SM1317EN

Service
Manual

Allison Transmission
AUTOMATIC MODELS

MT 640, MT(B) 643

MT 650, MT(B) 653

AUGUST 1996
REVISED 199907

Division of General Motors Corporation

P.O. Box 894 Indianapolis, Indiana 46206-0894

Printed in the U.S.A. Copyright © 1996 General Motors Corp.

 INTRODUCTION

TRADEMARK USAGE
The following trademarks are the property of the companies indicated:
• Amojell® is a registered trademark of the Amoco Oil Company.
• DEXRON® is a registered trademark of General Motors Corporation.
• Biobor® JF is the registered trademark for a biological inhibitor manufactured by U.S. Borax
and Chemical Corporation.
• Dykem® is a registered trademark of the Dykem Company.
• Loctite® is a registered trademark of the Loctite Corporation.
• Teflon® is a registered trademark of the DuPont Corporation.
• Permatex® is a registered trademark of the Loctite Corporation.

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

ii Copyright © 1996 General Motors Corp.

 IMPORTANT SAFETY NOTICE

IT IS YOUR RESPONSIBILITY to be completely familiar with the Warnings and Cau-

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

WARNINGS, CAUTIONS, AND NOTES

Three types of headings are used in this manual to attract your attention:

WARNING!
is used when an operating procedure, practice,
etc., which, if not correctly followed, could result
in personal injury or loss of life.

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

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

Copyright © 1996 General Motors Corp. iii

 LIST OF WARNINGS
This manual contains the following Warnings —

IT IS YOUR RESPONSIBILITY TO BE FAMILIAR WITH ALL OF THEM.

• When checking the transmission fluid level, be sure that the parking brake and/
or emergency brakes are set and properly engaged, and the wheels are blocked.
Unexpected and possible sudden movement may occur if these precautions are
not taken.
• While conducting a stall check, the vehicle must be positively prevented from
moving. Apply the parking and service brake, and block the wheels securely.
Warn personnel to keep clear of the vehicle and its travel path. Failure to do so
can cause serious injury.
• Do not burn discarded Teflon® seals; toxic gases are produced by burning.
• Never dry bearings with compressed air. A spinning bearing can disintegrate
allowing balls or rollers to become lethal flying projectiles. Also, spinning a
bearing without lubrication can damage the bearing.
• Do not position the transmission so that its rear end is lower than its front end.
The components in the rear of the transmission are not secured. These
components could fall out and cause personal injury and/or damage to the parts.
• Certain control valve body components are spring-loaded and must be
restrained while retaining pins or bolts are removed.
• The main-pressure regulator valve spring is under approximately 65 lbs (290 kN)
compression.
• Hydraulic fluid under 40 psi (280 kPa) pressure may be trapped in the output
retarder accumulators. Personal injury can occur if this pressure is accidently
released.
• Accumulator piston springs are highly compressed. Use extreme caution during
removal of the accumulator cover. Personal injury can occur if the bolts are
removed without properly relieving the spring force.
• The retarder piston return spring is highly compressed. Use extreme caution
during removal of the spring. Personal injury can occur if proper removal
procedures are not followed.

iv Copyright © 1996 General Motors Corp.

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
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Section 1. GENERAL INFORMATION
1–1. SCOPE OF MANUAL
a. Coverage . . . . . . . . . . . . . . . . . . . . . . . . . .1–1
b. Illustrations . . . . . . . . . . . . . . . . . . . . . . . .1–1
c. Maintenance Information . . . . . . . . . . . . .1–1
1–2. SUPPLEMENTARY INFORMATION . . . .1–1
1–3. ORDERING PARTS
a. Transmission Nameplate . . . . . . . . . . . . .1–1
b. Parts Catalog. . . . . . . . . . . . . . . . . . . . . . .1–1
1–4. GENERAL DESCRIPTION
a. Number of Speeds . . . . . . . . . . . . . . . . . .1–1
b. Torque Converter and Lockup Clutch . . .1–1
c. Planetary Gearing, Clutches . . . . . . . . . . .1–6
d. Output Retarder . . . . . . . . . . . . . . . . . . . .1–6
1–5. OPERATING INSTRUCTIONS . . . . . . . . . .1–6
1–6. SPECIFICATIONS AND DATA . . . . . . . . .1–6
Section 2. DESCRIPTION AND OPERATION
2–1. SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2–1
2–2. DESIGNATION OF CLUTCHES AND
PLANETARY GEAR SETS
a. Clutch Designations . . . . . . . . . . . . . . . . .2–1
b. Planetary Gear Set Designations . . . . . . .2–1
2–3. MOUNTING
a. To Engine . . . . . . . . . . . . . . . . . . . . . . . . .2–1
b. To Vehicle . . . . . . . . . . . . . . . . . . . . . . . .2–1
c. Output Retarder Mount. . . . . . . . . . . . . . .2–2
2–4. INPUT DRIVE . . . . . . . . . . . . . . . . . . . . . . . .2–2
2–5. TRANSMISSION HOUSING . . . . . . . . . . . .2–2
2–6. TORQUE CONVERTER
a. Description . . . . . . . . . . . . . . . . . . . . . . . .2–2
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . .2–2
2–7. LOCKUP CLUTCH
a. Description . . . . . . . . . . . . . . . . . . . . . . . .2–2
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . .2–3
2–8. OIL PUMP ASSEMBLY
a. Description . . . . . . . . . . . . . . . . . . . . . . . .2–3
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . .2–3
2–9. OIL PUMP AND FRONT SUPPORT
ASSEMBLY. . . . . . . . . . . . . . . . . . . . . . . . . .2–3
2–10. FORWARD CLUTCH AND TURBINE SHAFT
a. Description . . . . . . . . . . . . . . . . . . . . . . . .2–3
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . .2–3
Copyright © 1996 General Motors Corp.
Paragraph Page
2–11. FOURTH CLUTCH
a. Description . . . . . . . . . . . . . . . . . . . . . . . 2–4
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . 2–4
2–12. THIRD CLUTCH, CENTER SUPPORT, AND
SECOND CLUTCH
a. Description . . . . . . . . . . . . . . . . . . . . . . . 2–4
b. Operation of Third Clutch . . . . . . . . . . . 2–4
c. Operation of Second Clutch . . . . . . . . . . 2–5
2–13. FIRST CLUTCH
a. Description . . . . . . . . . . . . . . . . . . . . . . . 2–5
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . 2–5
2–14. PLANETARY GEAR UNIT
a. Description . . . . . . . . . . . . . . . . . . . . . . . 2–5
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . 2–6
2–15. LOW CLUTCH (MT 650, 653 Only)
a. Description . . . . . . . . . . . . . . . . . . . . . . . 2–6
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . 2–6
2–16. LOW PLANETARY GEARING
(MT 650, 653 Only)
a. Description . . . . . . . . . . . . . . . . . . . . . . . 2–7
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . 2–7
2–17. GOVERNOR DRIVE
a. Description (MT 650, 653). . . . . . . . . . . 2–7
b. Description (MTB 653) . . . . . . . . . . . . . 2–7
c. Operation . . . . . . . . . . . . . . . . . . . . . . . . 2–7
2–18. SPEEDOMETER DRIVE/SPEED
SENSOR WHEEL
a. Description . . . . . . . . . . . . . . . . . . . . . . . 2–7
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . 2–7
2–19. MODULATOR
a. Vacuum Modulator. . . . . . . . . . . . . . . . . 2–8
b. Mechanical Modulator . . . . . . . . . . . . . . 2–8
c. Electric Modulator . . . . . . . . . . . . . . . . . 2–8
2–20. CONTROL VALVE ASSEMBLIES
a. Description . . . . . . . . . . . . . . . . . . . . . . . 2–8
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . 2–8
2–21. OIL PAN AND FILTER
a. Description . . . . . . . . . . . . . . . . . . . . . . . 2–8
b. Function . . . . . . . . . . . . . . . . . . . . . . . . . 2–8
v
 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
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2–22. REAR COVER 2–27. TORQUE PATHS THROUGH THE

a. Description . . . . . . . . . . . . . . . . . . . . . . . .2–9 TRANSMISSION
b. Function . . . . . . . . . . . . . . . . . . . . . . . . . .2–9 a. Converter Operation . . . . . . . . . . . . . . . 2–17
b. Lockup Operation . . . . . . . . . . . . . . . . . 2–17
2–23. OUTPUT RETARDER
a. Description . . . . . . . . . . . . . . . . . . . . . . . .2–9 c. Neutral Operation (MT 640, 643) . . . . 2–18
b. Function . . . . . . . . . . . . . . . . . . . . . . . . . .2–9 d. First Range Operation
(MT 640, 643) . . . . . . . . . . . . . . . . . . . 2–19
2–24. HYDRAULIC SYSTEM e. Second Range Operation
a. System Functions . . . . . . . . . . . . . . . . . . .2–9 (MT 640, 643) . . . . . . . . . . . . . . . . . . . 2–20
b. System Schematics . . . . . . . . . . . . . . . . . .2–9 f. Third Range Operation
c. Filter, Pump Circuit . . . . . . . . . . . . . . . . .2–9 (MT 640, 643) . . . . . . . . . . . . . . . . . . . 2–21
d. Main-Pressure Circuit (Red). . . . . . . . . . .2–9 g. Fourth Range Operation
e. Converter-In (Yellow), Converter-Out (MT 640, 643) . . . . . . . . . . . . . . . . . . . 2–22
(Orange), Lubrication (Green) h. Reverse Range Operation
Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . .2–10 (MT 640, 643) . . . . . . . . . . . . . . . . . . . 2–23
f. Selector Valve, Forward Regulator i. Neutral Operation (MT 650, 653) . . . . 2–24
Circuit (Red and Blue) — MT 640, 643 . . .2–10 j. First Range Operation
g. Selector Valve, Forward Regulator (MT 650, 653) . . . . . . . . . . . . . . . . . . . 2–25
Circuit (Red and Blue) — MT 650, 653 . . .2–10
k. Second Range Operation
h. Governor Circuit (Green and White) . . .2–10 (MT 650, 653) . . . . . . . . . . . . . . . . . . . 2–26
i. Modulator Pressure Circuit (Red and
l. Third Range Operation
Green) . . . . . . . . . . . . . . . . . . . . . . . . . . .2–11
(MT 650, 653) . . . . . . . . . . . . . . . . . . . 2–27
j. Trimmer Regulator Valve (Green and
m. Fourth Range Operation
Yellow) . . . . . . . . . . . . . . . . . . . . . . . . . .2–12
(MT 650, 653) . . . . . . . . . . . . . . . . . . . 2–28
k. Trimmer Valves . . . . . . . . . . . . . . . . . . .2–12
n. Fifth Range Operation
l. Lockup Circuit . . . . . . . . . . . . . . . . . . . .2–12
(MT 650, 653) . . . . . . . . . . . . . . . . . . . 2–29
m. Priority Valve . . . . . . . . . . . . . . . . . . . . .2–13
o. Reverse Range Operation
n. 2–1 Inhibitor Valve — MT 650, 653 . . .2–13
(MT 650, 653) . . . . . . . . . . . . . . . . . . . 2–30
o. Clutch Circuits, Hold Regulator
Circuits, Drive Ranges . . . . . . . . . . . . . .2–13
p. Automatic Upshifts. . . . . . . . . . . . . . . . .2–15 Section 3. PREVENTIVE MAINTENANCE
q. Automatic Downshifts . . . . . . . . . . . . . .2–15
3–1. SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–1
r. Downshift and Reverse Inhibiting . . . . .2–15
3–2. INSPECTION AND CARE . . . . . . . . . . . . . 3–1
2–25. RETARDER HYDRAULIC CIRCUIT
COMPONENTS 3–3. IMPORTANCE OF PROPER
a. Circuit Schematic . . . . . . . . . . . . . . . . . .2–15 TRANSMISSION FLUID LEVEL
b. Priority Valve . . . . . . . . . . . . . . . . . . . . .2–15 a. Effects of Improper Fluid Level . . . . . . . 3–1
c. Driver Retarder Control . . . . . . . . . . . . .2–16 b. Foaming and Aerating . . . . . . . . . . . . . . 3–1
d. Retarder Valve . . . . . . . . . . . . . . . . . . . .2–16
3–4. DIPSTICK MARKINGS . . . . . . . . . . . . . . . 3–1
e. Cutoff Valve . . . . . . . . . . . . . . . . . . . . . .2–16
f. Retarder Pressure Regulator Valve . . . .2–16 3–5. TRANSMISSION FLUID LEVEL CHECK
g. Charging Valve. . . . . . . . . . . . . . . . . . . .2–16 PROCEDURE
a. Preparation . . . . . . . . . . . . . . . . . . . . . . . 3–2
2–26. RETARDER HYDRAULIC CIRCUIT
b. Cold Check . . . . . . . . . . . . . . . . . . . . . . . 3–2
FUNCTION
c. Hot Check . . . . . . . . . . . . . . . . . . . . . . . . 3–3
a. Retarder Valve Off (Vehicle Moving) . . .2–16
b. Retarder Valve Partially Applied . . . . . .2–16 3–6. KEEPING TRANSMISSION FLUID
c. Retarder Valve Fully Applied . . . . . . . .2–17 CLEAN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–4

vi Copyright © 1996 General Motors Corp.

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
Paragraph Page
3–7. TRANSMISSION FLUID
RECOMMENDATIONS
a. Recommended Automatic Transmission
Fluid and Viscosity Grade . . . . . . . . . . . .3–4
3–8. TRANSMISSION FLUID AND FILTER
CHANGE INTERVALS . . . . . . . . . . . . . . . .3–4
3–9. TRANSMISSION FLUID CONTAMINATION
a. Examine at Fluid Change . . . . . . . . . . . . .3–5
b. Metal Particles . . . . . . . . . . . . . . . . . . . . .3–5
c. Coolant Leakage . . . . . . . . . . . . . . . . . . . .3–5
d. Auxiliary Filter . . . . . . . . . . . . . . . . . . . . .3–6
3–10. TRANSMISSION FLUID AND FILTER
CHANGE PROCEDURES
a. Fluid Change Procedure (Standard
Configuration, 4.3 and 5.1 Inch Pan) . . . .3–6
b. Fluid Change Procedure (External
Access Heavy-Duty Configuration,
7.14 Inch Pan). . . . . . . . . . . . . . . . . . . . . .3–8
c. Governor Filter Change Procedures . . . . .3–8
3–11. BREATHER. . . . . . . . . . . . . . . . . . . . . . . . .3–10
3–12. LINKAGE
a. Shift Selector Lever and Control
Linkage . . . . . . . . . . . . . . . . . . . . . . . . . .3–10
b. Mechanical Actuator Adjustment. . . . . .3–11
c. Other Linkage Adjustments . . . . . . . . . .3–11
3–13. ADJUSTMENT OF SHIFT POINTS
a. Calibrated on Test Stand or in Vehicle . . .3–11
b. Location of Adjusting Components . . . .3–11
c. Checks Before Adjusting Shift Points. . . . .3–11
d. Calibration by Road Test Method . . . . .3–12
e. Calibration by Speedometer Readings
Method . . . . . . . . . . . . . . . . . . . . . . . . . .3–12
f. Calibration by Test Stand Method . . . . .3–12
3–14. OIL COOLER . . . . . . . . . . . . . . . . . . . . . . .3–26
3–15. TRANSMISSION STALL TEST
a. Purpose . . . . . . . . . . . . . . . . . . . . . . . . . .3–26
b. Stall Test Preparation . . . . . . . . . . . . . . .3–27
c. Stall Test Procedures — Vehicles
Without Smoke-Controlled Engines . . .3–27
Copyright © 1996 General Motors Corp.
Paragraph Page
d. Stall Test Procedures — Vehicles
With Smoke-Controlled Engines . . . . . 3–27
e. Neutral Cool-Down Check Procedure. . . 3–28
f. Results. . . . . . . . . . . . . . . . . . . . . . . . . . 3–28
3–16. PRESERVATION AND STORAGE
a. Storage, New Transmissions . . . . . . . . 3–28
b. Preservation Methods . . . . . . . . . . . . . . 3–28
c. Storage, One Year — Without
Transmission Fluid . . . . . . . . . . . . . . . . 3–28
d. Storage, One Year — With
Transmission Fluid . . . . . . . . . . . . . . . . 3–28
e. Restoring Transmission to Service. . . . 3–29
3–17. REPLACEMENT OF COMPONENTS WHILE
TRANSMISSION IS IN THE VEHICLE
CHASSIS
a. Replacement of Selector Shaft Seal . . . 3–29
b. Removal of Output Flange . . . . . . . . . . 3–30
c. Removal of Dust Shield and Output
Shaft Seal . . . . . . . . . . . . . . . . . . . . . . . 3–30
d. Removal of Output Shaft Bearing . . . . 3–30
e. Removal of Governor and Speedometer
Drive Gear . . . . . . . . . . . . . . . . . . . . . . 3–31
f. Install Governor and Speedometer Drive
Gears, Rear Bearing, Oil Seal, and Dust
Shield . . . . . . . . . . . . . . . . . . . . . . . . . . 3–31
g. Installation of Output
Flange — MT 640, 643 . . . . . . . . . . . . 3–31
h. Installation of Output Flange —
MTB 643, MT(B) 650, 653 . . . . . . . . . 3–33
3–18. TROUBLESHOOTING — BEFORE
REMOVAL OR OPERATION OF
TRANSMISSION . . . . . . . . . . . . . . . . . . . 3–33
3–19. TROUBLESHOOTING — BEFORE
REMOVAL AND DURING OPERATION
a. Determine Cause of Trouble . . . . . . . . 3–33
b. Proper Engine Tuning. . . . . . . . . . . . . . 3–33
3–20. OUTPUT RETARDER TROUBLE-
SHOOTING — BEFORE REMOVAL
a. High Speed Mode Pressure Function
Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–33
b. Static Mode Pressure Function Test. . . 3–34
3–21. TROUBLESHOOTING — TRANSMISSION
REMOVED FROM VEHICLE . . . . . . . . . 3–34
vii
 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
Paragraph Page
3–22. TROUBLESHOOTING PROCEDURES
a. Troubleshooting Information . . . . . . . . .3–34
b. Fluid Pressures . . . . . . . . . . . . . . . . . . . .3–34
c. Increasing Pump Volume . . . . . . . . . . . .3–34
Section 4. GENERAL OVERHAUL
INFORMATION
4–1. SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4–1
4–2. TOOLS AND EQUIPMENT
a. Improvised Tools and Equipment . . . . . .4–1
b. Special Tools . . . . . . . . . . . . . . . . . . . . . .4–1
c. Mechanic’s Tools, Shop Equipment . . . .4–1
4–3. REPLACEMENT PARTS
a. Ordering Information . . . . . . . . . . . . . . . .4–2
c. Parts Normally Replaced . . . . . . . . . . . . .4–2
4–4. CAREFUL HANDLING . . . . . . . . . . . . . . . .4–2
4–5. CLEANING AND INSPECTION
a. Dirt-Free Assembly . . . . . . . . . . . . . . . .4–12
b. Cleaning Parts. . . . . . . . . . . . . . . . . . . . .4–12
c. Cleaning Bearings. . . . . . . . . . . . . . . . . .4–12
d. Inspecting Bearings . . . . . . . . . . . . . . . .4–12
e. Keeping Bearings Clean . . . . . . . . . . . . .4–12
f. Inspecting Cast Parts, Machined
Surfaces. . . . . . . . . . . . . . . . . . . . . . . . . .4–12
g. Inspecting Bushings, Thrust Washers . . . .4–13
h. Inspecting Oil Seals, Gaskets . . . . . . . . .4–13
i. Inspecting Gears . . . . . . . . . . . . . . . . . . .4–13
j. Inspecting Shafts. . . . . . . . . . . . . . . . . . .4–14
k. Inspecting Splined Parts . . . . . . . . . . . . .4–14
l. Inspecting Threaded Parts . . . . . . . . . . .4–14
m. Inspecting Snaprings . . . . . . . . . . . . . . .4–15
n. Inspecting Springs . . . . . . . . . . . . . . . . .4–15
o. Inspecting Clutch Plates . . . . . . . . . . . . .4–15
p. Inspecting Swaged, Interference-Fit
Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . .4–15
q. Inspecting Balls in Clutch Housings . . . .4–15
r. Inspecting Seal Contact Surfaces . . . . . .4–15
4–6. ASSEMBLY PROCEDURES
a. Clutches, Pistons. . . . . . . . . . . . . . . . . . .4–15
b. Parts Lubrication. . . . . . . . . . . . . . . . . . .4–15
viii Copyright © 1996 General Motors Corp.
Paragraph Page
c. External Pipe Plugs, Hydraulic
Fittings . . . . . . . . . . . . . . . . . . . . . . . . . 4–15
d. Oil-Soluble Grease . . . . . . . . . . . . . . . . 4–16
e. Lip-Type Seals . . . . . . . . . . . . . . . . . . . 4–16
f. Butt-Joint Sealrings . . . . . . . . . . . . . . . 4–16
g. Interference-Fit Parts . . . . . . . . . . . . . . 4–17
h. Sleeve-Type Bearings and Bushings . . 4–17
i. Bearings (Ball or Roller) . . . . . . . . . . . 4–17
j. Clutch Snaprings. . . . . . . . . . . . . . . . . . 4–17
4–7. REMOVING (OR INSTALLING)
TRANSMISSION
a. Drain Transmission Fluid . . . . . . . . . . . 4–17
b. Check Linkages and Lines . . . . . . . . . . 4–17
c. Retain Torque Converter . . . . . . . . . . . 4–17
d. Clean Transmission . . . . . . . . . . . . . . . 4–17
e. Transmission Installation . . . . . . . . . . . 4–18
4–8. WEAR LIMITS . . . . . . . . . . . . . . . . . . . . . 4–18
4–9. SPRING SPECIFICATIONS. . . . . . . . . . . 4–18
4–10. TORQUE SPECIFICATIONS. . . . . . . . . . 4–18
4–11. SELECTIVE PARTS . . . . . . . . . . . . . . . . . 4–18
Section 5. DISASSEMBLY OF
TRANSMISSION
5–1. SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–1
5–2. GENERAL INFORMATION . . . . . . . . . . . 5–1
5–3. MOUNTING TRANSMISSION IN HOLDING
FIXTURE OR OVERHAUL STAND. . . . . 5–1
a. Mounting of Transmission in Table-
Mounted Holding Fixture . . . . . . . . . . . . 5–1
b. Mounting of Transmission in Overhaul
Stand . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–1
5–4. PREPARATION FOR DISASSEMBLY
(MTB Series Only)
a. Relieving Trapped Hydraulic Pressure. . 5–1
b. Removing Hose Assemblies, Fittings,
and Brackets . . . . . . . . . . . . . . . . . . . . . . 5–2
5–5. REMOVAL OF TORQUE CONVERTER, OIL
PAN, AND FILTER
a. Removal of Torque Converter . . . . . . . . 5–2
b. Removal of Oil Pan and Filter (Standard
Configuration). . . . . . . . . . . . . . . . . . . . . 5–2
c. Removal of Oil Pan and Filter (Heavy-
Duty Configuration) . . . . . . . . . . . . . . . . 5–3
 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
Paragraph Page
5–6. REMOVAL OF HYDRAULIC COMPONENTS
(MT(B) 640, 643)
a. Modulated Lockup Valve Body . . . . . . . .5–3
b. Tube Adapter . . . . . . . . . . . . . . . . . . . . . .5–4
c. Control Valve Assembly . . . . . . . . . . . . .5–4
5–7. REMOVAL OF HYDRAULIC CONTROL
COMPONENTS (MT(B) 650, 653)
a. Modulated Lockup Valve Body . . . . . . . .5–4
b. Low Shift Valve Assembly . . . . . . . . . . .5–4
c. Control Valve Assembly . . . . . . . . . . . . .5–5
5–8. REMOVAL OF OIL PUMP AND FRONT
SUPPORT . . . . . . . . . . . . . . . . . . . . . . . . . . .5–5
5–9. REMOVAL OF FORWARD, FOURTH, AND
THIRD CLUTCHES, AND CENTER
SUPPORT
a. Forward Clutch . . . . . . . . . . . . . . . . . . . . .5–6
b. Fourth Clutch . . . . . . . . . . . . . . . . . . . . . .5–6
c. Third Clutch . . . . . . . . . . . . . . . . . . . . . . .5–6
d. Center Support . . . . . . . . . . . . . . . . . . . . .5–6
5–10. REMOVAL OF GOVERNOR, GEAR UNIT,
SECOND CLUTCH, AND FIRST CLUTCH
a. Governor . . . . . . . . . . . . . . . . . . . . . . . . . .5–7
b. Gear Unit . . . . . . . . . . . . . . . . . . . . . . . . .5–8
c. Second Clutch. . . . . . . . . . . . . . . . . . . . . .5–8
d. First Clutch . . . . . . . . . . . . . . . . . . . . . . . .5–8
5–11. REMOVAL OF GEAR UNIT, SECOND
CLUTCH, FIRST CLUTCH, AND
GOVERNOR (MTB 643, MT(B) 650, 653)
a. Gear Unit . . . . . . . . . . . . . . . . . . . . . . . . .5–8
b. Second Clutch. . . . . . . . . . . . . . . . . . . . . .5–8
c. First Clutch . . . . . . . . . . . . . . . . . . . . . . . .5–9
d. Governor . . . . . . . . . . . . . . . . . . . . . . . . . .5–9
5–12. REMOVAL OF REAR COVER (MT 640, 643,
650, 653)
a. Positioning . . . . . . . . . . . . . . . . . . . . . . . .5–9
b. MT 640, 643 Rear Cover . . . . . . . . . . . . .5–9
c. MT 650, 653 Rear Cover . . . . . . . . . . . . .5–9
5–13. REMOVAL OF OUTPUT RETARDER
(MTB 643, 653)
a. Retarder Control Valve Assembly . . . . .5–10
b. Retarder Housing . . . . . . . . . . . . . . . . . .5–10
c. Retarder Adapter Housing . . . . . . . . . . .5–12
Copyright © 1996 General Motors Corp.
Paragraph Page
5–14. REMOVAL OF LOW CLUTCH, LOW
PLANETARY, AND LOW GEAR ADAPTER
HOUSING (MT(B) 650, 653)
a. Low Clutch . . . . . . . . . . . . . . . . . . . . . . 5–12
b. Low Planetary Carrier . . . . . . . . . . . . . 5–12
c. Low Clutch Adapter Housing. . . . . . . . 5–12
Section 6. REBUILD OF SUBASSEMBLIES
6–1. SCOPE
a. Section . . . . . . . . . . . . . . . . . . . . . . . . . . 6–1
b. Procedures. . . . . . . . . . . . . . . . . . . . . . . . 6–1
6–2. GENERAL INFORMATION FOR REBUILD
OF SUBASSEMBLIES . . . . . . . . . . . . . . . . 6–1
6–3. TORQUE CONVERTER ASSEMBLY
a. Check the End Play. . . . . . . . . . . . . . . . . 6–1
b. Disassembly . . . . . . . . . . . . . . . . . . . . . . 6–2
c. Rebuilding Stator Assembly. . . . . . . . . . 6–4
d. Rebuilding Torque Converter Turbine
Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–6
e. Rework of Converter Pump Hub . . . . . . 6–8
f. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–8
6–4. MODULATED LOCKUP VALVE BODY
ASSEMBLY
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 6–10
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . 6–10
6–5. LOW SHIFT VALVE ASSEMBLY
(MT(B) 650, 653)
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 6–11
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . 6–11
6–6. CONTROL VALVE ASSEMBLY
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 6–11
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . 6–13
6–7. RETARDER CONTROL VALVE ASSEMBLY
(MTB Series Only)
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 6–15
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . 6–16
6–8. OIL PUMP AND FRONT SUPPORT
ASSEMBLY
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 6–16
b. Rework of Front Support Sealring
Grooves. . . . . . . . . . . . . . . . . . . . . . . . . 6–18
c. Assembly . . . . . . . . . . . . . . . . . . . . . . . 6–18
ix
 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
Paragraph Page
6–9. FORWARD CLUTCH AND TURBINE SHAFT
a. Disassembly . . . . . . . . . . . . . . . . . . . . . .6–23
b. Rework of Rotating Sealring Bore,
Forward Clutch . . . . . . . . . . . . . . . . . . . .6–24
c. Assembly . . . . . . . . . . . . . . . . . . . . . . . .6–26
6–10. FOURTH CLUTCH
a. Disassembly . . . . . . . . . . . . . . . . . . . . . .6–28
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . .6–28
6–11. CENTER SUPPORT ASSEMBLY
a. Disassembly . . . . . . . . . . . . . . . . . . . . . .6–30
b. Rework Center Support Anchor Bolt
Hole. . . . . . . . . . . . . . . . . . . . . . . . . . . . .6–30
c. Rework of Center Support for One
Piece Thrust Bearing Race Assembly. . .6–31
d. Rework of Non-Eccentric Center
Support to Eccentric Support . . . . . . . . . 6-31
e. Assembly . . . . . . . . . . . . . . . . . . . . . . . .6–32
6–12. GEAR UNIT AND MAIN SHAFT ASSEMBLY
(MT(B) 650, 653)
a. Disassembly . . . . . . . . . . . . . . . . . . . . . .6–34
b. Installing Replacement Sun Gear Shaft
Bushings . . . . . . . . . . . . . . . . . . . . . . . . .6–36
c. Assembly . . . . . . . . . . . . . . . . . . . . . . . .6–36
6–13. GEAR UNIT AND MAIN SHAFT ASSEMBLY
(MT 640, 643)
a. Disassembly . . . . . . . . . . . . . . . . . . . . . .6–39
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . .6–39
6–14. GEAR UNIT AND MAIN SHAFT ASSEMBLY
(MTB 643)
a. Disassembly . . . . . . . . . . . . . . . . . . . . . .6–41
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . .6–42
6–15. OUTPUT SHAFT (MT 650, 653)
a. Disassembly . . . . . . . . . . . . . . . . . . . . . .6–42
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . .6–43
6–16. REAR COVER ASSEMBLY (MT 650, 653)
a. Disassembly . . . . . . . . . . . . . . . . . . . . . .6–43
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . .6–45
6–17. REAR COVER ASSEMBLY (MT 640, 643)
a. Disassembly . . . . . . . . . . . . . . . . . . . . . .6–47
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . .6–47
x Copyright © 1996 General Motors Corp.
Paragraph Page
6–18. OUTPUT RETARDER HOUSING
(MTB 643, 653)
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 6–48
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . 6–49
6–19. RETARDER ADAPTER HOUSING
(MTB 643, 653)
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 6–52
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . 6–55
6–20. LOW CLUTCH ADAPTER HOUSING AND
FIRST CLUTCH PISTON (MT(B) 650, 653)
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 6–56
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . 6–57
6–21. TRANSMISSION HOUSING
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 6–57
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . 6–58
6–22. GOVERNOR
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 6–59
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . 6–59
6–23. CLUTCH STACK MEASUREMENT
a. Methods . . . . . . . . . . . . . . . . . . . . . . . . 6–59
b. Forward Clutch . . . . . . . . . . . . . . . . . . . 6–60
c. Fourth Clutch . . . . . . . . . . . . . . . . . . . . 6–60
d. Low Clutch — MT 650, 653 . . . . . . . . 6–60
e. First Clutch . . . . . . . . . . . . . . . . . . . . . . 6–60
f. Second and Third Clutches. . . . . . . . . . 6–61
6–24. PLANETARY CARRIER ASSEMBLIES
a. Assembly Inspection. . . . . . . . . . . . . . . 6–61
b. Removal of Pinion Components. . . . . . 6–62
c. Replacing Bushing in Front and Low
Planetary Carrier Assemblies . . . . . . . . 6–62
d. Rework Center Carrier for Non-Rotating
Thrust Washers . . . . . . . . . . . . . . . . . . . 6–65
e. Installation of Pinion Components . . . . 6–65
Section 7. ASSEMBLY OF TRANSMISSION
7–1. SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–1
7–2. GENERAL INFORMATION FOR
FINAL ASSEMBLY . . . . . . . . . . . . . . . . . . 7–1
7–3. INSTALLATION OF CLUTCHES, CENTER
SUPPORT, PLANETARY GEARING, AND
REAR COVER OR RETARDER
a. Selecting Center Support Snapring . . . . 7–1
b. Second Clutch Clearance . . . . . . . . . . . . 7–2
 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
Paragraph Page
c. Rear Cover — MT 640, 643. . . . . . . . . . .7–3
d. Output Retarder — MTB 643 . . . . . . . . .7–3
e. First Clutch Clearance — MT(B) 640,
643 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7–5
f. Low Clutch Clearance —
MT(B) 650, 653 . . . . . . . . . . . . . . . . . . . .7–6
g. Low Clutch Planetary — MT(B) 650,
653 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7–6
h. Rear Cover, Governor —
MT 650, 653 . . . . . . . . . . . . . . . . . . . . . . .7–8
i. Output Retarder — MTB 653 . . . . . . . . .7–9
j. First Clutch Clearance —
MT(B) 650, 653 . . . . . . . . . . . . . . . . . . .7–10
k. Gear Unit Assembly —
MT(B) 640, 643 . . . . . . . . . . . . . . . . . . .7–11
l. Gear Unit Assembly —
MT(B) 650, 653 . . . . . . . . . . . . . . . . . . .7–12
m. Second Clutch. . . . . . . . . . . . . . . . . . . . .7–12
n. Center Support . . . . . . . . . . . . . . . . . . . .7–12
o. Third Clutch Clearance. . . . . . . . . . . . . .7–13
p. Fourth Clutch . . . . . . . . . . . . . . . . . . . . .7–14
q. Forward Clutch and Turbine Shaft. . . . .7–14
7–4. INSTALLATION OF OIL PUMP AND
FRONT SUPPORT . . . . . . . . . . . . . . . . . . .7–15
7–5. INSTALLATION OF HYDRAULIC
CONTROL COMPONENTS
a. Control Valve Assembly —
MT(B) 640, 643 . . . . . . . . . . . . . . . . . . .7–16
b. Tube Adapter — MT(B) 640, 643 . . . . .7–17
c. Control Valve Assembly —
MT(B) 650, 653 . . . . . . . . . . . . . . . . . . .7–17
d. Low Shift Valve Body —
MT(B) 650, 653 . . . . . . . . . . . . . . . . . . .7–18
e. Valve Tubing — MT(B) 650, 653 . . . . .7–19
f. Modulated Lockup Valve Assembly . . .7–19
7–6. INSTALLATION OF OIL FILTER, PAN,
TORQUE CONVERTER
a. Oil Filter (Standard Configuration) . . . .7–20
b. Oil Pan . . . . . . . . . . . . . . . . . . . . . . . . . .7–20
c. Oil Filter Canister (Heavy-Duty
Configuration) . . . . . . . . . . . . . . . . . . . .7–21
d. Oil Pan and Filter (Heavy-Duty
Configuration) . . . . . . . . . . . . . . . . . . . .7–21
e. Torque Converter . . . . . . . . . . . . . . . . . .7–21
Copyright © 1996 General Motors Corp.
Paragraph Page
7–7. INSTALLING RETARDER EXTERNAL
COMPONENTS (MTB 643, 653)
a. Retarder Valve Body . . . . . . . . . . . . . . 7–22
b. Hose Assemblies, Fittings, and
Brackets . . . . . . . . . . . . . . . . . . . . . . . . 7–22
7–8. INSTALLING GOVERNOR AND
GOVERNOR COVER . . . . . . . . . . . . . . . . 7–23
7–9. INSTALLATION OF OUTPUT
COMPONENTS (MT 640, 643, 650, 653)
a. Governor and Speedometer Drive
Gears, Ring Bearing . . . . . . . . . . . . . . . 7–24
b. Oil Seal, Dust Shield . . . . . . . . . . . . . . 7–25
7–10. REMOVAL OF TRANSMISSION FROM
OVERHAUL STAND AND INSTALLATION
OF NEUTRAL START SWITCH
a. Supporting Transmission . . . . . . . . . . . 7–26
b. Installing PTO Cover . . . . . . . . . . . . . . 7–26
7–11. CHECKING SHIFT POINTS . . . . . . . . . . 7–27
7–12. POWER TAKEOFF COMPONENTS
a. Establishing PTO Backlash . . . . . . . . . 7–27
b. New Installation . . . . . . . . . . . . . . . . . . 7–27
Section 8. WEAR LIMITS AND SPRING DATA
8–1. WEAR LIMITS DATA
a. Maximum Variations . . . . . . . . . . . . . . . 8–1
b. Cleaning and Inspection . . . . . . . . . . . . . 8–1
8–2. SPRING DATA . . . . . . . . . . . . . . . . . . . . . . 8–1
Section 9. CUSTOMER SERVICE
9–1. OWNER ASSISTANCE . . . . . . . . . . . . . . . 9–1
9–2. SERVICE LITERATURE . . . . . . . . . . . . . . 9–2
xi
 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
LIST OF FOLDOUT ILLUSTRATIONS
(Back of Service Manual)
CROSS–SECTION VIEWS
Foldout

1 Model MT(B) 640, 643 Automatic Transmission

2 Model MT(B) 650, 653 Automatic Transmission

SCHEMATIC VIEWS
Foldout

3 Model MT(B) 640, 643 Transmission Hydraulic System

4 Model MT(B) 650, 653 Transmission Hydraulic System
5 Model MTB 643, 653 Output Retarder Hydraulic System

EXPLODED VIEWS
Foldout

6 Torque Converter and Lockup Clutch

7,A Oil Pump and Front Support Assembly
7,B Forward Clutch and Turbine Shaft Assembly
8,A Fourth Clutch Assembly
8,B Third Clutch, Center Support, and Second Clutch
9,A Gear Unit Assembly — MT(B) 640, 643
9,B Gear Unit Assembly — MT(B) 650, 653
10,A Transmission Housing, Standard Oil Filter and Oil Pan Configurations
10,B Heavy-Duty Oil Filter and Oil Pan Configuration
11,A First Clutch and Rear Planetary Ring Gears
11,B Low Clutch, Planetary, and Adapter Housing — MT(B) 650, 653
12,A Rear Cover Components — MT 640, 643
12,B Output Shaft and Rear Cover Components — MT 650, 653
13 Control Valve Body Assembly — MT(B) 640, 643
14 Control Valve Body Assembly — MT(B) 650, 653
15,A Modulated Lockup Valve Body Assembly
15,B Low Shift Valve Body Assembly — MT(B) 650, 653
16 Parking Brake Assemblies
17,A Retarder Accumulators and Governor
17,B Retarder Control Valve
18,A Retarder Housing
18,B Retarder Clutch
19,A MTB 643 Retarder Adapter
19,B MTB 653 Retarder Adapter

xii Copyright © 1996 General Motors Corp.

 Section 1 — GENERAL INFORMATION
1–1. SCOPE OF MANUAL
a. Coverage
1. This Service Manual describes the operation,
maintenance, and overhaul procedures for the
MT 640, MT(B) 643, MT 650, and MT(B) 653
Series automatic transmissions (Figures 1–1
through 1–8). Descriptions of the major com-
ponents of the transmissions, the function and
operation of the hydraulic system, wear limits,
and inspection procedures are included. Torque
specifications are given with each assembly
step and on the exploded view foldouts at the
back of this manual.
2. Because of similarities between models, in-
structions apply generally to all models. Where
procedures vary between models, instructions
identify specific models.
b. Illustrations. Overhaul procedures are illustrated
mainly by photographs. Line drawings are used to sup-
plement detailed assembly procedures; cross sections
show torque paths and the relationship of assembled
parts. Cross sections, color-coded hydraulic schemat-
ics, and exploded views are on foldouts at the back of
the manual. The foldouts may be opened for reference
while studying the text.
c. Maintenance Information. Each task outlined in
this Service Manual has been successfully accom-
plished by service organizations and individuals. It is
not expected that every service organization or indi-
vidual will possess the required special tooling, train-
ing, or experience to perform all the tasks outlined.
However, any task outlined herein may be performed
if the following conditions are met:
1. The organization or individual has the required
knowledge of the task through:
• Formal instruction in an Allison or
Distributor training facility.
• On-the-job instruction by an Allison or
Distributor representative.
• Experience in performing the task.
2. The work environment is suitable to prevent
contamination or damage to transmission parts
or assemblies.
Copyright © 1996 General Motors Corp.
3. Required tools and fixtures are available as
outlined in the Service Manual.
4. Reasonable and prudent maintenance prac-
tices are utilized.
NOTE:
Service organizations and individuals are encour-
aged to contact their local Allison Transmission Dis-
tributor for information and guidance on any of the
tasks outlined herein.
1–2. SUPPLEMENTARY INFORMATION
Supplementary information will be issued, as required,
to cover any improvements made after publication of
this manual. Check with your dealer or distributor to
ensure you have the latest information.
1–3. ORDERING PARTS
a. Transmission Nameplate. The nameplate (Fig-
ure 1–9) is located on the right-rear side of the trans-
mission. The nameplate shows the transmission serial
number, part number (assembly number), and model
designation, all three of which must be supplied when
ordering replacement parts or requesting service infor-
mation.
b. Parts Catalog. Do not order by illustration item
numbers on exploded views in this manual. All re-
placement parts should be ordered from your distribu-
tor or dealer. Parts are listed in the current Parts Cata-
log PC1316EN.
1–4. GENERAL DESCRIPTION
a. Number of Speeds. The MT(B) 640, 643 have
four forward speeds and one reverse. The MT(B) 650,
653 have five forward speeds and one reverse. Shifting
within the forward ranges selected by the operator is
fully automatic.
b. Torque Converter and Lockup Clutch. An
Allison three-element torque converter (Foldout 1 or
2) transmits power from the engine to the transmission
gearing. The torque converter serves as both a fluid
coupling and a torque multiplier. MT 600 Series
transmissions also include a lockup clutch in the
torque converter assembly.
1–1
 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS

BREATHER

TRANSMISSION
HOUSING
REAR COVER
MOUNTING PAD

PARKING BRAKE
MOUNTING PAD

OUTPUT SHAFT

NEUTRAL START
SWITCH PLUG
SPEEDOMETER
DRIVE OPENING
SELECTOR SHAFT

MAIN PRESSURE GOVERNOR COVER

GOVERNOR PRESSURE
GOVERNOR FILTER
FILL TUBE OPENING MODULATOR OIL PAN
ACTUATOR OPENING
H00042.01

Figure 1–1. Model MT 640 or MT 643 Automatic Transmission — Left-Rear View

TORQUE
TO COOLER PORT CONVERTER
PTO COVER

FROM
COOLER
PORT

NAMEPLATE
CONVERTER
RESTRAINING
DRAIN PLUG STRAP
FILL TUBE OPENING OIL PAN
H00041

Figure 1–2. Model MT 640 or MT 643 Automatic Transmission — Right-Front View

1–2 Copyright © 1996 General Motors Corp.

 GENERAL INFORMATION

TRANSMISSION HOUSING
ADAPTER HOUSING
BREATHER SPEEDOMETER
DRIVE OPENING

REAR COVER

FLANGE NUT

PARKING BRAKE
SELECTOR SHAFT MOUNTING PAD
GOVERNOR FILTER
NEUTRAL START
SWITCH PLUG GOVERNOR COVER

MAIN PRESSURE
MODULATOR
FILL TUBE OPENING ACTUATOR
OPENING
GOVERNOR PRESSURE
H00001.01

Figure 1–3. Model MT 650 or MT 653 Automatic Transmission — Left-Rear View

TO COOLER

MOUNTING PAD
PTO COVER

BRAKE MOUNTING
PAD

NAMEPLATE

FROM COOLER TORQUE

CONVERTER

DRAIN PLUG
OIL PAN
FILL TUBE OPENING H00002

Figure 1–4. Model MT 650 or MT 653 Automatic Transmission — Right-Front View

Copyright © 1996 General Motors Corp. 1–3

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS

TO RETARDER
CLUTCH
ADAPTER HOUSING FROM CONVERTER
RETARDER HOUSING

FROM EXTERNAL
FILTER TO LUBE

TO EXTERNAL FILTER

ACCUMULATOR
REGULATING VALVE ASSEMBLY

CHECK VALVE
RETARDER VALVE BODY H00003

Figure 1–5. Model MTB 643 Automatic Transmission — Right-Rear View

TO RETARDER CLUTCH

BREATHER
SPEEDOMETER PORT

OUTPUT FLANGE NUT

OUTPUT FLANGE

FILL TUBE
OPENING

GOVERNOR COVER
H00004

Figure 1–6. Model MTB 643 Automatic Transmission — Left-Rear View

1–4 Copyright © 1996 General Motors Corp.

 GENERAL INFORMATION
RETARDER CONTROL
AIR PRESSURE TO EXTERNAL
FILTER CONVERTER
MOUNTING RESTRAINING
PADS STRAP

CHECK
VALVE

FROM COOLER TO COOLER

PORT PORT
FROM EXTERNAL
FILTER TO LUBE
H00136.1

Figure 1–7. Model MTB 653 Automatic Transmission — Right-Front View

TO RETARDER CLUTCH
ADAPTER HOUSING
RETARDER HOUSING
FROM CONVERTER

REAR SUPPORT
MOUNTING PAD

FROM EXTERNAL FILTER

TO LUBE

TO EXTERNAL FILTER

REGULATING
VALVE ASSEMBLY
ACCUMULATOR RETARDER VALVE BODY
H00009

Figure 1–8. Model MTB 653 Automatic Transmission — Right-Rear View

Copyright © 1996 General Motors Corp. 1–5

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
d. Output Retarder. The MT 600 Series retarder
DIVISION OF
AGR
ICULTURA
provides power absorption to slow vehicle forward
GENERAL MOTORS D
L
IM
AN

motion. It is located at the rear of the transmission as

PL
E

EM
ILE AEROSPAC
UAW

ENT
CORPORATION

WORKERS
933
INDIANAPOLIS an integral part of the transmission (Foldout 1 or 2).

OB
OM

OF
UT AM
DA ERI
UNITE CA

INDIANA
The overall transmission length, from the flywheel
SERIAL NO. PART NO. housing mounting face to the output flange face, re-
mains essentially the same with the addition of the
XXXXX XXXXXXX
output retarder.
MODEL
NO. XX XXXX X
V01251 1–5. OPERATING INSTRUCTIONS
Figure 1–9. Transmission Nameplate
Refer to Operator’s Manual OM1334EN for operating
c. Planetary Gearing, Clutches. The MT(B) 640, instructions.
643 have three planetary gear sets that produce four for-
ward speeds and one reverse speed. The planetaries are
controlled by five hydraulically-actuated clutches. The 1–6. SPECIFICATIONS AND DATA
MT(B) 650, 653 have four planetary gear sets that pro-
duce five forward speeds and one reverse speed. The The specifications and data shown in Table 1–1 are ap-
planetaries are controlled by six hydraulically-actuated plicable to MT(B) 640, 643, 650, and 653 transmis-
clutches. All gearing is in constant mesh. sions.

Table 1–1. Specifications and Data

INPUT RATINGS — MT(B) 643/653
Value
Agricultural
Transit & Airport Emergency School Bus &
Parameter General Truck Hauler & Unit
Shuttle Bus Equipment Motorhome
Spreader
Input Speed
Maximum full load governed speed
— MT 643, 653 4000 4000 4000 4000 4000 rpm
Maximum full load governed speed
— MTB 643 3000 3000 3000 3000 3000 rpm
Minimum full load governed speed 2200 2200 2200 2200 2200 rpm
Minimum idle speed in drive 500 500 500 500 500 rpm
Input Power
Maximum net 250 (186) 210 (156) 250 (186) 250 (186) 250 (186) hp (kW)
Input Torque
Maximum net 640 (868) 590 (800) 640 (868) 640 (868) 640 (868) lb ft (N·m)
Turbine Torque
Maximum net 1210 (1640) 1210 (1640) 1210 (1640) 1210 (1640) 1210 (1640) lb ft (N·m)
Gross vehicle weight (GVW) 73280 (33240) 42000 (19051) 55000 (24948) 42000 (19051) 55000 (24948) lb (kg)
Gross combination vehicle weight (GCW) 73280 (33240) N/A N/A 42000 (19051) 80000 (36288) lb (kg)

1–6 Copyright © 1996 General Motors Corp.

 GENERAL INFORMATION
Table 1–1. Specifications and Data (cont’d)
Mounting:
Transmission to engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SAE 2 automotive flywheel housing
Transmission to vehicle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Two side mounting pads on input housing
(optional use)
Retarder to vehicle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Two top mounting pads or two rear mount-
ing pads
Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flexplate
Rotation (viewed from input):
Input. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Clockwise
Output (in forward ranges) . . . . . . . . . . . . . . . . . . . . . . . . . . Clockwise
Torque converter:
Type. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Single-stage, 3-element, multiphase
Stall torque ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TC 350-3.04:1; TC 360-2.86:1; TC 370-
2.40:1; TC 378-2.27:1; TC 380-1.82:1
Lockup clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Automatic in selected ranges
Drive range and sequences:
MT 640, 643 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Reverse, neutral 1–2–3–4, 1–2–3, 1–2, 1
MT 650, 653 (Third range hold option) . . . . . . . . . . . . . . . . Reverse, neutral 2–3–4–5, 2–3–4, 2–3, 1
MT 650, 653 (Second range hold option) . . . . . . . . . . . . . . . Reverse, neutral 2–3–4–5, 2–3–4, 2, 1
Drive range and shift control . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mechanical (external)
Shifting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hydraulic valve body (internal control)
Shift modulation:
Diesel models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air, mechanical, or electric
Gasoline models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vacuum or mechanical
Clutches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fluid-cooled, hydraulically-actuated, spring-
released, self-compensating for wear
Gearing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Planetary, straight-cut spur, constant mesh
Hydraulic System:
Initial Fill Refill After
Fluid capacity (excluding external circuits) . . . . . . . . . . . . . . . After Rebuild Servicing
U.S. Qts Liters U.S. Qts Liters
MT 640, 643 — 4.34 inch (110.2 mm) pan . . . . . . . . . . 21 20 12 11
MT 650, 653 — 5.10 inch (129.5 mm) pan . . . . . . . . . . 21 20 15 14
MTB 643 — 4.34 inch (110.2 mm) pan . . . . . . . . . . . . . 22 21 12 11
MTB 653 — 5.10 inch (129.5 mm) pan . . . . . . . . . . . . . 22 21 15 14

Fluid filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Integral full-flow replaceable paper element

filter or permanent sump screen
Cooling circuit filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Customer supplied full-flow filter with
bypass
Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine driven, positive displacement
Fluid type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEXRON®-III and Allison-approved C-4
Sump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Integral

Copyright © 1996 General Motors Corp. 1–7

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
Table 1–1. Specifications and Data (cont’d)
Temperatures*:
Sump (max intermittent) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 250˚F (121˚C)
Sump (min continuous) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100˚F ( 38˚C)
Converter-out (max intermittent) . . . . . . . . . . . . . . . . . . . . . . . . . 300˚F (149˚C)
Retarder operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 330˚F (165˚C)
Normal operation (sump) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160–200˚F (71–93˚C)
Normal operation (converter-out) . . . . . . . . . . . . . . . . . . . . . . . . 180–220˚F (82–104˚C)
Fluid pressures:

Forward drive range (vehicle brakes applied)

Engine rpm MT 640 MT 640, 643 MT 650 MT 650, 653

(prior to S/N 47020) (eff. with S/N 47020) (prior to S/N 47285) (eff. with S/N 47285)

125 psi min. 125 psi min. 125 psi min. 125 psi min.
600
(861 kPa) (861 kPa) (861 kPa) (861 kPa)

137–167 psi 158–200 psi 187–217 psi 158–200 psi

1200
(945–1151 kPa) (1089–1378 kPa) (1289–1496 kPa) (1089–1378 kPa)

Reverse drive range (vehicle brakes applied, driveline disconnected)

Engine rpm Main Pressure Reverse Pressure Lube Pressure

275–326 psi 275–326 psi 15 psi min.

2000
(1895–2245 kPa) (1895–2245 kPa) (103 kPa min.)

Speedometer drive:
Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tone wheel or spiral gear
MT 640, 643 drive gear data . . . . . . . . . . . . . . . . 5 and 8 tooth lh helix angle or 16-tooth tone wheel
MT 650, 653 drive gear data . . . . . . . . . . . . . . . . 7, 8, and 11 tooth lh helix angle or 16-tooth tone wheel
MTB 643, 653 drive gear data . . . . . . . . . . . . . . . 17 tooth lh helix angle
Driven gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Supplied by customer
Power takeoff:
Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Converter driven
Mounting flange . . . . . . . . . . . . . . . . . . . . . . . . . . SAE 6-bolt, one opening
Gear data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 pitch, 64 teeth, 20 degree pressure angle
Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Right side (viewed from rear)
Parking brake provision:
Drum type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 x 3 or 12 x 4
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 lb (23 kg)
Output retarder models . . . . . . . . . . . . . . . . . . . . . None
Output flange. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Supplied by customer

* Temperature gauge kit available in Parts Catalog PC1316EN.

1–8 Copyright © 1996 General Motors Corp.

 GENERAL INFORMATION
Table 1–1. Specifications and Data (cont’d)
Dry weight (less parking brake):
MT 640, 643 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 510 lb (231 kg)
MT 650, 653 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 602 lb (273 kg)
MTB 643 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 638 lb (289 kg)
MTB 653 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 730 lb (331 kg)

TRANSMISSION RATIOS (Mechanical**):

MT(B) 640, 643

Range Clutch(es) Engaged Ratio
Neutral First 0
First Forward and first 3.58:1
Second Forward and second 2.09:1
Third Forward and third 1.39:1
Fourth Forward and fourth 1.00:1
Reverse Fourth and first 5.67:1

MT(B) 650, 653

Range Clutch(es) Engaged Ratio
Neutral First 0
First Forward and low 8.05:1
Second Forward and first 3.58:1
Third Forward and second 2.09:1
Fourth Forward and third 1.39:1
Fifth Forward and fourth 1.00:1
Reverse Fourth and first 5.67:1

** Overall torque multiplication ratio of transmission (output stalled) is the product of the converter torque multiplication ratio (see torque converter) and
the mechanical (gear) ratio.

Copyright © 1996 General Motors Corp. 1–9

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS

NOTES

1–10 Copyright © 1996 General Motors Corp.

 Section 2 — DESCRIPTION AND OPERATION
2–1. SCOPE
This section describes the transmission components,
explains their functions, and details the hydraulic sys-
tem and torque paths. Where features are common to
all models, no reference is made to models. Where
features are specific to a model, the model is noted.
2–2. DESIGNATION OF CLUTCHES
AND PLANETARY GEAR SETS
a. Clutch Designations (Figure 2–1). The MT 640
and 643 have five clutches and the MT 650 and 653
have six. The additional MT 650 and 653 clutch is the
low clutch. Each clutch in the same physical location
has the same name, regardless of model or clutch drive
function.
b. Planetary Gear Set Designations (Figure 2–1).
The MT 640 and 643 have three planetary gear sets,
designated as front, center, and rear, while the MT 650
and 653 have four. The additional MT 650 and 653
gear set is the low planetary. Each gear set in the same
physical location has the same name, regardless of
model or clutch drive function.
2–3. MOUNTING
a. To Engine. Transmission housing 16 (Foldout
10,A) is machined to provide an SAE 2 mounting
flange. This flange is mated with an SAE 2 bolt circle
at the rear of the engine.
b. To Vehicle. Two side-mount pads are provided at
the front of the transmission housing. Each pad has
four 1⁄2-13 threaded holes. A top-mount pad is pro-
vided on the transmission rear cover (MT 640, 643) or
adapter housing (MT 650, 653). This pad has two 5⁄8-11
threaded holes.

;;;
;;;
;;;;;;;
;;;;; ;;;
;;;
;
LOCKUP FORWARD FOURTH THIRD SECOND FIRST LOW CLUTCH
CLUTCH ;; CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH (FIVE-SPEED MODELS ONLY)
;;

;;;;; ;;;
;;;
;
;;;;
; ;
;;; ;;;
;; ;;;;; ;;
;;
;; ;;; ;;
;;; ;;;;;
; ;; ; ;;; ;;;
;
;;;;; ;;;;
;;;
;;;;
;;;;;;
;;;
;;; ;
;;;;;;;;;
;;
;; ;; ;;;
; ; ;; ;;;
;;; ; ;;;;
;; ;;
; ;; ;; ; ;;;;;;;;;
;;; ;;

;;;
;;;
FRONT
;; ;;; ;;;;; ; ;;; ; ;
;;;;;;; REAR

;;;;;;;;
; ;; ;;
; ;;;
;;;; ;; ;
; ;;; ;;;;;
;; ;;;

;;;;;;;;
;;;;;;; ;; ;;;
;;;
;;; ; ;;; ;;;
;;
;;
;;
;
;;;;;
;
;;;
;;;
;;
;
;;;
;;; ;;
;;;;;;
;
;;
; ;
;;

;;;;;;;;
;;; ;; ;; ;;;; ;;;;;;;;;;
;;
;;
LOW GEAR SET
;; ;;;;;;;;;;;;
; ; ; ;;
(FIVE-SPEED MODELS ONLY)
;;;; ; ;;
; ;
; ;
;;
;; ; ; ; ;; ;;;
;;
;;
;;;; REAR GEAR SET

; ;;
CENTER GEAR SET
FRONT
GEAR SET
V00752

Figure 2–1. Uniform Clutch and Gear Designations

Copyright © 1996 General Motors Corp. 2–1

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
c. Output Retarder Mount. Transmissions with the
output retarder require special attention when mount-
ing. The additional weight of the retarder makes it nec-
essary to overhang the transmission behind the engine
using rear support pads. Each rear pad in the retarder
housing has two M12 x 1.75-6H threaded holes that are
1.18 inches (30 mm) deep. Each top pad has one M14 x
2-6H threaded hole that is also 1.18 inches (30 mm)
deep. The converter housing side-mount pads cannot be
used with MTB 653 direct-mount units. Only remote-
mount units and MTB 643 direct-mount units may be
installed using the side-mount pad on the converter
housing with a rear support.
2–4. INPUT DRIVE
A flexplate assembly (supplied by the vehicle manu-
facturer) connects the engine to the torque converter
pump cover 6 (Foldout 6), which is the input member
of the transmission.
2–5. TRANSMISSION HOUSING
Transmission housing 16 (Foldout 10,A) is cast alumi-
num. It is machined to receive the clutches, rear cover,
adapter housing, front and center supports, control
valve, and oil pan. A power takeoff mounting pad is
provided on the right side.
2–6. TORQUE CONVERTER
a. Description (Foldout 6). The torque converter
consists of three elements: pump assembly 42, stator
assembly 24, and turbine assembly 20. These are
vaned elements which are cast aluminum. Pump as-
sembly 42 is the input member and is driven by the en-
gine. Turbine 20 is splined to the forward clutch and
turbine shaft assembly 2 (Foldout 7,B). Stator assem-
bly 24 (Foldout 6) is the reaction (torque multiplying)
element. The stator is supported on freewheel roller
race 32, which is splined to valve and front support as-
sembly 22 (Foldout 7,A). This stator arrangement pro-
vides an over-running clutch which permits the stator
to rotate freely in one direction and lockup in the op-
posite direction.
b. Operation (Foldout 6)
1. The torque converter assembly is continually
filled with fluid, which provides converter
cooling and lubrication. Transmission fluid is
2–2 Copyright © 1996 General Motors Corp.
the power transmitting medium in the torque
converter. When the engine drives the con-
verter, the pump vanes throw fluid against the
turbine vanes. The impact of the fluid against
the turbine vanes rotates the turbine.
2. The turbine, splined to the turbine shaft, trans-
mits torque to the transmission gearing. At en-
gine idle speed, the impact of fluid against the
turbine vanes is minimal. At high engine speed
the impact of fluid on the turbine is much
greater, and high torque is produced.
3. Fluid thrown into the turbine flows to the stator
vanes. The stator vanes change the direction of
flow (when the stator is locked against rota-
tion), and direct the fluid to the pump in a di-
rection that assists the rotation of the pump.
The redirection of the fluid by the stator en-
ables the torque converter to multiply the input
torque.
4. Greatest torque multiplication occurs when the
turbine is stalled, and the pump is rotating at its
highest speed. Torque multiplication decreases
as the turbine speed approaches pump speed.
5. When turbine speed approaches pump speed,
fluid flowing to the stator begins striking the
backs of the stator vanes. This rotates the stator
in the same direction as the turbine and pump.
At this point, torque multiplication stops and
the converter becomes, in effect, a fluid cou-
pling.
6. The torque converter accomplishes three main
functions. It acts as a disconnect clutch be-
cause little torque is transmitted at engine idle
speed. It multiplies torque at low turbine/high
pump speed to give greater starting or driving
effort when needed. Finally, it acts as a fluid
coupling to efficiently transmit engine torque
to the transmission gearing during drive, other
than idle or starting.
2–7. LOCKUP CLUTCH
a. Description (Foldout 6). The lockup clutch con-
sists of three main elements: piston 10, clutch plate 12,
and backplate 14. These elements are located between
the torque converter cover and the torque converter
turbine. The piston and backplate rotate with the con-
 DESCRIPTION AND OPERATION
verter pump. The clutch plate is located between the
piston and the backplate and is splined to the converter
turbine.
b. Operation (Foldout 6). The engagement of the
lockup clutch is controlled by the lockup relay valve
which derives its lockup signal from the modulated
lockup valve. Clutch-apply pressure compresses the
lockup clutch plate between the piston and backplate,
locking all three together. The converter pump and tur-
bine are locked together and provide a direct drive
from the engine to the transmission gearing. As rota-
tional speed of the output shaft decreases, the relay
valve automatically releases the lockup clutch. Refer
to Paragraph 2–24l for explanation of the hydraulic ac-
tion.
2–8. OIL PUMP ASSEMBLY
b. Operation (Foldout 7,B)
a. Description (Foldout 7,A). Oil pump assembly 4
consists of three main elements: drive gear 9, driven
gear 8, and pump body 7. The oil pump assembly is
bolted to front support assembly 22.
b. Operation (Foldout 7,A). When the torque con-
verter rotates, its rear hub drives pump drive gear 9.
Gear 9 is in mesh with driven gear 8. As the gears ro-
tate, they draw fluid into the oil pump and move the
fluid into the hydraulic system.
2–9. OIL PUMP AND FRONT
SUPPORT ASSEMBLY
Oil pump and front support assembly 1 (Foldout 7,A)
is bolted to the transmission housing. The front sup-
port provides the ground sleeve for the torque con-
verter and supports the forward clutch and turbine
shaft. The rear side of the front support contains bores
for main-pressure regulator valve 13, converter-pres-
sure regulator valve 25, and lockup valve 17.
2–10. FORWARD CLUTCH
AND TURBINE SHAFT
a. Description (Foldout 7,B)
1. Forward clutch and turbine shaft assembly 2
connects the converter turbine to the clutches
and gearing in the transmission.
Copyright © 1996 General Motors Corp.
2. Piston 16 is retained in housing and shaft as-
sembly 3 by piston return spring 17, spring re-
tainer 18, and snapring 19.
3. The external tangs of clutch plates 22 engage
the slots in the housing and shaft assembly.
The internal splines of clutch plates 23 engage
forward clutch hub 21, which is splined to
main shaft assembly 33 (Foldout 9,A or 9,B).
Clutch plates 23 are held in place by fourth
clutch driving hub 24, which is retained by
snapring 25. PTO drive gear 13 is secured to
forward clutch housing 6 by snapring 12.
4. For transmissions after S/N 49489, housing 6
contains centrifugal valve 11, valve spring 10,
and valve plug 9. Pin 8 retains these parts in
the housing.
1. Housing 6 rotates when the converter turbine
rotates. Fourth clutch driving hub 24 also ro-
tates. Fourth clutch internal-splined plates 4
(Foldout 8,A) are splined to the driving hub
and rotate with it.
2. When hydraulic pressure is applied to the pis-
ton bore in forward clutch housing 6 (Foldout
7,B), piston 16 compresses plates 22 and 23
against fourth clutch driving hub 24. This locks
forward clutch hub 21 to forward clutch hous-
ing 6. Hub 21 is splined to main shaft assembly
33 (Foldout 9,A or 9,B).
3. The forward clutch is applied only in forward
range operation, and is always paired with an-
other clutch (either first, second, third, fourth,
or low (MT 650, 653 only)). When the con-
verter turbine rotates and the forward clutch is
applied, the main shaft assembly also rotates.
This drives components of the gear unit, which
drives the output shaft in any forward range.
The specific forward range depends upon
which additional clutch is applied.
4. In neutral or reverse operation, the forward
clutch is not applied. Torque from the con-
verter turbine rotates only forward clutch hous-
ing 6 (Foldout 7,B) and fourth clutch driving
hub 24.
2–3
 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
5. For transmissions after S/N 49489, centrifugal
valve 11 provides a safety feature to prevent
over-speeding the torque converter. When the
forward clutch housing exceeds a predetermined
rotational speed, the centrifugal valve lifts from
its seat and exhausts the forward clutch.
2–11. FOURTH CLUTCH
a. Description (Foldout 8,A)
1. The fourth clutch includes housing assembly
13, piston 9 or 10, piston return spring 8, four
internal-splined plates 4, four external-tanged
plates 5, spring retainer 7, snapring 6, back-
plate 3, and snapring 2.
2. Piston 9 or 10 is installed in housing assembly
13 and is retained by spring 8, spring retainer
7, and snapring 6. External-tanged plates 5 en-
gage slots in clutch housing assembly 13. In-
ternal-splined plates 4 engage splines in fourth
clutch driving hub 24 (Foldout 7,B). Plates 4
and 5 are held in place by backplate 3 and
snapring 2.
3. The hub of clutch housing 13 splines onto sun
gear shaft 27 (Foldout 9,A or 9,B). The outer
splines of clutch housing 13 engage internal-
splined plates 3 (Foldout 8,B) of the third
clutch.
b. Operation (Foldout 8,A)
1. Internal-splined clutch plates 4 rotate when-
ever turbine shaft 5 (Foldout 7,B) and forward
clutch housing 6 rotate.
2. When the fourth clutch is applied, piston 9 or 10
(Foldout 8,A) compresses plates 4 and 5 against
backplate 3, locking plates 4 and 5 together and,
in turn, to clutch housing 13. Clutch housing 13
rotates with the turbine shaft.
3. The fourth clutch is engaged during fourth
range (MT 640, 643), fifth range (MT 650,
653), and reverse range operation. In fourth (or
fifth) range, the fourth and forward clutches are
engaged. Clutch housing 13 drives sun gear
and shaft assembly 23 (Foldout 9,A or 9,B) at
the same speed that forward clutch hub 21
2–4 Copyright © 1996 General Motors Corp.
(Foldout 7,B) drives main shaft assembly 33
(Foldout 9,A or 9,B). The result is direct drive to
the output shaft.
4. In reverse range operation, the fourth clutch
and the first clutch are applied (the forward
clutch is released). The fourth clutch operates
as described in Step (4). Engagement of the
first clutch (Foldout 11,A) causes an interac-
tion between the planetaries that results in re-
verse rotation of the output shaft.
2–12. THIRD CLUTCH, CENTER
SUPPORT, AND SECOND CLUTCH
a. Description (Foldout 8,B)
1. The third clutch is forward of center support
housing assembly 13, and the second clutch is
rearward of the center support housing assem-
bly. Each clutch has six clutch plates.
2. The third clutch includes items 1 through 11.
The second clutch includes items 17 through
28. Center support housing assembly 13 serves
both clutches. The front side of the center sup-
port housing is bored to receive third clutch
piston 9. The rear side is bored to receive sec-
ond clutch piston 19. Center support housing
assembly 13 includes passages which direct
fluid to both of these clutches, and provides
lubrication to the fourth clutch assembly.
3. External-tanged plates 4 and 26 engage slots in
the transmission housing and are always sta-
tionary. Internal-splined plates 3 of the third
clutch engage splines in fourth clutch housing
assembly 13 (Foldout 8,A). Internal-splined
plates 27 of the second clutch engage splines in
front planetary carrier assembly 4 (Foldout 9,A
or 9,B).
b. Operation of Third Clutch (Foldout 8,B)
1. When the third clutch is applied, piston 9 com-
presses plates 3 and 4 against backplate 2. This
locks plates 3 (which are splined to the fourth
clutch housing) to plates 4 which are station-
ary. This holds the fourth clutch housing sta-
tionary.
 DESCRIPTION AND OPERATION
2. Sun gear shaft assembly 23 (Foldout 9,A or
9,B) is held stationary through the splines of
the clutch housing hub. This causes a reaction
within the planetary carrier assemblies which
produces a third (MT 640, 643) or fourth (MT
650, 653) range ratio at the output shaft. Input
torque for the gearing is transmitted through
the engaged forward clutch and the transmis-
sion main shaft.
c. Operation of Second Clutch (Foldout 8,B)
1. When the second clutch is applied, piston 19
compresses plate 26 and 27 against backplate
28. This locks plates 27, which are splined to
front planetary carrier 4 (Foldout 9,A or 9,B),
to plates 26 (Foldout 8,B) which are stationary.
2. The front planetary carrier is held stationary.
This causes a compound reaction within the
planetary gearing which produces a second
range (MT 640, 643) or third range (MT 650,
653) ratio at the output shaft. Input torque for
the gearing is transmitted through the engaged
forward clutch and transmission main shaft.
2–13. FIRST CLUTCH
a. Description (Foldout 11,A)
1. The first clutch includes piston 11, six internal-
splined plates 3, and six external-tanged plates 4.
2. In the MT 640, 643, piston 11 is positioned in
rear cover 6 (Foldout 12,A). In the MT 650,
653, piston 11 is positioned in adapter housing
3 (Foldout 11,B). The external tangs of plates 4
(Foldout 11,A) engage slots in the transmission
housing and are always held stationary. The
splines of plates 3 engage rear planetary ring
gear 5 (MT 650, 653) or 14 (MT 640, 643).
Piston 11 is retained by twenty-six piston re-
turn springs 10, retainer 9, and snapring 8.
b. Operation (Foldout 11,A)
1. When the first clutch is applied, piston 11 com-
presses plates 3 against plates 4. This locks in-
ternal-splined plates 3 to external-tanged plates
4, which are stationary. Plates 3 are splined to
Copyright © 1996 General Motors Corp.
ring gear 5 or 14, and hold the ring gear sta-
tionary.
2. The stationary ring gear causes a reaction within
the planetary gearing to produce either first
range (MT 640, 643), second range (MT 650,
653), or reverse, depending on the driving mem-
ber in the gear set. In first range (MT 640, 643),
the driving member is rear planetary sun gear 37
(Foldout 9,A), which is driven by the transmis-
sion main shaft and the engaged forward clutch.
In second range (MT 650, 653), the driving
member is rear planetary sun gear 36 (Foldout
9,B). First (or second) range is produced by the
action of one planetary. In reverse range, the
driving member is sun gear shaft assembly 23
(Foldout 9,A or 9,B) which is driven by the en-
gaged fourth clutch and the forward clutch
housing. Reverse range is accomplished by
compound action of two planetaries.
2–14. PLANETARY GEAR UNIT
NOTE:
Because gearing components for MT 640, 643 and
MT 650, 653 models are nearly identical, most ref-
erences below are to the MT 640, 643 illustration
(Foldout 9,A). The MT 650, 653 gearing is shown in
Foldout 9,B.
a. Description (Foldout 9,A)
1. The gear unit and main shaft assembly in-
cludes all of the gears in the transmission, ex-
cept the rear planetary ring gear 5 or 14 (Fold-
out 11,A) and the low range gearing (Foldout
11,B).
2. Three planetary gear sets are included in the
assembly. These are called front planetary, cen-
ter planetary, and rear planetary. The planetary
sets are so designated because of their posi-
tions in relation to the transmission and to each
other.
3. The front planetary includes sun gear 2, front
carrier assembly 4, and ring gear 14. The cen-
ter planetary includes sun gear and shaft as-
sembly 23, planetary carrier assembly 15, and
ring gear 32. The rear planetary includes sun
2–5
 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
gear 37 and carrier assembly 40. Also included
is ring gear 14 (Foldout 11,A) for MT 640, 643
models or ring gear 5 for MT 650, 653 models.
4. The three planetaries are connected by sun
gear shaft assembly 23 (Foldout 9,A), main
shaft assembly 33, and planetary connecting
drum 30. This interconnection of planetary in-
put, reaction, and output components produces
four forward speeds and one reverse speed.
b. Operation (Foldout 9,A)
1. The front planetary, together with the center
planetary, produces second range (MT 640,
643), or third range (MT 650, 653), when the
forward and second clutches are engaged.
2. The center planetary is active in second and third
(MT 640, 643), or third and fourth (MT 650,
653), and reverse ranges. In second range (third
range in MT 650, 653), it is compounded with the
front planetary, as described in Step (1).
3. The center planetary produces third range
(MT 640, 643), or fourth range (MT 650,
653), when the forward and third clutches are
engaged.
4. The center planetary is locked with the front
planetary and the rear planetary to produce
fourth range (MT 640, 643), or fifth range
(MT 650, 653), when the forward and fourth
clutches are engaged.
5. The center planetary is compounded with the
rear planetary to produce reverse range when
the fourth and first clutches are engaged.
6. The rear planetary is active in first range
(MT 640, 643), or second range (MT 650,
653), and reverse range operation.
7. The rear planetary is locked with the front and
center planetaries to produce fourth (or fifth)
range as explained in Step (4).
8. The rear planetary is compounded with the
center planetary to produce reverse range as
explained in Step (5).
2–6 Copyright © 1996 General Motors Corp.
9. The rear planetary acts alone to produce first
range (MT 640, 643), or second range (MT 650,
653), when the first and forward clutches are en-
gaged.
NOTE:
In fourth range (MT 640, 643), or fifth range (MT 650,
653), all three planetaries rotate as a unit because the
forward and fourth clutches are engaged. This gives
direct drive through the transmission.
2–15. LOW CLUTCH (MT 650, 653 Only)
a. Description (Foldout 11,B)
1. The low clutch includes piston 23, five inter-
nal-splined plates 18, and six external-tanged
plates 17.
2. The piston is housed in rear cover assembly 13
(Foldout 12,B). The external tangs of plates 17
(Foldout 11,B) engage slots in adapter housing
3 and are held stationary. The internal splines
of plates 18 engage the splines of planetary
carrier assembly 8. Piston 23 is retained by
twenty-six piston return springs 22, retainer
21, and snapring 20.
b. Operation (Foldout 11,B)
1. When the low clutch is released, internal-
splined plates 18 are free to rotate. This allows
low planetary carrier assembly 8 to rotate. The
low clutch is released in neutral, reverse, sec-
ond, third, fourth, and fifth range operation.
2. When the low clutch is applied, piston 23 com-
presses plates 17 and 18 against adapter hous-
ing 3. This locks internal-splined plates 18 to
external-tanged plates 17, which are stationary.
Plates 18, splined to low planetary carrier as-
sembly 8, hold it stationary. This causes a reac-
tion within the planetary which produces first
range ratio at the output shaft. Input torque for
the gearing is transmitted through the engaged
forward clutch and transmission main shaft.
 DESCRIPTION AND OPERATION
2–16. LOW PLANETARY GEARING
(MT 650, 653 Only)
a. Description (Foldout 11,B)
1. The low planetary gearing includes planetary
carrier assembly 8, sun gear 6, and ring gear
19. Sun gear 6 is splined to rear planetary ring
gear hub 6 (Foldout 11,A). Ring gear 19 (Fold-
out 11,B) is splined to output shaft assembly 1
(Foldout 12,B).
2. The low planetary is compounded with the rear
planetary to produce first range when the for-
ward and low clutches are applied.
b. Operation (Foldout 11,B). The low planetary is in-
active in all ranges except first range. The low planetary,
together with the rear planetary, produces first range
when the forward and low clutches are applied. Input
torque for the gearing is transmitted to the low sun
gear 6 by rear planetary ring gear hub 6 (Foldout
11,A). The low sun gear rotates low planetary pinions
12 (Foldout 11,B). The pinions rotate low planetary
ring gear 19. Carrier assembly 8 is anchored against
rotation.
2–17. GOVERNOR DRIVE
NOTE:
The description and operation of the governor drive
are identical for all models. Therefore, only the
MT(B) 650, 653 is described.
a. Description (MT 650, 653) (Foldout 12,B). Gov-
ernor assembly 35 is a centrifugal (flyweight) gover-
nor driven by governor drive gear 8. The governor is
supported in a bore in rear cover 15 by pin 16, and is
retained in the rear cover by governor cover 39.
b. Description (MTB 653) (Foldout 17,A). Gover-
nor assembly 35 is a centrifugal (flyweight) governor
driven by governor drive gear 25 (Foldout 18,A). The
governor is supported in a bore in retarder housing 6
by bushing 4, and is retained in the retarder housing by
cover 39 (Foldout 17,A).
c. Operation (Foldout 12,B). Rotation of the gover-
nor causes the governor valve (Foldout 3) to travel
within its bore. When the valve moves to the left, gov-
ernor pressure rises. When the valve moves to the
Copyright © 1996 General Motors Corp.
right, governor pressure falls. Governor pressure var-
ies proportionally with output speed. Governor pres-
sure, in combination with modulator pressure (Para-
graph 2–24i) provides the automatic shifting in the
transmission. Refer to Paragraphs 2–24p and 2–24q
for additional information about automatic shift.
2–18. SPEEDOMETER DRIVE/SPEED
SENSOR WHEEL
NOTE:
The description and operation of the speedometer
drive or speed sensor wheel are identical for all mod-
els. Therefore, only the MT(B) 650, 653 is described.
a. Description
1. For the MT 650, 653 (Foldout 12,B), the
speedometer drive consists of drive gear 9, a
worm gear with a left-hand helix, or speed sen-
sor wheel 10. The drive is concentric with the
output shaft and has no key or drive splines.
The gear is clamped between rotating parts
which cause the drive gear to rotate.
2. Speed sensor wheel 10 (Foldout 12,B) or 3
(Foldout 12,A) is provided for models
equipped with an electronic speedometer. The
16-tooth wheel provides a rotating pulse that
can be read by an electronic speed sensor.
3. For the MTB 653 (Foldout 18,A), the speed-
ometer drive consists of drive gear 25 and
driven gear bushing 10. Drive gear 25 is a
worm gear with a left-hand helix. It is located
between the rotor hub and output shaft bearing
spacer 26. The gear is splined to the output
shaft and rotates at output shaft speed.
b. Operation
1. When the transmission output shaft rotates, the
drive gear or speed sensor wheel rotates.
2. For mechanical speedometers, the driven gear,
supplied by the vehicle manufacturer, rotates
clockwise (viewed at the cable connection in
the rear cover) during forward operation. Rear
cover assembly 13 (Foldout 12,B) supports the
driven gear.
2–7
 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
3. For electronic speedometers, the speed sensor,
supplied by the vehicle manufacturer, reads the
output speed by “counting” the pulses pro-
duced by the teeth of the speed sensor wheel.
2–19. MODULATOR
a. Vacuum Modulator. The position of the dia-
phragm in the modulator varies with vehicle speed,
load, and engine throttle opening. When the dia-
phragm moves, the modulator valve is affected, in-
creasing or decreasing modulator pressure. Modulator
and governor pressures control the automatic selection
of transmission ranges.
b. Mechanical Modulator
1. The mechanical modulator is attached to the
transmission and activated by a cable.
2. The cable is connected to the fuel control lever
at one end and the modulator valve actuator at
the other. The fuel control lever moves the ca-
ble, controlling the modulator valve.
c. Electric Modulator
1. An electric modulator can be used with elec-
tronic or non-electronic engines — any engine
which can provide an On/Off signal based on
throttle/pedal position.
2. The 12-volt modulator assembly and the 24-volt
modulator assembly utilize an electronic signal
to stroke the transmission modulator pin from
the closed-throttle position to the full-throttle
position. The result is step-modulation.
3. Step-modulation is a two-phase modulation
schedule which utilizes a closed-throttle shift
schedule until the throttle position is greater
than 80–85 percent, and then remains at a full-
throttle shift schedule until the throttle position
is less than 60–65 percent.
4. Electric modulators are compatible with an
electronically-controlled engine that can pro-
vide an On/Off signal based on throttle posi-
tion. Consult the respective engine
manufacturer to identify the wire that provides
this signal. Electronic modulation can also be
2–8 Copyright © 1996 General Motors Corp.
used with mechanically-controlled engines that
can provide a 12- or 24-volt (dc) signal to
stroke the modulator valve.
2–20. CONTROL VALVE ASSEMBLIES
a. Description. Control valve assemblies 1 (Foldout
13 or 14), 3 (Foldout 15,B), 1 (Foldout 15,A), and
valve and front support assembly 22 (Foldout 7,A)
contain the major valves in the transmission. These
valves and their related components control shifting
and lockup operation. The valve bodies (except valve
and front support assembly) are bolted to the bottom
of the transmission case, which is channeled to direct
the flow of fluid between the valve body, clutches, and
other components.
b. Operation. Refer to Paragraph 2–24 for opera-
tion of control valve assemblies.
2–21. OIL PAN AND FILTER
a. Description (Foldout 10,A or 10,B)
1. Oil pan 46 (Foldout 10,A) or 25 (Foldout 10,B)
is a pressed steel assembly which provides sepa-
rate openings for draining the fluid and for
mounting the fill tube. The pan is bolted to the
bottom of the transmission housing.
2. Filter 14 (Foldout 10,B) is a paper element re-
tained by a steel casing and can be serviced
without removal of the pan. Filter 30 (Foldout
10,A) is a paper element with detachable filter
tube 32. Filter 38 is a stainless steel screen with
integral filter tube. Filter 30 and 38 elements are
retained by a steel casing.
3. The input pump draws fluid from the sump
through the filter and directs it to the hydraulic
system.
b. Function (Foldout 10,A or 10,B)
1. Oil pan 46 (Foldout 10,A) or 25 (Foldout 10,B)
holds the entire supply of fluid for the trans-
mission and covers the control valve assem-
blies and filter.
2. Filter 30 or 38 (Foldout 10,A), or 14 (Foldout
10,B), screens all fluid entering the hydraulic
system.
 DESCRIPTION AND OPERATION
2–22. REAR COVER
a. Description (Foldouts 12,A and 12,B). Rear
cover 13 (Foldout 12,B) or 6 (Foldout 12,A) is made
of aluminum and is machined to receive the governor
assembly. The cover for the MT 640, 643 is machined
to receive first clutch piston 11 (Foldout 11,A). The
cover for the MT 650, 653 receives low clutch piston
23 (Foldout 11,B).
b. Function. The rear cover provides support for
output shaft assembly 50 (Foldout 9,A) or 1 (Foldout
12,B). A parking brake mounting face is provided on
the rear surface of the cover. The cover is the rear en-
closure member and is bolted to the transmission
housing.
2–23. OUTPUT RETARDER
a. Description (Foldout 18,B)
1. The output retarder consists of four main ele-
ments: rotor assembly 14, two stators, and a fric-
tion clutch. The rotor assembly is a vaned wheel,
splined to output shaft 11, and rotates continu-
ously at output shaft speed. Front stator 4 is lo-
cated on the forward side of the rotor and is
bolted to retarder adapter housing 7 (Foldout
19,A). The front stator consists of vanes cast into
a stationary ring. The rear stator is located to the
rear of the rotor assembly and consists of vanes
cast into retarder housing 6 (Foldout 18,A).
2. The clutch (Foldout 18,B) consists of five exter-
nal-splined reaction plates 6, one backplate 15,
and six internal-splined friction plates 7. Four
reaction plates are splined to the ID of the front
stator. One reaction plate and the backplate are
splined to the ID of the rear stator. The six fric-
tion plates are splined to rotor hub 13.
3. The output retarder mounts directly to the rear
of the transmission housing on MTB 643 mod-
els and to the rear of the low clutch adapter
housing on MTB 653 models. The retarder
housing adapter (Foldout 19,A or 19,B) per-
mits the retarder to be mounted to the transmis-
sion housing or low clutch adapter housing.
b. Function. The output retarder provides power ab-
sorption to slow vehicle forward motion. The retarder
housing replaces the transmission rear cover, encloses
Copyright © 1996 General Motors Corp.
the retarder components, and provides a mounting pad
for the retarder control valves. A speedometer drive
can be mounted on the retarder housing, but no provi-
sions have been made to mount a parking brake on the
rear of the retarder housing.
2–24. HYDRAULIC SYSTEM
NOTE:
References to up, down, left, or right refer to posi-
tions or movements of components on Foldout 3, 4,
or 5.
a. System Functions. The hydraulic system gener-
ates, directs, and controls the pressure and flow of hy-
draulic fluid within the transmission. Hydraulic fluid
(transmission oil) is the power transmitting medium in
the torque converter. Its velocity drives the torque con-
verter turbine. Its flow cools and lubricates the trans-
mission. Its pressure operates the various control
valves and applies the clutches.
b. System Schematics (Foldouts 3, 4). Color-coded
foldouts of both MT 640, 643 and MT 650, 653 hy-
draulic systems are presented at the back of this man-
ual. Each illustration represents the system as it would
function in neutral with the engine idling.
c. Filter, Pump Circuit. The input-driven pump
draws transmission fluid (blue) from the sump through
a filter. Fluid (red) discharged by the pump flows into
the bore of the main-pressure regulator valve.
d. Main-Pressure Circuit (Red)
1. Main pressure is regulated by the main-pres-
sure regulator valve. Transmission fluid from
the pump flows into the valve bore, into an in-
ternal passage in the valve, and to the upper
end of the valve. Pressure at the upper end of
the valve forces the valve downward against
the spring until fluid (yellow) flows into the
converter-in circuit. When flow from the pump
exceeds the circuit requirement, the converter
regulator valve opens and allows the excess to
exhaust to sump.
2. Although main pressure is controlled primarily
by the spring at the bottom of the valve, it is
also affected by forward regulator pressure and
lockup pressure. These pressures are not
2–9
 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
present at the regulator valve during reverse
operation and main pressure is regulated at a
higher value.
e. Converter-In (Yellow), Converter-Out
(Orange), Lubrication (Green) Circuit
1. This circuit originates at the main-pressure
regulator valve. Converter-in fluid flows to the
torque converter. Fluid must flow through the
converter continuously to keep it filled and to
carry off the heat generated by the converter.
The converter pressure regulator valve regu-
lates converter-in pressure by exhausting ex-
cessive fluid to sump.
2. Converter-out fluid flows to an external cooler
(supplied by the vehicle or engine manufac-
turer). The flow of air or water over or through
the cooler removes the heat from the transmis-
sion fluid.
3. Lubrication fluid is directed through the trans-
mission to components requiring continuous lu-
brication and cooling. Fluid in excess of that
required by the lubrication circuit escapes to
sump through the lubrication pressure regulator.
f. Selector Valve, Forward Regulator Circuit
(Red and Blue) — MT 640, 643 (Foldout 3)
1. The selector valve is manually shifted to select
the operating range desired. It can be shifted to
any one of six positions: N (Neutral), R (Re-
verse), D (Drive), D3 (Drive 3), D2 (Drive 2),
and D1 (Drive 1). At each of these positions
the selector valve establishes the hydraulic cir-
cuit for operation in the selected range.
2. D, D3, D2, and D1 are forward ranges. The
lowest range attainable is first range. In D1,
D2, D3, or D position, the transmission starts
in first range (except on second range start).
Shifting within any range is automatic, de-
pending upon vehicle speed and throttle posi-
tion.
3. The forward regulator circuit originates at the
manual selector valve and terminates at the
main-pressure regulator valve. The circuit is
pressurized in every forward range, reducing
main pressure. In reverse, forward-regulator
2–10 Copyright © 1996 General Motors Corp.
pressure is not present, allowing high main
pressure to control the higher torque produced
in reverse operation.
g. Selector Valve, Forward Regulator Circuit
(Red and Blue) — MT 650, 653 (Foldout 4)
1. The selector valve is manually shifted to select
the operating range desired. It can be shifted to
any one of six positions: N (Neutral), R (Re-
verse), D (Drive), D3 (Drive 3), D2 (Drive 2),
and D1 (Drive 1). At each of these positions
the selector valve establishes the hydraulic cir-
cuit for operation in the selected range.
2. D, D3, D2, and D1 are forward ranges. The
lowest range attainable is first range which is
present in D1 only. In D2, D3, or D position,
the transmission starts in second range. Shift-
ing within any range is automatic, depending
on vehicle speed and throttle position. Later
MT 650 (after S/N 13800) and all MT 653
transmissions do not upshift in D2 position un-
der normal operating conditions.
3. The forward regulator circuit originates at the
manual selector valve and terminates at the
main pressure regulator valve. The circuit is
pressurized in every forward range, reducing
main pressure. In reverse, forward-regulator
pressure is not present, allowing for high main
pressure to control the higher torque produced
in reverse operation. In earlier MT 650 models,
forward-regulator pressure was effective in
only third, fourth, and fifth ranges. It origi-
nated at the line that connects the 2–3 and 3–4
relay valves.
h. Governor Circuit (Green and White)
1. Main pressure is directed to the governor
valve. The speed of the transmission output
controls the position of the governor valve. The
position of the governor valve determines the
amount of pressure in the governor circuit.
When the transmission output is not rotating,
governor pressure is approximately 2 psi. Gov-
ernor pressure varies with the output rpm.
2. In the MT 640 and 643, governor pressure is
directed to the 1–2, 2–3, and 3–4 shift signal
 DESCRIPTION AND OPERATION
valves and modulated lockup valve. In earlier
models that do not include the modulated
lockup valve, governor pressure is directed to
the top of the lockup valve.
3. In the MT 650 and 653, governor pressure is
directed to the 2–3, 3–4, and 4–5 shift signal
valves, the 2–1 inhibitor valve, and the modu-
lated lockup valve. In earlier models that do
not include the modulated lockup valve, gover-
nor pressure is directed to the top of the lockup
valve.
4. At the 2–1 inhibitor valve, governor pressure
acts upon the top of the valve. When governor
pressure is sufficient to push the valve down-
ward, road speed is too high to permit a down-
shift to first range. A 2–1 shift cannot occur
until governor pressure (and road speed) is re-
duced. D1 pressure is blocked from reaching
the top of the 1–2 shift valve until road speed
(and governor pressure) is decreased to a value
that allows the inhibitor valve to move upward.
5. In second range start units, the presence of
governor pressure at the bottom of the 1–2
shift valve, and forward-regulator pressure on
the 1–2 modulator valve, plus the assistance of
spring force under the 1–2 shift valve, cause
the shift valve to move upward against its stop.
This allows main pressure to pass through the
1–2 shift signal valve to the 1–2 relay valve.
The 1–2 relay valve is forced downward in its
bore allowing apply pressure to be directed to
the second clutch, permitting second range
start.
i. Modulator Pressure Circuit (Red and Green)
NOTE:
The modulator varies modulator pressure with
throttle movement, and may be vacuum, air, me-
chanically, or electrically controlled. Refer to the
current MT1357EN, MT(B) 600 Series Mechanic’s
Tips, for details. Mechanical modulators are most
commonly used for diesel engine applications (Fold-
outs 3, 4). Vacuum modulators can be used only on
gasoline engine applications. Air, mechanical, and
electric modulators may be used with any engine.
Copyright © 1996 General Motors Corp.
1. The modulator valve produces a regulated
pressure which is derived from main pressure.
When the throttle is closed, a spring at the left
end of the valve moves the valve to the right.
When the throttle is opened, cam and spring
action move the valve to the left. When the
spring force at the left of the valve is in balance
with the spring force and modulator pressure at
the right of the valve, modulator pressure is
regulated.
2. When the throttle setting is increased, the
movement of the actuator cam forces the mod-
ulator valve to the left, reducing modulator
pressure. When the throttle setting is reduced,
the downward movement of the actuator cam
allows the spring at the left to push the valve to
another regulating position. Because the throt-
tle setting varies with load and engine speed,
modulator pressure also varies. This varying
pressure is directed to the 1–2, 2–3, and 3–4
shift signal valves (MT 640, 643) or 2–3, 3–4,
and 4–5 shift signal valves (MT 650, 653),
trimmer regulator valve, and modulated lockup
valve. Earlier models do not include the modu-
lated lockup valve.
3. At the shift signal valves, modulator pressure
assists governor pressure to overcome shift
valve spring force. Each one of the shift valves
and springs is calibrated so that the valves shift
in the proper sequence at the proper time. A
decrease in modulator pressure causes a down-
shift if governor pressure is not sufficient to
oppose the shift valve spring force. Modulator
pressure controls trimmer boost and the trim-
mer regulator valve.
4. At the modulated lockup valve, modulator
pressure assists governor pressure in moving
(or holding) the valve downward. The variation
in modulator pressure varies the timing of
lockup clutch engagement and release. The pri-
mary purpose of lockup modulation is to pro-
long the engagement of the lockup clutch (at
closed throttle) in lower ranges to provide
greater engine braking.
5. All modulated lockup valves are adjustable,
but not all transmissions have modulated
lockup. Adjustable lockup is adjusted by rotat-
2–11
 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
ing the adjusting ring (Paragraph 3–13b) at the
bottom of the valve until the desired shift point
is attained.
j. Trimmer Regulator Valve (Green and Yellow)
NOTE:
Paragraphs 2–24j(1) and 2–24j(2) apply only to
transmissions built after S/N 13800.
1. The trimmer regulator valve reduces main
pressure to a regulated pressure. The regulated
pressure is raised or lowered by changes in
modulator pressure (red and green).
2. Trimmer regulator pressure is directed to the
lower sides of the first and second trimmer
plugs on some models, or to the lower sides of
the first, second, third, and fourth trimmer
plugs on models equipped with smooth shift.
This varies the clutch-apply pressure pattern of
the trimmer valves. A higher modulator pres-
sure (closed throttle) reduces trimmer regulator
pressure, resulting in a lower initial clutch
pressure. A lower modulator pressure (open
throttle) results in higher regulator pressure
and a higher initial clutch-apply pressure.
k. Trimmer Valves
1. The purpose of the trimmer valves is to avoid
shift shock. The valves reduce pressure to the
clutch-apply circuit during initial application,
then gradually return the pressure to operating
maximum. This applies the clutch gently, pre-
venting harsh shifts.
2. Although each trimmer valve is calibrated for
the clutch it serves, all four trimmers function
in the same manner. Each trimmer includes
(top to bottom) an orificed trimmer valve, trim-
mer valve plug, one or two trimmer springs,
and a stop pin.
3. When any clutch (except forward clutch) is ap-
plied, clutch-apply pressure is sent to the top
end of the corresponding trimmer valve. Ini-
tially, the plug and valve are forced downward
against the spring until fluid escapes to ex-
haust. The escape of fluid, as long as it contin-
2–12 Copyright © 1996 General Motors Corp.
ues, reduces clutch-apply pressure. Fluid flows
through an orifice in the trimmer valve to the
cavity between the trimmer valve and the trim-
mer valve plug. Pressure in this cavity forces
the plug down to the stop. The pressure below
the trimmer valve acts upon a greater diameter
than at the upper end, and pushes the trimmer
valve to the upper end of the valve bore. This
reduces and then stops the escape of fluid to
the exhaust. When the escape of fluid stops,
clutch pressure is maximized. The plug re-
mains downward until the clutch is released.
4. When the clutch is released, the spring pushes
the trimmer components to the top of the valve
bore. In this position the trimmer is reset and
ready to repeat the action at the next applica-
tion of that clutch.
l. Lockup Circuit
1. The modulated lockup valve and the lockup re-
lay valve control lockup clutch engagement
and release.
2. The modulated lockup valve is actuated by
governor pressure or governor plus modulator
pressure. At full throttle, governor pressure
moves the valve downward. At part throttle,
governor and modulator pressures move the
valve downward. The purpose of the modu-
lated lockup valve is to prolong lockup clutch
engagement while vehicle speed decreases
(closed throttle). This feature provides engine
braking action at speeds lower than the normal
lockup disengagement point.
3. In its downward position, the modulated
lockup valve directs main pressure to the top of
the lockup valve. Main pressure pushes the
lockup valve downward. In its downward posi-
tion, the valve directs main pressure to the
lockup clutch. This engages the clutch.
4. The position of the lockup valve affects the
volume of fluid flowing to the torque converter.
When the valve is upward (lockup clutch re-
leased), there is maximum flow to the con-
verter. When the valve is downward (clutch
engaged), an orifice restricts converter-in flow.
 DESCRIPTION AND OPERATION
5. When the lockup clutch is engaged, a signal the 1–2 shift valve and move it downward to
pressure is sent to the main pressure regulator the first range position.
valve. This signal pressure reduces main pres-
3. While operating in first range, the 2–1 inhibitor
sure to a lower pressure schedule.
valve moves downward, if road speed and gov-
ernor pressure exceed the safe limit for first
6. On models with adjustable lockup, modulator
range operation. This blocks D1 pressure and
assistance at the modulated lockup valve is not
exhausts the cavity above the 1–2 shift valve.
present. Lockup engagement is initiated by set-
The shift valve moves upward to give second
ting the adjusting ring (Paragraph 3–13b) to
range operation.
the shift point specifications and with the assis-
tance of governor pressure.
o. Clutch Circuits, Hold Regulator Circuits,
Drive Ranges
7. Earlier models, which do not have modulated
lockup, do not include the modulated lockup 1. There are five clutches in the MT 640, 643 and
valve. Governor pressure is directed to the top six clutches in the MT 650, 653. The clutches
of the lockup valve. are applied as follows:

Range Clutch(es) Applied

m. Priority Valve
MT 640, 643
1. The priority valve ensures that the control sys- Neutral First
tem upstream from the valve will have suffi-
First range First and forward
cient pressure during shifts to perform its auto-
matic functions. In later MT 643, 650 models Second range Second and forward
and all MT 653 models, first clutch pressure Third range Third and forward
can bypass the priority valve while in reverse. Fourth range Fourth and forward
2. Without the priority valve, the filling of a Reverse range First and fourth
clutch might momentarily require a greater MT 650, 653
volume of fluid than the pump could supply Neutral First
and still maintain pressure for the necessary
First range Low and forward
control functions.
Second range First and forward
n. 2-1 Inhibitor Valve — MT 650, 653 (Foldout 4) Third range Second and forward
Fourth range Third and forward
1. The 2–1 inhibitor valve prevents a downshift
Fifth range Fourth and forward
from second range to first range when road
speed is too high. It protects the engine from Reverse range First and fourth
over-speeding during downgrade operation in
first range by making a 1–2 upshift if road 2. Each clutch has its own circuit. The first, sec-
speed exceeds the safe limit for first range op- ond, third, and fourth clutches each connect to
eration. a relay valve and to a trimmer valve. The for-
ward clutch connects directly to the selector
2. When road speed is great enough to produce a valve and does not connect to a trimmer valve.
governor pressure that pushes the 2–1 inhibitor The low clutch (MT 650, 653 only) is not
valve downward, D1 pressure to the 1–2 shift trimmed because there is no automatic upshift-
valve is blocked. If a manual shift to D1 (Drive ing from, or downshifting, to this clutch.
1 or first range) is made, D1 pressure cannot
reach the 1–2 shift valve. The transmission re- 3. The low clutch circuit (MT 650, 653 only) con-
mains in second range until road speed and nects the clutch to the 1–2 shift valve. The 1–2
governor pressure decrease to a value that per- shift valve also receives 1–2 (low and first)
mits the 2–1 inhibitor valve to move upward. feed from the 2–3 relay valve. In N (Neutral),
In its upward position, D1 pressure can reach the 1–2 shift valve is held upward by spring

Copyright © 1996 General Motors Corp. 2–13

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
pressure and cannot move downward unless
the Drive 1 line is charged. In the upward posi-
tion, 1–2 (low and first) feed pressure is sent to
the first clutch.
4. The first clutch circuit (red and yellow) con-
nects the clutch to the first trimmer valve and
to either the 1–2 relay valve (MT 640, 643) or
the 1–2 shift valve (MT 650, 653). In N (Neu-
tral) the 1–2 shift valve is held upward by
spring pressure. The 1–2 shift valve cannot
move downward unless the 2–1 signal line is
charged. This does not occur in N (Neutral) be-
cause there is no governor pressure to shift the
2–1 inhibitor valve. Only the first clutch is ap-
plied, so the transmission output cannot rotate.
A bypass and check ball are provided between
the reverse and first trimmer passages to ensure
a rapid and more positive shift from first range
to reverse (MT(B) 643 with second range start)
or from first (low) range to reverse (MT(B)
653).
5. The first clutch is also applied in first range op-
eration (MT 640, 643), second range operation
(MT 650, 653), and reverse range operation.
Shifting the selector from N (Neutral) to D,
D3, D2, or D1 charges the forward clutch cir-
cuit and applies the forward clutch. Shifting
from N (Neutral) to R (reverse) charges the
fourth clutch, while the first clutch remains
charged. In reverse, fourth clutch (reverse sig-
nal) pressure is also directed to the bottom of
1–2 relay valve (MT 640, 643) or 2–3 relay
valve (MT 650, 653). The pressure at this loca-
tion prevents either relay valve from moving
downward.
6. When the circuits are charged, and the selector
valve is at D, the MT 640, 643 automatically
shifts from first to second, second to third, and
third to fourth. The MT 650, 653 automatically
shifts from second to third, third to fourth, and
fourth to fifth. These shifts occur as a result of
governor pressure and (if the throttle is not
fully open) modulator pressure.
7. The position of the selector valve determines
the highest range that can be reached automati-
cally while the vehicle is moving. MT 640, 643
models that do not incorporate a second range
start automatically shift 1–2, 2–3, and 3–4
2–14 Copyright © 1996 General Motors Corp.
when the selector valve is in D4 (Drive 4) posi-
tion. In D3 (Drive 3), automatic 1–2, 2–3 shifts
occur. In D2 (Drive 2), an automatic 1–2 shift
occurs. D1 (Drive 1) does not permit an upshift
to occur unless the transmission output over-
speeds.
8. The positions of the selector valve in second
range start units is the same, only the transmis-
sion performance is altered. The transmission
always starts in second range when any for-
ward range other than D1 (Drive 1) is selected.
When D4 (Drive 4) is selected, the transmis-
sion starts in second range and automatically
shifts 2–3 and 3–4. In D3 (Drive 3), an auto-
matic 2–3 shift occurs. D2 (Drive 2) does not
permit an upshift to occur unless the transmis-
sion output overspeeds. D1 (Drive 1) is the
only position in which first range is available
and automatic upshifting is not permitted un-
less the transmission output overspeeds.
9. In the MT 650 or 653, in D (Drive), automatic
2–3, 3–4, and 4–5 shifts can occur. In D3
(Drive 3), automatic 2–3 and 3–4 shifts can
occur. In D2 (Drive 2) (before S/N 13800), an
automatic 2–3 shift can occur. Beginning with
S/N 13801, no automatic shift from D2 (Drive
2) can occur unless overspeed occurs. In D1
(Drive 1) no automatic shift can occur unless
the transmission output overspeeds.
10. The various drive ranges limit the highest
range attainable by introducing a pressure
which prevents governor pressure from up-
shifting the signal valves (unless governor
pressure is well above that normally attained).
This pressure is a regulated, reduced pressure
derived from the main-pressure circuit at the
hold regulator valve. Main pressure is directed
to the hold regulator valve through the hold
feedline when the selector lever is in D1 (Drive
1), D2 (Drive 2), or D3 (Drive 3) position. The
pressure produced in the hold regulator valve is
directed to the 3–4 shift valve (MT 640, 643)
or the 4–5 shift valve (MT 650, 653) when the
selector is in D3 (Drive 3). The hold pressure is
directed to the 2–3 and 3–4 (MT 640, 643) or
the 3–4 and 4–5 (MT 650, 653) shift signal
valve when the selector is in D2 (Drive 2) posi-
tion. Beginning with S/N 13801, hold pressure
 DESCRIPTION AND OPERATION
in the MT 650, 653 is directed to the 2–3, 3–4,
and 4–5 shift signal valves. In the MT 640, 643
and MT 650, 653 pressure is directed to all
shift signal valves when the selector is in D1
(Drive 1).
11. Hold regulator pressure at each shift signal
valve pushes the modulator valve upward and
exerts downward force on the shift valve.
When hold pressure is present, upshifts are in-
hibited except in extreme overspeed condi-
tions.
p. Automatic Upshifts
1. When the transmission is operating in first
range (MT 640, 643) or second range (MT
650, 653), with the selector valve at D (Drive),
a combination of governor pressure and modu-
lator pressure, or governor pressure alone, up-
shifts the transmission to second (MT 640,
643) or third (MT 650, 653) range. At closed or
part throttle, modulator pressure assists gover-
nor pressure. At full throttle, there is no modu-
lator pressure and upshifts occur at a higher
road speed. When the throttle is closed, shifts
occur at lower road speeds.
2. Governor pressure depends upon rotation
speed of the transmission output. The greater
the output (vehicle) speed, the greater the gov-
ernor pressure. When governor pressure is suf-
ficient, the first upshift (1–2 for MT 640, 643
or 2–3 for MT 650, 653) occurs. Further in-
creases in governor pressure (and vehicle
speed) cause the second upshift (2–3 for MT
640, 643 or 3–4 for MT 650, 653) and then the
third upshift (3–4 for MT 640, 643 or 4–5 for
MT 650, 653) to occur. Modulator pressure,
when present, assists governor pressure in
overcoming shift valve spring force.
3. In any automatic upshift, the shift signal valve
acts first. This directs a shift signal pressure to
the relay valve. The relay valve moves down-
ward, exhausting the applied clutch and apply-
ing a clutch for the next higher range.
q. Automatic Downshifts
1. Automatic downshifts, like upshifts, are con-
trolled by rear governor and modulator pres-
sures. Downshifts occur in sequence as rear
Copyright © 1996 General Motors Corp.
governor pressure and/or modulator pressure
decrease. Low modulator pressure (open throt-
tle) hastens downshifts; high modulator pres-
sure (closed throttle) delays downshifts.
2. In any automatic downshift, the shift signal
valve acts first. This exhausts the shift signal
pressure holding the relay valve downward.
The relay valve then moves upward, exhaust-
ing the applied clutch and applying the clutch
for the next lower range.
r. Downshift and Reverse Inhibiting
1. As a result of calibrations of valve areas and
spring forces, the system inherently prevents
downshifts at too rapid a rate or shifts to re-
verse while moving forward. For example, if
the vehicle is traveling at a high speed in fourth
range and the selector valve is moved to D1
(Drive 1), the transmission will not immedi-
ately shift to first range (MT 640, 643). Instead
it will shift 4–3–2–1 as speed decreases. The
transmission remains in fourth range if speed is
not decreased sufficiently to allow an auto-
matic downshift.
2. The progressive downshift occurs because the
hold regulator pressure is calibrated, along
with the valve areas, to shift the signal valves
downward against governor pressure only
when governor pressure decreases to a value
corresponding to a safe downshift speed. If
speed is too great, governor pressure is suffi-
cient to hold the shift signal valve upward
against D3 (Drive 3), D2 (Drive 2), or D1
(Drive 1) pressure (all of which are the regu-
lated holding pressure originating in the hold
regulator valve). As governor pressure de-
creases, all shift signal valves move downward
in sequence.
2–25. RETARDER HYDRAULIC
CIRCUIT COMPONENTS
a. Circuit Schematic (Foldout 5). The schematic of
the retarder hydraulic circuit presented in the back of
this manual shows the circuit in the retarder-off condi-
tion.
b. Priority Valve. Main pressure supplied by the
transmission to the retarder passes through this valve.
2–15
 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
The function of the valve is to protect the transmission
from low main pressure. During retarder operation the
valve remains open. If transmission main pressure
drops below 55 psi (379 kPa), the valve closes, permit-
ting main pressure to increase. As main pressure in-
creases above 55 psi (379 kPa), the priority valve
opens, allowing main pressure to charge the accumula-
tors.
c. Driver Retarder Control. Retarder operation is
controlled by a driver-actuated air control. This control
is either a lever or a pedal. When the control is actu-
ated, air pressure is applied to the top of the retarder
valve. This air pressure causes the retarder valve to
move downward to apply the retarder. The amount of
retarder application is determined by the amount of air
pressure applied by the driver through the retarder
control.
d. Retarder Valve. The retarder valve is a spool-
type valve which directs the flow of fluid to and from
the retarder. Hydraulic pressure, supplemented by
spring force, moves the valve in the upward direction
while air pressure moves the valve in the downward
direction.
e. Cutoff Valve. The cutoff valve is located beneath
the retarder valve and regulates hydraulic pressure
throughout the system during partial retarder applica-
tion. With a coiled spring under the cutoff valve and
the retarder valve above, regulated pressure and spring
force position the cutoff valve in its bore, directing a
reduced regulated pressure to the hydraulic system.
During full retarder valve application, the cutoff valve
is held at the bottom of its bore, directing maximum
regulated pressure into the retarder hydraulic system.
f. Retarder Pressure Regulator Valve. The regula-
tor valve is the most complex valve in the control sys-
tem. It provides regulated pressure for full clutch ap-
ply. It provides clutch pressure priority by closing off
the feed line from the retarder pressure regulator valve
to the charging valve during initial clutch fill. At low
vehicle speeds, it reduces retarder clutch pressure by
closing or regulating the feed line between the cutoff
valve and the retarder pressure regulator valve. This
provides a smooth transition from retarder to vehicle
service brakes.
2–16 Copyright © 1996 General Motors Corp.
g. Charging Valve. The charging valve regulates the
difference in pressure between clutch-apply pressure
and retarder-charging pressure. When vehicle output
speed is approximately l600 rpm or greater, the charg-
ing valve moves toward the stop (left) in its bore, di-
recting regulated retarder-charging pressure to the re-
tarder. Once the pressure on both sides of the clutch-
apply piston is balanced, the piston return spring force
moves the piston back into its bore (left), disengaging
the clutch. When the vehicle speed is reduced, the
charging valve moves to the right in its bore, against
spring pressure, exhausting retarder-charging pressure.
The lower retarder-charging pressure in front of the
piston permits the higher clutch pressure behind the
clutch piston to move the piston out of its bore (right),
engaging the clutch. The application of the clutch at
lower vehicle speeds ensures a smooth transition from
retarder to vehicle service brakes.
2–26. RETARDER HYDRAULIC
CIRCUIT FUNCTION
a. Retarder Valve Off (Vehicle Moving). The re-
tarder valve is in the off position when positioned at
the top of its bore. Air pressure at the top of the valve
is zero and spring force at the bottom of the valve
holds it in the top of its bore. In this position, the valve
directs fluid from the cooler to the transmission lubri-
cation circuit, from the transmission converter through
the retarder valve to the fluid cooler, and from the fluid
cooler to the transmission housing and the retarder
housing for lubrication. Main pressure from the prior-
ity valve passes through the retarder valve to the three
accumulator cylinders. This fluid pressure moves the
pistons leftward in their bores, holding the fluid in re-
serve until required.
b. Retarder Valve Partially Applied
1. The position of the retarder valve in its bore is
controlled by the amount of air pressure ap-
plied to the top of the valve. At partial apply,
the initial air pressure application forces the re-
tarder and cutoff valves to the bottom of their
bores. Clutch pressure at maximum strength is
released at the regulator valve and directed to
the clutch-apply circuit. Fluid retained in the
three accumulator cylinders is released to the
 DESCRIPTION AND OPERATION
clutch-apply circuit and retarder-charging pres-
sure is directed to the clutch-apply circuit. The
simultaneous addition of fluid from these cir-
cuits fulfills the clutch-apply circuit demand in
the shortest length of time and sets up a bal-
anced pressure in the retarder hydraulic sys-
tem. With this balanced pressure on both sides
of the piston, spring force moves the piston
away from the clutch plates, disengaging the
clutch. The retarder and cutoff valves move up-
ward in their bores until the force on the top of
the valve is equal to the force on the bottom.
The position of the retarder valve in its bore
determines the pressure in the retarder hydrau-
lic system.
2. As vehicle output speed decreases, governor
pressure is reduced. The charging valve moves
rightward in its bore, exhausting retarder-
charging pressure and reducing retarder-in
pressure to the clutch valve plug. The loss of
pressure at the left end of the plug permits
spring force at the right end to move the plug
leftward. Regulated pressure at the right end of
the clutch valve moves the valve leftward, re-
ducing the regulated pressure to the clutch-ap-
ply circuit. Since the pressure in the retarder
charging circuit is less than the pressure in the
clutch-apply circuit, the piston is forced to en-
gage the clutch. The engaged clutch, supple-
mented by rotor rotation, retards vehicle
forward motion and permits a smooth transi-
tion from retarder to vehicle service brakes.
c. Retarder Valve Fully Applied
1. Full application of air pressure to the top of the
retarder valve moves both the retarder and cut-
off valves to the bottom of their bores. The
valves are held in this position until the air
pressure at the top of the valve is relieved.
Maximum regulated pressure is released by the
regulator valve and is maintained throughout
the hydraulic system, changed only by gover-
nor pressure and output speed.
2. Partial application of air pressure to the top of
the retarder valve initially moves the retarder
and cutoff valves to the bottom of their bores,
Copyright © 1996 General Motors Corp.
releasing maximum regulated pressure
throughout the system. The pressure at the top
and bottom of the retarder and cutoff valves
become equalized, forcing the two valves up-
ward in their bores to a position that permits
the cutoff valve to introduce reduced regulated
pressure to the hydraulic system. The capabil-
ity of the partial application to release reduced
regulated pressure into the hydraulic system is
the primary difference between full and partial
retarder valve application.
2–27. TORQUE PATHS THROUGH
THE TRANSMISSION
a. Converter Operation. Power is transmitted hy-
draulically through the torque converter. The engine
drives the converter pump. The pump throws trans-
mission fluid against the turbine vanes, imparting
torque to the converter turbine shaft. From the tur-
bine, the fluid flows between the vanes of the stator,
and re-enters the converter pump where the cycle be-
gins again. The torque path through the torque con-
verter is identical in all drive situations and in neu-
tral. When the engine is idling, impact of the fluid
upon the turbine blades is negligible. When the en-
gine is accelerated, the impact is increased and the
torque directed through the turbine shaft can exceed
the engine torque (by an amount equal to the torque
ratio of the converter). Converter operation is illus-
trated in Figures 2–2, 2–3, 2–4, and 2–7 for the MT
640 and 643, and in Figures 2–8, 2–9, 2–10, 2–11,
and 2–14 for the MT 650 and 653.
b. Lockup Operation. Power is transmitted me-
chanically through the lockup clutch. Application of
the lockup clutch occurs automatically as a function of
governor pressure. When the clutch is applied, the
converter elements rotate as a unit at engine speed.
This provides a direct drive from the engine to the tur-
bine shaft. Lockup operation is illustrated in Figures
2–5 and 2–6 for third and fourth ranges for the MT
640 and 643, and in Figures 2–12 and 2–13 for fourth
and fifth ranges for the MT 650 and 653.
2–17
 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS

;;;
TORQUE FOURTH THIRD SECOND

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FIRST
CONVERTER CLUTCH CLUTCH CLUTCH CLUTCH
LOCKUP
;; FORWARD CENTER

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CLUTCH CLUTCH PLANETARY

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SHAFT
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REAR PLANETARY
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Clutch Applied
MAIN SHAFT SUN GEAR SHAFT
Torque Path FRONT PLANETARY V00273.08

Figure 2–2. Model MT 640 or MT 643 — Neutral Torque Path

c. Neutral Operation (MT 640, 643) (Figure 2–2). gaged and torque is not transmitted beyond the fourth
Engine torque is transmitted through the torque con- clutch hub. Two clutches must be applied to produce
verter as described in Paragraph 2–27a. Although the output shaft rotation.
first clutch is applied, the forward clutch is not en-

2–18 Copyright © 1996 General Motors Corp.

 DESCRIPTION AND OPERATION

;;;
TORQUE FOURTH THIRD SECOND

;;;
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FIRST
CONVERTER CLUTCH CLUTCH CLUTCH CLUTCH
LOCKUP
CLUTCH ;; FORWARD
CLUTCH
CENTER
PLANETARY

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SHAFT
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; REAR PLANETARY
;;; CONNECTING DRUM
Clutch Applied
MAIN SHAFT SUN GEAR SHAFT
Torque Path FRONT PLANETARY V00273.09

Figure 2–3. Model MT 640 or MT 643 — First Range Torque Path

d. First Range Operation (MT 640, 643) (Figure
2–3). Engine torque is transmitted through the torque
converter as described in Paragraph 2–27a. The for-
ward clutch and the first clutch are applied. Forward
clutch application locks the turbine shaft and the trans-
mission main shaft together so that they rotate as a
unit. The first clutch application anchors the rear plan-
etary ring gear against rotation. The rear sun gear is
splined to the transmission main shaft and rotates with
it, rotating the planetary pinions. The pinions are part
of the planetary carrier, which is splined to the output
shaft. With the rear planetary ring gear held stationary
by the applied first clutch and with the rear sun gear
rotating the pinions, the rear planetary carrier rotates
within the ring gear and drives the output shaft at a
speed reduction of 3.58:1.

Copyright © 1996 General Motors Corp. 2–19

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS

;;;
TORQUE FOURTH THIRD SECOND

;;;
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FIRST
CONVERTER CLUTCH CLUTCH CLUTCH CLUTCH
LOCKUP
CLUTCH ;; FORWARD
CLUTCH
CENTER
PLANETARY

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SHAFT
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REAR PLANETARY
;;; CONNECTING DRUM
Clutch Applied
MAIN SHAFT SUN GEAR SHAFT
Torque Path FRONT PLANETARY V00273.10

Figure 2–4. Model MT 640 or MT 643 — Second Range Torque Path

e. Second Range Operation (MT 640, 643) (Fig-
ure 2–4). Engine torque is transmitted through the
torque converter as described in Paragraph 2–27a. The
forward clutch and the second clutch are applied. For-
ward clutch application locks the turbine shaft to the
transmission main shaft so that they rotate together.
The rear sun gear is splined to both the transmission
main shaft and the center ring gear and all three parts
rotate as a unit. With the front planetary carrier an-
chored against rotation (by second clutch application),
the rotating center ring gear rotates the center sun gear.
The center sun gear is splined to the sun gear shaft to
which the front sun gear is splined. The rotating front
sun gear rotates the front carrier pinions whose carrier
is anchored. The front carrier pinions rotate the front
ring gear which, along with the center carrier, is
splined to the rear planetary carrier through a connect-
ing drum. Rotation of the connecting drum drives the
output shaft, through the splines of the rear planetary
carrier, at a speed reduction of 2.09:1.

2–20 Copyright © 1996 General Motors Corp.

 DESCRIPTION AND OPERATION

;;;
TORQUE FOURTH THIRD SECOND

;;;
;;;;;
; ;;;;; ;
FIRST
CONVERTER CLUTCH CLUTCH CLUTCH CLUTCH
LOCKUP
CLUTCH ;; FORWARD
CLUTCH
CENTER
PLANETARY

;; ;;;;; ;
;; ;;
;;;
;
; ; OUTPUT

; ;;;
SHAFT
;;

;;;;;
;;
; ; ;;
;;
;;;;;;; ;;
; ;;;
;
;;
;;
;;
; ;;
;;; ; ;
;;;;
;
;;
;; ;
;; ;;
; ;
;
;; ;; ;;; ; ;; ;
;;;;;
; ;;;
;
;; ;;
;; ; ;
; ;

;;;;;;;;
;;;;;;; ;;
;
;;;;;;
;; ;;; ;;
;
;;
;;;
; ;;;;
;;; ;;
;; ; ;;
;;;;
;;; ;;; ;;; ;;;;
; ;;

;;;;;;;;
;;
;; ;;;
;;;
; ;;;
;; ;;
;;
;;
;;;
;;; ; ;;
;
;;
;
TURBINE SHAFT ; ; ; ; ;; ;;
;;
;
;;
;
;
;;;
REAR PLANETARY
;;; CONNECTING DRUM
Clutch Applied
MAIN SHAFT SUN GEAR SHAFT
Torque Path FRONT PLANETARY V00273.11

Figure 2–5. Model MT 640 or MT 643 — Third Range Torque Path

f. Third Range Operation (MT 640, 643) (Figure
2–5). Engine torque is transmitted through the lockup
clutch as described in Paragraph 2–27b. The forward
and third clutches are applied. Third clutch application
anchors the sun gear shaft against rotation, which pre-
vents the integral center sun gear from rotating. For-
ward clutch application locks the turbine shaft and the
main shaft together so that they rotate as a unit. The
rear sun gear is splined to both the main shaft and the
center ring gear, and rotates at input speed. With the
center sun gear held stationary and the center ring gear
rotating, the ring gear drives the center planetary pin-
ions. This rotates the center planetary carrier at a speed
reduction of 1.39:1. This carrier and the rear planetary
carrier are splined to the planetary connecting drum
and rotate as a unit. The output shaft, being splined to
the rear carrier, rotates at the same speed as the center
planetary carrier.

Copyright © 1996 General Motors Corp. 2–21

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS

;;;
TORQUE FOURTH THIRD SECOND

;;;
;;;;;
; ;;;;; ;
FIRST
CONVERTER CLUTCH CLUTCH CLUTCH CLUTCH
LOCKUP
;; FORWARD CENTER

;
CLUTCH CLUTCH PLANETARY

;; ;;;;; ;
;;;;
;;;
;
; OUTPUT

; ;;;
SHAFT
;;

;;;;
;;
; ;
;;
;;;;;
;;;;; ;;;;
; ;;;
;
;;
;;
;; ;;
;;;;;; ;;
;;
; ;; ; ;;
; ; ;
; ; ; ;
;; ;; ;;;
;
;;
;;;
; ;;;
;
;;;;
;; ;; ; ; ;;

;;;;;;;;
;;;;;;; ;;
;
;;;;;;
;; ;;; ;;
;;
;
;;
; ;;;;
;;; ;;
;; ; ;;
;;;;
; ;; ; ;;
; ; ;;;;;
; ;;

;;;;;;;;
;;
;;
;;;
;
;;; ; ;;
;
;;
;;
;;
; ; ; ;;
;;;
;;
;
;;
;
TURBINE SHAFT; ; ; ; ;; ;;
;;
;
;;
;
;
;;;
REAR PLANETARY
;;; CONNECTING DRUM
Clutch Applied
MAIN SHAFT SUN GEAR SHAFT
Torque Path FRONT PLANETARY V00273.12

Figure 2–6. Model MT 640 or MT 643 — Fourth Range Torque Path

g. Fourth Range Operation (MT 640, 643) (Fig-
ure 2–6). Engine torque is transmitted through the
lockup clutch as described in Paragraph 2–27b. The
forward and fourth clutches are applied. With these
clutches applied, the transmission main shaft and cen-
ter sun gear shaft are locked together and rotate as a
unit at input speed. With the center sun gear and rear
sun gear rotating at the same speed (locked together)
and their respective carriers splined to the planetary
connecting drum, all components rotate at the same
speed. The transmission output shaft is splined to the
rear carrier and produces an output ratio of 1.00:1.

2–22 Copyright © 1996 General Motors Corp.

 DESCRIPTION AND OPERATION

;;;
TORQUE FOURTH THIRD SECOND

;;;
;;;;;
; ;;;;; ;
FIRST
CONVERTER CLUTCH CLUTCH CLUTCH CLUTCH
LOCKUP
CLUTCH ;; FORWARD
CLUTCH
CENTER
PLANETARY

;; ;;;;; ;
;; ;;
;;;
;
; ; OUTPUT

; ;;;
SHAFT
;;

;;;;;
;;
; ;
;;;;;;;;; ;; ;;
; ;;;
;
;;
;;
;; ;;
;;;; ; ;
;;;;
;;
;; ;;; ;;
; ;
;
;
;; ;; ;;; ; ;; ;
;;
;;;
; ;;;
;
;; ;;
;; ; ;
; ;

;;;;;;;;
;;;;;;; ;;
;
;;;;;;
;; ;;; ;;
;
;;
; ;;
; ;;;;
;;; ;;
;; ; ;;
;;;;
;;; ;;; ;;; ;;;;
; ;;

;;;;;;;;
;;
;; ;;;
;;;
; ;;;
;; ;;
;;
;;
;;;
;;; ; ;;
;
;;
;
;
TURBINE SHAFT
; ; ; ;; ;;
;;
;
;;
;
;
;;;
REAR PLANETARY
;;; CONNECTING DRUM
Clutch Applied
MAIN SHAFT SUN GEAR SHAFT
Torque Path FRONT PLANETARY V00273.13

Figure 2–7. Model MT 640 or MT 643 — Reverse Range Torque Path

h. Reverse Range Operation (MT 640, 643) (Fig-
ure 2–7). Engine torque is transmitted through the
converter as described in Paragraph 2–27a. Reverse
range is the only range in which the forward clutch is
not applied. In this range, the fourth clutch is applied
and rotates the sun gear shaft (with the front sun gear
splined to it) at input speed. The first clutch is also ap-
plied and anchors the rear ring gear against rotation.
The center sun gear rotates the center carrier pinions
which, in turn, rotate the center ring gear in the oppo-
site direction. The center carrier is splined to the plan-
etary connecting drum, which is splined to the rear
carrier. The reverse direction of rotation of the center
ring gear rotates the rear sun gear. This causes the rear
planetary pinions to drive the rear carrier in a reverse
direction, within the stationary ring gear. The trans-
mission output shaft, splined to the rear carrier, rotates
in a reverse direction at a speed reduction of 5.67:1.

Copyright © 1996 General Motors Corp. 2–23

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS

;;;
;;;
;;;;;
;;;;; ;
;;;;
;;
TORQUE FOURTH THIRD SECOND FIRST
CONVERTER CLUTCH CLUTCH CLUTCH CLUTCH
LOCKUP
CLUTCH
;;
;;
FORWARD
CLUTCH
CENTER
PLANETARY LOW CLUTCH

;;;;; ;;;;
;;
;;
;;
;
;;
;;;
;;;
; ;; ;;
;
;
OUTPUT
SHAFT

;;; ;;; ;;

;;;;
;;
;;;;;
;;;
; ;
;; ; ;
;;
;; ;;
; ;;
;;;;;;
;;;;;;;
; ;
;;;;; ;
; ;;;
;;;; ;;
;;
;;
;;;;
;;;;
;;; ;
;; ;;;
;; ; ;; ;
;; ;;
;;

;;; ;;;
;;;;;
;; ;; ; ;;;;;;;;;
; ;;
;;
; ;;;
;; ;;;; ;; ;;
;; ; ;
;;;;
;;;;;;
; ;;;;; ;;

;;;;;;;;
;;;;;;; ;;;;;
;;;;
; ;;
;; ;;
;;;
;
;;
;;;
;
;;;;;
;;;;
;;;;
;; ; ;;;
;;; ;;
;;

; ; ;;
;
;;
;;;;;; ; ;;

;;;;;;;;
; ;;
; ;;; ;;
;;; ;;;;;;;;;;
;;
;
; ; ;;;
;; ;;;
;;
;
;;
;;
;;; ;;;;;;;;;
; ;
;
;;
; ;;;
;;
LOW PLANETARY
;; ; ;; ; ;
;; ;
TURBINE SHAFT ; ;;;;
;; ; REAR PLANETARY
;;
Clutch Applied CONNECTING DRUM
MAIN SHAFT SUN GEAR SHAFT
Torque Path FRONT PLANETARY V00272.10

Figure 2–8. Model MT 650 or MT 653 — Neutral Torque Path

i. Neutral Operation (MT 650, 653) (Figure 2–8). gaged and torque is not transmitted beyond the fourth
Engine torque is transmitted through the torque con- clutch hub. Two clutches must be applied to produce
verter as described in Paragraph 2–27a. Although the output shaft rotation.
first clutch is applied, the forward clutch is not en-

2–24 Copyright © 1996 General Motors Corp.

 DESCRIPTION AND OPERATION

;;;
;;;
;;;;;
;;;;; ;
;;;;
;;
TORQUE FOURTH THIRD SECOND FIRST
CONVERTER CLUTCH CLUTCH CLUTCH CLUTCH
LOCKUP
CLUTCH
;;
;;
FORWARD
CLUTCH
CENTER
PLANETARY LOW CLUTCH

;;;;; ;;;;
;;
;;
;;
;
;;
;;;
;;;
; ;; ;;
;
;
OUTPUT
SHAFT

;;; ;;; ;;

;;;;
;;
;;;;;
;;;
; ;
;;;;;;;
; ;;
;;
;; ;;
; ;;
;;;;;;;; ; ;
;;;; ;
; ;;;
;;;; ;;
;;
;;
;;;;
;;;;
;;; ;
;;;;;;; ;;;
;; ; ;; ;
;; ;;
;;

;;;
;;;;;
;; ;; ; ;;;;;;;;;
; ;;
; ;;;
;; ; ;
;;;; ;; ;
;;; ;;
;;;;
;;
; ;;;;;
;; ;;

;;;;;;;;
;;;;;;; ;;;;;
;;;;
; ;;
;; ;;
;;;
;
;;
;;;
;
;;;;;
;;;;
;;;;
;; ; ;;;
;;; ;;
;;

; ; ;;
;
;;
;;;;;; ; ;;

;;;;;;;;
; ;;
; ;;; ;;
;;; ;;;;;;;;;;
;;
;
; ; ;;;
;; ;; ;;
;; ;;
;;
;;; ;;;;;;;;;
; ;
;
;;
; ;;;
;;
LOW PLANETARY
;; ; ;; ; ;
;; ;
TURBINE SHAFT ; ;;;;
;; ; REAR PLANETARY
;;
Clutch Applied CONNECTING DRUM
MAIN SHAFT SUN GEAR SHAFT
Torque Path FRONT PLANETARY V00272.11

Figure 2–9. Model MT 650 or MT 653 — First Range Torque Path

j. First Range Operation (MT 650, 653) (Figure
2–9). Engine torque is transmitted through the torque
converter as described in Paragraph 2–27a. The for-
ward clutch and the low clutch are applied. Forward
clutch application locks the turbine shaft and the trans-
mission main shaft together so that they rotate as a
unit. Low clutch application anchors the low planetary
carrier against rotation. The rear planetary sun gear
(splined to the transmission main shaft) rotates the rear
planetary pinions; however, the rear planetary carrier
resists rotation because it is restrained by the output
shaft to which it is splined. This causes the rear plane-
tary carrier ring gear to rotate. The low planetary sun
gear is splined to the rear planetary ring gear and ro-
tates with it. The low planetary sun gear rotates the
pinions. Since the low planetary carrier is anchored
against rotation, the pinions rotate the low planetary
ring gear which, in turn, rotates the output shaft to
which it is splined, at a speed reduction of 8.05:1.

Copyright © 1996 General Motors Corp. 2–25

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS

;;;
;;;
;;;;;
;;;;; ;
;;;;
;;
TORQUE FOURTH THIRD SECOND FIRST
CONVERTER CLUTCH CLUTCH CLUTCH CLUTCH
LOCKUP ;; FORWARD CENTER
CLUTCH ;; CLUTCH PLANETARY LOW CLUTCH

;;;;; ;;;;
;;
;;
;;
;
;;
;;
;;;
;
; ;; ;;
;
;
OUTPUT
SHAFT

;;; ;;; ;;

;;;;
;;
;;;;;
;;;
; ; ;;
;;
;; ;;
; ;;
; ; ;
; ;;;
;;;; ;;
;; ;;;;
;;;;
;
;;;;;;
;;
;;;;;;;
;;; ;
;; ; ;;
;;;;
;;;
;; ; ;;
;;
;
;; ;;
;;

;;;;;
;; ;; ;;;;;;;;;
; ;;
;;
; ;;;;;
;;
;;;;;; ;;; ; ;;
;; ; ;
;;;
;;;;;; ;;

;;;;;;;;
;;;;;;; ;;;;;
;;;;;
; ;;
;; ;;
;;;
;
;;
;;
;
;
;;;;;
;;;;
;;;;
;;
;;;;
; ;;;
;;; ;;
;;

; ; ;;
;
;;
;;;;;; ; ;;

;;;;;;;;
; ;;
; ;;; ;;
;;; ;;;;;;;;;
;;
;
; ; ;;;
;; ;; ;
;;
;
;;
;;
;;;
;
;;;;;;;;;;
;
;
;;
; ;;;
;;
LOW PLANETARY
;; ; ;; ; ;
;; ;
TURBINE SHAFT ; ;;;;
;; ; REAR PLANETARY
;;
Clutch Applied CONNECTING DRUM
MAIN SHAFT SUN GEAR SHAFT
Torque Path FRONT PLANETARY V00272.12

Figure 2–10. Model MT 650 or MT 653 — Second Range Torque Path

k. Second Range Operation (MT 650, 653) (Fig-
ure 2–10). Engine torque is transmitted through the
torque converter as described in Paragraph 2–27a. The
forward clutch and the first clutch are applied. For-
ward clutch application locks the turbine shaft and the
transmission main shaft together so that they rotate as
a unit. First clutch application anchors the rear ring
gear against rotation. The rear sun gear is splined to
the main shaft and rotates with it, and rotates the plan-
etary pinions. The pinions are part of the planetary car-
rier which is splined to the output shaft. With the rear
planetary ring gear held stationary by the applied first
clutch, and with the rear sun gear rotating the pinions,
the rear planetary carrier rotates within its ring gear
and drives the output shaft at a speed reduction of
3.58:1.

2–26 Copyright © 1996 General Motors Corp.

 DESCRIPTION AND OPERATION

;;;
;;;
;;;;;
TORQUE
CONVERTER
LOCKUP
CLUTCH

;;;;;
;;
;;

;;
; ;;
;;
FOURTH
CLUTCH
FORWARD
CLUTCH
THIRD
CLUTCH
SECOND
CLUTCH
CENTER
PLANETARY
FIRST
CLUTCH

LOW CLUTCH

;;;;; ;;;;
;;
;;
;;
;
;;
;;
;;;
;
; ;; ;;
;
;
OUTPUT
SHAFT

;;; ;;
;;;;
;;
;;;;;
;;;
;
;;; ;
;
;;
;; ;;
; ;;
;;;;;;
;;;;;;;
; ; ;
;;;;
;;;
;
; ;;;
;;;; ;;
;;
;;
;;;;
;;;;
;;; ;
;;; ; ;;;;;
;; ; ;; ;
;; ;;
;;

;;;;;
;; ;; ;;;;;;;;;
; ;;
;;
;;;
;;; ;;;
;;
; ;;;
;;;; ; ;;
;;;;
;;
; ;; ;;

;;;;;;;;
;;;;;;; ;;;;;
;;;;;
; ;;
;; ;;
;;;
;
; ;;
;;
;
;
;;;;;
;;;;
;;;;;;
;;;;
; ;;;
;;; ;;
;;

; ; ;;
;;;;;
;
;;
; ; ;;

;;;;;;;;
; ;;;
;; ;;
;;; ;;;;;;;;;
;
;;
; ; ;;;
;;; ;;; ;
;; ;;
;;
;;; ;
;;;;;;;;;;;
;
;;
; ;;;
;;
LOW PLANETARY
;; ; ;; ; ;
;;;;
TURBINE SHAFT ; ;; ;
;; ; REAR PLANETARY
;;
Clutch Applied CONNECTING DRUM
MAIN SHAFT SUN GEAR SHAFT
Torque Path FRONT PLANETARY V00272.13

Figure 2–11. Model MT 650 or MT 653 — Third Range Torque Path

l. Third Range Operation (MT 650, 653) (Figure
2–11). Engine torque is transmitted through the torque
converter as described in Paragraph 2–27a. The for-
ward clutch and the second clutch are applied. For-
ward clutch application locks the turbine shaft and the
transmission main shaft together so that they rotate as
a unit. Second clutch application anchors the front
planetary carrier against rotation. The rear sun gear is
splined to both the transmission main shaft and the
center planetary ring gear and all three rotate as a unit.
With the front planetary carrier anchored against rota-
tion by second clutch application, the rotating center
ring gear rotates the center sun gear. The center sun
gear is integral with the sun gear shaft to which the
front sun gear is splined. The rotating front sun gear
rotates the front carrier pinions whose carrier is an-
chored. The front carrier pinions rotate the front ring
gear which, along with the center carrier, is splined to
the rear planetary carrier through a connecting drum.
Rotation of the connecting drum drives the output
shaft through the splines of the rear planetary carrier at
a speed reduction of 2.09:1

Copyright © 1996 General Motors Corp. 2–27

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS

;;;
;;;
;;;;;
;;;;; ;
;;;;
;;
TORQUE FOURTH THIRD SECOND FIRST
CONVERTER CLUTCH CLUTCH CLUTCH CLUTCH
LOCKUP
CLUTCH
;;
;;
FORWARD
CLUTCH
CENTER
PLANETARY LOW CLUTCH

;;;;; ;;;;
;;
;;
;;
;
;;
;;;
;;;
; ;; ;;
;
;
OUTPUT
SHAFT

;;; ;;; ;;

;;;;
;;
;;;;;
;;;
; ;
;; ; ;
;;
;; ;;
; ;;
;;;;;;
;;;;;;;
; ;
;;;;; ;
; ;;;
;;;; ;;
;;
;;
;;;;
;;;;
;;; ;
;; ;;;
;; ; ;; ;
;; ;;
;;

;;; ;;;
;;;;;
;; ;; ; ;;;;;;;;;
; ;;
;;
; ;;;
;; ;;;; ;; ;;
;; ; ;
;;;;
;;;;;;
; ;;;;; ;;

;;;;;;;;
;;;;;;; ;;;;;
;;;;
; ;;
;; ;;
;;;
;
;;
;;;
;
;;;;;
;;;;
;;;;
;; ; ;;;
;;; ;;
;;

; ; ;;
;
;;
;;;;;; ; ;;

;;;;;;;;
; ;;
; ;;; ;;
;;; ;;;;;;;;;;
;;
;
; ; ;;;
;; ;;;
;;
;
;;
;;
;;; ;;;;;;;;;
; ;
;
;;
; ;;;
;;
LOW PLANETARY
;; ; ;; ; ;
;; ;
TURBINE SHAFT ; ;;;;
;; ; REAR PLANETARY
;;
Clutch Applied CONNECTING DRUM
MAIN SHAFT SUN GEAR SHAFT
Torque Path FRONT PLANETARY V00272.14

Figure 2–12. Model MT 650 or MT 653 — Fourth Range Torque Path

m. Fourth Range Operation (MT 650, 653) (Fig-
ure 2–12). Engine torque is transmitted through the
lockup clutch as described in Paragraph 2–27b. The
forward and third clutches are applied. Third clutch
application anchors the sun gear shaft against rotation,
which prevents the integral center sun gear from rotat-
ing. Forward clutch application locks the turbine shaft
and the main shaft together so that they rotate as a unit.
The rear sun gear is splined to both the main shaft and
the center planetary ring gear and rotates at input
speed. With the center sun gear held stationary, the
center ring gear drives the center planetary carrier pin-
ions. This rotates the center planetary carrier at a speed
reduction of 1.39:1. This carrier and the rear planetary
carrier are splined to the planetary connecting drum
and rotate as a unit. The output shaft, splined to the
rear carrier, rotates at the same speed as the center
planetary carrier.

2–28 Copyright © 1996 General Motors Corp.

 DESCRIPTION AND OPERATION

;;;
;;;
;;;;;
;;;;; ;
;;;;
;;
TORQUE FOURTH THIRD SECOND FIRST
CONVERTER CLUTCH CLUTCH CLUTCH CLUTCH
LOCKUP
CLUTCH
;;
;;
FORWARD
CLUTCH
CENTER
PLANETARY LOW CLUTCH

;;;;; ;;;;
;;
;;
;;
;
;;
;;;
;;;
; ;; ;;
;
;
OUTPUT
SHAFT

;;; ;;; ;;

;;;;
;;
;;;;;
;;;
; ;
;; ; ;
;;
;; ;;
; ;;
;;;;;;
;;;;;;;
; ;
;;;;; ;
; ;;;
;;;; ;;
;;
;;
;;;;
;;;;
;;; ;
;; ;;;
;; ; ;; ;
;; ;;
;;

;;; ;;;
;;;;;
;; ;; ; ;;;;;;;;;
; ;;
;;
; ;;;
;; ;;;; ;; ;;
;; ; ;
;;;;
;;;;;;
; ;;;;; ;;

;;;;;;;;
;;;;;;; ;;;;;
;;;;
; ;;
;; ;;
;;;
;
;;
;;;
;
;;;;;
;;;;
;;;;
;; ; ;;;
;;; ;;
;;

; ; ;;
;
;;
;;;;;; ; ;;

;;;;;;;;
; ;;
; ;;; ;;
;;; ;;;;;;;;;;
;;
;
; ; ;;;
;; ;;;
;;
;
;;
;;
;;; ;;;;;;;;;
; ;
;
;;
; ;;;
;;
LOW PLANETARY
;; ; ;; ; ;
;; ;
TURBINE SHAFT ; ;;;;
;; ; REAR PLANETARY
;;
Clutch Applied CONNECTING DRUM
MAIN SHAFT SUN GEAR SHAFT
Torque Path FRONT PLANETARY
V00272.15

Figure 2–13. Model MT 650 or MT 653 — Fifth Range Torque Path

n. Fifth Range Operation (MT 650, 653) (Figure
2–13). Engine torque is transmitted through the lockup
clutch as described in Paragraph 2–27b. The forward
and fourth clutches are applied. With the clutches ap-
plied, the transmission main shaft and center sun gear
shaft are locked together and rotate as a unit at input
speed. With the center sun gear and the rear sun gear
rotating at the same speed (locked together) and their
respective carriers splined to the planetary connecting
drum, all components rotate at the same speed. The
output shaft is splined to the rear carrier and produces
an output ratio of 1.00:1.

Copyright © 1996 General Motors Corp. 2–29

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS

;;;
;;;
;;;;;
TORQUE
CONVERTER
LOCKUP
CLUTCH

;;;;;
;;
;;

;;
; ;;
;;
FOURTH
CLUTCH
FORWARD
CLUTCH
THIRD
CLUTCH
SECOND
CLUTCH
CENTER
PLANETARY
FIRST
CLUTCH

LOW CLUTCH

;;;;; ;;;;
;;
;;
;;
;
;;
;;
;;;
;
; ;; ;;
;
;
OUTPUT
SHAFT

;;; ;;
;;;;
;;
;;;;;
;;;
;
;;; ;
;
;;
;; ;;
; ;;
;;;;;;
;;;;;;;
; ; ;
;;;;
;;;
;
; ;;;
;;;; ;;
;;
;;
;;;;
;;;;
;;; ;
;;; ; ;;;;;
;; ; ;; ;
;; ;;
;;

;;;;;
;; ;; ;;;;;;;;;
; ;;
;;
;;;
;;; ;;;
;;
; ;;;
;;;; ; ;; ;
;;;;
;;
;; ;;

;;;;;;;;
;;;;;;; ;;;;;
;;;;;
; ;;
;; ;;
;;;
;
; ;;
;;
;
;
;;;;;
;;;;
;;;;;;
;;;;
; ;;;
;;; ;;
;;

; ; ;;
;;;;;
;
;;
; ; ;;

;;;;;;;;
; ;;;
;; ;;
;;; ;;;;;;;;;
;
;;
; ; ;;;
;;; ;;; ;
;; ;;
;;
;;; ;
;;;;;;;;;;
; ;
;;
; ;;;
;;
LOW PLANETARY
;; ; ;; ; ;
;;;;
TURBINE SHAFT ; ;; ;
;; ; REAR PLANETARY
;;
Clutch Applied CONNECTING DRUM
MAIN SHAFT SUN GEAR SHAFT
Torque Path FRONT PLANETARY V00272.16

Figure 2–14. Model MT 650 or MT 653 — Reverse Range Torque Path

o. Reverse Range Operation (MT 650, 653) (Fig-
ure 2–14). Engine torque is transmitted through the
converter as described in Paragraph 2–27a. Reverse
range is the only range in which the forward clutch is
not applied. In reverse range, the fourth clutch is ap-
plied, rotating the sun gear shaft (with the front sun
gear splined to it) at input speed. The first clutch is
also applied and anchors the rear ring gear against ro-
tation. The center sun gear rotates the center carrier
pinions, which rotate the center ring gear in the oppo-
site direction. The center carrier is splined to the plan-
etary connecting drum, which is splined to the rear
carrier. The reverse direction of rotation of the center
ring gear rotates the rear sun gear. This causes the rear
planetary pinions to drive the rear carrier in a reverse
direction, within the stationary ring gear. The trans-
mission output shaft, splined to the rear planetary car-
rier, rotates in a reverse direction at a speed reduction
of 5.67:1.

2–30 Copyright © 1996 General Motors Corp.

 Section 3 — PREVENTIVE MAINTENANCE
3–1. SCOPE
a. This section describes the routine and periodic
procedures required to maintain the transmission in
good operating condition. Topics covered include in-
spection, hydraulic system maintenance, storage pro-
cedures, linkage adjustment, and shift point adjust-
ment. A troubleshooting chart is included at the back
of this section.
b. For transmission removal and installation guide-
lines, engine adaptation hardware specifications, and
road test checks, refer to the MT(B) 600 Series Me-
chanic’s Tips, MT1357EN.
3–2. INSPECTION AND CARE
a. Clean and inspect the exterior of the transmission
at regular intervals. The severity of service and operat-
ing conditions will determine the frequency of such in-
spections. Inspect the transmission for:
• loose bolts (transmission and mounting com-
ponents)
• transmission fluid leaks*
• shift linkage freely positioned by transmission
detent
• full (and ease of) movement of mechanical
modulator linkage
• vacuum or air line and modulator for leaks
• damaged or loose hydraulic lines
• worn or frayed electrical connections
• driveline U-joints and slip fittings
• speedometer cable and fittings
• PTO linkage and driveline
b. Check the transmission fluid level at the intervals
specified in the vehicle operator’s manual.
3–3. IMPORTANCE OF PROPER
TRANSMISSION FLUID LEVEL
a. Effects of Improper Fluid Level. Because the
transmission fluid cools, lubricates, and transmits hy-
draulic power, it is important that the proper fluid level
be maintained at all times. The transmission fluid is
used to apply clutches and to lubricate and cool the
components. If the fluid level is too low, the converter
* Transmission fluid leaks require immediate attention.
Copyright © 1996 General Motors Corp.
and clutches will not receive an adequate supply of
fluid. If the level is too high, the fluid will aerate, the
transmission will overheat, and fluid may be expelled
through the breather or dipstick tube.
b. Foaming and Aerating
1. Transmission performance will be affected
when the fluid foams or aerates. The primary
causes of aeration are low fluid in the sump,
too much fluid in the sump, or a defective or
missing sealring on the intake pipe.
2. A low fluid level (indicated on the dipstick)
will not completely envelop the fluid filter.
Fluid and air are drawn in by the input pump
and directed to the clutches and converter,
causing converter cavitation noises and irregu-
lar shifting. Aeration also changes the viscosity
and color of the fluid to a thin milky liquid.
3. At normal fluid level (FULL mark on the dip-
stick), the fluid is slightly below the planetary
gear units. If the transmission is overfilled,
bringing the fluid level above the FULL mark,
the planetary units will run in the fluid, causing
it to become aerated. Overheating and irregular
shift patterns can occur when the fluid is aer-
ated.
4. A defective sealring 31 or 39 (Foldout 10,A),
or 9 (Foldout 10,B) on the filter tube will cause
the input pump to draw air and fluid from the
sump, causing the fluid to become aerated.
3–4. DIPSTICK MARKINGS
Two dipstick variations are available for use with the
MT 600 Series transmissions. Differences in fill tube
placement and dipstick orientation may change the
markings slightly. Refer to Figures 3–1 through 3–4 for
typical dipstick markings and pan fluid levels.
NOTE:
The HOT RUN band for the 7.14 inch (181.36 mm)
pan is below the split line. The bottom of the HOT
RUN band is 1.75 inch (44.5 mm) below the split line
of the transmission and oil pan. The REF FILL
(COLD RUN) band is not provided with this config-
uration.
3–1
 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
3–5. TRANSMISSION FLUID LEVEL
CHECK PROCEDURE 1.80"
(46 mm)
WARNING! 1.50"
(38 mm)
When checking the transmission fluid level, be 0.75"
(19 mm)
sure that the parking brake and/or emergency FULL TOP OF OIL PAN
brakes are set and properly engaged, and the
wheels are blocked. Unexpected and possible
HOT RUN
sudden movement may occur if these precautions
are not taken.
ADD COLD RUN
a. Preparation
1. Always check the transmission fluid level at
V00274
least twice. Consistency is important in main-
taining accuracy. If inconsistent dipstick read-
ings persist, check for proper venting of the Figure 3–1. Fluid Levels for 4.3 Inch
transmission breather and/or fill tube. A Pan — MT 640, 643, 650, 653
clogged breather can force fluid up into the fill
tube and cause an inaccurate reading. A dip-
stick that anchors inside the top end of an un-

CHECK IN NEUTRAL AT IDLE

CHECK IN NEUTRAL AT IDLE
vented fill tube can draw fluid up into the tube
during removal and give an inaccurate reading.

— USE DEXRON® OIL

2. Clean around the end of the fill tube before re-

— USE DEXRON® OIL

moving the dipstick. Dirt or foreign material
must not be allowed to enter the transmission
because it can cause valves to stick, cause un-
due wear of transmission parts, or clog pas-
TRANSMISSION
sages. Check the fluid level by the following OIL PAN
procedures and record any abnormal level on SPLITLINE
FULL
your maintenance records.
3. Transmission input speed and fluid tempera-
RUN
HOT

0.75" 0.75"
ture significantly affect the fluid level. An in- (19 mm) (19 mm)
crease in input speed lowers the fluid level; an
increase in fluid temperature raises the fluid 1.80"
(46 mm)
level. The fluid level must always be checked ADD
with the engine at idle (600–650 rpm) and the 1.50"
(38 mm)
transmission in N (Neutral).
b. Cold Check
COLD
RUN

NOTE:
• A Cold Check is performed with dipsticks similar
to those illustrated in Figures 3–2 and 3–4.
V00275
• The fluid level rises as sump temperature increases.
DO NOT FILL above the REF FILL (COLD
RUN) band if the transmission fluid is below nor- Figure 3–2. Dipstick Markings for 4.3 Inch
mal operating temperature. Pan — MT 640, 643, 650, 653
(Earlier and Later Models)

3–2 Copyright © 1996 General Motors Corp.

 PREVENTIVE MAINTENANCE
1. Park the vehicle on a level surface, apply the
parking brake, and block the wheels.

2. Operate the engine at 1000–1500 rpm for one

minute to purge air from the system. Allow the
engine to idle. Shift to D (Drive) and then to R
(Reverse) to fill the hydraulic circuits with 0.75" 1.50" 2.22" 2.55"
(19 mm) (38 mm) (57 mm) (65 mm) TOP OF
fluid. Then, shift to N (Neutral). The sump OIL PAN
temperature should be 60–120°F (16–50°C).
FULL
HOT RUN
3. After wiping the dipstick clean, check the fluid
ADD REF FILL
level. If the fluid level is in the COLD RUN
(Figure 3–2) or REF FILL (Figure 3–4) bands,
the level is satisfactory for operating the trans-
mission until the fluid is hot enough to perform
V03275
a Hot Check. If the fluid level is not within
these parameters, raise or lower the fluid level
to bring it within the band.
Figure 3–3. Fluid Level for 5.10 Inch
4. Perform a Hot Check at the first opportunity Pan — MT 643, 653
after normal operating temperature is reached
(160–200°F (71–93°C) sump temperature;
180–220°F (82–104°C) converter-out tempera-
ture).

CHE

CHE
c. Hot Check

CK IN

CK IN
TRANSMISSION TRANSMISSION
OIL PAN OIL PAN

NEU

NEU
SPLITLINE SPLITLINE

TRA

TRA
NOTE:

L AT

L AT
0.75" 0.75"
(19.0 mm) (19.0 mm)

IDLE

IDLE
A Hot Check is performed with all dipstick designs 2.55"
1.50" (64.8 mm) 1.50"
(Figures 3–2 and 3–4). (38.0 mm) (38.0 mm)

HOT

HOT
RUN

RUN
2.22"
(57.1 mm)
1. Operate the transmission until normal operat-
ing temperature is reached (160–200°F (71–
REF
FILL

93°C) sump temperature; 180–220°F (82–

104°C) converter-out temperature). Shift to D
(Drive) and then to R (Reverse) to fill the hy-
5.10 in. 7.14 in.
draulic circuits with fluid. OIL PAN OIL PAN
V03276
2. Park the vehicle on a level surface and shift to
N (Neutral). Apply the parking brake, block
the wheels, and allow the engine to idle.
Figure 3–4. Dipstick Markings for 5.10 and 7.14 Inch Pan
(Later Models)
3. After wiping the dipstick clean, check the
fluid level. The safe operating level is any-
where between the FULL and ADD lines (Fig- 4. If the fluid level is outside of these parameters,
ure 3–2) or within the HOT RUN band raise or lower the fluid level to bring it within
(Figures 3–2 and 3–4). the correct markings on the dipstick.

Copyright © 1996 General Motors Corp. 3–3

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
3–6. KEEPING TRANSMISSION in tubes, hoses, external filters, seals, etc., are
FLUID CLEAN compatible with C-4 fluids.

Transmission fluid must be handled in clean containers

to prevent foreign material from entering the transmis- CAUTION:
sion. Lay the dipstick in a clean place while filling the Disregarding minimum fluid temperature limits
transmission. can result in transmission malfunction or re-
duced transmission life.

CAUTION:
Containers or fillers that have been used to han-
dle antifreeze or engine coolant solution must
never be used for transmission fluid. Antifreeze
and coolant solutions contain ethylene glycol
which, if introduced into the transmission, can
cause the clutch plates to fail.
3–7. TRANSMISSION FLUID
RECOMMENDATIONS
b. Recommended Viscosity Grade. When choos-
ing the optimum viscosity grade of fluid to use, duty
cycle, preheat capabilities, and/or geographical loca-
tion must be taken into consideration. Table 3–1 lists
the minimum fluid temperatures at which the transmis-
sion may be safely operated. Preheat with auxiliary
heating equipment or by running the vehicle with the
transmission in N (Neutral) for a minimum of 20 min-
utes before attempting range operation.

a. Recommended Automatic Transmission Table 3–1. Operating Temperature

Fluid Requirements for Transmission Fluid
(Ambient Temperature Below Which Preheat is Required)

1. Hydraulic fluids (oils) used in the transmission Viscosity Grade Fahrenheit Celsius
are important influences on transmission per- SAE 0W-20 –31 –35
formance, reliability, and durability. Use
DEXRON®-III fluids for standard duty, on- DEXRON®-III –22 –30
highway applications. Use C-4 fluids (Allison SAE 10W –4 –20
approved SAE 10W or SAE 30) for severe SAE 15W-40 5 –15
duty and off-highway applications. Also use
SAE 30 32 0
type C-4 SAE 30 in all applications where the
ambient temperature is consistently above SAE 40 50 10
95°F (35°C).

2. Some DEXRON®-III fluids are also qualified

as type C-4 fluids. To ensure the fluid is quali-
fied for use in Allison transmissions, check for
a DEXRON®-III or C-4 fluid license, or ap-
proval numbers on the container, or consult the
lubricant manufacturer. Consult your Allison
Transmission dealer or distributor before using
other fluid types. Fluid types such as Type F,
and universal farm fluids may or may not be
properly qualified for use in your Allison trans-
mission.
3. Before using type C-4 fluids, consult the vehi-
cle manufacturer to ensure that materials used
3–8. TRANSMISSION FLUID AND
FILTER CHANGE INTERVALS
Transmission fluid and filter change frequency is de-
termined by the severity of transmission service and
by the filter equipment installed. Table 3–2 is a gen-
eral guide. More frequent changes may be required
when the fluid is visually contaminated, when opera-
tions subject the transmission to high levels of con-
tamination or overheating, or if fluid analysis indi-
cates that the fluid is oxidized beyond the limits
listed in Table 3–3.

3–4 Copyright © 1996 General Motors Corp.

 PREVENTIVE MAINTENANCE

Table 3–2. Transmission Fluid and Filter Change Intervals

Transmission External Auxiliary
Application Fluid Change Internal Sump Governor Filter Filters**
On-Highway 25,000 miles Paper Filter: 25,000 miles After first 5000 miles (8 000
(40 000 km) 25,000 miles (40 000 km) or (40 000 km) km) and at normal fluid
or 12 months* 12 months* or 12 months* change intervals thereafter*
Stainless Steel Screen: At
overhaul
Off-Highway 1000 hours max Paper Filter: 1000 hours 1000 hours max After first 500 hours and at
or 12 months* maximum or 12 months* or 12 months* normal fluid change intervals
Stainless Steel Screen: At thereafter*
overhaul
* Whichever occurs first.
** When an Allison high-efficiency filter is used, the change interval is until the Change Filter light indicates the filter is contaminated or until it has
been in use for three years, whichever occurs first. No mileage restrictions apply.

Table 3–3. Fluid Oxidation Measurement Limits b. Metal Particles. Metal particles in the fluid (ex-
cept for the minute particles normally trapped in the
Measurement Limit
filter) indicate damage has occurred in the transmis-
Viscosity +/- 25% change from new sion. When these particles are found in the sump or on
fluid the magnetic plate in the bottom of the pan, the trans-
Carbonyl absorbance +0.3 A*/0.1 mm change from mission must be disassembled and closely inspected to
new fluid find the source. Metal contamination requires com-
plete disassembly of the transmission and cleaning of
Total acid number +3.0 change from new fluid all internal and external circuits, cooler, and all other
Solids 2% by volume maximum areas where the particles could lodge. Refer to applica-
tion of the auxiliary filter, Paragraph 3–9d.
* A = Absorbance units
Refer to SIL 17-TR-83 for fluid analysis techniques and data interpretation.

Consult your local industrial yellow pages for fluid analysis firms. Use CAUTION:
one fluid analysis firm as results from various firms cannot be accurately
compared. Refer to the Technician's Guide for Automatic Transmission If excessive metal contamination has occurred,
Fluid (GN2055EN) for additional information. inspection of the cooler and all bearings within
the transmission is recommended.

3–9. TRANSMISSION FLUID

CONTAMINATION c. Coolant Leakage

1. If engine coolant leaks into the transmission

a. Examine at Fluid Change. At each fluid change, hydraulic system, immediate action must be
examine the fluid which is drained for evidence of dirt taken to prevent malfunction and possible seri-
or engine coolant (water). A normal amount of con- ous damage. The transmission must be com-
densation will emulsify in the fluid during operation of pletely disassembled, inspected, and cleaned.
the transmission. If there is evidence of coolant, check All traces of the coolant, and varnish deposits
the cooler (heat exchanger) for leakage between the resulting from coolant contamination, must be
coolant and fluid areas. Fluid in the coolant side of the removed. Clutch plates contaminated with eth-
cooler (heat exchanger) is another sign of leakage. ylene glycol must be replaced.
This may indicate leakage from the engine oil system.
Any accumulation of sludge or soft dirt in the sump 2. A Gly-Tek test kit to detect glycol in trans-
should be removed. mission fluid can be obtained from Nelco

Copyright © 1996 General Motors Corp. 3–5

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
Company, 1047 McKnight Road South, St.
Paul, Minnesota 55119.
NOTE:
Some transmission fluids will give a positive indi-
cation because of “additives” in the fluid. When
test results are questionable, test a clean (unused)
sample of the same type or brand of fluid to con-
firm results.
d. Auxiliary Filter
NOTE:
Transmissions equipped with a stainless steel sump
screen must have an auxiliary filter in the external
transmission cooling circuit.
1. If a condition occurs that introduces debris into
the hydraulic system, completely clean up the
cooler and lines.
2. Repeated cleaning and flushing may not re-
move all debris. For models with retarder, re-
place the main cooler. For models without
retarder, installation of an auxiliary filter (Fig-
ure 3–5) in the cooler-out line (between cooler
and transmission) is required if such a filter
does not already exist. This requirement ap-
plies whether the transmission is overhauled or
replaced by a new or rebuilt unit.
3. If any doubt exists about the clean-up of the
cooler, replace the cooler.
3–10. TRANSMISSION FLUID AND
4. The auxiliary filter must have a 40 micron or
finer filter element and a maximum filter pres-
sure drop of 3 psi (21 kPa) at 8 gpm (30 liters/
minute) at 180°F (82°C). The finest filtration
allowed is a filter that removes 100 percent of
all particles larger than 6 micron. The maxi-
mum external circuit pressure drop at normal
operating temperature must not exceed 23 psi
(159 kPa) at 2000 rpm in N (Neutral).
3–6 Copyright © 1996 General Motors Corp.
5. Use one of the following recommended auxil-
iary filters:
Filter Assembly Filter Element
Allison 29510923* Allison 29510922*
AC PM 16-1 PF 141
AC PM 13-16 PF 897
Fram HP 1-2 HP 1
Purolator OF-15C-1 OF-2C-1
Purolator PER-20-10 PER-20
* High-efficiency filter and element are available from your
authorized Allison distributor. Refer to SIL 12-TR-93
(latest revision).
6. Install the filter in the line from the cooler to
the transmission. Use No. 12 hose (minimum
ID of 5⁄8 inch (15.7 mm)) of sufficient length to
permit power pack movement. Hose fittings
must have a minimum ID of 0.484 inch (12.29
mm). The hose must meet SAE 100 R5 specifi-
cations, with an operating range of –40 to
330°F (–40 to 165°C).
7. The total cooler circuit (to and from the cooler)
pressure drop must not exceed 23 psi (159 kPa)
in neutral, at 2000 rpm and normal operating
temperature. Filter bypass opening pressure on
units not equipped with a differential pressure
indicator (∆P switch) must be 5–9 psi (34–62
kPa). The Allison high-efficiency filter has a
∆P switch that monitors pressure drop across
the filter and illuminates a warning light if the
∆P exceeds 8 psi (55 kPa). The filter bypass
valve will open if ∆P exceeds 12 psi (82 kPa).
8. External auxiliary filter element change inter-
vals can be determined according to Table 3–2,
Paragraph 3–8.
FILTER CHANGE PROCEDURES
a. Fluid Change Procedure (Standard Configura-
tion, 4.3 and 5.1 Inch Pan) (Foldout 10,A)
1. The transmission should be at the normal oper-
ating temperature of 160–200°F (71–93°C) to
assist draining. Shift the transmission to N
(Neutral) and turn off the engine.
2. Remove drain plug 43 and gasket 44 from the
right side of the pan. Allow the fluid to drain.
 PREVENTIVE MAINTENANCE
FROM COOLER
ENGINE
TO COOLER
TRANSMISSION
TRANSMISSION FLUID
FROM COOLER
NAMEPLATE
AUXILIARY
FILTER
TRANSMISSION FLUID TO COOLER
Figure 3–5. Installation of External Auxiliary Filter
NOTE:
Transmissions equipped with a stainless steel sump
screen do not require pan removal or filter replace-
ment until overhaul, unless the transmission has
had a failure resulting in contamination of the fluid.
Steps (3) through (12) describe the procedure for
changing paper element or stainless steel screen
sump filters. Proceed to Step (13) if not replacing a
sump screen filter.
3. Remove pan 46, gasket 34 or 41, and the fill
tube from the transmission. Discard the gasket.
Clean the pan.
4. For transmissions equipped with paper element
filter 33, remove washer-head screw 35 that re-
tains the filter. Remove the filter and discard.
Filter tube 32 is not integral with the filter. Do
not discard the tube unless replacing the paper
Copyright © 1996 General Motors Corp.
RADIATOR
COOLANT
COOLANT
TYPICAL COOLER
V03129
element with sump screen and integral filter
tube assembly 40. For 5.10 inch pan models,
remove spacer 37 if replacing a paper filter
with the sump screen assembly. For transmis-
sions equipped with a sump screen filter, re-
move filter retaining bolt 42 and filter
assembly 40.
5. Check the current Parts Catalog PC1316EN for
the proper replacement filter. Keep filters in
their carton until ready for installation. If re-
placing a paper filter element with a stainless
steel sump screen, the transmission nameplate
must have the letters “AA” stamped into the
nameplate to indicate the modification.
6. Install filter tube 32 into a new paper filter ele-
ment assembly 33 (if used). Install a new seal-
ring 31 or 39 onto filter tube 32 or sump screen
filter assembly 40. Lubricate the sealring with
transmission fluid. Install the new filter, insert-
3–7
 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
ing the filter tube into the hole in the bottom of
the transmission. Secure the filter with 5⁄16-18
x 5⁄8 inch washer-head screw 35 or 42. For 5.10
inch deep pans not upgraded to the sump
screen, secure the filter assembly and spacer 37
with a 5⁄16-18 x 11⁄4 inch washer-head screw.
Tighten the filter retaining screw to 10–15 lb ft
(14–20 N·m).
CAUTION:
Do not use gasket-type sealing compounds, fi-
brous greases, or nonsoluble, vegetable-base
cooking compounds any place inside the trans-
mission or where they could be flushed into the
transmission hydraulic system.
b. Fluid Change Procedures (External Access
7. Place gasket 34 or 41 onto the pan. Sealer or
cement may be applied only to the area of the
pan flange that is outside the raised bead of the
flange.
8. Install the gasket and pan 46, carefully guiding
them into place. Guard against dirt or foreign
material entering the pan. Retain the pan to the
housing with four 5⁄16-18 washer-head screws
48. Install screws by hand, one at a time, into
the corners of the pan.
9. Install the remaining seventeen washer-head
screws 48 by hand, carefully threading each
through the gasket and into the transmission.
Bottom all screws before tightening them.
10. Alternately tighten screws 180 degrees apart to
5 lb ft (6.7 N·m). Repeat the process, tighten-
ing the screws to 15–20 lb ft (20–27 N·m).
11. Install the fill tube at the side of the pan.
12. Check Dimension A (Figure 3–6) to determine
what oil pan boss is present. If Dimension A is
0.570–0.580 inch (14.48–14.73 mm), tighten
the tube fitting to 65–75 lb ft (88–102 N·m). If
Dimension A is 0.670–0.680 inch (17.02–
17.27 mm), tighten the tube fitting to 90–100
lb ft (122–136 N·m).
13. Install drain plug 43 and gasket 44. Tighten the
plug to 15–20 lb ft (20–27 N·m).
14. Replace the external auxiliary filter element
(cooler-out line), if present. Refer to Paragraph
3–9d.
3–8 Copyright © 1996 General Motors Corp.
15. Refill the transmission with transmission fluid.
Use approximately 12 U.S. quarts (11 liters) of
fluid for the 4.3 inch pan and 15 U.S. quarts
(14 liters) of fluid for the 5.10 inch pan. These
quantities of fluid will vary depending on ex-
ternal circuits.
16. Check the fluid level using the procedure de-
scribed in Paragraph 3–5.
17. Refer to Table 3–2 and determine when the
next fluid and filter changes will be required. If
labels are available (Figure 3–7), fill in the ap-
propriate dates and affix the labels in a con-
spicuous location in the vehicle.
Heavy-Duty Configuration, 7.14 Inch Pan)
(Foldout 10,B)
1. The transmission should be at the normal oper-
ating temperature of 160–200°F (71–93°C) to
assist draining. Shift the transmission to N
(Neutral) and turn off the engine.
2. Remove drain plug 23 from rear or side of pan.
Allow the fluid to drain.
3. Remove bolt 21 and nut 22. Remove strap 20,
filter cover 19, spring 17, and retainer 16.
4. Remove filter 14. Discard the filter retainer
sealring 15 and filter cover sealring 18.
5. Install a new sealring 15 on filter retainer 16.
Install filter 14 and retainer into external access
canister 11.
6. Install a new filter cover sealring 18 onto the
lip of the pan. Install spring 17 into cover 19
and place over the filter retainer.
7. Install strap 20, 5⁄16-24 x 7⁄8 bolt 21, and nut 22
onto pan. Torque the bolt to 11–14 lb ft (15–19
N·m).
8. Refill the transmission with transmission fluid.
Use approximately 17 U.S. quarts (16 liters).
The quantity of fluid will vary depending on
external circuits.
 PREVENTIVE MAINTENANCE

A
Dimension A Torque Specifications
0.570–0.580 in. (14.48–14.73 mm) 65 –75 lb ft (88–102 N·m)
0.670–0.680 in. (17.02–17.27 mm) 90 –100 lb ft (122–136 N·m)

NOTE: Except for Dimension A, the oil pan in Figure 3–6 does not represent all MT oil pan configurations.
V03277

Figure 3–6. Measuring the Length of Oil Pan Boss to Identify Torque Requirements

Allison Transmission Allison Transmission

Next Transmission
Fluid Change is Due Next Transmission Internal
Filter Change is Due
Miles/km
or Miles/km
Date

V02883

Figure 3–7. Typical Fluid and Filter Change Reminder Labels

9. Check the fluid level using the procedure de-
scribed in Paragraph 3–5. Refer to Paragraph
3–4 for dipstick calibration specifications.
10. Refer to Table 3–2 and determine when the
next fluid and filter changes will be required. If
labels are available (Figure 3–7), fill in the ap-
propriate dates and affix the labels in a con-
spicuous location in the vehicle.
c. Governor Filter Change Procedures
1. MT 643, 653 — Earlier Models. Remove the
pipe plug that retains the governor oil screen
(Figure 3–8). If the filter is undamaged, clean
and reinstall it. If damaged, install a new filter.
The open end must be installed first, into the
transmission rear cover. Install the pipe plug to
retain the filter. Tighten the plug to 4–5 lb ft
(5.5–6.7 N·m).
2. MT 643, 653 — Later Models. For MT 643
(Foldout 12,A), remove hex plug 14, sealring
13, and governor filter 12 from the rear cover
(Figure 3–9). For MT 653 (Foldout 12,B), re-
move hex plug 22, sealring 21, and governor
filter 20. Install a new filter, a new sealring, and
the hex plug. Tighten the plug to 50–70 lb ft
(68–95 N·m).

Copyright © 1996 General Motors Corp. 3–9

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
3. MTB 643, 653 Models (Foldout 18,A). Re-
move 7⁄8-14 hex socket plug 15 and governor
filter 13 from the output retarder housing (Fig-
ure 3–10). Remove sealring 14 from the plug
and discard. Install a new filter. Install a new
sealring on the plug. Install the plug and
tighten it to 50–70 lb ft (68–95 N·m).
REAR
COVER
3–11. BREATHER
The breather is located at the top of the transmission
housing and prevents pressure buildup within the trans-
mission. The breather must be kept clean and the passage
open. The prevalence of dust and dirt determines the fre-
quency at which the breather requires cleaning. Use care
when cleaning the transmission. Spraying steam, water,
or cleaning solution directly at the breather can force the
water or solution into the transmission.
3–12. LINKAGE

a. Shift Selector Lever and Control Linkage

CAUTION:
• Failure to obtain proper detent in D (Drive), N
(Neutral), or R (Reverse) can cause metering of
the clutch-apply fluid to either forward or
fourth (reverse) clutch. The resulting low apply
pressure and clutch slippage will affect trans-
mission durability.
• Manual selector shafts that are center drilled at
GOVERNOR OIL SCREEN their outer ends require an M10 x 1.5-6G nut
H00005 (metric thread). Shafts that are undrilled re-
quire a 3⁄8-16 nut (standard inch series). Use of
Figure 3–8. MT 643, 653 Governor the wrong nut will damage both the shaft and
Filter — Earlier Models
nut. Torque for either nut is 15–20 lb ft (20–27
N·m). Excessive torque applied to the nut with-
out holding the lever can damage the internal le-
ver. Do not use an impact wrench.

RETARDER

7/8-14 HEX SOCKET PLUG

FILTER
REAR COVER
SEALRING
HEX HEAD PLUG

GOVERNOR FILTER H00006

H00007
Figure 3–9. MT 643, 653 Governor
Filter — Later Models Figure 3–10. MTB 643, 653 Governor Filter

3–10 Copyright © 1996 General Motors Corp.

 PREVENTIVE MAINTENANCE
1. To install the shift selector lever and nut, refer to
MT 600 Series Mechanic’s Tips, MT1357EN.
2. Proper adjustment of the shift selector control
linkage is important as the shift selector de-
tents must correspond exactly to those in the
transmission. Periodic inspections should be
made for bent or worn parts, loose threaded
connections, loose bolts, and accumulation of
grease and dirt. All moving joints must be kept
clean and well lubricated. For connecting and
adjusting the shift selector control linkage, re-
fer to MT 600 Series Mechanic’s Tips,
MT1357EN, or the vehicle manual.
b. Mechanical Actuator Adjustment. The mechan-
ical linkage must be properly adjusted for efficient
performance. For installing and adjusting the mechani-
cal modulator control, refer to MT 600 Series Me-
chanic’s Tips, MT1357EN.
c. Other Linkage Adjustments. For adjustments to
other linkage, such as PTO, speedometer, etc., refer to
MT 600 Series Mechanic’s Tips, MT1357EN.
3–13. ADJUSTMENT OF SHIFT POINTS
NOTE:
Transmission shift points cannot be satisfactorily
adjusted if the transmission has the wrong governor
installed. Check the two- or three-digit code on the
head of the governor with the code shown in the
current Parts Catalog PC1316EN for the governor
listed for your transmission assembly number.
a. Calibrated on Test Stand or in Vehicle
1. Proper timing of shift speed points is necessary
for maximum transmission performance. Shifts
may be adjusted on the test stand when the
transmission is rebuilt or overhauled, or during
road testing of the vehicle.
2. A Kent Moore Valve and Governor Test Stand
(J 25000) or Aidco (Model 250) is designed to
check five principle transmission functions. It
performs a checking procedure on the gover-
nor, modulator, hold regulator, shift points (up-
Copyright © 1996 General Motors Corp.
down-inhibit), and a trimmer regulator check.
If a test stand is not available, satisfactory cali-
bration of shift points may be made after road
testing the vehicle.
b. Location of Adjusting Components
1. Shift points are changed by changing the posi-
tions of the adjusting rings that determine the
retaining force of valve springs in the main
control valve body. Refer to items 10, 17, 23,
29, and 46 (Foldout 13 or 14) and 14 (Foldout
15,B).
2. Special tool J 24314 is used to depress and ro-
tate the adjusting rings. Clockwise rotation in-
creases spring force and raises the shift point;
counterclockwise rotation reduces spring force
and lowers the shift point.
NOTE:
Each notch of adjustment alters the shift point ap-
proximately 40 output shaft rpm.
c. Checks Before Adjusting Shift Points
1. For calibration during a road test or on a test
stand, warm up the transmission or test stand
setup to the normal operating temperature of
160°–200°F (71°–93°C).
2. Check the engine no-load governor setting, and
adjust if required, to conform to the transmis-
sion’s engine speed requirements.
3. Check the engine for satisfactory performance
before checking shift points.
4. For diesel applications, check the linkage that
controls the mechanical or electrical modulator
valve actuator for proper travel, routing, and
operation. For most gasoline applications,
check the condition and routing of vacuum
modulator lines, hoses, and connections.
5. Check the selector linkage for proper range se-
lection.
3–11
 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
6. Provide accurate instrumentation for observing
speeds, temperatures, pressures, vacuum, etc.
d. Calibration by Road Test Method
NOTE:
Before road test, determine the vehicle tachometer
error with a test tachometer. Make corrections for
error, as required, in subsequent tests.
1. Note the full-load governed speed of the en-
gine. This is the base speed from which checks
and adjustments are made.
2. Subtract 200 rpm from the governed speed re-
corded and record the remainder as the de-
sired speed for all automatic upshifts, except
the 1–2 shift of the MT 640, 643 and the 2–3
shift of the MT 650, 653. The latter two shifts
should occur at full-load governed speed, less
600 rpm.
3. Drive the vehicle and check the engine speed
(at full throttle) at which each upshift occurs.
Each upshift should occur at the speeds speci-
fied in Step (2).
4. If an upshift speed does not reach the specified
rpm, the shift point may be raised by adjusting
(increasing) the spring force on the 1–2, 2–3,
3–4, or 4–5 shift signal valve. If the upshift
speed exceeds the specified rpm, or if upshift
does not occur at all, the spring force must be
reduced. Adjust the force only on springs for
valves that do not upshift at the proper speed.
NOTE:
If more than one shift signal valve spring requires
adjustment in the same direction, it may be neces-
sary to adjust the spring force on the modulator
valve in the same direction. If not adjusted, the
closed throttle downshifts may be abnormally high
or low depending on the direction the shift signal
adjusting rings were rotated. If all full throttle up-
shift points are too low by approximately the same
amount, check adjustment of the modulator exter-
nal linkage.
3–12 Copyright © 1996 General Motors Corp.
5. Refer to Sections 5, 6, and 7 for procedures
covering removal and replacement of affected
components.
e. Calibration by Speedometer Readings Method
1. When a tachometer is not available for check-
ing shift points, the vehicle speedometer can
be used.
2. Check the top speed of the vehicle in each se-
lector hold position (first, second, and third
ranges for MT 640, 643; second, third, and
fourth ranges for MT 650, 653). Record the top
speed for each.
3. For checking the shift points, place the selector
at D (Drive) so that all automatic shifts can oc-
cur. Drive the vehicle at full throttle from a
standing start until the 3–4 (MT 640, 643) or
4–5 (MT 650, 653) upshift occurs. Record the
mph at which each upshift occurs.
4. Compare the upshift speeds with the hold
speeds recorded in Step (2). The 2–3 upshift
in the MT 640, 643 should occur at approxi-
mately two mph below the top speed of sec-
ond range; the 3–4 upshift two mph below the
top speed of third range. The 3–4 and 4–5 up-
shifts for the MT 650, 653 should occur ap-
proximately two mph below the top speeds of
third and fourth range, respectively. The 1–2
(MT 640, 643) and 2–3 (MT 650, 653) up-
shifts are not to be adjusted relative to hold
speed. The 2–1 downshift (MT 640, 643) or
3–2 downshift (MT 650, 653) at closed throt-
tle should occur at 3–5 mph (4–8 km/h).
f. Calibration by Test Stand Method
1. Tables 3–4 through 3–10 provide detailed in-
formation required for adjusting shift points on
transmissions matched to engines having gov-
erned speeds from 2200 to 4000 rpm.
2. The adjustment procedures are as outlined in
Paragraph 3–13b, except the base for checks
and adjustments is output shaft speed instead
of engine governed speed. Individual output
shaft speed ranges are given for each shift.
 Table 3–4. MT 640 Shift Points Without Modulated or Adjustable Lockup

Engine Governed Speed — rpm 2200 2400 2600 2800 3000 3200 3400 3600 4000
MT Parts Book Group S, AK** Q, AJ** J K G L N M H
Throttle
Position Range Shift Transmission Output Speed (rpm) at Start of Shift
D DR2 1–2 530–590 530–590 570–630 625–685 685–740 740–795 795–855 850–910 965–1020
R 2–3 875–1015 875–1015 970–1110 1110–1250 1240–1380 1255–1400 1420–1565 1445–1590 1640–1780
DR3
4 3C–3LU 1050–1400 1190–1600 1190–1600 1360–1615 1310–1600 1580–1870 1580–1870 1745–2155 2160–2450
Full or DR4 3–4 1475–1625 1580–1725 1725–1870 1870–2010 2085–2230 2160–2300 2300–2445 2445–2590 2735–2880

PREVENTIVE MAINTENANCE
DR3 4–3 1560 Min 1850 Min 1910 Min 2020 Min 2370 Min 2440 Min 2550 Min 2720 Min 3090 Min
DR2 3–2 945–1300 1190–1470 1280–1580 1340–1580 1450–1900 1530–1930 1620–2000 1730–2120 2080–2460
Copyright © 1996 General Motors Corp.

DR1 2–1 660–760 700–960 740–1080 775–1025 910–1100 930–1130 960–1200 1040–1280 1200–1590
4–3* 150–390 150–390 250–675 20–675 225–640 425–780 555–855 20–590 570–950
Closed DR4 3–2* 370–470 370–470 390–615 355–640 445–700 510–780 550–840 350–700 600–815
2–1 20–300 20–300 20–470 20–535 205–530 285–550 365–550 20–535 345–550

* 4–2 downshift is acceptable.

** Prior to S/N 2410096186.
Governor Pressure Schedule:
Governor schedule testing requires main pressure to be 150 psi (1035 kPa) minimum and oil temperature to be 100 ± 10°F (38 ± 5°C).
3–13
 Table 3–5. MT 643 Shift Points with Modulated or Fixed Lockup
3–14

Engine Full-Load Governed Speed — rpm 2200 2400

MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS

Description Red Mod/ Red Mod/ Red Mod/ Red Mod/ Std Mod/ Red Mod/ Red Mod/Fixed Red Mod/ Std Mod/ Red Mod/ Red Mod/
Fixed LU/ Mod LU/ Mod LU/LU Mod LU/LU Fixed LU/ Mod LU/LU LU/LU 3rd/4th Mod LU/ Fixed LU/ Mod LU/LU Mod LU/LU
LU 3–4 LU 3–4 3–4/2GS 3–4 (Volvo) LU 3–4 3–4/Special Blocked LU 3–4 LU 3–4 3–4/2GS 3–4 (Sicca)
MT Parts Book Group CG AK** AZ BR EH AJ**/EF AS AY BP
Throttle
Position Range Shift Transmission Output Speed (rpm) at Start of Shift
D DR2 1–2 530–570 530–570 + 440–480 530–570 440–480 530–570 550–590 550–590 + 475–515
R 2–3 850–930 915–985 915–985 915–985 915–985 700–780 850–930 970–1050 970–1050 970–1050 970–1050
DR3
4 3C–3L 1060–1220 1195–1355 1195–1355 1245–1405 1180–1320 1060–1220 1060–1220 1230–1390 1230–1390 1230–1390 1275–1435

Full or DR4 3–4 1500–1580 1500–1580 1500–1580 1500–1580 1500–1580 1320–1400 — 1645–1725 1645–1725 1645–1725 1645–1725
Copyright © 1996 General Motors Corp.

DR3 4–3 1640–1955 1640–1955 1640–1955 1640–1955 1640–1955 1640–1955 — 1825–2145 1825–2145 1825–2145 1825–2145
DR2 3–2 1000–1310 1000–1310 1000–1310 1000–1310 1000–1310 1000–1310 1000–1310 1215–1495 1215–1495 1215–1495 1215–1495
DR1 2–1 640–730 640–730 640–730 640–730 640–730 640–730 640–730 715–810 715–810 715–810 715–810
4–3* 990–1360 740–1025 740–1025 740–1025 740–1025 805–1240 — 805–1240 645–805 805–1240 805–1240
3–2* 620–725 635–740 635–740 635–740 635–740 400–640 620–725 670–770 575–700 670–770 670–770
Closed DR4
LU–Conv 770–970 520–720 520–720 755–955 770–970 670–770 770–970 530–730 945–1145 530–730 475–675
2–1 20–320 20–320 + 20–320 20–320 20–225 20–320 20–380 20–225 + 20–225

* 4–2 downshift is acceptable.

** After S/N 2410096186.
+ Check for manual shift function only.
++ Lockup shift definition is 2C-2L.
Lockup signal pressure — 140 psi (965 kPa) minimum after C–L shift.
 Table 3–5. MT 643 Shift Points with Modulated or Fixed Lockup (cont’d)

Engine Governed Speed — rpm 2400 (cont’d) 2500

Description Red Mod/ Red Mod/ Std Mod/ Red Mod/ Std Mod/ Red Mod/ Red Mod/ Red Mod/Fixed Std Mod/
Fixed LU/ Fixed LU/LU Mod LU/ Mod LU/ Fixed LU/ Mod LU/LU Mod LU/LU LU/LU 3rd/4th Fixed LU/
LU 3–4 3–4 Special LU 3–4 LU 2–4 LU 2–4 3–4/Special 3–4/(Hino) Blocked LU 2–4
MT Parts Book Group CU DQ DU DW DJ DP DY EC
Throttle
Position Range Shift Transmission Output Speed (rpm) at Start of Shift
D DR2 1–2 550–590 500–545 550–590 550–590 550–590 500–545 500–545 550–590 580–620

PREVENTIVE MAINTENANCE
R 2–3 970–1050 970–1050 970–1050 1085–1165 1085–1165 970–1050 970–1050 970–1050 1135–1215
DR3
4 3C–3L 1230–1390 1230–1390 1230–1390 790–950 ++ 790–950 ++ 1230–1390 1230–1390 1230–1390 790–950 ++
Copyright © 1996 General Motors Corp.

o DR4 3–4 1645–1725 1645–1725 1645–1725 1645–1725 1645–1725 1645–1725 1645–1725 — 1715–1795
Full
r
DR3 4–3 1825–2145 1825–2145 1825–2145 1825–2145 1825–2145 1825–2145 1905–2225 — 1825–2145
DR2 3–2 1215–1495 1215–1495 1215–1495 1215–1495 1215–1495 1215–1495 1255–1530 1215–1495 1215–1495
DR1 2–1 715–810 715–810 715–810 715–810 715–810 715–810 730–830 715–810 715–810
4–3* 805–1240 805–1240 645–805 805–1240 645–805 805–1240 805–1240 — 690–900
3–2* 670–770 670–770 575–700 670–770 615–740 670–770 670–770 670–770 635–755
Closed DR4
LU–Conv 945–1175 945–1175 180–380 525–725 670–870 530–730 530–730 945–1175 670–870
2–1 20–380 300–410 20–225 20–380 20–225 300–410 300–410 20–380 20–305

* 4–2 downshift is acceptable.

+ Check for manual shift function only.
++ Lockup shift definition is 2C-2L.
Lockup signal pressure — 140 psi (965 kPa) minimum after C–L shift.
3–15
 Table 3–5. MT 643 Shift Points with Modulated or Fixed Lockup (cont’d)
3–16

Engine Governed Speed — rpm 2600

MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS

Description Red Mod/ Red Mod/
Std Mod/ Std Mod/ Mod LU/ Red Mod/ Red Mod/ Red Mod/ Red Mod/ Red Mod/ Red Mod/ Red Mod/ Fixed LU/
Fixed LU/ Mod LU/ LU 3–4/ Mod LU/ Fixed LU/ Mod LU/LU Mod LU/LU Mod LU/ Fixed LU/ Fixed LU/LU LU 3rd/4th
LU 3–4 LU 3–4 2GS LU 3–4 LU 3–4 3–4/(RVI) 3–4/(Sicca) LU 2–4 LU 3–4 3–4/(Sterki) Blocked
MT Parts Book Group CF AD BA BE/EG BK BE BQ DA DX DK
Throttle
Position Range Shift Transmission Output Speed (rpm) at Start of Shift
D DR2 1–2 560–615 560–615 + 570–610 570–610 570–610 440–480 570–610 435–475 500–545 570–610
R 2–3 970–1110 970–1110 1000–1080 1000–1080 1000–1080 1000–1080 1000–1080 1180–1260 900–980 970–1050 1000–1080
DR3
Copyright © 1996 General Motors Corp.

4 3C–3L 1395–1555 1395–1555 1500–1660 1500–1660 1500–1660 1230–1390 1275–1435 790–950 ++ 1220–1380 1230–1390 1500–1660
Full or DR4 3–4 1725–1870 1725–1870 1760–1840 1760–1840 1760–1840 1760–1840 1760–1840 1510–1890 1505–1585 1645–1725 —
DR3 4–3 1905–2225 1905–2225 1905–2225 1905–2225 1905–2225 1905–2225 1905–2225 1905–2225 1905–2225 1905–2225 —
DR2 3–2 1255–1530 1255–1530 1255–1530 1255–1530 1225–1530 1225–1530 1255–1530 1290–1560 1255–1530 1255–1530 1225–1530
DR1 2–1 730–830 730–830 730–830 730–830 730–830 730–830 730–830 730–830 730–830 730–830 730–830
4–3* 675–1295 675–1295 970–1390 970–1390 970–1390 970–1390 1340–1645 1020–1430 995–1360 805–1240 —
3–2* 520–715 520–715 660–765 660–765 660–765 660–765 660–765 730–860 630–735 670–770 660–775
Closed DR4
LU–Conv 1180–1380 355–555 605–805 605–805 1275–1475 530–730 475–675 520–720 935–1135 945–1145 1275–1475
2–1 20–245 20–245 + 20–400 20–400 20–400 20–320 110–410 175–330 300–410 20–400

* 4–2 downshift is acceptable.

+ Check for manual shift function only.
++ Lockup shift definition is 2C-2L.
Lockup signal pressure — 140 psi (965 kPa) minimum after C–L shift.
 Table 3–5. MT 643 Shift Points with Modulated or Fixed Lockup (cont’d)

Engine Governed
Speed — rpm 2700 2800
Description Red Mod/
Red Mod/ Red Mod/ Fixed LU/ Red Mod/ Red Mod/
Red Mod/ Std Mod/ Std Mod/ Mod LU/ Red Mod/ Mod LU/ Red Mod/ LU 3–4/ Mod LU/ Std Mod/ Fixed LU/ Red Mod/
Mod LU/ Mod LU/ Fixed LU/ LU 3–4/ Mod LU/ LU 3–4 Mod LU/ 2GS LU 3–4/ Fixed LU/ LU 3–4/ Fixed LU/
LU 3–4 LU 3–4 LU 3–4 2GS LU 3–4 (Engessa) LU 2–4 (Trolley) (Gillig) LU 2–4 (Special) LU 3-4
MT Parts Book Group DG AE AM AW BF BN CT CK BF DH DZ EJ
Throttle

PREVENTIVE MAINTENANCE
Position Range Shift Transmission Output Speed (rpm) at Start of Shift
D DR2 1–2 620–660 690–750 690–750 + 700–740 680–720 700–740 + 700–740 700–740 500–545 700–740
Copyright © 1996 General Motors Corp.

R 2–3 1050–1130 1220–1300 1220–1300 1220–1300 1220–1300 1150–1250 1280–1360 1220–1300 1220–1300 1280–1360 1220– 1220–1300
4 DR3 1300
or 3C–3L 1360–1520 1395–1555 1395–1555 1500–1660 1500–1660 1560–1760 960–1120 1500–1660 1500–1660 960–1120 1500– 1500–1660
++ ++ 1660
DR4 3–4 1865–1940 1970–2050 1970–2050 1970–2050 1970–2050 1920–2000 1970–2050 1970–2050 1970–2050 1970–2050 1970– 1970–2050
Full
2050
DR3 4–3 1985–2305 2065–2390 2065–2390 2065–2390 2065–2390 2025–2445 2065–2390 2065–2390 2065–2390 2065–2390 2065– 2065–2390
2390
DR2 3–2 1335–1600 1390–1650 1390–1650 1390–1650 1390–1650 1250–1660 1390–1650 1375–1640 1390–1650 1390–1650 1390– 1390–1650
1650
DR1 2–1 755–915 745–975 745–975 745–975 745–975 790–980 745–975 745–975 745–975 745–975 745–975 745–975
4–3* 1105–1490 800–1340 800–1340 1285–1635 1285–1635 960–1320 1285–1635 800–1340 1285–1635 800–1340 1285– 1285–1635
1635
3–2* 675–780 600–810 600–810 735–890 735–890 730–940 775–1000 600–810 735–890 685–810 735–890 735–890
Closed DR4
LU–Conv 605–805 355–555 1150–1350 605–805 605–805 705–905 590–790 1290–1490 1010–1225 765–965 1310– 1150–1350
1475
2–1 265–490 270–540 270–540 + 425–595 310–505 425–595 + 425–595 270–540 300–410 425–595

* 4–2 downshift is acceptable.

+ Check for manual shift function only.
++ Lockup shift definition is 2C-2L.
3–17

Lockup signal pressure — 140 psi (965 kPa) minimum after C–L shift.
 Table 3–5. MT 643 Shift Points with Modulated or Fixed Lockup (cont’d)
3–18

Engine Governed Speed — rpm 3000 3200

MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS

Description Std Mod/ Std Mod/ Red Mod/ Red Mod/ Std Mod/ Std Mod/ Std Mod/ Red Mod/
Mod LU/ Fixed LU/ Mod LU/ Mod LU/ Mod LU/ Mod LU/ Fixed LU/ Mod LU/
LU 3–4 LU 3–4 LU 3–4 LU 3–4/2GS LU 2–4 LU 3–4 LU 3–4 LU 3–4
MT Parts Book Group AB AL BJ EB CE AF AN BG
Throttle
Position Range Shift Transmission Output Speed (rpm) at Start of Shift
D DR2 1–2 640–700 640–700 650–690 + 640–700 655–710 655–710 655–710
R 2–3 1240–1380 1240–1380 1285–1345 1285–1345 1340–1480 1255–1400 1255–1400 1255–1400
DR3
4 3C–3L 1560–1760 1560–1760 1535–1735 1535–1735 1000–1200 ++ 1625–1825 1625–1825 1560–1760
Copyright © 1996 General Motors Corp.

or
Full DR4 3–4 2085–2230 2085–2230 2120–2200 2120–2200 2085–2230 2160–2300 2160–2300 2160–2300
DR3 4–3 2360–2820 2360–2820 2360–2820 2360–2820 2360–2820 2375–2905 2375–2905 2375–2905
DR2 3–2 1365–1770 1365–1770 1365–1770 1365–1770 1365–1770 1400–1800 1400–1800 1400–1800
DR1 2–1 865–1055 865–1055 865–1055 865–1055 865–1055 900–1045 900–1045 900–1045
4–3* 595–1035 595–1035 955–1360 955–1360 595–1035 690–1115 690–1115 980–1540
3–2* 525–795 525–795 685–890 685–890 600–850 555–795 555–795 665–910
Closed DR4
LU–Conv 330–530 1260–1510 690–890 690–890 510–710 400–600 1340–1590 705–905
2–1 20–320 20–320 255–465 + 20–320 20–320 20–320 265–485

* 4–2 downshift is acceptable.

+ Check for manual shift function only.
++ Lockup shift definition is 2C-2L.
Lockup signal pressure — 140 psi (965 kPa) minimum after C–L shift.
 Table 3–5. MT 643 Shift Points with Modulated or Fixed Lockup (cont’d)

Engine Governed Speed — rpm 3400 3600 3800 4000

Description Std Mod/ Std Mod/ Red Mod/ Std Mod/Mod Red Mod/ Std Mod/ Red Mod/ Std Mod/ Red Mod/
Mod LU/ Fixed LU/ Mod LU/ LU/ Mod LU/ Fixed LU/ Mod LU/ Mod LU/ Mod LU/
LU 3–4 LU 3–4 LU 3–4 LU 3–4 LU 3–4 LU 3–4 LU 3–4 LU 3–4 LU 3–4
MT Parts Book Group AH AP AG BH CL DR AC DC
Throttle
Position Range Shift Transmission Output Speed (rpm) at Start of Shift
D DR2 1–2 685–740 685–740 685–740 850–910 850–910 850–910 895–950 880–985 900–965

PREVENTIVE MAINTENANCE
R 2–3 1420–1565 1420–1565 1420–1565 1445–1590 1445–1590 1445–1590 1485–1625 1530–1670 1610–1720
DR3
4 3C–3L 1895–2095 1895–2095 1895–2095 2055–2255 2040–2240 2055–2255 1835–2040 2105–2305 1890–2090
Copyright © 1996 General Motors Corp.

Full or DR4 3–4 2300–2445 2300–2445 2300–2445 2445–2590 2445–2590 2445–2590 2575–2720 2590–2735 2720–2865
DR3 4–3 2525–3070 2525–3070 2525–3070 2675–3130 2675–3130 2675–3130 3055–3490 3055–3490 3055–3490
DR2 3–2 1525–1920 1525–1920 1525–1920 1575–2000 1575–2000 1575–2000 2010–2395 1960–2325 2010–2395
DR1 2–1 950–1145 950–1145 950–1145 980–1165 980–1165 980–1165 1155–1565 1135–1425 1155–1565
4–3* 830–1375 830–1375 1085–1735 415–980 1025–1580 415–980 1085–1735 870–1330 1245–1965
3–2* 635–920 635–920 705–1000 375–775 660–965 375–775 705–1000 460–895 810–1050
Closed DR4
LU–Conv 385–585 1635–1885 870–1045 375–575 740–940 1805–2005 1155–1435 410–610 1175–1375
2–1 20–320 20–320 305–615 20–320 215–570 20–320 305–615 20–370 315–630

* 4–2 downshift is acceptable.

Lockup signal pressure — 140 psi (965 kPa) minimum after C–L shift
.
3–19
 Table 3–6. MT 650 Shift Points without Modulated or Adjustable Lockup
3–20

Engine Governed Speed — rpm 2200 2400 2600 2800 3000 3200 3400 3600 4000

MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS

MT Parts Catalog Group Z**, P B C A D E F R
Throttle
Position Range Shift Transmission Output Speed (rpm) at Start of Shift
D DR1–DR2 Low–1 Check for Manual Shift Function Only
R DR2 1–2 530–590 530–590 570–630 625–685 685–740 740–795 795–855 850–910 965–1020
4 2–3 875–1015 875–1015 970–1110 1110–1250 1240–1380 1255–1400 1420–1565 1445–1590 1640–1780
DR3
or 3C–3LU 1050–1400 1190–1600 1190–1600 1360–1615 1310–1600 1580–1870 1580–1870 1745–2155 2160–2450
Full DR4 3–4 1475–1625 1580–1725 1725–1870 1870–2010 2085–2230 2160–2300 2300–2445 2445–2590 2735–2880
DR3 4–3 1560 Min 1830 Min 1950 Min 2100 Min 2450 Min 2450 Min 2640 Min 2710 Min 2930 Min
Copyright © 1996 General Motors Corp.

DR2 3–2 945–1300 1140–1450 1240–1540 1400–1700 1530–1990 1600–1860 1670–2030 1900–2200 1990–2370
DR2 2–1 660–760 700–960 740–1080 775–1025 910–1100 930–1130 960–1200 1040–1290 1200–1590
DR1 1–Low — 320–425 320–425 300–400 365–510 365–510 300–550 300–550 300–550
4–3* 150–390 150–390 250–675 20–675 225–640 425–780 555–855 20–590 570–950
DR4 3–2* 370–470 370–470 390–615 355–640 445–700 510–780 550–840 350–700 600–815
Closed
2–1 20–300 20–300 20–470 20–535 205–530 285–550 365–550 20–535 345–550
DR4–DR1 1–Low Check for Manual Shift Function Only

* 4–2 downshift is acceptable.

** Prior to S/N 2410096186.
 Table 3–7. MT(B) 653 Shift Points with Modulated or Fixed Lockup

Engine Governed Speed — rpm 2200 2400

Description Red Mod/ Red Mod/ Std Mod/ Std Mod/
Red Mod/ Mod LU/ Fixed LU/ Red Mod/ Red Mod/ Std Mod/ Std Mod/ Mod LU/ Red Mod/ Mod LU/
Fixed LU/ LU 4–5/ LU 4–5/ Mod LU/ Mod LU/ Fixed LU/ Mod LU/ LU 4–5/ Fixed LU/ LU 4–5/
LU 4–5 Special Retarder LU 4–5 LU 4–5 LU 4–5 LU 4–5 (Volvo) LU 4–5 Retarder
MT Parts Catalog Group CH,CX,DL DV CY Z**/EL AT BZ,CA,EE CM CV,CZ DB,CQ
Throttle
Position Range Shift Transmission Output Speed (rpm) at Start of Shift

PREVENTIVE MAINTENANCE
DR1–DR2 1–2 Check for Manual Shift Function Only
2–3 530–570 460–500 530–570 530–570 550–590 550–590 550–590 550–590 550–590 550–590
D DR4
Copyright © 1996 General Motors Corp.

R 3–4 850–930 730–810 850–930 850–930 970–1050 970–1050 970–1050 970–1050 970–1050 970–1050
5 Conv–LU 1045–1205 1160–1320 1060–1220 1045–1205 1265–1425 1290–1450 1290–1450 1290–1450 1265–1425 1250–1410
Full or DR5
4–5 1540–1620 1360–1440 1540–1620 1540–1620 1645–1725 1645–1725 1645–1725 1645–1725 1645–1725 1645–1725
DR4 5–4 1610–1920 1610–1920 1620–1950 1610–1920 1780–2135 1780–2135 1780–2135 1930–2275 1780–2135 1740–2060
DR3 4–3 1045–1330 1030–1320 980–1320 1045–1330 1240–1495 1240–1495 1240–1495 1185–1465 1240–1495 1115–1415
DR2 3–2 295–340 190–355 340–400 295–340 325–390 325–390 325–390 370–430 325–390 340–390
5–4* 790–1180 665–890 750–1050 790–1180 970–1340 695–1010 695–1010 520–765 970–1340 795–1210
4–3* 540–700 450–640 610–730 540–700 630–775 525–685 525–685 440–610 630–775 650–755
DR5
Closed LU–Conv 810–1010 545–665 840–1040 425–625 580–780 1075–1275 325–525 325–525 1070–1270 545–745
3–2 200–410 100–335 30–330 240–410 300–430 160–360 160–360 160–360 300–430 20–370
DR5–DR1 2–1 Check for Manual Shift Function Only

* 5–3 downshift is acceptable.

** After S/N 2410096186.
Lockup signal pressure — 140 psi (965 kPa) minimum after C–L shift.
3–21
 Table 3–7. MT(B) 653 Shift Points with Modulated or Fixed Lockup (cont’d)
3–22

Engine Governed Speed — rpm 2600 2700

MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS

Description Std Mod/ Red Mod/ Red Mod/ Std Mod/ Std Mod/Mod Red Mod/Fixed Red Mod Std Mod/
Mod LU/ Fixed LU/ Mod LU/ Fixed LU/ LU/LU 4–5/ LU/LU 4th/5th /Mod LU/ Mod LU/
LU 4–5 LU 4–5 LU 4–5 LU 4–5 Retarder Blocked LU 4–5 LU 4–5
MT Parts Catalog Group U, BV CW, BL EA,BM,ED BT CR,CN DE DF
Throttle
Position Range Shift Transmission Output Speed (rpm) at Start of Shift
DR1–DR2 1–2 Check for Manual Shift Function Only
D 2–3 490–545 570–610 570–610 490–545 570–610 490–545 620–660 620–660
DR4
R 3–4 970–1110 1000–1080 1000–1080 970–1110 1000–1080 970–1110 1050–1130 1050–1130
Copyright © 1996 General Motors Corp.

5 Conv–LU 1490–1650 1290–1450 1290–1450 1490–1650 1335–1495 1490–1650 1370–1530 1370–1530

Full DR5
or 4–5 1725–1870 1760–1840 1760–1840 1725–1870 1760–1840 — 1865–1940 1865–1940
DR4 5–4 1940–2320 1940–2320 1940–2320 1940–2320 1905–2225 — 1940–2320 1940–2320
DR3 4–3 1335–1615 1335–1615 1335–1615 1335–1615 1270–1540 1335–1615 1335–1615 1335–1615
DR2 3–2 320–425 320–425 320–425 320–425 360–415 320–425 320–425 320–425
5–4* 675–1295 1130–1475 1130–1475 675–1295 920–1365 — 1240–1575 925–1345
4–3* 520–715 625–770 625–770 520–715 660–765 625–770 650–795 560–715
DR5
Closed LU–Conv 325–525 1080–1280 595–795 1305–1505 590–790 1305–1505 665–865 390–590
3–2 20–245 310–440 310–440 20–245 105–405 20–370 370–490 280–435
DR5–DR1 2–1 Check for Manual Shift Function Only

* 5–3 downshift is acceptable.

** After S/N 2410096186.
Lockup signal pressure — 140 psi (965 kPa) minimum after C–L shift.
 Table 3–7. MT(B) 653 Shift Points with Modulated or Fixed Lockup (cont’d)

Engine Governed Speed — rpm 2800 3000 3200

Description Red Mod/Mod Std Mod/Mod Std Mod/Mod Std Mod/
Std Mod/Mod Std Mod/Fixed LU/ LU/LU 4–5 LU/LU 4–5 Std Mod/Mod Std Mod/Mod Fixed LU/
LU/LU 4–5 LU/LU 4–5 LU 4–5 Retarder Special Low LU/LU 4–5 LU/LU 4–5 LU 4–5
MT Parts Catalog Group CC, V AQ BC CP CD, T W AR
Throttle
Position Range Shift Transmission Output Speed (rpm) at Start of Shift
DR1–DR2 1–2 Check for Manual Shift Function Only

PREVENTIVE MAINTENANCE
2–3 690–750 690–750 700–740 700–740 690–750 640–700 655–710 655–710
D DR4
R 3–4 1220–1300 1220–1300 1220–1300 1220–1300 1220–1300 1240–1380 1255–1400 1255–1400
Copyright © 1996 General Motors Corp.

5 Conv–LU 1395–1555 1395–1555 1415–1575 1420–1580 1395–1555 1575–1775 1625–1825 1625–1825

Full or DR5
4–5 1970–2050 1970–2050 1970–2050 1970–2050 1970–2050 2085–2230 2160–2300 2160–2300
DR4 5–4 2095–2380 2095–2380 2095–2380 2025–2445 2095–2380 2410–2820 2335–2845 2335–2845
DR3 4–3 1445–1705 1445–1705 1445–1705 1270–1680 1445–1705 1400–1760 1375–1775 1375–1775
DR2 3–2 300–460 300–460 300–460 300–460 400–460 365–510 365–510 365–510
5–4* 800–1340 800–1340 1185–1585 990–1400 800–1340 595–1035 690–1115 690–1115
4–3* 600–810 600–810 730–870 770–960 600–810 525–795 555–795 555–795
DR5
Closed LU–Conv 635–835 1225–1425 575–775 605–805 635–835 335–535 400–600 1340–1590
3–2 50–400 50–400 270–485 340–525 50–400 20–320 20–320 20–320
DR5–DR1 2–1 Check for Manual Shift Function Only

* 5–3 downshift is acceptable.

Lockup signal pressure — 140 psi (965 kPa) minimum after C–L shift.
3–23
 Table 3–7. MT(B) 653 Shift Points with Modulated or Fixed Lockup (cont’d)
3–24

Engine Governed Speed — rpm 3400 3600 3800 4000

MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS

Description Std Mod/Mod Red Mod/Mod Std Mod/Mod Std Mod/Fixed Std Mod/Mod Red Mod/Mod Red Mod/Mod
LU/LU 4–5 LU/LU 4–5 LU/LU 4–5 LU/LU 4–5 LU/LU 4–5 LU/LU 4–5 LU/LU 4–5
MT Parts Catalog Group X, DN BX, Y CJ BW, AA DS, DT DD, DM
Throttle
Position Range Shift Transmission Output Speed (rpm) at Start of Shift
DR1–DR2 1–2 Check for Manual Shift Function Only
2–3 685–740 685–740 850–910 850–910 880–935 895–950 900–965
D DR4
R 3–4 1420–1565 1420–1565 1445–1590 1445–1590 1530–1670 1485–1625 1610–1720
5 Conv–LU 1895–2095 1895–2095 2055–2255 2055–2255 2055–2255 1835–2040 1890–2090
Copyright © 1996 General Motors Corp.

Full or DR5
4–5 2300–2445 2300–2445 2445–2590 2445–2590 2590–2735 2575–2720 2720–2865
DR4 5–4 2540–3055 2540–3055 2815–3260 2815–3260 3055–3490 3055–3490 3055–3490
DR3 4–3 1525–1920 1525–1920 1710–2125 1710–2125 1960–2325 2010–2395 2010–2395
DR2 3–2 300–550 300–550 300–550 300–550 300–550 300–550 455–565
5–4* 830–1375 1085–1735 415–980 415–980 870–1330 1085–1735 1245–1965
4–3* 635–920 705–1000 375–775 375–775 460–895 705–1000 810–1050
DR5
Closed LU–Conv 385–585 840–1040 350–600 1805–2005 350–600 1155–1435 1175–1375
3–2 20–320 305–615 20–320 20–320 20–370 305–615 315–630
DR5–DR1 2–1 Check for Manual Shift Function Only

* 5–3 downshift is acceptable.

Lockup signal pressure — 140 psi (965 kPa) minimum after C–L shift.
 PREVENTIVE MAINTENANCE

Table 3–8. Modulator Springs

Pressure
Modulator Spring Part No. Color Code and Modulator Valve Usage psi kPa
23012948 White with Orange Stripe, 23013997 Modulator Valve 28–30 193–207
23012948 White with Orange Stripe, 23013764 Modulator Valve 50–53 345–365
6838077 Yellow, 23013764 Modulator Valve 28–30 193–207

Table 3–9. Hold Regulator Springs

Pressure
Model/Calibration Spring Part No.* Color Code Solid/Stripe psi kPa
MT 643
2200 6836785 White 36.0–40.0 248–276
2200 6837540 Red 35.0–41.0 241–283
2400 6836785 White 40.0–44.0 276–303
2400 6837541 Yellow/Light Blue 40.0–44.0 276–303
2400 6837952 Light Green 40.0–44.0 276–303
2600 6836976 White/Yellow 42.0–46.0 290–317
2600 6837541 Yellow/Light Blue 42.0–46.0 290–310
2600 6837953 Light Blue 42.0–46.0 290–317
2800 6836785 White 46.0–50.0 317–345
2800 6836977 Orange 46.0–50.0 317–345
2800 6837953 Light Blue 46.0–50.0 317–345
3000 6836976 White/Yellow 42.4–46.4 292–320
3200 6837952 Light Green 43.7–47.7 301–329
3400 6837953 Light Blue 46.2–50.2 319–346
3600 6836784 Yellow 36.0–40.0 248–276
3800/4000 6836976 White/Yellow 42.4–46.4 292–320
MT 653
2200 6836784 Yellow 40.0–44.0 276–303
2200 6837541 Yellow/Light Blue 40.0–44.0 276–303
2400 6836785 White 46.0–50.0 317–345
2400 6837952 Light Green 46.0–50.0 317–345
2400 6837953 Light Blue 46.0–50.0 317–345
2600 6836976 White/Yellow 42.4–46.4 290–317
2600 6836977 Orange 51.0–55.0 352–379
2600 6837953 Light Blue 51.0–55.0 352–379
2800 6836785 White 40.0–44.0 276–303
3000 6836976 White/Yellow 42.0–46.0 292–320
3200 6836976 White/Yellow 43.7–47.7 301–329
3400 6837953 Light Blue 46.2–50.2 319–346
3600 6836785 White 38.8–42.8 268–295
3800/4000 6836976 White/Yellow 42.4–46.4 292–320

* Refer to the current Parts Catalog PC1316EN for the correct hold regulator spring for each assembly.

Copyright © 1996 General Motors Corp. 3–25

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
Table 3–10. Governor Pressure Schedule
Specifications for governor output pressure at transmission shaft speeds are as follows:

Governor Governor Output Pressure — psi (kPa)

Assembly Code No. 440 rpm 800 rpm 1500 rpm 2200 rpm
3.5–6.5 17.5–20.5 42.8–48.4 58.6–64.8
6881471 465 (formerly Code 91)
(24–45) (121–141) (295–334) (404–447)
3.5–7.5 16.0–20.0 39.1–44.2 59.0–65.0
6882736 739
(24–52) (110–138) (270–305) (407–448)
8.5–11.5 27.5–30.5 54.3–60.8 82.6–91.0
6882737 738
(59–79) (190–210) (374–419) (570–627)
9.0–13.0 38.0–42.0 63.8–70.2 103.0–112.0
6885570 461
(62–90) (262–290) (440–484) (710–772)
8.5–11.5 27.5–30.5 54.3–60.8 82.6–91.0
6885571 462
(59–79) (190–210) (374–419) (570–627)
3.5–7.5 16.0–20.0 39.1–44.2 59.0–65.0
6885572 463
(24–52) (110–138) (270–305) (407–448)
9.0–13.0 38.0–42.0 63.8–70.2 103.0–112.0
23010012 012
(62–90) (262–290) (440–484) (710–772)
8.5–11.5 27.5–30.5 54.3–60.8 82.6–91.0
23018330 330
(59–79) (190–210) (374–419) (570–627)
NOTES: Governor schedule testing requires main pressure to be 150 psi (1035 kPa) minimum and fluid temperature to be 100 ± 10º F (38 ± 5º C).

No adjustments are possible, but the internal valve may be removed and cleaned to ensure free operation. Refer to the current Parts Catalog PC1316EN
for kit part number with instructions.

3–14. OIL COOLER
Transmission operation at abnormally high tempera-
tures can cause clogging of the oil cooler as well as
transmission failure. Clean the oil cooler system thor-
oughly after each major or minor rebuild. Failure to
clean the cooler system may cause poor performance,
overheating, and transmission damage. Recommenda-
tions for cleaning or flushing the oil cooler are in the
vehicle service manual.
3–15. TRANSMISSION STALL TEST
a. Purpose
2. Stall speed is the maximum engine rpm attain-
able when the engine is at full throttle and
when the torque converter turbine is not mov-
ing, or “stalled.”
3. During a stall test, compare the actual engine
speed at full throttle stall with established vehi-
cle manufacturer's specifications.
NOTE:
Engine stall point data can be obtained from the ve-
hicle manufacturer or from the equipment dealer or
distributor.

1. Stall testing is performed to determine whether 4. Stall tests are used as troubleshooting proce-
a power complaint is due to an engine problem dures only — do not perform them as general
or a transmission malfunction. checks or maintenance.

3–26 Copyright © 1996 General Motors Corp.

 PREVENTIVE MAINTENANCE
b. Stall Test Preparation
1. Make sure the fuel control linkage goes to full
throttle and does not stick when released.
2. Check the air induction system for restrictions.
3. Perform a cold check of the transmission fluid
level and adjust as necessary.
4. Install an accurate tachometer (do not rely on
the vehicle tachometer).
5. Install a temperature gauge with the probe in
the transmission converter-out (to cooler) line.
WARNING!
While conducting a stall check, the vehicle must
be positively prevented from moving. Apply the
parking and service brake, and block the wheels
securely. Warn personnel to keep clear of the ve-
hicle and its travel path. Failure to do so can
cause serious injury.
6. Block the vehicle wheels.
7. Start the engine and let the transmission sump
warm to normal operating temperature (160–
200°F; 71–93°C).
8. Perform a hot check of the transmission fluid
level and adjust as necessary.
9. Turn all engine accessories OFF.
10. Notify everyone to stay clear of the vehicle.
CAUTION:
• Never maintain the stall condition for more than
30 seconds at any one time because of the rapid
rise in fluid temperature. Do not let the con-
verter-out fluid temperature exceed 300°F
(149°C). Do not rely on converter-out fluid tem-
perature to limit stall duration. During stall con-
ditions, internal temperatures rise much faster
than converter-out fluid temperatures. Allow
the system to cool down between stall checks by
performing the cool-down as described in Para-
graph 3–15e. If the stall test is repeated, do not
let the engine overheat.
• If the unit does not have a converter-out temper-
ature gauge, do not stall the converter.
Copyright © 1996 General Motors Corp.
CAUTION:
For the MT 653, do not select the D1 position.
The extremely high torque produced in this
range may damage the transmission and/or the
vehicle drive line.
NOTE:
• For vehicles with engines not equipped with smoke
controls, proceed to Paragraph 3–15c.
• For vehicles with engines equipped with smoke
controls, skip Paragraph 3–15c and proceed to
Paragraph 3–15d.
c. Stall Test Procedures — Vehicles Without
Smoke-Controlled Engines
1. Apply the vehicle parking and service brakes.
2. Shift to D (Drive).
3. Slowly accelerate to full throttle.
4. When the tachometer levels off, record the
maximum engine rpm attained.
5. Slowly release the throttle.
6. Shift to N (Neutral).
7. Skip Paragraph 3–15d and proceed immedi-
ately with Paragraph 3–15e — Cool-Down
Check.
d. Stall Test Procedures — Vehicles With
Smoke-Controlled Engines
NOTE:
Because smoke controls and throttle-delay mecha-
nisms inhibit engine acceleration, the stall testing may
need to be performed while the vehicle is moving.
1. Locate an isolated area to perform the driving
stall test.
2. Select a hold range that will limit road speed
(usually 2nd or 3rd range).
3. Operate the engine at full throttle, maximum
governed rpm.
4. Slowly depress the vehicle service brakes
while staying at full throttle.
5. When the vehicle comes to a stop, record the
engine rpm. This is the stall speed.
3–27
 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
6. Proceed immediately with Paragraph 3–15e —
Cool-Down Check.
e. Neutral Cool-Down Check Procedure
1. The neutral cool-down check determines if the
transmission fluid cools properly following an
engine load condition. Perform this check im-
mediately after the engine speed has been re-
corded in the stall test.
2. Record the converter-out fluid temperature.
3. With the transmission remaining in N (Neu-
tral), run the engine at 1200–1500 rpm for two
minutes to cool the fluid.
4. At the end of two minutes, record the con-
verter-out fluid temperature. Converter-out
fluid temperature should return to within the
limits of normal operation.
f. Results
NOTE:
Environmental conditions, such as ambient temper-
ature, altitude, engine accessory loss variations, etc.,
affect the power input to the converter. Under such
conditions, a stall speed deviation up to ±150 rpm
from specification can be accepted as within normal
range.
1. An engine stall speed more than 150 rpm be-
low the stall speed specified by the engine
manufacturer indicates an engine problem,
such as the need for a tune-up.
2. An engine stall speed more than 150 rpm
above specification indicates a transmission
problem, such as slipping clutches, cavitation,
or torque converter failure.
3. An extremely low stall speed, such as 33 per-
cent of the specified engine stall rpm, during
which the engine does not smoke, could indi-
cate a freewheeling torque converter stator.
4. If the engine stall speed conforms to specifica-
tion, but the transmission fluid overheats, refer
to the cool-down check. If the fluid does not
cool during the two-minute cool-down check, a
stuck torque converter stator could be indi-
cated.
3–28 Copyright © 1996 General Motors Corp.
5. If the engine stall speed conforms to specifica-
tion and the cool-down check shows that the
transmission fluid cools properly, refer to Table
3–11, Paragraph 3–22 for troubleshooting pro-
cedures.
3–16. PRESERVATION AND STORAGE
a. Storage, New Transmissions (prior to installa-
tion). New transmissions are tested at the Allison fac-
tory with preservative oil and drained prior to ship-
ment. The residual oil remaining in the transmission
provides adequate protection to safely store the trans-
mission for up to one year (stored inside in conditions
of normal climate and with all shipping plugs in-
stalled) without further treatment.
b. Preservation Methods. When the transmission is
to be stored or remain inactive for an extended period
(one or more years), specific preservation methods are
recommended to prevent damage due to rust, corro-
sion, and organic growth in the oil. Preservation meth-
ods are presented for storage with and without trans-
mission fluid.
c. Storage, One Year — Without
Transmission Fluid
1. Drain the transmission fluid.
2. If the breather can be easily removed, spray
one ounce (30 milliliters) of VCI #10 (or
equivalent) into the transmission through the
breather hole. Spray one ounce (30 milliliters)
through the fill tube. If the breather cannot be
removed, spray two ounces (60 milliliters)
through the fill tube hole.
3. Seal all openings and the breather with mois-
ture-proof tape.
4. Coat all exposed, unpainted surfaces with pre-
servative grease such as petrolatum (MIL-C-
11796, Class 2).
5. If additional storage time is required, repeat
Steps (2) through (4) at yearly intervals.
d. Storage, One Year — With Transmission Fluid
(Normally in a Vehicle Chassis)
1. Drain the transmission fluid and replace the fil-
ter element(s) if required.
 PREVENTIVE MAINTENANCE
2. Fill the transmission to operating level with a
mixture of one part VCI #10 (or equivalent) to
30 parts Allison-approved transmission fluid.
Refer to Paragraph 3–10. Add 1⁄4 teaspoon of
Biobor® JF (or equivalent) for each 3 gallons
(1 ml for every 10 liters) of fluid in the system.
NOTE:
When calculating the amount of Biobor® JF re-
quired, use the total volume of the system, not just
the quantity required to fill the transmission. In-
clude external lines, filters, and the cooler.
3. Run the engine for approximately five minutes at
1500 rpm with the transmission in N (Neutral).
4. Drive the vehicle. Make sure the transmission
shifts through all ranges. If the transmission is
equipped with a converter lockup clutch, make
sure the lockup clutch activates.
5. Continue running the engine at 1500 rpm with
the transmission in N (Neutral) until normal
operating temperature is reached.
WARNING!
Apply the parking brake, service brake, and
block the vehicle securely. Warn personnel to
keep clear of the vehicle and its travel path. Fail-
ure to do so can cause serious injury.
CAUTION:
• Never maintain the stall condition for more than
30 seconds at any one time because of the rapid
rise in fluid temperature. Do not let the con-
verter-out fluid temperature exceed 300°F
(149°C). Do not rely on converter-out fluid tem-
perature to limit stall duration. During stall con-
ditions, internal temperatures rise much faster
than converter-out fluid temperatures. Allow
the system to cool down between stall checks by
performing the cool-down as described in Para-
graph 3–15e. If the stall test is repeated, do not
let the engine overheat.
• If the unit does not have a converter-out temper-
ature gauge, do not stall the converter.
6. If normal operating temperature is less than
225°F (107°C), with the vehicle wheels
blocked and the parking brake and service
Copyright © 1996 General Motors Corp.
brake applied, shift the transmission to D
(Drive) and stall the converter. When con-
verter-out temperature reaches 225°F (107°C)
stop the engine. Do not exceed 225°F (107°C).
7. As soon as the transmission is cool enough to
touch, seal all openings and the breather with
moisture-proof tape.
8. Coat all exposed, unpainted surfaces with pre-
servative grease such as petrolatum (MIL-C-
11796, Class 2).
9. If additional storage time is required, repeat
Steps (2) through (8) at yearly intervals. It is
not necessary to drain the transmission each
year; just add VCI #10 and Biobor® JF (or
equivalents).
e. Restoring Transmission to Service
1. Remove all tape from openings and the
breather.
2. Wash off all external grease with mineral spirits.
3. If the transmission is new, drain the residual pre-
servative oil. Refill the transmission to the proper
level as specified in Paragraphs 3–5 and 3–7.
4. If the transmission was prepared for storage
without transmission fluid, drain the residual
oil and replace the filter element(s) if required.
Refill the transmission to the proper level as
specified in Paragraphs 3–5 and 3–7.
5. If the transmission was prepared for storage
with transmission fluid, it is not necessary to
drain and refill the transmission with new
transmission fluid. Check for proper fluid level
as specified in Paragraph 3–5. Add or drain
fluid as required to obtain the proper level.
3–17. REPLACEMENT OF COMPONENTS
WHILE TRANSMISSION IS IN THE
VEHICLE CHASSIS
a. Replacement of Selector Shaft Seal
(Foldout 10,A)
1. Remove control linkage from selector shaft 60.
Place seal remover J 26401 over the end of the
selector shaft. Screw the remover into seal 61
sufficiently to cause engagement. Using a
3–29
 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
wrench, tighten the screw in the remover to Using remover tools J 24171-1, -2 and -4, remove the
draw the seal from the bore. dust shield and the output oil seal from the rear cover
or retarder housing
2. Clean the housing bore before installing a new
seal. Refer to Paragraph 4–6e for seal prepara-
d. Removal of Output Shaft Bearing
tion. Install the seal, lip first, onto the selector
shaft. Using seal installer J 26282, install the 1. Remove the snapring that retains the output
seal into the housing. The seal is positioned
bearing in the rear cover or retarder housing.
satisfactorily when its outer surface is clear of
the lead chamber in the bore.
3. Install and adjust the control linkage as out- NOTE:
lined in Paragraph 3–12a.
The legs of the bearing remover are designed to lock
b. Removal of Output Flange between the inner and outer races of the bearing.
Do not force the feet of the legs into position. Forc-
1. Disconnect the vehicle drive shaft from the
ing may damage the races.
transmission output shaft.

2. For MT 640, 643 series transmissions, remove

2. To remove the output bearing, install two-leg
the 1⁄2-20 x 11⁄2 bolt and remove the flange.
assembly J 24463-2 (MT 640, 643 ten ball
3. For MTB 643 and MT(B) 650, 653 series bearing configuration), three-leg assembly
transmissions, check the number of notches J 38086 (MT 640, 643 nine ball bearing con-
that have been cut into the wrenching flats of figuration), or J 24534 (MT 650, 653) (Figure
the output flange retaining nut. The number of
3–11), or J 33821 (MTB 600) (Figure 3–12)
notches indicates how many times the nut has
between the balls of the rear bearing. Retain
been used. If there are five notches, hold the
flange with holding tool J 3453 and remove the legs between the inner and outer races of
and discard the nut. If there are less than five the bearing. Insert the legs through the slots in
notches, or none at all, remove all dirt and any bearing puller head assembly J 24420-B or
burrs from the exposed shaft threads. Then J 33821. Install one nut on each leg to secure
hold the flange with holding tool J 3453 and the assembly. Remove the rear bearing.
loosen the nut until there is approximately 1⁄16
inch (1.59 mm) gap between the nut and
flange. Check the running torque while remov-
ing the nut. Only reuse the nut if:
• The running torque is at least 400 lb in. (45
N·m) the first time the nut is removed (no REAR COVER
notches).
• The running torque is at least 300 lb in. (34
N·m) each subsequent time the nut is
removed (one to four notches).
4. Remove the output flange. J 24420-B

c. Removal of Dust Shield and Output Shaft Seal J 24463-2

OUTPUT SHAFT
NOTE: BEARING H00008.01
The dust shield is not used on models that have an
output retarder. Figure 3–11. Removing Output Shaft Rear
Bearing — in Vehicle

3–30 Copyright © 1996 General Motors Corp.

 PREVENTIVE MAINTENANCE
J 33821
OUTPUT RETARDER
BEARING
H00020
Figure 3–12. Removing Rear Bearing — MTB
e. Removal of Governor and Speedometer
Drive Gear
1. For MT Series transmissions, remove spacer
11 (if used) (Foldout 12,B), speedometer gear
9 or speed sensor wheel 10, and governor gear
8 from the output shaft.
2. For MTB Series transmissions, remove spacer
26 (Foldout 18,A) and governor and speedom-
eter drive gear 25 from the output shaft.
f. Install Governor and Speedometer Drive
Gears, Rear Bearing, Oil Seal, and Dust Shield
1. For MT Series transmissions, install governor
drive gear 8 (Foldout 12,B), slot first, onto the
output shaft. Align the slot in the gear with
spring pin 5. Install speedometer drive gear 9
or speed sensor wheel 10 and spacer 11 (if
used) onto the output shaft.
2. For MTB Series transmissions, install gover-
nor and speedometer drive gear 25 (Foldout
18,A) and spacer 26 onto the output shaft.
3. A snapring was used on the front side of the
output bearing in earlier rear covers to retain
the bearing in its proper location. Be sure the
snapring is firmly seated in its groove.
Copyright © 1996 General Motors Corp.
4. Place output bearing, number side out, into the
rear cover. Using rear bearing installer J 24446
(MT 640, 643), J 24447 (MT 650, 653), or
J 33820 (MTB 643, 653) and handle
J 24202-4, drive the bearing into the rear cover
until it seats firmly.
5. Install the beveled snapring so that the beveled
side is toward the rear of the transmission.
Make sure the snapring is fully expanded in its
groove.
6. Pack the rear oil seal with high temperature
grease that conforms to MIL-G-3545A. Place
the seal on oil seal installer J 24448-A
(MT 640, 643), J 24620-A (MT 650, 653) or
J 29618 (MTB 643, 653) with handle
J 24202-4, sealring lip away from installer.
7. Apply a non-hardening sealer (Perfect Sealer
No. 4 or equivalent) onto the outer surface of
the rear oil seal. Pre-coated seals do not require
sealer on the OD.
8. Insert the seal installer and seal into the rear
cover and drive the seal into the bore. The oil
seal must be located 1.16 inch (29.5 mm) (MT
640, 643) or 1.17 inch (29.7 mm) (MT 650,
653) from the rear face of the rear cover. The
oil seal in the output retarder must be located
0.120–0.150 inch (3.0–3.8 mm) from the inner
edge of the chamfer. The installer seats against
the hub of the rear cover or retarder housing
when the seal is properly positioned.
9. Place the dust shield, cup side toward the tool,
onto dust shield installer J 24198. Using han-
dle J 24202-4, drive the shield into the rear
cover until it is flush with, or 0.040 inch (1.02
mm) below, the rear face of the cover assem-
bly. The installer seats on the rear face of the
cover when the shield is properly positioned.
g. Installation of Output Flange — MT 640, 643
1. Install the output flange on the output shaft.
2. Retain the output flange with a new 1⁄2–20 x
11⁄2 inch Type BH bolt and washer. Do not use
the earlier style bolt. Refer to the current Parts
Catalog PC1316EN and Figure 3–13.
3–31
 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS

Source and material grade

3⁄4 in. identification markings to
appear on top of head in
this area

1 ⁄2 in.

CONSTANT ANNULAR GROOVE

Six (6) radial slots spaced
sixty (60) degrees apart

EARLIER BOLT
P/N 23014159
STANDARD (TYPE AA PATCH) SAE GRADE 8
3⁄4 in. HEXAGON HEAD
SIX (6) GRADE ID MARKINGS*
CONSTANT UNDERHEAD FILLET**

13 ⁄ 16 in. Source and material grade

identification markings to
appear on top of head in
this area

1 ⁄ 2 in.

VARYING ANNULAR GROOVE

Five (5) radial slots spaced
sixty (60) degrees apart

LATER BOLT
P/N 29510838
NON-STANDARD (TYPE BH PATCH) SAE GRADE 8
OFFSET, 13⁄ 16 in. HEXAGON HEAD
FIVE (5) GRADE ID MARKINGS***
VARYING UNDERHEAD FILLET**

* Radial slots spaced approximately sixty (60) degrees apart.

** Annular groove at the junction of the head bearing surface and the bolt shank.
*** Radial slots spaced approximately sixty (60) degrees apart; may be random relative to hexagon but
shall be oriented such that three (3) wide slots are symmetrically over span of large recess diameter.

V01301

Figure 3–13. Identification of Flange Retaining Bolts

3–32 Copyright © 1996 General Motors Corp.

 PREVENTIVE MAINTENANCE
CAUTION:
The use of an impact wrench requires a means to
hold the flange. Failure to hold the flange can
cause internal damage to the transmission.
Flange and yoke holding tool J 3453 or equiva-
lent is recommended.
3. Install the flat washer and bolt into the output
shaft. Tighten the bolt to 102–121 lb ft (138–
164 N·m).
h. Installation of Output Flange — MTB 643,
MT(B) 650, 653
1. Install the output flange on the output shaft.
2. Make sure the threads on the output shaft and
retaining nut are clean and free from damage.
3. Each time the retaining nut is reused, deeply
scribe a notch on one of the wrenching flats.
This method of marking the nut indicates how
many times the nut has been reused.
4. Coat the threads of the retaining nut with mo-
lybdenum disulfide grease.
5. Install the flange retaining nut onto the output
shaft. Restrain the output shaft by holding the
flange with holding tool J 3453. Tighten the
nut to 600–800 lb ft (814–1085 N·m).
3–18. TROUBLESHOOTING — BEFORE
REMOVAL OR OPERATION OF
TRANSMISSION
CAUTION:
Do not operate the vehicle prior to completing
the procedures described in this Paragraph.
a. Inspect for transmission fluid leakage. Visually
inspect all splitlines, connections, valve bodies, fluid
level indicator tube, and plugs and hoses at the trans-
mission and cooler. Fluid leakage at splitlines may be
caused by loose mounting bolts or defective gaskets.
Tighten all bolts, plugs, and connections where leak-
age is found.
b. Check to ensure the modulator control cable and
linkage are free. Check the shift linkage for proper op-
eration.
Copyright © 1996 General Motors Corp.
3–19. TROUBLESHOOTING — BEFORE
REMOVAL AND DURING
OPERATION
a. Determine Cause of Trouble
1. If the inspections in Paragraph 3–18 do not re-
veal the cause of the problem and the vehicle is
operable, further troubleshooting is necessary.
Do not remove the transmission from the vehi-
cle until the cause of trouble listed in the trou-
bleshooting charts (Tables 3–11 and 3–12) is
checked.
2. The engine and transmission must be regarded
as a single package during troubleshooting. A
thorough study of the description and opera-
tion of the components and hydraulic system is
helpful in determining the cause of trouble.
b. Proper Engine Tuning. To make a thorough test
of the vehicle mounted transmission, be sure the en-
gine is properly tuned and the fluid level in the trans-
mission is correct. Refer to Paragraph 3–5 for check-
ing fluid level.
3–20. OUTPUT RETARDER TROUBLE-
SHOOTING — BEFORE REMOVAL
NOTE:
• Oil pressure gauge set J 26417 contains all neces-
sary attachments and gauges.
• Refer to Figures 3–14 through 3–17 for the location
of external connections and pressure taps for all
models.
a. High Speed Mode Pressure Function Test
1. Connect a high-pressure test hose, minimum
300 psi (2068 kPa), from the main pressure tap
on the transmission main case (Figure 3–15) to
the governor pressure tap on the retarder valve
body (Figure 3–17).
2. Connect a 0–150 psi (0–1000 kPa) pressure
gauge to the retarder charging pressure tap
(Figure 3–17).
3–33
 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
3. Connect a 0–150 psi (0–1000 kPa) pressure
gauge to one of the two retarder clutch pres-
sure taps on the retarder (Figure 3–16).
4. Shift the transmission to N (Neutral). Set the
engine speed at 1000 ± 20 rpm.
5. Apply full retarder air pressure, 85 psi (586
kPa), at the retarder control air tap.
6. After 20 seconds, verify the following pres-
sures:
• Retarder-charging pressure: 55–65 psi
(379–448 kPa)
• Retarder-clutch pressure: 55–65 psi (379–
448 kPa)
7. Refer to Table 3–12 for possible causes and
remedies. Proceed to Static Mode Pressure
Function Test.
b. Static Mode Pressure Function Test
1. Connect a 0–150 psi (0–1000 kPa) pressure
gauge to the governor tap (Figure 3–15).
2. Connect a 0–150 psi (0–1000 kPa) pressure
gauge to the retarder charging pressure tap
(Figure 3–17).
3. Connect a 0–150 psi (0–1000 kPa) pressure
gauge to one of the two clutch pressure taps
(Figure 3–16).
4. Shift the transmission to N (Neutral). Set the
engine speed at 1000 ± 20 rpm.
5. Apply full retarder air pressure, 85 psi (586
kPa), at the retarder control air tap.
3–34 Copyright © 1996 General Motors Corp.
6. Verify the following pressures after 20 sec-
onds:
• Retarder-charging pressure: 2–8 psi (14–55
kPa)
• Retarder-clutch pressure: 21–28 psi (145–
193 kPa)
7. Refer to Table 3–12 for possible causes and
remedies.
3–21. TROUBLESHOOTING — TRANS-
MISSION REMOVED FROM
VEHICLE
When the cause of a transmission malfunction is not
ascertained by tests or inspections before removal
from the vehicle, the transmission may be mounted in
a test stand (if available) and checked. Give particular
attention to proper fluid level and to proper linkage ad-
justment in every transmission test.
3–22. TROUBLESHOOTING
PROCEDURES
a. Troubleshooting Information. Tables 3–11 and
3–12 outline the possible causes of transmission or re-
tarder trouble, and suggested remedies. Major symp-
toms are indicated by capital letters. Specific prob-
lems, their probable causes, and suggested remedies
are presented under the symptom headings.
b. Fluid Pressures. Various fluid pressure check
points are shown in Figures 3–14 through 3–17. Ta-
ble 1–1, Specifications and Data, lists reference fluid
pressures.
c. Increasing Pump Volume. If after verifying and
observing minimum idle specifications, and utilizing
the troubleshooting charts, main pressure remains
low, consult SIL 5-TR-83 for additional procedures
required to increase pump volume.
 PREVENTIVE MAINTENANCE

NOTE
MT 650,653 external connections
and pressure taps are in identical
locations TO OIL CONVERTER DRIVEN
COOLER PTO LOCATION

REVERSE SIGNAL
PRESSURE TAP

OIL DRAIN
PLUG

OIL FILLER LOCKUP

OPENING PRESSURE TAP
H00138

Figure 3–14. MT Transmission Check Points — External Connections, Right-Front View

MANUAL SELECTOR BREATHER

SHAFT MAIN PRESSURE
TAP

NEUTRAL START
SWITCH LOCATION

GOVERNOR MODULATOR
PRESSURE TAP CONTROL OPENING
H00119

Figure 3–15. MT Transmission Check Points — External Connections, Left-Rear View

Copyright © 1996 General Motors Corp. 3–35

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS

RETARDER CLUTCH
PRESSURE

TO FILTER

FROM COOLER TO COOLER

FROM FILTER
H00136

Figure 3–16. MTB Retarder Check Points — External Connections, Right-Front View

RETARDER CONTROL
AIR PRESSURE

RETARDER
CHARGING
PRESSURE

GOVERNOR PRESSURE
H00009.1

Figure 3–17. MTB Retarder Check Points — External Connections, Right-Rear View

3–36 Copyright © 1996 General Motors Corp.

 PREVENTIVE MAINTENANCE

Table 3–11. Transmission Troubleshooting Chart

Problem Probable Causes Suggested Remedies

Shifts occurring at too high
speed
Shifts occurring at too low
speed
Rough shifting
Excessive creep in first and
reverse ranges
No response to shift lever
movement
Vehicle moves in neutral
A. Abnormal Automatic Shifts
Governor valve stuck. Clean or replace governor. Refer to
Paragraph 6–22.
Shift signal valve spring adjustment too Back off spring adjusting ring.
tight.
Valves sticking. Overhaul valve body assembly.
Shift points not properly adjusted. Refer to Paragraph 3–13.
Governor valve stuck. Clean or replace governor. Refer to
Paragraph 6–22.
Governor spring weak or missing. Replace governor. Refer to Paragraph
6–22.
Shift signal valve spring adjustment too Tighten spring adjusting ring.
loose.
Modulator valve stuck. Clean or replace modulator valve.
Shift points not properly adjusted. Refer to Paragraph 3–13.
Shift selector linkage out of adjustment. Adjust linkage. Refer to the current
MT1357EN, MT 600 Series
Mechanic’s Tips.
Control valves sticking. Replace or rebuild main control valve
body assembly. Refer to Paragraph 6–6.
Modulator valve sticking; spring adjust- Repair or replace valves; adjust spring.
ment.
Modulator actuator cable kinked or out Replace or adjust actuator cable.
of adjustment.
B. Abnormal Activities or Responses
Engine idle speed too high. Adjust to correct idle speed. Refer to
vehicle service manual.
Shift selector linkage disconnected. Connect linkage. Refer to vehicle ser-
vice manual.
Shift selector linkage defective or Repair or replace linkage. Refer to
broken. vehicle service manual.
Main pressure low. Refer to Chart E, Low Pressure.
Shift selector not engaged at control Install or replace parts involved (inside
valve. pan).
Shift selector linkage out of adjustment. Adjust linkage properly.

Copyright © 1996 General Motors Corp. 3–37

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
Table 3–11. Transmission Troubleshooting Chart (cont’d)
Problem
High stall speed
Low stall speed
Fluid leaking into converter
housing
Fluid leaking at output shaft
Low main pressure in all
ranges
Low main pressure in one
operating range, normal pres- cific range.
sure in other ranges
3–38
Probable Causes Suggested Remedies
C. Abnormal Stall Check Speed
Low fluid level. Add fluid to the proper level. Refer to
Paragraph 3–5.
Clutch pressure low. Refer to Chart E, Low Pressure.
Forward clutch slipping. Rebuild forward clutch.
First clutch slipping. Rebuild first clutch.
Engine not performing efficiently (may Refer to engine manufacturer’s manual
be due to plugged or restricted injectors or vehicle service manual.
or high altitude conditions).
Broken converter parts. Replace or rebuild converter assembly.
Refer to Paragraph 6–3.
D. Leaking Fluid
Converter pump hub seal worn. Replace seal. Refer to Paragraph 6–3.
Converter pump hub worn at seal area. Replace pump hub. Refer to Paragraph
6–3.
Engine crankshaft rear oil seal leakage. Refer to vehicle service manual.
Faulty or missing seal at output flange. Install a new seal in rear of transmis-
sion housing.
Flange worn at seal surface. Replace flange.
E. Low Pressure
Low fluid level. Add fluid to the proper level. Refer to
Paragraph 3–5.
Filter element clogged. Replace filter or element. Refer to
Paragraph 3–10.
Sealring on filter tube leaking or Install a new sealring onto the top end
missing. of filter tube. Refer to Paragraph 3–10.
Main-pressure regulator valve spring weak. Replace spring. Refer to Paragraph 6–8.
Main control valve body leakage. Replace or rebuild main control valve
body assembly. Refer to Paragraph 6–6.
Valves sticking (trimmers, relays, regula- Overhaul valve body assembly, main
tor valve, and main pressure regulator). pressure regulator valve.
Input charging pump worn or damaged. Replace or rebuild pump. Refer to
Paragraph 6–8.
Leakage in clutch-apply circuits for spe- Replace or rebuild main control valve
body assembly. Refer to Paragraph 6–6.
Excessive leakage at clutch piston seals Overhaul transmission and replace pis-
for specific range. ton seals.
Copyright © 1996 General Motors Corp.

Table 3–11. Transmission Troubleshooting Chart (cont’d)
Problem
Low lubrication pressure
Clutch slippage in all forward Low fluid level.
ranges
Clutch slippage in first and
reverse only
Clutch slippage in second or
third (MT 640, 643); or third
or fourth (MT 650, 653) only
Clutch slippage in fourth and
reverse only
Clutch slippage in first only
(MT 650, 653)
Transmission overheating in
all ranges
* Clutch slippage may be recognized by alternate racing and loading of the engine, which is at times accompanied by a violent chatter.
PREVENTIVE MAINTENANCE
Probable Causes Suggested Remedies
E. Low Pressure (cont’d)
Low fluid level. Add fluid to the proper level. Refer to
Paragraph 3–5.
Engine idle speed too low. Refer to vehicle service manual.
Excessive internal fluid leakage. Check the valve body mounting bolts,
the lubrication valve seat, and valve
spring.
Cooler lines restricted or leaking. Check for kinks or leakage. Reroute or
replace as necessary.
Lubrication valve spring weak. Replace valve spring. Refer to Para-
graph 6–8.
F. Slippage*
Add fluid to the proper level. Refer to
Paragraph 3–5.
Clutch (main) pressure low. Refer to Chart E, Low Pressure.
Forward clutch slipping. Rebuild forward clutch and replace pis-
ton sealrings. Refer to Paragraph 6–9.
Sealrings on front support hub worn or Replace sealrings.
broken.
First clutch slipping. Rebuild clutch and replace piston seal-
rings.
Clutch for particular range slipping. Rebuild clutch and replace piston seal-
rings.
Fourth clutch slipping. Rebuild clutch and replace piston seal-
rings. Refer to Paragraph 6–10.
Sealrings on center support hub worn or Replace sealrings.
broken.
Low clutch slipping. Rebuild clutch and replace piston seal-
rings. Refer to Paragraph 6–19.
G. Overheating in All Ranges
Low fluid level. Add fluid to the proper level. Refer to
Paragraph 3–5.
High fluid level. Drain fluid to the proper level. Refer to
Paragraph 3–5.
Cooler restricted (fluid or coolant side). Remove restrictions.
Copyright © 1996 General Motors Corp. 3–39
 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
Table 3–11. Transmission Troubleshooting Chart (cont’d)

Problem Probable Causes Suggested Remedies

H. Transmission Throws Fluid Out of Fill Tube and/or Breather
Fluid thrown from fill tube
Dirty fluid
Dipstick loose. Tighten cap; replace if necessary.
Fluid level too high. Drain fluid to proper level. Refer to
Paragraph 3–5.
Breather clogged. Clean or replace breather.
Dipstick gasket worn. Replace gasket or dipstick.
J. Dirty Transmission Fluid
Failure to change fluid at proper interval. Change fluid, install new filter. Refer
to Paragraph 3–10.
Heat excessive. Refer to Chart G, Overheating.
Clutch failure. Overhaul transmission.
Damaged oil filter. Replace filter. Refer to Paragraph 3–10.

Table 3–12. Retarder Troubleshooting Chart

Problem Probable Causes
A. Abnormal Operation or Responses
No retarder operation at low No air supply.
speed Sticking regulator charging valve.
Sticking pressure regulator valve.
Sticking charging valve.
Check valve malfunctioning, omitted, or Replace or install correctly. Refer to
installed backwards.
Leaking clutch piston seals.
Worn retarder clutch.
No retarder operation at high Low air supply.
speed Ruptured air line to retarder control
valve.
Failed air control.
Sticking retarder control valve.
Harsh retarder apply Plug valve installed incorrectly.
Incorrect or broken pressure regulator
valve spring.
Suggested Remedies
Check and repair air supply.
Clean or replace valve.
Clean valve. Refer to Paragraph 6–7.
Clean valve. Refer to Paragraph 6–7.
Paragraph 7–7.
Replace seals. Refer to Paragraph 6–19.
Replace clutch. Refer to Paragraph 6–18.
Check air supply.
Repair air line.
Repair or replace control.
Clean or replace valve. Refer to Para-
graph 6–7.
Check for correct installation (dimple
on valve must be toward springs).
Check for correct spring and/or broken
spring. Replace as needed.

3–40 Copyright © 1996 General Motors Corp.


Table 3–12. Retarder Troubleshooting Chart (cont’d)
Problem
Excessive retarder response
time
Retarder does not release
No retarder output
Low main and/or retarder
pressure
PREVENTIVE MAINTENANCE
Probable Causes
Sticking priority valve.
Sticking pressure regulator valve.
Sticking charging valve.
Leaking or incorrectly sized air lines.
Leaking clutch piston seals.
Leaking accumulator piston seals.
Brake pedal assembly or manual-apply
valve malfunctioning.
Air actuator piston sealrings damaged.
Sticking retarder control valve.
B. No Retarder Output
Failed fuel interlock/wiring.
Master switch malfunction.
Air actuator piston sealrings damaged.
Sticking retarder control valve.
C. Low Pressure
Sticking charging valve.
Sticking pressure regulator valve.
Leaking rotor hub seals.
Leaking accumulator piston seals.
Leaking clutch piston seals.
Copyright © 1996 General Motors Corp.
Suggested Remedies
Clean valve. Refer to Paragraph 6–6.
Clean valve. Refer to Paragraph 6–7.
Clean valve. Refer to Paragraph 6–7.
Fix leaks or change line size.
Replace seals. Refer to Paragraph 6–19.
Replace seals. Refer to Paragraph 6–18.
Repair brake pedal assembly or man-
ual-apply valve. Refer to vehicle ser-
vice manual.
Repair air actuator piston sealrings,
retarder valve body. Refer to Paragraph
6–7.
Repair retarder valve body. Refer to
Paragraph 6–7.
Repair interlock/wiring. Refer to vehi-
cle service manual.
Repair master switch. Refer to vehicle
service manual.
Repair air actuator piston sealrings,
retarder valve body. Refer to Paragraph
6–7.
Repair retarder valve body. Refer to
Paragraph 6–7.
Clean or replace valve. Refer to Para-
graph 6–7.
Clean or replace valve. Refer to Para-
graph 6–7.
Replace seals. Refer to Paragraph 6–18.
Replace seals. Refer to Paragraph 6–18.
Replace seals. Refer to Paragraph 6–19.
3–41
 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS

NOTES

3–42 Copyright © 1996 General Motors Corp.

 Section 4 — GENERAL OVERHAUL INFORMATION
4–1. SCOPE • Depth micrometer

This section provides general information required for • Dial indicator set
overhaul, cleaning, and inspection, and general assem-
bly procedures for the transmission. It provides illus- • A three-leg lifting sling with 90 degree angle
trations and explanations for the fabrication of impro- attaching plates — 1⁄2 ton (500 kg) capacity
vised tooling. A listing and illustration of special tools • Hoist — 1⁄2 ton (500 kg) capacity
are included for your convenience.

CAUTION:
4–2. TOOLS AND EQUIPMENT
Caustic cleaning compounds will damage some
transmission parts. Use only mineral spirits.
a. Improvised Tools and Equipment
• A retarder piston spring compressor, consisting
• Container of mineral spirits for cleaning parts
of:
— Steel compressor bar (1) — 1 x 11⁄2 x 18 • A 100 inch pound (15 Newton meter) torque
inches (25 x 38 x 460 mm) wrench
— Threaded rods (2) — 1⁄2-13 x 10 inches • A 100 foot pound (150 Newton meter) torque
— Plain nuts (6) — 1⁄2-13 inch wrench
— Flat washers (4) — 1⁄2 inch
• A 1000 foot pound (1500 Newton meter)
— Compressor ring (1): 5 inches (127 mm) OD
torque wrench
x 4.5 inches (114 mm) ID x 1.5 inch (38
mm) wide. Make a cutout in the side to • Heating equipment (for heating bearings or
permit access with snapring pliers (refer to other interference-fit parts to aid assembly)
Figure 6–96)
• Output shaft lifting fixture (Figure 4–1). The • A press for disassembly and assembly of
materials and dimensions may be changed to spring-loaded clutches, valves, and interfer-
meet specified requirements. ence-fit parts
• Work table — 1500 pound (700 kg) capacity • Clean, lint-free shop cloths (do not use waste)
(Figure 4–2)
• Boxes, receptacles for parts
b. Special Tools. Special tools are listed in Table 4– • Supply of wood blocks
1 and are illustrated in Figures 4–3, 4–4, 4–5, 4–6, and
4–7. These special tools are available from: • Oil-soluble, non-fibrous grease (petrolatum)

Kent-Moore Tool Division* • Non-hardening sealer (Permatex® No. 2, or

29784 Little Mack equivalent, for plugs, seals, etc.)
Roseville, Michigan 48066
Aidco, Inc.*
800 Liberty Street STEEL ROD
12 IN. (300 mm) LG
Adrian, Michigan 49221 0.375 IN. (9.5 mm) DIA OUTPUT SHAFT
NUT – USED
c. Mechanic’s Tools, Shop Equipment. The
following tools, in addition to the common tools WELD – 2 PLACES
V00276
ordinarily required, should be available:
• Snapring pliers
• Micrometer Figure 4–1. Output Shaft Lifting Fixture

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

Copyright © 1996 General Motors Corp. 4–1

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
4–3. REPLACEMENT PARTS
a. Ordering Information. Refer to the current Parts
Catalog PC1316EN for parts information.
b. Parts Normally Replaced. The following parts
are normally replaced at each transmission overhaul.
• Gaskets
• Lockstrips
• Washers or snaprings damaged by removal
• Piston sealrings, oil seals
WARNING!
Do not burn discarded Teflon® seals; toxic gases
are produced by burning.
4–4. CAREFUL HANDLING
During all rebuild procedures, handle parts and subas-
semblies carefully to prevent nicking, scratching, and
denting. Parts which have close operating tolerances
can bind if damaged. Parts which depend upon smooth
surfaces for sealing may leak if scratched. Control
valves, when dry, must move freely by their own
weight in their bores. Carefully handle and protect
such parts during removal, cleaning, inspection, and
installation. Keep the parts in clean containers while
awaiting installation.

48 in.
(120 cm)
78 in.
(200 cm) TRANSMISSION FLUID DRAIN
STEEL TOP

TROUGH
24 in. 16-GAUGE SHEET STEEL
(60 cm) 11⁄2 in. (35 mm) DEEP
11⁄2 in. (35 mm) WIDE

TRANSMISSION 2 x 6 in. BOARD

FLUID DRAIN (5 x 15 cm)
(BOTH SIDES) FOR TOP FRAME
AND LEG BRACKETS
4 x 4 in. LEGS
(10 x 10 cm)
V02733

Figure 4–2. Work Table

4–2 Copyright © 1996 General Motors Corp.

 GENERAL OVERHAUL INFORMATION

1 2 3 4

5 6 7 8

11

9 10 12

13 14 15 16

17 18 19 20

V00277

Figure 4–3. Special Tools (1 through 20)

Copyright © 1996 General Motors Corp. 4–3

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS

21 22
23
24

25 26 27
28

29 31 32
30

34
33
35

38

37
36

V03280

Figure 4–4. Special Tools (21 through 38)

4–4 Copyright © 1996 General Motors Corp.

 GENERAL OVERHAUL INFORMATION

39

41

40
45

42 46

44
43

50

51
51
49
48
47

52

53

55
54
56 57

58 59 60

V03281

Figure 4–5. Special Tools (39 through 60)

Copyright © 1996 General Motors Corp. 4–5

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS

63

62 64
61

66

65 67

70
68

69

71
73
72
74

V03282

Figure 4–6. Special Tools (61 through 74)

4–6 Copyright © 1996 General Motors Corp.

 GENERAL OVERHAUL INFORMATION

75

78

76

77

80 81 82
79

85
83
84 86

90

87
88
89

V03283

Figure 4–7. Special Tools (75 through 90)

Copyright © 1996 General Motors Corp. 4–7

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS

Table 4–1. Special Tools

Tool No. Figure Item Description Ref Paragraph
J 1927-1 4–3 15 Adapter housing guide pins,1⁄2-13 x 6 (2) 7–3g
J 3387-2 4–3 11 Oil pan guide screws, 5⁄16-18 x 3 (2) (part of J 24315) 7–6b, d
J 3289-20 4–6 66 Holding fixture base 5–3a
J 3453 4–3 3 Universal yoke and flange holder 3–17b, g, h
J 6125-1 4–5 54 Slide hammer assembly 6–8a
J 6438-01 4–4 31 Forward and fourth clutch spring compressor 6–9a, c, 6–10a, b
J 6795-01 4–5 46 Torque converter lifter 5–5a, 7–6e,
J 8092 4–3 12 Driver handle 6–3b, 6–8c, 6–13b,
6–15b, 6–19b
J 22912-01 4–7 84 Bearing and gear remover 6–15a
J 23549 4–7 86 Stator thrust bearing installer 6–3b
J 23642-01 4–6 68 Transmission holding fixture 5–3a
J 23717-1 4–5 50 Center bolt 7–3a
J 24171 4–5 56 Output shaft oil seal and dust shield remover assembly 6–16a, 6–17a, 6–18a
J 24171-1 4–5 58 Jaw attachment 3–17c
J 24171-2 4–5 57 Rod assembly 3–17c
J 24171-3 4–5 Nose adapter (part of J 24171-2) 3–17c
J 24171-4 4–5 Slide hammer (part of J 24171-2) 3–17c
J 24171-5 4–5 60 Hook 3–17c
J 24198 4–4 22 Dust shield installer 3–17f, 6–16b, 7–9b
J 24202-4 4–3 18 Driver handle 3–17f, 6–8c, 6–15b,
7–9a
J 24204-2 4–6 64 Clutch spring compressor base for low, first, fourth 6–10a, b, 6–16a, b,
clutches 6–17a, b, 6–20a, b
J 24218-1 4–4 37 Stator roller retainer 6–3f
J 24314 4–3 1 Valve body adjusting ring tool 3–13b, 6–4b, 6–5b,
6–6b
J 24315 4–3 11 Guide pin set 7–4c
J 24315-1 4–3 Pump body and front support guide screws, 3⁄8-16 x 6 (2) 7–4c
(part of J 24315)
J 24369 4–3 13 Main and output shaft orifice installer 6–12c, 6–13b, 6–14b,
6–15b
J 24412-2 4–4 33 Valve pin remover 6–8a
J 24420-B 4–5 41 Bearing puller assembly 3–17d
J 24446 4–3 17 Rear bearing installer (MT 640, 643) 3–17f, 7–9a
J 24447 4–7 77 Rear bearing installer (MT 650, 653) 3–17f, 6–16b, 7–9a
J 24448-A 4–4 25 Output shaft oil seal installer (MT 640, 643) 3–17f, 7–9b
J 24449-A 4–4 26 Oil pump seal installer (before S/N 49490) 6–8c

4–8 Copyright © 1996 General Motors Corp.

 GENERAL OVERHAUL INFORMATION
Table 4–1. Special Tools (cont’d)
Tool No. Figure Item Description Ref Paragraph
J 24451 4–4 21 Output shaft bearing installer 6–13b, 6–15b
J 24452 4–4 29 Low and first clutch spring compressor 6–16a, b, 6–17a, b,
6–20a, b
J 24453 4–3 2 Lockring installer 6–11e
J 24454 4–3 20 Gear unit lifter 5–10b, 5–11a, 7–3k, l
J 24455 4–3 10 Center support lifter 5–9d, 7–3a, e, j, n
J 24457 4–4 28 Front support bearing installer 6–8c
J 24458 4–3 16 Valve pin installer 6–8c
J 24459-A 4–6 65 Main regulator and lockup valve spring compressor 6–8a, c
J 24459-5 4–3 19 Spring compressor adapter (used with 24459-A) 6–8a, c
J 24461 4–6 70 Oil pump body and front support centering band 6–8c
J 24462 4–6 66 Transmission holding fixture adapter set 5–3a
J 24463-2 4–5 42 Bearing puller leg assembly (MT 640, 643, for ten-ball 3–17d
bearings) (2)
J 24468 4–4 27 Sun gear shaft bushing installer 6–12b
J 24469 4–7 79 Front planetary bushing installer 6–24c
J 24470 4–7 76 Converter end play gauge assembly 6–3a, 6–3f
J 24472 4–7 86 Low planetary bushing installer 6–24c
J 24473 4–3 9 Front support lifter 5–8b, 7–4c
J 24474 4–7 86 Oil pump bushing installer (use with J 8092) 6–8c
J 24475-B 4–5 49 Selective snapring gauge assembly 7–3a
J 24475-1 4–5 53 Compressor base 7–3a
J 24475-2 4–5 52 Compressor bar 7–3a
J 24534 4–5 43 Bearing puller leg assembly (MT 650, 653, nine-ball 3–17d
bearings) (2)
J 24620-A 4–4 25 Output shaft oil seal installer (MT 650, 653) 3–17f, 6–16b, 7–9b
J 24648 4–4 28 Converter pump cover bushing installer 6–3f
J 24794 4–7 85 Center support bushing installer 6–11e
J 25000-1 4–6 72 Valve body test stand 3–13a
J 25000-226 4–6 73 Valve body adapter to J 25000-1 3–13
J 25000-338 4–6 74 Modulated lockup kit (used with J 25000-226) 3–13
J 25393-A 4–7 79 Output shaft front bearing outer race installer (MT 650, 6–16b
653) (use with J 8092)
J 25587-01* 4–6 71 Planetary carrier rebuild tool kit 6–24d
J 25587-1 4–6 Removing, installing and swaging fixture 6–3c, 6–24b
J 25587-2 4–6 Pin remover and installer adapter 6–24b

* Items J 25587-1 through J 25587-50 are details of Planetary Kit J 25587-01.

Copyright © 1996 General Motors Corp. 4–9

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
Table 4–1. Special Tools (cont’d)
Tool No. Figure Item Description Ref Paragraph
J 25587-3 4–6 Support block 6–24b
J 25587-4 4–6 Support block 6–24b
J 25587-6 4–6 Pin remover and installer spacer 6–24b
J 25587-8 4–6 Pin installer 6–24b
J 25587-11 4–6 Pin installer 6–24b
J 25587-12 4–6 Pin installer 6–24b
J 25587-13 4–6 Pin installer 6–24b
J 25587-16 4–6 Pin remover 6–24b
J 25587-17 4–6 Bottom swaging tool holder 6–24b, e
J 25587-18 4–6 3⁄4 inch loading pin 6–24b
J 25587-20 4–6 5⁄8 inch loading pin 6–24b
J 25587-22 4–6 1⁄2 inch loading pin 6–24b
J 25587-23 4–6 Swaging tool 6–24b
J 25587-25 4–6 Swaging tool 6–24b
J 25587-27 4–6 Swaging tool 6–24b
J 25587-48 4–6 3⁄4 inch guide pin 6–24b
J 25587-49 4–6 5⁄8 inch guide pin 6–24b
J 25587-50 4–6 1⁄2 inch guide pin 6–24b
J 26282 4–3 14 Selector shaft seal installer 3–17a, 6–21b
J 26401 4–7 82 Selector shaft seal remover 3–17a, 6–21a
J 26417 NI** Oil pressure gauge set 3–20a
J 26857 4–7 83 Oil pump gear clearance gauge 6–8c
J 26912-A 4–7 88 Oil pump seal installer (after S/N 49489) 6–8c
J 26913 4–3 4 Forward clutch gauge (0.079–0.130 in.) 6–9c
J 26914 4–3 5 First clutch gauge (0.074–0.147 in.) 7–3e, j
J 26915 4–3 6 Second clutch gauge (0.049–0.111 in.) 7–3b
J 26916 4–3 7 Third clutch gauge (0.050–0.114 in.) 7–3o
J 26917 4–3 8 Fourth clutch gauge (0.064–0.125 in.) 6–10b
J 28435 4–7 89 Converter pump hub roller bearing remover and installer 6–3b, f
J 28446-A 4–7 87 Sun gear bushing swaging tool 6–12b
J 28684 4–7 81 Governor support pin installer 6–16b, 6–17b
J 28708 4–7 80 Governor support pin remover 6–16a, 6–17a
J 29032 4–4 36 Counterbore cutter, center support 6–11e
J 29121 4–4 38 Stator rivet set 6–3c
J 29121-1 4–4 Staking tool 6–3c
J 29121-3 4–4 Rivet removing tool 6–3c

** NI — Not illustrated.

4–10 Copyright © 1996 General Motors Corp.

 GENERAL OVERHAUL INFORMATION
Table 4–1. Special Tools (cont’d)
Tool No. Figure Item Description Ref Paragraph
J 29198-2 4–6 69 Gauge set, center and front support sealring grooves 6–8a, 6–8b, 6–11a
J 29355 4–5 55 Remover and installer set-lube valve spring guide 6–21a, b
J 29375 4–7 78 Turbine rivet tool set 6–3d
J 29375-1 4–7 Base plate (part of J 29375) 6–3d
J 29375-2 4–7 Guide plate (part of J 29375) 6–3d
J 29375-3 4–7 Staking tool (part of J 29375) 6–3d
J 29375-4 4–7 Pin remover (part of J 29375) 6–3d
J 29375-5 4–7 Drill guide bushing (part of J 29375) 6–3d
J 29521 4–4 38 Stator rivet set 6–3c
J 29521-1 4–4 Stator rivet base (part of J 29521) 6–3c
J 29521-2 4–4 Top plate (part of J 29521) 6–3c
4–4 Bolt 5⁄8-11 x 31⁄4 (part of J 29521) 6–3c
J 29612 4–5 39 Valve body torque wrench (pre-set 10 lb ft) 7–5b, c, e, f
J 29618 4–6 62 Output shaft seal installer 3–17f, 6–18b
J 29863 4–5 47 Valve body lifter
J 33163 4–5 48 Valve body parts tray set 6–6a
J 33410 4–4 32 Neutral start switch wrench 6–21a, 7–10b
J 33429 4–6 63 Accumulator cover remover (installer) 6–18a, b
J 33818-A 4–4 34 Governor and speedometer bushing remover (installer) 6–18a, b
J 33820 4–4 30 Output bearing installer, MTB 3–17f, 6–18b
J 33821 4–5 40 Output bearing remover, MTB 3–17d
J 33822 4–6 61 Output shaft front bearing race installer (MTB 653) 6–19b
J 34015 4–4 23 Output shaft bearing installer (0.280 in.) (MT 650, 653) 6–15b
J 34016 4–4 24 Output shaft bushing installer (MTB 643) 7–3d
J 34127 4–7 75 Center support selective snapring gauge (used with 7–3a
J 24475-B)
J 34814 NI** PTO height gauge set 7–12a
J 36376 NI Remover/installer, oil pump bushing 6–8a, c
J 38086 4–5 44 Bearing puller leg assembly (MT 640, 643, for nine-ball 3–17d
bearings)
J 39362 4–7 90 Front support bearing installer 6–8c
J 41406 4–4 35 Sun gear shaft bushing installer 6–12b
PT 8640 NI Accumulator bore replacement sleeve 6–18b
PT 4555 NI Accumulator boring tools kit 6–18b
250* 4–6 72 Valve body test stand 3–13a

* Available from Aidco, Inc.

** NI — Not illustrated.

Copyright © 1996 General Motors Corp. 4–11

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
4–5. CLEANING AND INSPECTION
a. Dirt-Free Assembly. All parts must be clean to
permit effective inspection. It is very important that no
dirt or foreign material be allowed to enter the trans-
mission. Even minute particles can cause the malfunc-
tion of close-fit parts, such as valves.
b. Cleaning Parts
1. Clean all metallic parts of the transmission
thoroughly with mineral spirits or by steam-
cleaning. Do not use caustic soda solution for
steam-cleaning.
2. Dry parts (except bearings) with compressed
air. Lubricate steam-cleaned parts with trans-
mission fluid immediately after drying to pre-
vent rust.
3. Clean hydraulic passages by working a piece
of soft wire back and forth through the pas-
sages and flushing with mineral spirits. Dry the
passages with compressed air.
4. After cleaning, examine parts (especially hy-
draulic passages) to make certain they are en-
tirely clean. Reclean them if necessary.
5. Removing minor defects with tools such as
crocus cloth, honing stones, and scrapers pro-
duces debris and residue. Cover adjacent parts
and cavities before removing defects. Thor-
oughly reclean the affected areas after the re-
pair work.
6. Use only petroleum base solvents for cleaning
oil seals. Solvents such as trichloroethylene,
benzol, acetone, and all aromatics are harmful
to seals made from polyacrylate rubber.
c. Cleaning Bearings
WARNING!
Never dry bearings with compressed air. A spin-
ning bearing can disintegrate allowing balls or
rollers to become lethal flying projectiles. Also,
spinning a bearing without lubrication can dam-
age the bearing.
1. Wash bearings that have been in service thor-
oughly in mineral spirits.
4–12 Copyright © 1996 General Motors Corp.
2. If the bearings are particularly dirty or filled
with hardened grease, soak them in mineral
spirits before trying to clean them.
3. Before inspection, lubricate the bearings with
transmission fluid.
d. Inspecting Bearings
1. Inspect bearings for roughness of rotation. Re-
place a bearing if its rotation is still rough after
cleaning and lubrication.
2. Inspect bearings for scored, pitted, scratched,
cracked, or chipped races, and for excessive
wear of rollers or balls. If one of these defects
is found, replace the bearing.
3. Inspect the bearing housing and shaft for
grooved, burred, or galled conditions that
would indicate that the bearing had been turn-
ing in the bore or on the shaft. If the damage
cannot be repaired with crocus cloth, replace
the defective part.
CAUTION:
Replace any bearing that has been subjected to
metal contamination (Paragraph 3–9b).
e. Keeping Bearings Clean. Because the presence
of dirt or grit in bearings is usually responsible for
bearing failures, it is important to keep bearings clean
during removal and installation. Observe the following
rules to ensure maximum bearing life.
1. Do not remove the wrapper from new bearings
until ready to install them.
2. Do not remove the grease in which new bear-
ings are packed.
3. Do not lay bearings on a dirty bench; place
them on clean paper or lint-free cloth.
4. If assembly is not to be completed at once,
wrap or cover the exposed bearings with clean
paper or lint-free cloth to keep out dust.
f. Inspecting Cast Parts, Machined Surfaces
1. Inspect bores for wear, scratches, grooves, and
dirt. Remove scratches and burrs with crocus
cloth. Remove foreign matter. Replace parts
that have scratches or grooves that cannot be
removed with crocus cloth.
 GENERAL OVERHAUL INFORMATION
2. Inspect all hydraulic passages for obstructions.
If an obstruction is found, remove it with com-
pressed air, or by working a soft wire back and
forth through the passage and flushing it out
with cleaning solvent.
3. Inspect mounting faces for nicks, burrs,
scratches, and foreign matter. Remove such de-
fects with crocus cloth or a soft stone. If
scratches cannot be removed with crocus cloth,
replace the part.
4. Inspect threaded openings for damaged
threads. Chase damaged threads with the cor-
rect size used tap (a new tap can cut oversize).
A threaded insert may be used if the insert will
not be subjected to high hydraulic pressure. In-
serts used in high pressure areas will leak fluid.
5. Inspect snapring grooves in the transmission
housing for nicks or shavings that would pre-
vent the snaprings from fully seating in the
grooves. Clean up any damage with crocus
cloth.
6. Replace housings or other cast parts that are
cracked. Magnaflux and rinse planetary carri-
ers using approximately 8000 ampere-turns (8
amperes in 1000 turn coil) to determine if frac-
tured. Replace the carrier if cracked.
NOTE:
Some torque converter turbines and stators have
casting irregularities near the outer edge of the tur-
bine and stator vanes. These “shut” marks are not
cracks and are not detrimental to the operation of
the transmission.
7. Inspect all machined surfaces for damage that
could cause fluid leakage or other malfunction
of the part. Rework or replace the defective
parts.
8. Inspect parts for discoloration. Replace any
parts (e.g. a carrier and spindles) where discol-
oration indicates exposure to excessive heat.
CAUTION:
Distortions and imperfections in the hydraulic
circuit tracks will cause severe fluid leakage lead-
ing to transmission failure.
Copyright © 1996 General Motors Corp.
9. Inspect the hydraulic circuit tracks in the valve
body and main housing for porosity, broken
lands, cracks, dirt, and land surface imperfec-
tions. The tracks identified in Figure 4–8 will
assist in locating troubled areas.
g. Inspecting Bushings, Thrust Washers
1. Inspect bushings for scores, burrs, roundness,
sharp edges, and evidence of overheating. Re-
move scores with crocus cloth. Remove burrs
and sharp edges with a scraper or knife blade.
If the bushing is out-of-round, deeply scored,
or excessively worn, replace it using the proper
size replacer tool.
CAUTION:
Whenever it is necessary to cut out a defective
bushing, do not damage the bore into which the
bushing fits.
2. Inspect thrust washers for distortion, scores,
burrs, and wear. Replace if defective or worn.
h. Inspecting Oil Seals, Gaskets
1. Replace all sealrings (except hook-type), oil
seals, and composition gaskets.
2. Inspect hook-type sealrings for wear, broken
hooks, and distortion.
3. Install a new hook-type sealring if the old ring
shows any wear on the OD, or if there is exces-
sive side wear. The sides of the sealring must
be smooth within 0.005 inch (0.127 mm) max-
imum side wear. The sides of the shaft groove
(or the bore) into which the sealring fits should
be smooth to 50 microinches (1.27 microme-
ters) and square with the axis of rotation within
0.002 inch (0.05 mm). If the sides of the
grooves have to be reworked, install a new
sealring.
i. Inspecting Gears
CAUTION:
Do not attempt to correct the governor driven
gear with the use of a soft stone. If the governor
driven gear is scuffed, nicked, burred, or has bro-
ken teeth, replace the governor assembly.
4–13
 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS

SECOND TO THIRD EXHAUST

TRIMMER THIRD TO FOURTH THIRD
REGULATOR THIRD, FOURTH
CLUTCH FEED CLUTCH FEED
REVERSE FOURTH
CLUTCH
SECOND
CLUTCH
MAIN

GOVERNOR

MODULATOR
EXHAUST
EXHAUST
LOW CLUTCH
LOCKUP
FIRST SIGNAL
CLUTCH
MAIN
FIRST CLUTCH
TRIMMER DRIVE 3
GOVERNOR FORWARD
FEED CLUTCH
GOVERNOR DRIVE 2
MAIN
CHECK VALVE
EXHAUST DRIVE 3
DRIVE 2
FIRST CLUTCH
REVERSE
MODULATOR

SECOND TO
THIRD SIGNAL
MAIN MAIN FIRST TO FORWARD DRIVE 1
GOVERNOR SECOND SIGNAL
L00354

Figure 4–8. Main Housing Valve Body Mounting Surface Tracks

1. Inspect gears for scuffed, nicked, burred, or
broken teeth. If the defect cannot be removed
with a soft honing stone, replace the gear.
2. Inspect gear teeth for wear that may have de-
stroyed the original tooth shape. If this condi-
tion is found, replace the gear.
3. Inspect the thrust face of gears for scores,
scratches, and burrs. Remove such defects with
a soft honing stone. If the scratches and scores
cannot be removed with a soft stone, replace
the gear.
j. Inspecting Shafts
1. Inspect shafts closely for cracks. Cracks origi-
nating at the lube oil holes may appear just be-
low the surface.
2. If the turbine shaft is cracked or broken (indi-
cating the transmission was exposed to high
torsional loads), magnaflux the main shaft and
closely inspect the lube oil holes.
k. Inspecting Splined Parts. Inspect splined parts
for stripped, twisted, chipped, or burred splines.
Remove burrs with a soft stone. Replace the part if
other defects are found. Spline wear is not considered
detrimental except where it affects tightness of fit of
the splined parts.
l. Inspecting Threaded Parts. Inspect parts for
burred or damaged threads. Remove burrs with a soft
honing stone or fine file. Clean up damage on small
threads by chasing threads with a used die. Clean up
damage on large threads with a fine file. Replace the
part if damage cannot be cleaned up.

4–14 Copyright © 1996 General Motors Corp.

 GENERAL OVERHAUL INFORMATION
m. Inspecting Snaprings. Inspect all snaprings for
nicks, distortion, and excessive wear. Replace a
snapring if any of these defects are found. The
snapring must snap tight in its groove for proper
functioning.
n. Inspecting Springs. Inspect springs for signs of
overheating, permanent set, or wear due to rubbing
adjacent parts. Replace the spring if any one of these
defects is found. Refer to Table 8–2, Spring Data for
spring inspection criteria.
o. Inspecting Clutch Plates
1. Inspect friction-faced steel plates (internal-
splined plates) for burrs, embedded metal par-
ticles, severely pitted faces, excessive wear,
cone, cracks, distortion, and damaged spline
teeth. Remove burrs, using a soft honing stone.
Replace plates which have other defects.
2. Inspect steel plates (external-tanged plates) for
burrs, scoring, excessive wear, cone, distortion,
embedded metal, galling, cracks, breaks, and
damaged tangs. Remove burrs and minor sur-
face irregularities, using a soft honing stone.
Replace plates which have other defects.
3. The amount of cone in a clutch plate is deter-
mined by measuring the distance between the
ID of the plate and a flat surface (Figure 4–9).
Discard plates having excessive cone. Refer to
Table 8–1, Wear Limits.
p. Inspecting Swaged, Interference-Fit Parts. If
there is evidence of looseness, replace the assembly.
CLUTCH PLATE
LEVEL SURFACE
Measure here for cone V00778
Figure 4–9. Method of Measuring Clutch Plate Cone
Copyright © 1996 General Motors Corp.
q. Inspecting Balls in Clutch Housings. Inspect all
balls in rotating clutch housings for free movement.
The minimum movement is 0.040 inch (1.02 mm).
Any restriction could prevent the ball from seating
during clutch application. Inspect staking that retains
the balls.
r. Inspecting Seal Contact Surfaces
1. Inspect the surfaces that contact the sealing
area or lip of any seal. Correct any roughness,
scoring, pitting, or wear that permits transmis-
sion fluid leakage or causes damage to the seal.
Replace the affected part if defects cannot be
corrected.
2. Inspect sealring groove thrust faces for wear
and surface finish condition. There must be no
step, edge lip, or rough finish on the face. The
thrust face of the sealring groove is always the
face that is farthest from the fluid feed area be-
tween a pair of seals.
4–6. ASSEMBLY PROCEDURES
a. Clutches, Pistons
1. Establish clutch pack clearances prior to as-
sembly. After clearances have been estab-
lished, soak friction-faced clutch plates in
transmission fluid for at least two minutes and
install each plate so that any cone is in the
same direction as the cone of the adjacent
plates.
2. Apply a generous amount of transmission fluid
to the piston cavity prior to final assembly.
b. Parts Lubrication. During final assembly,
lubricate all moving parts with transmission fluid. The
lubricant will help protect the friction surfaces and
ferrous metals until the unit is in service.
c. External Pipe Plugs, Hydraulic Fittings
CAUTION:
Inaccurate torque can cause leakage and cracked
housings. Tighten all pipe plugs to the torque
specified in the assembly step and on the ex-
ploded views.
4–15
 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
1. New Precoated Plugs. New plugs that are pre-
coated with Teflon® need no preparation for
assembly.
2. Reused or Uncoated Plugs, Hydraulic Fit-
tings. Prepare the threads with a small amount
of nonhardening sealant, such as Loctite® Pipe
Sealant with Teflon®, or equivalent. Do not
use Teflon® tape.
d. Oil-Soluble Grease
CAUTION:
• Do not use gasket-type sealing compounds, fi-
brous greases, or nonsoluble, vegetable-base
cooking compounds any place inside the trans-
mission or where they could be flushed into the
transmission hydraulic system.
• Do not use any substance as a gasket retainer.
1. Low temperature grease (petrolatum) must be
used for internal assembly. The grease must be
soluble in DEXRON®-III or Allison-approved
C-4 transmission fluid. Petrolatum equivalent
to MIL-VV-P-36 or Amojell® petrolatum
(Amoco Oil Co.) is recommended to tempo-
rarily retain butt-joint sealrings, hook-type
sealrings, and other parts during assembly with
mating parts. The oil-soluble grease will help
keep the sealrings centered in their grooves and
will help protect the parts from damage.
2. High temperature grease having good oxida-
tion and water resistance should be used at the
ID of the output and input shaft fluid seals.
3. If adhesives or sealants are required for the pan
gasket, they may be applied on the pan mount-
ing flange, but only in the area outside of the
flange bead.
e. Lip-Type Seals (Metal-Encased)
CAUTION:
Do not use high-temperature grease on transmis-
sion internal parts.
1. When replacing metal-encased lip-type seals,
make sure the spring-loaded lip side is toward
the transmission fluid to be sealed in (toward
4–16 Copyright © 1996 General Motors Corp.
the inside of the unit). Coat the inside of the
seal with high temperature grease such as
MIL-G-3545A, Mobil Grease No. 28 (Mobil
Oil Co.), Aeroshell Grease No. 22 (Shell Oil
Co.), or equivalent, to protect the seal during
shaft installation and to provide lubrication
during initial operation.
2. Allison seals are precoated with a dry sealant.
The sealant is usually colored for easy identifi-
cation. The precoated seals do not require any
additional sealant before installation.
3. If the circumference of a seal is not precoated
with a dry sealant, apply a non-hardening seal-
ant, such as Permatex® #2, to the circumfer-
ence of these seals before installation.
f. Butt-Joint Sealrings
CAUTION:
If humidity is allowed to penetrate and expand a
butt-joint sealring, the sealring can be damaged
during installation. A damaged sealring will leak
fluid from the clutch piston cavity and cause
clutch slippage. Do not open the airtight package
until you are ready to install the sealring.
1. Check the end clearance prior to installing the
sealring to ensure that the sealring has not ex-
panded.
2. Remove the sealring from the airtight package
and place it in the bore.
3. Using a feeler gauge, check the end clearance
of the sealring. The end clearance must not be
less than 0.010 inch (0.25 mm).
4. If the end clearance is less than 0.010 inch
(0.25 mm), heat the sealring in an oven at 200–
300°F (93–149°C) for 24 hours or get a new
sealring. Repeat Steps (2) and (3) to ensure
that the end clearance is correct.
5. Pack the sealring groove with a liberal amount
of oil-soluble grease.
6. Roll the sealring to about half its free diameter
and hold it for about 10 seconds. Being careful
not to spread the sealring more than necessary,
slide it onto the hub. Place one end of the seal-
ring into the groove and gradually work the
seal into the groove.
 GENERAL OVERHAUL INFORMATION
g. Interference-Fit Parts. Assembly of
interference-fit parts may be accomplished by heating
and chilling the respective parts. The female part can
be heated in an oven or hot transmission fluid bath to
300°F (149°C), and the male part can be chilled in dry
ice. Either one or both parts may require a thermal
process. If the chill process is used for a ferrous alloy
part, coat the components with transmission fluid to
inhibit rust due to frost and moisture.
h. Sleeve-Type Bearings and Bushings. The use of
a locking compound such as Loctite® Sleeve Retainer
601TM or equivalent is recommended to retain
bushings and sleeve-type bearings that have press-fit
tolerances.
i. Bearings (Ball or Roller)
1. When installing a bearing on a shaft, heat the
bearing to 200°F (93°C) in an oven or in a
transmission fluid bath. Bearings must be
heated long enough for sufficient expansion.
Heating time is determined by the size of the
bearing. Forty-five minutes is sufficient for the
largest bearing in these transmissions. Use the
proper size installation sleeve and a press to
seat the bearing.
2. If a bearing must be removed or installed with-
out a sleeve, press only on the race which is
adjacent to the mounting surface. If a press
is not available, seat the bearing with a drift
and a hammer, driving against the supported
race.
j. Clutch Snaprings
CAUTION:
Snaprings that retain clutch packs must be fully
seated in the grooves in the main housing. If the
snapring is not fully seated in its groove, it can
come out of the groove and cause extensive dam-
age.
1. Check the snapring groove in the main housing
for debris, nicks, burrs, or shavings prior to in-
stalling the snapring. A burr or shaving can be
raised when the snapring is removed.
2. Install the snapring with the ends at the twelve
o’clock position to avoid scratches in the hy-
draulic passages at the bottom of the main
housing bore.
Copyright © 1996 General Motors Corp.
3. Use expanding-type snapring pliers to spread
the snapring fully into the groove. Tapping the
snapring with a screwdriver or drift and ham-
mer may not ensure that the snapring is fully
expanded into the groove.
4–7. REMOVING (OR INSTALLING)
TRANSMISSION
a. Drain Transmission Fluid. Drain the transmis-
sion fluid from the transmission before removal from
the vehicle (Paragraph 3–10). For better drainage, the
transmission should be warm. Since applications dif-
fer, consult the vehicle service manual for specific in-
structions for transmission removal and installation.
b. Check Linkages and Lines. Make sure all
linkages, controls, cooler lines, modulator actuator
cable, temperature connection, input and output
couplings, transmission fluid fill tube, parking brake
linkage, mounting bolts, etc., are disconnected before
transmission removal. Carefully place hydraulic lines
out of the way of damage and cover all openings to
keep out dirt.
NOTE:
Position jack or hoist sling to coincide with the
transmission center of gravity.
c. Retain Torque Converter
1. The torque converter is free to move forward
when the transmission is disconnected from
the engine.
CAUTION:
Do not allow the torque converter to separate
from the transmission while the transmission is
being removed from the vehicle.
2. Install a retaining strap to hold the converter in
place as soon as the transmission is clear of its
mountings.
d. Clean Transmission. Clean the exterior of the
transmission. If steam cleaning is used, disassemble
and dry the transmission immediately because
condensation from the steam could cause rust in the
transmission.
4–17
 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
e. Transmission Installation
1. Use a transmission jack to raise the transmis-
sion into mounting position. Mount the trans-
mission.
2. Make all connections from the vehicle to the
transmission. Refer to the vehicle’s service
manual and Paragraph 3–12 in this manual for
control linkage adjustment procedures.
3. Verify all mechanical and electrical connec-
tions.
4. Fill the transmission with transmission fluid
(Paragraph 3–5 through 3–10) and road test af-
ter installation.
4–8. WEAR LIMITS
Refer to Table 8–1 for general and specific information
covering parts fits, clearances, and wear limits.
charts on the foldouts are keyed by capital letters to
correspond with capital letters at the end of items in
the legend. All torque values are for dry assembly un-
less a lubricant is specified in the assembly procedure.
Transmission fluid on threads has little effect on
torque.
4–11. SELECTIVE PARTS
a. Certain parts are provided in graduated thick-
nesses to provide proper running clearances. These
parts are selected and matched during the manufactur-
ing process to compensate for machining tolerances.
Selectively matched parts are assembled in the trans-
mission and must be retained with a particular trans-
mission until the parts are replaced. If a selective part
is replaced, related components must be selected to re-
tain the proper running clearances.

4–9. SPRING SPECIFICATIONS NOTE:

Refer to Table 8–2 for spring identification and specifi-
To maintain the relationship of matched compo-
cations.
nents, identify the related parts during assembly.

4–10. TORQUE SPECIFICATIONS

b. If any of the parts listed in Table 4–2 require
Torque specifications are given with each assembly replacement, make appropriate measurements to
procedure. The exploded view foldouts state torque reestablish the proper running clearance within the
specifications for all threaded fasteners and plugs. The affected parts group.

Table 4–2. Selective Parts and Related Components

Related Components
Foldout Ref Selective Parts Foldout Ref
Affecting Clearances
6 19 Spacer 6 6 Converter cover assembly
6 14 Lockup clutch backplate
6 20 Converter turbine
6 24 Stator assembly
6 32 Stator race
6 39 Converter pump hub (earlier models)
6 42 Converter pump
6 48 Converter pump hub (later models)
7,A 8 Pump driven gear 7,A 7 Pump body
7,B 16 Forward clutch piston 7,B 3 Clutch housing assembly

4–18 Copyright © 1996 General Motors Corp.

 GENERAL OVERHAUL INFORMATION
Table 4–2. Selective Parts and Related Components (cont’d)
8,A 9, 10 Fourth clutch piston 8,A 13 Clutch housing assembly
8,B 2 Third clutch backplate 8,B 9 Third clutch piston
8,B 16 Center support assembly
10,A 12 Transmission housing
8,B 5 Center support snapring 8,B 16 Center support assembly
10,A 12 Transmission housing
8,B 28 Second clutch backplate 8,B 16 Center support assembly
8,B 19 Second clutch piston
10,A 12 Transmission housing
11,A 2 First clutch backplate 10,A 12 Transmission housing
11,A 11 First clutch piston
11,B 3 Adapter housing (MT(B) 650, 653)
12,A 6 Rear cover (MT 640, 643)
19,A 7 Retarder adapter housing (MTB 640, 643)
11,B 23 Low clutch piston 11,B 3 Adapter housing (MT(B) 650, 653)
12,B 15 Rear cover (MT 650, 653)
19,B 13 Retarder adapter housing (MTB 650, 653)
19,A 22 Retarder piston 18,B 6, 7 Retarder retarder plates
19,A 7 Retarder adapter housing (MTB 640, 643)
19,B 28 Retarder piston 18,B 6, 7 Retarder clutch plates
19,B 13 Retarder adapter housing (MTB 650, 653)

Copyright © 1996 General Motors Corp. 4–19

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS

NOTES

4–20 Copyright © 1996 General Motors Corp.

 Section 5 — DISASSEMBLY OF TRANSMISSION
5–1. SCOPE 2. Replace the PTO cover with J 24462-1 holding
plate and J 23642-01 holding fixture (Figure
This section covers disassembly of transmission mod- 5–1). Retain the plate and fixture with six 3⁄8-
els MT(B) 640, 643, 650, and 653 into subassemblies. 16 x 13⁄4 inch bolts.
The procedures and illustrations apply to all models
unless specific model(s) are identified. If a procedure 3. Attach a three-leg lifting sling (Figure 5–1)
does not apply to the specific model being disassem- and hoist the transmission into position for at-
bled, go to the next applicable procedure. The para- tachment to holding fixture base J 3289-20.
graphs relating to specific models are as follows:
b. Mounting of Transmission in Overhaul Stand
Model Paragraphs The transmission may be mounted in an overhaul
All Models 5–3, 5–5, 5–8, 5–9 stand providing the front, rear, and bottom of the trans-
MT 640, 643 5–6, 5–10, 5–12 mission remain freely accessible for removal and in-
stallation of components. The stand must allow move-
MTB 643 5–4, 5–6, 5–11, 5–13
ment of the transmission into vertical and horizontal
MT 650, 653 5–7, 5–11, 5–12, 5–14 positions. Any attachment to the transmission housing
MTB 653 5–4, 5–7, 5–11, 5–13, 5–14 at the PTO pad should use bolts which do not project
into the housing to obstruct removal and installation of
components.
5–2. GENERAL INFORMATION
Refer to Sections 4 and 8 for general information as 5–4. PREPARATION FOR
follows: DISASSEMBLY (MTB Series Only)
Paragraph Title a. Relieving Trapped Hydraulic Pressure
4–2 Tools and Equipment
4–3 Replacement Parts
WARNING!
4–4 Careful Handling
Hydraulic fluid under 40 psi (280 kPa) pressure
4–5 Cleaning and Inspection may be trapped in the output retarder accumu-
8–1 Wear Limits Data lators. Personal injury can occur if this pressure
is accidentally released.
8–2 Spring Data

5–3. MOUNTING TRANSMISSION BOLT (6)

3/8-16 x 13/4 in.
J 23642-01
IN HOLDING FIXTURE OR
OVERHAUL STAND J 24462-1

CAUTION:
The torque converter must be held into the trans-
mission by a retaining strap as shown in Figure
1–2. Be sure the retainer is in place before lifting
the transmission.

a. Mounting of Transmission in Table-Mounted

Holding Fixture

1. Remove the six bolts that retain the PTO cover. WASHER (6) J 3289-20 H00010.01

Remove the cover and gasket. Figure 5–1. Transmission Installed in Holding Fixture

Copyright © 1996 General Motors Corp. 5–1

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
1. Before disassembling an MTB Series transmis-
sion, relieve trapped accumulator pressure.
2. Connect a 150 psi (1000 kPa) air supply to the
air actuator port in the top of the retarder con-
trol valve.
3. Apply 60–150 psi (400–1000 kPa) air pressure
to the top of the retarder control valve for 2–3
seconds.
4. Turn off the air and disconnect the air supply.
5. Remove the drain plug and drain fluid from the
transmission.
b. Removing Hose Assemblies, Fittings, and
Brackets
1. Remove flared tube connectors 7 (Foldout
17,A) and 8, and sealrings 6 and 9.
2. Remove bolt 5, washer 11, and nut 10 from
hose clamp 4 and hose clamp bracket 12.
NOTE:
For removal of the heavy-duty configuration oil
pan, go to Paragraph 5–5c.
b. Removal of Oil Pan and Filter (Standard
Configuration) (Foldout 10,A)
1. Remove the modulator retainer bolt (Figure 5–
3). Remove the retainer. If not previously re-
moved, remove the modulator control.
2. Remove the twenty-one washer-head screws
48 that retain the oil pan (Figure 5–3).
3. Remove oil pan 46 and gasket 34 or 41.
NOTE:
While the filter disassembly procedure applies to all
models, filter components vary, and are not inter-
changeable. Before reassembly, refer to the current
Parts Catalog PC1316EN for the correct parts for
your model.

3. Disconnect and remove converter-out hose as-

sembly 3. Remove flared tube elbows 2 and 14, 4. Remove filter retaining screw 35 or 42.
and sealrings 1 and 13. 5. Remove the filter assembly (Figure 5–4). For
paper element filters, separate filter 33 and fil-
4. Disconnect clutch feed hose assembly 15 from
ter tube 32.
flared tube elbow 23 (Foldout 18,A) and fitting
16 (Foldout 17,A). Remove elbow 18 and con-
J 6795-01
necting components from the retarder housing.
Separate fitting 16, check valve 17, and elbow
18 only if cleaning or replacement is required.

5–5. REMOVAL OF TORQUE

CONVERTER, OIL PAN,
AND FILTER

a. Removal of Torque Converter TRANSMISSION HOUSING

TORQUE CONVERTER
1. Position the transmission front upward.

2. Remove the converter retaining strap used for

shipping and handling.
3. Attach lifter tool J 6795-01 and lift the com-
plete torque converter from the transmission
(Figure 5–2).
H00120.01
4. Refer to Paragraph 6–3 for torque converter re-
build instructions. Figure 5–2. Removing Torque Converter Assembly

5–2 Copyright © 1996 General Motors Corp.

 DISASSEMBLY OF TRANSMISSION
6. Discard paper element filters. Discard sealring
31 or 39 from the upper end of the filter tube.
7. On deep pan models, remove the three bolts
that retain filter spacer 37.
c. Removal of Oil Pan and Filter (Heavy-Duty
Configuration) (Foldout 10,B)
1. Remove the 5⁄16-24 x 7⁄8 hex bolt 21 and nut
22. Remove the strap 20, cover 19, and spring
17 (Figure 5–5).

2. Remove filter retainer 16 and filter 14.

3. Remove twenty-one hex washer-head screws

OIL PAN 24, oil pan 25, and gasket 28.

4. Remove hex washer-head screw 10 and 1⁄4-20

SCREW (21) x 23⁄4 inch bolt 12 (Figure 5–6) that retain can-
GASKET
ister 11.
RETAINER 5. Remove canister 11. Discard sealring 9 from
BOLT the oil canister suction tube.

NOTE:
For MT 650, 653 proceed to Paragraph 5–7.

H00121 5–6. REMOVAL OF HYDRAULIC

Figure 5–3. Removing Modulator Retaining Bolt and COMPONENTS (MT(B) 640, 643)
Standard Configuration Oil Pan
a. Modulated Lockup Valve Body
OIL FILTER
MODULATED LOCKUP SUCTION TUBE (Foldout 15,A)
VALVE ASSEMBLY
OIL FILTER SEALRING
1. Remove the bolts that retain the valve body to
the transmission housing (Figure 5–6).

2. Remove the valve body assembly. Refer to Para-

graph 6–4 for rebuild of the body assembly.

FILL TUBE, DIPSTICK PROVISION

OIL DRAIN PLUG

COVER STRAP

WASHER HEAD SCREWS (21)

H00091
H03284
Figure 5–5. Removing Oil Pan — Heavy-Duty
Figure 5–4. Removing Oil Filter Configuration

Copyright © 1996 General Motors Corp. 5–3

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
b. Tube Adapter (Foldout 10,A) 3. Remove check ball 49 if used (Figure 5–8). If
the check ball is light brown, white, or blue, re-
1. Remove four bolts 21 that retain tube adapter place it with a new dark brown ball. Later
20 to the transmission housing (Figure 5–7). models do not incorporate the governor check
ball.
2. On later models, remove the two bolts that re-
tain the first clutch feed tube to the valve body.
NOTE:
3. Remove tube adapter 20 and tubes 96 and 97 For MT 640, 643 proceed to Paragraph 5–8.
(Foldout 13) as an assembly. Remove governor
screen 98 (if present) and discard.

c. Control Valve Assembly (Foldout 13) 5–7. REMOVAL OF HYDRAULIC

CONTROL COMPONENTS
1. Using a rubber band, or a suitable substitute,
(MT(B) 650, 653)
secure the shift selector valve to a pad on the
control valve body (Figure 5–8). Remove the
a. Modulated Lockup Valve Body (Foldout 15,A)
bolt that attaches the detent spring and roller
assembly. Remove the detent spring and roller 1. Remove the bolts that retain the valve body to
assembly. Loosen two bolts at the top of the the transmission housing (Figure 5–6).
control valve body to act as support bolts. Re-
move the remaining bolts that attach the con- 2. Remove the valve body assembly. Refer to
trol valve body to the transmission housing. Paragraph 6–4 for rebuild of the assembly.
b. Low Shift Valve Assembly (Foldout 15,B)
2. Hold the control valve body assembly firmly
and remove the two remaining bolts. Remove 1. Remove the six bolts that retain the external
the control valve using a downward and out- tubes to the valve body (Figure 5–9). Remove
ward movement to clear the actuator pin from tubes 85, 86, and 87 (Foldout 14).
the housing bore (Figure 5–8). Refer to Para-
graph 6–6 for control valve body assembly re-
build instructions.
BOLT (16), 1⁄4-20 x 21⁄4 in.
BOLT, 1/4-20 x 2 in. DETENT
MODULATED LOCKUP SELECTOR VALVE LEVER
VALVE BODY ASSEMBLY
DETENT
FILTER BOLT, 1⁄4-20 x 13⁄4 SPRING
CANISTER

BOLT (2), 1⁄4-20 x 3

CONTROL
VALVE
ASSEMBLY
HEX WASHER
HEAD SCREW
GOVERNOR
FIRST FEED
CLUTCH
FEED GOVERNOR
PRESSURE
BOLT, 1/4-20 x 2 3/4 in.

PAN GASKET
TUBE
ADAPTER
H00092.01

H03285
Figure 5–6. Removing Oil Canister (Heavy-Duty
Configuration) and Modulated Lockup Valve Figure 5–7. Removing Tube Adapter — MT 640, 643

5–4 Copyright © 1996 General Motors Corp.

 DISASSEMBLY OF TRANSMISSION
2. Remove the bolts that retain the low shift valve
body assembly to the transmission housing
(Figure 5–9). Remove valve body assembly
and separator plate. Refer to Paragraph 6–5 for
the low shift valve body assembly rebuild in-
structions.
3. Remove the two bolts that attach the low shift
oil transfer plate (Figure 5–10). Remove the
plate and the two governor tubes. Remove filter
screen 84 (if present) from the tube bore in the
control valve assembly (Figure 5–10). Discard
the filter screen (earlier models).

c. Control Valve Assembly (Foldout 14). The

SHIFT
SELECTOR procedure for removing the control valve body
VALVE
assembly is the same as that described for the removal
RUBBER of the MT 640, 643 control valve in Paragraph 5–6c.
BAND
Refer to Paragraph 6–6 for control valve assembly
rebuild instructions.
CHECK BALL

5–8. REMOVAL OF OIL PUMP

AND FRONT SUPPORT
(Foldout 7,A)

a. Remove twelve bolts 35 and twelve rubber-cov-

ered washers 34 that retain the oil pump and front sup-
ACTUATOR PIN
port assembly. Discard the twelve rubber-covered
CONTROL
VALVE washers.
ASSEMBLY
H03286
b. Install front support lifter assembly J 24473 onto
Figure 5–8. Removing Control Valve Assembly the converter ground sleeve (Figure 5–11). Make sure
the lifter assembly is secure before removing the
support assembly.

SHIFT
SELECTOR
VALVE
FIRST
TRIMMER DETENT
SPRING

DRIVE 1 CONTROL
VALVE
ASSEMBLY
SCREEN
LOW AND LOCATION
FIRST FEED

LOW SHIFT GOVERNOR

VALVE ASSEMBLY TUBES
H03288
H03287

Figure 5–9. Removing External Tubes from Valve Figure 5–10. Removing Low Shift Valve Oil Transfer
Bodies — MT 650, 653 Plate — MT 650, 653

Copyright © 1996 General Motors Corp. 5–5

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS

CAUTION:
J 24473
The pump and front support assembly is fitted to
the transmission housing with very little clear- OIL PUMP AND CONVERTER
FRONT SUPPORT GROUND
ance. It may bind in the housing if the housing is ASSEMBLY SLEEVE
cold. Heat the housing slightly, if necessary. DO TRANSMISSION
NOT USE a torch to heat the housing. A sun lamp HOUSING
or a current of warm air will be sufficient. If the
pump and support assembly starts upward and
then binds, tap it downward and lift again.

c. Attach a hoist to the lifter assembly and carefully

remove the oil pump and front support assembly
(Figure 5–11). Remove support gasket 33. Remove
thrust bearing race assembly 31 at the rear of the
support assembly. Refer to Paragraph 6–8 for oil pump
and front support rebuild instructions.
SEALRING

5–9. REMOVAL OF FORWARD, GASKET

FOURTH, AND THIRD CLUTCHES, H00094.01
AND CENTER SUPPORT
Figure 5–11. Removing Oil Pump and Front
a. Forward Clutch (Foldout 7,B). Grasp turbine Support Assembly
shaft 5 and lift the forward clutch, attached PTO gear,
and fourth clutch hub from the transmission housing
(Figure 5–12). Remove thrust bearing race assembly PTO GEAR TURBINE SHAFT

26 at the rear of the clutch. Refer to Paragraph 6–9 for

FOURTH
forward clutch rebuild instructions. CLUTCH HUB

b. Fourth Clutch (Foldout 8,A). Grasp fourth clutch

spring retainer 7, and lift the fourth clutch assembly
from the transmission (Figure 5–13). Remove thrust
bearing race assembly 15. Refer to Paragraph 6–10 for FOURTH CLUTCH
HOUSING
fourth clutch assembly rebuild instructions.
NEEDLE ROLLER BEARING
c. Third Clutch (Foldout 8,B). Remove snapring 1
that retains third clutch backplate 2 (Figure 5–14).
Remove the backplate. Remove the six plates 3 and 4
H00125
of the third clutch.
Figure 5–12. Removing Forward Clutch Assembly
d. Center Support (Foldout 8,B)

1. Remove center support anchor bolt 54 and CAUTION:

washer 55 (Foldout 10,A) from the bottom of
the transmission. Retain the used bolt for se-
lective snapring selection at assembly. A new
bolt and washer must be used at final assembly.
2. Remove snapring 5 (Foldout 8,B) that retains
the center support assembly (Figure 5–15).
The center support is fitted to the transmission
case with very little clearance. It may bind in the
case if the case is cold. Heat the case slightly, if
necessary. DO NOT USE a torch to heat the case.
A sun lamp, or a current of warm air is sufficient.
If the support assembly starts upward and then
binds, tap it downward and lift again.

5–6 Copyright © 1996 General Motors Corp.

 DISASSEMBLY OF TRANSMISSION

CENTER
FOURTH CLUTCH SUPPORT SNAPRING
ASSEMBLY ASSEMBLY

THRUST BEARING
RACE ASSEMBLY

H00126.01

Figure 5–13. Removing Fourth Clutch Assembly H00128

Figure 5–15. Removing Center Support Snapring

SNAPRING
BACKPLATE
THIRD CLUTCH
PLATES (6)

FOURTH CLUTCH
PRESSURE PORT
J 24455

RETAINER
RING TANG (4)

H00127.01

Figure 5–14. Removing Third Clutch Plate Snapring

CENTER
TAPPED HOLE SUPPORT
3. Place center support lifter J 24455 into the re- ASSEMBLY H00095.01
cess between the sealrings on the support hub,
and remove center support assembly 13 from Figure 5–16. Removing Center Support Assembly
the transmission (Figure 5–16). Remove thrust
bearing race assembly 15 (Foldout 8,A) from
the hub of the center support. Refer to Para- 5–10. REMOVAL OF GOVERNOR, GEAR
graph 6–11 for center support rebuild instruc- UNIT, SECOND CLUTCH, AND
tions. FIRST CLUTCH (MT 640, 643)
a. Governor. Remove the four bolts that retain the
NOTE: governor cover. Remove the cover and gasket. Carefully
For MT 650, 653 proceed to Paragraph 5–11. remove the governor assembly (Figure 5–17). If not
previously removed, remove the speedometer driven

Copyright © 1996 General Motors Corp. 5–7

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
gear assembly from the transmission rear cover. Refer
to Paragraph 6–22 for governor assembly inspection
and rebuild.
b. Gear Unit
1. Install gear unit lifter J 24454 behind the
splines of the main shaft (Figure 5–18). Attach
a hoist to the lifter tool and remove the gear
unit from the transmission housing.
2. Governor drive gear 1, speedometer drive gear
2, and sleeve spacer 4 (Foldout 12,A) may re-
main on output shaft 50 (Foldout 9,A) or in the
transmission housing. Remove all three items.
Refer to Paragraph 6–13 for gear unit rebuild
instructions.
SECOND CLUTCH, FIRST
CLUTCH, AND GOVERNOR
(MTB 643, MT(B) 650, 653)
a. Gear Unit. Install gear unit lifter tool J 24454 be-
hind the splines of the main shaft (Figure 5–18). Attach a
hoist to the lifter and remove the gear unit and rear thrust
washer from the transmission housing. Refer to Para-
graphs 6–12 and 6–14 for gear unit rebuild instructions.
b. Second Clutch. Remove second clutch snapring
25 (Foldout 8,B). Remove six second clutch plates 26
and 27 and second clutch backplate 28 from the
transmission housing (Figure 5–19).

c. Second Clutch. Remove second clutch snapring

J 24454
25 (Foldout 8,B). Remove six second clutch plates 26
and 27, and the clutch backplate 28 (Figure 5–19).
MAIN SHAFT
d. First Clutch. Remove snapring 1 (Foldout 11,A) GEAR UNIT
that retains first clutch backplate 2. Remove backplate
2, ten clutch plates 3 and 4, and ring gear 5 as an
assembly (Figure 5–20). Remove the remaining two
first clutch plates.

H00097.01
TRANSMISSION
HOUSING
Figure 5–18. Removing Gear Unit Assembly

GOVERNOR ASSEMBLY

SECOND CLUTCH
SNAPRING
SPEEDOMETER DRIVEN FIRST CLUTCH
GEAR LOCATION SNAPRING
SECOND CLUTCH
PLATES

REAR PLANETARY
RING GEAR

REAR COVER
H00096

Figure 5–17. Removing Governor Assembly

H00110.01

5–11. REMOVAL OF GEAR UNIT, Figure 5–19. Removing Second Clutch Snapring

5–8 Copyright © 1996 General Motors Corp.

 DISASSEMBLY OF TRANSMISSION
c. First Clutch

1. Remove the rear planetary ring gear and hub RING GEAR
assembly from the transmission (Figure 5–21).
If parts replacement is necessary, remove
snapring 7 (Foldout 11,A) and separate ring BACKPLATE
gear 5 from ring gear hub 6.

2. Remove snapring 1 that retains first clutch

backplate 2, and remove the backplate (Figure
5–21). Remove twelve first clutch plates 3 and EXTERNAL-TANGED INTERNAL-SPLINED
CLUTCH PLATES CLUTCH PLATES
4. Remove thrust washer 2 (Foldout 11,B).

NOTE:
MT 650 model transmissions S/N 49996 through
55402 may include a spacer between the output
flange and the output shaft rear bearing. If the let-
ter “F” is not stamped after the transmission serial H00098.01

number on the nameplate, spacer P/N 6883908 Figure 5–20. Removing Backplate, First Clutch Plates,
should be installed.This spacer should be used at re- and Rear Planetary Ring Gear — MT 640, 643
assembly, except when the output shaft is replaced.

d. Governor. Remove the four bolts that attach the

governor cover to the rear cover (Figure 5–22) or
retarder housing (Figure 5–23). Remove the governor
cover and gasket. Remove the governor from the bore RING GEAR AND
HUB ASSEMBLY
in the rear cover assembly or retarder housing (Figure
5–17). If not previously removed, remove the BACKPLATE
speedometer driven gear. Refer to Paragraph 6–22 for SNAPRING
FIRST CLUTCH PLATES (12)
governor assembly inspection and rebuild.
THRUST WASHER

5–12. REMOVAL OF REAR COVER

(MT 640, 643, 650, 653)
H00111.01

Figure 5–21. Removing Rear Ring Gear

a. Positioning. Invert the transmission. If not previ-
ously removed, remove the speedometer driven gear
and governor.
b. MT 640, 643 Rear Cover. Remove fourteen
flanged bolts 19 or bolts 18, and washers 17 (Foldout
12,A) that retain the rear cover to the transmission
housing. Carefully remove the rear cover assembly
and the attached parts (Figure 5–24). Remove rear
cover gasket 5. Refer to Paragraph 6–17 for rear cover
rebuild instructions and Paragraph 6–21 for
transmission housing rebuild instructions.
and Hub Assembly
c. MT 650, 653 Rear Cover
1. Attach a lifting tool to the output shaft (Figure
5–25). Remove fourteen flanged bolts 27 or
bolts 26, and washers 25 from the rear cover
(Foldout 12,B). Using a hoist, carefully sepa-
rate the rear cover assembly from the adapter
housing. Remove the rear cover gasket 12.
2. Remove the output shaft and attached parts
from the rear cover assembly (Figure 5–26).

Copyright © 1996 General Motors Corp. 5–9

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
On later models which have a roller bearing
next to the governor drive gear, the roller bear-
ing outer race stays in the rear cover. On earlier
MT 650 models, remove the spacer, speedome-
ter drive gear, and governor drive gear from the
output shaft. On later MT 650 and all MT 653
models, remove only the spacer (if present)
and speedometer drive gear. Refer to Paragraph
6–15 for rebuild of the output shaft assembly.
Refer to Paragraph 6–16 for rebuild of the rear
cover assembly.
b. Retarder Housing
1. Place transmission rear upward. Remove three
bolts 32 (Foldout 18,A) and three washers 31.
2. On MTB 643 models, remove eleven bolts 2
(Foldout 19,A) and washers 3, and six bolts 5
and washers 6.
GASKET
COVER

5–13. REMOVAL OF OUTPUT

RETARDER (MTB 643, 653)

a. Retarder Control Valve Assembly

1. Remove two bolts 4 (Foldout 17,B) and two

washers 3 from retarder control valve assem-
bly 7.

2. Remove ten bolts 6 and ten washers 5 from re-

tarder control valve assembly 7.

3. Remove retarder control valve assembly 7,

separator plate 2, and two gaskets 1.
BOLT (4), M8 x 1.25 x 25 mm
4. Refer to Paragraph 6–7 for rebuild of the re- LOCKWASHER, M8 (4) H00099.01

tarder control valve assembly. Figure 5–23. Removing Governor Cover — MTB 643,
653

REAR
COVER
GOVERNOR
COVER
BOLT (4)
5/16-18 x 11/16 in.

REAR COVER

GASKET
ADAPTER
HOUSING

TRANSMISSION
HOUSING
H00134.01 H00112

Figure 5–22. Removing Governor Cover — MT 650, 653 Figure 5–24. Removing Rear Cover — MT 640, 643

5–10 Copyright © 1996 General Motors Corp.

 DISASSEMBLY OF TRANSMISSION

SPEEDOMETER
DRIVE GEAR
LIFTING TOOL
GOVERNOR
DRIVE GEAR
OUTPUT SHAFT

REAR COVER
ASSEMBLY

OUTPUT SHAFT

PIN
REAR COVER
ASSEMBLY
H00114.01
GASKET

Figure 5–26. Removing Output Shaft — MT 650, 653

H00113.01 OUTPUT
SHAFT
Figure 5–25. Removing Rear Cover Assembly and RETARDER
HOUSING
Output Shaft — MT 650, 653

3. On MTB 653 models, remove twelve bolts 8

and washers 9 (Foldout 19,B), and five bolts 11
and washers 12.
GASKET
4. Install a three-leg sling onto the retarder hous-
ing (Figure 5–27). Adjust the length of the
sling legs so that the retarder housing is level
for easier removal. Attach a hoist to the sling.

5. On MTB 643 models, tap on the output shaft

during separation from the adapter housing so ADAPTER H00115.01
that the shaft remains with the transmission. HOUSING

Figure 5–27. Removing Retarder Housing

6. On MTB 653 models, separate the retarder
housing from the adapter housing.
7. Place the retarder housing on a work bench,
rear side downward.
8. Refer to Paragraph 6–18 for rebuild of the re-
tarder housing.
9. On MTB 643 models, remove output shaft as-
sembly 8 (Foldout 18,B) from the adapter
housing. Remove bushing 9 and orifice plug 10
from shaft 11 only if replacement is necessary.
If bearing 4 (Foldout 19,A) remained on the
output shaft assembly, remove the bearing only
if necessary. If bearing 4 remained in the
adapter housing, refer to Paragraph 6–19.

Copyright © 1996 General Motors Corp. 5–11

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
c. Retarder Adapter Housing
1. For MTB 643 models, remove fourteen bolts
20, washers 19, and sealrings 18 (Foldout
19,A) that retain the adapter housing to the
transmission (Figure 5–28). For MTB 653
models, remove fourteen bolts 26, washers 25,
and sealrings 24 (Foldout 19,B).
2. For MTB 643, remove adapter housing 7 and
gasket 1 (Foldout 19,A). For MTB 653, re-
move adapter housing 13 and gasket 7 (Fold-
out 19,B).
3. Refer to Paragraph 6–19 for rebuild of the
adapter housing.
4. On MTB 653 models, remove output shaft as-
sembly 2 (Foldout 19,B) from the transmis-
sion. Remove spacer 10 from shaft assembly 2.
Remove bushing 3 and orifice plug 4 only if re-
placement is necessary. If bearing inner race
and rollers 6 are removed for replacement, also
remove bearing outer race 14 from adapter
housing assembly 13.
BOLT (14), 1/2-13 x 5 1/2 in.
PLAIN WASHER (14), 1/2 in.
SEALRING (14)
ADAPTER
HOUSING
H00080.01
Figure 5–28. Removing Adapter Housing
5–12 Copyright © 1996 General Motors Corp.
WARNING!
Do not position the transmission so that its rear
end is lower than its front end. The components
in the rear of the transmission are not secured.
These components could fall out and cause per-
sonal injury and/or damage to the parts.
5–14. REMOVAL OF LOW CLUTCH,
LOW PLANETARY, AND LOW
GEAR ADAPTER HOUSING
(MT(B) 650, 653) (Foldout 11,B)
a. Low Clutch. Remove low planetary ring gear 19
(Figure 5–29). Remove thrust washer 16 from the ring
gear hub.
b. Low Planetary Carrier. Remove low planetary
carrier assembly 8 and remove thrust washer 7 from
the carrier (Figure 5–30). Refer to Paragraph 6–24 for
rebuild of the low planetary carrier assembly. Remove
sun gear 6 and thrust washer 5. Remove eleven low
clutch plates 17 and 18.
c. Low Clutch Adapter Housing. Remove adapter
housing 3 and attached first clutch piston components
(Figure 5–31). Remove gasket 1. Refer to Paragraph
6–20 for adapter housing rebuild instructions, and to
Paragraph 6–21 for transmission housing rebuild
instructions.
THRUST LOW PLANETARY
WASHER RING GEAR
LOW PLANETARY
CARRIER
ASSEMBLY H00168.01
Figure 5–29. Removing Low Planetary Ring
Gear — MT 650, 653
 DISASSEMBLY OF TRANSMISSION

THRUST ADAPTER
WASHER HOUSING

LOW CLUTCH
LOW PLANETARY PLATES (11)
CARRIER
ASSEMBLY LOW
PLANETARY
SUN GEAR

THRUST
WASHER ADAPTER HOUSING
GASKET
TRANSMISSION
HOUSING H00081
H00116.01

Figure 5–30. Removing Low Planetary Carrier Figure 5–31. Removing Adapter
Assembly — MT 650, 653 Housing — MT 650, 653

Copyright © 1996 General Motors Corp. 5–13

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS

NOTES

5–14 Copyright © 1996 General Motors Corp.

 Section 6 — REBUILD OF SUBASSEMBLIES
6–1. SCOPE a. Check the End Play
1. Support the converter assembly on the con-
a. Section. This section describes the rebuild proce- verter cover, pump hub upward. Place converter
dures for the subassemblies which were removed in end play gauge J 24470 into the converter pump
Section 5. hub (Figure 6–1).
b. Procedures. During rebuild procedures, refer to 2. Hold the center screw of the gauge and tighten
the exploded views (Foldouts 6 through 19) in the the nut until the gauge is securely retained in
back of this manual. Refer to the following specific the converter turbine hub. Do not overtighten.
paragraphs for the different models:
3. Install the dial indicator as shown in Figure 6–2.
Model Paragraphs Adjust the indicator bracket so the stem of the
indicator is in firm contact with the top of the
All Models 6–2, 6–3, 6–4, 6–6, 6–8, 6–9,
center screw. Set the dial to read zero.
6–10, 6–11, 6–21, 6–22, 6–23,
6–24 4. Using both hands, lift the center screw as far
MT 640, 643 6–13, 6–17 as possible (Figure 6–2). Record the dial in-
dicator reading. Proper end play is any read-
MTB 643 6–7, 6–14, 6–18, 6–19 ing between 0.001 and 0.025 inch (0.03 and
MT 650, 653 6–5, 6–12, 6–15, 6–16, 6–20 0.64 mm).
MTB 653 6–5, 6–7, 6–12, 6–18, 6–19, 6–20 5. End play greater than 0.025 inch (0.64 mm) in-
dicates excessive wear of converter compo-
nents. Replace worn components and select a
6–2. GENERAL INFORMATION FOR new spacer following the instructions in Para-
REBUILD OF SUBASSEMBLIES graph 6–3f(23).
Refer to Sections 4 and 8 for general overhaul infor- 6. If end play does not exceed 0.025 inch (0.64
mation as follows: mm), disassemble the converter for inspection
and cleaning. Reassemble with the same
spacer, unless major parts must be replaced.
Paragraph Title
4–2 Tools and Equipment
J 24470
4–3 Replacement Parts
4–4 Careful Handling
4–5 Cleaning and Inspection
TORQUE
4–6 Removing (or Installing) Transmission CONVERTER
ASSEMBLY
4–10 Torque Specifications
4–11 Selective Parts
8–1 Wear Limits Data
8–2 Spring Data

6–3. TORQUE CONVERTER ASSEMBLY

NOTE:
Before disassembling the converter assembly, check H00082.01
the amount of converter end play.
Figure 6–1. Installing Torque Converter End Play Gauge

Copyright © 1996 General Motors Corp. 6–1

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
b. Disassembly (Foldout 6)
1. Remove six rubber spacers 4 (earlier models
use both retainers 3 and spacers 4) from con-
verter cover assembly 6.
2. Remove twenty-four nuts 5 from cover 6.
3. Remove as a unit, the converter cover, lockup
clutch piston, and related parts (Figure 6–3).
4. Place the cover assembly on the work table
with the lockup clutch piston up. Remove bear-
ing race 16. Compress the center of piston 10
and remove piston retaining snapring 15.
NOTE:
If snapring 15 has a bevel on the ID, replace the
snapring at assembly. Inspect sealring 9 and replace
if necessary.
5. Turn the cover assembly over (piston down)
and bump the cover sharply on a wood surface
to remove the piston. Remove sealring retainer
8 and sealring 9 from cover 6. Remove sealring
11 from piston 10.
6. Remove bushing 7 only if replacement is nec-
essary. Refer to Paragraph 4–5g.

DIAL INDICATOR 7. Remove lockup clutch plate 12.

J 24470 8. Remove lockup clutch backplate 14 from

TORQUE torque converter pump 42. Remove sealring 13
CONVERTER
ASSEMBLY from plate 14.

9. Remove roller bearing assembly 17, bearing

race 18, and spacer 19 (if used) from the hub of
turbine 20.

10. Remove the torque converter turbine assembly

(Figure 6–4).

11. Grasp the stator and the roller race as shown in

Figure 6–5 and remove as a unit.
H00083.01

Figure 6–2. Measuring Torque Converter End Play CONVERTER

TURBINE ASSEMBLY

LOCKUP
CLUTCH
PISTON
BEARING CONVERTER
RACE SEALRING STATOR
BEARING ASSEMBLY
TORQUE
CONVERTER LOCKUP
COVER CLUTCH
PLATE
LOCKUP
CLUTCH
BACKPLATE

SEALRING BALANCE CONVERTER

MARKS PUMP ASSEMBLY H00347
H00117.01

Figure 6–3. Removing (or Installing) Torque Figure 6–4. Removing (or Installing) Torque
Converter Cover Assembly Converter Turbine Assembly

6–2 Copyright © 1996 General Motors Corp.

 REBUILD OF SUBASSEMBLIES
12. Position stator assembly 24 on the work table
so that freewheel roller race 32 is upward. Re-
move the roller race by rotating it clockwise
while lifting it out of the converter stator.
13. Remove ten rollers 34 and ten springs 33 from
stator assembly 24.
14. Check needle bearing assembly 31. Wash and
flush the needle bearing assembly thoroughly
with mineral spirits. Dry and lubricate the as-
sembly with transmission fluid. Replace free-
wheel race 32 only and rotate the bearing while
pressing upon the freewheel race. If there is no
roughness or binding, the needle bearing as-
sembly may be left in the stator and cam as-
sembly and reused. Do not mistake dirt or grit
for a damaged needle bearing. Reclean and lu-
bricate the needle bearing if dirt is suspected.
Check the needle bearing end of freewheel race
32 for smooth finish. Replace the freewheel
race if the bearing end is scratched or contains
chatter marks.
NOTE:
If it is necessary to rebuild stator assembly 24, re-
move needle bearing assembly 31 before starting
the rebuild procedure.
STATOR
ASSEMBLY
SEALRING
BEARING
ROLLER
RACE
LOCKSTRIP
BOLT (8), 1/4-20 x 5/8 in.
Figure 6–5. Removing (or Installing) Torque Converter
Stator and Race Assembly
Copyright © 1996 General Motors Corp.
15. If needle bearing assembly 31 needs replace-
ment, follow Steps (16) through (18). If re-
placement is not necessary, proceed to Step
(19).
CAUTION:
Do not scratch or nick any stator bores. Do not
attempt to disassemble the stator and cam as-
sembly, unless parts replacement is required. Re-
fer to the rebuild procedure in Paragraph 6–3c.
16. If the needle bearing must be replaced, remove
it carefully to avoid nicking the aluminum bore
in which it is held.
17. Place a new bearing assembly, thrust race first,
into the aluminum bore of the stator. Use bear-
ing installer J 23549 and handle J 8092 to in-
stall the thrust bearing (Figure 6–6).
CAUTION:
Apply the load only to the outer shell of the bear-
ing during installation (Figure 6–7).
J 8092
J 23549
BEARING
ASSEMBLY
H00118.01
STATOR
H00349.01
Figure 6–6. Installing Stator Thrust Bearing
6–3
 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
18. Drive bearing assembly 31 into stator 24 until
the top of the outer shell is 0.025–0.035 inch
(0.64–0.89 mm) above the shoulder in the side
plate (Figure 6–7). When the bearing is prop-
erly installed, bearing installer J 23549 seats
on the stator area surrounding the bearing.
19. For transmissions prior to S/N 49490, remove
bearing 35 and bearing race 36 from converter
pump hub 39. For transmissions S/N 49490
and later, remove needle bearing 35 and bear-
ing race 44. Remove roller bearing 45 from
converter pump hub 48 using tool J 28435. Re-
move sealring 49.
20. Flatten the corners of lockstrips 38 or 47. Re-
move eight bolts 37 or 46 and four lockstrips
from converter pump hub 39 or 48.
21. Remove hub 39 or 48 and gasket 40 from
pump 42. Remove sealring 41.
c. Rebuilding Stator Assembly (Foldout 6)
NOTE:
• Do not disassemble the stator assembly unless re-
placement of stator thrust washer 25, rivets 30, or
washer 29 is necessary. If stator 27 or cam 28 is
cracked or damaged, replace the complete stator
assembly.
• A hydraulic press having a minimum capacity of
five tons (4536 kg), an adjustable table, and a pres-
sure gauge (for determining the rivet staking load)
are required to rebuild the stator assembly.
1. Place the stator assembly in a drill press,
formed rivet side up (Figure 6–8).

BEARING

A A
0.035 in. (0.89 mm) B
0.025 in. (0.64 mm) CAM
STATOR VIEW AT B -B
Assembly load to be DEEP POCKET
applied in this area
on outer shell only Assemble with
cam pockets in
position shown DIRECTION OF
FREEWHEEL
ENLARGED VIEW ROTATION
OF CROSS-SECTION
ENLARGED VIEW
SECTION A-A L00294.01

Figure 6–7. Stator Thrust Bearing Installation

6–4 Copyright © 1996 General Motors Corp.

 REBUILD OF SUBASSEMBLIES
2. Using a 3⁄8 inch drill, align and drill the rivet,
removing the formed head. STATOR ASSEMBLY

3. Place base plate J 29521-1 under the stator as- STATOR

RIVET (6)
sembly (Figure 6–9). Make sure the holes in the
base plate are under the rivet heads. Place top
plate J 29521-2 on top of the stator assembly.

4. Install the 5⁄8-11 x 31⁄4 inch bolt to hold the

two plates together. Tighten the bolt to 60 lb ft
(81 N·m).

5. Place fixture stand J 25587-1 on a hydraulic

press (Figure 6–9). Install rivet remover pin
J 29121-3 into the fixture head. Tighten the
tool retainer thumb screw.

6. Place the stator assembly, with base and top

plates, onto the fixture stand, drilled rivet
side up. H00350

Figure 6–8. Drilling Stator Rivets

7. Align the rivet remover pin with the drilled
rivet and press the rivet from the stator assem-
bly. Repeat the process for each rivet. J 25587-1

8. Remove the retaining bolt and top plate (Figure

6–9). Separate thrust washer 25, sideplate
washer 29, two cam washers 26, and cam 28
from stator 27. RIVET REMOVING
PIN J 29121-3

9. Inspect the stator and cam for cracks, and the BOLT, 5⁄8-11 x 31⁄4 in.
rivet holes for burrs or swelling. Deburr as re-
quired. If cam or stator is cracked or distorted, J 29521-2
TOP PLATE
replace the stator assembly.

10. Clean the stator assembly components. Assem-

ble cam 28 and stator 27 with the roller pocket
positioned as shown in Figure 6–7. Install cam
washer 26, one on each side of the stator. In-
stall sideplate washer 29 and thrust washer 25. J 29521-1
BASE PLATE H00351.01

11. Align the six rivet holes and insert six new 1⁄4 x
1.94 inch rivets into the stator assembly from
the rear to the front of the stator (Figure 6–10).
12. Place the stator assembly on base plate
J 29521-1 (Figure 6–10). Make sure the rivet
heads rest on the base plate, between the clear-
ance holes. Install top plate J 29521-2 and the
5⁄8-11 x 31⁄4 retaining bolt. Strike the top plate
with a rubber mallet to seat the components.
Tighten the retaining bolt to 60 lb ft (81 N·m).
Figure 6–9. Removing Stator Rivets
13. Place the stator assembly on fixture J 25587-1
(Figure 6–10). Install staking tool J 29121-1
into the fixture head and tighten the thumb
screw finger tight.
14. Apply approximately 8000 pounds (3629 kg)
load to swage each rivet head. The amount of
force to apply will vary, depending on the con-
dition of the swaging tool and the press equip-
ment being used.

Copyright © 1996 General Motors Corp. 6–5

 ;;;;
;;;
;;;;
MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
;;;;
;;;;;
J 25587-1
RIVET PUNCH
J 29121-1
BOLT, 5 ⁄8-11 x 31⁄4 in.
THUMB
SCREW
J 29521-2
TOP PLATE
STATOR
ASSEMBLY
J 29521-1
BASE PLATE H00352.01
Figure 6–10. Staking Stator Rivets
15. Swage the first rivet. Rotate 180 degrees from
the first rivet and swage the second rivet. Ro-
tate 60 degrees and swage the third rivet. Ro-
tate 180 degrees and swage the fourth rivet.
Rotate 60 degrees and swage the fifth rivet.
Swage the remaining rivet.
16. Remove the retaining bolt, top plate, base
plate, and staking tool. Install new needle bear-
ing 31. Refer to Paragraph 6–3b(17) and (18).
d. Rebuilding Torque Converter Turbine
Assembly (Foldout 6)
NOTE:
• Do not disassemble the turbine assembly unless the
turbine hub must be replaced. If the converter tur-
bine is damaged, replace the assembly.
• A hydraulic press having a minimum capacity of
ten tons (9070 kg), an adjustable press bed with a
25 inch (635 mm) opening, and a pressure gauge
(for determining the rivet swaging load), are re-
quired to rebuild the turbine assembly.
1. Punch alignment marks on the turbine and tur-
bine hub to show their relationship.
2. Using Figure 6–11 as a guide, place base plate
J 29375-1 on a work table, rivet hole side up.
6–6 Copyright © 1996 General Motors Corp.
BOLT, CONVERTER
1⁄ 2-13 x 31⁄ 2 in. TURBINE
;;
GUIDE PLATE LOCKUP CLUTCH
J 29375-2 DRIVE HUB
BASE PLATE
J 29375-1
V03278
Figure 6–11. Rivet Removing Fixture
3. Place converter turbine assembly 20, front side
upward (turbine vanes down), on top of the
base plate. Align the eight rivets in the hub to
the holes in the base plate.
4. Place guide plate J 29375-2 on top of converter
turbine assembly 20. Centrally locate each
rivet in the guide plate holes.
5. Install the 1⁄2-13 x 31⁄2 inch clamping bolt to
retain the guide plate, turbine, and base plate
together. Tighten the bolt to 50 lb ft (68 N·m).
6. Place the turbine assembly and fixture in the
drill press.
7. Place drill bushing J 29375-5 into guide plate
J 29375-2 (Figure 6–12). Using a 1⁄4 inch drill,
drill approximately 3⁄16 inch deep into the
rivet.
8. Place the drill guide into the next hole. Rotate
the converter turbine assembly to the next hole
and drill the rivet head. Continue until all the
rivet heads have been drilled.
CAUTION:
Do not use a hammer to remove the rivets.
9. Place the turbine and fixture in a hydraulic
press. Install rivet remover tool J 29375-4 into
the guide plate (Figure 6–13). Press out each
rivet.
10. Remove the 1⁄2-13 x 31⁄2 inch bolt, guide plate,
and base plate.
11. Inspect the turbine for cracks, distortion, and
abrasions. If defects are noted, the turbine as-
sembly must be replaced.
 REBUILD OF SUBASSEMBLIES

;;
;;; ;;
;;;
;; ;;
CONVERTER BOLT, 1⁄ 2-13 x 31⁄ 2 in.
TURBINE
LOCKUP CLUTCH GUIDE PLATE
DRIVE HUB J 29375-2

;; ;
;;
;; ;;
RIVET (8),
5⁄16 x 11⁄16 in.

;; ;;
;;;;;;
;;;;;
DRILL GUIDE
J 29375-5
GUIDE PLATE
J 29375-2

BASE PLATE
J 29375-1
V03290

Figure 6–14. Rivet Installation Fixture

;;
;;;
V03279

Figure 6–12. Drilling Rivet Heads From

Torque Converter Turbine
HYDRAULIC
PRESS

;;;;;
;; ;;
; ;;;;
;;;
; ;;
;
RIVET (8), STAKING TOOL
CONVERTER 5⁄16
x 11⁄16 in.

; ;
TURBINE HYDRAULIC J 29375-3
PRESS CONVERTER
LOCKUP CLUTCH TURBINE
DRIVE HUB

;;
;;;;;;
GUIDE PLATE
J 29375-2 PIN REMOVER
J 29375-4

V03291

Figure 6–15. Staking Converter Turbine Rivets

17. Retain the turbine assembly, base plate, and

BASE PLATE
J 29375-1 guide plate with one 1⁄2-13 x 31⁄2 inch bolt (Fig-
V03289 ure 6–14). Tighten the bolt to 50 lb ft (68 N·m).
Figure 6–13. Removing Rivets From Torque 18. Place the assembled turbine and fixture in the
Converter Turbine hydraulic press. Insert staking tool J 29375-3
12. Inspect the rivet holes for burrs. Deburr as nec- into one of the holes in guide plate J 29375-2
essary. (Figure 6–15).

13. Assemble the new and reusable turbine parts.
Align the punch marks on the turbine and hub.
Use eight new rivets to ensure proper indexing.
14. Install the eight new rivets through the turbine
and turbine hub (Figure 6–14).
15. Assemble base plate J 29375-1 with the solid
side of the plate against the rivet heads (Figure
6–14).
16. Place guide plate J 29375-2 on top of the as-
sembled components. Centrally locate the riv-
ets in the holes of the guide plate.
19. Swage the first rivet. Rotate 180 degrees from
the first rivet and swage the second rivet. Ro-
tate 90 degrees and swage the third rivet. Con-
tinue in an alternating pattern until all eight
rivets have been swaged.
20. Remove staking tool, retaining bolt, guide
plate, and base plate.
21. Using a rotating type static balance, balance
each rebuilt turbine assembly to within 0.50
oz. in. (360 N·mm), with respect to the turbine
shaft spline diameter, by welding weights to
the shroud.

Copyright © 1996 General Motors Corp. 6–7

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
e. Rework of Converter Pump Hub (Foldout 6). If
converter ground sleeve 27 (Foldout 7,A) or roller
bearing 45 (Foldout 6) are to be replaced, rework
converter pump hub 48 on units prior to S/N 2410204975
that do not incorporate the “wide bearing” configuration.
Refer to Figure 6–16 for machining instructions.
f. Assembly (Foldout 6)
1. Install a new gasket 40 onto converter pump
42. Install the gasket dry and with the silicone
bead against the converter pump hub. Install
hub 39 or 48 into pump 42, aligning the holes
in the hub and gasket with the holes in the
pump.
2. Install four new lockstrips 38 or 47 and eight
1⁄4-20 x 5⁄8 inch bolts 37 or 46 through hub 39
or 48 into pump 42. Tighten the bolts to 9–11
lb ft (12–15 N·m). Bend the corners of the
lockstrips against the bolt heads.
3. Replace all damaged or missing flange bolts
43. Make sure all the balance weights are in
their original positions.
4. Install sealring 41 into the groove in the outer
circumference of converter pump 42. Position
the color identified edge of the seal outward,
toward the converter pump studs.
5. For transmissions prior to S/N 49490, install bear-
ing race 36 and needle bearing 35 into converter
pump hub 39. For transmissions S/N 49490 and
later, install roller bearing 45 with tool J 28435,
;;
bearing race 44 (lugged side first), and needle
bearing 35 into converter pump hub 48. Install
sealring 49 into the groove of hub 48.
0.813 in. (20.65 mm)
;;
0.803 in. (20.39 mm)
0.04 in. (1.01 mm)
0.01 in. (0.25 mm)
R
2.8336 in. (71.973 mm)
2.8326 in. (71.948 mm)
DIA
0.08 in.
(2.03 mm)
0.04 in. (1.01 mm) R
25°– 50°
0.03 in.
(0.76 mm)
ENLARGED VIEW
(4 x SIZE)
Figure 6–16. Rework of Converter Pump Hub for
Wide Bearing Configuration
6–8
6. Place stator and cam assembly 24 on the work
table, bearing side down (Figure 6–17). Cover
the bottoms of the stator cam pockets with oil-
soluble grease. Install stator roller retainer
J 24218-1 (Figure 6–17).
NOTE:
If replacing any stator springs, do not mix current
and former springs in the same stator assembly. Re-
fer to Figure 6–18.
7. Install ten freewheel rollers 34 and ten springs
33. Install the rollers in the small ends of the
cam pockets. Position the springs and rollers as
shown in Figure 6–18. The ends of the springs
must be against the rollers.
8. Install freewheel roller race 32, shoulder side
first (Figure 6–17), until the race engages the
rollers. Rotate the race in a clockwise direction
while pressing downward until the race
touches the collapsible retainer. Lift up on the
stator assembly and pull on the cord to remove
the retainer. Continue rotating the race while
pressing downward. When the race is fully
seated, rotate it firmly in the opposite direction
to lock the stator and cam assembly.
9. Grasp the stator and cam assembly as shown in
Figure 6–5. Hold the roller race firmly to retain
it in position. Install the stator assembly.
10. Install the torque converter turbine assembly
(Figure 6–4).
ROLLER
SPRING ROLLER RACE
J 24218-1
2.247 in. (57.07 mm)
2.246 in. (57.04 mm)
DIA
MAX
BEARING
AND RACE
STATOR AND
V03292
CAM ASSEMBLY
H00348.01
Figure 6–17. Installing Freewheel Roller Race
Copyright © 1996 General Motors Corp.
 REBUILD OF SUBASSEMBLIES

THRUST WASHER
NOTE: RIVET This flap may point up
(as shown) or down
Install the same spacer 19 removed in Paragraph 6–
CURRENT SPRING
3b(9) only if the end play reading taken before dis- STATOR CAM
assembly was satisfactory, and if no parts affecting
end play are being replaced (refer to Paragraph 4–
11). Install the spacer (when used) into the hub of
converter turbine 20 before Step (11).
Roller to be installed in
small end of cam pocket
11. Install bearing race 18, outer lip upward, into
the hub of turbine assembly 20. Grease and in- CURRENT CONFIGURATION
stall bearing 17 onto the bearing race. THRUST WASHER
RIVET
12. Install sealring 13 onto lockup clutch backplate
14. Position the color identified edge of the STATOR CAM
seal outward, toward the converter pump stud
holes. Install the backplate onto torque con-
verter pump 42. Align the balance mark on the
backplate with the balance mark on the con-
verter pump.
ROLLER
13. Install lockup clutch plate 12 to backplate 14. SPRING
14. If converter cover bushing 7 in the converter FORMER CONFIGURATION V03293
hub was removed, use installer J 24648 to in-
16.

Figure 6–18. Spring and Roller in Stator Cam

stall a new bushing (Figure 6–19). After instal-
lation, the bushing ID should be 0.9990–
J 24648
1.0010 inch (25.375–25.425 mm).
15. Install sealring retainer 8, smaller end first, BUSHING

onto the hub of converter cover 6. Install seal-

ring 9 into the retainer. Install sealring 11 onto
piston 10.

CAUTION:
The lockup clutch will not release if the piston is
not engaged with the piston guide pins.
H00100.01

NOTE: Figure 6–19. Installing Converter Cover Bushing

For easier lockup clutch piston installation, align
the balance marks (Figure 6–20) and place a pencil
mark in line with the pin nearest the orifice in the
piston. When installing the piston, use the pencil
mark as a guide for the location of the pin beneath
the orifice (one recessed hole is concentric with the
orifice). If necessary, rotate the piston slightly dur-
ing installation to ensure that the piston engages the
pins. When the piston is properly seated, the dis-
tance from the pump cover mounting surface to the
piston should measure approximately 11⁄2 inches
(38 mm).
16. Install lockup clutch piston 10 (Figure 6–20)
into converter cover 6, with the balance marks
aligned so that the piston guide pins enter the
nearest recessed holes in the piston.
17. Using a punch and hammer, tap snapring 15
until it seats in its groove. Install bearing race
16, inner lip first, into the hub of converter
cover 6. Use oil-soluble grease to retain it.
18. Install as a unit the converter cover, lockup
clutch piston, and related parts (Figure 6–3).
Align the balance marks on the cover with the

Copyright © 1996 General Motors Corp. 6–9

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
balance marks on the lockup clutch backplate
and the converter pump. Secure the converter
cover with twenty-four nuts 5. Tighten the nuts
evenly to 19–23 lb ft (26–31 N·m).
22. Install the dial indicator (Figure 6–2). Adjust
the indicator bracket so the stem of the indica-
tor is in firm contact with the top of the center
screw. Set the dial to read zero.

19. Install six rubber spacers 4 (earlier models use 23. Using both hands as shown in Figure 6–2, lift
retainers 3 and spacers 4) onto each of the six the center screw as far as possible. Record the
drive studs on converter cover 6. dial indicator reading (Dimension B). Proper
end play is any reading between 0.001 and
0.025 inch (0.03 and 0.64 mm). Select the
NOTE: proper size spacer 19 from the following chart.
The end play check in Steps (20) through (23) veri-
Dimension B Use
fies that proper end play remains after rebuild. The Color
Inch / (mm) Part No.
check is necessary if spacer 19 was not installed at
buildup, and is recommended even if spacer 19 was Less than 0.014 (0.36) Use no spacer
installed. Omit Steps (24) through (26) if the end 0.014–0.016 (0.36–0.41) 6837429 Gold
play reading is satisfactory.
0.029–0.031 (0.74–0.79) 6837430 Silver
0.041–0.043 (1.04–1.09) 6837431 Plain
20. Support the converter assembly on the con- 0.059–0.061 (1.50–1.55) 6837432 Black
verter cover, pump hub upward. Place con-
verter end play gauge J 24470 into the 0.074–0.076 (1.88–1.93) 6837433 Copper
converter pump hub (Figure 6–1).
24. Remove only those items necessary to install
21. Hold the center screw of the gauge and tighten the spacer by following Paragraph 6–3b(2),
the nut until the gauge is securely retained in (3), and (9).
the converter turbine hub. Do not overtighten. 25. Install selected spacer 19 into the turbine hub.
26. Assemble the converter by following Paragraph
6–3f(11) through (18). The end play may be re-
PIN
PENCIL MARK ORIFICE checked as in Steps (20) through (23).

6–4. MODULATED LOCKUP VALVE

BODY ASSEMBLY

a. Disassembly (Foldout 15,A)

1. Mark adjusting ring 7 to indicate its position in
relation to retainer pin 3.

2. Compress ring 7 (Figure 6–21) and remove re-

PISTON SEALRING tainer pin 3.
3. Remove adjusting ring 7, valve stop 6, valve
spring 5, and valve 4 from valve body 2.
B 2
L b. Assembly (Foldout 15,A)

FORMER CURRENT 1. Install valve 4, smaller diameter first, into

BALANCE MARK STYLES valve body 2.
H00101.01

2. Install valve spring 5. Install valve stop 6, un-

Figure 6–20. Installing Lockup Clutch Piston drilled end first, into spring 5.

6–10 Copyright © 1996 General Motors Corp.

 REBUILD OF SUBASSEMBLIES
3. Install adjusting ring 7, flat side first, over
valve stop 6. Compress ring 7 and install pin 3
through the holes in valve body 2, valve stop 6,
and into the slot of adjusting ring 7.
4. Using adjusting ring tool J 24314 (Figure 6–21),
align adjusting ring 7 with the pin as it was be-
fore disassembly.
NOTE:
For MT(B) 640, 643 proceed to Paragraph 6–6.
6–5. LOW SHIFT VALVE ASSEMBLY
(MT(B) 650, 653)
a. Disassembly (Foldout 15,B)
1. Mark adjusting ring 14 to indicate its position
in relation to retainer pin 6.
2. Compress ring 14 and valve stop 9, and remove
retainer pins 5 and 6 from low shift valve body
4.
3. Remove adjusting ring 14, washer 13, valve
stop 12, valve spring 11, and low shift signal
valve 10 from body 4.
4. Remove valve stop 9, valve spring 8, and low
shift relay valve 7.
b. Assembly (Foldout 15,B)
1. Install low shift relay valve 7 into the longer
bore of valve body 4. Install valve spring 8 and
valve stop 9 into the same bore. Compress valve
stop 9 and install retainer pin 5 into body 4.
SEPARATOR
PLATE
J 24314
MODULATOR
BODY
CONTROL VALVE
ASSEMBLY
H00102.01
Figure 6–21. Compressing Modulator Valve Adjusting
Ring (Earlier Models)
Copyright © 1996 General Motors Corp.
2. Install low shift signal valve 10, stem end first,
into the remaining valve bore. Install valve
spring 11, valve stop 12, and washer 13. Install
adjusting ring 14, flat side first, into the valve
bore. Align the hole in valve stop 12 and the
slot in ring 14 with the hole in valve body 4.
3. Compress ring 14 and install retainer pin 6
through the holes in valve body 4, valve stop
12, and into the slot of adjusting ring 14.
4. Using adjusting ring tool J 24314, align adjust-
ing ring 14 with the pin as it was before disas-
sembly.
6–6. CONTROL VALVE ASSEMBLY
NOTE:
Valve body assemblies for all models are similar.
The following instructions cover all items in all
valve body assemblies. Specific assemblies may dif-
fer in quantities of springs and in other minor de-
tails. Refer to Foldout 13 (MT(B) 640, 643) or 14
(MT(B) 650, 653) for specific differences.
a. Disassembly (Foldouts 13 and 14)
CAUTION:
• Before removing retainer pins 12, 18, 24, 30, and
48, record the positions of adjusting rings 10, 17,
23, 29, and 46 in relation to their retainer pins
(Figure 6–22). To retain the original calibration
of the valve assembly, the adjusting rings must
be reinstalled in the same positions as when re-
moved. Adjusting rings are spring-loaded.
• The valve body assembly contains springs and
other parts, some of which are similar and can
be mistakenly interchanged. Also, springs vary
in valve bodies used on different models. If parts
are not reinstalled in the same locations from
which they were removed, the calibration of
valve body functions will be lost. Tag each part
at removal with the item number in Foldout 13
or 14 and use valve body parts tray set J 33163
to simplify correct reassembly of the valve body
components.
1. Place valve assembly 1 on the work table,
modulator valve body 47 upward.
6–11
 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
8. Remove eight (earlier models) or nine (later
7 models) bolts 75 from trimmer valve cover 74.
1
2
6
3 NOTE:
4 5
For earlier smooth shift models with external accu-
mulator valve (Foldout 13), remove four 1⁄2-20 x 3⁄4
bolts 90 and four 1⁄4-20 x 21⁄2 bolts 95 from accumu-
5
4 lator valve body 94. Remove accumulator valve 91,
spring 92, and stop 93 from valve body 94.
6

3 9. Remove trimmer valve cover 74 or 89. Remove

7 valve stops 55, 60, 65, and 73.
2
1 V02930
10. Remove springs 53, 54, 58, 59, 63, 64, 71, and
72. Inner springs 54, 59, 64, and 72 are used
Figure 6–22. Step Numbers for Recording the
after S/N 13800. Remove trimmer plugs 52,
Positions of Adjusting Rings 57, 62, and 70. Remove trimmer valves 51, 56,
61, and 69.
2. Remove three bolts 40 from the modulator
body and remove the modulator body. 11. For all later models, remove accumulator valve
68, spring 67, and stop 66.
3. Compress adjusting ring 46 and remove re-
tainer pin 48 from modulator body 47.
WARNING!
4. For earlier models, remove ring 46, valve stop
45, washer 44, spring 43, valve 42, and actua- Valve stop 79 and spacer 82 are spring-loaded
tor pin 41. For later models, remove ring 46, and must be restrained while pins 76 are re-
spring 43, valve 42, and actuator pin 41. moved.

5. Slide separator plate 39 lengthwise to disen-

gage the slot in the plate from the flared end of 12. Remove two retainer pins 76 from the control
retainer pin 34. Remove the plate. valve.

6. Remove priority valve 4, spring 3, and stop 2.
Remove 1⁄4 inch (6.35 mm) check ball 49 (if
used). Note the location of the ball in the valve
body before removal.
NOTE:
Refer to the current Parts Catalog PC1316EN for
servicing of check ball 49.
7. Place control valve body 50 on the work table,
flat side down.
WARNING!
Trimmer valve cover 74 or 89 is spring-loaded
and must be restrained while the bolts are re-
moved.
13. Remove valve stop 79 and machined spacer 82.
14. Remove relay valve springs 78 and 81. Re-
move relay valves 77 and 80.
15. Mark adjusting ring 10 (models after S/N
66939) to indicate its position in relation to re-
tainer pin 12.
16. Compress adjusting ring 10 or spacer 8 (mod-
els prior to and including S/N 66939). Remove
pin 12, ring 10 or spacer 8, washer 9 (models
after S/N 66939), valve stop 7, spring 6, and
valve 5.
17. Remove selector valve 11.
18. On models equipped with second range start
(Foldout 13), remove retainer pin 18, washer
88, valve stop 87, spring 86, valve 85, valve 84,
and spring 83.

6–12 Copyright © 1996 General Motors Corp.

 REBUILD OF SUBASSEMBLIES
19. On models not equipped with second range
start, compress adjusting rings 17, 23, and 29,
and remove retainer pins 18, 24, and 30. Re-
move the adjusting rings.
20. Remove valve stops 16, 22, and 28. Remove
springs 15, 21, and 27. Remove shift modula-
tor valves 14, 20, and 26. Remove shift valves
13, 19, and 25.
21. Compress relay valve stop 33 and remove re-
tainer pin 34.
22. Remove valve stop 33, valve spring 32, and re-
lay valve 31.
23. Compress trimmer regulator valve stop 37 and
remove retainer pin 38.
24. Remove valve stop 37, spring 36, and valve 35.
b. Assembly (Foldouts 13 and 14)
NOTE:
Check the configuration and position of all compo-
nents (Figure 6–23). Check the identification of all
springs (Paragraph 8–2). All valves, when dry, must
move freely by their own weight in their bores.
1. Install valve 5 into Bore A (Figure 6–23) in
valve body 50. For earlier models, install
spring 6, valve stop 7, and spacer 8 into Bore
A. For later models, install spring 6, valve stop
7 (drilled end last), washer 9, and adjusting
ring 10 into Bore A. Compress adjusting ring
10 or spacer 8 against spring pressure and in-
stall pin 12 through the holes in valve body 50
and valve stop 7.
2. For models equipped with second range start
(Foldout 13), install spring 83, 1–2 shift valve
84 (open end first), 1–2 modulator valve 85
(longer land first), spring 86, valve stop 87, and
washer 88 into Bore B (Figure 6–23). Insert
pin 18 through the holes in valve body 50 and
valve stop 87.
3. For models not equipped with second range
start, install valve 13 (shorter land first) into
Bore B in valve body 50. Into the same bore,
install valve 14 (smaller end first). Install
spring 15, valve stop 16, and adjusting ring 17.
Compress ring 17 against spring pressure and
install pin 18 so that it passes through valve
stop 16 and retains ring 17.
Copyright © 1996 General Motors Corp.
4. Install valve 19 (smaller end first) into Bore C
(Figure 6–23) in valve body 50. Into the same
bore, install valve 20 (smaller end first). Install
spring 21, valve stop 22, and adjusting ring 23.
Compress ring 23 against spring pressure and
install pin 24 so that it passes through valve
stop 22 and retains ring 23.
5. Install valve 25 (smaller end first) into Bore D
(Figure 6–23) in valve body 50. Into the same
bore, install valve 26 (smaller end first), spring
27, valve stop 28, and adjusting ring 29. Com-
press adjusting ring 29 against spring pressure
and install pin 30 so that it passes through
valve stop 28 and retains ring 29.
6. Install valve 31 into Bore E (Figure 6–23) in
valve body 50. Into the same bore, install spring
32 and valve stop 33. Compress valve stop 33
against spring pressure and install pin 34.
7. Install valve 35 (smaller end first) into Bore F
(Figure 6–23) in valve body 50. Into the same
bore, install spring 36 and valve stop 37. Com-
press valve stop 37 and install pin 38.
8. Install third clutch trimmer valve 51 (open end
first) into Bore G (Figure 6–23) in valve body
50. Into the same bore, install plug 52, springs
53 and 54, and valve stop 55.
9. Install first clutch trimmer valve 56 (open end
first) into Bore H (Figure 6–23) in valve body
50. Into the same bore, install plug 57, springs
58 and 59, and valve stop 60.
10. Install second clutch trimmer valve 61 (open
end first) into Bore J (Figure 6–23) in valve
body 50. Into the same bore, install plug 62,
springs 63 and 64, and valve stop 65.
11. Install fourth clutch trimmer valve 69 (open
end first) into Bore K (Figure 6–23) in valve
body 50. Into the same bore, install plug 70,
springs 71 and 72, and valve stop 73.
12. For later models incorporating the internal
trimmer accumulator, install stop 66, spring
67, and valve 68 into Bore I (Figure 6–23).
13. Install cover 74 over the trimmer springs and
accumulator valve (if used). Compress the
cover against spring pressure and install eight
(earlier models) or nine (later models) 1⁄4-20 x
3⁄4 inch bolts 75. Tighten the bolts to 8–12 lb ft
(11–16 N·m).
6–13
 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS

E E

A N
A

D D
SECTION E-E

M L
K J G SECTION B-B

I H

F F

B B

A
SECTION D-D

B O
C D E F SECTION F-F

SECTION A-A

L03318

Figure 6–23. Control Valve Assembly — Cross-Section View

6–14 Copyright © 1996 General Motors Corp.

 REBUILD OF SUBASSEMBLIES
NOTE:
For early smooth shift models with external trim-
mer accumulator valve (Foldout 13), install spring
92, and valve 91 (open end over spring) into stop 93,
body 94. Compress the accumulator valve assembly
on cover 89 against trimmer spring pressure and re-
tain with four 1⁄4-20 x 21⁄2 inch bolts 95. Insert re-
maining 1⁄4-20 x 3⁄4 inch bolts 90 into cover 89.
Tighten the bolts to 8–12 lb ft (11–16 N·m).
14. Install valve 77 (either end first) into Bore L
(Figure 6–23) in valve body 50. Into the same
bore, install spring 78 and valve stop 79. Com-
press stop 79 against spring pressure, and in-
stall pin 76.
15. Install valve 80 (larger end first and open end
up) into Bore M (Figure 6–23) in valve body
50. Into the same bore, install spring 81 and
machined spacer 82. Compress spacer 82
against spring pressure, and install pin 76.
16. Install actuator rod 41 (smaller end first) into
Bore N of modulator valve body 47 (Figure
6–23). Install valve 42, longer land first. For
earlier models, install spring 43, washer 44,
valve stop 45, and adjusting ring 46. For later
models, install spring 43 and adjusting ring
46. Compress adjusting ring 46 against spring
pressure, and install pin 48 so that it passes
through valve stop 45 (if used) and retains
ring 46.
17. If ball 49 was removed from body 50 during
disassembly, replace with a new ball. Refer to
Section B-B, Figure 6–23, and the current
Parts Catalog PC1316EN for check ball loca-
tion and servicing. Retain the ball with oil-sol-
uble grease.
18. Install valve stop 2, spring 3, and priority valve
4 (open end first for later models), into Bore O
(Figure 6–23) in valve body 50.
19. Place separator plate 39 onto body 50 and align
the bolt holes. The slot in the separator plate
must engage the flared end of pin 34.
20. Install the assembled modulator valve onto
separator plate 39. Align the bolt holes.
Copyright © 1996 General Motors Corp.
21. Install three 1⁄4-20 x 13⁄4 inch bolts 40 through
valve body 47 and plate 39, and into valve
body 50.
22. After making sure that the plate and valve body
are properly aligned so that all valve body
mounting bolts will pass through them, tighten
bolts 40 to 8–12 lb ft (11–16 N·m).
23. Install selector valve 11 (drilled end first) into
Bore P (Figure 6–23) in valve body 50. Secure
the valve against dropping out during assembly
by using a rubber band, tape, or soft wire.
24. If not already done, use adjusting tool J 24314
to position adjusting rings 10, 17, 23, 29, and
46 as they were before disassembly.
25. Put the assembled valve body into a plastic bag
or other dirt-proof, lint-free wrapping until
ready to install it.
NOTE:
Refer to Paragraph 3–13 for adjustment of shift
points. For MT 640, 643, 650, and 653, proceed to
Paragraph 6–8.
6–7. RETARDER CONTROL VALVE
ASSEMBLY (MTB Series Only)
a. Disassembly (Foldout 17,B)
1. Place retarder control valve assembly 7 on a
clean work surface.
2. Remove bolts 46 and 48, and washers 45 and
47, that retain regulating valve assembly 24 to
the bottom of retarder valve body 17.
3. Separate the two valve bodies and remove gas-
ket 23, spring 22, and valve 21.
4. Remove bolts 42 and 44, and washers 41 and
43. Separate regulating valve body 27, gasket
26, and oil transfer plate 25.
5. Remove two bolts 40 and washers 39 that re-
tain cover 38 to valve body 27. Remove cover
38 and gasket 37. Do not remove orifice plug
32 unless part replacement is necessary.
6. Remove valve plug 36, springs 34 and 35, and
regulator valve 33.
6–15
 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
7. Remove plug 31, sealring 30, charging valve
29, and spring 28.
8. Remove four bolts 8 and washers 9 that retain
cover 10 to valve body 17. Remove cover 10
and gasket 11.
9. Remove piston 14, retarder valve 15, and
spring 16. Remove sealrings 12 and 13 from
piston 14.
10. Plugs 18, 19, and 20 may be removed if they
obstruct proper cleaning or if they are dam-
aged.
b. Assembly (Foldout 17,B)
1. If removed, apply sealant to plugs 18, 19, and
20, and install the plugs into valve body 17.
Tighten plug 18 to 16–20 lb ft (22–27 N·m),
plug 19 to 8–10 lb ft (11–14 N·m), and plug 20
to 36–48 lb inch (4.0–6 N·m).
2. Place valve body 17 on a clean work surface,
top side up. Install spring 16 and retarder valve
15 into the valve bore in valve body 17.
3. Install sealring 13, followed by sealring 12
6–8. OIL PUMP AND FRONT
(one on top of the other), into the sealring
groove in piston 14. Install the piston, sealring
end first, into cover 10.
a. Disassembly (Foldout 7,A)
4. Install four bolts 8 and washers 9 into cover 10.
Place gasket 11 onto cover 10.
5. Align and install the cover, gasket, and four
bolts and washers onto valve body 17. Tighten
the bolts to 48–84 lb inch (6–9 N·m).
6. Install spring 28, charging valve 29 (smaller
end first), sealring 30, and plug 31 into their
bore in regulating valve body 27. Tighten the
plug to 50–70 lb ft (68–95 N·m).
7. If governor orifice plug 32 was removed, in-
stall a new plug. Install the plug flush with or
below the surface of the valve body.
8. Install pressure regulator valve 33 (grooved
end first), springs 34 and 35, and valve plug 36
into their bore in regulating valve body 27.
9. Align the slot in valve body cover 38 with the
holes in the end of valve body 27. Install gas-
ket 37, cover 38, two 10 mm washers 39, and
two M10 x 1.5 x 35 bolts 40. Tighten the bolts
to 30–35 lb ft (39–48 N·m).
6–16 Copyright © 1996 General Motors Corp.
10. Place regulating valve body 27, bottom side
down, on a clean work surface. Align and in-
stall gasket 26 and oil transfer plate 25 on top
of body 27.
11. Install two M8 x 1.25 x 50 bolts 42 and two 8
mm washers 41. Install four M8 x 1.25 x 60
bolts 44 and four 8 mm washers 43. Tighten all
six bolts to 13–16 lb ft (18–22 N·m).
12. Position retarder valve body 17 on a clean
work surface so the retarder valve bore is ac-
cessible.
13. Insert regulator valve spring 22 into the open
end of regulator valve 21. Install the regulator
valve (closed end first) and valve spring into
the retarder valve bore in valve body 17.
14. Align and install gasket 23 and valve body as-
sembly 24 onto retarder valve body 17.
15. Install two M8 x 1.25 x 80 bolts 46 and two 8
mm washers 45. Install two M8 x 1.25 x 90
bolts 48 and two 8 mm washers 47. Tighten the
bolts to 13–16 lb ft (18–22 N·m).
SUPPORT ASSEMBLY
1. Place the oil pump and front support assembly
on a work table, support side upward.
2. Remove two butt-joint sealrings 32 from the
hub of front support 28 (Figure 6–24).
3. Remove oil pump sealring 2.
4. Remove roller bearing assembly 30 from the
bore of converter ground sleeve 27 only if re-
placement is necessary.
5. Remove twelve bolts 21 and two bolts 20 that
hold the oil pump and the front support to-
gether.
6. Separate front support assembly 22 from oil
pump body and gear assembly 4.
7. If parts replacement is necessary, install valve
pin remover J 24412-2 onto the head of the
converter pressure regulator valve guide pin
(Figure 6–25). Attach slide hammer J 6125-1
to the valve pin remover tool and remove guide
pin 23, valve spring 24, and regulator valve 25.
 REBUILD OF SUBASSEMBLIES
Remove the snaprings. For later models (Fig-
CONVERTER ure 6–27), tighten the compressor screws to re-
GROUND SLEEVE ROLLER BEARING
SEALRING (2) move all force from cross pins 18 and 19.
BOLT (2), 3/8-16 x 11/2 in.
Remove the cross pins.

9. Carefully loosen the screws on spring com-

BOLT (12), 5/16-18 x 13/4 in. pressor J 24459-A until it can be removed from
the front support. Remove valve stops 11 and
15, valve springs 12 and 16, main-pressure reg-
ulator valve 13, and lockup valve 17.
FRONT
SUPPORT
ASSEMBLY 10. For earlier models, if the orifice plug in main
LOCKUP VALVE regulator valve assembly 13 is loose, damaged,
SEALRING
CONVERTER PRESSURE or distorted, replace regulator valve assembly
REGULATOR VALVE
MAIN PRESSURE OIL PUMP 13. The regulator valve assembly used in later
REGULATOR VALVE ASSEMBLY
H00103.01
models does not contain an orifice plug.

Figure 6–24. Oil Pump and Front Support Assembly
WARNING!
The main-pressure regulator valve spring is un-
der approximately 65 lbs (290 kN) compression.
8. Attach the main-pressure regulator and lockup
spring compressor J 24459-A, and (for later
models) adapters J 24459-5, to front support
28 (Figures 6–26 and 6–27). For earlier models
(Figure 6–26), tighten the compressor screws
to remove all force from snaprings 10 and 14.
11. If ground sleeve 27 is damaged and support 28
is serviceable, press the sleeve out of the sup-
port. Mark the position of the lube passage in
the ground sleeve on the front support before
removal for correct installation of the new
sleeve. If movement is detected, the parts must
be replaced as an assembly.
12. If replacement of plug 29 is necessary, remove
the plug from the circumference of the support.
13. Remove oil pump gears 8 and 9 from oil pump
body 7.

SPRING

J 6125-1
J 24412-2
GUIDE

OIL PUMP AND FRONT

SUPPORT ASSEMBLY H00084.01

Figure 6–25. Removing Converter-Pressure Regulator Valve Guide Pin

Copyright © 1996 General Motors Corp. 6–17

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
MAIN REGULATOR VALVE
SNAPRING
J 24459-A
LOCKUP VALVE
H00086.01
Figure 6–26. Removing (Installing) Main-Pressure
Regulator Valve Spring Snapring — Earlier Models
J 24459-5 J 24459-A
FRONT
SUPPORT
CROSS
PIN H00085.01
Figure 6–27. Removing (Installing) Main-Pressure
Regulator Valve and Lockup Valve Retainer
Cross Pins — Later Models
14. If oil pump body 7 is damaged, replace oil
pump assembly 4.
15. Remove oil seal 3 from oil pump body 7.
16. If oil pump body 7 has bushing 6 installed and
the bushing is worn or damaged, remove the
bushing. For earlier models, remove the split
ring bushing by collapsing the ends of the
bushing inward. For later models, use remover
J 36376 to remove the solid ring bushing.
Models that have bearing 45 (Foldout 6) do not
require bushing 6 (Foldout 7,A).
17. Determine the serviceability of the sealring
grooves on the front support hub. Insert (do not
force) gauge J 29198-2 into the groove on the
front support hub. Rotate the gauge 360 de-
grees around the hub. If the gauge does not ro-
tate freely, the support is damaged and should
be repaired or replaced.
6–18 Copyright © 1996 General Motors Corp.
b. Rework of Front Support Sealring Grooves
(Foldout 7,A)
CAUTION:
Do not attempt this rework procedure unless ad-
equate machining facilities are available.
If the front support sealring grooves are determined to
be unserviceable in Paragraph 6–8a(17), rework the
sealring hub. Refer to Figure 6–28 for sleeve material
information, machining instructions, and installation
directions.
c. Assembly (Foldout 7,A)
1. If bushing 6 was removed, install a new bush-
ing. The bushing joint (splitline) must be
within the 10 to 12 o’clock position, as viewed
from the front of the oil pump body (Figure 6–
29). If pump body 7 has a 0.68 inch (17.3 mm)
deep gear pocket, use installer J 24474 and
handle J 8092 to install the bushing flush to
0.010 inch (0.25 mm) below the surface. If
pump body 7 has a 0.82 inch (20.8 mm) deep
gear pocket, use installer J 36376 and handle
J 8092 to install the bushing 0.035–0.045 inch
(0.89–1.14 mm) below the surface.
NOTE:
If an oil seal installer is not available, install the seal
(spring loaded lip first) into the seal bore of the oil
pump. On models with bushing 6, press the seal to
0.010–0.020 inch (0.25–0.51 mm) below the front
surface of the pump body. On models without bush-
ing 6, press the seal to 0.030–0.050 inch (0.76–1.27
mm) below the front surface of the pump body.
2. If oil seal 3 was removed from oil pump body
7, install a new seal. Place the oil pump body
on the work table, flat side down. Seat the oil
seal, with the spring-loaded lip facing away
from the tool, on installer J 24449-A (for
charging pumps with bushing 6) or J 26912-A
(for charging pumps without bushing 6). At-
tach driver handle J 24202-4 to the oil seal in-
staller. Drive the seal into the pump housing
(Figure 6–30). Remove the seal installer and
apply a high temperature seal lubricant such as
MIL–G–3545A to the ID of the oil seal.
 REBUILD OF SUBASSEMBLIES

NOTE: When mounted on DIA AS and NOTE: When mounted on DIA A features shall NOTE: Sleeve material specification: SAE 4100
SURFACE AZ features shall be within be within the total runout specified by B. series alloy tube, or 1141 and 1144, cold draw or
the total runout specified by BA. Must heat treated, RC20 min.
be clean and free from burrs.

0.030" (0.76 mm) 0.080" 0.925" (23.49 mm)

50° (2.03 mm) 0.915" (23.24 mm)
0.03" (0.76 mm)
0.01" (0.25 mm)
R 25° B 0.002 in. B 0.002 in. (0.05 mm)
(0.05 mm)
AZ OPTIONAL Break edges
ENLARGED 0.060" (1.52 mm) 0.01 in. (0.25 mm) MAX
VIEW R 2 PLACES
(2 x SIZE) 0.04" 10° 2 PLACES B 0.005 in.
(1.01 mm) (0.127 mm)
BA 0.005" (0.127 mm) 2 PLACES
DIA A
0.07" (1.77 mm) R MAX 2.740" (69.59 mm)
DIA
80 0.090" (2.28 mm) X 45°
To be machined so as to 2.677" (67.99 mm)
result in a 0.002-0.003 in. 2.667" (67.74 mm)
13.999" (355.57 mm)
DIA A (0.05-0.07 mm) interference DIA
13.996" (355.49 mm) 2.617" (66.47 mm)
DIA fit with sleeve 2.913" (73.99 mm)
2.613" (66.37 mm)
2.907" (73.83 mm)
AS 0.01" (0.25 mm) R DIA A DIA
MAX
0.325" (8.25 mm)
80
0.315" (8.00 mm)
0.260"
1.235" 0.020" (0.50 mm) R MAX
(6.60 mm)
(31.36 mm) 2 GROOVES
0.0980" (2.48 mm)
Max out-of-round to be 0.040" (1.01 mm) x 45°
0.0965" (2.45 mm)
0.006 in. (0.152 mm) TIR 2 PLACES
average of highest and 0.105" (2.66 mm)
0.095" (2.41 mm) SURFACE Z
lowest readings must 2 PLACES 35 POLISH
be within these limits
NOTE: SURFACE Z must be perpendicular with
AXIS BZ-BZ on respective assembly drawing
DIA AS within 0.0005 in. (0.0127 mm) total for
REF effective depth of groove and total
SURFACE
Z runout not to exceed 0.002 in. (0.127 mm).
A Installation: Heat the sleeve, press
AZ REF with installation tool to minimize risk
of damage
Z
BZ BZ
Semi circular ring gauge J 29198-2 must
rotate freely in grooves after assembly

0.785" (19.93 mm)

2 HOLES
A 3° 0.410"
NOTE: Must be clean and free from burrs. (10.41 mm)
Axis BZ-BZ established by DIA AS (ref) SECTION A-A
perpendicular to Surface AZ (ref) Surface Z
must be perpendicular with AXIS BZ-BZ 0.312" (7.92 mm) DIA THRU
within 0.0005 in. (0.0127 mm) total for SLEEVE AND ONE WALL OF SUPPORT
effective depth of groove and total runout not 2 HOLES
to exceed 0.005 in. (0.127 mm).

L00303.01

Figure 6–28. Rework of Front Support Sealring Grooves

Copyright © 1996 General Motors Corp. 6–19

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
3. Invert the oil pump body so that the flat side is
up. Install drive gear 9 and driven gear 8 into
the oil pump body. Place a straight edge across
the surface of the oil pump (Figure 6–31). In-
sert a thickness gauge between the straight edge
and the driven gear. Measurement can also be
J 24202-4
made with slide gauge tool J 26857. If the
clearance is not 0.001–0.003 inch (0.025–0.076 J 24449-A
(WITH BUSHING)
mm), selective driven gears are available. Re- J 26912-A
(WITHOUT BUSHING)
peat the above procedure (Figure 6–32) for
PUMP BODY
drive gear 9. If clearance is not 0.0012–0.0020
inch (0.030–0.051 mm), selective drive gears
are available. Refer to Table 6–1.

H00087
Bushing joint
to be within Figure 6–30. Installing Oil Seal Into Oil Pump Body
this angle
60°
STRAIGHT EDGE OIL PUMP BODY
Bushing must
withstand
600 lbs in
direction
shown

DIA A Y REF

Press flush
to 0.010 in.
below surface
NOTE: When mounted on DIA B and SURFACE Y DIA B
REF DRIVE GEAR
the total runout of DIA A to be within 0.002 in. L00304.01 THICKNESS
GAUGE DRIVEN GEAR
H00088

Figure 6–31. Checking Oil Pump Driven

Figure 6–29. Installing Bushing Into Oil Pump Gear Side Clearance

Table 6–1. Selective Oil Pump Gears

0.6850 Inch Pump Gears Part No. Gear Thickness
Drive Gear 23015391 0.6835–0.6840 inch (17.36–17.37 mm)
23015392 0.6840–0.6845 inch (17.37–17.39 mm)
23015393 0.6845–0.6850 inch (17.39–17.40 mm)
23015394 0.6850–0.6855 inch (17.40–17.41 mm)
Driven Gear 23015402 0.6835–0.6840 inch (17.36–17.37 mm)
23015404 0.6845–0.6850 inch (17.39–17.40 mm)

6–20 Copyright © 1996 General Motors Corp.

 REBUILD OF SUBASSEMBLIES
Table 6–1. Selective Oil Pump Gears (cont’d)
0.8200 Inch Pump Gears Part No. Gear Thickness
Drive Gear 23015397 0.8185–0.8190 inch (20.790–20.803 mm)
23015398 0.8190–0.8195 inch (20.803–20.815 mm)
23015399 0.8195–0.8200 inch (20.815–20.828 mm)
23015400 0.8200–0.8205 inch (20.828–20.841 mm)
Driven Gear 23016106 0.818–0.819 inch (20.777–20.803 mm)
23016107 0.819–0.820 inch (20.803–20.828 mm)

OIL PUMP BODY

STRAIGHT EDGE
PLUG
Press flush
to 0.010 in. (0.25 mm)
below counterbore
support assembly
THIS DISTANCE
CONVERTER
GROUND SLEEVE THIS DIAMETER
2.010"
(51.0 mm) 1.6255"–1.6245"
(41.29 mm–41.26 mm)
TIR 0.006"
(0.152 mm) 1.260" (32.00 mm)
TIR 0.002" 1.240" (31.50 mm)
(0.05 mm)
Bearing cage
must withstand
200 lb (91 Kg) load
60-100 in the direction
indicated

DRIVEN GEAR BEARING

6.005" (152.53 mm) THRUST BEARING
DRIVE GEAR 5.995" (152.27 mm) SURFACE A
THICKNESS GAUGE L00305.01
H00278

Figure 6–32. Checking Oil Pump Drive

Gear Side Clearance
4. If plug 29 was removed from support 28, re-
place it. Press the plug into the bore to the di-
mension shown in Figure 6–33.
NOTE:
If ground sleeve 27 was removed, measure the
sleeve and check the runout (Figure 6–33). If unable
to check runout, replace the ground sleeve with a
new assembly.
5. Support front support 28 in a press (8 ton
(7257 kg) minimum) with the pump face of the
front support facing up. Place ground sleeve 27
in the center bore and align the sleeve lube hole
with the mark on the support. Refer to Para-
graph 6–8a(11).
Figure 6–33. Ground Sleeve Bearing and
Sleeve Installation
6. Press the sleeve into the front support. The di-
mension from thrust bearing surface A to the
end of the sleeve (Figure 6–33) should measure
5.995–6.005 inch (152.27–152.53 mm).
7. Measure the runout of the sleeve at an area be-
low the splines. Runout should not exceed
0.006 inch (0.152 mm).
8. Machine the bearing bore of the sleeve (Figure
6–33) to a diameter of 1.6245–1.6255 inch
(41.26–41.29 mm) and a depth of 2.010 inch
(51.0 mm). Remove any metal chips and dirt
from the assembly.

Copyright © 1996 General Motors Corp. 6–21

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
NOTE:
When ground sleeve 27 is replaced, the converter
bearing assembly should also be replaced. For units
prior to S/N 2410204975, refer to Paragraph 6–3e
and the current Parts Catalog PC1316EN for re-
work of the converter pump hub to the “wide bear-
ing” configuration.
CAUTION:
Do not use a full complement needle bearing in
transmissions which use calibrations of 3000 rpm
and higher.
9. Place roller bearing 30 into ground sleeve 27,
with the numbered end of the bearing cup (the
outer bearing race) facing up. Using installer
J 24457 and driver handle J 8092 for the caged
needle bearing, or installer J 39362 and driver
handle J 8092 for the full complement needle
bearing, drive the bearing into the ground
sleeve (Figure 6–34). If the special tools are
not available, drive the bearing (numbered end
of bearing cage up) into the ground sleeve until
the bearing is 1.240–1.260 inch (31.50–32.00
mm) from the face of the hub (Figure 6–33).
When installed, the bearing must withstand a
200 lb (91 kg) load without moving.
J 8092
OIL PUMP AND J 24457
FRONT SUPPORT OR J 39362
ASSEMBLY
H00071
Figure 6–34. Installing Needle Bearing
Into Ground Sleeve
6–22 Copyright © 1996 General Motors Corp.
NOTE:
When replacing the main-pressure regulator valve
or the front support assembly, refer to the current
Parts Catalog PC1316EN for correct part selection.
The current main-pressure regulator valves cannot
be used with earlier front support assemblies, and
earlier valves cannot be used with current front
support assemblies.
10. Install main regulator valve 13 (smaller diame-
ter first) and lockup valve 17 (longer land first)
into their proper bores in support assembly 22.
11. For earlier models (Figure 6–26), install com-
pressor tool J 24459-A. Place snaprings 10 and
14, plate side up, onto the compressor tool
screws before compressing the springs. Com-
press springs 12 and 16 and install the
snaprings in their grooves. Remove the spring
compressor. Check that the plate sides of the
snaprings are facing upward in the grooves as
installed. For later models, install springs 12
and 16, and valve stops 11 and 15, into their
proper bores. Install main-pressure regulator
and lockup valve spring compressor J 24459-A
and adapters J 24459-5 on the front support
(Figure 6–27). Compress the springs and stops
to allow installation of cross pins 18 and 19.
12. If valve guide pin 23 was removed, replace it
with a new pin. Place the pin into valve guide
pin installer J 24458. Place spring 24 and con-
verter-pressure regulator valve 25 onto valve
guide pin 23. Install the valve guide pin and
components into the front support (Figure 6–
35). If valve pin installer J 24458 is not avail-
able, install the guide pin and components to
extend 1.16–1.20 inches (29.5–30.5 mm)
above the finished surface (Figure 6–36).
13. Place oil pump body and gear assembly 4 on
the work table, front side down. Align the bolt
holes in front support assembly 22 with those
in assembly 4. Install two 5⁄16-18 x 13⁄4 inch
bolts 21 approximately 180 degrees apart.
Tighten the bolts one or two threads.
14. Install centering band J 24461 around the oil
pump body and front support assembly (Figure
6–37). Install the remaining ten 5⁄16-18 x 13⁄4
inch bolts 21, and two 3⁄8-16 x 11⁄2 inch bolts 20.
 REBUILD OF SUBASSEMBLIES
15. Check the centering band to ensure a secure fit.
The splitline between the pump and the sup-
port must be perfectly smooth after bolt instal-
lation. Tighten the twelve 5⁄16-18 bolts to 17–
20 lb ft (23–27 N·m). Tighten the 3⁄8-16 bolts
to 36–43 lb ft (49–58 N·m). Remove centering
band J 24461 from oil pump and front support
assembly 1.
16. Lubricate sealring 2 with oil-soluble grease
and install it into the groove on the outer cir-
cumference of the oil pump body. Make sure
the sealring does not twist in its groove.
J 24458
REGULATOR VALVE
NOTE:
Do not install front support sealrings 32 onto the
support hub until final assembly of the transmis-
sion. Refer to Paragraph 4–6f and 7–4b.
6–9. FORWARD CLUTCH AND
TURBINE SHAFT
a. Disassembly (Foldout 7,B)
1. Remove sealring 1 from the end of shaft 5. Re-
move sealrings 4 from housing and shaft as-
sembly 3.
2. Remove snapring 25 that retains fourth clutch
driving hub 24 in forward clutch housing 6
(Figure 6–38). Remove the fourth clutch hub
and forward clutch hub 21 from the housing.

;
3. Remove thrust bearing race assembly 20 (the as-
sembly may adhere to either forward clutch hub
21 or forward clutch housing 6). Remove five in-

; ;
ternal-splined plates 23 and five external-tanged
plates 22 from the forward clutch housing.
4. Place the housing and shaft assembly in a press
OIL PUMP AND FRONT

;;;;
SUPPORT ASSEMBLY (Figure 6–39). Using compressor J 6438-01,
H00072.01
compress spring retainer 18 and remove re-
Figure 6–35. Converter-Pressure Regulator tainer snapring 19. Remove retainer 18, piston
Valve Installation return spring 17, and piston 16. Remove seal-
ring 15 from the piston and sealring 14 from
the housing. For transmissions modified with a
;; ;;
spring apply piston, remove the twenty-four
springs from the piston bores.
;

;;;;
;; ;
SUPPORT ASSEMBLY

VALVE GUIDE

SPRING
;

J 24461
;

VALVE

1.20 in. (30.5 mm)

1.16 in. (29.5 mm)

BOLT (12), 5/16-18 x 13/4 in.

BOLT (2), 3/8-16 x 11/2 in.
OIL PUMP ASSEMBLY
V03294
H00167.01

Figure 6–36. Installing Converter-Pressure Figure 6–37. Installing Oil Pump and Front
Regulator Valve Components Support Assembly Bolts

Copyright © 1996 General Motors Corp. 6–23

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
7. If the transmission is equipped with PTO gear
13, remove the gear by compressing snapring
12 (located within the gear) and pressing the
gear from the housing.
SNAPRING
8. To compress the snapring, locate the opening
FORWARD CLUTCH (missing spline) nearest the snapring gap. In-
HOUSING sert a small screwdriver into the opening and
press the snapring into its groove in the hous-
ing. Slip a piece of 3⁄32 x 0.020 x 3 inch (2.38 x
0.508 x 76 mm) shim stock between the
FOURTH CLUTCH HUB snapring and the inner ends of the gear splines.
Repeat the procedure at the other side of the
FORWARD CLUTCH HUB
snapring gap. Working at each missing spline
opening, insert strips of shim stock at approxi-
H00105.01
mately 3 inch (72 mm) increments. With all
Figure 6–38. Removing Fourth Clutch shims in place, position the assembly, shaft
Driving Hub Snapring downward, in a press. Support the PTO gear
and press the housing from the gear. Remove
the snapring.

9. Press turbine shaft 5 from housing 6 only if

replacement is necessary. Refer to Paragraph
4–5j for shaft inspection. To press the shaft
from the housing, place the assembly, shaft
downward, in a press. Support the assembly at
the front hub of the housing.

b. Rework of Rotating Sealring Bore,

J 6438-01 Forward Clutch (Foldout 7,B)

PISTON
CAUTION:
SPRING
• Do not attempt this rework procedure unless
adequate machining facilities are available.
SPRING • Do not attempt to salvage the fourth clutch
SNAPRING RETAINER
housing using this rework procedure.
FORWARD
CLUTCH
HOUSING H00106.01

Figure 6–39. Removing (or Installing) Forward
Clutch Spring Retainer
5. Do not remove balls 7 from housing and shaft
assembly 3 unless replacement is necessary. If
necessary, clear the bores of staked metal and
remove the balls.
6. On models after S/N 49489 remove retainer
pin 8, valve plug 9, valve spring 10, and valve
11 from the outer circumference of forward
clutch housing assembly 3.
1. Acceptable wear in the rotating sealring bore
of the forward clutch housing consists of nor-
mal polishing of the sealing surfaces by the
seals, and step wear no greater than 0.0005
inch (0.0127 mm).
2. If wear exceeds acceptable limits, rework the
forward clutch rotating sealring bore. Refer to
Figure 6–40 for sleeve material information,
machining instructions, and installation direc-
tions.

6–24 Copyright © 1996 General Motors Corp.

 REBUILD OF SUBASSEMBLIES

;;;
;;;
SURFACE
NOTE: When mounted on E
DIA C or DIA D, runout
of A must not exceed

;;;
0.005 in. (0.127 mm). Runout
of SURFACE E must not
exceed 0.004 in. (0.101 mm).

3.167" (80.44 mm)

3.166" (80.42 mm)
(DIA A) DIA DIA
3.059" (77.70 mm) C D

;; ;;;
Sleeve material specification: 3.049" (77.44 mm)
SAE 4100 series alloy steel REF.
tube, or 1141 and 1144, cold 0.030" (0.76 mm)
drawn or heat treated, RC20 Min. R
1.0625"
(26.987 mm)
D 0.005" (0.127 mm)
0.150"
0.651" (3.81 mm)
(16.54 mm)

;;;
15°

30° 0.187" (4.75 mm) DIA

2 HOLES
DIAMETRICALLY

;;;
;;
OPPOSITE
SLEEVE – 3x SCALE

SURFACE

Freeze sleeve in dry ice

E
60–120
approximately ten minutes 100

;;;
;;
prior to installation
30°
NOTE: No sleeve ID or OD dimension is
called out. Sleeve OD should be machined
so as to result in a 0.003 in. (0.076 mm) 2.9395" (74.663 mm)
press fit in housing bore A. Sleeve ID 2.9375" (74.613 mm) DIA DIA
must be machined after sleeve is installed (DIA B) C D
to dimension (DIA B).

;;;
0.16" (4.06 mm)
0.12" (3.05 mm)

Align the two 0.187 in. (4.75 mm) angled

holes with the angled feed passages
in housing. Press sleeve into bore
until bottoming on bore shoulder.

NOTE: When mounted on DIA C or DIA D:

Runout of SURFACE E must not exceed
0.004 in. (0.101 mm). Runout of SURFACE B
must not exceed 0.005 in. (0.127 mm).
V03295

Figure 6–40. Rework of Forward Clutch Rotating Sealring Bore

Copyright © 1996 General Motors Corp. 6–25

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
c. Assembly (Foldout 7,B) 8. Hold the fourth clutch driving hub firmly
against the snapring and, using forward clutch
1. If turbine shaft 5 was removed, press a new
clearance gauge J 26913, check the clearance
shaft to a firm seat against housing 6. A mini-
between the fourth clutch driving hub and the
mum of 250 lb (11.12 kN) press-out force is
internal-splined clutch plate. The correct for-
required to ensure a satisfactory fit. The total
ward clutch clearance is 0.079–0.130 inch
runout must be within 0.005 inch (0.127 mm).
(2.01–3.30 mm) for standard piston units (Fig-
2. On all models with the centrifugal valve provi- ure 6–41), and 0.005–0.096 inch (0.127–2.44
sion, inspect centrifugal valve parts 8, 9, 10, mm) for spring apply piston units. When the
and 11 for damage. If damaged, replace with clearance is correct, the first step of the gauge
new parts. The color code of any new part must fits between the hub and plate, and the second
be the same as the color code of the part re- step does not.
placed. Parts 9, 10, and 11 must be identically
coded. 9. If the clearance is excessive (the second step of
3. Install centrifugal valve 11 (conical end first) the gauge fits), replace the thinner clutch plates
into its bore in forward clutch housing 6. Place with new plates. If the clearance is still exces-
spring 10 inside the valve. Compress the spring sive after all ten plates and fourth clutch drive
with valve plug 9 and retain the spring and hub have been replaced, a thicker piston is re-
plug with retainer pin 8. quired. Refer to the current Parts Catalog
4. If check balls 7 were removed, replace them. PC1316EN for selection of a thicker piston.
Place each ball in its bore. Stake each bore at
10. If the clearance is insufficient (the first step of
three equally spaced places. Each bore is prop-
the gauge does not fit), a thinner piston is re-
erly staked when the ball has at least 0.040
quired. Refer to the current Parts Catalog
inch (1.02 mm) axial movement, and when the
PC1316EN for selection of a thinner piston.
ball is retained by the stakes when a 30 lb
(133 N) load is applied against the ball.
FOURTH CLUTCH
5. Before completing the assembly, establish the HUB
clutch clearance. To check clearance by direct
measurement follow Steps (6) through (10).
Check clearance here
Direct measurement must be used on transmis- 0.079 in.– 0.130 in. (10 PLATE)
CLUTCH
sions modified with a spring apply forward PLATES
(2.01 mm – 3.30 mm)
clutch piston. For other models, an alternate HOUSING
method is the stack dimension computation
outlined in Paragraph 6–23b.
6. Position clutch housing and shaft assembly 3
(shaft downward) on a work table. Lubricate
and install piston sealrings 14 and 15 into their
grooves in the hub of housing 6 and piston 16.
Make sure the sealring lips face toward the
fluid pressure side of the piston (Figure 6–41).
If the transmission has been modified to in-
clude a spring apply forward clutch piston, in-
PISTON
stall a spring into each of the twenty-four
machined bores of the piston. Install the piston
into the housing.
7. Alternately install five external-tanged plates SEALRINGS
30 LB LOAD
22 and five internal-splined plates 23, starting (133 N)
with an external-tanged plate. Install fourth
L00308
clutch driving hub 24 and retain it with
snapring 25. Figure 6–41. Measuring Forward Clutch Clearance

6–26 Copyright © 1996 General Motors Corp.

 REBUILD OF SUBASSEMBLIES
11. Remove snapring 25, fourth clutch driving hub
24, and the forward clutch plates.
CAUTION:
If either piston sealring 14 or 15 is installed in-
correctly, the forward clutch will not operate
properly.
12. Lubricate and install piston sealrings 14 and 15
into their grooves in the hub of housing 6 and
piston 16. Make sure the sealring lips face to-
ward the fluid pressure side of the piston (Fig-
ure 6–41). If the transmission has been
modified to include a spring apply forward
clutch piston, install a spring into each of the
twenty-four machined bores of the piston. In-
stall the piston into the housing.
13. Place clutch housing and shaft assembly 3 and
the assembled forward clutch piston on a press
bed (Figure 6–39). Install piston return spring
17 and spring retainer 18, and position
snapring 19 on the housing hub. Using com-
pressor J 6438-01, compress the spring retainer
sufficiently to install the snapring into its
groove in the housing hub.
CAUTION:
For earlier models, the use of oil-soluble grease to
retain bearing races and bearing assemblies is
very important. Failure to center bearing races
or assemblies before the forward clutch assembly
is installed (Paragraph 7–3q), can prevent proper
assembly. Extensive damage could result from
improper assembly.
14. Return the assembly to the work table and in-
stall thrust bearing race assembly 20 onto the
inside of forward clutch housing 6, lube relief
scallops down. For earlier models, install one
bearing race (outer lip first) onto the hub of the
forward clutch housing (Figure 6–42). Install
the other bearing race (flat side first) onto the
inner hub of forward clutch hub 21, and install
the bearing onto the race. Retain all bearing
components with oil-soluble grease.
15. Position clutch housing and shaft assembly 3
(shaft downward) on a work table. Place for-
ward clutch hub 21 (outer splines first) onto the
hub of forward clutch housing 6. Alternately
Copyright © 1996 General Motors Corp.
install five external-tanged plates 22 and five
internal-splined plates 23 (selected in Step (9)
or removed in Step (11)), starting with an ex-
ternal-tanged plate.
NOTE:
Excessive taper may cause snapring 25 to become
dislodged from the snapring groove. The difference
of thickness between the outside of the snapring and
the inside must not exceed 0.0015 inch (0.038 mm).
16. Install fourth clutch driving hub 24 and retain
it with snapring 25 (Figure 6–43). Install PTO
gear snapring 12 onto forward clutch housing
6. Install the PTO gear (chamfered ID first)
from the rear of the clutch housing. Slide the
gear onto the housing until the snapring en-
gages its mating groove in the gear.
17. Install thrust bearing race assembly 26 onto the
forward clutch hub, lube scallops up. For ear-
lier models, install one bearing race (flat side
first) and bearing onto the forward clutch hub
(Figure 6–43). Retain all bearing components
with oil-soluble grease.
18. Invert the assembly and install two sealrings 4
at the base of shaft 5 and one sealring 1 near
the end of the shaft (Figure 6–44). Retain the
sealrings with oil-soluble grease.
19. For earlier models, install the bearing race
(outer lip first) for thrust bearing 31 (Foldout
7,A) onto the hub of the forward clutch hous-
ing. Retain the race with oil-soluble grease.
BEARING
RACE
FORWARD CLUTCH
HOUSING
FORWARD
CLUTCH
HUB
BEARING
BEARING
RACE
H00107.01
Figure 6–42. Installing Bearing Into Forward Clutch
Hub (Earlier Models)
6–27
 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS

PTO GEAR J 24204-2

SNAPRING
FOURTH CLUTCH FOURTH CLUTCH
DRIVE HUB HOUSING ASSEMBLY
FORWARD CLUTCH
HUB

J 6438-01

BACKPLATE

BEARING
RACE
SPRING RETAINER
BEARING
H00108.01
SNAPRING
H00157.01
Figure 6–43. Installing Bearing Onto Forward
Clutch Hub (Earlier Models) Figure 6–45. Removing (or Installing) Fourth Clutch
Spring Retainer Snapring

SEALRING
2. Using compressor J 6438-01 and compressor base
J 24204-2, compress spring retainer 7 sufficiently
to allow removal of snapring 6 (Figure 6–45). Re-
move the snapring. Remove the spring retainer
BEARING
RACE and piston return spring 8, which is directly be-
neath the retainer. Remove snapring 2 that retains
backplate 3, and remove the backplate.
SEALRING (2)
3. Remove four internal-splined plates 4 and four
external-tanged plates 5, and fourth clutch pis-
ton 9 or 10. Remove sealring 11 from the piston
and sealring 12 from fourth clutch housing 13.
4. Remove check balls 14 from fourth clutch
housing 13 only if replacement is necessary. If
necessary, clear the bores of staked metal and
remove the balls.
5. Inspect the clutch housing inner sealring
FORWARD CLUTCH
HOUSING AND groove to determine if a step is present in the
SHAFT ASSEMBLY
H00109.01 top side of the groove (refer to SIL 33-TR-96).
If a step is detected, replace the housing as-
Figure 6–44. Installing Bearing Race Onto Forward sembly. Refer to the current Parts Catalog
Clutch Housing (Earlier Models) PC1316EN for the correct housing part num-
ber for your transmission.
6–10. FOURTH CLUTCH b. Assembly (Foldout 8,A)

a. Disassembly (Foldout 8,A) 1. If check balls 14 were removed, replace them.

1. If not previously removed, remove thrust bear-
ing race assembly 26 (Foldout 7,B) from the
front hub of fourth clutch housing 13 (Foldout
8,A). Remove bearing race 15 from the rear hub
of the clutch housing if not previously removed.
Place each ball in its bore. Stake each bore at
three equally spaced places. Each bore is prop-
erly staked when the ball has at least 0.040 inch
(1.02 mm) axial movement, and when the ball
is retained by the stakes when a 30 lb (133 N)
load is applied against the ball (Figure 6–46).

6–28 Copyright © 1996 General Motors Corp.

 REBUILD OF SUBASSEMBLIES
2. Before completing the assembly, establish the
clutch clearance. To check clearance by direct
measurement follow Steps (3) through (7). Al-
ternately, use the stack dimension computation
outlined in Paragraph 6–23c.
CAUTION:
If either piston sealring 11 or 12 is installed in-
correctly, the fourth clutch will not operate
properly.
9. For earlier models, install one bearing race
(outer lip first) for thrust bearing 26 (Foldout
7,B) onto the front hub of the fourth clutch
housing (Figure 6–47). Install one bearing race
(outer lip first) for thrust bearing 15 (Foldout
8,A) onto the rear hub of the clutch housing
(Figure 6–48). Retain all bearing components
with oil-soluble grease.

3. Position the fourth clutch housing, rear hub Check clearance here
FOURTH CLUTCH 0.064 in. – 0.125 in. (8 PLATES)
downward, on a work table. Lubricate and in- HOUSING (1.63 mm – 3.18 mm) BACKPLATE
stall piston sealrings 11 and 12 into their SNAPRING
grooves in the housing hub and piston. Make
sure the sealring lips face toward the fluid pres- PLATES (8)
PISTON
sure side of the piston (Figure 6–46).
4. Install piston 9 or 10 into the fourth clutch
housing (Figure 6–46). Alternately install four
external-tanged plates 5 and four internal-
splined plates 4, starting with an external-
tanged plate. Install backplate 3 and retain it
with snapring 2.
SEALRINGS
5. Using fourth clutch clearance gauge J 26917,
check the clearance between the backplate and 30 LB LOAD
(133 N) L00309
the first internal-splined plate. Correct fourth
clutch clearance is 0.064–0.125 inch (1.625–
3.175 mm). When clutch clearance is correct, Figure 6–46. Measuring Fourth Clutch Clearance
the first step of the gauge fits between the
backplate and the clutch plate, and the second
step does not.
6. If the clearance is excessive (the second step of
the gauge fits), replace the thinner clutch plates
with new plates. If the clearance is still exces- BEARING RACE
sive after all eight plates and the backplate
FOURTH CLUTCH
have been replaced, a thicker piston is re- HOUSING ASSEMBLY
quired. Refer to the current Parts Catalog
PC1316EN for selection of a thicker piston.
7. If the clearance is insufficient (the first step of
the gauge does not fit), a thinner piston is re-
quired. Refer to the current Parts Catalog
PC1316EN for selection of a thinner piston.
8. Install piston return spring 8 and spring re-
tainer 7. Using compressor J 6438-01 and H00158.01
compressor base J 24204-2, compress the
spring retainer (Figure 6–45). Install snapring Figure 6–47. Installing Bearing Race at Front of Fourth
6 to retain the spring retainer. Clutch (Earlier Models)

Copyright © 1996 General Motors Corp. 6–29

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
FOURTH CLUTCH
HOUSING ASSEMBLY
BEARING RACE
H00159.01
Figure 6–48. Installing Bearing Race at Rear of Fourth
Clutch (Earlier Models)
6–11. CENTER SUPPORT ASSEMBLY
a. Disassembly (Foldout 8,B)
1. Place center support assembly 13 upright on
the work table.
2. For later models, remove oil filter 24 and seal-
ring 23 from center support 16.
3. Remove third clutch piston 9 and second clutch
piston 19, with attached parts.
4. Remove inner sealrings 10 and 18 and outer
sealrings 11 and 17 from pistons 9 and 19.
5. If parts replacement is necessary, disassemble
the two piston assemblies. Cut the push-on
nuts to prevent damaging the piston projections
(Figure 6–49). Remove four push-on nuts 6 or
22, spring retainer ring 7 or 21, and twenty
springs 8 or 20 from each piston.
6. Remove two sealrings 12 from the hub of cen-
ter support assembly 13.
7. If bushing 14 in center support 16 is worn or
damaged, collapse the bushing inward at the
bushing splitline and remove.
8. Remove check ball 15 (freed by removing the
bushing) from the hub of the support.
6–30 Copyright © 1996 General Motors Corp.
SPRING RETAINER
EJECTOR
BOSS
SPRING (20)
CLUTCH PISTON PUSH-ON NUT
H00160.01
Figure 6–49. Removing Push-On Nuts
and Spring Retainer
9. Determine the serviceability of the sealring
grooves on the center support hub. Insert (do
not force) gauge J 29198-2 into the groove on
the center support hub. Rotate the gauge 360
degrees around the hub. If the gauge does not
rotate freely, the support is damaged and
should be repaired or replaced.
b. Rework Center Support Anchor Bolt Hole
(Foldout 8,B)
CAUTION:
Do not attempt this rework procedure unless ad-
equate machining facilities are available.
1. Starting with S/N 2410260655, a longer (3⁄8-16
x 3 inch) patch lock anchor bolt 54 (Foldout
10,A) and a chamfered washer 55 are used.
2. Using a drill press, locate the center support
against a square, flat surface.
3. Turn a 3⁄8-16 tap into the existing hole by hand.
Use a level and the shank of the tap to ensure
that the center support is square and level.
4. Refer to Figure 6–50 for machining instruc-
tions.
5. Remove any burr from the top of the bore be-
fore checking depth reading (Figure 6–50).
Clean all chips out of the center support.
;;;;
REBUILD OF SUBASSEMBLIES
c. Rework of Center Support for One Piece

;;;;
Thrust Bearing Race Assembly (Foldout 8,B)

1. Later models incorporate a one piece thrust

bearing race assembly 15 (Foldout 8,A). Cen-
ter supports prior to S/N 2410226363 require a

;;;;
rework to ensure correct fluid flow and proper
positioning of the bearing.

2. Secure the center support with the 0.156 inch

(3.96 mm) diameter lube hole on the sealring
side facing up (Figure 6–51).

;;;;
3. Using a number 15 (1⁄4 x 1 inch) or number 91
(1⁄4 x 3⁄4 inch) woodruff key cutter wheel or
equivalent, undercut the area to the front of the
lube hole 0.090 inch (2.29 mm) deep and 0.250
inch (6.35 mm) wide (Figure 6–51). Do not cut
a groove around the entire circumference of the
1.380" MIN hub. Cut only the area the length of the hole di-
(35.0 mm) ameter. Clean all chips out of the center sup-
port.
TAP DRILL 1.610 in. (40.89 mm) MAX DEEP
COUNTERDRILL 0.469 in. DIA (11.91 mm) x 4. With the black oxide race facing upward, make

;;;;
0.66–0.70 in. (16.76–17.78 mm) DEEP 0.376–16
UNC 2B MIN FULL THREAD DEPTH TO DIMENSION sure there is clearance around the widest lip of
SHOWN V03296 the race for fluid flow to bearing 15 and the
third clutch.
Figure 6–50. Rework of Center Support
Anchor Bolt Hole d. Rework of Non-Eccentric Center Support to
Eccentric Support (Foldout 8,B)

;;;;
30°
NOTE:
0.250 in.
(6.35 mm)
0.090 in. Transmissions S/N 2410260655 and later have an
(2.29 mm) NOM.
eccentric center support in which the bushing bore
is slightly offset from center. This provides im-
0.090 in.
(2.29 mm) proved shaft alignment at normal transmission op-
erating temperature. The center support in
transmissions prior to S/N 2410260655 may be re-
worked to provide the offset by machining the cen-
CENTER SUPPORT ter support OD and installing shim 29 under the
0.156 in. (3.96 mm) DIA support.
LUBE HOLE

NOTE: Do not cut groove around the entire circumference of CAUTION:

the hub, cut only the area the length of the hole diameter.
• This rework applies for non-eccentric center
support assemblies only. Do not rework an ec-
V03297
centric center support assembly.
• Do not attempt this rework unless adequate ma-
Figure 6–51. Rework of Center Support for One Piece
Thrust Bearing Race Assembly chining facilities are available.

Copyright © 1996 General Motors Corp. 6–31

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
1. Determine if the center support assembly is ec-
centric or non-eccentric (Figure 6–52).
2. Rework the center support anchor bolt hole if it
has not previously been reworked. Refer to
Paragraph 6–11b.
3. Collapse center support bushing 14 inward at
the bushing splitline and remove. Remove
ball 15.
9. Apply Dykem® orange paint #DXX323 or
equivalent to the reworked center support bolt
counterbore. The color will be visible from the
valve body mounting face, allowing identifica-
tion of a reworked support without complete
transmission disassembly.
10. The reworked support requires the installation
of shim 29 (P/N 23046695) during transmis-
sion reassembly. Refer to Paragraph 7–3n.

CAUTION: e. Assembly (Foldout 8,B)

Do not damage the center support bushing bore
with the chuck jaws.
4. Mount the center support in a lathe, using a
four-jaw chuck on the center support bushing
bore. Use a dial indicator to center the support
so that runout is no more than 0.002 inch
(0.05 mm).
5. Machine the OD of the support to 11.1145–
11.1175 inch (282.30–282.40 mm) (Figure
6–53).
1. If bushing 14 and check ball 15 were removed
from the center support, replace with new
parts.
2. Install the ball and bushing as illustrated in
Figure 6–54. Use installer J 24794 to press the
bushing into the center support. The bushing is
pre-bored and requires no reaming.
NOTE:

6. Machine a 10 degree chamfer on the front and If the pistons are not installed to the bottom of their
back edges of the OD (Figure 6–53). cavities during installation of push-on nuts 6 and 22,

;;
proper clutch clearance cannot be established.
7. Machine two grooves on the center support
OD. These grooves indicate that the support

;;
has been reworked for shim installation.
SEE VIEW A
8. Clean and remove all machining burrs and

;;
debris.
0.030–0.060"
(0.80–1.52 mm)
MEASUREMENT INSTRUCTIONS: 11.1145–11.1175"
(282.30–282.40 mm) 10°
DIM. B – Measured at bottom of
DIM. support (anchor bolt hole location) VIEW A
BOTH SIDES
A

;;
DIM. A – Measured directly
D
opposite DIM. B location

;
R
NON-ECCENTRIC SUPPORT:
DIM. B = DIM. A ± 0.002 in. (0.05 mm)
0.030"
0.030" (0.80 mm)
DIM. (0.080 mm)
B ECCENTRIC SUPPORT: VIEW B
2 IDENT. GROOVES
DIM. B – DIM. A = 0.015 ± 0.002 in. 0.75" (19.0 mm)
(0.38 ± 0.05 mm) BOTH SIDES
V03298
SEE VIEW B V03299

Figure 6–52. Identification of Center Figure 6–53. Rework of Center Support to

Support — Eccentric vs. Non-Eccentric Eccentric Configuration

6–32 Copyright © 1996 General Motors Corp.

 REBUILD OF SUBASSEMBLIES
3. Temporarily place third clutch piston 9 in the
front piston cavity of center support assembly
13. Install springs 8 into the pockets of the pis-
ton. Align spring retainer 7 on the four ejector-
pin bosses of the piston. Compress the springs
by forcing the retainer into the recess at the
outer edge of the center support. Install four
new push-on nuts 6 (Figure 6–55) on the ejec-
tor pins of the piston, using lock ring installer
J 24453. Remove the piston from the center
support.
4. Repeat the procedure in Step (3) to assemble
second clutch piston components 19 through
22 into the rear cavity of center support assem-
bly 13.
NOTE:
The lips of both the inner and outer sealrings must
face the piston cavities of the center support.
5. Install inner sealrings 10 and 18, and outer
sealrings 11 and 17, onto pistons 9 and 19. Re-
tain the sealrings with oil-soluble grease.
Notch must be
within this area
20° BALL
10°
SECTION
A CENTER
SUPPORT
NOTCH
16°
D X-
D
BUSHING
A SECTION
Press bushing flush
with, to 0.010 in. (0.25 mm)
below this surface
NOTE: After assembly, bushing must withstand
500 lb (2224 N) end load in direction of arrow X.
Figure 6–54. Center Support Bushing Installation
Copyright © 1996 General Motors Corp.
6. Inspect the piston cavities in center support as-
sembly 16 for any obstruction or foreign mate-
rial. Install piston 19 into the rear of the center
support, engaging the lug on the piston with
the recess in the support. Leave the assembled
third clutch piston out of the center support un-
til final installation of the center support as-
sembly in Paragraph 7–3n.
7. If oil filter 24 and sealring 23 were removed,
install the new filter, closed end of the cone
first, and sealring into the center support. The
sealring on the filter must seat against the
shoulder in the support. Center supports with-
out a fourth clutch filter can be reworked to in-
clude the filter with counterbore cutter
J 29032.
NOTE:
Do not install center support sealrings 12 (Foldout
8,B) onto the support hub until final assembly of the
transmission. Refer to Paragraph 4–6f and 7–3n.
NOTE:
• For MT 640, 643 proceed to Paragraph 6–13.
• For MTB 643, proceed to Paragraph 6–14.
D-D
THIRD CLUTCH
RETAINER PISTON
RING
J 24453
A-A
EJECTOR BOSS CENTER SUPPORT
L00319 H00073.01
Figure 6–55. Installing Retainer Ring and Push-On Nuts
6–33
 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
6–12. GEAR UNIT AND MAIN SHAFT
ASSEMBLY (MT(B) 650, 653)
a. Disassembly (Foldout 9,B)
1. Remove thrust washers 1 and 47 at each end of
the gear unit assembly (Figure 6–56).
2. Remove front sun gear 2 (Figure 6–57). Re-
move thrust washer 3 from the gear (or from
center sun gear shaft assembly 23).
3. Lift off front planetary carrier assembly 4 (Fig-
ure 6–58). Remove thrust washer 12 from the
assembly (or from center planetary carrier as-
sembly 15). Refer to Paragraph 6–24 for re-
build of the front planetary assembly.
NOTE:
Bearing assembly 28 and bearing race 29 may come
out when center sun gear shaft assembly 23 is re-
moved.

4. Remove center sun gear shaft assembly 23 (Fig-

THRUST WASHER
(FRONT) ure 6–59). If parts replacement is necessary, re-
move bushings 26 and spring pins 24 from shaft
assembly 23. Using a small punch inserted
through the swaging hole, collapse front bush-
ing 26 and remove. Collapse rear bushing 26 us-
ing a small chisel inserted between the shaft and
the bushing OD. Be careful not to damage the
shaft ID during bushing removal.
THRUST WASHER
(REAR) CENTER SUN GEAR 5. Remove bearing assembly 28 and bearing race
GEAR UNIT AND SHAFT ASSEMBLY 29, if not previously removed.
MAIN SHAFT ASSEMBLY
H00161.01
6. Remove snapring 13 that retains front plane-
Figure 6–56. Removing (or Installing) Gear Unit Rear tary ring gear 14 (Figure 6–60). Remove the
Thrust Washer — MT 650, 653 ring gear from planetary connecting drum 30.

FRONT SUN GEAR THRUST WASHER

THRUST WASHER

SUN GEAR
SHAFT ASSEMBLY FRONT PLANETARY BUSHING
CARRIER ASSEMBLY

CENTER PLANETARY
CARRIER ASSEMBLY

H00162
H00163

Figure 6–57. Removing (or Installing) Front Figure 6–58. Removing (or Installing) Front Planetary
Planetary Sun Gear Carrier Assembly

6–34 Copyright © 1996 General Motors Corp.

 REBUILD OF SUBASSEMBLIES
7. Lift out center planetary carrier assembly 15
(Figure 6–60). Refer to Paragraph 6–24 for re-
build of the center planetary carrier assembly.

8. Remove main shaft 35, and its attached parts

from planetary connecting drum 30 (Figure
SUN GEAR 6–61).
SHAFT ASSEMBLY
9. Remove spiral snapring 37 that retains rear
planetary sun gear 36 on main shaft 35 (Figure
SPRING PIN
6–62). Remove the main shaft. Remove orifice
plug 34 from the main shaft only if replace-
ment is necessary. Refer to Paragraph 4–5j for
shaft inspection.

10. Remove snapring 31. Remove rear planetary

H00164
sun gear 36 from center planetary ring gear 32.
Figure 6–59. Removing (or Installing) Center
11. Remove snapring 46 that retains rear planetary
Sun Gear Shaft Assembly
carrier assembly 38 or 48 in planetary connect-
ing drum 30 (Figure 6–63). Lift the carrier as-
sembly out of the drum. Remove needle
bearing assembly 39 or 49. Refer to Paragraph
6–24 for rebuild of the rear planetary carrier
assembly.

NOTE:
Needle bearing assembly 39 or 49 may not easily
FRONT come out of the rear planetary carrier assembly. In
PLANETARY
RING GEAR most cases, it can be removed by careful manipula-
tion after rotating the planetary pinions to allow the
bearing race to tilt.
SNAPRING

REAR PLANETARY CARRIER ASSEMBLY

MAIN SHAFT

PLANETARY
CONNECTING DRUM CENTER PLANETARY
CARRIER ASSEMBLY PLANETARY CENTER PLANETARY
H00165 CONNECTING DRUM RING GEAR
H00166

Figure 6–60. Removing (or Installing) Front Planetary

Ring Gear Snapring Figure 6–61. Removing (or Installing) Main Shaft

Copyright © 1996 General Motors Corp. 6–35

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
27. Index the bushing so that the split is 45 de-
SNAPRING grees from the swaging hole in the shaft (Fig-
ure 6–64).

NOTE:
• Use a minimum of 600 lb (2.669 kN) assembly force
on bushing installer.
• Be careful not to damage the bushing ID coating
MAIN SHAFT
REAR SUN GEAR during installation.
CENTER RING GEAR
H00149
3. Using the short end of bushing installer tool
Figure 6–62. Removing (or Installing) Main Shaft J 41406 (Figure 6–65), press new front bushing
Spiral Snapring 26 into the small OD end of shaft 27 until it is
0.410 inch (10.41 mm) below the end surface
(Figure 6–64).
4. Using the long end of tool J 41406 (Figure 6–
66), press new rear bushing 26 into the large
OD end of shaft 27 until it is 0.660 inch (16.76
mm) below the end surface (Figure 6–64).
REAR PLANETARY
CARRIER ASSEMBLY 5. Using swaging tool J 28446-A, swage both
bushings into holes in the sun gear shaft (Fig-
SNAPRING
ure 6–67). Make sure to use the collar when
swaging the forward bushing to prevent dam-
age to the shaft.
6. Check the ID of bushings for runout. TIR must
PLANETARY
CONNECTING not exceed 0.002 inch (0.05 mm). Surface finish
DRUM should be 30 microinches (0.762 micrometer).
7. If spring pins 24 (Foldout 9,B) were removed
H00150
from shaft 27, install new pins. For each pin,
Figure 6–63. Removing (or Installing) Rear align the split so that it is approximately 90 de-
Planetary Snapring grees to the axis of the shaft. Press the pin into
b. Installing Replacement Sun Gear Shaft the shaft until it is flush to 0.010 inch (0.25
Bushings (Foldout 9,B) mm) below the top of the gear tooth.

c. Assembly (Foldout 9,B)

NOTE:
Use pre-bored sun gear shaft bushings when replac-
ing bushings 26 at overhaul. Do not use the former
installation tool J 24468 for this procedure.
NOTE:
Visually and manually inspect all carrier assem-
blies. Refer to Paragraph 6–24a.

1. If bushings 26 were removed, install new bush-

ings after inspecting center sun gear shaft 27.
Identify the rear swaging hole with a marker on
the end of the shaft prior to bushing installation.
2. For each bushing 26, apply Loctite® Sleeve
Retainer 601 (or equivalent) to the bushing
OD. Position the bushing at the bore of shaft
1. If lubrication orifice plug 34 was removed
from main shaft 35, install a new plug. Using
installer J 24369, install the plug, small-ori-
ficed end first, into the front of the main shaft.
Press the plug into the shaft until the front of
the plug is recessed 0.140–0.180 inch (3.56–
4.57 mm) below the front end of the shaft.

6–36 Copyright © 1996 General Motors Corp.

 REBUILD OF SUBASSEMBLIES

TWO BUSHINGS – Press to

dimension shown
using tool J 41406

DIA A

600 LBS 600 LBS

(2669 N) (2669 N)
1.5640* 1.5640*
1.5677 1.5677

B.006 B.006

0.410 in. (10.41 mm) 0.660 in. (16.76 mm)

• When mounted on DIA A features shall

be within the total runout specified by Swage bushings into holes
B prior to bushing installation using tool J 28446-A

• Bushing split must be more than 45°

from the swaging hole (2 places)

• Each bushing must withstand the

specified load in the indicated
*Bushing is pre-sized to give
1.5640-1.5677 in. DIA after assembly
direction

V03300

Figure 6–64. Sun Gear Shaft Bushing Replacement Diagram

LONG
STEP
SHORT J 41406
STEP J 41406
SUN GEAR SHAFT

SUN GEAR SHAFT

H00075.01
H00074.01

Figure 6–66. Installing Sun Gear Shaft

Figure 6–65. Installing Sun Gear Shaft Front Bushing Rear Bushing

Copyright © 1996 General Motors Corp. 6–37

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
2. Install needle bearing assembly 39 or 49. If the
assembly does not install easily on rear plane-
tary carrier assembly 38 or 48, rotate the plane-
tary pinions to allow the bearing race to tilt and
carefully manipulate the assembly.
3. Position planetary connecting drum 30, front
(long internal-splines) downward (Figure 6–
63). Install rear planetary carrier assembly 38
or 48. Install snapring 46 that retains the car-
rier assembly in the drum.
4. Install rear planetary sun gear 36 into the rear
of center planetary ring gear 32. Retain the sun
gear with snapring 31.
5. Install main shaft 35 into the front of rear plan-
etary sun gear 36 (Figure 6–62). Retain the
main shaft in the sun gear by installing spiral
snapring 37 into the groove in the main shaft.
10. Coat thrust washer 12 with oil-soluble grease
6. Install the main shaft, and its attached parts,
into the planetary connecting drum (Figure 6–
61). The rear sun gear must seat against the
needle bearing in the rear planetary carrier.
11. Coat thrust washer 3 with oil-soluble grease
SWAGING TOOL
J 28446-1
COLLAR
J 28446-2
7. Position the assembled components so that the
hub of the rear planetary carrier assembly is
downward (Figure 6–68). Install needle bear-
ing race 29, inner lip upward, onto the front of
rear planetary sun gear 36. Retain the race with
oil-soluble grease. Install needle bearing as-
sembly 28, coated with oil-soluble grease, onto
the bearing race.
8. Install center planetary carrier assembly 15
(pinions first) into center planetary ring gear
32 and planetary connecting drum 30 (Figure
6–60). Install front planetary ring gear 14,
outer splines first. Retain the ring gear with
snapring 13.
9. Install center sun gear shaft assembly 23,
larger diameter first (Figure 6–59). The shaft
must seat on needle bearing assembly 28 and
race 29.
and install it onto the rear hub of front plane-
tary carrier assembly 4 (Figure 6–58). Install
the carrier assembly.
and install it onto the rear hub of front plane-
tary sun gear 2 (Figure 6–57). Install the sun
gear onto center sun gear shaft assembly 23,
external splines up, so that the missing inter-
nal-spline locations of the sun gear index with
the spring pins in the center sun gear shaft as-
sembly.

REAR PLANETARY
SUN GEAR

SUN GEAR
SHAFT ASSEMBLY

BEARING RACE NEEDLE

BEARING ASSEMBLY

H00151
L00773

Figure 6–68. Installing Center Sun Gear Rear

Figure 6–67. Sun Gear Shaft and Swaging Tool Bearing Assembly

6–38 Copyright © 1996 General Motors Corp.

 REBUILD OF SUBASSEMBLIES
12. Coat both front and rear thrust washers 1 and
47 with oil-soluble grease, and install them
onto the assembled gear unit (Figure 6–56).
NOTE:
• For MT 650, 653 proceed to Paragraph 6–15.
• For MTB 653, proceed to Paragraph 6–18.
6–13. GEAR UNIT AND MAIN SHAFT
ASSEMBLY (MT 640, 643)
NOTE:
Because of the similarity of the MT 640, 643 and
MT 650, 653 gear units, the majority of the rebuild
procedures are identical. When applicable, proce-
dures in Paragraph 6–12 will be referenced.
a. Disassembly (Foldout 9,A)
1. Remove thrust washer 1 from the front of the
gear unit (Figure 6–56).
2. Remove front sun gear 2 (Figure 6–57). Re-
move thrust washer 3 from the gear (or from
center sun gear shaft assembly 23).
3. Lift off front planetary carrier assembly 4 (Fig-
ure 6–58). Remove thrust washer 12 from the
assembly (or from center planetary carrier as-
sembly 15). Refer to Paragraph 6–24 for re-
build of the front planetary carrier assembly.
NOTE:
Bearing assembly 28 and bearing race 29 may come
out when sun gear shaft assembly 23 is removed.
4. Remove center sun gear shaft assembly 23
(Figure 6–59). If parts replacement is neces-
sary, remove spring pins 24 from shaft assem-
bly 23. Using a small punch inserted through
the swaging hole, collapse forward bushing 26
and remove. Collapse rear bushing 26 using a
small chisel inserted between the shaft and the
b. Assembly (Foldout 9,A)
bushing OD. Be careful not to damage the
shaft ID during bushing removal. Refer to
Paragraph 6–12b for rebuild instructions.
Copyright © 1996 General Motors Corp.
5. Remove bearing assembly 28 and bearing race
29, if not previously removed.
6. Remove snapring 13 that retains front planetary
ring gear 14 (Figure 6–60). Remove the ring
gear from the planetary connecting drum 30.
7. Lift out center planetary carrier assembly 15
(Figure 6–60). Refer to Paragraph 6–24 for re-
building the center planetary carrier assembly.
8. Remove main shaft 35, and its attached parts,
from planetary connecting drum 30 (Figure
6–61).
9. Remove thrust washer 36 from main shaft 35
(or from the front of shaft 54).
10. Remove spiral snapring 38 that retains rear
planetary sun gear 37 on main shaft 35 (Fig-
ure 6–62). Remove the main shaft. Remove
orifice plug 34 from shaft 35 only if replace-
ment is necessary. Refer to Paragraph 4–5j for
shaft inspection.
11. Remove snapring 31 from rear planetary sun
gear 37. Remove gear 37 from center planetary
ring gear 32.
12. Position the remaining components so that
planetary connecting drum 30 is downward.
Remove snapring 48 that retains rear planetary
carrier assembly 40 (Figure 6–63). Lift the car-
rier assembly and output shaft assembly 50 out
of the drum.
13. Tap output shaft assembly 50 forward (toward
carrier assembly 40) until ball bearing 49 is
lightly pinched between spring pin 53 and car-
rier assembly 40.
14. Working through the front of carrier assembly
40, remove snapring 39. Tap the shaft assem-
bly rearward and remove it from the carrier as-
sembly. Refer to Paragraph 6–24 for rebuild of
the rear planetary carrier assembly.
15. Press shaft assembly 50 from ball bearing 49.
16. Remove spring pin 53, needle roller bearing or
bushing 51, and cup plug 52 from shaft 54 only
if parts replacement is necessary.
1. If cup plug 52 was removed from shaft 54, in-
stall a new plug. Place the plug on the end of
6–39
 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
installer J 24369. Install the plug into the out-
put shaft just below the chamfer. Refer to Fig-
ure 6–69.
NOTE:
Output shaft bushing 51 replaces the needle bearing
used on earlier models.
2. If bearing or bushing 51 was removed from
shaft 54, install a new bushing using installer
J 24451 and drive handle J 8092. Install the
bushing into the output shaft 0.370 inch
(9.40 mm) below the face of the shaft (Fig-
ure 6–70).
3. If spring pin 53 was removed from shaft 54, in-
stall a new pin. Press the pin into the shaft until
it protrudes 0.066–0.076 inch (1.68–1.93 mm)
above the shaft surface.
J 24369
CUP PLUG
OUTPUT SHAFT
H00076.01
Figure 6–69. Installing Orifice Plug Into
Output Shaft — MT 650, 653
6–40 Copyright © 1996 General Motors Corp.
4. If lubrication orifice plug 34 was removed
from main shaft 35, install a new plug. Use in-
staller J 24369 and install the new orifice plug
into the main shaft. If the installer is not
available, press the plug into the shaft until it
is recessed 0.140–0.180 inch (3.56–4.57 mm)
below the front end of the shaft.
5. Install ball bearing 49 onto the front of output
shaft assembly 50. Position the bearing against
spring pin 53.
6. Install shaft assembly 50 and bearing 49 (front
end first) into the rear of rear planetary carrier
assembly 40. Tap the shaft until bearing 49
contacts the rear hub of the carrier.
7. Install snapring 39 to retain the shaft. Press the
shaft rearward until the snapring is seated
firmly in the counterbore of the carrier.
8. Position planetary connecting drum 30, long
internal splines downward, and install rear
planetary carrier assembly 40 and output shaft
50. Install snapring 48 that retains the rear
planetary carrier assembly (Figure 6–63).
J 8092
J 24451
OUTPUT SHAFT
H00077.01
Figure 6–70. Installing Bushing Into Output
Shaft — MT 640, 643
 REBUILD OF SUBASSEMBLIES
9. Install rear planetary sun gear 37 into the rear
of center planetary ring gear 32. Retain the sun
gear with snapring 31.
10. Install main shaft assembly 33 (rear first) into
the front of rear planetary sun gear 37. Retain
the shaft assembly by installing spiral snapring
38 (Figure 6–62).
11. Coat thrust washer 36 with oil-soluble grease
and install it onto the rear of main shaft 35.
12. Install main shaft 35, and its attached parts,
into planetary connecting drum 30 (Figure 6–
61). The main shaft must seat against the thrust
washer that seats against the output shaft.
13. Coat bearing race 29 and needle bearing as-
sembly 28 with oil-soluble grease (Figure 6–
68). Install the race, inner lip upward. Install
the needle bearing assembly onto the race.
14. Install center planetary carrier assembly 15
(pinions first) into center planetary ring gear
32 and planetary connecting drum 30 (Figure
6–60). Install front planetary ring gear 14,
outer splines first. Retain the ring gear with
snapring 13.
15. Install center sun gear shaft assembly 23,
larger diameter first (Figure 6–59). The shaft
must seat on the needle bearing assembly in-
stalled in Step (13).
16. Coat thrust washer 12 with oil-soluble grease
and install it onto the rear hub of front plane-
tary carrier assembly 10 (Figure 6–58). Install
the carrier assembly.
17. Coat thrust washer 3 with oil-soluble grease
and install it onto the rear of front sun gear 2
(Figure 6–57). Install the front sun gear, index-
ing the cutout splines with the spring pins in
the center sun gear shaft assembly.
18. Coat front thrust washer 1 with oil-soluble
grease and install it onto center sun gear shaft
27 (Figure 6–56).
NOTE:
For MT 640, 643 proceed to Paragraph 6–17.
Copyright © 1996 General Motors Corp.
6–14. GEAR UNIT AND MAIN SHAFT
ASSEMBLY (MTB 643)
NOTE:
Because of the similarity of the MTB 643 and
MT(B) 650, 653 gear units, the majority of the re-
build procedures are identical. When applicable,
procedures in Paragraph 6–12 will be referenced.
a. Disassembly (Foldout 9,A)
1. Remove thrust washer 1 from the front of the
gear unit (Figure 6–56).
2. Remove front sun gear 2 (Figure 6–57). Re-
move thrust washer 3 from the gear (or from
center sun gear shaft assembly 23).
3. Lift off front planetary carrier assembly 4 (Fig-
ure 6–58). Remove thrust washer 12 from the
assembly (or from center planetary carrier as-
sembly 15). Refer to Paragraph 6–24 for re-
build of the front planetary carrier assembly.
NOTE:
Bearing assembly 28 and bearing race 29 may come
out when center sun gear shaft assembly 23 is re-
moved.
4. Remove center sun gear shaft assembly 23
(Figure 6–59). If parts replacement is neces-
sary, remove bushings 26 and spring pins 24
from shaft 23. Refer to Paragraph 6–12b for re-
build instructions.
5. Remove bearing assembly 28 and bearing race
29, if not previously removed.
6. Remove snapring 13 that retains front plane-
tary ring gear 14 (Figure 6–60). Remove the
ring gear from planetary connecting drum 30.
7. Lift out center planetary carrier assembly 15
(Figure 6–60). Refer to Paragraph 6–24 for re-
building the center planetary carrier assembly.
8. Remove main shaft 35, and its attached parts,
from planetary connecting drum 30 (Figure
6–61).
9. Remove thrust washer 36 from main shaft 35
(or from the front of shaft 54).
6–41
 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
10. Remove spiral snapring 38 that retains rear
planetary sun gear 37 on main shaft 35 (Fig-
ure 6–62). Remove the main shaft. Remove
orifice plug 34 from shaft 35 only if replace-
ment is necessary. Refer to Paragraph 4–5j for
shaft inspection.
11. Remove snapring 31 from rear planetary sun
gear 37. Remove gear 37 from center planetary
ring gear 32.
12. Position the remaining components so that
planetary connecting drum 30 is downward.
Remove snapring 48 that retains rear planetary
carrier assembly 40 (Figure 6–63). Lift the car-
rier assembly and output shaft assembly 50 out
of the drum.
13. Remove needle roller bearing assembly 47
from the front of rear planetary carrier assem-
bly 40.
b. Assembly (Foldout 9,A)
1. If lubrication orifice plug 34 was removed
from main shaft 35, install a new one. Use in-
staller J 24369 and install the new orifice plug
into the main shaft. If the installer is not avail-
able, press the plug into the shaft until it is re-
cessed 0.140–0.180 inch (3.56–4.57 mm) be-
low the front end of the shaft.
2. Position planetary connecting drum 30, long
internal splines downward, and install rear
planetary carrier assembly 40. Install snapring
48 that retains the rear planetary carrier assem-
bly (Figure 6–63).
3. Rotate the assembly so that the connecting
drum is up. Coat needle roller bearing assem-
bly 47 with oil-soluble grease. Install the bear-
ing assembly (inner lip downward) onto the
hub of rear planetary carrier assembly 40.
4. Install rear planetary sun gear 37 into the rear
of center planetary ring gear 32. Retain the sun
gear with snapring 31.
5. Install main shaft assembly 33 (rear first) into
the front of rear planetary sun gear 37. Retain
the shaft assembly by installing spiral snapring
38 (Figure 6–62).
6. Coat thrust washer 36 with oil-soluble grease
and install it onto the rear of main shaft 35.
6–42 Copyright © 1996 General Motors Corp.
7. Install main shaft 35, and its attached parts,
into planetary connecting drum 30. (Figure 6–
61). Rear planetary sun gear 37 must seat
against needle roller bearing 49 installed on the
hub of rear planetary carrier assembly 40.
8. Coat bearing race 29 and needle bearing as-
sembly 28 with oil-soluble grease (Figure 6–
68). Install the race, inner lip upward. Install
the needle bearing assembly onto the race.
9. Install center planetary carrier assembly 15,
pinions first, into center planetary ring gear 32
and planetary connecting drum 30 (Figure 6–
60). Install the front planetary ring gear 14,
outer splines first. Retain the ring gear with
snapring 13.
10. Install center sun gear shaft assembly 23,
larger diameter first (Figure 6–59). The shaft
must seat on the needle bearing assembly in-
stalled in Step (8).
11. Coat thrust washer 12 with oil-soluble grease
and install it onto the rear hub of front plane-
tary carrier assembly 10 (Figure 6–58). Install
the carrier assembly.
12. Coat thrust washer 3 with oil-soluble grease
and install it onto the rear of front sun gear 2
(Figure 6–57). Install the front sun gear, index-
ing the cutout splines with the spring pins in
the center sun gear shaft assembly.
13. Coat front thrust washer 1 with oil-soluble
grease and install it onto center sun gear shaft
27 (Figure 6–56).
NOTE:
For MTB 643, proceed to Paragraph 6–18.
6–15. OUTPUT SHAFT (MT 650, 653)
a. Disassembly (Foldout 12,B)
NOTE:
• For models with a press-fit governor drive gear, use
Steps (1) through (4) and Step (6).
• For earlier models with a loose-fit governor drive
gear use Steps (5) and (6).
 REBUILD OF SUBASSEMBLIES
1. If output shaft assembly 1 has a press-fit gover-
nor drive gear 8, place the assembly on a press,
small end of shaft upward.

2. Install remover J 22912-01 so the flat sides of

the puller plates make contact with the forward J 8092
edge of the teeth of governor drive gear 8.
J 34015 (CURRENT)
J 24451 (EARLIER)
3. Force the shaft down with the press until spring
BUSHING
pin 5 clears the slot of gear 8. Remove gear 8,
speedometer drive gear 9 or 10, and spacer 11
(used with gear 9).
OUTPUT SHAFT
4. Remove spring pin 5 and roller bearing 7 (ear-
lier models, ball bearing 6) from output shaft 4,
using remover J 22912-01 if necessary.

5. If output shaft assembly 1 does not have a

press-fit governor drive gear 8, remove spring
pin 5 from output shaft 4. Press roller bearing 7
(earlier models, ball bearing 6) from the shaft,
using remover J 22912-01 if necessary.

6. For all models, remove output shaft bushing 2

(earlier models, needle bearing 2) and cup plug
3 only if replacement is necessary.
b. Assembly (Foldout 12,B)
1. If cup plug 3 was removed from shaft 4, install
a new plug. Place the plug on the end of in-
staller J 24369. Install the plug into the output
shaft (Figure 6–69). The plug is installed cor-
rectly when it is below the chamfer on the
bore.
2. If bushing 2 (earlier models, needle bearing 2)
was removed from shaft 4, install a new bush-
ing using installer J 34015 or J 24451 and
driver handle J 8092. Install the bushing into
the output shaft to a depth of 0.370 inch (9.40
mm) (Figure 6–71).
3. Place output shaft 4 on a press, small end
downward.
4. Place roller bearing 7 (earlier models, ball
bearing 6), chamfered end first, onto shaft 4.
Place a steel sleeve 2.375 inches (60.33 mm)
ID x 2.875 inches (73.03 mm) OD x 1.750 inch
(44.45 mm) long next to the bearing. Install
tools J 24447 and J 24202-4 onto the output
shaft and press roller bearing 7 against the
shoulder on the shaft.
H00078.01
Figure 6–71. Installing Bushing Into Output
Shaft — MT 650, 653
5. Remove the tools and the sleeve from the out-
put shaft. Press spring pin 5 into its hole in
shaft 4 until it protrudes 0.066–0.076 inch
(1.68–1.93 mm) above the shaft surface adja-
cent to the pin.
6. Place governor drive gear 8, slot first, onto
shaft 4. Precisely align the slot in the gear with
spring pin 5 on the shaft.
7. For models using a press-fit governor drive
gear, place installer J 24447 and then driver
handle J 24202-4 onto shaft 4 and press gear 8
into place.
6–16. REAR COVER ASSEMBLY
(MT 650, 653)
a. Disassembly (Foldout 12,B)
1. Place rear cover assembly 13 on the work ta-
ble, front side down.
2. Using remover J 24171, remove dust shield 32
(Figure 6–72).

Copyright © 1996 General Motors Corp. 6–43

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS

J 24171 J 24171

OIL SEAL
DUST SHIELD
REAR COVER
REAR COVER

H00153.01

H00152.01
Figure 6–73. Removing Oil Seal from
Figure 6–72. Removing Dust Shield from Rear Cover Rear Cover

3. Using remover J 24171, remove oil seal 31

from the rear cover (Figure 6–73).

4. Remove beveled snapring 30 that retains rear

output shaft bearing 29. Remove the bearing J 24204-2
using a soft drift to drive against the bearing SNAPRING
outer race. J 24452

5. Place the cover front side up. Place spring com-

pressor J 24452 on piston spring retainer 21
(Foldout 11,B). Install spring compressor base
J 24204-2. Compress the spring retainer and re-
move snapring 20 (Figure 6–74). Carefully re- SPRING
lease the spring compressor and remove it. RETAINER

REAR COVER
6. Remove spring retainer 21 and twenty-six pis-
ton return springs 22 (Figure 6–75). H00154.01

7. Remove low clutch piston 23 (Figure 6–76). Figure 6–74. Removing (or Installing) First
Remove inner and outer sealrings 25 and 24 Clutch (or Low Clutch) Spring
from the piston. Retainer Snapring

6–44 Copyright © 1996 General Motors Corp.

 REBUILD OF SUBASSEMBLIES
8. Remove plugs 17, 18, 22, sealring 21, and gov-
ernor filter 20 from cover 15 (Foldout 12,B).
For earlier models remove the conical metal
filter screen retained in the housing by plug 18.
Do not use the conical screen when filter 20 is
used.
9. Remove roller bearing outer race 14 only if re-
placement is necessary.
10. Inspect governor support pin 16. If wear is
noted on the end or OD of the pin, replacement
is necessary. Remove the governor support pin
with tool J 28708.
11. Remove plug 24, drain tube 23, and snapring
28 (if used) from the rear cover, if replacement
is necessary.
b. Assembly (Foldout 12,B)
1. For earlier models, install snapring 28 into rear
cover 15 to retain the output bearing in the
housing (Figure 6–77).

SPRING
2. If removed, install governor support pin 16 to
RETAINER the dimension shown in Figure 6–79 (earlier
models) or Figure 6–80 (later models). Use
special tool J 28684 to install the governor sup-
port pin. Accuracy of location and concentric-
ity with the governor bore are of the utmost
importance.
3. Install drain tube 23 into rear cover 15. For ear-
SPRING (26) lier models, press metal tube 23 into the rear
PISTON cover until it is 0.050–0.100 inch (1.27–2.54
REAR COVER mm) below the chamfer in the cover (Figure 6–
77). For later models, press rubber tube 23 into
H00155
rear cover 15 until it is 0.020–0.150 inch
Figure 6–75. Removing (or Installing) First Clutch (or (0.51–3.81 mm) below the surface in the cover
Low Clutch) Spring Retainer (Figure 6–78).
4. Lubricate sealrings 24 and 25 (Foldout 11,B)
with transmission fluid and install them into
the grooves of low clutch piston 23. The lip of
each sealring must face the rear of the piston
(toward the piston cavity in the rear cover).

;;;
;;
OUTER
SEALRING PISTON

OIL SHIELD

;;;
;;
1.05"
(26.7 mm)

DUST SHIELD

SNAPRING
BEVEL SNAPRING
INNER REAR COVER 0.050" (1.27 mm)
SEALRING 0.100" (2.54 mm)

H00156
DRAIN TUBE V03302

Figure 6–76. Removing (or Installing) First Clutch (or Figure 6–77. Oil Seal and Drain Tube
Low Clutch) Piston Location — Earlier Models

Copyright © 1996 General Motors Corp. 6–45

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS

;;;;;
5. Align the lug on the piston with the recess in
1.05"
(26.67 mm) the housing and carefully install the piston into
0.020" (0.51 mm) the rear cover (Figure 6–76). Use extreme care
0.150" (3.81 mm)
BELOW SURFACE to prevent the lip of either seal from folding
back over itself. If installation is difficult, re-

;;;;;
OIL SEAL
move the piston and check the seal and the
DUST cover bore before again attempting installation.
SHIELD

BEVEL 6. Install one spring 22 into each of the twenty-

SNAPRING six pockets of low clutch piston 23. Install
spring retainer 21 (cupped side first) onto the
FLUSH TO springs (Figure 6–75).
0.040" (1.02 mm)
TUBE BELOW SURFACE V03301 7. Install spring compressor base J 24204-2 and
compressor J 24452. Compress the twenty-six
Figure 6–78. Oil Seal and Drain Tube springs until snapring 20 can be installed (Fig-
Location — Later Models
ure 6–74).
8. Place ball bearing 29 (Foldout 12,B) into the
rear cover. Using rear bearing installer
REAR COVER J 24447, install the bearing until it seats firmly
in the rear cover. For earlier models, the bear-
ing seats against snapring 28 (Figure 6–77).
5.896" (149.76 mm)
5.886" (149.50 mm) 9. Install bearing snapring 30, beveled side to-
ward the rear of the transmission. Make sure
the snapring is fully expanded into its groove.
10. Place oil seal 31 onto installer J 24620-A, the
spring-loaded side facing away from the in-
staller. Drive the seal into the bore of cover 15
PIN until its rearward surface is 1.030–1.070 inch
L00333 (26.2–27.2 mm) below the rear face of the rear
cover assembly.
Figure 6–79. Governor Support Pin
Location — Earlier Models 11. Place dust shield 32 onto dust shield installer
J 24198, concave side first. Coat the outer cir-
cumference of the shield with a non-hardening
sealer. Drive the shield into the rear cover until
it is 0.000–0.040 inch (0.00–1.02 mm) below
the rear face of the rear cover assembly (Figure
5.896" (149.76 mm)
5.886" (149.50 mm)
6–78).
12. For earlier models, install the conical metal
screen (open end first) before installing plug
18. For later models, install governor filter 20
and sealring 21 into cover 15. Install plugs 17,
18, 22, and 24. Tighten plugs 17 and 18 to 4–8
lb ft (5–11 N·m). Tighten plug 24 to 18–22 lb ft
PIN
(24–30 N·m). Tighten filter plug 22 to 50–70
lb ft (68–95 N·m).
L00332
13. If roller bearing outer race 14 was removed (or
Figure 6–80. Governor Support Pin if replacing ball bearing 6 with roller bearing
Location — Later Models 7), install race 14 (inner lip first) into the front

6–46 Copyright © 1996 General Motors Corp.

 REBUILD OF SUBASSEMBLIES
of cover 15. The race is positioned correctly
when it is 0.180–0.190 inch (4.57–4.83 mm)
below the surface adjacent to the bore in the
hub. Installer J 25393-A can be used to posi-
tion race 14 in cover 15.
NOTE:
For MT 650, 653 proceed to Paragraph 6–20.
6–17. REAR COVER ASSEMBLY
(MT 640, 643)
a. Disassembly (Foldout 12,A)
1. Place rear cover assembly 6 on the work table,
front side down.
2. Using remover J 24171, remove dust shield 24
(Figure 6–72).
3. Using remover J 24171, remove oil seal 23
from the rear cover (Figure 6–73).
4. Remove beveled snapring 22 that retains rear
output shaft bearing 21. Remove the bearing
using a soft drift to drive against the bearing
outer race.
5. Place spring compressor J 24452 on piston
spring retainer 9 (Foldout 11,A). Install spring
compressor base J 24204-2. Compress the
spring retainer and remove snapring 8 (Figure
6–74). Carefully release the spring compressor
and remove it.
6. Remove spring retainer 9 and twenty-six
springs 10 (Figure 6–75).
7. Remove first clutch piston 11 (Figure 6–76).
Remove the inner and outer sealrings 13 and
12 from the piston.
8. For earlier models, remove the filter screen re-
tained by plug 10 (Foldout 12,A) and the plug
from the cover. For later models remove plugs
9, 10, 14, sealring 13, and oil filter 12 from the
cover.
9. Inspect governor support pin 8. If wear is noted
on the end or OD of the pin, replacement is
necessary. Remove the governor support pin
with tool J 28708.
Copyright © 1996 General Motors Corp.
10. Remove plug 16, drain tube 15, and snapring
20 (if used) from the rear cover, if replacement
is necessary.
b. Assembly (Foldout 12,A)
1. For earlier models, install snapring 20 into the
rear cover to retain the output bearing.
2. If removed, install governor support pin 8 to
the dimension shown in Figure 6–79 (earlier
models) or Figure 6–80 (later models). Use
special tool J 28684 to install the governor sup-
port pin. Accuracy of location and concentric-
ity with the governor bore are of the utmost
importance.
3. Install drain tube 15 into rear cover 7. For ear-
lier models, press metal tube 15 into the cover
until it is 0.050–0.100 inch (1.27–2.54 mm)
below the chamfer in the cover (Figure 6–77).
For later models, press rubber tube 15 into
cover 7 until it is 0.020–0.150 inch (0.51–3.81
mm) below the cover surface (Figure 6–78).
4. Lubricate sealrings 12 and 13 (Foldout 11,A)
with transmission fluid and install them into
the grooves of first clutch piston 11. The lips of
both sealrings must face the rear of the piston.
5. Carefully install the piston into the rear cover
(Figure 6–76). Use extreme care to prevent the
lip of either seal from folding back over itself.
If installation is difficult, remove the piston
and check the seal and the cover bore before
again attempting installation.
6. Install one spring 10 into each of the twenty-
six pockets of first clutch piston 11. Install
spring retainer 9 (cupped side first) onto the
springs (Figure 6–75).
7. Install spring compressor base J 24204-2 and
compressor J 24452. Compress the springs un-
til snapring 8 can be installed (Figure 6–74).
8. For earlier models, install the conical metal
screen (open end first) before installing plug 10
(Foldout 12,A). For later models, install filter
12 and sealring 13 into cover 7. Install plugs 9,
10, 14, and 16. Tighten plugs 9 and 10 to 4–8
lb ft (5–11 N·m). Tighten plug 16 to 18–22 lb ft
(24–30 N·m). Tighten filter plug 14 to 50–70 lb
ft (68–95 N·m).
6–47
 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
NOTE:
For MT 640, 643, proceed to Paragraph 6–21.
6–18. OUTPUT RETARDER HOUSING
(MTB 643, 653)
a. Disassembly (Foldouts 17,A, 18,A, and 18,B)
1. Remove six (some models, 7) bolts 2 (Foldout
18,B) and washers 3 that retain stator 4 to the
retarder housing. Remove the stator.
2. Remove sealring 5 from the groove in the OD
of stator 4.
3. Remove clutch plate retaining snapring 1 from
stator 4.
4. Remove four internal-splined plates 7 and four
external-splined plates 6.
5. Remove retarder rotor hub 13 from the retarder
housing. Remove one sealring 12 from each
end of the rotor hub.
6. Remove rotor assembly 14.
7. Remove the three remaining clutch plates (two
internal-splined plates 7 and one external-
splined plate 6).
8. Remove backplate 15.
9. Remove governor and speedometer drive gear
25 (Foldout 18,A).
10. Place the retarder housing on a work surface,
front side down.
NOTE:
Perform Steps (11) and (12) only if replacement of
seal 29 (Foldout 18,A), snapring 28, or bearing 27 is
necessary.
11. Using remover J 24171, remove oil seal 29
from the rear of the retarder housing.
12. Remove snapring 28. Using a suitable drift, re-
move bearing 27. Remove spacer 26.
6–48 Copyright © 1996 General Motors Corp.
WARNING!
Accumulator piston springs are highly com-
pressed. Use extreme caution during removal of
accumulator cover 27 (Foldout 17,A). Personal
injury can occur if the bolts are removed without
properly relieving the spring force.
13. Using Figure 6–81 as a guide, remove four
bolts 32 (Foldout 17,A) and washers 31 that
permit installation of compressor J 33429.
14. Install the four compressor bolts into the four
empty bolt holes. Tighten the four bolts finger
tight.
15. Position the base of the compressor center
screw on the accumulator cover (Figure 6–81).
Tighten the center screw.
16. Remove the remaining nine bolts 32 and wash-
ers 31 from the accumulator cover.
17. Unscrew the center screw until piston spring
force is completely relieved (Figure 6–82). Re-
move the spring compressor and accumulator
cover 27.
18. Plugs 28 and 29 may be removed from cover
27 if they obstruct proper cleaning, or if they
are damaged and require replacement.
19. Remove three pistons 24, three inner springs 21,
three outer springs 22, and three spring retainers
20. Remove two sealrings 23 and 25 from each
piston. Do not remove spring retainer snaprings
19 unless they have been damaged.
J 33429
ACCUMULATOR
COVER
BOLT (13),
M10 x 1.5 x 50 mm
H00079.01
Figure 6–81. Installing Accumulator
Remover (Installer) Tool
 REBUILD OF SUBASSEMBLIES
20. If axial scoring or excessive wear has occurred 3. Install oil seal 29 with installer J 29618 into
in the accumulator piston bores, the bores must retarder housing 2, the lip of the seal pointing
be reworked. Replacement sleeve PT-8640 and inward. Press the seal 0.05–0.06 inch (1.3–
boring tool kit PT-4555 are available from 1.5 mm) below the chamfer in the housing.
Kent-Moore.
21. Remove plug 15 (Foldout 18,A), sealring 14, RETARDER
SPACER HOUSING
and governor filter 13.
22. Remove plug 20, valve stop pin 22, valve stop
19, spring 18, and retarder priority valve 17.
23. Do not remove retainer and ball assembly 9,
flared tube elbow 23, and plugs 11, 16, 21, and
24 unless replacement is required.
24. Do not remove retarder housing sleeve 8 or
pin 7.
25. Remove plug 33. Inspect governor bushing 4
and speedometer bushing 10 for signs of wear.
If wear is noted, remove using remover tool
J 33818-A.

b. Assembly (Foldout 18,A)

1. Place governor drive gear spacer 26 into its

cavity in the retarder housing (Figure 6–83). H00062

2. Install ball bearing 27 (Figure 6–84). Drive the Figure 6–83. Installing Governor Drive Gear Spacer
bearing to the bottom of its bore with installer
J 33820. Retain the bearing with snapring 28.
Make sure the snapring is properly seated in its
groove.

CENTER
SCREW

ACCUMULATOR
COVER BALL BEARING
BASE J 33429 SNAPRING
COMPRESSOR

ACCUMULATOR
PISTON (3)

PISTON
SPRING (6)

H00061 H00063

Figure 6–82. Removing (Installing) Accumulator Cover Figure 6–84. Installing Snapring

Copyright © 1996 General Motors Corp. 6–49

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
4. Apply sealant, if necessary, and install plugs 11,
16, 21, and 24, and flared tube elbow 23 into
their respective bores in the retarder housing.
Tighten plugs 11 and 24 to 4–5 lb ft (5–7 N·m).
Tighten plug 16 to 8–10 lb ft (11–14 N·m).
Tighten plug 21 to 16–20 lb ft (22–27 N·m).
Tighten fitting 23 to 8 lb ft (11 N·m).
5. Install governor bushing 4 and speedometer
bushing 10 into their respective bores in the re-
tarder housing with installer J 33818-A. Install
plug 33 and tighten to 20–30 lb ft (27–40 N·m).
6. Install retainer and ball assembly 9 into its
bore. Press the assembly into the housing until
it bottoms against the shoulder. Stake the hous-
ing to retain the assembly.
7. Install new governor filter 13, new sealring 14,
and plug 15 into their bore. Tighten 7⁄8-14 hex SPRING RETAINER
H00064
socket plug 15 to 50–70 lb ft (68–95 N·m).
8. Install retarder priority valve 17, spring 18, and Figure 6–85. Installing Accumulator Spring Retainer
valve stop 19 into their bore. Press the valve
ACCUMULATOR PISTON
stop into the bore and insert valve stop retainer INNER SPRING
pin 22. Install plug 20 and tighten to 16–20 lb
ft (22–27 N·m).
ACCUMULATOR PISTON
OUTER SPRING
9. If snaprings 19 (Foldout 17,A) were removed,
place the retarder housing (front side upward)
on the work surface. Install the snaprings.
10. Turn the retarder housing over. Install one
spring retainer 20 (cup side upward) into each
piston bore (Figure 6–85).
11. Install one outer spring 22 into each bore (Fig-
ure 6–86). Install one inner spring 21 inside
each outer spring.
12. Install two lip-type sealrings 23 and 25 onto
each piston 24 (Figure 6–87). Be sure the lips
of the sealrings point toward the tops of the
H00065
pistons. Install the pistons onto the piston
springs. Figure 6–86. Installing Inner Accumulator Spring

13. If accumulator cover plugs 28 and 29 were re-
moved during disassembly, install new plugs.
Tighten each plug to 4–5 lb ft (5–7 N·m).
14. Check the retarder housing to determine if the
accumulator bores have been sleeved. If the
bores have been sleeved, special flanged-head
bolts 34 and sealring washers 33 are required
at two locations when cover assembly 27 is in-
stalled.
15. Align and install a new gasket 26 and accumu-
lator cover assembly 27 on top of the three ac-
cumulator pistons 24. Using Figure 6–82 as a
guide, screw in the four bolts of spring com-
pressor J 33429. Make sure the base of the cen-
ter screw is not in contact with the cover. Then
tighten the four bolts finger tight.
16. Make sure the gasket, cover, and pistons are in
proper alignment with the retarder housing.

6–50 Copyright © 1996 General Motors Corp.

 REBUILD OF SUBASSEMBLIES
17. Tighten the center screw, forcing the cover
downward. Using Foldout 17,A for bolt loca-
tion, install nine M10 x 1.5 x 50 mm bolts 32
and nine 10 mm flat washers 31 to retain cover
assembly 27. If the accumulator bores have
been sleeved, substitute one flanged-head bolt
34 and sealring washer 33 for one plain bolt 32
and washer 31. Remove the spring compressor.
Install the remaining four bolts and washers.
Make sure that the two flanged-head bolts 34
and sealring washers 33 are in the correct loca-
tions (Foldout 17,A) if the accumulator bores
have been sleeved. Tighten the thirteen cover
bolts to 29–35 lb ft (39–47 N·m).
ACCUMULATOR PISTON
SEALRING
INNER
SPRING
OUTER
SPRING
RETARDER
HOUSING
H00066
Figure 6–87. Accumulator Pistons
DRIVE GEAR
H00067
Figure 6–88. Installing Governor and
Speedometer Drive Gear
Copyright © 1996 General Motors Corp.
18. Turn the retarder housing front side upward
(Figure 6–88). Install governor and speedome-
ter drive gear 25 (Foldout 18,A).
19. Install backplate 15 (Foldout 18,B), bevel
downward, into the retarder housing. Alter-
nately install two internal-splined plates 7 and
one external-splined plate 6 into the retarder
housing, starting with an internal-splined plate
(Figure 6–89).
20. Install rotor assembly 14, rivet heads upward,
into the retarder housing (Figure 6–90).
21. Install two new sealrings 12 (Foldout 18,B)
onto rotor hub 13. Align the splines of the rotor
hub with the splines of rotor assembly 14 and
install the hub into the housing, long hub end
up (Figure 6–91). Make sure the hub splines
engage the two internal–splined clutch plates.
22. Alternately install four internal-splined plates
7 and four external-splined plates 6 into the re-
tarder housing, starting with an internal-
splined clutch plate.
NOTE:
Steps (23), (25), and (27) describe the three mea-
surements that must be made during assembly to
ensure satisfactory running clearance.
EXTERNAL-SPLINED
PLATE
INTERNAL-SPLINED
PLATE
H00068
Figure 6–89. Installing Clutch Plates
6–51
 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
ROTOR ASSEMBLY
H00069
Figure 6–90. Installing Rotor Assembly
ROTOR ASSEMBLY ROTOR HUB
H00070
Figure 6–91. Installing Rotor Hub
23. Apply a 50–80 lb (222–356 N) load to the
clutch plates. Measure the vertical distance
from the retarder housing splitline (without
gasket) to the top clutch plate at three places
(Figure 6–92). Calculate the average dimen-
sion and record the value as Dimension B. Re-
move the eight clutch plates 6 and 7.
24. Disassemble the retarder adapter housing. Re-
fer to Paragraph 6–19.
25. Place the retarder adapter housing (front side
down) on the work surface. Measure the verti-
cal distance from the adapter splitline with
gasket installed to the bottom of the piston
bore at three places (Figure 6–92). Calculate
the average dimension and record the value as
Dimension A.
6–52 Copyright © 1996 General Motors Corp.
26. Dimension C is the distance from the bottom
of the piston bore to the clutch pack. To obtain
Dimension C, add Dimensions A and B (A + B
= C). Using Dimension C, select the appropri-
ate piston from the table in Figure 6–92. Install
the selected piston into the adapter housing.
27. Measure the vertical distance from the piston
face to the splitline of the housing with the gas-
ket installed at three places (Figure 6–92). Cal-
culate the average dimension and record the
value as Dimension D.
28. To find Dimension E (clutch running clear-
ance) subtract Dimension D from Dimension
B. If Dimension E is between 0.064 inch (1.63
mm) and 0.097 inch (2.46 mm), the running
clearance is satisfactory. If dimension E is not
within the limits specified, recheck the affected
parts against the wear limits chart and repeat
Steps (18) through (28).
29. When the running clearance is satisfactory, re-
move the gasket and selected piston from the
adapter housing. Remove the top eight clutch
plates from the retarder housing.
30. Install sealring 5 into the groove in the OD of
retarder stator 4 (Figure 6–93). Install the sta-
tor into the retarder housing. Align the bolt
holes in the stator with those in the retarder
housing. Install six M10 x 1.5 x 35 mm bolts 2
and six 10 mm flat washers 3 to retain the sta-
tor. Earlier models have a threaded hole at the
four o’clock position. Do not install a bolt and
washer at this location. Tighten the bolts to 29–
35 lb ft (39–48 N·m).
31. Install the eight clutch plates that were re-
moved in Step (29) (Figure 6–94). Install
snapring 1 to retain the retarder components in
the housing (Figure 6–95).
6–19. RETARDER ADAPTER HOUSING
(MTB 643, 653)
a. Disassembly (Foldout 19,A or 19,B)
1. Place the adapter housing, rear side upward, on
the work surface.
WARNING!
The retarder piston return spring 25 (Foldout
19,A) or 31 (Foldout 19,B) is highly compressed.
Use extreme caution during removal of the
spring. Personal injury can occur if proper re-
moval procedures are not followed.
 REBUILD OF SUBASSEMBLIES

DIM D
DIM A GASKET

DIM B

DIM E

DIM C

SELECTIVE PISTON TABLE

DIMENSION C
USE PISTON PISTON
INCHES MILLIMETERS PART NO. IDENT NO.
FROM TO FROM TO

0.805 0.834 20.44 20.20 23015365 5

0.835 0.864 21.21 21.97 23015366 6

0.865 0.895 21.98 22.74 23015367 7

V03303

Figure 6–92. Establishing Clutch Running Clearance

2. Fabricate a spring removal tool similar to that

shown in Figure 6–96. This tool consists of a
spring compressor, a 1 x 11⁄2 x 18 inch steel
compressor bar, and two 1⁄2-13 x 10 inch
threaded rods. Each threaded rod has two jam
nuts and a flat washer on one end, and a free-
running nut and a flat washer on the other end.
3. From the front side of the housing, install the
two threaded rods through two holes 180 de-
grees apart in the adapter housing (Figure 6–
96). Place the spring compressor on top of the
spring retainer. Place the compressor bar
across the compressor and engage the two
threaded rods. Install a flat washer and free-
running nut on each threaded rod. Tighten the
nuts finger tight.
NOTE:
• For MTB 643, follow Steps (4) through (13).
• For MTB 653, follow Steps (14) through (23).
4. For the MTB 643, tighten the two nuts evenly
until spring retainer 26 (Foldout 19,A) is clear
of snapring 27 (Figure 6–96).
5. Using snapring pliers, release snapring 27 from
its groove in the hub.
6. Carefully unscrew the two free-running nuts
evenly until the spring force is fully released.
Remove the removal tool. Remove the loose
snapring.

Copyright © 1996 General Motors Corp. 6–53

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
RETARDER 7. Remove spring retainer 26, spring 25, and re-
STATOR tarder piston 22 from the adapter housing (Fig-
ure 6–97). Remove both inner and outer
sealrings 24 and 23 from the piston.
8. Turn the adapter housing over, front side up-
ward.
9. Compress spring retainer 9 (Foldout 11,A) and
SEALRING remove snapring 8 (Figure 6–98). Remove the
retainer and twenty-six springs 10.
10. Remove first clutch piston 11. Remove inner
and outer sealrings 13 and 12 from the piston
(Figure 6–99).

H00051
11. If sleeve 11 (Foldout 19,A) is damaged, re-
place the entire adapter housing assembly.
Figure 6–93. Installing Retarder Stator
GUIDE BOLT (2),
1/2-13 x 10 in. NUT (6), 1/2-13 in.
INTERNAL-SPLINED EXTERNAL-SPLINED
PLATE PLATE PLAIN WASHER (4), 1/2 in.

COMPRESSOR
BAR

COMPRESSOR
SPRING RETAINER
PISTON
SNAPRING H00054.01
PLAIN WASHER (6), BOLT (6),
M10 M10 x 1.5 x 35 mm H00052.01 Figure 6–96. Removing (Installing) Piston
Figure 6–94. Installing Clutch Plates Retaining Snapring

SNAPRING
SPRING RETAINER

SPRING

PISTON

ADAPTER HOUSING
H00055
H00053
Figure 6–97. Removing (Installing) Clutch
Figure 6–95. Installing Snapring Spring and Retainer

6–54 Copyright © 1996 General Motors Corp.

 REBUILD OF SUBASSEMBLIES
12. If necessary, remove plugs 8, 9, 15, 16, 17, and
retainer and ball assembly 14 for cleaning or
replacement.
13. Remove roller bearing assembly 4 from the
adapter housing assembly if it did not remain
with output shaft assembly 8 (Foldout 18,B).
14. For the MTB 653, tighten the two nuts evenly
until spring retainer 32 (Foldout 19,B) is clear
of snapring 33 (Figure 6–96).
15. Using snapring pliers, release snapring 33 from
its groove in the hub.
16. Carefully unscrew the two free-running nuts
evenly until the spring force is fully released.
Remove the removal tool. Remove the loose
snapring.
17. Remove spring retainer 32, spring 31, and re-
tarder piston 28 from the adapter housing (Fig-
ure 6–97). Remove both inner and outer
sealrings 30 and 29 from the piston.
18. Turn the adapter housing over, front side up-
ward.
19. Compress spring retainer 21 (Foldout 11,B)
and remove snapring 20 (Figure 6–98). Re-
move the retainer and twenty-six springs 22.
20. Remove the low clutch piston 23. Remove in-
ner and outer sealrings 25 and 24 from the pis-
ton (Figure 6–99).
21. If sleeve 20 (Foldout 19,B) is damaged, replace
the entire adapter housing.
SNAPRING
SPRING RETAINER
SPRING (26)
ADAPTER
HOUSING
H00056
Figure 6–98. Removing (Installing) Snapring, Spring
Retainer, and Springs
Copyright © 1996 General Motors Corp.
22. If necessary, remove plugs 15, 16, 22, 23, re-
tainer and ball assembly 18, and bearing race
14 for cleaning or replacement.
23. If bearing outer race 14 requires replacement,
also remove bearing race and rollers 6 from
output shaft 5.
b. Assembly (Foldout 19,A or 19,B)
NOTE:
• For MTB 643, follow Steps (1) through (9) and pro-
ceed to Step 20.
• For MTB 653, follow Steps (10) through (19).
1. For the MTB 643, install plugs 8 (Foldout
19,A), 9, 15, and 16 and tighten the plugs to
8–10 lb ft (11–14 N·m).
2. Install plug 17 and tighten to 4–5 lb ft (5–7
N·m).
3. Install retainer and ball assembly 14. Press the
new assembly into the housing until it bottoms
against its shoulder. Stake the housing for posi-
tive retention.
4. Lubricate and install new inner and outer lip-
type sealrings 13 and 12 (Foldout 11,A) into the
grooves in first clutch piston 11 (Figure 6–99).
Make sure the lips of the sealrings point toward
the bottom of the piston bore when the piston is
installed.
5. Install first clutch piston 11 into its piston
cavity (Figure 6–99).
FIRST CLUTCH PISTON
OUTER SEALRING
INNER SEALRING
H00057.01
Figure 6–99. Removing (Installing) Low or
First Clutch Piston
6–55
 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
6. Install twenty-six piston return springs 10 into
the pockets in the piston (Figure 6–98). Place
spring retainer 9 on top of the springs. Com-
press the retainer and install snapring 8.
7. Place the adapter housing on a work surface,
rear side upward.
8. For retarder piston 22 (Foldout 19,A) selected
in Paragraph 6–18b(28), lubricate and install
new lip-type sealrings 24 and 23 into the inner
and outer sealring grooves. The lips of the seal-
rings must point toward the bottom of the pis-
ton bore when the piston is installed.
9. Install the selected piston into the adapter
housing (Figure 6–97). Place piston return
spring 25, spring retainer 26, and snapring 27
on the piston.
10. For the MTB 653, install plugs 15 (Foldout
19,B), 16, and 22, and tighten the plugs to 8–
10 lb ft (11–14 N·m).
11. Install plug 23 and tighten to 4–5 lb ft (5–7
N·m).
12. Install retainer and ball assembly 18. Press the
new assembly into the housing until it bottoms
against its shoulder. Stake the housing for posi-
tive retention.
13. Install bearing outer race 14, inner lip first, into
its bore in the front of the adapter housing. The
outer edge of the race must be 0.200–0.207
inch (5.08–5.26 mm) below the surface. Use
installer J 33822 and handle J 8092 to install
the race.
14. Lubricate and install new inner and outer lip-
type sealrings 25 and 24 (Foldout 11,B) into
the grooves in low clutch piston 23 (Figure 6–
99). Make sure the lips of the sealrings point
toward the bottom of the piston bore when the
piston is installed.
15. Install low clutch piston 23 into its piston cav-
ity (Figure 6–99).
16. Install twenty-six piston return springs 22 into
the pockets in the piston (Figure 6–98). Place
spring retainer 21 on top of the springs. Com-
press the retainer and install snapring 20.
17. Place the adapter housing on a work surface,
rear side upward.
6–56 Copyright © 1996 General Motors Corp.
18. For retarder piston 28 (Foldout 19,B) selected
in Paragraph 6–18b(28), lubricate and install
new lip-type sealrings 30 and 29 into the inner
and outer sealring grooves. The lips of the seal-
rings must point toward the bottom of the pis-
ton bore when the piston is installed.
19. Install the selected piston into the adapter
housing (Figure 6–97). Place piston return
spring 31, spring retainer 32, and snapring 33
on the piston.
20. For both the MTB 643 and 653, install the two
threaded rods through two holes 180 degrees
apart in the adapter housing (Figure 6–96). The
rods must be installed from the front side.
Place the spring compressor on top of the
spring retainer. Place the compressor bar
across the spring compressor and engage the
two threaded rods. Install a flat washer and
free-running nut on each threaded rod. Tighten
the nuts finger tight.
21. Tighten the two nuts evenly until the spring re-
tainer is compressed below the snapring
groove in the adapter housing hub. Install the
snapring.
22. Loosen the two free-running nuts evenly until
the spring retainer is against the snapring. The
snapring should be recessed into the ID of the
retainer. If the snapring rides up on the surface
of the retainer, it is not properly seated in the
snapring groove. Repeat Steps (21) and (22)
until the snapring properly seats its groove.
23. Remove the compressor tool and components.
NOTE:
For MTB 643, proceed to Paragraph 6–21.
6–20. LOW CLUTCH ADAPTER
HOUSING AND FIRST CLUTCH
PISTON (MT(B) 650, 653)
a. Disassembly (Foldouts 11,A and 11,B)
1. Place the adapter housing and attached piston
(piston upward) on the work table. Install com-
pressor J 24452 (Figure 6–100) onto first
clutch spring retainer 9 (Foldout 11,A). Attach
 REBUILD OF SUBASSEMBLIES
compressor base J 24204-2, and tighten the b. Assembly (Foldouts 11,A and 11,B)
base screw, compressing the retainer springs.
Remove snapring 8, retainer 9, and twenty-six 1. If the 1⁄4-18 plug 4 (Foldout 11,B) was re-
piston return springs 10. moved, replace it. Tighten the plug to 8–10 lb
ft (11–14 N·m).
2. Remove first clutch piston 11 from the adapter
2. Lubricate and install inner and outer piston
housing, and remove inner and outer sealrings
sealrings 13 and 12 (Foldout 11,A) into their
13 and 12 from the piston (Figure 6–101).
grooves in piston 11 (Figure 6–101). The seal-
ring lips must face toward the fluid pressure
3. Remove plug 4 (Foldout 11,B) only if neces-
side (the cavity in the adapter housing) of the
sary for cleaning the internal passages in the
piston. Align the lug on the piston with the re-
housing.
cess in the housing and install the piston.
3. Install twenty-six piston return springs 10 into
the pockets of first clutch piston 11. Place
J 24204-2
spring retainer 9, cupped side first, on top of
J 24452 the twenty-six springs.
4. Place compressor J 24452 onto spring retainer
FIRST CLUTCH
ADAPTER
PISTON 9 (Figure 6–100). Install compressor base
HOUSING
J 24204-2. Tighten the compressor-base center
PLUG
screw handle to allow sufficient clearance for
installation of spring retainer snapring 8. In-
stall the snapring and remove the compressor
tool.

6–21. TRANSMISSION HOUSING

H00058.01
a. Disassembly (Foldout 10,A)
Figure 6–100. Removing (or Installing) First Clutch 1. Remove oil seal 61 from the bore in the hous-
Spring Retainer Snapring — MT 650, 653
ing, using remover J 26401. Screw the remover
into the seal. Hold the remover housing and
FIRST CLUTCH tighten the remover screw against the shaft,
PISTON
SEALRING drawing the seal out.

ADAPTER
2. To remove manual detent lever 49, remove
HOUSING shaft retainer pin 56 and nut 50. File the burred
detent lever side of the shaft. Hold the detent
lever in one hand and remove the shaft, care-
fully pulling it through the oil seal in the hous-
ing. Remove the detent lever.
3. If replacement of breather 2 is necessary, use
an open end wrench and rotate the breather
counterclockwise (Figure 6–102). Remove the
breather.
H00059.01
4. Remove 3⁄4-16 plug 62 and washer 63 (or neu-
Figure 6–101. Removing First Clutch tral switch) and two 1⁄8 inch plugs 57 only if
Piston — MT 650, 653 necessary for cleaning internal passages.

Copyright © 1996 General Motors Corp. 6–57

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
5. Remove two bolts 8 (and washers, if used) that
retain lubrication valve adapter 9 (Figure 6–
103). Remove the adapter and discard gasket
10 or sealring 11.
6. For earlier models, remove lubrication valve
13 and spring 14 (Figure 6–103). Later trans-
mission assemblies have lubrication regulator
valve 13, spring 14, and valve guide tube 15
pressed into housing 16 as an assembly. Do not
remove this assembly unless parts replacement
is necessary. If necessary, remove the tube with
remover J 29355. The spring and valve will
also come out.
7. Remove 1⁄8 inch plug 17 (two plugs on units
with modulated lockup) from the right side of
the transmission housing.
8. Remove drive screw 18 and nameplate 19 only
if the nameplate has been damaged.
9. If not previously removed, remove the neutral
start switch with special socket tool J 33410.
b. Assembly (Foldout 10,A)
1. For earlier models, if valve guide tube 15 was
removed, install a new tube. Press the tube into
its bore until it is 0.560–0.600 inch (14.2–15.2
mm) below the external surface of the adapter
mounting boss.

BREATHER 2. If 1⁄8 inch plugs 17 were removed, replace

them. Tighten the plugs to 4–8 lb ft (5–11 N·m)
(Figure 6–103).

NOTE:
For accurate ordering of replacement parts, the in-
formation on a new nameplate must be identical to
the information that was stamped on the damaged
nameplate.

PLUG (2), 1/8 in. 3. If a new nameplate 19 is required, all informa-

PLUG, 3/4-16 in.
tion on the old plate must be metal stamped
SELECTOR SHAFT
H00043.01
into the new plate. Install the new plate and re-
tain it with drive screw 18.
Figure 6–102. Transmission Housing — Left Side View
4. For earlier models, install lubrication valve 13
and spring 14. For later models, if lubrication
valve 13, spring 14, and tube 15 were removed,
install new parts. Assemble valve 13 and spring
PLUG, 1/8 in.
14 onto tube 15, respectively. Install the assem-
LUBRICATION VALVE DRIVE SCREW
bly into its bore in housing 16. Press the valve
NAMEPLATE
tube into its bore until it is 0.580 inch (14.7
mm) below the external surface of the adapter
mounting boss. Special tool J 29355 simplifies
the installation of the lube valve assembly.
LUBRICATION 5. Install a new gasket 10 onto valve adapter 9.
VALVE ADAPTER
Install the adapter into the bore. Retain the
adapter with two new 1⁄4-20 x 7⁄8 inch socket-
GASKET
head bolts 8. The bolts and lockwashers for-
merly used can be replaced with socket-head
H03312
bolts when interference with hose end-fittings
occurs. Use bolts only one time. Tighten the
Figure 6–103. Removing Lubrication Valve Adapter bolts to 12–15 lb ft (16–20 N·m).

6–58 Copyright © 1996 General Motors Corp.

 REBUILD OF SUBASSEMBLIES
6. If plug 62 and washer 63 (or the neutral start
switch) or two 1⁄8 inch plugs 57 were re-
moved, replace them. Tighten 3⁄4-16 plug 62
(or neutral start switch) to 50–60 lb ft (68–81
N·m). Tighten two 1⁄8 inch plugs 57 to 4–8 lb
ft (5–11 N·m).
7. Place selector shaft oil seal 61 (sealing lip
away from tool) onto installer J 26282-1. In-
stall the seal into the housing bore (Figure
6–104). Lubricate the inner bore of the seal.
Installer J 26282-1 permits installation of the
oil seal with or without the selector shaft in-
stalled.
8. Remove burrs from shaft 60 to protect oil seal
61. Guide the grooved end of the shaft through
the seal. Position detent lever 49 so that the se-
lector valve pin extends toward the inside of
the housing, and engage the slot in the detent
lever with the flats on the selector shaft. Install
nut 50 and retainer pin 56 to retain the shaft
and lever. Tighten the nut to 15–20 lb ft (20–27
N·m). Refer to Paragraph 3–12 for installation
of the external selector lever.
9. If breather 2 was removed, install a new
breather (Figure 6–102). Tighten the breather
sufficiently, using care not to distort or crush
the breather stem.
TRANSMISSION HOUSING
OIL SEAL
J 26282
H00060.01
Figure 6–104. Installing Selector Shaft Oil Seal
Copyright © 1996 General Motors Corp.
6–22. GOVERNOR
a. Disassembly
1. The governor may be disassembled for clean-
ing and inspection. Inspect the governor driven
gear for scuffed, nicked, burred, or broken
teeth. Any damage or wear requires governor
assembly replacement. Do not disassemble the
governor unless the kit consisting of two gov-
ernor weight pins and the cover gasket is avail-
able.
2. Follow the directions furnished with the kit to
disassemble the governor.
b. Assembly
1. Assemble the governor as outlined in the direc-
tions furnished with the governor service kit.
2. Check the governor port openings as outlined
in the kit instructions. Refer to Figure 6–105.
6–23. CLUTCH STACK MEASUREMENT
a. Methods. When assembly line overhaul practices
are used, stack dimension computation may be more
convenient than direct measurement. To obtain accu-
rate dimensions, the stack to be measured must have
new clutch plates, and the applied load must be evenly
distributed over the entire clutch pack.
GOVERNOR FEED
(Must open 0.020 in.
(0.51 mm) min)
GOVERNOR
PRESSURE
EXHAUST PORTS PORTS
(Must open 0.020 in.
(0.51 mm) min)
V02308
Figure 6–105. Governor Port Check
6–59
 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
b. Forward Clutch
1. Stack the forward clutch plates and fourth
clutch hub (Figure 6–106).
2. Apply the specified load, and measure Dimen-
sion X.
3. From the table in Figure 6–106, select the for-
ward clutch piston. Use the parts measured,
and the selected piston, in the forward clutch
assembly.
c. Fourth Clutch
1. Stack the fourth clutch plates and backplate
(Figure 6–107).
d. Low Clutch — MT 650, 653
1. Stack the low clutch plates into the rear of the
adapter housing (Figure 6–108).
2. Apply the specified load, and measure Dimen-
sion X.
3. From the table in Figure 6–108, select the low
clutch piston. Use the parts measured, and the
selected piston, when the transmission is as-
sembled.
e. First Clutch
1. Stack the first clutch plates and piston (Figure
6–109).

;;
2. Apply the specified load, and measure Dimen-
sion X. 2. Apply the specified load, and measure Dimen-
3. From the table in Figure 6–107, select the sion X.

;;
fourth clutch piston. Use the parts measured,
3. From the table in Figure 6–109, select the first
and the selected piston, in the fourth clutch as-
clutch backplate. Use the parts measured, and

;;
sembly.
the selected backplate, when the transmission
is assembled.

;;
980–1020 LB
(4359– 4537 N)
LOAD

;;
980–1020 LB
(4359– 4537 N)
LOAD X

EIGHT-PLATE CLUTCH
DIMENSION X USE PISTON MARKED PISTON THICKNESS
X
1.0140–1.0450 in. 6834668 B 1.020–1.030 in.
(25.756–26.543 mm) (25.91–26.16 mm)

1.0450–1.0760 in. 6834669 A 0.995–1.005 in.

(26.543–27.330 mm) (25.27–25.53 mm)

TEN-PLATE CLUTCH
DIMENSION X USE PISTON MARKED PISTON THICKNESS DIMENSION X USE PISTON MARKED PISTON THICKNESS
1.2045–1.2305 in. 6834219 C 1.045–1.055 in. 1.2045–1.2299 in. 23017262 L 1.020–1.030 in.
(30.59–31.25 mm) (26.54–26.80 mm) (30.594–31.239 mm) (25.91–26.16 mm)
1.2305–1.2565 in. 6834668 B 1.020–1.030 in. 1.2300–1.2552 in. 23017261 K 0.995–1.005 in.
(31.25–31.91 mm) (25.91–26.16 mm) (31.242–31.882 mm) (25.27–25.53 mm)
1.2565–1.2820 in. 6834669 A 0.995–1.005 in. 1.2552–1.2804 in. 23017260 J 0.970–0.980 in.
(31.92–32.56 mm) (25.27–25.53 mm) (31.882–32.522 mm) (24.64–24.89 mm)
V03304 V03305

Figure 6–106. Forward Clutch Stack Dimensions Figure 6–107. Fourth Clutch Stack Dimensions

6–60 Copyright © 1996 General Motors Corp.

 ;;
REBUILD OF SUBASSEMBLIES
f. Second and Third Clutches

;;
980–1020 LB
(4359– 4537 N) 1. Stack the second clutch plates and piston (Fig-
LOAD
ure 6–110).
X
2. Apply the specified load, and measure Dimen-
sion X.

;;
NOTE:
If the measurement of Dimension X corresponds to
more than one backplate in Figure 6–110, use either
plate to obtain acceptable running clearance.

3. From the table in Figure 6–110, select the sec-

DIMENSION X USE PISTON MARKED PISTON THICKNESS ond clutch backplate. Use the parts measured,
0.4035–0.4325 in. 23040806 A 0.800–0.810 in. and the selected backplate, when the transmis-
(10.249–10.986 mm) (20.32–20.57 mm)
sion is assembled.
0.4325–0.4615 in. 23040807 B 0.829–0.839 in.
(10.986–11.722 mm) (21.06–21.31 mm) 4. Repeat Steps (1), (2), and (3), stacking the
0.4615–0.4905 in. 23040808 C 0.858–0.868 in.
third clutch plates and piston. Select the third
(11.722–12.459 mm) (21.79–22.05 mm) clutch backplate. Use the parts measured, and
V03306 the selected backplate, when the transmission
is assembled.

;;;
Figure 6–108. Low Clutch Stack
Dimensions — MT 650, 653 6–24. PLANETARY CARRIER
ASSEMBLIES
980–1020 LB
(4359– 4537 N) NOTE:
LOAD
• The disassembly and assembly procedures for all

;;;
the planetary carrier assemblies in the MT 600 Se-
ries transmissions differ only in the proper tool se-
lection for the specific carrier assembly. Refer to
the tool chart and Figure 6–111 for specific use and
the identity of the carrier (front, center, rear, low)
and tools involved. If the tool is common to all of
the planetary carrier assemblies, its number is
X
listed in the text. If the tool is not common, the text
refers to the chart. For planetary carrier detailed
information, refer to the exploded views at the
back of this manual.
• The hydraulic press used with J 25587-01 plane-
USE PLATE
tary rebuilding set (Figure 6–111) should have a
DIMENSION X PLATE THICKNESS
MARKED ten-ton (9072 kg) capacity, an adjustable press bed
2.286–2.317 in. 4 0.702–0.712 in. of 25 inches (64 cm) minimum opening, and a pres-
(58.06–58.85 mm) (17.83–18.08 mm) sure gauge to assist in determining proper installa-
2.317–2.348 in. 5 0.671–0.681 in. tion and staking of the pinion pins.
(58.85–59.64 mm) (17.04–17.30 mm)

2.348–2.380 in. 6 0.640–0.650 in.

(59.64–60.45 mm) (16.26–16.51 mm) a. Assembly Inspection
V03307 1. Visually inspect the planetary carrier assembly for
evidence of excessive wear, indications of over-
Figure 6–109. First Clutch Stack Dimensions heating, damage, or heavy metal contamination.

Copyright © 1996 General Motors Corp. 6–61

 ;;
MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS

980–1020 LB
will be drilled. Drill the front ends of the center
(4359– 4537 N) carrier assembly pins.
LOAD

;;
2. Place press fixture J 25587-01 in a hydraulic
press. Select the proper spacer and adapter, if
required, from the tool chart. Position these
parts (if used) to support the carrier assembly
solidly on the press fixture. The drilled ends of
X
the pinion pins should face upward.

3. Install pin remover J 25587-16 into the ram of

the press fixture. Press the pinion pins from the
carrier assembly.

DIMENSION X USE PLATE PLATE THICKNESS 4. Remove the pinion groups consisting of pin-
MARKED
ions, bearings, and thrust washers.
1.6984–1.7244 in. 7 0.476–0.486 in.
(43.139–43.799 mm) (12.09–12.34 mm)

1.7244–1.7504 in. 8 0.450–0.460 in.

c. Replacing Bushing in Front and Low
(43.799–44.460 mm) (11.43–11.68 mm)
1.7114–1.7374 in. 9 0.463–0.473 in.
(43.470–44.130 mm) (11.76–12.01 mm)
V03308
Figure 6–110. Second and Third Clutch
Stack Dimension
2. Check the end play of the planetary carrier pin-
ions. With the thrust washer (either rotating or
non-rotating type) held flat against the pinion,
insert a feeler gauge between the carrier and
thrust washer. End play with rotating thrust
washers must be within 0.008–0.031 inch
(0.20–0.79 mm). End play with non-rotating
thrust washers must be within 0.004–0.031
inch (0.10–0.79 mm).
NOTE:
• Do not disassemble the carrier assembly unless
parts replacement is necessary. Failure of one pin-
ion requires replacement of the entire matched pin-
ion gear set, pinion pins, and bearings.
• Depending on the amount of labor (machining the
bushing), time, parts replacement, and extent of re-
work, complete replacement of the assembly may
be more practical.
b. Removal of Pinion Components
1. Using a drill that is slightly smaller than the
pinion pin diameter, drill into the swaged (rear)
end on the pins (only one end required). Do not
drill into the carrier. The rear ends of all pinion
pins except those in the center carrier assembly
Planetary Carrier Assemblies
1. Fabricate six dummy pinion pins to the dimen-
sions shown in Figure 6–112 or 6–113.
2. Place the carrier on a work table, rear down-
ward.
3. Press the bushing from the carrier. Do not
scratch or score the bushing bore. Refer to
Paragraph 4–5g(1).
4. Place the carrier in a press, rear downward.
5. Apply Loctite® Sleeve Retainer No. 601 (or
equivalent) to the OD of the new bushings. Us-
ing bushing installer tool J 24469, install the
new bushing into the bore of the front plane-
tary carrier. Press the bushing 0.265–0.275
inch (6.73–6.99 mm) below its adjacent sur-
face (Figure 6–112). Using bushing installer
tool J 24472, install the new bushing into the
bore of the low planetary carrier. Press the
bushing flush to 0.010 inch (0.25 mm) below
its adjacent surface (Figure 6–113). Remove
excess Loctite® from the carriers.
6. Using a lathe with a four jaw chuck, mount the
carrier with Surface A facing the chuck. Insert
the six fabricated dummy pins (Figure 6–112
or 6–113) into the pinion pin holes. Adjust the
chuck, centering the carrier based on Surface B
and the runout of the dummy pins.
7. The total runout of the bushing after boring
must not exceed 0.002 inch (0.05 mm).

6–62 Copyright © 1996 General Motors Corp.

 REBUILD OF SUBASSEMBLIES

-48

-49

-50

-01

-18

-20
-16

-22 -03
-04
-12

-25
-11
-23
-13
-06

-27 -08
-17 -02

H00045

Figure 6–111. Planetary Rebuild Special Tools

Planetary Carrier Assembly Rebuild Tool Chart

Note — All tools in this chart have a basic number (J 25587) and a suffix. Only the suffix is shown below.
The figures in parentheses are quantities required.
Pin Pin
Remover Remover
and and Swaging
Planetary Carrier Support Pin Installer Installer Loading Guide Tool Swaging
Assembly Block Remover Adapter Spacer Pin Pin Installer Holder Tool
MT 640, 643 Front -4 -16 -22 (6) -50 (6) -13 -17 -27 (2)
MT 640, 643 Center -4 -16 -18 (4) -48 (4) -11 -17 -23 (2)
MT 640, 643 Rear -3 -16 -2 -6 -18 (4) -48 (4) -12 -17 -23 (2)
MT 650, 653 Front -4 -16 -22 (6) -50 (6) -13 -17 -27 (2)
MT 650, 653 Center -4 -16 -18 (4) -48 (4) -11 -17 -23 (2)
MT 650, 653 Rear -3 -16 -2 -6 -18 (4) -48 (4) -12 -17 -23 (2)
MT 650, 653 Low -3 -16 -20 (6) -49 (6) -8 -17 -25 (2)

Tools in the chart above are components of Planetary Rebuilding Kit J 25587-01. Refer to Paragraph 4–2.

Copyright © 1996 General Motors Corp. 6–63

 ;;
MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS

DUMMY PINS (6)

Adjust chuck jaws to achieve
“0” TIR (this locates true
position of dummy pins)
SURFACE B

;
Bushing to be 0.265 in. (6.73 mm) to
0.275 in. (6.99 mm) below this surface
C 0.002 in. (0.05 mm) TIR 2.5034 in. (63.586 mm)
Bushing installation load must be DIA A
2.5019 in. (63.548 mm)
525 LB (2335 N) in direction shown
BUSHING
0.275 in. (6.99 mm)
0.265 in. (6.73 mm)
SURFACE A

Diameter A must be perpendicular with surface B within 0.001 in. (0.02 mm) TIR.

With respect to surface B and the true position of the six (6) dummy pins,
diameter A shall be within the total runout specified by C.

2.50 in. (63.5 mm)

;;
2.45 in. (62.2 mm)
0.025 in. (0.63 mm)

30°
0.5117 in. (12.997 mm)
0.5114 in. (12.990 mm)

;;;;
;;
DUMMY PIN
V03309

Figure 6–112. Front Carrier Bushing Installation Requirements

Adjust chuck jaws to achieve "O" TIR

(This locates true position of dummy pins)

DUMMY PINS (6)

0.6384 in./0.6379 in. x 2.50 in.
(16.215 mm/16.203 mm x 63.55 mm)

Bushing to be flush to
SURFACE A 0.010 in. below this surface

0.002 in.
(0.05 mm) E
3.2534 in. (82.636 mm)
3.2512 in. (82.580 mm) DIA B

Bushing installation load must be a minimum

of 525 LBS (2335 N) in direction shown

NOTE: DIAMETER B must be perpendicular with SURFACE A within 0.001 in. (0.02 mm) TIR.
With respect to SURFACE A and the true position of the six (6) dummy pins, DIAMETER B shall
be within the total runout specified by E. V03310

Figure 6–113. Low Carrier Bushing Installation Requirements

6–64 Copyright © 1996 General Motors Corp.

 REBUILD OF SUBASSEMBLIES
d. Rework Center Carrier for Non-Rotating
Thrust Washers
NOTE:
• Non-rotating thrust washers may be used in any
four-pinion center carrier assembly, if the center
carrier is machined at two locations to provide
clearance for the non-rotating thrust washers to lay
flat on the carrier thrust surface.
• Do not attempt this rework unless adequate ma-
chining facilities are available.
1. Disassemble the center carrier assembly. Refer
to Paragraph 6–24b.
2. Machine the two points of interference (Figure
6–114) flush to 0.020 inch (0.51 mm) below
the existing thrust surface. Maintain a 0.050
inch (1.27 mm) radius in the corners. Do not
machine radially more than necessary to pro-
vide clearance for the thrust washers.
3. Thoroughly clean the carrier to remove ma-
chining debris.
4. Reassemble the carrier assembly. Refer to
Paragraph 6–24e.
NON-ROTATING
THRUST WASHERS
; ;
INTERFERENCE
POINTS
NOTE: Remove interference points flush to 0.020 in. (0.51 mm)
below the existing thrust surface, with a 0.05 in. (1.27 mm)
radius in the corners.
Figure 6–114. Rework of Center Carrier for
Non-Rotating Thrust Washers
Copyright © 1996 General Motors Corp.
e. Installation of Pinion Components
NOTE:
Lubricate needle rollers and thrust washers before
assembling the pinion groups.
1. For MT 650, 653 rear carriers, if needle bear-
ing assembly 39 or 49 (Foldout 9,B) was not
removed in Paragraph 6–12a(11), remove it
now. Make sure to install a new bearing assem-
bly (inner lip of race first) into the carrier be-
fore installing the pinions.
2. Assemble all the pinion groups for the carrier
assembly. Assemble each group by inserting
the proper loading pin into the pinion bore, in-
stalling the needle roller bearings around the
loading pin, installing a steel thrust washer at
each end of the pinion, and installing a bronze
thrust washer onto each steel thrust washer. If
using non-rotating thrust washers, the bronze
surface must be next to the steel thrust washer.
3. Position the carrier assembly, rear upward
(center carrier, front upward). Install all the
CENTER
CARRIER pinion groups into the planetary carrier, align-
ing the loading pins with the pin bores in the
carrier.
4. Install the proper pinion guide pins (refer to the
tool chart and Figure 6–111), larger diameters
first, into the pinion pin bores. Push the guide
pins through the carrier until the loading pins
drop out.
5. Position the carrier assembly on the press fix-
ture, using the proper pin remover and installer
adapter (if required).
NOTE:
Pin installers are shaped to avoid interference with
bosses on the carrier assemblies. They must be in-
stalled in the ram so the cutaway portion of the in-
V03311
staller will clear the bosses when the pinion pin is
pressed in.
6–65
 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
6. Select the proper pin installer, and install it into
the press fixture ram.
CAUTION:
Do not put pressure on the carrier. Distortion of
the carrier will damage it.
7. Place a pinion pin on the pilot end of the pin
guide located below the press fixture ram.
Press the pinion pin into the carrier until the in-
staller contacts the carrier.
8. Proceed with the installation of the remaining
pinion pins.
9. Remove the carrier assembly from the press
fixture. Install swaging tool holder J 25587-17
into the opening of the press fixture bed. Install
a swaging tool into the holder. Install another
swaging tool into the press fixture ram. Lubri-
cate both ends of the pinion pins with oil-solu-
ble grease.
10. Position the carrier assembly, rear upward
(center carrier, front upward) on the press fix-
ture. Use the proper support block to level the
carrier while the lower swaging tool is support-
ing the lower end of one pinion pin.
6–66 Copyright © 1996 General Motors Corp.
NOTE:
Swaging pressure is approximately two tons (1814
kg) for front carrier pinion pins and three tons
(2722 kg) for center, rear, and low carrier pinion
pins. While applying pressure, rotate the pinions
and feel for reduction of end play. The pinions must
rotate freely. Pinions with rotating bronze thrust
washers must have 0.008–0.031 inch (0.20–0.79
mm) minimum end play after swaging the pins. Pin-
ions with non-rotating bronze thrust washers must
have 0.004–0.031 inch (0.10–0.79 mm) minimum
end play after swaging the pins.
11. Apply sufficient pressure to the press fixture
ram to firmly swage the end of the pinion pin
against the metal of the carrier. Figure 6–115
illustrates a typical swage pattern. Repeat the
procedure to swage the remaining pinion pin
ends.
0.120 in. (3.048 mm) TYPICAL
90°
Swage both ends of six
pins securely, as shown.
Gears must turn freely.
V02967
Figure 6–115. Typical Swaging Pattern on Pinion Pin
 Section 7 — ASSEMBLY OF TRANSMISSION
7–1. SCOPE a. Selecting Center Support Snapring
This section covers assembly of models MT(B) 640, 1. Position the transmission housing, converter
643, 650, and 653. Procedures common to all models end up. Install second clutch backplate 28
have no model identification. Where procedures apply (Foldout 8,B).
to specific models, the model(s) will be identified. If
the procedure does not apply to the model being as- 2. Beginning with an internal-splined clutch
sembled, continue with the next applicable procedure. plate, alternately install three internal-splined
Assembly procedures for the various models are orga- clutch plates 27 and three external-tanged
nized as follows: clutch plates 26 into the transmission housing.
Retain the plates with snapring 25. Install the
Model Paragraphs
snapring with the snapring gap at the 12
All Models 7–3, 7–4, 7–5, 7–6, 7–8, o’clock position and be sure the snapring is
7–10, 7–11, 7–12 fully seated in its groove.
MT 640, 643 7–9
3. Remove third clutch piston 9 from center sup-
MTB 643 7–7 port assembly 13. Attach center support lifter
MT 650, 653 7–9 J 24455 into the recess between the sealring
MTB 653 7–7 grooves on the support hub (Figure 7–1).

4. Align the tapped hole in the support (Figure

7–2. GENERAL INFORMATION FOR 7–1) with the anchor bolt hole in the transmis-
FINAL ASSEMBLY sion housing (Figure 7–2). Carefully lower the
support into the housing, seating it firmly
Refer to Sections 4 and 8 for general information as
against second clutch retaining snapring 25.
follows:
Remove the lifting bracket from the support.
Paragraph Description Retain the support by installing the original
3⁄8-16 x 3 inch (earlier models, 3⁄8-16 x 21⁄4
4–2 Tools and Equipment
inch) self-locking anchor bolt 54 and washer
4–3 Replacement Parts 55 (Foldout 10,A) removed in Paragraph 5–9d.
4–4 Careful Handling Tighten the bolt finger tight.
4–6 Assembly Procedures
4–10 Torque Specifications
4–11 Selective Parts
8–1 Wear Limits Data
8–2 Spring Data FOURTH CLUTCH
PRESSURE PORT
J 24455

7–3. INSTALLATION OF CLUTCHES,

RETAINER
CENTER SUPPORT, PLANETARY RING TANG (4)
GEARING, AND REAR COVER OR
RETARDER

NOTE:
The clearances for low, first, second, and third
clutches are established by direct measurement in
this section (Paragraphs 7–3b, e, f, j, and o). Refer to CENTER
TAPPED HOLE SUPPORT
Paragraph 6–23 for stack dimension computation ASSEMBLY H00095.01
of clutch clearances.
Figure 7–1. Installing Center Support Assembly

Copyright © 1996 General Motors Corp. 7–1

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS

J 23717-1
CENTER SUPPORT
BOLT HOLE J 24475-2
H03313

Figure 7–2. Center Support Anchor Bolt Hole

5. Install compressor base J 24475-1 over the hub

BOLT (2), 3/8-16 x 11/4 in.
of the center support (Figure 7–3). Install com-
pressor bar J 24475-2 and screw J 23717-1, re-
taining the bar to the transmission with two 3⁄8-
16 x 11⁄4 inch bolts. Compress the support by
applying a torque of 5 lb ft (7 N·m) to screw J 24475-1

J 23717-1.

6. Using gauge J 34127, measure the clearance

between the top edge of the center support and CENTER SUPPORT H00139.01

the top of the snapring groove in the housing

(Figure 7–4). Select the proper snapring 5 Figure 7–3. Compressing Center Support
(Foldout 8,B), using the following table.

Measured Snapring
Clearance Thickness Snapring
in. (mm) in. (mm) Color
0.150–0.154 0.148–0.150
White
(3.81–3.91) (3.76–3.81)
0.154–0.157 0.152–0.154
Yellow J 24475-2
(3.91–3.99) (3.86–3.91)
0.157–0.160 0155–0.157
Green
(3.99–4.06) (3.94–3.99)
0.160–0.164 0.158–0.160 J 34127
Red
(4.06–4.17) (4.01–4.06)

7. Install the selected snapring and remove the

center support compressor from the transmis-
sion.
CENTER SUPPORT
b. Second Clutch Clearance H00140.01

1. Invert the transmission housing, output end up- Figure 7–4. Measuring for Selection of Center
ward. Support Snapring

7–2 Copyright © 1996 General Motors Corp.

 ASSEMBLY OF TRANSMISSION
2. Using gauge J 26915, check the second clutch
plate clearance. Insert the gauge between the
backplate and the transmission housing (Figure
7–5). The prescribed clearance is 0.049–0.111
inch (1.24–2.82 mm). When the clearance is
correct, the first step of the gauge fits between
the backplate and the transmission housing,
and the second step does not.
3. If the clearance is not satisfactory, measure the
total plate thickness and replace all plates nec-
essary to satisfy the prescribed clearance. If re-
quired, the backplate may be replaced by a
thicker or thinner plate.
NOTE:
• For MTB 643, proceed to Paragraph 7–3d.
• For MT(B) 650, 653 proceed to Paragraph 7–3f.
c. Rear Cover — MT 640, 643 (Foldout 12,A)
1. Place rear cover gasket 5 on the transmission
housing, aligning the holes in the gasket with
those in the housing (Figure 7–6).
2. Install rear cover assembly 6 (as assembled in
Paragraph 6–17) onto the transmission housing
(Figure 7–6).
J 26915
BACKPLATE
CENTER SUPPORT
H00141.01
Figure 7–5. Checking Second Clutch Clearance
Copyright © 1996 General Motors Corp.
NOTE:
Do not mix zinc plated and non-zinc plated rear
cover bolts in the same transmission. Do not use
washers with zinc plated flanged hex head bolts.
3. Install fourteen 1⁄2-13 x 11⁄2 inch bolts 18 or 19
and fourteen washers 17 (used with non-
flanged bolts 18) to retain the rear cover as-
sembly. Tighten two bolts that are 180 degrees
apart to 33 lb ft (45 N·m). Move approximately
90 degrees around the bolt circle and repeat the
operation. Tighten the remaining bolts at 180
degrees increments to 33 lb ft (45 N·m). Re-
peat the entire process tightening each of the
fourteen bolts to 67–80 lb ft (91–108 N·m) for
non-plated bolts or 61–73 lb ft (83–99 N·m)
for zinc plated bolts.
NOTE:
For MT 640, 643, proceed to Paragraph 7–3e.
d. Output Retarder — MTB 643
1. If bearing 4 (Foldout 19,A) was removed from
output shaft 11 (Foldout 18,B), install a new
bearing. Press the new bearing to a firm seat
against the shaft shoulder. If bearing 9 and ori-
fice plug 10 were removed, install new ones. In-
stall bearing 9 to 0.180–0.200 inch (4.57–5.08
mm) below end of shaft with installer J 34016.
Install orifice plug 10 (orifice end first) to just
below the chamfer of its bore in the shaft.
REAR COVER
GASKET
TRANSMISSION
HOUSING
H00112
Figure 7–6. Installing Rear Cover — MT 640, 643
7–3
 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
2. Install two 1⁄2-13 guide bolts into the adapter-
to-transmission housing bolt circle. Install one
bolt at 3 o’clock and one at 9 o’clock.
3. Align and install gasket 1 (Foldout 19,A) onto
the guide bolts.
4. Install sealring 21 onto the adapter housing.
5. Install the adapter housing assembly onto the
guide bolts (Figure 7–7). Remove the guide
bolts.
6. Install fourteen 1⁄2-13 x 2 inch bolts 20, four-
teen 1⁄2 inch flat washers 19, and fourteen seal-
rings 18 to retain the adapter housing to the
transmission housing. Tighten two bolts 180
degrees apart to 45 lb ft (61 N·m). Move ap-
proximately 90 degrees around the bolt circle
and repeat the operation. Tighten the remaining
bolts at 180 degrees increments to 45 lb ft (61
N·m). Repeat the entire procedure tightening
each of the fourteen bolts to 81–97 lb ft (110–
132 N·m).
7. Install gasket 1 (Foldout 18,A) onto the adapter
housing.
8. Install the output shaft (splined-end first) into
the adapter housing. Lightly tap the output
shaft until the bearing seats against the hub of
the rear planetary carrier.
9. Attach a three-leg sling to the rear of the re-
tarder housing (Figure 7–8). Adjust the length
of the sling legs so that the retarder housing is
level for easier installation.
OUTPUT
SHAFT
10. Using a hoist, lower the retarder housing onto
the adapter housing. Guide governor and
speedometer drive gear 25 (Foldout 18,A) and
spacer 26 onto the output shaft as the retarder
housing is lowered onto the transmission. Re-
check the gasket alignment and tap the retarder
housing to a firm seat on the adapter housing.
NOTE:
Hose clamp bracket 12 (Foldout 17,A) is retained to
the adapter housing by one of the retarder housing
bolts at the ten-thirty o’clock position.
11. From the front side of the adapter housing, in-
stall eleven M12 x 1.75 x 60 mm bolts 2 (Fold-
out 19,A) and eleven 12 mm flat washers 3,
and six M12 x 1.75 x 45 mm bolts 5 and six 12
mm flat washers 6. Remove the sling. Install
three M12 x 1.75 x 130 mm bolts 32 (Foldout
18,A) and three 12 mm flat washers 31 from
the rear side of the retarder housing.
12. Tighten two bolts 180 degrees apart to 30 lb ft
(40 N·m). Move approximately 90 degrees
around the splitline and repeat the operation.
Tighten the remaining bolts at 180 degree in-
crements to 30 lb ft (40 N·m). Repeat the entire
procedure, tightening each of the twenty bolts
to 53–63 lb ft (72–85 N·m).
OUTPUT
SHAFT
RETARDER
HOUSING

SEALRING

GASKET

REAR
ADAPTER
HOUSING

GASKET
H00047
ADAPTER H00115.01
Figure 7–7. Installing Retarder Adapter Housing HOUSING
Assembly — MTB 653 Figure 7–8. Installing Retarder Housing Assembly

7–4 Copyright © 1996 General Motors Corp.

 ASSEMBLY OF TRANSMISSION
e. First Clutch Clearance — MT(B) 640, 643
(Foldout 11,A)
RING GEAR

1. Invert the transmission, front side up.

BACKPLATE
2. Remove the selected snapring that retains the
center support. Remove the center support an-
chor bolt and washer. Attach center support
lifter J 24455 to the hub of the support (Figure
7–1). Remove the center support from the EXTERNAL-TANGED INTERNAL-SPLINED
transmission. Remove the lifting bracket from CLUTCH PLATES CLUTCH PLATES
the center support.

3. Remove the second clutch retaining snapring.

Remove the six second clutch plates and the
backplate from the transmission housing. Re-
tain the second clutch plates in a pack. Do not
intermix with other plates.
H00098.01

4. Alternately, install two external-tanged clutch

Figure 7–9. Installing Rear Planetary Ring Gear,
plates 4 and one internal-splined clutch plate 3,
First Clutch Plates, and Backplate
starting with an external-tanged plate.

5. Place rear planetary ring gear 14 (extended

tooth side down) on the work table. Beginning
with an internal-splined clutch plate, install SNAPRING

five internal-splined clutch plates 3 and four BACKPLATE RING GEAR

external-tanged clutch plates 4 and backplate 2
(flat side first) onto the ring gear. Install the
ring gear and plates as an assembly into the
transmission housing (Figure 7–9).

6. Retain the first clutch pack with snapring 1

(Figure 7–10). Install the snapring with the
snapring gap at the 12 o’clock position and be
sure the snapring is fully seated in its groove.

7. Using first clutch clearance gauge J 26914,

check the clearance between the snapring and
backplate (Figure 7–11). Correct first clutch
clearance is 0.074–0.147 inch (1.88–3.73 mm).
H00142.01
When the clearance is correct, the first step of
the gauge fits between the snapring and back-
plate, and the second step does not. Figure 7–10. Installing First Clutch
Snapring — MT 640, 643
8. If the clearance is not satisfactory, measure the
total plate thickness and replace all plates nec-
essary to achieve the correct clearance. If re- NOTE:
quired, the backplate may be replaced by a For MT(B) 640, 643 proceed to Paragraph 7–3k.
thicker or thinner plate.

Copyright © 1996 General Motors Corp. 7–5

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
f. Low Clutch Clearance — MT(B) 650, 653
(Foldout 11,B)
1. Position adapter housing 3 and the first clutch
piston (as assembled in Paragraph 6–20) on a
clean work surface, piston downward (Figure 7–
12). Install the low clutch plates (six external-
tanged plates 17 and five internal-splined plates
g. Low Clutch Planetary — MT(B) 650, 653
18) into the adapter housing (Figure 7–12).
2. Position the rear cover (as assembled in Para-
graph 6–16) or retarder adapter housing (as as-
sembled in Paragraph 6–19) on a clean work
surface, piston upward, and install the rear
cover gasket (Figure 7–12). Using a depth mi-
crometer as shown in Figure 7–12, measure
and record Dimension A (distance from top of
housing to top clutch plate). Use firm hand
pressure against the plates at the point of mea-
surement.
3. Using a depth micrometer as shown in Figure
7–12, measure and record Dimension B (dis-
tance from top of piston to gasket on mounting
flange).
5. If the low clutch adapter housing, rear cover, or
retarder adapter housing was replaced, it may
be necessary to select a piston with a different
thickness to obtain the desired clearance.
6. After the desired clearance is established, re-
move and identify the low clutch pack.
(Foldout 11,B)
1. Install low clutch adapter housing gasket 1
onto the rear of the transmission housing (Fig-
ure 7–13). Install the adapter housing 3 and the
first clutch piston (as assembled in Paragraph
6–20). Use 1⁄2-13 x 6 inch guide bolts J 1927-1
to maintain gasket alignment during assembly.
2. Install tanged thrust washer 5 and low plane-
tary sun gear 6 (Figure 7–14).
3. Install thrust washer 7 into low planetary
assembly 8 and retain it with oil-soluble
grease (Figure 7–15). Install the planetary
assembly (as assembled in Paragraph 6–24)
onto the planetary sun gear (Figure 7–15).

4. Subtract Dimension B from Dimension A to ob- ADAPTER

tain low clutch clearance. The clearance is ac- HOUSING
DEPTH MICROMETER
ceptable if it is within 0.081–0.139 inch (2.06–
3.53 mm). Replace worn plates with new plates A
to obtain the desired running clearance.
CLUTCH PLATES

DEPTH MICROMETER

B PISTON
SNAPRING
BACKPLATE

GASKET

REAR
SECOND CLUTCH J 26914
COVER
PLATES

A – B = CLEARANCE L00342

H00048.01
Figure 7–12. Establishing Low Clutch
Figure 7–11. Checking First Clutch Clearance Clearance — MT(B) 650, 653

7–6 Copyright © 1996 General Motors Corp.

 ASSEMBLY OF TRANSMISSION

LOW PLANETARY
J 1927-1 J 1927-1 ASSEMBLY

ADAPTER
HOUSING
GASKET

THRUST WASHER LOW SUN GEAR

H00143.01

H00050.01
Figure 7–13. Installing Adapter
Housing — MT(B) 650, 653 Figure 7–15. Installing Low Planetary Carrier
Assembly — MT(B) 650, 653

LOW PLANETARY LOW RING

ADAPTER SUN GEAR GEAR
HOUSING

LOW
THRUST PLANETARY
WASHER ASSEMBLY

THRUST
WASHER

H00049 H00031.01

Figure 7–14. Installing Low Planetary Sun Figure 7–16. Installing Low Planetary Ring
Gear — MT(B) 650, 653 Gear — MT(B) 650, 653

6. Install the output shaft assembly (as assembled

4. Install thrust washer 16 onto the hub of low
ring gear 19 and retain it with oil-soluble
grease (Figure 7–16). Center the thrust washer
within the planetary assembly and install the
ring gear (Figure 7–16).
5. Beginning with an external-tanged plate, in-
stall the low clutch pack (removed in Para-
graph 7–3f) into the adapter housing. Particular
attention must be given to the positioning of
the three sets of double tangs on the plates. If
the tangs are not positioned as shown in Figure
7–17, movement of the stationary plates will
occur.
in Paragraph 6–15) into the low ring gear (Fig-
ure 7–18).
7. For MT 650, 653, if the governor drive gear was
not previously installed, install it onto the output
shaft and engage the spring pin with the slot in
the drive gear (Figure 7–19). Install speedome-
ter drive gear 9 or speed sensor wheel 10 (Fold-
out 12,B), and spacer 11 (if used) onto the
output shaft.
NOTE:
For MTB 653, proceed to Paragraph 7–3i.

Copyright © 1996 General Motors Corp. 7–7

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
h. Rear Cover, Governor — MT 650, 653
(Foldout 12,B)
EXTERNAL- DOUBLE DOUBLE
TANGED TANG
PLATE
TANG 1. Install rear cover gasket 12 onto the adapter
housing (Figure 7–19). Install rear cover as-
INTERNAL- DOUBLE sembly 13 (as assembled in Paragraph 6–16)
SPLINED TANG
PLATE onto the adapter housing (Figure 7–19).

NOTE:
Do not mix zinc plated and non-zinc plated rear
cover bolts in the same transmission. Do not use
washers with zinc plated flanged hex head bolts.

2. Install twelve 1⁄2-13 x 51⁄4 inch bolts 26 or 27

and twelve washers 25 (used with non-flanged
bolts 26) through the rear cover and adapter
housing, and into the transmission housing
(Figure 7–20). Replace the two guide bolts with
the two remaining cover bolts and washers.
Tighten two bolts that are 180 degrees apart to
33 lb ft (45 N·m). Move approximately 90 de-
H00032
. grees around the bolt circle and repeat the oper-
Figure 7–17. Installing Low Clutch ation. Tighten the remaining opposite pairs of
Plates — MT(B) 650, 653 bolts to 33 lb ft (45 N·m). Repeat the entire pro-
cess, tightening all fourteen bolts to 67–80 lb ft
(91–108 N·m) for non-plated bolts or 61–73 lb
ft (83–99 N·m) for zinc plated bolts.

OUTPUT REAR
SHAFT COVER
ASSEMBLY ASSEMBLY

BEARING
LOW RING SPEEDOMETER
GEAR DRIVE GEAR

GOVERNOR
DRIVE GEAR
J 1927-1 J 1927-1

H00033.01

Figure 7–18. Installing Output

GASKET
Shaft — MT(B) 650, 653
H00034.01

Figure 7–19. Installing Rear Cover — MT 650, 653

7–8 Copyright © 1996 General Motors Corp.

 ASSEMBLY OF TRANSMISSION
3. Install the governor into the rear cover assem- 3. Install two 1⁄2-13 guide bolts into the adapter-
bly (Figure 7–21). Install governor cover gas- to-transmission housing bolt circle. Install one
ket 38 and governor cover 39 onto the rear bolt at 3 o’clock and one at 9 o’clock.
cover assembly. Retain the governor cover
with four 5⁄16-18 x 11⁄16 inch bolts 40. Tighten 4. Align and install gasket 7 onto the guide bolts.
the bolts to 15–20 lb ft (20–27 N·m).
4. If an output flange spacer is required, refer to
the note in Paragraph 5–11c(2). Refer to Para- OUTPUT SHAFT
graph 3–17h for installation of the output
REAR COVER
flange retaining nut.
GOVERNOR
NOTE:
For MT 650, 653, proceed to Paragraph 7–3j.

i. Output Retarder — MTB 653 (Foldout 19,B)

1. If bearing race and rollers 6 were removed ADAPTER
from output shaft 5, install new bearing and HOUSING
race 6. Press the new bearing and race to a firm
seat against the shaft shoulder. If bushing 3 and
orifice plug 4 were removed, install new ones.
Install bushing 3 to 0.360–0.380 inch (9.14– TRANSMISSION
9.65 mm) below end of shaft. Install orifice HOUSING H00145
plug 4 (orifice end first) to just below the
chamfer of its bore in the shaft. Figure 7–21. Installing Governor
Assembly — MT 650, 653
2. Slip spacer 10 onto the output shaft assembly
(Figure 7–22). Install the shaft assembly into
the transmission.

OUTPUT SHAFT

REAR COVER

SPACER
BEARING RACE
BOLT (14), 1/2-13 x 51/4 in. AND ROLLERS
OUTPUT SHAFT

WASHER (14)

ADAPTER
HOUSING

H00035
H00144.01

Figure 7–20. Tightening Rear Cover Bolts — MT 650, Figure 7–22. Installing Output Shaft
653 Assembly — MTB 653

Copyright © 1996 General Motors Corp. 7–9

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
5. Install sealring 27 onto retarder adapter hous-
ing 13.
6. Install the adapter housing assembly onto the
guide bolts (Figure 7–23). Remove the guide
bolts.
7. Install fourteen 1⁄2-13 x 51⁄2 inch bolts 26,
fourteen 1⁄2 inch flat washers 25, and fourteen
sealrings 24 to retain the retarder adapter hous-
ing and low clutch adapter housing to the
transmission housing. Tighten two bolts 180
degrees apart to 45 lb ft (61 N·m). Move ap-
proximately 90 degrees around the bolt circle
and repeat the operation. Tighten the remaining
bolts at 180 degree increments to 45 lb ft (61
N·m). Repeat the entire procedure, tightening
each of the fourteen bolts to 81–97 lb ft (110–
132 N·m).
8. Install gasket 1 (Foldout 18,A) onto the re-
tarder adapter housing.
9. Attach a three-leg sling to the rear of the re-
tarder housing (Figure 7–24). Adjust the length
of the sling legs so that the retarder housing is
level for easier installation.
10. Using a hoist, lower the retarder housing onto
the adapter housing. Guide governor and
speedometer drive gear 25 (Foldout 18,A) and
spacer 26 onto the output shaft as the retarder
housing is lowered onto the transmission. Re-
check the gasket alignment and tap the retarder
housing to a firm seat on the adapter housing.
OUTPUT
SHAFT
SEALRING
REAR
ADAPTER
HOUSING
GASKET
H00047
Figure 7–23. Installing Retarder Adapter Housing
Assembly— MTB 653
7–10 Copyright © 1996 General Motors Corp.
NOTE:
Hose clamp bracket 12 (Foldout 17,A) is retained to
the adapter housing by one of the retarder housing
bolts at the ten-thirty o’clock position.
11. From the front side of the adapter housing, in-
stall twelve M12 x 1.75 x 90 mm bolts 8
(Foldout 19,B) and twelve 12 mm flat washers
9, and five M12 x 1.75 x 45 mm bolts 11 and
five 12 mm flat washers 12. Remove the sling.
Install three M12 x 1.75 x 130 mm bolts 32
(Foldout 18,A) and three 12 mm flat washers
31 from the rear side of the retarder housing.
12. Tighten two bolts 180 degrees apart to 30 lb ft
(40 N·m). Move approximately 90 degrees
around the splitline and repeat the operation.
Tighten the remaining bolts at 180 degree in-
crements to 30 lb ft (40 N·m). Repeat the entire
procedure, tightening each of the twenty bolts
to 53–63 lb ft (72–85 N·m).
j. First Clutch Clearance — MT(B) 650, 653
(Foldout 11,A)
1. Invert the transmission, front side upward.
OUTPUT
SHAFT
RETARDER
HOUSING
GASKET
ADAPTER H00115.01
HOUSING
Figure 7–24. Installing Retarder Housing Assembly
 ASSEMBLY OF TRANSMISSION
2. Remove the center support anchor bolt and
washer. Remove the snapring that retains the
center support. It may be necessary to com-
press the center support in order to remove the
snapring. Attach center support lifting bracket
J 24455 to the hub of the support. Remove the
center support.
3. Remove the second clutch plate retaining
snapring. Remove the six second clutch plates
and backplate from the transmission housing.
Retain the second clutch plates in a pack. Do
not intermix with other plates.
4. Install ring gear hub 6 into ring gear 5 and re-
tain it with snapring 7.
5. Install tanged thrust washer 2 (Foldout 11,B)
into the hub of the adapter housing (Figure 7–
25). Install the rear planetary ring gear and hub
assembly.
6. Starting with an external-tanged plate, alter-
nately install six external-tanged clutch plates
4 (Foldout 11,A) and six internal-splined
clutch plates 3. Install backplate 2 (flat side
first) and retain it with snapring 1 (Figure 7–
26). Install the snapring with the snapring gap
at the 12 o’clock position and be sure the
snapring is fully seated in its groove.
RING GEAR
AND HUB
ASSEMBLY
FIRST
CLUTCH
PISTON
THRUST WASHER
H00036.01
Figure 7–25. Installing Rear Planetary Ring Gear and
Hub Assembly— MT 650, 653
Copyright © 1996 General Motors Corp.
7. Using first clutch gauge J 26914, check the
clearance between the snapring and the back-
plate as shown in Figure 7–11. Correct first
clutch clearance is 0.074–0.147 inch (1.88–
3.73 mm). When the clearance is correct, the
first step of the gauge fits between the snapring
and the backplate, and the second step does not.
8. If the clearance is not satisfactory, measure the
total plate thickness and replace all plates nec-
essary to achieve the correct clearance. If re-
quired, the backplate may be replaced by a
thicker or thinner plate.
NOTE:
For MT(B) 650, 653 proceed to Paragraph 7–3l.
k. Gear Unit Assembly — MT(B) 640, 643
(Foldout 9,A)
1. Attach gear unit lifter J 24454 behind the
splines of the main shaft (Figure 7–27).
2. Using a hoist, carefully lower the gear unit (as
assembled in Paragraph 6–13) into the trans-
mission housing. Engage the pinions of the
rear planetary carrier assembly with the teeth
of the rear planetary ring gear. For the MTB
643, also engage the splines of the rear plane-
tary carrier with the splines of the output shaft.
NOTE:
For MT(B) 640, 643 proceed to Paragraph 7–3m.
SNAPRING
BACKPLATE
FIRST CLUTCH
PLATES (12)
H00037.01
Figure 7–26. Installing First Clutch
Snapring — MT 650, 653
7–11
 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
l. Gear Unit Assembly — MT(B) 650, 653
(Foldout 9,B)
1. Attach gear unit lifter J 24454 behind the
splines of the main shaft (Figure 7–27). Be
sure that thrust washer 47 is retained by oil-
soluble grease to rear carrier assembly 38.
2. Using a hoist, carefully lower the gear unit (as
assembled in Paragraph 6–12) into the trans-
mission housing. Engage the internal-splines
of the rear planetary carrier assembly hub with
the splines of the output shaft, and the pinions
of the rear carrier assembly with the teeth of
2. Install snapring 25 to retain the second clutch
(Figure 7–29). Place the ends of the snapring at
the top of the main case. Be sure the thrust
washer is in place on the front sun gear.
n. Center Support (Foldout 8,B)
1. Install the third clutch piston (as assembled in
Paragraph 6–11e) into the center support. Be
sure that the piston sealrings are not pinched or
distorted when the piston is installed.
SECOND CLUTCH INTERNAL-SPLINED
BACKPLATE PLATE

the rear planetary ring gear.

m. Second Clutch (Foldout 8,B)

NOTE:
Before installing the second clutch, be sure the
clutch pack meets the required clearance. Refer to
Paragraph 7–3b.

1. Install the second clutch pack into the trans-

mission (Figure 7–28). Install second clutch
backplate 28. Beginning with an internal- GEAR UNIT
splined plate 27, alternately install three inter-
nal-splined plates 27 and three external-tanged H00038.01

plates 26.
Figure 7–28. Installing Second Clutch Plates

SECOND CLUTCH SNAPRING

PLATES

J 24454

MAIN SHAFT
GEAR UNIT

THRUST
WASHER

H00097.01
H00039

Figure 7–27. Installing Gear Unit Figure 7–29. Installing Second Clutch Snapring

7–12 Copyright © 1996 General Motors Corp.

 ASSEMBLY OF TRANSMISSION
2. Attach center support lifter J 24455 into the re-
cess between the sealring grooves on the sup-
port hub (Figure 7–30).
3. If the center support has two grooves machined FOURTH CLUTCH
PRESSURE PORT
in the OD of the support, shim 29 is required. J 24455
Bend the shim to conform to the center support
OD. Apply oil-soluble grease to the shim and RETAINER
RING TANG (4)
position it over the fluid supply holes in the
center support. Index the boss on the shim into
the corresponding fluid passage for retention.
When correctly installed, the holes in the sup-
port and shim align and the shim lies flush on
the support.
4. Apply a light film of fluid on the transmission
housing center support bore to aid assembly. CENTER
TAPPED HOLE SUPPORT
5. Align the tapped hole in the center support ASSEMBLY H00095.01

(Figure 7–30) with the anchor bolt hole in the Figure 7–30. Installing Center Support Assembly
transmission housing (Figure 7–31). Install the
center support (as assembled in Paragraph 6–
11) and shim 29 (if required). Seat the support
firmly against the second clutch snapring.
6. Check the support and shim alignment by
viewing from the valve body mounting surface.
The support and shim should align with all
fluid passages in the transmission housing.
7. Remove the lifter from the center support. Start
a new 3⁄8-16 x 3 inch special self-locking bolt
54 (Foldout 10,A) and chamfered washer 55
into the center support assembly. Earlier mod-
els use a 3⁄8-16 x 21⁄4 inch bolt and plain
washer. Refer to Paragraph 6–11b for rework CENTER SUPPORT
to the later configuration. BOLT
H03314
8. Install snapring 5 (Foldout 8,B) selected in
Figure 7–31. Tightening Center Support Bolt
Paragraph 7–3a, to retain the center support.
Place the ends of the snapring at the top of the
main case. Tighten the center support anchor NOTE:
bolt to 39–46 lb ft (53–62 N·m) (Figure 7–31). For earlier models, install the needle roller bearing
assembly (rollers upward) onto the center support
CAUTION: hub.
Improper installation of butt-joint sealrings may
cause transmission failure. Refer to Paragraph o. Third Clutch Clearance (Foldout 8,B)
4–6f for proper installation procedure. 1. Starting with external-tanged plate, as shown
in Figure 7–32, alternately install three exter-
9. Install needle roller thrust bearing race assem- nal-tanged plates 4 and three internal-splined
bly 15 (Foldout 8,A), lube relief scallops and plates 3. Note the location of the three sets of
black oxide race up, onto the center support double tangs. If the tangs are not positioned as
hub. Install two butt-joint sealrings 12 (Foldout shown, movement of the stationary plates will
8,B) onto the hub. occur.

Copyright © 1996 General Motors Corp. 7–13

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
2. Install backplate 2 and retain it with snapring 1
(Figure 7–33). Using third clutch clearance
gauge J 26916, check the clearance between the
snapring and backplate. Correct third clutch
clearance is 0.050–0.114 inch (1.27–2.90 mm).
When the clearance is correct, the first step of
the gauge fits between the snapring and the
backplate, and the second step does not.
INTERNAL- DOUBLE
SPLINED TANGS
PLATE
DOUBLE
TANGS
3. If the clearance is not satisfactory, measure the
total plate thickness and replace all plates nec-
essary to achieve the correct clearance. If re-
quired, the backplate may be replaced by a
thicker or thinner plate.
p. Fourth Clutch (Foldout 8,A). On earlier models,
be sure the needle bearing race is in place on the rear
of the fourth clutch housing hub. Align the internal
splines of the third clutch plates to the external splines
on the fourth clutch housing. Grasp the fourth clutch
assembly (as assembled in Paragraph 6–10) by the
spring retainer and install it onto the center support
hub (Figure 7–34).

q. Forward Clutch and Turbine Shaft (Foldout 7,B)

1. Align the internal-splined plates of the fourth
clutch, and direct air into the fourth clutch ap-
ply port (Figure 7–35). The air applies the
fourth clutch and prevents movement of the
clutch plates during installation of the forward
clutch assembly.
2. Be sure thrust bearing race assembly 26 is in
place (black oxide race and lube scallops fac-
ing down) on the fourth clutch housing hub.
For earlier models, the needle bearing and race
EXTERNAL- should be securely in place on the forward
DOUBLE
TANGED
TANGS clutch hub, and the mating race on the hub of
PLATE
H00021
fourth clutch housing (Figure 7–35).

FOURTH SNAPRING
Figure 7–32. Installing Third Clutch Plates CLUTCH GAP
ASSEMBLY

J 26916

SNAPRING

BACKPLATE
THIRD
CLUTCH
PISTON
H00146.01
RETAINER RING
TANG
H00022

Figure 7–33. Checking Third Clutch Clearance Figure 7–34. Installing Fourth Clutch Assembly

7–14 Copyright © 1996 General Motors Corp.

 ASSEMBLY OF TRANSMISSION
FORWARD CLUTCH
ASSEMBLY
FOURTH
CLUTCH
HUB
FOURTH
CLUTCH
BEARING
RACE INTERNAL-
SPLINED
PLATES (4)
AIR SUPPLY
H00023.01
Figure 7–35. Installing Forward Clutch Assembly
3. Install the forward clutch assembly (as assem-
bled in Paragraph 6–9) while engaging the
fourth clutch hub within the internal-splined
plates of the fourth clutch (Figure 7–35).
When the forward clutch assembly seats
properly, the front surface of the forward
clutch housing is approximately 1⁄2 inch (12.7
mm) behind the forward edge of the PTO
opening. Another check is to apply air in short
bursts to the fourth clutch and watch the for-
ward clutch assembly for an up and down
movement. If the assembly does not move, it
is properly seated.
7–4. INSTALLATION OF OIL PUMP AND
FRONT SUPPORT (Foldout 7,A)
a. Install front support gasket 33 onto the forward
clutch housing (Figure 7–36). Be sure the two hook-
type sealrings at the base of the turbine shaft are held
in place with oil-soluble grease.
Copyright © 1996 General Motors Corp.
TURBINE FORWARD
SHAFT CLUTCH
GASKET HOUSING
BEARING
RACE
H00024
Figure 7–36. Installing Front Support Gasket I
CAUTION:
Improper installation of butt-joint sealrings may
cause transmission failure. Refer to Paragraph
4–6f for proper installation procedure.
b. Install thrust bearing race assembly 31 onto the
hub of support assembly 22, black oxide race and lube
scallops up. Install two butt-joint sealrings 32 onto the
hub. Retain the bearing and sealrings with oil-soluble
grease.
NOTE:
For earlier models, install the bearing and race as-
sembly (race first) onto the hub of support assembly
22. Check for the race on the front of the forward
clutch housing.
c. Lubricate sealring 2 with oil-soluble grease and
install it onto support assembly 22. Install two 3⁄8-16 x
6 inch headless guide screws J 24315-1 into the
transmission housing (Figure 7–37). Attach front
support lifter J 24473 to the converter ground sleeve.
Align all the holes in the front support with the
corresponding holes in the transmission housing.
Index two of these holes to corresponding holes
containing the two guide bolts and install the front
support.
7–15
 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
d. Install ten of the twelve 3⁄8-16 x 33⁄8 inch bolts 35 a. Control Valve Assembly — MT(B) 640, 643
and rubber-covered washers 34 (Figure 7–38). (Foldout 13)
Remove the two guide bolts and install the two
1. Install governor check ball 49 (if used) into the
remaining bolts 35 and washers 34. Do not tighten the
deep pocket end of the governor pressure re-
bolts in sequence. Maintain an even pull on the outer
cess (Figure 7–39).
perimeter of the support by tightening the first two
bolts 180 degrees apart to 15 lb ft (20 N·m). Move
approximately 90 degrees around the bolt circle and NOTE:
repeat the operation. Tighten the remaining opposite Later model transmissions do not utilize governor
pairs of bolts. Repeat the entire procedure, tightening check ball 49.
all twelve bolts to 24–32 lb ft (33–43 N·m).

2. With the shift selector valve suitably secured,

7–5. INSTALLATION OF HYDRAULIC position the control valve assembly (as assem-
CONTROL COMPONENTS bled in Paragraph 6–6) so the actuator pin en-
ters the housing bore (Figure 7–39). Install the
NOTE: control valve body and retain it with two 1⁄4-20
x 3 inch bolts 24 (Foldout 10,A), and sixteen
For MT(B) 650, 653 proceed to Paragraph 7–5c. 1⁄4-20 x 21⁄4 inch bolts 28 (Figure 7–40). Ear-
lier models require one 1⁄4-20 x 23⁄4 inch bolt
25 and seventeen 1⁄4-20 x 21⁄4 inch bolts 28
(Figure 7–41). On later models, do not install
the two first clutch feed tube retainer bolts.
J 24473
Leave all bolts sufficiently loose to move the
valve body for engagement of the selector
valve with the shift pin.
FRONT SUPPORT
3. Later models discontinued the use of the gov-
ernor oil screen (Figure 7–41). If the screen
was not discarded during disassembly, discard
it now.
CONVERTER GROUND SLEEVE
J 24315-1
SHIFT
SELECTOR
VALVE
H00147.01
RUBBER
BAND
Figure 7–37. Installing Oil Pump and Front
Support Assembly

OIL PUMP AND FRONT CHECK BALL

SUPPORT ASSEMBLY

BOLT (12), 3/8-16 x 33/8 in.

RUBBER-COVERED
WASHER (12)
CONTROL ACTUATOR PIN
VALVE
H00025.01
ASSEMBLY
H03286

Figure 7–38. Tightening Oil Pump and

Front Support Bolts Figure 7–39. Installing Control Valve Assembly

7–16 Copyright © 1996 General Motors Corp.

 ASSEMBLY OF TRANSMISSION
b. Tube Adapter — MT(B) 640, 643
(Foldout 10,A) DETENT LEVER
1. On later models, insert the two governor feed DETENT SPRING
and pressure tubes into tube adapter 20 (Figure
7–40). Place the tube adapter in position on the BOLT, 1/4-20 x 13/4 in.
transmission housing and insert the two tubes
into their respective bores in the valve body. BOLT (2), 1/4-20 x 3 in.

Simultaneously insert the first clutch feed tube BOLT (16), 1/4-20 x 21/4 in.
into its bore in the tube adapter and valve body.
2. On earlier models, insert the first clutch feed FIRST CLUTCH GOVERNOR PRESSURE
tube and the two governor feed and pressure FEED
GOVERNOR FEED
tubes into tube adapter 20 (Figure 7–41). Place
the tube adapter in position on the transmission
housing and insert the three tubes into their re- TUBE ADAPTER
spective bores in the valve body. H00026.01

3. Install four 1⁄4-20 x 11⁄4 inch bolts 21 to retain

Figure 7–40. Installing Tube Adapter — MT 643
the tube adapter. Tighten the bolts to 8–12 lb ft
(Later Models)
(11–16 N·m). Use preset torque wrench
J 29612 for this operation.
4. Engage the notch in the shift selector valve
DETENT LEVER
with the pin on the detent lever (Figure 7–40 or
SELECTOR VALVE
7–41). Position the detent spring to engage a
notch in the detent lever and install one 1⁄4-20 x DETENT SPRING
13⁄4 inch bolt 26 to retain it. Tighten the bolt to BOLT, 1/4-20 x 23/4 in.
8–12 lb ft (11–16 N·m).
BOLT, 1/4-20 x 13/4 in.
5. On later models, install the 1⁄4-20 x 3 inch bolts
24 that retain the first clutch feed tube. Working
from the center outward, tighten two 1⁄4-20 x 3 BOLT (17), 1/4-20 x 21/4 in.
inch bolts, and sixteen 1⁄4-20 x 21⁄4 inch bolts CONTROL VALVE
ASSEMBLY
28 (Figure 7–40) to 8–12 lb ft (11–16 N·m).
Earlier models use one 1⁄4-20 x 23⁄4 inch bolt 25 FIRST CLUTCH FEED
GOVERNOR SCREEN
and seventeen 1⁄4-20 x 21⁄4 inch bolts 28. Use
GOVERNOR FEED
preset torque wrench J 29612 for this operation.
GOVERNOR
PRESSURE
NOTE:
For MT 640, 643 proceed to Paragraph 7–5f.
TUBE ADAPTER

c. Control Valve Assembly — MT(B) 650, 653 H00093.01

(Foldout 14) Figure 7–41. Installing Tube Adapter — MT 640, 643

1. Install governor check ball 49 (if used) into the (Earlier Models)
deep pocket end of the governor pressure re- 2. With the shift selector valve suitably secured,
cess (Figure 7–39). position the control valve assembly (as as-
sembled in Paragraph 6–6) so the actuator pin
NOTE: enters the housing bore (Figure 7–39). Install
Later model transmissions do not utilize governor the control valve body and retain it with two
check ball 49. 1⁄4-20 x 3 inch bolts 24 (Foldout 10,A), and
sixteen 1⁄4-20 x 21⁄4 inch bolts 28. Earlier

Copyright © 1996 General Motors Corp. 7–17

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
models require one 1⁄4-20 x 23⁄4 inch bolt 25
and seventeen 1⁄4-20 x 21⁄4 inch bolts 28. Leave
the bolts sufficiently loose to move the valve
body for engagement of the selector valve, and
installation of the bracketed external tubes
used on later models.
d. Low Shift Valve Body — MT(B) 650, 653.
Install the separator plate and low shift valve (as
assembled in Paragraph 6–5) onto the oil transfer plate
(Figure 7–46). Install seven 1⁄4-20 x 23⁄4 inch bolts 22
(Foldout 10,A) to retain the low shift valve. Do not
tighten the bolts at this time.

3. Later models discontinued the use of the gov-

ernor oil screen (Figure 7–42). If the screen
SHIFT SELECTOR DETENT
was not discarded during disassembly, discard VALVE LEVER
it now. DETENT
SPRING
4. Retain the oil transfer plate with two 1⁄4-20 x
7⁄8 inch bolts 23 (Figure 7–43). Temporarily in- BOLT,
1/4-20 x 13/4 in.
stall seven 1⁄4-20 x 23⁄4 inch bolts 22 to align
the transfer plate. Tighten the two 1⁄4-20 x 7⁄8 BOLT (16),
inch bolts to 8–12 lb ft (11–16 N·m), and re- 1/4-20
x 21/4 in.
move the seven temporarily installed bolts 22. BOLT (2),
1/4-20
x 3 in.

5. Engage the groove in the shift selector valve

with the pin on the detent lever (Figure 7–43).
Position the detent spring to engage a notch in
the detent lever and install one 1⁄4-20 x 13⁄4
inch bolt 26. Tighten the bolt to 8–12 lb ft OIL TRANSFER BOLT (2), 1/4-20 x 7/8 in.
PLATE
(11–16 N·m). H03315

6. If the external tubes illustrated in Figure 7–44 Figure 7–43. Tightening Control Valve Bolts
are used, tighten the eighteen control valve
bolts, working from the center outward, to 8–
12 lb ft (11–16 N·m). Use preset torque wrench
J 29612 for this operation. Then proceed to
Paragraph 7–5d. If the external tubes illus-
trated in Figure 7–45 are used, do not tighten
the bolts and proceed with Paragraph 7–5d. FORWARD REGULATOR TUBE

CONTROL DRIVE 1
VALVE
ASSEMBLY
GOVERNOR
OIL SCREEN
TUBES

OIL
TRANSFER
PLATE

LOW SHIFT FIRST TRIMMER

VALVE ASSEMBLY LOW AND FIRST FEED
H00029

H00027
Figure 7–44. Installing External Tubes into Valve
Figure 7–42. Installing Oil Transfer Plate — MT 650, 653 Bodies — MT 650, 653 (Earlier Models)

7–18 Copyright © 1996 General Motors Corp.

 ASSEMBLY OF TRANSMISSION
e. Valve Tubing — MT(B) 650, 653 (Foldout 14)
NOTE:
The external tubes shown in Figure 7–44 and de-
scribed in Step (1) were used on earlier models. Lat-
er models use external tubes with bolted brackets
permanently attached (Figure 7–45) and are de-
scribed in Steps (2) and (3).
1. Install the valve external tubes in this order:
drive-1 tube 87, forward regulator tube 88, first
trimmer tube 85, and low and first feed tube 86
(Figure 7–44). The forward-regulator tube is
required on some transmissions before S/N
47285. Be sure each tube is seated in its bore.
Failure to seat the tubes properly will cause
leakage and interference at final torquing.
2. Place each of the bracketed external tubes in
their proper positions, inserting the tubes into
their respective bores. Locate the brackets on
the tubes for their particular valve body retain-
ing bolts. Mark the bolts. Remove the tubes
and their corresponding bolts.
FIRST
TRIMMER
DRIVE 1
LOW AND
FIRST FEED
LOW SHIFT
VALVE ASSEMBLY
H03287
Figure 7–45. Installing External Tubes into Valve
Bodies — MT 650, 653 (Later Models)
Copyright © 1996 General Motors Corp.
3. Install the tubes in this order: drive-1 tube 87,
low and first feed tube 86, and first trimmer
tube 85. Be sure the tubes are properly seated
into their respective bores. Install the bracket
retaining bolts, but do not tighten (Figure 7–
45).
4. Working from the center outward, tighten the
eighteen control valve body bolts (Figure 7–
45) to 8–12 lb ft (11–16 N·m). Tighten the
seven low shift valve body bolts to 8–12 lb ft
(11–16 N·m) (Figure 7–46). Use preset torque
wrench J 29612 for this operation.
f. Modulated Lockup Valve Assembly
(Foldout 15,A)
1. Install the modulated lockup valve body as-
sembly (as assembled in Paragraph 6–4). In-
stall three 1⁄4-20 x 2 inch bolts to retain the
valve body (Figure 7–47). If four 1⁄4-20 x 13⁄4
inch bolts (earlier models) were removed dur-
ing disassembly, use only three bolts for valve
body installation. Do not install the fourth bolt.
2. Tighten the bolts to 8–12 lb ft (11–16 N·m) us-
ing preset torque wrench J 29612.
LOW SHIFT CONTROL VALVE
VALVE ASSEMBLY BODY
BOLT (7),
1⁄4-20x 2 3⁄4 in. SEPARATOR
PLATE
OIL TRANSFER
PLATE
H03316
Figure 7–46. Tightening Low Shift Valve
Bolts — MT 650, 653
7–19
 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
7–6. INSTALLATION OF OIL FILTER, MODULATED LOCKUP
OIL FILTER
SUCTION TUBE
PAN, TORQUE CONVERTER VALVE ASSEMBLY
OIL FILTER SEALRING

CAUTION:
When installing the oil filter, filter tube, and seal-
ring, avoid twisting the tube or filter in any way
that might pinch, cut, or deform the sealring. An
airtight seal must be maintained to enable the oil
pump to draw fluid from the sump free of en-
trained air.

a. Oil Filter (Standard Configuration)

(Foldout 10,A).
1. If using a paper element filter, install filter tube
32 into filter 33 (Figure 7–48). Install sealring
31 or 39 onto the upper end of the tube. Apply
oil-soluble grease to both the sealring and its
bore in the housing.

2. Install filter assembly 30 or 38 and retain it

H03284
with a 5⁄16-18 x 5⁄8 inch bolt 35 or 42. Tighten
the bolt to 10–15 lb ft (14–20 N·m). Figure 7–48. Installing Oil Filter — Standard
Configuration
b. Oil Pan (Foldout 10,A)
J 3387-2
1. Install two 5⁄16-18 x 3 inch headless guide
screws J 3387-2 into the transmission housing
(Figure 7–49). Install the oil pan gasket.

2. Install the oil pan and retain it with twenty-one

washer-head screws 48. Remove the two guide
bolts for installation of last two screws.
Tighten the screws to 15–20 lb ft (20–27 N·m).
Pan bolts must retain a minimum of 5 lb ft (7
N·m) after gasket set to prevent leakage.

GASKET
BOLT (3)
No bolt required
MODULATED OIL PAN
LOCKUP VALVE
ASSEMBLY

H00011.01
H03317
Figure 7–49. Installing Oil Pan — Standard
Figure 7–47. Tightening Modulated Lockup Valve Bolts Configuration

7–20 Copyright © 1996 General Motors Corp.

 ASSEMBLY OF TRANSMISSION
c. Oil Filter Canister (Heavy-Duty
Configuration) (Foldout 10,B)
1. Install a new sealring 9 on filter canister 11
neck. Apply a liberal amount of oil-soluble
grease to the sealring.
2. Install the canister assembly, secure with hex
washer-head screw 10 and 1⁄4-20 x 23⁄4 inch
bolt 12 into the low shift valve body. Tighten
the screw to 10–15 lb ft (14–20 N·m). Tighten
the bolt to 8–12 lb ft (11–16 N·m).
d. Oil Pan and Filter (Heavy-Duty
Configuration) (Foldout 10,B)
1. Install two 5⁄16-18 x 3 inch headless guide bolts
J 3387-2 into the transmission housing. Install
gasket 28 (Figure 7–50). Install oil pan 25 and
retain it with twenty-one washer-head screws
24. Tighten the screws to 15–20 lb ft (20–27
N·m).
2. Install sealrings on filter retainer 16 and filter
access lip of pan. Install filter 14 and retainer 16.
3. Install spring 17 in cover 19 and place over the
filter retainer. Install 5⁄16-24 x 7⁄8 inch bolt 21
and nut 22 to attach strap 20 to pan. Tighten
the bolt to 12–15 lb ft (16–20 N·m).
4. Refer to Paragraph 3–4 for dipstick calibration
specifications.
e. Torque Converter (Foldout 6)
1. For transmissions after S/N 49489, check that
sealring 49 is lubricated with oil-soluble grease
and installed into its groove in pump hub 48 be-
fore installing the torque converter assembly.
HEX HEAD SCREWS (23)
SEALRING
FILTER
RETAINER
GASKET
H00130
Figure 7–50. Installing Oil Pan
and Filter — Heavy-Duty Configuration
Copyright © 1996 General Motors Corp.
2. Attach torque converter lifter J 6795-01 to the
torque converter assembly (as assembled in
Paragraph 6–3).
3. Suspend the torque converter assembly on a
hoist (Figure 7–51). Install the assembly onto
the transmission while rotating it to engage the
flats on the pump hub with the flats in the
transmission oil pump. The splines of the tur-
bine hub (within the converter) must also en-
gage the splines of the turbine shaft.
4. When the converter assembly is seated, mea-
sure the distance from the transmission mount-
ing flange to the converter cover (Figure 7–52).
This distance should be approximately 9⁄16
inch (14.3 mm). If the measurement is signifi-
cantly greater than 9⁄16 inch (14.3 mm), raise
the converter assembly slightly, rotate it to
align the pump hub flats, and reseat it.
J 6795-01
ASSEMBLED
TORQUE
CONVERTER
FLAT AREA
H00012.01
Figure 7–51. Installing Torque Converter Assembly
SCALE
BAR STOCK
J 6795-01
NUT (24), 5/16-24 in.
H00013.01
Figure 7–52. Measuring Installed
Height of Torque Converter
7–21
 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
5. Remove lifter J 6795-01. Install a retaining
strap (Figure 7–53) to prevent the torque con-
verter assembly from moving. Keep this strap
in place until ready to install the transmission
into the vehicle.
NOTE:
For MT 640, 643, 650, 653, proceed to Paragraph 7–9.
b. Hose Assemblies, Fittings, and Brackets
(Foldout 17,A)
1. Install sealrings 1 and 13 onto elbows 2 and 14.
Screw elbow 2 into the transmission housing.
Screw elbow 14 into the retarder valve port lo-
cated at the rear of the retarder valve (Figure
7–56). Tighten the elbows until the sealrings
start to compress against the housing. Do not
tighten the jam nut.

7–7. INSTALLING RETARDER

EXTERNAL COMPONENTS
(MTB 643, 653)
GUIDE BOLT (2)
a. Retarder Valve Body (Foldout 17,B)

1. Install two M10 x 1.5 guide bolts (Figure 7–54).

2. Install a new gasket 1, separator plate 2, and a

new gasket 1 onto the guide bolts (Figure 7–54).
SEPARATOR PLATE
3. Using the two guide bolts to support the valve,
install retarder valve assembly 7 onto the re-
GASKET (2)
tarder housing (Figure 7–55).
RETARDER HOUSING
H00131
4. Retain the valve body to the retarder housing
Figure 7–54. Installing Retarder Valve
with nine M10 x 1.5 x 100 mm bolts 6, one Gasket and Separator Plate
M10 x 1.5 x 45 mm bolt 4, and ten 10 mm
lockwashers 3 and 5.

5. Remove the two guide bolts and install the two

remaining bolts and lockwashers. Tighten the
twelve bolts to 30–35 lb ft (39–48 N·m).

GUIDE BOLT (2)

RETARDER
VALVE BODY

RETAINING STRAP H00014

H00132

Figure 7–53. Converter Retaining Strap Figure 7–55. Installing Retarder Valve Body

7–22 Copyright © 1996 General Motors Corp.

 ASSEMBLY OF TRANSMISSION
2. If converter-out hose assembly 3 does not
have hose clamp 4 attached, install a new
clamp. Connect the ends of the hose assembly
to elbows 2 and 14. Tighten hose coupling
nuts to 55–65 lb ft (75–88 N·m). Tighten the
jam nuts on elbows 2 and 14 to 25–35 lb ft
(34–47 N·m).
6. Install connector 7 into the side of the trans-
mission housing (Figure 7–56). Tighten the
connector to 25–35 lb ft (34–47 N·m).
7. Install elbow 18 into the retarder valve body
(Figure 7–56). Tighten the elbow between 12–
16 lb ft (16–22 N·m) and at an angle to accept
the check valve and feed line.

NOTE:
Hose clamp bracket 12 is retained to the adapter
housing by one of the retarder housing bolts (Figure
7–56). If bracket 12 was not previously installed, in-
stall it now.
NOTE:
• Check valve 17 must be installed with the flow ar-
row (on side of valve) pointing upward.
• Do not mix current clutch feed hose 15 and fitting
16 with the earlier hose and fitting. Refer to the
current Parts Catalog PC1316EN.

3. Install one 5⁄16-18 x 1⁄2 inch bolt 5 through 8. Attach check valve 17 onto elbow 18 and
hose clamp 4 and hose clamp bracket 12. Re- tighten the valve to 12–15 lb ft (16–21 N·m).
tain the bolt, clamp, and bracket together with Install fitting 16 into check valve 17 and
one 5⁄16 inch lockwasher 11 and one 5⁄16-18 tighten the fitting to 12–15 lb ft (16–21 N·m).
hex nut 10. Tighten the nut to 120–144 lb in. Attach clutch feed hose assembly 15 to fitting
(14–16 N·m). 16 and elbow 23 (Foldout 18,A). Tighten the
4. Install sealrings 6 and 9 onto flared tube con- hose coupling nuts to 16–20 lb ft (22–27 N·m).
nectors 7 and 8.
5. Install connector 8 into the center port in the 7–8. INSTALLING GOVERNOR AND
front of the retarder valve (Figure 7–56). Tighten GOVERNOR COVER
the connector to 25–35 lb ft (34–47 N·m).
a. Install the governor assembly by pushing it in-
RETARDER HOSE CLAMP ward with a slight rotation, counter-clockwise (Figure
CONTROL AND BRACKET
TO RETARDER
VALVE 7–57 or 7–58).
CLUTCH CONVERTER-OUT
HOSE ASSEMBLY
OUTPUT SHAFT

REAR COVER

GOVERNOR

ADAPTER
HOUSING

CHECK
VALVE COOLER OIL TO TRANSMISSION
LUBE CONNECTORS HOUSING H00145
H00136.2

Figure 7–56. External Hose Connections Figure 7–57. Installing Governor

(Earlier Models) Assembly — MT 640, 643, 650, 653

Copyright © 1996 General Motors Corp. 7–23

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
REAR
COVER
GOVERNOR
COVER
BOLT (4)
5/16-18 x 11/16 in.

ADAPTER
HOUSING
GOVERNOR
ASSEMBLY

H00133
I

Figure 7–58. Installing Governor

Assembly — MTB 643, 653
H00134.01
b. For MT 640, 643, 650, and 653, install the
governor cover gasket and cover (Figure 7–59). Retain Figure 7–59. Installing Governor
Cover — MT 640, 643, 650, 653
the cover with four 5⁄16-18 x 11⁄16 inch bolts. Tighten
the bolts to 15–20 lb ft (20–27 N·m).
.

GASKET

c. For MTB 643 and 653, install the governor cover COVER
gasket and cover (Figure 7–60). Retain the cover with
four M8 x 1.25 x 25 bolts and M8 lockwashers.
Tighten the bolts to 13–16 lb ft (18–22 N·m).

NOTE:
For MTB 643, 653, proceed to Paragraph 7–10.

7–9. INSTALLATION OF
OUTPUT COMPONENTS
(MT 640, 643, 650, 653)

a. Governor and Speedometer Drive Gears,

Rear Bearing
BOLT (4), M8 x 1.25 x 25 mm
1. For MT 640, 643, install governor drive gear 1 LOCKWASHER, M8 (4) H00099.01

(Foldout 12,A), slot first, onto the output shaft

Figure 7–60. Installing Governor Cover — MTB 643, 653
assembly (Figure 7–61). Engage the slot in the
drive gear with the protruding pin on the out-
put shaft. Install speedometer drive gear 2 or
speed sensor wheel 3, and sleeve spacer 4 (if
used) onto the output shaft. Place ball bearing
21 (Foldout 12,A) into the rear cover. Using
installer J 24446, install the bearing into the
cover (Figures 7–62). Seat the bearing at the
bottom of its bore against snapring 28 (earlier
models) or the cast surface of the rear cover.
2. For MT 650, 653, install governor drive gear 8
(Foldout 12,B), slot first, onto the output shaft
assembly (Figure 7–61). Engage the slot in the
drive gear with the protruding pin on the output
shaft. Install speedometer drive gear 9 or speed
sensor wheel 10, and sleeve spacer 11 (if used)
onto the output shaft. Place ball bearing 29
(Foldout 12,B) into the rear cover. Using in-
staller J 24447 with J 24202-4, install the

7–24 Copyright © 1996 General Motors Corp.

 ASSEMBLY OF TRANSMISSION
bearing into the cover (Figures 7–63). Seat the
bearing at the bottom of its bore against
snapring 28 (earlier models) or the cast surface
of the rear cover.

3. Secure the rear bearing with beveled snapring

22 (Foldout 12,A) or 30 (Foldout 12,B) (Figure
7–64). Be sure the beveled side of the snapring
faces the rear of the transmission, and the
snapring is fully expanded into the groove of J 24446
the housing.

b. Oil Seal, Dust Shield

REAR COVER
1. Lubricate and pack oil seal 23 (Foldout 12,A)
or 31 (Foldout 12,B) with a high-temperature
grease that conforms to MIL-G-3545A. Place
the seal on oil seal installer J 24448 (MT 640,
643) or J 24620-A (MT 650, 653), sealing lip
away from installer. Insert the seal installer and H00135.01
the seal into the rear cover and drive the seal
into the bore until its rearward surface is 1.03– Figure 7–62. Installing Output Shaft Rear
1.07 inch (26.2–27.2 mm) below the rear face Bearing — MT 640, 643
of the cover assembly (Figure 7–65). The in-
staller seats against the rear cover hub when
the seal is properly positioned.

J 24447
J 24202-4

REAR COVER
ASSEMBLY

OUTPUT SHAFT

GEAR

PIN SLOT
H00016.01
H00015

Figure 7–63. Installing Output Shaft Rear

Figure 7–61. Installing Governor Drive Gear Bearing — MT 650, 653

Copyright © 1996 General Motors Corp. 7–25

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
2. Place dust shield 24 (Foldout 12,A) or 32 7–10. REMOVAL OF TRANSMISSION
(Foldout 12,B) onto dust shield installer FROM OVERHAUL STAND AND
J 24198, concave side first (Figure 7–66). INSTALLATION OF NEUTRAL
Drive the seal into the rear cover until it is flush
with, to 0.040 inch (1.02 mm) below the rear
START SWITCH
face of the rear cover assembly (the installer
will seat on the rear face). a. Supporting Transmission
3. For MT 640 and 643, refer to Paragraph 3–17g 1. Attach a sling to the transmission (Figure 7–
for installation of the output flange retaining bolt. 67). Support the transmission and remove it
from the holding fixture.

2. Remove the bolts, adapter, and adapter plate.

Lower the transmission to a supporting sur-
face, and remove the sling.

BEARING b. Installing PTO Cover (Foldout 10,A)

SNAPRING REAR COVER
ASSEMBLY 1. Install gasket 5 and cover 6.

2. Retain the cover with six 3⁄8-16 x 3⁄4 inch bolts

7. Tighten the bolts to 15–20 lb ft (20–27 N·m).

3. If not previously installed, install the neutral

start switch with socket wrench J 33410 using
partial turns of the wrench. Torque the switch
to 50–60 lb ft (68–81 N·m). Make sure the tool
is not contacting the transmission housing
when verifying the final torque reading.
H00018.01

Figure 7–64. Installing Rear Bearing Snapring

J 24202-4

J 24202-4

J 24448 (MT 640, 643)

J 24620-A (MT 650, 653) J 24198
DUST SHIELD

OIL SEAL

REAR COVER
ASSEMBLY
REAR COVER
ASSEMBLY

H00019.01
H00017.01

Figure 7–65. Installing Output Shaft Oil Seal Figure 7–66. Installing Dust Shield

7–26 Copyright © 1996 General Motors Corp.

 ASSEMBLY OF TRANSMISSION
BOLT (6)
J 23642-01 3/8-16 x 13/4 in.
J 24462-1
WASHER (6) J 3289-20
Figure 7–67. Removing Transmission
from Overhaul Stand
7–11. CHECKING SHIFT POINTS
Refer to Paragraph 3–13 for shift point checks and ad-
justments.
7–12. POWER TAKEOFF COMPONENTS
CAUTION:
Cork or other soft gasket material cannot be
used to mount the PTO. Use only the shims or
gaskets recommended by the PTO manufacturer.
a. Establishing PTO Backlash
1. Be sure the mounting pad is clean and free of
burrs, debris, and shims. Position tool J 34814
(Figure 7–68) onto the pad so that the gauge
pin is between two drive-gear teeth.
2. Tighten the two hold-down bolts.
3. Measure the height between the gauge pin and
base plate (Figure 7–68) with a feeler gauge.
Refer to the chart for the quantity of shims or
gaskets required to establish gear backlash of
0.006–0.029 inch (0.15–0.73 mm).
4. Place the shim(s) onto the mounting pad and
install two headless guide bolts, one into the
top and one into the bottom of the PTO mount-
Copyright © 1996 General Motors Corp.
ing pad. Place the required shims (or gaskets)
on the guide bolts.
CAUTION:
The transmission and PTO can be damaged if the
PTO is installed with its drive gear to the front of
the PTO drive gear.
5. If the PTO has a manual disconnect, be sure
that the disconnect lever is in the disconnect
position. When the PTO is installed on the
mounting pad, the PTO driven gear must be to
the rear of the PTO drive gear in the transmis-
sion.
H00010.01
6. Install the PTO on the mounting pad and
tighten the six mounting bolts to 26–32 lb ft
(35–43 N·m).
7. Connect the lubrication line (if used).
b. New Installation
1. Contact Allison Transmission Division of Gen-
eral Motors for approval of planned installa-
tion, or for recommendations.
2. Speeds, type of duty, power requirements, and
other factors must be considered when adding
a PTO to a transmission. If the job require-
ments of the PTO cannot be fully met by the
transmission, the installation will not be satis-
factory. Also, the transmission could be dam-
aged.
3. Install the PTO as described in Paragraph
7–12a.
4. If a lubrication source is required, the return
line from cooler-to-transmission may be
tapped. Provide a 0.032 inch (0.81 mm) restric-
tion in the lubrication circuit (usually already
provided in the PTO assembly).
CAUTION:
Do not remove lubrication regulator valve
adapter 9 (Foldout 10,A). Remove only the fluid
line or fitting that connects to the adapter. Drill
and tap the fitting or hose end to provide PTO lu-
brication.
7–27
 ;;
MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS

BASE PLATE TRANSMISSION

MAIN CASE
GAUGE PIN

MEASUREMENT

PTO PAD

HOLD-DOWN
BOLT
J 34814 PTO DRIVE
GEAR
MEASUREMENT CORRECTION

0.011–0.046 inch Correct Height One 0.030 inch Gasket

(0.27–1.16 mm) (One 0.76 mm Gasket)

0.047–0.070 inch Correct Height Two 0.030 inch Gaskets

(1.19–1.78 mm) (Two 0.76 mm Gaskets)
V02394

Figure 7–68. Measuring Converter-Driven PTO Backlash

.

7–28 Copyright © 1996 General Motors Corp.

 Section 8 — WEAR LIMITS AND SPRING DATA
8–1. WEAR LIMITS DATA
a. Maximum Variations. Wear limit information in
this section shows the maximum wear at which compo-
nents are expected to perform satisfactorily. Table 8–1
lists the wear limits data and is referenced to the exploded
views (Foldouts 6 through 19) in the back of this manual.
b. Cleaning and Inspection. Parts must be clean to
permit effective inspection for wear or damage. Refer
to Paragraph 4–5.
8–2. SPRING DATA
a. Springs must be clean to permit effective inspec-
tion. Replace springs if there are signs of overheating,
wear due to rubbing adjacent parts, or permanent set.
Discard springs which do not meet the load-height
specifications in the spring chart.
b. Spring inspection criteria (load vs height) and
identification characteristics are presented in Table 8–2.
The spring data is referenced to the exploded views
(Foldouts 6 through 19) in the back of this manual.
NOTE:
Where more than one spring part number is listed
for the same location, refer to the current Parts Cat-
alog PC1316EN to determine which spring is used
in your specific assembly number.

Table 8–1. Wear Limits

Wear Limit
Illustration Description inch (mm)
Foldout 6 TORQUE CONVERTER, LOCKUP CLUTCH
7 Bushing, maximum clearance on turbine shaft 5 (Foldout 7,B) 0.0045 0.114
10 Piston, face wear No scoring permitted
12 Clutch plate, minimum thickness 0.175 4.45
14 Backplate, face wear No scoring permitted
26 Side plates, maximum ID 2.857 72.57
24, 25 Stator thrust washer in stator, minimum thickness (measure across 0.435 11.05
thrust face and needle bearing with bearing installed)
32 Roller race, diameter No scoring permitted
Foldout 7,A OIL PUMP, FRONT SUPPORT ASSEMBLY
6 Bushing, maximum clearance on pump hub 39 or 48 (Foldout 6)
0.68 inch wide pump 0.005 0.127
0.82 inch wide pump 0.012 0.305
8 Driven gear
Maximum end clearance 0.003 0.076
Maximum diametral clearance 0.0084 0.213
9 Drive gear, maximum end clearance 0.002 0.051
Foldout 7,B FORWARD CLUTCH, TURBINE SHAFT
22 External-tanged clutch plate
Minimum thickness 0.0955 2.426
Maximum cone 0.010 0.25

Copyright © 1996 General Motors Corp. 8–1

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
Table 8–1. Wear Limits (cont’d)
Wear Limit
Illustration Description inch (mm)
23 Internal-splined clutch plate
Minimum thickness 0.090 2.29
Maximum cone 0.010 0.25
Minimum depth of oil grooves 0.008 0.20
24 Fourth clutch driving hub
Minimum thickness at clutch plate contact area 0.248 6.30
Foldout 8,A FOURTH CLUTCH
3 Clutch backplate
Minimum thickness at clutch plate contact area 0.252 6.40
4 Internal-splined plate
Minimum thickness 0.090 2.29
Maximum cone 0.010 0.25
Minimum depth of oil grooves 0.008 0.20
5 External-tanged plate
Minimum thickness 0.0955 2.426
Maximum cone 0.010 0.25
Foldout 8,B THIRD CLUTCH, CENTER SUPPORT, SECOND CLUTCH
2 Backplate (No. 7)
Minimum thickness 0.476 12.09
Maximum step wear 0.010 0.25
2 Backplate (No. 8)
Minimum thickness 0.450 11.43
Maximum step wear 0.010 0.25
2 Backplate (No. 9)
Minimum thickness 0.463 11.76
Maximum step wear 0.010 0.25
3, 27 Internal-splined plate
Minimum thickness 0.117 2.97
Maximum cone 0.010 0.25
Minimum depth of oil grooves 0.008 0.20
4, 26 External-tanged plate
Minimum thickness 0.0955 2.426
Maximum cone 0.010 0.25
14 Bushing, maximum clearance on sun gear shaft 23 (Foldout 9,B) or 0.006 0.152
23 (Foldout 9,A)

8–2 Copyright © 1996 General Motors Corp.

 WEAR LIMITS AND SPRING DATA
Table 8–1. Wear Limits (cont’d)
Wear Limit
Illustration Description inch (mm)
Foldout 9,A GEAR UNIT, MAIN SHAFT — MT 640, 643
1 Thrust washer, minimum thickness 0.092 2.34
3 Thrust washer, minimum thickness 0.091 2.31
2, 11 Front carrier bushing, maximum clearance on front sun gear 2 0.0049 0.124
12 Thrust washer, minimum thickness 0.091 2.31
26, 35 Sun gear shaft bushing, maximum clearance on main shaft 35 0.006 0.152
36 Thrust washer, minimum thickness 0.091 2.31
51, 35 Output shaft bushing, maximum clearance on main shaft 35 0.0065 0.165
Foldout 9,B GEAR UNIT, MAIN SHAFT — MT 650, 653
1 Thrust washer, minimum thickness 0.092 2.34
3, 47 Thrust washer, minimum thickness 0.091 2.31
2, 11 Front carrier bushing, maximum clearance on front sun gear 2 0.0049 0.124
12 Thrust washer, minimum thickness 0.091 2.31
26, 35 Sun gear shaft bushing, maximum clearance on main shaft 35 0.006 0.152
Foldout 11,A FIRST CLUTCH, REAR PLANETARY RING GEARS
2 Backplate (No. 4), minimum thickness 0.702 17.83
2 Backplate (No. 5), minimum thickness 0.671 17.04
2 Backplate (No. 6), minimum thickness 0.640 16.26
3 Internal-splined plate
Minimum thickness 0.090 2.29
Maximum cone 0.010 0.25
Minimum depth of oil grooves 0.008 0.20
4 External-tanged plate
Minimum thickness 0.0955 2.426
Maximum cone 0.010 0.25
Foldout 11,B LOW CLUTCH PLANETARY, ADAPTER HOUSING
MT 650, 653
2, 5 Thrust washer, minimum thickness 0.091 2.31
7, 16 Thrust washer, minimum thickness 0.123 3.12
15, 19 Carrier bushing, maximum clearance on hub of ring gear 19 0.0049 0.124
17 External-tanged plate, minimum thickness 0.0955 2.426
18 Internal-splined plate, minimum thickness 0.117 2.97

Copyright © 1996 General Motors Corp. 8–3

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
Table 8–1. Wear Limits (cont’d)
Wear Limit
Illustration Description inch (mm)
Foldout 12,A REAR COVER COMPONENTS — MT 640, 643
27, 6 Governor, maximum clearance in rear cover bore 0.0035 0.089
Foldout 12,B OUTPUT SHAFT, REAR COVER COMPONENTS
MT 650, 653
2 Output shaft bushing
Maximum clearance on main shaft 35 (Foldout 9,B) 0.0065 0.165
35, 13 Governor, maximum clearance in rear cover bore 0.0035 0.089
Foldout 17,A RETARDER ACCUMULATORS AND GOVERNOR
MTB 643, 653
35 Governor, maximum clearance in retarder housing bore 0.0035 0.089
Foldout 18,A RETARDER HOUSING — MTB 643, 653
6 Accumulator piston bores, maximum diameter 3.270 83.06
Foldout 18,B RETARDER CLUTCH — MTB 643, 653
6 External-splined clutch plate
Minimum thickness 0.117 2.97
Maximum cone 0.010 0.25
7 Internal-splined clutch plate
Minimum thickness 0.156 3.96
Maximum cone None permitted
15 Backplate, minimum thickness at clutch plate contact area 0.312 7.92

8–4 Copyright © 1996 General Motors Corp.

 Table 8–2. Spring Data
Length Under Load
Spring Free
No. Wire Dia.* OD Length in. lb
Foldout Ref Spring Part No. Color Code Coils in. (mm) in. (mm) in. (mm) (mm) (N)
6 33 Stator freewheel roller 6774966 (Not a coil-type spring) 0.64 0.30 0.15–0.33
(16.3) (7.6) (0.7–1.5)
7,A 12 Main-pressure 6834531 Solid yellow 16 0.112 0.812 3.32 2.01 58.50–64.50
regulator valve (2.85) (20.62) (84.3) (51.1) (260.2–286.9)

WEAR LIMITS AND SPRING DATA

6880552 Solid white 15 0.121 0.830 3.16 1.93 76.40–84.40
(3.05) (21.08) (80.3) (49.0) (339.8–375.4)
7,A 16 Lockup valve 6836277 Solid yellow 15 0.080 0.690 2.84 1.46 26.10–28.90
Copyright © 1996 General Motors Corp.

(2.03) (17.53) (72.1) (37.1) (116.1–128.6)

6836278 Solid orange 15 0.080 0.690 3.05 1.46 30.30–33.50
(2.03) (17.53) (77.5) (37.1) (134.8–149.0)
7,A 24 Converter pressure 6773551 Solid red, 10 0.080 0.468 1.21 1.00 23.40–28.60
regulator valve white stripe (2.03) (11.89) (30.7) (25.4) (104.1–127.2)
7,B 10 Centrifugal valve 6882639 Solid white 11 0.041 0.330 0.87 0.60 4.75–5.25
(1.04) (8.38) (22.1) (15.2) (21.1–23.4)
6883236 Solid red 9.5 0.048 0.371 0.96 0.60 9.50–10.50
(1.21) (9.42) (24.4) (15.2) (42.3–46.7)
23013747 Solid light green 10 0.041 0.270 0.760 0.61 5.7–6.3
(1.04) (6.86) (19.3) (15.4) (25.4–28.0)
7,B 17 Forward clutch piston 6836773 No color code 3.1 0.281 4.072 3.30 1.28 157.5–192.5
(7.14) (103.43) (83.8) (32.5) (700–856)
8,A 8 Fourth clutch piston 6836773 No color code 3.1 0.281 4.072 3.30 1.28 157.5–192.5
(7.14) (103.43) (83.8) (32.5) (700–856)
8,B 8 Third clutch piston 6831656 Solid green 11.5 0.041 0.385 1.29 0.81 4.30–5.70
(1.04) (9.78) (32.8) (20.6) (19.1–25.4)
23011242 No color code 12.5 0.047 0.359 1.31 0.80 10.84–11.44
(1.19) (9.13) (33.2) (20.3) (48.2–50.9)
8–5

* Mean dimension shown.

 Table 8–2. Spring Data (cont’d)
8–6

Length Under Load

Spring Free

MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS

No. Wire Dia.* OD Length in. lb
Foldout Ref Spring Part No. Color Code Coils in. (mm) in. (mm) in. (mm) (mm) (N)
8,B 20 Second clutch piston 6831656 Solid green 11.5 0.41 0.385 1.29 0.81 4.30–5.70
(1.04) (9.78) (32.8) (20.6) (19.1–25.4)
23011242 No color code 12.5 0.047 0.359 1.31 0.80 10.84–11.44
(1.19) (9.13) (33.2) (20.3) (48.2–50.9)
10,A 14 Lubrication regulator 6830180 Solid white 17.5 0.065 0.680 3.09 1.30 11.25–13.75
valve (1.65) (17.27) (78.5) (33.0) (50.0–61.2)
11,A 10 First clutch piston 6835391 Solid blue, 11.5 0.044 0.461 1.50 0.84 4.95–5.49
Copyright © 1996 General Motors Corp.

yellow stripe (1.12) (11.71) (38.1) (21.3) (22.0–24.4)

6880251 Solid orange, 10 0.063 0.450 1.28 0.95 13.6–16.4
yellow stripe (1.60) (11.54) (32.5) (24.1) (61–73)
11,B 22 Low clutch piston 6835391 Solid blue, 11.5 0.044 0.461 1.50 0.84 4.95–5.49
yellow stripe (1.12) (11.71) (38.1) (21.3) (22.0–24.4)
6880251 Solid orange, 10 0.063 0.450 1.28 0.95 13.6–16.4
yellow stripe (1.60) (11.54) (32.5) (24.1) (61–73)
13 15 1–2 shift valve 6833935 Solid blue 9 0.054 0.640 2.17 1.15 8.60–9.10
(MT 640, 643) (1.37) (16.26) (55.1) (29.2) (38.3–40.5)
6833941 Solid blue, white 13.5 0.062 0.640 2.15 1.15 9.35–9.85
stripe (1.57) (16.26) (54.6) (29.2) (41.6–43.8)
6833942 Solid white 12 0.054 0.640 2.50 1.15 7.85–8.35
(1.37) (16.26) (63.5) (29.2) (34.9–37.1)
6834576 Solid orange, 12 0.054 0.640 2.39 1.15 7.18–7.68
yellow stripe (1.37) (16.26) (60.7) (29.2) (31.9–34.2)
6834902 Solid orange 13 0.059 0.640 2.41 1.15 9.95–10.45
(1.50) (16.26) (61.2) (29.2) (44.3–46.5)
6834903 Solid white, 12 0.054 0.640 2.22 1.15 6.10–6.70
yellow stripe (1.37) (16.26) (56.4) (29.2) (27.1–29.8)
6835309 Solid yellow, 12 0.054 0.640 2.32 1.15 6.75–7.25
blue stripe (1.37) (16.26) (58.9) (29.2) (30.0–32.3)

* Mean dimension shown.

 Table 8–2. Spring Data (cont’d)
Length Under Load
Spring Free
No. Wire Dia.* OD Length in. lb
Foldout Ref Spring Part No. Color Code Coils in. (mm) in. (mm) in. (mm) (mm) (N)
13 15 1–2 shift valve 6837454 Solid yellow 10.8 0.062 0.672 1.98 1.15 8.22–8.72
(cont’d) (MT 640, 643) (1.57) (17.07) (50.3) (29.2) (36.6–38.8)
6884934 No color, 12 0.054 0.640 2.23 1.15 6.20–6.80
yellow stripe (1.37) (16.26) (56.6) (29.2) (27.5–30.2)

WEAR LIMITS AND SPRING DATA

6884937 No color, 12 0.054 0.640 2.40 1.15 7.20–7.80
red stripe (1.37) (16.26) (61.0) (29.2) (32.0–34.7)
6885007 Solid white, 12 0.054 0.640 2.07 1.15 5.20–5.80
Copyright © 1996 General Motors Corp.

orange stripe (1.37) (16.26) (52.6) (29.2) (23.1–25.8)

6885065 Solid blue 12 0.054 0.640 1.82 1.15 3.75–4.25
(1.37) (16.26) (46.2) (29.2) (16.7–18.9)
23011980 Solid red, 12 0.054 0.640 2.11 1.15 5.50–6.00
white stripe (1.37) (16.26) (53.6) (29.2) (24.5–26.7)
23012946 Solid orange, 12 0.054 0.640 2.39 1.15 7.18–7.68
yellow stripe (1.37) (16.26) (60.7) (29.2) (32.0–34.2)
23012950 Solid white, blue 12 0.054 0.640 2.90 1.15 10.15–10.85
stripe (1.37) (16.26) (73.7) (29.2) (45.2–48.3)
23012952 Solid orange, 9 0.054 0.640 2.17 1.15 8.60–9.10
red stripe (1.37) (16.26) (55.1) (29.2) (38.3–40.5)
23012955 Solid green, blue 13.5 0.062 0.640 2.15 1.15 9.35–9.85
stripe (1.57) (16.26) (54.6) (29.2) (41.6–43.8)
23013276 Solid blue, 12 0.054 0.640 2.36 1.15 6.95–7.55
red stripe (1.37) (16.26) (59.9) (29.2) (30.9–33.6)
23017031 Solid orange, 12 0.054 0.640 2.36 1.15 6.95–7.55
black stripe (1.37) (16.26) (59.9) (29.2) (30.9–33.6)
23017043 Solid light green, 12 0.054 0.640 2.23 1.15 6.2–6.8
black stripe (1.37) (16.26) (56.6) (29.2) (28–30)
23017044 Solid red, 12 0.054 0.640 2.28 1.15 6.45–7.05
black stripe (1.37) (16.26) (57.9) (29.2) (28.7–31.4)
8–7

* Mean dimension shown.

 Table 8–2. Spring Data (cont’d)
8–8

Length Under Load

Spring Free

MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS

No. Wire Dia.* OD Length in. lb
Foldout Ref Spring Part No. Color Code Coils in. (mm) in. (mm) in. (mm) (mm) (N)
13 15 1–2 shift valve 23017045 Solid light blue, 12 0.054 0.640 2.40 1.15 7.2–7.8
(cont’d) (MT 640, 643) purple stripe (1.37) (16.26) (61.0) (29.2) (32–35)
23017046 Solid yellow, 12 0.054 0.640 2.44 1.15 7.45–8.05
purple stripe (1.37) (16.26) (62.0) (29.2) (33.2–35.8)
23017047 Solid orange, 12 0.054 0.640 2.48 1.15 7.7–8.3
purple stripe (1.37) (16.26) (63.0) (29.2) (34–37)
13 21 2–3 shift valve 6833935 Solid blue 9 0.054 0.640 2.17 1.15 8.60–9.10
Copyright © 1996 General Motors Corp.

(MT 640, 643) (1.37) (16.26) (55.1) (29.2) (38.3–40.5)

6833941 Solid blue, white 13.5 0.062 0.640 2.15 1.15 9.35–9.85
stripe (1.57) (16.26) (54.6) (29.2) (41.6–43.8)
6834576 Solid orange, 12 0.054 0.640 2.39 1.15 7.18–7.68
yellow stripe (1.37) (16.26) (60.7) (29.2) (31.9–34.2)
6834902 Solid orange 13 0.059 0.640 2.41 1.15 9.95–10.45
(1.50) (16.26) (61.2) (29.2) (44.3–46.5)
6837454 Solid yellow 10.8 0.062 0.672 1.99 1.15 8.22–8.72
(1.57) (17.07) (50.4) (29.2) (36.6–38.8)
6838356 Solid blue, 14 0.062 0.640 2.43 1.15 11.45–11.95
yellow stripe (1.57) (16.26) (61.7) (29.2) (50.9–53.2)
6883665 Solid white, 12 0.054 0.640 2.82 1.15 9.65–10.35
green stripe (1.37) (16.26) (71.6) (29.2) (42.9–46.0)
6884947 No color code 12 0.054 0.640 2.86 1.15 9.90–10.60
(1.37) (16.26) (72.6) (29.2) (44.0–47.2)
6884951 No color, orange 14 0.062 0.640 2.40 1.15 11.25–11.75
stripe (1.57) (16.26) (61.0) (29.2) (50.0–52.3)
6884952 No color, 14 0.062 0.640 2.43 1.15 11.50–12.00
white stripe (1.57) (16.26) (61.7) (29.2) (51.2–53.4)
6884953 No color, 14 0.062 0.640 2.45 1.15 11.75–12.25
green stripe (1.57) (16.26) (62.2) (29.2) (52.3–54.5)

* Mean dimension shown.

 Table 8–2. Spring Data (cont’d)
Length Under Load
Spring Free
No. Wire Dia.* OD Length in. lb
Foldout Ref Spring Part No. Color Code Coils in. (mm) in. (mm) in. (mm) (mm) (N)
13 21 2–3 shift valve 23012949 Solid blue, green 12 0.054 0.640 2.94 1.15 10.35–11.15
(cont’d) (MT 640, 643) stripe (1.37) (16.26) (74.7) (29.2) (46.1–49.6)
23012950 Solid white, blue 12 0.054 0.640 2.90 1.15 10.15–10.85
stripe (1.37) (16.26) (73.7) (29.2) (45.2–48.3)

WEAR LIMITS AND SPRING DATA

23012952 Solid orange, 9 0.054 0.640 2.17 1.15 8.60–9.10
red stripe (1.37) (16.26) (55.1) (29.2) (38.3–40.5)
23012955 Solid green, blue 13.5 0.062 0.640 2.15 1.15 9.35–9.85
Copyright © 1996 General Motors Corp.

stripe (1.57) (16.26) (54.6) (29.2) (41.6–43.8)

23012956 Solid red, 13 0.059 0.640 2.41 1.15 9.95–10.45
blue stripe (1.50) (16.26) (61.2) (29.2) (44.3–46.5)
23013267 Solid yellow 12 0.054 0.640 2.57 1.15 8.20–8.80
(1.37) (16.26) (65.3) (29.2) (36.5–39.1)
23013269 Solid orange 12 0.054 0.640 2.69 1.15 8.90–9.60
(1.37) (16.26) (68.3) (29.2) (39.6–42.7)
23013271 Solid blue, 12 0.054 0.640 2.73 1.15 9.15–9.85
yellow stripe (1.37) (16.26) (69.3) (29.2) (40.7–43.8)
23013272 Solid white 12 0.054 0.640 2.78 1.15 9.40–10.10
(1.37) (16.26) (70.6) (29.2) (41.8–44.9)
23017028 Solid yellow, 12 0.054 0.640 2.65 1.15 8.65–9.35
black stripe (1.37) (16.26) (67.3) (29.2) (38.5–41.6)
23017049 Solid light green, 14 0.062 0.640 2.37 1.15 11–11.5
purple stripe (1.57) (16.26) (60.2) (29.2) (49–51.2)
23045294 Solid light blue, 13.7 0.056 0.640 2.92 1.15 10.35–11.15
end color red (1.42) (16.26) (74.2) (29.2) (46.0–49.6)
13 27 3–4 shift valve 6833935 Solid blue 9 0.054 0.640 2.17 1.15 8.60–9.10
(MT 640, 643) (1.37) (16.26) (55.1) (29.2) (38.3–40.5)
6833941 Solid blue, white 13.5 0.062 0.640 2.15 1.15 9.35–9.85
stripe (1.57) (16.26) (54.6) (29.2) (41.6–43.8)
8–9

* Mean dimension shown.

 Table 8–2. Spring Data (cont’d)
8–10

Length Under Load

Spring Free

MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS

No. Wire Dia.* OD Length in. lb
Foldout Ref Spring Part No. Color Code Coils in. (mm) in. (mm) in. (mm) (mm) (N)
13 27 3–4 shift valve 6833942 Solid white 12 0.054 0.640 2.50 1.15 7.85–8.35
(cont’d) (MT 640, 643) (1.37) (16.26) (63.5) (29.2) (34.9–37.1)
6834902 Solid orange 13 0.059 0.640 2.41 1.15 9.95–10.45
(1.50) (16.26) (61.2) (29.2) (44.3–46.5)
6837454 Solid yellow 10.8 0.062 0.672 1.99 1.15 8.22–8.72
(1.57) (17.07) (50.4) (29.2) (36.6–38.8)
6884947 No color code 12 0.054 0.640 2.86 1.15 9.90–10.60
Copyright © 1996 General Motors Corp.

(1.37) (16.26) (72.6) (29.2) (44.0–47.2)

23012951 Solid orange, 12 0.054 0.640 2.98 1.15 10.60–11.40
green stripe (1.37) (16.26) (75.7) (29.2) (47.2–50.7)
23012952 Solid orange, 9 0.054 0.640 2.17 1.15 8.60–9.10
red stripe (1.37) (16.26) (55.1) (29.2) (38.3–40.5)
23012954 Solid yellow, 13 0.059 0.640 2.51 1.15 10.75–11.25
green stripe (1.50) (16.26) (63.8) (29.2) (47.8–50.0)
23012955 Solid green, blue 13.5 0.062 0.640 2.15 1.15 9.35–9.85
stripe (1.57) (16.26) (54.6) (29.2) (41.6–43.8)
23012956 Solid red, 13 0.059 0.640 2.41 1.15 9.95–10.45
blue stripe (1.50) (16.26) (61.2) (29.2) (44.3–46.5)
23013267 Solid yellow 12 0.054 0.640 2.57 1.15 8.20–8.80
(1.37) (16.26) (68.3) (29.2) (36.5–39.1)
23013269 Solid orange 12 0.054 0.640 2.69 1.15 8.90–9.60
(1.37) (16.26) (68.3) (29.2) (39.6–42.7)
23013271 Solid blue, 12 0.054 0.640 2.73 1.15 9.15–9.85
yellow stripe (1.37) (16.26) (69.3) (29.2) (40.7–43.8)
23013272 Solid white 12 0.054 0.640 2.78 1.15 9.40–10.10
(1.37) (16.26) (70.6) (29.2) (41.8–44.9)
23017047 Solid orange, 12 0.054 0.640 2.48 1.15 7.7–8.3
purple stripe (1.37) (16.26) (63.0) (29.2) (34–37)

* Mean dimension shown.

 Table 8–2. Spring Data (cont’d)
Length Under Load
Spring Free
No. Wire Dia.* OD Length in. lb
Foldout Ref Spring Part No. Color Code Coils in. (mm) in. (mm) in. (mm) (mm) (N)
13 27 3–4 shift valve 23017048 Solid white, 12 0.054 0.640 2.61 1.15 8.45–9.05
(cont’d) (MT 640, 643) purple stripe (1.37) (16.26) (66.3) (29.2) (37.6–40.3)
23017049 Solid light green, 14 0.062 0.640 2.37 1.15 11.0–11.5
purple stripe (1.57) (16.26) (60.2) (29.2) (49–51)

WEAR LIMITS AND SPRING DATA

23045295 Solid orange, 13.8 0.056 0.640 2.98 1.15 10.60–11.40
end color white (1.42) (16.26) (75.7) (29.2) (47.1–50.7)
13 32 3–4 relay valve 6832462 Solid red 11 0.072 0.690 2.18 1.20 16.20–19.80
Copyright © 1996 General Motors Corp.

(MT 640, 643) (1.83) (17.53) (55.4) (30.5) (72.1–88.1)

6834528 Solid blue, 11 0.073 0.680 1.52 1.10 7.20–8.80
yellow stripe (1.85) (17.27) (38.6) (27.9) (32.0–39.1)
6837454 Solid yellow 10.8 0.062 0.672 1.99 1.15 8.22–8.72
(1.57) (17.07) (50.4) (29.2) (36.6–38.8)
13 78 2–3 relay valve 6832462 Solid red 11 0.072 0.690 2.18 1.20 16.20–19.80
(MT 640, 643) (1.83) (17.53) (55.4) (30.5) (72.1–88.1)
13 81 1–2 relay valve 6834528 Solid blue, 11 0.073 0.680 1.52 1.10 7.20–8.80
(MT 640, 643) yellow stripe (1.85) (17.27) (38.6) (27.9) (32.0–39.1)
13 83 1–2 shift valve return 6834536 Solid yellow, 15 0.20 0.330 1.25 0.94 0.17–0.21
(2nd range start) end color white (0.51) (8.38) (31.8) (23.9) (0.8–0.9)
13 86 1–2 shift valve 6837882 No color code 8.5 0.054 0.733 1.74 0.81 5.02–6.14
(2nd range start) (1.37) (18.62) (44.2) (20.5) (22.3–27.3)
13 92 Accumulator valve 6839555 No color code 11 0.720 0.660 1.84 1.15 14.31–14.81
(18.29) (16.76) (46.7) (29.2) (63.6–65.9)
13, 14 3 Priority valve 6835729 Solid white, 11 0.054 0.384 1.16 0.94 8.15–9.15
yellow stripe (1.37) (9.75) (29.5) (23.8) (36.3–40.7)
13, 14 6 Hold regulator valve 6836784 Solid yellow 13 0.041 0.400 1.90 1.15 5.93–6.17
(1.04) (10.16) (48.3) (29.2) (26.4–27.5)
6836785 Solid white 14 0.041 0.400 2.00 1.15 6.22–6.48
(1.04) (10.16) (50.8) (29.2) (27.7–28.8)
8–11

* Mean dimension shown.

 Table 8–2. Spring Data (cont’d)
8–12

Length Under Load

Spring Free

MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS

No. Wire Dia.* OD Length in. lb
Foldout Ref Spring Part No. Color Code Coils in. (mm) in. (mm) in. (mm) (mm) (N)
13, 14 6 Hold regulator valve 6836976 Solid white, 14 0.044 0.400 1.85 1.15 6.91–7.19
(cont’d) yellow stripe (1.12) (10.16) (47.0) (29.2) (30.7–32.0)
6836977 Solid orange 16 0.047 0.400 1.85 1.15 7.79–8.11
(1.19) (10.16) (47.0) (29.2) (34.7–36.1)
6837540 Solid red 11 0.041 0.400 1.74 1.15 5.73–5.97
(1.04) (10.16) (44.2) (29.2) (25.5–26.6)
6837541 Solid yellow, 14 0.044 0.400 1.83 1.15 6.61–6.89
Copyright © 1996 General Motors Corp.

blue stripe (1.12) (10.16) (46.4) (29.2) (29.4–30.7)

6837952 Solid light green 14 0.044 0.400 1.88 1.15 7.10–7.40
(1.12) (10.16) (47.6) (29.2) (31.6–32.9)
6837953 Solid blue 14 0.044 0.400 1.91 1.15 7.46–7.76
(1.12) (10.16) (48.5) (29.2) (33.2–34.5)
13, 14 36 Trimmer regulator 6834527 Solid light blue, 14 0.047 0.500 1.87 1.14 4.25–4.75
red stripe (1.19) (12.70) (47.5) (29.0) (18.9–21.1)
6880186 Solid yellow, 12 0.041 0.464 1.37 0.89 2.43–2.69
blue stripe (1.04) (11.79) (34.8) (22.6) (10.8–12.0)
23018423 Solid light blue, 12.5 0.041 0.464 1.33 0.86 2.30–2.54
end color green (1.04) (11.79) (33.8) (21.8) (10.2–11.3)
13, 14 43 Modulator valve 6833934 Solid white, 10 0.054 0.490 1.47 0.80 11.90–13.10
orange stripe (1.37) (12.45) (37.3) (20.3) (52.9–58.3)
6838077 Solid yellow 10 0.054 0.490 1.15 0.80 6.01–7.15
(1.37) (12.45) (29.2) (20.3) (26.7–31.8)
23012948 Solid white, 10 0.054 0.490 1.47 0.80 11.90–13.10
orange stripe (1.37) (12.45) (37.3) (20.3) (52.9–58.3)
13, 14 53 Third clutch trimmer 6880045 Solid orange 10 0.099 0.940 2.18 1.94 6.20–7.40
valve — outer (2.51) (23.88) (55.4) (49.3) (27.6–32.9)
13, 14 54 Third clutch trimmer 6880118 Solid blue, white 8.5 0.091 0.690 1.45 1.10 20.70–25.30
valve — inner stripe (2.31) (17.53) (36.8) (27.9) (92.1–112.5)

* Mean dimension shown.

 Table 8–2. Spring Data (cont’d)
Length Under Load
Spring Free
No. Wire Dia.* OD Length in. lb
Foldout Ref Spring Part No. Color Code Coils in. (mm) in. (mm) in. (mm) (mm) (N)
13, 14 54 Third clutch trimmer 6885166 Solid orange, 9.6 0.092 0.690 1.69 1.10 32.60–39.80
(cont’d) valve — inner white stripe (2.34) (17.53) (42.9) (27.9) (145.0–177.0)
13, 14 58 First clutch trimmer 6833940 Solid orange, 8.5 0.121 0.950 2.38 1.94 29.00–35.00
valve — outer yellow stripe (3.07) (24.13) (60.5) (49.3) (129.0–155.7)

WEAR LIMITS AND SPRING DATA

6880045 Solid orange 10 0.099 0.940 2.18 1.94 6.20–7.40
(2.51) (23.88) (55.4) (49.3) (27.6–32.9)
23012937 Solid white 9 0.098 0.949 2.27 1.94 9.40–11.40
Copyright © 1996 General Motors Corp.

(2.49) (24.11) (57.7) (49.3) (41.8–50.7)

13, 14 59 First clutch trimmer 6880118 Solid blue, white 8.5 0.091 0.690 1.45 1.10 20.70–25.30
valve — inner stripe (2.31) (17.53) (36.8) (27.9) (92.1–112.5)
6885166 Solid orange, 9.6 0.092 0.690 1.69 1.10 32.60–39.80
white stripe (2.34) (17.53) (42.9) (27.9) (145.0–177.0)
13, 14 63 Second clutch trimmer 6833940 Solid orange, 8.5 0.121 0.950 2.38 1.94 29.00–35.00
valve — outer yellow stripe (3.07) (24.13) (60.5) (49.3) (129.0–155.7)
6837692 Solid yellow 9.5 0.102 0.940 2.33 1.20 37.80–41.80
(2.59) (23.88) (59.2) (30.5) (168.1–185.9)
6839271 Solid white, 10 0.102 0.940 2.56 1.94 20.0–22.0
yellow stripe (2.59) (23.88) (65.0) (49.3) (89–98)
6880045 Solid orange 10 0.099 0.940 2.18 1.94 6.20–7.40
(2.51) (23.88) (55.4) (49.3) (27.6–32.9)
6885047 Solid light green 10 0.099 0.940 2.57 1.94 16.1–19.7
(2.51) (23.88) (65.3) (49.3) (71.6–87.6)
23014200 Solid red 12 0.080 0.940 2.68 1.10 13.2–16.2
(2.03) (23.88) (68.1) (27.9) (59–72)
13, 14 64 Second clutch trimmer 6880118 Solid blue, white 8.5 0.091 0.690 1.45 1.10 20.70–25.30
valve — inner stripe (2.31) (17.53) (36.8) (27.9) (92.1–112.5)
6885166 Solid orange, 9.6 0.092 0.690 1.69 1.10 32.60–39.80
white stripe (2.34) (17.53) (42.9) (27.9) (145.0–177.0)
8–13

* Mean dimension shown.

 Table 8–2. Spring Data (cont’d)
8–14

Length Under Load

Spring Free

MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS

No. Wire Dia.* OD Length in. lb
Foldout Ref Spring Part No. Color Code Coils in. (mm) in. (mm) in. (mm) (mm) (N)
13, 14 64 Second clutch trimmer 23013908 Solid white 10 0.080 0.690 1.80 1.10 20.30–24.90
(cont’d) valve — inner (2.03) (17.53) (45.7) (27.9) (90.3–110.8)
13, 14 71 Fourth clutch trimmer 6833945 Solid light blue 7.4 0.092 0.930 2.27 1.94 9.40–11.40
valve — outer (2.34) (23.62) (57.7) (49.3) (41.8–50.7)
6833938 Solid yellow 12.5 0.080 0.940 2.96 1.10 15.95–17.65
(2.03) (23.88) (75.2) (27.9) (70.9–78.5)
6880045 Solid orange 10 0.099 0.940 2.18 1.94 6.20–7.40
Copyright © 1996 General Motors Corp.

(2.51) (23.88) (55.4) (49.3) (27.6–32.9)

23014200 Solid red 12 0.080 0.940 2.68 1.10 13.2–16.2
(2.03) (23.88) (68.1) (27.9) (59–72)
23018733 End color orange 11.3 0.078 0.940 2.98 1.94 8.30–10.30
(1.98) (23.88) (75.7) (49.3) (36.9–45.8)
13, 14 72 Fourth clutch trimmer 6880118 Solid blue, white 8.5 0.091 0.690 1.45 1.10 20.70–25.30
valve — inner stripe (2.31) (17.53) (36.8) (27.9) (92.1–112.5)
6885166 Solid orange, 9.6 0.092 0.690 1.69 1.10 32.60–39.80
white stripe (2.34) (17.53) (42.9) (27.9) (145.0–177.0)
23011987 Solid red, 11 0.073 0.680 1.52 1.10 7.20–8.80
orange stripe (1.85) (17.27) (38.6) (27.9) (32.0–39.1)
23014199 Solid orange, 10.5 0.072 0.690 1.70 1.10 10.4–12.8
blue stripe (1.83) (17.53) (43.2) (27.9) (46.3–57.0)
14 15 2–3 shift valve 6833935 Solid blue 9 0.054 0.640 2.17 1.15 8.60–9.10
(MT 650, 653) (1.37) (16.26) (55.1) (29.2) (38.3–40.5)
6833941 Solid blue, white 13.5 0.062 0.640 2.15 1.15 9.35–9.85
stripe (1.57) (16.26) (54.6) (29.2) (41.6–43.8)
6833942 Solid white 12 0.054 0.640 2.50 1.15 7.85–8.35
(1.37) (16.26) (63.5) (29.2) (34.9–37.1)
6834576 Solid orange, 12 0.054 0.640 2.39 1.15 7.18–7.68
yellow stripe (1.37) (16.26) (60.7) (29.2) (31.9–34.2)

* Mean dimension shown.

 Table 8–2. Spring Data (cont’d)
Length Under Load
Spring Free
No. Wire Dia.* OD Length in. lb
Foldout Ref Spring Part No. Color Code Coils in. (mm) in. (mm) in. (mm) (mm) (N)
14 15 2–3 shift valve 6834902 Solid orange 13 0.059 0.640 2.41 1.15 9.95–10.45
(cont’d) (MT 650, 653) (1.50) (16.26) (61.2) (29.2) (44.3–46.5)
6835309 Solid yellow, 12 0.054 0.640 2.32 1.15 6.75–7.25
blue stripe (1.37) (16.26) (58.9) (29.2) (30.0–32.3)

WEAR LIMITS AND SPRING DATA

6837454 Solid yellow 10.8 0.062 0.672 1.99 1.15 8.22–8.72
(1.57) (17.07) (50.4) (29.2) (36.6–38.8)
6834903 Solid white, 12 0.054 0.640 2.22 1.15 6.10–6.70
Copyright © 1996 General Motors Corp.

yellow stripe (1.37) (16.26) (56.4) (29.2) (27.1–29.8)

6884937 No color, 12 0.054 0.640 2.40 1.15 7.2–7.8
red stripe (1.37) (16.26) (61.0) (29.2) (32.0–34.7)
23011980 Solid red, 12 0.054 0.640 2.11 1.15 5.50–6.00
white stripe (1.37) (16.26) (53.6) (29.2) (24.5–26.7)
23012952 Solid orange, 9 0.054 0.640 2.17 1.15 8.60–9.10
red stripe (1.37) (16.26) (55.1) (29.2) (38.3–40.5)
23012955 Solid green, blue 13.5 0.062 0.640 2.15 1.15 9.35–9.85
stripe (1.57) (16.26) (54.6) (29.2) (41.6–43.8)
23012956 Solid red, 13 0.059 0.640 2.41 1.15 9.95–10.45
blue stripe (1.50) (16.26) (61.2) (29.2) (44.3–46.5)
23013267 Solid yellow 12 0.054 0.640 2.57 1.15 8.20–8.80
(1.37) (16.26) (65.3) (29.2) (36.5–39.1)
23013269 Solid orange 12 0.054 0.640 2.69 1.15 8.90–9.60
(1.37) (16.26) (68.3) (29.2) (39.6–42.7)
23013273 Solid orange, 12 0.054 0.640 2.65 1.15 8.65–9.35
yellow stripe (1.37) (16.26) (67.3) (29.2) (38.5–41.6)
23017028 Solid yellow, 12 0.054 0.640 2.65 1.15 8.65–9.35
black stripe (1.37) (16.26) (67.3) (29.2) (38.5–41.6)
23017043 Solid light green, 12 0.054 0.640 2.23 1.15 6.2–6.8
black stripe (1.37) (16.26) (56.6) (29.2) (28–30)
8–15

* Mean dimension shown.

 Table 8–2. Spring Data (cont’d)
8–16

Length Under Load

Spring Free

MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS

No. Wire Dia.* OD Length in. lb
Foldout Ref Spring Part No. Color Code Coils in. (mm) in. (mm) in. (mm) (mm) (N)
14 15 2–3 shift valve 23017044 Solid red, 12 0.054 0.640 2.28 1.15 6.45–7.05
(cont’d) (MT 650, 653) black stripe (1.37) (16.26) (57.9) (29.2) (28.7–31.4)
23017045 Solid light blue, 12 0.054 0.640 2.40 1.15 7.2–7.8
purple stripe (1.37) (16.26) (61.0) (29.2) (32–35)
23017046 Solid yellow, 12 0.054 0.640 2.44 1.15 7.45–8.05
purple stripe (1.37) (16.26) (62.0) (29.2) (33.2–35.8)
23017047 Solid orange, 12 0.054 0.640 2.48 1.15 7.7–8.3
Copyright © 1996 General Motors Corp.

purple stripe (1.37) (16.26) (63.0) (29.2) (34–37)

23018388 Solid white, 12 0.054 0.640 2.53 1.15 7.95–8.55
end color red (1.37) (16.26) (64.3) (29.2) (35.4–38.0)
14 21 3–4 shift valve 6884947 No color code 12 0.054 0.640 2.86 1.15 9.90–10.60
(MT 650, 653) (1.37) (16.26) (72.6) (29.2) (44.0–47.2)
6884952 No color, 14 0.062 0.640 2.43 1.15 11.50–12.00
white stripe (1.57) (16.26) (61.7) (29.2) (51.2–53.4)
23012949 Solid blue, green 12 0.054 0.640 2.94 1.15 10.35–11.15
stripe (1.37) (16.26) (74.7) (29.2) (46.1–49.6)
23012951 Solid orange, 12 0.054 0.640 2.98 1.15 10.60–11.40
green stripe (1.37) (16.26) (75.7) (29.2) (47.2–50.7)
23013267 Solid yellow 12 0.054 0.640 2.57 1.15 8.20–8.80
(1.37) (16.26) (65.3) (29.2) (36.5–39.1)
23013271 Solid blue, 12 0.054 0.640 2.73 1.15 9.15–9.85
yellow stripe (1.37) (16.26) (69.3) (29.2) (40.7–43.8)
23013272 Solid white 12 0.054 0.640 2.78 1.15 9.40–10.10
(1.37) (16.26) (70.6) (29.2) (41.8–44.9)
23017028 Solid yellow, 12 0.054 0.640 2.65 1.15 8.65–9.35
black stripe (1.37) (16.26) (67.3) (29.2) (38.5–41.6)
23017048 Solid white, 12 0.054 0.640 2.61 1.15 8.45–9.05
purple stripe (1.37) (16.26) (66.3) (29.2) (37.6–40.3)

* Mean dimension shown.

 Table 8–2. Spring Data (cont’d)
Length Under Load
Spring Free
No. Wire Dia.* OD Length in. lb
Foldout Ref Spring Part No. Color Code Coils in. (mm) in. (mm) in. (mm) (mm) (N)
14 21 3–4 shift valve 23045294 Solid light blue, 13.7 0.056 0.640 2.92 1.15 10.35–11.15
(cont’d) (MT 650, 653) end color red (1.42) (16.26) (74.2) (29.2) (46.1–49.6)
23045295 Solid orange, 13.8 0.056 0.640 2.98 1.15 10.60–11.40
end color white (1.42) (16.26) (75.7) (29.2) (47.1–50.7)

WEAR LIMITS AND SPRING DATA

14 27 4–5 shift valve 6833935 Solid blue 9 0.054 0.640 2.17 1.15 8.60–9.10
(MT 650, 653) (1.37) (16.26) (55.1) (29.2) (38.3–40.5)
6833941 Solid blue, white 13.5 0.062 0.640 2.15 1.15 9.35–9.85
Copyright © 1996 General Motors Corp.

stripe (1.57) (16.26) (54.6) (29.2) (41.6–43.8)

6833942 Solid white 12 0.054 0.640 2.50 1.15 7.85–8.35
(1.37) (16.26) (63.5) (29.2) (34.9–37.1)
6834902 Solid orange 13 0.059 0.640 2.41 1.15 9.95–10.45
(1.50) (16.26) (61.2) (29.2) (44.3–46.5)
6835310 Solid green 13 0.059 0.640 2.51 1.15 10.75–11.25
(1.50) (16.26) (63.8) (29.2) (47.8–50.0)
6837454 Solid yellow 10.8 0.062 0.672 1.99 1.15 8.22–8.72
(1.57) (17.07) (50.4) (29.2) (36.6–38.8)
6884947 No color code 12 0.054 0.640 2.86 1.15 9.90–10.60
(1.37) (16.26) (72.6) (29.2) (44.0–47.2)
23012951 Solid orange, 12 0.054 0.640 2.98 1.15 10.60–11.40
green stripe (1.37) (16.26) (75.7) (29.2) (47.2–50.7)
23013267 Solid yellow 12 0.054 0.640 2.57 1.15 8.20–8.80
(1.37) (16.26) (65.3) (29.2) (36.5–39.1)
23013269 Solid orange 12 0.054 0.640 2.69 1.15 8.90–9.60
(1.37) (16.26) (68.3) (29.2) (39.6–42.7)
23013271 Solid blue, 12 0.054 0.640 2.73 1.15 9.15–9.85
yellow stripe (1.37) (16.26) (69.3) (29.2) (40.7–43.8)
23013272 Solid white 12 0.054 0.640 2.78 1.15 9.40–10.10
(1.37) (16.26) (70.6) (29.2) (41.8–44.9)
8–17

* Mean dimension shown.

 Table 8–2. Spring Data (cont’d)
8–18

Length Under Load

Spring Free

MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS

No. Wire Dia.* OD Length in. lb
Foldout Ref Spring Part No. Color Code Coils in. (mm) in. (mm) in. (mm) (mm) (N)
14 27 4–5 shift valve 23017028 Solid yellow, 12 0.054 0.640 2.65 1.15 8.65–9.35
(cont’d) (MT 650, 653) black stripe (1.37) (16.26) (67.3) (29.2) (38.5–41.6)
23017048 Solid white, 12 0.054 0.640 2.61 1.15 8.45–9.05
purple stripe (1.37) (16.26) (66.3) (29.2) (37.6–40.3)
23018388 Solid white, 12 0.054 0.640 2.53 1.15 7.95–8.55
end color red (1.37) (16.26) (64.3) (29.2) (35.4–38.9)
23045295 Solid orange, 13.8 0.056 0.640 2.98 1.15 10.60–11.40
Copyright © 1996 General Motors Corp.

end color white (1.42) (16.26) (75.7) (29.2) (47.1–50.7)

14 32 4–5 relay valve 6832462 Solid red 11 0.072 0.690 2.18 1.20 16.20–19.80
(MT 650, 653) (1.83) (17.53) (55.4) (30.5) (72.1–88.1)
6834528 Solid blue, 11 0.073 0.680 1.52 1.10 7.20–8.80
yellow stripe (1.85) (17.27) (38.6) (27.9) (32.0–39.1)
14 78 3–4 relay valve 6832462 Solid red 11 0.072 0.690 2.18 1.20 16.20–19.80
(MT 650, 653) (1.83) (17.53) (55.4) (30.5) (72.1–88.1)
14 81 2–3 relay valve 6834528 Solid blue, 11 0.073 0.680 1.52 1.10 7.20–8.80
(MT 650, 653) yellow stripe (1.85) (17.27) (38.6) (27.9) (32.0–39.1)
15,A 5 Modulated lockup valve 6838357 Solid red 14 0.063 0.640 2.53 1.15 12.25–12.75
(1.59) (16.26) (64.3) (29.2) (54.5–56.7)
6880773 Solid white, 11 0.072 0.657 2.09 1.39 13.77–16.83
green stripe (1.83) (16.69) (53.1) (35.3) (61.3–74.9)
23012954 Solid yellow, 13 0.059 0.640 2.51 1.15 10.75–11.25
green stripe (1.50) (16.26) (63.8) (29.2) (47.8–50.0)
23016355 Solid red 17 0.060 0.640 2.93 1.39 9.75–10.25
(1.52) (16.26) (74.4) (35.3) (43.4–45.6)
23016359 Solid red, 15 0.063 0.640 2.64 1.39 10.62–11.38
yellow stripe (1.60) (16.26) (67.1) (35.3) (47.2–50.7)
23016360 Solid purple, 15 0.063 0.640 2.67 1.39 10.87–11.63
yellow stripe (1.60) (16.26) (67.8) (35.3) (48.4–51.7)

* Mean dimension shown.

 Table 8–2. Spring Data (cont’d)
Length Under Load
Spring Free
No. Wire Dia.* OD Length in. lb
Foldout Ref Spring Part No. Color Code Coils in. (mm) in. (mm) in. (mm) (mm) (N)
15,A 5 Modulated lockup valve 23016363 Solid purple, 16.5 0.066 0.640 2.64 1.39 11.62–12.38
(cont’d) orange stripe (1.66) (16.26) (67.1) (35.3) (51.7–55.0)
23016364 Solid red, 16.5 0.066 0.640 2.67 1.39 11.87–12.63
white stripe (1.66) (16.26) (67.8) (35.3) (52.8–56.1)

WEAR LIMITS AND SPRING DATA

23016365 Solid light green, 16.5 0.066 0.640 2.69 1.39 12.12–12.88
white stripe (1.66) (16.26) (68.3) (35.3) (53.9–57.3)
23016366 No color, 16.5 0.066 0.640 2.72 1.39 12.37–13.13
Copyright © 1996 General Motors Corp.

yellow stripe (1.66) (16.26) (69.1) (35.3) (55.0–58.4)

23016370 No color, end 15 0.067 0.640 2.54 1.39 13.25–14.25
color yellow (1.70) (16.26) (64.5) (35.3) (59.0–63.4)
23016383 No color, end 14.5 0.072 0.640 2.40 1.39 16.29–17.71
color light blue (1.83) (16.26) (61.0) (35.3) (72.5–78.8)
23016385 Solid white, 14.5 0.072 0.640 2.45 1.39 17.29–18.71
red stripe (1.83) (16.26) (62.2) (35.3) (76.9–83.3)
23017027 Solid light green, 16.5 0.066 0.640 2.61 1.39 11.37–12.13
end color red (1.66) (16.26) (66.3) (35.3) (50.6–54.0)
23017029 Solid purple, 16.5 0.064 0.640 2.74 1.39 12.62–13.38
end color yellow (1.63) (16.26) (69.6) (35.3) (56.2–59.5)
23017030 Solid purple, 15 0.067 0.640 2.52 1.39 13.0–14.0
end color orange (1.70) (16.26) (64.0) (35.3) (58–62)
15,B 8 1–2 relay valve 6768544 Solid yellow, 14 0.054 0.560 1.99 0.84 8.10–9.90
orange stripe (1.37) (14.22) (50.5) (21.3) (36.0–44.0)
6839214 Solid white, 14 0.054 0.594 1.92 0.84 6.30–7.70
green stripe (1.37) (15.09) (48.8) (21.3) (28.0–34.3)
15,B 11 1–2 shift valve 6838285 Solid yellow, 8 0.041 0.501 1.10 0.69 2.57–3.13
(MT 650, 653) orange stripe (1.04) (12.73) (27.9) (17.5) (11.4–13.9)
6839013 Solid white, 9 0.044 0.501 1.12 0.69 2.83–3.47
orange stripe (1.12) (12.73) (28.5) (17.5) (12.6–15.4)
8–19

* Mean dimension shown.

 Table 8–2. Spring Data (cont’d)
8–20

Length Under Load

Spring Free

MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS

No. Wire Dia.* OD Length in. lb
Foldout Ref Spring Part No. Color Code Coils in. (mm) in. (mm) in. (mm) (mm) (N)
15,B 11 1–2 shift valve 6839014 Solid orange 9 0.044 0.501 1.32 0.69 4.18–5.12
(cont’d) (MT 650, 653) (1.12) (12.73) (33.5) (17.5) (18.6–22.8)
6880997 Solid yellow 8 0.041 0.501 1.03 0.69 2.16–2.64
(1.04) (12.73) (26.2) (17.5) (9.6–11.7)
6881036 Solid orange, 9 0.044 0.501 1.16 0.69 3.37–4.13
blue stripe (1.12) (12.73) (29.5) (17.5) (15.0–18.4)
17,A 21 Accumulator — inner 23018716 No color, 13.4 0.176 1.96 7.92 6.07 38.89–42.9
Copyright © 1996 General Motors Corp.

end color yellow (4.47) (50.5) (201.2) (154.2) (173.0–191.0)

17,A 22 Accumulator — outer 23018600 No color, 12 0.207 2.46 9.90 6.07 86.55–95.54
end color orange (5.26) (62.5) (251.5) (154.2) (385.0–425.0)
17,B 16 Retarder valve 23014035 No color code 5.9 0.091 1.28 2.57 1.00 21.60–26.42
(2.31) (32.5) (65.3) (25.4) (96.1–117.5)
17,B 22 Retarder charging 6880154 Solid white, 11 0.041 0.45 1.88 1.09 4.55–4.95
cutoff valve green stripe (1.04) (11.4) (47.8) (27.7) (20.2–22.0)
17,B 28 Charging valve 23016040 No color, 10.6 0.054 0.594 1.10 0.96 8.0–12.0
end color purple (1.37) (15.09) (27.9) (24.4) (36–53)
17,B 34 Retarder pressure 23016689 Solid purple, 15 0.054 0.417 1.520 1.09 8.33–9.20
regulator valve — inner end color orange (1.37) (10.59) (38.6) (27.9) (37.1–40.9)
17,B 35 Retarder pressure 23013909 Solid green 11 0.72 0.69 1.80 1.10 11.4–14.0
regulator valve — outer (18.3) (17.5) (45.7) (27.9) (51–62)
18,A 18 Retarder priority valve 23010238 No color code 11 0.072 0.59 1.67 1.15 14.48–17.72
(1.83) (15.0) (42.4) (29.2) (64.4–78.8)
19,A 25 Piston return 23011944 No color code 2.5 0.331 4.82 3.00 0.90 361.22–441.48
(8.41) (122.4) (76.2) (22.9) (1606.7–1963.7)
19,B 31 Piston return 23011944 No color code 2.5 0.331 4.82 3.00 0.90 361.22–441.48
(8.41) (122.4) (76.2) (22.9) (1606.7–1963.7)

* Mean dimension shown.

 Section 9 — CUSTOMER SERVICE
9–1. OWNER ASSISTANCE
The satisfaction and goodwill of the owners of Allison
transmissions are of primary concern to Allison Trans-
mission Division (ATD), its distributors, and their
dealers.
As an owner of an Allison transmission, you have ser-
vice locations throughout the world eager to meet your
parts and service needs with:
• Expert service by trained personnel
• Emergency service 24 hours a day in many
areas
• Complete parts support
• Sales teams to help determine your trans-
mission requirements
• Product information and literature
Refer to a current North American Parts and Service
Directory SA2229EN or the International Parts and
Service Directory SA2338EN for a listing of Allison
Transmission authorized distributors and service
dealers.
Normally, any situation that arises in connection with
the sale, operation, or service of your transmission will
be handled by the distributor or dealer in your area.
(Check the telephone directory for the Allison Trans-
mission service outlet nearest you.)
We recognize, however, that despite the best intentions
of all concerned, misunderstandings may occur. To
further assure your complete satisfaction, we have de-
veloped the following three-step procedure in the
event you have a problem that has not been handled
satisfactorily.
Step One — Discuss your problem with a member
of management from the distributorship or dealer-
ship. Complaints are frequently the result of a break-
down in communication and can be quickly resolved
by a member of management. If you have already dis-
cussed the problem with the Sales or Service Manager,
contact the General Manager. All ATD dealers are as-
sociated with an ATD distributor. If your problems
originate with a dealer, explain the matter to a distribu-
torship member of management with whom the dealer
has his service agreement. The dealer will provide his
ATD distributor’s name, address, and telephone num-
ber on request.
Copyright © 1996 General Motors Corp.
Step Two — If your problem cannot be readily re-
solved at the distributor level without additional assis-
tance, contact the Allison Transmission Regional
Office responsible for your local distributor (see
maps in Warranty Manual). You will be assisted by a
member of the Regional Service Manager’s staff.
For prompt assistance, please have the following infor-
mation available.
• Name and location of authorized distributor
or dealer
• Type and make of equipment
• Transmission model number, serial number,
and assembly number — if equipped with
electronic controls, also provide the ECU
assembly number
• Transmission delivery date and accumu-
lated miles and/or hours of operation
• Nature of problem
• Chronological summary of unit’s history
Step Three — If you contacted a regional office and
you are still not satisfied, present the entire matter in
writing or by phone to the Home Office:
Manager Warranty Administration — PF9
Allison Transmission
P. O. Box 894
Indianapolis, Indiana 46206-0894
Phone: (317) 242–3538
The inclusion of all pertinent information will assist
the Home Office in expediting the matter. If an addi-
tional review by the Home Office of all the facts in-
volved indicates that some further action can be taken,
the Regional Office will be advised.
When contacting the Regional or Home Office, please
keep in mind that ultimately your problem will likely
be resolved at the distributorship or dealership — us-
ing their facilities, equipment, and personnel. There-
fore, we suggest you follow the above steps, in se-
quence, when experiencing a problem.
Your purchase of an Allison Transmission product is
greatly appreciated, and it is our sincere desire to as-
sure complete satisfaction.
9–1
 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
9–2. SERVICE LITERATURE Table 9–1. Service Literature
Additional service literature is available. This service MT(B) 640, 643,
literature provides fully illustrated instructions for op- Literature Title 650, 653
eration, maintenance, service, overhaul, and parts sup- Operator’s Manual OM1334EN
port for your transmission. To ensure that you get Mechanic’s Tips MT1357EN
maximum performance and service life from your
transmission, see your dealer or distributor for the fol- Parts Catalog PC1316EN
lowing publications. (Check the telephone directory Troubleshooting Manual TS1838EN
for the Allison Transmission service outlet nearest Automatic Transmission Fluids
you.) Technician’s Guide GN2055EN
Preventive Maintenance Manual PM2572EN
Output Retarder Technician’s
Guide GN2009EN

9–2 Copyright © 1996 General Motors Corp.

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
Legend For Foldout 1

1 — Torque converter cover 24 — Front planetary gear set

2 — Lockup clutch 25 — Control valve assembly
3 — Torque converter turbine 26 — Oil filter
4 — Torque converter pump 27 — Oil pan
5 — Oil pump 28 — Modulated lockup valve
6 — Forward support and valve assembly 29 — Transmission housing
7 — Centrifugal valve 30 — Converter stator
8 — Power takeoff gear 31 — Turbine shaft
9 — Forward clutch 32 — First clutch piston
10 — Fourth clutch 33 — Retarder adapter housing
11 — Third clutch 34 — Retarder stator
12 — Center support 35 — Retarder rotor assembly
13 — Second clutch 36 — Retarder housing
14 — Planetary connecting drum 37 — Retarder clutch pack
15 — Transmission main shaft 38 — Governor and speedometer drive gear
16 — First clutch 39 — Output shaft
17 — Transmission rear cover 40 — Output flange nut
18 — Governor drive gear 41 — Retarder rotor hub
19 — Speedometer drive gear 42 — Accumulator cover
20 — Output shaft 43 — Accumulator piston
21 — Rear planetary gear set 44 — Accumulator springs
22 — Center planetary gear set 45 — Retarder piston
23 — Sun gear shaft 46 — Piston return spring

Copyright © 1996 General Motors Corp. Foldout 1

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31 30 29 28 27 26 25 24 23 22 21

Foldout 1. Model MT(B) 640, 643 Automatic Transmission — Cross Section View
 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
Legend For Foldout 2

1 — Torque converter cover 27 — Center planetary gear set

2 — Lockup clutch 28 — Control valve assembly
3 — Torque converter turbine 29 — Oil filter
4 — Torque converter pump 30 — Front planetary gear set
5 — Oil pump 31 — Sun gear shaft
6 — Forward support and valve assembly 32 — Oil pan
7 — Centrifugal valve 33 — Modulated lockup valve
8 — Power takeoff gear 34 — Transmission housing
9 — Forward clutch 35 — Converter stator
10 — Fourth clutch 36 — Turbine shaft
11 — Third clutch 37 — Low clutch piston
12 — Center support 38 — Retarder adapter housing
13 — Second clutch 39 — Retarder stator
14 — Planetary connecting drum 40 — Retarder rotor assembly
15 — Transmission main shaft 41 — Retarder housing
16 — First clutch 42 — Governor and speedometer drive gear
17 — Adapter housing 43 — Output shaft
18 — Low clutch 44 — Output flange nut
19 — Rear cover 45 — Retarder rotor hub
20 — Governor drive gear 46 — Accumulator cover
21 — Speedometer drive gear 47 — Accumulator piston
22 — Output shaft 48 — Accumulator springs
23 — Output flange nut 49 — Retarder clutch pack
24 — Low planetary gear set 50 — Retarder piston
25 — Rear planetary gear set 51 — Piston return spring
26 — Low shift valve

Copyright © 1996 General Motors Corp. Foldout 2

 F OLDOUT 2

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36 35 34 33 32 31 30 29 28 27 26 25 24

Foldout 2. Model MT(B) 650, 653 Automatic Transmission — Cross Section View
 F OLDOUT 3
THIRD CLUTCH PRESSURE

SECOND CLUTCH PRESSURE

LUBRICATION
LOCKUP CLUTCH PRESSURE

CONVERTER–IN Forward Fourth Third Second First FIRST CLUTCH PRESSURE

Clutch Clutch Clutch Clutch Clutch
OIL
COOLER

Converter
Pressure
Regulator
Open
Lubrication
Throttle
Pressure
(Optional)
Regulator

ORIFICE
Oil Pump

ORIFICE
ORIFICE Main
FILTER Pressure
SUMP Tap
Lockup CONVERTER–OUT
Relay CONVERTER–IN
Valve Modulator
MAIN PRESSURE
Valve
Main Pressure FORWARD CLUTCH PRESSURE
Regulator FOURTH CLUTCH PRESSURE
MAIN PRESSURE
SECOND CLUTCH PRESSURE Mechanical
OIL SCREEN Control
GOVERNOR PRESSURE MODULATOR PRESSURE

Trimmer 3 – 4 Shift 2 – 3 Shift 1 – 2 Shift

3–4 Signal Valve
Regulator Valve Signal Valve Signal Valve
Relay Valve DRIVE – 3
PRESSURE
DRIVE – 2 PRESSURE
LOCKUP CLUTCH PRESSURE DRIVE – 1 PRESSURE
CONVERTER–IN Vacuum Control
D1 1
D2 1–2 Neutral Start
D3 1–3
Switch
ORIFICE SWITCH
D 1–4
DRIVE – 2 DRIVE – 1 GROUNDED
Converter N
PRESSURE PRESSURE WHEN IN
Pressure R

Regulator NEUTRAL
D1
ORIFICE
MAIN PRESSURE D2
ORIFICE
D3

FORWARD HOLD FEED

REVERSE CLUTCH
ORIFICE
TRIMMER
Oil Pump
REGULATOR
PRESSURE Reverse
Signal Switch

Priority
LOCKUP ORIFICE 1 – 2 SIGNAL Valve Hold Regulator
REDUCED MODULATION ORIFICE
SIGNAL FILTER Valve
SUMP
Lockup Manual
Relay Selector Valve
Valve MAIN ORIFICE
ORIFICE
LOCKUP Main Pressure ORIFICE ORIFICE ORIFICE
Regulator ORIFICE Earlier Models
Governor Pressure
ORIFICE Tap
Lockup Signal MAIN PRESSURE REVERSE
Pressure Tap MODULATOR GOVERNOR PRESSURE
ORIFICE
Trimmer 2–3 1–2 FILTER
1st Clutch 3rd Clutch Relay Valve Relay Valve 0.090 in.
Regulator Valve 2nd Clutch 4th Clutch (2.29 mm)
Trimmer Valve Trimmer Valve 0.250 in. MAIN PRESSURE GOVERNOR FEED
Trimmer Valve Trimmer Valve (6.35 mm) ORIFICE
BALL
Reverse Bypass
Priority Check Ball
Trim Boost
(Earlier Models)
Accumulator
ORIFICE FIRST TRIMMER
Governor Valve
FIRST TRIMMER FORWARD REGULATOR PRESSURE
GOVERNOR PRESSURE GOVERNOR PRESSURE

Modulated ORIFICE
Lockup Valve Trimmer 1 – 2 Shift
Regulator Valve Signal Valve
FORWARD
GOVERNOR REGULATOR MAIN PRESSURE
PRESSURE ORIFICE REVERSE CONVERTER–IN
ORIFICE ORIFICE ORIFICE
SIGNAL
MODULATED LOCKUP PRESSURE CONVERTER–OUT
ORIFICE FORWARD LUBRICATION
REGULATOR
DRIVE – 1
EXHAUST OR SUMP
MAIN
GOVERNOR PRESSURE
1st Clutch 3rd Clutch 2nd Clutch 4th Clutch
Modulated
Lockup Valve
ORIFICE Trimmer Valve Trimmer Valve Trimmer Valve Trimmer Valve 1–2 MODULATOR PRESSURE
SIGNAL FORWARD REGULATOR
ADJUSTABLE LOCKUP GOVERNOR
FIRST CLUTCH PRESSURE
Trim Boost
Accumulator
SECOND GEAR START TRIMMER REGULATOR PRESSURE
STANDARD MODULATION
V03319

Foldout 3. Model MT(B) 640, 643 Transmission Hydraulic Schematic

 F OLDOUT 4
LOCKUP CLUTCH PRESSURE
LUBRICATION
Oil Cooler MAIN PRESSURE
Converter SECOND CLUTCH PRESSURE
Pressure CONVERTER–IN
THIRD CLUTCH PRESSURE
Regulator FIRST CLUTCH PRESSURE CONVERTER–OUT
LUBRICATION
Forward Fourth Third Second First Low EXHAUST OR SUMP

;;
Clutch Clutch Clutch Clutch Clutch Clutch GOVERNOR PRESSURE
Lube Press. MODULATOR PRESSURE
ORIFICE Regulator FORWARD REGULATOR
LOW CLUTCH PRESSURE
LOW AND FIRST CLUTCH FEED
Main FIRST CLUTCH PRESSURE
Oil Pressure TRIMMER REGULATOR PRESSURE
Pump Tap

FILTER
SUMP

ORIFICE

ORIFICE
; ORIFICE

CONVERTER – OUT
Modulator
Lockup DRIVE–3 PRESSURE Valve
Relay CONVERTER – Main Pressure FOURTH CLUTCH FORWARD REGULATOR PRESSURE
Valve IN Regulator Valve PRESSURE FORWARD CLUTCH PRESSURE
4th CL. OIL SCREEN MAIN PRESSURE
LOCKUP
SIGNAL Lockup Signal MAIN PRESSURE
Pressure Tap MODULATOR PRESSURE
DRIVE–2 PRESSURE
Neutral D1 1
Start D2 2–3
Switch D3 2–4
D 2–5
N
R

ORIFICE
FORWARD HOLD FEED
Modulated CLUTCH
Lockup Valve 1–2
Trimmer 4–5 Shift Valve
Regulator Relay Valve
Valve 4 – 5 Shift Manual
Signal Valve Hold
3 – 4 Shift 2 – 3 Shift Selector Regulator
REVERSE Signal Valve Signal Valve Valve Valve
ORIFICE
REVERSE
Reverse
Signal Switch
DRIVE–1 PRESSURE
Priority
Valve

MAIN PRESSURE

ORIFICE
REVERSE

2–3
Relay Valve

ORIFICE ORIFICE ORIFICE 3–4 1–2 FEED

Relay Valve 2–1
ORIFICE Governor Inhibitor Valve
ORIFICE Pressure Tap
0.090 in.
0.250 in. (2.29 mm) ORIFICE
(6.35 mm) ORIFICE
BALL FILTER
1st Clutch 3rd Clutch 2nd Clutch 4th Clutch Reverse Bypass Earlier Models
Trimmer Valve Trimmer Valve Trimmer Valve Trimmer Valve PIPE PLUG
Priority Check Ball
(Earlier Models)
Trim Boost STANDARD MODULATION REDUCED MODULATION
Accumulator FIRST TRIMMER (SHOWN BY ) FIRST TRIMMER
Governor
GOVERNOR PRESSURE GOVERNOR PRESSURE Valve V03320

Foldout 4. Model MT(B) 650, 653 Transmission Hydraulic Schematic

 F OLDOUT 5

Air Retarder
Supply Control

CONVERTER – OUT

Retarder
Priority Valve

Retarder
Valve
Priority
Valve
MAIN PRESSURE

FROM OIL COOLER ORIFICE

LOCKUP FEED TO RETARDER

LUBE ORIFICE
TO TRANSMISSION LUBE
CONVERTER
OUT

Check Valve Oil Cooler

CLUTCH APPLY PRESSURE FROM
External
RETARDER
Oil Filter
Converter
Pressure
Regulator

LUBRICATION
Pressure
Regulator REGULATED
Plug Valve PRESSURE Cutoff
Lube Pressure Valve
Regulator Valve

ORIFICE

ORIFICE RETARDER – IN
CONVERTER – IN Pressure
Regulator
Oil Valve ORIFICE
Pump
MAIN PRESSURE ORIFICE

FORWARD
REGULATOR
TO PRESSURE
ORIFICE
SUMP Charging REGULATOR
RETARDER ORIFICE
CHARGING
Valve VALVE
FROM RETARDER – IN PRESSURE
PRESSURE
TO RETARDER
Lockup
Relay ACCUMULATOR
Valve Main Pressure
LOCKUP Regulator Valve

MAIN PRESSURE

ACCUMULATOR PISTON
LOCKUP SIGNAL MAIN PRESSURE ACCUMULATOR PISTON SPRINGS
FROM RETARDER
CONVERTER–IN
CONVERTER–OUT
LUBRICATION
LUBRICATION FEED
GOVERNOR PRESSURE
SUMP
RETARDER CLUTCH Governor
AIR SUPPLY Valve
V00283

Foldout 5. Model MTB 643, 653 Output Retarder Hydraulic Schematic (Retarder Off)
 F OLDOUT 6

1 — Flanged nut, 3⁄8-24 (6) A 27 — Stator

2 — Torque converter assembly 28 — Cam
3 — Spacer retainer (6)* 29 — Sideplate washer
4 — Spacer (6) 30 — Rivet (6)
5 — Self-locking nut, 5⁄16-24 (24) B 31 — Needle roller bearing assembly
6 — Torque converter cover assembly 32 — Stator freewheel roller race
7 — Bushing 33 — Stator freewheel roller spring (10)
8 — Sealring retainer 34 — Stator freewheel roller (10)
9 — Lockup clutch piston inner sealring 35 — Needle roller bearing assembly
10 — Lockup clutch piston 36 — Bearing race (before S/N 49490)
11 — Lockup clutch piston outer sealring 37 — Bolt, 1⁄4-20 x 5⁄8 (8) C
12 — Lockup clutch plate 38 — Lockstrip (4)
13 — Sealring 39 — Converter pump hub (before S/N 49490)
14 — Lockup clutch backplate 40 — Gasket
15 — Snapring 41 — Sealring
16 — Bearing race 42 — Converter pump assembly
17 — Thrust bearing assembly 43 — Bolt, 5⁄16-24 x 1.36 (24)
18 — Bearing race 44 — Bearing race (after S/N 49489)
19 — Turbine thrust bearing spacer (selective): 45 — Roller bearing (after S/N 49489)
0.014–0.016 inch (0.36–0.41 mm) (Gold) 46 — Bolt, 1⁄4-20 x 5⁄8 (8) C
0.029–0.031 inch (0.74–0.79 mm) (Silver) 47 — Lockstrip (4)
0.041–0.043 inch (1.04–1.09 mm) (Plain) 48 — Converter pump hub (after S/N 49489)
0.059–0.061 inch (1.50–1.55 mm) (Black) 49 — Sealring (after S/N 49489)
0.074–0.076 inch (1.88–1.93 mm) (Copper)
20 — Torque converter turbine assembly Torque lb ft N·m
21 — Turbine hub A 33–40 45–54
22 — Torque converter turbine B 19–23 26–31
23 — Rivet, 5⁄16 x 11⁄16 (8) C 9–11 12–15
24 — Torque converter stator assembly
25 — Stator thrust washer * Not used with spacers having bonded rubber insert.

26 — Stator cam washer (2)

Foldout 6. Torque Converter and Lockup Clutch

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
Legend For Foldout 7

7,A 31 — Thrust bearing race assembly

32 — Butt-joint sealring (2)
1 — Oil pump and front support assembly
33 — Gasket
2 — Sealring
34 — Washer (12)
3 — Oil seal
35 — Bolt, 3⁄8-16 x 33⁄8 (12) C
4 — Oil pump assembly
5 — Pump body and bushing assembly Torque lb ft N·m
(after S/N 49489) A 36– 43 49– 58
6 — Bushing (after S/N 49489) B 17– 20 23– 27
C 24– 32 33– 43
7 — Pump body
8 — Pump driven gear (selective):
0.6835–0.6840 inch (17.37–17.39 mm)
0.6845–0.6850 inch (17.39–17.40 mm) 7,B
0.818–0.819 inch (20.78–20.80 mm) 1 — Sealring
0.819–0.820 inch (20.80–20.83 mm) 2 — Forward clutch and turbine shaft assembly
9 — Pump drive gear (selective):
0.6835–0.6840 inch (17.36–17.37 mm) 3 — Turbine shaft and clutch housing assembly
0.6840–0.6845 inch (17.37–17.39 mm) 4 — Sealring (2)
0.6845–0.6850 inch (17.39–17.40 mm) 5 — Turbine shaft
0.6850–0.6855 inch (17.40–17.41 mm) 6 — Forward clutch housing
0.8185–0.8190 inch (20.79–20.80 mm)
0.8190–0.8195 inch (20.80–20.82 mm) 7 — Check ball (2)
0.8195–0.8200 inch (20.82–20.83 mm) 8 — Retainer pin (after S/N 49489)
0.8200–0.8205 inch (20.83–20.84 mm) 9 — Valve plug (after S/N 49489)
10 — Snapring (before S/N 2410219363) 10 — Valve spring (after S/N 49489)
11 — Valve stop 11 — Centrifugal valve (after S/N 49489)
12 — Main-pressure regulator valve spring 12 — Snapring
13 — Main-pressure regulator valve 13 — PTO drive gear
14 — Snapring (before S/N 2410219363) 14 — Clutch housing sealring
15 — Valve stop 15 — Clutch piston sealring
16 — Lockup valve spring 16 — Forward clutch piston (selective)
17 — Lockup valve Piston A 0.995–1.005 inch (25.27–25.53 mm)
18 — Pin (after S/N 2410219363) Piston B 1.020–1.030 inch (25.91–26.16 mm)
19 — Pin (after S/N 2410219363) Piston C 1.045–1.055 inch (26.54–26.80 mm)
20 — Self-locking bolt, 3⁄8-16 x 11⁄2 (2) A 17 — Forward clutch piston return spring
21 — Self-locking bolt, 5⁄16-18 x 13⁄4 (12) B 18 — Spring retainer
22 — Valve and front support assembly 19 — Snapring
23 — Valve guide pin 20 — Thrust bearing assembly
24 — Converter-pressure regulator valve spring 21 — Forward clutch hub
25 — Converter-pressure regulator valve 22 — External-tanged plate (5) (some models, 6)
26 — Front support assembly 23 — Internal-splined plate (5) (some models, 6)
27 — Converter ground sleeve 24 — Fourth clutch driving hub
28 — Front support 25 — Snapring
29 — Plug 26 — Thrust bearing assembly
30 — Needle roller bearing assembly

Copyright © 1996 General Motors Corp. Foldout 7

 F OLDOUT 7
A B

Foldout 7,A. Oil Pump and Front Support Assembly Foldout 7,B. Forward Clutch and Turbine Shaft Assembly
 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
Legend For Foldout 8

8,A 8,B
1 — Fourth clutch assembly 1 — Snapring
2 — Snapring 2 — Third clutch backplate (selective):
3 — Clutch backplate ID No. 7: 0.476–0.486 inch (12.09–12.34 mm)
ID No. 8: 0.450–0.460 inch (11.43–11.68 mm)
4 — Internal-splined plate (4) (some models, 5)
ID No. 9: 0.463–0.473 inch (11.76–12.01 mm)
5 — External-tanged plate (4) (some models, 5) 3 — Internal-splined clutch plate (3)
6 — Snapring 4 — External-tanged clutch plate (3)
7 — Piston spring retainer 5 — Snapring (selective):
8 — Piston return spring Color code: White 0.148– 0.150 inch
9 — Fourth clutch piston (selective)* (3.76– 3.81 mm)
Color code: Yellow 0.152– 0.154 inch
Piston A 0.995–1.005 inch (25.27–25.53 mm)
(3.86– 3.91 mm)
Piston B 1.020–1.030 inch (25.91–26.26 mm) Color code: Green 0.155– 0.157 inch
10 — Fourth clutch piston (selective)** (3.94– 3.99 mm)
Piston J 0.970–0.980 inch (24.64–24.89 mm) Color code: Red 0.158– 0.160 inch
Piston K 0.995–1.005 inch (25.27–25.53 mm) (4.01– 4.06 mm)
Piston L 1.020–1.030 inch (25.91–26.16 mm) 6 — Push-on nut (4)
11 — Piston outer sealring 7 — Spring retainer ring
12 — Piston inner sealring 8 — Piston return spring (20)
13 — Fourth clutch housing assembly 9 — Third clutch piston
14 — Check ball (4) 10 — Piston inner sealring
11 — Piston outer sealring
15 — Thrust bearing assembly
12 — Butt-joint sealring (2)
* Use with four-plate clutch. 13 — Center support housing assembly
** Use with five-plate clutch. 14 — Bushing
15 — Check ball
16 — Center support
17 — Piston outer sealring
18 — Piston inner sealring
19 — Second clutch piston
20 — Piston return spring (20)
21 — Spring retainer ring
22 — Push-on nut (4)
23 — Sealring (after S/N 100431)
24 — Oil filter (after S/N 100431)
25 — Snapring
26 — External-tanged plate (3)
27 — Internal-splined plate (3)
28 — Second clutch backplate (selective):
ID No. 7: 0.476– 0.486 inch (12.09–12.34 mm)
ID No. 8: 0.450– 0.460 inch (11.43–11.68 mm)
ID No. 9: 0.463–0.473 inch (11.76–12.01 mm)
29 — Shim (use with grooved center support only)

Copyright © 1996 General Motors Corp. Foldout 8

 F OLDOUT 8
A B

Foldout 8,A. Fourth Clutch Assembly Foldout 8,B. Third Clutch, Center Support, and Second Clutch
 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
Legend For Foldout 9

9,A 9,B
1 — Thrust washer 1 — Thrust washer
2 — Front sun gear 2 — Front sun gear
3 — Thrust washer 3 — Thrust washer
4 — Front planetary carrier assembly 4 — Front planetary carrier assembly
5 — Pinion pin (6) 5 — Pinion pin (6)
6 — Bronze thrust washer (12) 6 — Bronze thrust washer (12)
7 — Steel thrust washer (12) 7 — Steel thrust washer (12)
8 — Front planetary pinion (6) 8 — Front planetary pinion (6)
9 — Roller (120) 9 — Roller (120)
10 — Front planetary carrier assembly 10 — Flange and carrier assembly
11 — Bushing 11 — Bushing
12 — Thrust washer 12 — Thrust washer
13 — Snapring 13 — Snapring
14 — Front planetary ring gear 14 — Front planetary ring gear
15 — Center planetary carrier assembly 15 — Center planetary carrier assembly
16 — Pinion pin (4) 16 — Pinion pin (4)
17 — Center planetary carrier 17 — Center planetary carrier
18 — Bronze thrust washer (8) 18 — Bronze thrust washer (8)
19 — Steel thrust washer (8) 19 — Steel thrust washer (8)
20 — Center planetary pinion (4) 20 — Center planetary pinion (4)
21 — Roller (72) 21 — Roller (72)
22 — Bronze thrust washer, two-pinion (4) 22 — Bronze thrust washer, two-pinion (4)
23 — Sun gear shaft assembly 23 — Center sun gear shaft assembly
24 — Spring pin (2) 24 — Spring pin (2)
25 — Shaft and bushing assembly 25 — Shaft and bushing assembly
26 — Bushing (2) 26 — Bushing (2)
27 — Sun gear shaft 27 — Center sun gear shaft
28 — Needle roller bearing 28 — Needle roller bearing assembly
29 — Bearing race 29 — Roller bearing race
30 — Planetary connecting drum 30 — Planetary connecting drum
31 — Snapring 31 — Snapring
32 — Center planetary ring gear 32 — Center planetary ring gear
33 — Main shaft assembly 33 — Main shaft assembly
34 — Lubrication orifice plug 34 — Lubrication orifice plug
35 — Main shaft 35 — Main shaft
36 — Thrust washer 36 — Rear planetary sun gear
37 — Rear planetary sun gear 37 — Snapring
38 — Snapring 38 — Rear planetary carrier assembly, four-pinion
39 — Snapring 39 — Needle roller bearing assembly
40 — Rear planetary carrier assembly 40 — Pinion pin (4)
41 — Pinion pin (4) 41 — Bronze thrust washer, two-pinion (4)
42 — Bronze thrust washer, two-pinion (8) 42 — Steel thrust washer (8)
43 — Steel thrust washer (8) 43 — Roller (72)
44 — Roller (72) 44 — Rear planetary pinion (4)
45 — Pinion (4) 45 — Rear planetary carrier
46 — Rear planetary carrier 46 — Snapring
47 — Needle roller bearing assembly* 47 — Thrust washer
48 — Snapring 48 — Rear planetary carrier assembly, five-pinion
49 — Ball bearing** 49 — Needle roller bearing assembly
50 — Output shaft assembly** 50 — Pinion pin (5)
51 — Bushing** 51 — Bronze thrust washer, two-pinion (2)
52 — Cup plug** 52 — Steel thrust washer (10)
53 — Spring pin** 53 — Roller (90)
54 — Output shaft** 54 — Pinion (5)
55 — Rear planetary carrier
* Used on MTB Series only. 56 — Bronze thrust washer, three-pinion (2)
** Used on MT Series only.

Copyright © 1996 General Motors Corp. Foldout 9

 F OLDOUT 9
A B
16 17

17 5
16 10
1 6
2 7
8 9 18
3 7
5 6 11
10 4
1 6 18
2 7 19
8 9 18 22 20
3 7 12 13 21
6 11 19
4 18
15
19 14 22
22 20
12 21
13 23
19
15 24
14
22
31 25
32 26
23
27
24
33
25 34 26
31 32 26 28
27 29 30
35
33
34 26
28 36
29 30
35 37

36
37 46
49
38
39
50 47
48
47 48
38
41
49
50 51 55
52 39 45
40 51
52 53
53 54 40
56 52
42 46 54
43 51
44
45
43
56
42

41
42
43
44
42 41
E01331.01 E01330.01

Foldout 9,A. Gear Unit Assembly — MT(B) 640, 643 Foldout 9,B. Gear Unit Assembly — MT(B) 650, 653
 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
Legend For Foldout 10

10,A 54 — Bolt, 3⁄8-16 x 3

(3⁄8-16 x 21⁄4, earlier models) F
1 — Shroud (used with small vent cap) 55 — Chamfered washer, 3⁄8
2 — Breather (Plain washer, 3⁄8, earlier models)
3 — Modulated lockup check plug A 56 — Shaft retainer pin
4 — Fill tube plug 57 — Plug, 1⁄8 A
5 — PTO cover gasket 58 — Selector shaft and nut assembly
6 — PTO access cover 59 — Nut (metric thread)
7 — Bolt, 3⁄8-16 x 3⁄4 (6) B 60 — Manual selector shaft
8 — Bolt, 1⁄4-20 x 7⁄8 (2) D 61 — Selector shaft oil seal
9 — Lube regulator valve adapter 62 — Plug, 3⁄4-16 E
10 — Gasket 63 — Washer
11 — Sealring (if used) 64 — Pan filler flange plug
12 — Transmission housing assembly Torque lb ft N·m
13 — Lube regulator valve A 4–8 5–11
14 — Valve spring B 15–20 20–27
15 — Valve guide tube C 8–12 11–16
16 — Transmission housing D 12–15 16–20
17 — Plug, 1⁄8 A E 50–60 68–81
18 — Drive screw F 39–46 53–62
19 — Nameplate G 10–15 14–20
20 — Tube adapter (MT(B) 640, 643)
21 — Bolt, 1⁄4-20 x 11⁄4 (4) (MT(B) 640, 643) C
22 — Bolt, 1⁄4-20 x 23⁄4 (7) (MT(B) 650, 653) C 10,B
23 — Bolt, 1⁄4-20 x 7⁄8 (2) (MT(B) 650, 653) C
24 — Bolt, 1⁄4-20 x 3 (2) (later models) C 1 — Bolt, 1⁄4-20 x 21⁄4 (16) (earlier models,17) A
25 — Bolt, 1⁄4-20 x 23⁄4 (1) (earlier models) C 2 — Bolt, 1⁄4-20 x 2 (3) A
26 — Bolt, 1⁄4-20 x 13⁄4 (1) C 3 — Detent roller and spring assembly
27 — Detent roller and spring assembly 4 — Bolt, 1⁄4-20 x 13⁄4 (1) A
28 — Bolt, 1⁄4-20 x 21⁄4 (16) (earlier models,17) C 5 — Bolt, 1⁄4-20 x 3 (2) (later models) A
29 — Bolt, 1⁄4-20 x 2 (3) C 6 — Bolt, 1⁄4-20 x 7⁄8 (2) (MT(B) 650, 653) A
30 — Filter kit 7 — Tube adapter (MT(B) 640, 643)
31 — Sealring 8 — Bolt, 1⁄4-20 x 11⁄4 (4) (MT(B) 640, 643) A
32 — Filter tube 9 — Sealring
33 — Filter (paper element) 10 — Hex washer screw, 5⁄16-18 x 5⁄8 B
34 — Gasket 11 — Filter canister
35 — Washer-head screw, 5⁄16-18 x 5⁄8 12 — Bolt, 1⁄4-20 x 23⁄4 (1) (MT(B) 650, 653) A
(5⁄16-18 x 11⁄4 used with 5.10 inch pan) G 13 — Drain plug
36 — Flat washer (if used) 14 — Oil filter
37 — Filter spacer (used with 5.10 inch pan) 15 — Sealring
38 — Filter kit 16 — Filter retainer
39 — Sealring 17 — Spring
40 — Filter (stainless sump screen) and filter tube 18 — Sealring
assembly 19 — Filter cover
41 — Gasket 20 — Cover strap
42 — Washer-head screw, 5⁄16-18 x 5⁄8 G 21 — Bolt, 5⁄16-24 x 7⁄8 B
43 — Drain plug 22 — Nut, 5⁄16-24
44 — Gasket 23 — Flared tube plug (if used)
45 — Magnet 24 — Washer-head screw, 5⁄16-18 x 5⁄8 (21) C
46 — Pan assembly, standard 25 — Pan assembly, heavy-duty
47 — Flared tube plug 26 — Magnet
48 — Washer-head screw, 5⁄16-18 x 5⁄8 (21) B 27 — Pan filler flange plug
49 — Detent lever 28 — Pan gasket
50 — Nut, 3⁄8-24 B
51 — Bolt, 5⁄16-18 x 5⁄8 Torque lb ft N·m
52 — Modulator retainer A 8–12 11–16
53 — Governor pressure check ball B 12–15 16–20
C 15–20 20–27

Copyright © 1996 General Motors Corp. Foldout 10

 F OLDOUT 10
A B

Foldout 10,A. Transmission Housing, Standard Oil Filter and Oil Pan Configuration Foldout 10,B. Heavy-Duty Oil Filter and Oil Pan Configuration
 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
Legend For Foldout 11

11,A 11,B
1 — Snapring 1 — Adapter housing gasket
2 — First clutch backplate (selective): 2 — Thrust washer
ID No. 4: 0.702–0.712 inch (17.83–18.08 mm) 3 — Adapter housing
ID No. 5: 0.671–0.681 inch (17.04–17.30 mm) 4 — Hex head pipe plug, 1⁄4 inch A
ID No. 6: 0.640–0.650 inch (16.26–16.51 mm) 5 — Thrust washer
3 — Internal-splined plate (6) 6 — Low sun gear
4 — External-tanged plate (6) 7 — Thrust washer
5 — Rear planetary ring gear (MT(B) 650, 653) 8 — Low planetary carrier assembly
6 — Rear planetary ring gear hub 9 — Pinion pin (6)
(MT(B) 650, 653) 10 — Bronze thrust washer (12)
7 — Snapring (MT(B) 650, 653) 11 — Steel thrust washer (12)
8 — Snapring 12 — Pinion (6)
9 — Spring retainer 13 — Roller (114)
10 — Piston return spring (26) 14 — Carrier and bushing assembly
11 — First clutch piston 15 — Bushing
12 — Piston outer sealring 16 — Thrust washer
13 — Piston inner sealring 17 — External-tanged plate (6)
14 — Rear planetary ring gear (MT(B) 640, 643) 18 — Internal-splined plate (5)
19 — Low planetary ring gear
20 — Snapring
21 — Piston spring retainer
22 — Piston return spring (26)
23 — Low clutch piston (selective)
Piston C 0.858–0.868 inch (21.79–22.05 mm)
Piston B 0.829–0.839 inch (21.06–21.31 mm)
Piston A 0.800–0.810 inch (20.32–20.57 mm)
24 — Piston outer sealring
25 — Piston inner sealring
Torque lb ft N·m
A 8–10 11–14

Copyright © 1996 General Motors Corp. Foldout 11

 F OLDOUT 11
A B
1

3
4

8
9 11
10

12

14
13

V03323

Foldout 11,A. First Clutch and Rear Planetary Ring Gears Foldout 11,B. Low Clutch, Planetary, and Adapter Housing — MT(B) 650, 653
 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
Legend For Foldout 12

12,A 12,B
1 — Governor drive gear 1 — Shaft and plug assembly
2 — Speedometer drive gear 2 — Output shaft bushing
3 — Cup plug
3 — Speed sensor wheel 4 — Output shaft
4 — Sleeve spacer 5 — Spring pin
5 — Rear cover gasket 6 — Ball bearing assembly (earlier models)
7 — Roller bearing (later models)
6 — Rear cover assembly
8 — Governor drive gear
7 — Rear cover 9 — Speedometer drive gear (used with sleeve
8 — Governor support pin spacer 11, earlier models)
9 — Plug, 1⁄8 C 10 — Speed sensor wheel
11 — Sleeve spacer (earlier models)
10 — Plug, 1⁄8 C 12 — Rear cover gasket
11 — Governor filter kit 13 — Rear cover assembly
12 — Governor filter 14 — Roller bearing outer race (later models)
15 — Rear cover
13 — Sealring 16 — Governor support pin
14 — Filter plug,7⁄8-14 E 17 — Plug, 1⁄8 D
15 — Drain tube 18 — Plug, 1⁄8 D
19 — Governor filter kit
16 — Plug, 3⁄8 D 20 — Governor filter
17 — Flat washer, 1⁄2 (14) (used with non-flanged 21 — Sealring
bolt) 22 — Filter plug, 7⁄8-14 F
18 — Bolt, 1⁄2-13 x 11⁄2 (14) A* or F** 23 — Drain tube
24 — Plug, 3⁄8 E
19 — Flanged bolt, 1⁄2-13 x 11⁄2 (14) F
25 — Flat washer, 1⁄2 (14) (used with non-flanged
20 — Snapring (earlier models) bolt)
21 — Ball bearing 26 — Bolt, 1⁄2-13 x 51⁄4 (14) A* or G**
22 — Beveled snapring 27 — Flanged bolt, 1⁄2-13 x 51⁄4 (14) G
28 — Snapring (earlier models)
23 — Oil seal 29 — Ball bearing
24 — Dust shield 30 — Beveled snapring
25 — Output flange washer 31 — Oil seal
32 — Dust shield
26 — Bolt, 1⁄2-20 x 11⁄2 33 — Spacer (if used)
27 — Governor assembly 34 — Self-locking nut B
28 — Governor service kit 35 — Governor assembly
36 — Governor service kit
29 — Governor weight pin (2) 37 — Governor weight pin (2)
30 — Governor cover gasket 38 — Governor cover gasket
31 — Governor cover 39 — Governor cover
32 — Bolt, 5⁄16-18 x 11⁄16 (4) B 40 — Bolt, 5⁄16-18 x 11⁄16 (4) C
Torque lb ft N·m
Torque lb ft N·m A 67–80
A 67–80 91–108
91–108 B 600–800
B 15–20 814–1085
20–27 C 15–20
C 4–8 20–27
5–11 D 4–8
D 18–22 5–11
24–30 E 18–22
E 50–70 24–30
68–95 F 50–70
F 61–73 68–95
83–99 G 61–73 83–99
* Non-plated bolts * Non-plated bolts
** Zinc plated bolts ** Zinc plated bolts

Copyright © 1996 General Motors Corp. Foldout 12

 F OLDOUT 12
A B
1

5
3

6 17
7
18

19

16
20

21

9 15 22
12
28 13 23
11 14
10 24
29 27
30
31

32 25
26

E03335.01

Foldout 12,A. Rear Cover Components — MT 640, 643 Foldout 12,B. Output Shaft and Rear Cover Components — MT 650, 653
 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
Legend For Foldout 13

1 — Control valve assembly 54 — Valve inner spring (after S/N 13800)

2 — Valve stop pin 55 — Valve stop
3 — Priority valve spring 56 — First clutch trimmer valve
4 — Priority valve 57 — Trimmer plug
5 — Hold regulator valve 58 — Valve outer spring
6 — Hold regulator valve spring 59 — Valve inner spring
7 — Valve stop pin 60 — Valve stop
8 — Valve plug (before S/N 66152) 61 — Second clutch trimmer valve
9 — Washer (after S/N 66151) 62 — Trimmer plug
10 — Adjusting ring (after S/N 66151) 63 — Valve outer spring
11 — Selector valve 64 — Valve inner spring
12 — Retainer pin 65 — Valve stop
13 — 1–2 shift valve 66 — Valve stop (later models)
14 — 1–2 shift modulator valve 67 — Accumulator valve spring (later models)
15 — 1–2 shift valve spring 68 — Accumulator valve (later models)
16 — Valve stop 69 — Fourth clutch trimmer valve
17 — Adjusting ring 70 — Trimmer plug
18 — Retainer pin 71 — Valve outer spring
19 — 2–3 shift valve 72 — Valve inner spring (after S/N 13800)
20 — 2–3 shift modulator valve 73 — Valve stop
21 — 2–3 shift valve spring 74 — Trimmer valve cover
22 — Valve stop 75 — Bolt, 1⁄4-20 x 3⁄4 (9) (8, earlier models) A
23 — Adjusting ring 76 — Retainer pin (2)
24 — Retainer pin 77 — 2–3 relay valve
25 — 3–4 shift valve 78 — 2–3 relay valve spring
26 — 3–4 shift modulator valve 79 — Valve stop (later models)
27 — 3–4 shift valve spring 80 — 1–2 relay valve
28 — Valve stop 81 — 1–2 relay valve spring
29 — Adjusting ring 82 — Spacer
30 — Retainer pin 83 — 1–2 shift valve return spring*
31 — 3–4 relay valve 84 — 1–2 shift valve*
32 — 3–4 relay valve spring 85 — 1–2 modulator valve*
33 — Valve stop (later models) 86 — 1–2 shift valve spring*
34 — Retainer pin 87 — Valve stop*
35 — Trimmer regulator valve 88 — 1–2 shift valve bore washer*
36 — Trimmer regulator valve spring 89 — Trimmer valve cover (earlier smooth shift
37 — Trimmer regulator valve stop models)
38 — Retainer pin (after S/N 13800) 90 — Bolt, 1⁄4-20 x 3⁄4 (4) A
39 — Separator plate 91 — Accumulator valve (earlier smooth shift
40 — Bolt, 1⁄4-20 x 13⁄4 (3) A models)
41 — Modulator valve actuator pin 92 — Accumulator valve spring (earlier smooth
42 — Modulator valve shift models)
43 — Modulator valve spring 93 — Valve stop (earlier smooth shift models)
44 — Washer (earlier models) 94 — Accumulator valve body (earlier smooth
45 — Valve stop (earlier models) shift models)
46 — Adjusting ring 95 — Bolt, 1⁄2-20 x 21⁄2 (4) A
47 — Modulator valve body 96 — First clutch tube
48 — Retainer pin 97 — Governor tube (2)
49 — Reverse priority bypass check ball 98 — Governor screen assembly (earlier models)
(after S/N 47284, MT(B) 650, 653 only)
50 — Control valve body Torque lb ft N·m
51 — Third clutch trimmer valve A 8–12 11–16
52 — Trimmer plug
53 — Valve outer spring * Second gear start models only

Copyright © 1996 General Motors Corp. Foldout 13

 F OLDOUT 13

39
46
45
44
43
42
40 41 46
43
42 97 96
37 1
41
36 47
29 33 98
28 35 48
27 32
23 38
22 26 31
49
21 25 34
17
16 20 76 51
88
87 15 30 52
19 50
86 14 53
85 24
13 56 54
84 57 55
18
11 83 58
61
10 12 59
62
9
60
66 63
7
4 67 64
6
69 68 65 74
5 3
8 70
77 71
2
78 72 89
80 73 75
79
81
90
82 91
92

93

94
95

V03338

Foldout 13. Control Valve Body Assembly — MT(B) 640, 643

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
Legend For Foldout 14

1 — Control valve assembly 47 — Modulator valve body

2 — Valve stop pin 48 — Retainer pin
3 — Priority valve spring 49 — Reverse priority bypass check ball
4 — Priority valve (after S/N 47284)
5 — Hold regulator valve 50 — Control valve body
6 — Hold regulator valve spring 51 — Third clutch trimmer valve
7 — Valve stop pin 52 — Trimmer plug
8 — Valve plug (before S/N 66940) 53 — Valve outer spring
9 — Washer (after S/N 66939) 54 — Valve inner spring (after S/N 13800)
10 — Adjusting ring (after S/N 66939) 55 — Valve stop
11 — Selector valve 56 — First clutch trimmer valve
12 — Retainer pin 57 — Trimmer plug
13 — 2–3 shift valve 58 — Valve outer spring
14 — 2–3 shift modulator valve 59 — Valve inner spring (after S/N 13800)
15 — 2–3 shift valve spring 60 — Valve stop
16 — Valve stop 61 — Second clutch trimmer valve
17 — Adjusting ring 62 — Trimmer plug
18 — Retainer pin 63 — Valve outer spring
19 — 3–4 shift valve 64 — Valve inner spring (after S/N 13800)
20 — 3–4 shift modulator valve 65 — Valve stop
21 — 3–4 shift valve spring 66 — Valve stop (later models)
22 — Valve stop 67 — Accumulator valve spring (later models)
23 — Adjusting ring 68 — Accumulator valve (later models)
24 — Retainer pin 69 — Fourth clutch trimmer valve
25 — 4–5 shift valve 70 — Trimmer plug
26 — 4–5 shift modulator valve 71 — Valve outer spring
27 — 4–5 shift valve spring 72 — Valve inner spring (after S/N 13800)
28 — Valve stop 73 — Valve stop
29 — Adjusting ring 74 — Trimmer valve cover
30 — Retainer pin 75 — Bolt, 1⁄4-20 x 3⁄4 (9) (8, earlier models) A
31 — 4–5 relay valve 76 — Retainer pin (2)
32 — 4–5 relay valve spring 77 — 3–4 relay valve
33 — Valve stop (later models) 78 — 3–4 relay valve spring
34 — Retainer pin 79 — Valve stop (later models)
35 — Trimmer regulator valve 80 — 2–3 relay valve
36 — Trimmer regulator valve spring 81 — 2–3 relay valve spring
37 — Trimmer regulator valve stop 82 — Spacer
38 — Retainer pin (after S/N 13800) 83 — Governor tube (2)
39 — Separator plate 84 — Governor screen assembly (earlier models)
40 — Bolt, 1⁄4-20 x 13⁄4 (3) A 85 — Trimmer tube
41 — Modulator valve actuator pin 86 — Low clutch feed tube
42 — Modulator valve 87 — Drive tube
43 — Modulator valve spring 88 — Main knockdown tube (before S/N 47285)
44 — Washer (earlier models) Torque lb ft N·m
45 — Valve stop (earlier models) A 8–12 11–16
46 — Adjusting ring

Copyright © 1996 General Motors Corp. Foldout 14

 F OLDOUT 14

39
46
45
44
43
42
40 41 46
43
83
42 1
41
47 84
37
48 88
36
29 33
28 35
27 32 85
23 38
22 26 31
49 86
21 25 34 87
17
16 20 76 51
15 30 52
19 50
14 53
24
13 56 54
57 55
11 18
58
61
10 12 59
62
9
60
66 63
7
4 67 64
6
69 68 65
5 3
8 70
77 71
2 74
78 72
80 73
79
81
82

75

V03339

Foldout 14. Control Valve Body Assembly — MT(B) 650, 653

MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
Legend For Foldout 15

15,A
1 — Modulated lockup valve body assembly
2 — Modulated lockup valve body
3 — Retainer pin
4 — Modulated lockup valve
5 — Modulated lockup valve spring
6 — Modulated lockup valve stop
7 — Adjusting ring

15,B
1 — Oil transfer plate
2 — Separator plate
3 — Low shift valve assembly
4 — Valve body
5 — Retainer pin
6 — Retainer pin
7 — 1–2 relay valve
8 — 1–2 relay valve spring
9 — Valve stop
10 — 1–2 shift valve
11 — 1–2 shift valve spring
12 — Valve stop
13 — Washer
14 — Adjusting ring

Copyright © 1996 General Motors Corp. Foldout 15

 F OLDOUT 15
A B

6
7

V01919

Foldout 15,A. Modulated Lockup Valve Body Assembly Foldout 15,B. Low Shift Valve Body Assembly — MT(B) 650, 653
 F OLDOUT 16

1 — Parking brake assembly, 12 x 4

2 — Shield
3 — Lockwasher, 5⁄8 (4)
4 — Bolt, 5⁄8-11 x 13⁄8 (4) A
5 — Brake shoe assembly
6 — Parking brake assembly, 12 x 3
7 — Lockwasher, 5⁄8 (4)
8 — Bolt, 5⁄8-11 x 13⁄8 (4)

Torque lb ft N·m
A 117–140 159–190

Foldout 16. Parking Brake Assemblies

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
Legend For Foldout 17

17,A 17,B
1 — Sealring 1 — Retarder valve gasket (2)
2 — Flared tube 90˚ elbow B 2 — Separator plate
3 — Converter-out hose assembly C 3 — Flat washer, 10 mm (2)
4 — Hose clamp 4 — Bolt, hex, M10 x 1.5 x 45 (2) A
5 — Hex head bolt, 5⁄16-18 x 11⁄16 D 5 — Flat washer, 10 mm (10)
6 — Sealring 6 — Bolt, hex, M10 x 1.5 x 100 (10) A
7 — Flared tube connector B* 7 — Retarder control valve assembly
8 — Flared tube connector B* 8 — Bolt, hex, M6 x 1 x 80 (4) B
9 — Sealring 9 — Lockwasher, 6 mm (4)
10 — Nut, 5⁄16-18 hex H 10 — Retarder valve body top cover
11 — Lockwasher, 5⁄16 11 — Retarder valve body top cover gasket
12 — Hose clamp bracket 12 — Sealring
13 — Sealring 13 — Sealring
14 — Flared tube 90˚ elbow B 14 — Piston
15 — Clutch feed hose assembly A 15 — Retarder valve
16 — Flared tube 90˚ fitting G 16 — Retarder valve spring
17 — Check valve 17 — Retarder valve body
18 — Flared tube 90˚ elbow G 18 — Pipe plug, 1⁄2 NPTF D
19 — Internal snapring (3) 19 — Pipe plug, 1⁄4 NPTF E
20 — Pipe plug, 1⁄16 NPTF F
20 — Accumulator spring retainer (3) 21 — Retarder cutoff valve
21 — Accumulator inner spring (3) 22 — Retarder cutoff valve spring
22 — Accumulator outer spring (3) 23 — Gasket
23 — Accumulator piston sealring (3) 24 — Regulating valve assembly
24 — Accumulator piston (3) 25 — Oil transfer plate
25 — Accumulator piston sealring (3) 26 — Gasket
26 — Accumulator cover gasket 27 — Regulating valve body
27 — Accumulator cover assembly 28 — Charging valve spring
28 — Hex head pipe plug, 1⁄8 NPTF E 29 — Charging valve
29 — Hex head pipe plug, 1⁄8 NPTF E 30 — Sealring
30 — Accumulator cover 31 — Plug, hex socket, 7⁄8-14 UNF G
31 — Flat washer, 10 mm (13) 32 — Charging pressure orifice plug
32 — Bolt, M10 x 1.5 x 50 mm (13) F 33 — Retarder-pressure regulator valve
33 — Flat washer, sealring (2) 34 — Retarder-pressure regulator valve spring, inner
34 — Flanged bolt, M10 x 1.5 x 50 (2) F 35 — Retarder-pressure regulator valve spring, outer
35 — Governor assembly 36 — Valve plug
36 — Governor service kit 37 — Cover gasket
37 — Governor weight pin (2) 38 — Valve body cover
38 — Governor cover gasket 39 — Flat washer, 10 mm (2)
39 — Governor cover 40 — Bolt, hex, M10 x 1.5 x 35 (2) A
40 — Flat washer, 8 mm (4) 41 — Flat washer, 8 mm (2)
41 — Bolt, M8 x 1.25 x 25 mm (4) D 42 — Bolt, hex, M8 x 1.25 x 50 (2) C
43 — Flat washer, 8 mm (4)
Torque lb ft N·m 44 — Bolt, hex, M8 x 1.25 x 60 (4) C
A 16–20 22–27 45 — Flat washer, 8 mm (2)
B 25–35 34–47 46 — Bolt, hex, M8 x 1.25 x 80 (2) C
C 55–65 75–88 47 — Flat washer, 8 mm (2)
D 13–16 18–22 48 — Bolt, hex, M8 x 1.25 x 90 (2) C
E 4–5 5–7
F 30–35 39–48 Torque lb ft N·m
G 12–16 16–22 A 30–35 39–48
H 10–12 14–16 B 4–7 6–9
C 13–16 18–22
D 16–20 22–27
* OEM supplied filter assembly is located between connectors 7 and 8. E 8–10 11–14
F 3–4 4–6
G 50–70 68–95

Copyright © 1996 General Motors Corp. Foldout 17

 F OLDOUT 17
A B

Foldout 17,A. Retarder Accumulators and Governor Foldout 17,B. Retarder Control Valve
 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
Legend For Foldout 18

18,A 18,B
1 — Retarder housing gasket 1 — Internal snapring
2 — Retarder housing assembly 2 — Bolt, M10 x 1.5 x 35 mm
3 — Housing assembly (6, some models, 7) A
4 — Governor bushing 3 — Flat washer, 10 mm (6, some models, 7)
5 — Retarder housing and bushing assembly 4 — Retarder stator
6 — Retarder housing 5 — Stator sealring
7 — Dowel pin 6 — Retarder external-splined clutch plate (5)
8 — Sleeve 7 — Retarder internal-splined clutch plate (6)
9 — Retainer and ball assembly 8 — Output shaft assembly (MTB 643 only)
10 — Speedometer bushing 9 — Roller bearing assembly (MTB 643 only)
11 — Hex head pipe plug, 1⁄8 NPTF B 10 — Lube orifice plug (MTB 643 only)
12 — Governor filter kit 11 — Output shaft (MTB 643 only)
13 — Governor filter 12 — Sealring (2)
14 — Sealring 13 — Retarder rotor hub
15 — Hex socket plug, 7⁄8-14 UNF C 14 — Retarder rotor assembly
16 — Hex head pipe plug, 1⁄4 NPTF D 15 — Retarder clutch backplate
17 — Retarder priority valve
Torque lb ft N·m
18 — Retarder priority valve spring A 29–35 39–48
19 — Valve stop
20 — Pipe plug, 1⁄2 NPTF E
21 — Pipe plug, 1⁄2 NPTF E
22 — Valve stop pin
23 — Elbow, flared tube, 45˚ D
24 — Hex head pipe plug, 1⁄8 NPTF B
25 — Governor and speedometer drive gear
26 — Output shaft spacer
27 — Ball bearing
28 — Internal snapring
29 — Output shaft oil seal
30 — Nut, hex, self-locking F
31 — Flat washer, 12 mm (3)
32 — Bolt, hex, M12 x 1.75 x 130 (3) A
33 — Plug, speedo, 0.8125-20 UNEF-2A G
Torque lb ft N·m
A 53–63 72–85
B 4–5 5–7
C 50–70 68–95
D 8–10 11–14
E 16–20 22–27
F 600–800 814–1085
G 20–30 27–40

Copyright © 1996 General Motors Corp. Foldout 18

 A B
F OLDOUT 18
1 2 3
4

9 8
10

11

12

14
12

13

15

V03321

Foldout 18,A. Retarder Housing Foldout 18,B. Retarder Clutch

 MT(B) 640, 643, 650, 653 AUTOMATIC TRANSMISSIONS
Legend For Foldout 19

19,A 19,B
1 — Adapter housing gasket 1 — Roller bearing assembly
2 — Bolt, hex, M12 x 1.75 x 60 (11) A 2 — Output shaft assembly
3 — Flat washer, 12 mm (11) 3 — Bushing
4 — Ball bearing 4 — Cup plug
5 — Bolt, M12 x 1.75 x 45 (6) A 5 — Output shaft
6 — Flat washer, 12 mm (6) 6 — Bearing inner race and rollers
7 — Retarder adapter housing assembly 7 — Adapter housing gasket
8 — Hex head pipe plug,1⁄4 NPTF B 8 — Bolt, hex, M12 x 1.75 x 90 (12) (11, earlier
9 — Hex head pipe plug,1⁄4 NPTF B models) A
10 — Adapter housing and sleeve assembly 9 — Flat washer, 12 mm (12) (11, earlier models)
11 — Sleeve 10 — Output shaft spacer
12 — Pin 11 — Bolt, hex, M12 x 1.75 x 45 (5) A
13 — Adapter housing 12 — Flat washer, 12 mm (5)
14 — Retainer and ball assembly 13 — Retarder adapter housing assembly
15 — Hex head pipe plug,1⁄4 NPTF B 14 — Bearing outer race
16 — Hex head pipe plug,1⁄4 NPTF B 15 — Hex head pipe plug,1⁄4 NPTF B
17 — Hex head pipe plug,1⁄8 NPTF (2) C 16 — Hex head pipe plug,1⁄4 NPTF B
18 — Sealring (14) 17 — Adapter housing and sleeve assembly
19 — Flat washer, 1⁄2 (14) 18 — Retainer and ball assembly
20 — Bolt, hex head, 1⁄2-13 x 2 (14) D 19 — Adapter housing
21 — Adapter housing sealring 20 — Sleeve
22 — Retarder piston (selective) 21 — Pin
ID No. 5 0.736–0.740 inch (18.7–18.8 mm) 22 — Hex head pipe plug,1⁄4 NPTF B
ID No. 6 0.768–0.772 inch (19.5–19.6 mm) 23 — Hex head pipe plug,1⁄8 NPTF (2) C
ID No. 7 0.799–0.803 inch (20.3–20.4 mm) 24 — Sealring (14)
23 — Piston outer sealring 25 — Flat washer, 1⁄2 (14)
24 — Piston inner sealring 26 — Bolt, hex head, 1⁄2-13 x 51⁄2 (14) D
25 — Piston return spring 27 — Adapter housing sealring
26 — Piston return spring retainer 28 — Retarder piston (selective)
27 — External snapring ID No. 5 0.736–0.740 inch (18.7–18.8 mm)
ID No. 6 0.768–0.772 inch (19.5–19.6 mm)
Torque lb ft N·m
A 53–63 72–85 ID No. 7 0.799–0.803 inch (20.3–20.4 mm)
B 8–10 11–14 29 — Piston outer sealring
C 4–5 5–7 30 — Piston inner sealring
D 81–97 110–132 31 — Piston return spring
E 8 11
32 — Piston return spring retainer
33 — External snapring
Torque lb ft N·m
A 53–63 72–85
B 8–10 11–14
C 4–5 5–7
D 81–97 110–132
E 8 11

Copyright © 1996 General Motors Corp. Foldout 19

 A B
F OLDOUT 19
1
8
15
14
3
4 2
16

5
19
9
20

13
14 18 21
11
1 6
7
12
8
2 16 9 22
3 23
7 15 10 17
17 13
10
4
18
19 24
20 25

26
27
21

22 28
5
6

23 29

11
12
24
30
25
31
26
32
27
33

E03337.01
E03336.01

Foldout 19,A. MTB 643 Retarder Adapter Foldout 19,B. MTB 653 Retarder Adapter