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Microsoft PowerPoint - 6T70 - 75 - Introduction
Microsoft PowerPoint - 6T70 - 75 - Introduction
Welcome to this chapter on the introduction of the 6T70. This chapter is a
brief introduction of this unit including vehicle application, identification and
basic function. My name is __________ and I’ll be your host for this chapter.
It’s a GREAT DAY to fix transmissions, so let’s get started!
3
Unit Introduction
• Introduction
• Features
• Operation
• Diagnosis
• Service
4
Unit Introduction
Part of a family of
transmissions.
Co-engineered
Built in Warren, MI
5
Unit Introduction
• Applications
6
Unit Introduction
• 6T70-6T75 Differences
The primary difference is the 6T75 is a heavy duty version of the 6T70.
The heavy duty parts in the 6T75 include:
• A shot peened output carrier
• 5 Pinion carrier
• Transfer Gear is wider
• Differential carrier is heavier duty
• Heavier ribbed case
7
Unit Introduction
• Towing Capacity
6T70 1000lbs (454kg)
Maximum Engine Torque 280 lb‐ft
Maximum Horsepower 300 hp
6T75 4500lbs (2041kg)
Maximum Engine Torque 299 lb‐ft
Maximum Horsepower 300 hp
Can be dingy towed indefinitely
Can not dolly tow an AWD vehicle
Can not be towed with rear tires in the air
6T75 300 lb‐ft 400 hp
8
Unit Introduction
• Dingy Towing
When dinghy towing your vehicle, the vehicle should be run at the beginning
of each day and at each RV fuel stop for about 5 five minutes. This will ensure
proper lubrication of transmission components.
Never exceed 65 mph (105 km/h) while towing your vehicle.
Never have your vehicle towed from the rear.
Don’t tow a vehicle with the front drive wheels on the ground if one of the
front tires is a compact spare.
6T75 300 lb‐ft 400 hp
9
Unit Introduction
• Dolly Towing
All‐wheel‐drive vehicles should not be towed with two wheels on the ground. To
properly tow these vehicles, they should be placed on a platform trailer with all
four wheels off of the ground or dingy towed from the front.
6T75 300 lb‐ft 400 hp
10
Unit Introduction
So what is so different?
Only 1 Accumulator (456)
No Shift Valves
Multifunctional Solenoids
Compensator Circuits ( Clutch Release control)
Internal TCM
Clutch to Clutch Shifts
11
Unit Introduction
*MY09 release date
12
Unit Introduction
Why do you need to use Dexron VI?
• Reduced sump volumes
• Higher fluid turnover rates
• Increased energy densities
• Reduced cooling capacity
• Clutch to Clutch Shifting
• 50% improvement in film strength to reduce wear
13
Unit Introduction
Dipstick
Studded side cover bolts need
to be re‐torqued whenever
cooler lines are removed
Gasket not reusable
14
Unit Introduction
• 2 shift solenoids used (On/Off Design), SS1,SS2
• 6 Variable bleed solenoids, PCS1, PCS2, PCS3, PCS4, PCS5, TCC
• A Bosch built 32 bit TCM (TEHCM)
• A special spring loaded bracket is used to force the TCM against a
heat sink on the valve body.
Failure to install the bracket will result in TCM thermal shutdown.
15
Unit Introduction
• TCM & Solenoids
Shift Solenoid 1
PCS 3
PCS 5
TFP Switch 1
TCC Solenoid
TFP Switch 4
Shift Solenoid 2
TFP Switch 3
PCS 2
PCS 4
TFP Switch 2 PCS 1
(Line Pressure)
DO NOT DROP if dropped do not reuse.
Pass through seals holes go toward solenoid assembly.
16
Unit Introduction
• Furnace brazed “squash turbine” design converter.
• EC3 246 mm “hyper elliptical” furnace brazed torque converter.
• Torque converter contains a lip seal that will be damaged if the converter is
removed or installed in any position other than “vertical”.
• Special tools are available J46409
17
Unit Introduction
• Remote mounted, off axis, Chain Driven Vane type oil pump
• Internal Mode Switch (IMS) equipped
• Performance Algorithm Shifting (PAS) programming
• Performance Algorithm Lift foot (PAL) programming
• Sport mode and TAP shift equipped
18
Unit Introduction
• Gear ratios
6T70/75 4T65E
First 4.48 2.92
Second 2.87 1.57
Third 1.84 1.00
Fourth 1.41 0.70
Fifth 1.00
Sixth 0.74
Reverse 2.88 2.39
8% improvement in performance and a 4% improvement in fuel economy
19
Unit Introduction
20
Unit Introduction
Output Gear Set
Input Gear Set
1‐2‐3‐4 Clutch
Reaction Gear Set
Low One‐Way Clutch
Low & Reverse 2‐6 Clutch
Clutch
3‐5‐Reverse Clutch
4‐5‐6 Clutch
The purpose of this slide is not to show the location of the components but
rather the compactness of the trans.
21
Unit Introduction
Front Diff Transfer Driven Gear Front Diff Pinion Gear
Front Diff
Front Diff Transfer Ring Gear
Driven Gear
Final drive ratio 2.77:1
22
Unit Introduction
• Diode One Way
23
Unit Introduction
Inputs
24
Unit Introduction
• Internal Mode Switch
GROUND
A SIGNAL
B SIGNAL
C SIGNAL
P SIGNAL
P/N SIGNAL
May be a tool in development for removal of “nail”.
25
Unit Introduction
• Transmission Internal Mode Switch Logic
High = 8.8 Volts
Low= 0 Volts
Gear Selector
Signal A Signal B Signal C Signal P
Position
Park LOW HIGH HIGH LOW
Park/Reverse LOW LOW HIGH LOW
Reverse LOW LOW HIGH HIGH
Reverse/Neutral HIGH LOW HIGH HIGH
Neutral HIGH LOW HIGH LOW
Neutral/Drive 6 HIGH LOW LOW LOW
Drive 6 HIGH LOW LOW HIGH
Drive 6/Drive 4 LOW LOW LOW HIGH
Drive 4 LOW LOW LOW LOW
26
Unit Introduction
Output Speed
Sensor
Input Speed
Sensor
27
Unit Introduction
• ISS/OSS Input Test
1. Set the J 38522 signal to 8 volts, the frequency to 120 and the Percent Duty Cycle to 50.
2. Ignition On, observe either the scan tool parameter ISS signal or OSS signal.
3. The signal parameter should display between 100 ‐ 400 RPM.
28
Unit Introduction
• ISS Replacement
DT-47734
29
Unit Introduction
• Fluid Pressure Switches
PCS 3
PCS 5
TFP Switch 1
TCC Solenoid
TFP Switch 4
Shift Solenoid 2
TFP Switch 3
PCS 2
PCS 4
TFP Switch 2 PCS 1
(Line Pressure)
DO NOT DROP if dropped do not reuse.
Pass through seals holes go toward solenoid assembly.
30
Unit Introduction
• Fluid Pressure Switch Operation (Normally Closed)
Open 8 psi (55 Kpa) Close 12 psi (206 Kpa)
Function: Monitor Clutch regulator valve operation, Calculate Adaptive learn values
TFP Switch 1 monitors the 1‐2‐3‐4 clutch regulator valve
TFP Switch 2 monitors the 3‐5 & Reverse clutch regulator valve
TFP Switch 3 monitors the 2‐6 clutch regulator valve
TFP Switch 4 monitors the R1 / 4‐5‐6 clutch regulator valve
Switches non‐serviceable
Pressure switch assembly ground through the vehicle wiring harness they are
not case grounded.
31
Unit Introduction
• Driver Shift Control
Saturn Aura – Electronic Range Selector Mode
Pontiac G6 – Manual Shift Mode
Saturn Outlook / GMC Acadia – Electronic Range Selector Mode
Allows driver to control transmission shifting either limiting top gear available or
allowing the driver to manually shift the transmission.
Will allow 2nd and 3rd gear starts and will not allow a downshift to a gear that is
inappropriate for current driving conditions.
Do not use 3rd gear start when towing a trailer you could overheat and damage
the transmission.
Some models will hit fuel cut off if RPMs are to high other models will up shift to
the next higher gear.
32
Unit Introduction
• Driver Shift Control
Saturn Aura – Electronic Range Selector Mode
To use this feature, do the following:
a. Move the shift lever from DRIVE (D)
rearward to MANUAL (M). While driving
in manual mode, the transaxle will
remain in the driver selected gear. When
coming to a stop in the manual position,
the vehicle will automatically shift into
FIRST (1) gear.
b. Press the (+) plus paddle located on top
of the steering wheel controls forward to
upshift, or push the backside of the shift
paddle rearward to downshift.
When coming to a stop vehicle will down shift into 1st gear then up need to
use the paddles to upshift or trans will stay in 1st gear.
33
Unit Introduction
• Driver Shift Control
To use this feature, do the following:
a. Move the shift lever from DRIVE (D) rearward
and then to the right into the MANUAL
MODE (M). While driving in manual shift
mode, the transaxle will remain in the driver
gear selected. When coming to a stop in the
manual position, the vehicle will automatically
shift to FIRST (1) gear.
b. Press the shift level forward to upshift or
rearward to downshift.
When coming to a stop vehicle will down shift into 1st gear then up need to
use the shifter to upshift or trans will stay in 1st gear.
34
Unit Introduction
• Driver Shift Control
Saturn Outlook / GMC Acadia –
Electronic Range Selector Mode
Allows you to choose the top‐gear limit
of the vehicle's transmission and
the vehicle's speed while driving
down hill or towing trailer.
To use this feature, do the following:
a. Move the shift lever to the LOWER
RANGE GATE (L).
b. Press the plus/minus button located
on the shift lever, to increase or
decrease the gear range available
based upon your current driving
conditions and needs.
35
Unit Introduction
One of the three signal circuits that control the transmission.
36
Unit Introduction
Operation
37
Unit Introduction
• Range Reference Chart
1-2-3- 3-5
4-5-6 2-6 LOW &
4 REV LOW ONE -WAY
RANGE GEAR CLUT CLUT REV
CLUT CLUTC CLUTCH
CH CH CLUTCH
CH H
PARK P ON
REV R ON ON
NEU N ON
1ST
ON ON HOLDING
BRAKING
1ST ON HOLDING
2ND ON ON
D
3RD ON ON
4TH ON ON
5TH ON ON
6TH ON ON
38
Unit Introduction
• Solenoid Application Chart
Solenoid command status ON/OFF refers to hydraulic operation,
not electrical operation.
1ST
ON ON ON OFF OFF ON
BRAKING
1ST OFF ON ON OFF OFF OFF
2ND OFF ON ON ON OFF OFF
D
3RD OFF ON ON OFF ON OFF
4TH OFF ON ON OFF OFF ON
5TH OFF ON OFF OFF ON ON
6TH OFF ON OFF ON OFF ON
39
Unit Introduction
• Solenoids
2 ON/OFF SHIFT SOLENOIDS: N/C, GROUND SIDE CONTROLLED
3 VBS NORMALLY “LOW” SOLENOIDS, TCC, #4,#5
3 VBS NORMALLY “HIGH” SOLENOIDS, PCS,#2,#3
NORMALLY HIGH= SOLENOID OFF, PRESSURE IS ALLOWED TO TRAVEL TO THE CLUTCH
NORMALLY LOW= SOLENOID OFF, NO PRESSURE IS ALLOWED TO TRAVEL TO THE CLUTCH
VBS SOLENOIDS ARE “POSITIVE DUTY CYCLE” CONTROLLED, 3000 HZ, 5.5 OHMS AT 70F, CURRENT LIMITED TO
.9A, SOLENOID FEED VOLTAGE REGULATED FROM TCM IS 8.3‐9.3 VOLTS
40
Unit Introduction
• Solenoids
Solenoid 1 and 2 are ON/OFF solenoids and are used to control weather the
transmission is in Reverse or Forward
VBS solenoids 2, 3, 4, and 5 control when a shift occurs and how aggressive the
shift is. Shift feel is also controlled by the compensator circuit. Solenoid
cleaning cycle every 30 seconds while in P/N or when you run the cleaning
process with the scan tool
41
Unit Introduction
• Valve Function
The two major hydraulic/valve changes for the 6 speed transmission are
the addition of 2 valve families, “Clutch Select” Valves and “Clutch
Regulator” valves.
Clutch select valves control which clutch is allowed to apply/release.
Clutch regulator valves control how aggressive the clutch apply will be as
well as control the actual shift for that specific gear.
42
Unit Introduction
• Valves Upper valve body
10 Valves Total
• Manual Valve
• Clutch Select 2
• R1/4‐5‐6 Clutch Regulator
• Clutch Select 3
• TCC Regulator
• TCC Control
• 2‐6 Clutch Regulator
• Isolator
• 3‐5‐R Clutch Regulator
• Pressure Regulator
43
Unit Introduction
• Valve Lower Valve Body
5 Valves Total, 1 Accumulator
• 1‐2‐3‐4 Clutch Regulator
• 1‐2‐3‐4 Clutch Boost
• 4‐5‐6 Clutch Boost
• 3‐5 Clutch Boost
• Actuator Feed Limit
• 4‐5‐6 Accumulator
44
Unit Introduction
• Solenoid Function
Shift Solenoid 1 Controls Clutch Select Valve 2
Shift Solenoid 2 Controls Clutch Select Valve 3
TCC Solenoid Controls TCC Operation
Pressure Control Solenoid 1 controls Line Pressure
Pressure Control Solenoid 2 controls 3‐5‐Reverse Clutch Regulator Valve
Pressure Control Solenoid 3 controls R1/4‐5‐6 Clutch Regulator Valve
Pressure Control Solenoid 4 controls 2‐6 Clutch Regulator Valve
Pressure Control Solenoid 5 controls 1‐2‐3‐4 Clutch Regulator Valve
45
6T70 Updates and Common
Issues GEN 1 GEN 2
Welcome to this chapter on updates for the 6T70. This chapter is a brief introduction
of this unit including vehicle application, identification and basic function. My name
is __________ and I’ll be your host for this chapter. It’s a GREAT DAY to fix
transmissions, so let’s get started!
3
Updates
• Service Programming
Any time you replace the transaxle you will need to re‐program
the TCM remember the TCM is internal to the transaxle.
4
Updates
• Case Cover
Binding on a 3‐4 and 4‐3 Shift, Possible P0797 Set
On 6T70 and 6T75 applications the customer may comment regarding a bind on a 3‐4 or 4‐3 shift. A worn ring groove on the case cover
hub sleeve will result in a leak between the 3‐5 Reverse clutch and the 4‐5‐6 clutch fluid circuits.
This will result in the tie‐up condition the customer isexperiencing.
Remove the hub from the rear case cover and inspect the
ring grooves and rings.
Measure the distance with a feeler gauge between the edge
of the groove and the ring (Maximum clearance is .007”).
If the distance is too great replace the case cover.
5
Updates
• Sun Shell
No Reverse, 3rd or 5th Gears Possible P0776, P2723, P2715 set
This condition primarily affects transmission built prior to the 2010 model year Updated parts are available from GM and Ford to
address the issue
Weld Break s
Keep diagnosis simple: Unplug the transmission to see if Reverse is being
prevented electrically. If reverse engagement is ok, the shell is not the
problem.
6
Updates
PRNDL Doesn’t Illuminate
Inspect circuits 5981, 5982, 5983 and 5984 for poor or damaged
connections between the Instrument Panel Cluster, Body Control Module
and the Shift Lever assembly. Inspect connectors X206, X303 and X304 for
damaged or loose terminals.
7
Updates
• Reprogram
Delayed Shifts, shift Points Incorrect, 2010 models
An Updated Calibration is available to address this concern
Delayed Shifts, shift Points Incorrect, 2010 models
8
Updates
• 3-5-R Wave Plate, P0776
Some customers may comment about an SES light and/or no reverse and may also comment
on a slip / flare or harsh shifts in drive range 3rd and/or 5th gear. Upon investigation, the
technician may find DTC P0776 (Clutch Pressure Control (PC) Solenoid 2 ‐ Stuck Off) set. Any
one of the following codes may set independent of each other as a result of this wave plate
breaking: P0777, P2723, P0717, P0716, P2715, P2714.
This condition may be caused by a broken 35R clutch wave plate allowing the apply piston to
over‐stroke, causing the piston to leak and causing loss of apply.
9
Updates
• 3-5-R Wave Plate, P0776
Install the updated wave plate anytime the transmission is apart for a repair If it is a 2010 or earlier
application. P/N 24254103 Inspect the case for signs of damage.
10
Updates
• Wave Plate
Planetary Damage Due To Wave Plate Breakage
To prevent damage from occurring to the new gear set or if you are repairing one of these units and the
planetary is not yet damaged, you should install the new design wave plates in all of the clutches.
Clutch & Part Number
1‐2‐3‐4 #24259063
2‐6 #24259816
3‐5 Reverse #24254103
Low‐Reverse #24259817
NOTE:
THE 3‐5 REV WAVE IS THE MOST
COMMON ONE TO BREAK.
11
Updates
• Wave Plate
Broken Wave Plate
In many instances the transmission was disassembled originally to address a no 3rd, 5th or reverse condition which
is typically associated with a P0776 DTC. Upon inspection a broken wave plate in the 3‐5‐Reverse clutch is generally
determined to be the cause and the reaction carrier was damaged from debris.
No Movement, DTC 2723
A no movement and/or P2723 may be set after repair. This condition is usually associated with GM R/V/Z body
style applications (Traverse, Acadia, Outlook, Enclave, Malibu, G6, Aura, Vue) and may exhibit a no drive condition
after a repair, which typically includes replacement of the reaction planetary carrier. In addition a P2723 DTC may
be set.
Missing Ring Gear
In many publications the reaction carrier and the input ring gear are shown as a one piece assembly. In reality, the
reaction carrier, input ring gear and ring gear snap ring are serviced as separate pieces. If the technician fails to
install the ring gear onto the reaction carrier a no drive condition will result. To repair the condition, install the ring
gear.
12
Updates
• Planet Assembly
Ring Gear
Snap Ring
(very difficult
To remove)
Reaction Carrier
13
Updates
• Planet Assembly
Ring Gear
Snap Ring
(very difficult
To remove)
Reaction Carrier
14
Updates
• 9 Bolt Support 2007 and Later
2007 and later models have eliminated one bolt from the torque converter housing area. The updated transaxle
will utilize a 9 bolt support. The updated converter housing is not tapped for the bolt so it is not necessary for you
to do any modifications to assist you with interchange of the parts. The updated support will backservice previous
models as you will simply eliminate the bolt. When installing the updated support on an earlier application,
simply follow the torque sequence for the 9 bolt system.
15
Updates
• Lube Trough Update
The lube trough design was updated on 2008 applications. The updated design uses only one bolt to retain the
trough in the case. In later case designs only one bolt hole is drilled in the case. The updated trough will back
service previous design applications.
16
Updates
• Output Carrier
An update to the design of the Output and Reaction carriers occurred for the 2009 model year. The Output carrier
bearing pocket has been machined .01” (.3mm) deeper to accept a thicker sun gear bearing design. The Reaction
carrier sun gear bearing has also been modified.
The bearing pocket on the updated carrier has been machined .009” (.25mm) deeper to allow for a more robust
bearing design. The updated carriers will backservice if the updated bearings are used.
17
Updates
• Cooler Line
A updated cooler line was developed to reduce the chance of leakage from the cooler circuit. The updated lines
have longer snouts and the cooler line holes in the case were modified to accept the longer snouts. This update
was designed for 2008 and later applications and it will NOT back service into the previous design cases.
18
Updates
• Controls Update
The 6T70 (RPO M7W or M7U) and 6T75 (RPO M7V and M7X) received a major control
system update for the 2013 model year. As with updates on other applications this major
change was NOT implemented in all 6T70/75 applications.
Because of parts availability issues, 6T70/75 applications with RPO codes other than M7W,
M7U,M7V or M7X will not receive the update until 2014 production.
This means that two versions of the 6T70/75 transmission will be available in 2013,
Generation I and Generation II
GEN I: Units that do not contain the controls update package
GEN II: Units that contain the controls update package
19
Updates
• Clutch Pulse Learn
The TCM calculates fill time based on the learned volume. The CP Learn is
conducted during steady conditions in 3rd, 5th and 6th gear. The CP Learn
for the 4‐5‐6 clutch is enabled in 3rd gear. CP Learn for the 1‐2‐3‐4 clutch and
2–6 clutch is enabled in 5th gear. CP Learn for the 3‐ 5‐R clutch is enabled in
6th gear. A rough road condition could give a false reading for transmission
input speed interruption. When rough road conditions are detected, CP
Learn is aborted until road conditions improve.
20
Updates
• 2013 Gen II TECHM
21
Updates
• Gen II Valve Body
22
Updates
• Gen II Valve Body
23
Updates
• Gen II Valve Body
24
Updates
• Gen II Valve Body
25
Updates
• Gen II Valve Body
26
Updates
• Gen II Valve Body
27
Updates
• Gen II Valve Body
28
Updates
• Gen II Valve Body
29
Updates
• Low/Reverse Clutch and Wave Plates
30
Updates
• 1-2-3-4 Clutch Plates, Snap Ring and Piston
31
Updates
• 3-5-Reverse Clutch Plates
32
Updates
• 4-5-6/3-5-Reverse Housing
33
Updates
• 4-5-6/3-5-Reverse Housing
34
Updates
• 4-5-6 Clutch Piston and Return Spring
35
Updates
• Turbine Shaft
36
Updates
• Compensator Feed Blow-Off Spring
37
Updates
• 2-6 Clutch Snap Ring
2-6 Clutch,
Snap ring And
Case Snap
ring Groove
Updated
38