2011 Mims Seminar

MIMS
Technical
Seminar
Moscow,
Russia
August 25,
2011
New Products
• 057757A – GM TH700, 4L60, 4L60E, 4L65E, 4L70E
3-4 Clutch One-Sided PowerPack
Now manufactured with heat flattened steel cores!!
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New Products
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New Products
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New Products
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New Products
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New Products
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New Products
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New Products
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• 6T70/75
• 6L80/90E
• 6L50/45E
• 4T65E
• 5L40E
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Aftermarket Calibrations
• Many vehicles on the road today have performance enhancing software
installed which may cause undue damage to the powertrain.
• There is now a GM website that can help you identify if a Non-OEM
calibration has been installed.
• Many scanners include both the CVN and the Cal ID as part of their data list
parameters, but some scanners do not.
• If your scanner does not, choose the “OBD II Generic” feature and then
select the “Mode 9” function to access the information.
• Starting in 2010, GM is using a new system called “sync and key” to prevent
aftermarket programming. This is a “rolling code” and will not allow most
current programmers to access the controller.
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http://tis2web.service.gm.com
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6T70/75
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6T70/75
Input/Output Speed Sensor Problems
• Some GMC Acadia, Buick Enclave, Pontiac G6, Saturn Aura, and/or Outlook vehicles
may set any of the following codes without illuminating the “Check Engine” lamp:
P0719, P0717, P0722, P0723, P0751, P0756, P0776, P0796, P2714, or P2723.
• There have been many problems reported with the ISS & OSS, even while still under
factory warranty.
• The valve body must be removed to replace either one of these sensors.
Input Speed Sensor – OE # 24223891
Output Speed Sensor – OE # 24238337
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6T70/75
No 3rd, 5th, or Reverse
• The vehicle will come in with code P0776 Pressure Control Solenoid “B” stuck off,
and either no or slipping 3rd, 5th, & Reverse.
• The 3-5-Rev wave plate has a bad habit of breaking, which causes the piston to over
stroke. When this happens, the 4-5-6 clutch drum and the 3-5-Rev clutch piston
return spring are usually damaged as well.
• 3-5-Reverse Waved Cushion Spring – OE # 24254103
• Clutch Drum (4-5-6/3-5-Rev.) – OE # 24223798
• 3-5-Rev. clutch piston return spring – OE # 24243887
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6L80/90E
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6L80/90E
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6L50/80/90E
Mode Switch Codes
• Vehicle may come in with the PRNDL display not functioning along with DTC’s P1825,
P182E, and/or P1915.
• If any of these codes are set the TCM will: Command max line pressure, turn off all
solenoids, resulting in 3 rd or 6th gear default depending on the gear the transmission was in at
the time the DTC set, & freeze shift adapts.
• P1825 will set if:
IMS range A is Low while in D6 range for more than 8 seconds
IMS range C is High while in D6 range for more than 8 seconds
IMS range A, B, P are Low while in Park range for more than 1 second
P/N switch indicated P/N but the IMS shows a range other than P/N
IMS indicates an Invalid range for more than 3.25 seconds
VSS greater than 10 mph
P0722 or P0723 not set
• P1915 will set if:
Engine speed is greater than 525 RPM for more than 3.25 seconds
Transmission input shaft speed is greater than 250 RPM
Transmission output speed is less than 90 RPM
As the shifter is moved, the IMS voltage sequence does not follow the designed state.
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6L50/80/90E
Mode Switch Codes
• If any combination of these codes are set, inspect the IMS scan values – they should match
the chart below.
• If the values do not match, inspect the circuit wiring.
• If the status stays High, inspect the circuit/IMS for being Open.
• If the status stays Low, inspect the circuit/IMS for being shorted to ground.
• P1825 usually indicates an Invalid range sequence was monitored at one time or another.
Gear Position Selected Scan Value IMS Position P/N Switch PRNDL
PARK L/H/H/L PARK P/N PARK
PARK/REVERSE L/L/H/L --------- IN GEAR BLANK
REVERSE L/L/H/H REVERSE IN GEAR REVERSE
REVERSE/NEUTRAL H/L/H/L --------- P/N BLANK
NEUTRAL H/L/H/L NEUTRAL IN GEAR NEUTRAL
NUETRAL/D6 H/L/L/H --------- IN GEAR BLANK
D6 H/L/L/H D6 IN GEAR DRIVE
D6/D4 L/L/L/H --------- IN GEAR BLANK
D4 L/L/L/L D4 IN GEAR MANUAL
D4/D3 L/H/L/L --------- IN GEAR BLANK
D3 L/H/L/H D3 IN GEAR D3
D3/D2 H/H/L/H --------- IN GEAR BLANK
D2 H/H/L/L D2 IN GEAR D2
INVALID H/H/H/L INVALID IN GEAR BLANK
INVALID L/H/H/H INVALID IN GEAR BLANK
INVALID H/H/H/H INVALID IN GEAR BLANK
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6L50/80/90E
Mode Switch Codes
If the concern is intermittent or if the values match the chart, proceed as follows:
• Inspect the shifter cable for damage, kinks, bends, and/or binding conditions
• Check shifter cable adjustment
• Inspect the shift lever mechanism
• Inspect the rooster comb and detent assembly inside the transmission
• Inspect the TCM calibration file for updates (An update was released for 2006-2007
applications for this concern.)
• Replace the IMS (The IMS internal contact were updated for this concern in March 2007,
which applies to 2006-2007 models.)
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6L50/80/90E
2-3 Shift Problems
• GM re-designed the 1-2-3-4/3-5-Reverse sealing rings & pump cover in November 2008 to
address 2-3 shift complaints.
• The updated seals are an o-ring backup style and now incorporate anti-rotational tabs.
• When the updated sealing rings & cover are used together, they will back service all years.
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6L50/80/90E
2-3 Shift Problems
• The 1st design sealing rings and pump cover are different for the 6L50 & 6L80/90, but the 2 nd
design rings & covers are the same for all.
• Sealing Ring Kit, New design o-ring backup – OE # 24248559
• Updated Pump Cover & Seal Kit – OE # 24248573
1st Design
2nd Design
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6L80/90E
3-5-Reverse Piston Changes
• At the start of production for 2008, GM reduced the piston capacity by 20%.
• This change is designed to limit the amount of oil volume required to stroke the piston.
• This update will not back service 2006-2007 models as it also requires a calibration change.
ID = 5.135” ID = 5.600”
2006-2007 3-5-Reverse Piston – OE # 24234213 2008-2009 3-5-Reverse Piston – OE #

24238696
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6L80/90E
P0751
This code will set under the following conditions:
• No DTC’s P0716, O0717, P0722, P0723, P1915, or P1825 are set
• 1st gear is commanded
• The commanded gear slip is equal to or less than 75 RPM for 2 seconds during deceleration
or commanded gear is 1st & the gear ratio indicates 4 th or slip exceeds 35 RPM for .5 – 1.05
seconds.
During 1st gear engine breaking, if 1 st gear ratio is not achieved in a predetermined period of time
& the closest gear ratio detected is 4 th, the TCM commands 2nd gear & if 2nd gear ratio is
attained, this indicates a stuck OFF SS1 valve & DTC P0751 will set.
P0751 diagnosis procedure:
• Inspect the pan for excessive debris
• Inspect the filter for any cracks or holes in the seams & seal area
• Remove the VB & inspect the separator plate for debris & for proper checkball operation &
size. Also inspect the separator plate gasket for evidence of cross leaks.
• Inspect the clutch select valve # 2 bore plug for wear (correct size is 11.502mm +/- .004mm)
• Inspect the CBR1/C456 regulator valve for wear
• Check the TECHM solenoid operation
• Check for updated calibrations available
• Install the updated spacer plate designed for DTC P0751
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6L80/90E
P0751
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6L80/90E
Valve Body & Spacer Plate Updates
• There have already been several changes to the spacer plate. In mid 2007, GM added an
exhaust & parallel path for a lube circuit bleed.
• Then in mid 2008 the plate was updated again to address repeated P0751 codes.
• Also in mid 2008, GM made changes to the Lower Valve Body for the P0751 codes. This
update included lowering the spring load on the clutch select valves # 2 & # 3. This basically
allows the select valves to move at a lower pressure reducing tendency.
Spacer Plate after 2007 update – OE # 24246916
Spacer Plate after 2008 update – OE # 24245720
Lower Valve Body with updated springs – OE # 24250384
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6L80/90E
Pressure Switch & Clutch Range Charts
• The control solenoid valve assembly houses the four pressure switches (1,3,4, & 5) which act
as an input to the TCM.
• They monitor clutch regulator valve & clutch hydraulic operation & monitor the clutch CVI’s.
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6L50/80/90E
Solenoid Operation
• The TEHCM (TCM) regulates the feed voltage (8.3-9.3V) to the solenoids & also regulates the
current flow through the solenoids.
• Shift Solenoids are On/Off – the TCM controls the power.
• PCS solenoids are high side PWM controlled & are either NL (normally low) or NH (normally high).
NL – When the solenoid is OFF, it does not allow fluid pressure to get to the clutch
NH – When the solenoid is OFF, it allows fluid pressure to travel the clutch
• Any time the valve body or control solenoid valve assembly’s are replaced or unbolted from each
other, the filter plate must be replaced.
• Any time the control valve body assembly is removed from the case, the VB to case support seals
must be replaced.
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6L50/80/90E
Adaptive Learning
• After any of the repairs listed below, the adaptive values will need to be
erased and a Fast Learn will need to be performed:
Any internal transmission repairs
Valve body and/or solenoid valve assembly has been replaced
TCM (TEHCM) was recalibrated or replaced
• A fast learn will require a scanner capable of performing this procedure.
Start the vehicle
Bring the transmission temperature up to 158 - 230˚F (70 - 110˚C)
Select Fast Learn process from the scan tool menu
Place the shifter in Drive with the vehicle stationary
The TCM will apply the clutches & calculate the CVI Note: Fast learn is not required if a
Place the shifter in Reverse with the vehicle stationary GM New or Rebuilt unit is used as
The TCM will apply the clutches & calculate the CVI they are fast learned prior to being
Shut the engine off for at least 30 seconds shipped from the plant.
Open and close the driver’s door (allows RAP to expire)
Turn the scan tool off
• The fast learn procedure will not run if:
There are any DTCs set in memory
TFT isn’t between 158 - 230˚F (70 - 110˚C)
The brake switch is not working
TPS remains at 0% but the engine RPM increases during the test
The P/N switch is out of adjustment or not working properly
The line pressure control system is not working properly
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6L45/50E
No Forward or Reverse & Grinding Noise
• Cadillac SRX, STS, & CTS models equipped with the 6L45/50E transmissions are
having issues with the output shaft.
• The output shaft and/or transfer case input shaft splines are either stripped or damaged
& will need to be replaced.
• GM has introduced a revised output shaft which incorporates an o-ring.
• Before installing the transfer case to the transmission, the transmission output shaft
splines must be greased with high temperature wheel bearing grease.
• To ensure proper alignment, the two guide pins must be pressed into the transfer case
before installation.
OE # 24251229 – Transmission Output Shaft Assembly (MYB, MX7)

OE # 96043341 – Transmission Output Shaft Assembly (MYA)
OE # 19256369 – Transfer Case Input Shaft (CTS)
OE # 19256370 – Transfer Case Input Shaft (STS, SRX)
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6L50E
TCC Issues
• In Cadillac DTS applications, some customers may complain of a boom, vibration,
and/or noise when the TCC applies.
• These complaints are caused by engine firing pulses that are being transmitted through
the drivetrain. GM has issued an updated calibration that raises the TCC apply speed
by approx. 10mph. This calibration will decrease fuel mileage!
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4T65E
Code DTC 742 TCC Stuck On
• If code 742 is set in the PCM, ensure that the TCC release switch is working properly.
• If the release switch circuit is ok, the problem may be a leaking TCC blow off valve
located in the channel plate. The blow off check ball may need to be replaced or
reseated.
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4T65E
Code P0741 Set After Rebuild
• A P0741 code set after rebuild may be caused by installing a 4T60E stator into a 4T65E
transmission.
• The stator support & turbine shaft are different lengths for each unit.
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4T65E
Code P0741 Set After Rebuild
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4T65E
Erratic Shifts/Wrong Gear Starts
• The vehicle (Bonneville, Park Avenue, LeSabre) may exhibit 3 rd gear starts, erratic
shifts, and/or codes P0753, P1860, or P0758.
• Park Avenue: Inspect circuit 239, 10 amp ignition fuse (IGNFD) (Connector C-2, Pin E4)
at the left underhood fuse box for a bad connection
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4T65E
Erratic Shifts/Wrong Gear Starts
• Bonneville/LeSabre: Inspect circuit 739, 10 amp transmission fuse (#13) (Connector C-
3, Pin E7) at the left underhood fuse box for a bad connection, damaged, or incorrectly
crimped terminal.
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4T65E
Code P1887 (TCC Release Switch Circuit)
• This code means that the PCM did not see the TCC release switch
change states when it commanded the TCC Off.
• The TCC release switch is located in the transmission pressure
switch manifold and is a normally-closed switch.
• When the circuit is high (switch open), the PCM recognizes the
TCC is no longer engaged.
• If the PCM recognizes that the TCC
release switch is open, indicating the
TCC is released, but TCC slip
indicates the TCC is still applied, the
PCM sets code P1887.
• When the code is set:
- TCC operation is inhibited
- 4th gear inhibited (if in hot mode)
- Freeze all shift adapt functions
• The diagnostic routine is fairly simple:
- Transmission fluid pressure switch
- Wiring harness connections
- Wiring harness problem
- Faulty PCM
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4T65E
• Check circuit 657 between the PCM and the transmission
and into the transmission fluid pressure switch.
• Check all circuit 657 connections (PCM & Transmission).
• Replace the transmission fluid pressure switch.
• Replace the PCM.
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4T65E
• There have been many technicians that have found damaged wires near the air cleaner box.
• Be sure to check the wiring harness closely for any damaged wires.
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5L40E
1-2 Bind Up
• A 1-2 bind up may be caused by a stuck (in an un-stroked position) Safety Mode Valve
in the valve body. When this happens, line pressure is allowed to pass through the
valve into the Line Safety Mode circuit which strokes the 4-5 shift valve. The 4-5 shift
valve then directs oil into the 123 braking circuit which applies the Low/Reverse clutch
with regulated line pressure for engine breaking in 1 st gear.
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5L40E
1-2 Bind Up
• When the 1-2 shift occurs, 1-2 signal oil should stroke the Line Safety Mode Valve
blocking the line pressure feed going to the4-5 shift valve. If the Safety Mode Valve
cannot stroke, the Low/Reverse clutches remain applied, which causes the 1-2 bind up.
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5L40E
1-2 Bind Up
• When a fault is detected while the vehicle is being driven, all solenoids turn off & 5 th
gear is the failsafe gear
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5L40E
1-2 Bind Up
• After an ignition cycle of a failsafed vehicle, the Safety Mode Valve un-strokes where
the valve sends line pressure to stroke the 4-5 shift control valve. This blocks the 4-5 oil
from entering the OD clutch feed 2 circuit and now the vehicle will have a 4 th gear
failsafe.
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5L40E
Downshift Concerns
• Intermittent downshift concerns while coasting, may be caused by a weak internal brake
booster vacuum spring that prevents the brake booster pedal position sensor from
returning to the released position.
• The pedal position sensor can be monitored using ABS data. The EBCM signals the
PCM, which then signals the TCM regarding the brake pedal sensor position via the
scan data, causing the condition to occur. This problem will not set a DTC and the brake
booster will need to be replaced to correct the problem.
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5L40E
Low and/or Erratic Line Pressure
• A severally worn AFL (actuator feed limit) valve and bore will cause the transmission to
slip through the gears and cause unstable line pressures.
• Sonnax has a kit (Part # 55211-01K) to correct this problem but it does require that you
ream out the valve body.
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5L40E
No Reverse
• A faulty TCC solenoid can cause a no Reverse condition. Reverse oil flows through the
TCC solenoid and an internal fault can cause the solenoid to exhaust the Reverse oil.
• If the plastic connector is labeled “2690” Do Not reuse the solenoid. Replace it with OE
# 96042599.
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5L40E
TCC Surge
• A shudder, surge, or chuggle on light throttle under a load may be caused by the
incorrect calibration being installed in the PCM. All 2004-2006 Cadillac SRX & 2005-
2006 Cadillac STS with 4.6L V8 engines (Vin “A”, RPO LH2) need to have the PCM’s
reprogrammed after every rebuild.
• http://calid.gm.com
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5L40E
Forward Sprag
• Use the illustration below to make sure the Forward sprag is installed correctly.
• If installed backwards, the transmission will slip 1-4 & will bind up in 5 th.
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RE5R05A, A5SR1/2, JR507E
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Air Checks
• Test should be done using 30 psi of regulated air.
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Reverse Anti-Rattle
• This clip goes in the 10:30 position before the snap ring is installed.
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Band Adjustment
• Loosen the locknut and tighten the anchor pin 50 in. lbs (6Nm) for early models
(2003-05) and 44 in. lbs. (5Nm) for late models (2006-On).
• Mark the anchor pin with a marker.
• Back off the anchor pin 2 ½ turns for early models (2003-05) and 3 turns for late
models (2006-On).
• Holding the pin in place, tighten the lock nut.
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Gear Ratios
• This unit has three different planetary tooth counts available which relates to
different ratios. Use the charts below to determine the ratio.
Tooth Count
CHART "A" CHART "B" CHART "C" Ratios
Front Ring Gear 102 102 106
CHART "A" CHART "B" CHART "C"
Front Planetary Pinion 24 25 28
1st 3.842 3.827 3.540
Front Sun Gear 54 53 50
2nd 2.353 2.368 2.264
Middle Ring Gear 78 77 78
Middle Planetary Pinion 18 17 18 3rd 1.529 1.520 1.417
Middle Sun Gear 42 43 42 4th 1.000 1.000 1.000
Rear Ring Gear 98 99 110 5th 0.839 .834 .834
Rear Planetary Pinion 18 19 24 Rev. 2.765 2.613 2.370
Rear Sun Gear 62 61 62
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3rd Sprag
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1st Sprag
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Forward Sprag Assy.
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Solenoid ID
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Lower Valve Body (Early)
• The early & late valve bodies are not interchangeable. Early valve bodies are
assembled with the accumulator pistons next to the pucks (towards the outside of
the housing) and have an empty bore opposite of the accumulators.
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Lower Valve Body (Late)
• The Late valve bodies are assembled with the accumulator pistons towards the
inside of the housing (away from the pucks) and have a valve that is opposite of
the accumulators.
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Upper Valve Body Checkball Locations
• There are distinct differences in early and late valve body castings.
2003
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Upper Valve Body Checkball Locations
• There are distinct differences in early and late valve body castings.
2004 - On
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Connectors & Terminals
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Hard Part ID
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Hard Part ID
• The Sun Gear is not splined to the stator support, it is mounted using a sprag, so it
can freewheel in one direction. The band prevents the Sun Gear from
freewheeling when needed. This design allows for a 1:1 ratio.
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Hard Part ID
• The band is not applied in 4th, to avoid a bind up, but has to be on in 5th to prevent
the transmission from shifting into Neutral.
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TCM Fuse Blows
• This complaint will be after
overhaul and/or TCM/valve
body replacement. When the
fuse is blown, the TCM is
inoperable and the transmission
will default to 4th gear only.
• If the F-502 & F-505 connectors
are cross-connected, terminal
10 in the F-502 will be
connected to the vehicle speed
ground circuit causing the fuse
to blow.
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Falls Out of Gear at a Stop when Hot
• This complaint may be caused by a cracked pump stator.
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Input Clutch Failure and/or No 4th/5th
• This complaint may be caused by a cracked weld in the Input drum assembly.
• Inspect the weld very carefully for fine line cracks.
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No Movement
• This complaint may be caused by a cracked weld in the Rear Internal Ring Gear.
• A Drive and/or Reverse engagement can be felt but there will be no movement.
• OE # 31450-95X00
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Low/Reverse Sealing Rings
• The Low/Reverse requires (2) plain sealing rings and (2) Scalloped sealing rings.
• The plain rings install closest to the clutch hub.
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• U660E
• A750E/F
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U660E
F1
C2 B2 B3 B1
C1
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U660E
• Application Chart
Driving Brake One-way

Clutch Clutch Clutch
Gear
C1 C2 B1 B2 B3 F1
1st o (o) o
2nd o o
3rd o o
4th o o
5th o o
6th o o
Reverse o o
o = Engaged (o) = Operation for engine breaking only
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U660E
Solenoid
Gear ON/OFF Linear
SL SL1 SL2 SL3 SL4 SLU SLT
1st o o
2nd o o o
3rd o o o
4th o o o
5th o o o
6th o o o
Reverse o o
Lock-Up o o o
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U660E
Solenoid Name Description

SL Solenoid Assembly, 3-Way
SLT Line Pressure Control Solenoid
SLU Lock-up Control Solenoid
SL1 Clutch Control No. 1 Solenoid
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U660E
Intermittent Code P0770 (SSE Performance/Stuck Off)
• This code is really a torque converter clutch ratio code. Due to Toyota’s use of two
trip logic, even if lock-up did not work, it would take a long time for the code to set.
• To diagnose the code properly, the ECM must be put into “Check Mode” so the
code will use one trip logic.
• Only in “Check Mode” will the computer set the code when the fault is present
during the test drive.
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U660E
Diagnosing
• To diagnose these transmission properly, use one of the following:
Techstream – Toyota’s designated scan tool
Techstream Lite – PC-based version that provides the same access for a fraction of the
cost.
• Toyota’s transmission computer adapts

transmission performance to the vehicle’s
operation.
• All repair procedures should include initializing
the TCM and then road testing the vehicle to
give the TCM a chance to relearn.
• When replacing the transmission or TCM, you
will need to reset the transaxle compensation
code.
• Transaxle compensation code: unique 60 digit
alphanumeric values printed on the QR label
on the transmission. This code provides the
computer system with the initialization
information for that transaxle configuration.
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U660E
Diagnosing
• Procedure to reset the transaxle compensation code using Techstream Lite:
1. Move the shift lever to Neutral or Park
2. Key Off
3. Connect the Techstream Lite connector to the diaganostic link connector (DLC3)
4. Key On, Engine Off
5. Turn the computer On, and start the Techstram Lite program
6. Enter the menu items in this order:
• Powertrain
• ECT
• Utility
7. A/T Code Reset
8. Select Next to proceed
9. Select Exit
10. Road test the vehicle to allow the TCM to adapt to the transaxle conditions
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U660E
Diagnosing
• Always record the transaxle compensation code prior to installing the
transmission. Once the transmission is installed, the QR code label cannot be
seen.
• If the wrong transaxle compensation code is entered into the TCM, it will cause
shift shock.
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A750E/F
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A750E/F
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A750E/F
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A750E/F
Line Pressure Tap
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A750E/F
Solenoid ID
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A750E/F
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A750E/F
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A750E/F
Accumulator Control Pressure
• There is no factory preset specification.
• Turn the stepper in for a firmer shift and out for a softer shift.
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A750E/F
Primary Regulator Valve Setting
• There are 3 settings so make sure you record the original setting prior to removing
the primary regulator valve.
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A750E/F
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A750E/F
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A750E/F
Checkball Locations
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A750E/F
Checkball Locations
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A750E/F
Fill Procedure
• This transmission requires Toyota Genuine ATF WS.

• Vehicle must be level while adjusting the fluid level.
• Some vehicles are equipped with active suspension, which must be switched to
OFF before raising the vehicle while running.
• The fluid temperature must be between 46˚C (115˚F) and 56˚C (130˚F) while
checking the fluid level.
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• 6F50/55
• CFT30
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6F50/55
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6F50/55
Specifications Clutch Application Chart
Direct Overdrive Forward Low/Reverse Intermediate One-Way

Gear Clutch Clutch Clutch Clutch Clutch Clutch
Reverse X X
1st X X X
2nd X X O/R
3rd X X O/R
4th X X O/R
5th X X O/R
6th X X O/R
Line Pressure Chart
Gear At Idle At WOT
P 54-60 psi (372-413 kPa) 54-60 psi (372-413 kPa)
R 100-105 psi (689-724 kPa) 250-300 psi (1,724-2,068 kPa)
N 54-60 psi (372-413 kPa) 54-60 psi (372-413 kPa)
D 84-87 psi (579-600 kPa) 240-250 psi (1,655-1,724 kPa)
L 84-87 psi (579-600 kPa) 240-250 psi (1,655-1,724 kPa)
ALTO PRODUCTS CORP.

6F50/55
Solenoid Operation
• These solenoids are referred to by their state, NL or NH.
• NL (Normally Low) describes a solenoid that prevents pressure from getting to a
clutch when the solenoid is turned OFF.
• NH (Normally High) describes a solenoid that allows pressure to travel to a clutch
when the solenoid is turned OFF.
• The TCM regulates the feed voltage to the solenoids to a value between 8.3-
9.3V.
Selector SSA (PCS 5) SSB (PCS 3) SSC (PCS 4) SSD (PCS 2) SS1 SS2 TCC (PCS)
Lever Gear NL (1-2-3-4) NH (3-5-R) NL (2-6) NH (L/R-4-5-6) NC (ON/OFF) NC (ON/OFF) NL
P Park OFF ON OFF OFF ON ON OFF
R Reverse OFF OFF OFF OFF ON OFF OFF
N Neutral OFF ON OFF OFF ON ON OFF
1st ON ON OFF OFF ON ON OFF
2nd ON ON ON ON OFF ON OFF
3rd ON OFF OFF ON OFF ON OFF

D
4th ON ON OFF OFF OFF ON ON/OFF
5th OFF OFF OFF OFF OFF ON ON/OFF
6th OFF ON ON OFF OFF ON ON/OFF
L Low ON ON OFF OFF ON ON OFF

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6F50/55
Direct Clutch Piston
• The Direct clutch return spring snap ring is difficult to remove without breaking the
tab on the piston.
• A Low/Reverse AW50-42LE piston along with a bar or 12” 3/8 extension works
well to compress the piston.
• Pressing the cylinder down too far will break the tab and the cylinder.
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6F50/55
Intermediate Clutch Piston
• The Intermediate clutch piston return spring snap ring is difficult to remove and
install as well.
• A modified E4OD/4R100 or RE5R05A sun shell will work just fine.
• Cut two large slots (no more than 4 inches) across from each other to allow a
place to access the snap ring.
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6F50/55
Reverse Clutch Piston
• The Reverse clutch piston is in the rear cover with the Intermediate piston.
• To remove and install this return spring snap ring, use a large pair of C clamp
vice grips and a screwdriver.
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6F50/55
Overdrive Clutch Piston
• The Overdrive clutch piston retaining snap ring is also pretty tough to remove and
re-install.
• You will need an A4LD/5R55E Low/Rev. planetary ring gear, a worn 4T60E OD
clutch hub/shaft, & a large deep socket.
• The 4T60E OD clutch hub/shaft will have to be modified by cutting two slots,
opposite of each other, to allow access to the snap ring.
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6F50/55
Speed Sensors
• The speed sensors can create many different codes and/or complaints including:
• Harsh engagements, no up-shifts, and/or No 5th Gear
• DTC’s P0715, P0717, P0718, P0720, P072, P0722
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6F50/55
PCM Calibrations
Ford has released updated calibrations for the following concerns:
• Initial 2-3 Shift Flare after restart
• Slight delay/bump after a 3-1 coasting downshift below 10 mph
• Firm 1-2 up-shift or harsh driveline clunk at low speeds below 10 mph
Access to updated calibrations can be purchased at www.motorcraft.com
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6F50/55
Moan or Buzz Noise on 4-5 and/or 5-6 Up-shift
• This noise may be due to the cooler lines grounding out on the vehicle body.
• The new assembly will not attach to the vehicle body bracket.
• Make sure the cooler lines do not contact the hood release cable or vehicle wiring
harness.
OE # AG1Z-7R081-A Cooler Line Assembly - Taurus, Taurus X, Sable

OE # AG1Z-7R081-C Cooler Line Assembly - MKS, Flex
ALTO PRODUCTS CORP.

CFT30
Disassembly
• To remove the outer shell, rotate it in the direction of the arrow to unlock it from
the mechatronic unit assembly.
• When removing the outer shell do not touch or damage the connector pins as
this could create an electrostatic discharge and damage the mechatronic unit
assembly.
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CFT30
Disassembly
• Before removing the mechatronic unit assembly,
disconnect the output shaft speed sensor
connector, the transmission range sensor
connector, and remove the output shaft speed
sensor.
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CFT30
Disassembly
• The valve body bolts require a #40 Torx bit.
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CFT30
Assembly
• The valve body bolts torque spec is 44 in. lbs (5 Nm) and should be torqued in
the sequence shown here.
Other Torque Specs:

• Output Speed Sensor = 77in. lbs. (8 Nm)
• Pan bolts = 9ft. Lbs. (12 Nm)
• Outer Shell bolt = 53 in. lbs. (6 Nm)
• Transfer Gear bolts = 17 ft. lbs. (23 Nm)
• Converter Housing bolts = 71 in. lbs.
(8Nm) then ¼ turn more
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CFT30
Whining, Thumping, and/or Knocking Noise
• This complaint may be heard while driving or in Park and
Neutral and may be caused by mis-matching the input
shaft/front planetary carrier or flat spots on the input
shaft/front planetary carrier roller bearing.
• Monitor the RPM of the
turbine shaft speed sensor
(TSS SRC) on the scan tool.
In Park and Neutral, it should
indicate RPM. When in
Reverse or Drive, it should
indicate 0. If the noise is
eliminated as the RPM drops
to 0, the Input Shaft roller
bearing and related parts will
need to be replaced.
ALTO PRODUCTS CORP.

CFT30
Whining, Thumping, and/or Knocking Noise
• Always closely inspect the bearing contact surface in this area.
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CFT30
Ticking Noise on Deceleration
• This complaint may be heard while during deceleration from
approximately 20 mph (32km/h) down to a stop.
• On AWD vehicles it is necessary to isolate the noise to either the
transaxle or the AWD system. To do this, remove the Power
Transfer Unit (PTU) assembly, reinstall the halfshafts, disconnect
the Differential Electronic Module (DEM) and road test the
vehicle.
• If the noise is still present the most
likely cause is a damaged differential
ring gear and the differential
assembly will need to be replaced as
the ring gear is not sold or serviced
separately.
• If replacing the differential, inspect the
mating surface of the transfer gear.
• Refer to factory manual section 307-
01A for proper shim and pre-load
procedures.
ALTO PRODUCTS CORP.

CFT30
Whining Noise on Deceleration
• A gear whining noise during deceleration may be caused by a damaged transfer
gear assembly.
• Check for noise during these driving conditions:
Noise during deceleration 42-35mph (68-56km/h) – loudest at 37mph (59km/h)
ALTO PRODUCTS CORP.

CFT30
Lack of Power/Slipping
• These complaints may be mis-diagnosed as a transmission problem.
• If the EGR valve is clogged up, it can burn a hole through the intake manifold.
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CFT30
Service Information
• Input Shaft/Front Planetary 7F9Z-7015-A
• Input Bearing (Caged Needle Bearing) 5F9Z-7N168-C
• Input Bearing (Flat Needle Bearing) 5F9Z-7D090-B
• Thrust Washer (2.8mm Selective) 5F9Z-7D014-B
• Sun Gear (Front Planetary) 5F9Z-7D063-AA
• Snap Ring (Sun Gear) 5F9Z-7C122-C
• Washer (Sun Gear) 5F9Z-7D090-AA
• Differential Assembly – AWD 5F9Z-7F465-AA
• Differential Assembly – FWD 5F9Z-7F465-BA
• Differential Bearing Race 5F9Z-4222-BA
• Differential Bearing Race 5F9Z-4222-CA
• Side Shaft Gear Assembly – 5.19 (Transfer Gear) 7F9Z-7H348-A
• Side Shaft Gear Assembly – 5.24(Transfer Gear) 7F9Z-7H348-B
• Dust Cap 5F9Z-7J309-AA
• O-ring 5F9Z-7L280-CA
• Case Gasket 5F9Z-7B353-AA
• Oil Pan Gasket 5F9Z-7A191-AA
• Oil Filter 5F9Z-7A098-B
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722.9, NAG2
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722.9, NAG2
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722.9, NAG2
Gear Ratio
Gear W7A 700 B1 B2 B3 BR K1 K2 K3
1 4.377 X X X
2 2.859 X X X
3 1.921 X X X
4 1.368 X X X
5 1.000 X X X
6 0.820 X X X
7 0.728 X X X
N X X
R (S) -3.416 X X X
R (C) -2.231 X X X
ALTO PRODUCTS CORP.

722.9, NAG2
Ravigneaux Planetary Center Planetary

Gear Rear Planetary
(Rear Internal Ring Gear) (Output Shaft)
First 2.25:1 Reduction Reduction Reduction

Second 1.50:1 Reduction Reduction Reduction
Third 1:1 Reduction Reduction
Fourth 1:1 Reduction -------------
Fifth 1:1 1:1 1:1
Sixth 1.50:1 Reduction Overdriven Overdriven
Seventh 2.25:1 Reduction Overdriven Overdriven
ALTO PRODUCTS CORP.
722.9, NAG2
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722.9, NAG2
Y3/8n4 Transmission Control Module Flash Capable
Y3/8y1 Working Pressure Control Solenoid Normally Open

Y3/8y2 K1 Clutch Solenoid Normally Closed
Y3/8y3 K2 Clutch Solenoid Normally Open
Y3/8y4 K3 Clutch Solenoid Normally Open
Y3/8Y5 B1 Clutch Solenoid Normally Open
Y3/8Y6 B2 Clutch Solenoid Normally Closed
Y3/8Y7 B3 Clutch Solenoid Normally Open
Y3/8Y8 Converter Lock-up Solenoid Normally Closed
Y3/8n1 Turbine RPM Sensor Front
Y3/8n2 Internal RPM Sensor Center
Y3/8n3 Output RPM Sensor Rear (Hall affect)
Y3/8s1 Range Selector Sensor Soldered to ECM ribbon cable
31 Oil Contol Float 1 Prevent foaming/sloshing
32 Oil Contol Float 2 Prevent foaming/sloshing
Normally Closed: High current = High pressure/No current = No pressure
Normally Open: No current = High pressure/High current = Low pressure
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722.9, NAG2
5 Pin Connector
• 2 round o-rings and 1 square o-ring
1: CAN C High
2: CAN C Low
3: Diagnostic Line
4: Circuit 87 (relay & fuse depending on model)
5: Circuit 31
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722.9, NAG2
Upper Valve Body

1. Working Pressure Regulator Valve
2. K1 Regulating Valve
3. B1 Regulating Valve
4. B1/B3 Shift Valve
5. B3 Regulating Valve
6. K3 Shift Valve
7. Converter Inlet Regulating Valve
8. Converter Clutch Shift Valve
9. Lubrication Pressure Regulator Valve
11. Limp-home Mode Shift Valve
12. K2 Shift Valve
13. B2/BR Regulating Valve
14. B2 - 2 Shift Valve
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722.9, NAG2
Lower Valve Body

16. Solenoid Regulating Valve 1 (TCC, PCS, K2 & B2/BR)
17. Solenoid Regulating Valve 2 (B1, K1, K3 & B3)
18. B2 - 1 Shift Valve
19. Manual Valve
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722.9, NAG2
Note: Some models will have a

spring on top of each
checkball.
ALTO PRODUCTS CORP.
722.9, NAG2
Things to Know:
• Incorporates two basic shift programs
“S” (Sport) Mode – 1st gear starts, normal shift points, Reverse gear ratio of -3.416:1
“C” (Comfort) Mode – 2nd gear starts, earlier up-shifts and later downshifts, Reverse
gear ratio of -2.231:1
• The transmission will start in 1st gear if – 1st is manually selected, ¾ to full
throttle acceleration from start, or cold engine temperature (pre-catalytic warm
up).
Emergency function or Limp-home mode:
• If a solenoid is defective the gear affected is blocked.
• If a hydraulic fault prevents a gear from engaging then the previous gear will be
applied.
• If the computer defaults while driving, all solenoids will be turned off and the
transmission will be in 6th gear, After shifting to Park, oil pressure from the K2
solenoid is re-directed to B2/BR solenoid via emergency operation valves and
the transmission will now default to 2nd or Reverse.
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722.9, NAG2
Speed Sensor Function
• Magnets are molded in a plastic ring and secured inside non-ferrous flanges.
• Y3/8n1 (front speed sensor) – monitors Turbine speed by reading the input
shaft/small ring gear.
• Y3/8n2 (center speed sensor) – monitors the Ravigneaux carrier speed by reading
the rear planetary ring gear.
• Y3/8n3 (rear speed sensor) – monitors the Parking Pawl gear by reading the exciter
ring.
ALTO PRODUCTS CORP.

722.9, NAG2
Shift Sequences
• The 722.9 downshift programming allows the transmission to skip gears,
provided that only one member is released and one member is applied.
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722.9, NAG2
Fluid Level Float Function
• Due to the geartrain rotating in the fluid, floats were designed to prevent oil
foaming.
• These floats are installed between the case and the valve body.
• The floats allow minimal fluid into the geartrain area when the fluid is sloshing or
during hard braking/acceleration conditions.
ALTO PRODUCTS CORP.

722.9, NAG2
Case and Converter Housing
• Converter housing is die-cast aluminum
• Transmission housing is die-cast magnesium
(requires aluminum bolts)
• Any aluminum bolts that are removed must be replaced.
• Intermediate gasket is aluminum with an elastomer coating – this gasket can be re-
used if there are no signs of damage to the elastomer coating.
ALTO PRODUCTS CORP.

722.9, NAG2
Torque Converter
• This converter operates in an open slip mode in all seven forward gears.
• Lock-up is NEVER fully engaged!
• When the throttle and output shaft speed is in “Zone A” during 1 st and 2nd gear, the
converter is open.
• When the throttle and the output shaft speed is in “Zone B” in any forward gear, the
converter is in slip mode.
• The amount of feed pressure oil to the converter is varied depending on the amount
of slip.
ALTO PRODUCTS CORP.

722.9, NAG2
Oil Pan
• The oil pan has been re-designed and there is no longer a filler tube used on the
transmission case. The transmission is now filled and the fluid level is checked
through an overflow tube in the pan.
• The overflow tube is 13.5mm taller and the pan is 3mm deeper than the previous
design which also allows an additional 0.2 liters of fluid.
• “New Design Pan” – OE # 220-270-09-12
ALTO PRODUCTS CORP.

722.9, NAG2
Vehicle Towing:
• Preferred method is on a flat bed tow truck
• Alternate method is with the drive axle lifted
• If a tow bar or tow strap is used:
1. Turn key to position 2
2. Place selector lever to “N”
3. Maximum towing speed is 31mph
4. Maximum towing distance is 31 miles
Fluid Type:
• ATF 3353 is the suggested use “only” transmission fluid and can be used on
previous 722.3/.4/.5/.6 transmissions.
• This fluid is a no scheduled maintenance required (fill for life) fluid and can be
purchased in 1 liter bottles as OE # A001 989 45 03 10
ALTO PRODUCTS CORP.

SPECIAL THANK YOU!
ALTO PRODUCTS CORP.

2011 Mims Seminar

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2006-2007 3-5-Reverse Piston – OE # 24234213 2008-2009 3-5-Reverse Piston – OE #

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OE # 24251229 – Transmission Output Shaft Assembly (MYB, MX7)

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