MT 600 Service Manual SM1317 199907
Short Description
MT 600 Service Manual SM1317 199907...
Description
SM1317EN
Service Manual
AllisonTransmission AUTOMATIC MODELS MT 640, MT(B) 643 MT 650, MT(B) 653
AUGUST 1996 REVISED 199907 Division of General Motors Corporation P.O. Box 894 Indianapolis, Indiana 46206-0894
Printed in the U.S.A.
Copyright © 1996 General Motors Corp.
INTRODUCTION TRADEMARK USAGE The following trademarks are the property of the companies indicated: •
Amojell® is a registered trademark of the Amoco Oil Company.
•
DEXRON® is a registered trademark of General Motors Corporation.
•
Biobor® JF is the registered trademark for a biological inhibitor manufactured by U.S. Borax and Chemical Corporation.
•
Dykem® is a registered trademark of the Dykem Company.
•
Loctite® is a registered trademark of the Loctite Corporation.
•
Teflon® is a registered trademark of the DuPont Corporation.
•
Permatex® is a registered trademark of the Loctite Corporation.
NOTE: This publication is revised periodically to include improvements, new models, special tools, and procedures. A revision is indicated by letter suffix to the publication number. Check with your Allison Transmission service outlet for the currently applicable publication. Additional copies of this publication may be purchased from authorized Allison Transmission service outlets. Look in your telephone directory under the heading of Transmissions — Truck, Tractor, etc.
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Copyright©1996GeneralMotorsCorp.
IMPORT ANT S AFETY NOTICE IT IS YOUR RESPONSIBILITY to be completely familiar with the Warni ngs and Cautions 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 equipment, 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. Consequently, Allison Transmission has not undertaken any such broad evaluation. Accordingly, 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 Service Manual are effective methods for performing service operations. Some of these service operations require the use of tools specifically designed for the purpose. The special tools should be used when and as recommended.
WARNING S, CAUTIONS, AND N OTES 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©1996GeneralMotorsCorp.
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LIST OF WARNIN GS This manual c ontains the following War nings — IT IS YOUR RESPONSIBILITY TO BE FAMILIAR WITH ALL OF THEM.
• When checking the t ransmission fluid level, be sure that the parking b rake and/ or emergency brakes are set and properly engaged, and the wheels are blocked. Unexpected and possible sudden movement may occur if these precautions are not taken. • While conducting a stall check, th e vehicle must be po sitively prevented from moving. Apply the parking and service brake, and block the wheels securely. Warn personnel to keep clear of the vehicle and its travel path. Failure to do so can cause serious injury. • Do not burn discarded Teflon ® seals; toxic gases are produced by burning. • Never dry be arings with compressed air. A spi nning bearing can di sintegrate allowing balls or rollers to become lethal flying projectiles. Also, spinning a bearing without lubrication can damage the bearing. • Do not posit ion the tran smission so tha t its rear end is lo wer than it s front end. The components in the rear of the transmission are not secured. These components could fall out and cause personal injury and/or damage to the parts. • Certain control valve body components are spring-loaded and must be restrained while retaining pins or bolts are removed. • compression. The main-pressure regulator valve spring is under approximately 65 lbs (290 kN) • Hydraulic fluid under 40 psi ( 280 kPa) pr essure may be trapp ed in the ou tput retarder accumulators. Personal injury can occur if this pressure is accidently released. • Accumulator piston springs are highly com pressed. Use extre me caution during removal of the accumulator cover. Personal injury can occur if the bolts are removed without properly relieving the spring force. • The retarder piston return spring i s highly compres sed. Use extreme caution during removal of the spring. Personal injury can occur if proper removal procedures are not followed.
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Copyright©1996GeneralMotorsCorp.
MT(B) 640, 643, 650, 653 AUTO MATIC TRANSMISSIONS Paragraph
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Section 1. GENERAL INFORMATION
Paragraph
Page
2–11. FOURTH CLUTCH a. Description . . . . . . . . . . . . . . . . . . . . . . . 2–4
1–1. SCOPE OF MANUAL a. Coverage. . . . . . . . . . . . . . . . . . . . . . . . . .1–1 b. Illustrations . . . . . . . . . . . . . . . . . . . . . . . .1–1 c. Maintenance Information . . . . . . . . . . . . .1–1
2–12. THIRD CLUTCH, CENTER SUPPORT, AND SECOND CLUTCH
1–2. SUPPLEMENTARY INFORMATION . . . .1–1
a. Description . . . . . . . . . . . . . . . . . . . . . . . 2–4
1–3. ORDERING PARTS a. Transmission Nameplate . . . . . . . . . . . . .1–1
b. Operation of Third Clutch . . . . . . . . . . . 2–4
b. Parts Catalog. . . . . . . . . . . . . . . . . . . . . . .1–1 1–4. GENERAL DESCRIPTION a. Number of Speeds . . . . . . . . . . . . . . . . . .1–1 b. Torque Converter and Lockup Clutch . . .1–1 c. Planetary Gearing, Clutches . . . . . . . . . . .1–6 d. Output Retarder . . . . . . . . . . . . . . . . . . . .1–6 1–5. OPERATING INSTRUCTIONS . . . . . . . . . .1–6 1–6. SPECIFICATIONS AND DATA . . . . . . . . .1 –6
Section 2. DESCRIPTION AND OPERATION 2–1. SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2–1 2–2. DESIGNATION OF CLUTCHES AND PLANETARY GEAR SETS a. Clutch Designations . . . . . . . . . . . . . . . . .2–1 b. Planetary Gear Set Designations . . . . . . .2–1 2–3. MOUNTING a. To Engine . . . . . . . . . . . . . . . . . . . . . . . . .2–1 b. To Vehicle . . . . . . . . . . . . . . . . . . . . . . . .2–1 c. Output Retarder Mount. . . . . . . . . . . . . . .2–2 2–4. INPUT DRIVE. . . . . . . . . . . . . . . . . . . . . . . .2–2 2–5. TRANSMISSION HOUSING. . . . . . . . . . . .2–2 2–6. TORQUE CONVERTER a. Description . . . . . . . . . . . . . . . . . . . . . . . .2–2 b. Operation . . . . . . . . . . . . . . . . . . . . . . . . .2–2 2–7. LOCKUP CLUTCH a. Description . . . . . . . . . . . . . . . . . . . . . . . .2–2 b. Operation . . . . . . . . . . . . . . . . . . . . . . . . .2–3 2–8. OIL PUMP ASSEMBLY a. Description . . . . . . . . . . . . . . . . . . . . . . . .2–3 b. Operation . . . . . . . . . . . . . . . . . . . . . . . . .2–3 2–9. OIL PUMP AND FRONT SUPPORT ASSEMBLY. . . . . . . . . . . . . . . . . . . . . . . . . .2–3 2–10. FORWARD CLUTCH AND TURBINE SHAFT a. Description . . . . . . . . . . . . . . . . . . . . . . . .2–3 b. Operation . . . . . . . . . . . . . . . . . . . . . . . . .2–3
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . 2–4
c. Operation of Second Clutch . . . . . . . . . . 2–5 2–13. FIRST CLUTCH a. Description . . . . . . . . . . . . . . . . . . . . . . . 2–5 b. Operation . . . . . . . . . . . . . . . . . . . . . . . . 2–5 2–14. PLANETARY GEAR UNIT a. Description . . . . . . . . . . . . . . . . . . . . . . . 2–5 b. Operation . . . . . . . . . . . . . . . . . . . . . . . . 2–6 2–15. LOW CLUTCH (MT 650, 653 Only) a. Description . . . . . . . . . . . . . . . . . . . . . . . 2–6 b. Operation . . . . . . . . . . . . . . . . . . . . . . . . 2–6 2–16. LOW PLANETARY GEARING (MT 650, 653 Only) a. Description . . . . . . . . . . . . . . . . . . . . . . . 2–7 b. Operation . . . . . . . . . . . . . . . . . . . . . . . . 2–7 2–17. GOVERNOR DRIVE a. Description (MT 650, 653). . . . . . . . . . . 2–7 b. Description (MTB 653) . . . . . . . . . . . . . 2–7 c. Operation . . . . . . . . . . . . . . . . . . . . . . . . 2–7 2–18. SPEEDOMETER DRIVE/SPEED SENSOR WHEEL a. Description . . . . . . . . . . . . . . . . . . . . . . . 2–7 b. Operation . . . . . . . . . . . . . . . . . . . . . . . . 2–7 2–19. MODULATOR a. Vacuum Modulator. . . . . . . . . . . . . . . . . 2–8 b. Mechanical Modulator . . . . . . . . . . . . . . 2–8 c. Electric Modulator . . . . . . . . . . . . . . . . . 2–8 2–20. CONTROL VALVE ASSEMBLIES a. Description . . . . . . . . . . . . . . . . . . . . . . . 2–8 b. Operation . . . . . . . . . . . . . . . . . . . . . . . . 2–8 2–21. OIL PAN AND FILTER a. Description . . . . . . . . . . . . . . . . . . . . . . . 2–8 b. Function . . . . . . . . . . . . . . . . . . . . . . . . . 2–8
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MT(B) 640, 643, 650, 653 AUTO MATIC TRANSMISSIONS Paragraph
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2–22. REAR COVER a. Description . . . . . . . . . . . . . . . . . . . . . . . .2–9 b. Function . . . . . . . . . . . . . . . . . . . . . . . . . .2–9 2–23. OUTPUT RETARDER a. Description . . . . . . . . . . . . . . . . . . . . . . . .2–9 b. Function . . . . . . . . . . . . . . . . . . . . . . . . . .2–9 2–24. HYDRAULIC SYSTEM a. System Functions . . . . . . . . . . . . . . . . . . .2–9 b. c. d. e.
f. g. h. i. j. k. l. m. n. o. p. q. r.
System Schematics . . . . . . . . . . . . . . . . . .2–9 Filter, Pump Circuit . . . . . . . . . . . . . . . . .2–9 Main-Pressure Circuit (Red). . . . . . . . . . .2–9 Converter-In (Yellow), Converter-Out (Orange), Lubrication (Green) Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . .2–10 Selector Valve, Forward Regulator Circuit (Red and Blue) — MT 640, 643. . .2–10 Selector Valve, Forward Regulator Circuit (Red and Blue) — MT 650, 653. . .2–10 Governor Circuit (Green and White) . . .2–10 Modulator Pressure Circuit (Red and Green) . . . . . . . . . . . . . . . . . . . . . . . . . . .2–11 Trimmer Regulator Valve (Green and Yellow) . . . . . . . . . . . . . . . . . . . . . . . . . .2–12 Trimmer Valves . . . . . . . . . . . . . . . . . . .2–12 Lockup Circuit . . . . . . . . . . . . . . . . . . . .2–12 Priority Valve . . . . . . . . . . . . . . . . . . . . . 2–13 2–1 Inhibitor Valve — MT 650, 653 . . .2–13 Clutch Circuits, Hold Regulator Circuits, Drive Ranges . . . . . . . . . . . . . .2–13 Automatic Upshifts. . . . . . . . . . . . . . . . . 2–15 Automatic Downshifts . . . . . . . . . . . . . .2–1 5 Downshift and Reverse Inhibiting . . . . .2–15
2–25. RETARDER HYDRAULIC CIRCUIT COMPONENTS a. Circuit Schematic . . . . . . . . . . . . . . . . . . 2–15 b. Priority Valve . . . . . . . . . . . . . . . . . . . . . 2–15 c. Driver Retarder Control . . . . . . . . . . . . .2–16 d. Retarder Valve . . . . . . . . . . . . . . . . . . . .2–16 e. Cutoff Valve . . . . . . . . . . . . . . . . . . . . . .2–16 f. Retarder Pressure Regulator Valve . . . .2–16 g. Charging Valve. . . . . . . . . . . . . . . . . . . .2–16 2–26. RETARDER HYDRAULIC CIRCUIT FUNCTION a. Retarder Valve Off (Vehicle Moving) . . .2–16 b. Retarder Valve Partially Applied . . . . . .2–16 c. Retarder Valve Fully Applied . . . . . . . .2–17 vi
Paragraph
Page
2–27. TORQUE PATHS THROUGH THE TRANSMISSION a. Converter Operation . . . . . . . . . . . . . . . 2–17 b. Lockup Operation . . . . . . . . . . . . . . . . . 2–17 c. Neutral Operation (MT 640, 643) . . . . 2–18 d. First Range Operation (MT 640, 643) . . . . . . . . . . . . . . . . . . . 2–19 e. Second Range Operation (MT 640, 643) . . . . . . . . . . . . . . . . . . . 2–20 f. Third Range Operation (MT 640, 643) . . . . . . . . . . . . . . . . . . . 2–21 g. Fourth Range Operation (MT 640, 643) . . . . . . . . . . . . . . . . . . . 2–22 h. Reverse Range Operation (MT 640, 643) . . . . . . . . . . . . . . . . . . . 2–23 i. Neutral Operation (MT 650, 653) . . . . 2–24 j. First Range Operation (MT 650, 653) . . . . . . . . . . . . . . . . . . . 2–25 k. Second Range Operation (MT 650, 653) . . . . . . . . . . . . . . . . . . . 2–26 l. Third Range Operation (MT 650, 653) . . . . . . . . . . . . . . . . . . . 2–27 m. Fourth Range Operation (MT 650, 653) . . . . . . . . . . . . . . . . . . . 2–28 n. Fifth Range Operation (MT 650, 653) . . . . . . . . . . . . . . . . . . . 2–29 o. Reverse Range Operation (MT 650, 653) . . . . . . . . . . . . . . . . . . . 2–30
Section 3. PREVENTIVE MAINTENANCE 3–1. SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–1 3–2. INSPECTION AND CARE . . . . . . . . . . . . . 3–1 3–3. IMPORTANCE OF PROPER TRANSMISSION FLUID LEVEL a. Effects of Improper Fluid Level. . . . . . . 3–1 b. Foaming and Aerating . . . . . . . . . . . . . . 3–1 3–4. DIPSTICK MARKINGS . . . . . . . . . . . . . . . 3–1 3–5. TRANSMISSION FLUID LEVEL CHECK PROCEDURE a. Preparation . . . . . . . . . . . . . . . . . . . . . . . 3–2 b. Cold Check . . . . . . . . . . . . . . . . . . . . . . . 3–2 c. Hot Check . . . . . . . . . . . . . . . . . . . . . . . . 3–3 3–6. KEEPING TRANSMISSION FLUID CLEAN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–4
Copyright©1996GeneralMotorsCorp.
MT(B) 640, 643, 650, 653 AUTO MATIC TRANSMISSIONS Paragraph
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3–7. TRANSMISSION FLUID RECOMMENDATIONS
Paragraph
Page
d. Stall Test Procedures — Vehicles With Smoke-Controlled Engines . .. . . 3–27
a. Recommended Automatic Transmission Fluid and Viscosity Grade . . . . . . . . . . . .3–4 3–8. TRANSMISSION FLUID AND FILTER CHANGE INTERVALS . . . . . . . . . . . . . . . .3–4 3–9. TRANSMISSION FLUID CONTAMINATION
e. Neutral Cool-Down Check Procedure. . . 3–28 f. Results. . . . . . . . . . . . . . . . . . . . . . . . . . 3–28 3–16. PRESERVATION AND STORAGE a. Storage, New Transmissions . . . . . . . . 3–28 b. Preservation Methods . . . . . . . . . . . . . . 3–28
a. Examine at Fluid Change . . . . . . . . . . . . .3 –5
c. Storage, One Year — Without
b. Metal Particles . . . . . . . . . . . . . . . . . . . . .3–5
Transmission Fluid . . . . . . . . . . . . . . . . 3–28 d. Storage, One Year — With Transmission Fluid . . . . . . . . . . . . . . . . 3–28
c. Coolant Leakage . . . . . . . . . . . . . . . . . . . .3–5 d. Auxiliary Filter . . . . . . . . . . . . . . . . . . . . .3–6 3–10. TRANSMISSION FLUID AND FILTER CHANGE PROCEDURES a. Fluid Change Procedure (Standard Configuration, 4.3 and 5.1 Inch Pan) . . . .3–6 b. Fluid Change Procedure (External Access Heavy-Duty Configuration, 7.14 Inch Pan). . . . . . . . . . . . . . . . . . . . . .3–8 c. Governor Filter Change Procedures . . . . .3–8
e. Restoring Transmission to Service. . . . 3–29 3–17. REPLACEMENT OF COMPONENTS WHILE TRANSMISSION IS IN THE VEHICLE CHASSIS a. Replacement of Selector Shaft Seal . . . 3–29 b. Removal of Output Flange . . . . . . . . . . 3–30 c. Removal of Dust Shield and Output Shaft Seal . . . . . . . . . . . . . . . . . . . . . . . 3–30 d. Removal of Output Shaft Bearing . . . . 3–30
3–11. BREATHER. . . . . . . . . . . . . . . . . . . . . . . . .3–10
e. Removal of Governor and Speedometer Drive Gear . . . . . . . . . . . . . . . . . . . . . . 3–31
3–12. LINKAGE
f. Install Governor and Speedometer Drive
a. Shift Selector Lever and Control Linkage. . . . . . . . . . . . . . . . . . . . . . . . . .3–10
Gears, Rear Bearing, Oil Seal, and Dust Shield . . . . . . . . . . . . . . . . . . . . . . . . . . 3–31
b. Mechanical Actuator Adjustment. . . . . .3–11
g. Installation of Output Flange — MT 640, 643 . . . . . . . . . . . . 3–31
c. Other Linkage Adjustments . . . . . . . . . .3– 11 3–13. ADJUSTMENT OF SHIFT POINTS a. Calibrated on Test Stand or in Vehicle . . .3–11 b. Location of Adjusting Components . . . .3–11 c. Checks Before Adjusting Shift Points. . . . .3–11 d. Calibration by Road Test Method . . . . .3–12 e. Calibration by Speedometer Readings Method . . . . . . . . . . . . . . . . . . . . . . . . . .3–12 f. Calibration by Test Stand Method . . . . .3–12 3–14. OIL COOLER . . . . . . . . . . . . . . . . . . . . . . .3–26 3–15. TRANSMISSION STALL TEST a. Purpose . . . . . . . . . . . . . . . . . . . . . . . . . .3–26
h. Installation of Output Flange — MTB 643, MT(B) 650, 653 . . . . . . . . . 3–33 3–18. TROUBLESHOOTING — BEFORE REMOVAL OR OPERATION OF TRANSMISSION . . . . . . . . . . . . . . . . . . . 3–33 3–19. TROUBLESHOOTING — BEFORE REMOVAL AND DURING OPERATION a. Determine Cause of Trouble . . . . . . . . 3–33 b. Proper Engine Tuning. . . . . . . . . . . . . . 3–33 3–20. OUTPUT RETARDER TROUBLESHOOTING — BEFORE REMOVAL a. High Speed Mode Pressure Function Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–33
b. Stall Test Preparation . . . . . . . . . . . . . . .3–27
b. Static Mode Pressure Function Test. . . 3–34
c. Stall Test Procedures — Vehicles Without Smoke-Controlled Engines . . .3–27
3–21. TROUBLESHOOTING — TRANSMISSION REMOVED FROM VEHICLE . . . . . . . . . 3–34
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MT(B) 640, 643, 650, 653 AUTO MATIC TRANSMISSIONS Paragraph
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3–22. TROUBLESHOOTING PROCEDURES a. Troubleshooting Information . . . . . . . . .3–34 b. Fluid Pressures . . . . . . . . . . . . . . . . . . . .3–34 c. Increasing Pump Volume . . . . . . . . . . . .3–34
Section 4. GENERAL OVERHAUL INFORMATION
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c. External Pipe Plugs, Hydraulic Fittings . . . . . . . . . . . . . . . . . . . . . . . . . 4–15 d. Oil-Soluble Grease . . . . . . . . . . . . . . . . 4–16 e. Lip-Type Seals . . . . . . . . . . . . . . . . . . . 4–16 f. Butt-Joint Sealrings . . . . . . . . . . . . . . . 4–16 g. Interference-Fit Parts . . . . . . . . . . . . . . 4–17 h. Sleeve-Type Bearings and Bushings . . 4–17 i. Bearings (Ball or Roller) . . . . . . . . . . . 4–17 j. Clutch Snaprings. . . . . . . . . . . . . . . . . . 4–17
4–1. SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4–1 4–2. TOOLS AND EQUIPMENT a. Improvised Tools and Equipment . . . . . .4–1 b. Special Tools . . . . . . . . . . . . . . . . . . . . . .4–1 c. Mechanic’s Tools, Shop Equipment . . . .4–1 4–3. REPLACEMENT PARTS a. Ordering Information . . . . . . . . . . . . . . . .4–2 c. Parts Normally Replaced . . . . . . . . . . . . .4–2
4–7. REMOVING (OR INSTALLING) TRANSMISSION a. Drain Transmission Fluid . . . . . . . . . . . b. Check Linkages and Lines . . . . . . . . . . c. Retain Torque Converter . . . . . . . . . . . d. Clean Transmission . . . . . . . . . . . . . . . e. Transmission Installation . . . . . . . . . . .
4–17 4–17 4–17 4–17 4–18
4–8. WEAR LIMITS . . . . . . . . . . . . . . . . . . . . . 4–18 4–9. SPRING SPECIFICATIONS. . . . . . . . . . . 4–18
4–4. CAREFUL HANDLING . . . . . . . . . . . . . . . .4–2
4–10. TORQUE SPECIFICATIONS. . . . . . . . . . 4–18
4–5. CLEANING AND INSPECTION
4–11. SELECTIVE PARTS. . . . . . . . . . . . . . . . . 4–18
a. Dirt-Free Assembly . . . . . . . . . . . . . . . . 4–12 c. Cleaning Bearings. . . . . . . . . . . . . . . . . .4–12
Section 5. DISASSEMBLY OF TRANSMISSION
d. Inspecting Bearings . . . . . . . . . . . . . . . .4–12
5–1. SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–1
e. Keeping Bearings Clean . . . . . . . . . . . . .4–12 f. Inspecting Cast Parts, Machined Surfaces. . . . . . . . . . . . . . . . . . . . . . . . . .4–12
5–2. GENERAL INFORMATION . . . . . . . . . . . 5–1
b. Cleaning Parts. . . . . . . . . . . . . . . . . . . . .4–12
g. Inspecting Bushings, Thrust Washers . . . .4–13 h. Inspecting Oil Seals, Gaskets . . . . . . . . .4–13 i. Inspecting Gears . . . . . . . . . . . . . . . . . . .4–13 j. Inspecting Shafts. . . . . . . . . . . . . . . . . . .4–14 k. Inspecting Splined Parts . . . . . . . . . . . . .4–14 l. Inspecting Threaded Parts . . . . . . . . . . .4–14 m. Inspecting Snaprings . . . . . . . . . . . . . . .4 –15 n. Inspecting Springs . . . . . . . . . . . . . . . . .4–15 o. Inspecting Clutch Plates . . . . . . . . . . . . .4–15 p. Inspecting Swaged, Interference-Fit Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . .4–15 q. Inspecting Balls in Clutch Housings . . . .4–15 r. Inspecting Seal Contact Surfaces . . . . . .4–1 5 4–6. ASSEMBLY PROCEDURES a. Clutches, Pistons. . . . . . . . . . . . . . . . . . .4–15 b. Parts Lubrication. . . . . . . . . . . . . . . . . . . 4–15
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5–3. MOUNTING TRANSMISSION IN HOLDING FIXTURE OR OVERHAUL STAND. . . . . 5–1 a. Mounting of Transmission in TableMounted Holding Fixture. . . . . . . . . . . . 5–1 b. Mounting of Transmission in Overhaul Stand . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–1 5–4. PREPARATION FOR DISASSEMBLY (MTB Series Only) a. Relieving Trapped Hydraulic Pressure. . 5–1 b. Removing Hose Assemblies, Fittings, and Brackets . . . . . . . . . . . . . . . . . . . . . . 5–2 5–5. REMOVAL OF TORQUE CONVERTER, OIL PAN, AND FILTER a. Removal of Torque Converter . . . . . . . . 5–2 b. Removal of Oil Pan and Filter (Standard Configuration). . . . . . . . . . . . . . . . . . . . . 5–2 c. Removal of Oil Pan and Filter (HeavyDuty Configuration) . . . . . . . . . . . . . . . . 5–3
Copyright©1996GeneralMotorsCorp.
MT(B) 640, 643, 650, 653 AUTO MATIC TRANSMISSIONS Paragraph
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5–6. REMOVAL OF HYDRAULIC COMPONENTS (MT(B) 640, 643) a. Modulated Lockup Valve Body . . . . . . . .5–3
Paragraph
Page
5–14. REMOVAL OF LOW CLUTCH, LOW PLANETARY, AND LOW GEAR ADAPTER HOUSING (MT(B) 650, 653)
b. Tube Adapter . . . . . . . . . . . . . . . . . . . . . .5–4
a. Low Clutch . . . . . . . . . . . . . . . . . . . . . . 5–12
c. Control Valve Assembly . . . . . . . . . . . . .5–4
b. Low Planetary Carrier . . . . . . . . . . . . . 5–12 c. Low Clutch Adapter Housing. . . . . . . . 5–12
5–7. REMOVAL OF HYDRAULIC CONTROL COMPONENTS (MT(B) 650, 653) a. Modulated Lockup Valve Body . . . . . . . .5–4 b. Low Shift Valve Assembly . . . . . . . . . . .5–4 c. Control Valve Assembly . . . . . . . . . . . . .5–5 5–8. REMOVAL OF OIL PUMP AND FRONT SUPPORT . . . . . . . . . . . . . . . . . . . . . . . . . . .5–5 5–9. REMOVAL OF FORWARD, FOURTH, AND THIRD CLUTCHES, AND CENTER SUPPORT a. Forward Clutch. . . . . . . . . . . . . . . . . . . . .5– 6 b. Fourth Clutch . . . . . . . . . . . . . . . . . . . . . .5–6 c. Third Clutch . . . . . . . . . . . . . . . . . . . . . . .5–6 d. Center Support . . . . . . . . . . . . . . . . . . . . .5–6 5–10. REMOVAL OF GOVERNOR, GEAR UNIT, SECOND CLUTCH, AND FIRST CLUTCH a. Governor . . . . . . . . . . . . . . . . . . . . . . . . . .5–7 b. Gear Unit . . . . . . . . . . . . . . . . . . . . . . . . .5–8 c. Second Clutch. . . . . . . . . . . . . . . . . . . . . .5–8 d. First Clutch . . . . . . . . . . . . . . . . . . . . . . . .5–8 5–11. REMOVAL OF GEAR UNIT, SECOND CLUTCH, FIRST CLUTCH, AND GOVERNOR (MTB 643, MT(B) 650, 653) a. Gear Unit . . . . . . . . . . . . . . . . . . . . . . . . .5–8 b. Second Clutch. . . . . . . . . . . . . . . . . . . . . .5–8 c. First Clutch . . . . . . . . . . . . . . . . . . . . . . . .5–9 d. Governor . . . . . . . . . . . . . . . . . . . . . . . . . .5–9 5–12. REMOVAL OF REAR COVER (MT 640, 643, 650, 653) a. Positioning . . . . . . . . . . . . . . . . . . . . . . . .5–9 b. MT 640, 643 Rear Cover . . . . . . . . . . . . .5–9 c. MT 650, 653 Rear Cover . . . . . . . . . . . . .5–9 5–13. REMOVAL OF OUTPUT RETARDER (MTB 643, 653) a. Retarder Control Valve Assembly . . . . .5–10 b. Retarder Housing . . . . . . . . . . . . . . . . . .5–10 c. Retarder Adapter Housing . . . . . . . . . . .5–12
Section 6. REBUILD OF SUBASSEMBLIES 6–1. SCOPE a. Section . . . . . . . . . . . . . . . . . . . . . . . . . . 6–1 b. Procedures. . . . . . . . . . . . . . . . . . . . . . . . 6–1 6–2. GENERAL INFORMATION FOR REBUILD OF SUBASSEMBLIES . . . . . . . . . . . . . . . . 6–1 6–3. TORQUE CONVERTER ASSEMBLY a. b. c. d.
Check the End Play. . . . . . . . . . . . . . . . . 6–1 Disassembly . . . . . . . . . . . . . . . . . . . . . . 6–2 Rebuilding Stator Assembly. . . . . . . . . . 6–4 Rebuilding Torque Converter Turbine Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–6 e. Rework of Converter Pump Hub . . . . . . 6–8 f. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–8 6–4. MODULATED LOCKUP VALVE BODY ASSEMBLY a. Disassembly . . . . . . . . . . . . . . . . . . . . . 6–10 b. Assembly . . . . . . . . . . . . . . . . . . . . . . . 6–10 6–5. LOW SHIFT VALVE ASSEMBLY (MT(B) 650, 653) a. Disassembly . . . . . . . . . . . . . . . . . . . . . 6–11 b. Assembly . . . . . . . . . . . . . . . . . . . . . . . 6–11 6–6. CONTROL VALVE ASSEMBLY a. Disassembly . . . . . . . . . . . . . . . . . . . . . 6–11 b. Assembly . . . . . . . . . . . . . . . . . . . . . . . 6–13 6–7. RETARDER CONTROL VALVE ASSEMBLY (MTB Series Only) a. Disassembly . . . . . . . . . . . . . . . . . . . . . 6–15 b. Assembly . . . . . . . . . . . . . . . . . . . . . . . 6–16 6–8. OIL PUMP AND FRONT SUPPORT ASSEMBLY a. Disassembly . . . . . . . . . . . . . . . . . . . . . 6–16 b. Rework of Front Support Sealring Grooves. . . . . . . . . . . . . . . . . . . . . . . . . 6–18 c. Assembly . . . . . . . . . . . . . . . . . . . . . . . 6–18
Copyright©1996GeneralMotorsCorp.
ix
MT(B) 640, 643, 650, 653 AUTO MATIC TRANSMISSIONS Paragraph
Page
6–9. FORWARD CLUTCH AND TURBINE SHAFT a. Disassembly . . . . . . . . . . . . . . . . . . . . . .6–23 b. Rework of Rotating Sealring Bore, Forward Clutch. . . . . . . . . . . . . . . . . . . .6–24 c. Assembly . . . . . . . . . . . . . . . . . . . . . . . .6–26 6–10. FOURTH CLUTCH a. Disassembly . . . . . . . . . . . . . . . . . . . . . .6–28 b. Assembly . . . . . . . . . . . . . . . . . . . . . . . .6–28 6–11. CENTER SUPPORT ASSEMBLY a. Disassembly . . . . . . . . . . . . . . . . . . . . . .6–30 b. Rework Center Support Anchor Bolt Hole. . . . . . . . . . . . . . . . . . . . . . . . . . . . .6–30 c. Rework of Center Support for One Piece Thrust Bearing Race Assembly. . .6–31 d. Rework of Non-Eccentric Center Support to Eccentric Support . . . . . . . . . 6-31 e. Assembly . . . . . . . . . . . . . . . . . . . . . . . .6–32 6–12. GEAR UNIT AND MAIN SHAFT ASSEMBLY (MT(B) 650, 653) a. Disassembly . . . . . . . . . . . . . . . . . . . . . .6–34 b. Installing Replacement Sun Gear Shaft Bushings . . . . . . . . . . . . . . . . . . . . . . . . .6–36 c. Assembly . . . . . . . . . . . . . . . . . . . . . . . .6–36 6–13. GEAR UNIT AND MAIN SHAFT ASSEMBLY (MT 640, 643) a. Disassembly . . . . . . . . . . . . . . . . . . . . . .6–39 b. Assembly . . . . . . . . . . . . . . . . . . . . . . . .6–39 6–14. GEAR UNIT AND MAIN SHAFT ASSEMBLY (MTB 643) a. Disassembly . . . . . . . . . . . . . . . . . . . . . .6–41 b. Assembly . . . . . . . . . . . . . . . . . . . . . . . .6–42 6–15. OUTPUT SHAFT (MT 650, 653) a. Disassembly . . . . . . . . . . . . . . . . . . . . . .6–42 b. Assembly . . . . . . . . . . . . . . . . . . . . . . . .6–43 6–16. REAR COVER ASSEMBLY (MT 650, 653) a. Disassembly . . . . . . . . . . . . . . . . . . . . . .6–43 b. Assembly . . . . . . . . . . . . . . . . . . . . . . . .6–45 6–17. REAR COVER ASSEMBLY (MT 640, 643) a. Disassembly . . . . . . . . . . . . . . . . . . . . . .6–47 b. Assembly . . . . . . . . . . . . . . . . . . . . . . . .6–47
x
Paragraph
Page
6–18. OUTPUT RETARDER HOUSING (MTB 643, 653) a. Disassembly . . . . . . . . . . . . . . . . . . . . . 6–48 b. Assembly . . . . . . . . . . . . . . . . . . . . . . . 6–49 6–19. RETARDER ADAPTER HOUSING (MTB 643, 653) a. Disassembly . . . . . . . . . . . . . . . . . . . . . 6–52 b. Assembly . . . . . . . . . . . . . . . . . . . . . . . 6–55 6–20. LOW CLUTCH ADAPTER HOUSING AND FIRST CLUTCH PISTON (MT(B) 650, 653) a. Disassembly . . . . . . . . . . . . . . . . . . . . . 6–56 b. Assembly . . . . . . . . . . . . . . . . . . . . . . . 6–57 6–21. TRANSMISSION HOUSING a. Disassembly . . . . . . . . . . . . . . . . . . . . . 6–57 b. Assembly . . . . . . . . . . . . . . . . . . . . . . . 6–58 6–22. GOVERNOR a. Disassembly . . . . . . . . . . . . . . . . . . . . . 6–59 b. Assembly . . . . . . . . . . . . . . . . . . . . . . . 6–59 6–23. CLUTCH STACK MEASUREMENT a. Methods . . . . . . . . . . . . . . . . . . . . . . . . 6–59 b. Forward Clutch . . . . . . . . . . . . . . . . . . . 6–60 c. Fourth Clutch . . . . . . . . . . . . . . . . . . . . 6–60 d. Low Clutch — MT 650, 653 . . . . . . . . 6–60 e. First Clutch . . . . . . . . . . . . . . . . . . . . . . 6–60 f. Second and Third Clutches. . . . . . . . . . 6–61 6–24. PLANETARY CARRIER ASSEMBLIES a. Assembly Inspection. . . . . . . . . . . . . . . 6–61 b. Removal of Pinion Components. . . . . . 6–62 c. Replacing Bushing in Front and Low Planetary Carrier Assemblies . . . . . . . . 6–62 d. Rework Center Carrier for Non-Rotating Thrust Washers . . . . . . . . . . . . . . . . . . . 6–65 e. Installation of Pinion Components. . . . 6–65
Section 7. ASSEMBLY OF TRANSMISSION 7–1. SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–1 7–2. GENERAL INFORMATION FOR FINAL ASSEMBLY . . . . . . . . . . . . . . . . . . 7–1 7–3. INSTALLATION OF CLUTCHES, CENTER SUPPORT, PLANETARY GEARING, AND REAR COVER OR RETARDER a. Selecting Center Support Snapring . . . . 7–1 b. Second Clutch Clearance . . . . . . . . . . . . 7–2
Copyright©1996GeneralMotorsCorp.
MT(B) 640, 643, 650, 653 AUTO MATIC TRANSMISSIONS Paragraph
Page
c. Rear Cover — MT 640, 643. . . . . . . . . . .7–3 d. Output Retarder — MTB 643 . . . . . . . . .7 –3 e. First Clutch Clearance — MT(B) 640, 643 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7–5 f. Low Clutch Clearance — MT(B) 650, 653 . . . . . . . . . . . . . . . . . . . .7–6 g. Low Clutch Planetary — MT(B) 650, 653 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7–6 h. Rear Cover, Governor — MT 650, 653 . . . . . . . . . . . . . . . . . . . . . . .7–8 i. Output Retarder — MTB 653 . . . . . . . . .7–9 j. First Clutch Clearance — MT(B) 650, 653 . . . . . . . . . . . . . . . . . . .7–10 k. Gear Unit Assembly — MT(B) 640, 643 . . . . . . . . . . . . . . . . . . .7–11 l. Gear Unit Assembly — MT(B) 650, 653 . . . . . . . . . . . . . . . . . . .7–12 m. Second Clutch. . . . . . . . . . . . . . . . . . . . .7–12 n. Center Support . . . . . . . . . . . . . . . . . . . .7–12 o. Third Clutch Clearance. . . . . . . . . . . . . .7–13 p. Fourth Clutch . . . . . . . . . . . . . . . . . . . . .7–14 q. Forward Clutch and Turbine Shaft. . . . .7–14 7–4. INSTALLATION OF OIL PUMP AND FRONT SUPPORT . . . . . . . . . . . . . . . . . . .7–15 7–5. INSTALLATION OF HYDRAULIC CONTROL COMPONENTS a. Control Valve Assembly — MT(B) 640, 643 . . . . . . . . . . . . . . . . . . .7–16 b. Tube Adapter — MT(B) 640, 643 . . . . .7–17 c. Control Valve Assembly — MT(B) 650, 653 . . . . . . . . . . . . . . . . . . .7–17 d. Low Shift Valve Body — MT(B) 650, 653 . . . . . . . . . . . . . . . . . . .7–18 e. Valve Tubing — MT(B) 650, 653 . . . . .7–19 f. Modulated Lockup Valve Assembly . . .7–19
Paragraph
Page
7–7. INSTALLING RETARDER EXTERNAL COMPONENTS (MTB 643, 653) a. Retarder Valve Body . . . . . . . . . . . . . . 7–22 b. Hose Assemblies, Fittings, and Brackets . . . . . . . . . . . . . . . . . . . . . . . . 7–22 7–8. INSTALLING GOVERNOR AND GOVERNOR COVER. . . . . . . . . . . . . . . . 7–23 7–9. INSTALLATION OF OUTPUT COMPONENTS (MT 640, 643, 650, 653) a. Governor and Speedometer Drive Gears, Ring Bearing . . . . . . . . . . . . . . . 7–24 b. Oil Seal, Dust Shield . . . . . . . . . . . . . . 7–25 7–10. REMOVAL OF TRANSMISSION FROM OVERHAUL STAND AND INSTALLATION OF NEUTRAL START SWITCH a. Supporting Transmission . . . . . . . . . . . 7–26 b. Installing PTO Cover . . . . . . . . . . . . . . 7–26 7–11. CHECKING SHIFT POINTS . . . . . . . . . . 7–27 7–12. POWER TAKEOFF COMPONENTS a. Establishing PTO Backlash . . . . . . . . . 7–27 b. New Installation . . . . . . . . . . . . . . . . . . 7–27
Section 8. WEAR LIMITS AND SPRING DATA 8–1. WEAR LIMITS DATA a. Maximum Variations . . . . . . . . . . . . . . . 8–1 b. Cleaning and Inspection . . . . . . . . . . . . . 8–1 8–2. SPRING DATA . . . . . . . . . . . . . . . . . . . . . . 8–1
Section 9. CUSTOMER SERVICE 9–1. OWNER ASSISTANCE . . . . . . . . . . . . . . . 9–1 9–2. SERVICE LITERATURE . . . . . . . . . . . . . . 9–2
7–6. INSTALLATION OF OIL FILTER, PAN, TORQUE CONVERTER a. Oil Filter (Standard Configuration) . . . .7–20 b. Oil Pan . . . . . . . . . . . . . . . . . . . . . . . . . .7–20 c. Oil Filter Canister (Heavy-Duty Configuration) . . . . . . . . . . . . . . . . . . . .7–21 d. Oil Pan and Filter (Heavy-Duty Configuration) . . . . . . . . . . . . . . . . . . . .7–21 e. Torque Converter . . . . . . . . . . . . . . . . . .7–21
Copyright©1996GeneralMotorsCorp.
xi
MT(B) 640, 643, 650, 653 AUTO MATIC TRANSMISSIONS LIST OF FOLDOUT ILLUSTRATIONS (Back of Service Manual) CROSS–SECTION VIEWS Foldout
1
Model MT(B) 640, 643 Automatic Transmission
2
Model MT(B) 650, 653 Automatic Transmission
SCHEMATIC VIEWS Foldout
3
Model MT(B) 640, 643 Transmission Hydraulic System
4
Model MT(B) 650, 653 Transmission Hydraulic System
5
Model MTB 643, 653 Output Retarder Hydraulic System
EXPLODED VIEWS Foldout
xii
6
Torque Converter and Lockup Clutch
7,A
Oil Pump and Front Support Assembly
7,B
Forward Clutch and Turbine Shaft Assembly
8,A
Fourth Clutch Assembly
8,B
Third Clutch, Center Support, and Second Clutch
9,A
Gear Unit Assembly — MT(B) 640, 643
9,B
Gear Unit Assembly — MT(B) 650, 653
10,A
Transmission Housing, Standard Oil Filter and Oil Pan Configurations
10,B
Heavy-Duty Oil Filter and Oil Pan Configuration
11,A
First Clutch and Rear Planetary Ring Gears
11,B
Low Clutch, Planetary, and Adapter Housing — MT(B) 650, 653
12,A
Rear Cover Components — MT 640, 643
12,B
Output Shaft and Rear Cover Components — MT 650, 653
13
Control Valve Body Assembly — MT(B) 640, 643
14
Control Valve Body Assembly — MT(B) 650, 653
15,A
Modulated Lockup Valve Body Assembly
15,B
Low Shift Valve Body Assembly — MT(B) 650, 653
16
Parking Brake Assemblies
17,A
Retarder Accumulators and Go vernor
17,B
Retarder Control Valve
18,A 18,B
Retarder Housing Retarder Clutch
19,A
MTB 643 Retarder Adapter
19,B
MTB 653 Retarder Adapter
Copyright©1996GeneralMotorsCorp.
Section 1 — GENERAL INFORMA TION 1–1.
3. Required tools and fixtures are available as outlined in the Service Manual.
SCOPE OF MANUAL
a. Coverage
1. This Service Manual describes the operation, maintenance, and overhaul procedures for the MT 640, MT(B) 643, MT 650, and MT(B) 653 Series automatic transmissions (Figures 1–1 through 1–8). Descriptions of the major components of the transmissions, the function and operation of the hydraulic system, wear limits, and inspection procedures are included. Torque specifications are given with each assembly step and on the exploded view foldouts at the back of this manual. 2. Because of similarities between models, instructions apply generally to all models. Where procedures vary between models, instructions identify specific models. b. Illustrations. Overhaul procedures are illustrated mainly by photographs. Line drawings are used to supplement detailed assembly procedures; cross sections show torque paths and the relationship of assembled parts. Cross sections, color-coded hydraulic schematics, and exploded views are on foldouts at the back of the manual. The foldouts may be opened for reference
while studying the text. c. Maintenance Information. Each task outlined in this Service Manual has been successfully accomplished by service organizations and individuals. It is not expected that every service organization or individual will possess the required special tooling, training, 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 Distributor training facility.
Allison
or
• 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.
4. Reasonable and prudent maintenance practices are utilized. NOTE: Service organizations and individuals are encouraged to contact their local Allison Transmission Distributor for information and guidance on any of the tasks outlined herein.
1–2. SUPPLEMENTARY INFORMATION Supplementary information will be issued, as required, to cover any improvements made after publication of this manual. Check with your dealer or distributor to ensure you have the latest information.
1–3. ORDERING PARTS a. Transmission Name plate. The nameplate (Figure 1–9) is located on the right-rear side of the transmission. The nameplate shows the transmission serial number, part number (assembly number), and model designation, all three of which must be supplied when ordering replacement parts or requesting service information. b. Parts Catalog. Do not order by illustration item numbers on exploded views in this manual. All replacement parts should be ordered from your distributor or dealer. Parts are listed in the current Parts Catalog PC1316EN.
1–4. GENERAL DESCRIPTION a. Number of Sp eeds. The MT(B) 640, 643 have four forward speeds and one reverse. The MT(B) 650, 653 have five forward speeds and one reverse. Shifting within the forward ranges selected by the operator is fully automatic. b. Torque Converter and Lockup Clutch. An
Allison three-element converter 1 or 2) transmits power fromtorque the engine to the(Foldout transmission gearing. The torque converter serves as both a fluid coupling and a torque multiplier. MT 600 Series transmissions also include a lockup clutch in the torque converter assembly.
Copyright©1996GeneralMotorsCorp.
1–1
MT(B) 640, 643, 650, 65 3 AUTO MATIC TRANSMISSIONS
BREATHER
TRANSMISSION HOUSING REAR COVER MOUNTING PAD PARKING BRAKE MOUNTING PAD
OUTPUT SHAFT
NEUTRAL START SWITCH PLUG SPEEDOMETER DRIVE OPENING SELECTOR SHAFT GOVERNOR COVER
MAIN PRESSURE GOVERNOR PRESSURE
GOVERNOR FILTER FILL TUBE OPENING
OIL PAN
MODULATOR ACTUATOR OPENING
H00042.01
Figure 1–1. Model MT 640 or MT 643 Automatic Transmission — Left-Rear View
TO COOLER PORT
TORQUE CONVERTER
PTO COVER
FROM COOLER PORT
NAMEPLATE CONVERTER RESTRAINING STRAP
DRAIN PLUG FILL TUBE OPENING
OIL PAN H00041
Figure 1–2. Model MT 640 or MT 643 Automatic Transmission — Right-Front View
1–2
Copyright©1996GeneralMotorsCorp.
GENERAL INFORMATION
TRANSMISSION HOUSING
ADAPTER HOUSING SPEEDOMETER DRIVE OPENING
BREATHER
REAR COVER
FLANGE NUT
PARKING BRAKE MOUNTING PAD
SELECTOR SHAFT
GOVERNOR FILTER NEUTRAL START SWITCH PLUG
GOVERNOR COVER
MAIN PRESSURE FILL TUBE OPENING
MODULATOR ACTUATOR OPENING
GOVERNOR PRESSURE H00001.01
Figure 1–3. Model MT 650 or MT 653 Automatic Transmission — Left-Rear View
TO COOLER MOUNTING PAD PTO COVER
BRAKE MOUNTING PAD
NAMEPLATE TORQUE CONVERTER
FROM COOLER
DRAIN PLUG OIL PAN FILL TUBE OPENING
H00002
Figure 1–4. Model MT 650 or MT 653 Automatic Transmission — Right-Front View
Copyright©1996GeneralMotorsCorp.
1–3
MT(B) 640, 643, 650, 65 3 AUTO MATIC TRANSMISSIONS TO RETARDER CLUTCH ADAPTER HOUSING
FROM CONVERTER
RETARDER HOUSING
FROM EXTERNAL FILTER TO LUBE
TO EXTERNAL FILTER
ACCUMULATOR REGULATING VALVE ASSEMBLY CHECK VALVE RETARDER VALVE BODY
H00003
Figure 1–5. Model MTB 643 Automatic Transmission — Right-Rear View
TO RETARDER CLUTCH BREATHER
SPEEDOMETER PORT
OUTPUT FLANGE NUT
OUTPUT FLANGE
FILL TUBE OPENING GOVERNOR COVER
Figure 1–6. Model MTB 643 Automatic Transmission — Left-Rear View
1–4
Copyright©1996GeneralMotorsCorp.
H00004
GENERAL INFORMATION RETARDER CONTROL AIR PRESSURE
TO EXTERNAL FILTER MOUNTING PADS
CONVERTER RESTRAINING STRAP
CHECK VALVE
FROM COOLER PORT
TO COOLER PORT FROM EXTERNAL FILTER TO LUBE H00136.1
Figure 1–7. Model MTB 653 Automatic Transmission — Right-Front View TO RETARDER CLUTCH ADAPTER HOUSING RETARDER HOUSING FROM CONVERTER
REAR SUPPORT MOUNTING PAD
FROM EXTERNAL FILTER TO LUBE TO EXTERNAL FILTER
REGULATING VALVE ASSEMBLY ACCUMULATOR
RETARDER VALVE BODY H00009
Figure 1–8. Model MTB 653 Automatic Transmission — Right-Rear View
Copyright©1996GeneralMotorsCorp.
1–5
MT(B) 640, 643, 650, 653 AUTO MATIC TRANSMISSIONS d. Output Retarder. The MT 600 Series retarder provides power absorption to slow vehicle forward motion. It is located at the rear of the transmission as an integral part of the transmission (Foldout 1 or 2). The overall transmission length, from the flywheel housing mounting face to the output flange face, remains essentially the same with the addition of the output retarder.
DIVISION OF GENERAL MOTORS
AN
S
R
P
L
A P
C
UAW 933
O
E
A
E L I
INDIANAPOLIS
B
O
MO
TU
AD E ITN U
INDIANA
E M
E N
T
W
O
R
A
EM
R ACI
K E R S
O
F
PART NO.
XXXXX MODEL NO.
IM
E
CORPORATION
SERIAL NO.
I CU L T URA L AG R
D
XXXXXXX
XX XXXXX V01251
Figure 1–9. Transm issi on Namepla te
c. Planetary Gearing, Clutches. The MT(B) 640, 643 have three planetary gear sets that produce four forward speeds and one reverse speed. The planetaries are controlled by five hydraulically-actuated clutches. The MT(B) 650, 653 have four planetary gear sets that produce five forward speeds and one reverse speed. The planetaries are controlled by six hydraulically-actuated clutches. All gearing is in constantmesh.
1–5. OPERATING INSTRUCTIONS Refer to Operator’s Manual OM1334EN for operating instructions.
1–6. SPECIFICATIONS AND DATA The specifications and data shown in Table 1–1 are applicable to MT(B) 640, 643, 650, and 653 transmissions.
Table 1–1. Specifications and Data INPUT RATINGS — MT(B) 643/653 Value
Parameter
GeneralTruck
Input Speed Maximum full load governed speed — MT 643, 653 4000 Maximum full load governed speed MTB — 643 3000 Minimumfullloadgovernedspeed 2200 Minimum idle speed in drive 500
Transit & Airport Shuttle Bus
4000 3000 2200 500
Emergency Equipment
4000 3000 2200 500
School Bus & Motorhome
4000 3000 2200 500
Agricultural Hauler & Spreader
4000 3000 2200 500
Unit
rpm rpm rpm rpm
Input Power Maximumnet
250(186)
210(156)
250(186)
250(186)
250(186)
hp(kW)
Input Torque Maximumnet
640(868)
590(800)
640(868)
640(868)
640(868)
lbft(N·m)
1210(1640)
1210(1640)
1210(1640)
Turbine Torque Maximumnet Gross vehicle weight (GVW) Grosscombinationvehicleweight(GCW)
1–6
1210(1640)
1210(1640)
73280 (33240) 73280 (33240)
42000 (19051) N/A
lbft(N·m)
55000 (24948) 42000 (19051) 55000 (24948) N/A 42000 (19051) 80000 (36288)
Copyright©1996GeneralMotorsCorp.
lb (kg) lb (kg)
GENERAL INFORMATION Table 1–1. Specifications and Data (cont’d) Mounting: Transmission to engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SAE 2 automotive flywheel housing Transmission to vehicle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Two side mounting pads on input housing (optional use) Retarder to vehicle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Two top mounting pads or two rear mounting pads Flexplate Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Rotation (viewed from input): Input. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Output (in forward ranges) . . . . . . . . . . . . . . . . . . . . . . . . . . Torque converter: Type. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Stall torque ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lockup clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Drive range and sequences: MT 640, 643 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MT 650, 653 (Third range hold option) . . . . . . . . . . . . . . . . MT 650, 653 (Second range hold option) . . . . . . . . . . . . . . .
Clockwise Clockwise Single-stage, 3-element, multiphase TC 350-3.04:1; TC 360-2.86:1; TC 3702.40:1; TC 378-2.27:1; TC 380-1.82:1 Automatic in selected ranges
Drive range and shift control . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Reverse, neutral 1–2–3–4, 1–2–3, 1–2, 1 Reverse, neutral 2–3–4–5, 2–3–4, 2–3, 1 Reverse, neutral 2–3–4–5, 2–3–4, 2, 1 Mechanical (external)
Shifting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Hydraulic valve body (internal control)
Shift modulation: Diesel models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Gasoline models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Clutches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Gearing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Air, mechanical, or electric Vacuum or mechanical Fluid-cooled, hydraulically-actuated, springreleased, self-compensating for wear Planetary, straight-cut spur, constant mesh
Hydraulic System: Initial Fill After Rebuild
Fluid capacity (excluding external circuits) . . . . . . . . . . . . . . .
U.S. Qts MT640,643—4.34inch(110.2mm)pan ..........
21
20
Liters 12
Refill After Servicing
U.S. Qts
Liters
11
MT650,653—5.10inch(129.5mm)pan ..........
21
20
15
14
MTB643—4.34inch(110.2mm)pan .............
22
21
12
11
MTB653—5.10inch(129.5mm)pan .............
22
21
15
14
Fluid filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Integral full-flow replaceable paper element filter or permanent sump screen
Cooling circuit filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Customer supplied full-flow filter with bypass Engine driven, positive displacement
Fluid type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DEXRON®-III and Allison-approved C-4
Sump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Integral
Copyright©1996GeneralMotorsCorp.
1–7
MT(B) 640, 643, 650, 65 3 AUTO MATIC TRANSMISSIONS Table 1–1. Specifications and Data (cont’d)
Temperatures*: Sump (max intermittent) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 250˚F (121˚C) Sump (min continuous) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100˚F ( 38˚C) Converter-out (max intermittent). . . . . . . . . . . . . . . . . . . . . . . . . 300˚F (149˚C) Retarder operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 330˚F (165˚C) Normal operation (sump). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160–200˚F (71–93˚C) Normal operation (converter-out) . . . . . . . . . . . . . . . . . . . . . . . . 180–220˚F (82–104˚C) Fluid pressures: Forward drive range (vehicle brakes applied) Engine rpm MT 640 MT 640, 643 MT 650 MT 650, 653 (prior to S/N 47020) (eff. with S/N 47020) (prior to S/N 47285) (eff. with S/N 47285)
600
125 psi min. (861 kPa)
125 psi min. (861 kPa)
125 psi min. (861 kPa)
125 psi min. (861 kPa)
1200
137–167 psi (945–1151 kPa)
158–200 psi (1089–1378 kPa)
187–217 psi (1289–1496 kPa)
158–200 psi (1089–1378 kPa)
Reverse drive range (vehicle brakes applied, driveline disconnected) Engine rpm Main Pressure
2000
275–326 psi (1895–2245 kPa)
Reverse Pressure
Lube Pressure
275–326 psi (1895–2245 kPa)
15 psi min. (103 kPa min.)
Speedometer drive: Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Tone wheel or spiral gear
MT 640, 643 drive gear data . . . . . . . . . . . . . . . .
5 and 8 tooth lh helix angle or 16-tooth tone wheel
MT 650, 653 drive gear data . . . . . . . . . . . . . . . .
7, 8, and 11 tooth lh helix angle or 16-tooth tone wheel
MTB 643, 653 drive gear data . . . . . . . . . . . . . . .
17 tooth lh helix angle
Driven gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Supplied by customer
Power takeoff: Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Converter driven
Mounting flange . . . . . . . . . . . . . . . . . . . . . . . . . .
SAE 6-bolt, one opening
Gear data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6 pitch, 64 teeth, 20 degree pressure angle
Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Right side (viewed from rear)
Parking brake provision: Drum type. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
12 x 3 or 12 x 4
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
50 lb (23 kg)
Output retarder models . . . . . . . . . . . . . . . . . . . . .
None
Output flange. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Supplied by customer
* Temperature gauge kit available in Parts Catalog PC1316EN.
1–8
Copyright©1996GeneralMotorsCorp.
GENERAL INFORMATION Table 1–1. Specifications and Data (cont’d)
Dry weight (less parking brake): MT 640, 643 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
510 lb (231 kg)
MT 650, 653 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
602 lb (273 kg)
MTB 643 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
638 lb (289 kg)
MTB 653 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
730 lb (331 kg)
TRANSMISSION RATIOS (Mechanical**): MT(B) 640, 643 R a ng e
Clutch(es)Engaged
Neutral
First
Ratio
First
Forwardandfirst
Second
Forwardandsecond
2.09:1
Third
Forwardandthird
1.39:1
Fourth
Forwardandfourth
1.00:1
Reverse
Fourthandfirst
5.67:1
0 3.58:1
MT(B) 650, 653 R a ng e
Clutch(es)Engaged
Neutral
First
Ratio
First
Forwardandlow
8.05:1
Second
Forwardandfirst
3.58:1
Third
Forwardandsecond
2.09:1
Fourth Fifth
Forwardandthird Forwardandfourth
1.39:1 1.00:1
Reverse
Fourthandfirst
5.67:1
0
** Overall torque multiplication ratio of transmission (output stalled) is the product of the converter torque multiplication ratio (see torque converter) and the mechanical (gear) ratio.
Copyright©1996GeneralMotorsCorp.
1–9
MT(B) 640, 643, 650, 653 AUTO MATIC TRANSMISSIONS NOTES
1–10
Copyright©1996GeneralMotorsCorp.
Section 2 — DESCRIPTION AND OPERATION 2–1.
SCOPE
This section describes the transmission components, explains their functions, and details the hydraulic system 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.
b. Planetary Gea r Set Des ignations (Figure 2–1). The MT 640 and 643 have three planetary gear sets, designated as front, center, and rear, while the MT 650 and 653 have four. The additional MT 650 and 653 gear set is the low planetary. Each gear set in the same physical location has the same name, regardless of model or clutch drive function.
2–3. MOUNTING a. To Engine. Transmission housing 16 (Foldout 10,A) is machined to provide an SAE 2 mounting flange. This flange is mated with an SAE 2 bolt circle at the rear of the engine.
2–2. DESIGNATION OF CLUTCHES AND PLANETARY GEAR SETS a. Clutch Des ignations (Figure 2–1). The MT 640 and 643 have five clutches and the MT 650 and 653 have six. The additional MT 650 and 653 clutch is the low clutch. Each clutch in the same physical location has the same name, regardless of model or clutch drive function.
LOCKUP CLUTCH
FORWARD CLUTCH
FOURTH CLUTCH
THIRD CLUTCH
b. To Vehicle. Two side-mount pads are provided at the front of the transmission housing. Each pad has four 1⁄2-13 threaded holes. A top-mount pad is provided on the transmission rear cover (MT 640, 643) or adapter housing (MT 650, 653). This pad has two5⁄8-11 threaded holes.
SECOND CLUTCH
FIRST CLUTCH
F R O NT
LOW CLUTCH (FIVE-SPEED MODELS ONLY)
RE A R
LOW GEAR SET (FIVE-SPEED MODELS ONLY)
REAR GEAR SET
FRONT GEAR SET
CENTER GEAR SET
V00752
Figure 2–1. Uniform Clutch and Gear Designations
Copyright©1996GeneralMotorsCorp.
2–1
MT(B) 640, 643, 650, 653 AUTO MATIC TRANSMISSIONS c. Output Retarder Mount. Transmissions with the output retarder require special attention when mounting. The additional weight of the retarder makes it necessary to overhang the transmission behind the engine using rear support pads. Each rear pad in the retarder housing has two M12 x 1.75-6H threaded holes that are 1.18 inches (30 mm) deep. Each top pad has one M14 x 2-6H threaded hole that is also 1.18 inches (30 mm) deep. The converter housing side-mount pads cannot be used with MTB 653 direct-mount units. Only remotemount units and MTB 643 direct-mount units may be
installed using the side-mount pad on the converter housing with a rear support.
2–4. INPUT DRIVE A flexplate assembly (supplied by the vehicle manufacturer) connects the engine to the torque converter pump cover 6 (Foldout 6), which is the input member of the transmission.
2–5. TRANSMISSION HOUSING Transmission housing 16 (Foldout 10,A) is cast aluminum. It is machined to receive the clutches, rear cover, adapter housing, front and center supports, control valve, and oil pan. A power takeoff mounting pad is provided on the right side.
2–6. TORQUE CONVERTER a. Description (Foldout 6). The torque converter consists of three elements: pump assembly 42, stator assembly 24, and turbine assembly 20. These are vaned elements which are cast aluminum. Pump assembly 42 is the input member and is driven by the engine. Turbine 20 is splined to the forward clutch and turbine shaft assembly 2 (Foldout 7,B). Stator assembly 24 (Foldout 6) is the reaction (torque multiplying) element. The stator is supported on freewheel roller race 32, which is splined to valve and front support assembly 22 (Foldout 7,A). This stator arrangement provides an over-running clutch which permits the stator to rotate freely in one direction and lockup in the opposite direction. b. Operation (Foldout 6)
1. The torque converter assembly is continually filled with fluid, which provides converter cooling and lubrication. Transmission fluid is 2–2
the power transmitting medium in the torque converter. When the engine drives the converter, the pump vanes throw fluid against the turbine vanes. The impact of the fluid against the turbine vanes rotates the turbine. 2. The turbine, splined to the turbine shaft, transmits torque to the transmission gearing. At engine idle speed, the impact of fluid against the turbine vanes is minimal. At high engine speed the impact of fluid on the turbine is much greater, and high torque is produced. 3. Fluid thrown into the turbine flows to the stator vanes. The stator vanes change the direction of flow (when the stator is locked against rotation), and direct the fluid to the pump in a direction that assists the rotation of the pump. The redirection of the fluid by the stator 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 speed approaches pump speed. 5. When turbine speed approaches pump speed, fluid flowing to the stator begins striking the backs of the stator vanes. This rotates the stator in the same direction as the turbine and pump. At this point, torque multiplication stops and the converter becomes, in effect, a fluid coupling. 6. The torque converter accomplishes three main functions. It acts as a disconnect clutch because little torque is transmitted at engine idle speed. It multiplies torque at low turbine/high pump speed to give greater starting or driving effort when needed. Finally, it acts as a fluid coupling to efficiently transmit engine torque to the transmission gearing during drive, other than idle or starting.
2–7. LOCKUP CLUTCH a. Description (Foldout 6). The lockup clutch consists of three main elements: piston 10, clutch plate 12, and backplate 14. These elements are located between the torque converter cover and the torque converter turbine. The piston and backplate rotate with the con-
Copyright©1996GeneralMotorsCorp.
DESCRIPTION AND OPERATION verter pump. The clutch plate is located between the piston and the backplate and is splined to the converter turbine.
2. Piston 16 is retained in housing and shaft assembly 3 by piston return spring 17, spring retainer 18, and snapring 19.
b. Operation (Foldout 6). The engagement of the lockup clutch is controlled by the lockup relay valve which derives its lockup signal from the modulated lockup valve. Clutch-apply pressure compresses the lockup clutch plate between the piston and backplate, locking all three together. The converter pump and turbine are locked together and provide a direct drive
3. The external tangs of clutch plates 22 engage the slots in the housing and shaft assembly. The internal splines of clutch plates 23 engage forward clutch hub 21, which is splined to main shaft assembly 33 (Foldout 9,A or 9,B). Clutch plates 23 are held in place by fourth clutch driving hub 24, which is retained by snapring 25. PTO drive gear 13 is secured to forward clutch housing 6 by snapring 12.
from engine to the transmission gearing.the As relay rotationalthe speed of the output shaft decreases, valve automatically releases the lockup clutch. Refer to Paragraph 2–24l for explanation of the hydraulic action.
4. For transmissions after S/N 49489, housing 6 contains centrifugal valve 11, valve spring 10, and valve plug 9. Pin 8 retains these parts in the housing.
2–8. OIL PUMP ASSEMBLY b. Operation (Foldout 7,B) a. Description (Foldout 7,A). Oil pump assembly 4 consists of three main elements: drive gear 9, driven gear 8, and pump body 7. The oil pump assembly is bolted to front support assembly 22. b. Operation (Foldout 7,A). When the torque converter rotates, its rear hub drives pump drive gear 9. Gear 9 is in mesh with driven gear 8. As the gears rotate, they draw fluid into the oil pump and move the fluid into the hydraulic system.
2–9. OIL PUMP AND FRONT SUPPORT ASSEMBLY Oil pump and front support assembly 1 (Foldout 7,A) is bolted to the transmission housing. The front support provides the ground sleeve for the torque converter and supports the forward clutch and turbine shaft. The rear side of the front support contains bores for main-pressure regulator valve 13, converter-pressure regulator valve 25, and lockup valve 17.
2–10. FORWARD CLUTCH AND TURBINE SHAFT a. Description (Foldout 7,B)
1. Forward clutch and turbine shaft assembly 2 connects the converter turbine to the clutches and gearing in the transmission.
1. Housing 6 rotates when the converter turbine rotates. Fourth clutch driving hub 24 also rotates. Fourth clutch internal-splined plates 4 (Foldout 8,A) are splined to the driving hub and rotate with it. 2. When hydraulic pressure is applied to the piston bore in forward clutch housing 6 (Foldout 7,B), piston 16 compresses plates 22 and 23 against fourth clutch driving hub 24. This locks forward clutch hub 21 to forward clutch housing 6. Hub 21 is splined to main shaft assembly 33 (Foldout 9,A or 9,B). 3. The forward clutch is applied only in forward range operation, and is always paired with another clutch (either first, second, third, fourth, or low (MT 650, 653 only)). When the converter turbine rotates and the forward clutch is applied, the main shaft assembly also rotates. This drives components of the gear unit, which drives the output shaft in any forward range. The specific forward range depends upon which additional clutch is applied. 4. In neutral or reverse operation, the forward clutch is not applied. Torque from the converter turbine rotates only forward clutch housing 6 (Foldout 7,B) and fourth clutch driving hub 24.
Copyright©1996GeneralMotorsCorp.
2–3
MT(B) 640, 643, 650, 653 AUTO MATIC TRANSMISSIONS 5. For transmissions after S/N 49489, centrifugal valve 11 provides a safety feature to prevent over-speeding the torque converter. When the forward clutch housing exceeds a predetermined rotational speed, the centrifugal valve lifts from its seat and exhausts the forward clutch.
2–11. FOURTH CLUTCH a. Description (Foldout 8,A)
1. The fourth clutch includes housing assembly 13, piston 9 or 10, piston return spring 8, four internal-splined plates 4, four external-tanged plates 5, spring retainer 7, snapring 6, backplate 3, and snapring 2.
(Foldout 7,B) drives main shaft assembly 33 (Foldout 9,A or 9,B). The result is direct drive to the output shaft. 4. In reverse range operation, the fourth clutch and the first clutch are applied (the forward clutch is released). The fourth clutch operates as described in Step (4). Engagement of the first clutch (Foldout 11,A) causes an interaction between the planetaries that results in reverse rotation of the output shaft.
2–12. THIRD CLUTCH, CENTER SUPPORT, AND SECOND CLUTCH a. Description (Foldout 8,B)
2. Piston 9 or 10 is installed in housing assembly 13 and is retained by spring 8, spring retainer 7, and snapring 6. External-tanged plates 5 engage slots in clutch housing assembly 13. Internal-splined plates 4 engage splines in fourth clutch driving hub 24 (Foldout 7,B). Plates 4 and 5 are held in place by backplate 3 and snapring 2. 3. The hub of clutch housing 13 splines onto sun gear shaft 27 (Foldout 9,A or 9,B). The outer splines of clutch housing 13 engage internalsplined plates 3 (Foldout 8,B) of the third clutch. b. Operation (Foldout 8,A)
1. Internal-splined clutch plates 4 rotate whenever turbine shaft 5 (Foldout 7,B) and forward clutch housing 6 rotate. 2. When the fourth clutch is applied, piston 9 or 10 (Foldout 8,A) compresses plates 4 and 5 against backplate 3, locking plates 4 and 5 together and, in turn, to clutch housing 13. Clutch housing 13 rotates with the turbine shaft.
1. The third clutch is forward of center support housing assembly 13, and the second clutch is rearward of the center support housing assembly. Each clutch has six clutch plates. 2. The third clutch includes items 1 through 11. The second clutch includes items 17 through 28. Center support housing assembly 13 serves both clutches. The front side of the center support housing is bored to receive third clutch piston 9. The rear side is bored to receive second clutch piston 19. Center support housing assembly 13 includes passages which direct fluid to both of these clutches, and provides lubrication to the fourth clutch assembly. 3. External-tanged plates 4 and 26 engage slots in the transmission housing and are always stationary. Internal-splined plates 3 of the third clutch engage splines in fourth clutch housing assembly 13 (Foldout 8,A). Internal-splined plates 27 of the second clutch engage splines in front planetary carrier assembly 4 (Foldout 9,A or 9,B). b. Operation of Third Clutch (Foldout 8,B)
3. The fourth clutch is engaged during fourth range and (MT 640, range 643), operation. fifth rangeIn(MT 653), reverse fourth650, (or fifth) range, the fourth and forward clutches are engaged. Clutch housing 13 drives sun gear and shaft assembly 23 (Foldout 9,A or 9,B) at the same speed that forward clutch hub 21 2–4
1. When third3 clutch is applied, piston 2. 9 compressesthe plates and 4 against backplate This locks plates 3 (which are splined to the fourth clutch housing) to plates 4 which are stationary. This holds the fourth clutch housing stationary.
Copyright©1996GeneralMotorsCorp.
DESCRIPTION AND OPERATION 2. Sun gear shaft assembly 23 (Foldout 9,A or 9,B) is held stationary through the splines of the clutch housing hub. This causes a reaction within the planetary carrier assemblies which produces a third (MT 640, 643) or fourth (MT 650, 653) range ratio at the output shaft. Input torque for the gearing is transmitted through the engaged forward clutch and the transmission main shaft. c. Operation of Second Clutch (Foldout 8,B)
1. When the second clutch is applied, piston 19 compresses plate 26 and 27 against backplate 28. This locks plates 27, which are splined to front planetary carrier 4 (Foldout 9,A or 9,B), to plates 26 (Foldout 8,B) which are stationary. 2. The front planetary carrier is held stationary. This causes a compound reaction within the planetary gearing which produces a second range (MT 640, 643) or third range (MT 650, 653) ratio at the output shaft. Input torque for the gearing is transmitted through the engaged forward clutch and transmission main shaft.
ring gear 5 or 14, and hold the ring gear stationary. 2. The stationary ring gear causes a reaction within the planetary gearing to produce either first range (MT 640, 643), second range (MT 650, 653), or reverse, depending on the driving member in the gear set. In first range (MT 640, 643), the driving member is rear planetary sun gear 37 (Foldout 9,A), which is driven by the transmission main shaft and the engaged forward clutch. In second range (MT 650, 653), the driving member is rear planetary sun gear 36 (Foldout 9,B). First (or second) range is produced by the action of one planetary. In reverse range, the driving member is sun gear shaft assembly 23 (Foldout 9,A or 9,B) which is driven by the engaged fourth clutch and the forward clutch housing. Reverse range is accomplished by compound action of two planetaries.
2–14. PLANETARY GEAR UNIT NOTE: Because gearing components for MT 640, 643 and MT 650, 653 models are nearly identical, most references below are to the MT 640, 643 illustration
2–13. FIRST CLUTCH
(Foldout 9,A). The MT 650, 653 gearing is shown in Foldout 9,B.
a. Description (Foldout 11,A)
1. The first clutch includes piston 11, six internalsplined plates 3, and six external-tanged plates 4. 2. In the MT 640, 643, piston 11 is positioned in rear cover 6 (Foldout 12,A). In the MT 650, 653, piston 11 is positioned in adapter housing 3 (Foldout 11,B). The external tangs of plates 4 (Foldout 11,A) engage slots in the transmission housing and are always held stationary. The splines of plates 3 engage rear planetary ring gear 5 (MT 650, 653) or 14 (MT 640, 643). Piston 11 is retained by twenty-six piston return springs 10, retainer 9, and snapring 8. b. Operation (Foldout 11,A)
1. When the first clutch is applied, piston 11 compresses plates 3 against plates 4. This locks internal-splined plates 3 to external-tanged plates 4, which are stationary. Plates 3 are splined to
a. Description (Foldout 9,A)
1. The gear unit and main shaft assembly includes all of the gears in the transmission, except the rear planetary ring gear 5 or 14 (Foldout 11,A) and the low range gearing (Foldout 11,B). 2. Three planetary gear sets are included in the assembly. These are called front planetary, center planetary, and rear planetary. The planetary sets are so designated because of their positions in relation to the transmission and to each other. 3. The front planetary includes sun gear 2, front carrier assembly 4, and ring gear 14. The center planetary includes sun gear and shaft assembly 23, planetary carrier assembly 15, and ring gear 32. The rear planetary includes sun
Copyright©1996GeneralMotorsCorp.
2–5
MT(B) 640, 643, 650, 65 3 AUTO MATIC TRANSMISSIONS gear 37 and carrier assembly 40. Also included is ring gear 14 (Foldout 11,A) for MT 640, 643 models or ring gear 5 for MT 650, 653 models. 4. The three planetaries are connected by sun gear shaft assembly 23 (Foldout 9,A), main shaft assembly 33, and planetary connecting drum 30. This interconnection of planetary input, reaction, and output components produces four forward speeds and one reverse speed.
9. The rear planetary acts alone to produce first range (MT 640, 643), or second range (MT 650, 653), when the first and forward clutches are engaged.
NOTE: In fourth range (MT 640, 643), or fifth range (MT 650, 653), all three planetaries rotate as a unit because the forward and fourth clutches are engaged. This gives direct drive through the transmission.
b. Operation (Foldout 9,A)
1. The front planetary, together with the center planetary, produces second range (MT 640, 643), or third range (MT 650, 653), when the forward and second clutches are engaged. 2. The center planetary is active in second and third (MT 640, 643), or third and fourth (MT 650, 653), and reverse ranges. In second range (third range in MT 650, 653),it is compounded with the front planetary, as described in Step (1). 3. The center planetary produces third range (MT 640, 643), or fourth range (MT 650, 653), when the forward and third clutches are engaged. 4. The center planetary is locked with the front planetary and the rear planetary to produce fourth range (MT 640, 643), or fifth range (MT 650, 653), when the forward and fourth clutches are engaged. 5. The center planetary is compounded with the rear planetary to produce reverse range when the fourth and first clutches are engaged. 6. The rear planeta ry is activ e in first range (MT 640, 643), or second range (MT 650, 653), and reverse range operation. 7. The rear planetary is locked with the front and center planetaries to produce fourth (or fifth) range as explained in Step (4). 8. The rear planetary is compounded with the center planetary to produce reverse range as explained in Step (5). 2–6
2–15. LOW CLUTCH (MT 650, 653 Only) a. Description (Foldout 11,B)
1. The low clutch includes piston 23, five internal-splined plates 18, and six external-tanged plates 17. 2. The piston is housed in rear cover assembly 13 (Foldout 12,B). The external tangs of plates 17 (Foldout 11,B) engage slots in adapter housing 3 and are held stationary. The internal splines of plates 18 engage the splines of planetary carrier assembly 8. Piston 23 is retained by twenty-six piston return springs 22, retainer 21, and snapring 20. b. Operation (Foldout 11,B)
1. When the low clutch is released, internalsplined plates 18 are free to rotate. This allows low planetary carrier assembly 8 to rotate. The low clutch is released in neutral, reverse, second, third, fourth, and fifth range operation. 2. When the low clutch is applied, piston 23 compresses plates 17 and 18 against adapter housing 3. This locks internal-splined plates 18 to external-tanged plates 17, which are stationary. Plates 18, splined to low planetary carrier assembly 8, hold it stationary. This causes a reaction within the planetary which produces first range ratio at the output shaft. Input torque for the gearing is transmitted through the engaged forward clutch and transmission main shaft.
Copyright©1996GeneralMotorsCorp.
DESCRIPTION AND OPERATION 2–16. LOW PLANETARY GEARING (MT 650, 653 Only) a. Description (Foldout 11,B)
1. The low planetary gearing includes planetary carrier assembly 8, sun gear 6, and ring gear 19. Sun gear 6 is splined to rear planetary ring gear hub 6 (Foldout 11,A). Ring gear 19 (Foldout 11,B) is splined to output shaft assembly 1 (Foldout 12,B). 2. The low planetary is compounded with the rear planetary to produce first range when the forward and low clutches are applied. b. Operation (Foldout 11,B). The low planetary is inactive in all ranges exceptfirst range. The low planetary, together with the rear planetary, produces first range when the forward and low clutches are applied. Input torque for the gearing is transmitted to the low sun gear 6 by rear planetary ring gear hub 6 (Foldout 11,A). The low sun gear rotates low planetary pinions 12 (Foldout 11,B). The pinions rotate low planetary ring gear 19. Carrier assembly 8 is anchored against rotation.
2–17. GOVERNOR DRIVE NOTE: The description and operation of the governor drive are identical for all models. Therefore, only the MT(B) 650, 653 is described. a. Description (MT 650, 653) (Foldout 12,B). Governor assembly 35 is a centrifugal (flyweight) governor driven by governor drive gear 8. The governor is supported in a bore in rear cover 15 by pin 16, and is retained in the rear cover by governor cover 39. b. Description (MTB 653) (Foldout 17,A). Governor assembly 35 is a centrifugal (flyweight) governor driven by governor drive gear 25 (Foldout 18,A). The governor is supported in a bore in retarder housing 6 by bushing 4, and is retained in the retarder housing by cover 39 (Foldout 17,A). c. Operation (Foldout 12,B). Rotation of the governor causes the governor valve (Foldout 3) to travel within its bore. When the valve moves to the left, governor pressure rises. When the valve moves to the
right, governor pressure falls. Governor pressure varies proportionally with output speed. Governor pressure, in combination with modulator pressure (Paragraph 2–24i) provides the automatic shifting in the transmission. Refer to Paragraphs 2–24 p and 2–24q for additional information about automatic shift.
2–18. SPEEDOMETER DRIVE/SPEED SENSOR WHEEL NOTE: The description and operation of the speedometer drive or speed sensor wheel are identical for all models. Therefore, only the MT(B) 650, 653 is described. a. Description
1. For the MT 650, 653 (Foldout 12,B), the speedometer drive consists of drive gear 9, a worm gear with a left-hand helix, or speed sensor wheel 10. The drive is concentric with the output shaft and has no key or drive splines. The gear is clamped between rotating parts which cause the drive gear to rotate. 2. Speed sensor wheel 10 (Foldout 12,B) or 3 (Foldout 12,A) is provided for models equipped with an electronic speedometer. The 16-tooth wheel provides a rotating pulse that can be read by an electronic speed sensor. 3. For the MTB 653 (Foldout 18,A), the speedometer drive consists of drive gear 25 and driven gear bushing 10. Drive gear 25 is a worm gear with a left-hand helix. It is located between the rotor hub and output shaft bearing spacer 26. The gear is splined to the output shaft and rotates at output shaft speed. b. Operation
1. When the transmission output shaft rotates, the drive gear or speed sensor wheel rotates. 2. For mechanical speedometers, the driven gear, supplied by the vehicle manufacturer, rotates clockwise (viewed at the cable connection in the rear cover) during forward operation. Rear cover assembly 13 (Foldout 12,B) supports the driven gear.
Copyright©1996GeneralMotorsCorp.
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MT(B) 640, 643, 650, 65 3 AUTO MATIC TRANSMISSIONS 3. For electronic speedometers, the speed sensor, supplied by the vehicle manufacturer, reads the output speed by “counting” the pulses produced by the teeth of the speed sensor wheel.
used with mechanically-controlled engines that can provide a 12- or 24-volt (dc) signal to stroke the modulator valve.
2–20. CONTROL VALVE ASSEMBLIES 2–19. MODULATOR a. Vacuum Modulator. The position of the diaphragm in the modulator varies with vehicle speed, load, and engine throttle opening. When the diaphragm moves, the modulator valve is affected, increasing or decreasing modulator pressure. Modulator and governor pressures control the automatic selection of transmission ranges. b. Mechanical Modulator
1. The mechanical modulator is attached to the transmission and activated by a cable. 2. The cable is connected to the fuel control lever at one end and the modulator valve actuator at the other. The fuel control lever moves the cable, controlling the modulator valve. c. Electric Modulator
1. tronic An electric modulator can be used withengine elecor non-electronic engines — any which can provide an On/Off signal based on throttle/pedal position. 2. The 12-volt modulator assembly and the 24-volt modulator assembly utilize an electronic signal to stroke the transmission modulator pin from the closed-throttle position to the full-throttle position. The result is step-modulation. 3. Step-modulation is a two-phase modulation schedule which utilizes a closed-throttle shift schedule until the throttle position is greater than 80–85 percent, and then remains at a fullthrottle shift schedule until the throttle position is less than 60–65 percent. 4. Electric modulators are compatible with an electronically-controlled engine that can provide an On/Off signal based on throttle position. Consult the respective engine manufacturer to identify the wire that provides this signal. Electronic modulation can also be 2–8
a. Description. Control valve assemblies 1 (Foldout 13 or 14), 3 (Foldout 15,B), 1 (Foldout 15,A), and valve and front support assembly 22 (Foldout 7,A) contain the major valves in the transmission. These valves and their related components control shifting and lockup operation. The valve bodies (except valve and front support assembly) are bolted to the bottom of the transmission case, which is channeled to direct the flow of fluid between the valve body, clutches, and other components. b. Operation. Refer to Paragraph 2–24 for operation of control valve assemblies.
2–21. OIL PAN AND FILTER a. Description (Foldout 10,A or 10,B)
1. Oil pan 46 (Foldout 10,A) or 25 (Foldout 10,B) is a pressed steel assembly which provides separate openings for draining the fluid and for mounting the fill tube. The pan is bolted to the bottom of the transmission housing. 2. Filter 14 (Foldout 10,B) is a paper element retained by a steel casing and can be serviced without removal of the pan. Filter 30 (Foldout 10,A) is a paper element with detachable filter tube 32. Filter 38 is a stainless steel screen with integral filter tube. Filter 30 and 38 elements are retained by a steel casing. 3. The input pump draws fluid from the sump through the filter and directs it to the hydraulic system. b. Function (Foldout 10,A or 10,B)
1. Oil pan 46 (Foldout 10,A) or 25 (Foldout 10,B) holds the entire supply of fluid for the transmission and covers the control valve assemblies and filter. 2. Filter 30 or 38 (Foldout 10,A), or 14 (Foldout 10,B), screens all fluid entering the hydraulic system.
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DESCRIPTION AND OPERATION 2–22. REAR COVER a. Description (Foldouts 12,A and 12,B). Rear cover 13 (Foldout 12,B) or 6 (Foldout 12,A) is made of aluminum and is machined to receive the governor assembly. The cover for the MT 640, 643 is machined to receive first clutch piston 11 (Foldout 11,A). The cover for the MT 650, 653 receives low clutch piston 23 (Foldout 11,B). b. Function. The rear cover provides support for
output shaft assembly 50 (Foldout 9,A) or 1 (Foldout 12,B). A parking brake mounting face is provided on the rear surface of the cover. The cover is the rear enclosure member and is bolted to the transmission housing.
2–23. OUTPUT RETARDER a. Description (Foldout 18,B)
1. The output retarder consists of four main elements: rotor assembly 14, two stators, and a friction clutch. The rotor assembly is a vaned wheel, splined to output shaft 11, and rotates continuously at output shaft speed. Front stator 4 is located on the forward side of the rotor and is bolted to retarder adapter housing 7 (Foldout 19,A). The front consists vanes cast into a stationary ring. stator The rear stator of is located tothe rear of the rotor assembly and consists of vanes cast into retarder housing 6 (Foldout 18,A). 2. The clutch (Foldout 18,B) consists of five external-splined reaction plates 6, one backplate 15, and six internal-splined friction plates 7. Four reaction plates are splined to the ID of the front stator. One reaction plate and the backplate are splined to the ID of the rear stator. The six friction plates are splined to rotor hub 13. 3. The output retarder mounts directly to the rear of the transmission housing on MTB 643 models and to the rear of the low clutch adapter housing on MTB 653 models. The retarder housing adapter (Foldout 19,A or 19,B) permits the retarder to be mounted to the transmission housing or low clutch adapter housing. b. Function. The output retarder provides power absorption to slow vehicle forward motion. The retarder housing replaces the transmission rear cover, encloses
the retarder components, and provides a mounting pad for the retarder control valves. A speedometer drive can be mounted on the retarder housing, but no provisions have been made to mount a parking brake on the rear of the retarder housing.
2–24. HYDRAULIC SYSTEM NOTE: References to up, down, left, or right to positions or movements of components onrefer Foldout 3, 4, or 5. a. System Functions. The hydraulic system generates, directs, and controls the pressure and flow of hydraulic fluid within the transmission. Hydraulic fluid (transmission oil) is the power transmitting medium in the torque converter. Its velocity drives the torque converter turbine. Its flow cools and lubricates the transmission. Its pressure operates the various control valves and applies the clutches. b. System Sc hematics (Foldouts 3, 4). Color-coded foldouts of both MT 640, 643 and MT 650, 653 hydraulic systems are presented at the back of this manual. Each illustration represents the system as it would
function in neutral with the engine idling. c. Filter, Pump Circuit. The input-driven pump draws transmission fluid (blue) from the sump through a filter. Fluid (red) discharged by the pump flows into the bore of the main-pressure regulator valve. d. Main-Pressure Circuit (Red)
1. Main pressure is regulated by the main-pressure regulator valve. Transmission fluid from the pump flows into the valve bore, into an internal passage in the valve, and to the upper end of the valve. Pressure at the upper end of the valve forces the valve downward against the spring until fluid (yellow) flows into the converter-in circuit. When flow from the pump exceeds the circuit requirement, the converter regulator valve opens and allows the excess to exhaust to sump. 2. Although main pressure is controlled primarily by the spring at the bottom of the valve, it is also affected by forward regulator pressure and lockup pressure. These pressures are not
Copyright©1996GeneralMotorsCorp.
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MT(B) 640, 643, 650, 653 AUTO MATIC TRANSMISSIONS present at the regulator valve during reverse operation and main pressure is regulated at a higher value. e. Converter-In (Yellow), Converter-Out (Orange), Lubrication (Green) Circuit
g. Selector Valve, Forward Regulator Circuit (Red and Blue) — MT 650, 653 (Foldout 4)
1. This circuit srcinates at the main-pressure regulator valve. Converter-in fluid flows to the torque converter. Fluid must flow through the converter continuously to keep it filled and to
1. The selector valve is manually shifted to select the operating range desired. It can be shifted to any one of six positions: N (Neutral), R (Reverse), D (Drive), D3 (Drive 3), D2 (Drive 2),
carry off the heat generated by the valve converter. The converter pressure regulator regulates converter-in pressure by exhausting excessive fluid to sump.
and D1 (Drive 1).establishes At each ofthethese positions the selector valve hydraulic circuit for operation in the selected range.
2. Converter-out fluid flows to an external cooler (supplied by the vehicle or engine manufacturer). The flow of air or water over or through the cooler removes the heat from the transmission fluid. 3. Lubrication fluid is directed through the transmission to components requiring continuous lubrication and cooling. Fluid in excess of that required by the lubrication circuit escapes to sump through the lubrication pressureregulator. f. Selector Valve, Forward Regulator Circuit (Red and Blue) — MT 640, 643 (Foldout 3)
1. The selector valve is manually shifted to select the operating range desired. It can be shifted to any one of six positions: N (Neutral), R (Reverse), D (Drive), D3 (Drive 3), D2 (Drive 2), and D1 (Drive 1). At each of these positions the selector valve establishes the hydraulic circuit for operation in the selected range. 2. D, D3, D2, and D1 are forward ranges. The lowest range attainable is first range. In D1, D2, D3, or D position, the transmission starts in first range (except on second range start). Shifting within any range is automatic, depending upon vehicle speed and throttle position. 3. The forward regulator circuit srcinates at the manual selector valve and terminates at the main-pressure regulator valve. The circuit is pressurized in every forward range, reducing main pressure. In reverse, forward-regulator 2–10
pressure is not present, allowing high main pressure to control the higher torque produced in reverse operation.
2. D, D3, D2, and D1 are forward ranges. The lowest range attainable is first range which is present in D1 only. In D2, D3, or D position, the transmission starts in second range. Shifting within any range is automatic, depending on vehicle speed and throttle position. Later MT 650 (after S/N 13800) and all MT 653 transmissions do not upshift in D2 position under normal operating conditions. 3. The forward regulator circuit srcinates at the manual selector valve and terminates at the main pressure regulator valve. The circuit is pressurized in every forward range, reducing main pressure. In reverse, forward-regulator pressure is not present, allowing for high main pressure to control the higher torque produced in reverse operation. In earlier MT 650 models, forward-regulator pressure was effective in only third, fourth, and fifth ranges. It srcinated at the line that connects the 2–3 and 3–4 relay valves. h. Governor Circuit (Green and White)
1. Main pressure is directed to the governor valve. The speed of the transmission output controls the position of the governor valve. The position of the governor valve determines the amount of pressure in the governor circuit. When the transmission output is not rotating, governor pressure is approximately 2 psi. Governor pressure varies with the output rpm. 2. In the MT 640 and 643, governor pressure is directed to the 1–2, 2–3, and 3–4 shift signal
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DESCRIPTION AND OPERATION valves and modulated lockup valve. In earlier models that do not include the modulated lockup valve, governor pressure is directed to the top of the lockup valve. 3. In the MT 650 and 653, governor pressure is directed to the 2–3, 3–4, and 4–5 shift signal valves, the 2–1 inhibitor valve, and the modulated lockup valve. In earlier models that do not include the modulated lockup valve, governor pressure is directed to the top of the lockup valve. 4. At the 2–1 inhibitor valve, governor pressure acts upon the top of the valve. When governor pressure is sufficient to push the valve downward, road speed is too high to permit a downshift to first range. A 2–1 shift cannot occur until governor pressure (and road speed) is reduced. D1 pressure is blocked from reaching the top of the 1–2 shift valve until road speed (and governor pressure) is decreased to a value that allows the inhibitor valve to move upward. 5. In second range start uni ts, the presence of governor pressure at the bottom of the 1–2 shift valve, and forward-regulator pressure on the 1–2 modulator valve, plus the assistance of spring force under the 1–2 shift valve, cause the shift valve to move upward against its stop. This allows main pressure to pass through the 1–2 shift signal valve to the 1–2 relay valve. The 1–2 relay valve is forced downward in its bore allowing apply pressure to be directed to the second clutch, permitting second range start. i. Modulator Pr essure C ircuit (Red an d Gre en)
NOTE: The modulator varies modulator pressure with throttle movement, and may be vacuum, air, mechanically, or electrically controlled. Refer to the current MT1357EN, MT(B) 600 Series Mechanic’s Tips, for details. Mechanical modulators are most commonly used for diesel engine applications (Foldouts 3, 4). Vacuum modulators can be used only on gasoline engine applications. Air, mechanical, and electric modulators may be used with any engine.
1. The modulator valve produces a regulated pressure which is derived from main pressure. When the throttle is closed, a spring at the left end of the valve moves the valve to the right. When the throttle is opened, cam and spring action move the valve to the left. When the spring force at the left of the valve is in balance with the spring force and modulator pressure at the right of the valve, modulator pressure is regulated. 2. When the throttle setting is increased, the movement of the actuator cam forces the modulator valve to the left, reducing modulator pressure. When the throttle setting is reduced, the downward movement of the actuator cam allows the spring at the left to push the valve to another regulating position. Because the throttle setting varies with load and engine speed, modulator pressure also varies. This varying pressure is directed to the 1–2, 2–3, and 3–4 shift signal valves (MT 640, 643) or 2–3, 3–4, and 4–5 shift signal valves (MT 650, 653), trimmer regulator valve, and modulated lockup valve. Earlier models do not include the modulated lockup valve. 3. At the shift signal valves, modulator pressure assists governor shift valve spring force.pressure Each onetoofovercome the shift valves and springs is calibrated so that the valves shift in the proper sequence at the proper time. A decrease in modulator pressure causes a downshift if governor pressure is not sufficient to oppose the shift valve spring force. Modulator pressure controls trimmer boost and the trimmer regulator valve. 4. At the modulated lockup valve, modulator pressure assists governor pressure in moving (or holding) the valve downward. The variation in modulator pressure varies the timing of lockup clutch engagement and release. The primary purpose of lockup modulation is to prolong the engagement of the lockup clutch (at closed engine throttle) in lower ranges to provide greater braking. 5. All modulated lockup valves are adjustable, but not all transmissions have modulated lockup. Adjustable lockup is adjusted by rotat-
Copyright©1996GeneralMotorsCorp.
2–11
MT(B) 640, 643, 650, 65 3 AUTO MATIC TRANSMISSIONS ing the adjusting ring (Paragraph 3–13b) at the bottom of the valve until the desired shift point is attained. j. Trimmer Regulator Valve (Green and Yellow) NOTE: Paragraphs 2–24j(1) and 2–24j(2) apply only to transmissions built after S/N 13800.
1. The trimmer regulator valve reduces main pressure to a regulated pressure. The regulated pressure is raised or lowered by changes in modulator pressure (red and green). 2. Trimmer regulator pressure is directed to the lower sides of the first and second trimmer plugs on some models, or to the lower sides of the first, second, third, and fourth trimmer plugs on models equipped with smooth shift. This varies the clutch-apply pressure pattern of the trimmer valves. A higher modulator pressure (closed throttle) reduces trimmer regulator pressure, resulting in a lower initial clutch pressure. A lower modulator pressure (open throttle) results in higher regulator pressure and a higher initial clutch-apply pressure.
mains downward until the clutch is released. 4. When the clutch is released, the spring pushes the trimmer components to the top of the valve bore. In this position the trimmer is reset and ready to repeat the action at the next application of that clutch. l. Lockup Circuit
1. The modulated lockup valve and the lockup relay valve control lockup clutch engagement and release. 2. The modulated lockup valve is actuated by governor pressure or governor plus modulator
1. The purpose of the trimmer valves is to avoid shift shock. The valves reduce pressure to the clutch-apply circuit during initial application, then gradually return the pressure to operating maximum. This applies the clutch gently, preventing harsh shifts.
pressure. At full throttle, governor pressure moves the valve downward. At part throttle, governor and modulator pressures move the valve downward. The purpose of the modulated lockup valve is to prolong lockup clutch engagement while vehicle speed decreases (closed throttle). This feature provides engine braking action at speeds lower than the normal lockup disengagement point.
2. Although each trimmer valve is calibrated for the clutch it serves, all four trimmers function in the same manner. Each trimmer includes (top to bottom) an orificed trimmer valve, trimmer valve plug, one or two trimmer springs, and a stop pin.
3. In its downward position, the modulated lockup valve directs main pressure to the top of the lockup valve. Main pressure pushes the lockup valve downward. In its downward position, the valve directs main pressure to the lockup clutch. This engages the clutch.
3. When any clutch (except forward clutch) is applied, clutch-apply pressure is sent to the top end of the corresponding trimmer valve. Initially, the plug and valve are forced downward against the spring until fluid escapes to exhaust. The escape of fluid, as long as it contin-
4. The position of the lockup valve affects the volume of fluid flowing to the torque converter. When the valve is upward (lockup clutch released), there is maximum flow to the converter. When the valve is downward (clutch engaged), an orifice restricts converter-in flow.
k. Trimmer Valves
2–12
ues, reduces clutch-apply pressure. Fluid flows through an orifice in the trimmer valve to the cavity between the trimmer valve and the trimmer valve plug. Pressure in this cavity forces the plug down to the stop. The pressure below the trimmer valve acts upon a greater diameter than at the upper end, and pushes the trimmer valve to the upper end of the valve bore. This reduces and then stops the escape of fluid to the exhaust. When the escape of fluid stops, clutch pressure is maximized. The plug re-
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DESCRIPTION AND OPERATION 5. When the lockup clutch is engaged, a signal pressure is sent to the main pressure regulator valve. This signal pressure reduces main pressure to a lower pressure schedule. 6. On models with adjustable lockup, modulator assistance at the modulated lockup valve is not present. Lockup engagement is initiated by setting the adjusting ring (Paragraph 3–13b) to the shift point specifications and with the assistance of governor pressure. 7. Earlier models, which do not have modulated lockup, do not include the modulated lockup valve. Governor pressure is directed to the top of the lockup valve.
the 1–2 shift valve and move it downward to the first range position. 3. While operating in first range, the 2–1 inhibitor valve moves downward, if road speed and governor pressure exceed the safe limit for first range operation. This blocks D1 pressure and exhausts the cavity above the 1–2 shift valve. The shift valve moves upward to give second range operation. o. Clutch Circuits, Hold Regulator Circuits, Drive Ranges
1. There are five clutches in the MT 640, 643 and six clutches in the MT 650, 653. The clutches are applied as follows: Range
m. Priority Valve
Clutch(es)Applied
MT 640, 643
1. The priority valve ensures that the control system upstream from the valve will have sufficient pressure during shifts to perform its automatic functions. In later MT 643, 650 models and all MT 653 models, first clutch pressure can bypass the priority valve while in reverse.
Neutral
First
First range
First and forward
2. Without the priority valve, the filling of a clutch might momentarily require a greater volume fluid than the pump could supply and still of maintain pressure for the necessary control functions. n. 2-1 Inhibitor Valve — MT 650, 653 (Foldout 4)
1. The 2–1 inhibitor valve prevents a downshift from second range to first range when road speed is too high. It protects the engine from over-speeding during downgrade operation in first range by making a 1–2 upshift if road speed exceeds the safe limit for first range operation. 2. When road speed is great enough to produce a governor pressure that pushes the 2–1 inhibitor valve downward, D1 pressure to the 1–2 shift valve is blocked. If a manual shift to D1 (Drive 1 or first range) is made, D1 pressure cannot reach the 1–2 shift valve. The transmission remains in second range until road speed and governor pressure decrease to a value that permits the 2–1 inhibitor valve to move upward. In its upward position, D1 pressure can reach
Second range
Second and forward
Third range
Third and forward
Fourth range
Fourth and forward
Reverse range
First and fourth MT 650, 653
Neutral Firstrange
First Lowandforward
Second range
First and forward
Third range
Second and forward
Fourth range
Third and forward
Fifth range
Fourth and forward
Reverse range
First and fourth
2. Each clutch has its own circuit. The first, second, third, and fourth clutches each connect to a relay valve and to a trimmer valve. The forward clutch connects directly to the selector valve and does not connect to a trimmer valve. The low clutch (MT 650, 653 only) is not trimmed because there is no automatic upshifting from, or downshifting, to this clutch. 3. The low clutch circuit (MT 650, 653 only) connects the clutch to the 1–2 shift valve. The 1–2 shift valve also receives 1–2 (low and first) feed from the 2–3 relay valve. In N (Neutral), the 1–2 shift valve is held upward by spring
Copyright©1996GeneralMotorsCorp.
2–13
MT(B) 640, 643, 650, 65 3 AUTO MATIC TRANSMISSIONS pressure and cannot move downward unless the Drive 1 line is charged. In the upward position, 1–2 (low and first) feed pressure is sent to the first clutch. 4. The first clutch circuit (red and yellow) connects the clutch to the first trimmer valve and to either the 1–2 relay valve (MT 640, 643) or the 1–2 shift valve (MT 650, 653). In N (Neutral) the 1–2 shift valve is held upward by spring pressure. The 1–2 shift valve cannot move downward the in 2–1 signal line N (Neutral) charged. This doesunless not occur be-is cause there is no governor pressure to shift the 2–1 inhibitor valve. Only the first clutch is applied, so the transmission output cannot rotate. A bypass and check ball are provided between the reverse and first trimmer passages to ensure a rapid and more positive shift from first range to reverse (MT(B) 643 with second range start) or from first (low) range to reverse (MT(B) 653). 5. The first clutch is also applied in first range operation (MT 640, 643), second range operation (MT 650, 653), and reverse range operation. Shifting the selector from N (Neutral) to D, D3, D2, or D1 charges the forward clutch circuit and applies the forward clutch. Shifting from N (Neutral) to R (reverse) charges the fourth clutch, while the first clutch remains charged. In reverse, fourth clutch (reverse signal) pressure is also directed to the bottom of 1–2 relay valve (MT 640, 643) or 2–3 relay valve (MT 650, 653). The pressure at this location prevents either relay valve from moving downward. 6. When the circuits are charged, and the selector valve is at D, the MT 640, 643 automatically shifts from first to second, second to third, and third to fourth. The MT 650, 653 automatically shifts from second to third, third to fourth, and fourth to fifth. These shifts occur as a result of governor pressure and (if the throttle is not fully open) modulator pressure. 7. The position of the selector valve determines the highest range that can be reached automatically while the vehicle is moving. MT 640, 643 models that do not incorporate a second range start automatically shift 1–2, 2–3, and 3–4 2–14
when the selector valve is in D4 (Drive 4) position. In D3 (Drive 3), automatic 1–2, 2–3 shifts occur. In D2 (Drive 2), an automatic 1–2 shift occurs. D1 (Drive 1) does not permit an upshift to occur unless the transmission output overspeeds. 8. The positions of the selector valve in second range start units is the same, only the transmission performance is altered. The transmission always starts in second range when any forward range other than D1 (Drive 1) is selected. When D4 (Drive 4) is selected, the transmission starts in second range and automatically shifts 2–3 and 3–4. In D3 (Drive 3), an automatic 2–3 shift occurs. D2 (Drive 2) does not permit an upshift to occur unless the transmission output overspeeds. D1 (Drive 1) is the only position in which first range is available and automatic upshifting is not permitted unless the transmission output overspeeds. 9. In the MT 650 or 653, in D (Drive), automatic 2–3, 3–4, and 4–5 shifts can occur. In D3 (Drive 3), automatic 2–3 and 3–4 shifts can occur. In D2 (Drive 2) (before S/N 13800), an automatic 2–3 shift can occur. Beginning with S/N 13801, no automatic shift from D2 (Drive 2) can occur unless overspeed occurs. In D1 (Drive 1) no automatic shift can occur unless the transmission output overspeeds. 10. The various drive ranges limit the highest range attainable by introducing a pressure which prevents governor pressure from upshifting the signal valves (unless governor pressure is well above that normally attained). This pressure is a regulated, reduced pressure derived from the main-pressure circuit at the hold regulator valve. Main pressure is directed to the hold regulator valve through the hold feedline when the selector lever is in D1 (Drive 1), D2 (Drive 2), or D3 (Drive 3) position. The pressure produced in the hold regulator valve is directed to the 3–4 shift valve (MT 640, 643) or the 4–5 shift valve (MT 650, 653) when the selector is in D3 (Drive 3). The hold pressure is directed to the 2–3 and 3–4 (MT 640, 643) or the 3–4 and 4–5 (MT 650, 653) shift signal valve when the selector is in D2 (Drive 2) position. Beginning with S/N 13801, hold pressure
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DESCRIPTION AND OPERATION in the MT 650, 653 is directed to the 2–3, 3–4, and 4–5 shift signal valves. In the MT 640, 643 and MT 650, 653 pressure is directed to all shift signal valves when the selector is in D1 (Drive 1). 11. Hold regulator pressure at each shift sign al valve pushes the modulator valve upward and exerts downward force on the shift valve. When hold pressure is present, upshifts are inhibited except in extreme overspeed condi-
governor pressure and/or modulator pressure decrease. Low modulator pressure (open throttle) hastens downshifts; high modulator pressure (closed throttle) delays downshifts. 2. In any automatic downshift, the shift signal valve acts first. This exhausts the shift signal pressure holding the relay valve downward. The relay valve then moves upward, exhausting the applied clutch and applying the clutch for the next lower range. r. Downshift an d Reve rse In hibiting
tions. p. Automatic Upshifts 1. When the transmission is operating in first range (MT 640, 643) or second range (MT 650, 653), with the selector valve at D (Drive), a combination of governor pressure and modulator pressure, or governor pressure alone, upshifts the transmission to second (MT 640, 643) or third (MT 650, 653) range. At closed or part throttle, modulator pressure assists governor pressure. At full throttle, there is no modulator pressure and upshifts occur at a higher road speed. When the throttle is closed, shifts occur at lower road speeds. 2. Governor pressure depends upon rotation speed of the transmission output. The greater the output (vehicle) speed, the greater the governor pressure. When governor pressure is sufficient, the first upshift (1–2 for MT 640, 643 or 2–3 for MT 650, 653) occurs. Further increases in governor pressure (and vehicle speed) cause the second upshift (2–3 for MT 640, 643 or 3–4 for MT 650, 653) and then the third upshift (3–4 for MT 640, 643 or 4–5 for MT 650, 653) to occur. Modulator pressure, when present, assists governor pressure in overcoming shift valve spring force. 3. In any automatic upshift, the shift signal valve acts first. This directs a shift signal pressure to the relay valve. The relay valve moves downward, exhausting the applied clutch and applying a clutch for the next higher range. q. Automatic Downshifts
1. Automatic downshifts, like upshifts, are controlled by rear governor and modulator pressures. Downshifts occur in sequence as rear
1. As a result of calibrations of valve areas and spring forces, the system inherently prevents downshifts at too rapid a rate or shifts to reverse while moving forward. For example, if the vehicle is traveling at a high speed in fourth range and the selector valve is moved toD1 (Drive 1), the transmission will not immediately shift to first range (MT 640, 643). Instead it will shift 4–3–2–1 as speed decreases. The transmission remains in fourth range if speed is not decreased sufficiently to allow an automatic downshift. 2. The progressive downshift occurs because the hold regulator pressure is calibrated, along with the valve areas,governor to shift the signal valves downward against pressure only when governor pressure decreases to a value corresponding to a safe downshift speed. If speed is too great, governor pressure is sufficient to hold the shift signal valve upward against D3 (Drive 3), D2 (Drive 2), or D1 (Drive 1) pressure (all of which are the regulated holding pressure srcinating in the hold regulator valve). As governor pressure decreases, all shift signal valves move downward in sequence.
2–25. RETARDER HYDRAULIC CIRCUIT COMPONENTS a. Circuit Sc hematic (Foldout 5). The schematic of the retarder hydraulic circuit presented in the back of this manual shows the circuit in the retarder-off condition. b. Priority Valve. Main pressure supplied by the transmission to the retarder passes through this valve.
Copyright©1996GeneralMotorsCorp.
2–15
MT(B) 640, 643, 650, 65 3 AUTO MATIC TRANSMISSIONS
c. Driver Retarder Control. Retarder operation is controlled by a driver-actuated air control. This control
g. Charging Valve. The charging valve regulates the difference in pressure between clutch-apply pressure and retarder-charging pressure. When vehicle output speed is approximately l600 rpm or greater, the charging valve moves toward the stop (left) in its bore, directing regulated retarder-charging pressure to the retarder. Once the pressure on both sides of the clutchapply piston is balanced, the piston return spring force moves the piston back into its bore (left), disengaging the clutch. When the vehicle speed is reduced, the charging valve moves to the right in its bore, against
is either a lever or a pedal. When the control is actuated, air pressure is applied to the top of the retarder valve. This air pressure causes the retarder valve to move downward to apply the retarder. The amount of retarder application is determined by the amount of air pressure applied by the driver through the retarder control.
spring pressure, exhausting retarder-charging pressure. The lower retarder-charging pressure in front of the piston permits the higher clutch pressure behind the clutch piston to move the piston out of its bore (right), engaging the clutch. The application of the clutch at lower vehicle speeds ensures a smooth transition from retarder to vehicle service brakes.
d. Retarder Valve. The retarder valve is a spooltype valve which directs the flow of fluid to and from the retarder. Hydraulic pressure, supplemented by spring force, moves the valve in the upward direction while air pressure moves the valve in the downward direction.
2–26. RETARDER HYDRAULIC CIRCUIT FUNCTION
The function of the valve is to protect the transmission from low main pressure. During retarder operation the valve remains open. If transmission main pressure drops below 55 psi (379 kPa), the valve closes, permitting main pressure to increase. As main pressure increases above 55 psi (379 kPa), the priority valve opens, allowing main pressure to charge the accumulators.
e. Cutoff Valve. The cutoff valve is located beneath
the retarder valve and regulates hydraulic pressure throughout the system during partial retarder application. With a coiled spring under the cutoff valve and the retarder valve above, regulated pressure and spring force position the cutoff valve in its bore, directing a reduced regulated pressure to the hydraulic system. During full retarder valve application, the cutoff valve is held at the bottom of its bore, directing maximum regulated pressure into the retarder hydraulic system. f. Retarder Pres sure Regul ator Valve. The regulator valve is the most complex valve in the control system. It provides regulated pressure for full clutch apply. It provides clutch pressure priority by closing off the feed line from the retarder pressure regulator valve to the charging valve during initial clutch fill. At low
vehicle or speeds, it reduces retarder clutch pressure by closing regulating the feed line between the cutoff valve and the retarder pressure regulator valve. This provides a smooth transition from retarder to vehicle service brakes.
2–16
a. Retarder Valve Off ( Vehicle Moving). The retarder valve is in the off position when positioned at the top of its bore. Air pressure at the top of the valve is zero and spring force at the bottom of the valve holds it in the top of its bore. In this position, the valve directs fluid from the cooler to the transmission lubrication circuit, from the transmission converter through the retarder valve to the fluid cooler, and from the fluid cooler to the transmission housing and the retarder housing for lubrication. Main pressure from the priority valve passes through the retarder valve to the three accumulator cylinders. This fluid pressure moves the pistons leftward in their bores, holding the fluid in reserve until required. b. Retarder Valve Partially Applied
1. The position of the retarder valve in its bore is controlled by the amount of air pressure applied to the top of the valve. At partial apply, the initial air pressure application forces the retarder cutoff valvesatto the bottom of their bores. and Clutch pressure maximum strength is released at the regulator valve and directed to the clutch-apply circuit. Fluid retained in the three accumulator cylinders is released to the
Copyright©1996GeneralMotorsCorp.
DESCRIPTION AND OPERATION clutch-apply circuit and retarder-charging pressure is directed to the clutch-apply circuit. The simultaneous addition of fluid from these circuits fulfills the clutch-apply circuit demand in the shortest length of time and sets up a balanced pressure in the retarder hydraulic system. With this balanced pressure on both sides of the piston, spring force moves the piston away from the clutch plates, disengaging the clutch. The retarder and cutoff valves move upward in their bores until the force on the top of
releasing maximum regulated pressure throughout the system. The pressure at the top and bottom of the retarder and cutoff valves become equalized, forcing the two valves upward in their bores to a position that permits the cutoff valve to introduce reduced regulated pressure to the hydraulic system. The capability of the partial application to release reduced regulated pressure into the hydraulic system is the primary difference between full and partial
the valve is equal to the force on the bottom. The position of the retarder valve in its bore determines the pressure in the retarder hydraulic system.
retarder valve application.
2. As vehicle output speed decreases, governor pressure is reduced. The charging valve moves rightward in its bore, exhausting retardercharging pressure and reducing retarder-in pressure to the clutch valve plug. The loss of pressure at the left end of the plug permits spring force at the right end to move the plug leftward. Regulated pressure at the right end of the clutch valve moves the valve leftward, reducing the regulated pressure to the clutch-apply circuit. Since the pressure in the retarder charging circuit is less than the pressure in the clutch-apply circuit, the piston is forced to engage the clutch. The engaged clutch, supplemented by rotor rotation, retards vehicle forward motion and permits a smooth transition from retarder to vehicle service brakes. c. Retarder Valve Fully A pplied
1. Full application of air pressure to the top of the retarder valve moves both the retarder and cutoff valves to the bottom of their bores. The valves are held in this position until the air pressure at the top of the valve is relieved. Maximum regulated pressure is released by the regulator valve and is maintained throughout the hydraulic system, changed only by governor pressure and output speed. 2. Partial application of air pressure to the top of the retarder valve initially moves the retarder and cutoff valves to the bottom of their bores,
2–27. TORQUE PATHS THROUGH THE TRANSMISSION a. Conver ter Ope rat ion . Power is transmitted hydraulically through the torque converter. The engine drives the converter pump. The pump throws transmission fluid against the turbine vanes, imparting torque to the converter turbine shaft. From the turbine, the fluid flows between the vanes of the stator, and re-enters the converter pump where the cycle begins again. The torque path through the torque converter is identical in all drive situations and in neutral. 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 directed through the turbine shaft can exceed the engine torque (by an amount equal to the torque ratio of the converter). Converter operation is illustrated in Figures 2–2, 2–3, 2–4, and 2–7 for the MT 640 and 643, and in Figures 2–8, 2–9, 2–10, 2–11, and 2–14 for the MT 650 and 653. b. Lockup Op eration. Power is transmitted mechanically through the lockup clutch. Application of the lockup clutch occurs automatically as a function of governor pressure. When the clutch is applied, the converter elements rotate as a unit at engine speed. This provides a direct drive from the engine to the turbine shaft. Lockup operation is illustrated in Figures 2–5 and 2–6 for third and fourth ranges for the MT 640 and 643, and in Figures 2–12 and 2–13 for fourth and fifth ranges for the MT 650 and 653.
Copyright©1996GeneralMotorsCorp.
2–17
MT(B) 640, 643, 650, 65 3 AUTO MATIC TRANSMISSIONS TORQUE CONVERTER LOCKUP CLUTCH
FOURTH CLUTCH
THIRD CLUTCH
SECOND CLUTCH
FORWARD CLUTCH
FIRST CLUTCH
CENTER PLANETARY
OUTPUT SHAFT
TURBINE SHAFT Clutch Applied Torque Path
REAR PLANETARY CONNECTING DRUM MAIN SHAFT
SUN GEAR SHAFT FRONT PLANETARY
V00273.08
Figure 2–2. Model MT 640 or MT 643 — Neutral Torque Path
c. Neutral Operation (MT 640, 643) (Figure 2–2). Engine torque is transmitted through the torque converter as described in Paragraph 2–27a. Although the first clutch is applied, the forward clutch is not en-
2–18
gaged and torque is not transmitted beyond the fourth clutch hub. Two clutches must be applied to produce output shaft rotation.
Copyright©1996GeneralMotorsCorp.
DESCRIPTION AND OPERATION TORQUE CONVERTER LOCKUP CLUTCH
FOURTH CLUTCH
THIRD CLUTCH
SECOND CLUTCH
FORWARD CLUTCH
FIRST CLUTCH
CENTER PLANETARY
OUTPUT SHAFT
TURBINE SHAFT Clutch Applied Torque Path
REAR PLANETARY CONNECTING DRUM MAIN SHAFT
SUN GEAR SHAFT FRONT PLANETARY
V00273.09
Figure 2–3. Model MT 640 or MT 643 — First Range Torque Path
d. First Ran ge Ope ration (MT 64 0, 643) (Figure 2–3). Engine torque is transmitted through the torque converter as described in Paragraph 2–27a. The forward clutch and the first clutch are applied. Forward clutch application locks the turbine shaft and the transmission main shaft together so that they rotate as a unit. The first clutch application anchors the rear planetary ring gear against rotation. The rear sun gear is
splined to the transmission main shaft and rotates with it, rotating the planetary pinions. The pinions are part of the planetary carrier, which is splined to the output shaft. With the rear planetary ring gear held stationary by the applied first clutch and with the rear sun gear rotating the pinions, the rear planetary carrier rotates within the ring gear and drives the output shaft at a speed reduction of 3.58:1.
Copyright©1996GeneralMotorsCorp.
2–19
MT(B) 640, 643, 650, 65 3 AUTO MATIC TRANSMISSIONS TORQUE CONVERTER LOCKUP CLUTCH
FOURTH CLUTCH
THIRD CLUTCH
SECOND CLUTCH
FORWARD CLUTCH
FIRST CLUTCH
CENTER PLANETARY
OUTPUT SHAFT
TURBINE SHAFT Clutch Applied Torque Path
REAR PLANETARY CONNECTING DRUM MAIN SHAFT
SUN GEAR SHAFT FRONT PLANETARY
V00273.10
Figure 2–4. Model MT 640 or MT 643 — Second Range Torque Path
e. Second Range Operation (MT 64 0, 64 3) (Figure 2–4). Engine torque is transmitted through the torque converter as described in Paragraph 2–27a. The forward clutch and the second clutch are applied. Forward clutch application locks the turbine shaft to the transmission main shaft so that they rotate together. The rear sun gear is splined to both the transmission main shaft and the center ring gear and all three parts rotate as a unit. With the front planetary carrier anchored against rotation (by second clutch application),
2–20
the rotating center ring gear rotates the center sun gear. The center sun gear is splined to the sun gear shaft to which the front sun gear is splined. The rotating front sun gear rotates the front carrier pinions whose carrier is anchored. The front carrier pinions rotate the front ring gear which, along with the center carrier, is splined to the rear planetary carrier through a connecting drum. Rotation of the connecting drum drives the output shaft, through the splines of the rear planetary carrier, at a speed reduction of 2.09:1.
Copyright©1996GeneralMotorsCorp.
DESCRIPTION AND OPERATION TORQUE CONVERTER LOCKUP CLUTCH
FOURTH CLUTCH
THIRD CLUTCH
SECOND CLUTCH
FORWARD CLUTCH
FIRST CLUTCH
CENTER PLANETARY
OUTPUT SHAFT
TURBINE SHAFT Clutch Applied Torque Path
REAR PLANETARY CONNECTING DRUM MAIN SHAFT
SUN GEAR SHAFT FRONT PLANETARY
V00273.11
Figure 2–5. Model MT 640 or MT 643 — Third Range Torque Path
f. Third Range Operation (MT 640, 643) (Figure 2–5). Engine torque is transmitted through the lockup clutch as described in Paragraph 2–27b. The forward and third clutches are applied. Third clutch application anchors the sun gear shaft against rotation, which prevents the integral center sun gear from rotating. Forward clutch application locks the turbine shaft and the main shaft together so that they rotate as a unit. The rear sun gear is splined to both the main shaft and the
center ring gear, and rotates at input speed. With the center sun gear held stationary and the center ring gear rotating, the ring gear drives the center planetary pinions. This rotates the center planetary carrier at a speed reduction of 1.39:1. This carrier and the rear planetary carrier are splined to the planetary connecting drum and rotate as a unit. The output shaft, being splined to the rear carrier, rotates at the same speed as the center planetary carrier.
Copyright©1996GeneralMotorsCorp.
2–21
MT(B) 640, 643, 650, 65 3 AUTO MATIC TRANSMISSIONS TORQUE CONVERTER LOCKUP CLUTCH
FOURTH CLUTCH
THIRD CLUTCH
SECOND CLUTCH
FORWARD CLUTCH
FIRST CLUTCH
CENTER PLANETARY
OUTPUT SHAFT
TURBINE SHAFT Clutch Applied Torque Path
REAR PLANETARY CONNECTING DRUM MAIN SHAFT
SUN GEAR SHAFT FRONT PLANETARY
V00273.12
Figure 2–6. Model MT 640 or MT 643 — Fourth Range Torque Path
g. Fourth Rang e Oper ation (MT 6 40, 643 ) (Figure 2–6). Engine torque is transmitted through the lockup clutch as described in Paragraph 2–27b. The forward and fourth clutches are applied. With these clutches applied, the transmission main shaft and center sun gear shaft are locked together and rotate as a
2–22
unit at input speed. With the center sun gear and rear sun gear rotating at the same speed (locked together) and their respective carriers splined to the planetary connecting drum, all components rotate at the same speed. The transmission output shaft is splined to the rear carrier and produces an output ratio of 1.00:1.
Copyright©1996GeneralMotorsCorp.
DESCRIPTION AND OPERATION TORQUE CONVERTER LOCKUP CLUTCH
FOURTH CLUTCH
THIRD CLUTCH
SECOND CLUTCH
FORWARD CLUTCH
FIRST CLUTCH
CENTER PLANETARY
OUTPUT SHAFT
TURBINE SHAFT Clutch Applied Torque Path
REAR PLANETARY CONNECTING DRUM MAIN SHAFT
SUN GEAR SHAFT FRONT PLANETARY
V00273.13
Figure 2–7. Model MT 640 or MT 643 — Reverse Range Torque Path
h. Reverse Range Operation (MT 640, 643) (Figure 2–7). Engine torque is transmitted through the converter as described in Paragraph 2–27 a. Reverse range is the only range in which the forward clutch is not applied. In this range, the fourth clutch is applied and rotates the sun gear shaft (with the front sun gear splined to it) at input speed. The first clutch is also applied and anchors the rear ring gear against rotation. The center sun gear rotates the center carrier pinions
which, in turn, rotate the center ring gear in the opposite direction. The center carrier is splined to the planetary connecting drum, which is splined to the rear carrier. The reverse direction of rotation of the center ring gear rotates the rear sun gear. This causes the rear planetary pinions to drive the rear carrier in a reverse direction, within the stationary ring gear. The transmission output shaft, splined to the rear carrier, rotates in a reverse direction at a speed reduction of 5.67:1.
Copyright©1996GeneralMotorsCorp.
2–23
MT(B) 640, 643, 650, 65 3 AUTO MATIC TRANSMISSIONS TORQUE CONVERTER LOCKUP CLUTCH
FOURTH CLUTCH
THIRD CLUTCH
SECOND CLUTCH
FORWARD CLUTCH
CENTER PLANETARY
FIRST CLUTCH LOW CLUTCH OUTPUT SHAFT
LOW PLANETARY TURBINE SHAFT Clutch Applied Torque Path
REAR PLANETARY CONNECTING DRUM MAIN SHAFT
SUN GEAR SHAFT FRONT PLANETARY
V00272.10
Figure 2–8. Model MT 650 or MT 653 — Neutral Torque Path
i. Neutral O peration (M T 650 , 653 ) (Figure 2–8). Engine torque is transmitted through the torque converter as described in Paragraph 2–27a. Although the first clutch is applied, the forward clutch is not en-
2–24
gaged and torque is not transmitted beyond the fourth clutch hub. Two clutches must be applied to produce output shaft rotation.
Copyright©1996GeneralMotorsCorp.
DESCRIPTION AND OPERATION TORQUE CONVERTER LOCKUP CLUTCH
FOURTH CLUTCH
THIRD CLUTCH
SECOND CLUTCH
FORWARD CLUTCH
CENTER PLANETARY
FIRST CLUTCH LOW CLUTCH OUTPUT SHAFT
LOW PLANETARY TURBINE SHAFT Clutch Applied Torque Path
REAR PLANETARY CONNECTING DRUM MAIN SHAFT
SUN GEAR SHAFT FRONT PLANETARY
V00272.11
Figure 2–9. Model MT 650 or MT 653 — First Range Torque Path
j. First Range Operation (MT 650, 653) (Figure 2–9). Engine torque is transmitted through the torque converter as described in Paragraph 2–27a. The forward clutch and the low clutch are applied. Forward clutch application locks the turbine shaft and the transmission main shaft together so that they rotate as a unit. Low clutch application anchors the low planetary carrier against rotation. The rear planetary sun gear (splined to the transmission main shaft) rotates the rear planetary pinions; however, the rear planetary carrier
resists rotation because it is restrained by the output shaft to which it is splined. This causes the rear planetary carrier ring gear to rotate. The low planetary sun gear is splined to the rear planetary ring gear and rotates with it. The low planetary sun gear rotates the pinions. Since the low planetary carrier is anchored against rotation, the pinions rotate the low planetary ring gear which, in turn, rotates the output shaft to which it is splined, at a speed reduction of 8.05:1.
Copyright©1996GeneralMotorsCorp.
2–25
MT(B) 640, 643, 650, 65 3 AUTO MATIC TRANSMISSIONS TORQUE CONVERTER LOCKUP CLUTCH
FOURTH CLUTCH
THIRD CLUTCH
SECOND CLUTCH
FORWARD CLUTCH
CENTER PLANETARY
FIRST CLUTCH LOW CLUTCH OUTPUT SHAFT
LOW PLANETARY TURBINE SHAFT Clutch Applied Torque Path
REAR PLANETARY CONNECTING DRUM MAIN SHAFT
SUN GEAR SHAFT FRONT PLANETARY
V00272.12
Figure 2–10. Model MT 650 or MT 653 — Second Range Torque Path
k. Second Ra nge Op eration (MT 650 , 653) (Figure 2–10). Engine torque is transmitted through the torque converter as described in Paragraph 2–27a. The forward clutch and the first clutch are applied. Forward clutch application locks the turbine shaft and the transmission main shaft together so that they rotate as a unit. First clutch application anchors the rear ring gear against rotation. The rear sun gear is splined to
2–26
the main shaft and rotates with it, and rotates the planetary pinions. The pinions are part of the planetary carrier which is splined to the output shaft. With the rear planetary ring gear held stationary by the applied first clutch, and with the rear sun gear rotating the pinions, the rear planetary carrier rotates within its ring gear and drives the output shaft at a speed reduction of 3.58:1.
Copyright©1996GeneralMotorsCorp.
DESCRIPTION AND OPERATION TORQUE CONVERTER LOCKUP CLUTCH
FOURTH CLUTCH
THIRD CLUTCH
SECOND CLUTCH
FORWARD CLUTCH
CENTER PLANETARY
FIRST CLUTCH LOW CLUTCH OUTPUT SHAFT
LOW PLANETARY TURBINE SHAFT Clutch Applied Torque Path
REAR PLANETARY CONNECTING DRUM MAIN SHAFT
SUN GEAR SHAFT FRONT PLANETARY
V00272.13
Figure 2–11. Model MT 650 or MT 653 — Third Range Torque Path
l. Third Range Operation (MT 650, 653) (Figure 2–11). Engine torque is transmitted through the torque converter as described in Paragraph 2–27a. The forward clutch and the second clutch are applied. Forward clutch application locks the turbine shaft and the transmission main shaft together so that they rotate as a unit. Second clutch application anchors the front planetary carrier against rotation. The rear sun gear is splined to both the transmission main shaft and the center planetary ring gear and all three rotate as a unit. With the front planetary carrier anchored against rota-
tion by second clutch application, the rotating center ring gear rotates the center sun gear. The center sun gear is integral with the sun gear shaft to which the front sun gear is splined. The rotating front sun gear rotates the front carrier pinions whose carrier is anchored. The front carrier pinions rotate the front ring gear which, along with the center carrier, is splined to the rear planetary carrier through a connecting drum. Rotation of the connecting drum drives the output shaft through the splines of the rear planetary carrier at a speed reduction of 2.09:1
Copyright©1996GeneralMotorsCorp.
2–27
MT(B) 640, 643, 650, 65 3 AUTO MATIC TRANSMISSIONS TORQUE CONVERTER LOCKUP CLUTCH
FOURTH CLUTCH
THIRD CLUTCH
SECOND CLUTCH
FORWARD CLUTCH
CENTER PLANETARY
FIRST CLUTCH LOW CLUTCH OUTPUT SHAFT
LOW PLANETARY TURBINE SHAFT Clutch Applied Torque Path
REAR PLANETARY CONNECTING DRUM MAIN SHAFT
SUN GEAR SHAFT FRONT PLANETARY
V00272.14
Figure 2–12. Model MT 650 or MT 653 — Fourth Range Torque Path
m. Fourth Range Oper ation (MT 650 , 653) (Figure 2–12). Engine torque is transmitted through the lockup clutch as described in Paragraph 2–27b. The forward and third clutches are applied. Third clutch application anchors the sun gear shaft against rotation, which prevents the integral center sun gear from rotating. Forward clutch application locks the turbine shaft and the main shaft together so that they rotate as a unit. The rear sun gear is splined to both the main shaft and
2–28
the center planetary ring gear and rotates at input speed. With the center sun gear held stationary, the center ring gear drives the center planetary carrier pinions. This rotates the center planetary carrier at a speed reduction of 1.39:1. This carrier and the rear planetary carrier are splined to the planetary connecting drum and rotate as a unit. The output shaft, splined to the rear carrier, rotates at the same speed as the center planetary carrier.
Copyright©1996GeneralMotorsCorp.
DESCRIPTION AND OPERATION TORQUE CONVERTER LOCKUP CLUTCH
FOURTH CLUTCH
THIRD CLUTCH
SECOND CLUTCH
FORWARD CLUTCH
CENTER PLANETARY
FIRST CLUTCH LOW CLUTCH OUTPUT SHAFT
LOW PLANETARY TURBINE SHAFT Clutch Applied Torque Path
REAR PLANETARY CONNECTING DRUM MAIN SHAFT
SUN GEAR SHAFT FRONT PLANETARY
V00272.15
Figure 2–13. Model MT 650 or MT 653 — Fifth Range Torque Path
n. Fifth Ran ge Ope ration (MT 650 , 653) (Figure 2–13). Engine torque is transmitted through the lockup clutch as described in Paragraph 2–27b. The forward and fourth clutches are applied. With the clutches applied, the transmission main shaft and center sun gear shaft are locked together and rotate as a unit at input
speed. With the center sun gear and the rear sun gear rotating at the same speed (locked together) and their respective carriers splined to the planetary connecting drum, all components rotate at the same speed. The output shaft is splined to the rear carrier and produces an output ratio of 1.00:1.
Copyright©1996GeneralMotorsCorp.
2–29
MT(B) 640, 643, 650, 65 3 AUTO MATIC TRANSMISSIONS TORQUE CONVERTER LOCKUP CLUTCH
FOURTH CLUTCH
THIRD CLUTCH
SECOND CLUTCH
FORWARD CLUTCH
CENTER PLANETARY
FIRST CLUTCH LOW CLUTCH OUTPUT SHAFT
LOW PLANETARY TURBINE SHAFT Clutch Applied Torque Path
REAR PLANETARY CONNECTING DRUM MAIN SHAFT
SUN GEAR SHAFT FRONT PLANETARY
V00272.16
Figure 2–14. Model MT 650 or MT 653 — Reverse Range Torque Path
o. Reverse Ran ge Ope ration (MT 650 , 653) (Figure 2–14). Engine torque is transmitted through the converter as described in Paragraph 2–27 a. Reverse range is the only range in which the forward clutch is not applied. In reverse range, the fourth clutch is applied, rotating the sun gear shaft (with the front sun gear splined to it) at input speed. The first clutch is also applied and anchors the rear ring gear against rotation. The center sun gear rotates the center carrier
2–30
pinions, which rotate the center ring gear in the opposite direction. The center carrier is splined to the planetary connecting drum, which is splined to the rear carrier. The reverse direction of rotation of the center ring gear rotates the rear sun gear. This causes the rear planetary pinions to drive the rear carrier in a reverse direction, within the stationary ring gear. The transmission output shaft, splined to the rear planetary carrier, rotates in a reverse direction at a speed reduction of 5.67:1.
Copyright©1996GeneralMotorsCorp.
Section 3 — PREVENTIVE MAINTENANCE 3–1.
SCOPE
a. This section describes the routine and periodic procedures required to maintain the transmission in good operating condition. Topics covered include inspection, hydraulic system maintenance, storage procedures, linkage adjustment, and shift point adjustment. A troubleshooting chart is included at the back of this section. b. For transmission removal and installation guidelines, engine adaptation hardware specifications, and road test checks, refer to the MT(B) 600 Series Mechanic’s Tips, MT1357EN.
3–2. INSPECTION AND CARE a. Clean and inspect the exterior of the transmission at regular intervals. The severity of service and operating conditions will determine the frequency of such inspections. Inspect the transmission for: • loose bolts (transmission and mounting components) • transmission fluid leaks* • shift linkage freely positioned by transmission detent • full (and ease of) movement of mechanical
modulator linkage • vacuum or air line and modulator for leaks • damaged or loose hydraulic lines • worn or frayed electrical connections • driveline U-joints and slip fittings • speedometer cable and fittings • PTO linkage and driveline
b. Check the transmission fluid level at the intervals specified in the vehicle operator’s manual.
and clutches will not receive an adequate supply of fluid. If the level is too high, the fluid will aerate, the transmission will overheat, and fluid may be expelled through the breather or dipstick tube. b. Foaming and Aerating
1. Transmission performance will be affected when the fluid foams or aerates. The primary causes of aeration are low fluid in the sump, too much fluid in the sump, or a defective or missing sealring on the intake pipe. 2. A low fluid level (indicated on the dipstick) will not completely envelop the fluid filter. Fluid and air are drawn in by the input pump and directed to the clutches and converter, causing converter cavitation noises and irregular shifting. Aeration also changes the viscosity and color of the fluid to a thin milky liquid. 3. At normal fluid level (FULL mark on the dipstick), the fluid is slightly below the planetary gear units. If the transmission is overfilled, bringing the fluid level above the FULL mark, the planetary units will run in the fluid, causing it to become aerated. Overheating and irregular shift patterns can occur when the fluid is aerated. 4. A defective sealring 31 or 39 (Foldout 10,A), or 9 (Foldout 10,B) on the filter tube will cause the input pump to draw air and fluid from the sump, causing the fluid to become aerated.
3–4. DIPSTICK MARKINGS Two dipstick variations are available for use with the MT 600 Series transmissions. Differences in fill tube placement and dipstick orientation may change the markings slightly. Refer to Figures 3–1 through 3–4 for typical dipstick markings and panfluid levels.
3–3. IMPORTANCE OF PROPER TRANSMISSION FLUID LEVEL
NOTE:
a. Effects of Impr oper F luid Leve l. Because the transmission fluid cools, lubricates, and transmits hy-
The HOT RUN band for the 7.14 inch (181.36 mm) pan is below the split line. The bottom of the HOT RUN band is 1.75 inch (44.5 mm) below the split line
draulic power, it is important that the proper fluid level be maintained at all times. The transmission fluid is used to apply clutches and to lubricate and cool the components. If the fluid level is too low, the converter
of the transmission and oil pan. The REF FILL (COLD RUN) band is not provided with this configuration.
* Transmission fluid leaks require immediate attention.
Copyright©1996GeneralMotorsCorp.
3–1
MT(B) 640, 643, 650, 65 3 AUTO MATIC TRANSMISSIONS 3–5. TRANSMISSION FLUID LEVEL CHECK PROCEDURE
1.80" (46 mm) 1.50" (38 mm) 0.75" (19 mm)
WARNING! When checking the transmission fluid level, be sure that the parking brake and/or emergency brakes are set and properly engaged, and the wheels are blocked. Unexpected and possible sudden movement may occur if these precautions are not taken.
TOP OF OIL PAN
FULL
HOT RUN ADD
COLD RUN
a. Preparation
1. Always check the transmission fluid level at least twice. Consistency is important in maintaining accuracy. If inconsistent dipstick readings persist, check for proper venting of the transmission breather and/or fill tube. A clogged breather can force fluid up into the fill tube and cause an inaccurate reading. A dipstick that anchors inside the top end of an unvented fill tube can draw fluid up into the tube during removal and give an inaccurate reading. 2. Clean around the end of the fill tube before removing the dipstick. Dirt or foreign material must not be allowed to enter the transmission because it can cause valves to stick, cause undue wear of transmission parts, or clog passages. Check the fluid level by the following procedures and record any abnormal level on your maintenance records. 3. Transmission input speed and fluid temperature significantly affect the fluid level. An increase in input speed lowers the fluid level; an increase in fluid temperature raises the fluid level. The fluid level must always be checked with the engine at idle (600–650 rpm) and the transmission in N (Neutral). b. Cold Check
V00274
Figure 3–1. Flui d Level s for 4.3 In ch Pan — MT 640, 643, 650, 653
E L D I T A I L L AO R® T N UO E R NX N I E D
E L D I T A I L L AO R® T N UO E R NX N I E D KE CU S E H C—
T N O U H R
TRANSMISSION OIL PAN SPLITLINE
K C E H C
E S U —
FULL
0.75" (19 mm)
0.75" (19 mm) 1.80" (46 mm)
ADD
1.50" (38 mm)
D N L U O R C
NOTE: • A Cold Check is performed with dipsticks similar to those illustrated in Figures 3–2 and 3–4.
V00275
• The fluid level rises as sump temperature increases. DO NOT FILL above the REF FILL (COLD RUN) band if the transmission fluid is below normal operating temperature.
3–2
Figure 3–2. Dipst ick Mar kings fo r 4.3 Inch Pan — MT 640, 643, 650, 653 (Earlier and Later Models)
Copyright©1996GeneralMotorsCorp.
PREVENTIVE MAINTENANCE 1. Park the vehicle on a level surface, apply the parking brake, and block the wheels. 2. Operate the engine at 1000–1500 rpm for one minute to purge air from the system. Allow the engine to idle. Shift to D (Drive) and then to R (Reverse) to fill the hydraulic circuits with fluid. Then, shift to N (Neutral). The sump temperature should be 60–120°F (16–50°C).
0.75" 1.50" 2.22" 2.55" (19 mm) (38 mm) (57 mm) (65 mm)
TOP OF OIL PAN
FULL HOT RUN
3. After wiping the dipstick clean, check the fluid
REF FILL
ADD
level. the or fluid level is (Figure in the COLD RUN (FigureIf3–2) REF FILL 3–4) bands, the level is satisfactory for operating the transmission until the fluid is hot enough to perform a Hot Check. If the fluid level is not within these parameters, raise or lower the fluid level to bring it within the band. 4. Perform a Hot Check at the first opportunity after normal operating temperature is reached (160–200°F (71–93°C) sump temperature; 180–220°F (82–104°C) converter-out temperature).
V03275
Figure 3–3. Flui d Level f or 5.10 Inc h Pan — MT 643, 653
C H E C K
c. Hot Check
C H E IN
N E U T
TRANSMISSION OIL PAN SPLITLINE R A L AT
NOTE: A Hot Check is performed with all dipstick designs (Figures 3–2 and 3–4).
C K
ID L E
N E U
TRANSMISSION OIL PAN SPLITLINE T R A L AT
0.75" (19.0 mm)
R HO U T N
IN
1.50" (38.0 mm)
ID L
0.75" (19.0 mm) E
2.55" (64.8 mm) R HO U T N
1.50" (38.0 mm)
2.22" (57.1 mm)
1. Operate the transmission until normal operating temperature is reached (160–200°F (71– 93°C) sump temperature; 180–220°F (82– 104°C) converter-out temperature). Shift to D (Drive) and then to R (Reverse) to fill the hydraulic circuits with fluid.
F RE IL F L
5.10 in. OIL PAN
7.14 in. OIL PAN V03276
2. Park the vehicle on a level surface and shift to N (Neutral). Apply the parking brake, block the wheels, and allow the engine to idle.
3. After wiping thesafe dipstick clean, check the fluid level. The operating level is anywhere between the FULL and ADD lines (Figure 3–2) or within the HOT RUN band (Figures 3–2 and 3–4).
Figure 3–4. Dipstick Markings for 5.10 and 7.14 Inch Pan (Later Models)
4. If the fluid level is outside of these parameters, raise or lower the fluid level to bring it within the correct markings on the dipstick.
Copyright©1996GeneralMotorsCorp.
3–3
MT(B) 640, 643, 650, 653 AUTO MATIC TRANSMISSIONS 3–6. KEEPING TRANSMISSION FLUID CLEAN Transmission fluid must be handled in clean containers to prevent foreign material from entering the transmission. Lay the dipstick in a clean place while filling the transmission.
in tubes, hoses, external filters, seals, etc., are compatible with C-4 fluids.
CAUTION: Disregarding minimum fluid temperature limits can result in transmission malfunction or reduced transmission life.
CAUTION: Containers or fillers that have been used to must handle antifreeze or engine coolant solution never be used for transmission fluid. Antifreeze and coolant solutions contain ethylene glycol which, if introduced into the transmission, can cause the clutch plates to fail.
3–7. TRANSMISSION FLUID RECOMMENDATIONS a. Recommended Automatic Transmission Fluid
1. Hydraulic fluids (oils) used in the transmission are important influences on transmission performance, reliability, and durability. Use DEXRON®-III fluids for standard duty, onhighway applications. Use C-4 fluids (Allison approved SAE 10W or SAE 30) for severe duty and off-highway applications. Also use type C-4 SAE 30 in all applications where the ambient temperature is consistently above 95°F (35°C). 2. Some DEXRON®-III fluids are also qualified as type C-4 fluids. To ensure the fluid is qualified for use in Allison transmissions, check for a DEXRON®-III or C-4 fluid license, or approval numbers on the container, or consult the lubricant manufacturer. Consult your Allison Transmission dealer or distributor before using other fluid types. Fluid types such as Type F, and universal farm fluids may or may not be properly qualified for use in your Allison transmission. 3. Before using type C-4 fluids, consult the vehicle manufacturer to ensure that materials used
3–4
b. Recommended Vi scosity Grade. When choosing the optimum viscosity grade of fluid to use, duty cycle, preheat capabilities, and/or geographical location must be taken into consideration. Table 3–1 lists the minimum fluid temperatures at which the transmission may be safely operated. Preheat with auxiliary heating equipment or by running the vehicle with the transmission in N (Neutral) for a minimum of 20 minutes before attempting range operation. Table 3–1. Operating Temperature Requirements for Transmission Fluid (Ambient Temperature Below Which Preheat is Required)
Viscosity Grade
SAE 0W-20
Fahrenheit
–31
DEXRON®-III SAE 10W
–22 –4
SAE 15W-40 SAE 30 SAE 40
Celsius
–35
5 32 50
–30 –20 –15 0 10
3–8. TRANSMISSION FLUID AND FILTER CHANGE INTERVALS Transmission fluid and filter change frequency is determined by the severity of transmission service and by the filter equipment installed. Table 3–2 is a general guide. More frequent changes may be required when the fluidthe is visually contaminated, whenofoperations subject transmission to high levels contamination or overheating, or if fluid analysis indicates that the fluid is oxidized beyond the limits listed in Table 3–3.
Copyright©1996GeneralMotorsCorp.
PREVENTIVE MAINTENANCE Table 3–2. Transmission Fluid and Filter Change Intervals Transmission Application
Fluid Change
Internal Sump
Governor Filter
External Auxiliary Filters**
On-Highway
25,000 miles (40 000 km) or 12 months*
Paper Filter: 25,000 miles (40 000 km) or 12 months* Stainless Steel Screen: At overhaul
25,000 miles (40 000 km) or 12 months*
After first 5000 miles (8 000 km) and at normal fluid change intervals thereafter*
Off-Highway
1000 hours max or 12 months*
Paper Filter: 1000 hours maximum or 12 months* Stainless Steel Screen: At
1000 hours max or 12 months*
After first 500 hours and at normal fluid change intervals thereafter*
* Whichever occurs first.
overhaul
** When an Allison high-efficiency filter is used, the change interval is until the Change Filter light indicates the filter is contaminated or until it has been in use for three years, whichever occurs first. No mileage restrictions apply.
Table 3–3. Fluid Oxidation Mea surement Limits Measurement
Viscosity
L i mi t
+/- 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%byvolumemaximum
b. Metal Pa rticles. Metal particles in the fluid (except for the minute particles normally trapped in the filter) indicate damage has occurred in the transmission. When these particles are found in the sump or on the magnetic plate in the bottom of the pan, the transmission must be disassembled and closely inspected to find the source. Metal contamination requires complete disassembly of the transmission and cleaning of all internal and external circuits, cooler, and all other areas where the particles could lodge. Refer to application of the auxiliary filter, Paragraph 3–9d.
* A = Absorbance units Refer to SIL 17-TR-83 for fluid analysis techniques and data interpretation. Consult your local industrial yellow pages for fluid analysis firms. Use one fluid analysis firm as results from various firms cannot be accurately compared. Refer to the Technician's Guide for Automatic Transmission Fluid (GN2055EN) for additional information.
3–9. TRANSMISSION FLUID CONTAMINATION a. Examine at Fluid Change. At each fluid change, examine the fluid which is drained for evidence of dirt or engine coolant (water). A normal amount of condensation will emulsify in the fluid during operation of the transmission. 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 (heat exchanger) is another sign of leakage. This may indicate leakage from the engine oil system. Any accumulation of sludge or soft dirt in the sump should be removed.
CAUTION: If excessive metal contamination has occurred, inspection of the cooler and all bearings within the transmission is recommended.
c. Coolant Le akage
1. If engine coolant leaks into the transmission hydraulic system, immediate action must be taken to prevent malfunction and possible serious damage. The transmission must be completely disassembled, inspected, and cleaned. All traces of the coolant, and varnish deposits resulting from coolant contamination, must be removed. Clutch plates contaminated with ethylene glycol must be replaced. 2. A Gly-Tek test kit to detect gl ycol in transmission fluid can be obtained from Nelco
Copyright©1996GeneralMotorsCorp.
3–5
MT(B) 640, 643, 650, 65 3 AUTO MATIC TRANSMISSIONS Company, 1047 McKnight Road South, St. Paul, Minnesota 55119.
5. Use one of the following recommended auxiliary filters: Filter Assembly
NOTE: Some transmission fluids will give a positive indication because of “additives” in the fluid. When test results are questionable, test a clean (unused) sample of the same type or brand of fluid to confirm results.
Allison 29510922* PF141
ACPM13-16 FramHP1-2 Purolator OF-15C-1 Purolator PER-20-10
PF897 HP1 OF-2C-1 PER-20
*
d. Auxiliary Filter
NOTE: Transmissions equipped with a stainless steel sump screen must have an auxiliary filter in the external transmission cooling circuit.
1. If a condition occurs that introduces debris into the hydraulic system, completely clean up the cooler and lines. 2. Repeated cleaning and flushing may not remove all debris. For models with retarder, replace the main cooler. For models without retarder, installation of an auxiliary filter (Figure 3–5) in the cooler-out line (between cooler and transmission) is required if such a filter does not already exist. This requirement applies whether the transmission is overhauled or replaced by a new or rebuilt unit. 3. If any doubt exists about the clean-up of the cooler, replace the cooler. 4. The auxiliary filter must have a 40 micron or finer filter element and a maximum filter pressure drop of 3 psi (21 kPa) at 8 gpm (30 liters/ minute) at 180°F (82°C). The finest filtration allowed is a filter that removes 100 percent of all particles larger than 6 micron. The maximum external circuit pressure drop at normal operating temperature must not exceed 23 psi (159 kPa) at 2000 rpm in N (Neutral).
3–6
Filter Element
Allison 29510923* ACPM16-1
High-efficiency filter and element are available from your authorized Allison distributor. Refer to SIL 12-TR-93 (latest revision).
6. Install the filter in the line from the cooler to the transmission. Use No. 12 hose (minimum ID of 5⁄8 inch (15.7 mm)) of sufficient length to permit power pack movement. Hose fittings must have a minimum ID of 0.484 inch (12.29 mm). The hose must meet SAE 100 R5 specifications, with an operating range of –40 to 330°F (–40 to 165°C). 7. The total cooler circuit (to and from the cooler) pressure drop must not exceed 23 psi (159 kPa) in neutral, at 2000 rpm and normal operating temperature. Filter bypass opening pressure on units not equipped with a differential pressure indicator (∆P switch) must be 5–9 psi (34–62 kPa). The Allison high-efficiency filter has a ∆P switch that monitors pressure drop across the filter and illuminates a warning light if the ∆P exceeds 8 psi (55 kPa). The filter bypass valve will open if ∆P exceeds 12 psi (82 kPa). 8. External auxiliary filter element change intervals can be determined according to Table 3–2, Paragraph 3–8.
3–10. TRANSMISSION FLUID AND FILTER CHANGE PROCEDURES a. Fluid Change Procedure (Standard Configuration, 4.3 and 5.1 Inch Pan) (Foldout 10,A)
1. The transmission should be at the normal operating temperature of 160–200°F (71–93°C) to assist draining. Shift the transmission to N (Neutral) and turn off the engine. 2. Remove drain plug 43 and gasket 44 from the right side of the pan. Allow the fluid to drain.
Copyright©1996GeneralMotorsCorp.
PREVENTIVE MAINTENANCE RADIATOR
FROM COOLER
ENGINE
TO COOLER
TRANSMISSION
T N A L O O C
TRANSMISSION FLUID FROM COOLER
T N A L O O C
NAMEPLATE TYPICAL COOLER AUXILIARY FILTER
TRANSMISSION FLUID TO COOLER V03129
Figure 3–5. Installation of External Auxiliary Filter
NOTE: Transmissions equipped with a stainless steel sump screen do not require pan removal or filter replacement until overhaul, unless the transmission has had a failure resulting in contamination of the fluid. Steps (3) through (12) describe the procedure for changing paper element or stainless steel screen sump filters. Proceed to Step (13) if not replacing a sump screen filter.
element with sump screen and integral filter tube assembly 40. For 5.10 inch pan models, remove spacer 37 if replacing a paper filter with the sump screen assembly. For transmissions equipped with a sump screen filter, remove filter retaining bolt 42 and filter assembly 40.
3. Remove pan 46, gasket 34 or 41, and the fill tube from the transmission. Discard the gasket. Clean the pan.
5. Check the current Parts Catalog PC1316EN for the proper replacement filter. Keep filters in their carton until ready for installation. If replacing a paper filter element with a stainless steel sump screen, the transmission nameplate must have the letters “AA” stamped into the nameplate to indicate the modification.
4. For transmissions equipped with paper element filter 33, remove washer-head screw 35 that retains the filter. Remove the filter and discard. Filter tube 32 is not integral with the filter. Do not discard the tube unless replacing the paper
6. Install filter tube 32 into a new paper filter element assembly 33 (if used). Install a new sealring 31 or 39 onto filter tube 32 or sump screen filter assembly 40. Lubricate the sealring with transmission fluid. Install the new filter, insert-
Copyright©1996GeneralMotorsCorp.
3–7
MT(B) 640, 643, 650, 653 AUTO MATIC TRANSMISSIONS ing the filter tube into the hole in the bottom of the transmission. Secure the filter with 5⁄16-18 x 5⁄8 inch washer-head screw 35 or 42. For 5.10 inch deep pans not upgraded to the sump screen, secure the filter assembly and spacer 37 with a 5⁄16-18 x 11⁄4 inch washer-head screw. Tighten the filter retaining screw to 10–15 lb ft (14–20 N·m).
CAUTION:
16. Check the fluid level using the procedure described in Paragraph 3–5. 17. Refer to Table 3–2 and determine when the
Do not use gasket-type sealing compounds, fibrous greases, or nonsoluble, vegetable-base cooking compounds any place inside the transmission or where they could be flushed into the transmission hydraulic system.
7. Place gasket 34 or 41 onto the pan. Sealer or cement may be applied only to the area of the pan flange that is outside the raised bead of the flange. 8. Install the gasket and pan 46, carefully guiding them into place. Guard against dirt or foreign material entering the pan. Retain the pan to the housing with four 5⁄16-18 washer-head screws 48. Install screws by hand, one at a time, into the corners of the pan. 9. Install the remaining seventeen washer-head screws 48 by hand, carefully threading each through the gasket and into the transmission. Bottom all screws before tightening them. 10. Alternately tighten screws 180 degrees apart to 5 lb ft (6.7 N·m). Repeat the process, tightening the screws to 15–20 lb ft (20–27 N·m). 11. Install the fill tube at the side of the pan. 12. Check Dimension A (Figure 3–6) to determine what oil pan boss is present. If Dimension A is 0.570–0.580 inch (14.48–14.73 mm), tighten the tube fitting to 65–75 lb ft (88–102 N·m). If Dimension A is 0.670–0.680 inch (17.02– 17.27 mm), tighten the tube fitting to 90–100 lb ft (122–136 N·m). 13. Install drain plug 43 and gasket 44. Tighten the plug to 15–20 lb ft (20–27 N·m). 14. Replace the external auxiliary filter element (cooler-out line), if present. Refer to Paragraph 3–9d. 3–8
15. Refill the transmission with transmission fluid. Use approximately 12 U.S. quarts (11 liters) of fluid for the 4.3 inch pan and 15 U.S. quarts (14 liters) of fluid for the 5.10 inch pan. These quantities of fluid will vary depending on external circuits.
next fluid and filter changes will be required. If labels are available (Figure 3–7), fill in the appropriate dates and affix the labels in a conspicuous location in the vehicle. b. Fluid Change Procedures (External Access Heavy-Duty Configuration, 7.14 Inch Pan) (Foldout 10,B)
1. The transmission should be at the normal operating temperature of 160–200°F (71–93°C) to assist draining. Shift the transmission to N (Neutral) and turn off the engine. 2. Remove drain plug 23 from rear or side of pan. Allow the fluid to drain. 3. Remove bolt 21 and nut 22. Remove strap 20, filter cover 19, spring 17, and retainer 16. 4. Remove filter 14. Discard the filter retainer sealring 15 and filter cover sealring 18. 5. Install a new sealring 15 on filter retainer 16. Install filter 14 and retainer into external access canister 11. 6. Install a new filter cover sealring 18 onto the lip of the pan. Install spring 17 into cover 19 and place over the filter retainer. 7. Install strap 20, 5⁄16-24 x 7⁄8 bolt 21, and nut 22 onto pan. Torque the bolt to 11–14 lb ft (15–19 N·m). 8. Refill the transmission with transmission fluid. Use approximately 17 U.S. quarts (16 liters). The quantity of fluid will vary depending on external circuits.
Copyright©1996GeneralMotorsCorp.
PREVENTIVE MAINTENANCE
A Dimension A 0.570–0.580 in. (14.48–14.73 mm) 0.670–0.680 in. (17.02–17.27 mm) NOTE:
Torque Specifications 65 –75 lb ft (88–102 N·m ) 90–100 lb ft (122–136 N·m)
Except for Dimension A, the oil pan in Figure 3–6 does not represent all MT oil pan configurations. V03277
Figure 3–6. Measuring the Length of Oil Pan Boss to Identify Torque Requirements
Allison Transmission
Next Transmission Fluid Change is Due
Allison Transmission
Next Transmission Internal Filter Change is Due Miles/km
Miles/km or Date
V02883
Figure 3–7. Typical Fluid and Filter Change Reminder Labels
9. Check the fluid level using the procedure described in Paragraph 3–5. Refer to Paragraph 3–4 for dipstick calibration specifications. 10. Refer to Table 3–2 and determine when the next fluid and filter changes will be required. If labels are available (Figure 3–7), fill in the appropriate dates and affix the labels in a conspicuous location in the vehicle. c. Governor Fi lter Chan ge Pro cedures 1. MT 643, 653 — Earlier Models. Remove the pipe plug that retains the governor oil screen (Figure 3–8). If the filter is undamaged, clean
and reinstall it. If damaged, install a new filter. The open end must be installed first, into the transmission rear cover. Install the pipe plug to retain the filter. Tighten the plug to 4–5 lb ft (5.5–6.7 N·m). 2. MT 643, 653 — Later Models. For MT 643 (Foldout 12,A), remove hex plug 14, sealring 13, and governor filter 12 from the rear cover (Figure 3–9). For MT 653 (Foldout 12,B), remove hex plug 22, sealring 21, and governor filter 20. Install a new filter, a new sealring, and the hex plug. Tighten the plug to 50–70 lb ft (68–95 N·m).
Copyright©1996GeneralMotorsCorp.
3–9
MT(B) 640, 643, 650, 65 3 AUTO MATIC TRANSMISSIONS 3. MTB 643, 653 Models (Foldout 18,A). Remove 7⁄8-14 hex socket plug 15 and governor filter 13 from the output retarder housing (Figure 3–10). Remove sealring 14 from the plug and discard. Install a new filter. Install a new sealring on the plug. Install the plug and tighten it to 50–70 lb ft (68–95 N·m).
3–11. BREATHER The breather is located at the top of the transmission housing and prevents pressure buildup within the transmission. The breather must be kept clean and the passage open. The prevalence of dust and dirt determines the frequency at which the breather requires cleaning. Use care when cleaning the transmission. Spraying steam, water, or cleaning solution directly at the breather can force the water or solution into the transmission.
REAR COVER
3–12. LINKAGE a. Shift Selector Lever and Control Linkage
CAUTION: • Failure to obtain proper detent in D (Drive), N (Neutral), or R (Reverse) can cause metering of the clutch-apply fluid to either forward or fourth (reverse) clutch. The resulting low apply pressure and clutch slippage will affect transmission durability. GOVERNOR OIL SCREEN H00005
Figure 3–8. MT 643, 653 Gov ernor Filter — Earlier Models
• Manual selector shafts that are center drilled at their outer ends require an M10 x 1.5-6G nut (metric thread). Shafts that are undrilled require a 3⁄8-16 nut (standard inch series). Use of the wrong nut will damage both the shaft and nut. Torque for either nut is 15–20 lb ft (20–27 N·m). Excessive torque applied to the nut without holding the lever can damage the internal lever. Do not use an impact wrench.
RETARDER
7/8-14
REAR COVER SEALRING HEX HEAD PLUG
GOVERNOR FILTER
HEX SOCKET PLUG
FILTER
H00006 H00007
Figure 3–9. MT 643 , 653 Gove rnor Filter — Later Models
3–10
Figure 3–10. MTB 643, 6 53 Gover nor Fil ter
Copyright©1996GeneralMotorsCorp.
PREVENTIVE MAINTENANCE 1. To install the shift selector lever and nut, refer to MT 600 Series Mechanic’s Tips, MT1357EN. 2. Proper adjustment of the shift selector control linkage is important as the shift selector detents must correspond exactly to those in the transmission. Periodic inspections should be made for bent or worn parts, loose threaded connections, loose bolts, and accumulation of grease and dirt. All moving joints must be kept clean and well lubricated. For connecting and adjusting the shift selector control linkage, refer to MT 600 Series Mechanic’s Tips, MT1357EN, or the vehicle manual. b. Mechanical Actuator Adjustment. The mechanical linkage must be properly adjusted for efficient performance. For installing and adjusting the mechanical modulator control, refer to MT 600 Series Mechanic’s Tips, MT1357EN. c. Other Li nkage Adjustments. For adjustments to other linkage, such as PTO, speedometer, etc., refer to MT 600 Series Mechanic’s Tips, MT1357EN.
down-inhibit), and a trimmer regulator check. If a test stand is not available, satisfactory calibration of shift points may be made after road testing the vehicle.
b. Location of Adju sting Compo nents
1. Shift points are changed by changing the positions of the adjusting rings that determine the retaining force of valve springs in the main control valve body. Refer to items 10, 17, 23, 29, and 46 (Foldout 13 or 14) and 14 (Foldout 15,B). 2. Special tool J 24314 is used to depress and rotate the adjusting rings. Clockwise rotation increases spring force and raises the shift point; counterclockwise rotation reduces spring force and lowers the shift point.
NOTE: Each notch of adjustment alters the shift point approximately 40 output shaft rpm.
3–13. ADJUSTMENT OF SHIFT POINTS c. Checks Before Adjusting Shift Points NOTE: Transmission shift points cannot be satisfactorily adjusted if the transmission has the wrong governor installed. Check the two- or three-digit code on the head of the governor with the code shown in the current Parts Catalog PC1316EN for the governor listed for your transmission assembly number.
a. Calibrated on Test Stand or i n Vehicle
1. Proper timing of shift speed points is necessary for maximum transmission performance. Shifts may be adjusted on the test stand when the transmission is rebuilt or overhauled, or during road testing of the vehicle. 2. A Kent Moore Valve and Governor Test Stand (J 25000) or Aidco (Model 250) is designed to check five principle transmission functions. It performs a checking procedure on the governor, modulator, hold regulator, shift points (up-
1. For calibration during a road test or on a test stand, warm up the transmission or test stand setup to the normal operating temperature of 160°–200°F (71°–93°C). 2. Check the engine no-load governor setting, and adjust if required, to conform to the transmission’s engine speed requirements. 3. Check the engine for satisfactory performance before checking shift points. 4. For diesel applications, check the linkage that controls the mechanical or electrical modulator valve actuator for proper travel, routing, and operation. For most gasoline applications, check the condition and routing of vacuum modulator lines, hoses, and connections. 5. Check the selector linkage for proper range selection.
Copyright©1996GeneralMotorsCorp.
3–11
MT(B) 640, 643, 650, 65 3 AUTO MATIC TRANSMISSIONS 6. Provide accurate instrumentation for observing speeds, temperatures, pressures, vacuum, etc.
5. Refer to Sections 5, 6, and 7 for procedu res covering removal and replacement of affected components.
d. Calibration by Road Test Method e. Calibration by Speedometer Readings Method NOTE: Before road test, determine the vehicle tachometer error with a test tachometer. Make corrections for error, as required, in subsequent tests.
1. Note the full-load governed speed of the engine. This is the base speed from which checks and adjustments are made.
2. Check the top speed of the vehicle in each selector hold position (first, second, and third ranges for MT 640, 643; second, third, and fourth ranges for MT 650, 653). Record the top speed for each.
2. Subtract 200 rpm from the governed speed recorded and record the remainder as the desired speed for all automatic upshifts, except the 1–2 shift of the MT 640, 643 and the 2–3 shift of the MT 650, 653. The latter two shifts should occur at full-load governed speed, less 600 rpm.
3. For checking the shift points, place the selector at D (Drive) so that all automatic shifts can occur. Drive the vehicle at full throttle from a standing start until the 3–4 (MT 640, 643) or 4–5 (MT 650, 653) upshift occurs. Record the mph at which each upshift occurs.
3. Drive the vehicle and check the engine speed (at full throttle) at which each upshift occurs. Each upshift should occur at the speeds specified in Step (2). 4. If an upshift speed does not reach the specified rpm, the shift point may be raised by adjusting (increasing) the spring force on the 1–2, 2–3, 3–4, or 4–5 shift signal valve. If the upshift speed exceeds the specified rpm, or if upshift does not occur at all, the spring force must be reduced. Adjust the force only on springs for valves that do not upshift at the proper speed. NOTE:
4. Compare the upshift speeds with the hold speeds recorded in Step (2). The 2–3 upshift in the MT 640, 643 should occur at approximately two mph below the top speed of second range; the 3–4 upshift two mph below the top speed of third range. The 3–4 and 4–5 upshifts for the MT 650, 653 should occur approximately two mph below the top speeds of third and fourth range, respectively. The 1–2 (MT 640, 643) and 2–3 (MT 650, 653) upshifts are not to be adjusted relative to hold speed. The 2–1 downshift (MT 640, 643) or 3–2 downshift (MT 650, 653) at closed throttle should occur at 3–5 mph (4–8 km/h). f. Calibration by Test Stand Method
If more than one shift signal valve spring requires adjustment in the same direction, it may be necessary to adjust the spring force on the modulator valve in the same direction. If not adjusted, the closed throttle downshifts may be abnormally high or low depending on the direction the shift signal adjusting rings were rotated. If all full throttle upshift points are too low by approximately the same amount, check adjustment of the modulator external linkage.
3–12
1. When a tachometer is not available for checking shift points, the vehicle speedometer can be used.
1. Tables 3–4 through 3–10 provide detailed information required for adjusting shift points on transmissions matched to engines having governed speeds from 2200 to 4000 rpm. 2. The adjustment procedures are as outlined in Paragraph 3–13b, except the base for checks and adjustments is output shaft speed instead of engine governed speed. Individual output shaft speed ranges are given for each shift.
Copyright©1996GeneralMotorsCorp.
Table 3–4. MT 640 Shift Points Without Modulated or Adjustable Lockup EngineGovernedSpeed—rpm MT Parts Book Group Throttle Position
Range D R 4
Full
C o p y irg h
t © 1 9 9 6 G en e alr M o t o sr C o rp .
3 – 3 1
Closed
or
DR2 DR3
2200 AK** S,
2400 AJ** Q,
2600 J
2800 K
Shift
3000 G
3200 L
3400 N
3600
4000
M
H
TransmissionOutputSpeed(rpm)atStartofShift
1–2
530–590
530–590
570–630
625–685
685–740
740–795
795–855
850–910
965–1020
2–3
875–1015
875–1015
970–1110
1110–1250
1240–1380
1255–1400
1420–1565
1445–1590
1640–1780
3C–3LU
1050–1400
1190–1600
1190–1600
1360–1615
1310–1600
1580–1870
1580–1870
1745–2155
2160–2450
3–4
1475–1625
1580–1725
1725–1870
1870–2010
2085–2230
2160–2300
2300–2445
2445–2590
2735–2880
DR3
4–3
1560Min
1850Min
DR2
3–2
945–1300
1190–1470
1280–1580
1340–1580
1450–1900
1530–1930
1620–2000
1730–2120
2080–2460
DR1
2–1
660–760
700–960
740–1080
775–1025
910–1100
930–1130
960–1200
1040–1280
1200–1590
4–3*
150–390
150–390
250–675
20–675
225–640
425–780
555–855
20–590
570–950
3–2* 2–1
370–470 20–300
370–470 20–300
390–615 20–470
355–640 20–535
445–700 205–530
510–780 285–550
550–840 365–550
350–700 20–535
600–815 345–550
DR4
DR4
1910Min
2020Min
2370Min
2440Min
* 4–2 downshift is acceptable. ** Prior to S/N 2410096186. Governor Pressure Schedule: Governor schedule testing requires main pressure to be 150 psi (1035 kPa) minimum and oil temperature to be 100 ± 10°F (38 ± 5°C).
2550Min
2720Min
3090Min
P R E V E N IV T E M A IN T E N A N C E
3 – 1 4
Table 3–5. MT 643 Shift Points with Modulated or Fixed Lockup Engine Full-Load Governed Speed rpm —
2200
Description
RedMod/ Fixed LU/ LU 3–4
MT Parts Book Group Throttle Position
Range
D R
DR2
Full
Closed
or
AK**
2400
Red Mod/ Red Mod/ Mod LU/LU Mod LU/LU 3–4/2GS 3–4 (Volvo)
AZ
BR
Std Mod/ Fixed LU/ LU 3–4
Red Mod/ Mod LU/LU 3–4/Special
Red Mod/Fixed LU/LU 3rd/4th Blocked
EH
Shift
Red Mod/ Mod LU/ LU 3–4
AJ**/EF
AS
Std Mod/ Fixed LU/ LU 3–4
Red Mod/ Mod LU/LU 3–4/2GS
AY
Red Mod/ Mod LU/LU 3–4 (Sicca)
BP
TransmissionOutputSpeed(rpm)atStartofShift
1–2
530–570
530–570
+
440–480
530–570
440–480
530–570
550–590
550–590
+
475–515
2–3
850–930
915–985
915–985
915–985
915–985
700–780
850–930
970–1050
970–1050
970–1050
970–1050
3C–3L
1060–1220
1195–1355
1195–1355
1245–1405
1180–1320
1060–1220
1060–1220
1230–1390
1230–1390
1230–1390
1275–1435
3–4
1500–1580
1500–1580
1500–1580
1500–1580
1500–1580
1320–1400
—
1645–1725
1645–1725
1645–1725
1645–1725
DR3
4–3
1640–1955
1640–1955
1640–1955
1640–1955
1640–1955
1640–1955
—
1825–2145
1825–2145
1825–2145
1825–2145
DR2
3–2
1000–1310
1000–1310
1000–1310
1000–1310
1000–1310
1000–1310
1000–1310
1215–1495
1215–1495
1215–1495
1215–1495
DR1
2–1
640–730
640–730
640–730
640–730
640–730
640–730
640–730
715–810
715–810
715–810
715–810
4–3*
990–1360
740–1025
740–1025
740–1025
740–1025
805–1240
—
805–1240
645–805
805–1240
805–1240
DR3
4
C o p y irg h t © 1 9 9 6 G en er al M o t o sr C o rp .
CG
Red Mod/ Mod LU/ LU 3–4
DR4
DR4
3–2*
620–725
635–740
635–740
635–740
635–740
400–640
620–725
670–770
575–700
670–770
670–770
LU–Conv
770–970
520–720
520–720
755–955
770–970
670–770
770–970
530–730
945–1145
530–730
475–675
2–1
20–320
20–320
+
20–320
20–320
20–225
20–320
20–380
20–225
+
20–225
* 4–2 downshift is acceptable. ** After S/N 2410096186. + Check for manual shift function only. ++ Lockup shift definition is 2C-2L. Lockup signal pressure — 140 psi (965 kPa) minimum after C–L shift.
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 6 5 3 A T U O M A T I C T R A N S M IS S IO N S
Table 3–5. MT 643 Shift Points with Modulated or Fixed Lockup (cont’d) Engine Governed Speed — rpm
2400
Description
RedMod/ Fixed LU/ LU 3–4
MT Parts Book Group Throttle Position
Range D R
C o p y irg h
t© 1 9 9 6 G en e alr M o t o sr C o rp .
4 Full
Closed
CU
o
DQ
Red Mod/ Fixed LU/LU 3–4 Special DU
DW
2500
(cont’d)
Red Mod/ Mod LU/ LU 2–4 DJ
Shift
DR2
Std Mod/ Fixed LU/ LU 2–4 DP
Red Mod/ Mod LU/LU 3–4/Special
Red Mod/ Mod LU/LU 3–4/(Hino)
Red Mod/Fixed LU/LU 3rd/4th Blocked
DY
Std Mod/ Fixed LU/ LU 2–4
EC
TransmissionOutputSpeed(rpm)atStartofShift
1–2
550–590
500–545
550–590
550–590
550–590
500–545
500–545
550–590
580–620
2–3
970–1050
970–1050
970–1050
1085–1165
1085–1165
970–1050
970–1050
970–1050
1135–1215
3C–3L
1230–1390
1230–1390
1230–1390
790–950 ++
790–950 ++
1230–1390
1230–1390
1230–1390
790–950 ++
3–4
1645–1725
1645–1725
1645–1725
1645–1725
1645–1725
1645–1725
1645–1725
—
1715–1795
DR3
4–3
1825–2145
1825–2145
1825–2145
1825–2145
1825–2145
1825–2145
1905–2225
—
1825–2145
DR2
3–2
1215–1495
1215–1495
1215–1495
1215–1495
1215–1495
1215–1495
1255–1530
1215–1495
1215–1495
DR1
2–1
715–810
715–810
715–810
715–810
715–810
715–810
730–830
715–810
715–810
4–3*
805–1240
805–1240
645–805
805–1240
645–805
805–1240
805–1240
—
690–900
3–2*
670–770
670–770
575–700
670–770
615–740
670–770
670–770
670–770
635–755
LU–Conv
945–1175
945–1175
180–380
525–725
670–870
530–730
530–730
945–1175
670–870
2–1
20–380
300–410
20–225
20–380
20–225
300–410
300–410
20–380
20–305
DR3 DR4
r
DR4
* 4–2 downshift is acceptable. + Check for manual shift function only. ++ Lockup shift definition is 2C-2L. Lockup signal pressure — 140 psi (965 kPa) minimum after C–L shift.
3 – 5 1
Std Mod/ Mod LU/ LU 3–4
P R E V E N IV T E M A IN T E N A N C E
3 – 1 6
Table 3–5. MT 643 Shift Points with Modulated or Fixed Lockup (cont’d) Engine Governed Speed — rpm
2600
Description Std Mod/ Fixed LU/ LU 3–4 MT Parts Book Group Throttle Position
Range D
C o p y irg h t © 1 9 9 6 G en er al M o t o sr C o rp .
R 4 Full
or
DR2
AD
BA
Red Mod/ Mod LU/ LU 3–4
BE/EG
Red Mod/ Red Mod/ Red Mod/ Fixed LU/ Mod LU/LU Mod LU/LU LU 3–4 3–4/(RVI) 3–4/(Sicca)
BK
Shift
BE
BQ
DA
Red Mod/ Mod LU/ LU 2–4
Red Mod/ Red Mod/ Fixed LU/ Fixed LU/LU LU 3–4 3–4/(Sterki)
DX
Red Mod/ Fixed LU/ LU 3rd/4th Blocked
DK
TransmissionOutputSpeed(rpm)atStartofShift 570–610
440–480
570–610
435–475
500–545
570–610
1000–1080
1000–1080
1180–1260
900–980
970–1050
1000–1080
3C–3L
1395–1555 1395–1555 1500–1660 1500–1660 1500–1660
1230–1390
1275–1435
790–950++ 1220–1380
1230–1390
1500–1660
3–4
1725–1870 1725–1870 1760–1840 1760–1840 1760–1840
1760–1840
1760–1840
1510–1890 1505–1585
1645–1725
—
DR3
4–3
1905–2225 1905–2225 1905–2225 1905–2225 1905–2225
1905–2225
1905–2225
1905–2225 1905–2225
1905–2225
—
DR2
3–2
1255–1530 1255–1530 1255–1530 1255–1530 1225–1530
1225–1530
1255–1530
1290–1560 1255–1530
1255–1530
1225–1530 730–830
DR4
DR4
1–2
560–615
560–615
2–3
970–1110
970–1110
+
1000–1080 1000–1080 1000–1080
DR3
DR1
Closed
CF
Std Mod/ Mod LU/ LU 3–4
Red Mod/ Mod LU/ LU 3–4/ 2GS
570–610
570–610
2–1
730–830
730–830
730–830
730–830
730–830
730–830
730–830
730–830
730–830
730–830
4–3* 3–2*
675–1295 520–715
675–1295 520–715
970–1390 660–765
970–1390 660–765
970–1390 660–765
970–1390 660–765
1340–1645 660–765
1020–1430 730–860
995–1360 630–735
805–1240 670–770
— 660–775
LU–Conv 1180–1380
355–555
605–805
605–805
1275–1475
530–730
475–675
520–720
935–1135
945–1145
1275–1475
20–245
+
20–400
20–400
20–400
20–320
110–410
175–330
300–410
20–400
2–1
20–245
* 4–2 downshift is acceptable. + Check for manual shift function only. ++ Lockup shift definition is 2C-2L. Lockup signal pressure — 140 psi (965 kPa) minimum after C–L shift.
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 6 5 3 A T U O M A T I C T R A N S M IS S IO N S
Table 3–5. MT 643 Shift Points with Modulated or Fixed Lockup (cont’d) Engine Governed rpm Speed — 2700
2800
Description Red Mod/ Mod LU/ LU 3–4 MT Parts Book Group Throttle Position
C o p y irg h
t © 1 9 9 6 G en e alr M o t o sr C o rp .
Range
Shift
D DR2
1–2
R
2–3
4
3C–3L
AM
AW
BN
CT
Red Mod/ Mod LU/ LU 2–4
Red Mod/ Fixed LU/ LU 3–4/ 2GS (Trolley)
CK
BF
Red Mod/ Mod LU/ LU 3–4/ (Gillig) DH
Std Mod/ Fixed LU/ LU 2–4
Red Mod/ Fixed LU/ LU 3–4/ (Special)
DZ
Red Mod/ Fixed LU/ LU 3-4
EJ
TransmissionOutputSpeed(rpm)atStartofShift 620–660
690–750
690–750
+
700–740
680–720
700–740
+
700–740
700–740
1050–1130 1220–1300 1220–1300 1220–1300 1220–1300 1150–1250 1280–1360 1220–1300 1220–1300 1280–1360
1500–1660 1970–2050
DR3
4–3
1985–2305 2065–2390 2065–2390 2065–2390 2065–2390 2025–2445 2065–2390 2065–2390 2065–2390 2065–2390
2065– 2390
2065–2390
DR2
3–2
1335–1600 1390–1650 1390–1650 1390–1650 1390–1650 1250–1660 1390–1650 1375–1640 1390–1650 1390–1650
1390– 1650
1390–1650
755–915
745–975
745–975
1105–1490
800–1340
800–1340
745–975
745–975
1285–1635 1285–1635
790–980
745–975
745–975
745–975
745–975
745–975
745–975
960–1320
1285–1635
800–1340
1285–1635
800–1340
1285– 1635
1285–1635
600–810
735–890
3–2*
675–780
600–810
600–810
735–890
735–890
730–940
775–1000
LU–Conv
605–805
355–555
1150–1350
605–805
605–805
705–905
590–790
2–1
265–490
270–540
270–540
+
425–595
310–505
425–595
* 4–2 downshift is acceptable.
++ Lockup shift definition is 2C-2L. Lockup signal pressure — 140 psi (965 kPa) minimum after C–L shift.
960–1120 ++
1220–1300
1500– 1660
2–1
1500–1660 1500–1660
700–740
1220– 1300
1970– 2050
4–3*
960–1120 ++
500–545
1865–1940 1970–2050 1970–2050 1970–2050 1970–2050 1920–2000 1970–2050 1970–2050 1970–2050 1970–2050
DR4
1360–1520 1395–1555 1395–1555 1500–1660 1500–1660 1560–1760
+ Check for manual shift function only.
3 – 7 1
BF
Red Mod/ Mod LU/ LU 3–4
3–4
DR4
DR1
Closed
AE
Std Mod/ Fixed LU/ LU 3–4
Red Mod/ Mod LU/ LU 3–4 (Engessa)
DR3
or Full
DG
Std Mod/ Mod LU/ LU 3–4
Red Mod/ Mod LU/ LU 3–4/ 2GS
1290–1490 1010–1225 +
425–595
685–810
735–890
735–890
765–965
1310– 1475
1150–1350
270–540
300–410
425–595
P R E V E N IV T E M A IN T E N A N C E
3 – 1 8
Table 3–5. MT 643 Shift Points with Modulated or Fixed Lockup (cont’d) Engine Governed Speed — rpm
3000
Description
StdMod/ Mod LU/ LU 3–4
MT Parts Book Group Throttle Position
Range D
AB
4
Full
Closed
or
AL
BJ
Shift
Red Mod/ Mod LU/ LU 3–4
Red Mod/ Mod LU/ LU 3–4/2GS
EB
Std Mod/ Mod LU/ LU 2–4
CE
Std Mod/ Mod LU/ LU 3–4 AF
Std Mod/ Fixed LU/ LU 3–4 AN
Red Mod/ Mod LU/ LU 3–4
BG
TransmissionOutputSpeed(rpm)atStartofShift
1–2
640–700
640–700
650–690
+
640–700
655–710
655–710
655–710
2–3
1240–1380
1240–1380
1285–1345
1285–1345
1340–1480
1255–1400
1255–1400
1255–1400
3C–3L
1560–1760
1560–1760
1535–1735
1535–1735
1000–1200 ++
1625–1825
1625–1825
1560–1760
3–4
2085–2230
2085–2230
2120–2200
2120–2200
2085–2230
2160–2300
2160–2300
2160–2300
DR3
4–3
2360–2820
2360–2820
2360–2820
2360–2820
2360–2820
2375–2905
2375–2905
2375–2905
DR2
3–2
1365–1770
1365–1770
1365–1770
1365–1770
1365–1770
1400–1800
1400–1800
1400–1800
DR1
2–1
865–1055
865–1055
865–1055
865–1055
865–1055
900–1045
900–1045
900–1045
4–3*
595–1035
595–1035
955–1360
955–1360
595–1035
690–1115
690–1115
980–1540
3–2*
525–795
525–795
685–890
685–890
600–850
555–795
555–795
665–910
LU–Conv
330–530
1260–1510
690–890
690–890
510–710
400–600
1340–1590
705–905
2–1
20–320
20–320
255–465
+
20–320
20–320
20–320
265–485
DR2
R
C o p y irg h t © 1 9 9 6 G en er al M o t o sr C o rp .
3200
Std Mod/ Fixed LU/ LU 3–4
DR3 DR4
DR4
* 4–2 downshift is acceptable. + Check for manual shift function only. ++ Lockup shift definition is 2C-2L. Lockup signal pressure — 140 psi (965 kPa) minimum after C–L shift.
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 6 5 3 A T U O M A T I C T R A N S M IS S IO N S
Table 3–5. MT 643 Shift Points with Modulated or Fixed Lockup (cont’d) Engine Governed Speed rpm —
3400
Description
StdMod/ Mod LU/ LU 3–4
MT Parts Book Group Throttle Position
Range D R 4
C o p y irg h
Full
t © 1 9 9 6 G en e alr M o t o sr C o rp .
Closed
AH
or
3600 Std Mod/ Fixed LU/ LU 3–4
AP
AG
DR3 DR4
CL
Std Mod/ Fixed LU/ LU 3–4
4000
Red Mod/ Mod LU/ LU 3–4
DR
AC
Std Mod/ Mod LU/ LU 3–4
Red Mod/ Mod LU/ LU 3–4
DC
685–740
685–740
685–740
850–910
850–910
850–910
895–950
880–985
900–965
2–3
1420–1565
1420–1565
1420–1565
1445–1590
1445–1590
1445–1590
1485–1625
1530–1670
1610–1720
3C–3L
1895–2095
1895–2095
1895–2095
2055–2255
2040–2240
2055–2255
1835–2040
2105–2305
1890–2090
3–4
2300–2445
2300–2445
2300–2445
2445–2590
2445–2590
2445–2590
2575–2720
2590–2735
2720–2865
DR3
4–3
2525–3070
2525–3070
2525–3070
2675–3130
2675–3130
2675–3130
3055–3490
3055–3490
3055–3490
DR2
3–2
1525–1920
1525–1920
1525–1920
1575–2000
1575–2000
1575–2000
2010–2395
1960–2325
2010–2395
DR1
2–1
950–1145
950–1145
950–1145
980–1165
980–1165
980–1165
1155–1565
1135–1425
1155–1565
4–3*
830–1375
830–1375
1085–1735
415–980
1025–1580
415–980
1085–1735
870–1330
1245–1965
3–2*
635–920
635–920
705–1000
375–775
660–965
375–775
705–1000
460–895
810–1050
LU–Conv
385–585
1635–1885
870–1045
375–575
740–940
1805–2005
1155–1435
410–610
1175–1375
2–1
20–320
20–320
305–615
20–320
215–570
20–320
305–615
20–370
315–630
DR4
Lockup signal pressure — 140 psi (965 kPa) minimum after C–L shift
3 – 9 1
BH
3800 Red Mod/ Mod LU/ LU 3–4
1–2
* 4–2 downshift is acceptable.
.
Std Mod/Mod LU/ LU 3–4
Transmission Output Speed (rpm) at Start of Shift
Shift
DR2
Red Mod/ Mod LU/ LU 3–4
P R E V E N IV T E M A IN T E N A N C E
3 – 2 0
Table 3–6. MT 650 Shift Points without Modulated or Adjustable Lockup EngineGovernedSpeed—rpm
2200
MT Parts Catalog Group Throttle Position
Range
Shift
D DR1–DR2
Low–1
R 4 or Full
C o p y irg h t © 1 9 9 6 G en er al M o t o sr C o rp .
DR2 DR3 DR4
2400 Z**, P
2600 B
2800 C
3000 A
3200 D
3400 E
3600
4000
F
R
TransmissionOutputSpeed(rpm)atStartofShift CheckforManualShiftFunctionOnly
1–2
530–590
530–590
570–630
625–685
685–740
740–795
795–855
850–910
965–1020
2–3
875–1015
875–1015
970–1110
1110–1250
1240–1380
1255–1400
1420–1565
1445–1590
1640–1780
3C–3LU
1050–1400
1190–1600
1190–1600
1360–1615
1310–1600
1580–1870
1580–1870
1745–2155
2160–2450
3–4
1475–1625
1580–1725
1725–1870
1870–2010
2085–2230
2160–2300
2300–2445
2445–2590
2735–2880
DR3
4–3
1560Min
1830Min
DR2
3–2
945–1300
1140–1450
1240–1540
1400–1700
1530–1990
1600–1860
1670–2030
1900–2200
1990–2370
DR2
2–1
660–760
700–960
740–1080
775–1025
910–1100
930–1130
960–1200
1040–1290
1200–1590
DR1
1–Low
—
320–425
320–425
300–400
365–510
365–510
300–550
300–550
300–550
4–3*
150–390
150–390
250–675
20–675
225–640
425–780
555–855
20–590
570–950
3–2*
370–470
370–470
390–615
355–640
445–700
510–780
550–840
350–700
600–815
2–1
20–300
20–300
20–470
20–535
205–530
285–550
365–550
20–535
345–550
DR4 Closed DR4–DR1
* 4–2 downshift is acceptable. ** Prior to S/N 2410096186.
1–Low
1950Min
2100Min
2450Min
2450Min
CheckforManualShiftFunctionOnly
2640Min
2710Min
2930Min
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 6 5 3 A T U O M A T I C T R A N S M IS S IO N S
Table 3–7. MT(B) 653 Shift Points with Modulated or Fixed Lockup Engine Governed Speed rpm —
2200
Description Red Mod/ Fixed LU/ LU 4–5 MTPartsCatalogGroup Throttle Position
Range DR1–DR2
C o p y irg h
t© 1 9 9 6 G en e alr M o t o sr C o rp .
Full
Closed
D R 5 or
DR4
DR5
CH,CX,DL
Red Mod/ Mod LU/ LU 4–5/ Special DV
Red Mod/ Mod LU/ LU 4–5 Z**/EL
Std Mod/ Fixed LU/ LU 4–5 AT
Std Mod/ Mod LU/ LU 4–5
BZ,CA,EE
Std Mod/ Mod LU/ LU 4–5/ (Volvo) CM
Red Mod/ Fixed LU/ LU 4–5 CV,CZ
Std Mod/ Mod LU/ LU 4–5/ Retarder DB,CQ
TransmissionOutputSpeed(rpm)atStartofShift
1–2 2–3
Red Mod/ Mod LU/ LU 4–5
CY
Shift
CheckforManualShiftFunctionOnly 530–570
460–500
530–570
530–570
550–590
550–590
550–590
550–590
550–590
550–590
3–4
850–930
730–810
850–930
850–930
970–1050
970–1050
970–1050
970–1050
970–1050
970–1050
Conv–LU
1045–1205
1160–1320
1060–1220
1045–1205
1265–1425
1290–1450
1290–1450
1290–1450
1265–1425
1250–1410
4–5
1540–1620
1360–1440
1540–1620
1540–1620
1645–1725
1645–1725
1645–1725
1645–1725
1645–1725
1645–1725
DR4
5–4
1610–1920
1610–1920
1620–1950
1610–1920
1780–2135
1780–2135
1780–2135
1930–2275
1780–2135
1740–2060
DR3
4–3
1045–1330
1030–1320
980–1320
1045–1330
1240–1495
1240–1495
1240–1495
1185–1465
1240–1495
1115–1415
DR2
3–2
295–340
190–355
340–400
295–340
325–390
325–390
325–390
370–430
325–390
340–390
5–4*
790–1180
665–890
750–1050
790–1180
970–1340
695–1010
695–1010
520–765
970–1340
795–1210
DR5
DR5–DR1
4–3*
540–700
450–640
610–730
540–700
630–775
525–685
525–685
440–610
630–775
650–755
LU–Conv
810–1010
545–665
840–1040
425–625
580–780
1075–1275
325–525
325–525
1070–1270
545–745
3–2
200–410
100–335
30–330
240–410
300–430
160–360
160–360
160–360
300–430
20–370
2–1
* 5–3 downshift is acceptable. ** After S/N 2410096186. Lockup signal pressure — 140 psi (965 kPa) minimum after C–L shift.
3 – 1 2
2400 Red Mod/ Fixed LU/ LU 4–5/ Retarder
CheckforManualShiftFunctionOnly
P R E V E N IV T E M A IN T E N A N C E
3 – 2 2
Table 3–7. MT(B) 653 Shift Points with Modulated or Fixed Lockup (cont’d) Engine Governed Speed rpm —
2600
Description
StdMod/ Mod LU/ LU 4–5
MT Parts Catalog Group Throttle Position
Shift
DR1–DR2
1–2
D
C o p y irg h t © 1 9 9 6 G en er al M o t o sr C o rp .
Closed
5 or
CW, BL
2700
Red Mod/ Mod LU/ LU 4–5
EA,BM,ED
Std Mod/ Fixed LU/ LU 4–5 BT
Std Mod/Mod LU/LU 4–5/ Retarder
Red Mod/Fixed LU/LU 4th/5th Blocked
CR,CN
Red Mod /Mod LU/ LU 4–5
DE
Std Mod/ Mod LU/ LU 4–5 DF
TransmissionOutputSpeed(rpm)atStartofShift CheckforManualShiftFunctionOnly
2–3
490–545
570–610
570–610
490–545
570–610
490–545
620–660
620–660
3–4
970–1110
1000–1080
1000–1080
970–1110
1000–1080
970–1110
1050–1130
1050–1130
Conv–LU
1490–1650
1290–1450
1290–1450
1490–1650
1335–1495
1490–1650
1370–1530
1370–1530
4–5
1725–1870
1760–1840
1760–1840
1725–1870
1760–1840
—
1865–1940
1865–1940
DR4
5–4
1940–2320
1940–2320
1940–2320
1940–2320
1905–2225
—
1940–2320
1940–2320
DR3
4–3
1335–1615
1335–1615
1335–1615
1335–1615
1270–1540
1335–1615
1335–1615
1335–1615
DR2
3–2
320–425
320–425
320–425
320–425
360–415
320–425
320–425
320–425
5–4*
675–1295
1130–1475
1130–1475
675–1295
920–1365
—
1240–1575
925–1345
DR4
R Full
U, BV
Range
Red Mod/ Fixed LU/ LU 4–5
DR5
DR5
DR5–DR1
4–3*
520–715
625–770
625–770
520–715
660–765
625–770
650–795
560–715
LU–Conv
325–525
1080–1280
595–795
1305–1505
590–790
1305–1505
665–865
390–590
3–2
20–245
310–440
310–440
20–245
105–405
20–370
370–490
280–435
2–1
* 5–3 downshift is acceptable. ** After S/N 2410096186. Lockup signal pressure — 140 psi (965 kPa) minimum after C–L shift.
CheckforManualShiftFunctionOnly
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 6 5 3 A T U O M A T I C T R A N S M IS S IO N S
Table 3–7. MT(B) 653 Shift Points with Modulated or Fixed Lockup (cont’d) Engine Governed Speed rpm —
2800
Description Std Mod/Mod LU/LU 4–5 MT Parts Catalog Group Throttle Position
C o p y irg h
t © 1 9 9 6 G en e alr M o t o sr C o rp .
Full
Closed
D R 5 or
CC, V
Range
Shift
DR1–DR2
1–2
Std Mod/Fixed LU/LU 4–5
AQ
BC
Std Mod/Mod LU/LU 4–5 Retarder
CP
Std Mod/Mod LU/LU 4–5 Special Low
3200 Std Mod/Mod LU/LU 4–5
CD, T
W
Std Mod/Mod LU/LU 4–5
Std Mod/ Fixed LU/ LU 4–5
AR
TransmissionOutputSpeed(rpm)atStartofShift CheckforManualShiftFunctionOnly
2–3
690–750
690–750
700–740
700–740
690–750
640–700
655–710
655–710
3–4
1220–1300
1220–1300
1220–1300
1220–1300
1220–1300
1240–1380
1255–1400
1255–1400
Conv–LU
1395–1555
1395–1555
1415–1575
1420–1580
1395–1555
1575–1775
1625–1825
1625–1825
4–5
1970–2050
1970–2050
1970–2050
1970–2050
1970–2050
2085–2230
2160–2300
2160–2300
DR4
5–4
2095–2380
2095–2380
2095–2380
2025–2445
2095–2380
2410–2820
2335–2845
2335–2845
DR3
4–3
1445–1705
1445–1705
1445–1705
1270–1680
1445–1705
1400–1760
1375–1775
1375–1775
DR2
3–2
300–460
300–460
300–460
300–460
400–460
365–510
365–510
365–510
5–4*
800–1340
800–1340
1185–1585
990–1400
800–1340
595–1035
690–1115
690–1115
DR4
DR5
DR5
DR5–DR1
4–3*
600–810
600–810
730–870
770–960
600–810
525–795
555–795
555–795
LU–Conv
635–835
1225–1425
575–775
605–805
635–835
335–535
400–600
1340–1590
3–2
50–400
50–400
270–485
340–525
50–400
20–320
20–320
20–320
2–1
* 5–3 downshift is acceptable. Lockup signal pressure — 140 psi (965 kPa) minimum after C–L shift.
3 – 3 2
3000 Red Mod/Mod LU/ LU 4–5
CheckforManualShiftFunctionOnly
P R E V E N IV T E M A IN T E N A N C E
3 – 2 4
Table 3–7. MT(B) 653 Shift Points with Modulated or Fixed Lockup (cont’d) Engine Governed Speed — rpm
3400
Description
StdMod/Mod LU/LU 4–5
MT Parts Catalog Group Throttle P osition
Range DR1–DR2
C o p y irg h t © 1 9 9 6 G en er al M o t o sr C o rp .
Full
Closed
D R 5 or
3600 Red Mod/Mod LU/LU 4–5
X, DN
BX, Y
Shift
3800
Std Mod/Mod LU/LU 4–5
Std Mod/Fixed LU/LU 4–5
CJ
4000
Std Mod/Mod LU/LU 4–5
BW, AA
DS, DT
Red Mod/Mod LU/LU 4–5
Red Mod/Mod LU/LU 4–5
DD, DM
TransmissionOutputSpeed(rpm)atStartofShift
1–2
CheckforManualShiftFunctionOnly
2–3
685–740
685–740
850–910
850–910
880–935
895–950
900–965
3–4
1420–1565
1420–1565
1445–1590
1445–1590
1530–1670
1485–1625
1610–1720
Conv–LU
1895–2095
1895–2095
2055–2255
2055–2255
2055–2255
1835–2040
1890–2090
4–5
2300–2445
2300–2445
2445–2590
2445–2590
2590–2735
2575–2720
2720–2865
DR4
5–4
2540–3055
2540–3055
2815–3260
2815–3260
3055–3490
3055–3490
3055–3490
DR3
4–3
1525–1920
1525–1920
1710–2125
1710–2125
1960–2325
2010–2395
2010–2395
DR2
3–2
300–550
300–550
300–550
300–550
300–550
300–550
455–565
5–4*
830–1375
1085–1735
415–980
415–980
870–1330
1085–1735
1245–1965
DR4
DR5
DR5
DR5–DR1
4–3*
635–920
705–1000
375–775
375–775
460–895
705–1000
810–1050
LU–Conv
385–585
840–1040
350–600
1805–2005
350–600
1155–1435
1175–1375
3–2
20–320
305–615
20–320
20–320
20–370
305–615
315–630
2–1
* 5–3 downshift is acceptable. Lockup signal pressure — 140 psi (965 kPa) minimum after C–L shift.
CheckforManualShiftFunctionOnly
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 6 5 3 A T U O M A T I C T R A N S M IS S IO N S
PREVENTIVE MAINTENANCE Table 3–8 . Modulator Spri ngs Modulator Spring Part No.
Color Code and Modulator Valve Usage
23012948 23012948 6838077
White with Orange Stripe, 23013997 Modulator Valve White with Orange Stripe, 23013764 Modulator Valve Yellow,23013764ModulatorValve
ps i
Pressure kPa
28–30 50–53 28–30
193–207 345–365 193–207
Table 3–9. Hold Regulator Springs Pressure Model/Calibration
Spring Part No.*
Color Code Solid/Stripe MT 643
2200 2200 2400 2400 2400 2600 2600 2600 2800 2800 2800 3000 3200 3400 3600 3800/4000
6836785 6837540 6836785 6837541 6837952 6836976 6837541 6837953 6836785 6836977 6837953 6836976 6837952 6837953 6836784 6836976
White Red White Yellow/LightBlue LightGreen White/Yellow Yellow/LightBlue LightBlue White Orange LightBlue White/Yellow LightGreen LightBlue Yellow White/Yellow
2200 2200 2400 2400 2400 2600 2600 2600 2800 3000
6836784 6837541 6836785 6837952 6837953 6836976 6836977 6837953 6836785 6836976
3200 3400 3600 3800/4000
6836976 6837953 6836785 6836976
ps i
kPa
36.0–40.0 35.0–41.0 40.0–44.0 40.0–44.0 40.0–44.0 42.0–46.0 42.0–46.0 42.0–46.0 46.0–50.0 46.0–50.0 46.0–50.0 42.4–46.4 43.7–47.7 46.2–50.2 36.0–40.0 42.4–46.4
248–276 241–283 276–303 276–303 276–303 290–317 290–310 290–317 317–345 317–345 317–345 292–320 301–329 319–346 248–276 292–320
Yellow Yellow/LightBlue White LightGreen LightBlue White/Yellow Orange LightBlue White White/Yellow
40.0–44.0 40.0–44.0 46.0–50.0 46.0–50.0 46.0–50.0 42.4–46.4 51.0–55.0 51.0–55.0 40.0–44.0 42.0–46.0
276–303 276–303 317–345 317–345 317–345 290–317 352–379 352–379 276–303 292–320
White/Yellow LightBlue White White/Yellow
43.7–47.7 46.2–50.2 38.8–42.8 42.4–46.4
301–329 319–346 268–295 292–320
MT 653
* Refer to the current Parts Catalog PC1316EN for the correct hold regulator spring for each assembly.
Copyright©1996GeneralMotorsCorp.
3–25
MT(B) 640, 643, 650, 65 3 AUTO MATIC TRANSMISSIONS Table 3–10. Governor Pressure Schedule Specifications for governor output pressure at transmission shaft speeds are as follows:
Governor Output Pressure — psi (kPa)
Governor Assembly
CodeNo.
440rpm
800rpm
6881471
465 (formerly Code 91)
3.5–6.5 (24–45)
17.5–20.5 (121–141)
1500rpm
42.8–48.4 (295–334)
2200rpm
58.6–64.8 (404–447)
6882736
739
3.5–7.5 (24–52)
16.0–20.0 (110–138)
39.1–44.2 (270–305)
59.0–65.0 (407–448)
6882737
738
8.5–11.5 (59–79)
27.5–30.5 (190–210)
54.3–60.8 (374–419)
82.6–91.0 (570–627)
6885570
461
9.0–13.0 (62–90)
38.0–42.0 (262–290)
63.8–70.2 (440–484)
103.0–112.0 (710–772)
6885571
462
8.5–11.5 (59–79)
27.5–30.5 (190–210)
54.3–60.8 (374–419)
82.6–91.0 (570–627)
6885572
463
3.5–7.5 (24–52)
16.0–20.0 (110–138)
39.1–44.2 (270–305)
59.0–65.0 (407–448)
23010012
012
9.0–13.0 (62–90)
38.0–42.0 (262–290)
63.8–70.2 (440–484)
103.0–112.0 (710–772)
23018330
330
8.5–11.5 (59–79)
27.5–30.5 (190–210)
54.3–60.8 (374–419)
82.6–91.0 (570–627)
NOTES: Governor schedule testing requires main pressure to be 150 psi (1035 kPa) minimum and fluid temperature to be 100 ± 10º F (38 ± 5º C). No adjustments are possible, but the internal valve may be removed and cleaned to ensure free operation. Refer to the current Parts Catalog PC1316EN for kit part number with instructions.
3–14. OIL COOLER Transmission operation at abnormally high temperatures can cause clogging of the oil cooler as well as transmission failure. Clean the oil cooler system thoroughly after each major or minor rebuild. Failure to clean the cooler system may cause poor performance, overheating, and transmission damage. Recommendations for cleaning or flushing the oil cooler are in the vehicle service manual.
2. Stall speed is the maximum engine rpm attainable when the engine is at full throttle and when the torque converter turbine is not moving, or “stalled.” 3. During a stall test, compare the actual engine speed at full throttle stall with established vehicle manufacturer's specifications.
NOTE:
3–15. TRANSMISSION STALL TEST
Engine stall point data can be obtained from the vehicle manufacturer or from the equipment dealer or distributor.
a. Purpose
1. Stall testing is performed to determine whether a power complaint is due to an engine problem or a transmission malfunction.
3–26
4. Stall tests are used as troubleshooting procedures only — do not perform them as general checks or maintenance.
Copyright©1996GeneralMotorsCorp.
PREVENTIVE MAINTENANCE b. Stall Test Pr eparation
CAUTION:
1. Make sure the fuel control linkage goes to full throttle and does not stick when released. 2. Check the air induction system for restrictions. 3. Perform a cold check of the transmission fluid level and adjust as necessary. 4. Install an accurate tachometer (do not rely on the vehicle tachometer). 5. Install a temperature gauge with the probe in the transmission converter-out (to cooler) line.
WARNING! While conducting a stall check, the vehicle must be positively prevented from moving. Apply the parking and service brake, and block the wheels securely. Warn personnel to keep clear o f the vehicle and its travel path. Failure to do so can cause serious injury.
For the MT 653, do not select the D1 position. The extremely high torque produced in this range may damage the transmission and/or the vehicle drive line.
NOTE: • For vehicles with engines not equipped with smoke controls, proceed to Paragraph 3–15 c. • For vehicles engines 3–15 equipped with smoke controls, skipwith Paragraph to c and proceed Paragraph 3–15d.
c. Stall Test Procedures — Vehicles Without Smoke-Controlled Engines
1. Apply the vehicle parking and service brakes. 2. Shift to D (Drive). 3. Slowly accelerate to full thro ttle. 4. When the tachometer levels off, record the maximum engine rpm attained.
6. Block the vehicle wheels.
5. Slowly release the throttle. 7. Start the engine and let the transmission sump warm to normal operating temperature (160– 200°F; 71–93°C). 8. Perform a hot check of the transmission fluid level and adjust as necessary. 9. Turn all engine accessories OFF.
6. Shift to N (Neutral). 7. Skip Paragraph 3–15d and proceed immediately Check.with Paragraph 3–15e — Cool-Down d. Stall Test Proce dures — Vehicles With Smoke-Controlled Engines
10. Notify everyone to stay clear of the vehicle. NOTE: CAUTION: • Never maintain the stall condition for more than 30 seconds at any one time because of the rapid rise in fluid temperature. Do not let the converter-out fluid temperature exceed 300°F (149°C). Do not rely on converter-out fluid temperature to limit stall duration. During stall conditions, internal temperatures rise much faster than converter-out fluid temperatures. Allow the system to cool down between stall checks by
performing cool-down asisdescribed Paragraph 3–15e.the If the stall test repeated,indo not let the engine overheat. • If the unit does not have a converter-out temperature gauge, do not stall the converter.
Because smoke controls and throttle-delay mechanisms inhibit engine acceleration, the stall testing may need to be performed while thevehicle is moving.
1. Locate an isolated area to perform the driving stall test. 2. Select a hold range that will limit road speed (usually 2nd or 3rd range). 3. Operate the engine at full throttle, maximum governed rpm. 4. Slowly depress the vehicle service brakes while staying at full throttle. 5. When the vehicle comes to a stop, record the engine rpm. This is the stall speed.
Copyright©1996GeneralMotorsCorp.
3–27
MT(B) 640, 643, 650, 65 3 AUTO MATIC TRANSMISSIONS 6. Proceed immediately with Paragraph 3–15e — Cool-Down Check. e. Neutral C ool-Down Chec k Pro cedure
1. The neutral cool-down check determines if the transmission fluid cools properly following an engine load condition. Perform this check immediately after the engine speed has been recorded 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 minutes to cool the fluid. 4. At the end of two minutes, record the converter-out fluid temperature. Converter-out fluid temperature should return to within the limits of normal operation. f. Results NOTE: Environmental conditions, such as ambient temperature, altitude, engine accessory loss variations, etc., affect the power input to the converter. Under such conditions, a stall speed deviation up to ±150 rpm from specification can be accepted as within normal range.
3–16. PRESERVATION AND STORAGE a. Storage, New T ransmissions (prior to installation). New transmissions are tested at the Allison fac-
tory oil and drained to shipment.with Thepreservative residual oil remaining in theprior transmission provides adequate protection to safely store the transmission for up to one year (stored inside in conditions of normal climate and with all shipping plugs installed) without further treatment. b. Preservation Met hods. When the transmission is to be stored or remain inactive for an extended period (one or more years), specific preservation methods are recommended to prevent damage due to rust, corrosion, and organic growth in the oil. Preservation methods are presented for storage with and without transmission fluid. c. Storage, O ne Year — Without Transmission Fluid
1. Drain the transmission fluid.
1. An engine stall speed more than 150 rpm below the stall speed specified by the engine manufacturer indicates an engine problem, such as the need for a tune-up. 2. An engine stall speed more than 150 rpm above specification indicates a transmission problem, such as slipping clutches, cavitation, or torque converter failure. 3. An extremely low stall speed, such as 33 percent of the specified engine stall rpm, during which the engine does not smoke, could indicate a freewheeling torque converter stator. 4. If the engine stall speed conforms to specification, but the transmission fluid overheats, refer to the cool-down check. If the fluid does not cool during the two-minute cool-down check, a stuck torque converter stator could be indicated. 3–28
5. If the engine stall speed conforms to specification and the cool-down check shows that the transmission fluid cools properly, refer to Table 3–11, Paragraph 3–22 for troubleshooting procedures.
2. If the breather can be easily removed, spray one ounce (30 milliliters) of VCI #10 (or equivalent) into the transmission through the breather hole. Spray one ounce (30 milliliters) through the fill tube. If the breather cannot be removed, spray two ounces (60 milliliters) through the fill tube hole. 3. Seal all openings and the breather with moisture-proof tape. 4. Coat all exposed, unpainted surfaces with preservative grease such as petrolatum (MIL-C11796, Class 2). 5. If additional storage time is required, repeat Steps (2) through (4) at yearly intervals. d. Storage, One Year — With Transmission Fluid (Normally in a Vehicle Chassis)
1. Drain the transmission fluid and replace the filter element(s) if required.
Copyright©1996GeneralMotorsCorp.
PREVENTIVE MAINTENANCE 2. Fill the transmission to operating level with a mixture of one part VCI #10 (or equivalent) to 30 parts Allison-approved transmission fluid. Refer to Paragraph 3–10. Add 1⁄4 teaspoon of Biobor® JF (or equivalent) for each 3 gallons (1 ml for every 10 liters) of fluid in the system. NOTE: When calculating the amount of Biobor® JF required, use the total volume of the system, not just the quantity required to fill the transmission. Include external lines, filters, and the cooler.
3. Run the engine for approximately five minutes at N (Neutral). 1500 rpm with the transmission in 4. Drive the vehicle. Make sure the transmission shifts through all ranges. If the transmission is equipped with a converter lockup clutch, make sure the lockup clutch activates. 5. Continue running the engine at 1500 rpm with the transmission in N (Neutral) until normal operating temperature is reached.
WARNING! Apply the parking brake, service brake, and block the vehicle securely. Warn personnel to keep clear of the vehicle and its travel path. Failure to do so can cause serious injury.
CAUTION: • Never maintain the stall condition for more than 30 seconds at any one time because of the rapid rise in fluid temperature. Do not let the converter-out fluid temperature exceed 300°F (149°C). Do not rely on converter-out fluid temperature to limit stall duration. During stall conditions, internal temperatures rise much faster than converter-out fluid temperatures. Allow the system to cool down between stall checks by performing the cool-down as described in Paragraph 3–15e. If the stall test is repeated, do not let the engine overheat. • If the unit does not have a converter-out temperature gauge, do not stall the converter.
6. If normal operating temperature is less than 225°F (107°C), with the vehicle wheels blocked and the parking brake and service
brake applied, shift the transmission to D (Drive) and stall the converter. When converter-out temperature reaches 225°F (107°C) stop the engine. Do not exceed 225°F (107°C). 7. As soon as the transmission is cool enough to touch, seal all openings and the breather with moisture-proof tape. 8. Coat all exposed, unpainted surfaces with preservative grease such as petrolatum (MIL-C11796, Class 2). 9. If additional storage time is required, repeat Steps (2) through (8) at yearly intervals. It is not necessary to drain the transmission each year; just add VCI #10 and Biobor ® JF (or equivalents). e. Restoring Transmission to Service
1. Remove all tape from openings and the breather. 2. Wash off all external grease withmineral spirits. 3. If the transmission is new, drain the residual preservative oil. Refill the transmission to the proper level as specified in Paragraphs 3–5 and 3–7. 4. If the transmission was prepared for storage without transmission fluid, drain the residual oil and replace the filter element(s) if required. Refill the transmission to the proper level as specified in Paragraphs 3–5 and 3–7. 5. If the transmission was prepared for storage with transmission fluid, it is not necessary to drain and refill the transmission with new transmission fluid. Check for proper fluid level as specified in Paragraph 3–5. Add or drain fluid as required to obtain the proper level.
3–17. REPLACEMENT OF COMPONENTS WHILE TRANSMISSION IS IN THE VEHICLE CHASSIS a. Replacement of Sel ector Shaf t Seal (Foldout 10,A)
1. Remove control linkage from selector shaft 60. Place seal remover J 26401 over the end of the selector shaft. Screw the remover into seal 61 sufficiently to cause engagement. Using a
Copyright©1996GeneralMotorsCorp.
3–29
MT(B) 640, 643, 650, 65 3 AUTO MATIC TRANSMISSIONS wrench, tighten the screw in the remover to draw the seal from the bore. 2. Clean the housing bore before installing a new seal. Refer to Paragraph 4–6 e for seal preparation. Install the seal, lip first, onto the selector shaft. Using seal installer J 26282, install the seal into the housing. The seal is positioned satisfactorily when its outer surface is clear of the lead chamber in the bore. 3. Install and adjust the control linkage as outlined in Paragraph 3–12a. b. Removal of Output Flange
1. Disconnect the vehicle drive shaft from the transmission output shaft. 2. For MT 640, 643 series transmissions, remove the 1⁄2-20 x 11⁄2 bolt and remove the flange. 3. For MTB 643 and MT(B) 650, 653 series transmissions, check the number of notches that have been cut into the wrenching flats of the output flange retaining nut. The number of notches indicates how many times the nut has been used. If there are five notches, hold the flange with holding tool J 3453 and remove and discard the nut. If there are less than five notches, or none at all, remove all dirt and any burrs from the exposed shaft threads. Then hold the flange with holding tool J 3453 and loosen the nut until there is approximately 1⁄16 inch (1.59 mm) gap between the nut and flange. Check the running torque while removing the nut. Only reuse the nut if:
Using remover tools J 24171-1, -2 and -4, remove the dust shield and the output oil seal from the rear cover or retarder housing d. Removal of Outp ut Sha ft Bea ring
1. Remove the snapring that retains the output bearing in the rear cover or retarder housing.
NOTE: The legs of the bearing remover are designed to lock between the inner and outer races of the bearing. Do not force the feet of the legs into position. Forcing may damage the races.
2. To remove the output bearing, install two-leg assembly J 24463-2 (MT 640, 643 ten ball bearing configuration), three-leg assembly J 38086 (MT 640, 643 nine ball bearing configuration), or J 24534 (MT 650, 653) (Figure 3–11), or J 33821 (MTB 600) (Figure 3–12) between the balls of the rear bearing. Retain the legs between the inner and outer races of the bearing. Insert the legs through the slots in bearing puller head assembly J 24420-B or J 33821. Install one nut on each leg to secure the assembly. Remove the rear bearing.
• The running torque is at least 400 lb in. (45 N·m) the first time the nut is removed (no notches).
REAR COVER
• The running torque is at least 300 lb in. (34 N·m) each subsequent time the nut is removed (one to four notches).
4. Remove the output flange.
J 24420-B
c. Removal of Dust Shield and Output Shaft Seal
J 24463-2 OUTPUT SHAFT
NOTE:
BEARING
The dust shield is not used on models that have an output retarder.
3–30
H00008.01
Figure 3–11. Removing Out put Shaf t Rear Bearing — in Vehicle
Copyright©1996GeneralMotorsCorp.
PREVENTIVE MAINTENANCE 4. Place output bearing, number side out, into the rear cover. Using rear bearing installer J 24446 (MT 640, 643), J 24447 (MT 650, 653), or J 33820 (MTB 643, 653) and handle J 24202-4, drive the bearing into the rear cover until it seats firmly.
J 33821
5. Install the beveled snapring so that the beveled side is toward the rear of the transmission. Make sure the snapring is fully expanded in its groove.
OUTPUT RETARDER
6. Pack the rear oil seal with high temperature grease that conforms to MIL-G-3545A. Place the seal on oil seal installer J 24448-A (MT 640, 643), J 24620-A (MT 650, 653) or J 29618 (MTB 643, 653) with handle J 24202-4, sealring lip away from installer.
BEARING
H00020
Figure 3–12. Removing Rea r Bearin g — MTB
e. Removal of Gov ernor and Sp eedometer Drive Gear
1. For MT Series transmissions, remove spacer 11 (if used) (Foldout 12,B), speedometer gear 9 or speed sensor wheel 10, and governor gear 8 from the output shaft. 2. For MTB Series transmissions, remove spacer 26 (Foldout 18,A) and governor and speedometer drive gear 25 from the output shaft. f. Install Gove rnor and Sp eedometer Dr ive Gears, Rear Bearing, Oil Seal, and Dust Shield
1. For MT Series transmissions, install governor drive gear 8 (Foldout 12,B), slot first, onto the output shaft. Align the slot in the gear with spring pin 5. Install speedometer drive gear 9 or speed sensor wheel 10 and spacer 11 (if used) onto the output shaft. 2. For MTB Series transmissions, install governor and speedometer drive gear 25 (Foldout 18,A) and spacer 26 onto the output shaft. 3. A snapring was used on the front side of the output bearing in earlier rear covers to retain the bearing in its proper location. Be sure the snapring is firmly seated in its groove.
7. Apply a non-hardening sealer (Perfect Seale r No. 4 or equivalent) onto the outer surface of the rear oil seal. Pre-coated seals do not require sealer on the OD. 8. Insert the seal installer and seal into the rear cover and drive the seal into the bore. The oil seal must be located 1.16 inch (29.5 mm) (MT 640, 643) or 1.17 inch (29.7 mm) (MT 650, 653) from the rear face of the rear cover. The oil seal in the output retarder must be located 0.120–0.150 inch (3.0–3.8 mm) from the inner edge of the chamfer. The installer seats against the hub of the rear cover or retarder housing when the seal is properly positioned. 9. Place the dust shield, cup side toward the tool, onto dust shield installer J 24198. Using handle J 24202-4, drive the shield into the rear cover until it is flush with, or 0.040 inch (1.02 mm) below, the rear face of the cover assembly. The installer seats on the rear face of the cover when the shield is properly positioned. g. Installation of Output Flange — MT 640, 643
1. Install the output flange on the output shaft. 2. Retain the output flange with a new 1⁄2–20 x 11⁄2 inch Type BH bolt and washer. Do not use the earlier style bolt. Refer to the current Parts Catalog PC1316EN and Figure 3–13.
Copyright©1996GeneralMotorsCorp.
3–31
MT(B) 640, 643, 650, 65 3 AUTO MATIC TRANSMISSIONS
3⁄4 in.
Source and material grade identification markings to appear on top of head in this area
1 ⁄2 in.
CONSTANT ANNULAR GROOVE Six (6) radial slots spaced sixty (60) degrees apart
EARLIER BOLT P/N 23014159 STANDARD (TYPE AA PATCH) SAE GRADE 8 3⁄4 in. HEXAGON HEAD SIX (6) GRADE ID MARKINGS* CONSTANT UNDERHEAD FILLET**
13⁄16 in.
Source and material grade identification markings to appear on top of head in this area
1 ⁄2
in.
VARYING ANNULAR GROOVE Five (5) radial slots spaced sixty (60) degrees apart
LATER BOLT P/N 29510838 NON-STANDARD (TYPE BH PATCH) SAE GRADE 8 OFFSET,13⁄ 16 in. HEXAGON HEAD FIVE (5) GRADE ID MARKINGS*** VARYING UNDERHEAD FILLET**
* Radial slots spaced approxima tely sixty (60) degrees apart. ** Annular groove at the junction of the head bearing surface and the bolt shank. *** Radial slots spaced approxim ately sixty (60) degrees apart; may be random relative to hexagon but shall be oriented such that three (3) wide slots are symmetrically over span large of recess diameter. V01301
Figure 3–13. Identification of Flange Retaining Bolts
3–32
Copyright©1996GeneralMotorsCorp.
PREVENTIVE MAINTENANCE CAUTION: The use of an impact wrench requires a means to hold the flange. Failure to hold the flange can cause internal damage to the transmission. Flange and yoke holding tool J 3453 or equivalent is recommended.
3. Install the flat washer and bolt into the output shaft. Tighten the bolt to 102–121 lb ft (138– 164 N·m). h. Installation of Output Flange — MTB 643, MT(B) 650, 653
1. Install the output flange on the output shaft. 2. Make sure the threads on the output shaft and retaining nut are clean and free from damage. 3. Each time the retaining nut is reused, deeply scribe a notch on one of the wrenching flats. This method of marking the nut indicates how many times the nut has been reused.
3–19. TROUBLESHOOTING — BEFORE REMOVAL AND DURING OPERATION a. Determine C ause of Trouble
1. If the inspections in Paragraph 3–18 do not reveal the cause of the problem and the vehicle is operable, further troubleshooting is necessary. Do not remove the transmission from the vehicle until the cause of trouble listed in the troubleshooting charts (Tables 3–11 and 3–12) is checked. 2. The engine and transmission must be regarded as a single package during troubleshooting. A thorough study of the description and operation of the components and hydraulic system is helpful in determining the cause of trouble.
4. Coat the threads of the retaining nut with molybdenum disulfide grease.
b. Proper Engin e Tuning. To make a thorough test of the vehicle mounted transmission, be sure the engine is properly tuned and the fluid level in the transmission is correct. Refer to Paragraph 3–5 for checking fluid level.
5. Install the flange retaining nut onto the output shaft. Restrain the output shaft by holding the flange with holding tool J 3453. Tighten the nut to 600–800 lb ft (814–1085 N·m).
3–20. OUTPUT RETARDER TROUBLESHOOTING — BEFORE REMOVAL
3–18. TROUBLESHOOTING — BEFORE REMOVAL OR OPERATION OF TRANSMISSION CAUTION: Do not operate the vehicle prior to completing the procedures described in this Paragraph. a. Inspect for transmission fluid leakage. Visually inspect all splitlines, connections, valve bodies, fluid level indicator tube, and plugs and hoses at the transmission and cooler. Fluid leakage at splitlines may be caused by loose mounting bolts or defective gaskets. Tighten all bolts, plugs, and connections where leakage is found. b. Check to ensure the modulator control cable and linkage are free. Check the shift linkage for proper operation.
NOTE: • Oil pressure gauge set J 26417 contains all necessary attachments and gauges. • Refer to Figures 3–14 through 3–17 for the location of external connections and pressure taps for all models.
a. High Speed Mode Pressure Function Test
1. Connect a high-pressure test hose, minimum 300 psi (2068 kPa), from the main pressure tap on the transmission main case (Figure 3–15) to the governor pressure tap on the retarder valve body (Figure 3–17). 2. Connect a 0–150 psi (0–1000 kPa) pressure gauge to the retarder charging pressure tap (Figure 3–17).
Copyright©1996GeneralMotorsCorp.
3–33
MT(B) 640, 643, 650, 65 3 AUTO MATIC TRANSMISSIONS 3. Connect a 0–150 psi (0–1000 kPa) pressure gauge to one of the two retarder clutch pressure taps on the retarder (Figure 3–16).
6. Verify the following pressures after 20 seconds:
4. Shift the transmission to N (Neutral). Set the engine speed at 1000 ± 20 rpm.
• Retarder-clutch pressure: 21–28 psi (145– 193 kPa)
5. Apply full retarder air pressure, 85 psi (586 kPa), at the retarder control air tap.
6. After 20 seconds, verify the following pressures: • Retarder-charging (379–448 kPa)
pressure:
55–65
7. Refer to Table 3–12 for possible causes and remedies.
3–21. TROUBLESHOOTING — TRANSMISSION REMOVED FROM VEHICLE
psi
• Retarder-clutch pressure: 55–65 psi (379– 448 kPa)
7. Refer to Table 3–12 for possible causes and remedies. Proceed to Static Mode Pressure Function Test. b. Static Mode Pressure Function Test
1. Connect a 0–150 psi (0–1000 kPa) pressure gauge to the governor tap (Figure 3–15). 2. Connect a 0–150 psi (0–1000 kPa) pressure gauge to the retarder charging pressure tap (Figure 3–17). 3. Connect a 0–150 psi (0–1000 kPa) pressure gauge to one of the two clutch pressure taps (Figure 3–16). 4. Shift the transmission to N (Neutral). Set the engine speed at 1000 ± 20 rpm. 5. Apply full retarder air pressure, 85 psi (586 kPa), at the retarder control air tap.
3–34
• Retarder-charging pressure: 2–8 psi (14–55 kPa)
When the cause of a transmission malfunction is not ascertained by tests or inspections before removal from the vehicle, the transmission may be mounted in a test stand (if available) and checked. Give particular attention to proper fluid level and to proper linkage adjustment in every transmission test.
3–22. TROUBLESHOOTING PROCEDURES a. Troubleshooting Information. Tables 3–11 and 3–12 outline the possible causes of transmission or re-
tarder trouble, and suggested remedies. Major symptoms are indicated by capital letters. Specific problems, their probable causes, and suggested remedies are presented under the symptom headings. b. Flu id Pressures. Various fluid pressure check points are shown in Figures 3–14 through 3–17. Table 1–1, Specifications and Data, lists reference fluid pressures. c. Increasing Pump Volume. If after verifying and observing minimum idle specifications, and utilizing the troubleshooting charts, main pressure remains low, consult SIL 5-TR-83 for additional procedures required to increase pump volume.
Copyright©1996GeneralMotorsCorp.
PREVENTIVE MAINTENANCE
NOTE MT 650,653 external connections and pressure taps are in identical locations
TO OIL COOLER
CONVERTER DRIVEN PTO LOCATION
REVERSE SIGNAL PRESSURE TAP OIL DRAIN PLUG OIL FILLER OPENING
LOCKUP PRESSURE TAP H00138
Figure 3–14. MT Transmission Check Points — External Connections, Right-Front View
BREATHER
MANUAL SELECTOR SHAFT
MAIN PRESSURE TAP
NEUTRAL START SWITCH LOCATION GOVERNOR PRESSURE TAP
MODULATOR CONTROL OPENING H00119
Figure 3–15. MT Transmission Check Points — External Connections, Left-Rear View
Copyright©1996GeneralMotorsCorp.
3–35
MT(B) 640, 643, 650, 65 3 AUTO MATIC TRANSMISSIONS
RETARDER CLUTCH PRESSURE
TO FILTER
FROM COOLER
TO COOLER FROM FILTER H00136
Figure 3–16. MTB Retarder Check Points — External Connections, Right-Front View
RETARDER CONTROL AIR PRESSURE
RETARDER CHARGING PRESSURE GOVERNOR PRESSURE
H00009.1
Figure 3–17. MTB Retarder Check Points — External Connections, Right-Rear View
3–36
Copyright©1996GeneralMotorsCorp.
PREVENTIVE MAINTENANCE Table 3–11. Transmission Troubleshooting Chart Problem
ProbableCauses
SuggestedRemedies
A. Abnormal Automatic Shifts
Shifts occurring at too high speed
Shifts occurring at too low speed
Rough shifting
Governor valve stuck.
Clean or replace governor. Refer to Paragraph 6–22.
Shift signal valve spring adjustment too tight.
Back off spring adjusting ring.
Valvessticking.
Overhaulvalvebodyassembly.
Shift points not properly adjusted.
Refer to Paragraph 3–13.
Governor valve stuck.
Clean or replace governor. Refer to Paragraph 6–22.
Governor spring weak or missing.
Replace governor. Refer to Paragraph 6–22.
Shift signal valve spring adjustment too loose.
Tighten spring adjusting ring.
Modulator valve stuck.
Clean or replace modulator valve.
Shift points not properly adjusted.
Refer to Paragraph 3–13.
Shift selector linkage out of adjustment. Adjust linkage. Refer to the current MT1357EN, MT 600 Series Mechanic’s Tips. Control valves sticking.
Replace or rebuild main control valve body assembly. Refer to Paragraph 6–6.
Modulator valve sticking; spring adjust- Repair or replace valves; adjust spring. ment. Modulator actuator cable kinked or out of adjustment.
Replace or adjust actuator cable.
B. Abnormal Activities or Responses
Excessive creep in first and reverse ranges
Engine idle speed too high.
No response to shift lever movement
Shift selector linkage disconnected.
Connect linkage. Refer to vehicle service manual.
Shift selector linkage defective or broken.
Repair or replace linkage. Refer to vehicle service manual.
Mainpressurelow. Shift selector not engaged at control valve. Vehicle moves in neutral
Adjust to correct idle speed. Refer to vehicle service manual.
RefertoChart
E, Low Pressure.
Install or replace parts involved (inside pan).
Shift selector linkage out of adjustment. Adjust linkage properly.
Copyright©1996GeneralMotorsCorp.
3–37
MT(B) 640, 643, 650, 65 3 AUTO MATIC TRANSMISSIONS Table 3–11. Transmission Troubleshooting Chart (cont’d) Problem
ProbableCauses
SuggestedRemedies
C. Abnormal Stall Check Speed
Highstallspeed
Low stall speed
Lowfluidlevel.
Addfluidtotheproperlevel.Referto Paragraph 3–5. E, Low Pressure.
Clutchpressurelow.
RefertoChart
Forward clutch slipping.
Rebuild forward clutch.
First clutch slipping.
Rebuild first clutch.
Engine not performing efficiently (may Refer to engine manufacturer’s manual be due to plugged or restricted injectors or vehicle service manual. or high altitude conditions). Broken converter parts.
Replace or rebuild converter assembly. Refer to Paragraph 6–3.
D. Leaking Fluid
Fluid leaking into converter housing
Converter pump hub seal worn.
Replace seal. Refer to Paragraph 6–3.
Converter pump hub worn at seal area.
Replace pump hub. Refer to Paragraph 6–3.
Engine crankshaft rear oil seal leakage.
Refer to vehicle service manual.
Fluid leaking at output shaft
Faulty or missing seal at output flange.
Install a new seal in rear of transmission housing.
Flange worn at seal surface.
Replace flange.
E. Low Pressure
Low main pressure in all ranges
Lowfluidlevel.
Addfluidtotheproperlevel.Referto Paragraph 3–5.
Filter element clogged.
Replace filter or element. Refer to Paragraph 3–10.
Sealring on filter tube leaking or missing.
Install a new sealring onto the top end of filter tube. Refer to Paragraph 3–10.
Main-pressure regulator valve spring weak. Replace spring. Refer to Paragraph 6–8. Main control valve body leakage.
Replace or rebuild main control valve body assembly. Refer to Paragraph 6–6.
Valves sticking (trimmers, relays, regula- Overhaul valve body assembly, main tor valve, and main pressure regulator). pressure regulator valve. Input charging pump worn or damaged.
Replace or rebuild pump. Refer to Paragraph 6–8.
Low main pressure in one operating range, normal pres-
Leakage in clutch-apply circuits for spe- Replace or rebuild main control valve cific range. body assembly. Refer to Paragraph 6–6.
sure in other ranges
Excessive leakage at clutch piston seals for specific range.
3–38
Copyright©1996GeneralMotorsCorp.
Overhaul transmission and replace piston seals.
PREVENTIVE MAINTENANCE Table 3–11. Transmission Troubleshooting Chart (cont’d) Problem
ProbableCauses
SuggestedRemedies
E. Low Pressure (cont’d)
Low lubrication pressure
Low fluid level.
Add fluid to the proper level. Refer to Paragraph 3–5.
Engine idle speed too low.
Refer to vehicle service manual.
Excessive internal fluid leakage.
Check the valve body mounting bolts, the lubrication valve seat, andvalve spring.
Cooler lines restricted or leaking.
Check for kinks or leakage. Reroute or replace as necessary.
Lubrication valve spring weak.
Replace valve spring. Refer to Paragraph 6–8.
F. Slippage*
Clutch slippage in all forward Lowfluidlevel. ranges
Addfluidtotheproperlevel.Referto Paragraph 3–5. E, Low Pressure.
Clutch (main) pressure low.
Refer to Chart
Forward clutch slipping.
Rebuild forward clutch and replace piston sealrings. Refer to Paragraph 6–9.
Sealrings on front support hub worn or broken.
Replace sealrings.
Clutch slippage in first and reverse only
First clutch slipping.
Rebuild clutch and replace piston sealrings.
Clutch slippage in second or third (MT 640, 643); or third or fourth (MT 650, 653) only
Clutch for particular range slipping.
Rebuild clutch and replace piston sealrings.
Clutch slippage in fourth and reverse only
Fourth clutch slipping.
Rebuild clutch and replace piston sealrings. Refer to Paragraph 6–10.
Sealrings on center support hub worn or Replace sealrings. broken. Clutch slippage in first only (MT 650, 653)
Low clutch slipping.
Rebuild clutch and replace piston sealrings. Refer to Paragraph 6–19.
Transmission overheating in all ranges
Lowfluidlevel.
Addfluidtotheproperlevel.Referto Paragraph 3–5.
High fluid level.
Drainfluidtotheproperlevel.Referto Paragraph 3–5.
G. Overheating in All Ranges
Cooler restricted (fluid or coolant side).
Remove restrictions.
* Clutch slippage may be recognized by alternate racing and loading of the engine, which is at times accompanied by a violent chatter.
Copyright©1996GeneralMotorsCorp.
3–39
MT(B) 640, 643, 650, 65 3 AUTO MATIC TRANSMISSIONS Table 3–11. Transmission Troubleshooting Chart (cont’d) Problem
ProbableCauses
SuggestedRemedies
H. Transmission Throws Fluid Out of Fill Tube and/or Breather
Fluid thrown from fill tube
Dipstick loose. Fluid level too high.
Tighten cap; replace if necessary. Drain fluid to proper level. Refer to Paragraph 3–5.
Breatherclogged.
Cleanorreplacebreather.
Dipstick gasket worn.
Replace gasket or dipstick.
J. Dirty Transmission Fluid
Dirty fluid
Failure to change fluid at proper interval. Change fluid, install new filter. Refer to Paragraph 3–10. G, Overheating.
Heatexcessive.
RefertoChart
Clutchfailure.
Overhaultransmission.
Damaged oil filter.
Replace filter. Refer to Paragraph 3–10.
Table 3–12. Retarder Troubleshooting Chart Problem
ProbableCauses
SuggestedRemedies
A. Abnormal Operation or Responses
No retarder operation at low speed
Noairsupply.
Checkandrepairairsupply.
Sticking regulator charging valve.
Clean or replace valve.
Sticking pressure regulator valve.
Clean valve. Refer to Paragraph 6–7.
Sticking charging valve. Clean valve. Refer to Paragraph 6–7. Check valve malfunctioning, omitted, or Replace or install correctly. Refer to installed backwards. Paragraph 7–7. Leaking clutch piston seals. Worn retarder clutch. No retarder operation at high speed
Harsh retarder apply
3–40
Lowairsupply. Ruptured air line to retarder control valve.
Replace seals. Refer to Paragraph 6–19. Replace clutch. Refer to Paragraph 6–18. Checkairsupply. Repair air line.
Failedaircontrol.
Repairorreplacecontrol.
Sticking retarder control valve.
Clean or replace valve. Refer to Paragraph 6–7.
Plug valve installed incorrectly.
Check for correct installation (dimple on valve must be toward springs).
Incorrect or broken pressure regulator
Check for correct spring and/or broken
valve spring.
spring. Replace as needed.
Copyright©1996GeneralMotorsCorp.
PREVENTIVE MAINTENANCE Table 3–12. Retarder Troubleshooting Chart (cont’d) Problem
Excessive retarder response time
Retarder does not release
ProbableCauses
Sticking priority valve.
SuggestedRemedies
Clean valve. Refer to Paragraph 6–6.
Sticking pressure regulator valve.
Clean valve. Refer to Paragraph 6–7.
Sticking charging valve.
Clean valve. Refer to Paragraph 6–7.
Leaking or incorrectly sized air lines.
Fix leaks or change line size.
Leaking clutch piston seals.
Replace seals. Refer to Paragraph 6–19.
Leaking accumulator piston seals.
Replace seals. Refer to Paragraph 6–18.
Brake pedal assembly or manual-apply valve malfunctioning.
Repair brake pedal assembly or manual-apply valve. Refer to vehicle service manual.
Air actuator piston sealrings damaged.
Repair air actuator piston sealrings, retarder valve body. Refer to Paragraph 6–7.
Sticking retarder control valve.
Repair retarder valve body. Refer to Paragraph 6–7.
B. No Retarder Output
No retarder output
Failed fuel interlock/wiring.
Repair interlock/wiring. Refer to vehicle service manual.
Master switch malfunction.
Repair master switch. Refer to vehicle service manual.
Air actuator piston sealrings damaged.
Repair air actuator piston sealrings, retarder valve body. Refer to Paragraph
Sticking retarder control valve.
6–7. Repair retarder valve body. Refer to Paragraph 6–7.
C. Low Pressure
Low main and/or retarder pressure
Sticking charging valve.
Clean or replace valve. Refer to Paragraph 6–7.
Sticking pressure regulator valve.
Clean or replace valve. Refer to Paragraph 6–7.
Leaking rotor hub seals.
Replace seals. Refer to Paragraph 6–18.
Leaking accumulator piston seals.
Replace seals. Refer to Paragraph 6–18.
Leaking clutch piston seals.
Replace seals. Refer to Paragraph 6–19.
Copyright©1996GeneralMotorsCorp.
3–41
MT(B) 640, 643, 650, 65 3 AUTO MATIC TRANSMISSIONS NOTES
3–42
Copyright©1996GeneralMotorsCorp.
Section 4 — GENERAL OVERHAUL INFORMATION 4–1.
SCOPE
• Depth micrometer
This section provides general information required for overhaul, cleaning, and inspection, and general assembly procedures for the transmission. It provides illustrations and explanations for the fabrication of improvised tooling. A listing and illustration of special tools are included for your convenience.
• Dial indicator set • A three-leg lifting sling with 90 degree angle attaching plates — 1⁄2 ton (500 kg) capacity • Hoist — 1⁄2 ton (500 kg) capacity
CAUTION:
4–2. TOOLS AND EQUIPMENT
Caustic cleaning compounds will damage some transmission parts. Use only mineral spirits.
a. Improvised Tools and Equipment • A retarder piston spring compressor, consisting of: — Steel compressor bar (1) — 1 x inches (25 x 38 x 460 mm)
11⁄2
x 18
— Threaded rods (2) — 1⁄2-13 x 10 inches — Plain nuts (6) — 1⁄2-13 inch — Flat washers (4) — 1⁄2 inch — Compressor ring (1): 5 inches (127 mm) OD x 4.5 inches (114 mm) ID x 1.5 inch (38 mm) wide. Make a cutout in the side to permit access with snapring pliers (refer to Figure 6–96)
• Container of mineral spirits for cleaning parts • A 100 inch pound (15 Newton meter) torque wrench • A 100 foot pound (150 Newton meter) torque wrench • A 1000 foot pound (1500 Newton meter) torque wrench • Heating equipment (for heating bearings or other interference-fit parts to aid assembly)
• Output shaft lifting fixture (Figure 4–1). The materials and dimensions may be changed to meet specified requirements.
• A press for disassembly and assembly of spring-loaded clutches, valves, and interference-fit parts
• Work table — 1500 pound (700 kg) capacity (Figure 4–2)
• Clean, lint-free shop cloths (do not use waste) • Boxes, receptacles for parts
b. Special Tools. Special tools are listed in Table 4– 1 and are illustrated in Figures 4–3, 4–4, 4–5, 4–6, and 4–7. These special tools are available from:
• Supply of wood blocks
Kent-Moore Tool Division* 29784 Little Mack Roseville, Michigan 48066
• Non-hardening sealer (Permatex® No. 2, or equivalent, for plugs, seals, etc.)
Aidco, Inc.* 800 Liberty Street Adrian, Michigan 49221
• Oil-soluble, non-fibrous grease (petrolatum)
STEEL ROD 12 IN. (300 mm) LG 0.375 IN. (9.5 mm) DIA
c. Mechanic’s Tools, Shop Equipment. The following tools, in addition to the common tools ordinarily required, should be available:
OUTPUT SHAFT NUT – USED
WELD – 2 PLACES V00276
• Snapring pliers • Micrometer
*
Figure 4–1. Output Shaft Lifti ng Fixtu re
There may be additional manufacturers of such tools. General Motors does not endorse, indicate any We believe these sources and their tools to be reliable. 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©1996GeneralMotorsCorp.
4–1
MT(B) 640, 643, 650, 653 AUTO MATIC TRANSMISSIONS 4–3. REPLACEMENT PARTS
WARNING! Do not burn discarded Teflon® seals; toxic gases are produced by burning.
a. Ordering Information. Refer to the current Parts Catalog PC1316EN for parts information.
4–4. CAREFUL HANDLING b. Parts No rmally Replaced. The following parts are normally replaced at each transmission overhaul. • Gaskets • Lockstrips • Washers or snaprings damaged by removal • Piston sealrings, oil seals
48 in. (120 cm)
During all rebuild procedures, handle parts and subassemblies carefully to prevent nicking, scratching, and denting. Parts which have close operating tolerances can bind if damaged. Parts which depend upon smooth surfaces for sealing may leak if scratched. Control valves, when dry, must move freely by their own weight in their bores. Carefully handle and protect such parts during removal, cleaning, inspection, and installation. Keep the parts in clean containers while awaiting installation.
78 in. (200 cm)
TRANSMISSION FLUID DRAIN STEEL TOP
TROUGH 16-GAUGE SHEET STEEL 11 ⁄2 in. (35 mm) DEEP 11 ⁄2 in. (35 mm) WIDE
24 in. (60 cm)
TRANSMISSION FLUID DRAIN (BOTH SIDES) 4 x 4 in. LEGS (10 x 10 cm)
2 x 6 in. BOARD (5 x 15 cm) FOR TOP FRAME AND LEG BRACKETS V02733
Figure 4–2. Work Table
4–2
Copyright©1996GeneralMotorsCorp.
GENERAL OVERHAUL INFORMATION
1
2
3
5
6
4
7
8
11 9
10
13
17
12
14
15
18
16
19
20
V00277
Figure 4–3. Speci al Tool s (1 throug h 20)
Copyright©1996GeneralMotorsCorp.
4–3
MT(B) 640, 643, 650, 65 3 AUTO MATIC TRANSMISSIONS
21
22
23 24
25
26
27 28
29
32
31
30
34 33
35
38 37 36
V03280
Figure 4–4. Speci al Tool s (21 throu gh 38)
4–4
Copyright©1996GeneralMotorsCorp.
GENERAL OVERHAUL INFORMATION 39
41
40
45 42
46
44
43
50 51 51
49 48
47
52
53
55 54 56
57
58
59
60
V03281
Figure 4–5. Special Too ls (39 thro ugh 60)
Copyright©1996GeneralMotorsCorp.
4–5
MT(B) 640, 643, 650, 65 3 AUTO MATIC TRANSMISSIONS
63 64
62
61
66 65
67
70
68
69
71 73 72 74
V03282
Figure 4–6. Speci al Tool s (61 throu gh 74)
4–6
Copyright©1996GeneralMotorsCorp.
GENERAL OVERHAUL INFORMATION 75
78
76
77
80
79
81
82
85 83
84
86
90
87 88 89
V03283
Figure 4–7. Special Too ls (75 thro ugh 90)
Copyright©1996GeneralMotorsCorp.
4–7
MT(B) 640, 643, 650, 65 3 AUTO MATIC TRANSMISSIONS Table 4–1. Special Tools TooN l o.
Figure
Item
Description
J 1927-1
4–3
15
Adapter housing guide pins, 1⁄2-13x6(2)
J 3387-2
4–3
11
Oilpan guidescrews,
5⁄16-18 x 3 (2) (part of J 24315)
3289-20 J
4–6
66
Holdingfixturebase
J3453
4–3
3
Universalyokeandflangeholder
J6125-1
4–5
54
Slidehammerassembly
J 6438-01 J6795-01 8092 J
4–4 4–5 4–3
31 46 12
RefParagraph g
7–3
7–6 b, d a
5–3
b, g , h
3–17
a
6–8
Forward and fourth clutch spring compressor
6–9
Torqueconverterlifter Driver handle
6–3
b, 6–8c, 6–13b, 6–15b, 6–19b
J22912-01
4–7
84
Bearingandgearremover
6–15
J23549
4–7
86
Statorthrustbearinginstaller
6–3
J23642-01 23717-1 J J 24171
4–6 4–5
68 50
4–5
56
Transmissionholdingfixture
a a
7–3
Output shaft oil seal and dust shield remover assembly
a b
5–3
Center bolt
a, c, 6–10a, b a, 7–6e,
5–5
a, 6–17a, 6–18a
6–16
24171-1 J
4–5
58
Jaw attachment
3–17
c
24171-2 J
4–5
57
Rod assembly
3–17
c
J24171-3
4–5
Noseadapter(partofJ24171-2)
3–17
c
J24171-4
4–5
Slidehammer(partofJ24171-2)
3–17
c
24171-5 J
4–5
60
Hook
24198 J
4–4
22
Dustshieldinstaller
24202-4 J
4–3
18
Driver handle
J 24204-2
4–6
64
4–4
37
Statorrollerretainer
J24314
4–3
1
Valvebodyadjustingringtool
4–3
J 24315-1
4–3
J24369
4–3
11
13
3–17 f, 6–8c, 6–15b, 7–9a 6–10a, b, 6–16a, b, 6–17a, b, 6–20a, b f
6–3 3–13
Guide pin set
b, 6–4b, 6–5b, 6–6b c
7–4
Pump body and front support guide screws, (part of J 24315) Mainandoutputshaftorificeinstaller
f, 6–16b, 7–9b
3–17
Clutch spring compressor base for low, first, fourth clutches
J24218-1
24315 J
c
3–17
3⁄8-16
x 6 (2) 7–4c c, 6–13b, 6–14b, 6–12 6–15b
4–4
33
Valve pin remover
J24420-B
4–5
41
Bearingpullerassembly
J24446
4–3
17
Rearbearinginstaller(MT640,643)
3–17
f, 7–9a
J24447
4–7
77
Rearbearinginstaller(MT650,653)
3–17
f, 6–16b, 7–9a
J 24448-A
4–4
25
Output shaft oil seal installer (MT 640, 643)
3–17
J24449-A
4–4
26
Oilpumpsealinstaller(beforeS/N49490)
6–8
4–8
Copyright©1996GeneralMotorsCorp.
6–8
a
24412-2 J
d
3–17
f, 7–9b c
GENERAL OVERHAUL INFORMATION Table 4–1. Special Tools (cont’d) TooN l o.
Figure
Item
J24451
4–4
21
Outputshaftbearinginstaller
Description
6–13
J24452
4–4
29
Lowandfirstclutchspringcompressor
a, b, 6–17a, b, 6–16 6–20a, b
24453 J
4–3
2
Lockring installer
24454 J
4–3
20
Gear unit lifter
24455 J
4–3
10
Centersupportlifter
J24457 24458 J
4–4 4–3
28 16
RefParagraph
e
6–11
b, 5–11a, 7–3k, l
5–10
d, 7–3a, e, j, n
5–9
Frontsupportbearinginstaller Valve pin installer
b, 6–15b
c
6–8
c
6–8
J 24459-A
4–6
65
Main regulator and lockup valve spring compressor
6–8
a, c
J 24459-5
4–3
19
Spring compressor adapter (used with 24459-A)
6–8
a, c
J 24461
4–6
70
Oil pump body and front support centering band
6–8
J24462
4–6
66
Transmissionholdingfixtureadapterset
5–3
J 24463-2
4–5
42
Bearing puller leg assembly (MT 640, 643, for ten-ball bearings) (2)
J24468
4–4
27
Sungearshaftbushinginstaller
J24469
4–7
79
Frontplanetarybushinginstaller
J24470
4–7
76
Converterendplaygaugeassembly
J24472 24473 J J24474
4–7 4–3
86 9
Oilpumpbushinginstaller(usewithJ8092)
a
3–17d b
6–12
c
6–24
a, 6–3f
6–3
Lowplanetarybushinginstaller Front support lifter
c
c
6–24
b, 7–4c
5–8
c
4–7
86
J24475-B 24475-1 J
4–5 4–5
49 53
Selectivesnapringgaugeassembly Compressor base
7–3 7–3
a a
24475-2 J
4–5
52
Compressor bar
7–3
a
J 24534
4–5
43
Bearing puller leg assembly (MT 650, 653, nine-ball bearings) (2)
J 24620-A
4–4
25
Output shaft oil seal installer (MT 650, 653)
6–8
3–17d
J24648
4–4
28
Converterpumpcoverbushinginstaller
6–3
J24794
4–7
85
Centersupportbushinginstaller
6–11
J25000-1
4–6
72
Valvebodyteststand
73
Valve body adapter to J 25000-1
J 25000-338 4–6
74
Modulated lockup kit (used with J 25000-226)
J 25393-A
4–7
79
Output shaft front bearing outer race installer (MT 650, 653) (use with J 8092)
J25587-01* 4–6 J25587-1 4–6
71
Planetarycarrierrebuildtoolkit Removing,installingandswagingfixture
4–6
Pinremoverandinstalleradapter
f e a
3–13
J 25000-226 4–6
J25587-2
f, 6–16b, 7–9b
3–17
3–13 3–13 6–16b
6–24 6–3 6–24
d c, 6–24b b
* Items J 25587-1 through J 25587-50 are details of Planetary Kit J 25587-01.
Copyright©1996GeneralMotorsCorp.
4–9
MT(B) 640, 643, 650, 65 3 AUTO MATIC TRANSMISSIONS Table 4–1. Special Tools (cont’d) TooN l o.
Figure
Item
Description
RefParagraph
25587-3 J
4–6
Support block
6–24
b
25587-4 J
4–6
Support block
6–24
b
6–24
b
J25587-6
4–6
Pinremoverandinstallerspacer
25587-8 J
4–6
Pin installer
6–24
b
25587-11 J
4–6
Pin installer
6–24
b
25587-12 J
4–6
Pin installer
6–24
b
25587-13 J
4–6
Pin installer
6–24
b
25587-16 J
4–6
Pin remover
6–24
b
6–24
b, e
J25587-17
4–6
Bottomswagingtoolholder
J 25587-18
4–6
3i⁄4
nch loading pin
6–24 b
J 25587-20
4–6
5i⁄8
nch loading pin
6–24 b
J 25587-22
4–6
1i⁄2
nch loading pin
6–24 b
25587-23 J
4–6
Swaging tool
6–24
b
25587-25 J
4–6
Swaging tool
6–24
b
25587-27 J
4–6
Swaging tool
6–24
b
J 25587-48
4–6
3i⁄4
nch guide pin
6–24
b
J 25587-49
4–6
5i⁄8
nch guide pin
6–24
b
J 25587-50
4–6
1i⁄2
nch guide pin
6–24
b
J26282
4–3
14
Selectorshaftsealinstaller
3–17
a, 6–21b
J26401
4–7
82
Selectorshaftsealremover
3–17
a, 6–21a
26417 J
NI**
J26857
4–7
Oilpressuregaugeset 83
Oilpumpgearclearancegauge
a
3–20 6–8
c
J26912-A
4–7
88
Oilpumpsealinstaller(afterS/N49489)
6–8
c
J26913
4–3
4
Forwardclutchgauge(0.079–0.130in.)
6–9
c
J26914
4–3
5
Firstclutchgauge(0.074–0.147in.)
7–3
e, j
J26915
4–3
6
Secondclutchgauge(0.049–0.111in.)
7–3
b
J26916
4–3
7
Thirdclutchgauge(0.050–0.114in.)
7–3
o
J26917
4–3
8
Fourthclutchgauge(0.064–0.125in.)
6–10
J 28435
4–7
89
Converter pump hub roller bearing remover and installer 6–3
b b, f b
J28446-A
4–7
87
Sungearbushingswagingtool
J28684
4–7
81
Governorsupportpininstaller
6–16
b, 6–17b
J28708
4–7
80
Governorsupportpinremover
6–16
a, 6–17a
J29032
4–4
36
Counterborecutter,centersupport
29121 J
4–4
29121-1 J
4–4
29121-3 J
4–4
38
Stator rivet set Staking tool Rivet removing tool
** NI — Not illustrated.
4–10
Copyright©1996GeneralMotorsCorp.
6–12
e
6–11 6–3
c
6–3
c
6–3
c
GENERAL OVERHAUL INFORMATION Table 4–1. Special Tools (cont’d) TooN l o.
Figure
Item
Description
RefParagraph
J 29198-2
4–6
69
Gauge set, center and front support sealring grooves
6–8
J 29355
4–5
55
Remover and installer set-lube valve spring guide
6–21
a, b
4–7
J29375-1
4–7
Baseplate(partofJ29375)
6–3
d
J29375-2
4–7
Guideplate(partofJ29375)
6–3
d
J29375-3
4–7
Stakingtool(partofJ29375)
6–3
d
J29375-4
4–7
Pinremover(partofJ29375)
6–3
d
J29375-5
4–7
Drillguidebushing(partofJ29375)
4–4
38
Turbinerivettoolset
d
29375 J
29521 J
78
a, 6–8b, 6–11a
6–3
Stator rivet set
J29521-1
4–4
Statorrivetbase(partofJ29521)
J29521-2
4–4
Topplate(partofJ29521) Bolt 5⁄8-11 x 31⁄4(
4–4
d
6–3 6–3
c
6–3
c c
6–3 partofJ29521)
6–3
J29612
4–5
39
Valvebodytorquewrench(pre-set10lbft)
7–5
J29618
4–6
62
Outputshaftsealinstaller
3–17
J29863
4–5
47
Valvebodylifter
J33163
4–5
48
Valvebodypartstrayset
J33410
4–4
32
Neutralstartswitchwrench
J33429
4–6
63
Accumulatorcoverremover(installer)
J 33818-A
4–4
34
Governor and speedometer bushing remover (installer)
c b, c, e, f f, 6–18b a
6–6
a, 7–10b
6–21
a, b
6–18
6–18 a, b
J33820
4–4
30
Outputbearinginstaller,MTB
3–17
f, 6–18b
J33821
4–5
40
Outputbearingremover,MTB
3–17
d
J 33822
4–6
61
Output shaft front bearing race installer (MTB 653)
J 34015
4–4
23
Output shaft bearing installer (0.280 in.) (MT 650, 653) 6–15
J34016
4–4
24
Outputshaftbushinginstaller(MTB643)
J 34127
4–7
75
Center support selective snapring gauge (used with J 24475-B)
34814 J
NI**
J36376
NI
J 38086
4–5
PTO height gauge set
7–3a
3–17d
4–7
90
Frontsupportbearinginstaller
6–8
J41406
4–4
35
Sungearshaftbushinginstaller
6–12
PT8640
NI
PT4555 250*
NI 4–6
Accumulatorboringtoolskit Valve body test stand
a, c
6–8
J39362
72
a
7–12
Bearing puller leg assembly (MT 640, 643, for nine-ball bearings)
Accumulatorborereplacementsleeve
b d
7–3
Remover/installer,oilpumpbushing 44
b
6–19
6–18 6–18 3–13
c b b b a
* Available from Aidco, Inc. ** NI — Not illustrated.
Copyright©1996GeneralMotorsCorp.
4–11
MT(B) 640, 643, 650, 65 3 AUTO MATIC TRANSMISSIONS 4–5. CLEANING AND INSPECTION a. Dirt-Free Assembly. All parts must be clean to permit effective inspection. It is very important that no dirt or foreign material be allowed to enter the transmission. Even minute particles can cause the malfunction of close-fit parts, such as valves. b. Cleaning Parts
1. Clean all metallic parts of the transmission thoroughly with mineral spirits or by steamcleaning. Do not use caustic soda solution for steam-cleaning. 2. Dry parts (except bearings) with compressed air. Lubricate steam-cleaned parts with transmission fluid immediately after drying to prevent rust. 3. Clean hydraulic passages by working a piece of soft wire back and forth through the passages and flushing with mineral spirits. Dry the passages with compressed air. 4. After cleaning, examine parts (especially hydraulic passages) to make certain they are entirely clean. Reclean them if necessary. 5. Removing minor defects with tools such as crocus cloth, honing stones, and scrapers produces debris and residue. Cover adjacent parts and cavities before removing defects. Thoroughly reclean the affected areas after the repair work. 6. Use only petroleum base solvents for cleaning oil seals. Solvents such as trichloroethylene, benzol, acetone, and all aromatics are harmful to seals made from polyacrylate rubber.
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. Replace a bearing if its rotation is still rough after cleaning and lubrication. 2. Inspect bearings for scored, pitted, scratched, cracked, or chipped races, and for excessive wear of rollers or balls. If one of these defects is found, replace the bearing. 3. Inspect the bearing housing and shaft for grooved, burred, or galled conditions that would indicate that the bearing had been 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 3–9b).
Keor epigrit ng Bea rings Cleisan.usually Because the presence ofe.dirt in bearings responsible for bearing failures, it is important to keep bearings clean during removal and installation. Observe the following rules to ensure maximum bearing life.
1. Do not remove the wrapper from new bearings until ready to install them. 2. Do not remove the grease in which new bearings are packed.
c. Cleaning Bearings
3. Do not lay bearings on a dirty bench; place them on clean paper or lint-free cloth.
WARNING!
4. If assembly is not to be completed at once, wrap or cover the exposed bearings with clean paper or lint-free cloth to keep out dust.
Never dry bearings with compressed air. A spinning bearing can disintegrate allowing balls or rollers toabecome flying projectiles. Also, spinning bearinglethal without lubrication can damage the bearing.
1. Wash bearings that have been in service thoroughly in mineral spirits. 4–12
f. Inspecting Cast P arts, Mach ined Surf aces
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.
Copyright©1996GeneralMotorsCorp.
GENERAL OVERHAUL INFORMATION 2. Inspect all hydraulic passages for obstructions. If an obstruction is found, remove it with compressed 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 defects 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 correct size used tap (a new tap can cut oversize). A threaded insert may be used if the insert will not be subjected to high hydraulic pressure. Inserts used in high pressure areas will leak fluid. 5. Inspect snapring grooves in the transmission housing for nicks or shavings that would prevent the snaprings from fully seating in the grooves. Clean up any damage with crocus cloth. 6. Replace housings or other cast parts that are cracked. Magnaflux and rinse planetary carriers using approximately 8000 ampere-turns (8 amperes in 1000 turn coil) to determine if fractured. Replace the carrier if cracked.
9. Inspect the hydraulic circuit tracks in the valve body and main housing for porosity, broken lands, cracks, dirt, and land surface imperfections. The tracks identified in Figure 4–8 will assist in locating troubled areas. g. Inspecting Bushings, Thrust Washers
1. Inspect bushings for scores, burrs, roundness, sharp edges, and evidence of overheating. Remove scores with crocus cloth. Remove burrs and sharp edges with a scraper or knife blade. If the bushing is out-of-round, deeply scored, or excessively worn, replace it using the proper size replacer tool.
CAUTION: Whenever it is necessary to cut out a defective bushing, do not damage the bore into which the bushing fits.
2. Inspect thrust washers for distortion, scores, burrs, and wear. Replace if defective or worn. h. Inspecting Oil Seal s, Gas kets
1. Replace all sealrings (except hook-type), oil seals, and composition gaskets. 2. Inspect hook-type sealrings for wear, broken hooks, and distortion.
NOTE: Some torque converter turbines and stators have casting irregularities near the outer edge of the turbine and stator vanes. These “shut” marks are not cracks and are not detrimental to the operation of the transmission.
7. Inspect all machined surfaces for damage that could cause fluid leakage or other malfunction of the part. Rework or replace the defective parts. 8. Inspect parts for discoloration. Replace any parts (e.g. a carrier and spindles) where discoloration indicates exposure to excessive heat.
3. Install a new hook-type sealring if the old ring shows any wear on the OD, or if there is excessive side wear. The sides of the sealring must be smooth within 0.005 inch (0.127 mm) maximum side wear. The sides of the shaft groove (or the bore) into which the sealring fits should be smooth to 50 microinches (1.27 micrometers) and square with the axis of rotation within 0.002 inch (0.05 mm). If the sides of the grooves have to be reworked, install a new sealring. i. Inspecting Gears
CAUTION:
CAUTION: Distortions and imperfections in the hydraulic circuit tracks will cause severe fluid leakage leading to transmission failure.
Do not attempt to correct the governor driven gear with the use of a soft stone. If the governor driven gear is scuffed, nicked, burred, or ha s broken teeth, replace the governor assembly.
Copyright©1996GeneralMotorsCorp.
4–13
MT(B) 640, 643, 650, 65 3 AUTO MATIC TRANSMISSIONS SECOND TO THIRD THIRD TO FOURTH CLUTCH FEED
TRIMMER REGULATOR REVERSE
SECOND CLUTCH
EXHAUST THIRD CLUTCH
THIRD, FOURTH FEED
FOURTH CLUTCH MAIN GOVERNOR MODULATOR
EXHAUST
EXHAUST
LOW CLUTCH
LOCKUP FIRST CLUTCH
SIGNAL MAIN
FIRST CLUTCH TRIMMER
DRIVE 3
GOVERNOR FEED
FORWARD CLUTCH
GOVERNOR
DRIVE 2 MAIN
CHECK VALVE EXHAUST
DRIVE 3 DRIVE 2
FIRST CLUTCH REVERSE MODULATOR
MAIN
MA IN GOVERNOR
SECOND TO THIRD SIGNAL FI R S TT O SECOND SIGNAL
F OR W A R D
D RI V E 1 L00354
Figure 4–8. Main Housing Valve Body Mounting Surface Tracks
1. Inspect gears for scuffed, nicked, burred, or broken teeth. If the defect cannot be removed with a soft honing stone, replace the gear. 2. Inspect gear teeth for wear that may have destroyed the srcinal tooth shape. If this condition is found, replace the gear. 3. Inspect the thrust face of gears for scores, scratches, and burrs. Remove such defects with a soft honing stone. If the scratches and scores cannot be removed with a soft stone, replace the gear.
2. If the turbine shaft is cracked or broken (indicating the transmission was exposed to high torsional loads), magnaflux the main shaft and closely inspect the lube oil holes. k. Inspecting Spli ned Pa rts. Inspect splined parts for stripped, twisted, chipped, or burred splines. Remove burrs with a soft stone. Replace the part if other defects are found. Spline wear is not considered detrimental except where it affects tightness of fit of the splined parts. l. Inspecting Th readed Par ts. Inspect parts for
j. Inspecting Shafts
1. Inspect shafts closely for cracks. Cracks srcinating at the lube oil holes may appear just below the surface. 4–14
burred or damaged threads. Remove burrs with a soft honing stone or fine file. Clean up damage on small threads by chasing threads with a used die. Clean up damage on large threads with a fine file. Replace the part if damage cannot be cleaned up.
Copyright©1996GeneralMotorsCorp.
GENERAL OVERHAUL INFORMATION m. Inspecting Snaprings. Inspect all snaprings for nicks, distortion, and excessive wear. Replace a snapring if any of these defects are found. The snapring must snap tight in its groove for proper functioning. n. Inspecting Springs. Inspect springs for signs of overheating, permanent set, or wear due to rubbing adjacent parts. Replace the spring if any one of these defects is found. Refer to Table 8–2, Spring Data for spring inspection criteria. o. Inspecting Clutch Plates
1. Inspect friction-faced steel plates (internalsplined plates) for burrs, embedded metal particles, severely pitted faces, excessive wear, cone, cracks, distortion, and damaged spline teeth. Remove burrs, using a soft honing stone. Replace plates which have other defects. 2. Inspect steel plates (external-tanged plates) for burrs, scoring, excessive wear, cone, distortion, embedded metal, galling, cracks, breaks, and damaged tangs. Remove burrs and minor surface irregularities, using a soft honing stone. Replace plates which have other defects. 3. The amount of cone in a clutch plate is determined by measuring the distance between the ID of the plate and a flat surface (Figure 4–9). Discard plates having excessive cone. Refer to Table 8–1, Wear Limits. p. Inspecting Swaged, Int erference-Fit Parts. If there is evidence of looseness, replace the assembly.
LEVEL SURFACE
CLUTCH PLATE
q. Inspecting Balls in Clutch Housings. Inspect all balls in rotating clutch housings for free movement. The minimum movement is 0.040 inch (1.02 mm). Any restriction could prevent the ball from seating during clutch application. Inspect staking that retains the balls. r. Inspecting Seal C ontact Sur faces
1. Inspect the surfaces that contact the sealing area or lip of any seal. Correct any roughness, scoring, thatdamage permitstotransmission fluidpitting, leakageororwear causes the seal. Replace the affected part if defects cannot be corrected. 2. Inspect sealring groove thrust faces for wear and surface finish condition. There must be no step, edge lip, or rough finish on the face. The thrust face of the sealring groove is always the face that is farthest from the fluid feed area between a pair of seals.
4–6. ASSEMBLY PROCEDURES a. Clutches, Pi stons
1. Establish clutch pack clearances prior to assembly. After clearances have been established, soak friction-faced clutch plates in transmission fluid for at least two minutes and install each plate so that any cone is in the same direction as the cone of the adjacent plates. 2. Apply a generous amount of transmission fluid to the piston cavity prior to final assembly. b. Parts Lubrication. During final assembly, lubricate all moving parts with transmission fluid. The lubricant will help protect the friction surfaces and ferrous metals until the unit is in service. c. External Pipe Plugs, Hydraulic Fittings
Measure here for cone
V00778
Figure 4–9. Method of Measuring Clutch Plate Cone
CAUTION: Inaccurate torque can cause leakage and cracked housings. Tighten all pipe plugs to the torque specified in the assembly step and on the exploded views.
Copyright©1996GeneralMotorsCorp.
4–15
MT(B) 640, 643, 650, 65 3 AUTO MATIC TRANSMISSIONS 1. New Precoated Plugs. New plugs that are precoated with Teflon® need no preparation for assembly. 2. Reused or Uncoated Plugs, Hydraulic Fittings. Prepare the threads with a small amount of nonhardening sealant, such as Loctite® Pipe Sealant with Teflon®, or equivalent. Do not use Teflon® tape. d. Oil-Soluble Grease
CAUTION: • Do not use gasket-type sealing compounds, fibrous greases, or nonsoluble, vegetable-base cooking compounds any place inside the transmission or where they could be flushed into the transmission hydraulic system. • Do not use any substance as a gasket retainer.
1. Low temperature grease (petrolatum) must be used for internal assembly. The grease must be soluble in DEXRON®-III or Allison-approved C-4 transmission fluid. Petrolatum equivalent to MIL-VV-P-36 or Amojell® petrolatum (Amoco Oil Co.) is recommended to temporarily retain butt-joint sealrings, hook-type sealrings, and The otheroil-soluble parts during assembly mating parts. grease will with help keep the sealrings centered in their grooves and will help protect the parts from damage. 2. High temperature grease having good oxidation and water resistance should be used at the ID of the output and input shaft fluid seals. 3. If adhesives or sealants are required for the pan gasket, they may be applied on the pan mounting flange, but only in the area outside of the flange bead.
the inside of the unit). Coat the inside of the seal with high temperature grease such as MIL-G-3545A, Mobil Grease No. 28 (Mobil Oil Co.), Aeroshell Grease No. 22 (Shell Oil Co.), or equivalent, to protect the seal during shaft installation and to provide lubrication during initial operation. 2. Allison seals are precoated with a dry sealant. The sealant is usually colored for easy identification. The precoated seals do not require any additional sealant before installation. 3. If the circumference of a seal is not precoated with a dry sealant, apply a non-hardening sealant, such as Permatex® #2, to the circumference of these seals before installation. f. Butt-Joint Sealrings
CAUTION: If humidity is allowed to penetrate and expand a butt-joint sealring, the sealring can be damaged during installation. A damaged sealring will leak fluid from the clutch piston cavity and cause clutch slippage. Do not open the airtight package until you are ready to install the sealring.
1. Check the end clearance prior to installing the sealring to ensure that the sealring has not expanded. 2. Remove the sealring from the airtight package and place it in the bore. 3. Using a feeler gauge, check the end clearance of the sealring. The end clearance must not be less than 0.010 inch (0.25 mm).
e. Lip-Type Seals (Metal-Encased)
4. If the end clearance is less than 0.010 inch (0.25 mm), heat the sealring in an oven at 200– 300°F (93–149°C) for 24 hours or get a new sealring. Repeat Steps (2) and (3) to ensure that the end clearance is correct.
CAUTION:
5. Pack the sealring groove with a liberal amount of oil-soluble grease.
Do not use high-temperature grease on tra nsmission internal parts.
1. When replacing metal-encased lip-type seals, make sure the spring-loaded lip side is toward the transmission fluid to be sealed in (toward 4–16
6. Roll the sealring to about half its free diameter and hold it for about 10 seconds. Being careful not to spread the sealring more than necessary, slide it onto the hub. Place one end of the sealring into the groove and gradually work the seal into the groove.
Copyright©1996GeneralMotorsCorp.
GENERAL OVERHAUL INFORMATION g. Interference-Fit Parts. Assembly of interference-fit parts may be accomplished by heating and chilling the respective parts. The female part can be heated in an oven or hot transmission fluid bath to 300°F (149°C), and the male part can be chilled in dry ice. Either one or both parts may require a thermal process. If the chill process is used for a ferrous alloy part, coat the components with transmission fluid to inhibit rust due to frost and moisture. h. Sleeve-Type Bearings and Bushings. The use of a locking compound such as Loctite® Sleeve Retainer 601TM or equivalent is recommended to retain bushings and sleeve-type bearings that have press-fit tolerances.
3. Use expanding-type snapring pliers to spread the snapring fully into the groove. Tapping the snapring with a screwdriver or drift and hammer may not ensure that the snapring is fully expanded into the groove.
4–7. REMOVING (OR INSTALLING) TRANSMISSION a. Drain Transmission Flui d. Drain the transmission fluid from the transmission before removal from the vehicle (Paragraph 3–10). For better drainage, the transmission should be warm. Since applications differ, consult the vehicle service manual for specific instructions for transmission removal and installation.
i. Bearings (Ball or Roller)
1. When installing a bearing on a shaft, heat the bearing to 200°F (93°C) in an oven or in a transmission fluid bath. Bearings must be heated long enough for sufficient expansion. Heating time is determined by the size of the bearing. Forty-five minutes is sufficient for the largest bearing in these transmissions. Use the proper size installation sleeve and a press to seat the bearing. 2. If a bearing must be removed or installed without a sleeve, press only on the race which is adjacent to the mounting surface. If a press is not available, seat the bearing with a drift and a hammer, driving against the supported race.
b. Check Linkages an d Lines. Make sure all linkages, controls, cooler lines, modulator actuator cable, temperature connection, input and output couplings, transmission fluid fill tube, parking brake linkage, mounting bolts, etc., are disconnected before transmission removal. Carefully place hydraulic lines out of the way of damage and cover all openings to keep out dirt. NOTE: Position jack or hoist sling to coincide with the transmission center of gravity. c. Retain Torque Co nverter
1. The torque converter is free to move forward when the transmission is disconnected from the engine.
j. Clutch Snaprings
CAUTION: Snaprings that retain clutch packs must be fully seated in the grooves in the main housing. If the snapring is not fully seated in its groove, it can come out of the groove and cause extensive damage.
1. Check the snapring groove in the main housing for debris, nicks, burrs, or shavings prior to installing the snapring. A burr or shaving can be raised when the snapring is removed. 2. Install the snapring with the ends at the twelve o’clock position to avoid scratches in the hydraulic passages at the bottom of the main housing bore.
CAUTION: Do not allow the torque converter to separate from the transmission while the transmission is being removed from the vehicle.
2. Install a retaining strap to hold the converter in place as soon as the transmission is clear of its mountings. d. Clean Transmission. Clean the exterior of the transmission. If steam cleaning is used, disassemble and dry the transmission immediately because condensation from the steam could cause rust in the transmission.
Copyright©1996GeneralMotorsCorp.
4–17
MT(B) 640, 643, 650, 65 3 AUTO MATIC TRANSMISSIONS e. Transmission Ins tallation
1. Use a transmission jack to raise the transmission into mounting position. Mount the transmission. 2. Make all connections from the vehicle to the transmission. Refer to the vehicle’s service manual and Paragraph 3–12 in this manual for control linkage adjustment procedures. 3. Verify all mechanical and electrical connections. 4. Fill the transmission with transmission fluid (Paragraph 3–5 through 3–10) and road test after installation.
4–8. WEAR LIMITS Refer to Table 8–1 for general and specific information covering parts fits, clearances, and wear limits.
4–9. SPRING SPECIFICATIONS
charts on the foldouts are keyed by capital letters to correspond with capital letters at the end of items in the legend. All torque values are for dry assembly unless a lubricant is specified in the assembly procedure. Transmission fluid on threads has little effect on torque.
4–11. SELECTIVE PARTS a. Certain parts are provided in graduated thicknesses to provide proper running clearances. These parts are selected and matched during the manufacturing process to compensate for machining tolerances. Selectively matched parts are assembled in the transmission and must be retained with a particular transmission until the parts are replaced. If a selective part is replaced, related components must be selected to retain the proper running clearances.
NOTE:
Refer to Table 8–2 for spring identification and specifications.
4–10. TORQUE SPECIFICATIONS
To maintain the relationship of matched components, identify the related parts during assembly.
b. If any of the parts listed in Table 4–2 require
Torque specifications are view givenfoldouts with each procedure. The exploded stateassembly torque specifications for all threaded fasteners and plugs. The
replacement, make appropriate measurements to reestablish the proper running clearance within the affected parts group.
Table 4–2. Selective Parts and Rela ted Compon ents Foldout
Ref
6
19
SelectiveParts
Foldout
Spacer
6
6
Convertercoverassembly
6
14
Lockup clutch backplate
6
20
Converterturbine
6
24
Statorassembly
6
32
Statorrace
6
39
Converter pump hub (earlier models)
6
42
Converterpump
6 7,A
8
Pumpdrivengear
7,B
16
Forwardclutchpiston
4–18
Related Components Affecting Clearances
R ef
7,A 7,B
48 7 3
Converter pump hub (later models) Pumpbody Clutchhousingassembly
Copyright©1996GeneralMotorsCorp.
GENERAL OVERHAUL INFORMATION Table 4–2. Selective Parts and Rela ted Compon ents (cont’d)
8,A 8,B
9,10 Fourthclutchpiston 2
Thirdclutchbackplate
8,A
13
8,B
9 16
10,A
12
5
Centersupportsnapring
8,B
8,B
28
Second clutch backplate
8,B
10,A
11,A
11,B
2
23
Firstclutchbackplate
Low clutch piston
Thirdclutchpiston
8,B 8,B
16 12 16
8,B
19
10,A
12
10,A
Clutchhousingassembly
12
Center support assembly Transmission housing Centersupportassembly Transmission housing Centersupport assembly Second clutch piston Transmission housing Transmissionhousing
11,A
11
First clutch piston
11,B
3
Adapter housing (MT(B) 650, 653)
12,A
6
Rear cover (MT 640, 643)
19,A
7
11,B
3
12,B
15
19,B
13
19,A
22
Retarderpiston
18,B
19,B
28
Retarderpiston
18,B
19,A 19,B
6,7 7 6,7 13
Retarder adapter housing (MTB 640, 643) Adapter housing (MT(B) 650, 653) Rear cover (MT 650, 653) Retarder adapter housing (MTB 650, 653) Retarderretarderplates Retarder adapter housing (MTB 640, 643) Retarderclutchplates Retarder adapter housing (MTB 650, 653)
Copyright©1996GeneralMotorsCorp.
4–19
MT(B) 640, 643, 650, 65 3 AUTO MATIC TRANSMISSIONS NOTES
4–20
Copyright©1996GeneralMotorsCorp.
Section 5 — DISASSEMBLY OF TRANSMISSION 5–1.
SCOPE
This section covers disassembly of transmission models MT(B) 640, 643, 650, and 653 into subassemblies. The procedures and illustrations apply to all models unless specific model(s) are identified. If a procedure does not apply to the specific model being disassembled, go to the next applicable procedure. The paragraphs relating to specific models are as follows: Model
All Models MT 640, 643
Paragraphs
5–3, 5–5, 5–8, 5–9 5–6, 5–10, 5–12
MTB 643
5–4, 5–6, 5–11, 5–13
MT 650, 653
5–7, 5–11, 5–12, 5–14
MTB 653
5–4, 5–7, 5–11, 5–13, 5–14
2. Replace the PTO cover with J 24462-1 holding plate and J 23642-01 holding fixture (Figure 5–1). Retain the plate and fixture with six 3⁄816 x 13⁄4 inch bolts. 3. Attach a three-leg lifting sling (Figure 5–1) and hoist the transmission into position for attachment to holding fixture base J 3289-20. b. Mounting of Transmission in Overhaul Stand
The transmission may be mounted in an overhaul stand providing the front, rear, and bottom of the transmission remain freely accessible for removal and installation of components. The stand must allow movement of the transmission into vertical and horizontal positions. Any attachment to the transmission housing at the PTO pad should use bolts which do not project into the housing to obstruct removal and installation of components.
5–2. GENERAL INFORMATION Refer to Sections 4 and 8 for general information as follows: Paragraph
Title
4–2
Tools and Equipment
4–3
Replacement Parts
4–4
CarefulHandling
4–5
Cleaning and Inspection
8–1
WearLimitsData
8–2
SpringData
5–4. PREPARATION FOR DISASSEMBLY (MTB Series Only) a. Relieving Trapped Hydraulic Pressure
WARNING! Hydraulic fluid under 40 psi (280 kPa) pressure may be trapped in the output retarder accumulators. Personal injury can occur if this pressure is accidentally released.
5–3. MOUNTING TRANSMISSION IN HOLDING FIXTURE OR OVERHAUL STAND
J 23642-01
BOLT (6) 3/8-16 x 13/4 in.
J 24462-1
CAUTION: The torque converter must be held into the transmission by a retaining strap as shown in Figure 1–2. Be sure the retainer is in place before lifting the transmission. a. Mounting of Transmission in Table-Mounted Holding Fixture
1. Remove the six bolts that retain the PTO cover. Remove the cover and gasket.
WASHER (6)
J 3289-20
H00010.01
Figure 5–1. Transmission Installed in Holding Fixture
Copyright©1996GeneralMotorsCorp.
5–1
MT(B) 640, 643, 650, 653 AUTO MATIC TRANSMISSIONS 1. Before disassembling an MTB Series transmission, relieve trapped accumulator pressure. 2. Connect a 150 psi (1000 kPa) air supply to the air actuator port in the top of the retarder control valve. 3. Apply 60–150 psi (400–1000 kPa) air pressure to the top of the retarder control valve for 2–3 seconds. 4. Turn off the air and disconnect the air supply. 5. Remove the drain plug and drain fluid from the transmission.
NOTE: For removal of the heavy-duty configuration oil pan, go to Paragraph 5–5c. b. Removal of Oil Pan and Filter (Standard Configuration) (Foldout 10,A)
1. Remove the modulator retainer bolt (Figure 5– 3). Remove the retainer. If not previously removed, remove the modulator control. 2. Remove the twenty-one washer-head screws 48 that retain the oil pan (Figure 5–3). 3. Remove oil pan 46 and gasket 34 or 41.
b. Removing Hose Assemblies, Fittings, and Brackets
1. Remove flared tube connectors 7 (Foldout 17,A) and 8, and sealrings 6 and 9. 2. Remove bolt 5, washer 11, and nut 10 from hose clamp 4 and hose clamp bracket 12. 3. Disconnect and remove converter-out hose assembly 3. Remove flared tube elbows 2 and 14, and sealrings 1 and 13. 4. Disconnect clutch feed hose assembly 15 from
NOTE: While the filter disassembly procedure applies to all models, filter components vary, and are not interchangeable. Before reassembly, refer to the current Parts Catalog PC1316EN for the correct parts for your model.
4. Remove filter retaining screw 35 or 42. 5. Remove the filter assembly (Figure 5–4). For paper element filters, separate filter 33 and filter tube 32.
flared tube elbow (Foldout 18,A)18and 16 (Foldout 17,A).23Remove elbow andfitting connecting components from the retarder housing. Separate fitting 16, check valve 17, and elbow 18 only if cleaning or replacement is required.
J 6795-01
5–5. REMOVAL OF TORQUE CONVERTER, OIL PAN, AND FILTER a. Removal of Torque Con verter
TRANSMISSION HOUSING
TORQUE CONVERTER
1. Position the transmission front upward. 2. Remove the converter retaining strap used for shipping and handling. 3. Attach lifter tool J 6795-01 and lift the complete torque converter from the transmission (Figure 5–2). H00120.01
4. Refer to Paragraph 6–3 for torque converter rebuild instructions. 5–2
Figure 5–2. Removing Torqu e Converter Assem bly
Copyright©1996GeneralMotorsCorp.
DISASSEMBLY OF TRANSMISSION 6. Discard paper element filters. Discard sealring 31 or 39 from the upper end of the filter tube. 7. On deep pan models, remove the three bolts that retain filter spacer 37.
c. Removal of Oil Pan and Filter (Heavy-Duty Configuration) (Foldout 10,B)
1. Remove the 5⁄16-24 x 7⁄8 hex bolt 21 and nut 22. Remove the strap 20, cover 19, and spring 17 (Figure 5–5). 2. Remove filter retainer 16 and filter 14. 3. Remove twenty-one hex washer-head screws 24, oil pan 25, and gasket 28.
OIL PAN
1 SCREW (21) GASKET RETAINER
4. Remove hex washer-head screwthat 10 retain and ⁄4can-20 x 23⁄4 inch bolt 12 (Figure 5–6) ister 11. 5. Remove canister 11. Discard sealring 9 from the oil canister suction tube.
BOLT
NOTE: For MT 650, 653 proceed to Paragraph 5–7.
H00121
Figure 5–3. Removing Modulator Retaining Bolt and Standard Configuration Oil Pan
MODULATED LOCKUP VALVE ASSEMBLY OIL FILTER
OIL FILTER SUCTION TUBE SEALRING
5–6. REMOVAL OF HYDRAULIC COMPONENTS (MT(B) 640, 643) a. Modulated Lo ckup Valve Body
(Foldout 15,A) 1. Remove the bolts that retain the valve body to the transmission housing (Figure 5–6). 2. Remove the valve body assembly. Refer to Paragraph 6–4 for rebuild of the body assembly.
FILL TUBE, DIPSTICK PROVISION
OIL DRAIN PLUG COVER STRAP WASHER HEAD SCREWS (21) H03284
Figure 5–4. Remov ing Oi l Filt er
H00091
Figure 5–5. Removing Oil P an — Heavy-D uty Configuration
Copyright©1996GeneralMotorsCorp.
5–3
MT(B) 640, 643, 650, 653 AUTO MATIC TRANSMISSIONS b. Tube Adapter (Foldout 10,A)
1. Remove four bolts 21 that retain tube adapter 20 to the transmission housing (Figure 5–7). 2. On later models, remove the two bolts that retain the first clutch feed tube to the valve body.
3. Remove check ball 49 if used (Figure 5–8). If the check ball is light brown, white, or blue, replace it with a new dark brown ball. Later models do not incorporate the governor check ball. NOTE:
3. Remove tube adapter 20 and tubes 96 and 97 (Foldout 13) as an assembly. Remove governor screen 98 (if present) and discard. c. Control Valve Assembly (Foldout 13)
1. Using a rubber band, or a suitable substitute, secure the shift selector valve to a pad on the control valve body (Figure 5–8). Remove the bolt that attaches the detent spring and roller assembly. Remove the detent spring and roller assembly. Loosen two bolts at the top of the control valve body to act as support bolts. Remove the remaining bolts that attach the control valve body to the transmission housing. 2. Hold the control valve body assembly firmly and remove the two remaining bolts. Remove the control valve using a downward and outward movement to clear the actuator pin from the housing bore (Figure 5–8). Refer to Paragraph 6–6 for control valve body assembly rebuild instructions.
For MT 640, 643 proceed to Paragraph 5–8.
5–7. REMOVAL OF HYDRAULIC CONTROL COMPONENTS (MT(B) 650, 653) a. Modulated Loc kup Valve Body (Foldout 15,A)
1. Remove the bolts that retain the valve body to the transmission housing (Figure 5–6). 2. Remove the valve body assembly. Refer to Paragraph 6–4 for rebuild of the assembly. b. Low Shif t Valve Assembly (Foldout 15,B)
1. Remove the six bolts that retain the external tubes to the valve body (Figure 5–9). Remove tubes 85, 86, and 87 (Foldout 14).
BOLT (16),1⁄4-20 x 21 ⁄4 in. BOLT, 1/4-20 x 2 in.
MODULATED LOCKUP VALVE BODY ASSEMBLY
SELECTOR VALVE FILTER CANISTER
BOLT, 1⁄4-20 x 13 ⁄4
DETENT LEVER DETENT SPRING
BOLT (2),1⁄4-20 x 3 CONTROL VALVE ASSEMBLY
HEX WASHER HEAD SCREW
GOVERNOR FEED
FIRST CLUTCH FEED
GOVERNOR PRESSURE
BOLT, 1/4-20 x 2 3/4 in.
PAN GASKET TUBE ADAPTER
H00092.01
Figure 5–6. Removing Oil Canister (Heavy-Duty Configuration) and Modulated Lockup Valve
5–4
H03285
Figure 5–7. Removing Tube Adapter — MT 640, 643
Copyright©1996GeneralMotorsCorp.
DISASSEMBLY OF TRANSMISSION 2. Remove the bolts that retain the low shift valve body assembly to the transmission housing (Figure 5–9). Remove valve body assembly and separator plate. Refer to Paragraph 6–5 for the low shift valve body assembly rebuild instructions.
3. Remove the two bolts that attach the low shift oil transfer plate (Figure 5–10). Remove the plate and the two governor tubes. Remove filter screen 84 (if present) from the tube bore in the control valve assembly (Figure 5–10). Discard the filter screen (earlier models). c. Control Valve Assembly (Foldout 14). The procedure for removing the control valve body assembly is the same as that described for the removal of the MT 640, 643 control valve in Paragraph 5–6 c.
SHIFT SELECTOR VALVE RUBBER BAND
Refer to Paragraph 6–6 for control valve assembly rebuild instructions. CHECK BALL
5–8. REMOVAL OF OIL PUMP AND FRONT SUPPORT (Foldout 7,A)
CONTROL VALVE ASSEMBLY
ACTUATOR PIN
H03286
Figure 5–8. Removing Control Valve Assembly
a. Remove twelve bolts 35 and twelve rubber-covered washers 34 that retain the oil pump and front support assembly. Discard the twelve rubber-covered washers. b. Install front support lifter assembly J 24473 onto the converter ground sleeve (Figure 5–11). Make sure the lifter assembly is secure before removing the
support assembly.
SHIFT SELECTOR VALVE FIRST TRIMMER
DETENT SPRING
CONTROL VALVE ASSEMBLY
DRIVE 1
SCREEN LOCATION
LOW AND FIRST FEED
GOVERNOR TUBES
LOW SHIFT VALVE ASSEMBLY
H03288 H03287
Figure 5–9. Removing External Tubes from Valve Bodies — MT 650, 653
Figure 5–10. Removing Low Shift Valve Oil Transfer Plate — MT 650, 653
Copyright©1996GeneralMotorsCorp.
5–5
MT(B) 640, 643, 650, 653 AUTO MATIC TRANSMISSIONS CAUTION:
J 24473
The pump and front support assembly is fitted to the transmission housing with very little clearance. It may bind in the housing if the housing is cold. Heat the housing slightly, if necessary. DO NOT USE a torch to heat the ho using. A sun lamp or a current of warm air will be sufficient. If the pump and support assembly starts upward and then binds, tap it downward and lift again.
OIL PUMP AND FRONT SUPPORT ASSEMBLY
TRANSMISSION HOUSING
c. Attach a hoist to the lifter assembly and carefully remove the oil pump and front support assembly (Figure 5–11). Remove support gasket 33. Remove thrust bearing race assembly 31 at the rear of the support assembly. Refer to Paragraph 6–8 for oil pump and front support rebuild instructions.
5–9. REMOVAL OF FORWARD, FOURTH, AND THIRD CLUTCHES, AND CENTER SUPPORT a. Forward Clutch (Foldout 7,B). Grasp turbine shaft 5 and lift the forward clutch, attached PTO gear, and fourth clutch hub from the transmission housing (Figure 5–12). Remove thrust bearing race assembly 26 at the rear of the clutch. Refer to Paragraph 6–9 for
CONVERTER GROUND SLEEVE
SEALRING
GASKET H00094.01
Figure 5–11. Removing Oil Pu mp and Fro nt Support Assembly
PTO GEAR
TURBINE SHAFT
FOURTH CLUTCH HUB
forward clutch rebuild instructions. b. Fourth Clutch (Foldout 8,A). Grasp fourth clutch spring retainer 7, and lift the fourth clutch assembly from the transmission (Figure 5–13). Remove thrust bearing race assembly 15. Refer to Paragraph 6–10 for fourth clutch assembly rebuild instructions.
FOURTH CLUTCH HOUSING NEEDLE ROLLER BEARING
c. Third Clutch (Foldout 8,B). Remove snapring 1 that retains third clutch backplate 2 (Figure 5–14). Remove the backplate. Remove the six plates 3 and 4 of the third clutch.
H00125
Figure 5–12. Removing Forward Clutch Assembly
d. Center Support (Foldout 8,B)
1. Remove center support anchor bolt 54 and washer 55 (Foldout 10,A) from the bottom of the transmission. Retain the used bolt for selective snapring selection at assembly. A new bolt and washer must be used at final assembly. 2. Remove snapring 5 (Foldout 8,B) that retains the center support assembly (Figure 5–15). 5–6
CAUTION: The center support is fitted to the transmission case with very little clearance. It may bind in the case if the case is cold. Heat the case slightly, if necessary. DO NOT USE a torch to heat th e case. A sun lamp, or a current of warm air is sufficient. If the support assembly starts upward and then binds, tap it downward and lift again.
Copyright©1996GeneralMotorsCorp.
DISASSEMBLY OF TRANSMISSION FOURTH CLUTCH ASSEMBLY
CENTER SUPPORT ASSEMBLY
SNAPRING
THRUST BEARING RACE ASSEMBLY
H00126.01
Figure 5–13. Removing Fourt h Clutch Assem bly
H00128
Figure 5–15. Removing Cente r Support Snap ring SNAPRING BACKPLATE THIRD CLUTCH PLATES (6)
FOURTH CLUTCH PRESSURE PORT
J 24455 RETAINER RING TANG (4)
H00127.01
Figure 5–14. Removing Third Clutch Plate Snapring
3. Place center support lifter J 24455 into the recess between the sealrings on the support hub, and remove center support assembly 13 from the transmission (Figure 5–16). Remove thrust bearing race assembly 15 (Foldout 8,A) from the hub of the center support. Refer to Paragraph 6–11 for center support rebuild instruc-
TAPPED HOLE
CENTER SUPPORT ASSEMBLY
H00095.01
Figure 5–16. Removing Cent er Suppor t Assembl y
5–10. REMOVAL OF GOVERNOR, GEAR UNIT, SECOND CLUTCH, AND FIRST CLUTCH (MT 640, 643)
tions. NOTE: For MT 650, 653 proceed to Paragraph 5–11.
a. Governor. Remove the four bolts that retain the governor cover. Remove the cover and gasket. Carefully remove the governor assembly (Figure 5–17). If not previously removed, remove the speedometer driven
Copyright©1996GeneralMotorsCorp.
5–7
MT(B) 640, 643, 650, 653 AUTO MATIC TRANSMISSIONS gear assembly from the transmission rear cover. Refer to Paragraph 6–22 for governor assembly inspection and rebuild. b. Gear Unit
1. Install gear unit lifter J 24454 behind the splines of the main shaft (Figure 5–18). Attach a hoist to the lifter tool and remove the gear unit from the transmission housing.
SECOND CLUTCH, FIRST CLUTCH, AND GOVERNOR (MTB 643, MT(B) 650, 653) a. Gear Unit. Install gear unit lifter tool J 24454 behind the splines of the main shaft (Figure 5–18). Attach a hoist to the lifter and remove the gear unit and rear thrust washer from the transmission housing. Refer to Paragraphs 6–12 and 6–14 for gear unit rebuild instructions. b. Second Clutch. Remove second clutch snapring
2. Governor drive gear 1, speedometer drive gear 2, and sleeve spacer 4 (Foldout 12,A) may remain on output shaft 50 (Foldout 9,A) or in the transmission housing. Remove all three items. Refer to Paragraph 6–13 for gear unit rebuild instructions.
25 (Foldout 8,B). Remove six second clutch plates 26 and 27 and second clutch backplate 28 from the transmission housing (Figure 5–19).
c. Second C lutch. Remove second clutch snapring 25 (Foldout 8,B). Remove six second clutch plates 26 and 27, and the clutch backplate 28 (Figure 5–19).
J 24454
MAIN SHAFT
d. First Clutch. Remove snapring 1 (Foldout 11,A) that retains first clutch backplate 2. Remove backplate 2, ten clutch plates 3 and 4, and ring gear 5 as an assembly (Figure 5–20). Remove the remaining two first clutch plates.
GEAR UNIT
H00097.01
TRANSMISSION HOUSING
Figure 5–18. Removing Gea r Unit Assem bly
GOVERNOR ASSEMBLY
SPEEDOMETER DRIVEN GEAR LOCATION
SECOND CLUTCH SNAPRING FIRST CLUTCH SNAPRING SECOND CLUTCH PLATES
REAR PLANETARY RING GEAR REAR COVER
H00096
Figure 5–17. Removing Gove rnor Assem bly H00110.01
5–11. REMOVAL OF GEAR UNIT, 5–8
Figure 5–19. Removing Second Clutch Snapring
Copyright©1996GeneralMotorsCorp.
DISASSEMBLY OF TRANSMISSION c. First Clutch RING GEAR
1. Remove the rear planetary ring gear and hub assembly from the transmission (Figure 5–21). If parts replacement is necessary, remove snapring 7 (Foldout 11,A) and separate ring gear 5 from ring gear hub 6. 2. Remove snapring 1 that retains first clutch backplate 2, and remove the backplate (Figure 5–21). Remove twelve first clutch plates 3 and
BACKPLATE
EXTERNAL-TANGED CLUTCH PLATES
INTERNAL-SPLINED CLUTCH PLATES
4. Remove thrust washer 2 (Foldout 11,B). NOTE: MT 650 model transmissions S/N 49996 through 55402 may include a spacer between the output flange and the output shaft rear bearing. If the letter “F” is not stamped after the transmission serial number on the nameplate, spacer P/N 6883908 should be installed.This spacer should be used at reassembly, except when the output shaft is replaced.
H00098.01
Figure 5–20. Removing Backplate, First Clutch Plates, and Rear Planetary Ring Gear — MT 640, 643
d. Governor. Remove the four bolts that attach the governor cover to the rear cover (Figure 5–22) or retarder housing (Figure 5–23). Remove the governor
cover Remove or theretarder governor from the bore in the and rear gasket. cover assembly housing (Figure 5–17). If not previously removed, remove the speedometer driven gear. Refer to Paragraph 6–22 for governor assembly inspection and rebuild.
RING GEAR AND HUB ASSEMBLY BACKPLATE SNAPRING FIRST CLUTCH PLATES (12) THRUST WASHER
5–12. REMOVAL OF REAR COVER (MT 640, 643, 650, 653) H00111.01
a. Positioning. Invert the transmission. If not previously removed, remove the speedometer driven gear and governor. b. MT 64 0, 643 R ear Cover. Remove fourteen flanged bolts 19 or bolts 18, and washers 17 (Foldout 12,A) that retain the rear cover to the transmission housing. Carefully remove the rear cover assembly and the attached parts (Figure 5–24). Remove rear cover gasket 5. Refer to Paragraph 6–17 for rear cover rebuild instructions and Paragraph 6–21 for transmission housing rebuild instructions.
Figure 5–21. Removing Re ar Ring G ear and Hub Assembly
c. MT 650 , 65 3 Rear Cover
1. Attach a lifting tool to the output shaft (Figure 5–25). Remove fourteen flanged bolts 27 or bolts 26, and washers 25 from the rear cover (Foldout 12,B). Using a hoist, carefully separate the rear cover assembly from the adapter housing. Remove the rear cover gasket 12. 2. Remove the output shaft and attached parts from the rear cover assembly (Figure 5–26).
Copyright©1996GeneralMotorsCorp.
5–9
MT(B) 640, 643, 650, 653 AUTO MATIC TRANSMISSIONS On later models which have a roller bearing next to the governor drive gear, the roller bearing outer race stays in the rear cover. On earlier MT 650 models, remove the spacer, speedometer drive gear, and governor drive gear from the output shaft. On later MT 650 and all MT 653 models, remove only the spacer (if present) and speedometer drive gear. Refer to Paragraph 6–15 for rebuild of the output shaft assembly. Refer to Paragraph 6–16 for rebuild of the rear cover assembly.
b. Retarder Ho using
1. Place transmission rear upward. Remove three bolts 32 (Foldout 18,A) and three washers 31. 2. On MTB 643 models, remove eleven bolts 2 (Foldout 19,A) and washers 3, and six bolts 5 and washers 6.
GASKET COVER
5–13. REMOVAL OF OUTPUT RETARDER (MTB 643, 653) a. Retarder Control Valve Assembly
1. Remove two bolts 4 (Foldout 17,B) and two washers 3 from retarder control valve assembly 7. 2. Remove ten bolts 6 and ten washers 5 from retarder control valve assembly 7. 3. Remove retarder control valve assembly 7, separator plate 2, and two gaskets 1. BOLT (4), M8 x 1.25 x 25 mm
4. Refer to Paragraph 6–7 for rebuild of the retarder control valve assembly.
LOCKWASHER, M8 (4)
H00099.01
Figure 5–23. Removing Governor Cover — MTB 643, 653
REAR COVER GOVERNOR COVER BOLT (4) 5/16-18 x 11/16 in.
REAR COVER
GASKET ADAPTER HOUSING
TRANSMISSION HOUSING H00112
H00134.01
Figure 5–22. Removing Governor Cover — MT 650, 653
5–10
Figure 5–24. Removing Rea r Cover — MT 640 , 643
Copyright©1996GeneralMotorsCorp.
DISASSEMBLY OF TRANSMISSION
SPEEDOMETER DRIVE GEAR
LIFTING TOOL OUTPUT SHAFT
GOVERNOR DRIVE GEAR
REAR COVER ASSEMBLY
OUTPUT SHAFT PIN REAR COVER ASSEMBLY H00114.01
GASKET
Figure 5–26. Remov ing Outp ut Shaft — MT 650, 653
H00113.01
Figure 5–25. Removing Rear Cover Assembly and Output Shaft — MT 650, 653
OUTPUT SHAFT RETARDER HOUSING
3. On MTB 653 models, remove twelve bolts 8 and washers 9 (Foldout 19,B), and five bolts 11 and washers 12. GASKET
4. Install a three-leg sling onto the retarder housing (Figure 5–27). Adjust the length of the sling legs so that the retarder housing is level for easier removal. Attach a hoist to the sling. 5. On MTB 643 models, tap on the outp ut shaft during separation from the adapter housing so that the shaft remains with the transmission.
ADAPTER HOUSING
H00115.01
Figure 5–27. Removing Retar der Housi ng
6. On MTB 653 models, separate the retarder housing from the adapter housing.
7. Place the retarder housing on a work bench, rear side downward. 8. Refer to Paragraph 6–18 for rebuild of the retarder housing.
9. On MTB 643 models, remove output shaft assembly 8 (Foldout 18,B) from the adapter housing. Remove 9 and orifice plug 10 from shaft 11 onlybushing if replacement is necessary. If bearing 4 (Foldout 19,A) remained on the output shaft assembly, remove the bearing only if necessary. If bearing 4 remained in the adapter housing, refer to Paragraph 6–19.
Copyright©1996GeneralMotorsCorp.
5–11
MT(B) 640, 643, 650, 653 AUTO MATIC TRANSMISSIONS c. Retarder Adapter Housing
WARNING!
1. For MTB 643 models, remove fourteen bolts 20, washers 19, and sealrings 18 (Foldout 19,A) that retain the adapter housing to the transmission (Figure 5–28). For MTB 653 models, remove fourteen bolts 26, washers 25, and sealrings 24 (Foldout 19,B). 2. For MTB 643, remove adapter housing 7 and gasket 1 (Foldout 19,A). For MTB 653, remove adapter housing 13 and gasket 7 (Foldout 19,B). 3. Refer to Paragraph 6–19 for rebuild of the adapter housing. 4. On MTB 653 models, remove output shaft assembly 2 (Foldout 19,B) from the transmission. Remove spacer 10 from shaft assembly 2. Remove bushing 3 and orifice plug 4 only if replacement is necessary. If bearing inner race and rollers 6 are removed for replacement, also remove bearing outer race 14 from adapter housing assembly 13. BOLT (14),1/2-13 x 5 1/2 in.
Do not position the transmission so that its rear end is lower than its front end. The components in the rear of the transmission are not secured. These components could fall out and cause personal injury and/or damage to the parts.
5–14. REMOVAL OF LOW CLUTCH, LOW PLANETARY, AND LOW GEAR ADAPTER HOUSING (MT(B) 650, 653) (Foldout 11,B) a. Low Clutch. Remove low planetary ring gear 19 (Figure 5–29). Remove thrust washer 16 from the ring gear hub. b. Low Pl anetary Ca rrier. Remove low planetary carrier assembly 8 and remove thrust washer 7 from the carrier (Figure 5–30). Refer to Paragraph 6–24 for rebuild of the low planetary carrier assembly. Remove sun gear 6 and thrust washer 5. Remove eleven low clutch plates 17 and 18. c. Low Clutch Adapter Housing. Remove adapter housing 3 and attached first clutch piston components (Figure 5–31). Remove gasket 1. Refer to Paragraph 6–20 for adapter housing rebuild instructions, and to Paragraph 6–21 for transmission housing rebuild instructions.
PLAIN WASHER (14),1/2 in. SEALRING (14) ADAPTER HOUSING
THRUST WASHER
LOW PLANETARY CARRIER ASSEMBLY
LOW PLANETARY RING GEAR
H00168.01
H00080.01
Figure 5–28. Removing Ada pter Hous ing
5–12
Figure 5–29. Removing Lo w Plane tary Rin g Gear — MT 650, 653
Copyright©1996GeneralMotorsCorp.
DISASSEMBLY OF TRANSMISSION ADAPTER HOUSING
THRUST WASHER
LOW PLANETARY CARRIER ASSEMBLY
LOW CLUTCH PLATES (11) LOW PLANETARY SUN GEAR
THRUST WASHER
ADAPTER HOUSING GASKET TRANSMISSION HOUSING
H00081
H00116.01
Figure 5–30. Removing Low Pl aneta ry Carrie r Assembly — MT 650, 653
Copyright©1996GeneralMotorsCorp.
Figure 5–31 . Removing A dapte r Housing — MT 650, 653
5–13
MT(B) 640, 643, 650, 653 AUTO MATIC TRANSMISSIONS NOTES
5–14
Copyright©1996GeneralMotorsCorp.
Section 6 — REBUILD OF 6–1. SCOPE
SUBASSEMBLIES a. Check the End Play
a. Section. This section describes the rebuild procedures for the subassemblies which were removed in Section 5.
1. Support the converter assembly on the converter cover, pump hub upward. Place converter end play gauge J 24470 into the converter pump hub (Figure 6–1).
b. Procedures. During rebuild procedures, refer to the exploded views (Foldouts 6 through 19) in the back of this manual. Refer to the following specific paragraphs for the different models:
2. Hold the center screw of the gauge and tighten the nut until the gauge is securely retained in the converter turbine hub. Do not overtighten. 3. Install the dial indicator as shown in Figure 6–2.
Mo d e l All Models
Paragraphs 6–2, 6–3, 6–4, 6–6, 6–8, 6–9, 6–10, 6–11, 6–21, 6–22, 6–23, 6–24
MT 640, 643
6–13, 6–17
MTB 643
6–7, 6–14, 6–18, 6–19
MT 650, 653
6–5, 6–12, 6–15, 6–16, 6–20
MTB 653
6–5, 6–7, 6–12, 6–18, 6–19, 6–20
Adjust the indicator bracket so the stem of the indicator is in firm contact with the top of the center screw. Set the dial to read zero. 4. Using bo th hands , lift the center sc rew as far as possible (Figure 6–2). Record the dial indicator reading. Proper end play is any reading between 0.001 and 0.025 inch (0.03 and 0.64 mm).
6–2. GENERAL INFORMATION FOR REBUILD OF SUBASSEMBLIES
5. End play greater than 0.025 inch (0.64 mm) indicates excessive wear of converter components. Replace worn components and select a new spacer following the instructions in Paragraph 6–3f(23).
Refer to Sections 4 and 8 for general overhaul information as follows:
6. If end play does not exceed 0.025 inch (0.64 mm), disassemble the converter for inspection
Paragraph
and cleaning. Reassemble the same spacer, unless major parts mustwith be replaced.
Title
4–2
Tools and Equipment
4–3
Replacement Parts
4–4
Careful Handling
4–5
Cleaning and Inspection
4–6
Removing (or Installing) Transmission
4–10
Torque Specifications
4–11
Selective Parts
8–1
Wear Limits Data
8–2
Spring Data
J 24470
TORQUE CONVERTER ASSEMBLY
6–3. TORQUE CONVE RTER ASSEMBLY NOTE: Before disassembling the converter assembly, check the amount of converter end play.
H00082.01
Figure 6–1. Installing Torque Converter End Play Gauge
Copyright©1996GeneralMotorsCorp.
6–1
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 65 3 AU TO M AT I C T R A N S M I S S I O N S b. Disassembly (Foldout 6) NOTE:
1. Remove six rubber spacers 4 (earlier models use both retainers 3 and spacers 4) from converter cover assembly 6.
If snapring 15 has a bevel on the ID, replace the snapring at assembly. Inspect sealring 9 and replace if necessary.
2. Remove twenty-four nuts 5 from cover 6. 3. Remove as a unit, the converter cover, lockup clutch piston, and related parts (Figure 6–3). 4. Place the cover assembly on the work table with the lockup clutch piston up. Remove bearing race 16. Compress the center of piston 10 and remove piston retaining snapring 15. DIAL INDICATOR J 24470 TORQUE CONVERTER ASSEMBLY
5. Turn the cover assembly over (piston down) and bump the cover sharply on a wood surface to remove the piston. Remove sealring retainer 8 and sealring 9 from cover 6. Remove sealring 11 from piston 10. 6. Remove bushing 7 only if replacement is necessary. Refer to Paragraph 4–5g. 7. Remove lockup clutch plate 12. 8. Remove lockup clutch backplate 14 from torque converter pump 42. Remove sealring 13 from plate 14. 9. Remove roller bearing assembly 17, bearing race 18, and spacer 19 (if used) from the hub of turbine 20. 10. Remove the torque converter turbine assembly (Figure 6–4).
H00083.01
Figure 6–2. Measuring Torque Converter End Play
BEARING RACE TORQUE CONVERTER COVER
11. Grasp the stator and the roller race as shown in Figure 6–5 and remove as a unit. CONVERTER TURBINE ASSEMBLY
LOCKUP CLUTCH PISTON BEARING
SEALRING
CONVERTER STATOR ASSEMBLY
LOCKUP CLUTCH PLATE LOCKUP CLUTCH BACKPLATE
SEALRING
BALANCE MARKS H00117.01
Figure 6–3. Removing (or Installing) Torque Converter Cover Assembly
6–2
CONVERTER PUMP ASSEMBLY
H00347
Figure 6–4. Removing (or Installing) Torque Converter Turbine Assembly
Copyright©1996GeneralMotorsCorp.
RE BU IL D OF SU BA SS EM BL IE S 12. Position stator assembly 24 on the work table so that freewheel roller race 32 is upward. Remove the roller race by rotating it clockwise while lifting it out of the converter stator.
15. If needle bearing assembly 31 needs replacement, follow Steps (16) through (18). If replacement is not necessary, proceed to Step (19).
13. Remove ten rollers 34 and ten springs 33 from stator assembly 24.
CAUTION:
14. Check needle bearing assembly 31. Wash and flush the needle bearing assembly thoroughly with mineral spirits. Dry and lubricate the as-
Do not scratch or nick any stator bores. Do not attempt to disassemble the stator and cam assembly, unless parts replacement is required. Refer to the rebuild procedure in Paragraph 6–3c.
sembly with transmission fluid. Replace freewheel race 32 only and rotate the bearing while pressing upon the freewheel race. If there is no roughness or binding, the needle bearing assembly may be left in the stator and cam assembly and reused. Do not mistake dirt or grit for a damaged needle bearing. Reclean and lubricate the needle bearing if dirt is suspected. Check the needle bearing end of freewheel race 32 for smooth finish. Replace the freewheel race if the bearing end is scratched or contains chatter marks.
16. If the needle bearing must be replaced, remove it carefully to avoid nicking the aluminum bore in which it is held. 17. Place a new bearing assembly, thrust race first, into the aluminum bore of the stator. Use bearing installer J 23549 and handle J 8092 to install the thrust bearing (Figure 6–6).
CAUTION: NOTE: If it is necessary to rebuild stator assembly 24, remove needle bearing assembly 31 before starting
Apply the load only to the outer shell of the bea ring during installation (Figure 6–7).
the rebuild procedure.
STATOR ASSEMBLY
SEALRING
J 8092
BEARING J 23549
ROLLER RACE LOCKSTRIP
BEARING ASSEMBLY BOLT (8),1/4-20 x 5/8 in.
H00118.01
STATOR
Figure 6–5. Removing (or Installing) Torque Converter Stator and Race Assembly
H00349.01
Figure 6–6. Insta lling Stator Thr ust Bearing
Copyright©1996GeneralMotorsCorp.
6–3
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 65 3 AU TO M AT I C T R A N S M I S S I O N S 18. Drive bearing assembly 31 into stator 24 until the top of the outer shell is 0.025–0.035 inch (0.64–0.89 mm) above the shoulder in the side plate (Figure 6–7). When the bearing is properly installed, bearing installer J 23549 seats on the stator area surrounding the bearing.
NOTE:
19. For transmissions prior to S/N 49490, remove bearing 35 and bearing race 36 from converter pump hub 39. For transmissions S/N 49490 and later, remove needle bearing 35 and bear-
• Do not disassemble the stator assembly unless replacement of stator thrust washer 25, rivets 30, or washer 29 is necessary. If stator 27 or cam 28 is cracked or damaged, replace the complete stator assembly.
ing race 44. Remove roller bearing 45 from converter pump hub 48 using tool J 28435. Remove sealring 49. 20. Flatten the corners of lockstrips 38 or 47. Remove eight bolts 37 or 46 and four lockstrips from converter pump hub 39 or 48.
21. Remove hub 39 or 48 and gasket 40 from pump 42. Remove sealring 41. c. Rebuilding Stat or Assembly (Foldout 6)
• A hydraulic press having a minimum capacity of five tons (4536 kg), an adjustable table, and a pressure gauge (for determining the rivet staking load) are required to rebuild the stator assembly.
1. Place the stator assembly in a drill press, formed rivet side up (Figure 6–8).
BEARING
B A
A B
0.035 in. (0.89 mm) 0.025 in. (0.64 mm)
CAM STATOR Assembly load to be applied in this area on outer shell only
DEEP POCKET Assemble with cam pockets in position shown
DIRECTION OF FREEWHEEL ROTATION
ENLARGED VIEW OF CROSS-SECTION ENLARGED VIEW SECTION A-A
Figure 6–7. Stato r Thrust Bearing Instal latio n
6–4
VIEW AT B-B
Copyright©1996GeneralMotorsCorp.
L00294.01
RE BU IL D OF SU BA SS EM BL IE S 2. Using a 3⁄8 inch drill, align and drill the rivet, removing the formed head.
STATOR ASSEMBLY STATOR RIVET (6)
3. Place base plate J 29521-1 under the stator assembly (Figure 6–9). Make sure the holes in the base plate are under the rivet heads. Place top plate J 29521-2 on top of the stator assembly. 4. Install the 5⁄8-11 x 31⁄4 inch bolt to hold the two plates together. Tighten the bolt to 60 lb ft (81 N·m). 5. Place fixture stand J 25587-1 on a hydraulic press (Figure 6–9). Install rivet remover pin J 29121-3 into the fixture head. Tighten the tool retainer thumb screw. 6. Place the stato r assembly , with base and top plates, onto the fixture stand, drilled rivet side up.
H00350
Figure 6–8. Drill ing Sta tor Rive ts
7. Align the rivet remover pin with the drilled rivet and press the rivet from the stator assembly. Repeat the process for each rivet. 8. Remove the retaining bolt and top plate (Figure 6–9). Separate thrust washer 25, sideplate washer 29, two cam washers 26, and cam 28 from stator 27. 9. Inspect the stator and cam for cracks, and the rivet holes for burrs or swelling. Deburr as required. If cam or stator is cracked or distorted, replace the stator assembly.
J 25587-1
RIVET REMOVING PIN J 29121-3 BOLT, 5 ⁄8-11 x 31 ⁄4 in. J 29521-2 TOP PLATE
10. Clean the stator assembly components. Assemble cam 28 and stator 27 with the roller pocket positioned as shown in Figure 6–7. Install cam washer 26, one on each side of the stator. Install sideplate washer 29 and thrust washer 25. 11. Align the six rivet holes and insert six new 1⁄4 x 1.94 inch rivets into the stator assembly from the rear to the front of the stator (Figure 6–10). 12. Place the stator assembly on base plate J 29521-1 (Figure 6–10). Make sure the rivet heads rest on the base plate, between the clearance holes. Install top plate J 29521-2 and the 5⁄8-11 x 31⁄4 retaining bolt. Strike the top plate with a rubber mallet to seat the components. Tighten the retaining bolt to 60 lb ft (81 N·m).
J 29521-1 BASE PLATE H00351.01
Figure 6–9. Removing St ator Riv ets
13. Place the stator assembly on fixture J 25587-1 (Figure 6–10). Install staking tool J 29121-1 into the fixture head and tighten the thumb screw finger tight. 14. Apply approximately 8000 pounds (3629 kg) load to swage each rivet head. The amount of force to apply will vary, depending on the condition of the swaging tool and the press equipment being used.
Copyright©1996GeneralMotorsCorp.
6–5
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 6 53 AU TO M AT I C T R A N S M I S S I O N S 1 ⁄2-13
J 25587-1
BOLT, x 31 ⁄2 in.
GUIDE PLATE J 29375-2
CONVERTER TURBINE LOCKUP CLUTCH DRIVE HUB
RIVET PUNCH J 29121-1 BOLT, 5 ⁄8-11 x 31 ⁄4 in.
THUMB SCREW
J 29521-2 TOP PLATE
BASE PLATE J 29375-1 V03278
STATOR ASSEMBLY
Figure 6–11. Rivet Rem oving Fixtu re
3. Place converter turbine assembly 20, front side upward (turbine vanes down), on top of the base plate. Align the eight rivets in the hub to the holes in the base plate. J 29521-1 BASE PLATE
H00352.01
Figure 6–10. Staki ng Sta tor Riv ets
15. Swage the first rivet. Rotate 180 degrees from the first rivet and swage the second rivet. Rotate 60 degrees and swage the third rivet. Rotate 180 degrees and swage the fourth rivet. Rotate 60 degrees and swage the fifth rivet. Swage the remaining rivet.
4. Place guide plate J 29375-2 on top of converter turbine assembly 20. Centrally locate each rivet in the guide plate holes. 5. Install the 1⁄2-13 x 31⁄2 inch clamping bolt to retain the guide plate, turbine, and base plate together. Tighten the bolt to 50 lb ft (68 N·m). 6. Place the turbine assembly and fixture in the drill press. 7. Place drill bushing J 29375-5 into guide plate 1
16. Remove the retaining bolt, top plate, base plate, and staking tool. Install new needle bearing 31. Refer to Paragraph 6–3b(17) and (18). d. Rebuilding Torque Converter Turbine Assembly (Foldout 6)
J 29375-2 (Figure 6–12). Using a ⁄4 inch drill, drill approximately 3⁄16 inch deep into the rivet. 8. Place the drill guide into the next hole. Rotate the converter turbine assembly to the next hole and drill the rivet head. Continue until all the rivet heads have been drilled.
NOTE: • Do not disassemble the turbine assembly unless the turbine hub must be replaced. If the converter turbine is damaged, replace the assembly. • A hydraulic press having a minimum capacity of ten tons (9070 kg), an adjustable press bed with a 25 inch (635 mm) opening, and a pressure gauge (for determining the rivet swaging load), are required to rebuild the turbine assembly.
1. Punch alignment marks on the turbine and turbine hub to show their relationship. 2. Using Figure 6–11 as a guide, place base plate J 29375-1 on a work table, rivet hole side up. 6–6
CAUTION: Do not use a hammer to remove the rivets.
9. Place the turbine and fixture in a hydraulic press. Install rivet remover tool J 29375-4 into the guide plate (Figure 6–13). Press out each rivet. 10. Remove the 1⁄2-13 x 31⁄2 inch bolt, guide plate, and base plate. 11. Inspect the turbine for cracks, distortion, and abrasions. If defects are noted, the turbine assembly must be replaced.
Copyright©1996GeneralMotorsCorp.
RE BU IL D OF SU BA SS EM BL IE S CONVERTER TURBINE LOCKUP CLUTCH DRIVE HUB
BOLT, 1 ⁄2-13 x 31⁄2 in. GUIDE PLATE J 29375-2 RIVET (8), 5 ⁄16 x 11⁄16 in.
DRILL GUIDE J 29375-5 GUIDE PLATE J 29375-2
BASE PLATE J 29375-1
V03290
Figure 6–14. Rivet Ins talla tion Fix ture V03279
Figure 6–12. Drill ing Riv et Heads Fr om Torque Converter Turbine HYDRAULIC PRESS
CONVERTER TURBINE LOCKUP CLUTCH DRIVE HUB GUIDE PLATE J 29375-2
5
HYDRAULIC PRESS
RIVET (8), ⁄16 x 11⁄16 in.
STAKING TOOL J 29375-3 CONVERTER TURBINE
PIN REMOVER J 29375-4 V03291
Figure 6–15. Staking Converter Turbine Rivets BASE PLATE J 29375-1 V03289
Figure 6–13. Removing Rivets From Torque Converter Turbine
12. Inspect the rivet holes for burrs. Deburr as necessary. 13. Assemble the new and reusable turbine parts. Align the punch marks on the turbine and hub. Use eight new rivets to ensure proper indexing. 14. Install the eight new rivets through the turbine and turbine hub (Figure 6–14). 15. Assemble base plate J 29375-1 with the solid side of the plate against the rivet heads (Figure 6–14). 16. Place guide plate J 29375-2 on top of the assembled components. Centrally locate the rivets in the holes of the guide plate.
17. Retain the turbine assembly, base plate, and guide plate with one1⁄2-13 x 31⁄2 inch bolt (Figure 6–14). Tighten the bolt to 50 lb ft (68 N·m). 18. Place the assembled turbine and fixture in the hydraulic press. Insert staking tool J 29375-3 into one of the holes in guide plate J 29375-2 (Figure 6–15). 19. Swage the first rivet. Rotate 180 degrees from the first rivet and swage the second rivet. Rotate 90 degrees and swage the third rivet. Continue in an alternating pattern until all eight rivets have been swaged. 20. Remove staking tool, retaining bolt, guide plate, and base plate. 21. Using a rotating type static balance, balance each rebuilt turbine assembly to within 0.50 oz. in. (360 N·mm), with respect to the turbine shaft spline diameter, by welding weights to the shroud.
Copyright©1996GeneralMotorsCorp.
6–7
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 65 3 AU TO M AT I C T R A N S M I S S I O N S e. Rework of Converter Pump Hub (Foldout 6).If converter ground sleeve 27 (Foldout 7,A) or roller bearing 45 (Foldout 6) are to be replaced, rework converter pump hub 48 on units prior to S/N 2410204975 that do not incorporate the “wide bearing” configuration. Refer to Figure 6–16 for machining instructions.
6. Place stator and cam assembly 24 on the work table, bearing side down (Figure 6–17). Cover the bottoms of the stator cam pockets with oilsoluble grease. Install stator roller retainer J 24218-1 (Figure 6–17). NOTE:
f. Assembly (Foldout 6)
1. Install a new gasket 40 onto converter pump 42. Install the gasket dry and with the silicone bead against the converter pump hub. Install hub 39 or 48 into pump 42, aligning the holes in the hub and gasket with the holes in the pump. 2. Install four new lockstrips 38 or 47 and eight 1⁄4-20 x 5⁄8 inch bolts 37 or 46 through hub 39 or 48 into pump 42. Tighten the bolts to 9–11 lb ft (12–15 N·m). Bend the corners of the lockstrips against the bolt heads. 3. Replace all damaged or missing flange bolts 43. Make sure all the balance weights are in their srcinal positions. 4. Install sealring 41 into the groove in the outer circumference of converter pump 42. Position the color identified edge of the seal outward, toward the converter pump studs. 5. For transmissions prior to S/N49490, install bearing race 36 and needle bearing 35 into converter pump hub 39. For transmissions S/N 49490 and later, install roller bearing 45 with tool J 28435, bearing race 44 (lugged side first), and needle bearing 35 into converter pump hub 48. Install sealring 49 into the groove of hub 48.
If replacing any stator springs, do not mix current and former springs in the same stator assembly. Refer to Figure 6–18.
7. Install ten freewheel rollers 34 and ten springs 33. Install the rollers in the small ends of the cam pockets. Position the springs and rollers as shown in Figure 6–18. The ends of the springs must be against the rollers. 8. Install freewheel roller race 32, shoulder side first (Figure 6–17), until the race engages the rollers. Rotate the race in a clockwise direction while pressing downward until the race touches the collapsible retainer. Lift up on the stator assembly and pull on the cord to remove the retainer. Continue rotating the race while pressing downward. When the race is fully seated, rotate it firmly in the opposite direction to lock the stator and cam assembly. 9. Grasp the stator and cam assembly as shown in Figure 6–5. Hold the roller race firmly to retain it in position. Install the stator assembly. 10. Install the torque converter turbine assembly (Figure 6–4). ROLLER SPRING
0.813 in. (20.65 mm) 0.803 in. (20.39 mm)
ROLLER RACE
J 24218-1
0.04 in. (1.01 mm) 0.01 in. (0.25 mm) R 2.8336 in. (71.973 mm) 2.8326 in. (71.948 mm) DIA
2.247 in. (57.07 mm) 2.246 in. (57.04 mm) DIA
0.08 in. (2.03 mm) 25° – 50° ENLARGED VIEW (4 x SIZE)
0.04 in. (1.01 mm) R MAX
0.03 in. (0.76 mm) V03292
Figure 6–16. Rework of Converter Pump Hub for Wide Bearing Configuration
6–8
STATOR AND CAM ASSEMBLY
BEARING AND RACE H00348.01
Figure 6–17. Installing Freewheel Roller Race
Copyright©1996GeneralMotorsCorp.
RE BU IL D OF SU BA SS EM BL IE S THRUST WASHER
NOTE:
RIVET
Install the same spacer 19 removed in Paragraph 6– 3b(9) only if the end play reading taken before disassembly was satisfactory, and if no parts affecting end play are being replaced (refer to Paragraph 4– 11). Install the spacer (when used) into the hub of converter turbine 20 before Step (11).
CURRENT SPRING STATOR CAM
Roller to be installed in small end of cam pocket
11. Install bearing race 18, outer lip upward, into the hub of turbine assembly 20. Grease and install bearing 17 onto the bearing race.
CURRENT CONFIGURATION THRUST WASHER RIVET
12. Install sealring 13 onto lockup clutch backplate 14. Position the color identified edge of the seal outward, toward the converter pump stud holes. Install the backplate onto torque converter pump 42. Align the balance mark on the backplate with the balance mark on the converter pump.
STATOR CAM
ROLLER SPRING
13. Install lockup clutch plate 12 to backplate 14. 14. If converter cover bushing 7 in the converter hub was removed, use installer J 24648 to install a new bushing (Figure 6–19). After installation, the bushing ID should be 0.9990– 1.0010 inch (25.375–25.425 mm). 15. Install sealring retainer 8, smaller end first,
This flap may point up (as shown) or down
FORMER CONFIGURATION
V03293
16.
Figure 6–18. Spri ng and Rol ler in Sta tor Cam J 24648 BUSHING
onto the hub of converter cover 6. Install sealring 9 into the retainer. Install sealring 11 onto piston 10.
CAUTION: The lockup clutch will not release if the piston is not engaged with the piston guide pins. H00100.01
NOTE:
Figure 6–19. Installing Converter Cover Bushing
For easier lockup clutch piston installation, align the balance marks (Figure 6–20) and place a pencil mark in line with the pin nearest the orifice in the piston. When installing the piston, use the pencil mark as a guide for the location of the pin beneath the orifice (one recessed hole is concentric with the orifice). If necessary, rotate the piston slightly during installation to ensure that the piston engages the pins. When the piston is properly seated, the distance from the pump cover mounting surface to the piston should measure approximately 11⁄2 inches (38 mm).
16. Install lockup clutch piston 10 (Figure 6–20) into converter cover 6, with the balance marks aligned so that the piston guide pins enter the nearest recessed holes in the piston. 17. Using a punch and hammer, tap snapring 15 until it seats in its groove. Install bearing race 16, inner lip first, into the hub of converter cover 6. Use oil-soluble grease to retain it. 18. Install as a unit the converter cover, lockup clutch piston, and related parts (Figure 6–3). Align the balance marks on the cover with the
Copyright©1996GeneralMotorsCorp.
6–9
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 65 3 AU TO M AT I C T R A N S M I S S I O N S balance marks on the lockup clutch backplate and the converter pump. Secure the converter cover with twenty-four nuts 5. Tighten the nuts evenly to 19–23 lb ft (26–31 N·m).
22. Install the dial indicator (Figure 6–2). Adjust the indicator bracket so the stem of the indicator is in firm contact with the top of the center screw. Set the dial to read zero.
19. Install six rubber spacers 4 (earlier models use retainers 3 and spacers 4) onto each of the six drive studs on converter cover 6.
23. Using both hands as shown in Figure 6–2, lift the center screw as far as possible. Record the dial indicator reading (Dimension B). Proper end play is any reading between 0.001 and 0.025 inch (0.03 and 0.64 mm). Select the proper size spacer 19 from the following chart.
NOTE: The end play check in Steps (20) through (23) verifies that proper end play remains after rebuild. The check is necessary if spacer 19 was not installed at buildup, and is recommended even if spacer 19 was installed. Omit Steps (24) through (26) if the end play reading is satisfactory.
20. Support the converter assembly on the converter cover, pump hub upward. Place converter end play gauge J 24470 into the converter pump hub (Figure 6–1). 21. Hold the center screw of the gauge and tighten the nut until the gauge is securely retained in the converter turbine hub. Do not overtighten.
PIN
PENCIL MARK
Dimension B Inch / (mm)
Use Part No.
Color
Less than 0.014 (0.36)
Use no spacer
0.014–0.016 (0.36–0.41)
6837429
0.029–0.031 (0.74–0.79)
6837430
Silver
0.041–0.043(1 .04–1.09)
6837431
Plain
0.059–0.061(1 .50–1.55)
6837432
Black
0.074–0.076 (1.88–1.93)
6837433
Copper
Gold
24. Remove only those items necessary to install the spacer by following Paragraph 6–3 b(2), (3), and (9). 25. Install selected spacer 19 into the turbine hub. 26. Assemble the converter by following Paragraph 6–3f(11) through (18). The end play may be rechecked as in Steps (20) through (23).
ORIFICE
6–4. MODULATED LOCKUP VALVE BODY ASSEMBLY a. Disassembly (Foldout 15,A)
1. Mark adjusting ring 7 to indicate its position in relation to retainer pin 3.
PISTON
2. Compress ring 7 (Figure 6–21) and remove retainer pin 3.
SEALRING
3. Remove adjusting ring 7, valve stop 6, valve spring 5, and valve 4 from valve body 2. B
2 L
FORMER
CURRENT
BALANCE MARK STYLES
H00101.01
Figure 6–20. Installing Lockup Clutch Piston
6–10
b. Assembly (Foldout 15,A) 1. Install valve 4, smaller diameter first, into valve body 2.
2. Install valve spring 5. Install valve stop 6, undrilled end first, into spring 5.
Copyright©1996GeneralMotorsCorp.
RE BU IL D OF SU BA SS EM BL IE S 3. Install adjusting ring 7, flat side first, over valve stop 6. Compress ring 7 and install pin 3 through the holes in valve body 2, valve stop 6, and into the slot of adjusting ring 7. 4. Using adjusting ring tool J 24314 (Figure 6–21), align adjusting ring 7 with the pin as it was before disassembly.
2. Install low shift signal valve 10, stem end first, into the remaining valve bore. Install valve spring 11, valve stop 12, and washer 13. Install adjusting ring 14, flat side first, into the valve bore. Align the hole in valve stop 12 and the slot in ring 14 with the hole in valve body 4.
NOTE:
3. Compress ring 14 and install retainer pin 6 through the holes in valve body 4, valve stop 12, and into the slot of adjusting ring 14.
For MT(B) 640, 643 proceed to Paragraph 6–6.
4. Using adjusting ring tool J 24314, align adjusting ring 14 with the pin as it was before disassembly.
6–5. LOW SHIFT VALVE ASSEMBLY (MT(B) 650, 653)
6–6. CONTROL VALVE ASSEMBLY
a. Disassembly (Foldout 15,B)
1. Mark adjusting ring 14 to indicate its position in relation to retainer pin 6. 2. Compress ring 14 and valve stop 9, and remove retainer pins 5 and 6 from low shift valve body 4. 3. Remove adjusting ring 14, washer 13, valve stop 12, valve spring 11, and low shift signal valve 10 from body 4.
NOTE: Valve body assemblies for all models are similar. The following instructions cover all items in all valve body assemblies. Specific assemblies may differ in quantities of springs and in other minor details. Refer to Foldout 13 (MT(B) 640, 643) or 14 (MT(B) 650, 653) for specific differences.
a. Disassembly (Foldouts 13 and 14)
4. Remove valve stop 9, valve spring 8, and low
CAUTION:
shift relay valve 7. b. Assembly (Foldout 15,B)
1. Install low shift relay valve 7 into the longer bore of valve body 4. Install valve spring 8 and valve stop 9 into the same bore. Compress valve stop 9 and install retainer pin 5 into body 4. SEPARATOR PLATE
• Before removing retainer pins 12, 18, 24, 30, and 48, record the positions of adjusting rings 10, 17, 23, 29, and 46 in relation to their retainer pins (Figure 6–22). To retain the srcinal calibration of the valve assembly, the adjusting rings must be reinstalled in the same positions as when removed. Adjusting rings are spring-loaded. • The valve body assembly contains springs and other parts, some of which are similar and can be mistakenly interchanged. Also, springs vary in valve bodies used on different models. If parts are not reinstalled in the same locations from which they were removed, the calibration of valve body functions will be lost. Tag each part at removal with the item number in Foldout 13
J 24314 MODULATOR BODY
or 14 and use valve body parts tray set J 33163 to simplify correct reassembly of the valve body components.
CONTROL VALVE ASSEMBLY H00102.01
Figure 6–21. Compressing Modulator Valve Adjusting Ring (Earlier Models)
1. Place valve assembly 1 on the work table, modulator valve body 47 upward.
Copyright©1996GeneralMotorsCorp.
6–11
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 65 3 AU TO M AT I C T R A N S M I S S I O N S
2
8. Remove eight (earlier models) or nine (later models) bolts 75 from trimmer valve cover 74.
7
1
6
3
NOTE:
4
5
5 4
For earlier smooth shift models with external accumulator valve (Foldout 13), remove four 1⁄2-20 x 3⁄4 bolts 90 and four 1⁄4-20 x 21⁄2 bolts 95 from accumulator valve body 94. Remove accumulator valve 91, spring 92, and stop 93 from valve body 94.
6
9. Remove trimmer valve cover 74 or 89. Remove valve stops 55, 60, 65, and 73.
3 7 2 1
V02930
Figure 6–22. Step Num bers fo r Recor ding the Positions of Adjusting Rings
2. Remove three bolts 40 from the modulator body and remove the modulator body. 3. Compress adjusting ring 46 and remove retainer pin 48 from modulator body 47. 4. For earlier models, remove ring 46, valve stop 45, washer 44, spring 43, valve 42, and actuator pin 41. For later models, remove ring 46, spring 43, valve 42, and actuator pin 41. 5. Slide separator plate 39 lengthwise to disengage the slot in the plate from the flared end of retainer pin 34. Remove the plate. 6. Remove priority valve 4, spring 3, and stop 2. Remove 1⁄4 inch (6.35 mm) check ball 49 (if used). Note the location of the ball in the valve body before removal. NOTE: Refer to the current Parts Catalog PC1316EN for servicing of check ball 49.
7. Place control valve body 50 on the work table, flat side down.
10. Remove springs 53, 54, 58, 59, 63, 64, 71, and 72. Inner springs 54, 59, 64, and 72 are used after S/N 13800. Remove trimmer plugs 52, 57, 62, and 70. Remove trimmer valves 51, 56, 61, and 69. 11. For all later models, remove accumulator valve 68, spring 67, and stop 66.
WARNING! Valve stop 79 and spacer 82 are spring-loaded and must be restrained while pins 76 are removed.
12. Remove two retainer pins 76 from the control valve. 13. Remove valve stop 79 and machined spacer 82. 14. Remove relay valve springs 78 and 81. Remove relay valves 77 and 80. 15. Mark adjusting ring 10 (models after S/N 66939) to indicate its position in relation to retainer pin 12. 16. Compress adjusting ring 10 or spacer 8 (models prior to and including S/N 66939). Remove pin 12, ring 10 or spacer 8, washer 9 (models after S/N 66939), valve stop 7, spring 6, and valve 5. 17. Remove selector valve 11.
WARNING! Trimmer valve cover 74 or 89 is spring-loaded and must be restrained while the bolts are removed. 6–12
18. On models equipped with second range start (Foldout 13), remove retainer pin 18, washer 88, valve stop 87, spring 86, valve 85, valve 84, and spring 83.
Copyright©1996GeneralMotorsCorp.
RE BU IL D OF SU BA SS EM BL IE S 19. On models not equipped with second range start, compress adjusting rings 17, 23, and 29, and remove retainer pins 18, 24, and 30. Remove the adjusting rings. 20. Remove valve stops 16, 22, and 28. Remove springs 15, 21, and 27. Remove shift modulator valves 14, 20, and 26. Remove shift valves 13, 19, and 25. 21. Compress relay valve stop 33 and remove retainer pin 34. 22. Remove valve stop 33, valve spring 32, and relay valve 31. 23. Compress trimmer regulator valve stop 37 and remove retainer pin 38. 24. Remove valve stop 37, spring 36, and valve 35. b. Assembly (Foldouts 13 and 14) NOTE: Check the configuration and position of all components (Figure 6–23). Check the identification of all springs (Paragraph 8–2). All valves, when dry, must move freely by their own weight in their bores.
1. Install valve 5 into Bore A (Figure 6–23) in valve body 50. For earlier models, install spring 6, valve stop 7, and spacer 8 into Bore A. For later models, install spring 6, valve stop 7 (drilled end last), washer 9, and adjusting ring 10 into Bore A. Compress adjusting ring 10 or spacer 8 against spring pressure and install pin 12 through the holes in valve body 50 and valve stop 7. 2. For models equipped with second range start (Foldout 13), install spring 83, 1–2 shift valve 84 (open end first), 1–2 modulator valve 85 (longer land first), spring 86, valve stop 87, and washer 88 into Bore B (Figure 6–23). Insert pin 18 through the holes in valve body 50 and valve stop 87. 3. For models not equipped with second range start, install valve 13 (shorter land first) into Bore B in valve body 50. Into the same bore, install valve 14 (smaller end first). Install spring 15, valve stop 16, and adjusting ring 17. Compress ring 17 against spring pressure and install pin 18 so that it passes through valve stop 16 and retains ring 17.
4. Install valve 19 (smaller end first) into Bore C (Figure 6–23) in valve body 50. Into the same bore, install valve 20 (smaller end first). Install spring 21, valve stop 22, and adjusting ring 23. Compress ring 23 against spring pressure and install pin 24 so that it passes through valve stop 22 and retains ring 23. 5. Install valve 25 (smaller end first) into Bore D (Figure 6–23) in valve body 50. Into the same bore, install valve 26 (smaller end first), spring 27, valve stop 28, and adjusting ring 29. Compress adjusting ring 29 against spring pressure and install pin 30 so that it passes through valve stop 28 and retains ring 29. 6. Install valve 31 into Bore E (Figure 6–23) in valve body 50. Into the same bore, install spring 32 and valve stop 33. Compress valve stop 33 against spring pressure and install pin 34. 7. Install valve 35 (smaller end first) into Bore F (Figure 6–23) in valve body 50. Into the same bore, install spring 36 and valve stop 37. Compress valve stop 37 and install pin 38. 8. Install third clutch trimmer valve 51 (open end first) into Bore G (Figure 6–23) in valve body 50. Into the same bore, install plug 52, springs 53 and 54, and valve stop 55. 9. Install first clutch trimmer valve 56 (open end first) into Bore H (Figure 6–23) in valve body 50. Into the same bore, install plug 57, springs 58 and 59, and valve stop 60. 10. Install second clutch trimmer valve 61 (open end first) into Bore J (Figure 6–23) in valve body 50. Into the same bore, install plug 62, springs 63 and 64, and valve stop 65. 11. Install fourth clutch trimmer valve 69 (open end first) into Bore K (Figure 6–23) in valve body 50. Into the same bore, install plug 70, springs 71 and 72, and valve stop 73. 12. For later models incorporating the internal trimmer accumulator, install stop 66, spring 67, and valve 68 into Bore I (Figure 6–23). 13. Install cover 74 over the trimmer springs and accumulator valve (if used). Compress the cover against spring pressure and install eight (earlier models) or nine (later models) 1⁄4-20 x 3⁄4 inch bolts 75. Tighten the bolts to 8–12 lb ft (11–16 N·m).
Copyright©1996GeneralMotorsCorp.
6–13
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 65 3 AU TO M AT I C T R A N S M I S S I O N S
E
E A
N
A D
D SECTIONE-E
M
L K
J
SECTIONB-B
G I
F
H
F
B
B
A SECTIOND-D
P
B
C
D
E
F
O
SECTIONF-F
SECTIONA-A L03318
Figure 6–23. Control Valve Assembly — Cross-Section View
6–14
Copyright©1996GeneralMotorsCorp.
RE BU IL D OF SU BA SS EM BL IE S NOTE: For early smooth shift models with external trimmer accumulator valve (Foldout 13), install spring 92, and valve 91 (open end over spring) into stop 93, body 94. Compress the accumulator valve assembly on cover 89 ag ainst trimmer spring pressure and retain with four 1⁄4-20 x 2 1⁄2 inch bolts 95. Insert remaining 1⁄4-20 x 3⁄4 inch bolts 90 into cover 89. Tighten the bolts to 8–12 lb ft (11–16 N·m).
14. Install valve 77 (either end first) into Bore L (Figure 6–23) in valve body 50. Into the same bore, install spring 78 and valve stop 79. Compress stop 79 against spring pressure, and install pin 76. 15. Install valve 80 (larger end first and open end up) into Bore M (Figure 6–23) in valve body 50. Into the same bore, install spring 81 and machined spacer 82. Compress spacer 82 against spring pressure, and install pin 76. 16. Install actuator rod 41 (smaller end first) into Bore N of modulator valve body 47 (Figure 6–23). Install valve 42, longer land first. For earlier models, install spring 43, washer 44, valve stop 45, and adjusting ring 46. For later models, install spring 43 and adjusting ring 46. Compress adjusting ring 46 against spring pressure, and install pin 48 so that it passes through valve stop 45 (if used) and retains ring 46. 17. If ball 49 was removed from body 50 during disassembly, replace with a new ball. Refer to Section B-B, Figure 6–23, and the current Parts Catalog PC1316EN for check ball location and servicing. Retain the ball with oil-soluble grease. 18. Install valve stop 2, spring 3, and priority valve 4 (open end first for later models), into Bore O (Figure 6–23) in valve body 50.
21. Install three 1⁄4-20 x 13⁄4 inch bolts 40 through valve body 47 and plate 39, and into valve body 50. 22. After making sure that the plate and valve body are properly aligned so that all valve body mounting bolts will pass through them, tighten bolts 40 to 8–12 lb ft (11–16 N·m). 23. Install selector valve 11 (drilled end first) into Bore P (Figure 6–23) in valve body 50. Secure the valve against dropping out during assembly by using a rubber band, tape, or soft wire. 24. If not already done, use adjusting tool J 24314 to position adjusting rings 10, 17, 23, 29, and 46 as they were before disassembly. 25. Put the assembled valve body into a plastic bag or other dirt-proof, lint-free wrapping until ready to install it. NOTE: Refer to Paragraph 3–13 for adjustment of shift points. For MT 640, 643, 650, and 653, proceed to Paragraph 6–8.
6–7. RETARDER CONTROL VALVE ASSEMBLY (MTB Series Only) a. Disassembly (Foldout 17,B)
1. Place retarder control valve assembly 7 on a clean work surface. 2. Remove bolts 46 and 48, and washers 45 and 47, that retain regulating valve assembly 24 to the bottom of retarder valve body 17. 3. Separate the two valve bodies and remove gasket 23, spring 22, and valve 21. 4. Remove bolts 42 and 44, and washers 41 and 43. Separate regulating valve body 27, gasket 26, and oil transfer plate 25.
19. Place separator plate 39 onto body 50 and align the bolt holes. The slot in the separator plate must engage the flared end of pin 34.
5. Remove two bolts 40 and washers 39 that retain cover 38 to valve body 27. Remove cover 38 and gasket 37. Do not remove orifice plug 32 unless part replacement is necessary.
20. Install the assembled modulator valve onto separator plate 39. Align the bolt holes.
6. Remove valve plug 36, springs 34 and 35, and regulator valve 33.
Copyright©1996GeneralMotorsCorp.
6–15
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 65 3 AU TO M AT I C T R A N S M I S S I O N S 7. Remove plug 31, sealring 30, charging valve 29, and spring 28. 8. Remove four bolts 8 and washers 9 that retain cover 10 to valve body 17. Remove cover 10 and gasket 11. 9. Remove piston 14, retarder valve 15, and spring 16. Remove sealrings 12 and 13 from piston 14. 10. Plugs 18, 19, and 20 may be removed if they obstruct proper cleaning or if they are damaged. b. Assembly (Foldout 17,B)
1. If removed, apply sealant to plugs 18, 19, and 20, and install the plugs into valve body 17. Tighten plug 18 to 16–20 lb ft (22–27 N·m), plug 19 to 8–10 lb ft (11–14 N·m), and plug 20 to 36–48 lb inch (4.0–6 N·m). 2. Place valve body 17 on a clean work surface, top side up. Install spring 16 and retarder valve 15 into the valve bore in valve body 17. 3. Install sealring 13, followed by sealring 12 (one on top of the other), into the sealring groove in piston 14. Install the piston, sealring end first, into cover 10. 4. Install four bolts 8 and washers 9 into cover 10. Place gasket 11 onto cover 10. 5. Align and install the cover, gasket, and four bolts and washers onto valve body 17. Tighten the bolts to 48–84 lb inch (6–9 N·m).
11. Install two M8 x 1.25 x 50 bolts 42 and two 8 mm washers 41. Install four M8 x 1.25 x 60 bolts 44 and four 8 mm washers 43. Tighten all six bolts to 13–16 lb ft (18–22 N·m). 12. Position retarder valve body 17 on a clean work surface so the retarder valve bore is accessible. 13. Insert regulator valve spring 22 into the open end of regulator valve 21. Install the regulator valve (closed end first) and valve spring into the retarder valve bore in valve body 17. 14. Align and install gasket 23 and valve body assembly 24 onto retarder valve body 17. 15. Install two M8 x 1.25 x 80 bolts 46 and two 8 mm washers 45. Install two M8 x 1.25 x 90 bolts 48 and two 8 mm washers 47. Tighten the bolts to 13–16 lb ft (18–22 N·m).
6–8. OIL PUMP AND FRONT SUPPORT ASSEMBLY a. Disassembly (Foldout 7,A)
1. Place the oil pump and front support assembly on a work table, support side upward. 2. Remove two butt-joint sealrings 32 from the hub of front support 28 (Figure 6–24).
6. Install spring 28, charging valve 29 (smaller end first), sealring 30, and plug 31 into their bore in regulating valve body 27. Tighten the plug to 50–70 lb ft (68–95 N·m).
3. Remove oil pump sealring 2.
7. If governor orifice plug 32 was removed, install a new plug. Install the plug flush with or below the surface of the valve body.
5. Remove twelve bolts 21 and two bolts 20 that hold the oil pump and the front support together.
8. Install pressure regulator valve 33 (grooved end first), springs 34 and 35, and valve plug 36 into their bore in regulating valve body 27.
6. Separate front support assembly 22 from oil pump body and gear assembly 4.
9. Align the slot in valve body cover 38 with the holes in the end of valve body 27. Install gasket 37, cover 38, two 10 mm washers 39, and two M10 x 1.5 x 35 bolts 40. Tighten the bolts to 30–35 lb ft (39–48 N·m). 6–16
10. Place regulating valve body 27, bottom side down, on a clean work surface. Align and install gasket 26 and oil transfer plate 25 on top of body 27.
4. Remove roller bearing assembly 30 from the bore of converter ground sleeve 27 only if replacement is necessary.
7. If parts replacement is necessary, install valve pin remover J 24412-2 onto the head of the converter pressure regulator valve guide pin (Figure 6–25). Attach slide hammer J 6125-1 to the valve pin remover tool and remove guide pin 23, valve spring 24, and regulator valve 25.
Copyright©1996GeneralMotorsCorp.
RE BU IL D OF SU BA SS EM BL IE S CONVERTER GROUND SLEEVE BOLT (2),3/8-16 x 11/2 in.
ROLLER BEARING SEALRING (2)
BOLT (12),5/16-18 x 13/4 in.
FRONT SUPPORT ASSEMBLY
LOCKUP VALVE CONVERTER PRESSURE REGULATOR VALVE MAIN PRESSURE REGULATOR VALVE
SEALRING OIL PUMP ASSEMBLY H00103.01
Figure 6–24. Oil Pump and Front Support Assembly
WARNING! The main-pressure regulator valve spring is under approximately 65 lbs (290 kN) compression.
8. Attach the main-pressure regulator and lockup spring compressor J 24459-A, and (for later models) adapters J 24459-5, to front support 28 (Figures 6–26 and 6–27). For earlier models (Figure 6–26), tighten the compressor screws to remove all force from snaprings 10 and 14.
Remove the snaprings. For later models (Figure 6–27), tighten the compressor screws to remove all force from cross pins 18 and 19. Remove the cross pins. 9. Carefully loosen the screws on spring compressor J 24459-A until it can be removed from the front support. Remove valve stops 11 and 15, valve springs 12 and 16, main-pressure regulator valve 13, and lockup valve 17. 10. For earlier models, if the orifice pl ug in main regulator valve assembly 13 is loose, damaged, or distorted, replace regulator valve assembly 13. The regulator valve assembly used in later models does not contain an orifice plug. 11. If ground sleeve 27 is damaged and support 28 is serviceable, press the sleeve out of the support. Mark the position of the lube passage in the ground sleeve on the front support before removal for correct installation of the new sleeve. If movement is detected, the parts must be replaced as an assembly. 12. If replacement of plug 29 is necessary, remove the plug from the circumference of the support. 13. Remove oil pump gears 8 and 9 from oil pump body 7.
SPRING
J 6125-1 J 24412-2 GUIDE OIL PUMP AND FRONT SUPPORT ASSEMBLY
H00084.01
Figure 6–25. Removing Converter-Pressure Regulator Valve Guide Pin
Copyright©1996GeneralMotorsCorp.
6–17
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 65 3 AU TO M AT I C T R A N S M I S S I O N S b. Rework of Front Support Sealring Grooves (Foldout 7,A)
MAIN REGULATOR VALVE SNAPRING
CAUTION: Do not attempt this rework procedure unless adequate machining facilities are available.
J 24459-A LOCKUP VALVE
H00086.01
Figure 6–26. Removing (Installing) Main-Pressure Regulator Valve Spring Snapring — Earlier Models
J 24459-5
J 24459-A
FRONT SUPPORT CROSS PIN
information, machining instructions, and installation directions. c. Assembly (Foldout 7,A)
1. If bushing 6 was removed, install a new bushing. The bushing joint (splitline) must be within the 10 to 12 o’clock position, as viewed from the front of the oil pump body (Figure 6– 29). If pump body 7 has a 0.68 inch (17.3 mm) deep gear pocket, use installer J 24474 and handle J 8092 to install the bushing flush to 0.010 inch (0.25 mm) below the surface. If pump body 7 has a 0.82 inch (20.8 mm) deep gear pocket, use installer J 36376 and handle J 8092 to install the bushing 0.035–0.045 inch (0.89–1.14 mm) below the surface.
H00085.01
Figure 6–27. Removing (Installing) Main-Pressure Regulator Valve and Lockup Valve Retainer Cross Pins — Later Models
14. If oil pump body 7 is damaged, replace oil pump assembly 4. 15. Remove oil seal 3 from oil pump body 7. 16. If oil pump body 7 has bushing 6 installed and the bushing is worn or damaged, remove the bushing. For earlier models, remove the split ring bushing by collapsing the ends of the bushing inward. For later models, use remover J 36376 to remove the solid ring bushing. Models that have bearing 45 (Foldout 6) do not require bushing 6 (Foldout 7,A). 17. Determine the serviceability of the sealring grooves on the front support hub. Insert (do not force) gauge J 29198-2 into the groove on the front support hub. Rotate the gauge 360 degrees around the hub. If the gauge does not rotate freely, the support is damaged and should be repaired or replaced. 6–18
If the front support sealring grooves are determined to be unserviceable in Paragraph 6–8a(17), rework the sealring hub. Refer to Figure 6–28 for sleeve material
NOTE: If an oil seal installer is not available, install the seal (spring loaded lip first) into the seal bore of the oil pump. On models with bushing 6, press the seal to 0.010–0.020 inch (0.25–0.51 mm) below the front surface of the pump body. On models without bushing 6, press the seal to 0.030–0.050 inch (0.76–1.27 mm) below the front surface of the pump body.
2. If oil seal 3 was removed from oil pump body 7, install a new seal. Place the oil pump body on the work table, flat side down. Seat the oil seal, with the spring-loaded lip facing away from the tool, on installer J 24449-A (for charging pumps with bushing 6) or J 26912-A (for charging pumps without bushing 6). Attach driver handle J 24202-4 to the oil seal installer. Drive the seal into the pump housing (Figure 6–30). Remove the seal installer and apply a high temperature seal lubricant such as MIL–G–3545A to the ID of the oil seal.
Copyright©1996GeneralMotorsCorp.
RE BU IL D OF SU BA SS EM BL IE S AS and SURFACE AZ features shall be within the total runout specified by BA. Must be clean and free from burrs.
A features shall be within the total runout specified by B.
NOTE: When mounted on DIA
NOTE: When mounted on DIA
0.030" (0.76 mm)
50° 25°
0.03" (0.76 mm) R 0.01" (0.25 mm)
0.080" (2.03 mm)
AZ
BA 0.005" (0.127 mm) DIA A
0.925" (23.49 mm) 0.915" (23.24 mm)
B 0.002 in.
B 0.002 in. (0.05 mm)
(1.01 mm) 2 PLACES
° 0.090" (2.28 mm) X 45
DIA A
Break edges 0.01 in. (0.25 mm) MAX 2 PLACES B 0.005 in.
0.060" (1.52 mm) R 10° 2 PLACES 0.04"
0.07" (1.77 mm) R MAX 80
AS
series alloy tube, or 1141 and 1144, cold draw or heat treated, RC20 min.
(0.05 mm) OPTIONAL ENLARGED VIEW (2 x SIZE)
13.999" (355.57 mm) 13.996" (355.49 mm) DIA
NOTE: Sleeve material specification: SAE 4100
(0.127 mm)
2.740" (69.59 mm) DIA
To be machined so as to result in a 0.002-0.003 in. (0.05-0.07 mm) interference fit with sleeve
2.677" (67.99 mm) 2.667" (67.74 mm) DIA 2.617" (66.47 mm) 2.613" (66.37 mm)
2.913" (73.99 mm) 2.907" (73.83 mm) DIA
DIA A
0.01" (0.25 mm) R MAX 0.325" (8.25 mm) 0.315" (8.00 mm)
80 0.260" (6.60 mm)
1.235" (31.36 mm) Max out-of-round to be 0.006 in. (0.152 mm) TIR average of highest and lowest readings must be within these limits
0.020" (0.50 mm) R MAX 2 GROOVES
0.0980" (2.48 mm) 0.0965" (2.45 mm) 2 PLACES
0.105" (2.66 mm) 0.095" (2.41 mm)
0.040" (1.01 mm) x 45 ° 2 PLACES SURFACEZ 35 POLISH
Z must be perpendicular with AXIS BZ-BZ on respective assembly drawing within 0.0005 in. (0.0127 mm) total for effective depth of groove and total runout not to exceed 0.002 in. (0.127 mm). NOTE: SURFACE
DIA AS REF SURFACE
AZ REF Z
A
BZ
Z Installation: Heat the sleeve, press with installation tool to minimize risk of damage
BZ Semi circular ring gauge J 29198-2 must rotate freely in grooves after assembly
A
0.785" (19.93 mm) 2 HOLES NOTE: Must be clean and free from burrs.
Axis BZ-BZ established by DIA AS (ref) perpendicular to Surface AZ (ref) Surface Z must be perpendicular with AXIS BZ-BZ within 0.0005 in. (0.0127 mm) total for effective depth of groove and total runout not
3° SECTIONA-A
0.410" (10.41 mm)
0.312" (7.92 mm) DIA THRU SLEEVE AND ONE WALL OF SUPPORT 2 HOLES
to exceed 0.005 in. (0.127 mm). L00303.01
Figure 6–28. Rework of Front Support Sealring Grooves
Copyright©1996GeneralMotorsCorp.
6–19
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 65 3 AU TO M AT I C T R A N S M I S S I O N S 3. Invert the oil pump body so that the flat side is up. Install drive gear 9 and driven gear 8 into the oil pump body. Place a straight edge across the surface of the oil pump (Figure 6–31). Insert a thickness gauge between the straight edge and the driven gear. Measurement can also be made with slide gauge tool J 26857. If the clearance is not 0.001–0.003 inch (0.025–0.076 mm), selective driven gears are available. Repeat the above procedure (Figure 6–32) for
J 24202-4 J 24449-A (WITH BUSHING) J 26912-A (WITHOUT BUSHING)
drive gear 9. If clearance is not 0.0012–0.0020 inch (0.030–0.051 mm), selective drive gears are available. Refer to Table 6–1.
PUMP BODY
H00087
Bushing joint to be within this angle 60°
Figure 6–30. Installing Oil Seal Into Oil Pump Body STRAIGHT EDGE
OIL PUMP BODY
Bushing must withstand 600 lbs in direction shown
DIA A
Y REF
Press flush to 0.010 in. below surface
B and SURFACE Y the total runout of DIA A to be within 0.002 in. NOTE: When mounted on DIA
DIA B REF L00304.01
Figure 6–29. Insta lling Bushing Int o Oil Pump
THICKNESS GAUGE
DRIVE GEAR DRIVEN GEAR
Table 6–1. Selective Oil Pump Gears 0.6850InchPumpGears
DriveGear
PartNo.
23015391
DrivenGear
0.6835–0.6840inch(17.36–17.37mm) 0.6840–0.6845 inch (17.37–17.39 mm)
23015393
0.6845–0.6850 inch (17.39–17.40 mm)
23015402 23015404
6–20
GearThickness
23015392 23015394
H00088
Figure 6–31. Checking Oi l Pump Dri ven Gear Side Clearance
0.6850–0.6855 inch (17.40–17.41 mm) 0.6835–0.6840inch(17.36–17.37mm) 0.6845–0.6850 inch (17.39–17.40 mm)
Copyright©1996GeneralMotorsCorp.
RE BU IL D OF SU BA SS EM BL IE S Table 6–1. Selective Oil Pump Gears (cont’d) 0.8200InchPumpGears
DriveGear
PartNo.
23015397
0.8185–0.8190inch(20.790–20.803mm)
23015398
0.8190–0.8195 inch (20.803–20.815 mm)
23015399
0.8195–0.8200 inch (20.815–20.828 mm)
23015400 DrivenGear
GearThickness
23016106 23016107
0.8200–0.8205 inch (20.828–20.841 mm) 0.818–0.819inch(20.777–20.803mm) 0.819–0.820 inch (20.803–20.828 mm)
OIL PUMP BODY STRAIGHT EDGE PLUG Press flush to 0.010 in. (0.25 mm) below counterbore support assembly CONVERTER GROUND SLEEVE TIR 0.006" (0.152 mm)
2.010" (51.0 mm)
TIR 0.002" (0.05 mm)
60-100
DRIVEN GEAR DRIVE GEAR THICKNESS GAUGE
THIS DISTANCE THIS DIAMETER
1.6255"–1.6245" (41.29 mm–41.26 mm) 1.260" (32.00 mm) 1.240" (31.50 mm) Bearing cage must withstand 200 lb (91 Kg) load in the direction indicated
BEARING 6.005" (152.53 mm) 5.995" (152.27 mm)
THRUST BEARING SURFACE A L00305.01
H00278
Figure 6–32. Checking Oi l Pump Dr ive Gear Side Clearance
4. If plug 29 was removed from support 28, replace it. Press the plug into the bore to the dimension shown in Figure 6–33.
NOTE: If ground sleeve 27 was removed, measure the sleeve and check the runout (Figure 6–33 ). If unable to check runout, replace the ground sleeve with a new assembly.
Figure 6–33. Ground Slee ve Bearin g and Sleeve Installation
6. Press the sleeve into the front support. The dimension from thrust bearing surface A to the end of the sleeve (Figure 6–33) should measure 5.995–6.005 inch (152.27–152.53 mm). 7. Measure the runout of the sleeve at an area below the splines. Runout should not exceed 0.006 inch (0.152 mm).
5. Support front support 28 in a press (8 ton (7257 kg) minimum) with the pump face of the front support facing up. Place ground sleeve 27
8. Machine the bearing bore of the sleeve (Figure 6–33) to a diameter of 1.6245–1.6255 inch
in the center bore and align the sleeve lube hole with the mark on the support. Refer to Paragraph 6–8a(11).
(41.26–41.29 mm) and a depth of 2.010 inch (51.0 mm). Remove any metal chips and dirt from the assembly.
Copyright©1996GeneralMotorsCorp.
6–21
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 65 3 AU TO M AT I C T R A N S M I S S I O N S NOTE:
NOTE:
When ground sleeve 27 is replaced, the converter bearing assembly should also be replaced. For units prior to S/N 2410204975, refer to Paragraph 6–3e and the current Parts Catalog PC1316EN for rework of the converter pump hub to the “wide bearing” configuration.
When replacing the main-pressure regulator valve or the front support assembly, refer to the current Parts Catalog PC1316EN for correct part selection. The current main-pressure regulator valves cannot be used with earlier front support assemblies, and earlier valves cannot be used with current front support assemblies.
CAUTION: Do not use a full complement needle bearing in transmissions which use calibrations of 3000 rpm and higher.
9. Place roller bearing 30 into ground sleeve 27, with the numbered end of the bearing cup (the outer bearing race) facing up. Using installer J 24457 and driver handle J 8092 for the caged needle bearing, or installer J 39362 and driver handle J 8092 for the full complement needle bearing, drive the bearing into the ground sleeve (Figure 6–34). If the special tools are not available, drive the bearing (numbered end of bearing cage up) into the ground sleeve until the bearing is 1.240–1.260 inch (31.50–32.00 mm) from the face of the hub (Figure 6–33). When installed, the bearing must withstand a 200 lb (91 kg) load without moving.
J 8092
OIL PUMP AND FRONT SUPPORT ASSEMBLY
J 24457 OR J 39362
H00071
Figure 6–34. Insta lling Needle Bear ing Into Ground Sleeve
6–22
10. Install valve (smaller diameter first)main and regulator lockup valve 1713 (longer land first) into their proper bores in support assembly 22. 11. For earlier models (Figure 6–26), install compressor tool J 24459-A. Place snaprings 10 and 14, plate side up, onto the compressor tool screws before compressing the springs. Compress springs 12 and 16 and install the snaprings in their grooves. Remove the spring compressor. Check that the plate sides of the snaprings are facing upward in the grooves as installed. For later models, install springs 12 and 16, and valve stops 11 and 15, into their proper bores. Install main-pressure regulator and lockup valve spring compressor J 24459-A and adapters J 24459-5 on the front support (Figure 6–27). Compress the springs and stops to allow installation of cross pins 18 and 19. 12. If valve guide pin 23 was removed, replace it with a new pin. Place the pin into valve guide pin installer J 24458. Place spring 24 and converter-pressure regulator valve 25 onto valve guide pin 23. Install the valve guide pin and components into the front support (Figure 6– 35). If valve pin installer J 24458 is not available, install the guide pin and components to extend 1.16–1.20 inches (29.5–30.5 mm) above the finished surface (Figure 6–36). 13. Place oil pump body and gear assembly 4 on the work table, front side down. Align the bolt holes in front support assembly 22 with those in assembly 4. Install two 5⁄16-18 x 13⁄4 inch bolts 21 approximately 180 degrees apart. Tighten the bolts one or two threads. 14. Install centering band J 24461 around the oil pump body and front support assembly (Figure 6–37). Install the remaining ten5⁄16-18 x 13⁄4 inch bolts 21, and two3⁄8-16 x 11⁄2 inch bolts 20.
Copyright©1996GeneralMotorsCorp.
RE BU IL D OF SU BA SS EM BL IE S 15. Check the centering band to ensure a secure fit. The splitline between the pump and the support must be perfectly smooth after bolt installation. Tighten the twelve5⁄16-18 bolts to 17– 20 lb ft (23–27 N·m). Tighten the 3⁄8-16 bolts to 36–43 lb ft (49–58 N·m). Remove centering band J 24461 from oil pump and front support assembly 1. 16. Lubricate sealring 2 with oil-soluble grease and install it into the groove on the outer circumference of the oil pump body. Make sure the sealring does not twist in its groove.
NOTE: Do not install front support sealrings 32 onto the support hub until final assembly of the transmission. Refer to Paragraph 4–6f and 7–4b.
6–9. FORWARD CLUTCH AND TURBINE SHAFT a. Disassembly (Foldout 7,B)
1. Remove sealring 1 from the end of shaft 5. Remove sealrings 4 from housing and shaft assembly 3. 2. Remove snapring 25 that retains fourth clutch driving hub 24 in forward clutch housing 6 (Figure 6–38). Remove the fourth clutch hub and forward clutch hub 21 from the housing.
J 24458 REGULATOR VALVE
3. Remove thrust bearing race assembly 20 (the assembly may adhere to either forward clutch hub 21 or forward clutch housing 6). Remove five internal-splined plates 23 and five external-tanged plates 22 from the forward clutch housing. OIL PUMP AND FRONT SUPPORT ASSEMBLY H00072.01
4. Place the housing and shaft assembly in a press (Figure 6–39). Using compressor J 6438-01, compress spring retainer 18 and remove re-
Figure 6–35. Converter -Pres sure Regulat or Valve Installation
tainer 19. Remove 18, piston return snapring spring 17, and piston retainer 16. Remove sealring 15 from the piston and sealring 14 from the housing. For transmissions modified with a spring apply piston, remove the twenty-four springs from the piston bores. SUPPORT ASSEMBLY
VALVE GUIDE
SPRING J 24461 VALVE
1.20 in. (30.5 mm) 1.16 in. (29.5 mm) BOLT (12),5/16-18 x 13/4 in. V03294
OIL PUMP ASSEMBLY
BOLT (2),3/8-16 x 11/2 in. H00167.01
Figure 6–36. Insta lling Converte r-Pressur e Regulator Valve Components
Figure 6–37. Installing Oil Pump and Fr ont Support Assembly Bolts
Copyright©1996GeneralMotorsCorp.
6–23
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 65 3 AU TO M AT I C T R A N S M I S S I O N S 7. If the transmission is equipped with PTO gear 13, remove the gear by compressing snapring 12 (located within the gear) and pressing the gear from the housing. SNAPRING
8. To compress the snapring, locate the opening (missing spline) nearest the snapring gap. Insert a small screwdriver into the opening and press the snapring into its groove in the housing. Slip a piece of 3⁄32 x 0.020 x 3 inch (2.38 x 0.508 x 76 mm) shim stock between the
FORWARD CLUTCH HOUSING
FOURTH CLUTCH HUB FORWARD CLUTCH HUB H00105.01
Figure 6–38. Removing Fo urth Clut ch Driving Hub Snapring
snapring and the inner ends of the gear splines. Repeat the procedure at the other side of the snapring gap. Working at each missing spline opening, insert strips of shim stock at approximately 3 inch (72 mm) increments. With all shims in place, position the assembly, shaft downward, in a press. Support the PTO gear and press the housing from the gear. Remove the snapring. 9. Press turbine shaft 5 from housing 6 only if replacement is necessary. Refer to Paragraph 4–5j for shaft inspection. To press the shaft from the housing, place the assembly, shaft downward, in a press. Support the assembly at the front hub of the housing.
J 6438-01
b. Rework of Rot ating Seal ring Bore , Forward Clutch (Foldout 7,B)
PISTON
CAUTION: SPRING
SNAPRING FORWARD CLUTCH HOUSING
SPRING RETAINER
• Do not attempt to salvage the fourth clutch housing using this rework procedure.
H00106.01
Figure 6–39. Removing (or Installing) Forward Clutch Spring Retainer
5. Do not remove balls 7 from housing and shaft assembly 3 unless replacement is necessary. If necessary, remove theclear balls.the bores of staked metal and 6. On models after S/N 49489 remove retainer pin 8, valve plug 9, valve spring 10, and valve 11 from the outer circumference of forward clutch housing assembly 3. 6–24
• Do not attempt this rework procedure unless adequate machining facilities are available.
1. Acceptable wear in the rotating sealring bore of the forward clutch housing consists of normal polishing of the sealing surfaces by the seals, and step wear no greater than 0.0005 inch (0.0127 mm). 2. If wear exceeds acceptable limits, rework the forward clutch rotating sealring bore. Refer to Figure 6–40 for sleeve material information, machining instructions, and installation directions.
Copyright©1996GeneralMotorsCorp.
RE BU IL D OF SU BA SS EM BL IE S
SURFACE
NOTE:
When mounted on DIA C or DIA D, runout of A must not exceed 0.005 in. (0.127 mm). Runout of SURFACE E must not
E
exceed 0.004 in. (0.101 mm). 3.167" (80.44 mm) 3.166" (80.42 mm) (DIA A) Sleeve material specification: SAE 4100 series alloy steel tube, or 1141 and 1144, cold drawn or heat treated, RC20 Min.
0.030" (0.76 mm) R
D
1.0625" (26.987 mm)
3.059" (77.70 mm) 3.049" (77.44 mm) REF.
DIA DIA
C D
0.005" (0.127 mm)
0.150" (3.81 mm)
0.651" (16.54 mm)
15°
0.187" (4.75 mm) DIA
30° 2 HOLES DIAMETRICALLY OPPOSITE
SLEEVE – 3x SCALE SURFACE Freeze sleeve in dry ice approximately ten minutes prior to installation
60 –120
E
100 30°
NOTE:
No sleeve ID or OD dimension is called out. Sleeve OD should be machined so as to result in a 0.003 in. (0.076 mm) press fit in housing bore A. Sleeve ID must be machined after sleeve is installed to dimension (DIA B).
2.9395" (74.663 mm) 2.9375" (74.613 mm) (DIA B)
DIA DIA
C D
0.16" (4.06 mm) 0.12" (3.05 mm)
Align the two 0.187 in. (4.75 mm) angled holes with the angled feed passages in housing. Press sleeve into bore until bottoming on bore shoulder.
When mounted on DIA C or DIA D: Runout of SURFACE E must not exceed 0.004 in. (0.101 mm). Runout of SURFACE B must not exceed 0.005 in. (0.127 mm). NOTE:
V03295
Figure 6–40. Rework of Forward Clutch Rotating Sealring Bore
Copyright©1996GeneralMotorsCorp.
6–25
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 65 3 AU TO M AT I C T R A N S M I S S I O N S c. Assembly (Foldout 7,B)
1. If turbine shaft 5 was removed, press a new shaft to a firm seat against housing 6. A minimum of 250 lb (11.12 kN) press-out force is required to ensure a satisfactory fit. The total runout must be within 0.005 inch (0.127 mm). 2. On all models with the centrifugal valve provision, inspect centrifugal valve parts 8, 9, 10, and 11 for damage. If damaged, replace with new parts. The color code of any new part must be the same the and color part replaced. Parts as 9, 10, 11code mustofbethe identically coded. 3. Install centrifugal valve 11 (conical end first) into its bore in forward clutch housing 6. Place spring 10 inside the valve. Compress the spring with valve plug 9 and retain the spring and plug with retainer pin 8. 4. If check balls 7 were removed, replace them. Place each ball in its bore. Stake each bore at three equally spaced places. Each bore is properly staked when the ball has at least 0.040 inch (1.02 mm) axial movement, and when the ball is retained by the stakes when a 30 lb (133 N) load is applied against the ball. 5. Before completing the assembly, establish the clutch clearance. To check clearance by direct measurement follow Steps (6) through (10). Direct measurement must be used on transmissions modified with a spring apply forward clutch piston. For other models, an alternate method is the stack dimension computation outlined in Paragraph 6–23b. 6. Position clutch housing and shaft assembly 3 (shaft downward) on a work table. Lubricate and install piston sealrings 14 and 15 into their grooves in the hub of housing 6 and piston 16. Make sure the sealring lips face toward the fluid pressure side of the piston (Figure 6–41). If the transmission has been modified to include a spring apply forward clutch piston, install a spring into each of the twenty-four machined bores of the piston. Install the piston into the housing. 7. Alternately install five external-tanged plates 22 and five internal-splined plates 23, starting with an external-tanged plate. Install fourth clutch driving hub 24 and retain it with snapring 25. 6–26
8. Hold the fourth clutch driving hub firmly against the snapring and, using forward clutch clearance gauge J 26913, check the clearance between the fourth clutch driving hub and the internal-splined clutch plate. The correct forward clutch clearance is 0.079–0.130 inch (2.01–3.30 mm) for standard piston units (Figure 6–41), and 0.005–0.096 inch (0.127–2.44 mm) for spring apply piston units. When the clearance is correct, the first step of the gauge fits between the hub and plate, and the second step does not. 9. If the clearance is excessive (the second step of the gauge fits), replace the thinner clutch plates with new plates. If the clearance is still excessive after all ten plates and fourth clutch drive hub have been replaced, a thicker piston is required. Refer to the current Parts Catalog PC1316EN for selection of a thicker piston. 10. If the clearance is insufficient (the first step of the gauge does not fit), a thinner piston is required. Refer to the current Parts Catalog PC1316EN for selection of a thinner piston. FOURTH CLUTCH HUB
CLUTCH PLATES
Check clearance here 0.079 in.– 0.130 in. (10 PLATE) (2.01 mm– 3.30 mm) HOUSING
PISTON
SEALRINGS 30 LB LOAD (133 N) L00308
Figure 6–41. Measuring Forward Clutch Clearance
Copyright©1996GeneralMotorsCorp.
RE BU IL D OF SU BA SS EM BL IE S 11. Remove snapring 25, fourth clutch driving hub 24, and the forward clutch plates.
CAUTION: If either piston sealring 14 or 15 is installed incorrectly, the forward clutch will not operate properly.
12. Lubricate and install piston sealrings 14 and 15 into their grooves in the hub of housing 6 and piston 16.fluid Make sure the sealring face toward the pressure side of the lips piston (Figure 6–41). If the transmission has been modified to include a spring apply forward clutch piston, install a spring into each of the twenty-four machined bores of the piston. Install the piston into the housing. 13. Place clutch housing and shaft assembly 3 and the assembled forward clutch piston on a press bed (Figure 6–39). Install piston return spring 17 and spring retainer 18, and position snapring 19 on the housing hub. Using compressor J 6438-01, compress the spring retainer sufficiently to install the snapring into its groove in the housing hub.
CAUTION: For earlier models, the use of oil-soluble grease to retain bearing races and bearing assemblies is very important. Failure to center bearing races or assemblies before the forward clutch assembly is installed (Paragraph 7–3q), can prevent proper assembly. Extensive damage could result from improper assembly.
install five external-tanged plates 22 and five internal-splined plates 23 (selected in Step (9) or removed in Step (11)), starting with an external-tanged plate. NOTE: Excessive taper may cause snapring 25 to become dislodged from the snapring groove. The difference of thickness between the outside of the snapring and the inside must not exceed 0.0015 inch (0.038 mm).
16. Install fourth clutch driving hub 24 and retain it with snapring 25 (Figure 6–43). Install PTO gear snapring 12 onto forward clutch housing 6. Install the PTO gear (chamfered ID first) from the rear of the clutch housing. Slide the gear onto the housing until the snapring engages its mating groove in the gear. 17. Install thrust bearing race assembly 26 onto the forward clutch hub, lube scallops up. For earlier models, install one bearing race (flat side first) and bearing onto the forward clutch hub (Figure 6–43). Retain all bearing components with oil-soluble grease. 18. Invert the assembly and install two sealrings 4 at the base of shaft 5 and one sealring 1 near the end of the shaft (Figure 6–44). Retain the sealrings with oil-soluble grease. 19. For earlier models, install the bearing race (outer lip first) for thrust bearing 31 (Foldout 7,A) onto the hub of the forward clutch housing. Retain the race with oil-soluble grease. BEARING RACE
14. Return the assembly to the work table and install thrust bearing race assembly 20 onto the inside of forward clutch housing 6, lube relief scallops down. For earlier models, install one bearing race (outer lip first) onto the hub of the forward clutch housing (Figure 6–42). Install the other bearing race (flat side first) onto the inner hub of forward clutch hub 21, and install the bearing onto the race. Retain all bearing components with oil-soluble grease. 15. Position clutch housing and shaft assembly 3 (shaft downward) on a work table. Place forward clutch hub 21 (outer splines first) onto the hub of forward clutch housing 6. Alternately
FORWARD CLUTCH HOUSING FORWARD CLUTCH HUB
BEARING BEARING RACE
H00107.01
Figure 6–42. Installing Bearing Into Forward Clutch Hub (Earlier Models)
Copyright©1996GeneralMotorsCorp.
6–27
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 65 3 AU TO M AT I C T R A N S M I S S I O N S PTO GEAR
J 24204-2 SNAPRING
FOURTH CLUTCH DRIVE HUB
FOURTH CLUTCH HOUSING ASSEMBLY
FORWARD CLUTCH HUB J 6438-01
BACKPLATE
BEARING RACE
SPRING RETAINER BEARING
H00108.01
SNAPRING H00157.01
Figure 6–43. Installing Bearing Onto For ward Clutch Hub (Earlier Models)
Figure 6–45. Removing (or Installing) Fourth Clutch Spring Retainer Snapring
2. Using compressor J6438-01 andcompressorbase J 24204-2, compress spring retainer 7 sufficiently to allow removal of snapring 6 (Figure 6–45). Remove the snapring. Remove the spring retainer and piston return spring 8, which is directly beneath the retainer. Remove snapring 2 that retains backplate 3, andremove the backplate.
SEALRING
BEARING RACE
SEALRING (2)
3. Remove four internal-splined plates 4 and four external-tanged plates 5, and fourth clutch piston 9 or 10. Remove sealring 11 from the piston and sealring 12 from fourth clutch housing 13. 4. Remove check balls 14 from fourth clutch housing 13 only if replacement is necessary. If necessary, clear the bores of staked metal and remove the balls.
FORWARD CLUTCH HOUSING AND SHAFT ASSEMBLY
H00109.01
Figure 6–44. Installing Bearing Race Onto Forward Clutch Housing (Earlier Models)
6–10. FOURTH CLUTCH
b. Assembly (Foldout 8,A)
1. If check balls 14 were removed, replace them.
a. Disassembly (Foldout 8,A)
1. If not previously removed, remove thrust bearing race assembly 26 (Foldout 7,B) from the front hub of fourth clutch housing 13 (Foldout 8,A). Remove bearing race 15 from the rear hub of the clutch housing if not previously removed. 6–28
5. Inspect the clutch housing inner sealring groove to determine if a step is present in the top side of the groove (refer to SIL 33-TR-96). If a step is detected, replace the housing assembly. Refer to the current Parts Catalog PC1316EN for the correct housing part number for your transmission.
Place each ball in its bore. Stake each bore at three equally spaced places. Each bore is properly staked when the ball has at least 0.040 inch (1.02 mm) axial movement, and when the ball is retained by the stakes when a 30 lb (133 N) load is applied against the ball (Figure 6–46).
Copyright©1996GeneralMotorsCorp.
RE BU IL D OF SU BA SS EM BL IE S 2. Before completing the assembly, establish the clutch clearance. To check clearance by direct measurement follow Steps (3) through (7). Alternately, use the stack dimension computation outlined in Paragraph 6–23c.
CAUTION: If either piston sealring 11 or 12 is installed incorrectly, the fourth clutch will not operate properly.
3. Position the fourth clutch housing, rear hub downward, on a work table. Lubricate and install piston sealrings 11 and 12 into their grooves in the housing hub and piston. Make sure the sealring lips face toward the fluid pressure side of the piston (Figure 6–46).
9. For earlier models, install one bearing race (outer lip first) for thrust bearing 26 (Foldout 7,B) onto the front hub of the fourth clutch housing (Figure 6–47). Install one bearing race (outer lip first) for thrust bearing 15 (Foldout 8,A) onto the rear hub of the clutch housing (Figure 6–48). Retain all bearing components with oil-soluble grease.
FOURTH CLUTCH HOUSING
Check clearance here 0.064 in.– 0.125 in. (8 PLATES) (1.63 mm– 3.18 mm) BACKPLATE SNAPRING PLATES (8)
PISTON
4. Install piston 9 or 10 into the fourth clutch housing (Figure 6–46). Alternately install four external-tanged plates 5 and four internalsplined plates 4, starting with an externaltanged plate. Install backplate 3 and retain it with snapring 2. SEALRINGS
5. Using fourth clutch clearance gauge J 26917, check the clearance between the backplate and the first internal-splined plate. Correct fourth clutch clearance is 0.064–0.125 inch (1.625– 3.175 mm). When clutch clearance is correct, the first step of the gauge fits between the backplate and the clutch plate, and the second step does not. 6. If the clearance is excessive (the second step of the gauge fits), replace the thinner clutch plates with new plates. If the clearance is still excessive after all eight plates and the backplate have been replaced, a thicker piston is required. Refer to the current Parts Catalog PC1316EN for selection of a thicker piston.
30 LB LOAD (133 N)
L00309
Figure 6–46. Measuring Fourth Clut ch Clearan ce
BEARING RACE FOURTH CLUTCH HOUSING ASSEMBLY
7. If the clearance is insufficient (the first step of the gauge does not fit), a thinner piston is required. Refer to the current Parts Catalog PC1316EN for selection of a thinner piston. 8. Install piston return spring 8 and spring retainer 7. Using compressor J 6438-01 and compressor base J 24204-2, compress the spring retainer (Figure 6–45). Install snapring 6 to retain the spring retainer.
H00158.01
Figure 6–47. Installing Bearing Race at Front of Fourth Clutch (Earlier Models)
Copyright©1996GeneralMotorsCorp.
6–29
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 65 3 AU TO M AT I C T R A N S M I S S I O N S
FOURTH CLUTCH HOUSING ASSEMBLY BEARING RACE
SPRING RETAINER
EJECTOR BOSS
SPRING (20) CLUTCH PISTON
H00160.01
H00159.01
Figure 6–48. Installing Bearing Race at Rear of Fourth Clutch (Earlier Models)
6–11. CENTER SUPP ORT ASSEMBLY a. Disassembly (Foldout 8,B)
1. Place center support assembly 13 upright on the work table.
Figure 6–49. Removing Pu sh-On Nu ts and Spring Retainer
9. Determine the serviceability of the sealring grooves on the center support hub. Insert (do not force) gauge J 29198-2 into the groove on the center support hub. Rotate the gauge 360 degrees around the hub. If the gauge does not rotate freely, the support is damaged and should be repaired or replaced.
2. For models, remove oil16. filter 24 and sealring later 23 from center support
b. Rewor k Cent (Foldout 8,B) er Support Anchor Bolt Hole
3. Remove third clutch piston 9 and second clutch piston 19, with attached parts.
CAUTION:
4. Remove inner sealrings 10 and 18 and outer sealrings 11 and 17 from pistons 9 and 19. 5. If parts replacement is necessary, disassemble the two piston assemblies. Cut the push-on nuts to prevent damaging the piston projections (Figure 6–49). Remove four push-on nuts 6 or 22, spring retainer ring 7 or 21, and twenty springs 8 or 20 from each piston.
Do not attempt this rework procedure unless adequate machining facilities are available.
1. Starting with S/N 2410260655, a longer (3⁄8-16 x 3 inch) patch lock anchor bolt 54 (Foldout 10,A) and a chamfered washer 55 are used. 2. Using a drill press, locate the center support against a square, flat surface.
6. Remove two sealrings 12 from the hub of center support assembly 13.
3. Turn a 3⁄8-16 tap into the existing hole by hand. Use a level and the shank of the tap to ensure that the center support is square and level.
7. If bushing 14 in center support 16 is worn or damaged, collapse the bushing inward at the bushing splitline and remove.
4. Refer to Figure 6–50 for machining instructions.
8. Remove check ball 15 (freed by removing the bushing) from the hub of the support. 6–30
PUSH-ON NUT
5. Remove any burr from the top of the bore before checking depth reading (Figure 6–50). Clean all chips out of the center support.
Copyright©1996GeneralMotorsCorp.
RE BU IL D OF SU BA SS EM BL IE S c. Rework of C enter Su pport for O ne Pi ece Thrust Bearing Race Assembly (Foldout 8,B)
1. Later models incorporate a one piece thrust bearing race assembly 15 (Foldout 8,A). Center supports prior to S/N 2410226363 require a rework to ensure correct fluid flow and proper positioning of the bearing. 2. Secure the center support with the 0.156 inch (3.96 mm) diameter lube hole on the sealring side facing up (Figure 6–51). 3. Using a number 15 (1⁄4 x 1 inch) or number 91 (1⁄4 x 3⁄4 inch) woodruff key cutter wheel or equivalent, undercut the area to the front of the lube hole 0.090 inch (2.29 mm) deep and 0.250 inch (6.35 mm) wide (Figure 6–51). Do not cut a groove around the entire circumference of the hub. Cut only the area the length of the hole diameter. Clean all chips out of the center support.
1.380" MIN (35.0 mm)
TAP DRILL 1.610 in. (40.89 mm) MAX DEEP COUNTERDRILL 0.469 in. DIA (11.91 mm) x 0.66– 0.70 in. (16.76–17.78 mm) DEEP 0.376 –16 UNC 2B MIN FULL THREAD DEPTH TO DIMENSION SHOWN V03296
Figure 6–50. Rework of Ce nter Su pport Anchor Bolt Hole
4. With the black oxide race facing upward, make sure there is clearance around the widest lip of the race for fluid flow to bearing 15 and the third clutch. d. Rework of Non-Eccentric Center Support to Eccentric Support (Foldout 8,B)
30°
0.090 in. (2.29 mm)
NOTE:
0.250 in. (6.35 mm)
Transmissions S/N 2410260655 and later have an eccentric center support in which the bushing bore is slightly offset from center. This provides improved shaft alignment at normal transmission operating temperature. The center support in transmissions prior to S/N 2410260655 may be reworked to provide the offset by machining the center support OD and installing shim 29 under the support.
NOM.
0.090 in. (2.29 mm)
CENTER SUPPORT 0.156 in. (3.96 mm) DIA LUBE HOLE
CAUTION:
NOTE: Do not cut groove around the
entire circumference of the hub, cut only the area the length of the hole diameter.
V03297
Figure 6–51. Rework of Center Support for One Piece Thrust Bearing Race Assembly
• This rework applies for non-eccentric center support assemblies only. Do not rework an eccentric center support assembly. • Do not attempt this rework unless adequate machining facilities are available.
Copyright©1996GeneralMotorsCorp.
6–31
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 65 3 AU TO M AT I C T R A N S M I S S I O N S 1. Determine if the center support assembly is eccentric or non-eccentric (Figure 6–52). 2. Rework the center support anchor bolt hole if it has not previously been reworked. Refer to Paragraph 6–11b. 3. Collapse center s upport bushing 14 inward at the bushing splitline and remove. Remove ball 15.
CAUTION:
9. Apply Dykem ® orange paint #DXX323 or equivalent to the reworked center support bolt counterbore. The color will be visible from the valve body mounting face, allowing identification of a reworked support without complete transmission disassembly. 10. The reworked support requires the installation of shim 29 (P/N 23046695) during transmission reassembly. Refer to Paragraph 7–3 n. e. Assembly (Foldout 8,B)
Do not damage the center support bushing bore with the chuck jaws.
4. Mount the center support in a lathe, using a four-jaw chuck on the center support bushing bore. Use a dial indicator to center the support so that runout is no more than 0.002 inch (0.05 mm). 5. Machine the OD of the suppo rt to 11.114 5– 11.1175 inch (282.30–282.40 mm) (Figure 6–53). 6. Machine a 10 degree chamfer on the front and back edges of the OD (Figure 6–53).
1. If bushing 14 and check ball 15 were removed from the center support, replace with new parts. 2. Install the ball and bushing as illustrated in Figure 6–54. Use installer J 24794 to press the bushing into the center support. The bushing is pre-bored and requires no reaming.
NOTE: If the pistons are not installed to the bottom of their cavities during installation of push-on nuts 6 and 22, proper clutch clearance cannot be established.
7. Machine two grooves on the center support OD. These grooves indicate that the support has been reworked for shim installation. SEE VIEWA
8. Clean and remo ve all machin ing burrs and debris.
11.1145–11.1175" (282.30–282.40 mm)
MEASUREMENT INSTRUCTIONS: DIM.
A
DIM. B – Measured at bottom of support (anchor bolt hole location)
0.030– 0.060" (0.80–1.52 mm) 10° VIEW A BOTH SIDES
DIM. A – Measured directly opposite DIM.B location
D
R NON-ECCENTRIC SUPPORT: DIM. B = DIM.A ± 0.002 in. (0.05 mm) 0.030" (0.080 mm)
DIM.
B
VIEW B 2 ID ENT. GROOVES
ECCENTRIC SUPPORT: DIM. B – DIM. A = 0.015± 0.002 in. (0.38 ± 0.05 mm)
0.75" (19.0 mm) BOTH SIDES V03298
Figure 6–52. Identifica tion of Cen ter Support — Eccentric vs. Non-Eccentric
6–32
0.030" (0.80 mm)
SEE VIEWB
V03299
Figure 6–53. Rework of Cent er Supp ort to Eccentric Configuration
Copyright©1996GeneralMotorsCorp.
RE BU IL D OF SU BA SS EM BL IE S 3. Temporarily place third clutch piston 9 in the front piston cavity of center support assembly 13. Install springs 8 into the pockets of the piston. Align spring retainer 7 on the four ejectorpin bosses of the piston. Compress the springs by forcing the retainer into the recess at the outer edge of the center support. Install four new push-on nuts 6 (Figure 6–55) on the ejector pins of the piston, using lock ring installer J 24453. Remove the piston from the center support.
6. Inspect the piston cavities in center support assembly 16 for any obstruction or foreign material. Install piston 19 into the rear of the center support, engaging the lug on the piston with the recess in the support. Leave the assembled third clutch piston out of the center support until final installation of the center support assembly in Paragraph 7–3n.
4. Repeat the procedure in Step (3) to assemble second clutch piston components 19 through 22 into the rear cavity of center support assembly 13.
first, and sealring into the center support. The sealring on the filter must seat against the shoulder in the support. Center supports without a fourth clutch filter can be reworked to include the filter with counterbore cutter J 29032.
NOTE: The lips of both the inner and outer sealrings must face the piston cavities of the center support.
5. Install inner sealrings 10 and 18, and outer sealrings 11 and 17, onto pistons 9 and 19. Retain the sealrings with oil-soluble grease.
7. If oil filter 24 and sealring 23 were removed, install the new filter, closed end of the cone
NOTE: Do not install center support sealrings 12 (Foldout 8,B) onto the support hub until final a ssembly of the transmission. Refer to Paragraph 4–6f and 7–3n.
NOTE: Notch must be
• For MT 640, 643 proceed to Paragraph 6–13.
within this area
20° 10°
BALL
• For MTB 643, proceed to Paragraph 6–14. SECTION D-D
A
CENTER SUPPORT
RETAINER RING
THIRD CLUTCH PISTON J 24453
NOTCH
16°
D
D
X-
BUSHING
A
SECTION A-A
Press bushing flush with, to 0.010 in. (0.25 mm) below this surface NOTE:
After assembly, bushing must withstand 500 lb (2224 N) end load in direction of arrow X.
EJECTOR BOSS
Figure 6–54. Cente r Support Bushin g Installa tion
CENTER SUPPORT H00073.01
L00319
Figure 6–55. Installing Retainer Ring and Push-On Nuts
Copyright©1996GeneralMotorsCorp.
6–33
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 65 3 AU TO M AT I C T R A N S M I S S I O N S 6–12. GEAR UNIT AND MAIN SHAFT ASSEMBLY (MT(B) 650, 653) a. Disassembly (Foldout 9,B)
3. Lift off front planetary carrier assembly 4 (Figure 6–58). Remove thrust washer 12 from the assembly (or from center planetary carrier assembly 15). Refer to Paragraph 6–24 for rebuild of the front planetary assembly.
1. Remove thrust washers 1 and 47 at each end of the gear unit assembly (Figure 6–56).
NOTE:
2. Remove front sun gear 2 (Figure 6–57). Remove thrust washer 3 from the gear (or from center sun gear shaft assembly 23).
Bearing assembly 28 and bearing race 29 may come out when center sun gear shaft assembly 23 is removed.
THRUST WASHER (FRONT)
THRUST WASHER (REAR)
CENTER SUN GEAR SHAFT ASSEMBLY GEAR UNIT AND MAIN SHAFT ASSEMBLY
4. Remove center sun gear shaft assembly 23 (Figure 6–59). If parts replacement is necessary, remove bushings 26 and spring pins 24 from shaft assembly 23. Using a small punch inserted through the swaging hole, collapse front bushing 26 and remove. Collapse rear bushing 26 using a small chisel inserted between the shaft and the bushing OD. Be careful not to damage the shaft ID during bushing removal. 5. Remove bearing assembly 28 and bearing race 29, if not previously removed.
H00161.01
Figure 6–56. Removing (or Installing) Gear Unit Rear Thrust Washer — MT 650, 653
FRONT SUN GEAR
6. Remove snapring 13 that retains front planetary ring gear 14 (Figure 6–60). Remove the ring gear from planetary connecting drum 30.
THRUST WASHER
THRUST WASHER
SUN GEAR SHAFT ASSEMBLY
FRONT PLANETARY CARRIER ASSEMBLY
BUSHING
CENTER PLANETARY CARRIER ASSEMBLY
H00162
Figure 6–57. Removing (or Instal ling ) Front Planetary Sun Gear
6–34
H00163
Figure 6–58. Removing (or Installing) Front Planetary Carrier Assembly
Copyright©1996GeneralMotorsCorp.
RE BU IL D OF SU BA SS EM BL IE S 7. Lift out center planetary carrier assembly 15 (Figure 6–60). Refer to Paragraph 6–24 for rebuild of the center planetary carrier assembly. 8. Remove main shaft 35, and its attached parts from planetary connecting drum 30 (Figure 6–61).
SUN GEAR SHAFT ASSEMBLY
9. Remove spiral snapring 37 that retains rear planetary sun gear 36 on main shaft 35 (Figure 6–62). Remove the main shaft. Remove orifice
SPRING PIN
plug from the main only if 4–5 replacej for ment 34 is necessary. Refer shaft to Paragraph shaft inspection.
H00164
Figure 6–59. Removing (or Inst alling) Center Sun Gear Shaft Assembly
10. Remove snapring 31. Remove rear planetary sun gear 36 from center planetary ring gear 32. 11. Remove snapring 46 that retains rear planetary carrier assembly 38 or 48 in planetary connecting drum 30 (Figure 6–63). Lift the carrier assembly out of the drum. Remove needle bearing assembly 39 or 49. Refer to Paragraph 6–24 for rebuild of the rear planetary carrier assembly.
NOTE: Needle bearing assembly 39 or 49 may not easily come out of the rear planetary carrier assembly. In most cases, it can be removed by careful manipulation after rotating the planetary pinions to allow the bearing race to tilt.
FRONT PLANETARY RING GEAR
SNAPRING
REAR PLANETARY CARRIER ASSEMBLY
MAIN SHAFT
PLANETARY CONNECT ING DRU M
CEN TER PLA NET ARY CARRIER ASSEMBLY H00165
PLANETARY CONNECTING DRUM
CENTER PLANETARY RING GEAR H00166
Figure 6–60. Removing (or Installing) Front Planetary Ring Gear Snapring
Figure 6–61. Removing (or Installing) Main Shaft
Copyright©1996GeneralMotorsCorp.
6–35
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 65 3 AU TO M AT I C T R A N S M I S S I O N S 27. Index the bushing so that the split is 45 degrees from the swaging hole in the shaft (Figure 6–64).
SNAPRING
NOTE: • Use a minimum of 600 lb (2.669 kN) assembly force on bushing installer. MAIN SHAFT
• Be careful not to damage the bushing ID coating during installation.
REAR SUN GEAR
CENTER RING GEAR H00149
Figure 6–62. Removing (or Installing) Main Shaft Spiral Snapring
3. Using the short end of bushing installer tool J 41406 (Figure 6–65), press new front bushing 26 into the small OD end of shaft 27 until it is 0.410 inch (10.41 mm) below the end surface (Figure 6–64). 4. Using the long end of tool J 41406 (Figure 6– 66), press new rear bushing 26 into the large OD end of shaft 27 until it is 0.660 inch (16.76 mm) below the end surface (Figure 6–64).
REAR PLANETARY CARRIER ASSEMBLY
SNAPRING
PLANETARY CONNECTING DRUM
H00150
Figure 6–63. Removing (or Inst alling) Rear Planetary Snapring
b. Installing Replacement Sun Gear Shaft Bushings (Foldout 9,B)
5. Using swaging tool J 28446-A, swage both bushings into holes in the sun gear shaft (Figure 6–67). Make sure to use the collar when swaging the forward bushing to prevent damage to the shaft. 6. Check the ID of bushings for runout. TIR must not exceed 0.002 inch (0.05 mm). Surface finish should be 30 microinches (0.762 micrometer). 7. If spring pins 24 (Foldout 9,B) were removed from shaft 27, install new pins. For each pin, align the split so that it is approximately 90 degrees to the axis of the shaft. Press the pin into the shaft until it is flush to 0.010 inch (0.25 mm) below the top of the gear tooth. c. Assembly (Foldout 9,B)
NOTE: Use pre-bored sun gear shaft bushings when replacing bushings 26 at overhaul. Do not use the former installation tool J 24468 for this procedure.
1. If bushings 26 were removed, install new bushings after inspecting center sun gear shaft 27. Identify the rear swaging hole with a marker on the end of the shaft prior to bushing installation. 2. For each bushing 26, apply Loctite ® Sleeve Retainer 601 (or equivalent) to the bushing OD. Position the bushing at the bore of shaft 6–36
NOTE: Visually and manually inspect all carrier assemblies. Refer to Paragraph 6–24a.
1. If lubrication orifice plug 34 was removed from main shaft 35, install a new plug. Using installer J 24369, install the plug, small-orificed end first, into the front of the main shaft. Press the plug into the shaft until the front of the plug is recessed 0.140–0.180 inch (3.56– 4.57 mm) below the front end of the shaft.
Copyright©1996GeneralMotorsCorp.
RE BU IL D OF SU BA SS EM BL IE S TWO BUSHINGS– Press to dimension shown using tool J 41406 DIA A
600 LBS (2669 N)
600 LBS (2669 N) 1.5640* 1.5677
1.5640* 1.5677
B.006
B.006 0.410 in. (10.41 mm)
•
0.660 in. (16.76 mm)
When mounted on DIAA features shall be within the total runout specified by B prior to bushing installation
•
Bushing split must be more than °45 from the swaging hole (2 places)
•
Each bushing must withstand the specified load in the indicated direction
Swage bushings into holes using tool J 28446-A
*Bushing is pre-sized to give 1.5640-1.5677 in. DIA after assembly V03300
Figure 6–64. Sun Gear Shaft Bushing Replacement Diagram
LONG STEP SHORT STEP
J 41406 J 41406 SUN GEAR SHAFT
SUN GEAR SHAFT
H00075.01 H00074.01
Figure 6–65. Installing Sun Gear Shaft Front Bushing
Figure 6–66. Insta lling Sun Gear S haft Rear Bushing
Copyright©1996GeneralMotorsCorp.
6–37
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 65 3 AU TO M AT I C T R A N S M I S S I O N S 2. Install needle bearing assembly 39 or 49. If the assembly does not install easily on rear planetary carrier assembly 38 or 48, rotate the planetary pinions to allow the bearing race to tilt and carefully manipulate the assembly. 3. Position planetary connecting drum 30, front (long internal-splines) downward (Figure 6– 63). Install rear planetary carrier assembly 38 or 48. Install snapring 46 that retains the carrier assembly in the drum. 4. Install rear planetary sun gear 36 into the rear of center planetary ring gear 32. Retain the sun gear with snapring 31. 5. Install main shaft 35 into the front of rear planetary sun gear 36 (Figure 6–62). Retain the main shaft in the sun gear by installing spiral snapring 37 into the groove in the main shaft. 6. Install the main shaft, and its attached parts, into the planetary connecting drum (Figure 6– 61). The rear sun gear must seat against the needle bearing in the rear planetary carrier.
SWAGING TOOL J 28446-1
COLLAR J 28446-2
7. Position the assembled components so that the hub of the rear planetary carrier assembly is downward (Figure 6–68). Install needle bearing race 29, inner lip upward, onto the front of rear planetary sun gear 36. Retain the race with oil-soluble grease. Install needle bearing assembly 28, coated with oil-soluble grease, onto the bearing race. 8. Install center planetary carrier assembly 15 (pinions first) into center planetary ring gear 32 and planetary connecting drum (Figure 6–60). Install front planetary ring30gear 14, outer splines first. Retain the ring gear with snapring 13. 9. Install center sun gear shaft assembly 23, larger diameter first (Figure 6–59). The shaft must seat on needle bearing assembly 28 and race 29. 10. Coat thrust washer 12 with oil-soluble grease and install it onto the rear hub of front planetary carrier assembly 4 (Figure 6–58). Install the carrier assembly. 11. Coat thrust washer 3 with oil-soluble grease and install it onto the rear hub of front planetary sun gear 2 (Figure 6–57). Install the sun gear onto center sun gear shaft assembly 23, external splines up, so that the missing internal-spline locations of the sun gear index with the spring pins in the center sun gear shaft assembly.
REAR PLANETARY SUN GEAR
SUN GEAR SHAFT ASSEMBLY
BEARING RACE
NEEDLE BEARING ASSEMBLY H00151
L00773
Figure 6–67. Sun Gear Shaft and Swaging Tool
6–38
Figure 6–68. Insta lling Center Sun Gea r Rear Bearing Assembly
Copyright©1996GeneralMotorsCorp.
RE BU IL D OF SU BA SS EM BL IE S 12. Coat both front and rear th rust washers 1 and 47 with oil-soluble grease, and install them onto the assembled gear unit (Figure 6–56). NOTE: • For MT 650, 653 proceed to Paragraph 6–15. • For MTB 653, proceed to Paragraph 6–18.
6–13. ASSEMBLY GEAR UNIT (MT AND640, MAIN 643)SHAFT
5. Remove bearing assembly 28 and bearing race 29, if not previously removed. 6. Remove snapring 13 that retains front planetary ring gear 14 (Figure 6–60). Remove the ring gear from the planetary connecting drum 30. 7. Lift out center planetary carrier assembly 15 (Figure 6–60). Refer to Paragraph 6–24 for rebuilding the center planetary carrier assembly. 8. Remove main shaft 35, and its attached parts, from planetary connecting drum 30 (Figure 6–61). 9. Remove thrust washer 36 from main shaft 35 (or from the front of shaft 54).
NOTE: Because of the similarity of the MT 640, 643 and MT 650, 653 gear units, the majority of the rebuild procedures are identical. When applicable, procedures in Paragraph 6–12 will be referenced.
a. Disassembly (Foldout 9,A)
1. Remove thrust washer 1 from the front of the gear unit (Figure 6–56). 2. Remove front sun gear 2 (Figure 6–57). Remove thrust washer 3 from the gear (or from center sun gear shaft assembly 23). 3. Lift off front planetary carrier assembly 4 (Figure 6–58). Remove thrust washer 12 from the assembly (or from center planetary carrier assembly 15). Refer to Paragraph 6–24 for rebuild of the front planetary carrier assembly. NOTE: Bearing assembly 28 and bearing race 29 may come out when sun gear shaft assembly 23 is removed.
4. Remove center sun gear shaft assembly 23 (Figure 6–59). If parts replacement is necessary, remove spring pins 24 from shaft assembly 23. Using a small punch inserted through the swaging hole, collapse forward bushing 26 and remove. Collapse rear bushing 26 using a small chisel inserted between the shaft and the bushing OD. Be careful not to damage the shaft ID during bushing removal. Refer to Paragraph 6–12b for rebuild instructions.
10. Remove spiral snapring 38 that retains rear planetary sun gear 37 on main shaft 35 (Figure 6–62). Remove the main shaft. Remove orifice plug 34 from shaft 35 only if replacement is necessary. Refer to Paragraph 4–5 j for shaft inspection. 11. Remove snapring 31 from rear planetary sun gear 37. Remove gear 37 from center planetary ring gear 32. 12. Position the remaining components so that planetary connecting drum 30 is downward. Remove snapring 48 that retains rear planetary carrier assembly 40 (Figure 6–63). Lift the carrier assembly and output shaft assembly 50 out of the drum. 13. Tap output shaft assembly 50 forward (toward carrier assembly 40) until ball bearing 49 is lightly pinched between spring pin 53 and carrier assembly 40. 14. Working through the front of carrier assembly 40, remove snapring 39. Tap the shaft assembly rearward and remove it from the carrier assembly. Refer to Paragraph 6–24 for rebuild of the rear planetary carrier assembly. 15. Press shaft assembly 50 from ball bearing 49. 16. Remove spring pin 53, needle roller bearing or bushing 51, and cup plug 52 from shaft 54 only if parts replacement is necessary. b. Assembly (Foldout 9,A)
1. If cup plug 52 was removed from shaft 54, install a new plug. Place the plug on the end of
Copyright©1996GeneralMotorsCorp.
6–39
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 65 3 AU TO M AT I C T R A N S M I S S I O N S installer J 24369. Install the plug into the output shaft just below the chamfer. Refer to Figure 6–69.
NOTE: Output shaft bushing 51 replaces the needle bearing used on earlier models.
2. If bearing or bu shing 51 was rem oved fro m shaft 54, install a new bushing using installer J 24451 and drive handle J 8092. Install the bushing into the output shaft 0.370 inch (9.40 mm) below the face of the shaft (Figure 6–70). 3. If spring pin 53 was removed from shaft 54, install a new pin. Press the pin into the shaft until it protrudes 0.066–0.076 inch (1.68–1.93 mm) above the shaft surface.
J 24369
4. If lubrication orifice plug 34 was removed from main shaft 35, install a new plug. Use installer J 24369 and install the new orifice plug into the main shaft. If the installer is not available, press the plug into the shaft until it is recessed 0.140–0.180 inch (3.56–4.57 mm) below the front end of the shaft. 5. Install ball bearing 49 onto the front of output shaft assembly 50. Position the bearing against spring pin 53. 6. Install shaft assembly 50 and bearing 49 (front end first) into the rear of rear planetary carrier assembly 40. Tap the shaft until bearing 49 contacts the rear hub of the carrier. 7. Install snapring 39 to retain the shaft. Press the shaft rearward until the snapring is seated firmly in the counterbore of the carrier. 8. Position planetary connecting drum 30, long internal splines downward, and install rear planetary carrier assembly 40 and output shaft 50. Install snapring 48 that retains the rear planetary carrier assembly (Figure 6–63).
CUP PLUG
J 8092 J 24451
OUTPUT SHAFT
OUTPUT SHAFT
H00076.01 H00077.01
Figure 6–69. Insta lling Orifice Plu g Into Output Shaft — MT 650, 653
6–40
Figure 6–70. Insta lling Bushin g Into Output Shaft — MT 640, 643
Copyright©1996GeneralMotorsCorp.
RE BU IL D OF SU BA SS EM BL IE S 9. Install rear planetary sun gear 37 into the rear of center planetary ring gear 32. Retain the sun gear with snapring 31. 10. Install main shaft assembly 33 (rear first) into the front of rear planetary sun gear 37. Retain the shaft assembly by installing spiral snapring 38 (Figure 6–62). 11. Coat thrust washer 36 with oil-soluble grease and install it onto the rear of main shaft 35. 12. Install main shaft 35, and its attached parts, into planetary connecting drum 30 (Figure 6– 61). The main shaft must seat against the thrust washer that seats against the output shaft. 13. Coat bearing race 29 and needle bearing assembly 28 with oil-soluble grease (Figure 6– 68). Install the race, inner lip upward. Install the needle bearing assembly onto the race. 14. Install center planetary carrier assembly 15 (pinions first) into center planetary ring gear 32 and planetary connecting drum 30 (Figure 6–60). Install front planetary ring gear 14, outer splines first. Retain the ring gear with snapring 13. 15. Install center sun shaft assembly 23, larger diameter firstgear (Figure 6–59). The shaft must seat on the needle bearing assembly installed in Step (13). 16. Coat thrust washer 12 with oil-soluble grease and install it onto the rear hub of front planetary carrier assembly 10 (Figure 6–58). Install the carrier assembly. 17. Coat thrust washer 3 with oil-soluble grease and install it onto the rear of front sun gear 2 (Figure 6–57). Install the front sun gear, indexing the cutout splines with the spring pins in the center sun gear shaft assembly. 18. Coat front thrust washer 1 with oil-soluble grease and install it onto center sun gear shaft 27 (Figure 6–56).
6–14. GEAR UNIT AND MAIN SHAF T ASSEMBLY (MTB 643) NOTE: Because of the similarity of the MTB 643 and MT(B) 650, 653 gear units, the majority of the rebuild procedures are identical. When applicable, procedures in Paragraph 6–12 will be referenced.
a. Disassembly (Foldout 9,A) 1. Remove thrust washer 1 from the front of the gear unit (Figure 6–56).
2. Remove front sun gear 2 (Figure 6–57). Remove thrust washer 3 from the gear (or from center sun gear shaft assembly 23). 3. Lift off front planetary carrier assembly 4 (Figure 6–58). Remove thrust washer 12 from the assembly (or from center planetary carrier assembly 15). Refer to Paragraph 6–24 for rebuild of the front planetary carrier assembly. NOTE: Bearing assembly 28 and bearing race 29 may come out when center sun gear shaft assembly 23 is removed.
4. Remove center sun gear shaft assembly 23 (Figure 6–59). If parts replacement is necessary, remove bushings 26 and spring pins 24 from shaft 23. Refer to Paragraph 6–12b for rebuild instructions. 5. Remove bearing assembly 28 and bearing race 29, if not previously removed. 6. Remove snapring 13 that retains front planetary ring gear 14 (Figure 6–60). Remove the ring gear from planetary connecting drum 30. 7. Lift out center planetary carrier assembly 15 (Figure 6–60). Refer to Paragraph 6–24 for rebuilding the center planetary carrier assembly. 8. Remove main shaft 35, and its attached parts, from planetary connecting drum 30 (Figure 6–61).
NOTE: For MT 640, 643 proceed to Paragraph 6–17.
9. Remove thrust washer 36 from main shaft 35 (or from the front of shaft 54).
Copyright©1996GeneralMotorsCorp.
6–41
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 65 3 AU TO M AT I C T R A N S M I S S I O N S 10. Remove spiral snapring 38 that retains rear planetary sun gear 37 on main shaft 35 (Figure 6–62). Remove the main shaft. Remove orifice plug 34 from shaft 35 only if replacement is necessary. Refer to Paragraph 4–5 j for shaft inspection.
7. Install main shaft 35, and its attached parts, into planetary connecting drum 30. (Figure 6– 61). Rear planetary sun gear 37 must seat against needle roller bearing 49 installed on the hub of rear planetary carrier assembly 40.
11. Remove snapring 31 from rear planetary sun gear 37. Remove gear 37 from center planetary ring gear 32.
8. Coat bearing race 29 and nee dle bearing assembly 28 with oil-soluble grease (Figure 6– 68). Install the race, inner lip upward. Install the needle bearing assembly onto the race.
12. Position the remaining components so that
9. Install center planetary carrier assembly 15,
planetary connecting drum 30 is downward. Remove snapring 48 that retains rear planetary carrier assembly 40 (Figure 6–63). Lift the carrier assembly and output shaft assembly 50 out of the drum.
pinions first, into center planetary ring gear 32 and planetary connecting drum 30 (Figure 6– 60). Install the front planetary ring gear 14, outer splines first. Retain the ring gear with snapring 13.
13. Remove needle roller bearing assembly 47 from the front of rear planetary carrier assembly 40.
10. Install center sun gear shaft assembly 23, larger diameter first (Figure 6–59). The shaft must seat on the needle bearing assembly installed in Step (8).
b. Assembly (Foldout 9,A)
1. If lubrication orifice plug 34 was removed from main shaft 35, install a new one. Use installer J 24369 and install the new orifice plug into the main shaft. If the installer is not available, press the plug into the shaft until it is recessed 0.140–0.180 inch (3.56–4.57 mm) below the front end of the shaft. 2. Position planetary connecting drum 30, long internal splines downward, and install rear planetary carrier assembly 40. Install snapring 48 that retains the rear planetary carrier assembly (Figure 6–63). 3. Rotate the assembly so that the connecting drum is up. Coat needle roller bearing assembly 47 with oil-soluble grease. Install the bearing assembly (inner lip downward) onto the hub of rear planetary carrier assembly 40. 4. Install rear planetary sun gear 37 into the rear of center planetary ring gear 32. Retain the sun gear with snapring 31. 5. Install main shaft assembly 33 (rear first) into the front of rear planetary sun gear 37. Retain the shaft assembly by installing spiral snapring 38 (Figure 6–62). 6. Coat thrust washer 36 with oil-soluble grease and install it onto the rear of main shaft 35. 6–42
11. Coat thrust washer 12 with oil-soluble grease and install it onto the rear hub of front planetary carrier assembly 10 (Figure 6–58). Install the carrier assembly. 12. Coat thrust washer 3 with oil-soluble grease and install it onto the rear of front sun gear 2 (Figure 6–57). Install the front sun gear, indexing the cutout splines with the spring pins in the center sun gear shaft assembly. 13. Coat front thrust washer 1 with oil-soluble grease and install it onto center sun gear shaft 27 (Figure 6–56). NOTE: For MTB 643, proceed to Paragraph 6–18.
6–15. OUTPUT SH AFT (MT 650, 653) a. Disassembly (Foldout 12,B)
NOTE: • For models with a press-fit governor drive gear, use Steps (1) through (4) and Step (6). • For earlier models with a loose-fit governor drive gear use Steps (5) and (6).
Copyright©1996GeneralMotorsCorp.
RE BU IL D OF SU BA SS EM BL IE S 1. If output shaft assembly 1 has a press-fit governor drive gear 8, place the assembly on a press, small end of shaft upward. 2. Install remover J 22912-01 so the flat sides of the puller plates make contact with the forward edge of the teeth of governor drive gear 8.
J 8092 J 34015 (CURRENT) J 24451 (EARLIER)
3. Force the shaft down with the press until spring pin 5 clears the slot of gear 8. Remove gear 8, speedometer drive gear 9 or 10, and spacer 11 (used with gear 9).
BUSHING
OUTPUT SHAFT
4. Remove spring pin 5 and roller bearing 7 (earlier models, ball bearing 6) from output shaft 4, using remover J 22912-01 if necessary. 5. If output shaft assembly 1 does not have a press-fit governor drive gear 8, remove spring pin 5 from output shaft 4. Press roller bearing 7 (earlier models, ball bearing 6) from the shaft, using remover J 22912-01 if necessary. 6. For all models, remove output shaft bushing 2 (earlier models, needle bearing 2) and cup plug 3 only if replacement is necessary.
H00078.01
Figure 6–71. Insta lling Bushing Int o Output Shaft — MT 650, 653
b. Assembly (Foldout 12,B)
1. If cup plug 3 was removed from shaft 4, install a new plug. Place the plug on the end of installer J 24369. Install the plug into the output shaft (Figure 6–69). The plug is installed correctly when it is below the chamfer on the bore. 2. If bushing 2 (earlier models, needle bearing 2) was removed from shaft 4, install a new bushing using installer J 34015 or J 24451 and driver handle J 8092. Install the bushing into the output shaft to a depth of 0.370 inch (9.40 mm) (Figure 6–71). 3. Place output shaft 4 on a press, sm all end downward. 4. Place roller bearing 7 (earlier models, ball bearing 6), chamfered end first, onto shaft 4. Place a steel sleeve 2.375 inches (60.33 mm) ID x 2.875 inches (73.03 mm) OD x 1.750 inch (44.45 mm) long next to the bearing. Install tools J 24447 and J 24202-4 onto the output shaft and press roller bearing 7 against the shoulder on the shaft.
5. Remove the tools and the sleeve from the output shaft. Press spring pin 5 into its hole in shaft 4 until it protrudes 0.066–0.076 inch (1.68–1.93 mm) above the shaft surface adjacent to the pin. 6. Place governor drive gear 8, slot first, onto shaft 4. Precisely align the slot in the gear with spring pin 5 on the shaft. 7. For models using a press-fit governor drive gear, place installer J 24447 and then driver handle J 24202-4 onto shaft 4 and press gear 8 into place.
6–16. REAR COVER ASSEMBLY (MT 650, 653) a. Disassembly (Foldout 12,B) 1. Place rear cover assembly 13 on the work table, front side down.
2. Using remover J 24171, remove dust shield 32 (Figure 6–72).
Copyright©1996GeneralMotorsCorp.
6–43
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 65 3 AU TO M AT I C T R A N S M I S S I O N S
J 24171
J 24171
OIL SEAL
DUST SHIELD
REAR COVER REAR COVER
H00153.01
H00152.01
Figure 6–73. Removing Oi l Seal fro m Figure 6–72. Removing Dust Shield from Rear Cover
Rear Cover
3. Using remover J 24171, remove oil seal 31 from the rear cover (Figure 6–73). 4. Remove beveled snapring 30 that retains rear output shaft bearing 29. Remove the bearing using a soft drift to drive against the bearing outer race.
J 24204-2 SNAPRING J 24452
5. Place the cover front side up. Place spring compressor J 24452 on piston spring retainer 21 (Foldout 11,B). Install spring compressor base J 24204-2. Compress the spring retainer and remove snapring 20 (Figure 6–74). Carefully release the spring compressor and remove it.
SPRING RETAINER REAR COVER
6. Remove spring retainer 21 and twenty-six piston return springs 22 (Figure 6–75). 7. Remove low clutch piston 23 (Figure 6–76). Remove inner and outer sealrings 25 and 24 from the piston. 6–44
H00154.01
Figure 6–74. Removing (or Inst alling) First Clutch (or Low Clutch) Spring Retainer Snapring
Copyright©1996GeneralMotorsCorp.
RE BU IL D OF SU BA SS EM BL IE S 8. Remove plugs 17, 18, 22, sealring 21, and governor filter 20 from cover 15 (Foldout 12,B). For earlier models remove the conical metal filter screen retained in the housing by plug 18. Do not use the conical screen when filter 20 is used. 9. Remove roller bearing outer race 14 only if replacement is necessary.
10. Inspect governor support pin 16. If wear is noted on the end or OD of the pin, replacement is necessary. Remove the governor support pin with tool J 28708. 11. Remove plug 24, drai n tube 23, and snapr ing 28 (if used) from the rear cover, if replacement is necessary. b. Assembly (Foldout 12,B)
1. For earlier models, install snapring 28 into rear cover 15(Figure to retain the output bearing in the housing 6–77). 2. If removed, install governor support pin 16 to the dimension shown in Figure 6–79 (earlier models) or Figure 6–80 (later models). Use special tool J 28684 to install the governor support pin. Accuracy of location and concentricity with the governor bore are of the utmost importance.
SPRING RETAINER
SPRING (26) PISTON REAR COVER H00155
Figure 6–75. Removing (or Installing) First Clutch (or Low Clutch) Spring Retainer
OUTER SEALRING
3. Install drain tube 23 into rear cover 15. For earlier models, press metal tube 23 into the rear cover until it is 0.050–0.100 inch (1.27–2.54 mm) below the chamfer in the cover (Figure 6– 77). For later models, press rubber tube 23 into rear cover 15 until it is 0.020–0.150 inch (0.51–3.81 mm) below the surface in the cover (Figure 6–78). 4. Lubricate sealrings 24 and 25 (Foldout 11,B) with transmission fluid and install them into the grooves of low clutch piston 23. The lip of each sealring must face the rear of the piston (toward the piston cavity in the rear cover).
PISTON
OIL SHIELD
1.05" (26.7 mm) DUST SHIELD SNAPRING BEVEL SNAPRING INNER SEALRING
REAR COVER
0.050" 0.100" (1.27 (2.54 mm)
H00156
DRAIN TUBE
Figure 6–76. Removing (or Installing) First Clutch (or Low Clutch) Piston
V03302
Figure 6–77. Oil Seal and Drain Tube Location — Earlier Models
Copyright©1996GeneralMotorsCorp.
6–45
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 65 3 AU TO M AT I C T R A N S M I S S I O N S 1.05" (26.67 mm) 0.020" (0.51 mm) 0.150" (3.81 mm) BELOW SURFACE OIL SEAL DUST SHIELD
6. Install one spring 22 into each of the twentysix pockets of low clutch piston 23. Install spring retainer 21 (cupped side first) onto the springs (Figure 6–75).
BEVEL SNAPRING
TUBE
FLUSH TO 0.040" (1.02 mm) BELOW SURFACE
V03301
Figure 6–78. Oil Seal and Drai n Tube Location — Later Models
REAR COVER
5.896" (149.76 mm) 5.886" (149.50 mm)
7. Install spring compressor base J 24204-2 and compressor J 24452. Compress the twenty-six springs until snapring 20 can be installed (Figure 6–74). 8. Place ball bearing 29 (Foldout 12,B) into the rear cover. Using rear bearing installer J 24447, install the bearing until it seats firmly in the rear cover. For earlier models, the bearing seats against snapring 28 (Figure 6–77). 9. Install bearing snapring 30, beveled side toward the rear of the transmission. Make sure the snapring is fully expanded into its groove.
PIN L00333
Figure 6–79. Governor S upport Pin Location — Earlier Models
5.896" (149.76 mm) 5.886" (149.50 mm)
10. Place oil seal 31 onto installer J 24620-A, the spring-loaded side facing away from the installer. Drive the seal into the bore of cover 15 until its rearward surface is 1.030–1.070 inch (26.2–27.2 mm) below the rear face of the rear cover assembly. 11. Place dust shield 32 onto dust shield installer J 24198, concave side first. Coat the outer circumference of the shield with a non-hardening sealer. Drive the shield into the rear cover until it is 0.000–0.040 inch (0.00–1.02 mm) below the rear face of the rear cover assembly (Figure 6–78). 12. For earlier models, install the conical metal screen (open end first) before installing plug 18. For later models, install governor filter 20 and sealring 21 into cover 15. Install plugs 17, 18, 22, and 24. Tighten plugs 17 and 18 to 4–8 lb ft (5–11 N·m). Tighten plug 24 to 18–22 lb ft (24–30 N·m). Tighten filter plug 22 to 50–70 lb ft (68–95 N·m).
PIN
L00332
Figure 6–80. Governor S upport Pin Location — Later Models
6–46
5. Align the lug on the piston with the recess in the housing and carefully install the piston into the rear cover (Figure 6–76). Use extreme care to prevent the lip of either seal from folding back over itself. If installation is difficult, remove the piston and check the seal and the cover bore before again attempting installation.
13. If roller bearing outer race 14 was removed (or if replacing ball bearing 6 with roller bearing 7), install race 14 (inner lip first) into the front
Copyright©1996GeneralMotorsCorp.
RE BU IL D OF SU BA SS EM BL IE S of cover 15. The race is positioned correctly when it is 0.180–0.190 inch (4.57–4.83 mm) below the surface adjacent to the bore in the hub. Installer J 25393-A can be used to position race 14 in cover 15.
10. Remove plug 16, drai n tube 15, and snapr ing 20 (if used) from the rear cover, if replacement is necessary. b. Assembly (Foldout 12,A)
1. For earlier models, install snapring 20 into the rear cover to retain the output bearing.
NOTE: For MT 650, 653 proceed to Paragraph 6–20.
6–17. REAR COVER ASSEMBLY (MT 640, 643) a. Disassembly (Foldout 12,A)
1. Place rear cover assembly 6 on the work table, front side down. 2. Using remover J 24171, remove dust shield 24 (Figure 6–72). 3. Using remover J 24171, remove oil seal 23 from the rear cover (Figure 6–73). 4. Remove beveled snapring 22 that retains rear output shaft bearing 21. Remove the bearing using a soft drift to drive against the bearing outer race. 5. Place spring compressor J 24452 on piston spring retainer 9 (Foldout 11,A). Install spring compressor base J 24204-2. Compress the spring retainer and remove snapring 8 (Figure 6–74). Carefully release the spring compressor and remove it. 6. Remove spring retainer 9 and twenty-six springs 10 (Figure 6–75). 7. Remove first clutch piston 11 (Figure 6–76). Remove the inner and outer sealrings 13 and 12 from the piston. 8. For earlier models, remove the filter screen retained by plug 10 (Foldout 12,A) and the plug from the cover. For later models remove plugs 9, 10, 14, sealring 13, and oil filter 12 from the cover. 9. Inspect governor support pin 8. If wear is noted on the end or OD of the pin, replacement is necessary. Remove the governor support pin with tool J 28708.
2. If removed, install governor support pin 8 to the dimension shown in Figure 6–79 (earlier models) or Figure 6–80 (later models). Use special tool J 28684 to install the governor support pin. Accuracy of location and concentricity with the governor bore are of the utmost importance. 3. Install drain tube 15 into rear cover 7. For earlier models, press metal tube 15 into the cover until it is 0.050–0.100 inch (1.27–2.54 mm) below the chamfer in the cover (Figure 6–77). For later models, press rubber tube 15 into cover 7 until it is 0.020–0.150 inch (0.51–3.81 mm) below the cover surface (Figure 6–78). 4. Lubricate sealrings 12 and 13 (Foldout 11,A) with transmission fluid and install them into the grooves of first clutch piston 11. The lips of both sealrings must face the rear of the piston. 5. Carefully install the piston into the rear cover (Figure 6–76). Use extreme care to prevent the lip of either seal from folding back over itself. If installation is difficult, remove the piston and check the seal and the cover bore before again attempting installation. 6. Install one spring 10 into each of the twentysix pockets of first clutch piston 11. Install spring retainer 9 (cupped side first) onto the springs (Figure 6–75). 7. Install spring compressor base J 24204-2 and compressor J 24452. Compress the springs until snapring 8 can be installed (Figure 6–74). 8. For earlier models, install the conical metal screen (open end first) before installing plug 10 (Foldout 12,A). For later models, install filter 12 and sealring 13 into cover 7. Install plugs 9, 10, 14, and 16. Tighten plugs 9 and 10 to 4–8 lb ft (5–11 N·m). Tighten plug 16 to 18–22 lb ft (24–30 N·m). Tighten filter plug 14 to 50–70 lb ft (68–95 N·m).
Copyright©1996GeneralMotorsCorp.
6–47
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 65 3 AU TO M AT I C T R A N S M I S S I O N S NOTE:
WARNING!
For MT 640, 643, proceed to Paragraph 6–21.
Accumulator piston springs are highly compressed. Use extreme caution during removal of accumulator cover 27 (Foldout 17,A). Personal injury can occur if the bolts are removed without properly relieving the spring force.
6–18. OUTPUT RETARDER HOUS ING (MTB 643, 653) a. Disassembly (Foldouts 17,A, 18,A, and 18,B)
1. Remove (some models, 7) bolts 2 (Foldout 18,B) andsixwashers 3 that retain stator 4 to the retarder housing. Remove the stator. 2. Remove sealring 5 from the groove in the OD of stator 4. 3. Remove clutch plate retaining snapring 1 from stator 4. 4. Remove four internal-splined plates 7 and four external-splined plates 6. 5. Remove retarder rotor hub 13 from the retarder housing. Remove one sealring 12 from each end of the rotor hub. 6. Remove rotor assembly 14. 7. Remove the three remaining clutch plates (two internal-splined plates 7 and one externalsplined plate 6). 8. Remove backplate 15.
13. Using Figure 6–81 as a guide, remove four bolts 32 (Foldout 17,A) and washers 31 that permit installation of compressor J 33429. 14. Install the four compressor bolts into the four empty bolt holes. Tighten the four bolts finger tight. 15. Position the base of the compres sor center screw on the accumulator cover (Figure 6–81). Tighten the center screw. 16. Remove the remaining nine bolts 32 and washers 31 from the accumulator cover. 17. Unscrew the center screw until piston spring force is completely relieved (Figure 6–82). Remove the spring compressor and accumulator cover 27. 18. Plugs 28 and 29 may be removed from cover 27 if they obstruct proper cleaning, or if they are damaged and require replacement. 19. Remove three pistons 24, three inner springs 21, three outer springs 22, and three spring retainers 20. Remove two sealrings 23 and 25 from each piston. Do not remove spring retainer snaprings 19 unless they have been damaged.
9. Remove governor and speedometer drive gear 25 (Foldout 18,A). 10. Place the retarder housing on a work su rface, front side down.
J 33429 ACCUMULATOR COVER
BOLT (13), M10 x 1.5 x 50 mm
NOTE: Perform Steps (11) and (12) only if replacement of seal 29 (Foldout 18,A), snapring 28, or bearing 27 is necessary.
11. Using remover J 24171, remove oil seal 29 from the rear of the retarder housing. 12. Remove snapring 28. Using a suitable drift, remove bearing 27. Remove spacer 26. 6–48
H00079.01
Figure 6–81. Insta lling Accumu lator Remover (Installer) Tool
Copyright©1996GeneralMotorsCorp.
RE BU IL D OF SU BA SS EM BL IE S 20. If axial scoring or excessive wear has occurred in the accumulator piston bores, the bores must be reworked. Replacement sleeve PT-8640 and boring tool kit PT-4555 are available from Kent-Moore. 21. Remove plug 15 (Foldout 18,A), sealring 14, and governor filter 13.
3. Install oil seal 29 with installer J 29618 into retarder housing 2, the lip of the seal pointing inward. Press the seal 0.05–0.06 inch (1.3– 1.5 mm) below the chamfer in the housing.
SPACER
RETARDER HOUSING
22. Remove plug 20, valve stop pin 22, valve stop 19, spring 18, and retarder priority valve 17. 23. Do not remove retainer and ball assembly 9, flared tube elbow 23, and plugs 11, 16, 21, and 24 unless replacement is required. 24. Do not remove retarder housing sleeve 8 or pin 7. 25. Remove plug 33. Inspect governor bushing 4 and speedometer bushing 10 for signs of wear. If wear is noted, remove using remover tool J 33818-A. b. Assembly (Foldout 18,A)
1. Place governor drive gear spacer 26 into its cavity in the retarder housing (Figure 6–83). 2. Install ball bearing 27 (Figure 6–84). Drive the bearing to the bottom of its bore with installer
H00062
Figure 6–83. Installing Governor Drive Gear Spacer
JMake 33820. the bearing with snapring sureRetain the snapring is properly seated in28. its groove. CENTER SCREW
ACCUMULATOR COVER BASE
BALL BEARING J 33429 COMPRESSOR
SNAPRING
ACCUMULATOR PISTON (3) PISTON SPRING (6)
H00061
Figure 6–82. Removing (Installing) Accumulator Cover
Copyright©1996GeneralMotorsCorp.
H00063
Figure 6–84. Insta lling Snapr ing
6–49
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 65 3 AU TO M AT I C T R A N S M I S S I O N S 4. Apply sealant, ifnecessary, and install plugs 11, 16, 21, and 24, and flared tube elbow 23 into their respective bores in the retarder housing. Tighten plugs 11 and 24 to 4–5 lb ft (5–7 N·m). Tighten plug 16 to 8–10 lb ft (11–14 N·m). Tighten plug 21 to 16–20 lb ft (22–27 N·m). Tighten fitting 23 to 8 lb ft (11 N·m). 5. Install governor bushing 4 and speedometer bushing 10 into their respective bores in the retarder housing with installer J 33818-A. Install plug 33 and tighten to 20–30 lb ft (27–40 N·m). 6. Install retainer and ball assembly 9 into its bore. Press the assembly into the housing until it bottoms against the shoulder. Stake the housing to retain the assembly. 7. Install new governor filter 13, new sealring 14, and plug 15 into their bore. Tighten 7⁄8-14 hex socket plug 15 to 50–70 lb ft (68–95 N·m). 8. Install retarder priority valve 17, spring 18, and valve stop 19 into their bore. Press the valve stop into the bore and insert valve stop retainer pin 22. Install plug 20 and tighten to 16–20 lb ft (22–27 N·m).
SPRING RETAINER H00064
Figure 6–85. Installing Accumulator Spring Retainer ACCUMULATOR PISTON INNER SPRING
ACCUMULATOR PISTON OUTER SPRING
9. If snaprings 19 (Foldout 17,A) were removed, place the retarder housing (front side upward) on the work surface. Install the snaprings. 10. Turn the retarder housing over. Install one spring retainer 20 (cup side upward) into each piston bore (Figure 6–85). 11. Install one outer spring 22 into each bore (Figure 6–86). Install one inner spring 21 inside each outer spring. 12. Install two lip-type sealrings 23 and 25 onto each piston 24 (Figure 6–87). Be sure the lips of the sealrings point toward the tops of the pistons. Install the pistons onto the piston springs. 13. If accumulator cover plugs 28 and 29 were removed during disassembly, install new plugs. Tighten each plug to 4–5 lb ft (5–7 N·m). 14. Check the retarder housing to determine if the accumulator bores have been sleeved. If the bores have been sleeved, special flanged-head bolts 34 and sealring washers 33 are required at two locations when cover assembly 27 is installed. 6–50
H00065
Figure 6–86. Installing Inner Accumulator Spring
15. Align and install a new gasket 26 and accumulator cover assembly 27 on top of the three accumulator pistons 24. Using Figure 6–82 as a guide, screw in the four bolts of spring compressor J 33429. Make sure the base of the center screw is not in contact with the cover. Then tighten the four bolts finger tight. 16. Make sure the gasket, cover, and pistons are in proper alignment with the retarder housing.
Copyright©1996GeneralMotorsCorp.
RE BU IL D OF SU BA SS EM BL IE S 17. Tighten the center screw, forcing the cover downward. Using Foldout 17,A for bolt location, install nine M10 x 1.5 x 50 mm bolts 32 and nine 10 mm flat washers 31 to retain cover assembly 27. If the accumulator bores have been sleeved, substitute one flanged-head bolt 34 and sealring washer 33 for one plain bolt 32 and washer 31. Remove the spring compressor. Install the remaining four bolts and washers. Make sure that the two flanged-head bolts 34 and sealring washers 33 are in the correct locations (Foldout 17,A) if the accumulator bores have been sleeved. Tighten the thirteen cover bolts to 29–35 lb ft (39–47 N·m). ACCUMULATOR PISTON
SEALRING
INNER SPRING OUTER SPRING
18. Turn the retarder housing front side upward (Figure 6–88). Install governor and speedometer drive gear 25 (Foldout 18,A). 19. Install backplate 15 (Foldout 18,B), bevel downward, into the retarder housing. Alternately install two internal-splined plates 7 and one external-splined plate 6 into the retarder housing, starting with an internal-splined plate (Figure 6–89). 20. Install rotor assembly 14, rivet heads upward, into the retarder housing (Figure 6–90). 21. Install two new sealrings 12 (Foldout 18,B) onto rotor hub 13. Align the splines of the rotor hub with the splines of rotor assembly 14 and install the hub into the housing, long hub end up (Figure 6–91). Make sure the hub splines engage the two internal–splined clutch plates. 22. Alternately install four internal-splined plates 7 and four external-splined plates 6 into the retarder housing, starting with an internalsplined clutch plate.
NOTE: RETARDER HOUSING
Steps (23), (25), and (27) describe the three measurements that must be made during assembly to ensure satisfactory running clearance.
H00066
Figure 6–87. Accumulator Piston s EXTERNAL-SPLINED PLATE INTERNAL-SPLINED PLATE
DRIVE GEAR
H00067 H00068
Figure 6–88. Insta lling Gover nor and Speedometer Drive Gear
Figure 6–89. Insta lling Clutch Pl ates
Copyright©1996GeneralMotorsCorp.
6–51
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 65 3 AU TO M AT I C T R A N S M I S S I O N S 26. Dimension C is the distance from the bottom of the piston bore to the clutch pack. To obtain Dimension C, add Dimensions A and B (A + B = C). Using Dimension C, select the appropriate piston from the table in Figure 6–92. Install the selected piston into the adapter housing.
ROTOR ASSEMBLY
27. Measure the vertical distance from the piston face to the splitline of the housing with the gasket installed at three places (Figure 6–92). Calculate the average dimension and record the value as Dimension D.
H00069
Figure 6–90. Insta lling Rotor Assemb ly ROTOR ASSEMBLY
ROTOR HUB
H00070
Figure 6–91. Insta lling Rotor Hu b
23. Apply a 50–80 lb (222–356 N) load to the clutch plates. Measure the vertical distance from the retarder housing splitline (without gasket) to the top clutch plate at three places (Figure 6–92). Calculate the average dimension and record the value as Dimension B. Remove the eight clutch plates 6 and 7. 24. Disassemble the retarder adapter housing. Refer to Paragraph 6–19.
28. To find Dimension E (clutch running clearance) subtract Dimension D from Dimension B. If Dimension E is between 0.064 inch (1.63 mm) and 0.097 inch (2.46 mm), the running clearance is satisfactory. If dimension E is not within the limits specified, recheck the affected parts against the wear limits chart and repeat Steps (18) through (28). 29. When the running clearance is satisfactory, remove the gasket and selected piston from the adapter housing. Remove the top eight clutch plates from the retarder housing. 30. Install sealring 5 into the groove in the OD of retarder stator 4 (Figure 6–93). Install the stator into the retarder housing. Align the bolt holes in the stator with those in the retarder housing. Install six M10 x 1.5 x 35 mm bolts 2 and six 10 mm flat washers 3 to retain the stator. Earlier models have a threaded hole at the four o’clock position. Do not install a bolt and washer at this location. Tighten the bolts to 29– 35 lb ft (39–48 N·m). 31. Install the eight clutch plates that were removed in Step (29) (Figure 6–94). Install snapring 1 to retain the retarder components in the housing (Figure 6–95).
6–19. RETARDER ADAPTER HOUSING (MTB 643, 653) a. Disassembly (Foldout 19,A or 19,B)
1. Place the adapter housing, rear side upward, on the work surface.
25. Place the retarder adapter housing (front side down) on the work surface. Measure the vertical distance from the adapter splitline with gasket installed to the bottom of the piston bore at three places (Figure 6–92). Calculate the average dimension and record the value as Dimension A. 6–52
WARNING! The retarder piston return spring 25 (Foldout 19,A) or 31 (Foldout 19,B) is highly compressed. Use extreme caution during removal of the spring. Personal injury can occur if proper removal procedures are not followed.
Copyright©1996GeneralMotorsCorp.
RE BU IL D OF SU BA SS EM BL IE S DIM D DIM A
GASKET
DIM B
DIM E DIM C
SELECTIVE PISTON TABLE DIMENSION C I N C HE S
M IL LI ME T E R S
USE PISTON PART NO.
PISTON IDENT NO.
FROM
TO
FROM
TO
0.805
0.834
20.44
20.20
23015365
5
0.835
0.864
21.21
21.97
23015366
6
0.865
0.895
21.98
22.74
23015367
7 V03303
Figure 6–92. Establishing Clutch Running Clearance
2. Fabricate a spring removal tool similar to that shown in Figure 6–96. This tool consists of a spring compressor, a 1 x 1 1⁄2 x 18 inch steel compressor bar, and two 1⁄2-13 x 10 inch threaded rods. Each threaded rod has two jam nuts and a flat washer on one end, and a freerunning nut and a flat washer on the other end. 3. From the front side of the housing, install the two threaded rods through two holes 180 degrees apart in the adapter housing (Figure 6– 96). Place the spring compressor on top of the spring retainer. Place the compressor bar across the compressor and engage the two threaded rods. Install a flat washer and freerunning nut on each threaded rod. Tighten the nuts finger tight.
NOTE: • For MTB 643, follow Steps (4) through (13). • For MTB 653, follow Steps (14) through (23).
4. For the MTB 643, tighten the two nuts evenly until spring retainer 26 (Foldout 19,A) is clear of snapring 27 (Figure 6–96). 5. Using snapring pliers, release snapring 27 from its groove in the hub. 6. Carefully unscrew the two free-running nuts evenly until the spring force is fully released. Remove the removal tool. Remove the loose snapring.
Copyright©1996GeneralMotorsCorp.
6–53
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 65 3 AU TO M AT I C T R A N S M I S S I O N S 7. Remove spring retainer 26, spring 25, and retarder piston 22 from the adapter housing (Figure 6–97). Remove both inner and outer sealrings 24 and 23 from the piston.
RETARDER STATOR
8. Turn the adapter housing over, front side upward. 9. Compress spring retainer 9 (Foldout 11,A) and remove snapring 8 (Figure 6–98). Remove the retainer and twenty-six springs 10.
SEALRING
10. Remove first clutch piston 11. Remove inner and outer sealrings 13 and 12 from the piston (Figure 6–99). H00051
11. If sleeve 11 (Foldout 19,A) is damaged, replace the entire adapter housing assembly.
Figure 6–93. Insta lling Retarde r Stator INTERNAL-SPLINED PLATE
GUIDE BOLT (2), NUT (6),1/2-13 in. 1/2-13 x 10 in. PLAIN WASHER (4),1/2 in.
EXTERNAL-SPLINED PLATE
COMPRESSOR BAR
COMPRESSOR SPRING RETAINER PLAIN WASHER (6), BOLT (6), M10 M10 x 1.5 x 35 mm
PISTON
SNAPRING H00052.01
Figure 6–94. Insta lling Clutch Pl ates
H00054.01
Figure 6–96. Removing (Inst alli ng) Piston Retaining Snapring
SNAPRING SPRING RETAINER SPRING PISTON
ADAPTER HOUSING H00055 H00053
Figure 6–95. Insta lling Snapr ing
6–54
Figure 6–97. Removing (Ins talli ng) Clutc h Spring and Retainer
Copyright©1996GeneralMotorsCorp.
RE BU IL D OF SU BA SS EM BL IE S 12. If necessary, remove plugs 8, 9, 15, 16, 17, and retainer and ball assembly 14 for cleaning or replacement.
22. If necessary, remove plugs 15, 16, 22, 23, retainer and ball assembly 18, and bearing race 14 for cleaning or replacement.
13. Remove roller bearing assembly 4 from the adapter housing assembly if it did not remain with output shaft assembly 8 (Foldout 18,B).
23. If bearing outer race 14 require s replacement, also remove bearing race and rollers 6 from output shaft 5.
14. For the MTB 653, tighten the two nuts evenly until spring retainer 32 (Foldout 19,B) is clear of snapring 33 (Figure 6–96).
b. Assembly (Foldout 19,A or 19,B) NOTE:
15. Using snapring its groove in thepliers, hub. release snapring 33 from
• For MTB 643, follow Steps (1) through (9) and proceed to Step 20.
16. Carefully unscrew the two free-running nuts evenly until the spring force is fully released. Remove the removal tool. Remove the loose snapring.
• For MTB 653, follow Steps (10) through (19).
17. Remove spring retainer 32, spring 31, and retarder piston 28 from the adapter housing (Figure 6–97). Remove both inner and outer sealrings 30 and 29 from the piston. 18. Turn the adapter housing over, front side upward. 19. Compress spring retainer 21 (Foldout 11,B) and remove snapring 20 (Figure 6–98). Remove the retainer and twenty-six springs 22. 20. Remove the low clutch piston 23. Remove inner and outer sealrings 25 and 24 from the piston (Figure 6–99). 21. If sleeve 20 (Foldout 19,B) is damaged, replace the entire adapter housing.
1. For the MTB 643, install plugs 8 (Foldout 19,A), 9, 15, and 16 and tighten the plugs to 8–10 lb ft (11–14 N·m). 2. Install p lug 17 and tig hten to 4–5 lb ft (5– 7 N·m). 3. Install retainer and ball assembly 14. Press the new assembly into the housing until it bottoms against its shoulder. Stake the housing for positive retention. 4. Lubricate and install new inner and outer liptype sealrings 13 and 12 (Foldout 11,A) into the grooves in first clutch piston 11 (Figure 6–99). Make sure the lips of the sealrings point toward the bottom of the piston bore when the piston is installed. 5. Install first cl utch piston 11 into its piston cavity (Figure 6–99).
FIRST CLUTCH PISTON
SNAPRING SPRING RETAINER SPRING (26)
OUTER SEALRING INNER SEALRING
ADAPTER HOUSING H00056
Figure 6–98. Removing (Installing) Snapring, Spring Retainer, and Springs
H00057.01
Figure 6–99. Removing (Ins talli ng) Low or First Clutch Piston
Copyright©1996GeneralMotorsCorp.
6–55
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 65 3 AU TO M AT I C T R A N S M I S S I O N S 6. Install twenty-six piston return springs 10 into the pockets in the piston (Figure 6–98). Place spring retainer 9 on top of the springs. Compress the retainer and install snapring 8. 7. Place the adapter housing on a work surface, rear side upward. 8. For retarder piston 22 (Foldout 19,A) selected in Paragraph 6–18b(28), lubricate and install new lip-type sealrings 24 and 23 into the inner and outer sealring grooves. The lips of the sealrings must point toward the bottom of the piston bore when the piston is installed. 9. Install the selected piston into the adapter housing (Figure 6–97). Place piston return spring 25, spring retainer 26, and snapring 27 on the piston. 10. For the MTB 653, install plugs 15 (Foldout 19,B), 16, and 22, and tighten the plugs to 8– 10 lb ft (11–14 N·m). 11. Install pl ug 23 and tigh ten to 4–5 lb ft (5– 7 N·m). 12. Install retainer and ball assembly 18. Press the new assembly into the housing until it bottoms against its shoulder. Stake the housing for positive retention. 13. Install bearing outer race 14, inner lip first, into its bore in the front of the adapter housing. The outer edge of the race must be 0.200–0.207 inch (5.08–5.26 mm) below the surface. Use installer J 33822 and handle J 8092 to install the race. 14. Lubricate and install new inner and outer liptype sealrings 25 and 24 (Foldout 11,B) into the grooves in low clutch piston 23 (Figure 6– 99). Make sure the lips of the sealrings point toward the bottom of the piston bore when the piston is installed. 15. Install low clutch piston 23 into its piston cavity (Figure 6–99). 16. Install twenty-six piston return springs 22 into the pockets in the piston (Figure 6–98). Place spring retainer 21 on top of the springs. Compress the retainer and install snapring 20. 17. Place the adapter housing on a work su rface, rear side upward. 6–56
18. For retarder piston 28 (Foldout 19,B) selected in Paragraph 6–18b(28), lubricate and install new lip-type sealrings 30 and 29 into the inner and outer sealring grooves. The lips of the sealrings must point toward the bottom of the piston bore when the piston is installed. 19. Install the selected piston into the adapter housing (Figure 6–97). Place piston return spring 31, spring retainer 32, and snapring 33 on the piston. 20. For both the MTB 643 and 653, install the two threaded rods through two holes 180 degrees apart in the adapter housing (Figure 6–96). The rods must be installed from the front side. Place the spring compressor on top of the spring retainer. Place the compressor bar across the spring compressor and engage the two threaded rods. Install a flat washer and free-running nut on each threaded rod. Tighten the nuts finger tight. 21. Tighten the two nuts evenly until the spring retainer is compressed below the snapring groove in the adapter housing hub. Install the snapring. 22. Loosen the two free-running nuts evenly until the spring retainer is against the snapring. The snapring should be recessed into the ID of the retainer. If the snapring rides up on the surface of the retainer, it is not properly seated in the snapring groove. Repeat Steps (21) and (22) until the snapring properly seats its groove. 23. Remove the compressor tool and components. NOTE: For MTB 643, proceed to Paragraph 6–21.
6–20. LOW CLUTCH ADAPTER HOUSING AND FIRST CLUTCH PISTON (MT(B) 650, 653) a. Disassembly (Foldouts 11,A and 11,B)
1. Place the adapter housing and attached piston (piston upward) on the work table. Install compressor J 24452 (Figure 6–100) onto first clutch spring retainer 9 (Foldout 11,A). Attach
Copyright©1996GeneralMotorsCorp.
RE BU IL D OF SU BA SS EM BL IE S compressor base J 24204-2, and tighten the base screw, compressing the retainer springs. Remove snapring 8, retainer 9, and twenty-six piston return springs 10. 2. Remove first clutch piston 11 from the adapter housing, and remove inner and outer sealrings 13 and 12 from the piston (Figure 6–101). 3. Remove plug 4 (Foldout 11,B) only if necessary for cleaning the internal passages in the housing.
1. If the 1⁄4-18 plug 4 (Foldout 11,B) was removed, replace it. Tighten the plug to 8–10 lb ft (11–14 N·m). 2. Lubricate and install inner and outer piston sealrings 13 and 12 (Foldout 11,A) into their grooves in piston 11 (Figure 6–101). The sealring lips must face toward the fluid pressure side (the cavity in the adapter housing) of the piston. Align the lug on the piston with the recess in the housing and install the piston. 3. Install twenty-six piston return springs 10 into the pockets of first clutch piston 11. Place spring retainer 9, cupped side first, on top of the twenty-six springs.
J 24204-2 J 24452
FIRST CLUTCH PISTON
ADAPTER HOUSING
b. Assembly (Foldouts 11,A and 11,B)
PLUG
4. Place compressor J 24452 onto spring retainer 9 (Figure 6–100). Install compressor base J 24204-2. Tighten the compressor-base center screw handle to allow sufficient clearance for installation of spring retainer snapring 8. Install the snapring and remove the compressor tool.
6–21. TRANSMISSION HOUSING H00058.01
Figure 6–100. Removing (or Installing) First Clutch Spring Retainer Snapring — MT 650, 653 FIRST CLUTCH PISTON SEALRING ADAPTER HOUSING
a. Disassembly (Foldout 10,A)
1. Remove oil seal 61 from the bore in the housing, using remover J 26401. Screw the remover into the seal. Hold the remover housing and tighten the remover screw against the shaft, drawing the seal out. 2. To remove manual detent lever 49, remove shaft retainer pin 56 and nut 50. File the burred detent lever side of the shaft. Hold the detent lever in one hand and remove the shaft, carefully pulling it through the oil seal in the housing. Remove the detent lever. 3. If replacement of breather 2 is necessary, use an open end wrench and rotate the breather counterclockwise (Figure 6–102). Remove the breather.
H00059.01
Figure 6–101 . Removing Fi rst Clu tch Piston — MT 650, 653
4. Remove 3⁄4-16 plug 62 and washer 63 (or neutral switch) and two 1⁄8 inch plugs 57 only if necessary for cleaning internal passages.
Copyright©1996GeneralMotorsCorp.
6–57
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 65 3 AU TO M AT I C T R A N S M I S S I O N S 5. Remove two bolts 8 (and washers, if used) that retain lubrication valve adapter 9 (Figure 6– 103). Remove the adapter and discard gasket 10 or sealring 11. 6. For earlier models, remove lubrication valve 13 and spring 14 (Figure 6–103). Later transmission assemblies have lubrication regulator valve 13, spring 14, and valve guide tube 15 pressed into housing 16 as an assembly. Do not remove this assembly unless parts replacement is necessary. If necessary, remove tubewill with remover J 29355. The spring andthe valve also come out.
7. Remove 1⁄8 inch plug 17 (two plugs on units with modulated lockup) from the right side of the transmission housing. 8. Remove drive screw 18 and nameplate 19 only if the nameplate has been damaged. 9. If not previously removed, remove the neutral start switch with special socket tool J 33410. b. Assembly (Foldout 10,A)
1. For earlier models, if valve guide tube 15 was removed, install a new tube. Press the tube into its bore until it is 0.560–0.600 inch (14.2–15.2 mm) below the external surface of the adapter mounting boss. 2. If 1⁄8 inch plugs 17 were removed, replace them. Tighten the plugs to 4–8 lb ft (5–11 N·m) (Figure 6–103).
BREATHER
NOTE: For accurate ordering of replacement parts, the information on a new nameplate must be identical to the information that was stamped on the damaged nameplate.
PLUG (2),1/8 in. PLUG, 3/4-16 in.
SELECTOR SHAFT
H00043.01
Figure 6–102. Transmission Housing — Left Side View
PLUG, 1/8 in. LUBRICATION VALVE
DRIVE SCREW NAMEPLATE
4. For earlier models, install lubrication valve 13 and spring 14. For later models, if lubrication valve 13, spring 14, and tube 15 were removed, install new parts. Assemble valve 13 and spring 14 onto tube 15, respectively. Install the assembly into its bore in housing 16. Press the valve tube into its bore until it is 0.580 inch (14.7 mm) below the external surface of the adapter mounting boss. Special tool J 29355 simplifies the installation of the lube valve assembly. 5. Install a new gasket 10 onto valve adapter 9. Install the adapter into the bore. Retain the
LUBRICATION VALVE ADAPTER
GASKET H03312
Figure 6–103. Removing Lubrication Valve Adapter
6–58
3. If a new nameplate 19 is required, all information on the old plate must be metal stamped into the new plate. Install the new plate and retain it with drive screw 18.
adapter with two new 1⁄4-20 x 7⁄8 inch sockethead bolts 8. The bolts and lockwashers formerly used can be replaced with socket-head bolts when interference with hose end-fittings occurs. Use bolts only one time. Tighten the bolts to 12–15 lb ft (16–20 N·m).
Copyright©1996GeneralMotorsCorp.
RE BU IL D OF SU BA SS EM BL IE S 6. If plug 62 and washer 63 (or the neutral start switch) or two 1⁄8 inch plugs 57 were removed, replace them. Tighten 3⁄4-16 plug 62 (or neutral start switch) to 50–60 lb ft (68–81 N·m). Tighten two 1⁄8 inch plugs 57 to 4–8 lb ft (5–11 N·m). 7. Place select or shaft oil sea l 61 (sealing l ip away from tool) onto installer J 26282-1. Install the seal into the housing bore (Figure 6–104). Lubricate the inner bore of the seal. Installer J 26282-1 permits installation of the oil seal with or without the selector shaft installed. 8. Remove burrs from shaft 60 to protect oil seal 61. Guide the grooved end of the shaft through the seal. Position detent lever 49 so that the selector valve pin extends toward the inside of the housing, and engage the slot in the detent lever with the flats on the selector shaft. Install nut 50 and retainer pin 56 to retain the shaft and lever. Tighten the nut to 15–20 lb ft (20–27 N·m). Refer to Paragraph 3–12 for installation of the external selector lever.
9. If breather 2 was removed, install a new breather (Figure 6–102). Tighten the breather sufficiently, using care not to distort or crush the breather stem.
6–22. GOVERNOR a. Disassembly
1. The governor may be disassembled for cleaning and inspection. Inspect the governor driven gear for scuffed, nicked, burred, or broken teeth. Any damage or wear requires governor assembly replacement. Do not disassemble the governor unless the kit consisting of two governor weight pins and the cover gasket is available. 2. Follow the directions furnished with the kit to disassemble the governor. b. Assembly
1. Assemble the governor as outlined in the directions furnished with the governor service kit. 2. Check the governor port openings as outlined in the kit instructions. Refer to Figure 6–105.
6–23. CLUTCH STACK MEASUREMEN T a. Methods. When assembly line overhaul practices are used, stack dimension computation may be more
convenient than direct measurement. To obtain accurate dimensions, the stack to be measured must have new clutch plates, and the applied load must be evenly distributed over the entire clutch pack.
TRANSMISSION HOUSING OIL SEAL J 26282 GOVERNOR FEED (Must open 0.020 in. (0.51 mm) min)
EXHAUST PORTS (Must open 0.020 in. (0.51 mm) min)
GOVERNOR PRESSURE PORTS
H00060.01
Figure 6–104. Installing Selector Shaft Oil Seal
V02308
Figure 6–105. Governor Port Chec k
Copyright©1996GeneralMotorsCorp.
6–59
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 65 3 AU TO M AT I C T R A N S M I S S I O N S b. Forward Clutch
d. Low Clutch — MT 650, 653
1. Stack the forward clutch plates and fourth clutch hub (Figure 6–106). 2. Apply the specified load, and measure Dimension X. 3. From the table in Figure 6–106, select the forward clutch piston. Use the parts measured, and the selected piston, in the forward clutch assembly. c. Fourth Clutch 1. Stack the fourth clutch plates and backplate (Figure 6–107).
2. Apply the specified load, and measure Dimension X. 3. From the table in Figure 6–1 07, select the fourth clutch piston. Use the parts measured, and the selected piston, in the fourth clutch assembly.
1. Stack the low clutch plates into the rear of the adapter housing (Figure 6–108). 2. Apply the specified load, and measure Dimension X. 3. From the table in Figure 6–108, select the low clutch piston. Use the parts measured, and the selected piston, when the transmission is assembled. e. First Clutch
1. Stack the first clutch plates and piston (Figure 6–109). 2. Apply the specified load, and measure Dimension X. 3. From the table in Figure 6–109, select the first clutch backplate. Use the parts measured, and the selected backplate, when the transmission is assembled. 980 –1020 LB (4359– 4537 N) LOAD
980 –1020 LB (4359– 4537 N) LOAD
X
EIGHT-PLATE CLUTCH D IM E N S IO N X X
U S E P IST O N MARKED PISTON THICKNESS
1.0140–1.0450 in. (25.756–26.543 mm)
6834668
B
1.020–1.030 in. (25.91–26.16 mm)
1.0450–1.0760 in. (26.543–27.330 mm)
6834669
A
0.995–1.005 in. (25.27–25.53 mm)
TEN-PLATE CLUTCH DIMENSION X
USE PIST ON MAR KED PISTON THICKNESS
D IM E N S IO N X
U S E P IS T ON MARKED PISTON THICKNESS
1.2045–1.2305 in. (30.59–31.25 mm)
6834219
C
1.045–1.055 in. (26.54–26.80 mm)
1.2045–1.2299 in. (30.594–31.239 mm)
23017262
L
1.020–1.030 in. (25.91–26.16 mm)
1.2305––31.91 1.2565mm) in. (31.25
6834668
B
1.020––26.16 1.030 mm) in. (25.91
1.2300–1.2552 in. (31.242–31.882 mm)
23017261
K
0.995–1.005 in. (25.27–25.53 mm)
1.2565–1.2820 in. (31.92–32.56 mm)
6834669
A
0.995–1.005 in. (25.27–25.53 mm)
1.2552–1.2804 in. (31.882–32.522 mm)
23017260
J
0.970–0.980 in. (24.64–24.89 mm)
V03304
Figure 6–106. Forward Clutch Stack Dimensions
6–60
V03305
Figure 6–107. Fourth Cl utch Sta ck Dime nsions
Copyright©1996GeneralMotorsCorp.
RE BU IL D OF SU BA SS EM BL IE S f. Second an d Third Cl utches 980 –1020 LB (4359– 4537 N) LOAD
1. Stack the second clutch plates and piston (Figure 6–110).
X
2. Apply the specified load, and measure Dimension X. NOTE: If the measurement of Dimension X corresponds to more than one backplate in Figure 6–110, use either plate to obtain acceptable running clearance.
D IM EN SI O N X
U S E P IST O N MARKED PISTON THICKNESS
0.4035–0.4325 in. (10.249–10.986 mm)
23040806
A
0.800–0.810 in. (20.32–20.57 mm)
0.4325–0.4615 in. (10.986–11.722 mm)
23040807
B
0.829–0.839 in. (21.06–21.31 mm)
0.4615–0.4905 in. (11.722–12.459 mm)
23040808
C
0.858–0.868 in. (21.79–22.05 mm) V03306
Figure 6–10 8. Low Clutch Stack Dimensions — MT 650, 653
4. Repeat Steps (1), (2), and (3), stacking the third clutch plates and piston. Select the third clutch backplate. Use the parts measured, and the selected backplate, when the transmission is assembled.
6–24. PLANETARY CARRIER ASSEMBLIES
980 –1020 LB (4359– 4537 N) LOAD
NOTE: • The disassembly and assembly procedures for all the planetary carrier assemblies in the MT 600 Series transmissions differ only in the proper tool selection for the specific carrier assembly. Refer to the tool chart and Figure 6–111 for specific use and the identity of the carrier (front, center, rear, low) and tools involved. If the tool is common to all of the planetary carrier assemblies, its number is listed in the text. If the tool is not common, the text refers to the chart. For planetary carrier detailed information, refer to the exploded views at the back of this manual.
X
DIMENSION X
3. From the table in Figure 6–110, select the second clutch backplate. Use the parts measured, and the selected backplate, when the transmission is assembled.
• The hydraulic press used with J 25587-01 planetary rebuilding set (Figure 6–111) should have a ten-ton (9072 kg) capacity, an adjustable press bed of 25 inches (64 cm) minimum opening, and a pressure gauge to assist in determining proper installation and staking of the pinion pins.
USE PLATE PLATE THICKNESS MARKED
2.286–2.317 in. (58.06–58.85 mm)
4
0.702–0.712 in. (17.83–18.08 mm)
2.317–2.348 in. (58.85–59.64 mm)
5
0.671–0.681 in. (17.04–17.30 mm)
2.348–2.380 in. (59.64–60.45 mm)
6
0.640–0.650 in. (16.26–16.51 mm)
a. Assembly Ins pection V03307
Figure 6–109. First Clutch Stack Dime nsions
1. Visually inspectthe planetary carrier assembly for evidence of excessive wear, indications of overheating, damage, or heavy metal contamination.
Copyright©1996GeneralMotorsCorp.
6–61
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 65 3 AU TO M AT I C T R A N S M I S S I O N S will be drilled. Drill the front ends of the center carrier assembly pins.
980 –1020 LB (4359– 4537 N) LOAD
2. Place press fixture J 25587-01 in a hydraulic press. Select the proper spacer and adapter, if required, from the tool chart. Position these parts (if used) to support the carrier assembly solidly on the press fixture. The drilled ends of the pinion pins should face upward.
X
3. Install pin remover J 25587-16 into the ram of the press fixture. Press the pinion pins from the carrier assembly. DIMENSION X
USE PLATE PLATE THICKNESS MARKED
1.6984–1.7244 in. (43.139–43.799 mm)
7
0.476–0.486 in. (12.09–12.34 mm)
1.7244–1.7504 in. (43.799–44.460 mm)
8
0.450–0.460 in. (11.43–11.68 mm)
1.7114–1.7374 in. (43.470–44.130 mm)
9
0.463–0.473 in. (11.76–12.01 mm)
c. Replacing B ushing i n Front an d Low Planetary Carrier Assemblies
V03308
Figure 6–110. Second and Th ird Clut ch Stack Dimension
2. Check the end play of the planetary carrier pinions. With the thrust washer (either rotating or non-rotating type) held flat against the pinion, insert a feeler gauge between the carrier and thrust play with rotating thrust washerswasher. must End be within 0.008–0.031 inch (0.20–0.79 mm). End play with non-rotating thrust washers must be within 0.004–0.031 inch (0.10–0.79 mm). NOTE: • Do not disassemble the carrier assembly unless parts replacement is necessary. Failure of one pinion requires replacement of the entire matched pinion gear set, pinion pins, and bearings. • Depending on the amount of labor (machining the bushing), time, parts replacement, and extent of rework, complete replacement of the assembly may be more practical.
b. Removal of Pin ion C omponents
1. Using a drill that is slightly smaller than the pinion pin diameter, drill into the swaged (rear) end on the pins (only one end required). Do not drill into the carrier. The rear ends of all pinion pins except those in the center carrier assembly 6–62
4. Remove the pinion groups consisting of pinions, bearings, and thrust washers.
1. Fabricate six dummy pinion pins to the dimensions shown in Figure 6–112 or 6–113. 2. Place the carrier on a work table, rear downward. 3. Press the bushing from the carrier. Do not scratch or score the bushing bore. Refer to Paragraph 4–5g(1). 4. Place the carrier in a press, rear downward. 5. Apply Loctite® Sleeve Retainer No. 601 (or equivalent) to the OD of the new bushings. Using bushing installer tool J 24469, install the new bushing into the bore of the front planetary carrier. Press the bushing 0.265–0.275 inch (6.73–6.99 mm) below its adjacent surface (Figure 6–112). Using bushing installer tool J 24472, install the new bushing into the bore of the low planetary carrier. Press the bushing flush to 0.010 inch (0.25 mm) below its adjacent surface (Figure 6–113). Remove excess Loctite® from the carriers. 6. Using a lathe with a four jaw chuck, mount the carrier with Surface A facing the chuck. Insert the six fabricated dummy pins (Figure 6–112 or 6–113) into the pinion pin holes. Adjust the chuck, centering the carrier based on Surface B and the runout of the dummy pins. 7. The total runout of the bushing after boring must not exceed 0.002 inch (0.05 mm).
Copyright©1996GeneralMotorsCorp.
RE BU IL D OF SU BA SS EM BL IE S
-48 -49 -50
-01
-18
-20 -16 -22
-03
-04 -12
-25 -11
-23
-13 -06 -27 -17
-08
-02
H00045
Figure 6–111. Planetary Rebuild Special Tools
Planetary Carrier Assembly Rebuild Tool Chart Note — All tools in this chart have a basic number (J 25587) and a suffix. Only the suffix is shown below. The figures in parentheses are quantities required.
Planetary Carrier Assembly
Pin Pin Remover Remover and and Support Pin Installer Installer Block Remover Adapter Spacer
Loading Pin
Guide Pin
Installer
Swaging Tool Holder
MT 640, 643 Front
-4
-16
-22 (6)
-50 (6)
-13
-17
-27 (2)
MT640,643 Center
-4
-16
-18(4)
-48(4)
-11
-17
-23 (2)
MT640,643Rear
-3
-16
-18(4)
-48(4)
-12
-17
MT 650, 653 Front
-4
-16
-22 (6)
-50 (6)
-13
-17
-27 (2)
MT650,653 Center
-4
-16
-18(4)
-48(4)
-11
-17
-23 (2)
-3 -3
-16 -16
-18(4) -20 (6)
-48(4) -49 (6)
-12 -8
-17 -17
-23(2) -25 (2)
MT650,653Rear MT 650, 653 Low
-2
-2
-6
-6
Swaging Tool
-23(2)
Tools in the chart above are components of Planetary Rebuilding Kit J 25587-01. Refer to Paragraph 4–2.
Copyright©1996GeneralMotorsCorp.
6–63
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 65 3 AU TO M AT I C T R A N S M I S S I O N S Adjust chuck jaws to achieve “0” TIR (this locates true position of dummy pins)
DUMMY PINS (6)
SURFACEB Bushing to be 0.265 in. (6.73 mm) to 0.275 in. (6.99 mm) below this surface C 0.002 in. (0.05 mm) TIR Bushing installation load must be 525 LB (2335 N) in direction shown BUSHING 0.275 in. (6.99 mm) 0.265 in. (6.73 mm) SURFACEA
2.5034 in. (63.586 mm) DIA A 2.5019 in. (63.548 mm)
DiameterA must be perpendicular with surface B within 0.001 in. (0.02 mm) TIR. With respect to surface B and the true position of the six (6) dummy pins, diameterA shall be within the total runout specifiedCby . 2.50 in. (63.5 mm) 2.45 in. (62.2 mm) 0.025 in. (0.63 mm) 30°
0.5117 in. (12.997 mm) 0.5114 in. (12.990 mm) DUMMY PIN V03309
Figure 6–112. Front Carrier Bushing Installation Requirements
Adjust chuck jaws to achieve "O" TIR (This locates true position of dummy pins) DUMMY PINS (6) 0.6384 in./0.6379 in. x 2.50 in. (16.215 mm/16.203 mm x 63.55 mm)
SURFACEA
0.002 in. (0.05 mm) E
Bushing to be flush to 0.010 in. below this surface
3.2534 in. (82.636 mm) DIA B 3.2512 in. (82.580 mm)
Bushing installation load must be a minimum of 525 LBS (2335 N) in direction shown
DIAMETER B must be perpendicular with SURFACE A within 0.001 in. (0.02 mm) TIR. With respect to SURFACE A and the true position of the s ix (6) dummy pins, DIAMETER B shall be within the total runout specified by E. NOTE:
Figure 6–113. Low Carrier Bushing Installation Requirements
6–64
Copyright©1996GeneralMotorsCorp.
V03310
RE BU IL D OF SU BA SS EM BL IE S d. Rework Center Carrier for Non-Rotating Thrust Washers
e. Installation of Pi nion Comp onents
NOTE:
NOTE:
• Non-rotating thrust washers may be used in any Lubricate needle rollers and thrust washers before four-pinion center carrier assembly, if the center assembling the pinion groups. carrier is machined at two locations to provide clearance for the non-rotating thrust washers to lay 1. For MT 650, 653 rear carriers, if needle bearflat on the carrier thrust surface. ing assembly 39 or 49 (Foldout 9,B) was not • Do not attempt this rework unless adequate maremoved in Paragraph 6–12 a(11), remove it chining facilities are available. now. Make sure to install a new bearing assembly (inner lip of race first) into the carrier be1. Disassemble the center carrier assembly. Refer fore installing the pinions. to Paragraph 6–24b.
2. Machine the two points of interference (Figure 6–114) flush to 0.020 inch (0.51 mm) below the existing thrust surface. Maintain a 0.050 inch (1.27 mm) radius in the corners. Do not machine radially more than necessary to provide clearance for the thrust washers. 3. Thoroughly clean the carrier to remove machining debris. 4. Reassemble the carrier assembly. Refer to Paragraph 6–24e.
CENTER CARRIER
NON-ROTATING THRUST WASHERS
2. Assemble all the pinion groups for the carrier assembly. Assemble each group by inserting the proper loading pin into the pinion bore, installing the needle roller bearings around the loading pin, installing a steel thrust washer at each end of the pinion, and installing a bronze thrust washer onto each steel thrust washer. If using non-rotating thrust washers, the bronze surface must be next to the steel thrust washer. 3. Position the carrier assembly, rear upward (center carrier, front upward). Install all the pinion groups into the planetary carrier, aligning the loading pins with the pin bores in the carrier. 4. Install the proper pinion guide pins (refer to the tool chart and Figure 6–111), larger diameters first, into the pinion pin bores. Push the guide pins through the carrier until the loading pins drop out.
INTERFERENCE POINTS
5. Position the carrier assembly on the press fixture, using the proper pin remover and installer adapter (if required).
NOTE: NOTE:
Remove interference points flush to 0.020 in. (0.51 mm) below the existing thrust surface, with a 0.05 in. (1.27 mm) radius in the corners. V03311
Figure 6–114. Rework of Center Car rier for Non-Rotating Thrust Washers
Pin installers are shaped to avoid interference with bosses on the carrier assemblies. They must be installed in the ram so the cutaway portion of the installer will clear the bosses when the pinion pin is pressed in.
Copyright©1996GeneralMotorsCorp.
6–65
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 65 3 AU TO M AT I C T R A N S M I S S I O N S 6. Select the proper pin installer, and install it into the press fixture ram.
CAUTION: Do not put pressure on the carrier. Distortion of the carrier will damage it.
7. Place a pinion pin on the pilot end of the pin guide located below the press fixture ram. Press the pinion pin into the carrier until the installer contacts the carrier. 8. Proceed with the installation of the remaining pinion pins. 9. Remove the carrier assembly from the press fixture. Install swaging tool holder J 25587-17 into the opening of the press fixture bed. Install a swaging tool into the holder. Install another swaging tool into the press fixture ram. Lubricate both ends of the pinion pins with oil-soluble grease.
NOTE: Swaging pressure is approximately two tons (1814 kg) for front carrier pinion pins and three tons (2722 kg) for center, rear, and low carrier pinion pins. While applying pressure, rotate the pinions and feel for reduction of end play. The pinions must rotate freely. Pinions with rotating bronze thrust washers must have 0.008–0.031 inch (0.20–0.79 mm) minimum end play after swaging the pins. Pinions with non-rotating bronze thrust washers must have 0.004–0.031 inch (0.10–0.79 mm) minimum end play after swaging the pins.
11. Apply sufficient pressure to the press fixtu re ram to firmly swage the end of the pinion pin against the metal of the carrier. Figure 6–115 illustrates a typical swage pattern. Repeat the procedure to swage the remaining pinion pin ends. 0.120 in. (3.048 mm) TYPICAL
10. Position the carrier assembly, rear upward (center carrier, front upward) on the press fixture. Use the proper support block to level the carrier while the lower swaging tool is supporting the lower end of one pinion pin.
90°
Swage both ends of six pins securely, as shown. Gears must turn freely. V02967
Figure 6–115. Typical Swaging Pattern on Pinion Pin
6–66
Copyright©1996GeneralMotorsCorp.
Section 7 — ASSEMBL Y OF TRANSMISSION 7–1.
SCOPE
a. Selecting Ce nter Suppo rt Snap ring
This section covers assembly of models MT(B) 640, 643, 650, and 653. Procedures common to all models have no model identification. Where procedures apply to specific models, the model(s) will be identified. If the procedure does not apply to the model being assembled, continue with the next applicable procedure. Assembly procedures for the various models are organized as follows: Model
All Models
Paragraphs
7–3, 7–4, 7–5, 7–6, 7–8, 7–10, 7–11, 7–12
MT640,643
7–9
MTB643
7–7
MT650,653
7–9
MTB653
7–7
2. Beginning with an internal-splined clutch plate, alternately install three internal-splined clutch plates 27 and three external-tanged clutch plates 26 into the transmission housing. Retain the plates with snapring 25. Install the snapring with the snapring gap at the 12 o’clock position and be sure the snapring is fully seated in its groove. 3. Remove third clutch piston 9 from center support assembly 13. Attach center support lifter J 24455 into the recess between the sealring grooves on the support hub (Figure 7–1).
7–2. GENERAL INFORMATION FOR FINAL ASSEMBLY Refer to Sections 4 and 8 for general information as follows: Paragraph
1. Position the transmission housing, converter end up. Install second clutch backplate 28 (Foldout 8,B).
Description
4–2
Tools and Equipment
4–3 4–4
ReplacementParts CarefulHandling
4–6
Assembly Procedures
4–10
Torque Specifications
4–11
SelectiveParts
8–1
WearLimitsData
8–2
SpringData
4. Align the tapped hole in the support (Figure 7–1) with the anchor bolt hole in the transmission housing (Figure 7–2). Carefully lower the support into the housing, seating it firmly against second clutch retaining snapring 25. Remove the lifting bracket from the support. Retain the support by installing the srcinal 3⁄8-16 x 3 inch (earlier models, 3⁄8-16 x 21⁄4 inch) self-locking anchor bolt 54 and washer 55 (Foldout 10,A) removed in Paragraph 5–9 d. Tighten the bolt finger tight.
FOURTH CLUTCH PRESSURE PORT
J 24455
7–3. INSTALLATION OF CLUTCHES, CENTER SUPPORT, PLANETARY GEARING, AND REAR COVER OR RETARDER
RETAINER RING TANG (4)
NOTE: The clearances for low, first, second, and third clutches are established by direct measurement in this section (Paragraphs 7–3b, e, f, j, and o). Refer to Paragraph 6–23 for stack dimension computation of clutch clearances.
TAPPED HOLE
CENTER SUPPORT ASSEMBLY
H00095.01
Figure 7–1. Insta lling Center Support Assem bly
Copyright©1996GeneralMotorsCorp.
7–1
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 65 3 AU TO M AT I C T R A N S M I S S I O N S
J 23717-1
CENTER SUPPORT BOLT HOLE
J 24475-2 H03313
Figure 7–2. Cente r Suppo rt Anchor Bol t Hole
5. Install compressor base J 24475-1 over the hub of the center support (Figure 7–3). Install compressor bar J 24475-2 and screw J 23717-1, retaining the bar to the transmission with two 3⁄816 x 11⁄4 inch bolts. Compress the support by applying a torque of 5 lb ft (7 N·m) to screw J 23717-1. 6. Using gauge J 34127, measure the clearance between the top edge of the center support and the top of the snapring groove in the housing (Figure 7–4). Select the proper snapring 5 (Foldout 8,B), using the following table. Measured
Snapring
Clearance in. (mm)
Thickness in. (mm)
Snapring Color
0.150–0.154 (3.81–3.91)
0.148–0.150 (3.76–3.81)
White
0.154–0.157 (3.91–3.99)
0.152–0.154 (3.86–3.91)
Yellow
0.157–0.160 (3.99–4.06)
0155–0.157 (3.94–3.99)
Green
0.160–0.164 (4.06–4.17)
0.158–0.160 (4.01–4.06)
Red
BOLT (2),3/8-16 x 11/4 in.
J 24475-1
H00139.01
CENTER SUPPORT
Figure 7–3. Compressi ng Cente r Suppo rt
J 24475-2
J 34127
7. Install the selected snapring and remove the center support compressor from the transmission. CENTER SUPPORT
b. Second Clutch Clearance
H00140.01
1. Invert the transmission housing, output end upward. 7–2
Figure 7–4. Measuring fo r Selecti on of Center Support Snapring
Copyright©1996GeneralMotorsCorp.
AS SE MB LY OF TR AN SM IS SI ON 2. Using gauge J 26915, check the second clutch plate clearance. Insert the gauge between the backplate and the transmission housing (Figure 7–5). The prescribed clearance is 0.049–0.111 inch (1.24–2.82 mm). When the clearance is correct, the first step of the gauge fits between the backplate and the transmission housing, and the second step does not. 3. If the clearance is not satisfactory, measure the total plate thickness and replace all plates necessary to satisfy the prescribed clearance. If required, the backplate may be replaced by a thicker or thinner plate. NOTE: • For MTB 643, proceed to Paragraph 7–3 d. • For MT(B) 650, 653 proceed to Paragraph 7–3 f.
c. Rear Cover — MT 640, 643 (Foldout 12,A)
1. Place rear cover gasket 5 on the transmission housing, aligning the holes in the gasket with those in the housing (Figure 7–6). 2. Install rear cover assembly 6 (as assembled in Paragraph 6–17) onto the transmission housing (Figure 7–6).
NOTE: Do not mix zinc plated and non-zinc plated rear cover bolts in the same transmission. Do not use washers with zinc plated flanged hex head bolts.
3. Install fourteen 1⁄2-13 x 11⁄2 inch bolts 18 or 19 and fourteen washers 17 (used with nonflanged bolts 18) to retain the rear cover assembly. Tighten two bolts that are 180 degrees apart to 33 lb ft (45 N·m). Move approximately 90 degrees around the bolt circle and repeat the operation. Tighten the remaining bolts at 180 degrees increments to 33 lb ft (45 N·m). Repeat the entire process tightening each of the fourteen bolts to 67–80 lb ft (91–108 N·m) for non-plated bolts or 61–73 lb ft (83–99 N·m) for zinc plated bolts. NOTE: For MT 640, 643, proceed to Paragraph 7–3e. d. Output Retarder — MTB 643
1. If bearing 4 (Foldout 19,A) was removed from output shaft 11 (Foldout 18,B), install a new bearing. Press the new bearing to a firm seat against bearing and orifice plugthe 10shaft were shoulder. removed, If install new9 ones. Install bearing 9 to 0.180–0.200 inch (4.57–5.08 mm) below end of shaft with installer J 34016. Install orifice plug 10 (orifice end first) to just below the chamfer of its bore in the shaft.
J 26915 BACKPLATE
REAR COVER
GASKET
CENTER SUPPORT
TRANSMISSION HOUSING
H00141.01
Figure 7–5. Checking Second Clutch Clearance
H00112
Figure 7–6. Installing Rear Cover — MT 640, 643
Copyright©1996GeneralMotorsCorp.
7–3
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 6 53 AU TO M AT I C T R A N S M I S S I O N S 2. Install two 1⁄2-13 guide bolts into the adapterto-transmission housing bolt circle. Install one bolt at 3 o’clock and one at 9 o’clock. 3. Align and install gasket 1 (Foldout 19,A) onto the guide bolts. 4. Install sealring 21 onto the adapter housing. 5. Install the adapter housing assembly onto the guide bolts (Figure 7–7). Remove the guide bolts. 1
6. Install ⁄2-13 x 219, inch 20, fourteen 1⁄2fourteen inch flat washers andbolts fourteen sealrings 18 to retain the adapter housing to the transmission housing. Tighten two bolts 180 degrees apart to 45 lb ft (61 N·m). Move approximately 90 degrees around the bolt circle and repeat the operation. Tighten the remaining bolts at 180 degrees increments to 45 lb ft (61 N·m). Repeat the entire procedure tightening each of the fourteen bolts to 81–97 lb ft (110– 132 N·m). 7. Install gasket 1 (Foldout 18,A) onto the adapter housing. 8. Install the output shaft (splined-end first) into the adapter housing. Lightly tap the output shaft until the bearing seats against the hub of the rear planetary carrier. 9. Attach a three-leg sling to the rear of the retarder housing (Figure 7–8). Adjust the length of the sling legs so that the retarder housing is level for easier installation.
10. Using a hoist, lower the retarder housing onto the adapter housing. Guide governor and speedometer drive gear 25 (Foldout 18,A) and spacer 26 onto the output shaft as the retarder housing is lowered onto the transmission. Recheck the gasket alignment and tap the retarder housing to a firm seat on the adapter housing. NOTE: Hose clamp bracket 12 (Foldout 17,A) is retained to the adapter housing by one of the retarder housing bolts at the ten-thirty o’clock position.
11. From the front side of the adapter housing, install eleven M12 x 1.75 x 60 mm bolts 2 (Foldout 19,A) and eleven 12 mm flat washers 3, and six M12 x 1.75 x 45 mm bolts 5 and six 12 mm flat washers 6. Remove the sling. Install three M12 x 1.75 x 130 mm bolts 32 (Foldout 18,A) and three 12 mm flat washers 31 from the rear side of the retarder housing. 12. Tighten two bolts 180 degrees apart to 30 lb ft (40 N·m). Move approximately 90 degrees around the splitline and repeat the operation. Tighten the remaining bolts at 180 degree increments to 30 lb ft (40 N·m). Repeat the entire procedure, tightening each of the twenty bolts to 53–63 lb ft (72–85 N·m).
OUTPUT SHAFT RETARDER HOUSING
OUTPUT SHAFT SEALRING
GASKET
REAR ADAPTER HOUSING
GASKET
H00047
Figure 7–7. Insta lling Retarder Adapte r Housing Assembly — MTB 653
7–4
ADAPTER HOUSING
H00115.01
Figure 7–8. Installing Retarder Housing Assembly
Copyright©1996GeneralMotorsCorp.
AS SE MB LY OF TR AN SM IS SI ON e. First Clutch Clearan ce — MT (B) 64 0, 643 (Foldout 11,A)
RING GEAR
1. Invert the transmission, front side up. 2. Remove the selected snapring that retains the center support. Remove the center support anchor bolt and washer. Attach center support lifter J 24455 to the hub of the support (Figure 7–1). Remove the center support from the transmission. Remove the lifting bracket from the center support.
BACKPLATE
EXTERNAL-TANGED CLUTCH PLATES
INTERNAL-SPLINED CLUTCH PLATES
3. Remove the second clutch retaining snapring. Remove the six second clutch plates and the backplate from the transmission housing. Retain the second clutch plates in a pack. Do not intermix with other plates. H00098.01
4. Alternately, install two external-tanged clutch plates 4 and one internal-splined clutch plate 3, starting with an external-tanged plate.
Figure 7–9. Installing Rear Planetary Ring Gear, First Clutch Plates, and Backplate
5. Place rear planetary ring gear 14 (extended tooth side down) on the work table. Beginning with an internal-splined clutch plate, install five internal-splined clutch plates 3 and four external-tanged clutch plates 4 and backplate 2 (flat side first) onto the ring gear. Install the ring gear and plates as an assembly into the transmission housing (Figure 7–9).
SNAPRING BACKPLATE
RING GEAR
6. Retain the first clutch pack with snapring 1 (Figure 7–10). Install the snapring with the snapring gap at the 12 o’clock position and be sure the snapring is fully seated in its groove. 7. Using first clutch clearance gauge J 26914, check the clearance between the snapring and backplate (Figure 7–11). Correct first clutch clearance is 0.074–0.147 inch (1.88–3.73 mm). When the clearance is correct, the first step of the gauge fits between the snapring and backplate, and the second step does not. 8. If the clearance is not satisfactory, measure the total plate thickness and replace all plates necessary to achieve the correct clearance. If required, the backplate may be replaced by a thicker or thinner plate.
H00142.01
Figure 7–10. Insta lling First Clu tch Snapring — MT 640, 643
NOTE: For MT(B) 640, 643 proceed to Paragraph 7–3k.
Copyright©1996GeneralMotorsCorp.
7–5
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 65 3 AU TO M AT I C T R A N S M I S S I O N S f. Low Clutch Clearance — MT(B) 650 , 653 (Foldout 11,B)
1. Position adapter housing 3 and the first clutch piston (as assembled in Paragraph 6–20) on a clean work surface, piston downward (Figure 7– 12). Install the low clutch plates (six externaltanged plates 17 and five internal-splined plates 18) into the adapter housing (Figure 7–12). 2. Position the rear cover (as assembled in Paragraph 6–16) or retarder adapter housing (as assembled in Paragraph 6–19) on a clean work surface, piston upward, and install the rear cover gasket (Figure 7–12). Using a depth micrometer as shown in Figure 7–12, measure and record Dimension A (distance from top of housing to top clutch plate). Use firm hand pressure against the plates at the point of measurement. 3. Using a depth micrometer as shown in Figure 7–12, measure and record Dimension B (distance from top of piston to gasket on mounting flange).
5. If the low clutch adapter housing, rear cover, or retarder adapter housing was replaced, it may be necessary to select a piston with a different thickness to obtain the desired clearance. 6. After the desired clearance is established, remove and identify the low clutch pack. g. Low Clutch Planetary — MT (B) 65 0, 653 (Foldout 11,B)
1. Install low clutch adapter housing gasket 1 onto the rear of the transmission housing (Figure 7–13). Install the adapter housing 3 and the first clutch piston (as assembled in Paragraph 6–20). Use 1⁄2-13 x 6 inch guide bolts J 1927-1 to maintain gasket alignment during assembly. 2. Install tanged thrust washer 5 and low planetary sun gear 6 (Figure 7–14). 3. Instal l thrust washer 7 into lo w planetary assembly 8 and retain it with oil-soluble grease (Figure 7–15). Install the planetary assembly (as assembled in Paragraph 6–24) onto the planetary sun gear (Figure 7–15).
4. Subtract Dimension B from DimensionA to obtain low clutch clearance. The clearance is acceptable if it is within 0.081–0.139 inch (2.06– 3.53 mm). Replace worn plates with new plates to obtain the desired running clearance.
ADAPTER HOUSING DEPTH MICROMETER
A CLUTCH PLATES
DEPTH MICROMETER
B
PISTON
SNAPRING BACKPLATE
GASKET
SECOND CLUTCH
J 26914
REAR COVER
PLATES
A – B = CLEARANCE
L00342
H00048.01
Figure 7–11. Checking Fir st Clutch Clea rance
7–6
Figure 7–12. Establishi ng Low Clu tch Clearance — MT(B) 650, 653
Copyright©1996GeneralMotorsCorp.
AS SE MB LY OF TR AN SM IS SI ON J1 9 2 7 - 1
LOW PLANETARY ASSEMBLY
J1 9 2 7 - 1
ADAPTER HOUSING GASKET
THRUST WASHER
LOW SUN GEAR
H00143.01 H00050.01
Figure 7–13 . Insta lling Adap ter Housing — MT(B) 650, 653
Figure 7–15. Installing Low Planetary Carrier Assembly — MT(B) 650, 653 LOW RING GEAR
LOW PLANETARY SUN GEAR
ADAPTER HOUSING
THRUST WASHER
LOW PLANETARY ASSEMBLY
THRUST WASHER
H00031.01
H00049
Figure 7–14. Insta lling Low Plane tary Sun Gear — MT(B) 650, 653
4. Install thrust washer 16 onto the hub of low ring gear 19 and retain it with oil-soluble grease (Figure 7–16). Center the thrust washer within the planetary assembly and install the ring gear (Figure 7–16). 5. Beginning with an external-tanged plate, install the low clutch pack (removed in Paragraph 7–3f) into the adapter housing. Particular attention must be given to the positioning of the three sets of double tangs on the plates. If the tangs are not positioned as shown in Figure 7–17, movement of the stationary plates will occur.
Figure 7–16. Insta lling Low Planet ary Ring Gear — MT(B) 650, 653
6. Install the output shaft assembly (as assembled in Paragraph 6–15) into the low ring gear (Figure 7–18). 7. For MT 650, 653, if the governor drive gear was not previously installed, install it onto the output shaft and engage the spring pin with the slot in the drive gear (Figure 7–19). Install speedometer drive gear 9 or speed sensor wheel 10 (Foldout 12,B), and spacer 11 (if used) onto the output shaft. NOTE: For MTB 653, proceed to Paragraph 7–3i.
Copyright©1996GeneralMotorsCorp.
7–7
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 65 3 AU TO M AT I C T R A N S M I S S I O N S
EXTERNALTANGED PLATE
DOUBLE TANG
h. Rear Cover, Governor — MT 650, 653 (Foldout 12,B) DOUBLE TANG
INTERNALSPLINED PLATE
DOUBLE TANG
1. Install rear cover gasket 12 onto the adapter housing (Figure 7–19). Install rear cover assembly 13 (as assembled in Paragraph 6–16) onto the adapter housing (Figure 7–19). NOTE: Do not mix zinc plated and non-zinc plated rear cover bolts in the same transmission. Do not use washers with zinc plated flanged hex head bolts.
H00032 .
Figure 7–17. Insta lling Low Clu tch Plates — MT(B) 650, 653
2. Install twelve 1⁄2-13 x 51⁄4 inch bolts 26 or 27 and twelve washers 25 (used with non-flanged bolts 26) through the rear cover and adapter housing, and into the transmission housing (Figure 7–20). Replace the two guide bolts with the two remaining cover bolts and washers. Tighten two bolts that are 180 degrees apart to 33 lb ft (45 N·m). Move approximately 90 degrees around the bolt circle and repeat the operation. Tighten the remaining opposite pairs of bolts to 33 lb ft (45 N·m). Repeat the entire process, tightening all fourteen bolts to 67–80 lb ft (91–108 N·m) for non-plated bolts or 61–73 lb ft (83–99 N·m) for zinc plated bolts.
OUTPUT SHAFT ASSEMBLY
REAR COVER ASSEMBLY BEARING
LOW RING GEAR
SPEEDOMETER DRIVE GEAR GOVERNOR DRIVE GEAR J 1927-1
J 1927-1
H00033.01
Figure 7–18. Insta lling Output Shaft — MT(B) 650, 653
GASKET H00034.01
Figure 7–19. Installing Rear Cover — MT 650, 653
7–8
Copyright©1996GeneralMotorsCorp.
AS SE MB LY OF TR AN SM IS SI ON 3. Install the governor into the rear cover assembly (Figure 7–21). Install governor cover gasket 38 and governor cover 39 onto the rear cover assembly. Retain the governor cover with four 5⁄16-18 x 11⁄16 inch bolts 40. Tighten the bolts to 15–20 lb ft (20–27 N·m).
3. Install two 1⁄2-13 guide bolts into the adapterto-transmission housing bolt circle. Install one bolt at 3 o’clock and one at 9 o’clock. 4. Align and install gasket 7 onto the guide bolts.
4. If an output flange spacer is required, refer to the note in Paragraph 5–11c(2). Refer to Paragraph 3–17h for installation of the output flange retaining nut.
OUTPUT SHAFT REAR COVER
GOVERNOR
NOTE: For MT 650, 653, proceed to Paragraph 7–3j. i. Output Retarder — MTB 653 (Foldout 19,B)
1. If bearing race and rollers 6 were removed from output shaft 5, install new bearing and race 6. Press the new bearing and race to a firm seat against the shaft shoulder. If bushing 3 and orifice plug 4 were removed, install new ones. Install bushing 3 to 0.360–0.380 inch (9.14– 9.65 mm) below end of shaft. Install orifice plug 4 (orifice end first) to just below the chamfer of its bore in the shaft.
ADAPTER HOUSING
TRANSMISSION HOUSING
H00145
Figure 7–21. Insta lling Gover nor Assembly — MT 650, 653
2. Slip spacer 10 onto the output shaft assembly (Figure 7–22). Install the shaft assembly into the transmission. OUTPUT SHAFT REAR COVER
SPACER BEARING RACE AND ROLLERS
BOLT (14),1/2-13 x 51/4 in.
OUTPUT SHAFT WASHER (14)
ADAPTER HOUSING
H00035
H00144.01
Figure 7–20. Tightening Rear Cover Bolts — MT 650, 653
Figure 7–22. Insta lling Output Sh aft Assembly — MTB 653
Copyright©1996GeneralMotorsCorp.
7–9
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 6 53 AU TO M AT I C T R A N S M I S S I O N S 5. Install sealring 27 onto retarder adapter housing 13.
NOTE:
6. Install the adapter housing assembly onto the guide bolts (Figure 7–23). Remove the guide bolts.
Hose clamp bracket 12 (Foldout 17,A) is retained to the adapter housing by one of the retarder housing bolts at the ten-thirty o’clock position.
7. Install fourteen 1⁄2-13 x 51⁄2 inch bolts 26, fourteen 1⁄2 inch flat washers 25, and fourteen sealrings 24 to retain the retarder adapter housing and low clutch adapter housing to the transmission housing. Tighten two bolts 180 degrees apart to 45 lb ft (61 N·m). Move approximately 90 degrees around the bolt circle and repeat the operation. Tighten the remaining bolts at 180 degree increments to 45 lb ft (61 N·m). Repeat the entire procedure, tightening each of the fourteen bolts to 81–97 lb ft (110– 132 N·m). 8. Install gasket 1 (Foldout 18,A) onto the retarder adapter housing. 9. Attach a three-leg sling to the rear of the retarder housing (Figure 7–24). Adjust the length of the sling legs so that the retarder housing is level for easier installation.
11. From the front side of the adapter housing, install twelve M12 x 1.75 x 90 mm bolts 8 (Foldout 19,B) and twelve 12 mm flat washers 9, and five M12 x 1.75 x 45 mm bolts 11 and five 12 mm flat washers 12. Remove the sling. Install three M12 x 1.75 x 130 mm bolts 32 (Foldout 18,A) and three 12 mm flat washers 31 from the rear side of the retarder housing. 12. Tighten two bolts 180 degrees apart to 30 lb ft (40 N·m). Move approximately 90 degrees around the splitline and repeat the operation. Tighten the remaining bolts at 180 degree increments to 30 lb ft (40 N·m). Repeat the entire procedure, tightening each of the twenty bolts to 53–63 lb ft (72–85 N·m).
10. Using a hoist, lower the retarder housing onto the adapter housing. Guide governor and speedometer drive gear 25 (Foldout 18,A) and
j. First Clutch Clearance — MT(B) 650, 653 (Foldout 11,A)
spacer 26 onto the output shaft as the retarder housing is lowered onto the transmission. Recheck the gasket alignment and tap the retarder housing to a firm seat on the adapter housing.
1. Invert the transmission, front side upward.
OUTPUT SHAFT RETARDER HOUSING
OUTPUT SHAFT SEALRING
GASKET
REAR ADAPTER HOUSING
GASKET
H00047
Figure 7–23. Installing Retarder Adapter Housing Assembly— MTB 653
7–10
ADAPTER HOUSING
H00115.01
Figure 7–24. Installing Retarder Housing Assembly
Copyright©1996GeneralMotorsCorp.
AS SE MB LY OF TR AN SM IS SI ON 2. Remove the center support anchor bolt and washer. Remove the snapring that retains the center support. It may be necessary to compress the center support in order to remove the snapring. Attach center support lifting bracket J 24455 to the hub of the support. Remove the center support.
7. Using first clutch gauge J 26914, check the clearance between the snapring and the backplate as shown in Figure 7–11. Correct first clutch clearance is 0.074–0.147 inch (1.88– 3.73 mm). When the clearance is correct, the first step of the gauge fits between the snapring and the backplate, and the second step does not.
3. Remove the second clutch plate retaining snapring. Remove the six second clutch plates and backplate from the transmission housing.
8. If the clearance is not satisfactory, measure the total plate thickness and replace all plates necessary to achieve the correct clearance. If required, the backplate may be replaced by a
Retain the second clutch plates in a pack. Do not intermix with other plates. 4. Install ring gear hub 6 into ring gear 5 and retain it with snapring 7. 5. Install tanged thrust washer 2 (Foldout 11,B) into the hub of the adapter housing (Figure 7– 25). Install the rear planetary ring gear and hub assembly. 6. Starting with an external-tanged plate, alternately install six external-tanged clutch plates 4 (Foldout 11,A) and six internal-splined clutch plates 3. Install backplate 2 (flat side first) and retain it with snapring 1 (Figure 7– 26). Install the snapring with the snapring gap at the 12 o’clock position and be sure the snapring is fully seated in its groove.
thicker or thinner plate. NOTE: For MT(B) 650, 653 proceed to Paragraph 7–3l. k. Gear Unit Assembly — MT( B) 640, 64 3 (Foldout 9,A)
1. Attach gear unit lifter J 24454 behind the splines of the main shaft (Figure 7–27). 2. Using a hoist, carefully lower the gear unit (as assembled in Paragraph 6–13) into the transmission housing. Engage the pinions of the rear planetary carrier assembly with the teeth of the rear planetary ring gear. For the MTB 643, also engage the splines of the rear planetary carrier with the splines of the output shaft. NOTE: For MT(B) 640, 643 proceed to Paragraph 7–3m.
RING GEAR AND HUB ASSEMBLY
SNAPRING BACKPLATE
FIRST CLUTCH PISTON
FIRST CLUTCH PLATES (12) THRUST WASHER H00036.01
Figure 7–25. Installing Rear Planetary Ring Gear and Hub Assembly— MT 650, 653
H00037.01
Figure 7–26. Insta lling First Clu tch Snapring — MT 650, 653
Copyright©1996GeneralMotorsCorp.
7–11
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 6 53 AU TO M AT I C T R A N S M I S S I O N S l. Gear Unit Assembly — MT(B) 650, 65 3 (Foldout 9,B)
1. Attach gear unit lifter J 24454 behind the splines of the main shaft (Figure 7–27). Be sure that thrust washer 47 is retained by oilsoluble grease to rear carrier assembly 38. 2. Using a hoist, carefully lower the gear unit (as assembled in Paragraph 6–12) into the transmission housing. Engage the internal-splines of the rear planetary carrier assembly hub with the splines of the output shaft, and the pinions of the rear carrier assembly with the teeth of the rear planetary ring gear.
2. Install snapring 25 to retain the second clutch (Figure 7–29). Place the ends of the snapring at the top of the main case. Be sure the thrust washer is in place on the front sun gear. n. Center Support (Foldout 8,B)
1. Install the third clutch piston (as assembled in Paragraph 6–11e) into the center support. Be sure that the piston sealrings are not pinched or distorted when the piston is installed.
SECOND CLUTCH BACKPLATE
INTERNAL-SPLINED PLATE
m. Second Clu tch (Foldout 8,B)
NOTE: Before installing the second clutch, be sure the clutch pack meets the required clearance. Refer to Paragraph 7–3b.
1. Install the second clutch pack into the transmission (Figure 7–28). Install second clutch backplate 28. Beginning with an internalsplined plate 27, alternately install three inter-
GEAR UNIT
H00038.01
nal-splined plates 27 and three external-tanged plates 26.
Figure 7–28. Installing Second Clut ch Plates SECOND CLUTCH PLATES
SNAPRING
J 24454
MAIN SHAFT GEAR UNIT
THRUST WASHER
H00097.01
Figure 7–27. Installing Gear Un it
7–12
H00039
Figure 7–29. Installing Second Clutch Snapring
Copyright©1996GeneralMotorsCorp.
AS SE MB LY OF TR AN SM IS SI ON 2. Attach center support lifter J 24455 into the recess between the sealring grooves on the support hub (Figure 7–30). 3. If the center support has two grooves machined in the OD of the support, shim 29 is required. Bend the shim to conform to the center support OD. Apply oil-soluble grease to the shim and position it over the fluid supply holes in the center support. Index the boss on the shim into the corresponding fluid passage for retention. When correctly installed, the holes in the support and shim align and the shim lies flush on the support. 4. Apply a light film of fluid on the transmission housing center support bore to aid assembly. 5. Align the tapped hole in the center support (Figure 7–30) with the anchor bolt hole in the transmission housing (Figure 7–31). Install the center support (as assembled in Paragraph 6– 11) and shim 29 (if required). Seat the support firmly against the second clutch snapring.
FOURTH CLUTCH PRESSURE PORT
J 24455 RETAINER RING TANG (4)
TAPPED HOLE
CENTER SUPPORT ASSEMBLY
H00095.01
Figure 7–30. Installing Center Support Assembly
6. Check the support and shim alignment by viewing from the valve body mounting surface. The support and shim should align with all fluid passages in the transmission housing. 7. Remove the lifter from the center support. Start 3
a54new ⁄8-16 10,A) x 3 inch special self-locking (Foldout and chamfered washerbolt 55 into the center support assembly. Earlier models use a 3⁄8-16 x 21⁄4 inch bolt and plain washer. Refer to Paragraph 6–11b for rework to the later configuration.
CENTER SUPPORT BOLT H03314
8. Install snapring 5 (Foldout 8,B) selected in Paragraph 7–3a, to retain the center support. Place the ends of the snapring at the top of the main case. Tighten the center support anchor bolt to 39–46 lb ft (53–62 N·m) (Figure 7–31).
CAUTION: Improper installation of butt-joint sealrings may cause transmission failure. Refer to Paragraph 4–6f for proper installation procedure.
9. Install needle roller thrust bearing race assembly 15 (Foldout 8,A), lube relief scallops and black oxide race up, onto the center support hub. Install two butt-joint sealrings 12 (Foldout 8,B) onto the hub.
Figure 7–31. Tightenin g Center Supp ort Bolt
NOTE: For earlier models, install the needle roller bearing assembly (rollers upward) onto the center support hub. o. Third Clutch Clearance (Foldout 8,B)
1. Starting with external-tanged plate, as shown in Figure 7–32, alternately install three external-tanged plates 4 and three internal-splined plates 3. Note the location of the three sets of double tangs. If the tangs are not positioned as shown, movement of the stationary plates will occur.
Copyright©1996GeneralMotorsCorp.
7–13
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 65 3 AU TO M AT I C T R A N S M I S S I O N S 2. Install backplate 2 and retain it with snapring 1 (Figure 7–33). Using third clutch clearance gauge J 26916, check the clearance between the snapring and backplate. Correct third clutch clearance is 0.050–0.114 inch (1.27–2.90 mm). When the clearance is correct, the first step of the gauge fits between the snapring and the backplate, and the second step does not.
INTERNALSPLINED PLATE
DOUBLE TANGS DOUBLE TANGS
3. If the clearance is not satisfactory, measure the total plate thickness and replace all plates necessary to achieve the correct clearance. If required, the backplate may be replaced by a thicker or thinner plate. p. Fourth Clutch (Foldout 8,A). On earlier models, be sure the needle bearing race is in place on the rear of the fourth clutch housing hub. Align the internal splines of the third clutch plates to the external splines on the fourth clutch housing. Grasp the fourth clutch assembly (as assembled in Paragraph 6–10) by the spring retainer and install it onto the center support hub (Figure 7–34). q. Forward Clutch and Turbine Shaft (Foldout 7,B)
1. Align the internal-splined plates of the fourth clutch, and direct air into the fourth clutch apply port (Figure 7–35). The air applies the fourth clutch and prevents movement of the clutch plates during installation of the forward clutch assembly.
EXTERNALTANGED
DOUBLE TANGS
PLATE
H00021
Figure 7–32. Insta lling Thi rd Clutch Plate s
2. Be sure thrust bearing race assembly 26 is in place (black oxide race and lube scallops facing down) on the fourth clutch housing hub. For earlier models, the needle bearing and race should be securely in place on the forward clutch hub, and the mating race on the hub of fourth clutch housing (Figure 7–35). FOURTH CLUTCH ASSEMBLY
SNAPRING GAP
J 26916
SNAPRING
BACKPLATE
H00146.01
Figure 7–33. Checking Third Clutch Clearanc e
7–14
RETAINER RING TANG
THIRD CLUTCH PISTON H00022
Figure 7–34. Insta lling Fourth Clutch Assem bly
Copyright©1996GeneralMotorsCorp.
AS SE MB LY OF TR AN SM IS SI ON FORWARD CLUTCH ASSEMBLY FOURTH CLUTCH HUB FOURTH CLUTCH BEARING RACE
TURBINE SHAFT GASKET
FORWARD CLUTCH HOUSING
INTERNALSPLINED PLATES (4)
BEARING RACE
H00024
Figure 7–36. Insta lling Front Supp ort Gasket I
CAUTION: Improper installation of butt-joint sealrings may cause transmission failure. Refer to Paragraph 4–6f for proper installation procedure.
AIR SUPPLY H00023.01
Figure 7–35. Installing Forward Clutch Assembly
b. Install thrust bearing race assembly 31 onto the
3. Install the forward clutch assembly (as assembled in Paragraph 6–9) while engaging the fourth clutch hub within the internal-splined plates of the fourth clutch (Figure 7–35). When the forward clutch assembly seats properly, the front surface of the forward clutch housing is approximately 1⁄2 inch (12.7 mm) behind the forward edge of the PTO opening. Another check is to apply air in short bursts to the fourth clutch and watch the forward clutch assembly for an up and down movement. If the assembly does not move, it is properly seated.
hub of support assembly 22, black oxide race and lube scallops up. Install two butt-joint sealrings 32 onto the hub. Retain the bearing and sealrings with oil-soluble grease.
7–4. INSTALLATION OF OIL PUMP AND FRONT SUPPORT (Foldout 7,A) a. Install front support gasket 33 onto the forward clutch housing (Figure 7–36). Be sure the two hooktype sealrings at the base of the turbine shaft are held in place with oil-soluble grease.
NOTE: For earlier models, install the bearing and race assembly (race first) onto the hub of support assembly 22. Check for the race on the front of the forward clutch housing.
c. Lubricate sealring 2 with oil-soluble grease and install it onto support assembly 22. Install two 3⁄8-16 x 6 inch headless guide screws J 24315-1 into the transmission housing (Figure 7–37). Attach front
support lifter J 24473 to the converter ground sleeve. Align all the holes in the front support with the corresponding holes in the transmission housing. Index two of these holes to corresponding holes containing the two guide bolts and install the front support.
Copyright©1996GeneralMotorsCorp.
7–15
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 65 3 AU TO M AT I C T R A N S M I S S I O N S d. Install ten of the twelve 3⁄8-16 x 33⁄8 inch bolts 35 and rubber-covered washers 34 (Figure 7–38). Remove the two guide bolts and install the two remaining bolts 35 and washers 34. Do not tighten the bolts in sequence. Maintain an even pull on the outer perimeter of the support by tightening the first two bolts 180 degrees apart to 15 lb ft (20 N·m). Move approximately 90 degrees around the bolt circle and repeat the operation. Tighten the remaining opposite pairs of bolts. Repeat the entire procedure, tightening all twelve bolts to 24–32 lb ft (33–43 N·m).
7–5. INSTALLATION OF HYDRAULIC CONTROL COMPONENTS NOTE: For MT(B) 650, 653 proceed to Paragraph 7–5c.
J 24473
FRONT SUPPORT
CONVERTER GROUND SLEEVE
a. Control Valve Assembly — MT(B) 640, 643 (Foldout 13)
1. Install governor check ball 49 (if used) into the deep pocket end of the governor pressure recess (Figure 7–39). NOTE: Later model transmissions do not utilize governor check ball 49.
2. With the shift selector valve suitably secured, position the control valve assembly (as assembled in Paragraph 6–6) so the actuator pin enters the housing bore (Figure 7–39). Install the control valve body and retain it with two1⁄4-20 x 3 inch bolts 24 (Foldout 10,A), and sixteen 1⁄4-20 x 21⁄4 inch bolts 28 (Figure 7–40). Earlier models require one 1⁄4-20 x 23⁄4 inch bolt 25 and seventeen 1⁄4-20 x 21⁄4 inch bolts 28 (Figure 7–41). On later models, do not install the two first clutch feed tube retainer bolts. Leave all bolts sufficiently loose to move the valve body for engagement of the selector valve with the shift pin. 3. Later models discontinued the use of the governor oil screen (Figure 7–41). If the screen was not discarded during disassembly, discard it now.
J 24315-1 SHIFT SELECTOR VALVE H00147.01
Figure 7–37. Installing Oil Pump and Front Support Assembly
RUBBER BAND
OIL PUMP AND FRONT SUPPORT ASSEMBLY
CHECK BALL
BOLT (12),3/8-16 x 33/8 in.
RUBBER-COVERED WASHER (12)
H00025.01
CONTROL VALVE ASSEMBLY
ACTUATOR PIN
H03286
Figure 7–38. Tightenin g Oil Pum p and Front Support Bolts
7–16
Figure 7–39. Installing Control Valve Assembly
Copyright©1996GeneralMotorsCorp.
AS SE MB LY OF TR AN SM IS SI ON b. Tube Adapter — MT(B ) 640, 643 (Foldout 10,A)
DETENT LEVER
1. On later models, insert the two governor feed and pressure tubes into tube adapter 20 (Figure 7–40). Place the tube adapter in position on the transmission housing and insert the two tubes into their respective bores in the valve body. Simultaneously insert the first clutch feed tube into its bore in the tube adapter and valve body.
DETENT SPRING BOLT, 1/4-20 x 13/4 in. BOLT (2),1/4-20 x 3 in. BOLT (16),1/4-20 x 21/4 in.
2. On earlier models, insert the first clutch feed
FIRST CLUTCH
tube and the two governor feed and pressure tubes into tube adapter 20 (Figure 7–41). Place the tube adapter in position on the transmission housing and insert the three tubes into their respective bores in the valve body.
FEED
3. Install four 1⁄4-20 x 11⁄4 inch bolts 21 to retain the tube adapter. Tighten the bolts to 8–12 lb ft (11–16 N·m). Use preset torque wrench J 29612 for this operation. 4. Engage the notch in the shift selector valve with the pin on the detent lever (Figure 7–40 or 7–41). Position the detent spring to engage a notch in the detent lever and install one 1⁄4-20 x 13⁄4 inch bolt 26 to retain it. Tighten the bolt to 8–12 lb ft (11–16 N·m).
GOVERNOR PRESSURE GOVERNOR FEED
TUBE ADAPTER H00026.01
Figure 7–40. Installing Tube Adapter — MT 643 (Later Models)
DETENT LEVER SELECTOR VALVE DETENT SPRING BOLT, 1/4-20 x 23/4 in. BOLT, 1/4-20 x 13/4 in.
5. On later models, install the 1⁄4-20 x 3 inch bolts 24 that retain the first clutch feed tube. Working from the center outward, tighten two1⁄4-20 x 3 inch bolts, and sixteen 1⁄4-20 x 21⁄4 inch bolts 28 (Figure 7–40) to 8–12 lb ft (11–16 N·m). Earlier models use one1⁄4-20 x 23⁄4 inch bolt 25 and seventeen 1⁄4-20 x 21⁄4 inch bolts 28. Use preset torque wrench J 29612 for this operation.
BOLT (17),1/4-20 x 21/4 in. CONTROL VALVE ASSEMBLY FIRST CLUTCH FEED GOVERNOR SCREEN GOVERNOR FEED GOVERNOR PRESSURE
NOTE: For MT 640, 643 proceed to Paragraph 7–5f. c. Control Valve Assembly — MT(B) 650, 653 (Foldout 14)
1. Install governor check ball 49 (if used) into the deep pocket end of the governor pressure recess (Figure 7–39). NOTE: Later model transmissions do not utilize governor check ball 49.
TUBE ADAPTER H00093.01
Figure 7–41. Installing Tube Adapter — MT 640, 643 (Earlier Models)
2. With the shift selecto r valve suitably secured, position the control valve assembly (as assembled in Paragraph 6–6) so the actuator pin enters the housing bore (Figure 7–39). Install the control valve body and retain it with two 1⁄4-20 x 3 inch bolts 24 (Foldout 10,A), and sixteen 1⁄4-20 x 21⁄4 inch bolts 28. Earlier
Copyright©1996GeneralMotorsCorp.
7–17
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 65 3 AU TO M AT I C T R A N S M I S S I O N S models require one 1⁄4-20 x 23⁄4 inch bolt 25 and seventeen 1⁄4-20 x 21⁄4 inch bolts 28. Leave the bolts sufficiently loose to move the valve body for engagement of the selector valve, and installation of the bracketed external tubes used on later models.
d. Low Shift Valve Body — MT(B) 650, 653. Install the separator plate and low shift valve (as assembled in Paragraph 6–5) onto the oil transfer plate (Figure 7–46). Install seven 1⁄4-20 x 23⁄4 inch bolts 22 (Foldout 10,A) to retain the low shift valve. Do not tighten the bolts at this time.
3. Later models discontinued the use of the governor oil screen (Figure 7–42). If the screen was not discarded during disassembly, discard it now.
SHIFT SELECTOR VALVE
DETENT LEVER DETENT SPRING
1⁄4-20
4. Retain the oil transfer plate with two x 7⁄8 inch bolts 23 (Figure 7–43). Temporarily install seven 1⁄4-20 x 23⁄4 inch bolts 22 to align the transfer plate. Tighten the two 1⁄4-20 x 7⁄8 inch bolts to 8–12 lb ft (11–16 N·m), and remove the seven temporarily installed bolts 22. 5. Engage the groove in the shift s elector valve with the pin on the detent lever (Figure 7–43). Position the detent spring to engage a notch in the detent lever and install one 1⁄4-20 x 13⁄4 inch bolt 26. Tighten the bolt to 8–12 lb ft (11–16 N·m). 6. If the external tubes illustrated in Figure 7–44 are used, tighten the eighteen control valve bolts, working from the center outward, to 8– 12 lb ft (11–16 N·m). Use preset torque wrench J 29612 for this operation. Then proceed to Paragraph 7–5d. If the external tubes illustrated in Figure 7–45 are used, do not tighten the bolts and proceed with Paragraph 7–5 d.
BOLT, 1/4-20 x 13/4 in. BOLT (16), 1/4-20 x 21/4 in. BOLT (2), x 3 in.
1/4-20
OIL TRANSFER PLATE
BOLT (2),1/4-20 x 7/8 in. H03315
Figure 7–43. Tightening Control Valve Bolts
FORWARD REGULATOR TUBE
CONTROL VALVE ASSEMBLY GOVERNOR OIL SCREEN TUBES
DRIVE 1
OIL TRANSFER PLATE
LOW SHIFT VALVE ASSEMBLY
FIRST TRIMMER LOW AND FIRST FEED H00029
H00027
Figure 7–42. Installing Oil Transfer Plate — MT 650, 653
7–18
Figure 7–44. Installing External Tubes into Valve Bodies — MT 650, 653 (Earlier Models)
Copyright©1996GeneralMotorsCorp.
AS SE MB LY OF TR AN SM IS SI ON e. Valve Tubing — MT(B ) 650, 653 (Foldout 14)
NOTE: The external tubes shown in Figure 7–44 and described in Step (1) were used on earlier models. Later models use external tubes with bolted brackets permanently attached (Figure 7–45) and are described in Steps (2) and (3).
1. Install the valve external tubes in this order: drive-1 tube 87, forward regulator tube 88, first trimmer tube 85, and low and first feed tube 86 (Figure 7–44). The forward-regulator tube is required on some transmissions before S/N 47285. Be sure each tube is seated in its bore. Failure to seat the tubes properly will cause leakage and interference at final torquing. 2. Place each of the bracketed external tubes in their proper positions, inserting the tubes into their respective bores. Locate the brackets on the tubes for their particular valve body retaining bolts. Mark the bolts. Remove the tubes and their corresponding bolts.
3. Install the tubes in this order: drive-1 tube 87, low and first feed tube 86, and first trimmer tube 85. Be sure the tubes are properly seated into their respective bores. Install the bracket retaining bolts, but do not tighten (Figure 7– 45). 4. Working from the center outward, tighten the eighteen control valve body bolts (Figure 7– 45) to 8–12 lb ft (11–16 N·m). Tighten the seven low shift valve body bolts to 8–12 lb ft (11–16 N·m) (Figure 7–46). Use preset torque wrench J 29612 for this operation. f. Modulated Loc kup Valve Assembly (Foldout 15,A)
1. Install the modulated lockup valve body assembly (as assembled in Paragraph 6–4). Install three 1⁄4-20 x 2 inch bolts to retain the valve body (Figure 7–47). If four 1⁄4-20 x 13⁄4 inch bolts (earlier models) were removed during disassembly, use only three bolts for valve body installation. Do not install the fourth bolt. 2. Tighten the bolts to 8–12 lb ft (11–16 N·m) using preset torque wrench J 29612.
LOW SHIFT VALVE ASSEMBLY BOLT (7), x 2 3 ⁄4 in.
1 ⁄4-20
FIRST TRIMMER
CONTROL VALVE BODY
SEPARATOR PLATE OIL TRANSFER PLATE
DRIVE 1
LOW AND FIRST FEED
LOW SHIFT VALVE ASSEMBLY H03316
H03287
Figure 7–45. Installing External Tubes into Valve Bodies — MT 650, 653 (Later Models)
Figure 7–46. Tightening Low Shift Valve Bolts — MT 650, 653
Copyright©1996GeneralMotorsCorp.
7–19
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 65 3 AU TO M AT I C T R A N S M I S S I O N S 7–6. INSTALLATION OF OIL FILTER, PAN, TORQUE CONVERTER
MODULATED LOCKUP VALVE ASSEMBLY OIL FILTER
OIL FILTER SUCTION TUBE SEALRING
CAUTION: When installing the oil filter, filter tube, and sealring, avoid twisting the tube or filter in any way that might pinch, cut, or deform the sealring. An airtight seal must be maintained to enable the oil pump to draw fluid from the sump free of entrained air. a. Oil Fi lter (Stan dard Config uration) (Foldout 10,A).
1. If using a paper element filter, install filter tube 32 into filter 33 (Figure 7–48). Install sealring 31 or 39 onto the upper end of the tube. Apply oil-soluble grease to both the sealring and its bore in the housing. 2. Install filter assembly 30 or 38 and retain it with a 5⁄16-18 x 5⁄8 inch bolt 35 or 42. Tighten the bolt to 10–15 lb ft (14–20 N·m).
H03284
Figure 7–48. Installing Oil Filter — Standard Configuration
b. Oil P an (Foldout 10,A)
1. Install two 5⁄16-18 x 3 inch headless guide
J 3387-2
screws 3387-2 into the housing (Figure J7–49). Install the transmission oil pan gasket. 2. Install the oil pan and retain it with twenty-one washer-head screws 48. Remove the two guide bolts for installation of last two screws. Tighten the screws to 15–20 lb ft (20–27 N·m). Pan bolts must retain a minimum of 5 lb ft (7 N·m) after gasket set to prevent leakage.
GASKET
BOLT (3) No bolt required
OIL PAN
MODULATED LOCKUP VALVE ASSEMBLY
H00011.01 H03317
Figure 7–47. Tightening Modulated Lockup Valve Bolts
7–20
Figure 7–49. Insta lling Oil Pan — Standar d Configuration
Copyright©1996GeneralMotorsCorp.
AS SE MB LY OF TR AN SM IS SI ON c. Oil F ilter Can ister (He avy-Duty Configuration) (Foldout 10,B)
1. Install a new sealring 9 on filter canister 11 neck. Apply a liberal amount of oil-soluble grease to the sealring. 2. Install the canister assembly, secure with hex washer-head screw 10 and 1⁄4-20 x 23⁄4 inch bolt 12 into the low shift valve body. Tighten the screw to 10–15 lb ft (14–20 N·m). Tighten the bolt to 8–12 lb ft (11–16 N·m). d. Oil Pan and Fi lter (Heavy-Duty Configuration) (Foldout 10,B)
1. Install two 5⁄16-18 x 3 inch headless guide bolts J 3387-2 into the transmission housing. Install gasket 28 (Figure 7–50). Install oil pan 25 and retain it with twenty-one washer-head screws 24. Tighten the screws to 15–20 lb ft (20–27 N·m).
2. Attach torque converter lifter J 6795-01 to the torque converter assembly (as assembled in Paragraph 6–3). 3. Suspend the torque converter assembly on a hoist (Figure 7–51). Install the assembly onto the transmission while rotating it to engage the flats on the pump hub with the flats in the transmission oil pump. The splines of the turbine hub (within the converter) must also engage the splines of the turbine shaft. 4. When the converter assembly is seated, measure the distance from the transmission mounting flange to the converter cover (Figure 7–52). This distance should be approximately 9⁄16 inch (14.3 mm). If the measurement is significantly greater than 9⁄16 inch (14.3 mm), raise the converter assembly slightly, rotate it to align the pump hub flats, and reseat it. J 6795-01
2. Install sealrings on filter retainer 16 and filter access lip of pan. Install filter 14 and retainer 16. 3. Install spring 17 in cover 19 and place over the filter retainer. Install 5⁄16-24 x 7⁄8 inch bolt 21 and nut 22 to attach strap 20 to pan. Tighten the bolt to 12–15 lb ft (16–20 N·m).
ASSEMBLED TORQUE CONVERTER FLAT AREA
4. Refer to Paragraph 3–4 for dipstick calibration specifications. e. Torque Con verter (Foldout 6)
H00012.01
1. For transmissions after S/N 49489, check that sealring 49 is lubricated with oil-soluble grease and installed into its groove in pump hub 48 before installing the torque converter assembly. HEX HEAD SCREWS (23)
SEALRING
Figure 7–51. Installing Torque Converter Assembly SCALE
J 6795-01
BAR STOCK
FILTER RETAINER NUT (24),5/16-24 in.
GASKET
H00013.01
H00130
Figure 7–50 . Insta lling Oil Pan and Filter — Heavy-Duty Configuration
Copyright©1996GeneralMotorsCorp.
Figure 7–52. Measuring In stall ed Height of Torque Converter
7–21
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 65 3 AU TO M AT I C T R A N S M I S S I O N S 5. Remove lifter J 6795-01. Install a retaining strap (Figure 7–53) to prevent the torque converter assembly from moving. Keep this strap in place until ready to install the transmission into the vehicle.
NOTE: For MT 640, 643, 650, 653, proceed to Paragraph 7–9.
b. Hose Assemblies, Fittings, and B rackets (Foldout 17,A)
1. Install sealrings 1 and 13 onto elbows 2 and 14. Screw elbow 2 into the transmission housing. Screw elbow 14 into the retarder valve port located at the rear of the retarder valve (Figure 7–56). Tighten the elbows until the sealrings start to compress against the housing. Do not tighten the jam nut.
7–7. INSTALLING RE TARDER EXTERNAL COMPONENTS (MTB 643, 653) GUIDE BOLT (2)
a. Retarder Valve Body (Foldout 17,B)
1. Install two M10 x 1.5 guide bolts (Figure 7–5 4). 2. Install a new gasket 1, separator plate 2, and a new gasket 1 onto the guide bolts (Figure7–54). SEPARATOR PLATE
3. Using the two guide bolts to support the valve, install retarder valve assembly 7 onto the retarder housing (Figure 7–55).
GASKET (2) RETARDER HOUSING H00131
4. Retain the valve body to the retarder housing
Figure 7–54. Insta lling Retarder Valve Gasket and Separator Plate
with 1.5 x 1004, mm 6, mm one M10 nine x 1.5M10 x 45x mm bolt and bolts ten 10 lockwashers 3 and 5. 5. Remove the two guide bolts and install the two remaining bolts and lockwashers. Tighten the twelve bolts to 30–35 lb ft (39–48 N·m).
GUIDE BOLT (2)
RETARDER VALVE BODY RETAINING STRAP
H00014
Figure 7–53. Converter Ret aini ng Strap
7–22
H00132
Figure 7–55. Installing Retarder Valve Body
Copyright©1996GeneralMotorsCorp.
AS SE MB LY OF TR AN SM IS SI ON 2. If converter-out hose assembly 3 does not have hose clamp 4 attached, install a new clamp. Connect the ends of the hose assembly to elbows 2 and 14. Tighten hose coupling nuts to 55–65 lb ft (75–88 N·m). Tighten the jam nuts on elbows 2 and 14 to 25–35 lb ft (34–47 N·m).
6. Install connector 7 into the side of the transmission housing (Figure 7–56). Tighten the connector to 25–35 lb ft (34–47 N·m). 7. Install elbow 18 into the retarder valve body (Figure 7–56). Tighten the elbow between 12– 16 lb ft (16–22 N·m) and at an angle to accept the check valve and feed line.
NOTE:
NOTE:
Hose clamp bracket 12 is retained to the adapter
• Check valve 17 must be installed with the flow arrow (on side of valve) pointing upward.
housing by one of the retarder housing bolts (Figure 7–56). If bracket 12 was not previously installed, install it now.
• Do not mix current clutch feed hose 15 and fitting 16 with the earlier hose and fitting. Refer to the current Parts Catalog PC1316EN.
3. Install one 5⁄16-18 x 1⁄2 inch bolt 5 through hose clamp 4 and hose clamp bracket 12. Retain the bolt, clamp, and bracket together with one 5⁄16 inch lockwasher 11 and one 5⁄16-18 hex nut 10. Tighten the nut to 120–144 lb in. (14–16 N·m). 4. Install sealrings 6 and 9 onto flared tube connectors 7 and 8. 5. Install connector 8 into the center port in the front of the retarder valve (Figure 7–56). Tighten the connector to 25–35 lb ft (34–47 N·m).
TO RETARDER CLUTCH
RETARDER CONTROL VALVE
8. Attach check valve 17 onto elbow 18 and tighten the valve to 12–15 lb ft (16–21 N·m). Install fitting 16 into check valve 17 and tighten the fitting to 12–15 lb ft (16–21 N·m). Attach clutch feed hose assembly 15 to fitting 16 and elbow 23 (Foldout 18,A). Tighten the hose coupling nuts to 16–20 lb ft (22–27 N·m).
7–8. INSTALLING GOVERNOR AND GOVERNOR COVER a. Install governor by pushing(Figure it inward with a the slight rotation,assembly counter-clockwise 7–57 or 7–58).
HOSE CLAMP AND BRACKET CONVERTER-OUT HOSE ASSEMBLY
OUTPUT SHAFT REAR COVER GOVERNOR
ADAPTER HOUSING
CHECK VALVE
COOLER OIL TO LUBE CONNECTORS
TRANSMISSION HOUSING
H00136.2
Figure 7–56. Exter nal Hose Con necti ons (Earlier Models)
H00145
Figure 7–57. Insta lling Gover nor Assembly — MT 640, 643, 650, 653
Copyright©1996GeneralMotorsCorp.
7–23
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 65 3 AU TO M AT I C T R A N S M I S S I O N S REAR COVER GOVERNOR COVER BOLT (4) 5/16-18 x 11/16 in.
ADAPTER HOUSING GOVERNOR ASSEMBLY H00133 I
Figure 7–58. Insta lling Gover nor Assembly — MTB 643, 653
b. For MT 640, 643, 650, and 653, install the governor cover gasket and cover (Figure 7–59). Retain the cover with four 5⁄16-18 x 11⁄16 inch bolts. Tighten the bolts to 15–20 lb ft (20–27 N·m).
H00134.01
Figure 7–59. Insta lling Gover nor Cover — MT 640, 643, 650, 653 .
GASKET
c. For MTB 643 and 653, install the governor cover gasket and cover (Figure 7–60). Retain the cover with four M8 x 1.25 x 25 bolts and M8 lockwashers. Tighten the bolts to 13–16 lb ft (18–22 N·m).
COVER
NOTE: For MTB 643, 653, proceed to Paragraph 7–10.
7–9. INSTALLATION OF OUTPUT COMPONENTS (MT 640, 643, 650, 653) a. Governor and Speedometer Drive Gears, Rear Bearing BOLT (4), M8 x 1.25 x 25 mm
1. For MT 640, 643, install governor drive gear 1 (Foldout 12,A), slot first, onto the output shaft assembly (Figure 7–61). Engage the slot in the drive gear with the protruding pin on the output shaft. Install speedometer drive gear 2 or speed sensor wheel 3, and sleeve spacer 4 (if used) onto the output shaft. Place ball bearing 21 (Foldout 12,A) into the rear cover. Using installer J 24446, install the bearing into the cover (Figures 7–62). Seat the bearing at the bottom of its bore against snapring 28 (earlier models) or the cast surface of the rear cover. 7–24
LOCKWASHER, M8 (4)
H00099.01
Figure 7–60. Installing Governor Cover — MTB 643, 653
2. For MT 650, 653, install governor drive gear 8 (Foldout 12,B), slot first, onto the output shaft assembly (Figure 7–61). Engage the slot in the drive gear with the protruding pin on the output shaft. Install speedometer drive gear 9 or speed sensor wheel 10, and sleeve spacer 11 (if used) onto the output shaft. Place ball bearing 29 (Foldout 12,B) into the rear cover. Using installer J 24447 with J 24202-4, install the
Copyright©1996GeneralMotorsCorp.
AS SE MB LY OF TR AN SM IS SI ON bearing into the cover (Figures 7–63). Seat the bearing at the bottom of its bore against snapring 28 (earlier models) or the cast surface of the rear cover. 3. Secure the rear bearing with beveled snapring 22 (Foldout 12,A) or 30 (Foldout 12,B) (Figure 7–64). Be sure the beveled side of the snapring faces the rear of the transmission, and the snapring is fully expanded into the groove of the housing.
J 24446
b. Oil Seal, Dust Shield REAR COVER
1. Lubricate and pack oil seal 23 (Foldout 12,A) or 31 (Foldout 12,B) with a high-temperature grease that conforms to MIL-G-3545A. Place the seal on oil seal installer J 24448 (MT 640, 643) or J 24620-A (MT 650, 653), sealing lip away from installer. Insert the seal installer and the seal into the rear cover and drive the seal into the bore until its rearward surface is 1.03– 1.07 inch (26.2–27.2 mm) below the rear face of the cover assembly (Figure 7–65). The installer seats against the rear cover hub when the seal is properly positioned.
H00135.01
Figure 7–62. Insta lling Output Sh aft Rear Bearing — MT 640, 643
J 24447 J 24202-4 REAR COVER ASSEMBLY
OUTPUT SHAFT GEAR
PIN SLOT H00016.01 H00015
Figure 7–61. Installing Govern or Drive Gear
Figure 7–63. Insta lling Outpu t Shaft Rear Bearing — MT 650, 653
Copyright©1996GeneralMotorsCorp.
7–25
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 65 3 AU TO M AT I C T R A N S M I S S I O N S 2. Place dust shield 24 (Foldout 12,A) or 32 (Foldout 12,B) onto dust shield installer J 24198, concave side first (Figure 7–66). Drive the seal into the rear cover until it is flush with, to 0.040 inch (1.02 mm) below the rear face of the rear cover assembly (the installer will seat on the rear face). 3. For MT 640 and 643, refer to Paragraph 3–17g for installation of the output flange retaining bolt.
7–10. REMOVAL OF TRANSMISSION FROM OVERHAUL STAND AND INSTALLATION OF NEUTRAL START SWITCH a. Supporting Transmission
1. Attach a sling to the transmission (Figure 7– 67). Support the transmission and remove it from the holding fixture. 2. Remove the bolts, adapter, and adapter plate. Lower the transmission to a supporting surface, and remove the sling.
BEARING SNAPRING
b. Installing PTO Cover (Foldout 10,A)
REAR COVER ASSEMBLY
1. Install gasket 5 and cover 6. 2. Retain the cover with six 3⁄8-16 x 3⁄4 inch bolts 7. Tighten the bolts to 15–20 lb ft (20–27 N·m). 3. If not previously installed, install the neutral start switch with socket wrench J 33410 using partial turns of the wrench. Torque the switch to 50–60 lb ft (68–81 N·m). Make sure the tool is not contacting the transmission housing
H00018.01
when verifying the final torque reading.
Figure 7–64. Installing Rear Bearing Sna pring J 24202-4
J 24202-4
J 24448 (MT 640, 643) J 24620-A (MT 650, 653)
J 24198 DUST SHIELD
OIL SEAL REAR COVER ASSEMBLY REAR COVER ASSEMBLY
H00019.01 H00017.01
Figure 7–65. Insta lling Output Sha ft Oil Seal
7–26
Figure 7–66. Insta lling Dust Shi eld
Copyright©1996GeneralMotorsCorp.
AS SE MB LY OF TR AN SM IS SI ON BOLT (6) 3/8-16 x 13/4 in.
J 23642-01
ing pad. Place the required shims (or gaskets) on the guide bolts.
CAUTION:
J 24462-1
The transmission and PTO can be damaged if the PTO is installed with its drive gear to the front of the PTO drive gear.
5. If the PTO has a manual disconnect, be sure that the disconnect lever is in the disconnect position. When the PTO is installed on the mounting pad, the PTO driven gear must be to the rear of the PTO drive gear in the transmission. WASHER (6)
J 3289-20
H00010.01
Figure 7–67. Removing Transmission from Overhaul Stand
7–11. CHECKING SHIFT POINTS Refer to Paragraph 3–13 for shift point checks and adjustments.
7–12. POWER TAKEOFF COMPON ENTS CAUTION: Cork or other soft gasket material cannot be used to mount the PTO. Use only the shims or gaskets recommended by the PTO manufacturer. a. Establishing PTO Backlash
1. Be sure the mounting pad is clean and free of burrs, debris, and shims. Position tool J 34814 (Figure 7–68) onto the pad so that the gauge pin is between two drive-gear teeth. 2. Tighten the two hold-down bolts. 3. Measure the height between the gauge pin and base plate (Figure 7–68) with a feeler gauge. Refer to the chart for the quantity of shims or gaskets required to establish gear backlash of 0.006–0.029 inch (0.15–0.73 mm). 4. Place the shim(s) onto the mounting pad and install two headless guide bolts, one into the top and one into the bottom of the PTO mount-
6. Install the PTO on the mounting pad and tighten the six mounting bolts to 26–32 lb ft (35–43 N·m). 7. Connect the lubrication line (if used). b. New In stallation
1. Contact Allison Transmission Division of General Motors for approval of planned installation, or for recommendations.
2. Speeds, type must of duty, requirements, and other factors be power considered when adding a PTO to a transmission. If the job requirements of the PTO cannot be fully met by the transmission, the installation will not be satisfactory. Also, the transmission could be damaged. 3. Install th e PTO as described in Pa ragraph 7–12 a . 4. If a lubrication source is required, the return line from cooler-to-transmission may be tapped. Provide a 0.032 inch (0.81 mm) restriction in the lubrication circuit (usually already provided in the PTO assembly).
CAUTION:
Do not remove lubrication regulator valve adapter 9 (Foldout 10,A). Remove only the fluid line or fitting that connects to the adapter. Drill and tap the fitting or hose end to provide PTO lubrication.
Copyright©1996GeneralMotorsCorp.
7–27
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 65 3 AU TO M AT I C T R A N S M I S S I O N S TRANSMISSION MAIN CASE
BASE PLATE GAUGE PIN MEASUREMENT
PTO PAD
HOLD-DOWN BOLT J 34814
PTO DRIVE GEAR
MEASUREMENT
CORRECTION
0.011–0.046 inch (0.27–1.16 mm)
Correct Height
One 0.030 inch Gasket (One 0.76 mm Gasket)
0.047–0.070 inch (1.19–1.78 mm)
Correct Height
Two 0.030 inch Gaskets (Two 0.76 mm Gaskets)
Figure 7–68. Measuring Converter-Driven PTO Backlash .
7–28
Copyright©1996GeneralMotorsCorp.
V02394
Section 8 — WEAR LIMITS AND SPRING DATA 8–1.
WEAR LIMITS DATA
wear due to rubbing adjacent parts, or permanent set. Discard springs which do not meet the load-height specifications in the spring chart.
a. Maximum Variations. Wear limit information in this section shows the maximum wear at which components are expected to perform satisfactorily. Table 8–1 b. Spring inspection criteria (load vs height) and lists the wear limits data and is referenced to the exploded identification characteristics are presented in Table 8–2. views (Foldouts 6 through 19) in the back of this manual. The spring data is referenced to the exploded views (Foldouts 6 through 19) in the back of this manual. b. Cleaning and Inspection. Parts must be clean to
permit effective inspection for wear or damage. Refer to Paragraph 4–5.
NOTE: Where more than one spring part number is listed
8–2. SPRING DATA a. Springs must be clean to permit effective inspection. Replace springs if there are signs of overheating,
for the same location, refer to the current Parts Catalog PC1316EN to determine which spring is used in your specific assembly number.
Table 8–1 . Wear Lim its Wear Limit Illustration Foldout 6
Description
inch
( m m)
TORQUE C ONVERTER, L OCKUP CLUTCH
7
Bushing, maximum clearance on turbine shaft 5 (Foldout 7,B)
0.0045
10
Piston, face wear
No scoring permitted
12
Clutchplate,minimumthickness
14
Backplate,facewear
26 24, 25 32
0.175
0.114 4.45
Noscoringpermitted
Side plates, maximum ID
2.857
Stator thrust washer in stator, minimum thickness (measure across thrust face and needle bearing with bearing installed) Rollerrace,diameter
72.57 0.435
11.05
Noscoringpermitted
Foldout 7,A OIL PUMP, FRONT SUPPORT ASSEMBLY
6
8
Bushing, maximum clearance on pump hub 39 or 48 (Foldout 6) 0.68 inch wide pump
0.005
0.127
0.82 inch wide pump
0.012
0.305
Drivengear Maximum end clearance Maximumdiametralclearance
9 Foldout 7,B
22
Drivegear,maximumendclearance
0.003 0.0084 0.002
0.076 0.213 0.051
FORWARD CL UTCH, TUR BINE SHAFT
External-tanged clutch plate Minimum thickness Maximum cone
0.0955 0.010
Copyright©1996GeneralMotorsCorp.
2.426 0.25
8–1
MT(B) 640, 643, 650, 65 3 AUTO MATIC TRANSMISSIONS Table 8–1. Wear Lim its (cont’d) Wear Limit Illustration
23
Description
0.090
Maximum cone
0.010
Minimumdepthofoilgrooves
3
Clutch backplate
4
Internal-splined plate
Minimumthicknessatclutchplatecontactarea Minimum thickness
2.426
0.010
0.25
0.476 0.010
12.09 0.25
0.450 0.010
11.43 0.25
Backplate (No. 9) Minimum thickness
0.463
Maximum step wear
0.010
11.76 0.25
Internal-splined plate Minimum thickness
0.117
Maximum cone
0.010
Minimumdepthofoilgrooves
0.008
2.97 0.25 0.20
External-tanged plate Minimum thickness
0.0955
Maximum cone
8–2
0.20
Backplate (No. 8) Maximum step wear
14
0.008
2.29 0.25
THIRD CLUTCH, CENTER SUPPORT, SECOND CLUTCH
Minimum thickness
4, 26
6.40
Backplate (No. 7) Minimum thickness Maximum step wear
3, 27
0.252
0.0955
Maximum cone
2
6.30
External-tanged plate Minimum thickness
2
0.248
0.010
Minimumdepthofoilgrooves
2
0.20
0.090
Maximum cone
Foldout 8,B
0.008
2.29 0.25
Fourth clutch driving hub
Minimumthicknessatclutchplatecontactarea Foldout 8,A FOURTH CLUTCH
5
( m m)
Internal-splined clutch plate Minimum thickness
24
i nch
0.010
Bushing, maximum clearance on sun gear shaft 23 (Foldout 9,B) or 23 (Foldout 9,A)
Copyright©1996GeneralMotorsCorp.
0.006
2.426 0.25 0.152
WEAR LIMITS AND SPRING DATA Table 8–1. Wear Limits (cont’d) Wear Limit Illustration
Description
inch
( m m)
Foldout 9 ,A GEAR UNIT, MAIN SHA FT — MT 6 40, 643
1
Thrustwasher,minimumthickness
0.092
2.34
3
Thrustwasher,minimumthickness
0.091
2.31
Front carrier bushing, maximum clearance on front sun gear 2
0.0049
0.124
Thrustwasher,minimumthickness
0.091
2.31
26, 35 36
Sun gear shaft bushing, maximum clearance on main shaft 35 Thrustwasher,minimumthickness
0.006 0.091
0.152 2.31
51, 35
Output shaft bushing, maximum clearance on main shaft 35
0.0065
0.165
2, 11 12
Foldout 9,B
1 3,47 2, 11 12 26, 35
GEAR UNIT, MAIN SHAFT — MT 650, 6 53
Thrustwasher,minimumthickness Thrustwasher,minimumthickness
0.092 0.091
2.34 2.31
Front carrier bushing, maximum clearance on front sun gear 2
0.0049
0.124
Thrustwasher,minimumthickness
0.091
2.31
Sun gear shaft bushing, maximum clearance on main shaft 35
0.006
0.152
Foldout 11,A FIRST CLUTCH, RE AR PLANETARY RING GEA RS
2
Backplate(No.4),minimumthickness
0.702
17.83
2
Backplate(No.5),minimumthickness
0.671
17.04
2
Backplate(No.6),minimumthickness
0.640
16.26
3
Internal-splined plate Minimum thickness
0.090
Maximum cone
0.010
Minimumdepthofoilgrooves 4
0.008
2.29 0.25 0.20
External-tanged plate Minimum thickness
0.0955
Maximum cone
0.010
2.426 0.25
Foldout 11,B LOW CLUTCH PLANETARY, ADAPTER HOUSI NG MT 650, 653
2,5
Thrustwasher,minimumthickness
0.091
2.31
7,16
Thrustwasher,minimumthickness
0.123
3.12
15, 19
Carrier bushing, maximum clearance on hub of ring gear 19
0.0049
0.124
17
External-tangedplate,minimumthickness
0.0955
2.426
18
Internal-splinedplate,minimumthickness
0.117
2.97
Copyright©1996GeneralMotorsCorp.
8–3
MT(B) 640, 643, 650, 65 3 AUTO MATIC TRANSMISSIONS Table 8–1. Wear Lim its (cont’d) Wear Limit Illustration
Description
i nch
( m m)
Foldout 12,A REAR COVER COMPONENTS — MT 640, 643
27,6
Governor,maximumclearanceinrearcoverbore
0.0035
0.089
Foldout 12,B OUTPUT SHAFT, REAR COVER COMPONENTS MT 650, 653
2
Output shaft bushing Maximum clearance on main shaft 35 (Foldout 9,B)
35,13
Governor,maximumclearanceinrearcoverbore
0.0065 0.0035
0.165 0.089
Foldout 17,A RETARDER ACCUMULATORS AND GOVERNOR MTB 643, 653
35
Governor, maximum clearance in retarder housing bore
0.0035
0.089
3.270
83.06
Foldout 18,A RETARDER HOUSING — MTB 643, 653
6
Accumulatorpistonbores,maximumdiameter
Foldout 18,B RETARDER CLUTCH — MTB 643, 653
6
External-splined clutch plate Minimum thickness
0.117
Maximum cone 7
15
8–4
0.010
2.97 0.25
Internal-splined clutch plate Minimum thickness
0.156
Maximum cone
None permitted
Backplate, minimum thickness at clutch plate contact area
Copyright©1996GeneralMotorsCorp.
0.312
3.96 7.92
Table 8–2. Spring Data Length Under Load
C o p y ri g h t © 1 9 6 G e n e arl M o to sr C o r p .
F ol d ou t
Ref
6
33
Statorfreewheelroller
7,A
12
Main-pressure regulator valve
7,A
16
Spr i ng
Lockupvalve
P ar tNo.
6774966
C ol orC ode
Spring Wire Dia.* OD in. (mm) in. (mm)
(Notacoil-typespring)
Free Length in. (mm)
in. (mm)
lb (N)
0.64 (16.3)
0.30 (7.6)
0.15–0.33 (0.7–1.5)
6834531
Solidyellow
16
0.112 (2.85)
0.812 (20.62)
3.32 (84.3)
2.01 (51.1)
58.50–64.50 (260.2–286.9)
6880552
Solidwhite
15
0.121 (3.05)
0.830 (21.08)
3.16 (80.3)
1.93 (49.0)
76.40–84.40 (339.8–375.4)
0.080 (2.03)
0.690 (17.53)
2.84 (72.1)
1.46 (37.1)
26.10–28.90 (116.1–128.6)
6836277
Solidyellow
15
6836278
Solidorange
15
0.080 (2.03)
0.690 (17.53)
3.05 (77.5)
1.46 (37.1)
30.30–33.50 (134.8–149.0)
10
0.080 (2.03)
0.468 (11.89)
1.21 (30.7)
1.00 (25.4)
23.40–28.60 (104.1–127.2)
7,A
24
Converter pressure regulator valve
6773551
Solid red, white stripe
7,B
10
Centrifugalvalve
6882639
Solidwhite
11
0.041 (1.04)
0.330 (8.38)
0.87 (22.1)
0.60 (15.2)
4.75–5.25 (21.1–23.4)
6883236
Solidred
9.5
0.048 (1.21)
0.371 (9.42)
0.96 (24.4)
0.60 (15.2)
9.50–10.50 (42.3–46.7)
10
0.041 (1.04)
0.270 (6.86)
0.760 (19.3)
0.61 (15.4)
5.7–6.3 (25.4–28.0)
23013747 Solid light green 7,B
17
Forwardclutch piston
6836773
No color code
3.1
0.281 (7.14)
4.072 (103.43)
3.30 (83.8)
1.28 (32.5)
157.5–192.5 (700–856)
8,A
8
Fourthclutchpiston
6836773
Nocolorcode
3.1
0.281 (7.14)
4.072 (103.43)
3.30 (83.8)
1.28 (32.5)
157.5–192.5 (700–856)
8,B
8
Thirdclutchpiston
6831656
Solidgreen
11.5
0.041 (1.04)
0.385 (9.78)
1.29 (32.8)
0.81 (20.6)
4.30–5.70 (19.1–25.4)
0.047 (1.19)
0.359 (9.13)
1.31 (33.2)
0.80 (20.3)
10.84–11.44 (48.2–50.9)
23011242 No color code
8 – 5
No. Coils
* Mean dimension shown.
12.5
W E A R L IM I T S A N D S P R I N G D A T A
8 – 6
C o p y ri g h t © 1 9 6 G e n e arl M o to sr C o r p .
Table 8–2. Spring Data(cont’d) Length Under Load
F ol d ou t
Ref
8,B
20
Spr i ng
Secondclutchpiston
P ar tNo.
6831656
C ol orC ode
Solidgreen
No. Coils
11.5
Spring Wire Dia.* OD in. (mm) in. (mm)
Free Length in. (mm)
in. (mm)
lb (N)
0.41 (1.04)
0.385 (9.78)
1.29 (32.8)
0.81 (20.6)
4.30–5.70 (19.1–25.4)
23011242 No color code
12.5
0.047 (1.19)
0.359 (9.13)
1.31 (33.2)
0.80 (20.3)
10.84–11.44 (48.2–50.9)
10,A
14
Lubrication regulator valve
6830180
Solidwhite
17.5
0.065 (1.65)
0.680 (17.27)
3.09 (78.5)
1.30 (33.0)
11.25–13.75 (50.0–61.2)
11,A
10
First clutch piston
6835391
Solid blue, yellow stripe
11.5
0.044 (1.12)
0.461 (11.71)
1.50 (38.1)
0.84 (21.3)
4.95–5.49 (22.0–24.4)
6880251
Solid or ange, yellow stripe
10
0.063 (1.60)
0.450 (11.54)
1.28 (32.5)
0.95 (24.1)
13.6–16.4 (61–73)
Solid blue, yellow stripe
11.5
0.044 (1.12)
0.461 (11.71)
1.50 (38.1)
0.84 (21.3)
4.95–5.49 (22.0–24.4)
6880251
Solid or ange, yellow stripe
10
0.063 (1.60)
0.450 (11.54)
1.28 (32.5)
0.95 (24.1)
13.6–16.4 (61–73)
6833935
Solidblue
9
0.054 (1.37)
0.640 (16.26)
2.17 (55.1)
1.15 (29.2)
8.60–9.10 (38.3–40.5)
6833941
Solid blue, white stripe
13.5
0.062 (1.57)
0.640 (16.26)
2.15 (54.6)
1.15 (29.2)
9.35–9.85 (41.6–43.8)
6833942
Solidwhite
12
0.054 (1.37)
0.640 (16.26)
2.50 (63.5)
1.15 (29.2)
7.85–8.35 (34.9–37.1)
6834576
Solid or ange, yellow stripe
12
0.054 (1.37)
0.640 (16.26)
2.39 (60.7)
1.15 (29.2)
7.18–7.68 (31.9–34.2)
6834902
Solidorange
13
0.059 (1.50)
0.640 (16.26)
2.41 (61.2)
1.15 (29.2)
9.95–10.45 (44.3–46.5)
6834903
Solid white, yellow stripe
12
0.054 (1.37)
0.640 (16.26)
2.22 (56.4)
1.15 (29.2)
6.10–6.70 (27.1–29.8)
6835309
Solid yellow, blue stripe
12
0.054 (1.37)
0.640 (16.26)
2.32 (58.9)
1.15 (29.2)
6.75–7.25 (30.0–32.3)
11,B
13
22
15
Low clutch piston
1–2 shift valve (MT 640, 643)
* Mean dimension shown.
6835391
M T (B ) 6 4 0 , 6 4 3 , 6 5 0 , 6 5 3 A U T O M A T IC T R A N S M IS S I O N S
Table 8–2. Spring Data(cont’d) Length Under Load
F ol d ou t
Ref
13 (cont’d)
15
Spr i ng
1–2 shift valve (MT 640, 643)
C o p y ri g h t © 1 9 6 G e n e arl M o to sr C o r p .
P ar tNo.
C ol orC ode
* Mean dimension shown.
Spring Wire Dia.* OD in. (mm) in. (mm)
Free Length in. (mm)
in. (mm)
lb (N)
6837454
Solidyellow
10.8
0.062 (1.57)
0.672 (17.07)
1.98 (50.3)
1.15 (29.2)
8.22–8.72 (36.6–38.8)
6884934
No color, yellow stripe
12
0.054 (1.37)
0.640 (16.26)
2.23 (56.6)
1.15 (29.2)
6.20–6.80 (27.5–30.2)
6884937
No color, red stripe
12
0.054 (1.37)
0.640 (16.26)
2.40 (61.0)
1.15 (29.2)
7.20–7.80 (32.0–34.7)
6885007
Solid white, orange stripe
12
0.054 (1.37)
0.640 (16.26)
2.07 (52.6)
1.15 (29.2)
5.20–5.80 (23.1–25.8)
6885065
Solidblue
0.054 (1.37)
0.640 (16.26)
1.82 (46.2)
1.15 (29.2)
3.75–4.25 (16.7–18.9)
12
23011980 Solid red , white stripe
12
0.054 (1.37)
0.640 (16.26)
2.11 (53.6)
1.15 (29.2)
5.50–6.00 (24.5–26.7)
23012946 Solid o range, yellow stripe
12
0.054 (1.37)
0.640 (16.26)
2.39 (60.7)
1.15 (29.2)
7.18–7.68 (32.0–34.2)
23012950 Solid wh ite, blu e stripe
12
0.054 (1.37)
0.640 (16.26)
2.90 (73.7)
1.15 (29.2)
10.15–10.85 (45.2–48.3)
23012952 Solid orange, red stripe
9
0.054 (1.37)
0.640 (16.26)
2.17 (55.1)
1.15 (29.2)
8.60–9.10 (38.3–40.5)
13.5
0.062 (1.57)
0.640 (16.26)
2.15 (54.6)
1.15 (29.2)
9.35–9.85 (41.6–43.8)
23013276 Solid blue, red stripe
12
0.054 (1.37)
0.640 (16.26)
2.36 (59.9)
1.15 (29.2)
6.95–7.55 (30.9–33.6)
23017031 Solid o range, black stripe
12
0.054 (1.37)
0.640 (16.26)
2.36 (59.9)
1.15 (29.2)
6.95–7.55 (30.9–33.6)
23017043 Solid light green, black stripe
12
0.054 (1.37)
0.640 (16.26)
2.23 (56.6)
1.15 (29.2)
6.2–6.8 (28–30)
23017044 Solid red , black stripe
12
0.054 (1.37)
0.640 (16.26)
2.28 (57.9)
1.15 (29.2)
6.45–7.05 (28.7–31.4)
23012955 Solid gr een, blu e stripe
8 – 7
No. Coils
W E A R L IM I T S A N D S P R I N G D A T A
8 – 8
C o p y ri g h t © 1 9 6 G e n e arl M o to sr C o r p .
Table 8–2. Spring Data(cont’d) Length Under Load
F ol d ou t
Ref
13 (cont’d)
15
13
21
Spr i ng
1–2 shift valve (MT 640, 643)
2–3 shift valve (MT 640, 643)
* Mean dimension shown.
P ar tNo.
C ol orC ode
No. Coils
Spring Wire Dia.* OD in. (mm) in. (mm)
Free Length in. (mm)
in. (mm)
lb (N)
23017045 Solid light blue, purple stripe
12
0.054 (1.37)
0.640 (16.26)
2.40 (61.0)
1.15 (29.2)
7.2–7.8 (32–35)
23017046 Solid ye llow, purple stripe
12
0.054 (1.37)
0.640 (16.26)
2.44 (62.0)
1.15 (29.2)
7.45–8.05 (33.2–35.8)
23017047 Solid o range, purple stripe
12
0.054 (1.37)
0.640 (16.26)
2.48 (63.0)
1.15 (29.2)
7.7–8.3 (34–37)
6833935
Solidblue
9
0.054 (1.37)
0.640 (16.26)
2.17 (55.1)
1.15 (29.2)
8.60–9.10 (38.3–40.5)
6833941
Solid blue, white stripe
13.5
0.062 (1.57)
0.640 (16.26)
2.15 (54.6)
1.15 (29.2)
9.35–9.85 (41.6–43.8)
6834576
Solid or ange, yellow stripe
12
0.054 (1.37)
0.640 (16.26)
2.39 (60.7)
1.15 (29.2)
7.18–7.68 (31.9–34.2)
6834902
Solidorange
13
0.059 (1.50)
0.640 (16.26)
2.41 (61.2)
1.15 (29.2)
9.95–10.45 (44.3–46.5)
6837454
Solidyellow
10.8
0.062 (1.57)
0.672 (17.07)
1.99 (50.4)
1.15 (29.2)
8.22–8.72 (36.6–38.8)
6838356
Solid bl ue, yellow stripe
14
0.062 (1.57)
0.640 (16.26)
2.43 (61.7)
1.15 (29.2)
11.45–11.95 (50.9–53.2)
6883665
Solid white, green stripe
12
0.054 (1.37)
0.640 (16.26)
2.82 (71.6)
1.15 (29.2)
9.65–10.35 (42.9–46.0)
6884947
Nocolorcode
0.054 (1.37)
0.640 (16.26)
2.86 (72.6)
1.15 (29.2)
9.90–10.60 (44.0–47.2)
6884951
No color, orange stripe
14
0.062 (1.57)
0.640 (16.26)
2.40 (61.0)
1.15 (29.2)
11.25–11.75 (50.0–52.3)
6884952
No color, white stripe
14
0.062 (1.57)
0.640 (16.26)
2.43 (61.7)
1.15 (29.2)
11.50–12.00 (51.2–53.4)
6884953
No color, green stripe
14
0.062 (1.57)
0.640 (16.26)
2.45 (62.2)
1.15 (29.2)
11.75–12.25 (52.3–54.5)
12
M T (B ) 6 4 0 , 6 4 3 , 6 5 0 , 6 5 3 A U T O M A T IC T R A N S M IS S I O N S
Table 8–2. Spring Data(cont’d) Length Under Load
F ol d ou t
Ref
13 (cont’d)
21
Spr i ng
2–3 shift valve (MT 640, 643)
C o p y ri g h t © 1 9 6 G e n e arl M o to sr C o r p .
C ol orC ode
27
3–4 shift valve (MT 640, 643)
* Mean dimension shown.
Spring Wire Dia.* OD in. (mm) in. (mm)
Free Length in. (mm)
in. (mm)
lb (N)
23012949 Solid blue, green stripe
12
0.054 (1.37)
0.640 (16.26)
2.94 (74.7)
1.15 (29.2)
10.35–11.15 (46.1–49.6)
23012950 Solid wh ite, blu e stripe
12
0.054 (1.37)
0.640 (16.26)
2.90 (73.7)
1.15 (29.2)
10.15–10.85 (45.2–48.3)
23012952 Solid orange, red stripe
9
0.054 (1.37)
0.640 (16.26)
2.17 (55.1)
1.15 (29.2)
8.60–9.10 (38.3–40.5)
13.5
0.062 (1.57)
0.640 (16.26)
2.15 (54.6)
1.15 (29.2)
9.35–9.85 (41.6–43.8)
23012956 Solid red , blue stripe
13
0.059 (1.50)
0.640 (16.26)
2.41 (61.2)
1.15 (29.2)
9.95–10.45 (44.3–46.5)
23013267 Solidy ellow
12
0.054 (1.37)
0.640 (16.26)
2.57 (65.3)
1.15 (29.2)
8.20–8.80 (36.5–39.1)
23013269 Solidorange
12
0.054 (1.37)
0.640 (16.26)
2.69 (68.3)
1.15 (29.2)
8.90–9.60 (39.6–42.7)
23013271 Solid blue, yellow stripe
12
0.054 (1.37)
0.640 (16.26)
2.73 (69.3)
1.15 (29.2)
9.15–9.85 (40.7–43.8)
23013272 Solidwhite
12
0.054 (1.37)
0.640 (16.26)
2.78 (70.6)
1.15 (29.2)
9.40–10.10 (41.8–44.9)
23017028 Solid ye llow, black stripe
12
0.054 (1.37)
0.640 (16.26)
2.65 (67.3)
1.15 (29.2)
8.65–9.35 (38.5–41.6)
23017049 Solid light green, purple stripe
14
0.062 (1.57)
0.640 (16.26)
2.37 (60.2)
1.15 (29.2)
11–11.5 (49–51.2)
23045294 Solid light blue, end color red
13.7
0.056 (1.42)
0.640 (16.26)
2.92 (74.2)
1.15 (29.2)
10.35–11.15 (46.0–49.6)
0.054 (1.37)
0.640 (16.26)
2.17 (55.1)
1.15 (29.2)
8.60–9.10 (38.3–40.5)
0.062 (1.57)
0.640 (16.26)
2.15 (54.6)
1.15 (29.2)
9.35–9.85 (41.6–43.8)
23012955 Solid gr een, blu e stripe
13
8 – 9
P ar tNo.
No. Coils
6833935
Solidblue
6833941
Solid blue, white stripe
9 13.5
W E A R L IM I T S A N D S P R I N G D A T A
8 – 1 0
Table 8–2. Spring Data(cont’d) Length Under Load
F ol d ou t
Ref
13 (cont’d)
27
Spr i ng
3–4 shift valve (MT 640, 643)
C o p y ri g h t © 1 9 6 G e n e arl M o to sr C o r p .
P ar tNo.
C ol orC ode
Spring Wire Dia.* OD in. (mm) in. (mm)
Free Length in. (mm)
in. (mm)
lb (N)
6833942
Solidwhite
12
0.054 (1.37)
0.640 (16.26)
2.50 (63.5)
1.15 (29.2)
7.85–8.35 (34.9–37.1)
6834902
Solidorange
13
0.059 (1.50)
0.640 (16.26)
2.41 (61.2)
1.15 (29.2)
9.95–10.45 (44.3–46.5)
6837454
Solidyellow
10.8
0.062 (1.57)
0.672 (17.07)
1.99 (50.4)
1.15 (29.2)
8.22–8.72 (36.6–38.8)
6884947
Nocolorcode
12
0.054 (1.37)
0.640 (16.26)
2.86 (72.6)
1.15 (29.2)
9.90–10.60 (44.0–47.2)
23012951 Solid o range, green stripe
12
0.054 (1.37)
0.640 (16.26)
2.98 (75.7)
1.15 (29.2)
10.60–11.40 (47.2–50.7)
23012952 Solid orange, red stripe
9
0.054 (1.37)
0.640 (16.26)
2.17 (55.1)
1.15 (29.2)
8.60–9.10 (38.3–40.5)
23012954 Solid ye llow, green stripe
13
0.059 (1.50)
0.640 (16.26)
2.51 (63.8)
1.15 (29.2)
10.75–11.25 (47.8–50.0)
13.5
0.062 (1.57)
0.640 (16.26)
2.15 (54.6)
1.15 (29.2)
9.35–9.85 (41.6–43.8)
23012956 Solid red , blue stripe
13
0.059 (1.50)
0.640 (16.26)
2.41 (61.2)
1.15 (29.2)
9.95–10.45 (44.3–46.5)
23013267 Solidy ellow
12
0.054 (1.37)
0.640 (16.26)
2.57 (68.3)
1.15 (29.2)
8.20–8.80 (36.5–39.1)
23013269 Solidorange
12
0.054 (1.37)
0.640 (16.26)
2.69 (68.3)
1.15 (29.2)
8.90–9.60 (39.6–42.7)
23013271 Solid blue, yellow stripe
12
0.054 (1.37)
0.640 (16.26)
2.73 (69.3)
1.15 (29.2)
9.15–9.85 (40.7–43.8)
23013272 Solidwhite
12
0.054 (1.37)
0.640 (16.26)
2.78 (70.6)
1.15 (29.2)
9.40–10.10 (41.8–44.9)
23017047 Solid o range, purple stripe
12
0.054 (1.37)
0.640 (16.26)
2.48 (63.0)
1.15 (29.2)
7.7–8.3 (34–37)
23012955 Solid gr een, blu e stripe
* Mean dimension shown.
No. Coils
M T (B ) 6 4 0 , 6 4 3 , 6 5 0 , 6 5 3 A U T O M A T IC T R A N S M IS S I O N S
Table 8–2. Spring Data(cont’d) Length Under Load
C o p y ri g h t © 1 9 6 G e n e arl M o to sr C o r p .
F ol d ou t
Ref
13 (cont’d)
27
13
32
Spr i ng
3–4 shift valve (MT 640, 643)
3–4 relay valve (MT 640, 643)
P ar tNo.
Spring Wire Dia.* OD in. (mm) in. (mm)
Free Length in. (mm)
in. (mm)
lb (N)
23017048 Solid white, purple stripe
12
0.054 (1.37)
0.640 (16.26)
2.61 (66.3)
1.15 (29.2)
8.45–9.05 (37.6–40.3)
23017049 Solid light green, purple stripe
14
0.062 (1.57)
0.640 (16.26)
2.37 (60.2)
1.15 (29.2)
11.0–11.5 (49–51)
23045295 Solid orange, end color white
13.8
0.056 (1.42)
0.640 (16.26)
2.98 (75.7)
1.15 (29.2)
10.60–11.40 (47.1–50.7)
6832462
Solidred
11
0.072 (1.83)
0.690 (17.53)
2.18 (55.4)
1.20 (30.5)
16.20–19.80 (72.1–88.1)
6834528
Solid bl ue, yellow stripe
11
0.073 (1.85)
0.680 (17.27)
1.52 (38.6)
1.10 (27.9)
7.20–8.80 (32.0–39.1)
6837454
Solidyellow
10.8
0.062 (1.57)
0.672 (17.07)
1.99 (50.4)
1.15 (29.2)
8.22–8.72 (36.6–38.8)
11
0.072 (1.83)
0.690 (17.53)
2.18 (55.4)
1.20 (30.5)
16.20–19.80 (72.1–88.1)
13
78
2–3 relay valve (MT 640, 643)
6832462
Solidred
13
81
1–2 relay valve (MT 640, 643)
6834528
Solid bl ue, yellow stripe
11
0.073 (1.85)
0.680 (17.27)
1.52 (38.6)
1.10 (27.9)
7.20–8.80 (32.0–39.1)
13
83
1–2 shift valve return (2nd range start)
6834536
Solid ye llow, end color white
15
0.20 (0.51)
0.330 (8.38)
1.25 (31.8)
0.94 (23.9)
0.17–0.21 (0.8–0.9)
13
86
1–2 shift valve (2nd range start)
6837882
Nocolorcode
8.5
0.054 (1.37)
0.733 (18.62)
1.74 (44.2)
0.81 (20.5)
5.02–6.14 (22.3–27.3)
13
92
Accumulatorvalve
6839555
Nocolorcode
11
0.720 (18.29)
0.660 (16.76)
1.84 (46.7)
1.15 (29.2)
14.31–14.81 (63.6–65.9)
0.054 (1.37)
0.384 (9.75)
1.16 (29.5)
0.94 (23.8)
8.15–9.15 (36.3–40.7)
0.041 (1.04)
0.400 (10.16)
1.90 (48.3)
1.15 (29.2)
5.93–6.17 (26.4–27.5)
0.041 (1.04)
0.400 (10.16)
2.00 (50.8)
1.15 (29.2)
6.22–6.48 (27.7–28.8)
13,14
3
Priorityvalve
6835729
Solidwhite, yellow stripe
13,14
6
Holdregulatorvalve
6836784
Solidyellow
6836785 8 – 1 1
C ol orC ode
No. Coils
* Mean dimension shown.
Solidwhite
11 13 14
W E A R L IM I T S A N D S P R I N G D A T A
8 – 1 2
C o p y ri g h t © 1 9 6 G e n e arl M o to sr C o r p .
Table 8–2. Spring Data(cont’d) Length Under Load
F ol d ou t
Ref
13, 14 (cont’d)
6
13, 14
36
Spr i ng
Hold regulator valve
Trimmer regulator
P ar tNo.
C ol orC ode
43
Modulator valve
Spring Wire Dia.* OD in. (mm) in. (mm)
Free Length in. (mm)
in. (mm)
lb (N)
6836976
Solid white, yellow stripe
14
0.044 (1.12)
0.400 (10.16)
1.85 (47.0)
1.15 (29.2)
6.91–7.19 (30.7–32.0)
6836977
Solidorange
16
0.047 (1.19)
0.400 (10.16)
1.85 (47.0)
1.15 (29.2)
7.79–8.11 (34.7–36.1)
6837540
Solidred
11
0.041 (1.04)
0.400 (10.16)
1.74 (44.2)
1.15 (29.2)
5.73–5.97 (25.5–26.6)
6837541
Solid yellow, blue stripe
14
0.044 (1.12)
0.400 (10.16)
1.83 (46.4)
1.15 (29.2)
6.61–6.89 (29.4–30.7)
6837952
Solid light green
14
0.044 (1.12)
0.400 (10.16)
1.88 (47.6)
1.15 (29.2)
7.10–7.40 (31.6–32.9)
6837953
Solidblue
14
0.044 (1.12)
0.400 (10.16)
1.91 (48.5)
1.15 (29.2)
7.46–7.76 (33.2–34.5)
6834527
Solid light blue, red stripe
14
0.047 (1.19)
0.500 (12.70)
1.87 (47.5)
1.14 (29.0)
4.25–4.75 (18.9–21.1)
6880186
Solid yellow, blue stripe
12
0.041 (1.04)
0.464 (11.79)
1.37 (34.8)
0.89 (22.6)
2.43–2.69 (10.8–12.0)
12.5
0.041 (1.04)
0.464 (11.79)
1.33 (33.8)
0.86 (21.8)
2.30–2.54 (10.2–11.3)
Solid white, orange stripe
10
0.054 (1.37)
0.490 (12.45)
1.47 (37.3)
0.80 (20.3)
11.90–13.10 (52.9–58.3)
Solidyellow
10
0.054 (1.37)
0.490 (12.45)
1.15 (29.2)
0.80 (20.3)
6.01–7.15 (26.7–31.8)
23012948 Solid white, orange stripe
10
0.054 (1.37)
0.490 (12.45)
1.47 (37.3)
0.80 (20.3)
11.90–13.10 (52.9–58.3)
23018423 Solid light blue, end color green 13,14
No. Coils
6833934 6838077
13, 14
53
Third clutch trimmer valve — outer
6880045
Solidorange
10
0.099 (2.51)
0.940 (23.88)
2.18 (55.4)
1.94 (49.3)
6.20–7.40 (27.6–32.9)
13, 14
54
Third clutch trimmer valve — inner
6880118
Solid blue, white stripe
8.5
0.091 (2.31)
0.690 (17.53)
1.45 (36.8)
1.10 (27.9)
20.70–25.30 (92.1–112.5)
* Mean dimension shown.
M T (B ) 6 4 0 , 6 4 3 , 6 5 0 , 6 5 3 A U T O M A T IC T R A N S M IS S I O N S
Table 8–2. Spring Data(cont’d) Length Under Load
C o p y ri g h t © 1 9 6 G e n e arl M o to sr C o r p .
lb (N)
54
Third clutch trimmer valve — inner
6885166
Solid or ange, white stripe
9.6
0.092 (2.34)
0.690 (17.53)
1.69 (42.9)
1.10 (27.9)
32.60–39.80 (145.0–177.0)
13, 14
58
First clutch trimmer valve — outer
6833940
Solid or ange, yellow stripe
8.5
0.121 (3.07)
0.950 (24.13)
2.38 (60.5)
1.94 (49.3)
29.00–35.00 (129.0–155.7)
6880045
Solidorange
10
0.099 (2.51)
0.940 (23.88)
2.18 (55.4)
1.94 (49.3)
6.20–7.40 (27.6–32.9)
23012937 Solidwhite
9
0.098 (2.49)
0.949 (24.11)
2.27 (57.7)
1.94 (49.3)
9.40–11.40 (41.8–50.7)
6880118
Solid blue, white stripe
8.5
0.091 (2.31)
0.690 (17.53)
1.45 (36.8)
1.10 (27.9)
20.70–25.30 (92.1–112.5)
6885166
Solid or ange, white stripe
9.6
0.092 (2.34)
0.690 (17.53)
1.69 (42.9)
1.10 (27.9)
32.60–39.80 (145.0–177.0)
6833940
Solid or ange, yellow stripe
8.5
0.121 (3.07)
0.950 (24.13)
2.38 (60.5)
1.94 (49.3)
29.00–35.00 (129.0–155.7)
6837692
Solidyellow
9.5
0.102 (2.59)
0.940 (23.88)
2.33 (59.2)
1.20 (30.5)
37.80–41.80 (168.1–185.9)
6839271
Solid white, yellow stripe
10
0.102 (2.59)
0.940 (23.88)
2.56 (65.0)
1.94 (49.3)
20.0–22.0 (89–98)
6880045
Solidorange
10
0.099 (2.51)
0.940 (23.88)
2.18 (55.4)
1.94 (49.3)
6.20–7.40 (27.6–32.9)
6885047
Solid light green
10
0.099 (2.51)
0.940 (23.88)
2.57 (65.3)
1.94 (49.3)
16.1–19.7 (71.6–87.6)
23014200 Solidred
12
0.080 (2.03)
0.940 (23.88)
2.68 (68.1)
1.10 (27.9)
13.2–16.2 (59–72)
6880118
Solid blue, white stripe
8.5
0.091 (2.31)
0.690 (17.53)
1.45 (36.8)
1.10 (27.9)
20.70–25.30 (92.1–112.5)
6885166
Solid or ange, white stripe
9.6
0.092 (2.34)
0.690 (17.53)
1.69 (42.9)
1.10 (27.9)
32.60–39.80 (145.0–177.0)
13, 14
13, 14
8 – 1 3
in. (mm)
13, 14 (cont’d)
63
64
First clutch trimmer valve — inner
Second clutch trimmer valve — outer
Second clutch trimmer valve — inner
* Mean dimension shown.
C ol orC ode
Free Length in. (mm)
Ref
59
P ar tNo.
Spring Wire Dia.* OD in. (mm) in. (mm)
F ol d ou t
13, 14
Spr i ng
No. Coils
W E A R L IM I T S A N D S P R I N G D A T A
8 – 1 4
C o p y ri g h t © 1 9 6 G e n e arl M o to sr C o r p .
Table 8–2. Spring Data(cont’d) Length Under Load in. (mm)
lb (N)
13, 14 (cont’d)
64
Second clutch trimmer valve — inner
23013908 Solidwhite
10
0.080 (2.03)
0.690 (17.53)
1.80 (45.7)
1.10 (27.9)
20.30–24.90 (90.3–110.8)
13, 14
71
Fourth clutch trimmer valve — outer
6833945
Solid light blue
7.4
0.092 (2.34)
0.930 (23.62)
2.27 (57.7)
1.94 (49.3)
9.40–11.40 (41.8–50.7)
6833938
Solidyellow
12.5
0.080 (2.03)
0.940 (23.88)
2.96 (75.2)
1.10 (27.9)
15.95–17.65 (70.9–78.5)
6880045
Solidorange
10
0.099 (2.51)
0.940 (23.88)
2.18 (55.4)
1.94 (49.3)
6.20–7.40 (27.6–32.9)
23014200 Solidred
12
0.080 (2.03)
0.940 (23.88)
2.68 (68.1)
1.10 (27.9)
13.2–16.2 (59–72)
23018733 Endc olor o range
11.3
0.078 (1.98)
0.940 (23.88)
2.98 (75.7)
1.94 (49.3)
8.30–10.30 (36.9–45.8)
14
15
Fourth clutch trimmer valve — inner
2–3 shift valve (MT 650, 653)
* Mean dimension shown.
C ol orC ode
Free Length in. (mm)
Ref
72
P ar tNo.
Spring Wire Dia.* OD in. (mm) in. (mm)
F ol d ou t
13, 14
Spr i ng
No. Coils
6880118
Solid blue, white stripe
8.5
0.091 (2.31)
0.690 (17.53)
1.45 (36.8)
1.10 (27.9)
20.70–25.30 (92.1–112.5)
6885166
Solid or ange, white stripe
9.6
0.092 (2.34)
0.690 (17.53)
1.69 (42.9)
1.10 (27.9)
32.60–39.80 (145.0–177.0)
23011987 Solid red , orange stripe
11
0.073 (1.85)
0.680 (17.27)
1.52 (38.6)
1.10 (27.9)
7.20–8.80 (32.0–39.1)
23014199 Solid o range, blue stripe
10.5
0.072 (1.83)
0.690 (17.53)
1.70 (43.2)
1.10 (27.9)
10.4–12.8 (46.3–57.0)
0.054 (1.37)
0.640 (16.26)
2.17 (55.1)
1.15 (29.2)
8.60–9.10 (38.3–40.5)
6833935
Solidblue
9
6833941
Solid blue, white stripe
13.5
0.062 (1.57)
0.640 (16.26)
2.15 (54.6)
1.15 (29.2)
9.35–9.85 (41.6–43.8)
6833942
Solidwhite
12
0.054 (1.37)
0.640 (16.26)
2.50 (63.5)
1.15 (29.2)
7.85–8.35 (34.9–37.1)
6834576
Solid or ange, yellow stripe
12
0.054 (1.37)
0.640 (16.26)
2.39 (60.7)
1.15 (29.2)
7.18–7.68 (31.9–34.2)
M T (B ) 6 4 0 , 6 4 3 , 6 5 0 , 6 5 3 A U T O M A T IC T R A N S M IS S I O N S
Table 8–2. Spring Data(cont’d) Length Under Load
F ol d ou t
Ref
14 (cont’d)
15
Spr i ng
2–3 shift valve (MT 650, 653)
C o p y ri g h t © 1 9 6 G e n e arl M o to sr C o r p .
8 – 1 5
P ar tNo.
C ol orC ode
Spring Wire Dia.* OD in. (mm) in. (mm)
Free Length in. (mm)
in. (mm)
lb (N)
6834902
Solidorange
13
0.059 (1.50)
0.640 (16.26)
2.41 (61.2)
1.15 (29.2)
9.95–10.45 (44.3–46.5)
6835309
Solid yellow, blue stripe
12
0.054 (1.37)
0.640 (16.26)
2.32 (58.9)
1.15 (29.2)
6.75–7.25 (30.0–32.3)
6837454
Solidyellow
10.8
0.062 (1.57)
0.672 (17.07)
1.99 (50.4)
1.15 (29.2)
8.22–8.72 (36.6–38.8)
6834903
Solid white, yellow stripe
12
0.054 (1.37)
0.640 (16.26)
2.22 (56.4)
1.15 (29.2)
6.10–6.70 (27.1–29.8)
6884937
No color, red stripe
12
0.054 (1.37)
0.640 (16.26)
2.40 (61.0)
1.15 (29.2)
7.2–7.8 (32.0–34.7)
23011980 Solid red , white stripe
12
0.054 (1.37)
0.640 (16.26)
2.11 (53.6)
1.15 (29.2)
5.50–6.00 (24.5–26.7)
23012952 Solid orange, red stripe
9
0.054 (1.37)
0.640 (16.26)
2.17 (55.1)
1.15 (29.2)
8.60–9.10 (38.3–40.5)
13.5
0.062 (1.57)
0.640 (16.26)
2.15 (54.6)
1.15 (29.2)
9.35–9.85 (41.6–43.8)
23012956 Solid red , blue stripe
13
0.059 (1.50)
0.640 (16.26)
2.41 (61.2)
1.15 (29.2)
9.95–10.45 (44.3–46.5)
23013267 Solidy ellow
12
0.054 (1.37)
0.640 (16.26)
2.57 (65.3)
1.15 (29.2)
8.20–8.80 (36.5–39.1)
23013269 Solidorange
12
0.054 (1.37)
0.640 (16.26)
2.69 (68.3)
1.15 (29.2)
8.90–9.60 (39.6–42.7)
23013273 Solid o range, yellow stripe
12
0.054 (1.37)
0.640 (16.26)
2.65 (67.3)
1.15 (29.2)
8.65–9.35 (38.5–41.6)
23017028 Solid ye llow, black stripe
12
0.054 (1.37)
0.640 (16.26)
2.65 (67.3)
1.15 (29.2)
8.65–9.35 (38.5–41.6)
23017043 Solid light green, black stripe
12
0.054 (1.37)
0.640 (16.26)
2.23 (56.6)
1.15 (29.2)
6.2–6.8 (28–30)
23012955 Solid gr een, blu e stripe
* Mean dimension shown.
No. Coils
W E A R L IM I T S A N D S P R I N G D A T A
8 – 1 6
C o p y ri g h t © 1 9 6 G e n e arl M o to sr C o r p .
Table 8–2. Spring Data(cont’d) Length Under Load
F ol d ou t
Ref
14 (cont’d)
15
14
21
Spr i ng
2–3 shift valve (MT 650, 653)
3–4 shift valve (MT 650, 653)
* Mean dimension shown.
P ar tNo.
C ol orC ode
No. Coils
Spring Wire Dia.* OD in. (mm) in. (mm)
Free Length in. (mm)
in. (mm)
lb (N)
23017044 Solid red , black stripe
12
0.054 (1.37)
0.640 (16.26)
2.28 (57.9)
1.15 (29.2)
6.45–7.05 (28.7–31.4)
23017045 Solid light blue, purple stripe
12
0.054 (1.37)
0.640 (16.26)
2.40 (61.0)
1.15 (29.2)
7.2–7.8 (32–35)
23017046 Solid ye llow, purple stripe
12
0.054 (1.37)
0.640 (16.26)
2.44 (62.0)
1.15 (29.2)
7.45–8.05 (33.2–35.8)
23017047 Solid o range, purple stripe
12
0.054 (1.37)
0.640 (16.26)
2.48 (63.0)
1.15 (29.2)
7.7–8.3 (34–37)
23018388 Solid white, end color red
12
0.054 (1.37)
0.640 (16.26)
2.53 (64.3)
1.15 (29.2)
7.95–8.55 (35.4–38.0)
0.054 (1.37)
0.640 (16.26)
2.86 (72.6)
1.15 (29.2)
9.90–10.60 (44.0–47.2)
14
0.062 (1.57)
0.640 (16.26)
2.43 (61.7)
1.15 (29.2)
11.50–12.00 (51.2–53.4)
23012949 Solid blue, green stripe
12
0.054 (1.37)
0.640 (16.26)
2.94 (74.7)
1.15 (29.2)
10.35–11.15 (46.1–49.6)
23012951 Solid o range, green stripe
12
0.054 (1.37)
0.640 (16.26)
2.98 (75.7)
1.15 (29.2)
10.60–11.40 (47.2–50.7)
23013267 Solidy ellow
12
0.054 (1.37)
0.640 (16.26)
2.57 (65.3)
1.15 (29.2)
8.20–8.80 (36.5–39.1)
23013271 Solid blue, yellow stripe
12
0.054 (1.37)
0.640 (16.26)
2.73 (69.3)
1.15 (29.2)
9.15–9.85 (40.7–43.8)
23013272 Solidwhite
12
0.054 (1.37)
0.640 (16.26)
2.78 (70.6)
1.15 (29.2)
9.40–10.10 (41.8–44.9)
23017028 Solid ye llow, black stripe
12
0.054 (1.37)
0.640 (16.26)
2.65 (67.3)
1.15 (29.2)
8.65–9.35 (38.5–41.6)
23017048 Solid white, purple stripe
12
0.054 (1.37)
0.640 (16.26)
2.61 (66.3)
1.15 (29.2)
8.45–9.05 (37.6–40.3)
6884947
Nocolorcode
6884952
No color, white stripe
12
M T (B ) 6 4 0 , 6 4 3 , 6 5 0 , 6 5 3 A U T O M A T IC T R A N S M IS S I O N S
Table 8–2. Spring Data(cont’d) Length Under Load
F ol d ou t
Ref
14 (cont’d)
21
14
27
Spr i ng
3–4 shift valve (MT 650, 653)
4–5 shift valve (MT 650, 653)
C o p y ri g h t © 1 9 6 G e n e arl M o to sr C o r p .
8 – 1 7
* Mean dimension shown.
P ar tNo.
C ol orC ode
No. Coils
Spring Wire Dia.* OD in. (mm) in. (mm)
Free Length in. (mm)
in. (mm)
lb (N)
23045294 Solid light blue, end color red
13.7
0.056 (1.42)
0.640 (16.26)
2.92 (74.2)
1.15 (29.2)
10.35–11.15 (46.1–49.6)
23045295 Solid ora nge, end color white
13.8
0.056 (1.42)
0.640 (16.26)
2.98 (75.7)
1.15 (29.2)
10.60–11.40 (47.1–50.7)
0.054 (1.37)
0.640 (16.26)
2.17 (55.1)
1.15 (29.2)
8.60–9.10 (38.3–40.5)
6833935
Solidblue
9
6833941
Solid blue, white stripe
13.5
0.062 (1.57)
0.640 (16.26)
2.15 (54.6)
1.15 (29.2)
9.35–9.85 (41.6–43.8)
6833942
Solidwhite
12
0.054 (1.37)
0.640 (16.26)
2.50 (63.5)
1.15 (29.2)
7.85–8.35 (34.9–37.1)
6834902
Solidorange
13
0.059 (1.50)
0.640 (16.26)
2.41 (61.2)
1.15 (29.2)
9.95–10.45 (44.3–46.5)
6835310
Solidgreen
13
0.059 (1.50)
0.640 (16.26)
2.51 (63.8)
1.15 (29.2)
10.75–11.25 (47.8–50.0)
6837454
Solidyellow
10.8
0.062 (1.57)
0.672 (17.07)
1.99 (50.4)
1.15 (29.2)
8.22–8.72 (36.6–38.8)
6884947
Nocolorcode
12
0.054 (1.37)
0.640 (16.26)
2.86 (72.6)
1.15 (29.2)
9.90–10.60 (44.0–47.2)
23012951 Solid o range, green stripe
12
0.054 (1.37)
0.640 (16.26)
2.98 (75.7)
1.15 (29.2)
10.60–11.40 (47.2–50.7)
23013267 Solidy ellow
12
0.054 (1.37)
0.640 (16.26)
2.57 (65.3)
1.15 (29.2)
8.20–8.80 (36.5–39.1)
23013269 Solidorange
12
0.054 (1.37)
0.640 (16.26)
2.69 (68.3)
1.15 (29.2)
8.90–9.60 (39.6–42.7)
23013271 Solid blue, yellow stripe
12
0.054 (1.37)
0.640 (16.26)
2.73 (69.3)
1.15 (29.2)
9.15–9.85 (40.7–43.8)
23013272 Solidwhite
12
0.054 (1.37)
0.640 (16.26)
2.78 (70.6)
1.15 (29.2)
9.40–10.10 (41.8–44.9)
W E A R L IM I T S A N D S P R I N G D A T A
8 – 1 8
C o p y ri g h t © 1 9 6 G e n e arl M o to sr C o r p .
Table 8–2. Spring Data(cont’d) Length Under Load
F ol d ou t
Ref
14 (cont’d)
27
14
32
Spr i ng
4–5 shift valve (MT 650, 653)
4–5 relay valve (MT 650, 653)
P ar tNo.
C ol orC ode
Spring Wire Dia.* OD in. (mm) in. (mm)
Free Length in. (mm)
in. (mm)
lb (N)
23017028 Solid ye llow, black stripe
12
0.054 (1.37)
0.640 (16.26)
2.65 (67.3)
1.15 (29.2)
8.65–9.35 (38.5–41.6)
23017048 Solid white, purple stripe
12
0.054 (1.37)
0.640 (16.26)
2.61 (66.3)
1.15 (29.2)
8.45–9.05 (37.6–40.3)
23018388 Solid white, end color red
12
0.054 (1.37)
0.640 (16.26)
2.53 (64.3)
1.15 (29.2)
7.95–8.55 (35.4–38.9)
23045295 Solid orange, end color white
13.8
0.056 (1.42)
0.640 (16.26)
2.98 (75.7)
1.15 (29.2)
10.60–11.40 (47.1–50.7)
6832462
Solidred
11
0.072 (1.83)
0.690 (17.53)
2.18 (55.4)
1.20 (30.5)
16.20–19.80 (72.1–88.1)
6834528
Solid bl ue, yellow stripe
0.073 (1.85)
0.680 (17.27)
1.52 (38.6)
1.10 (27.9)
7.20–8.80 (32.0–39.1)
0.072 (1.83)
0.690 (17.53)
2.18 (55.4)
1.20 (30.5)
16.20–19.80 (72.1–88.1)
0.073 (1.85)
0.680 (17.27)
1.52 (38.6)
1.10 (27.9)
7.20–8.80 (32.0–39.1)
0.063 (1.59)
0.640 (16.26)
2.53 (64.3)
1.15 (29.2)
12.25–12.75 (54.5–56.7)
11
0.072 (1.83)
0.657 (16.69)
2.09 (53.1)
1.39 (35.3)
13.77–16.83 (61.3–74.9)
13
0.059 (1.50)
0.640 (16.26)
2.51 (63.8)
1.15 (29.2)
10.75–11.25 (47.8–50.0)
0.060 (1.52)
0.640 (16.26)
2.93 (74.4)
1.39 (35.3)
9.75–10.25 (43.4–45.6)
14
78
3–4 relay valve (MT 650, 653)
6832462
Solidred
14
81
2–3 relay valve (MT 650, 653)
6834528
Solid bl ue, yellow stripe
15,A
5
Modulatedlockupvalve
6838357 6880773
Solidred Solid white, green stripe
23012954 Solid ye llow, green stripe 23016355 Solidred
* Mean dimension shown.
No. Coils
11 11 11 14
17
23016359 Solid red , yellow stripe
15
0.063 (1.60)
0.640 (16.26)
2.64 (67.1)
1.39 (35.3)
10.62–11.38 (47.2–50.7)
23016360 Solid p urple, yellow stripe
15
0.063 (1.60)
0.640 (16.26)
2.67 (67.8)
1.39 (35.3)
10.87–11.63 (48.4–51.7)
M T (B ) 6 4 0 , 6 4 3 , 6 5 0 , 6 5 3 A U T O M A T IC T R A N S M IS S I O N S
Table 8–2. Spring Data(cont’d) Length Under Load
F ol d ou t
Ref
15,A (cont’d)
5
Spr i ng
15,B
8 – 1 9
8
11
C ol orC ode
Modulated lockup valve 23016363 Solid purple, orange stripe
C o p y ri g h t © 1 9 6 G e n e arl M o to sr C o r p .
15,B
P ar tNo.
1–2relayvalve
1–2 shift valve (MT 650, 653)
* Mean dimension shown.
No. Coils
Spring Wire Dia.* OD in. (mm) in. (mm)
Free Length in. (mm)
in. (mm)
lb (N)
16.5
0.066 (1.66)
0.640 (16.26)
2.64 (67.1)
1.39 (35.3)
11.62–12.38 (51.7–55.0)
23016364 Solid red , white stripe
16.5
0.066 (1.66)
0.640 (16.26)
2.67 (67.8)
1.39 (35.3)
11.87–12.63 (52.8–56.1)
23016365 Solid light green, white stripe
16.5
0.066 (1.66)
0.640 (16.26)
2.69 (68.3)
1.39 (35.3)
12.12–12.88 (53.9–57.3)
23016366 No c olor, yellow stripe
16.5
0.066 (1.66)
0.640 (16.26)
2.72 (69.1)
1.39 (35.3)
12.37–13.13 (55.0–58.4)
23016370 No color, end color yellow
15
0.067 (1.70)
0.640 (16.26)
2.54 (64.5)
1.39 (35.3)
13.25–14.25 (59.0–63.4)
23016383 No color, end color light blue
14.5
0.072 (1.83)
0.640 (16.26)
2.40 (61.0)
1.39 (35.3)
16.29–17.71 (72.5–78.8)
23016385 Solid white, red stripe
14.5
0.072 (1.83)
0.640 (16.26)
2.45 (62.2)
1.39 (35.3)
17.29–18.71 (76.9–83.3)
23017027 Solid light green, end color red
16.5
0.066 (1.66)
0.640 (16.26)
2.61 (66.3)
1.39 (35.3)
11.37–12.13 (50.6–54.0)
23017029 Solid purple, end color yellow
16.5
0.064 (1.63)
0.640 (16.26)
2.74 (69.6)
1.39 (35.3)
12.62–13.38 (56.2–59.5)
23017030 Solid purple, end color orange
15
0.067 (1.70)
0.640 (16.26)
2.52 (64.0)
1.39 (35.3)
13.0–14.0 (58–62)
Solidyellow, orange stripe
14
0.054 (1.37)
0.560 (14.22)
1.99 (50.5)
0.84 (21.3)
8.10–9.90 (36.0–44.0)
6839214
Solid white, green stripe
14
0.054 (1.37)
0.594 (15.09)
1.92 (48.8)
0.84 (21.3)
6.30–7.70 (28.0–34.3)
6838285
Solid yellow, orange stripe
8
0.041 (1.04)
0.501 (12.73)
1.10 (27.9)
0.69 (17.5)
2.57–3.13 (11.4–13.9)
6839013
Solid white, orange stripe
9
0.044 (1.12)
0.501 (12.73)
1.12 (28.5)
0.69 (17.5)
2.83–3.47 (12.6–15.4)
6768544
W E A R L IM I T S A N D S P R I N G D A T A
8 – 2 0
C o p y ri g h t © 1 9 6 G e n e arl M o to sr C o r p .
Table 8–2. Spring Data(cont’d) Length Under Load
F ol d ou t
Ref
15,B (cont’d)
11
Spr i ng
1–2 shift valve (MT 650, 653)
P ar tNo.
C ol orC ode
No. Coils
Spring Wire Dia.* OD in. (mm) in. (mm)
Free Length in. (mm)
in. (mm)
lb (N)
6839014
Solidorange
9
0.044 (1.12)
0.501 (12.73)
1.32 (33.5)
0.69 (17.5)
4.18–5.12 (18.6–22.8)
6880997
Solidyellow
8
0.041 (1.04)
0.501 (12.73)
1.03 (26.2)
0.69 (17.5)
2.16–2.64 (9.6–11.7)
6881036
Solid or ange, blue stripe
9
0.044 (1.12)
0.501 (12.73)
1.16 (29.5)
0.69 (17.5)
3.37–4.13 (15.0–18.4)
17,A
21
Accumulator — inner
23018716 No color, end color yellow
13.4
0.176 (4.47)
1.96 (50.5)
7.92 (201.2)
6.07 (154.2)
38.89–42.9 (173.0–191.0)
17,A
22
Accumulator — outer
23018600 No color, end color orange
12
0.207 (5.26)
2.46 (62.5)
9.90 (251.5)
6.07 (154.2)
86.55–95.54 (385.0–425.0)
17,B
16
Retardervalve
23014035 Nocolorcode
0.091 (2.31)
1.28 (32.5)
2.57 (65.3)
1.00 (25.4)
21.60–26.42 (96.1–117.5)
17,B
22
Retarderc harging cutoff valve
6880154
11
0.041 (1.04)
0.45 (11.4)
1.88 (47.8)
1.09 (27.7)
4.55–4.95 (20.2–22.0)
17,B
28
Charging valve
23016040 No color, end color purple
10.6
0.054 (1.37)
0.594 (15.09)
1.10 (27.9)
0.96 (24.4)
8.0–12.0 (36–53)
17,B
34
Retarder p ressure regulator valve — inner
23016689 Solid purple, end color orange
15
0.054 (1.37)
0.417 (10.59)
1.520 (38.6)
1.09 (27.9)
8.33–9.20 (37.1–40.9)
17,B
35
Retarder p ressure regulator valve — outer
23013909 Solidgreen
11
0.72 (18.3)
0.69 (17.5)
1.80 (45.7)
1.10 (27.9)
11.4–14.0 (51–62)
18,A
18
Retarder priority valve
23010238 No color code
11
0.072 (1.83)
0.59 (15.0)
1.67 (42.4)
1.15 (29.2)
14.48–17.72 (64.4–78.8)
19,A
25
Pistonreturn
23011944 Nocolorcode
2.5
0.331 (8.41)
4.82 (122.4)
3.00 (76.2)
0.90 (22.9)
361.22–441.48 (1606.7–1963.7)
19,B
31
Pistonreturn
23011944 Nocolorcode
2.5
0.331 (8.41)
4.82 (122.4)
3.00 (76.2)
0.90 (22.9)
361.22–441.48 (1606.7–1963.7)
* Mean dimension shown.
Solid white, green stripe
5.9
M T (B ) 6 4 0 , 6 4 3 , 6 5 0 , 6 5 3 A U T O M A T IC T R A N S M IS S I O N S
Section 9 — CUSTOMER SERV ICE 9–1.
OWNER ASSISTANCE
The satisfaction and goodwill of the owners of Allison transmissions are of primary concern to Allison Transmission Division (ATD), its distributors, and their dealers.
Step Two — If your problem cannot be readily resolved at the distributor level without additional assistance, 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.
As an owner of an Allison transmission, you have service locations throughout the world eager to meet your parts and service needs with:
For prompt assistance, please have the following information available.
•
•
•
•
•
Expert service by trained personnel Emergency service 24 hours a day in many areas Complete parts support
•
or dealer •
•
Sales teams to help determine your transmission requirements Product information and literature
Refer to a current North American Parts and Service Directory SA2229EN or the International Parts and Service Directory SA2338EN for a listing of Allison Transmission authorized distributors and service dealers. Normally, any situation that arises in connection with the sale, operation, or service of your transmission will be handled by the distributor or dealer in your area. (Check the telephone directory for the Allison Transmission 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 developed 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 dealership. Complaints are frequently the result of a breakdown in communication and can be quickly resolved by a member of management. If you have already discussed 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 srcinate with a dealer, explain the matter to a distributorship member of management with whom the dealer has his service agreement. The dealer will provide his ATD distributor’s name, address, and telephone number on request.
Name and location of authorized distributor
•
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 accumulated 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 additional review by the Home Office of all the facts involved 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 — using their facilities, equipment, and personnel. Therefore, we suggest you follow the above steps, in sequence, when experiencing a problem. Your purchase of an Allison Transmission product is greatly appreciated, and it is our sincere desire to assure complete satisfaction.
Copyright©1996GeneralMotorsCorp.
9–1
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 6 5 3 AU TO M AT I C T R A N S M I S S I O N S 9–2. SERVICE LITERATURE
Table 9–1. Service Literature
Additional service literature is available. This service literature provides fully illustrated instructions for operation, maintenance, service, overhaul, and parts support for your transmission. To ensure that you get maximum performance and service life from your transmission, see your dealer or distributor for the following publications. (Check the telephone directory for the Allison Transmission service outlet nearest you.)
Literature Title
Operator’sManual
OM1334EN
Mechanic’sTips
MT1357EN
Parts Catalog
PC1316EN
Troubleshooting Manual
TS1838EN
Automatic Transmission Fluids Technician’sGuide
GN2055EN
Preventive Maintenance Manual Output Retarder Technician’s Guide
9–2
MT(B) 640, 643, 650, 653
Copyright©1996GeneralMotorsCorp.
PM2572EN GN2009EN
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 6 5 3 AU TO M AT I C T R A N S M I S S I O N S Legend For Foldout 1
1 2 3 4 5 6 7
— — — — — — —
Torque converter cover Lockup clutch Torque converter turbine Torque converter pump Oilpump Forward support and valve assembly Centrifugal valve
24 25 26 27 28 29 30
— — — — — — —
Front planetary gear set Control valve assembly Oil filter Oil pan Modulated lockup valve Transmission housing Converter stator
8 9 10 11 12 13 14 15 16 17 18 19 20 21 22
— — — — — — — — — — — — — — —
Power takeoff gear Forward clutch Fourth clutch Third clutch Center support Second clutch Planetary connecting drum Transmission main shaft First clutch Transmission rear cover Governor drive gear Speedometer drive gear Output shaft Rear planetary gear set Center planetary gear set
31 32 33 34 35 36 37 38 39 40 41 42 43 44 45
— — — — — — — — — — — — — — —
Turbine shaft First clutch piston Retarder adapter housing Retarder stator Retarder rotor assembly Retarder housing Retarder clutch pack Governor and speedometer drive gear Output shaft Output flange nut Retarder rotor hub Accumulator cover Accumulator piston Accumulator springs Retarder piston
23 — Sun gear shaft
46 — Piston return spring
Copyright © 1996 General Motors Corp.
Foldout 1
F OLDOUT 1
1
2
3
4
5
6
7
8
9
10 11
12
13
14
16 15
17 18 19
20
32
33
34
35
36
37
38
39 40
41
46
45
44
42
43 V00279.02
V00273.14
31
30
29
28
27
26
25
23 2422
21
Foldout 1. Model MT(B) 640, 643 Automatic Transmission — Cross Section View
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 6 5 3 AU TO M AT I C T R A N S M I S S I O N S Legend For Foldout 2
1 2 3 4 5 6 7
— — — — — — —
Torque converter cover Lockup clutch Torque converter turbine Torque converter pump Oilpump Forward support and valve assembly Centrifugal valve
27 28 29 30 31 32 33
— — — — — — —
Center planetary gear set Control valve assembly Oil filter Front planetary gear set Sun gear shaft Oil pan Modulated lockup valve
8 9 10 11 12 13 14 15 16 17 18 19 20 21 22
— — — — — — — — — — — — — — —
Power takeoff gear Forward clutch Fourth clutch Third clutch Center support Second clutch Planetary connecting drum Transmission main shaft First clutch Adapter housing Low clutch Rear cover Governor drive gear Speedometer drive gear Output shaft
34 35 36 37 38 39 40 41 42 43 44 45 46 47 48
— — — — — — — — — — — — — — —
Transmission housing Converter stator Turbine shaft Low clutch piston Retarder adapter housing Retarder stator Retarder rotor assembly Retarder housing Governor and speedometer drive gear Output shaft Output flange nut Retarder rotor hub Accumulator cover Accumulator piston Accumulator springs
23 24 25 26
— — — —
Output flange nut Low planetary gear set Rear planetary gear set Low shift valve
49 — Retarder clutch pack 50 — Retarder piston 51 — Piston return spring
Copyright © 1996 General Motors Corp.
Foldout 2
F OLDOUT 2
1
2
3
4
5
6
7
8 9
11 10
12
13
14
16
15
18
17 19
20 21
22
2
3
37
38
39 40
41
42
43 44
45 51
50
46 49
47 48
V00280.01 V00272.17
36
35
34
33
32
30 2931
28
27
26 25
24
Foldout 2. Model MT(B) 650, 653 Automatic Transmission — Cross Section View
F OLDOUT 4 LOCKUP CLUTCH PRESSURE LUBRICATION
Oil Cooler
Con verter Pressure Regulator
MAIN PRESSURE
SECOND CLUTCH PRESSURE THIRD CLUTCH PRESSURE
CONVERT ER–IN CONVERT ER–OUT
FIRST CLUTCH PRESSURE
LUBRICAT ION
F orward Clut ch
F ourt h Clut ch
T hird Clut ch
Second Clut ch
F irst Clut ch
Low Clut ch
EXHAUST OR SUMP GOVERNOR
ORIFICE
PRESSURE
MODULAT OR
Lube Press. Regulator
FORWARD
LOW CLUTCH PRESSURE
PRESSURE
REGULAT OR
LOW AND FIRST CLUT CH FEED
Main Pressure T ap
Oil Pum p
FIRST CLUT CH PRESSURE T RIMMER REGULAT OR PRESSURE
FILTER SUMP
ORIFICE
ORIFICE ORIFICE
CONVERTER– OUT
Lockup Relay Valve
DRIVE–3 PRESSURE
CONVERTER– Main Pressure Regulator Valve IN
LOCKUP SIGNAL Lockup Sign al
FOURTH CLUTCH PRESSURE
FORWARDREGULATOR PRESSURE FORWARD CLUTCH PRESSURE
4thCL. OILSCREE N
Modulator Valve
MAIN PRESSURE
MAIN PRESSURE
Pressure T ap
MODULATOR PRESSURE DRIVE–2 PRESSURE
Neutral Start Switch
D1 D2 D3 D
1 2–3 2–4 2–5 N R
ORIFICE FORWARD CLUTCH
Modulated Lockup Valve
HOLD FEED
1–2
4–5 Relay Valve
T rimm er Regulator Valve
Sh if t Valve 4 – 5 Sh if t Sign al Valve
REVERSE
3 – 4 Sh if t Sign al Valve
Man ual Selector Valve
2 – 3 Sh if t Sign al Valve
Hold Regulator ORIFICE Valve
REVERSE
Reverse Sign al Switch DRIVE–1 PRESSURE
Priority Valve MAIN PRESSURE ORIFICE
REVERSE
2–3 Relay Valve ORIFICE
ORIFICE
3–4 Relay Valve
ORIFICE
ORIFICE
1–2FEED
0.090in. (2.29mm) ORIFICE
0.250 in. (6.35 mm) BALL
1st Clutch T rim m er Valve T rim Boost Accum ulator GOVERNOR PRESSURE
3rd Clutch T rim mer Valve
STANDARD MODULATION FIRST TRIMMER
2n d Clutch T rimm er Valve REDUCED MODULATION (SHOWN BY )
4th Clutch T rim mer Valve
2–1 In h ibitor Valve
Govern or Pressure T ap
ORIFICE
ORIFICE
FILTER
Reverse Bypass Priority Ch eck Ball (Earlier Models)
PIPE PLUG
FIRST TRIMMER GOVERNOR PRESSURE
Foldout 4. Model MT(B) 650, 653Transmission Hydraulic Schematic
Govern or Valve
Earlier Models
V03320
F OLDOUT 5
Air Supply
Retarder Control
CONVERTER – OUT
Retarder Priority Valve
Retarder Valve Priority Valve
MAIN PRESSURE ORIFICE
FROM OIL COOLER
LOCKUP FEED
TO RETARDER LUBE ORIFICE TO TRANSMISSION LUBE
CONVERTER OUT
Check Valve
CLUTCH APPLY PRESSURE
External Oil Filter
Oil Cooler
FROM RETARDER
Converter Pressure Regulator LUBRICATION
Pressure Regulator Plug Valve
Lube Pressure Regulator Valve
REGULATED PRESSURE
Cutoff Valve
ORIFICE ORIFICE CONVERTER – IN
RETARDER – IN
Pressure Regulator Valve
Oil Pump MAIN PRESSURE
ORIFICE
ORIFICE
FORWARD REGULATOR SUMP
ORIFICE
RETARDER CHARGING PRESSURE
FROM RETARDER – IN PRESSURE
Charging Valve
ORIFICE
TO PRESSURE REGULATOR VALVE
TO RETARDER
Lockup Relay Valve
LOCKUP
ACCUMULATOR
Main Pressure Regulator Valve
MAIN PRESSURE
ACCUMULATOR PISTON LOCKUP SIGNAL
MAIN PRESSURE
ACCUMULATOR PISTON SPRINGS
CONVERT ER–IN
FROM RETARDER
CONVERT ER–OUT LUBRICAT ION LUBRICAT ION FEED GOVERNOR PRESSURE SUMP RET ARDER CLUT CH AIR SUPPLY
Governor Valve V00283
Foldout 5. Model MTB 643, 653Output Retarder Hydraulic Schematic (Retarder Off)
F OLDOUT 6
1 2 3 4
— — — —
Flangedn ut, 3⁄8-24 (6) A Torque converter assembly Spacer retainer (6)* Spacer (6)
5 — Self-locking nut, 5⁄16-24 (24) B 6 — Torque converter cover assembly 7 — Bushing
27 28 29 30
— — — —
Stator Cam Sideplate washer Rivet (6)
31 — 32 — 33 —
Needle ro ller bea ring as sembly Stator freewheel r oller race Stator freewheel roller spring (10)
8 9 10 11
— — — —
Sealring retainer Lockup clutch piston inner sealring Lockup clutch p iston Lockup clutch piston outer sealring
34 35 36 37
— — — —
Stator freewheel r oller (10) Needle ro ller bea ring as sembly Bearing r ace (be fore S/N 49 490) Bolt, 1⁄4-20 x 5⁄8 (8) C
12 13 14 15
— — — —
Lockup clutch plate Sealring Lockup clutch backplate Snapring
38 39 40 41
— — — —
Lockstrip (4) Converter pump hub (before S/N 49490) Gasket Sealring
16 — Bearingr ace 17 — Thrust bearing assembly 18 — Bearingr ace
42 — 43 — 44 —
Converter pump assembly Bolt, 5⁄16-24 x 1.36 (24) Bearing r ace (after S/N 49 489)
19 — Turbine t hrust bea ring spacer (selective): 0.014–0.016 inch (0.36–0.41 mm) (Gold) 0.029–0.031 inch (0.74–0.79 mm) (Silver) 0.041–0.043 inch (1.04–1.09 mm) (Plain) 0.059–0.061 inch (1.50–1.55 mm) (Black) 0.074–0.076 inch (1.88–1.93 mm) (Copper) 20 — Torque converter turbine assembly 21 — Turbine hub 22 — Torque converter turbine
45 — 46 — 47 —
Roller bearing (af ter S/N 4 9489) Bolt, 1⁄4-20 x 5⁄8 (8) C Lockstrip (4)
23 24 25 26
— — — —
Rivet, 5⁄16 x 11⁄16 (8) Torque converter stator assembly Stator t hrust wa sher Stator cam washer (2)
48 — 49 —
Converter pump hub (after S/N 49489) Sealring (after S/N 49489) To r q u e A B C
*
lb ft 33–40
N· m 45–54
19–23 9–11
26–31 12–15
Not used with sp acers having bonded rubber inse rt.
Foldout 6. Torque Converter and Lockup Clutch
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 6 5 3 AU TO M AT I C T R A N S M I S S I O N S Legend For Foldout 7
7,A 1 — Oil pump and front support assembly 2 — Sealring 3 — Oilseal 4 — Oil pump assembly 5 — Pump body and bushing assembly (after S/N 49489) 6 — Bushing (after S/N 49489) 7 — Pump body 8 — Pump driven gear (selective): 0.6835–0.6840 inch (17.37–17.39 mm) 0.6845–0.6850 inch (17.39–17.40 mm) 0.818–0.819 inch (20.78–20.80 mm) 0.819–0.820 inch (20.80–20.83 mm) 9 — Pump drive gear (selective): 0.6835–0.6840 inch (17.36–17.37 mm) 0.6840–0.6845 inch (17.37–17.39 mm) 0.6845–0.6850 inch (17.39–17.40 mm) 0.6850–0.6855 inch (17.40–17.41 mm) 0.8185–0.8190 inch (20.79–20.80 mm) 0.8190–0.8195 inch (20.80–20.82 mm) 0.8195–0.8200 inch (20.82–20.83 mm) 0.8200–0.8205 inch (20.83–20.84 mm) 10 — Snapring (before S/N 2410219363)
31 32 33 34 35
— — — — —
Thrust bearing race assembly Butt-joint sealring (2) Gasket Washer (12) Bolt, 3⁄8-16 x 33⁄8 (12) C To rque A
lb ft 36–43
N· m 49–58
B C
17– 24–20 32
23– 33–27 43
7,B 1 2 3 4 5 6 7 8 9 10
— — — — — — — — — —
Sealring Forward clutch and turbine shaft assembly Turbine shaft and clutch housing assembly Sealring (2) Turbine shaft Forward clutch housing Check ball (2) Retainer pin (after S/N 49489) Valve plug (after S/N 49489) Valve spring (after S/N 49489)
— Centrifugal valve (after S/N 49489) — Snapring — PTO drive gear — Clutch housing sealring — Clutch piston sealring — Forward clutch piston (selective) Piston A 0.995–1.005 inch (25.27–25.53 mm) Piston B 1.020–1.030 inch (25.91–26.16 mm) Piston C 1.045–1.055 inch (26.54–26.80 mm) — Forward clutch piston return spring — Spring retainer — Snapring — Thrust bearing assembly — Forward clutch hub — External-tanged plate (5) (some models, 6)
11 12 13 14 15 16 17 18 19 20 21 22 23 24 25
— — — — — — — — — — — — — — —
Valve stop Main-pressure regulator valve spring Main-pressure regulator valve Snapring (before S/N 2410219363) Valve stop Lockup valve spring Lockup valve Pin (after S/N 2410219363) Pin (after S/N 2410219363) Self-locking bolt, 3⁄8-16 x 11⁄2 (2) A Self-locking bolt, 5⁄16-18 x 13⁄4 (12) B Valve and front support assembly Valve guide pin Converter-pressure regulator valve spring Converter-pressure regulator valve
11 12 13 14 15 16
26 27 28 29
— — — —
Front support assembly Converter ground sleeve Front support Plug
23 — Internal-splined plate (5) (some models, 6) 24 — Fourth clutch driving hub 25 — Snapring
17 18 19 20 21 22
26 — Thrust bearing assembly
30 — Needle roller bearing assembly
Copyright © 1996 General Motors Corp.
Foldout 7
F OLDOUT 7 A
F ol do ut 7 , A.O i lP umpa ndF ro nt Su pp or tA s s e mbl y
B
F ol do ut 7 , B.F o rw a rdC l ut c ha n dTu rbi ne Sha f t As s e mb ly
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 6 5 3 AU TO M AT I C T R A N S M I S S I O N S Legend For Foldout 8
8,A
8,B
1 — Fourth clutch assembly 2 — Snapring 3 — Clutch backplate 4 — Internal-splined plate (4) (some models, 5) 5 — External-tanged plate (4) (some models, 5) 6 — Snapring 7 — Piston spring retainer 8 — Piston return spring 9 — Fourth clutch piston (selective)* Piston A 0.995–1.005 inch (25.27–25.53 mm) Piston B 1.020–1.030 inch (25.91–26.26 mm) 10 — Fourth clutch piston (selective)** Piston J 0.970–0.980 inch (24.64–24.89 mm) Piston K 0.995–1.005 inch (25.27–25.53 mm) Piston L 1.020–1.030 inch (25.91–26.16 mm) 11 — Piston outer sealring 12 — Piston inner sealring 13 — Fourth clutch housing assembly 14 — Check ball (4) 15 — Thrust bearing assembly * Use with four-plate clutch. ** Use with five-plate clutch.
1 — Snapring 2 — Third clutch backplate (selective): ID No. 7: 0.476–0.486 inch (12.09–12.34 mm) ID No. 8: 0.450–0.460 inch (11.43–11.68 mm) ID No. 9: 0.463–0.473 inch (11.76–12.01 mm) 3 — Internal-splined clutch plate (3) 4 — External-tanged clutch plate (3) 5 — Snapring (selective): Color code: White 0.148– 0.150 inch (3.76– 3.81 mm) Color code: Yellow 0.152– 0.154 inch (3.86– 3.91 mm) Color code: Green 0.155– 0.157 inch (3.94– 3.99 mm) Color code: Red 0.158– 0.160 inch (4.01– 4.06 mm) 6 — Push-on nut (4) 7 — Spring retainer ring 8 — Piston return spring (20) 9 — Third clutch piston 10 — Piston inner sealring 11 — Piston outer sealring 12 — Butt-joint sealring (2) 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28
— Center support housing assembly — Bushing — Check ball — Center support — Piston outer sealring — Piston inner sealring — Second clutch piston — Piston return spring (20) — Spring retainer ring — Push-on nut (4) — Sealring (after S/N 100431) — Oil filter (after S/ N 100431) — Snapring — External-tanged plate (3) — Internal-splined plate (3) — Second clutch backplate (selective): ID No. 7: 0.476– 0.486 inch (12.09–12.34 mm)
ID 0.460inch inch(11.76–12.01 (11.43–11.68mm) mm) ID No. No. 8: 9: 0.450– 0.463–0.473 29 — Shim (use with grooved center support only)
Copyright © 1996 General Motors Corp.
Foldout 8
F OLDOUT 8 A
F ol do ut8 , A.F ou r t hC l ut c hAs s e mb ly
B
F ol do ut8 ,B. T h i rdC l ut c h,C e nt e rSup po r t ,a n dSe c o ndC l u t c h
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 6 5 3 AU TO M AT I C T R A N S M I S S I O N S Legend For Foldout 9
9,A
9,B
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
— — — — — — — — — — — — — — — — — — — — — — — — — — — — —
Thrust washer Front sun gear Thrust washer Front planetary carrier assembly Pinion pin (6) Bronze thrust washer (12) Steel thrust washer (12) Front planetary pinion (6) Roller (120) Front planetary carrier assembly Bushing Thrust washer Snapring Front planetary ring gear Center planetary carrier assembly Pinion pin (4) Center planetary carrier Bronze thrust washer (8) Steel thrust washer (8) Center planetary pinion (4) Roller (72) Bronze thrust washer, two-pinion (4) Sun gear shaft assembly Spring pin (2) Shaft and bushing assembly Bushing (2) Sun gear shaft Needle roller bearing Bearing race
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
— — — — — — — — — — — — — — — — — — — — — — — — — — — — —
Thrust washer Front sun gear Thrust washer Front planetary carrier assembly Pinion pin (6) Bronze thrust washer (12) Steel thrust washer (12) Front planetary pinion (6) Roller (120) Flange and carrier assembly Bushing Thrust washer Snapring Front planetary ring gear Center planetary carrier assembly Pinion pin (4) Center planetary carrier Bronze thrust washer (8) Steel thrust washer (8) Center planetary pinion (4) Roller (72) Bronze thrust washer, two-pinion (4) Center sun gear shaft assembly Spring pin (2) Shaft and bushing assembly Bushing (2) Center sun gear shaft Needle roller bearing assembly Roller bearing race
30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49
— — — — — — — — — — — — — — — — — — — —
Planetary connecting drum Snapring Center planetary ring gear Main shaft assembly Lubrication orifice plug Main shaft Thrust washer Rear planetary sun gear Snapring Snapring Rear planetary carrier assembly Pinion pin (4) Bronze thrust washer, two-pinion (8) Steel thrust washer (8) Roller (72) Pinion (4) Rear planetary carrier Needle roller bearing assembly* Snapring Ball bearing**
30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49
— — — — — — — — — — — — — — — — — — — —
Planetary connecting drum Snapring Center planetary ring gear Main shaft assembly Lubrication orifice plug Main shaft Rear planetary sun gear Snapring Rear planetary carrier assembly, four-pinion Needle roller bearing assembly Pinion pin (4) Bronze thrust washer, two-pinion (4) Steel thrust washer (8) Roller (72) Rear planetary pinion (4) Rear planetary carrier Snapring Thrust washer Rear planetary carrier assembly, five-pinion Needle roller bearing assembly
50 51 52 53 54
— — — — —
Output shaft assembly** Bushing** Cup plug** Spring pin** Output shaft**
50 51 52 53 54 55 56
— — — — — — —
Pinion pin (5) washer, two-pinion (2) Bronze thrust Steel thrust washer (10) Roller (90) Pinion (5) Rear planetary carrier Bronze thrust washer, three-pinion (2)
* Used on MTB Series only. ** Used on MT Series only.
Copyright © 1996 General Motors Corp.
Foldout 9
F OLDOUT 9 A
B 16
17 16
5 1
6
7
2
1
8
18
4
10
6
9 7
3
5
6
11 18
7
2
17
10
19 8
18
9 7
3 4
22 12
6
20 21
13
11
19
18 19
15
14 20
22
12
22
21 19
13
23
15
14
24 22 31
25
26
32
23
27
24 31
34
25
26
32
33 26
27
28 29
35
30
33
34
26 28
36 29
30
35
37
36 37
46
49 38
39 50
47
48
47
48 38
41
49 40
50
45
53
53
54 56
46
39
52 52
42
55
51
51
40 52
54
43
51 44 45 43 56 42
41
42
43 44 42
E01331.01
F ol d ou t9 , A. G e a rU n i tAs s e mbly—M T (B )6 4 0 ,6 4 3
F o l do ut9 ,B. G e a rU n i tA s s e mbl y—M T ( B)6 5 0 ,6 5 3
41
E01330.01
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 6 5 3 AU TO M AT I C T R A N S M I S S I O N S Legend For Foldout 10
10,A 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
— — — — — — — — — — — — — — — — — — — — — — — — — — — — —
Shroud (used with small vent cap) Breather Modulated lockup check plug A Fill tube plug PTO cover gasket PTO access cover Bolt, 3⁄8-16 x 3⁄4 (6) B Bolt, 1⁄4-20 x 7⁄8 (2) D Lube regulator valve adapter Gasket Sealring (if used) Transmission housing assembly Lube regulator valve Valve spring Valve guide tube Transmission housing Plug, 1⁄8 A Drive screw Nameplate Tube adapter (MT(B) 640, 643) Bolt, 1⁄4-20 x 11⁄4 (4) (MT(B) 640, 643) C Bolt, 1⁄4-20 x 23⁄4 (7) (MT(B) 650, 653) C Bolt, 1⁄4-20 x 7⁄8 (2) (MT(B) 650, 653) C Bolt, 1⁄4-20 x 3 (2) (later models) C Bolt, 1⁄4-20 x 23⁄4 (1) (earlier models) C Bolt, 1⁄4-20 x 13⁄4 (1) C Detent roller and spring assembly Bolt, 1⁄4-20 x 21⁄4 (16) (earlier models,17) C Bolt, 1⁄4-20 x 2 (3) C
30 31 32 33 34 35
— — — — — —
36 37 38 39 40
— — — — —
41 42 43 44 45 46 47 48 49 50 51 52 53
54 — Bolt, 3⁄8-16 x 3 (3⁄8-16 x 21⁄4, earlier models) F 55 — Chamfered washer, 3⁄8 (Plain washer, 3⁄8, earlier models) 56 — Shaft retainer pin 57 — Plug, 1⁄8 A 58 — Selector shaft and nut assembly 59 — Nut (metric thread) 60 — Manual selector shaft 61 — Selector shaft oil seal 62 — Plug, 3⁄4-16 E 63 — Washer 64 — Pan filler flange plug To rque A B C D E F G
lb ft 4–8 15–20 8–12 12–15 50–60 39–46 10–15
N· m 5–11 20–27 11–16 16–20 68–81 53–62 14–20
10,B 1 2 3 4 5 6
— — — — — —
Bolt, 1⁄4-20 x 21⁄4 (16) (earlier models,17) A Bolt, 1⁄4-20 x 2 (3) A Detent roller and spring assembly Bolt, 1⁄4-20 x 13⁄4 (1) A Bolt, 1⁄4-20 x 3 (2) (later models) A Bolt, 1⁄4-20 x 7⁄8 (2) (MT(B) 650, 653) A
— — — — — — —
Filter kit Sealring Filter tube Filter (paper element) Gasket Washer-head screw, 5⁄16-18 x 5⁄8 (5⁄16-18 x 11⁄4 used with 5.10 inch pan) G Flat washer (if used) Filter spacer (used with 5.10 inch pan) Filter kit Sealring Filter (stainless sump screen) and filter tube assembly Gasket Washer-head screw, 5⁄16-18 x 5⁄8 G Drain plug Gasket Magnet Pan assembly, standard Flared tube plug
7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26
— — — — — — — — — — — — — — — — — — — —
Tube 640, 643)640, 643) A 1⁄4-20 x (MT(B) Bolt, adapter 11⁄4 (4) (MT(B) Sealring Hex washer screw, 5⁄16-18 x 5⁄8 B Filter canister Bolt, 1⁄4-20 x 23⁄4 (1) (MT(B) 650, 653) A Drain plug Oil filter Sealring Filter retainer Spring Sealring Filter cover Cover strap Bolt, 5⁄16-24 x 7⁄8 B Nut, 5⁄16-24 Flared tube plug (if used) Washer-head screw, 5⁄16-18 x 5⁄8 (21) C Pan assembly, heavy-duty Magnet
— — — — — —
Washer-head Detent lever screw, 5⁄16-18 x 5⁄8 (21) B Nut, 3⁄8-24 B Bolt, 5⁄16-18 x 5⁄8 Modulator retainer Governor pressure check ball
27 — Pan gasket filler flange plug 28 To rque A B C
Copyright © 1996 General Motors Corp.
lb ft 8–12 12–15 15–20
N· m 11–16 16–20 20–27
Foldout 10
F OLDOUT 1 0 A
F o l d ou t 1 0 , A . T r a ns m i s s i o n H o u s i ng , S t a n da r d O i l F i l t e r a n d O i l P a n C o nfi gu r a t i on
B
F o l d ou t 1 0 , B. He a v y - D u t y O i l F i l t e r a nd O i l P a n C o nfi gu ra t i o n
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 6 5 3 AU TO M AT I C T R A N S M I S S I O N S Legend For Foldout 11
11,A
11,B
1 — Snapring 2 — First clutch backplate (selective): ID No. 4: 0.702–0.712 inch (17.83–18.08 mm) ID No. 5: 0.671–0.681 inch (17.04–17.30 mm) ID No. 6: 0.640–0.650 inch (16.26–16.51 mm) 3 — Internal-splined plate (6)
1 — Adapter housing gasket 2 — Thrust washer 3 — Adapter housing 4 — Hex head pipe plug, 1⁄4 inch A 5 — Thrust washer 6 — Low sun gear
4 — External-tanged plate (6) 5 — Rear planetary ring gear (MT(B) 650, 653) 6 — Rear planetary ring gear hub (MT(B) 650, 653) 7 — Snapring (MT(B) 650, 653) 8 — Snapring 9 — Spring retainer 10 — Piston return spring (26) 11 — First clutch piston 12 — Piston outer sealring 13 — Piston inner sealring 14 — Rear planetary ring gear (MT(B) 640, 643)
7 8 9 10
— — — —
Thrust washer Low planetary carrier assembly Pinion pin (6) Bronze thrust washer (12)
11 — Steel thrust washer (12) 12 — Pinion (6) 13 14 15 16 17 18 19 20 21 22 23
— Roller (114) — Carrier and bushing assembly — Bushing — Thrust washer — External-tanged plate (6) — Internal-splined plate (5) — Low planetary ring gear — Snapring — Piston spring retainer — Piston return spring (26) — Low clutch piston (selective) Piston C 0.858–0.868 inch (21.79–22.05 mm) Piston B 0.829–0.839 inch (21.06–21.31 mm) Piston A 0.800–0.810 inch (20.32–20.57 mm) 24 — Piston outer sealring 25 — Piston inner sealring To rque A
Copyright © 1996 General Motors Corp.
lb ft 8–10
N· m 11–14
Foldout 11
F OLDOUT 1 1 B
A 1
2
3
4
5
6
7
3
4
8 9 10
11
12
14 13
V03323
F ol do u t 1 1 , A . F i r s t C l u t c h a nd R e a r P l a n e t a r y R i n g G e a r s
F o l d ou t 1 1 , B. L ow C l u t c h , P l a ne t a r y, a n d A da pt e r H ou s i n g — M T (B ) 6 5 0 , 6 5 3
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 6 5 3 AU TO M AT I C T R A N S M I S S I O N S Legend For Foldout 12
12,A 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
— — — — — — — — — — — — — — —
12,B
Governor drive gear Speedometer drive gear Speed sensor wheel Sleeve spacer Rear cover gasket Rear cover assembly Rear cover Governor support pin Plug, 1⁄8 C Plug, 1⁄8 C Governor filter kit Governor filter Sealring Filter plug, 7⁄8-14 E Drain tube Plug, 3⁄8 D Flat washer, 1⁄2 (14) (used with non-flanged bolt) Bolt, 1⁄2-13 x 11⁄2 (14) A* or F** Flanged bolt, 1⁄2-13 x 11⁄2 (14) F Snapring (earlier models) Ball bearing Beveled snapring Oil seal Dust shield Output flange washer Bolt, 1⁄2-20 x 11⁄2 Governor assembly Governor service kit Governor weight pin (2) Governor cover gasket Governor cover Bolt, 5⁄16-18 x 11⁄16 (4) B Torque A B C
lb ft 67–80 15–20 4–8
N· m 91–108 20–27 5–11
D E F
18–22 50–70 61–73
24–30 68–95 83–99
* Non-plated bo lts ** Zinc plated bolts
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
— — — — — — — — — — — — — — —
Shaft and plug assembly Output shaft bushing Cupplug Output shaft Spring pin Ball bearing assembly (earlier models) Roller bearing (later models) Governor drive gear Speedometer drive gear (used with sleeve spacer 11, earlier models) Speed sensor wheel Sleeve spacer (earlier models) Rear cover gasket Rear cover assembly Roller bearing outer race (later models) Rear cover Governor support pin Plug, 1⁄8 D Plug, 1⁄8 D Governor filter kit Governor filter Sealring Filter plug, 7⁄8-14 F Drain tube Plug, 3⁄8 E Flat washer, 1⁄2 (14) (used with non-flanged bolt) Bolt, 1⁄2-13 x 51⁄4 (14) A* or G** Flanged bolt, 1⁄2-13 x 51⁄4 (14) G Snapring (earlier models) Ball bearing Beveled snapring Oil seal Dust shield Spacer (if used) Self-locking nut B Governor assembly Governor service kit Governor weight pin (2) Governor cover gasket Governor cover Bolt, 5⁄16-18 x 11⁄16 (4) C To rque A B C D E F G
lb ft 67–80 600–800 15–20 4–8 18–22 50–70 61–73
N· m 91–108 814–1085 20–27 5–11 24–30 68–95 83–99
* Non-plated bolts ** Zinc plated bolts
Copyright © 1996 General Motors Corp.
Foldout 12
F OLDOUT 1 2 B
A 1
2 4
5 3
6
7
17 18 19
16 20
8 21 9
22
15 12
28
23
13 11 10 29
14
24
27
30 31
32
25 26
E03335.01
F ol dout 12 ,A . R e ar C ov er C omponent s— M T 6 40 ,64 3
Fol dout 12, B. O ut put Shaf t andRe ar C ove rC omponent s— M T 65 0,65 3
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 6 5 3 AU TO M AT I C T R A N S M I S S I O N S Legend For Foldout 13
1 2 3 4 5 6 7 8 9 10
— — — — — — — — — —
Control valve assembly Valve stop pin Priority valve spring Priority valve Hold regulator valve Hold regulator valve spring Valve stop pin Valve plug (before S/N 66152) Washer (after S/N 66151) Adjusting ring (after S/N 66151)
54 55 56 57 58 59 60 61 62 63
— — — — — — — — — —
Valve inner spring (after S/N 13800) Valve stop First clutch trimmer valve Trimmer plug Valve outer spring Valve inner spring Valve stop Second clutch trimmer valve Trimmer plug Valve outer spring
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 42 43 44 45 46 47
— — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — —
Selector valve Retainer pin 1–2 shift valve 1–2 shift modulator valve 1–2 shift valve spring Valve stop Adjusting ring Retainer pin 2–3 shift valve 2–3 shift modulator valve 2–3 shift valve spring Valve stop Adjusting ring Retainer pin 3–4 shift valve 3–4 shift modulator valve 3–4 shift valve spring Valve stop Adjusting ring Retainer pin 3–4 relay valve 3–4 relay valve spring Valve stop (later models) Retainer pin Trimmer regulator valve Trimmer regulator valve spring Trimmer regulator valve stop Retainer pin (after S/N 13800) Separator plate Bolt, 1⁄4-20 x 13⁄4 (3) A Modulator valve actuator pin Modulator valve Modulator valve spring Washer (earlier models) Valve stop (earlier models) Adjusting ring Modulator valve body
64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88 89
— — — — — — — — — — — — — — — — — — — — — — — — — —
Valve inner spring Valve stop Valve stop (later models) Accumulator valve spring (later models) Accumulator valve (later models) Fourth clutch trimmer valve Trimmer plug Valve outer spring Valve inner spring (after S/N 13800) Valve stop Trimmer valve cover Bolt, 1⁄4-20 x 3⁄4 (9) (8, earlier models) A Retainer pin (2) 2–3 relay valve 2–3 relay valve spring Valve stop (later models) 1–2 relay valve 1–2 relay valve spring Spacer 1–2 shift valve return spring* 1–2 shift valve* 1–2 modulator valve* 1–2 shift valve spring* Valve stop* 1–2 shift valve bore washer* Trimmer valve cover (earlier smooth shift models) Bolt, 1⁄4-20 x 3⁄4 (4) A Accumulator valve (earlier smooth shift models) Accumulator valve spring (earlier smooth shift models) Valve stop (earlier smooth shift models) Accumulator valve body (earlier smooth shift models) Bolt, 1⁄2-20 x 21⁄2 (4) A First clutch tube
90 — 91 — 92 — 93 — 94 — 95 — 96 —
48 — Retainer pin 49 — Reverse priority bypass check ball (after S/N 47284, MT(B) 650, 653 only) 50 — Control valve body 51 — Third clutch trimmer valve 52 — Trimmer plug 53 — Valve outer spring
97 — Governor tube (2) 98 — Governor screen assembly (earlier models) To rque A *
lb ft 8–12
N· m 11–16
Second gear start models only
Copyright © 1996 General Motors Corp.
Foldout 13
F OLDOUT 1 3
39
46 44
45
43 42 40
46
41 43 42
37 36 29
26
22
87
35 38 49 34 76
20
16
88
48
31 25
21
86
51
30
15
52
50
19
14
53
24
85
13
54
56
84
55
57 18
11
83
58
61
12 10 9
62 4
67
6 5
59 63
66
7
8
96
98 32
27 23
17
97
1
41
47
33
28
69 3
60
64 65
68
74
70 77
2
71 78
80
89
72
75
73
79 81
90 82
91 92 93 94
95
V03338
Foldout 13. Control Valve Body Assembly — MT(B) 640, 643
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 6 5 3 AU TO M AT I C T R A N S M I S S I O N S Legend For Foldout 14
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
— — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — —
Control valve assembly Valve stop pin Priority valve spring Priority valve Hold regulator valve Hold regulator valve spring Valve stop pin Valve plug (before S/N 66940) Washer (after S/N 66939) Adjusting ring (after S/N 66939) Selector valve Retainer pin 2–3 shift valve 2–3 shift modulator valve 2–3 shift valve spring Valve stop Adjusting ring Retainer pin 3–4 shift valve 3–4 shift modulator valve 3–4 shift valve spring Valve stop Adjusting ring Retainer pin 4–5 shift valve 4–5 shift modulator valve 4–5 shift valve spring Valve stop Adjusting ring Retainer pin 4–5 relay valve 4–5 relay valve spring Valve stop (later models) Retainer pin Trimmer regulator valve Trimmer regulator valve spring Trimmer regulator valve stop Retainer pin (after S/N 13800) Separator plate Bolt, 1⁄4-20 x 13⁄4 (3) A
41 42 43 44 45 46
— — — — — —
Modulator valve actuator pin Modulator valve Modulator valve spring Washer (earlier models) Valve stop (earlier models) Adjusting ring
47 — Modulator valve body 48 — Retainer pin 49 — Reverse priority bypass check ball (after S/N 47284) 50 — Control valve body 51 — Third clutch trimmer valve 52 — Trimmer plug 53 — Valve outer spring 54 — Valve inner spring (after S/N 13800) 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88
— — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — —
Valve stop First clutch trimmer valve Trimmer plug Valve outer spring Valve inner spring (after S/N 13800) Valve stop Second clutch trimmer valve Trimmer plug Valve outer spring Valve inner spring (after S/N 13800) Valve stop Valve stop (later models) Accumulator valve spring (later models) Accumulator valve (later models) Fourth clutch trimmer valve Trimmer plug Valve outer spring Valve inner spring (after S/N 13800) Valve stop Trimmer valve cover Bolt, 1⁄4-20 x 3⁄4 (9) (8, earlier models) A Retainer pin (2) 3–4 relay valve 3–4 relay valve spring Valve stop (later models) 2–3 relay valve 2–3 relay valve spring Spacer Governor tube (2) Governor screen assembly (earlier models) Trimmer tube Low clutch feed tube Drive tube Main knockdown tube (before S/N 47285) To rque A
Copyright © 1996 General Motors Corp.
lb ft 8–12
N· m 11–16
Foldout 14
F OLDOUT 1 4
39
46 45
44 43 42 40
46
41 43
83
42
1
41
47
84
37 48
36 29
23
26
22
35
32
27
85
38 31
25
21
17
49 87
34 76
20
16
88
33
28
52
50
19 14
53
24 13
54
56
55
57 11
18
58
61
12
10
8
60
63
66 4
64
67
6 5
59
62
9 7
86
51
30
15
69 3
65
68 70
77
2
71 78
80
74 72
79
73
81 82
75
V03339
Foldout 14. Control Valve Body Assembly — MT(B) 650, 653
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 6 5 3 AU TO M AT I C T R A N S M I S S I O N S Legend For Foldout 15
15,A 1 2 3 4 5
— — — — —
Modulated lockup valve body assembly Modulated lockup valve body Retainer pin Modulated lockup valve Modulated lockup valve spring
6 — Modulated lockup valve stop 7 — Adjusting ring
15,B 1 2 3 4 5 6 7 8 9 10
— — — — — — — — — —
Oil transfer plate Separator plate Low shift valve assembly Valve body Retainer pin Retainer pin 1–2 relay valve 1–2 relay valve spring Valve stop 1–2 shift valve
11 12 13 14
— — — —
1–2 shift valve spring Valve stop Washer Adjusting ring
Copyright © 1996 General Motors Corp.
Foldout 15
F OLDOUT 1 5 A
B
1
3 2
4
5
6 7
V01919
F ol do ut 1 5 ,A .M o du l a t e d L o c k u pVa l v e B ody A s s e mbl y
F o l do ut 1 5 ,B .L ow Sh i f tVa l v e B o dy A s s e mbl y — M T (B )6 5 0 ,6 5 3
F OLDOUT 1 6
1 — Parking brake assembly, 12 x 4 2 — Shield 3 4 5 6
— — — —
Lockwasher, 5⁄8 (4) Bolt, 5⁄8-11 x 13⁄8 (4) A Brake shoe assembly Parking brake assembly, 12 x 3
7 — Lockwasher, 5⁄8 (4) 8 — Bolt, 5⁄8-11 x 13⁄8 (4) To r q u e
lb ft
N· m
A
117–140
159–190
Foldout 16. Parking Brake Assemblies
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 6 5 3 AU TO M AT I C T R A N S M I S S I O N S Legend For Foldout 17
17,A
17,B
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
— — — — — — — — — — — — — — — — — — — — — — — — — — — —
Sealring Flared tube 90˚ elbow B Converter-out hose assembly C Hose clamp Hex head bolt, 5⁄16-18 x 11⁄16 D Sealring Flared tube connector B* Flared tube connector B* Sealring Nut, 5⁄16-18 hex H Lockwasher, 5⁄16 Hose clamp bracket Sealring Flared tube 90˚ elbow B Clutch feed hose assembly A Flared tube 90˚ fitting G Check valve Flared tube 90˚ elbow G Internal snapring (3) Accumulator spring retainer (3) Accumulator inner spring (3) Accumulator outer spring (3) Accumulator piston sealring (3) Accumulator piston (3) Accumulator piston sealring (3) Accumulator cover gasket Accumulator cover assembly Hex head pipe plug, 1⁄8 NPTF E
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
— — — — — — — — — — — — — — — — — — — — — — — — — — — — —
Retarder valve gasket (2) Separator plate Flat washer, 10 mm (2) Bolt, hex, M10 x 1.5 x 45 (2) A Flat washer, 10 mm (10) Bolt, hex, M10 x 1.5 x 100 (10) A Retarder control valve assembly Bolt, hex, M6 x 1 x 80 (4) B Lockwasher, 6 mm (4) Retarder valve body top cover Retarder valve body top cover gasket Sealring Sealring Piston Retarder valve Retarder valve spring Retarder valve body Pipe plug, 1⁄2 NPTF D Pipe plug, 1⁄4 NPTF E Pipe plug, 1⁄16 NPTF F Retarder cutoff valve Retarder cutoff valve spring Gasket Regulating valve assembly Oil transfer plate Gasket Regulating valve body Charging valve spring Charging valve
29 30 31 32 33 34 35 36 37 38 39 40 41
— — — — — — — — — — — — —
Hex head pipecover plug, 1⁄8 NPTF E Accumulator Flat washer, 10 mm (13) Bolt, M10 x 1.5 x 50 mm (13) F Flat washer, sealring (2) Flanged bolt, M10 x 1.5 x 50 (2) F Governor assembly Governor service kit Governor weight pin (2) Governor cover gasket Governor cover Flat washer, 8 mm (4) Bolt, M8 x 1.25 x 25 mm (4) D
30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48
— — — — — — — — — — — — — — — — — — —
Sealring Plug, hex socket, 7⁄8-14 UNF G Charging pressure orifice plug Retarder-pressure regulator valve Retarder-pressure regulator valve spring, inner Retarder-pressure regulator valve spring, outer Valve plug Cover gasket Valve body cover Flat washer, 10 mm (2) Bolt, hex, M10 x 1.5 x 35 (2) A Flat washer, 8 mm (2) Bolt, hex, M8 x 1.25 x 50 (2) C Flat washer, 8 mm (4) Bolt, hex, M8 x 1.25 x 60 (4) C Flat washer, 8 mm (2) Bolt, hex, M8 x 1.25 x 80 (2) C Flat washer, 8 mm (2) Bolt, hex, M8 x 1.25 x 90 (2) C
*
Torque A B C D E
lb ft 16–20 25–35 55–65 13–16 4–5
N· m 22–27 34–47 75–88 18–22 5–7
F G H
30–35 12–16 10–12
39–48 16–22 14–16
OEM supplied filter assembly is located between connectors 7 and 8.
To rque A B C D E F G
Copyright © 1996 General Motors Corp.
lb ft 30–35 4–7 13–16 16–20 8–10 3–4 50–70
N· m 39–48 6–9 18–22 22–27 11–14 4–6 68–95
Foldout 17
F OLDOUT 1 7 A
Fol dout1 7,A . Re t arderA ccumul at orsandGov ernor
B
Fol dout1 7,B . R et arderC ont rolVal v e
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 6 5 3 AU TO M AT I C T R A N S M I S S I O N S Legend For Foldout 18
18,A 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
— — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — —
18,B
Retarder housing gasket Retarder housing assembly Housing assembly Governor bushing Retarder housing and bushing assembly Retarder housing Dowel pin Sleeve Retainer and ball assembly Speedometer bushing Hex head pipe plug, 1⁄8 NPTF B Governor filter kit Governor filter Sealring Hex socket plug, 7⁄8-14 UNF C Hex head pipe plug, 1⁄4 NPTF D Retarder priority valve Retarder priority valve spring Valve stop Pipe plug, 1⁄2 NPTF E Pipe plug, 1⁄2 NPTF E Valve stop pin Elbow, flared tube, 45˚ D Hex head pipe plug, 1⁄8 NPTF B Governor and speedometer drive gear Output shaft spacer Ball bearing Internal snapring Output shaft oil seal Nut, hex, self-locking F Flat washer, 12 mm (3) Bolt, hex, M12 x 1.75 x 130 (3) A Plug, speedo, 0.8125-20 UNEF-2A G Torque A B C D E F G
lb ft 53–63 4–5 50–70 8–10 16–20 600–800 20–30
1 — Internal snapring 2 — Bolt, M10 x 1.5 x 35 mm (6, some models, 7) A 3 — Flat washer, 10 mm (6, some models, 7) 4 — Retarder stator 5 — Stator sealring 6 — Retarder external-splined clutch plate (5) 7 — Retarder internal-splined clutch plate (6) 8 — Output shaft assembly (MTB 643 only) 9 — Roller bearing assembly (MTB 643 only) 10 — Lube orifice plug (MTB 643 only) 11 — Output shaft (MTB 643 only) 12 — Sealring (2) 13 — Retarder rotor hub 14 — Retarder rotor assembly 15 — Retarder clutch backplate Torque A
lb ft 29–35
N· m 39–48
N· m 72–85 5–7 68–95 11–14 22–27 814–1085 27–40
Copyright © 1996 General Motors Corp.
Foldout 18
A
F OLDOUT 1 8
B 1
2
3 4
5
6
7
8
9 10
11
12
14 12
13
15
V03321
F o l do u1t 8 , A .R e t a rd eH r o u s i ng
F ol do u1t 8 , B .Re t a rd eC r l u tch
M T ( B ) 6 4 0 , 6 4 3 , 6 5 0 , 6 5 3 AU TO M AT I C T R A N S M I S S I O N S Legend For Foldout 19
19,A
19,B
1 2 3 4 5 6 7
— — — — — — —
Adapter housing gasket Bolt, hex, M12 x 1.75 x 60 (11) A Flat washer, 12 mm (11) Ball bearing Bolt, M12 x 1.75 x 45 (6) A Flat washer, 12 mm (6) Retarder adapter housing assembly
8 9 10 11 12 13 14 15 16 17 18 19 20 21 22
— — — — — — — — — — — — — — —
Hex head pipe plug, 1⁄4 NPTF B Hex head pipe plug, 1⁄4 NPTF B Adapter housing and sleeve assembly Sleeve Pin Adapter housing Retainer and ball assembly Hex head pipe plug, 1⁄4 NPTF B Hex head pipe plug, 1⁄4 NPTF B Hex head pipe plug, 1⁄8 NPTF (2) C Sealring (14) Flat washer, 1⁄2 (14) Bolt, hex head, 1⁄2-13 x 2 (14) D Adapter housing sealring Retarder piston (selective) ID No. 5 0.736–0.740 inch (18.7–18.8 mm)
8 — Bolt, hex, M12 x 1.75 x 90 (12) (11, earlier models) A 9 — Flat washer, 12 mm (12) (11, earlier models) 10 — Output shaft spacer 11 — Bolt, hex, M12 x 1.75 x 45 (5) A 12 — Flat washer, 12 mm (5) 13 — Retarder adapter housing assembly 14 — Bearing outer race 15 — Hex head pipe plug, 1⁄4 NPTF B 16 — Hex head pipe plug, 1⁄4 NPTF B 17 — Adapter housing and sleeve assembly 18 — Retainer and ball assembly 19 — Adapter housing 20 — Sleeve 21 — Pin 22 — Hex head pipe plug, 1⁄4 NPTF B
ID No. 6 0.768–0.772 inch (19.5–19.6 mm) ID No. 7 0.799–0.803 inch (20.3–20.4 mm) Piston outer sealring Piston inner sealring Piston return spring Piston return spring retainer External snapring
23 24 25 26 27 28
— — — — — —
29 30 31 32 33
— — — — —
23 24 25 26 27
— — — — —
Torque A B C D E
lb ft 53–63 8–10 4–5 81–97 8
1 2 3 4 5 6 7
N· m 72–85 11–14 5–7 110–132 11
— — — — — — —
Roller bearing assembly Output shaft assembly Bushing Cupplug Output shaft Bearing inner race and rollers Adapter housing gasket
Hex head pipe plug, 1⁄8 NPTF (2) C Sealring (14) Flat washer, 1⁄2 (14) Bolt, hex head, 1⁄2-13 x 51⁄2 (14) D Adapter housing sealring Retarder piston (selective) ID No. 5 0.736–0.740 inch (18.7–18.8 mm) ID No. 6 0.768–0.772 inch (19.5–19.6 mm) ID No. 7 0.799–0.803 inch (20.3–20.4 mm) Piston outer sealring Piston inner sealring Piston return spring Piston return spring retainer External snapring
Torque A B C D E
Copyright © 1996 General Motors Corp.
lb ft 53–63 8–10 4–5 81–97 8
N· m 72–85 11–14 5–7 110–132 11
Foldout 19
A
F OLDOUT 1 9
B 1 8
15 14 3 2
4
16 5 19
9
20
13 14
18
11
1
21
6
7 12 8 2
9
16
3 7
22
23
10
15
17
17
13 10
4 18
19
24 25
20
26 27
21
28
22 5 6 23
29 11 12
24 30
25
31 26 32
27
33
E03337.01
E03336.01
Fol dou t1 9,A.MT B6 43Reta rderAda pt er
Fol dou t1 9, B.MT B6 53Ret arde rAdapter
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