re-check for clutch interference after
each adjustment.
32. At this stage of assembly, there are five unconnected leads at the bottom of the shift selector
assembly. Four are light color; one is black
(Figure 63). Attach the two solenoid leads to
the proper two wiring harness leads, insulating
each connection with a short length of heatshrink tubing.
33. Replace bulb 44, sealring 45, and resistor 41 in
light socket plate assembly 40 (Figure 62).
Connect the lead on the plate assembly with
the remaining free lead (black) in the shift selector assembly, insulating the connection with
heat-shrink tubing.

CLEARANCE

H00928

Figure 613. Checking Solenoid Housing


Angular Adjustment

34. Install light socket plate assembly 40, being


careful that wires do not touch the light bulb
(Figure 61). Retain the plate assembly with
four 6-32 x 38 inch screws 46.

Copyright 1997 General Motors Corp.

67

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


35. Install an SFE 9A fuse 62 into fuse holder 63.
36. Check the circuitry and operation of the shift selector assembly as outlined in Paragraph 320.
37. Install switch cover 25 and cover seal 24 (Figure
67). Retain the cover with four 10-24 x 58 inch
screws 27 and washers 26.

64. SHIFT PATTERN GENERATOR


(SPG), 24V OVERLOAD
PROTECTOR, 12V-to-24V
CONVERTER (Foldout 34)

9. Remove screw 54 and lockwasher 55 that retain the cover.


10. Pull cover 56 from body 6. Remove the heatshrink tubing from the power lead terminals.
Disconnect the terminals. Disconnect the fuse
lead.
11. Remove fuse holder assembly 50 from cover
56 if replacement is necessary.
12. Remove three socket head screws 8 and lockwashers 9 that retain the body. Remove body 6
and its attached parts from mounting bracket
21.

1. For rebuild of these components, refer to


SM1502EN, Automatic Electric Shift Components Rebuild Manual.

13. Remove sealring 18 from mounting bracket 21.


Remove 4-pin connector 33 from body 6 if replacement is necessary.

2. For testing of these automatic electric shift


components, see Paragraphs 321e, f, and g.

14. Remove nut 11 from pin 36. Remove pin 36


from rotary key 37. Remove handle 14 and
knob 15 from rotary key 37. Remove leveler 2
and spring 3. Remove spacer plate 13, if
present.

65. SPG-CONTROL SHIFT SELECTOR


a. Disassembly (Foldout 35)

15. Push rotary key 37 from body 6. Remove sealring 12 from rotary key 37.

CAUTION:

16. If bushing 10 requires replacement, press the


bushing from body 6.

Do not use liquid or vapor cleaning methods on


any electrical components.
1. Remove four screws 44 that retain light socket
plate assembly 39.
2. Carefully pull plate assembly 39 from shift selector body 6. If necessary, remove lamp 42
and sealring 43 from the socket.

18. Loosen set screw 35 that retains drive adapter


16 on the switch shaft. Remove drive adapter
16. Remove shim(s) 17 from the switch shaft.

3. If light socket plate assembly 39 or wiring is to


be replaced, cut the heat-shrink tubing from the
wire terminals and disconnect the plate assembly.

19. Disconnect all of the wiring harness leads from


the switch assembly. Remove two screws 19
and washers 20 that retain microswitch assembly 22. Remove microswitch assembly 22. The
microswitch assembly is not a serviceable assembly. If present, remove relay 7.

4. If resistor 40 (in 24V systems) requires replacement, remove it.

20. Remove 4-pin socket 34 if replacement is necessary.

5. Remove two screws 45 and lockwashers 46


that retain cover 47.

21. Remove four screws 28 that retain wiring harness 30. Remove wiring harness 30 from
mounting bracket 21.

6. Remove sealring 48 and the cover.


7. Remove the heat-shrink tubing from the leads
of wiring harness 29. Disconnect the leads.
8. Remove indicator support 58.
68

17. Remove four screws 26 and washers 25 that retain switch cover 24. Remove cover 24 and
cover seal 23.

22. Remove sealring 27 from wiring harness 30.


b. Assembly (Foldout 35)
1. If removed, install relay 7.

Copyright 1997 General Motors Corp.

REBUILD OF SUBASSEMBLIES
2. If 4-pin socket 34 was removed from mounting
bracket 21, install a new socket. Push the
socket into the flat side of mounting bracket 21
until it is flush with the adjacent area. Note that
the projection on the socket body indexes with
a notch in the mounting bracket.

shift selectors with R-N-DR-5-4-3-2-1 sequence. The view in the wiring diagram is at
the front (mating side) of the socket, and the
order of installation is counterclockwise.

CAUTION:
Do not use acid or acid-core solder. Use only
rosin-core solder.

CAUTION:
Hand tighten all mating connectors. Use of tools
will damage the components.

5. Re-check the connections to make sure they


are correct.

3. Install 112 inch sealring 27 over the wires and


onto the shoulder of main wiring harness 30.
Insert the wires through the bottom of mounting bracket 21. Push 16-pin connector 30 into
mounting bracket 21, with the index key toward the flat side of the mounting bracket. Retain the connector with four new 6-32 x 38 inch
self-tapping screws 28.

6. Install microswitch assembly 22 onto mounting


bracket 21. Position microswitch assembly 22 on
mounting bracket 21 so the microswitch numbers (1 through 8) are not inverted. Retain microswitch assembly 22 with two 6-32 x 34 inch
screws 19 and washers 20. The screw holes in
the switch assembly should be approximately
midway in the elongated holes in the mounting
bracket when the screws are tightened.

4. Connect the electrical components as shown in


Figure 614. Note the wiring diagram is for

C
1

1
2

2
1

10
C

L
K

9
C

N
O

E
F

YELLOW

16-PIN CONNECTOR

4-PIN
CONNECTOR

RESISTOR
(24V SYSTEM)

DIRECT
CONNECTION
(12V SYSTEM)

8
C

7
C

SFE9A
FUSE
C

LIGHT

BLACK

C
2

J
I

GROUND TO
SWITCH FRAME

6
C

X = NOT CONNECTED
SWITCHES

V03580

Figure 614. Automatic-Electric Shift Selector Assembly (Selectors With R-N-DR-5-4-3-2-1 Sequence)

Copyright 1997 General Motors Corp.

69

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


7. Follow the wiring diagram (Figure 614) to
connect the wiring harness leads to the switch
assembly.
8. Install one shim 17, darker side first, onto the
switch shaft. More shims may be required.
This will be determined in Step (11).
9. Install drive adapter 16. Position the adapter
lightly against mounting bracket 21 and tighten
set screw 35 against the flat on the switch shaft.
10. If bushing 10 was removed from selector body
6, press a new bushing 10 into body 6 until it is
flush with the hub of the body. Hone or ream
the bushing bore until rotary key 37 will fit the
bore and can be rotated with finger torque only.
Install rotary key 37 (without sealring 12). Install shift selector body 6 onto mounting
bracket 21, engaging the tongue of drive
adapter 16 with the slot in rotary key 37. Retain body 6 with three 516-18 x 58 inch socket
head screws 8 and lockwashers 9.
11. Using a gauge, determine the end play of rotary key 37. If the end play exceeds the thickness of one shim 17, remove the selector body
and drive adapter and install an additional shim
(or more, if required). Shims must not hinder
rotary actuation of the rotary key and microswitch.
12. When shim adjustment is completed, remove
selector body 6 to complete assembly.
NOTE:

14. Install 4-pin connector 33 into shift selector


body 6. Push the connector into the mounting
face of the body until it is flush with the adjacent area. Note there is a projection on the connector body that indexes with a notch in the
shift selector body for angular alignment of the
connector.
15. Install the 21116 inch sealring 18 onto mounting
bracket 21.
16. Install the assembled body section of the shift
selector assembly onto the assembled switch
section. Install three 516-18 x 58 inch socket
head screws 8 and lockwashers 9 to retain the
two sections.
17. Install fuse holder 50 into body cover 56. Retain it with nut 53. Connect the fuse lead (Figure 614) to the single lead of the fuse holder.
Connect the power lead to the lead of the fuse
holder.
18. Install cover 56 onto body 6. Retain the cover
with one 14-20 x 1 inch screw 54 and lockwasher 55.
19. If necessary, install a new indicator 57 onto indicator support 58. Install the indicator support
onto body cover 56.
20. Install a 218 sealring 48 and cover 47. Retain
the cover with two 14-20 x 112 inch screws 45
and lockwashers 46.
21. With cover 47 installed, check the shift handle
for freedom of movement in both upshift and
downshift directions.

For assembly of shift selector components use Texaco Marfak No. 2 or equivalent grease.

22. Attach any leads to the proper wiring harnesses


and insulate each connection with a short
length of heat-shrink tubing (Figure 614).

13. Install the 916 inch sealring 12 into the groove


of rotary key 37. Lubricate rotary key 37 and
sealring 12 lightly with grease. Put a small
quantity of grease into the spring recess of the
rotary key. Coat spring 3 and leveler 2 lightly
with grease, and install them into rotary key 37.
Install knob 15 and handle 14 (and spacer plate
13, if used) into the slot of rotary key 37. Push
threaded pin 36 through the holes in the rotary
key and handle 14 (and spacer plate 13, if
used). Secure the pin with nut 11. Tighten the
nut only enough to eliminate end play of the
pin. Do not bind the movement of the handle in
rotary key 37.

23. Replace lamp 42, sealring 43, and resistor 40


if needed, in light socket plate assembly 39.
Connect the lead on the plate assembly with
the remaining free lead in the shift selector
assembly and insulate the connection with
heat-shrink tubing.

610

24. Install light socket plate assembly 39, being


careful that wires do not touch the lamp. Retain
the plate assembly with four 6-32 x 38 inch
screws 44.
25. Install an SFE 9A fuse 49 into the fuse holder.
26. Check the circuitry and operation of the shift selector assembly as outlined in Paragraph 321.

Copyright 1997 General Motors Corp.

REBUILD OF SUBASSEMBLIES
27. Install cover seal 23 and switch cover 24. Retain cover 24 with four 10-24 x 58 inch screws
26 and washers 25.

66. SPG-CONTROL THROTTLE


POTENTIOMETER
NOTE:
For testing refer to Paragraph 321c.

5. Tighten seal 12. Install four 10-24 x 716 inch


screws 17.
6. Center lever 10 on the shaft in the available
space between bearing 21 and seal 12.
7. Using needle-nosed pliers between lever 10 and
bearing 21, tighten 14 -20 x 34 inch bolt 11 until
an adjustment is reached that will give a resistance reading of 275 Ohms at the full throttle
position (refer to Paragraph 321c).

67. ELECTRONIC-CONTROL SHIFT


SELECTOR LEVER-TYPE

a. Disassembly (Foldout 34)


1. Loosen clamp bolt 11.
2. Remove four screws 17. Rotate seal 12 counterclockwise (viewed from lever end of assembly) until it is free of potentiometer and
coupling assembly 14.
3. Remove Items 14 through 19 as a unit. This will
free lever 10 and seal 12. Remove lever 10 and
seal 12. Remove spacer 19 from assembly 14.
Potentiometer and coupling assembly 14 is not a
serviceable assembly. Do not attempt to make
an adjustment within assembly 14.
4. Remove four screws 18. Separate potentiometer and coupling assembly 14, gasket 15, and
cover 16.

NOTE:
All the screws in this assembly are patchlock
screws. When removing the screws, check the prevailing torque. Compare the actual prevailing
torque with the chart on Foldout 36,A to determine
if new screws will be required at assembly.
Disassemble the shift selector only to the extent
necessary for access to replacement parts (e.g.,
housing cover does not need to be removed to replace lamps).
a. Disassembly (Foldout 36,A)

5. Remove bearing 21 from housing 20 if replacement is necessary.

1. Place the shift selector lever in the central position (fifth or second range) (Figure 615).

6. Remove sealring 13 from seal 12.

2. Remove selector lever end cap cover 36.

b. Assembly (Foldout 34)


1. Install bearing 21. Press it into housing 20 until
flush with the bottom of the counterbore (at the
lever end of the assembly).
2. Assemble spacer 19, potentiometer and coupling assembly 14, gasket 15, and cover 16,
and secure them with four 4-40 x 516 inch
screws 18.
3. Install the potentiometer shaft into housing 20,
placing seal 12 (with new sealring 13 installed)
and lever 10 on the shaft when the shaft extends through the housing.
4. Thread seal 12 onto the potentiometer threads,
guiding the pin of the potentiometer into a
matching hole in housing 20.

3. Remove four 6-32 x 58 inch screws 1 from


bezel 2.
NOTE:
If the bezel is being removed only to access the
lamps or to replace the legend or cover, skip Step
(4). Removal of the bezel requires slight spreading
to slide it off the lever and end cap.
4. Lift the bezel up to the lever end cap, then turn
the bezel 90 degree to remove it (Figure 616).
5. Remove two 6-32 x 12 inch screws 3 from the
legend cover. Remove legend cover 5 and gasket 7. Remove legend strip 6 from the cover
only if replacement is necessary.

Copyright 1997 General Motors Corp.

611

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


NOTE:

BEZEL

SCREW (4),
6-32 x 58 in.

SELECTOR LEVER
END CAP COVER

To remove magnet holder and range indicator assembly 14, roller 13 must be removed. If roller 13 is
not exposed enough to grip it with pliers, grip the
shift selector and lever assembly and squeeze the lever against the selector body to release the force
from roller 13. If end cap 34 has not been removed,
to gain access to roller 13, it may also be necessary
to lift upward on the shift latch to release the force
from spring 33 and rod 32.

H00930.01

Figure 615. Typical Lever Shift Selector

LEGEND STRIP

11. Being careful not to damage the electrical connector at the base of the selector body, bump
the selector assembly against the work table to
expose roller 13 enough to grip the roller with
pliers. Remove roller 13.

LEGEND COVER

GASKET

SELECTOR
LEVER

END
CAP

SCREW (2),
6-32 x 12 in.

BEZEL

H00931.01

Figure 616. Removing Bezel

6. To replace lamps 20, pull the burnt-out lamps


straight out of the sockets (in the removal process, the lamps may be destroyed).

12. Remove magnet holder and range indicator assembly 14 from shaft 18 while removing selector lever 29 along with attached parts from the
other side.
13. If replacement is necessary, remove two 6-32 x
38 inch screws 15 and range indicator 16 from
magnet holder assembly 17.
14. Remove two 6-32 x 12 inch screws 22, spring
backplate 24, and spring 26.
15. Using a pin punch, drive out roller 27. Remove
shaft 18.
16. Do not remove bearing 19 unless it is damaged.

NOTE:
7. If the shift latch cover needs to be replaced,
break away both half-covers 31 and remove pin
30.
8. Remove two 6-32 x 516 inch screws 35 and end
cap 34. Remove spring 33 and rod 32.

Before removing screws 28 and cam stops 25, note


and record the location of screws 28 so that the same
location of cam stops 25 can be maintained at assembly.
17. Remove six 6-32 x 38 inch screws 28 and two
cam stops 25.

9. Remove nine 6-32 x 38 inch flat head screws 9


from housing cover 10. Remove cover 10 and
gasket 11.

18. Remove three 8-32 x 716 inch screws 23 and


detent plate 21.

10. Do not remove bearing 12 from inside of cover


10 unless the bearing is damaged.

19. Do not attempt any further disassembly of the


shift selector body or electronic components.

612

Copyright 1997 General Motors Corp.

REBUILD OF SUBASSEMBLIES
8. Hold magnet holder and range indicator assembly 14 in place.

b. Assembly (Foldout 36,A)


1. Install detent plate 21, flat side first, and secure it with three 8-32 x 716 inch screws 23.
Begin to tighten screws 23. Prevailing torque
must be no greater than 12 lb in. (1.4 Nm). If
prevailing torque of screws 23 is greater than
12 lb in. (1.4 Nm), remove screws 23 and get
new ones. Tighten screws 23 to 3341 lb in.
(3.74.6 Nm).

9. Install selector lever 29, along with attached


parts, carefully guiding shaft 18 through center
bore seal, bearing 19, and magnet holder assembly 17.

NOTE:
2. Install two cam stops 25 and six 6-32 x 38 inch
screws 28 in the same locations from which
they were removed. Begin to tighten screws 28.
Prevailing torque must be no greater than 8 lb
in. (0.9 Nm). If prevailing torque of screws 28
is greater than 8 lb in. (0.9 Nm), remove
screws 28 and get new ones. Tighten screws 28
to 1115 lb in. (1.31.7 Nm).
3. If removed, install bearing 19. Lubricate the ID
of bearing 19 with Lubriplate.
4. Install shaft 18, round end into selector lever
base and flat side downward. Install roller 27 to
retain shaft 18 in base of selector lever. Tap the
roller to 0.050 inch (1.27 mm) above the surface at both ends of the roller.
5. Install spring 26, raised dimple outward. Install backplate 24 and two 6-32 x 12 inch
screws 22. Begin to tighten screws 22. Prevailing torque must be no greater than 8 lb in.
(0.9 Nm). If prevailing torque of screws 22 is
greater than 8 lb in. (0.9 Nm), remove screws
22 and get new ones. Tighten screws 22 to
1115 lb in. (1.31.7 Nm). Lubricate spring
26 with Lubriplate.
6. Lubricate center bore seal, shaft 18, and detent
plate 21 with Lubriplate.
7. Install range indicator 16, bent tab outward,
onto magnet holder assembly 17. Install two 632 x 38 inch screws 15. Begin to tighten screws
15. Prevailing torque must be no greater than 8
lb in. (0.9 Nm). If prevailing torque of screws
15 is greater than 8 lb in. (0.9 Nm), remove
screws 15 and get new ones. Tighten screws 15
to 1923 lb in. (2.12.6 Nm).

To retain shaft 18 and magnet holder assembly 17,


roller 13 must be installed. If the pin hole in shaft 18
is not aligned well enough to install roller 13, grip
the shift selector and lever assembly and squeeze
the lever against the selector body to align the holes.
If end cap 34 is in place, it may also be necessary to
lift upward on the shift latch to release the force
from spring 33 and rod 32.
10. Align the pin holes in the shaft and magnet
holder and install roller 13. Tap the roller to
0.050 inch (1.27 mm) above the surface at both
ends of the roller.
11. If removed, install bearing 12 into the bore on
the inside of cover 10. Lubricate bearing 12
with Lubriplate.
12. Install gasket 11. Install housing cover 10,
guiding bearing 12 over the end of shaft 18.
13. Install nine 6-32 x 38 inch flat head screws 9.
Begin to tighten screws 9. Prevailing torque
must be no greater than 8 lb in. (0.9 Nm). If
prevailing torque of screws 9 is greater than
8 lb in. (0.9 Nm), remove screws 9 and get
new ones. Tighten screws 9 to 1923 lb in.
(2.12.6 Nm).
14. Lubricate rod 32 with Lubriplate. Install rod
32 into lever 29. Install spring 33.
15. Install end cap 34 and two 6-32 x 516 inch
screws 35 (Figure 617). Begin to tighten
screws 35. Prevailing torque must be no greater
than 5 lb in. (0.6 Nm). If prevailing torque of
screws 35 is greater than 5 lb in. (0.6 Nm), remove screws 35 and get new ones. Tighten
screws 35 to 68 lb in. (0.70.9 Nm).

Copyright 1997 General Motors Corp.

613

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


68. ELECTRONIC-CONTROL SHIFT
SELECTOR TOUCH-PAD

SELECTOR LEVER

a. Disassembly (Foldout 36,B)


SHIFT LATCH
HALF-COVER

NOTE:
If a lamp or lamp circuit board assembly replacement is required, do Steps (1) through (6). If only
the cover assembly needs to be replaced, do Steps
(1) and (7).

END CAP
PIN
SCREW (2), 4-40 x 516 in.
H00932.01

Figure 617. Replacement of Shift Latch Cover

16. If the shift latch cover was removed, install pin


30 and one half-cover 31 (Figure 617). Put
the other half-cover in place using Loctite Super Bonder (No. 495) to hold the two halves together. Clamp the two halves together until the
adhesive is dry.
17. For smooth operation, apply Lubriplate to the
lever where the shift latch moves.
18. Install new lamps 20 by pushing them straight
into the sockets.
19. If removed, install a new legend strip 6 onto
the underside of legend cover 5 (Figure 616).
Install gasket 7 and the legend cover. Retain
the cover with two 6-32 x 12 inch screws 3. Begin to tighten screws 3. Prevailing torque must
be no greater than 8 lb in. (0.9 Nm). If prevailing torque of screws 3 is greater than 8 lb in.
(0.9 Nm), remove screws 3 and get new ones.
Tighten screws 3 to 1115 lb in. (1.31.7 Nm).

20. Slip bezel 2 over end cap 34 (Figure 616), then


rotate it 90 to install it onto the shift selector
(Figure 615). Install four 6-32 x 58 inch screws
1. Begin to tighten screws 1. Prevailing torque
must be no greater than 8 lb in. (0.9 Nm). If prevailing torque of screws 1 is greater than 8 lb in.
(0.9 Nm), remove screws 1 and get new ones.
Tighten screws 1 to 1115 lb in. (1.31.7 Nm).

1. Place the shift selector (Figure 618) on a flat


surface, face side down (Figure 619). Remove
four screws 1 and washers 2 that retain cover
assembly 8 to housing assembly 3.
2. Carefully separate the cover assembly and
housing assembly just enough to permit removal of lamp circuit board assembly 9 or 10
(Figure 620).
3. Carefully pry the lamp circuit board assembly from the housing assembly with the tip of
a small screwdriver (Figure 620). The circuit board assembly is retained to the housing
assembly by a multiple pin connector. Remove the lamp circuit board assembly. Do
not separate the cover-to-housing pin connector (Figure 621).

SHIFT SELECTOR
H00695.01

21. Install selector lever end cap cover 36.

614

Figure 618. Typical Touch-Pad Shift Selector

Copyright 1997 General Motors Corp.

REBUILD OF SUBASSEMBLIES
SCREW (4),
6-32 x 1 2 in.
WASHER (4)

COVER
ASSEMBLY
HOUSING
ASSEMBLY
COVER

CONNECTOR

CONNECTOR
PINS
HOUSING
ASSEMBLY

H00933.01
H00935

Figure 619. Rear of Touch-Pad Shift Selector


Figure 621. Cover-to-Housing Pin Connector

5. For earlier models, if lamp holder replacement


is necessary, compress the two locktabs on
lamp holder 7 (Figure 623). Holding the two
locktabs in a compressed position, push the
lamp holder downward until it is clear of its
socket and remove it.

COVER
ASSEMBLY

6. Remove lamps 6 as necessary. The lamps are


the only parts in the circuit board assembly that
are replaceable. If any other damage has occurred to the circuit board assembly, replace
the entire circuit board assembly.

LAMP CIRCUIT
BOARD ASSEMBLY
(EARLIER MODELS)
CONNECTOR

7. If replacement is necessary, grasp the cover assembly in one hand and the housing assembly
in the other hand, and gently separate the two
components (Figure 621).
HOUSING
ASSEMBLY
H00934

Figure 620. Removing Lamp Circuit Board Assembly

4. Figure 622 illustrates the three types of lamp


circuit board assemblies. In earlier models,
both lamps and lamp holders are replaceable.
In later models, only the lamps are replaceable
and the lamp holders are soldered in place.

b. Assembly (Foldout 36,B)


NOTE:
When installing a new cover assembly, it may be desirable to remove the lamp circuit board assembly.
This will provide free access to mate the cover assembly connector to its mating connector in the
housing assembly.

Copyright 1997 General Motors Corp.

615

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS

SERVICEABLE LAMP
LOCATION

SERVICEABLE LAMP
LOCATION

LAMP HOLDER
CLIPS (REMOVABLE
IN EARLIER MODELS)

FRONT VIEW

REMOVABLE
LAMP HOLDERS

NON-REMOVABLE
LAMP HOLDERS

NON-REMOVABLE
LAMP HOLDERS

(EARLIER MODELS)

(INTERIM MODELS)

(LATER MODELS)

BACK VIEW

NOTE: Circuit boards are fully interchangeable.

Figure 622. Lamp Circuit Board Assembly Configurations

616

Copyright 1997 General Motors Corp.

H00936

REBUILD OF SUBASSEMBLIES
69. ELECTRONIC CONTROL UNIT
(ECU) PROM REPLACEMENT

LAMP CIRCUIT
BOARD ASSEMBLY

CAUTION:
Warranty of the system may be void if
SA1951EN seal 6 (Foldout 37) is broken or removed by unauthorized personnel.

LAMP
LAMP
SOCKET

LOCKTABS

H00937.01

Figure 623. Lamp and Holder Removed From Bottom


of Circuit Board Assembly (Earlier Models)

1. Install new lamps 6, as required. For earlier


models, to install a new lamp holder 7, compress the two locktabs (one on each side of
holder) and push the lamp holder up into its
socket in lamp circuit board assembly 9 (Figure 623). Be sure the two locktabs snap into
place in the circuit board assembly.
2. Check for bent connector pins in housing assembly 3 (Figure 621). Bent pins can be damaged further or broken when mated with their
mating connector, making it necessary to replace the housing assembly.
3. Align the new cover assembly connector with
its mating pins in the housing. Press the connector onto the pins as far as possible.
4. Insert lamp circuit board assembly 9 or 10 between the housing assembly and cover assembly
(Figure 621). Be sure the lamp side of the circuit board assembly is facing the cover assembly. Align the circuit board assembly connector
with its mating pins in the housing. Press the
connector onto the pins as far as possible.
5. Carefully close the cover assembly onto the
housing assembly. Hold the cover and body securely together until the screws are tightened.
6. Place the shift selector, face down, on a flat
surface and install four 6-32 x 12 inch cover
screws 1 and washers 2 (Figure 619). Tighten
the screws to 1115 lb in. (1.31.7 Nm).

NOTE:
Removal and replacement of a PROM should be
necessary only if correcting a diagnostic code 34
(PROM check) or if a replacement (remanufactured) ECU is being installed. Remanufactured
ECUs are shipped without PROMs and the PROM
from the removed ECU should be reused.

a. Removal of PROM (Foldout 37)


1. If authorized by Allison Transmission Division, General Motors, remove the four PROM
cover screws 9, lockwashers 8, and seals 7
(Figure 624).

CAUTION:
Do not touch the PROM with hands.

2. Break SA1951EN seal 6 and remove cover 5


and gasket 4.
3. Using the rocker-type PROM removal tool
J 35889-A (Paragraph 48), engage one end of
the PROM retainer with the hook end of the
tool (Figure 625). Press on the vertical bar
end of the tool and rock the engaged end of the
PROM retainer up as far as possible. Engage
the opposite end of the PROM carrier in the
same manner and rock this end up as far as
possible. Repeat this process until the PROM
retainer and PROM are free of the PROM
socket. The PROM retainer with PROM in it
should lift off of the PROM socket easily.
4. Do not attempt further disassembly of the ECU
or separation of the PROM from the retainer.

Copyright 1997 General Motors Corp.

617

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


b. Installation of PROM (Foldout 37)
ELECTRONIC
CONTROL
UNIT (ECU)

CAUTION:
Do not touch the PROM with hands. Do not press
on the PROM. Press only straight down on the
PROM carrier. Do not twist or rock the PROM
and retainer during installation. Be sure the
PROM is not installed backwards. Anytime the
PROM is installed backwards and the ignition
switch is turned on, the PROM is destroyed.

SA1951
SEAL

NOTICE

SCREW (4), 6-32 x 12 in.


LOCKWASHER (4),
AND SEAL (4)

PROM COVER
AND GASKET

V02142

Figure 624. Electronic Control Unit (ECU)


Rear View

PROM AND
RETAINER ASSEMBLY

1. Position the new PROM retainer squarely over


the PROM socket with the narrow slotted end
of the retainer aligned with the narrow tab on
the socket (Figure 625). Press straight down
on the PROM retainer until it is firmly seated
in the socket.
2. Install gasket 4 and PROM cover 5 (Figure 6
24). Retain the cover with four 6-32 x 12 inch
screws 9, lockwashers 8, and seals 7. Tighten
the screws to 2126 lb in. (2.42.9 Nm).
3. Install a new SA1951EN seal 6 over the cover.

ELECTRONIC CONTROL
UNIT (ECU)

NARROW
SLOT
NARROW
TAB

J 35889-A

PROM REMOVAL METHOD

CAUTION: Press on
PROM retainer only.

PROM INSTALLATION METHOD


V02143

Figure 625. Removing and Installing PROM

618

Copyright 1997 General Motors Corp.

REBUILD OF SUBASSEMBLIES
610. PARKING BRAKE
ASSEMBLY
a. Disassembly (Foldout 32)
1. Remove two shoe return springs 17 (Figure 6
26). Remove anchor pin brace 16.
2. Remove adjusting screw spring 13 and adjusting screw assembly (Figure 627). Do not disassemble the adjusting screw assembly unless
parts replacement is necessary.

2. Coat the shaft of camshaft 14 with an antiseize compound and install the camshaft,
spring washer 4, and apply lever 3, using care
to line up the marks that were scribed into the
lever and shaft prior to disassembly. Seat the
lever firmly against the spring washer to prevent play in the camshaft and lever assembly.
ANCHOR PIN
BRACE
SHOE RETURN
SPRING

BRAKE
SHOE

3. Remove two shoe and lining assemblies 18.

NOTE:
If brake apply lever 3 (Foldout 32) is to be removed,
deeply scribe or center-punch the end of camshaft
14 and the lever at the 12 oclock position to show
the relationship of the two parts. This will assist correct re-assembly.
BRAKE
BACKPLATE

4. If necessary, remove apply lever 3 and spring


washer 4. Remove nuts 6, lockwashers 7,
camshaft support 8, anchor pins 15, and camshaft 14.

H00940

Figure 626. Removing Parking Brake Shoe


Return Spring

b. Assembly (Foldout 32)


CAM

SHOE AND
LINING ASSEMBLY

ANCHOR PIN

CAUTION:
Brake linings must be kept free from transmission fluid, grease, or other contamination.

1. Coat the threads of anchor pins 15 with an


anti-seize compound (such as Lubriplate
630-2). Install the anchor pins and camshaft
support 8 and retain them with lockwashers 7
and nuts 6. Tighten nuts 6 to 125166 lb ft
(170225 Nm).

BRAKE
SHOE
GUIDES
BRAKE
SUPPORT
PLATE

ADJUSTING
SCREW SOCKET

NOTE:
If a new lever is being installed, scribe marks onto
the new parts in the same location as the scribe on
the old parts.

ADJUSTING
SCREW SPRING

ADJUSTING SCREW
PIVOT NUT

ADJUSTING
SCREW STAR
WHEEL
H00941

Figure 627. Parking Brake Shoe Assembly

Copyright 1997 General Motors Corp.

619

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


3. Coat the support plate surfaces, where the shoe
webs rest, with an anti-seize compound.
4. If the adjusting screw assembly was disassembled, coat the cleaned parts with an anti-seize
compound and reassemble the parts.
5. Set brake shoes 18 in place over anchor pins 15
and install the adjusting screw assembly and
spring 13 (Figure 627).
6. Install anchor pin brace 16 over the anchor
pins (Figure 626).
7. Install shoe return springs 17.

b. Assembly Earlier Filters (Foldout 13)


1. Install new gaskets 64 onto studs 65 and install
the studs into shells 63.
2. Install springs 62, washers 61, seals 60, and retainers 59 onto studs 65.
3. Install snaprings 58 onto studs 65. Slide the
snaprings down the studs until they engage the
snapring grooves.
4. Install new filter elements 55 into shells 63. Install new sealrings 56 into filter base 48.

611. FILTER ASSEMBLIES


NOTE:
For earlier filters shown on Foldout 13, refer to
Paragraphs 611a and b.
For high-efficiency filters shown on Foldout 14,B,
refer to Paragraphs 611c and d.
For the Allison remote filter shown on Foldout
14,A, refer to Paragraphs 611e and f.
a. Disassembly Earlier Filters (Foldout 13)
1. Remove plug 44 from filter base 48. Remove
and discard gasket 45.
2. Remove spring 46 and filter bypass valve 47
from filter base 48.
3. Remove, only if necessary, plug 54, gasket 53,
and sealring 52 from filter base 48. Remove
plugs 49 and 51.
4. Loosen, but do not remove, center studs 65
from shells 63.
5. Remove shells 63 and related parts from filter
base 48.
6. Remove and discard sealrings 56 and filter elements 55.
7. Remove snaprings 58 from studs 65.
8. Remove retainers 59, seals 60, washers 61, and
springs 62 from studs 65.
9. Remove studs 65 from shells 63. Remove and
discard gaskets 64.
620

10. Do not remove screws and base plates 50. Do


not remove plugs 66.

5. Install shell assemblies 57 with filter elements


55 onto filter base 48. Tighten studs 65 to 4555
lb ft (6174 Nm).
6. If necessary, install a new sealring 52 and gasket
53 and install plug 54 into filter base 48. Tighten
plug 54 to 90100 lb ft (123135 Nm).
7. Install filter bypass valve 47 (larger diameter
end first) into filter base 48. Install spring 46
onto the stem of valve 47.
8. Install a new gasket 45 and install plug 44 into
filter base 48. Tighten plug 44 to 90100 lb ft
(123135 Nm).
9. Install plugs 49 and 51. Tighten the plugs to
1416 lb ft (1921 Nm).
c. Disassembly High-Efficiency Filters
(Foldout 14,B)
1. Unscrew and remove filter shells 24 from filter
base 23. Remove and discard sealrings 21 and
filter elements 22.
2. Unscrew and remove differential pressure
switch 20.
d. Assembly High-Efficiency Filters
(Foldout 14,B)
1. Install differential pressure switch 20 to a maximum height of 2.25 inches (57.1 mm) from
filter base 23.
2. Install new sealrings 21 onto filter base 23. Install new filter elements 22 and filter shells 24.
Tighten the shells sufficiently to prevent leakage.

Copyright 1997 General Motors Corp.

REBUILD OF SUBASSEMBLIES
e. Disassembly Allison Remote Filter
(Foldout 14,A)
1. Unscrew and remove filter shell 21 from filter
cover 18. Remove and discard sealring 19 and
filter element 20.
2. Unscrew and remove differential pressure
switch 17.
f. Assembly Allison Remote Filter
(Foldout 14,A)
1. Install differential pressure switch 17 to a maximum height of 2.25 inches (57.1 mm) from
filter cover 18.
2. Install new sealring 19 into filter cover 18. Install new filter element 20 and filter shell 21.
Tighten the shell sufficiently to prevent leakage.

612. STATOR CONTROL VALVE BODY


(Models With Variable-Capacity Torque
Converter)
a. Disassembly (Foldout 13)
1. Remove valve stop plug 30 and gasket 29 from
stator control valve body 26. Remove spring
28. Remove stator control valve 27.
2. Remove adapter 31 and gasket 32. Remove
valve plug 33 from adapter 31. Remove sealring 34 from plug 33.
3. Do not remove plugs 37, except for cleaning or
replacement.

4. Install gasket 29 on valve stop plug 30.


5. Insert the pin end of the stop plug into the center of the spring and push the plug and spring
in until the threads of plug 30 engage with
body 26.
6. If removed, install plugs 37 into valve body 26.
Tighten plugs 37 to 1416 lb ft (1921 Nm).

613. MAIN-PRESSURE REGULATOR


VALVE BODY ASSEMBLY
CAUTION:
To avoid transmission housing damage and fluid
leakage, refer to Paragraph 412c prior to removing or installing pressure taps.

NOTE:
These instructions apply to the main-pressure regulator valve body assembly shown on Foldout 13,
Foldout 14,A, or Foldout 14,B.

a. Disassembly
1. Remove plug 13 from valve body 6. Remove
and discard gasket 12.
2. Remove booster plug 11, shims 10, and spring 9.
3. Remove set screw 4.
4. Remove stop 8 and valve 7 from valve body 6.

b. Assembly (Foldout 13)


1. Install sealring 34 onto plug 33. Use oil-soluble
grease on the bore of adapter 31, and insert plug
33 and sealring 34 into the external-threaded
end of adapter 31. The small tip end of plug 33
must project from the end of adapter 31.
2. Install adapter 31, with gasket 32, into valve
body 26 and tighten it sufficiently to prevent
leakage.
3. Install stator control valve 27, smaller diameter
first, into control valve body 26. Install valve
spring 28 on the valve end and push the valve
and spring into the body. Spring 28 will protrude approximately 12 inch (13 mm) from the
valve body opening when valve and spring are
properly installed.

5. Remove plug 5 if replacement is necessary.


b. Assembly
1. Install plug or plug and O-ring assembly 5.
Tighten earlier 14 inch NPTF pipe plugs to
1416 lb ft (1921 Nm). Tighten later 716-20
SAE O-ring plug assemblies to 3842 lb in.
(4.34.7 Nm).
2. Install main-pressure regulator valve 7 (smaller
diameter end first) into valve body 6.
3. Install stop 8 with the drilled hole in the stop
toward the outer end of the valve bore. Align
the hole in the stop with the hole in valve body
6 for installation of set screw 4.

Copyright 1997 General Motors Corp.

621

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


4. Install set screw 4 and tighten it to 3660 lb in.
(57 Nm).

4. Install flow valve 16 (longer land first) into


body 7.

5. Install spring 9, shims 10, and booster plug 11


(open end first) into valve body 6. Install a
new gasket 12 and plug 13. Refer to Paragraph 311b for main-pressure adjustment.

5. Install sealring 14 onto plug 15 and install the


plug (smooth end out) into body 7.

614. NON-ELECTRIC LOCKUP VALVE


BODY ASSEMBLY
CAUTION:
To avoid transmission housing damage and fluid
leakage, refer to Paragraph 412c prior to removing or installing pressure taps.
a. Disassembly (Foldout 15,B)
1. Clean the area around pressure switch 22 (if
present). Remove the switch by rotating it
counterclockwise.
2. Using a drift, remove two spring pins 17 from
lockup valve body 7.
3. Remove lockup shift valve plug 12 and spring
11. Remove washer 10 (if present), shim(s) 9,
and lockup shift valve 8.
4. Remove sealring 13 from plug 12.
5. Remove plug 15 and flow valve 16. Remove
sealring 14 from plug 15.
6. Pry out check valve 18 if replacement is
necessary.
7. If present, remove plugs 19 (lockup pressure
tap), 20 (governor pressure tap), and 21.

6. Install the remaining pin 17 into body 7. Position the end of the pin 0.030.06 inch (0.76
1.52 mm) below the machined surface of the
valve body.
7. If removed, press a new check valve 18 (flatter
side first) into body 7, seating it lightly in its
bore.
8. If any plugs 19 and 20 are SAE straight-thread
plugs, check the condition of the O-ring and
plug, and replace if necessary.
9. If applicable, be sure O-rings are in place and
install plugs 19, 20, and 21. For 18 inch NPTF
pipe plugs, tighten to 1012 lb ft (1416 Nm).
For 38-24 SAE O-ring plugs, tighten to 2832
lb in. (3.23.6 Nm).
10. If removed, install pressure switch 22.

615. ELECTRIC-CONTROL LOCKUP


VALVE BODY ASSEMBLY
CAUTION:
To avoid transmission housing damage and fluid
leakage, refer to Paragraph 412c prior to removing or installing pressure taps.

NOTE:
Use a thin-wall deep-socket wrench with a 0.630
inch (16.00 mm) maximum OD to remove or install
solenoid bolts.

b. Assembly (Foldout 15,B)


1. Install lockup shift valve 8 (larger diameter end
first) into valve body 7. Install shim(s) 9,
washer 10 (if required), and spring 11. Refer to
Paragraph 314 for lockup speed adjustment.
2. Install sealring 13 onto plug 12 and install the
plug into valve body 7.
3. Compress spring 11 and install a pin 17 into
body 7. Position the end of the pin 0.030.06
inch (0.761.52 mm) below the machined surface of the valve body.
622

a. Disassembly (Foldout 15,A)


1. Remove two 14-20 x 112 inch bolts 20 and flat
washers 21 from the lockup solenoid cover
(Figure 628).
2. Lift off solenoid cover 22 and, by hand, carefully pull off the harness lead from lockup solenoid 17 (Figure 629). Remove cover gasket
16. If necessary for replacement, remove wiring harness 23 from the solenoid cover. Do not
remove the pin from the cover.

Copyright 1997 General Motors Corp.

REBUILD OF SUBASSEMBLIES
b. Assembly (Foldout 15,A)
BOLT (2), 14-20 x 112 in.
FLAT WASHER (2)

1. If either plugs 14 or 15 (Figure 629) are SAE


straight-thread plugs, check the condition of the
O-ring and plug, and replace if necessary.

SOLENOID COVER

2. If applicable, be sure O-rings are in place and


install plugs 14 and 15. For 18 inch NPTF pipe
plugs, tighten to 1012 lb ft (1416 Nm). For
38-24 SAE O-ring plugs, tighten to 2832 lb in.
(3.23.6 Nm).

H00942.01

Figure 628. Electric Lockup Valve Body Assembly

WIRING HARNESS

3. Install lockup shift valve 9, larger diameter end


first, into lockup valve body 11. Install spring
8. Install packing 6 onto plug 7 and install plug
7 into valve body 11. Drive lockup valve pin 10
into the valve body so it is flush or below the
surface of the valve body at both ends of the
pin (Figure 629).
4. Install the O-ring onto the under side of lockup
solenoid 17. Install the solenoid in the position
shown in Figure 629. Install two flat washers
18 and 14-20 x 1 inch bolts 19. Tighten the
bolts to 911 lb ft (1314 Nm).

PIN
SOLENOID COVER
HEAT SENSOR
PLUG (2)

5. Install cover gasket 16.

BOLT (2), 14-20 x 1 in.


FLAT WASHER (2)
PIN
SOLENOID

6. If wiring harness 23 was removed, be sure


O-ring 25 is in place and install the new wiring harness into the solenoid cover, aligning
the thread flat adjacent to the cover pin.
Tighten wiring harness nut 24 to 68 lb ft
(810 Nm).

H00943.01

Figure 629. Removing (or Installing) Lockup Solenoid


Cover

3. Remove two 14-20 x 1 inch bolts 19 and flat


washers 18 from the lockup solenoid. Remove
the solenoid and O-ring.

7. Hold the solenoid cover near the lockup valve


body and, by hand, carefully install the harness
lead onto the lockup solenoid. Keeping the harness wires and heat sensor out of the way, lower
the solenoid cover onto the gasket (Figure 629).
Install two flat washers 21 and 14-20 x 112 inch
bolts 20 (Figure 628). Tighten the bolts to 911
lb ft (1314 Nm).

4. Drive lockup valve pin 10 out of lockup valve


body 11. Remove plug 7. Remove packing 6
from plug 7. Remove spring 8 and lockup shift
valve 9.

616. MAIN-PRESSURE TRANSFER


TUBE ASSEMBLY

5. Remove plugs 14 and 15 from the lockup valve


body (Figure 629).

a. Disassembly. Remove the hose fittings at the ends


of transfer tube 58 (Foldout 11) for replacement only.

Copyright 1997 General Motors Corp.

623

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


b. Assembly

6. Either end fitting may be backed out of the


socket up to one-half turn to properly align the
ends. For best results, each end fitting should be
backed off one-half the total required amount.

WARNING!
The cadmium-plated material used in the brazed
joints of the main-pressure hose fittings produces
toxic yellow-brown gases when welded. Exposure
to these gases is extremely hazardous and can be
fatal. DO NOT attempt to repair hose fitting
joints by welding.
1. Cut the customer-supplied hose (Figure 630)
to 23.65 inch (600.7 mm).
2. Clamp the socket in a vise.
NOTE:
Do not lubricate the OD of the hose.

CAUTION:
To avoid transmission housing damage and fluid
leakage, refer to Paragraph 412c prior to removing or installing pressure taps.

a. Disassembly (Foldout 20)

3. Thread the hose counterclockwise into the


socket until it bottoms. Back off one-quarter to
one-half turn.
4. Grease nipple threads and the ID of the hose
with oil-soluble grease. Thread the nipple
clockwise into the socket until it bottoms
against the socket.
5. Repeat Steps (2) through (4) for the other end
of the hose.

30.0030.24 in.
(762.0768.1 mm)
HOSE FITTING

617. MANUAL-HYDRAULIC CONTROL


VALVE BODY ASSEMBLY

SOCKET
NIPPLE

BRAZE

CAUTION:
The valve body assembly contains springs and
other parts, some of which are similar and can be
mistakenly interchanged. If parts are not reinstalled in the same locations from which they
were removed, the calibration of valve body
functions will be lost. Tag each part at removal
with its item number in Foldout 20, for correct
assembly of valve body components.

Hose material should be


PARKER-HANNIFIN Type 261-20,
STRATOFLEX Type 283-20, or
equivalent.

HOSE TO WITHSTAND
C4 TRANSMISSION
FLUID AT 275F (135C)

SOCKET
NIPPLE
HOSE FITTING

BRAZE
0.125 in. (3.18 mm) MAX GAP

Hose ends to be in relationship shown


subject to 400 psi (2758 kPa).
Must be clean and free from burrs.

NIPPLE

SOCKET

TYPICAL BOTH ENDS


V00944.01

Figure 630. Main-Pressure Transfer Tube Assembly

624

Copyright 1997 General Motors Corp.

REBUILD OF SUBASSEMBLIES
1. Remove four bolts 25 and lockwashers 24.
Separate valve body 30 from transfer plate 9.
Remove one spring 28, one ball 29, and gasket 10.
2. Cover 13 is spring-loaded and must be held
while removing bolts 11. Remove four bolts 11
and lockwashers 12. Remove cover 13 and gasket 14.
3. Remove outer spring 17, inner spring 16, and
stop 15.
4. Remove valve 18, inner spring 19, outer spring
20, and valve 21.
5. Cover 38 is spring-loaded and must be held
while removing bolts 36. Remove six bolts 36
and lockwashers 37.
6. Remove cover 38 and gasket 39.
7. Remove valve stop 40, spring 41, valve 42, inner spring 43, outer spring 44, and valve 45.
8. Remove plug 26, gasket 27, and the remaining
spring 28 and ball 29.
9. Clean the stem of manual selector valve 34 to
remove dirt, paint, and burrs. Push valve assembly 31 downward and out of valve body 30.
10. Remove valve stop 46 from the slot in valve
body 30.
11. If seal and scraper assembly 22 must be replaced, drive it out by hammering a wood
dowel, inserted through the manual selector
valve bore, against the lower side of the seal
assembly.
12. Remove two plugs 23.
13. Do not disassemble valve assembly 31, except
to remove bushing 32, if replacement is
required.
b. Assembly (Foldout 20)
1. Check the position of all components, configuration of all valves and plugs, and identification of all springs before installation. Refer to
Foldout 20 and to Table 82, Spring Data. All
valves, when dry, should move freely by their
own weight in their bores.
2. If bushing 32 was removed from valve assembly
31, press in a new bushing. Center the bushing
between the flat sides of the valve stem.

3. If plugs 23 are SAE straight-thread plugs,


check the condition of each O-ring and plug,
and replace if necessary.
4. If applicable, be sure the O-rings are in place
and install plugs 23. For 18 inch NPTF pipe
plugs, tighten to 1012 lb ft (1416 Nm). For
38-24 SAE O-ring plug assemblies, tighten to
2832 lb in. (3.23.6 Nm).
5. If seal and scraper assembly 22 was removed,
install a new seal assembly. The assembly consists of two parts. Install the seal first, springloaded lip first, and the scraper last, flat steel
side first. Press both parts of the seal assembly
inward until the scraper clears the inner edge
of the bore chamfer. The seal must not project
into the slot in valve body 30, into which valve
stop 46 is to be installed.
6. Install valve stop 46 and align it with the selector valve bore.
7. Install selector valve assembly 31, working its
stem carefully through seal assembly 22.
8. Install one detent ball 29, into the outer side of
valve body 30. Into the same bore, install one
spring 28, gasket 27, and plug 26. Tighten plug
26 to 90100 lb ft (123135 Nm).
9. Install neutral trimmer upper valve 45, closed
end first. Install springs 43 and 44, neutral
trimmer lower valve 42, spring 41, and valve
stop 40.
10. Compress springs 43, 44, and 41, and install gasket 39 and cover 38. Retain the cover with six 3816 x 114 inch bolts 36 and lockwashers 37.
Tighten the bolts to 2632 lb ft (3643 Nm).
11. Install intermediate-range trimmer lower valve
21, closed end first. Install springs 19 and 20,
upper valve 18, spring 17, spring 16, and valve
stop 15.
12. Compress springs 16, 17, 19, and 20, and install gasket 14 and cover 13. Retain the cover
with four 516-18 x 78 inch bolts 11 and lockwashers 12. Tighten the bolts to 1316 lb ft
(1821 Nm).
13. Install remaining ball 29 and spring 28. Install
gasket 10 and transfer plate 9. Retain plate 9
with four 38-16 x 234 inch bolts 25 and lockwashers 24. Tighten the bolts to 2632 lb ft
(3643 Nm).

Copyright 1997 General Motors Corp.

625

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


618. ELECTRIC/ELECTRONICCONTROL VALVE
BODY ASSEMBLY
(Models Without Trim Boost)
CAUTION:
To avoid transmission housing damage and fluid
leakage, refer to Paragraph 412c prior to removing or installing pressure taps.

8. Do not remove five orifice plugs 89 unless replacement is necessary.


9. For electronic control models (Foldout 22) remove two screws 33. Turn the cover and plate
assembly over. Lift off cover 25 and, by hand,
carefully pull off the harness leads from the solenoids (Figure 632).
10. Remove cover gasket 24. If necessary for replacement, remove wiring harness 17 from
cover 25.

a. Disassembly (Foldout 21 or 22)


1. Cover and plate assembly 16 is spring-loaded
and must be restrained while the bolts are being removed.
2. Remove four bolts 14, lockwashers 13, and
guard 15. Remove fourteen bolts 12 and lockwashers 11.
3. Remove solenoid cover and plate assembly 16.
Remove and discard gasket 26 (Foldout 21) or
34 (Foldout 22).

NOTE:
Use a thin-wall, deep-socket wrench with a 0.630
inch (16.00 mm) maximum OD to remove or install
solenoid bolts.
11. Remove bolts 27, flat washers 26, and solenoids 28. Remove O-rings 29 from under the
solenoids.
12. Do not remove five orifice plugs 32 unless replacement is necessary.

NOTE:
For manual-electric and SPG-control models

(Foldout 21), proceed with Step (4).


For electronic control models (Foldout 22), proceed

to Step (9).
4. For manual-electric and SPG-control models
(Foldout 21), remove two screws 20 and carefully lift the cover until the solenoid leads and
ground wire are accessible (Figure 631).
NOTE:
Use a thin-wall, deep-socket wrench with a 0.630
inch (16.00 mm) maximum OD to remove or install
solenoid bolts.
5. Remove one bolt 23 and washer 22, and remove the ground wire terminal (Figure 631).
Remove seven (some models, five) wiring harness leads from the solenoid leads. Remove
cover 19 and gasket 17.
6. Do not remove the wiring harness from the
cover unless necessary.

626

7. Remove the remaining bolts 23, lockwashers


22, and solenoids 24. Proceed to Step (13).

13. For disassembly and assembly purposes only,


the configuration of the valves and components
in valve body 44 (Foldout 21) is the same as for
valve body 53 (Foldout 22). Refer to the current
Parts Catalog PC1860EN for the correct components for your specific valve body assembly.
NOTE:
Disassembly Steps (14) through (21) refer to manual-electric and SPG-control models (Foldout 21),
with electronic control models (Foldout 22) shown
in parentheses. For example, valve 77 (80) refers to
valve 77 (Foldout 21) or 80 (Foldout 22).

CAUTION:
The valve body assembly contains springs and
other parts, some of which are similar and can be
mistakenly interchanged. If parts are not reinstalled in the same locations from which they were
removed, the calibration of valve body functions
will be lost. Tag each part, at removal with its item
number in Foldout 21 or 22, to simplify correct reassembly of valve body components.

Copyright 1997 General Motors Corp.

REBUILD OF SUBASSEMBLIES
TERMINAL PINS
E

GROUND
D

B
WIRING HARNESS

C
SOLENOID C
SOLENOID D

SOLENOID B
SOLENOID A*

SOLENOID F
SOLENOID E

GROUND WIRE
TERMINAL

CABLE TIE

BOLT (2), 14-20 x 34 in.


(EACH SOLENOID)

SOLENOID LEAD
LOCKWASHER (2)
(EACH SOLENOID)

SOLENOID G*

SOLENOID
PLATE
GASKET

* Not present in models with Lock-in-Neutral feature

H00945.01

Figure 631. Main Valve Body Solenoid Cover and Plate Assembly (Manual-Electric and SPG-Control Models)

14. From the bores in valve body 44 (53), remove:


two check balls 42 (50)
regulator valve spring 27 (35)
regulator valve 28 (36)
splitter shift valve 29 (37)

15. Cover 60 (85) is spring-loaded and must be restrained while the bolts are being removed.
16. Position the valve body, top downward, and remove fourteen bolts 62 (87) and lockwashers
61 (86).
17. Remove cover 60 (85). Remove and discard
gasket 59 (84).

shift valve spring 30 (38)


outer spring 31 (39)

18. From the bores in valve body 44 (53), remove:

inner spring 32 (40)


priority valve 33 (41)

stop 58 (65)

high-range shift valve 34 (42)

outer spring 57 (64)

shift valve spring 35 (43)

inner spring 56 (63)

intermediate-range shift valve 36 (44)

splitter-low trimmer lower valve 55 (62)

shift valve spring 37 (45)

spring 54 (61)

low-range shift valve 38 (46)

splitter-low trimmer upper valve 53 (60)

shift valve spring 39 (47)

stop 68 (71)

reverse shift valve 40 (48)

outer spring 67 (70)

shift valve spring 41 (49)

inner spring 66 (69)


Copyright 1997 General Motors Corp.

627

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


intermediate-range trimmer lower

19. Remove plugs 45 and 46 (52) from valve body


44 (53). Remove plug 48 (55) and screen assembly 49 (56).

valve 65 (68)
spring 64 (67)
intermediate-range trimmer upper

20. Remove pin 52 (59), check valve 51 (58), and


spring 50 (57) from valve body 44 (53).

valve 63 (66)
stop 74 (77)

21. To ensure the complete removal of dirt and debris from internal hydraulic passages, remove
plugs 47 (54) from valve body 44 (53). Direct
approved shop air into the plug bore to clean
the passageway thoroughly.

outer spring 73 (76)


inner spring 72 (75)
low-range trimmer lower valve 71 (74)
spring 70 (73)

b. Assembly (Foldout 21 or 22)

low-range trimmer upper valve 69 (72)


stop 80 (83)
outer spring 79 (82)

NOTE:

inner spring 78 (81)

For manual-electric and SPG-control models

(Foldout 21), proceed with Step (1).

reverse trimmer lower valve 77 (80)

For electronic control models (Foldout 22), proceed

spring 76 (79)

to Step (11).

reverse trimmer upper valve 75 (78)

SOLENOID A
SOLENOID B
SOLENOID C
SOLENOID D
SOLENOID E
SOLENOID F
SOLENOID G*

B
C

D
E
F

HARNESS
CONNECTOR

GASKET

BOLT (2), 1/220 x 7/8 in.


FLAT WASHER (2)
(EACH SOLENOID)
*Not present in models with Lock-in-Neutral feature

SOLENOID
PLATE
H01705.01

Figure 632. Main Valve Body Solenoid Cover and Plate Assembly (Electronic Control Models)

628

Copyright 1997 General Motors Corp.

REBUILD OF SUBASSEMBLIES
1. For manual-electric and SPG-control models
(Foldout 21), if orifice plugs 89 were removed,
install new ones 0.0000.020 inch (0.000.50
mm) below the surface of plate 21.
2. Install the O-ring seal into the groove on the
underside of each solenoid 24.
3. Always mount Solenoid E as shown in Figure
631 (lead side toward center). Turning this solenoid end-for-end may partially close the passageway under the solenoid and increase the
time required to exhaust solenoid-regulated
pressure from the top of the shift valve, giving
erratic shift quality.
4. Install five (models with lock-in-neutral) or
seven (models with lock-in-range) solenoids 24
(Figure 631), and retain them with 14-20 x 34
inch bolts 23 and lockwashers 22. Leave one
bolt 23 and lockwasher 22 out of Solenoid B
(Figure 631) until the ground wire terminal is
installed. Refer to Step (8).
5. Tighten the bolts retaining the solenoids to
911 lb ft (1215 Nm).
6. Install gasket 17 onto solenoid plate 21 (Figure
631).

CAUTION:
Do not damage the thread and contact pins of the
electrical connector.
7. If wiring harness 18 was removed, install it
into the cover (Figure 631). Index its pin with
the hole in the cover and tighten the retaining
nut to 1520 lb ft (2127 Nm).
8. Place cover 19 into position near the solenoid plate and connect the wiring harness
ground terminal by installing the remaining
14-20 x 34 inch bolt 23 and lockwasher 22
into Solenoid B (Figure 631). Tighten the
bolt to 911 lb ft (1215 Nm).
9. Connect the wiring harness leads to the solenoid leads as shown in Figure 631. Re-check
the lead connections to ensure they are correct. Bind each of the leads to the solenoids,
using cable ties.
10. Install cover 19 onto the gasket and plate. Be certain no leads are pinched between the cover and

plate. The weight of the cover should close the


gap between the gasket and cover no force is
required. Retain the cover with two 10-24 x 1
inch flat head screws 20. Tighten the screws to
2436 lb in. (34 Nm). Proceed to Step (19).
11. For electronic control models (Foldout 22), if
orifice plugs 32 were removed, install new
ones 0.0000.020 inch (0.000.50 mm) below
the surface of plate 31.
12. Install an O-ring 29 into the groove in each solenoid 28.
13. Always mount Solenoid E as shown in Figure
632. Turning this solenoid end-for-end may
partially close the passageway under the solenoid and increase the time required to exhaust
solenoid-regulated pressure from the top of the
shift valve, giving erratic shift quality.
14. Install seven solenoids 28 (models with lock-inrange) or five solenoids 28 (models with lockin-neutral), and retain them with 14-20 x 78 inch
bolts 27 and flat washers 26 (Figure 632).
Tighten bolts 27 to 911 lb ft (1314 Nm).
15. If wiring harness 17 was removed, be sure Oring 22 is in place and install the new wiring
harness into cover 25, aligning the flat on the
connector with the flat in the cover. Tighten the
wiring harness nut to 1520 lb ft (2127 Nm).
16. Install cover gasket 24 (Figure 632).
17. Hold the cover near the solenoid plate assembly and, by hand, carefully install the harness
leads onto the solenoids (Figure 632).
18. Install cover 25 onto the gasket and plate. Be certain no leads are pinched between the cover and
plate. The weight of the cover should close the
gap between the gasket and cover no force is
required. Retain the cover with two 10-24 x 1
inch flat head screws 33. Tighten the screws to
2436 lb in. (34 Nm).
19. For disassembly and assembly purposes only,
the configuration of the valves and components
in valve body 44 (Foldout 21) is the same as for
valve body 53 (Foldout 22). Refer to the current
Parts Catalog PC1860EN for the correct components for your specific valve body assembly.

Copyright 1997 General Motors Corp.

629

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


NOTE:
Assembly Steps (20) through (43) refer to manualelectric and SPG-control models (Foldout 21), with
electronic control models (Foldout 22) shown in parentheses. For example, valve 77 (80) refers to valve
77 (Foldout 21) or 80 (Foldout 22).
20. Check the position of all components, configuration of all valves and plugs, and identification
of all springs before installation. Refer to Foldout 21 or 22, and to Table 82, Spring Data. All
valves, when dry, should move freely by their
own weight in their bores.
21. Install plugs or plug assemblies 47 (54).
Tighten earlier 18 inch NPTF pipe plug to 48
60 lb in. (5.56.7 Nm). Tighten later 38-24
SAE plug and O-ring assemblies to 2832 lb
in. (3.23.6 Nm)
22. Position valve body 44 (53) upright.
23. Install reverse shift valve spring 41 (49) and
valve 40 (48) into Bore A (Figure 633).
24. Install low-range shift valve spring 39 (47) and
valve 38 (46) into Bore B (Figure 633).
25. Install intermediate-range shift valve spring 37
(45) and valve 36 (44) into Bore C (Figure 633).
26. Install high-range shift valve spring 35 (43) and
valve 34 (42) into Bore D (Figure 633).
27. Install priority valve 33 (41), outer spring 31
(39), and inner spring 32 (40) into Bore E (Figure 633).
28. Install splitter shift valve spring 30 (38) and
valve 29 (37) into Bore F (Figure 633).
29. Install solenoid pressure regulator valve 28 (36)
and spring 27 (35) into Bore G (Figure 633).
30. Install two check balls 42 (50), gasket 26 (34),
and cover and plate assembly 16. Install headless 14-20 guide bolts into valve body 44 (53) to
aid in assembly.
31. Install guard 15, four 14-20 x 414 inch bolts 14,
and flat washers 13. Install fourteen 14-20 x 358
inch bolts 12 and flat washers 11 (removing
guide bolts for the last two). Tighten the eighteen
bolts evenly to 911 lb ft (1215 Nm).
630

32. Turn the valve body over.


33. Install reverse trimmer upper valve 75 (78) into
Bore H (Figure 633). Into the same bore, install spring 76 (79), reverse trimmer lower valve
77 (80), outer spring 79 (82), inner spring 78
(81), and stop 80 (83).
34. Install low-range trimmer upper valve 69 (72)
into Bore I (Figure 633). Into the same bore,
install spring 70 (73), low-range trimmer lower
valve 71 (74), outer spring 73 (76), inner spring
72 (75), and stop 74 (77).
35. Install intermediate-range trimmer upper valve
63 (66) into Bore J (Figure 633). Into the same
bore, install spring 64 (67), intermediate-range
trimmer lower valve 65 (68), outer spring 67
(70), inner spring 66 (69), and stop 68 (71).
36. Install splitter-low trimmer upper valve 53 (60)
into Bore K (Figure 633). Into the same bore,
install spring 54 (61), splitter-low trimmer lower
valve 55 (62), outer spring 57 (64), inner spring
56 (63), and stop 58 (65).
37. Install headless 14-20 guide bolts into valve
body 44 (53) to aid in assembly. Install gasket
59 (84) and cover 60 (85).
38. Install fourteen 14-20 x 1 inch bolts 62 (87) and
lockwashers 61 (86), removing guide bolts for
the last two. Tighten the bolts evenly to 911 lb
ft (1215 Nm).
39. If plugs 45 and 46 (52) are SAE straight-thread
plugs, check the condition of the O-ring and
plug, and replace if necessary.
40. If applicable, be sure O-rings are in place and
install plugs 45 and 46 (52) into valve body 44
(53). Tighten 18 inch NPTF pipe plugs to 4860
lb in. (5.56.7 Nm). Tighten 38-24 SAE O-ring
plug assemblies to 2832 lb in. (3.23.6 Nm).
41. Place check valve 51 (58), convex side first, onto
pin 52 (59). Install spring 50 (57) onto pin 52
(59), against the concave side of valve 51 (58).
42. Press pin 52 (59), with valve and spring, into the
pin bore in valve body 44 (53). Press pin 52 (59)
to a height of 0.340 inch (8.63 mm).
43. Install screen assembly 49 (56), open end first,
into valve body 44 (53). Retain it with plug or
plug assembly 48 (55). Tighten earlier 18 inch
NPTF pipe plug to 4860 lb in. (5.56.7 Nm).
Tighten later 38-24 SAE plug and O-ring assemblies to 2832 lb in. (3.23.6 Nm).

Copyright 1997 General Motors Corp.

REBUILD OF SUBASSEMBLIES

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A

V00947

Figure 633. Valve Body With Components Installed in Each Bore (Models Without Trim Boost)

Copyright 1997 General Motors Corp.

631

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


619. ELECTRONIC-CONTROL VALVE
BODY ASSEMBLY
(Models With Trim Boost)

8. From the bores in valve body 53, remove:


check balls 50
regulator valve spring 35
regulator valve 36

CAUTION:

splitter shift valve 37

To avoid transmission housing damage and fluid


leakage, refer to Paragraph 412c prior to removing or installing pressure taps.

shift valve spring 38


outer spring 39
inner spring 40

a. Disassembly (Foldout 23)

priority valve 41

1. Cover and plate assembly 16 is spring-loaded


and must be restrained while the bolts are being removed.

high-range shift valve 42

2. Remove four bolts 14, lockwashers 13, and


guard 15. Remove fourteen bolts 12 and lockwashers 11.

shift valve spring 45

3. Remove solenoid cover and plate assembly 16.


Remove and discard gasket 34.
4. Remove two screws 33. Turn the cover and
plate assembly over. Lift off cover 25 and, by
hand, carefully pull off the harness leads from
the solenoids (Figure 632).
5. Remove cover gasket 24. If necessary for replacement, remove wiring harness 21 from
cover 25.
NOTE:
Use a thin-wall, deep-socket wrench with a 0.630
inch (16.00 mm) maximum OD to remove or install
solenoid bolts.
6. Remove bolts 27, flat washers 26, and
solenoids 28. Remove O-rings 29 from under
the solenoids.
7. Do not remove orifice plugs 32 unless replacement is necessary.

CAUTION:
The valve body assembly contains springs and
other parts, some of which are similar and can be
mistakenly interchanged. If parts are not reinstalled in the same locations from which they
were removed, the calibration of valve body
functions will be lost. Tag each part, at removal
with its item number in Foldout 23, to simplify
correct reassembly of valve body components.
632

shift valve spring 43


intermediate-range shift valve 44
low-range shift valve 46
shift valve spring 47
reverse shift valve 48
shift valve spring 49

9. Cover 91 is spring-loaded and must be restrained while the bolts are being removed.
10. Position the valve body, top downward, and remove fifteen bolts 93 and lockwashers 92.
11. Lift off cover 91.
12. Remove and discard gasket 88. If necessary for
replacement, remove wiring harness 90 from
cover 91.
13. From the bores in valve body 53, remove:

stop 64
outer spring 63
inner spring 62
splitter-low trimmer lower valve 61
splitter-low trimmer upper valve 60
stop 69
outer spring 68
inner spring 67
splitter-high trimmer lower valve 66
splitter-high trimmer upper valve 65
stop 72
spring 71
trim boost regulator valve 70
stop 77
outer spring 76
inner spring 75
intermediate-range trimmer lower valve 74
intermediate-range trimmer upper valve 73

Copyright 1997 General Motors Corp.

REBUILD OF SUBASSEMBLIES

stop 82
outer spring 81
inner spring 80
low-range trimmer lower valve 79
low-range trimmer upper valve 78
stop 87
outer spring 86
inner spring 85
reverse trimmer lower valve 84
reverse trimmer upper valve 83

14. Remove four plugs 52, from valve body 53.


Remove plug 55 and screen assembly 56.
15. Remove pin 59, check valve 58, and spring 57
from valve body 53.
16. To ensure the complete removal of dirt and debris from internal hydraulic passages, remove
two plugs 54 from valve body 53. Direct approved shop air into the plug bore to clean the
passageway thoroughly.
b. Assembly (Foldout 23)
1. If orifice plugs 32 were removed, install new
ones 0.0000.020 inch (0.000.50 mm) below
the surface of plate 31.

cover and plate. The weight of the cover


should close the gap between the gasket and
cover no force is required. Retain the cover
with two 10-24 x 1 inch flat head screws 33.
Tighten the screws to 2436 lb in. (34 Nm).
9. Check the position of all components, configuration of all valves and plugs, and identification of all springs before installation. Refer to
Foldout 23, and to Table 82, Spring Data. All
valves, when dry, should move freely by their
own weight in their bores.
10. Install plugs or plug and O-ring assemblies 54.
Tighten earlier 18 inch NPTF pipe plugs to 48
60 lb in. (5.56.7 Nm). Tighten later 38-24
SAE plug and O-ring assemblies to 2832 lb in.
(3.23.6 Nm).
11. Position valve body 53 upright.
12. Install reverse shift valve spring 49 and valve
48 into Bore A (Figure 634).
13. Install low-range shift valve spring 47 and
valve 46 into Bore B (Figure 634).
14. Install intermediate-range shift valve spring 45
and valve 44 into Bore C (Figure 634).

2. Install an O-ring 29 into the groove in each solenoid 28.

15. Install high-range shift valve spring 43 and


valve 42 into Bore D (Figure 634).

3. Always mount Solenoid E as shown in Figure


632. Turning this solenoid end-for-end may
partially close the passageway under the solenoid and increase the time required to exhaust
solenoid-regulated pressure from the top of the
shift valve, giving erratic shift quality.

16. Install priority valve 41, outer spring 39, and


inner spring 40 into Bore E (Figure 634).

4. Install seven solenoids 28 (models with lock-inrange) or five solenoids 28 (models with lockin-neutral), and retain them with 14-20 x 78 bolts
27 and flat washers 26 (Figure 632). Tighten
bolts 27 to 911 lb ft (1314 Nm).
5. If wiring harness 17 was removed, be sure O-ring
22 is in place and install the new wiring harness
into cover 25, aligning the flat on the connector
with the flat in the cover. Tighten the wiring harness nut to 1520 lb ft (2127 Nm).
6. Install cover gasket 24 (Figure 632).
7. Hold the cover near the solenoid plate assembly
and, by hand, carefully install the harness leads
onto the solenoids as indicated in Figure 632.
8. Install the cover onto the gasket and plate. Be
certain no leads are pinched between the

17. Install splitter shift valve spring 38 and valve


37 into Bore F (Figure 634).
18. Install solenoid pressure regulator valve 36 and
spring 35 into Bore G (Figure 634).
19. Install headless 14-20 guide bolts into valve
body 53 to aid in assembly. Install two check
balls 50, gasket 34, and cover and plate assembly 16.
20. Install guard 15, four 14-20 x 414 inch bolts
14, and four flat washers 13. Install fourteen
14-20 x 358 inch bolts 12 and flat washers 11,
removing guide bolts for the last two. Tighten
the eighteen bolts evenly to 911 lb ft (1215
Nm).
21. Turn the valve body over.
22. Install reverse trimmer upper valve 83 into
Bore H (Figure 634). Into the same bore, install reverse trimmer lower valve 84, outer
spring 86, inner spring 85, and stop 87.

Copyright 1997 General Motors Corp.

633

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


23. Install low-range trimmer upper valve 78 into
Bore I (Figure 634). Into the same bore, install low-range trimmer lower valve 79, outer
spring 81, inner spring 80, and stop 82.

26. Install splitter-high trimmer upper valve 65


into Bore M (Figure 634). Into the same bore,
install splitter-high trimmer lower valve 66,
outer spring 68, inner spring 67, and stop 69.

24. Install intermediate-range trimmer upper valve


73 into Bore J (Figure 634). Into the same
bore, install intermediate-range trimmer lower
valve 74, outer spring 76, inner spring 75, and
stop 77.

27. Install splitter-low trimmer upper valve 60 into


Bore K (Figure 634). Into the same bore, install splitter-low trimmer lower valve 61, outer
spring 63, inner spring 62, and stop 64.
28. If removed, install harness 89 into cover 91. Index its pin with the hole in the cover and tighten
the retaining nut to 1015 lb ft (1420 Nm).

25. Install trim boost regulator valve 70, spring 71,


and stop 72 into Bore L (Figure 634).

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V003578

Figure 634. Valve Body With Components Installed in Each Bore (Models With Trim Boost)

634

Copyright 1997 General Motors Corp.

REBUILD OF SUBASSEMBLIES
29. Install headless 12-20 guide bolts into valve
body 53 to aid assembly. Install gasket 88 and
cover 91.
30. Install fifteen 14-20 x 1 inch bolts 93 and
lockwashers 92, removing guide bolts for the
last two. Tighten the bolts evenly to 911 lb ft
(1215 Nm).
31. If plugs 52 are SAE straight-thread plugs,
check the condition of the O-ring and plug and
replace if necessary.
32. If applicable, be sure O-rings are in place and
install four plugs 52 into valve body 53. For 18
inch NPTF pipe plugs, tighten to 4860 lb in.
(5.56.7 Nm). For 38-24 SAE O-ring plug assemblies, tighten to 2832 lb in. (3.23.6 Nm).
33. Place check valve 58, convex side first, onto
pin 59. Install spring 57 onto pin 59, against
the concave side of valve 58.
34. Press pin 59, with valve and spring, into the pin
bore in valve body 53. Press pin 59 to a height
of 0.340 inch (8.63 mm).
35. Install screen assembly 56, open end first, into
valve body 53. Retain it with plug or plug and
O-ring assembly 55. Tighten earlier 18 inch
NPTF pipe plug to 4860 lb in. (5.56.7 Nm).
Tighten later 38-24 SAE plug and O-ring assembly to 2832 lb in. (3.23.6 Nm).

621. HYDRAULIC RETARDER


CONTROL VALVE BODY
ASSEMBLY
CAUTION:
To avoid transmission housing damage and fluid
leakage, refer to Paragraph 412c prior to removing or installing pressure taps.
a. Disassembly (Foldout 16,B)

NOTE:
If you have a front hose hydraulic retarder control
valve body, follow Steps (1) through (5), otherwise,
follow Steps (6) through (11).

1. Remove six bolts 33 and lockwashers 32 from


the end of valve body 24. Remove cover 31.
Remove and discard gasket 30. Remove valve
stop 28 (if present) and spring 27.
2. Remove retarder control valve 26.
3. Remove snapring 29 and transfer exhaust
tube 25.

620. STRAINER ASSEMBLY


NOTE:
Procedures are given for strainer assembly 6 (Foldout 24,A). Similar procedures apply to strainer assembly 37 (Foldout 29), 34 (Foldout 30), or 53
(Foldout 31).

4. If necessary for parts replacement, remove seal


and scraper assembly 22 by collapsing it. Remove snapring 23.
5. Remove plug 21.
6. Remove snapring 7 and seal and scraper assembly 8 by collapsing it.

a. Disassembly (Foldout 24,A)


1. Remove bolt 7, lockwasher 8, and bracket 9
from magnet 10.
2. Remove bolt 12 and magnet 10 from strainer 11.

7. Remove valve stop 9.


8. Remove retarder control valve 10 and plug 12.

b. Assembly (Foldout 24,A)


1. Install magnet 10 and 14-20 x 58 inch bolt 12
into strainer 11.

9. Remove plug assembly 16 which consists of


pin 17 (if used) and plug 18.

2. Install bracket 9, flat side toward magnet 10.


Install lockwasher 8 and 14-20 x 58 inch bolt 7.

10. Remove gasket 15, and (if used) spring 14 and


regulator valve 13.

3. Tighten bolts 7 and 12 to 911 1b ft (1314


Nm).

11. If present, remove plug 19.

Copyright 1997 General Motors Corp.

635

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


4. Install transfer tube 25. Retain transfer tube 25
with snapring 29.

b. Assembly (Foldout 16,B)


NOTE:
If you have a front hose hydraulic retarder valve
body, follow Steps (1) through (7), otherwise, follow
Steps (8) through (14).
1. If seal and scraper assembly 22 was removed,
install snapring 23 into valve body 24. Assembly 22 consists of two parts seal and scraper.
The seal is installed first, followed by the
scraper.
2. Install the seal part of assembly 22, springloaded lip first. When it is seated, install the
scraper, flat side first, and press it against the
seal.
3. Install retarder control valve 26, linkage end
first, into the bottom of valve body 24. Work
the linkage end of the valve carefully through
seal and scraper assembly 22. Install spring 27
and valve stop 28 (if used).

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5. Install a new gasket 30. Install cover 31. Secure


the cover to valve body 24 with six 38-16 x 1
inch bolts 33 and lockwashers 32. Tighten the
bolts to 2632 lb ft (3643 Nm).
6. If plug 21 is an SAE straight-thread plug,
check the condition of the O-ring and plug, and
replace if necessary.
7. If applicable, be sure the O-ring is in place
and install plug 21. Tighten 12 inch NPTF
pipe plug to 2327 lb ft (3236 Nm). Tighten
34-16 SAE O-ring plug to 145155 lb in.
(16.317.5 Nm).
8. Install retarder control valve 10, keeping linkage end out, into valve body 11.
9. Install valve stop 9.
10. Install seal part of assembly 8, spring-loaded
lip first. When it is seated, install the scraper,
flat side first, and press it against the seal.

BUSHING 6832547 Press flush


to 0.01 in. (0.25 mm) below surface

8.187 in.
(207.950 mm)
REF

LOCKUP
PISTON

Drill 4164 in. (16.272 mm) DIA, 0.305 in. (7.750 mm) deep;
ream 0.65450.6530 in. (16.624016.5860 mm) DIA, 0.285 in. (7.240 mm) deep;
4 holes to be within 0.005 in. (0.130 mm) of location shown

Figure 635. Lockup-Clutch Piston Rework Diagram

636

Copyright 1997 General Motors Corp.

V00949.01

REBUILD OF SUBASSEMBLIES
11. Install snapring 7.
12. If plugs 12 and 19 are SAE straight-thread
plugs, check the condition of the O-ring and
plug, and replace if necessary.

sealring surface of the bore of hub 17 is worn


only enough to impair sealing, proceed with
Step (2). If the hub needs to be replaced, proceed to Step (4). If repair or replacement is not
necessary, proceed to Paragraph 623c.

13. If applicable, be sure the O-rings are in place


and install plugs 12 and 19. Tighten 12 inch
NPTF pipe plug to 2327 lb ft (3236 Nm).
Tighten 34-16 SAE O-ring plug to 145155
lb in. (16.317.5 Nm).

2. If the sealring surface of the bore of hub 17 is


worn enough to impair sealing, bore the ID of
the hub to the dimensions shown in Figure 636.

14. Install (as required) regulator valve 13, spring


14, new gasket 15, and plug assembly 16,
which consists of pin 17 and plug 18.

3. Cool sleeve 20 in dry ice for at least 30 minutes. Then press the sleeve into the bored-out
hub until it seats. The chamfer in the sleeve
should be toward the rear. Proceed to Paragraph 623c.

622. LOCKUP-CLUTCH PISTON


REWORK

4. If hub replacement is necessary, flatten the corners of lockstrips 15 and remove bolts 14 and
lockstrips 15.

a. Inspection. If the guide pin bores in the front side


of lockup-clutch piston 4 (Foldout 9,A) are worn, the
piston can be reworked. It is recommended that if one
pin bore requires rework, all four pin bores be reworked.

5. Block the hub and converter drive housing assembly 13 on the workbench so the hub is
downward and clears the bench by approximately 2 inches (50 mm).

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6. Remove hub 17 by driving dowel pins 16 from


converter drive housing 18.

b. Repair

1. Drill and ream the four bores to the dimensions


shown in Figure 635.
2. Chill bushing 3 (Foldout 9,A) in dry ice for a
minimum of 30 minutes.

3. Install bushing 3 into the front of lockup-clutch


piston 4. Press the bushing to the dimensions
shown in Figure 635.

3.61 in. (91.70 mm)

623. CONVERTER DRIVE HOUSING


ASSEMBLY (Remote-Mount Models)

DIA A

a. Disassembly (Foldout 8,A)

Press sleeve
to bottom

1. Remove ball bearing assembly 12 from hub 17.


2. Do not remove dowel pins 19 unless replacement is necessary.
b. Inspection, Repair (Foldout 8,A)

1. Inspect bolts 14, lockstrips 15, and hub 17 for


looseness and wear. If loose, tighten the bolts
to 90100 lb ft (122135 Nm). Bend the lockstrips against a flat on the bolt heads. If the

2.0308 in. (51.5820 mm)


2.0318 in. (51.6070 mm) DIA B

0.04 in. (1.02 mm)


0.08 in. (2.03 mm) R

DIA B must be concentric


with DIA A within 0.004 in.
(0.100 mm) TIR

V00950.01

Figure 636. Rework of Converter Drive Housing

Copyright 1997 General Motors Corp.

637

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5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


7. Install a new hub 17 and temporarily attach the
hub with eight 916-18 x 138 inch bolts 14 (without lockstrips).
8. Drill four holes, for reaming, through both hub
and housing using the four dowel pin holes already in the housing for pilot holes (Figure 6
37). Ream from the hub side to a depth of
1.401.46 inches (35.637.0 mm) and a diameter of 0.61850.6200 inch (15.7115.74 mm).
9. Press in four new oversized dowel pins 16. Refer to the current Parts Catalog PC1860EN for
the correct pin part number. Press the pins to a
depth of 0.000.30 inch (0.07.6 mm).
10. Remove the eight bolts 14 and reinstall the
bolts with four new lockstrips 15. Tighten bolts
14 to 90100 lb ft (122135 Nm). Bend the
lockstrips against a flat on each bolt head.
c. Assembly (Foldout 8,A)
1. If dowel pins 19 were removed, install new
ones. Press the pins into the converter drive
housing from the rear to a height of 0.290.31
inch (7.47.8 mm) from the rear side of the
housing (Figure 637).
2. Install ball bearing assembly 12 onto hub 17,
pressing the inner race of the bearing against
the shoulder on the hub.

624. FLYWHEEL ASSEMBLY


(Direct-Mount Models)

1.401.46 in.
(35.637.0 mm)
REAM DEPTH
4 PLACES

HUB

BOLT (8),
Temporarily
installed

CONVERTER DRIVE
HOUSING

0.290.31 in.
(7.47.8 mm)
PIN (4)
Press to
dimension
shown
V00951.01

Figure 637. Replacement of Converter Drive Housing


Hub and Pins

b. Inspection and Repair (Foldout 8,B)


1. If the sealring surface of the flywheel bore is
worn enough to impair sealing, bore it to the
dimensions shown in Figure 638.
2. Cool sleeve 8 in dry ice for at least 30 minutes.
Then install the sleeve, being careful that it is
aligned with the bore and is not damaged during installation. The inside chamfer must be toward the rear.
c. Assembly (Foldout 8,B)

a. Disassembly (Foldout 8,B)


1. Do not disassemble the flywheel assembly unless parts replacement is necessary.
2. If present, remove dowel pin 5 from the front
of flywheel 6.

638

Ream from hub side


0.61850.6200 in.
(15.71015.740 mm)

1. Heat starter ring gear 4 to 400F (204C) maximum. Be sure the chamfer of the teeth is facing
the proper direction for starter pinion engagement and install the ring gear onto the flywheel. Gear 4 must fit firmly against the shoulder on flywheel 6.

3. Remove four dowel pins 7, if present, from the


rear of flywheel 6.

2. If removed, install four dowel pins 7 to a


height of 0.300.32 inch (7.68.1 mm) at the
inside of flywheel 6.

4. Note whether the chamfered teeth face forward


or rearward, and remove starter ring gear 4.

3. Install dowel pin 5 to a height of 0.120.14


inch (3.13.5 mm) at the front of flywheel 6.

Copyright 1997 General Motors Corp.

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REBUILD OF SUBASSEMBLIES

CAM
POCKET (12)

ROLLER (12)
CUP (24)
SPRING (12)
ROLLER (1)

3.64 in.
(92.50 mm)

DIA A

STATOR

SURFACE X
V00953.01

Press sleeve
in flush with
SURFACE X

2.0308 in. (51.5820 mm)


2.0318 in. (51.6070 mm) DIA B
0.04 in. (1.02 mm)
DIA B must be concentric
0.08 in. (2.03 mm) R
with DIA A within 0.004 in.
(0.100 mm) TIR

V00952.01

Figure 638. Rework of Flywheel

625. STATOR ASSEMBLY FIXEDCAPACITY TORQUE CONVERTER


a. Disassembly (Foldout 9,B)
1. Place the stator and race assembly on its side
on the work table. If the race has not been previously removed, turn stator 10 clockwise to
free roller race 9 and remove the stator from
the race.
2. Remove twelve rollers 14, twelve cups 11,
twelve springs 13, twelve needle rollers 12,
and the remaining twelve cups 11 from stator
10.
b. Assembly (Foldout 9,B)
1. Place stator 10 on the work table with the leading edge (thicker part of vane) of the stator
vane upward.
2. Install a spring 13 and needle roller 12 into a
cup 11. Install another cup 11 onto the opposite end of spring 13. Install the assembled
parts into a bore in the side of a cam pocket
(Figure 639). Repeat this procedure to install
the remaining eleven roller and spring assemblies.

Figure 639. Arrangement of Stator


Components for Fixed-Capacity Torque Converter

3. Using tool J 23552 (Paragraph 48) or a ring of


steel stock that has a 114 inch (31.75 mm) slot,
install twelve rollers 14 into the cam pockets
(Figure 639). Use a screwdriver to compress
the spring assembly during roller installation.
Rotate the steel stock so the slot is opposite
each cam pocket as the roller is installed.
Leave the steel stock assembly tool and assembled stator in this position until ready for installation into the converter.
4. Do not install race 9 at this time. The race will
be installed at reassembly of the transmission
(Section 7).

626. STATOR ASSEMBLY


VARIABLE-CAPACITY TORQUE
CONVERTER
a. Disassembly (Foldout 10)
1. If not previously removed, turn stator assembly
12 clockwise to free roller race assembly 9 and
remove the stator assembly from the race. Remove rollers 38.
2. Lay stator assembly 12 on its rear side and remove twelve nuts 27.
3. Hold the assembly together and turn it over.
Remove twelve bolts 13. Hold the assembly together and turn it over.
4. Remove front-side plate assembly 28. Remove
spring retainer 26, and springs 14 will fall out.

Copyright 1997 General Motors Corp.

639

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


SHROUD
ASSEMBLY

TEFLON OUTER
SEALRING

TEFLON
INNER
SEALRING

PISTON

VANE PIN

STATOR CAM

H00954

Figure 640. Installing Shroud Assembly


Onto Stator Cam

5. Lift shroud assembly 15, vanes 18, piston


housing 32, and piston 22 as a unit, and remove it from stator cam 34.
6. Remove piston housing 32 from piston 22. Refer to Paragraph 417 and remove the Teflon
sealrings and expanders from the piston.
7. By gently shaking or tapping on piston 22, the
piston and vanes 18 and pins 16 will fall free of
shroud 17.
8. Remove stator cam 34 from rear-side plate assembly 35. Do not remove spring pins 33. The
pins are not replaceable.
9. Do not remove bushings 30 and 37 from side
plates 29 and 36. The bushings are not
replaceable.

VANE CRANK GROOVE

STATOR CAM

H00955.01

Figure 641. Installing Piston and Sealrings


Onto Stator Cam

4. Lift shroud assembly 15 up slightly to allow


for easier installation of vane assemblies into
the piston groove and pin holes in the shroud
(Figure 642). Install thirty vanes 18 by first
placing the outer end of the vane crank into the
shroud and carefully twisting the vane to insert
the crank in the piston groove. When the vanes
are all in place, push the piston down until it
bottoms on the cam. The shroud assembly and
vane cranks will fall into place in the cam
grooves.
5. Install piston housing 32 and match its bolt
holes with those in cam 34.

b. Assembly (Foldout 10)


1. Lay the stator cam on the work table with the
flat (rear) side downward (Figure 640). Place
the shroud on the housing, thickest section of
the vanes upward, and seat the vane pins in
place in the stator cam grooves.
2. Install piston outer sealring and expander assembly 23 and piston inner sealring and expander 19
into the piston. Refer to Paragraph 417 for installation of Teflon lip-type sealrings.
3. Install the piston with sealrings and expanders,
vane crank groove downward, onto stator cam
34 (Figure 641). Install the piston so that the
surface adjacent to the bore of the piston is
flush with the front surface of the cam hub
(Figure 642).
640

6. Install spring retainer 26 into the stator cam,


with the spring tangs down (Figure 643).
Make certain the retainer tabs are properly located in the hub of the cam. Install front-side
plate assembly 28, making certain the pilot
seats properly against the spring retainer. Align
the bolt holes.
7. Hold the assembly securely together and turn it
over. Install twelve freewheel roller springs 14
on the spring retainer, positioning the springs
by sliding the hook end of the spring over
the tang, between the tang and the ID of the
cam (Figure 644). Each spring should be installed so that it is hanging from the tang over
the slot in the spring retainer.

Copyright 1997 General Motors Corp.

REBUILD OF SUBASSEMBLIES
SPRING

TANG

CAM
FLUSH
SLOT

CAM

H00958

Figure 644. Installing Freewheel Roller Springs

CRANK
GROOVE

SHROUD
ASSEMBLY

CAM
GROOVE

VANE
CRANK
H00956

STATOR ASSEMBLY
INSTALLING TOOL
J 23552

Figure 642. Installing Stator Vanes Into


Piston Groove and Shroud

FRONT-SIDE
PLATE
ASSEMBLY
PILOT
SPRING
ROLLER
PISTON
HOUSING

SPRING TANG
H00959

Figure 645. Installing Freewheel Rollers


TAB
MATCHING
BOLT HOLES
SPRING RETAINER

H00957

Figure 643. Installing Front-Side Plate Assembly Onto


Piston Housing

8. Place stator assembly installing tool J 23552,


inner chamfer upward, in the center of the
cam (Figure 645). Using a screwdriver to
compress the spring, install a freewheel roller
38 in the cam pocket. Install twelve rollers 38
in this manner.

9. Install rear-side plate assembly 35 onto the


sleeve, and align the bolt holes. Hold the assembly together securely and turn it to stand on
the outer rim of the shroud assembly.
10. Install twelve 516-24 x 234 inch bolts 13 from
the rear of the stator assembly. While holding
the assembly securely, start twelve locknuts 27
(Figure 646) on the bolts. Tighten the locknuts to 1418 lb ft (1924 Nm). Leave the
sleeve in the stator until the stator is installed
into the transmission.

Copyright 1997 General Motors Corp.

641

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS

FRONT-SIDE
PLATE
ASSEMBLY
STATOR ASSEMBLY
INSTALLING TOOL
J 23552

628. INPUT PRESSURE, SCAVENGE


PUMP ASSEMBLY
a. Disassembly (Foldout 12)
1. Remove four bolts 12 and lockwashers 11. Remove scavenge pump body assembly 13. If
necessary, collapse needle bearings 15 and remove them from the pump body.
2. Remove scavenge pump gears 17 and remove
and discard gasket 18. Remove needle roller 16
which serves as a drive key.

LOCKNUT
H00960

Figure 646. Installing Stator Locknuts

3. Remove separator plate assembly 19. Remove


and discard gasket 25. Remove dowel pins 20
and 22 if necessary. Check for end clearance
and diametral clearance of the pump gears as
explained in Paragraph 411r. Remove pump
gears 23 and 24 from pump body assembly 26.
4. If necessary, press needle bearings 27 from
pump body 28.

627. TORQUE CONVERTER PUMP


ASSEMBLY
a. Disassembly (Foldout 9,B)

b. Assembly (Foldout 12)

1. Flatten the ends of lockstrips 17 and remove


twelve bolts 16, six lockstrips 17, and retainer
18 from converter pump 20.
2. Tap ball bearing assembly 19 toward the front
of pump 20 to remove it from the pump and
drive gear 23.
b. Assembly (Foldout 9,B)
1. Position drive gear 23, tapped holes upward,
on the work table. Position converter pump 20
on the gear, and align their bolt holes.
2. Install bearing assembly 19, grooved end of
outer race upward, into the pump bore. Tap the
bearing assembly outer race until the bearing
groove meets the hub surface of pump 20.
3. Install retainer 18, six lockstrips 17, and twelve
38-24 x 112 bolts 16. Tighten the bolts to 3340
lb ft (4554 Nm). Bend the corners of the
lockstrips against the bolt heads.
642

5. Remove six star tolerance rings 29 from pump


body 28.

1. Install six star tolerance rings 29 into pump


body 28.
2. If removed, press new bearings 27, numbered
side upward, into the gear cavity side of
pump body 28 to a depth of 0.080.10 inch
(2.12.5 mm).
3. Install pump drive gear 23 with the splined
shaft toward the rear of the pump body. Install
screen 30, larger diameter first, into pump
body 28.
4. Install driven gear 24, short shaft first, into
pump body 28. Install a new gasket 25.
5. If dowel pins 20 and 22 were removed, press
new pins 20 and 22 into plate 21 to a height of
0.0180.020 inch (0.460.50 mm) on each side
of the plate.
6. Install plate assembly 19 onto pump body assembly 26.

Copyright 1997 General Motors Corp.

REBUILD OF SUBASSEMBLIES
7. Using oil-soluble grease, install needle bearing
roller 16 into the groove in the shaft of gear 23.
8. Install scavenge pump gears 17 onto the shafts of
gears 23 and 24. Install a new gasket 18 onto the
plate assembly and install the plate assembly.

VALVE

9. If removed, press new bearings 15, numbered


side upward, into pump body 14 to a depth of
0.060.10 inch (1.522.54 mm).
10. Install scavenge pump body assembly 13 onto
plate assembly 19 and secure it with four 38-16
x 214 inch bolts 12 and lockwashers 11.
Tighten the bolts to 2632 lb ft (3543 Nm).

629. TORQUE CONVERTER HOUSING


ASSEMBLY
CAUTION:
To avoid transmission housing damage and fluid
leakage, refer to Paragraph 412c prior to removing or installing hydraulic plugs and fittings
and pressure taps.

SPRING
SHIMS
GASKET

GUIDE PIN
H00961

Figure 647. Removing Lubrication Regulator Valve


Components (Models Without Retarder)

3. Remove suction tube 36. Remove sealrings 35


and 37 from the tube.
4. Remove plugs 18, 19, 22, 24, 25, 26, 27, or 28,
if necessary, for replacement or cleaning of hydraulic passages. Remove dowel pins 20, 21,
or 29 if necessary.
5. Do not remove bolt 1 (if present), but check it
for tightness.
6. Remove plug 75 and sealring 76 (if used) only
if necessary.
b. Assembly (Foldout 11)

NOTE:
Some models do not have all referenced items.

a. Disassembly (Foldout 11)


1. If converter ground sleeve 39 or 43 must be removed, place housing 17 on its rear surface
and remove five bolts 40 or 45 and press the
ground sleeve from its bore. Remove sealring
38 or 41 from the ground sleeve. If present, remove transfer sleeve 44.
2. Remove four bolts 74 or 77 and lockwashers
73 or 78. Remove cover 72 or 79. Remove and
discard gasket 71 or 80. Remove lubrication
pressure regulator valve 67, pin 70, spring 69,
and shims 68 (Figure 647) or converter-in
check valve 83, pin 84, spring 85, seat 82, and
spring 81 (Figure 648). Remove the pin from
the valve if replacement is necessary.

1. Place sealring 76 (if used) in the housing bore,


retaining it with oil-soluble grease. If plug 75
was removed, install a new plug, flat side first,
into the housing. Press the plug flush with the
housing splitline.
2. If dowel pins 20 were removed, press the new
ones into their bores to a height of 0.490.51
inch (12.4412.95 mm) from the splitline. If
dowel pins 21 or 29 were removed, press the
new pins into their bores to a height of 0.43
0.45 inch (10.911.4 mm).
3. If plugs 24, 25, and 28 are SAE straight-thread
plugs, check the condition of the O-ring and
plug and replace if necessary.
4. If applicable, be sure the O-ring is in place and
install plug 24. Tighten 14 inch NPTF pipe
plugs to 1416 lb ft (1921 Nm). Tighten 1220 SAE O-ring plug assemblies to 5863 lb in.
(6.57.1 Nm).

Copyright 1997 General Motors Corp.

643

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


GASKET
SPRING

13.

STEM

14.
VALVE

15.

SPRING
VALVE SEAT

H00962

16.

Figure 648. Removing Converter-In Check Valve


(Models With Retarder)

5. If applicable, be sure the O-ring is in place and


install plugs or plug and O-ring assemblies 25.
Tighten 114 inch NPTF pipe plugs to 95105 lb
ft (129142 Nm). Tighten 158-12 SAE O-ring
plug assemblies to 4753 lb ft (6470 Nm).
6. If applicable, be sure the O-ring is in place and
install plug 28. Tighten 12 inch NPTF pipe plugs
to 2327 lb ft (3236 Nm). Tighten 34-16 SAE
O-ring plug assemblies to 145155 lb in. (16.3
17.5 Nm).
7. Install 12 inch pipe plug 18. Tighten the plug to
2327 lb ft (3236 Nm).
8. Install 14 inch pipe plug 19. Tighten the plug to
1416 lb ft (1921 Nm).
9. Install three 18 inch pipe plugs 22. Tighten the
plugs to 1012 lb ft (1416 Nm).
10. Install 34 inch pipe plug or plug assembly 26.
Tighten earlier 34 inch NPTF pipe plug to
3337 lb ft (4550 Nm). Tighten later 111612 SAE O-ring plug assembly to 2426 lb ft
(3235 Nm).
11. Install four plugs and/or plug assemblies 27.
Tighten 1 inch NPTF pipe plugs to 7585 lb
ft (102115 Nm). Tighten later 1316-12 SAE
O-ring plug assembly to 145155 lb in.
(16.317.5 Nm).
12. For models without retarder, install valve 67
(convex side inward), shims 68, spring 69, and
pin 70 (Figure 647). Refer to Paragraph 311d
for shimming instructions after the transmission
644

17.

is operational. For models with retarder, install


spring 85, pin 84, valve 83 (convex side outward), seat 82 (flat side inward), and spring 81
(larger diameter inward) (Figure 648).
Install gasket 71 or 80, cover 72 or 79, and four
38-16 x 34 inch bolts 74 or 77 with lockwashers
73 or 78. Tighten the bolts evenly to 2632 lb ft
(3643 Nm).
Install sealrings 35 and 37 onto suction tube 36.
Install tube 36 into housing 17.
If converter ground sleeve 39 or 43 was removed, chill the ground sleeve in dry ice for at
least one hour. Install two headless guide bolts
into the rear of converter housing 17.
Using gloves, install the ground sleeve into the
converter housing, using the guide bolts to index
the bolt holes. Install sealring 41 or 38. Install
transfer sleeve 44, if removed, into ground
sleeve 43.
Install five 12-13 x 118 inch bolts 40 or 45 to
retain the ground sleeve. Tighten the bolts to
8197 lb ft (110131 Nm).

630. SPLITTER SUN GEAR ASSEMBLY


NOTE:
Disassembly and assembly procedures refer to
CL(B)T 5000, 6000 Series transmissions (Foldout
17,A), with M 6600 and S 6600 Series transmissions
(Foldout 18,B) shown in parentheses. For example,
snapring 17 (10) refers to snapring 17 (Foldout
17,A) or snapring 10 (Foldout 18,B).
a. Disassembly (Foldout 17,A or 18,B)
1. Remove snapring 17 (13) from sun gear 22 (12)
and remove bearing 18 (14) from the sun gear.
2. If replacement of sun gear 22 (12) or splitter
clutch hub 21 (11) is necessary, use a chisel
and break the weld joint in snapring 20 (10).
Remove snapring 20 (10) from sun gear 22
(12) and press the sun gear from hub 21 (11).
Discard the snapring.
b. Assembly (Foldout 17,A or 18,B)
1. Install sun gear 22 (12) (snapring groove first)
into the deeper (rear) side of hub 21 (11). Press
the sun gear until the snapring groove on its
OD is even with the snapring counterbore in
the hub ID.

Copyright 1997 General Motors Corp.

REBUILD OF SUBASSEMBLIES
2. Install a new snapring 20 (10) and weld it following the instructions in Figure 649. Use
Oxweld No. 65 electrode (or equivalent)
0.062 inch (1.57 mm) diameter wire.
3. Install bearing 18 (14) into sun gear 22 (12), and
press it firmly against the sun gear shoulder. Install snapring 17 (13) to retain the bearing in the
sun gear.

631. SPLITTER PLANETARY CARRIER


ASSEMBLY

a. Disassembly (Foldout 17,B or 18,B)


1. Remove snapring 7 (25) from carrier 5 (23).
2. Position carrier 5 (23) on its snapring side and
press out four spindles 9 (27). Removal of the
spindles will allow four balls 8 (26) to fall free.
3. Remove four pinions 3 (21), bearings 4 (22), and
eight thrust washers 2 (20) from carrier 5 (23).
Remove bearings 4 (22) from pinions 3 (21).
4. Remove shield 6 (24).
b. Assembly (Foldout 17,B or 18,B)

NOTE:
Disassembly and assembly procedures refer to
CL(B)T 5000, 6000 Series transmissions (Foldout
17,B), with M 6600 and S 6600 Series transmissions
(Foldout 18,B) shown in parentheses. For example,
snapring 7 (25) refers to snapring 7 (Foldout 17,B)
or snapring 25 (Foldout 18,B).
Planetary pinions are a matched set. If one pinion
requires replacement, the remaining pinions must
also be replaced. Also, new needle bearings, thrust
washers, and spindles should be installed when a
planetary carrier assembly is rebuilt.

Wedge ring tight into groove


4 places with shim stock or
equivalent when welding

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SNAPRING

0.08 in. (2.03 mm)


MAX BEAD WIDTH

2. Install shield 6 (24).


3. Make a pinion aligning tool by grinding a used
spindle 9 (27) to 0.005 inch (0.127 mm) undersize. The aligning tool should have a slight
chamfer at one end.
4. Install a washer 2 (20) onto the pinion aligning
tool. Install a pinion 3 (21) onto the aligning
tool. Install a bearing 4 (22) and another
washer 2 (20) onto the aligning tool.
5. Grasp the assembled pinion group to hold it together. Remove the aligning tool and install the
pinion group into carrier 5 (23) (snapring
groove of carrier upward).

WELD AREA

HUB

1. Chill spindles 9 (27) in dry ice for one hour


prior to assembly, or heat carrier 5 (23) in a
transmission fluid bath or oven to 300350F
(149176C). Handle the parts with gloves.

6. Repeat Steps (3) through (5) for the remaining


pinion groups. Place carrier assembly 5 (23)
(snapring groove upward) in a press.
7. Align a pinion group by inserting the pinion
aligning tool through the bottom of the carrier
and into a spindle bore in carrier 5 (23). Leave
the aligning tool in place and allow the spindle
to displace the tool during installation.

SUN GEAR

0.04 in.
(1.02 mm)
MIN BEAD
HEIGHT
V00963.01

Figure 649. Welding Instructions for Splitter


Sun Gear Assembly

8. Start a chilled spindle 9 (27) into the top of carrier 5 (23), aligning its recess for ball 8 (26)
with the recess in the carrier assembly.
9. Install ball 8 (26) into the recess in spindle 9
(27), retaining it with oil-soluble grease.
10. Press spindle 9 (27) into carrier assembly 5
(23) until it bottoms firmly.

Copyright 1997 General Motors Corp.

645

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


11. Repeat Steps (7) through (10) for installation
of the remaining three spindles 9 (27) and balls
8 (26).
12. Install internal snapring 7 (25) to retain spindles 9 (27) in carrier 5 (23).
13. Apply a coating of transmission fluid around
spindle locations to avoid rust oxidation of the
chilled spindles.

632. SPLITTER-LOW CLUTCH AND


DRUM ASSEMBLY CL(B)T Models
a. Disassembly (Foldout 17,A)
1. Remove snapring 16, backplate 15, two internal-splined clutch plates 13, and one externalsplined clutch plate 14.
2. Install compressor tool J 7441 (Figure 650).
3. Compress Belleville spring 11 and remove
snapring 12 and spring 11. Remove the tool.
4. Remove piston assembly 8. Do not remove
check ball 9 from piston 10.
5. Refer to Paragraph 417 and remove lip-type
sealring 7 from splitter-low clutch drum 5 (Figure 651). Remove rubber sealring 6 from the
rear hub of the drum.

SPRING
COMPRESSOR
J 7441
PISTON

PRESS RAM
BELLEVILLE
SPRING

6. Remove two butt-joint sealrings 1 from the


front hub of the drum (Figure 651).
7. Do not remove dowel pins 4. Do not remove
collector ring 3 (Figure 651) unless parts replacement is necessary.
b. Assembly (Foldout 17,A)
1. If collector ring 3 was removed, install a new
ring (Figure 651).
2. To secure the collector ring to drum 5, the ring
must be depressed into the groove in the drum.
For a forming tool, use a 18 inch (3.175 mm)
steel rod, flat against the ring, aligned with the
groove, 0.4050.425 inch (10.2910.79 mm)
from the shoulder on the drum. Hammer on the
rod and compress the ring into the groove at
four points around the circumference. Then
complete the forming operation by compressing the ring metal into the groove around the
entire circumference. The depression must be
uniform, and should not exceed 0.070 inch
(1.78 mm) in depth.
3. Install two butt-joint sealrings 1 into grooves in
the front hub of the drum. New sealrings may
require forming by wrapping them, for a few
seconds, around an object about two-thirds the
diameter of the groove. Use oil-soluble grease
in the grooves to retain the sealrings.
4. Install rubber sealring 6 into the groove in the
rear hub of the drum. Refer to Paragraph 417
and install lip-type sealring 7 into the outer
groove of the drum. Make sure the lip of the
sealring is facing away from the drum cavity.
5. Install piston assembly 8 into drum assembly 2.
6. Install Belleville spring 11, cupped side first,
onto piston 10.

SNAPRING

CLUTCH DRUM

Figure 650. Compressing Splitter-Low


Clutch Spring

646

H03590

7. Install compressor tool J 7441 (Figure 650).


8. Compress spring 11 and install snapring 12.
Remove the compressor tool.

Copyright 1997 General Motors Corp.

REBUILD OF SUBASSEMBLIES

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0.4050.425 in.
(10.2910.79 mm)
COLLECTOR
RING

SHOULDER OF DRUM

DRUM

RETAINER
PITOT FLUID
COLLECTOR RING

SEALRING
(2)

LIP-TYPE
SEALRING

BUTT-JOINT
SEALRING (2)

RUBBER
SEALRING

CLUTCH DRUM

H03585

Figure 652. Removing Fluid Collector Ring Bolts

CLUTCH HUB
SNAPRING

SEALRING
(2)

V00965.01

Figure 651. Splitter-Low Clutch


and Drum Assembly CL(B)T Models

9. Do not install clutch plates 13 and 14, backplate 15, and snapring 16 at this time. These
parts are installed at reassembly of the transmission (Section 7).

633. SPLITTER-LOW CLUTCH AND


DRUM ASSEMBLY M 6600,
S 6600 Series Models
a. Disassembly (Foldout 18,A)
1. Place the splitter-low clutch and drum assembly on the work table. If present, remove six
self-locking bolts 1 and three retaining plates 2
that secure fluid collector ring 3 (Figure 652).
Remove the collector ring.

CLUTCH DRUM

H03586

Figure 653. Removing (or Installing)


Clutch Hub Snapring

2. Remove snapring 4 from splitter-low clutch


drum 19. Remove two hook-type sealrings 5
and 6 from clutch hub 9 (Figure 653).
3. Turn the splitter-low clutch and drum assembly
over. Using spring compressor J 7441 (Figure
654), compress Belleville spring 15 and remove snapring 16. Remove the tool and spring.
4. Turn drum 19 over and remove hub assembly
7, piston assembly 12, three internal-splined
clutch plates 17, and two external-splined
plates 18.
5. Remove piston 14 from hub assembly 7. Remove lip-type sealring 10 and rubber sealring
11 from hub 9.

Copyright 1997 General Motors Corp.

647

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


b. Assembly (Foldout 18,A)
1. Place splitter-low clutch hub assembly 7 on the
work table and install rubber sealring 11 onto
the small diameter of the hub.

SPRING
COMPRESSOR
J 7441

PRESS RAM

CLUTCH
PLATE

2. Refer to Paragraph 417 and install lip-type


sealring 10 onto its groove in the clutch hub.
The lip must face toward the piston.

PISTON
SPRING

3. Place clutch drum 19 on the work table, larger


diameter upward. Beginning with an internalsplined plate, alternately install three internalsplined clutch plates 17 and two externalsplined clutch plates 18 into drum 19.
4. Lubricate rubber sealring 11 and lip-type
sealring 10, and install piston assembly 12
into hub 9.
5. Install Belleville spring 15, convex side up. Using spring compressor J 7441, compress spring
15 and install snapring 16 into its groove on hub
9 (Figure 654). Remove the tool.
6. Install clutch hub 9 and piston assembly 12 into
drum 19 with the piston toward the clutch
plates.

SNAPRING
H03588

Figure 654. Removing (or Installing)


Piston Spring Snapring

2. Install two 18 inch plugs 20. Tighten the plugs to


1012 lb ft (1416 Nm). Install 14 inch plug 21.
Tighten the plug to 1416 lb ft (1921 Nm).
3. Install sealring 29. Retain the sealring with oilsoluble grease.

7. Install snapring 4 into drum 19 (Figure 653).


8. Install two hook-type sealrings 5 and 6 into
grooves in the front hub of drum 19. New sealrings may require forming by wrapping them,
for a few seconds, around an object about twothirds the diameter of the groove. Use oil-soluble grease in the grooves to retain the sealrings.
9. If removed, install fluid collector ring 3 onto the
clutch hub and secure it with three retaining
plates 2 and six 516-24 x 12 inch bolts 1. Tighten
the bolts to 1923 lb ft (2631 Nm).

634. HYDRAULIC RETARDER


HOUSING ASSEMBLY
a. Disassembly (Foldout 16,A)
1. Remove plugs 20 and 21.
2. Remove dowel pins 22 only if replacement is
necessary. Remove sealring 29.
b. Assembly (Foldout 16,A)

CAUTION:
To avoid transmission housing damage and fluid
leakage, refer to Paragraph 412c prior to removing or installing fluid level check plugs and
filler connection plugs.
a. Disassembly (Foldout 28)
1. Remove piston 20 (Foldout 26,B) with lip-type
sealring 21 from the output drive housing. Refer to Paragraph 417 and remove the sealring
from the piston. Remove lip-type sealring 22
from the front of the output drive housing.
2. Remove bushing 6 (Foldout 28), dowel pins 4,
or plug 3 only if parts replacement is necessary.
3. Remove plugs 45 and 50 if necessary for
cleaning.
b. Assembly (Foldout 28)

1. If dowel pins 22 were removed, install two new


pins into the rear of the housing to a height of
0.490.51 inch (12.4412.95 mm).
648

635. OUTPUT DRIVE HOUSING


ASSEMBLY

1. If plugs 45 or 50 are SAE straight-thread


plugs, check the condition of the O-ring and
plug, and replace if necessary.

Copyright 1997 General Motors Corp.

REBUILD OF SUBASSEMBLIES
2. If applicable, be sure O-rings are in place and
install two plugs 45. Tighten 14 inch NPTF
pipe plugs to 1416 lb ft (1921 Nm). Tighten
716-20 straight-thread O-ring plug assemblies
to 3842 lb in. (4.34.7 Nm).
3. If applicable, be sure the O-ring is in place
and install plug 50. Tighten 114 inch NPTF
pipe plug to 95105 lb ft (129142 Nm).
Tighten 158-12 straight-thread O-ring plug
assembly to 4753 lb ft (6470 Nm).

b. Assembly (Foldout 27)


1. Install two seals 14 into the rear of the housing.
The spring-loaded lip on the first seal assembly
installed must be toward the front. The springloaded lip on the second seal assembly installed must be toward the rear. Install the seals
back-to-back (lips away from each other), and
press them in until the second (rear) seal is just
slightly past the chamfer in the housing bore.

4. Install plug 3 into housing 5. Tighten the plug


to 3337 lb ft (4550 Nm).

2. Install ball bearing assembly 3 into the housing


and retain it with snapring 2.

5. If removed, press a new bushing 6 into the end


of the speedometer drive bore in housing 5.

3. If plugs 7 and 11 are SAE straight-thread


plugs, check the condition of the O-ring and
plug, and replace if necessary.

6. If removed, install two dowel pins 4 into the


front of housing 5, to a height of 0.490.51
inch (12.512.9 mm).
7. Refer to Paragraph 417 and install lip-type
sealring 22 (Foldout 26,B) into the groove at
the front of the output drive housing. Be sure
the lip of sealring 22 is facing rearward. Install
lip-type sealring 21 into the groove of reverse
piston 20. Be sure the lip of sealring 21 is facing rearward.
8. Install piston 20, and sealring, into the front of
the output drive housing.

636. OUTPUT DRIVE HOUSING


CAUTION:
To avoid transmission housing damage and fluid
leakage, refer to Paragraph 412c prior to removing or installing fluid level check plugs and
filler connection plugs.
a. Disassembly (Foldout 27)
1. Remove piston 20 (Foldout 26,B) and lip-type
sealring 21 from the output drive housing. Refer to Paragraph 417 and remove the sealring
from the piston. Remove sealring 22 from the
front of the output drive housing.
2. Remove dowel pins 5 or 9 (Foldout 27) if replacement is necessary.
3. Remove plugs 7 and 11 if cleaning is necessary.
4. Remove snapring 2 and bearing 3.
5. Remove seals 14.

4. If applicable, be sure the O-ring is in place and


install plug 7 into housing 6. Tighten 114 inch
NPTF pipe plugs to 95105 lb ft (129142 Nm).
Tighten 158-12 SAE O-ring plugs to 4753 lb ft
(6470 Nm).
5. If applicable, be sure the O-rings are in place and
install plugs 11 into housing 6. Tighten 14 inch
NPTF pipe plugs to 1416 lb ft (1921 Nm).
Tighten 716-20 SAE O-ring plug assemblies to
3842 lb in. (4.34.7 Nm).
6. Install two dowel pins 5 or 9 into the front of
housing 6 or 10, to a height of 0.490.51 inch
(12.512.9 mm).
7. Refer to Paragraph 417 and install lip-type
sealring 22 (Foldout 26,B) into the groove at
the front of the output drive housing. Be sure
the lip of sealring 22 is facing rearward. Install
lip-type sealring 21 into the groove of reverse
piston 20. Be sure the lip of sealring 21 is facing rearward.
8. Install piston 20, with sealring, into the front of
the output drive housing.

637. BEARING RETAINER ASSEMBLY


NOTE:
Rebuild procedures are given for retainer assembly
19 (Foldout 28). Retainer assembly 75 (Foldout 29),
6 (Foldout 30), or 81 (Foldout 31) can be rebuilt using similar procedures.

Copyright 1997 General Motors Corp.

649

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


a. Disassembly (Foldout 28)
1. If replacement is required, remove baffle 22
and seal 21 from retainer 20.
2. If present, remove pipe nipple 26 from retainer
20.

SEAL
RETAINER

1.291.33 in.
(32.833.7 mm)

b. Assembly (Foldout 28)


1. Press seal 21, spring-loaded lip first, into the
output end of the retainer to the dimension
shown in Figure 655.

GASKET
SHIFTER
FORK
SHAFT

OUTPUT
DISCONNECT
HOUSING

2. Install baffle 22, smaller ID first, into the output end of the retainer to the dimension shown
in Figure 655.

H00967.01

3. If removed, install pipe nipple 26 into retainer 20.


Figure 656. Removing (or Installing)
Bearing Retainer

638. OUTPUT DISCONNECT


ASSEMBLY

a. Disassembly

;;
;
;
;
;
;;;
;;
;;;
;; ;;;
;;
;;;

NOTE:

These procedures apply to rear output disconnects


(Foldout 30) and front output disconnects (Foldout
31). Foldout item numbers identify parts for both
disconnect types. For example, gasket 83 or 123 (10)
refers to gasket 83 or 123 (Foldout 30) and gasket 10
(Foldout 31).

1. Remove six bolts 86 or 126 (7) and six lockwashers 85 or 125 (8) that secure bearing retainer 84 or 124 (9). Remove the retainer and
gasket 83 or 123 (10) (Figure 656).
2. Remove seal 87 or 127 (6) from the retainer
only if replacement is necessary.
3. Unscrew and lift out shifter shaft 72 or 112
(21) (Figure 657).

0.6050.625 in.
(15.3715.87 mm)

RETAINER

RETAINER

SOME MODELS

SEAL

BAFFLE

BAFFLE
0.5050.525 in.
(12.8313.33 mm)

1.491.51 in.
(37.938.3 mm)

0.060.08 in.
(1.62.0 mm)
SEAL Press
to shoulder
V00966.01

Figure 655. Bearing Retainer Configurations

650

Copyright 1997 General Motors Corp.

REBUILD OF SUBASSEMBLIES
SHIFTER
SHAFT
BEARING

SHAFT

SPRING
DETENT BALL

H00969

Figure 658. Removing Shaft and Bearing Assembly


From Housing

H00968

Figure 657. Removing Shifter Shaft

4. Remove snapring 74 or 113 (20). Remove


bearing inner race 77 or 116 (18). If the race is
too tight to be easily removed, the coupling can
be pushed away from the race to provide room
to install a puller.
5. Press or drive against the smaller end of output
shaft 79 or 119 (12) to dislodge ball bearing assembly 82 or 122 (11) from the housing. Remove the shaft and bearing assembly, detent
balls 80 or 121 (13), and detent spring 81 or
120 (14) (Figure 658).
6. Support the inner race of the bearing assembly, and press the shaft from the bearing (Figure 659).
7. Disengage disconnect coupling 78 or 118 (15)
from shifter fork 73 or 109 (23) and remove it
(Figure 660). Remove the shifter fork from
the housing (Figure 661).
8. Remove rod wiper 71 or 111 (22) and seal 70
or 110 (22) if necessary. Removal will destroy
the wiper and seal.
b. Assembly
1. If seal 70 or 110 (22) was removed, install a
new seal, spring-loaded lip first, into housing
69 or 108 (24). Press it to a light seat in the
housing. If rod wiper 71 or 111 (22) was removed, install a new wiper, spring-loaded lip
last, into the housing. Press it to a light seat
against the seal (Figure 661).

2. Install shifter fork 73 or 109 (23) into the housing, flatter side toward seal (Figure 661).
3. Install disconnect coupling 78 or 118 (15),
smaller end first, into the housing (Figure 660).
4. Engage the shifter fork with the groove in the
disconnect coupling. Install shifter shaft 72 or
112 (21), threading it into the shifter fork until
the fork is centered on the threaded part of the
shaft (Figure 657).
5. If ball bearing assembly 82 or 122 (11) was removed from output shaft 79 or 119 (12), support the inner race of the bearing assembly and
press the shaft into it (Figure 659).
6. Position the housing, shifter shaft upward.
Support the disconnect coupling on a sleeve or
blocks approximately 112 inches high (Figure
662). The sleeve or blocks must allow room
for the shaft to pass through.
7. Install detent spring 81 or 120 (14) in the hole
through the shaft. Hold detent balls 80 or 121
(13) in place and install the shaft into the disconnect coupling (Figure 662). Push the shaft
downward until the detent balls engage the first
internal groove in the coupling.
8. Remove the sleeve or blocks under the coupling, and tap the bearing assembly outer race
until it seats in the housing.
9. Install bearing inner race 77 or 116 (18). Install
snapring 74 or 113 (20) onto the output shaft.

Copyright 1997 General Motors Corp.

651

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS

OUTPUT
DISCONNECT
HOUSING

PRESS RAM

LIP-TYPE
OIL
SEAL

SHIFTER
FORK

ROD WIPER
SEAL

H00970

Figure 659. Removing Bearing Assembly From


Output Drive Shaft

H00972

Figure 661. Installing Shifter Fork


OUTPUT DISCONNECT
HOUSING
SHAFT

HOUSING

COUPLING

SHIFTER FORK

DETENT
BALL

H00971

Figure 660. Removing (or Installing)


Disconnect Coupling

10. If seal 87 or 127 (6) was removed from bearing


retainer 84 or 124 (9), install a new seal,
spring-loaded lip first, into the front of the retainer (Figure 656). Press it to a light seat in
the retainer.

WOOD BLOCK

H00973

Figure 662. Installing Shaft and Bearing Assembly

11. Install gasket 83 or 123 (10) and the bearing


retainer onto the output drive housing (Figure
656).

639. OUTPUT DRIVE GEAR ASSEMBLY

12. Install six 12-13 x 112 inch bolts 86 or 126 (7)


and six lockwashers 85 or 125 (8) to secure the
retainer. Tighten the bolts to 6780 lb ft (91
108 Nm).

a. Disassembly. Pull bearings 46 and 48 (Foldout


29) from gear 47, bearings 43 and 45 (Foldout 30)
from gear 44, or bearings 71 and 73 (Foldout 31) from
gear 72.

13. Push the shifter shaft inward (to fully engaged


position detent) and adjust it by rotating the shaft
until it extends 1.291.33 inches (32.833.7
mm) from the rod wiper seal (Figure 656).

b. Assembly. Install the bearing assemblies onto the


gear. Press the inner races of the bearing assemblies
against the shoulders on the gear.

652

Copyright 1997 General Motors Corp.

REBUILD OF SUBASSEMBLIES
640. OUTPUT IDLER GEAR ASSEMBLY
a. Disassembly. Pull bearings 49 and 53 (Foldout
29) from gear assembly 50, bearings 46 and 50 (Foldout 30) from gear assembly 47, or bearings 66 and 70
(Foldout 31) from gear assembly 67. Do not remove
the speedometer drive plug from the gear.
b. Assembly. Install the bearing assemblies onto the
gear assembly. Press the inner races of the bearing assemblies against the shoulders of the gear. For models
with roller bearings, keep the new bearing outer races
with the bearings until rebuild of the transmission
(Section 7).

641. TRANSFER GEAR HOUSING


(DROPBOX) ASSEMBLY
CAUTION:
To avoid transmission housing damage and fluid
leakage, refer to Paragraph 412c prior to removing or installing fluid level check plugs and
filler connection plugs.

a. Disassembly

4. If present, remove output shaft 16, 101, or 102


with spacer 15 and bearing assembly 14. Press
the shaft from bearing assembly 14. Remove
spacer 15.
5. Remove twenty bolts 35 and washers 34. Remove one or two covers 33 and, if present, cover
103 and plug 104. Remove two gaskets 32.
6. Remove, only if necessary, dowel pins 21 and
26, plugs 27 and 29, bolts 25, washers 24, and
baffle 23.
7. Remove fluid level check plugs 28. Proceed to
Paragraph 641b.
8. For configurations shown on Foldout 30, remove bolts 10, lockwashers 11, and bearing retainer assembly 6. Refer to Paragraph 637 for
rebuild instructions for bearing retainer assembly 6. Remove and discard gasket 13.
9. Remove twenty bolts 33, washers 32, two covers 31, and two gaskets 30.
10. Remove, only if necessary, dowel pins 19 and
24, plugs 25 and 27, bolts 22, washers 23, and
baffle 21.

1. Remove piston 20 (Foldout 26,B) with lip-type


sealring 21 from the transfer gear housing.

11. Remove fluid level check plugs 26. Proceed to


Paragraph 641b.

2. Refer to Paragraph 417 and remove the sealring from the piston. Remove lip-type sealring
22 from the front of the transfer gear housing.

12. For configurations shown on Foldout 31, remove bolts 25, lockwashers 26, and the front
output disconnect assembly (Items 6 through
24). Remove gasket 27, adapter 28, and gasket
29. Refer to Paragraph 638 for rebuild instructions for the output disconnect assembly.

NOTE:
For configurations shown on Foldout 29, proceed

with Step (3).


For configurations shown on Foldout 30, proceed

13. Remove output shaft 30 with bearing assembly


31. Press the shaft from the bearing assembly.

to Step (8).
For configurations shown on Foldout 31, proceed

to Step (12).
3. For configurations shown on Foldout 29, remove bolts 8, lockwashers 9, and bearing retainer 11 (and sealring 12). Remove sealring
12 and seal 10 from retainer 11. Remove and
discard gasket 13.

14. Remove twenty bolts 51, washers 50, two covers 49, and two gaskets 48.
15. Remove, only if necessary, dowel pins 37 and
42, plugs 43 and 45, bolts 41, washers 40, and
baffle 39.
16. Remove fluid level check plugs 44.

Copyright 1997 General Motors Corp.

653

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


b. Assembly
NOTE:
For configurations shown on Foldout 29, proceed
with Step (1).
For configurations shown on Foldout 30, proceed
to Step (10).
For configurations shown on Foldout 31, proceed
to Step (18).
1. For configurations shown on Foldout 29, install two gaskets 32, one or two covers 33 and,
if present, one cover 103, twenty lockwashers
34, and twenty 38-16 x 58 bolts 35. Tighten
bolts 35 to 2632 lb ft (3643 Nm).
2. If plugs 28 and 29 are SAE straight-thread
plugs, check the condition of the O-ring and
plug, and replace if necessary.
3. If applicable, be sure the O-rings are in place
and install two fluid level check plugs 28.
Tighten 14 inch NPTF pipe plugs to 1416 lb ft
(1921 Nm). Tighten 716-20 plug assemblies
to 3842 lb in. (4.34.7 Nm).
4. If applicable, be sure the O-rings are in place
and install plugs 29 and 104. Tighten 34 inch
plugs to 3337 lb ft (4550 Nm). Tighten 1 14
inch plugs to 95105 lb ft (129142 Nm).
Tighten 1116-12 plug assemblies to 2426 lb ft
(3235 Nm).
5. If dowel pins 21 or 26 were removed, install
new pins into the housing to a height of 0.49
0.51 inch (12.412.9 mm).
6. If removed, install plug 27. Tighten the plug to
7585 lb ft (102115 Nm).
7. If removed, install two 38-16 x 58 inch bolts 25,
internal-tooth lockwashers 24, and baffle 23.
Tighten the bolts to 2632 lb ft (3643 Nm).
8. If removed, install spacer 15 onto the front of
shaft 16, 101, or 102. Press bearing assembly 14
to a seat against spacer 15. Install the shaft, with
assembled parts, into the transfer gear housing.
9. Install gasket 13. Install sealring 12 into bearing retainer 11. Install the bearing retainer and
six 12-13 x 138 inch bolts 8 and lockwashers 9.
Tighten the bolts to 6780 lb ft (91108 Nm).
654

Install seal 10, spring-loaded lip first, into retainer 11. Press the seal in until its front edge is
even with the chamfer in the retainer. Proceed
to Step (27).
10. For configurations shown on Foldout 30, if
plugs 26 and 27 are SAE straight-thread plugs,
check the condition of the O-ring and plug, and
replace if necessary.
11. If applicable, be sure the O-ring is in place and
install two fluid level check plugs 26. Tighten
14 inch NPTF pipe plugs to 1416 lb ft (1921
Nm). Tighten 716-20 SAE O-ring plug assemblies to 3842 lb in. (4.34.7 Nm).
12. If applicable, be sure the O-ring is in place and
install plug 27. Tighten 34 inch NPTF pipe
plugs to 3337 lb ft (4550 Nm). Tighten
1116-12 SAE O-ring plug assemblies to 2426
lb ft (3235 Nm).
13. If dowel pins 19 or 24 were removed, install
new pins into the housing to a height of 0.49
0.51 inch (12.412.9 mm).
14. If removed, install plug 25. Tighten the plug to
7585 lb ft (102115 Nm).
15. If removed, install two 38-16 x 58 inch bolts 22,
internal-tooth lockwashers 23, and baffle 21.
Tighten the bolts to 2632 lb ft (3643 Nm).
16. Install two gaskets 30, two covers 31, twenty
lockwashers 32, and twenty 38-16 x 78 inch bolts
33. Tighten the bolts to 2632 lb ft (3643 Nm).
17. Install gasket 13. Install bearing retainer assembly 6 and retain it with six 12-13 x 112 inch bolts
10 and lockwashers 11. Tighten the bolts to 67
80 lb ft (91108 Nm). Proceed to Step (27).
18. For configurations shown on Foldout 31, if
plugs 44 and 45 are SAE straight-thread plugs,
check the condition of the O-ring and plug, and
replace if necessary.
19. If applicable, be sure the O-ring is in place and
install two fluid level check plugs 44. Tighten
14 inch NPTF pipe plugs to 1416 lb ft (1921
Nm). Tighten 716-20 SAE O-ring plug assemblies to 3842 lb in. (4.34.7 Nm).
20. If applicable, be sure the O-ring is in place
and install plug 45. Tighten 34 inch NPTF

Copyright 1997 General Motors Corp.

REBUILD OF SUBASSEMBLIES
pipe plugs to 3337 lb ft (4550 Nm).
Tighten 1116-12 SAE O-ring plug assemblies
to 2426 lb ft (3235 Nm).
21. If dowel pins 37 or 42 were removed, install
new pins into the housing to a height of 0.49
0.51 inch (12.412.9 mm).
22. If removed, install plug 43. Tighten the plug to
7585 lb ft (102115 Nm).
23. If removed, install two 38-16 x 58 inch bolts 41,
two internal-tooth lockwashers 40, and baffle 39.
Tighten the bolts to 2632 lb ft (3643 Nm).

a. Disassembly (Foldout 26,B)


1. Remove six bolts 2 that attach retainer 3 to carrier assembly 6. Remove the retainer. Remove
ring gear 5.
2. Position the carrier, hub upward, and press out
six spindles 13. Removal of the spindles will
allow six lockballs 12 to fall free.
3. Remove pinions 10, spacers 9, bearing rollers
11, and thrust washers 8.
4. Remove ball bearing 14 only if replacement is
necessary.
b. Assembly (Foldout 26,B)

24. Install two gaskets 48, two covers 49, twenty


lockwashers 50, and twenty 38-16 x 78 inch bolts
51. Tighten bolts 51 to 2632 lb ft (3643 Nm).
25. Press bearing assembly 31 (with snapring installed) to a seat against the shoulder of shaft
30. Install the shaft, smaller diameter end first,
into the transfer gear housing.
26. Install gasket 29, adapter 28, and gasket 27. Install the front output disconnect assembly (Items
6 through 24). Retain the assembly with six 1213 x 234 inch bolts 25 and lockwashers 26.
Tighten the bolts to 6780 lb ft (91108 Nm).
27. Refer to Paragraph 417 and install lip-type
sealring 22 (Foldout 26,B) into the groove at
the front of the transfer gear housing. Be sure
the lip of sealring 22 is facing rearward. Install
lip-type sealring 21 into the groove of reverse
piston 20. Be sure the lip of sealring 21 is facing rearward.
28. Install piston 20, with sealring installed, into
the front of the transfer gear housing.

642. REVERSE PLANETARY


CARRIER ASSEMBLY
NOTE:
Planetary pinions are a matched set. If one pinion
requires replacement, the remaining pinions must
also be replaced. Also, new needle bearings, thrust
washers, and spindles should be installed when a
planetary carrier assembly is rebuilt.

1. Chill spindles 13 in dry ice for one hour prior


to assembly, or heat carrier 7 in a transmission
fluid bath or oven to 300350F (149176C).
Handle the parts with gloves.
2. Make a pinion aligning tool by grinding a used
spindle 13 to 0.005 inch (0.127 mm) undersize.
The aligning tool should have a slight chamfer
at one end.
3. Install a thrust washer 8 and a pinion spacer 9
at one end of a pinion 10. Retain the parts with
petrolatum.
4. Place petrolatum inside the bore of a pinion 10
and install twenty-four rollers 11 into the bore.
The aligning tool placed in the bore of the gear
facilitates this installation.
5. Install another spacer 9 and thrust washer 8
onto pinion 10.
6. Assemble the remaining pinions 10, rollers 11,
spacers 9, and thrust washers 8, as outlined in
Steps (2) through (5).
7. Position carrier 7, hub downward, in a press.
Support the carrier at the spindle bore
locations.
8. Install an assembled pinion group into the carrier. Align the pinion group by inserting the
pinion aligning tool through the bottom of the
carrier and into a spindle bore in carrier 7.
Leave the aligning tool in place and allow the
spindle to displace the tool during installation.
9. Start a chilled spindle 13 into carrier 7, aligning its recess for ball 12 with the recess in carrier assembly 7.

Copyright 1997 General Motors Corp.

655

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


10. Install ball 12 into the recess in spindle 13, retaining it with petrolatum, and press spindle 13
into carrier 7 until it bottoms firmly.
11. Repeat Steps (8) through (10) for installation
of the remaining five spindles 13 and balls 12.
12. Apply a coating of transmission fluid around
spindle locations to avoid rust oxidation of the
chilled spindles.
13. Install ring gear 5, counterbored end first, onto
carrier assembly 6.
14. Install retainer 3 onto carrier assembly 6, aligning the internal tangs of the retainer with spindles 13, and the bolt holes with the tapped
holes in the carrier.
15. Install six 38-24 x 58 self-locking bolts 2.
Tighten the bolts to 4149 lb ft (5666 Nm).
16. If removed, install bearing assembly 14. Press
on the inner race until the bearing assembly is
seated against the shoulder on the hub of carrier assembly 6.

643. LOW-RANGE PLANETARY


CARRIER ASSEMBLY
NOTE:
Planetary pinions are a matched set. If one pinion
requires replacement, the remaining pinions must
also be replaced. Also, new needle bearings, thrust
washers, and spindles should be installed when a
planetary carrier assembly is rebuilt.
a. Disassembly (Foldout 26,A)
1. Remove snapring 17 from carrier assembly 18.
2. Position carrier assembly 18, shaft upward,
and press out five spindles 15. Removal of the
spindle assemblies will allow lockballs 16 to
fall free.
3. Remove pinions 13 with bearings 14, and
thrust washers 12. Remove bearings 14 from
pinions 13.
4. Do not remove bolts 20 or retainer pins 19.
656

b. Assembly (Foldout 26,A)


1. Chill spindles 15 in dry ice for one hour prior
to assembly, or heat carrier assembly 18 in a
transmission fluid bath or oven to 300350F
(149176C). Handle the parts with gloves.
2. Make a pinion aligning tool by grinding a used
spindle 15 to 0.005 inch (0.127 mm) undersize.
The aligning tool should have a slight chamfer
at one end.
3. Install one washer 12 onto the pinion aligning
tool. Install pinion 13 onto the aligning tool.
Install bearing 14 and another washer 12 onto
the aligning tool.
4. Grasp the assembled pinion group to hold it together. Remove the aligning tool and install the
pinion group into carrier assembly 18 (shaft
downward).
5. Repeat Steps (2) through (4) for the remaining
pinion groups. Place carrier assembly 18 (shaft
downward) in a press.
6. Align a pinion group by inserting the pinion
aligning tool through the bottom of the carrier
and into a spindle bore in carrier assembly 18.
Leave the aligning tool in place and allow the
spindle to displace the tool during installation.
7. Start a chilled spindle 15 into the top of carrier
assembly 18, aligning its recess for ball 16
with the recess in the carrier assembly.
8. Install ball 16 into the recess in spindle 15, retaining it with oil-soluble grease, and press
spindle 15 into the carrier assembly until it bottoms firmly.
9. Repeat Steps (6) through (8) for installation of
the remaining four spindles 15 and balls 16.
10. Install internal snapring 17 to retain spindles
15 in carrier assembly 18.
11. Apply a coating of transmission fluid around
spindle locations to avoid rust oxidation of the
chilled spindles.

644. SPLITTER OUTPUT SHAFT AND


COLLECTOR RING ASSEMBLY
a. Disassembly (Foldouts 25 and 26,A)
1. Remove snapring and bearing assembly 9
(Foldout 25) from the splitter output shaft. Remove collector ring 11.

Copyright 1997 General Motors Corp.

REBUILD OF SUBASSEMBLIES
3. Install bearing and snapring assembly 9 (Foldout 25) (with snapring installed) snapring first,
onto the front of shaft assembly 2 (Foldout
26,A). Press the inner race of the bearing assembly to a seat against the shoulder on the
shaft.

2. Remove bearing 5 (Foldout 26,A) from splitter shaft assembly 2 only if replacement is
necessary.
3. Remove orifice tube 4 only if necessary.
b. Inspection and Repair (Foldout 26,A)

4. If removed, press bearing 5 onto the rear of


shaft 3.

1. Inspect the bore at the front end of shaft 3 for


wear and scoring. The ID of the bore in the shaft
must be 1.5001.502 inch (38.1038.15 mm) to
a depth of 0.800 inch (20.32 mm).
2. If the front bore of shaft 3 is worn or scored,
rework the bore to the dimensions shown in
Figure 663.
3. Chill sleeve 1 in dry ice. Install it, internal
chamfer outward, and press it flush with the
front of shaft 3.
c. Assembly (Foldouts 25 and 26,A)

645. INTERMEDIATE-RANGE
PLANETARY CARRIER ASSEMBLY
NOTE:
Planetary pinions are a matched set. If one pinion
requires replacement, the remaining pinions must
also be replaced. Also, new needle bearings, thrust
washers, and spindles should be installed when a
planetary carrier assembly is rebuilt.

1. If orifice tube 4 (Foldout 26,A) was removed,


install a new tube. Press it, open-end first, into
the rear bore of shaft 3 to a height of 0.220.28
inch (5.67.1 mm).

a. Disassembly (Foldout 25)


1. Position carrier assembly 2 or 25, splined end
downward, and press out four spindles 4. Removal of the spindles will allow four lockballs
5 to fall free.

2. Install collector ring 11 (Foldout 25), convex


side first, onto the front of shaft assembly 2
(Foldout 26,A).

;;;
;;;;;
;;;
;;;;;
;;;
;;;;;
;;
;;;
;;;
;
;;;
0.03 in. (0.80 mm) x 45
CHAMFER

1.7802 in.
1.7822 in.
(45.2170 mm)
DIA B
(45.2670 mm)

0.080 in.
(2.030 mm)

DIA A

Bore out shaft to dimensions


shown DIA B must be concentric
with DIA A within 0.004 in. (0.100 mm) TIR

SLEEVE Press in flush

V00974.01

Figure 663. Rework of Splitter Output Shaft Bore

Copyright 1997 General Motors Corp.

657

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


2. Remove four pinions 7 with bearings 8 and
thrust washers 6. Remove bearings 8 from pinions 7.

646. HIGH-RANGE CLUTCH AND


DRUM ASSEMBLY
a. Disassembly (Foldout 19,B)

b. Assembly (Foldout 25)


1. Chill spindles 4 in dry ice for one hour prior
to assembly, or heat carrier 3 or 26 in a transmission fluid bath or oven to 300350F
(149176C). Handle the parts with gloves.
2. Make a pinion aligning tool by grinding a used
spindle 4 to 0.005 inch (0.127 mm) undersize.
The aligning tool should have a slight chamfer
at one end.
3. Install one washer 6 onto the pinion aligning
tool. Install pinion 7 onto the aligning tool. Install bearing 8 and another washer 6 onto the
aligning tool.

1. Remove snapring 15, backplate 14, three internal-splined clutch plates 12, and two externalsplined clutch plates 13.
2. Install compressor tool J 7441 (Figure 664).
3. Compress Belleville spring 10 and remove
snapring 11 and the spring. Remove the tool.
4. Remove piston assembly 7. Do not remove
check balls 8 from piston 9.
5. Refer to Paragraph 417 and remove lip-type
sealring 6.
6. Remove sealring 5 from the rear hub of drum 4.

4. Grasp the assembled pinion group to hold it together. Remove the aligning tool and install the
pinion group into carrier 3 or 26 (splined end
upward).

7. Remove two step-joint sealrings 1 from the


front hub of drum 4.
8. Do not remove dowel pins 3 from drum 4.

5. Repeat Steps (2) through (4) for the remaining


pinion groups. Place carrier assembly 3 or 26
(splined end upward) in a press.
6. Align a pinion group by inserting the pinion
aligning tool through the bottom of the carrier
and into a spindle bore in carrier 3 or 26. Leave
the aligning tool in place and allow the spindle
to displace the tool during installation.
7. Start a chilled spindle 4 into the top of carrier 3
or 26, aligning its recess for ball 5 with the recess in carrier assembly 3 or 26.

b. Assembly (Foldout 19,B)


1. Install sealring 5 onto the rear hub of drum 4.
2. Refer to Paragraph 417 and install lip-type
sealring 6 onto drum 4. Make sure the lip of
sealring 6 is facing the piston (rearward).
SPRING
COMPRESSOR
J 7441
PISTON

PRESS RAM
BELLEVILLE
SPRING

8. Install ball 5 into the recess in spindle 4 and retain it with oil-soluble grease, and press spindle 4 into carrier assembly 3 or 26 until it
bottoms firmly.
9. Repeat Steps (6) through (9) for installation of
the remaining three spindles 4 and balls 5.
10. Apply a coating of transmission fluid around
spindle locations to avoid rust oxidation of the
chilled spindles.
658

SNAPRING

CLUTCH DRUM

H03590

Figure 664. Compressing High-Range Clutch Spring

Copyright 1997 General Motors Corp.

REBUILD OF SUBASSEMBLIES
3. Install piston assembly 7 into clutch drum assembly 2. The flatter side of the piston must be
toward the drum.
4. Install Belleville spring 10, concave side first,
onto piston 9.
5. Install compressor tool J 7441 (Figure 664).
6. Compress the piston spring and install
snapring 11. Remove the tool.
7. Install two step-joint sealrings 1 into the
grooves in the front hub of drum 4. New sealrings may require preforming by wrapping
them, for a few seconds, around a circular object about two-thirds the diameter of the sealring groove. Retain the sealrings with oilsoluble grease.
8. Do not install the clutch plates, backplate, and
snapring (Items 12 through 15) at this time.
These parts are installed at reassembly of the
transmission (Section 7).

647. TRANSMISSION MAIN HOUSING


ASSEMBLY
a. Disassembly (Foldout 19,A)
1. Remove snapring 1 from the front face of
transmission housing 11.
2. Remove converter pressure relief valve seat 2,
valve 3, and spring 4. If present, remove snapring 26, converter pressure regulator valve seat
25, valve 24, and spring 23. Remove pins 9 if
replacement is necessary.

b. Assembly (Foldout 19,A)


1. If hub 20 was removed, chill hub 20 in dry ice.
Use two 12-20 x 3 inch headless guide bolts
screwed into opposite holes in the hub to aid in
installation. Align the bolt holes in the hub
with those in housing 11, and press or drive the
hub into the rear side of the partition in the
housing.
2. If transfer tube 8 was removed, install a new
tube (small diameter first) into the front of
housing 11. Press the tube to a depth of 0.01
0.05 inch (0.251.27 mm). If drain tube 10
(dropbox models) was removed, install a new
tube into the front of housing 11. Press the tube
into the housing boss to a height of 1.141.18
inch (28.9529.97 mm).
3. Install reducer bushing 12 and breather 13 into
housing 11. Tighten them sufficiently to prevent leakage.
4. If pins 9 were removed, install two new pins
into the transmission main housing. Press the
pins into the bores to a depth of 0.080.12 inch
(2.033.04 mm).
5. Install spring 4, converter pressure relief valve
3 (concave side first), and valve seat 2 onto the
upper right pin 9. The edge of the bore of seat 2
should be sharp and square. If the same seat is
being reused, it may be reversed when installing it to make use of the unworn edge. Compress the spring and install snapring 1 to retain
the valve components.

5. Remove hub 20 only if replacement is necessary. Press or drive the hub toward the rear of
housing 11 to remove it.

6. For models with retarder, install spring 23,


converter pressure regulator valve 24 (concave
side first), and valve seat 25 onto the upper left
pin 9. The edge of the bore of seat 25 should be
sharp and square. If the same seat is being reused, it may be reversed when installing it to
make use of the unworn edge. Compress the
spring and install snapring 26 to retain the
valve components.

6. If present, remove visual level indicator 31. If


indicator 31 is not used, remove two washers
33 and plugs 32.

7. Install visual level indicator 31 or washers 33


and plugs 32, if removed. Tighten the threaded
fasteners sufficiently to prevent leakage.

3. Remove breather 13 and reducer bushing 12


from housing 11.
4. Remove drain tube 10 (if used) and transfer
tube 8 (if present) if replacement is necessary.

Copyright 1997 General Motors Corp.

659

ASSEMBLY
OF TRANSMISSION
Section 7
ASSEMBLY
OF TRANSMISSION
71.

SCOPE

This section covers assembly of the transmission


from subassemblies and parts. Procedures that apply
to specific models are identified. Procedures common
to all models have no model identification. Refer to
the exploded views (Foldouts 8 through 37) for parts
identification.

RING GEAR
GEAR HUB
BEARING
RETAINER

72. GENERAL INFORMATION FOR


FINAL ASSEMBLY

BOLT HOLE

Refer to Sections 4 and 8 for general assembly information as follows:


Paragraph
48
49
410
412
416
417
418
419
81
82

Title
Tools, Equipment
Replacement Parts
Careful Handling
Assembly Procedures
Tight-Fit Flanges
Teflon Lip-Type
Sealrings
Determining PTO
Backlash Limits
Torque Specifications
Wear Limits Data
Spring Data

H00978.01

Figure 71. Installing Splitter Ring


Gear and Hub

73. TRANSMISSION ASSEMBLY


(All Models)
a. Installing Splitter Ring Gear, IntermediateRange Carrier Assembly, High-Range Clutch,
and Intermediate-Range Clutch
1. For CL(B)T models, install hub 13 (Foldout
17,B) into ring gear 11 and install snapring 14
into the ring gear. For M 6600 and S 6600 Series models install hub 31 (Foldout 18,B) into
ring gear 29 and install snapring 32 into the
ring gear. Install retainer 28 (Foldout 19,A)
and press bearing 27 into place on hub 13
(Foldout 17,B) or 31 (Foldout 18,B)
2. Position the transmission main housing, front
end upward. Install, as a unit, the splitter ring
gear, gear hub, bearing, and bearing retainer
(Figure 71). Align the bolt holes in the retainer with the bolt holes in the transmission
housing. Using care not to damage the bearing,
tap the hub to seat the bearing in its bore.

BEARING
RETAINER

BOLT (6), 12-20 x 178 in.


TRANSMISSION HOUSING
H00979.01

Figure 72. Installing Splitter Ring Gear


and Bearing Retainer Bolts

3. Install six 12-20 x 178 inch self-locking bolts


30 and toothed lockwashers 29 (Foldout 19,A)
that secure the bearing retainer to the transmission housing (Figure 72). Tighten the bolts to
96115 lb ft (131155 Nm).
4. Turn the transmission housing assembly over
and position it on wood blocks, front end
downward. Block the transmission at least six
inches above the work surface to allow for

Copyright 1997 General Motors Corp.

71

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


space to reach under and rotate the splitter ring
gear hub, which will be installed in Step (9).
For 5000 Series models install two 2.7 inch (69
mm) anchor keys 17 (Foldout 25). For 6000
Series models, install two 1.7 inch (43 mm) anchor keys 17. Install compression ring 15 (Figure 73). For 6000 Series models, install
spacer 21.

CAUTION:
Center the high-range clutch and drum assembly
with extreme care during installation to avoid
damaging the sealrings on the clutch drum hub.

9. Install, as a unit, splitter output shaft 3 (Foldout 26,A), collector ring 11 (Foldout 25), and
splitter shaft bearing 5 (Foldout 26,A) (Figure
77). If necessary, reach up under the transmission and rotate the splitter ring gear hub in order to align all splines.
10. If the area is accessible, install splitter output
shaft snapring 6 from inside the front end of
the transmission main housing (Figure 742).

5. To aid in lifting the high-range clutch and


drum assembly, install backplate 14 (Foldout
19,B) and snapring 15 into high-range clutch
drum 4. Grasp the backplate and lower the
clutch and drum assembly into the transmission. Align the splines of the high-range clutch
drum hub with the splines in the splitter ring
gear hub (Figure 74).

CLUTCH
DRUM

SNAPRING

BACKPLATE

6. Install intermediate-range sun gear 1 (Foldout


25) (Figure 75). Align the sun gear splines
with high-range clutch drum splines.
7. If hub 23 was removed from intermediaterange planetary 25, install the hub. Secure it
with retaining ring 24.
8. Install the intermediate-range planetary carrier
assembly onto the sun gear (Figure 76). Align
each of four pinion gears with the sun gear. Install sealring 10 into the carrier.

SPLITTER RING
GEAR HUB

H00981.01

Figure 74. Installing High-Range


Clutch Drum

KEY SLOT

RING
SUN GEAR

SPLINES

H00982

H00980.01

Figure 73. Installing Compression Ring

72

Figure 75. Installing Intermediate-Range Sun Gear

Copyright 1997 General Motors Corp.

ASSEMBLY OF TRANSMISSION

SNAPRING
CLUTCH
DRUM
CARRIER
SUN GEAR

BACKPLATE
SEALRING

H00985.01
H00983.01

Figure 76. Installing Intermediate-Range


Planetary Carrier Assembly

Figure 78. Removing High-Range Clutch Snapring and


Backplate

RING GEAR
CARRIER
ASSEMBLY

SPLITTER
SHAFT

BEARING

H00986.01

Figure 79. Installing Intermediate-Range Ring Gear


(Models Without High-Speed Reverse Capabilities)

COLLECTOR RING
H00984.01

CAUTION:

12. For models without high-speed reverse (H.S.R.)


capabilities, install intermediate-range ring gear
14 or 20 (Foldout 25), with the shorter counterbore upward (toward the rear of the transmission), onto the intermediate-range planetary
carrier assembly (Figure 79). For models with
high-speed reverse (H.S.R.) capabilities, install
intermediate-range ring gear 27 or 28 (Foldout
25), with the counterbore upward (toward the
rear of the transmission), onto the intermediaterange planetary assembly.

Do not interchange 5000 Series and 6000 Series


ring gears. Installation of the wrong ring gear will
cause transmission failure. For identification purposes, the 6000 Series ring gear is slightly longer
than the 5000 Series ring gear. Refer to the current
Parts Catalog PC1860EN if necessary.

13. Beginning with an internal-splined plate 12


(Foldout 19,B), alternately install three internalsplined clutch plates 12 and two external-splined
high-range clutch plates 13 (Figure 710) until
all five high-range clutch plates are installed.

Figure 77. Installing Splitter Output Shaft

11. Remove large high-range clutch drum snapring


15 (Foldout 19,B) from clutch drum 4. Remove
clutch backplate 14 (Figure 78).

Copyright 1997 General Motors Corp.

73

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


14. Re-install high-range clutch backplate 14. Reinstall high-range clutch internal snapring 15
(Figure 711).
15. For 5000 Series models, install the intermediate-range clutch backplate 16 (Foldout 25),
aligning the keyways with the anchor keys
(Figure 712). Be certain compression ring 15
is positioned against the surface of the main
housing where the backplate seats.
16. Install intermediate-range clutch anchor 18 or
22, aligning the keyways with the anchor keys
(Figure 713).

EXTERNAL-SPLINED
PLATE

17. Beginning with an internal-splined plate 29, alternately install one internal-splined clutch plate
and one external-splined clutch plate 30 (Figure
714). Continue in this manner until all six
(5000 Series models) or eight (6000 Series
models) intermediate-range clutch plates are installed.
18. Install fourteen intermediate-range clutch piston
return springs 19 into clutch anchor 18 or 22
(Figure 715).
19. Refer to Paragraph 417 and install sealrings 31
and 33 onto piston 32. Be sure the lips of the
sealrings face the piston housing (rearward).
20. If removed, install pin 36 into piston housing
35. Press the head of the pin flush against the
surface of the piston housing. Install piston 32,
with sealrings, into piston housing assembly 34.

INTERNAL-SPLINED
PLATE

21. Install, as a unit, the intermediate-range


clutch piston and piston housing (Figure 7
16). Align the dowel pin with the keyway in
the transmission housing. Align the hydraulic
passage with the hydraulic passage in the
transmission housing.

H00987

Figure 710. Installing High-Range


Clutch Plates
BACKPLATE

SNAPRING

COMPRESSION
RING

BACKPLATE

ANCHOR
KEYWAY
H00989

H00988

Figure 711. Installing High-Range


Clutch Backplate Snapring

74

Figure 712. Installing Intermediate-Range Clutch


Backplate (5000 Series Models)

Copyright 1997 General Motors Corp.

ASSEMBLY OF TRANSMISSION
b. Installing Low-Range Ring Gear,
Low-Range Clutch, and Reverse
Clutch Anchor

ANCHOR

1. Install low-range ring gear 22 (Foldout 26,A)


with the longer, outer shoulder downward
(Figure 717). Engage the internal splines of
the ring gear with the intermediate-range carrier splines.
2. Install two (one at each side) anchor keys 24
(approximately 1.25 inches (32 mm) long)
into the keyways in the transmission housing
(Figure 718).
KEYWAY

H00990.01

TRANSMISSION
HOUSING

Figure 713. Installing Intermediate-Range Clutch


Anchor (5000 Series Models)

EXTERNAL-SPLINED
PLATE

INTERNAL-SPLINED
PLATE

DOWEL PIN
HYDRAULIC PASSAGE

PISTON
HOUSING

KEYWAY
H00991

Figure 714. Installing Intermediate-Range Clutch


Plates

H00993.01

Figure 716. Installing Intermediate-Range Clutch


Piston Housing and Piston

SPRING
LOWRANGE
RING GEAR
ANCHOR

SPLINES

H00992
H00994.01

Figure 715. Installing Intermediate-Range Clutch


Piston Return Springs

Figure 717. Installing Low-Range Ring Gear

Copyright 1997 General Motors Corp.

75

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


3. Install low-range clutch anchor 23, flat side upward, aligning the keyways in the anchor with
the anchor keys (Figure 719).
4. Beginning with an internal-splined plate 26, alternately install one internal-splined clutch
plate and one external-splined clutch plate 27
(Figure 720). Continue in this manner until
all eight (CL(B)T 5000 and 6000 Series models) or ten (M 6600 and S 6600 Series models)
low-range clutch plates are installed.
5. Install fourteen low-range clutch piston return
springs 25 into low-range clutch anchor 23
(Figure 721).
6. Refer to Paragraph 417 and install sealrings 28
and 30 onto piston 29. Be sure the lips of the
sealrings face the piston housing (rearward).

7. If removed, install pin 33 into piston housing


32. Press in the pin until the head of the pin is
flush against the surface of the piston housing.
Install piston 29, with sealrings, into piston
housing assembly 31.
8. Install, as a unit, the low-range clutch piston
housing and piston. Align the dowel pin with
the keyway. Align the hydraulic passage with
the hydraulic passage in the transmission housing (Figure 722).
9. Install two (one at each side) anchor keys 17
(Foldout 26,B) (approximately 1.7 inches (43
mm) long) into the keyways. Install, flat side
upward, reverse-clutch anchor 15, aligning the
keyways with the anchor keys (Figure 723).

RING GEAR
ANCHOR

INTERNAL-SPLINED
PLATE

ANCHOR
KEY
H00995.01

KEYWAY

EXTERNAL-SPLINED PLATE

H00997.01

Figure 720. Installing Low-Range Clutch Plates

Figure 718. Installing Anchor Key

SPRING

ANCHOR

ANCHOR

ANCHOR
KEY
H00998
H00996

Figure 719. Installing Low-Range Clutch Anchor

76

Figure 721. Installing Low-Range Clutch Piston Return


Springs

Copyright 1997 General Motors Corp.

ASSEMBLY OF TRANSMISSION
10. Using compressor J 7470-A, compress the piston springs and install a T-bar or bolt into the
side of the transmission housing to hold the
spring pressure (Figure 724).
11. Install four retainers 12 (Foldout 25) into a
groove in the low-range ring gear. Secure the
retainers with eight 38-24 x 58 inch self-locking
bolts 13 (Figure 725). Tighten the bolts to 41
49 lb ft (5666 Nm). Be sure the splines of the
intermediate-range carrier and the low-range
ring gear are aligned.

c. Installing Low-Range and Reverse Planetaries


and Reverse Clutch

CAUTION:
Rotate each pinion so the snapring is cleared as
the output shaft is installed in Step (1). The
snapring must seat against the carrier.

RETAINER
RING
GEAR
PISTON
HOUSING
DOWEL PIN
HYDRAULIC PASSAGE

KEYWAY
OIL PASSAGE

BOLT (8), 38-24 x 58 in.

H00999

Figure 722. Installing Low-Range Clutch Piston


Housing and Piston
.

H01001.01

Figure 725. Installing Low-Range Ring Gear


Retainer Bolts
LOW-RANGE
SUN GEAR
ANCHOR

PINION
ANCHOR
KEY (2)

H01000.01

CARRIER

Figure 723. Installing Reverse Clutch Anchor


J 7470-A

T-Bar
TRANSMISSION
OUTPUT SHAFT
SNAPRING

PINION

H01002

H03899

Figure 724. Compressing Clutch Return Springs

Figure 726. Installing Transmission Output Shaft

Copyright 1997 General Motors Corp.

77

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS

EXTERNAL-SPLINED
PLATE

SUITABLE LIFTING
DEVICE
RING
GEAR

REVERSE
PLANETARY
RING GEAR

OUTPUT SHAFT

REVERSE
PLANETARY
CARRIER

ANCHOR
INTERNAL-SPLINED
PLATE
H01005

Figure 728. Installing Reverse Clutch Plates

5. Beginning with an internal-splined plate 18, alternately install one internal-splined clutch
plate and one external-splined clutch plate 19
(Figure 728). The internal-splined plate engages reverse ring gear 5, and the externalsplined plate engages reverse clutch anchor 15.
Continue in this manner until all ten reverse
clutch plates are installed.

BEARING

6. Install fourteen reverse-clutch piston return


springs 16 into holes in the clutch anchor (Figure 729).

LOW-RANGE PLANETARY
CARRIER ASSEMBLY
H03583

Figure 727. Installing Reverse Planetary


Carrier Assembly

1. Install the transmission output shaft, with the


snapring in place, into the low-range planetary
carrier (Figure 726).
2. Build the low and reverse planetary carrier assemblies to be installed as a unit.

78

NOTE:
For straight-through models, proceed with Para-

graph 73d.
For dropbox models, proceed to Paragraph 73e.

d. Installing Output Drive Housing Components


(Straight-Through Models)

3. Install bronze thrust washer 21 (Foldout 26,A)


onto low-range carrier hub 11. Install reverse sun
gear 1 (Foldout 26,B) over the hub of the carrier.

1. Using enough petrolatum to hold the gasket in


place, install the gasket over the dowel pins on
the front side of the output drive housing (Figure 729).

4. Install the bronze thrust washer 4 onto reverse


sun gear 1. Install reverse planetary carrier assembly 6 and bearing 14 onto the reverse sun
gear. Attach a suitable lifting device to the output shaft and install the low and reverse planetary assemblies into the transmission. Rotate
the output shaft to engage the low sun gear and
ring gear (Figure 727).

2. Install the output drive housing (Figure 729).


Retain it with twenty-seven 58-11 x 134 inch bolts
22 (Foldout 19,A) and lockwashers 21 (installed
from the front of the main housing rear flange),
and (in some models) two 58-11 x 334 inch bolts 9
and 48 (Foldout 28) and lockwashers 8 and 49,
installed at the rear of the housing. Tighten the
bolts to 117140 lb ft (159189 Nm).

Copyright 1997 General Motors Corp.

ASSEMBLY OF TRANSMISSION

OUTPUT
DRIVE
HOUSING

SPRING

SPEEDOMETER
DRIVE GEAR
(NON-ELECTRIC
MODELS)

GASKET

SHAFT

ANCHOR
H01006

Figure 729. Installing Output Drive Housing

NOTE:
H01007

For models using output drive housing 4 or 8

(Foldout 27) proceed with Step (3).

Figure 730. Installing Speedometer Drive Gear

For models using output drive housing 2 (Fold-

out 28) proceed to Step (4).


3. On models using housing assembly 4 or 8
(Foldout 27), install coupling 19, shims 15 (see
Paragraph 416b), retainer washer 16, lockstrip
17, and two 12-20 x 114 inch self-locking bolts
18. After shim pack is determined and installed,
tighten the bolts to 96115 lb ft (131155 Nm).
Bend a corner of the lockstrip against each bolt
head. Proceed to Paragraph 73f.

RETAINER
BEARING
GASKET

SPACER

4. For manual-hydraulic models using housing assembly 2 (Foldout 28), install speedometer drive
gear 10, gear tooth end first, onto the output
shaft (Figure 730). For electric-shift models,
press gear 14 (if removed) onto gear 13 and install gear assembly 12, spur-tooth gear last, onto
the shaft.

Figure 731. Installing Rear Bearing Retainer

5. If gear 10 is used, install spacer 11 slot upward


(Figure 731). If gear assembly 12 is used, install spacer 15. Position the spacer gap at approximately the 5 oclock position to accept
magnetic pickup 23.

7. Install gasket 38 and the speedometer drive shaft


assembly into the output drive housing (Figure
732). Secure the assembly with two 516-18 x 78
inch screw assemblies 44. Tighten the bolts to
1316 lb ft (1821 Nm).

6. Heat bearing 16 to 200F (93C) in a transmission fluid bath (approximately 30 minutes). Install the bearing so the outer race is against
spacer 11 or 15 and the inner race is against
speedometer drive gear 10 or 13.

8. Install gasket 7 and rear bearing retainer assembly 19, and secure the retainer with eight
58-11 x 134 inch bolts 18 and lockwashers 17
(Figure 731). Tighten the bolts to 117140 lb
ft (159189 Nm).

H01009.01

Copyright 1997 General Motors Corp.

79

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS

SLEEVE
DRIVE HOUSING
GASKET

SHAFT

H01008

Figure 732. Installing Speedometer


Drive Shaft Assembly

9. Coat the threads of magnetic pickup 23 with


pipe sealant with Teflon (do not use Teflon
tape) and screw in the pickup until it touches
the OD of gear 14. Back it off three-quarters of
a turn and tighten the nut to 1316 lb ft (1821
Nm). If pickup 23 is not used, install 58-18 x 1
inch bolt 24 and flat washer 25. Tighten bolt 24
to 134160 lb ft (182216 Nm). Proceed to
Paragraph 73f.
e. Installing Transfer Gear Housing Assembly
and Rear Cover (Dropbox Models)
1. Suspend the transfer gear housing assembly on
a sling, balancing it in a horizontal position
(Figure 733). Using enough petrolatum to hold
the gasket in place, install the gasket over the
dowel pins on the front side of the transfer gear
housing. Install the housing assembly and retain
it with twenty-seven 58-11 x 134 inch bolts 22
(Foldout 19,A) and lockwashers 21. Tighten the
bolts to 117140 lb ft (159189 Nm).

710

GASKET

TRANSFER
GEAR
HOUSING
TRANSMISSION
HOUSING

H01010.01

Figure 733. Installing Transfer Gear Housing


(Some Models)

NOTE:
For dropbox models without rear output disconnect(s) (Foldout 29 or 31), proceed with Step (4).
For dropbox models with rear output disconnect(s) (Foldout 30), proceed to Step (14).
4. For models equipped with gear 58 (Foldout
29), press the inner race and rollers of tapered
bearings 57 and 59 onto gear 58. Place the
outer race of bearing 57 into the transfer gear
housing and lower the gear assembly into
place.

2. Install the drive gear assembly onto the output


shaft (Figure 734).

5. For models equipped with gear 54 (Foldout 29)


or 63 (Foldout 31), install the gear onto the output shaft. Install the rear spacer (Figure 735).
Install the bearing onto the shaft (Figure 736).

3. For later models with idler gear roller bearings,


install the idler gear bearing outer race into the
bore in the transfer gear housing. Install the
idler gear assembly into the housing. The
speedometer drive plug, if present, will be upward (Figure 734).

6. For models that do not have a rear output and


that are equipped with gear 54 (Foldout 29), refer to Paragraph 416b to select a shim pack.
Install shim(s) 66, retainer washer 67, lockstrip
68, and two 12-20 x 114 inch bolts 69. Tighten
the bolts to 96115 lb ft (131155 Nm). Bend
a corner of the lockstrip against each bolt head.

Copyright 1997 General Motors Corp.

ASSEMBLY OF TRANSMISSION
SPEEDOMETER
DRIVE PLUG
IDLER GEAR

HOUSING

DRIVE GEAR
SHAFT

touches the drive gear. Back it off three-quarters


of a turn and tighten the nut to 1316 lb ft (18
21 Nm). If the pickup is not used, install 58-18 x
1 inch bolt 18 and flat washer 19 (Foldout 29) or
bolt 34 and flat washer 35 (Foldout 31). Tighten
the bolt to 134160 lb ft (182216 Nm).
8. For all models shown on Foldouts 29 and 31,
install the gasket onto the transfer gear housing
(Figure 737).

H01011

Figure 734. Installing Transfer Idler Gear Assembly


(Earlier Models)

.
SPACER
DRIVEN GEAR

SHAFT

H01012

Figure 735. Installing Transfer Driven-Gear


Rear Spacer

9. For later models with idler gear roller bearings,


install the idler gear bearing outer race into the
bore in the rear cover. Using a sling, install the
cover. Retain the cover and magnetic pickup
shield 62 (Foldout 29) or 76 (Foldout 31), if required, with twenty-six 12-13 x 134 inch bolts
64 and lockwashers 63 (Foldout 29) or bolts 78
and lockwashers 77 (Foldout 31). Tighten the
bolts to 6780 lb ft (91108 Nm).
10. For models that include a speedometer drive,
install the washer and seal onto the shaft (Figure 738). Install the assembly, engaging the
shaft with speedometer plug 52 (Foldout 29) or
69 (Foldout 31). Install gasket 83 (Foldout 29)
and speedometer drive sleeve assembly 85 and
retain them with two 516-18 x 78 inch screw assemblies 89. Or, install gasket 89 (Foldout 31)
and speedometer drive sleeve assembly 91 and
retain them with two 516-18 x 78 inch screw assemblies 95. Tighten the screw assemblies to
1316 lb ft (1821 Nm).
11. For models without a speedometer drive, install gasket 91 and cover 90 (Foldout 29) or
gasket 97 and cover 96 (Foldout 31). Retain
the cover with two 516-18 x 78 inch screw assemblies 89 (Foldout 29) or 95 (Foldout 31).
Tighten the screw assemblies to 1316 lb ft
(1821 Nm).

WASHER
SHIMS
BEARING

H01013

Figure 736. Installing Bearing Retainer Washer

7. For electric-shift models, coat the thread of magnetic pickup 17 (Foldout 29) or 33 (Foldout 31)
with pipe sealant with Teflon (do not use Teflon tape) and screw in the pickup until it

12. For models equipped with gear 58 (Foldout


29), install the outer race of bearing 59. Select
and install shims 99 and install bearing plate
100 as shown in Figure 739.
13. For all models shown on Foldout 29, install
gasket 65. Install either bearing retainer 71
with sealring 70 in place (Figure 740) or
spacer 74 and bearing retainer assembly 75,
pipe nipple 79 downward (Figure 741). Install
six 12-13 x 138 inch bolts 73 and lockwashers
72 or six 12-13 x 112 inch bolts 81 and lock-

Copyright 1997 General Motors Corp.

711

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


washers 80. For all models shown on Foldout
31, install gasket 79. Install spacer 80 and
bearing retainer assembly 81, pipe nipple 85
downward (Figure 741). Install six 12-13 x
112 inch bolts 86 and lockwashers 87. Tighten
the bolts to 6780 lb ft (91108 Nm). Proceed
to Paragraph 73f.

COVER

14. For models with rear output disconnects (Foldout 30), press bearing 55 (without snapring in
place) to a seat against the shoulder of shaft 56.
Install spacer 54, gear 53, and spacer 52. Press
bearing 51 to a seat against the assembled parts
on the shaft. Install the assembled shaft into
the transfer gear housing.

GASKET

TRANSFER
GEAR HOUSING

15. For electric-shift models, coat the threads of


magnetic pickup 15 with pipe sealant with Teflon (do not use Teflon tape) and screw in
the pickup until it touches the drive gear. Back
it off three-quarters of a turn and tighten the
nut to 1316 lb ft (1821 Nm). If pickup 15 is
not used, install 58-18 x 1 inch bolt 17 and flat
washer 16. Tighten bolt 17 to 134160 lb ft
(182216 Nm).

H01014.01

Figure 737. Installing Transfer Gear


Housing Cover
SHAFT
SEAL

WASHER

16. Install the gasket onto the transfer gear housing


(Figure 737).
17. For later models with idler gear roller bearings,
install the idler gear bearing outer race into the
bore in the rear cover. Using a sling, lower the
cover onto the housing. Retain the cover (and
magnetic pickup shield 59 (Foldout 30), if
used) with twenty-six 12-13 x 134 inch bolts 61
and lockwashers 60. Tighten the bolts to 6780
lb ft (91108 Nm).
18. Install the snapring onto bearing 55.
19. Install coupling 62 and retain it with snapring
63. Install gasket 64, adapter 65, and gasket 66.
Install the assembled output disconnect assembly (Items 6987) and retain it with six 12-13 x
134 inch bolts 67 and lockwashers 68. Tighten
the bolts to 6780 lb ft (91108 Nm).
20. Install gasket 103, adapter 104, and gasket 105.
Install the assembled output disconnect assembly (Items 108127), and retain it with six 1213 x 234 inch bolts 107 and lockwashers 106.
Tighten the bolts to 6780 lb ft (91108 Nm).
712

;
;
;
;;
;;
;
;;;;;;
;
;;
;

H01015

Figure 738. Installing Speedometer Drive Shaft

TAPERED BEARING INNER RACE

BEARING
RETAINER
BEARING
ROLLERS
PLATE

OUTER RACE

Select a shim
pack which is
0.0110.013 in.
(0.2800.330 mm)
larger than
measured
GAP A.

DRIVEN
GEAR

GAP

TRANSFER GEAR
HOUSING REAR
COVER

V01016.01

Figure 739. Installation of Tapered Roller


Bearing Shims

Copyright 1997 General Motors Corp.

ASSEMBLY OF TRANSMISSION
21. For models that include a speedometer drive,
install the washer and seal onto the shaft (Figure 738). Install the assembly, engaging the
shaft with speedometer plug 49 (Foldout 30).
Install gasket 96 and speedometer drive sleeve
assembly 98 and retain them with two 516-18 x
78 inch screw assemblies 102. Tighten the
screws to 1316 lb ft (1821 Nm).
22. For models without a speedometer drive, install
gasket 93 and cover 94. Retain the cover with
two 516-18 x 78 inch screw assemblies 102.
Tighten the screws to 1316 lb ft (1821 Nm).
SPEEDOMETER
SLEEVE ASSEMBLY

CAUTION:
Keep the transmission rear higher than the
transmission front. If the transmission is lowered
to a horizontal position, or the transmission rear
is lowered below the transmission front, some
parts within the housing could shift, preventing
access to the splitter shaft snapring groove.
1. Attach a two-strand lifting sling to the transmission rear mounting pads and raise the transmission until the front end clears the work table.
2. Rearrange the wood blocks and lower the
transmission with the forward edge of the pan
splitline resting on the block (Figure 742).
3. If not previously installed, install the splitter
shaft snapring (Figure 742). Then lower the
rear of the transmission onto wood blocks, and
remove the sling from the rear mounting pads.

BOLT (2), 516-18 x 78 in.


GASKET
BEARING RETAINER

f. Installing Splitter Output Shaft Snapring,


Splitter-High Clutch

H01017.01

Figure 740. Installing Transfer Driven Gear Rear


Bearing Retainer

BEARING
RETAINER

PIPE
NIPPLE

SPACER
GASKET

H01018.01

Figure 741. Installing Rear Bearing Retainer

4. Attach the sling to the front face of the main


housing. Raise the assembly and attach support
legs J 23556 (Paragraph 48). Lower the assembly to rest on the support legs (Figure 743).
5. Install two anchor keys 25 (Foldout 17,B) or 3
and 4 (Foldout 18,B) (approximately 3.91
inches (99 mm) long), stepped ends first,
longer sides inward, into keyways at the front
of the transmission housing (Figure 744). Refer to Paragraph 417 and install sealrings 23
and 24 onto piston 22 (Foldout 17,B), sealrings
32 and 33 onto piston 31, or sealrings 15 and
17 onto piston 16 (Foldout 18,B). Be sure the
lips of the lip-type sealrings face the piston
housing (rearward). Install the piston, with
sealrings, into housing 26 or 35 (Foldout 17,B)
or 18 (Foldout 18,B). Install, piston upward,
the splitter-high clutch piston and housing assembly, being sure to index hydraulic passages.
Install, flat side first, splitter-high clutch anchor 19 or 29 (Foldout 17,B) or 5 (Foldout
18,B). Align the keyways in the anchor with
the anchor keys.
6. Install the splitter-high jumper tube and hose assembly, hose end first, through the transmission
housing into the hydraulic passage of the splitter-high clutch piston housing (Figure 745).

Copyright 1997 General Motors Corp.

713

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS

MOUNTING
PAD

PISTON
HOUSING

ANCHOR
KEY
KEYWAY

MOUNTING PAD

SNAPRING
ANCHOR
H01021.01

SPLITTER
OUTPUT
SHAFT

Figure 744. Installing Splitter-High


Clutch Anchor
BLOCK

BLOCK

H01019.01

Figure 742. Installing Splitter Shaft Snapring

7. Beginning with an external-splined plate, alternately install one external- and one internalsplined clutch plate (Figure 746). For CL(B)T
5000 and 6000 Series models, continue in this
manner until four plates 27 and 28 (Foldout
17,B), or six plates 17 and 18 are installed. For
M 6600 and S 6600 Series models, install eight
plates 7 and 8 (Foldout 18,B).
8. For CL(B)T 5900 and 6000 Series models, install fourteen pins 21 (Foldout 17,B), short end
first, into anchor 19 (5800 Series models do
not have spring pins). For M 6600 and S 6600
Series models, install fourteen pins 6 (Foldout
18,B), short end first, into anchor 5.
9. Install fourteen splitter-high clutch piston return springs 20 (Foldout 17,B) or 2 (Foldout
18,B) (Figure 747). Install splitter-high
clutch backplate 16 (Foldout 17,B) or 1 (Foldout 18,B) flat side first. Align the keyways in
the backplate with the anchor keys in the
transmission housing.

TRANSMISSION
HOUSING

SUPPORT
LEGS
J 23556

H01020

Figure 743. Transmission Housing With


Three Support Legs Attached

714

10. Install spacer 15 (Foldout 17,B) or 20 (Foldout 18,A) (Figure 748), notched area facing
down and open section toward the bottom of
the transmission housing. Secure the spacer
with two retainers 6 (Foldout 19,A) and two
38-16 x 34 inch bolts 5. Tighten the bolts to
2632 lb ft (3643 Nm).
11. Install two jumper tubes and hose assemblies,
hose ends first (Figure 749).

Copyright 1997 General Motors Corp.

ASSEMBLY OF TRANSMISSION
BACKPLATE

HOSE
JUMPER
TUBE

TRANSMISSION
HOUSING

SPRING (14)

H01022.01

ANCHOR KEY (2)

Figure 745. Installing Splitter-High


Jumper Tube

H01024

Figure 747. Installing Splitter-High


Clutch Backplate

INTERNAL-SPLINED
PLATE

BOLT (2), 38-16 x 34 in.


NOTCHED AREA

OPEN SECTION

SPACER

EXTERNAL-SPLINED
PLATE

RETAINER
H01023

Figure 746. Installing Splitter-High Clutch Plates


RETAINER

NOTE:
For models with retarder, proceed with Paragraph
73g.
For models without retarder, proceed to Paragraph 73h.
g. Installing Splitter Planetary, Splitter-Low
Clutch, and Hydraulic Retarder
(Models With Retarder)
1. Heat the hydraulic retarder rotor in an oven or
hot transmission fluid bath to a maximum of
300F (148C). Do not use direct flame. Install
snapring 11 (Foldout 16,A) into the groove on
the largest splined diameter of the turbine output shaft. Press the shaft, rear end first, into the
front of rotor 12. Seat the hub of the rotor
against snapring 11.

H01025.01

Figure 748. Installing Splitter-High Clutch


Backplate Spacer Retainers

2. Install rotor washer 13 onto the rear of the turbine output shaft. Install the hydraulic retarder
housing onto the assembled shaft and rotor
(Figure 750).
3. Install the ball bearing, sealring, and transfer
hub onto the rear of the retarder housing (Figure 751). Retain the hub with five 12-13 x 114
inch bolts 28 and lockwashers 27. Tighten the
bolts to 6780 lb ft (91108 Nm).

Copyright 1997 General Motors Corp.

715

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS

HUB
SHAFT
FLAT
SIDE

HOUSING

SEALRING

HOSE

BEARING

JUMPER TUBE

H01026.01

Figure 749. Installing Low-Range


and Intermediate-Range Jumper Tubes

H01028

Figure 751. Installing Transfer Hub Onto Retarder


Housing (Models With Retarder)

4. If removed, install lockstrip 15 (Foldout


16,A) and one 516-24 x 218 inch bolt 14. The
bolt must pass through the web of the retarder
housing, and be threaded loosely into the pitot
tube which must be in the position shown in
Figure 752.

HOUSING

5. Install the splitter-low clutch and drum assembly onto the rear of the turbine output shaft
(Figure 752). For models without a pitot, proceed to Step (8).

WASHER

ROTOR

SHAFT
H01027

Figure 750. Installing Retarder Housing Onto Retarder


Rotor and Turbine Shaft (Models With Retarder)

CAUTION:
For models not equipped with electric lockup, be
sure to position the pitot tube assembly correctly
during installation. Failure to position the pitot
tube assembly correctly will result in the absence
of pitot pressure in the transmission and loss of
lockup function.

716

6. For models with a pitot, using a thin metal


strip between the clutch and drum assembly
and the retarder housing, position the pitot
tube to receive the remaining pitot tube bolt
(Figure 753 use access holes in the retarder rotor).
7. For models with a pitot, install a 516-24 x 218
inch bolt through the lockstrip, through the retarder housing web, and into the pitot tube.
Tighten both pitot tube bolts to 1416 lb ft
(1921 Nm). Bend a corner of the lockstrip
against each bolt head.
8. Install three hook-type sealrings onto the turbine output shaft (Figure 754).

Copyright 1997 General Motors Corp.

ASSEMBLY OF TRANSMISSION
TURBINE OUTPUT
SHAFT
RETARDER
ROTOR

PITOT TUBE

SEALRING
SNAPRING
SHAFT

DRUM
ASSEMBLY

H01029.01

Figure 752. Installing Splitter-Low Clutch and Drum


Assembly (Non-Electric Lockup Models With Retarder)

H00827

Figure 754. Installing Sealrings Onto Turbine


Output Shaft (Models With Retarder)

LOCKSTRIP
HOUSING

HUB

BOLT
DRUM
ASSEMBLY

PRESSING TOOL
BEARING

STRIP

H01031

SHAFT

Figure 755. Installing Splitter-Low Clutch Hub


H01030

Figure 753. Installing Pitot Tube Bolt


(Non-Electric Lockup Models With Retarder)

9. Install the splitter-low clutch hub over the splitter


planetary carrier, indexing the splitter sun gear
with the splitter carrier pinions (Figure 755).
Support the carrier on a press and place a pressing tool on the inner race of the bearing. Press
the bearing onto the hub of the carrier.

10. Tip the retarder housing so the rotor end of the


turbine shaft rests on the work table (Figure 7
56). Install the splitter planetary carrier assembly and splitter clutch hub onto the turbine
shaft. Install the snapring onto the end of the
turbine shaft.
11. Install the sealring onto the turbine shaft (Figure 757). For CL(B)T 5000 and 6000 Series
models (Foldout 17,A), beginning with an internal-splined clutch plate, alternately install

Copyright 1997 General Motors Corp.

717

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


two internal-splined clutch plates 13 and one
external-splined clutch plate 14 into splitterlow clutch drum 5. For M 6600 and S 6600 Series models (Foldout 18,A), beginning with an
internal-splined clutch plate, alternately install
three internal-splined clutch plates 17 and two
external-splined clutch plate 18 into splitterlow clutch drum 19.
12. Install the backplate into the splitter-low clutch
drum (Figure 758). Install the internal
snapring.

TURBINE
SHAFT
SNAPRING

13. Attach a two-strand lifting sling to the rotor


side of the retarder housing. Using petrolatum
to hold the gasket in place, install the gasket
over the dowel pin on the rearward face of the
retarder housing (Figure 759). Lower the
housing and attached parts onto the transmission. Align the splines of the splitter-low clutch
hub with splines of the splitter-high clutch
plates inside the transmission. It may help to
use a screwdriver at Location A (Figure 759)
to engage the hub with the splitter-high clutch
plates. Engage the splitter ring gear, inside the
transmission, with the splitter planetary pinions. Align the dowel pins in the retarder housing with the dowel pin holes on both sides of
the transmission housing. Install seven 12-13 x
134 inch bolts and lockwashers through the
transmission housing side of the splitline.
Tighten the bolts to 6780 lb ft (91108 Nm).
h. Installing Converter Housing Components

HUB
CARRIER

H01032

1. Block the converter housing in an upright position (Figure 760). Install input pressure pump
drive gear bearing 94 (Foldout 11) into the
housing. Install pump drive gear 92, longer end
of the hub toward the rear, into the housing recess behind the bearing.

Figure 756. Installing Splitter Planetary Snapring


(Models With Retarder)
SNAPRING
INTERNAL-SPLINED PLATE

TURBINE
SHAFT

EXTERNAL-SPLINED
PLATE

BACKPLATE
DRUM

DRUM

SEALRING

H01033

Figure 757. Installing Splitter-Low Clutch Plates


(Models With Retarder)

718

H01034

Figure 758. Installing Splitter-Low Clutch


Backplate Snapring (Models With Retarder)

Copyright 1997 General Motors Corp.

ASSEMBLY OF TRANSMISSION
2. Support the pump drive gear with one hand
and, with the other hand, engage pump drive
gear hub 56 and bearing 55 by pushing it halfway into the pump drive gear (Figure 761).
Partial installation of the gear hub will allow
space for gear spacer 93 (Figure 762).
3. Support the gear hub and bearing with one
hand and, with the other hand, install pump
gear spacer 93. Push the gear hub through the
spacer and all the way into the pump gear (Figure 762).

5. Install bearing 87 into pump idler gear 88. Secure the bearing with snapring 86 (Figure 765).
Assemble, in the same manner, power takeoff
idler gear 7, bearing 8, and snapring 9 (if used).
6. Install the pump idler gear and bearing assembly (snapring downward) over the idler gear
spindle bore in the converter housing (Figure
766). Align the gear with the spindle bore.

CONVERTER
HOUSING

4. Tap on the gear hub to seat it in the pump drive


gear. Secure the bearing with snapring 54 (Figure 763). Install pump drive gear hub gasket
53 and cover 52 (Figure 764) onto the converter housing and install six 38-16 x 78 inch
bolts 50 and lockwashers 51. Tighten the bolts
to 2632 lb ft (3643 Nm).

GEAR

NOTE:
For later models, a roller bearing replaces the pump
idler gear (or PTO idler gear) ball bearing used in
earlier models.
BEARING

RETARDER
HOUSING

H01035

GASKET

HUB

Figure 760. Installing Input Pump Drive Gear

DOWEL
PIN
DOWEL
PIN
HOLES

A
GEAR
HUB

BEARING
SUPPORT LEGS
J 23556
H00818.02

Figure 759. Installing Retarder Housing Onto


Transmission Housing

H01036

Figure 761. Installing Pump Drive Gear Hub

Copyright 1997 General Motors Corp.

719

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS

SNAPRING

GASKET
SPACER

GEAR HUB

BEARING

GEAR HUB COVER


CONVERTER HOUSING
H00823

H01037

Figure 764. Installing Pump Drive Gear Hub Cover

Figure 762. Installing Pump Drive Gear Spacer


.

SNAPRING

BEARING
SNAPRING

HUB

GEAR
H01039

H01038

Figure 763. Installing Pump Drive Gear Hub


Bearing Snapring

7. Install one hook-type sealring onto the converter ground sleeve (Figure 767). Install a
headless, 12-13 guide bolt into the tapped hole
at the bottom of the idler gear spindle bore. Using gloves, install spindle 89, which has been
chilled in dry ice. Remove the guide bolt and
secure the spindle with 12-13 x 212 inch bolt 91
and lockwasher 90. If power takeoff (PTO) is
used, install power takeoff idler gear 7 and
spindle 6 in the same manner. Tighten the
bolt(s) to 6780 lb ft (91108 Nm).
NOTE:
For models with retarder, proceed with Paragraph

73i.
For models without retarder, proceed to Para-

graph 73j.
720

Figure 765. Installing Input Pump Idler Gear


(or PTO Idler Gear) Bearing Snapring (Earlier Models)

i. Installing Torque Converter Housing


(Models With Retarder)

CAUTION:
When lowering the torque converter housing,
lower it slowly and carefully, keeping it centered
over the turbine shaft, so the hook-type sealrings
on the shaft will not be damaged during the installation.
1. Attach a two-strand lifting sling to the converter housing. Install the gasket over the
dowel pins on the rearward face of the torque
converter housing, using petrolatum to hold the
gasket in place. Lower the converter housing,
aligning dowel pins in the converter housing
with dowel pin holes on both sides of the retarder housing (Figure 768).

Copyright 1997 General Motors Corp.

ASSEMBLY OF TRANSMISSION
go through the front flange of the retarder housing; the long bolts through the front of the transmission housing and through the retarder
housing. Two of the 5 inch bolts (Figure 769)
are located in the bottom of the transmission.
Tighten the bolts to 6780 lb ft (91108 Nm).
Proceed to Paragraph 73k.

DRIVE GEAR

j. Installing Splitter Planetary, Splitter-Low


Clutch, and Converter Housing
(Models Without Retarder)
SPINDLE BORE

TAPPED
HOLE

1. Install the bearing assembly and four sealrings


onto the shaft (Figure 770). Install the shaft
with bearing and sealrings into the housing.
2. Install transfer hub 26 (Foldout 16,A) and secure it with five 12-13 x 114 inch bolts 28 and
lockwashers 27 (Figure 771). Tighten the
bolts to 6780 lb ft (91108 Nm).

GEAR

CAUTION:
H01040

Figure 766. Installing Input Pump Idler


Gear Assembly (Earlier Models)

For models not equipped with electric lockup,


failure to position the pitot tube assembly correctly during installation will result in the absence of pitot pressure in the transmission and
therefore no lockup function.
3. If removed, install lockstrip 11 (Foldout 11)
and one 516-24 x 212 inch pitot tube bolt 10.
The bolt must pass through the converter housing from the converter side and be threaded
into the pitot tube which must be held snug in
the position shown in Figure 772.

TAPPED HOLE

4. Install the splitter-low clutch and drum assembly onto the turbine shaft (Figure 772). For
models without a pitot, proceed to Step (6).

GUIDE
BOLT

BORE
SEALRING

SPINDLE

H01041

Figure 767. Installing Input Pump Idler Gear Spindle

2. Install seven 12-13 x 112 inch bolts 17 and lockwashers 16 (Foldout 16,A), and twelve 12-13 x 5
inch bolts 15 and lockwashers 14 (Foldout
19,A) into the converter housing. The short bolts

5. For models with a pitot, rotate the pitot tube assembly to its correct position with a length of
thin steel stock (refer to Figure 752) and install
the remaining bolt 10 with the other hand.
Tighten both bolts to 1418 lb ft (1924 Nm)
and bend the corners of the lockstrip against the
two bolt heads (Figure 773).
6. Install the splitter-low clutch hub over the splitter
planetary carrier, indexing the splitter sun gear
with the splitter carrier pinions (Figure 774).
Support the carrier on a press and place a pressing tool on the inner race of the bearing. Press
the bearing onto the hub of the carrier.

Copyright 1997 General Motors Corp.

721

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


CONVERTER
HOUSING

DOWEL PIN
HUB
GASKET
DOWEL
PIN HOLE

H00817.02

Figure 768. Installing Converter Housing Onto


Retarder Housing (Models With Retarder)

H01044

Figure 771. Installing Transfer Hub


(Models Without Retarder)

BOLTS
DRUM
ASSEMBLY

H01043

Figure 769. Installing Converter Housing Bolts


at Bottom of Transmission (Models With Retarder)

COLLECTOR
RING

CONVERTER HOUSING
TURBINE SHAFT
BEARING
PITOT
TUBE

SEALRING

TURBINE
SHAFT

SEALRING
H01045
H00835.01

Figure 770. Installing Turbine Output Shaft


(Models Without Retarder)

722

Figure 772. Installing Splitter-Low Clutch and Drum


Assembly (Models Without Retarder)

Copyright 1997 General Motors Corp.

ASSEMBLY OF TRANSMISSION
7. Install the splitter planetary and hub assembly
onto the turbine shaft and secure the assembly
with the snapring (Figure 775).
8. Install the hook-type sealring onto the turbine
shaft. Beginning with an internal-splined clutch
plate, alternately install one internal-splined and
one external-splined clutch plate until all three
(CL(B)T 5000, 6000 Series models) or five (M
6600 and S 6600 Series models) splitter-low
clutch plates are installed (Figure 776).
9. Install the splitter-low clutch backplate into the
splitter-low drum and secure it with an internal
snapring (Figure 777).
10. Attach a two-strand lifting sling to the converter
housing assembly (Figure 778). Install the gasket over the dowel pins on the rearward face of
the torque converter housing, using petrolatum
to hold the gasket in place. Lower the assembly
onto the transmission. Engage the splines of the
splitter clutch hub with the splines of the splitter-high clutch plates inside the transmission
housing. Engage the splitter planetary pinions
with the ring gear inside the transmission housing. Align the dowel pins with the dowel pin
holes in the transmission housing.

11. Install nineteen 12-13 x 112 inch bolts 19 and


lockwashers 18 (Foldout 19,A) into the torque
converter housing. Two of the bolts and lockwashers are located in the bottom of the transmission (Figure 779). Tighten the bolts to
6780 lb ft (91108 Nm).
.

CARRIER
HUB

SNAPRING

H01048

Figure 775. Installing Splitter Planetary Snapring


(Models Without Retarder)

LOCKSTRIP

BOLT (2), 516-24 x 212 in.

CLUTCH
PLATE
H01046.01

Figure 773. Installing Pitot Tube Bolts


(Models Without Retarder)
HUB
SEALRING
PRESSING TOOL
BEARING

H01049
H01031

Figure 774. Installing Splitter-Low Clutch Hub

Figure 776. Installing Splitter-Low Clutch Plates


(Models Without Retarder)

Copyright 1997 General Motors Corp.

723

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS

SNAPRING

BACKPLATE

BOLTS

H01052
H01050

Figure 777. Installing Splitter-Low Clutch


Backplate Snapring (Models Without Retarder)

Figure 779. Installing Converter Housing Bolts at


Bottom of Transmission (Models Without Retarder)

PUMP
ASSEMBLY

CONVERTER
HOUSING

DOWEL
PIN

GASKET
HUB

TRANSMISSION
HOUSING

H01051.01

Figure 778. Installing Converter Housing Onto


Transmission Housing (Models Without Retarder)

k. Installing Torque Converter Pump, Stators


SEALRING

1. Install the sealring onto the ground sleeve


(Figure 780).
2. Install the torque converter pump with the input accessory drive gear onto the torque converter ground sleeve (Figure 780). Index the
accessory drive gear with the power takeoff
idler gear (if used) and the pump idler gear.
Tap on the inner race of the converter pump
bearing to seat it against the shoulder on the
ground sleeve.
724

GROUND
SLEEVE

H00816

Figure 780. Installing Torque Converter


Pump Assembly

NOTE:
For models with fixed-capacity torque converter,

proceed with Step (3).


For models with variable-capacity torque con-

verter, proceed to Step (5).

Copyright 1997 General Motors Corp.

ASSEMBLY OF TRANSMISSION

THRUST
WASHER

NOTCHES

SPANNER
NUT

STATOR
ASSEMBLY

ROLLER
RACE

STATOR
BACKPLATE

H01053

Figure 781. Installing Freewheel Roller Race Spanner


Nut (Fixed-Capacity Torque Converter)
H01054

3. For models with fixed-capacity torque converter,


install stator backplate 15 (Foldout 9,B), flat side
up, onto the ground sleeve (Figure 781). Install
stator freewheel roller race 9, notches up, onto
the ground sleeve. Install spanner nut 7 onto the
stator ground sleeve. Using spanner wrench
J 6534-02, tighten the spanner nut to 275325 lb
ft (373440 Nm). Stake the outer flange of the
spanner nut into one of three notches in the stator
freewheel roller race.

Figure 782. Installing Stator Front Thrust Washer


(Fixed-Capacity Torque Converter)

RACE

PIN

4. Install converter stator assembly 10 (Figure 7


82) displacing installation sleeve J 23552 with
the roller race. Install thrust washer 8. Check to
make sure the stator freewheels in the clockwise
direction and locks up in the opposite direction.
If used, install the snapring into the groove in the
turbine shaft. Proceed to Paragraph 73l.
5. For models with variable-capacity torque converter, install retainer 40 (Foldout 10) (Figure 7
83), smooth side up. Install stator freewheel
roller race 10, engaging pins 11 in the holes.
6. Install thrust washer 39 onto the retainer (Figure
784). Install spanner nut 7 onto the converter
ground sleeve. Using spanner wrench
J 6534-02, tighten the nut to 275325 lb ft (373
440 Nm). Stake the outer flange of the spanner
nut into one of the notches in the stator freewheel race.
7. With installation sleeve J 23552 in place in the
stator, install variable-capacity stator assembly
12, bolt heads down (Figure 785). Remove the
sleeve after the stator is firmly seated.
8. Install bronze thrust washer 8 (Figure 786).

RETAINER
HOLE

H01055

Figure 783. Installing Freewheel Roller Race


(Variable-Capacity Torque Converter)

l. Installing Torque Converter Turbine, LockupClutch, and Input Components


1. Make sure the internal snapring is on the turbine hub. Install the torque converter turbine
(Figure 787).
2. Install bearing spacer 4 (Foldout 9,B). Install
the roller bearing inner race (Figure 788). Install the snapring to retain the race. Install the
sealring onto the turbine output shaft.
3. Install sealring 1 (Foldout 9,A) onto the hub of
the torque converter drive housing (or flywheel) (Figure 789). Install sealring 2 onto
lockup-clutch piston 4. Install the piston, engaging the recesses in the piston with four
dowel pins in the piston housing (or flywheel).

Copyright 1997 General Motors Corp.

725

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS

NUT

RACE
THRUST
WASHER
TURBINE
SNAPRING

THRUST
WASHER

H01056.01

Figure 784. Installing Freewheel Roller Race Spanner


Nut (Variable-Capacity Torque Converter)

H01058.01

Figure 787. Installing Torque Converter Turbine

NOTE:

STATOR
ASSEMBLY

For CL(B)T 6063 transmissions operating above 675


net hp, use a No. 3 lockup-clutch plate. Refer to SIL
9-TR-91 and the current Parts Catalog PC1860EN.
4. For remote-mount models, install lockup-clutch
backplate 7, flat side upward, onto the torque
converter pump (Figure 788). Install lockupclutch plate 5. For direct-mount models, install
the lockup-clutch plate and backplate onto the
piston in the flywheel (Figure 790).

INSTALLING
TOOL J 23552

5. Install anchor keys 6 into the recesses in the


bore of the converter drive housing. Retain
them with oil-soluble grease.
H01057

Figure 785. Installing Variable-Capacity


Stator Assembly

6. For remote-mount models, install the converter


drive housing, with clutch piston, and anchor
keys onto the torque converter pump (Figure
791). For direct-mount models, use a flywheel hook and install the flywheel with
lockup-clutch components onto the transmission (Figure 792). The two anchor keys must
engage slots in the lockup-clutch backplate.

H00812.01

7. Rotate the drive housing (or flywheel) on the


converter pump to align the bolt holes (Figure
793 or 794). Through the PTO opening, install four 38-24 x 114 inch self-locking bolts 22
(Foldout 9,B) or 47 (Foldout 10) with flat
washers at 90 degree intervals. Tighten these
bolts to 10 lb ft (13 Nm).

Figure 786. Installing Stator Front Thrust Washer


(Variable-Capacity Torque Converter)

8. Install the remaining thirty-two bolts and flat


washers. Tighten all thirty-six bolts to 4149 lb
ft (5666 Nm).

THRUST
WASHER

STATOR

726

Copyright 1997 General Motors Corp.

ASSEMBLY OF TRANSMISSION
LOCKUP
PLATE

LIFTING BOLTS

SHAFT
BACKPLATE

INNER
RACE
SEALRING
SNAPRING
BACKPLATE

LOCKUPCLUTCH PLATE

FLYWHEEL
H01059.01

H00810.01

Figure 788. Installing Lockup-Clutch Plate


(Remote-Mount Models)
LIFTING BOLTS

Figure 790. Installing Lockup-Clutch Backplate


(Direct-Mount Models)

PISTON

SNAPRING
SEALRING
DOWEL
PIN
HUB

BEARING
FLYWHEEL

DRIVE
HOUSING

H01060

Figure 789. Installing Lockup-Clutch Piston

NOTE:
For direct-mount models, proceed to Paragraph
73m.
For remote-mount models, proceed with Step (9).
9. Install the gasket and converter housing front
cover, aligning the hydraulic passages (Figure
795). Secure the cover with eighteen 716-20 x 4
inch bolts 24 (Foldout 8,A), lockwashers 23,
and nuts 22, and three 716-20 x 414 inch bolts 21,
lockwashers 26, and nuts 25. Three bolts 21
must be installed from the PTO access, through
the converter housing, and then through the
front cover. Eighteen bolts 24 must be installed
from the front, through the front cover, and then
through the converter housing. Tighten nuts 22
and 25 evenly to 5060 lb ft (6881 Nm).

SEALRING

SNAPRING
INNER RACE

GROOVE

H01061.01

Figure 791. Installing Converter Drive Housing


(Remote-Mount Models)

Copyright 1997 General Motors Corp.

727

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS

LIFTING
HOOK
FLYWHEEL

FLYWHEEL
BOLT

TOP PTO
OPENING

STEP-JOINT
SEALRING

H01062

CONVERTER
PUMP

Figure 792. Installing Flywheel Assembly


(Direct-Mount Models)

H01064

Figure 794. Tightening Flywheel Bolts


DRIVE
HOUSING
FRONT
COVER

BOLT (36), 38-24 x 114 in.

HYDRAULIC
PASSAGE
BOSS
BOLT
CONVERTER
PUMP

FLAT WASHER

GASKET

H01065.01

H01063

Figure 793. Installing Converter Drive


Housing Bolts

m. Installing Exterior Components


(All Models)
1. Install the pump drive gear coupling onto the
pump drive gear shaft (Figure 796). Install the
pump gasket onto the converter housing. Install
screen 30 (Foldout 12). Install input-driven
charging and scavenge pump assembly 10 onto
the converter housing. Secure the pump with six
38-16 x 5 inch bolts 4 and lockwashers 5.
Tighten the bolts to 2632 lb ft (3643 Nm).
728

Figure 795. Installing Converter Housing


Front Cover Bolts

2. Install two scavenge fluid discharge tube gaskets 3 and 9 (Figure 797). Install the tube
and secure it with four 38-16 x 134 inch bolts
1 and lockwashers 2 at the pump end of the
tube, and four 38-16 x 1 inch bolts 6 and lockwashers 7 at the other end. Tighten the bolts
to 2632 lb ft (3643 Nm).
NOTE:
For straight-through models, proceed with
Step (3).
For dropbox models, proceed to Step (4).

Copyright 1997 General Motors Corp.

ASSEMBLY OF TRANSMISSION
TRANSMISSION HOUSING
PUMP
ASSEMBLY
OIL
PAN

GUIDE
BOLTS

GASKET

COUPLING
GASKET

CONVERTER
HOUSING

H01068

H01066

Figure 796. Installing Pump Assembly

Figure 798. Installing Pan (Straight-Through Models)

4. For dropbox models (Figure 799), install transmission fluid drain cover gasket 1 (Foldout
24,B) and cover 4 or 7. Retain the cover with
twenty-eight 38-16 x 78 inch bolts 3 and lockwashers 2. Tighten the bolts to 2632 lb ft (36
43 Nm). Install hose(s) 6 and hose clamps 5.

GASKET
TUBE

5. For straight-through models, install gasket 5


(Foldout 24,A) and strainer assembly 6 (Figure
7100). Secure the strainer with six 38-16 x 78
inch bolts 14 and lockwashers 13. Tighten the
bolts to 2632 lb ft (3643 Nm).
GASKET

NOTE:
H01067.01

For models with manual-hydraulic shift control,


Figure 797. Installing Scavenge Tube

proceed with Step (6).


For models with electric- or electronic-shift con-

3. For straight-through models, install headless


guide bolts into the bottom of the transmission
housing (Figure 798). Install the transmission
pan gasket onto the transmission housing. Install
the pan onto the transmission housing. Secure
the pan with four evenly spaced 38-16 x 118 inch
bolts 18 (Foldout 24,A) and lockwashers 19. Remove the headless guide bolts. Install the remaining twenty bolts 18 and lockwashers 19 and
four 38-16 x 5 inch bolts 17 and lockwashers 16.
Tighten the bolts to 2632 lb ft (3643 Nm).
Proceed to Step (5).

trol, proceed to Step (7).


6. On manual-hydraulic models, install two 38-16
headless guide bolts. Install gasket 1 (Foldout
20) and valve body assembly 8 (Figure 7101).
Install ten 38 -16 x 112 inch bolts 3 with lockwashers 2 in locations A and B (Figure 7102)
(start bolts in two locations and remove the
guide bolts). Install eight 38-16 x 2 inch bolts 7
in locations C and D. Install six 38-16 x 312 inch
bolts 5 in location E. Tighten all the bolts to 26
32 lb ft (3643 Nm). Proceed to Step (16).

Copyright 1997 General Motors Corp.

729

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS

HOSE

VALVE
BODY

GASKET

GASKET

GUIDE
BOLT

BOLT
COVER

GUIDE
BOLT
CLAMPS

H01069

Figure 799. Installing Transmission Pan Hose Clamps


(Models With Dropbox)

STRAINER

H01071

Figure 7101. Installing Manual-Hydraulic Control Valve


Body Assembly
GASKET

9. Install gasket J, separator plate I, and gasket H


onto the guide bolts.
H01070

10. Install the main valve body G.


Figure 7100. Installing Strainer Assembly
(Straight-Through Models)

NOTE:
For models without trim boost, proceed with Step

7. For electric- or electronic-shift models, install


two 38-16 x 6 inch guide bolts near the upper part
of the main control valve body mounting pad.
8. Install gasket L (Figure 7103 or 7104) onto
the guide bolts. Install transfer plate K and retain it with three 38-16 x 138 inch bolts F and
lockwashers and two 38-16 x 114 inch selflocking bolts E and flat washers. Tighten Bolts
E to 3643 lb ft (4958 Nm). Tighten bolts F
to 2632 lb ft (3543 Nm).

(11).
For models with trim boost, proceed to Step (12).

11. For models without trim boost, install the following bolts and lockwashers (Figure 7103)
and tighten them to 2632 lb ft (3543 Nm).
Then, proceed to Step (16).
Eleven 38 -16 x 3 inch, marked A
Two 38 -16 x 5 inch, marked D
Twelve 38-16 x 414 inch, marked C (remove

6 inch guide bolts for two)


NOTE:
Do not interchange gaskets J and H. Each gasket is
marked for location.
Gasket J is installed against transfer plate K. Then
plate I is installed, followed by gasket H.
Refer to the current Parts Catalog PC1860EN.

730

Nine 38-16 x 334 inch, marked B

12. For models with trim boost, install the following


bolts and lockwashers (Figure 7104). Tighten
Bolt W to 1316 lb ft (1821 Nm). Tighten
Bolts Y and Z to 2632 lb ft (3543 Nm).
One 38-16 x 334 inch, marked W

Copyright 1997 General Motors Corp.

ASSEMBLY OF TRANSMISSION
Thirty 38-16 x 334 inch, marked Y
BOLT E

Three 38-16 x 4 inch, marked Z

BOLT A

(remove 6 inch guide bolts for two)


13. Be sure the small O-ring is in place under solenoid 91 (Foldout 23). Install solenoid 94
and retain it with two 14-20 x 1 inch bolts 96
and flat washers 95. Tighten bolts 96 to 911
lb ft (1314 Nm).

BOLT B

14. By hand, carefully install the harness lead onto


solenoid 94.

BOLT D

15. Install a new gasket 97 and install solenoid


cover 98. Retain the cover with six 14-20 x 1
inch bolts X (Figure 7104) and flat washers.
Tighten bolts X to 911 lb ft (1314 Nm).

BOLT C

16. For all models, install connecting block 63 (Foldout 11), with one sealring 60, on the converter
housing (Figure 7105 or Figure 7106). Secure
the block with two 716-14 x 2 inch bolts 64, two
716-14 x 214 inch bolts 65, and lockwashers 66.
Tighten the bolts to 4250 lb ft (5767 Nm).

H01072.01

Figure 7102. Bolt Locations for Manual-Hydraulic


Control Valve Body Assembly

LOCKWASHER (2), 38 in.

LOCKWASHER (3), 38 in.


BOLT F (3), 38 -16 x 138 in.
2632 lb ft (3543 Nm)

BOLT D (2), 38 -16 x 5 in.


2632 lb ft (3543 Nm)

8-PIN CONNECTOR
GASKET L

F
LOCKWASHER
(12), 38 in.

TRANSFER
PLATE K

BOLT C (12),
38 -16 x 414 in.
2632 lb ft (3543 Nm)

GASKET J

FLAT WASHER (2),


38 in.
BOLT E (2), 38 -16 x 114 in.
3643 lb ft (4958 Nm)

BOLT A (11), 38 -16 x 3 in.


2632 lb ft (3543 Nm)

C
D

B 1

B
B

A
B

VALVE BODY G
LOCKWASHER (11), 38 in.

3
C

C
GASKET H
LOCKWASHER (9), 38 in.

SEPARATOR
PLATE I

B
A
C

PRESSURE TEST POINTS


1. LOW-RANGE CLUTCH
2. REVERSE CLUTCH
3. INTERMEDIATE-RANGE CLUTCH
4. SPLITTER-LOW CLUTCH

C
A

BOLT B (9), 38 -16 x 334 in.


2632 lb ft (3543 Nm)

V00797.01

Figure 7103. Electric-Shift Valve Body Components and Mounting Bolts

Copyright 1997 General Motors Corp.

731

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


BOLT Z (3), 38 -16 x 4 in.
2632 lb ft (3543 Nm)

LOCKWASHER (3), 38 in.


BOLT F (3), 38 -16 x 138 in.
2632 lb ft (3543 Nm)

BOLT Y (30), 38 -16 x 334 in.


2632 lb ft (3543 Nm)

16-PIN CONNECTOR

GASKET L
Z

TRANSFER
PLATE K

7 Z

Y
Y

Y
Y

GASKET J

Y
2

FLAT WASHER (2), 38 in.

38 -16

114

BOLT E (2),
x
in.
3643 lb ft (4958 Nm)

VALVE BODY G

Y
X

GASKET H

BOLT W (1), 38-16 x 334 in.


1316 lb ft (1821 Nm)
6. SPLITTER-HIGH CLUTCH
7. SOLENOID REGULATOR CIRCUIT
8. TRIM BOOST CIRCUIT

8
Y

PRESSURE TEST POINTS


1. LOW-RANGE CLUTCH
2. REVERSE CLUTCH
3. INTERMEDIATE-RANGE CLUTCH
4. SPLITTER-LOW CLUTCH
5. HIGH-RANGE CLUTCH

X
X

SEPARATOR
PLATE I

BOLT X (6), 14-20 x 1 in.


FLAT WASHERS (6) 14 in.
911 lb ft (1314 Nm)
V00798.01

Figure 7104. Electronic Control Valve Body Components and Mounting Bolts (Models With Trim Boost)

WARNING!

NOTE:

Interference between the main-pressure transfer


tube assembly hose and the equipment causes
binding and abrasion of the hose. Failure of an
abraded hose releases pressurized, heated fluid
(pressures and temperatures in the assembly can
exceed 350 psi (2413 kPa) and 275F (135C)). To
help avoid injury due to hose failure, prevent
physical contact between the hose and equipment
when installing the transfer tube assembly.

For models equipped with non-electric lockup (Fig-

17. Install main-pressure transfer tube assembly


58, two sealrings 60, and four split flanges 59
and retain them with eight 716-14 x 114 inch
bolts 61 and lockwashers 62. Be sure the
flanges and sealrings are properly seated.
Shake the hose slightly and allow it to settle
into position, free of binding.
18. While holding the hose in its free position,
tighten bolts 61 to 4250 lb ft (5767 Nm).
732

ure 7105), proceed with Step (19).


For models equipped with electronic lockup (Fig-

ure 7106), proceed to Step (21).


19. For models equipped with non-electric lockup,
install the gasket and the lockup shift valve body
assembly onto the transmission (Figure 7105).
20. Install seven 38-16 x 234 inch bolts 1 (Foldout
15,B) with lockwashers 2 and two 38-16 x 114
inch bolts 4 and lockwashers 5 to retain the
lockup valve body. Tighten bolts 1 and 4 to
2632 lb ft (3643 Nm). For manual-electric
shift models, install pressure switch 22.
Tighten it sufficiently to prevent leakage. Proceed to Step (23).

Copyright 1997 General Motors Corp.

ASSEMBLY OF TRANSMISSION
BOLT (2),

SPLIT FLANGE

7 16-14

x 2 in.

and lockwashers. Tighten the bolts to 4250


lb ft (5767 Nm).

BOLT (2), 7 16-14 x 214 in.

CONNECTING
BLOCK

BOLT (8), 7 16-14 x 11 4 in.


BOLT (2),

3 8-16

114

BOLT (7), 3 8-16 x 234 in.


in.

NON-ELECTRIC
LOCKUP VALVE
BODY ASSEMBLY

MAIN-PRESSURE TRANSFER
TUBE ASSEMBLY
H00795.01

Figure 7105. Non-Electric Lockup Valve Body


Assembly and Main-Pressure Hose

21. For models equipped with electric lockup, install two headless 38-16 guide bolts into the
lockup mounting pad. Install gasket 1 (Foldout
15,A). Install the electronic control lockup valve
body assembly 5 (Figure 7106).
22. Install five 38-16 x 112 inch bolts 2, three flat
washers 3, and four 38-16 x 3 inch bolts 4 (installing the last two bolts after removal of
guide bolts). Tighten the nine bolts to 2632
lb ft (3643 Nm).

25. In the area of the main-pressure regulator valve


and filters, earlier models use 716 inch hex head
bolts and lockwashers. To prevent water from entering the transmission from the environment,
later models use 716 inch self-locking bolts and
flat washers. Torque the earlier hex head bolts to
4250 lb ft (5767 Nm). Torque the later selflocking replacement bolts to 5465 lb ft (7488
Nm). For models with a variable-capacity torque
converter, proceed with Step (26). For models
without a variable-capacity torque converter, proceed to Step (27).
26. For models with variable-capacity torque converters, install gasket 15 (Foldout 13), adapter
plate assembly 16, and sealring 14 (Figure 7
109). Install gasket 20 and main-pressure regulator valve body assembly (Figure 7110). Retain the main-pressure regulator valve body
assembly 3 with two 716-14 x 412 inch bolts 1
and washers 2 (Figure 7111). Refer to Step
(25) and tighten the bolts. If a remote filter is to
be used, install the remote filter and lines according to the equipment manufacturers instructions. Install spring 23 and ball 24 into the
adapter plate (Figure 7111). Install gasket 22
and stator control valve body assembly 25 onto
the adapter plate. Retain the valve body with
five 38-16 x 214 inch bolts 35 and lockwashers
36. Tighten the bolts to 2632 lb ft (3643
Nm). Proceed to Step (29).
27. For models without variable-capacity torque
converters (Figure 7108), install gasket 15
(Foldout 13). Install main-pressure regulator
valve body assembly 3. Secure the valve body
by installing two 716-14 x 312 inch bolts 1 and
washers 2 in holes marked A on Figure 7
108. Refer to Step (25) and tighten the bolts.

23. Install two 38 -16 guide bolts into the retarder


valve body mounting pad. Install retarder
valve body gasket 3 (Foldout 16,B), restrictor
plate 4, and gasket 5. Install the retarder valve
body assembly (Figure 7107) and secure
with seven 38 -16 x 414 inch bolts 34 and lockwashers 35, removing the guide bolts to install the final two retaining bolts. Tighten the
bolts to 2632 lb ft (3643 Nm).

28. If a remote filter assembly is to be used, install the remote filter and lines according to
the equipment manufacturers instructions.

24. If required, install the side and top PTO pad


gaskets and covers (Figure 7108). Secure
each cover with eight 716-14 x 78 inch bolts

29. If filter assembly 42 (Foldout 13) is used, proceed to Step (30). If filter assembly 19 (Foldout 14,B) is used, proceed to Step (32).

Copyright 1997 General Motors Corp.

733

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


SPLIT
FLANGE
BOLT (8),
x 114 in.

716-14

BOLT (8),
x 112 in.

38-16

BOLTS,
x 3 in. AND
LOCKWASHERS
38-16

BOLT (2), 716-14 x 2 in.


BOLT (2), 716-14 x 214 in.

CONNECTING
BLOCK
BOLT, 38-16 x 3 in.
LOCKUP
PRESSURE TAP
MAIN PRESSURE
TAP

BOLT (8), 716-14 x 78 in.,


AND LOCKWASHER
TOP PTO
COVER

VALVE
BODY

GASKET
H01076.01

BOLTS, 38-16 x 112 in.


H01074.01

Figure 7108. Installing Main-Pressure Regulator Valve


Body Assembly

Figure 7106. Electric Lockup Valve Body Assembly


and Main-Pressure Hose

VALVE
BODY

ADAPTER
PLATE

GASKET
SEALRING
GUIDE
BOLT

LOCKWASHER

GASKET

BOLT

H01077

Figure 7109. Installing Stator Control Valve Adapter


Plate (Models With Variable-Capacity Torque Converter)
COVER

H01075

Figure 7107. Installing Hydraulic Retarder Control


Valve Body Assembly

30. If filter assembly 42 (Foldout 13) is used, install gasket 21. If a reverse filter assembly is to
be used (filters pointing toward the front), install adapter 74. Install two 716-14 x 614 inch
bolts 71. Install three 716-14 x 4 inch bolts 69
and one 716-14 x 112 inch bolt 68 and washers
67 and 72. Refer to Step (25) and tighten the
bolts. Install gasket 70.
734

31. Install the filter and base assembly (Figure 7


112). For models with a reverse filter, secure
the assembly with four 716-14 x 434 inch bolts
38 and washers 39, and three 716-14 x 514 inch
bolts 40 and washers 41. For other models, secure the assembly with five 716-14 x 7 inch
bolts 38 (some models, 716-14 x 814 inch bolts)
and washers 39, and two 716-14 x 412 inch
bolts 40 and washers 41. Refer to Step (25) and
tighten the bolts. Proceed to Step (33).

Copyright 1997 General Motors Corp.

ASSEMBLY OF TRANSMISSION
FILTER
ELEMENTS
LOCKWASHER
MAIN-PRESSURE
REGULATOR
VALVE

BASE
GASKET
H01080

Figure 7112. Installing Filter and Base Assembly


(Earlier Models)

HIGH-EFFICIENCY
FILTERS

GASKET

BOLT AND FLAT


WASHER (2), 7 16-14 x 41 2 in.

H01078

Figure 7110. Installing Main-Pressure Regulator


Valve Body Assembly
(Models With Variable-Capacity Torque Converter)

GASKET

VALVE
BODY
FILTER
BASE
BALL

BOLTS (2), 716-14 x 412 in.

DRAIN
PLUG (2)

MAIN-PRESSURE
REGULATOR
VALVE BODY

SPRING

BOLT AND
FLAT WASHER (3),
7 16-14 x 31 2 in.
H00792.01

Figure 7113. Filter Assembly (Later Models)


ADAPTER
PLATE
H01079.01

Figure 7111. Installing Stator Control


Valve Body Assembly
(Models With Variable-Capacity Torque Converter)

32. If filter assembly 19 (Foldout 14,B) is used, install the filter and base assembly (Figure 7113).
Install three 716-14 x 312 inch bolts 15 and flat
washers 16, and two 716-14 x 412 inch bolts 17
and flat washers 18. Tighten the bolts to 5465 lb
ft (7488 Nm).
33. Install the input flange, shims, washer, lockstrip and bolts. Refer to Paragraph 416b for
installation and shimming instructions.

34. Install parking brake assembly 5 (Foldout 32)


with washer 4 and lever 3 in place. Retain the
assembly with four 58-18 x 2 inch bolts 20, flat
washers 2, and nuts 1. Tighten nuts 1 to 134
160 lb ft (182216 Nm).
35. Install output flange(s) and attaching hardware.
Refer to Paragraph 416b for installation and
shimming instructions.
36. Install the parking brake drum (Figure 7114).
Parking brake drum 26 (Foldout 32) fits over the
studs of certain output flanges and is retained by
eight 58 -18 nuts 27. Tighten the nuts to 134160
lb ft (182216 Nm). Parking brake drum 25 attaches to other flanges with eight 12-20 x 1 inch
bolts 29 and lockwashers 28. Tighten the bolts
to 83100 lb ft (113135 Nm).

Copyright 1997 General Motors Corp.

735

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


n. Power Takeoff Gear Backlash. On models that
include either a top-mounted or side-mounted power
takeoff, refer to Paragraph 418 for maximum backlash limits and a method for measuring backlash.

PARKING BRAKE
DRUM

PARKING
BRAKE
LEVER

74. INSTALLATION OF CONTROL


COMPONENTS
STUD

FLANGE

After assembly of the transmission, reconnect all hydraulic, electrical, electronic, and mechanical lines,
sensors, and harnesses. Install transmission-related
components into the equipment cab and/or chassis as
required.

H01081

Figure 7114. Installing Parking Brake Drum

736

Copyright 1997 General Motors Corp.

LIMILTS
AND SPRING
DATA
Section 8 WEAR
WEAR
LIMITS
AND SPRING
DATA
81.

WEAR LIMITS DATA

a. Maximum Variations. Wear limits information


in this section shows the maximum wear at which
components are expected to function satisfactorily. Table 81 lists the wear limits data and is referenced to
the exploded views (Foldouts 8 through 37) in the
back of this manual.
b. Cleaning, Inspection. Parts must be clean to permit effective inspection for wear or damage. Refer to
Paragraph 411.

82. SPRING DATA


a. Springs must be clean to permit effective inspection. Springs should be replaced if there are signs of

overheating, wear due to rubbing adjacent parts, or


permanent set. Discard springs which do not meet the
load-height specifications in the spring chart.
b. Inspection criteria (load vs height) and identification characteristics of the springs are presented in
Table 82. The spring data are keyed to the exploded
views (Foldouts 8 through 37) in the back of this
manual.

NOTE:
When more than one spring part number is listed
for the same location, refer to the current Parts Catalog PC1860EN to determine which spring is used
in your specific assembly number.

Table 81. Wear Limits Data


Wear Limit
Illustration
Foldout 9,A

Description

inch

mm

LOCKUP CLUTCH

Piston, maximum face wear

0.010

0.25

Friction-faced clutch plate


Minimum thickness

0.155

3.94

Maximum cone

0.010

0.25

0.010

0.25

0.117

2.97

4.749

120.62

7
Foldout 9,B

Backplate, maximum face wear


FIXED-CAPACITY TORQUE CONVERTER

Stator thrust washer, minimum thickness*

Freewheel race, minimum OD

No scoring or surface damage


permissible

10

Stator, maximum ID

4.773

121.23

15

Stator backplate, minimum thickness*

0.471

11.96

0.086

2.18

3.7495

95.237

Foldout 10

VARIABLE-CAPACITY TORQUE CONVERTER

8, 39

Thrust washer, minimum thickness

10

Freewheel race, minimum OD

No scoring or surface damage


permissible
* Dimension A (Figure 81) minus Dimension B shall not be less than 0.040 inch (1.02 mm).

Copyright 1997 General Motors Corp.

81

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


Table 81. Wear Limits Data (contd)
Wear Limit
Illustration
Foldout 10
(contd)

Description

inch

mm

VARIABLE-CAPACITY TORQUE CONVERTER

17

Stator shroud

18

Stator blade assembly, crank pin minimum diameter (in three

Holes must not be elongated

0.1765

4.483

Blade must be tight on


crank pin

22

Piston, maximum crank pin groove width

0.184

4.67

28

Front-side plate assembly, bushing 30, maximum ID

3.7565

95.415

31

Housing assembly (piston housing 32 and stator cam 34


assembled), crank pin hole maximum diameter

0.182

4.62

35

Rear-side plate assembly, bushing 37, maximum ID

3.7565

95.415

40

Retainer, minimum thickness

0.316

8.03

Foldout 12

INPUT-DRIVEN PRESSURE AND SCAVENGE PUMP

14, 17

Gear, maximum diametral clearance of body 14 with gear 17*

0.012

0.31

14, 17, 21

Gear, maximum end clearance in body 14 and plate 21 (with


gasket 18 installed)**

0.010

0.25

21, 23, 28

Gear, maximum end clearance in plate 21 and body 28 (with


gasket 25 installed)**

0.010

0.25

23, 28

Gear, maximum diametral clearance of gear 23 in body 28*

0.012

0.31

21, 24, 28

Gear, maximum end clearance in plate 21 and body 28 (with


gasket 25 installed)**

0.010

0.25

24, 28

Gear, maximum diametral clearance of gear 24 in body 28*

0.012

0.31

Foldout 13

MAIN-PRESSURE REGULATOR VALVE (EARLIER


MODEL FILTERS)

6, 7

Main-pressure regulator valve 7, maximum clearance in body 6

0.004

0.10

26, 27

Stator control valve 27, maximum clearance in body 26

0.003

0.08

0.004

0.10

0.004

0.10

Foldout 14,A
6, 7
Foldout 14,B
6, 7

MAIN-PRESSURE REGULATOR VALVE (REMOTE


FILTER MODELS)
Main-pressure regulator valve 7, maximum clearance in body 6
MAIN-PRESSURE REGULATOR VALVE (HIGHEFFICIENCY FILTERS)
Main-pressure regulator valve 7, maximum clearance in body 6

* Refer to Paragraph 411r and Figure 411.


** Refer to Paragraph 411r and Figure 410.

82

Copyright 1997 General Motors Corp.

WEAR LIMITS AND SPRING DATA


Table 81. Wear Limits Data (contd)
Wear Limit
Illustration
Foldout 15,A
9, 11
Foldout 15,B

Description

inch

mm

0.004

0.10

ELECTRIC LOCKUP VALVE ASSEMBLY


Lockup valve 9, maximum clearance in body 11
NON-ELECTRIC LOCKUP VALVE ASSEMBLY

7, 8

Lockup valve 8, maximum clearance in body 7

0.004

0.10

7, 16

Flow valve 16, maximum clearance in body 7

0.004

0.10

Foldout 16,B

HYDRAULIC RETARDER CONTROL VALVE

10, 11

Retarder control valve 10, maximum clearance in body 11

0.006

0.15

24, 26

Retarder control valve 26, maximum clearance in body 24

0.006

0.15

Foldout 17,A

SPLITTER-LOW CLUTCH (CL(B)T MODELS)

10

Piston, maximum face wear

0.020

0.51

13

Friction-faced clutch plate


Minimum thickness

0.180

4.57

Maximum cone

0.012

0.31

Minimum groove depth

0.005

0.13

Steel clutch plate


Minimum thickness

0.184

4.67

Maximum cone

0.030

0.76

Clutch pack, minimum thickness

0.544

13.82

Backplate, maximum face wear

0.020

0.51

14

15
Foldout 17,B

SPLITTER PLANETARY AND SPLITTER-HIGH CLUTCH


(CL(B)T Models)

Thrust washer, minimum thickness

0.055

1.38

3, 5

Pinion 3, maximum end clearance with carrier 5

0.055

1.38

16

Backplate, maximum face wear

0.020

0.51

17, 27

Friction-faced clutch plate


Minimum thickness

0.180

4.57

Maximum cone

0.012

0.31

Minimum groove depth

0.005

0.13

Steel clutch plate


Minimum thickness

0.184

4.67

Maximum cone

0.030

0.76

1.092

27.74

18, 28

Clutch pack, minimum thickness

Copyright 1997 General Motors Corp.

83

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


Table 81. Wear Limits Data (contd)
Wear Limit
Illustration
Foldout 18,A

Description

inch

mm

SPLITTER-LOW CLUTCH (M 6600 and S 6600 Series Models)

14

Piston, maximum face wear

0.020

0.51

17

Friction-faced clutch plate


Minimum thickness

0.190

4.83

Maximum cone

0.012

0.30

Minimum groove depth

0.005

0.13

Steel clutch plate


Minimum thickness

0.1076

2.73

Maximum cone

0.030

0.76

Clutch pack, minimum thickness

0.755

19.17

Clutch drum, maximum face wear

0.020

0.51

18

19
Foldout 18,B

SPLITTER PLANETARY AND SPLITTER-HIGH CLUTCH


(M 6600 and S 6600 Series Models)

Backplate, maximum face wear

0.020

0.51

Friction-faced clutch plate


Minimum thickness

0.190

4.83

Maximum cone

0.012

0.30

Minimum groove depth

0.005

0.13

Steel clutch plate


Minimum thickness

0.1076

2.73

Maximum cone

0.030

0.76

Clutch pack, minimum thickness

1.243

31.57

20

Thrust washer, minimum thickness

0.055

1.39

21, 23

Pinion, maximum end clearance with carrier 23

0.055

1.39

Foldout 19,B

HIGH-RANGE CLUTCH

Piston, maximum face wear

0.020

0.51

12

Friction-faced clutch plate


Minimum thickness

0.180

4.57

Maximum cone

0.012

0.31

Minimum groove depth

0.005

0.13

Steel clutch plate


Minimum thickness

0.184

4.67

Maximum cone

0.030

0.76

0.020

0.51

13

14
84

Backplate, maximum face wear


Copyright 1997 General Motors Corp.

WEAR LIMITS AND SPRING DATA


Table 81. Wear Limits Data (contd)
Wear Limit
Illustration
Foldout 20
18, 21, 34,
42, 45
Foldout 21
28, 29, 33, 34,
36, 38, 40, 53,
55, 63, 65, 69,
71, 75, 77
Foldout 22
36, 37, 41, 42,
44, 46, 48, 60,
62, 66, 68, 72,
74, 78, 80
Foldout 23
36, 37, 41, 42,
44, 46, 48, 60,
61, 65, 66, 70,
73, 74, 78, 79,
83, 84
Foldout 25

Description

inch

mm

0.003

0.08

0.003

0.08

0.003

0.08

0.003

0.08

MANUAL-HYDRAULIC CONTROL VALVE BODY


ASSEMBLY
All valves, maximum clearance in body 30
ELECTRIC-SHIFT CONTROL VALVE ASSEMBLY
All valves, maximum clearance in body 44

ELECTRONIC-CONTROL VALVE ASSEMBLY


(Models Without Trim Boost)
All valves, maximum clearance in body 53

ELECTRONIC-CONTROL VALVE ASSEMBLY


(Models With Trim Boost)
All valves, maximum clearance in body 53

INTERMEDIATE-RANGE PLANETARY AND


INTERMEDIATE-RANGE CLUTCH

Thrust washer, minimum thickness

0.055

1.40

3, 7, or 26

Pinion 7, maximum end clearance in carrier 3 or 26

0.055

1.40

22

Clutch anchor, reaction surface step wear

0.020

0.51

29

Friction-faced clutch plate


Minimum thickness

0.180

4.57

Maximum cone

0.012

0.31

Minimum groove depth

0.005

0.13

Steel clutch plate


Minimum thickness

0.184

4.67

Maximum cone

0.030

0.76

Clutch pack, minimum thickness (6 plate pack)

1.481

37.62

Clutch pack, minimum thickness (8 plate pack)

1.092

27.74

Piston housing reaction surface maximum step wear

0.020

0.51

30

35

Copyright 1997 General Motors Corp.

85

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


Table 81. Wear Limits Data (contd)
Wear Limit
Illustration
Foldout 26,A

Description

inch

mm

LOW-RANGE PLANETARY AND LOW-RANGE CLUTCH

12

Thrust washer, minimum thickness

0.055

1.40

13, 18

Pinion 13, maximum end clearance in carrier 18

0.055

1.40

26

Friction-faced clutch plate


Minimum thickness

0.180

4.57

Maximum cone

0.012

0.31

Minimum groove depth

0.005

0.13

Steel clutch plate


Minimum thickness

0.184

4.67

Maximum cone

0.030

0.76

Clutch pack, minimum thickness

1.456

36.98

Piston housing reaction surface maximum step wear

0.020

0.51

27

32
Foldout 26,B

REVERSE PLANETARY AND CLUTCH

Thrust washer, minimum thickness

0.075

1.91

Thrust washer, minimum thickness

0.055

1.40

7, 10

Pinion 10, maximum end clearance in carrier 7

0.055

1.40

18

Friction-faced clutch plate


Minimum thickness

0.180

4.57

Maximum cone

0.012

0.31

Minimum groove depth

0.005

0.13

Steel clutch plate


Minimum thickness

0.184

4.67

Maximum cone

0.030

0.76

1.820

46.23

0.377

9.58

19

Clutch pack, minimum thickness


Foldout 28
6

86

SPEEDOMETER DRIVE BUSHING


Bushing, maximum ID

Copyright 1997 General Motors Corp.

WEAR LIMITS AND SPRING DATA

CONVERTER PUMP

TURBINE

DIM. B

STATOR SIDE
PLATES

DIM. A

WASHER

STATOR
BACKPLATE

V03909

Figure 81. Converter Element Clearances

Copyright 1997 General Motors Corp.

87

88

Table 82. Spring Data


Color
Code

Wire Dia.*
in. (mm)

34

0.017
(0.43)

0.156
(3.96)

in. (mm)

lb (N)

1.57
(39.9)

1.07
(27.2)

0.630.77
(2.83.4)

0.46
(11.8)

0.35
(8.9)

0.370.62
(1.72.7)

Copyright 1997 General Motors Corp.

Ref

9,B

13

Freewheel roller

6769276

None

10

14

Freewheel roller

6779083

None

11

69

Lubrication regulator
valve

6771249

Light green
end

21

0.062
(1.57)

0.670
(17.02)

3.23
(82.0)

2.34
(59.5)

23.826.2
(106116)

11

81

Converter-in check
valve

6773365

None

0.177
(4.50)

1.68/0.81
(42.7/20.6)

2.60
(66.0)

2.20
(55.9)

96.0104.0
(427462)

11

85

Converter-in check
valve

6770573

None

12

0.031
(0.79)

0.499
(12.67)

1.88
(47.7)

0.90
(22.9)

1.21.3
(56)

13

Main-pressure
regulator valve

6758508

None

20

0.135
(3.43)

0.800
(20.32)

4.50
(114.3)

3.51
(89.2)

83.095.0
(370422)

13

23

Detent

6778422

None

8.5

0.048
(1.21)

0.312
(7.92)

0.71
(18.0)

0.58
(14.7)

7.58.5
(3437)

13

28

Variable-stator
control valve

6830323

None

15

0.080
(2.03)

0.930
(23.62)

4.45
(113.0)

2.08
(52.8)

17.018.0
(7680)

13

46

Filter bypass valve

5577420

None

11

0.109
(2.77)

1.133
(28.78)

4.59
(116.6)

2.66
(67.6)

35.142.7
(156190)

13

62

Filter shell stud

5575091

None

7.8

0.120
(3.05)

1.172
(29.77)

2.31
(58.7)

1.50
(38.1)

31.538.2
(140170)

14,A

Main-pressure
regulator valve

6758508

None

20

0.135
(3.43)

0.800
(20.32)

4.50
(114.3)

3.51
(89.2)

83.095.0
(370422)

14,B

Main-pressure
regulator valve

6758508

None

20

0.135
(3.43)

0.800
(20.32)

4.50
(114.3)

3.51
(89.2)

83.095.0
(370422)

15,A

Lockup valve

6838520

Solid blue

16

0.080
(2.03)

0.720
(18.29)

2.93
(74.4)

1.80
(45.7)

17.618.8
(7983)

15,B

11

Lockup valve

6758475

Red stripe
or end

13.5

0.079
(2.01)

0.690
(17.53)

2.84
(72.1)

1.58
(40.1)

26.028.0
(116124)

* Mean dimension shown.

convolutes

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS

No.
Coils

Length Under Load

Approx.
Free Length
in. (mm)

Foldout

Spring

Part No.

Spring
OD
in. (mm)

Table 82. Spring Data (contd)

Foldout

Ref

Spring

Length Under Load

No.
Coils

Wire Dia.*
in. (mm)

Spring
OD
in. (mm)

Approx.
Free Length
in. (mm)

in. (mm)

lb (N)

6758597

White end

13

0.120
(3.05)

0.794
(20.17)

2.81
(71.4)

2.11
(53.6)

57.263.6
(255282)

6769252

Solid light
green

14

0.080
(2.03)

0.690
(17.53)

2.65
(67.3)

1.62
(41.1)

21.123.3
(94103)

6769407

None

12

0.092
(2.33)

0.875
(22.23)

2.99
(75.9)

1.56
(39.6)

29.132.1
(130142)

6775812

Yellow stripe

14

0.080
(2.03)

0.690
(17.53)

2.56
(65.0)

1.62
(41.1)

19.221.4
(8695)

23045210

None

14.9

0.072
(1.83)

0.680
(17.27)

2.90
(73.7)

2.15
(54.6)

9.011.0
(4148)

23045499

None

15.5

0.072
(1.83)

0.674
(17.12)

2.84
(72.1)

2.15
(54.6)

8.010.0
(3644)

16,B

14

Retarder control
valve

6765136

None

12.5

0.080
(2.03)

0.625
(15.88)

1.90
(48.3)

1.32
(33.6)

17.921.8
(8097)

16,B

27

Retarder control
valve

6770860

None

24

0.092
(2.33)

1.060
(26.92)

7.00
(177.8)

4.80
(121.9)

10.411.6
(4751)

17,A

11

Splitter-low piston
return

6756042

None

10.730
(272.54)

0.44**
(11.1)

17,B

20

Splitter-high piston
return

6835742

None

9.5

0.106
(2.68)

0.625
(15.88)

1.43
(36.3)

1.32
(33.6)

14.421.6
(6496)

17,B

30

Splitter-high piston
return

6838224

None

10

0.105
(2.67)

0.655
(16.64)

1.92
(48.9)

1.49
(37.8)

51.063.0
(227280)

18,A

15

Splitter-low piston
return

6756042

None

10.710
(272.03)

0.41**
(10.4)

18,B

Splitter-high piston
return

6776586

None

12

0.080
(2.03)

0.625
(15.88)

1.77
(45.0)

1.31
(33.3)

14.918.2
(6780)

6835742

None

9.5

0.105
(2.67)

0.625
(15.88)

1.43
(36.3)

1.32
(33.5)

14.421.6
(6596)

* Mean dimension shown.


** Replace if not within 0.025 inch (0.63 mm) of free height.

Belleville

Belleville

WEAR LIMITS AND SPRING DATA

Copyright 1997 General Motors Corp.

Part No.

Color
Code

89

810

Table 82. Spring Data (contd)


Length Under Load

No.
Coils

Wire Dia.*
in. (mm)

Spring
OD
in. (mm)

Approx.
Free Length
in. (mm)

in. (mm)

lb (N)

Ref

19,A

Converter pressure
relief valve

6769344

None

13

0.106
(2.68)

0.710
(18.03)

2.35
(59.7)

1.75
(44.4)

42.046.0
(187204)

19,A

23

Converter pressure
regulator

6756430

None

18

0.063
(1.60)

0.530
(13.46)

2.66
(67.6)

1.79
(45.5)

10.813.2
(4858)

19,B

10

High-range clutch
piston return

6756042

None

10.730
(272.54)

0.44**
(11.1)

20

16

6776677

Green stripe
or end

16

0.092
(2.32)

0.730
(18.54)

2.97
(75.5)

2.83
(71.9)

3.74.1
(1718)

20

17

6776676

Green stripe

12

0.135
(3.43)

1.060
(26.92)

3.29
(83.6)

2.95
(74.9)

18.622.6
(83100)

20

19

6769825

White end

12

0.048
(1.21)

0.667
(16.94)

3.26
(82.8)

0.98
(24.9)

6.57.6
(2933)

20

20

6759964

Orange stripe

15

0.063
(1.60)

0.850
(21.59)

4.50
(114.3)

1.03
(26.2)

11.213.6
(5060)

20

28

Intermediate-range
trimmer upper valve,
inner
Intermediate-range
trimmer upper valve,
outer
Intermediate-range
trimmer lower valve,
inner
Intermediate-range
trimmer lower valve,
outer
Detent

6774328

Solid yellow,
light blue end

9.5

0.063
(1.60)

0.450
(11.43)

1.10
(27.9)

0.76
(19.3)

16.217.8
(7279)

20

41

Neutral trimmer
lower valve

6772652

Orange stripe

13

0.121
(3.06)

1.060
(26.92)

3.71
(94.2)

2.79
(70.9)

27.033.0
(121146)

20

43

Neutral trimmer
upper valve, inner

6769825

White end

12

0.048
(1.21)

0.667
(16.94)

3.26
(82.8)

0.98
(24.9)

6.57.6
(2933)

20

44

Neutral trimmer
upper valve, outer

6759964

Orange stripe

15

0.063
(1.60)

0.850
(21.59)

4.50
(114.3)

1.03
(26.2)

11.213.6
(5060)

21

27

Solenoid pressure
regulator valve

6880795

Solid light
blue

12

0.067
(1.70)

0.434
(11.02)

1.55
(39.4)

1.02
(25.9)

31.434.6
(140153)

21

30

Splitter shift valve

6832304

Orange stripe

11

0.086
(2.18)

0.700
(17.78)

1.83
(46.5)

1.22
(31.0)

21.025.0
(94111)

* Mean dimension shown.


** Replace if not within 0.025 inch (0.63 mm) of free height.

Belleville

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS

Copyright 1997 General Motors Corp.

Foldout

Spring

Part No.

Color
Code

Table 82. Spring Data (contd)


Length Under Load

No.
Coils

Wire Dia.*
in. (mm)

Spring
OD
in. (mm)

Approx.
Free Length
in. (mm)

in. (mm)

lb (N)

Ref

21

31

Priority valve, outer

6833223

Solid dark
green,
white stripe

9.5

0.102
(2.59)

0.830
(21.08)

1.78
(45.2)

1.26
(32.0)

26.128.9
(116128)

21

32

Priority valve, inner

6830243

Solid purple,
orange stripe

32

0.072
(1.83)

0.565
(14.35)

4.94
(125.5)

2.60
(66.0)

22.527.5
(100122)

21

35

High-range shift
valve

6832304

Orange stripe

11

0.086
(2.18)

0.700
(17.78)

1.83
(46.5)

1.22
(31.0)

21.025.0
(94111)

21

37

Intermediate-range
shift valve

6832304

Orange stripe

11

0.086
(2.18)

0.700
(17.78)

1.83
(46.5)

1.22
(31.0)

21.025.0
(94111)

21

39

Low-range shift
valve

6832304

Orange stripe

11

0.086
(2.18)

0.700
(17.78)

1.83
(46.5)

1.22
(31.0)

21.025.0
(94111)

21

41

Reverse shift valve

6832304

Orange stripe

11

0.086
(2.18)

0.700
(17.78)

1.83
(46.5)

1.22
(31.0)

21.025.0
(94111)

21

50

Check valve

6834536

Solid yellow,
white end

15

0.020
(0.51)

0.330
(8.38)

1.25
(31.8)

0.94
(23.9)

0.170.20
(0.740.91)

21

54

Splitter-low trimmer,
upper valve

6759964

Orange stripe

15

0.063
(1.60)

0.850
(21.59)

4.50
(114.3)

1.03
(26.2)

11.213.6
(5060)

21

56

Splitter-low trimmer,
lower valve, inner

6778009

Solid white,
purple stripe

16

0.105
(2.67)

0.750
(19.0)

3.32
(84.4)

3.05
(77.5)

11.412.6
(5156)

21

57

Splitter-low trimmer,
lower valve, outer

6830014

Solid purple

0.113
(2.87)

1.060
(26.92)

1.61
(40.8)

1.06
(26.9)

27.033.0
(121146)

21

64

Intermediate-range
trimmer, upper valve

6759964

Orange stripe

15

0.063
(1.60)

0.850
(21.59)

4.50
(114.3)

1.03
(26.2)

11.213.6
(5060)

21

66

6830240

Solid red,
yellow stripe

18

0.092
(2.34)

0.769
(19.53)

3.78
(95.9)

1.85
(47.0)

38.042.0
(169186)

21

67

6830014

Solid purple

0.113
(2.87)

1.060
(26.92)

1.61
(40.8)

1.06
(26.9)

27.033.0
(121146)

21

70

Intermediate-range
trimmer, lower valve,
inner
Intermediate-range
trimmer, lower valve,
outer
Low-range trimmer,
upper valve

6759964

Orange stripe

15

0.063
(1.60)

0.850
(21.59)

4.50
(114.3)

1.03
(26.2)

11.213.6
(5060)

811

* Mean dimension shown.

WEAR LIMITS AND SPRING DATA

Copyright 1997 General Motors Corp.

Foldout

Spring

Part No.

Color
Code

812

Table 82. Spring Data (contd)


No.
Coils

Wire Dia.*
in. (mm)

Spring
OD
in. (mm)

Approx.
Free Length
in. (mm)

in. (mm)

lb (N)

Ref

21

72

Low-range trimmer,
lower valve, inner

6830240

Solid red,
yellow stripe

18

0.092
(2.34)

0.769
(19.53)

3.78
(95.9)

1.85
(47.0)

38.042.0
(169186)

21

72

Low-range trimmer,
lower valve, inner

6839279

Solid purple,
yellow stripe

15

0.112
(2.84)

0.754
(19.15)

3.02
(76.7)

1.80
(45.7)

82.691.4
(367406)

21

73

Low-range trimmer,
lower valve, outer

6830014

Solid purple

0.113
(2.87)

1.060
(26.92)

1.61
(40.8)

1.06
(26.9)

27.033.0
(121146)

21

76

Reverse trimmer,
upper valve

6759964

Orange stripe

15

0.063
(1.60)

0.850
(21.59)

4.50
(114.3)

1.03
(26.2)

11.213.6
(5060)

21

78

Reverse trimmer,
lower valve, inner

6776677

Green stripe
or end

16

0.092
(2.32)

0.730
(18.54)

2.97
(75.5)

2.83
(71.9)

3.74.1
(1718)

21

79

Reverse trimmer,
lower valve, outer

6830237

Green stripe

0.120
(3.05)

1.060
(26.92)

2.06
(52.5)

1.06
(26.9)

57.063.0
(254280)

22

35

Solenoid pressure
regulator valve

6880795

Solid light
blue

12

0.067
(1.70)

0.434
(11.02)

1.55
(39.4)

1.02
(25.9)

31.434.6
(140153)

22

38

Splitter shift valve

6832304

Orange stripe

11

0.086
(2.18)

0.700
(17.78)

1.83
(46.5)

1.22
(31.0)

21.025.0
(94111)

22

39

Priority valve, outer

6833223

Solid dark
green,
white stripe

9.5

0.102
(2.59)

0.830
(21.08)

1.78
(45.2)

1.26
(32.0)

26.128.9
(116128)

22

40

Priority valve, inner

6830243

Solid purple,
orange stripe

32

0.072
(1.83)

0.565
(14.35)

4.94
(125.5)

2.60
(66.0)

22.527.5
(100122)

22

43

High-range shift
valve

6832304

Orange stripe

11

0.086
(2.18)

0.700
(17.78)

1.83
(46.5)

1.22
(31.0)

21.025.0
(94111)

22

45

Intermediate-range
shift valve

6832304

Orange stripe

11

0.086
(2.18)

0.700
(17.78)

1.83
(46.5)

1.22
(31.0)

21.025.0
(94111)

22

47

Low-range shift
valve

6832304

Orange stripe

11

0.086
(2.18)

0.700
(17.78)

1.83
(46.5)

1.22
(31.0)

21.025.0
(94111)

22

49

Reverse shift valve

6832304

Orange stripe

11

0.086
(2.18)

0.700
(17.78)

1.83
(46.5)

1.22
(31.0)

21.025.0
(94111)

* Mean dimension shown.

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS

Copyright 1997 General Motors Corp.

Foldout

Spring

Part No.

Length Under Load

Color
Code

Table 82. Spring Data (contd)


No.
Coils

Wire Dia.*
in. (mm)

Spring
OD
in. (mm)

Approx.
Free Length
in. (mm)

in. (mm)

lb (N)

Ref

22

57

Check valve

6834536

Solid yellow,
white end

15

0.020
(0.51)

0.330
(8.38)

1.25
(31.8)

0.94
(23.9)

0.170.20
(0.740.91)

22

61

Splitter-low trimmer,
upper valve

6759964

Orange stripe

15

0.063
(1.60)

0.850
(21.59)

4.50
(114.3)

1.03
(26.2)

11.213.6
(5060)

22

63

Splitter-low trimmer,
lower valve, inner

6778009

Solid white,
purple stripe

16

0.105
(2.67)

0.750
(19.0)

3.32
(84.4)

3.05
(77.5)

11.412.6
(5156)

22

64

Splitter-low trimmer,
lower valve, outer

6830014

Solid purple

0.113
(2.87)

1.060
(26.92)

1.61
(40.8)

1.06
(26.9)

27.033.0
(121146)

22

67

Intermediate-range
trimmer, upper valve

6759964

Orange stripe

15

0.063
(1.60)

0.850
(21.59)

4.50
(114.3)

1.03
(26.2)

11.213.6
(5060)

22

69

6839279

Solid purple,
yellow stripe

15

0.113
(2.87)

0.754
(19.15)

3.02
(76.7)

1.80
(45.7)

82.691.4
(368406)

22

70

6830014

Solid purple

0.113
(2.87)

1.060
(26.92)

1.61
(40.8)

1.06
(26.9)

27.033.0
(121146)

22

73

Intermediate-range
trimmer, lower valve,
inner
Intermediate-range
trimmer, lower valve,
outer
Low-range trimmer,
upper valve

6759964

Orange stripe

15

0.063
(1.60)

0.850
(21.59)

4.50
(114.3)

1.03
(26.2)

11.213.6
(5060)

22

75

Low-range trimmer,
lower valve, inner

6830240

Solid red,
yellow stripe

18

0.092
(2.34)

0.769
(19.53)

3.78
(95.9)

1.85
(47.0)

38.042.0
(169186)

22

76

Low-range trimmer,
lower valve, outer

6830014

Solid purple

0.113
(2.87)

1.060
(26.92)

1.61
(40.8)

1.06
(26.9)

27.033.0
(121146)

22

79

Reverse trimmer,
upper valve

6759964

Orange stripe

15

0.063
(1.60)

0.850
(21.59)

4.50
(114.3)

1.03
(26.2)

11.213.6
(5060)

22

81

Reverse trimmer,
lower valve, inner

6776677

Green stripe
or end

16

0.092
(2.32)

0.730
(18.54)

2.97
(75.5)

2.83
(71.9)

3.74.1
(1718)

22

82

Reverse trimmer,
lower valve, outer

6830237

Green stripe

0.120
(3.05)

1.060
(26.92)

2.06
(52.5)

1.06
(26.9)

57.063.0
(254280)

23

35

Solenoid pressure
regulator valve

6880795

Solid light
blue

12

0.067
(1.70)

0.434
(11.02)

1.55
(39.4)

1.02
(25.9)

31.434.6
(140153)

813

* Mean dimension shown.

WEAR LIMITS AND SPRING DATA

Copyright 1997 General Motors Corp.

Foldout

Spring

Part No.

Length Under Load

Color
Code

814

Table 82. Spring Data (contd)


Length Under Load

Part No.

Color
Code

No.
Coils

Wire Dia.*
in. (mm)

Spring
OD
in. (mm)

Approx.
Free Length
in. (mm)

in. (mm)

lb (N)

Ref

23

38

Splitter shift valve

6832304

Orange stripe

11

0.086
(2.18)

0.700
(17.78)

1.83
(46.5)

1.22
(31.0)

21.025.0
(94111)

23

39

Priority valve, outer

6833223

Solid dark
green,
white stripe

9.5

0.102
(2.59)

0.830
(21.08)

1.78
(45.2)

1.26
(32.0)

26.128.9
(116128)

23

40

Priority valve, inner

6830243

Solid purple,
orange stripe

32

0.072
(1.83)

0.565
(14.35)

4.94
(125.5)

2.60
(66.0)

22.527.5
(100122)

23

43

High-range shift
valve

6832304

Orange stripe

11

0.086
(2.18)

0.700
(17.78)

1.83
(46.5)

1.22
(31.0)

21.025.0
(94111)

23

45

Intermediate-range
shift valve

6832304

Orange stripe

11

0.086
(2.18)

0.700
(17.78)

1.83
(46.5)

1.22
(31.0)

21.025.0
(94111)

23

47

Low-range shift
valve

6832304

Orange stripe

11

0.086
(2.18)

0.700
(17.78)

1.83
(46.5)

1.22
(31.0)

21.025.0
(94111)

23

49

Reverse shift valve

6832304

Orange stripe

11

0.086
(2.18)

0.700
(17.78)

1.83
(46.5)

1.22
(31.0)

21.025.0
(94111)

23

57

Check valve

6834536

Solid yellow,
white end

15

0.020
(0.51)

0.330
(8.38)

1.25
(31.8)

0.94
(23.9)

0.170.20
(0.740.91)

23

62

Splitter-low trimmer,
lower valve, inner

23013909

Solid green

11

0.072
(1.83)

0.690
(17.53)

1.80
(45.7)

1.10
(27.9)

11.414.0
(5063)

23

63

Splitter-low trimmer,
lower valve, outer

6885047

Solid green

10

0.098
(2.49)

0.940
(23.88)

2.57
(65.3)

1.10
(27.9)

37.545.9
(167204)

23

67

Splitter-low trimmer,
lower valve, inner

23013909

Solid green

11

0.072
(1.83)

0.690
(17.53)

1.80
(45.7)

1.10
(27.9)

11.414.0
(5063)

23

68

Splitter-low trimmer,
lower valve, outer

6885047

Solid green

10

0.098
(2.49)

0.940
(23.88)

2.57
(65.3)

1.10
(27.9)

37.545.9
(167204)

23

71

Trim boost regulator


valve

6880186

Solid yellow,
blue stripe

12

0.041
(1.04)

0.464
(11.79)

1.37
(34.8)

0.89
(22.6)

2.432.69
(10.812.0)

23

75

Intermediate-range
trimmer, lower valve,
inner

6885166

Solid orange,
white stripe

9.6

0.092
(2.34)

0.690
(17.53)

1.69
(42.9)

1.10
(27.9)

32.639.8
(145177)

Spring

* Mean dimension shown.

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS

Copyright 1997 General Motors Corp.

Foldout

Table 82. Spring Data (contd)

Ref

23

76

23

80

23

Spring

Part No.

Length Under Load

No.
Coils

Wire Dia.*
in. (mm)

Spring
OD
in. (mm)

Approx.
Free Length
in. (mm)

in. (mm)

lb (N)

Copyright 1997 General Motors Corp.

Intermediate-range
trimmer, lower valve,
outer
Low-range trimmer,
lower valve, inner

29513457

None

9.8

0.080
(2.03)

0.940
(23.88)

2.10
(53.3)

1.10
(27.9)

11.212.4
(5055)

6885166

Solid orange,
white stripe

9.6

0.092
(2.34)

0.690
(17.53)

1.69
(42.9)

1.10
(27.9)

32.639.8
(145177)

81

Low-range trimmer,
lower valve, inner

29513457

None

9.8

0.080
(2.03)

0.940
(23.88)

2.10
(53.3)

1.10
(27.9)

11.212.4
(5055)

23

85

Reverse trimmer,
lower valve, inner

6885166

Solid orange,
white stripe

9.6

0.092
(2.34)

0.690
(17.53)

1.69
(42.9)

1.10
(27.9)

32.639.8
(145177)

23

86

Reverse trimmer,
lower valve, outer

29513457

None

9.8

0.080
(2.03)

0.940
(23.88)

2.10
(53.3)

1.10
(27.9)

11.212.4
(5055)

25

19

Intermediate-range
piston return

6838590

Solid orange,
black stripe

14

0.106
(2.68)

0.625
(15.88)

2.48
(63.0)

1.88
(47.8)

57.970.7
(258314)

26,A

25

Low-range piston
return

6838589

None

16

0.121
(3.06)

0.625
(15.88)

2.83
(71.9)

2.36
(59.9)

72.088.0
(321391)

26,B

16

Reverse piston return

6838172

None

22

0.121
(3.06)

0.625
(15.88)

3.70
(94.0)

3.09
(78.5)

64.879.2
(289352)

23017349

Solid yellow,
white end

20.6

0.128
(3.25)

0.625
(15.88)

3.52
(89.4)

2.87
(72.9)

98.5120.5
(439536)

30

81, 120

Detent

5171417

None

12

0.059
(1.50)

0.438
(11.11)

2.12
(54.0)

1.50
(38.1)

18.022.0
(8197)

31

14

Detent

5171417

None

12

0.059
(1.50)

0.438
(11.11)

2.12
(54.0)

1.50
(38.1)

18.022.0
(8197)

32

13

Brake adjusting
screw

2344799

Solid red

17.5

0.106
(2.68)

0.641
(16.27)

3.62
(92.1)

3.94
(100.0)

36.044.0**
(161195)

32

17

Brake shoe return

2399048

Solid black

8.25

0.121
(3.07)

0.810
(20.57)

2.98
(75.7)

3.25
(82.6)

45.055.0**
(201244)

33

Shift tower leveler

6839318

None

0.045
(1.14)

0.300
(7.62)

0.56
(14.3)

0.46
(11.7)

6.98.5
(3137)

815

* Mean dimension shown.


** Tension Spring.

WEAR LIMITS AND SPRING DATA

Foldout

Color
Code

816

Table 82. Spring Data (contd)


Length Under Load

No.
Coils

Wire Dia.*
in. (mm)

Spring
OD
in. (mm)

Approx.
Free Length
in. (mm)

in. (mm)

lb (N)

Ref

33

58

Shift tower override

6839323

None

4.5

0.045
(1.14)

0.600
(15.24)

0.75
(19.0)

0.65
(16.5)

1.31.7
(67)

33

72

Shift tower outer


clutch

6839321

None

56

0.038
(0.97)

0.480
(12.19)

0.88
(22.4)

0.56
(14.2)

5.06.0
(2226)

35

Shift tower leveler

6839318

None

0.045
(1.14)

0.300
(7.62)

0.56
(14.3)

0.46
(11.7)

6.98.5
(3137)

36,A

33

Lever shift selector


arm

23045992

None

0.035
(0.89)

0.260
(6.60)

0.59
(15.0)

0.45
(11.4)

4.55.5
(2124)

* Mean dimension shown.

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS

Copyright 1997 General Motors Corp.

Foldout

Spring

Part No.

Color
Code

DISASSEMBLY
OF TRANSMISSION
Section
9 CUSTOMER
SERVICE
91.

OWNER ASSISTANCE

The satisfaction and goodwill of the owners of Allison


transmissions are of primary concern to Allison Transmission Division (ATD), its distributors, and their
dealers.
As an owner of an Allison transmission, you have service locations throughout the world eager to meet your
parts and service needs with:
Expert service by trained personnel
Emergency service 24 hours a day in many

tance, contact the Allison Transmission Regional


Office responsible for your local distributor (see
maps in Warranty Manual). You will be assisted by a
member of the Regional Service Managers staff.
For prompt assistance, please have the following information available.
Name and location of authorized distributor

or dealer
Type and make of equipment

areas
Complete parts support
Sales teams to help determine your transmission requirements
Product information and literature
Refer to a current North American Parts and Service
Directory SA2229EN.

Transmission model number, serial number,

Normally, any situation that arises in connection with


the sale, operation, or service of your transmission will
be handled by the distributor or dealer in your area.
Check the telephone directory for the Allison Transmission service outlet nearest you.

Chronological summary of units history

and assembly number if equipped with


electronic controls, also provide the ECU
assembly number
Transmission delivery date and accumu-

lated miles and/or hours of operation


Nature of problem

Step Three If you contacted a regional office and


you are still not satisfied, present the entire matter in
writing or by phone to the Home Office:

We recognize, however, that despite the best intentions


of all concerned, misunderstandings may occur. To
further assure your complete satisfaction, we have developed the following three-step procedure in the
event you have a problem that has not been handled
satisfactorily.

Manager Warranty Administration PF9


Allison Transmission
P. O. Box 894
Indianapolis, Indiana 46206-0894
Phone: (317) 2423538

Step One Discuss your problem with a member


of management from the distributorship or dealership. Complaints are frequently the result of a breakdown in communication and can be quickly resolved
by a member of management. If you have already discussed the problem with the Sales or Service Manager,
contact the General Manager. All ATD dealers are associated with an ATD distributor. If your problems
originate with a dealer, explain the matter to a distributorship member of management with whom the dealer
has his service agreement. The dealer will provide his
ATD distributors name, address, and telephone number on request.

The inclusion of all pertinent information will assist


the Home Office in expediting the matter. If an additional review by the Home Office of all the facts involved indicates that some further action can be taken,
the Regional Office will be advised.

Step Two If your problem cannot be readily resolved at the distributor level without additional assis-

When contacting the Regional or Home Office, please


keep in mind that ultimately your problem will likely
be resolved at the distributorship or dealership using their facilities, equipment, and personnel. Therefore, we suggest you follow the above steps, in sequence, when experiencing a problem.
Your purchase of an Allison Transmission product is
greatly appreciated, and it is our sincere desire to assure complete satisfaction.

Copyright 1997 General Motors Corp.

91

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


92. SERVICE LITERATURE
Additional service literature is available. This service
literature provides fully illustrated instructions for operation, maintenance, service, overhaul, and parts sup-

port for your transmission. To ensure that you get


maximum performance and service life from your
transmission, see your dealer or distributor for the following publications. Check the telephone directory for
the Allison Transmission service outlet nearest you.

Table 91. Service Literature

Literature Title

CL(B)T 5000, 6000 Series


M 5600, S 5600 Series
M 6600, S 6600 Series

Operators Manuals

OM1318EN
OM2034EN

Parts Catalog

PC1860EN

Troubleshooting Manual

TS2712EN

Preventive Maintenance Manual

PM2057EN

Automatic Transmission Fluids Technicians Guide

GN2055EN

92

Copyright 1997 General Motors Corp.

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


Legend For Foldout 1
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33

Input flange
Input shaft
Torque converter drive housing
Front cover
Lockup clutch
Torque converter housing
Torque converter turbine
Torque converter stator
Torque converter pump
Flexplate assembly
Starter ring gear
Flywheel
Lockup clutch
Torque converter turbine assembly
Torque converter housing
Stator assembly
Torque converter pump
Input accessory drive gear
Power takeoff drive gear
Retarder rotor
Splitter-low clutch
Splitter-high clutch
Splitter planetary
Transmission housing
High clutch (fifth-and-sixth-range)
Intermediate-range planetary
Intermediate clutch (third-and-fourth-range)
Low planetary
Low clutch (first-and-second-range)
Reverse clutch
Reverse planetary
Output drive housing
Magnetic pickup (speed sensor)

Foldout 1

34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65

Rear bearing retainer


Parking brake
Reverse-clutch piston
Transmission output shaft
Transfer gear housing
Magnetic pickup (speed sensor)
Output transfer drive gear
Transfer housing cover
Speedometer drive sleeve
Output transfer idler gear
Bearing retainer
Output transfer driven gear
Output shaft
Front output flange
Drain hose
Transmission drain cover
Rear output flange
Transmission output shaft
Speedometer driven gear
Reverse-clutch piston
Splitter output shaft
Transmission pan
Converter ground sleeve
Retarder housing
Hydraulic pressure tube
Torque converter housing
Pump drive gear
Pump idler gear
Input pressure pump
Scavenge pump
Freewheel roller
Turbine output shaft

Copyright 1997 General Motors Corp.

F OLDOUT 1

10

11 12 13 14 15

16 17 18 19

20

21

22

23

24

25

26 27 28 29

30

31

32

33

34

35

36 37

38 39 40 41

50

65

64

63 62

61

60 59

58

57

56

55

54

53

52 51

49

48

47

46

45

44 43

42

H01252.01

Foldout 1. CLBT 5861 Transmission Cross-Section

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


Legend For Foldout 2
1 Flexplate drive assembly

27 Speedometer drive gear

2 Flywheel

28 Magnetic pickup (speed sensor)

3 Lockup clutch

29 Rear bearing retainer

4 Torque converter housing

30 Rear output flange

5 Torque converter turbine

31 Transfer gear housing

6 Torque converter stator

32 Transfer drive gear

7 Torque converter pump

33 Transfer idler gear

8 Input drive flange

34 Speedometer drive

9 Torque converter front cover

35 Transfer driven gear

10 Torque converter drive housing

36 Output flange

11 Torque converter turbine

37 Transmission output shaft

12 Stator assembly

38 Speedometer driven gear

13 Torque converter pump

39 Reverse clutch piston

14 Power takeoff cover

40 Transmission housing

15 Pitot tube (front governor)

41 Splitter output shaft

16 Splitter-low clutch

42 Transmission pan

17 Splitter-high clutch

43 Turbine output shaft

18 Splitter planetary

44 Hydraulic pressure tube

19 High clutch (fifth-and-sixth-range)

45 Converter housing

20 Intermediate-range planetary

46 Pump drive gear

21 Intermediate clutch (third-and-fourth-range)

47 Input pressure pump

22 Low-range planetary

48 Scavenge pump

23 Low clutch (first-and-second-range)

49 Pump idler gear

24 Reverse planetary

50 Freewheel roller

25 Reverse clutch

51 Input shaft

26 Output drive cover

Foldout 2

Copyright 1997 General Motors Corp.

F OLDOUT 2

DETAIL FOR 5963 MODEL

3 4

48 47

51

9 10

50

49

11

12

48 47

13 14

46 45

15

44

16

17

18

43

19

42

41

20

21 22 23 24

40

25

26

39

27

28

29

30

31

32

33

38 37

36

35

34

H01253.01

Foldout 2. CLT 5961, 5962, 5963 and M 5600, S 5600 Series Transmission Cross-Section

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


Legend For Foldout 3
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28

Input flange
Input shaft
Torque converter drive housing
Front cover
Lockup clutch
Torque converter housing
Torque converter turbine
Torque converter stator
Torque converter pump
Flexplate drive assembly
Flywheel
Lockup clutch
Torque converter housing
Torque converter turbine
Torque converter stator
Torque converter pump
Power takeoff cover
Power takeoff gear
Hydraulic retarder housing
Hydraulic retarder rotor
Turbine shaft
Governor (pitot) assembly
Splitter-low clutch
Splitter-high clutch
Splitter ring gear
Splitter planetary carrier
High clutch (fifth-and-sixth-range)
Intermediate-range planetary carrier

Foldout 3

29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55

Intermediate clutch (third-and-fourth-range)


Low clutch (first-and-second-range)
Reverse clutch
Transmission rear cover (output drive housing)
Output shaft
Parking brake
Output flange
Speedometer drive gear
Speedometer driven gear
Reverse planetary carrier
Reverse ring gear
Reverse sun gear
Low-range ring gear
Low-range planetary carrier
Low-range sun gear
Intermediate-range planetary carrier
Intermediate-range sun gear
Splitter sun gear
Input pump idler gear
Input pump drive gear (power takeoff drive)
Input and scavenge pump assembly
Input pump
Scavenge pump
Input pump drive gear (power takeoff drive)
Input and scavenge pump assembly
Input pump
Scavenge pump

Copyright 1997 General Motors Corp.

F OLDOUT 3
DETAIL FOR 6063 MODEL

55

54

53

10

52

11

12

13

14

51

15 16 17 18

50

49

19 20

48

21

47

22

46

23

24 25 26

45

44

27

43

28 29

30

42 41

31

40

32

39

38

33

34

37

36

35
H03541

Foldout 3. CLBT 6061, 6062, 6063 Transmission Cross-Section

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


Legend For Foldout 4
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28

Input flange
Input shaft
Torque converter drive housing
Front cover
Lockup clutch
Torque converter housing
Torque converter turbine
Torque converter stator
Torque converter pump
Flexplate drive assembly
Flywheel
Lockup clutch
Torque converter housing
Torque converter turbine
Torque converter stator
Torque converter pump
Power takeoff cover
Power takeoff gear
Hydraulic retarder housing
Hydraulic retarder rotor
Turbine shaft
Governor (pitot) assembly
Splitter-low clutch
Splitter-high clutch
Splitter ring gear
Splitter planetary carrier
High clutch (fifth-and-sixth-range)
Intermediate-range planetary carrier

Foldout 4

29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55

Intermediate clutch (third-and-fourth-range)


Low clutch (first-and-second-range)
Reverse clutch
Transmission rear cover (output drive housing)
Output shaft
Parking brake
Output flange
Speedometer drive gear
Speedometer driven gear
Reverse planetary carrier
Reverse ring gear
Reverse sun gear
Low-range ring gear
Low-range planetary carrier
Low-range sun gear
Intermediate-range planetary carrier
Intermediate-range sun gear
Splitter sun gear
Input pump idler gear
Input pump drive gear (power takeoff drive)
Input and scavenge pump assembly
Input pump
Scavenge pump
Input pump drive gear (power takeoff drive)
Input and scavenge pump assembly
Input pump
Scavenge pump

Copyright 1997 General Motors Corp.

F OLDOUT 4

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;
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;; ;; ;;;;
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;
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;
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;
;
;
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;;
;;; ;;
;
;
;
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;
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;
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;
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;
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;
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;
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;;
;
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;
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;
;;;
;;;
;;
;;;;;;;
;;;

; ;;;
;
;;;;
;

;;;
;;;
;;
;;;;;

;;;;;
;;
;
;;

10

11

12

;;
;;;;;;;
;
;

;
;

14

54

53

52

19 20

21

22

23

24 25 26

27

28 29

30

31

;;

;
;

;
;;

;;
;;
;;;;

;;
;

;;

;;;

;
;; ;
;;;
;; ;;;
;; ;;;
; ;

;
;

50

49

;;

;;
;;

48

;;

;;
;;

33

34

;;
;
;

;;

;;;;;;

;;
;;

;;;
;;;

;;
;;
;;
;;

;
;

;;;;
;;
;;;; ;;;;;;

;;;;;;;;;;;
;;
;
;

;
;

47

40

46

32

; ;;

;;; ; ;

;
;
;
;; ; ;
;;
;
;
;;
;; ;; ;;

51

55

15 16 17 18

;;

;;;

;;;;;
;;
;;
;
;;;

13

;;;

;;

;;;;;
;;;; ;

;;
;; ;;;
;;;;;
;
;;;

45

44

Foldout 4. M 6600, S 6600 Series Transmission Cross-Section

43

39

38

37

36

35

42 41

V03552

F OLDOUT 5

Foldout 5. CL(B)T 5861, 5961, 6061 Transmissions Manual Hydraulic Schematic

F OLDOUT 6

Foldout 6. CL(B)T 5861, 5961, 6061, 5962, 6062 Transmissions Electric-Control Hydraulic Schematic

F OLDOUT 7
Splitter
Low
Clutch

Splitter
High
Clutch

High Clutch
(Fifth-andSixth Range)

SHIFT
SELECTOR
POSITION

Intermediate Clutch
(Third-andFourth Range)

Low Clutch
(First-andSecond Range)

SOLENOIDS
ENERGIZED

E, G
E, F
D, G
D, F
C, G
C, F
A , F
A, B, F
A, B, G

6
5
4
3
2
1
N
R1
R2

Reverse
Clutch

CLUTCHES
ENGAGED

HIGH, SPLITTER HIGH


HIGH, SPLITTER LOW
INTERMEDIATE, SPLITTER HIGH
INTERMEDIATE, SPLITTER LOW
LOW, SPLITTER HIGH
LOW, SPLITTER LOW
SPLITTER LOW
SPLITTER LOW, REVERSE
SPLITTER HIGH, REVERSE

NOTES: VALVE POSITIONS SHOWN ARE WITH TRANSMISSION


IN NEUTRAL WITH ENGINE RUNNING
NOT USED IN MODELS WITH LOCKINNEUTRAL

MAIN PRESSURE
CONVERTERIN
CONVERTEROUT
LUBRICATION

LOCKUP PRESSURE

SPLITTERHIGH

Ground
Sleeve
TO CONVERTER

FROM
FILTERS

Differential
Pressure
Switch

LOW DIFF. PRESSURE


A
C
B

Solenoid F
Solenoid B

HIGH DIFF. PRESSURE

Reverse
Pressure
Tap

Filter
Bypass

Solenoid C
Low
Pressure
Tap
Low Shift
ORIFICE
Valve

TO FILTERS

Converter
Pressure
Relief Valve
80 psi
(552 kPa)

Reverse
Shift
Valve

ORIFICE

Solenoid D

ORIFICE

Priority
Valve

Solenoid E

Intermediate
Shift Valve

High
Shift
Valve

ORIFICE

ORIFICE

Splitter Low
Pressure
Tap

Oil
Cooler

ORIFICE

Speedo
Gear Lube
Input
Pump

Exhaust
Regulator
Valve

ORIFICES

Interm.
Pressure Tap

PIPE
PLUG

Solenoid A

Solenoid G

Solenoid J
ORIFICE

Trimmer
Pressure ORIFICE
Tap

ORIFICES

Sump
ORIFICE

VALVE ASSEMBLY
LOCATED ON
CONVERTER HOUSING

Reverse
Trimmer
Valve

Low
Range
Trimmer
Valve

ORIFICE

ORIFICE

ORIFICE

ORIFICE

ORIFICE
(BLOCKED FOR
LOCKINNEUTRAL)

ORIFICE
(BLOCKED FOR
LOCKINNEUTRAL)

ORIFICE
(BLOCKED FOR
LOCKINNEUTRAL)

Lockup
Shift Valve

Solenoid K

ORIFICE

Splitter
Shift
Valve

Main
Pressure
Port

VALVE ASSEMBLY
LOCATED ON TOP OF
CONVERTER HOUSING

ORIFICE

Splitter High
Pressure
ORIFICE Tap

High
Pressure
Tap

ORIFICE

Solenoid
Pressure
Regulator
Valve

ORIFICE

ORIFICE

Main Pressure
Regulator

Lockup
Pressure
Tap

Lube
Pressure
Regulator
22.5 psi
(155 kPa)

Solenoid
Pressure
Tap

SPLITTERLOW

SPLITTERLOW

REVERSE

This Ground
Sleeve Vent is
Open for all
TC Series
except TC682
& TC683

EXHAUST OR SUMP
SPLITTERLOW
SOLENOID PRESSURE

ORIFICE

ORIFICE

ORIFICE

Intermediate
Range
Trimmer
Valve

Trim
Boost
Regulator
Valve

Splitter
High
Trimmer
Valve

ORIFICE

Splitter
Low
Trimmer
Valve

MAIN PRESSURE
H03568

Foldout 7. CL(B)T 5963, 6063, M 5600, S 5600 Series, and M 6600, S 6600 Series (Models With Trim Boost and Electric Lockup) Hydraulic Schematic

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


Legend For Foldout 8

A
1
2
3
4

5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26

Bolt, 12-20 x 112 (2) A


Lockstrip
Flange retainer washer
Shim (AR):
0.025 inch (0.64 mm)
0.005 inch (0.13 mm)
Flange, S-1800
Flange, S-1800
Flange, S-1700
Flange, M8C
Input seal
Converter housing front cover
Gasket
Single-row ball bearing
Converter drive housing assembly
Bolt, 916-18 x 138 (8) B
Lockstrip (4)
Dowel pin (4)
Hub
Converter drive housing
Dowel pin (4)
Sleeve (used only on rework of Hub 17)
Bolt, 716-20 x 414 (3)
Nut, 716-20 (18) C
Lockwasher, 716 (18)
Bolt, 716-20 x 4 (18)
Nut, 716-20 (3) C
Lockwasher, 716 (3)
Torque
A
B
C

Foldout 8

lb ft
96115
90100
5060

1
2
3
4
5
6
7
8
9

Bolt, self-locking, 12-20 x 1 (12) A


Flywheel flexplate assembly
Flywheel assembly
Starter ring gear
Dowel pin
Flywheel
Dowel pin (4)
Sleeve (used only in rework of Flywheel 6)
Gasket
Torque
A

Nm
131155
122135
6881

Copyright 1997 General Motors Corp.

lb ft
96115

Nm
131155

F OLDOUT 8
B

1
2
4

6
1 2
3

7
25
7

26
10

9
11

13
16

12
18

17

21

24
19

20

14 15

23

22

L01168

L01167

Foldout 8,A. Flange, Converter Drive, and Front Cover

Foldout 8,B. Flexplate and Flywheel

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


Legend For Foldout 9

A
1
2
3
4
5
6
7

Sealring
Sealring
Bushing (used only in rework of Piston 4)
Lockup-clutch piston
Clutch plate
Key (2)
Backplate

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23

Roller bearing
Snapring
Snapring
Bearing spacer
Snapring
Torque converter turbine
Spanner nut A
Thrust washer
Stator freewheel roller race
Stator
Cup (24)
Needle roller (12)
Spring (12)
Roller (12)
Stator backplate
Bolt, 38-24 x 112 (12) B
Lockstrip (6)
Retainer
Single-row ball bearing
Torque converter pump
Washer (36)
Bolt, self-locking, 38-24 x 114 (36) C
Accessory drive gear
Torque
lb ft
N.m
A
B
C

Foldout 9

Copyright 1997 General Motors Corp.

275325
3340
4149

373440
4554
5666

F OLDOUT 9
B

A
1

2
3
4
5

11

6
4
7

12
8

15

13
9

5
3

10
6

14
7

16
17

18
20
19
21
22

23

L01170

L01169

Foldout 9,A. Lockup Clutch

Foldout 9,B. Fixed-Capacity Torque Converter

F OLDOUT 10
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38

Roller bearing
Snapring
Snapring
Bearing spacer
Snapring
Torque converter turbine
Spanner nut A
Thrust washer
Stator freewheel race assembly
Stator freewheel race
Pin (3)
Stator assembly
Bolt, 516-24 x 234 (12)
Spring (12)
Shroud assembly
Pin (5)
Shroud
Stator vane (30)
Sealring and expander
Expander
Sealring
Piston
Sealring and expander
Expander
Sealring
Spring retainer
Locknut, 516 x 24 (12) B
Front-side plate assembly
Plate
Bushing
Piston housing assembly
Piston housing
Spring pin, 18 x 118 (3)
Stator cam
Rear-side plate assembly
Plate
Bushing
Freewheel roller (12)

39
40
41
42
43
44
45
46
47
48

Thrust washer
Retainer
Bolt, 38-24 x 118 (12) C
Lockstrip (6)
Retainer
Single-row ball bearing
Torque converter pump
Washer (36)
Bolt, self-locking, 38-24 x 114 (36) D
Accessory drive gear
Torque
lb ft
N.m
A
B
C
D

275325
1418
3340
4149

28
29
30

27
22
26

31
32

20
24

33

34

25

23

373440
1924
4554
5666

19
21

18

35
36

17

3
4

37

16

15
5
9

14

10
11

13

6
12

7
8

38
41 42
43

39
40

45
44

46
47

48

L01171

Foldout 10. Variable-Capacity Torque Converter

1
2
3
4
5
6
7
8

9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24

25
26
27
28

29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55

Bolt, 12-13 x 34 A*
Lockwasher, 12*
Plain washer, 12*
Bolt, 12-13 x 212 A
Lockwasher, 12
Spindle
Power takeoff idler gear
Roller bearing;
Ball bearing (earlier models)
Snapring
Bolt, 516-24 x 212 (2) B**
Lockstrip**
Gasket
Power takeoff cover
Lockwasher, 716 (8)
Bolt, 716-14 x 78 (8) C
Torque converter housing assembly
Torque converter housing
Pipe plug, 12 D
Pipe plug, 14 L
Dowel pin, 34 x 114 (2)
Dowel pin, 716 x 1 (2)
Pipe plug, 18 (3) E***
Drive screw, 18
Lube pressure plug assembly, SAE No. 5 (12-20) straightthread fitting M; Lube pressure plug, 14 NPTF (earlier
models) L
Converter-to-cooler plug assemblies, SAE No. 20 (158-12)
straight-thread fitting (2) N;
Converter-to-cooler plugs, 114 NPTF (earlier models) (2) F
Plug assembly, SAE No. 12 (1116 -12) straight-thread fitting Q; Pipe plug, 34 G
Pipe plug, 1 inch (3) H and plug assembly, 1316 -12 (1) P;
Pipe plug, inch (4) H (earlier models)
Temperature gauge connection plug assembly, SAE No. 8
(34-16) straight-thread fitting P;
Temperature gauge connection plug, 12 NPTF (earlier
models) D
Dowel pin, 716 x 1 (2)
Gasket
Power takeoff cover
Lockwasher, 716 (8)
Bolt, 716-14 x 78 (8) C
Gasket
Sealring
Suction tube
Sealring
Step-joint sealring+
Converter ground sleeve+
Bolt, self-locking, 12-13 x 118 (5) J+
Step-joint sealring++
Converter ground sleeve assembly++
Converter ground sleeve++
Sleeve++
Bolt, self-locking, 12-13 x 118 (5) J++
Ball bearing**
Hub**
Lockwasher (5)**
Bolt, 12-13 x 134 (5) A**
Bolt, 38-16 x 78 (6) K
Lockwasher, 38 (6)
Cover
Gasket
Snapring
Ball bearing

56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87

88
89
90
91
92
93
94
95

Pump drive gear hub


Hose assembly
Main-pressure transfer tube assembly
Split flange (4)
Sealring (3)
Bolt, 716-14 x 114 (8) C
Lockwasher, 716 (8)
Hose connecting block
Bolt, 716-14 x 2 (2) C
Bolt, 716-14 x 214 (2) C
Lockwashers, 716 (4)
Lubrication pressure regulator valve**
Shim (AR)**
Spring**
Guide pin**
Gasket**
Valve cover**
Lockwasher, 38 (4)**
Bolt, 38-16 x 34 (4) K**
Cup plug
Sealring
Bolt, 38-16 x 34 (4) K***
Lockwasher, 38 (4)***
Valve cover***
Gasket***
Spring***
Seat***
Converter-in check valve***
Guide pin***
Spring***
Snapring
Roller bearing;
Ball bearing (earlier models)
Idler gear
Spindle
Lockwasher, 12
Bolt, 12-13 x 212 A
Pump drive gear
Spacer
Ball bearing
Pitot tube**
Torque
lb ft
A
6780
B
1418
C
4250
D
2327
E
1012
F
95105
G
3337
H
7585
J
8197
K
2632
L
1416
M
5863 lb in.
N
4753
P
145155 lb in.
Q
2426

Nm
91108
1924
5767
3236
1416
129142
4550
102115
110131
3643
1921
6.57.1
6470
16.317.5
3235

F OLDOUT 11
15
14
13

12
64
63

65
59
66

62

61
60

2
3

58

57
31

30

7
9

91 90 89

62 61

11
29

92

28

17
18
19

95

27

88

41

20
21
22

87

42
34

21

26
25
24 23

79 80

81

43
44

35 36 37

86
85
82 83 84

38
39
76

78
77

72

71 70

75

45
40

46

47
48

49

68 67
69
56
55

74

59

16
10

94
93

60

32 33

54
53

73

52 51

50

L03567

*
**
***
+
++

Models without PTO.


In this position, models without retarder.
Models with retarder.
Models without variable-capacity torque converter.
Models with variable-capacity torque converter.

Foldout 11. Torque Converter Housing

F OLDOUT 12
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32

Bolt, 38-16 x 134 (4) A


Lockwasher, 38 (4)
Gasket
Bolt, 38-16 x 5 (6) A
Lockwasher, 38 (6)
Bolt, 38-16 x 1 (4) A
Lockwasher, 38 (4)
Discharge tube
Gasket
Input pressure and scavenge pump assembly
Lockwasher, 38 (4)
Bolt, 38-16 x 214 (4) A
Scavenge pump body assembly
Scavenge pump body
Needle bearing (2)
Needle roller
Scavenge pump gear (2)
Separator plate gasket
Separator plate assembly
Dowel pin
Separator plate
Dowel pin
Drive gear
Driven gear
Separator plate gasket
Input pump body assembly
Needle bearing (2)
Input pump body
Star tolerance ring (6)
Scavenge pump suction screen
Input pump gasket
Drive gear coupling
Torque
lb ft
N.m
A
2632
3643

16

19

18

12
11

20 21
14

15

22
23
17

13

25

26
27
28

24

1
4

29

2
3

10

5
6

30

31

7
8

32
9

L01173

Foldout 12. Input Pressure and Scavenge Pump

F OLDOUT 13
1 Bolt, A*, B**
716-14 x 412 (2)***
716-14 x 312 (2)
2 Lockwasher, 716 (2)*
Flat washer, 716 (2)**
3 Main-pressure regulator valve assembly
4 Set screw, 516-18 x 1732 C
5 Main pressure connection plug assembly, SAE
No. 4 (716-20) straight-thread J; Main pressure
connection plug, 14 NPTF (earlier models) D
6 Main-pressure regulator valve body
7 Main-pressure regulator valve
8 Stop
9 Spring
10 Shim (AR)
0.0289 inch (0.734 mm)
0.0528 inch (1.341 mm)
11 Main-pressure regulator plug
12 Gasket
13 Plug, 138-12 UNF E
14 Sealring***
15 Gasket
16 Adapter assembly***
17 Jumper tube***
18 Pin (5)***
19 Valve adapter***
20 Gasket***
21 Gasket
22 Gasket***
23 Spring***
24 Ball***
25 Stator control valve body assembly***
26 Stator control valve body***
27 Stator control valve***
28 Spring***
29 Gasket***
30 Plug***
31 Adapter E***
32 Gasket***
33 Valve plug***
34 Sealring***
35 Bolt, 38-16 x 214 (5) F***
36 Lockwasher, 38 (5)***
37 Socket head plug, 14 (3) D***
38 Bolt, A*, B**
716-14 x 814 (5) (some models)
716-14 x 7 (5) (some models)
716-14 x 434 (4) (some models)
39 Lockwasher, 716 (5, some models 4)*
Flat washer, 716 (5, some models 4)**
40 Bolt, A*, B**
716-14 x 412 (2) (some models)
716-14 x 514 (3) (some models)
41 Lockwasher, 716 (2, some models 3)*
Flat washer, 716 (2, some models 3)**

42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72

73
74

Filter assembly
Filter base assembly
Bypass valve plug E
Gasket
Spring
Bypass valve
Filter base
Pipe plug (2) D
Plate and screw (2)
Pipe plug D
Sealring
Gasket
Plug E
Filter element (2)
Sealring (2)
Shell and center stud assemblies (2)
Snapring (2)
Retainer (2)
Seal (2)
Washer (2)
Spring (2)
Shell (2)
Gasket (2)
Center stud (2) G
Plug (2)
Lockwasher, 716* +
Flat washer, 716**
Bolt, 716-14 x 112 A*, B** +
Bolt, 716-14 x 4 (3) A*, B** +
Gasket+
Bolt, 716-14 x 614 (2) A*, B** +
Lockwasher, 716 (3)* +
Flat washer, 716 (3)**
Plug, 34 H+
Reversed filter adapter+

REVERSED FILTER INSTALLATION

25
31
32

35
33
34

36

27

30
29

38

28

70

40

26

39

69
68

41

24
23

22

73

21

74

1
2

9
7

10 11

12

13
42

54
53
52
51

3
5

4
20

16

19
18

44 45

46 47 48

18

43
49

50
56

17

Torque
A
B
C
D
E
F
G
H
J

lb ft
4250
5465
3660 lb in.
1416
90100
2632
4555
3337
3842 lb in.

N.m
5767
7488
57
1921
123135
3643
6174
4550
4.34.7

71
72

67

37

15
14

55

58
5960

6162
63
57

64
65

66

* Earlier models refer to Paragraph 7-3m(25)


** Later models refer to Paragraph 7-3m(25)
*** Models with variable-capacity torque converter
+ Models with reversed filter configuration

L03553

Foldout 13. Main-Pressure Regulator Valve and Earlier Model Filters

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


Legend For Foldout 14

A
1
2
3
4
5

6
7
8
9
10

11
12
13
14
15

16
17
18
19
20
21

Bolt, 716-14 x 312 (7) A


Flat washer, 716 (7)
Main-pressure regulator valve body assembly
Set screw, 516-18 x 1732 B
Main pressure connection plug assembly,
SAE No. 4 (716-20) straight-thread E; Main
pressure connection plug, 14 NPTF (earlier
models) C
Main-pressure regulator valve body
Main-pressure regulator valve
Stop
Spring
Shim (AR):
0.0289 inch (0.734 mm)
0.0528 inch (1.341 mm)
Plug
Gasket
Plug, 138-12 D
Gasket
Remote filter connection plug assemblies,
SAE No. 20 (158-12) straight-thread (2) F;
Remote filter connection plugs, 114 NPTF
(earlier models) (2) G
Filter assembly
Differential pressure switch
Filter cover
Sealring
Filter element
Filter shell
Torque
lb ft
A
5465
B
3660 lb in.
C
1416
D
90100
E
3842 lb in.
F
4753
G
95105

Foldout 14

N.m
7488
57
1921
123135
4.34.7
6470
129142

1
2
3
4
5

6
7
8
9
10

11
12
13
14
15
16
17
18
19
20
21
22
23
24
25

Bolt, 716-14 x 312 (4) A


Flat washer, 716 (4)
Main-pressure regulator valve body assembly
Set screw, 516-18 x 1732 B
Main pressure connection plug assembly,
SAE No. 4 (716-20) straight-thread E;
Main pressure connection plug, 14 NPTF (earlier models) C
Main-pressure regulator valve body
Main-pressure regulator valve
Stop
Spring
Shim (AR):
0.0289 inch (0.734 mm)
0.0528 inch (1.341 mm)
Plug
Gasket
Plug, 138-12 D
Gasket
Bolt, 716-14 x 312 (3) A
Lockwasher, 716 (3)
Bolt, 716-14 x 412 (2) A
Lockwasher, 716 (2)
Filter assembly
Differential pressure switch
Sealring (2)
Filter element (2)
Filter base
Filter shell (2)
Sealring
Torque
lb ft
A
5465
B
3660 lb in.
C
1416
D
90100
E
3842 lb in.

Copyright 1997 General Motors Corp.

N.m
7488
57
1921
123135
4.34.7

F OLDOUT 14
B

A
15

17

16

18

1
12

13

11
10

2
9
8
7
6
5

16

MODELS WITH FILTER


PORTS AT SIDE

19

15
1

3
10

2
8

11

12

13

17
2

10

13

12

15
5

11

7
6

18

MODELS WITH FILTER


PORTS AT TOP

24

5
4

19

20

23

14

14

21
22

20

25

21

24

25

L03566

Foldout 14,A. Main-Pressure Regulator Valve (Models With Remote Filters)

L03954

Foldout 14,B. Main-Pressure Regulator Valve and High-Efficiency Filters

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


Legend For Foldout 15

A
1
2
3
4
5
6
7
8
9
10
11
12
13
14

15

16
17
18
19
20
21
22
23
24
25
26
27
28

Lockup valve body gasket


Bolt, 38-16 x 112 (5) A
Flat washer, 38 (3)
Bolt, 38-16 x 3 (4) A
Lockup valve body assembly
Sealring
Lockup valve plug
Spring
Lockup shift valve
Spring pin
Lockup valve body
O-ring packing (some models)
O-ring plug, 14 (some models) B
Lockup pressure plug assembly, SAE No. 3
(38-24) straight-thread F;
Lockup pressure plug, 18 NPTF (earlier
models) C
Plug assembly, SAE No. 3 (38-24) straightthread F;
Plug, 18 NPTF (earlier models) C
Solenoid cover gasket
Solenoid (with sealring)
Flat washer, 14 (2)
Bolt, 14-20 x 1 (2) D
Bolt, 14-20 x 112 (2) D
Flat washer, 14 (2)
Cover assembly
Wiring harness
Receptacle connector E
Sealring
Body connector
Terminal connector (2)
Temperature sensor
Torque
A
B
C
D
E
F

Foldout 15

lb ft
2632
810
1012
911
68
2832 lb in.

N.m
3643
1113
1416
1314
810
3.23.6

Bolt, 38-16 x 234 (7) A


Lockwasher, 38 (7)
Gasket
Bolt, 38-16 x 114 (2) A
Lockwasher, 38 (2)
Lockup valve body assembly
Lockup valve body
Lockup shift valve
Shim (AR)
Washer
Spring
Valve plug
Sealring
Sealring
Plug
Flow valve
Spring pin (2)
Check valve
Lockup pressure plug assembly, SAE No. 3
(38-24) straight-thread C; Lockup pressure
plug, 18 NPTF (earlier models) B
20 Governor pressure plug assembly, SAE No. 3
(38-24) straight-thread C;
Governor pressure plug, 18 NPTF (earlier
models) B
21 Plug, 18 NPTF (some earlier models) B
22 Inhibitor pressure switch (manual-electric
models)
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19

Torque
A
B
C

Copyright 1997 General Motors Corp.

lb ft
2632
1012
2832 lb in.

N.m
3643
1416
3.23.6

F OLDOUT 15
B

1
20
19

28

18

13
12

21
22
3

17

16
14

15

26
25
27
24

11

23

10
6
9

13
12

14

11

15

10
9
8

16

2
1

17

19
19
7
20

18
21

22

L01178.01
L01177

Foldout 15,A. Electric Lockup Valve Body Assembly

Foldout 15,B. Non-Electric Lockup Valve Body Assembly

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


Legend For Foldout 16

A
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29

Step-joint sealring
Hook-type sealring (3)
Sealring
Step-joint sealring
Turbine output shaft*
Step-joint sealring
Hook-type sealring (3, some models 2)
Sealring
Step-joint sealring
Turbine output shaft**
Snapring
Retarder rotor
Rotor washer
Bolt, pitot tube 516-24 x 218 (2) A*
Lockstrip
Lockwasher, 12 (7)
Bolt, 12-13 x 112 (7) B
Retarder housing assembly
Retarder housing
Pipe plug, 18 NPTF (earlier models) (2) C
Pipe plug, 14 NPTF (earlier models) A
Dowel pin, 14
Pitot tube
Gasket
Ball bearing assembly
Hub
Lockwasher, 12 (5)
Bolt, 12-13 x 114 (5) B
Sealring
Torque
A
B
C

lb ft
1416
6780
1012

* Models with retarder.


** Models without retarder.
*** Not used in some models.

N.m
1921
91108
1416

1
2
3
4
5
6
7
8
9
10
11
12

13
14
15
16
17
18
19

20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35

Bolt, 38-16 x 3 (7) A


Lockwasher, 38 (7)
Gasket
Plate
Gasket
Hydraulic retarder control valve body assembly
Snapring
Seal and scraper assembly
Valve stop
Retarder control valve
Retarder control valve body
Plug assembly, SAE No. 8 (34-16) straightthread D; Pipe plug, 12 NPTF (earlier models) B
Secondary converter pressure regulator valve***
Spring***
Gasket
Plug assembly***
Pin***
Plug, 138-12 UNF-2A C
Plug assembly, SAE No. 8 (34-16) straightthread D; Pipe plug, 12 NPTF (earlier models) B
Hydraulic retarder control valve
body assembly
Plug assembly, SAE No. 8 (34-16) straightthread D; Pipe plug, 12 NPTF (earlier models) B
Seal and scraper assembly
Snapring
Retarder control valve body
Fluid transfer exhaust tube
Retarder control valve
Spring
Valve stop
Snapring
Gasket
Cover
Lockwasher, 38 (6)
Bolt, 38-16 x 1 (6) A
Bolt, 38-16 x 414 (7) A
Lockwasher, 38 (7)
Torque
lb ft
N.m
A
2632
3643
B
2327
3236
C
102117
139158
D
145155 lb in. 16.317.5

Foldout 16

Copyright 1997 General Motors Corp.

F OLDOUT 16
A

B
7

3
4
6

11

10

12

5
4

12
8
6

9
11
13

10

2
1
22
21
23
16

14

17

15

13
24
14

18
19

20

19

15
17

21

16

22
18
24

35
34

23

20

25

26
27
22

20

25

28

26
29

29
27

30

28

31
32
33

L01180

L03561

Foldout 16,A. Hydraulic Retarder and Turbine Output Shaft

Foldout 16,B. Hydraulic Retarder Control Valve Assembly

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


Legend For Foldout 17

A
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22

Butt-joint sealring (2)


Splitter-low clutch drum assembly
Fluid collector ring
Dowel pin (8)
Splitter-low clutch drum
Piston sealring
External lip-type sealring
Piston assembly
Ball (4)
Piston
Piston return (Belleville) spring
Snapring
Internal-splined plate (2)
External-splined plate
Backplate
Snapring
Snapring
Single-row ball bearing
Splitter clutch hub and sun gear assembly
Snapring
Splitter clutch hub
Splitter planetary sun gear

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15

16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35

Splitter planetary carrier assembly


Pinion thrust washer (8)
Pinion (matched set of 4)
Needle bearing (4)
Planetary carrier
Lubrication shield
Snapring
Lock ball (4)
Spindle (4)
Snapring
Splitter ring gear
Snapring
Splitter ring gear hub
Snapring
Spacer
3.6 inch (models without retarder)
3.1 inch (models with retarder)
Clutch backplate
Internal-splined plate (3)*
External-splined plate (3)*
Splitter clutch anchor*
Piston return spring (14)*
Guide pin (14)*
Splitter-high clutch piston*
Lip-type sealring
Lip-type sealring
Key, 3.91 inch (99.3 mm) (2)*
Splitter-high clutch piston housing*
Internal-splined plate (2)**
External-splined plate (2)**
Splitter clutch anchor**
Piston return spring (14)**
Splitter-high clutch piston**
Lip-type sealring**
Lip-type sealring**
Key, 3.91 inch (99.3 mm) (2)**
Splitter-high clutch piston housing**

* 5961, 5962, 5963, 6061, 6062, 6063, and 5600 Series models.
** 5861 models.

Foldout 17

Copyright 1997 General Motors Corp.

F OLDOUT 17
A

B
2 3
4 2

9
1

2
10
3

11
4

5
6

12
13
14

15
8

16

9
10

17
18
17
18

11

17
18

13

19
20

12

14

21
22

13
23
25
24

15

26

27
16

28

27
28

17

25

29

18

30
19

20

31

21

32
34

22

33
35

34

L01181

Foldout 17,A. Splitter-Low Clutch CL(B)T 5000, 6000 Series and M 5600, S 5600 Series

L01182

Foldout 17,B. Splitter Planetary and Splitter-High Clutch CL(B)T 5000, 6000
Series and M 5600, S 5600 Series

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


Legend For Foldout 18

A
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20

Bolt, self-locking, 516-24 x 12 (6) A


Plate (3)*
Pitot collector ring*
Snapring
Hook-type sealring
Hook-type sealring
Splitter-low clutch hub assembly
Dowel pin (8)
Splitter-low clutch hub
Lip-type sealring
Sealring
Splitter-low clutch piston assembly
Ball (4)
Piston
Piston return (Belleville) spring
Snapring
Internal-splined plate (3)
External-splined plate (2)
Splitter-low clutch drum
Spacer
Torque
A

lb ft
1923

* Manual-hydraulic models only


** Manual-electric and automatic-electric models

Foldout 18

Nm
2631

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32

Splitter-high clutch backplate


Piston return spring (14)
Key, 3.91 inch (99.3 mm)
Key, 3.91 inch (99.3 mm)
Anchor
Spring guide (14)
Internal-splined plate (4)
External-splined plate (4)
Splitter sun gear assembly
Snapring
Hub
Splitter planetary sun gear
Snapring
Ball bearing
Lip-type sealring
Splitter-high clutch piston
Lip-type sealring
Splitter-high clutch piston housing
Splitter planetary carrier assembly
Pinion thrust washer (8)
Pinion (matched set of 4)
Needle bearing (4)
Planetary carrier
Lubrication shield
Snapring
Lock ball (4)
Spindle (4)
Snapring
Splitter ring gear
Snapring
Splitter ring gear hub
Snapring

Copyright 1997 General Motors Corp.

F OLDOUT 18
A

B
1
2

3
4

6
3

7
8
4
5

6
8

10
10
11

11

12
13

15

14
16
12

15

17
18
16

13
14

17
19
18

28
20

29
30
31
19

32
20

25

27
26

21

22

20

23 24

L03572

L03571

Foldout 18,A. Splitter-Low Clutch M 6600, S 6600 Series

Foldout 18,B. Splitter Planetary and Splitter-High Clutch M 6600, S 6600 Series

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


Legend For Foldout 19

A
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18

19
20
21
22
23
24
25
26
27
28
29
30
31
32
33

Snapring
Seat
Converter pressure relief valve
Spring
Bolt, 38-16 x 34 (2) A
Bearing retainer (2)
Transmission housing assembly
Transfer tube
Valve pin (2)
Drain tube
Transmission housing
Reducer bushing B
Breather B
Lockwasher, 12 (12)*
Bolt, 12-13 x 5 (12) C
Jumper tube hose (3)
Jumper tube (3)
Lockwasher, 12 (7)*
Lockwasher, 12 (19)**
Bolt, 12-13 x 134 (7) C*
Bolt, 12-13 x 112 (19) C**
Hub
Lockwasher, 58 (27)
Bolt, 58-11 x 134 (27) D
Spring*
Converter pressure regulator valve*
Seat*
Snapring*
Ball bearing
Bearing retainer
Lockwasher, 12 (6)
Bolt, 12-20 x 178 (6) E
Visual level indicator B
Plug (2) B
Washer (2)
Torque
lb ft
N.m
A
2632
3643
B Tighten sufficiently to prevent leakage
C
6780
91108
D
117140
159189
E
96115
131155

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15

Step-joint sealring (2)


High-range clutch drum assembly
Dowel pin (8)
High-range clutch drum
Piston inner sealring
Piston external lip-type sealring
Piston assembly
Ball (2)
Piston
Belleville spring
Snapring
Internal-splined plate (3)
External-splined plate (2)
Backplate
Internal snapring

* Models with retarder.


** Models without retarder.

Foldout 19

Copyright 1997 General Motors Corp.

F OLDOUT 19
A

B
2
3
1

1
30

29
28

13

7
8

11 12

27

17
14 15

16

9
18

26

25

19
24

10

23

11
12
13

9
8
7

20

10

32

33

14

31

22

21
15

L01183.01

L03560

Foldout 19,A. Transmission Housing

Foldout 19,B. High-Range Clutch

F OLDOUT 20
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23

24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46

Gasket
Lockwasher, 38 (10)
Bolt, 38-16 x 112 (10) A
Lockwasher, 38 (6)
Bolt 38-16 x 312 (6) A
Lockwasher, 38 (8)
Bolt, 38-16 x 2 (8) A
Manual-hydraulic control valve assembly
Transfer plate
Gasket
Bolt, 516-18 x 78 (4) B*
Lockwasher, 516 (4)*
Cover
Gasket
Stop
Inner spring
Outer spring
Intermediate-range trimmer upper valve
Inner spring
Outer spring
Intermediate-range trimmer lower valve
Seal and scraper assembly
Plug assembly, SAE No. 3 (38-24) straight-thread (2) E;
Pipe plug, 18 NPTF (2) (earlier models) C
Lockwasher, 38 (4)
Bolt, 38-16 x 234 (4) A
Detent plug D
Gasket
Spring (2)
Detent ball (2)
Control valve body
Manual-selector valve assembly
Bushing
Manual-selector valve assembly
Manual-selector valve
Steel ball, 916
Bolt, 38-16 x 114 (6) A
Lockwasher, 38 (6)
Trimmer and selector valve cover
Gasket
Stop
Spring
Neutral trimmer lower valve
Inner spring
Outer spring
Neutral trimmer upper valve
Stop
Torque
lb ft
N.m
A
2632
3643
B
1316
1821
C
1012
1416
D
90100
123135
E
2832 lb in.
3.23.6

11
12
13
14
15

10

16
17
18
19

20
21

22
4

26

46

24

28
6

29

29

45

28 27

30

7
32

44
43
31

42
41
40

34
33
35

39
38
37
36

L01185

Foldout 20. Manual-Hydraulic Control Valve Assembly


* On later models, each bolt and lockwasher is an assembly.

23 25

F OLDOUT 21
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45

46
47
48
49
50

Transfer plate gasket


Transfer plate
Lockwasher, 38 (3)
Bolt, 38-16 x 114 (3) A
Flat washer, 38 (2)
Bolt, self-locking, 38-16 x 114 (2) B
Gasket
Separator plate
Gasket
Control valve assembly
Flat washer, 14 (14)
Bolt, 14-20 x 358 (14) E
Flat washer, 14 (4)
Bolt, 14-20 x 414 (4) E
Harness guard
Solenoid cover and plate assembly
Gasket
Valve body internal wiring harness and retaining nut C
Solenoid cover
Flat head screw, 10-24 x 1 (2) D
Solenoid plate
Lockwasher, 14 (14*, 10**)
Bolt, 14-20 x 34 (14*, 10**) E
Solenoid (7*, 5**)
Cable tie (7*, 5**)
Gasket
Regulator valve spring
Solenoid pressure regulator valve
Splitter shift valve
Spring
Outer spring
Inner spring
Priority valve
High-range shift valve
Spring
Intermediate-range shift valve
Spring
Low-range shift valve
Spring
Reverse shift valve
Spring
Check ball, 516 (2)
Valve body assembly
Valve body
Plug assembly, SAE No. 3 (38-24) straight-thread G;
Pipe plug, 18 NPTF (earlier models) F
Plug assembly, SAE No. 3 (38-24) straight-thread (4) G;
Pipe plug, 18 NPTF (earlier models) (4) F
Plug assembly, SAE No. 3 (38-24) straight-thread G;
Pipe plug, 18 NPTF (earlier models) F
Plug assembly, SAE No. 3 (38-24) straight-thread G;
Pipe plug, 18 NPTF (earlier models) F
Screen assembly
Spring

51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89

Check valve
Pin
Splitter-low trimmer upper valve
Spring
Splitter-low trimmer lower valve
Inner spring
Outer spring
Stop
Gasket
Valve body cover
Lockwasher, 14 (14)
Bolt, 14-20 x 1 (14) E
Intermediate-range trimmer upper valve
Spring
Intermediate-range trimmer lower valve
Inner spring
Outer spring
Stop
Low-range trimmer upper valve
Spring
Low-range trimmer lower valve
Inner spring
Outer spring
Stop
Reverse trimmer upper valve
Spring
Reverse trimmer lower valve
Inner spring
Outer spring
Stop
Lockwasher, 38 (12)
Bolt, 38-16 x 414 (12) A
Bolt, 38-16 x 5 (2) A
Lockwasher, 38 (2)
Bolt, 38-16 x 334 (9) A
Lockwasher, 38 (9)
Bolt, 38-16 x 3 (11) A
Lockwasher, 38 (11)
Orifice plug (5)
Torque
lb ft
A
2632
B
3643
C
1520
D 2436 lb in.
E
911
F
4860 lb in.
G 2832 lb in.

15
25
21 24
89

14

12

23
22

13

11

19
1
27

29 31
32

28

30

33

47

20

17

34
36

26

38

35
37

18

39

42

40
41

48

16

46

49

45
44
52

43

51 50
53
54

55
56
57
58
59

63
64

69
70
71

75
76

10

65

82

66

72

67

73

77

81
83

78

68

84
9

79
74

86 85

80

60
61
62

88

87

N.m
3543
4958
2127
34
1215
5.56.7
3.23.6

2
* Models with lock-in-range.
** Models with lock-in-neutral.

L03569

Foldout 21. Electric-Shift Control Valve Assembly


(Models With Manual-Electric System and Models With SPG System)

F OLDOUT 22
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52

53

Transfer plate gasket


Transfer plate
Flat washer (3)
Bolt, 38-16 x 114 (3) A
Flat washer (2)
Bolt, 38-16 x 114 (2) B
Separator plate gasket
Separator plate
Separator plate-to-valve body gasket
Control valve body assembly
Flat washer (14)
Bolt, 14-20 x 358 (14) C
Flat washer (4)
Bolt, 14-20 x 4 14 (4) C
Harness guard
Cover and plate assembly
Wiring harness D
Connector terminal (14)
Connector body (7)
Cable tie (4)
Receptacle connector
O-ring seal
Pin (2)
Solenoid cover gasket
Solenoid cover
Flat washer (14)
Bolt, 14-20 x 78 (10*, 14**) C
Solenoid, 12V (5*, 7**) or
Solenoid, 24V (5*, 7**)
O-ring seal (5*, 7**)
Solenoid mounting plate assembly
Mounting plate
Orifice plug (5)
Screw, 10-24 x 1 (2) E
Solenoid mounting plate gasket
Regulator valve spring
Solenoid pressure regulator valve
Splitter shift valve
Spring
Outer spring
Inner spring
Priority valve
High-range shift valve
Spring
Intermediate-range shift valve
Spring
Low-range shift valve
Spring
Reverse shift valve
Spring
Check ball, 516 (2)
Control valve body assembly
Plug assembly, SAE No. 3 (38-24) straightthread (4) H;
Pipe plug, 18 NPTF (4) (earlier models) F
Control valve body

54 Plug assembly, SAE No. 3 (38-24) straightthread (2) H;


Pipe plug, 18 NPTF (2) (earlier models) F
55 Plug assembly, SAE No. 3 (38-24) straightthread H;
Pipe plug, 18 NPTF (earlier models) F
56 Screen
57 Spring
58 Check valve
59 Pin
60 Splitter-low trimmer upper valve
61 Spring
62 Splitter-low trimmer lower valve
63 Inner spring
64 Outer spring
65 Stop
66 Intermediate-range trimmer upper valve
67 Spring
68 Intermediate-range trimmer lower valve
69 Inner spring
70 Outer spring
71 Stop
72 Low-range trimmer upper valve
73 Spring
74 Low-range trimmer lower valve
75 Spring
76 Outer spring
77 Stop
78 Reverse trimmer upper valve
79 Spring
80 Reverse trimmer lower valve
81 Inner spring
82 Outer spring
83 Stop
84 Trimmer valve cover gasket
85 Trimmer valve cover
86 Lockwasher, 14 (14)
87 Bolt, 14-20 x 1 (14) C
88 Lockwasher, 38 (12)
89 Bolt, 38-16 x 414 (12) A
90 Lockwasher, 38 (2)
91 Bolt, 38-16 x 5 (2) A
92 Lockwasher, 38 (9)
93 Bolt, 38-16 x 334 (9) A
94 Lockwasher, 38 (11)
95 Bolt, 38-16 x 3 (11) A
Torque
lb ft
Nm
A
2632
3643
B
3643
4958
C
911
1314
D
1520
2127
E
2436 lb in.
34
F
4860 lb in.
5.56.7
G
1015
1420
H
2832 lb in.
3.23.6

14
15
31

30

27
26

28
29

32

13
25

12

34

11
24

35
37

39

36

33

42
40
38

44
46

41
43

23

48
45

54

47

49

50

22

55
56

21

20

52
53

51

57
58
59
19

60
61

66

62

67

63

68

64
65

69

17

73
74
75

78

80
7
6

4
82

77
85
86
87

83

93

8
5

71

88
89
90
91

79

81

70

10

16

72

76
84

18

92
95
94

L01187

* Models with lock-in-neutral.


** Models with lock-in-range.

Foldout 22. Electronic-Control Valve Assembly (Models Without Trim Boost)

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52

53
54
55
56
57
58

Transfer plate gasket


Transfer plate
Flat washer (3)
Bolt, 38-16 x 114 (3) A
Flat washer (2)
Bolt, 38-16 x 114 (2) B
Separator plate gasket
Separator plate
Separator plate-to-valve body gasket
Control valve body assembly
Flat washer (14)
Bolt, 14-20 x 358 (14) C
Flat washer (4)
Bolt, 14-20 x 414 (4) C
Harness guard
Cover and plate assembly
Wiring harness D
Connector terminal (14)
Connector body (7)
Cable tie (5)
Connector receptacle
O-ring seal
Pin (2)
Solenoid cover gasket
Solenoid cover
Flat washer (14)
Bolt, 14-20 x 78 (10*, 14**) C
Solenoid, 12V (5*, 7**)
O-ring seal (5*, 7**)
Solenoid mounting plate assembly
Mounting plate
Orifice plug (5)
Screw, 10-24 x 1 (2) E
Solenoid mounting plate gasket
Spring
Solenoid pressure regulator valve
Splitter shift valve
Spring
Outer spring
Inner spring
Priority valve
High-range shift valve
Spring
Intermediate-range shift valve
Spring
Low-range shift valve
Spring
Reverse shift valve
Spring
Check ball, 516 (2)
Control valve body assembly
Plug assembly, SAE No. 3 (38-24) straight-thread
(4) H; Pipe plug, 18 NPTF (4) (earlier models) F
Control valve body
Plug assembly, SAE No. 3 (38-24) straight-thread
(2) H; Pipe plug, 18 NPTF (2) (earlier models) F
Plug assembly, SAE No. 3 (38-24) straight-thread
H; Pipe plug, 18 NPTF (earlier models) F
Screen
Spring
Check valve

59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
101
102
103
104

Pin
Splitter-low trimmer upper valve
Splitter-low trimmer lower valve
Inner spring
Outer spring
Stop
Splitter-high trimmer upper valve
Splitter-high trimmer lower valve
Inner spring
Outer spring
Stop
Trim boost regulator valve
Spring
Stop
Intermediate-range trimmer upper valve
Intermediate-range trimmer lower valve
Inner spring
Outer spring
Stop
Low-range trimmer upper valve
Low-range trimmer lower valve
Inner spring
Outer spring
Stop
Reverse trimmer upper valve
Reverse trimmer lower valve
Inner spring
Outer spring
Stop
Trimmer valve cover gasket
Wiring harness G
Connector receptacle
Trimmer valve cover
Lockwasher (15)
Bolt, 14-20 x 1 (15) C
Non-latching solenoid
Flat washer (2)
Bolt, 14-20 x 1 (2) C
Solenoid cover gasket
Solenoid cover
Flat washer, 14 (6)
Bolt, 14-20 x 1 (6) C
Lockwasher, 38 (3)
Bolt, 38-16 x 434 (3) A
Lockwasher, 38 (31)
Bolt, 38-16 x 334 (31) A
Torque
A
B
C
D
E
F
G
H

lb ft
2632
3643
911
1520
2436 lb in.
4860 lb in.
1015
2832 lb in.

Nm
3643
4958
1314
2127
34
5.56.7
1420
3.23.6

F OLDOUT 23
14
15
28

31

30

27
26

29

32

13
25

12

34

11
24

35
37

39

36

33

42
40
38

44
46

41
43

23

48
45

54

47

49

50

22

55
56

21

20

52
53

51

57
58

99

100

98

59

97
19

65

60
61

17

66
67

74

79

63

75

68

64

72

94

9
85

8
7

81
77

86

82
2

87

89

96

101

84

76

88

95
83

80

71
69

16

78

102

10

73
70

62

18

104
103

1
90
91
92
93

L03570

* Models with lock-in-neutral.


** Models with lock-in-range.

Foldout 23. Electronic-Control Valve Assembly (Models With Trim Boost)

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


Legend For Foldout 24

1 Gasket
2 Pan assembly
3 Standard-capacity pan; High-capacity pan
(later models)
4 Strainer shield
5 Gasket
6 Strainer assembly
7 Bolt, 14-20 x 58 A
8 Lockwasher, 14
9 Magnet bracket
10 Magnet
11 Strainer assembly
12 Bolt, 14-20 x 58 A
13 Lockwasher, 38 (6)
14 Bolt, 38-16 x 78 (6) B
15 Drain plug assembly, SAE No. 12 (1116-12)
straight-thread D;
Drain plug, 34 NPTF (earlier models) C
16 Lockwasher, 38 (4)
17 Bolt, 38-16 x 5 (4) B
18 Bolt, 38-16 x 118 (24) B*
19 Lockwasher, 38 (24)*
20 Pan assembly
21 Pan
22 Strainer shield
Torque
A
B
C
D

lb ft

Nm

911

1314

2632

3643

3337

4550

2426

3235

1
2
3
4
5
6
7

Gasket
Lockwasher, 38 (28)
Bolt, 38-16 x 78 (28) A
Drain cover
Hose clamp (2, some models 4)
Drain hose (1, some models 2)
Drain cover
Torque
A

* On later models, each bolt and lockwasher is an assembly.

Foldout 24

Copyright 1997 General Motors Corp.

lb ft

Nm

2632

3643

F OLDOUT 24
A

12
10
7

11

9
6

14

5
13

2
4
3

15
1

16

19
18

17

2
3

4
5
6
5

3
1
15
20
19
18

21
22

16
5

16

17

14

19
18

15
7
9 8

13
6

17

6
5

10

11
12
L03573

Foldout 24,A. Pan (Straight-Through Models)

L01190.01

Foldout 24,B. Pan (Dropbox Models)

F OLDOUT 25
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36

Intermediate-range sun gear


Intermediate-range planetary carrier assembly*
Planetary carrier*
Spindle (4)
Steel ball, 316 (4)
Thrust washer (8)
Pinion (matched set of 4)
Roller bearing (4)
Bearing assembly
Sealring
Collector ring
Retainer (4)
Bolt, self-locking, 38-24 x 58 (8) A
Ring gear***
Compression (crush) ring
Backplate**
Key, 1.701.73 inch (4344 mm)*** (2);
key, 2.632.69 inch (6768 mm)**
Anchor**
Piston return spring (14)
Ring gear* ***
Spacer ring***
Anchor ***
Hub+
Retaining ring+
Intermediate-range planetary carrier assembly+
Planetary carrier+
Ring gear** +
Ring gear*** +
Internal-splined plate (3)**, (4)***
External-splined plate (3)**, (4)***
Lip-type sealring
Intermediate-range clutch piston
Lip-type sealring
Piston housing assembly
Piston housing
Pin (2)
Torque
A

lb ft
4149

20
15

21

17
22
11

600
13

R IE

S
15

10
12

16

26
14
6

17

560

4
7

MODELS
WITHOUT
HIGH-SPEED
REVERSE (H.S.R.)

19

0S
E

18

0,

580

19

0,

590

28

0S
ER
IE S
15

25

21
17

23

22

24
600

13

9
10

0S
ER
IE

19
MODELS
WITH
HIGH-SPEED
REVERSE (H.S.R.)

11

15
12

29

17

30
27

19
560

31

500
600 0 SE
0 S RIE
ER S =
IES
6
= 8 PLA
PL TES
AT
ES

32
33

0,

590

0S
ER

IES

16
34

35

18

36

N.m
5666
L01191.01

* Models without high-speed reverse (H.S.R.) capabilities.


** 5600, 5800, 5900 Series transmissions.
*** 6000 Series transmissions.
+ Models with high-speed reverse (H.S.R.) capabilities.

Foldout 25. Intermediate-Range Planetary and Intermediate-Range Clutch

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


Legend For Foldout 26

1 Sleeve (used only when reworking


splitter shaft 3)
2 Sun gear and splitter shaft assembly
3 Splitter shaft
4 Orifice tube
5 Ball bearing
6 Snapring
7 Transmission output shaft
8 Transmission output shaft
9 Transmission output shaft
10 Transmission output shaft
11 Low-range planetary carrier assembly
12 Thrust washer (10)
13 Pinion (matched set of 5)
14 Roller bearing (5)
15 Spindle (5)
16 Ball (5)
17 Snapring
18 Low-range planetary carrier assembly
19 Retainer pin (5)
20 Bolt, self-locking, 716-20 x 1 (5) A
21 Thrust washer
22 Low-range ring gear
23 Anchor
24 Key, 1.2341.264 inch (31.3432.10 mm) (2)
25 Piston return spring (14)
26 Internal-splined plate (4)*, (5)**
27 External-splined plate (4)*, (5)**
28 Lip-type sealring
29 Low-range clutch piston
30 Lip-type sealring
31 Piston housing assembly
32 Piston housing
33 Pin (2)
Torque
A

lb ft
5060

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22

Reverse sun gear


Bolt, self-locking, 38-24 x 58 (6) A
Retainer
Thrust washer
Ring gear
Reverse planetary carrier assembly
Reverse planetary carrier
Thrust washer (12)
Spacer (12)
Pinion (matched set of 6)
Roller (144)
Steel ball, 316 (6)
Spindle (6)
Ball bearing
Anchor
Piston return spring (14)
Key, 1.701.73 inch (43.243.9 mm) (2)
Internal-splined plate (5)
External-splined plate (5)
Piston
Lip-type sealring
Lip-type sealring
Torque
A

N.m
6881

* CL(B)T 5000, 6000 Series and M 5600, S 5600 Series


** M 6600, S 6600 Series

Foldout 26

Copyright 1997 General Motors Corp.

lb ft
4149

N.m
5666

F OLDOUT 26
A

B
7

17

13

18

19

10
20
16

12
2

15

9
3

4
5

9
11

12

10
13

11

14

12

21
22

14
23

24

15
25

16
17
18

26

19
27

28
29

20
30
31
32

21
33

22

L01192
L01193

Foldout 26,A. Low-Range Planetary and Low-Range Clutch

Foldout 26,B. Reverse Planetary and Reverse Clutch

F OLDOUT 27

1
2
3
4
5
6
7

8
9
10
11

12
13
14
15
16
17
18
19

Gasket
Snapring
Ball bearing
Output drive housing assembly
Dowel pin, 34 x 114 (2)
Output drive housing
Filler connection plug assembly, SAE No. 20 (158-12)
straight-thread D;
Filler connection plug,114 NPTF (earlier models) A
Rear adapter assembly
Dowel pin, 34 x 114 (2)
Rear adapter
Fluid level check plug assembly, SAE No. 4 (716-20)
straight-thread (2) E;
Fluid level check plug, 14 NPTF (2) (earlier models) B
Nameplate
Drive screw (4)
Seal (2)
Shim
Retainer
Lockstrip
Bolt, 12-20 x 114 (2) C
Coupling
Torque
A
B
C
D
E

lb ft
95105
1416
96115
4753
3842 lb in.

5
2

6
3
7

14
8
19
9

10

11
15

12
13

16
17
18

Nm
129142
1921
131155
6470
4.34.7

L01194

Foldout 27. Output Drive Housings

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


Legend For Foldout 28
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31

Gasket
Output drive housing assembly
Pipe plug, 34 A
Dowel pin, 34 x 114 (2)
Output drive housing
Bushing
Gasket
Lockwasher, 58
Bolt, 58-11 x 334 B
Speedometer drive gear
Spacer
Speedometer drive gear assembly
Speedometer drive gear
Magnetic pickup gear
Spacer
Ball bearing
Washer, 58 (8)
Bolt, 58-11 x 134 (8) B
Bearing retainer assembly
Bearing retainer
Seal
Baffle
Magnetic pickup (speed sensor) C
Bolt, 58-18 x 1 D
Washer, 58
Nipple
Seal
Flange, M9C
Flange, S1800
Flange, S1850
Shim (AR):
0.025 inch (0.64 mm)
0.005 inch (0.13 mm)
32 Flange retainer washer
33 Lockstrip

34
35
36
37
38
39
40
41
42
43
44
45

46
47
48
49
50

Bolt, 12-20 x 114 (2) E


Flange retainer plate
Nut, self-locking F
Speedometer drive shaft and gear
Gasket
Washer, 332
Sleeve assembly
Seal
Washer, 1116
Drive sleeve
Screw assembly (2) G
Fluid level check plug assembly, SAE No. 4
(716-20) straight-thread (2) J; Fluid level check
plug, 14 NPTF (earlier models) (2) H
Drive screw (4)
Nameplate
Bolt, 58-11 x 334 B
Lockwasher, 58
Filler connection plug assembly, SAE No. 20
(158-12) straight-thread K; Filler connection
plug,114 NPTF (earlier models) L
Torque
A
B
C
D
E
F
G
H
J
K
L

lb ft
3337
117140
*
134160
96115
7001000
1316
1416
3842 lb in.
4753
95105

N.m
4550
159189
*
182216
131155
9491355
1821
1921
4.34.7
6470
129142

* Screw in until plug touches OD of gear. Back off three-quarter turn


and tighten nut to 1316 lb ft (1821 Nm).

Foldout 28

Copyright 1997 General Motors Corp.

F OLDOUT 28
40
1

44

2
4

43

5
38

39

41

42

37
6
8

12
13

9
7

14
15
10

50

11
17
18
47
49
48

30
19

46

45

20
16

21
22
31

26
29

32

33
34

25
24

23
35

27

36
28
31

32
33
34

35
36

L03562

Foldout 28. Output Drive Housing and Speedometer Components

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


Legend For Foldout 29
1
2
3
4

5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28

29

30
31
32
33
34

Self-locking bolt, 12-20 x 114 (2) A


Lockstrip
Retainer washer
Shim (AR):
0.025 inch (0.64 mm)
0.005 inch (0.13 mm)
Self-locking nut B
Flange, M9C, M10C
Flange, S1850
Bolt, 12-13 x 138 (6) C
Lockwasher, 12 (6)
Seal
Bearing retainer
Sealring
Retainer gasket
Single-row ball bearing with snapring
Spacer
Output shaft
Magnetic pickup (speed sensor) D
Bolt, 58-18 x 1 E
Flat washer, 58
Transfer gear housing (dropbox) assembly
Dowel pin, 34 x 114 (2)
Transfer gear housing (dropbox)
Fluid collector baffle
Internal-tooth lockwasher (2)
Bolt, 38-16 x 58 (2) F
Dowel pin, 34 x 114 (2)
Plug, 1 inch G
Fluid level check plug assembly, SAE No. 4
(716-20) straight-thread (2) N; Fluid level
check plug, 14 NPTF (earlier models) (2) L
Plug assembly, SAE No. 12 (1116-12)
straight-thread M; Pipe plug, 34 NPTF
(earlier models) H
Drive screw (4)
Nameplate
Gasket (2)
Inspection cover (2, 1 with Item 103)
Lockwasher, 38 (20)

35
36
37
38
39
40
41
42
43
44
45
46
47
48
49

50
51
52
53

54
55
56
57
58
59
60
61
62
63
64
65
66

67
68

Bolt, 38-16 x 58 (20) F


Gasket
Strainer and magnet assembly
Bolt, 14-20 x 58 J
Lockwasher, 14
Magnet bracket
Magnet
Strainer assembly
Bolt, 14-20 x 58 J
Lockwasher, 38 (6)
Bolt, 38-16 x 78 (6) F
Single-row ball bearing
Output drive gear
Single-row ball bearing
Single-row ball bearing (earlier models);
Roller bearing with separable outer
race (later models)
Output idler gear assembly
Output idler gear
Speedometer drive plug
Single-row ball bearing (earlier models);
Roller bearing with separable outer race
(later models)
Output driven gear
Spacer
Single-row ball bearing
Tapered roller bearing
Output driven gear and shaft
Tapered roller bearing
Gasket
Transfer gear housing cover
Magnetic pickup shield
Lockwasher, 12 (26)
Bolt, 12-13 x 134 (26) C
Gasket
Shim (AR):
0.025 inch (0.64 mm)
0.005 inch (0.13 mm)
Retainer washer
Lockstrip

Copyright 1997 General Motors Corp.

Foldout 29

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


Legend For Foldout 29 (contd)
Bolt, self-locking, 12-20 x 114 (2) A
Sealring (some models)
Bearing retainer
Lockwasher, 12 (6)
Bolt, 12-13 x 138 (6) C
Spacer
Output bearing retainer assembly
Output bearing retainer
Seal
Baffle
Nipple
Lockwasher, 12 (6)
Bolt, 12-13 x 112 (6) C
Speedometer drive shaft
Gasket
Washer, 332
Drive sleeve assembly
Seal
Washer, 1116
Drive sleeve
Screw assembly (2) K
Cover
Gasket
Output flange, M9C
Output flange, S1850
Shim (AR):
0.025 inch (0.64 mm)
0.005 inch (0.13 mm)
95 Retainer washer
96 Lockstrip
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94

Foldout 29

97 Bolt, self-locking, 12-20 x 114 (2) A


98 Gasket
99 Shim (AR):*
0.020 inch (0.51 mm)
0.023 inch (0.58 mm)
0.026 inch (0.66 mm)
0.040 inch (1.02 mm)
100 Bearing retainer plate*
101 Output shaft
102 Output shaft
103 Cover**
104 Plug, 114-14** H
Torque
lb ft
A
96115
B
7001000
C
6780
D
***
E
134160
F
2632
G
7585
H
3337
J
911
K
1316
L
1416
M
2426
N 3842 lb in.

N.m
131155
9501355
91108
***
182216
3643
102115
4550
1314
1821
1921
3235
4.34.7

* Used with Shaft 58.


** Used with Drain Cover 7 (Foldout 24,B).
*** Screw in until plug touches OD of gear. Back off three-quarter turn
and tighten nut to 1316 lb ft (1821 Nm).

Copyright 1997 General Motors Corp.

F OLDOUT 29
12

5
8

10
11

12
13

14

15

;;;
;;;

38

39
40
41
42

98

43

17
18
19

16

20

22 21

101

24

102

23

46

26 25
27

47
48

37

60

28
49
51

35
34

29

36

50

62

61

52
53

63

30

33
31

66

104
32

64
67
68
69

44 45
99

65

54

103

55

70

100

56

71
72

;;;;
;;;;
;;;;
;;;;
;;;; ;;;
;;;
;;;
;;;
73

74

75

76

77

57
58
79

59

80
82 83 81
85
84
86
87 88
91
90

78

92

93

95
94 96
97

89

L03563

Foldout 29. Transfer Gear Housing, Gears, and Output Components

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


Legend For Foldout 30
1
2
3
4

5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26

27

28
29
30
31
32
33
34
35
36

Bolt, self-locking, 12-20 x 114 (2) A


Lockstrip
Retainer washer
Shim (AR):
0.025 inch (0.64 mm)
0.005 inch (0.13 mm)
Flange, S1800
Output bearing retainer assembly
Baffle
Lip-type seal
Output bearing retainer
Bolt, 12-13 x 112 (6) B
Lockwasher, 12 (6)
Spacer
Gasket
Gasket
Magnetic pickup (speed sensor) C
Flat washer, 58
Bolt, 58-18 x 1 D
Transfer gear housing (dropbox) assembly
Dowel pin, 34 x 114 (2)
Transfer gear housing (dropbox)
Baffle
Bolt, 38-16 x 58 (2) E
Internal-tooth lockwasher (2)
Dowel pin, 34 x 114 (2)
Plug, 1 Inch F
Fluid level check plug assembly, SAE No. 4
(716-20) straight-thread (2) J;
Fluid level check plug, 14 NPTF (earlier
models) (2) L
Plug assembly, SAE No. 12 (1116-12)
straight-thread M;
Pipe plug, 34 NPTF (earlier models) G
Drive screw (4)
Nameplate
Gasket (2)
Inspection cover
Lockwasher, 38 (20)
Bolt, 38-16 x 78 (20) E
Strainer and magnet assembly
Bolt, 14-20 x 58 H
Lockwasher, 14

37
38
39
40
41
42
43
44
45
46

47
48
49
50

51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75

Magnet bracket
Magnet
Strainer assembly
Bolt, 14-20 x 58 H
Lockwasher, 38 (6)
Bolt, 38-16 x 78 (6) E
Single-row ball bearing
Output drive gear
Single-row ball bearing
Single-row ball bearing (earlier models);
Roller bearing with separable outer race (later
models)
Output idler gear assembly
Output idler gear
Speedometer drive plug
Single-row ball bearing (earlier models);
Roller bearing with separable outer race (later
models)
Single-row ball bearing
Spacer
Output driven gear
Spacer
Single-row ball bearing with snapring
Output driven shaft
Gasket
Transfer gear housing cover
Magnetic pickup shield
Lockwasher, 12 (26)
Bolt, 12-13 x 134 (26) B
Coupling gear
Snapring
Gasket
Adapter
Gasket
Bolt, 12-13 x 134 (6) B
Lockwasher, 12 (6)
Output drive housing
Lip-type seal
Rod wiper seal
Disconnect fork shaft
Disconnect fork
Snapring
Needle bearing assembly

Copyright 1997 General Motors Corp.

Foldout 30

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


Legend For Foldout 30 (contd)
76
77
78
79
80
81
82
83
84
85
86
87
88
89

90
91
92
93
94
95
96
97
98
99
100
101
102
103
104
105
106
107
108
109
110
111
112

Needle bearing outer race


Needle bearing inner race
Disconnect coupling
Output shaft
Detent ball, 12 inch diameter (2)
Spring
Single-row ball bearing
Gasket
Bearing retainer
Lockwasher, 12 (6)
Bolt, 12-13 x 112 (6) B
Lip-type seal
Flange, S1850
Shim (AR):
0.025 inch (0.64 mm)
0.005 inch (0.13 mm)
Retainer
Lockstrip
Bolt, self-locking, 12-20 x 114 (2) A
Gasket
Cover
Speedometer drive shaft
Gasket
Washer
Drive sleeve assembly
Seal
Washer, 1116
Drive sleeve
Screw assembly (2) K
Gasket
Adapter
Gasket
Lockwasher, 12 (6)
Bolt, 12-13 x 234 (6) B
Output drive housing
Disconnect fork
Lip-type seal
Rod wiper seal
Disconnect fork shaft

Foldout 30

113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129

130
131
132
133

Snapring
Needle bearing assembly
Needle bearing outer race
Needle bearing inner race
Spacer
Disconnect coupling
Output shaft
Detent spring
Detent ball, 12 (2)
Single-row ball bearing
Gasket
Bearing retainer
Lockwasher, 12 (6)
Bolt, 12-13 x 112 (6) B
Lip-type seal
Flange, S1850
Shims (AR):
0.025 inch (0.64 mm)
0.005 inch (0.13 mm)
Retainer washer
Lockstrip
Bolt, self-locking, 12-20 x 114 (2) A
Gasket
Torque
A
B
C
D
E
F
G
H
J
K
L
M

lb ft
96115
6780
*
134160
2632
7585
3337
911
3842 lb in.
1316
1416
2426

N.m
131155
91108
*
182216
3643
102115
4550
1314
4.34.7
1821
1921
3235

* Screw in until plug touches OD of gear. Back off three-quarter turn


and tighten nut to 1316 lb ft (1821 Nm).

Copyright 1997 General Motors Corp.

F OLDOUT 30

1 2
3

;;;
;;;
;;;

57
14

15

16 17

43

10 11

18
19

12 13

20

23

59

58

44

60

21

61

45
62 63
64 65

66

22

69

24
25

70 71
46

32

72

48
26

133

41

27
31
30

29

51

28
34
35 36

52

103

50

47

42

33

78
49

96
95
97 99

53
54

100

55

37
38

73
74

67

105

98

108
101

39
93

94

80
83

79

84

85

114

113 115
116 117
106
107
110
111

82

76 77
75

109
102

56

40

68

104

81

86

87
88
89

118

90
91

119

92
122
123

112
120

124
121

127
128
129
130
131

125
126

132

L03564

Foldout 30. Transfer Gear Housing, Gears, and Rear Output Disconnects

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


Legend For Foldout 31
1
2
3
4

5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38

Bolt, self-locking, 12-20 x 114 (2) A


Lockstrip
Retainer plate
Shim (AR):
0.025 inch (0.64 mm)
0.005 inch (0.13 mm)
Flange, S1850
Seal
Bolt, 12-13 x 112 (6) B
Lockwasher, 12 (6)
Bearing retainer
Gasket
Single-row ball bearing
Output shaft
Detent ball, 12 (2)
Detent spring
Disconnect coupling
Spacer
Needle bearing assembly
Bearing inner race
Needle bearing
Snapring
Disconnect fork shaft
Lip-type seal and rod wiper kit
Disconnect fork
Output drive housing
Bolt, 12-13 x 234 (6) B
Lockwasher, 12 (6)
Gasket
Adapter
Gasket
Output shaft
Single-row ball bearing with snapring
Gasket
Magnetic pickup (speed sensor) C
Bolt, 58-18 x 1 D
Flat washer, 58
Transfer gear housing (dropbox) assembly
Dowel pin, 34 x 114 (2)
Transfer gear housing (dropbox)

39
40
41
42
43
44

45

46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66

67
68
69
70

71

Baffle
Internal-tooth lockwasher (2)
Bolt, 38-16 x 58 (2) E
Dowel pin, 34 x 114 (2)
Plug, 1 inch F
Fluid level check plug assembly, SAE No. 4
(716-20) straight-thread (2) J;
Fluid level check plug, 14 NPTF (earlier
models) (2) L
Drain plug assembly, SAE No. 12 (1116-12)
straight-thread M;
Pipe plug, 34 NPTF (earlier models) G
Drive screw (4)
Nameplate
Gasket (2)
Inspection cover
Lockwasher, 38 (20)
Bolt, 38-16 x 78 (20) E
Gasket
Strainer and magnet assembly
Bolt, 14-20 x 58 H
Lockwasher, 14
Magnet bracket
Magnet
Strainer assembly
Bolt, 14-20 x 58 H
Lockwasher, 14 (6)
Bolt, 38-16 x 78 (6) E
Spacer
Output driven gear
Spacer
Single-row ball bearing
Single-row ball bearing (earlier models);
Roller bearing with separable outer race (later
models)
Output idler gear assembly
Output idler gear
Speedometer drive plug
Single-row ball bearing (earlier models);
Roller bearing with separable outer race (later
models)
Single-row ball bearing

Copyright 1997 General Motors Corp.

Foldout 31

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


Legend For Foldout 31 (contd)
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98

Output drive gear


Single-row ball bearing
Gasket
Transfer gear housing cover
Magnetic pickup shield
Lockwasher, 12 (26)
Bolt, 12-13 x 134 (26) B
Gasket
Spacer
Output bearing retainer assembly
Output bearing retainer
Seal
Baffle
Nipple
Bolt, 12-13 x 112 (6) B
Lockwasher, 12 (6)
Speedometer drive shaft
Gasket
Washer
Drive sleeve assembly
Seal
Washer, 1116
Drive sleeve
Screw assembly (2) K
Cover
Gasket
Output flange, M9C

Foldout 31

99 Output flange, S1850


100 Shim (AR):
0.025 inch (0.64 mm)
0.005 inch (0.13 mm)
101 Retainer plate
102 Lockstrip
103 Bolt, self-locking, 12-20 x 114 (2) A
Torque

lb ft

N.m

96115

131155

6780

91108

134160

182216

2632

3643

7585

102115

3337

4550

911

1314

3842 lb in.

4.34.7

1316

1821

1416

1921

2426

3235

* Screw in until plug touches OD of gear. Back off three-quarter turn


and tighten nut to 1316 lb ft (1821 Nm).

Copyright 1997 General Motors Corp.

F OLDOUT 31
1

7 8
2

10

34
5

11
14

13

9
12

15

17
16

18 19

20
23 24
25

26
27
28

21
22

29

;;;
;;;
;;;

33

32

34
35
37 38 39

30

31

36
40
41
71

72

42
43

73

74
44
66

75
68

69
67

45

51
50

47

46

77

70

62

78
63

49

76

52
48

64

65
60

81

79

61

80

82

;;;;
;;;;
;;;;
;;;; ;;;
;;;
;;;
;;;
83

53

84

98

54 55

56

85

57
58

88

87
89 90

59

86
91
92
93 94

99

101
100 102
103

95

97

96

L03565

Foldout 31. Transfer Gear Housing, Gears, and Front Output Disconnect

F OLDOUT 32
1

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29

58-18

Nut,
(4) A
Plain washer, 58 (4)
Brake apply lever
Spring washer
Parking brake assembly
Nut, 34-16 (2) B
Lockwasher (2)
Support bracket
Support plate
Adjusting screw socket
Adjusting screw
Adjusting screw nut
Adjusting screw spring
Camshaft
Anchor pin (2)
Anchor pin brace
Shoe return spring (2)
Shoe and lining (2)
Washer, 58 (4)
Bolt, 58-18 x 2 (4)
Output flange
Output flange
Flange stud (bolt), 58-18 x 212 (8)
Clip (4)
Brake drum
Brake drum
Nut, 58-18 (8) A
Lockwasher, 12 (8)
Bolt, 12-20 x 1 (8) C
Torque
A
B
C

lb ft
134160
125166
83100

N.m
182216
170225
113135

25
3
4
28

21

29

19
20

5
26
23

24

22

27
9
6

18

7
8

14
15
10

18

11

12

16

13
17

L01199

Foldout 32. Parking Brake

F OLDOUT 33
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40

Manual-electric shift selector assembly


Inhibitor inner clutch
Sealring, 118 OD
Leveler
Leveler spring
Drive screw (2)
Nameplate
Shift selector body
Screw, 516-18 x 58 (3)
Lockwasher, 516 (3)
Bushing
Nut
Sealring, 916 OD
Spacer plate
Handle
Knob
Drive adapter
Shim (AR)
Sealring, 21116 OD
Screw, 6-32 x 34 (2)
Washer, No. 6 (2)
Mounting bracket
Microswitch assembly
Switch cover seal
Switch cover
Washer, No. 10 (4)
Screw, 10-24 x 58 (4)
Sealring, 112 OD
Screw, self-tapping, 6-32 x 38 (4)
Wiring harness kit
16-pin connector and wiring harness
Switch jumper wire
Heat-shrink tubing, 9 inch
4-pin connector and wiring
4-pin socket and wiring
Set screw, 10-32 x 14
Pin
Rotary key
Dowel pin (2)
Light socket plate assembly

41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76

Resistor (24V assembly)


Light plate and socket
Rotary key pin
Lamp, No. 1816
Sealring, 38 OD
Screw, 6-32 x 38 (4)
Screw, 8-32 x 12 (3)
Lockwasher, No. 8 (3)
Solenoid cover
Gasket
Solenoid assembly
Solenoid plunger
Washer
Solenoid coil
Sealring, 1516 OD
Retainer ring
Spring seat
Override spring
Guide pin (2)
Solenoid housing
Sealring, 218 OD
Fuse, SFE 9
Fuse holder assembly
Cap
Body
Nut
Screw, 14-20 x 1
Lockwasher, 14
Body cover
Range indicator
Range indicator support
Inhibitor clutch spring
Inhibitor outer clutch
Washer, 1764 x 12 x 116 (2)
Screw, 14-20 x 134 (2)
Manual-electric wiring harness

76

27
26
25
24

23
22
21
20

16
14
13
9

15

10

18 19

12

17

8
7

38

11

28
30

36

66

37

2
4

29

32

5
39

33

41

34

35

31

65 67

68

64

40

43 44
45

63

42

62
73 72

69

61
46

70

60
71

59
51

55

56

57

58

54
53
50
48 49
47

52
75

74

Torque
Hand-tighten all fasteners

L01200.01

Foldout 33. Manual-Electric Shift Selector

F OLDOUT 34

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22

Shift Pattern Generator (SPG)


Fourth-range restrictor wiring harness A
Fifth-range restrictor wiring harness A
12V-to-24V converter
24V overload protector
Cab wiring harness
Equipment wiring harness A
Magnetic pickup assembly B
Throttle potentiometer assembly
Throttle lever
Clamp bolt, 14-20 x 34 A
Throttle potentiometer shaft seal
Pre-formed O-ring packing
Potentiometer and coupling assembly
Cover gasket
Cover
Screw, 10-24 x 716 (4) A
Screw, 4-40 x 516 (4) A
Spacer
Housing
Bearing
Range indicator
Torque
A
B

lb ft
Hand tighten
1316

N.m

22

3
2
1

10
9
13
11

12
8

1821

21

19
14
15
16

20

17
18

L01201.01

Foldout 34. Automatic-Electric Control System Components

F OLDOUT 35
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33

Automatic-electric shift selector assembly


Leveler
Leveler spring
Drive screw (2)
Nameplate
Shift selector body
Relay*
Screw, 516-18 x 58 (3)
Lockwasher, 516 (3)
Bushing
Nut
Sealring, 916 OD
Spacer plate
Handle
Knob
Drive adapter
Shim (AR)
Sealring, 21116 OD
Screw, 6-32 x 34 (2)
Washer, No. 6 (2)
Mounting bracket
Microswitch assembly
Switch cover seal
Switch cover
Washer, No. 10 (4)
Screw, 10-24 x 58 (4)
Sealring, 112 OD
Screw, self-tapping, 6-32 x 38 (4)
Wiring harness
16-pin connector and wiring harness
Switch wire
Heat-shrink tubing
4-pin connector and wiring

34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58

4-pin socket and wiring


Set screw, 10-32 x 14
Pin
Rotary key
Dowel pin (4) (not serviceable)
Light socket plate assembly
Resistor (24V assembly)
Light plate and socket
Lamp, No. 1816
Sealring, 38 OD
Screw, 6-32 x 38 (4)
Screw, 14-20 x 112 (2)
Lockwasher, 14 (2)
Cover
Sealring, 218 OD
Fuse, SFE 9A
Fuse holder assembly
Cap
Body
Nut
Screw, 14-20 x 1
Lockwasher, 14
Body cover
Range indicator
Range indicator support

19

13 14

20

26

21

22

18
9

17

12

16
11

6
4

35

10

27

36
37

28

3
2

38

34

30

31

53
50
55

33
40

39

52

32

54

51

42

41

43

29

49
56

48

44

47
57

Torque
Hand-tighten all fasteners.
* Dual-electric models only.

25

23

15

24

58
46
45

L01202.01

Foldout 35. Automatic-Electric Shift Selector

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS


Legend For Foldout 36

A
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31

Screw, 6-32 x 58 (4) A


Bezel
Screw, 6-32 x 12 (2) A
Legend strip and cover assembly
Legend cover
Legend strip
Gasket
Shift selector body assembly
Screw, 6-32 x 38 (9) B
Housing cover
Gasket
Bearing
Roller
Magnet holder and range indicator assembly
Screw, 6-32 x 38 (2) B
Range indicator
Magnet holder assembly
Shaft
Bearing
Lamp (4)
Detent plate
Screw, 6-32 x 12 (2) A
Screw, 8-32 x 716 (3) C
Spring backplate
Cam stop (2)
Spring
Roller
Screw, 6-32 x 38 (6) A
Selector lever
Pin
Shift latch half-cover (2)

Foldout 36

32
33
34
35
36
37
38
39

Shift positioning rod


Spring
Selector lever end cap
Screw, 6-32 x 516 (2) D
Selector lever end cap cover
Gasket
Housing assembly
Screw, 8-32 x 112 (4) C
Prevailing Torque Through Patchlock
Tightening
Torque

1st Installation
Max.

1st Removal
Min.

5th Removal
Min.

1115 lb in.
(1.31.7 Nm)

8 lb in.
(0.9 Nm)

2 lb in.
(0.2 Nm)

1 lb in.
(0.1 Nm)

1923 lb in.
(2.12.6 Nm)

8 lb in.
(0.9 Nm)

2 lb in.
(0.2 Nm)

1 lb in.
(0.1 Nm)

3341 lb in.
(3.74.6 Nm)

12 lb in.
(1.4 Nm)

2.5 lb in.
(0.3 Nm)

1.5 lb in.
(0.2 Nm)

68 lb in.
(0.70.9 Nm)

5 lb in.
(0.6 Nm)

1 lb in.
(0.1 Nm)

0.5 lb in.
(0.05 Nm)

B
1
2
3
4
5
6
7
8
9
10

Screw, 6-32 x 12 (4) A


Star washer (4)
Shift selector body assembly
Gasket
Lamp and socket assembly (3)
Lamp (3)
Lamp socket (3)
Cover assembly
Lamp circuit board (earlier models)
Lamp circuit board (later models)
Torque
A

Copyright 1997 General Motors Corp.

lb in.
1115

Nm
1.31.7

F OLDOUT 36
A

B
35
36

34

33
8

2
32

31

30

31

25

10

26

29

24
22
23
21

20

28

25
19
14

11
10

27

18

16

12

17

15
37
3

38

13

2
1

39

E01203.01

Foldout 36,A. Lever Shift Selector Assembly

Foldout 36,B. Touch-Pad Shift Selector Assembly

E01204.02

F OLDOUT 37
14

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19

Electronic Control Unit (ECU) assembly


ECU
PROM
Gasket
Cover
SA1951 seal
Seal (4)
Lockwasher (4)
Screw, 6-32 x 12 (4) A
Secondary mode harness
Cab harness
Digital Data Line (DDL) scanner
Shift selector (lever) assembly
Shift selector (touch-pad) assembly
Chassis harness
Electric lockup valve body assembly
Magnetic pickup (speed sensor)
Main control valve body assembly
Throttle sensor
Torque
lb in.
Nm
A
2126
2.42.9

13

12

16

11

15
3

4
5
6
7
8
9

10
18

17

19

L03559

Foldout 37. Electronic Control System Components

SM1866EN 200009

www.allisontransmission.com

Printed in U.S.A. 200011