Seminario Atsg 2013

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"ATSG's 2013 Technical
Training Seminar"
ATSG Seminars

Welcome to ATSG's 2013 Technical Training Seminar!
Another year has passed by it seems quicker than the last. As fast as time seems to march
forward, so does automotive technology. Without question automatic transmissions have varied
greatly in design while becoming more complex and difficult to diagnose and repair. This is all
the more reason why we credit you for being at this seminar. For those who invest in training
themselves will be the ones to meet the challenges of today's technological advancements.
ATSG is here once again to assist you in this process with yet another information packed day.
We have great usable information covering GM, Medium Duty Truck, Ford, Hybrid, Chrysler
and Import transmissions ready to roll. So get your mind and pencils ready and welcome once
again!
No part of any ATSG publication may be reproduced, stored in any retrieval system or transmitted in any form or
by any means, including but not limited to electronic, mechanical, photocopying, recording or otherwise,
without written permission of Automatic Transmission Service Group. This includes all text illustrations,
tables and charts.
The information and part numbers contained in this booklet have

been carefully compiled from industry sources known for their
reliability, but ATSG does not guarantee its accuracy.
Copyright © ATSG 2013
WAYNE COLONNA DALE ENGLAND JIM DIAL

TECHNICAL CONSULTANT TECHNICAL CONSULTANT TECHNICAL CONSULTANT
PETER LUBAN JERRY GOTT
TECHNICAL CONSULTANT TECHNICAL CONSULTANT
GERALD CAMPBELL ED KRUSE

CLAY WICKHAM GREGORY LIPNICK
JOSE GARCIA DAVID CHALKER
JON GLATSTEIN GREG CATANZARO
AUTOMATIC TRANSMISSION SERVICE GROUP

18635 SW 107th AVENUE
MIAMI, FLORIDA 33157
(305) 670-4161
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Stellar Automotive Group 4935 Panther Parkway Seville, OH 44273 Tel: (330) 769-8484 www.stellargroupinc.com
"2013” SEMINAR INFORMATION 3
INDEX
GM, Medium Duty Truck & Ford

General Motors
4L60-E Series........................................................................................................................ 4
6L80/90.................................................................................................................................. 16
4T65-E................................................................................................................................... 24
AF23/33-5 (AW55-50SN)...................................................................................................... 28
6T40/45 Preliminary............................................................................................................... 34
6T70/75.................................................................................................................................. 54
Medium Duty Truck (GM, Dodge, Ford)

Allison 1000/2000.................................................................................................................. 58
AS68RC................................................................................................................................. 68
5R110W................................................................................................................................. 71
6R140W................................................................................................................................. 76
Ford
4F27-E................................................................................................................................... 81
AF21/TF-81SC...................................................................................................................... 84
6F35....................................................................................................................................... 88
6F50 Preliminary................................................................................................................... 90
ADVERTISERS
Many thanks to the following advertisers for subsidizing seminar costs making your fees to attend affordable.
Raybestos....................................................... IFC Valve Body Express (VBX)............................. 61
Stellar Group/Lubegard.................................. 2 Dacco.............................................................. 64
Seal Aftermarket Products.............................. 6 Adapt-A-Case................................................. 72
WIT................................................................ 7 Hayden............................................................ 83
Sonnax........................................................... 10 Alto................................................................. 95
.
Filtran............................................................. 15 ATS................................................................. 99
Transtar........................................................... 19 Seal Aftermarket Products.............................. 110
Exedy Globalparts.......................................... 26 & 27 Teckpak/Fitzall................................................ 112
Wesco............................................................. 30 Transtec.......................................................... IBC
Superior Transmission Parts (Centerfold)....... 56 & 57 Transtar/Safe Guard........................................ BC
AUTOMATIC TRANSMISSION SERVICE GROUP

18635 SW 107th AVENUE
Miami, Florida 33157
WWW.ATSG.BIZ (305) 670-4161 WWW.ATSG.COM
4 "2013” SEMINAR INFORMATION
GM 4L60/70/75E
PREMATURE/REPEATED 3-4 CLUTCH FAILURE

COMPLAINT: Vehicles equipped with the 4l60/70/75E transmission may exhibit a complaint of premature
or repeated 3-4 Clutch failure.
CAUSE: The cause may be a leak where the turbine shaft is pressed into the input housing as shown in
Figure 1. Note: This problem may only show up when hot, take the input drum fully
assembled and place it in a plastic bag and put in the parts washer then re test.
CORRECTION: To correct this condition, press the turbine shaft out of the input drum , from the opposite side
shown, and apply Loc-tite around the shaft and press it back in. Let the drum set for a while
and re- air test to make sure the leak is fixed. If the leak can not be fixed, replace the drum.
Special note: GM part number 17803687 has been known to have an issue with passages
connected from incorrect drilling of the turbine shaft. Verify that the passages are not
connected , as shown in Figure 2, before installing the drum back together.
INPUT HOUSING
Special thanks
to Buddy Scott
TPS
Turbine Shaft
Look for
3-4 Clutch Feed leaks here
Figure 1
Automatic Transmission Service Group
TURBINE SHAFT PASSAGE I.D.

3-4 Clutch Feed
Air test passages individually and make sure

that they are not connected!
Overrun
Clutch Feed
Forward Clutch Feed
Note: GM part number 17803687 does not have the reluctor for TSS
Figure 2

Seal Aftermarket Products LLC

37!VE0EMBROKE0ARK&,s0HONE s4OLL&REE s&AX
www.sealaftermarketproducts.com
Input
nputt Shaft
In Sha
h ft
f
507 7
778 Automatic Transmission Parts Standard Transmission Parts
Statorr • Rebuild
777
77
77 Pump Hard Parts Input Clutch Hub O.Dr.
O
O.D R Kits
Dr. / Reverse I
Input
t Clutch
Cl t h
Retainer
Parts • OE Manufacturer, Aftermarket New, • Bearing
PistonKits with Syncro Rings
ont Coverr Plate Body • Gasket Sets
Remanufactured, & Used
232 571 220 • Clutch
570
7 Drums
214
1 576
7 234 883 482 558
• Gears & Shafts 568
331 121 101 141
4 863*
863
3**
3
140 891 110 130 150 892* 884
968 978 865
052 • Shafts Rebuilt
330 Transmissions
• Front Pumps • Standards
• Planets Clutch Parts
• Valve Bodies • Sach’s & Valeo Clutch Kits (New)
• Complete Line of Miscellaneous parts • Forks

Underdrive Hub O.
O .Dr. Hub
O.Dr.
Torque Converters
Reverse Hub
• Pilot Bushings & Bearings
• Complete line of CVC Remanufactured • Clutch Alignment Tools 4th Clutch
800-940-0197
C
Reverse Clutch 2 / 4th Retainer
2nd
Converters Transfer Case Parts
644
4 596
5 235* 616 241 586 873 238 584
583 Soft Parts 592 886 888 887 285
• Gasket & Seals Kits
577 654 664 885*
244 612 247 582
582
8 251 154 114114
053 058
• Master Kits • Overhaul Kits
• Banner Kits (Less Steels) • Chains
sales@wittrans.com • Overhaul Kits

• Paper/Rubber Kits
Shop Supplies & Tools
• Additives
• Filters & Kits • Assembly Lubricants
• Frictions • Builders Benches
or buy online at
Low
L Roller
Reaction Planet Reverse
verse Planet
Pl Input Planet • Steels Input Ring • Lifts Clutch
996 • Bushing Gear
• Parts Washer Soap Low/Rev
Low/R
Re
R ev
80 690 895
8
www.wittrans.com 760
429
42
29 897
• Modulators
• Washers
770 • Bearings
770
77 781
• Rough Service Light Bulbs
• R.T.V. Black, Blue, Clear
317
7
271 • Technical Manuals
• Gaskets
074 • Tools & Equipment
• Bands • Threadlock
• Flex Plates & Flywheels
• Speedo Gears
• Mounts 950
Park • Coolers 926B
Gear
761
7 61
• TeckPak Conversion
M304317B Kits 926
Ca
Case Superior Shift Correction Packages
•Housin
Ext Housing
Ext.
E 352 3
379
Pa
arts
Parts • Detent Cables 927
347• Transgo Reprogramming Kits 740
370 352
438
438 370 Case 010
436 • Transgo Shift Kits
342
420
0
8
846 300
013 540
Remember that Old-Time Service?
Whatever It Takes Does!!!

GM 4L65E
NUMBER FIVE CHECKBALL ELIMINATED

CHANGE: The Number Five (5) Checkball was eliminated and the valve body spacer plate was modified. The
manual gear selector and its components have also been modified and paddle shifters have been added
to provide manual up and down shift capabilities when the selector is in the “S” position. The shift
indicator quadrant without the number five checkball will have PRNDS. The shift indicator quadrant
for the conventional shift pattern is PRND321.
REASON: With the PRND321 quadrant indicator and with the selector lever placed into the D3 position, the
overrun clutch will not apply until the transmission shifts to third gear. When equipped with the
PRNDS quadrant indicator, the changes in the spacer plate and the elimination of the #5 checkball will
now allow the overrun clutch to apply in first, second and third gears. This not only allows engine
braking on coast downshifts.
PARTS AFFECTED:
(1) The valve body spacer plate.
(2) The shift selector assembly and its related components.
INTERCHANGEABILITY:
None of the manual shift capable parts can interchange with conventional shift system parts.
SERVICE INFORMATION:
Figure 1 Is the spacer plate and Valve body checkball locations for the Non-M Shift Corvette.
Figure 2 is the spacer plate used in the Corvette with the Manual Paddle Shift package. Using
GM’s Tech Guide numbering, hole 38c was blocked, hole 35c/39 was blocked, the number 5 ball is
removed, and hole 35a was relocated. These changes blocked the D2 circuit to the 2-3 shift valve
and the # 5 check ball (38c).
It connected Overrun Clutch feed to the D3 circuit (35a), which was routed through the revised # 5
check ball circuit. With the ball eliminated and the D2 hole blocked (35c/39), it forces the Overrun
Clutch feed to be metered past the # 6 ball passing through the 4-3 sequence valve to apply the
clutch. This configuration allows for D3 oil to immediately charge the Overrun Clutch circuit when
the M range is selected by the driver for 1st, 2nd and 3rd gears. When a shift into 4th occurs,
Overrun Clutch pressure is exhausted at the 4-3 sequence valve.
See figure 3 to compare the familiar non-M style hydraulics to the new M design seen in Figure 4.
See figures 5-8 to see all 4 gears in the M position (Paddle Shift).

GM 4L65E

NON-M SHIFT (PRND321)
ITA
#5 CHECKBALL
Copyright © 2013 ATSG

Figure 1
PRESSURE TO

PERFORM
Bigger
Boost Valve
Stronger
PR Spring
Line Pressure Booster Kits

Simple, affordable, drop-in parts require no
Large Ratio
special tools or reaming to install and offer Boost Assembly
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t #PPTUFSLJUTQSJOHTBOEWBMWFTXPSLUPHFUIFSDSFBUJOH
QSFDJTJPOMJOFQSFTTVSFJODSFBTFVOEFSBMMDPOEJUJPOT The Benefits of Progressive Pressure
High
Sonnax Booster Kit Valves & Springs
t #JHHFSCPPTUWBMWFTJODSFBTFQSFTTVSFCBTFEPOEFNBOE = Responsive, Variable (Progressive) Increase
t 4USPOHFSTQSJOHT CZBCPVUPWFS0&
HFOFSBUFMFTT Competitor’s “Kits” with Stronger Springs
= Unresponsive, Steady (Linear) Increase
JNQBDUUIBODPNQFUJUJWFPQUJPOT
Line Pressure
Competitors
Better, SMARTER Booster Kits

Sonnax
sure
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The combination of Sonnax booster kit valves and springs gives OE
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Competitors
end, with a high-end pressure that is equal to or greater than that

Sonnax
of other aftermarket kit springs.

Low
Light Throttle Hard

Scan this code with your smartphone and
Learn about all 11 Sonnax
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Sonnax is an Employee-Owned Company
GM 4L65E

38c is closed blocking D2 oil to M SHIFT (PRNDS) Hole 35a has been
relocated connecting
the #5 Ball & 2-3 Shift Valve an Overrun Clutch
feed circuit to D3
supply
Hole 35c/39
is closed
blocking D2 oil
to the #5 Ck Ball.
The ball has also
been eliminated
#5 CHECKBALL

Figure 2
GM 4L65E

NON M VERSIONS
1 2 3
#5 #6
Overrun
35d
35c
D3 D2
36 35e
2-3 Signal
35b
Overrun
36
39
2-3 Shift Valve 2-3 Shuttle 2-3 SS

x x x x ON
D2
Figure 3
M VERSIONS
P R N D32 1
LO
D4
D3
D2
x
FWD
Overrun
Clutch D3
2 3
Line
AFL
2-3 Signal
3-4 Relay 4-3 Sequence Valv

ve 2-3 Shift Valve 2-3 Shuttle 2-3 SS
x x x x x x x x ON
AFL
1
#5 #6
D4
35d
35c
1-2 Signal
36 35e
x
35b
36
3-4 Shift Valve 1-2 Shift Valve 1-2 SS

x x ON
Figure 4

GM 4L65E

P R N D32 1
LO
M3 1st Gear
D4
D3
D2
x
Overrun x
FWD
Clutch
D3
Line
AFL
2-3 Signal
3-4 Relay 4-3 Sequence Valve 2-3 Shift Valve 2-3 Shuttle 2-3 SS
x x x x x x x x ON
AFL
#5 #6
D4
35d
35c
1-2 Signal
36 35e
x
35b
36

x x ON
Figure 5
P R N D32 1
LO
D4
D3
D2
M3 2nd Gear x
Overrun x
Fwd. CL
Clutch
D3
Line
AFL
Srv.
Srv.
2nd
2nd
2-3 Signal
x x x x x x x x ON
AFL
D4
#5 #6
35d
35c
1-2 Signal
36 35e
x
35b
36

x x OFF
Int. Band Copyright © 2013 ATSG
Figure 6
GM 4L65E

P R N D32 1
LO
M3 3rd Gear
D4
D3
D2
x
Overrun x
Fwd. CL
Clutch
D3
Line
AFL
2nd
2nd
D432
2-3 Signal
x x x x
AFL
x x x x OFF
3-4
D4
#5 #6
35d
35c
1-2 Signal
36 35e
x
35b
36

x x OFF
D432
3-4
Int. Band
Figure 7
P R N D32 1
LO
D4
D3
D2
M3 4th Gear x
Overrun x
Fwd. CL
Clutch
D3
Line
4th Sig.
Servo
AFL
2nd
2nd
D432
2-3 Signal
x x x x x x x x OFF
4th
AFL
3-4
D4
#5 #6
35d
35c
1-2 Signal
36 35e
x
35b
36

x x ON
D432
4th
3-4
Int. Band
Figure 8
GM 6L80/90
MULTIPLE SOLENOID PERFORMANCE CODES

COMPLAINT: Vehicles equipped with the 6L80/90 family of transmissions may exhibit intermittent
solenoid performance trouble codes including, P0776 Clutch Pressure Control Solenoid 2, 3-
5-R Clutch Stuck Off, P0796 Clutch Pressure Control Solenoid 3, 1-R/4-5-6 Clutch Stuck
Off, P2714 Clutch Pressure Control Solenoid 4, 2-6 Clutch Stuck Off, P2723 Clutch Pressure
Control Solenoid 5, 1-2-3-4 Clutch Stuck Off.
CAUSE: The cause may be, that the bore plug at the end of the Clutch Regulating Valve is leaking at the
retainer, as shown in Figure 1, causing a slow reaction of the regulating valve and a loss of
solenoid signal pressure, which in turn can cause a Solenoid Stuck Off code or a Solenoid
Performance code. Refer to Figure 2 for a view of each solenoid and its regulating valve line-
up.
CORRECTION: To correct this condition, remove the bore plug and with a tubing cutter, knurl the plug to stop
the leak, then re-install the plug. See Figure 3 for a valve body exploded view. At the time of
this printing there are no aftermarket bore plug repairs with o-rings.
Special Thanks
to Dean at
Quality Trans. OH
CLUTCH REGULATOR VALVE BORE PLUG
1-R/4-5-6 Clutch
Pressure Control 1-R/4-5-6 Clutch
Solenoid 3 Regulator Valve
SUPPLY
PRESSURE
(ACTUATOR
FEED LIMIT)
CONTROL
PRESSURE
The bore plug for the Regulating Valves are not tight in the bore which
allows leakage of Solenoid Control Pressure and slow reaction of
the Clutch Regulating Valves
Figure 1

SOLENOID AND CLUTCH REGULATOR VALVES
1-R/4-5-6 Clutch

Pressure Control 1-R/4-5-6 Clutch
Solenoid 3 Regulator Valve
SUPPLY
PRESSURE
(ACTUATOR
FEED LIMIT)
To 1-R/4-5-6 Clutch
Boost Valve
CONTROL
PRESSURE
3-5-R Clutch 3-5-R Clutch

Pressure Control Regulator Valve
Solenoid 2
SUPPLY
PRESSURE
(ACTUATOR
FEED LIMIT)
To 3-5-R Clutch
Boost Valve
CONTROL
PRESSURE
1-2-3-4 Clutch
1-2-3-4 Clutch Regulator Valve
Pressure Control
Solenoid 5 SUPPLY
PRESSURE
(ACTUATOR
FEED LIMIT)
To 1-2-3-4 Clutch
Boost Valve
CONTROL
PRESSURE
2-6 Clutch
Regulator Valve
2-6 Clutch
Pressure Control
Solenoid 4 SUPPLY
PRESSURE
(ACTUATOR
FEED LIMIT)
CONTROL
PRESSURE
Figure 2

6L80 UPPER VALVE BODY ASSEMBLY EXPLODED VIEW

313
321 322
344
345 340
341
323 337
342 338
325
339 335
343 331 324
323 313
336 323
323 "DO NOT"
332 REMOVE
323 329
333
330 326
334
323 327
323
328
323
313 VALVE BODY LOCATING DOWEL.

321 UPPER VALVE BODY CASTING.
322 VALVE BODY LOCATING DOWEL (LONG).
323 VALVE LINE-UP RETAINER (8 REQUIRED). 335 3-5/REVERSE CLUTCH BOOST VALVE.
324 ACTUATOR FEED LIMIT VALVE SPRING. 336 3-5/REVERSE CLUTCH BOOST VALVE SPRING.
325 ACTUATOR FEED LIMIT VALVE. 337 3-5/REVERSE CLUTCH REGULATOR VALVE SPRING.
326 1ST/REV AND 4-5-6 CLUTCH REGULATOR VALVE SPRING. 338 3-5/REVERSE CLUTCH REGULATOR VALVE.
327 1ST/REV AND 4-5-6 CLUTCH REGULATOR VALVE. 339 3-5/REVERSE CLUTCH REGULATOR VALVE BORE PLUG.
328 1ST/REV AND 4-5-6 CLUTCH REGULATOR VALVE BORE PLUG. 340 1-2-3-4 CLUTCH REGULATOR VALVE SPRING.
329 1ST/REV AND 4-5-6 CLUTCH BOOST VALVE. 341 1-2-3-4 CLUTCH REGULATOR VALVE.
330 1ST/REV AND 4-5-6 CLUTCH BOOST VALVE SPRING. 342 1-2-3-4 CLUTCH SHUTTLE VALVE.
331 2-6 CLUTCH REGULATOR VALVE SPRING. 343 1-2-3-4 CLUTCH REGULATOR VALVE BORE PLUG.
332 2-6 CLUTCH REGULATOR VALVE. 344 1-2-3-4 CLUTCH BOOST VALVE.
333 2-6 CLUTCH REGULATOR VALVE GAIN VALVE. 345 1-2-3-4 CLUTCH BOOST VALVE SPRING.
334 2-6 CLUTCH REGULATOR VALVE BORE PLUG.
Figure 3

GM 6L50/80/90
VALVE BODY IDENTIFICATION

COMPLAINT: There is confusion when trying to identify a 6L50 valve body from a 6L80 or 6L90 valve
body. The incorrect valve body usage could result in a no forward or reverse condition.
CAUSE: There are subtle differences between each.
CORRECTION (1): The valve body to case to center support seals for the 6L50 are 5/16” (8mm) taller than the
6L80/90 seals. The 6L50 seals can also be identified by the metal tabs that extend from the
ends of the seal assembly, (Refer to Figure 1).
(2): The 6L50 valve body can be identified by the small posts that protrude from the lower valve
body casting. The “B” post is ground down, this identifies this valve body as a 6L50 as shown
in Figure 2. One of the more subtle differences are the position of the center support oil
transfer holes. They are positioned lower down on the lower valve body casting, also shown
in Figure 2, than the 6L80/90 oil transfer hole location. Another subtle difference is the speed
sensor mounting bosses, the 6L50 valve body has taller speed sensor mounting bosses also
shown in Figure 2.
body casting. The “C” post is ground down, this identifies this valve body as a 6L80 as shown
in Figure 3. The center support oil transfer holes are positioned 5” from the bottom edge of the
valve body casting, (See Figure 3), which places them in a different position than the oil
transfer holes on the 6L50 valve body. The speed sensor mounting bosses are shorter than the
bosses on the 6L50 valve body also shown in Figure 3.
body casting. The “D” post is ground down, this identifies this valve body as a 6L90 as shown
in Figure 4. The center support oil transfer holes are positioned 4½” from the bottom edge of
the valve body casting, (See Figure 4), which places them in a different position than the oil
transfer holes on the 6L50 and 6L80 valve bodies. The speed sensor mounting boss height is
the same as the 6L80 bosses.
6L50 Center Support Seals

Can Also Be Identified By
These Metal Tabs 6L50 Center Support Seals
Are 5/16” Taller Than 6L80/90
6L80/90 Center Support Seals

Are 5/16” Shorter Than 6L50
Figure 1
GM 6L50

The Letter “B” Post Is
AISIN
Ground Down Identifying

3965
This Valve Body As A 6L50

1
A
The ISS & OSS Mounting

Bosses Are Taller On The
6L50 Valve Body Than
B
The Center Support They Are On The 6L80/90

Transfer Holes Are Valve Body
Positioned More Towards
The Front Of The Valve Body
C
D
6 8
x
C
Figure 2
GM 6L80

AISIN
3965
1
The Letter “C” Post Is

A

Bosses Are Shorter On
B
The 6L80 Valve Body

Than They Are On
The 6L50 Valve Body
C
D
6 8
x
C
The Center Support
Oil Transfer Holes
Are 5” From The 5”
Rear Edge Of The
6L80 Valve Body
Figure 3
GM 6L90

AISIN
3965
1
The Letter “D” Post Is

A

B
Bosses Are The Same

Height As The 6L80
C
D
6 8
x
C
The Center Support
Oil Transfer Holes
Are 4½” From The 4½”
Rear Edge Of The
6L90 Valve Body
Figure 4
GM 4T65E
TCC SOLENOID CIRCUIT CODES STORED

COMPLAINT: A 2006-2007 GM vehicle equipped with a 4T65E transmission may store any of the following
codes, P0742 “TCC Stuck On”, P2761 “TCC Pressure Control Solenoid Circuit Open” or P2764
“TCC Pressure Control Solenoid Circuit Low”.
CAUSE: The transmission internal wire harness was routed incorrectly so that the Tan TCC Solenoid wire
was positioned within the internal harness retaining clip. This would result in the metal clip either
chafing through the wire insulation creating a grounded circuit or to sever the wire completely
creating an open circuit, (Refer to Figure 1).
CORRECTION: Position the TCC Solenoid and the new internal wire harness Tan TCC Solenoid wire away from
the internal harness metal retaining clip, (Refer to Figure 2).
Internal Wire Harness Part Number............................................................................24229643

GM 4T65E
TCC SOLENOID CIRCUIT CODES STORED

INCORRECT
Figure 1
CORRECT
Figure 2
www.exedyusa.com
EXEDY GLOBALPARTS CORPORATION
8601 S. Haggerty Rd., Belleville, MI 48111
Phone: 800.346.6091 Fax: 734.397.7300
GM “L” BODY VEHICLES
STUCK IN FIFTH GEAR

COMPLAINT: A 2005 to 2006 Chevrolet Equinox, 2006 Pontiac Torrent or a 2002 to 2003 Saturn Vue may have
one or more of the following complaints:
Reduced power.
Stuck in fifth gear.
SES Lamp on.
Radio speaker buzz.
HVAC inoperative.
Stored Codes P0223, P0504, P0700, P1228, P1271, P1280, P1599, P1779, P1791, P2101,
P2119, P2128, P2135 or P2138, (See chart in Figure 1for code definitions).
CAUSE: The instrument panel/body inline 40 pin connector located behind the drivers kick panel (Refer to
Figure 2) has become corroded from water intrusion or physically damaged by the driver.
CORRECTION: Install new terminal cut leads to replace the corroded terminal ends as described under service
information.
Body Wire Harness Pigtail - 0.35mm, 0.50mm, 0.80mm - Male...................................22690871
Body Wire Harness Pigtail - 1.0mm, 2.0mm - Male......................................................22690872
Body Wire Harness Pigtail - 3.0mm, 5.0mm - Male......................................................22687943
Body Wire Harness Pigtail - 0.35mm, 0.50mm, 0.80mm - Female...............................21019347
Body Wire Harness Pigtail - 1.0mm, 2.0mm, 3.0mm, 5.0mm - Female........................21019351
DTC DEFINITION
P0223 Throttle Position Sensor 2 Circuit High
P0504 Brake Switch “A/B” Correlation
P0700 MIL Request
P1228 Injector Circuit Cylinder 3 - Intermittent
P1271 Accelerator Pedal Position Sensor 1-2 Correlation
P1280 Accelerator Pedal Position Sensor 2 Circuit Fault
P1599 Engine Stall Detected
P1779 Engine Torque Signal To TCM Implausible
P1791 Invalid APP Sensor Signal to TCM from PCM
P2101 Throttle Actuator Control Motor Range/Performance
P2119 Throttle Actuator Control Throttle Body Range/Performance
P2128 Throttle/Pedal Position Sensor/Switch “E” Circuit Error
P2135 Throttle/Pedal Position Sensor/Switch “A/B” Voltage Correlation
P2138 Throttle/Pedal Position Sensor/Switch “D/E” Voltage Correlation
Figure 1

GM “L” BODY VEHICLES
STUCK IN FIFTH GEAR

40 PIN INLINE
INSTRUMENT/BODY
CONNECTOR - CHECK
FOR CORROSION
Figure 2

GM AF23/33-5 (AW55-50SN)
TCM RELOCATION

CHANGE: At the start of production for the 2007 model year the Chevrolet Equinox has had the Transmission
Control Module relocated to the top of the transmission, Refer to Figure 1.
REASON: Less wiring and connectors which results in fewer wire and connector related electrical faults.
PARTS AFFECTED:
(1) All external transmission electrical component wiring has been eliminated.
(2) The Transmission Range Sensor is now part of the TCM.
(3) The case has been changed to accommodate a newly designed 22 pin case connector that the TCM will
plug directly into.
INTERCHANGEABILITY:
There is no interchangeability with the previous designed components mentioned above.
The X1 TCM 16 pin connector, Figure 2, can be serviced with available terminal ends.
The X2 TCM 4 pin connector, Figure 3, is not serviceable, it is only replaceable.
The X3 TCM 22 pin connector (case connector),Figure 4, is not serviceable, it is only replaceable.
433 A
2 30
GM
IV 70 75 0 4
24
AISIN AW CO . . LTD
AF33
55-51
MADE IN
JAPAN
24 239 512
HDW No.24 232 762
SERV No.24 239 062
BKYNTRP062060149
00360687203219
AISIN AW CO.. LTD. JAPAN
TCM/TRS
Figure 1
GM AF33 (AW55-50SN)
TCM CONNECTOR ID

TRANSMISSION CONTROL MODULE CONNECTOR X1
8 1
16 9
TERMINAL WIRE CIRCUIT CIRCUIT

NUMBER COLOR NUMBER FUNCTION
1 Red/White 540 Battery Positive Voltage (KAM)
2-4 Not Used
5 Orange/Black 1786 Ignition Lock Cylinder Control Actuator Signal
6 Tan 2501 High Speed GMLAN Serial Data Bus -
7 Tan/Black 2500 High Speed GMLAN Serial Data Bus +
8 Tan/Black 2500 High Speed GMLAN Serial Data Bus +
9 Black/White 451 Ground
10 Not Used
11 Pink 1339 Ignition Voltage
12 Brown 4 Accessory Voltage
13 Not Used
14 Tan 2501 High Speed GMLAN Serial Data Bus -
15-16 Not Used

Figure 2
1 TERMINAL WIRE CIRCUIT CIRCUIT

1 Black 401 Output Speed Sensor Signal Low
4 2 Red 400 Output Speed Sensor Signal High

3 Lt Blue 1230 Input Speed Sensor Signal High
4 Tan 1231 Input Speed Sensor Signal Low
Figure 3
GM AF33 (AW55-50SN)
TCM CONNECTOR ID

3 1
10
6
17 13
22 21
TERMINAL WIRE CIRCUIT CIRCUIT

1 White 1222 Shift Solenoid 1 Control High
2 Black 1223 Shift Solenoid 2 Control High
3 Green 1994 Line Pressure Solenoid Control High
4-5 Not Used
6 Gray 5510 Line Pressure Solenoid Control Low
7 Brown 5509 TCC Pressure Solenoid Control Low
8 Not Used
9 Lt Green 5511 TCC Pressure Solenoid Control High
10 Blue 5508 Shift Pressure Solenoid Control Low
11-12 Not Used
13 Orange N/A Transmission Fluid Temp Sensor Low
14 Orange N/A Transmission Fluid Temp Sensor High
15 Not Used
16 Red 2880 Shift Pressure Solenoid Control High
17 Yellow 898 Shift Solenoid 3 Control High
18-20 Not Used
21 Lt Blue 2527 Shift Solenoid 5 Control High
22 Purple 2879 Shift Solenoid 4 Control High
Figure 4
GM 6T40/45
PRELIMINARY INFORMATION
The Hydra-matic 6T40/45 is a fully automatic, six speed, front-wheel drive, electronic-controlled

transmission, and was first introduced in the 2008 model year as shown in Figure 1. It consists primarily of a
four element torque converter, compound planetary gear set, friction and mechanical clutch assemblies, and a
hydraulic pressurization system. There are two variants of the transmission (6T40 and 6T45), based on the
torque carrying capacity. Structure is common between the variants, and component differences are primarily
related to size. This transmission was designed based on the 6T70 transmission primarily used in 4 cylinder
applications.
The 4-element torque converter contains a pump, a turbine, a pressure plate splined to the turbine, and a stator
assembly. The torque converter acts as a fluid coupling to smoothly transmit power from the engine to the
transmission. It also hydraulically provides additional torque multiplication when required. The pressure
plate, when applied, provides a mechanical direct drive coupling of the engine to the input shaft of the
transmission.
The three compound planetary gear sets provide the six forward gear ratios and reverse. Changing gear ratios
is fully automatic and is accomplished through the use of a transmission control module (TCM) located inside
the transmission and bolted to the valve body. The TCM receives and monitors various electronic sensor inputs
and uses this information to shift the transmission at the optimum time.
The TCM commands one On/Off shift solenoid and six variable bleed (PWM) solenoids to control shift timing
and shift feel. The TCM also controls the apply and release of the torque converter clutch which allows the
engine to deliver the maximum fuel efficiency without sacrificing vehicle performance. All of the solenoids,
including the TCM, are packaged into a self-contained assembly and are not serviced separately.
The hydraulic system primarily consists of an gear type pump, upper and lower valve body assemblies, transfer
drive gear support assembly with a drive chain, and the transmission case. The pump maintains the working
pressures needed to stroke the clutch pistons that apply or release the friction components. These friction
components, when applied or released, support the automatic shifting qualities of the transmission.
The friction components used in this transmission consist of 5 multiple disc clutches. The multiple disc
clutches combine with a one-way clutch to deliver the seven different ratios, six forward and one reverse,
through the compound planetary gear sets. The gear sets then transfer torque through the transfer drive, transfer
driven sprockets, drive chain and differential assembly.
Component location chart is found in the cut-away view in Figure 2.
Refer to the following pages for Principles of operation and electronic function, as well as a tear down section
showing individual components.
VEHICLE APPLICATION CHART

VEHICLE YEAR ENGINE
Chevrolet Malibu 2008-12 2.4L (4cyl)
GMC Terrain 2010-12 2.4L (4cyl)
Chevrolet Equinox 2010-12 2.4L (4cyl)
Buick Lacrosse 2010-12 2.4L (4cyl)
Figure 1

COMPONENT APPLICATION CHART

SHIFT 1-2-3-4CL 2-6 CL 3-5 LO/REV 4-5-6 3-5 REV 2-6 LOW LO/REV 1-2-3-4
RANGE GEAR RATIO SOL PC SOL 5 PC SOL 4 REV CL 4-5-6 CL CLUTCH CLUTCH CLUTCH ONE-WAY CLUTCH CLUTCH
(On/Off) N.L. N.L. PC SOL 2 PC SOL 3
N.H. N.H. CLUTCH
PARK P ON OFF OFF ON OFF APPLIED*
REV R 2.940 ON OFF OFF OFF OFF APPLIED APPLIED
NEUT N ON OFF OFF ON OFF APPLIED*

1ST 4.584 OFF ON OFF ON OFF APPLIED APPLIED
BRAKING
1ST 4.584 OFF ON OFF ON ON HOLD APPLIED
D OFF ON ON ON ON
2ND 2.964 APPLIED APPLIED
R
I
3RD 1.912 OFF ON OFF OFF ON APPLIED APPLIED
V
E
4TH 1.446 OFF ON OFF ON OFF APPLIED APPLIED
5TH 1.000 OFF OFF OFF OFF OFF APPLIED APPLIED
6TH 0.746 OFF OFF ON ON OFF APPLIED APPLIED
* APPLIED WITH NO LOAD Copyright © 2013 ATSG
Figure 2
SOLENOID AND PRESSURE SWITCH LOCATION ON TCM

TFP SWITCH 2
(2-6) TFP SWITCH 1
(1-2-3-4)
TFP SWITCH 3
(3-5-R) TFP SWITCH 4
TCM
(4-5-6/R-1)
LINE PRESSURE
CONTROL SOLENOID
PRESSURE CONTROL
SOLENOID 3
(R-1/4-5-6)
PRESSURE CONTROL
SOLENOID 4
(2-6)
PRESSURE CONTROL
SOLENOID 5
(1-2-3-4)
TRANSMISSION FLUID
TEMPERATURE SENSOR
ON-OFF SHIFT
SOLENOID
TCC PRESSURE
CONTROL SOLENOID PRESSURE CONTROL
SOLENOID 2
(3-5-R)
Note: Solenoids and Pressure Switches are not sold separately from the TCM
Figure 3

SOLENOID I.D. AND FUNCTION
SHIFT SOLENOID

PLUNGER AND
COIL
METERING BALL
SUPPLY ASSEMBLY
ASSEMBLY CONNECTOR
PRESSURE
(ACTUATOR
FEED LIMIT)
N.C. 18 Ohms
EXHAUST
CONTROL
PRESSURE
SPRING HOUSING
The Shift Solenoid is Normally Closed. When Off it blocks the passage to the Clutch Select Valve
and Shuttle TCC Regulated Apply Valve. When On it connects Actuator Feed Limit Valve pressure
to the Clutch Select Valve and Shuttle TCC Regulated Apply Valve, stroking the valves.
NORMALLY-LOW CLUTCH PRESSURE

TCC CONTROL SOLENOID
CONTROL COIL
PRESSURE ASSEMBLY
SUPPLY
PRESSURE HOUSING
(ACTUATOR EXHAUST
FEED LIMIT)
N.L. 4.5 Ohms
VARIABLE
RESTRICTION CONNECTOR
The TCC Control Solenoid is Normally Low. When Off it blocks the passage to the TCC Control Valve
and TCC Regulated Apply Valve. When On it connects Actuator Feed Limit Valve pressure
to the TCC Control Valve and TCC Regulated Apply Valve, stroking the valves, which apply the
Torque Converter Clutch.
Figure 4

NORMALLY-HIGH CLUTCH PRESSURE
LINE PRESSURE CONTROL SOLENOID
CONTROL
PRESSURE COIL
(PCS LINE) ASSEMBLY
SUPPLY HOUSING
PRESSURE
EXHAUST
(ACTUATOR
FEED LIMIT)
N.H. 4.5 Ohms
VARIABLE
RESTRICTION SPRING CONNECTOR
The Line Pressure Control Solenoid is Normally High. When Off it connects Actuator Feed Limit
Valve pressure to the Spring side of the Pressure Regulator Valve increasing Line Pressure. When on
or at high duty cycle it blocks or limits Actuator Feed Limit Valve pressure to the spring
side of the Pressure Regulator Valve decreasing Line Pressure.
NORMALLY-HIGH CLUTCH PRESSURE

PRESSURE CONTROL SOLENOID 2 AND 3
CONTROL
PRESSURE COIL
(PCS LINE) ASSEMBLY
SUPPLY HOUSING
PRESSURE
EXHAUST
(ACTUATOR
FEED LIMIT)
N.H. 4.5 Ohms
VARIABLE
RESTRICTION SPRING CONNECTOR
Pressure Control Solenoids 2 and 3 are Normally High. When Off they connect Actuator Feed Limit
Valve pressure to their respective valves. When On they block Actuator Feed Limit Valve pressure to
their respective valves.
Pressure Control Solenoid 2 controls the 3-5-Reverse clutch Reg. Valve.
Pressure Control Solenoid 3 controls the R1/4-5-6 clutch Reg. Valve.
Figure 5
NORMALLY-LOW CLUTCH PRESSURE

CONTROL SOLENOIDS 4 AND 5
CONTROL COIL
PRESSURE ASSEMBLY
SUPPLY
PRESSURE HOUSING
(ACTUATOR EXHAUST
FEED LIMIT)
N.L. 4.5 Ohms
VARIABLE
RESTRICTION CONNECTOR
Pressure Control Solenoids 4 and 5 are Normally Low. When Off they block the passage to their
respective valves. When On they connect Actuator Feed Limit Valve Pressure to
their respective valves.
Pressure Control Solenoid 4 controls the 2-6 clutch Reg. Valve.

Pressure Control Solenoid 5 controls the 1-2-3-4 clutch Reg. Valve and 1-2-3-4
clutch boost valve.
Figure 6

INTERNAL MODE SWITCH

INTERNAL MODE SWITCH LOGIC
Gear Selector
Position Signal A Signal B Signal C Signal P
Park LOW HI HI LOW
Park/Reverse LOW LOW HI LOW
Reverse LOW LOW HI HI
Reverse/Neutral HI LOW HI HI
Neutral HI LOW HI LOW
Neutral/Drive 6 HI LOW LOW LOW
Drive 6 HI LOW LOW HI
A
B
C
Drive 6/Drive 4 LOW LOW LOW HI

D
E
F
Drive 4 LOW LOW LOW LOW

Drive 4/Drive 3 LOW HI LOW LOW
Drive 3 LOW HI LOW HI
Drive 3/Drive 2 HI HI LOW HI
INTERNAL MODE Drive 2 HI HI LOW LOW
SWITCH
CONNECTOR (Blue) Open HI HI HI HI
Invalid HI HI HI LOW
Invalid LOW HI HI HI
HI = 12 Volts
Yellow
Green
Black
LOW = 0 Volts
Grey
Blue
Red
Internal Mode Switch (IMS) Terminal Identification

Terminal Function
A Ground (Blue)
A B C D E F
B Mode Switch Signal "A" (Green)
C Mode Switch Signal "B" (Grey)
D Mode Switch Signal "C” (Yellow)
E Mode Switch Signal "P" (Red)
F P/N Start Signal "N" To ECM (Black)
(Face View)
The Internal Mode Switch is connected to the manual shaft with a roll pin
Figure 7

PRESSURE SWITCH FUNCTION
BODY SEAL BODY SEAL

UPPER UPPER
CONTACT CONTACT
DIAPHRAGM DIAPHRAGM
+ +
LOWER LOWER
DISK PISTON DISK PISTON CONTACT
CONTACT
NO PRESSURE PRESSURIZED
Pressure Switch Logic

Selector
Position Switch 1 Switch 2 Switch 3 Switch 4
Park 0 1 0 0
Reverse 0 0 0 0
Neutral 0 1 0 0
1st Engine
Braking 0 1 1 0
“D"-1st 0 1 1 1
“D"-2nd 0 1 0 1
“D"-3rd 0 0 1 1
“D"-4th 0 1 1 0
“D"-5th 1 0 1 0
“D"-6th 1 1 0 0
1 = Pressurized 0 = Exhausted
Pressure Switch hydraulic control

Pressure Switch 1 Indicates the position of the 1-2-3-4 Clutch Regulator Valve
Pressure Switch 2 Indicates the position of the 2-6 Clutch Regulator Valve
Pressure Switch 3 Indicates the position of the 3-5-R Clutch Regulator Valve
Pressure Switch 4 Indicates the position of the R1/4-5-6 Clutch Regulator Valve
Figure 8
CASE CONNECTOR TERMINAL I.D. AND FUNCTION

View Looking Into View Looking Into
14-Way Solenoid Body Connector 14-Way Harness Connector
3 4 5 67 8 8 76 5 4 3
1 2 2 1
9 10 11 12 13 14 14 13 12 11 10 9
TERMINAL IDENTIFICATION
AND FUNCTION
Pin No. Function

1 Battery Voltage
2 Ground
3 Park/Neutral Signal
4 Not Used
5 Not Used
6 High Speed GMLAN Serial Data (+)
7 High Speed GMLAN Serial Data (+)
8 High Speed GMLAN Serial Data (-)
9 Not Used
10 Stop Lamp Switch Signal
11 Not Used
12 Ignition Voltage
13 Accessory Wakeup Voltage
14 High Speed GMLAN Serial Data (-)
Figure 9

14Way PARTIAL WIRE SCHEMATIC
Connector Ignition Voltage
Clutch PC

Transmission CPC 2 Signal Solenoid 2
Control Module
3 4 5 6 7 8 Clutch PC
1 2 CPC 3 Signal Solenoid 3
9 10 11 12 13 14
Clutch PC
CPC 4 Signal Solenoid 4
Clutch PC
CPC 5 Signal Solenoid 5
TCC PC
TCC PC Signal Solenoid
Ignition Voltage
LINE PC
Line PC Signal Solenoid
14Way Shift
Connector
SS Signal Solenoid
Battery Access
Accessory Wake up Voltage

13
Transmission Fluid
Battery Voltage Temp Sensor
1 TFT Low
TFT Signal
Ground
2 TFP SW1
TFP SW4
Pressure
Switches
Ignition
Brake Apply Signal

10 TFP SW3
TFP SW2
Battery
Ignition Voltage
12
A 2 Wire
Hall Effect
B ISS
ISS
Conn. (White)
B 2 Wire
GMLAN Serial DATA (+) Hall Effect
6 A
Data Communication
OSS
GMLAN Serial DATA (+) OSS
7 Conn. (Blue)
Internal
Mode Switch
GMLAN Serial DATA (-) P/N Signal
8 F
Signal P
E
GMLAN Serial DATA (-) Signal C
14 D
Signal B
C
P/N Switch Signal Transmission
3 Control Module B
Signal A
Ground
14 Way A
Connector
Control Solenoid Body Internal Mode
And TCM Assembly Switch Connector
(Blue)
Figure 10
TURBINE SPEED SENSOR

The Turbine Speed Sensor is a two wire Hall- effect sensor that is bolted to the exterior of the case
and reads the projections on the 3-5-Reverse/4-5-6 Housing. The sensor connector is attached
to the TCM which is located inside of the front pan.
OUTPUT SPEED SENSOR
The Output Speed Sensor is a two wire Hall- effect sensor that is bolted to the interior of the case
under the Valve Body, and reads the projections on the Park Gear. The sensor connector is attached
to the TCM which is located inside of the front pan.
Figure 11
FLUID LEVEL CONTROL VALVE

Mounted behind the valve body into the case
Thermostatic element
At temperatures below 140° the thermostatic element allows fluid to drain from the
control valve body cover into the case sump. As temperature increases the element
traps fluid in this area and the fluid level rises.
Figure 12
VALVE BODY BREAKDOWN
Figure 13
CHECK BALL LOCATION

1
2
6
5
CHECK BALL CIRCUIT
Check Ball 1- In 4-5-6 Clutch CSV2 Latch Hydraulic Circuit

Check Ball 2- In 3-5-Reverse Clutch Feed/Drive 1-6 Hydraulic Circuit
Check Ball 3- In 3-5-Reverse Clutch Feed Hydraulic Circuit (Some Models)
Check Ball 4- In Compensator Feed/3-5-Reverse Clutch Feed Hydraulic Circuit
Check Ball 5- In R1-4-5-6 Clutch/Actuator Feed Limit Hydraulic Circuit
Check Ball 6- In 3-5-Reverse Clutch/Actuator Feed Limit Hydraulic Circuit
Figure 14
UNIT DIS-ASSEMBLY

Remove
Pan Bolts
Figure 15 Figure 16
Remove Remove
TCM Bolts Valve Body
Bolts
Figure 17 Figure 18
Remove R1 Feed
tube and seal
Remove
OSS Sensor
Bolt
Remove 1-2-3-4
Feed tube and seal
Figure 19 Figure 20
UNIT DIS-ASSEMBLY CONTINUED
Remove case

Bolts
Remove Bell=housing half from rear case
Figure 21 Figure 22
Remove Differential Carrier Remove Drive chain and sprokets
Figure 23 Figure 24
Remove Pump
seal assembly
Remove Differential Carrier Baffle and Remove 1-2-3-4 Backing plate

Drive link lube scoop retaining snap ring and parking pawl assembly
Figure 25 Figure 26

Remove 1-2-3-4 Backing plate - notice blue Remove 1-2-3-4 Clutches and steel plates
dot for re- assembly purposes
Figure 27 Figure 28
Remove 1-2-3-4 cushion plate - notice position 1-2-3-4 Clutch assembly with Output
of the tabs for re- assembly purposes (fits 1 way!) Sun Gear assembly
Figure 29 Figure 30
Remove 1-2-3-4 and Low Reverse Notice the alignment tab before you remove
Piston housing the 1-2-3-4 and Low Reverse Piston housing
Figure 31 Figure 32

Notice the position of the Low Reverse cushion
Remove Planetary assembly
plate for re-assembly
Figure 33 Figure 34
Planetary assembly Low Reverse Clutch and piston assembly
Figure 35 Figure 36
Low Reverse Clutch backing plate Low Reverse Clutch backing plate alignment
Figure 37 Figure 38


Inner Race Outer Race
Inner Race Freewheels Clockwise when holding Outer race
Low One way Clutch Low One way Clutch
Figure 39 Figure 40
2-6 Clutch Assembly and Reaction

Remove 2-6 Clutch Assembly Sun gear and hub
Figure 41 Figure 42
3-5-Reverse
4-5-6 Clutch
Remove 3-5-Reverse 3-5-Reverse/4-5-6 Clutch housing

4-5-6 Clutch housing and components
Figure 43 Figure 44


Filter
Remove Differential carrier baffle Remove Pump attaching bolts
Figure 45 Figure 46
Remove Filter from Pump assembly by rotating it Slots in Pump Housing

to align it with the slots in the pump
Figure 47 Figure 48
Tcc Control
Valve
Pressure
Regulator
Valve
Front seal
and retainer
Figure 49 Figure 50
GM 6T70/75
MULTIPLE PRESSURE SWITCH CODES STORED

COMPLAINT: A GM vehicle equipped with a 6T70/75 transaxle may come into the shop with the Malfunction
Indicator Lamp (MIL) illuminated and Diagnostic Trouble Codes P0752-Shift Solenoid “A”
Stuck ON, P0872-Transmission Fluid Pressure Switch “C” Circuit Low, P0877-Transmission
Fluid Pressure Switch “D” Circuit Low and/or P0989-Transmission Fluid Pressure Switch “E”
Circuit Low.
When viewed on a scan tool data list, it is noted that the transmission fluid pressure switch
assembly does not range correctly. The correct range logic for the pressure switch assembly can
be found in Figure 1.
CAUSE: It was determined that the pressure switch assembly is faulty and will require replacement. When
the control unit was removed from the valve body, physical damage to the pressure switches
could be seen as shown in Figure 2.
NOTE: This type of damage typically occurs when the vehicle has accrued 50,000 miles (80,000
km) or more.
CORRECTION: Since the fluid pressure switch assembly is an integral part of the transmission internal control
assembly, the entire TEHCM will have to be replaced and programmed, Refer to Figure 3.
Pressure Switch Logic

Selector
Position Switch 1 Switch 2 Switch 3 Switch 4
Park 0 1 0 0
Reverse 0 0 0 0
Neutral 0 1 0 0
1st Engine
Braking 0 1 1 0
"D"-1st 0 1 1 1
"D"-2nd 0 1 0 1
"D"-3rd 0 0 1 1
"D"-4th 0 1 1 0
"D"-5th 1 0 1 0
"D"-6th 1 1 0 0
1 = Pressurized 0 = Exhausted
Figure 1

GM 6T70/75
MULTIPLE PRESSURE SWITCH CODES STORED

PHYSICAL DAMAGE TO THE
FLUID PRESSURE SWITCHS Copyright © 2013 ATSG
Figure 2
TRANSMISSION CONTROL UNIT
TFP SWITCH 2 TFP SWITCH 3 TFP SWITCH 1

(3-5-R) (2-6) (1-2-3-4)
TFP SWITCH 4
(4-5-6-R1)

Figure 3
ALLISON 1000/2000
P2 PLANETARY CARRIER CHANGES
CHANGE: Vehicles equipped with the Allison 1000/2000 transmission built in September 2006 and later,

have a new design P2 Sun gear thrust bearing (T5 Allison reference) for increased capacity,
starting with Serial Number 6310696028. See Figure 1 for Tag information.
REASON: For better durability.
PARTS AFFECTED:
P2 SUN GEAR THRUST BEARING (T5)- The thrust bearing thickness and dimensions of the
races changed as shown in Figure 2.
P2 SUN GEAR- The inside diameter of the Sun gear dimensionally changed, as shown in
Figure 2, to accommodate the new dimensions of the new thrust bearing.
P2 CARRIER ASSEMBLY- The carrier assembly changed to accommodate the bearing
changes, as shown in Figure 3. See Figure 3 also for the location of the P2 carrier assembly in
the cut-away illustration. See Figures 4 and 5 for an exploded view of the complete planetary
assembly.
P2 SUN GEAR THRUST BEARING (T5).....................................................................29541702
P2 SUN GEAR................................................................................................................29545931
P2 CARRIER ASSEMBLY.............................................................................................29545240
INTERCHANGEABILITY:
None of the parts listed above are interchangeable for back service, unless used as a set. Note:
If back servicing, it will be necessary to verify end-play and internal stack-up. Thicker sun gear
spacer Part number 29541728 may be required for transmission serial numbers prior to
6310467635 (Indy.) or 6320601447 (Baltimore built). See Figure 1 for Tag information.
ALLISON IDENTIFICATION TAG LOCATION

9
8.
.9
8
9.
8
9.
9
8
8.
Allison
.9
8
9.
8
UAW
9.
9
Transmission
8.
933
W
UA 3
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soion
X
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- X XX
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TM
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AL ND
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- X XX XX
EN LI
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9.
FG PO
XX XX XX XX
D I V I S I O N O F G E N E R A L M O T O R S C O R P.
N OA N A
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VI I
- XX
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XX XX
DI
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9.
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MOIES TID
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INDIANAPOLIS, INDIANA
SER TE XX XX
00 DA -
10 O. X XX
1 LN XX
F2 IA X
99 SER X X
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X X FCNX X
9
8.
X X EX X
XX
XX
MODEL XX- XXXX XX- XXXX

1000 SERIES
DATE TID XX- XXXX XX- XXXX
9
8.
99F21 XX XX- XXXX XX- XXXX

9
8.
SERIAL NO.
9
9
8.
8.
XXXXXXXXXX XX- XXXX XX- XXXX

EFCN
XXXXXXXXX XX- XXXX XX- XXXX
Figure 1
P2 CARRIER THRUST BEARING AND SUNGEAR

PREVIOUS DESIGN
.124”
3.15mm
SUNGEAR
(T5) THRUST
BEARING
2.189”
55.60mm
2.850” 2.055”
72.40mm 52.20mm
NEW DESIGN
.142”
3.60mm
SUNGEAR
(T5) THRUST
BEARING
2.047”
52.00mm
2.829” 1.892”
71.85mm 48.05mm

Figure 2
ALLISON 1000/2000 SERIES CARRIER I.D.
"C2" CLUTCH "C3" CLUTCH "C4" CLUTCH

"C1" CLUTCH "C5" CLUTCH
P1 P2 P3
P2 CARRIER ASSEMBLY
Previous Design New Design
.807” 1.152”
20.50mm 29.25mm
2.047”-2.053” 1.884”-1.890”
52-52.15mm 47.85-48mm
.146” .193”
3.70mm 4.90mm

Figure 3
GEAR TRAIN PARTS EXPLODED VIEW
3
1

2
9 10 11
CHANGED 19
18
17
2WD Version

Figure 4
GEAR TRAIN PARTS EXPLODED VIEW
5 6 7

8
12 13 14 15 16
1. INPUT SUN GEAR, P1SUN GEAR (INSTALLED IN C1/C2 HOUSING).

2. INPUT SUN GEAR/P1 PLANETARY CARRIER THRUST BEARING.
3. P1 PLANETARY INTERNAL RING GEAR.
4. P1 RING GEAR/P2 RING GEAR "PEEK" THRUST WASHER.
5. P1 PLANETARY SNAP RING, RETAINS P2 INTERNAL RING GEAR.
6. P1 PLANETARY CARRIER ASSEMBLY.
CHANGED
8. P1 PLANETARY CARRIER/P2 PLANETARY CARRIER THRUST BEARING.
9. P2 PLANETARY SNAP RING, RETAINS P3 INTERNAL RING GEAR.
12. TRANSMISSION MAIN SHAFT.
13. P2 PLANETARY CARRIER/P2 SUN GEAR THRUST BEARING (T5).
14. P2 SUN GEAR.
15. SUN GEAR SPACER.
16. P3 SUN GEAR.
17. P3 SUN GEAR/OUTPUT SHAFT THRUST BEARING.
18. OUTPUT SHAFT (MODEL SENSITIVE)..
Figure 5
GM/GMC TRUCKS WITH ALLISON 1000 TRANSMISSION
ERRATIC TRANSMISSION OPERATION

COMPLAINT: A GM or GMC truck with a 6.6 Liter Diesel engine and an Allison 1000 transmission may come
into the shop with complaints of but not limited to “Loss of Communication with the TCM”,
“Intermittent Transmission Hesitation”, “Reduced Torque”, “Range Inhibit”, “Stuck In Gear Or
Neutral”, “Won’t Shift” or “DTC P0880” = TCM Power Supply Lost And/Or U0101 Are Stored.
CAUSE: (1) The use of a Non-OEM Serpentine Belt, Refer to Figure 1, because certain brands of replacement
aftermarket belts are made of compounds that can generate significant amounts of electrostatic
charge on their surface. It is the discharge of the electrostatic interference that can cause the
above complaints.
(2)The G102 ground point has been compromised, See Figure 2.
CORRECTION:
(1)Install an OEM Serpentine Belt.
(2)Repair the G102 ground point.
NOTE:An after market serpentine belt can be installed due to dimensional changes caused by an upfitter
installing additional belt driven devices such as a second alternator or a hydraulic pump. This
positions the belt closer to the TCM which can increase the possibility of EMI disturbances.
In situations such as these, it is recommended that the TCM be relocated to the top cover of the
Underhood Fuse Box as shown in Figure 3.
CAUTION: Do not make any holes for fasteners in the UFB cover as this will compromise the
water resistance of the cover. The use of a heavy duty adhesive is recommended.


SERPENTINE BELT
The use of a Non-OEM Serpentine Belt can cause electrostatic discharge.

Figure 1


G102
GROUND

Figure 2
RELOCATE TCM TO
UNDERHOOD FUSE
BOX COVER

Figure 3
AS68RC
EARLY TCC APPLY AND NO PTO OPERATION OR NO 5th, 6th, TCC APPLY

COMPLAINT: A vehicle equipped with the AS68RC transmission may experience an early full TCC apply.
This complaint may also be accompanied with no PTO operation. Or, the complaint is a loss
of 5th, 6th and TCC apply.
CAUSE: One cause may be malfunctioning temperature sensors. There are two temperature sensors
used with this transmission, TFT Sensor A located in the sump (Figure 1) and TFT Sensor B
located in the "To Cooler" fitting on the transmission (Figure 2). TFT Sensor B monitors
converter out temperature which is typically hotter than the sump which TFT sensor A
monitors.
If an overheat signal is sent to the TCM, the computer strategy is to fully apply the converter
clutch at slightly above the 1200 rpm range. PTO is also disabled. Likewise, if the sensors
provide a cold reading to the TCM, the computer strategy is to prohibit 5th, 6th and TCC
apply function.
When one or both of these sensors malfunction a diagnostic trouble code is suppose to be
stored. The problem is that there have been reports of these sensors failing causing the affects
yet the TCM does not set the codes making the cause of the malfunction elusive.
CORRECTION: Compare scan data temperature readings with an actual reading using an Infrared
Thermometer Gun on the transmission pan and cooler out line. If the high temperature
reading appears to be valid then there is a transmission malfunction. This actual transmission
overheat malfunction can be due to a defective torque converter, or a defective pump (turned
stator shaft), or in some applications a malfunctioning thermal bypass valve in the cooling
system.
If the reading taken by the thermal gun is normal yet the scan tool reports a much higher
temperature, the sensor itself is malfunctioning and will need to be replaced.
Additional TFT Sensor information for diagnostic purposes:
The sump sensor is one of two temperature sensors which the TCM uses to determine shift
scheduling, Temperature fluctuations outside of the normal range will affect shift points.
Sump Temp Strategies are as follows:
Below -20° C (-4°F) - Extreme Cold = P, R, N, Limp-in 3rd, No Tcc apply

Below -10° C (14°F) - Super Cold = P, R, N, 4, 3, 2, 1, No 5-6, No TCC, less downshifts
Below 5° C (41°F) - Cold = P, R, N, 4, 3, 2, 1, No 5-6, No TCC
Below 25° C (77°F) - Warm = All gears, No TCC
Above 25° C (77°F) - Hot = Normal Operation

AS68RC

CORRECTION: Converter Out Sensor Codes:
P2741 - TFT Sensor B Circuit Range Performance
P2742 - TFT Sensor B Circuit Low
P2743 - TFT Sensr B Circuit High
TFT Sensor A....................................................................................................68019703AB
TFT Sensor B....................................................................................................68020004AA
600
*
31010
T1
31010
T1
TFT Sensor A
Sump Temp Sensor
Figure 1

AS68RC

TFT Sensor B
Converter Out Temperature Sensor Copyright © 2013 ATSG
Figure 2

FORD 5R110W-TORQSHIFT TRANSMISSION
SLIPS IN FORWARD AND REVERSE, LOW MAINLINE PRESSURE

COMPLAINT: Before or after overhaul, Ford Motor Company vehicles that are equipped with the 5R110W-
Torqshift transmissions may exhibit a slipping condition in forward and reverse. Upon
performing a line pressure test, it may be observed that the line pressure readings, as shown
in Figure 3 are below specification. Note: this condition seems more prevalent on 2008
models.
CAUSE: The cause may be, that the screened gasket in between the Solenoid body and Channel plate
is blown out, as shown in Figure 2, causing a low pressure condition. Note: Sometime in the
2005 production year a line pressure blow-off was added to the line pressure circuit as shown
in Figure 1. The gasket blow out happens to be right under the area of the Line pressure blow-
off. This indicates that the Line Pressure blow off is not working correctly and or the
calibration is incorrect. Testing has concluded that Line pressure can go well over 500 psi on
one of these transmissions when there is a pressure regulator bore problem. Then with the
blow off not working correctly, this may cause the gasket to blow out.
CORRECTION: To repair this condition, replace the pump or repair the Pressure Regulator bore with the
Sonnax repair as shown in service information. See Figure 4 for Pressure Regulator valve
location.
SONNAX PRESSURE REGULATOR VALVE KIT............................................36940-03K
SONNAX REAMER KIT.................................................................................F-36940-TL3
Special thanks
LINE PRESSURE BLOW-OFF LOCATION
to Gary Gabay
County Line Trans. N.Y.
SOLENOID
BODY
SSPC-A
LINE PRESSURE
BLOW-OFF
SSPC-B
SSPC-E
SSPC-D
TCC
PC-A SSPC-C
Figure 1
PRESSES - PULLS
EVERY BUDDY DOES IT ALL!
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SOLENOID BODY GASKET LOCATION

LINE PRESSURE SOLENOID BODY
BLOW OFF ASSEMBLY
SOLENOID
BODY GASKET
SOLENOID
BODY GASKET
BLOWS OUT HERE
CHANNEL PLATE
Figure 2

LINE PRESSURE TESTS

llllllllllll
lll
llllllll
llll
llllllllll
ll
llll
lll lll
Ford
6-A E
3C3
P-70
25
PDT-
0 0-KB1F5
3 2
180 YY
22 0DDMM
A
F5
3P-700
A45
RF3C
98
LINE PRESSURE CHART

Range Idle Speed Stall Speed
P/N 50 psi
R 100 psi 320 psi
(D) 70 psi 320 psi
3 80 psi 260 psi
2 80 psi 215 psi
1 80 psi 270 psi
All Pressures Listed Are Approximate
PRECAUTION:
Perform Line pressure check with a gage that registers over 500 psi. as Pressure Regulator bore
problems have exceeded that pressure.
Figure 3
OIL PUMP COVER ASSEMBLY EXPLODED VIEW

CHECK PRESSURE REGULATOR
VALVE BORE FOR WEAR
23 19 6
11
15 5
18
16 10 4
22 14
17 9
3
12
20 1
13 8 7
2
21
1 CONVERTER CLUTCH CONTROL VALVE BORE PLUG RETAINER. 13 CONVERTER PRESSURE LIMIT VALVE BORE PLUG.
2 CONVERTER CLUTCH CONTROL VALVE SLEEVE. 14 CONVERTER PRESSURE LIMIT VALVE SPRING.
3 CONVERTER CLUTCH CONTROL VALVE PLUG. 15 CONVERTER PRESSURE LIMIT VALVE.
4 CONVERTER CLUTCH CONTROL VALVE SPRING. 16 CONVERTER ANTI-DRAIN BACK VALVE BORE PLUG RETAINER.
5 CONVERTER CLUTCH CONTROL VALVE SPRING SEAT. 17 CONVERTER ANTI-DRAIN BACK VALVE BORE PLUG.
6 CONVERTER CLUTCH CONTROL VALVE. 18 CONVERTER ANTI-DRAIN BACK VALVE SPRING.
7 COOLER BYPASS VALVE BORE PLUG RETAINER (ORANGE I.D.). 19 CONVERTER ANTI-DRAIN BACK VALVE.
8 COOLER BYPASS VALVE BORE PLUG. 20 MAIN REGULATOR VALVE BORE PLUG RETAINER.
9 THERMOSTATIC VALVE ASSEMBLY. 21 MAIN REGULATOR VALVE BORE PLUG.
10 COOLER BYPASS VALVE. 22 MAIN REGULATOR VALVE SPRING.
11 COOLER BYPASS VALVE SPRING. 23 MAIN REGULATOR VALVE.
12 CONVERTER PRESSURE LIMIT VALVE BORE PLUG RETAINER.
Figure 4
FORD 6R140W
TRANSMISSION FLUID LEAK

COMPLAINT: A Ford truck equipped with a 6R140W transmission may come into the shop with a complaint of
a transmission fluid leak. Upon inspection it appears as if the transmission is leaking out the front.
Based on these findings the transmission is removed and the pump is removed and resealed.
Because the pan gasket is the reusable type it is reinstalled. When the transmission is installed
back into the vehicle and filled with fluid, the leak reappears from the same area.
CAUSE: The “Reusable” pan gasket is causing the leak. The illustration in Figure 1 shows that the rubber
coating on the pan gasket has eroded away. Because the two front pan bolt holes are drilled
through into the bell housing area and when the fluid is at the full level, this area is submerged
allowing the fluid to leak around the threaded bolt holes and into the bell housing area as shown in
Figure 2.
CORRECTION: Replace the pan gasket using the part number under “Service Information”.
Molded Rubber Pan Gasket..............................................................................6L2Z-7A191-BA
Many thanks to Don from Loreng’s Transmission for the “heads up” on this potential problem.

FORD 6R140W
TRANSMISSION FLUID LEAK

REUSABLE PAN GASKET
RUBBER SEALING
MATERIAL ERODED
Figure 1
FLUID LEAKS FROM

THESE TWO BOLT HOLES Copyright © 2013 ATSG
Figure 2
FORD 6R140W
2-3 FLARED SHIFT

COMPLAINT: A Ford truck equipped with a 6.7 Turbo Diesel engine and a 6R140W transmission comes into
the shop with the Powertrain Malfunction Indicator Lamp on (Wrench Lamp) and a complaint of
a 2-3 flared shift.
Other symptoms could include a delayed reverse engagement and a Code P0733, Third Gear
Ratio Error.
CAUSE: Trucks that have a build date on or before 11/19/10 can exhibit the above complaints caused by
mechanically faulty solenoids or computer software.
CORRECTION: The build date is important because it will determine which repair is to be performed as follows:
(1) If the build date is on or before 11/19/10, three (3) of the transmission solenoids will require
replacement. The faulty solenoids are the 4-5-6 Solenoid (SSE), the 3-5-Reverse Solenoid
(SSB) and the Line Pressure Control Solenoid (LPC) as shown in Figure 1. These three
solenoids are the “Normally High” type and cannot be interchanged with a “Normally Low”
type of solenoid.
In addition, each solenoid has a “Band Number” on the solenoid body, Figure 2. The
replacement solenoid must have the same “Band Number” as the one being replaced because
they are calibrated to the valve body and the vehicle computer programming.
(2) If the build date is between 11/20/10 and 4/11/11, then all that will be required is a
reprogramming using IDS Release 73.02 or higher, See Figure 3.
IMPORTANT NOTE:
As with this or any other repair performed on this transmission or its control system, an adaptive
relearn procedure must be performed as follows:
·Using a scan tool, clear the TCM “Keep Alive Memory”(KAM).

·Make certain transmission temperature is between 180° F and 200°F (82°C - 93°C).
·With the engine running and the brakes applied, move the selector lever in the following
sequence, pausing between each position for four (4) seconds: N-R-N-D-R-D-N. Perform
this sequence two (2) more times.
·Accelerate at moderate throttle so each shift occurs around 1500 RPM up to 65 mph (105
km/h). Brake moderately to a stop, then perform this sequence two (2) more times.
·Accelerate at moderate throttle so each shift occurs around 2250 rpm up to 65 mph (105
km/h). Perform this sequence two (2) more times.
·Come to a complete stop.
·With the engine running and the brakes applied, move the selector lever in the following
sequence, pausing between each position for four (4) seconds beginning in the neutral
position: N-R-N-D-R-D-N. Perform this sequence two (2) more times.
Normally High Solenoid - Band #2..............................................................BC3Z-7G383-K
Normally High Solenoid - Band #3..............................................................BC3Z-7G383-L
Normally High Solenoid - Band #4.............................................................BC3Z-7G383-M
Normally High Solenoid - Band #5.............................................................BC3Z-7G383-N

FORD 6R140W
2-3 FLARED SHIFT

SHIFT SOLENOID SHIFT SOLENOID LINE PRESSURE
“E” “B” CONTROL
4-5-6 CLUTCH 3-5-R CLUTCH SOLENOID
Figure 1
623702 04
AL3P7G383EB
0CD091 02B SOLENOID
BAND NUMBER
3
Figure 2

FORD 6R140W
2-3 FLARED SHIFT

Ford AUTHORIZED MODIFICATIONS
THE FOLLOWING MODIFICATIONS HAVE BEEN MADE:
Reprogrammed Powertrain Control Module

(PCM) per TSB 11-7-10
THESE MODIFICATIONS HAVE BEEN APPROVED,

AS APPROPRIATE, BY EPA AND CARB
DEALER NUMBER: DATE:
CHANGE AUTHORITY:
FPS 8262 9/78 FORD MOTOR COMPANY PRINTED IN U.S.A.
Figure 3

FORD 4F27E
DRIVE ENGAGEMENT GEAR RATTLE

COMPLAINT: A Ford vehicle equipped with a 4F27E may come into the shop with a complaint of a gear rattle or
chatter for 1 to 2 seconds during drive engagement.
CAUSE: The driven transfer gear assembly, Refer to Figure 1, consists of three (3) main components, the
pinion gear, the driven transfer gear and the park gear. On earlier models the park and pinion
gears are one piece, See Figure 2. On later models the park and pinion gears are separate pieces
which are splined together, Refer to Figure 3.
The splines on the park gear become worn and will cause the above mentioned complaint. This
cannot happen with the previous design because of the one piece design.
CORRECTION: Replace the pinion and park gears with either the early or late design components.
DRIVEN TRANSFER
GEAR ASSEMBLY

Figure 1
FORD 4F27E
DRIVE ENGAGEMENT GEAR RATTLE

1ST DESIGN
PINION & PARK GEARS

ARE A ONE PIECE DESIGN
DRIVEN TRANSFER GEAR

(Model Dependant)
Figure 2
2ND DESIGN
SPLINES WEAR
PINION & PARK GEARS DRIVEN TRANSFER GEAR

ARE SEPARATE COMPONENTS (Model Dependant)
Figure 3

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FORD 500 AF21/TF-81SC
NO ENGAGEMENT

COMPLAINT: Ford 500 models, 2005 and up, may exhibit a condition of no engagement into Drive or
Reverse.
CAUSE: The cause may be that the Flexplate has flexed towards the Crankshaft enough to pull the
Torque Converter out of the pump creating no line pressure.
CORRECTION:To correct this condition, refer to Figure 1 to view how to measure the Flexplate to verify that
it is bad. Note the readings on the calipers and compare to the dimensions in Figure 2 , which
are known good. replace the Flexplate with the one listed in service information.
FLEXPLATE (Ford Part #).............................................................................5F9Z-6375-AA
MEASURING THE FLEXPLATE

Special thanks
to John Hicks
0
1 2 3 4 5 6 7 8 9
10
20
1
30
1 2 3 4 5 6 7 8 9
40
IN
Measure from the

mm/in
AUTO POWER- OFF
01.420
50
2
1 2 3 4 5 6 7 8 9
0
60
ring gear
70
3
to the bench
80
1 2 3 4 5 6 7 8 9
90
100
4
1 2 3 4 5 6 7 8 9
110
Measure from the

120
130
converter mating surface

5
0
1 2 3 4 5 6 7 8 9
1 2 3 4 5 6 7 8 9
140
10
to the bench
150
20
6
1
mm
30
1 2 3 4 5 6 7 8 9
ELECTRONIC in
40
IN
mm/in
DIGITAL C ALIPER
AUTO POWER- OFF
01.160
50
2
1 2 3 4 5 6 7 8 9
0
60
70
3
80
1 2 3 4 5 6 7 8 9
90
100
4
1 2 3 4 5 6 7 8 9
110
120
130
5
1 2 3 4 5 6 7 8 9
140
150
6
mm
ELECTRONIC in
DIGITAL C ALIPER
Measurements shown are from a known Bad Flexplate
Figure 1
85

converter mating surface
Measure from the
to the bench
"2013” SEMINAR INFORMATION
MEASURING THE FLEXPLATE CROSSECTIONAL VIEW
Measure from the
Measurements shown are from a known Good Flexplate

to the bench
ring gear
1.610”

1.350”
01.350
IN
1 2 3 4 5 6 7 8 9 1 2 3 4 5 6 7 8 9 1 2 3 4 5 6 7 8 9 1 2 3 4 5 6 7 8 9 1 2 3 4 5 6 7 8 9 1 2 3 4 5 6 7 8 9 in ELECTRONIC
1 2 3 4 5 6
0 AUTO POWER- OFF DIGITAL C ALIPER
10 20 30 40 50 60 70 80 90 100 110 120 130 140 150
mm/in 0 mm
Figure 2
01.610
IN
1 2 3 4 5 6 7 8 9 1 2 3 4 5 6 7 8 9 1 2 3 4 5 6 7 8 9 1 2 3 4 5 6 7 8 9 1 2 3 4 5 6 7 8 9 1 2 3 4 5 6 7 8 9 in ELECTRONIC
1 2 3 4 5 6
0 AUTO POWER- OFF DIGITAL C ALIPER
10 20 30 40 50 60 70 80 90 100 110 120 130 140 150
mm/in 0 mm
FORD AWF21-TF-81SC
HARSH AND ERRATIC SHIFTS

COMPLAINT: Ford equipped vehicles using the TF-81SC front wheel drive 6 speed transaxle (Figure 1)
comes in to the shop with a complaint of harsh and erratic up shifts and downshifts followed
by intermittent failsafe. Code P2544 is set which is defined as "Torque management request
input signal A." This may be the only code stored but may also be accompanied by some
other engine component such as a P0106 for a MAP/BARO Sensor Range Malfunction. The
tech is not sure if either one of these codes can cause the transmission to enter the failsafe
mode.
CAUSE: The torque management code P2544 may set when data received from the PCM or engine
components are not correct for the vehicle conditions. Incorrect engine torque calculations
may result. The symptoms of this code are described by the manufacturer as follows: The
transmission may enable limp-home strategies or increase pressure. Engine components
may or may not set additional DTC's. P2544, fuel monitor error, ECT sensor failure and
MAF failures may be present.
CORRECTION: Code P2544 set alone can cause the TCM to initiate failsafe. If this is the only code, the tech
becomes unaware as to which engine component is not performing correctly during certain
driving conditions. The defined symptom provided by the manufacturer points to fuel
monitors, ECT and MAF sensors as possibilities in influencing P2544 to set.
Without any one of these components being bad enough long enough to set a code, there are
several methods that can be used in an attempt to pull out what is causing code P2544 to set.
1. Diligently monitor the datastream related to these areas to identify the offending
sensor.
2. Looking at Mode 6 data regarding these areas for a sensor on the threshold of its
minimum or maximum working value.
3. Aggressively drive the vehicle to set the code needed to begin pinpointing the area
of concern.
Note: In most cases, once the malfunctioning performance area is identified, it may not
necessarily indicate that the sensor itself is bad. For example, the P0106 for a MAP/BARO
Sensor Range Malfunction may or may not mean the sensor itself is bad. The vacuum line to
the sensor can be loose, fallen off or cracked causing the problem (Figure 2).
For vehicles built before 1/7/2005 Ford offers reprogramming of the PCM/TCM per their
TSB 05-1-6 but it stipulates: If other DTCs are present in addition to the P2544, address the
other DTCs first through normal diagnostics, then reprogram the PCM and TCM using WDS
release B34.7 and higher or B35.1 and higher.
TSB 08-24-1 speaks of another reprogram for shift concerns with no codes present.
When the vehicle mileage gets above 20,000 miles (32,200 km). Shifting concerns are
generally noticed during passing maneuvers with transmission at temperatures greater than
212 °F (100 °C) operating temperatures. Symptoms may be present during downshift 5-3 at
35 MPH (56 km/h) and/or 4-3 at 20 MPH (32 km/h) with throttle opening at approximately
50% or greater and include: Harsh shift and/or clunk noise as well as delayed shift and/or
perceived slip/engine flare.

FORD AWF21-TF-81SC
HARSH AND ERRATIC SHIFTS

33 55 0
0 11 3
PP44 0 3
0 00 1
1 33 0
0

Figure 1

Figure 2

FORD 6F35
SLIPS OR FLARES IN 4th, 5th, 6th

COMPLAINT: Some 2010 Fusion and Milan and 2009-2010 Escape and Mariner equipped with the 6F35
transaxle may have a complaint of a slipping or flared shifts into 4th, 5th and 6th gears. It may
be noticed that this complaint may show up at relatively low mileage.
CAUSE: The cause may be a worn out Solenoid Regulator Valve located in the Main Control valve
body as shown in Figure 1. The Solenoid Regulator Valve as shown in Figure 1, regulates
pressure to the solenoids and valve trains that control clutch application. Wear in this valve
train can cause premature Forward and Overdrive clutch failure.
CORRECTION:To correct this condition, replace the Main Control valve body or repair the bore and replace
the valve with the Sonnax repair kit. Transmission overhaul will also be necessary in most
cases. Once the vehicle is back together, it will be necessary to reprogram the PCM to the
latest calibration, as the software has been changed to help prevent Solenoid Regulating
valve bore wear.
MAIN CONTROL VALVE BODY (Ford part no.).........................................9L8Z-7A100-C
SONNAX SOLENOID REGULATOR REPAIR................................................144740A-01
Requires tool kit....................................................................................................144740-TL

6F35 MAIN CONTROL VALVE BODY

Solenoid Regulator
Valve
Figure 1

FORD/LINCOLN/MERCURY 6F50N
PRELIMINARY INFORMATION

The Ford 6F50N automatic transaxle is a 6 speed transaxle with electronic shifting control. It is designed for
operation in a transverse mounted powertrain for front wheel drive (FWD) and all wheel drive (AWD)
vehicle applications. The transaxle has a 4 element torque converter design which includes a torque
converter clutch (TCC) for increased performance and fuel economy. There are 2 drive friction components
and 4 brake components. The direct (3, 5, R) clutch, and the overdrive (4, 5, 6) clutch are the drive
components and the brake components are the forward (1, 2, 3, 4) brake, the low/reverse brake, the
intermediate (2, 6) brake and also a low one-way clutch (OWC) brake. The transaxle also contains 3
planetary gearsets (front, middle and rear) as well as a main control valve body and solenoid body assembly.
The transaxle was first introduced in 2007 in the Ford Edge and Lincoln MKX, and is now used in other
product lines from Ford/Lincoln/Mercury as well, such as the Taurus and Sable.
Fo
Mo
Co
6F
TR
7T
AN
S
4P
SE
RV
-7
IC
0
E
00
TA
G
-A
60 BOF4C EG 85
A
67 DY Y 5
SF
OC
4 ST 10
00 ID
L 9
06
S 60
O 0
1
02
L 6
R 0
A 3
T 6
A -A
332
P-7B
8
RF8A8
889
2423

Figure 1
Range Selection Accelerator Pedal Position Sensor (APP)
The 6F50N automatic tranaxle has 5 range positions: The accelerator pedal position sensor is fitted to the

P, R, N, D, L. accelerator pedal assembly and detects the position
Park: of the accelerator pedal then inputs this information
In the park position there is no powerflow through the to the PCM to aid in determining line pressure
transmission, the final drive is held by the parking control, shift scheduling and torque converter clutch
pawl, the ignition key may be removed and the operation. Loss of this sensor input signal will result
vehicle may be started. in the transmission operating in a higher line pressure
Reverse: to avoid damage to the transmission. This higher
In the reverse position the vehicle may be operated in pressure will result in harsh garage shifting and
a reverse motion, engine braking will occur. upshifting feel.
Neutral: Throttle Position Sensor (TP)
In the neutral position there is no powerflow through
the transmission the final drive is not held and can be The throttle position sensor is a potentiometer that is
rotated, the engine may be started. fitted on the throttle body. This sensor detects the
Drive: position of the throttle plate in the throttle body and
In the drive position the vehicle may be operated in a inputs this information via electronic signal to the
forward motion. The PCM will provide automatic PCM to assist in determining line pressure control,
upshifting in gear ranges 1 through 6 and the PCM shift scheduling and torque converter clutch
will provide apply and release of the torque converter operation. If a defect in the signal from the throttle
clutch for maximum fuel economy during normal position occurs, the transmission will operate in a
operation. higher line pressure to avoid damage. This higher
Low: pressure will result in harsh garage and upshifting
In the low position gears 1 through 4 are available feel.
automatically with an extended shift scheduling. Digital Transmission Range Sensor (TR)
Engine braking is available in each gear 1 through 4 The digital transmission range sensor is located
in this range as well. inside the transmission and is mounted on the manual
Transaxle Electronic Control System selector lever. The digital transmission range sensor
Transaxle control strategy while commanded by the sends a signal to the PCM via 4 switches that will
PCM, is separate from engine control strategy, even either open or close in a monitored pattern to allow
though some input signals from various engine the computer to determine the position of the manual
sensors are shared. The PCM determines optimum selector lever. The PCM uses this input signal to
operational requirements based on input from determine shifting operation as well as starting
various engine-related sensors and switches, function in park and neutral. Refer to Figure 8 for
transaxle related sensors and switches as well as scan tool PID chart for checking the range sensor.
those which are controlled by the vehicle operator. Brake Pedal Position Switch (BPP)
Using this variety of input signals, the PCM will The brake pedal position switch is mounted on the
determine shift scheduling, line pressure control and brake pedal. The switch closes when the brake pedal
torque converter clutch (TCC) operation to has been depressed and opens when the brake pedal is
maximize fuel economy and performance during released. The brake pedal position switch input is
various operating conditions. used for brake shift interlock actuation.
Electronic Ignition System
The electronic ignition system is made up of the
ignition coils, the PCM and the crankshaft position
sensor (CKP). The crankshaft position sensor sends
an input signal to the PCM, the PCM uses this
information to control the ignition coils as well as
torque converter clutch operation, line pressure
control and wide open throttle (WOT) shift control.

Turbine Shaft Speed Sensor (TSS) Shift Solenoids (SSA, SSB, SSC, SSD, SSE)
The turbine shaft speed sensor is a hall effect sensor There are 5 solenoids used in this transmission for

fitted into the rear cover of the transmission and gets shift scheduling. Shift solenoids SSA, SSB, SSC,
its input signal from the direct/overdrive clutch SSD, SSE are controlled by the PCM and turned off
housing that sends a signal to the PCM indicating or on to provide gear changes between gears 1
turbine shaft rotational speed. The PCM uses this through 6 as well as reverse. SSA, and SSC are
input information to assist in determining line variable force solenoids and are both normally low
pressure control and torque converter clutch (NL) solenoids. SSB and SSD are variable force
operation. solenoids as well and are normally high (NH). SSE is
Output Shaft Speed Sensor (OSS) a normally closed on/off solenoid. Refer to the shift
solenoid apply chart in Figure 4, the solenoid
The output shaft speed sensor is a hall effect sensor malfunction chart in Figure 5, as well as a solenoid
fitted into the case and reads off the output shaft ring resistance chart in Figure 7.
gear and sends a signal to the PCM indicating output
shaft rotational speed. The output shaft speed sensor Transmission Fluid Temp Sensor (TFT)
input is used by the PCM to help determine shift The transmission fluid temperature sensor is located
scheduling and torque converter clutch operation. in the solenoid body. This sensor, known as a
thermistor has a resistance value that changes
Solenoid Body/Shift Solenoids according to the temperature of the transmission
The solenoid body comprises of 7 total solenoids. fluid. The PCM monitors the voltage across the
There are 5 shift solenoids, (SSA, SSB, SSC, SSD, sensor to determine the actual temperature of the
SSE), a torque converter clutch (TCC) solenoid a transmission fluid. This signal is used to help
line pressure control (LPC) solenoid and a determine cold start shift scheduling which delays
transmission fluid temperature (TFT) sensor. The the upshifting until warm up occurs. This signal is
solenoids are not serviced separately, the body is also used for torque converter clutch scheduling or
serviced as an assembly. The solenoid body has a inhibition as well as adjusting line pressure
programmed data file that is unique to the solenoid appropriately according to temperature. Refer to
body and this information must be downloaded to the Figure 7 for a TFT sensor resistance chart.
PCM. There is a 7 digit solenoid body ID and a 13
digit solenoid body strategy for each solenoid body. Line Pressure Solenoid (LPC)
Refer to Figure 2 for the location of the solenoid body The line pressure solenoid is a variable force
and solenoid body strategy ID numbers on the solenoid. This solenoid combines a solenoid and a
transaxle case and the solenoid body assembly. If regulating valve and supplies pressure which
solenoid body or transaxle replacement becomes regulates overall transmission line pressure. The
necessary, a scan tool (PDS or IDS) must be used to PCM has an adaptive learning strategy which
obtain the solenoid body strategy data file and electronically controls transaxle shift feel. After
download it to the PCM. If the PCM requires repair, the vehicle may have abrupt shifting feel for
replacement and the PCM data cannot be obtained the first few hundred miles. If the battery has been
within the new module, the solenoid body ID and disconnected for any reason, it will be necessary to
solenoid body strategy must be downloaded to the keep the battery disconnected for a period of at least
PCM. 20 minutes in order to clear and reset the shift
NOTE: pressure strategy adapts, or a scan tool can be used to
If the solenoid body ID and strategy does not match reset the keep alive memory (KAM).
the downloaded ID and strategy in the PCM,
transaxle damage or other driveability concerns Torque Converter Clutch (TCC) Solenoid
may result. The torque converter clutch solenoid is used by the
PCM to control the apply, release and modulation of
the torque converter clutch.

Mass Air Flow Sensor (MAF)
The mass air flow sensor detects the amount or mass

of air flowing into the engine. The sensor output is a Solenoid body and solenoid strategy
DC analog signal that can range from approximately ID numbers located on this tag.
.5 to 5 volts. The PCM uses this input for line pressure
control, shift scheduling and torque converter clutch
operation.
Intake Air Temp Sensor (IAT)
The intake air temperature sensor provides the FoM
sequential fuel injection (SFI) system mixture air

oC
o
temperature input. The intake air temperature sensor

is located in the air cleaner outlet tube and is used to
66FF
RTTR
7T
AANN
SS
4P
SSEE
RRVV
-7
ICIC
00
EE
TTAA
0-
GG
AA
assist the PCM in line pressure control.
60 BOF4C EG 85
67 DY Y 5
S FC
O
4 ST 10
00 ID
L 9
06
S 60
O 0
1
02
L 6
R 0
A 3
T 6
Air Conditioning Clutch (A/C)
The air conditioning clutch switch is located on the
a/c suction accumulator/drier. When the a/c is
A -A
332
P-7B
8
RF8A8
889
switched on and the clutch is engaged, the PCM will
2423
adjust line pressure accordingly to accommodate the
additional increase in engine load.
Engine Coolant Temp Sensor (ECT)
The engine coolant temperature sensor is located in
the heater outlet fitting or cooling passage on the
engine and detects the temperature of the engine
coolant then provides this input to the PCM. This
sensor signal input is used by the PCM to control
torque converter clutch operation.
Solenoid body and solenoid strategy

ID numbers stamped onto the solenoid
body assembly.
0 7
38
D
5
00
A
69
61
97 1
D7
4F
Figure 2

6F50N PARTIAL CUT-AWAY VIEW

AND GEAR RATIO CHART

1-2-3-4
CLUTCH
LOW ONE/WAY
CLUTCH
LOW/REVERSE
CLUTCH
2-6
CLUTCH
3-5-REVERSE
CLUTCH
4-5-6
CLUTCH
GEAR RATIO CHART

GEAR RATIO
REVERSE 2.882:1
1ST/LOW 4.484:1
2ND 2.872:1
3RD 1.842:1
4TH 1.414:1
5TH 1:1
6TH 0.742:1
Figure 3

6F50N COMPONENT AND SOLENOID

APPLY CHART

Direct Overdrive Forward Intermediate Low
Low/Rev
Gear (3, 5, R) (4, 5, 6) (1, 2, 3, 4)
Brake
(2, 6) One Way
Clutch Clutch Brake Brake Clutch
Reverse ON ON
1st. Gear ON ON HOLD
2nd. Gear ON ON O/R
3rd. Gear ON ON O/R
4th. Gear ON ON O/R
5th. Gear ON ON O/R
6th. Gear ON ON O/R
SSA SSB SSC SSD

Selector PCM (VFS) (VFS) (VFS) (VFS) SSE TCC
Lever Gear NL NH NL NH On/Off (VFS)
Position Command For. Brake Dir. Clutch Int. Brake L/R & OD NC NL
(1,2,3,4) (3, 5, R) (2, 6) (LR/4,5,6)
P P OFF ON OFF OFF ON OFF
R R OFF OFF OFF OFF ON OFF

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

b c
L L ON ON OFF OFF ON OFF
a Solenoid state will change if vehicle is moving forward with the selector lever in the NEUTRAL position.
b Turns ON above 5 km/h (3 mph)
c Turns OFF above 5 km/h (3 mph)
NC = Normally Closed
NH = Normally High
NL = Normally Low
Figure 4

SHIFT SOLENOID FAILURE MODE CHART

WITH SOLENOIDS FAILED “ON” OR “OFF”

SSA SSD
Actual Gears Obtained Actual Gears Obtained
Gear Failed ON Failed OFF Gear Failed OFF Failed ON
Commanded (High (Low Commanded (Low (High
Pressure) Pressure) Pressure) Pressure)
R R R R Na R
D 1, 2, 3, 4 5, 6 D 1, 2, 3 b 4, 5, 6
a Reverse is available if the solenoid circuit failed
causing transaxle solenoid power control (TSPC)
SSB to remove voltage to all solenoids.
Actual Gears Obtained
b No engine braking effect
Gear Failed OFF Failed ON
Commanded (Low (High
Pressure) Pressure)
a
SSE
R N R Actual Gears Obtained
D 1, 2, 4, 6 3, 5 Failed ON Failed OFF
Gear
a Reverse is available if the solenoid circuit failed Commanded (High (Low
causing transaxle solenoid power control (TSPC) Pressure) Pressure)
to remove voltage to all solenoids. R R R
a
D 1, 2 1, 2, 3, 4, 5, 6
b No engine braking effect
SSC
Actual Gears Obtained
Gear Failed ON Failed OFF
Commanded (High (Low
Pressure) Pressure)
R R R
D 2, 6 1, 3, 4, 5
Figure 5

TRANSMISSION HARNESS CONNECTOR

VALVE BODY SIDE

1 2 3 4 5 6 7 8 9 10
12 13 14 15 16 17 18 19 20
TRANSMISSION CASE
HARNESS CONNECTOR
12 13 14 15 16 17 18 19 20
1 2 3 4 5 6 7 8 9 10
TERMINAL NUMBER TERMINAL/WIRE

AND WIRE COLOR DESCRIPTION
1 (VIOLET/GREY) SHIFT SOLENOID E (SSE)
2 (BROWN/YELLOW) TRANSMISSION FLUID TEMPERATURE SENSOR (TFT)
3 (GREY/VIOLET) TRANSMISSION FLUID TEMPERATURE SENSOR SIGNAL RETURN (GROUND)
4 (VIOLET/WHITE) TRANSMISSION RANGE SENSOR (TR1)
5 (YELLOW) TRANSMISSION RANGE SENSOR (TR2)
6 (BLUE/ORANGE) TRANSMISSION RANGE SENSOR (TR3)
7 (VIOLET) TRANSMISSION RANGE SENSOR (TR4)
8 (BROWN/BLUE) TRANSMISSION RANGE SENSOR SIGNAL RETURN (GROUND)
9 (BROWN/BLUE) INPUT/OUTPUT SENSOR ISS/OSS SIGNAL RETURN (ISS/OSS GROUND)
10 (BROWN/GREEN) OUTPUT SHAFT SPEED SENSOR (OSS)
11 (NOT USED)
12 (BROWN/WHITE) SHIFT SOLENOID D (SSD)
13 (BLUE/GREEN) SHIFT SOLENOID A (SSA)
14 (BLUE/GREY) TORQUE CONVERTER CLUTCH SOLENOID (TCC)
15 (BLUE/GREEN) TRANSAXLE SOLENOID POWER CONTROL (TSPC)
16 (GREEN/BROWN) SHIFT SOLENOID B (SSB)
17 (GREY/ORANGE) SHIFT SOLENOID C (SSC)
18 (YELLOW/VIOLET) LINE PRESSURE CONTROL SOLENOID (LPC)
19 (WHITE/ORANGE) TURBINE SHAFT SPEED SENSOR (TSS)
20 (VIOLET/GREEN) TURBINE/OUTPUT SENSOR ISS/OSS POWER SUPPLY

Figure 6
Solenoid and Transmission Fluid Temperature
Sensor Resistance Charts

Positive Meter Negative Meter Approximate Approximate Approximate
Shift
Lead Terminal Lead Terminal Resistance Resistance Resistance
Solenoid
Number Number 50° - 68° F 104° - 122° F 176° - 194° F
SSA 15 13 3-6Ù 4-6Ù 5-7Ù
SSB 15 16 3-6Ù 4-6Ù 5-7Ù
SSC 15 17 3-6Ù 4-6Ù 5-7Ù
SSD 15 12 3-6Ù 4-6Ù 5-7Ù
SSE 15 1 18 - 27 Ù 20 - 29 Ù 24.5 - 33.5 Ù
TCC 15 14 3-6Ù 4-6Ù 5-7Ù
LPC 15 18 3-6Ù 4-6Ù 5-7Ù
Temperature
°C °F Resistance (ohms)
-40 to -20 -40 to -4 1076K - 269K
-19 to -1 -3 to 31 309K - 91K
0 to 20 32 to 68 104K - 35K
21 to 40 69 to 104 40K - 15K
41 to 70 105 to 158 17K - 4.9K
71 to 90 159 to 194 5.6K - 2.5K
91 to 110 195 to 230 2.4K - 1.4K
111 to 130 231 to 266 1.7K - 0.8K
131 to 150 267 to 302 0.97K - 0.56K
Check resistance using terminals 2 and 3 at
the transmission case harness connector

Figure 7

Transmission Range Sensor
Diagnosis Charts

Digital Transmission Range (TR) Sensor Diagnosis Chart
Selector PID: TR_D
Position PID: TR TR1 TR2 TR3 TR4
PARK P/N 0 1 1 0
In Between REV 0 0 1 0
REVERSE REV 0 0 1 1
In Between REV 1 0 1 1
NEUTRAL NTRL 1 0 1 0
In Between NTRL 1 0 0 0
DRIVE DRIVE 1 0 0 1
In Between DRIVE 0 0 0 1
LOW LOW 0 0 0 0
PID: TR_D may be viewed on a capable scan tool.
1 indicates switch is open
0 indicates switch is closed
In Between readings could be caused by a misadjusted TR sensor
a shifter cable out of adjustment, or a faulty TR sensor
Digital Transmission Range (TR) Sensor Diagnosis Chart

Selector Transmission Case Connector Pins
Position Pin 4 Pin 5 Pin 6 Pin 7
PARK Closed Open Open Closed
In Between Closed Closed Open Closed
REVERSE Closed Closed Open Open
In Between Open Closed Open Open
NEUTRAL Open Closed Open Closed
In Between Open Closed Closed Closed
DRIVE Open Closed Closed Open
In Between Closed Closed Closed Open
LOW Closed Closed Closed Closed
Sensor may be checked using pins in this chart with an ohmmeter between each
terminal number and ground checking for continuity or resistance.
Figure 8

6F50N VALVE BODY
EXPLODED VIEW

112 114
111 110
112
106
112
115
113
105
109
104
108
103
112
102
111
107
101
Figure 9

6F50N MAIN CONTROL VALVE BODY
EXPLODED VIEW

119 119
123 118
119
122
117
119 127
126 121
130 116
125
120
129
124
128
103
144
140
138 141 145

135 142
146
132 139
143
143
136
133 119
131
137
134 119
119
Figure 10

6F50N LOWER VALVE BODY

EXPLODED VIEW

143
143
148
143
150
147
152
149
151 101
157
153
158
154
143
155
156
143
Figure 11

6F50N CONTROL VALVE BODY
LEGEND

101. LOWER VALVE BODY ASSEMBLY
102. MAIN CONTROL VALVE BODY TO LOWER VALVE BODY SEPARATOR PLATE
103. MAIN CONTROL VALVE BODY ASSEMBLY
104. MAIN CONTROL VALVE BODY CHECK BALLS (7 REQUIRED)
105. MAIN CONTROL VALVE BODY TO TRANSFER PLATE SEPARATOR PLATE
106. CASE TO VALVE BODY TRANSFER PLATE
107. TRANSFER PLATE COVER
108. SOLENOID BODY FILTER
109. SOLENOID BODY ASSEMBLY
110. SOLENOID BODY ELECTRICAL CONNECTOR SEAL
111. VALVE BODY ATTACHING BOLTS M6 X 35MM (3 REQUIRED)
113. VALVE BODY ATTACHING BOLT M6 X 42MM (1 REQUIRED)
116. DIRECT (3, 5, R) CLUTCH REGULATOR VALVE SPRING
117. DIRECT (3, 5, R) CLUTCH REGULATOR VALVE
118. DIRECT (3, 5, R) CLUTCH REGULATOR VALVE BORE PLUG
119. VALVE BODY VALVE ASSEMBLY RETAINING PLATE (7 REQUIRED)
120. INTERMEDIATE (2, 6) BRAKE REGULATOR VALVE SPRING
121. INTERMEDIATE (2, 6) BRAKE REGULATOR VALVE
122. INTERMEDIATE (2, 6) BRAKE REGULATOR VALVE PLUG
123. INTERMEDIATE (2, 6) BRAKE REGULATOR VALVE BORE PLUG
124. TORQUE CONVERTER CLUTCH (TCC) REGULATOR APPLY VALVE SPRING
125. TORQUE CONVERTER CLUTCH (TCC) REGULATOR APPLY VALVE
126. TORQUE CONVERTER CLUTCH (TCC) REGULATOR APPLY VALVE PLUG
127. TORQUE CONVERTER CLUTCH (TCC) REGULATOR APPLY VALVE BORE PLUG
128. LOW/REVERSE BRAKE AND OVERDRIVE (4,5,6) CLUTCH REGULATOR VALVE SPRING
129. LOW/REVERSE BRAKE AND OVERDRIVE (4,5,6) CLUTCH REGULATOR VALVE
130. LOW/REVERSE BRAKE AND OVERDRIVE (4,5,6) CLUTCH REGULATOR VALVE BORE PLUG
131. MANUAL VALVE
132. MULTIPLEX SHIFT VALVE SPRING
133. MULTIPLEX SHIFT VALVE
134. MULTIPLEX SHIFT VALVE BORE PLUG
135. MULTIPLEX MANUAL VALVE SPRING
136. MULTIPLEX MANUAL VALVE
137. MULTIPLEX MANUAL VALVE BORE PLUG
138. TORQUE CONVERTER CLUTCH (TCC) CONTROL VALVE
139. TORQUE CONVERTER CLUTCH (TCC) CONTROL VALVE SPRING
140. ISOLATOR VALVE SPRING
141. ISOLATOR VALVE
142. ISOLATOR VALVE BORE PLUG
143. VALVE BODY VALVE ASSEMBLY RETAINING PLATE (7 REQUIRED)
144. PRESSURE REGULATOR VALVE
145. PRESSURE REGULATOR VALVE SPRING
146. PRESSURE REGULATOR VALVE BORE PLUG
147. DIRECT (3, 5, R) CLUTCH BOOST VALVE
148. DIRECT (3, 5, R) CLUTCH BOOST VALVE SPRING
149. SOLENOID REGULATOR VALVE
150. SOLENOID REGULATOR VALVE SPRING
151. LOW/REVERSE AND OVERDRIVE (4,5,6) BOOST VALVE
152. LOW/REVERSE AND OVERDRIVE (4,5,6) BOOST VALVE SPRING
153. FORWARD (1, 2, 3, 4) CLUTCH REGULATOR VALVE SPRING
154. FORWARD (1, 2, 3, 4) CLUTCH REGULATOR VALVE
155. FORWARD (1, 2, 3, 4) CLUTCH REGULATOR VALVE PLUG
156. FORWARD (1, 2, 3, 4) CLUTCH REGULATOR VALVE BORE PLUG
157. FORWARD (1, 2, 3, 4) CLUTCH BOOST VALVE
158. FORWARD (1, 2, 3, 4) CLUTCH BOOST VALVE SPRING
Figure 12

6F50N CONTROL VALVE BODY

CHECKBALL LOCATIONS
Figure 13


PASSAGE IDENTIFICATION
7
53
37
22 22
47 47
6 6
5 5
43 43
53
28 28
3 53 10 10
3
2 2
2 LINE.
53 3 DECREASE.
4 CONVERTER FEED.
5 TCC RELEASE.
6 TCC APPLY.
7 COOLER FEED.
10 COMPENSATOR FEED.
22 LOW/REVERSE BRAKE.
23 PC SOLENOID 2 (3-5-REV CLUTCH).
TRANSMISSION CASE ASSEMBLY 28 3-5-REV CLUTCH.
(VALVE BODY SIDE) 43 2-6 CLUTCH.
47 4-5-6 CLUTCH.
53 VOID.
Figure 14
DIAGNOSTIC TROUBLE CODES
PXXXX - POWERTRAIN CODES

P0657 - TSPC electrical circuit failure. Loss of battery voltage to the transaxle
P0705 - Transmission Range Sensor (TR) circuit failure
P0706 - Transmission Range Sensor (TR) range failure
P0708 - Transmission Range Sensor (TR) circuit failure (switches detected open)
P0709 - Transmission Range Sensor (TR) range failure (range/performance TR sensor stuck in transitional zone)
P0710 - Transmission Fluid Temperature Sensor (TFT) input too low or too high
P0711 - Transmission Fluid Temperature Sensor (TFT) no change in TFT sensor input
P0712 - Transmission Fluid Temperature Sensor (TFT) TFT sensor voltage input too low
P0713 - Transmission Fluid Temperature Sensor (TFT) TFT sensor voltage input too high
P0715 - Turbine Shaft Speed Sensor (TSS) Insufficient input from TSS
P0717 - Turbine Shaft Speed Sensor (TSS) Insufficient input from TSS
P0718 - Turbine Shaft Speed Sensor (TSS) Signal intermittent
P0720 - Output Shaft Speed Sensor (OSS) Insufficient input from OSS
P0721 - Output Shaft Speed Sensor (OSS) Sensor signal noise detected in OSS
P0722 - Output Shaft Speed Sensor (OSS) Insufficient input from OSS
P0729 - Overdrive (4, 5, 6) Clutch System Fault (includes non-electrical SSD fault, control valve body or clutch fault)
P072C - Low/Reverse and One-Way Clutch (OWC) Fault (Low/Reverse or OWC failed ON)
P072E - Direct (3, 5, R) Clutch System Fault (includes non-electrical failure of valve body, or SSB failed ON)
P072F - Overdrive (4,5,6) Clutch System Fault (includes non-electrical SSD fault, control valve body or clutch fault)
P0733 - Ratio Error in Third Gear (includes non-electrical failure of valve body, SSB malfunction or clutch fault)
P0734 - Ratio Error in Fourth Gear (includes non-electrical SSD fault, control valve body or OD (4, 5, 6) clutch fault)
P0735 - Ratio Error in Fifth Gear (includes non-electrical SSD fault, control valve body or OD (4, 5, 6) clutch fault)
P073A - Overdrive (4, 5, 6) Clutch System Fault (clutch stuck on, SSD or valve body fault)
P073A - Overdrive (4, 5, 6) Clutch System Fault (if code is stored with P072E, indication is SSB failed ON)
P073B - Overdrive (4,5,6) Clutch System Fault (includes non-electrical SSD fault, control valve body or clutch fault)
P0740 - Torque Converter Clutch Solenoid (TCC) Circuit Fault
P0741 - Torque Converter Clutch Solenoid (TCC) Stuck Off
P0742 - Torque Converter Clutch Solenoid (TCC) Circuit Shorted to Ground
P0743 - Torque Converter Clutch Solenoid (TCC) Circuit (circuit open, shorted to ground, or shorted to power)
P0743 - Torque Converter Clutch Solenoid (TCC) Circuit (if code is stored with P0740, indication is circuit open)
P0743 - Torque Converter Clutch Solenoid (TCC) Circuit (if code is stored with P0742, indication is circuit shorted)
P0743 - Torque Converter Clutch Solenoid (TCC) Circuit (if code is stored with P0744, indication is circuit shorted to power)
P0744 - Torque Converter Clutch Solenoid (TCC) Circuit Shorted to Power
P0748 - Line Pressure Control Solenoid (LPC) Circuit Fault (check for companion codes P0960, P0962, P0963)
P0748 - Line Pressure Control Solenoid (LPC) Circuit (if code is stored with P0960, indication is circuit open)
P0748 - Line Pressure Control Solenoid (LPC) Circuit (if code is stored with P0962, indication is circuit shorted)
P0748 - Line Pressure Control Solenoid (LPC) Circuit (if code is stored with P0963, indication is circuit shorted to power)
P0750 - SSA Circuit Fault
P0751 - Forward (1, 2, 3, 4) Clutch Failed OFF (includes non-electrical SSA faults, control valve body or clutch fault)
P0752 - Forward (1, 2, 3, 4) Clutch Failed ON (includes non-electrical SSA faults, control valve body or clutch fault)
P0753 - SSA Circuit Fault
P0753 - SSA Circuit Fault (if stored with code P0750, indication is circuit open)
P0753 - SSA Circuit Fault (if stored with code P0973, indication is circuit shorted to ground)
P0753 - SSA Circuit Fault (if stored with code P0974, indication is circuit shorted to power)
P0755 - SSB Circuit Fault
P0756 - Direct (3, 5, R) Clutch Failed OFF (includes non-electrical SSB faults, control valve body or clutch fault)
P0757 - Direct (3, 5, R) Clutch System Fault (includes non-electrical SSB faults, control valve body or clutch fault)
P0758 - SSB Circuit Fault
P0758 - SSB Circuit Fault (if stored with code P0755, indication is circuit open)
P0758 - SSB Circuit Fault (if stored with code P0976, indication is circuit shorted to ground)
P0758 - SSB Circuit Fault (if stored with code P0977, indication is circuit shorted to power)
P0760 - SSC Circuit Fault
P0761 - Intermediate (2, 6) Clutch Failed OFF (includes non-electrical SSC faults, control valve body or clutch fault)
Figure 15

DIAGNOSTIC TROUBLE CODES

P0762 - Intermediate (2, 6) Clutch Failed ON (includes non-electrical SSC faults, control valve body or clutch fault)
P0763 - SSC Circuit Fault
P0763 - SSC Circuit Fault (if stored with code P0760, indication is circuit open)
P0763 - SSC Circuit Fault (if stored with code P0797, indication is circuit shorted to ground)
P0763 - SSC Circuit Fault (if stored with code P0980, indication is circuit is shorted to power)
P0765 - SSD Circuit Fault
P0766 - Overdrive (4, 5, 6) Clutch System Fault (includes non-electrical SSD faults, control valve body or clutch fault)
P0767 - Overdrive (4, 5, 6) Clutch failed ON (includes non-electrical SSD faults, control valve body or clutch fault)
P0768 - SSD Circuit Fault
P0768 - SSD Circuit Fault (if stored with code P0765, indication is circuit open)
P0768 - SSD Circuit Fault (if stored with code P0982, indication is circuit shorted to ground)
P0768 - SSD Circuit Fault (if stored with code P0983, indication is circuit shorted to power)
P0770 - SSE Circuit Fault
P0771 - SSE Stuck OFF (includes non-electrical SSE faults or control valve body)
P0772 - SSE Stuck ON (includes non-electrical SSE faults or control valve body)
P0773 - SSE Circuit Failure
P0774 - SSE Stuck ON or Stuck OFF (refer to codes P0771, P0772)
P0774 - SSE Stuck OFF (refer to code P0771, non-electrical faults, SSE faults or control valve body)
P0774 - SSE Stuck ON (refer to code P0772, non-electrical faults, SSE faults or control valve body)
P0960 - Line Pressure Control Solenoid (LPC) (stored with code P0748, indication is circuit open)
P0962 - Line Pressure Control Solenoid (LPC) (stored with code P0748, indication is circuit shorted to ground)
P0963 - Line Pressure Control Solenoid (LPC) (stored with code P0748, indication is circuit is shorted to power)
P0973 - SSA Circuit Fault (stored with code P0753, indication is circuit is shorted to ground)
P0974 - SSA Circuit Fault (stored with code P0753, indication is circuit is shorted to power)
P0976 - SSB Circuit Fault (stored with code P0758, indication is circuit is shorted to ground)
P0977 - SSB Circuit Fault (stored with code P0758, indication is circuit is shorted to power)
P0979 - SSC Circuit Fault (stored with code P0763, indication is circuit is shorted to ground)
P0980 - SSC Circuit Fault (stored with code P0763, indication is circuit is shorted to power)
P0982 - SSD Circuit Fault (stored with code P0768, indication is circuit is shorted to ground)
P0983 - SSD Circuit Fault (stored with code P0768, indication is circuit is shorted to power)
P1636 - ADLR Fault (ADLR chip communication error)
P163E - TRID block (solenoid strategy data programmed into the PCM, version incorrect)
P163F - TRID block (solenoid characterization data programmed into the PCM, corrupted or not programmed)
P1700 - Main Control Valve Body Fault (valves stuck in control valve body)
P1702 - Transmission Range Sensor (TR) Circuit Fault (stored with code P0705, indication is invalid combination)
P1702 - Transmission Range Sensor (TR) Circuit Fault (stored with code P0708, indication is all circuits open)
P1705 - Transmission Range Sensor (TR) Circuit Fault (sensor not indicating P or N during KOEO or KOER self-test)
P1711 - Transmission Fluid Temperature Sensor (TFT) (sensor out of self-test range, less than 30°F or greater than 220°F)
P1744 - Torque Converter Clutch System Fault (TCC stuck OFF)
P1780 - Transmission Control Switch (TCS) No State Change
P1783 - Transmission Over Temp (transmission temperature indicated greater than 275°F for more than 5 seconds)
P1910 - Reverse Lamp Control Circuit Fault
P2700 - Forward (1, 2, 3, 4) Clutch System Fault (non-electrical SSA faults, control valve body or clutch fault)
P2700 - Forward (1, 2, 3, 4) Clutch System Fault (stored with P0751, clutch failed OFF)
P2700 - Forward (1, 2, 3, 4) Clutch System Fault (stored with P0752, clutch failed ON)
P2701 - Direct (3, 5, R) Clutch Failed ON (includes non-electrical SSB faults, control valve body or clutch fault)
P2702 - Intermediate (2, 6) Clutch Failed ON or OFF
P2702 - Intermediate (2, 6) Clutch System Fault (stored with code P0761, indication is clutch failed OFF)
P2702 - Intermediate (2, 6) Clutch System Fault (stored with code P0762, indication is clutch failed ON)
P2703 - Low/Reverse Brake and One Way Clutch Fault, Clutch Failed OFF
P2704 - Overdrive (4, 5, 6) Clutch Failed OFF (includes non-electrical SSD faults, control valve body or clutch fault)
P2705 - One Way Clutch (OWC) Failed OFF
P2783 - Control Valve Body Fault (stuck valves)
Figure 16

Seal Aftermarket Products LLC

37!VE0EMBROKE0ARK&,s0HONE s4OLL&REE s&AX
www.sealaftermarketproducts.com
FORD 6F50
VEHICLE ROLLS ON AN INCLINE IN D OR R

COMPLAINT: A 2008 Ford Edge or Lincoln MKX built prior to January 7, 2008 may come into the shop with a
complaint of rolling on an incline while stopped in drive or reverse with the brakes not applied.
CAUSE: A Powertrain Control Module software problem that creates poor hill hold capabilities.
CORRECTION: Reprogram the PCM with the latest calibration using IDS release 53.4 or higher. The new
calibration will improve the hold capability on a slight grade and improve the ability to “creep” in
drive and reverse. Ford Motor Company advises that using the brake is still the best way to
prevent the above complaint.
Ford Factory TSB............................................................................................................08-10-6
Ford AUTHORIZED MODIFICATIONS
THE FOLLOWING MODIFICATIONS HAVE BEEN MADE:
Reprogrammed Powertrain Control Module

(PCM) per TSB 08-10-6
THESE MODIFICATIONS HAVE BEEN APPROVED,

AS APPROPRIATE, BY EPA AND CARB
DEALER NUMBER: DATE:
CHANGE AUTHORITY:
FPS 8262 9/78 FORD MOTOR COMPANY PRINTED IN U.S.A.

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A Division of Freudenberg-NOK Sealing Technologies


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