Service Manual

CL(B)T 5000, 6000 Series

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

Service
Manual

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

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

Printed in the U.S.A. Copyright © 1997 General Motors Corp.

 INTRODUCTION

TRADEMARK USAGE

The following trademarks are the property of the companies indicated:

• DEXRON® is a registered trademarks of General Motors Corporation.
• Biobor® JF is the registered trademark for a biological inhibitor manufactured by U.S. Borax and
Chemical Corporation.
• Loctite® is a registered trademark of the Loctite Corporation.
• Teflon® is a registered trademark of the DuPont Corporation.
• Marfak® No. 2 is a registered trademark of Texaco Inc.
• Lubriplate® is a registered trademark of the Fiske Brothers Refining Co., Newark, New Jersey.
• Oxweld® is a registered trademark of the Oxweld Acetylene Company.
• Amojell® is a registered trademark of the Amoco Oil Corporation.

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

ii Copyright © 1997 General Motors Corp.

 IMPORTANT SAFETY NOTICE

IT IS YOUR RESPONSIBILITY to be completely familiar with the Warnings and 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 © 1997 General Motors Corp. iii

 LIST OF WARNINGS
This manual contains the following Warnings —
IT IS YOUR RESPONSIBILITY TO BE FAMILIAR WITH ALL OF THEM.
• Arc welding equipment requires dangerously high currents and voltages which cannot be sufficiently
reduced to permit its use for jump-starting. To help avoid injury or equipment damage, do not attempt
to jump-start the equipment using an arc welder.
• Welding on the equipment may induce currents and voltages in the transmission electronic controls.
Sudden and unexpected movement may occur if the transmission controls are accidentally activated. To
avoid injury or property damage, always disconnect the Shift Pattern Generator (SPG) before welding
on the equipment.
• To help avoid injury and property damage caused by sudden and unexpected vehicle movement, do not
begin a stationary stall test until you:
• Put the transmission in N (Neutral).... and
• Set the parking brake and service brakes, and make sure they are properly engaged... and
• Chock the wheels and take any other steps necessary to keep the vehicle from moving... and
• Warn people to keep clear of the vehicle and its path.
• Electricity must never, under any circumstances, be applied to any electric valve body component while
the engine is running, while the mechanic is working under the vehicle, or while personnel are working
in the vehicle path. Sudden and unexpected movement may occur if the control valve solenoids are
activated by an external power supply. A runaway vehicle could only be stopped by applying the vehicle
brakes or shutting down the engine: removal of the power supply would not stop the vehicle because of
the fail-protection system. To help avoid injury or property damage, always shut off the engine, set the
vehicle brakes, and lock the wheels before any troubleshooting of the solenoids.
• Removing the wiring harnesses from the transmission while the equipment power supply is ON can
cause unexpected shifts resulting in sudden, uncontrolled vehicle or equipment movement. To help avoid
injury or property damage, power from the equipment electrical system must be switched OFF before
disconnecting the transmission wiring.
• Toxic gases are produced by burning Teflon®. Exposure to these gases is extremely hazardous and can be
fatal. DO NOT burn discarded Teflon® seals.
• Drying a ball or roller bearing by spinning it with compressed air can cause the bearing to disintegrate,
allowing balls or rollers to become lethal flying projectiles. Spinning the bearing without lubrication can
also damage the bearing. To avoid injury and component failure, never dry bearings by spinning them
with compressed air.
• To prevent any unexpected shift during removal of the wiring harnesses, be sure that the power supply
from the equipment electrical system is switched off.
• Lifting the torque converter drive housing or flywheel assembly from the transmission can dislodge
lockup clutch parts from the housing or assembly. To avoid injury from falling parts, stay clear of the area
beneath the raised components and do not attempt to hold the parts in the assembly using your hands.
• The cadmium-plated material used in the brazed joints of the main-pressure hose fittings produces toxic
yellow-brown gases when welded. Exposure to these gases is extremely hazardous and can be fatal. DO
NOT attempt to repair hose fitting joints by welding.
• Interference between the main-pressure transfer tube assembly hose and the equipment causes binding
and abrasion of the hose. Failure of an abraded hose releases pressurized, heated fluid (pressures and
temperatures in the assembly can exceed 350 psi (2413 kPa) and 275° F (135°C)). To help avoid injury
due to hose failure, prevent physical contact between the hose and equipment when installing the
transfer tube assembly.

iv Copyright © 1997 General Motors Corp.

 TABLE OF CONTENTS
Paragraph Page
Section 1. GENERAL INFORMATION
1–1. SCOPE
a. Coverage . . . . . . . . . . . . . . . . . . . . . . . . . 1–1
b. Illustrations. . . . . . . . . . . . . . . . . . . . . . . . 1–1
c. Maintenance Information. . . . . . . . . . . . . 1–2
1–2. SUPPLEMENTARY INFORMATION
1–3. ORDERING PARTS
a. Transmission Nameplate.. . . . . . . . . . . . . 1–3
b. Electronic-Control Models. . . . . . . . . . . . 1–3
c. Parts Catalog. . . . . . . . . . . . . . . . . . . . . . . 1–4
1–4. DESIGN FEATURES
a. Transmission-to-Engine Coupling. . . . . . 1–5
b. Torque Converter. . . . . . . . . . . . . . . . . . . 1–5
c. Planetary Gearing. . . . . . . . . . . . . . . . . . . 1–5
d. Clutches.. . . . . . . . . . . . . . . . . . . . . . . . . . 1–5
e. Hydraulic System. . . . . . . . . . . . . . . . . . 1–5
f. Power Takeoff.. . . . . . . . . . . . . . . . . . . . . 1–5
g. Lockup Clutch.. . . . . . . . . . . . . . . . . . . . . 1–6
1–5. SHIFT CONTROL SYSTEMS
a. Manual-Electric Shift. . . . . . . . . . . . . . . . 1–6
b. Automatic-Electric Shift . . . . . . . . . . . . . 1–6
c. Electronic-Control Shift. . . . . . . . . . . . . . 1–6
d. Manual-Hydraulic Shift. . . . . . . . . . . . . . 1–7
1–6. OPTIONS
a. Hydraulic Retarder. . . . . . . . . . . . . . . . . . 1–7
b. Parking Brake. . . . . . . . . . . . . . . . . . . . . . 1–7
c. Transfer Gears (Dropbox) . . . . . . . . . . . . 1–7
d. Output Disconnects . . . . . . . . . . . . . . . . . 1–7
e. Flanges . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–7
f. Speedometer Drive . . . . . . . . . . . . . . . . . 1–7
1–7. OPERATING INSTRUCTIONS
a. Operator’s Manual. . . . . . . . . . . . . . . . . . 1–7
b. Manual Mode . . . . . . . . . . . . . . . . . . . . . . 1–8
c. Cold Weather Starts . . . . . . . . . . . . . . . . . 1–8
d. Towing . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–8
1–8. SPECIFICATIONS AND DATA
Section 2. DESCRIPTION AND OPERATION
2–1. SCOPE
a. Two Configurations . . . . . . . . . . . . . . . . . 2–1
b. Control Systems . . . . . . . . . . . . . . . . . . . . 2–1
2–2. MOUNTING, INPUT DRIVES
a. Remote Mounting . . . . . . . . . . . . . . . . . . 2–1
b. Direct Mounting. . . . . . . . . . . . . . . . . . . . 2–1
2–3. LOCKUP CLUTCH
a. Description . . . . . . . . . . . . . . . . . . . . . . . 2–1
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . . 2–2
Copyright © 1997 General Motors Corp.
Paragraph Page
2–4. TORQUE CONVERTER —
FIXED CAPACITY
a. Description . . . . . . . . . . . . . . . . . . . . . . . . 2–2
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . . 2–2
2–5. TORQUE CONVERTER —
VARIABLE CAPACITY
a. Description . . . . . . . . . . . . . . . . . . . . . . . . 2–3
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . . 2–4
2–6. HYDRAULIC RETARDER
a. Description . . . . . . . . . . . . . . . . . . . . . . . . 2–5
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . 2–5
2–7. POWER TAKEOFF (PTO) DRIVES
a. Description . . . . . . . . . . . . . . . . . . . . . . . . 2–5
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . . 2–5
2–8. SPLITTER CLUTCHES, GEARING
a. Description . . . . . . . . . . . . . . . . . . . . . . . . 2–5
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . . 2–6
2–9. HIGH-RANGE CLUTCH (FIFTH
AND SIXTH RANGE)
a. Description . . . . . . . . . . . . . . . . . . . . . . . . 2–6
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . . 2–6
2–10. INTERMEDIATE-RANGE
CLUTCH, PLANETARY (THIRD AND
FOURTH RANGE)
a. Description . . . . . . . . . . . . . . . . . . . . . . . . 2–6
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . . 2–7
2–11. LOW-RANGE CLUTCH, PLANETARY
(FIRST AND SECOND RANGE)
a. Description . . . . . . . . . . . . . . . . . . . . . . . . 2–7
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . . 2–7
2–12. REVERSE CLUTCH, PLANETARY
a. Description . . . . . . . . . . . . . . . . . . . . . . . . 2–8
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . . 2–8
2–13. SPEEDOMETER DRIVE
a. Description . . . . . . . . . . . . . . . . . . . . . . . . 2–8
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . . 2–8
2–14. PARKING BRAKE
a. Description . . . . . . . . . . . . . . . . . . . . . . . . 2–8
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . . 2–9
2–15. PAN, STRAINER
a. Description . . . . . . . . . . . . . . . . . . . . . . . . 2–9
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . . 2–9
2–16. INPUT PRESSURE AND
SCAVENGE PUMP
a. Description . . . . . . . . . . . . . . . . . . . . . . . . 2–9
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . . 2–9
v
 TABLE OF CONTENTS
Paragraph Page
2–17. HOUSING, COVERS
a. Front Cover (Remote Mount Models) . . 2–9
b. Torque Converter Housing . . . . . . . . . . . 2–9
c. Main Housing . . . . . . . . . . . . . . . . . . . . . 2–9
2–18. HYDRAULIC SYSTEM
a. System Functions . . . . . . . . . . . . . . . . . 2–10
b. System Schematics . . . . . . . . . . . . . . . . 2–10
c. Filter, Main-Pressure
Regulator Valve. . . . . . . . . . . . . . . . . . . 2–10
d. Lockup Clutch Shift Valve . . . . . . . . . . 2–10
e. Flow (Lockup Cutoff) Valve
(Models With Non-Electric Lockup) . . 2–11
f. Check Valve (Models With
Non-Electric Lockup) . . . . . . . . . . . . . . 2–11
g. Hydraulic Retarder Valve (Models With
Retarder) . . . . . . . . . . . . . . . . . . . . . . . . 2–11
h. Converter Pressure Relief Valve (All
Models) . . . . . . . . . . . . . . . . . . . . . . . . . 2–11
i. Converter Pressure Regulator Valve
(Models With Retarder) . . . . . . . . . . . . 2–11
j. Lubrication Pressure Regulator
Valve (Models Without Retarder). . . . . 2–11
k. Converter-In Check Valve
(Models With Retarder) . . . . . . . . . . . . 2–11
2–19. MANUAL-HYDRAULIC CONTROL
SYSTEM
a. Manual Selector Valve . . . . . . . . . . . . . 2–12
b. Neutral Trimmer Valve . . . . . . . . . . . . . 2–12
c. Intermediate-Range Trimmer Valve . . . 2–12
2–20. MANUAL-HYDRAULIC
CONTROL SYSTEM CIRCUITS
a. Neutral . . . . . . . . . . . . . . . . . . . . . . . . . . 2–12
b. First Range . . . . . . . . . . . . . . . . . . . . . . 2–14
c. Second Range . . . . . . . . . . . . . . . . . . . . 2–14
d. Third Range. . . . . . . . . . . . . . . . . . . . . . 2–14
e. Fourth Range . . . . . . . . . . . . . . . . . . . . . 2–14
f. Fifth Range . . . . . . . . . . . . . . . . . . . . . . 2–14
g. Sixth Range . . . . . . . . . . . . . . . . . . . . . . 2–15
h. Reverse . . . . . . . . . . . . . . . . . . . . . . . . . 2–15
2–21. MANUAL-ELECTRIC CONTROL
HYDRAULIC SYSTEM
a. Reverse Shift Valve. . . . . . . . . . . . . . . . 2–15
b. Low-Range Shift Valve. . . . . . . . . . . . . 2–15
c. Intermediate-Range Shift Valve . . . . . . 2–15
d. High-Range Shift Valve . . . . . . . . . . . . 2–16
e. Solenoid Pressure Regulator Valve. . . . 2–16
f. Priority Valve . . . . . . . . . . . . . . . . . . . . 2–16
vi Copyright © 1997 General Motors Corp.
Paragraph Page
g. Splitter Shift Valve . . . . . . . . . . . . . . . . 2–16
h. Protection in the Event of
Electrical Interruption . . . . . . . . . . . . . . 2–16
i. Trimmer System . . . . . . . . . . . . . . . . . . 2–17
j. Reverse Trimmer. . . . . . . . . . . . . . . . . . 2–17
k. Low-Range Trimmer. . . . . . . . . . . . . . . 2–17
l. Intermediate-Range Trimmer . . . . . . . . 2–18
m. Splitter-Low Trimmer . . . . . . . . . . . . . . 2–18
n. Exhaust Regulator Valve. . . . . . . . . . . . 2–18
o. Solenoids . . . . . . . . . . . . . . . . . . . . . . . . 2–18
p. Shift Selector Assembly . . . . . . . . . . . . 2–19
q. Wiring Harness . . . . . . . . . . . . . . . . . . . 2–19
2–22. MANUAL-ELECTRIC CONTROL
HYDRAULIC SYSTEM CIRCUITS
a. Neutral . . . . . . . . . . . . . . . . . . . . . . . . . . 2–19
b. Protection in the Event of Electrical
Interruption While Operating
in Neutral . . . . . . . . . . . . . . . . . . . . . . . . 2–20
c. Protection in the Event of Electrical
Interruption While Operating in
Forward Ranges. . . . . . . . . . . . . . . . . . . 2–21
d. First-Range Operation . . . . . . . . . . . . . . 2–21
e. Second-Range Operation . . . . . . . . . . . 2–21
f. Third-Range Operation . . . . . . . . . . . . . 2–22
g. Fourth-Range Operation . . . . . . . . . . . . 2–22
h. Fifth-Range Operation. . . . . . . . . . . . . . 2–22
i. Sixth-Range Operation . . . . . . . . . . . . . 2–23
j. Reverse Operation . . . . . . . . . . . . . . . . . 2–23
k. Protection in the Event of Electrical
Interruption While Operating
in Reverse . . . . . . . . . . . . . . . . . . . . . . . 2–23
l. Protection in the Event of Electrical
Interruption While Operating
Dual-Electric Equipment. . . . . . . . . . . . 2–23
2–23. SPG-CONTROL AUTOMATIC-ELECTRIC
HYDRAULIC SYSTEM AND CIRCUITS
a. Description . . . . . . . . . . . . . . . . . . . . . . 2–24
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . 2–24
c. Lock-In-Range Downshift Protection. . 2–26
d. Lock-In-Range Reset Procedure . . . . . . 2–26
e. Operation After Lock-In-Range
Reset . . . . . . . . . . . . . . . . . . . . . . . . . . . 2–26
f. Electrical Connections. . . . . . . . . . . . . . 2–26
g. Negative-Ground System . . . . . . . . . . . 2–26
h. Positive-Ground System . . . . . . . . . . . . 2–28
i. Fusing and Overload Protection . . . . . . 2–28
 TABLE OF CONTENTS
Paragraph Page
2–24. ELECTRONIC CONTROL HYDRAULIC
SYSTEM AND CIRCUITS (Models Without
Trim Boost)
a. Electronic Control Unit (ECU) . . . . . . . 2–28
b. Shift Selector . . . . . . . . . . . . . . . . . . . . . 2–28
c. CHECK TRANS Light . . . . . . . . . . . . . 2–30
d. Throttle Sensor. . . . . . . . . . . . . . . . . . . . 2–30
e. Output Speed Sensor . . . . . . . . . . . . . . . 2–30
f. Wiring Harnesses . . . . . . . . . . . . . . . . . . 2–32
g. Lockup (Models With Electric
Lockup) . . . . . . . . . . . . . . . . . . . . . . . . . 2–32
h. Operation of the Electronic
Control System. . . . . . . . . . . . . . . . . . . . 2–32
2–25. ELECTRONIC CONTROL HYDRAULIC
SYSTEM AND CIRCUITS (Models With
Trim Boost)
a. Trimmer System . . . . . . . . . . . . . . . . . . 2–33
b. Reverse Trimmer . . . . . . . . . . . . . . . . . . 2–33
c. Low-Range Trimmer . . . . . . . . . . . . . . . 2–34
d. Intermediate-Range Trimmer . . . . . . . . 2–34
e. Splitter-High Trimmer . . . . . . . . . . . . . . 2–34
f. Splitter-Low Trimmer . . . . . . . . . . . . . . 2–34
g. Trim Boost Valve. . . . . . . . . . . . . . . . . . 2–35
2–26. TORQUE PATHS THROUGH THE
TRANSMISSION
a. Torque Converter Operation . . . . . . . . . 2–35
b. Lockup Operation . . . . . . . . . . . . . . . . . 2–35
c. Neutral Torque Path. . . . . . . . . . . . . . . . 2–36
d. First-Range Torque Path . . . . . . . . . . . . 2–37
e. Second-Range Torque Path . . . . . . . . . . 2–38
f. Third-Range Torque Path . . . . . . . . . . . 2–39
g. Fourth-Range Torque Path . . . . . . . . . . 2–40
h. Fifth-Range Torque Path . . . . . . . . . . . . 2–41
i. Sixth-Range Torque Path. . . . . . . . . . . . 2–42
j. Reverse or Reverse-1 Torque Path . . . . 2–43
k. Reverse-2 Torque Path. . . . . . . . . . . . . . 2–44
Section 3. PREVENTIVE MAINTENANCE
3–1. SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–1
3–2. GENERAL INSPECTION AND CARE . . . 3–1
3–3. IMPORTANCE OF PROPER
TRANSMISSION FLUID LEVEL
a. Effects of Improper Fluid Level . . . . . . . 3–1
b. Foaming and Aeration . . . . . . . . . . . . . . . 3–1
3–4. TRANSMISSION FLUID LEVEL
CHECK PROCEDURE
a. Cold Check. . . . . . . . . . . . . . . . . . . . . . . . 3–2
b. Hot Check . . . . . . . . . . . . . . . . . . . . . . . . 3–2
Copyright © 1997 General Motors Corp.
Paragraph Page
3–5. KEEPING TRANSMISSION
FLUID CLEAN . . . . . . . . . . . . . . . . . . . . . . . 3–3
3–6. TRANSMISSION FLUID
RECOMMENDATIONS
a. Recommended Automatic
Transmission Fluid. . . . . . . . . . . . . . . . . . 3–4
b. Recommended Viscosity Grade . . . . . . . 3–4
3–7. TRANSMISSION FLUID AND FILTER
CHANGE INTERVALS . . . . . . . . . . . . . . . . 3–4
3–8. FLUID CONTAMINATION
a. Examination at Fluid Change . . . . . . . . . 3–5
b. Metal Particles . . . . . . . . . . . . . . . . . . . . . 3–5
c. Coolant Leakage . . . . . . . . . . . . . . . . . . . 3–5
3–9. TRANSMISSION FLUID AND FILTER
CHANGE PROCEDURES . . . . . . . . . . . . . . 3–5
3–10. BREATHER . . . . . . . . . . . . . . . . . . . . . . . . . 3–6
3–11. CHECKING FLUID TEMPERATURE,
PRESSURES
a. Fluid Temperature Gauge . . . . . . . . . . . . 3–6
b. Checking, Adjusting Main Pressure . . . . 3–6
c. Checking Lubrication Pressure . . . . . . . 3–7
d. Adjusting Lubrication Pressure
(Models Without Retarder) . . . . . . . . . . . 3–7
e. Checking Converter-out Pressure . . . . . . 3–8
f. Checking Fluid Velocity Governor
(Pitot) Pressure (Models With Non-
Electric Lockup). . . . . . . . . . . . . . . . . . . . 3–9
g. Checking Stator Control Pressure
(Models With Variable-Capacity
Torque Converter) . . . . . . . . . . . . . . . . . . 3–9
h. Checking Range and Splitter Clutch
Pressures. . . . . . . . . . . . . . . . . . . . . . . . . . 3–9
3–12. LINKAGE
a. Manual Selector Valve Linkage
(Manual-Hydraulic Models) . . . . . . . . . . 3–9
b. Retarder Valve Linkage . . . . . . . . . . . . . 3–10
c. Output Disconnect Linkage . . . . . . . . . . 3–10
3–13. EXTERNAL HYDRAULIC LINES
AND COOLER
a. External Lines . . . . . . . . . . . . . . . . . . . . 3–10
b. Cooler. . . . . . . . . . . . . . . . . . . . . . . . . . . 3–10
3–14. ADJUSTING LOCKUP SPEED (Models With
Non-Electric Lockup)
a. Lockup Speed (in the Equipment) . . . . . 3–10
b. Lockup Speed and Shift Points
(Using a Test Stand). . . . . . . . . . . . . . . . 3–10
c. Lockup Speed Adjustment. . . . . . . . . . . 3–11
vii
 TABLE OF CONTENTS
Paragraph
3–15. ADJUSTING PARKING BRAKE
a. Description . . . . . . . . . . . . . . . . . . . . . . 3–11
b. Procedures . . . . . . . . . . . . . . . . . . . . . . . 3–11
c. Burnishing New Brakes . . . . . . . . . . . . 3–11
3–16. TRANSMISSION STALL TEST AND
NEUTRAL COOL-DOWN CHECK
a. Purpose . . . . . . . . . . . . . . . . . . . . . . . . .
b. Stall Test Preparation . . . . . . . . . . . . . .
c. Stall Test Procedures — Equipment
Without Smoke-Controlled Engines . . .
d. Stall Test Procedures — Equipment
With Smoke-Controlled Engines . . . . .
e. Neutral Cool-Down Check
Procedure . . . . . . . . . . . . . . . . . . . . . . .
f. Results . . . . . . . . . . . . . . . . . . . . . . . . . .
3–17. PRESERVATION AND STORAGE
a. Storage, New Transmissions
(Prior to Installation) . . . . . . . . . . . . . . . 3–13
b. Preservation Methods . . . . . . . . . . . . . . 3–13
c. Storage, One Year — Without
Transmission Fluid . . . . . . . . . . . . . . . . 3–13
d. Storage, One Year — With Transmission
Fluid (Normally Installed in the
Equipment) . . . . . . . . . . . . . . . . . . . . . . 3–14
e. Restoring Transmission to Service . . . . 3–14
3–18. LUBRICATION OF SHIFT SELECTOR —
SPG-CONTROL AUTOMATIC-ELECTRIC
MODELS
a. Lubrication Intervals . . . . . . . . . . . . . . . 3–14
b. Clean Before Lubricating . . . . . . . . . . . 3–15
c. Lubrication Points . . . . . . . . . . . . . . . . . 3–15
3–19. TROUBLESHOOTING THE CONTROL
SYSTEM
3–20. CHECKING, ADJUSTING MANUAL-
ELECTRIC CONTROL SYSTEM
a. Field Test Kit. . . . . . . . . . . . . . . . . . . . .
b. Checking Wiring Harness . . . . . . . . . . .
c. Checking Main Control Valve Body . .
d. Checking Hydraulic Circuits. . . . . . . . .
3–21. CHECKING, ADJUSTING SPG-CONTROL
AUTOMATIC-ELECTRIC SYSTEM
a. Field Test Kit. . . . . . . . . . . . . . . . . . . . . 3–18
b. Checking Wiring Harnesses . . . . . . . . . 3–18
c. Checking Throttle Potentiometer . . . . . 3–20
d. Checking Magnetic Pickup
(Speed Sensor). . . . . . . . . . . . . . . . . . . . 3–20
viii Copyright © 1997 General Motors Corp.
Page Paragraph Page
e. Checking Shift Pattern
Generator (SPG) . . . . . . . . . . . . . . . . . . 3–20
f. Checking 24V Overload Protector . . . . 3–20
g. Checking 12V-to-24V Converter . . . . . 3–21
h. Checking Control Valve Assembly. . . . 3–21
i. Checking Hydraulic Circuit . . . . . . . . . 3–21
3–11 3–22. TESTING SHIFT SELECTOR ASSEMBLY
3–12 a. Manual-Electric Test Equipment . . . . . 3–21
b. Shop-Constructed Test Lamp Bank . . . 3–21
3–12 c. Testing Manual-Electric
Shift Selector . . . . . . . . . . . . . . . . . . . . . 3–22
3–12 d. Testing SPG-Control Automatic-
Electric Shift Selector . . . . . . . . . . . . . . 3–23
3–13
3–13 3–23. TROUBLESHOOTING THE TRANSMISSION
a. Before Removal or Operation . . . . . . . . 3–25
b. During Operation. . . . . . . . . . . . . . . . . . 3–25
c. After Removal From Equipment. . . . . . 3–25
d. Troubleshooting Table . . . . . . . . . . . . . 3–25
Section 4. GENERAL OVERHAUL
INFORMATION
4–1. SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4–1
4–2. PROCEDURES SUBJECT
TO CHANGE . . . . . . . . . . . . . . . . . . . . . . . . 4–1
4–3. WELDING PROCEDURES FOR
ELECTRONIC CONTROL
EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . 4–1
4–4. REMOVAL, INSTALLATION OF
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . 4–1
4–5. REMOVAL OF WIRING HARNESSES
(Manual-Electric and SPG-Control Models)
a. Manual-Electric Shift Model. . . . . . . . . . 4–1
b. SPG-Control Automatic-Electric
3–15 Shift Model . . . . . . . . . . . . . . . . . . . . . . . 4–2
3–15
4–6. REMOVAL OF REMOTE COMPONENTS
3–17
(Manual-Electric and SPG-Control Models)
3–17
a. Shift Selector Assembly . . . . . . . . . . . . . 4–5
b. Shift Pattern Generator (SPG),
12V-to-24V Converter, 24V Overload
Protector, Throttle Potentiometer . . . . . . 4–5
4–7. INSTALLATION OF EXTERIOR
COMPONENTS (Manual-Electric and
SPG-Control Models) . . . . . . . . . . . . . . . . . . 4–5
 TABLE OF CONTENTS
Paragraph Page
4–8. TOOLS, EQUIPMENT
a. Special Tools . . . . . . . . . . . . . . . . . . . . . . 4–5
b. Improvised Tools and Equipment . . . . . . 4–6
c. Mechanic’s Tools, Shop Equipment . . . 4–6
4–9. REPLACEMENT PARTS
a. Ordering Information. . . . . . . . . . . . . . . . 4–7
b. Parts Normally Replaced . . . . . . . . . . . . . 4–7
c. Parts Replacement . . . . . . . . . . . . . . . . . . 4–7
4–10. CAREFUL HANDLING. . . . . . . . . . . . . . . . 4–8
4–11. CLEANING, INSPECTION
a. Dirt-Free Assembly . . . . . . . . . . . . . . . . . 4–8
b. Cleaning Parts . . . . . . . . . . . . . . . . . . . . . 4–9
c. Cleaning Bearings . . . . . . . . . . . . . . . . . 4–10
d. Inspecting Bearings . . . . . . . . . . . . . . . . 4–10
e. Keeping Bearings Clean . . . . . . . . . . . . 4–10
f. Inspecting Cast Parts, Machined
Surfaces . . . . . . . . . . . . . . . . . . . . . . . . . 4–10
g. Inspecting Bushings, Thrust Washers . . 4–11
h. Inspecting Seals, Gaskets. . . . . . . . . . . . 4–11
i. Inspecting Seal Contact Surfaces. . . . . . 4–11
j. Inspecting Gears. . . . . . . . . . . . . . . . . . . 4–11
k. Inspecting Splined Parts. . . . . . . . . . . . . 4–11
l. Inspecting Threaded Parts . . . . . . . . . . . 4–11
m. Inspecting Snaprings . . . . . . . . . . . . . . . 4–11
n. Inspecting Springs . . . . . . . . . . . . . . . . . 4–11
o. Inspecting Clutch Plates. . . . . . . . . . . . . 4–11
p. Inspecting Swaged, Interference-
Fit Parts . . . . . . . . . . . . . . . . . . . . . . . . . 4–12
q. Inspecting Balls in Clutch Pistons . . . . . 4–12
r. Inspecting Pump Gears . . . . . . . . . . . . . 4–12
4–12. ASSEMBLY PROCEDURES
a. Clutches, Pistons . . . . . . . . . . . . . . . . . . 4–12
b. Parts Lubrication . . . . . . . . . . . . . . . . . . 4–12
c. External Plugs, Hydraulic Fittings. . . . . 4–13
d. Oil-Soluble Grease. . . . . . . . . . . . . . . . . 4–14
e. Sealing Compounds . . . . . . . . . . . . . . . . 4–14
f. Lip-Type Seals (Metal-Encased) . . . . . . 4–14
g. Interference-Fit Parts . . . . . . . . . . . . . . . 4–15
h. Sleeve-Type Bearings . . . . . . . . . . . . . . 4–15
i. Bearings (Ball or Roller) . . . . . . . . . . . . 4–15
4–13. REMOVING (OR INSTALLING)
TRANSMISSION
a. Drain Transmission Fluid . . . . . . . . . . . 4–15
b. Check Linkages and Lines. . . . . . . . . . . 4–15
c. Remove, Clean Transmission . . . . . . . . 4–15
d. Install Transmission . . . . . . . . . . . . . . . . 4–15
Copyright © 1997 General Motors Corp.
Paragraph Page
4–14. WEAR LIMITS . . . . . . . . . . . . . . . . . . . . . . 4–16
4–15. SPRING SPECIFICATIONS . . . . . . . . . . . 4–16
4–16. TIGHT-FIT FLANGES
a. Removal of Flanges . . . . . . . . . . . . . . . . 4–16
b. Installation of Flanges . . . . . . . . . . . . . . 4–17
4–17. TEFLON® LIP-TYPE SEALRINGS
a. Removal . . . . . . . . . . . . . . . . . . . . . . . . . 4–17
b. Installation . . . . . . . . . . . . . . . . . . . . . . . 4–17
4–18. DETERMINING PTO BACKLASH LIMITS
a. Determining Backlash Between
Drive and Driven Gear (Quantity A) . . . 4–18
b. Determining Backlash Between
Drive and Driven Gear (Quantity B) . . . 4–18
c. Determining the Total Backlash
in the Gear Train (Quantity C). . . . . . . . 4–18
4–19. TORQUE SPECIFICATIONS . . . . . . . . . . 4–19
Section 5. DISASSEMBLY OF
TRANSMISSION
5–1. SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–1
5–2. GENERAL INFORMATION FOR
DISASSEMBLY OF TRANSMISSION
a. Preparation for Disassembly . . . . . . . . . . 5–1
b. Removal of Control Components . . . . . . 5–1
c. Disassembly Information. . . . . . . . . . . . . 5–1
d. Lifting, Handling . . . . . . . . . . . . . . . . . . . 5–1
5–3. TRANSMISSION DISASSEMBLY
a. Removal of Exterior Components . . . . . . 5–1
b. Removal of Torque Converter and
Related Components . . . . . . . . . . . . . . . . 5–8
c. Removing Torque Converter
Elements. . . . . . . . . . . . . . . . . . . . . . . . . 5–10
d. Removal of Torque Converter
Housing, Retarder Housing, and
Related Components . . . . . . . . . . . . . . . 5–12
e. Removal of Pump, PTO, and
Idler Gears . . . . . . . . . . . . . . . . . . . . . . . 5–12
f. Separating Converter Housing and
Retarder Housing, and Removing
Related Parts . . . . . . . . . . . . . . . . . . . . . 5–13
g. Disassembly of Retarder Housing,
Turbine Shaft, and Related Parts
(Models With Retarder) . . . . . . . . . . . . . 5–15
h. Disassembly of Converter Housing,
Turbine Shaft, and Related Parts
(Models Without Retarder) . . . . . . . . . . 5–16
ix
 TABLE OF CONTENTS

Paragraph Page Paragraph Page

i. Removal of Transmission Output 6–11. FILTER ASSEMBLIES . . . . . . . . . . . . . . . 6–20
Components. . . . . . . . . . . . . . . . . . . . . . 5–17 a. Disassembly — Earlier Filters . . . . . . . 6–20
j. Removal of Range Planetaries, b. Assembly — Earlier Filters. . . . . . . . . . 6–20
Clutches, and Related Parts From c. Disassembly — High-Efficiency
Output End of Transmission Filters. . . . . . . . . . . . . . . . . . . . . . . . . . . 6–20
Main Housing . . . . . . . . . . . . . . . . . . . . 5–21 d. Assembly — High-Efficiency
k. Removal of Splitter Clutch and Filters. . . . . . . . . . . . . . . . . . . . . . . . . . . 6–20
Related Parts . . . . . . . . . . . . . . . . . . . . . 5–24 e. Disassembly — Allison Remote
Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–21
Section 6. REBUILD OF SUBASSEMBLIES f. Assembly — Allison Remote Filter . . . 6–21

6–1. SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–1 6–12. STATOR CONTROL VALVE BODY

6–2. GENERAL INFORMATION FOR
REBUILD OF SUBASSEMBLIES . . . . . . . 6–1
6–3. MANUAL-ELECTRIC CONTROL
SHIFT SELECTOR
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 6–1
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . . 6–4
6–4. SHIFT PATTERN GENERATOR
(SPG), 24V OVERLOAD PROTECTOR,
12V-to-24V CONVERTER . . . . . . . . . . . . . 6–8
6–5. SPG-CONTROL SHIFT SELECTOR
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 6–8
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . . 6–8
6–6. SPG-CONTROL THROTTLE
POTENTIOMETER
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 6–11
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–11
6–7. ELECTRONIC-CONTROL SHIFT
SELECTOR — LEVER-TYPE
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 6–11
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–13
6–8. ELECTRONIC-CONTROL SHIFT
SELECTOR — TOUCH-PAD
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 6–14
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–15
6–9. ELECTRONIC CONTROL UNIT
(ECU) PROM REPLACEMENT
a. Removal of PROM . . . . . . . . . . . . . . . . 6–17
b. Installation of PROM . . . . . . . . . . . . . . 6–18
6–10. PARKING BRAKE ASSEMBLY . . . . . . . 6–19
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 6–19
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–19
(Models With Variable-Capacity
Torque Converter)
a. Disassembly. . . . . . . . . . . . . . . . . . . . . . 6–21
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . 6–21
6–13. MAIN-PRESSURE REGULATOR VALVE
BODY ASSEMBLY
a. Disassembly. . . . . . . . . . . . . . . . . . . . . . 6–21
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–21
6–14. NON-ELECTRIC LOCKUP VALVE BODY
ASSEMBLY
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 6–22
a. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–22
6–15. ELECTRIC-CONTROL LOCKUP VALVE
BODY ASSEMBLY
a. Disassembly. . . . . . . . . . . . . . . . . . . . . . 6–22
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–23
6–16. MAIN-PRESSURE TRANSFER TUBE
ASSEMBLY
a. Disassembly. . . . . . . . . . . . . . . . . . . . . . 6–23
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–24
6–17. MANUAL-HYDRAULIC CONTROL
VALVE BODY ASSEMBLY
a. Disassembly. . . . . . . . . . . . . . . . . . . . . . 6–24
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–25
6–18. ELECTRIC/ELECTRONIC-CONTROL
VALVE BODY ASSEMBLY
(Models Without Trim Boost)
a. Disassembly. . . . . . . . . . . . . . . . . . . . . . 6–26
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–28
6–19. ELECTRONIC-CONTROL VALVE
BODY ASSEMBLY (Models With Trim Boost)
a. Disassembly. . . . . . . . . . . . . . . . . . . . . . 6–32
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . 6–33

x Copyright © 1997 General Motors Corp.

 TABLE OF CONTENTS
Paragraph Page
6–20. STRAINER ASSEMBLY
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 6–35
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–35
6–21. HYDRAULIC RETARDER CONTROL
VALVE BODY ASSEMBLY
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 6–35
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–36
6–22. LOCKUP-CLUTCH PISTON REWORK
a. Inspection . . . . . . . . . . . . . . . . . . . . . . . . 6–37
b. Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–37
6–23. CONVERTER DRIVE HOUSING ASSEMBLY
(Remote-Mount Models)
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 6–37
b. Inspection, Repair . . . . . . . . . . . . . . . . 6–37
c. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–38
6–24. FLYWHEEL ASSEMBLY (Direct-Mount
Models)
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 6–38
b. Inspection and Repair . . . . . . . . . . . . . . 6–38
c. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–38
6–25. STATOR ASSEMBLY — FIXED-CAPACITY
TORQUE CONVERTER
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 6–39
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–39
6–26. STATOR ASSEMBLY — VARIABLE-
CAPACITY TORQUE CONVERTER
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 6–39
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–40
6–27. TORQUE CONVERTER PUMP ASSEMBLY
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 6–42
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–42
6–28. INPUT PRESSURE, SCAVENGE PUMP
ASSEMBLY
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 6–42
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–42
6–29. TORQUE CONVERTER HOUSING
ASSEMBLY
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 6–43
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–43
6–30. SPLITTER SUN GEAR ASSEMBLY
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 6–44
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–44
Copyright © 1997 General Motors Corp.
Paragraph Page
6–31. SPLITTER PLANETARY CARRIER
ASSEMBLY
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 6–45
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–45
6–32. SPLITTER-LOW CLUTCH AND
DRUM ASSEMBLY (CL(B)T Models)
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 6–46
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–46
6–33. SPLITTER-LOW CLUTCH AND DRUM
ASSEMBLY (M 6600, S 6600 Series Models)
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 6–47
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–48
6–34. HYDRAULIC RETARDER HOUSING
ASSEMBLY
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 6–48
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–48
6–35. OUTPUT DRIVE HOUSING ASSEMBLY
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 6–48
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–48
6–36. OUTPUT DRIVE HOUSING
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 6–49
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–49
6–37. BEARING RETAINER ASSEMBLY
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 6–50
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–50
6–38. OUTPUT DISCONNECT ASSEMBLY
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 6–50
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–51
6–39. OUTPUT DRIVE GEAR ASSEMBLY
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 6–52
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–52
6–40. OUTPUT IDLER GEAR ASSEMBLY
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 6–53
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–53
6–41. TRANSFER GEAR HOUSING
(DROPBOX) ASSEMBLY
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 6–53
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–54
6–42. REVERSE PLANETARY
CARRIER ASSEMBLY
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 6–55
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–55
xi
 TABLE OF CONTENTS

Paragraph Page Paragraph Page

6–43. LOW-RANGE PLANETARY CARRIER e. Installing Transfer Gear Housing
ASSEMBLY Assembly and Rear Cover
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 6–56 (Dropbox Models) . . . . . . . . . . . . . . . . . 7–10
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . 6–56 f. Installing Splitter Output Shaft
6–44. SPLITTER OUTPUT SHAFT AND Snapring, Splitter-High Clutch . . . . . . . 7–13
COLLECTOR RING ASSEMBLY g. Installing Splitter Planetary, Splitter-
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 6–56 Low Clutch, and Hydraulic Retarder
b. Inspection and Repair . . . . . . . . . . . . . . 6–57 (Models With Retarder) . . . . . . . . . . . . 7–15
c. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–57 h. Installing Converter Housing
Components. . . . . . . . . . . . . . . . . . . . . . 7–18
6–45. INTERMEDIATE-RANGE PLANETARY
CARRIER ASSEMBLY i. Installing Torque Converter Housing
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 6–57 (Models With Retarder) . . . . . . . . . . . . 7–20
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–58 j. Installing Splitter Planetary, Splitter-
Low Clutch, and Converter Housing
6–46. HIGH-RANGE CLUTCH AND (Models Without Retarder) . . . . . . . . . . 7–21
DRUM ASSEMBLY k. Installing Torque Converter
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 6–58 Pump, Stators. . . . . . . . . . . . . . . . . . . . . 7–24
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–58 l. Installing Torque Converter
6–47. TRANSMISSION MAIN HOUSING Turbine, Lockup Clutch, and
ASSEMBLY Input Components . . . . . . . . . . . . . . . . . 7–25
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 6–59 m. Installing Exterior Components
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–59 (All Models) . . . . . . . . . . . . . . . . . . . . . 7–28
n. Power Takeoff Gear Backlash . . . . . . . 7–36
Section 7. ASSEMBLY OF TRANSMISSION 7–4. INSTALLATION OF CONTROL
7–1. SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–1 COMPONENTS . . . . . . . . . . . . . . . . . . . . . 7–36
7–2. GENERAL INFORMATION FOR FINAL
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . 7–1
Section 8. WEAR LIMITS AND SPRING
7–3. TRANSMISSION ASSEMBLY (All Models)
DATA
a. Installing Splitter Ring Gear,
Intermediate-Range Carrier Assembly, 8–1. WEAR LIMITS DATA
High-Range Clutch, and Intermediate- a. Maximum Variations . . . . . . . . . . . . . . . 8–1
Range Clutch . . . . . . . . . . . . . . . . . . . . . . 7–1 b. Cleaning, Inspection . . . . . . . . . . . . . . . . 8–1
b. Installing Low-Range Ring Gear,
Low-Range Clutch, and Reverse 8–2. SPRING DATA . . . . . . . . . . . . . . . . . . . . . . 8–1
Clutch Anchor . . . . . . . . . . . . . . . . . . . . . 7–5
c. Installing Low-Range and Reverse
Planetaries and Reverse Clutch. . . . . . . . 7–7 Section 9. CUSTOMER SERVICE
d. Installing Output Drive Housing
9–1. OWNER ASSISTANCE. . . . . . . . . . . . . . . . 9–1
Components (Straight-Through
Models) . . . . . . . . . . . . . . . . . . . . . . . . . . 7–8 9–2. SERVICE LITERATURE . . . . . . . . . . . . . . 9–2

xii Copyright © 1997 General Motors Corp.

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

1 Model CLBT 5861 Transmission

2 Model CLT 5961, 5962, 5963, M 5600, S 5600 Transmission
3 Model CLBT 6061, 6062, 6063 Transmission
4 Model M 6600, S 6600 Transmission

HYDRAULIC SCHEMATICS
Foldout

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

6 CL(B)T 5861, 5961, 5962, 6061, 6062 Transmissions — Electronic-Control Hydraulic Schematic
7 CL(B)T 5963, 6063, M 5600, S5600 Series, and M 6600, S 6600 Series Transmissions (Models With
Trim Boost and Electric Lockup) — Hydraulic Schematic

EXPLODED VIEWS
Foldout

8,A Flange, Converter Drive, and Front Cover

8,B Flexplate and Flywheel
9,A Lockup Clutch
9,B Fixed-Capacity Torque Converter
10 Variable-Capacity Torque Converter
11 Torque Converter Housing
12 Input Pressure and Scavenge Pump
13 Main-Pressure Regulator Valve and Earlier Model Filters
14,A Main-Pressure Regulator Valve (Models With Remote Filters)
14,B Main-Pressure Regulator Valve, and High-Efficiency Filters
15,A Electric Lockup Valve Body Assembly
15,B Non-Electric Lockup Valve Body Assembly
16,A Hydraulic Retarder and Turbine Output Shaft
16,B Hydraulic Retarder Control Valve Assembly
17,A Splitter-Low Clutch — CL(B)T 5000, 6000 Series and M 5600, S 5600 Series
17,B Splitter Planetary and Splitter-High Clutch — CL(B)T 5000, 6000 Series and M 5600,
S 5600 Series
18,A Splitter-Low Clutch — M 6600, S 6600 Series
18,B Splitter Planetary and Splitter-High Clutch — M 6600, S 6600 Series

Copyright © 1997 General Motors Corp. xiii

 TABLE OF CONTENTS
EXPLODED VIEWS (cont’d)
Foldout

19,A Transmission Housing

19,B High-Range Clutch
20 Manual-Hydraulic Control Valve Assembly
21 Electric-Shift Control Valve Assembly (Models With Manual-Electric System and
Models With SPG System)
22 Electronic-Control Valve Assembly (Models Without Trim Boost)
23 Electronic-Control Valve Assembly (Models With Trim Boost)
24,A Pan (Straight-Through Models)
24,B Pan (Dropbox Models)
25 Intermediate-Range Planetary and Intermediate-Range Clutch
26,A Low-Range Planetary and Low-Range Clutch
26,B Reverse Planetary and Reverse Clutch
27 Output Drive Housings
28 Output Drive Housing and Speedometer Components
29 Transfer Gear Housing, Gears, and Output Components
30 Transfer Gear Housing, Gears, and Rear Output Disconnects
31 Transfer Gear Housing, Gears, and Front Output Disconnect
32 Parking Brake
33 Manual-Electric Shift Selector
34 Automatic-Electric Control System Components
35 Automatic-Electric Shift Selector
36,A Electronic Control Lever Shift Selector
36,B Electronic Control Touch-Pad Shift Selector
37 Electronic Control System Components

xiv Copyright © 1997 General Motors Corp.

 Section 1 — GENERAL INFORMATION
1–1. SCOPE
a. Coverage
1. This Service Manual describes the operation,
maintenance, and overhaul procedures for the
• CL(B)T 5861, 5961, 5962, 5963, 6061,
6062, and 6063 Series
• M 5600(A)(R), S 5600(H)(M)(R) Series
• M 6600(A)(R), S 6600(H)(M)(R) Series
Descriptions of the major components of the
transmissions (Figures 1–1 through 1–4), the
function and operation of the hydraulic system,
wear limits, and inspection procedures are in-
cluded. Torque specifications are given with
each assembly step and on the exploded view
foldouts at the back of this manual.
2. Because of similarities of all models, instruc-
tions apply generally to all models. Where pro-
cedures vary between models, instructions
identify specific models.
b. Illustrations. Overhaul procedures are illus-
trated mainly by photographs. Line drawings are used
to supplement detailed assembly procedures; cross
sections show torque paths and the relationship of as-
sembled parts. Cross sections, color-coded hydraulic
schematics, and parts exploded views are on foldouts
at the back of this manual. The foldouts may be
opened for reference while studying the text.

MAIN-PRESSURE REGULATOR
MAIN-PRESSURE VALVE ASSEMBLY
HOSE ASSEMBLY (MODELS WITH REMOTE FILTERS)
16-PIN
CONNECTOR

FRONT COVER

INPUT
FLANGE

ELECTRIC LOCKUP
VALVE BODY
ELECTRONIC-CONTROL ASSEMBLY
VALVE BODY ASSEMBLY
(MODELS WITH TRIM BOOST)
INPUT CHARGING AND
POWER SCAVENGE PUMP
STRAINER TAKEOFF
COVER H01121

Figure 1–1. Typical 5000/6000 Series Transmission — Model With Electronic-Control Main Valve Body,
Trim Boost, and Electric Lockup

Copyright © 1997 General Motors Corp. 1–1

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS

HYDRAULIC
RETARDER
HOUSING

PARKING BRAKE

HYDRAULIC
RETARDER
PARKING BRAKE
VALVE BODY
APPLY LEVER

NAMEPLATE
TRANSMISSION FLUID
LEVEL INDICATOR

H00685

Figure 1–2. Typical CLBT 5000/6000 Series Transmission, Remote Mount — Left-Rear View

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.
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 Copyright © 1997 General Motors Corp.

 GENERAL INFORMATION

MAIN-PRESSURE OUTPUT DISCONNECT

REGULATOR HIGH-EFFICIENCY
VALVE BODY FILTERS

FLYWHEEL TRANSFER GEAR

OIL FILTER (DROPBOX) HOUSING
DRAIN PLUG

SCAVENGE FLUID
DISCHARGE TUBE
INPUT CHARGING
AND SCAVENGE PUMP

OUTPUT
DISCONNECT H00686

Figure 1–3. Typical CLT 5000/6000 Series Transmission, Direct Mount, With Transfer Gears (Dropbox)
— Left-Front View

1–2. SUPPLEMENTARY INFORMATION b. Electronic-Control Models

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 1–5) is located on the lower-rear side of either the
end cover (straight-through models) or the transfer
gear housing (dropbox models). The nameplate shows
the transmission serial number, part number (assembly
number), and model number, all three of which must
be supplied when ordering replacement parts or re-
questing service information.
1. In addition to the serial number, part number
(assembly number), and model number, which
are located on the transmission nameplate,
there are identifying labels on the components
of electronic-control models.
2. Two identification labels are located on the top
surface of the Electronic Control Unit (ECU)
(Figure 1–6). One label identifies the service
part number, software code, serial number, and
date code. The second label identifies the part
number of the ECU and Programmable Read
Only Memory (PROM) assembly.

Copyright © 1997 General Motors Corp. 1–3

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS

HIGH-EFFICIENCY FILTERS
TRANSFER GEAR
(DROPBOX) HOUSING TRANSMISSION MAIN-PRESSURE
BREATHER REGULATOR
VALVE PLUG

OUTPUT DISCONNECT LOCKUP

VALVE BODY

SPEEDOMETER DRIVE

OUTPUT DISCONNECT

MANUAL-HYDRAULIC
MAIN CONTROL
VALVE BODY

FLUID LEVEL
CHECK PLUGS H00687

Figure 1–4. Typical CLT 5000/6000 Series Transmission, Direct Mount, With Transfer Gears (Dropbox)
— Right-Rear View

3. Label bands are attached to the wiring har-

nesses just behind the connectors at the ECU.
DIVISION OF
GENERAL MOTORS AN
D
AGR
ICULTURA
L
IM
These labels show the harness part numbers.
PL
E

EM
ILE AEROSPAC

UAW
ENT

CORPORATION
WORKERS

INDIANAPOLIS 933
OB
OM

OF

4. The shift selector is identified by a part number

UT AM
DA ERI
UNITE CA

INDIANA
on a label attached to the bottom section of the
SERIAL NO. PART NO.
selector body.
XXXXX XXXXXXX
MODEL c. Parts Catalog. Do not order by illustration item
NO. XX XXXX X
numbers on exploded views in this manual. All re-
V01251 placement parts should be ordered from your distribu-
tor or dealer. Parts are listed in the current Parts Cata-
Figure 1–5. Transmission Nameplate log PC1860EN.

1–4 Copyright © 1997 General Motors Corp.

 GENERAL INFORMATION
b. Torque Converter
ELECTRONIC
CONTROL
1. The fixed-capacity torque converter is a single-
IDENTIFYING UNIT stage, polyphase, three-element unit, consist-
(ECU)
LABELS ing of a pump, stator, and turbine. The con-
verter provides maximum torque when load
conditions demand. Hydraulic fluid for con-
verter charging pressure comes from the sump
and is supplied by the pump.

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

CHASSIS WIRING HARNESS
CONNECTION (J1B)
CAB WIRING HARNESS SECONDARY MODE
CONNECTION (J1A) HARNESS CONNECTION (J3)
H00688.01
Figure 1–6. Electronic Control Unit (ECU)
1–4. DESIGN FEATURES
like the fixed-capacity torque converter, con-
tains a pump, stator, and turbine. The one dif-
ference is that, in the variable-capacity torque
converter, the angle of the stator vanes can be
changed for optimal use with some PTO appli-
cations.
c. Planetary Gearing. The planetary gear train in-
cludes constant mesh, straight spur gear planetary sets.
The forward set is arranged for overdrive or direct
drive and is called the splitter planetary. The remaining
sets are the intermediate planetary, the low planetary,
and the reverse planetary. By the engagement of the
clutches in various combinations, the planetary sets act
singly or together to provide six forward ranges and
one or two reverse ranges.

NOTE: d. Clutches. The clutches direct the flow of torque

• For 5861 models, refer to Foldout 1.
• For 5961, 5962, 5963, and 5600 Series models, refer
to Foldout 2.
• For 6061, 6062, and 6063 models, refer to
Foldout 3.
• For 6600 Series models, refer to Foldout 4.
a. Transmission-to-Engine Coupling
1. The direct-mounted transmission has a modi-
fied SAE 1 mounting face on the converter
housing which is bolted to the engine flywheel
housing. A flexible flywheel disk assembly
connects the engine crankshaft to the transmis-
sion input.
2. The remote-mounted transmission has a front
cover. A customer-selected flange connects the
engine via a drive shaft and universal joints to
the splined hub of the converter drive housing.
through the transmission in accordance with the range
selected by the operator. All clutches are hydraulically
applied and cooled by the transmission fluid. All
clutches, except the lockup clutch, are spring released.
The lockup clutch is released by hydraulic pressure
from the torque converter. The lockup clutch is auto-
matically adjusted to compensate for wear and no
manual adjustment is necessary.
e. Hydraulic System (Foldouts 5, 6, and 7). A com-
mon hydraulic system serves the torque converter, the
hydraulic retarder, and the transmission. Transmission
fluid for all hydraulic operations, lubrication, and
cooling comes from the sump and is supplied by the
same pump.
f. Power Takeoff
1. A top-mounted power takeoff gear is available
to drive auxiliary equipment. The spur gear is
engine-driven and operates at 1.21 times en-
gine speed. The eight-bolt mounting flange is
SAE heavy-duty.

Copyright © 1997 General Motors Corp. 1–5

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
2. A side-mounted power takeoff is available on
the lower-right side of the torque converter
housing. It is driven by a gear which rotates at
1.00 times engine speed. The eight-bolt mount-
ing flange is SAE heavy-duty.
g. Lockup Clutch
1. The lockup clutch assembly includes a single
clutch plate, a piston, and a backplate. The in-
ternal-splined clutch plate is splined to the hub
of the converter turbine. When the clutch is ap-
plied, the converter turbine and the converter
pump are locked together and rotate as a unit.
Engine power is transmitted to the transmis-
sion gearing at a 1:1 ratio. In some models,
lockup occurs in all ranges and in neutral. In
other models, lockup occurs in all ranges ex-
cept neutral, first range, and reverse.
2. Electronic-control models are equipped with
electronic-control lockup valve assembly 5
(Foldout 15,A); non-electronic models are
equipped with lockup valve assembly 6 (Fold-
out 15,B).
1–5. SHIFT CONTROL SYSTEMS
a. Manual-Electric Shift
1. The manual-electric system includes electri-
cally-controlled valve body assembly 10 (Fold-
out 22) on the transmission, an operator-con-
trolled manual-electric shift selector 1 (Foldout
33), and wiring harness 76. Also included is
pressure switch 22 (Foldout 15,B) which acti-
vates a downshift inhibitor.
2. Electro-magnetic solenoid valves control hy-
draulic circuits that shift the range control
valves. Six forward ranges, neutral, and reverse
are selected manually by the operator. The
electrical circuit, established by each position
of the operator’s shift selector, establishes a
hydraulic circuit in the transmission valve
body that produces neutral or drive in the range
selected.
3. Electrical power for actuation of the control
system is supplied by the equipment electrical
system. Electrical components to match the
equipment system voltage (12V or 24V dc)
are provided in the control system. An inte-
1–6 Copyright © 1997 General Motors Corp.
gral SFE 9A fuse is provided in the selector
assembly.
4. For models with lock-in-range, if electrical
power is interrupted (either at one solenoid or
completely), the transmission will continue to
operate in the forward range in which it was
operating at the time of the electrical interrup-
tion. If the electrical interruption occurs in neu-
tral, the transmission will remain in neutral. If
the electrical interruption occurs in reverse, the
transmission will go into neutral.
5. For models with lock-in-neutral, if electrical
power is interrupted (either at one solenoid or
completely), the transmission will shift to neu-
tral from any range in which it was operating.
An electrical interruption in dual-control
scraper models causes the rear transmission to
lock in neutral from any range.
b. Automatic-Electric Shift
1. The automatic-electric system includes electri-
cally-controlled valve body assembly 10 (Fold-
out 22) on the transmission. The system also
includes automatic-electric shift selector as-
sembly 1 (Foldout 35), Shift Pattern Generator
(SPG) 1 (Foldout 34), cab and equipment wir-
ing harnesses 6 and 7, and may include either
fourth-range restrictor harness 2 or fifth-range
restrictor harness 3. The system also includes
throttle potentiometer assembly 9 on the en-
gine throttle control mechanism and magnetic
pickup 8 in the transmission rear cover or
dropbox housing. The system may also include
range indicator 22.
2. If electrical power is interrupted (either at one
solenoid or completely), the transmission will
continue to operate in the forward range in
which it was operating at the time of the elec-
trical interruption. If the electrical interruption
occurs in neutral, the transmission will remain
in neutral. If an electrical interruption occurs in
reverse, the transmission will go into neutral.
An electrical interruption in dual-control
scraper models causes the rear transmission to
lock in neutral from any range.
c. Electronic-Control Shift
1. An electronic, microcomputer-based shift sys-
tem has replaced the Shift Pattern Generator
 GENERAL INFORMATION
(SPG) system for some 5000 and 6000 models.
This system is the Allison Transmission Elec-
tronic Control. Electronic control models in-
clude M 5600 Series, CL(B)T 5962, 5963,
6062, 6063, and M 6600 Series transmissions.
2. Lock-in-range for electronic-control models is
as described in Paragraph 1–5b(2).
3. The electronic control system consists mainly
of an Electronic Control Unit (ECU) (Figure
1–6), throttle sensor 19 (Foldout 37), output
speed sensor 17, solenoids, and shift selector
13 or 14. The throttle sensor, output speed sen-
sor, and shift selector transmit information to
the ECU. The ECU processes this information
and then sends signals to actuate specific sole-
noids located within the control valve bodies
on the transmission. The action of the sole-
noids affects hydraulic circuits which, in turn,
control the upshifts, downshifts, and lockup
functions. In addition to controlling the opera-
tion of the transmission, the electronic controls
monitor the system for abnormal conditions.
When one of these conditions is detected, the
electronic controls are programmed to auto-
matically respond in a manner which is safe for
the operator, the equipment, and the transmis-
sion, and to record the proper diagnostic code
in memory. When an abnormal condition oc-
curs, the CHECK TRANS light on the instru-
ment panel lights up, or the CHECK TRANS
and the DO NOT SHIFT lights are activated.
When the DO NOT SHIFT light comes on, a
warning buzzer also sounds. Refer to SA2712,
Electronic Control Troubleshooting Manual,
for information on diagnostics, troubleshoot-
ing, and repair.
d. Manual-Hydraulic Shift. Some earlier 5000 and
6000 Series models are equipped with manually-con-
trolled valve body 8 (Foldout 20). The control valve is
connected by mechanical linkage to the shift selector.
Because there is no automatic shifting in this system,
the operator must move the shift selector lever to ob-
tain the desired operating range.
1–6. OPTIONS
a. Hydraulic Retarder. The hydraulic retarder con-
sists of a rotor, fixed stator vanes, and an operator-con-
trolled valve. The rotor turns continuously at turbine
Copyright © 1997 General Motors Corp.
output shaft speed. However, the retarder functions
only when the cavity around the rotor is filled with
transmission fluid. The rotor vanes force the fluid into
the pockets between the fixed vanes in the rotor cavity,
making it harder for the rotor to turn. This slows the
transmission output shaft and slows the equipment.
b. Parking Brake. A two-shoe, expanding parking
brake may be mounted at the rear output of the trans-
mission.
c. Transfer Gears (Dropbox) (5800 and 5900 Se-
ries Models Only). The transfer gears for the transmis-
sion output provide a ratio of 1:1. The transfer gear
housing provides transmission output drive at a point
181⁄2 inches (470 mm) lower than the transmission in-
put centerline. The transmission sump is integral with
the transfer gear housing (dropbox). The transfer gear
housing has output locations at the front and/or rear.
d. Output Disconnects. Some dropbox models have
output disconnects at top rear, bottom rear, and/or bot-
tom front output locations.
e. Flanges. Various models use a variety of input
and output flanges.
f. Speedometer Drive. For non-electronic models,
the speedometer drive is regular, SAE 5⁄32 inch heavy
duty. On straight-through models, the speedometer
drive ratio is 0.50:1. Transfer gear models have a
speedometer ratio of 1:1. For electronic-control mod-
els, speed sensor 17 (Foldout 37) is provided for speed
monitoring.
1–7. OPERATING INSTRUCTIONS
WARNING!
Arc welding equipment requires dangerously
high currents and voltages which cannot be suf-
ficiently reduced to permit its use for jump-start-
ing. To help avoid injury or equipment damage,
do not attempt to jump-start the equipment us-
ing an arc welder.
a. Operator’s Manual. Refer to the current
OM1318EN or OM2034EN Operator’s Manuals for
operating instructions.
1–7
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
b. Manual Mode (For Electronic-Control ECU P/
N 1228282 Only)
CAUTION:
DO NOT USE THIS FEATURE TO ACHIEVE
MANUAL SHIFTING FOR NORMAL OPERA-
TION. Transmission life could be significantly
reduced if automatic operation is defeated.
1. Manual mode is to be employed only for ser-
vice diagnostics or to “limp-home” under low
speed. Activation of this feature should only be
done by a trained technician.
DO NOT SHIFT lights will turn off and the transmis-
sion will operate only in first range or reverse. At 20˚F
(–7˚C), the transmission is warm enough to safely op-
erate in all ranges.
d. Towing. All lubrication and clutch-apply fluid is
provided by the engine-driven pump. Because the
pump is located ahead of the transmission gearing and
clutches, the pump cannot be motored by towing or
pushing the vehicle. THEREFORE, THE DRIVE-
LINE MUST BE DISCONNECTED IF THE VEHI-
CLE MUST BE TOWED OR PUSHED.

2. To activate manual mode, activate the key
switch or physically connect wire 311 to wire
309 in the secondary mode wiring harness.
Secondary mode must also be selected by con-
necting wires 313 and 315 to wire 309.
c. Cold Weather Starts. When the temperature is
below –10˚F (–23˚C), the DO NOT SHIFT and
CHECK TRANS lights will stay on after the engine is
started. The transmission will stay in neutral, regard-
less of the range selected, until it is warmer than –10˚F
(–23˚C). At that point, the CHECK TRANS and the
1–8. SPECIFICATIONS AND DATA
The specifications and data in Table 1–1 apply to all
models covered by this manual unless otherwise
specified.
The maximum input torque and power values listed in
the input ratings tables represent net torque and power,
as installed (inlet and exhaust restrictions, alternator
charging, cooling fan, power steering pump, A/C com-
pressor, when applicable).

Table 1–1. Specifications and Data

INPUT RATINGS — S 5600(H)(M)(R)

Parameter Manual Shift Controls Units
Input Speed
Maximum full load governed speed 2500 rpm
Minimum full load governed speed 1900 rpm
Minimum idle speed in drive 550 rpm
Input Power
Maximum net 550 (410) hp (kW)
Input Torque
Maximum net 1750 (2373) lb ft (N·m)
Turbine Torque
Maximum net 3476 (4713) lb ft (N·m)

1–8 Copyright © 1997 General Motors Corp.

 GENERAL INFORMATION
Table 1–1. Specifications and Data (cont’d)
INPUT RATINGS — M 5600(A)(R)
Oil Field, Crash Agricultural
Trucks, Crane Agricultural Tractor
Parameter General Carriers Tractor (2-Spd Aux) Units
Input Speed
Maximum full load governed speed 2500 2500 2500 2500 rpm
Minimum full load governed speed 1900 1900 1900 1900 rpm
Minimum idle speed in drive 550 550 550 550 rpm
Input Power
Maximum net 550 (410) 550 (410) 450 (335) 485 (362) hp (kW)
Input Torque
Maximum net 1750 (2373) 1750 (2373) 1485 (2013) 1485 (2013) lb ft (N·m)
Turbine Torque
Maximum net 3120 (4230) 3476 (4713) 3120 (4230) 3120 (4230) lb ft (N·m)

INPUT RATINGS — CL(B)T 6063

Agricultural
Crash Truck, Agricultural Tractor
Parameter Trucks Crane Carrier Tractor (2-Spd Aux) Units
Input Speed
Maximum full load governed speed 2500 2500 2500 2500 rpm
Minimum full load governed speed 1900 1900 1900 1900 rpm
Minimum idle speed in drive 550 550 550 550 rpm
Input Power
Maximum net 675 (503) 677 (505) 500 (373) 615 (459) hp (kW)
Input Torque
Maximum net 2125 (2881) 1980 (2685) 1890 (2562) 1890 (2562) lb ft (N·m)
Turbine Torque
Maximum net 3600 (4881) 4000 (5423) 3160 (4284) 3160 (4284) lb ft (N·m)

INPUT RATINGS — M 6600(A)(R)

Trucks, Mobile
Parameter Equipment Oil Field Units
Input Speed
Maximum full load governed speed 2500 2500 rpm
Minimum full load governed speed 1900 1900 rpm
Minimum idle speed in drive 550 550 rpm
Input Power
Maximum net 710 (529) 850 (634) hp (kW)
Input Torque
Maximum net 2270 (3078) 2300 (3118) lb ft (N·m)
Turbine Torque
Maximum net 3790 (5139) 4000 (5423) lb ft (N·m)

Copyright © 1997 General Motors Corp. 1–9

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
Table 1–1. Specifications and Data (cont’d)
INPUT RATINGS — S 6600(H)(M)(R)
Parameter Oil Field Units
Input Speed
Maximum full load governed speed 2500 rpm
Minimum full load governed speed 1900 rpm
Minimum idle speed in drive 550 rpm
Input Power
Maximum net 850 (634) hp (kW)
Input Torque
Maximum net 2300 (3118) lb ft (N·m)
Turbine Torque
Maximum net 4000 (5423) lb ft (N·m)

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

5600 Series,
5961, 5962, 6061, 6062, Stall Torque
Converter Model 5861 5963 6063 6600 Series Ratio
TC570 X X 3.12:1
TC580 X X X 2.89:1
TC590 X X 2.69:1
TC680 X X X 2.17:1 / 2.08:1*
TC682 X X X 1.77:1
TC683 X X X 1.85:1
TC690 X X X 2.40:1 / 2.25:1*
VTC690 X 2.41:1 / 1.81:1**
* Retarder/Non-Retarder
** Open/Closed

1–10 Copyright © 1997 General Motors Corp.

 GENERAL INFORMATION
Table 1–1. Specifications and Data (cont’d)
LOCKUP CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . . . . Automatic in all ranges, or automatic in all ranges
except neutral, first, and reverse
GEAR DATA:
Range and Splitter. . . . . . . . . . . . . . . . . . . . . . . . . Constant mesh, spur-type, planetary
Transfer Gearing. . . . . . . . . . . . . . . . . . . . . . . . . . Constant mesh, in-line (5600, 5800, and 5900
Series only)
RANGE OPERATION RATIOS (ALL MODELS):*
First Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.00:1
Second Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.68:1
Third Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.01:1
Fourth Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.35:1
Fifth Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.00:1
Sixth Range. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.67:1
Reverse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.15:1 and/or 3.44:1 (5963, 6063, M 6600 Series only)
Transfer Gears (dropbox models). . . . . . . . . . . . . 1.00:1
RANGE CLUTCHES . . . . . . . . . . . . . . . . . . . . . . . . . . Multiplate, hydraulic-actuated, spring-released, fluid-
cooled, self-adjusting
POWER TAKEOFF (TOP AND SIDE):
Mounting Flange. . . . . . . . . . . . . . . . . . . . . . . . . . Two, SAE 8-bolt, heavy-duty
Rating (either or both locations) . . . . . . . . . . . . . . Intermittent — 200 hp (149 kW)
Continuous — 125 hp (93 kW)
Ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Top-mounted — 1.21 x engine speed
Side-mounted — 1.00 x engine speed
Gear Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Top-mounted — 25 degree pressure angle,
6-pitch, 38 teeth
Side-mounted — 25 degree pressure angle,
6-pitch, 46 teeth
Speedometer Drive:
Size . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SAE 5⁄32 heavy-duty
Ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Straight-through models: 0.50:1
Transfer gear models: 1.0:1
Parking Brake:
Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Internal expanding shoe
Rating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90,000 lb in. (10 168 N.m) at 517 lb (2300 N)
lever pull**
Size . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 x 5 inch (305 x 127 mm)
HYDRAULIC SYSTEM:
Sump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Integral
Input Pressure and Scavenge Pump . . . . . . . . . . . Positive displacement, spur-gear type
Fluid Type. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Refer to Paragraph 3–6
* Range operation ratio does not include torque converter ratio.
** Manufacturer’s rating for run-in (burnished) condition.

Copyright © 1997 General Motors Corp. 1–11

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
Table 1–1. Specifications and Data (cont’d)
HYDRAULIC SYSTEM: (cont’d)
Capacity:
Straight-Through Models . . . . . . . . . . . . . . . 18.5 U.S. gal (70 liters) initial fill, plus external circuits
Dropbox Model . . . . . . . . . . . . . . . . . . . . . . . 13.0 U.S. gal (49 liters) initial fill, plus external circuits
Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Full flow, replaceable elements, remote or direct
mount; standard or high efficiency
PRESSURES:
Stator Control Pressure . . . . . . . . . . . . . . . . . . . . 140–170 psi (965–1172 kPa) at 1500 rpm, output
(variable torque converter models) stalled
Main Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . 170–180 psi (1172–1275 kPa) at 1500 rpm, output
stalled, in all ranges and lockup
Converter-Out Pressure:
Rev, 1, 2, 3, 4, 5, 6 . . . . . . . . . . . . . . . . . . . . . Full throttle, normal operating output speed: 30–65 psi
(207–448 kPa)
Lubrication Pressure:
Rev, 1, 2, 3, 4, 5, 6 . . . . . . . . . . . . . . . . . . . . 1500 rpm input speed, output stalled, models without re-
tarder: 20 psi (138 kPa)
Neutral. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Full throttle, output stalled: 30 psi (207 kPa)
Models With Retarder . . . . . . . . . . . . . . . . . . No lubrication pressure check point provided
TEMPERATURES:
Normal Operating Sump Temperature . . . . . . . . 180–200˚F (82–93˚C)
Maximum Converter-Out Temperature:
During Normal Operation . . . . . . . . . . . . . . . 275˚F (135˚C)
During Intermittent Retarder Operation . . . . 330˚F (166˚C)
FLANGES:
Input (remote mount models) . . . . . . . . . . . . . . . Mechanics 7C, 8C, 9C; Spicer 1700, 1800, 1850;
Twin Disc J230
Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Spicer 1800, 1850; Mechanics 8C (5961 only),
9C, 10C
HYDRAULIC RETARDER:
Maximum Estimated Absorption Capacity
at 2100 rpm Rotor Speed . . . . . . . . . . . . . . . . . . . 600 hp (447 kW)
Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Coupling-type rotor between fixed stators
DRY WEIGHT (APPROXIMATE):
Basic Configuration . . . . . . . . . . . . . . . . . . . . . . . 2100 lb (950 kg)
With Retarder . . . . . . . . . . . . . . . . . . . . . . . . Add 165 lb (75 kg)
With Remote Mount . . . . . . . . . . . . . . . . . . . Add 55 lb (25 kg)
With Transfer Gears . . . . . . . . . . . . . . . . . . . Add 650 lb (295 kg)
With Parking Brake. . . . . . . . . . . . . . . . . . . . Add 60 lb (27 kg)
With Top PTO Drive Gear Option . . . . . . . . Add 30 lb (14 kg)
MANUAL-ELECTRIC CONTROL SYSTEM:
Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Manual-electric hydraulic (manual selection of
operating mode energizes solenoids; solenoids control
hydraulic pressures to shift valves; valves control
hydraulic clutches)

1–12 Copyright © 1997 General Motors Corp.

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

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

Copyright © 1997 General Motors Corp. 1–13

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
Table 1–1. Specifications and Data (cont’d)
AUTOMATIC-ELECTRIC (SPG) CONTROL SYSTEM: (cont’d)
Electrical System: (cont’d)
Solenoids Energized:
Neutral. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Reverse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Forward Ranges. . . . . . . . . . . . . . . . . . . . . . . 2
Wiring Harness Connectors . . . . . . . . . . . . . . . . . Shift selector; Shift Pattern Generator (SPG); throttle
potentiometer; main valve body; magnetic pickup
ELECTRONIC-CONTROL SYSTEM:
Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Electronic-control hydraulic (operator selects
operating range; this selection signals operating
mode to the Electronic Control Unit (ECU) that
automatically energizes solenoids; solenoids control
hydraulic pressures to shift valves; valves control
hydraulic clutches)
Ranges (selector positions) . . . . . . . . . . . . . . . . . Neutral, six forward, two reverse ranges available
Shift Selector Assembly:
Location. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Equipment cab
Selector Sequence . . . . . . . . . . . . . . . . . . . . . R, N, D, 5, 4, 3, 2, 1 or R1, R2, D, 5, 4, 3, 2, 1,
(5963, 6063 only)
Light (connected to equipment
light system) . . . . . . . . . . . . . . . . . . . . . . . . . Integral
Electrical System:
Power Source. . . . . . . . . . . . . . . . . . . . . . . . . Equipment electrical system
Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12V dc
Current Draw. . . . . . . . . . . . . . . . . . . . . . . . . 0.6 Amp per solenoid (12V-to-24V converter or battery
equalizer must be used with 24V equipment system)
Number of Solenoids. . . . . . . . . . . . . . . . . . . 9 (7 on models with “Lock-in-Neutral”)
Solenoids Energized:
Neutral. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Reverse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Foward Ranges . . . . . . . . . . . . . . . . . . . . . . . 2
Chassis Wiring Connectors . . . . . . . . . . . . . . . . . ECU; speed sensor; electric lockup valve body; main
control valve body; throttle sensor; and, for models
with trim boost, to trim boost valve body
Cab Wiring Harness Connectors . . . . . . . . . . . . . ECU; equipment interface; shift selector; Digital Data
Line (DDL) hook-up

1–14 Copyright © 1997 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.
a. Two Configurations
1. Two configurations are included within the ba-
sic models. These are the straight-through and
dropbox configurations.
2. The straight-through configuration has the
transmission output at the rear of the transmis-
sion, in line with the transmission input (Fig-
ures 1–1, 1–2).
3. The dropbox configuration locates the transmis-
sion outputs at the front and/or rear, below the
transmission input (Figures 1–3, 1–4). On some
models, the dropbox configuration also includes
an additional output in line with the input.
b. Control Systems. Refer to the following para-
graphs for description and operation of the vari-
ous control systems.
Paragraph Title
2–18 Hydraulic System — All Models
2–19 Manual-Hydraulic Control System
2–20 Manual-Hydraulic Control System
Circuits
2–21 Manual-Electric Control Hydraulic
System
2–22 Manual-Electric Control Hydraulic
System Circuits
2–23 SPG-Control Automatic-Electric
Hydraulic System and Circuits
2–24 Electronic Control Hydraulic System
and Circuits (Models Without
Trim Boost)
2–25 Electronic Control Hydraulic System
and Circuits (Models With Trim
Boost)
Copyright © 1997 General Motors Corp.
2–2. MOUNTING, INPUT DRIVES
a. Remote Mounting
1. The remote-mounted transmissions include
converter drive housing 18 (Foldout 8,A) and
front cover 10. The drive housing is bolted to
and encloses torque converter pump 20 (Fold-
out 9,B). It encloses the torque converter at its
forward end and retains the transmission fluid
in the torque converter. The shaft on the con-
verter drive housing extends forward through
the transmission front cover and is splined to
an output flange. The shaft of the converter
drive housing is supported on ball bearing 12
(Foldout 8,A). The transmission is coupled to
the engine through a drive shaft and universal
joints.
2. Input seal 9 prevents entrance of dirt and loss
of transmission fluid. Front cover 10 is bolted
to torque converter housing 17 (Foldout 11).
The hub of the cover is machined to provide a
trunnion which supports the front end of the
transmission.
3. The rear of the transmission is supported at
mounting pads at each side of the rear cover or
dropbox housing.
b. Direct Mounting
1. Flywheel assembly 3 (Foldout 8,B) is bolted to
the front of converter pump 20 (Foldout 9,B)
and retains the transmission fluid in the torque
converter. Starter ring gear 4 (Foldout 8,B) is
shrunk onto the front of the flywheel. The outer
bolt circle of flexplate assembly 2 is bolted to
the flywheel. The hub of the disk assembly is
bolted to the engine crankshaft. Converter
housing 17 (Foldout 11) is bolted to the engine
flywheel housing and supports the front of the
transmission.
2. The rear end of the transmission is supported at
mounting pads at each side of the rear cover.
2–3. LOCKUP CLUTCH
a. Description. The lockup clutch includes piston 4
(Foldout 9,A), clutch plate 5, and backplate 7. Teflon®
sealrings 1 and 2 seal piston 4 in converter drive hous-
ing 18 (Foldout 8,A) or in flywheel 6 (Foldout 8,B).
2–1
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
b. Operation
1. On models with non-electric lockup, the
lockup clutch is applied hydraulically in re-
sponse to pitot pressure.
2. On models with electric lockup, the lockup
clutch is applied hydraulically in response to
the energized solenoid at the lockup valve.
3. When hydraulic pressure is applied against the
front of piston 4 (Foldout 9,A), the piston com-
presses clutch plate 5 against backplate 7. The
clutch plate then is forced to rotate with the
piston and backplate. These parts are attached
to, and rotate with, torque converter pump 20
(Foldout 9,B). The internal splines of clutch
plate 5 (Foldout 9,A) are meshed with the ex-
ternal splines of turbine 6 (Foldout 9,B). When
the lockup clutch is engaged, the torque con-
verter turbine and pump are locked together.
This provides direct drive from the engine to
the transmission gearing.
2–4. TORQUE CONVERTER —
FIXED CAPACITY
a. Description
1. The torque converter consists of three ele-
ments: pump, stator, and turbine (Figure 2–1).
These vaned elements are cast aluminum.
TURBINE
Figure 2–1. Three-Element Torque Converter
2–2 Copyright © 1997 General Motors Corp.
2. The torque converter pump (Figure 2–1) is the
input member and is driven by the engine.
The turbine is splined to turbine shaft assem-
bly 5 or 10 (Foldout 16,A). The stator is the
reaction (torque multiplying) element. The
stator is supported on freewheel roller race 9
(Foldout 9,B), which is splined to converter
ground sleeve 39 or 43 (Foldout 11). This sta-
tor arrangement provides an overrunning
clutch which permits the stator to rotate freely
in one direction but lock up in the opposite
direction.
b. Operation
1. The torque converter assembly is continu-
ously filled with transmission fluid, which
flows through the torque converter to cool and
lubricate it. When the torque converter is
driven by the engine, the pump vanes throw
fluid against the turbine vanes. The impact of
the fluid against the turbine vanes tends to ro-
tate 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 not great. At high engine
speed, the impact is much greater than at idle,
and high torque is produced by the turbine.
STATOR PUMP H00689
 DESCRIPTION AND OPERATION
3. Transmission fluid thrown into the turbine
flows to the stator vanes. The stator vanes
change the direction of hydraulic flow (when
the stator is locked against rotation) and direct
the fluid to the pump in a direction that assists
the rotation of the pump. It is the redirection of
the fluid that enables the torque converter to
multiply the input torque.
4. Greatest torque multiplication occurs when the
turbine is stalled and the pump is rotating at its
highest speed. Torque multiplication decreases
as the turbine rotates and gains speed.
5. When turbine speed approaches the speed of
the pump, fluid flowing to the stator begins to
strike the backs of the stator vanes. This rotates
the stator in the same direction as the turbine
and pump. At this point, torque multiplication
stops and the converter becomes, in effect, a
fluid coupling.
6. The torque converter accomplishes three func-
tions. It acts as a disconnect clutch, because lit-
tle torque is transmitted at engine idle speed. It
multiplies torque at low turbine/high pump
speed to give greater starting or driving effort
when needed. It acts as a fluid coupling to effi-
ciently transmit engine torque to the transmis-
sion gearing while in a drive range.
VANES CLOSED
Figure 2–2. Variable-Capacity Torque Converter Stator — Front View
Copyright © 1997 General Motors Corp.
2–5. TORQUE CONVERTER —
VARIABLE CAPACITY
a. Description
1. The variable-capacity torque converter stator
can operate in either a closed or open mode
(Figure 2–2). The stator vanes of the converter
are located on cranks. The cranks fit in a
groove of the stator piston, which is located in
the stator hub. Piston movement changes the
angle of the stator vanes.
2. Converter hydraulic pressure, acting continu-
ously against the front of the stator piston,
keeps the piston pushed rearward. In this posi-
tion, the stator vanes are held open and full
torque from the engine is directed through the
transmission.
3. When more power is desired at a power take-
off (PTO) located between the engine and
transmission, the operator can activate the
variable-stator control. A regulated hydraulic
pressure, higher than converter pressure, is ap-
plied to the rear of the stator piston. This
pushes the piston forward, rotating the stator
vanes clockwise to a nearly closed position.
This action diverts a portion of the engine
power to the power takeoff.
VANES OPEN H00690
2–3
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
b. Operation
1. The function of the stator control valve is to
control the position of the stator vanes (Figure
2–3). The valve is actuated by an equipment-
furnished, high-pressure, miniature air cylin-
der. When air pressure is directed to the air
cylinder, the air cylinder stem moves the valve
plug assembly, and the valve plug moves the
spring-loaded ball valve off its seat. Spring
force at the bottom of the stator control valve
pushes the valve upward, allowing input pump
hydraulic pressure to surround the valve stem
and flow through the diagonal passage to an
area above the valve. The pressure in this area
pushes the valve downward and compresses
the spring proportionately to the amount of
pressure at the top of the valve. When hydrau-
lic pressure and spring force are in balance,
stator control pressure is regulated. The apply
circuit directs the regulated hydraulic pressure
to the cavity behind the stator piston, moving
the piston forward against its stop and closing
the stator vanes.
2. When the high-pressure air is cut off at the
valve plug assembly, the spring-loaded ball
valve returns to its seat and closes an exhaust
circuit. The fluid flowing through the orifice is
then trapped, and the resulting increased pres-
sure acts upon the top of the stator control
valve. The valve moves downward against its
spring. In the downward position, apply pres-
sure is blocked at the valve and pressure at the
stator piston is exhausted through its apply cir-
cuit. Converter pressure returns the piston rear-
ward against its stop. This movement rotates
the stator vanes to the open position, and full
torque from the engine is directed through the
transmission.

STATOR VANE

PATH OF TRANSMISSION HIGH-CAPACITY POSITION

FLUID ENTERING STATOR
AIR SUPPLY
CRANK

MAIN ORIFICE
PRESSURE
LOW
PRESSURE
HYDRAULIC-APPLY
PISTON LINE
STATOR CONTROL
VALVE

BODY
SPRING
WASHER

MAIN HYDRAULIC PRESSURE

EXHAUST

V04050

Figure 2–3. Variable Stator Vane Angle Control — Hydraulic Schematic

2–4 Copyright © 1997 General Motors Corp.

 DESCRIPTION AND OPERATION
2–6. HYDRAULIC RETARDER
a. Description (Foldout 16,A). Rotor 12 is the only
moving part of the hydraulic retarder. The rotor is
splined to and rotates with turbine shaft 5. The vaned
rotor is enclosed in retarder housing 19. Retarder
housing 19 and torque converter housing 17 (Foldout
11) both include vanes.
b. Operation. The retarder is used to slow the vehi-
cle on curves or on downgrades, with maximum retar-
dation occurring in the lowest range. The retarder rotor
turns continuously at turbine output shaft speed. How-
ever, the retarder functions only when the cavity
around the rotor is filled with transmission fluid. A
manual valve directs fluid to fill the cavity when re-
tarder operation is desired. The churning of the fluid
by the rotor resists the rotation of the rotor. Part of this
energy is used to circulate the fluid through a cooler to
dissipate the heat generated. When the control valve is
released, the retarder cavity is evacuated.
2–7. POWER TAKEOFF (PTO) DRIVES
a. Description (Foldout 11)
1. Items 4 through 9 provide for a power takeoff
drive at the top of the torque converter housing.
2. When no top power takeoff is used, Items 12
through 15 cover the top opening in the con-
verter housing.
3. A machined pad for a power takeoff is pro-
vided at the lower-right side of the torque con-
verter housing. When no power takeoff is
mounted in this position, Items 30 through 33
are used.
4. The power takeoff pads, at the top and right
side of the torque converter housing, are eight-
bolt, heavy-duty SAE mountings.
b. Operation
1. A top-mounted power takeoff gear meshes
with idler gear 7 (Foldout 11). Idler gear 7 is
driven by accessory drive gear 23 (Foldout
9,B) or 48 (Foldout 10).
Copyright © 1997 General Motors Corp.
2. A side-mounted power takeoff gear meshes
with pump drive gear 92 (Foldout 11). Drive
gear 92 is driven by idler gear 88 which, in
turn, is driven by accessory drive gear 23
(Foldout 9,B) or 48 (Foldout 10).
3. Idler gear 7 (Foldout 11) on top-mounted
power takeoff drives rotates at 1.21 times en-
gine speed, in the opposite direction from the
engine output. Gear 88 on side-mounted power
takeoff drives rotates at 1.00 times engine
speed and in the direction of the engine output.
2–8. SPLITTER CLUTCHES, GEARING
a. Description
1. The splitter system includes the splitter-low
clutch, splitter-high clutch, and splitter planetary.
2. In CL(B)T, M 5600, and S 5600 Series mod-
els, the splitter-low clutch includes: clutch
drum assembly 2 (Foldout 17,A), piston as-
sembly 8, one external-splined clutch plate 14,
two internal-splined clutch plates 13, backplate
15, and clutch hub and sun gear assembly 19.
3. In M 6600 and S 6600 Series models, the split-
ter-low clutch includes: clutch hub assembly 7
(Foldout 18,A), piston assembly 12, two exter-
nal-splined clutch plates 18, three internal-
splined clutch plates 17, and clutch drum 19.
4. In CL(B)T 5800 Series models, the splitter-
high clutch includes: backplate 16 (Foldout
17,B), two external-splined clutch plates 28,
two internal-splined clutch plates 27, clutch
anchor 29, piston 31, and piston housing 35.
5. In CL(B)T 5900, CL(B)T 6000, M 5600, and
S 5600 Series models, the splitter-high clutch
includes: backplate 16 (Foldout 17,B), three
external-splined clutch plates 18, three inter-
nal-splined clutch plates 17, clutch anchor 19,
piston 22, and piston housing 26.
6. In M 6600 and S 6600 Series models, the split-
ter-high clutch includes: backplate 1 (Foldout
18,B), four external-splined clutch plates 8,
four internal-splined clutch plates 7, clutch an-
chor 5, piston 16, and piston housing 18.
2–5
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
7. In CL(B)T models, the splitter planetary in-
cludes: carrier assembly 1 (Foldout 17,B), ring
gear 11, and hub 13.
8. In M 6600 and S 6600 Series models, the split-
ter planetary includes: carrier assembly 19
(Foldout 18,B), ring gear 29, and hub 31.
b. Operation
1. The two splitter clutches and one splitter plan-
etary are interconnected to provide either di-
rect drive (splitter-low — 1.00:1 ratio), or
overdrive (splitter-high — 0.67:1 ratio) be-
tween the torque converter turbine and the
transmission range gearing.
2. When the splitter-low clutch is engaged, the
splitter planetary sun gear and carrier are locked
together. This causes ring gear 11 (Foldout
17,B) or 29 (Foldout 18,B) and splitter shaft as-
sembly 2 (Foldout 26,A) to be driven at the
same speed as the torque converter turbine. This
is direct drive, which occurs in first-, third-, and
fifth-range, and Reverse-1 operation.
3. When the splitter-high clutch is engaged, split-
ter sun gear 22 (Foldout 17,A) or 12 (Foldout
18,B) is held stationary, while carrier assembly
1 (Foldout 17,B) or 19 (Foldout 18,B) rotates
around the sun gear. This overdrives ring gear
11 (Foldout 17,B) or 29 (Foldout 18,B), hub 13
(Foldout 17,B) or 31 (Foldout 18,B), and split-
ter shaft assembly 2 (Foldout 26,A). Overdrive
occurs in second-, fourth-, and sixth-range, and
Reverse-2 operation.
2–10. INTERMEDIATE-RANGE
2–9. HIGH-RANGE CLUTCH (FIFTH
AND SIXTH RANGE)
a. Description
1. The high-range clutch includes: clutch drum
assembly 2 (Foldout 19,B), piston assembly 7,
two external-splined plates 13, three internal-
splined plates 12, and backplate 14.
2–6 Copyright © 1997 General Motors Corp.
2. The high-range clutch does not directly control
any gearing. The clutch transmits the rotation
of splitter shaft assembly 2 (Foldout 26,A) to
intermediate-range ring gear 14, 20, 27, or 28
(Foldout 25) at a 1.00:1 ratio.
b. Operation
1. When the high-range clutch is applied, piston
assembly 7 (Foldout 19,B) compresses clutch
plates 12 and 13 against backplate 14. This
locks clutch drum assembly 2 to intermediate-
range ring gear 14, 20, 27, or 28 (Foldout 25).
Because clutch drum assembly 2 (Foldout 19,B)
and intermediate-range sun gear 1 (Foldout 25)
are both splined to splitter shaft assembly 2
(Foldout 26,A), the intermediate-range and low-
range systems are locked together and must ro-
tate at the same speed as the splitter shaft.
2. When the splitter-low clutch is engaged while
the high-range clutch is also engaged, the
transmission output shaft rotates at the same
speed as the torque converter turbine (direct
drive — 1.00:1 ratio). This is fifth range.
3. When the splitter-high clutch is engaged while
the high-range clutch is also engaged, the
overdrive ratio (0.67:1) produced in the split-
ter planetary is transmitted to the low-range
planetary ring gear. Turbine speed is transmit-
ted through the splitter shaft to the low-range
planetary. The splitter and low-range planetary
sets are then compounded. This results in the
transmission output being driven at a higher
speed than the torque converter turbine. This is
sixth range.
CLUTCH, PLANETARY (THIRD
AND FOURTH RANGE)
a. Description
1. The intermediate-range clutch includes: back-
plate 16 (Foldout 25) (5000 Series models
only), anchor 18 or 22, internal-splined plates
29, external-splined plates 30, piston 32, and
piston housing assembly 34.
 DESCRIPTION AND OPERATION
2. Anchor 18 or 22 is stationary. Clutch plates 30
are splined to the anchor. Clutch plates 29 are
splined to intermediate-range ring gear 14, 20,
27, or 28.
3. The intermediate-range planetary includes: sun
gear 1, carrier assembly 2 or 25, and ring gear
14, 20, 27, or 28. Sun gear 1 is splined to split-
ter shaft assembly 2 (Foldout 26,A). Carrier as-
sembly 2 or 25 (Foldout 25) is splined to low-
range ring gear 22 (Foldout 26,A). Intermedi-
ate-range ring gear 14, 20, 27, or 28 (Foldout
25) is splined to high-range clutch plates 12
(Foldout 19,B) and to intermediate-range
clutch plates 29 (Foldout 25).
b. Operation
1. When the intermediate-range clutch is applied,
piston 32 (Foldout 25) compresses clutch plates
29 and 30 against anchor 18 or 22. This holds
ring gear 14, 20, 27, or 28 stationary.
2. Driven by sun gear 1, carrier assembly 2 or 25
rotates within stationary ring gear 14, 20, 27,
or 28 and drives low-range ring gear 22 (Fold-
out 26,A) at reduced speed. In the low-range
planetary, a further reduction in speed occurs
because its ring gear is rotating slower than its
sun gear (splitter shaft).
3. In third range, the splitter-low clutch is ap-
plied. The intermediate-range sun gear and the
low-range sun gear (splitter shaft) rotate at
equal speeds (at turbine speed). Speed reduc-
tion is accomplished in the two planetaries as
explained in Paragraph 2–10b(2). The reduc-
tion ratio is 2.01:1.
4. In fourth range, the splitter-high clutch is ap-
plied, resulting in a speed increase of the inter-
mediate-range sun gear. The same reduction
occurs in the two compounded planetaries as
explained in Paragraph 2–10b(2), but the re-
sulting speed is higher because of the higher
speed of the intermediate-range sun gear. The
reduction ratio is 1.35:1.
Copyright © 1997 General Motors Corp.
2–11. LOW-RANGE CLUTCH,
PLANETARY (FIRST AND SECOND
RANGE)
a. Description
1. The low-range clutch includes: anchor 23
(Foldout 26,A), four (CL(B)T models) or five
(6600 Series models) internal-splined plates
26, four (CL(B)T models) or five (6600 Series
models) external-splined plates 27, piston 29,
and piston housing assembly 31. The low-
range clutch plates compress against interme-
diate-range clutch piston housing assembly 34
(Foldout 25).
2. The low-range planetary includes a sun gear
that is integral with splitter shaft assembly 2
(Foldout 26,A), carrier assembly 11, and low-
range ring gear 22.
b. Operation
1. When the low-range clutch is applied, piston
29 (Foldout 26,A) compresses plates 26 and 27
against housing assembly 34 (Foldout 25) and
holds ring gear 22 (Foldout 26,A) stationary.
2. Driven by splitter shaft assembly 2, carrier as-
sembly 11 rotates at reduced speed within sta-
tionary ring gear 22.
3. In first range, the splitter-low clutch is applied.
The low-range sun gear (splitter shaft) is rotat-
ing at turbine speed and drives planetary car-
rier assembly 11 at reduced speed. This
produces a ratio of 4.00:1.
4. In second range, the splitter-high clutch is ap-
plied resulting in a speed increase of the low-
range sun gear (splitter shaft). The same reduc-
tion occurs as explained in 2–11b(1) and (2),
but the resulting speed is higher because of the
higher speed of the low-range sun gear. The re-
duction ratio is 2.68:1.
2–7
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
2–12. REVERSE CLUTCH, PLANETARY
a. Description
1. The reverse clutch includes: anchor 15 (Fold-
out 26,B), five internal-splined clutch plates
18, five external-splined clutch plates 19, and
piston 20. Plates 18 and 19 compress against
2–13. SPEEDOMETER DRIVE
piston housing assembly 31 (Foldout 26,A).
Piston 20 (Foldout 26,B) uses the transmission
rear cover assembly or dropbox housing as its
piston housing.
2. The reverse planetary includes: sun gear 1
(Foldout 26,B), reverse ring gear 5, and car-
rier assembly 6.
b. Operation
1. When the reverse clutch is applied, piston 20
(Foldout 26,B) compresses plates 18 and 19
against low-range piston housing assembly 31
(Foldout 26,A). This holds ring gear 5 (Foldout
26,B) stationary. Reverse sun gear 1 is attached
to low-range ring gear 22 (Foldout 26,A). The
low-range and reverse planetaries are com-
pounded to provide reverse rotation in the low-
range planetary, and further speed reduction in
the reverse planetary.
2. Low-range sun gear assembly 2 drives the pin-
ions of carrier assembly 11. The pinions, in
turn, drive ring gear 22 in a reverse direction.
Ring gear 22, being splined to reverse sun gear
1 (Foldout 26,B), drives carrier assembly 6 in
the reverse direction within stationary ring gear
5.
2–14. PARKING BRAKE
3. Reverse carrier assembly 6 is splined to the
transmission output shaft and drives it in the
reverse direction also. All of the transmission
torque is carried by the transmission main shaft
assembly.
4. For models with a single reverse or with
Reverse-1, the splitter-low clutch is engaged in
Reverse (or Reverse-1), but does not multiply
torque. The reverse reduction ratio is 5.12:1.
5. For models with Reverse-2, application of the
splitter-high clutch while in Reverse-2 range
results in a speed increase of the low-range sun
2–8 Copyright © 1997 General Motors Corp.
gear (splitter shaft). The same reduction occurs
as explained in Paragraph 2–12b(1), (2), and
(3), but the resulting speed is higher because of
the higher speed of the low-range sun gear. The
reduction ratio is 3.46:1.
(Some Vehicle Models)
a. Description
1. On dropbox models, the speedometer drive in-
cludes: speedometer drive plug 52 (Foldout
29), 49 (Foldout 30), or 69 (Foldout 31),
speedometer drive shaft 82 (Foldout 29), 95
(Foldout 30), or 88 (Foldout 31), and drive
sleeve assembly 85 (Foldout 29), 98 (Foldout
30), or 91 (Foldout 31).
2. On straight-through models, the speedometer
drive includes: speedometer drive gear 10 or
13 (Foldout 28), bushing 6, speedometer drive
shaft and gear 37, and sleeve assembly 40.
b. Operation
1. On dropbox models, the speedometer drive
plug fits into the output idler gear. The plug
drives the speedometer drive shaft at output
shaft speed (1:1 ratio).
2. On straight-through models, drive gear 10 or 13
(Foldout 28) drives speedometer drive shaft and
gear 37 at one-half output shaft speed (0.50:1
ratio).
(Some Vehicle Models)
a. Description
1. The parking brake is two-shoe, internal-ex-
panding, and mechanically operated.
2. Components of the brake assembly are shown
on Foldout 32. Brake assembly 5 is bolted to
bearing retainer 20 (Foldout 28), bearing re-
tainer 76 (Foldout 29), or bearing retainer 82
(Foldout 31). Brake drum 25 or 26 (Foldout
32) is bolted to flange 21 or 22, which is
splined to the transmission output shaft.
 DESCRIPTION AND OPERATION
b. Operation
1. A lever is connected by linkage to brake-apply
lever 3 (Foldout 32). When the brake is ap-
plied, the brake-apply lever rotates and ex-
pands shoes 18 against the inner surface of
brake drum 25 or 26. When the lever is re-
leased, springs 17 retract the shoes.
2. For adjustment of the parking brake, refer to
Paragraph 3–15.
2–15. PAN, STRAINER
a. Description
1. The straight-through configuration includes pan
assembly 2 or 20 (Foldout 24,A) and strainer as-
sembly 6. The pan is bolted to the lower opening
of the transmission main housing.
2. The dropbox configuration includes strainer
assembly 37 (Foldout 29), 34 (Foldout 30), or
53 (Foldout 31) and cover 4 or 7 (Foldout
24,B), which returns the transmission fluid
through drain hose(s) 6 to the sump in the
transfer gear housing. The cover is bolted to
the lower opening of the transmission main
housing.
b. Operation. All transmission fluid returns to the
sump and is drawn by the pump through the strainer
assembly before delivery to the hydraulic system. De-
bris which may be in the sump is separated from the
fluid by the strainer. A magnet inside the strainer helps
to collect the debris.
2–16. INPUT PRESSURE AND
SCAVENGE PUMP
a. Description
1. The pump has two two-gear sections within
common assembly 10 (Foldout 12). The pres-
sure section has one inlet and one outlet port.
The scavenge section has one inlet and one
outlet port.
Copyright © 1997 General Motors Corp.
2. The pump is driven by coupling 32, which is
splined to gear 23. Various external tubes and
internal passages direct the hydraulic flow to
and from the pump.
b. Operation
1. When the equipment engine is running, the
pressure section draws fluid from the transmis-
sion sump (the pan in a straight-through con-
figuration, or the transfer gear housing in a
dropbox configuration). The outlet from the
pressure section directs fluid to the hydraulic
system (refer to Foldout 5, 6, or 7).
2. The scavenge section of the pump draws ex-
cess fluid that drains to the bottom of the
torque converter housing and returns it to the
transmission sump. Screen 30 (Foldout 12)
prevents debris from entering the suction side
of the scavenge pump.
2–17. HOUSING, COVERS
a. Front Cover (Remote Mount Models). Converter
housing front cover 10 (Foldout 8,A) encloses the
transmission front end and provides support for ball
bearing 12. Cover 10 is bolted to the front flange of the
torque converter housing.
b. Torque Converter Housing. Torque converter
housing 17 (Foldout 11) provides an enclosure for the
torque converter, power takeoff (PTO) gearing, and
pump gearing. It provides mountings for the pump,
PTOs, and the lockup shift valve (or cover). The front
flange provides a means to support the front of the
transmission. The rear of the housing provides vanes
for use with the hydraulic retarder rotor.
c. Main Housing. Housing 11 (Foldout 19,A) is the
main structural member of the transmission. It houses
the splitter and range gearing and clutches. The front
surface provides a mounting surface for the torque
converter housing or retarder housing. The rear surface
provides a mounting surface for the rear cover assem-
bly or dropbox housing. The lower surface provides a
mounting surface for the pan or drain cover. The right
side provides a mounting surface for the main control
valve components.
2–9
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
2–18. HYDRAULIC SYSTEM
(All Models)
NOTE:
References to up, down, left, or right refer to posi-
tions or movements of components on Foldout 5, 6,
or 7.
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 converter
turbine. Its flow cools and lubricates the transmission.
Its pressure operates the control valves and applies the
clutches.
b. System Schematics (Foldout 5, 6, or 7). Color-
coded foldouts of the hydraulic systems are presented at
the back of this manual. The illustrations represent each
system as it functions in neutral with the engine idling.
c. Filter, Main-Pressure Regulator Valve
1. The transmission fluid passes through dispos-
able cartridge filter elements. The filters are ar-
ranged for full-flow operation.
2. For earlier models, when filter elements are
badly clogged and the transmission hydraulic
pressure differential (∆P) in the filter base is 20
psi (138 kPa), filter bypass valve 47 (Foldout 13)
opens and allows the transmission fluid to by-
pass the filter elements.
3. For later models, when the high efficiency filter
elements are starting to clog and the transmis-
sion hydraulic pressure differential (∆P) in the
filter base is 35 psi (240 kPa), an OEM-supplied
and installed signal light in the cab may be acti-
vated by a differential pressure (∆P) switch. At
50 psi (345 kPa), the filter bypass valve in the
filter base will open and allow the transmission
fluid to bypass the filter elements.
4. Main pressure in the hydraulic circuit is regu-
lated by a spring-loaded, spool valve 7 (Foldout
13, 14,A, or 14,B), located in main-pressure
regulator valve body 6. Its movement opens or
closes ports, determining the volume of hydrau-
lic flow and main pressure for various require-
ments. Function and movement are fully
automatic. Refer to Paragraph 3–11b to check
and adjust main pressure.
2–10 Copyright © 1997 General Motors Corp.
d. Lockup Clutch Shift Valve
NOTE:
• For models with non-electric lockup, proceed with
Step (1).
• For models with electric lockup, proceed to Step (4).
1. For models with non-electric lockup, the hy-
draulically-actuated lockup clutch shift valve is
controlled by pitot pressure to engage the
lockup clutch as a function of torque converter
turbine speed.
2. Flow of transmission fluid to and from the
lockup clutch piston cavity is controlled by the
lockup clutch shift valve. Movement of this
spool valve in its bore opens or closes ports,
determining whether the lockup clutch is en-
gaged or disengaged. This valve is located in
lockup valve body 7 (Foldout 15,B). Operation
of the hydraulically-actuated lockup valve oc-
curs as a result of pitot-driven hydraulic pres-
sure acting on lockup shift valve 8 at high
turbine shaft speeds.
3. Lockup operation occurs either in all ranges
(refer to Foldout 5 or 6) or in all ranges except
neutral, first, and reverse. This is accomplished
by using different lockup valve body assem-
blies. To prevent lockup in neutral, first, and re-
verse, a lockup valve body is used which directs
hydraulic pressure to the spring end of the
lockup shift valve, preventing the movement of
the lockup clutch valve in its bore during opera-
tion in those ranges. Proceed to Paragraph 2–
18e.
4. For models with electric lockup, operation of
the electrically-actuated lockup valve is a result
of main pressure acting on lockup clutch shift
valve 9 (Foldout 15,A). The ECU senses output
shaft speed and energizes the lockup solenoid.
This vents main pressure from the spring-loaded
end of the lockup clutch shift valve (refer to
Foldout 7). Main pressure, acting on the other
end of the valve, overcomes the force of the
spring and moves the valve upward in its bore.
This allows main pressure to be applied to the
lockup clutch piston cavity to engage the lockup
clutch. Lockup operation occurs in all ranges.
Proceed to Paragraph 2–18g or h.
 DESCRIPTION AND OPERATION
e. Flow (Lockup Cutoff) Valve (Models With Non-
Electric Lockup). Flow valve 16, located in lockup
valve body 7 (Foldout 15,B), works in conjunction
with the lockup clutch shift valve. This spool valve
momentarily interrupts the flow of main pressure to
the lockup clutch when shifts occur from one range to
another. When a shift (other than to neutral) occurs, a
rapid flow of fluid is required to engage different
clutches. This fluid must pass through the flow valve
bore. During the initial part of this flow, the valve
moves upward, cutting off main pressure to the lockup
clutch and exhausting the lockup clutch circuit. When
the oncoming clutch is filled, the valve returns down-
ward and restores pressure to the lockup clutch circuit.
This enables the torque converter to cushion full-
power shifts.
f. Check Valve (Models With Non-Electric Lockup).
Orificed check valve 18 (Foldout 15,B) is located in
lockup valve body 7. During shifts, valve 18 permits the
rapid exhaust of fluid from the top of flow valve 16, and
a gradual return of fluid through the orifice.
g. Hydraulic Retarder Valve
(Models With Retarder)
1. Hydraulic retarder control valve body assem-
bly 6 or 20 (Foldout 16,B) is located at the left-
front side of the transmission. This valve body
assembly is mounted vertically. It is connected
by linkage with an operator-controlled hand le-
ver or foot pedal.
2. The retarder is applied when the spool valve is
pushed downward in the body and released
when the valve is pulled upward (Foldout 5 or
6). Transmission fluid supply for the retarder,
having passed through the torque converter to
the cooler (heat exchanger), is directed to the
retarder when retarder operation is activated.
Fluid flow from the retarder is cooled by the
heat exchanger.
h. Converter Pressure Relief Valve (All Models).
The converter pressure relief valve is located in the
main transmission housing. The function of this valve
is to limit converter-in hydraulic pressure to a maxi-
mum of 80 psi (552 kPa). The valve protects the torque
converter from excessive hydraulic pressure (such as
during cold starts) by dumping the excess fluid di-
rectly to the sump. Refer to Items 1 through 4 (Foldout
19,A).
Copyright © 1997 General Motors Corp.
i. Converter Pressure Regulator Valve (Models
With Retarder). The converter pressure regulator valve
is located in the main transmission housing. The valve
works against spring force and exhausts to the sump
any transmission fluid with pressure in excess of 22.5
psi (155 kPa) coming from the torque converter,
through the cooler. The valve regulates converter hy-
draulic pressure, plus any restriction in the cooler and
converter-out circuit. Refer to Items 23 through 26
(Foldout 19,A).
j. Lubrication Pressure Regulator Valve (Models
Without Retarder). The lubrication pressure regulator
valve is located in the converter housing. The valve
regulates lubrication pressure at 20–25 psi (138–172
kPa), allowing excess transmission fluid to flow to the
sump. Refer to Items 67 through 74 (Foldout 11).
k. Converter-In Check Valve (Models With Re-
tarder). A check valve is located in the torque con-
verter housing. This valve does not allow converter-in
hydraulic pressure to drop below 20.5 psi (141 kPa).
Hydraulic pressure on one side of the valve, regulated
at 22.5 psi (155 kPa) by the converter pressure regula-
tor valve, is opposed by converter-in hydraulic pres-
sure and a valve spring on the other side with a cumu-
lative result of an increase of 2 psi (14 kPa). If
converter-in pressure should drop below 20.5 psi (141
kPa), transmission fluid from the cooler, regulated at
22.5 psi (155 kPa) by the converter regulator valve,
opens the valve and maintains a minimum converter-in
hydraulic pressure of 20.5 psi (141 kPa). Transmission
fluid is allowed to recirculate to the converter from the
cooler, and the system is referred to as an auto-flow
hydraulic circuit. Refer to Items 77 through 85 (Fold-
out 11).
2–19. MANUAL-HYDRAULIC CONTROL
SYSTEM (Foldout 5)
NOTE:
• References to up, down, left, or right refer to posi-
tions or movements of components on Foldout 5.
• For manual-hydraulic control system functions, re-
fer to Paragraph 2–18a.
• For manual-hydraulic control system schematics,
refer to Paragraph 2–18b.
2–11
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
a. Manual Selector Valve
1. Manual selector valve 34 (Foldout 20) is a
spool valve located in the control valve body
at the right side of the transmission. The selec-
tor valve is operated manually and connected
by linkage to the shift selector. Its movement
determines the range in which the equipment
operates. Each range position on the shift se-
lector positions the selector valve. This valve
then directs transmission fluid to the selected
range clutches, and exhausts all other clutches.
Spring-loaded steel balls locate the selector
valve accurately in each shift position and re-
strain valve movement until the valve is manu-
ally shifted.
2. The selector valve has eight positions which
provide neutral, six forward speeds, and one
reverse speed. In addition to directing fluid to
the range clutches, the valve directs fluid to the
splitter clutches, neutral and intermediate trim-
mer valves, and to the lockup shift valve and
flow valve.
b. Neutral Trimmer Valve
1. The neutral trimmer valve assembly (Foldout
5) consists of trimmer upper valve 45 (Foldout
20), trimmer lower valve 42, and springs 41,
43, and 44, located in a common bore. The
neutral trimmer valve reduces main hydraulic
pressure momentarily when shifting from neu-
tral to reverse, or to any forward range, ensur-
ing a smooth and positive clutch apply.
2. Main pressure is present at the neutral trimmer
valve in all ranges (Foldout 5). Neutral signal
pressure is present at the lower valve in neutral
only. When a shift is made from neutral, neu-
tral signal pressure fluid is exhausted, allowing
main pressure to move the trimmer upper
valve. This exhausts part of the clutch-apply
fluid to sump, and main pressure is reduced for
range clutch application.
3. As clutch-apply fluid is escaping to the sump,
it also flows through an orifice in the neutral
trimmer upper valve to the area between the
upper valve and the lower valve, moving the
lower valve downward. The neutral trimmer
upper valve is now hydraulically stable. When
2–12 Copyright © 1997 General Motors Corp.
the trimmer lower valve reaches the stop, the
trimmer springs move the trimmer upper valve
back, closing the exhaust port, and allowing
main pressure to return to maximum pressure.
c. Intermediate-Range Trimmer Valve
1. The intermediate-range trimmer valve assembly
consists of trimmer lower valve 21 (Foldout 20),
trimmer upper valve 18, and springs 16, 17, 19,
and 20 in a common bore.
2. This trimmer functions only during application
of the intermediate-range clutch. It provides an
initial reduction of pressure to the clutch dur-
ing application, followed by a rise in pressure
to equal main pressure. The valve provides a
smooth and gradual application of the clutch.
2–20. MANUAL-HYDRAULIC CONTROL
SYSTEM CIRCUITS
(Foldout 5)
NOTE:
• References to up, down, left, or right refer to posi-
tions or movements of components on Foldout 5.
• For manual-hydraulic control system functions, re-
fer to Paragraph 2–18a.
• For manual-hydraulic control system schematics,
refer to Paragraph 2–18b.
a. Neutral (Foldout 5)
1. The manual selector valve is in neutral, the
equipment engine is idling, and the transmis-
sion fluid temperature is normal at 180–200˚F
(82–93˚C). The input pump, driven when the
engine is operating, picks up transmission fluid
from the sump and pumps it into the hydraulic
system.
2. The transmission fluid flows through the filters
to the main-pressure regulator valve. From the
regulator valve, the fluid flows to the lockup
shift valve and the flow valve. Fluid at the
lockup shift valve is stopped at the valve. At
the flow valve, fluid must flow through an ori-
fice. If the circuit beyond the valve requires
 DESCRIPTION AND OPERATION
fluid, the fluid moves the valve, bypassing the
orifice, and flows unrestricted through the flow
valve. When the flow valve moves, fluid at the
larger diameter end of the valve unseats the
check valve and enters the main hydraulic cir-
cuit (red) beyond the flow valve.
3. Continuing to the manual selector valve, the
fluid fills the larger drilled passage of the selec-
tor valve and the lateral passages connected to
the lengthwise drilled passage.
4. In neutral, the manual selector valve directs
fluid to three places: the neutral trimmer up-
per valve, the neutral trimmer lower valve,
and the splitter-low clutch cavity. Main pres-
sure fluid at the trimmer upper valve flows
through the orifice in the trimmer upper valve
to the area between the upper valve and the
trimmer lower valve.
5. As hydraulic pressure increases in the circuit,
several actions occur simultaneously. The split-
ter-low clutch is applied. Pressure equalizes in
the main pressure circuit at both sides of the
flow valve and seats the check valve at the up-
per end. Fluid begins flowing through the ori-
fice in the check valve. This flow, acting on the
upper end of the flow valve, moves the valve
downward. The valve moves downward to the
limit of its travel and remains in that position
until a shift is made to another range. At that
time, the movement of the flow valve opens
ports which exhaust the lockup clutch apply
pressure and place the transmission in torque
converter operation during the shift.
6. No action of the neutral trimmer upper valve or
lower valve has occurred as a result of the in-
crease in hydraulic pressure in the main-pressure
circuit.
7. When the main-pressure circuit is charged, hy-
draulic pressure builds up in the circuit until a
pressure is reached that acts upon the main-
pressure regulator valve and regulates the fluid
in the main-pressure circuit. Fluid flowing into
a lateral drilled passage of the main-pressure
regulator valve flows into a central passage,
unseats a spring-loaded ball check valve, and
flows out of the valve through a second lateral
passage. Fluid leaves the valve between a land
on the valve and the valve body. Pressure,
Copyright © 1997 General Motors Corp.
building up at this point, moves the regulator
valve toward the plug (left) against spring
force. When it moves sufficiently to uncover
the port that supplies the torque converter with
fluid, all fluid in excess of other demands flows
to the torque converter, charging it. Fluid flow-
ing to the converter is limited to a maximum of
80 psi (552 kPa) by the converter pressure re-
lief valve.
8. On transmissions equipped with a hydraulic
retarder, the circuit which supplies fluid to the
converter also supplies fluid through an ori-
fice to the lubrication circuit and through an-
other orifice to the fluid velocity governor
(pitot). On transmissions not equipped with a
retarder, the fluid velocity governor (pitot) is
supplied from the converter-out circuit
through an orifice. The lubrication system is
supplied from the lubrication regulator valve
in the cooler return line. Any fluid in excess
of 20–25 psi (138–172 kPa) at the lubrication
valve is exhausted to the sump.
9. On transmissions equipped with a hydraulic re-
tarder, converter-out fluid flows to the retarder
control valve as well as through the cooler.
Transmission fluid from the cooler flows
through the retarder control valve to both the
converter-in check valve and converter pres-
sure regulator valve.
10. In neutral, the hydraulic pressure in the pitot
circuit is proportional to the speed of the rota-
tion of the fluid collector ring which is attached
to the splitter-low clutch housing. At idle, this
pressure exerts negligible force at the lower
end of the lockup shift valve.
11. As turbine speed increases, the increase of pitot
pressure at the bottom of the lockup shift valve
moves the valve against spring force at the top
end. Movement of the valve allows main pres-
sure fluid to flow to the flow valve, and through
the flow valve to the lockup clutch, applying the
clutch. The transmission is now operating in
neutral, in splitter-low lockup.
12. If the transmission is operating in lockup when
an upshift or downshift is made, the action of
the flow valve momentarily disengages the
lockup clutch until the shift is completed.
2–13
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
b. First Range (Foldout 5). In first range, the hy-
draulic action is the same as described for neutral
(Paragraph 2–20a) except as follows:
1. The neutral trimmer valve functions to assure a
smooth and gradual application of the low-
range clutch.
2. The low-range and splitter-low circuits are
charged and those clutches are applied. Fluid
in the neutral signal circuit is exhausted to the
sump.
3. As in neutral, with an increase in turbine
speed, the lockup circuit is charged and the
lockup clutch is applied. The transmission is
now operating in first-range lockup.
4. For some models with a special lockup valve
body, lockup does not occur in first range.
c. Second Range (Foldout 5). In second range, the
hydraulic action is the same as described for neutral
(Paragraph 2–20a) except as follows:
1. The low-range and splitter-high circuits are
charged and those clutches are applied. All
other clutch circuits are exhausted to the sump.
The neutral signal circuit is not charged.
2. As in neutral, with an increase in turbine
speed, the lockup clutch is applied, allowing
the transmission to operate in second-range
lockup.
3. When an upshift is made to third range, the in-
termediate-range trimmer valve functions for
the application of the intermediate-range
clutch. If the transmission is operating in
lockup when an upshift or downshift is made,
the action of the flow valve momentarily dis-
engages the lockup clutch until the shift is
completed.
d. Third Range (Foldout 5). In third range, the hy-
draulic action is the same as described for neutral
(Paragraph 2–20a) except as follows:
1. The intermediate-range and splitter-low cir-
cuits are charged and those clutches are ap-
plied. All other clutch circuits are exhausted to
2–14 Copyright © 1997 General Motors Corp.
the sump. The neutral signal circuit is not
charged.
2. When an upshift is made to third range or a
downshift made to fourth range, the intermedi-
ate-range trimmer valve functions for the ap-
plication of the intermediate-range clutch. The
orifice in the intermediate-range clutch-apply
circuit prevents the intermediate-range clutch
from disengaging quickly. When a shift is
made to a range other than third or fourth, that
range clutch is partially applied before the in-
termediate-range clutch is fully disengaged, re-
ducing shift shock and maintaining continuous
torque output during the shift.
3. As in neutral, with an increase in pitot pres-
sure, the lockup clutch is applied and the trans-
mission operates in third-range lockup.
4. As in first and second ranges, when operating
in lockup, a shift to another range disengages
the lockup clutch momentarily until the shift is
made.
e. Fourth Range (Foldout 5). In fourth range, the
hydraulic action is the same as in neutral (Paragraph
2–20a) except as follows:
1. The intermediate-range and splitter-high cir-
cuits are charged and those clutches are ap-
plied. All other clutch circuits are exhausted to
the sump. The neutral signal circuit is not
charged.
2. When an upshift is made to fourth range, or a
downshift made to third range, the only hy-
draulic action occurring at the selector valve is
the directing of transmission fluid to the split-
ter-low or splitter-high clutch. The intermedi-
ate-range clutch is applied when operating in
either range.
3. As in neutral, with an increase in pitot pres-
sure, the lockup clutch is applied and the trans-
mission operates in fourth-range lockup.
f. Fifth Range (Foldout 5). In fifth range, the hydrau-
lic action is the same as in neutral (Paragraph 2–20a) ex-
cept as follows:
 DESCRIPTION AND OPERATION
1. The high-range and splitter-low circuits are
charged and those clutches are applied. All
other clutch circuits are exhausted to the sump.
The neutral signal circuit is not charged.
2. As in neutral, with an increase in pitot pres-
sure, the lockup clutch is applied, and the
transmission operates in fifth-range lockup.
g. Sixth Range (Foldout 5). In sixth range, the hydrau-
lic action is the same as in neutral (Paragraph 2–20a) ex-
cept as follows:
1. The high-range and splitter-high circuits are
charged and those clutches are applied. All
other clutch cavities are exhausted to the sump.
The neutral signal circuit is not charged.
2. When an upshift is made to sixth range or a
downshift is made to fifth range, the only hy-
draulic action occurring at the selector valve is
the directing of transmission fluid to the splitter-
low or splitter-high clutch. The high-range
clutch is applied when operating in either range.
3. As in neutral, with an increase in pitot pres-
sure, the lockup clutch is applied, and the
transmission operates in sixth-range lockup.
h. Reverse (Foldout 5). In reverse, the hydraulic ac-
tion is the same as in neutral (Paragraph 2–20a) except
as follows:
1. The neutral trimmer valve functions to assure a
smooth and gradual application of the reverse
clutch. The reverse and splitter-low circuits are
charged and those clutches are applied. Fluid
in the neutral signal circuit is exhausted to the
sump. All other clutch cavities are exhausted to
the sump.
2. As in neutral, with an increase in turbine
speed, the lockup circuit is charged and the
lockup clutch is applied. The transmission op-
erates in reverse lockup.
3. For some models with a special lockup valve
body, lockup does not occur in reverse.
Copyright © 1997 General Motors Corp.
2–21. MANUAL-ELECTRIC CONTROL
HYDRAULIC SYSTEM
(Foldout 6)
NOTE:
• References to up, down, left, or right refer to
positions or movements of components on Fold-
out 6.
• Refer to Paragraph 2–18 for components com-
mon to all models.
a. Reverse Shift Valve
1. A spring pushes the reverse shift valve upward
when Solenoid B is energized. Hydraulic pres-
sure pushes the valve downward when Sole-
noid B is de-energized and the solenoid check
ball seats.
2. In its upward position, this spool valve directs
hydraulic pressure to the reverse clutch. With
the valve in its downward position, the reverse
clutch is exhausted.
b. Low-Range Shift Valve
1. A spring pushes the low-range shift valve up-
ward when Solenoid C is energized. Hydraulic
pressure pushes the valve downward when So-
lenoid C is de-energized and the solenoid
check ball seats.
2. In its upward position, this spool valve directs
hydraulic pressure to the low-range clutch.
With the valve in its downward position, the
low-range clutch is exhausted.
c. Intermediate-Range Shift Valve
1. A spring pushes the intermediate-range shift
valve upward when Solenoid D is energized.
Hydraulic pressure pushes the valve downward
when Solenoid D is de-energized and the sole-
noid check ball seats.
2. In its upward position, this spool valve directs
hydraulic pressure to the intermediate-range
2–15
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
clutch. With the valve in its downward position,
the intermediate-range clutch is exhausted.
d. High-Range Shift Valve
1. A spring pushes the high-range shift valve up-
ward when Solenoid E is energized. Hydraulic
pressure pushes the valve downward when So-
lenoid E is de-energized and the solenoid
check ball seats.
2. In its upward position, this spool valve directs
hydraulic pressure to the high-range clutch. In
its downward position, the high-range clutch is
exhausted.
e. Solenoid Pressure Regulator Valve
1. Spring force pushes downward on the solenoid
pressure regulator valve, allowing main pres-
sure to flow into the area at the middle of the
valve, to the upper ends of the shift valves, and
through an orifice to the lower end of the valve.
2. When main pressure at the lower end of this
spool valve exceeds the force of the valve
spring, main pressure is blocked, preventing
solenoid pressure from increasing. When sole-
noid pressure falls, the valve moves downward,
again admitting main pressure. When a bal-
anced condition is reached (solenoid pressure
equals spring force), a uniform hydraulic pres-
sure, lower than main pressure, is established.
f. Priority Valve
1. The priority valve gives main pressure priority
to the solenoid-pressure regulator valve when
the equipment engine is first started. This is
necessary to ensure that the shift valves are all
positioned downward (in neutral) so that no ap-
ply pressure is directed to a drive clutch until a
range is selected.
2. The valve is held downward by spring force
until main pressure, reaching the step on the
valve through an orifice, is sufficient to raise
the valve against its two springs. When the
valve is upward, main pressure enters the bore
at a second point (below the orifice) and flows
to the remainder of the circuit. By the time the
valve is fully upward, main pressure (regu-
lated to a lower pressure in the solenoid pres-
sure regulator valve) has pushed all of the
shift valves downward, except for the splitter
2–16 Copyright © 1997 General Motors Corp.
shift valve, which opens when Solenoid F is
energized.
3. When the priority valve is fully upward, main
pressure is exerted on its lower end as well as
on its step area. The valve cannot move down-
ward until main pressure falls below that re-
quired to raise it initially.
g. Splitter Shift Valve
1. A spring pushes the splitter shift valve upward
when Solenoid F is energized. Hydraulic pres-
sure pushes the valve downward when Sole-
noid F is de-energized, and the solenoid check
ball seats.
2. When this spool valve is upward, hydraulic
pressure is directed to the splitter-low clutch.
When the valve is downward, hydraulic pres-
sure is directed to the splitter-high clutch.
When the splitter-high clutch is applied, the
splitter-low clutch exhausts through the bore of
the splitter-high trimmer. When the splitter-low
clutch is applied, the splitter-high clutch ex-
hausts through the bore of the splitter-low trim-
mer.
3. For models with lock-in-range, Solenoid G is
de-energized (valve closed) during splitter-low
operation. This retains splitter-low clutch pres-
sure at the bottom of the valve during splitter-
low operation. When energized, Solenoid G
provides the means to exhaust splitter-low
pressure at this point when it is desired to shift
to splitter-high operation.
4. For models with lock-in-neutral, Solenoid G is
not present.
h. Protection in the Event of Electrical Interruption
1. The shift valves (except for the splitter shift
valve) are arranged in a cascade system. This
arrangement ensures that only one range clutch
can be applied at a given time, because the ap-
ply pressure of each depends upon the released
position of the preceding valve. If two valves
should be in the apply position, only the one
that is first in line can receive apply pressure.
2. For models with lock-in-range, each of the for-
ward operation shift valves directs its clutch
apply pressure to the spring cavity beneath the
valve at the same time the clutch is charged.
 DESCRIPTION AND OPERATION
This ensures that the valve will remain in its
upward position (clutch applied) even though
the solenoid at the upper end of the valve is de-
energized (by electrical interruption). This hy-
draulic “hold” can be relieved only by the up-
ward movement of an adjacent shift valve, or
in the case of the low-range shift valve, by en-
ergizing Solenoid A. The splitter shift valve, in
splitter-low position, is unlocked by energizing
Solenoid G to exhaust the pressure from be-
neath the valve. These features are referred to
as lock-in-range, because the operating range
is retained even though an electrical interrup-
tion occurs during operation.
CAUTION:
Loss of hydraulic pressure (such as caused by
stopping the engine) relieves all hydraulic holds.
Only neutral will be obtained when the engine is
restarted following an electrical interruption.
3. Models with lock-in-neutral will shift into neu-
tral from any range if an electrical interruption
occurs.
4. For all models, the reverse shift valve will al-
ways go to neutral (exhaust position) if an
electrical interruption occurs during reverse
operation.
i. Trimmer System
1. The trimmer system includes four valve groups
in the lower section of the control valve assem-
bly. These are: reverse trimmer, low-range
trimmer, intermediate-range trimmer, and split-
ter-low trimmer.
2. The functions of the four trimmers are similar.
Each trimmer regulates the application of its
corresponding clutch, preventing shift shock
from abrupt clutch engagement. Each trimmer
initially limits the apply pressure of its clutch,
and then permits full apply pressure. Spring
force returns the valves to operating position.
3. A secondary function of the low-range, inter-
mediate-range, and splitter-low trimmers is a
regulation of the exhaust of preceding clutches.
This prevents both clutch slippage and exces-
sive clutch overlap during shifting.
Copyright © 1997 General Motors Corp.
4. Individual trimmer system valve groups are de-
scribed in Paragraphs 2–21j through 2–21m.
j. Reverse Trimmer
1. The reverse trimmer valve group includes a
valve stop and two springs in the lower end of
the valve bore, a valve near the middle of the
bore, and a spring and valve at the upper end of
the bore. Refer to Items 75 through 80 (Foldout
21). A reverse-clutch pressure passage is con-
nected to the upper end of the bore. An exhaust
port is provided just below the reverse clutch
pressure passage.
2. When the reverse clutch is applied, apply pres-
sure is sent to the top end of the upper valve.
Initially, the upper and lower valves are forced
downward against the springs until transmis-
sion fluid escapes at the exhaust port. The es-
cape of fluid, as long as it continues, reduces
clutch-apply pressure. However, fluid flows
through an orifice in the trimmer upper valve
to the cavity between the upper trimmer valve
and the lower trimmer valve. Hydraulic pres-
sure in this cavity forces the lower valve far-
ther downward to the stop. The lower valve
stops, but the flow through the orifice contin-
ues. The pressure below the upper trimmer
valve plus the spring force is greater than the
hydraulic pressure acting on the upper end of
the valve. This causes the upper trimmer valve
to move back up. This throttles, then stops, the
escape of fluid through the exhaust port. When
the escape of fluid is throttled, clutch pressure
rises. When the escape of fluid stops, clutch
pressure is maximized. The lower valve re-
mains downward until the clutch is released.
3. Upon release of the clutch, the spring pushes
all the trimmer components to the top of the
valve bore. In this position, the trimmer is reset
and ready for the next clutch application.
k. Low-Range Trimmer
1. The low-range trimmer valve group includes a
valve stop and two springs at the lower end of
the trimmer valve bore, a valve near the middle
of the bore, and a trimmer valve and spring at
the upper end of the bore. Refer to Items 69
through 74 (Foldout 21). A low-range clutch
pressure passage is connected to the upper end
2–17
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
of the bore. An exhaust port is provided just be-
low the low-range clutch pressure passage.
2. Exhaust passages from the low-range and
high-range shift valve bores connect to the
trimmer bore near the middle of the bore.
These passages, in conjunction with the posi-
tion of the trimmer lower valve, control the ex-
haust rates of preceding clutches.
3. The trimming function of the low-range trim-
mer is similar to that of the reverse trimmer
(Paragraph 2–21j).
l. Intermediate-Range Trimmer
n. Exhaust Regulator Valve
1. The intermediate-range trimmer valve group in-
cludes a valve stop and two springs at the lower
end of the trimmer valve bore, a valve near the
middle of the bore, and a trimmer valve and
spring at the upper end of the bore. Refer to
Items 63 through 68 (Foldout 21). An intermedi-
ate-range clutch pressure passage is connected
to the upper end of the bore. An exhaust port is
provided just below the intermediate-range
clutch pressure passage.
2. Exhaust passages from the intermediate-range
shift valve and to the exhaust regulator valve
are provided. These passages, in conjunction
o. Solenoids
with the position of the trimmer lower valve,
control the exhaust rate of the low-range
clutch.
3. The trimming function of the intermediate-
range trimmer is similar to that of the reverse
trimmer (Paragraph 2–21j).
m. Splitter-Low Trimmer
1. The splitter-low trimmer valve group includes
two springs and a valve stop in the lower end
of the trimmer valve bore, a trimmer lower
valve at the middle of the bore, and a spring
and trimmer upper valve at the upper end of the
valve bore. Refer to Items 53 through 58 (Fold-
out 21). A splitter-low clutch pressure passage
is connected to the upper end of the trimmer
valve bore. An exhaust port is provided just be-
low the splitter-low clutch pressure passage.
An exhaust passage from the splitter shift valve
bore is connected to the middle of the trimmer
valve bore. An exhaust port is provided just be-
2–18 Copyright © 1997 General Motors Corp.
low the splitter exhaust passage and another at
the lower end of the trimmer valve bore.
2. The trimming function of the splitter-low trim-
mer valve is similar to that of the reverse trim-
mer (Paragraph 2–21j).
3. A secondary function of the splitter-low trim-
mer is the regulation of splitter-high clutch ex-
haust. The position of the splitter-low trimmer
valve, in relation to the exhaust passages near
the middle of the trimmer valve bore, deter-
mines the exhaust rate of the splitter-high
clutch exhaust.
1. The exhaust regulator valve group includes a
valve guide pin, a spring, and a mushroom-
shaped valve. The valve seats in an opening in
the separator plate adjacent to the control valve
body. The spring maintains a slight force to
hold the valve in its seat (closed).
2. The exhaust regulator valve is a common point
through which several exhaust passages lead.
This arrangement provides an exhaust system
which dissipates almost all hydraulic pressure,
but yet retains fluid in the system to enable
quick response.
1. For lock-in-range models, the system includes
seven solenoids. These are identified as Sole-
noids A, B, C, D, E, F, and G in illustrations
and explanations.
2. For lock-in-neutral models, the system in-
cludes five solenoids. These are identified as
Solenoids B, C, D, E, and F in illustrations and
explanations.
3. These solenoids are identical components and
are not marked for identification. Electrical
leads which connect to the solenoids are
marked.
4. A solenoid electrically produces a magnetic
pulling force when energized. The magnetic
force lifts a plunger which allows a check ball
in the solenoid to unseat. The unseated check
ball opens a port which bleeds off hydraulic
pressure at the end of the shift valves faster
than the pressure can be sustained by fluid
coming into the area through an orifice. This
 DESCRIPTION AND OPERATION
permits the shift valve spring to push the shift
valve toward the solenoid (or relieves pressure
at the spring end of valve).
5. Solenoids are designed to be actuated by either
12V or 24V. The manual-electric control has
solenoids that match the voltage rating of the
equipment electrical system.
p. Shift Selector Assembly (Foldout 33)
1. The shift selector assembly (shift tower) is
manually operated and has eight selector posi-
tions. These are (from rear to front): Reverse,
Neutral, First, Second, Third, Fourth, Fifth,
and Sixth. The range indicator is correspond-
ingly marked R, N, 1, 2, 3, 4, 5, and 6. Each
shift position is gated, and the selector lever
must be pushed right or left, alternately, to
clear the gate separating each shift position
from the adjoining position.
2. Eight microswitches are operated by a cam at-
tached to the manual selector lever. Each posi-
tion of the lever opens and closes the switches
required to energize or de-energize the proper
combination of solenoids for that selector posi-
tion.
3. A solenoid which has its axis on a line with the
axis of the switch-operating cam acts as a
downshift inhibitor. It is energized when the
transmission lockup clutch engages. Lockup
clutch pressure closes the pressure-actuated
switch, which in turn energizes the inhibitor
solenoid. The inhibitor solenoid engages a dog
clutch arrangement which prevents the shift se-
lector lever from being moved to a lower range
position. The shift selector lever may be up-
shifted.
4. A lamp, which illuminates a translucent shift
guide, is included in the shift selector assem-
bly. It is connected to the equipment dash lamp
circuit. Both 12V and 24V systems use a 12V
lamp. A resistor is in series with the lamp in
24V systems.
q. Wiring Harness
1. A wiring harness connecting the selector as-
sembly to the valve body assembly transmits
the electrical signals that cause the transmis-
sion to respond to the movements of the shift
selector.
Copyright © 1997 General Motors Corp.
2. Fourteen wires are in the harness at the point
where it leaves the selector assembly. Six wires
branch off from the harness to attach to various
parts of the circuit. The remaining eight wires
attach to the main control valve body.
3. A sixteen-pin female connector is attached to
the selector end of the wiring harness. An
eight-pin female connector is attached to the
control valve body end of the harness. These
connectors push onto mating connectors on the
selector assembly and valve bodies. A nut at
each connector is tightened to secure the har-
ness ends.
2–22. MANUAL-ELECTRIC CONTROL
HYDRAULIC SYSTEM CIRCUITS
(Foldout 6)
NOTE:
• References to up, down, left, or right refer to posi-
tions or movements of components on Foldout 6.
• For manual-electric control system functions, refer
to Paragraph 2–18a.
• For manual-electric control system schematics, re-
fer to Paragraph 2–18b.
a. Neutral
1. The shift selector is in neutral, the equipment
engine is idling, and the transmission fluid tem-
perature is normal at 180–200˚F (83–93˚C). The
input pump, driven when the engine is operat-
ing, picks up transmission fluid from the sump
and pumps it into the hydraulic system.
2. The transmission fluid flows through the filters
to the main-pressure regulator valve. From the
regulator valve, the fluid flows to the lockup
shift valve and the flow valve. Fluid at the
lockup shift valve is stopped at the valve. At
the flow valve, fluid must flow through an ori-
fice. If the circuit beyond the valve requires
fluid, then the fluid moves the valve, bypassing
the orifice, and flows unrestricted through the
flow valve. When the flow valve moves, fluid at
the larger diameter end of the valve unseats the
2–19
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
check valve and enters the main hydraulic cir-
cuit (red) beyond the flow valve.
3. Even though the action of the flow valve oc-
curs every time there is a significant flow of
fluid through it, the primary purpose of the
flow valve is to disengage the lockup clutch
during an upshift or downshift, automatically
placing the transmission in converter opera-
tion. At that time, the movement of the flow
valve opens the ports that exhaust the lockup
clutch and shuts off the fluid supply.
4. Main pressure (red), leaving the flow valve, is
directed to the solenoid pressure regulator
valve and to the priority valve. At the solenoid
pressure regulator valve, a regulated solenoid
pressure (yellow/white) for controlling the
shift valves is produced and directed to each
shift valve. At each shift valve, the fluid must
pass through an orifice. At the priority valve,
fluid passes through an orifice and exerts up-
ward pressure on the step diameter of the
valve. In a parallel branch, fluid flows beneath
the lower end of the priority valve and is di-
rected to the splitter shift valve, two points on
the high-range shift valve, and the low-range
shift valve.
b. Protection in the Event of Electrical Interrup-
5. At the reverse shift valve, Solenoid B is de-en-
ergized and its check ball is seated. This retains
solenoid pressure and the valve is pushed
downward against its spring. The reverse
clutch is exhausted through the spring-loaded
exhaust regulator valve.
6. At the low-range shift valve, Solenoid C is de-
energized and its check ball is seated. For mod-
els with lock-in-range, Solenoid A is energized
and its check ball is unseated. For models with
lock-in-neutral, Solenoid A is not present. So-
lenoid pressure at the upper end of the valve
holds the valve downward against its spring.
The low-range clutch is exhausted via the bore
of the intermediate-range shift valve, through
the spring-loaded exhaust regulator valve, and
through the unseated check ball of Solenoid A
(if present).
2–20 Copyright © 1997 General Motors Corp.
7. At the intermediate-range shift valve, Solenoid
D is de-energized, and its check ball is seated.
Solenoid pressure, retained at the upper end of
the valve, forces the valve downward against
its spring. The intermediate-range clutch is ex-
hausted through the high-range shift valve bore
(valve downward), through the low-range trim-
mer valve bore, and then through the spring-
loaded exhaust regulator valve.
8. At the high-range shift valve, Solenoid E is de-
energized and its check ball is seated. Solenoid
pressure retained at the upper end of the shift
valve forces the valve downward against its
spring. The high-range clutch is exhausted di-
rectly through a hole in the separator plate.
9. At the splitter shift valve, Solenoid F is ener-
gized and its check ball is unseated. Solenoid
G (if present) is de-energized and its check ball
is seated. No pressure is retained at the upper
end of the valve, and the spring at the lower
end of the valve pushes the valve upward. With
the valve in its upward position, pressure is di-
rected to the splitter-low clutch (red/white) and
applies the clutch. Splitter-low clutch pressure
is also directed to the splitter-low trimmer
valve. The splitter shift valve remains upward
until Solenoid F is de-energized and Solenoid
G (if present) is energized.
tion While Operating in Neutral
1. Protection in the event of electrical interruption
while operating in neutral, as covered herein,
concerns only the design of the system to pro-
vide certain safeguards in the event of interrup-
tion of electrical power to the solenoids.
2. If total electrical power is interrupted while
the transmission is operating in neutral, the
transmission will remain in neutral (engine
running) regardless of any position which
might be manually selected after the interrup-
tion. Partial electrical interruption (one sole-
noid loses power) while operating in neutral
will permit the transmission to continue oper-
ation in neutral if the selector lever is not
moved. If electrical power to individual Sole-
noid A (if present) or Solenoid F is inter-
rupted while operating in neutral, erratic
 DESCRIPTION AND OPERATION
shifting can be expected if other selector posi-
tions are selected. Refer to Troubleshooting
(Paragraph 3–23).
c. Protection in the Event of Electrical Interrup-
tion While Operating in Forward Ranges
1. For models with lock-in-range, if electrical
power is interrupted completely during opera-
tion in any forward range, the transmission will
continue operation in that range if the equip-
ment engine is not stopped.
2. If the shift selector is moved, that same range
will be maintained in all selector lever posi-
tions. If the engine is stopped, the transmission
will go to neutral when the engine is restarted.
3. If electrical power to the individual energized
solenoids is interrupted during operation in any
forward range, the transmission will continue in
that same range until shifted out of that range or
until the engine is stopped. Thereafter, shifting
will be erratic in other selector positions. Refer
to Troubleshooting (Paragraph 3–23).
4. For models with lock-in-neutral, if electrical
power is interrupted completely during opera-
tion in any range, the transmission will shift to
neutral.
d. First-Range Operation
1. When the selector lever is moved from N (Neu-
tral) to 1 (First-range), Solenoid A (if present) is
de-energized and its check ball is seated. Sole-
noid F remains energized. Solenoid C is ener-
gized and its check ball is unseated.
2. When Solenoid A (if present) is de-energized,
no change occurs. Its check ball seats to retain
low-range clutch-apply pressure when the low-
range shift valve moves upward. For models
with lock-in-neutral, Solenoid A is not present.
3. When Solenoid C is energized, its check ball is
unseated and releases solenoid pressure (yellow/
white) from the upper end of the low-range shift
valve. Spring force pushes the shift valve up-
ward. Main pressure to the reverse shift valve is
cut off and reverse clutch-apply pressure is ex-
hausted to the sump.
Copyright © 1997 General Motors Corp.
4. For models with lock-in-range, main pressure
(red) is directed to the low-range clutch and to
the lower end of the shift valve. The low-
range clutch is applied. Pressure at the lower
end of the shift valve is greater than that at the
upper end. If electrical power is interrupted,
the valve remains upward (transmission re-
mains in first range).
5. For models with lock-in-neutral, main pressure
is directed to the low-range clutch and applies
the clutch. If electrical power is interrupted,
solenoid pressure at the top of the valve will
force the valve downward, exhausting the
clutch (transmission shifts to neutral).
6. Solenoid F is energized as it was in neutral op-
eration, and the splitter-low clutch is still ap-
plied.
7. When the low-range clutch is initially charged,
the low-range trimmer functions as described
in Paragraph 2–21k.
8. All other valve components remain in the posi-
tion they were in during neutral operation.
e. Second-Range Operation
1. When the selector lever is moved from 1 (First-
range) to 2 (Second-range), Solenoid F is de-
energized and Solenoid G (if present) is ener-
gized. Solenoid C remains energized.
2. When Solenoid F is de-energized, its check
ball is seated and solenoid pressure (yellow/
white) is exerted on the upper end of the split-
ter shift valve. This pressure exerts a down-
ward force on the shift valve. When Solenoid
G (if present) is energized and its check ball is
unseated, splitter-low pressure (red/white) is
released from the lower end of the splitter shift
valve. Solenoid pressure pushes the splitter
shift valve downward, the splitter-high clutch
is applied, and the splitter-low clutch is ex-
hausted. Solenoid C remains energized to re-
tain low-range clutch engagement. For models
with lock-in-neutral, Solenoid G is not present.
3. All other valves remain in the position they
were in during first-range operation.
2–21
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
f. Third-Range Operation
1. When the selector lever is moved from 2 (Sec-
ond-range) to 3 (Third-range), Solenoid G (if
present) and Solenoid C are de-energized and
Solenoids D and F are energized.
2. When Solenoid C is de-energized and its check
ball is seated, solenoid pressure (yellow/white)
is applied to the upper end of the low-range
shift valve. The shift valve is pushed down-
ward, by solenoid pressure, until it bottoms
against its stop. When downward, main pres-
sure to the low-range clutch is cut off. The low-
range clutch-apply circuit is exhausted via the
bore of the low-range shift valve, the bore of
the intermediate-range shift valve, and the in-
termediate-range trimmer valve.
3. When Solenoid D is energized and its check
ball is unseated, solenoid pressure (yellow/
white) is released from the upper end of the in-
termediate-range shift valve. The shift valve is
pushed upward by its spring. When upward,
the low-range clutch can begin to exhaust
through its main-pressure feed line, through
the intermediate-range shift valve bore,
through a check ball, through the intermediate-
range trimmer valve bore, and to the exhaust
regulator valve. When partially exhausted, the
low-range shift valve moves downward due to
solenoid pressure (yellow/white) at its upper
end (Solenoid C de-energized). When part way
down, the shift valve can complete the exhaust
of the low-range clutch through another pas-
sage which bypasses the ball check valve.
4. When the intermediate-range clutch is charged,
clutch pressure is also directed to the interme-
diate-range trimmer. It functions as described
in Paragraph 2–21l.
5. When Solenoid G (if present) is de-energized
and/or Solenoid F is energized, spring pressure
pushes the splitter shift valve upward. The
splitter-high clutch is released and the splitter-
low clutch is applied. Splitter-low clutch pres-
sure is also directed to the lower end of the
shift valve and to the upper end of the splitter-
low trimmer. For models with lock-in-neutral,
Solenoid G is not present.
6. At the lower end of the splitter shift valve,
splitter-low clutch pressure can hold the valve
upward in case of power interruption to Sole-
2–22 Copyright © 1997 General Motors Corp.
noid F. At the splitter-low trimmer, the trimmer
functions as explained in Paragraph 2–21m.
7. All other valves remain in the position they
were in during second-range operation.
g. Fourth-Range Operation
1. When the selector lever is moved from 3
(Third-range) to 4 (Fourth-range), Solenoid F
is de-energized and Solenoid G (if present) is
energized. Solenoid D remains energized.
2. When Solenoid F is de-energized and its check
ball is seated, solenoid pressure (yellow/white)
is applied to the splitter shift valve and pushes
the valve downward. Solenoid G (if present) is
energized and its check ball is unseated to re-
lieve splitter-low pressure at the lower end of
the splitter shift valve. When the splitter shift
valve moves downward, main pressure is di-
rected to the splitter-high clutch. The splitter-
low clutch exhausts through a port at the left
side of the valve bore. Solenoid D remains en-
ergized to retain the intermediate-range shift
valve in its upward position. For models with
lock-in-neutral, Solenoid G is not present.
h. Fifth-Range Operation
1. When the selector lever is moved from 4
(Fourth-range) to 5 (Fifth-range), Solenoids G
(if present) and D are de-energized and Sole-
noids E and F are energized.
2. When Solenoid G (if present) is de-energized
and Solenoid F is energized, solenoid pressure
is released from the upper end of the splitter
shift valve. Spring force pushes the shift valve
upward and the valve directs splitter-low clutch-
apply pressure (red/white) to the splitter-low
clutch. The splitter-high clutch exhausts through
the splitter-low trimmer valve bore. This ex-
haust is regulated by the downward movement
of the trimmer lower valve. The splitter-low
clutch is trimmed by the splitter-low trimmer, as
explained in Paragraph 2–21m. For models with
lock-in-neutral, Solenoid G is not present.
3. When Solenoid E is energized, solenoid pres-
sure (yellow/white) is released from the upper
end of the high-range shift valve, and the valve
moves upward. This directs main pressure to
the high-range clutch. At the same time, the
high-range shift valve opens a passage through
which the cavity at the lower end of the inter-
 DESCRIPTION AND OPERATION
mediate-range shift valve can exhaust. This
permits the intermediate-range shift valve to
move downward, due to solenoid pressure (yel-
low/white) retained when Solenoid D was de-
energized.
4. The intermediate-range clutch exhausts
through a passage to the high-range shift valve
bore, then to the splitter shift valve bore, and
then to the splitter-low trimmer valve bore. At
the trimmer valve bore, exhaust is initially reg-
ulated through an orifice. Then, when the split-
ter-low trimmer acts, the exhaust is direct
(bypassing the orifice).
5. All other valves are in the position they were in
for fourth-range operation.
i. Sixth-Range Operation
1. When the selector lever is moved from 5
(Fifth-range) to 6 (Sixth-range), Solenoid F is
de-energized, Solenoid G (if present) is ener-
gized, and Solenoid E remains energized.
2. When Solenoid F is de-energized, its check
ball is seated and solenoid pressure is exerted
upon the upper end of the splitter shift valve.
When Solenoid G (if present) is energized, its
check ball is unseated and relieves splitter-low
clutch pressure at the lower end of the splitter
shift valve. The valve moves downward and
exhausts the splitter-low clutch and applies the
splitter-high clutch. For models with lock-in-
neutral, Solenoid G is not present.
3. Solenoid E remains energized, and the high-
range shift valve remains upward to apply the
high-range clutch.
4. All other valves are in the position they were in
for fifth-range operation.
j. Reverse Operation
1. Regardless of which forward range is selected,
the selector lever must pass through N (Neu-
tral) before R (Reverse) is selected. In neutral,
Solenoids A (if present) and F are energized.
Refer to Paragraph 2–22a.
2. When the selector lever is moved from N (Neu-
tral) to R (Reverse) position, Solenoid B is ener-
gized. Solenoids A (if present) and F remain
energized.
Copyright © 1997 General Motors Corp.
3. When Solenoid B is energized, its check ball is
unseated and solenoid pressure is relieved at
the upper end of the reverse shift valve. The
spring at the lower end of the reverse shift
valve pushes the valve upward. In its upward
position, the valve directs main pressure to the
reverse clutch and engages the clutch.
4. Reverse clutch-apply pressure is also directed
to the reverse trimmer valve. The reverse trim-
mer functions as described in Paragraph 2–21j.
5. Solenoid F remains energized to retain splitter-
low operation. Solenoid A (if present) remains
energized to prevent trapping low-range clutch-
apply pressure at the lower end of the low-range
shift valve in the event of a quick shift from low
range to reverse (the selector would not be in
neutral long enough to permit the low-range
shift valve to bottom and exhaust the low-range
clutch). For models with lock-in-neutral, Sole-
noid A is not present.
k. Protection in the Event of Electrical Interrup-
tion While Operating in Reverse
1. If electrical power is interrupted completely
during reverse operation, the transmission will
go to neutral and remain in neutral regardless
of shift selector placement.
2. If electrical power to Solenoid B only is inter-
rupted, the transmission will go to neutral and
remain there until the selector lever is moved
to another position. Shifting to any forward
range will occur normally.
3. If electrical power to Solenoids A (if present)
or F is interrupted during operation in reverse,
the transmission will remain in reverse until
the selector lever is moved or the equipment
engine is stopped. Thereafter, shifting will be
erratic when the engine is restarted and the
shift selector moved to other positions. Refer
to Troubleshooting (Paragraph 3–23).
l. Protection in the Event of Electrical Interrup-
tion While Operating Dual-Electric Equipment
1. When the electric control system is included in
transmissions for equipment having front and
rear power units, the rear-unit control system
has lock-in-neutral and the front-unit control
2–23
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
system has lock-in-range. Refer to Paragraphs
2–21h and 2–22b, c, and k.
2. If electrical power to any individual Solenoid B,
C, D, or E in the rear unit is interrupted, it will
cause the rear unit to go to neutral if the trans-
mission is operating in the range requiring that
solenoid to be energized. Operation in other
ranges will not be affected.
3. If electrical power to splitter shift valve Sole-
noid F is interrupted during second, fourth, or
sixth range operation, there will be no effect on
transmission operation. However, if such an in-
terruption occurs during operation in reverse,
first, third, or fifth range, the electrical inter-
ruption will cause an upshift to the next higher
range.
4. If any neutral condition in the rear unit exists
while the selector is in either a forward or re-
verse position, investigate to determine if elec-
trical interruption is the cause. Similarly, if
there is any conflict between engine speed syn-
chronization of the front and rear units during
operation in reverse, first, third, and fifth
ranges, investigate to determine if splitter valve
solenoid electrical interruption is the cause.
2–23. SPG-CONTROL AUTOMATIC-
ELECTRIC HYDRAULIC SYSTEM
AND CIRCUITS (Foldout 6)
NOTE:
• Only the system components that differ from those
in the manual-electric system and circuits (Para-
graphs 2–21 and 2–22) are described.
• References to up, down, left, or right refer to posi-
tions or movements of components on Foldout 6.
• For SPG-control automatic-electric hydraulic sys-
tem functions, refer to Paragraph 2–18a.
• For SPG-control automatic-electric hydraulic sys-
tem schematics, refer to Paragraph 2–18b.
a. Description
1. The SPG-control automatic-electric control sys-
tem consists of the components shown on Fold-
out 34. Components are selective for equipment
which has either a 12V or 24V electrical system.
2–24 Copyright © 1997 General Motors Corp.
2. The system uses either 12V-to-24V converter 4
(for 12V equipment) or 24V overload protector
5 (for 24V equipment) as a power supply unit.
The equipment battery supplies electrical power.
3. Other components of a system are shift selec-
tor 1 (Foldout 35), Shift Pattern Generator
(SPG) 1 (Foldout 34), throttle potentiometer
assembly 9, magnetic pickup assembly 8, cab
and equipment wiring harnesses 6 and 7, and
the control valve assembly (Foldout 21).
4. The mechanical components of the system in-
clude gear 14 (Foldout 28), gear 47 (Foldout
29), gear 44 (Foldout 30), or gear 72 (Foldout
31), located on the output shaft, and throttle le-
ver 10 (Foldout 34). The gear teeth run in
proximity to the end of the magnetic pickup,
and induce electrical impulses in the magnetic
pickup. A mechanical linkage connects the
throttle lever to the equipment throttle control.
b. Operation
1. The automatic-electric control system selects
the proper transmission drive ratio for the most
efficient operation of the equipment under all
conditions of speed, load, throttle position, and
range selection.
2. The operator selects the range within which he
wants the transmission to operate. This may be
any one of the eight positions on the shift selec-
tor, shown in Figure 2–4. The range indicator,
mounted on the side of the shift selector, has
eight indicator lights (R, N, D, 5, 4, 3, 2, and 1)
which indicate the range in which the transmis-
sion is operating. A ninth indicator light (lock-
in-range) indicates that an electrical interruption
has occurred and the transmission is locked in
the forward range it was in at the time of the in-
terruption. If the interruption has occurred dur-
ing reverse operation, the transmission will have
shifted to neutral.
3. For the range selected, the shift selector trans-
mits an electrical signal to the SPG. The SPG
also receives pulse signals indicating equip-
ment speed from the magnetic pickup and a
signal from the throttle potentiometer indicat-
ing equipment throttle position.
 DESCRIPTION AND OPERATION
SELECTOR LEVER
LOCK-IN-RANGE
INDICATOR LIGHT
RANGE
INDICATOR
Figure 2–4. Shift Selector and Range Indicator
4. The three SPG inputs are converted electroni-
cally to a signal pattern which is transmitted to
the control valve assembly. The range selected
by the operator, the equipment (transmission
output) speed, and the throttle position deter-
mine the signal pattern sent to the control valve
assembly.
5. If a forward range is selected, the transmission
starts out in first range and upshifts automati-
cally within the selected range. Timing of up-
shifts and downshifts is based on equipment
speed and throttle position. At closed throttle,
both upshifts and downshifts occur at lower
speeds than at open throttle.
6. The SPG includes components that protect the
engine and equipment drive train from down-
Copyright © 1997 General Motors Corp.
1 — FIRST RANGE ONLY
2 — AUTOMATIC SHIFTING,
FIRST AND SECOND RANGES
3 — AUTOMATIC SHIFTING,
FIRST THROUGH THIRD RANGES
4 — AUTOMATIC SHIFTING,
FIRST THROUGH FOURTH RANGES
5 — AUTOMATIC SHIFTING,
FIRST THROUGH FIFTH RANGES
SHIFT SELECTOR
GATE PIN
DR (DRIVE) — AUTOMATIC SHIFTING,
FIRST THROUGH SIXTH RANGES
N (NEUTRAL)
R (REVERSE) — NO AUTOMATIC SHIFTS H00692
shifts at excessively high speeds. If an acciden-
tal high speed downshift or a premature
selection of neutral or reverse occurs, the in-
hibitor will prevent engine damage due to an
overspeed condition. The transmission will
progressively downshift at safe engine speeds
until the range selected can be attained. Throt-
tle position will not influence such downshifts.
7. Refer to Paragraphs 2–21 and 2–22 for the de-
scription and operation of the control valve as-
sembly. While Paragraphs 2–21p and 2–21q
and Paragraph 2–22 pertain specifically to
manual shifting, the responses of the control
valve in each range are similar. The control
valve assemblies for SPG-controlled auto-
matic-electric systems are identical to those for
manual-electric systems.
2–25
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
c. Lock-In-Range Downshift Protection
1. The lock-in-range protective circuitry in the
SPG prevents sudden downshifts and is acti-
vated when there is electrical interruption in the
magnetic pickup or the wires to the pickup, in
the valve body solenoids, or when severe brak-
ing effort (panic stop) occurs.
2. When the lock-in-range circuitry is activated, it
turns off all power to the valve body solenoids.
This causes the valves to hydraulically lock the
transmission in the forward range in which it
was operating at the time. If the electrical inter-
ruption occurs while operating in reverse, the
transmission will automatically go into neutral.
d. Lock-In-Range Reset Procedure
1. If the lock-in-range circuit has been activated,
for any reason, reset the circuit as follows:
• Turn off electrical power to the SPG, and
shut down the engine for approximately 5 to
10 seconds.
• Start the engine, and turn on the electrical
power to the SPG.
NOTE:
In some equipment, the input power to the SPG de-
pends on the engine oil pressure switch (Paragraph
2–23g or 2–23h). Other equipment may provide the
input power through the equipment on/off lock
switch.
2. After resetting the circuit, select the desired
operating range. Be sure the transmission is ac-
tually in the range selected before increasing
the engine throttle.
e. Operation After Lock-In-Range Reset
1. If the lock-in-range circuit was activated due to
an electrical interruption in the magnetic
pickup or the pickup wiring, the equipment
will operate only in first, neutral, and reverse.
2. If the circuit was activated due to an electrical
interruption in the valve body solenoids, the
2–26 Copyright © 1997 General Motors Corp.
equipment operation will be somewhat erratic
depending on which solenoid was affected.
3. If the circuit was activated due to a panic stop,
the reset procedure will return the equipment
to normal operation.
f. Electrical Connections
WARNING!
Welding on the equipment may induce currents
and voltages in the transmission electronic con-
trols. Sudden and unexpected movement may oc-
cur if the transmission controls are accidentally
activated. To avoid injury or property damage,
always disconnect the Shift Pattern Generator
(SPG) before welding on the equipment.
1. In addition to seven multi-pin connectors,
there are nine individual leads coming from
the cab wiring harness that connects the shift
selector and SPG.
2. These leads are colored (3 black, 2 red, 2
white, 1 blue, and 1 green). These leads are
connected as shown in Figure 2–5 or 2–6.
3. Other wiring varies, depending upon whether a
negative- or positive-ground system is required.
g. Negative-Ground System
1. Figure 2–5 illustrates a negative-ground sys-
tem for either a 12V equipment electrical sys-
tem (which requires the 12V-to-24V con-
verter), or a 24V equipment electrical system
(which requires the 24V overload protector).
2. The wire from No. 1 terminal of the power sup-
ply unit connects to the positive pole of the equip-
ment electrical system. A normally-open, engine-
oil pressure switch, that closes at a pressure lower
than minimum engine oil pressure, should be in
this line.
 DESCRIPTION AND OPERATION

12V-TO-24V CONVERTER OR
24V OVERLOAD PROTECTOR
WHITE — Connect in
series with equipment 4 3 2 1
starter circuit

TO — ENGINE-OIL
GREEN TO — PRESSURE SWITCH
REVERSE SIGNAL (+ INPUT FROM EQUIPMENT)

EQUIPMENT
FRAME GROUND

BLUE TO — TO — GROUND TERMINAL (–) OF

RED EQUIPMENT BATTERY
EQUIPMENT BLACK
LIGHT SWITCH

BLACK
FROM SHIFT PATTERN GENERATOR (SPG)
RED
FROM SHIFT
SELECTOR

V00725.01

Figure 2–5. Negative Ground System — Connections for 12V-to-24V Converter, or 24V Overload Protector

12V-TO-24V CONVERTER

WHITE — Connect in
series with equipment 4 3 2 1
starter circuit

TO — GROUND
GREEN TO — TERMINAL (+)
REVERSE SIGNAL OF EQUIPMENT
BATTERY

EQUIPMENT
FRAME GROUND

BLUE TO — TO — ENGINE-OIL PRESSURE

RED SWITCH (– INPUT FROM EQUIPMENT)
EQUIPMENT BLACK
LIGHT SWITCH

BLACK
FROM SHIFT PATTERN GENERATOR (SPG)
RED
FROM SHIFT
SELECTOR

V00724.01

Figure 2–6. Positive Ground System — Connections for 12V-to-24V Converter

Copyright © 1997 General Motors Corp. 2–27

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
3. The wire from No. 2 terminal of the power
supply unit connects to the equipment battery
negative (ground) pole.
h. Positive-Ground System
1. Figure 2–6 illustrates a positive-ground sys-
tem for a 12V equipment electrical system.
Only the 12V-to-24V converter may be used
in a positive ground system. The 24V over-
load protector cannot be used in a positive-
ground system.
2. The wire from the No. 1 terminal of the con-
verter connects to the positive pole (ground) of
the equipment electrical system.
3. The wire from the No. 2 terminal of the con-
verter connects to the negative pole of the
equipment electrical system. This connection
should be made through an engine-oil pressure
switch as described in Paragraph 2–23g(2).
i. Fusing and Overload Protection
CAUTION:
Damage to system components can occur if cir-
cuits are over-fused.
1. An SFE 9A fuse is installed in the shift selec-
tor. This fuse protects the neutral start switch.
2. The 12V-to-24V converter unit is equipped with
an SFE 71/2 A fuse. This fuse protects the trans-
mission control system from transient or steady
high current from the equipment electrical
system.
3. The 24V overload protector is equipped with a
circuit breaker that opens when any transient or
steady high current is sent to the transmission
control system from the equipment electrical
system. This circuit breaker is automatically re-
set by interrupting the electrical supply from the
equipment electrical system (by stopping, then
restarting the engine when an engine-oil pres-
sure switch is included).
2–28 Copyright © 1997 General Motors Corp.
2–24. ELECTRONIC CONTROL
HYDRAULIC SYSTEM
AND CIRCUITS
(Models Without Trim Boost)
(Foldout 6)
NOTE:
• Only the system components that differ from those
in the manual-electric system and circuits (Para-
graph 2–21 and 2–22) are described.
• References to up, down, left, or right refer to posi-
tions or movements of components on Foldout 6.
• For electronic control hydraulic system functions,
refer to Paragraph 2–18a.
• For electronic control hydraulic system schematics,
refer to Paragraph 2–18b.
a. Electronic Control Unit (ECU). The Electronic
Control Unit (ECU) (Figure 2–7) contains a micro-
computer which receives and processes signals from
various switches and sensors. The ECU can then con-
trol transmission operation by actuating the appropri-
ate solenoids. The ECU can also perform diagnostic
functions and identify electronic system problems
with a displayed code.
b. Shift Selector
1. The two types of electronic control shift selec-
tors are touch-pad (Figure 2–8) and shift lever
(Figure 2–9).
NOTE:
• For models with touch-pad selector, proceed with
Step (2).
• For models with shift lever selector, proceed to
Step (3).
 DESCRIPTION AND OPERATION
through fourth range); 3 (automatic shifting,
ELECTRONIC first range through third range); 2 (automatic
CONTROL
UNIT shifting, first range to second range); 1 (first
IDENTIFYING
LABELS (ECU) range). The shift selector also incorporates a
DO NOT SHIFT light. When any one of the
touch pads is pressed, a “click” is felt and the
pad lights to indicate the transmission is ready
to operate in the selected range. Proceed to
Step (4).

3. The lever shift selector (Figure 2–9) is electro-

mechanical and has a movable lever. Movement
of the lever activates electronic circuits within
the shift selector (there is no mechanical link-
CHASSIS WIRING HARNESS
CONNECTION (J1B) age attached to the lever). A two-finger shift le-
ver latch release is located below the lever end
CAB WIRING HARNESS SECONDARY MODE
CONNECTION (J1A) HARNESS CONNECTION (J3) cap. The shift lever cannot be moved through
H00688.01
the detents until the two-finger shift latch is
pulled toward the lever end cap. There are nine
separate positions on the shift lever quadrant:
Figure 2–7. Electronic Control Unit (ECU)
R1 (Reverse-1); R2 (Reverse-2); N (Neutral);
D (automatic shifting, first range through sixth
range); 5 (automatic shifting, first range
through fifth range); 4 (automatic shifting, first
range through fourth range); 3 (automatic shift-
ing, first range to third range); 2 (automatic
shifting, first range to second range); 1 (first
range). The shift selector also incorporates two
DO NOT SHIFT lights. When any one of the
forward drive ranges is selected, detents within
the shift selector will hold the lever in the se-
lected position. Also, detents within the shift
selector hold the shift lever at N (Neutral) and
out of R (Reverse).

4. When a serious irregularity is detected in the

SHIFT SELECTOR
H00695
Figure 2–8. Typical Electronic Control Touch-Pad
Shift Selector
2. The touch-pad selector (Figure 2–8) is totally
electronic. The shift selector displays seven
snap-dome pads: R (Reverse); N (Neutral); D
(automatic shifting, first range through sixth
range); 4 (automatic shifting, first range
system, a buzzing tone is produced and the DO
NOT SHIFT lights flash continuously. This in-
dicates that the operator is not to shift the
transmission because the shift selector and the
electronic control will not respond. For models
with lock-in-range downshift protection, the
transmission will stay in the range it was in at
the time the DO NOT SHIFT lights were acti-
vated regardless of what range is selected at the
shift selector. For models with lock-in-neutral,
the transmission will shift to neutral when the
DO NOT SHIFT lights are activated.

Copyright © 1997 General Motors Corp. 2–29

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
SHIFT SELECTOR H00696
Figure 2–9. Typical Electronic Control
Lever Shift Selector
c. CHECK TRANS Light
1. The OEM-supplied CHECK TRANS light may
be located on the equipment instrument panel.
2. This light comes on every time the system is
turned on as a lamp check and also when the
ECU finds an irregularity in the system. If the
CHECK TRANS light comes on and the DO
NOT SHIFT light(s) remains off, the irregular-
ity is minor. In some cases, the transmission will
continue to operate in a normal manner. How-
ever, in other cases the ECU will take action to
reduce the possibility of damage to the equip-
ment or the transmission. For example, the ECU
may prevent operation in higher ranges.
d. Throttle Sensor
1. A remote-mounted throttle sensor is located in
the engine compartment. This sensor consists
of a push-pull cable and a potentiometer. One
end of the cable is attached via an OEM-sup-
plied bracket to the engine fuel lever (the ad-
justable bracket attaches to the governor fuel
lever on diesel engines). The other end of the
cable is attached to a potentiometer which is
inside a protective housing. Voltage readings
from the potentiometer are sent to the ECU via
the wiring harness.
2–30 Copyright © 1997 General Motors Corp.
OUTPUT SPEED SENSOR
H00697
Figure 2–10. Output Speed Sensor (Magnetic Pickup)
2. Movement of the throttle causes a change in
the voltage signal to the ECU, which is pro-
grammed to recognize the signal as a percent
of throttle. When the throttle is wide open, the
ECU will cause upshifts to occur near the en-
gine governed speed. Part throttle will cause
upshifts to occur at a lower engine speed.
When the throttle is closed, the ECU may de-
lay the release of the lockup clutch to provide
better engine braking. All modulation of shifts
occurs as a result of the throttle sensor.
e. Output Speed Sensor (Figure 2–10)
1. The output speed sensor (magnetic pickup) is
located in the rear housing. The magnetic end
of the sensor is positioned near the speed sen-
sor gear (39- or 41-tooth) located on the trans-
mission output shaft. The chassis harness con-
nects the speed sensor to the ECU.
2. Rotation of the output shaft causes the gear teeth
to pass through the magnetic field at the end of
the sensor. The passing of each gear tooth inter-
rupts the magnetic field and generates an electri-
cal pulse which is directed to the ECU (a 39-
tooth gear would produce 39 pulses for each rev-
olution of the output shaft). The ECU uses this
signal (speed), the throttle sensor signal (power
demand), and shift selector position to control
upshifts, downshifts, and lockup operation.
 DESCRIPTION AND OPERATION

ECU CONNECTOR THROTTLE

(J1B) SENSOR CONNECTOR
SPEED
SENSOR TRIM BOOST CONNECTOR
CONNECTOR (MODELS WITH TRIM BOOST)
MAIN CONTROL
ELECTRIC LOCKUP CONNECTOR VALVE BODY
(MODELS WITH ELECTRIC LOCKUP) CONNECTOR H00699

Figure 2–11. Typical Electronic Control Chassis Wiring Harness

LEVER-TYPE SHIFT
SELECTOR CONNECTOR*

Interface with stall

check switches,
secondary mode
functions, or other
ECU CONNECTOR (J1A) ECU special features
DIAGNOSTIC DATA CONNECTOR
INTERFACE WITH EQUIPMENT READER (DDR)
ELECTRICAL SYSTEM (J3) H00700
HOOKUP
* For touch-pad shift selector, this connector is round. H00698.01

Figure 2–12. Typical Electronic Control Figure 2–13. Typical Electronic Control
Cab Wiring Harness Secondary Mode Wiring Harness

Copyright © 1997 General Motors Corp. 2–31

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
f. Wiring Harnesses. Three wiring harnesses are
used to connect the components of the electronic con-
trol system. The chassis harness (Figure 2–11) con- MAIN
nects the ECU to the components located in the engine
compartment (e.g., transmission, throttle sensor, and
speed sensor). The cab harness (Figure 2–12) connects
the components located at the instrument panel: the TO LOCKUP CLUTCH

ECU, shift selector, and Diagnostic Data Reader

(DDR) hookup. This harness also connects the ECU to
the equipment electrical system. The secondary mode
harness (Figure 2–13) connects the ECU to special
functions (e.g., stall checks, special pumping, or dual-
ORIFICE
mode operation). LOCKUP SOLENOID

g. Lockup (Models With Electric Lockup) MAIN PRESSURE

EXHAUST OR SUMP
1. Upon start-up of the transmission, main hy- V00701
draulic fluid pressure is supplied to the top of
the lockup valve, the side of the lockup valve,
and the lockup spring pocket through an ori-
fice. The lockup clutch is exhausted through Figure 2–14. Electronic Lockup —
the valve (Figure 2–14). Hydraulic Schematic

2. The lockup solenoid is energized by a signal
from the ECU, exhausting main pressure from
the spring pocket. Although main pressure
fluid continues to feed into the spring pocket,
the effective orifice in the solenoid is large
enough to allow the spring pocket to be ex-
hausted since the spring pocket feed is through
a smaller orifice. Main pressure at the top of
the lockup valve then overcomes the spring
force and the valve moves down. The exhaust
is then cut off and main pressure is fed to the
lockup clutch through the lockup valve.
3. When the solenoid is de-energized, the spring
pocket exhaust is closed, main pressure com-
bines with the spring force in the spring pocket
to overcome the main pressure at the top of the
valve, and the valve moves to the up position.
Lockup feed is cut off and the lockup clutch
exhausts through the lockup valve.
h. Operation of the Electronic Control System
1. The electronic control system selects the
proper transmission drive ratio for the most ef-
ficient operation of the equipment under all
conditions of speed, load, throttle position, and
range selection.
2. The operator selects the desired range, which
may be any one of eight positions at the shift
selector.
3. The shift selector transmits an electronic signal
to the ECU. The ECU also receives pulse sig-
nals indicating equipment speed from the
speed sensor and a signal from the throttle sen-
sor indicating throttle position.
4. The three inputs are transmitted to the ECU
which sends the electronic signals to the con-
trol valve assemblies. The range selected by
the operator, the equipment (transmission out-
put) speed, and the throttle position determine
the signal sent to the solenoids in the control
valve assemblies.
5. If a forward range is selected, the transmission
starts out in first range and upshifts automati-
cally within the selected range. Timing of up-
shifts and downshifts is based on equipment
speed and throttle position. At closed throttle,
both upshifts and downshifts occur at lower
speeds than at open throttle.

2–32 Copyright © 1997 General Motors Corp.

 DESCRIPTION AND OPERATION
6. The ECU includes a program that protects the
engine and equipment drive train from down-
shifts at excessively high speeds. If an acciden-
tal high speed downshift or a premature
selection of neutral or reverse occurs, the ECU
will prevent engine damage due to an over-
speed condition. The transmission will pro-
gressively downshift at safe engine speeds
until the range selected can be attained. Throt-
tle position will not influence such downshifts.
7. Refer to Paragraphs 2–21 and 2–22 for the de-
scription and operation of the hydraulic system
and circuits. While Paragraphs 2–21p and 2–21q
and Paragraph 2–22 pertain specifically to man-
ual shifting, the responses of the hydraulic sys-
tem and circuits in each range are similar. The
control valve assemblies for electronic-control
systems without trim boost are similar to those
for manual-electric systems.
b. Reverse Trimmer
2–25. ELECTRONIC CONTROL
HYDRAULIC SYSTEM AND
CIRCUITS (Models With Trim Boost)
(Foldout 7)
NOTE:
• Only the system components that differ from those
in the electronic control system without trim boost
(Paragraph 2–24) are described.
• References to up, down, left, or right refer to posi-
tions or movements of components on Foldout 7.
• For electronic control hydraulic system functions,
refer to Paragraph 2–18a.
• For electronic control hydraulic system schematics,
refer to Paragraph 2–18b.
a. Trimmer System
1. The trimmer system includes six valve groups
in the lower section of the control valve assem-
bly. These are: reverse trimmer, low-range
trimmer, intermediate-range trimmer, splitter-
Copyright © 1997 General Motors Corp.
high trimmer, splitter-low trimmer, and trim
boost regulator.
2. Functions are similar for each of the trimmers.
Each trimmer regulates the application of its
respective clutch, by limiting the initial apply
pressure and then permitting full apply pres-
sure. Trimming prevents shift shock resulting
from abrupt clutch engagement.
3. During full throttle conditions, trim boost
pressure at the trim boost regulator valve as-
sists the trimmer springs causing a firm shift.
At closed throttle, trim boost pressure is ab-
sent, the trimmer springs are not boosted, and
the shifts are softer (more trimming of the
shift).
4. A secondary function of the range trimmers is
regulation of the exhaust of preceding clutches.
This regulation prevents both clutch slippage
and excessive clutch overlap during shifting.
1. This valve group includes a valve stop and two
springs in the lower end of the valve bore, a
valve near the middle of the bore, and a valve
at the upper end of the bore. A reverse clutch-
apply pressure passage is connected to the up-
per end of the bore. An exhaust port is just be-
low the reverse clutch-apply pressure passage.
A passage at the lower end of the bore con-
nects the cavity to the trim boost valve.
2. When the reverse clutch is applied, pressure is
sent to the top end of the trimmer valve. When
apply pressure overcomes trim boost pressure,
the two valves are forced downward against the
springs until fluid escapes at the exhaust port.
The escape of fluid, as long as it continues, re-
duces clutch-apply pressure. At the same time,
fluid flows through an orifice in the upper valve
to the cavity between the two valves. Pressure
in this cavity forces the lower valve downward
to the stop. The lower valve stops, but the flow
through the orifice in the upper valve contin-
ues. The pressure below the upper valve pushes
the upper valve back to the upper end of the
2–33
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
valve bore. This throttles, then stops, the es-
cape of fluid to exhaust. When the escape of
fluid is throttled, clutch pressure rises. When
the escape of fluid stops, clutch pressure is at
its maximum. The lower valve remains down-
ward until the clutch is released.
3. Upon release of the clutch, trim boost pressure
and the springs push all the trimmer components
to the top of the valve bore. In this position, the
trimmer is reset and ready for the next clutch ap-
plication.
c. Low-Range Trimmer
1. This valve group includes a valve stop and two
springs at the lower end of the trimmer valve
bore, a valve near the middle of the bore, and a
trimmer valve at the upper end of the bore. A
low-range clutch-apply pressure passage is
connected to the upper end of the bore. An ex-
haust port is just below the low-range clutch-
apply pressure passage. A passage at the lower
end of the bore connects the cavity to the trim
boost valve.
2. Exhaust passages from the intermediate-range
and high-range shift valve bores connect to the
trimmer bore near the middle of the bore.
These passages, in conjunction with the posi-
tion of the trimmer lower valve, control the ex-
haust rates of preceding clutches.
3. The trimming function of the low-range trim-
mer is similar to that of the reverse trimmer
(Paragraph 2–25b).
d. Intermediate-Range Trimmer
1. This valve group includes a valve stop and two
springs at the lower end of the trimmer valve
bore, a valve near the middle of the bore, and a
trimmer valve at the upper end of the bore. An
intermediate-range clutch-apply pressure pas-
sage is connected to the upper end of the bore.
An exhaust port is provided just below the in-
termediate-range clutch-apply pressure pas-
sage. A passage at the lower end of the bore
connects the cavity to the trim boost valve.
2–34 Copyright © 1997 General Motors Corp.
2. Exhaust passages from the low-range shift valve
and to the exhaust regulator valve are also pro-
vided. These passages, in conjunction with the
position of the trimmer lower valve, control the
exhaust rate of the low-range clutch.
3. The trimming function of the intermediate-
range trimmer is similar to that of the reverse
trimmer (Paragraph 2–25b).
e. Splitter-High Trimmer
1. This valve group includes two springs and a
valve stop in the lower end of the trimmer
valve bore, a valve near the middle of the bore,
and a trimmer valve at the upper end of the
bore. A splitter-high clutch-apply pressure pas-
sage is connected to the upper end of the bore.
An exhaust port is provided just below the
splitter-high clutch-apply pressure passage. An
exhaust passage from the splitter shift valve
bore is connected to the middle of the trimmer
valve bore. An exhaust port is provided just
above the splitter-low exhaust passage. A pas-
sage at the lower end of the bore connects the
cavity to the trim boost valve.
2. The trimming function of the splitter-high
trimmer valve is similar to that of the reverse
trimmer (Paragraph 2–25b).
3. A secondary function of the splitter-high trim-
mer is regulation of splitter-low clutch exhaust.
The position of the trimmer lower valve, in re-
lation to the exhaust passage near the middle of
the trimmer valve bore, determines the exhaust
rate of the splitter-low clutch exhaust.
f. Splitter-Low Trimmer
1. This valve group includes two springs and a
valve stop in the lower end of the trimmer
valve bore, a valve near the middle of the
bore, and a trimmer valve at the upper end of
the bore. A splitter-low clutch pressure pas-
sage is connected to the upper end of the bore.
 DESCRIPTION AND OPERATION
An exhaust port is provided just below the
splitter-low clutch-apply pressure passage. An
exhaust passage from the splitter shift valve
bore is connected to the middle of the trimmer
valve bore. An exhaust port is provided just
below the splitter-high exhaust passage. A
passage at the lower end of the bore connects
the cavity to the trim boost valve.
2. The trimming function of the splitter-low trim-
mer is similar to that of the reverse trimmer
(Paragraph 2–25b).
3. A secondary function of the splitter-low trim-
mer is regulation of splitter-high clutch ex-
haust. The position of the trimmer lower valve,
in relation to the exhaust passages near the
middle of the trimmer valve bore, determines
the exhaust rate of the splitter-high clutch ex-
haust.
g. Trim Boost Valve
1. The trim boost regulator valve includes a trim
boost valve at the upper end of the bore and a
spring and stop at the lower end. A main hy-
draulic pressure passage is connected to the up-
per end and to the middle of the valve bore. A
passage just above the main pressure passage at
the center of the bore leads to the bottom of the
five trimmer valves. Two exhaust ports are pro-
vided: one toward the top of the bore and one at
the bottom.
2. When Solenoid J is energized, main pressure is
fed to the lower level of the trim boost valve
and it is forced downward against the stop, ex-
hausting trim boost pressure from the bottom
of the trimmer valves. When Solenoid J is de-
energized, the regulator valve moves upward to
the regulating position and feeds trim boost
pressure to the bottom of the trimmer valves.
At closed throttle, Solenoid J is ON. At full
throttle, Solenoid J is OFF.
Copyright © 1997 General Motors Corp.
2–26. TORQUE PATHS THROUGH THE
TRANSMISSION
NOTE:
• This discussion of power flows assumes that the en-
gine is operating at normal output torque and
speed. Even though two clutches are applied, the
output shaft should not move significantly if the en-
gine is idling, as the torque converter will not trans-
mit sufficient torque to significantly move the
output shaft.
• The direction of rotation is determined by viewing
the transmission from the front (input) end.
a. Torque Converter Operation. Power is trans-
mitted hydraulically through the torque converter.
The engine drives the torque converter pump. The
pump throws transmission fluid against the turbine
vanes to impart torque to the turbine shaft. From the
turbine, fluid flows between the vanes of the stator
and re-enters the pump, where the cycle begins again.
When the engine is idling, impact of the fluid upon
the turbine blades is negligible. When the engine is
accelerated, the impact is increased and the torque di-
rected through the turbine shaft can exceed the en-
gine torque by an amount equal to the torque ratio of
the converter.
b. Lockup Operation. Power is transmitted me-
chanically through the lockup clutch. For models
without electric lockup, application of the lockup
clutch occurs automatically as a function of front gov-
ernor (pitot) pressure. For models with electric lockup,
application of the lockup clutch occurs automatically
as a function of the electronic control system. When
the lockup clutch is applied, the converter elements ro-
tate as a unit at engine speed. This provides a direct
drive from the engine to the turbine shaft.
2–35
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS

SPLITTER
SUN GEAR INTERMEDIATE-
TORQUE INTERMEDIATE- REVERSE
CONVERTER SPLITTER-HIGH RANGE CLUTCH RANGE PLANETARY PLANETARY
PUMP CLUTCH CARRIER CARRIER

TORQUE SPLITTER-LOW HIGH-RANGE LOW-RANGE REVERSE

CONVERTER CLUTCH CLUTCH CLUTCH CLUTCH
TURBINE

INPUT

OUTPUT

STATOR
SPLITTER INTERMEDIATE- LOW-RANGE
LOCKUP CLUTCH RING GEAR RANGE RING PLANETARY
GEAR CARRIER
SPLITTER INTERMEDIATE-
PLANETARY CARRIER REVERSE
HYDRAULIC RETARDER RANGE SUN GEAR RING GEAR
REVERSE
LOW-RANGE SUN GEAR LOW-RANGE SUN GEAR
Clutch Applied RING GEAR
Torque Path L00702.01

Figure 2–15. Neutral Torque Path

c. Neutral Torque Path (Figure 2–15)
1. Engine torque is transmitted through the torque
converter, as described in Paragraph 2–26a, to
the splitter-low clutch drum and the splitter
planetary carrier. The splitter-low clutch is ap-
plied, transmitting torque to the splitter sun gear.
All other clutches are released.
2. With two elements (sun gear and carrier) of the
splitter planetary locked together, the third
member (ring gear) must rotate when the other
two rotate. The low- and intermediate-range
sun gears are attached to the splitter ring gear
and rotate with it. Torque is not transmitted to
the transmission output because the range
clutches are released, allowing free rotation of
all range planetary gears.

2–36 Copyright © 1997 General Motors Corp.

 DESCRIPTION AND OPERATION

SPLITTER
SUN GEAR INTERMEDIATE-
TORQUE INTERMEDIATE- REVERSE
CONVERTER SPLITTER-HIGH RANGE CLUTCH RANGE PLANETARY PLANETARY
PUMP CLUTCH CARRIER CARRIER

TORQUE SPLITTER-LOW HIGH-RANGE LOW-RANGE REVERSE

CONVERTER CLUTCH CLUTCH CLUTCH CLUTCH
TURBINE

INPUT

OUTPUT

STATOR
SPLITTER INTERMEDIATE- LOW-RANGE
LOCKUP CLUTCH RING GEAR RANGE RING PLANETARY
GEAR CARRIER
SPLITTER INTERMEDIATE-
PLANETARY CARRIER REVERSE
HYDRAULIC RETARDER RANGE SUN GEAR RING GEAR
REVERSE
LOW-RANGE SUN GEAR LOW-RANGE SUN GEAR
Clutch Applied RING GEAR
Torque Path L00703.01

Figure 2–16. First-Range Torque Path

d. First-Range Torque Path (Figure 2–16)
1. Engine torque is transmitted through the torque
converter, as described in Paragraph 2–26a, to
the splitter-low clutch drum and the splitter
planetary carrier. The splitter-low clutch is ap-
plied. Rotation and torque are transmitted to
the low- and intermediate-range sun gears. Re-
fer to Paragraph 2–26c(2).
3. The transmission output shaft rotates in a clock-
2. The low-range clutch is also applied. This
holds the low-range ring gear stationary. The
rotating low-range sun gear forces the pinions
on the low-range planetary carrier to rotate
within the stationary ring gear. Rotation of the
pinions causes the carrier to rotate in the same
direction as the sun gear. The low-range plane-
tary carrier, being integral with the transmis-
sion output shaft, causes it to rotate.
wise direction. A speed reduction of 4.0:1 is ob-
tained, entirely within the low-range planetary.

Copyright © 1997 General Motors Corp. 2–37

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS

SPLITTER
SUN GEAR INTERMEDIATE-
TORQUE INTERMEDIATE- REVERSE
CONVERTER SPLITTER-HIGH RANGE CLUTCH RANGE PLANETARY PLANETARY
PUMP CLUTCH CARRIER CARRIER

TORQUE SPLITTER-LOW HIGH-RANGE LOW-RANGE REVERSE

CONVERTER CLUTCH CLUTCH CLUTCH CLUTCH
TURBINE

INPUT

OUTPUT

STATOR
SPLITTER INTERMEDIATE- LOW-RANGE
LOCKUP CLUTCH RING GEAR RANGE RING PLANETARY
GEAR CARRIER
SPLITTER INTERMEDIATE-
PLANETARY CARRIER REVERSE
HYDRAULIC RETARDER RANGE SUN GEAR RING GEAR
REVERSE
LOW-RANGE SUN GEAR LOW-RANGE SUN GEAR
Clutch Applied RING GEAR
Torque Path L00704.01

Figure 2–17. Second-Range Torque Path

e. Second-Range Torque Path (Figure 2–17)
1. Engine torque is transmitted through the
lockup clutch, as described in Paragraph 2–
26b, to the splitter-low clutch drum and splitter
planetary carrier. The splitter-high clutch is ap-
plied. This holds the splitter sun gear stationary.
This forces the pinions on the splitter planetary
carrier to rotate around the stationary sun gear.
The pinions overdrive the splitter ring gear, to
which the low- and intermediate-range sun gears
are attached.
2. The low-range clutch is also engaged. Refer
to Paragraph 2–26d(2) for explanation of
power flow from the low-range sun gear to the
transmission output shaft.
3. The transmission output shaft rotates in a
clockwise direction. A speed increase of 0.67:1
in the high splitter, coupled with a speed reduc-
tion ratio of 4.0:1 in the low-range planetary,
gives an overall speed reduction of 2.68:1.

2–38 Copyright © 1997 General Motors Corp.

 DESCRIPTION AND OPERATION

SPLITTER
SUN GEAR INTERMEDIATE-
TORQUE INTERMEDIATE- REVERSE
CONVERTER SPLITTER-HIGH RANGE CLUTCH RANGE PLANETARY PLANETARY
PUMP CLUTCH CARRIER CARRIER

TORQUE SPLITTER-LOW HIGH-RANGE LOW-RANGE REVERSE

CONVERTER CLUTCH CLUTCH CLUTCH CLUTCH
TURBINE

INPUT

OUTPUT

STATOR
SPLITTER INTERMEDIATE- LOW-RANGE
LOCKUP CLUTCH RING GEAR RANGE RING PLANETARY
GEAR CARRIER
SPLITTER INTERMEDIATE-
PLANETARY CARRIER REVERSE
HYDRAULIC RETARDER RANGE SUN GEAR RING GEAR
REVERSE
LOW-RANGE SUN GEAR LOW-RANGE SUN GEAR
Clutch Applied RING GEAR
Torque Path L00705.01

Figure 2–18. Third-Range Torque Path

f. Third-Range Torque Path (Figure 2–18)
1. Engine torque is transmitted through the torque
converter, as described in Paragraph 2–26a, to
the splitter planetary carrier. The splitter-low
clutch is applied. Torque and rotation are trans-
mitted to the low- and intermediate-range sun
gears. Refer to Paragraph 2–26c(2).
2. The intermediate-range clutch is also applied.
This holds the intermediate-range ring gear sta-
tionary. The rotating intermediate-range sun
gear forces the pinions on the intermediate-
range planetary carrier to rotate within the sta-
tionary ring gear. This causes the carrier and the
low-range ring gear, to which it is attached, to
rotate. Both the sun gear and ring gear of the
low-range planetary rotate in the same direction,
but at different speeds. The ring gear has the
slower rotation.
3. The low-range pinions, being meshed with both
the sun gear and ring gear, rotate at another
speed and drive the low-range planetary carrier.
The carrier is integral with the output shaft and
drives it. This arrangement of two intercon-
nected planetaries is called compounding.
4. The transmission output rotates in a clock-
wise direction at an overall speed reduction of
2.01:1. This ratio is the result of the 1:1 ratio
in the splitter and the 2.01:1 ratio in the com-
pounded low- and intermediate-range plane-
taries.

Copyright © 1997 General Motors Corp. 2–39

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS

SPLITTER
SUN GEAR INTERMEDIATE-
TORQUE INTERMEDIATE- REVERSE
CONVERTER SPLITTER-HIGH RANGE CLUTCH RANGE PLANETARY PLANETARY
PUMP CLUTCH CARRIER CARRIER

TORQUE SPLITTER-LOW HIGH-RANGE LOW-RANGE REVERSE

CONVERTER CLUTCH CLUTCH CLUTCH CLUTCH
TURBINE

INPUT

OUTPUT

STATOR
SPLITTER INTERMEDIATE- LOW-RANGE
LOCKUP CLUTCH RING GEAR RANGE RING PLANETARY
GEAR CARRIER
SPLITTER INTERMEDIATE-
PLANETARY CARRIER REVERSE
HYDRAULIC RETARDER RANGE SUN GEAR RING GEAR
REVERSE
LOW-RANGE SUN GEAR LOW-RANGE SUN GEAR
Clutch Applied RING GEAR
Torque Path L00706.01

Figure 2–19. Fourth-Range Torque Path

g. Fourth-Range Torque Path (Figure 2–19)
1. Engine torque is transmitted through the lockup
clutch, as described in Paragraph 2–26b, to the
splitter-low clutch drum and the splitter plane-
tary carrier. The splitter-high clutch is applied.
Refer to Paragraph 2–26e(1) for explanation of
power delivery to the low- and intermediate-
range sun gears.
2. The intermediate-range clutch is also applied.
Refer to Paragraphs 2–26f(2) and (3) for expla-
nation of action in the low- and intermediate-
range planetaries.
3. The transmission output rotates in a clockwise
direction at an overall speed reduction of
1.35:1. This is a result of the 0.67:1 overdrive
in the splitter planetary, coupled with the
2.01:1 speed reduction in the compounded
low- and intermediate-range planetaries.

2–40 Copyright © 1997 General Motors Corp.

 DESCRIPTION AND OPERATION

SPLITTER
SUN GEAR INTERMEDIATE-
TORQUE INTERMEDIATE- REVERSE
CONVERTER SPLITTER-HIGH RANGE CLUTCH RANGE PLANETARY PLANETARY
PUMP CLUTCH CARRIER CARRIER

TORQUE SPLITTER-LOW HIGH-RANGE LOW-RANGE REVERSE

CONVERTER CLUTCH CLUTCH CLUTCH CLUTCH
TURBINE

INPUT

OUTPUT

STATOR
SPLITTER INTERMEDIATE- LOW-RANGE
LOCKUP CLUTCH RING GEAR RANGE RING PLANETARY
GEAR CARRIER
SPLITTER INTERMEDIATE-
PLANETARY CARRIER REVERSE
HYDRAULIC RETARDER RANGE SUN GEAR RING GEAR
REVERSE
LOW-RANGE SUN GEAR LOW-RANGE SUN GEAR
Clutch Applied RING GEAR
Torque Path L00707.01

Figure 2–20. Fifth-Range Torque Path

h. Fifth-Range Torque Path (Figure 2–20)
1. Engine torque is transmitted through the lockup
clutch, as described in Paragraph 2–26b, to the
splitter-low clutch drum and to the splitter plan-
etary carrier. The splitter-low clutch is applied.
Refer to Paragraph 2–26c(2) for explanation of
power delivery to the low- and intermediate-
range sun gears.
2. The high-range clutch is also applied. This
causes the intermediate-range ring gear (or, for
5600 Series, 5963, and 6063 models, the inter-
mediate-range carrier) to rotate at the same
speed as the intermediate-range sun gear. The
intermediate-range planetary carrier must then
rotate at the same speed as the sun and ring
gears. The low-range ring gear, connected to the
intermediate-range planetary carrier, and the
low-range sun gear also rotate at the same
speed. The low-range sun gear also is rotating at
the same speed. The result is that the entire
range planetary group is locked together and ro-
tating at the same speed as the turbine output
shaft.
3. The transmission output rotates in a clockwise
direction at 1:1 ratio. This is a result of direct
drive in the splitter-low clutch and direct drive
through the locked planetary sets. There is no
relative rotation of any planetary gears. They are
rotating as a unit.

Copyright © 1997 General Motors Corp. 2–41

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS

SPLITTER
SUN GEAR INTERMEDIATE-
TORQUE INTERMEDIATE- REVERSE
CONVERTER SPLITTER-HIGH RANGE CLUTCH RANGE PLANETARY PLANETARY
PUMP CLUTCH CARRIER CARRIER

TORQUE SPLITTER-LOW HIGH-RANGE LOW-RANGE REVERSE

CONVERTER CLUTCH CLUTCH CLUTCH CLUTCH
TURBINE

INPUT

OUTPUT

STATOR
SPLITTER INTERMEDIATE- LOW-RANGE
LOCKUP CLUTCH RING GEAR RANGE RING PLANETARY
GEAR CARRIER
SPLITTER INTERMEDIATE-
PLANETARY CARRIER REVERSE
HYDRAULIC RETARDER RANGE SUN GEAR RING GEAR
REVERSE
LOW-RANGE SUN GEAR LOW-RANGE SUN GEAR
Clutch Applied RING GEAR
Torque Path L00708.01

Figure 2–21. Sixth-Range Torque Path

i. Sixth-Range Torque Path (Figure 2–21)
1. Engine torque is transmitted through the lockup
clutch, as described in Paragraph 2–26b, to the
splitter-low clutch drum and to the splitter plan-
etary carrier. The splitter-high clutch is applied.
Refer to Paragraph 2–26e(1) for explanation of
power delivery to the low- and intermediate-
range sun gears.
2. In addition to the splitter-high clutch, the
high-range clutch is applied. Refer to Para-
graph 2–26h(2) for explanation of power de-
livery to the transmission output.
3. The transmission output rotates in a clockwise
direction at a speed increase of 0.67:1. This is a
result of the overdrive ratio of 0.67:1 in the
splitter planetary, coupled with the locked-up
range planetary group rotating as a unit.

2–42 Copyright © 1997 General Motors Corp.

 DESCRIPTION AND OPERATION

SPLITTER
SUN GEAR INTERMEDIATE-
TORQUE INTERMEDIATE- REVERSE
CONVERTER SPLITTER-HIGH RANGE CLUTCH RANGE PLANETARY PLANETARY
PUMP CLUTCH CARRIER CARRIER

TORQUE SPLITTER-LOW HIGH-RANGE LOW-RANGE REVERSE

CONVERTER CLUTCH CLUTCH CLUTCH CLUTCH
TURBINE

INPUT

OUTPUT

STATOR
SPLITTER INTERMEDIATE- LOW-RANGE
LOCKUP CLUTCH RING GEAR RANGE RING PLANETARY
GEAR CARRIER
SPLITTER INTERMEDIATE-
PLANETARY CARRIER REVERSE
HYDRAULIC RETARDER RANGE SUN GEAR RING GEAR
REVERSE
LOW-RANGE SUN GEAR LOW-RANGE SUN GEAR
Clutch Applied RING GEAR
Torque Path L00709.01

Figure 2–22. Reverse or Reverse-1 Torque Path

j. Reverse or Reverse-1 Torque Path (Figure 2–22)
1. Engine torque is transmitted through the torque
converter, as described in Paragraph 2–26a, to
the splitter-low clutch drum and to the splitter
planetary carrier. The splitter-low clutch is ap-
plied. Refer to Paragraph 2–26c(2), for expla-
nation of the flow of power to the low- and in-
termediate-range sun gears.
3. The low-range sun gear rotates clockwise,
driving the low-range planetary pinions
counterclockwise. The low-range ring gear is
driven counterclockwise by the pinions. The
reverse sun gear, connected to the low-range
ring gear, also rotates counterclockwise. The
sun gear forces the reverse planetary pinions
to rotate clockwise within the stationary ring
gear, driving the reverse carrier counter-
clockwise.

2. The reverse clutch is also applied. This holds
the reverse ring gear stationary. The reverse
planetary is coupled (compounded) with the
low-range planetary to obtain opposite rotation
and the desired ratio. The two planetaries are
interconnected so that rotation is reversed in
the low-range planetary, and further speed re-
duction is obtained in the reverse planetary.
4. The low-range carrier, connected to the re-
verse planetary carrier, acts as a reaction
member, although it is moving slowly at out-
put shaft speed. The overall speed reduction
ratio is 5.12:1. This is the result of direct
drive (1:1 ratio) in the splitter-low clutch and
a 5.12:1 speed reduction in the compounded
low-range and reverse planetaries.

Copyright © 1997 General Motors Corp. 2–43

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS

SPLITTER
SUN GEAR INTERMEDIATE-
TORQUE INTERMEDIATE- REVERSE
CONVERTER SPLITTER-HIGH RANGE CLUTCH RANGE PLANETARY PLANETARY
PUMP CLUTCH CARRIER CARRIER

TORQUE SPLITTER-LOW HIGH-RANGE LOW-RANGE REVERSE

CONVERTER CLUTCH CLUTCH CLUTCH CLUTCH
TURBINE

INPUT

OUTPUT

STATOR
SPLITTER INTERMEDIATE- LOW-RANGE
LOCKUP CLUTCH RING GEAR RANGE RING PLANETARY
GEAR CARRIER
SPLITTER INTERMEDIATE-
PLANETARY CARRIER REVERSE
HYDRAULIC RETARDER RANGE SUN GEAR RING GEAR
REVERSE
LOW-RANGE SUN GEAR LOW-RANGE SUN GEAR
Clutch Applied RING GEAR
Torque Path L00710.01

Figure 2–23. Reverse-2 Torque Path

k. Reverse-2 Torque Path (Figure 2–23)
1. For models with Reverse-2, engine torque is
transmitted through the torque converter, as
described in Paragraph 2–26a, to the splitter-
low clutch drum and splitter planetary carrier.
The splitter-high clutch is applied, holding
the splitter sun gear stationary. This forces the
pinions on the splitter planetary carrier to ro-
tate around the stationary sun gear. The pin-
ions overdrive the splitter ring gear, which is
attached to the low- and intermediate-range
sun gears.
2. In addition to the splitter-high clutch, the re-
verse clutch is engaged. Refer to Paragraph
2–26j(2) and (3) for explanation of the power
flow from the low-range sun gear to the trans-
mission output shaft.
3. The low-range carrier, being connected to the
reverse carrier, acts as a reaction member al-
though it is moving slowly at output shaft
speed. The overall speed reduction ratio is
3.46-to-1. This is the result of a speed increase
ratio of 0.67-to-1 in the high splitter, coupled
with a speed reduction of 5.12-to-1 in the com-
pounded low-range and reverse planetaries.

2–44 Copyright © 1997 General Motors Corp.

 Section 3 — PREVENTIVE
PREVENTIVE MAINTENANCE
MAINTENANCE
3–1. SCOPE 2. If the fluid level is too low, fluid will not com-
pletely envelop the filter, causing the input
This section describes the routine procedures required pump to draw both fluid and air. Fluid and air
to maintain the transmission in good operating condi- are then directed to the clutches and con-
tion. Included are instructions for care of the hydraulic verter, causing cavitational noises and irregu-
system, minor adjustments of the transmission and lar shifting.
control linkage, diagnostic tests, instructions for ex-
tended storage, and troubleshooting. 3. If the fluid level is too high, fluid will be intro-
duced into the gearing and clutches during se-
vere up or down grade operation of the vehicle.
3–2. GENERAL INSPECTION The resulting aeration can overheat the trans-
AND CARE mission and cause irregular shift patterns.

a. Clean and inspect the exterior of the transmission

at regular intervals. Inspect the transmission for:
3–4. TRANSMISSION FLUID LEVEL
• loose bolts (transmission and mounting CHECK PROCEDURE
components)
• transmission fluid leaks* VISUAL LEVEL INDICATOR
FLUID CHECK PROCEDURE:
• damaged or loose hydraulic lines
1. FLUID — ALLISON C-4 APPROVED
• worn or frayed electrical connections and 2. TRANSMISSION AT
NORMAL OPERATING Install with
damaged connectors TEMPERATURE knurled plug up
(180–200°F; 83–93°C)
• condition of control linkage and cables 3. NEUTRAL —
ENGINE IDLE
• condition and routing of wiring harnesses

b. Check the transmission fluid level at the start of

each shift. RED LINE

NO RED LINE
VISIBLE (OVERFILL)
3–3. IMPORTANCE OF PROPER
TRANSMISSION FLUID LEVEL
FULL MARK
a. Effects of Improper Fluid Level. Because the SAFE (CENTER)
OPERATIONAL
transmission fluid cools, lubricates, and transmits hy- LEVEL AREA
draulic power, the proper fluid level must be main- NO FLUID VISIBLE
tained at all times. Transmission performance is ad- (UNDERFILL)
versely affected if the converter and clutches do not
receive an adequate supply of fluid, or if aeration oc-
curs due to improper fluid level.

b. Foaming and Aeration

1. The primary causes of aeration are low fluid in
H00711.01
the sump or too much fluid in the sump. Aera-
tion changes the viscosity and color of the fluid
to that of a thin, milky liquid. Figure 3–1. Visual Level Indicator

* Transmission fluid leaks require immediate attention.

Copyright © 1997 General Motors Corp. 3–1

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
WARNING!
To help avoid injury and property damage
caused by sudden and unexpected vehicle move-
ment, do not perform maintenance or service
procedures until you:
• Put the transmission in N (Neutral).
• Set the parking brake and service brakes, and
make sure they are properly engaged.
• Chock the wheels and take any other steps nec-
essary to keep the vehicle from moving.
a. Cold Check. The cold check (engine not run-
ning) is made only to determine if there is sufficient
transmission fluid to permit safe starting of the engine.
A visual level indicator (Figure 3–1) or check plugs
(Figure 3–2 or 3–3) are provided. Figure 3–1 shows
how to read the indicator. If no fluid level indicator is
present, the fluid level must be at or above the ADD
plug level before the engine is started.
b. Hot Check

CAUTION: NOTE:
To avoid transmission housing damage and fluid Observe the condition of the fluid in the indicator
leakage, refer to Paragraph 4–12c prior to re- glass or the type of flow from the plug opening.
moving or installing fluid level check plugs. Foaming or spurting fluid may indicate a false level.

CONVERTER FLUID
CONVERTER-OUT TEMPERATURE AND
PRESSURE TAP

CONVERTER-IN

HYDRAULIC
RETARDER
CONTROL FLUID LEVEL
VALVE CHECK PLUGS

VISUAL LEVEL
INDICATOR

H00685.02

Figure 3–2. Hydraulic System Check Points (Straight-Through Models With Retarder)

3–2 Copyright © 1997 General Motors Corp.

 PREVENTIVE MAINTENANCE

FILTER
DRAIN PLUGS
HIGH-EFFICIENCY
FLUID FILLER FILTERS
OPENING

BREATHER

MANUAL-HYDRAULIC
CONTROL VALVE
BODY ASSEMBLY

FLUID LEVEL
CHECK PLUGS DRAIN PLUG STRAINER H00687.01

Figure 3–3. Hydraulic System Check Points (Dropbox and Manual-Hydraulic Shift Models)

1. The hot check is made to determine if there is
sufficient transmission fluid for normal opera-
tion of the transmission. This check is made af-
ter a few minutes operation, while the engine is
running at idle, the equipment standing level,
and the transmission at a normal operating tem-
perature of 180–200˚F (82–93˚C). The hydrau-
lic retarder control must be in the OFF position.
3–5. KEEPING TRANSMISSION FLUID
CLEAN
Transmission fluid must be handled in clean containers
to prevent foreign material from entering the transmis-
sion.

2. Fluid level plugs are located at the rear of the

transmission (Figure 3–2 or 3–3). Remove the
FULL plug. Under the conditions stated in the
previous paragraph, the fluid level should be at
the FULL plug level. If the fluid is below this
level, add sufficient fluid to bring it to the
FULL plug level. Drain excess fluid until it is
at the FULL plug level.
CAUTION:
Containers that have been used to handle anti-
freeze or engine coolant solution must never be
used for transmission fluid. Antifreeze and cool-
ant solutions contain ethylene glycol which, if in-
troduced into the transmission, can cause clutch
plate failure.

Copyright © 1997 General Motors Corp. 3–3

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
3–6. TRANSMISSION FLUID
RECOMMENDATIONS
a. Recommended Automatic Transmission Fluid
1. Hydraulic fluids (oils) used in the transmission
are important influences on transmission per-
formance, reliability, and durability. Allison-
approved C-4 fluids are recommended for 5000
and 6000 Series transmissions.
2. Some DEXRON-III® fluids are also qualified
as C-4 fluids. To ensure your fluid is qualified
for use in Allison Transmissions, check for a
DEXRON®-III or C-4 fluid license, an ap-
proval number on the container, or consult the
lubricant manufacturer. Consult your Allison
Transmission dealer or distributor before using
other fluid types.
b. Recommended Viscosity Grade. When choos-
ing the optimum viscosity grade of fluid to use, con-
sider duty cycle, preheat capabilities, and/or geograph-
ical location. Table 3–1 lists the minimum fluid
temperatures for safe transmission operation without
preheating. If preheating is necessary, use auxiliary
Table 3–1. Operating Temperature Requirements for Transmission Fluid
Viscosity Grade Fahrenheit
SAE 0W-20* –31
DEXRON®-III –22
SAE 10W –4
SAE 15W-40**
SAE 30 32
SAE 40 50
* “Arctic” as defined by MIL-l-46167B
** Use 15W-40 C4 fluid for applications with ratings above 675 (net) hp.
3–4 Copyright © 1997 General Motors Corp.
heating equipment or run the equipment in N (Neutral)
for a minimum of twenty minutes before attempting
range operation.
CAUTION:
Disregarding minimum fluid temperature limits
can result in transmission malfunction or re-
duced transmission life.
3–7. 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. For 5000 and 6000
Series transmissions, change the fluid every 1200
hours of operation or sooner depending on operating
conditions. Change filter elements whenever the fluid
is changed and at 600 hour intervals between fluid
changes. More frequent changes may be required
when the fluid is visually contaminated, when opera-
tions are subject to high levels of contamination or
overheating, or if fluid analysis indicates that the fluid
is oxidized beyond the limits listed in Table 3–2.
Ambient Temperature Below Which
Preheat Is Required
Celsius
–35
–30
–20
5 –15
0
10
(Ref. 13-TR-90)
 PREVENTIVE MAINTENANCE
Table 3–2. Fluid Oxidation Measurement Limits
Measurement Limit
Viscosity +/- 25% change from new
fluid
Carbonyl absorbance +0.3 A*/0.1 mm change from
new fluid
Total acid number +3.0 change from new fluid
Solids 2% by volume maximum
* A = Absorbance units
Refer to SIL 17-TR-83 for fluid analysis techniques and data interpretation.
Consult your local industrial yellow pages for fluid analysis firms. Use
one fluid analysis firm as results from various firms cannot be accurately
compared. Refer to the Technician's Guide for Automatic Transmission
Fluid (SA2055) for additional information.
3–8. FLUID CONTAMINATION
a. Examination at Fluid Change. At each trans-
mission fluid change, examine the drained fluid for ev-
idence of dirt or engine coolant (water). A normal
amount of condensation will emulsify in the fluid dur-
ing operation of the transmission. However, if there is
evidence of coolant, check the cooler (heat exchanger)
for leakage between the coolant and fluid areas. Fluid
in the coolant side of the cooler (or equipment radia-
tor) is another sign of leakage. This, however, may in-
dicate leakage from the engine oil system.
b. Metal Particles. Metal particles in the fluid (ex-
cept for the minute particles normally trapped in the
filter and strainer) indicate damage has occurred in the
transmission. When these particles are found in the
sump, disassemble and closely inspect the transmis-
sion to find the source. Metal contamination requires
complete disassembly of the transmission and clean-
ing of all internal and external circuits, the cooler, and
all other areas where the particles could lodge. During
the repair of a major internal failure of a transmission,
dismantle the transmission into as many serviceable
detail parts as possible and thoroughly clean it. Do not
disassemble the unit just to the problem area.
CAUTION:
If excessive metal contamination has occurred, re-
placement of the cooler and inspection of all bear-
ings within the transmission is recommended.
Copyright © 1997 General Motors Corp.
c. Coolant Leakage. If engine coolant leaks into the
transmission hydraulic system, take immediate action to
prevent malfunction and possible serious damage. Com-
pletely disassemble, inspect, and clean the transmission.
Remove all traces of the coolant, and varnish deposits
resulting from coolant contamination. Replace clutch
plates contaminated with ethylene glycol.
NOTE:
A Gly-Tek test kit to detect glycol in transmission
fluid can be obtained from Nelco Company, 1047
McKnight Road So., Saint Paul, Minnesota 55119.
Some C-4 fluids may produce a positive reading due
to additives that are not actually glycol. When test
results are questionable, a test of an unused sample
of the fluid type or brand should be made to con-
firm test results.
3–9. TRANSMISSION FLUID AND
FILTER CHANGE PROCEDURES
CAUTION:
To avoid transmission housing damage and fluid
leakage, refer to Paragraph 4–12c prior to re-
moving or installing drain plugs.
1. The transmission should be at operating tem-
perature (requires approximately one hour of
operation) to assist drainage.
2. Remove the drain plugs from the sump and fil-
ters (Figure 3–3 or 3–4). Drain the transmis-
sion fluid. Replace the plugs.
3. Remove the cylindrical strainer assembly lo-
cated in the sump (Figure 3–3 or 3–4). Clean
the strainer assembly thoroughly. At each
cleaning, use a new cover gasket when install-
ing the strainer and cover.
4. Remove the filter elements and discard. Thor-
oughly clean the filter shells. Install new filter
elements, using new gaskets or sealrings.
5. Before starting the engine, refill the transmis-
sion with clean transmission fluid. For initial
fill after rebuild, transmissions require approxi-
mately 3 gallons (11 liters) additional fluid to
charge the external systems (cooler, filter, and
external lines).
3–5
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
Fluid Fill Rebuild Servicing
Straight-through 18.5 gallons 15 gallons
models (70 liters) (57 liters)
Dropbox models 13 gallons 10 gallons
(49 liters) (49 liters)
6. When filling the system, pour fluid into the
transmission until the correct level is indicated
on the visual level indicator or at the ADD
check plug. Start the engine, and let it idle for
two or three minutes. If main pressure fluctuates
and will not stabilize during this period, add
more fluid. After enough fluid is added to stabi-
lize the pressure, operate the equipment through
all ranges until the temperature reaches 180˚F
(82˚C). Stop the equipment and check the fluid,
as outlined in Paragraph 3–4b. Add fluid, if re-
quired, while the engine is running.
7. Carefully inspect for fluid leakage while the
equipment engine is running.
3–10. BREATHER
The breather is located at the top of the transmission
housing as shown in Figures 3–3 and 3–4. The
breather prevents pressure buildup within the trans-
mission. Keep the breather clean and the passage
open. The prevalence of dust and dirt will determine
how often the breather requires cleaning. Use care
when cleaning the transmission. Spraying steam, wa-
ter, or cleaning solution directly at the breather can
force water or solution into the transmission.
3–11. CHECKING FLUID
TEMPERATURE, PRESSURES
CAUTION:
To avoid transmission housing damage and fluid
leakage, refer to Paragraph 4–12c prior to remov-
ing or installing temperature and pressure taps.
a. Fluid Temperature Gauge
1. A fluid temperature gauge may be installed on
the equipment instrument panel to indicate
converter-out (to cooler) fluid temperature. For
models with retarder (Figure 3–2), the gauge
sending unit is installed in a tap at the top of
the retarder control valve assembly. For mod-
3–6 Copyright © 1997 General Motors Corp.
els without retarder (Figure 3–5), the gauge
sending unit is installed in a tap at the left side
of the converter housing. The gauge is cali-
brated from 150–330˚F (65–165˚C). The nor-
mal operating temperature range of the trans-
mission is 180–200˚F (82–93˚C). The safe
operating range of 150–275˚F (65–135˚C) is
marked by a green segment on the gauge. A red
segment denotes the overheat range 275–330˚F
(135–165˚C). For intermittent retarder oper-
ation only, the converter-out fluid temperature
may exceed 275˚F (135˚C), but under no condi-
tion is the converter-out fluid temperature to ex-
ceed 330˚F (165˚C).
2. If the maximum converter-out fluid tempera-
ture is reached, stop the vehicle and shift the
transmission into N (Neutral). Operate the en-
gine at 1500 rpm to reduce the transmission
fluid temperature. If the transmission fluid
does not cool in approximately 30 seconds, or
if it continues to overheat after operation is
continued, stop the engine and locate and cor-
rect the source of the overheat condition.
b. Checking, Adjusting Main Pressure
1. A pressure gauge may be installed in the instru-
ment panel to indicate hydraulic pressure. The
gauge is calibrated from 50–300 psi (345–2067
kPa). The 50–140 psi (345–965 kPa) segment is
red, the 140–230 psi (965–1585 kPa) segment is
green, and the 230–300 psi (1585–2067 kPa)
segment is red.
2. Main pressure can be checked by the gauge on
the instrument panel (if so equipped) or by con-
necting a gauge to the tap on the front side of the
main-pressure regulator body (Figure 3–4).
Models with a variable capacity torque converter
have the main-pressure tap on the stator control
valve body (Figure 3–6). Main pressure must be
170–185 psi (1172–1275 kPa) in all ranges with
the engine running at 1500 rpm, converter-out
temperature 200–225˚F (93–107˚C), and the out-
put stalled.
3. The gauge continuously registers the pressure
in the main-pressure circuit and the applied
clutches.
 PREVENTIVE MAINTENANCE

FILTER
DRAIN PLUG (2) BREATHER
HIGH-EFFICIENCY
SPLITTER-HIGH
FILTERS
PRESSURE TAP

ELECTRONIC MAIN-PRESSURE TAP

CONTROL VALVE
BODY ASSEMBLY

LOW-RANGE
PRESSURE TAP

REVERSE
PRESSURE TAP

HIGH-RANGE
PRESSURE TAP

INTERMEDIATE-RANGE
PRESSURE TAP
LOCKUP
PRESSURE TAP
DRAIN PLUG

STRAINER

SPLITTER-LOW PITOT PRESSURE TAP

PRESSURE TAP
H00684.01

Figure 3–4. Hydraulic System Check Points (Straight-Through, Electric-Shift Models,

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

4. If the operating pressures do not fall within safe
operating limits, main pressure requires adjust-
ment. Raise or lower main pressure by adding or
removing shims at the booster signal plug end of
the main-pressure regulator valve spring. To add
or remove shims, remove main-pressure regula-
tor valve plug 13 (Foldout 13, 14,A, or 14,B),
gasket 12, and booster plug 11. Shims 10 are lo-
cated in the bore of the booster plug. Add or re-
move shims to obtain the proper main-pressure
readings. Shims are available in thicknesses of
0.0289 inch and 0.0528 inch (0.734 mm and
1.341 mm).
c. Checking Lubrication Pressure. The lubrication
pressure may be checked by connecting a pressure gauge
into the check point on the left side of the converter
housing (Figure 3–5). The lubrication pressure must be
approximately 20 psi (138 kPa) when the transmission is
in first range, with the output stalled, the transmission at
a normal operating temperature of 180–200˚F (82–
93˚C), and the engine running at 1000 rpm.
d. Adjusting Lubrication Pressure
(Models Without Retarder)
1. The purpose of setting lubrication pressure at
30 psi (207 kPa) maximum at full throttle with
the output stalled is to limit converter-out pres-
sure to 65 psi (448 kPa) maximum. This as-
sures adequate lockup clutch capacity, since
converter-out pressure opposes lockup clutch
engagement. Converter-out pressure is a func-
tion of lubrication pressure and cooler circuit
restrictions. If converter-out pressure exceeds

Copyright © 1997 General Motors Corp. 3–7

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS

CONVERTER FLUID TEMPERATURE

AND PRESSURE TAP
MAIN PRESSURE TAP
CONVERTER-OUT
CONVERTER-IN

LUBRICATION PRESSURE TAP

H03574.01

Figure 3–5. Hydraulic System Check Points (Models Without Retarder)

65 psi (448 kPa) after the lubrication valve has
been adjusted, and the cooler is not restricted,
larger lines are required in the cooler circuit.
CAUTION:
Do not use more than ten shims to adjust the lu-
brication pressure. If more than ten shims are re-
quired, replace the spring or check for additional
causes of pressure loss.
2. Lubrication pressure must not be less than 20 psi
(138 kPa) in all drive ranges and neutral at 1500
rpm with the output stalled. It must not exceed
30 psi (207 kPa) in neutral, at full throttle with
the output stalled. If the lubrication pressure
needs to be adjusted, add or subtract shims 68
(Foldout 11) between lubrication regulator valve
67 and spring 69. Each added shim will increase
the pressure approximately 2 psi (14 kPa).
3. After adjusting the lubrication pressure, check
the converter-out pressure at full throttle, and
at normal operating output speed range.
e. Checking Converter-out Pressure. Converter-out
pressure may be checked at the point provided for at-
taching the temperature gauge sending unit (Figure 3–2
or 3–5). With the transmission at a normal operating
temperature of 180–200˚F (82–93˚C), converter-out
pressure at full throttle stall is 30–65 psi (207–448 kPa).
Refer to Paragraph 3–16 for stall test procedures.

3–8 Copyright © 1997 General Motors Corp.

 PREVENTIVE MAINTENANCE
f. Checking Fluid Velocity Governor (Pitot) Pres-
sure (Models With Non-Electric Lockup)
1. Install a pressure gauge at the lower plug on
the lockup valve body (Figure 3–4) or the up-
per plug on the right side of the retarder hous-
ing. Governor (pitot) pressure depends upon
the rotation of the splitter-low clutch drum. No
reading can be taken unless the equipment is
operating. In neutral, with the engine running
at 1000 rpm, the reading will be proportional
to the speed of the turbine output shaft and will
vary from 0 to approximately 30 psi (0 to ap-
proximately 200 kPa).
2. Readings in each range will be proportional to
the speed of the equipment in that range. There
will be a momentary drop in governor pressure
as shifts are made from one range to another.
3. When upshifting, the pressure will quickly re-
turn after the shift is made but the pressure will
be lower than before shifting. It will climb as
equipment speed increases. When downshift-
ing, the pressure will return and be higher than
before shifting. It will fall as equipment speed
decreases. Under differing operating condi-
tions, pitot pressure will vary from 0–120 psi
(0–827 kPa).
3–12. LINKAGE
VALVE PLUG ADAPTER
VARIABLE STATOR CONTROL
PRESSURE TAP
MAIN PRESSURE TAP
STATOR CONTROL
VALVE BODY
ASSEMBLY
VALVE ADAPTER
H00712
Figure 3–6. Variable-Stator Control Valve Body
Assembly — Showing Pressure Check Points
Copyright © 1997 General Motors Corp.
g. Checking Stator Control Pressure (Models
With Variable-Capacity Torque Converter)
1. The stator control pressure is taken at the top
of the stator control valve (Figure 3–6). With
the transmission in neutral, at a normal oper-
ating temperature of 180–200˚F (82–93˚C),
and engine speed at 1500 rpm, the pressure
must read 0–20 psi (0–138 kPa). Actuate the
OEM-supplied stator shift control mecha-
nism. The pressure gauge must read 150–170
psi (965–1172 kPa). When the stator control
is released, fluid pressure at the gauge must
drop to 0–20 psi (0–138 kPa).
2. If main pressure readings are satisfactory
(Paragraph 3–11b), but stator control pressure
fails to meet the 150–170 psi (1034–1172 kPa)
range, replace stator control valve spring 28
(Foldout 13).
h. Checking Range and Splitter Clutch Pressures
1. Refer to Figure 3–4 for location of pressure
taps for range and splitter clutches (manual-hy-
draulic models do not have pressure taps for
the range clutches).
2. Clutch-apply pressure at all range and splitter
clutch pressure taps must equal main pressure
(refer to Paragraph 3–11b).
a. Manual Selector Valve Linkage
(Manual-Hydraulic Models)
1. Refer to the equipment manual for specific link-
age adjustment procedures. The following gen-
eral procedures are applicable to most equip-
ment. The manual selector lever should move
easily and give a crisp detent feel in each posi-
tion. Adjust the linkage so the stops in the shift
selector match the detents in the transmission.
When the linkage is correctly adjusted, the pin
which engages the shift lever linkage at the
transmission can be moved freely in each range.
2. Proper adjustment of the manual selector
valve linkage is important because the shift se-
lector detents must correspond exactly to
those in the transmission. Make periodic in-
spections for bent or worn parts, loose
threaded connections, loose bolts, and accu-
mulation of grease and dirt. Keep all moving
joints clean and well-lubricated.
3–9
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
b. Retarder Valve Linkage. Clean, inspect, and lu-
bricate all linkage. The retarder is not applied when
the valve is upward (out of the valve body). For nor-
mal operation with the retarder off, it is important that
the linkage be adjusted so the valve is held fully up-
ward. If the linkage allows the retarder to be partially
applied, excessive drag and overheating will result and
fuel consumption will be excessive. When the retarder
is applied, make sure that the valve is all the way
downward. Inspect the control linkage for binding,
wear, or breaks. For air cylinder retarder control sys-
tems, include a stop to prevent battering the valve
against its internal stop.
c. Output Disconnect Linkage
1. Adjust the linkage so that the output is fully
connected in the IN position and fully discon-
nected in the OUT position.
2. Make periodic inspections for bent or worn
parts, loose connections, and accumulation of
grease and dirt. Keep moving joints clean and
well-lubricated.
3–13. EXTERNAL HYDRAULIC LINES
AND COOLER
a. External Lines. Inspect external lines for loose
or leaking connections and worn or damaged hoses.
b. Cooler
1. Examine the radiator coolant for traces of
transmission fluid. This condition indicates a
faulty heat exchanger.
2. Abnormally high operating temperatures can
cause clogging of the cooler as well as trans-
mission failure. Thoroughly clean the cooler
system after each transmission rebuild. Failure
to do so may cause poor performance, over-
heating, and transmission damage. For recom-
mendations for cleaning or flushing the cooler,
refer to the equipment service manual.
3–10 Copyright © 1997 General Motors Corp.
3–14. ADJUSTING LOCKUP SPEED
(Models With Non-Electric Lockup)
CAUTION:
To avoid transmission housing damage and fluid
leakage, refer to Paragraph 4–12c prior to re-
moving or installing pressure taps.
NOTE:
Although transmissions may have the same model
designation, the engine speed at which the lockup
clutch release occurs may vary based on the trans-
mission application. Be sure that the lockup release
speed is the one specifically recommended for the
equipment and transmission being checked and ad-
justed.
a. Lockup Speed (in the Equipment)
1. Check lockup speed with the transmission in
fifth range at the point of lockup disengage-
ment (release). The lockup pressure check
point is shown in Figure 3–4. The “out-of-
lockup” must be as close as possible to the
equipment manufacturer’s recommendations.
2. Attach a tachometer of known accuracy to the
engine. Increase the equipment speed until it is
operating in lockup. At this point, apply the hy-
draulic retarder (or, for models without re-
tarder, apply a load to the equipment) until the
lockup clutch releases and the transmission op-
erates in converter operation. Note the engine
speed at the moment the lockup clutch releases
and compare it to the lockup release speed for
the transmission recommended by the equip-
ment manufacturer.
b. Lockup Speed and Shift Points (Using a Test
Stand). The electric control valve body incorporates a
hydraulic overlap system which functions during some
upshifts and downshifts. When checking on a test
stand at engine idle with no load, the transmission out-
put shaft will stop turning momentarily during some
shifts. This is normal and will not harm the transmis-
sion. At top engine speed, the output shaft should not
visibly stop during range shifts. When the transmis-
sion is installed in the equipment and shifted properly,
the unit will operate and perform satisfactorily.
 PREVENTIVE MAINTENANCE
c. Lockup Speed Adjustment. If the lockup release
speed requires adjustment, the speed can be changed
by adding or removing shims 9 (Foldout 15,B). These
shims are located between lockup shift valve 8 and
lockup valve spring 11. Adding a shim will raise the
lockup speed approximately 20 rpm; removing a shim
will lower the lockup speed approximately 20 rpm.
3–15. ADJUSTING PARKING BRAKE
a. Description. The internal, expanding-shoe park-
ing brake is mounted at the rear of the transmission at
the output.
b. Procedures
1. To remove signs of wear, brake drums can be
turned up to 0.100 inch (2.54 mm).
2. Adjust the brake shoes for proper drum clear-
ance by inserting a screwdriver or brake adjust-
ing tool into the adjusting slot in the brake
drum. Tighten the brake adjusting screw until
the brake lining is tight against the drum. Then
back off the adjusting screw three full turns.
3. Adjust the brake linkage by releasing the apply
mechanism fully and adjusting the connecting
linkage so that it can be freely connected to the
apply lever on the brake. Take all slack out of
the brake, without actually moving the brake
shoes, when the linkage adjustment is made.
c. Burnishing New Brakes
1. If necessary, burnish new drums and brake
shoe lining using the following procedures.
Do not over-burnish the brake.
2. Operate the vehicle at a speed of 10 mph.
Then, with the vehicle engine at closed throt-
tle, stop the vehicle by applying the parking
brake. Repeat operation five times at one
minute minimum intervals.
3. Check brake holding ability by parking the ve-
hicle on a reasonable grade or incline.
4. Repeat this procedure until the brake holding
ability check is satisfactory. When repeated
burnishing applications do not result in a sig-
nificant increase in its holding ability and when
full lining surface contact exists, the brake
should be considered as developing its maxi-
mum torque holding capacity.
Copyright © 1997 General Motors Corp.
3–16. TRANSMISSION STALL TEST AND
NEUTRAL COOL-DOWN CHECK
WARNING!
To help avoid injury and property damage
caused by sudden and unexpected vehicle move-
ment, do not begin a stationary stall test until
you:
• Put the transmission in N (Neutral).... and
• Set the parking brake and service brakes, and
make sure they are properly engaged... and
• Chock the wheels and take any other steps nec-
essary to keep the vehicle from moving... and
• Warn people to keep clear of the vehicle and
its path.
CAUTION:
Never maintain the stall condition for more
than 30 seconds at any one time because of the
rapid rise in fluid temperature.Do not conduct
a stall test if the transmission is not equipped
with a converter-out temperature gauge. Do not
let the converter-out fluid temperature exceed
275˚F (135˚C). Allow the system to cool down
between stall checks by performing the cool-
down as described in Paragraph 3–16e. If the
stall test is repeated, do not let the engine over-
heat.
a. Purpose
1. Stall testing is performed to determine whether
a power complaint is due to an engine mal-
function or a transmission problem.
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 actual engine
speed at full throttle with established vehicle
manufacturer’s specifications.
NOTE:
Engine stall point data can be obtained from the ve-
hicle manufacturer or from the equipment dealer or
distributor.
3–11
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
4. Use stall tests as troubleshooting procedures
only. Do not perform them as general checks or
maintenance.
b. Stall Test Preparation
1. Make sure the fuel control linkage goes to full
throttle and does not stick when released. For
electronically-controlled engines, make sure
the control system correctly recognizes the full
fuel command.
2. Check both the air induction system and the ex-
haust system for restrictions. If used, verify that
engine smoke controls are functioning correctly.
3. Perform a cold check of the transmission fluid
level and adjust as necessary.
4. Install an accurate tachometer. Do not rely on
the vehicle tachometer.
5. Install a temperature gauge with the probe in the
transmission converter-out (to cooler) line (refer
to Paragraph 3–11a).
6. For a stationary stall test, block the vehicle
wheels.
7. Start the engine and let the transmission sump
warm to normal operating temperature 180–
200˚F (82–93˚C).
8. Perform a hot check of the transmission fluid
level and adjust as necessary.
9. Turn all engine accessories OFF.
10. Lock the transmission output.
11. Notify everyone to stay clear of the vehicle.
12. Select the range for the stall test:
• For transmissions with manual-hydraulic
shift or manual-electric shift control, move
the shift selector to 5 (Fifth-range).
• For transmissions with SPG shift control,
install Harness Adapter J 24712 onto the
SPG to provide fifth-range hold (regardless
of throttle setting), or use the Noel-Smyser
Field Test Kit N1948*.
• For transmissions with electronic controls
and with ECU P/N 1228282, stop the vehicle,
idle the engine, and place the shift selector in
N (Neutral). Activate the switch to connect
(or physically connect) the stall check wires
in the secondary mode wiring harness. Refer
to TS2712EN, Troubleshooting Manual, to
* Field Test Kit N1948 can be purchased from Noel-Smyser Engineering Corporation, 4005 Industrial Blvd., P. O. Box 24165,
Indianapolis, Indiana 46254.
3–12 Copyright © 1997 General Motors Corp.
determine stall check wire numbers. Move
the selector from N (Neutral) to the forward
range closest to the neutral position. The
transmission will shift to fifth range and
deactivate the lockup clutch.
• For transmissions with electronic controls
and with ECU other than P/N 1228282, no
stall check can be performed. These other
models have not been electronically
programmed for stall check.
NOTE:
• For equipment with engines not equipped with
smoke controls, proceed with Paragraph 3–16c.
• For equipment with engines equipped with smoke
controls, proceed to Paragraph 3–16d.
c. Stall Test Procedures — Equipment Without
Smoke-Controlled Engines
1. Apply the vehicle parking and service brakes.
2. Slowly accelerate to full throttle.
3. When the tachometer levels off, record the
maximum engine rpm attained. Converter-out
pressure should be at least 30 psi (207 kPa).
4. Slowly release the throttle.
5. Shift to N (Neutral) and proceed to Paragraph
3–16e, Neutral Cool-Down Check. For trans-
missions with electronic controls, deactivate
the switch to disconnect (or physically discon-
nect) the stall check wires.
d. Stall Test Procedures — Equipment 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 equipment is moving.
1. Select a location where the equipment is able
to accelerate in fifth range (level or slight
downward grade).
2. Select the hold range (refer to Paragraph 3–
15b(12)). Make sure no loads are applied to the
equipment.
3. Operate the engine at full throttle, maximum
governed rpm.
 PREVENTIVE MAINTENANCE
4. Slowly depress the equipment service brakes
while staying at full throttle.
5. When the equipment comes to a stop, record the
engine rpm — this is the stall speed.
6. Return the throttle to idle, shift to N (Neutral),
and proceed to Paragraph 3–16e, Neutral Cool-
Down Check. For transmissions with electronic
controls, deactivate the switch to disconnect (or
physically disconnect) the stall check wires.
e. Neutral Cool-Down Check Procedure
1. The neutral cool-down check determines if the
transmission fluid cools properly following an
engine load condition. Perform this check 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 (Neutral),
run the engine at 1200–1500 rpm for two min-
utes to cool the fluid.
4. After two minutes, record the converter-out fluid
temperature. The converter-out fluid tempera-
ture should now be within the normal operating
range.
f. Results
NOTE:
Environmental conditions, such as ambient tempera-
ture, altitude, engine accessory loss variations, etc.,
affect the power input to the converter. For example,
engine power decreases with increasing elevation (al-
titude). Power losses become more pronounced at
higher elevation, resulting in a lower engine speed
under converter stall conditions. Under such condi-
tions, a stall speed deviation up to ±150 rpm from
specification can be accepted as within normal range.
1. Compare the recorded stall speed to the speed
specified by the vehicle manufacturer as normal
for the ambient conditions. If the engine stall
speed is more than 150 rpm below the stall
speed specified by the engine manufacturer, an
engine problem is indicated. Refer to the engine
service manual for engine troubleshooting and
repair information.
Copyright © 1997 General Motors Corp.
2. If the engine stall speed is more than 150 rpm
above specification, a transmission problem is
indicated, such as slipping clutches, cavitation,
or torque converter failure.
3. An extremely low stall speed, such as 33 per-
cent of the specified engine stall rpm, during
which the engine does not smoke, could indi-
cate a free-wheeling torque converter stator or
misadjusted smoke controls.
4. If the engine stall speed conforms to specifica-
tion, but the transmission fluid does not cool
during the two-minute cool-down check, a stuck
torque converter stator could be indicated.
3–17. 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 indoors in condi-
tions of normal climate, and with all shipping plugs in-
stalled) without further treatment.
b. Preservation Methods. When the transmission is
to be stored or to remain inactive for an extended pe-
riod (one or more years), specific preservation meth-
ods are recommended to prevent damage due to rust,
corrosion, and organic growth in the fluid. Preserva-
tion methods are presented for storage with and with-
out transmission fluid.
c. Storage, One Year — Without Transmission
Fluid
1. Drain the transmission fluid.
2. Seal all openings and breather with moisture-
proof tape.
3. Coat all exposed, unpainted surfaces with pre-
servative grease such as petrolatum (MIL-C-
11796, Class 2).
4. Spray two ounces (60 milliliters) of VCI #10
(or equivalent) into the transmission through
the fill tube.
5. If additional storage time is required, repeat
Steps (3) and (4) at yearly intervals.
3–13
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
d. Storage, One Year — With Transmission Fluid
(Normally Installed in the Equipment)
1. Drain the transmission fluid and replace the fil-
ter elements (Paragraph 3–9).
2. Fill the transmission to operating level with a
mixture of one part VCI #10 (or equivalent) to
30 parts transmission fluid. Add 1/4 teaspoon of
Biobor® JF (or equivalent) for every 3 gallons
(1 ml for every 10 liters) of transmission fluid
in the system.
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. For automatic-shift models, shift to D (Drive)
and operate the equipment for approximately
five minutes at a sufficient speed to cause
sixth-range lockup operation. For manual-shift
models, operate the equipment for approxi-
mately five minutes at a sufficient speed to
shift through all selector positions to thor-
oughly distribute the fluid and to cause lockup
operation.
5. Continue running the engine at 1500 rpm with
the transmission in N (Neutral) until normal
operating temperature is reached.
WARNING!
3–18. LUBRICATION OF SHIFT
To help avoid injury and property damage caused
by sudden and unexpected vehicle movement, do
not begin a stationary stall test until you:
• Put the transmission in N (Neutral)... and
• Set the parking brake and service brakes, and
make sure they are properly engaged... and
• Chock the wheels and take any other steps nec-
essary to keep the vehicle from moving... and
• Warn people to keep clear of the vehicle and
its path.
6. If normal operating temperature is less than
225˚F (107˚C), refer to Paragraph 3–16 and
briefly stall the converter. When the converter-
out temperature reaches 225˚F (107˚C), stop
the engine. Do not exceed 225˚F (107˚C).
3–14 Copyright © 1997 General Motors Corp.
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; ex-
cept, it is not necessary to drain the transmis-
sion 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 with transmission fluid (Paragraph 3–9).
4. If the transmission was prepared for storage
without fluid, drain the residual fluid and re-
place the filter elements. Refill the transmis-
sion to the proper level with transmission fluid
(Paragraph 3–9).
5. If the transmission was prepared for storage
with fluid, it is not necessary to drain and refill
the transmission with new transmission fluid.
Check for proper fluid level (Paragraph 3–4).
Add or drain transmission fluid as required to
obtain the proper level.
SELECTOR — SPG-CONTROL
AUTOMATIC-ELECTRIC MODELS
CAUTION:
• Do not over-lubricate the shift selector.
• Do not apply any lubricant on or near the
switches or switch assembly. Excess lubricant
tends to retain dust and dirt, and may seep into
areas where it would be harmful.
a. Lubrication Intervals
1. Lubricate shift selectors after the first 500 hours
of operation and every 2500 hours of operation
thereafter.
 PREVENTIVE MAINTENANCE
2. More frequent lubrication may be required if op-
erating conditions are extremely dusty or dirty.
b. Clean Before Lubricating. Using approved shop
air, thoroughly clean the area to be lubricated. Work the
shift handle from side to side while applying the air blast.
c. Lubrication Points
1. Refer to Figure 6–6 for the area to be lubricated
with lithium-bearing grease. Apply lubricant
sparingly to shift handle 15 (Foldout 33), where
it swivels in rotary key 38 and at its point of
contact with leveler 4. Also, lubricate the right
end of leveler 4 where it reciprocates in rotary
key 38. Lubricate the cams of microswitch as-
sembly 23 and bushing 11.
2. The lubrication points may be reached by a
pump-type applicator. Access the parts to be lu-
bricated through the opening in which the shift
handle moves, and through an opening at the
bottom of the shift selector (Figure 6–1). Use
both access points to ensure complete lubrica-
tion. Some disassembly is necessary to lubricate
other points.
3–19. TROUBLESHOOTING THE
CONTROL SYSTEM
WARNING!
Electricity must never, under any circumstances,
be applied to any electric valve body component
while the engine is running, while the mechanic is
working under the vehicle, or while personnel
are working in the vehicle path. Sudden and un-
expected movement may occur if the control
valve solenoids are activated by an external
power supply. A runaway vehicle could only be
stopped by applying the vehicle brakes or shut-
ting down the engine: removal of the power sup-
ply would not stop the vehicle because of the fail-
protection system. To help avoid injury or prop-
erty damage, always shut off the engine, set the
vehicle brakes, and lock the wheels before any
troubleshooting of the solenoids.
* Manual-Electric Field Test Kit N1920 can be purchased from Noel-Smyser Engineering Corp., 4005 Industrial Blvd., P. O. Box 24165,
Indianapolis, Indiana 46254.
Copyright © 1997 General Motors Corp.
NOTE:
• For transmissions with manual-electric shift con-
trol, proceed to Paragraph 3–20.
• For transmissions with SPG shift control, proceed
to Paragraph 3–21.
• For transmissions with manual-hydraulic shift
control, proceed to Paragraph 3–23.
• For transmissions with electronic controls, refer to
SA2712, Troubleshooting Manual. Proceed to
Paragraph 3–23.
3–20. CHECKING, ADJUSTING
MANUAL-ELECTRIC CONTROL
SYSTEM (Figure 3–7)
a. Field Test Kit. A field test kit* is available for
checking the shift selector, wiring harness, and valve
body solenoid circuits. Complete operating and test in-
structions accompany each test kit.
b. Checking Wiring Harness
1. To determine if the proper electrical signals are
being transmitted to the valve body, disconnect
the eight-pin connector from the valve body.
2. Use a 24V test lamp. Ground one test lamp
lead.
3. Check each female pin receptacle of the wiring
harness for delivery of electrical signals at the
proper time by positioning the shift selector
control in each selector position and checking
each receptacle. Touch each receptacle with the
ungrounded lead of the test lamp. The pin recep-
tacles which should be energized in each range
are as follows:
3–15
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS

BLACK
TO SWITCH
GROUND FRAME A
TO LIGHT L B
YELLOW K C
TO INHIBITOR M
J D
FROM L A I P N E
INHIBITOR B MATING
K CONNECTORS H O F
N C
J PM D G
I O E
H F
G BRANCHES TO
EXTERNAL POINTS
N — TO EQUIPMENT STARTER
CIRCUIT (WHITE)
M — POWER INPUT (RED)
(24V )
L — TO EQUIPMENT LIGHT
CIRCUIT (BLUE)
P — TO EQUIPMENT GROUND
(BLACK) J — REVERSE SIGNAL
K (GREEN)
SWITCH SECTION B C
PRESSURE
SWITCH MAIN HARNESS A D
ON LOCKUP BRANCH TO 8-PIN CONNECTOR
VALVE BODY G
SELECTOR INTERNAL CIRCUIT E
F

MATING
CONNECTORS
B — TO SOLENOID B
A — TO SOLENOID A * B C — TO SOLENOID C
A
C D — TO SOLENOID D
G — TO SOLENOID G * G
D
E — TO SOLENOID E
F E
F — TO SOLENOID F
* Not present on “Lock-in-Neutral” models TO GROUND IN VALVE BODY
V03575

Figure 3–7. Manual-Electric Control System — Wiring Diagram

Selector Position Pin Receptacle
R A, B, F
N A, F
1 C, F
4. Only the pin receptacles listed above should be
energized in the selector positions shown. If
any others are energized, or if those listed are
not all energized, a malfunction of either the
shift selector or wiring harness is indicated.

2 C, G 5. If the terminals do not check out as listed in

3 F, D
4 G, D
5 F, E
6 G, E
Step (3), check the shift selector assembly sep-
arately (refer to Paragraph 3–22). If the shift
selector is faulty, it may be rebuilt (Paragraph
6–3). If the shift selector tests satisfactorily
(wiring harness disconnected) but trouble is
evident in tests in Step (3), the wiring harness
is faulty and must be replaced.

3–16 Copyright © 1997 General Motors Corp.

 PREVENTIVE MAINTENANCE
NOTE:
If the wiring harness is cut or worn, re-route the
new harness to avoid recurrence of the fault.
c. Checking Main Control Valve Body
1. Disconnect the eight-pin connector of the wir-
ing harness from the control valve body. Using
an ohmmeter, check between the center pin of
the eight-pin connector on the valve body and
the ground. The center pin is grounded to the
valve body by an internal lead, and the meter
reading should be zero. A resistance reading
here indicates a poor or broken connection.
2. Check each of the solenoid pins (A through G)
with the ohmmeter connected between each pin
and ground. For 24V systems, the readings must
be 50–90 Ohms for each solenoid; for 12V sys-
tems, the readings must be 15–30 Ohms. If re-
sistance measurements are not within the
prescribed range, replace or repair the solenoid.
d. Checking Hydraulic Circuits. If electrical
checks do not indicate electrical system malfunction,
the hydraulic circuit may be at fault. Hydraulic trou-
bles may be in either the control valve assembly or in
the related hydraulic components in the transmission.
The checks outlined in Steps (2) through (4) will lo-
cate an inoperative shift valve. Further checks, involv-
ing disassembly steps, will determine the reason the
valve is inoperative.
1. A shift valve which operates erratically, or is
inoperative, may be caused by the valve stick-
ing in its bore, dirt or contamination in a sole-
noid, or dirt in the valve body or separator
plate orifices.
2. If a specific forward-range shift valve remains in
the DOWN position (refer to Foldout 6), the
transmission will shift normally below that range
but not into that range. If the transmission is
shifted to a higher range it will downshift only to
the range immediately above the range con-
trolled by the inoperative valve.
Copyright © 1997 General Motors Corp.
3. If a specific forward-range shift valve remains
in the UP position (refer to Foldout 6), the op-
eration in that range and above will be normal,
but no lower ranges, neutral, or reverse can be
obtained. The range controlled by the inopera-
tive valve will be retained in all lower selector
lever positions.
4. If the splitter shift valve remains in either the
UP or DOWN position (refer to Foldout 6), the
transmission will operate in all forward ranges
and reverse, but the gear ratio will depend upon
which splitter clutch may be engaged. The
splitter-low clutch remains engaged when the
splitter-high clutch should be engaged — and
vice versa.
5. To check for sticking shift valves, remove the
main solenoid module from the top of the con-
trol valve assembly.
6. An individual solenoid may be removed and a
new one installed when it is determined that a
particular solenoid is causing the existing con-
dition. One method of checking the physical
operation of solenoids is to invert the solenoid
module, fill the pressure cavities with transmis-
sion fluid, and, with the module connected to
the wiring harness, shift through all selector
positions. Fluid should drain out of all cavities
at the same rate as solenoids are energized.
7. If dirt in the solenoid, valve body, or separator
plate orifices causes loss of shift valve opera-
tion, remove, disassemble, and thoroughly
clean the control valve assembly to correct the
problem. Give particular attention to clogged
orifices in the solenoids, valve bodies, and sep-
arator plates. Check the condition of the filters
at this time. Clogged filters will bypass dirty
transmission fluid and permit dirt to be carried
into the valve body.
8. Proceed to Paragraph 3–22.
3–17
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
3–21. CHECKING, ADJUSTING
SPG-CONTROL AUTOMATIC-
ELECTRIC SYSTEM (Figure 3–8)
a. Field Test Kit. A field test kit* is available for
checking the SPG-control automatic-electric compo-
nents. Complete operating and test instructions accom-
pany each test kit. Instructions are also given in
SM1809EN, available at authorized Allison Transmis-
sion service centers.
b. Checking Wiring Harnesses
1. The cab harness may be checked while it is
connected to a properly operating shift selector.
2. Disconnect the harness from the shift pattern
generator (SPG) (19-pin connector). Leave all
branches connected to the system. Check for
circuit continuity by touching ohmmeter probes
to the pin sockets in the connector removed
from the SPG, and shifting the selector lever.
For each selector position, check continuity as
follows:
Continuity (0 Ohms)
Selector Position Between Pin Sockets
R A, F
N E, M
DR E, G and E, N
5 E, H and E, N
4 E, J and E, N
3 E, K and E, N
2 E, L and E, N
1 E, M and E, N
Any position (ground) B, V
3. If any of these checks show an open circuit, re-
place the cab harness.
4. If the checks in Paragraph 3–21b(2) are satis-
factory, check the remaining two conductors in
* Automatic-Electric Field Test Kit N1948 can be purchased from Noel-Smyser Engineering Corp., 4005 Industrial Blvd., P. O. Box 24165, Indianapolis,
Indiana, 46254.
3–18 Copyright © 1997 General Motors Corp.
the harness. Connect the ohmmeter between
pin sockets C and D. When the vehicle throttle
(engine not running) is closed, the resistance
should be 30–90 Ohms. As the throttle is
opened slowly and smoothly, the reading
should increase smoothly, with no interrup-
tions, to approximately 275 Ohms at wide-
open throttle. If other values are obtained, the
throttle potentiometer lever may require adjust-
ment (refer to Paragraph 6–6b(7)). If a zero
reading is obtained, a short circuit in either the
wiring harness or throttle potentiometer is indi-
cated. If no circuit continuity (ohmmeter does
not move) is obtained, a break in the wiring
harness or potentiometer circuit is indicated.
5. Check the potentiometer alone, after discon-
necting the two-pin connector of the wiring har-
ness. Check between pins A and B on the
potentiometer in the same manner as pin sockets
C and D were checked in Step (4). The pre-
scribed readings (30–275 Ohms) should be ob-
tained. If not, adjust the throttle potentiometer
lever (Paragraph 6–6b(7)). If there is a short cir-
cuit, open circuit, or a satisfactory adjustment
cannot be obtained, replace the potentiometer.
6. Check the equipment wiring harness by dis-
connecting it from the SPG. Leave the control
valve assembly and magnetic pickup in the cir-
cuit to permit continuity checks. The continu-
ity checks, if satisfactory, indicate that the
wiring harness is satisfactory. If the checks are
not satisfactory, separate testing of the control
valve assembly and magnetic pickup is re-
quired to isolate the faulty component (har-
ness, control valve, or pickup).
7. To make the checks, first connect an ohmmeter
across pin sockets A and B. The resistance
should be 50–200 Ohms. A short circuit, open
circuit, or variation from the specified resistance
indicates a faulty harness or magnetic pickup. If
the check is unsatisfactory, remove the two-pin
connector and check resistance at the magnetic
pickup. A satisfactory reading at the pickup in-
dicates the wiring harness is faulty.
 PREVENTIVE MAINTENANCE

12V-TO-24V CONVERTER RANGE INDICATOR

(OR 24V OVERLOAD PROTECTOR)
SHIFT
– + SELECTOR
4 3
EQUIPMENT
BATTERY
2 1
THROTTLE ENGINE OIL-
POTENTIOMETER PRESSURE SWITCH 201 BLACK
205 RED
2-PIN CONNECTOR 202 BLACK 203 BLUE
209 TO EQUIPMENT
A 200 RED LIGHT SWITCH 204 GREEN
219 TO
210 208
B C V J REVERSE
19-PIN CONNECTOR D B 16-PIN LK I
P
WHITE SIGNAL
CONNECTOR
E A H
P N 206 BLACK O P
F R A G
S M
TU M B
L F
G
SHIFT PATTERN H J K 218 C E
D N
GENERATOR 217
(SPG)
216
215
214
213
212
211 207 WHITE
In series with equipment
starter circuit

J K L 110
H M
S N 100
G A
R P
F C B 101
B
E A 2-PIN A
T D 17-PIN CONNECTOR CONNECTORS
102
B
111 MAGNETIC
107 PICKUP
106
105
104
H E
F
103
G MAIN
D VALVE
8-PIN CONNECTOR
BODY
108 A C
B
109 V03576

Figure 3–8. Automatic-Electric Control System Wiring Diagram

Copyright © 1997 General Motors Corp. 3–19

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
8. Next, check the resistance between pin socket
T (ground) and each of the remaining active
pin sockets (E, F, G, H, J, K, and L). Each
check should give a reading of 50–90 Ohms,
and will include the pertinent wiring harness
conductors and a valve body solenoid. A short
circuit, open circuit, or variation from the spec-
ified resistance indicates a faulty wiring har-
ness, control valve circuit, or solenoid.
9. If the check is unsatisfactory, remove the eight-
pin connector from the control valve assembly
and check the resistance between the center pin
and each of the other seven pins (A, B, C, D,
E, F, and G) in the eight-pin socket, plus each
of the two pins (A and B) in the two-pin con-
nector. A satisfactory reading (50–90 Ohms) at
each of these nine points indicates the valve as-
sembly has no electrical faults but that the wir-
ing harness is faulty.
c. Checking Throttle Potentiometer
1. Position throttle lever 10 (Foldout 34) at the
full throttle position (approximately 35 degrees
counterclockwise from a vertical line through
the shaft to which the lever attaches — viewed
from the lever end of assembly). Movement of
lever 10 from closed throttle to full throttle po-
sition must correspond with that of the equip-
ment throttle control. Adjust only the linkage if
necessary. Do not make adjustments within
the throttle potentiometer.
2. Connect an ohmmeter across connector pins A
and B. Resistance should be 275 Ohms.
3. Slowly and smoothly swing the throttle lever
clockwise through an arc of approximately 70
degrees (to closed throttle position), while
reading the ohmmeter. The reading must de-
crease smoothly and without interruptions to a
value of 30–90 Ohms at closed throttle posi-
tion.
4. If these readings are obtained, the throttle po-
tentiometer is electrically satisfactory and cor-
rectly adjusted. If the readings are either high
or low, the throttle potentiometer lever may re-
quire adjustment (Paragraph 6–6b(7)). If the
circuit is open, short circuited, or the reading is
irregular or intermittent, potentiometer assem-
bly 9 (Foldout 34) must be replaced.
3–20 Copyright © 1997 General Motors Corp.
d. Checking Magnetic Pickup (Speed Sensor).
Connect an ohmmeter across pins A and B (wiring
harness removed). The reading must be 50–200 Ohms.
If the reading is not within this range, replace the mag-
netic pickup.
e. Checking Shift Pattern Generator (SPG)
1. The SPG may be tested in the field with the
Noel-Smyser N1948 Test Kit to determine if
the SPG is faulty.
2. If the test kit is not available, and if all previous
tests of the system and components are satisfac-
tory, substitute a new SPG for the suspect unit.
3. If the new SPG does not correct the problem,
the trouble may be in the hydraulic or mechan-
ical components.
NOTE:
When a new SPG is installed for troubleshooting,
remove it (if original unit is not proved faulty) and
reinstall the original. Do not return the new unit for
service or adjustment on the supposition that it is
faulty.
4. If tests prove the SPG faulty, replace it with a
new unit. The faulty SPG may be rebuilt by
those having the proper equipment and skills.
Laboratory test procedures and rebuild instruc-
tions are included in Rebuild Manual
SM1502EN.
f. Checking 24V Overload Protector
1. The Noel-Smyser N1920 Test Kit or a voltmeter
may be used to test the 24V overload protector.
2. Refer to Table 3–3, Troubleshooting, Item G1,
for checking voltages at the overload protector.
3. If tests prove the overload protector is faulty, it
should be replaced by a new unit. The overload
protector may be rebuilt by those having the
proper equipment and skills. Laboratory test
procedures and rebuild instructions are in-
cluded in Rebuild Manual SM1502EN.
 PREVENTIVE MAINTENANCE
g. Checking 12V-to-24V Converter
TEST LAMPS (11)
N
1. Noel-Smyser N1920 Test Kit, or a voltmeter, CONNECTOR
may be used to test the 12V-to-24V converter. J
I
2. Refer to Table 3–3, Troubleshooting, Item G1, for
checking voltages at the 12V-to-24V converter. H A
LM B
G K C
3. If tests prove the converter is faulty, replace the N
F J
converter with a new unit. The 12V-to-24V
D
converter can be rebuilt by those having the E
I E
proper equipment and skills. Laboratory test D H PG O F
procedures and rebuild instructions are in- C SPST
SWITCH (X)
cluded in Rebuild Manual SM1502EN.
B ON
4. The unit is not serviceable in the field except A OFF
for replacement of the SFE 71/2A fuse.
h. Checking Control Valve Assembly. Refer to
Paragraph 3–20c for electrical check of the valve body 12V AUTO AUTO MANUAL
assembly. BATTERY
SFE 9A FUSE DPDT SWITCH (Y)
i. Checking Hydraulic Circuit. Refer to Paragraph V03490

3–20d for checking the hydraulic circuit.

Figure 3–9. Test Lamp Bank Circuit

3–22. TESTING SHIFT SELECTOR • Lamps — G.E. No. 1815 (11)

ASSEMBLY
a. Manual-Electric Test Equipment
1. The shift selector may be checked with a test
lamp as outlined in Paragraph 3–20b. This
method requires that the wiring harness be
connected to the shift selector assembly. De-
tailed knowledge of the system circuit and
multiple tests are necessary when conventional
equipment is used.
2. The test kit described in Paragraph 3–20a may
be employed for any test of the shift selector as-
sembly. However, detailed knowledge of the
system circuit and multiple tests are necessary.
b. Shop-Constructed Test Lamp Bank
1. A test lamp bank may be constructed to test the
shift selector assembly. This lamp bank will
check any shift selector assembly used on
5000, 6000, 8000, and 9000 Series models,
whether manual-electric or SPG-control auto-
matic-electric, with 12V or 24V systems.
2. Figure 3–9 illustrates the circuit of the test
lamp bank. Listed below are the components
required to construct the bank. All components
are available from Allied Electronics or any
similar source.
Copyright © 1997 General Motors Corp.
• Lamp holders — Dialco (11)
— Red — No. 95-9110-0931-102
— Green — No. 95-9110-0932-102
— Amber — No. 95-9110-0933-102
— White — No. 95-9110-0935-102
• Switch, SPST — Cutler-Hammer No.
8381K22C (1)
• Switch, DPDT — Cutler-Hammer No.
8373K21D (1)
• Connector, 16-pin — MS 3106A24-7S (1)
• Wire — AWG No. 18 stranded copper, PVC
covered (AR)
• Cable covering — PVC
• Binding posts (to attach battery) —
Superior Electric Co. 5-way:
— No. DF 30RC (red) (1)
— No. DF 30BC (black) (1)
• Box — Bud No. CU2110A (1)
• Fuse holder — Allison No. 6839335 (1)
• Fuse — SFE 9A (1)
NOTE:
Obtain sufficient wire and cable covering to allow a
five foot minimum length from the 16-pin connector
to the box.
3–21
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
3. Construct the test lamp bank and label each
lamp as shown in Figure 3–9.
c. Testing Manual-Electric Shift Selector
NOTE:
• The field test kit described in Paragraph 3–20a
may be used for all tests. However, the technician
should have a thorough knowledge of the shift se-
lector circuits. Multiple tests are necessary.
• The lamp bank described in Paragraph 3–22b is
preferred for testing the shift selector assembly.
1. Throw switches to positions shown in Figure
3–9 (X to off; Y to manual). Connect the 12V
battery to the lamp bank, observing the polar-
ity indicated in Figure 3–9.
2. Couple the lamp bank connector to the connec-
tor on the shift selector assembly.
7. Electrical interruption in the downshift inhibi-
tor may be caused by either a faulty solenoid
coil or its connecting wire. The solenoid coil
can be checked, when removed, by connecting
it directly to a battery to determine if it will en-
ergize. The wiring and terminals may be
checked when the shift selector is disassem-
bled (Paragraph 6–3).
8. Throw inhibitor Switch X to the OFF position
(Figure 3–9). This should release the inhibitor
solenoid and permit the selector lever to move
in either direction. Failure to release when the
switch is OFF could be due to a ground in the
conductor leading to Contact M in the shift se-
lector connector. A mechanical fault not per-
mitting release could be the failure of outer
clutch 73 (Foldout 33) to retract from inner
clutch 2. Disassembly and inspection (Para-
graph 6–3) will reveal the fault.

3. Check the SFE 9A fuses in both the shift se-

lector assembly and the lamp bank. If either is
blown, replace it. If the new fuse blows, there
is a ground or short circuit in the shift selector
assembly that must be corrected before pro-
ceeding.

4. Check the shift selector lamp. Note that the lamp

circuit is independent of the fuse in the shift se-
lector assembly. If the lamp fails to light, a failed
bulb, defective socket, or open circuit is indi-
cated. MICROSWITCH SEQUENCE
GAUGE J 24710
5. Throw Switch X (Figure 3–9) to the ON position.
This should energize the downshift inhibitor.
There should be a “click” when the switch is
thrown. When the inhibitor is energized, manual
upshifts are possible but downshifts cannot be
made. If the “click” does not occur, and down-
shifts can be made, electrical trouble is indicated.
Either the solenoid coil or its connecting circuit is
faulty. If the “click” does occur, but downshifts
can be made, mechanical trouble is indicated.

6. Mechanical trouble in the downshift inhibitor

is usually due to failure of inner clutch 2
(Foldout 33) or angular misadjustment of so-
H00717
lenoid housing 60. For repair of the clutch
and adjustment of the solenoid housing, refer Figure 3–10. Switch Sequence Gauge J 24710 —
to Paragraph 6–3. Positioned for Test

3–22 Copyright © 1997 General Motors Corp.

 PREVENTIVE MAINTENANCE
Selector Position Lamps Lighted
Lamps Lighted When Selector
Lever Is Pushed Toward:
R A, B, F

N A, F, N Midpoint Upshift Downshift

Test Position Direction Direction
1 C, F 5–6 E, G E, F

2 C, G 4–5 E, F D, G

3–4 D, G D, F
3 D, F
2–3 D, F C, G
4 D, G
1–2 C, G F, H
5 E, F N–1 C, F A, F, N

6 E, G R–N A, F, N A, B, F, J

13. If the light pattern shown above is not obtained

9. Check each position of the selector lever to de-
termine if the selector switches are operating
(making and breaking) satisfactorily. This can
be determined by noting which lamps are lit
and not lit in each selector position. The chart
above shows the desired light pattern.
10. If the light pattern in the preceding table is ob-
tained, the switches are functioning satisfacto-
rily. If any other pattern is obtained, either the
switch assembly is faulty, or the wiring is
faulty or connected improperly to the switches.
11. A further check, using the lamp bank, is neces-
sary to determine if the switch assembly is an-
gularly aligned with the selector lever. Any
clockwise or counterclockwise mislocation of
the switch assembly in relation to the selector
lever shift positions will affect the sequence
and timing of the switches.
12. Place microswitch sequence gauge J 24710 on
the selector lever (Figure 3–10). The tool holds
the shift lever at the midpoint between two
shift positions, but provides a tolerance of
movement sufficient for complete transition
from one shift position to the next. All changes
in the light pattern should occur within the
movement tolerance. The following chart indi-
cates the light patterns at each test position.
but a satisfactory pattern was obtained in Step
(9), angular misalignment of the microswitch
assembly is indicated.
14. To check for the direction (clockwise or coun-
terclockwise) of misalignment of the mi-
croswitch assembly, place the selector lever at
the midpoint between N (Neutral) and 1 (First
range). Install microswitch sequence gauge
J 24710 and push the selector lever toward N
(Neutral). If Lamp C lights, the microswitch
assembly requires clockwise adjustment (as
viewed from microswitch end of shift
selector). Next, push the selector lever toward
1 (First range). If Lamps A or N light, the mi-
croswitch assembly requires counterclockwise
adjustment.
15. Make any adjustment required for microswitch
alignment by tapping the microswitch frame
with a hardwood dowel and hammer at the
points indicated in Figure 3–11.
d. Testing SPG-Control Automatic-Electric Shift
Selector
NOTE:
The same testing equipment used to test the manu-
al-electric shift selector can be used to test the SPG-
control automatic-electric shift selector.

Copyright © 1997 General Motors Corp. 3–23

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
Tap with punch
to adjust
clockwise
MICROSWITCH
ASSEMBLY
Tap with punch
to adjust
counterclockwise
H00718.01
Figure 3–11. Angular Adjustment of Microswitch
1. The wiring harness must be removed from the
shift selector during testing.
2. Refer to Paragraph 3–22b for shift selector
testing equipment. The test lamp bank shown
in Figure 3–9 is recommended for testing the
shift selector.
3. Throw Switch Y to AUTO position. Throw
Switch X to OFF position. Connect a 12V bat-
tery to the lamp bank, observing the polarity
shown in Figure 3–9.
4. Couple the lamp bank connector to the connec-
tor of the shift selector assembly.
5. Check the SFE 9A fuse in the lamp bank, and
the SFE 9A fuse in the shift selector. If either is
blown, replace it. If the fuse in the lamp bank
blows when replaced, there is a ground in the
shift selector that must be corrected before pro-
ceeding.
6. Throw Switch X (Figure 3–9) to ON position.
7. Check the shift selector lamp. If it does not
light, a failed bulb, defective socket, open cir-
cuit, or failed resistor is indicated.
3–24 Copyright © 1997 General Motors Corp.
8. Check each position of the selector lever to de-
termine if the selector switches are operating
(making and breaking) properly. This can be
determined by noting the lamps that are lit in
each selector position. The following chart
shows the desired light pattern.
Selector Position Lamps Lighted
R A, J
N C, N
D H, I
5 G, I
4 F, I
3 E, I
2 D, I
1 C, I
9. If the light pattern in the preceding table is ob-
tained, the switches are functioning satisfacto-
rily. If any other pattern is obtained, either the
switch assembly is faulty, or the wiring is
faulty or improperly connected to the switches.
10. A further check, using the lamp bank, is neces-
sary to determine if the switch assembly is an-
gularly aligned with the selector lever. Any
clockwise or counterclockwise mislocation of
the switch assembly in relation to the selector
lever shift positions will affect the sequence
timing of the switches.
11. To make this alignment check, place switch se-
quence gauge J 24710 on the selector lever
(Figure 3–10). The tool holds the shift lever at
the midpoint between two shift positions, but
provides a tolerance of movement sufficient for
complete switching transition from one shift
position to the next. All changes in the light
pattern should occur within the movement tol-
erance. The following chart indicates the light
patterns at each test position.
 PREVENTIVE MAINTENANCE
3–23. TROUBLESHOOTING THE
Lamps Lighted When Selector TRANSMISSION
Lever Is Pushed Toward:

NOTE
Midpoint Upshift Downshift
Test Position Direction Direction The engine and transmission must be regarded as a
single package during troubleshooting. A thorough
study of the description and operation of the com-
1–2 D, I C, I
ponents and hydraulic system will be helpful in de-
2–3 E, I D, I termining the cause of trouble.

3–4 F, I E, I
a. Before Removal or Operation
4–5 G, I F, I 1. Do not operate the equipment prior to inspect-
ing for fluid leakage. Visually inspect all split-
5–DR H, I G, I lines, plugs, and hose and tube connections at
the transmission and cooler. Fluid leakage at
DR–N C, N H, I splitlines may be caused by loose mounting
bolts or defective gaskets. Tighten all bolts,
N–R A, J C, N plugs, and connections where leakage is found.

2. If inspection (Paragraph 3–23a) does not re-

12. If the light pattern shown is not obtained, but a
satisfactory pattern is obtained in Step (8), an-
gular misalignment of the switch assembly is
indicated.
13. To check for the direction (clockwise or coun-
terclockwise) of misalignment of the switch
assembly, place the selector lever at midpoint
between N (Neutral) and DR (Drive). Install
the alignment gauge and push the selector lever
toward N (Neutral). If Lamp H or I lights, the
switch assembly requires clockwise adjust-
ment (as viewed from switch end of shift selec-
tor). If Lamp C or N lights, the switch
assembly requires counterclockwise adjust-
ment.
14. Make any adjustment required for switch
alignment by tapping the switch frame with a
hardwood dowel and hammer at the points in-
dicated in Figure 3–11.
15. If any fault is found in the shift selector that
cannot be corrected by alignment or replace-
ment of the SFE 9A fuse, resistor, or shift se-
lector lamp, rebuild the shift selector (refer to
Paragraph 6–5).
veal the cause of trouble, and the equipment is
operational, further troubleshooting is neces-
sary. Do not remove the transmission from the
equipment until the causes of trouble are
checked against Table 3–3, Troubleshooting.
b. During Operation. To make a thorough test of
the equipment-mounted transmission, be sure the en-
gine is properly tuned and the fluid level in the trans-
mission is correct. Refer to Paragraph 3–4 for check-
ing the fluid level.
c. After Removal From Equipment. When the
cause of transmission malfunction is not determined
by tests or inspections before removal from the equip-
ment, the transmission may be mounted in a test stand
(if available) and checked. Particular attention should
be given to proper fluid level and to correct linkage ad-
justment in every transmission test.
d. Troubleshooting Table. Table 3–3 outlines the
possible causes of transmission troubles and their rem-
edies. Capital letters indicate the symptom; numerals
following the symptom indicate several possible
causes; corresponding numerals in the right column
indicate remedies for the causes and direct you to in-
formation.

Copyright © 1997 General Motors Corp. 3–25

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
Table 3–3. Troubleshooting

Cause Remedy

A. TRANSMISSION OVERHEATS

1. High or low fluid level
2. Aerated (foaming) fluid
3. Equipment overloaded
4. Engine coolant overheated
5. Heat exchanger or lines kinked or clogged
6. Low coolant level
7. Transmission fluid leaking
8. Low main pressure
9. Low converter-out pressure
10. Equipment brakes dragging
11. Torque converter stator locked
12. Clutch slipping
13. Operating in too high range (engine lugging) for
equipment speed
14. Retarder partially applied
1. Restore proper fluid level (Paragraph 3–4).
2. Refer to B.
3. Reduce load.
4. Correct engine overheating.
5. Clean or replace heat exchanger or lines.
6. Add coolant, check for leaks.
7. Check transmission and all external lines —
correct leaks.
8. Refer to V.
9. Refer to U.
10. Check parking and service brakes.
11. Check for low top speed of equipment. Check
torque converter components.
12. Overhaul transmission. Replace worn piston
sealrings or clutch plates.
13. Downshift sooner to a lower range.
14. Check retarder linkage.

B. TRANSMISSION FLUID IS AERATED (FOAMING)

1. Incorrect type fluid used 1. Change fluid; use proper type (Paragraph 3–6).
2. High or low fluid level 2. Restore proper fluid level (Paragraph 3–4).
3. Air entering suction side of pump 3. Check pump bolts and gasket.
4. Water in transmission fluid 4. Check for source; clean system.

C. HEAVY METAL DEBRIS IS FOUND IN TRANSMISSION FLUID

1. Transmission internal failure 1. Completely disassemble, clean, and repair

transmission. Replace filters and clean external
lines and cooler.

3–26 Copyright © 1997 General Motors Corp.

 PREVENTIVE MAINTENANCE
Table 3–3. Troubleshooting (cont’d)

Cause Remedy

D. COOLANT IS FOUND IN TRANSMISSION FLUID

1. Heat exchanger leaking 1. Completely disassemble and thoroughly clean

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

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

1. Electrical interruption at initial start-up, during 1. Check the following components and replace if
reverse operation, or after reset procedure after faulty:*
lock-in-range system is activated* • Shift Selector Fuse
• Wiring Harness(es) (Paragraph 3–21b)
• Shift Pattern Generator (SPG)
(Paragraph 3–21e)
• 24V Overload Protector (Paragraph 3–21f)
• Throttle Potentiometer (Paragraph 3–21c)
• Shift Selector (Paragraph 3–22)
• Equipment Power Source
• Solenoid(s) (Paragraph 3–21h)

2. Electrical interruption at initial start-up, during 2. Check the following components and replace
reverse operation, or after engine has been started if faulty:**
up after lock-in-range system is activated** • Wiring Harness (Paragraph 3–20b)
• Shift Selector Fuse
• Shift Selector (Paragraph 3–22)
• Equipment Power Source
• Solenoid(s) (Paragraph 3–20c)

3. Electrical interruption at initial start-up or during 3. Refer to E2.

operation***
4. Internal mechanical failure 4. Overhaul transmission.

* SPG-control automatic-electric models only.

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

Copyright © 1997 General Motors Corp. 3–27

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
Table 3–3. Troubleshooting (cont’d)

Cause Remedy

E. NO POWER IS TRANSMITTED IN ANY RANGE, REGARDLESS OF

SELECTOR POSITION (cont’d)

5. Driveline failure 5. Check input and output of transmission.

6. Low fluid level 6. Restore proper fluid level (Paragraph 3–4).
7. Low main pressure 7. Refer to V.
8. Manual selector valve not positioned properly 8. Check linkage.
(manual-hydraulic models)

F. TRANSMISSION CONTINUES IN THE SAME FORWARD RANGE REGARDLESS OF

SELECTOR POSITION

1. Lock-in-range system activated* 1. Conduct reset procedures. After reset procedures,

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

2. Complete electrical interruption, lock-in-range 2. Shut down engine and check the components
system activated** listed in E2.**

G. SHIFTING IS ERRATIC†

1. Power source voltage under 18V or faulty 24V
overload protector (24V system); or, power
source voltage under 9V or faulty 12V-to-24V
converter
1. Check terminals 1 and 2 (Figures 2–5, 2–6) of
overload protector (24V system). If under 18V,
restore power source. Check terminals 1 and 2
(Figures 2–5, 2–6) of 12V-to-24V converter (12V
systems). If under 9V, restore power source.
Check voltage at terminals 3 and 4 of the 24V
overload protector or the 12V-to-24V converter.
If under 18V and the power source voltage is OK,
replace the overload protector or converter.

* SPG-control automatic-electric models only.

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

3–28 Copyright © 1997 General Motors Corp.

 PREVENTIVE MAINTENANCE
Table 3–3. Troubleshooting (cont’d)

Cause Remedy

G. SHIFTING IS ERRATIC† (cont’d)

2. Wiring harness(es) or mating connectors faulty
2. Check all wiring harness(es) for breaks, signs of
chafing, fraying, or deterioration.
• Check all connections for tightness and
freedom from corrosion.
• Disconnect, clean, and reconnect any
defective connections. Firm, complete
connection of each connector is important.
The pins must not be bent or otherwise
damaged.
• Align the index key and slot, and push the
cable end of the connector firmly into its
socket. Tighten the retaining nut as tightly as
possible, by hand (do not use any tool to
retain the connectors).
• Then push again on the cable end while
working it slightly from side to side and
retighten the nut.
• Continue pushing the cable end and
tightening the nut until the connection is
firm, and the nut will not tighten further.
• Refer to Paragraph 3–20b or 3–21b to test
wiring harness — replace if faulty.

3. Loss of electrical power to controlling solenoids 3. Check circuit(s) and solenoid(s) and replace if
faulty (Paragraphs 3–20c, 3–21h).

4. Faulty shift selector 4. Check shift selector — repair if faulty

(Paragraph 3–22).

5. Faulty throttle potentiometer†† 5. Check throttle potentiometer — repair or replace

if faulty (Paragraph 3–21c).††

6. Faulty magnetic pickup†† 6. Check magnetic pickup — replace if faulty

(Paragraph 3–21d).††

7. Faulty shift pattern generator (SPG)†† 7. Check SPG — repair or replace if faulty
(Paragraph 3–21e).††

8. Faulty hydraulic circuits 8. Check hydraulic circuits — correct faults

(Paragraph 3–20d, 3–21i).

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

†† Automatic-electric models only.

Copyright © 1997 General Motors Corp. 3–29

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
Table 3–3. Troubleshooting (cont’d)

Cause Remedy

H. EQUIPMENT OPERATES ONLY IN FIRST, NEUTRAL, AND REVERSE

1. Failed magnetic pickup (speed sensor) or circuit 1. Replace magnetic pickup (speed sensor) or repair
circuit.

I. TRANSMISSION SHIFTS TO NEUTRAL DURING REVERSE OPERATION, BUT WILL

OPERATE NORMALLY IN ALL FORWARD RANGES

1. Loss of electrical power to Solenoid B 1. Repair circuit or replace Solenoid B.

J. EQUIPMENT OPERATES IN REVERSE AND MOVES BACKWARD IN NEUTRAL WHEN

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

1. Reverse clutch failed (won’t release) 1. Overhaul transmission.

K. EQUIPMENT OPERATES IN FIRST AND SECOND RANGES AND MOVES FORWARD IN

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

1. Low-range clutch failed (won’t release) 1. Overhaul transmission.

L. EQUIPMENT OPERATES IN THIRD AND FOURTH RANGES AND MOVES FORWARD IN

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

1. Intermediate-range clutch failed (won’t release) 1. Overhaul transmission.

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

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

1. High-range clutch failed (won’t release) 1. Overhaul transmission.

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

HIGH RANGE, OR REVERSE). SOLENOIDS OK.

1. Range clutch failed (won’t apply, slipping) 1. Overhaul transmission. Check for worn piston
seals, broken piston housing, or worn clutch
plates in that range.
2. Manual selector linkage out of adjustment* 2. Adjust linkage.*

* Manual-hydraulic models only.

3–30 Copyright © 1997 General Motors Corp.

 PREVENTIVE MAINTENANCE
Table 3–3. Troubleshooting (cont’d)

Cause Remedy

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

1. Splitter shift valve stuck in the splitter-high 1. Remove and clean control valve assembly. Check
(down) position for broken spring.

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

1. Splitter shift valve stuck in the splitter-low (up) 1. Remove and clean control valve assembly.
position

Q. SLOW CLUTCH ENGAGEMENT

1. Low transmission fluid level 1. Add fluid to proper level (Paragraph 3–4).
2. Foaming transmission fluid 2. Refer to B.
3. Worn piston seals 3. Overhaul transmission.
4. Low main pressure 4. Refer to V.
5. Low transmission fluid temperature 5. Use recommended fluid (Paragraph 3–6a).
Preheat if required.

R. EQUIPMENT LACKS POWER AND ACCELERATION

1. Defective or failed torque converter 1. Overhaul torque converter.

2. Engine malfunction
3. Aerated transmission fluid
4. Low engine speed at converter stall
5. High engine speed at converter stall
6. Hydraulic retarder partially applied
7. Vehicle brakes dragging
8. Manual selector valve not positioned properly*
2. Check engine; refer to engine service manual.
3. Refer to B.
4. Refer to T.
5. Refer to S.
6. Check linkage (Paragraph 3–12).
7. Check parking and service brakes.
8. Check linkage (Paragraph 3–12a).

S. HIGH ENGINE SPEED AT CONVERTER STALL (Paragraph 3–16)

1. Low transmission fluid level 1. Add fluid to proper level (Paragraph 3–4).
2. Low converter-out pressure 2. Refer to U.

* Manual-hydraulic models only.

Copyright © 1997 General Motors Corp. 3–31

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
Table 3–3. Troubleshooting (cont’d)

Cause Remedy

S. HIGH ENGINE SPEED AT CONVERTER STALL (Paragraph 3–16) (cont’d)

3. High fluid temperature (above 250˚F (121˚C)) 3. Refer to Paragraph 3–11a.

4. Clutch slipping — main pressure normal 4. Overhaul transmission. Replace clutch piston
sealrings or clutch plates.
5. Foaming transmission fluid 5. Refer to B.

T. LOW ENGINE SPEED AT CONVERTER STALL (Paragraph 3–16)

1. Low engine output torque 1. Tune engine and check output.

2. Converter element interference 2. Check for noise at stall; overhaul converter if
necessary.
3. Transmission fluid not up to operating 3. Warm up transmission to 160–200˚F (71–93˚C).
temperature

U. LOW CONVERTER-OUT PRESSURE

1. Low transmission fluid level 1. Add fluid to proper level (Paragraph 3–4).
2. Hydraulic line leakage (remote-mounted cooler 2. Check for fluid leaks. Correct leaks.
or filter)
3. Plugged strainer 3. Clean strainer.
4. Defective pump 4. Rebuild or replace pump assembly
(Paragraph 6–28).
5. High fluid temperature 5. Refer to Paragraph 3–11a.
6. Foaming transmission fluid 6. Refer to B.
7. Converter-in check valve stuck open or spring 7. Repair valve (Paragraph 6–29).
failed
8. Lubrication regulator valve stuck open or spring 8. Repair valve (Paragraph 6–29).
failed

V. LOW MAIN PRESSURE

1. Low transmission fluid level 1. Add fluid to proper level (Paragraph 3–4).
2. Leaks in hydraulic system 2. Check all external points for leaks; check each
range for localizing internal leaks.
3. Failure in main-pressure regulator valve 3. Overhaul valve assembly (Paragraph 6–13).
4. Worn input pump assembly 4. Rebuild or replace pump assembly
(Paragraph 6–28).
5. Clogged strainer 5. Clean strainer.
6. Air leaks at suction side of input pump 6. Check input pump; correct leaks.
3–32 Copyright © 1997 General Motors Corp.
 PREVENTIVE MAINTENANCE
Table 3–3. Troubleshooting (cont’d)

Cause Remedy

W. DOWNSHIFT OF TRANSMISSION IS PERMITTED DURING LOCKUP OPERATION*

1. Disconnected or broken wiring harness lead to 1. Inspect the wiring harness lead and ground lead
the inhibitor pressure switch (or terminal if no ground lead is used) for
corrosion, loose connection, and condition.
2. Failed pressure switch 2. With equipment power on, ground the inhibitor
wiring harness lead to the body of the pressure
switch. If the inhibitor then engages, the pressure
switch is faulty (will not close) and should be
replaced.
3. Faulty shift selector 3. If grounding the lead does not actuate the inhibitor,
check the shift selector (Paragraph 3–22).
4. Faulty wiring harness 4. Check wiring harness; replace if faulty
(Paragraph 3–20b).

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

1. Improperly grounded wiring harness lead to the 1. Check the pressure switch lead for a ground.
pressure switch Check that the lead is connected to the pressure
switch terminal insulated with a fiber washer (not
to the terminal having a star washer).
2. Failed pressure switch 2. If disconnecting the pressure switch lead from
the switch terminal disengages the inhibitor, the
pressure switch is faulty and must be replaced.
3. Faulty shift selector 3. Check the shift selector (Paragraph 3–22). The
inhibitor should engage when the lead to pressure
switch K (Figure 3–7) is grounded (while
equipment power to the selector is on).
4. Faulty wiring harness 4. Check wiring harness. Replace if faulty
(Paragraph 3–20b).

Y. SHIFT SELECTOR NOT ILLUMINATED**

1. Failed light bulb 1. Replace the light bulb.
2. Failed resistor (24V system) 2. Replace the resistor.
3. Defective equipment wiring or connections or 3. Check the equipment wiring and terminals; refer
defective wiring harness(es) to the equipment wiring diagram. Check wiring
harness(es) (Paragraphs 3–20b, 3–21b). Replace
if faulty.
4. Faulty shift selector 4. Check the shift selector. Repair if faulty
(Paragraph 3–22).

* Manual-electric models only.

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

Copyright © 1997 General Motors Corp. 3–33

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
Table 3–3. Troubleshooting (cont’d)

Cause Remedy

Z. REVERSE SIGNAL NOT ENERGIZED**

1. Failed reverse indicator device, faulty connectors 1. Check the reverse indicator device. Check for
power to the indicator.
2. Defective equipment wiring or connections 2. Check the equipment wiring system for loose
connections or broken wires and connectors;
refer to equipment wiring diagrams.
3. Faulty shift selector 3. Check the shift selector. Repair if faulty
(Paragraph 3–22).
4. Faulty wiring harness 4. Check wiring harness. Replace if faulty
(Paragraphs 3–20b, 3–21b).

AA. STARTER OPERATES IN ALL RANGES**

1. Faulty neutral start switch 1. Replace neutral start switch in shift selector
(Paragraphs 6–3, 6–5).

AB. STARTER WILL NOT OPERATE IN NEUTRAL*

1. Faulty starter or starter solenoid 1. Using a test light or voltmeter, check for power at
the starter solenoid input when the starter switch
is activated. If power is present, the starter or
solenoid is defective. If no power is present, go to
Step 2.
2. Disconnected or broken wire or terminal in the 2. Check the equipment wiring system. Refer to the
equipment wiring system equipment service manual.
3. Faulty shift selector 3. Check the shift selector. Repair if bad
(Paragraph 3–22).

AC. LOSS OF POWER AT EQUIPMENT-FURNISHED PTO

(Models With Variable-Capacity Torque Converter)

1. Defective actuation 1. Repair or replace actuation device and/or control

components.
2. Weak or broken stator control spring 2. Replace spring (Paragraph 3–11g).
3. Defective stator control valve assembly 3. Rebuild stator control valve assembly
(Paragraph 6–12).

* Manual-electric models only.

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

3–34 Copyright © 1997 General Motors Corp.

 PREVENTIVE MAINTENANCE
Table 3–3. Troubleshooting (cont’d)

Cause Remedy

AC. LOSS OF POWER AT EQUIPMENT-FURNISHED PTO

(Models With Variable-Capacity Torque Converter) (cont’d)

4. External transmission fluid leakage (stator 4. Tighten or replace hydraulic lines.

control circuit)
5. Internal transmission fluid leaks (stator control
circuit)
6. Stuck stator piston or stator vanes
7. Defective stator piston seals
5. Overhaul transmission.
6. Rebuild stator (Paragraph 6–26).
7. Replace piston seals (Paragraph 6–26).

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

1. Defective actuation 1. Repair or replace actuation device and/or control

2. Stator control valve spring broken or missing
3. Defective stator control valve
4. Stuck stator piston or stator vanes
components.
2. Replace spring (Paragraph 3–11g).
3. Rebuild stator control valve assembly
(Paragraph 6–12).
4. Rebuild stator piston (Paragraph 6–26).

Copyright © 1997 General Motors Corp. 3–35

 Section 4 — GENERAL OVERHAUL INFORMATION
4–1. SCOPE
a. This section provides general information for
overhaul, cleaning, and inspection of the transmission.
Tables include special tools and recommended re-
placement of parts. Good shop practices together with
the recommended procedures will aid in restoring high
quality performance.
b. For electronic control transmissions, refer to
TS2712EN, Troubleshooting Manual, for special tools
and procedures.
4–2. PROCEDURES SUBJECT
TO CHANGE
Because of the release of new models and changes to
models already in the field, instructions in the manual
are subject to change. Always check the latest service
information available at your dealer. Before requesting
service information or ordering parts from your dealer,
be sure to refer to Paragraph 1–3.
4–3. WELDING PROCEDURES FOR
ELECTRONIC CONTROL
EQUIPMENT
CAUTION:
The ECU will be damaged by improper welding
procedures.
1. In sequence, first disconnect the negative, then
disconnect the positive wiring connections
from the battery.
2. If additional electronic system ground wires
are connected to the frame, be sure they are
disconnected.
3. Cover electronic components and wiring to
protect them from damage.
4. Do not connect welding cables to electronic
components.
5. Do not weld on electronic components.
Copyright © 1997 General Motors Corp.
6. Do not weld close to electronic components. If
close, move the electronic component during
the welding process.
7. When welding is completed, in sequence, first
connect the positive, then connect the negative
wiring connections to the battery.
4–4. REMOVAL, INSTALLATION OF
TRANSMISSION
Consult your vehicle or equipment service manual for
procedures to be followed in removing or installing the
transmission.
4–5. REMOVAL OF WIRING
HARNESSES (Manual-Electric and
SPG-Control Models)
a. Manual-Electric Shift Model
WARNING!
Removing the wiring harnesses from the trans-
mission while the equipment power supply is ON
can cause unexpected shifts resulting in sudden,
uncontrolled vehicle or equipment movement.
To help avoid injury or property damage, power
from the equipment electrical system must be
switched OFF before disconnecting the transmis-
sion wiring.
1. Loosen the nut and remove wiring harness 76
(Foldout 33) from the eight-pin connector on
the main valve body.
2. Remove the wire from pressure switch 22
(Foldout 15,B).
3. Loosen the nut and remove wiring harness 76
(Foldout 33) from the bottom of shift selector
assembly 1 in the equipment cab.
4. Remove the five conductors (or as many as are
used) from the equipment power source,
ground, light system, starter circuit, and reverse
signal circuit.
4–1
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
7. Remove any fasteners which may retain the wir-
NOTE:
ing harness. Remove the harness. If defective,
The conductors are identified in Figure 4–1 as J, L, do not attempt to repair it. Replace it with a new
M, N, and P. For convenience in reconnecting these harness.
leads, the leads and the points from which they are
removed should be tagged with the same letters. b. SPG-Control Automatic-Electric
Shift Model

5. Remove any fasteners that retain these leads WARNING!

between their points of connection and the
main body of the wiring harness.
6. Remove any equipment components which
prevent access to the wiring harness fasten-
ers, or which would prevent removal of the
harness.
Removing the wiring harnesses from the trans-
mission while the equipment power supply is ON
can cause unexpected shifts resulting in sudden,
uncontrolled vehicle or equipment movement.
To help avoid injury or property damage, power
from the equipment electrical system must be
switched OFF before disconnecting the transmis-
sion wiring.

BLACK
TO SWITCH
GROUND FRAME A
TO LIGHT L B
YELLOW K C
TO INHIBITOR M
J D
FROM L A I P N E
INHIBITOR B MATING
K CONNECTORS H O F
N C
J PM D G
I O E
H F
G BRANCHES TO
EXTERNAL POINTS
N — TO EQUIPMENT STARTER
CIRCUIT (WHITE)
M — POWER INPUT (RED)
(24V )
L — TO EQUIPMENT LIGHT
CIRCUIT (BLUE)
P — TO EQUIPMENT GROUND
(BLACK) J — REVERSE SIGNAL
K (GREEN)
SWITCH SECTION B C
PRESSURE
SWITCH MAIN HARNESS A D
ON LOCKUP BRANCH TO 8-PIN CONNECTOR
VALVE BODY G
SELECTOR INTERNAL CIRCUIT E
F

MATING
CONNECTORS
B — TO SOLENOID B
A — TO SOLENOID A * B C — TO SOLENOID C
A
C D — TO SOLENOID D
G — TO SOLENOID G * G
D
E — TO SOLENOID E
F E
F — TO SOLENOID F
* Not present on “Lock-in-Neutral” models TO GROUND IN VALVE BODY
V03575

Figure 4–1. Manual-Electric Control System

4–2 Copyright © 1997 General Motors Corp.

 GENERAL OVERHAUL INFORMATION

12V-TO-24V CONVERTER OR
24V OVERLOAD PROTECTOR
WHITE — Connect in
series with equipment 4 3 2 1
starter circuit

TO — ENGINE-OIL
GREEN TO — PRESSURE SWITCH
REVERSE SIGNAL (+ INPUT FROM EQUIPMENT)

EQUIPMENT
FRAME GROUND

BLUE TO — TO — GROUND TERMINAL (–) OF

RED EQUIPMENT BATTERY
EQUIPMENT BLACK
LIGHT SWITCH

BLACK
FROM SHIFT PATTERN GENERATOR (SPG)
RED
FROM SHIFT
SELECTOR

V00725.01

Figure 4–2. Negative Ground System — Connections for 12V-to-24V Converter, or 24V Overload Protector
(Manual-Electric and SPG-Control Models)

12V-TO-24V CONVERTER

WHITE — Connect in
series with equipment 4 3 2 1
starter circuit

TO — GROUND
GREEN TO — TERMINAL (+)
REVERSE SIGNAL OF EQUIPMENT
BATTERY

EQUIPMENT
FRAME GROUND

BLUE TO — TO — ENGINE-OIL PRESSURE

RED SWITCH (– INPUT FROM EQUIPMENT)
EQUIPMENT BLACK
LIGHT SWITCH

BLACK
FROM SHIFT PATTERN GENERATOR (SPG)
RED
FROM SHIFT
SELECTOR

V00724.01

Figure 4–3. Positive Ground System — Connections for 12V-to-24V Converter

(Manual-Electric and SPG-Control Models)

Copyright © 1997 General Motors Corp. 4–3

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
1. Disconnect all branches (9 leads) of the cab har- 3. Remove all equipment components which pre-
ness from their connections (refer to Figure 4–2 vent access to the harness or its mounting fas-
or 4–3 as applicable). teners. Remove the fasteners.

2. Disconnect all multi-pin connectors (Figure 4–4)

which attach the harness to control components. 4. Remove the cab wiring harness.

12V-TO-24V CONVERTER RANGE INDICATOR

(OR 24V OVERLOAD PROTECTOR)
SHIFT
– + SELECTOR
4 3
EQUIPMENT
BATTERY
2 1
THROTTLE ENGINE OIL-
POTENTIOMETER PRESSURE SWITCH 201 BLACK
205 RED
2-PIN CONNECTOR 202 BLACK 203 BLUE
209 TO EQUIPMENT
A 200 RED LIGHT SWITCH 204 GREEN
219 TO
210 208
B C V J REVERSE
19-PIN CONNECTOR D B 16-PIN LK I
P
WHITE SIGNAL
CONNECTOR
E A H
P N 206 BLACK O P
F R A G
S M
TU M B
L F
G
SHIFT PATTERN H J K 218 C E
D N
GENERATOR 217
(SPG)
216
215
214
213
212
211 207 WHITE
In series with equipment
starter circuit

J K L 110
H M
S N 100
G A
R P
F C B 101
B
E A 2-PIN A
T D 17-PIN CONNECTOR CONNECTORS
102
B
111 MAGNETIC
107 PICKUP
106
105
104
H E
F
103
G MAIN
D VALVE
8-PIN CONNECTOR
BODY
108 A C
B
109 V03576

Figure 4–4. SPG-Control Automatic-Electric Control System

4–4 Copyright © 1997 General Motors Corp.

 GENERAL OVERHAUL INFORMATION
5. Disconnect all multi-pin connectors that attach
equipment wiring harness 7 (Foldout 34) to the
control components.
6. Remove all equipment components which pre-
vent access to the wiring harness or its mount-
ing fasteners. Remove the fasteners.
7. Remove the equipment wiring harness.
4–6. REMOVAL OF REMOTE
COMPONENTS (Manual-Electric and
SPG-Control Models)
a. Shift Selector Assembly
1. The shift selector assembly (Foldout 33 or 35)
may be removed, if necessary, by removing the
bolts in its base. However, the shift selector
may be checked without removing it. If defec-
tive, it may be either rebuilt, or replaced as a
unit. Refer to Paragraph 3–22 for troubleshoot-
ing information. Refer to either Paragraph 6–3
(manual-electric) or 6–5 (SPG-control auto-
matic-electric) for rebuild instructions for the
shift selector assembly. The shift selector mi-
croswitches are not serviceable.
2. If range indicator 22 (Foldout 34) has broken
light caps, replacement caps can be obtained
from Noel-Smyser Engineering Corporation,
4005 Industrial Boulevard, P.O. Box 24165, In-
dianapolis, Indiana 46254.
b. Shift Pattern Generator (SPG), 12V-to-24V
Converter, 24V Overload Protector, Throttle Po-
tentiometer. Shift Pattern Generator (SPG) 1 (Fold-
out 34), 12V-to-24V converter 4, 24V overload pro-
tector 5, and throttle potentiometer assembly 9 may
be removed, if necessary, by removing any attaching
bolts in the bases and by removing wiring harnesses
6 and 7. However, these components may be checked
without removing them. If defective, they may be ei-
ther rebuilt, or replaced as a unit. Refer to Paragraph
3–21 for troubleshooting. Refer to Paragraph 6–4 for
testing and rebuild information for the SPG, 12V-to-
24V converter, and the 24V overload protector. Refer
to Paragraph 6–6 for rebuild of the throttle potenti-
ometer assembly.
* We believe this source and their tools to be reliable. There may be additional manufacturers of such a tool. General Motors does not
endorse, indicate any preference for, or assume any responsibility for the products or tools from these firms, or for any such items which
may be available from other sources.
Copyright © 1997 General Motors Corp.
4–7. INSTALLATION OF EXTERIOR
COMPONENTS (Manual-Electric and
SPG-Control Models)
1. Refer to Figures 4–1 and 4–4. Install the wir-
ing harness onto the equipment.
2. Replace all supports and fasteners.
3. Replace all equipment components removed
for access to the wiring harness.
4. Refer to Figures 4–1 and 4–4 for identification
of branches (J, K, L, M, N, P) if not marked at
removal.
NOTE:
Branch K (Figure 4–1) must be attached to the
pressure switch terminal that does not have a star
washer.
5. Connect the branches to the equipment leads.
6. Align the index keys and push the 16-pin
socket onto the 16-pin connector at the bottom
of the shift selector assembly. Hand tighten the
connector nut to retain the socket.
7. Align the index keys and push the 8-pin socket
onto the 8-pin connector on the valve body.
Hand tighten the nut to retain the 8-pin socket.
8. Either shift selector assembly, if removed, may
be installed by replacing the bolts which at-
tached it in the vehicle cab.
9. Shift pattern generator (SPG) 1 (Foldout 34)
12V-to-24V converter 4, 24V overload protec-
tor 5, and throttle potentiometer assembly 9
may be installed, if removed, by installing any
attaching bolts in the bases and by installing
wiring harnesses 6 and 7.
4–8. TOOLS, EQUIPMENT
a. Special Tools
1. Certain special and improvised tools are re-
quired for overhaul procedures. The following
special tools (Figure 4–5) can be purchased
from the Kent-Moore Tool Division*, 29784
Little Mack, Roseville, Michigan 48066:
4–5
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
Table 4–1. Special Tools 2. For electronic control models, see also
TS2712EN, Troubleshooting Manual.
Tool No. Item Description
J 6534-02 1 Torque Converter Spanner b. Improvised Tools and Equipment
Wrench • Puller for removing interference-fit flanges
J 7441 2 Belleville Assembly Spring (Figure 4–6)
Compressor • Sleeve for seating shaft components (Figure
J 23552 3 Stator Assembly Installing Tool 4–7)
J 23556 4 Support Legs • Table for disassembly and assembly (Figure
4–8)
J 24703 5 Compressor Tool
J 24710 6 Microswitch Sequence Gauge* c. Mechanic’s Tools, Shop Equipment. The fol-
J 24711 7 Shift Inhibitor Clutch Drilling lowing tools, in addition to the common tools ordi-
Fixture* narily required, should be available:
J 24712 8 Harness Adapter (provides fifth- • Snapring pliers
range hold for performance of • Micrometer
converter stall check)*
• 3-leg lifting slings with 2 ton (1800 kg) ca-
J 35889-A 9 PROM Removal Tool pacity and 90˚ angle attaching plates (2)
* Used on manual-electric and SPG-control models. • 2 ton (1800 kg) hoist (2)

1
2

4 7

8
9

V03584

Figure 4–5. Kent-Moore Tools

4–6 Copyright © 1997 General Motors Corp.

 GENERAL OVERHAUL INFORMATION
4–9. REPLACEMENT PARTS
CAUTION:
Caustic cleaning compounds will damage some
a. Ordering Information. Refer to the current Parts
transmission parts. Use only mineral spirits or
cleaning solvents such as PD 680-2 (or equiva- Catalog SA1860 for parts information.
lent).
b. Parts Normally Replaced. The following parts
are normally replaced at each transmission overhaul:
• Container of mineral spirits for cleaning parts
• Gaskets
• A 100 inch pound (10 N.m) torque wrench • Lockstrips
• A 200 inch pound (20 N·m) torque wrench • Washers or snaprings damaged by removal

• A 100 foot pound (150 N.m) torque wrench • Lip-type, metal-encased seals, O-ring seals,
piston sealrings
• A 1000 foot pound (1500 N.m) torque
wrench
WARNING!
• A hot plate or heating equipment (for heat- Toxic gases are produced by burning Teflon®.
ing bearings or other interference-fit parts) Exposure to these gases is extremely hazardous
and can be fatal. DO NOT burn discarded Te-
• A press for disassembly and assembly of
flon® seals.
spring-loaded clutches, valves, and interfer-
ence-fit parts
c. Parts Replacement
• Clean, lint-free shop cloths (do not use waste)
1. Parts replacement recommendations apply to
• Boxes, receptacles for parts parts that probably should be replaced because
of stress or accumulated operating hours. Table
• Supply of wood blocks 4–2 is provided to assist in determining
• Oil-soluble, non-fibrous grease (petrolatum) whether a part should be used or if it should be
replaced. Parts without visible damage which
• Non-hardening sealer (for plugs, seals that may have been subjected to adverse stress or
are not pre-coated, etc.) load should be replaced. Other parts may be re-
placed to ensure maximum intervals between
overhauls.
SCREW MIN LENGTH Locate bolt
9.0 in. (230 mm) holes to match
1.0 in. NF THD type flange to
be pulled BOLTS
SHAFT SHOULDER WASHER
SLEEVE

11.0 in. (270 mm) DIA

1.0 in. (25 mm) MIN

SPACER

0.75 in. (19 mm) V00776.01

V00777

Figure 4–6. Puller for Removing

Interference-Fit Flanges Figure 4–7. Sleeve for Seating Shaft Components

Copyright © 1997 General Motors Corp. 4–7

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
2. Parts replacement recommendations apply to
transmissions already disassembled and in the
process of being overhauled. The parts re-
placement chart is not intended to establish a
definite number of hours a transmission may
be operated before teardown for overhaul. It
merely specifies what parts should be re-
placed to restore the transmission to a like-
new condition.
3. Table 4–2 represents a transmission having a
normal duty operation. If the operation of a
transmission can be considered as light duty, the
X under the hours may be moved one column to
the right, to allow a higher number of hours be-
fore parts replacement becomes necessary. If the
operation can be considered as heavy-duty, the
X may be moved one column to the left to allow
a lesser number of hours before parts replace-
ment. Parts to be replaced are suggested in addi-
tion to obviously damaged or worn parts.
4–10. CAREFUL HANDLING
Parts and subassemblies must be handled carefully to
prevent nicking, scratching, and denting. Close fitting
parts may have proper clearance but can bind if they
are nicked, scratched, or dented. Parts which depend
upon smooth surfaces for sealing may leak if
scratched. This is very important for parts of the con-
trol valve body assembly. Valves, when dry, must
move freely in their bores by their own weight. Such
parts should be carefully handled and protected during
removal, cleaning, inspection, and installation, as well
as kept clean while in containers.
4–11. CLEANING, INSPECTION
a. Dirt-Free Assembly. All parts must be clean to
permit effective inspection. It is very important that no
dirt or foreign matter be allowed to enter the transmis-
sion. Even minute particles can cause the malfunction
of close-fit parts, such as valves.

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 4–8. Work Table

4–8 Copyright © 1997 General Motors Corp.

 GENERAL OVERHAUL INFORMATION
Table 4–2. Recommended Parts Replacement

Replace These Parts If Over These Operating Hours

Part Name: 5,000 8,000 12,000 16,000 20,000

Clutch Plates* X X X X X
Planetary Pinion Set and Sun Gears:
Splitter X X X
Intermediate Range X X X X
Low Range X X X X X
Reverse X X
PTO Gears X X
Planetary Pinion Bearings and Spindles:
Splitter X X X X X
Intermediate Range X X X X
Low Range X X X X X
Reverse X X X
Bearings (Ball and Roller Assembly) X X X X X
Pumps X X X X
Springs (Clutch Return) X X X X X
Shafts:
Turbine X X X
Splitter X X X
Output X X X X
Torque Converter Turbine X X X X
Retarder Rotor X X X
* Careful consideration and interpretation must be given to the wear of the friction plates. The life of these plates is not a straight line function with
wear; the life decreases more rapidly in the second half of the allowable wear. Therefore, good judgement must be used for optimum clutch life, per-
formance, and economy.

b. Cleaning Parts 3. Clean hydraulic passages by working a piece

1. Use only mineral spirits on friction-faced
clutch plates and bearings. Clean all other me-
tallic parts thoroughly with mineral spirits or
by steam-cleaning. Do not use caustic soda so-
lution for steam-cleaning.
2. Dry parts (except bearings) with compressed air.
Lubricate steam-cleaned parts with transmission
fluid immediately after drying.
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. Use only petroleum base solvents for cleaning
oil seals. Solvents such as trichloroethylene,
benzol, acetone, and all aromatics are harmful
to seals composed of polyacrylate rubber.

Copyright © 1997 General Motors Corp. 4–9

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
c. Cleaning Bearings
WARNING!
Drying a ball or roller bearing by spinning it with
compressed air can cause the bearing to disinte-
grate, allowing balls or rollers to become lethal
flying projectiles. Spinning the bearing without
lubrication can also damage the bearing. To avoid
injury and component failure, never dry bearings
by spinning them with compressed air.
1. Wash bearings that have been in service thor-
oughly in mineral spirits.
2. If the bearings are particularly dirty or filled
with hardened grease, soak them in mineral
spirits before trying to clean them.
3. Before inspection, lubricate the bearings with
transmission fluid.
d. Inspecting Bearings
1. Inspect bearings for roughness of rotation. Re-
place a bearing if its rotation is still rough after
cleaning and lubrication with transmission
fluid.
2. Inspect bearings for scored, pitted, scratched,
cracked, or chipped races, and for excessive
wear of rollers or balls. If one of these defects
is found, replace the bearing.
3. Inspect bearing housing and shaft for grooved,
burred, or galled conditions that indicate that
the bearing has been turning in the bore or on
the shaft. If the damage cannot be repaired
with crocus cloth, replace the defective part.
CAUTION:
Replace any bearing that has been subjected to
metal contamination (Paragraph 3–8b).
e. Keeping Bearings Clean. Because the presence
of dirt or grit in bearings is usually responsible for bear-
ing failures, it is important to keep bearings clean dur-
ing removal and installation. Observance of the follow-
ing rules will do much to ensure maximum bearing life.
• Do not remove the wrapper from new
bearings until ready to install them.
4–10 Copyright © 1997 General Motors Corp.
• Do not remove the grease in which new
bearings are packed.
• Do not lay bearings on a dirty bench; place
them on clean, lint-free paper.
• If assembly is not to be completed at once,
wrap or cover the exposed bearings with
clean lint-free paper or lint-free cloth to keep
out dust.
f. Inspecting Cast Parts, Machined Surfaces
1. Inspect bores for wear, scratches, grooves, and
dirt. Remove scratches and burrs with crocus
cloth. Remove foreign matter. Replace parts
that have scratches or grooves that cannot be
removed with crocus cloth.
2. Inspect all hydraulic passages for obstructions.
If an obstruction is found, remove it with 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 hydraulic pressure. Inserts
used in high-pressure areas will leak fluid.
5. Replace housings or other cast parts that are
cracked. Magnaflux and rinse planetary 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 have casting irreg-
ularities near the outer edge of the turbine vanes.
These “shut” marks are not cracks and are not det-
rimental to the operation of the transmission.
6. Inspect all machined surfaces for damage that
could cause fluid leakage or other malfunc-
tion of the part. Rework or replace the defec-
tive parts.
 GENERAL OVERHAUL INFORMATION
7. Some parts (especially planetary carriers) may
be discolored (straw colored up to blue). If
only the part itself is discolored (e.g., a carrier
but not the spindles) the color is from manu-
facturing and does not indicate a problem. But,
if the parts in the area are all discolored (e.g.,
both carrier and spindles), it indicates exces-
sive heat has occurred and the parts must be re-
placed.
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 bushing is out-of-round, deeply scored, or
excessively worn, replace it, using the proper
size replacer tool.
CAUTION:
Whenever it is necessary to cut out a defective
bushing, do not damage the bore into which the
bushing fits.
2. Inspect thrust washers for distortion, scores,
burrs, and wear. Replace if defective or worn.
h. Inspecting Seals, Gaskets
1. Replace all sealrings (except hook-type),
metal-encased seals, and composition gaskets.
2. Inspect hook-type sealrings for wear, broken
hooks, and distortion.
3. Install a new hook-type sealring if the ring
shows any wear on the OD, or if there is exces-
sive side wear. The sides of the sealring must
be smooth within 0.005 inch (0.13 mm) maxi-
mum side wear. The sides of the shaft groove
(or the bore) into which the sealring fits should
be smooth within 50 microinches (1.27 mi-
crometers) equivalent and square with the axis
of rotation within 0.002 inch (0.05 mm). If the
sides of the grooves have to be reworked, in-
stall a new sealring.
i. Inspecting Seal Contact Surfaces. Inspect the
surfaces that contact the sealing area or lip of any seal.
Roughness, scoring, pitting, or wear that will permit
Copyright © 1997 General Motors Corp.
fluid leakage or cause damage to the seal must be cor-
rected. Replace the affected part if defects cannot be
corrected.
j. Inspecting Gears
1. Inspect gears for scuffed, nicked, burred, or
broken teeth. If the defect cannot be removed
with a soft honing stone, replace the gear.
2. Inspect gear teeth for wear that may have 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 defect cannot be re-
moved with a soft stone, replace the gear.
k. Inspecting Splined Parts. Inspect splined parts
for stripped, twisted, chipped, or burred splines. Re-
move burrs with a soft stone. Replace the part if other
defects are found. Spline wear is not considered detri-
mental except where it affects tightness of fit of the
splined parts.
l. Inspecting Threaded Parts. Inspect parts for
burred or damaged threads. Remove burrs with a soft
honing stone or fine file. Clean up damage on small
threads by chasing threads with a used die. Clean up
damage on large threads with a fine file. Replace part
if damage cannot be cleaned up.
m. Inspecting Snaprings. Inspect all snaprings for
nicks, distortion, and excessive wear. Replace the
snapring if any of these defects is found. The snapring
must snap tight in its groove for proper functioning.
n. Inspecting Springs. Inspect springs for signs of
overheating, permanent set, or wear due to rubbing ad-
jacent parts. Replace the spring if any of these defects
is found. Refer to the spring chart, Table 8–2.
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.
4–11
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
2. Inspect steel plates (external-splined plates) for
DRIVEN GEAR
burrs, scoring, excessive wear, cone, distortion, DRIVE GEAR
embedded metal, galling, cracks, breaks, and STRAIGHT EDGE
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 clutch plates is deter-

mined by measuring the distance between the
ID of the plate and a level surface (Figure 4–9). PUMP BODY
THICKNESS GAUGE V00779
Discard plates having excessive cone (refer to
Table 8–1, Wear Limits).
Figure 4–10. Measuring Pump Gear End Clearance

p. Inspecting Swaged, Interference-Fit Parts. If

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

CLUTCH PLATE
LEVEL SURFACE

Measure here for cone V00778

PUMP BODY
V00780

Figure 4–9. Measuring Clutch Plate Cone

Figure 4–11. Measuring Pump Gear
Diametral Clearance

q. Inspecting Balls in Clutch Pistons. Inspect all

balls in clutch pistons for free movement. Any restric- 4–12. ASSEMBLY PROCEDURES
tion could prevent the ball from seating during clutch
application. a. Clutches, Pistons

r. Inspecting Pump Gears. Inspect pump gears for
end clearance (Figure 4–10) and diametral clearance
(Figure 4–11). End clearance between gears and pump
cover is determined by measuring the distance be-
tween the gear and a steel straight-edge placed across
the gear and housing as illustrated in Figure 4–10. Di-
ametral clearance between gears and housing is deter-
mined by measuring the distance between the gear
teeth and housing (in several places) using a narrow
feeler gauge as illustrated in Figure 4–11. Replace
gears with excessive clearance (refer to Table 8–1,
Wear Limits).
1. When assembling a clutch pack, 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, lubri-
cate all moving parts with transmission fluid. The lu-
bricant will help protect the friction surfaces and fer-
rous metals until the unit is in service.

4–12 Copyright © 1997 General Motors Corp.

 GENERAL OVERHAUL INFORMATION
c. External Plugs, Hydraulic Fittings
CAUTION:
• Installing a pipe fitting or plug into a straight-
thread port will not provide a leak-tight joint
and will damage the O-ring sealing surface.
While damaged NPTF ports can often be re-
paired in place by chasing the damaged port
with the appropriate size pipe tap, more precise
machining is required for damaged straight-
thread ports. To avoid damage to the port and
sealing surface, confirm the compatibility of the
plug or fitting to the port before installation of
the plug or fitting.
• Tighten all plugs to the torque specified in the
assembly step and on the exploded views. Inac-
curate torque can cause leakage and cracked
housings. Straight-thread O-ring plugs and fit-
tings require different installation torques than
NPTF plugs and fittings. Refer to Table 4–3 for
a comparison of torque specifications.
1. Later model transmissions and spare parts have
SAE straight-thread O-ring pressure taps, drain
plugs, and hydraulic plugs and fittings. Earlier
model transmissions and spare parts have ta-
pered-thread NPTF pipe taps.
2. Determine the type of plug or fitting required
before installation. Refer to Figure 4–12 for
identification of plugs and fittings. Refer to the
current Parts Catalog PC1860EN when order-
ing plugs and fittings for your transmission.
3. New Precoated Plugs. New plugs that are pre-
coated with Teflon® need no preparation for
assembly.
4. 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.

Table 4–3. Torque Specifications for Straight-Thread and NPTF Fittings

NPTF Torque for NPTF O-ring, Torque for SAE Straight-
Tapered- Tapered-Thread Fittings Straight- Thread Fittings
Thread Thread
Fitting Fitting English Metric Fitting SAE
Description Size (inch) (lb ft) (N.m) Size (inch) # English Metric
From-Cooler Connection 11⁄4 NPTF 95–105 129–142 15⁄8-12 20 47–53 lb ft 64-70 N.m
To-Cooler Connection 11⁄4 NPTF 95–105 129–142 15⁄8-12 20 47–53 lb ft 64-70 N.m
Converter Pressure Tap 1⁄8 NPTF 10–12 14–16 3⁄8-24 3 28–32 lb in. 3.2–3.6 N.m
Lockup Pressure Tap 1⁄8 NPTF 10–12 14–16 3⁄8-24 3 28–32 lb in. 3.2–3.6 N.m
Main Pressure Gauge
Connection 1⁄4 NPTF 14–16 19–21 7⁄16-20 4 38–42 lb in. 4.3–4.7 N.m
Oil Filler Connection 11⁄4 NPTF 95–105 129–142 15⁄8-12 20 47–53 lb ft 64–70 N.m
Oil Level Check Plugs 1⁄4 NPTF 14–16 19–21 7⁄16-20 4 38–42 lb in. 4.3–4.7 N.m
Oil Pan Drain Plug 3⁄4 NPTF 33–37 45–50 11⁄16-12 12 24–26 lb ft 32–35 N.m
PTO Lube Pressure Tap 1⁄4 NPTF 14–16 19–21 1⁄2-20 5 58–63 lb in. 6.5–7.1 N.m
Remote Filter IN Port 11⁄4 NPTF 95–105 129–142 15⁄8-12 20 47–53 lb ft 64–70 N.m
Remote Filter OUT Port 11⁄4 NPTF 95–105 129–142 15⁄8-12 20 47–53 lb ft 64–70 N.m
Reverse Pressure Tap 1⁄8 NPTF 10–12 14–16 3⁄8-24 3 28–32 lb in. 3.2–3.6 N.m
Temperature Gauge
Connection 1⁄2 NPTF 23–27 32–36 3⁄4-16 8 145-155 lb in. 16.3–17.5 N.m

Figure 4–12. Identification Plug and Pipe Threads

Copyright © 1997 General Motors Corp. 4–13

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS

SAE O-RING STRAIGHT

THREAD ASSEMBLY
MALE
O-RING O-RING SEAL
PORT (Threads provide holding power
END to resist pressure blowout)
SEALING
SURFACE FEMALE
O-RING
PORT

SAE STRAIGHT THREAD O-RING PORT

NPTF THREAD ASSEMBLY

MALE
NPTF
PORT
END
FEMALE
NPTF
PORT

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

NATIONAL PIPE THREAD (NPTF) PORT

V03503.01

d. Oil-Soluble Grease
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 petrolatum to retain cork gaskets.
Use only oil-soluble grease with a low melting point,
such as MIL-W-P236 or Amojell® petrolatum, to tem-
porarily retain parts, step-joint sealrings, scarf-cut seal-
rings, and hook-type sealrings 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.
e. Sealing Compounds. If adhesives or sealers are
required for the pan gasket, they may be applied on the
pan mounting flange, but only in the area outside of
the flange bead.
f. Lip-Type Seals (Metal-Encased)
1. When replacing metal-encased lip-type seals,
make sure the spring-loaded lip side is toward
the fluid to be sealed in (toward the inside of the
unit). Coat the inside of the seal with high tem-
perature grease, such as MIL-G-81322, Mobil

4–14 Copyright © 1997 General Motors Corp.

 GENERAL OVERHAUL INFORMATION
Grease No. 28 (Mobil Oil Co.), Aeroshell
Grease No. 22 (Shell Oil Co.), or equivalent, to
protect the seal during shaft installation and to
provide lubrication during initial operation.
CAUTION:
Do not use high temperature grease on other
transmission internal parts.
2. Precoated Seals. The circumference of some
seals is precoated with a dry sealant. The seal-
ant is usually colored for easy identification.
The precoated seals do not require any addi-
tional sealant before installation.
3. Uncoated Seals. Prepare the circumference of
uncoated seals with a nonhardening sealant be-
fore installation.
g. Interference-Fit Parts. Assembly of interfer-
ence-fit parts may be accomplished by heating and
chilling the respective parts. The female part can be
heated in an oven or oil bath to 300°F (149°C), and the
male part can be chilled in dry ice. Either one or both
parts may require a thermal process. However, if the
chill process is used for a ferrous alloy part, coat the
components with transmission fluid to inhibit rust due
to frost and moisture.
h. Sleeve-Type Bearings. The use of a locking com-
pound such as Loctite® Sleeve Retainer 601, or equiv-
alent, 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) on an electric hot
plate or in a hot transmission fluid bath. Bear-
ings must be heated long enough for sufficient
expansion for installation. Heating time is de-
termined by the size of the bearing. Forty-five
minutes is sufficient for the largest bearing in
these transmissions. Use the proper size instal-
lation 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
hammer, driving against the supported race.
Copyright © 1997 General Motors Corp.
4–13. REMOVING (OR INSTALLING)
TRANSMISSION
CAUTION:
To avoid transmission housing damage and fluid
leakage, refer to Paragraph 4–12c prior to re-
moving or installing drain plugs, pressure taps,
and hydraulic plugs and fittings.
a. Drain Transmission Fluid. Before removing the
transmission from the vehicle, drain the fluid (Para-
graph 3–9). For better drainage, the transmission
should be warm and allowed to drain overnight. Re-
place the drain plug.
b. Check Linkages and Lines. Make sure that all
linkages, controls, cooler lines, modulator actuator ca-
ble or hydraulic line, temperature connection, input
and output couplings, and mounting bolts are discon-
nected before transmission removal (also, fluid filler
tube and other equipment such as attached parking
brake handle). Carefully place all electrical and hy-
draulic lines out of the removal path and cover all
openings to keep out dirt.
NOTE:
Position the jack or hoist sling relative to the center
of gravity of the transmission.
c. Remove, Clean Transmission. Since applica-
tions differ, consult the equipment service manual for
specific instructions for transmission removal and in-
stallation. Clean the exterior of the transmission. If
steam-cleaning is used, disassemble and dry the trans-
mission immediately because condensation allowed to
remain in the transmission could cause rust.
d. Install Transmission
1. At installation, reconnect all items. Use Loctite®
Pipe Sealant with Teflon®, or equivalent, for
thread sealing on hydraulic, air, and other
threaded fittings. Do not use Teflon® tape. Loose
slivers of tape can plug orifices, cause valves to
stick, or interfere with check ball operation.
4–15
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
2. A transmission jack is convenient for raising
the transmission into mounting position. Fill
the transmission with transmission fluid (Para-
graph 3–9). Road test the transmission after in-
stallation.

4–14. WEAR LIMITS

Refer to Table 8–1, Wear Limits Data, for information BOLT
about parts specifications, clearances, and wear limits.
LOCKSTRIP
SHIMS
4–15. SPRING SPECIFICATIONS RETAINER
H00781

Refer to Table 8–2, Spring Data, for spring identifica- Figure 4–13. Removing or Installing Output
tion and specifications. Flange Retaining Parts

4–16. TIGHT-FIT FLANGES

a. Removal of Flanges
SCRIBE MARKS
1. If present, flatten the corners of the lockstrip
and remove two bolts, lockstrip, retainer
washer, and shims (Figure 4–13).
2. Some flanges are retained by a self-locking nut.
Before removing the nut, check to see how
many scribe marks have been cut into the
wrenching flats (Figure 4–14). If there are five
INPUT
scribe marks, remove the nut and throw it away. NUT

3. If there are less than five scribe marks, or none RETAINER

INPUT FLANGE
PLATE
at all, remove all dirt and any burrs from the ex-
posed shaft threads. Then, only loosen the nut H00782

until there is approximately 1⁄16 inch (1.59 mm)

gap between the nut and flange. Figure 4–14. Input Nut and Flange

4. Check the running torque while removing the

nut. Reuse the nut only if it meets the follow-
ing requirements.
• The running torque must be at least 400 lb
in. (45 N.m) the first time the nut is
removed (no notches).
• The running torque must be at least 300 lb
in. (34 N.m) each additional time the nut is
removed (one to four notches).
5. Each time the nut is reused, deeply scribe one
of the wrenching flats (Figure 4–14). This
method of marking the nut will indicate how
many times the nut has been reused. The nut
must not be reused more than five times.
CAUTION:
• A puller placed on the OD of the flange may
deform the pilot diameter and mounting face.
• Do not use a pry bar or hammer to force the
flange at disassembly.
6. Install a suitable heavy-duty puller to the face
of the flange. A typical puller is illustrated in
Figure 4–6. In order to protect the tapped holes
in the end of the shaft, install a soft metal
spacer between the puller jackscrew point and
the end of the shaft.

4–16 Copyright © 1997 General Motors Corp.

 GENERAL OVERHAUL INFORMATION
SOCKET WRENCH
BAR
H00785
Figure 4–15. Tightening Output Flange Retaining Nut
7. Provide a means for preventing flange rotation.
8. Remove the flange by tightening the puller
screw against the spacer and shaft.
b. Installation of Flanges
1. Make sure the output shaft is in its most out-
ward position and the bearing between the
shaft shoulder and the flange is tight against
the shaft shoulder. A typical method is to insert
a sleeve over the shaft and pull it tight with
washer and bolts (Figure 4–7).
2. Coat the shaft splines and the lip of the output
seal with a thin layer of bearing grease.
3. Install the flange on the shaft, making sure that
the flange is tight against its locating shoulder.
The flange should slide freely to its assembled
position.
4. If an output nut is used, coat the threads of the
nut with molybdenum disulfide grease and in-
stall the flange retaining washer and nut.
Tighten the nut to 700–1000 lb ft (950–1355
N.m) (Figure 4–15). Do not reuse a nut with
five scribe marks (refer to Paragraph 4–16a).
5. If washer and bolts are used, install washer and
free-running bolts to draw the flange down into
its final position. Do not use the lock bolts that
will be used at final assembly. Remove the free-
running bolts and install the lockstrip (and
Copyright © 1997 General Motors Corp.
shim(s), if required) (Figure 4–16). Shims are
available in thicknesses of 0.005 inch (0.13 mm)
and 0.025 inch (0.63 mm). Use shims to allow
0.008–0.012 inch (0.20–0.30 mm) between sur-
face A (Figure 4–16) and the surface of the shim
pack. Install the lock bolts and tighten them to
96–115 lb ft (131–155 N.m).
4–17. TEFLON® LIP-TYPE SEALRINGS
a. Removal
WARNING!
Toxic gases are produced by burning Teflon®.
Exposure to these gases is extremely hazardous
and can be fatal. DO NOT burn discarded Te-
flon® seals.
1. Insert a thin, bladed tool into the sealring
groove, and work one edge of the sealring out,
where it can be grasped with the fingers. It is
recommended that all sealrings be replaced at
transmission overhaul.
2. Clean the groove thoroughly, and make sure
there are no burrs or rough spots in the groove
sides or bottom.
b. Installation
CAUTION:
If lip-type sealrings are installed incorrectly, the
clutches will not operate properly.
1. Lightly coat the piston housing and the piston
hub seal surface with transmission fluid or oil-
soluble grease, but do not pack the sealring
groove with grease.
NOTE:
For ease of installation, Teflon® sealrings can be
heated in a transmission fluid bath to 150–200°F
(65–93°C) for approximately fifteen minutes imme-
diately before installation.
2. Install all lip-type sealrings so that the lip faces
in the direction of the incoming clutch-apply
hydraulic pressure. Refer to the foldouts at the
back of this manual for the direction of each
lip-type sealring installation.
4–17
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS

A Read backlash
on indicator
Hold
TRANSMISSION indicator
HOUSING stationary

2
PITCH LINE
(APPROX. MIDDLE
OF TOOTH)
1
INDICATOR CONTACT

Hold drive gear

V02780.02

Figure 4–17. Determining PTO

Drive-Gear Backlash

Hold PTO
output shaft PTO OUTPUT
PTO HOUSING
Read backlash
Shim as required to allow 0.008–0.012 in. on indicator
(0.20–0.30 mm) between SURFACE A and the 4
surface of the shim pack V00786.01

Figure 4–16. Measurement to Determine 3

Flange Shim Thickness Hold
indicator
stationary
4–18. DETERMINING PTO BACKLASH PITCH LINE (APPROX.
LIMITS MIDDLE OF TOOTH)

INDICATOR CONTACT
V02781.02
CAUTION:
The backlash in power takeoff (PTO) installa-
Figure 4–18. Determining PTO Driven-Gear Backlash
tions should be carefully checked. Excessive or
insufficient backlash can result in damage to the
transmission and the PTO assembly. b. Determining Backlash Between Drive
and Driven Gear (Quantity B)

a. Determining Backlash Between Drive 1. Hold the output shaft of PTO 4 stationary (Fig-
and Driven Gear (Quantity A) ure 4–18).

1. When instructions are not immediately avail- 2. Move gear 3 (PTO drive gear) in both direc-
able from the equipment manufacturer, the fol- tions. Measure the backlash with an indicator
lowing method is suggested for determining as shown in Figure 4–18. This is Quantity B.
the proper backlash.
c. Determining the Total Backlash
in the Gear Train (Quantity C)
2. Hold gear 1 (transmission drive gear) by hold-
ing the input flywheel (Figure 4–17). 1. Hold gear 1 (transmission drive gear) by hold-
ing the input flywheel (Figure 4–19).
3. Move gear 2 (transmission driven gear) in both
directions. Measure the backlash with an indica- 2. Attach a steel strap to the PTO output shaft
tor as shown in Figure 4–17. This is Quantity A. with a C-clamp.

4–18 Copyright © 1997 General Motors Corp.

 GENERAL OVERHAUL INFORMATION
4. Move the output shaft in both directions and
MEASUREMENT POINT STEEL STRAP measure the backlash using an indicator as
R – Radius equivalent shown in Figures 4–17 and 4–18. This is
to radius of PTO R
input drive gear R Quantity C.
PTO OUTPUT
SHAFT
5. Add Quantity A to Quantity B, then subtract
PTO
HOUSING
this sum from Quantity C. The remainder will
3 R CLAMP be the backlash between the transmission gear
and the PTO gear. Call this Quantity D. The
2
formula is stated:

D = C – (A + B)
TRANSMISSION
HOUSING 1 6. For safe PTO operation, the value of Quantity D
should be 0.005–0.025 inch (0.12–0.63 mm).
Hold transmission
drive gear
V02782.02

4–19. TORQUE SPECIFICATIONS

Figure 4–19. Determining PTO
Drive-to-Driven-Gear Backlash
3. Mark off Radius R on the strap. Radius R is
equivalent to the radius of the PTO input drive
gear 3. Take the backlash measurement at this
point on the strap.
Torque specifications are given with each assembly
procedure. Also, the exploded-view foldouts state
torque specifications for all threaded fasteners and
plugs. The chart on the foldout is keyed, by capital let-
ters, to correspond with the capital letters suffixed to
the item in the legend.

Copyright © 1997 General Motors Corp. 4–19

 Section 5 — DISASSEMBLY OF TRANSMISSION
5–1. SCOPE Paragraph Title
6–3 Manual-Electric Control Shift Selector
The procedures in this section describe the disassembly 6–4 Shift Pattern Generator (SPG), 24V
of the transmission into subassemblies. Disassembly of Overload Protector, and 12V-to-24V
the subassemblies is described in Section 6. Refer to the Converter
cross-section of the model being disassembled (Foldout 6–5 SPG-Control Shift Selector
1, 2, 3, or 4) for the functional location of parts. Refer to 6–6 SPG-Control Throttle Potentiometer
the exploded views (Foldouts 8 through 37) for parts 6–7 Electronic-Control Shift Selector —
identification. Lever-Type
6–8 Electronic-Control Shift Selector —
Touch-Pad
5–2. GENERAL INFORMATION FOR 6–9 Electronic Control Unit (ECU) PROM
DISASSEMBLY OF TRANSMISSION Replacement
c. Disassembly Information. Refer to Sections 4
CAUTION: and 8 for general disassembly information as follows:
To avoid transmission housing damage and fluid
leakage, refer to Paragraph 4–12c prior to re-
moving or installing drain plugs, pressure taps, Paragraph Title
and hydraulic plugs and fittings. 4–8 Tools, Equipment
4–9 Replacement Parts
a. Preparation for Disassembly. Before disassem- 4–10 Careful Handling
bly of the transmission, disconnect all system hydrau- 4–11 Cleaning, Inspection
lic, electrical, electronic, and mechanical lines, sen- 4–12 Assembly Procedures
sors, and harnesses that may be attached to the
transmission. As necessary, also remove transmission- 4–16 Tight-Fit Flanges
related components from the equipment cab and/or 8–1 Wear Limits Data
chassis. 8–2 Spring Data

b. Removal of Control Components

WARNING!
To prevent any unexpected shift during removal
of the wiring harnesses, be sure that the power
supply from the equipment electrical system is
switched off.
d. Lifting, Handling. The transmission has four
5⁄8-11 lifter holes in the top of the transmission main
housing. Position the transmission horizontally on
wood blocks as necessary. For vertical support, sup-
port legs J 23556 (Paragraph 4–8) may be used.

CAUTION: 5–3. TRANSMISSION DISASSEMBLY

Do not remove the ECU PROM cover or break
the seal before referring to Paragraph 6–9 for
a. Removal of Exterior Components
WARNING and instructions.
1. On remote-mount models, flatten the ends of
1. Refer to SM1502EN, Electronic Components input flange lockstrip 2 (Foldout 8,A) and re-
Rebuild Manual, and to TS2712EN, Trouble- move two bolts 1, lockstrip 2, and flange re-
shooting Manual, for other repair and trouble- tainer washer 3. Remove shims 4. Refer to
shooting of SPG-controlled and electronic- Paragraph 4–16 and remove flange 5, 6, 7, or 8.
controlled components.
2. On direct-mount models, remove twelve bolts
2. Refer to the following paragraphs in Section 6 1 (Foldout 8,B) and remove flexplate assembly
for rebuild of Allison-procured control 2. Refer to the equipment manual for rebuild
components. instructions for the flexplate assembly.

Copyright © 1997 General Motors Corp. 5–1

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
3. Refer to Foldouts 28, 29, 30, and 31 for output
flange configurations. If a parking brake is
present, the parking brake drum must be re-
moved. Remove either eight nuts 27 (Foldout
32) which retain drum 26 to flange studs 23, or
remove bolts 29 and lockwashers 28 that retain
drum 25 onto flange 21. Remove the parking
brake drum (Figure 5–1).
NOTE:
If an output nut is used, be sure to refer to Para-
graph 4–16 before removing the nut.
6. If present, remove two screw assemblies from
the speedometer drive sleeve and remove the
sleeve and speedometer drive assembly or
speedometer cover Items 37–44 (Foldout 28);
Items 82–91 (Foldout 29); Items 93–102
(Foldout 30); or Items 88–97 (Foldout 31).
7. If present, remove magnetic pickup (speed sen-
sor) 23 (Foldout 28), 17 (Foldout 29), 15
(Foldout 30), or 33 (Foldout 31). Do not re-
move bolt 24 and lockwasher 25 (Foldout 28),
18 and 19 (Foldout 29), 17 and 16 (Foldout
30), or 34 and 35 (Foldout 31) unless replace-
ment is necessary.

NOTE:
4. Refer to Paragraph 4–16 and remove the output
• For models with filters attached with the transmis-
flange(s). For models with output disconnect, re-
sion, proceed with Step (8).
move spacer 12 (Foldout 30) or spacer 80 (Fold-
• For models with remote filters, proceed to Step (11).
out 31).

5. The parking brake can be serviced in this po- 8. Before removing the filter assembly, remove
sition (refer to Paragraph 6–10) or the parking the two drain plugs (Figures 5–2, 5–3) and
brake can be removed as an assembly. Re- drain the transmission fluid from the filters.
move four bolts 20 (Foldout 32), washers 19, Remove the retaining bolts and lockwashers,
nuts 1, and washers 2 that secure the brake as- and remove the filter and base assembly (Fig-
sembly to the bearing retainer. Remove brake ures 5–2, 5–3). Reinstall the drain plugs. Refer
to Paragraph 6–11 for rebuild instructions. Re-
assembly 5. Refer to Paragraph 6–10 for re-
move and discard the gasket.
build instructions for the parking brake
assembly.
NOTE:
• For models with reversed filter configuration, pro-
FLANGE STUD ceed with Step (9).
• For models with variable-capacity torque con-
verter, proceed to Step (10).
• For all other models, proceed to Step (12).

9. For models with reversed filter configuration,

remove and discard gasket 70 (Foldout 13).
Remove bolts 68, 69, and 71 and lockwashers
67 and 72. Remove adapter 74. Remove plug
73 from adapter 74 if replacement is neces-
sary. Remove and discard gasket 21. Proceed
BRAKE DRUM to Step (12).
H00790
10. For models with variable-capacity torque con-
verter, remove bolts 35 (Foldout 13) and lock-
Figure 5–1. Removing Parking Brake Drum washers 36. Remove variable stator control

5–2 Copyright © 1997 General Motors Corp.

 DISASSEMBLY OF TRANSMISSION
valve body assembly 25 (Figure 5–4). Refer to 14. If present, remove the wire from pressure switch
Paragraph 6–12 for rebuild instructions. Re- 22 (Foldout 15,B). Remove bolts 1 and 4, and
move ball 24 and spring 23. Remove and dis- lockwashers 2 and 5 from lockup valve body as-
card gasket 22. Remove adapter assembly 16. sembly 6 (Figure 5–6). Remove lockup valve
Do not remove jumper tube 17 and pins 18 body assembly 6. Refer to Paragraph 6–14 for
from adapter 19 unless defective. Remove and rebuild instructions. Remove and discard gasket
discard gasket 15. Remove sealring 14. Pro- 3. Proceed to Step (16).
ceed to Step (12).
15. Remove bolts 2 and 4 (Foldout 15,A) and flat
washers 3 from lockup valve body assembly 5.
11. If the filters are remote-mounted, drain the
Remove the lockup valve body assembly. Re-
transmission fluid from the filters and remove
fer to Paragraph 6–15 for rebuild instructions.
the filter assembly and external lines. Reinstall
Remove and discard gasket 1.
the drain plugs.
HIGH-EFFICIENCY BOLT AND FLAT
12. Remove the retaining bolts and lockwashers FILTERS WASHER (2), 7⁄ 16-14 x 41⁄ 2 in.
and remove the main-pressure regulator valve
body assembly (Figure 5–5). Refer to Para-
graph 6–13 for rebuild instructions. Remove
and discard the gasket.

13. If present, remove eight bolts 15 and lock-

washers 14 (Foldout 11) from top PTO cover
13 (Figure 5–5). Remove the cover. Remove
and discard gasket 12. FILTER
BASE

DRAIN
NOTE: PLUG (2) MAIN-PRESSURE BOLT AND
REGULATOR FLAT WASHER (3),
• For models equipped with non-electric lockup, VALVE BODY 7⁄ 16-14 x 31⁄ 2 in.

proceed with Step (14). H00792.01

• For models equipped with electric lockup, pro- Figure 5–3. Filter Assembly (Later Models)
ceed to Step (15).

VARIABLE STATOR
CONTROL VALVE GASKET
BODY
DRAIN BOLT (2)
PLUGS (2) MAIN REGULATOR
VALVE BODY
FILTER
BASE

BALL

SPRING
EARLIER MODEL
FILTERS
ADAPTER
PLATE
H00791 GASKET
H00793

Figure 5–2. Removing Filter Assembly Figure 5–4. Removing Variable Stator
(Earlier Models) Control Valve Body

Copyright © 1997 General Motors Corp. 5–3

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
16. Remove four bolts 61 and lockwashers 62
(Foldout 11) from split flanges 59 at each end of
main-pressure transfer tube assembly 58 (Figure
5–6). Remove the tube assembly and two seal-
rings 60. Refer to Paragraph 6–16 for rebuild in-
structions for the main-pressure transfer tube
assembly. Remove four bolts 64 and 65, and
lockwashers 66 from connecting block 63 and
remove the block and sealring 60.

TOP PTO
MAIN-PRESSURE COVER
NOTE: REGULATOR
VALVE BODY
• For models with manual-hydraulic shift control,
proceed with Step (17). GASKET

• For models with electric or electronic shift control

TORQUE
without trim boost, proceed to Step (18). CONVERTER
HOUSING
• For models with electronic shift control with
BOLT AND LOCKWASHER (8),
trim boost, proceed to Step (19). 7⁄ 16-14 x 7⁄ 8 in.
H00794.01

17. For models with manual-hydraulic shift con- Figure 5–5. Removing Main-Pressure Regulator
Valve Body
trol, remove 24 bolts (Figure 5–7) and lock-
washers that retain the control valve body
assembly. Do not remove Bolts A. Support the
weight of the assembly while removing the fi- SPLIT FLANGE BOLT (2), 7⁄ 16-14 x 2 in.
nal two bolts. Remove the control valve body BOLT (2), 7⁄ 16-14 x 21⁄4 in.
assembly. Remove and discard the gasket. Re-
fer to Paragraph 6–17 for rebuild instructions. CONNECTING
Proceed to Step (23). BLOCK

18. For models with electric shift control without

trim boost, remove two Bolts D and lockwash-
ers (Figure 5–8), and install two 3 ⁄8-16 x 6 inch
guide bolts. Remove eleven Bolts A and lock-
washers. Remove nine Bolts B and lockwash-
ers. Remove twelve Bolts C and lockwashers.
Remove Valve Body G, Gasket H, Separator BOLT (8), 7⁄ 16-14 x 11⁄ 4 in.
Plate I, and Gasket J. Discard the gaskets. Re- BOLT (7), 3⁄ 8-16 x 23⁄4 in.
BOLT (2), 3⁄ 8-16 x 11⁄4 in.
fer to Paragraph 6–18 for rebuild. Proceed to
Step (23). NON-ELECTRIC
LOCKUP VALVE
BODY ASSEMBLY
19. For models with electronic shift control with
trim boost, remove three Bolts Z (Figure 5–9),
and install two 3⁄8-16 x 6 inch guide bolts. Re-
move thirty-one Bolts Y. MAIN-PRESSURE TRANSFER
TUBE ASSEMBLY
H00795.01
20. Remove six Bolts X and flat washers from the
solenoid cover. Remove solenoid cover 98 Figure 5–6. Non-Electric Lockup Valve Body Assembly
(Foldout 23) and gasket 97. Discard the gasket. and Main-Pressure Transfer Tube Assembly

5–4 Copyright © 1997 General Motors Corp.

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

22. Remove valve body assembly 10. Remove

BOLT A
gasket 9, separator plate 8, and gasket 7. Dis-
card the gaskets. Refer to Paragraph 6–19 for
BODY ASSEMBLY TRANSMISSION HOUSING rebuild.

BOLT (24)
23. Remove three Bolts F and lockwashers (Fig-
ure 5–8, 5–9). Remove two Bolts E and flat
BOLT A
washers. Remove Transfer Plate K and Gas-
ket L. Discard the gasket.

24. Remove three jumper tubes from locations

shown in Figure 5–10 by installing a bolt into
H00796
the tube and catching the threads on the end
Figure 5–7. Removing Manual-Hydraulic Control Valve of the tube (Figure 5–11). Be sure the hoses
Body Assembly Bolts are removed with the tubes.

LOCKWASHER (3), 3⁄8 in. LOCKWASHER (2), 3⁄8 in.

BOLT F (3), 3⁄8 -16 x 13⁄8 in.
26–32 lb ft (35–43 N•m) BOLT D (2), 3⁄8 -16 x 5 in.
26–32 lb ft (35–43 N•m)
8-PIN CONNECTOR

GASKET L
F F
F
LOCKWASHER
TRANSFER (12), 3⁄8 in. C D C C
PLATE K
BOLT C (12), D C B
GASKET J 3⁄8 -16 x 41⁄4 in. B 1
B A
26–32 lb ft (35–43 N•m)
C B
B
A
C B
BOLT A (11), 3⁄8 -16 x 3 in. A
FLAT WASHER (2), 26–32 lb ft (35–43 N•m) 2 E E A
3⁄8 in. C
A
C 4
BOLT E (2), 3⁄8 -16 x 11⁄4 in. VALVE BODY G 3
36–43 lb ft (49–58 N•m)
LOCKWASHER (11), 3⁄8 in. C B B A
C
GASKET H B
LOCKWASHER (9), 3⁄8 in. A A
SEPARATOR C C
PLATE I A A A

BOLT B (9), 3⁄8 -16 x 33⁄4 in.

PRESSURE TEST POINTS
26–32 lb ft (35–43 N•m)
1. LOW-RANGE CLUTCH
2. REVERSE CLUTCH
3. INTERMEDIATE-RANGE CLUTCH
4. SPLITTER-LOW CLUTCH V00797.01

Figure 5–8. Electric Valve Body Components and Mounting Bolts (Models Without Trim Boost)

Copyright © 1997 General Motors Corp. 5–5

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS

LOCKWASHER (3), 3⁄8 in. BOLT Z (3), 3⁄8 -16 x 4 in.

BOLT F (3), 3⁄8 -16 x 13⁄8 in. 26–32 lb ft (35–43 N•m)
26–32 lb ft (35–43 N•m) BOLT Y (30), 3⁄8 -16 x 33⁄4 in.
16-PIN CONNECTOR 26–32 lb ft (35–43 N•m)

F F
F
GASKET L
Z Y 7 Z
TRANSFER Y Y 5 Y
PLATE K Y Y 6
Y
Y
GASKET J 1
Y Z
Y Y
Y
Y
FLAT WASHER (2), 3⁄8 in. 2 Y 4
Y E
Y Y
3
BOLT E (2), 3⁄8 -16
x 11⁄4
in. Y E
Y
36–43 lb ft (49–58 N•m) Y W
VALVE BODY G X Y
Y X X
X Y
Y Y
X X
SEPARATOR Y
PLATE I GASKET H Y 8 Y
Y
Y

PRESSURE TEST POINTS

1. LOW-RANGE CLUTCH BOLT W (1), 3⁄8-16 x 33⁄4 in.
2. REVERSE CLUTCH 13–16 lb ft (18–21 N•m) BOLT X (6), 1⁄4-20 x 1 in.
3. INTERMEDIATE-RANGE CLUTCH 6. SPLITTER-HIGH CLUTCH FLAT WASHERS (6) 1⁄4 in.
4. SPLITTER-LOW CLUTCH 7. SOLENOID REGULATOR CIRCUIT 9–11 lb ft (13–14 N•m)
5. HIGH-RANGE CLUTCH 8. TRIM BOOST CIRCUIT
V00798.01

Figure 5–9. Electronic Valve Body Components and Mounting Bolts (Models With Trim Boost)

HOSE

JUMPER TUBE

BOLT

JUMPER TUBE AND HOSE (3) H00799 H00800

Figure 5–10. Jumper Tube and Hose Locations Figure 5–11. Removing Jumper Tubes and Hoses

5–6 Copyright © 1997 General Motors Corp.

 DISASSEMBLY OF TRANSMISSION

GASKET HOSE

HIDDEN BOLTS

CLAMP

SCREW

GASKET
COVER

STRAINER H00801.01

H00803

Figure 5–12. Removing Strainer

(Straight-Through Models) Figure 5–14. Removing Transmission Drain Cover
(Models with Vertical Dropbox)

RETARDER HOUSING TRANSMISSION HOUSING

VALVE BODY GASKET

HIDDEN BOLTS
GASKET

PAN
CONVERTER HOUSING

CONVERTER
HOUSING

H00802

RETARDER
Figure 5–13. Removing Transmission Pan HOUSING H00804

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

Figure 5–15. Removing Hydraulic Retarder Control
transmission and raise it slightly (Figure 5–12). Valve Body Assembly
For straight-through models, remove six bolts
14 (Foldout 24,A) and lockwashers 13 from 26. For straight-through models, remove twenty-
strainer assembly 6. Remove strainer assembly eight bolts 17 and 18 (Foldout 24,A) from
6 and gasket 5. For dropbox models, remove transmission pan 3 or 21. Remove the pan and
bolts 45 (Foldout 29), lockwashers 44, strainer gasket 1 (Figure 5–13). For dropbox models,
assembly 37, and gasket 36; or bolts 42 (Foldout loosen the screw(s) that retain(s) drain hose
30), lockwashers 41, strainer assembly 34, and clamp(s) 5 (Foldout 24,B) (Figure 5–14). Re-
gasket 133; or bolts 61 (Foldout 31), lockwash- move twenty-eight bolts 3 and lockwashers 2
ers 60, strainer assembly 53, and gasket 52. Re- that secure drain cover 4 or 7. Remove the
fer to Paragraph 6–20 for rebuild instructions cover and gasket 1. Loosen the remaining hose
for the strainer assembly. clamp screw(s) and remove hose(s) 6.
Copyright © 1997 General Motors Corp. 5–7
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
27. Remove the two hidden bolts and lockwashers
that become accessible when the pan or drain CONVERTER
DRIVE HUB
cover is removed (Figure 5–13 or 5–14).
CONVERTER BOLT (18),
28. Lower the transmission onto wood blocks. FRONT COVER 7⁄ 16-20
x 4 in.
29. Remove the lifting sling from the top of the
transmission housing.
NUT AND
30. For models with hydraulic retarder, remove LOCKWASHER
(18)
seven bolts 1 or 34 (Foldout 16,B) and lock-
washers 2 or 35 from hydraulic retarder valve
body assembly 6 or 20. Remove the valve body
(Figure 5–15). Refer to Paragraph 6–21 for re-
H00805.01
build instructions. Remove gasket 3, plate 4,
and gasket 5. Discard the gaskets. Figure 5–16. Positioning Torque Converter and Housing
for Disassembly (Remote-Mount Models)
b. Removal of Torque Converter and
Related Components
1. Position the transmission with the torque con- SEAL
GASKET
verter upward and block the transmission se-
curely.

NOTE:
• For remote-mount models, proceed with Step (2).
• For direct-mount models, proceed to Step (7). FRONT COVER
CONVERTER
2. For remote-mount models, remove the eigh- HOUSING
teen 7⁄16-20 x 4 inch bolts 24 (Foldout 8,A),
nuts 22, and lockwashers 23 that retain con-
BOLT (8)
verter housing front cover 10 (Figure 5–16).
Remove three 7⁄16-20 x 41⁄4 inch bolts 21, nuts SIDE PTO COVER
H00806
25, and lockwashers 26. Attach a two-strand
lifting sling to the cover and remove the cover Figure 5–17. Removing Converter Housing Front Cover
from the converter housing (Figure 5–17). Re- (Remote-Mount Models)
move and discard gasket 11. If seal 9 must be .

replaced, press it out of the front of the cover. DRIVE

If present, remove eight bolts 33 and lock- HOUSING
washers 32 (Foldout 11) that retain side PTO CONVERTER
cover 31. Remove the cover and gasket 30. PUMP

3. From the power takeoff opening in the top of

.

the converter housing (Figure 5–18), remove

the thirty-six self-locking bolts and washers
that secure the converter drive housing.

WARNING!
Lifting the torque converter drive housing or fly-
wheel assembly from the transmission can dis-
lodge lockup-clutch parts from the housing or TOP PTO
OPENING
assembly. To avoid injury from falling parts, H00807
stay clear of the area beneath the raised compo-
nents and do not attempt to hold the parts in the Figure 5–18. Removing Converter Drive Housing Bolts
assembly using your hands. (Remote-Mount Models)

5–8 Copyright © 1997 General Motors Corp.

 DISASSEMBLY OF TRANSMISSION
CONVERTER CONVERTER
DRIVE HUB DRIVE HOUSING
SEALRING
SNAPRING
LOCKUP PLATE
LOCKUP
BACKPLATE
H00808.01
Figure 5–19. Removing Converter Drive Housing
(Remote-Mount Models)
4. Attach one strand of the lifting sling (Figure
5–19) to the torque converter drive hub, and
remove the torque converter drive housing
assembly.
5. Remove lockup-clutch plate 5 (Foldout 9,A)
and lockup-clutch backplate 7 (Figure 5–19).
If the backplate and lockup-clutch plate stay
with the converter drive housing, position the
housing on the work table, front-side down-
ward. Install two lifting bolts (Figure 5–21)
into the backplate and remove the backplate
and clutch plate from the housing. Remove
two anchor keys 6. Remove step-joint seal-
ring 1 or 6 (Foldout 16,A) from the turbine
shaft.
6. Place the converter drive housing assembly on
a work bench, converter drive hub down. Using
lifting bolts, remove lockup-clutch piston 4
(Foldout 9,A) from the converter drive housing
(Figure 5–20). Refer to Paragraph 6–22 for re-
build of the lockup-clutch piston. Remove the
Copyright © 1997 General Motors Corp.
snapring and bearing from the housing. Re-
move the sealrings from the drive housing hub
and the piston. Refer to Paragraph 6–23 for re-
build of the torque converter drive housing.
Proceed to Paragraph 5–4c.
7. For direct-mount models, if gasket 9 (Foldout
8,B) is present, remove and discard it. If
present, remove eight bolts 33 and lockwash-
ers 32 (Foldout 11) that retain side PTO cover
31 (Figure 5–17). Remove the cover and gas-
ket 30. Remove thirty-six bolts (accessible
through top PTO opening) and flat washers
that secure the flywheel to the converter pump
(Figure 5–18).
WARNING!
Lifting the torque converter drive housing or fly-
wheel assembly from the transmission can dis-
lodge lockup-clutch parts from the housing or
assembly. To avoid injury from falling parts,
stay clear of the area beneath the raised compo-
nents and do not attempt to hold the parts in the
assembly using your hands.
8. Using a lifting sling attached to the flexplate
mounting holes, remove the flywheel assem-
bly and position the assembly on the work ta-
ble, front-side downward (Figure 5–21).
9. Remove step-joint sealring 1 or 6 (Foldout
16,A) from the turbine shaft (Figure 5–19).
Install two lifting bolts (Figure 5–21) into
lockup-clutch backplate 7 (Foldout 9,A) and
remove the backplate from the flywheel. Re-
move two anchor keys 6. Remove lockup-
clutch plate 5.
10. Remove lockup-clutch piston 4, using the
two liftout holes provided (Figure 5–20). Re-
fer to Paragraph 6–22 for rebuild of the
lockup-clutch piston. Remove the snapring
and bearing. Remove the sealrings from the
OD of the piston and from the flywheel hub.
Refer to Paragraph 6–24 for rebuild of the
flywheel assembly.
5–9
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS

CONVERTER
PISTON DRIVE HOUSING

WASHER

BEARING SNAPRING

SNAPRING

H00811
LIFTING BOLTS
H00809
Figure 5–22. Removing Thrust Washer —
Fixed-Capacity Torque Converter
Figure 5–20. Removing Lockup-Clutch Piston

LIFTING BOLTS

THRUST
WASHER

STATOR
H00812.01
BACKPLATE

Figure 5–23. Removing Thrust Washer —

FLYWHEEL LOCKUP- Variable-Capacity Torque Converter
CLUTCH PLATE
4. Using a chisel, straighten the staking in span-
H00810.01
ner nut 7. Using spanner wrench J 6534-02 re-
move the spanner nut that secures freewheel
Figure 5–21. Removing Lockup-Clutch Backplate roller race 9 to the converter ground sleeve
(Models With Lockup-Clutch) (Figure 5–24).

c. Removing Torque Converter Elements CAUTION:

The stator rollers may drop out when the stator
1. Remove snapring 3 (Foldout 9,B) from the tur- assemblies are removed if the roller race does not
bine shaft. lift with the stators.

2. Using a suitable puller, remove converter turbine

6 and the inner race of front cover bearing 1. Re- NOTE:
move spacer 4.
• For models with a fixed-capacity torque converter,
proceed with Step (5).
3. Remove snapring 5 which positions the con-
verter turbine on the turbine shaft. Remove • For models with a variable-capacity torque con-
bronze thrust washer 8 (Figure 5–22 or 5–23). verter, proceed to Step (6).

5–10 Copyright © 1997 General Motors Corp.

 DISASSEMBLY OF TRANSMISSION

SPANNER WRENCH
J 6534-02
SPANNER NUT
WASHER

FREEWHEEL
ROLLER RACE
RETAINER
STATOR
TORQUE CONVERTER PUMP H00815

H00813

Figure 5–26. Removing Stator Rear Thrust Washer —

Figure 5–24. Removing Freewheel Roller Race
Variable-Capacity Torque Converter
Retaining Nut

TOOL J 23552

PUMP
ASSEMBLY

STATOR

H00814

Figure 5–25. Removing Stator Assembly —

Variable-Capacity Torque Converter

5. For fixed-capacity torque converter models, re-

move, as an assembly, stator assembly 10
(Foldout 9,B), with springs 13, rollers 14, cups
GROUND
11, pins (needle rollers) 12, and race 9. Refer SEALRING SLEEVE H00816
to Paragraph 6–25 for rebuild of the stator as-
sembly. Remove the stator backplate. Proceed
Figure 5–27. Removing Torque Converter
to Step (8).
Pump Assembly
6. For variable-capacity torque converter models,
place sleeve J 23552 in the stator and remove sta- 8. Attach a lifting sling to the converter pump and
tor assembly 12 (Foldout 10), with rollers 38, remove the pump from the converter ground
springs 14, and race 10 (Figure 5–25). Refer to sleeve (Figure 5–27). Refer to Paragraph 6–27
Paragraph 6–26 for rebuild of the stator assembly. for rebuild of the pump assembly.

7. Remove rear thrust washer 39 (Figure 5–26) 9. Remove the step-joint sealring from the ground
from retainer 40. Remove the retainer. sleeve (Figure 5–27).

Copyright © 1997 General Motors Corp. 5–11

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
d. Removal of Torque Converter Housing, Re-
tarder Housing, and Related Components
1. Attach a two-strand lifting sling to the top of the
torque converter housing. Remove the remain-
ing seventeen bolts and lockwashers that fasten
the transmission main housing to the retarder
housing (models with retarder) or to the con-
verter housing (models without retarder). Re-
move, as a unit, the torque converter housing as-
sembly and attached parts from the
transmission main housing (Figure 5–28). Re-
move and discard the gasket.
3. If present, remove bolt 4 and lockwasher 5
(Foldout 11) from power takeoff idler gear
spindle 6 (Figure 5–32). Using a slide hammer,
remove the spindle from the converter housing.
Remove gear 7 and bearing 8. Remove
snapring 9 from the gear. Remove idler gear 88
and bearing 87 in the same manner.
RETARDER
HOUSING

2. For retarder models, attach a two-strand lifting GASKET HUB

sling to the top of the retarder housing. Re-
DOWEL
move, as a unit, the retarder housing assembly PIN
and attached parts from the transmission main
DOWEL
housing (Figure 5–29). PIN
HOLES

e. Removal of Pump, PTO, and Idler Gears

1. Remove eight bolts 1 and 6, and lockwashers 2
and 7 (Foldout 12) that retain discharge tube 8
to the pump and converter housing assemblies
(Figure 5–30). Remove the tube and two gas-
kets 3 and 9.

2. Remove six outer bolts 4 and lockwashers 5 SUPPORT LEGS

from pump assembly 10 (Figure 5–31). Re- J 23556
move the pump assembly. Remove and dis- H00818.01
card gasket 31. Remove pump drive coupling
32. Remove screen 30 from the pump. Refer Figure 5–29. Removing Retarder Housing From
to Paragraph 6–28 for rebuild instructions. Transmission Housing

BOLT WASHER
CONVERTER
HOUSING
TUBE

GASKET
GASKET
PUMP
H00817.01 ASSEMBLY
H00819

Figure 5–28. Removing Converter Housing From

Retarder Housing (Models With Retarder) Figure 5–30. Removing Discharge Tube

5–12 Copyright © 1997 General Motors Corp.

 DISASSEMBLY OF TRANSMISSION
f. Separating Converter Housing and Retarder
Housing, and Removing Related Parts
NOTE:
• For models with retarder, proceed with Step (1).
• For models without retarder, proceed to Step (2).
1. Remove seven bolts 17 and lockwashers 16
(Foldout 16,A) that secure the converter housing
to the retarder housing. Attach a three-strand
lifting sling to the converter housing and lift the
converter housing from the retarder housing
(Figure 5–33). Remove and discard gasket 34
(Foldout 11).
2. Position the converter housing vertically on
wood blocks.

PUMP ASSEMBLY
3. Remove six bolts 50 (Foldout 11) and lockwash-
ers 51 from drive gear hub cover 52. Remove the
GASKET
cover and gasket 53 (Figure 5–34). Remove
COUPLING snapring 54 from the converter housing.
4. Using a hammer and a soft drift, tap on drive
SCREEN
gear hub 56 and remove the hub and bearing 55
(Figure 5–35). Press the hub from the bearing.
5. Remove drive gear 92 from the converter hous-
ing (Figure 5–36).
6. Remove drive gear spacer 93 and bearing 94
from the converter housing (Figure 5–37). Re-
fer to Paragraph 6–29 for rebuild instructions
for the torque converter housing assembly.

LOCKWASHER
BOLT
VALVE COVER CONVERTER
HOUSING

H00820

Figure 5–31. Removing Pump Assembly

SLIDE HAMMER

GASKET RETARDER
SPINDLE HOUSING
IDLER GEAR
AND BEARING

GROUND
SLEEVE

SEALRING
IDLER GEAR H00822
AND BEARING H00821.01

Figure 5–33. Removing Converter Housing From

Figure 5–32. Removing PTO Idler Gear Spindle Retarder Housing (Models With Retarder)

Copyright © 1997 General Motors Corp. 5–13

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS

NOTE:
• For models with retarder, proceed with Paragraph
5–3g.
• For models without retarder, proceed to Para-
graph 5–3h.
CONVERTER
HOUSING

SNAPRING

DRIVE
GASKET GEAR

GEAR HUB COVER

CONVERTER HOUSING
H00823

Figure 5–34. Removing Pump Drive Gear Hub Cover

H00825

Figure 5–36. Removing Drive Gear

DRIVE GEAR HUB

SPACER
CONVERTER
HOUSING

BEARING

CONVERTER HOUSING BEARING

H00824
H00826

Figure 5–35. Removing Drive Gear Hub and Bearing Figure 5–37. Removing Drive Gear Spacer

5–14 Copyright © 1997 General Motors Corp.

 DISASSEMBLY OF TRANSMISSION
g. Disassembly of Retarder Housing,
Turbine Shaft, and Related Parts
(Models With Retarder) TURBINE OUTPUT
SHAFT
RETARDER
1. Remove three hook-type sealrings 2 (Foldout ROTOR
16,A) from turbine output shaft 5 (Figure 5–38).

2. For models without electric lockup, through

the access hole in retarder rotor 12 flatten the
ends of lockstrip 15 and remove two bolts 14
and lockstrip 15 that secure pitot tube 23. The
pitot tube will drop into the collector ring. SEALRING
Models with electric lockup are not equipped
with a pitot. Do not remove the plugs used to SNAPRING
block the pitot holes on electric lockup models.
3. Turn the retarder housing so that the assembly
rests on the front of the turbine output shaft
(Figure 5–39). Remove hook-type sealring 4
from the turbine output shaft. Remove
snapring 11. Remove, as a unit, the splitter
planetary carrier assembly and splitter-low H00827

clutch hub.
Figure 5–38. Removing Turbine Shaft Sealring
4. Place the planetary and hub assembly so the (Models With Retarder)
hub rests on wood blocks (Figure 5–40). Place
a pressing tool against the hub of the carrier as-
sembly. Press the carrier out of the splitter sun
gear bearing. Refer to Paragraph 6–30 for re-
SEALRING
build of the splitter sun gear assembly, and to
Paragraph 6–31 for rebuild of the splitter plan-
etary carrier assembly.
5. Attach one strand of the lifting sling to the re-
tarder housing (Figure 5–41). Support the
housing in a vertical position and remove the SNAPRING
TURBINE
splitter-low clutch and drum assembly from the SHAFT
turbine output shaft. If present, take the loose
pitot tube from the collector ring. For splitter-
low clutch and drum assembly rebuild instruc- SPLITTER
PLANETARY
tions, refer to Paragraph 6–32 (CL(B)T mod- CARRIER
els) or 6–33 (M 6600 and S 6600 Series CLUTCH HUB
models).
H00828
6. Support the front of retarder housing assembly
18 (Foldout 16,A) and press shaft 5 and re- Figure 5–39. Removing Hook-Type Sealring From
tarder rotor 12, as an assembly, out of bearing Rear of Turbine Shaft
25. Remove splined rotor washer 13.
8. If retarder rotor 12 or shaft 5 requires replace-
7. Turn housing assembly 18 over and remove ment, remove snapring 11, support the rear of
five bolts 28 and lockwashers 27. Remove rotor 12 hub, and press shaft 5 out. Refer to
transfer hub 26. Remove bearing 25. If present, Paragraph 6–34 for rebuild of the retarder
remove sealring 3 from the output shaft. housing assembly. Proceed to Paragraph 5–3i.

Copyright © 1997 General Motors Corp. 5–15

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
h. Disassembly of Converter Housing, Turbine
Shaft, and Related Parts
(Models Without Retarder)
TOOL
1. For models without electric lockup, flatten the
HUB SUN
GEAR corners of lockstrip 15 (Foldout 16,A), and re-
move two bolts 14 and the lockstrip that retain
pitot tube 23 (Figure 5–42). The pitot tube will
drop into the pitot collector ring. Models with
electric lockup are not equipped with a pitot.
Do not remove the plugs used to block the pi-
tot holes on electric lockup models.

2. Turn the converter housing so that the assem-

bly rests on the front of turbine output shaft 10
(Figure 5–43). Remove hook-type sealring 9
CARRIER ASSEMBLY
H00829 from the turbine shaft. Remove snapring 11.

3. Remove as a unit the splitter planetary carrier

Figure 5–40. Pressing Splitter Carrier Assembly From
Splitter Sun Gear Bearings and splitter-low clutch hub.

4. Place the planetary and hub assembly so the hub

rests on wood blocks (Figure 5–44). Place a
pressing tool against the hub of the carrier assem-
bly. Press the carrier out of the splitter sun gear
RETARDER bearing. Refer to Paragraph 6–30 for rebuild in-
HOUSING structions for the splitter sun gear assembly, and
DRUM to Paragraph 6–31 for rebuild instructions for the
ASSEMBLY
splitter planetary carrier assembly.

5. Attach the lifting sling to the converter housing.

Support the housing in a vertical position and re-
move the splitter-low clutch and drum assembly
TRANSFER HUB
from the turbine shaft (Figure 5–45). If present,
take the loose pitot tube from the collector ring.
For splitter-low clutch and drum assembly re-
build instructions, refer to Paragraph 6–32
(CL(B)T models) or 6–33 (M 6600 and S 6600
TURBINE SHAFT Series models). Remove five bolts 49 and lock-
washers 48 (Foldout 11) that retain transfer hub
47. Remove the hub.

6. Remove the turbine shaft with bearing 46 from

H00830
Figure 5–41. Removing Splitter-Low Clutch and Drum
Assembly (Models With Retarder)
the housing (Figure 5–46). Remove the hook-
type sealrings and bearing from the shaft. Press
the bearing toward the rear of the shaft to re-
move it. Refer to Paragraph 6–29 for rebuild in-
structions for the converter housing assembly.

5–16 Copyright © 1997 General Motors Corp.

 DISASSEMBLY OF TRANSMISSION

TOOL

HUB SUN
GEAR

CONVERTER
HOUSING

LOCKSTRIP

BOLT CARRIER ASSEMBLY

H00829

H00831 Figure 5–44. Pressing Splitter Carrier Assembly From

Splitter Sun Gear Bearings

Figure 5–42. Removing Pitot Tube Bolts

DRUM
(Models Without Retarder) ASSEMBLY

COLLECTOR RING

TRANSFER HUB

TURBINE SHAFT
CLUTCH HUB

BOLT

SEALRING
H00834

Figure 5–45. Removing Splitter-Low Clutch Drum

Assembly (Models Without Retarder)
SNAPRING
i. Removal of Transmission Output Components
TURBINE SHAFT
1. Remove the snapring that retains the splitter
ring gear hub to the splitter output shaft (Fig-
CARRIER ASSEMBLY ure 5–47).
H00832
2. Attach a two-strand lifting sling to the output
drive housing (Figure 5–48) or to the rear
Figure 5–43. Removing Hook-Type Sealring From Rear cover (dropbox models) and lower the trans-
of Turbine Shaft (Models Without Retarder) mission onto wood blocks.

Copyright © 1997 General Motors Corp. 5–17

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
CONVERTER HOUSING
TURBINE SHAFT
BEARING
SEALRING
SEALRING
H00835.01
Figure 5–46. Removing Turbine Shaft and Bearing
(Models Without Retarder)
NOTE:
Figure 5–47. Removing Splitter Output Shaft Snapring
• For straight-through models with the output
shown on Foldout 28, proceed with Step (3).
• For straight-through models with the outputs
shown on Foldout 27, proceed to Step (5).
• For dropbox models without rear output discon-
nect, as shown in Foldout 29, proceed to Step (7).
• For dropbox models without rear output discon-
nect, as shown in Foldout 31, proceed to Step (8).
• For dropbox models with rear output discon-
nect, as shown in Foldout 30, proceed to Step (9).
3. For straight-through models with the output
shown on Foldout 28, remove eight bolts 18
and lockwashers 17 from bearing retainer as-
sembly 19 and remove the bearing retainer.
Remove and discard gasket 7. Using a bearing
puller, remove bearing 16 (Figure 5–49). If
present, remove spacer 15 and speedometer
gear assembly 12, or spacer 11 and speedom-
eter drive gear 10. If necessary, press mag-
netic pickup gear 14 from speedometer drive
gear 13.
5–18 Copyright © 1997 General Motors Corp.
SNAPRING
RING
GEAR
SPLITTER
SHAFT
H00836
4. Remove the twenty-seven bolts and lockwash-
ers that secure the output drive housing to the
transmission main housing. Using a lifting
sling, remove output drive housing assembly 2
and attached parts. If the reverse planetary
starts to raise with the housing, pry the ring
gear away from the housing. Remove and dis-
card gasket 1. Refer to Paragraph 6–35 for re-
build instructions for the output drive housing.
Proceed to Paragraph 5–3j.
5. For straight-through models with outputs
shown on Foldout 27, flatten the corners of
lockstrip 17 and remove two bolts 18, lockstrip
17, retainer washer 16, shim(s) 15, and cou-
pling 19, if present.
6. Remove the twenty-seven bolts and lockwash-
ers that secure the output drive housing to the
transmission main housing. Using a lifting
sling, remove housing assembly 4 or 8 and at-
tached parts. If the reverse planetary starts to
raise with the housing, pry the ring gear away
from the housing. Remove and discard gasket
1. Refer to Paragraph 6–36 for rebuild instruc-
tions for the output drive housing. Proceed to
Paragraph 5–3j.
 DISASSEMBLY OF TRANSMISSION

OUTPUT
DRIVE
HOUSING

GASKET
SPACER
H00839

Figure 5–50. Removing Spacer From Output Shaft

(Some Dropbox Models)

7. For dropbox models without rear output discon-

nect as shown in Foldout 29, remove six bolts
81 and lockwashers 80, bearing retainer assem-
H00837.01
bly 75, and spacer 74, if used (Figure 5–50). Re-
fer to Paragraph 6–37 for rebuild instructions
for the bearing retainer assembly. Or, if present,
Figure 5–48. Positioning Transmission for Removal of
Rear Components remove bolts 73, lockwashers 72, and bearing
retainer 71 with sealring 70. Remove sealring 70
from the bearing retainer. If present, flatten the
corners of lockstrip 68 and remove two bolts 69,
lockstrip 68, retainer washer 67, and shim(s) 66.
If present, remove shim(s) 99 and retainer plate
100. Remove and discard gasket 65. Proceed to
Step (14).
PULLER
8. For dropbox models without rear output discon-
nect as shown in Foldout 31, remove six bolts
86 and lockwashers 87, bearing retainer assem-
bly 81, and spacer 80, if used (Figure 5–50). Re-
OUTPUT
fer to Paragraph 6–37 for rebuild instructions
SHAFT for the bearing retainer assembly. Remove and
discard gasket 79. Proceed to Step (14).
BEARING
9. For dropbox models with rear output discon-
SPACER nect(s) (Foldout 30), remove six bolts 67 and
lockwashers 68. Remove output disconnect
components 69 through 87 as an assembly. Re-
fer to Paragraph 6–38 for rebuild instructions
for the output disconnect assembly.

H00838 10. Remove and discard gasket 66. Remove

adapter 65. Remove and discard gasket 64. Re-
Figure 5–49. Removing Bearing From Output Shaft move snapring 63 from the output shaft and re-
(Straight-Through Models) move coupling gear 62.

Copyright © 1997 General Motors Corp. 5–19

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
11. Remove six bolts 107 and lockwashers 106.
Remove output disconnect components 108 SPEEDOMETER
COVER
through 127 as an assembly. Refer to Para- DRIVE BORE
graph 6–38 for rebuild instructions for the out-
put disconnect assembly.
12. Remove and discard gasket 105. Remove
adapter 104. Remove and discard gasket 103.
13. Remove the snapring from bearing assembly 55.
14. Remove bolts 64 (Foldout 29), lockwashers 63,
and shield 62, if present. Or, remove bolts 61
(Foldout 30), lockwashers 60, and shield 59, if
present. Or, remove bolts 78 (Foldout 31),
lockwashers 77, and shield 76, if present.
15. Attach a lifting sling to the rear cover and re-
move the rear cover (Figure 5–51). Tap the
cover, as it is raised, to free it from the trans-
H00840.01
mission gear bearings. If necessary, use a soft
drift through the speedometer drive bore to Figure 5–51. Removing Transfer Gear Housing Cover
loosen the idler gear and bearing. Remove and (Dropbox Models)
discard the gasket.
16. Remove as an assembly the drive gear along
with its two bearings (Figure 5–52). Refer to
Paragraph 6–39 for rebuild instructions for the
output drive gear assembly.
DRIVE GEAR
ASSEMBLY
NOTE:
Earlier models have ball bearings with idler gear
(Figure 5–52). Later models have roller bearings at
this location with separable outer races. BEARING

17. Remove, as an assembly, the idler gear and

speedometer plug assembly along with its two SHAFT
bearings (Figure 5–52). Refer to Paragraph 6–40
for rebuild instructions for the output idler gear
assembly. If present, remove one idler gear roller
bearing outer race from the rear cover and one IDLER GEAR
from the dropbox housing, if the bearings are be- ASSEMBLY
ing replaced.
H00841

NOTE:
• For models with tapered roller bearings 57 and 59
(Foldout 29), proceed with Step (18).
• For models with ball bearings 14 and 56 (Fold-
out 29) or 31 and 65 (Foldout 31), proceed to
Step (20).
• For models equipped with rear output discon-
nect(s) (Foldout 30), proceed to Step (21).
Figure 5–52. Removing Transfer Drive Gear Assembly
(Dropbox Models)
18. For models with tapered roller bearings, re-
move the outer race of bearing 59 (Foldout 29).
Remove, as an assembly, gear and shaft 58
with the rollers and inner races of bearings 57
and 59 on the shaft.

5–20 Copyright © 1997 General Motors Corp.

 DISASSEMBLY OF TRANSMISSION
NOTE:
The inner race and rollers and the outer race of
bearing 57 and of bearing 59 are each a matched set.
Do not mix the sets. Tie the parts of each bearing to-
gether at removal and tag them to ensure correct in-
stallation.
j. Removal of Range Planetaries, Clutches, and
19. Pull the inner race and roller assemblies of
bearings 57 and 59 from gear and shaft 58. Re-
move the outer race of bearing 57 from the
bore of the transfer gear housing. Do not re-
move front output bearing retainer 11 at this
time. Proceed to Step (23).
20. For models with ball bearing 56 (Foldout 29)
or 65 (Foldout 31), use a suitable bearing
puller, and remove the bearing (Figure 5–53).
Lift off the spacer and gear (Figure 5–54). Do
not remove any front output components at this
time. Proceed to Step (23).
21. For models with rear output disconnect(s)
(Foldout 30), remove, as an assembly, shaft 56,
bearing 55, spacer 54, gear 53, spacer 52, and
bearing 51.
22. Pull bearing 51 from shaft 56. Remove spacer
52, gear 53, and spacer 54. Press shaft 56 from
bearing 55. Do not remove front output bearing
retainer assembly 6 at this time.
23. Remove the bolts that hold the transfer gear
housing to the transmission main housing.
PULLER
BEARING
H00842
Figure 5–53. Removing Output Shaft Rear Bearing
(Some Dropbox Models)
Copyright © 1997 General Motors Corp.
24. Using a lifting sling, remove the transfer gear
housing assembly with attached parts (Figure
5–55). Refer to Paragraph 6–41 for rebuild in-
structions for the transfer gear housing assem-
bly. Remove and discard the gasket.
Related Parts From Output End of Transmis-
sion Main Housing
1. Remove fourteen reverse-clutch piston return
springs 16 (Foldout 26,B) from the transmis-
sion (Figure 5–55).
2. For models with thread at the output end of the
output shaft, screw on a suitable lifting device
to the threaded end of the output shaft. Use a
similar bracket for shafts that do not have
threads on the end (Figure 5–56). Hook the
hoist to the lifting nut.
3. Lifting upward on the shaft, remove as an as-
sembly the output shaft, bearing 14, reverse
planetary assembly 6, ring gear 5, thrust
washer 4, retainer 3, six bolts 2, sun gear 1,
thrust washer 21 (Foldout 26,A), low-range
planetary assembly 11, and snapring 6. Re-
move the lifting device.
SPACER
SHAFT
OUTPUT
DRIVEN GEAR
H00843
Figure 5–54. Removing Spacer From Rear of Output
Shaft (Dropbox Models With No Rear Output)
5–21
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
4. Lift reverse planetary carrier assembly 6 (Fold-
out 26,B), along with bearing 14, ring gear 5, re-
tainer 3, and bolts 2 from the shaft assembly.
Remove bronze thrust washer 4 from reverse
sun gear 1 (or from the underside of the carrier
assembly). Refer to Paragraph 6–42 for rebuild
instructions for the reverse planetary carrier as-
sembly.
5. Remove reverse sun gear 1 (Foldout 26,B) from
the hub of low-range planetary carrier assembly
11 (Foldout 26,A). Remove bronze thrust
washer 21.
6. Remove the output shaft from low-range plane-
tary carrier assembly 11. Remove snapring 6
from the output shaft if replacement is neces-
sary. Refer to Paragraph 6–43 for rebuild in-
structions for the low-range carrier assembly.
7. Remove five external-splined plates 19 (Foldout
26,B) and five internal-splined plates 18 from
reverse-clutch anchor 15. Remove anchor 15.
Remove two keys 17 from the transmission
housing.
8. Remove eight self-locking bolts 13 (Foldout 25)
and four retainers 12 (Figure 5–57). Remove
low-range clutch piston 29 (Foldout 26,A) and
piston housing assembly 31. Remove the piston
from the housing assembly. Refer to Paragraph
4–17 and remove sealrings 28 and 30 from pis-
ton 29. Remove pins 33 from housing 32 only if
replacement is necessary.
HOUSING
GASKET
REVERSE-CLUTCH PISTON
RETURN SPRING (14)
H00844.01
Figure 5–55. Removing Transfer Gear Housing From
Transmission Housing (Dropbox Models)
5–22 Copyright © 1997 General Motors Corp.
9. Remove fourteen low-range clutch piston return
springs 25 (Figure 5-58). Remove low-range
ring gear 22. For CL(B)T models, remove four
internal-splined clutch plates 26 and four exter-
nal-splined clutch plates 27. For M 6600 and S
6600 Series models, remove five clutch plates
26 and five external-splined clutch plates 27.
Remove low-range clutch anchor 23.
10. Remove intermediate-range clutch piston 32
(Foldout 25) and piston housing assembly 34
(Figure 5-59). Remove two anchor keys 17. Re-
move piston 32 from housing assembly 34. Re-
fer to Paragraph 4–17 and remove sealrings 31
and 33 from piston 32. Remove pins 36 from
housing 35 only if replacement is necessary. Re-
move fourteen intermediate-range piston return
springs 19.
SUITABLE LIFTING
DEVICE
REVERSE
PLANETARY OUTPUT SHAFT
RING GEAR
REVERSE
PLANETARY
CARRIER
BEARING
LOW-RANGE PLANETARY
CARRIER ASSEMBLY
H03577
Figure 5–56. Removing Reverse and Low Planetary
Carrier Assemblies
 DISASSEMBLY OF TRANSMISSION
Figure 5–60. Remove sealring 10 from the in-
termediate-range carrier assembly. For models
with carrier assembly 25, do not remove retain-
ing ring 24 and hub 23 from the carrier assem-
bly unless replacement is necessary. Refer to
Paragraph 6–44 for rebuild instructions for the
splitter output shaft and collector ring assem-
bly. Refer to Paragraph 6–45 for rebuild in-
BOLT structions for the intermediate-range carrier
assembly.
PISTON
HOUSING
ASSEMBLY 13. Remove intermediate-range sun gear 1. If
present, remove the intermediate-range clutch
backplate 16.
14. Remove large internal snapring 15 (Foldout
19,B) from high-range clutch drum 4 (Figure
SPLITTER
5–61). Remove high-range clutch backplate
OUTPUT RETAINER 14, three internal-splined clutch plates 12, and
SHAFT
two external-splined clutch plates 13 from the
clutch drum.
Figure 5–57. Removing Splitter Output Shaft
Retainer Bolts 15. Reinstall the high-range clutch backplate
(Figure 5–62) and snapring into the high-
range clutch drum. Lift out the drum and
related parts by shouldering the backplate
against the snapring. Remove the snapring
and backplate. Refer to Paragraph 6–46 for
SPRING CLUTCH PLATE
rebuild instructions for the high-range clutch
and drum assembly.
ANCHOR
RING GEAR

CLUTCH ANCHOR

CLUTCH PLATES

SPRING (14)

KEY RING GEAR

KEY

KEY
KEY
H00850

Figure 5–58. Removing Low-Range Clutch Piston

Return Springs

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

27, or 28. Remove intermediate-range clutch CARRIER ASSEMBLY
plates 29 and 30. Remove anchor 18 or 22. PISTON HOUSING
ASSEMBLY
12. Attach a lifting sling to the intermediate-range
H00851
carrier assembly. Remove, as an assembly, the
intermediate-range carrier assembly and at- Figure 5–59. Removing Intermediate-Range Clutch
tached parts. Remove the shaft as shown in Piston Housing and Piston

Copyright © 1997 General Motors Corp. 5–23

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS

INTERMEDIATE-RANGE CLUTCH BACKPLATE CLUTCH

CARRIER DRUM

BEARING

SNAPRING
SPLITTER
SHAFT
H00854

H00852
Figure 5–62. Removing High-Range
Clutch and Drum Assembly

Figure 5–60. Removing Splitter Output Shaft Assembly

From Intermediate-Range Carrier

ANCHOR
CLUTCH BACKPLATE KEY (2)

CLUTCH DRUM

SNAPRING

CLUTCH
PLATES
COMPRESSION RING

KEY GUIDES

H00855

Figure 5–63. Removing Clutch Anchor Keys

H00853

Figure 5–61. Removing High-Range
Clutch Backplate Snapring
16. Remove two clutch anchor keys from the trans-
mission housing key guides (Figure 5–63). If
present, remove spacer 21 (Foldout 25). Re-
move compression ring 15 from the transmis-
sion housing.
k. Removal of Splitter Clutch and Related Parts
1. Turn the transmission housing assembly over,
front end upward, and rest it on wood blocks. Re-
move two bolts and retainers that secure the split-
ter-high clutch backplate spacer (Figure 5–64).
Remove the spacer and the splitter-high clutch
backplate.

5–24 Copyright © 1997 General Motors Corp.

 DISASSEMBLY OF TRANSMISSION
2. Remove fourteen splitter-high clutch piston re- 6. Remove, as a unit, the splitter ring gear, hub,
turn springs (Figure 5–65) from the splitter-high bearing, and bearing retainer (Figure 5–68).
clutch anchor. Remove the snapring to separate the ring gear
from the hub. Remove retainer 28 (Foldout
3. Remove the splitter-high clutch anchor (Figure
19,A), and bearing 27 from the hub.
5–66) from the housing.
4. Remove the splitter-high clutch plates.
5. Through access holes provided in the splitter CLUTCH
PLATES
ring gear hub, remove six bolts 30 and
lockwashers 29 (Foldout 19,A) that secure ring
gear hub bearing retainer 28 to the transmis-
sion housing (Figure 5–67).
ANCHOR
BOLT
RETAINER
SPACER

CLUTCH BACKPLATE TRANSMISSION

HOUSING

H00858

Figure 5–66. Removing Splitter-High

Clutch Anchor
H00856

Figure 5–64. Removing Splitter-High

Clutch Backplate Spacer Retainers
ANCHOR
KEY (2)

SPRING (14)

SPRING PIN (14)

(5600, 5900, GEAR
6000 MODELS) HUB

ANCHOR

ACCESS
HOLE

ACCESS
HOLE
RETAINER

TRANSMISSION
HOUSING
H00859
H00857.01

Figure 5–65. Removing Splitter-High Figure 5–67. Removing Splitter Ring Gear Hub
Clutch Piston Return Springs Bearing Retainer Bolts

Copyright © 1997 General Motors Corp. 5–25

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
7. Remove two clutch anchor keys. Remove, as a
RING GEAR unit, the splitter-high clutch piston and hous-
RETAINER
ing. Turn the splitter-high piston housing with
the piston downward and bump the housing on
the work table to remove the splitter-high pis-
ton. Refer to Paragraph 4–17 and remove the
lip-type sealrings. Refer to Paragraph 6–47 for
BEARING rebuild instructions for the transmission main
HUB housing assembly.
PISTON HOUSING

PISTON

H00860

Figure 5–68. Removing Splitter Ring Gear

and Attached Parts

5–26 Copyright © 1997 General Motors Corp.

 Section 6 — REBUILD
REBUILD OF SUBASSEMBLIES
OF SUBASSEMBLIES
6–1. SCOPE 1. Remove four screws 46 that retain light socket
plate assembly 40 (Figure 6–1).
This section describes the disassembly and assembly
of the subassemblies which were removed in Section 2. Carefully pull the plate assembly from the shift
5. The rebuild procedures refer to photographs and to selector body (Figure 6–2). If necessary, re-
exploded-view foldouts in the back of this manual. move light bulb 44 and O-ring 45 from the
socket.

6–2. GENERAL INFORMATION FOR 3. If the light socket plate assembly or wiring is
to be replaced, cut the heat-shrink tubing from
REBUILD OF SUBASSEMBLIES the wire terminals and disconnect the plate as-
sembly.
Refer to Sections 4 and 8 for general overhaul infor-
mation as follows:
SCREW (4), 6-32 x 3⁄8 in.
LIGHT SOCKET FUSE
Paragraph Title PLATE ASSEMBLY HOLDER

4–8 Tools, Equipment

4–9 Replacement Parts

4–10 Careful Handling

BODY LUBRICATION
INDEX ACCESS
4–11 Cleaning, Inspection KEY H00916.01

4–12 Assembly Procedures Figure 6–1. Shift Selector Assembly — Bottom View

4–17 Teflon® Lip-Type Sealrings

TERMINAL,
SOLENOID WITH SHRINK
4–19 Torque Specifications COVER TUBING

8–1 Wear Limits Data

8–2 Spring Data

BULB
NO. 1816

6–3. MANUAL-ELECTRIC CONTROL

SHIFT SELECTOR SCREW (3),
8-32 x 1⁄2 in. PLATE
LOCKWASHER, NO. 8 (3) ASSEMBLY,
12V
a. Disassembly (Foldout 33)
RESISTOR O-RING, 3⁄8 in.
PLATE ASSEMBLY, 24V H00917.01
CAUTION:
Do not use liquid or vapor cleaning methods on Figure 6–2. Shift Selector Assembly — Showing 12V
any electrical components. and 24V Light Plates

Copyright © 1997 General Motors Corp. 6–1

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
4. If resistor 41 (in 24V systems) requires re- 11. Remove clutch spring 72 (Figure 6–5). Re-
placement, remove it (Figure 6–2). move indicator support 71.

5. Remove three screws 47 and lockwashers 48 12. Remove screw 67 and lockwasher 68 that re-
that retain inhibitor solenoid cover 49 (Figure tain cover 69 (Figure 6–5).
6–2).

6. Remove solenoid cover 49 and gasket 50 (Fig-

RETAINER
ure 6–3). Remove plunger 52 and washer 53 RING SOLENOID
from the solenoid. HOUSING
SPRING SEAT

7. Remove the heat-shrink tubing from the sole-

noid and wiring harness leads (Figure 6–3). SCREW (2),
Disconnect the leads. 1⁄4-20
x 13⁄4 in.
LOCKWASHER (2)

8. Remove solenoid coil 54, working the leads SEALRING,

15⁄16 in. BODY
through the holes in the shift selector body and
SOLENOID
solenoid housing (Figure 6–4). Remove seal- SOLENOID LEADS
ring 55, retainer ring 56, spring seat 57, and COIL

spring 58 from the solenoid housing.

9. Remove two socket head screws 75 and lock-

washers 74 that retain the solenoid housing H00919.01

(Figure 6–4). Remove the housing.

Figure 6–4. Shift Selector Assembly

10. Remove outer clutch 73 from the solenoid With Solenoid Removed
housing (Figure 6–5). Remove sealring 61. Re-
move guide pins 59 from the solenoid housing,
if new pins are required.
INDICATOR SUPPORT
CLUTCH SPRING
COVER

GUIDE PIN (2)

SOLENOID LEADS
SEALRING,
21⁄8 in.
SOLENOID
COIL INDICATOR BODY
LIGHT LEAD

WIRING
HARNESS
LEADS
SOLENOID
HOUSING ADJUSTING SCREW SOLENOID
INDICATOR HOUSING
COVER
WASHER SCREW, 1⁄4-20 x 1 in.
LOCKWASHER OUTER
PLUNGER CLUTCH H00920.01

H00918
GASKET

Figure 6–5. Shift Selector Assembly

Figure 6–3. Downshift Inhibitor Components With Solenoid Housing Removed

6–2 Copyright © 1997 General Motors Corp.

 REBUILD OF SUBASSEMBLIES
13. Pull cover 69 from the body (Figure 6–6). Re-
move the heat-shrink tubing from the power
lead terminals. Disconnect the terminals. Dis-
connect the fuse lead.
14. Remove fuse holder assembly 63 from the
cover, if replacement is necessary (Figure 6–6).
15. Remove three socket head screws 9 and lock-
washers 10 that retain body 8 (Figure 6–6). Re-
move the body, and its attached parts, from
mounting bracket 22.
16. Remove sealring 19 from mounting bracket 22.
Remove 4-pin connector 34 from the body, if
replacement is necessary.
17. Remove sealring 3 from inner clutch 2 (Figure
6–6). Remove pin 43 from inner clutch 2. Re-
move inner clutch 2 from rotary key 38.
20. If bushing 11 requires replacement, press the
bushing from body 8.
21. Remove four screws 27 and washers 26 that re-
tain switch cover 25 (Figure 6–7). Remove the
cover and cover seal 24.
22. Loosen set screw 36 that retains drive adapter
17 on the switch shaft (Figure 6–8). Remove
the drive adapter. Remove shim(s) 18 from the
switch shaft.
23. Disconnect all of the wiring harness leads from
the switch assembly (Figure 6–8). Remove two
screws 20 and washers 21 that retain switch as-
sembly 23. Remove the switch assembly. The
switch assembly is not a serviceable assembly.
24. Remove 4-pin socket 35 if replacement is nec-
essary (Figure 6–8).

18. Remove nut 12 from pin 37. Remove pin 37
from rotary key 38. Remove handle 15 and
knob 16 from rotary key 38. Remove leveler 4
and spring 5. Remove spacer 14, if used.
19. Push rotary key 38 from body 8. Remove seal-
ring 13 from rotary key 38.
25. Remove four screws 29 that retain wiring har-
ness 31 (Figure 6–9). Remove the wiring har-
ness from the mounting bracket.
26. Remove sealring 28 from the wiring harness
connector body.

SWITCH
COVER
SEALRING, 11⁄8 in. INNER CLUTCH

BODY KEY
COVER SEAL

FUSE SCREW (3),

5⁄16-18 x 5⁄8 in.
LEAD
LOCKWASHER (3)
WIRING
LUBRICATION HARNESS
POINTS SWITCH
FUSE ASSEMBLY
HOLDER
MOUNTING
BRACKET

POWER LEAD
MOUNTING
COVER BRACKET
H00921.01 H00922

Figure 6–6. Shift Selector Assembly Figure 6–7. Mounting Bracket, Switch
With Inner Clutch Exposed Assembly, and Cover

Copyright © 1997 General Motors Corp. 6–3

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS

CAUTION:
SWITCH SHAFT
SHIM (AR) Hand tighten all mating connectors. Use of tools
SEALRING,
211⁄16 in. will damage the components.

4-PIN SOCKET 2. Install a 11⁄2 inch (38.1 mm) sealring 28 over the
wires and onto the shoulder of main wiring har-
MOUNTING ness 31. Insert the wires through the bottom of
BRACKET the mounting bracket (Figure 6–11). Push the
DRIVE
ADAPTER 16-pin connector into the mounting bracket,
with the index key toward the flat side of the
mounting bracket (Figure 6–11). Retain the con-
SWITCH
ASSEMBLY nector with four 6-32 x 3⁄8 inch screws 29.
WIRING
HARNESS SET
SCREW (2), SCREW
6-32 x 3⁄4 in. LEADS 3. Install the electrical components as shown in
WASHER, NO. 6 (2) H00923.01 Figure 6–10. Note that the wiring diagram
shows the front (mating) side of the socket, and
Figure 6–8. Mounting Bracket and the order of installation is counterclockwise.
Shaft-End of Switch Locate the lead coming from pin K in the 16-pin
connector. Push the free end through the hole
nearest the index projection of the 4-pin socket.
Crimp and solder a socket terminal to the lead,
WIRING HARNESS
and push the lead and terminal into the socket
body. Attach the lead from pin M to the 4-pin
socket, directly opposite from lead K, in the
same manner. Attach the lead from pin L to the
4-pin socket at the hole farthest from the mount-
ing bracket base. Attach the separate lead, hav-
ing two push-on terminals attached, to the 4-pin
4-PIN SOCKET socket at the remaining hole.
INDEX MOUNTING BRACKET
KEY H00924
4. Re-check the connections to make sure they
are correct. Looking at the back of the socket
Figure 6–9. Mounting Bracket and
(where the wires enter), the light-colored lead
Switch Wiring Harness
from pin K should be nearest the index lug on
b. Assembly (Foldout 33) the socket. Moving clockwise, the separate
lead with four connectors is next; then another
light-colored lead to pin M; and last, a dark
CAUTION:
lead to pin L.
Do not use acid or acid-core solder. Use only
rosin-core solder. 5. Install switch assembly 23 onto mounting
bracket 22 (Figure 6–11). Position the switch
1. If 4-pin female socket 35 was removed from assembly on the mounting bracket so the switch
the mounting bracket, install a new socket. Re- numbers (1 through 8) are not inverted. Retain
fer to Figure 6–10. Push the socket into the flat the assembly with two 6-32 x 3⁄4 inch screws 20
side of the mounting bracket until it is flush and lockwashers 21. The screw holes in the
with the adjacent area. Note the projection on switch assembly should be approximately mid-
the socket body that indexes with a notch in the way in the elongated holes in the mounting
mounting bracket. bracket when the screws are tightened.

6–4 Copyright © 1997 General Motors Corp.

 REBUILD OF SUBASSEMBLIES

C 1 2
8
1
BLACK 16-PIN CONNECTOR 2 1 C
X

YELLOW
L AB
K M C D C 1 2
J 7
P O N 2
2 1 C
I E X
H G
F
YELLOW

BLACK C 1 2
6
3
2 1 C

SFE9
FUSE GROUND TO
SWITCH FRAME X
C 1 2
DIRECT 5
4
CONNECTION 2 1 C
(12V SYSTEM) X = NOT CONNECTED
LIGHT
4-PIN CONNECTOR SWITCHES

INHIBITOR RESISTOR (24V SYSTEM)

SOLENOID V03579

Figure 6–10. Shift Selector Assembly (Manual-Electric Models)

Note also that three switch terminals have no

leads connected to them.

7. Install one shim 18 (darker side first) onto the

switch shaft (Figure 6–8). More shims may be
SWITCH
required. This will be determined in Step (10).
ASSEMBLY
8. Install the drive adapter (Figure 6–8). Position
the adapter lightly against the mounting
bracket, and tighten the set screw against the
flat on the switch shaft.

MOUNTING BRACKET SEALRING, 211⁄16 in.

H00926
MOUNTING
4-PIN BRACKET
Figure 6–11. Switch Assembly Removed From CONNECTOR 4-PIN
Mounting Bracket SOCKET
BODY
6. Follow the wiring diagram (Figure 6–10) to
connect the wiring harness leads to the switch
assembly. Also connect the three jumper leads
(from terminal 1 of switch 1, to common ter-
minal of switch 4; from terminal 1 of switch 6, H00927.01
to common terminal of switch 7; and from
common terminal of switch 3, to terminal 2 of Figure 6–12. Shift Selector Body Section and
switch 5, and to common terminal of switch 6). Switch Section Separated

Copyright © 1997 General Motors Corp. 6–5

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
9. If bushing 11 was removed from the selector
body, press a new bushing into the body until it
is flush with the hub of the body. Hone or ream
the bushing bore until rotary key 38 fits the
bore and can be rotated with finger torque only.
Install the rotary key (without sealring 13). In-
stall selector body 8 onto mounting bracket 22,
engaging the tongue of drive adapter 17 with
the slot in rotary key 38. Retain body 8 with
three 5⁄16-18 x 5⁄8 inch socket head screws 9 and
lockwashers 10.
10. Using a gauge, determine the end play of ro-
tary key 38. If the end play exceeds the thick-
ness of one shim 18, remove selector body 8
and drive adapter 17, and install an additional
shim 18 (or more, if required). Shims must not
hinder rotary actuation of the rotary key and
switch.
11. When shim adjustment is completed, remove
selector body 8 to complete its assembly.
NOTE:
For assembly of shift selector components use Tex-
aco Marfak® No. 2 or equivalent grease.
12. Install 9⁄16 inch sealring 13 into the groove of
rotary key 38. Lubricate the rotary key and seal-
ring lightly with grease. Put a small quantity of
grease into the spring recess of rotary key 38.
Coat spring 5 and leveler 4 lightly with grease,
and install them into the rotary key. Install han-
dle 15 (and spacer plate 14, if used) into the slot
of the rotary key. Push threaded pin 37 through
the holes in the rotary key and handle 15 (and
spacer plate 14, if used). Secure the pin with
nut 12. Tighten the nut only enough to elimi-
nate end play of the pin. Do not bind the move-
ment of handle 15 in rotary key 38.
13. If either a new rotary key 38 or a new inner
clutch 2, or both, are installed, a drilling guide
is required. Install inner clutch 2 onto rotary
key 38 until the rotary key bottoms in the
clutch. Install 11⁄8 inch sealring 3 onto the inner
clutch (Figure 6–6).
14. Push inner clutch 2 into the large hole in the
drilling guide of Shift Inhibitor Clutch Drilling
Fixture, J 24711 (Paragraph 4–8). Position the
body dowel pins in the two smaller holes, and
the selector handle between the two dowel pins
6–6 Copyright © 1997 General Motors Corp.
of the guide. Hold the rotary key and inner
clutch firmly against the guide stop screw, and
drill a 3⁄32 inch (4.9 mm) hole through the clutch
and/or rotary key. Install rotary key pin 43. Re-
move the assembly from the drill guide.
15. Install 4-pin connector 34 into the shift selector
body (Figure 6–12). Push the connector into the
mounting face of the body until it is flush with
the adjacent area. Note there is a projection on
the connector body that indexes with a notch in
the shift selector body for angular alignment of
the connector.
16. Install 211⁄16 inch sealring 19 onto mounting
bracket 22 (Figure 6–8).
17. Install the assembled body section of the shift
selector assembly onto the assembled switch
section (Figure 6–6). Install three 5⁄16-18 x 5⁄8
inch socket head screws 9 and lockwashers 10
to retain the two sections.
18. Install fuse holder assembly 63 into body cover
69 (Figure 6–6). Retain it with nut 66. Connect
the fuse lead (coming from M in the 16-pin
connector, through the 4-pin connector) to the
single lead of the fuse holder (Figure 6–10).
Connect the power lead (coming from the lead
in the 4-pin socket that connects to the common
terminals of switches 3, 5, 6, and 8) to the black
lead of the fuse holder. Lightly lubricate the
sealring on the inner clutch with grease.
19. Install cover 69 onto the body (Figure 6–5). Re-
tain the cover with one 1⁄4-20 x 1 inch screw 67
and lockwasher 68.
20. If necessary, install a new indicator 70 onto in-
dicator support 71 (Figure 6–5). Install the indi-
cator support onto the body cover. Apply a
small quantity of grease to the teeth of the inner
clutch. Position clutch spring 72 in the center
recess of the inner clutch.
21. If guide pins 59 were removed from the sole-
noid housing, install new pins (Figure 6–5).
Press the pins until they are flush with the sur-
face of the housing inner hub.
22. Install 21⁄8 inch sealring 61 onto solenoid hous-
ing 60 (Figure 6–5). Coat the outer surface of
outer clutch 73 lightly with grease. Install the
outer clutch, flat end first, into the solenoid
housing. The clutch must move freely when en-
gaged with the guide pins.
 REBUILD OF SUBASSEMBLIES
23. Install the assembled solenoid housing onto the
indicator support (Figure 6–5).
24. Install two 1⁄4-20 x 13⁄4 inch screws 75 and lock-
washers 74 to retain the solenoid housing (Fig-
ure 6–4).
25. Install override spring 58 into the center bore of
the solenoid housing.
26. Install spring seat 57 and retainer ring 56 (Fig-
ure 6–4). Install 15⁄16 inch sealring 55 into the
housing counterbore.
27. Check the angular position of the solenoid
housing (Figure 6–13). Push the spring seat
downward. While holding the seat downward,
push the shift handle in the upshift direction
against a gate pin. Then push the handle in the
opposite direction. The inhibitor clutch should
engage, but should allow the shift handle to
move away from the gate pin 0.040–0.060 inch
(1.01–1.52 mm) when pull force on the handle
knob does not exceed 15 lb (67 N). This 0.060
inch (1.52 mm) maximum movement applies to
the gate pin where the least movement is found
when all positions are checked. As a result of
tolerances in manufacturing, clearance at some
gate pins can exceed 0.060 inch (1.52 mm)
when the clearance is correctly adjusted at the
position where least movement occurs. Check
the movement at all gate pins.
SCREW (2)
SOLENOID
HOUSING
SHIFT
HANDLE
CLEARANCE H00928
Figure 6–13. Checking Solenoid Housing
Angular Adjustment
Copyright © 1997 General Motors Corp.
28. To adjust the solenoid housing, loosen two
screws 75, rotate the housing, and re-tighten
the screws. Too much clearance requires a
counterclockwise adjustment of the solenoid
housing to reduce the clearance. When clear-
ance exceeds the maximum, a clockwise ad-
justment may be necessary to engage the
inhibitor properly. Too little clearance requires
clockwise adjustment of the solenoid housing.
29. Install solenoid coil 54 into the solenoid hous-
ing (Figure 6–4). Thread the solenoid leads
through two holes in the solenoid housing, in-
dicator support 71, and body cover 69 until
they can be pulled out of the bottom opening in
the body (Figure 6–3).
30. Install solenoid plunger 52 and washer 53 into
the solenoid coil (Figure 6–3). Install solenoid
housing gasket 50 and cover 49. Retain the
cover with three 8-32 x 1⁄2 inch screws 47 and
lockwashers 48 (Figure 6–2).
31. With the solenoid and cover installed, check
the shift handle for freedom of movement in
both upshift and downshift directions. Any ten-
dency to catch during downshift movement in-
dicates interference between the inner and
outer clutch teeth. This may be corrected by re-
moving the cover, gasket, solenoid plunger,
and washer, and by rotating the adjusting screw
(Figure 6–3) clockwise (inward) until there is
no interference. Adjust the screw one turn at a
time and re-check for clutch interference after
each adjustment.
32. At this stage of assembly, there are five uncon-
nected leads at the bottom of the shift selector
assembly. Four are light color; one is black
(Figure 6–3). Attach the two solenoid leads to
the proper two wiring harness leads, insulating
each connection with a short length of heat-
shrink tubing.
33. Replace bulb 44, sealring 45, and resistor 41 in
light socket plate assembly 40 (Figure 6–2).
Connect the lead on the plate assembly with
the remaining free lead (black) in the shift se-
lector assembly, insulating the connection with
heat-shrink tubing.
34. Install light socket plate assembly 40, being
careful that wires do not touch the light bulb
(Figure 6–1). Retain the plate assembly with
four 6-32 x 3⁄8 inch screws 46.
6–7
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
35. Install an SFE 9A fuse 62 into fuse holder 63.
36. Check the circuitry and operation of the shift se-
lector assembly as outlined in Paragraph 3–20.
37. Install switch cover 25 and cover seal 24 (Figure
6–7). Retain the cover with four 10-24 x 5⁄8 inch
screws 27 and washers 26.
6–4. SHIFT PATTERN GENERATOR
(SPG), 24V OVERLOAD
PROTECTOR, 12V-to-24V
CONVERTER (Foldout 34)
1. For rebuild of these components, refer to
SM1502EN, Automatic Electric Shift Compo-
nents Rebuild Manual.
2. For testing of these automatic electric shift
components, see Paragraphs 3–21e, f, and g.
6–5. SPG-CONTROL SHIFT SELECTOR
a. Disassembly (Foldout 35)
CAUTION:
Do not use liquid or vapor cleaning methods on
any electrical components.
1. Remove four screws 44 that retain light socket
plate assembly 39.
2. Carefully pull plate assembly 39 from shift se-
lector body 6. If necessary, remove lamp 42
and sealring 43 from the socket.
3. If light socket plate assembly 39 or wiring is to
be replaced, cut the heat-shrink tubing from the
wire terminals and disconnect the plate assem-
bly.
4. If resistor 40 (in 24V systems) requires re-
placement, remove it.
5. Remove two screws 45 and lockwashers 46
that retain cover 47.
6. Remove sealring 48 and the cover.
7. Remove the heat-shrink tubing from the leads
of wiring harness 29. Disconnect the leads.
8. Remove indicator support 58.
6–8 Copyright © 1997 General Motors Corp.
9. Remove screw 54 and lockwasher 55 that re-
tain the cover.
10. Pull cover 56 from body 6. Remove the heat-
shrink tubing from the power lead terminals.
Disconnect the terminals. Disconnect the fuse
lead.
11. Remove fuse holder assembly 50 from cover
56 if replacement is necessary.
12. Remove three socket head screws 8 and lock-
washers 9 that retain the body. Remove body 6
and its attached parts from mounting bracket
21.
13. Remove sealring 18 from mounting bracket 21.
Remove 4-pin connector 33 from body 6 if re-
placement is necessary.
14. Remove nut 11 from pin 36. Remove pin 36
from rotary key 37. Remove handle 14 and
knob 15 from rotary key 37. Remove leveler 2
and spring 3. Remove spacer plate 13, if
present.
15. Push rotary key 37 from body 6. Remove seal-
ring 12 from rotary key 37.
16. If bushing 10 requires replacement, press the
bushing from body 6.
17. Remove four screws 26 and washers 25 that re-
tain switch cover 24. Remove cover 24 and
cover seal 23.
18. Loosen set screw 35 that retains drive adapter
16 on the switch shaft. Remove drive adapter
16. Remove shim(s) 17 from the switch shaft.
19. Disconnect all of the wiring harness leads from
the switch assembly. Remove two screws 19
and washers 20 that retain microswitch assem-
bly 22. Remove microswitch assembly 22. The
microswitch assembly is not a serviceable as-
sembly. If present, remove relay 7.
20. Remove 4-pin socket 34 if replacement is nec-
essary.
21. Remove four screws 28 that retain wiring har-
ness 30. Remove wiring harness 30 from
mounting bracket 21.
22. Remove sealring 27 from wiring harness 30.
b. Assembly (Foldout 35)
1. If removed, install relay 7.
 REBUILD OF SUBASSEMBLIES
2. If 4-pin socket 34 was removed from mounting shift selectors with R-N-DR-5-4-3-2-1 se-
bracket 21, install a new socket. Push the quence. The view in the wiring diagram is at
socket into the flat side of mounting bracket 21 the front (mating side) of the socket, and the
until it is flush with the adjacent area. Note that order of installation is counterclockwise.
the projection on the socket body indexes with
a notch in the mounting bracket.
CAUTION:
Do not use acid or acid-core solder. Use only
CAUTION:
rosin-core solder.
Hand tighten all mating connectors. Use of tools
will damage the components.
5. Re-check the connections to make sure they
are correct.
3. Install 11⁄2 inch sealring 27 over the wires and
onto the shoulder of main wiring harness 30. 6. Install microswitch assembly 22 onto mounting
Insert the wires through the bottom of mount- bracket 21. Position microswitch assembly 22 on
ing bracket 21. Push 16-pin connector 30 into
mounting bracket 21 so the microswitch num-
mounting bracket 21, with the index key to-
bers (1 through 8) are not inverted. Retain mi-
ward the flat side of the mounting bracket. Re-
tain the connector with four new 6-32 x 3⁄8 inch croswitch assembly 22 with two 6-32 x 3⁄4 inch
self-tapping screws 28. screws 19 and washers 20. The screw holes in
the switch assembly should be approximately
4. Connect the electrical components as shown in midway in the elongated holes in the mounting
Figure 6–14. Note the wiring diagram is for bracket when the screws are tightened.

C 1 X 2
10
1
2 X 1 C

C 1 2
GROUND TO 9
2
L B SWITCH FRAME 2 X 1 C
K A
C
J M
P N D
I
O C 1 X 2
E 8
H 16-PIN CONNECTOR 3
G F 2 1 C

YELLOW
4-PIN C 1 2
CONNECTOR 7
4
2 1 C
BLACK SFE9A
X X FUSE

C 1 2
6
LIGHT DIRECT 5
RESISTOR 2 1 C
(24V SYSTEM) CONNECTION
(12V SYSTEM) X = NOT CONNECTED

SWITCHES V03580

Figure 6–14. Automatic-Electric Shift Selector Assembly (Selectors With R-N-DR-5-4-3-2-1 Sequence)

Copyright © 1997 General Motors Corp. 6–9

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
7. Follow the wiring diagram (Figure 6–14) to
connect the wiring harness leads to the switch
assembly.
8. Install one shim 17, darker side first, onto the
switch shaft. More shims may be required.
This will be determined in Step (11).
9. Install drive adapter 16. Position the adapter
lightly against mounting bracket 21 and tighten
set screw 35 against the flat on the switch shaft.
10. If bushing 10 was removed from selector body
6, press a new bushing 10 into body 6 until it is
flush with the hub of the body. Hone or ream
the bushing bore until rotary key 37 will fit the
bore and can be rotated with finger torque only.
Install rotary key 37 (without sealring 12). In-
stall shift selector body 6 onto mounting
bracket 21, engaging the tongue of drive
adapter 16 with the slot in rotary key 37. Re-
tain body 6 with three 5⁄16-18 x 5⁄8 inch socket
head screws 8 and lockwashers 9.
11. Using a gauge, determine the end play of ro-
tary key 37. If the end play exceeds the thick-
ness of one shim 17, remove the selector body
and drive adapter and install an additional shim
(or more, if required). Shims must not hinder
rotary actuation of the rotary key and mi-
croswitch.
12. When shim adjustment is completed, remove
selector body 6 to complete assembly.
NOTE:
For assembly of shift selector components use Tex-
aco Marfak® No. 2 or equivalent grease.
13. Install the 9⁄16 inch sealring 12 into the groove
of rotary key 37. Lubricate rotary key 37 and
sealring 12 lightly with grease. Put a small
quantity of grease into the spring recess of the
rotary key. Coat spring 3 and leveler 2 lightly
with grease, and install them into rotary key 37.
Install knob 15 and handle 14 (and spacer plate
13, if used) into the slot of rotary key 37. Push
threaded pin 36 through the holes in the rotary
key and handle 14 (and spacer plate 13, if
used). Secure the pin with nut 11. Tighten the
nut only enough to eliminate end play of the
pin. Do not bind the movement of the handle in
rotary key 37.
6–10 Copyright © 1997 General Motors Corp.
14. Install 4-pin connector 33 into shift selector
body 6. Push the connector into the mounting
face of the body until it is flush with the adja-
cent area. Note there is a projection on the con-
nector body that indexes with a notch in the
shift selector body for angular alignment of the
connector.
15. Install the 211⁄16 inch sealring 18 onto mounting
bracket 21.
16. Install the assembled body section of the shift
selector assembly onto the assembled switch
section. Install three 5⁄16-18 x 5⁄8 inch socket
head screws 8 and lockwashers 9 to retain the
two sections.
17. Install fuse holder 50 into body cover 56. Re-
tain it with nut 53. Connect the fuse lead (Fig-
ure 6–14) to the single lead of the fuse holder.
Connect the power lead to the lead of the fuse
holder.
18. Install cover 56 onto body 6. Retain the cover
with one 1⁄4-20 x 1 inch screw 54 and lock-
washer 55.
19. If necessary, install a new indicator 57 onto in-
dicator support 58. Install the indicator support
onto body cover 56.
20. Install a 21⁄8 sealring 48 and cover 47. Retain
the cover with two 1⁄4-20 x 11⁄2 inch screws 45
and lockwashers 46.
21. With cover 47 installed, check the shift handle
for freedom of movement in both upshift and
downshift directions.
22. Attach any leads to the proper wiring harnesses
and insulate each connection with a short
length of heat-shrink tubing (Figure 6–14).
23. Replace lamp 42, sealring 43, and resistor 40
if needed, in light socket plate assembly 39.
Connect the lead on the plate assembly with
the remaining free lead in the shift selector
assembly and insulate the connection with
heat-shrink tubing.
24. Install light socket plate assembly 39, being
careful that wires do not touch the lamp. Retain
the plate assembly with four 6-32 x 3⁄8 inch
screws 44.
25. Install an SFE 9A fuse 49 into the fuse holder.
26. Check the circuitry and operation of the shift se-
lector assembly as outlined in Paragraph 3–21.
 REBUILD OF SUBASSEMBLIES
27. Install cover seal 23 and switch cover 24. Re-
tain cover 24 with four 10-24 x 5⁄8 inch screws
26 and washers 25.
6–6. SPG-CONTROL THROTTLE
POTENTIOMETER
NOTE:
For testing refer to Paragraph 3–21c.
a. Disassembly (Foldout 34)
1. Loosen clamp bolt 11.
2. Remove four screws 17. Rotate seal 12 coun-
terclockwise (viewed from lever end of assem-
bly) until it is free of potentiometer and
coupling assembly 14.
3. Remove Items 14 through 19 as a unit. This will
free lever 10 and seal 12. Remove lever 10 and
seal 12. Remove spacer 19 from assembly 14.
Potentiometer and coupling assembly 14 is not a
serviceable assembly. Do not attempt to make
an adjustment within assembly 14.
4. Remove four screws 18. Separate potentiome-
ter and coupling assembly 14, gasket 15, and
cover 16.
5. Remove bearing 21 from housing 20 if replace-
ment is necessary.
6. Remove sealring 13 from seal 12.
b. Assembly (Foldout 34)
1. Install bearing 21. Press it into housing 20 until
flush with the bottom of the counterbore (at the
lever end of the assembly).
2. Assemble spacer 19, potentiometer and cou-
pling assembly 14, gasket 15, and cover 16,
and secure them with four 4-40 x 5⁄16 inch
screws 18.
3. Install the potentiometer shaft into housing 20,
placing seal 12 (with new sealring 13 installed)
and lever 10 on the shaft when the shaft ex-
tends through the housing.
4. Thread seal 12 onto the potentiometer threads,
guiding the pin of the potentiometer into a
matching hole in housing 20.
Copyright © 1997 General Motors Corp.
5. Tighten seal 12. Install four 10-24 x 7⁄16 inch
screws 17.
6. Center lever 10 on the shaft in the available
space between bearing 21 and seal 12.
7. Using needle-nosed pliers between lever 10 and
bearing 21, tighten 1⁄4 -20 x 3⁄4 inch bolt 11 until
an adjustment is reached that will give a resis-
tance reading of 275 Ohms at the full throttle
position (refer to Paragraph 3–21c).
6–7. ELECTRONIC-CONTROL SHIFT
SELECTOR — LEVER-TYPE
NOTE:
• All the screws in this assembly are patchlock
screws. When removing the screws, check the pre-
vailing torque. Compare the actual prevailing
torque with the chart on Foldout 36,A to determine
if new screws will be required at assembly.
• Disassemble the shift selector only to the extent
necessary for access to replacement parts (e.g.,
housing cover does not need to be removed to re-
place lamps).
a. Disassembly (Foldout 36,A)
1. Place the shift selector lever in the central posi-
tion (fifth or second range) (Figure 6–15).
2. Remove selector lever end cap cover 36.
3. Remove four 6-32 x 5⁄8 inch screws 1 from
bezel 2.
NOTE:
If the bezel is being removed only to access the
lamps or to replace the legend or cover, skip Step
(4). Removal of the bezel requires slight spreading
to slide it off the lever and end cap.
4. Lift the bezel up to the lever end cap, then turn
the bezel 90 degree to remove it (Figure 6–16).
5. Remove two 6-32 x 1⁄2 inch screws 3 from the
legend cover. Remove legend cover 5 and gas-
ket 7. Remove legend strip 6 from the cover
only if replacement is necessary.
6–11
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS

NOTE:
BEZEL
To remove magnet holder and range indicator as-
sembly 14, roller 13 must be removed. If roller 13 is
not exposed enough to grip it with pliers, grip the
SCREW (4), shift selector and lever assembly and squeeze the le-
6-32 x 5⁄8 in.
ver against the selector body to release the force
from roller 13. If end cap 34 has not been removed,
to gain access to roller 13, it may also be necessary
to lift upward on the shift latch to release the force
SELECTOR LEVER from spring 33 and rod 32.
END CAP COVER H00930.01

11. Being careful not to damage the electrical con-

nector at the base of the selector body, bump
Figure 6–15. Typical Lever Shift Selector
the selector assembly against the work table to
expose roller 13 enough to grip the roller with
LEGEND STRIP pliers. Remove roller 13.
GASKET LEGEND COVER
12. Remove magnet holder and range indicator as-
SELECTOR sembly 14 from shaft 18 while removing selec-
LEVER
tor lever 29 along with attached parts from the
other side.

13. If replacement is necessary, remove two 6-32 x

3⁄8 inch screws 15 and range indicator 16 from
SCREW (2), END
6-32 x 1⁄2 in. CAP magnet holder assembly 17.

14. Remove two 6-32 x 1⁄2 inch screws 22, spring

BEZEL H00931.01 backplate 24, and spring 26.

Figure 6–16. Removing Bezel
6. To replace lamps 20, pull the burnt-out lamps
straight out of the sockets (in the removal pro-
cess, the lamps may be destroyed).
7. If the shift latch cover needs to be replaced,
break away both half-covers 31 and remove pin
30.
8. Remove two 6-32 x 5⁄16 inch screws 35 and end
cap 34. Remove spring 33 and rod 32.
9. Remove nine 6-32 x 3⁄8 inch flat head screws 9
from housing cover 10. Remove cover 10 and
gasket 11.
15. Using a pin punch, drive out roller 27. Remove
shaft 18.
16. Do not remove bearing 19 unless it is damaged.
NOTE:
Before removing screws 28 and cam stops 25, note
and record the location of screws 28 so that the same
location of cam stops 25 can be maintained at as-
sembly.
17. Remove six 6-32 x 3⁄8 inch screws 28 and two
cam stops 25.
18. Remove three 8-32 x 7⁄16 inch screws 23 and
detent plate 21.

10. Do not remove bearing 12 from inside of cover 19. Do not attempt any further disassembly of the
10 unless the bearing is damaged. shift selector body or electronic components.

6–12 Copyright © 1997 General Motors Corp.

 REBUILD OF SUBASSEMBLIES
b. Assembly (Foldout 36,A)
1. Install detent plate 21, flat side first, and se-
cure it with three 8-32 x 7⁄16 inch screws 23.
Begin to tighten screws 23. Prevailing torque
must be no greater than 12 lb in. (1.4 N·m). If
prevailing torque of screws 23 is greater than
12 lb in. (1.4 N·m), remove screws 23 and get
new ones. Tighten screws 23 to 33–41 lb in.
(3.7–4.6 N·m).
2. Install two cam stops 25 and six 6-32 x 3⁄8 inch
screws 28 in the same locations from which
they were removed. Begin to tighten screws 28.
Prevailing torque must be no greater than 8 lb
in. (0.9 N·m). If prevailing torque of screws 28
is greater than 8 lb in. (0.9 N·m), remove
screws 28 and get new ones. Tighten screws 28
to 11–15 lb in. (1.3–1.7 N·m).
3. If removed, install bearing 19. Lubricate the ID
of bearing 19 with Lubriplate®.
4. Install shaft 18, round end into selector lever
base and flat side downward. Install roller 27 to
retain shaft 18 in base of selector lever. Tap the
roller to 0.050 inch (1.27 mm) above the sur-
face at both ends of the roller.
5. Install spring 26, raised dimple outward. In-
stall backplate 24 and two 6-32 x 1⁄2 inch
screws 22. Begin to tighten screws 22. Pre-
vailing torque must be no greater than 8 lb in.
(0.9 N·m). If prevailing torque of screws 22 is
greater than 8 lb in. (0.9 N·m), remove screws
22 and get new ones. Tighten screws 22 to
11–15 lb in. (1.3–1.7 N·m). Lubricate spring
26 with Lubriplate®.
6. Lubricate center bore seal, shaft 18, and detent
plate 21 with Lubriplate®.
7. Install range indicator 16, bent tab outward,
onto magnet holder assembly 17. Install two 6-
32 x 3⁄8 inch screws 15. Begin to tighten screws
15. Prevailing torque must be no greater than 8
lb in. (0.9 N·m). If prevailing torque of screws
15 is greater than 8 lb in. (0.9 N·m), remove
screws 15 and get new ones. Tighten screws 15
to 19–23 lb in. (2.1–2.6 N·m).
Copyright © 1997 General Motors Corp.
8. Hold magnet holder and range indicator assem-
bly 14 in place.
9. Install selector lever 29, along with attached
parts, carefully guiding shaft 18 through center
bore seal, bearing 19, and magnet holder as-
sembly 17.
NOTE:
To retain shaft 18 and magnet holder assembly 17,
roller 13 must be installed. If the pin hole in shaft 18
is not aligned well enough to install roller 13, grip
the shift selector and lever assembly and squeeze
the lever against the selector body to align the holes.
If end cap 34 is in place, it may also be necessary to
lift upward on the shift latch to release the force
from spring 33 and rod 32.
10. Align the pin holes in the shaft and magnet
holder and install roller 13. Tap the roller to
0.050 inch (1.27 mm) above the surface at both
ends of the roller.
11. If removed, install bearing 12 into the bore on
the inside of cover 10. Lubricate bearing 12
with Lubriplate®.
12. Install gasket 11. Install housing cover 10,
guiding bearing 12 over the end of shaft 18.
13. Install nine 6-32 x 3⁄8 inch flat head screws 9.
Begin to tighten screws 9. Prevailing torque
must be no greater than 8 lb in. (0.9 N·m). If
prevailing torque of screws 9 is greater than
8 lb in. (0.9 N·m), remove screws 9 and get
new ones. Tighten screws 9 to 19–23 lb in.
(2.1–2.6 N·m).
14. Lubricate rod 32 with Lubriplate®. Install rod
32 into lever 29. Install spring 33.
15. Install end cap 34 and two 6-32 x 5⁄16 inch
screws 35 (Figure 6–17). Begin to tighten
screws 35. Prevailing torque must be no greater
than 5 lb in. (0.6 N·m). If prevailing torque of
screws 35 is greater than 5 lb in. (0.6 N·m), re-
move screws 35 and get new ones. Tighten
screws 35 to 6–8 lb in. (0.7–0.9 N·m).
6–13
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
6–8. ELECTRONIC-CONTROL SHIFT
SELECTOR LEVER SELECTOR — TOUCH-PAD

a. Disassembly (Foldout 36,B)

SHIFT LATCH
HALF-COVER
NOTE:
END CAP
If a lamp or lamp circuit board assembly replace-
PIN ment is required, do Steps (1) through (6). If only
the cover assembly needs to be replaced, do Steps
SCREW (2), 4-40 x 5⁄16 in. (1) and (7).
H00932.01

Figure 6–17. Replacement of Shift Latch Cover
16. If the shift latch cover was removed, install pin
30 and one half-cover 31 (Figure 6–17). Put
the other half-cover in place using Loctite® Su-
per Bonder (No. 495) to hold the two halves to-
gether. Clamp the two halves together until the
adhesive is dry.
17. For smooth operation, apply Lubriplate® to the
lever where the shift latch moves.
18. Install new lamps 20 by pushing them straight
into the sockets.
19. If removed, install a new legend strip 6 onto
the underside of legend cover 5 (Figure 6–16).
Install gasket 7 and the legend cover. Retain
the cover with two 6-32 x 1⁄2 inch screws 3. Be-
gin to tighten screws 3. Prevailing torque must
be no greater than 8 lb in. (0.9 N·m). If prevail-
ing torque of screws 3 is greater than 8 lb in.
(0.9 N·m), remove screws 3 and get new ones.
Tighten screws 3 to 11–15 lb in. (1.3–1.7 N·m).
1. Place the shift selector (Figure 6–18) on a flat
surface, face side down (Figure 6–19). Remove
four screws 1 and washers 2 that retain cover
assembly 8 to housing assembly 3.
2. Carefully separate the cover assembly and
housing assembly just enough to permit re-
moval of lamp circuit board assembly 9 or 10
(Figure 6–20).
3. Carefully pry the lamp circuit board assem-
bly from the housing assembly with the tip of
a small screwdriver (Figure 6–20). The cir-
cuit board assembly is retained to the housing
assembly by a multiple pin connector. Re-
move the lamp circuit board assembly. Do
not separate the cover-to-housing pin connec-
tor (Figure 6–21).

20. Slip bezel 2 over end cap 34 (Figure 6–16), then

rotate it 90˚ to install it onto the shift selector
(Figure 6–15). Install four 6-32 x 5⁄8 inch screws
1. Begin to tighten screws 1. Prevailing torque
must be no greater than 8 lb in. (0.9 N·m). If pre-
vailing torque of screws 1 is greater than 8 lb in.
(0.9 N·m), remove screws 1 and get new ones.
Tighten screws 1 to 11–15 lb in. (1.3–1.7 N·m). SHIFT SELECTOR
H00695.01

21. Install selector lever end cap cover 36. Figure 6–18. Typical Touch-Pad Shift Selector

6–14 Copyright © 1997 General Motors Corp.

 REBUILD OF SUBASSEMBLIES

SCREW (4),
6-32 x 1⁄ 2 in. COVER
WASHER (4) ASSEMBLY

HOUSING
ASSEMBLY

COVER

CONNECTOR

CONNECTOR
PINS

HOUSING
ASSEMBLY

H00933.01

H00935

Figure 6–19. Rear of Touch-Pad Shift Selector

Figure 6–21. Cover-to-Housing Pin Connector

5. For earlier models, if lamp holder replacement

is necessary, compress the two locktabs on
lamp holder 7 (Figure 6–23). Holding the two
locktabs in a compressed position, push the
lamp holder downward until it is clear of its
COVER
ASSEMBLY socket and remove it.

LAMP CIRCUIT 6. Remove lamps 6 as necessary. The lamps are

BOARD ASSEMBLY the only parts in the circuit board assembly that
(EARLIER MODELS)
are replaceable. If any other damage has oc-
CONNECTOR
curred to the circuit board assembly, replace
the entire circuit board assembly.

7. If replacement is necessary, grasp the cover as-

sembly in one hand and the housing assembly
in the other hand, and gently separate the two
components (Figure 6–21).
HOUSING
ASSEMBLY

H00934 b. Assembly (Foldout 36,B)

Figure 6–20. Removing Lamp Circuit Board Assembly

4. Figure 6–22 illustrates the three types of lamp
circuit board assemblies. In earlier models,
both lamps and lamp holders are replaceable.
In later models, only the lamps are replaceable
and the lamp holders are soldered in place.
NOTE:
When installing a new cover assembly, it may be de-
sirable to remove the lamp circuit board assembly.
This will provide free access to mate the cover as-
sembly connector to its mating connector in the
housing assembly.

Copyright © 1997 General Motors Corp. 6–15

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS

SERVICEABLE LAMP SERVICEABLE LAMP

LOCATION LOCATION

LAMP HOLDER
CLIPS (REMOVABLE
IN EARLIER MODELS)

FRONT VIEW

REMOVABLE NON-REMOVABLE NON-REMOVABLE

LAMP HOLDERS LAMP HOLDERS LAMP HOLDERS

(EARLIER MODELS) (INTERIM MODELS) (LATER MODELS)

BACK VIEW

NOTE: Circuit boards are fully interchangeable. H00936

Figure 6–22. Lamp Circuit Board Assembly Configurations

6–16 Copyright © 1997 General Motors Corp.

 REBUILD OF SUBASSEMBLIES
LAMP CIRCUIT
BOARD ASSEMBLY
LAMP
LAMP
SOCKET LOCKTABS H00937.01
Figure 6–23. Lamp and Holder Removed From Bottom
of Circuit Board Assembly (Earlier Models)
1. Install new lamps 6, as required. For earlier
models, to install a new lamp holder 7, com-
press the two locktabs (one on each side of
holder) and push the lamp holder up into its
socket in lamp circuit board assembly 9 (Fig-
ure 6–23). Be sure the two locktabs snap into
place in the circuit board assembly.
2. Check for bent connector pins in housing as-
sembly 3 (Figure 6–21). Bent pins can be dam-
aged further or broken when mated with their
mating connector, making it necessary to re-
place the housing assembly.
3. Align the new cover assembly connector with
its mating pins in the housing. Press the con-
nector onto the pins as far as possible.
4. Insert lamp circuit board assembly 9 or 10 be-
tween the housing assembly and cover assembly
(Figure 6–21). Be sure the lamp side of the cir-
cuit board assembly is facing the cover assem-
bly. Align the circuit board assembly connector
with its mating pins in the housing. Press the
connector onto the pins as far as possible.
5. Carefully close the cover assembly onto the
housing assembly. Hold the cover and body se-
curely together until the screws are tightened.
6. Place the shift selector, face down, on a flat
surface and install four 6-32 x 1⁄2 inch cover
screws 1 and washers 2 (Figure 6–19). Tighten
the screws to 11–15 lb in. (1.3–1.7 N·m).
Copyright © 1997 General Motors Corp.
6–9. ELECTRONIC CONTROL UNIT
(ECU) PROM REPLACEMENT
CAUTION:
Warranty of the system may be void if
SA1951EN seal 6 (Foldout 37) is broken or re-
moved by unauthorized personnel.
NOTE:
Removal and replacement of a PROM should be
necessary only if correcting a diagnostic code 34
(PROM check) or if a replacement (remanufac-
tured) ECU is being installed. Remanufactured
ECUs are shipped without PROMs and the PROM
from the removed ECU should be reused.
a. Removal of PROM (Foldout 37)
1. If authorized by Allison Transmission Divi-
sion, General Motors, remove the four PROM
cover screws 9, lockwashers 8, and seals 7
(Figure 6–24).
CAUTION:
Do not touch the PROM with hands.
2. Break SA1951EN seal 6 and remove cover 5
and gasket 4.
3. Using the rocker-type PROM removal tool
J 35889-A (Paragraph 4–8), engage one end of
the PROM retainer with the hook end of the
tool (Figure 6–25). Press on the vertical bar
end of the tool and rock the engaged end of the
PROM retainer up as far as possible. Engage
the opposite end of the PROM carrier in the
same manner and rock this end up as far as
possible. Repeat this process until the PROM
retainer and PROM are free of the PROM
socket. The PROM retainer with PROM in it
should lift off of the PROM socket easily.
4. Do not attempt further disassembly of the ECU
or separation of the PROM from the retainer.
6–17
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
b. Installation of PROM (Foldout 37)

ELECTRONIC CAUTION:
CONTROL
UNIT (ECU) SA1951 Do not touch the PROM with hands. Do not press
SEAL on the PROM. Press only straight down on the
PROM carrier. Do not twist or rock the PROM
and retainer during installation. Be sure the
PROM is not installed backwards. Anytime the
NOTICE
PROM is installed backwards and the ignition
switch is turned on, the PROM is destroyed.

1. Position the new PROM retainer squarely over

the PROM socket with the narrow slotted end
of the retainer aligned with the narrow tab on
the socket (Figure 6–25). Press straight down
on the PROM retainer until it is firmly seated
PROM COVER SCREW (4), 6-32 x 1⁄2 in.
LOCKWASHER (4), in the socket.
AND GASKET
AND SEAL (4)
V02142 2. Install gasket 4 and PROM cover 5 (Figure 6–
24). Retain the cover with four 6-32 x 1⁄2 inch
screws 9, lockwashers 8, and seals 7. Tighten
the screws to 21–26 lb in. (2.4–2.9 N·m).
Figure 6–24. Electronic Control Unit (ECU)
— Rear View 3. Install a new SA1951EN seal 6 over the cover.

PROM AND ELECTRONIC CONTROL

RETAINER ASSEMBLY UNIT (ECU)

CAUTION: Press on
NARROW PROM retainer only.
J 35889-A SLOT
NARROW
TAB

PROM REMOVAL METHOD PROM INSTALLATION METHOD

V02143

Figure 6–25. Removing and Installing PROM

6–18 Copyright © 1997 General Motors Corp.

 REBUILD OF SUBASSEMBLIES
6–10. PARKING BRAKE 2. Coat the shaft of camshaft 14 with an anti-
ASSEMBLY seize compound and install the camshaft,
spring washer 4, and apply lever 3, using care
to line up the marks that were scribed into the
a. Disassembly (Foldout 32)
lever and shaft prior to disassembly. Seat the
1. Remove two shoe return springs 17 (Figure 6– lever firmly against the spring washer to pre-
26). Remove anchor pin brace 16. vent play in the camshaft and lever assembly.

2. Remove adjusting screw spring 13 and adjust- ANCHOR PIN

ing screw assembly (Figure 6–27). Do not dis- BRACE
assemble the adjusting screw assembly unless SHOE RETURN
SPRING BRAKE
parts replacement is necessary. SHOE

3. Remove two shoe and lining assemblies 18.

NOTE:
If brake apply lever 3 (Foldout 32) is to be removed,
deeply scribe or center-punch the end of camshaft
14 and the lever at the 12 o’clock position to show
the relationship of the two parts. This will assist cor-
rect re-assembly.
BRAKE
BACKPLATE

4. If necessary, remove apply lever 3 and spring

washer 4. Remove nuts 6, lockwashers 7, H00940

camshaft support 8, anchor pins 15, and cam-

shaft 14. Figure 6–26. Removing Parking Brake Shoe
Return Spring

b. Assembly (Foldout 32)

CAM SHOE AND
LINING ASSEMBLY
ANCHOR PIN
CAUTION:
Brake linings must be kept free from transmis-
sion fluid, grease, or other contamination.
BRAKE
SHOE
1. Coat the threads of anchor pins 15 with an GUIDES
anti-seize compound (such as Lubriplate®
BRAKE
630-2). Install the anchor pins and camshaft SUPPORT
support 8 and retain them with lockwashers 7 PLATE ADJUSTING
SCREW SPRING
and nuts 6. Tighten nuts 6 to 125–166 lb ft
(170–225 N·m).
ADJUSTING ADJUSTING SCREW
SCREW SOCKET PIVOT NUT
NOTE: ADJUSTING
SCREW STAR
If a new lever is being installed, scribe marks onto WHEEL
the new parts in the same location as the scribe on H00941

the old parts.

Figure 6–27. Parking Brake Shoe Assembly

Copyright © 1997 General Motors Corp. 6–19

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
3. Coat the support plate surfaces, where the shoe
webs rest, with an anti-seize compound.
4. If the adjusting screw assembly was disassem-
bled, coat the cleaned parts with an anti-seize
compound and reassemble the parts.
5. Set brake shoes 18 in place over anchor pins 15
and install the adjusting screw assembly and
spring 13 (Figure 6–27).
6. Install anchor pin brace 16 over the anchor
pins (Figure 6–26).
7. Install shoe return springs 17.
6–11. FILTER ASSEMBLIES
NOTE:
• For earlier filters shown on Foldout 13, refer to
Paragraphs 6–11a and b.
• For high-efficiency filters shown on Foldout 14,B,
refer to Paragraphs 6–11c and d.
• For the Allison remote filter shown on Foldout
14,A, refer to Paragraphs 6–11e and f.
a. Disassembly — Earlier Filters (Foldout 13)
1. Remove plug 44 from filter base 48. Remove
and discard gasket 45.
2. Remove spring 46 and filter bypass valve 47
from filter base 48.
3. Remove, only if necessary, plug 54, gasket 53,
and sealring 52 from filter base 48. Remove
plugs 49 and 51.
4. Loosen, but do not remove, center studs 65
from shells 63.
5. Remove shells 63 and related parts from filter
base 48.
6. Remove and discard sealrings 56 and filter ele-
ments 55.
7. Remove snaprings 58 from studs 65.
8. Remove retainers 59, seals 60, washers 61, and
springs 62 from studs 65.
9. Remove studs 65 from shells 63. Remove and
discard gaskets 64.
6–20 Copyright © 1997 General Motors Corp.
10. Do not remove screws and base plates 50. Do
not remove plugs 66.
b. Assembly — Earlier Filters (Foldout 13)
1. Install new gaskets 64 onto studs 65 and install
the studs into shells 63.
2. Install springs 62, washers 61, seals 60, and re-
tainers 59 onto studs 65.
3. Install snaprings 58 onto studs 65. Slide the
snaprings down the studs until they engage the
snapring grooves.
4. Install new filter elements 55 into shells 63. In-
stall new sealrings 56 into filter base 48.
5. Install shell assemblies 57 with filter elements
55 onto filter base 48. Tighten studs 65 to 45–55
lb ft (61–74 N·m).
6. If necessary, install a new sealring 52 and gasket
53 and install plug 54 into filter base 48. Tighten
plug 54 to 90–100 lb ft (123–135 N·m).
7. Install filter bypass valve 47 (larger diameter
end first) into filter base 48. Install spring 46
onto the stem of valve 47.
8. Install a new gasket 45 and install plug 44 into
filter base 48. Tighten plug 44 to 90–100 lb ft
(123–135 N·m).
9. Install plugs 49 and 51. Tighten the plugs to
14–16 lb ft (19–21 N·m).
c. Disassembly — High-Efficiency Filters
(Foldout 14,B)
1. Unscrew and remove filter shells 24 from filter
base 23. Remove and discard sealrings 21 and
filter elements 22.
2. Unscrew and remove differential pressure
switch 20.
d. Assembly — High-Efficiency Filters
(Foldout 14,B)
1. Install differential pressure switch 20 to a max-
imum height of 2.25 inches (57.1 mm) from
filter base 23.
2. Install new sealrings 21 onto filter base 23. In-
stall new filter elements 22 and filter shells 24.
Tighten the shells sufficiently to prevent leakage.
 REBUILD OF SUBASSEMBLIES
e. Disassembly — Allison Remote Filter
(Foldout 14,A)
1. Unscrew and remove filter shell 21 from filter
cover 18. Remove and discard sealring 19 and
filter element 20.
2. Unscrew and remove differential pressure
switch 17.
f. Assembly — Allison Remote Filter
(Foldout 14,A)
1. Install differential pressure switch 17 to a max-
imum height of 2.25 inches (57.1 mm) from
filter cover 18.
2. Install new sealring 19 into filter cover 18. In-
stall new filter element 20 and filter shell 21.
Tighten the shell sufficiently to prevent leakage.
6–12. STATOR CONTROL VALVE BODY
(Models With Variable-Capacity Torque
Converter)
a. Disassembly (Foldout 13)
1. Remove valve stop plug 30 and gasket 29 from
stator control valve body 26. Remove spring
28. Remove stator control valve 27.
2. Remove adapter 31 and gasket 32. Remove
valve plug 33 from adapter 31. Remove seal-
ring 34 from plug 33.
3. Do not remove plugs 37, except for cleaning or
replacement.
b. Assembly (Foldout 13)
1. Install sealring 34 onto plug 33. Use oil-soluble
grease on the bore of adapter 31, and insert plug
33 and sealring 34 into the external-threaded
end of adapter 31. The small tip end of plug 33
must project from the end of adapter 31.
2. Install adapter 31, with gasket 32, into valve
body 26 and tighten it sufficiently to prevent
leakage.
3. Install stator control valve 27, smaller diameter
first, into control valve body 26. Install valve
spring 28 on the valve end and push the valve
and spring into the body. Spring 28 will pro-
trude approximately 1⁄2 inch (13 mm) from the
valve body opening when valve and spring are
properly installed.
Copyright © 1997 General Motors Corp.
4. Install gasket 29 on valve stop plug 30.
5. Insert the pin end of the stop plug into the cen-
ter of the spring and push the plug and spring
in until the threads of plug 30 engage with
body 26.
6. If removed, install plugs 37 into valve body 26.
Tighten plugs 37 to 14–16 lb ft (19–21 N·m).
6–13. MAIN-PRESSURE REGULATOR
VALVE BODY ASSEMBLY
CAUTION:
To avoid transmission housing damage and fluid
leakage, refer to Paragraph 4–12c prior to re-
moving or installing pressure taps.
NOTE:
These instructions apply to the main-pressure regu-
lator valve body assembly shown on Foldout 13,
Foldout 14,A, or Foldout 14,B.
a. Disassembly
1. Remove plug 13 from valve body 6. Remove
and discard gasket 12.
2. Remove booster plug 11, shims 10, and spring 9.
3. Remove set screw 4.
4. Remove stop 8 and valve 7 from valve body 6.
5. Remove plug 5 if replacement is necessary.
b. Assembly
1. Install plug or plug and O-ring assembly 5.
Tighten earlier 1⁄4 inch NPTF pipe plugs to
14–16 lb ft (19–21 N·m). Tighten later 7⁄16-20
SAE O-ring plug assemblies to 38–42 lb in.
(4.3–4.7 N·m).
2. Install main-pressure regulator valve 7 (smaller
diameter end first) into valve body 6.
3. Install stop 8 with the drilled hole in the stop
toward the outer end of the valve bore. Align
the hole in the stop with the hole in valve body
6 for installation of set screw 4.
6–21
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
4. Install set screw 4 and tighten it to 36–60 lb in.
(5–7 N·m).
5. Install spring 9, shims 10, and booster plug 11
(open end first) into valve body 6. Install a
new gasket 12 and plug 13. Refer to Para-
graph 3–11b for main-pressure adjustment.
6–14. NON-ELECTRIC LOCKUP VALVE
BODY ASSEMBLY
CAUTION:
To avoid transmission housing damage and fluid
leakage, refer to Paragraph 4–12c prior to re-
moving or installing pressure taps.
a. Disassembly (Foldout 15,B)
1. Clean the area around pressure switch 22 (if
present). Remove the switch by rotating it
counterclockwise.
2. Using a drift, remove two spring pins 17 from
lockup valve body 7.
3. Remove lockup shift valve plug 12 and spring
11. Remove washer 10 (if present), shim(s) 9,
and lockup shift valve 8.
4. Remove sealring 13 from plug 12.
5. Remove plug 15 and flow valve 16. Remove
sealring 14 from plug 15.
6. Pry out check valve 18 if replacement is
necessary.
7. If present, remove plugs 19 (lockup pressure
tap), 20 (governor pressure tap), and 21.
b. Assembly (Foldout 15,B)
1. Install lockup shift valve 8 (larger diameter end
first) into valve body 7. Install shim(s) 9,
washer 10 (if required), and spring 11. Refer to
Paragraph 3–14 for lockup speed adjustment.
2. Install sealring 13 onto plug 12 and install the
plug into valve body 7.
3. Compress spring 11 and install a pin 17 into
body 7. Position the end of the pin 0.03–0.06
inch (0.76–1.52 mm) below the machined sur-
face of the valve body.
6–22 Copyright © 1997 General Motors Corp.
4. Install flow valve 16 (longer land first) into
body 7.
5. Install sealring 14 onto plug 15 and install the
plug (smooth end out) into body 7.
6. Install the remaining pin 17 into body 7. Posi-
tion the end of the pin 0.03–0.06 inch (0.76–
1.52 mm) below the machined surface of the
valve body.
7. If removed, press a new check valve 18 (flatter
side first) into body 7, seating it lightly in its
bore.
8. If any plugs 19 and 20 are SAE straight-thread
plugs, check the condition of the O-ring and
plug, and replace if necessary.
9. If applicable, be sure O-rings are in place and
install plugs 19, 20, and 21. For 1⁄8 inch NPTF
pipe plugs, tighten to 10–12 lb ft (14–16 N·m).
For 3⁄8-24 SAE O-ring plugs, tighten to 28–32
lb in. (3.2–3.6 N·m).
10. If removed, install pressure switch 22.
6–15. ELECTRIC-CONTROL LOCKUP
VALVE BODY ASSEMBLY
CAUTION:
To avoid transmission housing damage and fluid
leakage, refer to Paragraph 4–12c prior to re-
moving or installing pressure taps.
NOTE:
Use a thin-wall deep-socket wrench with a 0.630
inch (16.00 mm) maximum OD to remove or install
solenoid bolts.
a. Disassembly (Foldout 15,A)
1. Remove two 1⁄4-20 x 11⁄2 inch bolts 20 and flat
washers 21 from the lockup solenoid cover
(Figure 6–28).
2. Lift off solenoid cover 22 and, by hand, care-
fully pull off the harness lead from lockup so-
lenoid 17 (Figure 6–29). Remove cover gasket
16. If necessary for replacement, remove wir-
ing harness 23 from the solenoid cover. Do not
remove the pin from the cover.
 REBUILD OF SUBASSEMBLIES
b. Assembly (Foldout 15,A)
BOLT (2), 1⁄4-20 x 11⁄2 in. 1. If either plugs 14 or 15 (Figure 6–29) are SAE
FLAT WASHER (2)
SOLENOID COVER straight-thread plugs, check the condition of the
O-ring and plug, and replace if necessary.

2. If applicable, be sure O-rings are in place and

install plugs 14 and 15. For 1⁄8 inch NPTF pipe
plugs, tighten to 10–12 lb ft (14–16 N·m). For
3⁄8-24 SAE O-ring plugs, tighten to 28–32 lb in.

(3.2–3.6 N·m).

3. Install lockup shift valve 9, larger diameter end

first, into lockup valve body 11. Install spring
8. Install packing 6 onto plug 7 and install plug
H00942.01 7 into valve body 11. Drive lockup valve pin 10
into the valve body so it is flush or below the
Figure 6–28. Electric Lockup Valve Body Assembly surface of the valve body at both ends of the
pin (Figure 6–29).

WIRING HARNESS
4. Install the O-ring onto the under side of lockup
PIN solenoid 17. Install the solenoid in the position
SOLENOID COVER shown in Figure 6–29. Install two flat washers
18 and 1⁄4-20 x 1 inch bolts 19. Tighten the
HEAT SENSOR bolts to 9–11 lb ft (13–14 N·m).
PLUG (2)
5. Install cover gasket 16.

6. If wiring harness 23 was removed, be sure

BOLT (2), 1⁄4-20 x 1 in.
FLAT WASHER (2)
PIN
SOLENOID
Figure 6–29. Removing (or Installing) Lockup Solenoid
Cover
3. Remove two 1⁄4-20 x 1 inch bolts 19 and flat
washers 18 from the lockup solenoid. Remove
the solenoid and O-ring.
4. Drive lockup valve pin 10 out of lockup valve
body 11. Remove plug 7. Remove packing 6
from plug 7. Remove spring 8 and lockup shift
valve 9.
5. Remove plugs 14 and 15 from the lockup valve
body (Figure 6–29).
O-ring 25 is in place and install the new wir-
ing harness into the solenoid cover, aligning
the thread flat adjacent to the cover pin.
Tighten wiring harness nut 24 to 6–8 lb ft
(8–10 N·m).
H00943.01
7. Hold the solenoid cover near the lockup valve
body and, by hand, carefully install the harness
lead onto the lockup solenoid. Keeping the har-
ness wires and heat sensor out of the way, lower
the solenoid cover onto the gasket (Figure 6–29).
Install two flat washers 21 and 1⁄4-20 x 11⁄2 inch
bolts 20 (Figure 6–28). Tighten the bolts to 9–11
lb ft (13–14 N·m).
6–16. MAIN-PRESSURE TRANSFER
TUBE ASSEMBLY
a. Disassembly. Remove the hose fittings at the ends
of transfer tube 58 (Foldout 11) for replacement only.

Copyright © 1997 General Motors Corp. 6–23

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
b. Assembly
WARNING!
The cadmium-plated material used in the brazed
joints of the main-pressure hose fittings produces
toxic yellow-brown gases when welded. Exposure
to these gases is extremely hazardous and can be
fatal. DO NOT attempt to repair hose fitting
joints by welding.
1. Cut the customer-supplied hose (Figure 6–30)
to 23.65 inch (600.7 mm).
2. Clamp the socket in a vise.
NOTE:
Do not lubricate the OD of the hose.
3. Thread the hose counterclockwise into the
socket until it bottoms. Back off one-quarter to
one-half turn.
4. Grease nipple threads and the ID of the hose
with oil-soluble grease. Thread the nipple
clockwise into the socket until it bottoms
against the socket.
5. Repeat Steps (2) through (4) for the other end
of the hose.
30.00–30.24 in.
(762.0–768.1 mm)
SOCKET
HOSE FITTING NIPPLE
BRAZE
Hose ends to be in relationship shown
subject to 400 psi (2758 kPa).
Must be clean and free from burrs.
Figure 6–30. Main-Pressure Transfer Tube Assembly
6–24 Copyright © 1997 General Motors Corp.
6. Either end fitting may be backed out of the
socket up to one-half turn to properly align the
ends. For best results, each end fitting should be
backed off one-half the total required amount.
6–17. MANUAL-HYDRAULIC CONTROL
VALVE BODY ASSEMBLY
CAUTION:
To avoid transmission housing damage and fluid
leakage, refer to Paragraph 4–12c prior to re-
moving or installing pressure taps.
a. Disassembly (Foldout 20)
CAUTION:
The valve body assembly contains springs and
other parts, some of which are similar and can be
mistakenly interchanged. If parts are not rein-
stalled in the same locations from which they
were removed, the calibration of valve body
functions will be lost. Tag each part at removal
with its item number in Foldout 20, for correct
assembly of valve body components.
Hose material should be SOCKET
PARKER-HANNIFIN Type 261-20,
STRATOFLEX Type 283-20, or NIPPLE
equivalent. HOSE FITTING
HOSE – TO WITHSTAND
C4 TRANSMISSION BRAZE
FLUID AT 275°F (135°C)
0.125 in. (3.18 mm) MAX GAP
NIPPLE SOCKET
TYPICAL BOTH ENDS
V00944.01
 REBUILD OF SUBASSEMBLIES
1. Remove four bolts 25 and lockwashers 24.
Separate valve body 30 from transfer plate 9.
Remove one spring 28, one ball 29, and gas-
ket 10.
2. Cover 13 is spring-loaded and must be held
while removing bolts 11. Remove four bolts 11
and lockwashers 12. Remove cover 13 and gas-
ket 14.
3. Remove outer spring 17, inner spring 16, and
stop 15.
4. Remove valve 18, inner spring 19, outer spring
20, and valve 21.
5. Cover 38 is spring-loaded and must be held
while removing bolts 36. Remove six bolts 36
and lockwashers 37.
6. Remove cover 38 and gasket 39.
7. Remove valve stop 40, spring 41, valve 42, in-
ner spring 43, outer spring 44, and valve 45.
8. Remove plug 26, gasket 27, and the remaining
spring 28 and ball 29.
9. Clean the stem of manual selector valve 34 to
remove dirt, paint, and burrs. Push valve assem-
bly 31 downward and out of valve body 30.
10. Remove valve stop 46 from the slot in valve
body 30.
11. If seal and scraper assembly 22 must be re-
placed, drive it out by hammering a wood
dowel, inserted through the manual selector
valve bore, against the lower side of the seal
assembly.
12. Remove two plugs 23.
13. Do not disassemble valve assembly 31, except
to remove bushing 32, if replacement is
required.
b. Assembly (Foldout 20)
1. Check the position of all components, configu-
ration of all valves and plugs, and identifica-
tion of all springs before installation. Refer to
Foldout 20 and to Table 8–2, Spring Data. All
valves, when dry, should move freely by their
own weight in their bores.
2. If bushing 32 was removed from valve assembly
31, press in a new bushing. Center the bushing
between the flat sides of the valve stem.
Copyright © 1997 General Motors Corp.
3. If plugs 23 are SAE straight-thread plugs,
check the condition of each O-ring and plug,
and replace if necessary.
4. If applicable, be sure the O-rings are in place
and install plugs 23. For 1⁄8 inch NPTF pipe
plugs, tighten to 10–12 lb ft (14–16 N·m). For
3⁄8-24 SAE O-ring plug assemblies, tighten to
28–32 lb in. (3.2–3.6 N·m).
5. If seal and scraper assembly 22 was removed,
install a new seal assembly. The assembly con-
sists of two parts. Install the seal first, spring-
loaded lip first, and the scraper last, flat steel
side first. Press both parts of the seal assembly
inward until the scraper clears the inner edge
of the bore chamfer. The seal must not project
into the slot in valve body 30, into which valve
stop 46 is to be installed.
6. Install valve stop 46 and align it with the selec-
tor valve bore.
7. Install selector valve assembly 31, working its
stem carefully through seal assembly 22.
8. Install one detent ball 29, into the outer side of
valve body 30. Into the same bore, install one
spring 28, gasket 27, and plug 26. Tighten plug
26 to 90–100 lb ft (123–135 N·m).
9. Install neutral trimmer upper valve 45, closed
end first. Install springs 43 and 44, neutral
trimmer lower valve 42, spring 41, and valve
stop 40.
10. Compress springs 43, 44, and 41, and install gas-
ket 39 and cover 38. Retain the cover with six 3⁄8-
16 x 11⁄4 inch bolts 36 and lockwashers 37.
Tighten the bolts to 26–32 lb ft (36–43 N·m).
11. Install intermediate-range trimmer lower valve
21, closed end first. Install springs 19 and 20,
upper valve 18, spring 17, spring 16, and valve
stop 15.
12. Compress springs 16, 17, 19, and 20, and in-
stall gasket 14 and cover 13. Retain the cover
with four 5⁄16-18 x 7⁄8 inch bolts 11 and lock-
washers 12. Tighten the bolts to 13–16 lb ft
(18–21 N·m).
13. Install remaining ball 29 and spring 28. Install
gasket 10 and transfer plate 9. Retain plate 9
with four 3⁄8-16 x 23⁄4 inch bolts 25 and lock-
washers 24. Tighten the bolts to 26–32 lb ft
(36–43 N·m).
6–25
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
6–18. ELECTRIC/ELECTRONIC-
CONTROL VALVE
BODY ASSEMBLY
(Models Without Trim Boost)
CAUTION:
To avoid transmission housing damage and fluid
leakage, refer to Paragraph 4–12c prior to re-
moving or installing pressure taps.
a. Disassembly (Foldout 21 or 22)
1. Cover and plate assembly 16 is spring-loaded
and must be restrained while the bolts are be-
ing removed.
2. Remove four bolts 14, lockwashers 13, and
guard 15. Remove fourteen bolts 12 and lock-
washers 11.
3. Remove solenoid cover and plate assembly 16.
Remove and discard gasket 26 (Foldout 21) or
34 (Foldout 22).
NOTE:
• For manual-electric and SPG-control models
(Foldout 21), proceed with Step (4).
• For electronic control models (Foldout 22), proceed
to Step (9).
4. For manual-electric and SPG-control models
(Foldout 21), remove two screws 20 and care-
fully lift the cover until the solenoid leads and
ground wire are accessible (Figure 6–31).
NOTE:
Use a thin-wall, deep-socket wrench with a 0.630
inch (16.00 mm) maximum OD to remove or install
solenoid bolts.
5. Remove one bolt 23 and washer 22, and re-
move the ground wire terminal (Figure 6–31).
Remove seven (some models, five) wiring har-
ness leads from the solenoid leads. Remove
cover 19 and gasket 17.
6. Do not remove the wiring harness from the
cover unless necessary.
6–26 Copyright © 1997 General Motors Corp.
7. Remove the remaining bolts 23, lockwashers
22, and solenoids 24. Proceed to Step (13).
8. Do not remove five orifice plugs 89 unless re-
placement is necessary.
9. For electronic control models (Foldout 22) re-
move two screws 33. Turn the cover and plate
assembly over. Lift off cover 25 and, by hand,
carefully pull off the harness leads from the so-
lenoids (Figure 6–32).
10. Remove cover gasket 24. If necessary for re-
placement, remove wiring harness 17 from
cover 25.
NOTE:
Use a thin-wall, deep-socket wrench with a 0.630
inch (16.00 mm) maximum OD to remove or install
solenoid bolts.
11. Remove bolts 27, flat washers 26, and sole-
noids 28. Remove O-rings 29 from under the
solenoids.
12. Do not remove five orifice plugs 32 unless re-
placement is necessary.
13. For disassembly and assembly purposes only,
the configuration of the valves and components
in valve body 44 (Foldout 21) is the same as for
valve body 53 (Foldout 22). Refer to the current
Parts Catalog PC1860EN for the correct compo-
nents for your specific valve body assembly.
NOTE:
Disassembly Steps (14) through (21) refer to manu-
al-electric and SPG-control models (Foldout 21),
with electronic control models (Foldout 22) shown
in parentheses. For example, valve 77 (80) refers to
valve 77 (Foldout 21) or 80 (Foldout 22).
CAUTION:
The valve body assembly contains springs and
other parts, some of which are similar and can be
mistakenly interchanged. If parts are not rein-
stalled in the same locations from which they were
removed, the calibration of valve body functions
will be lost. Tag each part, at removal with its item
number in Foldout 21 or 22, to simplify correct re-
assembly of valve body components.
 REBUILD OF SUBASSEMBLIES

TERMINAL PINS
E F
GROUND
G
D

A
B
WIRING HARNESS C
SOLENOID C
SOLENOID B SOLENOID D SOLENOID F
SOLENOID A* SOLENOID E SOLENOID G*

CABLE TIE
GROUND WIRE BOLT (2), 1⁄4-20 x 3⁄4 in. SOLENOID
TERMINAL SOLENOID LEAD (EACH SOLENOID) PLATE
LOCKWASHER (2) GASKET
(EACH SOLENOID)

* Not present in models with Lock-in-Neutral feature H00945.01

Figure 6–31. Main Valve Body Solenoid Cover and Plate Assembly (Manual-Electric and SPG-Control Models)

14. From the bores in valve body 44 (53), remove: 15. Cover 60 (85) is spring-loaded and must be re-
strained while the bolts are being removed.
• two check balls 42 (50)
• regulator valve spring 27 (35) 16. Position the valve body, top downward, and re-
move fourteen bolts 62 (87) and lockwashers
• regulator valve 28 (36)
61 (86).
• splitter shift valve 29 (37)
17. Remove cover 60 (85). Remove and discard
• shift valve spring 30 (38)
gasket 59 (84).
• outer spring 31 (39)
18. From the bores in valve body 44 (53), remove:
• inner spring 32 (40)
• priority valve 33 (41) • stop 58 (65)
• high-range shift valve 34 (42) • outer spring 57 (64)
• shift valve spring 35 (43) • inner spring 56 (63)
• intermediate-range shift valve 36 (44) • splitter-low trimmer lower valve 55 (62)
• shift valve spring 37 (45) • spring 54 (61)
• low-range shift valve 38 (46) • splitter-low trimmer upper valve 53 (60)
• shift valve spring 39 (47) • stop 68 (71)
• reverse shift valve 40 (48) • outer spring 67 (70)
• shift valve spring 41 (49) • inner spring 66 (69)
Copyright © 1997 General Motors Corp. 6–27
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
• intermediate-range trimmer lower 19. Remove plugs 45 and 46 (52) from valve body
valve 65 (68) 44 (53). Remove plug 48 (55) and screen as-
• spring 64 (67) sembly 49 (56).
• intermediate-range trimmer upper 20. Remove pin 52 (59), check valve 51 (58), and
valve 63 (66) spring 50 (57) from valve body 44 (53).
• stop 74 (77)
21. To ensure the complete removal of dirt and de-
• outer spring 73 (76) bris from internal hydraulic passages, remove
• inner spring 72 (75) plugs 47 (54) from valve body 44 (53). Direct
• low-range trimmer lower valve 71 (74) approved shop air into the plug bore to clean
the passageway thoroughly.
• spring 70 (73)
• low-range trimmer upper valve 69 (72) b. Assembly (Foldout 21 or 22)
• stop 80 (83)
• outer spring 79 (82) NOTE:
• inner spring 78 (81) • For manual-electric and SPG-control models
• reverse trimmer lower valve 77 (80) (Foldout 21), proceed with Step (1).
• spring 76 (79) • For electronic control models (Foldout 22), proceed
• reverse trimmer upper valve 75 (78)
to Step (11).

SOLENOID A
SOLENOID B
SOLENOID C

SOLENOID D

SOLENOID E
SOLENOID F
SOLENOID G*

A B

C D

E
HARNESS F G
CONNECTOR
GASKET

BOLT (2), 1/2–20 x 7/8 in.

FLAT WASHER (2)
(EACH SOLENOID)

SOLENOID
*Not present in models with Lock-in-Neutral feature PLATE
H01705.01

Figure 6–32. Main Valve Body Solenoid Cover and Plate Assembly (Electronic Control Models)

6–28 Copyright © 1997 General Motors Corp.

 REBUILD OF SUBASSEMBLIES
1. For manual-electric and SPG-control models
(Foldout 21), if orifice plugs 89 were removed,
install new ones 0.000–0.020 inch (0.00–0.50
mm) below the surface of plate 21.
2. Install the O-ring seal into the groove on the
underside of each solenoid 24.
3. Always mount Solenoid E as shown in Figure
6–31 (lead side toward center). Turning this so-
lenoid end-for-end may partially close the pas-
sageway under the solenoid and increase the
time required to exhaust solenoid-regulated
pressure from the top of the shift valve, giving
erratic shift quality.
4. Install five (models with lock-in-neutral) or
seven (models with lock-in-range) solenoids 24
(Figure 6–31), and retain them with 1⁄4-20 x 3⁄4
inch bolts 23 and lockwashers 22. Leave one
bolt 23 and lockwasher 22 out of Solenoid B
(Figure 6–31) until the ground wire terminal is
installed. Refer to Step (8).
5. Tighten the bolts retaining the solenoids to
9–11 lb ft (12–15 N·m).
6. Install gasket 17 onto solenoid plate 21 (Figure
6–31).
CAUTION:
Do not damage the thread and contact pins of the
electrical connector.
7. If wiring harness 18 was removed, install it
into the cover (Figure 6–31). Index its pin with
the hole in the cover and tighten the retaining
nut to 15–20 lb ft (21–27 N·m).
8. Place cover 19 into position near the sole-
noid plate and connect the wiring harness
ground terminal by installing the remaining
1⁄4-20 x 3⁄4 inch bolt 23 and lockwasher 22
into Solenoid B (Figure 6–31). Tighten the
bolt to 9–11 lb ft (12–15 N·m).
9. Connect the wiring harness leads to the sole-
noid leads as shown in Figure 6–31. Re-check
the lead connections to ensure they are cor-
rect. Bind each of the leads to the solenoids,
using cable ties.
10. Install cover 19 onto the gasket and plate. Be cer-
tain no leads are pinched between the cover and
Copyright © 1997 General Motors Corp.
plate. The weight of the cover should close the
gap between the gasket and cover — no force is
required. Retain the cover with two 10-24 x 1
inch flat head screws 20. Tighten the screws to
24–36 lb in. (3–4 N·m). Proceed to Step (19).
11. For electronic control models (Foldout 22), if
orifice plugs 32 were removed, install new
ones 0.000–0.020 inch (0.00–0.50 mm) below
the surface of plate 31.
12. Install an O-ring 29 into the groove in each so-
lenoid 28.
13. Always mount Solenoid E as shown in Figure
6–32. Turning this solenoid end-for-end may
partially close the passageway under the sole-
noid and increase the time required to exhaust
solenoid-regulated pressure from the top of the
shift valve, giving erratic shift quality.
14. Install seven solenoids 28 (models with lock-in-
range) or five solenoids 28 (models with lock-
in-neutral), and retain them with 1⁄4-20 x 7⁄8 inch
bolts 27 and flat washers 26 (Figure 6–32).
Tighten bolts 27 to 9–11 lb ft (13–14 N·m).
15. If wiring harness 17 was removed, be sure O-
ring 22 is in place and install the new wiring
harness into cover 25, aligning the flat on the
connector with the flat in the cover. Tighten the
wiring harness nut to 15–20 lb ft (21–27 N·m).
16. Install cover gasket 24 (Figure 6–32).
17. Hold the cover near the solenoid plate assem-
bly and, by hand, carefully install the harness
leads onto the solenoids (Figure 6–32).
18. Install cover 25 onto the gasket and plate. Be cer-
tain no leads are pinched between the cover and
plate. The weight of the cover should close the
gap between the gasket and cover — no force is
required. Retain the cover with two 10-24 x 1
inch flat head screws 33. Tighten the screws to
24–36 lb in. (3–4 N·m).
19. For disassembly and assembly purposes only,
the configuration of the valves and components
in valve body 44 (Foldout 21) is the same as for
valve body 53 (Foldout 22). Refer to the current
Parts Catalog PC1860EN for the correct compo-
nents for your specific valve body assembly.
6–29
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
NOTE:
Assembly Steps (20) through (43) refer to manual-
electric and SPG-control models (Foldout 21), with
electronic control models (Foldout 22) shown in pa-
rentheses. For example, valve 77 (80) refers to valve
77 (Foldout 21) or 80 (Foldout 22).
20. Check the position of all components, configu-
ration of all valves and plugs, and identification
of all springs before installation. Refer to Fold-
out 21 or 22, and to Table 8–2, Spring Data. All
valves, when dry, should move freely by their
own weight in their bores.
21. Install plugs or plug assemblies 47 (54).
Tighten earlier 1⁄8 inch NPTF pipe plug to 48–
60 lb in. (5.5–6.7 N·m). Tighten later 3⁄8-24
SAE plug and O-ring assemblies to 28–32 lb
in. (3.2–3.6 N·m)
22. Position valve body 44 (53) upright.
23. Install reverse shift valve spring 41 (49) and
valve 40 (48) into Bore A (Figure 6–33).
24. Install low-range shift valve spring 39 (47) and
valve 38 (46) into Bore B (Figure 6–33).
25. Install intermediate-range shift valve spring 37
(45) and valve 36 (44) into Bore C (Figure 6–33).
26. Install high-range shift valve spring 35 (43) and
valve 34 (42) into Bore D (Figure 6–33).
27. Install priority valve 33 (41), outer spring 31
(39), and inner spring 32 (40) into Bore E (Fig-
ure 6–33).
28. Install splitter shift valve spring 30 (38) and
valve 29 (37) into Bore F (Figure 6–33).
29. Install solenoid pressure regulator valve 28 (36)
and spring 27 (35) into Bore G (Figure 6–33).
30. Install two check balls 42 (50), gasket 26 (34),
and cover and plate assembly 16. Install head-
less 1⁄4-20 guide bolts into valve body 44 (53) to
aid in assembly.
31. Install guard 15, four 1⁄4-20 x 41⁄4 inch bolts 14,
and flat washers 13. Install fourteen 1⁄4-20 x 35⁄8
inch bolts 12 and flat washers 11 (removing
guide bolts for the last two). Tighten the eighteen
bolts evenly to 9–11 lb ft (12–15 N·m).
6–30 Copyright © 1997 General Motors Corp.
32. Turn the valve body over.
33. Install reverse trimmer upper valve 75 (78) into
Bore H (Figure 6–33). Into the same bore, in-
stall spring 76 (79), reverse trimmer lower valve
77 (80), outer spring 79 (82), inner spring 78
(81), and stop 80 (83).
34. Install low-range trimmer upper valve 69 (72)
into Bore I (Figure 6–33). Into the same bore,
install spring 70 (73), low-range trimmer lower
valve 71 (74), outer spring 73 (76), inner spring
72 (75), and stop 74 (77).
35. Install intermediate-range trimmer upper valve
63 (66) into Bore J (Figure 6–33). Into the same
bore, install spring 64 (67), intermediate-range
trimmer lower valve 65 (68), outer spring 67
(70), inner spring 66 (69), and stop 68 (71).
36. Install splitter-low trimmer upper valve 53 (60)
into Bore K (Figure 6–33). Into the same bore,
install spring 54 (61), splitter-low trimmer lower
valve 55 (62), outer spring 57 (64), inner spring
56 (63), and stop 58 (65).
37. Install headless 1⁄4-20 guide bolts into valve
body 44 (53) to aid in assembly. Install gasket
59 (84) and cover 60 (85).
38. Install fourteen 1⁄4-20 x 1 inch bolts 62 (87) and
lockwashers 61 (86), removing guide bolts for
the last two. Tighten the bolts evenly to 9–11 lb
ft (12–15 N·m).
39. If plugs 45 and 46 (52) are SAE straight-thread
plugs, check the condition of the O-ring and
plug, and replace if necessary.
40. If applicable, be sure O-rings are in place and
install plugs 45 and 46 (52) into valve body 44
(53). Tighten 1⁄8 inch NPTF pipe plugs to 48–60
lb in. (5.5–6.7 N·m). Tighten 3⁄8-24 SAE O-ring
plug assemblies to 28–32 lb in. (3.2–3.6 N·m).
41. Place check valve 51 (58), convex side first, onto
pin 52 (59). Install spring 50 (57) onto pin 52
(59), against the concave side of valve 51 (58).
42. Press pin 52 (59), with valve and spring, into the
pin bore in valve body 44 (53). Press pin 52 (59)
to a height of 0.340 inch (8.63 mm).
43. Install screen assembly 49 (56), open end first,
into valve body 44 (53). Retain it with plug or
plug assembly 48 (55). Tighten earlier 1⁄8 inch
NPTF pipe plug to 48–60 lb in. (5.5–6.7 N·m).
Tighten later 3⁄8-24 SAE plug and O-ring assem-
blies to 28–32 lb in. (3.2–3.6 N·m).
 REBUILD OF SUBASSEMBLIES

;;;;;;;;;;;;;;;
A B C D E F G

;;;;;;;;;;;;;;
;;
;;
;;;;;;;;;;;;;;
;;
;;;;;;;;;;;;;;
;;
;;;;;;;;;;;;;;
;;;;;;;;;;;;;;
;;
;; ;; ;;
;;;;;;;;;;;;;;
;;
;;
; ; ;;
;; ;;
;;
;;;;;;;;;;;;;;
;;
;; ;; ;;
;;;;;;;;;;;;;;
;;
;; ;; ;;
;;;;;;;;;;;;;;
;;;;;;;;;;;;;;
r
H I J K
V00947

Figure 6–33. Valve Body With Components Installed in Each Bore (Models Without Trim Boost)

Copyright © 1997 General Motors Corp. 6–31

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
6–19. ELECTRONIC-CONTROL VALVE 8. From the bores in valve body 53, remove:
BODY ASSEMBLY • check balls 50
(Models With Trim Boost) • regulator valve spring 35
• regulator valve 36
CAUTION: • splitter shift valve 37
To avoid transmission housing damage and fluid • shift valve spring 38
leakage, refer to Paragraph 4–12c prior to re-
moving or installing pressure taps. • outer spring 39
• inner spring 40
a. Disassembly (Foldout 23) • priority valve 41
1. Cover and plate assembly 16 is spring-loaded • high-range shift valve 42
and must be restrained while the bolts are be- • shift valve spring 43
ing removed. • intermediate-range shift valve 44
2. Remove four bolts 14, lockwashers 13, and • shift valve spring 45
guard 15. Remove fourteen bolts 12 and lock-
• low-range shift valve 46
washers 11.
• shift valve spring 47
3. Remove solenoid cover and plate assembly 16.
• reverse shift valve 48
Remove and discard gasket 34.
• shift valve spring 49
4. Remove two screws 33. Turn the cover and
plate assembly over. Lift off cover 25 and, by 9. Cover 91 is spring-loaded and must be re-
hand, carefully pull off the harness leads from strained while the bolts are being removed.
the solenoids (Figure 6–32). 10. Position the valve body, top downward, and re-
5. Remove cover gasket 24. If necessary for re- move fifteen bolts 93 and lockwashers 92.
placement, remove wiring harness 21 from 11. Lift off cover 91.
cover 25.
12. Remove and discard gasket 88. If necessary for
replacement, remove wiring harness 90 from
NOTE: cover 91.
Use a thin-wall, deep-socket wrench with a 0.630
13. From the bores in valve body 53, remove:
inch (16.00 mm) maximum OD to remove or install
solenoid bolts. • stop 64
• outer spring 63
• inner spring 62
6. Remove bolts 27, flat washers 26, and
solenoids 28. Remove O-rings 29 from under • splitter-low trimmer lower valve 61
the solenoids. • splitter-low trimmer upper valve 60
• stop 69
7. Do not remove orifice plugs 32 unless replace- • outer spring 68
ment is necessary. • inner spring 67
• splitter-high trimmer lower valve 66
CAUTION: • splitter-high trimmer upper valve 65
• stop 72
The valve body assembly contains springs and
other parts, some of which are similar and can be • spring 71
mistakenly interchanged. If parts are not rein- • trim boost regulator valve 70
stalled in the same locations from which they • stop 77
were removed, the calibration of valve body • outer spring 76
functions will be lost. Tag each part, at removal • inner spring 75
with its item number in Foldout 23, to simplify • intermediate-range trimmer lower valve 74
correct reassembly of valve body components. • intermediate-range trimmer upper valve 73

6–32 Copyright © 1997 General Motors Corp.

 REBUILD OF SUBASSEMBLIES
• stop 82
• outer spring 81
• inner spring 80
• low-range trimmer lower valve 79
• low-range trimmer upper valve 78
• stop 87
• outer spring 86
• inner spring 85
• reverse trimmer lower valve 84
• reverse trimmer upper valve 83
14. Remove four plugs 52, from valve body 53.
Remove plug 55 and screen assembly 56.
15. Remove pin 59, check valve 58, and spring 57
from valve body 53.
16. To ensure the complete removal of dirt and de-
bris from internal hydraulic passages, remove
two plugs 54 from valve body 53. Direct ap-
proved shop air into the plug bore to clean the
passageway thoroughly.
b. Assembly (Foldout 23)
1. If orifice plugs 32 were removed, install new
ones 0.000–0.020 inch (0.00–0.50 mm) below
the surface of plate 31.
2. Install an O-ring 29 into the groove in each so-
lenoid 28.
3. Always mount Solenoid E as shown in Figure
6–32. Turning this solenoid end-for-end may
partially close the passageway under the sole-
noid and increase the time required to exhaust
solenoid-regulated pressure from the top of the
shift valve, giving erratic shift quality.
4. Install seven solenoids 28 (models with lock-in-
range) or five solenoids 28 (models with lock-
in-neutral), and retain them with 1⁄4-20 x 7⁄8 bolts
27 and flat washers 26 (Figure 6–32). Tighten
bolts 27 to 9–11 lb ft (13–14 N·m).
5. If wiring harness 17 was removed, be sure O-ring
22 is in place and install the new wiring harness
into cover 25, aligning the flat on the connector
with the flat in the cover. Tighten the wiring har-
ness nut to 15–20 lb ft (21–27 N·m).
6. Install cover gasket 24 (Figure 6–32).
7. Hold the cover near the solenoid plate assembly
and, by hand, carefully install the harness leads
onto the solenoids as indicated in Figure 6–32.
8. Install the cover onto the gasket and plate. Be
certain no leads are pinched between the
Copyright © 1997 General Motors Corp.
cover and plate. The weight of the cover
should close the gap between the gasket and
cover — no force is required. Retain the cover
with two 10-24 x 1 inch flat head screws 33.
Tighten the screws to 24–36 lb in. (3–4 N·m).
9. Check the position of all components, configu-
ration of all valves and plugs, and identifica-
tion of all springs before installation. Refer to
Foldout 23, and to Table 8–2, Spring Data. All
valves, when dry, should move freely by their
own weight in their bores.
10. Install plugs or plug and O-ring assemblies 54.
Tighten earlier 1⁄8 inch NPTF pipe plugs to 48–
60 lb in. (5.5–6.7 N·m). Tighten later 3⁄8-24
SAE plug and O-ring assemblies to 28–32 lb in.
(3.2–3.6 N·m).
11. Position valve body 53 upright.
12. Install reverse shift valve spring 49 and valve
48 into Bore A (Figure 6–34).
13. Install low-range shift valve spring 47 and
valve 46 into Bore B (Figure 6–34).
14. Install intermediate-range shift valve spring 45
and valve 44 into Bore C (Figure 6–34).
15. Install high-range shift valve spring 43 and
valve 42 into Bore D (Figure 6–34).
16. Install priority valve 41, outer spring 39, and
inner spring 40 into Bore E (Figure 6–34).
17. Install splitter shift valve spring 38 and valve
37 into Bore F (Figure 6–34).
18. Install solenoid pressure regulator valve 36 and
spring 35 into Bore G (Figure 6–34).
19. Install headless 1⁄4-20 guide bolts into valve
body 53 to aid in assembly. Install two check
balls 50, gasket 34, and cover and plate assem-
bly 16.
20. Install guard 15, four 1⁄4-20 x 41⁄4 inch bolts
14, and four flat washers 13. Install fourteen
1⁄4-20 x 35⁄8 inch bolts 12 and flat washers 11,
removing guide bolts for the last two. Tighten
the eighteen bolts evenly to 9–11 lb ft (12–15
N·m).
21. Turn the valve body over.
22. Install reverse trimmer upper valve 83 into
Bore H (Figure 6–34). Into the same bore, in-
stall reverse trimmer lower valve 84, outer
spring 86, inner spring 85, and stop 87.
6–33
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
23. Install low-range trimmer upper valve 78 into
Bore I (Figure 6–34). Into the same bore, in-
stall low-range trimmer lower valve 79, outer
spring 81, inner spring 80, and stop 82.
24. Install intermediate-range trimmer upper valve
73 into Bore J (Figure 6–34). Into the same
bore, install intermediate-range trimmer lower
valve 74, outer spring 76, inner spring 75, and
stop 77.
25. Install trim boost regulator valve 70, spring 71,
and stop 72 into Bore L (Figure 6–34).
26. Install splitter-high trimmer upper valve 65
into Bore M (Figure 6–34). Into the same bore,
install splitter-high trimmer lower valve 66,
outer spring 68, inner spring 67, and stop 69.
27. Install splitter-low trimmer upper valve 60 into
Bore K (Figure 6–34). Into the same bore, in-
stall splitter-low trimmer lower valve 61, outer
spring 63, inner spring 62, and stop 64.
28. If removed, install harness 89 into cover 91. In-
dex its pin with the hole in the cover and tighten
the retaining nut to 10–15 lb ft (14–20 N·m).

A B C D E F G

;;
;;
;;
;;
;;;; ; ;;;;
;;
;;;; ; ;;
;;;; ;;;;
;;
;;;;;;
;;;;;; ;;;;
;;;;
H I J L M K V003578

Figure 6–34. Valve Body With Components Installed in Each Bore (Models With Trim Boost)

6–34 Copyright © 1997 General Motors Corp.

 REBUILD OF SUBASSEMBLIES
29. Install headless 1⁄2-20 guide bolts into valve 6–21. HYDRAULIC RETARDER
body 53 to aid assembly. Install gasket 88 and CONTROL VALVE BODY
cover 91. ASSEMBLY
30. Install fifteen 1⁄4-20 x 1 inch bolts 93 and
lockwashers 92, removing guide bolts for the
last two. Tighten the bolts evenly to 9–11 lb ft CAUTION:
(12–15 N·m).
To avoid transmission housing damage and fluid
31. If plugs 52 are SAE straight-thread plugs, leakage, refer to Paragraph 4–12c prior to re-
check the condition of the O-ring and plug and moving or installing pressure taps.
replace if necessary.
32. If applicable, be sure O-rings are in place and
a. Disassembly (Foldout 16,B)
install four plugs 52 into valve body 53. For 1⁄8
inch NPTF pipe plugs, tighten to 48–60 lb in.
(5.5–6.7 N·m). For 3⁄8-24 SAE O-ring plug as- NOTE:
semblies, tighten to 28–32 lb in. (3.2–3.6 N·m).
If you have a front hose hydraulic retarder control
33. Place check valve 58, convex side first, onto valve body, follow Steps (1) through (5), otherwise,
pin 59. Install spring 57 onto pin 59, against follow Steps (6) through (11).
the concave side of valve 58.
34. Press pin 59, with valve and spring, into the pin
bore in valve body 53. Press pin 59 to a height 1. Remove six bolts 33 and lockwashers 32 from
of 0.340 inch (8.63 mm). the end of valve body 24. Remove cover 31.
35. Install screen assembly 56, open end first, into Remove and discard gasket 30. Remove valve
valve body 53. Retain it with plug or plug and stop 28 (if present) and spring 27.
O-ring assembly 55. Tighten earlier 1⁄8 inch
NPTF pipe plug to 48–60 lb in. (5.5–6.7 N·m). 2. Remove retarder control valve 26.
Tighten later 3⁄8-24 SAE plug and O-ring assem-
bly to 28–32 lb in. (3.2–3.6 N·m). 3. Remove snapring 29 and transfer exhaust
tube 25.
6–20. STRAINER ASSEMBLY
4. If necessary for parts replacement, remove seal
NOTE: and scraper assembly 22 by collapsing it. Re-
Procedures are given for strainer assembly 6 (Fold- move snapring 23.
out 24,A). Similar procedures apply to strainer as-
sembly 37 (Foldout 29), 34 (Foldout 30), or 53 5. Remove plug 21.
(Foldout 31).
6. Remove snapring 7 and seal and scraper as-
a. Disassembly (Foldout 24,A) sembly 8 by collapsing it.
1. Remove bolt 7, lockwasher 8, and bracket 9
from magnet 10. 7. Remove valve stop 9.
2. Remove bolt 12 and magnet 10 from strainer 11.
8. Remove retarder control valve 10 and plug 12.
b. Assembly (Foldout 24,A)
9. Remove plug assembly 16 which consists of
1. Install magnet 10 and 1⁄4-20 x 5⁄8 inch bolt 12
pin 17 (if used) and plug 18.
into strainer 11.
2. Install bracket 9, flat side toward magnet 10. 10. Remove gasket 15, and (if used) spring 14 and
Install lockwasher 8 and 1⁄4-20 x 5⁄8 inch bolt 7. regulator valve 13.
3. Tighten bolts 7 and 12 to 9–11 1b ft (13–14
N·m). 11. If present, remove plug 19.

Copyright © 1997 General Motors Corp. 6–35

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
b. Assembly (Foldout 16,B)
NOTE:
If you have a front hose hydraulic retarder valve
body, follow Steps (1) through (7), otherwise, follow
Steps (8) through (14).
1. If seal and scraper assembly 22 was removed,
install snapring 23 into valve body 24. Assem-
bly 22 consists of two parts — seal and scraper.
The seal is installed first, followed by the
scraper.
2. Install the seal part of assembly 22, spring-
4. Install transfer tube 25. Retain transfer tube 25
with snapring 29.
5. Install a new gasket 30. Install cover 31. Secure
the cover to valve body 24 with six 3⁄8-16 x 1
inch bolts 33 and lockwashers 32. Tighten the
bolts to 26–32 lb ft (36–43 N·m).
6. If plug 21 is an SAE straight-thread plug,
check the condition of the O-ring and plug, and
replace if necessary.
7. If applicable, be sure the O-ring is in place
and install plug 21. Tighten 1⁄2 inch NPTF
pipe plug to 23–27 lb ft (32–36 N·m). Tighten
3⁄4-16 SAE O-ring plug to 145–155 lb in.

loaded lip first. When it is seated, install the (16.3–17.5 N·m).

scraper, flat side first, and press it against the
8. Install retarder control valve 10, keeping link-
seal.
age end out, into valve body 11.
3. Install retarder control valve 26, linkage end

;;;
first, into the bottom of valve body 24. Work
the linkage end of the valve carefully through
seal and scraper assembly 22. Install spring 27
and valve stop 28 (if used).
9. Install valve stop 9.
10. Install seal part of assembly 8, spring-loaded
lip first. When it is seated, install the scraper,
flat side first, and press it against the seal.

;;
;;;
BUSHING 6832547 — Press flush
to 0.01 in. (0.25 mm) below surface

;;
;;;
8.187 in.
(207.950 mm)
REF

;;;
LOCKUP
PISTON

Drill 41⁄64 in. (16.272 mm) DIA, 0.305 in. (7.750 mm) deep;
ream 0.6545–0.6530 in. (16.6240–16.5860 mm) DIA, 0.285 in. (7.240 mm) deep;
4 holes to be within 0.005 in. (0.130 mm) of location shown
V00949.01

Figure 6–35. Lockup-Clutch Piston Rework Diagram

6–36 Copyright © 1997 General Motors Corp.

 REBUILD OF SUBASSEMBLIES
11. Install snapring 7.
12. If plugs 12 and 19 are SAE straight-thread
plugs, check the condition of the O-ring and
plug, and replace if necessary.
13. If applicable, be sure the O-rings are in place
and install plugs 12 and 19. Tighten 1⁄2 inch
NPTF pipe plug to 23–27 lb ft (32–36 N·m).
Tighten 3⁄4-16 SAE O-ring plug to 145–155
lb in. (16.3–17.5 N·m).
14. Install (as required) regulator valve 13, spring
14, new gasket 15, and plug assembly 16,
which consists of pin 17 and plug 18.
sealring surface of the bore of hub 17 is worn
only enough to impair sealing, proceed with
Step (2). If the hub needs to be replaced, pro-
ceed to Step (4). If repair or replacement is not
necessary, proceed to Paragraph 6–23c.
2. If the sealring surface of the bore of hub 17 is
worn enough to impair sealing, bore the ID of
the hub to the dimensions shown in Figure 6–36.
3. Cool sleeve 20 in dry ice for at least 30 min-
utes. Then press the sleeve into the bored-out
hub until it seats. The chamfer in the sleeve
should be toward the rear. Proceed to Para-
graph 6–23c.

6–22. LOCKUP-CLUTCH PISTON 4. If hub replacement is necessary, flatten the cor-

REWORK ners of lockstrips 15 and remove bolts 14 and
lockstrips 15.
a. Inspection. If the guide pin bores in the front side
5. Block the hub and converter drive housing as-
of lockup-clutch piston 4 (Foldout 9,A) are worn, the
sembly 13 on the workbench so the hub is
piston can be reworked. It is recommended that if one
downward and clears the bench by approxi-
pin bore requires rework, all four pin bores be re-
mately 2 inches (50 mm).
worked.

;;
b. Repair 6. Remove hub 17 by driving dowel pins 16 from
converter drive housing 18.
1. Drill and ream the four bores to the dimensions
shown in Figure 6–35.

;;
2. Chill bushing 3 (Foldout 9,A) in dry ice for a
minimum of 30 minutes.
3. Install bushing 3 into the front of lockup-clutch

;;
;;
;;
piston 4. Press the bushing to the dimensions
shown in Figure 6–35.

;
3.61 in. (91.70 mm)

;
;;;;
6–23. CONVERTER DRIVE HOUSING
ASSEMBLY (Remote-Mount Models) Press sleeve
DIA A to bottom
a. Disassembly (Foldout 8,A)
1. Remove ball bearing assembly 12 from hub 17.
2.0308 in. (51.5820 mm)
2. Do not remove dowel pins 19 unless replace- 2.0318 in. (51.6070 mm) DIA B
ment is necessary. 0.04 in. (1.02 mm)
0.08 in. (2.03 mm) R
b. Inspection, Repair (Foldout 8,A)
DIA B must be concentric
1. Inspect bolts 14, lockstrips 15, and hub 17 for with DIA A within 0.004 in.
looseness and wear. If loose, tighten the bolts (0.100 mm) TIR V00950.01

to 90–100 lb ft (122–135 N·m). Bend the lock-

strips against a flat on the bolt heads. If the Figure 6–36. Rework of Converter Drive Housing

Copyright © 1997 General Motors Corp. 6–37

 ;
5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS

;;;
;
7. Install a new hub 17 and temporarily attach the
hub with eight 9⁄16-18 x 13⁄8 inch bolts 14 (with-
Ream from hub side
out lockstrips). 0.6185–0.6200 in.
(15.710–15.740 mm)

;;;
1.40–1.46 in.
8. Drill four holes, for reaming, through both hub (35.6–37.0 mm)
REAM DEPTH
and housing using the four dowel pin holes al- 4 PLACES
ready in the housing for pilot holes (Figure 6–
37). Ream from the hub side to a depth of

;;;
;;
1.40–1.46 inches (35.6–37.0 mm) and a diame-
ter of 0.6185–0.6200 inch (15.71–15.74 mm).

9. Press in four new oversized dowel pins 16. Re-

;;
fer to the current Parts Catalog PC1860EN for
HUB
the correct pin part number. Press the pins to a
depth of 0.00–0.30 inch (0.0–7.6 mm). BOLT (8),
Temporarily

;;
installed
10. Remove the eight bolts 14 and reinstall the
bolts with four new lockstrips 15. Tighten bolts
14 to 90–100 lb ft (122–135 N·m). Bend the
CONVERTER DRIVE 0.29–0.31 in.
lockstrips against a flat on each bolt head. HOUSING (7.4–7.8 mm)
PIN (4)
c. Assembly (Foldout 8,A) Press to
dimension
shown
1. If dowel pins 19 were removed, install new
V00951.01
ones. Press the pins into the converter drive
housing from the rear to a height of 0.29–0.31 Figure 6–37. Replacement of Converter Drive Housing
inch (7.4–7.8 mm) from the rear side of the Hub and Pins
housing (Figure 6–37). b. Inspection and Repair (Foldout 8,B)

2. Install ball bearing assembly 12 onto hub 17,
pressing the inner race of the bearing against
the shoulder on the hub.
6–24. FLYWHEEL ASSEMBLY
(Direct-Mount Models)
a. Disassembly (Foldout 8,B)
1. Do not disassemble the flywheel assembly un-
less parts replacement is necessary.
2. If present, remove dowel pin 5 from the front
of flywheel 6.
3. Remove four dowel pins 7, if present, from the
rear of flywheel 6.
4. Note whether the chamfered teeth face forward
or rearward, and remove starter ring gear 4.
1. If the sealring surface of the flywheel bore is
worn enough to impair sealing, bore it to the
dimensions shown in Figure 6–38.
2. Cool sleeve 8 in dry ice for at least 30 minutes.
Then install the sleeve, being careful that it is
aligned with the bore and is not damaged dur-
ing installation. The inside chamfer must be to-
ward the rear.
c. Assembly (Foldout 8,B)
1. Heat starter ring gear 4 to 400˚F (204˚C) maxi-
mum. Be sure the chamfer of the teeth is facing
the proper direction for starter pinion engage-
ment and install the ring gear onto the fly-
wheel. Gear 4 must fit firmly against the shoul-
der on flywheel 6.
2. If removed, install four dowel pins 7 to a
height of 0.30–0.32 inch (7.6–8.1 mm) at the
inside of flywheel 6.
3. Install dowel pin 5 to a height of 0.12–0.14
inch (3.1–3.5 mm) at the front of flywheel 6.

6–38 Copyright © 1997 General Motors Corp.

;;
REBUILD OF SUBASSEMBLIES

;;
ROLLER (12)
CUP (24)
SPRING (12)

;;
;;
CAM ROLLER (1)
POCKET (12)

;;
;;
3.64 in.
(92.50 mm)

;
STATOR
SURFACE X

;
;;
DIA A
V00953.01

Press sleeve
in flush with
SURFACE X
2.0308 in. (51.5820 mm)
2.0318 in. (51.6070 mm) DIA B
0.04 in. (1.02 mm) DIA B must be concentric
0.08 in. (2.03 mm) R with DIA A within 0.004 in.
(0.100 mm) TIR
Figure 6–38. Rework of Flywheel
6–25. STATOR ASSEMBLY — FIXED-
CAPACITY TORQUE CONVERTER
a. Disassembly (Foldout 9,B)
1. Place the stator and race assembly on its side
on the work table. If the race has not been pre-
viously removed, turn stator 10 clockwise to
free roller race 9 and remove the stator from
the race.
2. Remove twelve rollers 14, twelve cups 11,
twelve springs 13, twelve needle rollers 12,
and the remaining twelve cups 11 from stator
10.
b. Assembly (Foldout 9,B)
1. Place stator 10 on the work table with the lead-
ing edge (thicker part of vane) of the stator
vane upward.
2. Install a spring 13 and needle roller 12 into a
cup 11. Install another cup 11 onto the oppo-
site end of spring 13. Install the assembled
parts into a bore in the side of a cam pocket
(Figure 6–39). Repeat this procedure to install
the remaining eleven roller and spring assem-
blies.
Figure 6–39. Arrangement of Stator
Components for Fixed-Capacity Torque Converter
3. Using tool J 23552 (Paragraph 4–8) or a ring of
steel stock that has a 11⁄4 inch (31.75 mm) slot,
V00952.01
install twelve rollers 14 into the cam pockets
(Figure 6–39). Use a screwdriver to compress
the spring assembly during roller installation.
Rotate the steel stock so the slot is opposite
each cam pocket as the roller is installed.
Leave the steel stock assembly tool and assem-
bled stator in this position until ready for in-
stallation into the converter.
4. Do not install race 9 at this time. The race will
be installed at reassembly of the transmission
(Section 7).
6–26. STATOR ASSEMBLY —
VARIABLE-CAPACITY TORQUE
CONVERTER
a. Disassembly (Foldout 10)
1. If not previously removed, turn stator assembly
12 clockwise to free roller race assembly 9 and
remove the stator assembly from the race. Re-
move rollers 38.
2. Lay stator assembly 12 on its rear side and re-
move twelve nuts 27.
3. Hold the assembly together and turn it over.
Remove twelve bolts 13. Hold the assembly to-
gether and turn it over.
4. Remove front-side plate assembly 28. Remove
spring retainer 26, and springs 14 will fall out.

Copyright © 1997 General Motors Corp. 6–39

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
SHROUD
ASSEMBLY
VANE PIN
STATOR CAM H00954
Figure 6–40. Installing Shroud Assembly
Onto Stator Cam
5. Lift shroud assembly 15, vanes 18, piston
housing 32, and piston 22 as a unit, and re-
move it from stator cam 34.
6. Remove piston housing 32 from piston 22. Re-
fer to Paragraph 4–17 and remove the Teflon®
sealrings and expanders from the piston.
7. By gently shaking or tapping on piston 22, the
piston and vanes 18 and pins 16 will fall free of
shroud 17.
8. Remove stator cam 34 from rear-side plate as-
sembly 35. Do not remove spring pins 33. The
pins are not replaceable.
9. Do not remove bushings 30 and 37 from side
plates 29 and 36. The bushings are not
replaceable.
b. Assembly (Foldout 10)
1. Lay the stator cam on the work table with the
flat (rear) side downward (Figure 6–40). Place
the shroud on the housing, thickest section of
the vanes upward, and seat the vane pins in
place in the stator cam grooves.
2. Install piston outer sealring and expander assem-
bly 23 and piston inner sealring and expander 19
into the piston. Refer to Paragraph 4–17 for in-
stallation of Teflon® lip-type sealrings.
3. Install the piston with sealrings and expanders,
vane crank groove downward, onto stator cam
34 (Figure 6–41). Install the piston so that the
surface adjacent to the bore of the piston is
flush with the front surface of the cam hub
(Figure 6–42).
6–40 Copyright © 1997 General Motors Corp.
TEFLON® OUTER
TEFLON®
SEALRING
INNER
SEALRING
PISTON
VANE CRANK GROOVE STATOR CAM H00955.01
Figure 6–41. Installing Piston and Sealrings
Onto Stator Cam
4. Lift shroud assembly 15 up slightly to allow
for easier installation of vane assemblies into
the piston groove and pin holes in the shroud
(Figure 6–42). Install thirty vanes 18 by first
placing the outer end of the vane crank into the
shroud and carefully twisting the vane to insert
the crank in the piston groove. When the vanes
are all in place, push the piston down until it
bottoms on the cam. The shroud assembly and
vane cranks will fall into place in the cam
grooves.
5. Install piston housing 32 and match its bolt
holes with those in cam 34.
6. Install spring retainer 26 into the stator cam,
with the spring tangs down (Figure 6–43).
Make certain the retainer tabs are properly lo-
cated in the hub of the cam. Install front-side
plate assembly 28, making certain the pilot
seats properly against the spring retainer. Align
the bolt holes.
7. Hold the assembly securely together and turn it
over. Install twelve freewheel roller springs 14
on the spring retainer, positioning the springs
by sliding the “hook” end of the spring over
the tang, between the tang and the ID of the
cam (Figure 6–44). Each spring should be in-
stalled so that it is hanging from the tang over
the slot in the spring retainer.
 REBUILD OF SUBASSEMBLIES

SPRING
TANG

CAM
FLUSH

SLOT

CAM H00958

Figure 6–44. Installing Freewheel Roller Springs

VANE
CRANK
CRANK CAM SHROUD
GROOVE GROOVE ASSEMBLY H00956
STATOR ASSEMBLY
INSTALLING TOOL
Figure 6–42. Installing Stator Vanes Into J 23552
Piston Groove and Shroud

FRONT-SIDE
PLATE
ASSEMBLY
PILOT
SPRING

ROLLER

PISTON
HOUSING SPRING TANG

H00959

Figure 6–45. Installing Freewheel Rollers

TAB
9. Install rear-side plate assembly 35 onto the
MATCHING sleeve, and align the bolt holes. Hold the as-
BOLT HOLES
SPRING RETAINER H00957 sembly together securely and turn it to stand on
the outer rim of the shroud assembly.
Figure 6–43. Installing Front-Side Plate Assembly Onto
Piston Housing 10. Install twelve 5⁄16-24 x 23⁄4 inch bolts 13 from
the rear of the stator assembly. While holding
8. Place stator assembly installing tool J 23552,
inner chamfer upward, in the center of the the assembly securely, start twelve locknuts 27
cam (Figure 6–45). Using a screwdriver to (Figure 6–46) on the bolts. Tighten the lock-
compress the spring, install a freewheel roller nuts to 14–18 lb ft (19–24 N·m). Leave the
38 in the cam pocket. Install twelve rollers 38 sleeve in the stator until the stator is installed
in this manner. into the transmission.

Copyright © 1997 General Motors Corp. 6–41

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
6–28. INPUT PRESSURE, SCAVENGE
FRONT-SIDE
PLATE
ASSEMBLY
STATOR ASSEMBLY
INSTALLING TOOL
J 23552
LOCKNUT
H00960
Figure 6–46. Installing Stator Locknuts
6–27. TORQUE CONVERTER PUMP
ASSEMBLY
a. Disassembly (Foldout 9,B)
1. Flatten the ends of lockstrips 17 and remove
twelve bolts 16, six lockstrips 17, and retainer
18 from converter pump 20.
2. Tap ball bearing assembly 19 toward the front
of pump 20 to remove it from the pump and
drive gear 23.
b. Assembly (Foldout 9,B)
1. Position drive gear 23, tapped holes upward,
on the work table. Position converter pump 20
on the gear, and align their bolt holes.
2. Install bearing assembly 19, grooved end of
outer race upward, into the pump bore. Tap the
bearing assembly outer race until the bearing
groove meets the hub surface of pump 20.
3. Install retainer 18, six lockstrips 17, and twelve
3⁄8-24 x 11⁄2 bolts 16. Tighten the bolts to 33–40
lb ft (45–54 N·m). Bend the corners of the
lockstrips against the bolt heads.
6–42 Copyright © 1997 General Motors Corp.
PUMP ASSEMBLY
a. Disassembly (Foldout 12)
1. Remove four bolts 12 and lockwashers 11. Re-
move scavenge pump body assembly 13. If
necessary, collapse needle bearings 15 and re-
move them from the pump body.
2. Remove scavenge pump gears 17 and remove
and discard gasket 18. Remove needle roller 16
which serves as a drive key.
3. Remove separator plate assembly 19. Remove
and discard gasket 25. Remove dowel pins 20
and 22 if necessary. Check for end clearance
and diametral clearance of the pump gears as
explained in Paragraph 4–11r. Remove pump
gears 23 and 24 from pump body assembly 26.
4. If necessary, press needle bearings 27 from
pump body 28.
5. Remove six star tolerance rings 29 from pump
body 28.
b. Assembly (Foldout 12)
1. Install six star tolerance rings 29 into pump
body 28.
2. If removed, press new bearings 27, numbered
side upward, into the gear cavity side of
pump body 28 to a depth of 0.08–0.10 inch
(2.1–2.5 mm).
3. Install pump drive gear 23 with the splined
shaft toward the rear of the pump body. Install
screen 30, larger diameter first, into pump
body 28.
4. Install driven gear 24, short shaft first, into
pump body 28. Install a new gasket 25.
5. If dowel pins 20 and 22 were removed, press
new pins 20 and 22 into plate 21 to a height of
0.018–0.020 inch (0.46–0.50 mm) on each side
of the plate.
6. Install plate assembly 19 onto pump body as-
sembly 26.
 REBUILD OF SUBASSEMBLIES
7. Using oil-soluble grease, install needle bearing
roller 16 into the groove in the shaft of gear 23.
8. Install scavenge pump gears 17 onto the shafts of
gears 23 and 24. Install a new gasket 18 onto the
plate assembly and install the plate assembly.
9. If removed, press new bearings 15, numbered
side upward, into pump body 14 to a depth of
0.06–0.10 inch (1.52–2.54 mm).
10. Install scavenge pump body assembly 13 onto
Figure 6–47. Removing Lubrication Regulator Valve
plate assembly 19 and secure it with four 3⁄8-16
x 21⁄4 inch bolts 12 and lockwashers 11.
Tighten the bolts to 26–32 lb ft (35–43 N·m).
6–29. TORQUE CONVERTER HOUSING
ASSEMBLY
CAUTION:
To avoid transmission housing damage and fluid
leakage, refer to Paragraph 4–12c prior to re-
moving or installing hydraulic plugs and fittings
and pressure taps.
b. Assembly (Foldout 11)
NOTE:
Some models do not have all referenced items.
a. Disassembly (Foldout 11)
1. If converter ground sleeve 39 or 43 must be re-
moved, place housing 17 on its rear surface
and remove five bolts 40 or 45 and press the
ground sleeve from its bore. Remove sealring
38 or 41 from the ground sleeve. If present, re-
move transfer sleeve 44.
2. Remove four bolts 74 or 77 and lockwashers
73 or 78. Remove cover 72 or 79. Remove and
discard gasket 71 or 80. Remove lubrication
pressure regulator valve 67, pin 70, spring 69,
and shims 68 (Figure 6–47) or converter-in
check valve 83, pin 84, spring 85, seat 82, and
spring 81 (Figure 6–48). Remove the pin from
the valve if replacement is necessary.
Copyright © 1997 General Motors Corp.
VALVE
SPRING
SHIMS GUIDE PIN
GASKET H00961
Components (Models Without Retarder)
3. Remove suction tube 36. Remove sealrings 35
and 37 from the tube.
4. Remove plugs 18, 19, 22, 24, 25, 26, 27, or 28,
if necessary, for replacement or cleaning of hy-
draulic passages. Remove dowel pins 20, 21,
or 29 if necessary.
5. Do not remove bolt 1 (if present), but check it
for tightness.
6. Remove plug 75 and sealring 76 (if used) only
if necessary.
1. Place sealring 76 (if used) in the housing bore,
retaining it with oil-soluble grease. If plug 75
was removed, install a new plug, flat side first,
into the housing. Press the plug flush with the
housing splitline.
2. If dowel pins 20 were removed, press the new
ones into their bores to a height of 0.49–0.51
inch (12.44–12.95 mm) from the splitline. If
dowel pins 21 or 29 were removed, press the
new pins into their bores to a height of 0.43–
0.45 inch (10.9–11.4 mm).
3. If plugs 24, 25, and 28 are SAE straight-thread
plugs, check the condition of the O-ring and
plug and replace if necessary.
4. If applicable, be sure the O-ring is in place and
install plug 24. Tighten 1⁄4 inch NPTF pipe
plugs to 14–16 lb ft (19–21 N·m). Tighten 1⁄2-
20 SAE O-ring plug assemblies to 58–63 lb in.
(6.5–7.1 N·m).
6–43
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
GASKET
SPRING
STEM
VALVE
SPRING
VALVE SEAT
H00962
Figure 6–48. Removing Converter-In Check Valve
(Models With Retarder)
5. If applicable, be sure the O-ring is in place and
install plugs or plug and O-ring assemblies 25.
Tighten 11⁄4 inch NPTF pipe plugs to 95–105 lb
ft (129–142 N·m). Tighten 15⁄8-12 SAE O-ring
plug assemblies to 47–53 lb ft (64–70 N·m).
6. If applicable, be sure the O-ring is in place and
install plug 28. Tighten 1⁄2 inch NPTF pipe plugs
to 23–27 lb ft (32–36 N·m). Tighten 3⁄4-16 SAE
O-ring plug assemblies to 145–155 lb in. (16.3–
17.5 N·m).
7. Install 1⁄2 inch pipe plug 18. Tighten the plug to
23–27 lb ft (32–36 N·m).
8. Install 1⁄4 inch pipe plug 19. Tighten the plug to
14–16 lb ft (19–21 N·m).
9. Install three 1⁄8 inch pipe plugs 22. Tighten the
plugs to 10–12 lb ft (14–16 N·m).
10. Install 3⁄4 inch pipe plug or plug assembly 26.
Tighten earlier 3⁄4 inch NPTF pipe plug to
33–37 lb ft (45–50 N·m). Tighten later 11⁄16-
12 SAE O-ring plug assembly to 24–26 lb ft
(32–35 N·m).
11. Install four plugs and/or plug assemblies 27.
Tighten 1 inch NPTF pipe plugs to 75–85 lb
ft (102–115 N·m). Tighten later 13⁄16-12 SAE
O-ring plug assembly to 145–155 lb in.
(16.3–17.5 N·m).
12. For models without retarder, install valve 67
(convex side inward), shims 68, spring 69, and
pin 70 (Figure 6–47). Refer to Paragraph 3–11d
for shimming instructions after the transmission
6–44 Copyright © 1997 General Motors Corp.
is operational. For models with retarder, install
spring 85, pin 84, valve 83 (convex side out-
ward), seat 82 (flat side inward), and spring 81
(larger diameter inward) (Figure 6–48).
13. Install gasket 71 or 80, cover 72 or 79, and four
3⁄8-16 x 3⁄4 inch bolts 74 or 77 with lockwashers
73 or 78. Tighten the bolts evenly to 26–32 lb ft
(36–43 N·m).
14. Install sealrings 35 and 37 onto suction tube 36.
Install tube 36 into housing 17.
15. If converter ground sleeve 39 or 43 was re-
moved, chill the ground sleeve in dry ice for at
least one hour. Install two headless guide bolts
into the rear of converter housing 17.
16. Using gloves, install the ground sleeve into the
converter housing, using the guide bolts to index
the bolt holes. Install sealring 41 or 38. Install
transfer sleeve 44, if removed, into ground
sleeve 43.
17. Install five 1⁄2-13 x 11⁄8 inch bolts 40 or 45 to
retain the ground sleeve. Tighten the bolts to
81–97 lb ft (110–131 N·m).
6–30. SPLITTER SUN GEAR ASSEMBLY
NOTE:
Disassembly and assembly procedures refer to
CL(B)T 5000, 6000 Series transmissions (Foldout
17,A), with M 6600 and S 6600 Series transmissions
(Foldout 18,B) shown in parentheses. For example,
snapring 17 (10) refers to snapring 17 (Foldout
17,A) or snapring 10 (Foldout 18,B).
a. Disassembly (Foldout 17,A or 18,B)
1. Remove snapring 17 (13) from sun gear 22 (12)
and remove bearing 18 (14) from the sun gear.
2. If replacement of sun gear 22 (12) or splitter
clutch hub 21 (11) is necessary, use a chisel
and break the weld joint in snapring 20 (10).
Remove snapring 20 (10) from sun gear 22
(12) and press the sun gear from hub 21 (11).
Discard the snapring.
b. Assembly (Foldout 17,A or 18,B)
1. Install sun gear 22 (12) (snapring groove first)
into the deeper (rear) side of hub 21 (11). Press
the sun gear until the snapring groove on its
OD is even with the snapring counterbore in
the hub ID.
 REBUILD OF SUBASSEMBLIES
2. Install a new snapring 20 (10) and weld it fol-
lowing the instructions in Figure 6–49. Use
Oxweld® No. 65 electrode (or equivalent)
0.062 inch (1.57 mm) diameter wire.
3. Install bearing 18 (14) into sun gear 22 (12), and
press it firmly against the sun gear shoulder. In-
stall snapring 17 (13) to retain the bearing in the
sun gear.
6–31. SPLITTER PLANETARY CARRIER
ASSEMBLY
NOTE:
• Disassembly and assembly procedures refer to
CL(B)T 5000, 6000 Series transmissions (Foldout
17,B), with M 6600 and S 6600 Series transmissions
(Foldout 18,B) shown in parentheses. For example,
snapring 7 (25) refers to snapring 7 (Foldout 17,B)
or snapring 25 (Foldout 18,B).
• Planetary pinions are a matched set. If one pinion
requires replacement, the remaining pinions must
also be replaced. Also, new needle bearings, thrust
washers, and spindles should be installed when a
planetary carrier assembly is rebuilt.
Wedge ring tight into groove
4 places with shim stock or
a. Disassembly (Foldout 17,B or 18,B)
1. Remove snapring 7 (25) from carrier 5 (23).
2. Position carrier 5 (23) on its snapring side and
press out four spindles 9 (27). Removal of the
spindles will allow four balls 8 (26) to fall free.
3. Remove four pinions 3 (21), bearings 4 (22), and
eight thrust washers 2 (20) from carrier 5 (23).
Remove bearings 4 (22) from pinions 3 (21).
4. Remove shield 6 (24).
b. Assembly (Foldout 17,B or 18,B)
1. Chill spindles 9 (27) in dry ice for one hour
prior to assembly, or heat carrier 5 (23) in a
transmission fluid bath or oven to 300–350˚F
(149–176˚C). Handle the parts with gloves.
2. Install shield 6 (24).
3. Make a pinion aligning tool by grinding a used
spindle 9 (27) to 0.005 inch (0.127 mm) under-
size. The aligning tool should have a slight
chamfer at one end.
4. Install a washer 2 (20) onto the pinion aligning
tool. Install a pinion 3 (21) onto the aligning
tool. Install a bearing 4 (22) and another
washer 2 (20) onto the aligning tool.

;;;;
equivalent when welding
5. Grasp the assembled pinion group to hold it to-
WELD AREA gether. Remove the aligning tool and install the

;;;;
pinion group into carrier 5 (23) (snapring
groove of carrier upward).

;;;;
6. Repeat Steps (3) through (5) for the remaining
pinion groups. Place carrier assembly 5 (23)

;;;;;
(snapring groove upward) in a press.
7. Align a pinion group by inserting the pinion

;
aligning tool through the bottom of the carrier
HUB SNAPRING SUN GEAR
and into a spindle bore in carrier 5 (23). Leave

;
the aligning tool in place and allow the spindle

;;;
;;
to displace the tool during installation.
8. Start a chilled spindle 9 (27) into the top of car-

;;;
;;
rier 5 (23), aligning its recess for ball 8 (26)
0.04 in. with the recess in the carrier assembly.
(1.02 mm)
0.08 in. (2.03 mm) MIN BEAD
HEIGHT
9. Install ball 8 (26) into the recess in spindle 9
MAX BEAD WIDTH
V00963.01 (27), retaining it with oil-soluble grease.

Figure 6–49. Welding Instructions for Splitter 10. Press spindle 9 (27) into carrier assembly 5
Sun Gear Assembly (23) until it bottoms firmly.
Copyright © 1997 General Motors Corp. 6–45
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
11. Repeat Steps (7) through (10) for installation
of the remaining three spindles 9 (27) and balls
8 (26).
12. Install internal snapring 7 (25) to retain spin-
dles 9 (27) in carrier 5 (23).
13. Apply a coating of transmission fluid around
spindle locations to avoid rust oxidation of the
chilled spindles.
6–32. SPLITTER-LOW CLUTCH AND
DRUM ASSEMBLY — CL(B)T Models
a. Disassembly (Foldout 17,A)
1. Remove snapring 16, backplate 15, two inter-
nal-splined clutch plates 13, and one external-
splined clutch plate 14.
2. Install compressor tool J 7441 (Figure 6–50).
3. Compress Belleville spring 11 and remove
snapring 12 and spring 11. Remove the tool.
4. Remove piston assembly 8. Do not remove
check ball 9 from piston 10.
5. Refer to Paragraph 4–17 and remove lip-type
sealring 7 from splitter-low clutch drum 5 (Fig-
ure 6–51). Remove rubber sealring 6 from the
rear hub of the drum.
SPRING PRESS RAM
COMPRESSOR
J 7441 BELLEVILLE
PISTON SPRING
SNAPRING CLUTCH DRUM H03590
Figure 6–50. Compressing Splitter-Low
Clutch Spring
6–46 Copyright © 1997 General Motors Corp.
6. Remove two butt-joint sealrings 1 from the
front hub of the drum (Figure 6–51).
7. Do not remove dowel pins 4. Do not remove
collector ring 3 (Figure 6–51) unless parts re-
placement is necessary.
b. Assembly (Foldout 17,A)
1. If collector ring 3 was removed, install a new
ring (Figure 6–51).
2. To secure the collector ring to drum 5, the ring
must be depressed into the groove in the drum.
For a forming tool, use a 1⁄8 inch (3.175 mm)
steel rod, flat against the ring, aligned with the
groove, 0.405–0.425 inch (10.29–10.79 mm)
from the shoulder on the drum. Hammer on the
rod and compress the ring into the groove at
four points around the circumference. Then
complete the forming operation by compress-
ing the ring metal into the groove around the
entire circumference. The depression must be
uniform, and should not exceed 0.070 inch
(1.78 mm) in depth.
3. Install two butt-joint sealrings 1 into grooves in
the front hub of the drum. New sealrings may
require forming by wrapping them, for a few
seconds, around an object about two-thirds the
diameter of the groove. Use oil-soluble grease
in the grooves to retain the sealrings.
4. Install rubber sealring 6 into the groove in the
rear hub of the drum. Refer to Paragraph 4–17
and install lip-type sealring 7 into the outer
groove of the drum. Make sure the lip of the
sealring is facing away from the drum cavity.
5. Install piston assembly 8 into drum assembly 2.
6. Install Belleville spring 11, cupped side first,
onto piston 10.
7. Install compressor tool J 7441 (Figure 6–50).
8. Compress spring 11 and install snapring 12.
Remove the compressor tool.
 REBUILD OF SUBASSEMBLIES

;;;;;
;;
0.405–0.425 in. SHOULDER OF DRUM RETAINER
(10.29–10.79 mm)

;;
;;;;;
PITOT FLUID SEALRING
COLLECTOR DRUM COLLECTOR RING (2)
RING

;;
;;;;;
;;
;;;;;
LIP-TYPE
SEALRING

;;
;;;;;
CLUTCH DRUM H03585

;;
;;;;;
Figure 6–52. Removing Fluid Collector Ring Bolts

;;
;;;;;
BUTT-JOINT
SEALRING (2)
RUBBER
SEALRING SEALRING
CLUTCH HUB

;;
;;;;;
SNAPRING (2)

;
;;
Figure 6–51. Splitter-Low Clutch
V00965.01

CLUTCH DRUM H03586

and Drum Assembly — CL(B)T Models

Figure 6–53. Removing (or Installing)

9. Do not install clutch plates 13 and 14, back-
plate 15, and snapring 16 at this time. These
parts are installed at reassembly of the trans-
mission (Section 7).
Clutch Hub Snapring
2. Remove snapring 4 from splitter-low clutch
drum 19. Remove two hook-type sealrings 5
and 6 from clutch hub 9 (Figure 6–53).

3. Turn the splitter-low clutch and drum assembly

6–33. SPLITTER-LOW CLUTCH AND
DRUM ASSEMBLY — M 6600,
S 6600 Series Models
a. Disassembly (Foldout 18,A)
1. Place the splitter-low clutch and drum assem-
bly on the work table. If present, remove six
self-locking bolts 1 and three retaining plates 2
that secure fluid collector ring 3 (Figure 6–52).
Remove the collector ring.
over. Using spring compressor J 7441 (Figure
6–54), compress Belleville spring 15 and re-
move snapring 16. Remove the tool and spring.
4. Turn drum 19 over and remove hub assembly
7, piston assembly 12, three internal-splined
clutch plates 17, and two external-splined
plates 18.
5. Remove piston 14 from hub assembly 7. Re-
move lip-type sealring 10 and rubber sealring
11 from hub 9.

Copyright © 1997 General Motors Corp. 6–47

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
b. Assembly (Foldout 18,A)
1. Place splitter-low clutch hub assembly 7 on the
work table and install rubber sealring 11 onto
the small diameter of the hub.
2. Refer to Paragraph 4–17 and install lip-type
sealring 10 onto its groove in the clutch hub.
The lip must face toward the piston.
3. Place clutch drum 19 on the work table, larger
diameter upward. Beginning with an internal-
splined plate, alternately install three internal-
splined clutch plates 17 and two external-
splined clutch plates 18 into drum 19.
4. Lubricate rubber sealring 11 and lip-type
sealring 10, and install piston assembly 12
into hub 9.
5. Install Belleville spring 15, convex side up. Us-
ing spring compressor J 7441, compress spring
15 and install snapring 16 into its groove on hub
9 (Figure 6–54). Remove the tool.
6. Install clutch hub 9 and piston assembly 12 into
drum 19 with the piston toward the clutch
plates.
7. Install snapring 4 into drum 19 (Figure 6–53).
8. Install two hook-type sealrings 5 and 6 into
grooves in the front hub of drum 19. New seal-
rings may require forming by wrapping them,
for a few seconds, around an object about two-
thirds the diameter of the groove. Use oil-solu-
ble grease in the grooves to retain the sealrings.
9. If removed, install fluid collector ring 3 onto the
clutch hub and secure it with three retaining
plates 2 and six 5⁄16-24 x 1⁄2 inch bolts 1. Tighten
the bolts to 19–23 lb ft (26–31 N·m).
6–34. HYDRAULIC RETARDER
HOUSING ASSEMBLY
a. Disassembly (Foldout 16,A)
1. Remove plugs 20 and 21.
2. Remove dowel pins 22 only if replacement is
necessary. Remove sealring 29.
b. Assembly (Foldout 16,A)
1. If dowel pins 22 were removed, install two new
pins into the rear of the housing to a height of
0.49–0.51 inch (12.44–12.95 mm).
6–48 Copyright © 1997 General Motors Corp.
SPRING PRESS RAM
COMPRESSOR
J 7441
CLUTCH
PISTON
PLATE
SPRING
SNAPRING
H03588
Figure 6–54. Removing (or Installing)
Piston Spring Snapring
2. Install two 1⁄8 inch plugs 20. Tighten the plugs to
10–12 lb ft (14–16 N·m). Install 1⁄4 inch plug 21.
Tighten the plug to 14–16 lb ft (19–21 N·m).
3. Install sealring 29. Retain the sealring with oil-
soluble grease.
6–35. OUTPUT DRIVE HOUSING
ASSEMBLY
CAUTION:
To avoid transmission housing damage and fluid
leakage, refer to Paragraph 4–12c prior to re-
moving or installing fluid level check plugs and
filler connection plugs.
a. Disassembly (Foldout 28)
1. Remove piston 20 (Foldout 26,B) with lip-type
sealring 21 from the output drive housing. Re-
fer to Paragraph 4–17 and remove the sealring
from the piston. Remove lip-type sealring 22
from the front of the output drive housing.
2. Remove bushing 6 (Foldout 28), dowel pins 4,
or plug 3 only if parts replacement is necessary.
3. Remove plugs 45 and 50 if necessary for
cleaning.
b. Assembly (Foldout 28)
1. If plugs 45 or 50 are SAE straight-thread
plugs, check the condition of the O-ring and
plug, and replace if necessary.
 REBUILD OF SUBASSEMBLIES
2. If applicable, be sure O-rings are in place and
install two plugs 45. Tighten 1⁄4 inch NPTF
pipe plugs to 14–16 lb ft (19–21 N·m). Tighten
7⁄16-20 straight-thread O-ring plug assemblies
to 38–42 lb in. (4.3–4.7 N·m).
3. If applicable, be sure the O-ring is in place
and install plug 50. Tighten 11⁄4 inch NPTF
pipe plug to 95–105 lb ft (129–142 N·m).
Tighten 15⁄8-12 straight-thread O-ring plug
assembly to 47–53 lb ft (64–70 N·m).
4. Install plug 3 into housing 5. Tighten the plug
to 33–37 lb ft (45–50 N·m).
5. If removed, press a new bushing 6 into the end
of the speedometer drive bore in housing 5.
6. If removed, install two dowel pins 4 into the
front of housing 5, to a height of 0.49–0.51
inch (12.5–12.9 mm).
7. Refer to Paragraph 4–17 and install lip-type
sealring 22 (Foldout 26,B) into the groove at
the front of the output drive housing. Be sure
the lip of sealring 22 is facing rearward. Install
lip-type sealring 21 into the groove of reverse
piston 20. Be sure the lip of sealring 21 is fac-
ing rearward.
8. Install piston 20, and sealring, into the front of
the output drive housing.
6–36. OUTPUT DRIVE HOUSING
CAUTION:
To avoid transmission housing damage and fluid
leakage, refer to Paragraph 4–12c prior to re-
moving or installing fluid level check plugs and
filler connection plugs.
a. Disassembly (Foldout 27)
1. Remove piston 20 (Foldout 26,B) and lip-type
sealring 21 from the output drive housing. Re-
fer to Paragraph 4–17 and remove the sealring
from the piston. Remove sealring 22 from the
front of the output drive housing.
2. Remove dowel pins 5 or 9 (Foldout 27) if re-
placement is necessary.
3. Remove plugs 7 and 11 if cleaning is necessary.
4. Remove snapring 2 and bearing 3.
5. Remove seals 14.
Copyright © 1997 General Motors Corp.
b. Assembly (Foldout 27)
1. Install two seals 14 into the rear of the housing.
The spring-loaded lip on the first seal assembly
installed must be toward the front. The spring-
loaded lip on the second seal assembly in-
stalled must be toward the rear. Install the seals
back-to-back (lips away from each other), and
press them in until the second (rear) seal is just
slightly past the chamfer in the housing bore.
2. Install ball bearing assembly 3 into the housing
and retain it with snapring 2.
3. If plugs 7 and 11 are SAE straight-thread
plugs, check the condition of the O-ring and
plug, and replace if necessary.
4. If applicable, be sure the O-ring is in place and
install plug 7 into housing 6. Tighten 11⁄4 inch
NPTF pipe plugs to 95–105 lb ft (129–142 N·m).
Tighten 15⁄8-12 SAE O-ring plugs to 47–53 lb ft
(64–70 N·m).
5. If applicable, be sure the O-rings are in place and
install plugs 11 into housing 6. Tighten 1⁄4 inch
NPTF pipe plugs to 14–16 lb ft (19–21 N·m).
Tighten 7⁄16-20 SAE O-ring plug assemblies to
38–42 lb in. (4.3–4.7 N·m).
6. Install two dowel pins 5 or 9 into the front of
housing 6 or 10, to a height of 0.49–0.51 inch
(12.5–12.9 mm).
7. Refer to Paragraph 4–17 and install lip-type
sealring 22 (Foldout 26,B) into the groove at
the front of the output drive housing. Be sure
the lip of sealring 22 is facing rearward. Install
lip-type sealring 21 into the groove of reverse
piston 20. Be sure the lip of sealring 21 is fac-
ing rearward.
8. Install piston 20, with sealring, into the front of
the output drive housing.
6–37. BEARING RETAINER ASSEMBLY
NOTE:
Rebuild procedures are given for retainer assembly
19 (Foldout 28). Retainer assembly 75 (Foldout 29),
6 (Foldout 30), or 81 (Foldout 31) can be rebuilt us-
ing similar procedures.
6–49
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
a. Disassembly (Foldout 28)

1. If replacement is required, remove baffle 22 SEAL

and seal 21 from retainer 20.
RETAINER

2. If present, remove pipe nipple 26 from retainer

20. 1.29–1.33 in.
(32.8–33.7 mm)
b. Assembly (Foldout 28)

1. Press seal 21, spring-loaded lip first, into the

output end of the retainer to the dimension GASKET
shown in Figure 6–55. SHIFTER
FORK
SHAFT OUTPUT
DISCONNECT
2. Install baffle 22, smaller ID first, into the out- HOUSING
put end of the retainer to the dimension shown
in Figure 6–55.
H00967.01
3. If removed, install pipe nipple 26 into retainer 20.
Figure 6–56. Removing (or Installing)
Bearing Retainer

6–38. OUTPUT DISCONNECT a. Disassembly

;;
ASSEMBLY
1. Remove six bolts 86 or 126 (7) and six lock-
washers 85 or 125 (8) that secure bearing re-
NOTE:
tainer 84 or 124 (9). Remove the retainer and
These procedures apply to rear output disconnects gasket 83 or 123 (10) (Figure 6–56).
(Foldout 30) and front output disconnects (Foldout

; ; ; ;
31). Foldout item numbers identify parts for both 2. Remove seal 87 or 127 (6) from the retainer
disconnect types. For example, gasket 83 or 123 (10) only if replacement is necessary.

;;
refers to gasket 83 or 123 (Foldout 30) and gasket 10 3. Unscrew and lift out shifter shaft 72 or 112
(Foldout 31). (21) (Figure 6–57).

;;;
;;; ;;;
;; ;;;
;; SEAL
RETAINER SOME MODELS
0.605–0.625 in.
(15.37–15.87 mm) RETAINER

BAFFLE

BAFFLE 0.06–0.08 in.

(1.6–2.0 mm)
0.505–0.525 in.
(12.83–13.33 mm)
1.49–1.51 in. SEAL — Press
(37.9–38.3 mm) to shoulder

V00966.01

Figure 6–55. Bearing Retainer Configurations

6–50 Copyright © 1997 General Motors Corp.

 REBUILD OF SUBASSEMBLIES
SHIFTER
SHAFT
BEARING
DETENT BALL
Figure 6–58. Removing Shaft and Bearing Assembly
H00968
Figure 6–57. Removing Shifter Shaft
4. Remove snapring 74 or 113 (20). Remove
bearing inner race 77 or 116 (18). If the race is
too tight to be easily removed, the coupling can
be pushed away from the race to provide room
to install a puller.
5. Press or drive against the smaller end of output
shaft 79 or 119 (12) to dislodge ball bearing as-
sembly 82 or 122 (11) from the housing. Re-
move the shaft and bearing assembly, detent
balls 80 or 121 (13), and detent spring 81 or
120 (14) (Figure 6–58).
6. Support the inner race of the bearing assem-
bly, and press the shaft from the bearing (Fig-
ure 6–59).
7. Disengage disconnect coupling 78 or 118 (15)
from shifter fork 73 or 109 (23) and remove it
(Figure 6–60). Remove the shifter fork from
the housing (Figure 6–61).
8. Remove rod wiper 71 or 111 (22) and seal 70
or 110 (22) if necessary. Removal will destroy
the wiper and seal.
b. Assembly
1. If seal 70 or 110 (22) was removed, install a
new seal, spring-loaded lip first, into housing
69 or 108 (24). Press it to a light seat in the
housing. If rod wiper 71 or 111 (22) was re-
moved, install a new wiper, spring-loaded lip
last, into the housing. Press it to a light seat
against the seal (Figure 6–61).
Copyright © 1997 General Motors Corp.
SHAFT
SPRING
H00969
From Housing
2. Install shifter fork 73 or 109 (23) into the hous-
ing, flatter side toward seal (Figure 6–61).
3. Install disconnect coupling 78 or 118 (15),
smaller end first, into the housing (Figure 6–60).
4. Engage the shifter fork with the groove in the
disconnect coupling. Install shifter shaft 72 or
112 (21), threading it into the shifter fork until
the fork is centered on the threaded part of the
shaft (Figure 6–57).
5. If ball bearing assembly 82 or 122 (11) was re-
moved from output shaft 79 or 119 (12), sup-
port the inner race of the bearing assembly and
press the shaft into it (Figure 6–59).
6. Position the housing, shifter shaft upward.
Support the disconnect coupling on a sleeve or
blocks approximately 11⁄2 inches high (Figure
6–62). The sleeve or blocks must allow room
for the shaft to pass through.
7. Install detent spring 81 or 120 (14) in the hole
through the shaft. Hold detent balls 80 or 121
(13) in place and install the shaft into the dis-
connect coupling (Figure 6–62). Push the shaft
downward until the detent balls engage the first
internal groove in the coupling.
8. Remove the sleeve or blocks under the cou-
pling, and tap the bearing assembly outer race
until it seats in the housing.
9. Install bearing inner race 77 or 116 (18). Install
snapring 74 or 113 (20) onto the output shaft.
6–51
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS

PRESS RAM OUTPUT LIP-TYPE

DISCONNECT OIL
HOUSING SEAL

SHIFTER
FORK

ROD WIPER
H00970 SEAL

Figure 6–59. Removing Bearing Assembly From H00972

Output Drive Shaft

Figure 6–61. Installing Shifter Fork

OUTPUT DISCONNECT
HOUSING

SHAFT

HOUSING

DETENT
SHIFTER FORK BALL
COUPLING H00971

Figure 6–60. Removing (or Installing)

Disconnect Coupling

10. If seal 87 or 127 (6) was removed from bearing

H00973
retainer 84 or 124 (9), install a new seal, WOOD BLOCK
spring-loaded lip first, into the front of the re-
tainer (Figure 6–56). Press it to a light seat in
the retainer. Figure 6–62. Installing Shaft and Bearing Assembly

11. Install gasket 83 or 123 (10) and the bearing

retainer onto the output drive housing (Figure
6–56).
12. Install six 1⁄2-13 x 11⁄2 inch bolts 86 or 126 (7)
and six lockwashers 85 or 125 (8) to secure the
retainer. Tighten the bolts to 67–80 lb ft (91–
108 N·m).
13. Push the shifter shaft inward (to fully engaged
position detent) and adjust it by rotating the shaft
until it extends 1.29–1.33 inches (32.8–33.7
mm) from the rod wiper seal (Figure 6–56).
6–39. OUTPUT DRIVE GEAR ASSEMBLY
a. Disassembly. Pull bearings 46 and 48 (Foldout
29) from gear 47, bearings 43 and 45 (Foldout 30)
from gear 44, or bearings 71 and 73 (Foldout 31) from
gear 72.
b. Assembly. Install the bearing assemblies onto the
gear. Press the inner races of the bearing assemblies
against the shoulders on the gear.

6–52 Copyright © 1997 General Motors Corp.

 REBUILD OF SUBASSEMBLIES
6–40. OUTPUT IDLER GEAR ASSEMBLY
a. Disassembly. Pull bearings 49 and 53 (Foldout
29) from gear assembly 50, bearings 46 and 50 (Fold-
out 30) from gear assembly 47, or bearings 66 and 70
(Foldout 31) from gear assembly 67. Do not remove
the speedometer drive plug from the gear.
b. Assembly. Install the bearing assemblies onto the
gear assembly. Press the inner races of the bearing as-
semblies against the shoulders of the gear. For models
with roller bearings, keep the new bearing outer races
with the bearings until rebuild of the transmission
(Section 7).
6–41. TRANSFER GEAR HOUSING
(DROPBOX) ASSEMBLY
CAUTION:
To avoid transmission housing damage and fluid
leakage, refer to Paragraph 4–12c prior to re-
moving or installing fluid level check plugs and
filler connection plugs.
a. Disassembly
1. Remove piston 20 (Foldout 26,B) with lip-type
sealring 21 from the transfer gear housing.
2. Refer to Paragraph 4–17 and remove the seal-
ring from the piston. Remove lip-type sealring
22 from the front of the transfer gear housing.
NOTE:
• For configurations shown on Foldout 29, proceed
with Step (3).
• For configurations shown on Foldout 30, proceed
to Step (8).
• For configurations shown on Foldout 31, proceed
to Step (12).
3. For configurations shown on Foldout 29, re-
move bolts 8, lockwashers 9, and bearing re-
tainer 11 (and sealring 12). Remove sealring
12 and seal 10 from retainer 11. Remove and
discard gasket 13.
Copyright © 1997 General Motors Corp.
4. If present, remove output shaft 16, 101, or 102
with spacer 15 and bearing assembly 14. Press
the shaft from bearing assembly 14. Remove
spacer 15.
5. Remove twenty bolts 35 and washers 34. Re-
move one or two covers 33 and, if present, cover
103 and plug 104. Remove two gaskets 32.
6. Remove, only if necessary, dowel pins 21 and
26, plugs 27 and 29, bolts 25, washers 24, and
baffle 23.
7. Remove fluid level check plugs 28. Proceed to
Paragraph 6–41b.
8. For configurations shown on Foldout 30, re-
move bolts 10, lockwashers 11, and bearing re-
tainer assembly 6. Refer to Paragraph 6–37 for
rebuild instructions for bearing retainer assem-
bly 6. Remove and discard gasket 13.
9. Remove twenty bolts 33, washers 32, two cov-
ers 31, and two gaskets 30.
10. Remove, only if necessary, dowel pins 19 and
24, plugs 25 and 27, bolts 22, washers 23, and
baffle 21.
11. Remove fluid level check plugs 26. Proceed to
Paragraph 6–41b.
12. For configurations shown on Foldout 31, re-
move bolts 25, lockwashers 26, and the front
output disconnect assembly (Items 6 through
24). Remove gasket 27, adapter 28, and gasket
29. Refer to Paragraph 6–38 for rebuild in-
structions for the output disconnect assembly.
13. Remove output shaft 30 with bearing assembly
31. Press the shaft from the bearing assembly.
14. Remove twenty bolts 51, washers 50, two cov-
ers 49, and two gaskets 48.
15. Remove, only if necessary, dowel pins 37 and
42, plugs 43 and 45, bolts 41, washers 40, and
baffle 39.
16. Remove fluid level check plugs 44.
6–53
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
b. Assembly
NOTE:
• For configurations shown on Foldout 29, proceed
with Step (1).
• For configurations shown on Foldout 30, proceed
to Step (10).
• For configurations shown on Foldout 31, proceed
to Step (18).
1. For configurations shown on Foldout 29, in-
stall two gaskets 32, one or two covers 33 and,
if present, one cover 103, twenty lockwashers
34, and twenty 3⁄8-16 x 5⁄8 bolts 35. Tighten
bolts 35 to 26–32 lb ft (36–43 N·m).
2. If plugs 28 and 29 are SAE straight-thread
plugs, check the condition of the O-ring and
plug, and replace if necessary.
3. If applicable, be sure the O-rings are in place
and install two fluid level check plugs 28.
Tighten 1⁄4 inch NPTF pipe plugs to 14–16 lb ft
(19–21 N·m). Tighten 7⁄16-20 plug assemblies
to 38–42 lb in. (4.3–4.7 N·m).
4. If applicable, be sure the O-rings are in place
and install plugs 29 and 104. Tighten 3⁄4 inch
plugs to 33–37 lb ft (45–50 N·m). Tighten 1 1⁄4
inch plugs to 95–105 lb ft (129–142 N·m).
Tighten 11⁄16-12 plug assemblies to 24–26 lb ft
(32–35 N·m).
5. If dowel pins 21 or 26 were removed, install
new pins into the housing to a height of 0.49–
0.51 inch (12.4–12.9 mm).
6. If removed, install plug 27. Tighten the plug to
75–85 lb ft (102–115 N·m).
7. If removed, install two 3⁄8-16 x 5⁄8 inch bolts 25,
internal-tooth lockwashers 24, and baffle 23.
Tighten the bolts to 26–32 lb ft (36–43 N·m).
8. If removed, install spacer 15 onto the front of
shaft 16, 101, or 102. Press bearing assembly 14
to a seat against spacer 15. Install the shaft, with
assembled parts, into the transfer gear housing.
9. Install gasket 13. Install sealring 12 into bear-
ing retainer 11. Install the bearing retainer and
six 1⁄2-13 x 13⁄8 inch bolts 8 and lockwashers 9.
Tighten the bolts to 67–80 lb ft (91–108 N·m).
6–54 Copyright © 1997 General Motors Corp.
Install seal 10, spring-loaded lip first, into re-
tainer 11. Press the seal in until its front edge is
even with the chamfer in the retainer. Proceed
to Step (27).
10. For configurations shown on Foldout 30, if
plugs 26 and 27 are SAE straight-thread plugs,
check the condition of the O-ring and plug, and
replace if necessary.
11. If applicable, be sure the O-ring is in place and
install two fluid level check plugs 26. Tighten
1⁄4 inch NPTF pipe plugs to 14–16 lb ft (19–21
N·m). Tighten 7⁄16-20 SAE O-ring plug assem-
blies to 38–42 lb in. (4.3–4.7 N·m).
12. If applicable, be sure the O-ring is in place and
install plug 27. Tighten 3⁄4 inch NPTF pipe
plugs to 33–37 lb ft (45–50 N·m). Tighten
11⁄16-12 SAE O-ring plug assemblies to 24–26
lb ft (32–35 N·m).
13. If dowel pins 19 or 24 were removed, install
new pins into the housing to a height of 0.49–
0.51 inch (12.4–12.9 mm).
14. If removed, install plug 25. Tighten the plug to
75–85 lb ft (102–115 N·m).
15. If removed, install two 3⁄8-16 x 5⁄8 inch bolts 22,
internal-tooth lockwashers 23, and baffle 21.
Tighten the bolts to 26–32 lb ft (36–43 N·m).
16. Install two gaskets 30, two covers 31, twenty
lockwashers 32, and twenty 3⁄8-16 x 7⁄8 inch bolts
33. Tighten the bolts to 26–32 lb ft (36–43 N·m).
17. Install gasket 13. Install bearing retainer assem-
bly 6 and retain it with six 1⁄2-13 x 11⁄2 inch bolts
10 and lockwashers 11. Tighten the bolts to 67–
80 lb ft (91–108 N·m). Proceed to Step (27).
18. For configurations shown on Foldout 31, if
plugs 44 and 45 are SAE straight-thread plugs,
check the condition of the O-ring and plug, and
replace if necessary.
19. If applicable, be sure the O-ring is in place and
install two fluid level check plugs 44. Tighten
1⁄4 inch NPTF pipe plugs to 14–16 lb ft (19–21
N·m). Tighten 7⁄16-20 SAE O-ring plug assem-
blies to 38–42 lb in. (4.3–4.7 N·m).
20. If applicable, be sure the O-ring is in place
and install plug 45. Tighten 3⁄4 inch NPTF
 REBUILD OF SUBASSEMBLIES
pipe plugs to 33–37 lb ft (45–50 N·m).
Tighten 11⁄16-12 SAE O-ring plug assemblies
to 24–26 lb ft (32–35 N·m).
21. If dowel pins 37 or 42 were removed, install
new pins into the housing to a height of 0.49–
0.51 inch (12.4–12.9 mm).
22. If removed, install plug 43. Tighten the plug to
75–85 lb ft (102–115 N·m).
23. If removed, install two 3⁄8-16 x 5⁄8 inch bolts 41,
two internal-tooth lockwashers 40, and baffle 39.
Tighten the bolts to 26–32 lb ft (36–43 N·m).
24. Install two gaskets 48, two covers 49, twenty
lockwashers 50, and twenty 3⁄8-16 x 7⁄8 inch bolts
51. Tighten bolts 51 to 26–32 lb ft (36–43 N·m).
25. Press bearing assembly 31 (with snapring in-
stalled) to a seat against the shoulder of shaft
30. Install the shaft, smaller diameter end first,
into the transfer gear housing.
26. Install gasket 29, adapter 28, and gasket 27. In-
stall the front output disconnect assembly (Items
6 through 24). Retain the assembly with six 1⁄2-
13 x 23⁄4 inch bolts 25 and lockwashers 26.
Tighten the bolts to 67–80 lb ft (91–108 N·m).
27. Refer to Paragraph 4–17 and install lip-type
sealring 22 (Foldout 26,B) into the groove at
the front of the transfer gear housing. Be sure
the lip of sealring 22 is facing rearward. Install
lip-type sealring 21 into the groove of reverse
piston 20. Be sure the lip of sealring 21 is fac-
ing rearward.
28. Install piston 20, with sealring installed, into
the front of the transfer gear housing.
6–42. REVERSE PLANETARY
CARRIER ASSEMBLY
NOTE:
Planetary pinions are a matched set. If one pinion
requires replacement, the remaining pinions must
also be replaced. Also, new needle bearings, thrust
washers, and spindles should be installed when a
planetary carrier assembly is rebuilt.
Copyright © 1997 General Motors Corp.
a. Disassembly (Foldout 26,B)
1. Remove six bolts 2 that attach retainer 3 to car-
rier assembly 6. Remove the retainer. Remove
ring gear 5.
2. Position the carrier, hub upward, and press out
six spindles 13. Removal of the spindles will
allow six lockballs 12 to fall free.
3. Remove pinions 10, spacers 9, bearing rollers
11, and thrust washers 8.
4. Remove ball bearing 14 only if replacement is
necessary.
b. Assembly (Foldout 26,B)
1. Chill spindles 13 in dry ice for one hour prior
to assembly, or heat carrier 7 in a transmission
fluid bath or oven to 300–350˚F (149–176˚C).
Handle the parts with gloves.
2. Make a pinion aligning tool by grinding a used
spindle 13 to 0.005 inch (0.127 mm) undersize.
The aligning tool should have a slight chamfer
at one end.
3. Install a thrust washer 8 and a pinion spacer 9
at one end of a pinion 10. Retain the parts with
petrolatum.
4. Place petrolatum inside the bore of a pinion 10
and install twenty-four rollers 11 into the bore.
The aligning tool placed in the bore of the gear
facilitates this installation.
5. Install another spacer 9 and thrust washer 8
onto pinion 10.
6. Assemble the remaining pinions 10, rollers 11,
spacers 9, and thrust washers 8, as outlined in
Steps (2) through (5).
7. Position carrier 7, hub downward, in a press.
Support the carrier at the spindle bore
locations.
8. Install an assembled pinion group into the car-
rier. Align the pinion group by inserting the
pinion aligning tool through the bottom of the
carrier and into a spindle bore in carrier 7.
Leave the aligning tool in place and allow the
spindle to displace the tool during installation.
9. Start a chilled spindle 13 into carrier 7, align-
ing its recess for ball 12 with the recess in car-
rier assembly 7.
6–55
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
10. Install ball 12 into the recess in spindle 13, re-
taining it with petrolatum, and press spindle 13
into carrier 7 until it bottoms firmly.
11. Repeat Steps (8) through (10) for installation
of the remaining five spindles 13 and balls 12.
12. Apply a coating of transmission fluid around
spindle locations to avoid rust oxidation of the
chilled spindles.
13. Install ring gear 5, counterbored end first, onto
carrier assembly 6.
14. Install retainer 3 onto carrier assembly 6, align-
ing the internal tangs of the retainer with spin-
dles 13, and the bolt holes with the tapped
holes in the carrier.
15. Install six 3⁄8-24 x 5⁄8 self-locking bolts 2.
Tighten the bolts to 41–49 lb ft (56–66 N·m).
16. If removed, install bearing assembly 14. Press
on the inner race until the bearing assembly is
seated against the shoulder on the hub of car-
rier assembly 6.
6–43. LOW-RANGE PLANETARY
CARRIER ASSEMBLY
NOTE:
Planetary pinions are a matched set. If one pinion
requires replacement, the remaining pinions must
also be replaced. Also, new needle bearings, thrust
washers, and spindles should be installed when a
planetary carrier assembly is rebuilt.
a. Disassembly (Foldout 26,A)
1. Remove snapring 17 from carrier assembly 18.
2. Position carrier assembly 18, shaft upward,
and press out five spindles 15. Removal of the
spindle assemblies will allow lockballs 16 to
fall free.
3. Remove pinions 13 with bearings 14, and
thrust washers 12. Remove bearings 14 from
pinions 13.
4. Do not remove bolts 20 or retainer pins 19.
6–56 Copyright © 1997 General Motors Corp.
b. Assembly (Foldout 26,A)
1. Chill spindles 15 in dry ice for one hour prior
to assembly, or heat carrier assembly 18 in a
transmission fluid bath or oven to 300–350˚F
(149–176˚C). Handle the parts with gloves.
2. Make a pinion aligning tool by grinding a used
spindle 15 to 0.005 inch (0.127 mm) undersize.
The aligning tool should have a slight chamfer
at one end.
3. Install one washer 12 onto the pinion aligning
tool. Install pinion 13 onto the aligning tool.
Install bearing 14 and another washer 12 onto
the aligning tool.
4. Grasp the assembled pinion group to hold it to-
gether. Remove the aligning tool and install the
pinion group into carrier assembly 18 (shaft
downward).
5. Repeat Steps (2) through (4) for the remaining
pinion groups. Place carrier assembly 18 (shaft
downward) in a press.
6. Align a pinion group by inserting the pinion
aligning tool through the bottom of the carrier
and into a spindle bore in carrier assembly 18.
Leave the aligning tool in place and allow the
spindle to displace the tool during installation.
7. Start a chilled spindle 15 into the top of carrier
assembly 18, aligning its recess for ball 16
with the recess in the carrier assembly.
8. Install ball 16 into the recess in spindle 15, re-
taining it with oil-soluble grease, and press
spindle 15 into the carrier assembly until it bot-
toms firmly.
9. Repeat Steps (6) through (8) for installation of
the remaining four spindles 15 and balls 16.
10. Install internal snapring 17 to retain spindles
15 in carrier assembly 18.
11. Apply a coating of transmission fluid around
spindle locations to avoid rust oxidation of the
chilled spindles.
6–44. SPLITTER OUTPUT SHAFT AND
COLLECTOR RING ASSEMBLY
a. Disassembly (Foldouts 25 and 26,A)
1. Remove snapring and bearing assembly 9
(Foldout 25) from the splitter output shaft. Re-
move collector ring 11.
 REBUILD OF SUBASSEMBLIES
2. Remove bearing 5 (Foldout 26,A) from split-
ter shaft assembly 2 only if replacement is
necessary.
3. Remove orifice tube 4 only if necessary.
b. Inspection and Repair (Foldout 26,A)
3. Install bearing and snapring assembly 9 (Fold-
out 25) (with snapring installed) snapring first,
onto the front of shaft assembly 2 (Foldout
26,A). Press the inner race of the bearing as-
sembly to a seat against the shoulder on the
shaft.

1. Inspect the bore at the front end of shaft 3 for
wear and scoring. The ID of the bore in the shaft
must be 1.500–1.502 inch (38.10–38.15 mm) to
a depth of 0.800 inch (20.32 mm).
2. If the front bore of shaft 3 is worn or scored,
rework the bore to the dimensions shown in
Figure 6–63.
3. Chill sleeve 1 in dry ice. Install it, internal
chamfer outward, and press it flush with the
front of shaft 3.
c. Assembly (Foldouts 25 and 26,A)
1. If orifice tube 4 (Foldout 26,A) was removed,
install a new tube. Press it, open-end first, into
the rear bore of shaft 3 to a height of 0.22–0.28
inch (5.6–7.1 mm).
2. Install collector ring 11 (Foldout 25), convex
side first, onto the front of shaft assembly 2
(Foldout 26,A).
4. If removed, press bearing 5 onto the rear of
shaft 3.
6–45. INTERMEDIATE-RANGE
PLANETARY CARRIER ASSEMBLY
NOTE:
Planetary pinions are a matched set. If one pinion
requires replacement, the remaining pinions must
also be replaced. Also, new needle bearings, thrust
washers, and spindles should be installed when a
planetary carrier assembly is rebuilt.
a. Disassembly (Foldout 25)
1. Position carrier assembly 2 or 25, splined end
downward, and press out four spindles 4. Re-
moval of the spindles will allow four lockballs
5 to fall free.

;;; ;;;;;
0.03 in. (0.80 mm) x 45°

;;; ;;;;;
CHAMFER

1.7802 in.
1.7822 in.

;;; ;;;;;
(45.2170 mm)
DIA B
(45.2670 mm)

;;;
;;
0.080 in.
(2.030 mm) DIA A

;;;
Bore out shaft to dimensions
shown — DIA B must be concentric

;
with DIA A within 0.004 in. (0.100 mm) TIR

;;;
SLEEVE — Press in flush

V00974.01

Figure 6–63. Rework of Splitter Output Shaft Bore

Copyright © 1997 General Motors Corp. 6–57

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
2. Remove four pinions 7 with bearings 8 and 6–46. HIGH-RANGE CLUTCH AND
thrust washers 6. Remove bearings 8 from pin- DRUM ASSEMBLY
ions 7.

b. Assembly (Foldout 25) a. Disassembly (Foldout 19,B)

1. Chill spindles 4 in dry ice for one hour prior
to assembly, or heat carrier 3 or 26 in a trans-
mission fluid bath or oven to 300–350˚F
(149–176˚C). Handle the parts with gloves.
2. Make a pinion aligning tool by grinding a used
spindle 4 to 0.005 inch (0.127 mm) undersize.
The aligning tool should have a slight chamfer
at one end.
3. Install one washer 6 onto the pinion aligning
tool. Install pinion 7 onto the aligning tool. In-
stall bearing 8 and another washer 6 onto the
aligning tool.
4. Grasp the assembled pinion group to hold it to-
gether. Remove the aligning tool and install the
pinion group into carrier 3 or 26 (splined end
upward).
5. Repeat Steps (2) through (4) for the remaining
pinion groups. Place carrier assembly 3 or 26
(splined end upward) in a press.
6. Align a pinion group by inserting the pinion
aligning tool through the bottom of the carrier
and into a spindle bore in carrier 3 or 26. Leave
the aligning tool in place and allow the spindle
to displace the tool during installation.
7. Start a chilled spindle 4 into the top of carrier 3
or 26, aligning its recess for ball 5 with the re-
cess in carrier assembly 3 or 26.
1. Remove snapring 15, backplate 14, three inter-
nal-splined clutch plates 12, and two external-
splined clutch plates 13.
2. Install compressor tool J 7441 (Figure 6–64).
3. Compress Belleville spring 10 and remove
snapring 11 and the spring. Remove the tool.
4. Remove piston assembly 7. Do not remove
check balls 8 from piston 9.
5. Refer to Paragraph 4–17 and remove lip-type
sealring 6.
6. Remove sealring 5 from the rear hub of drum 4.
7. Remove two step-joint sealrings 1 from the
front hub of drum 4.
8. Do not remove dowel pins 3 from drum 4.
b. Assembly (Foldout 19,B)
1. Install sealring 5 onto the rear hub of drum 4.
2. Refer to Paragraph 4–17 and install lip-type
sealring 6 onto drum 4. Make sure the lip of
sealring 6 is facing the piston (rearward).
SPRING PRESS RAM
COMPRESSOR
J 7441 BELLEVILLE
PISTON SPRING

8. Install ball 5 into the recess in spindle 4 and re-

tain it with oil-soluble grease, and press spin-
dle 4 into carrier assembly 3 or 26 until it
bottoms firmly.

9. Repeat Steps (6) through (9) for installation of

the remaining three spindles 4 and balls 5.

SNAPRING CLUTCH DRUM

10. Apply a coating of transmission fluid around H03590

spindle locations to avoid rust oxidation of the

chilled spindles. Figure 6–64. Compressing High-Range Clutch Spring

6–58 Copyright © 1997 General Motors Corp.

 REBUILD OF SUBASSEMBLIES
3. Install piston assembly 7 into clutch drum as-
sembly 2. The flatter side of the piston must be
toward the drum.
4. Install Belleville spring 10, concave side first,
onto piston 9.
5. Install compressor tool J 7441 (Figure 6–64).
6. Compress the piston spring and install
snapring 11. Remove the tool.
7. Install two step-joint sealrings 1 into the
grooves in the front hub of drum 4. New seal-
rings may require preforming by wrapping
them, for a few seconds, around a circular ob-
ject about two-thirds the diameter of the seal-
ring groove. Retain the sealrings with oil-
soluble grease.
8. Do not install the clutch plates, backplate, and
snapring (Items 12 through 15) at this time.
These parts are installed at reassembly of the
transmission (Section 7).
6–47. TRANSMISSION MAIN HOUSING
ASSEMBLY
a. Disassembly (Foldout 19,A)
1. Remove snapring 1 from the front face of
transmission housing 11.
2. Remove converter pressure relief valve seat 2,
valve 3, and spring 4. If present, remove snap-
ring 26, converter pressure regulator valve seat
25, valve 24, and spring 23. Remove pins 9 if
replacement is necessary.
3. Remove breather 13 and reducer bushing 12
from housing 11.
4. Remove drain tube 10 (if used) and transfer
tube 8 (if present) if replacement is necessary.
5. Remove hub 20 only if replacement is neces-
sary. Press or drive the hub toward the rear of
housing 11 to remove it.
6. If present, remove visual level indicator 31. If
indicator 31 is not used, remove two washers
33 and plugs 32.
Copyright © 1997 General Motors Corp.
b. Assembly (Foldout 19,A)
1. If hub 20 was removed, chill hub 20 in dry ice.
Use two 1⁄2-20 x 3 inch headless guide bolts
screwed into opposite holes in the hub to aid in
installation. Align the bolt holes in the hub
with those in housing 11, and press or drive the
hub into the rear side of the partition in the
housing.
2. If transfer tube 8 was removed, install a new
tube (small diameter first) into the front of
housing 11. Press the tube to a depth of 0.01–
0.05 inch (0.25–1.27 mm). If drain tube 10
(dropbox models) was removed, install a new
tube into the front of housing 11. Press the tube
into the housing boss to a height of 1.14–1.18
inch (28.95–29.97 mm).
3. Install reducer bushing 12 and breather 13 into
housing 11. Tighten them sufficiently to pre-
vent leakage.
4. If pins 9 were removed, install two new pins
into the transmission main housing. Press the
pins into the bores to a depth of 0.08–0.12 inch
(2.03–3.04 mm).
5. Install spring 4, converter pressure relief valve
3 (concave side first), and valve seat 2 onto the
upper right pin 9. The edge of the bore of seat 2
should be sharp and square. If the same seat is
being reused, it may be reversed when install-
ing it to make use of the unworn edge. Com-
press the spring and install snapring 1 to retain
the valve components.
6. For models with retarder, install spring 23,
converter pressure regulator valve 24 (concave
side first), and valve seat 25 onto the upper left
pin 9. The edge of the bore of seat 25 should be
sharp and square. If the same seat is being re-
used, it may be reversed when installing it to
make use of the unworn edge. Compress the
spring and install snapring 26 to retain the
valve components.
7. Install visual level indicator 31 or washers 33
and plugs 32, if removed. Tighten the threaded
fasteners sufficiently to prevent leakage.
6–59
 Section 7 — ASSEMBLY
ASSEMBLY OF TRANSMISSION
OF TRANSMISSION
7–1. SCOPE
This section covers assembly of the transmission
from subassemblies and parts. Procedures that apply RING GEAR

to specific models are identified. Procedures common GEAR HUB

to all models have no model identification. Refer to BEARING
the exploded views (Foldouts 8 through 37) for parts RETAINER
identification.

7–2. GENERAL INFORMATION FOR

BOLT HOLE
FINAL ASSEMBLY
Refer to Sections 4 and 8 for general assembly infor-
mation as follows:
Paragraph Title H00978.01
4–8 Tools, Equipment
4–9 Replacement Parts
Figure 7–1. Installing Splitter Ring
4–10 Careful Handling Gear and Hub
4–12 Assembly Procedures
4–16 Tight-Fit Flanges
4–17 Teflon® Lip-Type
Sealrings
4–18 Determining PTO
Backlash Limits
4–19 Torque Specifications
8–1 Wear Limits Data
8–2 Spring Data

7–3. TRANSMISSION ASSEMBLY

(All Models)
a. Installing Splitter Ring Gear, Intermediate-
Range Carrier Assembly, High-Range Clutch,
and Intermediate-Range Clutch
1. For CL(B)T models, install hub 13 (Foldout
17,B) into ring gear 11 and install snapring 14
into the ring gear. For M 6600 and S 6600 Se-
ries models install hub 31 (Foldout 18,B) into
ring gear 29 and install snapring 32 into the
ring gear. Install retainer 28 (Foldout 19,A)
and press bearing 27 into place on hub 13
(Foldout 17,B) or 31 (Foldout 18,B)
2. Position the transmission main housing, front
end upward. Install, as a unit, the splitter ring
gear, gear hub, bearing, and bearing retainer
(Figure 7–1). Align the bolt holes in the re-
tainer with the bolt holes in the transmission
housing. Using care not to damage the bearing,
tap the hub to seat the bearing in its bore.
BEARING
RETAINER
BOLT (6), 1⁄2-20 x 17⁄8 in.
TRANSMISSION HOUSING
H00979.01
Figure 7–2. Installing Splitter Ring Gear
and Bearing Retainer Bolts
3. Install six 1⁄2-20 x 17⁄8 inch self-locking bolts
30 and toothed lockwashers 29 (Foldout 19,A)
that secure the bearing retainer to the transmis-
sion housing (Figure 7–2). Tighten the bolts to
96–115 lb ft (131–155 N·m).
4. Turn the transmission housing assembly over
and position it on wood blocks, front end
downward. Block the transmission at least six
inches above the work surface to allow for

Copyright © 1997 General Motors Corp. 7–1

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
space to reach under and rotate the splitter ring 9. Install, as a unit, splitter output shaft 3 (Fold-
gear hub, which will be installed in Step (9). out 26,A), collector ring 11 (Foldout 25), and
For 5000 Series models install two 2.7 inch (69 splitter shaft bearing 5 (Foldout 26,A) (Figure
mm) anchor keys 17 (Foldout 25). For 6000 7–7). If necessary, reach up under the transmis-
Series models, install two 1.7 inch (43 mm) an-
sion and rotate the splitter ring gear hub in or-
chor keys 17. Install compression ring 15 (Fig-
ure 7–3). For 6000 Series models, install der to align all splines.
spacer 21.
10. If the area is accessible, install splitter output
CAUTION: shaft snapring 6 from inside the front end of
Center the high-range clutch and drum assembly the transmission main housing (Figure 7–42).
with extreme care during installation to avoid
damaging the sealrings on the clutch drum hub.

5. To aid in lifting the high-range clutch and

drum assembly, install backplate 14 (Foldout
19,B) and snapring 15 into high-range clutch
CLUTCH
drum 4. Grasp the backplate and lower the DRUM
clutch and drum assembly into the transmis-
sion. Align the splines of the high-range clutch SNAPRING
drum hub with the splines in the splitter ring
gear hub (Figure 7–4).
BACKPLATE
6. Install intermediate-range sun gear 1 (Foldout
25) (Figure 7–5). Align the sun gear splines
with high-range clutch drum splines.
SPLITTER RING
7. If hub 23 was removed from intermediate- GEAR HUB
range planetary 25, install the hub. Secure it
with retaining ring 24. H00981.01

8. Install the intermediate-range planetary carrier

Figure 7–4. Installing High-Range
assembly onto the sun gear (Figure 7–6). Align
Clutch Drum
each of four pinion gears with the sun gear. In-
stall sealring 10 into the carrier.

KEY SLOT

RING
SUN GEAR

SPLINES

H00980.01 H00982

Figure 7–3. Installing Compression Ring Figure 7–5. Installing Intermediate-Range Sun Gear

7–2 Copyright © 1997 General Motors Corp.

 ASSEMBLY OF TRANSMISSION

SNAPRING

CLUTCH
DRUM

CARRIER

SUN GEAR

BACKPLATE
SEALRING

H00985.01

H00983.01
Figure 7–8. Removing High-Range Clutch Snapring and
Backplate
Figure 7–6. Installing Intermediate-Range
Planetary Carrier Assembly

RING GEAR

CARRIER
ASSEMBLY

SPLITTER
SHAFT

BEARING

H00986.01

Figure 7–9. Installing Intermediate-Range Ring Gear

COLLECTOR RING (Models Without High-Speed Reverse Capabilities)

H00984.01
Figure 7–7. Installing Splitter Output Shaft
11. Remove large high-range clutch drum snapring
15 (Foldout 19,B) from clutch drum 4. Remove
clutch backplate 14 (Figure 7–8).
CAUTION:
Do not interchange 5000 Series and 6000 Series
ring gears. Installation of the wrong ring gear will
cause transmission failure. For identification pur-
poses, the 6000 Series ring gear is slightly longer
than the 5000 Series ring gear. Refer to the current
Parts Catalog PC1860EN if necessary.
12. For models without high-speed reverse (H.S.R.)
capabilities, install intermediate-range ring gear
14 or 20 (Foldout 25), with the shorter counter-
bore upward (toward the rear of the transmis-
sion), onto the intermediate-range planetary
carrier assembly (Figure 7–9). For models with
high-speed reverse (H.S.R.) capabilities, install
intermediate-range ring gear 27 or 28 (Foldout
25), with the counterbore upward (toward the
rear of the transmission), onto the intermediate-
range planetary assembly.
13. Beginning with an internal-splined plate 12
(Foldout 19,B), alternately install three internal-
splined clutch plates 12 and two external-splined
high-range clutch plates 13 (Figure 7–10) until
all five high-range clutch plates are installed.

Copyright © 1997 General Motors Corp. 7–3

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
14. Re-install high-range clutch backplate 14. Re-
install high-range clutch internal snapring 15
(Figure 7–11).
15. For 5000 Series models, install the intermedi-
ate-range clutch backplate 16 (Foldout 25),
aligning the keyways with the anchor keys
(Figure 7–12). Be certain compression ring 15
is positioned against the surface of the main
housing where the backplate seats.
16. Install intermediate-range clutch anchor 18 or
22, aligning the keyways with the anchor keys
(Figure 7–13).
EXTERNAL-SPLINED
PLATE
INTERNAL-SPLINED
PLATE
H00987
17. Beginning with an internal-splined plate 29, al-
ternately install one internal-splined clutch plate
and one external-splined clutch plate 30 (Figure
7–14). Continue in this manner until all six
(5000 Series models) or eight (6000 Series
models) intermediate-range clutch plates are in-
stalled.
18. Install fourteen intermediate-range clutch piston
return springs 19 into clutch anchor 18 or 22
(Figure 7–15).
19. Refer to Paragraph 4–17 and install sealrings 31
and 33 onto piston 32. Be sure the lips of the
sealrings face the piston housing (rearward).
20. If removed, install pin 36 into piston housing
35. Press the head of the pin flush against the
surface of the piston housing. Install piston 32,
with sealrings, into piston housing assembly 34.
21. Install, as a unit, the intermediate-range
clutch piston and piston housing (Figure 7–
16). Align the dowel pin with the keyway in
the transmission housing. Align the hydraulic
passage with the hydraulic passage in the
transmission housing.

Figure 7–10. Installing High-Range

Clutch Plates

BACKPLATE

SNAPRING

COMPRESSION
RING

BACKPLATE

ANCHOR
KEYWAY
H00988 H00989

Figure 7–11. Installing High-Range Figure 7–12. Installing Intermediate-Range Clutch

Clutch Backplate Snapring Backplate (5000 Series Models)

7–4 Copyright © 1997 General Motors Corp.

 ASSEMBLY OF TRANSMISSION
b. Installing Low-Range Ring Gear,
ANCHOR
Low-Range Clutch, and Reverse
Clutch Anchor
1. Install low-range ring gear 22 (Foldout 26,A)
with the longer, outer shoulder downward
(Figure 7–17). Engage the internal splines of
the ring gear with the intermediate-range car-
rier splines.

2. Install two (one at each side) anchor keys 24

(approximately 1.25 inches (32 mm) long)
into the keyways in the transmission housing
(Figure 7–18).

KEYWAY H00990.01
TRANSMISSION
HOUSING
Figure 7–13. Installing Intermediate-Range Clutch
Anchor (5000 Series Models)

EXTERNAL-SPLINED
PLATE

INTERNAL-SPLINED DOWEL PIN

PLATE
HYDRAULIC PASSAGE PISTON
HOUSING

KEYWAY

H00991 H00993.01

Figure 7–14. Installing Intermediate-Range Clutch

Figure 7–16. Installing Intermediate-Range Clutch
Plates
Piston Housing and Piston

SPRING

LOW-
RANGE
RING GEAR
ANCHOR SPLINES

H00992
H00994.01

Figure 7–15. Installing Intermediate-Range Clutch

Piston Return Springs Figure 7–17. Installing Low-Range Ring Gear

Copyright © 1997 General Motors Corp. 7–5

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
3. Install low-range clutch anchor 23, flat side up-
ward, aligning the keyways in the anchor with
the anchor keys (Figure 7–19).
4. Beginning with an internal-splined plate 26, al-
ternately install one internal-splined clutch
plate and one external-splined clutch plate 27
(Figure 7–20). Continue in this manner until
all eight (CL(B)T 5000 and 6000 Series mod-
els) or ten (M 6600 and S 6600 Series models)
low-range clutch plates are installed.
5. Install fourteen low-range clutch piston return
springs 25 into low-range clutch anchor 23
(Figure 7–21).
6. Refer to Paragraph 4–17 and install sealrings 28
and 30 onto piston 29. Be sure the lips of the
sealrings face the piston housing (rearward).
ANCHOR
KEY
H00995.01
KEYWAY
Figure 7–18. Installing Anchor Key
ANCHOR
ANCHOR
KEY
H00996
Figure 7–21. Installing Low-Range Clutch Piston Return
Figure 7–19. Installing Low-Range Clutch Anchor
7–6 Copyright © 1997 General Motors Corp.
7. If removed, install pin 33 into piston housing
32. Press in the pin until the head of the pin is
flush against the surface of the piston housing.
Install piston 29, with sealrings, into piston
housing assembly 31.
8. Install, as a unit, the low-range clutch piston
housing and piston. Align the dowel pin with
the keyway. Align the hydraulic passage with
the hydraulic passage in the transmission hous-
ing (Figure 7–22).
9. Install two (one at each side) anchor keys 17
(Foldout 26,B) (approximately 1.7 inches (43
mm) long) into the keyways. Install, flat side
upward, reverse-clutch anchor 15, aligning the
keyways with the anchor keys (Figure 7–23).
RING GEAR
ANCHOR
INTERNAL-SPLINED
PLATE
H00997.01
EXTERNAL-SPLINED PLATE
Figure 7–20. Installing Low-Range Clutch Plates
SPRING
ANCHOR
H00998
Springs
 ASSEMBLY OF TRANSMISSION
10. Using compressor J 7470-A, compress the pis- c. Installing Low-Range and Reverse Planetaries
ton springs and install a T-bar or bolt into the and Reverse Clutch
side of the transmission housing to hold the
spring pressure (Figure 7–24). CAUTION:
11. Install four retainers 12 (Foldout 25) into a
Rotate each pinion so the snapring is cleared as
groove in the low-range ring gear. Secure the the output shaft is installed in Step (1). The
retainers with eight 3⁄8-24 x 5⁄8 inch self-locking snapring must seat against the carrier.
bolts 13 (Figure 7–25). Tighten the bolts to 41–
49 lb ft (56–66 N·m). Be sure the splines of the
intermediate-range carrier and the low-range
ring gear are aligned.

RETAINER
RING
GEAR
PISTON
HOUSING

DOWEL PIN
HYDRAULIC PASSAGE

KEYWAY
BOLT (8), 3⁄8-24 x 5⁄8 in.
H00999
OIL PASSAGE

Figure 7–22. Installing Low-Range Clutch Piston H01001.01

Housing and Piston

.

Figure 7–25. Installing Low-Range Ring Gear

Retainer Bolts

LOW-RANGE
SUN GEAR
ANCHOR

PINION
ANCHOR
KEY (2) H01000.01 CARRIER

Figure 7–23. Installing Reverse Clutch Anchor

J 7470-A

T-Bar

TRANSMISSION
OUTPUT SHAFT
SNAPRING PINION H01002

H03899

Figure 7–24. Compressing Clutch Return Springs Figure 7–26. Installing Transmission Output Shaft
Copyright © 1997 General Motors Corp. 7–7
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS

EXTERNAL-SPLINED
SUITABLE LIFTING
PLATE
DEVICE
RING
GEAR

REVERSE
PLANETARY ANCHOR
OUTPUT SHAFT
RING GEAR INTERNAL-SPLINED
PLATE

H01005
REVERSE
PLANETARY
CARRIER Figure 7–28. Installing Reverse Clutch Plates

5. Beginning with an internal-splined plate 18, al-

ternately install one internal-splined clutch
BEARING plate and one external-splined clutch plate 19
(Figure 7–28). The internal-splined plate en-
gages reverse ring gear 5, and the external-
splined plate engages reverse clutch anchor 15.
Continue in this manner until all ten reverse
clutch plates are installed.
6. Install fourteen reverse-clutch piston return
LOW-RANGE PLANETARY
CARRIER ASSEMBLY
springs 16 into holes in the clutch anchor (Fig-
ure 7–29).
H03583

Figure 7–27. Installing Reverse Planetary NOTE:

Carrier Assembly
1. Install the transmission output shaft, with the
snapring in place, into the low-range planetary
carrier (Figure 7–26).
2. Build the low and reverse planetary carrier as-
semblies to be installed as a unit.
3. Install bronze thrust washer 21 (Foldout 26,A)
onto low-range carrier hub 11. Install reverse sun
gear 1 (Foldout 26,B) over the hub of the carrier.
4. Install the bronze thrust washer 4 onto reverse
sun gear 1. Install reverse planetary carrier as-
sembly 6 and bearing 14 onto the reverse sun
gear. Attach a suitable lifting device to the out-
put shaft and install the low and reverse plane-
tary assemblies into the transmission. Rotate
the output shaft to engage the low sun gear and
ring gear (Figure 7–27).
7–8 Copyright © 1997 General Motors Corp.
• For straight-through models, proceed with Para-
graph 7–3d.
• For dropbox models, proceed to Paragraph 7–3e.
d. Installing Output Drive Housing Components
(Straight-Through Models)
1. Using enough petrolatum to hold the gasket in
place, install the gasket over the dowel pins on
the front side of the output drive housing (Fig-
ure 7–29).
2. Install the output drive housing (Figure 7–29).
Retain it with twenty-seven 5⁄8-11 x 13⁄4 inch bolts
22 (Foldout 19,A) and lockwashers 21 (installed
from the front of the main housing rear flange),
and (in some models) two 5⁄8-11 x 33⁄4 inch bolts 9
and 48 (Foldout 28) and lockwashers 8 and 49,
installed at the rear of the housing. Tighten the
bolts to 117–140 lb ft (159–189 N·m).
 ASSEMBLY OF TRANSMISSION

OUTPUT
DRIVE
HOUSING

SPRING SPEEDOMETER
DRIVE GEAR
(NON-ELECTRIC
MODELS) SHAFT
GASKET

ANCHOR
H01006

Figure 7–29. Installing Output Drive Housing

NOTE:
H01007
• For models using output drive housing 4 or 8
(Foldout 27) proceed with Step (3). Figure 7–30. Installing Speedometer Drive Gear
• For models using output drive housing 2 (Fold-
out 28) proceed to Step (4).

3. On models using housing assembly 4 or 8

(Foldout 27), install coupling 19, shims 15 (see RETAINER
Paragraph 4–16b), retainer washer 16, lockstrip BEARING
17, and two 1⁄2-20 x 11⁄4 inch self-locking bolts
GASKET
18. After shim pack is determined and installed,
tighten the bolts to 96–115 lb ft (131–155 N·m).
Bend a corner of the lockstrip against each bolt SPACER

head. Proceed to Paragraph 7–3f.

4. For manual-hydraulic models using housing as-
sembly 2 (Foldout 28), install speedometer drive
gear 10, gear tooth end first, onto the output
shaft (Figure 7–30). For electric-shift models,
press gear 14 (if removed) onto gear 13 and in-
H01009.01
stall gear assembly 12, spur-tooth gear last, onto
the shaft. Figure 7–31. Installing Rear Bearing Retainer

5. If gear 10 is used, install spacer 11 slot upward
(Figure 7–31). If gear assembly 12 is used, in-
stall spacer 15. Position the spacer gap at ap-
proximately the 5 o’clock position to accept
magnetic pickup 23.
6. Heat bearing 16 to 200°F (93°C) in a transmis-
sion fluid bath (approximately 30 minutes). In-
stall the bearing so the outer race is against
7. Install gasket 38 and the speedometer drive shaft
assembly into the output drive housing (Figure
7–32). Secure the assembly with two 5⁄16-18 x 7⁄8
inch screw assemblies 44. Tighten the bolts to
13–16 lb ft (18–21 N·m).
8. Install gasket 7 and rear bearing retainer as-
sembly 19, and secure the retainer with eight
5⁄8-11 x 13⁄4 inch bolts 18 and lockwashers 17

spacer 11 or 15 and the inner race is against (Figure 7–31). Tighten the bolts to 117–140 lb
speedometer drive gear 10 or 13. ft (159–189 N·m).
Copyright © 1997 General Motors Corp. 7–9
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
SLEEVE
DRIVE HOUSING
GASKET
SHAFT
H01008
Figure 7–32. Installing Speedometer
Drive Shaft Assembly
9. Coat the threads of magnetic pickup 23 with
pipe sealant with Teflon® (do not use Teflon®
tape) and screw in the pickup until it touches
the OD of gear 14. Back it off three-quarters of
a turn and tighten the nut to 13–16 lb ft (18–21
N·m). If pickup 23 is not used, install 5⁄8-18 x 1
inch bolt 24 and flat washer 25. Tighten bolt 24
to 134–160 lb ft (182–216 N·m). Proceed to
Paragraph 7–3f.
e. Installing Transfer Gear Housing Assembly
and Rear Cover (Dropbox Models)
1. Suspend the transfer gear housing assembly on
a sling, balancing it in a horizontal position
(Figure 7–33). Using enough petrolatum to hold
the gasket in place, install the gasket over the
dowel pins on the front side of the transfer gear
housing. Install the housing assembly and retain
it with twenty-seven 5⁄8-11 x 13⁄4 inch bolts 22
(Foldout 19,A) and lockwashers 21. Tighten the
bolts to 117–140 lb ft (159–189 N·m).
2. Install the drive gear assembly onto the output
shaft (Figure 7–34).
3. For later models with idler gear roller bearings,
install the idler gear bearing outer race into the
bore in the transfer gear housing. Install the
idler gear assembly into the housing. The
speedometer drive plug, if present, will be up-
ward (Figure 7–34).
7–10 Copyright © 1997 General Motors Corp.
GASKET
TRANSFER
GEAR
HOUSING
TRANSMISSION
HOUSING
H01010.01
Figure 7–33. Installing Transfer Gear Housing
(Some Models)
NOTE:
• For dropbox models without rear output discon-
nect(s) (Foldout 29 or 31), proceed with Step (4).
• For dropbox models with rear output discon-
nect(s) (Foldout 30), proceed to Step (14).
4. For models equipped with gear 58 (Foldout
29), press the inner race and rollers of tapered
bearings 57 and 59 onto gear 58. Place the
outer race of bearing 57 into the transfer gear
housing and lower the gear assembly into
place.
5. For models equipped with gear 54 (Foldout 29)
or 63 (Foldout 31), install the gear onto the out-
put shaft. Install the rear spacer (Figure 7–35).
Install the bearing onto the shaft (Figure 7–36).
6. For models that do not have a rear output and
that are equipped with gear 54 (Foldout 29), re-
fer to Paragraph 4–16b to select a shim pack.
Install shim(s) 66, retainer washer 67, lockstrip
68, and two 1⁄2-20 x 11⁄4 inch bolts 69. Tighten
the bolts to 96–115 lb ft (131–155 N·m). Bend
a corner of the lockstrip against each bolt head.
 ASSEMBLY OF TRANSMISSION
touches the drive gear. Back it off three-quarters
SPEEDOMETER of a turn and tighten the nut to 13–16 lb ft (18–
DRIVE PLUG 21 N·m). If the pickup is not used, install 5⁄8-18 x
IDLER GEAR HOUSING
1 inch bolt 18 and flat washer 19 (Foldout 29) or
DRIVE GEAR bolt 34 and flat washer 35 (Foldout 31). Tighten
SHAFT
the bolt to 134–160 lb ft (182–216 N·m).
8. For all models shown on Foldouts 29 and 31,
install the gasket onto the transfer gear housing
(Figure 7–37).
9. For later models with idler gear roller bearings,
install the idler gear bearing outer race into the
bore in the rear cover. Using a sling, install the
H01011
cover. Retain the cover and magnetic pickup
Figure 7–34. Installing Transfer Idler Gear Assembly shield 62 (Foldout 29) or 76 (Foldout 31), if re-
(Earlier Models) quired, with twenty-six 1⁄2-13 x 13⁄4 inch bolts
64 and lockwashers 63 (Foldout 29) or bolts 78
. and lockwashers 77 (Foldout 31). Tighten the
bolts to 67–80 lb ft (91–108 N·m).
SPACER 10. For models that include a speedometer drive,
DRIVEN GEAR install the washer and seal onto the shaft (Fig-
ure 7–38). Install the assembly, engaging the
shaft with speedometer plug 52 (Foldout 29) or
69 (Foldout 31). Install gasket 83 (Foldout 29)
and speedometer drive sleeve assembly 85 and
SHAFT
retain them with two 5⁄16-18 x 7⁄8 inch screw as-
semblies 89. Or, install gasket 89 (Foldout 31)
H01012
and speedometer drive sleeve assembly 91 and
retain them with two 5⁄16-18 x 7⁄8 inch screw as-
Figure 7–35. Installing Transfer Driven-Gear semblies 95. Tighten the screw assemblies to
Rear Spacer
13–16 lb ft (18–21 N·m).

WASHER 11. For models without a speedometer drive, in-

SHIMS
BEARING
12. For models equipped with gear 58 (Foldout
H01013
13. For all models shown on Foldout 29, install
Figure 7–36. Installing Bearing Retainer Washer
7. For electric-shift models, coat the thread of mag-
netic pickup 17 (Foldout 29) or 33 (Foldout 31)
with pipe sealant with Teflon® (do not use Tef-
lon® tape) and screw in the pickup until it
stall gasket 91 and cover 90 (Foldout 29) or
gasket 97 and cover 96 (Foldout 31). Retain
the cover with two 5⁄16-18 x 7⁄8 inch screw as-
semblies 89 (Foldout 29) or 95 (Foldout 31).
Tighten the screw assemblies to 13–16 lb ft
(18–21 N·m).
29), install the outer race of bearing 59. Select
and install shims 99 and install bearing plate
100 as shown in Figure 7–39.
gasket 65. Install either bearing retainer 71
with sealring 70 in place (Figure 7–40) or
spacer 74 and bearing retainer assembly 75,
pipe nipple 79 downward (Figure 7–41). Install
six 1⁄2-13 x 13⁄8 inch bolts 73 and lockwashers
72 or six 1⁄2-13 x 11⁄2 inch bolts 81 and lock-

Copyright © 1997 General Motors Corp. 7–11

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
washers 80. For all models shown on Foldout
31, install gasket 79. Install spacer 80 and
bearing retainer assembly 81, pipe nipple 85
downward (Figure 7–41). Install six 1⁄2-13 x
11⁄2 inch bolts 86 and lockwashers 87. Tighten
the bolts to 67–80 lb ft (91–108 N·m). Proceed
to Paragraph 7–3f. COVER

14. For models with rear output disconnects (Fold-

out 30), press bearing 55 (without snapring in
place) to a seat against the shoulder of shaft 56.
Install spacer 54, gear 53, and spacer 52. Press
bearing 51 to a seat against the assembled parts GASKET
on the shaft. Install the assembled shaft into
the transfer gear housing. TRANSFER
GEAR HOUSING
15. For electric-shift models, coat the threads of
magnetic pickup 15 with pipe sealant with Te- H01014.01

flon® (do not use Teflon® tape) and screw in

the pickup until it touches the drive gear. Back Figure 7–37. Installing Transfer Gear
it off three-quarters of a turn and tighten the Housing Cover
nut to 13–16 lb ft (18–21 N·m). If pickup 15 is
not used, install 5⁄8-18 x 1 inch bolt 17 and flat SHAFT
washer 16. Tighten bolt 17 to 134–160 lb ft SEAL
(182–216 N·m).
WASHER
16. Install the gasket onto the transfer gear housing
(Figure 7–37).

; ;
17. For later models with idler gear roller bearings,

;
install the idler gear bearing outer race into the H01015
bore in the rear cover. Using a sling, lower the
cover onto the housing. Retain the cover (and Figure 7–38. Installing Speedometer Drive Shaft

;;;;;;
;
magnetic pickup shield 59 (Foldout 30), if
used) with twenty-six 1⁄2-13 x 13⁄4 inch bolts 61

;;
;;;
and lockwashers 60. Tighten the bolts to 67–80 TAPERED BEARING INNER RACE
lb ft (91–108 N·m). OUTER RACE BEARING
RETAINER
BEARING
18. Install the snapring onto bearing 55.

;;;
ROLLERS
PLATE
19. Install coupling 62 and retain it with snapring
63. Install gasket 64, adapter 65, and gasket 66. Select a shim
pack which is
Install the assembled output disconnect assem- 0.011–0.013 in.
(0.280–0.330 mm)
bly (Items 69–87) and retain it with six 1⁄2-13 x larger than
13⁄4 inch bolts 67 and lockwashers 68. Tighten measured
GAP A.
the bolts to 67–80 lb ft (91–108 N·m). DRIVEN
GEAR GAP A
20. Install gasket 103, adapter 104, and gasket 105. TRANSFER GEAR
HOUSING REAR
Install the assembled output disconnect assem- COVER V01016.01
bly (Items 108–127), and retain it with six 1⁄2-
13 x 23⁄4 inch bolts 107 and lockwashers 106. Figure 7–39. Installation of Tapered Roller
Tighten the bolts to 67–80 lb ft (91–108 N·m). Bearing Shims

7–12 Copyright © 1997 General Motors Corp.

 ASSEMBLY OF TRANSMISSION
21. For models that include a speedometer drive,
install the washer and seal onto the shaft (Fig-
ure 7–38). Install the assembly, engaging the
shaft with speedometer plug 49 (Foldout 30).
Install gasket 96 and speedometer drive sleeve
assembly 98 and retain them with two 5⁄16-18 x
7⁄8 inch screw assemblies 102. Tighten the
screws to 13–16 lb ft (18–21 N·m).
22. For models without a speedometer drive, install
gasket 93 and cover 94. Retain the cover with
two 5⁄16-18 x 7⁄8 inch screw assemblies 102.
Tighten the screws to 13–16 lb ft (18–21 N·m).
SPEEDOMETER
SLEEVE ASSEMBLY
BOLT (2), 5⁄16-18 x 7⁄8 in.
GASKET
BEARING RETAINER H01017.01
Figure 7–40. Installing Transfer Driven Gear Rear
Bearing Retainer
BEARING
RETAINER
PIPE
NIPPLE
SPACER
GASKET
H01018.01
Figure 7–41. Installing Rear Bearing Retainer
Copyright © 1997 General Motors Corp.
f. Installing Splitter Output Shaft Snapring,
Splitter-High Clutch
CAUTION:
Keep the transmission rear higher than the
transmission front. If the transmission is lowered
to a horizontal position, or the transmission rear
is lowered below the transmission front, some
parts within the housing could shift, preventing
access to the splitter shaft snapring groove.
1. Attach a two-strand lifting sling to the transmis-
sion rear mounting pads and raise the transmis-
sion until the front end clears the work table.
2. Rearrange the wood blocks and lower the
transmission with the forward edge of the pan
splitline resting on the block (Figure 7–42).
3. If not previously installed, install the splitter
shaft snapring (Figure 7–42). Then lower the
rear of the transmission onto wood blocks, and
remove the sling from the rear mounting pads.
4. Attach the sling to the front face of the main
housing. Raise the assembly and attach support
legs J 23556 (Paragraph 4–8). Lower the assem-
bly to rest on the support legs (Figure 7–43).
5. Install two anchor keys 25 (Foldout 17,B) or 3
and 4 (Foldout 18,B) (approximately 3.91
inches (99 mm) long), stepped ends first,
longer sides inward, into keyways at the front
of the transmission housing (Figure 7–44). Re-
fer to Paragraph 4–17 and install sealrings 23
and 24 onto piston 22 (Foldout 17,B), sealrings
32 and 33 onto piston 31, or sealrings 15 and
17 onto piston 16 (Foldout 18,B). Be sure the
lips of the lip-type sealrings face the piston
housing (rearward). Install the piston, with
sealrings, into housing 26 or 35 (Foldout 17,B)
or 18 (Foldout 18,B). Install, piston upward,
the splitter-high clutch piston and housing as-
sembly, being sure to index hydraulic passages.
Install, flat side first, splitter-high clutch an-
chor 19 or 29 (Foldout 17,B) or 5 (Foldout
18,B). Align the keyways in the anchor with
the anchor keys.
6. Install the splitter-high jumper tube and hose as-
sembly, hose end first, through the transmission
housing into the hydraulic passage of the split-
ter-high clutch piston housing (Figure 7–45).
7–13
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS

MOUNTING PISTON
PAD HOUSING

ANCHOR
KEY
MOUNTING PAD KEYWAY

SNAPRING
ANCHOR
H01021.01
SPLITTER
OUTPUT
SHAFT Figure 7–44. Installing Splitter-High
Clutch Anchor
BLOCK
7. Beginning with an external-splined plate, alter-
nately install one external- and one internal-
BLOCK
splined clutch plate (Figure 7–46). For CL(B)T
5000 and 6000 Series models, continue in this
manner until four plates 27 and 28 (Foldout
17,B), or six plates 17 and 18 are installed. For
H01019.01
M 6600 and S 6600 Series models, install eight
plates 7 and 8 (Foldout 18,B).
Figure 7–42. Installing Splitter Shaft Snapring
8. For CL(B)T 5900 and 6000 Series models, in-
stall fourteen pins 21 (Foldout 17,B), short end
first, into anchor 19 (5800 Series models do
not have spring pins). For M 6600 and S 6600
Series models, install fourteen pins 6 (Foldout
18,B), short end first, into anchor 5.

9. Install fourteen splitter-high clutch piston re-

turn springs 20 (Foldout 17,B) or 2 (Foldout
18,B) (Figure 7–47). Install splitter-high
TRANSMISSION
HOUSING clutch backplate 16 (Foldout 17,B) or 1 (Fold-
out 18,B) flat side first. Align the keyways in
the backplate with the anchor keys in the
transmission housing.

10. Install spacer 15 (Foldout 17,B) or 20 (Fold-

out 18,A) (Figure 7–48), notched area facing
down and open section toward the bottom of
SUPPORT the transmission housing. Secure the spacer
LEGS
J 23556 H01020 with two retainers 6 (Foldout 19,A) and two
3⁄8-16 x 3⁄4 inch bolts 5. Tighten the bolts to

26–32 lb ft (36–43 N·m).

Figure 7–43. Transmission Housing With 11. Install two jumper tubes and hose assemblies,
Three Support Legs Attached hose ends first (Figure 7–49).

7–14 Copyright © 1997 General Motors Corp.

 ASSEMBLY OF TRANSMISSION

BACKPLATE
HOSE

JUMPER
TRANSMISSION TUBE
HOUSING

SPRING (14)

H01022.01
ANCHOR KEY (2)
Figure 7–45. Installing Splitter-High
Jumper Tube

H01024

INTERNAL-SPLINED Figure 7–47. Installing Splitter-High

PLATE Clutch Backplate

BOLT (2), 3⁄8-16 x 3⁄4 in.

NOTCHED AREA
OPEN SECTION
SPACER

EXTERNAL-SPLINED
PLATE RETAINER

H01023

Figure 7–46. Installing Splitter-High Clutch Plates

RETAINER

NOTE:
• For models with retarder, proceed with Paragraph
7–3g. H01025.01

• For models without retarder, proceed to Para-

graph 7–3h. Figure 7–48. Installing Splitter-High Clutch
Backplate Spacer Retainers

g. Installing Splitter Planetary, Splitter-Low

Clutch, and Hydraulic Retarder
(Models With Retarder)
1. Heat the hydraulic retarder rotor in an oven or
hot transmission fluid bath to a maximum of
300°F (148°C). Do not use direct flame. Install
snapring 11 (Foldout 16,A) into the groove on
the largest splined diameter of the turbine out-
put shaft. Press the shaft, rear end first, into the
front of rotor 12. Seat the hub of the rotor
against snapring 11.
Copyright © 1997 General Motors Corp.
2. Install rotor washer 13 onto the rear of the tur-
bine output shaft. Install the hydraulic retarder
housing onto the assembled shaft and rotor
(Figure 7–50).
3. Install the ball bearing, sealring, and transfer
hub onto the rear of the retarder housing (Fig-
ure 7–51). Retain the hub with five 1⁄2-13 x 11⁄4
inch bolts 28 and lockwashers 27. Tighten the
bolts to 67–80 lb ft (91–108 N·m).
7–15
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS

HUB

SHAFT

FLAT
HOUSING
SIDE

SEALRING
HOSE BEARING

JUMPER TUBE

H01026.01

Figure 7–49. Installing Low-Range

and Intermediate-Range Jumper Tubes H01028

Figure 7–51. Installing Transfer Hub Onto Retarder

Housing (Models With Retarder)

HOUSING 4. If removed, install lockstrip 15 (Foldout

16,A) and one 5⁄16-24 x 21⁄8 inch bolt 14. The
bolt must pass through the web of the retarder
housing, and be threaded loosely into the pitot
tube which must be in the position shown in
Figure 7–52.

5. Install the splitter-low clutch and drum assem-

WASHER bly onto the rear of the turbine output shaft
(Figure 7–52). For models without a pitot, pro-
ceed to Step (8).

6. For models with a pitot, using a thin metal

SHAFT
ROTOR
H01027
Figure 7–50. Installing Retarder Housing Onto Retarder
Rotor and Turbine Shaft (Models With Retarder)
CAUTION:
For models not equipped with electric lockup, be
sure to position the pitot tube assembly correctly
during installation. Failure to position the pitot
tube assembly correctly will result in the absence
of pitot pressure in the transmission and loss of
lockup function.
strip between the clutch and drum assembly
and the retarder housing, position the pitot
tube to receive the remaining pitot tube bolt
(Figure 7–53 — use access holes in the re-
tarder rotor).
7. For models with a pitot, install a 5⁄16-24 x 21⁄8
inch bolt through the lockstrip, through the re-
tarder housing web, and into the pitot tube.
Tighten both pitot tube bolts to 14–16 lb ft
(19–21 N·m). Bend a corner of the lockstrip
against each bolt head.
8. Install three hook-type sealrings onto the tur-
bine output shaft (Figure 7–54).

7–16 Copyright © 1997 General Motors Corp.

 ASSEMBLY OF TRANSMISSION

TURBINE OUTPUT
SHAFT
PITOT TUBE
RETARDER
ROTOR

SEALRING

SNAPRING

SHAFT

DRUM
ASSEMBLY

H01029.01 H00827

Figure 7–52. Installing Splitter-Low Clutch and Drum Figure 7–54. Installing Sealrings Onto Turbine
Assembly (Non-Electric Lockup Models With Retarder) Output Shaft (Models With Retarder)

LOCKSTRIP

HOUSING HUB

BOLT
DRUM PRESSING TOOL
ASSEMBLY
BEARING

STRIP

H01031
SHAFT

Figure 7–55. Installing Splitter-Low Clutch Hub

H01030
Figure 7–53. Installing Pitot Tube Bolt
(Non-Electric Lockup Models With Retarder)
9. Install the splitter-low clutch hub over the splitter
planetary carrier, indexing the splitter sun gear
with the splitter carrier pinions (Figure 7–55).
Support the carrier on a press and place a press-
ing tool on the inner race of the bearing. Press
the bearing onto the hub of the carrier.
10. Tip the retarder housing so the rotor end of the
turbine shaft rests on the work table (Figure 7–
56). Install the splitter planetary carrier assem-
bly and splitter clutch hub onto the turbine
shaft. Install the snapring onto the end of the
turbine shaft.
11. Install the sealring onto the turbine shaft (Fig-
ure 7–57). For CL(B)T 5000 and 6000 Series
models (Foldout 17,A), beginning with an in-
ternal-splined clutch plate, alternately install

Copyright © 1997 General Motors Corp. 7–17

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
two internal-splined clutch plates 13 and one
external-splined clutch plate 14 into splitter-
low clutch drum 5. For M 6600 and S 6600 Se-
ries models (Foldout 18,A), beginning with an
internal-splined clutch plate, alternately install
three internal-splined clutch plates 17 and two
external-splined clutch plate 18 into splitter-
low clutch drum 19.
12. Install the backplate into the splitter-low clutch
drum (Figure 7–58). Install the internal
snapring.
TURBINE
SHAFT
SNAPRING
13. Attach a two-strand lifting sling to the rotor
side of the retarder housing. Using petrolatum
to hold the gasket in place, install the gasket
over the dowel pin on the rearward face of the
retarder housing (Figure 7–59). Lower the
housing and attached parts onto the transmis-
sion. Align the splines of the splitter-low clutch
hub with splines of the splitter-high clutch
plates inside the transmission. It may help to
use a screwdriver at Location A (Figure 7–59)
to engage the hub with the splitter-high clutch
plates. Engage the splitter ring gear, inside the
transmission, with the splitter planetary pin-
ions. Align the dowel pins in the retarder hous-
ing with the dowel pin holes on both sides of
the transmission housing. Install seven 1⁄2-13 x
13⁄4 inch bolts and lockwashers through the
transmission housing side of the splitline.
Tighten the bolts to 67–80 lb ft (91–108 N·m).

h. Installing Converter Housing Components

HUB 1. Block the converter housing in an upright posi-
tion (Figure 7–60). Install input pressure pump
CARRIER drive gear bearing 94 (Foldout 11) into the
housing. Install pump drive gear 92, longer end
of the hub toward the rear, into the housing re-
H01032
cess behind the bearing.

Figure 7–56. Installing Splitter Planetary Snapring

(Models With Retarder)

SNAPRING
INTERNAL-SPLINED PLATE

BACKPLATE
EXTERNAL-SPLINED
TURBINE PLATE DRUM
SHAFT DRUM

SEALRING

H01033
H01034

Figure 7–57. Installing Splitter-Low Clutch Plates Figure 7–58. Installing Splitter-Low Clutch
(Models With Retarder) Backplate Snapring (Models With Retarder)

7–18 Copyright © 1997 General Motors Corp.

 ASSEMBLY OF TRANSMISSION
2. Support the pump drive gear with one hand 5. Install bearing 87 into pump idler gear 88. Se-
and, with the other hand, engage pump drive cure the bearing with snapring 86 (Figure 7–65).
gear hub 56 and bearing 55 by pushing it half- Assemble, in the same manner, power takeoff
way into the pump drive gear (Figure 7–61). idler gear 7, bearing 8, and snapring 9 (if used).
Partial installation of the gear hub will allow
space for gear spacer 93 (Figure 7–62). 6. Install the pump idler gear and bearing assem-
3. Support the gear hub and bearing with one bly (snapring downward) over the idler gear
hand and, with the other hand, install pump spindle bore in the converter housing (Figure
gear spacer 93. Push the gear hub through the 7–66). Align the gear with the spindle bore.
spacer and all the way into the pump gear (Fig-
ure 7–62).
4. Tap on the gear hub to seat it in the pump drive CONVERTER
HOUSING
gear. Secure the bearing with snapring 54 (Fig-
ure 7–63). Install pump drive gear hub gasket
53 and cover 52 (Figure 7–64) onto the con-
verter housing and install six 3⁄8-16 x 7⁄8 inch GEAR
bolts 50 and lockwashers 51. Tighten the bolts
to 26–32 lb ft (36–43 N·m).

NOTE:
For later models, a roller bearing replaces the pump
idler gear (or PTO idler gear) ball bearing used in
earlier models.

BEARING
RETARDER
HOUSING

H01035

GASKET HUB

DOWEL Figure 7–60. Installing Input Pump Drive Gear

PIN

DOWEL
PIN
HOLES

GEAR

HUB

BEARING
SUPPORT LEGS
J 23556

H00818.02 H01036

Figure 7–59. Installing Retarder Housing Onto

Transmission Housing Figure 7–61. Installing Pump Drive Gear Hub

Copyright © 1997 General Motors Corp. 7–19

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
SPACER GEAR HUB
BEARING
H01037
Figure 7–62. Installing Pump Drive Gear Spacer
.
SNAPRING HUB
H01038
Figure 7–63. Installing Pump Drive Gear Hub
Bearing Snapring
7. Install one hook-type sealring onto the con-
verter ground sleeve (Figure 7–67). Install a
headless, 1⁄2-13 guide bolt into the tapped hole
at the bottom of the idler gear spindle bore. Us-
ing gloves, install spindle 89, which has been
chilled in dry ice. Remove the guide bolt and
secure the spindle with 1⁄2-13 x 21⁄2 inch bolt 91
and lockwasher 90. If power takeoff (PTO) is
used, install power takeoff idler gear 7 and
spindle 6 in the same manner. Tighten the
bolt(s) to 67–80 lb ft (91–108 N·m).
NOTE:
• For models with retarder, proceed with Paragraph
7–3i.
• For models without retarder, proceed to Para-
graph 7–3j.
7–20 Copyright © 1997 General Motors Corp.
SNAPRING
GASKET
GEAR HUB COVER
CONVERTER HOUSING
H00823
Figure 7–64. Installing Pump Drive Gear Hub Cover
SNAPRING
BEARING
GEAR
H01039
Figure 7–65. Installing Input Pump Idler Gear
(or PTO Idler Gear) Bearing Snapring (Earlier Models)
i. Installing Torque Converter Housing
(Models With Retarder)
CAUTION:
When lowering the torque converter housing,
lower it slowly and carefully, keeping it centered
over the turbine shaft, so the hook-type sealrings
on the shaft will not be damaged during the in-
stallation.
1. Attach a two-strand lifting sling to the con-
verter housing. Install the gasket over the
dowel pins on the rearward face of the torque
converter housing, using petrolatum to hold the
gasket in place. Lower the converter housing,
aligning dowel pins in the converter housing
with dowel pin holes on both sides of the re-
tarder housing (Figure 7–68).
 ASSEMBLY OF TRANSMISSION
go through the front flange of the retarder hous-
ing; the long bolts through the front of the trans-
mission housing and through the retarder
DRIVE GEAR housing. Two of the 5 inch bolts (Figure 7–69)
are located in the bottom of the transmission.
Tighten the bolts to 67–80 lb ft (91–108 N·m).
Proceed to Paragraph 7–3k.

j. Installing Splitter Planetary, Splitter-Low

Clutch, and Converter Housing
(Models Without Retarder)
SPINDLE BORE 1. Install the bearing assembly and four sealrings
onto the shaft (Figure 7–70). Install the shaft
with bearing and sealrings into the housing.
TAPPED
HOLE 2. Install transfer hub 26 (Foldout 16,A) and se-
GEAR
cure it with five 1⁄2-13 x 11⁄4 inch bolts 28 and
lockwashers 27 (Figure 7–71). Tighten the
bolts to 67–80 lb ft (91–108 N·m).

H01040
Figure 7–66. Installing Input Pump Idler
Gear Assembly (Earlier Models)
CAUTION:
For models not equipped with electric lockup,
failure to position the pitot tube assembly cor-
rectly during installation will result in the ab-
sence of pitot pressure in the transmission and
therefore no lockup function.

3. If removed, install lockstrip 11 (Foldout 11)

and one 5⁄16-24 x 21⁄2 inch pitot tube bolt 10.
The bolt must pass through the converter hous-
ing from the converter side and be threaded
into the pitot tube which must be held snug in
the position shown in Figure 7–72.

TAPPED HOLE GUIDE

4. Install the splitter-low clutch and drum assem-
BOLT bly onto the turbine shaft (Figure 7–72). For
models without a pitot, proceed to Step (6).
BORE 5. For models with a pitot, rotate the pitot tube as-
SEALRING SPINDLE sembly to its correct position with a length of
thin steel stock (refer to Figure 7–52) and install
the remaining bolt 10 with the other hand.
Tighten both bolts to 14–18 lb ft (19–24 N·m)
and bend the corners of the lockstrip against the
H01041
two bolt heads (Figure 7–73).

Figure 7–67. Installing Input Pump Idler Gear Spindle 6. Install the splitter-low clutch hub over the splitter
planetary carrier, indexing the splitter sun gear
2. Install seven 1⁄2-13 x 11⁄2 inch bolts 17 and lock- with the splitter carrier pinions (Figure 7–74).
washers 16 (Foldout 16,A), and twelve 1⁄2-13 x 5 Support the carrier on a press and place a press-
inch bolts 15 and lockwashers 14 (Foldout ing tool on the inner race of the bearing. Press
19,A) into the converter housing. The short bolts the bearing onto the hub of the carrier.
Copyright © 1997 General Motors Corp. 7–21
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS

CONVERTER
HOUSING

DOWEL PIN
HUB

GASKET
DOWEL
PIN HOLE H00817.02

Figure 7–68. Installing Converter Housing Onto

Retarder Housing (Models With Retarder)

H01044

Figure 7–71. Installing Transfer Hub

(Models Without Retarder)

BOLTS
H01043 DRUM
ASSEMBLY

Figure 7–69. Installing Converter Housing Bolts

at Bottom of Transmission (Models With Retarder) COLLECTOR
RING

CONVERTER HOUSING
TURBINE SHAFT

BEARING TURBINE
PITOT SHAFT
TUBE

SEALRING
SEALRING

H01045
H00835.01

Figure 7–70. Installing Turbine Output Shaft Figure 7–72. Installing Splitter-Low Clutch and Drum
(Models Without Retarder) Assembly (Models Without Retarder)

7–22 Copyright © 1997 General Motors Corp.

 ASSEMBLY OF TRANSMISSION
7. Install the splitter planetary and hub assembly
onto the turbine shaft and secure the assembly
with the snapring (Figure 7–75).
8. Install the hook-type sealring onto the turbine
shaft. Beginning with an internal-splined clutch
plate, alternately install one internal-splined and
one external-splined clutch plate until all three
11. Install nineteen 1⁄2-13 x 11⁄2 inch bolts 19 and
lockwashers 18 (Foldout 19,A) into the torque
converter housing. Two of the bolts and lock-
washers are located in the bottom of the trans-
mission (Figure 7–79). Tighten the bolts to
67–80 lb ft (91–108 N·m).
.

(CL(B)T 5000, 6000 Series models) or five (M

6600 and S 6600 Series models) splitter-low
clutch plates are installed (Figure 7–76).
9. Install the splitter-low clutch backplate into the
splitter-low drum and secure it with an internal CARRIER
snapring (Figure 7–77). HUB
10. Attach a two-strand lifting sling to the converter
housing assembly (Figure 7–78). Install the gas-
ket over the dowel pins on the rearward face of
the torque converter housing, using petrolatum
to hold the gasket in place. Lower the assembly
onto the transmission. Engage the splines of the
splitter clutch hub with the splines of the split- SNAPRING
ter-high clutch plates inside the transmission
housing. Engage the splitter planetary pinions
with the ring gear inside the transmission hous- H01048
ing. Align the dowel pins with the dowel pin
holes in the transmission housing.
Figure 7–75. Installing Splitter Planetary Snapring
(Models Without Retarder)
LOCKSTRIP

BOLT (2), 5⁄16-24 x 21⁄2 in.

CLUTCH
PLATE

H01046.01

Figure 7–73. Installing Pitot Tube Bolts

(Models Without Retarder)

HUB

SEALRING

PRESSING TOOL
BEARING

H01049

H01031
Figure 7–76. Installing Splitter-Low Clutch Plates
Figure 7–74. Installing Splitter-Low Clutch Hub (Models Without Retarder)
Copyright © 1997 General Motors Corp. 7–23
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS

SNAPRING

BACKPLATE

BOLTS

H01052
H01050

Figure 7–79. Installing Converter Housing Bolts at

Figure 7–77. Installing Splitter-Low Clutch Bottom of Transmission (Models Without Retarder)
Backplate Snapring (Models Without Retarder)

PUMP
ASSEMBLY
CONVERTER
HOUSING

GASKET DOWEL
PIN
HUB

TRANSMISSION
HOUSING H01051.01

Figure 7–78. Installing Converter Housing Onto

Transmission Housing (Models Without Retarder)

k. Installing Torque Converter Pump, Stators

GROUND
SEALRING SLEEVE
1. Install the sealring onto the ground sleeve H00816

(Figure 7–80).
2. Install the torque converter pump with the in-
put accessory drive gear onto the torque con-
verter ground sleeve (Figure 7–80). Index the
accessory drive gear with the power takeoff
idler gear (if used) and the pump idler gear.
Tap on the inner race of the converter pump
bearing to seat it against the shoulder on the
ground sleeve.
Figure 7–80. Installing Torque Converter
Pump Assembly
NOTE:
• For models with fixed-capacity torque converter,
proceed with Step (3).
• For models with variable-capacity torque con-
verter, proceed to Step (5).

7–24 Copyright © 1997 General Motors Corp.

 ASSEMBLY OF TRANSMISSION

THRUST
WASHER

NOTCHES SPANNER STATOR

NUT ASSEMBLY
ROLLER
RACE

STATOR
BACKPLATE H01053

Figure 7–81. Installing Freewheel Roller Race Spanner

Nut (Fixed-Capacity Torque Converter)
H01054

3. For models with fixed-capacity torque converter,

install stator backplate 15 (Foldout 9,B), flat side Figure 7–82. Installing Stator Front Thrust Washer
(Fixed-Capacity Torque Converter)
up, onto the ground sleeve (Figure 7–81). Install
stator freewheel roller race 9, notches up, onto
the ground sleeve. Install spanner nut 7 onto the
stator ground sleeve. Using spanner wrench RACE

J 6534-02, tighten the spanner nut to 275–325 lb

ft (373–440 N·m). Stake the outer flange of the
spanner nut into one of three notches in the stator
freewheel roller race.
PIN
4. Install converter stator assembly 10 (Figure 7– RETAINER
82) displacing installation sleeve J 23552 with HOLE

the roller race. Install thrust washer 8. Check to

make sure the stator freewheels in the clockwise
direction and locks up in the opposite direction.
If used, install the snapring into the groove in the
turbine shaft. Proceed to Paragraph 7–3l.
5. For models with variable-capacity torque con-
verter, install retainer 40 (Foldout 10) (Figure 7–
83), smooth side up. Install stator freewheel
roller race 10, engaging pins 11 in the holes.
6. Install thrust washer 39 onto the retainer (Figure
7–84). Install spanner nut 7 onto the converter
ground sleeve. Using spanner wrench
J 6534-02, tighten the nut to 275–325 lb ft (373–
440 N·m). Stake the outer flange of the spanner
nut into one of the notches in the stator free-
wheel race.
H01055
Figure 7–83. Installing Freewheel Roller Race
(Variable-Capacity Torque Converter)
l. Installing Torque Converter Turbine, Lockup-
Clutch, and Input Components
1. Make sure the internal snapring is on the tur-
bine hub. Install the torque converter turbine
(Figure 7–87).
2. Install bearing spacer 4 (Foldout 9,B). Install
the roller bearing inner race (Figure 7–88). In-
stall the snapring to retain the race. Install the
sealring onto the turbine output shaft.

7. With installation sleeve J 23552 in place in the
stator, install variable-capacity stator assembly
12, bolt heads down (Figure 7–85). Remove the
sleeve after the stator is firmly seated.
8. Install bronze thrust washer 8 (Figure 7–86).
3. Install sealring 1 (Foldout 9,A) onto the hub of
the torque converter drive housing (or fly-
wheel) (Figure 7–89). Install sealring 2 onto
lockup-clutch piston 4. Install the piston, en-
gaging the recesses in the piston with four
dowel pins in the piston housing (or flywheel).

Copyright © 1997 General Motors Corp. 7–25

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS

NUT

RACE
THRUST
WASHER
TURBINE

SNAPRING
THRUST
WASHER

H01056.01

H01058.01
Figure 7–84. Installing Freewheel Roller Race Spanner
Nut (Variable-Capacity Torque Converter) Figure 7–87. Installing Torque Converter Turbine

STATOR NOTE:
ASSEMBLY
For CL(B)T 6063 transmissions operating above 675
net hp, use a No. 3 lockup-clutch plate. Refer to SIL
9-TR-91 and the current Parts Catalog PC1860EN.

4. For remote-mount models, install lockup-clutch

backplate 7, flat side upward, onto the torque
INSTALLING converter pump (Figure 7–88). Install lockup-
TOOL J 23552
clutch plate 5. For direct-mount models, install
the lockup-clutch plate and backplate onto the
piston in the flywheel (Figure 7–90).
5. Install anchor keys 6 into the recesses in the
bore of the converter drive housing. Retain
them with oil-soluble grease.
H01057
6. For remote-mount models, install the converter
drive housing, with clutch piston, and anchor
Figure 7–85. Installing Variable-Capacity keys onto the torque converter pump (Figure
Stator Assembly 7–91). For direct-mount models, use a fly-
wheel hook and install the flywheel with
lockup-clutch components onto the transmis-
sion (Figure 7–92). The two anchor keys must
engage slots in the lockup-clutch backplate.
THRUST 7. Rotate the drive housing (or flywheel) on the
WASHER
converter pump to align the bolt holes (Figure
7–93 or 7–94). Through the PTO opening, in-
stall four 3⁄8-24 x 11⁄4 inch self-locking bolts 22
(Foldout 9,B) or 47 (Foldout 10) with flat
washers at 90 degree intervals. Tighten these
STATOR
H00812.01
bolts to 10 lb ft (13 N·m).
8. Install the remaining thirty-two bolts and flat
Figure 7–86. Installing Stator Front Thrust Washer washers. Tighten all thirty-six bolts to 41–49 lb
(Variable-Capacity Torque Converter) ft (56–66 N·m).

7–26 Copyright © 1997 General Motors Corp.

 ASSEMBLY OF TRANSMISSION

LOCKUP
PLATE LIFTING BOLTS

SHAFT
BACKPLATE
INNER
RACE

SEALRING
SNAPRING
BACKPLATE

FLYWHEEL LOCKUP-
CLUTCH PLATE
H01059.01
H00810.01
Figure 7–88. Installing Lockup-Clutch Plate
(Remote-Mount Models)

LIFTING BOLTS Figure 7–90. Installing Lockup-Clutch Backplate

(Direct-Mount Models)

PISTON

SNAPRING

SEALRING
DOWEL
PIN
HUB
BEARING
DRIVE
HOUSING
FLYWHEEL H01060

Figure 7–89. Installing Lockup-Clutch Piston

NOTE:
• For direct-mount models, proceed to Paragraph
7–3m.
• For remote-mount models, proceed with Step (9). SNAPRING SEALRING

9. Install the gasket and converter housing front INNER RACE

cover, aligning the hydraulic passages (Figure

7–95). Secure the cover with eighteen 7⁄16-20 x 4 GROOVE
inch bolts 24 (Foldout 8,A), lockwashers 23,
and nuts 22, and three 7⁄16-20 x 41⁄4 inch bolts 21,
lockwashers 26, and nuts 25. Three bolts 21
must be installed from the PTO access, through H01061.01
the converter housing, and then through the
front cover. Eighteen bolts 24 must be installed Figure 7–91. Installing Converter Drive Housing
from the front, through the front cover, and then (Remote-Mount Models)
through the converter housing. Tighten nuts 22
and 25 evenly to 50–60 lb ft (68–81 N·m).

Copyright © 1997 General Motors Corp. 7–27

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS

LIFTING
HOOK

FLYWHEEL

FLYWHEEL

BOLT TOP PTO

OPENING

STEP-JOINT
SEALRING

H01062
CONVERTER
PUMP H01064
Figure 7–92. Installing Flywheel Assembly
(Direct-Mount Models)
Figure 7–94. Tightening Flywheel Bolts

DRIVE
HOUSING BOLT (36), 3⁄8-24 x 11⁄4 in.
FRONT
COVER
HYDRAULIC
PASSAGE
BOSS
BOLT
CONVERTER
PUMP FLAT WASHER

GASKET

H01065.01

Figure 7–95. Installing Converter Housing

H01063 Front Cover Bolts

2. Install two scavenge fluid discharge tube gas-

Figure 7–93. Installing Converter Drive
Housing Bolts
m. Installing Exterior Components
(All Models)
1. Install the pump drive gear coupling onto the
pump drive gear shaft (Figure 7–96). Install the
pump gasket onto the converter housing. Install
screen 30 (Foldout 12). Install input-driven
charging and scavenge pump assembly 10 onto
the converter housing. Secure the pump with six
3⁄8-16 x 5 inch bolts 4 and lockwashers 5.
Tighten the bolts to 26–32 lb ft (36–43 N·m).
7–28 Copyright © 1997 General Motors Corp.
kets 3 and 9 (Figure 7–97). Install the tube
and secure it with four 3⁄8-16 x 13⁄4 inch bolts
1 and lockwashers 2 at the pump end of the
tube, and four 3⁄8-16 x 1 inch bolts 6 and lock-
washers 7 at the other end. Tighten the bolts
to 26–32 lb ft (36–43 N·m).
NOTE:
• For straight-through models, proceed with
Step (3).
• For dropbox models, proceed to Step (4).
 ASSEMBLY OF TRANSMISSION

TRANSMISSION HOUSING
PUMP
ASSEMBLY
OIL
PAN

GUIDE
BOLTS

GASKET

COUPLING

GASKET

CONVERTER H01068
HOUSING H01066

Figure 7–96. Installing Pump Assembly Figure 7–98. Installing Pan (Straight-Through Models)

4. For dropbox models (Figure 7–99), install trans-

mission fluid drain cover gasket 1 (Foldout
24,B) and cover 4 or 7. Retain the cover with
twenty-eight 3⁄8-16 x 7⁄8 inch bolts 3 and lock-
GASKET washers 2. Tighten the bolts to 26–32 lb ft (36–
43 N·m). Install hose(s) 6 and hose clamps 5.
TUBE

5. For straight-through models, install gasket 5

(Foldout 24,A) and strainer assembly 6 (Figure
7–100). Secure the strainer with six 3⁄8-16 x 7⁄8
inch bolts 14 and lockwashers 13. Tighten the
bolts to 26–32 lb ft (36–43 N·m).

GASKET
NOTE:
H01067.01
• For models with manual-hydraulic shift control,
Figure 7–97. Installing Scavenge Tube
proceed with Step (6).
• For models with electric- or electronic-shift con-
3. For straight-through models, install headless trol, proceed to Step (7).
guide bolts into the bottom of the transmission
housing (Figure 7–98). Install the transmission 6. On manual-hydraulic models, install two 3⁄8-16
pan gasket onto the transmission housing. Install headless guide bolts. Install gasket 1 (Foldout
the pan onto the transmission housing. Secure 20) and valve body assembly 8 (Figure 7–101).
the pan with four evenly spaced 3⁄8-16 x 11⁄8 inch Install ten 3⁄8 -16 x 11⁄2 inch bolts 3 with lock-
bolts 18 (Foldout 24,A) and lockwashers 19. Re- washers 2 in locations A and B (Figure 7–102)
move the headless guide bolts. Install the re- (start bolts in two locations and remove the
maining twenty bolts 18 and lockwashers 19 and guide bolts). Install eight 3⁄8-16 x 2 inch bolts 7
four 3⁄8-16 x 5 inch bolts 17 and lockwashers 16. in locations C and D. Install six 3⁄8-16 x 31⁄2 inch
Tighten the bolts to 26–32 lb ft (36–43 N·m). bolts 5 in location E. Tighten all the bolts to 26–
Proceed to Step (5). 32 lb ft (36–43 N·m). Proceed to Step (16).

Copyright © 1997 General Motors Corp. 7–29

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
HOSE
GASKET
BOLT
COVER
CLAMPS
H01069
Figure 7–99. Installing Transmission Pan Hose Clamps
(Models With Dropbox)
STRAINER
GASKET
H01070
Figure 7–100. Installing Strainer Assembly
(Straight-Through Models)
7. For electric- or electronic-shift models, install
two 3⁄8-16 x 6 inch guide bolts near the upper part
of the main control valve body mounting pad.
8. Install gasket L (Figure 7–103 or 7–104) onto
the guide bolts. Install transfer plate K and re-
tain it with three 3⁄8-16 x 13⁄8 inch bolts F and
lockwashers and two 3⁄8-16 x 11⁄4 inch self-
locking bolts E and flat washers. Tighten Bolts
E to 36–43 lb ft (49–58 N·m). Tighten bolts F
to 26–32 lb ft (35–43 N·m).
NOTE:
• Do not interchange gaskets J and H. Each gasket is
marked for location.
• Gasket J is installed against transfer plate K. Then
plate I is installed, followed by gasket H.
• Refer to the current Parts Catalog PC1860EN.
7–30 Copyright © 1997 General Motors Corp.
VALVE
GASKET BODY
GUIDE
BOLT
GUIDE
BOLT
H01071
Figure 7–101. Installing Manual-Hydraulic Control Valve
Body Assembly
9. Install gasket J, separator plate I, and gasket H
onto the guide bolts.
10. Install the main valve body G.
NOTE:
• For models without trim boost, proceed with Step
(11).
• For models with trim boost, proceed to Step (12).
11. For models without trim boost, install the fol-
lowing bolts and lockwashers (Figure 7–103)
and tighten them to 26–32 lb ft (35–43 N·m).
Then, proceed to Step (16).
• Eleven 3⁄8 -16 x 3 inch, marked A
• Two 3⁄8 -16 x 5 inch, marked D
• Twelve 3⁄8-16 x 41⁄4 inch, marked C (remove
6 inch guide bolts for two)
• Nine 3⁄8-16 x 33⁄4 inch, marked B
12. For models with trim boost, install the following
bolts and lockwashers (Figure 7–104). Tighten
Bolt W to 13–16 lb ft (18–21 N·m). Tighten
Bolts Y and Z to 26–32 lb ft (35–43 N·m).
• One 3⁄8-16 x 33⁄4 inch, marked W
 ASSEMBLY OF TRANSMISSION
• Thirty 3⁄8-16 x 33⁄4 inch, marked Y
BOLT E
• Three 3⁄8-16 x 4 inch, marked Z
BOLT A
(remove 6 inch guide bolts for two)
13. Be sure the small O-ring is in place under so-
lenoid 91 (Foldout 23). Install solenoid 94
BOLT B and retain it with two 1⁄4-20 x 1 inch bolts 96
and flat washers 95. Tighten bolts 96 to 9–11
lb ft (13–14 N·m).
14. By hand, carefully install the harness lead onto
BOLT D
solenoid 94.
15. Install a new gasket 97 and install solenoid
cover 98. Retain the cover with six 1⁄4-20 x 1
inch bolts X (Figure 7–104) and flat washers.
BOLT C Tighten bolts X to 9–11 lb ft (13–14 N·m).

H01072.01
16. For all models, install connecting block 63 (Fold-
out 11), with one sealring 60, on the converter
housing (Figure 7–105 or Figure 7–106). Secure
the block with two 7⁄16-14 x 2 inch bolts 64, two
7⁄16-14 x 21⁄4 inch bolts 65, and lockwashers 66.
Figure 7–102. Bolt Locations for Manual-Hydraulic
Control Valve Body Assembly Tighten the bolts to 42–50 lb ft (57–67 N·m).

LOCKWASHER (3), 3⁄8 in. LOCKWASHER (2), 3⁄8 in.

BOLT F (3), 3⁄8 -16 x 13⁄8 in.
26–32 lb ft (35–43 N•m) BOLT D (2), 3⁄8 -16 x 5 in.
26–32 lb ft (35–43 N•m)
8-PIN CONNECTOR

GASKET L
F F
F
LOCKWASHER
TRANSFER (12), 3⁄8 in. C D C C
PLATE K
BOLT C (12), D C B
GASKET J 3⁄8 -16 x 41⁄4 in. B 1
B A
26–32 lb ft (35–43 N•m)
C B
B
A
C B
BOLT A (11), 3⁄8 -16 x 3 in. A
FLAT WASHER (2), 26–32 lb ft (35–43 N•m) 2 E E A
3⁄8 in. C
A
C 4
BOLT E (2), 3⁄8 -16 x 11⁄4 in. VALVE BODY G 3
36–43 lb ft (49–58 N•m)
LOCKWASHER (11), 3⁄8 in. C B B A
C
GASKET H B
LOCKWASHER (9), 3⁄8 in. A A
SEPARATOR C C
PLATE I A A A

BOLT B (9), 3⁄8 -16 x 33⁄4 in.

PRESSURE TEST POINTS
26–32 lb ft (35–43 N•m)
1. LOW-RANGE CLUTCH
2. REVERSE CLUTCH
3. INTERMEDIATE-RANGE CLUTCH
4. SPLITTER-LOW CLUTCH V00797.01

Figure 7–103. Electric-Shift Valve Body Components and Mounting Bolts

Copyright © 1997 General Motors Corp. 7–31

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS

LOCKWASHER (3), 3⁄8 in. BOLT Z (3), 3⁄8 -16 x 4 in.

BOLT F (3), 3⁄8 -16 x 13⁄8 in. 26–32 lb ft (35–43 N•m)
26–32 lb ft (35–43 N•m) BOLT Y (30), 3⁄8 -16 x 33⁄4 in.
16-PIN CONNECTOR 26–32 lb ft (35–43 N•m)

F F
F
GASKET L
Z Y 7 Z
TRANSFER Y Y 5 Y
PLATE K Y Y 6
Y
Y
GASKET J 1
Y Z
Y Y
Y
Y
FLAT WASHER (2), 3⁄8 in. 2 Y 4
Y E
Y Y
3⁄8 -16
3 E
BOLT E (2), x 11⁄4
in. Y
Y
36–43 lb ft (49–58 N•m) Y W
VALVE BODY G X Y
Y X X
X Y
Y Y
X X
SEPARATOR Y
PLATE I GASKET H Y 8 Y
Y
Y

PRESSURE TEST POINTS

1. LOW-RANGE CLUTCH BOLT W (1), 3⁄8-16 x 33⁄4 in.
2. REVERSE CLUTCH 13–16 lb ft (18–21 N•m) BOLT X (6), 1⁄4-20 x 1 in.
3. INTERMEDIATE-RANGE CLUTCH 6. SPLITTER-HIGH CLUTCH FLAT WASHERS (6) 1⁄4 in.
4. SPLITTER-LOW CLUTCH 7. SOLENOID REGULATOR CIRCUIT 9–11 lb ft (13–14 N•m)
5. HIGH-RANGE CLUTCH 8. TRIM BOOST CIRCUIT
V00798.01

Figure 7–104. Electronic Control Valve Body Components and Mounting Bolts (Models With Trim Boost)

WARNING!
Interference between the main-pressure transfer
tube assembly hose and the equipment causes
binding and abrasion of the hose. Failure of an
abraded hose releases pressurized, heated fluid
(pressures and temperatures in the assembly can
exceed 350 psi (2413 kPa) and 275°F (135°C)). To
help avoid injury due to hose failure, prevent
physical contact between the hose and equipment
when installing the transfer tube assembly.
17. Install main-pressure transfer tube assembly
58, two sealrings 60, and four split flanges 59
and retain them with eight 7⁄16-14 x 11⁄4 inch
bolts 61 and lockwashers 62. Be sure the
flanges and sealrings are properly seated.
Shake the hose slightly and allow it to settle
into position, free of binding.
18. While holding the hose in its free position,
tighten bolts 61 to 42–50 lb ft (57–67 N·m).
NOTE:
• For models equipped with non-electric lockup (Fig-
ure 7–105), proceed with Step (19).
• For models equipped with electronic lockup (Fig-
ure 7–106), proceed to Step (21).
19. For models equipped with non-electric lockup,
install the gasket and the lockup shift valve body
assembly onto the transmission (Figure 7–105).
20. Install seven 3⁄8-16 x 23⁄4 inch bolts 1 (Foldout
15,B) with lockwashers 2 and two 3⁄8-16 x 11⁄4
inch bolts 4 and lockwashers 5 to retain the
lockup valve body. Tighten bolts 1 and 4 to
26–32 lb ft (36–43 N·m). For manual-electric
shift models, install pressure switch 22.
Tighten it sufficiently to prevent leakage. Pro-
ceed to Step (23).

7–32 Copyright © 1997 General Motors Corp.

 ASSEMBLY OF TRANSMISSION
SPLIT FLANGE BOLT (2),
BOLT (2), 7⁄ 16-14 x 21⁄4 in.
BOLT (8), 7⁄ 16-14 x 11⁄ 4 in.
BOLT (7), 3⁄ 8-16 x 23⁄4 in.
3⁄ 8-16
BOLT (2), x 11⁄4 in.
NON-ELECTRIC
LOCKUP VALVE
BODY ASSEMBLY
MAIN-PRESSURE TRANSFER
TUBE ASSEMBLY
Figure 7–105. Non-Electric Lockup Valve Body
Assembly and Main-Pressure Hose
21. For models equipped with electric lockup, in-
stall two headless 3⁄8-16 guide bolts into the
lockup mounting pad. Install gasket 1 (Foldout
15,A). Install the electronic control lockup valve
body assembly 5 (Figure 7–106).
22. Install five 3⁄8-16 x 11⁄2 inch bolts 2, three flat
washers 3, and four 3⁄8-16 x 3 inch bolts 4 (in-
stalling the last two bolts after removal of
guide bolts). Tighten the nine bolts to 26–32
lb ft (36–43 N·m).
23. Install two 3⁄8 -16 guide bolts into the retarder
valve body mounting pad. Install retarder
valve body gasket 3 (Foldout 16,B), restrictor
plate 4, and gasket 5. Install the retarder valve
body assembly (Figure 7–107) and secure
with seven 3⁄8 -16 x 41⁄4 inch bolts 34 and lock-
washers 35, removing the guide bolts to in-
stall the final two retaining bolts. Tighten the
bolts to 26–32 lb ft (36–43 N·m).
24. If required, install the side and top PTO pad
gaskets and covers (Figure 7–108). Secure
each cover with eight 7⁄16-14 x 7⁄8 inch bolts
Copyright © 1997 General Motors Corp.
and lockwashers. Tighten the bolts to 42–50
7⁄ 16-14 x 2 in. lb ft (57–67 N·m).
25. In the area of the main-pressure regulator valve
and filters, earlier models use 7⁄16 inch hex head
CONNECTING
BLOCK bolts and lockwashers. To prevent water from en-
tering the transmission from the environment,
later models use 7⁄16 inch self-locking bolts and
flat washers. Torque the earlier hex head bolts to
42–50 lb ft (57–67 N·m). Torque the later self-
locking replacement bolts to 54–65 lb ft (74–88
N·m). For models with a variable-capacity torque
converter, proceed with Step (26). For models
without a variable-capacity torque converter, pro-
ceed to Step (27).
26. For models with variable-capacity torque con-
verters, install gasket 15 (Foldout 13), adapter
plate assembly 16, and sealring 14 (Figure 7–
109). Install gasket 20 and main-pressure regu-
lator valve body assembly (Figure 7–110). Re-
tain the main-pressure regulator valve body
H00795.01 assembly 3 with two 7⁄16-14 x 41⁄2 inch bolts 1
and washers 2 (Figure 7–111). Refer to Step
(25) and tighten the bolts. If a remote filter is to
be used, install the remote filter and lines ac-
cording to the equipment manufacturer’s in-
structions. Install spring 23 and ball 24 into the
adapter plate (Figure 7–111). Install gasket 22
and stator control valve body assembly 25 onto
the adapter plate. Retain the valve body with
five 3⁄8-16 x 21⁄4 inch bolts 35 and lockwashers
36. Tighten the bolts to 26–32 lb ft (36–43
N·m). Proceed to Step (29).
27. For models without variable-capacity torque
converters (Figure 7–108), install gasket 15
(Foldout 13). Install main-pressure regulator
valve body assembly 3. Secure the valve body
by installing two 7⁄16-14 x 31⁄2 inch bolts 1 and
washers 2 in holes marked A on Figure 7–
108. Refer to Step (25) and tighten the bolts.
28. If a remote filter assembly is to be used, in-
stall the remote filter and lines according to
the equipment manufacturer’s instructions.
29. If filter assembly 42 (Foldout 13) is used, pro-
ceed to Step (30). If filter assembly 19 (Fold-
out 14,B) is used, proceed to Step (32).
7–33
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS

BOLT (2), 7⁄16-14 x 2 in.

SPLIT
FLANGE BOLT (2), 7⁄16-14 x 21⁄4 in. BOLT (8), 7⁄16-14 x 7⁄8 in.,
A
AND LOCKWASHER
BOLT (8), CONNECTING
7⁄16-14 x 11⁄4 in. BLOCK TOP PTO
BOLT, 3⁄8-16 x 3 in. COVER
BOLT (8),
3⁄8-16 x 11⁄2 in. LOCKUP
PRESSURE TAP
VALVE
BOLTS, MAIN PRESSURE BODY
3⁄8-16
x 3 in. AND TAP
LOCKWASHERS

GASKET

H01076.01

BOLTS, 3⁄8-16 x 11⁄2 in. Figure 7–108. Installing Main-Pressure Regulator Valve
H01074.01 Body Assembly

Figure 7–106. Electric Lockup Valve Body Assembly

and Main-Pressure Hose

VALVE
BODY ADAPTER
PLATE

GASKET
SEALRING

GUIDE
BOLT

LOCKWASHER GASKET

BOLT
H01077

Figure 7–109. Installing Stator Control Valve Adapter

Plate (Models With Variable-Capacity Torque Converter)
COVER
H01075

31. Install the filter and base assembly (Figure 7–

Figure 7–107. Installing Hydraulic Retarder Control
Valve Body Assembly
30. If filter assembly 42 (Foldout 13) is used, in-
stall gasket 21. If a reverse filter assembly is to
be used (filters pointing toward the front), in-
stall adapter 74. Install two 7⁄16-14 x 61⁄4 inch
bolts 71. Install three 7⁄16-14 x 4 inch bolts 69
and one 7⁄16-14 x 11⁄2 inch bolt 68 and washers
67 and 72. Refer to Step (25) and tighten the
bolts. Install gasket 70.
112). For models with a reverse filter, secure
the assembly with four 7⁄16-14 x 43⁄4 inch bolts
38 and washers 39, and three 7⁄16-14 x 51⁄4 inch
bolts 40 and washers 41. For other models, se-
cure the assembly with five 7⁄16-14 x 7 inch
bolts 38 (some models, 7⁄16-14 x 81⁄4 inch bolts)
and washers 39, and two 7⁄16-14 x 41⁄2 inch
bolts 40 and washers 41. Refer to Step (25) and
tighten the bolts. Proceed to Step (33).

7–34 Copyright © 1997 General Motors Corp.

 ASSEMBLY OF TRANSMISSION

FILTER
ELEMENTS

LOCKWASHER

MAIN-PRESSURE
REGULATOR
VALVE BASE

GASKET
H01080

Figure 7–112. Installing Filter and Base Assembly

(Earlier Models)

GASKET HIGH-EFFICIENCY BOLT AND FLAT

FILTERS WASHER (2), 7⁄ 16-14 x 41⁄ 2 in.
H01078

Figure 7–110. Installing Main-Pressure Regulator

Valve Body Assembly
(Models With Variable-Capacity Torque Converter)

VALVE
GASKET BODY
FILTER
BASE

BALL DRAIN
PLUG (2) MAIN-PRESSURE BOLT AND
REGULATOR FLAT WASHER (3),
VALVE BODY 7⁄ 16-14 x 31⁄ 2 in.
BOLTS (2), 7⁄16-14 x 41⁄2 in.
SPRING H00792.01

Figure 7–113. Filter Assembly (Later Models)

ADAPTER
PLATE
H01079.01
Figure 7–111. Installing Stator Control
Valve Body Assembly
(Models With Variable-Capacity Torque Converter)
32. If filter assembly 19 (Foldout 14,B) is used, in-
stall the filter and base assembly (Figure 7–113).
Install three 7⁄16-14 x 31⁄2 inch bolts 15 and flat
washers 16, and two 7⁄16-14 x 41⁄2 inch bolts 17
and flat washers 18. Tighten the bolts to 54–65 lb
ft (74–88 N·m).
33. Install the input flange, shims, washer, lock-
strip and bolts. Refer to Paragraph 4–16b for
installation and shimming instructions.
34. Install parking brake assembly 5 (Foldout 32)
with washer 4 and lever 3 in place. Retain the
assembly with four 5⁄8-18 x 2 inch bolts 20, flat
washers 2, and nuts 1. Tighten nuts 1 to 134–
160 lb ft (182–216 N·m).
35. Install output flange(s) and attaching hardware.
Refer to Paragraph 4–16b for installation and
shimming instructions.
36. Install the parking brake drum (Figure 7–114).
Parking brake drum 26 (Foldout 32) fits over the
studs of certain output flanges and is retained by
eight 5⁄8 -18 nuts 27. Tighten the nuts to 134–160
lb ft (182–216 N·m). Parking brake drum 25 at-
taches to other flanges with eight 1⁄2-20 x 1 inch
bolts 29 and lockwashers 28. Tighten the bolts
to 83–100 lb ft (113–135 N·m).

Copyright © 1997 General Motors Corp. 7–35

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
n. Power Takeoff Gear Backlash. On models that
PARKING BRAKE include either a top-mounted or side-mounted power
DRUM takeoff, refer to Paragraph 4–18 for maximum back-
lash limits and a method for measuring backlash.
PARKING
BRAKE
LEVER 7–4. INSTALLATION OF CONTROL
COMPONENTS
STUD After assembly of the transmission, reconnect all hy-
draulic, electrical, electronic, and mechanical lines,
sensors, and harnesses. Install transmission-related
components into the equipment cab and/or chassis as
required.
FLANGE

H01081

Figure 7–114. Installing Parking Brake Drum

7–36 Copyright © 1997 General Motors Corp.

 Section 8 WEAR
— WEAR LIMITS
LIMILTS AND SPRING
AND SPRING DATA DATA
8–1. WEAR LIMITS DATA overheating, wear due to rubbing adjacent parts, or
permanent set. Discard springs which do not meet the
a. Maximum Variations. Wear limits information load-height specifications in the spring chart.
in this section shows the maximum wear at which
components are expected to function satisfactorily. Ta- b. Inspection criteria (load vs height) and identifi-
ble 8–1 lists the wear limits data and is referenced to cation characteristics of the springs are presented in
the exploded views (Foldouts 8 through 37) in the Table 8–2. The spring data are keyed to the exploded
back of this manual. views (Foldouts 8 through 37) in the back of this
b. Cleaning, Inspection. Parts must be clean to per- manual.
mit effective inspection for wear or damage. Refer to
Paragraph 4–11.
NOTE:
When more than one spring part number is listed
8–2. SPRING DATA
for the same location, refer to the current Parts Cat-
alog PC1860EN to determine which spring is used
a. Springs must be clean to permit effective inspec-
in your specific assembly number.
tion. Springs should be replaced if there are signs of

Table 8–1. Wear Limits Data

Wear Limit
Illustration Description inch mm

Foldout 9,A LOCKUP CLUTCH

4 Piston, maximum face wear 0.010 0.25
5 Friction-faced clutch plate
Minimum thickness 0.155 3.94
Maximum cone 0.010 0.25
7 Backplate, maximum face wear 0.010 0.25

Foldout 9,B FIXED-CAPACITY TORQUE CONVERTER

8 Stator thrust washer, minimum thickness* 0.117 2.97
9 Freewheel race, minimum OD 4.749 120.62
No scoring or surface damage
permissible

10 Stator, maximum ID 4.773 121.23

15 Stator backplate, minimum thickness* 0.471 11.96

Foldout 10 VARIABLE-CAPACITY TORQUE CONVERTER

8, 39 Thrust washer, minimum thickness 0.086 2.18
10 Freewheel race, minimum OD 3.7495 95.237
No scoring or surface damage
permissible

* Dimension A (Figure 8–1) minus Dimension B shall not be less than 0.040 inch (1.02 mm).

Copyright © 1997 General Motors Corp. 8–1

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
Table 8–1. Wear Limits Data (cont’d)
Wear Limit
Illustration Description inch mm

Foldout 10 VARIABLE-CAPACITY TORQUE CONVERTER

(cont’d)
17 Stator shroud Holes must not be elongated

18 Stator blade assembly, crank pin minimum diameter (in three 0.1765 4.483
Blade must be tight on
crank pin

22 Piston, maximum crank pin groove width 0.184 4.67

28 Front-side plate assembly, bushing 30, maximum ID 3.7565 95.415

31 Housing assembly (piston housing 32 and stator cam 34 0.182 4.62

assembled), crank pin hole maximum diameter
35 Rear-side plate assembly, bushing 37, maximum ID 3.7565 95.415
40 Retainer, minimum thickness 0.316 8.03

Foldout 12 INPUT-DRIVEN PRESSURE AND SCAVENGE PUMP

14, 17 Gear, maximum diametral clearance of body 14 with gear 17* 0.012 0.31
14, 17, 21 Gear, maximum end clearance in body 14 and plate 21 (with 0.010 0.25
gasket 18 installed)**
21, 23, 28 Gear, maximum end clearance in plate 21 and body 28 (with 0.010 0.25
gasket 25 installed)**
23, 28 Gear, maximum diametral clearance of gear 23 in body 28* 0.012 0.31
21, 24, 28 Gear, maximum end clearance in plate 21 and body 28 (with 0.010 0.25
gasket 25 installed)**
24, 28 Gear, maximum diametral clearance of gear 24 in body 28* 0.012 0.31

Foldout 13 MAIN-PRESSURE REGULATOR VALVE (EARLIER

MODEL FILTERS)
6, 7 Main-pressure regulator valve 7, maximum clearance in body 6 0.004 0.10
26, 27 Stator control valve 27, maximum clearance in body 26 0.003 0.08

Foldout 14,A MAIN-PRESSURE REGULATOR VALVE (REMOTE

FILTER MODELS)
6, 7 Main-pressure regulator valve 7, maximum clearance in body 6 0.004 0.10

Foldout 14,B MAIN-PRESSURE REGULATOR VALVE (HIGH-

EFFICIENCY FILTERS)
6, 7 Main-pressure regulator valve 7, maximum clearance in body 6 0.004 0.10
* Refer to Paragraph 4–11r and Figure 4–11.
** Refer to Paragraph 4–11r and Figure 4–10.

8–2 Copyright © 1997 General Motors Corp.

 WEAR LIMITS AND SPRING DATA
Table 8–1. Wear Limits Data (cont’d)
Wear Limit
Illustration Description inch mm

Foldout 15,A ELECTRIC LOCKUP VALVE ASSEMBLY

9, 11 Lockup valve 9, maximum clearance in body 11 0.004 0.10

Foldout 15,B NON-ELECTRIC LOCKUP VALVE ASSEMBLY

7, 8 Lockup valve 8, maximum clearance in body 7 0.004 0.10
7, 16 Flow valve 16, maximum clearance in body 7 0.004 0.10

Foldout 16,B HYDRAULIC RETARDER CONTROL VALVE

10, 11 Retarder control valve 10, maximum clearance in body 11 0.006 0.15
24, 26 Retarder control valve 26, maximum clearance in body 24 0.006 0.15

Foldout 17,A SPLITTER-LOW CLUTCH (CL(B)T MODELS)

10 Piston, maximum face wear 0.020 0.51
13 Friction-faced clutch plate
Minimum thickness 0.180 4.57
Maximum cone 0.012 0.31
Minimum groove depth 0.005 0.13
14 Steel clutch plate
Minimum thickness 0.184 4.67
Maximum cone 0.030 0.76
Clutch pack, minimum thickness 0.544 13.82
15 Backplate, maximum face wear 0.020 0.51

Foldout 17,B SPLITTER PLANETARY AND SPLITTER-HIGH CLUTCH

(CL(B)T Models)
2 Thrust washer, minimum thickness 0.055 1.38
3, 5 Pinion 3, maximum end clearance with carrier 5 0.055 1.38
16 Backplate, maximum face wear 0.020 0.51
17, 27 Friction-faced clutch plate
Minimum thickness 0.180 4.57
Maximum cone 0.012 0.31
Minimum groove depth 0.005 0.13
18, 28 Steel clutch plate
Minimum thickness 0.184 4.67
Maximum cone 0.030 0.76
Clutch pack, minimum thickness 1.092 27.74

Copyright © 1997 General Motors Corp. 8–3

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
Table 8–1. Wear Limits Data (cont’d)
Wear Limit
Illustration Description inch mm

Foldout 18,A SPLITTER-LOW CLUTCH (M 6600 and S 6600 Series Models)

14 Piston, maximum face wear 0.020 0.51
17 Friction-faced clutch plate
Minimum thickness 0.190 4.83
Maximum cone 0.012 0.30
Minimum groove depth 0.005 0.13
18 Steel clutch plate
Minimum thickness 0.1076 2.73
Maximum cone 0.030 0.76
Clutch pack, minimum thickness 0.755 19.17
19 Clutch drum, maximum face wear 0.020 0.51

Foldout 18,B SPLITTER PLANETARY AND SPLITTER-HIGH CLUTCH

(M 6600 and S 6600 Series Models)
1 Backplate, maximum face wear 0.020 0.51
7 Friction-faced clutch plate
Minimum thickness 0.190 4.83
Maximum cone 0.012 0.30
Minimum groove depth 0.005 0.13
8 Steel clutch plate
Minimum thickness 0.1076 2.73
Maximum cone 0.030 0.76
Clutch pack, minimum thickness 1.243 31.57
20 Thrust washer, minimum thickness 0.055 1.39
21, 23 Pinion, maximum end clearance with carrier 23 0.055 1.39

Foldout 19,B HIGH-RANGE CLUTCH

9 Piston, maximum face wear 0.020 0.51
12 Friction-faced clutch plate
Minimum thickness 0.180 4.57
Maximum cone 0.012 0.31
Minimum groove depth 0.005 0.13
13 Steel clutch plate
Minimum thickness 0.184 4.67
Maximum cone 0.030 0.76
14 Backplate, maximum face wear 0.020 0.51

8–4 Copyright © 1997 General Motors Corp.

 WEAR LIMITS AND SPRING DATA
Table 8–1. Wear Limits Data (cont’d)
Wear Limit
Illustration Description inch mm

Foldout 20 MANUAL-HYDRAULIC CONTROL VALVE BODY

ASSEMBLY
18, 21, 34, All valves, maximum clearance in body 30 0.003 0.08
42, 45

Foldout 21 ELECTRIC-SHIFT CONTROL VALVE ASSEMBLY

28, 29, 33, 34, All valves, maximum clearance in body 44 0.003 0.08
36, 38, 40, 53,
55, 63, 65, 69,
71, 75, 77

Foldout 22 ELECTRONIC-CONTROL VALVE ASSEMBLY

(Models Without Trim Boost)
36, 37, 41, 42, All valves, maximum clearance in body 53 0.003 0.08
44, 46, 48, 60,
62, 66, 68, 72,
74, 78, 80

Foldout 23 ELECTRONIC-CONTROL VALVE ASSEMBLY

(Models With Trim Boost)
36, 37, 41, 42, All valves, maximum clearance in body 53 0.003 0.08
44, 46, 48, 60,
61, 65, 66, 70,
73, 74, 78, 79,
83, 84

Foldout 25 INTERMEDIATE-RANGE PLANETARY AND

INTERMEDIATE-RANGE CLUTCH
6 Thrust washer, minimum thickness 0.055 1.40
3, 7, or 26 Pinion 7, maximum end clearance in carrier 3 or 26 0.055 1.40
22 Clutch anchor, reaction surface step wear 0.020 0.51
29 Friction-faced clutch plate
Minimum thickness 0.180 4.57
Maximum cone 0.012 0.31
Minimum groove depth 0.005 0.13
30 Steel clutch plate
Minimum thickness 0.184 4.67
Maximum cone 0.030 0.76
Clutch pack, minimum thickness (6 plate pack) 1.481 37.62
Clutch pack, minimum thickness (8 plate pack) 1.092 27.74
35 Piston housing reaction surface maximum step wear 0.020 0.51

Copyright © 1997 General Motors Corp. 8–5

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
Table 8–1. Wear Limits Data (cont’d)
Wear Limit
Illustration Description inch mm

Foldout 26,A LOW-RANGE PLANETARY AND LOW-RANGE CLUTCH

12 Thrust washer, minimum thickness 0.055 1.40
13, 18 Pinion 13, maximum end clearance in carrier 18 0.055 1.40
26 Friction-faced clutch plate
Minimum thickness 0.180 4.57
Maximum cone 0.012 0.31
Minimum groove depth 0.005 0.13
27 Steel clutch plate
Minimum thickness 0.184 4.67
Maximum cone 0.030 0.76
Clutch pack, minimum thickness 1.456 36.98
32 Piston housing reaction surface maximum step wear 0.020 0.51

Foldout 26,B REVERSE PLANETARY AND CLUTCH

4 Thrust washer, minimum thickness 0.075 1.91
8 Thrust washer, minimum thickness 0.055 1.40
7, 10 Pinion 10, maximum end clearance in carrier 7 0.055 1.40
18 Friction-faced clutch plate
Minimum thickness 0.180 4.57
Maximum cone 0.012 0.31
Minimum groove depth 0.005 0.13
19 Steel clutch plate
Minimum thickness 0.184 4.67
Maximum cone 0.030 0.76
Clutch pack, minimum thickness 1.820 46.23

Foldout 28 SPEEDOMETER DRIVE BUSHING

6 Bushing, maximum ID 0.377 9.58

8–6 Copyright © 1997 General Motors Corp.

 WEAR LIMITS AND SPRING DATA

CONVERTER PUMP

TURBINE

DIM. B

STATOR SIDE
PLATES

DIM. A

WASHER

STATOR
BACKPLATE

V03909

Figure 8–1. Converter Element Clearances

Copyright © 1997 General Motors Corp. 8–7

8–8

Table 8–2. Spring Data

Spring Approx. Length Under Load
Color No. Wire Dia.* OD Free Length
Foldout Ref Spring Part No. Code Coils in. (mm) in. (mm) in. (mm) in. (mm) lb (N)
9,B 13 Freewheel roller 6769276 None 34 0.017 0.156 1.57 1.07 0.63–0.77

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS

(0.43) (3.96) (39.9) (27.2) (2.8–3.4)
10 14 Freewheel roller 6779083 None convolutes 0.46 0.35 0.37–0.62
(11.8) (8.9) (1.7–2.7)
11 69 Lubrication regulator 6771249 Light green 21 0.062 0.670 3.23 2.34 23.8–26.2
valve end (1.57) (17.02) (82.0) (59.5) (106–116)
11 81 Converter-in check 6773365 None 7 0.177 1.68/0.81 2.60 2.20 96.0–104.0
valve (4.50) (42.7/20.6) (66.0) (55.9) (427–462)
Copyright © 1997 General Motors Corp.

11 85 Converter-in check 6770573 None 12 0.031 0.499 1.88 0.90 1.2–1.3

valve (0.79) (12.67) (47.7) (22.9) (5–6)
13 9 Main-pressure 6758508 None 20 0.135 0.800 4.50 3.51 83.0–95.0
regulator valve (3.43) (20.32) (114.3) (89.2) (370–422)
13 23 Detent 6778422 None 8.5 0.048 0.312 0.71 0.58 7.5–8.5
(1.21) (7.92) (18.0) (14.7) (34–37)
13 28 Variable-stator 6830323 None 15 0.080 0.930 4.45 2.08 17.0–18.0
control valve (2.03) (23.62) (113.0) (52.8) (76–80)
13 46 Filter bypass valve 5577420 None 11 0.109 1.133 4.59 2.66 35.1–42.7
(2.77) (28.78) (116.6) (67.6) (156–190)
13 62 Filter shell stud 5575091 None 7.8 0.120 1.172 2.31 1.50 31.5–38.2
(3.05) (29.77) (58.7) (38.1) (140–170)
14,A 9 Main-pressure 6758508 None 20 0.135 0.800 4.50 3.51 83.0–95.0
regulator valve (3.43) (20.32) (114.3) (89.2) (370–422)
14,B 9 Main-pressure 6758508 None 20 0.135 0.800 4.50 3.51 83.0–95.0
regulator valve (3.43) (20.32) (114.3) (89.2) (370–422)
15,A 8 Lockup valve 6838520 Solid blue 16 0.080 0.720 2.93 1.80 17.6–18.8
(2.03) (18.29) (74.4) (45.7) (79–83)
15,B 11 Lockup valve 6758475 Red stripe 13.5 0.079 0.690 2.84 1.58 26.0–28.0
or end (2.01) (17.53) (72.1) (40.1) (116–124)
* Mean dimension shown.
 Table 8–2. Spring Data (cont’d)
Spring Approx. Length Under Load
Color No. Wire Dia.* OD Free Length
Foldout Ref Spring Part No. Code Coils in. (mm) in. (mm) in. (mm) in. (mm) lb (N)
6758597 White end 13 0.120 0.794 2.81 2.11 57.2–63.6
(3.05) (20.17) (71.4) (53.6) (255–282)
6769252 Solid light 14 0.080 0.690 2.65 1.62 21.1–23.3
green (2.03) (17.53) (67.3) (41.1) (94–103)
6769407 None 12 0.092 0.875 2.99 1.56 29.1–32.1
(2.33) (22.23) (75.9) (39.6) (130–142)

WEAR LIMITS AND SPRING DATA

6775812 Yellow stripe 14 0.080 0.690 2.56 1.62 19.2–21.4
(2.03) (17.53) (65.0) (41.1) (86–95)
Copyright © 1997 General Motors Corp.

23045210 None 14.9 0.072 0.680 2.90 2.15 9.0–11.0

(1.83) (17.27) (73.7) (54.6) (41–48)
23045499 None 15.5 0.072 0.674 2.84 2.15 8.0–10.0
(1.83) (17.12) (72.1) (54.6) (36–44)
16,B 14 Retarder control 6765136 None 12.5 0.080 0.625 1.90 1.32 17.9–21.8
valve (2.03) (15.88) (48.3) (33.6) (80–97)
16,B 27 Retarder control 6770860 None 24 0.092 1.060 7.00 4.80 10.4–11.6
valve (2.33) (26.92) (177.8) (121.9) (47–51)
17,A 11 Splitter-low piston 6756042 None Belleville 10.730 0.44**
return (272.54) (11.1)
17,B 20 Splitter-high piston 6835742 None 9.5 0.106 0.625 1.43 1.32 14.4–21.6
return (2.68) (15.88) (36.3) (33.6) (64–96)
17,B 30 Splitter-high piston 6838224 None 10 0.105 0.655 1.92 1.49 51.0–63.0
return (2.67) (16.64) (48.9) (37.8) (227–280)
18,A 15 Splitter-low piston 6756042 None Belleville 10.710 0.41**
return (272.03) (10.4)
18,B 2 Splitter-high piston 6776586 None 12 0.080 0.625 1.77 1.31 14.9–18.2
return (2.03) (15.88) (45.0) (33.3) (67–80)
6835742 None 9.5 0.105 0.625 1.43 1.32 14.4–21.6
(2.67) (15.88) (36.3) (33.5) (65–96)
* Mean dimension shown.
** Replace if not within 0.025 inch (0.63 mm) of free height.
8–9
 Table 8–2. Spring Data (cont’d)
8–10

Spring Approx. Length Under Load

Color No. Wire Dia.* OD Free Length
Foldout Ref Spring Part No. Code Coils in. (mm) in. (mm) in. (mm) in. (mm) lb (N)
19,A 4 Converter pressure 6769344 None 13 0.106 0.710 2.35 1.75 42.0–46.0

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS

relief valve (2.68) (18.03) (59.7) (44.4) (187–204)
19,A 23 Converter pressure 6756430 None 18 0.063 0.530 2.66 1.79 10.8–13.2
regulator (1.60) (13.46) (67.6) (45.5) (48–58)
19,B 10 High-range clutch 6756042 None Belleville 10.730 0.44**
piston return (272.54) (11.1)
20 16 Intermediate-range 6776677 Green stripe 16 0.092 0.730 2.97 2.83 3.7–4.1
trimmer upper valve, or end (2.32) (18.54) (75.5) (71.9) (17–18)
Copyright © 1997 General Motors Corp.

inner
20 17 Intermediate-range 6776676 Green stripe 12 0.135 1.060 3.29 2.95 18.6–22.6
trimmer upper valve, (3.43) (26.92) (83.6) (74.9) (83–100)
outer
20 19 Intermediate-range 6769825 White end 12 0.048 0.667 3.26 0.98 6.5–7.6
trimmer lower valve, (1.21) (16.94) (82.8) (24.9) (29–33)
inner
20 20 Intermediate-range 6759964 Orange stripe 15 0.063 0.850 4.50 1.03 11.2–13.6
trimmer lower valve, (1.60) (21.59) (114.3) (26.2) (50–60)
outer
20 28 Detent 6774328 Solid yellow, 9.5 0.063 0.450 1.10 0.76 16.2–17.8
light blue end (1.60) (11.43) (27.9) (19.3) (72–79)
20 41 Neutral trimmer 6772652 Orange stripe 13 0.121 1.060 3.71 2.79 27.0–33.0
lower valve (3.06) (26.92) (94.2) (70.9) (121–146)
20 43 Neutral trimmer 6769825 White end 12 0.048 0.667 3.26 0.98 6.5–7.6
upper valve, inner (1.21) (16.94) (82.8) (24.9) (29–33)
20 44 Neutral trimmer 6759964 Orange stripe 15 0.063 0.850 4.50 1.03 11.2–13.6
upper valve, outer (1.60) (21.59) (114.3) (26.2) (50–60)
21 27 Solenoid pressure 6880795 Solid light 12 0.067 0.434 1.55 1.02 31.4–34.6
regulator valve blue (1.70) (11.02) (39.4) (25.9) (140–153)
21 30 Splitter shift valve 6832304 Orange stripe 11 0.086 0.700 1.83 1.22 21.0–25.0
(2.18) (17.78) (46.5) (31.0) (94–111)
* Mean dimension shown.
** Replace if not within 0.025 inch (0.63 mm) of free height.
 Table 8–2. Spring Data (cont’d)
Spring Approx. Length Under Load
Color No. Wire Dia.* OD Free Length
Foldout Ref Spring Part No. Code Coils in. (mm) in. (mm) in. (mm) in. (mm) lb (N)
21 31 Priority valve, outer 6833223 Solid dark 9.5 0.102 0.830 1.78 1.26 26.1–28.9
green, (2.59) (21.08) (45.2) (32.0) (116–128)
white stripe
21 32 Priority valve, inner 6830243 Solid purple, 32 0.072 0.565 4.94 2.60 22.5–27.5
orange stripe (1.83) (14.35) (125.5) (66.0) (100–122)
21 35 High-range shift 6832304 Orange stripe 11 0.086 0.700 1.83 1.22 21.0–25.0

WEAR LIMITS AND SPRING DATA

valve (2.18) (17.78) (46.5) (31.0) (94–111)
21 37 Intermediate-range 6832304 Orange stripe 11 0.086 0.700 1.83 1.22 21.0–25.0
Copyright © 1997 General Motors Corp.

shift valve (2.18) (17.78) (46.5) (31.0) (94–111)

21 39 Low-range shift 6832304 Orange stripe 11 0.086 0.700 1.83 1.22 21.0–25.0
valve (2.18) (17.78) (46.5) (31.0) (94–111)
21 41 Reverse shift valve 6832304 Orange stripe 11 0.086 0.700 1.83 1.22 21.0–25.0
(2.18) (17.78) (46.5) (31.0) (94–111)
21 50 Check valve 6834536 Solid yellow, 15 0.020 0.330 1.25 0.94 0.17–0.20
white end (0.51) (8.38) (31.8) (23.9) (0.74–0.91)
21 54 Splitter-low trimmer, 6759964 Orange stripe 15 0.063 0.850 4.50 1.03 11.2–13.6
upper valve (1.60) (21.59) (114.3) (26.2) (50–60)
21 56 Splitter-low trimmer, 6778009 Solid white, 16 0.105 0.750 3.32 3.05 11.4–12.6
lower valve, inner purple stripe (2.67) (19.0) (84.4) (77.5) (51–56)
21 57 Splitter-low trimmer, 6830014 Solid purple 7 0.113 1.060 1.61 1.06 27.0–33.0
lower valve, outer (2.87) (26.92) (40.8) (26.9) (121–146)
21 64 Intermediate-range 6759964 Orange stripe 15 0.063 0.850 4.50 1.03 11.2–13.6
trimmer, upper valve (1.60) (21.59) (114.3) (26.2) (50–60)
21 66 Intermediate-range 6830240 Solid red, 18 0.092 0.769 3.78 1.85 38.0–42.0
trimmer, lower valve, yellow stripe (2.34) (19.53) (95.9) (47.0) (169–186)
inner
21 67 Intermediate-range 6830014 Solid purple 7 0.113 1.060 1.61 1.06 27.0–33.0
trimmer, lower valve, (2.87) (26.92) (40.8) (26.9) (121–146)
outer
21 70 Low-range trimmer, 6759964 Orange stripe 15 0.063 0.850 4.50 1.03 11.2–13.6
upper valve (1.60) (21.59) (114.3) (26.2) (50–60)
8–11

* Mean dimension shown.

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

Spring Approx. Length Under Load

Color No. Wire Dia.* OD Free Length
Foldout Ref Spring Part No. Code Coils in. (mm) in. (mm) in. (mm) in. (mm) lb (N)
21 72 Low-range trimmer, 6830240 Solid red, 18 0.092 0.769 3.78 1.85 38.0–42.0

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS

lower valve, inner yellow stripe (2.34) (19.53) (95.9) (47.0) (169–186)
21 72 Low-range trimmer, 6839279 Solid purple, 15 0.112 0.754 3.02 1.80 82.6–91.4
lower valve, inner yellow stripe (2.84) (19.15) (76.7) (45.7) (367–406)
21 73 Low-range trimmer, 6830014 Solid purple 7 0.113 1.060 1.61 1.06 27.0–33.0
lower valve, outer (2.87) (26.92) (40.8) (26.9) (121–146)
21 76 Reverse trimmer, 6759964 Orange stripe 15 0.063 0.850 4.50 1.03 11.2–13.6
upper valve (1.60) (21.59) (114.3) (26.2) (50–60)
Copyright © 1997 General Motors Corp.

21 78 Reverse trimmer, 6776677 Green stripe 16 0.092 0.730 2.97 2.83 3.7–4.1
lower valve, inner or end (2.32) (18.54) (75.5) (71.9) (17–18)
21 79 Reverse trimmer, 6830237 Green stripe 8 0.120 1.060 2.06 1.06 57.0–63.0
lower valve, outer (3.05) (26.92) (52.5) (26.9) (254–280)
22 35 Solenoid pressure 6880795 Solid light 12 0.067 0.434 1.55 1.02 31.4–34.6
regulator valve blue (1.70) (11.02) (39.4) (25.9) (140–153)
22 38 Splitter shift valve 6832304 Orange stripe 11 0.086 0.700 1.83 1.22 21.0–25.0
(2.18) (17.78) (46.5) (31.0) (94–111)
22 39 Priority valve, outer 6833223 Solid dark 9.5 0.102 0.830 1.78 1.26 26.1–28.9
green, (2.59) (21.08) (45.2) (32.0) (116–128)
white stripe
22 40 Priority valve, inner 6830243 Solid purple, 32 0.072 0.565 4.94 2.60 22.5–27.5
orange stripe (1.83) (14.35) (125.5) (66.0) (100–122)
22 43 High-range shift 6832304 Orange stripe 11 0.086 0.700 1.83 1.22 21.0–25.0
valve (2.18) (17.78) (46.5) (31.0) (94–111)
22 45 Intermediate-range 6832304 Orange stripe 11 0.086 0.700 1.83 1.22 21.0–25.0
shift valve (2.18) (17.78) (46.5) (31.0) (94–111)
22 47 Low-range shift 6832304 Orange stripe 11 0.086 0.700 1.83 1.22 21.0–25.0
valve (2.18) (17.78) (46.5) (31.0) (94–111)
22 49 Reverse shift valve 6832304 Orange stripe 11 0.086 0.700 1.83 1.22 21.0–25.0
(2.18) (17.78) (46.5) (31.0) (94–111)
* Mean dimension shown.
 Table 8–2. Spring Data (cont’d)
Spring Approx. Length Under Load
Color No. Wire Dia.* OD Free Length
Foldout Ref Spring Part No. Code Coils in. (mm) in. (mm) in. (mm) in. (mm) lb (N)
22 57 Check valve 6834536 Solid yellow, 15 0.020 0.330 1.25 0.94 0.17–0.20
white end (0.51) (8.38) (31.8) (23.9) (0.74–0.91)
22 61 Splitter-low trimmer, 6759964 Orange stripe 15 0.063 0.850 4.50 1.03 11.2–13.6
upper valve (1.60) (21.59) (114.3) (26.2) (50–60)
22 63 Splitter-low trimmer, 6778009 Solid white, 16 0.105 0.750 3.32 3.05 11.4–12.6
lower valve, inner purple stripe (2.67) (19.0) (84.4) (77.5) (51–56)

WEAR LIMITS AND SPRING DATA

22 64 Splitter-low trimmer, 6830014 Solid purple 7 0.113 1.060 1.61 1.06 27.0–33.0
lower valve, outer (2.87) (26.92) (40.8) (26.9) (121–146)
Copyright © 1997 General Motors Corp.

22 67 Intermediate-range 6759964 Orange stripe 15 0.063 0.850 4.50 1.03 11.2–13.6

trimmer, upper valve (1.60) (21.59) (114.3) (26.2) (50–60)
22 69 Intermediate-range 6839279 Solid purple, 15 0.113 0.754 3.02 1.80 82.6–91.4
trimmer, lower valve, yellow stripe (2.87) (19.15) (76.7) (45.7) (368–406)
inner
22 70 Intermediate-range 6830014 Solid purple 7 0.113 1.060 1.61 1.06 27.0–33.0
trimmer, lower valve, (2.87) (26.92) (40.8) (26.9) (121–146)
outer
22 73 Low-range trimmer, 6759964 Orange stripe 15 0.063 0.850 4.50 1.03 11.2–13.6
upper valve (1.60) (21.59) (114.3) (26.2) (50–60)
22 75 Low-range trimmer, 6830240 Solid red, 18 0.092 0.769 3.78 1.85 38.0–42.0
lower valve, inner yellow stripe (2.34) (19.53) (95.9) (47.0) (169–186)
22 76 Low-range trimmer, 6830014 Solid purple 7 0.113 1.060 1.61 1.06 27.0–33.0
lower valve, outer (2.87) (26.92) (40.8) (26.9) (121–146)
22 79 Reverse trimmer, 6759964 Orange stripe 15 0.063 0.850 4.50 1.03 11.2–13.6
upper valve (1.60) (21.59) (114.3) (26.2) (50–60)
22 81 Reverse trimmer, 6776677 Green stripe 16 0.092 0.730 2.97 2.83 3.7–4.1
lower valve, inner or end (2.32) (18.54) (75.5) (71.9) (17–18)
22 82 Reverse trimmer, 6830237 Green stripe 8 0.120 1.060 2.06 1.06 57.0–63.0
lower valve, outer (3.05) (26.92) (52.5) (26.9) (254–280)
23 35 Solenoid pressure 6880795 Solid light 12 0.067 0.434 1.55 1.02 31.4–34.6
regulator valve blue (1.70) (11.02) (39.4) (25.9) (140–153)
* Mean dimension shown.
8–13
 Table 8–2. Spring Data (cont’d)
8–14

Spring Approx. Length Under Load

Color No. Wire Dia.* OD Free Length
Foldout Ref Spring Part No. Code Coils in. (mm) in. (mm) in. (mm) in. (mm) lb (N)
23 38 Splitter shift valve 6832304 Orange stripe 11 0.086 0.700 1.83 1.22 21.0–25.0

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS

(2.18) (17.78) (46.5) (31.0) (94–111)
23 39 Priority valve, outer 6833223 Solid dark 9.5 0.102 0.830 1.78 1.26 26.1–28.9
green, (2.59) (21.08) (45.2) (32.0) (116–128)
white stripe
23 40 Priority valve, inner 6830243 Solid purple, 32 0.072 0.565 4.94 2.60 22.5–27.5
orange stripe (1.83) (14.35) (125.5) (66.0) (100–122)
23 43 High-range shift 6832304 Orange stripe 11 0.086 0.700 1.83 1.22 21.0–25.0
Copyright © 1997 General Motors Corp.

valve (2.18) (17.78) (46.5) (31.0) (94–111)

23 45 Intermediate-range 6832304 Orange stripe 11 0.086 0.700 1.83 1.22 21.0–25.0
shift valve (2.18) (17.78) (46.5) (31.0) (94–111)
23 47 Low-range shift 6832304 Orange stripe 11 0.086 0.700 1.83 1.22 21.0–25.0
valve (2.18) (17.78) (46.5) (31.0) (94–111)
23 49 Reverse shift valve 6832304 Orange stripe 11 0.086 0.700 1.83 1.22 21.0–25.0
(2.18) (17.78) (46.5) (31.0) (94–111)
23 57 Check valve 6834536 Solid yellow, 15 0.020 0.330 1.25 0.94 0.17–0.20
white end (0.51) (8.38) (31.8) (23.9) (0.74–0.91)
23 62 Splitter-low trimmer, 23013909 Solid green 11 0.072 0.690 1.80 1.10 11.4–14.0
lower valve, inner (1.83) (17.53) (45.7) (27.9) (50–63)
23 63 Splitter-low trimmer, 6885047 Solid green 10 0.098 0.940 2.57 1.10 37.5–45.9
lower valve, outer (2.49) (23.88) (65.3) (27.9) (167–204)
23 67 Splitter-low trimmer, 23013909 Solid green 11 0.072 0.690 1.80 1.10 11.4–14.0
lower valve, inner (1.83) (17.53) (45.7) (27.9) (50–63)
23 68 Splitter-low trimmer, 6885047 Solid green 10 0.098 0.940 2.57 1.10 37.5–45.9
lower valve, outer (2.49) (23.88) (65.3) (27.9) (167–204)
23 71 Trim boost regulator 6880186 Solid yellow, 12 0.041 0.464 1.37 0.89 2.43–2.69
valve blue stripe (1.04) (11.79) (34.8) (22.6) (10.8–12.0)
23 75 Intermediate-range 6885166 Solid orange, 9.6 0.092 0.690 1.69 1.10 32.6–39.8
trimmer, lower valve, white stripe (2.34) (17.53) (42.9) (27.9) (145–177)
inner
* Mean dimension shown.
 Table 8–2. Spring Data (cont’d)
Spring Approx. Length Under Load
Color No. Wire Dia.* OD Free Length
Foldout Ref Spring Part No. Code Coils in. (mm) in. (mm) in. (mm) in. (mm) lb (N)
23 76 Intermediate-range 29513457 None 9.8 0.080 0.940 2.10 1.10 11.2–12.4
trimmer, lower valve, (2.03) (23.88) (53.3) (27.9) (50–55)
outer
23 80 Low-range trimmer, 6885166 Solid orange, 9.6 0.092 0.690 1.69 1.10 32.6–39.8
lower valve, inner white stripe (2.34) (17.53) (42.9) (27.9) (145–177)
23 81 Low-range trimmer, 29513457 None 9.8 0.080 0.940 2.10 1.10 11.2–12.4

WEAR LIMITS AND SPRING DATA

lower valve, inner (2.03) (23.88) (53.3) (27.9) (50–55)
23 85 Reverse trimmer, 6885166 Solid orange, 9.6 0.092 0.690 1.69 1.10 32.6–39.8
lower valve, inner white stripe (2.34) (17.53) (42.9) (27.9) (145–177)
Copyright © 1997 General Motors Corp.

23 86 Reverse trimmer, 29513457 None 9.8 0.080 0.940 2.10 1.10 11.2–12.4
lower valve, outer (2.03) (23.88) (53.3) (27.9) (50–55)
25 19 Intermediate-range 6838590 Solid orange, 14 0.106 0.625 2.48 1.88 57.9–70.7
piston return black stripe (2.68) (15.88) (63.0) (47.8) (258–314)
26,A 25 Low-range piston 6838589 None 16 0.121 0.625 2.83 2.36 72.0–88.0
return (3.06) (15.88) (71.9) (59.9) (321–391)
26,B 16 Reverse piston return 6838172 None 22 0.121 0.625 3.70 3.09 64.8–79.2
(3.06) (15.88) (94.0) (78.5) (289–352)
23017349 Solid yellow, 20.6 0.128 0.625 3.52 2.87 98.5–120.5
white end (3.25) (15.88) (89.4) (72.9) (439–536)
30 81, 120 Detent 5171417 None 12 0.059 0.438 2.12 1.50 18.0–22.0
(1.50) (11.11) (54.0) (38.1) (81–97)
31 14 Detent 5171417 None 12 0.059 0.438 2.12 1.50 18.0–22.0
(1.50) (11.11) (54.0) (38.1) (81–97)
32 13 Brake adjusting 2344799 Solid red 17.5 0.106 0.641 3.62 3.94 36.0–44.0**
screw (2.68) (16.27) (92.1) (100.0) (161–195)
32 17 Brake shoe return 2399048 Solid black 8.25 0.121 0.810 2.98 3.25 45.0–55.0**
(3.07) (20.57) (75.7) (82.6) (201–244)
33 5 Shift tower leveler 6839318 None 7 0.045 0.300 0.56 0.46 6.9–8.5
(1.14) (7.62) (14.3) (11.7) (31–37)
* Mean dimension shown.
8–15

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

Spring Approx. Length Under Load

Color No. Wire Dia.* OD Free Length
Foldout Ref Spring Part No. Code Coils in. (mm) in. (mm) in. (mm) in. (mm) lb (N)
33 58 Shift tower override 6839323 None 4.5 0.045 0.600 0.75 0.65 1.3–1.7

5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS

(1.14) (15.24) (19.0) (16.5) (6–7)
33 72 Shift tower outer 6839321 None 5–6 0.038 0.480 0.88 0.56 5.0–6.0
clutch (0.97) (12.19) (22.4) (14.2) (22–26)
35 3 Shift tower leveler 6839318 None 7 0.045 0.300 0.56 0.46 6.9–8.5
(1.14) (7.62) (14.3) (11.7) (31–37)
36,A 33 Lever shift selector 23045992 None 8 0.035 0.260 0.59 0.45 4.5–5.5
arm (0.89) (6.60) (15.0) (11.4) (21–24)
Copyright © 1997 General Motors Corp.

* Mean dimension shown.

 Section 9 — CUSTOMER
DISASSEMBLY SERVICE
OF TRANSMISSION
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.
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.
Step Two — If your problem cannot be readily re-
solved at the distributor level without additional assis-
Copyright © 1997 General Motors Corp.
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
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
9–2. SERVICE LITERATURE port for your transmission. To ensure that you get
maximum performance and service life from your
Additional service literature is available. This service transmission, see your dealer or distributor for the fol-
literature provides fully illustrated instructions for op- lowing publications. Check the telephone directory for
eration, maintenance, service, overhaul, and parts sup- the Allison Transmission service outlet nearest you.

Table 9–1. Service Literature

CL(B)T 5000, 6000 Series

Literature Title M 5600, S 5600 Series
M 6600, S 6600 Series

Operator’s Manuals OM1318EN

OM2034EN
Parts Catalog PC1860EN
Troubleshooting Manual TS2712EN
Preventive Maintenance Manual PM2057EN
Automatic Transmission Fluids Technician’s Guide GN2055EN

9–2 Copyright © 1997 General Motors Corp.

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
Legend For Foldout 1

1 — Input flange 34 — Rear bearing retainer

2 — Input shaft 35 — Parking brake
3 — Torque converter drive housing 36 — Reverse-clutch piston
4 — Front cover 37 — Transmission output shaft
5 — Lockup clutch 38 — Transfer gear housing
6 — Torque converter housing 39 — Magnetic pickup (speed sensor)
7 — Torque converter turbine 40 — Output transfer drive gear
8 — Torque converter stator 41 — Transfer housing cover
9 — Torque converter pump 42 — Speedometer drive sleeve
10 — Flexplate assembly 43 — Output transfer idler gear
11 — Starter ring gear 44 — Bearing retainer
12 — Flywheel 45 — Output transfer driven gear
13 — Lockup clutch 46 — Output shaft
14 — Torque converter turbine assembly 47 — Front output flange
15 — Torque converter housing 48 — Drain hose
16 — Stator assembly 49 — Transmission drain cover
17 — Torque converter pump 50 — Rear output flange
18 — Input accessory drive gear 51 — Transmission output shaft
19 — Power takeoff drive gear 52 — Speedometer driven gear
20 — Retarder rotor 53 — Reverse-clutch piston
21 — Splitter-low clutch 54 — Splitter output shaft
22 — Splitter-high clutch 55 — Transmission pan
23 — Splitter planetary 56 — Converter ground sleeve
24 — Transmission housing 57 — Retarder housing
25 — High clutch (fifth-and-sixth-range) 58 — Hydraulic pressure tube
26 — Intermediate-range planetary 59 — Torque converter housing
27 — Intermediate clutch (third-and-fourth-range) 60 — Pump drive gear
28 — Low planetary 61 — Pump idler gear
29 — Low clutch (first-and-second-range) 62 — Input pressure pump
30 — Reverse clutch 63 — Scavenge pump
31 — Reverse planetary 64 — Freewheel roller
32 — Output drive housing 65 — Turbine output shaft
33 — Magnetic pickup (speed sensor)

Foldout 1 Copyright © 1997 General Motors Corp.

 F OLDOUT 1

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41

50

65 64 63 62 61 60 59 58 57 56 55 54 53 52 51

49 48 47 46 45 44 43 42

H01252.01

Foldout 1. CLBT 5861 Transmission Cross-Section

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
Legend For Foldout 2

1 — Flexplate drive assembly 27 — Speedometer drive gear

2 — Flywheel 28 — Magnetic pickup (speed sensor)
3 — Lockup clutch 29 — Rear bearing retainer
4 — Torque converter housing 30 — Rear output flange
5 — Torque converter turbine 31 — Transfer gear housing
6 — Torque converter stator 32 — Transfer drive gear
7 — Torque converter pump 33 — Transfer idler gear
8 — Input drive flange 34 — Speedometer drive
9 — Torque converter front cover 35 — Transfer driven gear
10 — Torque converter drive housing 36 — Output flange
11 — Torque converter turbine 37 — Transmission output shaft
12 — Stator assembly 38 — Speedometer driven gear
13 — Torque converter pump 39 — Reverse clutch piston
14 — Power takeoff cover 40 — Transmission housing
15 — Pitot tube (front governor) 41 — Splitter output shaft
16 — Splitter-low clutch 42 — Transmission pan
17 — Splitter-high clutch 43 — Turbine output shaft
18 — Splitter planetary 44 — Hydraulic pressure tube
19 — High clutch (fifth-and-sixth-range) 45 — Converter housing
20 — Intermediate-range planetary 46 — Pump drive gear
21 — Intermediate clutch (third-and-fourth-range) 47 — Input pressure pump
22 — Low-range planetary 48 — Scavenge pump
23 — Low clutch (first-and-second-range) 49 — Pump idler gear
24 — Reverse planetary 50 — Freewheel roller
25 — Reverse clutch 51 — Input shaft
26 — Output drive cover

Foldout 2 Copyright © 1997 General Motors Corp.

 F OLDOUT 2

DETAIL FOR 5963 MODEL

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33

48 47 51 50 49 48 47 46 45 44 43 42 41 40 39 38 37

36 35 34

H01253.01

Foldout 2. CLT 5961, 5962, 5963 and M 5600, S 5600 Series Transmission Cross-Section
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
Legend For Foldout 3

1 — Input flange 29 — Intermediate clutch (third-and-fourth-range)

2 — Input shaft 30 — Low clutch (first-and-second-range)
3 — Torque converter drive housing 31 — Reverse clutch
4 — Front cover 32 — Transmission rear cover (output drive housing)
5 — Lockup clutch 33 — Output shaft
6 — Torque converter housing 34 — Parking brake
7 — Torque converter turbine 35 — Output flange
8 — Torque converter stator 36 — Speedometer drive gear
9 — Torque converter pump 37 — Speedometer driven gear
10 — Flexplate drive assembly 38 — Reverse planetary carrier
11 — Flywheel 39 — Reverse ring gear
12 — Lockup clutch 40 — Reverse sun gear
13 — Torque converter housing 41 — Low-range ring gear
14 — Torque converter turbine 42 — Low-range planetary carrier
15 — Torque converter stator 43 — Low-range sun gear
16 — Torque converter pump 44 — Intermediate-range planetary carrier
17 — Power takeoff cover 45 — Intermediate-range sun gear
18 — Power takeoff gear 46 — Splitter sun gear
19 — Hydraulic retarder housing 47 — Input pump idler gear
20 — Hydraulic retarder rotor 48 — Input pump drive gear (power takeoff drive)
21 — Turbine shaft 49 — Input and scavenge pump assembly
22 — Governor (pitot) assembly 50 — Input pump
23 — Splitter-low clutch 51 — Scavenge pump
24 — Splitter-high clutch 52 — Input pump drive gear (power takeoff drive)
25 — Splitter ring gear 53 — Input and scavenge pump assembly
26 — Splitter planetary carrier 54 — Input pump
27 — High clutch (fifth-and-sixth-range) 55 — Scavenge pump
28 — Intermediate-range planetary carrier

Foldout 3 Copyright © 1997 General Motors Corp.

 F OLDOUT 3

DETAIL FOR 6063 MODEL

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34

55 54 53 52 51 50 49 48 47 46 45 44 43 42 41 40 39 38 37 36 35

H03541

Foldout 3. CLBT 6061, 6062, 6063 Transmission Cross-Section

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
Legend For Foldout 4

1 — Input flange 29 — Intermediate clutch (third-and-fourth-range)

2 — Input shaft 30 — Low clutch (first-and-second-range)
3 — Torque converter drive housing 31 — Reverse clutch
4 — Front cover 32 — Transmission rear cover (output drive housing)
5 — Lockup clutch 33 — Output shaft
6 — Torque converter housing 34 — Parking brake
7 — Torque converter turbine 35 — Output flange
8 — Torque converter stator 36 — Speedometer drive gear
9 — Torque converter pump 37 — Speedometer driven gear
10 — Flexplate drive assembly 38 — Reverse planetary carrier
11 — Flywheel 39 — Reverse ring gear
12 — Lockup clutch 40 — Reverse sun gear
13 — Torque converter housing 41 — Low-range ring gear
14 — Torque converter turbine 42 — Low-range planetary carrier
15 — Torque converter stator 43 — Low-range sun gear
16 — Torque converter pump 44 — Intermediate-range planetary carrier
17 — Power takeoff cover 45 — Intermediate-range sun gear
18 — Power takeoff gear 46 — Splitter sun gear
19 — Hydraulic retarder housing 47 — Input pump idler gear
20 — Hydraulic retarder rotor 48 — Input pump drive gear (power takeoff drive)
21 — Turbine shaft 49 — Input and scavenge pump assembly
22 — Governor (pitot) assembly 50 — Input pump
23 — Splitter-low clutch 51 — Scavenge pump
24 — Splitter-high clutch 52 — Input pump drive gear (power takeoff drive)
25 — Splitter ring gear 53 — Input and scavenge pump assembly
26 — Splitter planetary carrier 54 — Input pump
27 — High clutch (fifth-and-sixth-range) 55 — Scavenge pump
28 — Intermediate-range planetary carrier

Foldout 4 Copyright © 1997 General Motors Corp.

 F OLDOUT 4

;; ;; ; ; ;
;; ;;;;; ;;;
;; ;; ; ; ;
;; ;;;;; ;;;;;;;
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34

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

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

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

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

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

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

;;;
;;;;;;;;; ;;;
;;;;; ; ;;
; ;; ;
;;; ; ;
;; ; ;; ;;; ;
;;
; ;; ;;;
; ;;; ; ;
;
51 50 49 48 47 40 39 38 37 36 35

55 54 53 52 46 45 44 43 42 41

V03552

Foldout 4. M 6600, S 6600 Series Transmission Cross-Section

 F OLDOUT 5

Foldout 5. CL(B)T 5861, 5961, 6061 Transmissions — Manual Hydraulic Schematic

 F OLDOUT 6

Foldout 6. CL(B)T 5861, 5961, 6061, 5962, 6062 Transmissions — Electric-Control Hydraulic Schematic
 F OLDOUT 7
SHIFT
SELECTOR SOLENOIDS CLUTCHES
Intermediate Clutch POSITION ENERGIZED ENGAGED
Splitter Splitter High Clutch (Third-and- Low Clutch
Low High Fourth Range)
Clutch Clutch
(Fifth-and- (First-and- 6 E, G✽ HIGH, SPLITTER HIGH
Sixth Range) Second Range) 5 E, F HIGH, SPLITTER LOW
4 D, G✽ INTERMEDIATE, SPLITTER HIGH
Reverse
Clutch 3 D, F INTERMEDIATE, SPLITTER LOW
2 C, G✽ LOW, SPLITTER HIGH
1 C, F LOW, SPLITTER LOW
N A✽ , F SPLITTER LOW
R1 A✽, B, F SPLITTER LOW, REVERSE
R2 A✽, B, G✽ SPLITTER HIGH, REVERSE

NOTES: VALVE POSITIONS SHOWN ARE WITH TRANSMISSION

IN NEUTRAL WITH ENGINE RUNNING
✽ NOT USED IN MODELS WITH LOCK–IN–NEUTRAL

MAIN PRESSURE EXHAUST OR SUMP

CONVERTER–IN SPLITTER–LOW
CONVERTER–OUT SOLENOID PRESSURE
LUBRICATION

LOCKUP PRESSURE SPLITTER–HIGH

Ground Solenoid
Sleeve SPLITTER–LOW SPLITTER–LOW Pressure
Tap
This Ground
Sleeve Vent is TO CONVERTER
FROM
Open for all Solenoid
FILTERS
TC Series Pressure
except TC682 LOW DIFF. PRESSURE Solenoid F Regulator
A
REVERSE

& TC683 Differential Valve

C Solenoid B Solenoid C Solenoid D Solenoid E Priority
Pressure B
Switch Valve
HIGH DIFF. PRESSURE Low
Pressure
TO FILTERS Tap
Reverse ORIFICE ORIFICE
Converter Reverse Low Shift Intermediate High
Filter Pressure Shift ORIFICE Valve Shift Valve Shift ORIFICE ORIFICE
Pressure Bypass Tap ORIFICE ORIFICE
Valve Valve ORIFICE
Relief Valve Splitter Low
80 psi Main Pressure Pressure ORIFICE
(552 kPa) Regulator Tap

Splitter High
ORIFICE High
Lockup Pressure
Pressure PIPE
Pressure Tap ORIFICE Tap
Oil ORIFICE PLUG
Cooler Tap
Splitter
Shift
Main Valve
VALVE ASSEMBLY Pressure
LOCATED ON TOP OF Port
CONVERTER HOUSING ORIFICE
Interm. ORIFICE (BLOCKED FOR
Speedo Pressure Tap (BLOCKED FOR LOCK–IN–NEUTRAL)
Exhaust LOCK–IN–NEUTRAL)
Gear Lube Solenoid A✽
Regulator
Valve Solenoid G✽
Input ORIFICES
Pump

Solenoid J
ORIFICE
Lockup (BLOCKED FOR
Shift Valve LOCK–IN–NEUTRAL) ORIFICE

ORIFICES Trimmer
Pressure ORIFICE
Sump Tap
Lube
Pressure ORIFICE ORIFICE ORIFICE ORIFICE
Regulator
22.5 psi
(155 kPa)

ORIFICE ORIFICE ORIFICE ORIFICE

Low Intermediate Trim Splitter Splitter

Reverse Range Range Boost High Low
ORIFICE Trimmer Trimmer Trimmer Regulator Trimmer Trimmer
Solenoid K Valve Valve Valve Valve Valve Valve
VALVE ASSEMBLY
LOCATED ON
CONVERTER HOUSING
MAIN PRESSURE
H03568

Foldout 7. CL(B)T 5963, 6063, M 5600, S 5600 Series, and M 6600, S 6600 Series (Models With Trim Boost and Electric Lockup) — Hydraulic Schematic
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
Legend For Foldout 8

A B
1 — Bolt, 1⁄2-20 x 11⁄2 (2) A 1 — Bolt, self-locking, 1⁄2-20 x 1 (12) A
2 — Lockstrip 2 — Flywheel flexplate assembly
3 — Flange retainer washer 3 — Flywheel assembly
4 — Shim (AR): 4 — Starter ring gear
0.025 inch (0.64 mm) 5 — Dowel pin
0.005 inch (0.13 mm) 6 — Flywheel
5 — Flange, S-1800 7 — Dowel pin (4)
6 — Flange, S-1800 8 — Sleeve (used only in rework of Flywheel 6)
7 — Flange, S-1700 9 — Gasket
8 — Flange, M8C
9 — Input seal Torque lb ft N·m
10 — Converter housing front cover A 96–115 131–155
11 — Gasket
12 — Single-row ball bearing
13 — Converter drive housing assembly
14 — Bolt, 9⁄16-18 x 13⁄8 (8) B
15 — Lockstrip (4)
16 — Dowel pin (4)
17 — Hub
18 — Converter drive housing
19 — Dowel pin (4)
20 — Sleeve (used only on rework of Hub 17)
21 — Bolt, 7⁄16-20 x 41⁄4 (3)
22 — Nut, 7⁄16-20 (18) C
23 — Lockwasher, 7⁄16 (18)
24 — Bolt, 7⁄16-20 x 4 (18)
25 — Nut, 7⁄16-20 (3) C
26 — Lockwasher, 7⁄16 (3)

Torque lb ft N·m
A 96–115 131–155
B 90–100 122–135
C 50–60 68–81

Foldout 8 Copyright © 1997 General Motors Corp.

 F OLDOUT 8
A B

1
2

4 5 3
6

1 2
3
6
4

7 8
25
26
7 10
9 9

11
13

16
8 12
17 18
21
24

20
19

14 15

23
22

L01167 L01168

Foldout 8,A. Flange, Converter Drive, and Front Cover Foldout 8,B. Flexplate and Flywheel
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
Legend For Foldout 9

A B
1 — Sealring 1 — Roller bearing
2 — Sealring 2 — Snapring
3 — Bushing (used only in rework of Piston 4) 3 — Snapring
4 — Lockup-clutch piston 4 — Bearing spacer
5 — Clutch plate 5 — Snapring
6 — Key (2) 6 — Torque converter turbine
7 — Backplate 7 — Spanner nut A
8 — Thrust washer
9 — Stator freewheel roller race
10 — Stator
11 — Cup (24)
12 — Needle roller (12)
13 — Spring (12)
14 — Roller (12)
15 — Stator backplate
16 — Bolt, 3⁄8-24 x 11⁄2 (12) B
17 — Lockstrip (6)
18 — Retainer
19 — Single-row ball bearing
20 — Torque converter pump
21 — Washer (36)
22 — Bolt, self-locking, 3⁄8-24 x 11⁄4 (36) C
23 — Accessory drive gear
Torque lb ft N.m
A 275–325 373–440
B 33–40 45–54
C 41–49 56–66

Foldout 9 Copyright © 1997 General Motors Corp.

 F OLDOUT 9
A B
1

2
3

4
5

2 11
1 6

4
7
12 15
8
13
9
5
3 10
6 14
7 16
17 18

20
19
21
22

6 23

L01169 L01170

Foldout 9,A. Lockup Clutch Foldout 9,B. Fixed-Capacity Torque Converter

 F OLDOUT 10

1 — Roller bearing 39 — Thrust washer 28

2 — Snapring 40 — Retainer
29
3 — Snapring 41 — Bolt, 3⁄8-24 x 11⁄8 (12) C 30
4 — Bearing spacer 42 — Lockstrip (6)
5 — Snapring 43 — Retainer
6 — Torque converter turbine 44 — Single-row ball bearing
27
7 — Spanner nut A 45 — Torque converter pump 22 19 31
8 — Thrust washer 46 — Washer (36) 32
9 — Stator freewheel race assembly 47 — Bolt, self-locking, 3⁄8-24 x 11⁄4 (36) D 26 21 33
20 34
10 — Stator freewheel race 48 — Accessory drive gear
11 — Pin (3)
Torque lb ft N.m 24
25
12 — Stator assembly 23
A 275–325 373–440 1
13 — Bolt, 5⁄16-24 x 23⁄4 (12)
14 — Spring (12) B 14–18 19–24 18 35
15 — Shroud assembly C 33–40 45–54 36
16 — Pin (5) D 41–49 56–66 37
17 — Shroud 17
2 3 16
18 — Stator vane (30)
19 — Sealring and expander 4 15
20 — Expander 5
21 — Sealring 9
14
22 — Piston 10
11
23 — Sealring and expander
24 — Expander 6 13
25 — Sealring 7 12
26 — Spring retainer
27 — Locknut, 5⁄16 x 24 (12) B 8
38 39
28 — Front-side plate assembly
29 — Plate 41 42
43 40
30 — Bushing
31 — Piston housing assembly 45
44
32 — Piston housing 46
33 — Spring pin, 1⁄8 x 11⁄8 (3) 47
34 — Stator cam
35 — Rear-side plate assembly
36 — Plate
37 — Bushing 48
38 — Freewheel roller (12)

L01171

Foldout 10. Variable-Capacity Torque Converter

 1
2
—
—
Bolt, 1⁄2-13 x 3⁄4 A*
Lockwasher, 1⁄2*
56
57
—
—
Pump drive gear hub
Hose assembly
F OLDOUT 11
3 — Plain washer, 1⁄2* 58 — Main-pressure transfer tube assembly
4 — Bolt, 1⁄2-13 x 21⁄2 A 59 — Split flange (4)
5 — Lockwasher, 1⁄2 60 — Sealring (3)
6 — Spindle 61 — Bolt, 7⁄16-14 x 11⁄4 (8) C
7 — Power takeoff idler gear 62 — Lockwasher, 7⁄16 (8)
8 — Roller bearing; 63 — Hose connecting block 15
Ball bearing (earlier models) 64 — Bolt, 7⁄16-14 x 2 (2) C 14
9 — Snapring 65 — Bolt, 7⁄16-14 x 21⁄4 (2) C
10 — Bolt, 5⁄16-24 x 21⁄2 (2) B** 66 — Lockwashers, 7⁄16 (4) 13
11 — Lockstrip** 67 — Lubrication pressure regulator valve**
12 — Gasket 68 — Shim (AR)**
13 — Power takeoff cover 69 — Spring**
70 — Guide pin** 12
14 — Lockwasher, 7⁄16 (8)
15 — Bolt, 7⁄16-14 x 7⁄8 (8) C 71 — Gasket** 64
16 — Torque converter housing assembly 72 — Valve cover** 63 65
17 — Torque converter housing 73 — Lockwasher, 3⁄8 (4)** 59
18 — Pipe plug, 1⁄2 D 74 — Bolt, 3⁄8-16 x 3⁄4 (4) K** 66
62
19 — Pipe plug, 1⁄4 L 75 — Cup plug 1 61
20 — Dowel pin, 3⁄4 x 11⁄4 (2) 76 — Sealring 60
77 — Bolt, 3⁄8-16 x 3⁄4 (4) K*** 2
21 — Dowel pin, 7⁄16 x 1 (2) 3
22 — Pipe plug, 1⁄8 (3) E*** 78 — Lockwasher, 3⁄8 (4)*** 58
23 — Drive screw, 1⁄8 79 — Valve cover*** 57
24 — Lube pressure plug assembly, SAE No. 5 (1⁄2-20) straight- 80 — Gasket*** 31
81 — Spring*** 4
thread fitting M; Lube pressure plug, 1⁄4 NPTF (earlier 5
models) L 82 — Seat*** 6 7 30
60 59
25 — Converter-to-cooler plug assemblies, SAE No. 20 (15⁄8-12) 83 — Converter-in check valve*** 8 32 33
straight-thread fitting (2) N; 84 — Guide pin*** 9
85 — Spring*** 16
Converter-to-cooler plugs, 11⁄4 NPTF (earlier models) (2) F
26 — Plug assembly, SAE No. 12 (11⁄16 -12) straight-thread fit- 86 — Snapring 10 62 61
11
87 — Roller bearing; 94 29
ting Q; Pipe plug, 3⁄4 G 93 17
27 — Pipe plug, 1 inch (3) H and plug assembly, 13⁄16 -12 (1) P; Ball bearing (earlier models) 92
28 18
Pipe plug, inch (4) H (earlier models) 88 — Idler gear
19 95
28 — Temperature gauge connection plug assembly, SAE No. 8 89 — Spindle 91 90 89 27
(3⁄4-16) straight-thread fitting P; 90 — Lockwasher, 1⁄2 88 41
20
Temperature gauge connection plug, 1⁄2 NPTF (earlier 91 — Bolt, 1⁄2-13 x 21⁄2 A 87 21 42
models) D 92 — Pump drive gear 22 34
21 43
29 — Dowel pin, 7⁄16 x 1 (2) 93 — Spacer
26
30 — Gasket 94 — Ball bearing 25
44
31 — Power takeoff cover 95 — Pitot tube** 24 23 35 36 37
32 — Lockwasher, 7⁄16 (8) 86
85 38
33 — Bolt, 7⁄16-14 x 7⁄8 (8) C Torque lb ft N·m 82 83 84
34 — Gasket A 67–80 91–108 81
79 80 39 45 46
35 — Sealring B 14–18 19–24 78 76 47
75 40
36 — Suction tube C 42–50 57–67 77 48
49
37 — Sealring D 23–27 32–36
38 — Step-joint sealring+ E 10–12 14–16 68 67
39 — Converter ground sleeve+ F 95–105 129–142 71 70
69
40 — Bolt, self-locking, 1⁄2-13 x 11⁄8 (5) J+ G 33–37 45–50 72 56
41 — Step-joint sealring++ H 75–85 102–115 74 55
42 — Converter ground sleeve assembly++ 54
43 — Converter ground sleeve++ J 81–97 110–131 53
52 51
44 — Sleeve++ K 26–32 36–43 73 50
45 — Bolt, self-locking, 1⁄2-13 x 11⁄8 (5) J++ L 14–16 19–21
46 — Ball bearing** M 58–63 lb in. 6.5–7.1
47 — Hub** N 47–53 64–70
48 — Lockwasher (5)** P 145–155 lb in. 16.3–17.5
49 — Bolt, 1⁄2-13 x 13⁄4 (5) A** Q 24–26 32–35
50 — Bolt, 3⁄8-16 x 7⁄8 (6) K
51 — Lockwasher, 3⁄8 (6) L03567
52 — Cover * Models without PTO.
** In this position, models without retarder.
53 — Gasket *** Models with retarder.
54 — Snapring + Foldout 11. Torque Converter Housing
Models without variable-capacity torque converter.
55 — Ball bearing ++ Models with variable-capacity torque converter.
 F OLDOUT 12

1 — Bolt, 3⁄8-16 x 13⁄4 (4) A

2 — Lockwasher, 3⁄8 (4)
3 — Gasket
4 — Bolt, 3⁄8-16 x 5 (6) A 16
19
5 — Lockwasher, 3⁄8 (6) 12 18
6 — Bolt, 3⁄8-16 x 1 (4) A 11
20 21
7 — Lockwasher, 3⁄8 (4)
8 — Discharge tube 14 15 22
9 — Gasket 23
13 17 25 26
10 — Input pressure and scavenge pump assembly
11 — Lockwasher, 3⁄8 (4) 27
12 — Bolt, 3⁄8-16 x 21⁄4 (4) A 28
13 — Scavenge pump body assembly
14 — Scavenge pump body 24
15 — Needle bearing (2)
16 — Needle roller
1 29
17 — Scavenge pump gear (2) 4 2
18 — Separator plate gasket 10
19 — Separator plate assembly 3
20 — Dowel pin
21 — Separator plate 5
22 — Dowel pin 30 31
6
23 — Drive gear 7
8 32
24 — Driven gear
25 — Separator plate gasket 9
26 — Input pump body assembly
27 — Needle bearing (2)
28 — Input pump body
29 — Star tolerance ring (6)
30 — Scavenge pump suction screen
31 — Input pump gasket
32 — Drive gear coupling
Torque lb ft N.m
A 26–32 36–43

L01173

Foldout 12. Input Pressure and Scavenge Pump

 F OLDOUT 13
1 — Bolt, A*, B** 42 — Filter assembly
7⁄16-14 x 41⁄2 (2)***
43 — Filter base assembly
7⁄16-14 x 31⁄2 (2)
44 — Bypass valve plug E
2 — Lockwasher, 7⁄16 (2)* 45 — Gasket
Flat washer, 7⁄16 (2)** 46 — Spring
3 — Main-pressure regulator valve assembly 47 — Bypass valve REVERSED FILTER INSTALLATION
4 — Set screw, 5⁄16-18 x 17⁄32 C 48 — Filter base
5 — Main pressure connection plug assembly, SAE 49 — Pipe plug (2) D
No. 4 (7⁄16-20) straight-thread J; Main pressure 50 — Plate and screw (2) 25
connection plug, 1⁄4 NPTF (earlier models) D 51 — Pipe plug D 31
6 — Main-pressure regulator valve body 35 30
52 — Sealring 32 29
7 — Main-pressure regulator valve 53 — Gasket 36 33 38
8 — Stop 28 70
54 — Plug E 34 27 40
9 — Spring 69
55 — Filter element (2) 68
10 — Shim (AR) 26 39 41
56 — Sealring (2) 67 71
0.0289 inch (0.734 mm) 37
57 — Shell and center stud assemblies (2) 72
0.0528 inch (1.341 mm) 58 — Snapring (2) 24 73
11 — Main-pressure regulator plug 59 — Retainer (2) 23
12 — Gasket 60 — Seal (2)
13 — Plug, 13⁄8-12 UNF E 61 — Washer (2)
14 — Sealring*** 22
62 — Spring (2) 21 74
15 — Gasket 63 — Shell (2) 1
16 — Adapter assembly*** 13
64 — Gasket (2) 12
17 — Jumper tube*** 2 10 11 42
65 — Center stud (2) G 9
18 — Pin (5)*** 66 — Plug (2) 8
7
19 — Valve adapter*** 67 — Lockwasher, 7⁄16* +
20 — Gasket*** Flat washer, 7⁄16** 6
3 54
21 — Gasket 68 — Bolt, 7⁄16-14 x 11⁄2 A*, B** + 53
5 52
22 — Gasket*** 69 — Bolt, 7⁄16-14 x 4 (3) A*, B** + 4 51
23 — Spring*** 70 — Gasket+
24 — Ball*** 71 — Bolt, 7⁄16-14 x 61⁄4 (2) A*, B** + 20
25 — Stator control valve body assembly*** 72 — Lockwasher, 7⁄16 (3)* + 46 47 48 43
26 — Stator control valve body*** Flat washer, 7⁄16 (3)** 19 16 44 45
27 — Stator control valve*** 73 — Plug, 3⁄4 H+ 18 18 49
28 — Spring*** 50
74 — Reversed filter adapter+
29 — Gasket*** 17 56
30 — Plug*** Torque lb ft N.m 15 55
31 — Adapter E*** 14 58
32 — Gasket*** A 42–50 57–67
5960
33 — Valve plug*** B 54–65 74–88 6162
34 — Sealring*** C 36–60 lb in. 5–7 63
64
35 — Bolt, 3⁄8-16 x 21⁄4 (5) F*** D 14–16 19–21
36 — Lockwasher, 3⁄8 (5)*** 57 65
E 90–100 123–135 66
37 — Socket head plug, 1⁄4 (3) D***
F 26–32 36–43
38 — Bolt, A*, B**
7⁄16-14 x 81⁄4 (5) (some models) G 45–55 61–74
7⁄16-14 x 7 (5) (some models) H 33–37 45–50
7⁄16-14 x 43⁄4 (4) (some models) J 38–42 lb in. 4.3–4.7
39 — Lockwasher, 7⁄16 (5, some models 4)*
Flat washer, 7⁄16 (5, some models 4)**
40 — Bolt, A*, B** * Earlier models — refer to Paragraph 7-3m(25)
** Later models — refer to Paragraph 7-3m(25)
7⁄16-14 x 41⁄2 (2) (some models)
*** Models with variable-capacity torque converter
+ Models with reversed filter configuration L03553
7⁄16-14 x 51⁄4 (3) (some models)

41 — Lockwasher, 7⁄16 (2, some models 3)*

Flat washer, 7⁄16 (2, some models 3)** Foldout 13. Main-Pressure Regulator Valve and Earlier Model Filters
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
Legend For Foldout 14

A B
1 — Bolt, 7⁄16-14 x 31⁄2 (7) A 1 — Bolt, 7⁄16-14 x 31⁄2 (4) A
2 — Flat washer, 7⁄16 (7) 2 — Flat washer, 7⁄16 (4)
3 — Main-pressure regulator valve body assembly 3 — Main-pressure regulator valve body assembly
4 — Set screw, 5⁄16-18 x 17⁄32 B 4 — Set screw, 5⁄16-18 x 17⁄32 B
5 — Main pressure connection plug assembly, 5 — Main pressure connection plug assembly,
SAE No. 4 (7⁄16-20) straight-thread E; Main SAE No. 4 (7⁄16-20) straight-thread E;
pressure connection plug, 1⁄4 NPTF (earlier Main pressure connection plug, 1⁄4 NPTF (ear-
models) C lier models) C
6 — Main-pressure regulator valve body 6 — Main-pressure regulator valve body
7 — Main-pressure regulator valve 7 — Main-pressure regulator valve
8 — Stop 8 — Stop
9 — Spring 9 — Spring
10 — Shim (AR): 10 — Shim (AR):
0.0289 inch (0.734 mm) 0.0289 inch (0.734 mm)
0.0528 inch (1.341 mm) 0.0528 inch (1.341 mm)
11 — Plug 11 — Plug
12 — Gasket 12 — Gasket
13 — Plug, 13⁄8-12 D 13 — Plug, 13⁄8-12 D
14 — Gasket 14 — Gasket
15 — Remote filter connection plug assemblies, 15 — Bolt, 7⁄16-14 x 31⁄2 (3) A
SAE No. 20 (15⁄8-12) straight-thread (2) F; 16 — Lockwasher, 7⁄16 (3)
Remote filter connection plugs, 11⁄4 NPTF
17 — Bolt, 7⁄16-14 x 41⁄2 (2) A
(earlier models) (2) G
18 — Lockwasher, 7⁄16 (2)
16 — Filter assembly
19 — Filter assembly
17 — Differential pressure switch
20 — Differential pressure switch
18 — Filter cover
21 — Sealring (2)
19 — Sealring
22 — Filter element (2)
20 — Filter element
23 — Filter base
21 — Filter shell
24 — Filter shell (2)
Torque lb ft N.m 25 — Sealring
A 54–65 74–88
B 36–60 lb in. 5–7 Torque lb ft N.m
C 14–16 19–21 A 54–65 74–88
D 90–100 123–135 B 36–60 lb in. 5–7
E 38–42 lb in. 4.3–4.7 C 14–16 19–21
F 47–53 64–70 D 90–100 123–135
G 95–105 129–142 E 38–42 lb in. 4.3–4.7

Foldout 14 Copyright © 1997 General Motors Corp.

 F OLDOUT 14
A B

15 17

16 18

1
13
3 12
2 11
10
9
8
7

6
5 16
MODELS WITH FILTER 19
4 PORTS AT SIDE

15
13 1
1 3 12 3 13
11 17 12
10 2 11
2 9 10
8 9
7 8
15 7
6 6
5 18 24
MODELS WITH FILTER 5
4 PORTS AT TOP 4
19 20 23

14 14 21

22
20

21 25 24
25

L03566
L03954

Foldout 14,A. Main-Pressure Regulator Valve (Models With Remote Filters) Foldout 14,B. Main-Pressure Regulator Valve and High-Efficiency Filters
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
Legend For Foldout 15

A B
1 — Lockup valve body gasket 1 Bolt, 3⁄8-16 x 23⁄4 (7) A
—
2 — Bolt, 3⁄8-16 x 11⁄2 (5) A 2 Lockwasher, 3⁄8 (7)
—
3 — Flat washer, 3⁄8 (3) 3 —
Gasket
4 — Bolt, 3⁄8-16 x 3 (4) A 4 Bolt, 3⁄8-16 x 11⁄4 (2) A
—
5 — Lockup valve body assembly 5 Lockwasher, 3⁄8 (2)
—
6 — Sealring 6 —
Lockup valve body assembly
7 — Lockup valve plug
7 —
Lockup valve body
8 — Spring
8 —
Lockup shift valve
9 — Lockup shift valve
9 —
Shim (AR)
10 — Spring pin
10 —
Washer
11 — Lockup valve body
12 — O-ring packing (some models) 11 —
Spring
13 — O-ring plug, 1⁄4 (some models) B 12 —
Valve plug
14 — Lockup pressure plug assembly, SAE No. 3 13 —
Sealring
(3⁄8-24) straight-thread F; 14 —
Sealring
Lockup pressure plug, 1⁄8 NPTF (earlier 15 —
Plug
models) C
16 —
Flow valve
15 — Plug assembly, SAE No. 3 (3⁄8-24) straight-
17 —
Spring pin (2)
thread F;
Plug, 1⁄8 NPTF (earlier models) C 18 —
Check valve
16 — Solenoid cover gasket 19 —
Lockup pressure plug assembly, SAE No. 3
17 — Solenoid (with sealring) (3⁄8-24) straight-thread C; Lockup pressure
plug, 1⁄8 NPTF (earlier models) B
18 — Flat washer, 1⁄4 (2)
19 — Bolt, 1⁄4-20 x 1 (2) D 20 — Governor pressure plug assembly, SAE No. 3
(3⁄8-24) straight-thread C;
20 — Bolt, 1⁄4-20 x 11⁄2 (2) D
Governor pressure plug, 1⁄8 NPTF (earlier
21 — Flat washer, 1⁄4 (2) models) B
22 — Cover assembly 21 — Plug, 1⁄8 NPTF (some earlier models) B
23 — Wiring harness
22 — Inhibitor pressure switch (manual-electric
24 — Receptacle connector E models)
25 — Sealring
26 — Body connector Torque lb ft N.m
27 — Terminal connector (2) A 26–32 36–43
28 — Temperature sensor B 10–12 14–16
C 28–32 lb in. 3.2–3.6
Torque lb ft N.m
A 26–32 36–43
B 8–10 11–13
C 10–12 14–16
D 9–11 13–14
E 6–8 8–10
F 28–32 lb in. 3.2–3.6

Foldout 15 Copyright © 1997 General Motors Corp.

 F OLDOUT 15
A B

1
20
21 2
19 28
18 22
13
12 17 3 4
16
15 5
14 26
27 25
11 24
23

10
6
9

8
13
4
7 5 12
3 14
6 11
15
10
2 16
9
1 8
17

19

19

7
20

18
21

22

L01178.01
L01177
Foldout 15,A. Electric Lockup Valve Body Assembly Foldout 15,B. Non-Electric Lockup Valve Body Assembly
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
Legend For Foldout 16

A B
1 — Step-joint sealring 1 — Bolt, 3⁄8-16 x 3 (7) A
2 — Hook-type sealring (3) 2 — Lockwasher, 3⁄8 (7)
3 — Sealring 3 — Gasket
4 — Step-joint sealring 4 — Plate
5 — Turbine output shaft* 5 — Gasket
6 — Step-joint sealring 6 — Hydraulic retarder control valve body assembly
7 — Hook-type sealring (3, some models 2) 7 — Snapring
8 — Sealring 8 — Seal and scraper assembly
9 — Step-joint sealring 9 — Valve stop
10 — Turbine output shaft** 10 — Retarder control valve
11 — Snapring 11 — Retarder control valve body
12 — Retarder rotor 12 — Plug assembly, SAE No. 8 (3⁄4-16) straight-
thread D; Pipe plug, 1⁄2 NPTF (earlier models) B
13 — Rotor washer
13 — Secondary converter pressure regulator valve***
14 — Bolt, pitot tube 5⁄16-24 x 21⁄8 (2) A*
14 — Spring***
15 — Lockstrip
15 — Gasket
16 — Lockwasher, 1⁄2 (7)
16 — Plug assembly***
17 — Bolt, 1⁄2-13 x 11⁄2 (7) B
17 — Pin***
18 — Retarder housing assembly 18 — Plug, 13⁄8-12 UNF-2A C
19 — Retarder housing 19 — Plug assembly, SAE No. 8 (3⁄4-16) straight-
20 — Pipe plug, 1⁄8 NPTF (earlier models) (2) C thread D; Pipe plug, 1⁄2 NPTF (earlier models) B
21 — Pipe plug, 1⁄4 NPTF (earlier models) A 20 — Hydraulic retarder control valve
22 — Dowel pin, 1⁄4 body assembly
23 — Pitot tube 21 — Plug assembly, SAE No. 8 (3⁄4-16) straight-
24 — Gasket thread D; Pipe plug, 1⁄2 NPTF (earlier models) B
22 — Seal and scraper assembly
25 — Ball bearing assembly
23 — Snapring
26 — Hub
24 — Retarder control valve body
27 — Lockwasher, 1⁄2 (5)
25 — Fluid transfer exhaust tube
28 — Bolt, 1⁄2-13 x 11⁄4 (5) B
26 — Retarder control valve
29 — Sealring
27 — Spring
Torque lb ft N.m 28 — Valve stop
A 14–16 19–21 29 — Snapring
B 67–80 91–108 30 — Gasket
C 10–12 14–16 31 — Cover
32 — Lockwasher, 3⁄8 (6)
33 — Bolt, 3⁄8-16 x 1 (6) A
* Models with retarder.
34 — Bolt, 3⁄8-16 x 41⁄4 (7) A
** Models without retarder.
*** Not used in some models. 35 — Lockwasher, 3⁄8 (7)
Torque lb ft N.m
A 26–32 36–43
B 23–27 32–36
C 102–117 139–158
D 145–155 lb in. 16.3–17.5

Foldout 16 Copyright © 1997 General Motors Corp.

 F OLDOUT 16
A B
1 7

2 8

3 9

4
10 5
6 12
5 11 4
7 3
12
8
9 6
11

10 13
2

22
21
23
14 16
17
15 13
24
14
18
19 15
19
20
21 17
22 16
18
35
24
34
23 20
25

26

27
22
20 25 28
26
29 29
27
28 30

31
32
33

L03561 L01180

Foldout 16,A. Hydraulic Retarder and Turbine Output Shaft Foldout 16,B. Hydraulic Retarder Control Valve Assembly
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
Legend For Foldout 17

A B
1 — Butt-joint sealring (2) 1 — Splitter planetary carrier assembly
2 — Splitter-low clutch drum assembly 2 — Pinion thrust washer (8)
3 — Fluid collector ring 3 — Pinion (matched set of 4)
4 — Dowel pin (8) 4 — Needle bearing (4)
5 — Splitter-low clutch drum 5 — Planetary carrier
6 — Piston sealring 6 — Lubrication shield
7 — External lip-type sealring 7 — Snapring
8 — Piston assembly 8 — Lock ball (4)
9 — Ball (4) 9 — Spindle (4)
10 — Piston 10 — Snapring
11 — Piston return (Belleville) spring 11 — Splitter ring gear
12 — Snapring 12 — Snapring
13 — Internal-splined plate (2) 13 — Splitter ring gear hub
14 — External-splined plate 14 — Snapring
15 — Backplate 15 — Spacer
16 — Snapring 3.6 inch (models without retarder)
3.1 inch (models with retarder)
17 — Snapring
16 — Clutch backplate
18 — Single-row ball bearing
17 — Internal-splined plate (3)*
19 — Splitter clutch hub and sun gear assembly
18 — External-splined plate (3)*
20 — Snapring
19 — Splitter clutch anchor*
21 — Splitter clutch hub
20 — Piston return spring (14)*
22 — Splitter planetary sun gear
21 — Guide pin (14)*
22 — Splitter-high clutch piston*
23 — Lip-type sealring
24 — Lip-type sealring
25 — Key, 3.91 inch (99.3 mm) (2)*
26 — Splitter-high clutch piston housing*
27 — Internal-splined plate (2)**
28 — External-splined plate (2)**
29 — Splitter clutch anchor**
30 — Piston return spring (14)**
31 — Splitter-high clutch piston**
32 — Lip-type sealring**
33 — Lip-type sealring**
34 — Key, 3.91 inch (99.3 mm) (2)**
35 — Splitter-high clutch piston housing**

* 5961, 5962, 5963, 6061, 6062, 6063, and 5600 Series models.
** 5861 models.

Foldout 17 Copyright © 1997 General Motors Corp.

 F OLDOUT 17
A B
2 3
4 2
9
1 1
2
10
11 8 5
3
4
5 6
12 7
13
14
15

6 7 8
9 16
10 17
18
17
11 18
17
13 18
19
20
14 12 21

22
13
23
25
15 24
26
27
16 28
27
28
17
18 29 25

30

20 19 31

21
32

22 34
33
35

34

L01181 L01182

Foldout 17,A. Splitter-Low Clutch — CL(B)T 5000, 6000 Series and M 5600, S 5600 Series Foldout 17,B. Splitter Planetary and Splitter-High Clutch — CL(B)T 5000, 6000
Series and M 5600, S 5600 Series
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
Legend For Foldout 18

A B
1 — Bolt, self-locking, 5⁄16-24 x 1⁄2 (6) A 1 — Splitter-high clutch backplate
2 — Plate (3)* 2 — Piston return spring (14)
3 — Pitot collector ring* 3 — Key, 3.91 inch (99.3 mm)
4 — Snapring 4 — Key, 3.91 inch (99.3 mm)
5 — Hook-type sealring 5 — Anchor
6 — Hook-type sealring 6 — Spring guide (14)
7 — Splitter-low clutch hub assembly 7 — Internal-splined plate (4)
8 — Dowel pin (8) 8 — External-splined plate (4)
9 — Splitter-low clutch hub 9 — Splitter sun gear assembly
10 — Lip-type sealring 10 — Snapring
11 — Sealring 11 — Hub
12 — Splitter-low clutch piston assembly 12 — Splitter planetary sun gear
13 — Ball (4) 13 — Snapring
14 — Piston 14 — Ball bearing
15 — Piston return (Belleville) spring 15 — Lip-type sealring
16 — Snapring 16 — Splitter-high clutch piston
17 — Internal-splined plate (3) 17 — Lip-type sealring
18 — External-splined plate (2) 18 — Splitter-high clutch piston housing
19 — Splitter-low clutch drum 19 — Splitter planetary carrier assembly
20 — Spacer 20 — Pinion thrust washer (8)
21 — Pinion (matched set of 4)
Torque lb ft N·m 22 — Needle bearing (4)
A 19–23 26–31
23 — Planetary carrier
24 — Lubrication shield
* Manual-hydraulic models only
25 — Snapring
** Manual-electric and automatic-electric models
26 — Lock ball (4)
27 — Spindle (4)
28 — Snapring
29 — Splitter ring gear
30 — Snapring
31 — Splitter ring gear hub
32 — Snapring

Foldout 18 Copyright © 1997 General Motors Corp.

 F OLDOUT 18
A B
1
2
3
4
1
2 5
6
3 7
8
4

5 7
6
8
9

10 9
10 11
12
11
13
15
14
16
12 15
17
18

13 16
14

17
19

28 18

20 29

30

31

19
32

20
21
22
27 20
25 26

23 24

L03571 L03572

Foldout 18,A. Splitter-Low Clutch — M 6600, S 6600 Series Foldout 18,B. Splitter Planetary and Splitter-High Clutch — M 6600, S 6600 Series
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
Legend For Foldout 19

A B
1 — Snapring 1 — Step-joint sealring (2)
2 — Seat 2 — High-range clutch drum assembly
3 — Converter pressure relief valve 3 — Dowel pin (8)
4 — Spring
4 — High-range clutch drum
5 — Bolt, 3⁄8-16 x 3⁄4 (2) A
5 — Piston inner sealring
6 — Bearing retainer (2)
7 — Transmission housing assembly 6 — Piston external lip-type sealring
8 — Transfer tube 7 — Piston assembly
9 — Valve pin (2) 8 — Ball (2)
10 — Drain tube 9 — Piston
11 — Transmission housing 10 — Belleville spring
12 — Reducer bushing B
11 — Snapring
13 — Breather B
12 — Internal-splined plate (3)
14 — Lockwasher, 1⁄2 (12)*
15 — Bolt, 1⁄2-13 x 5 (12) C 13 — External-splined plate (2)
16 — Jumper tube hose (3) 14 — Backplate
17 — Jumper tube (3) 15 — Internal snapring
18 — Lockwasher, 1⁄2 (7)*
Lockwasher, 1⁄2 (19)**
19 — Bolt, 1⁄2-13 x 13⁄4 (7) C*
Bolt, 1⁄2-13 x 11⁄2 (19) C**
20 — Hub
21 — Lockwasher, 5⁄8 (27)
22 — Bolt, 5⁄8-11 x 13⁄4 (27) D
23 — Spring*
24 — Converter pressure regulator valve*
25 — Seat*
26 — Snapring*
27 — Ball bearing
28 — Bearing retainer
29 — Lockwasher, 1⁄2 (6)
30 — Bolt, 1⁄2-20 x 17⁄8 (6) E
31 — Visual level indicator B
32 — Plug (2) B
33 — Washer (2)
Torque lb ft N.m
A 26–32 36–43
B Tighten sufficiently to prevent leakage
C 67–80 91–108
D 117–140 159–189
E 96–115 131–155

* Models with retarder.

** Models without retarder.

Foldout 19 Copyright © 1997 General Motors Corp.

 F OLDOUT 19
A B

2
3
4
1

1
2
3
4 7
30
29 5 6
9 13 7
28 5 11 12 8
6

27 17
16 9
14 15
18
26 19 10
25
24
23
11

12

13
9
8
20
7 10

33
32 14

22
31 21
15

L01183.01

L03560

Foldout 19,A. Transmission Housing Foldout 19,B. High-Range Clutch

 F OLDOUT 20

1 — Gasket
2 — Lockwasher, 3⁄8 (10)
3 — Bolt, 3⁄8-16 x 11⁄2 (10) A
11
4 — Lockwasher, 3⁄8 (6) 12
5 — Bolt 3⁄8-16 x 31⁄2 (6) A 9 13
10
6 — Lockwasher, 3⁄8 (8) 14
7 — Bolt, 3⁄8-16 x 2 (8) A 15
8 — Manual-hydraulic control valve assembly 16
9 — Transfer plate
10 — Gasket 17
11 — Bolt, 5⁄16-18 x 7⁄8 (4) B* 18
12 — Lockwasher, 5⁄16 (4)*
19
13 — Cover
14 — Gasket 8 20
15 — Stop 21
16 — Inner spring 3 22
2 23 25
17 — Outer spring
18 — Intermediate-range trimmer upper valve 46 26
5
19 — Inner spring 4 24
1
20 — Outer spring
21 — Intermediate-range trimmer lower valve 28 27
29 29
22 — Seal and scraper assembly 28
23 — Plug assembly, SAE No. 3 (3⁄8-24) straight-thread (2) E; 7 30
6
Pipe plug, 1⁄8 NPTF (2) (earlier models) C
45 32
24 — Lockwasher, 3⁄8 (4)
25 — Bolt, 3⁄8-16 x 23⁄4 (4) A 44
26 — Detent plug D
27 — Gasket 43
28 — Spring (2) 42 31
29 — Detent ball (2)
30 — Control valve body 41 34
31 — Manual-selector valve assembly 33
40
32 — Bushing 35
33 — Manual-selector valve assembly
34 — Manual-selector valve 39
35 — Steel ball, 9⁄16 38
36 — Bolt, 3⁄8-16 x 11⁄4 (6) A
37
37 — Lockwasher, 3⁄8 (6)
36
38 — Trimmer and selector valve cover
39 — Gasket
40 — Stop
41 — Spring
42 — Neutral trimmer lower valve
43 — Inner spring
44 — Outer spring
45 — Neutral trimmer upper valve
46 — Stop
Torque lb ft N.m
A 26–32 36–43 L01185
B 13–16 18–21
C 10–12 14–16
D 90–100 123–135
E 28–32 lb in. 3.2–3.6
Foldout 20. Manual-Hydraulic Control Valve Assembly
* On later models, each bolt and lockwasher is an assembly.
 F OLDOUT 21
1 — Transfer plate gasket 51 — Check valve 14
2 — Transfer plate 52 — Pin 15
3 — Lockwasher, 3⁄8 (3) 53 — Splitter-low trimmer upper valve
4 — Bolt, 3⁄8-16 x 11⁄4 (3) A 54 — Spring 12
25 23
5 — Flat washer, 3⁄8 (2) 55 — Splitter-low trimmer lower valve
21 24 22 13
6 — Bolt, self-locking, 3⁄8-16 x 11⁄4 (2) B 56 — Inner spring 89
11
7 — Gasket 57 — Outer spring
8 — Separator plate 58 — Stop
9 — Gasket 59 — Gasket 19
10 — Control valve assembly 60 — Valve body cover 1
27 20
11 — Flat washer, 1⁄4 (14) 61 — Lockwasher, 1⁄4 (14) 29 31 17 18
28 34
12 — Bolt, 1⁄4-20 x 35⁄8 (14) E 62 — Bolt, 1⁄4-20 x 1 (14) E 32 36
13 — Flat washer, 1⁄4 (4) 63 — Intermediate-range trimmer upper valve 38 26
30
14 — Bolt, 1⁄4-20 x 41⁄4 (4) E 64 — Spring 33 35
47 37 40 42
15 — Harness guard 65 — Intermediate-range trimmer lower valve 39
16 — Solenoid cover and plate assembly 66 — Inner spring 41
17 — Gasket 67 — Outer spring 48 16
49 46
18 — Valve body internal wiring harness and retaining nut C 68 — Stop
19 — Solenoid cover 69 — Low-range trimmer upper valve
20 — Flat head screw, 10-24 x 1 (2) D 70 — Spring 45
21 — Solenoid plate 71 — Low-range trimmer lower valve 44
22 — Lockwasher, 1⁄4 (14*, 10**) 72 — Inner spring 43
23 — Bolt, 1⁄4-20 x 3⁄4 (14*, 10**) E 73 — Outer spring 51 50
52
24 — Solenoid (7*, 5**) 74 — Stop 53
25 — Cable tie (7*, 5**) 75 — Reverse trimmer upper valve 63
54 69
26 — Gasket 76 — Spring 64
27 — Regulator valve spring 77 — Reverse trimmer lower valve 70 75
28 — Solenoid pressure regulator valve 78 — Inner spring 55 71 76 10
29 — Splitter shift valve 79 — Outer spring 65 82
30 — Spring 80 — Stop 56
72 77 81
66
31 — Outer spring 81 — Lockwasher, 3⁄8 (12) 57 83
32 — Inner spring 82 — Bolt, 3⁄8-16 x 41⁄4 (12) A 67 73
78
58 84
33 — Priority valve 83 — Bolt, 3⁄8-16 x 5 (2) A 68 79 9
34 — High-range shift valve 84 — Lockwasher, 3⁄8 (2) 59 74
35 — Spring 85 — Bolt, 3⁄8-16 x 33⁄4 (9) A 60 80 86 85
36 — Intermediate-range shift valve 86 — Lockwasher, 3⁄8 (9) 61
62 8 87
37 — Spring 87 — Bolt, 3⁄8-16 x 3 (11) A 88
38 — Low-range shift valve 88 — Lockwasher, 3⁄8 (11)
39 — Spring 89 — Orifice plug (5)
40 — Reverse shift valve 7
4
41 — Spring Torque lb ft N.m 3
42 — Check ball, 5⁄16 (2) A 26–32 35–43
43 — Valve body assembly B 36–43 49–58 5
6
44 — Valve body C 15–20 21–27
45 — Plug assembly, SAE No. 3 (3⁄8-24) straight-thread G; D 24–36 lb in. 3–4
Pipe plug, 1⁄8 NPTF (earlier models) F E 9–11 12–15
46 — Plug assembly, SAE No. 3 (3⁄8-24) straight-thread (4) G; F 48–60 lb in. 5.5–6.7
Pipe plug, 1⁄8 NPTF (earlier models) (4) F G 28–32 lb in. 3.2–3.6
47 — Plug assembly, SAE No. 3 (3⁄8-24) straight-thread G; 2
Pipe plug, 1⁄8 NPTF (earlier models) F
48 — Plug assembly, SAE No. 3 (3⁄8-24) straight-thread G; * Models with lock-in-range.
Pipe plug, 1⁄8 NPTF (earlier models) F ** Models with lock-in-neutral.
49 — Screen assembly
50 — Spring L03569

Foldout 21. Electric-Shift Control Valve Assembly

(Models With Manual-Electric System and Models With SPG System)
 F OLDOUT 22
1 — Transfer plate gasket 54 — Plug assembly, SAE No. 3 (3⁄8-24) straight- 14
2 — Transfer plate thread (2) H;
3 — Flat washer (3) Pipe plug, 1⁄8 NPTF (2) (earlier models) F 15
27 13
4 — Bolt, 3⁄8-16 x 11⁄4 (3) A 55 — Plug assembly, SAE No. 3 (3⁄8-24) straight-
30 31 28 26
5 — Flat washer (2) thread H; 25
6 — Bolt, 3⁄8-16 x 11⁄4 (2) B Pipe plug, 1⁄8 NPTF (earlier models) F 32 29 12
7 — Separator plate gasket 56 — Screen
34
8 — Separator plate 57 — Spring 11
9 — Separator plate-to-valve body gasket 58 — Check valve 24
10 — Control valve body assembly 59 — Pin 35
11 — Flat washer (14) 60 — Splitter-low trimmer upper valve 37 39
12 — Bolt, 1⁄4-20 x 35⁄8 (14) C 61 — Spring 36 42 33
13 — Flat washer (4) 62 — Splitter-low trimmer lower valve 40 44
14 — Bolt, 1⁄4-20 x 4 1⁄4 (4) C 63 — Inner spring 46
38
15 — Harness guard 64 — Outer spring 41
23
43
16 — Cover and plate assembly 65 — Stop 48
45
17 — Wiring harness D 66 — Intermediate-range trimmer upper valve 54
47 49 50 22
18 — Connector terminal (14) 67 — Spring
55
19 — Connector body (7) 68 — Intermediate-range trimmer lower valve 56
20 — Cable tie (4) 69 — Inner spring 21
21 — Receptacle connector 70 — Outer spring
22 — O-ring seal 71 — Stop 52 20
23 — Pin (2) 72 — Low-range trimmer upper valve
53 51
24 — Solenoid cover gasket 73 — Spring
57
25 — Solenoid cover 74 — Low-range trimmer lower valve
58
26 — Flat washer (14) 75 — Spring
27 — Bolt, 1⁄4-20 x 7⁄8 (10*, 14**) C 76 — Outer spring 59
28 — Solenoid, 12V (5*, 7**) or 77 — Stop 19
18
Solenoid, 24V (5*, 7**) 78 — Reverse trimmer upper valve 60
29 — O-ring seal (5*, 7**) 79 — Spring 61 17
66
30 — Solenoid mounting plate assembly 80 — Reverse trimmer lower valve 10 88
72 16
31 — Mounting plate 81 — Inner spring 62 67 89
32 — Orifice plug (5) 82 — Outer spring 78
73 90
33 — Screw, 10-24 x 1 (2) E 83 — Stop 63 68
79 91
34 — Solenoid mounting plate gasket 84 — Trimmer valve cover gasket 74
69 9
35 — Regulator valve spring 85 — Trimmer valve cover 64 80 93
75 8
36 — Solenoid pressure regulator valve 86 — Lockwasher, 1⁄4 (14)
65 81 7 92
37 — Splitter shift valve 87 — Bolt, 1⁄4-20 x 1 (14) C 70 6
38 — Spring 88 — Lockwasher, 3⁄8 (12) 5
76 95
39 — Outer spring 89 — Bolt, 3⁄8-16 x 41⁄4 (12) A 4
84 71 3 94
82
40 — Inner spring 90 — Lockwasher, 3⁄8 (2) 77 2
41 — Priority valve 91 — Bolt, 3⁄8-16 x 5 (2) A 85
42 — High-range shift valve 92 — Lockwasher, 3⁄8 (9) 86 83 1
43 — Spring 93 — Bolt, 3⁄8-16 x 33⁄4 (9) A 87
44 — Intermediate-range shift valve 94 — Lockwasher, 3⁄8 (11)
45 — Spring 95 — Bolt, 3⁄8-16 x 3 (11) A
46 — Low-range shift valve Torque lb ft N·m
47 — Spring A 26–32 36–43
48 — Reverse shift valve B 36–43 49–58
49 — Spring C 9–11 13–14
50 — Check ball, 5⁄16 (2) D 15–20 21–27
51 — Control valve body assembly E 24–36 lb in. 3–4
52 — Plug assembly, SAE No. 3 (3⁄8-24) straight- F 48–60 lb in. 5.5–6.7
thread (4) H; G 10–15 14–20
Pipe plug, 1⁄8 NPTF (4) (earlier models) F H 28–32 lb in. 3.2–3.6
53 — Control valve body
L01187

* Models with lock-in-neutral.

** Models with lock-in-range. Foldout 22. Electronic-Control Valve Assembly (Models Without Trim Boost)
 1
2
—
—
Transfer plate gasket
Transfer plate
59
60
—
—
Pin
Splitter-low trimmer upper valve
F OLDOUT 23
3 — Flat washer (3) 61 — Splitter-low trimmer lower valve
4 — Bolt, 3⁄8-16 x 11⁄4 (3) A 62 — Inner spring 14
5 — Flat washer (2) 63 — Outer spring 15
6 — Bolt, 3⁄8-16 x 11⁄4 (2) B 64 — Stop 27 13
7 — Separator plate gasket 65 — Splitter-high trimmer upper valve 30 31 28 26
8 — Separator plate 66 — Splitter-high trimmer lower valve 25
32 29 12
9 — Separator plate-to-valve body gasket 67 — Inner spring
10 — Control valve body assembly 68 — Outer spring 34
11
11 — Flat washer (14) 69 — Stop 24
12 — Bolt, 1⁄4-20 x 35⁄8 (14) C 70 — Trim boost regulator valve
13 — Flat washer (4) 71 — Spring 35
37 39
14 — Bolt, 1⁄4-20 x 41⁄4 (4) C 72 — Stop 36 33
42
15 — Harness guard 73 — Intermediate-range trimmer upper valve 40 44
16 — Cover and plate assembly 74 — Intermediate-range trimmer lower valve 46
17 — Wiring harness D 75 — Inner spring 38 41
43 23
18 — Connector terminal (14) 76 — Outer spring 48
45
19 — Connector body (7) 77 — Stop 54
47 49 50 22
20 — Cable tie (5) 78 — Low-range trimmer upper valve
21 — Connector receptacle 79 — Low-range trimmer lower valve 55
56 21
22 — O-ring seal 80 — Inner spring
23 — Pin (2) 81 — Outer spring
24 — Solenoid cover gasket 82 — Stop 52 20
25 — Solenoid cover 83 — Reverse trimmer upper valve
53 51
26 — Flat washer (14) 84 — Reverse trimmer lower valve 57
27 — Bolt, 1⁄4-20 x 7⁄8 (10*, 14**) C 85 — Inner spring 58
100
99
28 — Solenoid, 12V (5*, 7**) 86 — Outer spring 98
59
29 — O-ring seal (5*, 7**) 87 — Stop 97
30 — Solenoid mounting plate assembly 88 — Trimmer valve cover gasket 18
60 65 19
31 — Mounting plate 89 — Wiring harness G 61
32 — Orifice plug (5) 90 — Connector receptacle 66 17
73 10 102
33 — Screw, 10-24 x 1 (2) E 91 — Trimmer valve cover 62 70 16 101
78 96
34 — Solenoid mounting plate gasket 92 — Lockwasher (15) 67 74 95
83
35 — Spring 93 — Bolt, 1⁄4-20 x 1 (15) C 79 94
63
36 — Solenoid pressure regulator valve 94 — Non-latching solenoid 68 75 84
37 — Splitter shift valve 95 — Flat washer (2) 64 71 80 9
38 — Spring 96 — Bolt, 1⁄4-20 x 1 (2) C 69 76 85 8
39 — Outer spring 97 — Solenoid cover gasket 72 81
7
6
40 — Inner spring 98 — Solenoid cover 88
77 86 5 104
41 — Priority valve 99 — Flat washer, 1⁄4 (6) 82 4 103
42 — High-range shift valve 100 — Bolt, 1⁄4-20 x 1 (6) C 3
87 2
43 — Spring 101 — Lockwasher, 3⁄8 (3) 89
44 — Intermediate-range shift valve 102 — Bolt, 3⁄8-16 x 43⁄4 (3) A 1
45 — Spring 103 — Lockwasher, 3⁄8 (31) 90
46 — Low-range shift valve 104 — Bolt, 3⁄8-16 x 33⁄4 (31) A
91
47 — Spring
92
48 — Reverse shift valve
Torque lb ft N·m 93
49 — Spring
50 — Check ball, 5⁄16 (2) A 26–32 36–43
51 — Control valve body assembly B 36–43 49–58
52 — Plug assembly, SAE No. 3 (3⁄8-24) straight-thread C 9–11 13–14
D 15–20 21–27
(4) H; Pipe plug, 1⁄8 NPTF (4) (earlier models) F
E 24–36 lb in. 3–4
53 — Control valve body
F 48–60 lb in. 5.5–6.7
54 — Plug assembly, SAE No. 3 (3⁄8-24) straight-thread G 10–15 14–20
(2) H; Pipe plug, 1⁄8 NPTF (2) (earlier models) F H 28–32 lb in. 3.2–3.6
55 — Plug assembly, SAE No. 3 (3⁄8-24) straight-thread
L03570
H; Pipe plug, 1⁄8 NPTF (earlier models) F
56 — Screen * Models with lock-in-neutral.
57 — Spring ** Models with lock-in-range.
Foldout 23. Electronic-Control Valve Assembly (Models With Trim Boost)
58 — Check valve
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
Legend For Foldout 24

A B
1 — Gasket 1 — Gasket
2 — Pan assembly 2 — Lockwasher, 3⁄8 (28)
3 — Standard-capacity pan; High-capacity pan 3 — Bolt, 3⁄8-16 x 7⁄8 (28) A
(later models) 4 — Drain cover
4 — Strainer shield 5 — Hose clamp (2, some models 4)
5 — Gasket 6 — Drain hose (1, some models 2)
6 — Strainer assembly 7 — Drain cover
7 — Bolt, 1⁄4-20 x 5⁄8 A
8 — Lockwasher, 1⁄4 Torque lb ft N·m
9 — Magnet bracket A 26–32 36–43
10 — Magnet
11 — Strainer assembly
12 — Bolt, 1⁄4-20 x 5⁄8 A
13 — Lockwasher, 3⁄8 (6)
14 — Bolt, 3⁄8-16 x 7⁄8 (6) B
15 — Drain plug assembly, SAE No. 12 (11⁄16-12)
straight-thread D;
Drain plug, 3⁄4 NPTF (earlier models) C
16 — Lockwasher, 3⁄8 (4)
17 — Bolt, 3⁄8-16 x 5 (4) B
18 — Bolt, 3⁄8-16 x 11⁄8 (24) B*
19 — Lockwasher, 3⁄8 (24)*
20 — Pan assembly
21 — Pan
22 — Strainer shield
Torque lb ft N·m
A 9–11 13–14
B 26–32 36–43
C 33–37 45–50
D 24–26 32–35

* On later models, each bolt and lockwasher is an assembly.

Foldout 24 Copyright © 1997 General Motors Corp.

 F OLDOUT 24
A B

12

10
11
9
8
7
1 6
14
5
13
2
4

15
1

16 7
19
18
17 2
3
5
1 1 6
2
5
4
5
6
5
3
1

15

20

2
19 21
16 22 19 3
18 18
5
16
17 15 4
7 17 5
13 9 8 6
14
5
6
10

11

12

L03573 L01190.01

Foldout 24,A. Pan (Straight-Through Models) Foldout 24,B. Pan (Dropbox Models)
 F OLDOUT 25
1 — Intermediate-range sun gear
2 — Intermediate-range planetary carrier assembly*
3 — Planetary carrier* 3
4 — Spindle (4)
5 — Steel ball, 3⁄16 (4) 4 20
6
6 — Thrust washer (8) 7
8 15
6
7 — Pinion (matched set of 4) 5
21
1
8 — Roller bearing (4) 2
17
9 — Bearing assembly 22
10 — Sealring 11 19 MODELS
600
0S WITHOUT
11 — Collector ring E R IE HIGH-SPEED
13 S
12 — Retainer (4) 9 REVERSE (H.S.R.)
13 — Bolt, self-locking, 3⁄8-24 x 5⁄8 (8) A 15
10
14 — Ring gear*** 12 16
26
15 — Compression (crush) ring 17
14 18
16 — Backplate** 560
0, 19
4 580
17 — Key, 1.70–1.73 inch (43–44 mm)*** (2); 6 0,
1 7 590
key, 2.63–2.69 inch (67–68 mm)** 8 0S
6 5 ER
28 IE S
18 — Anchor**
15
19 — Piston return spring (14) 25
21
20 — Ring gear* ***
23 17
21 — Spacer ring***
22
22 — Anchor *** 24
600 19
9 13 0S
23 — Hub+ ER MODELS
IE S
24 — Retaining ring+ 10 WITH
11 15 HIGH-SPEED
25 — Intermediate-range planetary carrier assembly+ REVERSE (H.S.R.)
12
26 — Planetary carrier+ 29
30 17
27 — Ring gear** + 27
19
28 — Ring gear*** + 560
0,
590
29 — Internal-splined plate (3)**, (4)*** 0S
ER
30 — External-splined plate (3)**, (4)*** 31 IES
32 16
31 — Lip-type sealring
34 18
32 — Intermediate-range clutch piston 33
500 35
33 — Lip-type sealring 600 0 SE 36
0 S RIE
ER S =
34 — Piston housing assembly IES 6
= 8 PLA
35 — Piston housing PL TES
AT
ES
36 — Pin (2)

Torque lb ft N.m
A 41–49 56–66

L01191.01
* Models without high-speed reverse (H.S.R.) capabilities.
** 5600, 5800, 5900 Series transmissions.
*** 6000 Series transmissions. Foldout 25. Intermediate-Range Planetary and Intermediate-Range Clutch
+ Models with high-speed reverse (H.S.R.) capabilities.
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
Legend For Foldout 26

A B
1 — Sleeve (used only when reworking 1 — Reverse sun gear
splitter shaft 3) 2 — Bolt, self-locking, 3⁄8-24 x 5⁄8 (6) A
2 — Sun gear and splitter shaft assembly 3 — Retainer
3 — Splitter shaft 4 — Thrust washer
4 — Orifice tube 5 — Ring gear
5 — Ball bearing 6 — Reverse planetary carrier assembly
6 — Snapring 7 — Reverse planetary carrier
7 — Transmission output shaft 8 — Thrust washer (12)
8 — Transmission output shaft 9 — Spacer (12)
9 — Transmission output shaft 10 — Pinion (matched set of 6)
10 — Transmission output shaft 11 — Roller (144)
11 — Low-range planetary carrier assembly 12 — Steel ball, 3⁄16 (6)
12 — Thrust washer (10) 13 — Spindle (6)
13 — Pinion (matched set of 5) 14 — Ball bearing
14 — Roller bearing (5) 15 — Anchor
15 — Spindle (5) 16 — Piston return spring (14)
16 — Ball (5) 17 — Key, 1.70–1.73 inch (43.2–43.9 mm) (2)
17 — Snapring 18 — Internal-splined plate (5)
18 — Low-range planetary carrier assembly 19 — External-splined plate (5)
19 — Retainer pin (5) 20 — Piston
20 — Bolt, self-locking, 7⁄16-20 x 1 (5) A 21 — Lip-type sealring
21 — Thrust washer 22 — Lip-type sealring
22 — Low-range ring gear
23 — Anchor Torque lb ft N.m
24 — Key, 1.234–1.264 inch (31.34–32.10 mm) (2) A 41–49 56–66
25 — Piston return spring (14)
26 — Internal-splined plate (4)*, (5)**
27 — External-splined plate (4)*, (5)**
28 — Lip-type sealring
29 — Low-range clutch piston
30 — Lip-type sealring
31 — Piston housing assembly
32 — Piston housing
33 — Pin (2)

Torque lb ft N.m
A 50–60 68–81

* CL(B)T 5000, 6000 Series and M 5600, S 5600 Series

** M 6600, S 6600 Series

Foldout 26 Copyright © 1997 General Motors Corp.

 F OLDOUT 26
A B

7
17
18 13
19
10 1 12
20 2
15
2 16 3
1
9
3
4
4
5 8
5 8 9
6
11
7 12 10
13 9
14 6 8
11 12
21
22
14
23 24 15

25 16
17

18
19
26
27

28

29 20

30
31
32
21
33

22

L01192
L01193

Foldout 26,A. Low-Range Planetary and Low-Range Clutch Foldout 26,B. Reverse Planetary and Reverse Clutch
 F OLDOUT 27

1
1 — Gasket
2 — Snapring
3 — Ball bearing 4
5
4 — Output drive housing assembly 2
6
5 — Dowel pin, 3⁄4 x 11⁄4 (2) 3
6 — Output drive housing
7
7 — Filler connection plug assembly, SAE No. 20 (15⁄8-12)
straight-thread D;
Filler connection plug,11⁄4 NPTF (earlier models) A
8 — Rear adapter assembly
9 — Dowel pin, 3⁄4 x 11⁄4 (2)
10 — Rear adapter
11 — Fluid level check plug assembly, SAE No. 4 (7⁄16-20)
straight-thread (2) E; 14
Fluid level check plug, 1⁄4 NPTF (2) (earlier models) B 8
12 — Nameplate 19
9
10 11
13 — Drive screw (4) 15
14 — Seal (2) 12 16
13 17
15 — Shim 18
16 — Retainer
17 — Lockstrip
18 — Bolt, 1⁄2-20 x 11⁄4 (2) C
19 — Coupling

Torque lb ft N·m
A 95–105 129–142
B 14–16 19–21
C 96–115 131–155
D 47–53 64–70
E 38–42 lb in. 4.3–4.7

L01194

Foldout 27. Output Drive Housings

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
Legend For Foldout 28
1 —
Gasket 34 — Bolt, 1⁄2-20 x 11⁄4 (2) E
2 —
Output drive housing assembly 35 — Flange retainer plate
3 Pipe plug, 3⁄4 A
— 36 — Nut, self-locking F
4 Dowel pin, 3⁄4 x 11⁄4 (2)
— 37 — Speedometer drive shaft and gear
5 —
Output drive housing 38 — Gasket
6 —
Bushing 39 — Washer, 3⁄32
7 —
Gasket 40 — Sleeve assembly
8 Lockwasher, 5⁄8
— 41 — Seal
9 Bolt, 5⁄8-11 x 33⁄4 B
— 42 — Washer, 11⁄16
10 —
Speedometer drive gear 43 — Drive sleeve
11 —
Spacer 44 — Screw assembly (2) G
12 —
Speedometer drive gear assembly 45 — Fluid level check plug assembly, SAE No. 4
13 —
Speedometer drive gear (7⁄16-20) straight-thread (2) J; Fluid level check
plug, 1⁄4 NPTF (earlier models) (2) H
14 —
Magnetic pickup gear
46 — Drive screw (4)
15 —
Spacer
47 — Nameplate
16 —
Ball bearing
48 — Bolt, 5⁄8-11 x 33⁄4 B
17 —
Washer, 5⁄8 (8)
49 — Lockwasher, 5⁄8
18 Bolt, 5⁄8-11 x 13⁄4 (8) B
—
50 — Filler connection plug assembly, SAE No. 20
19 —
Bearing retainer assembly
(15⁄8-12) straight-thread K; Filler connection
20 —
Bearing retainer plug,11⁄4 NPTF (earlier models) L
21 —
Seal
22 —
Baffle Torque lb ft N.m
23 —
Magnetic pickup (speed sensor) C A 33–37 45–50
24 Bolt, 5⁄8-18 x 1 D
— B 117–140 159–189
25 Washer, 5⁄8
— C * *
26 —
Nipple D 134–160 182–216
27 —
Seal E 96–115 131–155
28 —
Flange, M9C F 700–1000 949–1355
29 —
Flange, S1800 G 13–16 18–21
30 —
Flange, S1850 H 14–16 19–21
31 —
Shim (AR): J 38–42 lb in. 4.3–4.7
0.025 inch (0.64 mm) K 47–53 64–70
0.005 inch (0.13 mm) L 95–105 129–142
32 — Flange retainer washer
33 — Lockstrip
* Screw in until plug touches OD of gear. Back off three-quarter turn
and tighten nut to 13–16 lb ft (18–21 N·m).

Foldout 28 Copyright © 1997 General Motors Corp.

 F OLDOUT 28

40
1 44
3 2 43
4
5 42
41
39
38
37

8 12
13
9
7 14
15
50 10
11

17
18
30

47 19
46 45
20 21
49 16 22
48

31
26 32
33
29
34
25
23
24 35
27 36

28

31
32
33
34

35
36

L03562

Foldout 28. Output Drive Housing and Speedometer Components

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
Legend For Foldout 29

1 — Self-locking bolt, 1⁄2-20 x 11⁄4 (2) A 35 — Bolt, 3⁄8-16 x 5⁄8 (20) F

2 — Lockstrip 36 — Gasket
3 — Retainer washer 37 — Strainer and magnet assembly
4 — Shim (AR): 38 — Bolt, 1⁄4-20 x 5⁄8 J
0.025 inch (0.64 mm) 39 — Lockwasher, 1⁄4
0.005 inch (0.13 mm) 40 — Magnet bracket
5 — Self-locking nut B 41 — Magnet
6 — Flange, M9C, M10C 42 — Strainer assembly
7 — Flange, S1850 43 — Bolt, 1⁄4-20 x 5⁄8 J
8 — Bolt, 1⁄2-13 x 13⁄8 (6) C 44 — Lockwasher, 3⁄8 (6)
9 — Lockwasher, 1⁄2 (6) 45 — Bolt, 3⁄8-16 x 7⁄8 (6) F
10 — Seal 46 — Single-row ball bearing
11 — Bearing retainer 47 — Output drive gear
12 — Sealring 48 — Single-row ball bearing
13 — Retainer gasket 49 — Single-row ball bearing (earlier models);
14 — Single-row ball bearing with snapring Roller bearing with separable outer
15 — Spacer race (later models)
16 — Output shaft 50 — Output idler gear assembly
17 — Magnetic pickup (speed sensor) D 51 — Output idler gear
18 — Bolt, 5⁄8-18 x 1 E 52 — Speedometer drive plug
19 — Flat washer, 5⁄8 53 — Single-row ball bearing (earlier models);
20 — Transfer gear housing (dropbox) assembly Roller bearing with separable outer race
(later models)
21 — Dowel pin, 3⁄4 x 11⁄4 (2)
54 — Output driven gear
22 — Transfer gear housing (dropbox)
55 — Spacer
23 — Fluid collector baffle
56 — Single-row ball bearing
24 — Internal-tooth lockwasher (2)
57 — Tapered roller bearing
25 — Bolt, 3⁄8-16 x 5⁄8 (2) F
58 — Output driven gear and shaft
26 — Dowel pin, 3⁄4 x 11⁄4 (2)
59 — Tapered roller bearing
27 — Plug, 1 inch G
60 — Gasket
28 — Fluid level check plug assembly, SAE No. 4
(7⁄16-20) straight-thread (2) N; Fluid level 61 — Transfer gear housing cover
check plug, 1⁄4 NPTF (earlier models) (2) L 62 — Magnetic pickup shield
29 — Plug assembly, SAE No. 12 (11⁄16-12) 63 — Lockwasher, 1⁄2 (26)
straight-thread M; Pipe plug, 3⁄4 NPTF 64 — Bolt, 1⁄2-13 x 13⁄4 (26) C
(earlier models) H 65 — Gasket
30 — Drive screw (4) 66 — Shim (AR):
31 — Nameplate 0.025 inch (0.64 mm)
32 — Gasket (2) 0.005 inch (0.13 mm)
33 — Inspection cover (2, 1 with Item 103) 67 — Retainer washer
34 — Lockwasher, 3⁄8 (20) 68 — Lockstrip

Copyright © 1997 General Motors Corp. Foldout 29

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
Legend For Foldout 29 (cont’d)
69 Bolt, self-locking, 1⁄2-20 x 11⁄4 (2) A
— 97 — Bolt, self-locking, 1⁄2-20 x 11⁄4 (2) A
70 —
Sealring (some models) 98 — Gasket
71 —
Bearing retainer 99 — Shim (AR):*
72 Lockwasher, 1⁄2 (6)
— 0.020 inch (0.51 mm)
73 Bolt, 1⁄2-13 x 13⁄8 (6) C
— 0.023 inch (0.58 mm)
74 —
Spacer 0.026 inch (0.66 mm)
0.040 inch (1.02 mm)
75 —
Output bearing retainer assembly 100 — Bearing retainer plate*
76 —
Output bearing retainer 101 — Output shaft
77 —
Seal 102 — Output shaft
78 —
Baffle 103 — Cover**
104 — Plug, 11⁄4-14** H
79 —
Nipple
80 Lockwasher, 1⁄2 (6)
—
Torque lb ft N.m
81 Bolt, 1⁄2-13 x 11⁄2 (6) C
—
A 96–115 131–155
82 —
Speedometer drive shaft
B 700–1000 950–1355
83 —
Gasket
C 67–80 91–108
84 Washer, 3⁄32
—
D *** ***
85 —
Drive sleeve assembly E 134–160 182–216
86 —
Seal F 26–32 36–43
87 Washer, 11⁄16
— G 75–85 102–115
88 —
Drive sleeve H 33–37 45–50
89 —
Screw assembly (2) K J 9–11 13–14
90 —
Cover K 13–16 18–21
91 —
Gasket L 14–16 19–21
92 —
Output flange, M9C M 24–26 32–35
93 —
Output flange, S1850 N 38–42 lb in. 4.3–4.7
94 —
Shim (AR):
0.025 inch (0.64 mm)
* Used with Shaft 58.
0.005 inch (0.13 mm)
** Used with Drain Cover 7 (Foldout 24,B).
95 — Retainer washer
*** Screw in until plug touches OD of gear. Back off three-quarter turn
96 — Lockstrip and tighten nut to 13–16 lb ft (18–21 N·m).

Foldout 29 Copyright © 1997 General Motors Corp.

 F OLDOUT 29
12
3
4 7

;;;
8
9
39
38
40

;;;
41
42
10
6
11 43
12 98 17
14
13 15 18
16
19 20
23
22 21
101
24 46
26 25 47
27
102 48
37

28 60
49
50 62
51 61
35 36 52
34 29 53 63
33 30 64
31 66
104 67
32 68
44 45 69
65 99
54
103 55 100 70
56 71
72

;;;;
73
74
75

;;;;
76
77
57 78 92

58
59
80
79
;;;;
;;;; 95

;;;; ;;;
82 83 81
85 94 96
84
86 97

;;;
87 88 93

;;;
91
90 89

;;; L03563

Foldout 29. Transfer Gear Housing, Gears, and Output Components

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
Legend For Foldout 30

1 — Bolt, self-locking, 1⁄2-20 x 11⁄4 (2) A 37 — Magnet bracket

2 — Lockstrip 38 — Magnet
3 — Retainer washer 39 — Strainer assembly
4 — Shim (AR): 40 — Bolt, 1⁄4-20 x 5⁄8 H
0.025 inch (0.64 mm) 41 — Lockwasher, 3⁄8 (6)
0.005 inch (0.13 mm) 42 — Bolt, 3⁄8-16 x 7⁄8 (6) E
5 — Flange, S1800 43 — Single-row ball bearing
6 — Output bearing retainer assembly 44 — Output drive gear
7 — Baffle 45 — Single-row ball bearing
8 — Lip-type seal 46 — Single-row ball bearing (earlier models);
9 — Output bearing retainer Roller bearing with separable outer race (later
models)
10 — Bolt, 1⁄2-13 x 11⁄2 (6) B
47 — Output idler gear assembly
11 — Lockwasher, 1⁄2 (6)
48 — Output idler gear
12 — Spacer
49 — Speedometer drive plug
13 — Gasket
50 — Single-row ball bearing (earlier models);
14 — Gasket Roller bearing with separable outer race (later
15 — Magnetic pickup (speed sensor) C models)
16 — Flat washer, 5⁄8 51 — Single-row ball bearing
17 — Bolt, 5⁄8-18 x 1 D 52 — Spacer
18 — Transfer gear housing (dropbox) assembly 53 — Output driven gear
19 — Dowel pin, 3⁄4 x 11⁄4 (2) 54 — Spacer
20 — Transfer gear housing (dropbox) 55 — Single-row ball bearing with snapring
21 — Baffle 56 — Output driven shaft
22 — Bolt, 3⁄8-16 x 5⁄8 (2) E 57 — Gasket
23 — Internal-tooth lockwasher (2) 58 — Transfer gear housing cover
24 — Dowel pin, 3⁄4 x 11⁄4 (2) 59 — Magnetic pickup shield
25 — Plug, 1 Inch F 60 — Lockwasher, 1⁄2 (26)
26 — Fluid level check plug assembly, SAE No. 4 61 — Bolt, 1⁄2-13 x 13⁄4 (26) B
(7⁄16-20) straight-thread (2) J; 62 — Coupling gear
Fluid level check plug, 1⁄4 NPTF (earlier
models) (2) L 63 — Snapring
27 — Plug assembly, SAE No. 12 (11⁄16-12) 64 — Gasket
straight-thread M; 65 — Adapter
Pipe plug, 3⁄4 NPTF (earlier models) G 66 — Gasket
28 — Drive screw (4) 67 — Bolt, 1⁄2-13 x 13⁄4 (6) B
29 — Nameplate 68 — Lockwasher, 1⁄2 (6)
30 — Gasket (2) 69 — Output drive housing
31 — Inspection cover 70 — Lip-type seal
32 — Lockwasher, 3⁄8 (20) 71 — Rod wiper seal
33 — Bolt, 3⁄8-16 x 7⁄8 (20) E 72 — Disconnect fork shaft
34 — Strainer and magnet assembly 73 — Disconnect fork
35 — Bolt, 1⁄4-20 x 5⁄8 H 74 — Snapring
36 — Lockwasher, 1⁄4 75 — Needle bearing assembly

Copyright © 1997 General Motors Corp. Foldout 30

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
Legend For Foldout 30 (cont’d)
76 — Needle bearing outer race 113 — Snapring
77 — Needle bearing inner race 114 — Needle bearing assembly
78 — Disconnect coupling 115 — Needle bearing outer race
79 — Output shaft 116 — Needle bearing inner race
80 — Detent ball, 1⁄2 inch diameter (2) 117 — Spacer
81 — Spring 118 — Disconnect coupling
82 — Single-row ball bearing 119 — Output shaft
83 — Gasket 120 — Detent spring
84 — Bearing retainer 121 — Detent ball, 1⁄2 (2)
85 — Lockwasher, 1⁄2 (6) 122 — Single-row ball bearing
86 — Bolt, 1⁄2-13 x 11⁄2 (6) B 123 — Gasket
87 — Lip-type seal 124 — Bearing retainer
88 — Flange, S1850 125 — Lockwasher, 1⁄2 (6)
89 — Shim (AR): 126 — Bolt, 1⁄2-13 x 11⁄2 (6) B
0.025 inch (0.64 mm) 127 — Lip-type seal
0.005 inch (0.13 mm) 128 — Flange, S1850
90 — Retainer 129 — Shims (AR):
91 — Lockstrip 0.025 inch (0.64 mm)
92 — Bolt, self-locking, 1⁄2-20 x 11⁄4 (2) A 0.005 inch (0.13 mm)
93 — Gasket 130 — Retainer washer
94 — Cover 131 — Lockstrip
95 — Speedometer drive shaft 132 — Bolt, self-locking, 1⁄2-20 x 11⁄4 (2) A
96 — Gasket 133 — Gasket
97 — Washer
98 — Drive sleeve assembly Torque lb ft N.m
99 — Seal A 96–115 131–155
100 — Washer, 11⁄16 B 67–80 91–108
101 — Drive sleeve C * *
102 — Screw assembly (2) K D 134–160 182–216
103 — Gasket E 26–32 36–43
104 — Adapter F 75–85 102–115
105 — Gasket G 33–37 45–50
106 — Lockwasher, 1⁄2 (6) H 9–11 13–14
107 — Bolt, 1⁄2-13 x 23⁄4 (6) B J 38–42 lb in. 4.3–4.7
108 — Output drive housing K 13–16 18–21
109 — Disconnect fork L 14–16 19–21
110 — Lip-type seal M 24–26 32–35
111 — Rod wiper seal
* Screw in until plug touches OD of gear. Back off three-quarter turn
112 — Disconnect fork shaft and tighten nut to 13–16 lb ft (18–21 N·m).

Foldout 30 Copyright © 1997 General Motors Corp.

 F OLDOUT 30

;;;
1 2
3
4 57

;;;
5 15
14 16 17 59
43
58

;;;
10 11 18 44
60
20 61
19 21 45
12 13
7 62 63
8
64 65
9 23 66
22
6 69
24
25 70 71
72
46
32
48 78
26 49 81
133 103
41 50 104 68 80
47 67 73
42 82
33 105 74 76 77
27 51 96 98 83
31 28 52 95 108 79 84
29 53 97 99 75 85
30 34 114 86
54 101 87
35 36 100 109
55 113 115 88
37
38 102 116 117
56 89
118
39 106 90
93 107 91
119
94 92
40 110 122
111 123
112 124
120 127
121 128
129
130
125 131
126 132

L03564

Foldout 30. Transfer Gear Housing, Gears, and Rear Output Disconnects
 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
Legend For Foldout 31

1 — Bolt, self-locking, 1⁄2-20 x 11⁄4 (2) A 39 — Baffle

2 — Lockstrip 40 — Internal-tooth lockwasher (2)
3 — Retainer plate 41 — Bolt, 3⁄8-16 x 5⁄8 (2) E
4 — Shim (AR): 42 — Dowel pin, 3⁄4 x 11⁄4 (2)
0.025 inch (0.64 mm) 43 — Plug, 1 inch F
0.005 inch (0.13 mm) 44 — Fluid level check plug assembly, SAE No. 4
(7⁄16-20) straight-thread (2) J;
5 — Flange, S1850 Fluid level check plug, 1⁄4 NPTF (earlier
6 — Seal models) (2) L
7 — Bolt, 1⁄2-13 x 11⁄2 (6) B 45 — Drain plug assembly, SAE No. 12 (11⁄16-12)
8 — Lockwasher, 1⁄2 (6) straight-thread M;
Pipe plug, 3⁄4 NPTF (earlier models) G
9 — Bearing retainer
46 — Drive screw (4)
10 — Gasket
47 — Nameplate
11 — Single-row ball bearing
48 — Gasket (2)
12 — Output shaft
49 — Inspection cover
13 — Detent ball, 1⁄2 (2)
50 — Lockwasher, 3⁄8 (20)
14 — Detent spring
51 — Bolt, 3⁄8-16 x 7⁄8 (20) E
15 — Disconnect coupling
52 — Gasket
16 — Spacer
53 — Strainer and magnet assembly
17 — Needle bearing assembly
54 — Bolt, 1⁄4-20 x 5⁄8 H
18 — Bearing inner race
55 — Lockwasher, 1⁄4
19 — Needle bearing
56 — Magnet bracket
20 — Snapring
57 — Magnet
21 — Disconnect fork shaft
58 — Strainer assembly
22 — Lip-type seal and rod wiper kit
59 — Bolt, 1⁄4-20 x 5⁄8 H
23 — Disconnect fork
60 — Lockwasher, 1⁄4 (6)
24 — Output drive housing
61 — Bolt, 3⁄8-16 x 7⁄8 (6) E
25 — Bolt, 1⁄2-13 x 23⁄4 (6) B
62 — Spacer
26 — Lockwasher, 1⁄2 (6)
63 — Output driven gear
27 — Gasket
64 — Spacer
28 — Adapter
65 — Single-row ball bearing
29 — Gasket
66 — Single-row ball bearing (earlier models);
30 — Output shaft
Roller bearing with separable outer race (later
31 — Single-row ball bearing with snapring models)
32 — Gasket 67 — Output idler gear assembly
33 — Magnetic pickup (speed sensor) C 68 — Output idler gear
34 — Bolt, 5⁄8-18 x 1 D 69 — Speedometer drive plug
35 — Flat washer, 5⁄8 70 — Single-row ball bearing (earlier models);
36 — Transfer gear housing (dropbox) assembly Roller bearing with separable outer race (later
37 — Dowel pin, 3⁄4 x 11⁄4 (2) models)
38 — Transfer gear housing (dropbox) 71 — Single-row ball bearing

Copyright © 1997 General Motors Corp. Foldout 31

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
Legend For Foldout 31 (cont’d)
72 — Output drive gear 99 — Output flange, S1850
73 — Single-row ball bearing 100 — Shim (AR):
74 — Gasket 0.025 inch (0.64 mm)
75 — Transfer gear housing cover 0.005 inch (0.13 mm)
76 — Magnetic pickup shield
101 — Retainer plate
77 — Lockwasher, 1⁄2 (26)
102 — Lockstrip
78 — Bolt, 1⁄2-13 x 13⁄4 (26) B
79 — Gasket 103 — Bolt, self-locking, 1⁄2-20 x 11⁄4 (2) A
80 — Spacer
81 — Output bearing retainer assembly Torque lb ft N.m
82 — Output bearing retainer A 96–115 131–155
83 — Seal
B 67–80 91–108
84 — Baffle
85 — Nipple C * *
86 — Bolt, 1⁄2-13 x 11⁄2 (6) B D 134–160 182–216
87 — Lockwasher, 1⁄2 (6) E 26–32 36–43
88 — Speedometer drive shaft F 75–85 102–115
89 — Gasket
G 33–37 45–50
90 — Washer
91 — Drive sleeve assembly H 9–11 13–14
92 — Seal J 38–42 lb in. 4.3–4.7
93 — Washer, 11⁄16 K 13–16 18–21
94 — Drive sleeve
L 14–16 19–21
95 — Screw assembly (2) K
96 — Cover M 24–26 32–35
97 — Gasket
* Screw in until plug touches OD of gear. Back off three-quarter turn
98 — Output flange, M9C and tighten nut to 13–16 lb ft (18–21 N·m).

Foldout 31 Copyright © 1997 General Motors Corp.

 F OLDOUT 31

7 8
1
2
34 10
11
5 14
6
9 13 17
15
16
18 19
12 20
23 24
25

;;;
26
27

;;;
28 33
21 32
22 29 34
36

;;;
30 35
37 38 39
40
31 41
71
42 72
43 73

74
44
66 75
68 76
51 45 69
67 77
50 70
46
47
62 78
63
64
52 65
49
48
60 79 81
61
80

;;;;
82
83
84

;;;;
53
98

;;;;
54 55
56

;;;; ;;;
57 85
86
58 88 87
89 90 91 101
92 100 102
59 93 94 99 103

97
96
95
;;;
;;;
;;; L03565

Foldout 31. Transfer Gear Housing, Gears, and Front Output Disconnect
 F OLDOUT 32

1
2
1 — Nut, 5⁄8-18 (4) A
2 — Plain washer, 5⁄8 (4)
3 — Brake apply lever 25
3
4 — Spring washer 4
21 28
5 — Parking brake assembly 29
6 — Nut, 3⁄4-16 (2) B
7 — Lockwasher (2) 19
20
8 — Support bracket
9 — Support plate
10 — Adjusting screw socket
11 — Adjusting screw
12 — Adjusting screw nut
5
13 — Adjusting screw spring 26
14 — Camshaft 23
24
15 — Anchor pin (2) 22
16 — Anchor pin brace
17 — Shoe return spring (2)
18 — Shoe and lining (2)
19 — Washer, 5⁄8 (4)
20 — Bolt, 5⁄8-18 x 2 (4)
21 — Output flange
22 — Output flange 27
23 — Flange stud (bolt), 5⁄8-18 x 21⁄2 (8) 9

24 — Clip (4)
6
25 — Brake drum 7 18

26 — Brake drum 8
27 — Nut, 5⁄8-18 (8) A 14
28 — Lockwasher, 1⁄2 (8) 15
12
29 — Bolt, 1⁄2-20 x 1 (8) C 11 16
10

Torque lb ft N.m
A 134–160 182–216 18 13
B 125–166 170–225 17

C 83–100 113–135

L01199

Foldout 32. Parking Brake

 F OLDOUT 33
1 — Manual-electric shift selector assembly 41 — Resistor (24V assembly)
2 — Inhibitor inner clutch 42 — Light plate and socket
3 — Sealring, 11⁄8 OD 43 — Rotary key pin
4 — Leveler 44 — Lamp, No. 1816
5 — Leveler spring 45 — Sealring, 3⁄8 OD 1
6 — Drive screw (2) 46 — Screw, 6-32 x 3⁄8 (4)
7 — Nameplate 47 — Screw, 8-32 x 1⁄2 (3)
8 — Shift selector body 48 — Lockwasher, No. 8 (3) 76
9 — Screw, 5⁄16-18 x 5⁄8 (3) 49 — Solenoid cover 27

10 — Lockwasher, 5⁄16 (3) 50 — Gasket 26

11 — Bushing 51 — Solenoid assembly 25
12 — Nut 52 — Solenoid plunger
24
13 — Sealring, 9⁄16 OD 53 — Washer
23
14 — Spacer plate 54 — Solenoid coil
22
15 — Handle 55 — Sealring, 15⁄16 OD 21
20
16 — Knob 56 — Retainer ring 16
17 — Drive adapter 57 — Spring seat 14
15
18 — Shim (AR) 58 — Override spring 13
10 18 19
19 — Sealring, 211⁄16 OD 59 — Guide pin (2) 9 12 17
8
20 — Screw, 6-32 x 3⁄4 (2) 60 — Solenoid housing 7
6 38
21 — Washer, No. 6 (2) 61 — Sealring, 21⁄8 OD 28
3 11
36 30
22 — Mounting bracket 62 — Fuse, SFE 9
23 — Microswitch assembly 63 — Fuse holder assembly 2 37 66
32 29 63
24 — Switch cover seal 64 — Cap 5
4 35 68
34 31
25 — Switch cover 65 — Body 39 33 65 67
41
26 — Washer, No. 10 (4) 66 — Nut 40 64
43 44
27 — Screw, 10-24 x 5⁄8 (4) 67 — Screw, 1⁄4-20 x 1 42 62
45
28 — Sealring, 11⁄2 OD 68 — Lockwasher, 1⁄4 73 72 69
29 — Screw, self-tapping, 6-32 x 3⁄8 (4) 69 — Body cover 61
46 60 70
30 — Wiring harness kit 70 — Range indicator
59 71
31 — 16-pin connector and wiring harness 71 — Range indicator support 58
57
32 — Switch jumper wire 72 — Inhibitor clutch spring 51 56
55
33 — Heat-shrink tubing, 9 inch 73 — Inhibitor outer clutch 54
53
34 — 4-pin connector and wiring 74 — Washer, 17⁄64 x 1⁄2 x 1⁄16 (2) 52
50
35 — 4-pin socket and wiring 75 — Screw, 1⁄4-20 x 13⁄4 (2)
48 49 74
36 — Set screw, 10-32 x 1⁄4 76 — Manual-electric wiring harness 75
47
37 — Pin Torque
38 — Rotary key
Hand-tighten all fasteners
39 — Dowel pin (2)
40 — Light socket plate assembly

L01200.01
Foldout 33. Manual-Electric Shift Selector
 F OLDOUT 34

5
1 — Shift Pattern Generator (SPG) 4
22
2 — Fourth-range restrictor wiring harness A
3 — Fifth-range restrictor wiring harness A
4 — 12V-to-24V converter 3

5 — 24V overload protector 2

6 — Cab wiring harness

1
7 — Equipment wiring harness A
8 — Magnetic pickup assembly B
9 — Throttle potentiometer assembly 6
10 — Throttle lever
11 — Clamp bolt, 1⁄4-20 x 3⁄4 A
12 — Throttle potentiometer shaft seal
13 — Pre-formed O-ring packing
14 — Potentiometer and coupling assembly
15 — Cover gasket 7
16 — Cover
17 — Screw, 10-24 x 7⁄16 (4) A
18 — Screw, 4-40 x 5⁄16 (4) A
19 — Spacer
20 — Housing
21 — Bearing 10
9
22 — Range indicator
13
11 12
Torque lb ft N.m
A Hand tighten 8
21 19
B 13–16 18–21
14
15
20 16
17

18

L01201.01

Foldout 34. Automatic-Electric Control System Components

 F OLDOUT 35

1 — Automatic-electric shift selector assembly 34 — 4-pin socket and wiring

2 — Leveler 35 — Set screw, 10-32 x 1⁄4
3 — Leveler spring 36 — Pin
4 — Drive screw (2) 37 — Rotary key 7 26
24 25
5 — Nameplate 38 — Dowel pin (4) (not serviceable)
6 — Shift selector body 39 — Light socket plate assembly
7 — Relay* 40 — Resistor (24V assembly) 15 23
8 — Screw, 5⁄16-18 x 5⁄8 (3) 41 — Light plate and socket 20 22
19 21
9 — Lockwasher, 5⁄16 (3) 42 — Lamp, No. 1816 1 13 14
10 — Bushing 43 — Sealring, 3⁄8 OD
11 — Nut 44 — Screw, 6-32 x 3⁄8 (4) 18

12 — Sealring, 9⁄16 OD 45 — Screw, 1⁄4-20 x 11⁄2 (2) 9 12 17

8 16
13 — Spacer plate 46 — Lockwasher, 1⁄4 (2)
11
14 — Handle 47 — Cover 6
35
10 27
15 — Knob 48 — Sealring, 21⁄8 OD 5 36
4
16 — Drive adapter 49 — Fuse, SFE 9A
37
17 — Shim (AR) 50 — Fuse holder assembly
28 53
3
18 — Sealring, 211⁄16 OD 51 — Cap 30
2 38 34 31 50
19 — Screw, 6-32 x 3⁄4 (2) 52 — Body 55
33
20 — Washer, No. 6 (2) 53 — Nut 40 52 54
39 32
21 — Mounting bracket 54 — Screw, 1⁄4-20 x 1
51
22 — Microswitch assembly 55 — Lockwasher, 1⁄4 42
41
43 29 49
23 — Switch cover seal 56 — Body cover
24 — Switch cover 57 — Range indicator
56
25 — Washer, No. 10 (4) 58 — Range indicator support 48
44 47
26 — Screw, 10-24 x 5⁄8 (4) 57
Torque
27 — Sealring, 11⁄2 OD 58
Hand-tighten all fasteners.
28 — Screw, self-tapping, 6-32 x 3⁄8 (4) 46

29 — Wiring harness 45
* Dual-electric models only.
30 — 16-pin connector and wiring harness
31 — Switch wire
32 — Heat-shrink tubing
33 — 4-pin connector and wiring

L01202.01

Foldout 35. Automatic-Electric Shift Selector

 5600, 5800, 5900, 6000, 6600 SERIES TRANSMISSIONS
Legend For Foldout 36

A 32 — Shift positioning rod

33 — Spring
1 — Screw, 6-32 x 5⁄8 (4) A 34 — Selector lever end cap
2 — Bezel 35 — Screw, 6-32 x 5⁄16 (2) D
3 — Screw, 6-32 x 1⁄2 (2) A 36 — Selector lever end cap cover
4 — Legend strip and cover assembly 37 — Gasket
5 — Legend cover 38 — Housing assembly
6 — Legend strip 39 — Screw, 8-32 x 11⁄2 (4) C
7 — Gasket
8 — Shift selector body assembly Prevailing Torque Through Patchlock
9 — Screw, 6-32 x 3⁄8 (9) B Tightening 1st Installation 1st Removal 5th Removal
Torque Max. Min. Min.
10 — Housing cover
A 11–15 lb in. 8 lb in. 2 lb in. 1 lb in.
11 — Gasket (1.3–1.7 N·m) (0.9 N·m) (0.2 N·m) (0.1 N·m)
12 — Bearing B 19–23 lb in. 8 lb in. 2 lb in. 1 lb in.
13 — Roller (2.1–2.6 N·m) (0.9 N·m) (0.2 N·m) (0.1 N·m)

14 — Magnet holder and range indicator assembly C 33–41 lb in. 12 lb in. 2.5 lb in. 1.5 lb in.
(3.7–4.6 N·m) (1.4 N·m) (0.3 N·m) (0.2 N·m)
15 — Screw, 6-32 x 3⁄8 (2) B D 6–8 lb in. 5 lb in. 1 lb in. 0.5 lb in.
16 — Range indicator (0.7–0.9 N·m) (0.6 N·m) (0.1 N·m) (0.05 N·m)

17 — Magnet holder assembly

18 — Shaft B
19 — Bearing
1 — Screw, 6-32 x 1⁄2 (4) A
20 — Lamp (4)
2 — Star washer (4)
21 — Detent plate
3 — Shift selector body assembly
22 — Screw, 6-32 x 1⁄2 (2) A
4 — Gasket
23 — Screw, 8-32 x 7⁄16 (3) C
5 — Lamp and socket assembly (3)
24 — Spring backplate
6 — Lamp (3)
25 — Cam stop (2)
7 — Lamp socket (3)
26 — Spring
27 — Roller 8 — Cover assembly
28 — Screw, 6-32 x 3⁄8 (6) A 9 — Lamp circuit board (earlier models)
29 — Selector lever 10 — Lamp circuit board (later models)
30 — Pin Torque lb in. N·m
31 — Shift latch half-cover (2) A 11–15 1.3–1.7

Foldout 36 Copyright © 1997 General Motors Corp.

 F OLDOUT 36
A B
35
36
34
1
33
8
2

32

5 31
3
6

4 6 30
31 9

7 25
26 10
29
24
22
23
21
6
20
28 5
8 7

25
19 27
4
14 18

17
12 16
11
15
10

37

13 38

9 2

39 1

E01203.01
E01204.02
Foldout 36,A. Lever Shift Selector Assembly Foldout 36,B. Touch-Pad Shift Selector Assembly
 F OLDOUT 37

14
13

1 — Electronic Control Unit (ECU) assembly

2 — ECU
3 — PROM
4 — Gasket
5 — Cover
6 — SA1951 seal 12
7 — Seal (4)
8 — Lockwasher (4)
9 — Screw, 6-32 x 1⁄2 (4) A
10 — Secondary mode harness
11 — Cab harness
16
12 — Digital Data Line (DDL) scanner
13 — Shift selector (lever) assembly
14 — Shift selector (touch-pad) assembly
15 — Chassis harness 11

16 — Electric lockup valve body assembly

17 — Magnetic pickup (speed sensor)
18 — Main control valve body assembly 2 15
19 — Throttle sensor
3
Torque lb in. N·m
A 21–26 2.4–2.9 1 4
5
6 10
7 18
8
9

17

19

L03559

Foldout 37. Electronic Control System Components

SM1866EN 200009 www.allisontransmission.com Printed in U.S.A. 200011