PA ATSG Technical Service Information GM 6T30/40/45/50 TRANSMISSIONS GENERATION I & IT INFORMATION Refer to Figures 1 and 2 for Vehicle/Transmission Application. Refer to Figures 3, 4, 5 & 6 for Gen I & II 4-5-6- Clutch Differences. Refer to Figures 7, 8 & 9 for Line Pressure Control Strategy & Specifications. Refer to Figure 10 for Pressure Switch Operation. Refer to Figures 11, 12, 13 & 14 for “ Clutch Pulse Learn” Description & Adaptive Procedures, Refer to Figure 15 for “Brake Pedal Position Sensor Learn” Procedure. Refer to Figure 16 for Clutch & Solenoid Application. Refer to Figures 17 & 18 for Neutral Idle Description & Operation. Refer to Figures 19 & 20 for Transmission Fluid Pressure Switch & Solenoid Identification, Refer to Figures 21, 22 & 23 for Solenoid Theory of Operation. Refer to Figure 24 for Solenoid Test Procedures. Refer to Figure 25 for Gen I & Il TEHCM Identification. Refer to Figure 26 for Gen I & I Valve Body Assembly Identification. Refer to Figure 27 for Gen I Control Valve Body Identification. Refer to Figure 28 for Gen I Control Valve Body Identification. Refer to Figure 29 for Gen I & II Channel Plate Assembly Identification. Refer to Figure 30 for Gen I & If Checkball Locations. Refer to Figure 31 for Gen Il Channel Plate Small Parts Identification. Refer to Figure 32 for Transmission Adaptive Values Description. Refer to Figures 33, 34 & 35 for Transmission Fluid Fill Specifications & Procedures. Refer to Figure 36 for Torque Converter Installation Procedure. A special thank you to ALTO for the use of this transmission 16-10 AUTOMATIC TRANSMISSION SERVICE GROUP Page | of 29Technical Service Information GM 6T30/40/45/50 GENERATION I & II INFORMATION 6730/40/45/50 Started in 2008 2009-2015 Chevrolet Cruze 2008-2015 Chevrolet Malibu 2012-2014 Chevy Cobalt 2013-2015 Chevy Impala 2008-2015 Buick LaCrosse 2009-2011 Saturn Aura (4-cylinder only) 2010-2011 Satum Vue (4-cylinder only) 2009-2015 Chevrolet Equinox/GMC Terrain 2008-2015 Buick Regal Auxiliary 2009-2014 Chevrolet Aveo Transmission 2012-2015 Chevrolet Malibu ECO Fluid Pump 2012-2015 Buick LaCrosse with eAssist 2012-2015 Buick Regal with cAssist 2012-2015 Chevrolet Sonic 2012-2015 Buick Encore 2012-2015 Buick Verano 2007-2014 Chevy Captiva Sport 2008-2009 Pontiac G6 2010-2011 Saab 9°4x GM 6T40 Series Generation 2 arrived in 2012 with both software and architectural changes. Pressure switches were eliminated from the TEHCM, solenoids went from being variable bleed to variable feed type, the valve body and many internal parts have changed. By 2014-2015 all 6T series transmissions should be converted to Gen 2 design. Copyright © 2015 ATSG. Figure 1 16-10 AUTOMATIC TRANSMISSION SERVICE GROUP Page 2 of 29Technical Service Information GM 6T30/40/45/50 GENERATION I & II INFORMATION 6130 (MH9) ‘Type: six-speed front-wheel-drive, electronically controlled, automatic overdrive transaxle with electronically controlled torque converter clutch. Engine Range: 1.81 Max Engine Torque: 129 Ib-ft (175 Nm (gas)) / 147 Ib-ft (200 Nm (diesel)) Weight: 157.6 Ibs (71.5 kg) Assembly Site: GM Korea Applications: Chevrolet Cruze and Sonic 6T40 (M8) ‘Type: six-speed fiont-wheel-drive, electronically controlled, automatic overdrive transaxle with electronically controlled torque converter clutch, Engine Range: 1.4L - 2.5L Max Engine Torque: 177 lb-ft (240 Nm) Weight: 180.4 Tbs (81.8 kg) Assembly Site: Toledo, Ohio Applications: Buick Encore, Buick Verano, Chevrolet Cruze, Chevrolet Malibu, Chevrolet Sonic 6140 (MHH) ‘Type: six-speed front wheel drive, electronically controlled, automatic overdrive transaxle with an electronically controlled torque converter clutch and an auxiliary, electric-driven transmission oil pump Engine Range: 2.41 Max Engine Torque: 177 Ib-ft (240 Nm) Weight: 198 Ibs (89.8 kg) Assembly Site: Toledo, Ohio Applications: Buick LaCrosse eAssist, Buick Regal eAssist, Chevrolet Malibu Eco 6745 (MH7/MHC) ‘Type: six-speed front wheel drive, electronically controlled, automatic overdrive transaxle with an electronically controlled torque converter clutch Engine Range: 2.4L Max Engine Torque: 232 Ib-ft (315 Nm) Weight: 184.2 Ibs (83.6 kg) Assembly Site: Toledo, Ohio Applications: Chevrolet Captiva Sport, Chevrolet Equinox, GMC Terrain 6150 (MHK/MHJ) ‘Type: six-speed front wheel drive, electronically controlled, automatic overdrive transaxle with an electronically controlled torque converter clutch Engine Range: 2.01. - 3.0L Max Engine Torque: 258 Ib-ft (350 Nm) Weight: 190.3 Ibs (86.3 kg) Assembly Site: GM Korea / China / Mexico Applications: Buick Regal, Buick Verano, Chevrolet Captiva Sport Copyright © 2015 ATSG. Figure 2 16-10 AUTOMATIC TRANSMISSION SERVICE GROUP Page 3 of 29Technical Service Information GM 6130/40/45/50 GENERATION I & Il INFORMATION +The first generation of transmissions were analyzed for potential enhancements in an effort to increase fuel economy and improved shift quality. Changes were made with architectural hardware controls in conjunction with system software to increase capacity, reduce system delays (optimize system response times), and increase efficiency. One example of an architectural change is with the 4-5-6 clutch, The wave plate was removed and an additional friction was added for increased torque capacity (Figures 3 and 4). With the exception of the Low and Reverse Clutch, each clutch inside this transmission is operated by a solenoid through its respective regulating valve. With Gen I based models, a relatively small feed orifice was located on the line pressure supply side of the 4-5-6 Clutch Regulating Valve (Figure 5). With this orifice on one side of the valve and the wave plate on the opposite side of the valve, it stabilized the valve from having a pressure spike when it moved from a full feed position to regulation. When the cushion (wave) plate was removed to add an additional friction plate for increased torque capacity, this orifice was moved to the clutch pressure supply side of the valve (Figure 6). This was done to have a greater control of the apply of the clutch to prevent a harsh engagement with the absence ofa cushion plate. RUA-5-6 PCS To the 4-5-6 Clutch RI/A-5-6 PCS To the 4-5-6 Clutch Signal Ol ra Signal Oil am 075" 0.66" orifice Line Pressure Feed to Orifice moved to the supply the RI/4-5-6 Clutch Regulator Valve side of the valve Figure 5 Figure 6 * Gen 2 GF6 Transmission Hardware and Controls Updates - SAE International 2011-01-1428 Copyright © 2015 ATSG 16-10 AUTOMATIC TRANSMISSION SERVICE GROUP Page 4 of 29Technical Service Information GM 6130/40/45/50 GENERATION I & Il INFORMATION One software change that took place is related to fuel economy which affects how the TEHCM controls line pressure inside the transmission. Typically, once a shift transition is made, line pressure is increased and held so as to keep the driving or holding clutch from slipping, maintaining the commanded gear. The engine then drives the pump through the torque converter. When line pressure becomes high, this places an additional mechanical load on the engine negatively affecting fuel economy. For Gen 2, a system pressure learn program was written where the computer will periodically bring line pressure down until it sees it slip. It will then raise line pressure just slightly above the slip point minimizing the margin of safety between slip and non-slip conditions (Figure 7). By doing this, the engine is driving a pump at lower pressures for longer periods of time. This places less load on the engine and thus increasing fuel economy. Calculated (Commanded) argin of safety Reduced safety Line Pressure Margin of eet margin after lear Slip point Gearbox Torque Time Figure 7 The line pressure tap is conveniently located on top of the transmission along side the transmission’s fill cap as seen in Figure 8. Gen 1 and 2 line pressure specification tables are provided in Figure 9. Metric Specifications were taken from a 2013 Chevy Cruze 7 345-550 kPa factory repair manual 100-130 psi.....690-900 kPa ... 160-190 psi. 1100-1310 kPa . 220-250 psi......1520-1725 kPa 800-2000, 270-330 psi. 1860-2275 kPa Gen 2 Line Pressure Specifica REQUESTED ACTUAL Pressure (kPa) 25-55 PSs) 72-379 KPA - 96-126 PSie..n662-869 kPa 166-196 psi......1145-1351 kPa 237-267 PSinnnne1 634-1841 kPa 800-2000.-.-reene 307337 PSiner.2117-2324 kPa, Figure 9 Copyright © 2015 ATSG 16-10 AUTOMATIC TRANSMISSION SERVICE GROUP Page 5 of 29Technical Service Information GM 6T30/40/45/50 GENERATION I & Il INFORMATION Another software change that took place is related to the elimination of the pressure switches inside the TEHCM assembly (Figure 10). These pressure switches were originally used (Gen 1) to monitor clutch operation via the solenoids and regulator valves for adaptation purposes. Gen 1 TEHCM PSW4 = PSWi PSW2 4-5-6/R-1 1-2-3-4 2-6 Figure 10 With the elimination of the pressure switches in Gen 2 versions, a new program is used to determine adapts called “Clutch Pulse Learn.” United States Patent Application 20120067690 Al entitled: Hydraulic clutch and method for determining an adaptive clutch fill volume of the hydraulic clutch provides some insight to its method for leaning a characteristic filling volume of a hydraulic clutch. Generally, the method is comprised of Applies a pressure pulse to a hydraulic clutch when it is in a disengaged state (Figure 11). It determines an inflection event at a torque path that comprises the hydraulic clutch (return spring force). Derives a characteristic filling volume of the hydraulic clutch from the inflection event. Clutch Pulse Learn Event Disengaged Clutch Gear Clutch is Pulsed 4-5-6 Clutch 3rd Gear 1-2-3-4 Clutch « 2-6 Clutch Sth Gear 3-5-R Clutch 6th Gear Clutch Pulse Learn occurs every 1,000 miles or more Figure 11 Copyright © 2015 ATSG 16-10 AUTOMATIC TRANSMISSION SERVICE GROUP Page 6 of 29Technical Service Information GM 6T30/40/45/50 GENERATION I & II INFORMATION Determining a fluid pressure command value Determining a reactive pressure ofa return spring Caleulating a flow rate Measuring a fill time Calculating a clutch fill volume Operated a clutch A flow chart on a method for operating the hydraulic clutch based on {fill volume adaptation from the Clutch Pulse Learn paper 20120067690 GM factory manual describes the Clutch Pulse Leam strategy as a Non-Shifting Clutch Function Verification and describes itas follows: The 6130/40/45/50 transmission uses a pressure control system to apply and release clutches during shifts. The transmission control module (TCM) controls pressure commands to the pressure control solenoids. As normal wear of the transmission clutches occur, the TCM performs a clutch function verification, The TCM momentarily commands a clutch on at a low pressure. The clutch function verification is conducted on smooth roads when the transmission is not shifting and engine torque is consistent and positive. When a clutch function verification is occurring, a slight bump or drag may be detected momentarily. The clutch function verification will occur a few times over several minutes and will not repeat again for a thousand or more miles. This is a normal condition and no repair attempts should be performed. The clutch function verification will be performed sooner for a particular clutch ifthe TCM detects itis producing frequent poor shift control. Copyright © 2015 ATSG Figure 12 16-10 AUTOMATIC TRANSMISSION SERVICE GROUP Page 7 of 29Technical Service Information GM 6130/40/45/50 GENERATION I & I INFORMATION ‘Transmission Adaptive Values Learn Transmission Adaptive Values Learn is a procedure for 6 speed automatic transmissions in which a series of tests are run to allow the transmission control module (TCM) to lear individual clutch characteristics. Once the clutch data is learned, Transmission Adaptive Values Lear translates it into the adaptive data cells, which the TCM uses for clutch control during shifts. The scan tool provides initiation of the Transmission Adaptive Values Learn procedure. This procedure is to be used following transmission repair. The Transmission Adaptive Values Lear procedure must be performed when one of the following repairs have been made to the vehicle. Failure to perform the procedure after one of the following repairs may result in poor transmission performance, as well as transmission DTCs being set: - Transmission internal service/overhaul - Valve body repair or replacement ~ Control solenoid valve assembly replacement ‘CM software/calibration update ~ Any service in response to a shift quality concern Note: Ensure the following conditions are met before performing the Transmission Adaptive Values Learn procedure: - Drive wheels are blocked - Parking brake is applied - Service brake is applied - Zero percent throttle and no external engine RPM control Transmission fluid temperature is between values listed below, if you attempt to run the test above or below these temperatures, the test will not start MY 2011 and prior 70-95°C (158-203°F) MY 2012 Gen 1 70-95°C (158-203°F) MY 2012 Gen 2 64-95°C (147-203°F) MY 2013 Gen 1 70-95°C (158-203°F) MY 2013 Gen 2 64-76°C (147-169°F) MY 2014 and later 64-76°C (147-169°F) ‘Transmission gear selector has been cycled from Park to Reverse 3 times in order to purge air from the reverse clutches, Transmission Adaptive Values Learn will abort if the transmission fluid temperature increases to the values listed below: MY 2011 and prior 110°C (230°F) MY 2012 Gen 1 110°C (230°F) MY 2012 Gen 2 100°C (212°F) MY 2013 Gen 1 110°C (230°F) MY 2013 Gen 2 86°C (87°F) MY 2014 and later 86°C (187°F) Copyright © 2015 ATSG Figure 13 16-10 AUTOMATIC TRANSMISSION SERVICE GROUP Page 8 of 29Technical Service Information GM 6130/40/45/50 GENERATION I & Il INFORMATION Note: [fat any time during the procedure, required conditions are not met, Transmission Adaptive Values Learn Adapts may abort and the process may need to be started again from the beginning, Ifthis occurs, the transmission will be left in a neutral state until the controller is shut down, key OFF and remove the scan tool and wait for more than 30 seconds prior to re-try procedure. If the procedure repeatedly fails, a limit that engineering set is being exceeded and there is possibly a transmission hardware issue. 1. Use the scan tool to navigate to Transmission Adaptive Values Lear by selecting the following: 1.1, Module Diagnostics 1.2 Transmission Control Module 1.3 Configurations/Reset Functions 1.4 Transmission Adaptive Values Learn Note: If at any time during the procedure, required conditions are not met, Transmission Adaptive Values Learn may abort and the process may need to be started again from the beginning, 2. Use the scan tool to perform the Transmission Adaptive Values Learn procedure. As the procedure is being performed, the scan tool data display will provide operator instructions, Follow the scan tool instructions, as required 3. Once the procedure is complete, shut OFF the engine and power down the TCM. You will lose ‘communication to the scan tool. 4. Restart the engine. This will complete the Transmission Adaptive Values Leam procedure. Note: When the Transmission Adaptive Values Learn procedure is completed, the transmission will remain in a neutral state until the controller shuts down. If after 1-2 minutes of sitting, with the key OFF and scan tool removed, the vehicle remains in a neutral state, disconnect the battery and wait 5-10 minutes and then hook the battery back up. Reverse and drive should return. Troubleshooting If the Transmission Adaptive Values Learn will not run and the above stated conditions have been met, ensure the following: Note: The generation of transmission can be determined by using a scan tool to check for Specific DTC P0842. If DTC does not show Invalid, the transmission is Gen 1. If DTC shows Invalid, transmission is Gen 2. - Determine if transmission is Gen | or Gen 2. - Verify vehicle model year. - Verify transmission fluid temperature is between the temperatures listed above for the vehicle model year and generation of transmission. - Brakes and brake switch are functioning properly - see following page - No active DTCs ~ Closed throttle and engine RPM increases above 1,500 RPM while at entrance of the test - Park/Neutral position switch is properly adjusted and functioning ~ Line pressure control is able to provide 1,000 kPa and is within specifications - Vehicle is not moving or vibrating excessively = Clutches are properly assembled Copyright © 2015 ATSG Figure 14 16-10 AUTOMATIC TRANSMISSION SERVICE GROUP Page 9 of 29Technical Service Information GM 67T30/40/45/50 GENERATION I & Il INFORMATION Brake Pedal Position Sensor Learn Calibration Criteria Note: Do not apply the brake pedal during the brake pedal position sensor calibration procedure, Any movement of the brake pedal during this procedure will cause the calibration procedure to fail. If this occurs, the brake pedal position sensor calibration must be repeated. Brake pedal position sensor calibration must be performed after the brake pedal position sensor, body control module (BCM), or engine control module (ECM) have been serviced. The calibration procedure will set the brake pedal position sensor home value. This value is used by the BCM and ECM to determine the action of the driver applying the brake system and to provide this information to the vehicle subsystems via serial data Calibration Procedure 1. Apply the parking brake. 2. Ignition ON, engine OFF, place the transmission in the PARK position for automatic transmission or NEUTRAL position for manual transmission 3. Install a scan tool. 4. Clear all DTCs before proceeding, 5. Navigate to the Configuration/Reset Functions menu of the BCM. 6, Select the Brake Pedal Position Sensor Lear procedure and follow the directions displayed on the screen, 7. Navigate to the Configuration/Reset Functions menu of the ECM. 8. Select the Learn Functions menu. 9, Select the Brake Pedal Position Sensor Learn procedure and follow the directions displayed on the screen. BRAKE PEDAL POSITION SENSOR Copyright © 2015 ATSG. Figure 15 16-10 AUTOMATIC TRANSMISSION SERVICE GROUP Page 10 of 29Technical Service Information GM 6T30/40/45/50 GENERATION I & II INFORMATION sure | resace ase [asaer] 26 | wow Yzomev] 1224 navce| czar | nano | “son | Pesors | rc eciren |éicten| cutfenlosieway|cteren| tren] cowon | "Kt ucren| maak |? ow [om | om | ov | err “aru mer [8 | 200 | on | om | om | om | om rar) ra wer | _® on | or | om | ow | om lero Peel S| a | om [anf ore | ov | ore cra) ara tea ist [aw | om | on [om | on | ow Troi carrie 2 [ano [am [om [ow [ow | ow | ow pu careua} 1 |G [aon [ore | on | om [or [ow cro “rra) e avn | 1446 | OFF on OFF ON ‘OFF APPLIE. APPLIE! srn_| 100 | orm | ovr | on | one | orm | anmuco) arin cra_| ave | om [orm | ow | ow | ore | anrumal [aul [sapPuiao wirit no Loa Copyright © 2015 ATSG Figure 16 AUTOMATIC TRANSMISSION SERVICE GROUP 16-10 Page 11 of 29Technical Service Information GM 6130/40/45/50 GENERATION I & I INFORMATION Neutral [dle Description and Operation Neutral Idle can only be commanded ON when the transmission is oper Braking (Low/Reverse Clutches applied), in Drive Range, First Gear Engine When the service brakes are applied and the vehicle speed, throttle position, and transmission temperature are within the calibration defined limits, the TCM commands Neutral Idle ON. The low and reverse clutch remains applied. The TCM reduces the pressure command to the 1234 PC Solenoid 5, which reduces the fluid pressure to the 1-2-3-4 clutch, allowing the clutch to slip. The resulting slip on the 1-2-3-4 clutch reduces the difference between the torque converter input speed and torque converter turbine speed, or torque converter clutch (TCC) slip speed. The reduced TCC slip speed reduces the engine load. This results in lower fuel consumption while Neutral Idle is commanded ON. INTERNAL MODE SWITCH LOGIC DATA- SCAN TOOL Gear Selector Position | Signat A | Signal B | Signal C | Signal P Park Low |_Ht ii__|_Low Park/Reverse | LOW | LOW m_| Low Reverse zow | Low |i 7 Reverse/Newtral| _HI_| LOW HE HL Neutral m_|Low_|_m | Low NewtralDrive6 |__| LOW | LOW | LOW Drive 6 m_| ow | row |__#r ‘Drive rived |_tow | Low | tow |_ ur Drive row | Low | Low | Low Drive /Drive3 | LOW [Ht Low | Low Drive 3 row _|_HE row _|_#r INTERNAL MODE Drive iDrive? |__mt_|_HE tow | Ht CONS ue) Drive 2 m_|_ur Low _| Low ‘Open m_|_Ht 7 HL Invalid am | a t__|_Low sl cl al als Tnvalid row | HE 7 HL Ss) ss) 8) 8) 8 HI~ 12 Volts LOW=0 Volts Tnternal Mode Switch (IMS) Terminal lentification Terminal | Function Cc A Ground (Blue) — B___| Mode Switch Signal "A" (Green) ©_| Mode Switch Signal "B” (Grey) D_| Mode Switch Signal "C™ (Yellow) E_| Mode Switch Signal "P”" (Red) (Face View) F_[PNNStart Signal "N” To ECM (Black) Figure 17 Figure 18 Copyright © 2015 ATSG 16-10 AUTOMATIC TRANSMISSION SERVICE GROUP Page 12 of 29Technical Service Information GM 6130/40/45/50 GENERATION I & I INFORMATION Generation 1 Pressure Switches. These pressure switches are used for adaptive control by monitoring clutch regulating valve activity and clutch hydraulic operation. Generations 1 and 2 solenoid locations. Figure 19 Generation 1 uses Variable Bleed type solenoids while Generation 2 uses Variable Feed type solenoids. Notice the difference in the way General Motors presents their hydraulic schematics between the two in Figure 20. Generation 1 solenoid and pressure switches displayed in the upper hydraulic while Gen 2 without pressure ‘switches in the lower schematic. The different solenoid configurations between the two schematics represents the change from one solenoid type to another. Copyright © 2015 ATSG. 16-10 AUTOMATIC TRANSMISSION SERVICE GROUP Page 13 of 29Technical Service Information GM 6T30/40/45/50 GENERATION I & Il INFORMATION SHIFT SOLENOID assim \ comnecTon N.C. 18 Ohms con SER 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 10 the Clutch Select Valve and Shuttle TCC Regulated Apply Valve, stroking the valves. NORMALLY-LOW CLUTCH PRESSURE TCC CONTROL SOLENOID S al N.L. NX 4 JY 4.5 Ohms 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. Copyright © 2015 ATSG Figure 21 16-10 AUTOMATIC TRANSMISSION SERVICE GROUP Page 14 of 29Technical Service Information GM 6T30/40/45/50 GENERATION I & II INFORMATION NORMALLY-HIGH CLUTCH PRESSURE, LINE PRESSURE CONTROL SOLENOID, | eee |. 4.5 Ohms Tao N.H. \ ia ES ana \=al " 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 mene ~ N.H. 4.5 Ohms vaatat \ LS 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 RI/4-5-6 clutch Reg. Valve. Copyright © 2015 ATSG Figure 22 16-10 AUTOMATIC TRANSMISSION SERVICE GROUP Page 15 of 29Technical Service Information GM 6130/40/45/50 GENERATION I & Il INFORMATION NORMALLY-LOW CLUTCH PRESSURE CONTROL SOLENOIDS 4 AND 5 — \ ogame NL. 4.5 Ohms 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 lutch boost valve. EG NOOSE AINE. Copyright © 2015 ATSG Figure 23 16-10 AUTOMATIC TRANSMISSION SERVICE GROUP Page 16 of 29Technical Service Information GM 6130/40/45/50 GENERATION I & Il INFORMATION ened tw thee tiene Whey J Using the DT-48616 Solenoid Test Plate Pe ae eee pow With the key on engine off, the TCM will Should be seen. When SS is tured on normally cycle some of the transmissions nere shouldbe ful low tothe gauge. solenoids on and offto facilitate keeping the ports, and solenoids clean and free of debris. This dither function is a normal activity and will cause the valves to cycle open and closed quickly when the TCM is powered up. This can cause the psi gauge to flicker high and low as the valves open and close. This may cause some air to exit the ports, where the psi gauge is not connected as those solenoids cycle onand off. ‘Test Port Solenoid On Off A (NH) Low High B (NL. PCS 4) Max 0 Genl-F 0 Max Gen 2-C Max 0 D Max. 0 E Tec (WL) Max 0 T2334 NT, POSS ios NBS Max ° G RU4-5-6 _ (N.H.PCS 3) 0 Max Copyright © 2015 ATSG. Figure 24 16-10 AUTOMATIC TRANSMISSION SERVICE GROUP Page 17 of 29Technical Service Information GM 6130/40/45/50 GENERATION I & Il INFORMATION Generation 1 TEHCM’s can be easily identified by looking at the color of the solenoid caps. They are either all black or could have I white cap. Generation 2 contain various color cap solenoids. Copyright © 2015 ATSG Figure 25 16-10 AUTOMATIC TRANSMISSION SERVICE GROUP Page 18 of 29Technical Service Information GM 6T30/40/45/50 GENERATION I & I INFORMATION GENERATION 1 CONTROL GENERATION 2 CONTROL VALVE BODY ASSEMBLY VALVE BODY ASSEMBLY 1. Control Solenoid Valve Support 2. Control Valve Body Bolt MS x 40.5 (Qty: 1) 3. Valve Channel Plate 4, Control Valve Channel Plate Spacer Plate Assembly 5. Valve Body Ball Check Valves (Qty: 6) §. Control Valve Body Copyright © 2015 ATSG Figure 26 16-10 AUTOMATIC TRANSMISSION SERVICE GROUP Page 19 of 29Technical Service Information GM 6T30/40/45/50 GENERATION I & II INFORMATION GENERATION 1 CONTROL VALVE BODY VALVE LOCATION AND IDENTIFICATION (Reverse and 4-5-6 Clutch Regulator Valve Train 1-2-3-4 Clutch Boost Valve Train 1-2-3-4 Clutch Regulator Valve Train 2-6 Clutch Regulator Valve Train Reverse Clutch Regulator Valve Train Clutch Piston Dam Feed Regulator Valve Train (Compensator Feed Reg Valve) TCC Regulator Apply Valve Train Clutch Select Valve Train Actuator Feed Limit Valve Train (0, Manual Valve Copyright © 2015 ATSG Figure 27 16-10 AUTOMATIC TRANSMISSION SERVICE GROUP Page 20 of 29Technical Service Information GM 6130/40/45/50 GENERATION I & II INFORMATION GENERATION 2 CONTROL VALVE BODY VALVE LOCATION AND IDENTIFICATION Low-Reverse and 4- Low-Reverse and 4- 1 1 utch Boost Valve Train - * added valve line-up 2 utch Regulator Valve Train 3 -4 Clutch Boost Valve Train 4. 1-2-3-4 Clutch Regulator Valve Train 5, 2-6 Clutch Regulator Valve Train 6 1 8 3-5 Reverse Clutch Regulator Valve Train Default Override Valve Train - New valve line-up, Compensator Reg Feed Eliminated** TCC Regulator Apply Valve Train 9. Clutch Select Valve Train 10, Actuator Feed Limit Valve Train 1. Manual Valve - * Material says this valve is made shorter with GEN 2, GEN 2 valve bodies obtained by ATSG did not have shorter manual valves, +++ Generation 2 re-designed the clutch regulator valves so that the exhaust backfill circuits are now used in place of the compensator feed regulator valve which in Generation | had dumped through a metered exhaust, The Default, Override Valve ensures a Reverse engagement regardless ofthe state of the solenoids, Copyright © 2015 ATSG Figure 28 16-10 AUTOMATIC TRANSMISSION SERVICE GROUP Page 21 of 29Technical Service Information GM 6T30/40/45/50 GENERATION I & Il INFORMATION, GENERATION 1 CONTROL VALVE GENERATION 2 CONTROL VALVE (CHANNEL PLATE ASSEMBLY CHANNEL PLATE ASSEMBLY 1, Channel Plate to Valve Body Spacer Plate Assembly 2. Valve Channel Plate 3. Control Valve Body Guide Pins Control Valve Body Spacer Pate Retainer Channel Plate to Valve Body Spacer Plate Assembly ‘Actuator Feed Accumulator Piston (Qty: 5) ‘Actuator Feed Accumulator Spring (Qty: 5) Variable Hi and 2-3-4 Cltch Housing Valve Ball Valve Channel Plate Control Valve Channel Plate Ball Spring Assembly Copyright © 2015 ATSG Figure 29 16-10 AUTOMATIC TRANSMISSION SERVICE GROUP Page 22 of 29Technical Service Information GM 6130/40/45/50 GENERATION I & I INFORMATION Generation 1 Control Valve Body Check Ball 1 364 Location and Identification Input - 4-5-6 Cl Fa.....- Output Input - D1-6, Output - ‘Output = 4. Comp, Feed Input -3-5-R. ‘Output - 3-5-R Feed/Exh BF 5. Actuator Fd Lim. ‘Output - R1/4-5-6 Feed 6. Actuator Fd Lm. Output -3-5-R Cluteh Generation 2 Control Valve Body Check Ball Location and Identification Input - 4-5-6 C1 Fd Input - D1-6, Output - Drive Auxiliary Line Output - Line Copyright © 2015 ATSG Figure 30 AUTOMATIC TRANSMISSION SERVICE GROUP 16-10 Page 23 of 29Technical Service Information GM 6T30/40/45/50 GENERATION I & Il INFORMATION Generation 2 Control Channel Plate Accumulator and Check Valve Location and Identification fh PCS Accumulator Clutch PCS Accumulator 6 Clutch PCS Accumulator 6. Exhaust Backfill Blow Off Ball Assembly 7. Exhaust Backfill Air Bleed Capsule Copyright © 2015 ATSG Figure 31 16-10 AUTOMATIC TRANSMISSION SERVICE GROUP Page 24 of 29Technical Service Information GM 67T30/40/45/50 GENERATION I & Il INFORMATION ‘Transmission Adaptive Values Learn: - The TCM commands pressure to the clutches to lear the transmission adaptive values. As the procedure is being performed, the scan tool provides operator instructions. ~ Test may not start or may abort for the following conditions - Transmission fluid temperature outside required parameters (See figure 13) - Brakes and brake switch must function properly. ~ Closed throttle and engine speed increases above 1500 RPM. -Park/neutral position switch must be properly adjusted and functioning. - Line pressure control is able to command 1,000 kPa (145 psi). - Vehicle must be stopped. - Vehicle must not be vibrating excessive. “Transmission Adapt Pressure Reset EE ary Copyright © 2015 ATSG Figure 32 AUTOMATIC TRANSMISSION SERVICE GROUP 16-10 Page 25 of 29Technical Service Information GM 6130/40/45/50 GENERATION I & Il INFORMATION TRANSMISSION FLUID FILL SPECIFICATIONS AND PROCEDURES. ‘Transmission Fluid Level and Condition Check ‘This procedure checks both the transmission fluid level, as well as the condition of the fluid itself. Caution: Use Dexron V1 transmission fluid only. Failure to use the proper fluid may result in transmission internal damage. Note: Ensure the transmission has enough fluid in it to safely start the vehicle without damaging the transmission, With the vehicle off and the transmission fluid temperature at approximately 20-25°C (68-77°F) there must be at least enough fluid to drain out of the fluid level hole. This will ensure that there is enough fluid in the sump to fill the components once the vehicle is started, Non Dipstick Level Checking Procedure 1. Startthe engine. 2. Depress the brake pedal and move the shift lever through each gear range, pausing for about 3 seconds in each range. Then move the shift lever back to PARK (P). 3. Allow the engine to idle 500-800 rpm forat least 3 minutes to allow any fluid foaming to dissipate and the fluid level to stabilize. Release the brake pedal. Note: If the TFT reading is not at the required temperature, allow the vehicle to cool, or operate the vehicle until the appropriate TFT is reached. If the fluid temperature is below the specified range, perform the following procedure to raise the fluid temperature to the specification. Drive the vehicle in second gear until the fluid temperatures at the specified temperature. 4, Keep the engine running and observe the transmission fluid temperature (TFT) using the Driver information Center ora scan tool. (Caution: The transmission fluid level must be checked when the transmission fluid temperature (TFT) is at 85- 95°C (185-203°F). Ifthe TFT is not at this temperature, operate the vehicle or allow the fluid to cool as required, Setting the fluid level with a TFT outside this temperature will result in either an under or over-filled transmission. TFT 95°C under-filled, TFT 85°C over- filled. An under-filled transmission will cause premature component wear or damage. An over-filled transmission will cause fluid to discharge out the vent tube, fluid foaming, or pump cavitation. 5. Raise the vehicle on a hoist. The vehicle must be level, with the engine running and the shift lever in the PARK range. 6. While the vehicle is idling, remove the oil level set plug. Allow any fluid to drain. Copyright © 2015 ATS Figure 33 16-10 AUTOMATIC TRANSMISSION SERVICE GROUP Page 26 of 29Technical Service Information GM 6T30/40/45/50 GENERATION I & I INFORMATION TRANSMISSION FLUID FILL SPECIFICATIONS AND PROCEDURES Oil Level Plug If the fluid is flowing as a steady stream, wait until the fluid begins to drip. Ifno fluid comes out, add fluid until fluid drips out. 7. Inspect the fluid color. The fluid should be red or dark brown. Ifthe fluid color is very dark or black and has a burt odor, inspect the fluid for excessive metal particles or other debris. A small amount of “friction” material is a “normal” condition. If large pieces and/or metal particles are noted in the fluid, flush the oil cooler and cooler lines and overhaul the transmission. If there are no signs of transmission internal damage noted, replace the fluid, repair the oil cooler, and flush the cooler lines. Fluid that is cloudy or milky or appears to be contaminated with water indicates engine coolant or water contamination. 8, Inspect forexternal leaks. 9 If the fluid was changed, reset the transmission oil life monitor ifapplicable, 6T30/40/45/50 Warning - ‘The engine must be running when the 7 transmission fluid fill plug is removed, or excessive fluid loss will occur. Transmission fluid may be hot. Since the actual fluid levels unknown, stand clear when removing the fillplug, Mavea container ready to capture any lost Muid. Do not turn the engine off with the fill plig removed, as you ean bbe injured by hot transmission fluid being expelled out of the oilfillopening Capacities are approximate 8.0 liters (8.45 quarts) DEXRON-VI Automatic Transmission Fluid. Copyright © 2015 ATSG Figure 34 1610 AUTOMATIC TRANSMISSION SERVICE GROUP Page 27 of 29Technical Service Information GM 6130/40/45/50 GENERATION I & Il INFORMATION TRANSMISSION FLUID FILL SPECIFICATIONS AND PROCEDURES. Fluid Level Control Valve The fluid level control valve is attached to the transmission case, next to the control valve body assembly, and is designed to control the fluid level in the control valve body cover assembly. The fluid level control valve contains a temperature sensitive strip of metal that reacts to fluid temperature changes and opens or closes a fluid passage, at temperatures below 60°C (140°F), the thermostatic element allows fluid to drain from the control valve body cover area into the case sump. As the temperature of the transmission fluid increases, the thermostatic element traps fluid in the control valve body cover area and the fluid level rises. ‘The maximum fluid level in the control valve body cover area is controlled as fluid overflows the top of the fluid level control valve pipe and drains into the case sump. This level of transmission fluid is required in order to ‘maintain the operation of the hydraulic system in the transmission, It should be noted that when checking the fluid level in a Hydra-matic 6140/45 transmission, the fluid temperature must be at operating temperature in order to obtain a proper fluid level in the case sump. Checking the fluid level with the fluid temperature below operating temperature will result in a too low fluid level. Adamaged or loose thermostatic element could cause fluid foaming or incorrect fluid level. Copyright © 2015 ATSG Figure 35 16-10 AUTOMATIC TRANSMISSION SERVICE GROUP Page 28 of 29Technical Service Information GM 6130/40/45/50 GENERATION I & I INFORMATION Copyright © 2015 ATSG Figure 36 16-10 AUTOMATIC TRANSMISSION SERVICE GROUP Page 29 of 29