You are on page 1of 390

SM1228EN_front.

pdf

12/12/06

1:52:04 PM

Service Manual
C

CM

MY

CY

CMY

DP 8000 Series
Off-Highway

SM1228EN

SM1228EN_spine.pdf

12/12/06

1:53:30 PM

CM

MY

CY

CMY

Service
Manual
SM1228EN

200611

ALLISON DP 8000 SERIES

Service
Manual

2004 FEBRUARY
REV. 1 2006 NOVEMBER
SM1228EN

Allison Transmission
DP 8860, 8861
DP 8960, 8961, 8962, 8963
M 8610A, 8610AR
S 8610A, 8610M, 8610AR, 8610MR

Allison Transmission, General Motors Corporation


P.O. Box 894 Indianapolis, Indiana 46206-0894
www.allisontransmission.com

Printed in USA

Copyright 2006 General Motors Corporation

INTRODUCTION
TRADEMARK USAGE
The following trademarks are the property of the companies indicated:
Allison DOC For PCService Tool is a trademark of General Motors Corporation.
Amojell is a registered trademark of the Amoco Oil Corporation.
Biobor JF is the registered trademark for a biological inhibitor manufactured by U.S. Borax and

Chemical Corporation.
Borzon is a registered trademark of Norton Abrasive Company.
DEXRON is a registered trademark of General Motors Corporation.
Loctite is a registered trademark of the Loctite Corporation.
Lubriplate is a registered trademark of the Fiske Brothers Refining Co., Newark, New Jersey.

Marfak No. 2 is a registered trademark of Texaco Inc.


Oxweld is a registered trademark of the Oxweld Acetylene Company.
Permatex is a registered trademark of Loctite Corporation.
Teflon is a registered trademark of the DuPont Corporation.
Torx is a registered trademark of Camcar/Texron.

NOTE:
This publication is revised periodically to include improvements,
new models, special tools, and procedures. A revision is indicated
by the date on the title page. Contact 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
TransmissionsTruck, Tractor, etc.

ii

Copyright 2006 General Motors Corp.

IMPORTANT SAFETY NOTICE


IT IS YOUR RESPONSIBILITY to be completely familiar with the Warnings 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.

WARNINGS, CAUTIONS, AND NOTES


Three types of headings are used in this manual to attract your attention:
WARNING!
is used when an operating procedure, practice,
etc., which, if not correctly followed, could result
in personal injury or loss of life.

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

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

Copyright 2006 General Motors Corp.

iii

LIST OF WARNINGS
This manual contains the following Warnings
IT IS YOUR RESPONSIBILITY TO BE FAMILIAR WITH ALL OF THEM.
Arc welding equipment requires dangerously high currents and voltages which cannot be sufficiently
reduced to permit it to be used for jump-starting. To help avoid injury or equipment damage, DO NOT
attempt to jump-start the equipment using an arc welder.
To help avoid injury and property damage caused by sudden and unexpected vehicle movement, do not
perform maintenance or service procedures until you
Put the transmission in N (Neutral).
Set the parking brake and service brakes, and make sure they are properly engaged.
Chock the wheels and take any other steps necessary to keep the vehicle from moving.
The vehicle must be positively prevented from moving when conducting a stall test. The parking and
service brakes must be applied, and the vehicle should be blocked to prevent movement forward or
reverse. Keep people safely away from the vehicle path. Do not maintain the stalled condition longer
than thirty seconds due to rapid heating of the transmission fluid. With the transmission in neutral, run
the engine at 1200 to 1500 rpm for two minutes to cool the fluid between tests. Do not allow the
converter-out temperature to exceed 275F (135C). Keep a close check to prevent overheating of the
engine cooling system.
Be sure to shut off the engine, set the vehicle brakes, and block the wheels before ANY troubleshooting of
the electric-shift solenoids. It is important that electricity NEVER, under any circumstance, be applied
to any electric valve body component while the vehicle engine is running and while the mechanic is under
the vehicle. Failure to shut off the engine and set the brakes could cause the vehicle to run away when the
solenoids were activated by an external power supply. Removal of the power supply would not stop the
run away vehicle because of the fail protection system. The vehicle could only be stopped by applying the
vehicle brakes or shutting down the engine.
Shutoff the power supply from the vehicle electrical system before removing the wiring harnesses. This
will prevent any unexpected shifts.
Removing the wiring harnesses from the transmission while the equipment power supply is ON can
cause unexpected shifts resulting in sudden, uncontrolled vehicle or equipment movement. To help avoid
injury or property damage, power from the equipment electrical system must be switched OFF before
disconnecting the transmission wiring.
Never dry bearings with compressed air. A spinning bearing can disintegrate. Also, spinning a bearing
without lubrication can damage the bearing.
Do not handle heated or chilled parts with bare hands, always use appropriate hand protection.
Toxic gases are produced by burning Teflon. Exposure to these gases is extremely hazardous and can
be fatal. DO NOT BURN discarded Teflon sealrings.
To prevent personal injury and/or transmission damage, use a hoist and lifting fixture when lifting,
removing, or installing a transmission. Be sure the lifting equipment can properly support the weight of
the transmission.
Lifting the torque converter drive housing from the transmission can dislodge lockup clutch parts from
the housing or assembly. To avoid injury from falling parts, stay clear of the area beneath the raised
components and do not attempt to hold the parts in the assembly using your hands.
iv

Copyright 2006 General Motors Corp.

LIST OF WARNINGS (contd)


Lifting the flywheel assembly from the transmission can dislodge lockup clutch parts from the housing
or assembly. To avoid injury from falling parts, stay clear of the area beneath the raised components and
do not attempt to hold the parts in the assembly using your hands.
Removing the rear housing from the transmission can dislodge the piston. To avoid injury from falling
parts, support the piston while transferring the housing to the work surface.
If greater than OSHA approved compressed shop air is required to remove the first-range clutch piston
(Figure 566) from its bore, bolt a steel bar across the housing and apply increased air pressure [100 psi
(689 kPa) maximum]. Failure to install the steel bar to restrain the piston could allow the piston to fly out
of its housing bore.
The reverse-range piston may remain in the rear cover. Support the piston to prevent it from falling out
while the rear cover is being removed.
The lockup clutch piston and sealring may stay with the flywheel or with the lockup clutch in the
converter housing. When handling the flywheel, use care that the lockup clutch piston not fall out and
injure personnel.
Do not attempt to weld repair the brazed joints of the hose fittings (Figure 615). Welding the cadmium
plated material produces toxic yellow-brown fumes which are extremely hazardous and can be fatal.
When handling the converter drive housing, be sure the lockup clutch piston does not fall out and injure
personnel.
Be sure the lockup clutch does not fall out and cause injure to personnel when handling the flywheel
assembly.

Copyright 2006 General Motors Corp.

DP 8000 SERIES TRANSMISSIONS


NOTES

vi

Copyright 2006 General Motors Corp.

TABLE OF CONTENTS
Paragraph

Section 1.

Page

GENERAL INFORMATION

11. SCOPE
a. Coverage . . . . . . . . . . . . . . . . . . . . . . . . . 11
b. Illustrations . . . . . . . . . . . . . . . . . . . . . . . 11
c. Maintenance Information. . . . . . . . . . . . . 11
12. SUPPLEMENTARY INFORMATION . . . . 13
13. ORDERING PARTS
a. Transmission Nameplate.. . . . . . . . . . . . . 13
b. Models With Commercial Electronic
Controls 1 (CEC1) . . . . . . . . . . . . . . . . . . 14
c. Models With Commercial Electronic
Controls 2 (CEC2) . . . . . . . . . . . . . . . . . . 14
d. Parts Catalog. . . . . . . . . . . . . . . . . . . . . . . 14
14. DESIGN FEATURES
a. Transmission-to-Engine Coupling. . . . . . 15
b. Torque Converter . . . . . . . . . . . . . . . . . . . 15
c. Lockup Clutch . . . . . . . . . . . . . . . . . . . . . 15
d. Planetary Gearing. . . . . . . . . . . . . . . . . . . 15
e. Clutches . . . . . . . . . . . . . . . . . . . . . . . . . . 15
f. Hydraulic System. . . . . . . . . . . . . . . . . . . 15
g. Power Takeoff . . . . . . . . . . . . . . . . . . . . . 15
h. Hydraulic Retarder. . . . . . . . . . . . . . . . . . 15
i. Dual Torque Path . . . . . . . . . . . . . . . . . . . 16
15. SHIFT CONTROL SYSTEMS
a. Manual-Electric Shift. . . . . . . . . . . . . . . . 16
b. Automatic-Electric Shift . . . . . . . . . . . . . 17
c. Electronic-Control Shift (CEC1) . . . . . . . 17
d. Electronic-Control Shift (CEC2) . . . . . . . 17
e. Manual-Hydraulic Shift. . . . . . . . . . . . . . 18
16. OPTIONS
a. Hydraulic Retarder. . . . . . . . . . . . . . . . . . 18
b. Parking Brake. . . . . . . . . . . . . . . . . . . . . . 18
c. Flanges . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
d. Speedometer Drive . . . . . . . . . . . . . . . . . 18
e. Power Takeoff . . . . . . . . . . . . . . . . . . . . . 18
17. OPERATING INSTRUCTIONS
a. Operators Manual. . . . . . . . . . . . . . . . . . 19
b. Manual Mode (CEC1) . . . . . . . . . . . . . . . 19
c. Manual Mode (CEC2) . . . . . . . . . . . . . . . 19
d. Cold Weather Starts (CEC1) . . . . . . . . . . 19
e. Cold Weather Starts (CEC2) . . . . . . . . . . 19
f. Towing . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
18. SPECIFICATIONS AND DATA . . . . . . . . . 19

Paragraph

Page

Section 2. DESCRIPTION AND OPERATION


21. SCOPE
a. Two Configurations . . . . . . . . . . . . . . . . . 21
b. Control Systems . . . . . . . . . . . . . . . . . . . . 21
22. MOUNTING, INPUT DRIVES
a. Remote Mounting . . . . . . . . . . . . . . . . . . 21
b. Direct Mounting. . . . . . . . . . . . . . . . . . . . 21
23. LOCKUP CLUTCH
a. Description . . . . . . . . . . . . . . . . . . . . . . . 21
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . . 21
24. TORQUE CONVERTER
a. Description . . . . . . . . . . . . . . . . . . . . . . . . 22
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . . 22
25. HYDRAULIC RETARDER
a. Description . . . . . . . . . . . . . . . . . . . . . . . . 22
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . 23
26. POWER TAKEOFF DRIVES
a. Description . . . . . . . . . . . . . . . . . . . . . . . . 23
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . . 23
27. SPLITTER CLUTCHES, GEARING
a. Two Clutches, One Planetary . . . . . . . . . 23
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . . 24
28. HIGH-RANGE CLUTCH
a. Description . . . . . . . . . . . . . . . . . . . . . . . . 24
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . . 24
29. INTERMEDIATE-RANGE
CLUTCH, PLANETARY
a. Description . . . . . . . . . . . . . . . . . . . . . . . . 24
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . . 25
210. SECOND-RANGE CLUTCH, PLANETARY
a. Description . . . . . . . . . . . . . . . . . . . . . . . . 25
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . . 25
211. FIRST-RANGE CLUTCH, PLANETARY
a. Description . . . . . . . . . . . . . . . . . . . . . . . . 25
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . . 26
212. REVERSE-RANGE CLUTCH, PLANETARY
a. Description . . . . . . . . . . . . . . . . . . . . . . . . 26
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . . 26
213. SPEEDOMETER DRIVE
a. Description . . . . . . . . . . . . . . . . . . . . . . . . 26
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . . 27
214. PARKING BRAKE
a. Description . . . . . . . . . . . . . . . . . . . . . . . . 27
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . . 27

Copyright 2006 General Motors Corp.

vii

TABLE OF CONTENTS
Paragraph

Page

215. OIL PAN, STRAINER


a. Description . . . . . . . . . . . . . . . . . . . . . . . 27
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . . 27
216. OIL INPUT PRESSURE AND
SCAVENGE PUMP
a. Description . . . . . . . . . . . . . . . . . . . . . . . 27
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . . 27
217. HOUSING, COVERS
a. Front Cover (Remote Mount Models) . .
b. Torque Converter Housing . . . . . . . . . . .
c. Main Housing . . . . . . . . . . . . . . . . . . . . .
d. Rear Cover. . . . . . . . . . . . . . . . . . . . . . . .

28
28
28
28

218. HYDRAULIC SYSTEM (All Models)


a. System Functions . . . . . . . . . . . . . . . . . . 28
b. System Schematics . . . . . . . . . . . . . . . . . 28
c. Filter, Main-Pressure Regulator Valve . . 28
d. Converter-Pressure Relief Valve . . . . . . 29
e. Lubrication-Pressure Regulator Valve . . 29
f. Converter-Out Regulator Valve . . . . . . . 29
g. Hydraulic Retarder Control Valve . . . . . 29
h. Front Governor (Pitot). . . . . . . . . . . . . . 210
i. Lockup-Clutch Shift Valve . . . . . . . . . . 210
j. Flow (Lockup Cutoff) Valve
(Models With Non-Electric Lockup) . . 211
k. Check Valve (Models With
Non-Electric Lockup) . . . . . . . . . . . . . . 211
219. MANUAL-HYDRAULIC
CONTROL SYSTEM
a. System Functions . . . . . . . . . . . . . . . . .
b. System Schematics . . . . . . . . . . . . . . . .
c. Splitter Relay Valve
(Earlier Valve Bodies). . . . . . . . . . . . . .
d. Splitter Relay Valve
(Later Valve Bodies) . . . . . . . . . . . . . . .
e. Intermediate-Range Trimmer Valve
(All Models) . . . . . . . . . . . . . . . . . . . . .
f. Second-Range Trimmer Valve
(All Models) . . . . . . . . . . . . . . . . . . . . .
g. Manual Selector Valve . . . . . . . . . . . . .
h. Lockup Trimmer Valve (Earlier Main
Control Valve Bodies). . . . . . . . . . . . . .
i. Low-Range Overlap Valve
(Later Models). . . . . . . . . . . . . . . . . . . .
j. Neutral Trimmer Valve (All Models) . .
k. First-Range Trimmer Valve
(All Models) . . . . . . . . . . . . . . . . . . . . .
viii

211
211
211
211
212
212
212
212
213
213
213

Paragraph

220. MANUAL-HYDRAULIC CONTROL


SYSTEM CIRCUITS (Earlier Models)
a. System Functions . . . . . . . . . . . . . . . . .
b. System Schematics . . . . . . . . . . . . . . . .
c. Neutral . . . . . . . . . . . . . . . . . . . . . . . . . .
d. First Range . . . . . . . . . . . . . . . . . . . . . .
e. Second Range . . . . . . . . . . . . . . . . . . . .
f. Third Range. . . . . . . . . . . . . . . . . . . . . .
g. Fourth Range . . . . . . . . . . . . . . . . . . . . .
h. Fifth Range . . . . . . . . . . . . . . . . . . . . . .
i. Sixth Range . . . . . . . . . . . . . . . . . . . . . .
j. Reverse . . . . . . . . . . . . . . . . . . . . . . . . .

Page

213
213
214
215
215
216
216
216
216
217

221. MANUAL-HYDRAULIC CONTROL


SYSTEM CIRCUITS (Later Models) . . . . 217
222. MANUAL-ELECTRIC CONTROL SYSTEM
a. System Functions . . . . . . . . . . . . . . . . . 217
b. System Schematics . . . . . . . . . . . . . . . . 217
c. Reverse Shift Valve. . . . . . . . . . . . . . . . 217
d. Second-Range Shift Valve . . . . . . . . . . 217
e. Intermediate-Range Shift Valve . . . . . . 217
f. High-Range Shift Valve . . . . . . . . . . . . 218
g. Solenoid-Pressure Regulator Valve . . . 218
h. Priority Valve . . . . . . . . . . . . . . . . . . . . 218
i. Splitter Shift Valve . . . . . . . . . . . . . . . . 218
j. Failure Protection (All Shift Valves) . . 218
k. First-Range and Reverse Trimmer
Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . 219
l. Second-Range Trimmer Valve . . . . . . . 219
m. Intermediate-Range Trimmer Valve . . . 220
n. Trimmer Regulator Valve Assembly . . 220
o. Splitter-Low Trimmer Valve. . . . . . . . . 221
p. First-Range Control Valve, Cover
Plate Assembly . . . . . . . . . . . . . . . . . . . 221
q. Lockup Clutch Trimmer Valve . . . . . . . 221
r. Downshift Inhibitor Pressure Switch . . 222
s. Solenoids . . . . . . . . . . . . . . . . . . . . . . . . 222
t. Shift Selector Assembly . . . . . . . . . . . . 222
u. Wiring Harness . . . . . . . . . . . . . . . . . . . 223
223. MANUAL-ELECTRIC CONTROL
SYSTEM CIRCUITS
a. System Functions . . . . . . . . . . . . . . . . .
b. System Schematics . . . . . . . . . . . . . . . .
c. Neutral . . . . . . . . . . . . . . . . . . . . . . . . . .
d. Neutral Fail Protection . . . . . . . . . . . . .
e. First-Range Operation . . . . . . . . . . . . . .
f. First-Range Fail Protection . . . . . . . . . .
g. Second-Range Operation . . . . . . . . . . .
h. Second-Range Fail Protection. . . . . . . .

Copyright 2006 General Motors Corp.

223
223
223
224
224
225
225
225

TABLE OF CONTENTS
Paragraph

i.
j.
k.
l.
m.
n.
o.
p.
q.
r.

Page

Third-Range Operation . . . . . . . . . . . . . 225


Third-Range Fail Protection . . . . . . . . . 225
Fourth-Range Operation . . . . . . . . . . . . 226
Fourth-Range Fail Protection . . . . . . . . 226
Fifth-Range Operation . . . . . . . . . . . . . . 226
Fifth-Range Fail Protection . . . . . . . . . . 226
Sixth-Range Operation . . . . . . . . . . . . . 226
Sixth-Range Fail Protection. . . . . . . . . . 227
Reverse Operation . . . . . . . . . . . . . . . . . 227
Reverse Fail Protection . . . . . . . . . . . . . 227

224. SPG-CONTROL AUTOMATIC-ELECTRIC


CONTROL SYSTEM AND CIRCUITS
a. System Functions . . . . . . . . . . . . . . . . . . 227
b. System Schematics . . . . . . . . . . . . . . . . 228
c. Description . . . . . . . . . . . . . . . . . . . . . . . 228
d. Operation . . . . . . . . . . . . . . . . . . . . . . . . 228
e. Lock-In-Range Downshift Protection . . 229
f. Lock-In-Range Reset Procedure . . . . . . 229
g. Operation After Reset . . . . . . . . . . . . . . 229
225. CEC1 ELECTRONIC CONTROL
HYDRAULIC SYSTEM AND CIRCUITS
a. Electronic Control Unit (ECU) . . . . . . . 230
b. Shift Selector . . . . . . . . . . . . . . . . . . . . . 230
c. CHECK TRANS Light . . . . . . . . . . . . . 231
d. Throttle Sensor. . . . . . . . . . . . . . . . . . . . 231
e. Output Speed Sensor . . . . . . . . . . . . . . . 231
f. Wiring Harnesses . . . . . . . . . . . . . . . . . . 232
g. Lockup (Models With Electric
Lockup) . . . . . . . . . . . . . . . . . . . . . . . . . 232
h. Operation of the Electronic
Control System. . . . . . . . . . . . . . . . . . . . 234
226. CEC2 ELECTRONIC CONTROL
HYDRAULIC SYSTEM AND CIRCUITS
a. Electronic Control Unit (ECU) . . . . . . . 234
b. Shift Selector . . . . . . . . . . . . . . . . . . . . . 235
c. CHECK TRANS Light . . . . . . . . . . . . . 236
d. Throttle Position Sensor. . . . . . . . . . . . . 236
e. Speed Sensors . . . . . . . . . . . . . . . . . . . . 237
f. External Wiring Harnesses . . . . . . . . . . 237
227. ELECTRICAL CONNECTIONS (Manual- Or
Automatic-Electric Control System)
a. Multipin and Individual Connections . . 239
b. Negative-Ground System. . . . . . . . . . . . 239
c. Positive-Ground System . . . . . . . . . . . . 239
d. Fusing and Overload Protection . . . . . . 240

Paragraph

Page

228. TORQUE PATHS THROUGH THE


TRANSMISSION
a. Torque Converter Operation . . . . . . . . . 241
b. Lockup Operation . . . . . . . . . . . . . . . . . 241
c. Neutral Operation. . . . . . . . . . . . . . . . . . 242
d. First-Range Operation . . . . . . . . . . . . . . 243
e. Second-Range Operation . . . . . . . . . . . . 244
f. Third-Range Operation . . . . . . . . . . . . . 245
g. Fourth-Range Operation . . . . . . . . . . . . 246
h. Fifth-Range Operation . . . . . . . . . . . . . 247
i. Sixth-Range Operation . . . . . . . . . . . . . 248
j. Reverse Operation . . . . . . . . . . . . . . . . . 249

Section 3. PREVENTIVE MAINTENANCE


31. SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
32. GENERAL INSPECTION AND CARE . . . 31
33. FLUID LEVEL TESTS
a. Importance of Proper Fluid Level . . . . . . 31
b. Cold Test . . . . . . . . . . . . . . . . . . . . . . . . . 31
c. Hot Test . . . . . . . . . . . . . . . . . . . . . . . . . . 32
34. CHANGING FLUID AND FILTERS
a. Cleanliness . . . . . . . . . . . . . . . . . . . . . . . . 32
b. Fluid Capacity . . . . . . . . . . . . . . . . . . . . . 32
c. Recommended Hydraulic Fluid. . . . . . . . 33
d. Cold Weather Start-Up . . . . . . . . . . . . . . 34
e. Transmission Fluid Change Intervals . . . 34
f. Filter Change Intervals . . . . . . . . . . . . . . 34
g. Procedures . . . . . . . . . . . . . . . . . . . . . . . . 37
35. FLUID CONTAMINATION
a. Examination at Fluid Change . . . . . . . . . 38
b. Metal Particles . . . . . . . . . . . . . . . . . . . . . 38
c. Coolant Leakage . . . . . . . . . . . . . . . . . . . 38
d. Cooler Circuit Filter. . . . . . . . . . . . . . . . . 39
36. BREATHER . . . . . . . . . . . . . . . . . . . . . . . . . 39
37. DETERMINING FLUID PRESSURES,
TEMPERATURES
a. Fluid Pressure Indicator . . . . . . . . . . . . . . 39
b. Fluid Temperature Indicator . . . . . . . . . . 39
c. Pressure Test Points . . . . . . . . . . . . . . . . . 39
d. Determining, Adjusting Main Pressure . . 39
e. Determining Converter-Out Pressure . . 310
f. Determining Lubrication Pressure. . . . . 310
38. LINKAGE
a. Manual Selector Valve Adjustment. . . . 310
b. Maintaining Proper Adjustment . . . . . . 311
c. Retarder Valve Linkage . . . . . . . . . . . . . 311

Copyright 2006 General Motors Corp.

ix

TABLE OF CONTENTS
Paragraph

Page

39. EXTERNAL FLUID LINES AND


OIL COOLER
a. External Lines . . . . . . . . . . . . . . . . . . . . 311
b. Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . 311
310. ADJUSTING LOCKUP SPEED
a. Lockup Speed in the Vehicle . . . . . . . . 311
b. Lockup Speed and Shift PointsUsing
a Test Stand . . . . . . . . . . . . . . . . . . . . . . 311
c. Lockup Speed Adjustment . . . . . . . . . . 312
311. ADJUSTING PARKING BRAKE. . . . . . . 312
312. CONVERTER STALL TEST
a. Purpose . . . . . . . . . . . . . . . . . . . . . . . . . 312
b. Procedures . . . . . . . . . . . . . . . . . . . . . . . 312
c. Procedures for Automatic-Electric
Shift Models . . . . . . . . . . . . . . . . . . . . . 313
313. PRESERVATION AND STORAGE
a. Storage, New Transmissions
(Prior to Installation) . . . . . . . . . . . . . . .
b. Preservation Methods . . . . . . . . . . . . . .
c. Storage, One YearWithout Fluid . . .
d. Storage, One YearWith Fluid
(Normally in a Vehicle Chassis) . . . . . .
e. Restoring Transmission to Service . . . .

313
313
313
313
314

314. TROUBLESHOOTING THE


CONTROL SYSTEM. . . . . . . . . . . . . . . . . 314
315. LUBRICATION OF SHIFT SELECTOR
ELECTRIC CONTROL
a. Time Intervals . . . . . . . . . . . . . . . . . . . . 315
b. Clean Before Lubricating . . . . . . . . . . . 315
c. Lubrication Points . . . . . . . . . . . . . . . . . 315
316. TESTING, ADJUSTING MANUALELECTRIC CONTROL SYSTEM
a. Field Test Kit. . . . . . . . . . . . . . . . . . . . . 316
b. Testing Wiring Harness. . . . . . . . . . . . . 316
c. Testing Hydraulic Circuits . . . . . . . . . . 317
317. TESTING, ADJUSTING AUTOMATICELECTRIC CONTROL SYSTEM
a. Field Test Kit. . . . . . . . . . . . . . . . . . . . .
b. Testing Wiring Harness. . . . . . . . . . . . .
c. Testing Throttle Potentiometer . . . . . . .
d. Testing Magnetic Pickup. . . . . . . . . . . .
e. Testing Shift Pattern Generator. . . . . . .
f. Testing 12/24V Converter. . . . . . . . . . .
g. Testing 24V Overload Protector . . . . . .
h. Testing Control Valve Assemblies . . . .
i. Testing Hydraulic Circuit . . . . . . . . . . .
x

318
318
321
322
322
322
322
322
322

Paragraph

Page

318. TESTING SHIFT SELECTOR ASSEMBLY


a. Manual-Electric Test Equipment . . . . . 322
b. Shop-Constructed Test Lamp Bank . . . 322
c. Testing Manual-Electric
Shift Selector . . . . . . . . . . . . . . . . . . . . . 324
d. Automatic-Electric Testing Equipment . 326
e. Testing Automatic-Electric
Shift Selector . . . . . . . . . . . . . . . . . . . . . 326
319. TROUBLESHOOTING
a. Before Removal or Operation . . . . . . . .
b. During Operation. . . . . . . . . . . . . . . . . .
c. After Removal From Vehicle . . . . . . . .
d. Troubleshooting Chart. . . . . . . . . . . . . .
e. Electronic Controls Troubleshooting . .
f. Oil Passage Identification . . . . . . . . . . .

327
327
327
327
328
328

Section 4. GENERAL OVERHAUL


INFORMATION
41. SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
42. PROCEDURES SUBJECT
TO CHANGE . . . . . . . . . . . . . . . . . . . . . . . . 41
43. WELDING PROCEDURES FOR
ELECTRONIC CONTROL
EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . 41
44. REMOVAL, INSTALLATION OF
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . 41
45. REMOVING WIRING HARNESSES
ELECTRIC SHIFT MODELS
a. Manual-Electric Shift Model. . . . . . . . . . 41
b. Automatic-Electric Shift Model . . . . . . . 42
c. Electronic Control Model . . . . . . . . . . . . 44
46. REMOVING LOCKUP (INHIBITOR)
PRESSURE SWITCH . . . . . . . . . . . . . . . . . 44
47. REMOVING REMOTE COMPONENTS
a. Shift Selector AssemblyManualand Automatic-Electric . . . . . . . . . . . . . . 44
b. Shift Pattern Generator (SPG),
12/24V Overload Protector, Throttle
Potentiometer. . . . . . . . . . . . . . . . . . . . . . 44
48. INSTALLING REMOTE ELECTRIC SYSTEM
COMPONENTS
a. Electronic Control Models . . . . . . . . . . . 46
b. Manual-Electric and SPG-Control
Models . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
c. Installing Lockup Inhibitor Pressure
Switch (Manual-Electric) . . . . . . . . . . . . 46

Copyright 2006 General Motors Corp.

TABLE OF CONTENTS
Paragraph

Page

d. Installing Shift Selector Assembly


(Manual-Electric and AutomaticElectric Shift) . . . . . . . . . . . . . . . . . . . . . . 46
49. TOOLS, EQUIPMENT
a. Special Tools . . . . . . . . . . . . . . . . . . . . . . 48
b. Additional Tools, Supplies, and
Equipment . . . . . . . . . . . . . . . . . . . . . . . . 48
c. Equipment for Electric Components . . . . 48
410. REPLACEMENT PARTS
a. Ordering Information. . . . . . . . . . . . . . . 412
b. Parts Normally Replaced . . . . . . . . . . . . 412
411. CAREFUL HANDLING. . . . . . . . . . . . . . . 412
412. CLEANING, INSPECTION
a. Dirt-Free Assembly . . . . . . . . . . . . . . . . 412
b. Cleaning Parts . . . . . . . . . . . . . . . . . . . . 412
c. Cleaning Bearings . . . . . . . . . . . . . . . . . 412
d. Inspect Bearings. . . . . . . . . . . . . . . . . . . 412
e. Keep Bearings Clean . . . . . . . . . . . . . . . 413
f. Inspect Cast Parts, Machined
Surfaces . . . . . . . . . . . . . . . . . . . . . . . . . 413
g. Inspecting Bushings, Thrust Washers . . 413
h. Inspecting Oil Seals, Gaskets. . . . . . . . . 413
i. Inspecting Seal Contact Surfaces. . . . . . 414
j. Inspecting Gears. . . . . . . . . . . . . . . . . . . 414
k. Inspecting Splined Parts. . . . . . . . . . . . . 414
l. Inspecting Threaded Parts . . . . . . . . . . . 414
m. Inspecting Retaining Rings . . . . . . . . . . 414
n. Inspecting Springs . . . . . . . . . . . . . . . . . 414
o. Inspecting Clutch Plates. . . . . . . . . . . . . 414
p. Inspecting Swaged, InterferenceFit Parts . . . . . . . . . . . . . . . . . . . . . . . . . 414
q. Inspecting Balls in Clutch Housings . . . 414
r. Inspecting Pump Gears . . . . . . . . . . . . . 415
s. Inspecting Reverse Ring Gear and
Retainer . . . . . . . . . . . . . . . . . . . . . . . . . 415
413. ASSEMBLY PROCEDURES
a. Clutches, Pistons . . . . . . . . . . . . . . . . . . 416
b. Parts Lubrication . . . . . . . . . . . . . . . . . . 416
c. External Plugs, Hydraulic Fittings. . . . . 417
d. Oil-Soluble Grease. . . . . . . . . . . . . . . . . 418
e. Sealing Compounds, Non-Soluble
Greases . . . . . . . . . . . . . . . . . . . . . . . . . . 419
f. Lip-Type Oil Seals (Metal-Encased) . . . 419
g. Interference-Fit Parts . . . . . . . . . . . . . . . 419
h. Sleeve-Type Bearings . . . . . . . . . . . . . . 419
i. Bearings (Ball or Roller) . . . . . . . . . . . . 419

Paragraph

Page

414. REMOVING (OR INSTALLING)


TRANSMISSION
a. Drain Fluid . . . . . . . . . . . . . . . . . . . . . . . 419
b. Remove Wiring Harness(es), Linkage,
and Lines . . . . . . . . . . . . . . . . . . . . . . . . 419
c. Remove, Clean Transmission . . . . . . . . 420
d. Install Transmission . . . . . . . . . . . . . . . . 420
415. WEAR LIMITS . . . . . . . . . . . . . . . . . . . . . . 420
416. SPRING SPECIFICATIONS . . . . . . . . . . . 420
417. TIGHT-FIT FLANGES
a. Removing Flanges . . . . . . . . . . . . . . . . . 420
b. Installing Flanges . . . . . . . . . . . . . . . . . . 421
418. TEFLON SEALRINGS
a. Removal . . . . . . . . . . . . . . . . . . . . . . . . . 422
b. Installation (Sealrings With
Expanders) . . . . . . . . . . . . . . . . . . . . . . . 422
c. Installation (Lip-Type Sealrings). . . . . . 422
419. DETERMINING PTO BACKLASH LIMITS
a. Determining Backlash Between
Drive and Driven Gear (Quantity A) . . . 423
b. Determining Backlash Between
Drive and Driven Gear (Quantity B) . . . 423
c. Determining the Total Backlash
in the Gear Train (Quantity C). . . . . . . . 423
420. TORQUE SPECIFICATIONS . . . . . . . . . . 424

Section 5. DISASSEMBLY OF
TRANSMISSION
51. SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
52. GENERAL INFORMATION FOR
DISASSEMBLY OF THE TRANSMISSION
a. Preparation for Disassembly . . . . . . . . . . 51
b. Removing Control Components . . . . . . . 51
c. Disassembly Information. . . . . . . . . . . . . 51
d. Lifting, Handling . . . . . . . . . . . . . . . . . . . 51
53. TRANSMISSION DISASSEMBLYALL
MODELS
a. Removing Exterior Components . . . . . . . 52
b. Removing and Disassembling Torque
Converter Housing Assembly . . . . . . . . . 58
c. Removing Converter Housing
Accessories. . . . . . . . . . . . . . . . . . . . . . . 514
d. Removing Splitter Gearing, Clutches . . 517
e. Removing Transmission Output . . . . . . 519

Copyright 2006 General Motors Corp.

xi

TABLE OF CONTENTS
Paragraph

Page

f. Removing Reverse-, First-, and


Second-Range Gearing, Clutches . . . . . 521
g. Removing Intermediate-Range
Clutch, Gearing . . . . . . . . . . . . . . . . . . . 526
h. Removing High-Range Clutch,
Gearing . . . . . . . . . . . . . . . . . . . . . . . . . 527
54. TRANSMISSION DISASSEMBLY
REMOTE-MOUNT MODELS WITH
DROPBOX
a. Model Variation . . . . . . . . . . . . . . . . . . 528
b. Disassembly . . . . . . . . . . . . . . . . . . . . . 528

Paragraph

Page

66. MAIN-PRESSURE REGULATOR


VALVE ASSEMBLY
a. Disassembly. . . . . . . . . . . . . . . . . . . . . . . 63
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . . 63
67. HYDRAULIC LOCKUP CLUTCH CONTROL
VALVE ASSEMBLY
a. Disassembly. . . . . . . . . . . . . . . . . . . . . . . 63
b. Inspection and Rework
(Before S/N 1197) . . . . . . . . . . . . . . . . . . 63
c. Assembly . . . . . . . . . . . . . . . . . . . . . . . . . 64

55. TRANSMISSION DISASSEMBLYDIRECTMOUNT MODEL


a. Model Variation . . . . . . . . . . . . . . . . . . 529
b. Removing Flywheel . . . . . . . . . . . . . . . 529

68. SPG-CONTROL AUTOMATIC-ELECTRIC


LOCKUP SOLENOID, COVER, AND PLATE
ASSEMBLY
a. Disassembly. . . . . . . . . . . . . . . . . . . . . . . 64
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . . 65

56. TRANSMISSION DISASSEMBLY


PARKING BREAK MODEL
a. Model Variation . . . . . . . . . . . . . . . . . . 530
b. Removing the Parking Brake . . . . . . . . 530

69. ELECTRIC CONTROL LOCKUP VALVE


BODY
a. Disassembly. . . . . . . . . . . . . . . . . . . . . . . 65
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . . 65

57. REMOVING VALVE BODIESELECTRICSHIFT


a. First-Range Shift Valve
Body Assembly . . . . . . . . . . . . . . . . . . . 531
b. Main Control Valve Body Assembly . . 531
c. Separator Plate Rework
(Before S/N 655) . . . . . . . . . . . . . . . . . . 531
d. Separator Plate Rework
(Before S/N 3505) . . . . . . . . . . . . . . . . . 531
e. Oil Transfer Plate . . . . . . . . . . . . . . . . . 531

610. LOCKUP-TRIMMER VALVE ASSEMBLY


a. Disassembly. . . . . . . . . . . . . . . . . . . . . . . 66
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . . 66

Section 6. REBUILD OF SUBASSEMBLIES

611. CONTROL VALVE ASSEMBLY


MANUAL-ELECTRIC
a. Disassembly. . . . . . . . . . . . . . . . . . . . . . . 67
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . . 68
612. OIL STRAINER ASSEMBLY
a. Disassembly. . . . . . . . . . . . . . . . . . . . . . 611
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 611

62. GENERAL INFORMATION FOR


SUBASSEMBLY REBUILD. . . . . . . . . . . . 61

613. INPUT PRESSURE, SCAVENGE OIL PUMP


ASSEMBLY
a. Disassembly. . . . . . . . . . . . . . . . . . . . . . 611
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 612

63. HYDRAULIC RETARDER CONTROL


VALVE ASSEMBLY
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 61
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . . 61

614. MAIN-PRESSURE TRANSFER TUBE


ASSEMBLY
a. Disassembly. . . . . . . . . . . . . . . . . . . . . . 614
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 614

64. FILTER ASSEMBLY (Earlier Models)


a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 62
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . . 62

615. STATOR ASSEMBLY


a. Disassembly. . . . . . . . . . . . . . . . . . . . . . 615
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . 615

65. FILTER ASSEMBLY (High-Efficiency Filters)


a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 62
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . . 62

616. CONVERTER PUMP ASSEMBLY


a. Disassembly. . . . . . . . . . . . . . . . . . . . . . 616
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . 616

61. SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61

xii

Copyright 2006 General Motors Corp.

TABLE OF CONTENTS
Paragraph

Page

617. CONVERTER HOUSING ASSEMBLY


STRAIGHT-THROUGH MODEL
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 616
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 616

Paragraph

Page

627. HIGH-RANGE CLUTCH ASSEMBLY


a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 632
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 633

618. CONVERTER HOUSING ASSEMBLY


DROPBOX MODEL
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 617
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 617

628. TRANSMISSION MAIN HOUSING


ASSEMBLY
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 633
b. Rework Procedure (Before S/N 5175). . 633
c. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 634

619. INPUT BEARING RETAINER ASSEMBLY


a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 618
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 618

629. TORQUE CONVERTER DRIVE HOUSING


a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 634
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 634

620. SPLITTER PLANETARY CARRIER


ASSEMBLY
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 620
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 620
621. SPLITTER-LOW CLUTCH ASSEMBLY
a. Disassembly (DP 8861, 8960
8961, 8962, and 8963) . . . . . . . . . . . . . . 622
b. Disassembly (M/S 8610) . . . . . . . . . . . . 623
c. Rework (Before S/N 1122) . . . . . . . . . . 623
d. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 624
622. SPLITTER SUN GEAR ASSEMBLY
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 624
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 624
623. REVERSE-RANGE PLANETARY
CARRIER ASSEMBLY
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 625
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 625
624. FIRST-RANGE PLANETARY CARRIER
ASSEMBLY (Later Models With Caged
Bearings)
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 626
b. Rework Procedure . . . . . . . . . . . . . . . . . 626
c. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 627
625. SECOND-RANGE PLANETARY CARRIER
ASSEMBLY
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 628
b. Rework Procedure (Before S/N 2118). . 629
c. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 629
626. INTERMEDIATE-RANGE PLANETARY
CARRIER ASSEMBLY
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 631
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 631

630. FLEXPLATE ASSEMBLY


a. Disassembly . . . . . . . . . . . . . . . . . . . . . 635
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 635
631. FLYWHEEL ASSEMBLY
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 635
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 636
632. REAR SECTION STACK AND RUNOUT
MEASUREMENT
a. Stack Measurement Procedure . . . . . . . 636
b. Rework Procedure . . . . . . . . . . . . . . . . . 636
c. Runout Measurement Procedure . . . . . . 638
633. PARKING BRAKE (Earlier Self-Adjusting)
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 638
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 638
634. PARKING BRAKE (Not Self-Adjusting)
a. Disassembly (Brake Assembly 47) . . . . 639
b. Assembly (Brake Assembly 47) . . . . . . 639
c. Disassembly (Brake Assembly 4) . . . . . 640
d. Assembly (Brake Assembly 4) . . . . . . . 640
635. MANUAL-ELECTRIC SHIFT SELECTOR
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 641
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 643
636. SPG-CONTROL SHIFT SELECTOR
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 648
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 648
637. SHIFT PATTERN GENERATOR (SPG),
12/24V CONVERTER, 24V OVERLOAD
PROTECTOR . . . . . . . . . . . . . . . . . . . . . . . 650
638. SPG-CONTROL THROTTLE
POTENTIOMETER
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 651
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 651

Copyright 2006 General Motors Corp.

xiii

TABLE OF CONTENTS
Paragraph

Page

639. CEC1 SHIFT SELECTORLEVER


a. Disassembly . . . . . . . . . . . . . . . . . . . . . 651
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 652
640. CEC1 SHIFT SELECTORPUSHBUTTON
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 654
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 657
641. ELECTRONIC CONTROL UNIT
(ECU) CEC1 PROM REPLACEMENT
a. Removing PROM . . . . . . . . . . . . . . . . . 657
b. Installing PROM . . . . . . . . . . . . . . . . . . 658
642. CEC2 SHIFT SELECTORLEVER
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 658
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 659
643. CEC2 SHIFT SELECTORPUSHBUTTON
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 660
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 661
644. FIRST-RANGE SHIFT VALVE BODY
ASSEMBLYELECTRIC-SHIFT
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 662
b. Rework (Before S/N 1084) . . . . . . . . . . 663
c. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 663
645. MAIN CONTROL VALVE ASSEMBLY
ELECTRIC-SHIFT
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 664
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 666
646. CONVERTER TURBINE
a. Inspection . . . . . . . . . . . . . . . . . . . . . . . 669
b. Rework Procedure . . . . . . . . . . . . . . . . . 670

Section 7. ASSEMBLY OF TRANSMISSION


71. SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
72. GENERAL INFORMATION FOR
ASSEMBLY OF TRANSMISSION . . . . . . 71
73. TRANSMISSION ASSEMBLYSTRAIGHT
THROUGH, REMOTE MOUNT MODEL
a. Installing High-Range Clutch,
Gearing . . . . . . . . . . . . . . . . . . . . . . . . . . 71
b. Installing Intermediate-Range
Clutch, Gearing . . . . . . . . . . . . . . . . . . . . 72
c. Installing Second-Range Clutch . . . . . . . 74
d. Installing Piston Housing with
Assembled Parts . . . . . . . . . . . . . . . . . . . 74
e. Installing First- and Reverse-Clutches,
Gearing . . . . . . . . . . . . . . . . . . . . . . . . . . 76
f. Installing Transmission Output . . . . . . . . 79
xiv

Paragraph

g. Installing Splitter Gearing, Clutches . . .


h. Installing Converter Housing
Accessories . . . . . . . . . . . . . . . . . . . . . .
i. Installing Torque Converter
Components. . . . . . . . . . . . . . . . . . . . . .
j. Installing Input Drive, Input
Pressure Pump, Scavenge Oil Pump . . .
k. Installing Retarder Control Valve,
Lockup Shift Valve . . . . . . . . . . . . . . . .
l. Installing Control Valve
ComponentsManual-Hydraulic. . . . .
m. Installing Control Valve Body
ComponentsElectric-Shift . . . . . . . . .
n. Installing Main-Pressure Tube,
Main-Pressure Regulator Valve . . . . . .
o. Output Flange Runout Measurement . .

Page

711
714
720
722
724
725
725
727
7-28

74. TRANSMISSION ASSEMBLYREMOTEMOUNT MODEL WITH DROPBOX


a. Model Variation . . . . . . . . . . . . . . . . . . 728
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 728
75. TRANSMISSION ASSEMBLYDIRECT
MOUNT MODEL
a. Model Variation . . . . . . . . . . . . . . . . . . 730
b. Installing Flywheel . . . . . . . . . . . . . . . . 730
76. TRANSMISSION ASSEMBLYPARKING
BRAKE MODEL
a. Model Variation . . . . . . . . . . . . . . . . . . 730
b. Installing Parking Brake . . . . . . . . . . . . 731

Section 8. WEAR LIMITS AND SPRING


DATA
81. WEAR LIMITS DATA
a. Maximum Variations . . . . . . . . . . . . . . .
b. Cleaning, Inspection . . . . . . . . . . . . . . . .
c. Bearings, Bearing Journals, Bores . . . . .
d. Gears . . . . . . . . . . . . . . . . . . . . . . . . . . . .
e. Splines . . . . . . . . . . . . . . . . . . . . . . . . . . .
f. Hook-Type Sealrings. . . . . . . . . . . . . . . .
g. Other Recommended Parts
Replacement . . . . . . . . . . . . . . . . . . . . . .

81
81
81
81
81
81
81

82. SPRING DATA . . . . . . . . . . . . . . . . . . . . . . 81

Section 9. CUSTOMER SERVICE


91. OWNER ASSISTANCE. . . . . . . . . . . . . . . . 91
92. SERVICE LITERATURE . . . . . . . . . . . . . . 91

Copyright 2006 General Motors Corp.

TABLE OF CONTENTS
LIST OF FOLDOUT ILLUSTRATIONS
(Back of Service Manual)
CROSS-SECTION VIEWS
1

DP 8961, 8962, 8963, M/S 8600 Transmission, Straight-Through Model

DP 8861 Transmission, Straight-Through Model

HYDRAULIC SCHEMATICS
3

DP 8000 Series Transmission Manual-Hydraulic System With Integral Lockup Trimmer Valve
Schematic View

DP 8000 Series Transmission Manual-Hydraulic System With 12 Overlap ValveSchematic View

DP 8000 Series Transmission Electric Control-Hydraulic SystemSchematic View (Earlier Models)

DP 8000 Series Transmission Electric Control-Hydraulic SystemSchematic View (Later Models)

EXPLODED VIEWS
7A

Input Flange, Front Cover, And Converter Drive Housing

7B

Input Flange, Front Cover, and Converter Drive Housing Flexplate Drive and Flywheel

8A

Lockup Clutch

8B

Torque Converter and Accessory Drive Gear

9A

Retarder Control Valve and PTO Components, Lockup Clutch Trimmer

9B

Non-Electric Lockup Valve Body Assembly

10A

Input Pressure and Scavenge Oil Pump

10B

Torque Converter Housing, Turbine Shaft, and Retarder Rotor (Straight-Through Models)

11A

Torque Converter Housing, Turbine Shaft, and Retarder Rotor (Dropbox Models)

11B

Input Bearing Retainer and Main Shaft

12A

Splitter-Low Clutch

12B

Splitter-High Clutch

13A

Splitter Planetary Assembly

13B

Transmission Main Housing

14A

High-Range Clutch

14B

Intermediate-Range Planetary Assembly

15A

Intermediate-Range Clutch

15B

Splitter Output Shaft and Second-Range Planetary Carrier Assembly

16A

Second-Range Clutch

16B

First-Range Planetary Assembly

17A

First-Range Clutch

17B

Reverse-Range Planetary Assembly

18A

Reverse-Range Clutch

18B

Rear Cover and Speedometer Drive (Straight-Through Models)

19A

Rear and Speedometer Drive (Dropbox Models)


Copyright 2006 General Motors Corp.

xv

TABLE OF CONTENTS
EXPLODED VIEWS (contd)

xvi

19B

Parking Brake

20A

Transmission Oil Pan, Strainer, and Drain Cover

20B

Main Pressure Regulator Valve and Oil Filters

21A

Manual-Hydraulic Control Valve Body

21B

Auxiliary Pump

22.

Electric Control Valve (Manual and Automatic-Electric Models) and Wiring

23.

Manual-Electric Shift Selector Assembly

24A

Automatic-Electric Control System Components

24B

Automatic-Electric Shift Selector Assembly

25

CEC1 Electronic Control System Components

26A

CEC1 Lever Shift Selector Assembly

26B

CEC1 Pushbutton Shift Selector Assembly

27A

Non-Electric and SPG-Controlled Electric Lockup Valve Body

27B

Electronic Control Lockup Valve Body

28A

Main-Pressure Regulator Valve and Filters

28B

Main-Pressure Regulator Valve (Models With Remote Filters)

29

CEC2 Electronic Control System Components

30A

CEC2 Lever Shift Selector Assembly

30B

CEC2 Pushbutton Shift Selector Assembly

31

Transmission Rear Housings and Outputs

32

Power Takeoff, Torque Converter Housing, and Hydraulic Retarder

33

Remote Filters

Copyright 2006 General Motors Corp.

Section 1GENERAL INFORMATION


11.

SCOPE

parts exploded views are on foldouts in the back of this


manual. Open the foldouts for reference while
studying the text.

a. Coverage
1. This Service Manual describes the operation,
maintenance, and overhaul procedures for the
Allison Transmission DP 8000 and M/S 8610
Series transmissions (Figure 11 through 14).
A description of the major components of the
transmission, the function and operation of the
hydraulic system, wear limits, inspection procedures, and torque specifications are given
with each assembly step and on the exploded
view foldouts at the back of this manual.
2. Instructions apply generally to all models
because of the similarity between models.
Instructions for specific models are given when
procedures vary.

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
of the tasks outlined. However, any task outlined
herein may be performed if the following conditions
are met.
1. The organization or individual has the required
knowledge of the task through:
Formal instruction in an Allison

Transmission or Distributor training


facility.

b. Illustrations. Overhaul procedures are illustrated


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

On-the-job instruction by an Allison

Transmission or Distributor representative.


Experience in performing the task.

HIGH EFFICIENCY
FILTERS

ELECTRONIC CONTROL
MAIN VALVE BODY
SOLENOID COVER

MAIN-PRESSURE
REGULATOR
VALVE BODY
ELECTRONIC CONTROL
LOCKUP VALVE BODY
ASSEMBLY

REAR COVER

PARKING BRAKE

MAIN-PRESSURE
TRANSFER TUBE
ASSEMBLY

FIRST-RANGE
CONTROL
VALVE BODY
DRAIN PLUG
STRAINER ASSEMBLY

HEATER
ELEMENT PLUG
(EARLIER MODELS)

INPUT PRESSURE
AND SCAVENGE
PUMP ASSEMBLY
PTO COVER
VH04656.01.00

Figure 11. DP 8000 Series TransmissionRemote Mount With Electronic


Control Main Valve Body and Electronic Lockup

Copyright 2006 General Motors Corp.

11

DP 8000 SERIES TRANSMISSIONS


BREATHER
FILTERS

SOLENOID COVER

MAIN PRESSURE
REGULATOR
VALVE BODY

MANUAL ELECTRIC'AUTOMATIC
ELCTRIC, 0R ELECTRONIC
CONTROL VALVE BODY
REAR COVER

LOCKUP TRIMMER
VALVE BODY

LOCKUP VALVE BODY

INHIBIT OR
PRESSURE
SWITCH

PARKING BRAKE
SPEEDOMETER DRIVE

PTO COVER

MOUNTING PAD
DRAIN PLUG
STRAINER ASSEMBLY

FIRST-RANGE
CONTROL
VALVE BODY

HEATER
ELEMENT PLUG

VH08961.00.00

Figure 12. DP 8000 Series TransmissionRemote Mount With Manual Electric, Automatic Electric,
or Electronic Control Valve Body

PTO COVER

FILTERS

REAR COVER
PARKING BRAKE

FRONT COVER

TRUNNION
MOUNT

MOUNTING PAD

INPUT FLANGE

INPUT PRESSURE
AND SCAVENGE
PUMP ASSEMBLY

FLUID LEVEL
SIGHT GAUGE
RETARDER
CONTROL
VALVE BODY

OIL PAN

VH08962.00.00

Figure 13. DP 8000 Series TransmissionRemote Mount (Left-Front View)

12

Copyright 2006 General Motors Corp.

GENERAL INFORMATION
BREATHER

FILTERS

MANUAL SELECTOR VALVE

MAIN PRESSURE
REGULATOR
VALVE BODY

PARKING BRAKE

FRONT COVER

MOUNTING PAD
MANUAL-HYDRAULIC
CONTROL VALVE BODY
INPUT FLANGE

DRAIN PLUG

MAIN PRESSURE
TUBE

STRAINER ASSEMBLY
HEATER ELEMENT PLUG
(EARLIER MODELS)
LOCKUP VALVE BODY

INPUT PRESSURE
AND SCAVENGE
PUMP ASSEMBLY

VH08963.00.00

Figure 14. DP 8000 Series TransmissionRemote Mount With Manual-Hydraulic Control Valve Body (Right-Front View)

1. The nameplate (Figure 15) is located on the


lower-rear side of the rear cover. The nameplate shows the transmission serial number,
part number (assembly number), and model
number. All three of these must be supplied
when ordering replacement parts or requesting
service information.

OM

OB

ILE AEROSPAC

DA

UT

MODEL
NO.

IM

PART NO.

XXXXX

Supplementary information will be issued, as required,


to cover any improvements made after publication of
this manual. Check with a dealer or distributor for the
latest information.

ICULTURA

OF

SUPPLEMENTARY
INFORMATION

AGR

UAW
933

WORKERS

12.

ENT

SERIAL NO.

AN

EM

DIVISION OF
GENERAL MOTORS
CORPORATION
INDIANAPOLIS
INDIANA

PL

Service organizations and individuals are encouraged to contact their local AT Distributor for information and guidance in completing any of the tasks
outlined herein.

UNITE

NOTE:

a. Transmission Nameplate

CA

4. Reasonable and prudent maintenance practices are used.

ORDERING PARTS

ERI

3. Required tools and fixtures are available as


outlined in this manual.

13.

AM

2. The work environment is suitable to prevent


contamination or damage to transmission parts
or assemblies.

XXXXXXX
XX XXXXX
V01251

Figure 15. Transmission Nameplate

Copyright 2006 General Motors Corp.

13

DP 8000 SERIES TRANSMISSIONS


2. Letters and numbers indicate model designations as follows:
DP

Dual (torque) path

M/S

Mobile/Stationary

Torque converter capacity

8 (or 9) Transmission capacity


6

Number of forward speeds

0, 1, 2

Major model change

Commercial Electronic Controls 1

Retrofit (refer to SIL 52-TR-82)

b. Models With Commercial Electronic


Controls 1 (CEC1)
1. In addition to the serial number, part number
(assembly number), and model number, which
are located on the transmission nameplate,
there are identifying labels on the components
of electronic-control models.
2. Two identification labels are located on the top
surface of the electronic control unit (ECU)
(Figure 16). One label identifies the service
part number, software code, serial number, and
date code. The second label identifies the part
number of the ECU and Programmable Read
Only Memory (PROM) assembly.
ELECTRONIC
CONTROL
UNIT
IDENTIFYING
(ECU)
LABELS

3. Label bands are attached to the wiring harnesses just behind the connectors at the ECU.
These labels show the harness part numbers.
4. The shift selector is identified by a part number
on a label attached to one end of the selector
body.
c. Models With Commercial Electronic
Controls 2 (CEC2)
1. In addition to serial number, part number (assembly number), and model number, which are
located on the transmission nameplate, there
are identifying labels on the components of the
electronic-control models.
2. Label bands are attached to the wiring harnesses just behind the connectors at the ECU
(Figure 17). These labels show the harness
part numbers.
3. The shift selector is identified by a part number
on a label attached to one end of the selector
body.
d. Parts Catalog. Do not order by illustration item
numbers on the foldouts in the back of this manual.
Parts are listed in the current Parts Catalog
PC1249EN. Order all replacement parts from your
distributor or dealer.

IDENTIFICATION
LABELS
AY

GR

AC

BL

CAB WIRING HARNESS


CONNECTION (J1A)

UE

BL

UE

BL

CHASSIS WIRING HARNESS


CONNECTION (J1B)

S HARNESS
RECEPTACLE

SECONDARY MODE
HARNESS CONNECTION (J3)

T HARNESS RECEPTACLE

V HARNESS
RECEPTACLE

V06723
H00688.01

Figure 16. CEC1 Electronic Control Unit (ECU)

14

Figure 17. CEC2 Electronic Control Unit (ECU)

Copyright 2006 General Motors Corp.

GENERAL INFORMATION
14.

DESIGN FEATURES

lockup is activated by the pitot hydraulic


circuit.

NOTE:
For 8860 and 8861 models, refer to Foldout 2.
For 8960, 8961, 8962, 8963, and M/S 8610 models,
refer to Foldout 1.
a. Transmission-to-Engine Coupling
1. The direct-mounted transmission has a SAE
size 0 flange on converter housing 5
(Foldout 1) which is bolted to the engine
flywheel housing. Flexplate assembly 39
connects the engine crankshaft to the
transmission input.
2. The remote-mounted transmission has front
cover 2. Customer-selected flange 1 connects
the engine to the splined hub of converter drive
housing 3.
b. Torque Converter. The torque converter is a single-stage, polyphase, three-element unit, consisting of
pump 8, stator 7, and turbine 6. The converter provides
maximum torque when load conditions demand. Hydraulic fluid for converter charging pressure comes
from the sump and is supplied by one section of a twosection pump. The other pump section supplies fluid
for the remainder of the hydraulic system.
c. Lockup Clutch

d. Planetary Gearing. The planetary gear train


includes five constant mesh, straight-cut spur gear
planetary sets 25, 26, 27, 28, and 30. The forward set
is arranged for overdrive or direct drive and is called
the splitter planetary. The remaining sets are
intermediate-range, second-range, first-range, and
reverse planetaries. By the engagement of clutches in
various combinations, the planetary sets act singly or
together to provide six forward ranges and one
reverse-range.
e. Clutches. Clutches 12, 13, 15, 16, 17, 18, and 19
direct the flow of torque through the transmission in
accordance with the range selected by the operator. All
clutches are hydraulically applied and cooled by the
transmission fluid. All clutches, except the lockup
clutch, are spring released. The lockup clutch is
released by converter fluid pressure. Clutches
automatically compensate for wear and no adjustment
is necessary.
f. Hydraulic System (Foldouts 3, 4, 5, or 6). A
common hydraulic system serves the torque converter,
hydraulic retarder, and transmission. Transmission
fluid for all hydraulic operations, lubrication, and
cooling comes from the sump and is supplied by the
same pump.
g. Power Takeoff

1. For DP 8861 models, the lockup clutch includes a single internal-splined clutch plate, a
piston, and a backplate.
2. For DP 8961, 8962, 8963, and M/S 8610
models, the lockup clutch includes two
internal-splined clutch plates, one externalsplined clutch plate, piston, and backplate.
3. The internal-splined clutch plate(s) is splined
to the hub of the converter turbine. When the
clutch is applied, the converter turbine and the
converter pump are locked together and rotate
as a unit. Engine power is transmitted to the
transmission gearing at a 1:1 ratio.
4. Models may have lockup in all ranges, or in all
ranges except neutral, first, second, or reverse.
For electronic control and automatic-electric
models, lockup is activated by a solenoid. For
manual-hydraulic and manual-electric models,

1. A top-mounted power takeoff gear is available


to drive auxiliary equipment. The spur gear is
engine-driven and operates at 1.51 times engine speed. The eight-bolt mounting flange is
SAE heavy-duty.
2. A side-mounted power takeoff is also available
on the lower-right side of the torque converter
housing. It is driven by a spur gear which rotates at 1.13 times engine speed. The eight-bolt
mounting flange is SAE heavy-duty.
h. Hydraulic Retarder (Foldouts 1 and 2)
1. The hydraulic retarder consists of rotor 10,
fixed stator vanes, and an operator-controlled
valve. The rotor turns continuously at turbine
shaft speed. However, the retarder functions
only when the cavity around the rotor is filled
with transmission fluid.

Copyright 2006 General Motors Corp.

15

DP 8000 SERIES TRANSMISSIONS


2. The rotor vanes force fluid into the pockets between the fixed vanes in the rotor cavity. This
makes it harder for the rotor to turn, slowing
the transmission output shaft and the equipment.

SELECTOR LEVER

GATE PIN
SWITCHES

SHIFT GUIDE

i. Dual Torque Path


1. When increased torque level is required for
greater tractive effort in first-range, torque
from the converter is transmitted by the main
shaft, through the transmission to high reduction planetary gear set 26. In each succeeding
range (second through sixth), where a balance
of speed and torque is required, the torque
from the converter is divided between the main
shaft and the planetary gear section. As the
transmission is upshifted for increased vehicle
speed, an increased percentage of power is directed through the planetary gear section and a
decreased amount is carried by the main shaft.
2. The dual path flow of power is combined by
first-range planetary gear set 26 before leaving
the transmission.

15.

SHIFT CONTROL SYSTEMS

a. Manual-Electric Shift

16

FUSE

DOWNSHIFT
INHIBITOR
VH04948.00.00

Figure 18. Manual-Electric Shift Selector


AssemblyWithout Neutral Lock Feature

3. Electrical power for actuation of the control


system is supplied by the vehicle electrical system. Electrical components to match the vehicle system voltage (12V or 24V) are provided
in the control system. The input conductor of
systems having a shift selector assembly before S/N 1183 (24V) or S/N 1218 (12V) require a disconnect switch such as a key switch
or on/off switch and a 9 Amp fuse. Later shift
selectors include an integral fuse.

1. The manual-electric system (designed for


8860, 8960, 8961, and 8962 models) includes
an electrically-controlled valve body assembly
on the transmission (Figure 12), an operatorcontrolled manual-electric shift selector in the
vehicle cab (Figure 18), wiring harness 140
(Foldout 22), and inhibitor pressure switch 38
(Foldout 9,B), that activates a downshift
inhibitor.

4. For models with the lock-in-range feature, if


electrical power is interrupted at one solenoid
or all solenoids, the transmission continues to
operate in the forward range in which it was
operating at the time of the electrical interruption. Exceptions are as follows:

2. Electro-magnetic solenoids control the


position of shift valves that direct hydraulic
pressure to clutches. Six forward ranges,
neutral, or reverse are selected manually by the
operator. Each position of the operators shift
selector establishes an electrical circuit to
solenoids, resulting in a hydraulic circuit in the
transmission valve body to produce the desired
range.

If an electrical interruption occurs in


R (Reverse), the transmission will go to
neutral.

If an electrical interruption occurs in


N (Neutral), the transmission will remain in
neutral.

5. For models with lock-in-neutral, if electrical


power is interrupted at one solenoid or all solenoids, the transmission shifts to neutral from
any range in which it was operating at the time
of the interruption.

Copyright 2006 General Motors Corp.

GENERAL INFORMATION
NOTE:
The conditions resulting from power or solenoid
failure cited in the previous section apply only if the
failure occurs during operation in the selector position given and the selector is neither moved nor the
engine stopped after the failure. If the selector is
moved or the engine is stopped after the electrical or
solenoid failure, new shift situations result. Refer to
the Troubleshooting Chart, Table 310.

b. Automatic-Electric Shift
1. The automatic-electric system includes electrically-controlled valve body assembly 9 (Foldout 22) on the transmission (Figure 12). The
system also includes automatic-electric shift
selector assembly 1 (Foldout 24,B), Shift Pattern Generator (SPG) 1 (Foldout 24,A), cab
and vehicle wiring harnesses 4, and may include either fourth-range restrictor harness 20
or fifth-range restrictor harness 21, all located
in the cab. In addition the system includes
throttle potentiometer assembly 7 on the engine throttle control mechanism and magnetic
pickup 9 (Foldout 31) on the transmission rear
cover. Some models include range indicator 5
(Foldout 24A).
2. The SPG-controlled components work together with eight electro-magnetic solenoid
valves to provide automatic shifting in all forward ranges, and for neutral and reverse operation.
3. Electrical power for actuation of the control
system is supplied by the vehicle electrical
system. Electrical components to match the
system voltage (12V dc or 24V dc) are
provided in the control system. If an integral
SFE 9A fuse is not provided in the shift
selector, a disconnect switch, such as a key
switch or on/off switch, is required in the input
conductor of the shift selector assembly.
4. Lock-in-range provides for the transmission to
continue to operate in the forward range in
which it is operating at the time of an electrical
failure. Refer to Paragraph 224e, f, and g.

5. If electrical power is interrupted (either at one


solenoid or completely), the transmission will
continue to operate in the forward range in
which it was operating at the time of the electrical interruption. If the electrical interruption
occurs in neutral, the transmission will remain
in neutral. If an electrical interruption occurs in
reverse, the transmission will go into neutral.
c. Electronic-Control Shift (CEC1) (Foldout 25)
1. The Allison Transmission Electronic Control
(CEC1)
includes
DP 8963
Series
transmissions.
2. Lock-in-range for electronic-control models is
as described in Paragraph 15b(4).
3. The electronic control system (Foldout 25)
consists mainly of an Electronic Control Unit
(ECU) 2 (Figure 16), throttle position
sensor 20, output speed sensor 17, and shift
selector 13 or 14. The throttle sensor, output
speed sensor, and shift selector transmit
information to the ECU. The ECU processes
this information and then sends signals to
actuate specific solenoids located within the
control valve bodies on the transmission. The
action of the solenoids affects hydraulic circuits
which, in turn, control the upshifts, downshifts,
and lockup functions. In addition to controlling
the operation of the transmission, the electronic
controls monitor the system for abnormal
conditions. When one of these conditions is
detected, the electronic controls are
programmed to automatically respond in a
manner which is safe for the operator, the
equipment, and the transmission, and to record
the proper diagnostic code in memory. When an
abnormal condition occurs, the CHECK
TRANS light on the instrument panel lights up,
or the CHECK TRANS and the DO NOT
SHIFT lights are activated. When the DO NOT
SHIFT light comes on, a warning buzzer also
sounds. Refer to TS2712EN, Electronic Control
Troubleshooting Manual, for information on
diagnostics, troubleshooting, and repair.
d. Electronic-Control Shift (CEC2)
1. An electronic, microcomputer-based shift
system (CEC2) has replaced the earlier CEC1
system and is used in the M/S 8610 models.

Copyright 2006 General Motors Corp.

17

DP 8000 SERIES TRANSMISSIONS


2. Lock-in-range for electronic-control models is
as described in Paragraph 15b(4).
3. The electronic control system (Foldout 29)
consists of an Electronic Control Unit (ECU) 1,
throttle position sensor (14), output speed
sensor 9, input speed sensor 12, turbine speed
sensor 13, solenoids in the control valve
bodies, and shift selector 16 or 17. There are
three harnesses that connect these components
(items 2, 3, and 26). The throttle position
source, speed sensors, and shift selector
transmit information to the ECU. The ECU
processes this information and then sends
signals to actuate specific solenoids located
within the control valve bodies on the
transmission. The action of the solenoids
affects hydraulic circuits which, in turn,
control the upshifts, downshifts, and lockup
functions. In addition to controlling the
operation of the transmission, the electronic
controls monitor the system for abnormal
conditions. The Allison DOC For PC
diagnostic tool 22 is used during installation
checkout and troubleshooting. Some OEM
components such as the vehicle interface
wiring (VIW) connectors 4 or 23, and vehicle
interface module (VIM) 7 also communicate
with the ECU. When an abnormal condition is
detected, the electronic controls are
programmed to automatically respond in a
manner which is safe for the operator, the
equipment, and the transmission, and to record
the proper diagnostic code in memory. When
an abnormal condition occurs, the CHECK
TRANS light on the instrument panel lights
up. Refer to Allison Transmission publication
TS3353EN, Commercial Electronic Controls 2
(CEC2)
Troubleshooting
Manual,
for
information on diagnostics, troubleshooting,
and repair.
e. Manual-Hydraulic Shift (Foldout 21,A). Earlier
DP 8000 Series are equipped with a manually-controlled valve body. The control valve is connected by
mechanical linkage to the shift selector in the cab.
Since there is no automatic shifting in this system, the
operator must move the selector lever to obtain a desired range.
18

16.

OPTIONS

a. Hydraulic Retarder. The hydraulic retarder


consists of a rotor, fixed stator vanes, and an
operator-controlled
valve.
The
rotor
turns
continuously at turbine output shaft speed. However,
the retarder functions only when the cavity around the
rotor is filled with transmission fluid. The rotor vanes
force the fluid into the pockets between the fixed vanes
in the rotor cavity, making it harder for the rotor to
turn. This slows the transmission output shaft and
slows the equipment.
b. Parking Brake (Foldouts 1 and 2). A two-shoe,
expanding parking brake 21 may be mounted on any
DP 8000 Series model.
c. Flanges. A variety of input 1 and output 22
flanges may be mounted on DP 8000 Series transmissions.
d. Speedometer Drive. For non-electronic models,
the speedometer drive is regular, SAE 532 inch heavy
duty. The speedometer drive ratio is 1:1. For CEC1
equipped models (Foldout 25), speed sensor 17 is
provided for speed monitoring. For CEC2-equipped
models, speed sensor 9 (Foldout 29) is provided for
speed monitoring.
e. Power Takeoff (Foldouts 1 and 2)
1. A top-mounted power takeoff gear 9 is available to drive auxiliary equipment. The spur
gear is engine-driven and operates at 1.51
(straight-through) or 1.21 (dropbox) times engine speed. The eight-bolt mounting flange is
SAE heavy-duty.
2. A side-mounted power takeoff also is available
on the lower-right side of the torque converter
housing on straight-through models. It is
driven by a spur gear which rotates at 1.134
times engine speed. On dropbox models, identical gears are located on the lower-left and
lower-right sides of the housing. These gears
rotate at 1.13 times engine speed. The eightbolt mounting flange is SAE heavy-duty with a
modified aperture.

Copyright 2006 General Motors Corp.

GENERAL INFORMATION
17.

OPERATING INSTRUCTIONS

done by a trained technician familiar with the


Manual Mode input function 55 and the OEM
vehicle wiring required to attain manual mode
operation.

WARNING!
Arc welding equipment requires dangerously
high currents and voltage which cannot be sufficiently reduced to permit it to be used for jumpstarting. To help avoid injury or equipment
damage, DO NOT attempt to jump-start equipment using an arc welder.
a. Operators Manual. Refer to the current Allison
Transmission publications:
OM1318EN Manual-Electric,

Manual-Hydraulic Operators Manual


OM2034EN, CEC1 Operators Manual
OM3540EN, CEC2 Operators Manual

b. Manual Mode (For CEC1 Electronic-Control


ECU Service P/N 16072029 or Current
P/N 16197599 Only)

CAUTION:
DO NOT USE THIS FEATURE TO ACHIEVE
MANUAL SHIFTING FOR NORMAL OPERATION. Transmission life could be significantly
reduced if manual mode is utilized.
1. Manual mode is to be employed only for
service diagnostics or to limp-home under
low speed. Activation of this feature should
only be done by a trained technician.
2. To activate manual mode, activate the key
switch or physically connect wire 311 to wire
309 in the secondary mode wiring harness.
Secondary mode must also be selected by connecting wires 313 and 315 to wire 309.
c. Manual Mode (For CEC2 Models Only)

CAUTION:
DO NOT USE THIS FEATURE TO ACHIEVE
MANUAL SHIFTING FOR NORMAL OPERATION. Transmission life could be significantly
reduced if manual mode is utilized.
1. Manual mode is to be employed only for
service diagnostics or to limp-home at low
speed. Activation of this feature should only be

2. To activate manual mode, the technician must


activate the keyed switch installed for Manual
Mode. Activating the switch connects wire 119
from the customer-furnished vehicle interface
wiring connector to switched power to produce
the manual mode operation.
d. Cold Weather Starts (CEC1). When the fluid
temperature is below 10F (24C), the DO NOT
SHIFT and CHECK TRANS lights will stay on after
the engine is started. The transmission will stay in neutral regardless of the range selected, but no code is set.
When fluid temperature is between 10F (24C) and
20F (7C), the CHECK TRANS and DO NOT
SHIFT lights will turn off and a hold is placed on all
range changes, but no code is set. When fluid temperature is above 20F (7C), normal shifting is allowed.
e. Cold Weather Starts (CEC2). When the fluid
temperature is below 25F (32C), the CHECK
TRANS lights will stay on after the engine is started.
The transmission will stay in neutral regardless of the
range selected and code 24 12 is set. When fluid temperature is between 25F (32C) and 20F (7C),
the CHECK TRANS light will continue to be illuminated and shifting is limited to some forward ranges
and reverse. No code is set. When fluid temperature is
above 20F (7C), the CHECK TRANS light will
turn off and normal shifting is allowed. When fluid
temperature is below 100F (38C), the lockup clutch
will not operate and the delta-P hold input is ignored.
The CHECK TRANS light will not illuminate and no
codes are set.
f. Towing. All lubrication and clutch-apply fluid is
provided by the engine-driven pump. Because the
pump is located ahead of the transmission gearing and
clutches, the pump cannot be motored by towing or
pushing
the
vehicle.
THEREFORE,
THE
DRIVELINE MUST BE DISCONNECTED IF THE
VEHICLE MUST BE TOWED OR PUSHED.

18.

SPECIFICATIONS AND DATA

The specifications and data in Table 11 apply to all


models covered by this manual unless otherwise
specified.

Copyright 2006 General Motors Corp.

19

DP 8000 SERIES TRANSMISSIONS


Table 11. Specifications and Data
GENERAL INPUT/OUTPUT RATINGS
Parameter
Input Speed
Maximum full load governed speed
Minimum full load governed speed
Minimum idle speed in drive
Input PowerMaximum net
Input TorqueMaximum net
Turbine TorqueMaximum net

8861

8961

8962, 8963,
M/S 8610

Units

2300
1800
550
800 (597)
2200 (2982)

2300
1800
550
975 (727)
3075 (4169)
5255 (7125)

2300
1800
550
975 (727)
3300 (4474)
5640 (7647)

rpm
rpm
rpm
hp (kW)
lb ft (Nm)
lb ft (Nm)

2300
1800
550
1104 (823)
3300 (4474)
5966 (8089)

rpm
rpm
rpm
hp (kW)
lb ft (Nm)
lb ft (Nm)

OILFIELD INPUT/OUTPUT RATINGS


Parameter
Input Speed
Maximum full load governed speed
Minimum full load governed speed
Minimum idle speed in drive
Input PowerMaximum net
Input TorqueMaximum net
Turbine TorqueMaximum net

2300
1800
550
775 (578)
2960 (4013)
5300 (7186)

AGRICULTURE INPUT/OUTPUT RATINGS


Parameter
Input Speed
Maximum full load governed speed
Minimum full load governed speed
Minimum idle speed in drive
Input PowerMaximum net
Input TorqueMaximum net
Turbine TorqueMaximum net

2300
1800
550
775 (578)
2960 (4013)
5300 (7186)

2300
1800
550
775 (578)
2960 (4013)
5300 (7186)

TRANSMISSION TYPE

Torque converter and planetary gear

ROTATION:
Input

Clockwise (when viewed from input end)

Output (forward operation)


MOUNTING:
Direct
Remote

110

rpm
rpm
rpm
hp (kW)
lb ft (Nm)
lb ft (Nm)

Clockwise (when viewed from input end)


Flywheel housing modified SAE size 0 (wet); SAE size 1
mounting pads at rear
Trunnion at front; two SAE 1 mounting pads at rear

Copyright 2006 General Motors Corp.

GENERAL INFORMATION
TORQUE CONVERTER:
Type

Single-stage, three-element, polyphase

Stall torque ratio

TC 840, 2.26:1
TC 860, 2.33:1
TC 880, 2.20:1
TC 890, 1.86:1
TC 1070, 1.73:1

LOCKUP CLUTCH

Automatic in all ranges, or automatic in all ranges except


neutral, first, second, and reverse; electrically actuated in
electronic control and automatic-electric models;
hydraulically actuated in manual-hydraulic and manualelectric models

GEAR DATA

Constant mesh, spur-type, planetary

RANGE OPERATION RATIOS*:


First-range

4.24:1

Second-range

2.32:1

Third-range

1.69:1

Fourth-range

1.31:1

Fifth-range

1.00:1

Sixth-range

0.73:1

Reverse

5.75:1

*Range operation ratio does not include torque converter ratio.

Multiplate, hydraulic-actuated, spring-released,


fluid-cooled, self-adjusting

RANGE CLUTCHES
POWER TAKEOFF (TOP AND SIDE):
Mounting Flange
Rating (either or both locations)

Two, SAE eight-bolt, heavy-duty


Intermittent 400 hp (298 kW)
Continuous 300 hp (224 kW)

Ratio

Top-mounted1.51 (straight-through); 1.21 (dropbox)


Side-mounted1.134 (straight-through); 1.130 (dropbox)

Gear Data

Top-mounted25 degrees pressure angle, 6-pitch

SPEEDOMETER DRIVE:
Size

SAE 532 heavy-duty, helical gear

Output Speed Ratio

1:1

PARKING BRAKE:
Type

Internal expanding shoe

Rating

200,000 lb in. (22 600 Nm) at 800 lb (3560 N) lever pull*

Size

1714 x 4 inch (438 x 102 mm)

*Manufacturers rating for run-in (burnished) condition

Copyright 2006 General Motors Corp.

111

DP 8000 SERIES TRANSMISSIONS


HYDRAULIC SYSTEM:
Fluid Type

Type C-4 (Refer to Paragraph 34)

Sump

Integral

Input Pressure and Scavenge Pump

Positive displacement, gear-type

Capacity (excluding external circuits):


Straight-through Models

21 U.S. gal (79 liters) initial fill

Dropbox Models

34 U.S. gal (129 liters) initial fill

Filters

Full flow, replaceable elements, remote or direct mount;


standard or high-efficiency

Preheat Opening

1 inch NPFT provided in oil pan (earlier models)

Converter-out pressure

3065 psi (207448 kPa)

Main Pressure

1500 rpm input speed, output stalled

DP 8860, 8861:
Neutral, 1, 2, and Reverse

190230 psi (13101586 kPa)

3, 4, 5, 6

140155 psi (9651069 kPa)

DP 8960, 8961, 8962, 8963, M/S 8610:


Neutral, 1, 2, and Reverse

220250 psi (15171724 kPa)

3, 4, 5, 6

160180 psi (11031241 kPa)

Lubrication Pressure

1500 rpm input speed, output stall; 3575 psi (241517 kPa)

HYDRAULIC RETARDER:
Maximum estimated absorption capacity at
1800 rpm rotor speed
Type

1200 hp (895 kPa)


Vaned rotor between fixed stators

FLANGES:
Input (remote-mount models)

Mechanics 9C; Spicer 1850, 1950

Output

Spicer 1850, 1950; Twin disc J490, J800

DRY WEIGHT (APPROXIMATE):


Basic Configuration

3700 lb (1680 kg)

With Parking Brake

Add 150 lb (68 kg)

With Remote Mount

Add 80 lb (36 kg)

SIZE (APPROXIMATE):
Length (direct-mount models)

60 inch (1510 mm)

Width (with direct-mount models)

36 inch (920 mm)

Height (with direct-mount models)

39 inch (990 mm)

112

Copyright 2006 General Motors Corp.

GENERAL INFORMATION
MANUAL-ELECTRIC CONTROL SYSTEM:
Type

Ranges (selector positions)

Manual-electrical hydraulic (manual selection of operating


mode energizes solenoids; solenoids control hydraulic
pressures to shift valves; valves control hydraulic clutches)
Neutral. six forward, reverse

Shift Selector Assembly:


Location

Vehicle cab

Selector Sequence (rear to front)

R, N, D, 5, 4, 3, 2, 1 (each position gated)

Light (connected to vehicle light system)

Integral

Downshift Inhibitor

Integral

Electrical System:
Power Source

Equipment electrical system

Voltage

12V or 24V dc

Current Draw
12V

0.6 amp per solenoid

24V

0.3 amp per solenoid

Number of Solenoids

Solenoids Energized:
Neutral

Reverse

Forward Ranges

Wiring Harness:
Number of Conductors

16

Side Branches

Connectors

16-pin at selector; 8-pin and 2-pin at valve body;


push-in, thread-tighten type

Downshift Inhibitor:
Type and Location

Solenoid, in manual shift selector assembly

Activated by

Pressure switch on transmission (closed by lockup


clutch pressure)

AUTOMATIC-ELECTRIC (SPG) CONTROL SYSTEM:


Type
Automatic-electric hydraulic (operator selects operating
range; this selection signals operating mode to the shift
pattern generator (SPG) that automatically energizes
solenoids; solenoids control hydraulic pressures to shift
valves; valves control hydraulic clutches)
Ranges (selector positions)

Neutral, six forward, reverse

Copyright 2006 General Motors Corp.

113

DP 8000 SERIES TRANSMISSIONS


AUTOMATIC-ELECTRIC (SPG) CONTROL SYSTEM: (contd)
Shift Selector Assembly:
Location

Vehicle cab

Selector Sequence (rear to front)

R, N, D, 5, 4, 3, 2, 1 (each position gated)

Light (connected to vehicle light system)

Integral

Electrical System:
Power Source

Vehicle electrical system

Voltage

12V or 24V dc

Current Draw

0.3 amp per solenoid (12V-to-24V converter must be


used with 12V vehicle system)

Number of Solenoids

Solenoids Energized:
Neutral

Reverse

Forward Ranges

Wiring Harness:
Side Branches

Connectors

16-pin at selector; 19-pin at shift pattern generator;


2-pin at throttle potentiometer; 7-pin from shift pattern
generator; 2-pin at first-range valve body; 8-pin at main
valve body; 2-pin at magnetic pickup; push-in
thread-tighten type

COMMERCIAL ELECTRONIC CONTROLS (CEC1)


Type
Electronic-control hydraulic (operator selects operating
range; this selection signals operating mode to the
electronic control unit (ECU) that automatically energizes
solenoids; solenoids control hydraulic pressures to shift
valves; valves control hydraulic clutches)
Range (selector positions)

Neutral, six forward, reverse

Shift Selector Assembly:


Location

Equipment cab

Selector Sequence

R, N, D, 5, 4, 3, 2, 1 (typical)

Light (connected to vehicle light system)

Integral

Electrical System:

114

Power Source

Equipment electrical system

Voltage

12V dc

Current Draw

0.6 amp per solenoid (12V-to-24V converter or battery


equalizer must be used with 24V equipment system)

Number of Solenoids

10 (7 on models with Lock-in-Neutral)

Copyright 2006 General Motors Corp.

GENERAL INFORMATION
ELECTRONIC-CONTROL SYSTEM (DP 8963): (contd)
Solenoids Energized:
Neutral

Reverse

Forward Ranges

Chassis Wiring Connectors

ECU; speed sensor; electric lockup valve body; main


control valve body; throttle sensor

Cab Wiring Harness Connectors

ECU; shift selector; Digital Data Line (DDL) hookup

Secondary Mode Harness Connectors

ECU; equipment interface

COMMERCIAL ELECTRONIC CONTROLS (CEC2)


Type
Electronic-control hydraulic (operator selects operating
range; this selection signals operating mode to the
electronic control unit (ECU) that automatically energizes
solenoids; solenoids control hydraulic pressures to shift
valves; valves control hydraulic clutches)
Range (selector positions)

Neutral, six forward, reverse

Shift Selector Assembly:


Location

Equipment cab

Selector Sequence (pushbutton selector)

R, N, D (all available forward ranges), upshift and


downshift arrows to obtain and hold ranges between
highest and lowest available forward ranges

Selector Sequence (lever selector)

R, N, D, 5, 4, 3, 2, 1) Reverse may be toward the front


of the equipment or toward the rear

Light (connected to vehicle light system)

Integral

Electrical System:
Power Source

Equipment electrical system

Voltage

1.532V dc

Current Draw

0.6 amp per solenoid

Number of Solenoids

9 (7 on models with Lock-in-Neutral)

Solenoids Energized:
Neutral

Reverse

Forward Ranges

Transmission Wiring Harness Connectors

ECU; speed sensor; electric lockup valve body; main


control valve body; first-range valve body; throttle sensor
(if digital data from engine controls not provided)

Cab Wiring Harness Connectors

ECU; equipment interface; shift selector; diagnostic tool


hook-up, and communication links

Copyright 2006 General Motors Corp.

115

DP 8000 SERIES TRANSMISSIONS


NOTES

116

Copyright 2006 General Motors Corp.

Section 2DESCRIPTION AND OPERATION


21.

SCOPE

This section describes and explains the operation of all


components and systems of DP 8000 Series transmissions. If a features is common to all models, no reference will be made to a particular model. If a feature is
particular to a specific model, that model will be
noted.
a. Two Configurations
1. The straight-through configuration has the
transmission output at the rear of the
transmission, in line with the transmission
input (Figure 11).
2. The dropbox configuration includes a transfer
gear arrangement which locates the
transmission outputs at the front or rear (or
both), below the transmission input.
b. Control Systems
1. Paragraphs 219, 220, and 221 describe the
manual-hydraulic shift system.
2. Paragraphs 222 and 223 describe the
manual-electric shift system.
3. Paragraph 224 describes the automaticelectric shift system.
4. Paragraph 225 describes the CEC1 electronic
shift system.
5. Paragraph 226 describes the CEC2 electronic
shift system.

22.

MOUNTING, INPUT DRIVES

a. Remote Mounting
1. Remote-mounted
transmissions
include
converter drive housing assembly 9 or 14
(Foldout 7,A) and transmission housing front
cover 6. The drive housing is bolted to and
encloses torque converter pump 27 (Foldout
8,B). It encloses the torque converter at its
forward end and retains the converter fluid.
The shaft on the converter drive housing
extends forward through the transmission front
cover, and is splined to receive flange 3, 19, or
20 (Foldout 7,A). The shaft of the converter
drive housing is supported on ball bearing 8.

2. Oil seal 4 prevents the entrance of dirt and the


loss of fluid. Transmission housing front
cover 6 (Foldout 7,A) is bolted to converter
housing 13 (Foldout 10,B) or converter
housing 8 (Foldout 11,A). The hub of the cover
is machined to provide a trunnion which
supports the front end of the transmission.
3. The rear of the transmission is supported at
mounting pads at each side of rear cover 4
(Foldout 18,B) or 14 (Foldout 19,A).
b. Direct Mounting
1. Flywheel 14 or 18 (Foldout 7,B) is bolted to
the front of converter pump 27 (Foldout 8,B),
and retains the fluid in the torque converter.
Starter ring gear 13 or 17 (Foldout 7,B) is
shrunk onto the front of the flywheel. The
outer bolt circle of flexplate assembly 2 is
bolted to the flywheel. The hub of the flexplate
assembly is bolted to the engine crankshaft.
Converter housing 13 (Foldout 10,B) is bolted
to the engine flywheel housing and supports
the front of the transmission.
2. The rear end of the transmission is supported at
mounting pads at each side of rear cover 4
(Foldout 18,B).
NOTE:
Dropbox models do not include provisions for direct
mounting.

23.

LOCKUP CLUTCH

a. Description. The lockup clutch of DP 8860


and 8861 includes items 1 through 7 (Foldout 8,A).
The lockup clutch of DP 8960, 8961, 8962, 8963,
and M/S 8610 includes items 8 through 18 for TC 800
or TC 1000 (Foldout 8,A).
b. Operation
1. On models with non-electric lockup, the
lockup clutch is applied hydraulically in
response to pitot pressure.
2. On models with electric lockup, the lockup
clutch is applied hydraulically in response to
the energized solenoid at the lockup valve.

Copyright 2006 General Motors Corp.

21

DP 8000 SERIES TRANSMISSIONS


3. When hydraulic pressure is applied against the
front of lockup clutch piston 5 or 14
(Foldout 8,A), the piston compresses clutch
plate 6 against backplate 7 (DP 8860 and 8861)
or clutch plates 15, 16, and 17 against
backplate 18 (DP 8960, 8961, 8962, 8963, and
M/S 8610). The clutch plates are then forced to
rotate with the piston and backplate. These
parts are attached to and rotate with torque
converter pump 27 (Foldout 8,B).
4. When the lockup clutch is engaged, the torque
converter turbine and pump are locked
together. This provides direct drive from the
engine to the transmission gearing.

24.

TORQUE CONVERTER

a. Description (Foldout 8,B)


1. The torque converter consists of three vaned
cast aluminum elements:
Torque converter pump 27
Stator 17 (with its assembled parts 9 through
16 and 19)
Torque converter turbine 7.
2. Torque converter pump 27 is the input member
and is driven by the engine. Torque converter
turbine 7 is splined to turbine shaft
assembly 27 (Foldout 10,B). Stator 17
(Foldout 8,B) is the reaction (torque multiplier)
element. The stator assembly is supported on
freewheel stator roller race 22 (Foldout 8,B)
which is splined to converter ground sleeve 23
(Foldout 10,B) or converter ground sleeve 34
(Foldout 11,A). This stator arrangement
provides an overrunning clutch which permits
the stator to rotate freely in one direction but
lock up in the opposite direction.

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 not great. At high
engine speed, the impact is much greater than
at idle, and high torque is produced by the
turbine.
3. Fluid thrown into the turbine flows to the stator
vanes. The stator vanes change the direction of
fluid flow (when the stator is locked against
rotation), and directs the fluid to the pump in a
direction that assists the rotation of the pump.
Redirection of the fluid enables the torque
converter to multiply the input torque.
4. Greatest torque multiplication occurs when the
turbine is stalled and the pump is rotating at its
highest speed. Torque multiplication decreases
as the turbine rotates and gains speed.
5. When turbine speed approaches the speed of
the pump, fluid flowing to the stator begins to
strike the backs of the stator vanes. This rotates
the stator in the same direction as the turbine
and pump. At this point, torque multiplication
stops and the converter becomes, in effect, a
fluid coupling.
6. The torque converter accomplishes
following three functions:

the

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.
It acts as a fluid coupling to efficiently
transmit engine torque to the transmission
gearing while in a drive range.

25.

HYDRAULIC RETARDER

a. Description (Foldout 10,B)


b. Operation
1. The torque converter assembly is continuously
filled with fluid, which flows through the
converter to cool and lubricate it. When the
converter is driven by the engine, the pump
vanes throw fluid against the turbine vanes.
The impact of the fluid against the turbine
vanes tends to rotate the turbine.
22

1. Retarder rotor 33 is the only moving part of the


hydraulic retarder. The rotor is splined to and
rotates with turbine shaft 27. The vaned rotor is
enclosed in a cavity formed by the rear of
converter housing 13 and the front of input
bearing retainer 4 (Foldout 11,B). The
converter housing and input bearing retainer
both include vanes.

Copyright 2006 General Motors Corp.

DESCRIPTION AND OPERATION


housing, are eight-bolt, heavy-duty SAE
mountings.

2. Retarder rotor 44 (Foldout 11,A) and converter


housing 8 are components used on dropbox
models.

b. Operation
b. Operation
1. The retarder rotor turns continuously at turbine
output shaft speed. However, the retarder
functions only when the cavity around the
retarder rotor is filled with fluid. A manual
valve directs fluid to the cavity when retarder
operation is desired. The churning of the fluid
by the retarder rotor resists the rotation of the
retarder rotor. Part of this energy is used to
circulate the fluid through a cooler to dissipate
the heat generated. When the control valve is
released, the retarder cavity is evacuated.
2. The retarder slows the vehicle on curves or
downgrades. Maximum retarder effect occurs
in the lowest range. Close the throttle when
using the retarder. Long, continuous retarder
application
raises
transmission
fluid
temperature. Short periods of full-release, to
interrupt continuous application, will prevent
overheating.

26.

1. When top mounted, the power takeoff gear


meshes with power takeoff idler gear 4
(Foldout 9,A). Idler gear 4 is driven by
accessory drive gear 31 or 32 (Foldout 8,B).
2. When side mounted, the power takeoff gear
meshes with oil pump drive gear 51 (Foldout
10,B). Oil pump drive gear 51 is driven by oil
pump idler gear 4 which in turn, is driven by
accessory drive gear 31 or 32 (Foldout 8,B).
3. For straight-through models, power takeoff
idler gear 4 (Foldout 9,A) rotates at 1.51 times
engine speed and in an opposite direction from
the engine output. Oil pump drive gear 51
(Foldout 10,B) rotates at 1.134 times engine
speed and in the direction of the engine output.
4. For dropbox models, oil pump drive gears 63
and 65 (Foldout 11,A), rotate at 1.13 times
engine speed. When furnished, the top PTO
gear rotates at 1.21 times engine speed.

POWER TAKEOFF DRIVES


27.

NOTE:
Reference to up, down, left, or right refer to positions or movements of components on foldouts.
a. Description (Foldout 9,A)
1. Some transmissions include items 1 through 6
for a power takeoff drive at the top of the
torque converter housing.
2. When no power takeoff is provided, items 7
through 10 cover the top opening in the torque
converter housing.
3. Some transmissions provide a machined pad
for a power takeoff at the lower-right side of
the torque converter housing. Others have a
cast wall in this area. When the pad and
opening are provided, items 11 through 14 are
used when no power takeoff is mounted.
4. The provided power takeoff pads at either the
top or right side of the torque converter

SPLITTER CLUTCHES,
GEARING

a. Two Clutches, One Planetary


1. The splitter system includes the splitter-low
clutch (Foldout 12,A), splitter-high clutch
(Foldout 12,B), and splitter planetary (Foldout
13,A).
2. The splitter-low clutch includes: clutch
drum 19 (Foldout 12,A), two external-splined
plates 18, three internal-splined plates 17,
piston 14, and clutch hub 9.
3. The splitter-high clutch includes clutch piston
housing 18 (Foldout 12,B), piston 16, sun gear
assembly 9, four external-splined plates 8, four
internal-splined plates 7, anchor 5, and clutch
backplate 1.
4. The splitter planetary includes carrier
assembly 1 (Foldout 13,A), ring gear 10, and
hub 14.

Copyright 2006 General Motors Corp.

23

DP 8000 SERIES TRANSMISSIONS


b. Operation
1. The two splitter clutches and one splitter
planetary are interconnected to provide either
direct drive (1.00:1 ratio), or overdrive (0.67:1
ratio) between the torque converter turbine and
the transmission range gearing. The splitter,
even though engaged, does not transmit torque
during first- and reverse-range operations. The
splitter does transmit a portion of the torque
during operation in second-, third-, fourth-,
fifth-, and sixth-ranges.
2. When the splitter-low clutch is engaged, the
splitter planetary sun gear and carrier are
locked together, causing splitter ring gear 10
(Foldout 13,A) and splitter output shaft 1
(Foldout 15,B) to be driven at the same speed
as the torque converter turbine. This is direct
drive, which is employed in all conditions
except operations in fourth-and sixth-ranges.
3. When the splitter-high clutch is engaged,
splitter sun gear 12 (Foldout 12,B) is held
stationary, while the splitter planetary carrier
assembly 1 (Foldout 13,A) rotates around the
sun gear. This overdrives splitter-high ring
gear 10, splitter-high ring gear hub 14, and
splitter output shaft 1 (Foldout 15,B).
Overdrive (0.67:1 ratio) is used in fourth- and
sixth-ranges only.

plates 14 and 15 against clutch drum 16. This


locks hub 6 to intermediate-range ring gear 10
(Foldout 14,B). Because clutch hub 6 (Foldout
14,A) and intermediate-range sun gear 1
(Foldout 14,B) are both splined to splitter
output shaft 1 (Foldout 15,B), the
intermediate- and second-range systems are
locked together and must rotate at the same
speed as the splitter output shaft.
2. When the splitter-low clutch is engaged, while
the high-range clutch is also engaged, the
transmission output shaft rotates at the same
speed as the torque converter turbine (direct
drive1.00:1 ratio). This is fifth-range.
3. When the splitter-high clutch is engaged, while
the high-range clutch is also engaged, the
overdrive ratio (0.67:1) produced in the splitter
planetary is transmitted to the first-range
planetary ring gear. Turbine speed is
transmitted to the first-range sun gear. Thus,
the splitter and first-range planetary sets are
compounded. This results in the transmission
output being driven at a higher speed than the
torque converter turbine. This is sixth range.

29.

INTERMEDIATE-RANGE
CLUTCH, PLANETARY

a. Description

28.

HIGH-RANGE CLUTCH

a. Description (Foldout 14,A)


1. The high-range clutch includes:

Clutch drum 16
Three external-splined clutch plates 15
Four internal-splined clutch plates 14
High-range clutch piston assembly 9
High-range clutch hub assembly 4.

2. The high-range clutch does not directly control


any gearing. The clutch transmits the rotation
of splitter output shaft 1 (Foldout 15,B) to
intermediate-range ring gear 10 (Foldout 14,B)
at a 1.00:1 ratio.
b. Operation
1. When the high-range clutch is applied,
piston 11 (Foldout 14,A) compresses clutch
24

1. The intermediate-range clutch includes:


Intermediate-range clutch anchor 17
(Foldout 14,B)
Five internal-splined clutch plates 1
(Foldout 15,A)
Five external-splined clutch plates 2
Intermediate-range clutch piston 5
Piston housing assembly 6.
2. Intermediate-range clutch anchor 17 (Foldout
14,B) is stationary. Internal-splined clutch
plates 1 (Foldout 15,A) are splined to
intermediate-range clutch anchor 17 (Foldout
14,B). Internally-splined clutch plates 1
(Foldout 15,A) are splined to intermediaterange ring gear 10 (Foldout 14,B).
3. The intermediate-range planetary includes sun
gear 1 (Foldout 14,B), planetary carrier

Copyright 2006 General Motors Corp.

DESCRIPTION AND OPERATION


assembly 2, and ring gear 10. Sun gear 1 is
splined to splitter output shaft 1
(Foldout 15,B). Planetary carrier assembly 2
(Foldout 14,B) is splined to second-range ring
gear assembly 9 or 12 (Foldout 15,A).
Intermediate-range ring gear 10 (Foldout 14,B)
is splined to high-range clutch plates 14
(Foldout 14,A) and to intermediate-range
clutch plates 1 (Foldout 15,A).
b. Operation
1. When the intermediate-range clutch is applied,
piston 5 (Foldout 15,A) compresses clutch
plates 1 and 2 against clutch anchor 17
(Foldout 14,B). This holds ring gear 10
stationary.
2. Driven by intermediate-range sun gear 1,
intermediate-range
planetary
carrier
assembly 2 rotates within the stationary ring
gear and drives second-range ring gear
assembly 9 or 12 (Foldout 15,A) at reduced
speed. In the second-range planetary, a further
reduction in speed occurs because its ring gear
is rotating slower than its sun gear. The slower
moving second-range planetary carrier
assembly 4 (Foldout 15,B) drives first-range
ring gear 7 (Foldout 16,B).
3. In the first-range planetary, there is a still
further reduction in speed because its ring gear
is rotating slower than its sun gear. Thus, there
is compounding of the intermediate-range
planetary, second-range planetary, and firstrange planetary.
4. In third range, the splitter-low clutch is
applied. Thus, the intermediate-range sun gear
and the first-range sun gear rotate at equal
speeds (at turbine speed). Speed reduction is
accomplished in the three planetaries as
explained in Paragraph 29b(2) and (3). The
reduction ratio is 1.70:1.
5. In fourth-range, the splitter-high clutch is
applied resulting in a speed increase of the
intermediate-range sun gear. The same
reduction occurs in the three compounded
planetaries as explained in 29b(2) and (3), but
the resulting speed is higher because of the
higher speed of the intermediate-range sun
gear. The reduction ratio is 1.31:1.

210. SECOND-RANGE CLUTCH,


PLANETARY
a. Description
1. The second-range clutch includes:

Clutch anchor 3 (Foldout 16,A)


Seven internal-splined clutch plates 1
Seven external-splined clutch plates 2
Clutch piston 9.

2. Low-range clutch piston housing assembly 10


jointly serves the two clutches. The secondrange clutch plates compress against
intermediate-range clutch piston housing
assembly 6 (Foldout 15,A).
3. The second-range planetary includes a sun
gear that is integral with splitter output shaft 1
(Foldout 15,B), planetary carrier assembly 4,
and second-range ring gear assembly 9 or 12
(Foldout 15,A).
b. Operation
1. When the second-range clutch is applied,
clutch piston 9 (Foldout 16,A) compresses
clutch plates 1 and 2 against piston housing
assembly 6 (Foldout 15,A) and holds ring gear
assembly 9 or 12 stationary.
2. The sun gear on splitter output shaft 1 (Foldout
15,B) is rotating at turbine speed (splitter-low
clutch is applied) and drives planetary carrier
assembly 4 at reduced speed. The planetary
carrier assembly drives first-range ring gear 7
(Foldout 16,B). In the first-range planetary,
there is a further reduction in speed. This
compounding of the two planetaries produces a
ratio of 2.34:1.

211. FIRST-RANGE CLUTCH,


PLANETARY
a. Description
1. The first-range clutch includes:
Clutch anchor 1 (Foldout 17,A) which
serves the reverse clutch
Six external-splined clutch plates 8
Six internal-splined clutch plates 9
Clutch piston 3 (Foldout 16,B).

Copyright 2006 General Motors Corp.

25

DP 8000 SERIES TRANSMISSIONS


Low-range clutch piston housing assembly 10
(Foldout 16,A) serves the two clutches jointly.
2. The first-range planetary includes sun gear 13
(Foldout 16,B), ring gear 7, and planetary
carrier assembly 15. Sun gear 13 is splined to
the transmission main shaft assembly 16
(Foldout 11,B). Ring gear 7 (Foldout 16,B) is
attached by way of ring gear hub 6, to secondrange planetary assembly 4 (Foldout 15,B).
b. Operation
1. When the first-range clutch is applied, piston 3
(Foldout 16,B) compresses reverse-range
external-splined clutch plate 8 and internalsplined clutch plates 9 (Foldout 17,A) against
clutch backplate 1 (Foldout 18,A). This holds
ring gear 7 (Foldout 16,B) stationary. Firstrange sun gear 13 drives first-range planetary
carrier assembly 15 at reduced speed, within
the stationary ring gear.
2. The splitter-low clutch is engaged but does not
transmit torque. All torque is transmitted by
the transmission main shaft. All speed
reduction is within the first-range planetary.
The speed reduction ratio is 4.24:1.

212. REVERSE-RANGE CLUTCH,


PLANETARY

b. Operation
1. When the reverse-range clutch is applied,
clutch piston 10 (Foldout 18,A) compresses
clutch plates 3, 4, 6, and 7 against clutch
backplate 1. This holds ring gear 5 stationary.
Reverse-range sun gear assembly 2 (Foldout
17,B) is attached to first-range ring gear 7
(Foldout 16,B). The first-and reverse
planetaries are compounded to provide reverse
rotation in the first-range planetary, and further
speed reduction in the reverse-range planetary.
2. First-range sun gear 13 drives pinions 18 or 29
of planetary carrier assembly 15. The pinions
drive ring gear 7 in a reverse direction. Ring
gear 7, being connected to reverse sun gear
assembly 2 (Foldout 17,B), drives planetary
carrier assembly 6 in the reverse direction
within stationary reverse-range ring gear 5
(Foldout 18,A).
3. Reverse-range planetary carrier assembly 6
(Foldout 17,B) is splined to the transmission
output shaft (integral with first-range planetary
carrier assembly 15 (Foldout 16,B) and drives
it in the reverse direction. All of the
transmission torque is carried by transmission
main shaft assembly 16 (Foldout 11,B). The
splitter-low clutch is engaged but transmits no
torque. The reverse reduction ratio is 5.75:1.

a. Description
1. The reverse-range clutch includes:
Low-range clutch anchor 1 (Foldout 17,A)
(which also serves the first-range clutch)
Five internal-splined clutch plates 3 and 6
(Foldout 18,A)
Five external-splined clutch plates 4 and 7
Clutch piston 10.
2. Plates 3, 4, 6, and 7 compress against reverserange clutch backplate 1 (which also serves the
first-range clutch). Clutch piston 10 uses rear
cover 4 (Foldout 18,B) as its housing (straightthrough models) or rear cover assembly 14
(Foldout 19,A) in dropbox models.
3. The reverse planetary includes:
Sun gear assembly 2 (Foldout 17,B)
Planetary carrier assembly 6
Reverse ring gear 5 (Foldout 18,A).
26

213. SPEEDOMETER DRIVE


a. Description
1. The speedometer drive in straight-through
configurations includes:
Speedometer drive gear 10 or 30 (Foldout
18,B)
Bushing 6, speedometer drive shaft 19
Speedometer drive sleeve assembly 22.
2. The
speedometer
drive
configurations includes:

in

dropbox

Speedometer drive gear 10 or 30


(Foldout 18,B)
Speedometer drive shaft 5 (Foldout 19,A)
Speedometer drive sleeve assembly 9.

Copyright 2006 General Motors Corp.

DESCRIPTION AND OPERATION


b. Operation
1. Speedometer drive gear 10 or 30 (Foldout
18,B) is splined to the transmission output
shaft. The drive gear is a worm gear.
2. The speedometer drive gear drives shaft 19 (in
straight-through
configurations)
or
Speedometer drive shaft 5 (Foldout 19,A) (in
dropbox configurations). The driven gear and
shaft rotates at the same speed as the output
shaft.

pan (or cover) is bolted to the lower opening of the


transmission main housing.
b. Operation. In a straight-through transmission, all
fluid returns to the oil pan and is drawn by the oil
pump through strainer assembly 7 (Foldout 20,A)
before delivery to the hydraulic system. In later
models, magnet 10 in strainer assembly 7 assists the
collection of debris. In dropbox configurations, the
strainer is part of rear cover assembly 14 (Foldout
19,A). Debris which may be in the sump remains
outside the strainer.

214. PARKING BRAKE


216. OIL INPUT PRESSURE AND
SCAVENGE PUMP

a. Description
1. The parking brake is a two-shoe, internallyexpanding configuration that is mechanically
operated.

a. Description

2. Components of the brake assembly are shown


in Foldout 19,B. Parking brake assembly 4 or
47 is bolted to bearing retainer 14 (Foldout
18,B) (in straight-through configurations) or to
the transmission rear cover assembly 14
(Foldout 19,A) (in dropbox configurations).

1. The input pressure and scavenge pump has two


three-gear sections within assembly 16
(Foldout 10,A). The pressure section has the
wider gears, and two inlet and two outlet ports.
The scavenge section has the narrower gears,
and single inlet and outlet ports.

3. Brake drum 43 (Foldout 19,B) is bolted to


flange 42 or 75 that is splined to the
transmission output shaft.

2. The input pressure and scavenge pump is


driven by coupling 38 or 39 (Foldout 10,A),
which is splined both to gear 30 (Foldout 10,A)
and to gear 51 (Foldout 10,B) or gear 65
(Foldout 11,A).

b. Operation
1. A lever is connected by linkage to camshaft
and lever 5 or 48 (Foldout 19,B). When the
brake is applied, the camshaft and lever rotate
and expand shoes 12 and 29 or shoes 56 and 71
against the inner surface of brake drum 43.
When the lever is released, springs 15 and 21
or springs 60 and 66 retract the shoes.
2. Parking brake adjustment is described in
Paragraph 311.

b. Operation
1. The pressure section (wider gears) draws fluid
from transmission sump (oil pan in straightthrough configuration, or rear cover assembly
in dropbox configuration) when the vehicle
engine is running. Separate outlets from the
pressure section direct fluid to the converter-in
circuit, and to the hydraulic system (Foldouts 3
through 6).

215. OIL PAN, STRAINER


a. Description. Only the straight-through configuration includes oil pan assembly 2 (Foldout 20,A) and
strainer assembly 7. The dropbox configuration has
cover 18, which returns the transmission fluid to the
sump in rear transmission cover assembly 14 (Foldout
19,A), through drain hose 20 (Foldout 20,A). The oil

2. The scavenge section of the pump (narrower


gears) draws excess fluid that drains to the
bottom of the torque converter housing, and
returns it to the transmission sump. Scavenge
pump screen 36 (Foldout 10,A) prevents debris
from entering the suction side of the scavenge
pump.

Copyright 2006 General Motors Corp.

27

DP 8000 SERIES TRANSMISSIONS


217. HOUSING, COVERS
a. Front Cover (Remote-Mount Models). Transmission housing front cover 6 (Foldout 7,A) encloses the
transmission front end, and provides support for ball
bearing 8. Cover 6 is bolted to the front flange of the
torque converter housing.
b. Torque Converter Housing
1. The torque converter housing used on the
straight-through configuration is shown in
Foldout 10,B. Torque converter housing 8,
used in the dropbox configuration, is shown in
Foldout 11,A. The housings are alike except
for provisions in the dropbox configuration for
an additional pump drive, and for bolting the
output housing to the bottom of the converter
housing to provide additional support.
2. The housings provide an enclosure for the
torque converter, power takeoff gearing and oil
pump gearing. They provide mountings for oil
pumps, power takeoffs, hydraulic retarder
control valve, lockup trimmer valve, and
lockup shift valve. The front flange provides a
means to support the front of the transmission.
The rear cavity houses the hydraulic retarder
rotor.

3. In addition, the cover assembly on dropbox


models provides a sump for the transmission
fluid and the housing for the transfer gearing.

218. HYDRAULIC SYSTEM


(All Models)
NOTE:
References to up, down, left, or right refer to positions or movements of components on Foldouts 3, 4,
5, or 6.
a. System Functions. The hydraulic system generates, directs and controls the pressure and flow of hydraulic fluid within the transmission. Hydraulic fluid
(transmission fluid) is the power transmitting medium
in the torque converter. Its velocity drives the converter turbine. Its flow cools and lubricates the transmission. Its pressure operates the various control
valves and applies the clutches.
b. System Schematics (Foldouts 3, 4, 5, or 6).
Color-coded foldouts of the hydraulic systems are
presented at the back of this manual. The illustrations
represent each system as it functions in neutral with
the engine idling.
c. Filter, Main-Pressure Regulator Valve

c. Main Housing. Transmission housing 11


(Foldout 13,B) is the main structural member of the
transmission. It houses the splitter and range gearing
and clutches. The front surface provides a mounting
surface for the torque converter housing. The rear
surface provides a mounting surface for the rear cover
assembly. The lower surface provides a mounting
surface for the oil pan or oil drain cover. The right side
provides a mounting surface for the main control valve
components.
d. Rear Cover
1. Transmission rear cover assembly 2 (Foldout
18,B) or 14 (Foldout 19,A) encloses the rear of
the transmission and provides two mounting
pads for support and serves as the housing for
reverse-range clutch piston 10 (Foldout 18,A).
2. The rear cover provides a support for ball
bearing 11 (Foldout 18,B) and houses the
speedometer drive components.
28

1. The fluid passes through a disposable cartridge


filter element(s). The filter(s) is arranged for
full-flow operation.
2. For earlier models (AC Delco), when filter
elements are badly clogged and the
transmission hydraulic pressure differential
(P) in the filter base is 20 psi (138 kPa), filter
bypass valve 30 (Foldout 20,B) opens and
allows the transmission fluid to bypass the
filter elements.
3. For later models, when the high-efficiency
filter elements are starting to clog and the
transmission hydraulic pressure differential
(P) in the filter base is 35 psi (240 kPa) (or
16 psi (102 kPa) on earlier models), an OEMsupplied and installed signal light in the cab
may be activated by a differential pressure
(P) switch. At 50 psi (345 kPA), the filter
bypass valve in the filter base will open and
allow the fluid to bypass the filter elements.

Copyright 2006 General Motors Corp.

DESCRIPTION AND OPERATION


4. Main pressure in the hydraulic circuit is
regulated by spring-loaded main-pressure
regulator valve 12 (Foldout 28,A) or 7
(Foldout 28,B), located in the main-pressure
regulator valve body. Its movement opens or
closes ports, determining the volume of
hydraulic flow and main pressure for various
requirements. Function and movement are
fully automatic. Refer to Paragraph 37d to
check and adjust main pressure.
Main pressure is modulated in neutral,
reverse, first, and second ranges when main
pressure is directed to the right end of the
booster plug. The booster plug moves left
against the spring, increases its effective
force and raises the main pressure.

NOTE:
The booster plug in DP 8960, 8961, 8962, 8963, and

M/S 8610 models is shorter (longer stroke) and


produces a higher boosted main pressure.
The plug in the DP 8861 model is longer (shorter

stroke) and produces a lower boosted main pressure. Refer to pressures given in Table 11.
d. Converter-Pressure Relief Valve
1. The converter-pressure relief valve includes
items 1, 2, 3, 4, and 10 (Foldout 13,B).
Converter pressure relief valve 3 and spring 4
are installed on pin 10 which is pressed into the
front of transmission housing 11. Valve 3,
spring 4, and converter pressure relief valve
seat 2 are attached by retaining ring 1.
2. The converter pressure relief valve (Foldouts 3,
4, 5, or 6) in DP 8861 models opens when
pressure in the converter-in circuit reaches 80 psi
(522 kPa) except those models after S/N 702, or
with a T stamped on the nameplate after the
assembly number. The pressure is 120 psi
(827 kPa) in all DP 8861 models after S/N 702,
or with a T stamped on the nameplate. All
DP 8961 and 8962 models have 120 psi
(827 kPa) valves. The fluid escaping through
the valve returns to the transmission sump.
Converter-in pressure is limited to 80 or
120 psi (522 or 827 kPa).

e. Lubrication-Pressure Regulator Valve


1. The lubrication-pressure regulator valve
includes items 7, 8, 9, 10, and 12 (Foldout
10,B). These components are installed in
torque converter housing 13, below the pad on
which the main-pressure regulator and oil filter
assemblies are mounted.
2. Lubrication pressure is normally 3575 psi
(241517 kPa). The lubrication-pressure
regulator valve dumps fluid from the
lubrication circuit (Foldouts 3, 4, 5, and 6) into
the converter-in circuit if the converter-in
pressure falls 20 psi (138 kPa) below
lubrication pressure. This prevents the torque
converter from cavitating.
f. Converter-Out Regulator Valve. This valve
regulates torque converter fluid pressure. It works
against spring pressure and will exhaust to sump any
fluid in excess of 35 psi (241 kPa) coming from the
torque converter through the oil cooler.
1. Converter-out regulator valve assembly 26
(Foldout 9,A) is located in hydraulic retarder
control valve body 22.
2. In non-retarder valve body models (cooler
manifold), valve 36 is in the main case
(Foldout 13,B).
g. Hydraulic Retarder Control Valve
1. Hydraulic retarder control valve assembly 18
(Foldout 9,A) is located on the left side of the
torque converter housing. The assembly
includes retarder-control valve body 22 and
retarder control valve 27.
2. One or two valve assemblies which are not
directly related to hydraulic retarder control
may also be included. One is torque limiter
valve assembly 24 and the other is converterout regulator valve assembly 26 (Foldout 9,A).
3. The retarder control valve is mechanically
linked to a manual control (Foldouts 3, 4, 5, or
6). The valve directs the fluid returning from
the oil cooler to the cavity surrounding the
retarder rotor when in the up position. At the
same time, fluid returning from the rotor cavity
is recirculated through the oil cooler. The valve
stops fluid flow to the rotor cavity when it is in
the down position. At the same time, fluid is

Copyright 2006 General Motors Corp.

29

DP 8000 SERIES TRANSMISSIONS


evacuated from the rotor cavity to the
transmission sump.
4. The torque-limiter valve in DP 8861 models
before S/N 703 limits the torque absorption
capacity of the retarder by limiting the
hydraulic pressure produced in the retarder
during operation. There is no pressure limit in
later DP 8861 models, DP 8861 models having
a T stamped on the nameplate, or in DP 8961,
8962, 8963, or M/S 8610 models.
5. The converter-regulator valve maintains a
minimum converter-out pressure of 30 psi
(207 kPa). The excess fluid escapes to the
transmission sump when pressure exceeds
30 psi (207 kPa).
h. Front Governor (Pitot)
1. The front governor (fluid velocity governor)
includes two main components. These are pitot
tube 12 (Foldout 11,B) and pitot collector
ring 3 (Foldout 12,A). The pitot tube is
stationary. The collector ring rotates with
splitter-low clutch drum 9.
2. The pitot collector ring is supplied with fluid
continuously (Foldout 3, 4, 5, or 6). Rotation
of the collector ring holds the fluid in the ring.
The fluid moves at about the same speed as the
rotating ring. The pitot tube is immersed in the
moving fluid, its open end facing against
rotation of the collector ring and the fluid
inside the ring.
3. Fluid in the collector ring is forced into the
open end of the pitot tube. The impact of the
fluid produces a pressure in the pitot tube. The
passage in the pitot tube directs the pressure to
the end of the lockup shift valve. Pressure
varies with the speed of the torque converter
turbine and splitter-low clutch drum.
i. Lockup-Clutch Shift Valve
1. Lockup valve body assembly 14 (Foldout
27,A) includes lockup shift valve 21 or 26 and
flow valve (lockup cutoff) 17. The valve
assembly is bolted to the right side of the
torque converter housing in some models. In
some earlier models, a lockup trimmer valve
assembly 2 (refer to Paragraph 219h) is
located between the lockup shift valve
assembly and the torque converter housing.
210

NOTE:
Since the 8000 uses a two area lockup piston that
softens lockup engagement, the lockup trimmer
valve assembly was determined to be redundant
and therefore was eliminated from production and
service use in 1985.
2. The lockup shift valve assembly includes items
15 through 34 and 39 (Foldout 27,A).
NOTE:
For models with non-electric lockup, proceed to
Step (3).
For models with electric lockup, proceed to
Step (6).
3. For models with non-electric lockup, the
hydraulically-actuated lockup-clutch shift
valve is controlled by pitot pressure to engage
the lockup clutch as a function of torque
converter turbine speed.
4. Flow of transmission fluid to and from the
lockup-clutch piston cavity is controlled by the
lockup-clutch shift valve 21 or 26. Movement
of this spool valve in its bore opens or closes
ports, to determine whether the lockup clutch
is engaged or disengaged. This valve is located
in lockup valve body 31 (Foldout 27,A).
Operation of the hydraulically-actuated lockup
valve occurs as a result of pitot-driven
hydraulic pressure acting on lockup-clutch
shift valve 21 or 26 at high turbine shaft speed.
5. The lockup shift valve is operative in neutral,
reverse and all forward ranges unless provided
with a valve body having passages to direct a
signal pressure to the upper end of the valve to
prevent it from moving up in neutral, reverse,
first, and second ranges. Lockup operation can
occur only in third- through sixth-ranges if the
signal passage is provided. See NOTE
following Figure 318.
6. For models with electric lockup, operation of
the electrically-actuated lockup valve is a
result of main pressure acting on lockup-clutch
shift valve 21 (Foldout 27,A) or 9 (Foldout
27,B). The SPG or ECU senses output shaft
speed and energizes the lockup solenoid. This

Copyright 2006 General Motors Corp.

DESCRIPTION AND OPERATION


vents main pressure from the spring-loaded
end of the lockup-clutch shift valve (refer to
Foldout 5 or 6). Main pressure acting on the
other end of the valve, overcomes the force of
the spring and moves the valve up in its bore.
This allows main pressure to be applied to the
lockup-clutch piston cavity to engage the
lockup clutch. Lockup operation occurs in all
ranges. Proceed to Paragraph 218d or f.

Its pressure operates the various control valves and applies the clutches.

j. Flow (Lockup Cutoff) Valve (Models With NonElectric Lockup). Flow valve 17 (Foldout 27,A),
located in lockup valve body 31, works in conjunction
with the lockup-clutch shift valve. This spool valve
momentarily interrupts the flow of main pressure to
the lockup clutch when shifts occur from one range to
another. When a shift (other than to neutral) occurs, a
rapid flow of fluid is required to engage the clutch.
This fluid must pass through the flow valve bore.
During the initial part of this flow, the valve moves
upward, cutting off main pressure to the lockup clutch
and exhausting the lockup-clutch circuit. When the
oncoming clutch is filled, the valve returns downward
and restores pressure to the lockup-clutch circuit. This
enables the torque converter to cushion full-power
shifts.

1. Splitter relay valve 86 (Foldout 21,A) is


located in control valve body 84. Its purpose is
to direct main fluid pressure (Foldout 3) to
either the splitter-high clutch or the splitter-low
clutch. Main fluid pressure is present at the
center of the valve. Spring pressure holds the
valve down. In this position, main pressure is
directed to the splitter-low clutch. This
condition exists when the manual selector
valve is in first, second, third, or fifth range,
reverse or neutral.

k. Check Valve (Models With Non-Electric Lockup).


Orifice check valve 33 (Foldout 27,A) is located in
lockup valve body 31. During shifts, check valve 33
permits the rapid exhaust of fluid from the top of flow
valve 17, and a gradual return of fluid through the
orifice.

219. MANUAL-HYDRAULIC
CONTROL SYSTEM

b. System Schematics (Foldout 3 or 4). Colorcoded foldouts of the hydraulic systems are located in
the back of this manual. The illustrations represent
each system as it functions in neutral with the engine
idling.
c. Splitter Relay Valve (Earlier Valve Bodies)

2. When the manual selector valve is in the


fourth-range position, it sends splitter-high
signal pressure to the head of the splitter relay
valve plug, moving it and the splitter relay
valve against spring pressure. In sixth-range
operation, the manual selector valve directs
pressure to the area between the valve and
plug. Either action raises the splitter relay
valve that exhausts the splitter-low line and
charges the splitter-high clutch. Note that the
booster signal (R, N, 1, and 2) from the manual
selector valve flows through the splitter relay
valve. The splitter relay valve does not affect
the booster signal pressure. Splitter-high clutch
pressure is exhausted at the lockup trimmer
valve.
d. Splitter Relay Valve (Later Valve Bodies)

NOTE:
References to up, down, left, or right refer to positions or movements of components on Foldout 3 or 4.

1. The splitter relay valve function and


components 85, 86 and 87 (Foldout 21,A) in
control valve body 84 are identical to those in
earlier valve bodies.

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 converter
turbine. Its flow cools and lubricates the transmission.

2. The hydraulic circuit (Foldout 4) for later relay


valves is slightly different from the earlier
circuit. Note that the booster signal (R, N, 1,
and 2) does not pass through the valve bore.
Note also that the splitter-high clutch pressure
exhausts directly to the sump.

Copyright 2006 General Motors Corp.

211

DP 8000 SERIES TRANSMISSIONS


e. Intermediate-Range Trimmer Valve
(All Models)
1. The intermediate-range clutch is trimmed by
trimmer valve 30 (Foldout 21,A) which is
located in control valve body 84. Its purpose is
to momentarily reduce main fluid pressure
(Foldout 3 or 4) at the intermediate-range
clutch, thus ensuring a smooth application
when making a shift from second-range to
third-range or in making a downshift from
fifth-range to fourth-range. The valve receives
main fluid pressure at the head of the valve
through an orifice which allows the valve to
stroke against its spring pressure.
2. In a shift from second-range to third-range,
second-range clutch pressure must exhaust at
the intermediate-range trimmer valve. A check
valve is provided, through which the secondrange clutch can exhaust into the booster signal
line (R, N, 1, and 2) since the booster signal
line is not charged in third-range operation.
Initial exhaust of the second-range clutch must
pass through an orifice. When the third-range
clutch is sufficiently charged to assume the
drive load, the intermediate-range trimmer has
moved up far enough to quickly exhaust any
second-range clutch pressure remaining.
f. Second-Range Trimmer Valve (All Models).
Second-range trimmer valve 31 (Foldout 21,A) is
located in control valve body 84. Its purpose is to
momentarily reduce main fluid pressure (Foldout 3 or
4) to the second-range clutch, thus ensuring a smooth
clutch application. Main pressure is introduced to the
head of the valve when a shift is made to secondrange.
g. Manual Selector Valve (All Models)
1. Manual selector valve assembly 43 (Foldout
21,A) is located in control valve body 84. Its
purpose is to direct apply pressure (Foldout 3
or 4) to selected clutches for each range. This
spool valve can be manually positioned in any
one of eight positions and is connected by
linkage to a control near the operator. Its
movement to any of the eight positions
determines the range in which the transmission
operates. Each position directs fluid pressure to
the clutches requiring engagement for a
212

particular range. The clutch combinations are


as follows:
First-range

First-range clutch and


splitter-low clutch

Second-range Second-range clutch and


splitter-low clutch
Third-range Third-and-fourth-range clutch
and splitter-low clutch
Fourth-range Third-and-fourth-range clutch
and splitter-high clutch
Fifth-range Fifth-and-sixth-range clutch
and splitter-low clutch
Sixth-range Fifth-and-sixth-range clutch
and splitter-high clutch
Reverse

Reverse clutch and splitterlow clutch

Neutral

Splitter-low clutch

2. Another purpose of the valve is to direct fluid


pressure to the booster plug in the mainpressure regulator system by way of the
booster signal line. This happens during
neutral, reverse, first, and second ranges,
because increased main pressure is needed.
The valve also sends neutral signal pressure to
the exhaust side of the neutral trimmer valve.
3. Spring-loaded steel balls accurately locate the
selector valve in each selector position and
restrains the selector valve movement until
manually shifted.
h. Lockup Trimmer Valve (Earlier Main Control
Valve Bodies). Lockup pressure from the valve is
trimmed by lockup trimmer short valve 63
(Foldout 21,A) located in control valve body 84.
Its purpose is to momentarily reduce lockup
pressure (Foldout 3) at the lockup clutch, thus
ensuring a smooth application when the lockup
clutch is applied. This action takes place
automatically when the lockup shift valve directs
main pressure to the clutch. Later main control
valve bodies do not include this valve group. In
this location, the later valve bodies include a lowrange overlap valve.

Copyright 2006 General Motors Corp.

DESCRIPTION AND OPERATION


i. Low-Range Overlap Valve
(Later Models, Foldout 4)
1. The purpose of the low-range overlap valve is
to correlate the release of the first-range clutch
with the engagement of the second-range
clutch.
2. When the manual selector valve is at neutral,
no hydraulic pressure acts upon the overlap
valve. The spring holds the valve up. In its up
position, the valve permits the first-range
clutch to exhaust through the overlap valve
bore.
3. In first-range, clutch apply pressure acts upon
the second land below the top of the valve,
pushing it down against its spring. Clutch
apply pressure can then flow through the check
valve at the right of the valve bore and into the
passage leading to the first-range clutch.
4. When the manual selector valve is moved from
low-range position, the first-range supply is
exhausted at the selector valve, and the secondrange clutch begins charging. Pressure is
removed from one valve land (second from
top), and applied to a smaller land (top) and to
the large land at the bottom of the valve. The
valve tends to move up by reason of these
pressures, but is held down by first-range
pressure exerted at the upper side of the large
lower land. First-range pressure was trapped
by the check valve when supply pressure was
removed by the first- to second shift.
5. The first-range clutch cannot exhaust until
second-range clutch pressure (below large
bottom land) increases sufficiently to
overcome the down force of the trapped firstrange clutch apply pressure. When this occurs,
first-range clutch pressure will be exhausted to
the sump through a port at the left side of the
valve bore.
6. The delay in exhaust of the first-range clutch
permits the second-range clutch to be partially
applied, preventing excess slippage and shift
shock.
j. Neutral Trimmer Valve (All Models)
1. Neutral trimmer valve 62 (Foldout 21,A) is
located in control valve body 84 which is
bolted to the right side of the transmission

housing. Its purpose is to momentarily reduce


clutch apply pressure (Foldout 3 or 4). The
neutral trimmer valve reduces main fluid
pressure momentarily, when shifting from
neutral to any range, ensuring a smooth clutch
apply.
2. Main pressure acts on the trimmer valve at all
times. Neutral signal pressure is present at the
valve plug in neutral only. When a shift is
made from neutral, neutral signal pressure is
exhausted to sump at the manual selector
valve. Thus, main pressure is reduced for
initial clutch application.
k. First-Range Trimmer Valve (All Models)
1. First-range trimmer valve 61 (Foldout 21,A) is
located in control valve body 84. Its purpose is
to momentarily reduce main fluid pressure
(Foldout 3 or 4) to the first-range clutch, thus
ensuring a smooth clutch application. Main
pressure is introduced to the head of the valve
when a shift is made to first-range.

220. MANUAL-HYDRAULIC
CONTROL SYSTEM CIRCUITS
(Earlier Models)
NOTE:
References to up, down, left, or right refer to positions or movements of components on Foldout 3.

a. System Functions. The hydraulic system generates, directs, and controls the pressure and flow of hydraulic fluid within the transmission. Hydraulic fluid
(transmission fluid) is the power transmitting medium
in the torque converter. Its velocity drives the converter turbine. Its flow cools and lubricates the transmission. Its pressure operates the various control
valves and applies the clutches.
b. System Schematics (Foldout 3). A color-coded
foldout of the hydraulic system is presented at the
back of this manual. The illustration represents the
system as it functions in neutral with the engine idling.

Copyright 2006 General Motors Corp.

213

DP 8000 SERIES TRANSMISSIONS


c. Neutral (Foldout 3)
1. When the manual selector valve is shifted to
neutral, engine idling, the oil pump draws fluid
through a screen in the sump and sends it into
two circuits.
2. One circuit sends fluid directly to the torque
converter. The same fluid, leaving the
converter, passes through the oil cooler and is
available for the operation of the hydraulic
retarder. When the retarder is in operation, it is
paralleled with the torque converter, and the
outflow of both passes through the cooler. The
cooler returns the fluid to the retarder valve
body, which directs fluid through the
converter-out regulator valve and returns the
fluid to the sump.
3. The other circuit sends fluid to the remainder
of the hydraulic system. The fluid flows
through the oil filters, then to the mainpressure regulator valve. From the mainpressure regulator valve, fluid flows to the
lockup shift valve and the flow valve.
4. When fluid reaches the lockup shift valve, it is
blocked at the valve. When the fluid reaches
the flow valve, it must flow through an orifice
in the check valve to the opposite end of the
flow valve. Fluid at the flow valve is also
directed to the manual selector valve, splitter
relay valve, and neutral trimmer valve. When
fluid is required beyond the flow valve, the
fluid pressure decreases at the end of the flow
valve opposite incoming main pressure. This
moves the flow valve so that the orifice is
bypassed, allowing fluid to pass unrestricted
through the flow valve. When the flow valve
moves, any fluid at the end of the valve
opposite the orifice will be displaced by the
valve movement and will unseat the check
valve at the end and flow into the main circuit
beyond the flow valve.
5. Fluid fills the bore inside a portion of the
manual selector valve and fills the area and
passages outside the valve. In neutral, the
manual selector valve supplies two outlets.
One outlet is to the neutral trimmer valve, the
other outlet is to booster signal (R, N, 1, and 2)
which leads to the intermediate-range trimmer
valve and to the booster plug at the main214

pressure regulator valve. Main fluid pressure at


the head of the neutral trimmer valve flows
through an orifice in the trimmer valve to an
area between the valve and the plug. The valve
does not move (trim) because neutral signal
pressure is assisting spring pressure to keep the
valve closed, thus main pressure remains at the
maximum.
6. As fluid pressure increases in the circuit,
several things occur simultaneously. Pressure
equalizes in the main line at both sides of the
flow valve and seats the check valve. Fluid
begins flowing through an orifice in the check
valve. This flow, acting upon a larger area of
the valve than at the other end, causes the valve
to move in the direction of the smaller
diameter end. The valve moves the limit of its
travel in that direction and remains in that
position until a shift is made and fluid must
flow to another clutch piston cavity. This
occurs each time there is a significant flow
through the orifice below the right end of the
flow valve. However, the flow valve has no
purpose except to disengage the lockup clutch
when a shift is made. At such times, the
movement of the flow valve opens ports which
exhaust lockup clutch apply pressure and
closes its fluid supply. Therefore, the flow
valve momentarily places the transmission in
converter operation during an upshift or a
downshift.
7. When the main-pressure circuit is charged,
pressure continues to build up in the main
pressure line until a point is reached where the
pressure is regulated and maintained. Fluid
flowing into a lateral drilled passage of the
main-pressure regulator valve flows into a
central passage of the valve, unseats a springloaded steel ball check valve and flows out of
the valve through a second, smaller, lateral
passage. The point at which the fluid leaves the
valve is between a land of the valve and the
valve body. Pressure building up at this point
tends to move toward the booster plug against
regulator spring pressure. When it moves
sufficiently to uncover the port that supplies
the lubrication circuit, all fluid in excess of
other demands flows through an orifice and
into the lubrication circuit. A lubrication
regulator valve limits pressure to 20 psi

Copyright 2006 General Motors Corp.

DESCRIPTION AND OPERATION


(138 kPa) higher than converter-in pressure,
and directs excess fluid to the converter circuit.
8. Note that the two-section oil pump supplies
fluid pressure to the torque converter. The
converter pressure relief valve, in the
converter-in circuit is an umbrella-type valve
which unseats at 80 or 120 psi (552 or
827 kPa) and exhausts excess pressure to
sump. This protects the converter (such as
during cold starts) from damage due to
excessive pressure.
9. Fluid from the converter flows through the oil
cooler to the converter-out regulator valve.
When fluid pressure from the cooler exceeds
22 psi (152 kPa), the valve opens and exhausts
the excess fluid to sump.
10. In neutral, there is pressure in the pitot (front
governor) line which is proportional to the rotational speed of the pitot collector ring which
is bolted to the splitter-low clutch housing. At
idle, this pressure will exert a negligible force
at the head of the lockup shift valve.
11. As turbine speed increases, pitot pressure increases and this increase, at the head of the
lockup shift valve, overcomes spring resistance
at the opposite end, allowing main pressure to
flow to the flow valve. Pressure flows through a
portion of the flow valve bore to the lockup
piston cavity, applying the clutch. The transmission is now operating in splitter-low
lockup.
12. When a shift is made during lockup operation,
the transmission automatically comes out of
lockup during the shift and engages again after
the shift is made. This temporary disengagement is due to the operation of the flow valve
(Paragraph 218j).
13. In some applications of the transmission, it is
desirable to prevent lockup operation in reverse, neutral, first, and second ranges. Accordingly, a pressure line from the booster
signal line to the spring end of the lockup shift
valve admits booster signal pressure to the
spring area, assisting the spring in keeping the
lockup shift valve closed. Thus, no lockup
pressure is present in the lockup clutch cavity.
Booster signal is not supplied at the manual se-

lector valve when the manual selector valve is


in third- through sixth-range position.
d. First-Range (Foldout 3)
1. The hydraulic action in first-range operation
is the same as described in neutral (Paragraph
220c). In addition, the manual selector valve
charges the first-range clutch apply line and the
booster signal line. The neutral signal line is
exhausted.
2. When main pressure enters the booster signal
line, its action on the main-pressure regulator
valve increases main pressure (Paragraph 218c).
3. The neutral signal line, which was charged, is
exhausted to sump when the shift is made from
neutral to first-range. The absence of this
pressure at the neutral trimmer valve allows the
valve to function, assuring a smooth and
gradual application of the first-range clutch.
Refer to Paragraph 219j. At the same time, the
first-range trimmer valve (Paragraph 219k)
also trims and times the application of the firstrange clutch.
4. An increase in turbine speed applies the lockup
clutch and causes the transmission to operate
in first-range lockup.
5. If an optional lockup valve body is used,
lockup will not occur in reverse, neutral, first,
or second ranges (Paragraph 220c(13)).
e. Second-Range (Foldout 3)
1. The hydraulic action in second-range is the
same as described in neutral (Paragraph 220c)
In addition, the manual selector valve charges
the second-range clutch apply line, and the
booster signal line; blocks the second-range
exhaust; and exhausts the first-range clutch
apply line.
2. When main pressure enters the booster signal
line, its action increases main pressure by
moving the booster plug against the mainpressure regulator valve spring.
3. Main pressure to the second-range clutch cavity
is momentarily reduced by the action of the
second-range trimmer valve (Paragraph 219f),
assuring a smooth and gradual application of
the second-range clutch. The splitter-low

Copyright 2006 General Motors Corp.

215

DP 8000 SERIES TRANSMISSIONS


clutch remains applied as it was in neutral and
first-range.
4. An increase in turbine speed applies the lockup
clutch and causes the transmission to operate
in second-range lockup.
5. If an optional lockup valve body is used,
lockup will not occur in reverse, neutral, first or
second range (refer to Paragraph 220c(13)).
f. Third-Range (Foldout 3)
1. The hydraulic action in third-range is the same
as described in neutral (Paragraph 220c). In
addition, the manual selector valve charges the
intermediate-range clutch apply line and
exhausts the booster signal line (reducing main
pressure). The splitter-low clutch remains
applied and the second-range clutch exhausts
through an orifice and a check valve at the right
side of the intermediate-range trimmer valve,
into the uncharged booster signal line.
2. Main pressure to the intermediate-range clutch
cavity is momentarily reduced by the action of
the
intermediate-range
trimmer
valve
(Paragraph 219e).
3. An increase in turbine speed applies the
lockup clutch and causes the transmission to
operate in third-range lockup (refer to
Paragraph 220c(11), (12), and (13)).
g. Fourth-Range (Foldout 3)
1. The hydraulic action in fourth-range is the same
as that described in neutral (Paragraph 220c).
In addition, the manual selector valve charges
the intermediate-range clutch apply line and
charges the splitter-high signal line.
2. Main pressure to the intermediate-range clutch
apply line is momentarily reduced by the
action of the intermediate-range trimmer valve
(Paragraph 219e) if the shift is from a range
other than third.
3. With main pressure now in the splitter-high
signal line, the splitter relay valve plug
receives splitter-high signal pressure at the
head (opposite the spring end) which moves
the plug and valve against spring pressure. This
action exhausts splitter-low pressure and
admits main pressure to apply the splitter-high
clutch.
216

4. An increase in turbine speed applies the lockup


clutch and causes the transmission to operate
in fourth-range lockup (Paragraph 220c(11),
(12), and (13)).
h. Fifth-Range (Foldout 3)
1. The hydraulic action for fifth-range is the same
as that described in neutral (Paragraph 220c).
In addition, the manual selector valve charges
the high-range clutch apply line and exhausts
the intermediate-range clutch apply line and
splitter-high signal line.
2. With the splitter-high line exhausted, pressure
on the head of the splitter relay valve plug is
exhausted, allowing spring pressure to move
the plug and valve in a direction opposite the
spring. This action exhausts main pressure to
the splitter-high clutch and admits main
pressure to apply the splitter-low clutch. Fifthrange clutch action is not trimmed except by
the lockup trimmer valve.
3. As turbine speed increases, the lockup clutch is
applied, causing the transmission to operate in
fifth-range (Paragraph 220c(11), (12), and
(13)).
i. Sixth-Range (Foldout 3)
1. The hydraulic action in sixth-range is the same
as that described in neutral (Paragraph 220c).
In addition, the manual selector valve charges
the high-range clutch apply line and the
splitter-high signal line.
2. Main pressure to the high-range clutch is not
trimmed. However, the lockup trimmer valve
will aid in preventing shift shock. With main
pressure in the splitter-high signal line, the
splitter relay valve receives splitter-high signal
pressure at the head of the valve, moving the
valve against its spring pressure. This action
exhausts the splitter-low clutch and admits
main pressure to apply the splitter-high clutch.
3. An increase in turbine speed applies the lockup
clutch and causes the transmission to operate
in sixth-range lockup (Paragraph 220c(11),
(12), and (13)).

Copyright 2006 General Motors Corp.

DESCRIPTION AND OPERATION


j. Reverse (Foldout 3)
1. The hydraulic action in reverse is the same as
described in neutral (Paragraph 220c). In
addition, the manual selector valve charges the
reverse clutch apply line, exhausts main
pressure from the clutch previously applied (as
well as neutral signal), and charges the booster
signal line (R, N, 1, and 2).
2. When main pressure enters the booster
signal line, its action on the main-pressure
regulator valve increases main pressure
(Paragraph 218c).
3. Main pressure to the reverse clutch is not
trimmed. However, if the shift is from neutral,
the neutral trimmer momentarily reduces main
pressure. With the splitter-high signal line
exhausted, the splitter relay valve directs main
pressure to the splitter-low clutch.
4. An increase in turbine speed applies the lockup
clutch and causes the transmission to operate
in reverse lockup.
5. If an optional lockup valve body is used,
lockup will not occur in reverse, neutral, first
or second range (Paragraph 220c(11), (12)
and (13)).

221. MANUAL-HYDRAULIC
CONTROL SYSTEM CIRCUITS
(Later Models, Foldout 4)
The explanation of the earlier hydraulic system (Paragraph 220) is applicable also to the later system. Although the end result is the same, note that the circuit
differences (Foldout 4) affect the way some actions are
accomplished.

222. MANUAL-ELECTRIC CONTROL


SYSTEM (Foldout 5)
NOTE:
Only system components that differ from the manual-hydraulic (Paragraph 219) system components
are described.

NOTE:
References to up, down, left, or right refer to positions or movements of components on Foldout 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 converter
turbine. Its flow cools and lubricates the transmission.
Its pressure operates the various control valves and applies the clutches.
b. System Schematics (Foldout 5). A color-coded
foldout of the hydraulic system is presented at the
back of this manual. The illustration represents the
system as it functions in neutral with the engine idling.
c. Reverse Shift Valve
1. The reverse shift valve is a spool-type valve
which can move lengthwise in its bore. A
spring pushes the valve up when Solenoid B is
energized. Hydraulic pressure pushes the valve
down when Solenoid B is de-energized and its
valve closes.
2. In its up position, the reverse shift valve directs
hydraulic pressure to the reverse clutch. In its
down position, the clutch is exhausted.
d. Second-Range Shift Valve
1. The second-range shift valve is a spool-type
valve which can move lengthwise in its bore. A
spring pushes the valve up when Solenoid C is
energized. Hydraulic pressure pushes the valve
down when Solenoid C is de-energized and its
valve closes.
2. In its up position, the valve directs hydraulic
pressure to the second-range clutch. In its
down position, the valve exhausts the secondrange clutch.
e. Intermediate-Range Shift Valve
1. The intermediate-range shift valve is a spooltype valve which can move lengthwise in its
bore. A spring pushes the valve up when
Solenoid D is energized. Hydraulic pressure
pushes the valve down when Solenoid D is deenergized and its valve closes.

Copyright 2006 General Motors Corp.

217

DP 8000 SERIES TRANSMISSIONS


2. In its up position, the valve directs hydraulic
pressure to the intermediate-range clutch. In its
down position, the valve exhausts the
intermediate-range clutch.
f. High-Range Shift Valve
1. The high-range shift valve is a spool-type
valve which can move lengthwise in its bore. A
spring pushes the valve up when Solenoid E is
energized. Hydraulic pressure pushes the valve
down when Solenoid E is de-energized and its
valve closes.
2. In its up position, the valve directs hydraulic
pressure to the high-range clutch. In its down
position, the clutch is exhausted.
g. Solenoid-Pressure Regulator Valve
1. The solenoid-pressure regulator valve is a
spool valve that can move lengthwise in its
bore. Spring pressure pushes down on the
valve, allowing main pressure to flow into the
area at the middle of the valve, then to the
upper ends of the shift valves, and through an
orifice, to the lower end of the valve.
2. When pressure at the lower end of the valve
exceeds the force of the valve spring, main
pressure is blocked, preventing solenoid
pressure from increasing. When solenoid
pressure falls, the valve moves down, again
admitting main pressure. When a balanced
condition is reached (solenoid pressure equals
spring force) a uniform pressure, lower than
main pressure, is established.
h. Priority Valve
1. The priority valve is so named because it gives
priority on main pressure to the solenoidpressure regulator value when the vehicle
engine is first started. This is necessary to
ensure that the shift valves are all positioned
down (in neutral) so that no apply pressure is
directed to a drive clutch until a range is
selected.
2. The valve is held down by spring force until
main pressure, reaching the step on the valve
through an orifice, is sufficient to raise the
valve against its two springs. When the valve is
moving up, main pressure enters the bore at a
second point (below the orifice) and flows to
218

the remainder of the circuit. By the time the


valve is fully up, main pressure (regulated to a
lower pressure in the solenoid pressure
regulator valve) has pushed all of the shift
valves down, except for the splitter shift valve,
at which Solenoid F is energized and its valve
is open.
3. When the priority valve is fully up, main
pressure is exerted on its lower end, as well as
on its step area. Thus, the valve cannot move
down until main pressure falls below that
required to raise it initially.
i. Splitter Shift Valve
1. The splitter-shift valve is a spool-type valve
which can move lengthwise in its bore. A
spring pushes the valve up when Solenoid F is
energized. Hydraulic pressure pushes the valve
down when Solenoid F is de-energized and its
valve closes.
2. When the valve is up, hydraulic pressure is
directed to the splitter-low clutch. When the
valve is down, hydraulic pressure is directed to
the splitter-high clutch. When the splitter-high
clutch is applied, the splitter-low clutch
exhausts through a port at the side of the valve
bore. When the splitter-low clutch is applied,
the splitter-high clutch exhausts through the
bore of the splitter-low trimmer.
3. Solenoid G is de-energized (valve closed)
during splitter-low operation. This retains
splitter-low clutch pressure at the bottom of the
valve during splitter-low operation. Solenoid G
provides the means (when energized) to
exhaust splitter-low pressure at this point when
it is desired to shift to splitter-high operation.
j. Failure Protection (All Shift Valves)
1. The shift valves (except for the splitter-shift
valve) are arranged in a cascade system. This
arrangement ensures that only one drive clutch
can be applied at a given time, because the
apply pressure of each depends upon the
released position of the preceding valve. Thus,
if two valves should be in the apply position,
only the one that is first in line can receive
apply pressure.

Copyright 2006 General Motors Corp.

DESCRIPTION AND OPERATION


2. Each of the forward operation shift valves
directs its clutch apply pressure to the spring
cavity beneath the valve at the same time the
clutch is charged. This ensures that the valve
will remain in its up position (clutch applied)
even though the solenoid at the upper end of
the valve is de-energized (by electrical failure).
This hydraulic hold can be relieved only by
an up movement of an adjacent shift valve, or
in the case of the low-range shift valves, by
energizing Solenoids I and A, respectively. The
splitter shift valve, in splitter-low position, is
unlocked by energizing Solenoid G to exhaust
the pressure from beneath the valve.
3. These features are referred to as lock-inrange, because the operating range is retained
even though an electrical failure occurs during
operation.
NOTE:
Loss of hydraulic pressure, as caused by stopping
the engine, will relieve all hydraulic holds and only
neutral will be obtained when the engine is
restarted.
4. The reverse shift valve has no such failure
protection, and will always go to neutral
(exhaust position) in the event of electrical
failure during reverse operation.
k. First-Range and Reverse Trimmer Valve
1. This trimmer arrangement includes a valve
stop in the lower end of the bore, two springs, a
trimmer valve plug, a spring, and a trimmer
regulator valve. The two lower springs hold the
trimmer valve and plug against the upper end
of the bore when there is no hydraulic pressure
at the upper end.
2. In either first-range or reverse, the respective
clutch apply pressure is directed to the upper
end of the trimmer valve bore. Initially, this
surge of pressure pushes all of the trimmer
components down until fluid escapes at the
exhaust port at the right side of the valve bore.
When fluid is relieved at the exhaust port, the
clutch apply pressure is regulated to a pressure
lower than main. Thus, the clutch is initially

engaged at a relatively low pressure, which


prevents harsh engagement.
3. Next, fluid flowing through the orifice in the
trimmer regulator valve pushes the trimmer
valve plug farther downward. This compresses
the two lower springs and raises the pressure of
the oil between the regulator valve and the
trimmer valve plug. This pressure pushes the
regulator valve up, throttling the escape of oil
at the exhaust port. The result of this throttling
is an increase in clutch apply pressure. Thus, as
long as the trimmer valve plug is moving
down, clutch apply pressure is increasing.
4. When the trimmer valve plug reaches the valve
stop below it, pressure above and below the
regulator valve equalizes. At this point, the
spring between the valve and plug pushes the
regulator valve to the upper end of the bore.
This completely stops the escape of fluid at the
exhaust port, and raises clutch apply pressure
to maximum.
5. In addition to the force of two springs in the
lower end of the bore, a regulated pressure
produced by the trimmer regulator valve
(Paragraph 222n) pushes up on the trimmer
components in all situations except neutral.
The springs and the regulated pressure return
the trimmer components to the upper end of
the bore when a shift is made to any position
except reverse, first-range and neutral. In
neutral, full main pressure assists springs, and
pushes components up more rapidly. This
resets the trimmer for operation in first-range
when shifting from reverse, or for operation in
reverse when shifting from first-range.
l. Second-Range Trimmer Valve
1. This trimmer includes a valve stop at the lower
end of the bore, two springs, a trimmer valve
plug, a spring, and a trimmer upper valve. The
purpose of the second-range trimmer valve is
the initial engagement of the second-range
clutch at a relatively low pressure, and the
elevation of that pressure to maximum over a
predetermined period of time.
2. When the second-range clutch is engaged,
apply pressure initially pushes the trimmer
valve and valve plug down. This causes the
escape of fluid at the exhaust port at the right

Copyright 2006 General Motors Corp.

219

DP 8000 SERIES TRANSMISSIONS


of the valve. This lowers clutch apply pressure.
Next, fluid passing through the orifice in the
trimmer valve pushes the trimmer valve plug
down. This causes the trimmer valve to be
pushed up. In its travel up, the trimmer valve
throttles the escaping oil and raises clutch
apply pressure. When the descending trimmer
valve plug reaches the stop, the trimmer valve
moves fully up and raises clutch apply pressure
to maximum.
3. The regulated pressure produced at the
trimmer regulator valve (Paragraph 222n),
plus spring pressure, returns the trimmer
components to the upper end of the bore when
a shift is made to any position other than
second-range.
4. The second-range trimmer has a secondary
function. It throttles the exhaust of the
intermediate-range clutch, during a 32 shift,
and exhaust of the first-range clutch during a
12 shift. The third-range exhaust must pass
through an orifice to reach the exhaust check
valve when the second-range trimmer valve
plug is up. This delays exhausting of the clutch
while the second-range clutch is engaging.
When the trimmer valve plug moves down, full
exhaust of the third-range clutch is permitted.
5. The throttling of first-range exhaust, during a
12 shift is accomplished in a manner similar
to that explained for the 32 shift.
m. Intermediate-Range Trimmer Valve
1. This trimmer includes:

A valve stop at the lower end of the bore


Two springs
A lower trimmer valve
A spring
An upper trimmer valve.

The intermediate-range trimmer valve works


in a manner similar to the second-range trimmer valve (Paragraph 222l). It trims intermediate-range clutch apply pressure at the beginning of clutch engagement.
2. A secondary function of the intermediaterange trimmer is the regulation of secondrange exhaust during a 23 shift, and the
exhaust of first, second, neutral, and reverse
220

boost signal when the transmission shifts to


third-range or higher. Initially, second-range
must exhaust through an orifice at the left side
of the trimmer valve bore and then through the
exhaust check valve. When the trimmer lower
valve moves down, full exhaust bypasses the
orifice. Exhaust of the boost circuit occurs
when a check valve ball at the right side of the
intermediate-range shift valve is unseated.
n. Trimmer Regulator Valve Assembly
1. The trimmer regulator valve includes:
A spring at the lower end of the valve bore
Regulator valve
Regulator boost valve
A spring at the upper end of the bore.
The lower spring holds the valve components
up in the valve bore when no hydraulic pressure is present.
2. In every selector position except neutral, main
pressure entering the right side of the bore
flows into the vertical passage in the regulator
valve. Pressure between the regulator valve
and the boost valve above it forces the
regulator valve down until a regulated pressure
is produced in the passages leading to the
lower end of the first-range and reverse,
second-range, and intermediate-range trimmer
valves. This pressure aids in returning the
trimmer valves to a reset position after
operation.
3. In neutral, main pressure is exerted through an
orifice upon the upper end of the boost valve.
This pressure bottoms the regulator
components and directs main pressure to the
lower ends of the three trimmer valves.
Pressure at the lower ends of the valves rapidly
pushes the valves to the upper ends of their
bores. This action is necessary to reset the
trimmers in time to react to shifts between
reverse and first-range.

Copyright 2006 General Motors Corp.

DESCRIPTION AND OPERATION


o. Splitter-Low Trimmer Valve
1. The splitter-low trimmer valve includes:
A valve stop in the lower end of the valve
bore
Two springs
Splitter-low trimmer lower valve

to an exhaust port at the left of the trimmer


valve bore.
p. First-Range Control Valve, Cover,
Plate Assembly
1. The first-range control valve components are
included in a separate assembly which is
bolted to the main valve body assembly.

A spring above the valve


A trimmer upper valve.
The lower springs hold the valve components
up when there is no splitter-low pressure at the
top of the bore.
2. When the splitter-low clutch engages, clutch
apply pressure initially forces the trimmer
components down until fluid escapes at the
exhaust port at the left side of the valve. This
limits the initial clutch apply pressure.
3. Next, fluid flowing through the orifice in the
trimmer upper valve pushes the lower valve
farther down. This causes the upper valve to be
pushed up, throttling the escape of fluid at the
exhaust port. When the escape of fluid is
throttled, clutch apply pressure is increased.
4. When the trimmer lower valve reaches the
lower end of the valve bore, hydraulic and
spring pressures combined push the upper
valve to the upper end of the bore. This stops
the escape of fluid, and splitter-low clutch
pressure increases to its maximum value.
5. When the splitter-low clutch is released, the
lower springs push the trimmer components to
the upper end of the valve bore. In this
position, the trimmer components are reset,
and will repeat the trimming action when the
splitter-low clutch engages again.
6. The splitter-low trimmer group performs a
secondary function. It regulates the splitterhigh clutch exhaust during 43, 45, and 65
shifts. The splitter-high exhaust is initially
throttled at an orifice at the right of the trimmer
valve bore. This delays the exhausting of the
splitter-high clutch until the splitter-low clutch
is partially engaged. Full exhaust of the
splitter-high clutch occurs when the trimmer
lower valve moves down and permits the
exhaust to bypass the orifice, and flow directly

2. The first-range control valve, cover, and plate


assembly includes a valve body, valve, spring,
two solenoids, an oil transfer plate, and a
cover.
3. A solenoid is bolted to each end of the valve
body. The valve body is bolted to the oil
transfer plate. The cover is attached to the oil
transfer plate. The entire assembly is bolted to
the main control valve body. A separate branch
of the wiring harness is connected to a two-pin
connector at the top of the cover.
4. Spring pressure at the lower end of the valve
holds it up when no hydraulic pressure is
present. Hydraulic pressure at the upper end of
the valve pushes it down when there is no
hydraulic pressure at the lower end of the
valve. When hydraulic pressure is equal at both
ends of the valve, the spring holds it up.
5. When Solenoid H (Foldout 5) is energized, the
valve is pushed up by the spring, and hydraulic
pressure is directed to the first-range clutch.
When Solenoid H is de-energized, hydraulic
pressure pushes the valve down and the clutch
is exhausted.
q. Lockup Clutch Trimmer Valve
1. The lockup clutch trimmer valve assembly is
located between the lockup shift valve
assembly and the right side of the torque
converter housing (Figure 11).
2. The lockup clutch trimmer valve assembly 2
includes items 3 through 12 (Foldout 9,B).
3. When the lockup clutch engages, clutch
pressure is directed to the top of the trimmer
valve. Initially, this pressure forces the trimmer
valve and plug down, allowing escape of fluid
into an exhaust port. When fluid escapes,
clutch apply pressure is reduced.

Copyright 2006 General Motors Corp.

221

DP 8000 SERIES TRANSMISSIONS


4. Fluid passing through an orifice in the trimmer
valve forces the valve plug down against a
spring. As the plug moves against increasing
spring force, clutch apply pressure increases.
When the plug bottoms on the stop, the
trimmer valve spring pushes the trimmer valve
up. Escape of oil is throttled, and then stopped
entirely. This raises clutch apply pressure to
maximum.
5. The trimmer valve remains up, and the valve
plug down until the lockup clutch is released.
Release of the clutch permits the valve plug to
be pushed up by its spring, until it is against
the trimmer valve. In this position, the valve
components are reset to act again when the
lockup clutch engages.
r. Downshift Inhibitor Pressure Switch. An
inhibitor pressure switch (Figure 12), closed by
lockup clutch pressure, energizes a solenoid in the
shift selector assembly (Figure 18). The switch is
installed into a tapped opening in the bottom of the
lockup shift valve body. A conductor in the wiring
harness connects the switch to the selector assembly
(Figure 18). Refer to Paragraph 222t(3) for
explanation of the inhibitor solenoid in the shift
selector assembly.
s. Solenoids
1. The system includes nine solenoids. These are
identified as A, B, C, D, E, F, G, H, and I in
illustrations and explanations. These are
identical components, and are not marked for
identification when the control system is built.
Electrical leads which connect to the solenoids
are marked.
2. Solenoids are electrically energized devices
which produce a magnetic pulling force when
energized. In this application the magnetic
force opens spring-loaded needle valves. The
open needle valves bleed off pressure at the
ends of shift valves faster than the pressure can
be sustained by fluid coming into the area
through an orifice. This permits the shift valve
spring to push the valve toward the solenoid
(or relieves pressure at the spring ends of
valves).
3. Solenoids are designed to be actuated by either
12 or 24V. The manual-electric control has
solenoids that match the voltage rating of the
222

vehicle electrical system. The automaticelectric control has only 24V solenoids
because the circuit includes a 12-to-24V
converter for 12V vehicle systems or a 24V
overload protector for 24V vehicle systems.
t. Shift Selector Assembly
1. The shift selector assembly is manually
operated and has eight selector positions. The
selector positions are (from rear to front)
reverse, neutral, first-range, second-range,
third-range, fourth-range, fifth-range, and
sixth-range.
The
shift
indicator
is
correspondingly marked R, N, 1, 2, 3, 4, 5, and
6. Each shift position is gated, and the selector
lever must be pushed right or left, alternately,
to clear the gate separating each shift position
from the adjoining position.
2. Eight microswitches are operated by a cam
attached to the manual selector lever. Each
position of the lever opens and closes the
proper combination of switches required to
energize or de-energize the proper combination
of solenoids for that selector position.
3. A solenoid which has its axis on a line with the
axis of the switch-operating cam acts as a
downshift inhibitor. It is energized when the
transmission lockup clutch engages. Lockup
clutch pressure closes a pressure-actuated
switch (Paragraph 222r) which in turn
energizes the inhibitor solenoid. The inhibitor
solenoid engages a dog clutch arrangement
which prevents the selector lever from being
moved to a lower range position. It may be
upshifted.

NOTE:
The inhibitor solenoid is not to be confused with the
nine solenoids used in the valve body assembly.

4. A lamp, which illuminates a translucent shift


guide, is included in the selector assembly. It is
connected to the vehicle dash lamp circuit.
Both 12 and 24V systems use a 12V lamp. A
resistor is in series with the lamp in 24V
systems.

Copyright 2006 General Motors Corp.

DESCRIPTION AND OPERATION


u. Wiring Harness
1. A wiring harness of the length required to
connect the selector assembly to the valve
body assembly transmits the electrical signals
that cause the transmission to respond to the
movements of the shift selector.
2. Sixteen wires are in the harness at the point it
leaves the selector assembly. Six wires branch
off from the harness to attach to various parts
of the circuit. The remaining ten wires divide
to two branches which attach to the main
control valve body and to the first-range valve
body cover.
3. A sixteen-pin plug is attached to the selector
end of the wiring harness. An eight-pin and a
two-pin plug are attached to valve body
branches of the harness. These plugs push onto
mating connectors on the selector assembly
and valve bodies. A nut at each plug is
tightened to secure the harness ends.

223. MANUAL-ELECTRIC CONTROL


SYSTEM CIRCUITS (Foldouts 5, 6)

2. The transmission fluid flows through the filters


to the main-pressure regulator valve. From the
regulator valve, the fluid flows to the lockup
shift valve and the flow valve. Fluid at the
lockup shift valve is stopped at the valve. At
the flow valve, fluid must flow through an
orifice. If the circuit beyond the valve requires
fluid, then the fluid moves the valve, bypassing
the orifice, and flows unrestricted through the
flow valve. when the flow valve moves, fluid at
the larger diameter end of the valve unseats the
check valve and enters the main hydraulic
circuit (red) beyond the flow valve.
3. Even though the action of the flow valve
occurs every time there is a significant flow of
fluid through it, the primary purpose of the
flow valve is to disengage the lockup clutch
during an upshift or downshift, automatically
placing the transmission in converter
operation. At that time, the movement of the
flow valve opens the ports that exhaust the
lockup clutch and shuts off the fluid supply.

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 converter
turbine. Its flow cools and lubricates the transmission.
Its pressure operates the various control valves and applies the clutches.

4. Main pressure (red) leaving the flow valve is


directed to the solenoid pressure regulator
valve and to the priority valve. At the solenoid
pressure regulator valve, a regulated pressure
for controlling the shift valves is produced and
directed to each shift valve. At each shift valve,
the fluid must pass through an orifice. At the
priority valve, fluid passes through an orifice
and exerts upward pressure on the step
diameter of the valve. In a parallel branch, fluid
flows beneath the lower end of the priority
valve and is directed to the splitter shift valve,
trimmer regulator valve, two points on the
high-range shift valve, and the second-range
shift valve.

b. System Schematics. Color-coded foldouts of the


hydraulic system are presented at the back of this
manual. The illustrations represent the system as it
functions in neutral with the engine idling. The lockup
clutch is not engaged.

5. At the reverse shift valve, Solenoid B is deenergized and its valve is closed. This retains
solenoid pressure, and the valve is pushed down
against its spring. The reverse clutch is exhausted
through the spring-loaded check valve.

NOTE:
References to up, down, left, or right refer to positions or movements of components on Foldout 5 or 6.

c. Neutral
1. The shift selector is in neutral, the equipment
engine is idling, and the transmission fluid
temperature is normal at 180200F (8393C).
The input pump, driven when the engine is
operating, picks up transmission fluid from the
sump and pumps it into the hydraulic system.

6. At the first-range shift valve, Solenoid H is deenergized and its valve is closed. Solenoid I is
energized and its valve is open. Solenoid
pressure at the upper end of the valve holds it
down against its spring. The first-range clutch is
exhausted through the bore of the second-range
shift valve and the spring-loaded check valve.

Copyright 2006 General Motors Corp.

223

DP 8000 SERIES TRANSMISSIONS


7. At the second-range shift valve, Solenoid A is
energized and its valve is open. Solenoid C is
de-energized and its valve is closed. Solenoid
pressure retained at the upper end of the valve
pushes it down against its spring. The secondrange clutch can exhaust by a combination of
two paths. If the intermediate-range shift valve
moves up to charge the intermediate-range
clutch before the second-range shift valve
moves down, the second-range clutch will
initially exhaust through the intermediaterange shift valve body and on to the
intermediate-range trimmer valve. This is a
regulated exhaust. If the second-range shift
valve moves down, the second-range clutch
will fully and rapidly exhaust through the
intermediate-range shift valve body (valve
down) and the spring-loaded check valve.
8. At the intermediate-range shift valve, Solenoid D
is de-energized, and its valve is closed.
Solenoid pressure, retained at the upper end of
the valve, forces the valve down against its
spring. The intermediate-range clutch is
exhausted through the high-range shift valve
bore (valve down), the second-range trimmer
valve bore, and then through the spring-loaded
check valve.
9. At the high-range shift valve, Solenoid E is deenergized and its valve is closed. Solenoid
pressure retained at the upper end of the shift
valve forces the valve down against its spring.
The high-range clutch is exhausted directly
through a port at the right side of the valve.
10. At the splitter shift valve, Solenoid F is energized and its valve is open. No pressure is retained at the upper end of the valve, and the
spring at the valve lower end pushes the valve
upward. In its up position, pressure is directed
to the splitter-low clutch. This clutch apply
pressure also is directed through an orifice to
the lower end of the splitter shift valve and is
retained by the valve of Solenoid G (de-energized). Thus, the splitter shift valve will remain
up until Solenoid G is energized. Solenoid G is
energized only in fourth-and sixth-ranges.
splitter-low clutch pressure is directed also to
the splitter-low trimmer valve.
11. In neutral, the reverse shift valve, being down,
directs main pressure to the upper end of the
trimmer regulator boost valve. This pushes the
224

boost valve components down and allows main


pressure to flow to the lower ends of the firstand-reverse trimmer, the second-range trimmer, and the intermediate-range trimmer. This
pressure pushes the components of all three
trimmers to the upper ends of their bores. In
this position, the trimmers are set to carry out
their trimming function when a shift is made to
reverse, first-range, second-range, third-range,
or fourth-range.
d. Neutral Fail Protection
1. Fail protection as covered herein concerns only
the design of the system to provide certain
safeguards in the event of loss of electrical
power to solenoids.
2. If total electrical power fails while the
transmission is in neutral, the transmission will
remain in neutral (engine running) regardless
of any position which might be manually
selected after the failure. Partial electrical
failure (one solenoid loses power) while in
neutral will permit continued operation in
neutral if the selector lever is not moved. If
individual Solenoids A, F, or I lose power
while the transmission is in neutral, erratic
shifting can be expected if other selector
positions are selected. Refer to troubleshooting
Paragraph 318.
e. First-Range Operation
1. When the selector lever is moved from
N (Neutral) to 1 (first-range), Solenoids A and
I are de-energized and their valves close.
Solenoid F remains energized. Solenoid H is
energized, and its valve opens.
2. When Solenoid A is de-energized no change
occurs except to prepare the hydraulic circuit
for a shift to second-range operation. When
Solenoid I is de-energized, its valve closes to
retain first-range clutch pressure when the firstrange shift valve moves upward. Solenoid F
remains energized to retain splitter-low
operation. When Solenoid H is energized,
solenoid pressure is permitted to escape at the
upper end of the first-range shift valve. The
valve moves up and directs main pressure to
the first-range clutch.
3. All valves except the first-range shift valve
remain in the position they were in for neutral.

Copyright 2006 General Motors Corp.

DESCRIPTION AND OPERATION


f. First-Range Fail Protection
1. If electrical power is lost completely during
operation in first-range, the transmission will
continue operation in first-range if the vehicle
engine is not stopped.
2. If the manual selector is moved, first-range will
be maintained in all selector lever positions. If
the engine is stopped, the transmission will go
to neutral when it is restarted.
3. If Solenoids F and H lose power, the
transmission will continue in first-range
operation until shifted out of first-range or the
engine stopped. Thereafter, shifting will be
erratic in other selector positions. Refer to
Troubleshooting Table 310.
g. Second-Range Operation
1. When the selector lever is moved from 1 (Firstrange) position to 2 (Second-range) position,
Solenoid H is de-energized and Solenoid C is
energized. Solenoid F remains energized.
2. When Solenoid H is de-energized, its valve
closes and solenoid pressure is exerted on the
upper end of the first-range shift valve. The
valve cannot move down immediately because
first-range clutch pressure below the valve
must be reduced. This occurs when Solenoid C
is energized, and its valve opens and permits
the second-range shift valve to move up. When
the second-range shift valve is up, it permits
the direct exhaust of the first-range clutch
through a ball check valve, the second-range
trimmer valve bore and the exhaust check.
When the first-range shift valve moves down, it
completes its exhaust directly through the
spring-loaded check valve. Solenoid F remains
energized to retain splitter-low operation.
3. All valves except the first-range and secondrange shift valves remain in the position they
were in for first-range operation.
h. Second-Range Fail Protection
1. If electrical power is lost completely during
operation in second-range, the transmission
will continue in second-range operation if the
vehicle engine is not stopped.
2. If the manual selector lever is moved, secondrange will be maintained in all selector
positions. If the engine is stopped, the

transmission will go to neutral when it is


restarted.
3. If Solenoids C or F lose power, the
transmission will continue in second-range
operation until the manual selector lever is
moved or the engine stopped. Thereafter,
shifting will be erratic in other selector
positions. Refer to Troubleshooting Table 310.
i. Third-Range Operation
1. When the selector lever is moved from 2
(Second-range) to 3 (Third-range) position,
Solenoid C is de-energized and Solenoid D is
energized. Solenoid F remains energized.
2. When Solenoid C is de-energized, its valve
closes and solenoid pressure is exerted on the
upper end of the second-range shift valve. The
valve cannot move down immediately because
second-range clutch pressure below the valve
must be reduced. This occurs when Solenoid D
is energized, and its valve opens and permits
the intermediate-range shift valve to move
upward. When the intermediate-range shift
valve is up, the second-range clutch can
exhaust through the bore of the intermediaterange shift valve, through a ball check valve,
and to the body of the intermediate-range
trimmer. Exhaust is initially through an orifice,
but as the trimmer moves down, an exhaust
port is opened and exhaust is rapidly
completed through the exhaust check valve.
3. When second-range clutch pressure is reduced
sufficiently, main pressure pushes the secondrange shift valve down, permitting direct
exhaust to the exhaust check valve. Solenoid F
remains energized to retain splitter-low
operation. All valves except the second-range
shift and intermediate-range shift valves
remain in the same position they were in for
second- range operation.
j. Third-Range Fail Protection
1. If electrical power is lost completely during
operation in third-range, the transmission will
continue in third-range operation if the vehicle
engine is not stopped.
2. If the selector lever is moved, third-range will
be maintained in all selector positions. If the
engine is stopped, the transmission will go to
neutral when it is re-started.

Copyright 2006 General Motors Corp.

225

DP 8000 SERIES TRANSMISSIONS


3. If individual Solenoids D or F lose power, the
transmission will continue in third-range
operation until the selector lever is moved or
the engine stopped. Thereafter, shifting will be
erratic in other selector positions. Refer to
Troubleshooting Table 310.
k. Fourth-Range Operation
1. When the selector lever is moved from 3
(Third-range) position to 4 (Fourth-range)
position, Solenoid F is de-energized and
Solenoid G is energized. Solenoid D remains
energized.
2. When Solenoid F is de-energized, its valve
closes and permits solenoid pressure to push
down on the splitter shift valve. The valve can
move down because Solenoid G was energized
and its valve opened to relieve splitter-low
pressure at the lower end of the splitter shift
valve. When the splitter shift valve moves down,
main pressure is directed to the splitter-high
clutch. The splitter-low clutch exhausts through
a port at the left side of the valve bore. Solenoid
D remains energized to retain the intermediaterange shift valve in its up position.
l. Fourth-Range Fail Protection
1. If electrical power is lost completely during
operation in fourth-range, the transmission will
continue in fourth-range if the vehicle engine
is not stopped.

3. In its down position, the intermediate-range


shift valve permits the intermediate-range clutch
to exhaust through the bore of the high-range
trimmer valve, and initially through an orifice
near the second-range trimmer valve. When the
splitter shift valve is up, exhaust will be more
rapid through the splitter shift valve bore and a
direct line to the exhaust check valve.
4. When Solenoid F is energized, and Solenoid G
de-energized, the splitter-shift valve moves up
and directs hydraulic pressure to the splitterlow clutch. The splitter-high clutch is
exhausted through a passage at the right side of
the splitter-shift valve bore. This passage leads
to the splitter-low trimmer valve, through an
orifice, and to the sump.
n. Fifth-Range Fail Protection

2. If the selector lever is moved, fourth-range will


be maintained in all selector positions. If the
engine is stopped, the transmission will go to
neutral when it is re-started.

1. If electrical power fails completely during


operation in fifth-range, the transmission will
continue in fifth-range operation if the engine
is not stopped.

3. If Solenoids D or G lose power, the


transmission will continue in fourth-range until
the selector lever is moved or the engine is
stopped. Thereafter, shifting will be erratic in
other
selector
positions.
Refer
to
Troubleshooting Table 310.

2. If the selector lever is moved, fifth-range will


be maintained in all selector positions. If the
engine is stopped, the transmission will go to
neutral when it is restarted.

m. Fifth-Range Operation
1. When the selector lever is moved from 4
(Fourth-range) position to 5 (Fifth-range)
position, Solenoids D and G are de-energized,
and Solenoids E and F are energized.
2. When Solenoid D is de-energized, its valve
closes and solenoid pressure acts upon the
226

upper end of the intermediate-range shift


valve. The valve cannot move down
immediately because main pressure is directed
through an orifice, then through the secondrange shift valve bore, and to the lower end of
the intermediate-range shift valve, holding it
up. However, just as soon as the high-range
shift valve moves up because Solenoid E is deenergized, main pressure at the lower end of
the intermediate-range shift valve is relieved
through an exhaust port at the right side of the
high-range shift valve. This permits the
intermediate-range shift valve to move down.

3. If individual Solenoids E or F lose power, the


transmission will continue in fifth-range until
the selector lever is moved or the engine is
stopped. Thereafter, shifting will be erratic in
other
selector
positions.
Refer
to
Troubleshooting Table 310.
o. Sixth-Range Operation
1. When the selector lever is moved from 5 (Fifthrange) position to 6 (Sixth-range) position,

Copyright 2006 General Motors Corp.

DESCRIPTION AND OPERATION


Solenoid F is de-energized, Solenoid G is
energized, and Solenoid E remains energized.
2. When Solenoid F is de-energized, its valve
closes and solenoid pressure is exerted upon
the upper end of the splitter shift valve. When
Solenoid G is energized, its valve opens and
relieves splitter-low clutch pressure at the
lower end of the splitter shift valve. The valve
moves down and exhausts the splitter-low
clutch, and applies the splitter-high clutch.
3. Solenoid E remains energized, and the highrange shift valve remains up to retain
engagement of the high-range clutch.
p. Sixth-Range Fail Protection
1. If electrical power fails completely during
operation in sixth range, the transmission will
continue in sixth-range if the engine is not
stopped.
2. If the selector lever is moved, sixth-range will
be maintained in all selector positions. If the
engine is stopped, the transmission will go to
neutral when it is re-started.
3. If Solenoids E or G lose power, the
transmission will continue in sixth-range
operation until the selector lever is moved or
the engine is stopped. Thereafter, shifting will
be erratic in other selector positions. Refer to
Troubleshooting Table 310.
q. Reverse Operation
1. Regardless of which forward range is selected,
the manual control must pass through
N (Neutral) before reverse is selected. In
neutral, Solenoids A, F, and I are energized
(refer to Paragraph 223c).
2. When the selector lever is moved from
N (Neutral) position to R (Reverse) position,
solenoid B is energized. Solenoids A, F, and I
remain energized.
3. When Solenoid B is energized, its valve opens
and solenoid pressure is relieved at the upper
end of the reverse shift valve. The spring at the
lower end of the reverse shift valve pushes the
valve up. In its up position, the valve directs
main pressure to the reverse clutch, and it
engages.
4. Solenoid F remains energized to retain splitterlow clutch engagement. Solenoids A and I

remain energized to exhaust pressure from the


lower end of either the first-range shift valve or
second-range shift valve should a quick shift be
made from first or second range to reverse
(selector would not remain in N (Neutral)
position long enough to complete such exhaust).
r. Reverse Fail Protection
1. If electrical power fails completely during
reverse operation, the transmission will go to
neutral and remain in neutral regardless of
where the shift selector is placed.
2. If only Solenoid B loses power, the
transmission will go to neutral and remain
there until the selector lever is moved to
another position. Shifting to any forward range
will be normal.
3. If Solenoids A, F, and I lose power during
operation in reverse, the transmission will
remain in reverse until the selector lever is
moved or the vehicle engine is stopped.
Thereafter, shifting will be erratic when the
engine is restarted and the shift selector moved
to other positions. Refer to Troubleshooting
Table 310.

224. SPG-CONTROL AUTOMATICELECTRIC CONTROL SYSTEM


AND CIRCUITS
NOTE:
Only the system components that differ from those

in the manual-hydraulic system (Paragraph 218)


are described.
References to up, down, left, or right refer to

positions or movements of components on


Foldouts 5 or 6.
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 converter
turbine. Its flow cools and lubricates the transmission.
Its pressure operates the various control valves and applies the clutches.

Copyright 2006 General Motors Corp.

227

DP 8000 SERIES TRANSMISSIONS


b. System Schematics (Foldouts 5, 6). Color-coded
foldouts of the hydraulic system are presented in the
back of this manual. The illustrations represent the
system as it functions in neutral with the engine idling.
c. Description
1. The automatic-electric control system consists
of the components shown on Foldout 24,A in
the back of this manual. Components are
selective for vehicles having either 12 or 24V
electrical systems, and for four, five, or six
forward ranges.
2. A system includes a power supply uniteither
a 12-to-24V converter 4 (Foldout 24,A) (for
12V vehicle system) or a 24V overload
protector 5 (for 24V vehicle system). Electrical
power is derived from the vehicle battery.
3. Other components of a system are shift
selector 1 (Foldout 24,B), range indicator 21
(Foldout 24,A), shift pattern generator
(SPG) 1, throttle potentiometer assembly 9,
magnetic pickup assembly 8, cab wiring
harnesses 6 or 7, and control valve body
assembly 9 (Foldout 22). Restrictor wiring
harness 2 (Foldout 24,A), when installed

between SPG 1 and cab wiring harness 6,


restricts the system to four forward speeds.
Fifth-range restrictor harness 3, when installed
in the same manner, restricts the system to five
forward speeds.
4. Mechanical components complete the system.
The teeth of magnetic pickup gear 31
(Foldout 18,B), which is on the transmission
output shaft, run close to the end of the
magnetic pickup to induce electrical impulses
in the magnetic pickup. The linkage to connect
throttle lever 10 (Foldout 24,A) to the vehicle
throttle control is not shown in this manual.
d. Operation
1. The automatic-electric control system selects
the proper transmission drive ratio for the most
efficient operation of the vehicle under all
conditions of speed, load, throttle position, and
range selection.
2. The operator selects the range within which he
wants the transmission to operate. This may be
any one of eight positions at the shift selector.
These positions, and the range of operation at
each, are shown in Figure 21.
1 FIRST-RANGE ONLY
2 AUTOMATIC SHIFTING,
FIRST- AND SECOND-RANGES
3 AUTOMATIC SHIFTING,
FIRST- THROUGH THIRD-RANGES
4 AUTOMATIC SHIFTING,
FIRST- THROUGH FOURTH-RANGES

SELECTOR LEVER
LOCK-IN-RANGE
INDICATOR
LIGHT

5 AUTOMATIC SHIFTING,
FIRST- THROUGH FIFTH-RANGES

RANGE
INDICATOR

SHIFT SELECTOR
GATE PIN
DR (DRIVE) AUTOMATIC SHIFTING,
FIRST- THROUGH SIXTH-RANGES
N (NEUTRAL)
R (REVERSE) NO AUTOMATIC SHIFTS

Figure 21. Range Selection at Shift Selector

228

Copyright 2006 General Motors Corp.

VH00692.00.01

DESCRIPTION AND OPERATION


3. The shift selector, for the range position
selected, transmits an electrical signal pattern
to SPG 1 (Foldout 24,A). In addition to this
input, the SPG receives pulse signals,
indicating vehicle speed, from magnetic
pickup 8, and a signal from throttle
potentiometer 9, indicating vehicle throttle
position.
4. The three inputs are converted electronically to
a signal pattern which is transmitted to the
control valve assembly. The range selected by
the operator, the vehicle (transmission output)
speed and the throttle position determine the
signal pattern sent to the control valve
assembly. Solenoids in the valve assembly
control the selection of ranges (refer to
Paragraph 222s).
5. The vehicle will start out in first-range and
upshift automatically within the range selected
at the proper times under the influence of
vehicle speed and throttle position. Automatic
downshifts will likewise occur at the proper
times. Upshifts and downshifts are influenced
by throttle position. At closed throttle, both
upshifts and downshifts occur at lower road
speeds than at open throttle.
6. The SPG includes electronic components that
protect the engine and vehicle drive train
against downshifts occurring at excessively
high speeds. In the event of an accidental high
speed downshift or a premature selection of
neutral or reverse, the inhibitor will not allow
damage to occur to the engine due to an
overspeed condition. Rather, the transmission
will progressively downshift at safe engine
speeds to the point that the range selected can
be attained. Throttle position will not influence
such downshifts.
7. Study the preceding description and operation
of the control valve assembly and lockup
trimmer valve. Paragraph 222r is not
applicable because inhibitor function is
electronic. Paragraphs 222t and u and
Paragraph 223 are not specifically applicable
because they pertain to manual shifting, but the
responses of the control valve are similar in
each range selection. The control valve
assemblies for automatic-electric systems are
identical to those for manual-electric systems.

e. Lock-In-Range Downshift Protection


1. The lock-in-range protective circuitry in the
SPG is activated to prevent sudden downshifts
when the magnetic pickup fails, the wires to
the pickup are broken or damaged, a valve
body solenoid fails, or severe braking effort
(panic stop) occurs.
2. When the lock-in-range circuitry is activated, it
turns off all power to the valve body solenoids.
This causes the valves to hydraulically lock the
transmission in the range in which it was
operating at the time.
f. Lock-In-Range Reset Procedure
1. Whenever the lock-in-range circuit has been
activated, regardless of the reason, reset the
circuit in the following manner.
Turn off the electrical input power to the
SPG, and shut down the engine for
approximately 5 to 10 seconds.
Start the engine, and turn on the electrical
power to the SPG.
NOTE:
In some vehicles the input power to the SPG is dependent on the engine oil pressure switch (Paragraph 227b or c). Other vehicles may provide the
input power through the on-off vehicle lock switch.
2. After resetting the circuit, select the desired
operating range. Be sure the transmission is
actually in the range selected (forward or
reverse) before increasing the engine throttle.
g. Operation After Reset
1. If the lock-in-range circuit was activated due to
a failed magnetic pickup or the pickup wiring,
the vehicle will operate only in first, neutral,
and reverse.
2. If the circuit was activated due to a failed
valve-body solenoid, the vehicle operation will
be somewhat erratic depending on which
solenoid failed.

Copyright 2006 General Motors Corp.

229

DP 8000 SERIES TRANSMISSIONS


3. If the circuit was activated due to a panic stop,
the reset procedure will return the vehicle to
normal operation.

225. CEC1 ELECTRONIC CONTROL


HYDRAULIC SYSTEM
AND CIRCUITS

b. Shift Selector
1. The two types of electronic control shift
selectors are pushbutton (Figure 23) and shift
lever (Figure 24).
NOTE:
For models with pushbutton selector, proceed with

Step (2).
For models with lever shift selector, proceed to

NOTE:
Only the system components that differ from those

Step (4).

in the manual-electric system and circuits (Paragraph 222 and 223) are described.
References to up, down, left, or right refer to positions or movements of components on Foldout 6.
For electronic control hydraulic system functions,
refer to Paragraph 218a.
For electronic control hydraulic system schematics,
refer to Paragraph 218b.
a. Electronic Control Unit (ECU). The Electronic
Control Unit (ECU) (Figure 22) contains a
microcomputer which receives and processes signals
from various switches and sensors. The ECU controls
transmission operation by actuating the appropriate
solenoids. The ECU also performs diagnostic
functions and identifies electronic system problems
with a displayed code.
SHIFT SELECTOR
H00695.01

ELECTRONIC
CONTROL
UNIT
IDENTIFYING
(ECU)
LABELS

Figure 23. Typical CEC1 Electronic Control


Pushbutton Shift Selector

BEZEL

SCREW (4),
6-32 x 58 in.

CHASSIS WIRING HARNESS


CONNECTION (J1B)
CAB WIRING HARNESS
CONNECTION (J1A)

SELECTOR LEVER

SECONDARY MODE
HARNESS CONNECTION (J3)

END CAP COVER

H00930.01

H00688.01

Figure 22. CEC1 Electronic Control Unit (ECU)

230

Figure 24. Typical CEC1 Electronic Control


Lever Shift Selector

Copyright 2006 General Motors Corp.

DESCRIPTION AND OPERATION


2. The pushbutton selector (Figure 23) is totally
electronic. The shift selector displays seven
snap-dome pads: R (Reverse); N (Neutral);
D (automatic shifting, first-range through
sixth-range); 4 (automatic shifting, first-range
through fourth-range); 3 (automatic shifting,
first-range through third-range); 2 (automatic
shifting, first-range to second-range); 1 (firstrange). The shift selector also incorporates a
DO NOT SHIFT light. When any one of the
touch pads is pressed, a click is felt and the
pad lights to indicate the transmission is ready
to operate in the selected range.
3. When a serious irregularity is detected in the
system, a buzzing tone is produced and the DO
NOT SHIFT lights flash continuously. This
indicates that the operator is not to shift the
transmission because the shift selector and the
electronic control will not respond. For models
with lock-in-range downshift protection, the
transmission will stay in the range it was in at
the time the DO NOT SHIFT lights were
activated regardless of what range is selected at
the shift selector. For models with lock-inneutral, the transmission will shift to neutral
when the DO NOT SHIFT lights are activated.
4. The lever shift selector (Figure 24) is electromechanical and has a movable lever.
Movement of the lever activates electronic
circuits within the shift selector (there is no
mechanical linkage attached to the lever). A
two-finger shift lever latch release is located
below the lever end cap. The shift lever cannot
be moved through the detents until the twofinger shift latch is pulled toward the lever end
cap. There are eight separate positions on the
shift lever quadrant: R (Reverse); N (Neutral);
D (automatic shifting, first-range through
sixth-range); 5 (automatic shifting, first-range
through fifth-range); 4 (automatic shifting,
first-range through fourth-range); 3 (automatic
shifting, first-range to third-range); 2
(automatic shifting, first-range to secondrange); 1 (first-range). The shift selector also
incorporates two DO NOT SHIFT lights.
When any one of the forward drive ranges is
selected, detents within the shift selector will
hold the lever in the selected position. Also,
detents within the shift selector hold the shift
lever at N (Neutral) and out of R (Reverse).

c. CHECK TRANS Light


1. The OEM-supplied CHECK TRANS light
may be located on the equipment instrument
panel.
2. This light comes on every time the system is
turned on as a lamp check and also when the
ECU finds an irregularity in the system. If the
CHECK TRANS light comes on and the DO
NOT SHIFT light(s) remains off, the
irregularity is minor. In some cases, the
transmission will continue to operate in a
normal manner. However, in other cases the
ECU will take action to reduce the possibility of
damage to the equipment or the transmission.
For example, the ECU may prevent operation in
higher ranges.
d. Throttle Sensor
1. A remote-mounted throttle sensor is located in
the engine compartment. This sensor consists
of a push-pull cable and a potentiometer. One
end of the cable is attached via an OEMsupplied bracket to the engine fuel lever (the
adjustable bracket attaches to the governor fuel
lever on diesel engines). The other end of the
cable is attached to a potentiometer which is
inside a protective housing. Voltage readings
from the potentiometer are sent to the ECU via
the wiring harness.
2. Movement of the throttle causes a change in the
voltage signal to the ECU, which is
programmed to recognize the signal as a
percent of throttle. When the throttle is wide
open, the ECU will cause upshifts to occur near
the engine governed speed. Part throttle will
cause upshifts to occur at a lower engine speed.
When the throttle is closed, the ECU may delay
the release of the lockup clutch to provide
better engine braking. All modulation of shifts
occurs as a result of the throttle sensor.
e. Output Speed Sensor (Figure 25)
1. The output speed sensor (magnetic pickup) is
located in the rear housing. The magnetic end
of the sensor is positioned near the speed
sensor gear (41-tooth) located on the
transmission output shaft. The chassis harness
connects the speed sensor to the ECU.

Copyright 2006 General Motors Corp.

231

DP 8000 SERIES TRANSMISSIONS


f. Wiring Harnesses. Three wiring harnesses are
used to connect the components of the electronic
control system.
The chassis harness (Figure 26) connects
the ECU to the components located in the
engine compartment (e.g., transmission,
throttle sensor, and speed sensor).
OUTPUT SPEED SENSOR
H00697

Figure 25. CEC1 Output Speed Sensor


(Magnetic Pickup)

2. Rotation of the output shaft causes the gear


teeth to pass through the magnetic field at the
end of the sensor. The passing of each gear
tooth interrupts the magnetic field and
generates an electrical pulse which is directed
to the ECU (a 41-tooth gear would produce 41
pulses for each revolution of the output shaft).
The ECU uses this signal (speed), the throttle
sensor signal (power demand), and shift
selector position to control upshifts,
downshifts, and lockup operation.

The cab harness (Figure 27) connects the


components located at the instrument panel:
the ECU, shift selector, and diagnostic tool
connector. This harness also connects the
ECU to the equipment electrical system.
The secondary mode harness (Figure 28)
connects the ECU to special functions such
as stall checks, special pumping, or dualmode operation.
g. Lockup (Models With Electric Lockup)
1. The lockup clutch is exhausted through the
lockup valve (Figure 29). Upon start-up of the
transmission, main hydraulic fluid pressure is
supplied to the top of the lockup valve, the side
of the lockup valve, and the lockup spring
pocket through an orifice.

ECU CONNECTOR
(J1B)
SPEED
SENSOR
CONNECTOR
ELECTRIC LOCKUP CONNECTOR
(MODELS WITH ELECTRIC LOCKUP)

THROTTLE
SENSOR CONNECTOR
LOW-RANGE CONNECTOR
MAIN CONTROL
VALVE BODY
CONNECTOR

Figure 26. Typical CEC1 Electronic Control Chassis Wiring Harness

232

Copyright 2006 General Motors Corp.

H00699

DESCRIPTION AND OPERATION


LEVER-TYPE SHIFT
SELECTOR CONNECTOR*

MAIN

TO LOCKUP CLUTCH

LOCKUP SOLENOID
MAIN PRESSURE
EXHAUST OR SUMP

ECU CONNECTOR (J1A)


INTERFACE WITH EQUIPMENT
ELECTRICAL SYSTEM

DIAGNOSTIC TOOL
CONNECTOR

* For touch-pad shift selector, this connector is round.

ORIFICE

V00701.00.00

VH00698.01.01

Figure 27. Typical CEC1 Electronic Control


Cab Wiring Harness

Figure 29. Electronic LockupHydraulic Schematic

2. The lockup solenoid is energized by a signal


from the ECU, exhausting main pressure from
the spring pocket. Although main pressure
fluid continues to feed into the spring pocket,
the effective orifice in the solenoid is large
enough to allow the spring pocket to be
exhausted since the spring pocket feed is
through a smaller orifice. Main pressure at the
top of the lockup valve then overcomes the
spring force and the valve moves down. The
exhaust is then cut off and main pressure is fed
to the lockup clutch through the lockup valve.

ECU
CONNECTOR
(J3)

Interface with stall


check switches,
secondary mode
functions, or other
special features
H00700

Figure 28. Typical CEC1 Electronic Control


Secondary Mode Wiring Harness

3. When the solenoid is de-energized, the spring


pocket exhaust is closed, main pressure
combines with spring force in the spring
pocket to overcome main pressure at the top of
the valve, and the valve moves to the up
position. Lockup feed is cut off and the lockup
clutch exhausts through the lockup valve.

Copyright 2006 General Motors Corp.

233

DP 8000 SERIES TRANSMISSIONS


h. Operation of the Electronic Control System
1. The electronic control system selects the
proper transmission drive ratio for the most
efficient operation of the equipment under all
conditions of speed, load, throttle position, and
range selection.

226. CEC2 ELECTRONIC CONTROL


HYDRAULIC SYSTEM AND
CIRCUITS
NOTE:
Only the system components that differ from those

2. The operator selects the desired range, which


may be any one of eight positions at the shift
selector.
3. The shift selector transmits an electronic signal
to the ECU. The ECU also receives pulse
signals indicating equipment speed from the
speed sensor and a signal from the throttle
sensor indicating throttle position.
4. The three inputs are transmitted to the ECU
which sends the electronic signals to the
control valve assemblies. The range selected
by the operator, the equipment (transmission
output) speed, and the throttle position
determine the signal sent to the solenoids in the
control valve assemblies.
5. If a forward range is selected, the transmission
starts out in first-range and upshifts
automatically within the selected range.
Timing of upshifts and downshifts is based on
equipment speed and throttle position. At
closed throttle, both upshifts and downshifts
occur at lower speeds than at open throttle.

in the CEC1 electronic control system (Paragraph


225) are described.
For electronic control hydraulic system functions,

refer to Paragraph 218a.


For electronic control hydraulic system schematics,

refer to Paragraph 218b.


a. Electronic Control Unit (ECU) (Figure 210).
The ECU contains the microcomputer which is the
brain of the control system. The ECU receives and
processes information defining: shift selector position,
throttle position, sump temperature, engine speed, turbine speed, and transmission output speed. The ECU
uses the information to control transmission solenoids
and valves, supply system status, and provide diagnostic information.
Each ECU has a date code stamped on the label which
is attached to the outer case of the ECU. This is the
date when the ECU passed final test. This date is commonly used to denote the change configuration level
of the ECU. It is normal for the ECU date displayed
electronically to be a few days prior to the date shown
on the label.

6. The ECU includes a program that protects the


engine and equipment drive train from
downshifts at excessively high speeds. If an
accidental high speed downshift or a premature
selection of neutral or reverse occurs, the ECU
will prevent engine damage due to an
overspeed condition. The transmission will
progressively downshift at safe engine speeds
until the range selected can be attained. Throttle
position will not influence such downshifts.
7. Refer to Paragraph 223 and 224 for the
description and operation of the hydraulic
system and circuits. While Paragraphs 222t
and 222u, and Paragraph 223 pertain
specifically to manual shifting, the responses
of the hydraulic system and circuits in each
range are similar.
234

IDENTIFICATION
LABELS
AY

GR

AC

BL

S HARNESS
RECEPTACLE

UE

BL

UE

BL

V HARNESS
RECEPTACLE

T HARNESS RECEPTACLE
V06723

Figure 210. CEC2 Electronic Control Unit (ECU)

Copyright 2006 General Motors Corp.

DESCRIPTION AND OPERATION


b. Shift Selector. Pushbutton and lever shift
selectors for CEC2 are remote mounted from the ECU
and connected to the ECU by a wiring harness. Both
of these shift selectors have a single digit LED display
and a mode indicator (LED). During normal
transmission operation, illumination of the LED
indicator shows that a secondary or special operating
condition has been selected by pressing the MODE
button. During diagnostic display mode, illumination
of the LED indicator shows that the displayed
diagnostic code is active. Display brightness is
regulated by the same vehicle potentiometer that
controls dash light display brightness. More
information on both types of shift selectors is
continued below.
1. Pushbutton Shift Selector (Figure 211).
There is a full-function pushbutton shift
selector. A full-function shift selector has a
MODE button and diagnostic display
capability through the single digit LED
display. The full-function pushbutton shift
selector has six (6) pushbuttons which are
R (Reverse),
N
(Neutral),
D (Drive),
(Down), (Up), and CEC2 Pushbutton Shift
Selector MODE. Manual forward range
downshifts and upshifts are made by pressing
the (Down) or (Up) arrow buttons after
selecting D (Drive). The N (Neutral) button has

a raised lip to aid in finding it by touch. The


MODE button is pressed to select a secondary
or special operating condition, such as
ECONOMY shift schedule. Diagnostic
information is obtained by pressing the (Up)
and (Down) arrow buttons at the same time.
2. Lever Shift Selector (Figure 212). The lever
shift selector can have as many as six forward
range positions, as well as R (Reverse) and
N (Neutral) positions. There is a hold override
button which must be pressed and held in order to
move between certain selector positions. The
hold override button must be pressed when
shifting between R, N, and D. The hold override
button is released when the desired selector
position is reached. The selector lever can be
moved freely between D and the numbered
forward ranges without pressing the hold
override button. The lever selector can be chosen
with the lever on the left side or on the right side
and with the R (Reverse) position toward the
front or toward the rear of the selector. Diagnostic
information is obtained from the single digit LED
display by pressing the display mode button.

SE

LE

MODE ID

DE

MO

MODE

MODE INDICATOR LED

IDENTIFICATION LABEL

V06724

Figure 211. CEC2 Pushbutton Shift Selector

Copyright 2006 General Motors Corp.

235

DP 8000 SERIES TRANSMISSIONS

HOLD OVERRIDE BUTTON


MODE INDICATOR
LED
IDENTIFICATION
LABEL

R
MODE

N
D

MODE BUTTON

5
4

MODE ID

3
2
1

DIGITAL DISPLAY
DISPLAY MODE/
DIAGNOSTIC BUTTON
FINAL ASSEMBLY LABEL

SIX-SPEED, RIGHT-HAND
LEVER SELECTOR
WITH REVERSE TO FRONT

V06725

Figure 212. CEC2 Lever Shift Selector

c. CHECK TRANS Light


1. Each time the engine is started, the CHECK
TRANS light illuminates briefly and then goes
off. This momentary lighting shows the light
circuit is working properly. If the light does not
come on during engine start, request service
immediately.
2. When the ECU detects a fault, the CHECK
TRANS light (usually located on the
equipment instrument panel) illuminates and
action is automatically taken to protect the
operator, vehicle, and transmission. A
diagnostic code will always be registered when
the CHECK TRANS light is on. However, not
all diagnostic codes will turn on the CHECK
TRANS light.
3. Illumination of the CHECK TRANS light
indicates that a condition was detected that
requires service attention. Operation may or
may not be restricted. However, even when
restricted, the transmission will allow the
vehicle to reach a service assistance location.
Depending upon the cause for the CHECK
TRANS light illumination, the ECU may or
may not respond to shift selector requests. The
transmission may be locked in a range and

236

both upshifts and downshifts may be restricted.


Seek service assistance as soon as possible.
d. Throttle Position Sensor (Figure 213). The
Throttle Position Sensor (TPS) can be mounted to the
engine, chassis, or transmission. The TPS contains a
pull actuation cable and a potentiometer. One end of the
cable is attached to the engine fuel lever and the other,
inside a protective housing, to the TPS potentiometer.
Output voltage from the TPS is directed to the ECU
through the external harness. The voltage signal
indicates the throttle position and, in combination with
other input data, determines shift timing.

B
C

THROTTLE
POSITION
SENSOR

V00628

Figure 213. Throttle Position Sensor (TPS)

Copyright 2006 General Motors Corp.

DESCRIPTION AND OPERATION


f. External Wiring Harnesses (Figure 215)

e. Speed Sensors (Figure 214)


1. The following three speed sensors provide
information to the ECU:
Input (engine) speedthe input (engine)
speed signal is generated by the top PTO
gear teeth.
Turbine speedturbine speed signal is generated by serrations on a tone wheel
attached to the splitter low drum.
Output speedoutput speed signal is generated by a toothed member attached to the
output shaft.
2. The speed ratios between the various speed
sensors allow the ECU to determine if the
transmission is in the selected range. Hydraulic
problems are detected by comparing speed
sensor information for the current range to the
current ranges speed sensor information
stored in the ECU memory.

INPUT
(EXTERNAL)

1. CEC2 uses three external wiring harnesses to


provide a connection between the ECU and the
following:
Transmission (including engine, turbine,
and output speed sensors)
Throttle position sensor
Vehicle interface module (VIM)
Shift selectors
Diagnostic tool connector
Vehicle interface.
2. The transmission harness may include a
bulkhead fitting to separate cab and chassis
components.

TURBINE
(EXTERNAL)

OUTPUT
(EXTERNAL)
V06589

Figure 214. CEC2 Speed Sensor

Copyright 2006 General Motors Corp.

237

DP 8000 SERIES TRANSMISSIONS


VEHICLE (V)
HARNESS
TRANSMISSION (T)
HARNESS

V
CONNECTOR
(GRAY)

VIWV
CONNECTOR

T
CONNECTOR
(BLUE)

SELECTOR (S)
HARNESS
J 1939
CONNECTOR
(OPTIONAL)
S
CONNECTOR
(BLACK)
VIWS
CONNECTOR

DIAGNOSTIC TOOL
CONNECTOR

TPS
CONNECTOR
(OPTIONAL)

DEUTSCH
DIAGNOSTIC TOOL
CONNECTOR
(OPTIONAL)
VIM
CONNECTORS

SCI (J 1587)
CONNECTOR
(OPTIONAL)

TRIM
BOOST
CONNECTOR

TEMP SENSOR/
LOCKUP
CONNECTOR

SHIFT
SELECTOR
CONNECTOR

OUTPUT
SPEED SENSOR
CONNECTOR
THROTTLE POSITION
SENSOR (TPS)
CONNECTOR

TURBINE
SPEED SENSOR
CONNECTOR

INPUT (ENGINE)
SPEED SENSOR
CONNECTOR

Bulkhead Connector (Optional)

TRANSMISSION
MAIN VALVE
BODY
CONNECTOR

NOTE: Illustration is not to scale. Actual harness


configuration may differ from this illustration.
V06591.00.01

Figure 215. CEC2 External Wiring Harnesses

238

Copyright 2006 General Motors Corp.

DESCRIPTION AND OPERATION


12V-TO-24V CONVERTER OR
24V OVERLOAD PROTECTOR
WHITE Connect in
series with equipment
starter circuit

1
TO ENGINE-OIL
PRESSURE SWITCH
(+ INPUT FROM EQUIPMENT)

GREEN TO
REVERSE SIGNAL

EQUIPMENT
FRAME GROUND
BLUE TO
EQUIPMENT
LIGHT SWITCH

TO GROUND TERMINAL () OF
EQUIPMENT BATTERY

RED

BLACK

TERMINAL #
1
2
3
4

BLACK
RED
FROM SHIFT
SELECTOR

VOLTAGE
+12
12
+24
24

FROM SHIFT PATTERN


GENERATOR (SPG)

V00725.02.00

Figure 216. Negative Ground SystemConnections for 12/24 Volt Converter or 24/24 Volt Overload Protector

227. ELECTRICAL CONNECTIONS


(Manual- Or Automatic-Electric
Control System)
a. Multipin and Individual Connections
1. In addition to seven (eight, if restrictor harness
is included) multipin connectors, there are nine
individual leads coming from the cab wiring
harness that connects the shift selector and
SPG.
2. These leads are colored (3 black, 2 red, 2
white, 1 blue, and 1 green). These leads are
connected as shown in Figure 216 or 217.
3. Other wiring varies, depending upon whether a
negative- or positive-ground system is
required.
b. Negative-Ground System
1. Figure 216 illustrates a negative-ground
system for either a 12V vehicle electrical
system (which requires the 12/24V converter),

or a 24V vehicle electrical system (which


requires the 24/24V overload protector).
2. The wire from No. 1 terminal of the power
supply unit connects to the positive pole of the
vehicle electrical system. A normally open
engine-oil pressure switch, that closes at a
pressure lower than the minimum oil pressure
of the engine, should be in this line.
3. The wire from No. 2 terminal of the power
supply unit connects to the vehicle battery
negative (ground) pole. A jumper (Figure 216)
from terminal 2 to terminal 4 must be installed
on earlier models. On later models, the jumper
is internal.
c. Positive-Ground System
1. Figure 217 illustrates a positive-ground
system for a 12V vehicle electrical system.
Only the 12/24 volt converter may be used in a
positive system (the 24/24 volt overload
protector cannot be used in a positive ground).

Copyright 2006 General Motors Corp.

239

DP 8000 SERIES TRANSMISSIONS


12V-TO-24V CONVERTER
WHITE Connect in
series with equipment
starter circuit

1
TO GROUND
TERMINAL (+)
OF EQUIPMENT
BATTERY

GREEN TO
REVERSE SIGNAL

EQUIPMENT
FRAME GROUND
BLUE TO
EQUIPMENT
LIGHT SWITCH

RED

BLACK

TO ENGINE-OIL PRESSURE
SWITCH ( INPUT FROM EQUIPMENT)
TERMINAL #
1
2
3
4

BLACK

VOLTAGE
+12
12
+24
24

RED
FROM SHIFT
SELECTOR

FROM SHIFT PATTERN


GENERATOR (SPG)
V00724.02.00

Figure 217. Positive Ground SystemConnections for 12/24 Volt Converter

2. The wire from the No. 1 terminal of the


converter connects to the positive pole
(ground) of the vehicle electrical system. A
jumper from terminal No. 1 to terminal No. 4
must be installed.
3. The wire from the No. 2 terminal of the
converter connects to the negative pole of the
vehicle electrical system. This connection
should be made through an engine-oil pressure
switch as described in Paragraph 227b(2).
d. Fusing and Overload Protection

240

system from transient or steady high current


from the vehicle system.
3. The 24/24V overload protector is equipped
with an electronic circuit breaker that opens
when any transient or steady high current is
sent to the shift system from the vehicle
system. This circuit breaker is automatically
reset by interrupting the electrical supply from
the vehicle (by stopping, then restarting the
engine when engine-oil pressure switch is
included).

1. A SFE 9A fuse is installed in the shift selector.


On shift selectors before S/N 7941, this fuse
protects only the reverse signal circuit. On shift
selectors after S/N 7940, this fuse protects the
neutral start switch.

CAUTION:

2. The 12/24V converter unit is equipped with an


SFE 712A fuse. This fuse protects the shift

Damage to system components can occur if circuits are over-fused.

4. Replace fuses with only fuses of the prescribed


amperage.

Copyright 2006 General Motors Corp.

DESCRIPTION AND OPERATION


228. TORQUE PATHS THROUGH THE
TRANSMISSION

2. From the turbine, fluid flows between the vanes


of the stator and re-enters the pump where the
cycle begins again.

NOTE:
It is assumed the engine is operating at its normal
output torque and speed in all power flows discussed. Even though two clutches are applied, the
vehicle should not move (except possibly to creep) if
the engine is idling. The torque converter will not
transmit sufficient torque at low-idle speed to move
the vehicle at more than a creep. The direction of rotation is determined by viewing the transmission
from the front (input) end.

3. 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).

a. Torque Converter Operation


1. Engine power is transmitted hydraulically
through the torque converter by the torque
converter pump. The pump throws fluid against
the turbine vanes to impart torque to the turbine
shaft.

b. Lockup Operation
1. Power is transmitted mechanically through the
lockup clutch. Application of the lockup clutch
occurs automatically as a function of front
governor (pitot) pressure.
2. When the lockup 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.

Copyright 2006 General Motors Corp.

241

DP 8000 SERIES TRANSMISSIONS


LOCKUP
CLUTCH

SPLITTER-HIGH CLUTCH
TORQUE
CONVERTER
POWER
TAKEOFF

SPLITTER-LOW
CLUTCH

HIGH-RANGE CLUTCH
INTERMEDIATE-RANGE CLUTCH
SECOND-RANGE CLUTCH

HYDRAULIC
RETARDER

REVERSE-RANGE
CLUTCH

FIRST-RANGE CLUTCH
OUTPUT
SHAFT

REVERSE-RANGE
PLANETARY

TURBINE
SHAFT

FIRST-RANGE (COMBINING)
PLANETARY

FLEX
PLATE

SECOND-RANGE PLANETARY
INTERMEDIATE-RANGE PLANETARY
MAIN SHAFT
INPUT PRESSURE PUMP

CLUTCH APPLIED
SPLITTER PLANETARY

SCAVENGE PUMP

V04785.02.01

Figure 218. Neutral OperationTorque Path

c. Neutral Operation (Figure 218)


1. Engine torque is transmitted through the torque
converter as described in Paragraph 228a.
The sun gear at the rear end of the
transmission main shaft causes the first-range
pinions to rotate in a counterclockwise
direction and the pinions cause the ring gear to

242

rotate freely in a counterclockwise direction.


The first-range planetary carrier and output
shaft does not rotate.
2. Application of the splitter-low clutch locks the
splitter sun gear to the splitter carrier causing
the entire splitter planetary set to rotate in a
clockwise direction.

Copyright 2006 General Motors Corp.

DESCRIPTION AND OPERATION


LOCKUP
CLUTCH

SPLITTER-HIGH CLUTCH
TORQUE
CONVERTER
POWER
TAKEOFF

SPLITTER-LOW
CLUTCH

HIGH-RANGE CLUTCH
INTERMEDIATE-RANGE CLUTCH
SECOND-RANGE CLUTCH

HYDRAULIC
RETARDER

REVERSE-RANGE
CLUTCH

FIRST-RANGE CLUTCH
OUTPUT
SHAFT

REVERSE-RANGE
PLANETARY

TURBINE
SHAFT

FLEX
PLATE

FIRST-RANGE (COMBINING)
PLANETARY
SECOND-RANGE PLANETARY
INTERMEDIATE-RANGE PLANETARY
MAIN SHAFT
CLUTCH APPLIED

INPUT PRESSURE PUMP


SCAVENGE PUMP

SPLITTER PLANETARY

V04785.01.00

Figure 219. First-Range, LockupTorque Path

d. First Range Operation (Figure 219)


1. Engine torque is transmitted through the
lockup clutch as described in Paragraph 228b.
2. Torque is transmitted from the turbine shaft,
through the retarder rotor and transmission
main shaft, to the first-range sun gear, as
described in Paragraph 228c(1).

the reaction member with the sun gear as the


driving member. This causes the pinions to
rotate within the stationary ring gear, thus
driving the first-range carrier. The carrier is
integral with the output shaft. The planetary
reduction in the first-range planetary produces
a ratio of 4.24:1. The splitter-low clutch is
applied but transmits no power in first range.

3. When the first-range clutch is applied, the firstrange ring gear is held stationary and becomes

Copyright 2006 General Motors Corp.

243

DP 8000 SERIES TRANSMISSIONS


LOCKUP
CLUTCH

SPLITTER-HIGH CLUTCH
TORQUE
CONVERTER
POWER
TAKEOFF

SPLITTER-LOW
CLUTCH

HIGH-RANGE CLUTCH
INTERMEDIATE-RANGE CLUTCH
SECOND-RANGE CLUTCH

HYDRAULIC
RETARDER

REVERSE-RANGE
CLUTCH

FIRST-RANGE CLUTCH
OUTPUT
SHAFT

REVERSE-RANGE
PLANETARY

TURBINE
SHAFT

FLEX
PLATE

FIRST-RANGE (COMBINING)
PLANETARY
SECOND-RANGE PLANETARY
INTERMEDIATE-RANGE PLANETARY
MAIN SHAFT

V08499.01.00

CLUTCH APPLIED

INPUT PRESSURE PUMP


SCAVENGE PUMP

SPLITTER PLANETARY

Figure 220. Second-Range, ConverterTorque Path

e. Second-Range Operation (Figure 220)


1. Engine torque is transmitted through the torque
converter described in Paragraph 228a.
2. The splitter-low clutch is applied and transmits
torque as described in Paragraph 228c(2).
3. When the second-range clutch is applied, the
second-range ring gear is held stationary and
the second-range sun gear, driven by the
splitter output shaft, is the driving member.
This causes the second-range pinions to rotate
within the stationary ring gear, driving the
second-range carrier. The second-range carrier

244

is connected to the first-range ring gear,


compounding the two sets.
4. The second-range carrier causes the first-range
ring gear to rotate in the same direction. The
transmission main shaft is driving the firstrange sun gear. The first-range ring gear will
rotate at a slower speed than the first-range sun
gear and the first-range pinions rotate within
the slower rotating first-range ring gear,
driving the first-range carrier as in first gear.
However, the first-range carrier is rotating
faster than it would if the first-range ring gear
were stationary. This combination produces a
ratio of 2.34:1.

Copyright 2006 General Motors Corp.

DP 8000 SERIES TRANSMISSIONS


LOCKUP
CLUTCH

SPLITTER-HIGH CLUTCH
TORQUE
CONVERTER
POWER
TAKEOFF

SPLITTER-LOW
CLUTCH

HIGH-RANGE CLUTCH
INTERMEDIATE-RANGE CLUTCH
SECOND-RANGE CLUTCH

HYDRAULIC
RETARDER

REVERSE-RANGE
CLUTCH

FIRST-RANGE CLUTCH
OUTPUT
SHAFT

REVERSE-RANGE
PLANETARY

TURBINE
SHAFT

FLEX
PLATE

FIRST-RANGE (COMBINING)
PLANETARY
SECOND-RANGE PLANETARY
INTERMEDIATE-RANGE PLANETARY
MAIN SHAFT

CLUTCH APPLIED

INPUT PRESSURE PUMP


SCAVENGE PUMP

V08242.00.00

SPLITTER PLANETARY

Figure 221. Third-Range, LockupTorque Path

f. Third-Range Operation (Figure 221)


1. Engine torque is transmitted through the lockup
clutch as described in Paragraph 228d(1)
and (2).
2. When the intermediate-range clutch is applied,
the intermediate-range ring gear is held
stationary. The intermediate-range sun gear,
driven by the splitter output shaft, is the
driving member. This causes the pinions to
rotate within the stationary ring gear, driving
the intermediate-range planetary carrier. The
intermediate-range planetary carrier is splined
to the second-range ring gear, compounding

the two sets. Thus, the second-range ring gear


rotates in the same direction.
3. The splitter-output shaft causes the secondrange sun gear to rotate. The second-range ring
gear rotates at a slower speed than the secondrange sun gear. This causes the pinions to
rotate within the second-range ring gear,
driving the second-range carrier. However, the
second-range carrier is rotating faster than it
would if the second-range ring gear were
stationary.
4. Torque is transmitted to the output shaft as
described in Paragraph 228e(3). Thus, three
planetary gear sets are compounded. This
combination produces a ratio of 1.70:1.

Copyright 2006 General Motors Corp.

245

DP 8000 SERIES TRANSMISSIONS


LOCKUP
CLUTCH

SPLITTER-HIGH CLUTCH
TORQUE
CONVERTER
POWER
TAKEOFF

SPLITTER-LOW
CLUTCH

HIGH-RANGE CLUTCH
INTERMEDIATE-RANGE CLUTCH
SECOND-RANGE CLUTCH

HYDRAULIC
RETARDER

REVERSE-RANGE
CLUTCH

FIRST-RANGE CLUTCH
OUTPUT
SHAFT

REVERSE-RANGE
PLANETARY

TURBINE
SHAFT

FLEX
PLATE

FIRST-RANGE (COMBINING)
PLANETARY
SECOND-RANGE PLANETARY
INTERMEDIATE-RANGE PLANETARY
MAIN SHAFT

CLUTCH APPLIED

INPUT PRESSURE PUMP


SCAVENGE PUMP

V08243.00.00

SPLITTER PLANETARY

Figure 222. Fourth-Range, ConverterTorque Path

g. Fourth-Range Operation (Figure 222)


1. Engine torque is transmitted through the torque
converter as described in Paragraph 228a.
2. The shift to fourth-range releases the splitterlow clutch and applies the splitter-high clutch,
leaving the intermediate-range clutch applied.
Application of the splitter-high clutch holds
the sun gear stationary. The splitter-high
carrier, splined to the transmission main shaft,
is the driving member. The pinions rotate

246

around the stationary sun gear and overdrive


the splitter-high ring gear. The splitter ring
gear is splined to the splitter output shaft. This
causes the splitter output shaft to rotate at a
higher speed than it did when the splitter-low
clutch was applied.
3. Torque is transmitted from the splitter output
shaft to the transmission output as described in
Paragraph 228f(2) and (3). This combination
produces a ratio of 1.31:1.

Copyright 2006 General Motors Corp.

DP 8000 SERIES TRANSMISSIONS


LOCKUP
CLUTCH

SPLITTER-HIGH CLUTCH
TORQUE
CONVERTER
POWER
TAKEOFF

SPLITTER-LOW
CLUTCH

HIGH-RANGE CLUTCH
INTERMEDIATE-RANGE CLUTCH
SECOND-RANGE CLUTCH

HYDRAULIC
RETARDER

REVERSE-RANGE
CLUTCH

FIRST-RANGE CLUTCH
OUTPUT
SHAFT

REVERSE-RANGE
PLANETARY

TURBINE
SHAFT

FLEX
PLATE

FIRST-RANGE (COMBINING)
PLANETARY
SECOND-RANGE PLANETARY
INTERMEDIATE-RANGE PLANETARY
MAIN SHAFT

CLUTCH APPLIED

INPUT PRESSURE PUMP


SCAVENGE PUMP

V08244.00.00

SPLITTER PLANETARY

Figure 223. Fifth-Range, LockupTorque Path

h. Fifth-Range Operation (Figure 223)


1. Engine torque is transmitted through the torque
converter as described in Paragraph 228b.
2. Application of the high-range clutch locks the
third-and-fourth-range ring gear to the clutch
drum, which is splined to the splitter output
shaft. The splitter output shaft is also driving
the intermediate-range sun gear so that the
intermediate-range planetary is locked up and
rotates as a unit at a 1:1 ratio.

3. In fifth-range, the splitter-low clutch is applied.


The splitter sun gear is locked to the splitter
drum which is splined to the transmission main
shaft. The transmission main shaft also drives
the splitter planetary carrier so that the splitter
planetary is locked up and rotates as a unit at a
1:1 ratio.
4. With both planetary sets locked up, the entire
gear train rotates as a unit. This produces a
ratio of 1:1 at the transmission output.

Copyright 2006 General Motors Corp.

247

DP 8000 SERIES TRANSMISSIONS


LOCKUP
CLUTCH

SPLITTER-HIGH CLUTCH
TORQUE
CONVERTER
POWER
TAKEOFF

SPLITTER-LOW
CLUTCH

HIGH-RANGE CLUTCH
INTERMEDIATE-RANGE CLUTCH
SECOND-RANGE CLUTCH

HYDRAULIC
RETARDER

REVERSE-RANGE
CLUTCH

FIRST-RANGE CLUTCH
OUTPUT
SHAFT

REVERSE-RANGE
PLANETARY

TURBINE
SHAFT

FLEX
PLATE

FIRST-RANGE (COMBINING)
PLANETARY
SECOND-RANGE PLANETARY
INTERMEDIATE-RANGE PLANETARY
MAIN SHAFT

CLUTCH APPLIED

INPUT PRESSURE PUMP


SCAVENGE PUMP

V08245.00.00

SPLITTER PLANETARY

Figure 224. Sixth-Range, LockupTorque Path

i. Sixth-Range Operation (Figure 224)


1. Engine torque is transmitted through the
lockup clutch as described in Paragraph 228b.
2. Application of sixth range releases the splitterlow clutch and applies the splitter-high clutch,
leaving the high-range clutch applied.
Application of the splitter-high clutch holds
the splitter sun gear stationary. The splitterhigh carrier, splined to the transmission main
shaft, is the driving member. The pinions
rotate around the stationary sun gear and
overdrive the splitter ring gear. Note that the
splitter ring gear is splined to the splitter output

248

shaft. This causes the splitter output shaft to


rotate at a higher speed than it did when the
splitter-low clutch was applied, and at a higher
speed than the main shaft.
3. This faster rotation is transmitted through the
locked up high-range clutch, third-and-fourthrange planetary, and second-range planetary to
the first-range ring gear. Since this ring gear is
rotating faster than the first-range sun gear
(driven by the main shaft), the first-range
carrier and output shaft is driven faster than the
transmission main shaft. This combination
produces a ratio of 0.727:1 (overdrive).

Copyright 2006 General Motors Corp.

DP 8000 SERIES TRANSMISSIONS


LOCKUP
CLUTCH

SPLITTER-HIGH CLUTCH
TORQUE
CONVERTER
POWER
TAKEOFF

SPLITTER-LOW
CLUTCH

HIGH-RANGE CLUTCH
INTERMEDIATE-RANGE CLUTCH
SECOND-RANGE CLUTCH

HYDRAULIC
RETARDER

REVERSE-RANGE
CLUTCH

FIRST-RANGE CLUTCH
OUTPUT
SHAFT

REVERSE-RANGE
PLANETARY

TURBINE
SHAFT

FLEX
PLATE

FIRST-RANGE (COMBINING)
PLANETARY
SECOND-RANGE PLANETARY
INTERMEDIATE-RANGE PLANETARY
MAIN SHAFT

CLUTCH APPLIED

INPUT PRESSURE PUMP

V08246.00.00

SPLITTER PLANETARY

SCAVENGE PUMP

Figure 225. Reverse Range, ConverterTorque Path

j. Reverse Operation (Figure 225)


1. Engine torque is transmitted as described in
neutral operation (Paragraph 228c).
2. The splitter-low clutch is applied. This locks
the splitter sun gear to the splitter carrier,
causing the entire splitter planetary carrier set
to rotate as a unit in a clockwise direction.
However, the splitter system action is not
utilized in reverse.
3. Application of the reverse-range clutch holds
the reverse ring gear stationary. The reverse sun
gear is connected to the first-range ring gear.

4. The first-range sun gear rotates clockwise,


causing the first-range planetary pinions and
ring gear to rotate counterclockwise. The
reverse
sun
gear
also
rotates
counterclockwise.
5. With the reverse ring gear held stationary, the
reverse planetary pinions rotate clockwise
within the reverse ring gear. This causes the
pinions to drive the reverse carrier, which is
splined to the output shaft, in a counterclockwise direction. This combination
produces a ratio of 5.75:1.

Copyright 2006 General Motors Corp.

249

DP 8000 SERIES TRANSMISSIONS


NOTES

250

Copyright 2006 General Motors Corp.

Section 3PREVENTIVE MAINTENANCE


31.

SCOPE

This section describes routine procedures to maintain


the transmission in good operating condition. Included
are instructions for care of the fluid system, minor adjustments of the transmission and control linkage, tests
to determine condition, instructions for extended storage and a troubleshooting chart.

32.

GENERAL INSPECTION
AND CARE

a. Clean and inspect the exterior of the transmission


at regular intervals for:
Loose bolts (transmission and mounting components)
Transmission fluid leaks
Damaged or loose hydraulic lines
Worn or frayed electrical connections and
damaged connectors
Condition of control linkage and cables
Condition and routing of wiring harnesses.
b. Inspect the transmission fluid level at the start of
each shift.

33.

by the input pump and are directed to the


clutches and converter, causing converter
cavitational noises and irregular shifting. The
aeration also changes the viscosity and color of
the fluid to a thin milky liquid.
3. Too much fluid in the sump can introduce fluid
into the gearing and clutches during severe up
or down grade operation of the vehicle. This
can cause aeration which can overheat the
transmission or cause irregular shift patterns.

WARNING!
To help avoid injury and property damage
caused by sudden and unexpected vehicle movement, do not perform maintenance or service
procedures until you:
Put transmission in N (Neutral).
Set the parking brake and service brakes and
make sure they are properly engaged.
Chock the wheels and take any other steps
necessary to keep the vehicle from moving.

CAUTION:
To avoid transmission housing damage and fluid
leakage, refer to Paragraph 413c before removing or installing fluid level check plugs.

FLUID LEVEL TESTS

a. Importance of Proper Fluid Level


1. Maintaining the proper fluid level is very important. The transmission fluid is used to apply
clutches and lubricate and cool the components. Transmission performance will be affected when the fluid aerates. The primary
causes of aeration are low fluid in the sump or
too much fluid in the sump.
2. A low fluid level will not completely envelop
the oil filter. Therefore fluid and air are drawn

b. Cold Test. The cold fluid check (engine not


running) is made only to determine if there is
sufficient fluid to permit safe starting of the engine. A
visual liquid level indicator (Figure 31) or check
plugs (Figure 32) are provided. The fluid level should
be visible in the lower half of the sight gauge. If no
sight gauge is present, the fluid level must be at or
above the fluid level check plug before the engine is
started.

Transmission fluid leaks require immediate attention.

Copyright 2006 General Motors Corp.

31

DP 8000 SERIES TRANSMISSIONS


transmission at a normal operating temperature
of 180200F (8293C). The hydraulic
retarder control must be in the OFF position.

VISUAL LIQUID LEVEL INDICATOR


FLUID CHECK PROCEDURE:
1. FLUID ALLISON C-4 APPROVED
2. TRANSMISSION AT
NORMAL OPERATING
TEMPERATURE
(180200F; 8393C)
3. NEUTRAL
ENGINE IDLE

Install with
knurled plug up

RED LINE
NO RED LINE
VISIBLE (OVERFILL)

SAFE
OPERATIONAL
LEVEL AREA

2. A visual liquid level indicator (Figure 31) or a


fluid level plug (Figure 32) is provided. The
fluid level must be visible in the safe operating
range of the sight gauge. If no sight gauge is
present, remove the fluid level check plug.
Under the conditions stated in the previous
paragraph the fluid level should be at the plug
level. If the fluid is below this level add
sufficient fluid to bring it to the plug level.
Drain excess fluid until fluid is at the plug
level.

FULL MARK
(CENTER)

34.
NO FLUID VISIBLE
(UNDERFILL)

CHANGING FLUID
AND FILTERS

a. Cleanliness. Transmission fluid must be handled


in clean containers to prevent foreign material from
entering the transmission.

CAUTION:
H00711.01

Figure 31. Visual Liquid Level Indicator

c. Hot Test
1. A hot fluid check is made to determine if there
is sufficient fluid for operation of the
transmission. This test is made, while the
engine is running, after a few minutes
operation at engine idle (approximately
650 rpm), the equipment standing level, the

32

Containers or fillers that have been used for antifreeze or engine coolant solution must not be
used for transmission fluid.
b. Fluid Capacity. Straight-through configuration
transmissions require approximately 21 U.S. gallons
(79 liters) for initial filling, plus the additional amount
needed in the external system (cooler, filter, external
lines). Dropbox configurations require approximately
34 gallons (129 liters) initially (plus external system).
For refill, approximately 2 gallons (7 liters) less will
be required for each configuration.

Copyright 2006 General Motors Corp.

PREVENTIVE MAINTENANCE
BREATHER
INTERMEDIATE-RANGE
PRESSURE TAP

SECOND-RANGE
PRESSURE TAP
REVERSE-RANGE
PRESSURE TAP
PIPE PLUG
(2)
LUBRICATION
PRESSURE
TAP

PITOT
PRESSURE
TAPS
SPLITTER-LOW
PRESSURE TAP
FLUID LEVEL
PLUG
FLUID FILLER HOLE
FIRST-RANGE
PRESSURE TAP
PIPE PLUG

LOCKUP
TRIMMER
PRESSURE TAP
OIL
STRAINER
ASSEMBLY

NEUTRAL TRIMMER
PRESSURE TAP
VH08500.00.00

Figure 32. DP 8000 Series Transmission Fluid Level Plug and Pressure TapsManual-Hydraulic Models

c. Recommended Hydraulic Fluid


1. Off-highway transmissions require proper fluid
and regular fluid system maintenance for
optimum performance and reliability. Fluid
selection is influenced by the operating
environment and duty cycle. The severity of
transmission service and type of fluid, filter
assembly, and filter elements determine the
fluid and filter change intervals.
2. Allison Transmission recommends only
TranSynd RD or transmission fluids that
meet Allison Type C-4 specifications for use in
DP 8000 off-highway transmissions. Some
DEXRON-III fluids have been qualified as
C-4 fluids also. The current C-4 and
DEXRON-III fluids approved by Allison
Transmission are listed in Bulletin GN3456EN,
available
from
Allison
Transmission

Distributors or from the Allison website at


www.allisontransmission.com.
3. Higher viscosity fluids, SAE 30 or SAE
15W-40, are recommended for optimum
transmission life in DP 8000 off-highway
transmissions. When choosing the fluid
viscosity, consider geographic location and
preheat requirements. Proper viscosity grade
selection is important for transmissions
operating in cold ambient conditions. Preheat
and start-up procedures are required when
operating Allison transmissions below the
fluids minimum critical temperature which is
viscosity grade dependent. Table 31 identifies
a number of lower viscosity fluids for
consideration when operating in low ambient
conditions.

Copyright 2006 General Motors Corp.

33

DP 8000 SERIES TRANSMISSIONS


cannot be utilized, change the fluid according
to the intervals in Table 33.

CAUTION:
Disregarding minimum fluid temperature limits
can result in transmission malfunction or reduced life.
Table 31. Minimum Operating Temperature
Without Preheat
Fluid
SAE OW-30 or TranSynd RD
SAE OW-20 (Arctic Oil)
DEXRON-III
SAE 10W
SAE 15W-40
SAE 30
SAE 40

F
22
22
18
4
5
32
50

C
30
30
28
20
15
0
10

4. Supplemental additives are products that are


manufactured and marked as add-ons to
transmissions fluids and engine oils for the
purpose of altering the frictional, anti-wear,
and/or oxidation properties of the host fluid.

CAUTION:
These products are not approved for use in any
Allison Transmission automatic and/or powershift transmission and must not be used.
d. Cold Weather Start-Up. Listed in Table 31 are
the minimum fluid temperatures at which the
transmission may be safely operated in a forward
range or reverse. When ambient temperature is below
the minimum fluid temperature limit and the
transmission is cold, preheat is required. If auxiliary
heating equipment is available, preheat the fluid to the
minimum temperature limit. If auxiliary heating
equipment is not available, run the engine at low idle
for at least 20 minutes with the transmission in neutral
before operating in a forward or reverse range. Failure
to observe the minimum fluid temperature limit can
result in transmission malfunction or reduced
transmission life.
e. Transmission Fluid Change Intervals
1. Fluid analysis is the preferred method to determine transmission fluid change intervals. Monitor the oxidation level according to the measurement limits shown in Table 32. The fluid
is usable if it meets both limits. If fluid analysis
34

Table 32. Fluid Oxidation Measurement Limits


Measurement
Viscosity

Limits
+/-25% change from new fluid

Total acid number +3.0 change from new fluid


NOTE: Consult the local industrial yellow pages for fluid analysis
firms. Use one fluid analysis firm as results from various firms
cannot be accurately compared.

2. When servicing a transmission, visually


inspect the fluid at the sample and drain
locations for:
Dirt
Metal
Coolant contamination.

3. More frequent fluid changes may be required


for the following reasons:
If the fluid is visually contaminated
If the environment produces high levels of

contamination
Fluid analysis indicates the fluid is oxidized
beyond the limits in Table 32.
Table 33. Standard Fluid Change Intervals
(by Fluid Type)
Transmission
Model

Fluid
Recommendation
TranSynd RD
DP 8000 Series
C-4 Fluids

Drain
Intervals
(Hours)
4000
1200

f. Filter Change Intervals


1. Filter change intervals are determined by the
specific filter assembly and filter elements
used.
NOTE:
The charging pump screen located in the transmission sump is a fluid strainer and only has to be serviced at overhaul.
2. Allison High-Efficiency filters are equipped
with a differential pressure switch (p) that
indicates when the filter elements are plugged
with filtration debris and must be changed.

Copyright 2006 General Motors Corp.

PREVENTIVE MAINTENANCE
Continued operation after the indication point
will cause the filter bypass valve to open,
allowing unfiltered fluid to circulate into the
transmission.

CAUTION:
For Allison High-Efficiency direct and remote
mount transmission main circuit filters, the integral bypass valves are located in the filter base
(Figure 33 and 34). Inspect the bypass valves
whenever the filter elements are changed. A visual inspection must show the bypass valve
squarely seated in the filter housing (Figure 35).
If the valve is cocked, loose, or missing, replace
the filter head.

FILTER BASE

BYPASS VALVE
VH05003.00.01

Figure 33. Direct Mount Filter Base

3. If the filter change interval cannot be


monitored with the p switch as described,
change the filter elements whenever the fluid is
changed and at 600 hours intervals between
fluid changes.
4. Filter elements installed on new or newly
rebuilt transmissions may experience shorter
than normal service life during the run-in
period. This is normal and caused by the fluid
being filtered to the six microns filtration level
of the Allison High-Efficiency filter. However,
each successive element should provide longer
service life. In this case, replace the filter
element, but do not change the fluid unless the
fluid
is
visibly
contaminated.
New
transmission fluid is generally contaminated
above the six microns level and changing it
unnecessarily may actually add contamination
resulting in reduced filter life. If problems
persist, contact the fluid supplier or perform a
fluid analysis of the new fluid.
5. Monitoring the actual filter element service life
to the indicated change point as determined by
the p switch indication allows the general
condition of the transmission internal wearing
components to be determined. After system
cleanup, the filter elements provide long
service life in a normal functioning
transmission. As the internal wearing
components inside the transmission begin to
deteriorate, the filter elements provide
measurably shorter service life due to the
filtering out of debris from the deteriorating
components. Measurable premature filter
element p indications may be utilized as an
early warning signal that a preventive
maintenance repair is advisable to prevent
excessive consequential damage.

FILTER BASE

BYPASS VALVE

H05004

Figure 34. Remote Mount Filter Base

Figure 35. Bypass Valve Seated in Filter Base

Copyright 2006 General Motors Corp.

35

DP 8000 SERIES TRANSMISSIONS


DIFFERENTIAL PRESSURE SWITCH TEST BLOCK

Drill 18 x 114 in. depth


Drill for 18 NPTF x 12 in. depth
1.250 in.
15
2.250 in.

0.100 in.
0.75016 STRAIGHT THREAD
(PORT CONTOUR CUTTER)

45

0.100 in.

0.811 in.

0.562 in. MIN


FULL DRILL DEPTH
0.656 in. MAX
TAP DRILL DEPTH

0.500 in.

TEST PROCEDURE:
1. Remove P switch from filter and
install in test block.
2. Reconnect wiring harness to
warning light.
3. Pump up pressure to test block and
watch for warning light indication.
4. AT switch P/N 23018846 should
indicate at 16 psi ( 3 psi).
Switch P/N 29529657 should
indicate at 35 psi ( 3 psi).

1.250 in.

0.640 in.

PRESSURE SWITCH GAUGE TESTER

PRESSURE RELEASE
VALVE

18 in.

J 33884-4

PIPE ADAPTER

V05408.01.01

Figure 36. Differential Pressure Switch (p) Test Block

36

Copyright 2006 General Motors Corp.

PREVENTIVE MAINTENANCE
6. Due to the significant cost-to-operation
advantage that can be achieved by monitoring
the p switch system, it is recommended that
the proper function of this system be
monitored on a periodic preventive
maintenance schedule. A test block to activate
the switch is shown in Figure 36.
7. For detailed information on transmission fluid
characteristics, analysis, and selection, refer to
GN2005EN, Technicians Guide, Automatic
Transmission Fluid Understanding/Analysis. It
is available from any Allison Distributor or
Dealer.
8. Test procedure for p switch test block:
Remove p switch from filter and install in
test block.
Reconnect wiring harness to warning light.
Pump up pressure to test block and watch
for warning light indication.
Allison Transmission switch P/N 23018846
should indicate at 16 psi, 3 psi (110.3 kPa,
20.7 kPa).
Allison Transmission switch P/N 29529657
should indicate at 35 psi, 3 psi (241.3 kPa,
20.7 kPa).
g. Procedures
1. The transmission should be at operating temperature (after about one hour of operation).
2. Remove the fluid drain plugs from the sump
and oil filters (Figure 32, 37) and drain the
fluid. Replace the plug.

3. The transmission has a cylindrical oil screen


located in the oil strainer assembly in the oil
sump (Figure 32, 37). Install a new gasket
when replacing the cover after each cleaning.
Clean the screen assembly thoroughly.
4. See Paragraph 34f for filter change intervals.
Thoroughly clean the filter shells when filter
elements are changed. Install new gaskets (or
sealrings) when new filter elements are
installed.
5. Before starting the engine, refill the
transmission with clean transmission fluid
(Paragraph 34b and c). The fluid filler
arrangement varies among installations.
6. When filling the system, pour fluid into the
transmission until the correct level is indicated
on the sight gauge or at the check plug. Start
the engine and let it idle for two or three
minutes. If the main fluid pressure fluctuates
and will not stabilize during this period, add
fluid. After enough fluid is added to stabilize
the pressure, operate the vehicle through all
ranges until the temperature reaches 180F
(82C). Stop the vehicle and inspect the fluid,
as outlined in Paragraph 33b or c. Add fluid,
if required, while the engine is running.
7. Carefully inspect the filter components and
cover for fluid leakage while the engine is
running.

Copyright 2006 General Motors Corp.

37

DP 8000 SERIES TRANSMISSIONS


LUBRICATION
PRESSURE TAP

MAIN-PRESSURE TAP
PITOT
PRESSURE
TAP

BREATHER

LOCKUP
PRESSURE
TAP

FLUID LEVEL
PLUG

INHIBITOR
PRESSURE
SWITCH

FIRST- AND REVERSERANGE PRESSURE TAP


INTERMEDIATE-RANGE
PRESSURE TAP
DRAIN PLUG

SPLITTER-LOW
PRESSURE TAPS

OIL SCREEN ASSEMBLY

OIL HEATER ELEMENT PLUG

VH08247.00.00

Figure 37. DP 8000 Series Transmission Fluid Level Plug and Pressure TapsElectric-Shift Models

35.

FLUID CONTAMINATION

a. Examine at Fluid Change. At each fluid change,


examine the drained fluid for evidence of dirt or water.
A normal amount of condensation emulsifies in the
fluid during transmission operation. However, if there
is evidence of water, inspect the cooler (heat exchanger) for leakage between the water and fluid areas. Fluid in the water side of the cooler (or vehicle radiator) is another sign of leakage. This, however, may
indicate leakage from the engine oil system.
b. Metal Particles
1. Metal particles in the fluid (except for the
minute particles normally trapped in the filter)
indicate damage has occurred in the transmission. The transmission must be disassembled
and closely inspected to find the source of
metal particles in the sump.
2. Metal contamination requires the complete
disassemble and cleaning of the transmission,
internal and external circuits, cooler, and all
38

other areas where the particles could lodge.


The complete transmission must be dismantled
into as many serviceable details as possible
and thoroughly cleaned; not just the problem
area.
c. Coolant Leakage
1. If engine coolant leaks into the transmission
fluid system, immediate action must be taken
to prevent malfunction and possible serious
damage. The transmission must be completely
disassembled, inspected, and cleaned. All friction-faced clutch plates and lockup clutches
must be replaced if glycol is present. All traces
of the coolant and varnish deposits, resulting
from coolant contamination, must be removed. Repair or replace the cooler before installing a new or rebuilt transmission.
2. A Gly-Tek test kit to detect glycol in
transmission fluid can be obtained from Nelco
Company, 1047 McKnight Road South, St. Paul,
Minnesota 55119. Refer to SIL 18-TR-98.

Copyright 2006 General Motors Corp.

PREVENTIVE MAINTENANCE
NOTE:
Some C-4 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 to confirm results.
d. Cooler Circuit Filter
1. An auxiliary filter may be installed in the
cooler line circuit. Converter-out pressure must
not exceed 65 psig (447 kPa) under the following conditions:
Transmission at operating temperature
Wide open throttle in the highest range
Retarder OFF.

2. The filter must be non-bypassing with a


pressure drop indicator. The maximum
pressure drop across the filter base and element
must not exceed 1319 psi (89131 kPa). The
maximum operating temperature capability
should be 330F (166C).

36.

BREATHER

The breather is located at the top of the transmission


housing as shown in Figure 37. The breather prevents
pressure buildup within the transmission. The breather
must be kept clean and the passage open. The prevalence of dust and dirt will determine how often the
breather requires cleaning.

37.

DETERMINING FLUID
PRESSURES, TEMPERATURES

converter-out (to cooler) fluid temperature.


The indicator sending unit is installed in a
tapped hole at the top of the retarder control
valve assembly (Figure 38. The indicator is
marked with a range of 150330F (65
165C). The 150275F (65135C) segment
has a green band. The 275330F (135165C)
segment is red. The safe operating range is
green. The red indicates overheating. The only
exception to this limit is during retarder
operation. For intermittent retarder operation
only, the converter-out fluid temperature may
exceed 275F (135C) but under no condition
is the converter-out fluid temperature to exceed
330F (165C). The normal operating
temperature of the transmission is 160 200F
(7193C).
2. If the maximum converter-out fluid
temperature is reached, stop the vehicle and
shift the transmission into neutral. Operate the
engine at 1500 rpm to reduce the transmission
fluid temperature. If the transmission fluid
does not cool in approximately 30 seconds, or
if it continues to overheat after operation is
continued, stop the engine and locate the
problem.
c. Pressure Test Points. The location of the
pressure test points are as follows:
1. Lockup pressureupper plug on lockup valve
body (Figure 37).
2. Pitot pressure (front governor)lower plug on
lockup valve body and the lower side of the
front bearing retainer (Figure 32).

a. Fluid Pressure Indicator. A pressure indicator


may be installed in the instrument panel to indicate
the fluid pressure. The indicator is calibrated from
50300 psi (3452067 kPa) and reads as indicated by
the following:

3. Lubrication pressuretwo plugs at upper side


of front bearing retainer (Figure 32).

50140 psi (345965 kPa) segment is solid red

5. Lockup trimmer, neutral trimmer, first-range


clutch, second-range clutch, intermediaterange clutch pressurecontrol valve (Figure
32).

140250 psi (9651724 kPa) segment is solid


green
250300 psi (17242067 kPa) segment is solid
red.
b. Fluid Temperature Indicator

4. Splitter-low clutch pressurelower side of


front bearing retainer (Figure 32, 37).

6. Reversetransmission rear cover (Figure 32,


37).
d. Determining, Adjusting Main Pressure

1. A temperature indicator may be installed on


the vehicle instrument panel to indicate

1. Determine main pressure at the indicator on


the instrument panel (if so equipped) or by

Copyright 2006 General Motors Corp.

39

DP 8000 SERIES TRANSMISSIONS


connecting a pressure indicator to the opening
on the front side of the main-pressure regulator
body (Figure 33). Refer to Table 11 for
main-pressure data.
2. Raise main pressure by adding shims 19
(Foldout 20,B) between booster plug 20 and
valve spring 18. Each shim will raise the
pressure approximately 3 psi (21 kPa). Shim to
obtain the pressure specified in Table 11 in
fifth-range. Tighten plug 20 sufficiently to
prevent leakage.
e. Determining
Converter-Out
Pressure.
Converter-out pressure may be determined at the point
provided for attaching the temperature and converterout pressure tapped openings (Figure 38). With
transmission at a normal operating temperature of 160
200F (7193C), maximum converter-out pressure at
full throttle stall is 65 psi (448 kPa); minimum is 30
psi (207 kPa).
f. Determining Lubrication Pressure. Determine
the lubrication pressure by connecting a pressure

indicator at one of the test points listed in Paragraph 3


7c(3). The lubrication fluid pressure should be
approximately 50 psi (345 kPa) when the transmission
is in first-range, with the output stalled, the
transmission at a normal operating temperature of 160
200F (7193C) and the engine running at 1000 rpm.

38.

LINKAGE

a. Manual Selector Valve Adjustment. Refer to


the vehicle manual for specific linkage adjustment
procedures. The following general procedures are applicable to most vehicles.
1. The manual selector lever should move easily
and give a crisp detent feel in each position.
The linkage should be adjusted so the stops in
the shift selector match the detents in the transmission.
2. The linkage is correctly adjusted when the pin
which engages the shift lever linkage at the
transmission can be moved freely in each
range.
OIL FILTERS

PTO COVER
TRUNNION
MOUNT

TEMPERATURE AND CONVERTER-OUT


PRESSURE TAP

REAR COVER

INPUT
FLANGE

PARKING
BRAKE

FRONT
COVER
MOUNTING PAD

INPUT PRESSURE AND


SCAVENGE OIL PUMP

RETARDER CONTROL
VALVE BODY

LIQUID LEVEL
INDICATOR
OIL PAN
V08248.00.00

Figure 38. DP 8000 Series TransmissionFluid Temperature and Pressure Check Points

310

Copyright 2006 General Motors Corp.

PREVENTIVE MAINTENANCE
b. Maintaining Proper Adjustment
1. The manual selector valve linkage is properly
adjusted when the detents correspond exactly
with those in the transmission.
2. Periodic inspections should be made for the
following:
Bent or worn parts
Loose threaded connections
Loose bolts
Accumulation of grease and dirt.

3. All moving joints must be kept clean and well


lubricated.
c. Retarder Valve Linkage
1. The retarder is not applied when the valve is
down (into the valve body). Therefore, it is important, for normal operation with the retarder
off, that the linkage be adjusted so the valve is
held firmly down onto its stop. If the linkage
allows the retarder to be partially applied, excessive drag and overheating will result and
fuel consumption will be excessive. Make sure
the valve is all the way up when the retarder is
applied.
2. Inspect the control linkage for binding, wear,
or breaks. Clean, inspect, and lubricate all
linkage. Air cylinder retarder control systems
should include a stop to prevent battering the
valve against its internal stop.

39.

EXTERNAL FLUID LINES AND


OIL COOLER

a. External Lines. Inspect for loose or leaking connections and worn or damaged hoses.
b. Oil Cooler
1. Examine the radiator coolant for traces of
transmission fluid. This condition indicates a
faulty heat exchanger.
2. Abnormally high operating temperatures can
cause clogging of the oil cooler as well as
transmission failure. The oil cooler system
should be thoroughly cleaned after each
rebuild. Failure to do so may cause poor
performance, overheating, and transmission

damage. Recommendations for cleaning or


flushing the oil cooler are in the vehicle service
manual.

310. ADJUSTING LOCKUP SPEED


a. Lockup Speed in the Vehicle
1. Lockup speed should be tested with the transmission in fifth-range at the point of lockup
disengagement (release). The lockup pressure
check point is shown in Figure 32. Lockup
clutch disengagement should be as close as
possible to the vehicle manufacturer's recommendations. Lockup disengagement speed may
be found in the Allison Transmission Parts
Catalog, PC1249EN, under the group label.
2. Attach a tachometer of known accuracy to the
engine. Increase the vehicle speed until it is
operating in lockup. At this point, apply the
hydraulic retarder (or drive the vehicle up an
incline) until the lockup clutch releases and the
transmission operates in converter operation.
Note the engine speed at the moment the
lockup clutch releases and compare it to the
lockup release speed recommended by the
vehicle manufacturer for the transmission. If
the lockup release occurred in reverse, neutral,
first, or second, the engine speed will be
approximately 50 rpm less than that observed
in the third-range through sixth-range.
NOTE:
Although transmissions may have the same model
designation, the engine speed at which the lockup
clutch release occurs may vary between them due to
the vehicle application and the engine governed
speed. Therefore, be sure that the lockup release
speed is the one specifically recommended for the
vehicle and transmission being tested and adjusted.
b. Lockup Speed and Shift PointsUsing a
Test Stand
1. The electric control valve body incorporates a
hydraulic overlap system which functions during some upshifts and downshifts. Therefore,
when checking on a test stand at engine idle
with no load, the transmission output shaft will

Copyright 2006 General Motors Corp.

311

DP 8000 SERIES TRANSMISSIONS


visibly stop turning momentarily during some
shifts. This is normal and will not harm the
transmission. At top engine speed, the output
shaft should not visibly stop during range
shifts. When the transmission is installed in a
vehicle and shifted properly, the unit will operate and perform satisfactorily.
2. See NOTE in Paragraph 310a.
c. Lockup Speed Adjustment. If the lockup release
rpm requires adjustment, the speed can be changed by
adding or removing shims 18 (Foldout 9,B). These
shims are located between lockup shift valve 19 and
lockup valve spring 17. Adding a shim will raise the
lockup speed approximately 20 rpm; removing a shim
will lower the lockup speed approximately 20 rpm.

312. CONVERTER STALL TEST


NOTE:
The engine stall speeds for all Allison Transmissionapproved engine/transmission applications may be
obtained from the SCAAN Computerized Vehicle
Performance program. Access to this program is
available at Allison Transmission distributors and
any Allison Transmission Regional Office.
a. Purpose. A stall test should be conducted when
the power package (engine and transmission) is not
performing satisfactorily. The purpose of the test is to
determine if the transmission is the malfunctioning
component.

WARNING!
311. ADJUSTING PARKING BRAKE
a. The internal, expanding shoe type parking brake
is mounted at the rear of the transmission at the output.
b. Brake drums can be turned to remove signs of
wear up to 0.100 inch (2.54 mm) diametral.
c. Adjust the brake shoes for proper drum clearance.
Remove probe hole cover 73 and adjusting hole cover
74 (Foldout 19,B). Tighten the brake adjusting screw
until the brake lining is tight against the drum. Then
back off the adjusting screw three full turns. Replace
both covers.
d. Adjust the vehicle brake linkage by releasing the
hand lever fully, and adjusting the connecting linkage
so that it can be freely connected to the apply lever on
the brake. All slack should be taken out of the brake,
without actually moving the brake shoes, when the
linkage adjustment is made.
e. New drums and brake shoe linings need to be
burnished. Refer to the brake manufacturer's
instructions.

CAUTION:
Do not overburnish the brake.
312

The vehicle must be positively prevented from


moving when conducting a stall test. The parking
and service brakes must be applied, and the
vehicle should be blocked to prevent movement
forward or reverse. Keep people safely away
from the vehicle path. Do not maintain the stalled
condition longer than thirty seconds due to rapid
heating of the transmission fluid. With the
transmission in neutral, run the engine at 1200 to
1500 rpm for two minutes to cool the fluid
between tests. Do not allow the converter-out
temperature to exceed 275F (135C). Keep a
close check to prevent overheating of the engine
cooling system.
b. Procedures
1. A tachometer of known accuracy must be used.
2. Lock the transmission output before
performing a stall test.
3. Move the selector control to fifth-range for
transmissions with manual-hydraulic shift or
manual-electric shift.
4. If the transmission is equipped with an
automatic-electric shift, install Harness
Adapter, J 24712 onto the shift selector. This
provides a fifth-range hold regardless of the
throttle setting.
5. Slowly accelerate the engine to full throttle,
and note the maximum rpm the engine will
attain. Converter-out pressure should be 30 psi
(207 kPa) minimum. Compare the speed

Copyright 2006 General Motors Corp.

PREVENTIVE MAINTENANCE
attained to the speed specified by the vehicle
manufacturer as normal for those conditions.
An engine speed above or below the specified
range by more than 150 rpm may indicate a
malfunction in the engine or transmission.
NOTE:
Engine power will decrease with an increase in
elevation (altitude), becoming more pronounced at
greater elevation. This will result in a lower engine
speed under converter stall conditions.

c. Storage, One YearWithout Fluid


1. Drain the fluid.
2. Spray two ounces (60 milliliters) of VCI #10
through the fill tube.
3. Seal all openings and the breather with
moisture-proof tape.
4. Coat all exposed, unpainted surfaces with
preservative grease such as petroleum (MIL-C11796, Class 2).
5. If additional storage time is required, repeat
Steps (2), (3), and (4) at yearly intervals.

6. After making allowances for elevation, a low


engine speed may indicate the engine is not
delivering full power. Refer to the engine
service manual for engine repair information.

d. Storage, One YearWith Fluid (Normally In


A Vehicle Chassis)

7. If low engine speed persists after the engine is


tuned, refer to Troubleshooting Table 310.

1. Drain the fluid and replace the oil filter element(s).

8. If high engine speed is noted, refer to


Troubleshooting Table 310.
c. Procedures for Automatic-Electric Shift
Models. Use the procedures in 312b or use the NoelSmyser Field Test Kit1 P/N 1948, which includes
instructions.

2. Fill the transmission to operating level with a


mixture of one part VCI #102 (or equivalent) to
30 parts C-4 transmission fluid. Add 14
teaspoon of Biobor JF (or equivalent) for
each 3 gallons (11 liters) of fluid in the system.
NOTE:

313. PRESERVATION AND STORAGE


a. Storage, New Transmissions (Prior to
Installation). New transmissions are tested at Allison
Transmission with preservative fluid and drained prior
to shipment. The residual fluid remaining in the
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 Methods. When the transmission is
to be stored or remain inactive for an extended period
(one or more years), specific preservation methods are
recommended to prevent damage due to rust,
corrosion, and organic growth in the fluid.
Preservation methods are presented for storage with
and without transmission fluid.
1. Field Test Kit P/N 1948 can be purchased from Noel-Smyser

Engineering Corporation, 4005 Industrial Blvd., Indianapolis, IN 46254.

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 1500 rpm with the transmission in neutral.
4. Drive the vehicle. Make sure the transmission
shifts through all ranges. Make sure the lockup
clutch is activated.
5. Continue running the engine at 1500 rpm with
the transmission in neutral until normal
operating temperature is reached.
2.VCI #10 is a vapor phase rust preventive manufactured by Daubert

Chemical Company, Chicago, IL. Motorsport VCI #10 is covered by the


Military Specifications MIL-L-46002 (ORD) and MIL-I-23310 (WEP)
under the designation of Nucle Oil.

Copyright 2006 General Motors Corp.

313

DP 8000 SERIES TRANSMISSIONS


CAUTION:
If the unit does not have a converter-out temperature gauge, do not stall the converter.
6. If normal operating temperature is less than
225F (107C), shift the transmission to the
highest forward range and stall the converter.
When converter out temperature reaches 225F
(107C), stop the engine. Do not exceed 225F
(107C).
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 (MILC-11796, Class 2).
9. If additional storage time is required, repeat
Steps (2) through (8) at yearly intervals;
except, it is not necessary to drain the
transmission each year. Just add Motorstor and
Biobor JF (or equivalents).
e. Restoring Transmission to Service

5. If the transmission was prepared for storage


with fluid, it is not necessary to drain and refill
the transmission with new transmission fluid.
Test for proper fluid level. Add or drain
transmission fluid as required to obtain the
proper level.

314. TROUBLESHOOTING THE


CONTROL SYSTEM
WARNING!
Electricity must never, under any circumstances,
be applied to any electric valve body component
while the engine is running, while the mechanic is
working under the vehicle, or while personnel
are working in the vehicle path. Sudden and unexpected movement may occur if the control
valve solenoids are activated by an external
power supply. A runaway vehicle could only be
stopped by applying the vehicle brakes or shutting down the engine: removal of the power supply would not stop the vehicle because of the failprotection system. To help avoid injury or property damage, always shut off the engine, set the
vehicle brakes, and chock the wheels before troubleshooting the solenoids.

1. Remove all tape from openings and the


breather.
2. Wash off all external grease with mineral
spirits.
3. If the transmission is new, drain the residual
preservative fluid. Refill the transmission to the
proper level with C-4 transmission fluid.

NOTE:
For transmissions with manual-electric shift con-

trol, proceed to Paragraph 316.


For transmissions with SPG shift control, proceed

to Paragraph 316.
4. If the transmission was prepared for storage
without fluid, drain the residual fluid and
replace the oil filter elements. Refill the
transmission to the proper level with C-4
transmission fluid.

314

For transmissions with electronic controls, refer to

TS2712EN, Troubleshooting Manual. Proceed to


Paragraph 318.

Copyright 2006 General Motors Corp.

PREVENTIVE MAINTENANCE
315. LUBRICATION OF SHIFT
SELECTORELECTRIC
CONTROL
CAUTION:
Do not over lubricate. Do not apply any lubricant
to any point on or near the switches or switch assembly.
a. Time Intervals
1. Shift selectors should be lubricated after the
first 500 hours of operation and after each
2500 hours of operation thereafter.
2. The 2500 hour intervals may be shortened if
operating conditions are extremely dusty or
dirty.
b. Clean Before Lubricating. Using compressed
air, thoroughly clean the area to be lubricated. Work
the shift handle from side to side while applying the
air blast.

c. Lubrication Points
1. Refer to Figure 644 for the area to be lubricated. The shift handle 16 (Foldout 23), where
it swivels in rotary key 39, and at its point of
contact with leveler 4 should be lubricated with
Lubricate No. 107 (or equivalent). Also, lubricate the right end of leveler 4, where it reciprocates in rotary key 39.
2. The lubrication points may be reached by a
pump-type applicator (Eagle No. 33F or
equivalent). Access to the parts to be lubricated
is available from the top of the shift selector,
through the opening in which the shift handle
moves, as well as through an opening at the
bottom of the shift selector (Figures 644 and
649). Use both access points to be sure of
complete lubrication. Some disassembly is
necessary to lubricate other points.
3. Apply lubricant sparingly. Excess lubricant
tends to retain dust and dirt, or may seep into
areas where it would be harmful.

Copyright 2006 General Motors Corp.

315

DP 8000 SERIES TRANSMISSIONS


BLACK
TO SWITCH
FRAME

GROUND
TO LIGHT
YELLOW
TO INHIBITOR
FROM
INHIBITOR

L A

K
J
I

MATING
CONNECTORS

B
N C
M
P
D
J
O
I
E
H
F
G
K

C
D
P
N E
H O F
M

G
BRANCHES TO
EXTERNAL POINTS
N TO EQUIPMENT STARTER
CIRCUIT (WHITE)
M POWER INPUT (RED)
(24V)
L TO EQUIPMENT LIGHT
CIRCUIT (BLUE)
P TO EQUIPMENT GROUND
(BLACK)
K

SWITCH SECTION

SELECTOR INTERNAL CIRCUIT

PRESSURE
SWITCH
ON LOCKUP
VALVE BODY

MAIN HARNESS
BRANCH TO 8-PIN CONNECTOR
BRANCH TO 2-PIN CONNECTOR

A
G

C
D
E

F
MATING
CONNECTORS

I
MATING
CONNECTORS
B TO SOLENOID B

B TO SOLENOID I *
H
B
A

WIRING HARNESS
(SELECTOR TO VALVE BODY)

A TO SOLENOID A *

G TO SOLENOID G *

B
A
G

A TO SOLENOID H

C TO SOLENOID C

C
D

D TO SOLENOID D

E
F

E TO SOLENOID E

F TO SOLENOID F
* Not present on Lock-in-neutral models

TO GROUND IN VALVE BODY


V03487

Figure 39. Manual-Electric Control System Wiring Diagram

316. TESTING, ADJUSTING MANUALELECTRIC CONTROL SYSTEM


(FIGURE 39)
WARNING!
Be sure to shut off the engine, set the vehicle
brakes, and block the wheels before any troubleshooting of the electric-shift solenoids. It is important that electricity NEVER, under any
circumstance, be applied to any electric valve body
component while the vehicle engine is running and
while the mechanic is under the vehicle. Failure to
shut off the engine and set the brakes could cause
the vehicle to run away when the solenoids were
activated by an external power supply. Removal of
the power supply would not stop the run away vehicle because of the fail protection system. The vehicle could only be stopped by applying the vehicle
brakes or shutting down the engine.
316

a. Field Test Kit. A field test kit3 is available for


testing the shift selector, wiring harness and valve
body solenoid circuits. Complete operating and test instructions accompany each test kit.
b. Testing Wiring Harness
1. To determine if the proper electrical signals are
being transmitted to the valve body, disconnect
both the two-pin and eight-pin connectors from
the valve body.
2. Use a test lamp of the proper voltage (12V or
24V) to match the system voltage. Ground one
test lamp lead.

3.Manual-Electric

Field Test Kit P/N 1920 can be purchased from NoelSmyser Engineering Corp., 4005 Industrial Blvd., Indianapolis, IN 46254

Copyright 2006 General Motors Corp.

PREVENTIVE MAINTENANCE
3. Test each receptacle terminal of the wiring
harness for delivery of electrical signals at the
proper time by positioning the shift selector
control in each selector position and checking
each pin socket. Touch each pin socket with
the ungrounded lead of the test lamp. The pin
receptacles should be energized in each range
according to Table 34.
Table 34. Selector Position and Associated
Pin Receptacles
Selector Position
R
N
1
2
3
4
5
6

Pin Receptacles
A,B,F,I
A,F,I
F,H
F,C
F,D
G,D
F,E
G,E

NOTE:
H and I are the pin receptacles in the two pin connector at the valve body but are marked A and B. A
should be regarded as H; B should be regarded as I.
4. Only the pin receptacles listed should be
energized in the selector positions shown. If
any others are energized, or if those listed are
not all energized, a malfunction of either the
shift selector or wiring harness is indicated.
5. If the tests in Paragraph 316b(3) are
satisfactory, the shift selector assembly should
be tested separately (refer to Paragraph 318). If
the shift selector is faulty, it may be rebuilt (refer
to Paragraph 635). If the shift selector tests
satisfactory (wiring harness disconnected) but
trouble is evident in tests in Paragraph 316b(3),
the wiring harness is faulty and must be
replaced.
NOTE:
If the wiring harness is cut or worn, reroute the new
harness to avoid recurrence of the fault.
6. Test the valve body internal circuits with an
ohmmeter as outlined in Steps (7) and (8).

7. Disconnect both the two-pin and eight-pin


connectors of the wiring harness from the
control valve body. Test between the center pin
of the eight-pin connector on the valve body
and the ground. The center pin is grounded to
the valve body by an internal lead and the
meter reading should be zero. A resistance
reading here indicates a poor or broken
connection.
8. Test each of the solenoid pins (A through I)
with the ohmmeter connected between each
pin and ground. For 12V systems, the
readings should be 1530 Ohms for each
solenoid; for 24V systems, the readings
should be 5090 Ohms. If resistance
measurements are not within the prescribed
range, repair or replace the solenoid.
NOTE:
A repair kit, with instructions, is available for repair of the solenoid module wiring. This kit is the
only acceptable way to repair the wiring. See the
current parts catalog PC1249EN.

c. Testing Hydraulic Circuits. If electrical tests do


not indicate electrical system malfunction, the
hydraulic circuit may be at fault. Hydraulic troubles
may be in either the control valve assembly or in the
related hydraulic components in the transmission. The
tests outlined in Steps (1) through (4) will locate an
inoperative shift valve. Further tests, involving
disassembly steps, will determine the reason the valve
is inoperative.
1. A shift valve can be inoperative or erratic in
operation for the following reasons:
Sticking in its bore
Dirt in a solenoid
Dirt in valve body or separator plate
orifices.
2. If a specific forward shift valve remains in the
down position (refer to Foldout 5 or 6), the
transmission will shift normally below that
range but not into that range. However, if it is
shifted to a higher range it will not downshift
except to the range immediately above the
range controlled by the inoperative valve.

Copyright 2006 General Motors Corp.

317

DP 8000 SERIES TRANSMISSIONS


3. If a specific forward shift valve remains in the
up position (refer to Foldout 5 or 6), the
operation in that range and above will be
normal, but no lower ranges, neutral, or reverse
can be obtained. The range controlled by the
inoperative valve will be retained in all lower
selector lever positions.
4. If the splitter shift valve remains in either the
up or down position (refer to Foldout 5 or 6),
the transmission will operate in all forward
ranges and reverse, but the gear ratio will
depend upon which splitter clutch may be
engaged. The splitter-low clutch may be
engaged when the splitter-high clutch should
be engagedand vice versa.
5. To test for sticking shift valves (except firstrange), remove the main solenoid module from
the top of the control valve assembly. To test
for sticking first-range shift valve, remove the
first-range shift module from the side of the
control valve assembly and disassemble it.
6. An individual solenoid may be removed and a
new one installed when it is determined that a
particular solenoid is causing the existing
condition. One method of testing the physical
operation of solenoids is to invert the solenoid
module and fill the pressure cavities with
transmission fluid. With the module connected
to the wiring harness, shift through all selector
positions. Fluid should drain out of all cavities
at the same rate as solenoids are energized.
7. The remaining valve body fault that could
cause improper shifting is dirt in solenoid,
valve body, or separator plate orifices. The
control valve assembly must be removed,
disassembled, and thoroughly cleaned to
correct the problem. Particular attention should
be given to clogged orifices in the solenoids,
valve bodies, and separator plates. The
condition of the transmission oil filters should
be determined at this time. Clogged filters will
bypass dirty fluid and permit dirt to be carried
into the valve body.
318

317. TESTING, ADJUSTING


AUTOMATIC ELECTRIC
CONTROL SYSTEM
(FIGURES 310 AND 311)
WARNING!
Be sure to shut off the engine, set the vehicle
brakes, and block the wheels before any troubleshooting of the electric-shift solenoids. It is important that electricity NEVER, under any
circumstance, be applied to any electric valve body
component while the vehicle engine is running and
while the mechanic is under the vehicle. Failure to
shut off the engine and set the brakes could cause
the vehicle to run away when the solenoids were
activated by an external power supply. Removal of
the power supply would not stop the run away vehicle because of the fail protection system. The vehicle could only be stopped by applying the vehicle
brakes or shutting down the engine.
a. Field Test Kit. A field test kit4 is available for
testing the automatic-electric components. Complete
operating and test instructions accompany each test
kit. Instructions are also given in Allison Transmission
publication SA1809EN, The 5/6/8/9000 Electric Test
Procedures, available at authorized service centers.
b. Testing Wiring Harnesses
1. The cab harness may be tested while it is
connected to a properly operating shift
selector.
NOTE:
When making the test in Step (2), remove the restrictor harness (if used) and test it separately as
outlined in Steps (5) and (6). Conduct the cab wiring
harness check through only the cab harness.
2. Disconnect the harness from the SPG (19-pin
connector). Leave all branches connected to
the system. Test for continuity of circuit by
touching ohmmeter probes to the pin sockets in
the connector removed from the SPG. Move
the selector lever to each position and test for
continuity according to Table 35.

4.Automatic-Electric

Field Test Kit P/N 1948 can be purchased from NoelSmyser Engineering Corp., 4005 Industrial Blvd., Indianapolis, IN 46254

Copyright 2006 General Motors Corp.

PREVENTIVE MAINTENANCE
Table 35. Continuity Between Pin Sockets
Selector Position
R
N
DR
5
4
3
2
1
Any position (ground)

Continuity Between Pin


Sockets (0 Ohms)
A,F
E,M
E,G and E,N
E,H and E,N
E,J and E,N
E,K and E,N
E,L and E,N
E,M and E,N
B,V

If any of these checks show an open circuit, replace the cab harness.

3. If the tests in Paragraph 317b(2) are


satisfactory, the remaining two conductors in
the harness should be tested. Connect the
ohmmeter between pin sockets C and D. When
the vehicle throttle (engine not running) is
closed, the resistance should be 30 to 90 Ohms.
As the throttle is opened slowly and smoothly,
the reading should increase smoothly, with no
interruptions, to approximately 275 Ohms at
fully open throttle. If other values are obtained,
the potentiometer may require adjustment
(refer to Paragraph 636b). If a zero reading is
obtained, a short circuit in either the wiring
harness or throttle potentiometer is indicated.
If no circuit continuity (ohmmeter does not
move) is obtained, a break in the wiring
harness or potentiometer circuit is indicated.
4. Test the potentiometer alone, after disconnecting
the two-pin connector of the wiring harness. Test
between pins A and B on the potentiometer in
the same manner as pin sockets C and D were
tested in Paragraph 317b(3). The prescribed
readings should be obtained. If not, the
potentiometer should be adjusted (Paragraph
636b) if values differ from the 30 to
275 Ohms prescribed. If there is a short
circuit, open circuit, or a satisfactory
adjustment cannot be obtained, replace the
potentiometer element (Paragraph 47b).
5. Test the fourth-range restrictor harness (if
used) by testing for continuity between its SPG
end and its cab harness end. There should be
continuity of circuits between the pin sockets
at one end of the harness and the pins at the
other having the same letter identification
except sockets G, H, P, R, and S (which have
no conductors). Also socket J should have
continuity to pins G, H, and J.

6. Test the fifth-range restrictor harness by the


method outlined in Paragraph 317b(5) for the
fourth-range harness. All pin sockets should
have continuity to pins having the same letters
except for pin sockets G, T, U, and V (which
have no conductors). Also pin socket H should
have continuity to both pins G and H.
7. The vehicle wiring harness may be tested by
disconnecting it from only the SPG. This leaves
the control valve assembly and magnetic pickup
in the circuit to permit continuity tests. The
continuity tests, if satisfactory, indicate that the
wiring harness is satisfactory. If the test results
are not satisfactory, further separate testing of
the control valve assembly and magnetic pickup
is required to isolate the faulty component
(harness, control valve, or pickup).
8. To make the test, first connect an ohmmeter
across pin sockets A and B. The resistance
should be 50 to 200 Ohms. A short circuit, open
circuit or variation from the specified resistance
indicates either a faulty harness or magnetic
pickup. If the test is unsatisfactory, remove the
two-pin connector and test resistance at the
magnetic pickup. A satisfactory reading at the
pickup indicates the wiring harness is faulty.
9. Next, test the resistance between pin socket T
(ground) and each of the remaining active pin
sockets (D, E, F, G, H, J, K, L, and M). Each test
should give a reading of 50 to 90 Ohms, and will
include the pertinent wiring harness conductors
and a valve body solenoid. A short circuit, open
circuit or variation from the specified resistance
indicates either a faulty wiring harness or control
valve circuit or solenoid.
10. If the test is unsatisfactory, remove the two-pin
and eight-pin connectors from the control
valve assembly and test the resistance between
the center pin (in the valve body eight-pin connector) and each of the other seven pins (A, B,
C, D, E, F, and G) in the eight-pin socket, plus
each of the two pins (A and B) in the two-pin
connector. A satisfactory reading (50 to 90
Ohms) at each of these nine points indicates
the valve assembly has no electrical faults but
that the wiring harness is faulty.
11. The range indicator (refer to Figure 311) is
not a serviceable assembly. If continuity tests
of the harness indicate a fault, the entire assembly must be replaced.

Copyright 2006 General Motors Corp.

319

DP 8000 SERIES TRANSMISSIONS

12V/24V CONNECTOR (OR


12V/24V OVERLOAD PROTECTOR)

JUMPER
(IN LATER MODELS
JUMPER IS INTERNAL)
+

EQUIPMENT
BATTERY

3
2

THROTTLE
POTENTIOMETER

ENGINE OIL
PRESSURE SWITCH 201 BLACK
2-PIN CONNECTOR
202 BLACK
209
200 RED
A
219
210
B
C V
D
B
19-PIN CONNECTOR
A
E
P
N
R
F
M
S
TU
L
G
K
H J
SHIFT PATTERN
GENERATOR
(SPG)

17-PIN
CONNECTOR

SEE NOTE
J
H

F
E

RED

205 RED
203 BLUE
204 GREEN

TO EQUIPMENT
LIGHT SWITCH
J
LK

16-PIN
CONNECTOR

206 BLACK

218
217
216
215
214
213
212
211

208
WHITE

P
H

TO
REVERSE
SIGNAL

G
B

F
D N

207 WHITE
In series with equipment
starter circuit

17-PIN
SOCKET
L

This harness not present in models without range indicator

110
M

T
S N
R P
C

RANGE INDICATOR
SHIFT
SELECTOR

100

101
A

T D

17-PIN CONNECTOR
102

B
A

111

MAGNETIC
PICKUP

107
106
105
104

TRIM BOOST
VALVE BODY
F H

103

8-PIN CONNECTOR
108

2-PIN
CONNECTORS

MAIN
VALVE
BODY

109

NOTE: For models with range indicator, connect main valve body harness to range indicator harness.
For models without range indicator, connect main valve body harness directly to shift pattern generator.

Figure 310. Automatic-Electric Control System Wiring Diagram

320

Copyright 2006 General Motors Corp.

V08665.00.00

PREVENTIVE MAINTENANCE

SHIFT PATTERN
GENERATOR (SPG)
17-PIN CONNECTOR

S
R
F

24V DC
POWER

T
N
P

E D C

RED

A
104
105
106
107
108
109
110
111
112
113

E D C

RANGE
INDICATOR

SHIFT
SELECTOR

15
1
4
5
8
11
16
17
14
3
2

P
R
S

H
J

N
T
K

M
L

17-PIN SOCKET
Connects to main valve
body wiring harness
V03489

Figure 311. Range Indicator Wiring Diagram

c. Testing Throttle Potentiometer


1. Position throttle lever 10 (Foldout 24,A) at the
full throttle position (approximately 35 degrees
counterclockwise from a vertical line through
the shaft to which the lever attachesviewed
from lever end of assembly). Movement of
throttle lever 10 from closed throttle to full
throttle position must correspond with that of
the vehicle throttle control. Adjust only the
linkage if necessary. Do not make adjustments
within the throttle potentiometer.
2. Connect an ohmmeter across connector pins A
and B. Resistance should be 275 Ohms.

3. Slowly and smoothly swing the throttle lever


clockwise through an arc of approximately
70 degrees (to closed throttle position), while
reading the ohmmeter. The reading should
decrease smoothly and without interruptions to
a value of 30 to 90 Ohms at closed throttle
position.
4. If these readings are obtained, the throttle
potentiometer is electrically satisfactory and
correctly adjusted. If the readings are either
high or low, the throttle lever may require
adjustment (Paragraph 638b). If the circuit is
open, short circuited, or the reading is irregular
or intermittent, potentiometer assembly 14
(Foldout 24,A) must be replaced.

Copyright 2006 General Motors Corp.

321

DP 8000 SERIES TRANSMISSIONS


d. Testing Magnetic Pickup. Connect an ohmmeter
across pins A and B (wiring harness removed). The
reading should be 50 to 200 Ohms. If the reading is
not within this range, replace the magnetic pickup.
e. Testing Shift Pattern Generator (SPG)
1. Test the SPG in the field with the Noel-Smyser
N1948 Test Kit to determine if it is faulty.
2. If the test kit is not available, and if all previous
tests of the system and components were
satisfactory, a new SPG may be substituted for
the suspect unit.
3. If the new SPG does not correct the problem,
the trouble is most likely to be of a hydraulic or
mechanical nature, rather than electrical.
NOTE:
When a new electrical unit is installed merely for
troubleshooting, remove it (if original unit is not
proved faulty) and reinstall the original. Do not return the new unit for service or adjustment on the
supposition that it is faulty.

g. Testing 24V Overload Protector


1. The Noel-Smyser N1920 Test Kit or a voltmeter may be used to test this unit.
2. Refer to Table 310 for correct voltages at the
overload protector.
3. If tests prove the component is faulty, it should
be discarded and replaced by a new unit. It is
not repairable in the field.
4. The overload protector can be rebuilt by those
having the proper equipment and skills.
Laboratory test procedures and rebuild
instructions are included in SM1502EN,
Rebuild Manual.
h. Testing Control Valve Assemblies. Refer to
Paragraph 316b Steps (9) and (10) for electrical test
of the valve body assemblies.
i. Testing Hydraulic Circuit. Refer to Paragraph
315c for testing the hydraulic circuit.

318. TESTING SHIFT


SELECTOR ASSEMBLY
a. Manual-Electric Test Equipment

4. If tests prove the SPG is faulty, it should be


replaced by a new unit. This component may
be rebuilt by those having the proper
equipment and skills. Laboratory test
procedures and rebuild instructions are
included in Allison Transmission publication
SM1502EN, Rebuild Manual.
f. Testing 12/24V Converter
1. The Noel-Smyser P/N 1920 Test Kit or a voltmeter may be used to test this unit.
2. Refer to Table 310G for testing voltages at
the converter.
3. If tests prove the unit is faulty, a new 12/24V
converter should be installed. The faulty unit
can be rebuilt by those having the proper
equipment and skills. Laboratory test
procedures and rebuild instructions are
included in SM1502EN, Rebuild Manual.
4. The unit is not repairable in the field except for
replacement of the SFE 712A fuse.
322

1. The shift selector may be tested with a test


lamp as outlined in Paragraph 316b. This
method requires that the wiring harness be
connected to the shift selector assembly. Detailed knowledge of the system circuit and
multiple tests are necessary when conventional
equipment is used.
2. The test kit described in Paragraph 316a may
be employed for any test of the shift selector
assembly. However, detailed knowledge of the
system circuit and multiple tests are necessary.
b. Shop-Constructed Test Lamp Bank
1. A test lamp bank may be constructed to test the
shift selector assembly. This lamp bank will
check any shift selector assembly used on
DP 8000 or CT, CLT, CBT, CLBT 5000 and
6000 models, whether manual-electric or automatic types, 12V or 24V systems.
2. Figure 312 illustrates the circuit of the test
lamp bank. Listed below are the components
required to construct the bank. All components

Copyright 2006 General Motors Corp.

PREVENTIVE MAINTENANCE
are available from Allied Electronics or any
similar source.

Binding posts (to attach battery)

Superior Electric Co. 5-way:

Lamps, G.E. No. 1815 (11)

No. DF 30RC (red) (1)

Lamp holdersDialco (11)

No. DF 30BC (black) (1)

Red, No. 95-9110-0931-102

BoxBud No. CU2110A (1)

Green, No. 95-9110-0932-102


Amber, No. 95-9110-0933-102

Fuse holderAllison No. 6839335 (1)

White, No. 95-9110-0935-102

FuseSFE 9 (1)

Switch, SPSTCutler-Hammer

NOTE:

No. 8381K22C (1)

Sufficient wire and cable covering should be obtained to allow a five foot minimum length from the
16-pin connector to the box.

Switch, DPDTCutler-Hammer

No. 8373K21D (1)


Connector, 16-pinMS3106A24-7S (1)
WireAWG No. 18 stranded copper,

PVC covered (AR)

3. Construct the test lamp bank and label each


lamp as shown in Figure 312.

Cable coveringPVC

TEST LAMPS (11)


N
CONNECTOR

J
I
H
G

LM

E
I

E
PG O F
SPST
SWITCH (X)

C
B

ON
OFF

12V AUTO
BATTERY
SFE 9 FUSE

AUTO MANUAL
DPDT SWITCH (Y)
V03490

Figure 312. Test Lamp Bank Circuit

Copyright 2006 General Motors Corp.

323

DP 8000 SERIES TRANSMISSIONS


c. Testing Manual-Electric Shift Selector
NOTE:
The field test kit described in Paragraph 316a may
be used for all tests. However, detailed knowledge of
the shift selector circuit and multiple tests are necessary.
1. The lamp bank described in Paragraph 318b is
preferred for testing the shift selector assembly.
2. Throw switches to positions shown in Figure
312 (X to off; Y to manual). Connect the 12V
battery to the lamp bank, observing the
polarity indicated in Figure 312.
3. Couple the lamp bank connector to the
connector on the shift selector assembly.

CAUTION:
Firm, complete connection of each connector is
important. The pins must not be bent or otherwise damaged. Align the index key and slot. Push
the cable end of the connector firmly into the
socket. Tighten the retainer nut as tightly as possible by hand. Do not use any tool to fasten the
connectors. Push again on the cable end while
working it slightly from side to side. Re-tighten
the nut. Continue pushing the cable end and
tighten the nut until the connection is firm, and
the nut will not tighten further.
4. Test the SFE 9A fuses in both the shift selector
assembly and the lamp bank. If either is blown,
replace it. If the new fuse blows, there is a
ground or short circuit in the shift selector
assembly that must be corrected before
proceeding.
NOTE:
Earlier shift selector assemblies had no integral
fuse. The fuse was in the power input lead (between
the vehicle power circuit and wiring harness conductor M). The fuse in the lamp bank will protect
both the shift selector assembly circuit and the lamp
bank if there is a short circuit.
5. Test the shift selector lamp. Note that the lamp
circuit is independent of the fuse in the shift
324

selector assembly. If the lamp fails to light, a


failed bulb, defective socket, or open circuit is
indicated.
6. Throw switch X (Figure 312) to the ON
position. Listen for a click from the downshift
inhibitor to indicate it is energized. When the
inhibitor is energized, manual upshifts are
possible but downshifts cannot be made. If the
click does not occur, and downshifts can be
made, electrical trouble is indicated. Either the
solenoid coil or its connecting circuit is faulty.
If the click does occur, but downshifts can be
made, mechanical trouble is indicated.
7. Mechanical trouble in the downshift inhibitor
is usually due to failure of inner clutch
member 2
(Foldout
23)
or
angular
misadjustment of solenoid housing 63.
Determine if there was a failure of the clutch
member during the disassembly in Paragraph
635a. Examine the adjustment of the solenoid
housing as outlined in Paragraph 635b(27).
8. Electrical trouble in the downshift inhibitor may
be either a faulty solenoid coil or its connecting
wire. The solenoid coil can be tested, when
removed, by connecting it directly to a battery to
determine if it will energize. The wiring and
terminals may be tested when the shift selector
is disassembled (Paragraph 635a).
9. Throw the inhibitor switch (X) to the OFF
position. This should release the inhibitor
solenoid and permit the selector lever to move
either direction. Failure to release when the
switch is OFF could be due to a ground in the
conductor leading to contact M in the shift
selector connector. A mechanical fault not
permitting release could be the failure of outer
clutch 78 (Foldout 23) to retract from inner
clutch 2. Disassembly and inspection
(Paragraph 635) will reveal the fault.
10. Inspect each position of the selector lever to
determine if the selector switches are operating
(making and breaking) satisfactorily. This can
be determined by noting which lamps are lit
and not lit in each selector position. Table 36
shows the desired light pattern.

Copyright 2006 General Motors Corp.

PREVENTIVE MAINTENANCE
Table 36. Test Light Pattern
Selector Position
R
N
1
2
3
4
5
6

Lamps Lighted
A,B,F,I,J
A,F,I,N
F,H
C,F
D,F
D,G
E,F
E,G

11. If the light pattern is obtained, the switches are


functioning satisfactorily. If any other pattern
is obtained, either the switch assembly is
faulty, the wiring is faulty, or connected improperly to the switches.
12. A further test, using the lamp bank, is necessary to determine if the switch assembly is angularly aligned with the selector lever. Any
clockwise or counterclockwise mislocation of
the switch assembly in relation to the selector
lever shift positions will affect the sequence
and timing of the switches.

14. To determine the direction (clockwise or counterclockwise) of misalignment of the switch


assembly, place the selector lever at the midpoint between N and 1. Install switch sequence
gauge J 24710 and push the selector lever toward N. If lamp H lights, the switch assembly
requires clockwise adjustment (as viewed from
switch end of the shift selector). Next, push the
selector lever toward 1. If lamps A, I or N light,
the switch assembly requires counterclockwise
adjustment.
15. If adjustment is indicated, slightly loosen two
screws 21 (Foldout 23). Make required adjustment, clockwise or counterclockwise as indicated in Step (14), by lightly tapping the
switch frame with a hardwood dowel and hammer at the points indicated in Figure 314.
16. If any fault is found in the shift selector that
cannot be corrected by alignment, replacement
of the SFE 9A fuse, resistor, or shift selector
lamp, the shift selector should be replaced or
rebuilt (refer to Paragraph 635).

13. Place switch sequence gauge J 24710 on the


selector lever (Figure 313). The tool holds the
shift lever at the midpoint between two shift
positions, but provides a tolerance of
movement sufficient for complete transition
from one shift position to the next. All changes
in the light pattern should occur within the
movement tolerance. Table 37 indicates the
light patterns at each test position.

MICROSWITCH SEQUENCE
GAUGE J 24710

Table 37. Test Position Light Patterns


Lamps Lighted When Selector Lever Is Pushed
Toward:
Midpoint
Upshift
Downshift
Test Position
Direction
Direction
56
E,G
E,F
45
E,F
D,G
34
D,G
D,f
23
D,F
C,F
12
C,F
F,H
N1
F,H
A,F,I,N
RN
A,F,I,N
A,B,F,I,J
If the light pattern shown was not obtained but a satisfactory
pattern was obtained, angular misalignment of the switch assembly
is indicated.

H00717

Figure 313. Switch Sequence Gauge J 24710


Positioned for Test

Copyright 2006 General Motors Corp.

325

DP 8000 SERIES TRANSMISSIONS


5. Couple the lamp bank connector to the
connector of the shift selector assembly.
Tighten the connector.

VIEW
ROTATION
FROM
THIS END

6. Test the SFE 9A fuse in the lamp bank, and the


SFE 9A fuse in the shift selector. If either is
blown, replace it. If the fuse in the lamp bank
blows when replaced, there is a ground in the
shift selector that must be corrected before
proceeding.
7. Throw switch X (Figure 312) to ON position.

TAP WITH
HARDWOOD
DOWEL TO
ADJUST
COUNTER
CLOCKWISE

TAP WITH
HARDWOOD
DOWEL TO
ADJUST
CLOCKWISE
VH08249.00.00

Figure 314. Angular Adjustment of Switch

d. Automatic-Electric Testing Equipment. The


same testing equipment as used to test the manualelectric shift selector can be used to test the automaticelectric shift selector. Refer to Paragraph 318b.
e. Testing Automatic-Electric Shift Selector
1. The wiring harness must be removed from the
shift selector during testing.
2. Refer to Paragraph 318b for shift selector
testing equipment.
3. The test lamp bank shown in Figure 312 is
recommended for testing the shift selector.
4. Throw switch Y to AUTO position. Throw
switch X to OFF position. Connect a 12V
battery to the lamp bank, observing the
polarity shown in Figure 312.

CAUTION:
Firm, complete connection of each connector is
important. The pins must not be bent or otherwise damaged. Align the index key and slot. Push
the cable end of the connector firmly into the
socket. Tighten the retainer nut as tightly as possible by hand. Do not use any tool to fasten the
connectors. Push again on the cable end while
working it slightly from side to side. Re-tighten
the nut. Continue pushing the cable end and
tighten the nut until the connection is firm, and
the nut will not tighten further.
326

8. Test the shift selector lamp. If it does not light,


a failed bulb, defective socket, open circuit, or
failed resistor (24V vehicle system) is
indicated.
9. Test each position of the selector lever to
determine if the selector switches are operating
(making and breaking properly). This can be
determined by noting the lamps that are lit in
each selector position. Table 38 shows the
desired light pattern.
Table 38. Test Light Pattern
Selector Position
R
N
DR
5
4
3
2
1

Lamps Lighted
A,J
C,N
H,I
G,I
F,I
E,I
D,I
C,I

10. The switches are functioning satisfactorily if


the light patterns in Table 38 are obtained. If
any other pattern is obtained, either the switch
assembly is faulty, the wiring is faulty, or improperly connected to the switches.
11. Further tests using the lamp bank are necessary
to determine if the switch assembly is angularly aligned with the selector lever. Any clockwise or counterclockwise mislocation of the
switch assembly in relation to the selector lever
shift positions will affect the sequence timing
of the switches.
12. To determine if this alignment is correct, place
switch sequence gauge J 24710 on the selector
lever (Figure 313). The tool holds the shift lever at the midpoint between two shift posi-

Copyright 2006 General Motors Corp.

PREVENTIVE MAINTENANCE
tions, but provides a tolerance of movement
sufficient for complete switching transition
from one shift position to the next. All changes
in the light pattern should occur within the
movement tolerance. Table 39 indicates the
light patterns at each test position.
Table 39. Test Lamp Lighting Corresponding to
Shift Pattern
Lamps Lighted When Selector Lever is Pushed
Toward:
Midpoint Test
Upshift
Downshift
Position
Direction
Direction
12
D,I
C,I
23
E,I
D,I
34
F,I
E,I
45
G,I
F,I
5DR
H,I
G,I
DRN
C,N
H,I
NR
A,J
C,N
If the indicated light pattern is not obtained, but a satisfactory
pattern is obtained, angular misalignment of the switch assembly is
indicated.

13. To determine the direction (clockwise or counterclockwise) of misalignment of the switch


assembly, place the selector lever at midpoint
between N and DR. Install the alignment gauge
and push the selector lever toward N. If lamps
H or I light, the switch assembly requires
clockwise adjustment (as viewed from switch
end of switch tower). If lamps C or N light, the
switch assembly requires counterclockwise adjustment.
14. Make required adjustment for switch alignment by lightly tapping the switch frame with
an hardwood dowel and hammer at the points
indicated in Figure 314.
15. If any fault is found in the shift selector that
cannot be corrected by alignment, replacement
of the SFE 9A fuse, replacement of the resistor
(in 24V vehicle systems), or replacement of the
shift selector lamp, the shift selector should be
rebuilt (refer to Paragraph 636).

319. TROUBLESHOOTING
a. Before Removal or Operation

tions 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. Test the shift linkage for proper operation (Paragraph 38).
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 will be
helpful in determining the cause of trouble.
b. During Operation
1. If inspection (Paragraph 319a) does not
reveal the cause of trouble, and the vehicle is
operational, further troubleshooting is
necessary. Do not remove the transmission
from the vehicle until the causes of trouble are
compared with the troubleshooting chart.
2. To make a thorough test of the vehiclemounted transmission, be sure the engine is
properly tuned and the fluid level in the
transmission is correct. Refer to Paragraph 33
for checking the fluid level.
c. After Removal from Vehicle. When the
malfunction of the transmission is not ascertained by
tests or inspections before removal from the vehicle,
the transmission may be mounted in a test stand and
checked (if a test stand is available). Particular
attention should be given to proper fluid level and to
correct linkage adjustment in every transmission test.
d. Troubleshooting Chart. Table 310 outlines the
possible causes of transmission troubles and their
remedies as follows:
Capital lettersindicate the symptoms
Numerals following the symptomindicate
possible causes
Corresponding numerals in the right column
indicate remedies for the causes and manual
references.
NOTE:

1. Do not operate the vehicle prior to completing


the procedures described in this paragraph. Inspect for fluid leakage. Visually inspect all
splitlines, plugs, and hose and tube connec-

The various fluid pressure test points are shown in


Figures 32, 37, and 38. The various fluid pressures are listed in Table 11.

Copyright 2006 General Motors Corp.

327

DP 8000 SERIES TRANSMISSIONS


e. Electronic Controls Troubleshooting. For
troubleshooting of the electronic controls, refer to the
appropriate troubleshooting manual:
CEC1 ControlsTS3712EN
CEC2 ControlsTS3353EN
f.
Oil Passage Identification. Figures 315
through 325 identify the transmission oil passages.
This information, along with Foldouts 3, 4, 5, or 6, and
an understanding of the hydraulic system will aid in
troubleshooting problems in the hydraulic circuit.

328

WARNING!
Be sure to shut off engine, set the vehicle brake,
and block the wheels before ANY troubleshooting of the electric-shift solenoids. It is important
that electricity NEVER, under any circumstances, be applied to any electric valve body
component while the vehicle engine is running
and the mechanic is under the vehicle. Failure to
shut off the engine and set the brakes could cause
the vehicle to run away if the solenoids are activated by an external power supply. Removal of
the power supply would not stop the run away
vehicle because of the fail-protection system. The
vehicle could only be stopped by applying the vehicle brakes or shutting down the engine.

Copyright 2006 General Motors Corp.

PREVENTIVE MAINTENANCE
Table 310. Troubleshooting Chart
CAUSE
A.

REMEDY

TRANSMISSION OVERHEATS

High or low fluid level

Restore proper fluid level (Paragraph 33)

Aerated (foaming) fluid

Refer to B

Vehicle overloaded

Reduce load

Engine coolant overheated

Correct engine overheating

Heat exchanger or lines kinked or clogged

Clean or replace heat exchanger or lines

Low coolant level

Add coolant, inspect for leaks

Fluid leaking

Inspect transmission and all external linescorrect


leaks

Low main pressure

Refer to V

Low converter-out pressure

Refer to U

Vehicle brakes dragging

Inspect parking and service brakes

Torque converter stator locked

Determine low top speed of vehicle. Test torque


converter components.

Clutch slipping

Overhaul transmission. Replace worn piston sealrings


or clutch plates.

Operating too slow in range selected

Downshift at a higher speed

Retarder partially applied

Determine if retarder linkage is adjusted correctly

B. FLUID IS AERATED (FOAMING)


Incorrect type of fluid used

Change fluid; use proper type (Paragraph 34)

High or low fluid level

Restore proper fluid level (Paragraph 33)

Air entering suction side of oil pump

Inspect oil pump bolts and gasket

Water in fluid

Determine source; clean system

C. HEAVY METAL DEBRIS FOUND IN FLUID


Transmission internal failure

Completely disassemble, clean, and repair trans


mission. Replace filters and clean external lines and
cooler

D. COOLANT IS FOUND IN FLUID


Heat exchanger leaking

Completely disassemble and thoroughly clean


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

Copyright 2006 General Motors Corp.

329

DP 8000 SERIES TRANSMISSIONS


Table 310. Troubleshooting Chart (contd)
CAUSE

REMEDY

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


Loss of electrical power at initial start-up during reverse Test the following components and replace if bad:
operation, or after reset procedure after lock-in-range
shift selector fuse
system is activated*
wiring harness(es) (Paragraph 317b)
SPG (Paragraph 317e)
24V overload protector (Paragraph 317g)
throttle potentiometer (Paragraph 317c)
shift selector (Paragraph 318)
vehicle power source
solenoid(s) (Paragraph 316c)
Loss of electrical power at initial start-up during reverse Test the following components and replace if bad:
operation, or after reset procedure after lock-in-range
shift selector fuse
system is activated**
wiring harness(es) (Paragraph 316b)
shift selector (Paragraph 318)
vehicle power source
solenoid(s) (Paragraph 316c)
Loss of electrical power at initial start-up or during
operation***

Refer to previous line

Internal mechanical failure

Overhaul transmission

Driveline failure

Determine input and output of transmission

Low fluid level

Restore proper fluid level (Paragraph 33)

Low main pressure

Refer to V

Manual selector value not positioned property*

Inspect linkage

F.

TRANSMISSION CONTINUES IN THE SAME FORWARD RANGE REGARDLESS OF


SELECTOR POSITION

Lock-in-range system activated*

Conduct the following reset procedures:


Be sure transmission us in the forward or reverse
range selected before increasing throttle after reset
If after reset, transmission operates only in first,
neutral, and reverse, refer to H
If after reset, transmission operates erratically,
refer to G
If after reset, transmission remains in neutral,
regardless of selector position, check the components listed in E

Complete loss of electrical power, Lock-in-range


system activated***

Shut down engine and test the components listed


in E***

* Automatic-electric models only


** Only manual-electric models with Lock-in-range feature
*** Only manual-electric models with Lock-in-neutral feature

330

Copyright 2006 General Motors Corp.

PREVENTIVE MAINTENANCE
Table 310. Troubleshooting Chart (contd)
CAUSE

REMEDY

G. SHIFTING IS ERRATIC
Power source voltage under 18V or faulty 24V overload Test for the following voltages:
protector (24V system); or, power source voltage under
Test terminals 1 and 2 (Figure 216 and 217) of
9V or faulty 12/24V converter (12V system)
overload protector (24V systems). If under 18V,
restore power source.
Test terminals 1 and 2 (Figure 216 and 217). If
under 9V, restore power source.
Test voltage at terminals 3 and 4 (Figure 216
and 217) of the 24V overload protector or the
12/24V converter. If under 18 volts and the power
source voltage is OK, replace the overload protector or converter.
Wiring harness(es) or mating connectors faulty

Inspect all wiring harness(es) as follows:


Inspect for breaks, signs of chafing, fraying, or
deterioration.
Inspect all connections for tightness and freedom
from corrosion.
Disconnect, clean, and reconnect any connections
that may be defective. Firm, complete of each connector is important. The pins must not be bent or
otherwise be damaged.
Align index key and slot, and push the cable end of
the connector firmly into its socket. Tighten the
retaining nut as tightly as possible, by hand (do
not use any tool to attach the connectors).
Then push again on the cable end while working it
slightly from side to side and retighten the nut.
Continue pushing the cable end and tightening the
nut until the connection is firm and the nut will not
tighten further.
Refer to Paragraph 316b or 317b to test wiring
harness(es)replace if bad.

Loss of electrical power to controlling solenoids

Test circuit(s) and solenoid(s) and replace if bad


(Paragraph 316c.

Faulty shift selector

Test shift selectorrepair if bad (Paragraph 318)

Faulty throttle potentiometer*

Test throttle potentiometerrepair or replace if bad


(Paragraph 317c)

Faulty magnetic pickup*

Test magnetic pickupreplace if bad


(Paragraph 317d)

Faulty SPG*

Test SPGrepair or replace if bad


(Paragraph 317e)

Faulty hydraulic circuits

Test hydraulic circuitscorrect faults


(Paragraph 316c)

* Automatic-electric models only.

Copyright 2006 General Motors Corp.

331

DP 8000 SERIES TRANSMISSIONS


Table 310. Troubleshooting Chart (contd)
CAUSE

REMEDY

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


Failed magnetic pickup or circuit
I.

Replace magnetic pickup or repair circuit

TRANSMISSION SHIFTS TO NEUTRAL DURING REVERSE OPERATION, BUT WILL


OPERATE NORMALLY IN ALL FORWARD RANGES

Loss of electrical power to solenoid B


J.

Repair circuit or replace solenoid B

EQUIPMENT OPERATES IN REVERSE AND MOVES BACKWARD IN NEUTRAL WHEN


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

Reverse clutch failed (wont release)

Overhaul transmission

K. EQUIPMENT OPERATES IN LOW-RANGE AND MOVES FORWARD IN NEUTRAL WHEN


ENGINE IS ACCELERATED, BUT STALLS IN EVERY OTHER RANGE WHEN ENGINE IS
ACCELERATED. SOLENOIDS OK.
Low range clutch failed (wont release)

Overhaul transmission

L. EQUIPMENT OPERATES IN INTERMEDIATE-RANGE AND MOVES FORWARD IN


NEUTRAL WHEN ENGINE IS ACCELERATED, BUT STALLS IN EVERY OTHER RANGE
WHEN ENGINE IS ACCELERATED. SOLENOIDS OK.
Intermediate range clutch has failed (wont release)

Overhaul transmission

M. EQUIPMENT OPERATES IN HIGH-RANGE AND MOVES FORWARD IN NEUTRAL WHEN


ENGINE IS ACCELERATED, BUT STALLS IN ALL OTHER RANGES WHEN ENGINE IS
ACCELERATED. SOLENOIDS OK.
High-Range clutch failed (wont release)

Overhaul transmission

N. NO POWER IS TRANSMITTED IN LOW-RANGE, INTERMEDIATE-RANGE, HIGH-RANGE,


OR REVERSE-RANGE. SOLENOIDS OK.
Range clutch failed (wont release)

Overhaul transmission. Inspect for worn piston seals,


broken piston housing, or worn clutch plates in that
range.

Manual selector linkage out of adjustment (non-electric Adjust linkage


models)
O. EQUIPMENT WILL OPERATE IN FOURTH, SIXTH, AND RELEASE RANGES, BUT WILL NOT
OPERATE CORRECTLY IN ALL OTHER RANGES. SOLENOID OK.
Splitter-high clutch wont release or splitter-low clutch Overhaul transmission. Inspect splitter clutches for
wont apply, slipping
worn components.
P.

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

Splitter-low clutch wont release or splitter-high clutch Overhaul transmission. Inspect splitter clutches for
wont apply, slipping
worn components.

332

Copyright 2006 General Motors Corp.

PREVENTIVE MAINTENANCE
Table 310. Troubleshooting Chart (contd)
CAUSE

REMEDY

Q. SLOW CLUTCH ENGAGEMENT


Low fluid level

Add fluid to proper level (Paragraph 33)

Foaming fluid

Refer to B

Worn piston seals

Overhaul transmission

Low main pressure

Refer to V

Low fluid temperature

Use recommended fluid (Paragraph 34). Preheat if


required.

R. EQUIPMENT LACKS POWER AND ACCELERATION


Defective or failed torque converter

Overhaul torque converter

Engine malfunction

Refer to engine service manual.

Aerated fluid

Refer to B

Low engine speed at converter stall

Refer to T

High engine speed at converter stall

Refer to S

Hydraulic retarder partially applied

Inspect linkage (Paragraph 38a)

Vehicle brakes dragging

Inspect parking and service brakes (Paragraph 311)

Manual selector valve not positioned properly


(manual--electric models)

Inspect linkage (Paragraph 38a)

S.

HIGH ENGINE SPEED AT CONVERTER STALL (Paragraph 312)

Low fluid level.

Add fluid to proper level (Paragraph 33a)

Low converter-out pressure.

Refer to U

High fluid temperature (above 250F; 121C)

Refer to Paragraph 37b

Clutch slippingmain pressure normal

Overhaul transmission. Replace clutch piston sealrings


or clutch plates.

Foaming fluid

Refer to B

T. LOW ENGINE SPEED AT CONVERTER STALL (Paragraph 312)


Low engine output torque

Tune engine and check output

Converter element interference

Listen for noise at stall. Overhaul converter if


necessary.

Transmission fluid not up to operating temperature

Warm up transmission to 160200F (7193C)

Copyright 2006 General Motors Corp.

333

DP 8000 SERIES TRANSMISSIONS


Table 310. Troubleshooting Chart (contd)
CAUSE

REMEDY

U. LOW CONVERTER-OUT PRESSURE


Low fluid level

Add fluid to proper level (Paragraph 33a)

Oil line leakage (remotemounted cooler or filter)

Inspect for fluid leakscorrect leaks

Plugged oil strainer

Clean oil strainer

Defective oil pump

Rebuild or replace oil pump assembly (Paragraph 613)

High fluid temperature

Refer to Paragraph 37b

Foaming fluid

Refer to B

Converter pressure regulator valve stuck open or


spring failed

Repair valve (Paragraphs 617 and 618)

Lubrication regulator valve stuck open or spring failed

Repair valve (Paragraphs 617 and 618)

V. LOW MAIN PRESSURE


Low fluid level

Add fluid to proper level (Paragraph 33a)

Leaks in hydraulic system

Inspect all external points for leaks. Test each range to


localize internal leaks.

Failure in main-pressure regulator valve

Overhaul valve assembly (Paragraph 66)

Worn input oil pump assembly

Rebuild or replace pump assembly (Paragraph 613)

Clogged oil strainer

Clean oil strainer

Air leaks at suction side of input pump

Inspect input pump and repair leaks

W. DOWNSHIFT OF TRANSMISSION IS PERMITTED DURING LOCKUP OPERATION*


Disconnected or broken wiring harness lead to the
inhibitor pressure switch

Inspect the wiring harness lead and ground lead (or


terminal if no ground lead is used) for corrosion, loose
connection(s), and condition.

Failed pressure switch

With vehicle power on, ground the inhibitor wiring


harness lead to body of pressure switch. If the inhibitor
engages, the pressure switch is faulty (will not close).
Replace.

Faulty shift selector

If grounding the lead does not actuate the inhibitor, test


the shift selector (Paragraph 318c, Steps (6) and (9)).

Faulty wiring harness

Inspect and test wiring harness; replace if bad


(Paragraph 316b)

334

Copyright 2006 General Motors Corp.

PREVENTIVE MAINTENANCE
Table 310. Troubleshooting Chart (contd)
CAUSE

REMEDY

X. SHIFT SELECTOR WILL NOT DOWNSHIFT, REGARDLESS OF VEHICLE SPEED*


Improperly grounded wiring harness lead to the
inhibitor pressure switch

Test the pressure switch lead for a ground. Be sure that


the lead is connected to the pressure switch terminal
insulated with a fiber washer (not the terminal having
the star washer).

Failed pressure switch

NOTE: The pressure switch is grounded to the


transmission through the threaded connection. If
Teflon was used on the threads, the pressure switch
is not properly grounded. Either remove the Teflon
tape and use thread compound or add a ground
wire.
If disconnecting the pressure switch lead from the
switch terminal disengages the inhibitor, the pressure
switch is faulty and must be replaced.

Faulty shift selector

Test the shift selector (Paragraph 318). The inhibitor


should engage when lead K (Figure 41) is grounded
through the pressure switch when power to the shift
selector is on.

Faulty wiring harness

Test and inspect the wiring harness. Replace if bad


(Paragraph 316b).

Y. SHIFT QUADRANT NOT ILLUMINATED


Failed light bulb

Replace light bulb

Failed resistor (24V system)

Replace resistor

Defective vehicle wiring, connections, or defective


wiring harness(es)

Test vehicle wiring and terminals (refer to vehicle


wiring diagram). Test wiring harness(es) and replace if
bad (Paragraph 316b and 317b).

Faulty shift selector

Test shift selector and repair if bad (Paragraph 318)

Z. REVERSE SIGNAL NOT ENERGIZED


Failed reverse indicator device, faulty connectors

Test the reverse indicator device

Defective vehicle wiring or connections

Test and inspect the vehicle wiring system for loose or


broken wires and connectors. Refer to vehicle wiring
diagrams.

Faulty shift selector

Test the shift selector. If bad, repair


(Paragraph 318).

Faulty wiring harness

Test and inspect wiring harness. Replace if bad


(Paragraph 316b and 317b).

* Manuals-electric models only.

Copyright 2006 General Motors Corp.

335

DP 8000 SERIES TRANSMISSIONS


Table 310. Troubleshooting Chart (contd)
CAUSE

REMEDY

AA. STARTER OPERATES IN ALL RANGES


Faulty neutral switch

The neutral start switch is part of the switch assembly in


the shift selector and cannot be serviced separately.
Replace the switch assembly (Paragraph 637 and 638).

AB. STARTER WILL NOT OPERATE IN NEUTRAL


Faulty starter or starter solenoid

Using a test light or voltmeter, test for power at the


starter solenoid input when the starter switch is
activated. If power is present, the starter or solenoid is
defective. If no power is present, go to next line.

Disconnected or broken wire or terminal in vehicle


wiring system

Test and inspect vehicle wiring system. Refer to the


vehicle service manual.

Faulty shift selector

Test the shift selector. Repair if bad (Paragraph 318).

AC. FLUID SPEWING FROM BREATHER (before S/N 5175)


Excess fluid trapped in front section of main housing

336

Provide escape port (Paragraph 628).

Copyright 2006 General Motors Corp.

PREVENTIVE MAINTENANCE
14

13
2
14

10

12

13

15

11*

12

3
7

3
11
10

4
9
5

4
8

16

17

21

20
18
6

19

* (NO

PASSAGE)

V08250.00.00

Figure 315. Fluid PassagesTransmission Housing and Oil Transfer Plate

1. Second-range clutch

12. Lockup clutch

2. Exhaust

13. First, second, neutral, reverse boost

3. Intermediate-range

14. Main

4. Reverse clutch

15. Second-range exhaust

5. First-range clutch

16. Splitter-high signal

6. Exhaust

17. First-range clutch

7. Exhaust

18. Exhaust

8. Splitter-low clutch

19. Exhaust

9. Splitter-high clutch

20. First, second, neutral, reverse boost

10. High-range

21. Exhaust

11. Pitot (governor)

Copyright 2006 General Motors Corp.

337

DP 8000 SERIES TRANSMISSIONS

2
23
22
2

10

14
9

13

1
3

11

10

13

14
3

9
7

15

21

4
7

1
16

21
7

17

25
16

20

26

12

20

4
3
7

16

24

15
1

12

14

17

21

19

1
18

14

14
19
14

18

20

18
19

6
20

6
VH08501.00.00

Figure 316. Fluid PassagesOuter Side of Oil Transfer Plate and Control Valve Body

338

1. Second-range clutch

14. Main

2. Exhaust

15. Second-range exhaust

3. Intermediate-range clutch

16. Splitter-high signal

4. Reverse clutch

17. First-range clutch

5. First-range clutch

18. Exhaust

6. Exhaust

19. Exhaust

7. Exhaust

20. First, second, neutral, reverse boost

8. Splitter-low clutch

21. Exhaust

9. Splitter-high clutch

22. Exhaust

10. High-range clutch

23. First, second, neutral, reverse boost

11. Pitot block (no passage)

24. Not active for DP 8000 Series

12. Lockup clutch

25. Splitter-high signal

13. First, second, neutral, reverse boost

26. Splitter-high signal

Copyright 2006 General Motors Corp.

PREVENTIVE MAINTENANCE

1
2
2

3
4
4

V08251.00.00

Figure 317. Fluid PassageTorque Converter Housing and Retarder Control Valve

1. To oil cooler (converter-out)


2. From hydraulic retarder
3. Exhaust
4. To hydraulic retarder
5. Exhaust (from cooler)

Copyright 2006 General Motors Corp.

339

DP 8000 SERIES TRANSMISSIONS

2
1

A
2

7
B
7

8
4
6

5
10

VH07945.01.00

Figure 318. Fluid PassagesTorque Converter Housing and Lockup Shift Valve

1. First, second, neutral, reverse boost


2. Main
3. First, second, neutral, reverse boost
4. Main
5. Pitot (governor)
6. Exhaust
7. Exhaust
8. Lockup clutch
9. Lockup clutch feed
10. Orifice

NOTE:
When hole is at A, lockup can occur in all ranges and neutral. When hole is at B, lockup can occur only in
third, fourth, fifth, and sixth ranges. When holes are at both locations, lockup can occur in only third, fourth,
fifth, and sixth ranges.

340

Copyright 2006 General Motors Corp.

PREVENTIVE MAINTENANCE

1
2

3
4

HOUSING

5
6

VALVE BODY

VH07946.00.00

Figure 319. Fluid PassagesTorque Converter Housing and Main-Pressure Regulator

1. Exhaust
2. From oil filter (main)
3. Lubrication

4. To oil filter (main)


5. Exhaust
6. First, second, neutral, reverse boost

Copyright 2006 General Motors Corp.

341

DP 8000 SERIES TRANSMISSIONS

2
1

VH07947.00.00

Figure 320. Fluid PassagesMain-Pressure Regulator and Oil Filter Base

1. From oil filter (main)


2. To oil filter (main)

342

Copyright 2006 General Motors Corp.

PREVENTIVE MAINTENANCE

8
(NO PASSAGE)
1

6
7

6
7
8
9

14
13

5
4

15

9
14

10

13

10
16
11

17
18
19

12

11

20

21

12

V08254.00.00

Figure 321. Fluid PassagesTransmission Housing and Inner Side of Oil Transfer Plate

1. Second-range clutch

12. Exhaust

2. Intermediate-range clutch

13. First-range clutch

3. Exhaust

14. Reverse clutch

4. High-range clutch

15. Check valve exhaust

5. Main

16. Exhaust

6. First, second, neutral, reverse boost

17. First, second, neutral, reverse boost

7. Exhaust

18. Neutral signal

8. Pitot (governor)

19. Second-and third-range clutch

9. Splitter-high clutch

20. Exhaust

10. Splitter-low clutch

21. Check valve exhaust

11. Exhaust

Copyright 2006 General Motors Corp.

343

DP 8000 SERIES TRANSMISSIONS

19,92
20,23

73,89

15,77

16,18

17
74

21

6
8,12,40,52,57,61
13,68
9

70,71

75

5,50
4,7
3

11,14

69

10

1,58

22
59,60
2,53

24
25,27
94,95
88,93

66

26

47

48

28

46,51,54

87
86,91

64
83
44,49,56

31,34
29,30,32,35,41,42
43,45,55,65,67
76,78,82,84,85

36,79
33,90

81
38,39,62,63

37,72,80

OIL TRANSFER PLATEOUTER SIDE


4

2
1

6
5

8 10 12 14 16
9 11 13 15 17

18

20
21

19

59
58
57
56
55
54
53

68
67
66

52
51
50
49
48 47

70

71
65

61

46

63
45
44
43

91
90

69

60

62

89

72
73

92

74
75

22
23
94

88

26
27

95
86

76 85
77

28
29

87

64
78 79
81

84
83

80

24
25

93

82

30
31

42
41 40 39 38 37 36

35

34 33 32

SEPARATOR PLATEINNER SIDE


V08255.00.00

Figure 322. Fluid PassagesOuter Side of Oil Transfer Plate and Inner Side of Separator Plate

344

Copyright 2006 General Motors Corp.

PREVENTIVE MAINTENANCE
1. Exhaust

33. First-range exhaust

65. Exhaust

2. Splitter-low solenoid

34. Check valve exhaust

66. Check valve exhaust

3. Main

35. Exhaust

67. Exhaust

4. Splitter-high exhaust

36. 32 overlap exhaust

68. High-range

5. First, second, neutral, reverse boost

37. 23 overlap exhaust

69. Main

6. First, second, neutral, reverse boost

38. Trimmer regulator exhaust

70. Third-range exhaust

7. Splitter-high

39. Neutral signal

71. Third-range exhaust

8. Main

40. Main

72. 23 overlap exhaust

9. Priority valve main

41. Exhaust

73. Second-range exhaust

10. Main

42. Exhaust

74. Check valve exhaust

11. Exhaust

43. 45 overlap exhaust

75. Intermediate-range signal

12. Main

44. Splitter-high exhaust

76. Exhaust

13. Range main

45. Exhaust

77. Intermediate-range clutch

14. Exhaust

46. Splitter-low

78. Exhaust

15. Intermediate-range clutch

47. First, second, neutral, reverse boost

79. 32 overlap exhaust

16. Range main

48. Exhaust

80. 23 overlap exhaust

17. Reverse, first, second, third fourth


range feed

49. Splitter-high exhaust

81. Check valve exhaust

50. First, second, neutral, reverse boost

82. Exhaust

18. Reverse, low-range feed

51. Splitter-low signal

83. Exhaust

19. Range main

52. High-range signal feed

84. Exhaust

20. Check valve exhaust

53. Splitter-low solenoid

85. Exhaust

21. Neutral signal

54. Splitter-low

86. Low-range

22. Second-range clutch

55. Exhaust

87. Intermediate-range clutch

23. Check valve exhaust

56. Splitter-high exhaust

88. Intermediate-range signal

24. Reverse-range

57. Main

89. Low-range exhaust

25. Low-range signal

58. Exhaust

90. First-range exhaust

26. First-range

59. Solenoid feed

91. Low-range clutch

27. Second-range signal

60. Solenoid-pressure regulator

92. Range main

28. Low-range

61. Main

93. Intermediate-range signal

29. Exhaust

62. Neutral signal

94. Second-range signal feed

30. Exhaust

63. Neutral signal

95. Main

31. 12 overlap exhaust

64. Neutral signal

32. Exhaust

Copyright 2006 General Motors Corp.

345

DP 8000 SERIES TRANSMISSIONS

4 5,6

2
1

9 11 13
15
73
91 90 20
10 13 14,55 16,69
68 72
17 18 74 89 19 21

59

57
58
60
54

92
22
23
93

52
51,53
49
48,58

94

24
25

47,50

26
88
27
28,86

71

45

70
84 29
30,32,35
82,83,85

43,44
42

31,33

46

66
67

76
34
36
79,80,81
61,95

41
62,64 63 39 40
75 37
65 78 38 77,87

VALVE BODYINNER SIDE


21

19
20

22
23
24

17
18

15 14 12 10 8 6 4 2
5 3 1
68 13 11 9 7

16

91
90

59
60
58

72

92

93
94
25
26
95
27
28
29

87

88

75

86 77 76

66 67
65
64

84
82

30

57
56
55
54
53
52
51
49 50
48
47
46
45

69
70

73
74
71

89

83
85
81 80

78

61
63
62

44

31
79
43
42
32

33

34 35 36 37 38

39

40

41

SEPARATOR PLATEOUTER SIDE

V08256.00.00

Figure 323. Fluid PassagesOuter Side of Separator Plate and Inner Side of Valve Body

346

Copyright 2006 General Motors Corp.

PREVENTIVE MAINTENANCE
1. Exhaust

33. First-range exhaust

65. Exhaust

2. Splitter-low solenoid

34. Check valve exhaust

66. Check valve exhaust

3. Main

35. Exhaust

67. Exhaust

4. Splitter-high exhaust

36. 32 overlap exhaust

68. High-range

5. First, second, neutral, reverse boost

37. 23 overlap exhaust

69. Main

6. First, second, neutral, reverse boost

38. Trimmer regulator exhaust

70. Third-range exhaust

7. Splitter-high

39. Neutral signal

71. Third-range exhaust

8. Main

40. Main

72. 23 overlap exhaust

9. Priority valve main

41. Exhaust

73. Second-range exhaust

10. Main

42. Exhaust

74. Check valve exhaust

11. Exhaust

43. 45 overlap exhaust

75. Intermediate-range signal

12. Main

44. Splitter-high exhaust

76. Exhaust

13. Range main

45. Exhaust

77. Intermediate-range clutch

14. Exhaust

46. Splitter-low

78. Exhaust

15. Intermediate-range clutch

47. First, second, neutral, reverse boost

79. 32 overlap exhaust

16. Range main

48. Exhaust

80. 23 overlap exhaust

17. Reverse, first, second, third fourth


range feed

49. Splitter-high exhaust

81. Check valve exhaust

50. First, second, neutral, reverse boost

82. Exhaust

18. Reverse, low-range feed

51. Splitter-low signal

83. Exhaust

19. Range main

52. High-range signal feed

84. Exhaust

20. Check valve exhaust

53. Splitter-low solenoid

85. Exhaust

21. Neutral signal

54. Splitter-low

86. Low-range

22. Second-range clutch

55. Exhaust

87. Intermediate-range clutch

23. Check valve exhaust

56. Splitter-high exhaust

88. Intermediate-range signal

24. Reverse-range

57. Main

89. Low-range exhaust

25. Low-range signal

58. Exhaust

90. First-range exhaust

26. First-range

59. Solenoid feed

91. Low-range clutch

27. Second-range signal

60. Solenoid-pressure regulator

92. Range main

28. Low-range

61. Main

93. Intermediate-range signal

29. Exhaust

62. Neutral signal

94. Second-range signal feed

30. Exhaust

63. Neutral signal

95. Main

31. 12 overlap exhaust

64. Neutral signal

32. Exhaust

Copyright 2006 General Motors Corp.

347

DP 8000 SERIES TRANSMISSIONS

3
9
4
2

2
4
5
5

7
7

VALVE BODYINNER SIDE

OIL TRANSFER PLATEOUTER SIDE

V08258.00.00

Figure 324. Fluid PassagesOuter Side of Oil Transfer Plate and Inner Side of First-Range Valve Body

348

1.

First-range clutch

2.

Range main

3.

Range main

4.

Range main

5.

Check valve exhaust

6.

Splitter-low

7.

Second-range signal

8.

Exhaust

9.

Exhaust

Copyright 2006 General Motors Corp.

PREVENTIVE MAINTENANCE
4
4

5,10

5
1
2

3
6
7

6
8
7

8
9
10

13

12
11

11

VALVE BODYOUTER SIDE

OIL TRANSFER PLATE


INNER SIDE
V08257.00.00

Figure 325. Fluid PassagesOuter Side Valve Body and Inner Side of Oil Transfer Plate

1. Second-range pressure test


2. First and reverse feed pressure test
3. Range main
4. Main
5. Range main
6. First-range clutch
7. First-range exhaust
8. Second-range signal
9. First-range clutch
10. First-range feed
11. Exhaust
12. Intermediate-range pressure test
13. Splitter-low pressure test

Copyright 2006 General Motors Corp.

349

DP 8000 SERIES TRANSMISSIONS


NOTES

350

Copyright 2006 General Motors Corp.

Section 4GENERAL OVERHAUL INFORMATION


41.

SCOPE

a. This section provides general information for


overhaul, cleaning, and inspection of the transmission.
Tables include torque specifications, special tools, and
selective parts. Good shop practices together with the
recommended procedures will aid in restoring high
quality performance.
b. For CEC1 equipped transmissions, refer to
Allison
publication
TS2712EN,
Commercial
Electronic Control (CEC) Troubleshooting Manual,
for special tools and procedures. For CEC2 equipped
transmissions, refer to Allison publication TS3353EN,
Off-Highway CEC2 Troubleshooting Manual.

42.

PROCEDURES SUBJECT
TO CHANGE

Because of the release of new models, and changes to


models already in the field, instructions in the manual
are subject to change. Therefore, always check the latest service information available at your dealer. When
requesting service information or ordering parts from
your dealer, be sure to include the part number, model
number, and serial number from the nameplate of your
transmission (Paragraph 13a).

43.

WELDING PROCEDURES
FOR ELECTRONIC
CONTROL EQUIPMENT

CAUTION:
The ECU will be damaged by improper welding
procedures.
1. In sequence, first disconnect the negative, then
disconnect the positive wiring connections
from the battery.
2. If additional electronic system ground wires
are connected to the frame, be sure they are
disconnected.
3. Cover electronic components and wiring to
protect them from damage.
4. Do not connect welding cables to electronic
components.

6. Do not weld close to electronic components. If


close, move the electronic component during
the welding process.
7. When welding is completed, in sequence, first
connect the positive, then connect the negative
wiring connections to the battery.

44.

REMOVAL, INSTALLATION
OF TRANSMISSION

Consult your vehicle or equipment service manual for


procedures to be followed in removing or installing the
transmission.

45.

REMOVING WIRING
HARNESSESELECTRIC
SHIFT MODELS

a. Manual-Electric Shift Model

WARNING!
Shut off the power supply from the vehicle electrical system before removing the wiring harnesses. This will prevent any unexpected shifts.
1. Loosen and remove the nuts that attach wiring
harness 140 (Foldout 22) at both of the two-pin
and eight-pin connectors at the first-range shift
and main valve bodies.
2. Pull the socket-type connectors off the valve
body pin connectors.
3. Remove the wire from inhibitor pressure
switch 38 (Foldout 9,B).
4. Loosen and remove the nut which retains wiring harness 140 (Foldout 22) at the bottom of
the selector assembly in the vehicle cab.
5. Pull the sixteen-pin socket off the shift selector
assembly connector.
6. Remove the five conductors (or as many as are
used) from the vehicle power source, ground,
light system, starter circuit, and reverse signal
circuit.
NOTE:
These conductors are identified in Figure 41 as J,
L, M, N, and P. Tag the leads and the corresponding
connection points using the same letters.

5. Do not weld on electronic components.


Copyright 2006 General Motors Corp.

41

DP 8000 SERIES SERVICE MANUAL


7. Remove any fastenings which may retain these
leads between their points of connection and
the main body of the wiring harness.
8. Remove any vehicle components which
prevent access to the wiring harness fasteners,
or which would prevent removal of the
harness.

b. Automatic-Electric Shift Model

WARNING!
Shut off the power supply from the vehicle electrical system before removing the wiring harnesses. This will prevent any unexpected shifts.
1. Disconnect all branches (9 leads) of the cab
harness from their connections (Figure 42 or
43 as applicable).

9. Remove any fasteners which may retain the


wiring harness. Remove the harness. If
defective, do not attempt to repair it. Replace it
with a new harness.

2. Disconnect all multi-pin connectors (Figure


44) which attach the harness to control components.

BLACK
TO SWITCH
FRAME

GROUND
TO LIGHT
YELLOW
TO INHIBITOR
FROM
INHIBITOR

L A

K
J
I

MATING
CONNECTORS

B
M N C
P
D
J
O
I
E
H
F
G
K

C
D
P
N E
H O F
M

G
BRANCHES TO
EXTERNAL POINTS
N TO EQUIPMENT STARTER
CIRCUIT (WHITE)
M POWER INPUT (RED)
(24V)
L TO EQUIPMENT LIGHT
CIRCUIT (BLUE)
P TO EQUIPMENT GROUND
(BLACK)
K

SWITCH SECTION

SELECTOR INTERNAL CIRCUIT

PRESSURE
SWITCH
ON LOCKUP
VALVE BODY

MAIN HARNESS
BRANCH TO 8-PIN CONNECTOR
BRANCH TO 2-PIN CONNECTOR

A
G

C
D
E

F
MATING
CONNECTORS

I
MATING
CONNECTORS
B TO SOLENOID B

B TO SOLENOID I *
H
B
A

WIRING HARNESS
(SELECTOR TO VALVE BODY)

A TO SOLENOID A *

G TO SOLENOID G *

B
A
G

A TO SOLENOID H

C TO SOLENOID C

C
D

D TO SOLENOID D

E
F

E TO SOLENOID E

F TO SOLENOID F
* Not present on Lock-in-neutral models

TO GROUND IN VALVE BODY


V03487

Figure 41. Manual-Electric Control System Wiring Diagram

42

Copyright 2006 General Motors Corp.

GENERAL OVERHAUL INFORMATION


12V-TO-24V CONVERTER OR
24V OVERLOAD PROTECTOR
WHITE Connect in
series with equipment
starter circuit

1
TO ENGINE-OIL
PRESSURE SWITCH
(+ INPUT FROM EQUIPMENT)

GREEN TO
REVERSE SIGNAL

EQUIPMENT
FRAME GROUND
BLUE TO
EQUIPMENT
LIGHT SWITCH

RED

BLACK

TO GROUND TERMINAL () OF
EQUIPMENT BATTERY
TERMINAL #
1
2
3
4

BLACK
RED

VOLTAGE
+12
12
+24
24

FROM SHIFT PATTERN


GENERATOR (SPG)

FROM SHIFT
SELECTOR

V00725.02.00

Figure 42. Negative Ground SystemConnections for 12/24 Volts Converter, or 24 Volt Overload Protector

12V-TO-24V CONVERTER
WHITE Connect in
series with equipment
starter circuit

1
TO GROUND
TERMINAL (+)
OF EQUIPMENT
BATTERY

GREEN TO
REVERSE SIGNAL

EQUIPMENT
FRAME GROUND
BLUE TO
EQUIPMENT
LIGHT SWITCH

RED

BLACK

TO ENGINE-OIL PRESSURE
SWITCH ( INPUT FROM EQUIPMENT)
TERMINAL #
1
2
3
4

BLACK

VOLTAGE
+12
12
+24
24

RED
FROM SHIFT
SELECTOR

FROM SHIFT PATTERN


GENERATOR (SPG)
V00724.02.00

Figure 43. Positive Ground SystemConnections for 12/24 Volts Converter

Copyright 2006 General Motors Corp.

43

DP 8000 SERIES SERVICE MANUAL


3. Remove all vehicle components which prevent
access to the harness or its mounting fasteners.
Remove the fasteners.
4. Remove the cab wiring harness.

5. If removal of shift selector 13 or 14 is necessary, remove the attaching hardware and the
shift selector. Refer to Paragraph 639 or Paragraph 640 for rebuild.

5. Disconnect all multi-pin connectors that attach


vehicle wiring harness 7 (Foldout 24,A) to the
control components.

6. For replacement, remove the attaching hardware that retains throttle position sensor 20.
Remove the cable hold down and hitch pin.

6. Remove all vehicle components which prevent


access to the wiring harness or its mounting
fasteners. Remove the fasteners.
7. Remove the vehicle wiring harness.
c. Electronic Control Model

WARNING!
Removing the wiring harnesses from the transmission while the equipment power supply is ON
can cause unexpected shifts resulting in sudden,
uncontrolled vehicle or equipment movement. To
help avoid injury or property damage, power
from the equipment electrical system must be
switched OFF before disconnecting the transmission wiring.
1. If present, disconnect secondary mode harness
10 (Foldout 25) from ECU 1 and, if necessary,
from any secondary mode or special function
components.
CAUTION:
When removing the harness, disconnect in sequence first the negative, and then the positive,
connections from the battery.
2. Disconnect cab harness 11 from ECU 1 and
shift selector 13 or 14. Disconnect harness 11,
in proper sequence, from the equipment electrical system.
3. Disconnect chassis harness 15 from ECU 1,
throttle position sensor 20, speed sensor 17,
electric lockup valve body assembly 16, main
control valve body assembly 19, and firstrange shift valve body 18.
4. If removal of ECU 1 is necessary, remove the
attaching hardware and the ECU. Do not remove cover 5 or break seal 6 until referring to
Paragraph 641 for CAUTION and instructions.
44

46.

REMOVING LOCKUP
(INHIBITOR) PRESSURE SWITCH

a. Clean the area around inhibitor pressure switch


38 (Foldout 9,B).
b. Remove the pressure switch by rotating it
counterclockwise. Install a 18-27 inch pipe plug,
temporarily, into the hole from which the switch was
removed.

47.

REMOVING REMOTE
COMPONENTS

a. Shift Selector AssemblyManual- and


Automatic-Electric. The shift selector assembly 1
(Foldout 23 or Foldout 24,B) may be removed, if
necessary, by removing the bolts in its base. However,
the shift selector may be checked without removing it.
If defective, it may be either rebuilt, or replaced as a
unit. Refer to Paragraphs 318 and 319 for testing
and troubleshooting information. Refer to either
Paragraph 635 (manual-electric) or Paragraph 636
(automatic-electric) for rebuild instructions for the
shift selector assembly. The shift selector
microswitches and range indicator are not serviceable.
b. Shift Pattern Generator (SPG), 12/24V
Converter, 12/24V Overload Protector, Throttle
Potentiometer. SPG 1 (Foldout 24,A), 12/24V
converter 4, 12/24V overload protector 5, and throttle
potentiometer assembly 9 may be removed, if
necessary, by removing any attachment bolts in the
bases, cab wiring harnesses 6 and vehicle wiring
harness 7. However, these components may be
checked without removing them. If defective, they
may be either rebuilt, or replaced as a unit. Refer to
Paragraphs 318 and 319 for testing and
troubleshooting. Refer to Paragraph 636 for testing
and rebuild information for the SPG, 12/24/V
converter, and the 12/24V overload protector. Refer to
Paragraph 638 for rebuild of the throttle
potentiometer assembly.

Copyright 2006 General Motors Corp.

GENERAL OVERHAUL INFORMATION


12V/24V CONNECTOR (OR
12V/24V OVERLOAD PROTECTOR)

JUMPER
(IN LATER MODELS
JUMPER IS INTERNAL)
+

EQUIPMENT
BATTERY

3
2

THROTTLE
POTENTIOMETER

ENGINE OIL
PRESSURE SWITCH 201 BLACK
2-PIN CONNECTOR
202 BLACK
209
200 RED
A
219
210
B
C
V
D
B
19-PIN CONNECTOR
A
E
P
N
R
F
M
S
TU
L
G
K
H J
SHIFT PATTERN
GENERATOR
(SPG)

17-PIN
CONNECTOR

SEE NOTE
J
H

F
E

RED

205 RED
203 BLUE
204 GREEN

TO EQUIPMENT
LIGHT SWITCH
J
LK

16-PIN
CONNECTOR

206 BLACK

218
217
216
215
214
213
212
211

208
WHITE

P
H

TO
REVERSE
SIGNAL

G
B

F
E

D N

207 WHITE
In series with equipment
starter circuit

17-PIN
SOCKET
L

This harness not present in models without range indicator

110
M

T
S N
R P
C

RANGE INDICATOR
SHIFT
SELECTOR

100

101
A

T D

17-PIN CONNECTOR
102

B
A

111

MAGNETIC
PICKUP

107
106
105
104

TRIM BOOST
VALVE BODY
F H

103

8-PIN CONNECTOR
108

2-PIN
CONNECTORS

MAIN
VALVE
BODY

109

NOTE: For models with range indicator, connect main valve body harness to range indicator harness.
For models without range indicator, connect main valve body harness directly to shift pattern generator.

V08665.00.00

Figure 44. Automatic-Electric Control System Wiring Diagram

Copyright 2006 General Motors Corp.

45

DP 8000 SERIES SERVICE MANUAL


48.

INSTALLING REMOTE
ELECTRIC SYSTEM
COMPONENTS

4. Refer to Figure 43, 44, or 45 for identification of branches if not marked at removal.
5. Connect the branches to the equipment leads.

CAUTION:

CAUTION:

Do not bend or damage connector pins during

Firm, complete connection of each connector is


important. The pins must not be bent or otherwise damaged. Align the index key and slot, and
push the cable end of the connector firmly into its
socket. Tighten the retaining nut as tightly as
possible BY HAND. DO NOT USE any tools to
tighten the connector. Then push again on the cable end while working it slightly from side to side.
Retighten the nut by hand. Continue pushing the
cable end and tightening the nut until the connection is firm and the nut will not tighten further.

installation.
Hand tighten the retaining nut until the connector is completely installed in its socket. Do not
use any tool to tighten the connector.
a. Electronic Control Models
1. If removed, install throttle position sensor 19
(Foldout 30) and attaching hardware. Install
the cable hold down and hitch pin.
2. If removed, install shift selector 13 or 14 and
attaching hardware.
3. If removed, install ECU 1 and attaching hardware.

CAUTION:
When installing the harness, connect in sequence
first the positive, and then the negative, connections to the battery.
4. Connect the chassis harness (Figure 46) to the
ECU (Figure 47), throttle position sensor 19,
magnetic pickup 17, electric lockup valve body
assembly 16, and main control valve body assembly 18.
5. Connect cab harness 11 (Figure 48) to the
ECU (Figure 47) and shift selector 13 or 14.
Connect wiring harness 11 to the equipment
power supply by connecting the positive wire
first, then the negative wire.
6. If removed, install the secondary mode harness
(Figure 49) to the ECU (Figure 47) and to
any previously installed secondary mode or
special function components.
b. Manual-Electric and SPG-Control Models
1. Refer to Figure 43, 44, or 45. Install the
wiring harnesses onto the equipment.
2. Replace all supports and fasteners.
3. Replace all equipment components removed
for access to the wiring harnesses.
46

6. Align the index keys and push the 16-pin


socket onto the 16-pin connector at the bottom
of the shift selector assembly. Hand tighten the
connector nut to retain the socket.
7. Align the index keys and push the 8-pin socket
onto the 8-pin connector on the valve body.
Hand tighten the nut to retain the 8-pin socket.
8. Align the index keys and push the 2-pin socket
onto the 2-pin connector on the valve body.
Hand tighten the nut to retain the 2-pin socket.
9. If removed, install shift pattern generator
(SPG) 1 (Foldout 24,A), 24V overload protector 5, 12V-to-24V converter 4, and throttle potentiometer assembly 9 by installing any
attaching bolts in the bases. Install the wiring
harness sockets onto the connectors on the
SPG, throttle potentiometer, magnetic pickup,
and electric lockup valve body. Hand tighten
the connector nuts to retain the sockets.
10. Install the shift selector assembly, if removed,
by replacing the attachment bolts which attached it in the vehicle cab.
c. Installing Lockup Inhibitor Pressure Switch
(Manual-Electric). Install lockup inhibitor pressure
switch 38 (Foldout 9,B) into the 18-27 hole and
tighten it enough to prevent leakage.
d. Installing Shift Selector Assembly (ManualElectric and Automatic-Electric Shift). If the shift
selector was previously removed, re-install it now in
the vehicle cab.

Copyright 2006 General Motors Corp.

GENERAL OVERHAUL INFORMATION

SHIFT PATTERN
GENERATOR (SPG)
17-PIN CONNECTOR

S
R
F

24V DC
POWER

T
N
P

E D C

RED

A
104
105
106
107
108
109
110
111
112
113

E D C

RANGE
INDICATOR

SHIFT
SELECTOR

15
1
4
5
8
11
16
17
14
3
2

P
R
S

H
J

N
T
K

M
L

17-PIN SOCKET
Connects to main valve
body wiring harness
V03489

Figure 45. Range Indicator Wiring Diagram

Copyright 2006 General Motors Corp.

47

DP 8000 SERIES SERVICE MANUAL


49.

TOOLS, EQUIPMENT

Do not use inside the transmission (refer to


Paragraph 413f).

a. Special Tools. Table 41 and Figures 46 and 47


show special tools required for overhaul procedures.
b. Additional Tools, Supplies, and Equipment.
These items, in addition to common tools, should be
available.

CAUTION:
Caustic cleaning compounds will damage some
transmission parts. Use only mineral spirits or
cleaning solvents such as PD 680-2 (or equivalent).

Non hardening sealer, Permatex No. 2, or


equivalent (refer to Paragraph 413f)
Loctite Pipe Sealant with Teflon, or
equivalent (Do not use Teflon tape) (refer to
Paragraph 413c)
Loctite Sleeve Retainer 601, or equivalent
(refer to Paragraph 413h)
Bearing installation sleeves
Molybdenum disulfide grease (exterior only)

Mineral spirits
Retaining ring pliers (internal and external)

Impact wrench

Micrometers, depth gauge

Compressed shop air

3-strand sling, 3 ton (2722 kg) capacity with


90 degree angle attaching plates

Pressure, temperature indicators


Valve body test stand (if available)

3 ton hoist (2722 kg)


100 inch lb torque wrench (11 Nm)
100 ft lb torque wrench (136 Nm)
1000 ft lb torque wrench (1345 Nm)

Magnaflux equipment (if available)


c. Equipment for Electric Components. These
items will assist troubleshooting and repair of
transmission electric components:

Arbor press
Clean, lint-free shop cloths (do not use waste)
Container for parts

Noel-Smyser Field Test Kit P/N 1920 (refer


to Paragraph 316a, 317f)

Wood blocks
Oil-soluble grease (for transmission interior)
such as MIL-W-P236 or Amojell
petrolatum (Amoco Oil Co) or equivalent
(refer to Paragraph 413d)
High-temperature grease (for transmission
exterior only) such as MIL-G-81322 Mobile
Grease No. 28 (Mobil Oil Co.), Aeroshell
Grease No. 22 (Shell Oil Co.) or equivalent.

48

Noel-Smyser Field Test Kit P/N 1948 (refer


to Paragraph 312c, 317a)

12V or 24V test lamp to match system


voltage (refer to Paragraph 316b)
Ohmmeter (refer to Paragraph 316, 317)
Repair kit for solenoid module wiring (refer
to Paragraph 316b NOTE)
Test lamp bank (Paragraph 318)

Copyright 2006 General Motors Corp.

GENERAL OVERHAUL INFORMATION


Table 41. Special Tools
Tool No.

Fig. Item

Kent-Moore Tools*
J 7441
46
1

Description
Belleville Spring Compressor

J 7470-A
J 22158-15

46
46

2
3

J 23547
J 23556
J 23559
J 24315-1

4-6
46
46
46

4
5
6
7

Clutch Spring Compressor (No longer available)


Spanner WrenchStator Ground Sleeve Remover and
Installer***
Converter Turbine Puller (No longer available)
Support Legs***
Converter Ground Sleeve Nut Staking Fixture
Guide Pin (two required) 38-16 x 6 inch (part of J 24315)

J 24315-2
J 24710

46
46

8
9

Guide Pin (two required) 38-24 x 2 inch (part of J 24315)


Switch Sequence Gauge

J 24711
J 24712
J 29853
J 29854
J 29855
J 29852
BT-8639-B
J 35889-A
J 26995

4-6
46
46
46
46
46
46
46
4-6

10
11
12
13
14
15
16
17
18

Shift Inhibit Clutch Drilling Fixture (No longer available)

Fabricated Tools: **
None
47
1
None
47
2
None
47
3
None
47
4

Harness Adapter (Stall Check)


Stator Assembly Tool (No longer available)
Clutch and Drum Assembly Lifter
Transmission Lifting Fixture (No longer available)
Splitter Hub Lifter
Anti-Static Wristband
PROM Remover Tool
Chatillion MST-50 Spring Tester
Work Table
Holding Fixture
Flange Puller
216 Lifting Nut

Ref. Paragraph
621a(3), 621b(3),
627a(2), 627b(4)
73c(1)
53c(22), 73i(7)
5-3c(19)
73g(1)
73i(7)
53a(7), 73h(26),
73k(4), 73l(2), 73m(8)
73j(5)
318 c(13)
6-35b(14)
312b(4)
615b(5), 73i(5)
53h(2), 73a(6)
52d
643a(1), 643b(1)
641a(3)

As required
53b(1)
416a(5)
53b(11), 53f(8),
73e(9), 73j(5)

* These tools are manufactured by Kent-Moore Tool Division, 29784 Little Mack, Roseville, Michigan 48066, and may be obtained
through your local Allison Transmission dealer or distributor.
** These tools are not available from Kent-Moore.
*** These tools are essential for transmission repair or rebuild.

Copyright 2006 General Motors Corp.

49

DP 8000 SERIES SERVICE MANUAL

1. BELLEVILLE SPRING
COMPRESSOR

6. CONVERTER GROUND SLEEVE


NUT STAKING FIXTURE

5. SUPPORT LEGS

4. CONVERTER TURBINE
PULLER ASSEMBLY

7. 3/8-16 x 6 INCH GUIDE PIN


( 2 REQUIRED)

10. CLUTCH DRILLING FIXTURE

3. SPANNER WRENCH

2. CLUTCH SPRING
COMPRESSOR

8. 3/8-24 x 2 INCH GUIDE PIN


( 2 REQUIRED)

11. HARNESS ADAPTER

9. SWITCH SEQUENCE GAUGE

12. STATOR TOOL


15. SPLITTER HUB
LIFTER

16. ANTI-STATIC
WRIST BAND

14. TRANSMISSION
LIFTING FIXTURE
13. CLUTCH AND DRUM
ASSEMBLY LIFTER

18. CHATILLION
MST-50 SPRING
TESTER

17. PROM REMOVER


TOOL
V08502.02.00

Figure 46. Kent-Moore Tools

410

Copyright 2006 General Motors Corp.

GENERAL OVERHAUL INFORMATION

48 in.
(120 cm)

78 in.
(200 cm)

TRANSMISSION FLUID DRAIN


STEEL TOP

TROUGH
16-GAUGE SHEET STEEL
112 in. (35 mm) DEEP
112 in. (35 mm) WIDE

24 in.
(60 cm)

2 x 6 in. BOARD
(5 x 15 cm)
FOR TOP FRAME
AND LEG BRACKETS

TRANSMISSION
FLUID DRAIN
(BOTH SIDES)
4 x 4 in. LEGS
(10 x 10 cm)

1. WORK TABLE
0.625 in. (15.9 mm)
HOLE DIA
APPROX
1.5 in.
(38 mm) 0.75 in.
(19.1 mm)

SCREW MIN LENGTH


9.0 in. (230 mm)
1.0 in. NF THD

Locate bolt
holes to match
type flange to
be pulled

0.75 in. (19.1 mm)


APPROX
0.375 in. (9.5 mm)

1.44 in.
(36.6 mm)
R

APPROX
2.5 in. (64 mm)

11.0 in. (270 mm) DIA

Make from heavy metal stock, break sharp


edges, blunt corners, remove burrs

2. HOLDING FIXTURE

1.0 in. (25 mm) MIN


SPACER
STEEL ROD
0.75 in. (19 mm)

OUTPUT SHAFT
NUT USED

3. FLANGE PULLER
WELD 2 PLACES

4. LIFTING NUT

V08259.00.00

Figure 47. Fabricated Tools

Copyright 2006 General Motors Corp.

411

DP 8000 SERIES SERVICE MANUAL


410. REPLACEMENT PARTS
a. Ordering Information. Refer to the current Parts
Catalog PC1249EN.
b. Parts Normally Replaced

WARNING!
Do not burn discarded Teflon seals. Toxic gases
are produced by burning.
The following parts are normally replaced at each
transmission overhaul:
Gaskets

2. Parts (except bearings) should be dried with


compressed air. Steam-cleaned parts should be
oiled immediately after drying.
3. Clean oil passages by working a piece of soft
wire back and forth through the passages and
flushing with cleaning solvent. Dry the
passages with compressed air.
4. After cleaning, examine parts, especially oil
passages, to make certain they are entirely
clean. Reclean them if necessary.
5. Use only petroleum base solvents for cleaning
oil seals. Solvents such as trichloroethylene,
Benzol, Acetone, and all aromatics are harmful
to oil seals using polyacrylate rubber.

Lockstrips

c. Cleaning Bearings

Washers or retaining rings damaged by


removal

WARNING!

Oil seals, piston sealrings

411. CAREFUL HANDLING


Parts and subassemblies must be handled carefully to
prevent nicking, scratching and denting. Close fitting
parts may have proper clearance but can bind if they
are nicked, scratched, or dented. Parts which depend
upon smooth surfaces for sealing may leak if
scratched. This is very important for parts of the control valve body assembly. Valves, when dry, must
move freely in their bores by their own weight. Such
parts should be carefully handled and protected during
removal, cleaning, inspection, and installation as well
as kept clean while in containers.

412. CLEANING, 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.

Never dry bearings with compressed air. A spinning bearing can disintegrate. Also, spinning a
bearing without lubrication can damage the
bearing.
1. Bearings that have been in service should be
thoroughly washed in cleaning solvent.
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
the same type of fluid that will be used in the
transmission.
d. Inspect Bearings
1. Inspect bearings for roughness of rotation. Replace a bearing if the rotation is still rough after cleaning and lubricating.
2. Inspect bearings for scored, pitted, scratched,
cracked, or chipped races, and excessive wear
of rollers and balls. If one of these defects is
found, replace the bearing.

b. Cleaning Parts
1. Use only mineral spirits on friction-faced
clutch plates and bearings. All other metallic
parts should be cleaned thoroughly with
mineral spirits or by steam-cleaning. Do not
use caustic soda solution for steam-cleaning.
412

CAUTION:
Any bearing that has been subjected to metal
contamination (Paragraph 35b) must be closely
inspected for metal particles. Metal particles will
cause failure of the bearing.

Copyright 2006 General Motors Corp.

GENERAL OVERHAUL INFORMATION


3. Inspect bearing housing and shaft for grooved,
burred, or gulled conditions that would indicate 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.
e. Keep Bearings Clean. Keep bearings clean
during removal and installation. The presence of dirt
or grit is usually responsible for bearing failure.
Observance of the following rules will increase
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.
3. Do not lay bearings on a duty surface; place
them on clean, lint-free paper.
4. Wrap or cover exposed bearings with clean paper or lint-free cloth to keep out dust, etc., if
assembly is not completed immediately.
f. Inspect Cast Parts, Machined Surfaces
1. Inspect bores for wear, scratches, grooves, and
dirt. Remove scratches and burrs with crocus
cloth. Remove foreign matter. Replace parts
that have scratches or grooves that cannot be
removed with crocus cloth.
2. Remove obstructions with compressed air or
by working a soft wire back and forth through
the passage. Flush out the passage with clean
solvent.
3. Inspect mounting faces for nicks, burrs,
scratches, and foreign material. 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 using the correct size used tap (a new tap can cut oversize).
A threaded insert may be used if the insert will
not be subject to high-pressure fluid. Inserts
used in high-pressure areas will leak fluid.
5. Replace housings or other cast parts that are
cracked. Magnaflux and rinse planetary carries
using approximately 8000 ampere-turns
(8 amperes in 1000 turn coil) to determine if
fractured. Replace the carrier if cracked.

NOTE:
Some torque converters have casting irregularities
near the outer edge of the turbine vanes. These
shut marks are not detrimental to the operation
of the transmission.
6. Inspect all machined surfaces for damage that
could cause fluid leakage or other malfunction
of the part. Rework or replace defective parts.
7. Some parts (especially planetary carriers) may
be discolored (straw colored up to blue). If
only the part itself is discolored (e.g., a carrier
but not the spindles) the color is from manufacturing and does not indicate a problem. But,
if the parts in the area are all discolored
(e.g., both a carrier and spindles), it indicates
excessive heat has occurred and the parts must
be replaced.
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 bushing is out-of-round, deeply scored, or
excessively worn, replace it, using the proper
size replacer tool. Whenever it is necessary to
cut out a defective bushing, do not damage the
bore into which the bushing fits.
2. Inspect thrust washers for distortion, scores,
burrs, and wear. Replace if defective or worn.
h. Inspecting Oil Seals, Gaskets
1. Replace all sealrings (except hook-type), oil
seals, and composition gaskets.
NOTE:
Do not discard sealrings, oil seals, or composite gaskets until transmission has been rebuilt. Use them
for reference during rebuild.
2. Inspect hook-type sealrings for wear, broken
hooks, or distortion.
3. Install a new hook-type sealring if the ring
shows any wear on the outside circumference,
or if there is excessive side wear. The sides of

Copyright 2006 General Motors Corp.

413

DP 8000 SERIES SERVICE MANUAL


the sealring must be smooth within 0.005 inch
(0.13 mm) maximum side wear. The sides of
the shaft groove (or the bore) into which the
sealring fits should be smooth within 50 microinches (1.27 micrometers) equivalent and
square with the axis of rotation within
0.002 inch (0.05 mm). If the sides of the
grooves have to be reworked, install a new
sealring.
i. Inspecting Seal Contact Surfaces. Inspect the
surfaces that contact the sealing area or lip of any seal.
Roughness, scoring, pitting, or wear that will permit
fluid leakage or cause damage to the seal must be
corrected. The affected part must be replaced if defects
cannot be corrected.
j. Inspecting Gears
1. Inspect gears for scuffed, nicked, burred, or
broken teeth. If the defect cannot be removed
with a soft honing stone, replace the gear.
2. Inspect gear teeth for wear that may have destroyed the original tooth shape. If this condition is found, replace the gear.
3. Inspect the thrust face of gears for scores,
scratches, and burrs. If the defect cannot be removed with a soft honing stone, replace the
gear.
k. Inspecting Splined Parts. Inspect for stripped,
twisted, chipped, or burred splines. Remove burrs with
a soft stone. Replace the part if other defects are found.
Spline wear is not considered detrimental except where
it affects tightness of fit of the splined parts.
l. Inspecting Threaded Parts. Inspect parts for
burred or damaged threads. Remove burrs with a soft
honing stone or fine file. Clean up damage on small
threads by chasing threads with a used die. Clean up
damage on large threads with a fine file. Replace part
if damage cannot be cleaned up.
m. Inspecting Retaining Rings. Inspect all retaining
rings for nicks, distortion, and excessive wear. Replace
a retaining ring if any of these defects is found. The
retaining ring must snap tight in its groove for proper
functioning.

414

n. Inspecting Springs. Inspect springs for signs of


overheating, permanent set, or wear due to rubbing
adjacent parts. Replace the spring if any of these
defects is found. Refer to the spring chart at the end of
Section 8.
o. Inspecting Clutch Plates
1. Inspect friction-faced steel plates (internalsplined plates) for burrs, imbedded 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-splined plates) for
burrs, scoring, excessive wear, cone, distortion,
imbedded metal, galling, cracks, breaks, and
damaged spline teeth. Remove burrs and minor
surface irregularities, using a soft honing
stone. Replace plates which have other defects.
3. The amount of cone in clutch plates is determined by measuring the distance between the
ID of the plate and a level surface (Figure 48).
Discard plates having excessive cone (refer to
Wear Limits, Section 8).
p. Inspecting Swaged, Interference-fit Parts. If
there is evidence of looseness due to relative motion,
the assembly should be replaced.
q. Inspecting Balls in Clutch Housings. Inspect all
balls in rotating clutch housings for free movement.
Any restriction could prevent the ball from seating
during clutch application.

LEVEL SURFACE

CLUTCH PLATE

Measure here for cone

Figure 48. Measuring Clutch Plate Cone

Copyright 2006 General Motors Corp.

V00778

GENERAL OVERHAUL INFORMATION


r. Inspecting Pump Gears

s. Inspecting Reverse Ring Gear and Retainer

CAUTION:
Be sure gasket is in place when using this procedure
Inspect pump gears for end clearance (Figure 49) and
diametrical clearance (Figure 410). End clearance between gears and pump cover is determined by measuring the distance between the gear and a steel straightedge placed across the gear and housing as illustrated
in Figure 49. Diameter clearance between gears and
housing is determined by measuring the distance between the gear teeth and housing (in several places) using a narrow feeler gauge as illustrated in Figure 410.
Replace gears with excessive clearance (refer to Wear
Limits, Section 8).

1. To determine serviceability (Figure 411), inspect the internal gear teeth and external
splines of the ring gear. Part replacement is required for:
Internal teeth:

Scuffed
Nicked
Pitted
Burred
Broken teeth
Teeth with embedded material
Teeth with altered original shape.

PUMP IDLER GEAR

STRAIGHT EDGE

External splines:

DRIVE GEAR

Nicked
Burred
Notching deeper than 0.020 inch
(0.51 mm) due to movement of friction
plates
FEELER GAUGE

PUMP BODY
V04053

Figure 49. Measuring Pump Gear End Clearance

2. Inspect the retainer on the reverse ring gear for


ends which may have broken at the weld. If the
ring gear is reusable, a new retainer can be
welded as follows (Figure 411):
Install the retainer on the ring gear with the

ends over one of the external spline


grooves. The maximum allowable gap between the ends is 0.080 inch (2.0 mm).

FEELER GAUGE
DRIVE GEAR

PUMP BODY

PUMP IDLER
GEAR

V04052

Figure 410. Measuring Pump Gear Diametral


Clearance

Using G.T.A.W. (gas tungsten arc weld) or

T.I.G. (tungsten inert gas) welding


equipment, weld the ends together using a
RE70S-3 weld rod. Only weld the retainer
ends together, do not weld the retainer to
the reverse ring gear. Allow melt-through in
the weld to drop into the splined groove to
prevent the retainer from rotating.
Grind or file the weld on the outer diameter

and sides until it is flush with the retainer.

Copyright 2006 General Motors Corp.

415

DP 8000 SERIES SERVICE MANUAL

Melt-through
in weld

REVERSE RING GEAR

0.08 in. (2.0 mm)


MAX GAP
MAX SPLINE WEAR
0.020 in. (0.51 mm)

RETAINER

V04054

Figure 411. Reversing Ring Gear Weld Specification

413. ASSEMBLY PROCEDURES


a. Clutches, Pistons
1. When assembling a clutch pack, soak frictionfaced 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.

416

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.

Copyright 2006 General Motors Corp.

GENERAL OVERHAUL INFORMATION


c. External Pipe Plugs, Hydraulic Fittings

1. Later model transmissions and spare parts have


SAE straight-thread O-ring pressure taps, drain
plugs, and hydraulic plugs and fittings. Earlier
model transmissions and spare parts have
tapered-thread NPTF pipe taps.

CAUTION:
Installing a pipe fitting or plug into a straight-

thread port will not provide a leak-tight joint


and will damage the O-ring sealing surface.
While damaged NPTF ports can often be repaired in place by chasing the damaged port
with the appropriate size pipe tap, more precise
machining is required for damaged straightthread ports. To avoid damage to the port and
sealing surface, confirm the compatibility of the
plug or fitting to the port before installation of
the plug or fitting.

2. Determine the type of plug or fitting required


before installation. Refer to Figure 412 for
identification of plugs and fittings. Refer to the
current Parts Catalog PC1249EN when
ordering plugs and fittings for your
transmission.
3. New Precoated Plugs. New plugs that are precoated with Teflon do not require preparation
for assembly.

Tighten all plugs to the torque specified in the

assembly step and on the exploded views. Inaccurate torque can cause leakage and cracked
housings. Straight-thread O-ring plugs and fittings require different installation torques than
NPTF plugs and fittings. Refer to Table 43 for a
comparison of torque specifications.

4. 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.

Table 42. Torque Specifications for Straight-Thread and NPTF Fittings

Fitting
Description

NPTF
Torque for NPTF
O-ring,
Tapered- Tapered-Thread Fittings StraightThread
Thread
Fitting
English
Metric
Fitting SAE
Size (inch)
(lb ft)
(N.m)
Size (inch) #

Torque for SAE StraightThread Fittings

English

Metric

20

4753 lb ft

6470 N.m

From-Cooler Connection

114

NPTF

95105

129142

158-12

To-Cooler Connection

114 NPTF

95105

129142

158-12

20

4753 lb ft

6470 N.m

Governor (Converter)
Pressure Tap

18

1012

1416

38-24

2832 lb in.

Lockup Pressure Tap

18

NPTF

1012

1416

38-24

2832 lb in.

3.23.6 N.m
3.23.6 N.m

Main Pressure Gauge


Connection

14

NPTF

1416

1921

12-20

5863 lb in.

Oil Filler Connection

114 NPTF

95105

129142

158-12

20

4753 lb ft

Fluid Level Check Plug

34

NPTF

3337

4550

1116-12

12

2426 lb ft

Oil Pan Drain Plug

34

NPTF

3337

4550

1116-12

12

2426 lb ft

PTO Lube Pressure Tap

38

1822

2529

916-18

7080 lb in.

Remote Filter IN Port

114 NPTF

95105

129142

158-12

20

4753 lb ft

Remote Filter OUT Port

114

95105

129142

158-12

20

4753 lb ft

Reverse Pressure Tap

38

NPTF

1822

2529

916-18

7080 lb in.

Temperature Gauge
Connection

12

NPTF

2327

3236

34-16

Top PTO Lube Line

38

NPTF

1822

2529

916-18

NPTF

NPTF
NPTF

Copyright 2006 General Motors Corp.

6.57.1 N.m
6470 N.m
3235 N.m
3235 N.m
7.99.0 Nm
6470 N.m
6470 N.m
7.99.0 N.m

145155 lb in. 16.317.5 N.m


7080 lb in.

7.99.0 Nm

417

DP 8000 SERIES SERVICE MANUAL

SAE O-RING STRAIGHT


THREAD ASSEMBLY

SEALING
SURFACE

MALE
O-RING
PORT
END

O-RING SEAL
(Threads provide holding power
to resist pressure blowout)

FEMALE
O-RING
PORT

SAE STRAIGHT THREAD O-RING PORT

NPTF THREAD ASSEMBLY


MALE
NPTF
PORT
END
FEMALE
NPTF
PORT

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

NATIONAL PIPE THREAD (NPTF) PORT


V03503.01

Figure 412. IdentificationPlug and Pipe Thread

d. Oil-Soluble Grease. Use only oil-soluble grease


with a low melting point, such as MIL-W-P236 or
Amojell petrolatum (Amoco Oil Co.), or equivalent
to temporarily retain parts, step-joint sealrings, scarfcut sealrings, and hook-type sealrings during assembly
with mating parts. The oil-soluble grease will help
keep the sealrings centered in their grooves and will
help protect the parts from damage.

418

CAUTION:
Do not use gasket-type sealing compounds, fi-

brous grease, or non-soluble, vegetable-based


cooking compounds inside the transmission or
where they could be flushed into the transmission hydraulic system.
Do not use petrolatum to retain cork gaskets.

Copyright 2006 General Motors Corp.

GENERAL OVERHAUL INFORMATION


e. Sealing Compounds, Non-Soluble Greases. Do
not use gasket-type sealing compounds, fibrous
greases, or non soluble, vegetable-base cooking
compounds any place inside the transmission. Do not
use them any place where they could be flushed into
the transmission hydraulic system. However, if
adhesives or sealers are required for the oil pan gasket,
they may be applied on the pan mounting flange, but
only in the area outside of the flange bead.
f. Lip-Type Oil Seals (Metal-Encased)
1. When replacing metal-encased lip-type oil
seals, make sure the spring-loaded lip side is
toward the fluid to be sealed in (toward the inside of the unit). Coat the inside of the seal
with high-temperature grease, such as MIL-G81322, 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.

CAUTION:
Do not use high temperature grease on other
transmission internal parts.
2. Precoated Seals. The circumference of some
seals is precoated with a dry sealant. The sealant is usually colored for easy identification.
The precoated seals do not require any additional sealant before installation.
3. Uncoated Seals. Prepare the circumference of
uncoated seals with a non hardening sealant
such as Permatex No. 2, or equivalent before
installation.
g. Interference-Fit Parts

WARNING!
Do not handle heated or chilled parts with bare
hands, always use appropriate hand protection.
Assembly of interference-fit parts may be
accomplished by heating and chilling the respective
parts. Either one or both parts may require this thermal
process. The expanding part can be heated in a rod
oven to 300F (149C). The contracting part can be
chilled in dry ice. If the chill process is used for a
ferrous alloy part, coat the components with

transmission fluid to inhibit rust due to frost and


moisture.
h. Sleeve-Type Bearings. The use of a locking
compound such as Loctite Sleeve Retainer 601 or
equivalent is recommended to retain bushings and
sleeve-type bearings that have press-fit tolerances.
i. Bearings (Ball or Roller)
1. When installing a bearing on a shaft, heat the
bearing to 200F (93C) in a rod oven. Bearings must be heated long enough for sufficient
expansion for installation. 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
hammer, driving against the supported race.

414. REMOVING (OR INSTALLING)


TRANSMISSION
a. Drain Fluid
1. Before removing the transmission from the vehicle, drain the fluid (Paragraph 34). For better drainage, the transmission should be warm
and allowed to drain overnight. Replace the
drain plug. Since applications differ, consult
the vehicle service manual for specific instructions for transmission removal and installation.
2. Remove oil filter tube and external oil lines.
Carefully place oil lines and filter tube out of
the removal path and cover or plug all oil line
openings and transmission openings to keep
out dirt.
b. Remove Wiring Harness(es), Linkage, and
Lines. Before transmission removal, disconnect
all wiring harness(es), linkage, controls, cooler
lines, modulator actuator cable or hydraulic line,
temperature connection, input and output
couplings, and mounting bolts, and other
equipment such as attached parking brake handle.
Refer to Paragraph 45.

Copyright 2006 General Motors Corp.

419

DP 8000 SERIES SERVICE MANUAL


NOTE:
Position the jack or hoist sling relative to the center
of gravity of the transmission.

there is approximately 116 inch (1.59 mm) gap


between the nut and flange.
3. Determine the running torque (Figure 414)
while removing the nut. The nut can be reused
only if it meets the following requirements.

c. Remove, Clean Transmission. Consult the


vehicle service manual for specific transmission
removal and installation instructions. Clean the
transmission exterior. Condensation from steam will
rust ferrous parts. Disassemble and dry the
transmission immediately if steam is used to clean the
transmission.

The first time (no notches) the nut is


removed the running torque must be at least
400 lb in. (45 Nm).
Each additional time (one to four notches)
the nut is removed the running torque must
be at lest 300 lb in. (34 Nm).

d. Install Transmission
1. Reconnect all items during installation that
were removed in Paragraph 44. Use Loctite
Pipe Sealant with Teflon, or equivalent, for
thread sealing on hydraulic, air, and other
threaded fittings. DO NOT USE Teflon tape.
Loose slivers of tape can plug orifices, cause
valves to stick, interfere with check ball operation, and insulate components that are
grounded through threaded connections.
2. A transmission jack is convenient to raise the
transmission into mounting position. Fill the
transmission with fluid (Paragraph 34). Do a
running test of the transmission after installation into the equipment.

SCRIBE MARKS

INPUT
NUT
RETAINER
PLATE

INPUT FLANGE
H00782

415. WEAR LIMITS

Figure 413. Transmission Input Nut and Flange

Refer to Section 8 for information about parts


specifications, clearances, and wear limits.

416. SPRING SPECIFICATIONS


Refer to the spring chart in Table 82 for spring
identification and specifications.

OUTPUT
FLANGE

417. TIGHT-FIT FLANGES


a. Removing Flanges
1. Inspect the self-locking nut for scribe marks
cut into the wrenching flats (Figure 413). If
there are five or more scribe marks, remove the
nut and throw it away.
2. If there are less than five scribe marks, or none
at all, remove all dirt and any burrs from the
exposed shaft threads. Loosen the nut until
420

HOLDING
BAR
H03961

Figure 414. Measuring Running Torque of Output Nut

Copyright 2006 General Motors Corp.

GENERAL OVERHAUL INFORMATION


4. Each time the nut is reused, deeply scribe one
of the wrenching flats (Figure 413). Marking
the nut indicates how many times the nut has
been reused. The nut must not be reused more
than five times.

CAUTION:
A puller placed on the OD of the flange may de-

form the pilot diameter and mounting face. Use


only a heavy-duty flange puller similar to
item #3 in Figure 47.
Do not use a pry bar or hammer to force the
flange at disassembly.

5. If necessary, install a suitable heavy-duty


puller to the face of the flange. Fabrication of a
typical puller is illustrated in Figure 47.
6. In order to protect the end of the shaft, install a
soft metal spacer between the puller jackscrew
point and the end of the shaft.
7. Provide a means for preventing flange rotation.

CAUTION:
Do not use a pry bar or hammer to force the
flange at disassembly.

CAUTION:
Install the flange immediately after it is removed

from the oven. If the flange cools and seizes to


the shaft before its final assembly, it will be necessary to remove the flange and repeat the assembly procedure.
Do not attempt to force the flange into place
with a hammer.
4. Install the flange on the shaft. Make sure the
output shaft is in its most outward position and
the bearing between the shaft shoulder and the
flange is tight against the shaft shoulder. The
flange should slide freely to its assembled
position.
5. If an output nut is used, coat the threads of
the output nut with molybdenum disulfide
grease and install the flange retaining washer
and nut. Tighten the nut to 7001000 lb ft
(9491355 Nm) (Figure 415). Do not reuse
a nut with five scribe marks (refer to
Paragraph 417a).
6. If the flange was heated, determine the nut
torque after the assembly has cooled. If
necessary, retighten the nut to 7001000 lb ft
(9491335 Nm).

8. Remove the flange by tightening the puller


screw against the spacer and shaft.
REAR HOUSING

b. Installing Flanges
OUTPUT FLANGE

1. Be sure to do a flange runout check (Paragraph


632). Excessive output flange runout will
have a detrimental effect on the transmission
rear components.
2. Coat the shaft splines and the lip of the oil seal
with a thin layer of bearing grease.
3. If necessary, heat the flange to a maximum of
250F (121C) before assembly. Heat in a rod
oven for at least 45 minute.

TORQUE
WRENCH

HOLDING
BAR
HOLDING BOLTS

H04051

Figure 415. Tightening Output Flange Retaining Nut

Copyright 2006 General Motors Corp.

421

DP 8000 SERIES SERVICE MANUAL


418. TEFLON SEALRINGS
Ends must be as shown when
expander is coiled following the
natural curvature of the strip.

WARNING!
Toxic gases are produced by burning Teflon.
Exposure to these gases is extremely hazardous
and can be fatal. DO NOT BURN discarded
Teflon sealrings.

NOTE:
These instructions apply to the installation of both
lip-type Teflon sealrings and Teflon sealrings that
require expanders.

Typical external
type seal expander

Typical internal
type seal expander

VIEW A

VIEW B
V03502

a. Removal
1. Insert a thin, bladed tool into the sealring
groove and work one edge of the sealring out,
where it can be grasped with the fingers. Replace all sealrings during transmission overhaul.
2. If present, remove the sealring expander.
3. Clean the groove thoroughly and make sure
there are no burrs or rough spots in the groove
sides or bottom.
b. Installation (Sealrings With Expanders)
1. Lightly coat the piston housing and the piston
hub seal surface with Type C-4 fluid or oilsoluble grease, but do not pack the sealring
groove with grease.
2. Coil the expanders as shown in Figure 416.
Inspect the ends for curvature toward the
bottom of the groove (inward for external
grooves; outward for internal grooves). If
necessary bend the ends 0.25 inch (6 mm)
minimum radius so the sharp ends will not
gouge the seal.

Figure 416. Typical Expanders for Teflon Sealrings

4. Starting at a point opposite the open ends of


the expander, install the Teflon sealring. Do
not stretch or deform the sealring more than
absolutely necessary for installation. By hand,
work both directions from the starting point
until the sealring is completely installed. Do
not use tools to force the sealring.
5. Lubricate the sealring, and center it radially in
respect to the piston or part on which it is installed. This will aid installation of the part into
its bore.
c. Installation (Lip-Type Sealrings)

CAUTION:
If lip-type sealrings are installed incorrectly, the
clutches will not operate properly.
1. Lightly coat the piston housing and the piston
hub seal surface with Type C-4 fluid or oilsoluble grease, but do not pack the sealring
groove with grease.

3. Install the expander into the groove.


NOTE:
NOTE:
Teflon

sealrings can be heated in an oil bath to


150200F (6593C) for approximately fifteen
minutes immediately before installation.

422

For ease of installation, Teflon sealrings can be


heated in an oil bath to 150200F (6593C) for
approximately fifteen minutes immediately before
installation.

Copyright 2006 General Motors Corp.

GENERAL OVERHAUL INFORMATION


2. Install all lip-type sealrings so that the lip faces
in the direction of the incoming clutch apply
fluid pressure. Refer to the foldouts at the back
of this manual for direction of each lip-type oil
seal installation.

Read backlash
on indicator
Hold
indicator
stationary

TRANSMISSION
HOUSING

419. DETERMINING PTO


BACKLASH LIMITS

PITCH LINE
(APPROX. MIDDLE
OF TOOTH)
1

INDICATOR CONTACT

CAUTION:
The backlash in power takeoff (PTO) installations should be carefully tested. Excessive or insufficient backlash can result in damage to the
transmission and PTO assembly.
When instructions are not immediately available from
the vehicle manufacturer, use the following method to
determine proper backlash.

Hold drive gear

Figure 417. Determining PTO Drive Backlash


Hold PTO
output shaft

2. Move gear 2 (transmission driven gear) in both


directions. Measure the backlash with an
indicator as shown in Figure 417. This is
Quantity A.
b. Determining Backlash Between Drive And
Driven Gear (Quantity B) (Figure 418)

PTO OUTPUT
PTO HOUSING
Read backlash
on indicator

a. Determining Backlash Between Drive And


Driven Gear (Quantity A)
1. Hold gear 1 (transmission drive gear) by holding the input flywheel (Figure 417).

3
Hold
indicator
stationary
PITCH LINE (APPROX.
MIDDLE OF TOOTH)
INDICATOR CONTACT
V02781.02

Figure 418. Determining PTO Driven-Gear Backlash

MEASUREMENT POINT
R Radius equivalent
to radius of PTO
input drive gear

STEEL STRAP
R
R

PTO OUTPUT
SHAFT

1. Hold the output shaft of PTO 4 stationary.


2. Move gear 3 (PTO drive gear) in both
directions. Measure the backlash with an
indicator. This is Quantity B.
c. Determining The Total Backlash In The Gear
Train (Quantity C)

PTO
HOUSING
3

CLAMP

TRANSMISSION
HOUSING

1. Hold gear 1 (transmission drive gear) by


holding the input flywheel (Figure 419).
2. Attach a steel strap to the PTO output shaft
with a C clamp.

V02780.02

1
Hold transmission
drive gear

V02782.02

Figure 419. Determining PTO Drive-to-Driven-Gear


Backlash

Copyright 2006 General Motors Corp.

423

DP 8000 SERIES SERVICE MANUAL


3. Mark off radius R on the strap. Radius R is
equivalent to the radius of PTO input drive
gear 3. Take the backlash measurement at this
point on the strap.
4. Move the output shaft in both directions and
measure the backlash using an indicator as
shown in Figures 417 and 418. This is
Quantity C.
5. Add Quantity A and Quantity B, then subtract
this sum from Quantity C. The remainder will
be the backlash between the transmission gear

424

and the PTO gear. Call this Quantity D. The


formula is stated:
D = C (A + B)
6. For safe PTO operation, Value D should be
0.0050.025 inch (0.120.63 mm).

420. TORQUE SPECIFICATIONS


Torque specifications are provided in the text of each
assembly procedure. Also, the explode-view foldouts
state torque specifications for all threaded fasteners
and plugs. The legend on the foldouts is keyed, by capital letters, to correspond to the capital letters suffixed
to the item in the legend.

Copyright 2006 General Motors Corp.

Section 5DISASSEMBLY OF TRANSMISSION


51.

SCOPE

Paragraph

Title

635

Shift Selector
Manual-Electric Control

636

SPG-Control Shift Selector

637

Shift Pattern Generator (SPG),


12/24V Converter,
24V Overload Protector

638

SPG-Control Throttle Potentiometer

639

CEC1 Shift SelectorLever Type

640

CEC1 Shift SelectorPushbutton

641

Electronic Control Unit (ECU)


CEC1 PROM Replacement

CAUTION:

642

CEC2 Shift SelectorLever

To avoid transmission housing damage and fluid


leakage, refer to Paragraph 413c prior to removing or installing drain plugs, pressure taps,
and hydraulic plugs and fittings.

643

CEC2 Shift SelectorPushbutton

The procedures in this section describe disassembly of


the transmission into subassemblies. Disassembly of
subassemblies is described in Section 6. Refer to
Foldouts 1 and 2 for the functional location of parts.
Refer to Foldouts 7 through 34 for parts identification.

52.

GENERAL INFORMATION FOR


DISASSEMBLY OF THE
TRANSMISSION

a. Preparation for Disassembly. Before disassembling the transmission, disconnect all hydraulic, electrical, electronic and mechanical lines, sensors, and
harnesses that may be attached to the transmission.
Remove transmission-related components from the
equipment cab and/or chassis as necessary.
b. Removing Control Components

2. Refer to Allison Transmission publications


SM1502EN, Electronic Components Rebuild
Manual, and TS2712EN, Troubleshooting
Manual, for other repair and troubleshooting of
SPG-controlled and electronic-controlled
components.
c. Disassembly Information. Refer to Sections 4
and 8 for general disassembly information as follows.
Paragraph

Title

49

Tools, Equipment

WARNING!

410

Replacement Parts

Removing the wiring harnesses from the transmission while the equipment power supply is ON
can cause unexpected shifts resulting in sudden,
uncontrolled equipment movement. To help
avoid injury or property damage, power from
the equipment electrical system must be
switched OFF before disconnecting the transmission wiring.

411

Careful Handling

412

Cleaning, Inspection

413

Assembly Procedures

417

Tight-Fit Flanges

81

Wear Limits Data

82

Spring Data

CAUTION:

d. Lifting, Handling

Do not remove the ECU PROM cover or break


the seal before referring to Paragraph 641 for
CAUTION and instructions.

WARNING!

1. Refer to the following paragraphs in Section 6


to rebuild an Allison-procured control
component.

To prevent personal injury and/or transmission


damage, use a hoist and lifting fixture when lifting, removing, or installing a transmission. Be
sure the lifting equipment can properly support
the weight of the transmission.

Copyright 2006 General Motors Corp.

51

DP 8000 SERIES SERVICE MANUAL


The transmission has a lifting pad on the top of the
main housing under the filter base (Figure 51). To lift
the transmission, remove the filter base (refer to
Paragraph 53a(9) and (10)), attach lifting fixture,
J 29855 (Figure 46, Item 14), to the lifting pad using
four 58-11 bolts, and attach a hoist to the fixture. Set
the transmission on the floor near the rollover stand
and secure it with wood blocks so it does not roll over
or move. Remove the lifting fixture and attach the
rollover stand mounting yoke to the lifting pad using
the four 58-11 bolts. Lift the transmission with the
hoist over the rollover stand and attach the yoke to the
stand (Figure 52). Support legs, J 23556 (Figure 46,
Item 5), may be used for vertical support of the
transmission also.

53.

TRANSMISSION DISASSEMBLY
ALL MODELS

a. Removing Exterior Components


1. For remote-mount models, refer to Paragraph
417 and remove the input nut, retainer plate,
and input flange (Figure 53).
2. For direct-mount models, refer to Paragraph
53e(3).
3. For models without a parking brake, proceed to
Step (5). For models with a parking brake, remove the eight bolts and separate the brake
drum from the flange (Figure 54).

TOP PTO
MOUNTING PAD

REAR HOUSING

TORQUE
CONVERTER
HOUSING

MAIN HOUSING

LOCKWASHER (5)
AND NUT (5), 12-13
BOLT (11), 12-13 x 314 in.
AND LOCKWASHER (11)
INPUT BEARING
RETAINER

BOLT, 12-13 x 212 in.


AND LOCKWASHER

VH03979.00.03

Figure 51. DP 8000 Transmission with Lifting Fixture Attached to Lifting Pad

52

Copyright 2006 General Motors Corp.

DISASSEMBLY OF TRANSMISSION
4. The parking brake can be serviced while
installed on the transmission or can be
removed as an assembly. Remove ten bolts 39
and 41 (Foldout 19,B), ten flat washers 40, ten
nuts 1, ten lockwashers 2, and ten flat
washers 3 (Figure 55). Lift off the brake
assembly. Refer to Paragraph 633 and 634
for rebuild.
5. Remove bolts 27 (Foldout 18,B) and
lockwashers 26. Remove cover 38 or the
speedometer drive assembly 22 (Figure 56).
Remove washer 21 and shaft and gear 19.
Remove and discard gasket 20.

LIFTING
PAD

6. Remove magnetic pickup 29.


7. Remove two bolts and lockwashers from the
top row of the hydraulic retarder control
valve (models with retarder) or manifold
(non-retarder models) and install two
38 x 5 inch headless guide pins, J 24315-1
(Figure 57).

OUTPUT
FLANGE

MOUNTING
YOKE

BOLT (8),
34-16 x 112 in.

ROLLOVER
STAND

BRAKE
DRUM

VH03963.00.00

Figure 54. Removing Parking Brake Drum and


Output Flange
VH08409.00.00

Figure 52. DP8000 Transmission Mounted in


Rollover Stand
BOLT AND
LOCKWASHER
(10)

INPUT
NUT
RETAINER
PLATE

INPUT FLANGE

BRAKE ASSEMBLY
VH03964.00.00

VH00782.00.01

Figure 53. Input Nut, Retainer Plate, and Input Flange

Figure 55. Removing Parking Brake Assembly

Copyright 2006 General Motors Corp.

53

DP 8000 SERIES SERVICE MANUAL

OUTPUT
FLANGE
BEARING
RETAINER
PLATE

FLANGE RETAINER PLATE


SELF-LOCKING FLANGE NUT
BOLT (12)
SPEEDOMETER
DRIVE
ASSEMBLY
GASKET

NOTE:
For models with filters attached to the transmis-

sion, proceed with Step (9).


For models with remote filters, proceed to

Step (11).

VH08326.00.00

Figure 56. Removing Speedometer Drive Components

RETARDER
CONTROL
VALVE

GUIDE PIN (2)


J 24315-1

9. For models with attached filters, remove two


drain plugs (if present) (Figure 58 or 59) and
drain the transmission fluid from the filters.
Remove seven (earlier models) or five (later
models) bolts and lockwashers that secure the
filter base to the transmission, and remove the
filter and base assembly. Reinstall the drain
plugs. Remove and discard the gasket (if
present). Refer to Paragraph 64 or Paragraphs
65 to rebuild the filter assemblies.
10. Remove two bolts 6 (Foldout 28,A) and flat
washers 7, and remove main-pressure regulator
valve body assembly 8 (Figure 58 or 59).
Remove and discard gasket 19. Proceed to
Step (13).
11. For models with remote filters, drain the transmission fluid from the filters and remove all filter lines from the main-pressure regulator
valve.

GASKET

12. Remove seven bolts 1 (Foldout 28,B) and flat


washers 2, and remove main-pressure regulator
valve body 6 (Figure 510). Remove and discard gasket 14.

VH03966.00.00

13. For all models, refer to Paragraph 66 to


rebuild the main-pressure regulator valve
assembly.

Figure 57. Removing Hydraulic Retarder Control Valve


Assembly (Models With Retarder)

8. Remove the nine remaining bolts and


lockwashers and remove the retarder control
valve assembly (models with retarder) or
manifold assembly (non-retarder models).
Remove and discard the gasket. Refer to
Paragraph 63 to rebuild the retarder control
valve.
54

NOTE:
For electronic control models, proceed with

Step (14).
For models with non-electric or SPG-control

electric lockup, proceed to Step (16).

Copyright 2006 General Motors Corp.

DISASSEMBLY OF TRANSMISSION
FILTER

FILTER BASE
BOLT

MAIN-PRESSURE
REGULATOR
VALVE
GASKET

DRAIN PLUGS
MAIN-PRESSURE
REGULATOR VALVE

SPLIT
FLANGE

GASKET

VH03967.00.00

Figure 58. Filter and Base Assembly and


Main-Pressure Regulator Valve (Earlier Models)

HIGH-EFFICIENCY
FILTERS

BOLT AND FLAT


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

MAIN PRESSURE TUBE

VH03968.00.00

Figure 510. Removing Main-Pressure Regulator


Valve (Models With Remote Filters)

FILTER
BASE
DRAIN
PLUG (2)

GASKET
MAIN-PRESSURE
REGULATOR
VALVE BODY

BOLT AND
FLAT WASHER (3),
7 16-14 x 31 2 in.
VH00792.00.02

Figure 59. Filter and Base Assembly (Later Models)

14. For electronic control models, remove two


bolts 2 (Foldout 27,B) from electric lockup
valve body assembly 5 (Bolts A in Figure 5
11). Install two headless 38-16 guide bolts.
15. Remove the remaining seven bolts 2 and 3 and
flat washers 4. Remove electric lockup valve
body assembly 5. Remove the two guide bolts.
Remove and discard gasket 1. Refer to Paragraph 69 to rebuild the electronic control
lockup valve body. Proceed to Step (18).

16. For models with non-electric or SPG-control


electric lockup, remove two bolts and
lockwashers, marked A in Figure 511, from the
lockup valve body and install two 38-16 guide
bolts. Remove the remaining seven bolts and
lockwashers and remove the lockup valve body
(Figure 512). Remove and discard the gasket.
Refer to Paragraph 67 to rebuild the hydraulic
control lockup valve body. For models without
electric lockup, proceed to Step (18).
17. For models with SPG-control electric lockup,
remove the solenoid cover and plate assembly,
if present (Figure 511). Remove the guide
bolts. Remove and discard the gasket. Refer to
Paragraph 68 to rebuild the SPG-control
electric lockup valve body.
18. Inspect for the presence of a main-flow screen.
If present, remove the screen and clean it
thoroughly.

Copyright 2006 General Motors Corp.

55

DP 8000 SERIES SERVICE MANUAL


TOP PTO
PAD COVER

SPLIT FLANGE

GASKET

BOLT (4)

OIL TRANSFER
PLATE
GUIDE PIN (2)
J-24315-1

MAIN-PRESSURE
TRANSFER TUBE
ASSEMBLY
A

BOLTS

GASKET
SIDE PTO
PAD COVER

LOCKUP
CLUTCH
CONTROL
VALVE
BODY
SPLIT FLANGE
HYDRAULIC
CONTROL
VALVE BODY

VH08260.00.00

Figure 511. SPG-Control Electric Lockup


Valve Body Assembly

GUIDE BOLTS

TOP PTO PAD COVER


SPLIT
FLANGE

GASKET

GASKET

MAIN-PRESSURE
TRANSFER TUBE
ASSEMBLY
SPLIT
FLANGE
SIDE PTO
PAD COVER

GASKET
VH03970.00.00

Figure 512. Removing Hydraulic Lockup Valve


Body Assembly

19. Remove bolts 11 and 13 (Foldout 10,A) and


lockwashers 12 and 14 that attach split
flanges 10 and 15 of main-pressure transfer
tube assembly 5 (Figure 511 or 512). Remove the split flanges. Remove the transfer
tube. Remove and discard sealrings 3 and 8.
Refer to Paragraph 614 to rebuild the mainpressure transfer tube assembly.
56

SPEEDOMETER
DRIVE

GASKET

VH08261.00.00

Figure 513. Removing Manual-Hydraulic Control


Valve Assembly

20. Remove bolts 56 and 63 (Foldout 10,B) and


lockwashers 57 and 62 that attach side PTO pad
cover 59 and top PTO pad cover 61 to torque
converter housing 11 (Figure 511 or 512).
Remove the covers. Remove and discard gaskets 58 and 60.
21. Remove nine bolts and lockwashers from the
lockup clutch control valve and remove the
valve. Remove and discard the gasket. If
present, remove gasket 1 (Foldout 27,A) and
lockup trimmer valve assembly 2. If removed,
do not reinstall gasket 1 and valve assembly 2.
These parts are no longer required. Refer to
Paragraph 67 to rebuild the lockup clutch
control valve assembly.
22. If the transmission is equipped with an electric
valve body, refer to Paragraph 57.
23. Remove two bolts from the top the of manualhydraulic control valve body (Figure 513).
24. Install two 38-16 guide pins J 243151 through
the valve body and remove twenty-five remaining bolts and lockwashers from the valve body.
Remove the valve body (Figure 513). Remove the guide pins. Remove and discard the
gasket. Refer to Paragraph 611 to rebuild the
manual-hydraulic control valve assembly.

Copyright 2006 General Motors Corp.

DISASSEMBLY OF TRANSMISSION
25. Remove four bolts that attach the oil transfer
plate. Remove the oil transfer plate, gasket,
and headless guide bolts (Figure 513). Remove check valve components 3 through 6
(Foldout 21,A) from the transfer plate.

HOSE

JUMPER TUBE

26. For dropbox models, go to Paragraph 54b(2).


27. Remove two bolts and lockwashers that secure
the speedometer drive to the transmission and
remove the speedometer drive (Figure 56).
Remove speedometer drive shaft 19 (Foldout
18,B). Remove and discard gasket 20.
28. Remove three jumper tubes and hoses from the
locations shown in Figure 514 by installing a
bolt into the tube and catching the threads on
the end of the tube (Figure 515). Be sure the
hoses are removed with the tubes.
29. Remove six bolts 9 or 15 and lockwashers 14
(Foldout 20,A) that attach the oil screen cover
and remove the oil strainer assembly (Figure
516). Remove and discard gasket 6. Refer to
Paragraph 612 to rebuild the strainer
assembly.
30. Remove twenty-four bolts and lockwashers
that attach the oil pan to the bottom of the
transmission housing (Figure 516).

BOLT

VH00800.00.00

Figure 515. Removing Jumper Tubes and Hoses

GASKET
STRAINER
ASSEMBLY

DRAIN PLUG
BOLT (4), 38-16 x 5 in.
AND LOCKWASHER (4)
BOLT (24), 38-16 x 118 in.
AND LOCKWASHER (24)

VH03976.00.00

Figure 516. Removing Strainer Assembly

31. If the four long bolts (Figure 516) are not accessible, remove them in Step (32).
32. Remove oil pan 3. Remove and discard
gasket 1. From the underside of the transmission, remove two bolts and lockwashers that
secure the torque converter housing to the
transmission housing (Figure 517) Remove
the sump return tube.

BOLT, 12-13 x 314 in.


BOLT, 12-13 x 3 in.
SUMP RETURN
TUBE

MAIN
HOUSING
TORQUE
CONVERTER
HOUSING

VH03978.00.00

Figure 517. View of Sump Return Tube and Bolts


Securing Converter Housing
JUMPER TUBE AND HOSE (3)
VH00799.00.00

Figure 514. Jumper Tube and Hose Locations

Copyright 2006 General Motors Corp.

57

DP 8000 SERIES SERVICE MANUAL


b. Removing and Disassembling Torque
Converter Housing Assembly
1. Install a fabricated holding fixture (Figure 47,
Item 2) using a 58-11 x 1 inch bolt and lockwasher to keep the input bearing retainer with
the main housing (Figure 518).
2. Attach a sling to the top PTO mounting pad
(Figure 519).
3. Remove eleven bolts 28 (Foldout 13,B) and
lockwashers 27, and five nuts 15 and
lockwashers 14 from the front splitline (Figure
519). Remove one bolt 50 (Foldout 10,B) and
lockwasher 49.

CAUTION:
Be careful not to damage the sealing surfaces between the converter housing and input bearing
retainer when separating the components.
4. Separate the torque converter housing from the
input bearing retainer (Figure 520). Remove
and discard gasket 21 (Foldout 20,B).
CAUTION:
Be careful not to damage the converter housing
studs when lowering the assembly onto wood
blocks.
5. For remote-mount models, attach a hoist and
fabricated lifting nut with hook (Figure 47) to
the turbine shaft. For direct-mount models,
attach a second sling. Lower the converter
housing assembly onto 4 x 4 inch wood blocks
(Figures 521 and 522). Remove the slings
and lifting devices from the converter housing
assembly.
6. Remove nine bolts 1 (Foldout 10,A) and
lockwashers 2 from the outer bolt circle of
main and scavenge pump assembly 16 (Figure
522). Loosen the nuts at the torque converter
housing ends of the transfer tubes. For earlier

58

models, remove the nuts and discard the seals.


Remove, as an assembly, the main and
scavenge pump assembly and both transfer
tubes. Remove and discard pump gasket 37.
Remove screen 36 and coupling 38. Refer to
Paragraph 613 to rebuild pump assembly.

NOTE:
For remote-mount models, proceed with Step (7).
For direct-mount models, proceed to Step (12).

7. For remote-mount models, remove sixteen


bolts 5 (Foldout 7,A), lockwashers 12, and
nuts 13 that attach front cover 6 (Figure 522).
8. Install two bolts through the lifting sling brackets and into the jack bolt holes in the front
cover. Tighten the bolts evenly to loosen the
cover. Remove the cover (Figure 523). Remove and discard gasket 7. Remove and discard oil seal 4.
9. Using the PTO opening for access (Figure 524),
remove thirty-six bolts 30 (Foldout 8,B) and
flat washers 29.

HOLDING
FIXTURE

BOLT, 58-11 x 1 in.


AND LOCKWASHER

INPUT BEARING
RETAINER
MAIN
HOUSING
VH03980.00.00

Figure 518. Fabricated Holding Fixture in Place

Copyright 2006 General Motors Corp.

DISASSEMBLY OF TRANSMISSION
TOP PTO
MOUNTING PAD

REAR HOUSING

TORQUE
CONVERTER
HOUSING

MAIN HOUSING

LOCKWASHER (5)
AND NUT (5), 12-13
BOLT (11), 12-13 x 314 in.
AND LOCKWASHER (11)
INPUT BEARING
RETAINER

BOLT, 12-13 x 212 in.


AND LOCKWASHER

VH03979.02.00

Figure 519. DP 8000 Transmission


TORQUE CONVERTER HOUSING
FABRICATED HOLDING FIXTURE

INPUT BEARING RETAINER

ACCESS HOLES
(EARLIER MODELS ONLY)

GASKET

HYDRAULIC RETARDER ROTOR

VH08503.00.00

Figure 520. Torque Converter Housing Separated from Main Housing

Copyright 2006 General Motors Corp.

59

DP 8000 SERIES SERVICE MANUAL

TORQUE
CONVERTER
HOUSING

FRONT COVER

LIFTING
HOOK
LIFTING NUT

GASKET

TORQUE
CONVERTER
HOUSING

STUD (5)

WOOD
BLOCKS (2)
4 x 4 in.
VH03984.00.00
VH03982.00.00
.

Figure 521. Lowering Torque Converter Housing onto


Wood Blocks (Remote-Mount Models)

BOLT (9), 38-16 x 5 in.


AND LOCKWASHER (9)
(OUTER BOLT CIRCLE)
MAIN AND
SCAVENGE
PUMP
ASSEMBLY

BOLT (16),

12-20

212 in.

FRONT COVER

Figure 523. Removing Transmission Front Cover

TORQUE
CONVERTER
DRIVE HOUSING
ASSEMBLY

BOLT (36), 38-24 x 212 in.


TORQUE
CONVERTER
HOUSING

LOCKWASHER (16)
AND NUT (16)

GASKET
PTO OPENING

WOOD
BLOCKS (2)
4 x 4 in.

TRANSFER TUBE
ASSEMBLIES

Figure 522. Torque Converter Housing Assembly with


Pump Assembly in Place

510

VH03985.00.00

VH03983.00.00

Figure 524. Removing Bolts from Torque


Converter Pump

Copyright 2006 General Motors Corp.

DISASSEMBLY OF TRANSMISSION
10. Remove twenty-four bolts 22 and flat washers 21
(Foldout 7,A) from torque converter drive
housing 10 (Figure 524).

LIFTING NUT

TORQUE
CONVERTER
DRIVE
HOUSING

WARNING!
Lifting the torque converter drive housing from
the transmission can dislodge lockup clutch
parts from the housing or assembly. To avoid
injury from falling parts, stay clear of the area
beneath the raised components and do not
attempt to hold the parts in the assembly using
your hands.
11. Attach a fabricated lifting nut (Figure 47) to
the input shaft (Figure 525). Slightly lift the
torque converter drive housing using a hoist.
Tap the housing with a plastic-faced hammer to
loosen the lockup clutch plates. Remove the
torque converter drive housing and attached
parts. Refer to Paragraph 629 to rebuild the
torque converter drive housing.
12. For direct-mount models, remove twelve
bolts 1 (Foldout 7,B), flexplate assembly 2,
and gasket 24, if present. Refer to Paragraph
630 to rebuild the flexplate assembly.

STEP-JOINT SEALRING

TORQUE CONVERTER
TURBINE SHAFT

RETAINING RING
LOCKUP
CLUTCH
PLATES

LOCKUP CLUTCH
BACKPLATE

VH03986.00.00

Figure 525. Removing Torque Converter Drive Housing

FLYWHEEL
ASSEMBLY

TORQUE CONVERTER
HOUSING

BOLT (36)

13. Remove 36 bolts 30 (Foldout 8,B) and flat


washers 29, using the PTO opening for access
(Figure 526).
14. Remove twenty-four bolts 23 (Foldout 7,B)
and flat washers 22.

PTO OPENING

VH03987.00.00

WARNING!
Lifting the flywheel assembly from the transmission can dislodge lockup clutch parts from the
housing or assembly. To avoid injury from falling
parts, stay clear of the area beneath the raised
components and do not attempt to hold the parts
in the assembly using your hands.
15. Attach a sling to the flywheel assembly (Figure
527) and, using a hoist, slightly lift the flywheel assembly. Tap the flywheel assembly
with a plastic-faced hammer to loosen the
lockup clutch plates. Remove the flywheel assembly. Refer to Paragraph 631 to rebuild the
flywheel assembly.

Figure 526. Removing Bolts from Torque


Converter Pump

16. DP 8861 modelsIf the lockup piston stayed


with the lockup clutch when the converter
drive housing or flywheel was removed, remove the lockup clutch piston with its outer
sealring and expander. Remove the sealring
and expander from the piston (Figures 525
and 527). Remove piston inner sealring 1 and
expander 2 (Foldout 8,A) from the hub of the
converter drive housing (flywheel in directmount models). Remove lockup clutch plate 6
and clutch backplate 7 from the torque converter. Proceed to Step (18).

Copyright 2006 General Motors Corp.

511

DP 8000 SERIES SERVICE MANUAL


17. DP 8961, 8962, 8963, and M/S8610 models
If the lockup piston stayed with the lockup
clutch when the converter drive housing or flywheel was removed, remove lockup clutch piston 14 (Foldout 8,A) with its sealring 12 and
expander 13. Remove piston sealrings 8 and 10
and expanders 9 and 11 from the hub of the
converter drive housing (flywheel in directmount models). Remove two internal-splined
clutch plates 15 and 17 and external-tanged
clutch plates 16. Remove clutch backplate 18
or 19 from the torque converter.
18. Remove sealring 25 (Foldout 10,B) and bearing inner race retaining ring 26 from turbine
shaft 27.
19. Using torque converter turbine puller J 23547
(Figure 46, Item 4) in the holes provided, remove the converter turbine and bearing race
(Figure 528). Refer to Paragraph 646 to inspect and rebuild the turbine.

FLYWHEEL
ASSEMBLY

TORQUE CONVERTER
TURBINE SHAFT

LOCKUP CLUTCH
BACKPLATE

STEP-JOINT SEALRING

RETAINING
RING

LOCKUP CLUTCH
PLATES

VH03988.00.00

Figure 527. Removing Flywheel Assembly

TURBINE
PULLER

20. Remove the step-joint sealring and retaining


ring from the turbine shaft (Figure 527 or
530).

J 23547

BEARING
RACE

PRESS
TOOL
TORQUE
CONVERTER
TURBINE

CAUTION:
Later models use a bolted turbine assembly for
increased reliability. Upgrade to the bolted turbine is recommended at overhaul, and the earlier
riveted turbine must be replaced at overhaul if:
Input power for the specific transmission application exceeds 800 hp.
Loose rivets are observed when the assembly is
heated to normal transmission operating temperature (160275F; 71135C).
Total operating hours on the turbine assembly
have reached the limits suggested for parts replacement (refer to Table 42).

VH08515.00.00

Figure 528. Removing Converter Turbine


and Bearing Race
TORQUE CONVERTER
PUMP

21. Remove thrust washer 20 (Foldout 8,B). Refer


to Figure 533.
22. Using spanner wrench J 22158-15, remove
locknut 21 (Figure 530).

SPANNER NUT
VH03990.00.00

23. Set stator assembly tool J 29853 in place on


stator roller race 22 (Figure 532).
512

Figure 529. Removing Thrust Washer

Copyright 2006 General Motors Corp.

DISASSEMBLY OF TRANSMISSION

TORQUE
CONVERTER
STATOR
ASSEMBLY

STATOR FREEWHEEL
ROLLER RACE

TORQUE CONVERTER
PUMP

SPANNER WRENCH
J 22158-15

THRUST
WASHER
STATOR
BACKPLATE
VH03994.00.00

Figure 533. Removing Stator Thrust Washer

TORQUE CONVERTER
PUMP ASSEMBLY
VH03991.00.00

Figure 530. Removing Locknut


TORQUE CONVERTER
STATOR ASSEMBLY

STATOR ASSEMBLY
TOOL J 29853

SPINDLE
BALL
BEARING

OIL PUMP
DRIVER IDLER
GEAR

SPINDLE
BOLT AND
LOCKWASHER

POWER
TAKEOFF
GEAR

BALL
BEARING

STATOR RACE
VH03995.00.00
VH03992.00.00

Figure 531. Stator Assembly Tool in Place

TORQUE CONVERTER
STATOR ASSEMBLY
STATOR ASSEMBLY
TOOL J 29853

Figure 534. Removing Torque Converter


Pump Assembly

24. Lift up on the stator assembly, displacing the


race with the tool, and remove the assembly
from the torque converter (Figure 532). Keep
the tool and stator assembly together on the
work table for subassembly rebuild. Refer to
Paragraph 615 to rebuild the stator assembly.
25. Remove thrust washer 8 (Foldout 8,B). Remove stator freewheel roller race 22. Remove
the stator backplate 23 (Figure 533).

VH03993.00.00

Figure 532. Removing Torque Converter


Stator Assembly

26. Attach lifting eyes to the torque converter


pump and accessory drive gear assembly and,
using a sling and hoist, remove the assembly
(Figure 537). Refer to Paragraph 616 to
rebuild the pump and accessory drive gear
assembly.
27. For dropbox models, proceed to Paragraph
54b(19).

Copyright 2006 General Motors Corp.

513

DP 8000 SERIES SERVICE MANUAL


c. Removing Converter Housing Accessories
1. Remove the bolt 1 and lockwasher 2 (Foldout
10,B) from the oil pump idler gear spindle 3
and the bolt and washer from power takeoff
gear (Figure 535, Foldout 32).
2. Remove the oil pump idler gear and power
takeoff gear spindle 3 using a slide hammer.
Remove each gear and bearing (Figure 535).
Remove the bearings from the gears only if
necessary.
3. Inspect the front of the converter housing for
the present of six bolts (Figure 536). If not
present, proceed to Step (4.) If present, remove
the six bolts that attach the rotor bearing
retainer. Attach the lifting sling to the PTO
mounting pad and raise the torque converter
housing to a vertical position. Proceed to
Step 5.
4. Attach the lifting sling to the power takeoff
mounting pad and raise the torque converter to
a vertical position. Using the holes provided in
the retarder rotor, remove six self-locking bolts
that secure the rotor bearing retainer to the
converter housing (Figure 537).

5. Grasp the retarder rotor and remove, as a unit,


the rotor, turbine shaft, bearing and bearing
retainer (Figure 537).
6. Remove six bolts and lockwashers that secure
the accessory drive cover and remove the cover
(Figure 537).

TORQUE CONVERTER
HOUSING

SELF-LOCKING
BOLT (6), 12-13 x 3 in.
VH03996.00.00

Figure 536. Removing Bolts that Secure


Rotor Bearing Retainer (Later Models)

SLING

NOTE:

POWER TAKEOFF
MOUNTING PAD

The bolts removed in Step (3) or Step (4) also secure


the converter ground sleeve to the converter
housing.

POWER TAKEOFF GEAR


SPINDLE BOLT,
12-13 x 334 in.

ROTOR
RETAINER
PLATE
RETARDER
ROTOR
(EARIER
MODELS)
GUIDE BOLT

OIL PUMP
DRIVER
IDLER GEAR

SEALRING

BOLT
(6)
VH08264.00.00

VH04284.00.00

Figure 535. Removing Spindles from Oil Pump Idler


Gear and Power Takeoff Gear

514

ACCESSORY DRIVE COVER

Figure 537. Removing Retarder Rotor Retaining


Bolts (Earlier Models)

Copyright 2006 General Motors Corp.

DISASSEMBLY OF TRANSMISSION
RETARDER ROTOR

SEALRING
SEALRING
TORQUE
CONVERTER
TURBINE
SHAFT

TURBINE SHAFT
SLEEVE
BEARING RETAINER

VH04073.00.00

Figure 538. Removing Retarder Rotor Bolts

7. Place the retarder rotor and turbine shaft


assembly on the work table and remove three
oil seals from the turbine shaft and rotor
(Figure 538).

TORQUE
CONVERTER
GROUND
SLEEVE

8. Flatten the corners of lockplate 39


(Foldout 10,B) and remove two bolts 40 that
secure retarder rotor 33 to turbine shaft 27
(Figure 538).

TORQUE
CONVERTER
HOUSING

9. Remove lockplate 39 (Foldout 10,B). Remove


retainer plate 38, shims 37, and retaining ring 36.
HUB

10. If necessary for parts replacement, remove retarder rotor 33, retainer 32, bearing 31, and turbine shaft sleeve 28 from turbine shaft 27.
Press the retarder rotor from the turbine shaft.

ACCESSORY DRIVE
GASKET

11. For dropbox models, proceed to Paragraph


54b(21).

RETAINING
RING

ACCESSORY
DRIVE COVER

12. Remove the accessory drive bearing retaining


ring from the rear of the torque converter housing (Figure 539).

VH03997.00.00

Figure 539. Removing Accessory Drive Retaining Ring

Copyright 2006 General Motors Corp.

515

DP 8000 SERIES SERVICE MANUAL


13. Using a hammer and soft drift (Figure 540),
tap oil pump drive gear hub 48 (Foldout 10,B)
from the front and drive it toward the rear of
the converter housing. Remove oil pump drive
gear hub 48, spacer 47, and bearing 46 from
the converter housing.

15. If a later retarder rotor is to be used with an


earlier converter housing, rework the housing
as shown in Figure 542. Spotface machining
and cleanup should be kept to a minimum at all
hole locations.

14. Remove oil pump drive gear 51 from the front


of the converter housing (Figure 541). Remove remaining spacer 52 (Foldout 10,B) and
bearing (Figure 541). Refer to Paragraph 617
to rebuild the converter housing assembly.

OIL PUMP
DRIVE GEAR
HUB

TORQUE CONVERTER
HOUSING
BEARING
CONVERTER HOUSING

BEARING

VH03998.00.00

VH08265.00.00

Figure 540. Removing Oil Pump Drive Gear Hub

516

OIL PUMP DRIVE GEAR

Figure 541. Removing Oil Pump Drive Gear

Copyright 2006 General Motors Corp.

DISASSEMBLY OF TRANSMISSION
MUST BE CLEAN AND FREE FROM BURRS
0.5290.541
6 PLACES
AS SHOWN

A
3.938

1.090 DIA SPOTFACE TO


DIM. SHOWN
5 PLACES
5.071

(in.)
0.375
0.529
0.541
1.090
1.229
1.856
2.007
2.656

4.372

4.750

1.856

1.229

SURFACE
SECTION

8.500 DIA

BC

100.03
109.35
111.05
116.54
120.65
128.80
130.05
215.90

4.588

X
CAUTION:
SPOTFACE
CLEANUP
MUST NOT
EXCEED
THE 5.071 IN.
DIMENSION
EVEN IF
COMPLETE
CLEANUP
IS NOT
ACHIEVED

AA

1.090 DIA SPOTFACE


CLEANUP WITHIN
DIM. SHOWN

REF

B
B

2.007

9.53
13.44
13.74
27.69
31.22
47.14
50.98
67.46

(mm)

(in.)
3.938
4.305
4.372
4.588
4.750
5.071
5.120
8.500

DIMENSION GIVEN IN INCHES

2.656

2.656

(mm)

0.375 R
MIN

5.0715.120

2.007

SURFACE
SECTION

BB
V08266.00.00

Figure 542. Reworking Earlier Converter Housings

d. Removing Splitter Gearing, Clutches


1. Flatten the corners of lockstrip 2 (Foldout 11,B).
Remove two pitot tube retaining bolts 1, and
lockstrip 2 (Figure 543). Remove the fabricated holding fixture.
2. Attach two strands of the lifting sling to the top
of the input bearing retainer (Figure 544).
Using a soft hammer, tap on the input bearing
retainer to loosen it.
3. Remove the bearing retainer and splitter components (Figure 544). Remove and discard
gasket.
4. Place the input bearing retainer and splitter
components on the work table and remove the
retaining ring that secures the splitter planetary
carrier assembly (Figure 545).

HOLDING
FIXTURE

INPUT
BEARING
RETAINER

LOCKSTRIP

PITOT TUBE
RETAINING
BOLT (2)
MAIN HOUSING
VH03999.00.00

Figure 543. Removing Pitot Tube Bolts

Copyright 2006 General Motors Corp.

517

DP 8000 SERIES SERVICE MANUAL


INPUT BEARING
RETAINER

GASKET

SPLITTER-HIGH CLUTCH
AND DRUM ASSEMBLY

SPLITTER CLUTCH HUB

VH04253.00.00

Figure 544. Removing Input Bearing Retainer and Splitter Components

5. Remove, as a unit, the splitter planetary carrier


and clutch hub assembly. Remove the splitterlow clutch assembly (Figure 546). Refer to
Paragraph 619 to rebuild the input bearing retainer assembly. Refer to Paragraph 621 to rebuild the splitter-low clutch assembly.

SPLITTER-LOW
CLUTCH
ASSEMBLY

6. Place the splitter planetary carrier and clutch


hub in a press, supporting the clutch hub (Figure 546).

RETAINING
RING
SPLITTER
PLANETARY
CARRIER
ASSEMBLY
CLUTCH
HUB

7. Press the splitter planetary carrier assembly


from the clutch hub. Refer to Paragraph 620
to rebuild the carrier assembly. Refer to
Paragraph 622 to rebuild the splitter sun gear
assembly
8. Remove two bolts and two spacer retainers
from the front of the transmission housing.
Remove spacer, splitter-high backplate, and
four external-splined splitter-high clutch plates
(Figure 547).
518

VH08267.00.00

Figure 545. Removing Splitter Planetary Carrier


Retaining Ring

Copyright 2006 General Motors Corp.

DISASSEMBLY OF TRANSMISSION
SPLITTER
CLUTCH
HUB

PRESS
RAM

RETAINING RING

SPLITTER-HIGH PISTON
CLUTCH ANCHOR

PRESS
TOOL

KEY

VH04003.00.00

Figure 546. Removing Splitter Planetary Carrier from


Splitter Clutch Hub
SPACER RETAINER AND BOLT
SPACER

SPLITTER-HIGH
BACKPLATE

VH08269.00.00

Figure 548. Removing Splitter Shaft Retaining Ring

12. For dropbox models, proceed to Paragraph


54b(23).
e. Removing Transmission Output
1. Attach the lifting sling to the mounting pads on
the transmission rear housing and raise the
transmission to a vertical position. Lower the
transmission onto a work surface (Figure 549).

SPLITTER-HIGH
CLUTCH PLATE (8)
SPACER RETAINER AND BOLT

VH08268.00.00

Figure 547. Removing Spacer Retainer

9. Remove fourteen piston return springs 2 (Foldout 12,B) and spring guides 6.
10. Remove the retaining ring from the forward
end of the splitter output shaft (Figure 548).
Remove the two keys, clutch anchor, and
splitter-high piston and piston housing.
11. Turn splitter-high clutch piston housing 18
(Foldout 12,B) with the piston down and bump
the housing on the work table to remove
splitter-high clutch piston 16. Remove oil
seal 15 and 17 from the piston.

2. For parking brake models, proceed to


Paragraph 56b, then continue the disassembly
beginning with Paragraph 53e(5).
3. Using a 318 inch socket and an impact wrench,
remove the self-locking nut and flange retainer
plate from the output shaft and remove the
output flange (Figure 550). Refer to
Paragraph 412.
4. Remove twelve bolts and lockwashers that
attach the output bearing retainer and remove
the bearing retainer (Figure 551). Remove
magnetic pickup guard 32 (Foldout 18,B), if
present. If necessary remove oil seal 12 from
retainer 14. Remove and discard gasket 13.

Copyright 2006 General Motors Corp.

519

DP 8000 SERIES SERVICE MANUAL


SLING

SOCKET WRENCH
TYPICAL
OUTPUT
FLANGE

BEARING
RETAINER

BOLT (12)
TRANSMISSION
REAR COVER

BOLT (27)

VH08271.00.00

WOOD BLOCKS

VH08270.00.00

Figure 550. Removing Output Flange Nut

Figure 549. Transmission in Vertical Position for


Disassembly of Output End

5. Remove, as a unit, the speedometer drive gear


and bearing (Figure 552). If necessary, remove
the gear from the bearing by supporting the
inner race and pressing the gear from the
bearing.
6. If the transmission is equipped with an
automatic-electric shift control, remove
magnetic pickup plug 29 (Foldout 18,B).
Remove speedometer drive gear 30 and
magnetic pickup gear 31. Remove gear 30
from gear 31 only if necessary.
7. Remove twenty-seven bolts 18 (Foldout 13,B)
and lockwashers 19 that secure the
transmission rear housing to the transmission
main housing.

WARNING!
Removing the rear housing from the transmission can dislodge the piston. To avoid injury from
falling parts, support the piston while transferring the housing to the work surface.

520

BEARING RETAINER

SEAL

GASKET

VH04278.00.00

Figure 551. Removing Bearing Retainer

8. Attach the lifting sling to the transmission rear


cover and remove the cover (Figure 553).
This will free two anchor keys 6 and 7 (Foldout
17,A) from the rear cover assembly 2 (Foldout
18,B) Remove and discard the gasket.

Copyright 2006 General Motors Corp.

DISASSEMBLY OF TRANSMISSION
REVERSE-RANGE
PISTON

SPEEDOMETER
DRIVE GEAR
BEARING

SEAL
TRANSMISSION
REAR COVER

KEYWAY (2)

MAGNETIC
PICKUP PLUG
TRANSMISSION
REAR COVER

VH08272.00.00
VH08517.00.00

Figure 552. Removing Speedometer Drive Gear


and Bearing

Figure 554. Removing Reverse-Range Clutch

f. Removing Reverse-, First-, and Second-Range


Gearing, Clutches
TRANSMISSION
REAR COVER
SPRING PIN
GUIDE

1. Remove two bolts from the reverse-range planetary carrier assembly. Attach the lifting sling
and remove the carrier assembly (Figure 555).
Remove the reverse-range ring gear and eight
clutch plates. Refer to Paragraph 623 to rebuild the reverse-range planetary carrier.
2. Remove four external-splined clutch plates 7
and four internal-splined clutch plates 6
(Foldout 18,A) reverse-range clutch plates
from reverse-range ring gear.
3. Remove one remaining external-splined clutch
plate 4 and one internal-splined clutch plate 3.

GASKET

VH08516.00.00

Figure 553. Removing Transmission Rear Cover

9. Lower the transmission rear cover, rear


down, onto wood blocks so that it is level
(Figure 554). Remove reverse clutch
piston 10 and seals 8 and 11 (Foldout 18,A).
Remove sealrings 8, 11, and 13 with
expanders 9, 12, and 14 from reverse clutch
piston 10. Discard the sealrings.

4. Remove retaining ring 2 that secures the firstand reverse-range clutch backplate (Figure 5
56). Remove the backplate. Remove the
remaining retaining ring 10 (Foldout 17,A).
5. Remove sixteen spring guide pins from the firstand reverse-range clutch anchor (Figure 557).
6. Attach the lifting sling to the first- and reverserange clutch anchor and remove the anchor
(Figure 558). Remove sixteen springs. Some
earlier models use springs 5 (Foldout 17,A)
and guide pins 4. Refer to Parts Catalog,
PC1249EN.
7. Remove six internal and six external-splined
first-range clutch plates 8 and 9 (Figure 558).

Copyright 2006 General Motors Corp.

521

DP 8000 SERIES SERVICE MANUAL

FLUID
COLLECTOR
RING

BOLT WITH
WASHER (6)
SPRING
GUIDE PIN
(16)

ANCHOR

REVERSE-RANGE
PLANETARY
CARRIER
ASSEMBLY
SUN GEAR

VH04013.00.00
VH08273.00.00

Figure 555. Removing Reverse-Range Planetary


Carrier Assembly

RETAINING
RING

Figure 557. Removing Spring Guide Pins from


First-and Reverse-Range Clutch Anchor

FIRST- AND REVERSERANGE CLUTCH ANCHOR


ASSEMBLY
FIRST- AND
REVERSE-RANGE
BACKPLATE

SPACER
REVERSERANGE SUN
GEAR
RETAINING
RING

SPRING
(16)

FIRST-RANGE
CLUTCH PLATE

V06889.00.00
VH08519.00.00

Figure 556. Removing Clutch Backplate


Retaining Ring

522

Figure 558. Removing First- and Reverse-Range


Clutch Anchor Assembly

Copyright 2006 General Motors Corp.

DISASSEMBLY OF TRANSMISSION
8. Remove the retaining ring, reverse-range sun
gear, and spacer from the shaft (Figure 558).
Attach the fabricated lifting nut (Figure 47,
Item 4) to the first-range carrier assembly.
Remove the assembly carefully, watching the
underneath side for parts which might drop out
(Figure 559).

FABRICATED
LIFTING NUT

FIRST-RANGE
PLANETARY
CARRIER
ASSEMBLY

9. Place the first-range carrier assembly on the


work surface and remove the first-range sun
gear sleeve and bearing (Figure 560). If
necessary, press the bearing from the sleeve.

FIRST-RANGE
RING GEAR

10. Remove the first-range sun gear from the firstrange carrier assembly (Figure 560). Remove
bronze thrust washer 14 (Foldout 16,B) from
carrier assembly. Refer to Paragraph 624 to
rebuild the first-range planetary assembly.
11. Install a T-bar or bolt to act as a retainer to hold
the clutch pack in position (Figure 561). Remove four housing bolts. Be sure to loosen
them evenly because of clutch spring force.
Tap on the low-range clutch piston housing
with a soft hammer to loosen it.
12. Attach the lifting sling to the first-and secondrange clutch piston housing and remove the
piston housing, first-range ring gear, and
second-range carrier, as an assembly (Figure
562). Remove the gasket.

VH08274.00.00

Figure 559. Removing First-and-Second-Range


Planetary Carrier Assembly

FIRST-RANGE
PLANETARY
CARRIER
ASSEMBLY

FIRST-RANGE
SUN GEAR

13. Lower the first-and second-range clutch piston housing and assembled parts onto the
work bench. Remove the retaining ring that
secures the hub of the second-range carrier
(Figure 563).
14. Using the lift sling, lift the piston housing and
ring gear as an assembly from the secondrange carrier (Figure 564). Refer to Paragraph
625 to rebuild the second-range planetary assembly.

SLEEVE

BEARING

VH08275.00.00

Figure 560. Removing First-Range Sun Gear

Copyright 2006 General Motors Corp.

523

DP 8000 SERIES SERVICE MANUAL


FIRST-RANGE
RING GEAR

FIRST-RANGE
CLUTCH PISTON

LOW-RANGE
PISTON HOUSING
SECOND-RANGE
PLANETARY CARRIER
RETAINING RING
FIRST-RANGE
RING GEAR
PISTON
HOUSING
T-BAR

BOLT (4) AND


LOCKWASHER (4)

MAIN
HOUSING

VH08276.00.00

Figure 561. Removing First- and Second-Range Piston


Housing Bolts
VH04024.00.01

FIRST-RANGE
RING GEAR
PISTON
HOUSING

FIRST-RANGE
CLUTCH
PISTON

Figure 563. Removing Second-Range Planetary


Carrier Retaining Ring

FIRST-RANGE
RING GEAR

GASKET

SPRING
GUIDE PINS
SPLITTER
SHAFT
SUN GEAR

SECONDRANGE
PLANETARY
CARRIER

PISTON HOUSING

T-BAR

VH08509.00.00

SECOND-RANGE
PLANETARY CARRIER

Figure 562. Removing Piston Housing, First-Range


Ring Gear, and Second-Range Planetary

15. Remove eight bolts and eight lockwashers by


using the access holes in the first-range ring
gear hub (Figure 565).
16. Remove the first-range ring gear and hub assembly from the piston housing (Figure 566).
524

VH08277.00.00

Figure 564. Removing First-Range Ring Gear and


Piston Housing from Second-Range Planetary Carrier

17. Turn over the first-range ring gear assembly


and remove retaining ring 8 (Foldout 16,B)
that secures ring gear 7 to first-range ring gear
hub 6. Remove hub 6 from ring gear 7.

Copyright 2006 General Motors Corp.

DISASSEMBLY OF TRANSMISSION
18. Remove bearing 13 (Foldout 16,A) and bearing retainer 14 from first-range ring gear hub 6
(Foldout 16,B).

19. Loosen the first-range clutch piston housing by


applying shop air at the first-range clutch apply
port (Figure 566).
20. Remove the piston and seals. Remove the seals
and expanders from the piston.

WARNING!
If greater than OSHA approved compressed
shop air is required to remove the first-range
clutch piston (Figure 566) from its bore, bolt a
steel bar across the housing and apply increased
air pressure (100 psi (689 kPa) maximum). Failure to install the steel bar to restrain the piston
could allow the piston to fly out of its housing
bore.

BEARING RETAINER BOLT


ACCESS HOLES

21. Position the piston housing on its side and apply compressed air in the piston-apply oil port.
Remove second-range piston 9 (Foldout 16,A).
Remove seals 7 and 8 from piston 9.
NOTE:
On later models, second-range piston 9 has two lubrication orifices: the piston in earlier models does
not. It is recommended that the piston used in earlier models be replaced with the improved piston.
22. Remove fourteen second-range piston return
springs 5. Remove guide pins, if present.
23. Remove eight self-locking bolts that secure
the retainers and oil collector ring to the intermediate-range planetary carrier (Figure 567).
Remove the four retainers.
24. Remove the second-range ring gear (Figure
567).

PISTON
HOUSING
FIRST-RANGE
CLUTCH PISTON
VH04026.00.01

25. Remove seven external-splined clutch plates 2


(Figure 567, Foldout 16,A) and seven internal-splined clutch plates 1.
26. Remove second-range clutch anchor 3 and two
keys 4 (Figure 567).

Figure 565. Removing Bearing Retainer Bolts Through


Ring Gear Hub Access Holes

SECOND-RANGE
CLUTCH ANCHOR
SECOND-RANGE
RING GEAR
KEY (2)

FIRST-RANGE
RING GEAR

CLUTCH PLATES (14)


SELF-LOCKING
BOLTS (8)

RETAINER (4)

PISTON
HOUSING
FIRST-RANGE
CLUTCH PISTON

OIL COLLECTER RING

CLUTCH APPLY
PORT
VH04027.00.01
VH08278.00.00

Figure 566. Removing First-Range Ring Gear

Figure 567. Removing Collector Ring Bolts

Copyright 2006 General Motors Corp.

525

DP 8000 SERIES SERVICE MANUAL


g. Removing Intermediate-Range
Clutch, Gearing
1. Compress the intermediate-range clutch piston
housing using clutch spring compressor tool
J 7470 to release spring force from the T-bar
installed in Paragraph 53f(11). Remove the
T-bar. Remove the clutch spring compressor
tool.

6. Using a sling, remove as a unit, the splitter


output shaft, ball bearing, oil collector ring,
and intermediate-range planetary carrier
assembly. Prevent the sun gear from being
removed with the assembly.
INTERMEDIATE-RANGE CLUTCH ANCHOR
OIL COLLECTOR RING

2. Remove the intermediate-range clutch piston


and piston housing (Figure 568). Using
compressed air in the piston-apply port of the
piston housing (Figure 78), remove
intermediate-range clutch piston 5 (Foldout
15,A). Remove seals 3 and 4 from the piston.

BEARING RACE
(EARILIER MODELS)
SUN
GEAR

3. Remove fourteen intermediate-range piston


return springs (Figure 568). Remove the
intermediate-range ring gear. Remove five
external-splined clutch plates 2 (Foldout 15,A)
and five internal-splined clutch plates 1.
4. Remove the intermediate-range clutch anchor
(Figure 569).
5. Place two eye bolts in the intermediate-range
planetary carrier assembly (Figure 570).

VH08280.00.00

Figure 569. Removing Intermediate-Range


Clutch Anchor

OIL COLLECTOR RING


PISTON HOUSING
PISTON RETURN SPRING

INTERMEDIATE-RANGE
PLANETARY ASSEMBLY

CLUTCH PLATE
RING GEAR
KEY (2)

HIGH-RANGE
CLUTCH
ASSEMBLY

SUN GEAR
VH08279.00.00

Figure 568. Removing Intermediate-Range Clutch


Piston and Piston Housing

526

VH08497.00.00

Figure 570. Removing Intermediate-Range


Planetary Assembly

Copyright 2006 General Motors Corp.

DISASSEMBLY OF TRANSMISSION
7. Remove the two keys from the transmission
housing (Figure 570).
8. Place the splitter output shaft and intermediaterange carrier assembly on the work bench in a
horizontal position (Figure 571). Holding the
carrier with one hand, tap on the splitter shaft
with a soft hammer to remove the shaft, the
collector ring, ball bearing, and the bearing
inner race (earlier models). Refer to Paragraph
626 to rebuild the intermediate-range
planetary assembly.
9. Remove bearing 11 (Foldout 14,B) and oil
collector ring 14 from the splitter shaft. If
necessary, remove the bearing race (earlier
models) with a pry bar or a bearing puller.
Remove the sealring from the carrier (Figure
571).
h. Removing High-Range Clutch, Gearing
1. Remove intermediate-range sun gear 1 (Foldout 14,B) from the transmission housing.
2. Using lifter J 29854 (Figure 572), or other
suitable lifter, remove the high-range clutch
assembly (Figure 572).
3. Refer to Paragraph 627 to rebuild the highrange clutch assembly.

4. Remove spacer ring 18 (Foldout 14,A), if


present, from the transmission. Remove crush
ring 17.
5. Turn over the transmission housing.

CAUTION:
Hub 20 (Foldout 13,B) may fall free when the
bolts are removed from bearing retainer 18
(Foldout 13,A).
6. Through the access holes provided in the
splitter ring gear hub, remove six retainer bolts
from the bearing retainer (Figure 573).
Remove, as a unit, splitter-high ring gear 10
(Foldout 13,A), splitter-high ring gear hub 14,
bearing retainer 18, and bearing 19. Tap on
hub 20 (Foldout 13,B) to remove it from the
transmission housing. Refer to Paragraph 628
to rebuild the transmission main housing
assembly.
7. Remove retaining ring 15 (Foldout 13,A) to
separate splitter-high ring gear 10 from
splitter-high ring gear hub 14. Remove bearing
retainer 18, bearing 19, and sealring 13 from
hub 14.
8. Conduct a stack and runout check of the rear
components as described in Paragraph 632.

CLUTCH AND DRUM


ASSEMBLY LIFTER
J 29854
SUN
GEAR

SPLITTER
OUTPUT
SHAFT

PLANETARY
CARRIER
ASSEMBLY

HIGH-RANGE CLUTCH
AND DRUM ASSEMBLY

BEARING RACE
(EARLIER MODELS)
OIL COLLECTOR RING
SEALRING

VH08520.00.00
VH04033.00.00

Figure 571. Removing Splitter Output Shaft Assembly


from Intermediate-Range Planetary Carrier

Figure 572. Removing High-Range Clutch and


Drum Assembly

Copyright 2006 General Motors Corp.

527

DP 8000 SERIES SERVICE MANUAL


SEALRING
SPLITTER
RING GEAR

RING GEAR HUB

JUMPER TUBE AND HOSE (3)


VH00799.00.00

Figure 574. Jumper Tube and Hose Locations

RETAINER
BOLTS (6)
VH08521.00.00

HOSE

Figure 573. Removing Splitter Ring Gear Retainer Bolts


JUMPER TUBE

54.

TRANSMISSION DISASSEMBLY
REMOTE-MOUNT MODELS
WITH DROPBOX

a. Model Variation. Where procedures are identical


with those for the straight-through model, references
are made to Paragraph 53. Procedures peculiar to the
dropbox model are outlined below.
b. Disassembly
1. Follow the procedures in Paragraph 53a Steps
(1) through (11).
2. Remove three jumper tubes and hoses from
locations shown in Figure 574 by installing a
bolt into the tube and catching the threads on
the end of the tube (Figure 575). Be sure the
hoses are removed with the tubes.
3. Remove hose 3 (Foldout 19,A) and elbow
fittings 2 and 4.
4. Remove speedometer drive parts 5 through 13.
5. Remove two bolts 15, lockwashers 16, and
shims 17, 18, and 19 (or combination used).
6. Loosen hose clamp 19 (Foldout 20,A) and
slide it forward against hose clamp 21.
528

BOLT

VH00800.00.00

Figure 575. Removing Jumper Tubes and Hoses

7. Remove
twenty-eight
bolts
23
and
lockwashers 22. Remove oil drain cover 18.
Remove hose clamps 19 and 21 and drain
hose 20.
8. Remove eight bolts and lockwashers from the
power takeoff (PTO) cover and remove the
cover (Figure 511). Remove and discard the
gasket.
9. Attach a sling to the power takeoff mounting
pad and support the converter housing with the
hoist.
10. Remove bolts 30 (Foldout 13,B) and the two
bolts reached through the bottom opening of
the transmission housing (Figure 517). Remove the sump return tube.
11. Remove five nuts 15 (Foldout 13,B) and lockwashers 14. Remove thirteen remaining bolts
that retain the torque converter housing and
bearing retainer.

Copyright 2006 General Motors Corp.

DISASSEMBLY OF TRANSMISSION
12. Remove as a unit, the torque converter housing
and attached parts (Figure 520). Tap on the
converter housing with a soft hammer to
loosen the converter housing. Remove and discard the gasket.

24. Remove twenty-seven bolts 18 (Foldout 13,B)


and lockwashers 19 that secure the rear cover
assembly to the transmission housing.

WARNING!
13. Lower the converter housing and attached parts
onto 4 x 4 wood blocks using care that the converter housing studs and the hydraulic retarder
rotor are clear of the blocks and work table
(Figure 521).
14. Using a 318 inch socket wrench, remove the
input flange nut and washer, remove the flange.
Refer to Paragraph 411.
15. Remove nine bolts 1 (Foldout 10,A) and lockwashers 2. Remove pump assembly 16 and
gasket 37. Remove screen 36 from the pump.
Refer to Paragraph 613 to rebuild the pump
assembly.
16. Remove items 38 through 47, items 53 through
63, and items 65 through 69 from the converter
housing.
17. Remove sixteen nuts 13, lockwashers 12, and
bolts 5 (Foldout 7,A) that attach the transmission front cover 6 (Figure 522).
18. Follow the procedures in Paragraph 53b(11)
through 53c(11).
19. Remove items 1 through 6 (Foldout 11,A)
from the converter housing. Remove items 67
through 72.
20. Follow the procedures in Paragraph 53c(3)
through (10).
21. Remove items 26 through 32 (Foldout 11,A)
and items 65 and 66. Remove items 59 through
62, items 52 through 58, and items 63 and 64.
Refer to Paragraph 618 to rebuild the converter housing.
22. Follow the procedures in Paragraph 53d Steps
(1) through (12) to remove splitter-low
clutches.
23. Attach the lifting sling to the mounting pads of
the transmission rear cover assembly 14 (Foldout 19,A), and position the transmission, front
down, on wood blocks (Figure 549).

The reverse-range piston may remain in the rear


cover. Support the piston to prevent it from falling out while the rear cover is being removed.
25. Attach a lifting sling to the rear cover assembly
and, using a hoist, remove the cover assembly,
using care to support the reverse clutch piston
if it clings to the rear cover assembly. Remove
the piston when accessible.
26. Position the rear cover assembly with the rear
down on wood blocks. Remove and discard the
gasket. If present, remove reverse-range clutch
piston 10 (Foldout 18,A). Use bolts in the piston lifting holes to lift out the piston. Remove
sealrings 8, 11, and 13 and expanders 9, 12,
and 14.
27. Using a 318 inch socket wrench, remove the
output flange nut, retainer plate, and flange
(Figure 550).
NOTE:
The dropbox assembly is manufactured by Euclid
Inc., and its disassembly is not covered in this
manual.
28. Follow the procedures in Paragraph 53f(1)
through 53h(8) to complete the disassembly
of the transmission.

55.

TRANSMISSION DISASSEMBLY
DIRECT-MOUNT MODEL

a. Model Variation. The disassembly of the directmount model is the same as described in Paragraph 53,
except for removing the flywheel (Paragraph 55b).
Refer to Paragraph 630 to remove and rebuild the
flexplate assembly.
b. Removing Flywheel
1. Follow the steps in Paragraph 53a(1) through
53b(5), and 53b Steps (7), (8), and (9).

Copyright 2006 General Motors Corp.

529

DP 8000 SERIES SERVICE MANUAL


2. If present, remove bolts 23 (Foldout 7,B) and
flat washers 22. Through the power takeoff
opening in the top of the torque converter
housing, remove thirty-six bolts 30 (Foldout
8,B) and flat washers 29 that secure torque
converter pump 27 to flywheel 14 or 18
(Foldout 7,B).

remove it. Refer to Paragraph 633 or 634 to


rebuild the parking brake assembly.
6. Continue the disassembly of transmission
beginning with Paragraph 53e(4).
BOLT (8)
FLANGE

WARNING!
The lockup clutch piston and sealring may stay
with the flywheel or with the lockup clutch in the
converter housing. When handling the flywheel,
use care that the lockup clutch piston not fall out
and injure personnel.

BRAKE
DRUM

3. Attach the lifting sling to the front face of the


flywheel and remove it. Refer to Paragraph
631 to rebuild the flywheel assembly.
4. Continue the disassembly of the transmission
beginning with Paragraph 53b(3) through
Paragraph 53h(8).

56.

TRANSMISSION DISASSEMBLY
PARKING BRAKE MODEL
VH08522.00.00

a. Model Variation. The disassembly of the parking brake model is the same as described in Paragraphs 53, 54, or 55, except for removing the
parking brake (Paragraph 56b).

Figure 576. Removing Parking Brake Drum


and Output Flange

b. Removing the Parking Brake


1. Follow the procedures in Paragraph 53a(1)
through 53e(2).
2. Using a 318 inch socket wrench and an impact
wrench, remove self-locking nut 46 (Foldout
19,B) and flange retainer plate 45 from the
output shaft.

BOLT AND
LOCKWASHER
(10)

3. Attach the sling to the output flange (Figure


576), and remove the flange and brake drum.
Remove eight bolts from the drum and remove
it from the flange.
4. The parking brake can be serviced in this
position (see Paragraph 633 or 634) or the
parking brake can be removed as an assembly.
5. To remove brake assembly 4 (Foldout 19,B),
remove ten bolts 41 (Figure 577), twenty
flat washers 3 and 40, ten lockwashers 2, and
ten nuts 1 that secure the assembly and
530

BRAKE ASSEMBLY
VH03964.00.00

Figure 577. Removing Parking Brake Assembly

Copyright 2006 General Motors Corp.

DISASSEMBLY OF TRANSMISSION
57.

REMOVING VALVE BODIES


ELECTRIC-SHIFT

a. First-Range Shift Valve Body Assembly


(Figure 578)
1. Remove two bolts R with lockwashers which
are above bolts D (Figure 578,B).
2. Remove eight bolts D and their lockwashers.
3. Remove remaining bolt S and lockwasher from
valve body H.
4. Remove valve body assembly H, and gasket K.
Discard the gasket.
5. Refer to Paragraph 644 to rebuild the firstrange shift valve body assembly.
b. Main Control Valve Body Assembly
(Figure 578)
1. Remove two bolts T and lockwashers (Figure
578,B) from the upper right and left corners
of main control valve body L. Install two 38-16
headless guide bolts, J 24315-1, through the
valve body into the main case.
2. Remove nine bolts B and lockwashers.
3. Remove two bolts C and lockwashers.
4. Remove two bolts E and lockwashers.
5. Remove valve body L, gasket M, separator
plate N, and gasket O (Figure 578,A). Discard
the gaskets. Refer to Paragraph 645 to rebuild
the main control valve body assembly.

It is recommended that all plates before S/N 655


be reworked to conform.
2. Drill a 0.141 inch (3.58 mm) diameter hole in
the separator plate at the location indicated in
Figure 579. Use either gasket O or M (Figure
578,A) as a template for location of the hole.
The new gasket must have a hole
corresponding to the hole to be drilled.
3. Remove burrs caused by drilling, and clean the
separator plate thoroughly.
d. Separator Plate Rework (Before S/N 3505)
1. To increase oil supply to the shift signal valves,
earlier separator plates must be reworked as
shown in Figure 580. The new gasket must
have holes corresponding to the holes to be
drilled.
2. Remove burrs caused by drilling and clean the
separator plate thoroughly.
e. Oil Transfer Plate (Figure 578)
1. Remove three bolts G and lockwashers (Figure 578,B).
2. Remove two bolts F and flat washers (Figure
578,B).
3. Remove oil transfer plate P and gasket Q.
Discard the gasket.

c. Separator Plate Rework (Before S/N 655)


1. To provide more efficient operation, an additional exhaust passage is provided in separator
plate N (Figure 579) beginning with S/N 655.

NOTE:
Go to Paragraph 53a(12).

Copyright 2006 General Motors Corp.

531

DP 8000 SERIES SERVICE MANUAL


A

B
BOLT, 38-16 x 5 in. (2 MARKED E)
2632 lb ft (3643 Nm) TORQUE

BOLT, 38 -16 x 114 in. in Patchlock (3 MARKED G)


2632 lb ft (3643 Nm) TORQUE
8-PIN CONNECTOR
2-PIN CONNECTOR
COPPER WASHER, 38 in. (4)

FLAT WASHER,
38 in. (3)

GASKET Q
OIL TRANSFER
PLATE P

COPPER WASHER, 38 in. (2)

BOLT, 38-16 x 414 in.


(4 MARKED C)
2632 lb ft
(3643 Nm)
TORQUE

G
G
C

BOLT
COPPER WASHER (2)
(2 MARKED R)

VALVE BODY H

GASKET I

OIL TRANSFR
PLATE J

GASKET M

B
D

F
B

GASKET K
BOLT,
38-16 x 114 in.
(2 MARKED F)
2632 lb ft
(3643 Nm)
TORQUE

GASKET O

FLAT WASHER,
38 in. (2)

A
A

D
VALVE BODY L
BOLT
COPPER WASHER (1)
(1 MARKED S)
COPPER WASHER, 38 in. (8)
BOLT, 38-16 x 16 in. (8 MARKED D)
2632 lb ft (3643 Nm) TORQUE

SEPARATOR
PLATE N

S
D

COPPER WASHER, 38 in. (9)


BOLT, 38-16 x 3 in. (9 MARKED B)
2632 lb ft (3643 Nm) TORQUE
COPPER WASHER, 38 in. (11)

BOLT, 38-16 x 3 in.


(11 MARKED A)
2632 lb ft
(3643 Nm)
TORQUE
V08281.00.01

Figure 578. Electric Valve Body Components and Mounting Bolts

ADD 0.141 in. HOLE PRIOR TO S/N 655

7.400 in.

3.080 in.

V08282.00.00

Figure 579. Reworking Oil Separator Plate (Before S/N 655)

532

Copyright 2006 General Motors Corp.

DISASSEMBLY OF TRANSMISSION

2.800
(71.12)

1.500 (38.10)

1.100 (27.94)
9.280
(235.71)

ENLARGE THE TWO HOLES TO


0.0510.053 in. (1.301.35 mm) DIAMETER
DIMENSIONS ARE IN INCHES (MILLIMETERS)

V08283.00.00

Figure 580. Reworking Oil Separator Plate (Before S/N 3505)

Copyright 2006 General Motors Corp.

533

DP 8000 SERIES SERVICE MANUAL


NOTES

534

Copyright 2006 General Motors Corp.

Section 6REBUILD OF SUBASSEMBLIES


61.

SCOPE

b. Assembly (Foldout 9,A)

This section describes the disassembly and assembly


of the subassemblies removed in Section 5. The rebuild procedures are illustrated by photographs and refer to exploded-view foldouts in the back of this manual.

62.

GENERAL INFORMATION FOR


SUBASSEMBLY REBUILD

Refer to Sections 4 and 8 for general overhaul information as follows:


Paragraph

63.

Title

49

Tools, Equipment

410

Replacement Parts

411

Careful Handling

412

Cleaning, Inspection

413

Assembly Procedures

418

Teflon Sealrings

420

Torque Specifications

81

Wear Limits Data

82

Spring Data

1. If oil seal 20 was removed, install retaining


ring 21 into retarder-control valve body 22.
Press a new oil seal 20 into retarder-control
valve body 22. Press on the flat side of the seal
and press it to the bottom of its bore in retarder-control valve body 22.
2. Install retarder-control valve 27, linkage end
first, into the bottom of retarder-control valve
body 22.
3. Install a new gasket 28 and cover 29 onto
retarder-control valve body 22. Secure the
cover with six 38-16 x 118 inch bolts 31 and
lockwashers 30. Tighten the bolts to 2632 lb ft
(3643 Nm).
4. Install
converter-out
regulator
valve
assembly 26 and a new gasket 25. Tighten the
valve assembly to 80120 lb ft (109162 Nm).
5. For earlier models, install torque limiter valve
assembly 24 and a new gasket 23. Tighten the
valve assembly to 80120 lb ft (109162 Nm)
to prevent leakage.

HYDRAULIC RETARDER
CONTROL VALVE ASSEMBLY

NOTE:

a. Disassembly (Foldout 9,A)


1. Remove six bolts 31 and lockwashers 30 from
the end of retarder-control valve body 22. Remove cover 29. Remove and discard gasket 28.

In some DP 8861 models, valve assemblies 24 and 26


are identical. In DP 8961 models and later DP 8861
models, the pin in assembly 24 has a larger head
than the pin in assembly 26.

2. Remove retarder-control valve 27.


3. If necessary for parts replacement, remove oil
seal 20 by collapsing it. Remove retaining
ring 21.
4. Remove plug 19.
5. If present, remove torque-limiter
assembly 24 and gasket 23.

valve

6. Remove converter-out regulator


assembly 26 and gasket 25.

valve

7. Valve assemblies 24 and 26 are not serviceable


and each must be replaced as a unit.
8. Refer to Paragraph 62.

6. If plug 19 is a straight-thread plug, check the


condition of the O-ring and plug, and replace as
necessary. Tighten the straight-thread plug and
O-ring assembly to 1213 lb ft (1618 Nm).
Tighten a 12 inch NPTF plug to 2327 lb ft
(3236 Nm).
7. Install plug or plug assembly 19. Tighten later
916-18 straight-thread plug and O-ring
assembly to 1213 lb ft (1619 Nm). Tighten
earlier 12 inch NPTF pipe plug to 2327 lb ft
(3236 Nm).

Copyright 2006 General Motors Corp.

61

DP 8000 SERIES SERVICE MANUAL


64.

FILTER ASSEMBLY
(Earlier Models)

7. Install filter bypass valve 25 (large diameter


end first) into filter base 26. Install spring 24
onto the stem of bypass valve 25.

a. Disassembly (Foldout 28,A)


1. Remove bypass valve plug 22 from filter
base 26. Remove and discard gasket 23.
2. Remove spring 24 and filter bypass valve 25
from filter base 26.
3. Remove plug 33. Remove and discard
gasket 32. Remove sealring 31 from filter
base 26. Remove two drain plugs 27.
4. Loosen, but do not remove, center studs 45
from shells 43.
5. Remove shells 43 and related parts from filter
base 26. Remove and discard sealrings 35.
6. Remove filter elements 36 from shells 43.
7. Remove retaining rings 38 from studs 45.
8. Remove retainers 39, seals 40, washers 41, and
springs 42.
9. Remove center studs 45. Remove and discard
gaskets 44.
10. Do not remove base plates 28 and screws 29.
11. Remove plug 30 only if replacement is
necessary.
b. Assembly (Foldout 28,A)
1. Install new gaskets 44 onto center studs 45 and
install the studs into shells 43.
2. Install springs 42, washers 41, seals 40, and
retainers 39 onto center studs 45.
3. Install retaining rings 38 onto center studs 45.
Slide the retaining rings down the studs until
they engage in the retaining ring grooves.
4. Install new filter elements 36 into shells 43.
Install new sealrings 35 into filter base 26.
5. Install shell and center stud assemblies 37 with
filter elements 36 onto filter base 26. Tighten
center studs 45 to 4555 lb ft (6174 Nm).
6. Install sealring 31, new gasket 32, and plug 33
into filter base 26. Tighten plug 33 to 1416 lb ft
(1921 Nm).
62

8. Install a new gasket 23 and bypass valve


plug 22 into filter base 26.
9. Install two drain plugs 27 and pipe plug 30.
10. Tighten plugs 22, 27, and 30 to 1416 lb ft
(1921 Nm).

65.

FILTER ASSEMBLY
(High-Efficiency Filters)

a. Disassembly
1. Unscrew and remove differential pressure (P)
switch 52 (Foldout 28,A) or 3 (Foldout 33)
from the filter base.
2. For models with transmission-mounted filters,
remove filter shells 55 (Foldout 28,A), filter
elements 54, and sealrings 53. Discard
elements 54 and sealrings 53. For models with
remote filters, remove filter shells 7
(Foldout 33), filter elements 6, and sealrings 5.
Discard sealrings 5 and elements 6.
3. If present, remove manifold assemblies 1
(Foldout 33).
b. Assembly
1. If removed, install manifold assembly 1 (Foldout 33).
2. For models with remote filters, install new
sealrings 5, new filter elements 6, and shells 7.
For models with transmission-mounted filters,
install new sealrings 53 (Foldout 28,A), new
filter elements 54, and shells 55.
3. Install differential pressure (P) switch 52
(Foldout 28,A) or 3 (Foldout 33) to a
maximum height of 2.25 inch (57.2 mm) above
the filter base.

Copyright 2006 General Motors Corp.

REBUILD OF SUBASSEMBLIES
66.

MAIN-PRESSURE REGULATOR
VALVE ASSEMBLY

4. Remove flow-valve plug 29 and flow valve 28.


Remove sealring 30 from flow-valve plug 29.
5. Pry out check valve 26.

a. Disassembly (Foldout 20,B)

6. Remove plugs 22, 23, 24, and 27 (if present).


1. Remove plug 22 from main-pressure regulator
valve body 15. Remove and discard gasket 21.
2. Remove booster plug 20, shims 19, and valve
spring 18.
3. Remove setscrew 13.
4. Remove stop 17 and main-pressure regulator
valve 16 from main-pressure regulator valve
body 15.
5. Refer to Paragraph 62.

7. Refer to Paragraph 62.


b. Inspection and Rework (Before S/N 1197)
1. Check the lockup-clutch valve body for a restriction in the casting at the end of the lockupclutch flow valve (Figure 61).
2. If there have been complaints that the 12, 34,
and 56 upshifts or downshifts have been
rough, and if a restriction is present, rework the
valve body.

b. Assembly (Foldout 20,B)


1. Install main-pressure regulator valve 16
(small-diameter end first) into main-pressure
regulator valve body 15.

FOR MODELS BEFORE S/N 1197 (ONLY)


FLOW VALVE
CAVITY

2. Install stop 17, aligning the hole in the stop


with the hole in main-pressure regulator valve
body 15 for installation of setscrew 13.

EX
EX

3. Install setscrew 13 and tighten it to 3660 lb inch


(4.076.78 Nm).

EX

4. Install spring 18, shims 19, and booster plug 20


(open end first) into main-pressure regulator
valve body 15. Refer to Paragraph 37d for
main-pressure adjustment.
5. Install new gasket 21 and plug 22. Tighten the
plug sufficiently to prevent leakage.

67.

AREA OF
INSPECTION FOR
RESTRICTION
MAIN FLUID
PRESSURE
LOCKUP
VALVE BODY
ASSEMBLY

5.98 in.
(151.9 mm)

HYDRAULIC LOCKUP CLUTCH


CONTROL VALVE ASSEMBLY
FLOW VALVE

a. Disassembly (Foldout 9,B)


1. Using a drift, remove two spring pins 20 and
21 from lockup-shift valve body 25.
2. Remove lockup-shift valve plug 16, spring 17,
shims 18, and lockup-shift valve 19.
3. Remove sealring 15 from lockup-shift valve
plug 16.

DRILL 0.375 in.


(9.52 mm) DIA
1.40 in.
(35.6 mm) DEEP
MAIN FLUID
PRESSURE
CHANNEL

3.16 in.
(80.3 mm)
V08285.00.00

Figure 61. Rework of Lockup Clutch Control


Valve Body

Copyright 2006 General Motors Corp.

63

DP 8000 SERIES SERVICE MANUAL


3. At the location shown in Figure 61, using a
38 inch diameter end mill or flat bottom drill,
mill the 38 inch diameter hole to a depth of
1.40 inches (35.56 mm).
4. Remove all burrs and debris from the lockup
valve body.
c. Assembly (Foldout 9,B)
1. Install lockup-shift valve 19 (larger diameter
end first) into valve body 25. Install shims 18
and spring 17.

68.

SPG-CONTROL AUTOMATICELECTRIC LOCKUP SOLENOID,


COVER, AND PLATE ASSEMBLY

NOTE:
Use a thin-wall deep-socket wrench with a
0.630 inch (16.00 mm) maximum OD to remove and
install solenoid bolts.

a. Disassembly (Foldout 27,A)


NOTE:
Use shims 18 to fine tune lockup rpm as
controlled by the calibration of spring 17. Each
shim added (increase) or removed (decrease)
changes the lockup speed by approximately 20 rpm.
Refer to Paragraph 310.
2. Install sealring 15 onto shift valve plug 16 and
install the plug into lockup-shift valve body 25.
3. Compress lockup-shift valve spring 17 and
install spring pin 21 into lockup-shift valve
body 25. Position the end of the spring pin
0.0300.060 inch (0.761.52 mm) below the
machined surface of the valve body.
4. Install flow valve 28 (longer land first) into
lockup-shift valve body 25.

1. Remove six bolts 12 and lockwashers 11 from


electric-lockup solenoid cover 10 (Figure 62).
2. Using care not to break the wires, lift the cover
far enough to expose the electrical connector
(Figure 63). Separate the connector.
3. Remove two bolts 8 and lockwashers 7 that
fastens lockup solenoid 6 and remove the solenoid. Remove solenoid cover 10.
4. Remove wiring harness and nut 9 from the
cover only if replacement is necessary.
5. Remove and discard gasket 5.
6. Remove two plugs 3.

5. Install sealring 30 onto plug 29 and install the


plug (smooth end out) into body 25.
6. Install spring pin 20 into lockup-shift valve
body 25. Position the end of the spring pin
0.0300.060 inch (0.761.52 mm) below the
machined surface of the valve body.

WIRING HARNESS
CONNECTOR
WIRING HARNESS
NUT

BOLT (6), 14-20 x 314 in.


AND LOCKWASHER (6)
SOLENOID COVER

SOLENOID
PLATE

7. Press a new check valve 26 (flatter side first)


into lockup-shift valve body 25, seating it
lightly in its bore.
8. If removed and plugs 22, 23, 24, and 27 are
straight-thread plugs, check the condition of
the O-ring and plug, replace as necessary.
9. If removed, install plugs or plug assemblies
22, 23, 24, and 27. Tighten later 38-24
straight-thread plug and O-ring assemblies
to 2832 lb inch (3.23.6 Nm). Tighten earlier 18 inch NPTF pipe plug to 1012 lb ft
(1416 Nm).
64

VH04057.00.00

Figure 62. Early Model Electric Lockup Solenoid,


Cover, and Plate Assembly

Copyright 2006 General Motors Corp.

REBUILD OF SUBASSEMBLIES
69.

b. Assembly (Foldout 27,A)


1. If removed, install wiring harness assembly 9
through the solenoid cover and install the nut
(Figure 63). Tighten the nut to 3035 lb ft
(4147 Nm).
2. Install two plugs 3. Tighten the plugs to
1416 lb ft (1921 Nm).

ELECTRIC CONTROL LOCKUP


VALVE BODY

CAUTION:
To avoid transmission housing damage and fluid
leakage, refer to Paragraph 413c prior to removing or installing pressure taps.

3. Install a new gasket 5 (Figure 63).

NOTE:

4. Install lockup solenoid 6 in the position shown


in Figure 63.

Use a thin-wall deep-socket wrench with a


0.630 inch (16.00 mm) maximum OD to remove or
install solenoid bolts.

5. Install two 14-20 x 58 inch bolts 8 with


lockwashers 7 (one through the ground lead
terminal as shown in Figure 63). Tighten the
bolts evenly to 911 lb ft (1314 Nm).
6. Connect the electrical connector (Figure 63).
7. Using care not to damage the wires or gasket,
install solenoid cover 10.
8. Fasten cover 10 with six 14-20 x 314 inch
bolts 12 and lockwashers 11 (Figure 62). Tighten
the bolts evenly to 911 lb ft (1314 Nm).

BOLT (2), 14-20 x 58 in.


AND LOCKWASHER (2)
ELECTRICAL
CONNECTOR
WIRING
HARNESS
NUT

a. Disassembly (Foldout 27,B)


1. Remove two 14-20 x 112 inch bolts 18 and flat
washers 19 from electronic control lockup solenoid cover 20 (Figure 64).
2. Lift off the solenoid cover and, by hand,
carefully pull off the harness lead from the
lockup solenoid (Figure 65). Remove cover
gasket 14. If necessary for replacement,
remove wiring harness 21 from the solenoid
cover. Do not remove the pin from the cover.
3. Remove two 14-20 x 1 inch bolts 17 and flat
washers 16 from lockup solenoid 15. Remove
the solenoid and sealring.

SOLENOID
COVER

4. Drive lockup valve pin 10 out of lockup valve


body 11. Remove plug 7. Remove sealring 6
from plug 7. Remove spring 8 and lockup
valve 9.

WIRING
HARNESS
CONNECTOR

5. Remove the two plugs 12 and plug 13


(if present) from the lockup valve body
(Figure 65).

GASKET

LOCKUP
SOLENOID

b. Assembly (Foldout 27,B)


1. If plugs 12 are SAE straight-thread plugs,
check the condition of each O-ring and plug,
and replace if necessary.

GROUND
LEAD
VH04058.00.00

Figure 63. Removing or Installing Early Model Electric


Lockup Solenoid and Cover

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


and install plugs 12. Tighten 18 NPTF pipe
plugs to 1012 lb ft (1416 Nm). Tighten 38-24
SAE O-ring plug assemblies to 2832 lb inch
(3.23.6 Nm).

Copyright 2006 General Motors Corp.

65

DP 8000 SERIES SERVICE MANUAL


14-20

112

BOLT (2),
x
in.
FLAT WASHER (2)

SOLENOID COVER

position shown in Figure 65. Install two flat


washers 16 and 14-20 x 1 inch bolts 17.
Tighten the bolts to 911 lb ft (1314 Nm).
6. Install new cover gasket 14.
7. If wiring harness 21 was removed, be sure
sealring 23 is in place and install the new
wiring harness into the solenoid cover,
aligning the thread flat adjacent to the cover
pin. Tighten the wiring harness nut to 68 lb ft
(810 Nm).

ELECTRONIC CONTROL
LOCKUP VALVE BODY
ASSEMBLY
VH00942.00.02

Figure 64. Electronic Control Lockup Valve


Body Assembly

8. Hold the solenoid cover near the lockup valve


body and, by hand, carefully install the harness
lead onto the lockup solenoid. Keeping the
harness wires and heat sensor out of the way,
lower the solenoid cover onto the gasket
(Figure 65). Install two flat washers 19 and
two 14-20 x 112 inch bolts 18 (Figure 64).
Tighten the bolts to 911 lb ft (1314 Nm).

WIRING HARNESS
PIN
SOLENOID COVER
HEAT SENSOR

610. LOCKUP-TRIMMER VALVE


ASSEMBLY

PLUG (2)

NOTE:
Discard the lockup-trimmer valve assembly and
gasket.

BOLT (2), 14-20 x 1 in.


FLAT WASHER (2)
PIN
SOLENOID

VH00943.00.01

Figure 65. Removing or Installing Electronic Control


Lockup Solenoid Cover

3. If removed, install pressure tap plug


assembly 13 and tighten to 3842 lb inch
(4.34.7 Nm).
4. Install lockup valve 9, larger diameter end first,
into lockup valve body 11. Install spring 8. Install
sealring 6 onto plug 7 and install plug 7 into
lockup valve body 11. Drive lockup valve pin 10
into the lockup valve body so it is flush or below
the surface of the valve body at both ends of the
pin (Figure 65).
5. Install the sealring onto the under side of
lockup solenoid 15. Install the solenoid in the
66

a. Disassembly (Foldout 9,B)


1. Remove plug 10 from lockup trimmer valve
body 3. Remove and discard gasket 8.
2. Remove pin 9, spring 7, and trimmer valve
plug 6.
3. Remove spring 5 and trimmer valve 4 from
lockup-trimmer valve body 3.
4. If necessary for cleaning, remove plugs 11 and
12, if present, from valve body 3.
b. Assembly (Foldout 9,B)
1. If plugs 11 and 12 were removed, install the
plugs into body 3. If plugs 11 and 12 are
straight-thread plugs, check the condition of
the threads and O-ring and replace if necessary. Tighten to 2832 lb ft (3643 Nm). If
plugs 11 and 12 are pipe (NPTF) plugs,
tighten to 1012 lb ft (1416 Nm).

Copyright 2006 General Motors Corp.

REBUILD OF SUBASSEMBLIES
2. Install trimmer valve 4 (closed end first) into
lockup trimmer valve body 3. Trimmer valve
and the related parts that follow (refer to
Foldout 9,B) may be deleted from the
transmission assembly during any repair,
rebuild, or overhaul.

SELECTOR VALVE

BOLT (6)

3. Install spring 5 and trimmer-valve plug 6.


4. Install spring 7 and pin 9 into lockup trimmer
valve body 3.
5. Install new gasket 8 and plug 10. Tighten
plug 10 sufficiently to prevent leakage.

611. CONTROL VALVE ASSEMBLY


MANUAL-HYDRAULIC
a. Disassembly (Foldout 21,A)

CAUTION:
The valve body assembly contains springs and
other parts, some of which are similar and can be
mistakenly interchanged. If parts are not installed in the same locations from which they
were removed, the valve body calibration functions will be lost. Tag each part at removal with
its item number in Foldout 21,A for correct assembly of valve body components.
1. Remove one bolt 14 and lockwasher 15 from
each end of cover 16 and install a
38-16 x 5 inch bolt into each bolt hole (Figure
66). This will prevent the springs from being
lost when cover 16 (Foldout 21,A) is freed.
2. Remove the six remaining bolts 14 and
lockwashers 15 from top cover 16.
3. Remove the long bolts, and top cover 16.
Remove and discard gasket 17.
4. Remove valve spring 87, splitter relay
valve 86, and splitter-relay valve plug 85 from
control valve body 84.
5. Remove spring guide 18, inner spring 20, outer
spring 22, intermediate-range long trimmer
valve 24, inner spring 26, outer spring 28, and
intermediate-range short trimmer valve 30.

TOP
COVER
LONG BOLTS

VH08286.00.00

Figure 66. Removing Manual-Hydraulic Control Valve


Top Cover

6. Remove spring guide 19, inner spring 21, outer


spring 23, second-range trimmer valve plug 25,
inner spring 27, outer spring 29, and secondrange trimmer valve 31.
7. Remove eight bolts 75 and eight
lockwashers 74 from bottom cover 73. Use
long bolts, as described in Paragraph 611a(1),
to maintain spring force against cover 73 while
removing it. Remove cover 73. Remove and
discard gasket 72. Refer to Figure 67.
8. Remove spring guide 47 (Foldout 21,A), inner
spring 46, outer spring 54, first-range trimmervalve plug 56, inner spring 57, outer spring 59,
and first-range trimmer valve 61 from control
valve body 84.
9. Remove spring guide 52, neutral plug
spring 53, neutral trimmer-valve plug 55, inner
spring 58, outer spring 60, and neutral trimmer
valve 62.
10. In control valve assemblies with integral
lockup trimmer, remove spring guide 71, inner
spring 70, outer spring 69, lockup trimmer
long valve 68, inner spring 67, outer spring 65,
and lockup trimmer short valve 63 from control valve body 84.
11. In control valve assemblies with 12 overlap
valve, remove spring 66 and first- and secondrange valve 64.
12. Remove plug 40, gasket 39, detent-ball
spring 38 and detent ball 37 from the side of
the control valve body 84.

Copyright 2006 General Motors Corp.

67

DP 8000 SERIES SERVICE MANUAL


13. Remove four bolts 51, lockwashers 50, and
cover 49 from control valve body 84. Remove
and discard gasket 48.
14. Remove manual selector valve assembly 41
from control valve body 84. Remove manual
selector valve stop 79 and the remaining detent
ball spring 35 and detent ball 36 from the control-valve body.
15. For parts replacement, remove spring guide 76,
check valve 77, and check valve spring 78. Refer to Figure 67.
16. In control valve body assemblies with 12
overlap valve, remove retaining ring 80 (Foldout 21,A), retainer 81, spring 82, and valve 83.
17. If necessary for parts replacement, collapse oil
seals 32 and 33 (Foldout 21,A) and remove
them from valve body 84.

18. Remove five plugs 34.


19. Refer to Paragraph 62.
b. Assembly (Figure 68 and Foldout 21,A)
1. Check the position of all components, configuration of all valves and plugs, and identification of all springs before installation. Refer to
Figure 68, Foldout 21,A, and the spring chart
in Section 8. All valves, when dry, must move
freely in their bore, by their own weight.
2. Install five pipe plugs or straight-thread
plugs 34. If plug 34 is a straight-thread plug,
check the condition of the plug and O-ring and
replace if necessary. Tighten straight-thread
plug to 2832 lb ft (3643 Nm). Tighten pipe
plugs to 1012 lb ft (1416 Nm).

CHECK VALVE FOR SYSTEMS WITH 12 OVERLAP VALVE


RETAINING RING
SPRING RETAINER

SELECTOR VALVE

SPRING
CHECK VALVE
CHECK VALVE
SELECTOR VALVE
COVER

LONG
BOLTS

GASKET
VH08287.00.00

BOTTOM COVER

Figure 67. Compressing Manual-Hydraulic Control Valve Springs

68

Copyright 2006 General Motors Corp.

REBUILD OF SUBASSEMBLIES
A

DETENT
BALL (2)

PLUG

DETENT
SPRING (2)

E (LOCKUP TRIMMER)

D (12 OVERLAP)
V08504.00.00

Figure 68. Manual-Hydraulic Main Control Valve BodyCross Section

3. If removed, install check-valve spring 78


(Foldout 21,A) and check valve 77 (small
diameter first) into control-valve body 84.
Install spring guide 76 (small diameter first)
into control-valve body 84. Press the head of
spring guide 76 to 0.10 inch (2.54 mm) below
the control-valve body mounting surface.

5. Into the same bore, install valve spring 82


(Foldout 21,A), retainer 81 (small end first),
and retaining ring 80.

4. In control valve assemblies with 12 overlap


valve, install check valve 83 (large end first)
into its bore in control-valve body 84. Refer to
Figure 67.

8. Into the same bore, install outer spring 29


(Foldout 21,A), inner spring 27, second-range
trimmer-valve plug 25, outer spring 23, inner
spring 21, and spring guide 19.

6. Position control-valve body 84 upright.


7. Install second-range trimmer valve 31 into
bore A in control-valve body 84. Refer to
Figure 68 for location.

Copyright 2006 General Motors Corp.

69

DP 8000 SERIES SERVICE MANUAL


9. Install the intermediate-range short trimmer
valve 30 into bore B in control-valve body 84.
Refer to Figure 68 for location.

19. Install first-range trimmer valve 61 into bore G


in control-valve body 84. Refer to Figure 68
for location.

10. Into the same bore install outer spring 28


(Foldout 21,A), inner spring 26, intermediaterange long trimmer valve 24 (short land first),
outer spring 22, inner spring 20, and spring
guide 18.

20. Into the same bore install outer spring 59


(Foldout 21,A), inner spring 57, first-range
trimmer-valve plug 56, outer spring 54, inner
spring 46 and spring guide 47.

11. Install splitter-relay valve plug 85 (smaller diameter first) into bore C in control-valve
body 84. Refer to Figure 68 for location.
12. Into the same bore, install splitter-relay
valve 86 (Foldout 21,A) (wide land first) and
spring 87.
13. Install a new gasket 17 onto top cover 16 and
install the cover on top of valve body 84 by
compressing the valve springs and installing
two 3/8-16 x 5 inch bolts into each side of the
cover to keep assembly in place. Compress the
springs by evenly tightening the bolts (Figure
66). Make sure the valve springs and gasket
are properly positioned against the cover and
the springs do not damage the gasket.
14. Continue compressing the valve springs until
two 38-16 x 114 inch bolts 14 (Foldout 21,A)
and lockwashers 15 can be installed. Remove
the two long bolts and install the remaining
six bolts and lockwashers. Tighten the bolts to
2632 lb ft (3543 Nm).
15. Position control valve body 84, bottom end up.
16. Install the first-to-second-range overlap
valve 64 (short land first) and spring 66 into
bore D in control-valve body 84, or install
lockup-trimmer short valve 63 (Foldout 21,A),
into bore E in control-valve body 84. Refer to
Figure 68 for location. Into the same bore install outer spring 65 (Foldout 21,A), inner
spring 67, lockup trimmer long valve 68 (short
land first), outer spring 69, inner spring 70 and
spring guide 71.
17. Install neutral trimmer valve 62 (Foldout 21,A)
into bore F in control-valve body 84. Refer to
Figure 68 for location.
18. Into the same bore install outer spring 60
(Foldout 21,A), inner spring 58, neutral-trimmer valve plug 55, neutral plug spring 53, and
spring guide 52.
610

21. Install gasket 72 onto bottom cover 73 and install


the cover on the bottom of the valve body, using
the same method as described in (13) and (14).
Tighten the bolts to 2632 lb ft (3543 Nm).
NOTE:
To install seals 33 and 32, use a suitable tool that
bears on the full circumference of the seal shell. Use
a tool made of pipe or tubing with an outside
diameter of 1.5 inches (38.1 mm).
22. Position control-valve body 84, with top up,
and install a new seal 33 into the top of control-valve body bore H. Refer to Figure 68 for
location. Press in the seal with the lip toward
the control-valve body. Press the seal until just
below the chamfered surface of the valve body.
23. Press a new seal 32 (Foldout 21,A) into the
same bore with the lip of the seal toward the
outside of the control-valve body. Make sure
seal 33 does not extend into the slot which retains manual selector valve stop 79 to be installed later.
24. Install one detent ball spring 35 and one detent
ball 36 into the blind hole at the side of bore H.
Refer to Figure 68 for location.
25. Install selector valve stop 79 (Foldout 21,A)
and install manual selector valve 44 (tang end
first) through bore H. Refer to Figure 68 for
location. Test detent action to make sure the
ball and spring are properly seated.
26. Install the remaining detent ball 37 (Foldout
21,A), detent ball spring 38, a new gasket 39,
and plug 40 into the side of the valve body.
Tighten plug 40 sufficiently to prevent leakage.
27. Install a new gasket 48 and cover 49 onto the
bottom of control valve body 84. Secure the
cover with four 38-16 x 114 inch bolts 51 and
lockwashers 50. Tighten the bolts to 2632 lb ft
(3543 Nm)

Copyright 2006 General Motors Corp.

REBUILD OF SUBASSEMBLIES
28. Cover the assembled valve body with a clean
lint-free cloth or paper and place it in a clean
place until installation onto the transmission.

613. INPUT PRESSURE, SCAVENGE


OIL PUMP ASSEMBLY
a. Disassembly (Foldout 10,A)

612. OIL STRAINER ASSEMBLY


a. Disassembly (Foldout 20,A)
1. Remove one bolt 13, lockwasher 12, and magnet bracket 11. Unscrew magnet 10 from
bolt 9.
b. Assembly (Foldout 20,A)
1. If removed, install a new strainer 8. Braze or
weld the strainer to the cover.
2. If removed, install a new bolt 9. Braze or weld
the bolt head to the cover. The bolt must be oil
tight.
3. Install magnet 10, magnet bracket 11 flat side
first, lockwasher 12, and bolt 13. Tighten the
bolt to 68 lb ft (910 Nm).

1. On straight-through models, loosen the tube


fittings and remove the converter-in and oil
scavenge tubes from the pump assemblies
(Figure 69).
2. Remove six bolts 17 (Foldout 10,A) and
lockwashers 18. Remove the scavenge pump
body assembly as shown in Figure 610. If the
needle bearings require replacement, collapse
the failed bearings and remove them from the
pump body.
3. Remove the scavenge pump gears and remove
and discard the gasket (Figure 610). Remove
needle roller 22 (Foldout 10,A) which serves
as a drive key for the center gear.

SCAVENGE
PUMP BODY

SCAVENGE TUBE

INPUT PUMP
BODY
CONVERTER-IN TUBE

VH04060.00.00

Figure 69. Removing Scavenge Pump Body Bolts

Copyright 2006 General Motors Corp.

611

DP 8000 SERIES SERVICE MANUAL


4. Remove the plate assembly and gasket from the
pump body. Discard the gasket. Measure the
end clearance and diametral clearance of the
pump gears as explained in Paragraph 412r
(Figure 611). Remove the three pump gears
from the pump body.
5. If necessary for parts replacement, press needle
bearings 33 (Foldout 10,A) from pump
body 34.
6. Remove nine star tolerance rings 35 (later
models) from input oil pump body 34.
7. If later pump body assembly parts are to be
used with an earlier pump body, the body must
be reworked to receive the star tolerance rings
(Figure 612).
8. Be sure to remove all burrs and drill debris.

3. Install the oil pump drive gear with the splined


shaft toward the rear of the pump body (Figure
613). Install the oil screen (large diameter
first) into the pump body.
4. Install idler gears 29 (Foldout 10,A) and 31
(short shaft first) into input oil pump body 34.
Install new gasket 27.
5. Install the oil pump plate assembly onto the
pump body.
6. Using oil-soluble grease, install the needle
bearing roller into the groove in the pump drive
shaft (Figure 614). Install the scavenge pump
drive gear, engaging the needle bearing roller
with the groove in the bore of the gear.

9. Refer to Paragraph 62.


b. Assembly (Foldout 10,A)
1. Install nine star tolerance rings 35 (later
models) into pump body 34.
FEELER GAUGE

2. If bearings 33 were removed, install new ones


into the gear cavity side of input oil pump
body 34. Press against the numbered side of
the bearing cage and press the bearings into
their bores until they are 0.0600.100 inch
(1.522.54 mm) below Surface X (Figure 612).

DRIVE GEAR

PUMP IDLER
GEAR
GASKET

PUMP BODY
SCAVENGE
PUMP BODY
BEARING

MEASURING DIAMETER CLEARANCE


PUMP IDLER GEAR

STRAIGHT EDGE

DRIVE GEAR
INPUT PUMP
IDLER GEAR
SCAVENGE PUMP
IDLER GEAR

GASKET

GASKET
PLATE
ASSEMBLY

FEELER GAUGE

PUMP BODY

MEASURING END CLEARANCE

V08288.00.00

VH04061.00.00

Figure 610. Removing Scavenge Pump Body

612

Figure 611. Measuring Clearances of Pump Gears

Copyright 2006 General Motors Corp.

REBUILD OF SUBASSEMBLIES
B

SURFACE

SURFACE

A
A

SEPARATING PLATE
SECTION

STAR TOLERANCE RING

SECTION

B-B

A-A

COUNTERBORE
0.4300.433 in. (10.9211.00 mm)
SECTION

BODY REWORK
(9 PLACES)

A-A

0.010 in. (0.25 mm)


RADIUS MAX
0.5100.550 in.
(12.9513.97 mm)

V08289.00.00

Figure 612. Oil Pump Body Rework for Star Tolerance Rings

7. Install the two scavenge pump idler gears onto


the pump idler gear shafts (Figure 610).
Install new gasket 24 onto the plate assembly.

SCREEN

INPUT PUMP
DRIVE GEAR
BEARING

8. If bearings 21 (Foldout 10,A) were removed,


press against the numbered side of the bearing
cage and press new bearings into pump body 20
until they are 0.060.10 inch (1.522.54 mm)
below surface Y (Figure 612).
9. Install the scavenge pump body assembly onto
the plate assembly (Figure 610) and secure it
with six 38-16 x 214 inch bolts 17 (Foldout
10,A) and lockwashers 18. Tighten the bolts to
2632 lb ft (3543 Nm).
10. If connectors 60 and 67 (Foldout 10,A) and
sealrings 59 and 66 were removed, install them
and tighten the connectors sufficiently to prevent leakage.

VH04062.00.00

Figure 613. Installing Oil Pump Screen

11. Install the converter-in tube and oil scavenge


tube and fittings with new O-rings (Figure 69).
On dropbox models, install tube 46
(Foldout 10,A) and fittings (with new O-rings)
instead of tube 64 and fittings.

Copyright 2006 General Motors Corp.

613

DP 8000 SERIES SERVICE MANUAL


a. Disassembly
SCAVENGE PUMP
DRIVE GEAR

1. Remove hose fittings 6 and 7 (Foldout 10,A)


for replacement only.

INPUT PUMP
IDLER GEAR

b. Assembly

NEEDLE
ROLLER

WARNING!
Do not attempt to weld repair the brazed joints of
the hose fittings (Figure 615). Welding the cadmium plated material produces toxic yellowbrown fumes which are extremely hazardous and
can be fatal.
1. Cut the customer-supplied hose to 13.03 inches
(331.0 mm).

PUMP PLATE
ASSEMBLY
VH04063.00.00

2. Clamp the socket in a vise being careful to not


crack or deform it.

Figure 614. Installing Scavenge Pump Drive Gear

614. MAIN-PRESSURE TRANSFER


TUBE ASSEMBLY

NOTE:
Do not lubricate the OD of the hose.

NOTE:
If earlier (black) transfer tube assemblies show
signs of excessive wear or chafing, replace them
with the later (blue) transfer tube assembly. Later
(blue) transfer tube assemblies require repair at a
facility which has equipment for hydraulic hose
repair. Refer to Parts Catalog PC1249EN.

30.0030.24 in.
(762.0768.1 mm)
SOCKET
NIPPLE

3. Thread the hose counterclockwise into the


socket until it bottoms against the socket. Back
off 14 to 12 turn.
4. Coat the nipple threads and ID of the hose with
oil-soluble grease. Thread the nipple clockwise
into the socket until it bottoms against the
socket.

Hose material should be


PARKER-HANNIFIN Type 261-20,
STRATOFLEX Type 283-20, or
equivalent.

SOCKET
NIPPLE

HOSE FITTING

HOSE FITTING

HOSE TO WITHSTAND
C4 TRANSMISSION
FLUID AT 275F (135C)

BRAZE

BRAZE
0.125 in. (3.18 mm) MAX GAP

Hose ends to be in relationship shown


subject to 400 psi (2758 kPa).
Must be clean and free from burrs.

NIPPLE

SOCKET

TYPICAL BOTH ENDS

Figure 615. Main-Pressure Transfer Tube Assembly (Earlier Models)

614

Copyright 2006 General Motors Corp.

V06889.00.00

REBUILD OF SUBASSEMBLIES
5. Repeat Steps (2) through (4) for the other end
of the hose.
6. Either end fitting may be backed out of the
socket up to 12 turn to properly align the ends.
For best results, each end fitting should be
backed off one half the total required amount.

STATOR CAM
STATOR THRUST
PLATE

STATOR VANE
LEADING EDGE
SPRING
CLIP

615. STATOR ASSEMBLY


a. Disassembly (Foldout 8,B)
1. Place the stator assembly on its side on the
work table, and remove ten rollers 12, ten
cups 13, ten springs 16, ten pins 15, and the remaining ten cups 14.
2. Remove retaining rings 9 and 19 and remove
stator thrust plates 10 and 18. Remove stator
cam 11 from stator 17.

V08505.00.00

Figure 616. Installing Stator Springs and Cups Into


Stator Cam

3. Refer to Paragraph 62.


b. Assembly (Foldout 8,B)

SPRING
PIN

CAM

CUP
ROLLER
CAM
POCKET

1. Place stator 17 on the work table with the leading edge (thicker part of vane) of the stator
vane up (Figure 616).
2. Install stator cam 11 into the stator so that the
deep end of the cam pockets are
counterclockwise (Figure 617).

STATOR

3. Install thrust plates 10 and 18 (Foldout 8,B)


(hub first) onto stator 17 and stator cam 11.
Attach them with retaining rings 9 and 19.

V04213.00.00

Figure 617. Stator Components

4. Install a spring 16 and pin 15 into cup 14 and


install cup 13 onto the opposite end of the
spring. Install these assembled parts into a bore
in the side of the cam pocket (Figure 612 and
Figure 616). Repeat this procedure to install
the remaining nine roller spring assemblies
(Figure 617).
5. Using stator assembly tool J 29853 or a ring of
steel stock which has a 114 inch (31.75 mm)
slot, install ten rollers 12 (Foldout 8,B) into the
cam pockets (Figure 618). Use a screwdriver
to compress the spring assembly during roller
installation. Rotate the stator assembly tool or
steel stock so the slot is opposite each cam
pocket as the roller is installed. Leave the steel
stock or stator assembly tool and assembled
stator in this position until ready for
installation into the converter.

RACE

SPRING
ASSEMBLY
STATOR

STATOR
ASSEMBLY
TOOL
J 29853

ROLLER
VH08291.00.00

Figure 618. Installing Stator Rollers

Copyright 2006 General Motors Corp.

615

DP 8000 SERIES SERVICE MANUAL


616. CONVERTER PUMP ASSEMBLY
a. Disassembly (Foldout 8,B)
1. Remove sixteen bolts 24, eight lockstrips 25,
and four retainers 26 from torque converter
pump 27 (Figure 619).
2. Remove ball bearing 28 and accessory drive
gear 31 (straight-through models), or accessory
drive gear 32 (dropbox models) from the
converter pump.
3. Refer to Paragraph 62.
b. Assembly (Foldout 8,B)

CAUTION:
If accessory drive gear 31 or 32 is being reused,
be sure to install the same length bolts (24) as
were removed. If new accessory drive gear 31 or
32 is being installed, use 12-20 x 134 inch bolts 24.
3. Install four retainers 26, eight lockstrips 25,
and sixteen 12-20 x 138 inch bolts 24. Tighten
the bolts to 96115 lb ft (130155 Nm). Bend
the corners of the lockstrips against the bolt
heads.

617. CONVERTER HOUSING


ASSEMBLYSTRAIGHTTHROUGH MODEL
a. Disassembly (Foldout 10,B)

1. Install ball bearing 28 into accessory drive


gear 31 (straight-through models) or accessory
drive gear 32 (dropbox models).

1. If converter ground sleeve 23 must be removed, place converter housing 13 on its rear
surface and press the ground sleeve from its
bore.

2. Install the assembled accessory drive gear and


bearing into torque converter pump 27,
aligning the bolt holes in the pump with those
in the drive gear.

2. Remove retaining ring 7 and remove


lubrication-pressure regulator valve seat 8,
lubrication-pressure regulator valve 9, and
spring 10. Remove pin 12 if replacement is
necessary.

TORQUE CONVERTER
PUMP ASSEMBLY
BOLT (16)

RETAINER (4)
LOCKSTRIP (8)
BALL BEARING
ASSEMBLY

3. Remove plugs 14, 15, 18, 20, and 55 if


necessary for replacement or cleaning of oil
passages. Remove dowel pins 17, 19, and 21
and studs 16 if replacement is necessary.
4. Refer to Paragraph 62.
b. Assembly (Foldout 10,B)
1. If studs 16 were removed, install new ones (12-13
thread end first). Select studs to meet
specifications of 1565 lb ft (2188 Nm) driving
torque for a setting height of 2.9693.031 inch
(75.576.9 mm).

BEARING
ASSEMBLY
RING

ACCESSORY DRIVE GEAR


H04071

Figure 619. Torque Converter Pump and


Drive Gear Assembly

616

2. If dowel pins 17 were removed, press the


new ones to a height of 0.490.51 inch
(12.4412.95 mm) from the splitline. If dowel
pins 19 or 21 were removed, press the new ones
to a height of 0.430.45 inch (10.9211.43 mm)
above the splitlines.

Copyright 2006 General Motors Corp.

REBUILD OF SUBASSEMBLIES
3. If removed, install 12 inch pipe plug 14.
Tighten plug 14 to 2327 lb ft (3236 Nm).
Plug 14 must be flush with or below the
surface of housing 13.
4. If removed, install 14 inch pipe plug 15.
Tighten plug 15 to 1416 lb ft (1921 Nm).
Plug 15 must be flush with or below the
surface of housing 13.
5. If removed, install 38 inch pipe plug 55.
Tighten plug 55 to 1822 lb ft (2529 Nm).
Plug 55 must be flush with or below the
surface of housing 13.
6. If removed, install 114 inch plugs 18 and 20.
Tighten plugs 18 and 20 to 95105 lb ft
(129142 Nm).
7. If pin 12 was removed, install a new one.
Press the pin to a depth of 0.790.81 inch
(20.0620.57 mm) below the mounting
surface.
NOTE:
Be sure lubrication-pressure regulator valve 9 has
the later model configuration (three equally spaced
holes). If present, replace an earlier valve 9 (without
holes) with the later valve 9 (with holes).
8. Install spring 10 and valve 9 (convex side up)
onto the pin. Install valve seat 8, compress the
spring, and install retaining ring.
9. If converter ground sleeve 23 was removed,
install two headless guide bolts into the rear of
converter housing 13.
10. Chill the ground sleeve in dry ice for several
hours and, using gloves, install it into the converter housing, using the guide bolts to index
the bolt holes.

618. CONVERTER HOUSING


ASSEMBLYDROPBOX MODEL
a. Disassembly (Foldout 11,A)
1. If converter ground sleeve 34 must be removed, place converter housing 8 on its rear
surface and press the ground sleeve from its
bore.
2. Remove retaining ring 25 and remove
lubrication-pressure regulator valve seat 24,
lubrication-pressure regulator valve 23, and

spring 22. Remove pin 9 if replacement is


necessary.
3. Remove plugs 10, 11, 14, 15, 16, 17, 18, 20,
and 21 if necessary for replacement or cleaning
of oil passages. Remove dowel pins 13,
studs 12, or tube 19 if replacement is
necessary.
4. Refer to Paragraph 62.
b. Assembly (Foldout 11,A)
1. If studs 12 were removed, install new ones
(12-13 thread end first). Select studs to meet
specifications of 1565 lb ft (2188 Nm) driving
torque for a setting height of 2.9693.031 inch
(75.576.9 mm).
2. If tube 19 was removed, install a new tube.
Starting the smaller diameter into the left side
of converter housing 8, guide the tube into its
bore within the housing. Press the tube until
the larger diameter end is flush to 0.130 inch
(3.30 mm) below the boss face inside the
housing.
3. If removed, install 78 inch plug 15 (closed end
first). Press the plug flush to 0.130 inch
(3.30 mm) below the boss face inside the
housing.
4. If dowel pins 13 were removed, press the new
ones into their bores to a height of 0.490.51 inch
(12.4412.95 mm) from the splitline.
5. If remove, install 12 inch pipe plug 10. Tighten
plug 10 to 2327 lb ft (3236 Nm). Plug 10
must be flush with or below the surface of the
housing.
6. If plugs 16, 17, or 21 are straight-threaded
plugs, inspect the O-ring and plug and replace
if necessary.
7. If removed, install pipe plug or plug
assembly 11. Tighten plug assembly to 70
80 lb inch (7.59.0 Nm). Tighten pipe plug to
1416 lb ft (1921 Nm). Plug 11 must be
flush with or below the surface of converter
housing 8.
8. If removed, install pipe plugs of pipe
assemblies 16, 17, and 21. Tighten plug
assemblies to 4753 lb ft (6770 Nm). Tighten
pipe plugs to 95105 lb ft (129142 Nm).
9. If removed, install plugs 14 and 20. Tighten
plugs to 3337 lb ft (4550 Nm).

Copyright 2006 General Motors Corp.

617

DP 8000 SERIES SERVICE MANUAL


10. If removed, install plug 18. Tighten plug 18 to
7585 lb ft (102105 Nm).

PLUG

11. If pin 9 was removed, install a new one.


Press the pin to a depth of 0.790.81 inch
(20.0620.57 mm) below the mounting pad
surface.

TRANSMISSION
MAIN
SHAFT

NOTE:
Be sure lubrication-pressure regulator valve 23 has
the later model configuration (three equally spaced
holes). Replace an earlier valve 23 (without holes)
with the later valve 23 (with holes).

INPUT BEARING
RETAINER
BOLTS (5)

12. Install spring 22 and lubrication-pressure regulator valve 23 (convex side upward) onto the
pin. Install valve seat 24, compress the spring,
and install retaining ring 25.
13. If converter ground sleeve 34 was removed, install two headless guide bolts into the rear of
converter housing 8.
14. Chill the converter ground sleeve in dry ice for
several hours and, using gloves, install it into
the converter housing, using the guide bolts to
index the bolt holes.

619. INPUT BEARING RETAINER


ASSEMBLY
a. Disassembly (Foldout 11,B)
1. Remove five bolts 22 and lockwashers 21 that
attach hub 20 to input bearing retainer assembly 3 (Figure 620). Remove hub 20.

CAUTION:
Do not hit plug end of shaft (Figure 620) with a
hammer. Only lightly tap out shaft from large
end.
2. Lift out transmission main shaft assembly 16
with the inner race and roller bearings 19 in
place. If shaft assembly 16 will not lift out,
support input bearing retainer assembly 3 on
its edge and, using a soft hammer, tap lightly
on the large diameter end of main shaft
assembly 16 to drive shaft assembly 16 and
bearing 19 from retainer assembly 3.
618

HUB

VH08292.00.00

Figure 620. Removing Hub Retainer Bolts

3. Remove bearing 19 and lubrication orifice


plug 18 from shaft 17 if necessary for
replacement. If present, remove the outer races
of bearing 19 from the bearing retainer or hub.
4. Remove pipe plugs or plug assemblies 5
through 9 and 11 if necessary for replacement
or passages cleaning (plug 7 is not used in
dropbox models). Remove dowel pins 10 if
necessary for replacement.
5. Refer to Paragraph 62.
b. Assembly (Foldout 11,B)
1. If dowel pins 10 were removed, install new
dowel pins. Press the pins into their bores to a
height of 0.500 inch (12.7 mm).
2. If removed, install pipe plugs or plug
assemblies 5, 9, and 11. Inspect the condition
of the O-ring and plug, replace as necessary.
Tighten plug assemblies to 5363 lb inch
(6.57.1 Nm). Tighten pipe plugs to 1416 lb ft
(1921 Nm).
3. If removed, install plug or plug assembly 6.
Inspect plug and O-ring and replace if necessary.
Tighten plug assemblies to 7080 lb inch
(7.49.0 Nm). Tighten pipe plug to 1823 lb ft
(2529 Nm).

Copyright 2006 General Motors Corp.

REBUILD OF SUBASSEMBLIES

INPUT BEARING
RETAINER ASSEMBLY

INPUT BEARING
RETAINER ASSEMBLY

HUB

BEARING ASSEMBLY

HUB

BEARING ASSEMBLY

0.230 in.
(5.84 mm)
5.250 in.
(133.35 mm)
DIA

4.7247 in.
(120.00 mm)
DIA

0.06 in.
(1.5 mm) R
MAX

EARLIER MODELS

LATER MODELS

V08293.00.00

Figure 621. Configurations of Input Bearing Retainers, Bearings, and Hubs

Copyright 2006 General Motors Corp.

619

DP 8000 SERIES SERVICE MANUAL


4. If removed, install pipe plug or plug assembly 7.
Determine the condition of the O-ring and plug,
and replace as necessary. Tighten plug assembly
to 1213 lb ft (1618 Nm). Tighten pipe plug
to 2327 lb ft (3236 Nm).
5. If removed, install pipe plug or plug
assembly 8. Inspect plug assemble and O-ring
and replace if necessary. Tighten plug assembly
to 2332 lb inch (3.23.6 Nm). Tighten pipe
plug to 1012 lb ft (1416 Nm).
6. If hub 20, bearing 19, or bearing retainer
assembly 3 are being replaced with new parts,
models before S/N 4950 will have to be
reworked if all three parts are not new (Figure
621). Clean up all burrs and debris.
7. If bearing 19 (Foldout 11,B) is a one-piece
bearing, proceed to Step (11). If bearing 19 has
a split outer race, install the first half-race into
input bearing retainer assembly 3.
8. If bearing 19 was removed, heat a new bearing
at 250F (121C) for an hour in rod oven and,
using gloves, install it on shaft 17. Seat the
bearing firmly against the shaft shoulder. If
lubrication orifice plug 18 was removed, press
the new plug to a depth of 0.2000.350 inch
(5.18.9 mm) below the end surface of shaft 17.
9. Allow the bearing to cool and install the
assembled shaft into input bearing retainer
assembly 3.
10. For one-piece bearing, tap on the outer race of
the bearing to seat it in the retainer bore. For
split outer race bearing, install the second half
race.
11. Install hub 20 onto retainer assembly 3, and secure the hub with five 12-13 x 114 inch
bolts 22 and lockwashers 21. Tighten the bolts
to 6780 lb ft (9110 Nm).

620. SPLITTER PLANETARY


CARRIER ASSEMBLY
a. Disassembly (Foldout 13,A)
NOTE:
General practice for planetaries dictates
replacement of spindles, bearings, and thrust
washers each time a transmission is overhauled.

620

1. Remove retaining ring 9 from planetary


carrier 6.
2. Position carrier 6 on its retaining ring side and
press out four spindles 7. Removing the
spindles allows four balls 8 to fall free.
3. Remove four pinions 3, bearings 4, and thrust
washers 2 and 5 from planetary carrier 6.
Remove bearings 4 from pinions 3.
4. Discard bearings, thrust washers, and spindles
if transmission is being overhauled.
5. Clean the carrier, retaining ring, pinions, and
balls.

NOTE:
Planetary pinions are a matched set. If one pinion
requires replacement, the remaining pinions must
also be replaced, as well as the spindles, bearings,
and thrust washers.

6. After inspection, place pinions and balls to the


side if condition does not require replacement.
Nicks and burrs can be removed using crocus
cloth or soft stone.
7. Refer to Paragraph 62.
b. Assembly (Foldout 13,A). Assembly of a carrier
requires an oven to heat the carrier to a maximum
uniform temperature of 425F (218C) and a special
tool (Figure 622) to align the pinions, bearings, and
thrust washers in the carrier pocket. Read all of the
instructions before beginning this procedure.
1. Inspect pinions in accordance with provisions
of Section 4. Replace if necessary.
2. Heat carrier in oven to bring to a maximum
uniform temperature of 425F (218C).
3. Place new spindles on the work surface so that
they will not exceed ambient temperature of
80F (26C). Below this temperature the
spindles will slip into position. Position
location ball 8 in each spindle and hold in
place using oil-soluble grease.

Copyright 2006 General Motors Corp.

REBUILD OF SUBASSEMBLIES
Make this area
easy to grab

SPECIAL ALIGNING TOOL


CARRIER
4"

0.005 inch
(0.127 mm)
smaller in
diameter
than spindle

Rounded
tip with
no point

2"

This length must


be long enough
to extend through
both carrier bores.

PINION
SUBASSEMBLY

4 X 4 WOOD BLOCKS
V07390.00.00
V07491.00.00

Figure 622. Special Tool To Align Pinion Subassembly


in Carrier Pocket

Figure 623. Aligning Pinion Subassembly in Carrier


LOCATION BALL

4. Assemble the pinion subassemblies (pinion,


new bearing, and thrust washer) as shown in
Figure 624 and set on the work surface next
to the area to be used for carrier assembly.

SPINDLE (4)
CARRIER

LOCATION BALL SLOT


THRUST
WASHER
PINION

BEARING

CAUTION:

THRUST
WASHER

The carrier is very hot when removed from the


oven and during the pinion subassembly procedure. Use extreme care when handling the heated
carrier. Always use hand protection such as
heavy gloves.

4 X 4 WOOD BLOCKS
V07389.00.00

5. Remove the carrier from the oven and set on


two 4x4s. A metal surface will cause the carrier
to cool off too fast, possibly requiring the
carrier to be reheated before all spindles have
been installed.
6. Orientate the carrier so a carrier bore and carrier
pocket are between the 4x4s (Figure 624).
7. Install one pinion subassembly (Figure 623)
in a carrier pocket that is between the 4x4s.
Slide the special aligning tool perpendicularly
through the top carrier bore, thrust washer,
bearing and pinion, second thrust washer, and
bottom carrier bore. Carefully and quickly
remove the aligning tool in a perpendicular
motion to maintain the alignment of the pinion
subassembly in the carrier pocket.

Figure 624. Installing Pinion Subassembly and Spindle


in Splitter Carrier

NOTE:
DO NOT USE A HAMMER to drive the spindle
into the bore. Use only a light tapping to push the
spindle flush with the surface of the carrier if
necessary.
8. While holding spindle 7 over the carrier bore
(Figure 624), align the location ball with the
locating ball slot in the carrier. Drop the
spindle into the bore making sure the location
ball goes into the locating ball slot. Be sure to
push down on the spindle until it is flush with
the surface of the carrier. Do not force it into
position.

Copyright 2006 General Motors Corp.

621

DP 8000 SERIES SERVICE MANUAL


9. Rotate the carrier so the next bore and carrier
pocket are between the 4x4s and repeat
Steps (6) through (8) to install the remaining
spindles and pinion subassemblies.

SELF-LOCKING BOLT (6),


x 12 in.

516-24

RETAINER (3)

NOTE:
DO NOT USE A HAMMER to remove a stuck or
cocked spindle. Use a press. DO NOT HAMMER on
the plug end of a spindle.

10. If a spindle is stuck or cocked in a bore, do not


force it down with a hammer. Go on to the
next spindle. When all spindles have been installed, press out the stuck or cocked spindle.

PITOT
COLLECTOR
RING OR TONE
WHEEL

SPLITTER-LOW
CLUTCH
DRUM

VH04075.00.00

Figure 625. Removing Pitot Collector Ring or


Tone Wheel Bolts

NOTE:
DO NOT USE A HAMMER to remove a stuck or
cocked spindle. Use a press.

RETAINING
RING

HUB

11. Inspect the bore and spindle for nicks and burrs
and remove them with crocus cloth or soft
stone. If spindle has damage that can not be
corrected, replace it.
12. Reheat the carrier assembly with the seated
pinion subassemblies in place and cool the removed spindle to ambient temperature.

SEALRINGS
VH04076.00.00

Figure 626. Removing or Installing Clutch Hub


Retaining Ring

13. Repeat Steps (6) through (8).


14. Install internal retaining ring 9 to secure spindles 7 in carrier 6.

621. SPLITTER-LOW CLUTCH


ASSEMBLY
a. Disassembly (DP 8861, 8960, 8961,
8962, and 8963)
1. Place the splitter-low clutch on the work table
and remove six self-locking bolts and three retainers that secure the pitot collector ring (Figure 625). Remove the pitot collector ring.
622

CLUTCH
DRUM

2. Remove the retaining ring from the clutch


drum. Remove two sealrings from the clutch
hub (Figure 626).
3. Turn over splitter-low clutch and place it in a
press (Figure 627). Using spring compressor
J 7441, compress the piston spring and remove
the retaining ring and piston spring. Remove
the tool.
4. Turn over clutch drum 19 and remove clutch
hub assembly 7 (Foldout 12,A), splitter-low
piston assembly 12, and five internal-splined
clutch plates 17 and five external-splined
clutch plates 18.

Copyright 2006 General Motors Corp.

REBUILD OF SUBASSEMBLIES
5. Remove splitter-low clutch piston 12 from the
splitter-low clutch hub assembly 7. Remove
seal 10 and sealring 11 from hub 9.
6. Refer to Paragraph 62.

PRESS RAM
SPRING
COMPRESSOR
J 7441

CLUTCH
PLATE

PISTON
SPRING

b. Disassembly (M/S 8610)


1. Place the splitter-low clutch on the work table
and remove six self-locking bolts and three retainers that secure the tone wheel. Remove the
tone wheel.
RETAINING RING

2. Remove retaining ring 4 (Foldout 12,A) from


clutch drum 19. Remove two sealrings 5 and 6
from the clutch hub (Figure 626).
3. Turn over splitter-low clutch 12 and place it on
a press (Figure 627). Using spring
compression tool, J 7441, compress piston
return spring 15 and remove retaining ring 16
and piston return spring. Remove the tool.

VH08294.00.00

Figure 627. Removing or Installing Piston Spring


Retaining Ring

4. Turn over the drum and remove hub


assembly 7,
splitter-low
clutch
piston
assembly 12, and five clutch plates 17 and 18.

0.4100.430 in.
(10.4110.92 mm)

c. Rework (Before S/N 1122)


1. For models before S/N 1122, it is recommended that the splitter-low clutch hub be
modified to receive a later model splitter planetary carrier assembly.

DIA B
2.9532.955 in.
(75.0075.05 mm)
OIL PASSAGES

2. Protect oil passages from entry of metal chips


and debris.
NOTE: DIAMETER B TO
BE CONCENTRIC WITH THE
AXIS OF ROTATION.

3. Bore the 2.7622.764 inch (70.1570.20 mm)


diameter in the clutch hub to the dimensions
(Figure 628).
4. Clean the clutch hub and remove oil passage
protection. Remove any burrs.

V08295.00.00

Figure 628. Reworking Splitter-Low Clutch Hub

Copyright 2006 General Motors Corp.

623

DP 8000 SERIES SERVICE MANUAL


d. Assembly
1. Place splitter-low clutch hub assembly 7 (Foldout 12,A) on the work table and install
sealring 11 onto the small diameter of the hub.
2. Install seal 10 onto its groove in the clutch hub,
with the lip toward the piston. Refer to
Paragraph 412.
3. Place splitter-low clutch drum 19 on a work
table (large diameter up). Beginning with an
internal-splined plate 17, alternately install
three internal-splined clutch plates and two
external-splined clutch plates 18 into splitterlow clutch drum 19.
4. Grease sealring 11 and oil seal 10 and install
splitter-low clutch piston assembly 12 into
hub 9.
5. Install piston return spring 15 (convex side up).
Using spring compressor J 7441, compress
spring 15 and install retaining ring 16 into its
groove on hub 9 (Figure 627). Remove the
tool.

3. Remove retaining ring 10 from splitter sun


gear 12, and press the sun gear from hub 11.
Discard the retaining ring.
4. Refer to Paragraph 62.
b. Assembly (Foldout 12,B)
1. Install splitter sun gear 12 (retaining ring
groove first) into the deeper (rear) side of
hub 11. Press the splitter sun gear until the retaining ring groove on its outside diameter is
even with the retaining ring counterbore in the
hub inside diameter.
2. Install a new retaining ring 10 and weld it in
accordance with the instructions in Figure 629.
Use Oxweld No. 65 electrode, or equivalent
0.062 inch (1.57 mm) diameter wire,
manufactured by Linde Division, Union
Carbide Company.
3. Install bearing 14 (Foldout 12,B) into splitter
sun gear 12, and press it firmly against the sun
gear shoulder. Install retaining ring 13 to
secure the bearing in the sun gear.

6. Install the clutch hub and piston assembly into


drum 19 (Foldout 12,A) with the piston toward
the clutch plates.

WELD AREA

7. Install the retaining ring into the drum (Figure


626). Install two sealrings onto the clutch
hub.

WEDGE RING TIGHT


INTO GROOVE
(4) PLACES WITH
SHIM STOCK OR
EQUIVALENT WHEN
WELDING

8. Install the pitot collector ring (Figure 625) or


tone wheel (M/S 8610) onto the clutch hub and
secure it with three retainers and six 516-24 x
12 inch bolts 1 (Foldout 12,A). Tighten the
bolts to 1923 lb ft (2631 Nm).
HUB

622. SPLITTER SUN GEAR ASSEMBLY

RETAINING RING

SUN GEAR

a. Disassembly (Foldout 12,B)


1. Remove retaining ring 13 from sun gear 12 and
remove bearing 14 from the sun gear.
2. Remove sun gear 12 from hub 11 if part
replacement is necessary. If necessary, use a
chisel and break the weld joint in retaining
ring 10.
624

0.080 in. (2.03 mm)


MAX BEAD WIDTH

0.060 in. (1.52 mm)


MIN BEAD HEIGHT
V08296.00.00

Figure 629. Welding Instructions for Splitter Sun


Gear Assembly

Copyright 2006 General Motors Corp.

REBUILD OF SUBASSEMBLIES
623. REVERSE-RANGE PLANETARY
CARRIER ASSEMBLY
a. Disassembly (Foldout 17,B)
NOTE:
General practice for planetaries dictates
replacement of spindles, bearings, and thrust
washers each time a transmission is overhauled.
1. Remove six bolts 11 and lockwashers 10 that attach oil collector ring 9 to carrier 7. Remove the
oil collector ring and sealring 8 from the carrier.
2. Position the carrier 7 with hub down and press
out six spindles 12. Removing the spindles will
allow six location balls 13 to fall free.
3. Remove six pinions 15, bearings 16, and thrust
washers 14 and 17. Remove bearings 16 from
pinions 15.
4. Discard bearings, spindles, and thrust washers
if transmission is being overhauled.
5. Clean the carrier, pinions, and location balls.
6. After inspection, place pinions and balls to the
side if condition does not require replacement.
Nicks and burrs can be removed using crocus
cloth or soft stone.
7. Refer to Paragraph 62.
b. Assembly (Foldout 17,B). Assembly of a
planetary carrier requires an oven to heat the carrier to
a maximum uniform temperature of 425F (218C)
and a special tool (Figure 622) to align the pinions,
bearings, and thrust washers in the carrier pockets.
Read all of the instructions before beginning this
procedure.

3. Place new spindles on the work surface so they


will not exceed ambient temperature of 80F
(26C). Below this temperature the spindles
will slip into position. Position location ball 13
in each spindle and hold in place using oil
soluble grease.
4. Assemble the pinion subassemblies (pinion,
new bearing, and new thrust washer) as shown
in Figure 630 and set on the work surface
next to the area to be used for carrier assembly.

CAUTION:
The carrier is very hot (425F) when removed
from the oven and during the pinion subassembly installation procedure. Use extreme care
when handling the heated carrier. Always use
hand protection such as heavy gloves.
5. Remove the carrier from the oven and set on two
4x4s. A metal surface will cause the carrier to
cool too fast, possibly requiring the carrier to be
reheated before all spindles have been installed.
6. Orientate the carrier so a carrier bore and carrier
pocket are between the 4x4s (Figure 630).
7. Install one pinion subassembly (Figure 630)
in a carrier pocket that is between the 4x4s.
Slide the special aligning tool (Figure 622)
perpendicularly through the top carrier bore,
thrust washer, bearing and pinion, second
thrust, and bottom bore (Figure 630).
Carefully and quickly remove the aligning tool
in a perpendicular motion to maintain the
alignment of the components.
LOCATION BALL

LOCATION BALL SLOT


PINION SUBASSEMBLY

SPINDLE (6)
CARRIER

THRUST
WASHER
PINION

NOTE:
Planetary pinions are a matched set. If one pinion
requires replacement, the remaining pinions must
also be replaced. Install new needle bearings, thrust
washers, and spindles when rebuilding a planetary
carrier assembly.
1. Inspect pinions in accordance with the general
provisions of Section 4. Replace if necessary.
2. Heat carrier in an oven to bring carrier to a
maximum uniform temperature of 425F
(218C).

BEARING
THRUST
WASHER

CARRIER
POCKET
4 X 4 WOOD BLOCKS
V07386.00.00

Figure 630. Installing Pinion Subassembly and Spindle


in Reverse-Range Planetary Carrier

Copyright 2006 General Motors Corp.

625

DP 8000 SERIES SERVICE MANUAL


NOTE:
DO NOT USE A HAMMER to drive the spindle
into the bore. Use only a light tapping to push the
spindle flush with the surface of the carrier if
necessary.
8. While holding spindle 12 over the carrier bore
(Figure 630), align the location ball with the
locating ball slot in the carrier. Drop the
spindle into the bore making sure the location
ball goes into the locating ball slot. Be sure to
push down on the spindle until it is flush with
the surface of the carrier. If the spindle stops
before being flush with the surface, a very light
tapping with a small hammer will push it down
the rest of the way. Do not force it into
position.
9. Rotate the carrier so the next carrier bore and
carrier pocket are between the 4x4s and repeat
Steps (6) through (8) to install the remaining
five spindles and pinion subassemblies.
NOTE:
Do not use a hammer to remove a cocked or stuck
spindle. Use a press.
10. If a spindle is stuck or cocked in a bore, do not
force it with a hammer. Go on to the next
spindle. When all spindles have been installed,
press out the stuck or cocked spindle.
11. If it is necessary to remove a spindle, inspect
the bore and spindle for nicks and burrs and remove them with crocus cloth or soft stone. If
spindle has damage that can not be corrected,
replace it.
12. Reheat the carrier assembly with the seated
pinion subassemblies in place and cool the removed spindle to ambient temperature.
13. Repeat Steps (6) through (8).
14. Install sealring 8 into its groove on the hub side
of carrier 7. Install oil collector ring 9 against
the sealring and secure it with six
38-24 x 34 inch bolts 11 and lockwashers 10.
Tighten the bolts to 3340 lb ft (4554 Nm).
626

624. FIRST-RANGE PLANETARY


CARRIER ASSEMBLY
(Later Models With Caged Bearings)
NOTE:
General practice for planetaries dictates
replacement of spindles, bearings, and thrust
washers each time a transmission is overhauled.

a. Disassembly (Foldout 16,B)


1. Check to see if spring pin 37 is located in the
gap of retaining ring 22. Then remove retaining ring 22 from planetary carrier 16.
2. Position planetary carrier 16 with shaft up, and
press out four spindle assemblies 24.
Removing the spindle assemblies will allow
four location balls 23 to fall free.
3. Remove pinions 18 with bearings 19 and 20,
and thrust washers 17 and 21. Remove
bearings 19 and 20 from pinions 18.
4. Remove spindle plugs 26 from spindles 25 if
replacement is necessary. Collapse each plug
to remove it from the spindle bore.
5. If spring pin 37 was not present, go to
Paragraph b. If pin 37 was in place, go on to
Paragraph c.
6. If transmission is being overhauled, discard the
bearings, thrust washers, and spindles.
7. Clean the carrier, pinions, and location balls.
8. Refer to Paragraph 62.
b. Rework Procedure (Figure 632)
1. Drill a 0.3100.318 inch (7.888.07 mm) diameter hole to 0.7600.820 inch (19.3120.82 mm)
depth (Figure 628). Locate the hole on the
centerline between two spindles and
5.160 inch (128.27 mm) from carrier centerline.
2. Install spring pin 37 (P/N 455964) to a height
of 0.2500.290 inch (6.357.36 mm) as shown
in Figure 632.

Copyright 2006 General Motors Corp.

REBUILD OF SUBASSEMBLIES
c. Assembly (Foldout 16,B)
Assembly of a carrier requires an oven to heat the carrier to a maximum uniform temperature of 425F
(218C) and a special tool (Figure 622) to align the
pinions, bearings, and thrust washers in the carrier
pocket. Read all of the instructions before beginning this procedure.

NOTE:
Planetary pinions are a matched set. If one pinion
requires replacement, the remaining pinions must
also be replaced. Install new needle bearings, thrust
washers, and spindles when overhauling a
planetary carrier assembly.

1. If spindle plugs 26 were removed, install new


plugs, closed end first into spindles 25. Press
each plug to a depth of 0.0300.050 inch
(0.761.27 mm) below the end face of the spindle.
2. Inspect pinions 18 in accordance with the
general provisions of Section 4. Replace if
necessary.
3. Heat carrier 16 in an oven to a maximum
uniform temperature of 425F (218C).
4. Place new spindles 25 on the work surface so
they will not exceed an ambient temperature of
80F (218C). Below this temperature the
spindles will slip into position. Position
location balls 23 in each spindle and hold in
place with oil-soluble grease.

6. Remove carrier 16 from the oven and set on


two pieces of wood so the shaft is down and
clear of work surface. A metal surface will
cause the carrier to cool too fast, possibly
requiring the carrier to be reheated before all
spindles have been installed.
7. Orientate the carrier so a carrier bore and
carrier pocket are between the pieces of wood
(Figure 631).
8. Install one pinion subassembly (Figure 631)
in the carrier pocket that is between the pieces
of wood. Slide the special aligning tool (Figure
622) perpendicularly through the top carrier
bore, thrust washer, bearings and pinion,
second thrust washer, and bottom bore (Figure
623). Carefully and quickly remove the
aligning tool in a perpendicular motion to
maintain the alignment of the components.
9. While holding spindle 25 over the carrier bore
(Figure 631), align the location ball 23 with
the locating ball slot in the carrier. Drop the
spindle into the bore making sure the location
ball goes into the locating ball slot. Be sure to
push down the spindle until it is flush with the
surface of the carrier. If the spindle stops
before being flush with the surface, a very light
tapping will push it the rest of the way. Do not
force it into position.

LOCATION BALL
SPINDLE (6)

PINION SUBASSEMBLY
THRUST
WASHER (6)

CARRIER

PINION (6)

5. Assemble the pinion subassemblies (pinion 25,


new bearings 19 and 20, and new thrush
washers 21 and 17) as shown in Figure 631
and set on the work surface next to the area to
be used for carrier assembly.

CAUTION:
The carrier is very hot when removed from the
oven and during the pinion subassembly installation procedure. Use extreme care when handling
the heated carrier. Always use hand protection
such as heavy gloves.

BEARING (6)
THRUST
WASHER(6)

CARRIER
POCKET (3)
LOCATING BALL SLOT

4 X 4 WOOD
BLOCKS

V07492.00.01

Figure 631. Installing Pinion Subassembly and Spindle


in First-Range Planetary Carrier

Copyright 2006 General Motors Corp.

627

DP 8000 SERIES SERVICE MANUAL


NOTE:
DO NOT USE A HAMMER to drive the spindle
into the bore. Use only a light tapping to push the
spindle flush with the surface of the carrier if
necessary.
10. Rotate the carrier so the next bore and carrier
pocket are between the pieces of wood and repeat Steps 6 through 9 to install the remaining
spindles and pinion subassemblies. This must
be done quickly so the carrier retains enough
heat to maintain expansion needed for the spindle to drop in properly.
NOTE:
Do not use a hammer to remove a stuck or cocked
spindle. Use a press.

2. Position carrier 16 in a press with splined hub


up (Figure 633), and press out four
spindles 11. Removing the spindles will allow
four location balls 12 to fall free.
3. Remove four pinions 7 with bearings 8,
spacers 9 and 6, and thrust washers 10 and 5.
Remove bearings 8 from pinions 7.
4. Press out bearing inner race 14 and bearing
assemblies 2 and 15 from carrier 16.
5. If transmission is being overhauled, discard the
bearings, thrust washers, and spindles.
6. Clean the carrier, pinions, and location balls.
7. Refer to Paragraph 62.
PLANETARY CARRIER
SPRING PIN

11. If a spindle is stuck or cocked in a bore, do not


force it in with a hammer. Go to the next
spindle. When all spindles have been installed,
press out the stuck or cocked spindle.
12. If it is necessary to remove a spindle, inspect
the bore and spindle for nicks or burrs and remove them with crocus cloth or soft stone. If
spindle has damage that can not be corrected,
replace it.

RETAINING
RING GAP
RETAINING
RING
PLANETARY

15. Install internal retaining ring 22 so that spring


pin 37 is positioned in the retaining ring gap
(Figure 632).

625. SECOND-RANGE PLANETARY


CARRIER ASSEMBLY

0.250.29 in.
(6.357.36 mm)
SECTION B-B

B
5.150 in.
(128.27 mm)

13. Reheat the carrier assemble with the seated


pinion subassemblies in place and cool the removed spindle to ambient temperature.
14. Repeat Steps (7) through (9).

DRILL
0.3100.318 in.
(7.888.07 mm)
DIA. HOLE
0.7600.820 in.
(19.3120.82 mm)
DEEP
V04259.00.00

Figure 632. Low-Range Planetary Rework


for Spring Pin

HUB

SPINDLE (4)

NOTE:
General practice for planetaries dictates
replacement of spindles, bearings, spacers, and
thrust washers each time a transmission is
overhauled.
PINION GEAR (4)

V08297.00.00

a. Disassembly (Foldout 15,B)


1. Remove retaining rings 13 and 3 from
carrier 16.
628

Figure 633. Disassembly of Second-Range


Planetary Carrier Assembly

Copyright 2006 General Motors Corp.

REBUILD OF SUBASSEMBLIES
b. Rework Procedure (Before S/N 2118)

4. Thoroughly clean all surfaces and passages.

1. Carrier B requires retaining ring groove A


(Figure 634). If retaining ring groove A is not
present, have a qualified machine shop rework
carrier according to Steps (2) through (5). If retaining ring groove A is present, no rework is
required. Proceed with Paragraph c.
2. Mount second-range carrier B in a lathe and
center the carrier relative to diameter C and
surface D. Diameter E must be concentric with
diameter F within 0.002 inch (0.051 mm) TIR.
3. Using an internal grinding machine and
a 3 inch diameter x 0.110 inch wide
(76.2 mm x 2.79 mm) special Borzon grinding
wheel (type 1A1RCB100WBA, 14 inch,
available from Norton Abrasive Company)
approximately 100 grit, or equivalent. Plunge
groove to diameter at location shown on Figure
634.
0.010 in. R MAX (0.25 mm) 2 PLACES
0.1000.120 in.
(2.543.04 mm)
3.583.78 in. DIA
(90.9496.01 mm)

RETAINING RING
GROOVE A

1.8901.910 in.
(48.0148.5 mm)

3.54113.5423 in.
(89.94489.974 mm)
DIA F

1.7271.747 in.
(43.8744.37 mm)

5. During reassembly, use retaining ring 3


(Foldout 15,B) in groove of carrier 16 to
maintain position of bearing 2.
c. Assembly (Foldout 15,B). Assembly of a carrier
requires an oven to heat the carrier to a maximum
uniform temperature of 425F (218C) and a special
tool (Figure 622) to align the pinions, bearings,
spacers, and thrust washers in the carrier pocket. Read
all of the instruction first before beginning this
procedure.
NOTE:
Planetary pinions are a matched set. If one pinion
requires replacement, the remaining pinions must
also be replaced. Install new needle bearings, thrust
washers, and spindles when overhauling a
planetary carrier assembly.
1. Apply a light coat of Loctite No. 40, or
equivalent, to the bearing bore and to the outside diameter of bearing 15. Press bearing 15
into carrier 16 until it is fully seated in the bottom of its bore.
2. Press bearing 2 into carrier 16 until it is fully
seated in the bottom of its bore. Install
retaining ring 3.
3. Inspect pinions in accordance with the general
provisions of Section 4. Replace if necessary.
4. Heat carrier 16 in an oven to bring it to a
maximum uniform temperature of 425F
(218C).

DIA

CARRIER B

DIAMETER

CHUCK

LOCATE SURFACE

V08298.00.00

Figure 634. Reworking Second-Range


Planetary Carrier

5. Place new spindles 11 on the work surface so


they will not exceed an ambient temperature of
80F (27C). Below this temperature the
spindle will slip into position. Position location
balls 12 in each spindle and hold in place with
oil-soluble grease.
6. Assemble the pinion subassemblies (thrust
washer 5, spacer 6, pinion 7, new bearing 8,
spacer 9, and new thrust washer 10) as shown
in Figure 635 and set on work surface next to
the area that will be used for carrier assembly.

Copyright 2006 General Motors Corp.

629

DP 8000 SERIES SERVICE MANUAL


CAUTION:
The carrier is very hot when removed from the
oven and during the pinion subassembly installation procedure. Use extreme care when handling
the heated carrier. Always use hand protection
such as heavy gloves.
7. Remove carrier 16 from the oven and set on
4x4s with the hub down. A metal surface will
cause the carrier to cool too fast, possibly
requiring the carrier to be reheated before all
spindles have been installed.
8. Install one pinion subassembly (Figure 635)
in the carrier pocket that is between the 4x4s.
Slide the special aligning tool (Figure 622)
perpendicularly through the top carrier bore,
thrust washer, spacer, bearing and pinion,
second spacer, second thrust washer, and
bottom carrier bore (Figure 623). Carefully
and quickly remove the aligning tool in a
perpendicular motion to maintain the
alignment of the components.

NOTE:
DO NOT USE A HAMMER to drive the spindle
into the bore. Use only a light tapping to push the
spindle flush with the surface of the carrier if
necessary.

LOCATION BALL
SPINDLE (4)
CARRIER

LOCATION BALL SLOT

9. While holding spindle 11 over the carrier bore


(Figure 635), align the location ball 12 with
the locating ball slot in the carrier. Drop the
spindle into the bore making sure the location
ball goes into the locating ball slot. Be sure to
push down the spindle until it is flush with the
surface of the carrier. If the spindle stops before being flush with the surface, a very light
tapping with a small hammer will push it the
rest of the way. Do not force it into position.
10. Rotate the carrier so the next bore and carrier
pocket are between the pieces of wood and repeat Steps (7) through (9) to install the remaining spindles and pinion subassemblies. This
must be done quickly so the carrier retains
enough heat to maintain the expansion required for the spindles to drop in properly.
NOTE:
Do not use a hammer to remove a stuck or cocked
spindle. Use a press.
11. If a spindle is stuck or cocked, do not force it
with a hammer. Go on to the next spindle.
When all spindles have been installed, press
out the stuck or cocked spindles.
12. Inspect the bore and spindle for nicks and burrs
and remove with crocus cloth or soft stone. If
spindle has damage that can not be corrected,
replace it.
13. Reheat the carrier assembly with the seated
pinion subassemblies in place and cool the removed spindle to ambient temperature.

THRUST
WASHER

14. Repeat Steps (7) through (10).

PINION

15. Install internal retaining ring 13 to secure spindles 11 in carrier 16 ring gear.

BEARING
THRUST
WASHER

4 X 4 WOOD BLOCKS
V07389.00.00

Figure 635. Installing Pinion Subassembly and Spindle


in Second-Range Carrier

630

626. INTERMEDIATE-RANGE
PLANETARY CARRIER
ASSEMBLY
NOTE:
General practice for planetaries dictates
replacement of spindles, bearings, and thrust
washers each time a transmission is overhauled.

Copyright 2006 General Motors Corp.

REBUILD OF SUBASSEMBLIES
a. Disassembly (Foldout 14,B)
1. Position carrier assembly 2 on the oil collector
ring side (tapped holes) and press out four
spindles 4. Removing the spindles will allow
four location balls 5 to fall free.
2. Remove four pinions 8 with bearings 7, and
thrust washers 6 and 9.
3. Remove bearings 7 from pinions 8.
4. If transmission is being overhauled, discard the
bearings, thrust washers, and spindles.
5. Clean the carrier, pinions, and location balls.
6. Refer to Paragraph 62.
b. Assembly (Foldout 14,B). Assembly of a carrier
requires an oven to heat the carrier to a maximum
uniform temperature of 425F (218C) and a special
aligning tool (Figure 622) to align the pinions,
bearings, and thrust washers in the carrier pocket.
Read all of the instruction before beginning this
procedure.

NOTE:
Planetary pinions are a matched set. If one pinion
requires replacement, the remaining pinions must
also be replaced. Install new needle bearings, thrust
washers, and spindles when rebuilding a planetary
carrier assembly.

surface next to the area that will be used for


carrier assembly.

CAUTION:
The carrier is very hot when removed from the
oven and during the pinion subassembly installation procedure. Use extreme care when handling
the heated carrier. Always use hand protection
such as heavy gloves.
5. Remove the carrier from the oven and set on
4x4s with the oil collector ring side down. A
metal surface will cause the carrier to cool too
fast, possibly requiring the carrier to be
reheated before all spindles have been
installed.
6. Orientate the carrier so the carrier bore and
carrier pocket are between the 4x4s (Figure
636).
7. Install one pinion subassembly (Figure 636)
in the carrier pocket between the 4x4s. Slide
the special aligning tool perpendicularly
through the top carrier bore, thrust washer,
bearing and pinion, second thrust washer, and
bottom carrier bore. Carefully and quickly
remove the aligning tool in a perpendicular
motion to maintain the alignment of the
components.

LOCATION BALL SLOT

1. Inspect pinions in accordance with the general


provisions of Section 4. Replace if necessary.
2. Heat carrier in an oven to bring it to a
maximum uniform temperature of 425F
(218C).
3. Place new spindles on work surface so they
will not exceed ambient temperature of 80F
(27C). Below this temperature the spindles
will slip into position. Position location ball 5
in each spindle and hold in place using oil
soluble grease.
4. Assemble the four pinion subassemblies
(pinion, new bearing, and new thrust washer)
as shown in Figure 636 and set on work

LOCATION BALL
SPINDLE
CARRIER

PINION
SUBASSEMBLY
THRUST
WASHER
PINION (4)
BEARING
THRUST
WASHER
CARRIER POCKET

4X4
WOOD
BLOCKS

INTERMEDIATE-RANGE
PLANETARY CARRIER
ASSEMBLY
V07522.00.00

Figure 636. Installing Pinion Subassembly and


Spindles in Intermediate-Range Planetary Carrier

Copyright 2006 General Motors Corp.

631

DP 8000 SERIES SERVICE MANUAL


NOTE:
DO NOT USE A HAMMER to drive the spindle
into the bore. Use only a light tapping to push the
spindle flush with the surface of the carrier if
necessary.
8. While holding the spindle over the carrier bore
(Figure 636), align the location ball with the
locating ball slot in the carrier. Drop the
spindle into the bore making sure the location
ball goes into the locating ball slot. Be sure to
push down the spindle until it is flush with the
surface of the carrier. If the spindle stops
before being flush with the surface, a very light
tapping with a small hammer will push it the
rest of the way. Do not force it into position.

2. Position the high-range clutch assembly


(piston spring side up) in a press (Figure 638)
Using spring compressor tool J 7441,
compress the piston spring and remove the
retaining ring and piston spring. Remove the
tool.
3. Turn over the drum and remove high-range
clutch hub assembly 4 (Foldout 14,A), highrange clutch piston assembly 9, and seven
clutch plates 14 and 15.
4. Remove high-range piston 9 from the hub
assembly. Remove oil seal 7 and sealring 8
from hub 6.
5. Refer to Paragraph 62.

9. Rotate the carrier so the next carrier bore and


carrier pocket are between the 4x4s and repeat
Steps 6 through 8 to install the remaining
spindles and pinion subassemblies.

RETAINING
RING

HUB

10. If a spindle is stuck or cocked in a bore, do not


force it in with a hammer. Go to the next
spindle. When all spindles have been installed,
press out the stuck or cocked spindle.
CLUTCH
DRUM

NOTE:
Do not use a hammer to remove a stuck or cocked
spindle. Use a press.
11. Inspect the bore and spindle for nicks and
burrs, and remove them with crocus cloth or
soft stone. If a spindle has damage that can not
be corrected, replace it.
12. Reheat the carrier assembly with the seated
pinion subassemblies in place and cool the
spindle to ambient temperature.

SEALRINGS
VH04076.00.00

Figure 637. Removing or Installing Clutch Hub


Retaining Ring

PRESS RAM
SPRING
COMPRESSOR
J 7441

CLUTCH
PLATE

PISTON
SPRING

13. Repeat Steps (6) through (8).

627. HIGH-RANGE CLUTCH


ASSEMBLY

RETAINING RING

a. Disassembly (Foldout 14,A)

VH08294.00.00

1. Remove the retaining ring from the clutch


drum (Figure 637). Remove two sealrings
from the clutch hub.
632

Figure 638. Removing or Installing Piston Spring


Retaining Ring

Copyright 2006 General Motors Corp.

REBUILD OF SUBASSEMBLIES
b. Assembly (Foldout 14,A)
1. Place high-range clutch hub assembly 4 (Foldout 14,A) on the work table with the flat side
down and install sealring 8 on the small diameter of the hub.
2. Install oil seal 7 into the groove in clutch hub
assembly 4, with the lip facing piston 11. Refer
to Paragraph 413.

retarder is released. Spewing may be due to a


quantity of exhausted retarder fluid being
picked up by rotating components and thrown
into the breather passage.
2. Rework any unit before S/N 5175 by
machining a hole through the casting web in
the main housing. Refer to Figure 639 for
machining dimensions.

3. Lubricate Teflon seals 7 and 8 and install


high-range piston assembly 9 into hub
assembly 4.
4. Install piston return spring 12, convex side up,
and retaining ring 13. Using spring compressor
J 7441, compress the piston return spring and
install the retaining ring in its groove on hub 6.
Remove the tool.
5. Place clutch drum 16 on the work table (larger
ID up). Beginning with an internal-splined
clutch plate 14, alternately install four
internal-splined clutch plates 14 and three
external-splined clutch plates 15 into drum 16.
6. Install the clutch hub and piston, as assembled
in Steps (1) through (4), into clutch drum 16.
Install retaining ring 1 into clutch drum 16.
Install sealrings 2 and 3 onto hub 6.

628. TRANSMISSION MAIN


HOUSING ASSEMBLY
a. Disassembly (Foldout 13,B)
1. Remove retaining ring 1 from the front face of
transmission housing 11.
2. Remove converter-pressure relief valve seat 2,
converter-pressure relief valve 3, and spring 4.
Remove pin 10 if replacement is necessary.
3. Remove breather 13 and reducer 12 from
housing 11.
4. Remove tube 9 (dropbox models only) and
replace tube if necessary.
5. Refer to Paragraph 62.
VH04216.00.00

b. Rework Procedure (Before S/N 5175)


1. Some DP 8000 transmissions before S/N 5175
may spew fluid from the breather when the

Figure 639. Main Housing Rework


(Before S/N 5175)

Copyright 2006 General Motors Corp.

633

DP 8000 SERIES SERVICE MANUAL


c. Assembly (Foldout 13,B)

3. Remove the retaining ring from the rear side of


the converter drive housing (Figure 640).

1. If tube 9 was removed, install a new tube (small


diameter first) into the front of housing 11. Press
tube 9 to a depth of 0.0100.050 inch
(0.251.27 mm). If tube 8 (dropbox models)
was removed, install a new one into the front
of housing 11. Press tube 8 to a height of
1.1401.180 inch (28.9529.97 mm) from the
face of the boss.
2. Install breather 13 and reducer 12 into
housing 11. Tighten them sufficiently to
prevent leakage.
3. If pin 10 was removed, install a new pin.
Press pin 10 to a depth of 0.0800.120 inch
(2.033.04 mm) below the splitline face.
Install spring 4, converter pressure relief
valve 3 (concave side first), and converter
pressure relief valve seat 2 onto the pin.
Compress the spring and install retaining
ring 1 to secure the valve components.

629. TORQUE CONVERTER


DRIVE HOUSING

4. Remove the bearing rollers and outer race


assembly.
5. If replacement of the dowel pins is necessary,
measure the height of the pins before removing
them. Record the height for correct installation
of the new pins.
6. If replacement is necessary, remove two
plugs 16 (Foldout 7,A), if present.
7. Inspect for evidence of leakage around pins 17
and remove them only if leakage is found.
8. Turn over the drive housing and pull the
bearing from the input shaft (Figure 641).
9. Refer to Paragraph 62.
b. Assembly
1. Press the bearing onto the input shaft. Seat the
bearing firmly against the shoulder on the shaft
(Figure 641).
2. If removed, install two plugs 16 (Foldout 7,A).
Tighten the plugs to 1012 lb ft (1416 Nm).

WARNING!
When handling the converter drive housing, be
sure the lockup clutch piston does not fall out and
injure personnel.

Measure dowel
pin height from
this surface

TORQUE CONVERTER
DRIVE HOUSING *
DOWEL
PIN (8)

a. Disassembly
1. DP 8861 Models. If present, remove lockup
clutch piston 5 (Foldout 8,A), with its outer
sealring 3 and expander 4, from the converter
drive housing. Remove the sealring and expander from the piston. Remove inner
sealring 1 and expander 2 from the hub of the
converter drive housing. Go to Step (3).
2. DP 8961, 8962 Models. If present, remove
lockup clutch piston 14 (Foldout 8,A), with its
outer sealring 12 and expander 13, from the
converter drive housing. Remove the sealring
and expander from the piston. Remove
sealrings 8 and 10 and expanders 9 and 11
from the hub of the converter drive housing.
634

RETAINING
RING
BEARING ROLLERS
AND OUTER RACE *NOTE: Configuration of components
ASSEMBLY
same for flywheel assembly VH04064.00.00

Figure 640. Removing (or Installing) Torque Converter


Drive Housing Retaining Ring

Copyright 2006 General Motors Corp.

REBUILD OF SUBASSEMBLIES
b. Assembly (Foldout 7,B)
TORQUE CONVERTER
DRIVE HOUSING

INPUT SHAFT

1. If removed, install sleeve 4 onto hub 5.

BEARING

2. Install flexplate assembly 6 (washer 7 first)


onto hub assembly 3.
3. Install flexplates 9 onto flexplate assembly 6.
4. Install bolt plate 10, aligning the bolt holes.
5. Install twelve 12-13 x 1 inch self-locking
bolts 11 through bolt plate 10 and flywheel
flexplates 9 and 6 into hub assembly 3. Tighten
the bolts to 96115 lb ft (131155 Nm).

VH04065.00.00

Figure 641. Torque Converter Drive Housing and


Input Bearing

6. Install flywheel flexplate assembly 2 onto the


engine crankshaft.

631. FLYWHEEL ASSEMBLY


WARNING!

3. If removed, install two pins 17. Press the pins


to a depth of 0.0100.030 inch (0.250.76 mm)
and stake securely.

Be sure the lockup clutch does not fall out and


cause injure to personnel when handling the flywheel assembly.

4. If removed, install eight new dowel pins


(Figure 640). Press the pins to the height
recorded in Paragraph 629a(5) procedure.

a. Disassembly

5. Install the bearing rollers and outer race


assembly (Figure 640). Install the retaining
ring.
6. Refer to Paragraph 417f and install sealring 1
and expander 2 (Foldout 8,A) or sealrings 8
and 10 and expanders 9 and 11 into the hub of
converter drive housing 10 or 15 (Foldout 7,A).
Grease the sealrings with a light coat of
petrolatum.

630. FLEXPLATE ASSEMBLY

2. DP 8961, 8962 Models. If present, remove


lockup clutch piston 14 (Foldout 8,A), with its
outer sealring 12 and expander 13, from the
flywheel assembly. Remove the sealring and
expander from the piston. Remove sealrings 8
and 10 and expanders 9 and 11 from the hub of
the flywheel assembly.
3. Remove the retaining ring from the rear side of
flywheel (configuration similar to Figure 638).

a. Disassembly (Foldout 7,B)


1. Remove flywheel flexplate assembly 2 from
the engine crankshaft.
2. Remove twelve self-locking bolts 11 and
separate flywheel bolt plate 10, flexplates 6 and
9, and hub assembly 3.
3. If necessary, remove sleeve 4 from hub 5.
4. Refer to Paragraph 62.

1. DP 8861 Models. If present, remove lockup


clutch piston 5 (Foldout 8,A), with its outer
sealring 3 and expander 4, from the flywheel
assembly. Remove the sealring and expander
from the piston. Remove inner sealring 1 and
expander 2 from the hub of the flywheel assembly. Proceed to Step (3).

4. Remove the bearing rollers and outer race


assembly.
5. Remove starter ring gear 13 or 17 (Foldout 7,B) only if replacement is necessary.
6. Remove dowel pins 15 or 21 only if
replacement is necessary.
7. If replacement is necessary, remove two
plugs 19 (Foldout 7,B), if present.

Copyright 2006 General Motors Corp.

635

DP 8000 SERIES SERVICE MANUAL


8. Inspect for evidence of leakage around pins 20
and remove them only if leakage is found.
9. Refer to Paragraph 62.

NOTE:
A free running nut may be made by removing the
locking insert from a used retainer nut.

b. Assembly
1. If removed, install two plugs 19 (Foldout 7,B).
Tighten the plugs to 1012 lb ft (1416 Nm).
2. If removed, install two pins 20. Press the pins
to a depth of 0.0100.030 inch (0.250.76 mm)
and stake securely.
3. If removed, install eight new dowel pins 15 or 21.
For TC 800 torque converter, press the dowel

pins to 0.400.44 inch (10.1611.18 mm)


from the surface indicated in Figure 640.
For TC 1000 torque converter, press the
dowel pin to 1.551.57 inch (39.439.9 mm)
from the surface indicated in Figure 640.
4. Install the bearing rollers and outer race
assembly (Figure 640). Install the retaining
ring.
5. If removed, heat starter ring gear 13 or 17
(Foldout 7,B) in an oil bath or oven to a
maximum of 400F (204C) and press the
starter ring gear onto flywheel 14 or 18.
6. Refer to Paragraph 417 and install sealring 1
and expander 2 (Foldout 8,A) or sealrings 8
and 10 and expanders 9 and 11 into the hub of
flywheel 14 or 18 (Foldout 7,B). Grease the
sealrings with a light coat of petrolatum.

632. REAR SECTION STACK AND


RUNOUT MEASUREMENT
a. Stack Measurement Procedure

4. Using a depth micrometer, measure and record


the distance from the highest point on the
output shaft shoulder to the retainer seat in the
output flange (dimension X, Figure 642).
5. If dimension X does not fall within 0.0050.010 inch
(0.130.25 mm), perform the rework
procedure in Paragraph 632b.
6. If dimension X (Figure 642) is within limits,
reinstall flange plate retainer 36 (Foldout 18,B)
and the free running nut. Tighten the nut to
approximately 100 lb ft (136 Nm). Go to
Paragraph 632c.
b. Rework Procedure
1. Machine grind surfaces C, D, E1, E2, and
spacer shoulder F (on shaft) as indicated in
Figure 643. Remove only enough stock to
make surface flat and square with the axis of
rotation. (Careful measurement of the part before grinding may help determine if the part
can be salvaged.)
2. Measure the length of the respective parts and
compare the dimensions with those shown in
Figure 643. Replace all parts that do not meet
these dimensions.
3. Assemble the parts as in Paragraph 632a(2).

1. Excessive output flange runout will have a detrimental effect on the transmission rear components. To prevent excessive output flange
runout and subsequent problems, make a stack
measurement of the rear section before reassembling the transmission.
2. Assemble the following parts. Place first-range
planetary carrier 15 (Foldout 16,B) on a flat
surface (output shaft up) and install a new
planetary spacer 1 (Foldout 17,B). Install
reverse-range planetary carrier assembly 6,
speedometer drive gear assemblies 30 (Foldout
18,B) or 10, and bearing 11. Install the output
flange and a new flange plate retainer.
636

3. Install a free running, 216 nut and tighten to


approximately 100 lb ft (136 Nm) to seat the
parts. Remove the free running nut and the
retainer.

4. Using a depth micrometer, measure and record


the distance from the highest point on the
output shaft shoulder to the retainer seat in the
output flange (dimension X, Figure 642). A
minimum of 0.005 inch (0.13 mm) below the
retainer seat is satisfactory. If the shoulder is
above the retainer seat, add the 0.005 inch
(0.13 mm) to the dimension measured, and
remove that amount from the output shaft
(dimension F). If this shoulder is less than
0.005 inch below the retainer seat, subtract the
measurement from 0.005 inch and grind the
shoulder of the shaft an amount equal to the
remainder.

Copyright 2006 General Motors Corp.

REBUILD OF SUBASSEMBLIES
FLANGE PILOT
DIAMETER
FLANGE

RETAINER NUT
RETAINER PLATE

DIM

0.005 in. (0.13 mm) MIN


0.010 in. (0.25 mm) MAX
FACE (C)

MAGNETIC PICKUP GEAR


FACE (D)
SPEEDOMETER GEAR
FACE (E2)
REVERSE PLANETARY CARRIER

FACE (E1)

SPACER
FACE (F)

FIRST-RANGE
PLANETARY CARRIER

V08498.00.00

Figure 642. Transmission Rear SectionCross Section

SHOULDER

F*

0.050 in. (1.27mm) MAX


SHAFT SHOULDER *

F
INDICATES FACE FOR
* MACHINE
GRIND OPERATION

F = 11.434 in. (290.42 mm) MIN


LOW-RANGE CARRIER (OUTPUT SHAFT)

SURFACE
SURFACE

SURFACE

E1*

E = 2.920 in. (74.14 mm) MIN


REVERSE CARRIER

E2 *

D*

SURFACE

C*

D
D = 1.360 in. (34.54 mm) MIN
1.109 in. (28.17 mm) MIN
WITH MAGNETIC GEAR INSTALLED
SPEEDOMETER GEAR

C
C 4.225 in. (107.31 mm) MIN
OUTPUT FLANGE
V08301.00.00

Figure 643. Detail Parts Measurements

Copyright 2006 General Motors Corp.

637

DP 8000 SERIES SERVICE MANUAL


c. Runout Measurement Procedure. Refer to
Section 7 for assembly instructions. After assembly,
check the runout of the flange at the pilot diameter
(Figure 642). Runout should not exceed 0.010 inch
(0.25 mm) TIR. If runout is not within limits, perform
the rework procedure in Paragraph 632b.

13. Remove adjusting screw components 61, 62,


63 and 64 as an assembly and separate the
components if necessary.
14. Remove probe hole covers 73 and adjusting
hole cover 74.
15. Refer to Paragraph 62.
b. Assembly (Foldout 19,B)

633. PARKING BRAKE


(Earlier Self-Adjusting)

1. Hold camshaft and lever assembly 48 in place


and install actuating cam 51, lockwasher 54,
and machine screw 55. Tighten the screw securely.

NOTE:
These instructions are for earlier self-adjusting
brakes, using later replacement parts. See Parts
Catalog PC1249EN.

a. Disassembly (Foldout 19,B)


1. Depress two shoe holddown spring cups 68
against the spring force and rotate and remove
the cups to free the springs. Remove two black
springs 70 and two more spring cups 68 from
the two holes in the bottom of the backplate.
Do not discard the two black springs 70. Remove pins 72 if replacement is necessary.
2. Remove and discard two orange springs 69
from the two holes half way up backplate 49.
3. From the bottom of the brake shoes, remove
and discard white spring 66 which is connected
to self-adjuster lever 65.
4. Remove and discard adjuster lever 65.

2. Lubricate the ball ends of connecting links 50


and 52 with high-temperature grease. Install
pins 53 while holding the links in place in
actuating cam 51.
3. Connect a new green spring 66 to the brake
shoes.

CAUTION:
Brake linings must be kept free from oil, grease,
or other contamination.
4. Coat the backplate ledges, where the shoe rims
rest, with Lubriplate or equivalent.
5. Coat the brake shoe webs with Lubriplate or
equivalent on the surfaces where they contact
the anchor block and adjusting screw and put
shoes 71 and 56 in place, with self-adjusting
spring 66 installed (white earlier models, green
later models).

5. Remove and discard cable guide 59.


6. Remove anchor pin 57.
7. Remove and discard self-adjusting cable 58.
8. Remove and discard brown spring 67.
9. Remove and discard two black springs 60.
10. Remove machine screw 55 and lockwashers 54
that retain camshaft and lever assembly 48. Remove the lever assembly.
11. Remove actuating cam 51 and connecting
links 50 and 52 as an assembly. Remove spring
pins 53 to free connecting links 50 and 52.
12. Remove shoes and linings 71 and 56.
638

NOTE:
If the actuating lever is activated from the left side,
the adjusting screw assembly should be installed
with the star wheel at the right end of the assembly.
If the actuating lever is activated from the right
side, the adjusting screw assembly should be
installed with the star wheel at the left end of the
assembly.
6. Lubricate and assemble adjusting screw
components 61, 62, 63, and 64, and install the
components as an assembly.
7. Engage connecting links 50 and 52 with the
brake shoes.

Copyright 2006 General Motors Corp.

REBUILD OF SUBASSEMBLIES
8. Install two new yellow springs 60 and
anchor pin 57. Tighten the anchor pin to
150250 lb inch (1728 Nm).
9. If removed, install shoe holddown pins 72
through backplate 49.
10. Coat the shoe webs underneath spring cups 68
with Lubriplate or equivalent. Install two
spring cups 68, two black springs 70 (removed
in Paragraph a(1)) and two more shoe holddown spring cups 68 onto shoe holddown
pins 72 and into the place where discarded
shoe holddown springs 69 were removed. Depress the shoe holddown cups against spring
force and rotate the shoe holddown cups to attach the spring.
11. Temporarily install probe hole covers 73 and
adjusting hole cover 74.
12. Refer to Paragraph 311 for parking brake adjustment.

634. PARKING BRAKE


(Not Self-Adjusting)
a. Disassembly (Brake Assembly 47, Foldout 19,B)
1. Depress two shoe holddown spring cups 68
against spring force and rotate and remove the
cups to free the springs. Remove two black
shoe holddown springs 70 and two more shoe
holddown spring cups 68. Remove shoe holddown pins 72 if replacement is necessary.
2. Remove two yellow shoe return springs 60 and
anchor pin 57.

b. Assembly (Brake Assembly 47, Foldout 19,B)


1. Hold lever assembly 48 in place and install actuating cam 51, lockwasher 54, and machine
screw 55. Tighten the screw securely.
2. Lubricate the ball ends of connecting links 50
and 52 with high-temperature grease. Install
spring pins 53 while holding the connecting
links in place in actuating cam 51 spring
pins 53.
3. Connect green spring 66 to the brake shoes.

CAUTION:
Brake linings must be kept free from oil, grease,
or other contamination.
4. Coat the backplate ledges, where the shoe rims
rest, with Lubriplate or equivalent.
5. Coat the brake shoe webs with Lubriplate or
equivalent on the surfaces where they contact
the anchor block and adjusting screw and put
shoes 71 and 56 in place, with spring 66
installed.
NOTE:
If the actuating lever is activated from the left side,
the adjusting screw assembly should be installed
with the star wheel at the right end of the assembly.
If the actuating lever is activated from the right
side, the adjusting screw assembly should be
installed with the star wheel at the left end of the
assembly.

3. Remove green spring 66.


4. Remove machine screw 55 and lockwashers 54
that retain camshaft and lever assembly 48.
Remove the lever assembly.

6. Lubricate and assemble adjusting screw


components 61, 62, 63, and 64 and install the
components as an assembly.

5. Remove actuating cam 51 and connecting


links 50 and 52 as an assembly. Remove spring
pins 53 to free connecting links 50 and 52.

7. Engage connecting links 50 and 52 with the


brake shoes.

6. Remove shoes and linings 71 and 56.


7. Remove adjusting screw components 61, 62,
63, and 64 as an assembly and separate the
components if necessary.
8. Remove probe hole covers 73 and adjusting
hole cover 74.
9. Refer to Paragraph 62.

8. Install two yellow shoe return springs 60 and


anchor pin 57. Tighten the anchor pin to
150250 lb inch (1728 Nm).
9. If removed, install shoe holddown pins 72
through backplate 49.
10. Coat the shoe webs underneath spring cups 68
with Lubriplate or equivalent. Install two
spring cups 68, two black springs 70 and two

Copyright 2006 General Motors Corp.

639

DP 8000 SERIES SERVICE MANUAL


more spring cups 68 onto pins 72. Depress the
cups against spring force and rotate the cups to
retain the springs.
11. Temporarily install probe hole covers 73 and
adjusting hole cover 74.
12. Refer to Paragraph 311 for parking brake adjustment.
c. Disassembly (Brake Assembly 4, Foldout 19,B)
1. Remove springs 19, 21, and 15.
2. Depress four shoe holddown spring cups 23
against spring force and remove cotter pins 22
from shoe holddown pins 38. Remove shoe
holddown spring cups 23, shoe holddown
springs 24, and shoe holddown spring cups 25.
Remove shoe holddown pins 38 for component
replacement only.
3. Remove machine screw 35 and lockwasher 34
that attach cam shaft and lever assembly 5.
Remove the lever assembly. Remove anchor
pin reinforcement plate 14. Remove the
complete brake assembly from backplate 10 as
a unit.
4. Remove spring pins 33 and 36 to free brake
actuator connecting links 31 and 37 from
actuating cam 32.
5. Remove shoe-to-shoe spring 13.
6. Remove cotter pins 17 and 26 to free brake
shoe pivot pins 28 and 16. Remove pivot pins.
7. Remove adjusting screw components 18, 20,
and 27 as an assembly. Disassemble the
adjusting screw components if necessary.
8. Remove nuts 6 and 7, lockwashers 8 and 9 and
anchor pins 30 and 11 only if components
replacement is necessary.
9. Refer to Paragraph 62.
d. Assembly (Brake Assembly 4, Foldout 19,B)
1. If removed, install anchor pins 11 and 30 and
attach them with lockwashers 8 and 9 and nuts
6 and 7.
2. Lubricate the ball ends of brake actuator
connecting links 31 and 37 with hightemperature grease. While holding them in
place in the cam, install pins 33 and 36.
640

3. Hold camshaft and lever assembly 5 in place


and install actuating cam 32 with brake
actuator connecting links 31 and 37,
lockwasher 34, and machine screw 35. Tighten
the screw securely.
4. Install anchor pin reinforcement plate 14 over
the anchor pins.

CAUTION:
Brake linings must be kept free from oil, grease,
or other contamination.
5. Coat the backplate ledges, where the shoe rims
rest, with Lubriplate or equivalent.
6. Set brake shoes 12 and 29 in place, lining up
brake actuator connecting links 31 and 37 to
engage the brake shoes and the reinforcement
plate. Install shoe-to-shoe spring 13.
NOTE:
If the actuating lever is activated from the left side,
the adjusting screw assembly should be installed
with the star wheel at the right end of the assembly.
If the actuating lever is activated from the right
side, the adjusting screw assembly should be
installed with the star wheel at the left end of the
assembly.
7. Lubricate and assemble adjusting screw
components 18, 20, and 27 and lay the
components in place as an assembly.
8. Retain the adjusting screw assembly by
installing pivot pins 16 and 28 (heads toward
backing plate) through the screw assembly and
brake shoes and installing cotter pins 17 and
26. Bend the ends of the cotter pins around the
ends of the pivot pins.
9. Install adjusting screw spring 19.
10. Coat the shoe webs underneath spring cups 25
with Lubriplate or equivalent. If removed, install spring pins 38. Install spring cups 25,
springs 24, and spring cups 23 over spring
pins 38. Depress cups 23 against spring force
and install cotter pins 22 through the holes in
pins 38. Spread the cotter pins to attach hold
down pins 38.

Copyright 2006 General Motors Corp.

REBUILD OF SUBASSEMBLIES
11. Set the arrow heads on the ends of anchor
pins 11 and 30 pointing toward each other and
install anchor-to-shoe springs 15 and 21 around
the end of the anchor pins and in the shoe
webs. Tighten nuts 6 and 7 to 300325 lb ft
(407440 Nm).

SCREW (4), 6-32 x 38 in.


LIGHT SOCKET
PLATE ASSEMBLY

FUSE
HOLDER

12. Refer to Paragraph 311 for parking brake adjustment.

635. MANUAL-ELECTRIC CONTROL


SHIFT SELECTOR

BODY

INDEX
KEY

LUBRICATION
ACCESS
VH00916.00.01

Figure 644. Shift Selector AssemblyBottom View

NOTE:
The manual-electric shift selector has two types of
shift leversT-handle and knob. The T-handle
lever section is nonserviceable, whereas, the
components of the knob-type lever are serviceable.
Refer to Foldout 23 and Parts Catalog PC1249EN
for identification of serviceable/nonserviceable
parts.

INHIBITOR
SOLENOID
COVER

TERMINAL,
WITH SHRINK
TUBING

BULB
NO. 1816

a. Disassembly (Foldout 23)


SCREW (3)
LOCKWASHER (3)

CAUTION:
Do not use liquid or vapor cleaning methods on
any electrical components.
1. Remove four screws 49 that attach light socket
plate assembly 45 (Figure 644).
2. Carefully pull the plate assembly from shift
selector body 8 (Figure 645). If necessary,
remove light bulb 47 and O-ring 48 from the
socket.
3. If the light socket plate assembly or wiring is
to be replaced, cut the heat-shrink tubing from
the wire connectors and disconnect the plate
assembly.
4. If resistor 42 (in 24V systems) requires
replacement, remove it (Figure 645).

RESISTOR
PLATE ASSEMBLY, 24V

PLATE
ASSEMBLY,
12V
O-RING, 38 in.
H00917.01

Figure 645. Shift Selector AssemblyShowing 12V


and 24V Light Plates

5. Remove three screws 50 and lockwashers 51 that


attach inhibitor solenoid cover 52 (Figure 645).
6. Remove solenoid cover 52 and gasket 53
(Figure 645). Remove plunger 55 and
washer 54 from the solenoid.
7. Remove the heat-shrink tubing from the solenoid
and wiring harness leads (Figure 646).
Disconnect the leads.
8. Remove solenoid coil 57, working the leads
through the holes in the shift selector body and
solenoid housing (Figure 647). Remove
O-ring 58, retainer ring 59, spring seat 60, and

Copyright 2006 General Motors Corp.

641

DP 8000 SERIES SERVICE MANUAL


override spring 61 (Foldout 23) from solenoid
housing 63.

11. Remove inhibitor clutch spring 77 (Figure 648).


Remove shift indicator support 76.

9. Remove two socket-head screws 80 and


lockwashers 79 that retain solenoid housing 63
(Figure 647). Remove the housing.

12. Remove screw 70 and lockwasher 71 that attach body cover 74 (Figure 648).

10. Remove inhibitor outer clutch 78 from the solenoid housing (Figure 648). Remove
O-ring 64. Remove guide pins 62 from the solenoid housing if new pins are required.

SOLENOID LEADS
SOLENOID
COIL

INDICATOR
LIGHT LEAD

WIRING
HARNESS
LEADS
SOLENOID
HOUSING

ADJUSTING SCREW
SOLENOID
COVER

WASHER
PLUNGER
GASKET

14. Remove resistor holder 44 from body cover 74


only if replacement is necessary (Figure 649).
15. Remove three socket-head screws 10 and lockwashers 11 that attach shift selector body 8 to
mounting bracket 23 (Figure 649). Remove
the body, and its attached parts, from the
mounting bracket.
16. Remove O-ring 20 (Foldout 23) from the
mounting
bracket.
Remove
four-pin
connector 35 from the body if replacement is
necessary.
17. Remove O-ring 3 from inhibitor inner clutch 2.
Remove rotary key pin 46 from inhibitor inner
clutch 2. Remove inhibitor inner clutch 2 from
rotary key 39.

VH00918.00.00

Figure 646. Downshift Inhibitor Components

RETAINER
RING

13. Pull the cover from the shift selector body


(Figure 649). Remove the heat-shrink tubing
from the power lead terminals. Disconnect the
terminals. Disconnect the fuse lead.

SOLENOID
HOUSING

SPRING SEAT

18. Remove nut 13 from pin 38. Remove pin 38


from rotary key 39. Remove handle 16 and
knob 17 from rotary key 39. Remove leveler 4
and leveler spring 5. Some assemblies include
spacer plate 15. Remove the spacer plate.
19. Push rotary key 39 from shift selector body 8.
Remove O-ring 14 from rotary key 39.
SHIFT INDICATOR SUPPORT

SOCKET-HEAD
SCREW (2)
LOCKWASHER (2)
O-RING,
1516 in.
SOLENOID
COIL

CLUTCH SPRING
COVER
GUIDE PIN (2)
O-RING

BODY
SOLENOID
LEADS

BODY

SHIFT
INDICATOR
VH00919.00.01

Figure 647. Shift Selector Assembly With


Solenoid Removed

642

SCREW,
LOCKWASHER

SOLENOID
HOUSING

OUTER
CLUTCH
VH00920.00.01

Figure 648. Shift Selector Assembly With Solenoid


Housing Removed

Copyright 2006 General Motors Corp.

REBUILD OF SUBASSEMBLIES
O-RING, 118 in.
SHIFT
SELECTOR
BODY
FUSE
LEAD

FUSE
HOLDER

SWITCH
COVER

INNER CLUTCH
KEY
COVER SEAL
SOCKET-HEAD
SCREW (3),
LOCKWASHER (3)
LUBRICATION
POINTS

WIRING
HARNESS

SWITCH
ASSEMBLY

MOUNTING
BRACKET
POWER LEAD
COVER

MOUNTING
BRACKET
VH00921.00.01
VH00922.00.00

Figure 649. Shift Selector Assembly With Inner


Clutch Exposed

20. If bushing 12 requires replacement, press the


bushing from shift selector body 8.

Figure 650. Switch Assembly and Mounting Bracket

O-RING

SWITCH SHAFT
SHIM (AR)

21. Remove four screws 28 and washers 27 that attach switch cover 26 (Figure 650; Foldout 23).
Remove switch cover 26 and cover seal 25.
22. Loosen set screw 37 that secures drive
adapter 18 on microswitch assembly shaft 24
(Figure 649; Foldout 23). Remove drive
adapter 18. Remove shims 19 from the switch
shaft.

4-PIN SOCKET

MOUNTING
BRACKET
DRIVE
ADAPTER
SWITCH
ASSEMBLY

SCREW (2),
WASHER (2)

WIRING
HARNESS
LEADS

SET
SCREW
VH00923.01.00

23. Disconnect all of the wiring harness leads from


microswitch assembly 24 (Figure 650). Remove two screws 21 and washers 22
(Foldout 23) that secure switch assembly 24 to
mounting bracket 23. Remove the switch assembly. The switch assembly is not a serviceable assembly.
24. Remove the four-pin socket if replacement is
necessary (Figure 651).
25. Remove four screws 30 that attach 16-pin connector 32 and wiring harness (Figure 652).
Remove the 16-pin connector and wiring harness from the mounting bracket.
26. Remove O-ring 29 (Foldout 23) from 16-pin
wiring harness connector body 32.
27. Refer to Paragraph 62.

Figure 651. Shaft End of Switch Assembly and


Mounting Bracket

b. Assembly (Foldout 23)

CAUTION:
Do not use acid or acid core solder. Use only rosin
core solder.
1. If four-pin socket 36 was removed from
mounting bracket 23, install a new socket 36
(Foldout 23). Refer to Figure 652. Push the
socket into the flat side of the mounting
bracket until it is flush with the adjacent area.
Note the projection on the socket body that indexes with a notch in the mounting bracket.

Copyright 2006 General Motors Corp.

643

DP 8000 SERIES SERVICE MANUAL


position the index key according to Figure 652.
Attach the connector with four 6-32 x 38 inch
self-tapping screws.

CAUTION:
Hand tighten all mating connectors. Use of tools
will damage the components.

NOTE:
16-PIN CONNECTOR
WIRING HARNESS

Refer to Figure 653, wiring diagram, to confirm


the locations, but note the view in the wiring
diagram is at the front (mating side) of the socket
and the order of installation is counterclockwise.

3. Locate the lead coming from pin K in the


16-pin connector. Push the free end through
the hole nearest the index projection of the
four-pin socket. Crimp and solder a socket
terminal to the lead, and push the lead and
terminal into the socket body. Attach the lead
from pin M to the four-pin socket, directly
opposite from lead K, in the same manner.
Attach the lead from pin L for the four-pin
socket at the hole farthest from the mounting
bracket base. Attach the separate lead, having
four push-on terminals attached, to the four-pin
socket at the remaining hole.

4-PIN SOCKET
INDEX
KEY

MOUNTING BRACKET
VH00924.00.00

Figure 652. Switch Wiring Harness and


Mounting Bracket

2. Install a 112 inch (38.1 mm) O-ring 29


(Foldout 23) over the wires and onto the
shoulder of 16-pin connector 32. Insert the
wires through the bottom of the mounting
bracket (Figure 652). Push the 16-pin
connector into the mounting bracket and

C
16-PIN CONNECTOR

BLACK

1
2

8
C

YELLOW
L A

YELLOW

B
M C D
P O N
I
E
H G
F

BLACK

3
SFE9
FUSE

GROUND TO
SWITCH FRAME
DIRECT
CONNECTION
(12V SYSTEM)

C
4

7
C

6
C

2
1

5
C

X = NOT CONNECTED

4-PIN CONNECTOR

SWITCHES

RESISTOR (24V SYSTEM)

Figure 653. Shift Selector Assembly Wiring DiagramManual-Electric

644

LIGHT

INHIBITOR
SOLENOID

Copyright 2006 General Motors Corp.

V03579.00.00

REBUILD OF SUBASSEMBLIES
4. Inspect the connections to make sure they are
correct. Looking at the back of the socket
(where wires enter), the light-colored lead
from pin K should be nearest the index lug on
the socket. Moving clockwise, the separate
lead with four connectors is next; then another
light-colored lead to pin M; and last, a dark
lead to pin L.
5. Install microswitch assembly 24 onto
mounting bracket 23 (Figure 654). Position
the switch assembly on the mounting bracket
so the switch numbers (1 through 8) are not
inverted. Attach the assembly with two
6-32 x 34 inch screws 21 (Foldout 23) and
lockwashers 22. The screw holes in the switch
assembly should be approximately midway in
the elongated holes in the mounting bracket
when the screws are tightened.
6. Follow the wiring diagram (Figure 653) to
connect the wiring harness leads to the switch
assembly. Connect the two jumper leads from
terminal 1 of switch 1, to common terminal of
switch 4; and from terminal 1 of switch 6, to
common terminal of switch 7. Note that four
switch terminals have no leads connected to
them.
7. Install one shim 19 (Foldout 23) (darker side
first) onto the switch shaft (Figure 651). More
shims may be required. This will be
determined in Step (10).

SWITCH
ASSEMBLY

MOUNTING BRACKET
VH00926.00.00

Figure 654. Switch Assembly Removed from


Mounting Bracket

8. Install drive adapter 18 (Figure 651;


Foldout 23). Position the adapter lightly
against the mounting bracket, and tighten the
set screw against the flat on the switch shaft.
9. If bushing 12 was removed from the shift
selector body, press a new bushing into the
shift selector body until it is flush with the hub
of the body. Hone or ream the bushing bore
until rotary key 39 (Foldout 23) will fit the bore
and can be rotated with finger torque only.
Install rotary key 30 (without O-ring 14).
Install shift selector body 8 onto mounting
bracket 23, engaging the tongue of drive
adapter 18 with the slot in rotary key 39.
Attach shift selector body 8 with three
516-18 x 58 inch socket-head screws 10 and
lockwashers 11.
10. Using a dial indicator, depth micrometer, or
vernier depth gauge, determine the end play of
rotary key 39. If the end play exceeds the
thickness of one shim 19 (Foldout 23), remove
shift selector body 8 and drive adapter 18, and
install an additional shim 19 (or more, if required). Shims must not bind the rotary key
and switch so as to hinder rotary actuation.
11. When shim adjustment is completed, remove
shift selector body 8 to complete its assembly.
12. Install O-ring 14 into the groove of rotary
key 39. Lubricate the rotary key and O-ring
lightly with grease (Texaco Marfak No. 2, or
equivalent). Put a small quantity of grease into
the spring recess of rotary key 39. Coat
spring 5 and leveler 4 lightly with grease
(Marfak No 2, or equivalent), and install
them into the rotary key. Install handle 16 (and
spacer plate 15, if used) into the slot of the rotary key. Push threaded pin 38 through the
holes in the rotary key and handle 16 (and
spacer 15, if used). Secure the pin with nut 13.
Tighten the nut only enough to eliminate end
play of the pin. Do not bind the movement of
handle 16 in rotary key 39.
13. If either a new rotary key 39 or a new inhibitor
inner clutch 2, or both, are installed, a drilling
guide is required. Install inner clutch 2 onto rotary key 39 until the rotary key bottoms in the
clutch. Install the O-ring onto the inhibitor inner clutch (Figure 643).

Copyright 2006 General Motors Corp.

645

DP 8000 SERIES SERVICE MANUAL


14. Using shift inhibitor clutch drilling fixture
J 24711, push the inner clutch of the assembly
built thus far, into the large hole in the drilling
guide. Position the body dowel pins in the two
smaller holes, and the selector handle between
the two dowel pins of the guide. Hold the rotary key and inner clutch firmly against the
guide stop screw, and drill a 332 inch (4.9 mm)
hole through the inhibitor inner clutch and/or rotary key. Install rotary key pin 46 (Foldout 23).
Remove the assembly from the drill guide.
15. Install four-pin connector 35 (Foldout 23) into
the shift selector body (Figure 655). Push the
connector into the mounting face of the body
until it is flush with the adjacent area. Note
there is a projection on the connector body that
indexes with a notch in the shift selector body
for angular alignment of the connector.
16. Install O-rings onto the mounting bracket (Figure 651).
17. Install the assembled body section of the shift
selector assembly onto the assembled switch
section (Figure 649). Install three socket-head
screws 10 and lockwashers 11 to attach the two
sections.
18. Install fuse holder 66 into body cover 74 (Figure 649; Foldout 23). Attach it with nut 69.
Connect the fuse lead from M on the 16-pin
connector, through the four-pin connector to
the single lead of the fuse holder (refer to Figure 653). Connect the power lead (coming
from the lead in the four-pin socket that connects to the common terminals of switches 3,
5, 6, and 8) to the black lead of the fuse holder.
Lightly lubricate the O-ring on the inhibitor inner clutch (Figure 649) with grease (Texaco
Marfak No. 2, or equivalent).
19. Install body cover 74 onto shift selector body 8
(Figure 648; Foldout 23). Attach the cover
with screw 70 and lockwasher 71.
20. If necessary, install new shift indicator 75 onto
shift indicator support 76 (Figure 648). Install
the shift indicator support onto body cover 74.
Apply a small quantity of grease (Texaco
Marfak No. 2, or equivalent) to the teeth of
the inhibitor inner clutch. Position the clutch
spring in the center recess of the inhibitor inner
clutch.
646

O-RING (2)
4-PIN
CONNECTOR
SHIFT
SELECTOR
BODY

MOUNTING
BRACKET
4-PIN
SOCKET

VH00927.00.01

Figure 655. Shift Selector Body Switch


Section Separated

21. If guide pins 62 were removed from the solenoid housing, install new pins (Figure 648).
Press the pins until they are flush with the surface of the housing inner hub.
22. Install O-ring 64 onto solenoid housing 63
(Figure 646). Coat the outer surface of the
outer clutch lightly with grease (Marfak
No. 2, or equivalent). Install inhibitor outer
clutch 78, flat end first, into the solenoid housing. The clutch must move freely, endways,
when engaged with the guide pins.
23. Install the assembled solenoid housing onto
shift indicator support 76 (Figure 648).
24. Install two socket-head screws 80 and lockwashers 79 to attach the solenoid housing (Figure 647; Foldout 23).
25. Install override spring 61 (Foldout 23) into the
center bore of solenoid housing 63.
26. Install spring seat 60 and retainer ring 59 (Figure 647). Install O-ring 58 into the housing
counterbore.
27. Determine the angular position of the solenoid
housing (Figure 656). Push the spring seat
down. While holding the seat down, push the
shift handle in the upshift direction against a
gate pin and then in the opposite direction. The
inhibitor clutch should engage, but should allow the shift handle to move away from the
gate pin contacted to a maximum of 0.060 inch
(1.52 mm) and to a minimum of 0.040 inch
(1.01 mm) when pull force on the handle knob
does not exceed 15 lb (67 N). This 0.060 inch
(1.52 mm) maximum movement applies to the
gate pin where the least movement is found

Copyright 2006 General Motors Corp.

REBUILD OF SUBASSEMBLIES
when all positions have been measured. As a
result of tolerances in manufacturing, clearance at some gate pins can exceed 0.060 inch
(1.52 mm) when the clearance is correctly adjusted at the position where least movement
occurs. Determine the movement at all gate
pins.
28. Too great a clearance requires a counterclockwise adjustment of the solenoid housing to reduce the clearance; too little requires
clockwise adjustment. To adjust the solenoid
housing, loosen the two screws, rotate the
housing, and retighten the screws.
NOTE:
When clearance is excessive, a clockwise
adjustment may be necessary to engage the
inhibitor properly.
29. Install solenoid coil 57 into the solenoid housing (Figure 647). Thread the solenoid leads
through two holes in the solenoid housing, indicator support, and body cover until they can
be pulled out of the bottom opening in the
body (Figure 646).
30. Install solenoid plunger 55 and washer 56 into
the solenoid coil (Figure 646). Install solenoid housing cover 52 and gasket 53. Attach
the cover with three screws 50 and lockwashers 51 (Figure 645; Foldout 23).

31. With the solenoid and cover installed, inspect


the shift handle for freedom of movement in
both upshift and downshift directions. Any tendency to catch during downshift movement indicates interference between the inner and
outer clutch teeth. This may be corrected by removing the cover, gasket, solenoid plunger,
and washer, and by rotating the adjusting screw
(Figure 646) clockwise until there is no interference. Adjust the screw one turn at a time
and recheck for clutch interference after each
adjustment.
32. There are five unconnected leads at the bottom
of the selector assembly. Four are light colored; one is black (Figure 642). Attach the
two solenoid leads to the proper two wiring
harness leads, insulating each connection with
a short length of heat-shrink tubing.
33. Replace lamp 47, O-ring 48, and resistor 42 in
the light socket plate assembly (Figure 645).
Connect the lead on the plate assembly with
the remaining free lead (black) in the shift selector assembly, insulating the connection with
heat-shrink tubing.
34. Install light plate socket and assembly 45, being careful that wires do not touch the light
bulb (Figure 644). Attach light plate and
socket assembly 45 with four screws 49 (Foldout 23).
35. Install fuse 65 into fuse holder body 68.
36. Test the circuitry and operation of the shift selector assembly as outlined in Paragraph 318.

SCREW (2)

SOLENOID
HOUSING
SHIFT
HANDLE

37. Install switch cover 26 and cover seal 25 (Figure 650; Foldout 23). Attach the cover with
four screws 28 and washers 27.

636. SPG-CONTROL SHIFT SELECTOR


NOTE:

CLEARANCE

VH00928.00.00

Figure 656. Checking Solenoid Housing


Angular Alignments

The automatic-electric shift selector has two types


of shift leversT-handle and knob. The T-handle
assembly is non-serviceable, whereas, the
components of the knob-type lever are serviceable.
Refer to Foldout 24,B and Parts Catalog PC1249EN
for identification of serviceable/nonserviceable
parts.

Copyright 2006 General Motors Corp.

647

DP 8000 SERIES SERVICE MANUAL


a. Disassembly (Foldout 24,B)

15. Push rotary key 37 from shift selector body 6.


Remove O-ring 12 from rotary key 37.

CAUTION:

16. If bushing 10 requires replacement, press the


bushing from shift selector body 6.

Do not use liquid or vapor cleaning methods on


any electrical components.
1. Remove four screws 46 that attach light socket
plate assembly 39.
2. Carefully pull plate assembly 39 (Figure 645)
from shift selector body 6. If necessary,
remove lamp 44 and O-ring 45 from the
socket.
3. If light socket plate 39 assembly or wiring is to
be replaced, cut the heat-shrink tubing from the
wire terminals and disconnect the plate
assembly.
4. If resistor 40 (in 24V systems) requires
replacement, remove it.
5. Remove two screws 47 and lockwashers 48
that secure cover 49.
6. Remove cover 49.
7. Remove the heat-shrink tubing (Figure 645)
from wiring harness 29 leads. Disconnect the
leads.
8. Remove indicator support 62.
9. Remove screw 56 and lockwasher 57 that
secure the body cover.
10. Pull body cover 60 from shift selector body 6.
Remove the heat-shrink tubing from the power
lead connections and disconnect. Disconnect
the fuse lead.
11. Remove fuse holder 52 from shift selector
cover 60 if replacement is necessary.
12. Remove three socket-head screws 8 and lockwashers 9 that attach shift selector body 6. Remove body 6, and its attached parts, from
mounting bracket 21.
13. Remove O-ring 18 from mounting bracket 21.
Remove four-pin connector 33 from shift selector body 6 if replacement is necessary.
14. Remove nut 11 from pin 36. Remove pin 36
from rotary key 37. Remove handle 14 and
knob 15 from rotary key 37. Remove leveler 2
and leveler spring 3. Some of the assemblies
include spacer plate 13. Remove the spacer
plate.
648

17. Remove four screws 26 and washers 25 that attach switch cover 24. Remove switch cover 24
and switch cover seal 23.
18. Loosen set screw 35 that secures drive
adapter 16 on the switch shaft. Remove drive
adapter 16. Remove the shim(s) 17 from the
switch shaft.
19. Disconnect all of the wiring harness leads from
the switch assembly. Remove two screws 19
and washers 20 that attaches microswitch assembly 22. Remove microswitch assembly 22.
The microswitch assembly is not a serviceable
assembly.
20. Remove four-pin socket 34 if replacement is
necessary.
21. Remove four screws 28 that secure 16-pin connector and wiring harness 29. Remove 16-pin
connector 30 from mounting bracket 21.
22. Remove O-ring 27 from 16-pin connector 30.
23. Refer to Paragraph 62.
b. Assembly (Foldout 24,B)
1. If four-pin socket 34 was removed from
mounting bracket 21, install a new socket 34.
Push the socket into the flat side of mounting
bracket 21 until it is flush with the adjacent
area (Figure 651). Be sure the projection on
the socket body indexes with a notch in the
mounting bracket.
2. Install O-ring 27 over the wires and onto the
shoulder of 16-pin connector 30 (Foldout
24,B). Insert the wires through the bottom of
mounting bracket 21. Push 16-pin connector 30
into mounting bracket 21 and position the index
key according to Figure 644. Attach the
connector with four new 6-32 x 38 inch selftapping screws 28.
NOTE:
Note the view in the wiring diagram (Figure 657) is
at the front (mating side) of the socket, and the
order of installation is counterclockwise.

Copyright 2006 General Motors Corp.

REBUILD OF SUBASSEMBLIES
7. Install one shim 17 (Foldout 24,B), darker side
first, onto the switch shaft. More shims may be
required. This will be determined in Step (10).

3. Connect the electrical components as shown in


Figure 657.
NOTE:
Do not use acid, or acid-core solder; use only rosincore.

8. Install drive adapter 16 (Foldout 24,B).


Position the adapter lightly against mounting
bracket 21 and tighten set screw 35 against the
flat on the switch shaft.

4. Inspect the connections to make sure they are


correct.

9. If bushing 10 was removed from shift selector


body 6, press new bushing 10 into shift
selector body 6 until it is flush with the hub of
the shift selector body. Hone or ream the
bushing bore until rotary key 37 will fit the
bore and can be rotated with finger torque only.
Install rotary key 37 (without O-ring 12).
Install shift selector body 6 (Figure 655) onto
mounting bracket 21, engaging the tongue of
drive adapter 16 with the slot in rotary key 37.
Attach body 6 with three socket-head screws 8
and lockwashers 9.

5. Install microswitch assembly 22 (Foldout 24,B)


onto mounting bracket 21. Position microswitch
assembly 22 on mounting bracket 21 so that the
switch numbers (1 through 8) are not inverted.
Attach microswitch assembly 22 with two
screws 19 and lockwashers 20. The screw holes
in the switch assembly should be approximately
midway in the elongated holes in the mounting
bracket when the screws are tightened.
6. Follow the wiring diagram (Figure 657) to
connect the wiring harness leads to the switch
assembly.

C
1

1
2

2
1

10
C

L
K

9
C

N
O

E
F

YELLOW

16-PIN CONNECTOR

4-PIN
CONNECTOR

RESISTOR
(24V SYSTEM)

DIRECT
CONNECTION
(12V SYSTEM)

8
C

7
C

SFE9A
FUSE
C

LIGHT

BLACK

C
2

J
I

GROUND TO
SWITCH FRAME

6
C

X = NOT CONNECTED
SWITCHES

V03580.00.00

Figure 657. Shift Selector Assembly Wiring DiagramAutomatic-Electric

Copyright 2006 General Motors Corp.

649

DP 8000 SERIES SERVICE MANUAL


10. Using a dial indicator, depth micrometer, or
vernier depth gauge, determine the end play of
rotary key 37. If the end play exceeds the
thickness of one shim 17, remove the selector
body and drive adapter and install an additional
shim (or more, if required). Shims must not
bind the rotary key and switch so as to hinder
rotary actuation.
11. When shim adjustment is completed, remove
shift selector body 6 to complete assembly.

18. If necessary, install a new shift indicator 61


onto indicator support 62. Install the indicator
support onto body cover 60.
19. Install O-ring 50 and cover 49. Attach the
cover with two screws 47 and lockwashers 48.
20. With cover 49 installed, check the shift handle
for freedom of movement in both upshift and
downshift directions.

12. Install O-ring 12 into the groove of rotary


key 37. Lubricate rotary key 37 and O-ring 12
lightly with grease (Texaco Marfak No. 2 or
equivalent). Put a small quantity of grease into
the spring recess of the rotary key. Coat leveler
spring 3 and leveler 2 lightly with grease (Texaco Marfak No. 2 or equivalent), and install
them into rotary key 37. Install handle 14 (and
spacer plate 13, if used) into the slot of rotary
key 37. Push threaded pin 36 through the holes
in the rotary key and handle 14 (and spacer
plate 13, if used). Secure the pin with nut 11.
Tighten the nut only enough to eliminate end
play of the pin. Do not bind the movement of
the handle in rotary key 37.

21. Attach leads to the proper wiring harnesses and


insulate each connection with a short length of
heat-shrink tubing.

13. Install four-pin connector 33 into shift selector


body 6. Push the connector into the mounting
face of the body until it is flush with the adjacent area. There is a projection on the connector body that indexes with a notch in the shift
selector body for angular alignment of the connector.

24. Install fuse 51 into the fuse holder.

14. Install O-ring 18 onto mounting bracket 21.


15. Install the assembled body section of the shift
selector assembly onto the assembled switch
section (Figure 655). Install three socket-head
screws 8 and lockwashers 9 to attach the two
sections.
16. Install fuse holder 52 into body cover 60. Attach it with nut 55. Connect the fuse lead to the
single lead of the fuse holder. Connect the
power lead to the black lead of the fuse holder.
17. Install body cover 60 (Foldout 24,B) onto shift
selector body 6. Attach the cover with one
screw 56 and lockwasher 57.
650

22. Replace bulb 44 (Foldout 24,B), O-ring 45,


and resistor 40 if needed, in light-socket plate
assembly 39. Connect the lead on the plate assembly with the remaining free lead in the shift
selector assembly and insulate the connection
with heat-shrink tubing.
23. Install light socket plate assembly 39, being
careful that wires do not touch the light bulb.
Attach the plate assembly with four screws 46.

25. Test the circuitry and operation of the shift selector assembly as outlined in Paragraph 318.
26. Install switch cover 24 and cover seal 23. Attach cover 24 with four screws 26 and
washers 25.

637. SHIFT PATTERN GENERATOR


(SPG), 12/24V CONVERTER,
24V OVERLOAD PROTECTOR
(Foldout 24,A)
a. For rebuild of these automatic electric shift components, refer to the latest version of manual
SM1502EN.
b. For testing of automatic electric
components, see Paragraphs 316e, f, and g.

Copyright 2006 General Motors Corp.

shift

REBUILD OF SUBASSEMBLIES
638. SPG-CONTROL THROTTLE
POTENTIOMETER
NOTE:
For testing refer to Paragraph 316e.

5. Tighten seal 10. Install four 10-24 x 716 inch


screws 15.
6. Center lever 8 on the shaft in the available
space between bearing 18 and seal 10.
NOTE:
The shaft of potentiometer and coupling
assembly 14 has a screwdriver slot at the end to
facilitate the following adjustment.

a. Disassembly (Foldout 24,A)


1. Loosen clamp bolt 9.
2. Remove four screws 15. Rotate throttle
potentiometer shaft seal 10 counterclockwise
(viewed from throttle lever end of assembly)
until it is free of potentiometer and coupling
assembly 12.
3. Remove Items 12 through 16 as a unit. This will
free throttle lever 8 and throttle potentiometer
shaft seal 10. Remove throttle lever 8 and throttle potentiometer shaft seal 10. Remove
spacer 19.
Potentiometer
and
coupling
assembly 12 is not a serviceable assembly. Do
not attempt to make an adjustment within assembly 12.
4. Remove four screws 16. Separate potentiometer and coupling assembly 12, cover gasket 13,
and cover 14.
5. Remove bearing 18 from housing 17 if replacement is necessary.
6. Remove sealring 11 from seal 10.
b. Assembly (Foldout 24,A)
1. Install bearing 18. Press it into housing 17 until
it is flush with the bottom of the counterbore
(at the lever end of the assembly).
2. Assemble spacer 19, potentiometer and coupling
assembly 12, cover gasket 13, and cover 14, and
secure them with four 4-40 x 516 inch
screws 16. Contacts of potentiometer 12 must
be toward the top of cover 14.
3. Install the potentiometer shaft into housing 17,
placing throttle potentiometer shaft seal 10
(with new sealring 11 installed) and throttle
lever 8 on the shaft when the shaft extends
through the housing.
4. Thread seal 10 onto the potentiometer threads,
guiding the index tab of the potentiometer into
a matching hole in housing 17.

7. Using needle-nosed pliers between throttle


lever 8 and bearing 18, tighten 14-20 x 34 inch
clamp bolt 9 when an adjustment is reached that
will give a resistance reading of 275 Ohms at the
full throttle position. Refer to Paragraph 323c).

639. CEC1 SHIFT SELECTORLEVER


NOTE:
Record any diagnostic codes before removing the
lever shift selector from the vehicle.
All the screws in this assembly are patchlock
screws. When removing the screws, check the prevailing torque. Compare the actual prevailing
torque with the chart on Foldout 26,A to determine
if new screws will be required at assembly.
Disassemble the shift selector only to the extent
necessary for access to replacement parts (e.g.,
housing cover does not need to be removed to replace lamps).
a. Disassembly (Foldout 26,A)
1. Place the shift selector lever in the central position (Figure 658).
2. Remove selector lever end cap cover 36 by inserting a screw driver under the edge and gently
prying upward.
3. Remove four 6-32 x 58 inch screws 1 from
bezel 2.
NOTE:
If the bezel is being removed only to access the
lamps or to replace the legend or cover, skip
Step (4). Removal of the bezel requires slight
spreading to slide it off the lever and end cap.

Copyright 2006 General Motors Corp.

651

DP 8000 SERIES SERVICE MANUAL


4. Raise bezel 2 up to lever end cap 36, then turn
the bezel 90 degrees to remove it (Figure 658).

BEZEL

5. Remove two 6-32 x 12 inch screws 3 from


legend cover 5. Remove legend cover 5 and
gasket 7. Remove legend strip 6 from the
legend cover 5 only if replacement is
necessary.

SCREW (4),
6-32 x 58 in.

6. To replace lamps 20, pull the burnt-out lamps


straight out of the sockets (in the removal
process, the lamps may be destroyed).
7. Shift latch half covers 31 are glued together.
Break away both half-covers and remove
pin 30 if replacement is required.
8. Remove two 4-40 x 516 inch screws 35 and
end cap 34. Remove spring 33 and shift
positioning rod 32.
9. Remove nine 6-32 x 38 inch flat head screws 9
from housing cover 10. Remove cover 10 and
gasket 11.
10. Do not remove bearing 12 from inside of
cover 10 unless the bearing is damaged.

SELECTOR LEVER
END CAP COVER
VH00930.00.01

Figure 658. Typical CEC1 Lever Shift Selector

14. Remove two 6-32 x 12 inch screws 22, spring


backplate 24, and detent position spring 26.
15. Using a pin punch, drive out dowel pin 27. Remove shaft 18.
16. Do not remove bearing 19 unless it is damaged.
NOTE:
Before removing screws 28 and cam stops 25, note
and record the location of screws 28 so the same
location of cam stops 25 can be maintained at
reassembly.

NOTE:
To remove magnet holder and range indicator
assembly 14, dowel pin 13 must be removed. If
dowel pin 13 is not exposed enough to grip it with
pliers, grip the shift selector and lever assembly and
squeeze the lever against the selector body to release
the force from dowel pin 13. If end cap 34 has not
been removed, to gain access to dowel pin 13, it may
also be necessary to lift up on the shift latch to
release the force from spring 33 and rod 32.
11. Being careful not to damage the electrical connector at the base of the selector body, bump
shift selector assembly body 8 against the work
table to expose dowel pin 13 enough to grip the
it with pliers. Remove dowel pin 13.
12. Remove magnet holder and range indicator
assembly 14 from shaft 18 while removing
selector lever 29 along with attached parts
from the other side.
13. Remove two 6-32 x 38 inch screws 15 and
range indicator 16 from magnet holder assembly 17 if replacement is necessary.
652

17. Remove six 6-32 x 38 inch screws 28 and two


cam stops 25.
18. Remove three 8-32 x 716 inch screws 23 and
detent plate 21.
19. Do not attempt any further disassembly of the
shift selector body or electronic components.
b. Assembly (Foldout 26,A)
1. Install detent plate 21, flat side first, and secure
it with three 8-32 x 716 inch patchlock
screws 23. Begin to tighten screws with a torque
wrench. If the running torque is less than
12 lb inch (1.4 Nm), the screw must be replaced with a new screw. Tighten screws 23 to
3341 lb inch (3.74.6 Nm).
2. Install two cam stops 25 and six 6-32 x 38 inch
patchlock screws 28 in the same location from
which they were removed. Begin to tighten the
screws with a torque wrench. If the running
torque is less than 8 lb inch (0.9 Nm), the screw
must be replaced with a new screw. Tighten
screws 28 to 1115 lb inch (1.31.7 Nm).

Copyright 2006 General Motors Corp.

REBUILD OF SUBASSEMBLIES
3. If removed, install bearing 19. Lubricate the ID
of bearing 19 with Lubriplate.

10. Align the pin holes in the shaft and magnet


holder and install dowel pin 13.

4. Install shaft 18, round end into the base of


selector lever 29, with flat side down. Install
dowel pin 27 to attach shaft 18 in base of
selector lever 29. Tap the dowel pin to
0.050 inch (1.27 mm) above the surface at both
ends of the roller.

11. If removed, install bearing 12 into the bore on


the inside of housing cover 10. Lubricate bearing 12 with Lubriplate.

5. Install detent plate 26, raised dimple out.


Install backplate 24 and two 6-32 x 12 inch
patchlock screws 22. Begin to tighten the screws
with a torque wrench. If the running torque is
less than 8 lb inch (0.9 Nm), the screw must be
replaced with a new screw. Tighten screws 22
to 1115 lb inch (1.31.7 Nm). Lubricate detent
position spring 26 with Lubriplate.

13. Install nine 6-32 x 38 inch patchlock screws 9.


Begin to tighten the screws with a torque
wrench. If the running torque is less than 8 lb
inch (0.9 Nm), the screw must be replaced with
a new screw Tighten screws 9 to 1923 lb inch
(2.12.6 Nm).

6. Lubricate center bore seal (not shown) in shift


selector body assembly 8, shaft 18, and detent
plate 21 with Lubriplate.
7. Install range indicator 16, bent tab out, onto
magnet holder assembly 17. Install two
6-32 x 38 inch patchlock screws 15. Begin to
tighten the screws with a torque wrench. If the
running torque is less than 8 lb inch
(0.9 Nm), the screw must be replaced with a
new screw. Tighten screws 15 to 1923 lb inch
(2.12.6 Nm).
8. Hold magnet holder 17 and range indicator
assembly 14 in place.
9. Install selector lever 29 into center bore of shift
selector body assembly 8, along with attached
parts, carefully guiding shaft 18 through center
bore seal in, bearing 19, and magnet holder
assembly 17.

12. Install gasket 11. Install housing cover 10,


guiding bearing 12 over the end of shaft 18.

14. Lubricate shift positioning rod 32 with Lubriplate. Install shift positioning rod 32 into selector lever 29. Install spring 33.
15. Install end cap 34 and two 4-40 x 516 inch
patchlock screws 35 (Figure 660). Begin to
tighten the screws with a torque wrench. If the
running torque is less than 5 lb inch (0.6 Nm),
the screw must be replaced with a new screw
Tighten screws 35 to 68 lb inch (0.72.6 Nm).
16. If shift latch half covers 31 were removed, install dowel pin 30 and one half-cover (Figure
660). Put the other half-cover in place using
just enough Loctite Super Bonder (No. 495)
to hold the two halves together. Be sure the Super Bond does not get on selector lever 29.
Clamp the two halves together until the adhesive is dry.
17. For smooth operation, apply Lubriplate to selector lever 29 where shift latch 31 moves.
18. Install new lamps 20 by pushing them straight
into the sockets.

NOTE:
To attach shaft 18 and magnet holder assembly 17,
dowel pin 13 must be installed. If the pin hole in
shaft 18 is not aligned well enough to install dowel
pin 13, grip the shift selector and lever assembly
and squeeze the lever against the selector body to
align the holes. If selector lever end cap 34 is in
place, it may also be necessary to lift up on shift
latch 31 to release the force from spring 33 and
rod 32.

19. If removed, install new legend strip 6 onto the


underside of legend cover 5 (Figure 659).
Install gasket 7 and legend cover 5. Attach
cover 5 with two 6-32 x 12 inch patchlock
screws 3. Begin to tighten the screws with a
torque wrench. If the running torque is less than
8 lb inch (0.9 Nm), the screw must be
replaced with a new screw. Tighten screws 3
to 1115 lb inch (1.31.7 Nm).

Copyright 2006 General Motors Corp.

653

DP 8000 SERIES SERVICE MANUAL


20. Slip bezel 2 over end cap 34 (Figure 659),
then rotate it 90 degrees to install it onto shift selector body assembly 8 (Figure 658). Install
four 6-32 x 58 inch patchlock screws 1. Begin to
tighten the screws with a torque wrench. If the
running torque is less than 8 lb inch (0.9 Nm),
the screw must be replaced with a new screw.
Tighten screws 1 to 1115 lb inch (1.31.7 Nm).

640. CEC1 SHIFT SELECTOR


PUSHBUTTON
NOTE:
Record any diagnostic codes prior to removal of
the lever shift selector from the vehicle.
Disassemble the shift selector only to the extent
necessary for access to replacement parts.

21. Install selector lever end cap cover 36.


a. Disassembly (Foldout 26,B)
LEGEND STRIP
LEGEND COVER

GASKET

SELECTOR
LEVER

END
CAP

SCREW (2),
6-32 x 12 in.

BEZEL

VH00931.00.01

Figure 659. Removing Bezel (CEC1)

NOTE:
If a lamp or lamp circuit board assembly replacement is required, do Steps (1) through (6). If only
the cover assembly needs to be replaced, do
Steps (1) and (7).
1. Place the shift selector (Figure 661) on a flat
surface, face side down (Figure 662). Remove
four screws 1 and star washers 2 that attach
cover assembly 8 to shift selector body assembly 3.
2. Carefully separate the cover assembly and
housing assembly just enough to permit removal of lamp circuit board assembly 9 or 10
(Figure 663).

SELECTOR LEVER

SHIFT LATCH
HALF-COVER
END CAP
PIN
SCREW (2), 4-40 x 516 in.

VH00932.00.01

SHIFT SELECTOR
VH00695.00.01

Figure 660. Replacing Shift Latch Cover (CEC1)

654

Figure 661. Typical CEC1 Pushbutton Shift Selector

Copyright 2006 General Motors Corp.

REBUILD OF SUBASSEMBLIES
SCREW (4),
6-32 x 1 2 in.
WASHER (4)

COVER
ASSEMBLY
HOUSING
ASSEMBLY

COVER

CONNECTOR

CONNECTOR
PINS
HOUSING
ASSEMBLY

VH00933.00.01
VH00935.00.00

Figure 662. Rear of Pushbutton Shift Selector (CEC1)

Figure 664. Cover-to-Housing Pin


Connector (CEC1)

4. Figure 665 illustrates the three types of lamp


circuit board assemblies. In earlier models,
both lamps and lamp holders are replaceable.
In later models, only the lamps are replaceable;
the lamp holders are soldered in place.

COVER
ASSEMBLY
LAMP CIRCUIT
BOARD ASSEMBLY
(EARLIER MODELS)

5. For earlier models, if lamp holder assembly


replacement is necessary, compress the two
locktabs on lamp holder 7 (Figure 666).
Holding the two locktabs in a compressed
position, push the lamp holder down until it is
clear of its socket and remove it.

CONNECTOR

HOUSING
ASSEMBLY
VH00934.00.00

Figure 663. Removing Lamp Circuit Board


Assembly (CEC1)

3. Carefully pry lamp circuit board assembly 9


or 10 from the housing assembly with the tip
of a small screwdriver (Figure 663). The
circuit board assembly is connected to the
housing assembly by a multiple pin
connector. Remove the lamp circuit board
assembly 9 or 10. Do not separate the coverto-housing pin connector (Figure 664).

6. For later models, remove lamps 6 as necessary.


The lamps are the only parts in the circuit
board assembly that are replaceable. If any
other damage has occurred to the circuit board
assembly, replace the entire circuit board
assembly.
7. If it is necessary to replace the lamp circuit
board, grasp the cover assembly in one hand
and the housing assembly in the other hand,
and gently separate the two components
(Figure 663). See Steps (2) and (3).

Copyright 2006 General Motors Corp.

655

DP 8000 SERIES SERVICE MANUAL


SERVICEABLE LAMP
LOCATION

SERVICEABLE LAMP
LOCATION

LAMP HOLDER
CLIPS (REMOVABLE
IN EARLIER MODELS)

FRONT VIEW

REMOVABLE
LAMP HOLDERS

NON-REMOVABLE
LAMP HOLDERS

NON-REMOVABLE
LAMP HOLDERS

(EARLIER MODELS)

(INTERIM MODELS)

(LATER MODELS)

BACK VIEW

NOTE: Circuit boards are fully interchangeable.

Figure 665. Lamp Circuit Board Assembly Configurations (CEC1)

656

Copyright 2006 General Motors Corp.

VH00936.00.00

REBUILD OF SUBASSEMBLIES
lamp side of circuit board assembly 9 or 10 is
facing the cover assembly. Align the circuit
board assembly connector with its mating pins
in the housing. Press the connector onto the
pins as far as possible.

LAMP CIRCUIT
BOARD ASSEMBLY

5. Carefully close the cover assembly onto the


housing assembly. Hold the cover and body
securely together until the screws are
tightened.

LAMP HOLDER
ASSEMBLY
LAMP
SOCKET

LOCKTABS

VH00937.00.01

Figure 666. Lamp and Holder Removed from Bottom of


Circuit Board Assembly (Earlier CEC1 Models)

b. Assembly (Foldout 26,B)

6. Place the shift selector, face down, on a flat


surface and install four 6-32 x 12 inch cover
screws 1 and star washers 2 (Figure 662).
Tighten the screws to 1115 lb inch (1.31.7 Nm).

641. ELECTRONIC CONTROL UNIT


(ECU) CEC1 PROM
REPLACEMENT
CAUTION:

NOTE:
When installing a new cover assembly, it may be
desirable to remove the lamp circuit board
assembly. This will provide free access to mate the
cover assembly connector to its mating connector in
the housing assembly.

Warranty of the system may be void if seal 6,


SA1951EN (Foldout 25), is broken or removed
by unauthorized personnel.

NOTE:
Record any diagnostic codes prior to removal of

the lever shift selector from the vehicle.


1. Install new lamps 6, as required. For earlier
models, to install a new lamp holder 7, compress the two locktabs (one on each side of
holder) and push the lamp holder up into its
socket in lamp circuit board assembly 9 (Figure 666). Be sure the two locktabs snap into
place in the circuit board assembly.
2. Inspect shift selector body assembly 3 for bent
connector pins (Figure 664). Bent pins can be
damaged further or broken when mated with
their mating connector, making it necessary to
replace the housing assembly.
3. Align the new cover assembly connector with
its mating pins in the housing. Press the
connector onto the pins as far as possible.
4. Insert lamp circuit board assembly 9 or 10
between shift selector body assembly 3 and
cover assembly 8 (Figure 664). Be sure the

Disassemble the shift selector only to the extent

necessary for access to replacement parts.

NOTE:
Removal and replacement of a PROM should be
necessary only if correcting a diagnostic code 34
(PROM
check)
or
if
a
replacement
(remanufactured) ECU is being installed.
Remanufactured ECUs are shipped without Lamp
Circuit Board Assembly Configurations (CEC1)
PROMs and the PROM from the removed ECU
should be reused.
a. Removing PROM (Foldout 25)
1. If authorized by Allison Transmission remove
the four PROM cover screws 9, lockwashers 8,
and seals 7 (Figure 667).

Copyright 2006 General Motors Corp.

657

DP 8000 SERIES SERVICE MANUAL


CAUTION:

ELECTRONIC
CONTROL
UNIT (ECU)

Do not touch the PROM with hands.

SA1951
SEAL

2. Break seal 6, SA1951EN, and remove cover 5


and gasket 4.
3. Using the rocker-type PROM removal tool
J 35889-A (Paragraph 49), engage one end of
the PROM retainer with the hook end of the
tool (Figure 668). Press on the vertical bar
end of the tool and rock the engaged end of the
PROM retainer up as far as possible. Engage
the opposite end of the PROM carrier in the
same manner and rock this end up as far as
possible. Repeat this process until the PROM
retainer and PROM are free of the PROM
socket. The PROM retainer with PROM in it
should lift off of the PROM socket easily.
4. Do not attempt further disassembly of the ECU
or separation of the PROM from the retainer.
b. Installing PROM (Foldout 25)

NOTICE

PROM COVER
AND GASKET

SCREW (4), 6-32 x 12 in.


LOCKWASHER (4),
AND SEAL (4)
V02142.00.00

Figure 667. Electronic Control Unit


(ECU)Rear View

642. CEC2 SHIFT SELECTORLEVER


NOTE:
Record any diagnostic codes prior to removal of

CAUTION:

the lever shift selector from the vehicle.

Do not touch the PROM with hands. Do not press


on the PROM. Press only straight down on the
PROM carrier. Do not twist or rock the PROM
and retainer during installation. Be sure the
PROM is not installed backwards. Anytime the
PROM is installed backwards and the ignition
switch is turned on, the PROM is destroyed.

658

Disassemble the shift selector only to the extent

necessary for access to replacement parts.

a. Disassembly (Foldout 30,A)


1. Remove four slotted Torx R-head (T-10)
screws 23 that attach the rear cover.

1. Position the new PROM retainer squarely over


the PROM socket with the narrow slotted end
of the retainer aligned with the narrow tab on
the socket (Figure 668). Press straight down
on the PROM retainer until it is firmly seated
in the socket.

2. Remove the rear cover and rear cover seal 24.

2. Install gasket 4 and PROM cover 5 (Figure


667). Attach the cover with four 6-32 x 12 inch
screws 9, lockwashers 8, and seals 7. Tighten
the screws to 2126 lb inch (2.42.9 Nm).

6. Remove knob assembly 11 and bushing 13.

3. Install a new seal 6, SA1951EN, over the


cover.

8. Remove the circuit board connector from bezel


assembly 4 and remove the bezel assembly.

3. Depress circuit board connector locking tab and


remove circuit board connector (Figure 669).
4. Remove selector harness 15 from rear cover.
5. Remove knob assembly retaining clip 12.

7. Remove four (4) slotted Torx R-head (T-10)


screws 10 that attach lever keypad/bezel
assembly 4.

Copyright 2006 General Motors Corp.

REBUILD OF SUBASSEMBLIES

PROM AND
RETAINER ASSEMBLY

ELECTRONIC CONTROL
UNIT (ECU)

NARROW
SLOT
NARROW
TAB

J 35889-A

PROM REMOVAL METHOD

CAUTION: Press on
PROM retainer only.

PROM INSTALLATION METHOD

V02143.00.00

Figure 668. Removing and Installing PROM

3. Tighten the screws to 810 lb inch (33.7 Nm).


Push here toward
connector body

4. Install knob assembly 11 and bushing 13.


5. Install knob assembly retaining clip 12.

V05260.00.00

Figure 669. Removing Circuit Board Connector

b. Assembly (Foldout 30,A)


1. Connect circuit board connector to lever keypad/bezel assembly 4. Align tab in center of
harness connector with slot in center of circuit
board connector.
2. Install lever keypad/bezel assembly 4 to the
selector housing using four (4) slotted Torx
R-head (T-10) screws 10.

6. Install new selector harness 15 into the rear


cover.
7. Install rear seal 24 on rear cover.
8. Connect harness circuit board connector to
circuit board. Lightly pull on connector to be
sure it is properly seated.
9. Install the rear cover and seal to selector
housing using four slotted Torx R-head
(T-10) screws 23.
10. Tighten the screws to 810 lb inch (3.03.7 Nm).

Copyright 2006 General Motors Corp.

659

DP 8000 SERIES SERVICE MANUAL


643. CEC2 SHIFT SELECTOR
PUSHBUTTON

3. Depress circuit board connector locking tab toward connector body and remove circuit board
connector (Figure 670).

NOTE:
Record any diagnostic codes prior to removal of
the lever shift selector from the vehicle.
Disassemble the shift selector only to the extent
necessary for access to replacement parts.

4. Harness assembly 12 may be removed if it is


being replaced.
5. Using flush diagonal cutter pliers, cut the seven
plastic posts flush with the retaining rings at
each of the seven post locations (Figure 671).
6. Pry up on the bottom edges of the circuit
board, starting at the ends and working toward
the center of the circuit board to remove the retaining rings.

a. Disassembly (Foldout 30,B)


1. Install Anti-Static wrist strap BT 8639-B
(Paragraph 49) and attach alligator clip to a
suitable ground.

7. Remove PCB/switch assembly 8.

Torx

2. Remove four slotted


R-head (T-10)
screws 11 that attach pushbutton keypad repair
kit 3 to selector housing 10.

8. Remove graphic overlay 6.

SE
LE
C
T

9. Remove gasket 5.

D
Push here toward
connector body

V04721.00.00

Figure 670. Removing Circuit Board Connector

660

Copyright 2006 General Motors Corp.

REBUILD OF SUBASSEMBLIES

7
4

V04723.00.00

Figure 671. Location of Seven Plastic Posts

b. Assembly (Foldout 30,B)


1. Install Anti-Static wrist strap BT 8639-B
(Paragraph 49) and attach alligator clip to a
suitable ground.
2. If removed, install harness assembly 12.
3. Install gasket 5 on new faceplate/bezel 4
aligning MODE LED cut-out in gasket with
MODE LED window on faceplate/bezel.
4. Install graphic overlay 6.
5. Install PCB/switch assembly 8.
6. Install seven new retaining rings 7 onto plastic
posts with a 732 inch or 5.5 mm socket and
nut-driver. Refer to Figure 672 for installation
procedure.
V04722.00.00

NOTE:
Be sure only one (1) retaining ring is used per post.

7. Connect PCB/switch assembly connector to


pushbutton faceplate/bezel assembly. Lightly
pull on connector to be sure it is properly
seated.

Figure 672. Installing Retaining Rings

8. Reassemble the pushbutton faceplate/bezel assembly to the selector housing using four slotted Torx R-head (T-10) screws 11.
9. Tighten the screws to 810 lb inch (3.03.7 Nm).

Copyright 2006 General Motors Corp.

661

DP 8000 SERIES SERVICE MANUAL


644. FIRST-RANGE SHIFT VALVE
BODY ASSEMBLYELECTRICSHIFT

plate gasket 110. Remove sealring 126 from


solenoid 127.
5. Remove first-range shift valve body 113 and
spring 112.

a. Disassembly (Foldout 22)


1. Remove two flat-head screws 100. Lift
cover 124 carefully and disconnect leads
marked A and B from the leads of solenoids
107, 122 or 127 and 115, 116, or 130.
2. Remove and discard gasket 121. Do not
remove the nut and first-range shift valve
wiring harness 123 unless replacing harness.
3. Remove two bolts 118, lockwashers 117,
solenoid 115, 116, or 130 and solenoid
gasket 114, if present. Remove sealring 129
from solenoid 130.
4. Remove two bolts 105, lockwashers 106,
solenoid 107, 122, or 127, solenoid gasket 108
if present, solenoid plate 109, and solenoid

6. Remove seven bolts 120, lockwashers 119, and


first-range shift valve body 113. Remove and
discard valve body gasket 104.
7. Do not remove orifice plugs 101 and 103 from
oil transfer plate 102.
8. If present (later models), remove the ground
ring (Figure 673) from the transfer plate. If a
ground ring is not present (earlier models)
rework the transfer plate as shown in Figure
673 to receive the ground ring.
9. Remove all burrs and debris from the rework
area.
10. Refer to Paragraph 62.

A
FIRST-RANGE VALVE
BODY ASSEMBLY
GROUND RING
INSTALL TO SHOULDER
2.22 in.
(56.4 mm)

2.00 in.
(50.8 mm)

OIL TRANSFER PLATE

J
J

0.13 in. R
(3.3 mm R)
SECTION

0.90 in.
(22.9 mm)
0.20 in. R
(5.1 mm R)

0.5100.550 in. (12.9513.97 mm)


DRILL 0.406 in. (10.31 mm)
DIA THROUGH
COUNTERBORE 0.4300.433 in.
(10.9211.00 mm) DIA
TO DIM. SHOWN
0.010 in. (0.25 mm)
MAX. RADIUS

J-J

0.88 in. R
(22.4 mm R)

V08507.00.00

Figure 673. Reworking Oil Transfer Plate for Ground Ring

662

Copyright 2006 General Motors Corp.

REBUILD OF SUBASSEMBLIES
b. Rework (Before S/N 1084) (Foldout 22)
1. If there has been a problem with the transmission (before S/N 1084 only), going into a
3-hold condition when a sudden 31 downshift is made, follow Steps b(2) through (5).
2. Replace first-range shift valve body 113 with a
new one.
3. Inspect valve body 45 for the presence of the
hole indicated in Figure 674. If the hole is not
present, either replace the body with a new one
or rework the body as indicated in Figure 674.
Remove all drill debris.
4. Inspect transfer plate 102 (Foldout 22) for the
presence of the irregular hole indicated in
Figure 673. If the hole is not present, either
replace the plate with a new one or rework the
transfer plate. First, use a 14 inch diameter drill
for the 0.130 inch R (3.3 mm R) area by
drilling through the plate where the 2.220 inch
(56.4 mm) and the 0.880 inch (22.4 mm)
coordinates intersect. Use a 1332 inch drill for
the 0.200 inch R (5.1 mm R) area by drilling
through where the 2.00 inch (50.8 mm) and the
0.900 inch (22.9 mm) coordinates intersect.
Use a file to complete the shape in Figure 673.
Remove all drill debris.
5. Install new transfer plate gaskets 98
(Foldout 22) and valve body gasket 104 that
conform to the reworked holes.

c. Assembly (Foldout 22)


1. Press the ground ring (Figure 673) to the
shoulder in oil transfer plate 102.
2. Install valve body gasket 104 (Foldout 22) and
first-range valve body 113 onto oil transfer
plate 102. Secure it with seven bolts 120 and
lockwashers 119. Tighten the bolts to 911 lb ft
(1314 Nm).
3. Install valve spring 112 and first-range shift
valve 111 into first-range shift valve body 113.
4. Install sealring 126 into groove in
solenoid 127. Install solenoid plate gasket 110,
solenoid plate 109, solenoid gasket 108 (earlier
solenoids only) and solenoid 107 (with gasket)
or solenoid 122 or 127 (no gasket). Secure the
solenoid with two bolts 105 and
lockwashers 106. Tighten the bolts to 911 lb ft
(1314 Nm).
5. Install sealring 129 into groove in solenoid 130.
Install solenoid gasket 114 (earlier solenoids
only) and solenoid 115 (with gasket) or
solenoid 116 or 130 (no gasket). Secure
solenoid with two bolts 118 and
lockwashers 117. Tighten the bolts to 911 lb ft
(1314 Nm).
6. Install cover gasket 121 onto oil transfer
plate 102.
7. If first-range shift valve wiring harness 123
was removed from cover 124, install it with the
pin indexed in the hole in the cover. Secure the
harness by tightening the nut to 2024 lb inch
(2.32.6 Nm).

2.225 in. (56.52 mm)

0.88 in. (22.4 mm)


DRILL 0.250 in.
(6.35 mm) DIA.
0.60-0.70 in.
(15.2-17.8 mm) DEEP

8. Attach the first-range wiring harness leads to


the solenoid leads (Figure 675).

V08302.00.00

Figure 674. Reworking First-Range Shift Valve Body

9. Install cover 124 (Foldout 22), being careful


that neither solenoid lead is pinched between
the cover and the oil transfer plate. The cover
should seat without forcing it. Secure the cover
with two flathead screws 100. Tighten the
screws to 2436 lb inch (34 Nm).

Copyright 2006 General Motors Corp.

663

DP 8000 SERIES SERVICE MANUAL


SOLENOID H
TERMINAL LEAD H
(MARKED A)

SOLENOID PLATE

SOLENOID I

TERMINAL LEAD I
(MARKED B)
V08303.00.00

Figure 675. First-Range Valve Body Solenoid Electrical ConnectionsCutaway View

645. MAIN CONTROL VALVE


ASSEMBLYELECTRIC-SHIFT
PIN

a. Disassembly (Foldout 22)

45

NOTE:
Solenoid cover and plate assembly 16 is spring
loaded.

DRILL 0.0625 in.


(1.588 mm) HOLE A
V08304.00.00

1. Remove four bolts 12, flat washers 10, and harness guard 13 if present. Remove fourteen
bolts 11 and flat washers 10.
2. Remove solenoid cover and plate assembly 14.
Remove and discard gasket 26.
3. Remove two flathead screws 25 and carefully
lift solenoid cover 16 until the solenoid leads
and ground wire are accessible.
4. Remove one bolt 18, washer 19, and the
ground wire terminal. Remove seven wiring
harness leads from the solenoid leads. Remove
solenoid cover 16 and gasket 17.
5. Inspect valve body internal wiring harness 15
for the presence of hole A (Figure 676). If
hole A is not present, or if replacement is
necessary, remove wiring harness 15 from
cover 16.
6. If not present, drill hole A in wiring harness 15
(Figure 676).
664

Figure 676. Reworking Wiring Harness

7. Remove remaining thirteen bolts 18,


lockwashers 19, seven solenoids 20, 22, or 91,
and gaskets 21 if present. Remove sealrings 90
from solenoids 91.

CAUTION:
The valve body assembly contains springs and
other parts, some of which are similar and can be
mistakenly interchanged. 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 its item number in Foldout 22, to simplify
correct reassembly of valve body components.
8. From the bores in valve body 45, remove steel
balls 41 and 38, regulator valve spring 27,
solenoid pressure regulator valve 28, splitter
shift valve 29, shift valve spring 30, outer

Copyright 2006 General Motors Corp.

REBUILD OF SUBASSEMBLIES
spring 31, inner spring 32, priority valve 33,
high-range shift valve 34, shift valve spring 35,
intermediate-range shift valve 36, shift valve
spring 37, second-range shift valve 39, shift
valve spring 40, reverse-range shift valve 42,
and shift valve spring 43.
NOTE:
Cover 84 is spring-loaded and must be restrained
while the bolts are being removed.
9. Position the valve body, top down, and remove
fourteen bolts 86 and lockwashers 85.
10. Remove valve body cover 84. Remove and discard gasket 83.
11. From the bores in valve body 45, remove valve
stop 82, outer spring 81, inner spring 80,
splitter-low trimmer lower valve 79, inner
spring 78, outer spring 77, and splitter-low
trimmer upper valve 76; spring 75, trimmer
regulator boost valve 74, trimmer regulator
boost valve plug 73, and trimmer regulator
valve spring 72; valve stop 71, outer spring 70,
inner spring 69, intermediate-range trimmer
lower valve 68, inner spring 67, outer
spring 66, and intermediate-range trimmer
upper valve 65; valve stop 64, outer spring 63,
inner spring 62, second-range trimmer lower
valve 61, inner spring 60, outer spring 59, and
second-range trimmer upper valve 58; valve
stop 57, outer spring 56, inner spring 55, firstand reverse-range trimmer lower valve 54,
inner spring 53, outer spring 52, and first-and
reverse-range trimmer upper valve 51.

14. To be sure the complete removal of dirt and debris from internal oil passages, remove plug 48
from valve body 45. If plug 48 is a two-piece
aluminum expansion plug (earlier models) drill
and remove the plug. Use a drill bit that is
smaller than the OD of the plug. Do not damage the bore surface during removal of the plug
(approximately 0.500 inch (12.7 mm) long).
Tap a 18 NPTF thread at the opening. Remove
all drill and tap debris and burrs.
15. For some early models before S/N 3428, locate
and drill a 0.250 inch (6.35 mm) hole to a
depth of 0.300 inch (7.62 mm) in valve
body 45 (Figure 677). Remove all drill debris
and burrs. Some later models have a passageway already drilled (Figure 677).
16. Some later models before S/N 3428 have a
18 inch pipe plug 48 (Foldout 22). Remove the
plug. Some later models have a passageway already drilled as shown in Figure 677.
17. If the hole is present, direct air under pressure
into the hole to clean the passageway thoroughly (Figure 677).
18. For models after S/N 3427, no rework is required.
19. Refer to Paragraph 62.

12. Remove four plugs 46 from valve body 45. Remove plug 49 and oil screen assembly 50. Do
not attempt to remove five orifice plugs 47.
13. Do not remove pin 87, check valve 88 or valve
spring 89 from valve body 45 unless parts replacement is necessary.
NOTE:
Earlier assemblies used an 18-coil valve spring 89.
This should be replaced by a 15-coil valve spring.
Refer to the spring chart for a description of the
new spring.

DRILL 0.250 in. (6.35 mm) DIA


0.300 in. (7.62 mm) DEEP
PLUG 50

0.920 in.
(23.37 mm)
BASE
LINE

2.200 in.
(55.88 mm)
ORIFICE PLUG(S)

V08508.00.00

Figure 677. Reworking Electric-Shift Control


Valve Body

Copyright 2006 General Motors Corp.

665

DP 8000 SERIES SERVICE MANUAL


b. Assembly (Foldout 22)
NOTE:
A repair kit (P/N 6837164), with instructions, is
available for repair of wiring in the control valve
assembly. See the current Parts Catalog
PC1249EN.
1. Inspect the solenoid plate and control valve
body for wear at the passages (Figure 678).
Replace the solenoid plate if battered or distorted. Use the later model replacement solenoid plate to conform to the later model configuration in Figure 678. Any extrusion of metal
at the valve body should be honed flat, using a
flat stone. Remove any honing debris.
2. Install a new pipe plug or plug assembly 48
(Foldout 22). Tighten the plug assembly to
2832 lb inch (3.23.6 Nm). Tighten the pipe
plug to 1012 lb ft (1416 Nm).

thirteen bolts 18 and flat washers 19. Leave


one bolt 18 and flat washer 19 out of
solenoid A (Figure 680) until the ground
wire terminal is installed. Refer to Step (9).
6. Tighten the bolts in six solenoids and one bolt
in solenoid A to 911 lb ft (1314 Nm). Leave
the remaining bolt (in solenoid A) untightened.
7. Install gasket 17 (Foldout 22) onto solenoid
plate 24.

SOLENOID PLATE

CONTROL VALVE BODY

EARLIER MODELS

3. If earlier closed solenoids 20 are used, install


seven solenoid gaskets 21 onto plate 24.
4. Solenoid E (Figure 679) must always be
mounted as shown. Turning this solenoid
180 degrees may partially close the
passageway under the solenoid and increase
the time required to exhaust solenoid regulated
pressure from the top of the shift valve, giving
erratic shift quality.
5. Install sealrings 90 into groove in
solenoids 91. Install seven solenoids 20, 22,
or 91 (Foldout 22), and secure them with

SOLENOID PLATE

CONTROL VALVE BODY

LATER MODELS

Figure 678. Inspection for Battering of the Solenoid


Plate and Control Valve Body

SOLENOID E

SOLENOID PLATE

V08306.00.00

Figure 679. Location of Solenoid E

666

V08305.00.00

Copyright 2006 General Motors Corp.

REBUILD OF SUBASSEMBLIES
pinched between the cover and plate. The
weight of the cover should close the gap between the gasket and coverno force is required. Secure the cover with two flathead
screws 25. Tighten the screws to 2436 lb inch
(34 Nm).

8. If valve body internal wiring harness 15 was


removed, install it into solenoid cover 16.
Index the pin in the hole in the cover and
tighten the retaining nut to 3035 lb ft
(4147 Nm). Install a plastic cable tie through
hole A (Figure 676) and around the wires of
wiring harness 15 and pull the tie tight.
9. Place solenoid cover 16 into position near
solenoid plate 24 and connect the wiring
harness ground terminal by installing
remaining bolt 18 and flat washer 19 onto
solenoid A (Figure 680). Tighten the bolt to
911 lb ft (1314 Nm).
10. Connect the seven wiring harness leads to the
seven solenoid leads (Figure 680). Inspect the
lead connections to be sure they are correct.
Bind each of the seven lead connectors to the
solenoids, using cable ties 23 (Foldout 22).
11. Install solenoid cover 16 onto gasket 17 and
solenoid plate 24. Be certain the leads are not

NOTE:
Inspect the position of all components,
configuration of all valves and plugs, and
identification of all springs before installation.
Refer to Figure 663, Foldout 22, and the spring
chart in Section 8. All valves, when dry, should
move freely by their own weight in their bores.
12. Position valve body assembly 44 (Foldout 22)
in an upright position.
13. Install shift valve spring 43 and reverse-range
shift valve 42 into bore A (Figure 681).

TERMINAL PINS
E

GROUND
D

B
WIRING HARNESS

C
SOLENOID C
SOLENOID D

SOLENOID B
SOLENOID A*

GROUND WIRE
TERMINAL

SOLENOID F
SOLENOID E

CABLE TIE
SOLENOID LEAD

BOLT (2), 14-20 x 34 in.


(EACH SOLENOID)

LOCKWASHER (2)
(EACH SOLENOID)

SOLENOID G*

SOLENOID
PLATE
GASKET

*Not present in models with Lock-in-Neutral feature


VH00945.00.01

Figure 680. Main Valve Body Solenoid Cover and Plate Assembly

Copyright 2006 General Motors Corp.

667

DP 8000 SERIES SERVICE MANUAL

VH04211.00.00

Figure 681. Electric Shift Main Control Valve BodyCross Section

14. Install second-range shift valve spring 40


(Foldout 22) and second-range shift valve 39
into bore B (Figure 681).
15. Install the intermediate-range shift valve
spring 37 (Foldout 22) and intermediate-range
shift valve 36 into bore C (Figure 681).
16. Install high-range shift valve spring 35 (Foldout 22) and high-range shift valve 34 into
bore D (Figure 681).

668

17. Install priority valve 33 (Foldout 22), outer


spring 31, and inner spring 32 into bore E (Figure 681).
18. Install shift valve spring 30 (Foldout 22) and
slitter shift valve 29 into bore F (Figure 681).
19. Install solenoid pressure regulator valve 28
(Foldout 22) and regulator valve spring 27 into
bore G (Figure 681).
20. Install two steel balls 28 and 41, (Foldout 22),
gasket 26, and solenoid cover and plate

Copyright 2006 General Motors Corp.

REBUILD OF SUBASSEMBLIES
assembly 14. Headless 14-20 guide bolts
installed into valve body 45 will aid in this
assembly.

CAUTION:
Do not damage the threads and contact pins of
the electrical connector.
21. Install harness guard 13 (if used) and four
bolts 12 and flat washers 10. Install fourteen
bolts 11 and flat washers 10. Tighten the
eighteen bolts evenly to 911 lb ft (1314 Nm).

29. Install
fourteen
bolts
86
and
lockwashers 85. Tighten the bolts evenly to
911 lb ft (1314 Nm).
30. If plugs 46 are straight-thread plug, check the
condition of the O-ring and plug, replace as
necessary.
31. Install plugs or plug assemblies into valve
body 45. Tighten later 3/8-24 straight-thread
plug and O-ring assembly to 2832 lb inch
(3.23.6 Nm). Tighten earlier 1/8 inch NPTF
pipe plug to 1012 lb ft (1416 Nm).

22. Place the valve body in an inverted position.

NOTE:

23. Install first- and reverse-range trimmer upper


valve 51 (Foldout 22) into bore H (Figure 681).
Into the same bore, install outer spring 52
(Foldout 22), inner spring 53, first- and reverse-range trimmer lower valve 54, outer
spring 56, inner spring 55, and valve stop 57.

Use the spring chart in Section 8 to determine the


proper spring 89 to be installed. Earlier models
used an 18 coil spring which should be replaced by
a 15 coil spring.

24. Install second-range trimmer upper valve 58


into bore I (Figure 681). Into the same bore,
install outer spring 59 (Foldout 22), inner
spring 60, second-range trimmer lower
valve 61, outer spring 63, inner spring 62, and
valve stop 64.
25. Install intermediate-range trimmer upper
valve 65 into bore J (Figure 681). Into the
same bore, install outer spring 66 (Foldout 22),
inner spring 67, intermediate-range trimmer
lower valve 68, outer spring 70, inner
spring 69, and valve stop 71.
26. Install trimmer regulator valve spring 72 into
bore K (Figure 681). Into the same bore, install trimmer regulator boost valve plug 73 (no
orifice) (Foldout 22), trimmer regulator boost
valve 74 (drilled internal passage), and
spring 75.
27. Install splitter-high trimmer upper valve 76
into bore L (Figure 681). Into the same bore,
install outer spring 77 (Foldout 22), inner
spring 78, splitter-direct trimmer lower
valve 79, outer spring 81, inner spring 80, and
valves top 82.
28. Install cover gasket 83 and valve body
cover 84. Headless 14-20 guide bolts installed
into valve body 45 will aid in this assembly.

32. If pin 87, check valve 88, and valve spring 89


were removed, install them. Place check
valve 88, convex side first, onto pin 87. Install
spring 89 onto the pin, against the concave side
of valve 88.
33. Press pin 87, with valve and spring, into the pin
bore in valve body 45 to a height of 0.340 inch
(8.63 mm).
34. If plug 49 is a straight-thread plug, check the
condition of the O-ring and plug, replace as
necessary.
35. Install screen assembly 50, open end first, into
valve body 45. Attach it with plug assembly
or plug 49. Tighten later plug assembly 49 to
2832 lb in (3.23.6 Nm). Tighten earlier
18 inch plug 49 to 1012 lb ft (1416 Nm).

646. CONVERTER TURBINE


a. Inspection (Figure 682)
1. Inspect the thrust face (surface A) of the turbine hub for deep scoring or signs of overheating. If either of these defects are found, the
complete turbine must be replaced. However, if
only light scoring has occurred on a bolted
style turbine, the hub may be reworked.

Copyright 2006 General Motors Corp.

669

DP 8000 SERIES SERVICE MANUAL


2. To determine if there is enough stock to
machine and polish surface A, measure the
depth (dimension B) of the hub. If dimension B
will be no less than 2.520 inch (64.01 mm)
after rework is completed, then there is
sufficient stock to perform the job.

must be put back in the same position from


which removed to maintain precession
balance.
3. Machine and/or polish surface A to a
15 microinch (0.38 micron) finish. Polishing
must be done in the direction shown.

b. Rework Procedure (Figure 682)


1. Match mark the hub to the turbine. The turbine
assembly is precision balanced and it must be
reassembled in exactly the same location.
2. Remove the 24 bolts, 12 lockstrips, and
backplate. Separate the hub from the turbine.
Save the bolts and lockstrips for reassembly.
Do not substitute the bolts or lockstrips. They

4. Align the match marks and install the reworked


hub into the same turbine it came from. Install the
backplate, 12 lockstrips, and 24 bolts in the
marked positions. Tighten the bolts to 96115 lb ft
(130156 Nm). Bend one tab of the lockstrip
against a flat of each bolt head. Check the
lockstrip tabs for cracks which could cause
them to break off during operation.

SECTION
(2) SLOTS
15

15

0.18 in. (4.6 mm)


0.06 in. (1.5 mm)

0.06 in. (1.5 mm) MAX R


BLEND AND POLISH

0.16 in. (4.6 mm)


0.06 in. (1.5 mm)

POLISH SURFACE

IN DIRECTION SHOWN

TURBINE
BACKPLATE

D IR
OF E CT
PO IO
LI N
S

BOLT (24)

LOCKSTRIP (12)

HUB

SURFACE
DIM. B

Figure 682. Bolted Turbine Rework Diagram

670

Copyright 2006 General Motors Corp.

V08307.00.00

Section 7ASSEMBLY OF TRANSMISSION


71.

SCOPE

The assembly procedures in this section describe the


assembly of the transmission from subassemblies. Refer to the cross sections of the transmission (Foldouts
1 and 2) for functional location of parts. Refer to parts
exploded views (Foldouts 7 through 34) for parts identification.

72. GENERAL INFORMATION FOR


ASSEMBLY OF TRANSMISSION
Refer to Section 4 for general assembly information as
follows:
Paragraph

Title

49
410
412
416
417
418
419
420
82

Tools, Equipment
Replacement Parts
Careful Handling
Assembly Procedures
Tight-fit Flanges
Teflon Sealrings
Determining PTO Backlash Limits
Torque Specifications
Spring Data

3. Place the transmission main housing on its rear


surface and install the splitter ring gear and
hub assembly into the front of the main
housing (Figure 71). Using care not to
damage the bearing, use a hammer and drive
tool to tap very lightly on the ring gear hub to
seat the bearing in the housing. Tap lightly
with hammer to avoid damaging the bearing.
4. Align the bolt holes in the bearing retainer
with the bolt holes in the housing and install
six new self-locking 12-20 x 178 inch bolts,
with six new internal-tooth gear assembly
lockwashers, through the retainer and housing
and into the hub (Figure 72). Tighten the
bolts to 96115 lb ft (131155 Nm).
SPLITTER RING GEAR

HUB

DRIVE TOOL

BEARING
RETAINER
SEALRING

73. TRANSMISSION ASSEMBLY


STRAIGHT THROUGH, REMOTE
MOUNT MODEL

VH04244.00.00

Figure 71. Installing Splitter Ring

a. Installing High-Range Clutch, Gearing


1. Install hub 20 (Foldout 13,B) into transmission
housing 11 at the rear of the housing support
web. Tap on the hub to seat the hub in the bore
in the support web. Align the bolt holes in the
hub with the holes in the transmission housing.

SPLITTER RING
GEAR

BOLT (6), 12-20 x 178 in.


AND WASHER (6)

CAUTION:
If hub 20 (Foldout 13,B) is loose fitting into the
main housing, place wood blocks under the hub
to hold it in place when the transmission housing
is positioned front end up.
2. Install splitter-high ring gear hub 14 (Foldout
13,A) into splitter-high ring gear 10 and install
retaining ring 15 into the ring gear. Install
bearing retainer 18 and press bearing 19 onto
hub 14. Install sealring 13 onto hub 14.

SEALRING

RING GEAR HUB

VH04245.00.00

Figure 72. Installing Splitter Ring Gear Retainer Bolts

Copyright 2006 General Motors Corp.

71

DP 8000 SERIES SERVICE MANUAL


5. Turn the transmission main housing over and
rest it upon its front surface. Install a new
copper crush ring into the rear of the
transmission housing (Figure 73). On
transmissions before S/N 868, install the
spacer. Transmissions beginning with S/N 868
do not use the spacer.

SPACER (EARLIER MODELS)


SPLITTER RING GEAR HUB
CRUSH RING

6. Using clutch and drum assembly lifter J 29854


(Figure 74) or other suitable lifter, raise the
high-range clutch assembly, as assembled in
Paragraph 627. Grease sealrings 2 and 3
(Foldout 14,A) and lower the clutch assembly
into the rear of the transmission main housing.
b. Installing Intermediate-Range Clutch,
Gearing
1. Install the intermediate-range carrier assembly into the high-range clutch assembly (Figure 75). Install the intermediate-range sun
gear into the carrier, aligning the internal
splines of the sun gear with the splines in the
high-range clutch hub.
2. If bearing inner race 14 (Foldout 15,B) (earlier
models only) was removed from the splitter
output shaft, heat the race and press it onto the
shaft (Figure 75). Install oil collector ring 14
(Foldout 14,B) and bearing 11, with retaining
ring 12 onto splitter output shaft 1
(Foldout 15,B).

VH08308.00.00

Figure 73. Installing Spacer Into Transmission


Main Housing (Before S/N 868)

CLUTCH AND DRUM


ASSEMBLY LIFTER
J 29854

HIGH-RANGE CLUTCH
AND DRUM ASSEMBLY

3. Install the sealring at the rear of the


intermediate-range planetary carrier (Figure
75). Install the splitter output shaft assembly
through the intermediate-range sun gear and
the splitter ring gear hub. Make sure the
retaining ring on the bearing is firmly seated
against the planetary carrier.
4. If the area is accessible, install the splitter
output shaft retaining ring (Figure 731) from
the underneath side of the main housing.
5. Install two 1.73 inch (43.9 mm) (1.26 inch
(32.0 mm)earlier models) keys 19 and 20
(Foldout 14,B) into the keyways in the housing
(Figure 76).

72

VH04033.00.00

Figure 74. Installing High-Range


Clutch Assembly

Copyright 2006 General Motors Corp.

ASSEMBLY OF TRANSMISSION
BEARING INNER RACE
(EARILIER MODELS)
SUN GEAR
OIL
COLLECTOR
RING

EXTERNAL-SPLINED
CLUTCH PLATE

CLUTCH ASSEMBLY
INTERMEDIATE
-RANGE
PLANETARY
SPLITTER
OUTPUT
SHAFT

INTERNAL-SPLINED
CLUTCH PLATE

SEALRING

VH08311.00.00

VH08309.00.00

Figure 75. Installing Splitter Output Shaft Assembly

INTERMEDIATE-RANGE
CLUTCH ANCHOR
INTERMEDIATE-RANGE
RING GEAR
KEY

Figure 77. Installing Intermediate-Range


Clutch Plate

7. Beginning with an internal-splined clutch


plate, alternately install five internal- and five
external-splined, intermediate-range clutch
plates (Figure 77).
8. Install fourteen intermediate-range piston
return springs 18 (Foldout 14,B) into
intermediate-range clutch anchor 17.
9. Install seal 3 (Foldout 15,A) onto the OD of
intermediate-range clutch piston 5. Install oil
seal 4, seal lips facing housing 7, into the ID of
intermediate-range clutch piston 5. Refer to
Paragraph 413.
NOTE:
In models before S/N 741, if the transmission is
equipped with the earlier type piston (no orifices)
replace it with the improved, two-orifice piston.

VH08310.00.00

Figure 76. Installing Intermediate-Range


Ring Gear

6. Install the intermediate-range clutch anchor


with the larger ID up (Figure 76). Install the
intermediate-range ring gear, larger ID first,
into the high-range clutch assembly, aligning
the internal-splined clutch plates and the
pinions of the planetary carrier with the ring
gear.

10. Install intermediate-range clutch piston 5


(Foldout 15,A), flatter side first, into piston
housing assembly 6.
11. Install the piston and housing assembly into
the transmission housing with the piston down
(Figure 78). Align the pins in the piston
housing with the keyways in the transmission
housing. Position the clutch piston apply oil
hole in the piston housing so it faces the
control valve mounting pad on the
transmission housing.

Copyright 2006 General Motors Corp.

73

DP 8000 SERIES SERVICE MANUAL


DOWEL
PIN (2)
PISTON
HOUSING

CLUTCH SPRING
COMPRESSOR
TOOL
J 7470-A

APPLY HOLE

KEYWAY (2)
T-BAR

CONTROL
VALVE
MOUNTING
PAD

VH08313.00.00

VH08312.00.00

Figure 78. Installing Intermediate-Range Clutch Piston


and Housing

c. Installing Second-Range Clutch


1. Using an eyebolt, a block of wood, and a steel
bar for leverage, or clutch spring compressor
tool J 7470-A, compress the piston spring and
install a T-bar or a bolt into the side of the
transmission housing to hold the spring pressure (Figure 79).

Figure 79. Compressing Clutch Return Spring

INTERNAL-SPLINED
CLUTCH PLATE (7)
SECOND-RANGE
RING GEAR
SPRING PIN
(14)
SPRING
(14)

EXTERNAL-SPLINED
CLUTCH PLATE (7)
RETAINER
SECOND-RANGE
CLUTCH
ANCHOR

2. Install the second-range ring gear with the


smaller OD down (Figure 710). Install four
retainers into the groove in the ring gear and
secure the retainers with eight 38-24 x 58 inch
self-locking bolts. Tighten the bolts to 4149 lb ft
(5666 Nm).

VH08314.00.00

Figure 710. Installing Second-Range Clutch Plate

3. Install two 2.75 inch keys 4 (Foldout 16,A)


into keyways in the transmission housing.
Install the keys with the notched side facing in
(toward the second-range carrier) and with the
short notch down (toward the front of the
transmission housing). Install the second-range
clutch anchor into the housing (Figure 710).
4. Install fourteen piston return springs into the
clutch anchor. Install fourteen spring pins,
longer stems down, into the springs. Beginning
with an internal-splined clutch plate,
alternately install seven internal- and seven
external-splined, second-range clutch plates
(Figure 710).
74

d. Installing Piston Housing with


Assembled Parts
1. Install oil seals 7 and 8 (Foldout 16,A) into
their respective grooves in second-range clutch
piston 9 with seal lips facing housing 12. Refer
to Paragraph 418.
2. Lubricate the sealrings and install the piston,
flatter side first, into the front side of the piston
housing and tap it into place (Figure 711).
3. Install seals 1 and 5 and expanders 2 and 4
onto piston 3 (Foldout 16,B). Refer to
Paragraph 418.
4. Lubricate the sealrings and install the firstrange piston, flatter side first, into the rear side

Copyright 2006 General Motors Corp.

ASSEMBLY OF TRANSMISSION
of the piston housing and tap it into place
(Figure 711).
5. Place first-range ring gear hub 6 (Foldout
16,B) on the work table, smaller clutch piston
diameter up, and install bearing retainer 14
(Foldout 16,A) onto the hub. Heat bearing 13
and press it onto the hub.
6. Turn first-range ring gear hub 6 (Foldout 16,B)
so bearing 13 (Foldout 16,A) is down. Place
first-range ring gear 7 (Foldout 16,B) onto gear
hub 6 and align the retaining ring grooves of
both. Install retaining ring 8 into the aligned
grooves to secure the hub in the gear.
FIRST-RANGE CLUTCH PISTON

7. Install the assembled ring gear and hub and


attached parts into the piston housing assembly
(Figure 712).
8. Install eight 12-13 x 78 inch bolts and
lockwashers through the bearing retainer and
into the piston housing (Figure 713). Tighten
the bolts to 6780 lb ft (91108 Nm).
9. Place the second-range planetary carrier on the
work table, hub up. Attach a three-strand
lifting sling to the piston housing assembly
(Figure 714) and lower the housing assembly
onto the second-range planetary carrier.
10. Install the retaining ring into the second-range
planetary hub (Figure 715).
11. Using enough oil-soluble grease to retain the
gasket, install a new gasket onto the underside
of the piston housing (Figure 716).

CAUTION:
When installing the piston housing and its
assembled parts (Figure 716) be careful to not
damage the splitter shaft or bearing in the bore
of the second-range planetary carrier assembly.

PISTON HOUSING

VH04262.00.00

FIRST-RANGE CLUTCH PISTON


ACCESS HOLE (2)

Figure 711. Installing First-Range Clutch Piston

FIRST-RANGE RING GEAR

FIRST-RANGE CLUTCH PISTON


FIRST-RANGE RING
GEAR

PISTON
HOUSING
PISTON
HOUSING

CLUTCH
APPLY PORT

VH08316.00.00

VH08315.00.00

Figure 712. Installing Ring Gear Into Low-Range


Piston Housing

Figure 713. Installing Bearing Retainer Bolts

Copyright 2006 General Motors Corp.

75

DP 8000 SERIES SERVICE MANUAL


FIRST-RANGE RING GEAR

PISTON
HOUSING

SECOND-RANGE
PLANETARY CARRIER
RETAINING RING
FIRST-RANGE
RING GEAR
PISTON
HOUSING

SECOND-RANGE
PLANETARY
CARRIER
VH08317.00.00

Figure 714. Installing Ring Gear and Piston Housing


Onto Second-Range Planetary

12. Carefully lower the low-range piston housing


with assembled parts into place aligning the
dowel pins (Figure 716) with the holes in the
transmission housing. Align the pinions of the
planetary with the sun gear of the splitter shaft.
13. Install four 12-13 x 158 inch bolts and
lockwashers through the transmission housing
and into the low-range piston housing
(Figure 717). Tighten the bolts to 6780 lb ft
(91108 Nm). Remove the T-bar or bolt which
was installed in Paragraph 73c1 from the side
of the transmission housing.

VH04024.00.01

Figure 715. Installing Second-Range Planetary Carrier


Retaining Ring

FIRST-RANGE
RING GEAR
PISTON
HOUSING

FIRST-RANGE
CLUTCH
PISTON

e. Installing First- and Reverse-Clutches,


Gearing
1. Attach lifting sling to first-and-reverse-range
clutch anchor 1 (Foldout 17,A) with the bevelled edge up and lower the anchor onto the
transmission. Position the anchor so the keyway in the anchor is approximately 3 inches
(76.2 mm) below the dowel pin in the lowrange piston housing (Figure 718).

GASKET

SPRING
GUIDE PINS
SPLITTER
SHAFT
SUN GEAR

SECONDRANGE
PLANETARY
CARRIER

T-BAR

NOTE:
The notch flats MUST BE turned inward so that the
retaining ring installed in Steps (9) and (11) will seat
properly and retain the pins.

76

VH08509.00.00

Figure 716. Installing Piston Housing, First-Range


Ring Gear, and Second-Range Planetary Carrier

Copyright 2006 General Motors Corp.

ASSEMBLY OF TRANSMISSION
2. Install 16 springs 2 (Foldout 17,A) into the
anchor. Install 16 spring pins 3 into the anchor,
notch end first, with the notch flat facing
inward. Some earlier models use springs 5 and
pins 4 (Foldout 17,A) See Parts Catalog
PC1249EN.

FIRST-RANGE
RING GEAR

FIRST-RANGE
CLUTCH PISTON

LOW-RANGE
PISTON HOUSING

3. Beginning with an external-splined clutch


plate, alternately install six external- and six
internal-splined, first-range clutch plates
(Figure 719).
T-BAR

CAUTION:

BOLT (4) AND


LOCKWASHER (4)

Retaining ring 10 (Foldout 17,A) must be


installed so the retaining ring ends are between
the two piston spring holes which have four spline
teeth between them, as shown in Figure 719.
Installing the retaining ring in any other position
will result in failure to securely engage every
spring pin with the retaining ring.

MAIN
HOUSING

VH08276.00.00

Figure 717. Installing Low-Range Piston Housing Bolts

CLUTCH ANCHOR

SPRING

4. Install the retaining ring into its groove in the


anchor to secure the first-range clutch plates.
5. Install reverse-range
(Foldout 18,A).

clutch

backplate

CAUTION:
Retaining ring 2 must be installed so the
retaining ring ends are between the two piston
spring holes which have four spline teeth
between them (Figure 721). Installing the
retaining ring in any other position will result in
failure to securely engage every spring pin with
the retaining ring.

6. Install retaining ring 2 (Foldout 18,A) into its


groove in the anchor.
7. Install bearing 12 (Foldout 16,B) onto firstrange sun gear sleeve 11. Install the sleeve and
bearing into the transmission with the bearing
up (Figure 719). Tap on the sleeve to seat it in
bearing assembly 2 (Foldout 15,B) of secondrange planetary carrier assembly 4.
8. Install bronze thrust washer 14 (Foldout 16,B)
onto the first-range sun gear 13. Install sun
gear, thrust washer up, onto bearing 12.

VH08320.00.00

Figure 718. Installing Spring in First-and ReverseRange Clutch Anchor

9. Attach the fabricated lifting nut to the shaft of


the first-range planetary carrier assembly
(Figure 720). Use the hoist to lower the
carrier assembly into the transmission, aligning
the pinions with the first-range ring gear and
sun gear.
10. Install reverse-range sun gear assembly 2
(Foldout 17,B) with the sun gear up and secure
it to first-range ring gear 7 (Foldout 16,B) with
retaining ring 5 (Foldout 17,B).

Copyright 2006 General Motors Corp.

77

DP 8000 SERIES SERVICE MANUAL


RETAINING
RING
CLUTCH
ANCHOR

NOTCH PLATE
SPRING PIN (16)
CLUTCH
PLATE

CLUTCH PLATE
RING GEAR

REVERSE-RANGE
SUN GEAR

FOUR
SPLINES

LOCATING
RING

VH08322.00.00
VH08524.00.00

Figure 719. Installing First-Range Clutch


Retaining Ring

FABRICATED
LIFTING NUT

FIRST-RANGE
CARRIER
ASSEMBLY

FIRST-RANGE
RING GEAR

VH08321.00.00

Figure 720. Installing First-Range Planetary


Carrier Assembly

11. Install one internal-splined clutch plate 9


(Figure 17,A). Install reverse-range ring gear 5
(Foldout 18,A) with the locating ring down
(Figure 721).

78

Figure 721. Installing Reverse-Range Ring Gear

12. Beginning with an external-splined clutch plate


(Foldout 17,A), alternately install five external10 and four internal-splined 9 clutch plates
(Figure 722).
13. Install the reverse-range sun gear spacer 1
(Foldout 17,B) onto the output shaft.
14. Attach a lifting sling to the reverse-range
carrier and lower it onto the transmission,
aligning the pinions with the sun gear (Figure
723). Remove the sling and install the
remaining two 38-24 x 34 inch bolts and
lockwashers. Tighten the bolts to 3340 lb ft
(4554 Nm).
15. Install sealrings 8, 11, and 13 (Foldout 18,A)
and expanders 9, 12, and 14 onto reverse-range
clutch piston 10. Refer to Paragraph 413.
Install the retaining ring into the groove in the
anchor to secure the first-range clutch plates.
16. Attach the lifting sling to the reverse-range
piston and lower it into the piston bore in the
transmission rear cover (Figure 724).
17. For dropbox models, proceed to Paragraph
74b(2).

Copyright 2006 General Motors Corp.

ASSEMBLY OF TRANSMISSION
REVERSE-RANGE
PISTON

SPACER
SPRING PIN
RING GEAR

SEAL

KEYWAY (2)

ENTERNALSPLINED
CLUTCH
PLATE

TRANSMISSION
REAR COVER

VH08517.00.00

VH08323.00.00

Figure 724. Installing Reverse-Range Clutch Piston


into Rear Cover

f. Installing Transmission Output


Figure 722. Installing Reverse-Range
Sun Gear Spacer

REVERSE-RANGE
CLUTCH PLATE
REVERSE-RANGE
PLANETARY CARRIER
ASSEMBLY

REVERSERANGE
RING
GEAR

1. Install the transmission rear cover gasket onto


the transmission. Using care that the piston
does not drop out, turn the transmission rear
cover over and attach the lifting sling to the
rear face of the cover and position it over the
transmission (Figure 725).
2. Lower the transmission rear cover, aligning the
dowel pin hole in the housing with the dowel
pin in the low-range piston housing.
3. Using enough oil-soluble grease to hold the
keys in place, install two 4.75 inch (120.6 mm)
keys 6 and 7 (Foldout 17,A) into the keyways
in the transmission rear cover (Figure 726).
Continue lowering the transmission until the
keys enter the keyways in the first- and reverserange clutch anchor.

VH08324.00.00

Figure 723. Installing Reverse-Range Planetary


Carrier Assembly

4. Secure the transmission rear cover with


twenty-seven bolts 18 if support legs are not
going to be used or 25 bolts 18 if support legs
are going to be used (Figure 733; Foldout
13,B) and lockwashers 19. Tighten the bolts to
117140 lb ft (159189 Nm).

Copyright 2006 General Motors Corp.

79

DP 8000 SERIES SERVICE MANUAL

BEARING

TRANSMISSION
REAR COVER
SPRING PIN
GUIDE

REAR
HOUSING
SPEEDOMETER
DRIVE GEAR
MAGNETIC
PICKUP GEAR

GASKET
VH04277.00.00

Figure 727. Installing Speedometer Drive Gear


and Bearing

VH08516.00.00

Figure 725. Installing Transmission Rear Cover

KEY (2)

KEYWAY (2)

7. If the transmission is equipped with an


automatic-electric shift control, install
magnetic pickup gear 31 onto speedometer
drive gear 30 (Foldout 18,B).
NOTE:
For installation of the parking brake (if used), refer
to Paragraph 76.
8. If oil seal 12 (Foldout 18,B) was removed,
press a new oil seal 12, spring-loaded lip last,
into bearing retainer 14. Seat it lightly against
the shoulder of the retainer.
9. Install the gasket and bearing retainer onto the
transmission rear cover (Figure 728).
10. Secure the bearing retainer with twelve
58-11 x 134 inch bolts and lockwashers
(Figure 729). Tighten the bolts to 117140 lb ft
(159189 Nm).

GASKET
TRANSMISSION REAR HOUSING
FIRST- AND REVERSE- RANGE
CLUTCH ANCHOR

VH08510.00.00

NOTE:
Flange for models with parking brake should not be
installed at this time. Refer to Paragraph 76.

Figure 726. Installing Clutch Anchor Key

5. If bearing 11 (Foldout 18,B) was removed,


press the bearing onto speedometer drive
gear 10.
6. Install the speedometer drive gear and bearing
onto the output shaft (Figure 727).
710

11. Coat the threads of the output shaft with


molybdenum disulfide grease and install the
output flange (refer to Paragraph 417b), the
flange retainer plate, and the self-locking
flange nut (Figure 729. Tighten the nut to
7001000 lb ft (9491355 Nm).

Copyright 2006 General Motors Corp.

ASSEMBLY OF TRANSMISSION

SLING

BEARING RETAINER

TRANSMISSION
HOUSING

SEAL

GASKET

VH04278.00.00

Figure 728. Installing Rear Bearing Retainer

OUTPUT
FLANGE
BEARING
RETAINER
PLATE

FLANGE RETAINER PLATE


SELF-LOCKING FLANGE NUT
BOLT (12)
SPEEDOMETER
DRIVE
ASSEMBLY
GASKET
VH08327.00.00

Figure 730. Placing Transmission into Horizontal


Position

g. Installing Splitter Gearing, Clutches


VH08326.00.00

Figure 729. Installing Speedometer Drive Assembly

12. Refer to Paragraph 632c. Check the runout at


the pilot diameter of the output flange
(Figure 6-42). Runout shall not exceed
0.010 inch (0.25 mm) TIR.
13. Attach the lifting sling to the transmission rear
mounting pads and raise the transmission
(Figure 730). Place wooden blocks under the
top-front splitline of the transmission housing
and lower the transmission to a horizontal
position onto two wooden blocks.
14. While in the horizontal position, if not
previously installed, install the retaining ring
onto the splitter output shaft (Figure 731).

1. Attach two side support legs J 23556 to the


transmission rear pads (Figure 733).
2. Attach the lifting sling to the front splitline of
the transmission housing and raise the
transmission to a vertical position (Figure 732).
Do not detach the lifting sling.
3. Raise the transmission slightly and install the
center support leg (Figure 733). Lower the
transmission and remove the sling. Install the
two remaining bolts 18 (Foldout 13,B) and
lockwashers 19 as far as they will go into the
bolt holes at the center leg. These bolts cannot
be installed after the oil pan is installed.
4. Install two 3.91 inch (99.3 mm) keys 3
(Foldout 12,B) into transmission housing,
plain ends up (toward the front of
transmission) and with the short side of the key
out (Figure 734).

Copyright 2006 General Motors Corp.

711

DP 8000 SERIES SERVICE MANUAL


SPLITTER OUTPUT SHAFT

RETAINING
RING

TRANSMISSION
HOUSING

VH08328.00.00

SIDE
SUPPORT
LEG (2)
J 23556

CENTER
SUPPORT
LEG

Figure 731. Installing Output Shaft Retaining Ring


VH08330.00.00

SIDE SUPPORT LEG J 23556

Figure 733. View of Center Support Leg Installation

RETAINING RING

KEY

OUTPUT SHAFT
VH08329.00.00

Figure 732. Raising Transmission to Vertical Position

5. Install oil seals 15 and 17 (Foldout 12,B) onto


splitter-high clutch piston 16. Direction of seal
lips are shown in Foldout 12,B. Refer to
Paragraph 418.
6. Install splitter-high clutch piston assembly 16,
beveled inner side first, into splitter-high clutch
piston housing 18 (Foldout 12,B).
712

VH08331.00.00

Figure 734. Installing Key Into Transmission Housing

Copyright 2006 General Motors Corp.

ASSEMBLY OF TRANSMISSION
7. Install the splitter-high clutch piston and piston
housing, housing first into the transmission,
aligning the piston housing with the keys. Note
the word TOP marked on the piston housing.

12. Secure the spacer with two bolts 5 (Foldout


13,B) and two retainers 6. Tighten the bolts to
2632 lb ft (3643 Nm).

8. Install the splitter-high clutch anchor into the


transmission. Note the words THIS SIDE
AWAY FROM PISTON marked on the anchor.
Install fourteen spring guides 6, shorter stem
first, and fourteen piston return springs 2 into
anchor 5 (Figure 735).

13. Place the input bearing retainer on the work


table, retarder pockets down, and install the pitot
tube, open end toward the center of the retainer
(Figure 737). Install one 516-24 x 214 inch
bolt (with lockstrip) loosely into the pitot tube
so the tube can be rotated into position after the
splitter-low clutch is installed.

9. Beginning with an external-splined clutch


plate 8 (Foldout 12,B), alternately install four
plates 8 and four internal-splined clutch
plates 7 into the transmission (Figure 736).
10. Install the splitter-high clutch backplate,
making sure the springs enter their recesses on
the back of the backplate (Figure 736).
11. Install spacer 20 (Foldout 12,A) against the
backplate, with the open ends toward the
bottom of the transmission and cutouts toward
the anchor keys, making sure the spacer does
not interfere with the keys when the clutch
springs are compressed.
ANCHOR
SPLITTER-HIGH
CLUTCH PISTON

SPRING GUIDE
SPRING

14. Install the splitter-low clutch assembly, as


assembled in Paragraph 621, onto the input
bearing retainer, making sure the pitot collector
ring clears the pitot tube (Figure 737).
15. Using a thin piece of steel stock, rotate the pitot
tube into position and install the remaining
516-24 x 214 inch bolt (Figure 738). Tighten
the bolts to 1418 lb ft (1924 Nm). Bend the
corners of the lockstrip against the bolt heads.
16. Support splitter planetary carrier assembly 1
(Foldout 13,A) in a press with retaining ring 9
up. Place splitter sun gear assembly 9 (Foldout
12,B) over the carrier and press the inner race
of bearing 14 onto the hub of the carrier.

SPLITTER-HIGH
CLUTCH
BACKPLATE

SPLITTER-HIGH
CLUTCH PLATE

VH08333.00.00
VH08332.00.00

Figure 735. Installing Piston Spring and Guide

Figure 736. Installing Splitter-High Clutch Backplate

Copyright 2006 General Motors Corp.

713

DP 8000 SERIES SERVICE MANUAL

TRANSMISSION
MAIN SHAFT

SPLITTER-LOW
CLUTCH
ASSEMBLY

17. Attach a strong wire to the splitter clutch hub


and lower the carrier and hub assembly into the
splitter-high clutch drum (Figure 739). Grasp
the wire, alternately tightening and loosening,
as the assembly is lowered into position, so the
hub will align with the splitter-low clutch
plates.
18. Secure the carrier and hub assembly with the
retaining ring (Figure 740). Check to make
sure the retaining ring at the rear of the main
shaft is in place.
19. Attach the lifting sling to the front of the front
bearing retainer and raise the splitter section so
the main shaft is down (Figure 741). Using
enough oil-soluble grease to hold the gasket in
place, install the gasket onto the under side of
the front bearing retainer. Lower the section
into place, aligning the dowel pins. The main
shaft spline engages the first-range sun gear
and the splitter hub engages the splitter-high
clutch plates.

BOLT (2)
PITOT TUBE

INPUT BEARING
RETAINER

20. For dropbox models, go to Paragraph 74b(14).

VH08334.00.00

Figure 737. Installing Splitter-Low Clutch Assembly

h. Installing Converter Housing Accessories


1. Attach the lifting sling to the torque converter
housing at the power takeoff mounting pad and
raise the housing to a vertical position. Install
the oil pump drive gear front bearing
(Figure 742).

SPLITTER-LOW
CLUTCH ASSEMBLY

2. Install oil pump drive gear 51 (Foldout 10,B)


and front spacer 52 into the converter housing.
Install rear spacer 47 and bearing 46 onto
pump drive hub 48.
3. Coat the splines of the hub with molybdenum
disulfide and install the assembled unit into the
rear side of the converter housing through the
gear and front spacer (Figure 743).
4. Tap on the gear hub to seat it in the gear. Install
the retaining ring into the rear of the converter
housing (Figure 744).

STEEL STOCK

VH08335.00.00

Figure 738. Aligning Pitot Tube

714

5. Install accessory cover 43 (Figure 744) and


gasket 44 and secure it with six bolts 41 and
lockwashers 42. Tighten the bolts to 2632 lb ft
(3643 Nm).

Copyright 2006 General Motors Corp.

ASSEMBLY OF TRANSMISSION
INPUT BEARING
RETAINER

GASKET
SPLITTER-HIGH
PLANETARY
CARRIER
ASSEMBLY

SPLITTER HUB

SPLITTER-LOW
CLUTCH DRUM

TRANSMISSION
MAIN SHAFT

SPLITTER
CLUTCH
HUB

VH08511.00.00

Figure 739. Installing Splitter-High Planetary


and Hub Assembly

RETAINING
RING

SPLITTER-LOW
CLUTCH
ASSEMBLY

VH08337.00.00

Figure 741. Installing Splitter Section

SPLITTER
PLANETARY
CARRIER

CLUTCH
HUB

DOWEL
PIN
(2)

TORQUE
CONVERTER
HOUSING
BEARING
BOLT (6), LOCKWASHER (6)
ACCESSORY COVER
VH08336.00.00

Figure 740. Installing Splitter Planetary Carrier


Retaining Ring

GASKET

V08512.00.00

Figure 742. Installing Oil Pump Drive Gear Bearing

Copyright 2006 General Motors Corp.

715

DP 8000 SERIES SERVICE MANUAL

TORQUE
CONVERTER
GROUND
SLEEVE

TORQUE
CONVERTER
HOUSING

TORQUE
CONVERTER
HOUSING

HUB
HUB

BEARING

ACCESSORY DRIVE

VH04281.00.00

GASKET

Figure 743. Installing Pump Drive Gear


Hub and Bearing

6. For dropbox models, go to Paragraph 74b(15).

ACCESSORY
DRIVE COVER

7. Install turbine shaft sleeve 28, small diameter


first, onto turbine shaft 27 (Foldout 10,B).

VH03997.00.00

Figure 744. Installing Accessory Drive


Retaining Ring

8. Install bearing 31 and retainer 32 onto the front


side of retarder rotor 33.
9. Press the rotor assembly onto the rear of
turbine shaft 27, making sure it is firmly seated
against turbine shaft sleeve 28. Install retaining
ring 36 into its groove inside the hub of
retarder rotor 33.

RETAINING
RING

13. Remove the retainer plate and measure the


thickness of the retainer plate.

10. Install rotor hub retainer plate 38, smaller


diameter first, into the hub of retarder rotor 33.

14. Subtract the retainer plate thickness


measurement from the distance measurement.
This is the gap between the end of the turbine
shaft and the retainer plate.

11. Install two retainer bolts 40 and temporarily


tighten them to 10 lb ft (14 Nm). This will seat
the parts.

15. Subtract 0.008-0.012 inch (0.20-0.30 mm)


from the gap. This is the required shim pack
thickness.

CAUTION:
Do not allow the remaining parts to shift
position.
12. Leaving the two bolts tight, use a depth
measuring tool and measure the distance from
the top face of retainer plate 38 (Foldout 10,B;
Figure 746) to the end of turbine shaft 27
through the third hole in the retainer plate.

716

NOTE:
Shims are available in 0.025 and 0.005 inch (0.63
and 0.12 mm) thicknesses.
16. Install shims 37, to equal thickness determined
in Step (15), in front of turbine shaft 27
(Foldout 10,B).

Copyright 2006 General Motors Corp.

ASSEMBLY OF TRANSMISSION

TURBINE SHAFT

SHIM PACK

RETAINING PLATE

C
A

V08338.00.00

Figure 745. Dimensions for Determining Shim Pack Thickness

Copyright 2006 General Motors Corp.

717

DP 8000 SERIES SERVICE MANUAL


17. Install retainer plate 38, smaller diameter
first, against the shims. Install lockplate 39
and two bolts 40 into turbine shaft 27. Tighten
the bolts to 83100 lb ft (113135 Nm). Bend
the ends of lockplate 39 against the bolt heads.

21. Lower converter housing assembly 11 onto


wood blocks, rotor side down, blocking it high
enough that the studs in the rear of the housing
clear the work table. Install gasket 22 (Foldout
10,B) onto input bearing retainer assembly 3
(Foldout 11,B).

18. Install sealrings 29, 30, and 35 (Foldout 10,B)


onto the shaft and rotor.

22. Attach the lifting sling to the front of the


converter housing and lower it onto the
transmission, aligning the dowel pins with the
holes in the front bearing retainer. Rotate the
rotor to align the rotor splines with the splines
on the transmission main shaft.

19. Install the rotor and shaft assembly into the


rear of converter housing 13, aligning the bolt
holes in bearing retainer 32 with the bolt holes
in ground sleeve 23.
20. For later models, install six self-locking
bolts 54 (Foldout 10,B) through the front side
of converter housing 13, through converter ground
sleeve 23 and into retainer 32 (Figure 746). For
earlier models, install six self-locking bolts 34
through bearing retainer 32 into converter ground
sleeve 23 and converter housing 13 through
access holes in retarder rotor 33 (Figure 747).
For transmissions before S/N 3257, tighten
bolts 54 (Foldout 10,B) to 81 lb ft max (110 Nm).
For models after S/N 3256, tighten bolts 54 to
8197 lb ft (110131 Nm). Tighten all bolts 34 to
8197 lb ft (110131 Nm).

23. Install sump return tube 26 (Foldout 13,B) into


the transmission housing and install one
bolt 24 and lockwasher 25 and one bolt 28 and
lockwasher 27 into the transmission housing
(Figure 748).
24. Install the remaining eleven bolts 28 (Foldout
13,B) and lockwashers 27, and five nuts 15
and lockwashers 14 to attach the converter
housing to the transmission. Install one bolt 50
(Foldout 10,B) and lockwasher 49 from the
front side of converter housing 13 (Figure 5
10, callout A). Tighten the bolts and nuts,
including the two installed in Step (23) to
6780 lb ft (91108 Nm).

SLING
POWER TAKEOFF
MOUNTING PAD

TORQUE CONVERTER
HOUSING

ROTOR
RETAINER
PLATE
RETARDER
ROTOR
(EARIER
MODELS)

BOLT (6), 12-13 x 3 in.

ACCESSORY DRIVE COVER


VH04282.00.00

Figure 746. Installing Retarder Rotor Retainer Bolts


(Later Models)

718

BOLT
(6)
VH08264.00.00

Figure 747. Installing Retarder Rotor Retainer Bolts


(Earlier Models)

Copyright 2006 General Motors Corp.

ASSEMBLY OF TRANSMISSION
25. Install oil strainer assembly 8 and gasket 6
(Foldout 20,A) into the oil pan (Figure 749).
Attach the strainer with six bolts 9 and
lockwashers 14. Tighten the bolts to 2632 lb ft
(3540 Nm).

27. Chill, for approximately one hour, the


following two idler gear spindles (same part
number):

26. Install the oil pan gasket onto the transmission


housing (Figure 750). Install two headless
guide pins J 24315-1 into the transmission
housing and install the oil pan. Secure the oil
pan with twenty-four 38-16 x 118 inch bolts 26
(Foldout 20,A) and lockwashers 27, and four
38-16 x 5 inch bolts 24 and lockwashers 25.
Tighten the bolts to 2632 lb ft (3643 Nm).

Idler gear spindle 3 (Foldout 9,A) for


power takeoff idler gear.

Idler gear spindles 3 (Foldout 10,B) for oil


pump idler gear 4

28. Install a 12-13 x 5 inch headless guide bolt into


the oil pump idler gear spindle hole. Using a
glove, install the oil pump idler gear and
bearing assembly, retaining ring down, into the
converter housing, and install a chilled spindle
through the gear (Figure 751).
GUIDE PINS J 24315-1
OIL PAN

BOLT, 12-13 x 314 in.


BOLT, 12-13 x 3 in.
SUMP RETURN
TUBE

MAIN
HOUSING
TORQUE
CONVERTER
HOUSING
BOLTS (4)
GASKET

VH03978.00.00

VH08339.00.00

Figure 750. Installing Oil Pan Assembly


Figure 748. View of Sump Return Tube

STRAINER SHIELD
SPINDLE

OIL PAN

OIL PUMP
DRIVER IDLER
GEAR

GASKET
OIL STRAINER ASSEMBLY

VH04283.00.00
VH08525.00.00

Figure 751. Installing Oil Pump Idler Gear Spindle


Figure 749. Installing Oil Strainer

Copyright 2006 General Motors Corp.

719

DP 8000 SERIES SERVICE MANUAL


29. Remove the headless guide bolt and secure the
oil pump idler gear spindle 3 with a
12-13 x 334 inch bolt 1 and lockwasher 2
(Figure 752; Foldout 10,B). Tighten the bolt
to 6780 lb ft (91108 Nm).
30. Install a 12-13 x 5 inch headless guide bolt into
the PTO gear spindle hole.
31. Using a glove, install the power takeoff gear
and bearing assembly, retaining ring down,
into the converter housing and install the
chilled spindle through the gear.

3. Install the splined stator backplate, flat side up,


and stator race, flat side down (Figure 755).
4. Install bronze thrust washer 20 (Foldout 8,B).
5. Using stator assembly tool J 29853 or the ring
of steel stock that was used for the stator
subassembly (Figure 618) and holding the
remaining free roller with the thumb, install the
stator assembly onto the race (Figure 756).
TORQUE CONVERTER PUMP
INNER RACE
CAGE

32. Remove the headless guide bolt and attach the


power takeoff gear spindle with a
12-13 x 334 inch bolt 1 (Foldout 9,A) and
lockwasher 2. Tighten the bolt to 6780 lb ft
(91108 Nm).
33. Install the sealring onto the converter ground
sleeve (Figure 752).
i. Installing Torque Converter Components
1. Place the torque converter pump assembly on
the work table and block one-half of the bearing inner race into position (Figure 753). Install the bearing cage and balls into the pump.
Use enough oil-soluble grease to retain the
balls. Install the remaining half of the bearing
race and secure the two races with the bearing
assembly ring installed into grooves in the
bearing bore (Figure 754).

VH08340.00.00

Figure 753. Installing Converter Pump Bearing

TORQUE CONVERTER
PUMP ASSEMBLY

2. Install the torque converter pump assembly


into the converter housing (Figure 754).
SPINDLE
BALL
BEARING

POWER TAKEOFF GEAR


SPINDLE BOLT,
12-13 x 334 in.

GUIDE BOLT
OIL PUMP
DRIVER
IDLER GEAR

POWER
TAKEOFF
GEAR

BALL
BEARING

SEALRING
VH04284.00.00
VH03995.00.00

Figure 752. Installing Power Takeoff Gear Guide Bolt

720

OIL PUMP
DRIVER IDLER
GEAR

SPINDLE
BOLT AND
LOCKWASHER

Figure 754. Installing Converter Pump Assembly

Copyright 2006 General Motors Corp.

ASSEMBLY OF TRANSMISSION
STATOR RACE

STATOR BACKPLATE
SPANNER
WRENCH
J 22158-15

TORQUE CONVERTER
STATOR ASSEMBLY

VH04285.00.00
VH08341.00.00

Figure 758. Installing Locknut


Figure 755. Installing Stator Race
TORQUE CONVERTER TURBINE
TORQUE CONVERTER PUMP
TORQUE CONVERTER
STATOR ASSEMBLY
STATOR ASSEMBLY
TOOL J 29853

VH08342.00.00

VH03993.00.00

Figure 759. Installing Turbine Assembly


Figure 756. Installing Stator Assembly

THRUST WASHER

STATOR

6. Install bronze thrust washer 8 (Figure 757)


and locknut 21 (Foldout 8,B).
7. Using spanner wrench, J 22158-15, tighten the
locknut to 275325 lb ft (372440 Nm)
(Figure 758). Stake the nut in one place, using
tool J 23559.
8. If removed, install internal retaining ring 6
(Foldout 8,B) onto the inner hub of the
turbine 7. Install the turbine assembly into the
converter (Figure 759)

VH00812.00.01

Figure 757. Installing Bronze Thrust Washer

9. Heat the bearing inner race 3 and install it onto


the shaft and secure the race with the retaining
ring 5 (Figure 760).

Copyright 2006 General Motors Corp.

721

DP 8000 SERIES SERVICE MANUAL


LOCKUP CLUTCH BACKPLATE
RETAINING RING

TORQUE CONVERTER
DRIVE HOUSING

SEALRING
BACKPLATE

BEARING
INNER
RACE

LOCKUP CLUTCH
PISTON
CLUTCH
BACKPLATE

GUIDE PIN (2)


J 24315-2
SLOT SEALRING

VH08753.00.00
VH08513.00.00

Figure 760. Installing Lockup Clutch Piston Assembly


on Clutch Backplate

j. Installing Input Drive, Input Pressure


Pump, Scavenge Oil Pump

Figure 761. View of Converter Drive Housing


Guide Bolts

3. Install the lockup clutch piston assembly onto


the clutch backplate, with the slots in the
piston aligned with bolt holes in the converter
pump (Figure 761).

1. On the DP 8861 model, install the lockup clutch


backplate onto the converter pump, aligning the
bolt holes (Figure 760). Install the internalsplined lockup clutch plate. Install the sealring
onto the end of the turbine shaft. Refer to Paragraph 413. Install sealring 3 and expander 4
(Foldout 8,A) onto lockup-clutch piston 5.
2. On all DP 8000 and M/S 8610 models:
Using TC1000 torque converter, install
lockup-clutch backplate 19 (Foldout 8,A)
onto the converter pump, aligning the bolt
holes. Beginning with internal-splined
clutch plate 15, alternately install three
internal-splined clutch plates 15 and two
external-splined clutch plates 16 beginning
with clutch plate 15.
Using TC800 torque converter, install
lockup-clutch plate 18 onto the converter
pump, aligning the bolt holes. Beginning
with internal-splined clutch plate 15,
alternately install two internal-splined clutch
plates 15 and one external-splined clutch
plate 16 beginning with clutch plate 15.

6. Lower the converter drive housing, aligning the


guide bolts with the converter pump bolt holes
(Figure 762). Align the dowel pins in the
housing with the slots in the piston. Remove
the guide bolts through the power takeoff
opening. If removed, install twenty-four
bolts 22 (Foldout 7,A) and flat washers 21.
Tighten bolts 22 to 4149 lb ft (5666 Nm).

NOTE:
Locate the slots in reference to the bolt holes, and
carefully center the piston.

8. If the oil seal was removed from the


transmission front cover, press a new seal into
the front of the cover with the spring-loaded lip
facing in (Figure 764). The outer edge of the
seal shell must clear the chamfer in the bore.

722

4. For direct-mount models, go to Paragraph 75b(2).


5. Attach the fabricated lifting nut to the
converter drive housing and raise the housing.
Install two 38-24 headless guide pins
J 24315-2 into the housing (Figure 761).

7. Install thirty-six 38-24 x 212 inch self-locking


bolts and flat washers that secure the converter
drive housing to the converter pump (Figure
763). Tighten four bolts at 90 degree increments
to 10 lb ft (14 Nm). Then, tighten all thirty-six
bolts evenly to 4149 lb ft (5666 Nm).

Copyright 2006 General Motors Corp.

ASSEMBLY OF TRANSMISSION
Attach the lifting sling to the front cover and
lower it onto the converter housing (gasket in
place), aligning the bolt holes.
9. Install sixteen bolts 5 (Foldout 7,A), nuts 13,
and lockwashers 12 that attach the front cover
to the converter housing. Tighten the nuts to
83100 lb ft (113135 Nm).

13. Install the gasket and the input pressure and


scavenge oil pump assembly onto the converter
housing (Figure 765). Secure the pump with
nine bolts 1 (Foldout 10,A) and lockwashers 2.
Tighten the bolts to 2632 lb ft (3643 Nm).

TORQUE
CONVERTER
DRIVE HOUSING
ASSEMBLY

CAUTION:

BOLT (36), 38-24 x 212 in.


TORQUE
CONVERTER
HOUSING

The flange is very hot when removed from the


oven and during the installation procedure. Use
extreme care when handling the heated flange.
Always use hand protection such as heavy gloves.

10. If necessary, heat flange 3 to 250F (121C) for


one hour before installation (refer to Paragraph
417b). Install the flange, flange retainer
plate 2 (Foldout 7,A) and nut 1. Use a 318 inch
socket and tighten the nut to 7001000 lb ft
(9491355 Nm).

PTO OPENING

11. For dropbox models, go to Paragraph 74b(33).


12. Install the input pressure and scavenge oil
pump coupling into the pump drive gear with
the external splines down (Figure 765).

VH03985.00.00

Figure 763. Installing Converter Drive Housing Bolts

FRONT COVER

LIFTING NUT
TORQUE CONVERTER
DRIVE HOUSING
ASSEMBLY

BOLT (26),
38-24 x 334 in.

GASKET
GUIDE BOLT (2)

TORQUE
CONVERTER
HOUSING

LOCKUP CLUTCH
BACKPLATE

SPACE FOR
DOWEL PIN

LOCKUP CLUTCH
PLATES

VH04286.00.00

VH03984.00.00

Figure 764. Installing Transmission Front Cover

Figure 762. Installing Converter Drive Housing Cover

Copyright 2006 General Motors Corp.

723

DP 8000 SERIES SERVICE MANUAL


14. Be sure new O-rings are in place. Using a
112 inch wrench, tighten the oil scavenge tube
connectors. Using a 11116 inch wrench, tighten
the converter-in connectors (Figure 765)
sufficiently to prevent leakage.
15. Install power takeoff cover gasket 10 (Foldout
9,A), PTO cover 9, and eight bolts 7 and
lockwashers 8. Tighten the bolts to 4250 lb ft
(5767 Nm).
k. Installing Retarder Control Valve,
Lockup Shift Valve
1. Using a heavy chain with a hook on each end,
wrap the chain around the front flange of the
converter housing and form a loop that goes
across the front of the transmission. Make sure
the chain does not interfere with the oil scavenge tube or the converter-in tube.
2. Raise the transmission and remove the center
support leg. Complete the installation of the
two 58-11 x 212 inch bolts and lockwashers
that were partially installed. Tighten the bolts
to 117140 lb ft (159189 Nm).

BOLT (9), 38-16 x 5 in.


AND LOCKWASHER (9)
(OUTER BOLT CIRCLE)
MAIN AND
SCAVENGE
PUMP
ASSEMBLY

3. Lower the transmission onto wood blocks and


remove the side support legs from the rear
mounting pads.
4. Install the gasket and two 38-16 headless guide
pins J 24315-1 on the left front side of the
converter housing (Figure 766). Install the
hydraulic retarder control valve assembly.
5. Remove the guide bolts and secure the valve
with eleven 38-16 x 4 inch bolts 17
(Foldout 9,A) and lockwashers 16. Tighten the
bolts to 2632 lb ft (3643 Nm).
6. For some models, gasket 1 (Foldout 9,B) and
lockup trimmer valve assembly 2 must be
installed before Steps (7) and (8). Two bolts 35
and seven bolts 33 are required to attach these
valve bodies. Tighten the bolts to 2632 lb ft
(3643 Nm). Gaskets 1 and 13 are not
interchangeable.
7. Install the lockup clutch control valve gasket
and two guide pins J 24315-1 onto the right
side of the converter housing (Figure 767).
8. Install the valve assembly and secure it with
seven 38-16 x 234 inch bolts 32 (Foldout 9,B),
two 38-16 x 118 inch bolts 34 and seven
lockwashers 31 and 36. Tighten the bolts to
2632 lb ft (3643 Nm).

BOLT (16), 12-20 x 212 in.

GUIDE PIN (2)

FRONT COVER

HYDRAULIC RETARDER
CONTROL VALVE

LOCKWASHER (16)
AND NUT (16)

GASKET

WOOD
BLOCKS (2)
4 x 4 in.

TRANSFER TUBE
ASSEMBLIES
GASKET

VH03983.00.00

VH08343.00.00

Figure 765. Installing Input Pressure and Scavenge Oil


Pump Assembly

724

Figure 766. Installing Hydraulic Retarder Control


Valve Assembly

Copyright 2006 General Motors Corp.

ASSEMBLY OF TRANSMISSION
l. Installing Control Valve
ComponentsManual-Hydraulic
1. Install three oil jumper tubes and hoses into the
control valve assembly mounting pad
(Figure 768). On earlier models, if the jumper
tubes do not fit tightly, squeeze the larger OD
end of them slightly out-of-round to ensure a
tight metal-to-metal fit.
2. Install the oil transfer plate gasket and two
38-16 headless guide pins J 24315-1 onto the
transmission housing (Figure 769). Install the
oil transfer plate.
3. Install four bolts 11 (Foldout 21,A) and
lockwashers 10 into the holes marked G
(Figure 771). Tighten the bolts to 2632 lb ft
(3643 Nm).
GUIDE PINS J 24315-1
LOCKUP CLUTCH
CONTROL VALVE
ASSEMBLY

4. Install the gasket onto the oil transfer plate


(Figure 769). Attach the lifting sling to the
control valve assembly and install the valve
assembly onto the transmission. Secure the valve
assembly with twenty 38-16 x 312 inch bolts 89
(Foldout 21,A), seven 38-16 x 234 inch bolts 91
and twenty-seven copper washers 88 and 90.
Tighten the bolts to 2632 lb ft (3643 Nm).
m. Installing Control Valve Body
ComponentsElectric-Shift
1. Install three oil jumper tubes and hoses into the
control valve assembly mounting pad
(Figure 768). On earlier models, if the jumper
tubes do not fit tightly, squeeze the larger OD
end of them slightly out-of-round to ensure a
tight metal-to-metal fit.
2. Install two 38-16 x 6 inch headless guide pins
J 24315-1 into the holes at the front and rear of
the valve body mounting pad on the
transmission housing (Figure 769).
3. Install the oil transfer plate gasket onto the
guide pins.
4. Install the oil transfer plate and attach it with three
38-16 x 114 inch patchlock bolts and flat washers
inserting them into holes marked G (Figure 771).
Tighten bolts to 2632 lb ft (3643 Nm).

GASKET
VH08344.00.00

GUIDE PINS (2)


J 24315-1

Figure 767. Installing Lockup Clutch Control


Valve Assembly

OIL TRANSFER
PLATE
JUMPER TUBE AND HOSE (3)

GASKET
VH00799.00.00

Figure 768. Jumper Tube and Hose Locations

VH08345.00.00

Figure 769. Installing Oil Transfer Plate

Copyright 2006 General Motors Corp.

725

DP 8000 SERIES SERVICE MANUAL


washers at F (Figure 771). Tighten bolts to
3643 lb ft (4958 Nm).

GUIDE PINS (2)


J 24315-1

6. Install gasket O, separator plate N, and


gasket M.
NOTE:
Do not interchange gaskets M and O. Each gasket is
marked for location. Gasket O is installed against
transfer plate P. Then plate N is installed, followed
by gasket M. See the current Parts Catalog
PC1249EN.
GASKET
VALVE ASSEMBLY

7. Install the main valve body assembly (Figure


770).

VH08514.00.00

8. Install two 38-16 headless guide pins


J 24315-1 into the two holes marked R
(Figure 771) at the top of the pad onto which
valve body H mounts.

Figure 770. Installing Control Valve Assembly

5. Through the oil transfer plate, install two


38-16 x 114 inch self-locking bolts and flat
A

B
BOLT, 38-16 x 5 in. (2 MARKED E)
2632 lb ft (3643 Nm) TORQUE

BOLT, 38 -16 x 114 in. in Patchlock (3 MARKED G)


2632 lb ft (3643 Nm) TORQUE
8-PIN CONNECTOR
2-PIN CONNECTOR
COPPER WASHER, 38 in. (4)

FLAT WASHER,
38 in. (3)

GASKET Q
OIL TRANSFER
PLATE P

COPPER WASHER, 38 in. (2)

BOLT, 38-16 x 414 in.


(4 MARKED C)
2632 lb ft
(3643 Nm)
TORQUE
BOLT
COPPER WASHER (2)
(2 MARKED R)

G
G
C

VALVE BODY H

GASKET I

OIL TRANSFR
PLATE J

GASKET M

F
B

VALVE BODY L
BOLT
COPPER WASHER (1)
(1 MARKED S)
COPPER WASHER, 38 in. (8)

S
D

COPPER WASHER, 38 in. (9)


BOLT, 38-16 x 3 in. (9 MARKED B)
2632 lb ft (3643 Nm) TORQUE

Figure 771. Valve Body Components and Mount Bolts

Copyright 2006 General Motors Corp.

COPPER WASHER, 38 in. (11)

726

BOLT, 38-16 x 16 in. (8 MARKED D)


2632 lb ft (3643 Nm) TORQUE
SEPARATOR
PLATE N

GASKET K
BOLT,
38-16 x 114 in.
(2 MARKED F)
2632 lb ft
(3643 Nm)
TORQUE

GASKET O

FLAT WASHER,
38 in. (2)

BOLT, 38-16 x 3 in.


(11 MARKED A)
2632 lb ft
(3643 Nm)
TORQUE
V08281.00.01

ASSEMBLY OF TRANSMISSION
9. Install gasket I and valve body H onto the
guide pins.
10. Install the following bolts, all with copper
washers:
Four 38-16 x 414 inch, marked C
Eight 38-16 x 6 inch, marked D

(some models, two 716-14 x 134 inch bolts 49


and lockwashers 50), and two 716-14 x 412 inch
bolts 47 and flat washers 48 (some models,
three 716-14 x 412 inch bolts 47 and
lockwashers 48). Tighten standard bolts 49 and
47 to 4250 lb ft (5767 Nm). Tighten selflocking bolts to 5465 lb ft (7488 Nm).

Two 38-16 x 5 inch, marked E


Eleven 38-16 x 3 inch, marked A
(remove 4 inch guide bolts for two)
One 38-16 x 3 inch, marked S

MAIN-PRESSURE
REGULATOR
VALVE
GASKET

SPLIT
FLANGE

Two 38-16 x 3 inch, marked R


(remove 2 guide bolts for these two)
Nine 38-16 x 3-34 inch, marked B
(remove 2 guide bolts for these two)
11. Tighten all bolts installed in Step (10) to
2632 lb ft (3643 Nm).
n. Installing Main-Pressure Tube,
Main-Pressure Regulator Valve
1. Install the main-pressure tube assembly onto
the converter housing with a sealring on each
end of the tube. Secure the tube with two
split flanges and four 716-14 x 114 inch bolts
and lockwashers at each end of the tube
(Figure 772). Before final tightening of the
bolts at either end, be sure the flanges are
seated by shaking the hose to allow it to
assume a position free of binding or twisting
while the bolts are finger tight. Tighten the
bolts to 4250 lb ft (5767 Nm).

MAIN PRESSURE TUBE

VH03968.00.00

Figure 772. Installing Main-Pressure Regulator


Valve Assembly

2. Install gasket 23 (Foldout 20,B) and mainpressure regulator valve assembly 15 onto the
converter housing (Figure 773). Secure the
valve assembly with two 716-14 x 312 inch
bolts 10 and lockwashers 11. Tighten the bolts
to 4250 lb ft (5767 Nm).

FILTER BASE
GASKET

3. Install gasket 9 (Foldout 20,B) and filter base


assembly 24 onto main-pressure regulator valve
15 (Figure 774). Secure the filter base with
five 716-16 x 7 inch bolts 2, two 716-14 x 412
inch bolts 4, and seven lockwashers 3 and 5.
Tighten the bolts to 4250 lb ft (5767 Nm).
4. For high efficiency filters, install filter
assembly 51 (Foldout 28,A) onto main-pressure
regulator valve assembly 11 (Figure 774).
Attach the filter assembly with three
716-14 x 312 inch bolts 49 and flat washers 50

MAIN-PRESSURE
REGULATOR VALVE

V08717.00.00

Figure 773. Installing Oil Filter Base Assembly

Copyright 2006 General Motors Corp.

727

DP 8000 SERIES SERVICE MANUAL


HIGH-EFFICIENCY
FILTERS

BOLT AND FLAT


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

assembly 14 and position it over the


transmission (Figure 725).
3. Lower the transmission rear cover, aligning the
dowel pin hole in the housing with the dowel
pin in the first- and second-range piston
housing (Figure 725).

FILTER
BASE
DRAIN
PLUG (2)

GASKET
MAIN-PRESSURE
REGULATOR
VALVE BODY

BOLT AND
FLAT WASHER (3),
7 16-14 x 31 2 in.
VH00792.00.02

Figure 774. Filter Assembly (Later Models)

o. Output
Flange
Runout
Measurement.
Excessive output flange runout will have a detrimental
effect on the transmission rear components. Measure
the runout after final assembly. The reading taken at
the pilot diameter of the flange should not exceed
0.010 inch (0.25 mm). Refer to Paragraph 632c.

74. TRANSMISSION ASSEMBLY


REMOTE-MOUNT MODEL
WITH DROPBOX
a. Model Variation. The assembly of the remotemount model with dropbox is the same as in
Paragraph 73 with the following exceptions.
NOTE:
Although the illustrations do not show the dropbox
configuration in reference instances, the assembly
procedures will be identical except where
differences are noted.
b. Assembly
1. First, follow the assembly as given in Paragraphs 73a(1) through 73e(17). Although
the cover (Figure 724) is not the dropbox
cover, the procedures will be the same.
2. Install gasket 1 (Foldout 19,A) onto the
transmission rear cover mounting face. Attach
a lifting sling to transmission rear cover
728

4. Using enough oil-soluble grease to retain the


keys, install 4.75 inch (120.6 mm) keys 6 and 7
(Foldout 17,A) into the keyways in the
transmission rear cover (Figure 726).
Continue lowering the transmission until the
keys enter the keyways in the first- and reverserange clutch anchor.
5. Secure the transmission rear cover with
twenty-seven 58-11 x 212 inch bolts 18
(Foldout 13,B) and lockwashers 19. Tighten
the bolts to 117140 lb ft (159189 Nm).
6. If bearing 11 (Foldout 18,B) was removed,
press the bearing onto speedometer drive
gear 10.
7. Install the speedometer drive gear and bearing
onto the output shaft (Figure 727).
8. If seal 12 (Foldout 18,B) was removed, press a
new seal, spring-loaded lip last, into
retainer 14. Seat it lightly against the shoulder
of the retainer.
9. Install the gasket and bearing retainer onto the
transmission rear cover (Figure 728).
10. Secure
the
retainer
with
twelve
58-11 x 134 inch
bolts and lockwashers
(Figure 729). Tighten the bolts to 117140 lb ft
(159189 Nm).
NOTE:
Do not install flange on models with parking brake
at this time. Refer to Paragraph 76.
11. Coat the threads of the output shaft with
molybdenum disulfide grease and install the
output flange (refer to Paragraph 417b),
flange retainer plate, and the self-locking
flange nut (Figure 729). Tighten the nut to
7001000 lb ft (9491355 Nm).
12. Install the speedometer drive assembly and
gasket (Figure 729). Secure the assembly

Copyright 2006 General Motors Corp.

ASSEMBLY OF TRANSMISSION
with two 516-18 x 78 inch bolts and
lockwashers. Tighten the bolts to 1316 lb ft
(1821 Nm).
13. Position the transmission on the rear of the rear
cover so that the converter end of the
transmission is facing upward. While the
transmission is horizontal, install the retaining
ring onto the splitter output shaft. Now, follow
Paragraph 73g(4) through (20).
14. Install items 26 through 32 (Foldout 11,A) and
52 through 66 into converter housing
assembly 7. Follow procedures as outlined in
Paragraph 73h(1) through (6).
15. Install turbine shaft sleeve 41 (Foldout 11,A),
small diameter first, onto turbine shaft 38.
Install bearing 42 and retainer 43 onto the front
side of rotor 44.
16. Press the rotor assembly onto the rear of
turbine shaft 38, making sure it is firmly seated
against sleeve 41. Install retaining ring 50 into
its groove inside the hub of rotor 44.
17. Install rotor hub retainer plate 48, smaller
diameter first, into the hub of retarder rotor 44.
Install two retainer bolts 46 and tighten them to
10 lb ft (14 Nm). This will seat the parts.

CAUTION:
Do not allow the remaining parts to shift
position.
18. Follow steps in Paragraph 73h(12) through
(16) to determine the thickness of shims
(Figure 746) required between the retainer
plate and the turbine shaft.
NOTE:
Shims are available in 0.025 and 0.005 inch
(0.63 and 0.12 mm) thicknesses.
19. Install shims 49 (Foldout 11,A) onto turbine
shaft 38.
20. Install retainer plate 48, smaller diameter first,
against the shims. Install lockplate 47 and two
12-20 x 114 inch bolts 46 into shaft 38. Tighten
the bolts to 83100 lb ft (113135 Nm). Bend
the ends of lockplate 47 against the bolt heads.

21. Install Teflon sealrings 39, 40, and 51 onto


the shaft and rotor.
22. Install the rotor and shaft assembly into the
rear of the converter housing, aligning the bolt
holes in the bearing retainer with those in the
ground sleeve.
23. Install six 12-13 x 3 inch self-locking bolts 73
(Foldout 11,A) (later models) through the front
side of converter housing 8 through ground
sleeve 34 and into retainer 43. Or, install six
12-13 x 2 inch self-locking bolts 45 (earlier
models) through the bearing retainer, into the
ground sleeve and converter housing through
access holes in the retarder rotor (Figure 746).
Tighten either bolts 45 or 73 to 8197 lb ft
(110131 Nm).
24. Install gasket 33 (Foldout 11,A) onto input
bearing retainer assembly 3 (Foldout 11,B).
25. Attach the lifting sling to the front of converter
housing assembly 7 (Foldout 11,A) and lower
it into place onto the input bearing retainer. Be
sure to align the dowels in their holes. Rotate
the rotor to align the rotor splines with the
transmission main shaft splines.
26. Install five nuts 15 (Foldout 13,B) and
lockwashers 14. Tighten the nuts to 6780 lb ft
(91108 Nm). Install twelve lockwashers 27
and twelve 12-13 x 3 inch bolts 28 (one from
front side). Install sump return tube 29 and
bolt 30. Install 12-13 x 3 inch bolt 24 and
lockwasher 25. Tighten the bolts to 6780 lb ft
(91108 Nm).
27. Install gasket 17 (Foldout 20,A) and oil drain
cover 18 onto main housing assembly 7 (Foldout 13,B). Install twenty-eight 38-16 x 78 inch
bolts 23 (Foldout 20,A) and lockwashers 22.
Tighten the bolts to 2632 lb ft (3643 Nm).
Install hose clamps 19 and 21 and drain
hose 20.
28. If removed install shims 17, 18, and 19
(Foldout 19,A) that were removed at
disassembly. Install two 34-10 x 134 inch
bolts 15 and two lockwashers 16. Tighten the
bolts to 180210 lb ft (244284 Nm). Install
elbow fitting 2, hose 3, and elbow fitting 4.
29. Chill power takeoff idler gear spindle 3
(Foldout 9,A) in dry ice for one hour. Install a

Copyright 2006 General Motors Corp.

729

DP 8000 SERIES SERVICE MANUAL


headless guide bolt into the spindle hole (see
Figure 752). Install PTO idler gear 4 (Foldout
9,A), bearing 5, and retaining ring 6 (with
retaining ring down). Using a glove, install the
chilled spindle through the bearing. Secure the
idler gear with bolt 1 and lockwasher 2.
30. Chill spindles 3 and 70 (Foldout 11,A) in dry
ice for one hour. Install a headless guide bolt in
each of the two spindle holes in converter
housing assembly 7. Assemble gear 4,
bearing 5, and retaining ring 6, and retaining
ring 67, bearing 68, and gear 69. Install the two
idler gears, retaining rings down, and, using a
glove, install a chilled spindle through each
bearing in the gear. Secure the gears with
12-13 x 334 inch bolts 1 and 72 and lockwashers 2 and 71. Tighten the bolts to 6780 lb ft
(91108 Nm).
31. Install the sealring onto the converter ground
sleeve (see Figure 752).
32. Next, install the torque converter and input
components by following procedures in
Paragraph 73i and j(1) through (11).
33. Install coupling 39 (Foldout 10,A) and
retaining ring 40 into the pump drive gear,
longer splines first. Install gasket 37. Install the
input pressure and scavenge oil pump
assembly (Figure 765). Secure the pump with
nine 38-16 x 5 inch bolts 1 and lockwashers 2
(Foldout 10,A). Tighten the bolts to 2632 lb ft
(3643 Nm).
34. Install items 3 through 15 (Foldout 10,A).
Install items 41 through 47. Install items 53
through 63 and 65 through 69.
35. Install gasket 10 (Foldout 9,A), PTO cover 9,
eight 716-14 x 78 inch bolts 7 and
lockwashers 8. Tighten the bolts to 4250 lb ft
(5767 Nm).
36. Install the retarder control valve and the lockup
shift valve assemblies by following the
procedures in Paragraphs 73k(4) through (8).
37. Install the main control valve body assembly
by following either the procedures in
Paragraph 73l or 73m.
38. Install the additional parts onto the
transmission by following the procedures in
Paragraph 73n.
730

75. TRANSMISSION ASSEMBLY


DIRECT MOUNT MODEL
a. Model Variation. The assembly of the directmount model is the same as described in Paragraph 73
except for the installation of the flywheel. The flexplate assembly is removed, rebuilt, and installed as
outlined in Paragraph 630.
b. Installing Flywheel
1. Follow the assembly procedures in Paragraphs
73a(1) through 73j(4).
2. On the DP 8861 model, install sealring 1 and
expander 2 (Foldout 8,A) onto the inner hub of
flywheel 12 (Foldout 7,B). Refer to
Paragraph 418.
3. On the DP 8961 model, install seals 8 and 10
(Foldout 8,A) and expanders 9 and 11 onto the
inner hubs of flywheel 18 (Foldout 7,B). Refer
to Paragraph 418.
4. Attach the lifting sling to the front of
flywheel 12 or 18 and raise it. Install two
headless guide bolts into the rear side of the
flywheel.
5. Lower the flywheel, aligning the guide bolts
with the converter pump bolt holes. Remove
the guide bolts through the power takeoff
opening. If removed, install twenty-four
38-24 x 334 inch bolts 23 (Foldout 7,B) and
flat washers 22. Tighten bolts 23 to 4149 lb ft
(5666 Nm).
6. Install thirty-six 38-24 x 212 inch self-locking
bolts 30 (Foldout 8,B) and flat washers 29 that
secure the flywheel to the converter pump
(Figure 763). Tighten the bolts to 4149 lb ft
(5666 Nm).
7. Complete the transmission assembly beginning
with Paragraph 73j(12) and ending with 73o.

76. TRANSMISSION ASSEMBLY


PARKING BRAKE MODEL
a. Model Variation. The assembly of the parking
brake model is the same as described in Paragraphs 73,
74, or 75 except for the installation of the parking
brake.

Copyright 2006 General Motors Corp.

ASSEMBLY OF TRANSMISSION
b. Installing Parking Brake
1. Apply sealant with Teflon, or equivalent, onto
the threads of magnetic pickup plug 29 (Foldout 18,B). Thread the pickup plug into the
58-18 tapped hole in the transmission rear
cover (Figure 775) until the end contacts the
tip of the gear tooth. Then back it out 34 of a
turn. Hold the pickup plug and tighten the
locknut to 1316 lb ft (1821 Nm). Be sure
the output shaft will rotate without interference
between the pickup gear and the magnetic
pickup. On electric-shift models, install the
magnetic pickup guard 32 (Foldout 18,B) so that
it covers the magnetic pickup (Figure 775).
2. Install the speedometer drive assembly and
gasket (Figure 775). Secure the assembly
with two 516-18 x 78 inch bolts and
lockwashers. Tighten the bolts to 1316 lb ft
(1821 Nm).
3. If seal 12 (Foldout 18,B) was removed, press a
new seal, spring-loaded lip last, into
retainer 14.
4. Install gasket 13 and bearing retainer 14 onto
the transmission rear cover. Secure the retainer
with twelve 58-11 x 134 inch bolts 16 and
lockwashers 15. (Automatic-electric models
use two 58-11 x 178 inch bolts 34 and
lockwashers 33 and ten 58-11 x 134 inch
bolts 16 and lockwashers 15.) Tighten the bolts
to 164192 lb ft (159189 Nm).

5. Install the parking brake assembly (Figure 776).


Secure it with four 112-20 x 178 inch bolts 39
(Foldout 19,B), six 12-20 x 112 inch bolts 41,
ten flat washers 40, ten flat washers 3, ten
lockwashers 2 and ten nuts 1. Tighten the nuts
to 83100 lb ft (113135 Nm).
6. Install output flange 42 (refer to Paragraph 417b)
and flange retainer plate 45. Grease the output
shaft threads with molybdenum disulfide grease
and install self-locking nut 46. Tighten the nut to
7001000 lb ft (9491355 Nm).
7. Be sure that links 50 and 52 (Foldout 19,B) or
31 and 37 are properly seated in the brake shoe
web. The brake actuating lever should be in a
position to have enough play to assure drum
clearance when the drum is installed.
8. Install brake drum 43 on the output flange
and secure it with eight 34-16 x 112 inch
self-locking bolts 44. Tighten the bolts to
337385 lb ft (456521 Nm).
9. For parking brake adjustments, refer to
Paragraph 311.
10. Complete
the
transmission
assembly
continuing with Paragraph 73f(11).

BOLT AND
LOCKWASHER
(10)
MAGNETIC PICKUP
GASKET
SPEEDOMETER DRIVE
COMPONENTS

REAR HOUSING

BRAKE ASSEMBLY
VH03965.00.00
VH03964.00.00

Figure 775. Installing Speedometer Driver Assembly,


Magnetic Pickup, and Magnetic Pickup Guard

Figure 776. Installing Parking Brake Assembly

Copyright 2006 General Motors Corp.

731

DP 8000 SERIES SERVICE MANUAL


NOTES

732

Copyright 2006 General Motors Corp.

Section 8WEAR LIMITS AND SPRING DATA


81.

WEAR LIMITS DATA

a. Maximum Variations. Wear limits information


in this section shows the maximum wear at which
components are expected to function satisfactorily. Table 81 lists the wear limits data and is referenced to
the exploded views (Foldouts 7 through 33) in the
back of this manual.
b. Cleaning, Inspection. Parts must be clean to
permit effective inspection for wear or damage. Refer
to Paragraph 412.
c. Bearings, Bearing Journals, Bores. The application of bearings to any product is based on the
recommendations of the bearing manufacturer and,
therefore, no diametral dimensional deviation should
be permitted in the bearing or mated parts. Bearings
should be carefully checked for signs of distress before reinstalling them into the transmission.
d. Gears. Gears should be inspected for load pattern
and signs of distress. Any distress indicates a possible
future failure and the reuse of such gears should be the
decision of the individual customer, based on
experience. Backlash cannot be used to establish
critical wear of a gear. The backlash tolerances are of
such nature that a gear usually pits, scuffs, scores, or
galls long before the gear wear becomes critical.
e. Splines. Unless severe, spline wear is not
considered detrimental except where it affects
tightness of an assembly such as driveline flanges.
Backlash cannot be used to establish critical wear
because both mating parts must be concentrically
located to obtain accurate measurement of backlash.

f. Hook-Type Sealrings. Sides of the sealring


should be smooth with maximum wear of 0.005 inch
(0.13 mm). The sides of the groove into which the
sealrings fit should be smooth (50 microinch
(127 micrometers) equivalent), and square with the
axis of rotation within 0.002 inch (0.05 mm). A new
sealring should be installed if grooves are reworked, or
if there is wear on the sealring OD.
g. Other Recommended Parts Replacement.
Refer to Paragraph 410c and to Table 42.

82. SPRING DATA


a. Springs must be clean to permit effective inspection. Springs should be replaced if there are signs of
overheating, wear due to rubbing adjacent parts, or
permanent set. Discard springs which do not meet
load-height specifications.
b. Inspection criterion (load vs. height) and
identification characteristics of the springs are
presented in Table 82. The spring data are keyed to
the exploded views (Foldouts 7 through 33) in the
back of this manual.

NOTE:
When more than one spring part number is listed
for the same location, refer to Parts Catalog
PC1249EN to determine which spring is used in
your specific assembly number.

Copyright 2006 General Motors Corp.

81

DP 8000 SERIES SERVICE MANUAL


Table 81. Wear Limits Chart
Illustration

Foldout 8,A
5, 14
6,15,17

7,18
16

Description

LOCKUP CLUTCH
Piston, maximum face wear
Friction-faced clutch plate:
Thickness, minimum
Cone, maximum
Groove depth, minimum
Backplate, maximum face wear
Steel clutch plate:
Thickness, minimum
Cone, maximum
Minimum clutch plate pack thickness (DP8861, 8961, 8962, 8963,
and M/S 8610 with 800 series converter; measure with 50 lb
minimum preload)

Wear Limit
in.
(mm)

0.010

0.25

0.190
0.012
0.010
0.010

4.83
0.30
0.25
0.25

0.184
0.030

4.67
0.76

0.583

14.81

Foldout 8,B
8,20
10,18
22

TORQUE CONVERTER
Stator thrust washer, minimum thickness
Stator thrust plate, maximum ID
Stator roller race, minimum OD

0.246
4.773
4.749

6.25
121.23
120.62

Foldout 9,A
27

HYDRAULIC RETARDER CONTROL VALVE


Valve, maximum clearance in body 22

0.006

0.15

Foldout 9,B
4
6
19
28

LOCKUP CLUTCH TRIMMER CONTROL VALVES


Trimmer valve, maximum clearance in body 3
Trimmer plug, maximum clearance in body 3
Lockup shift valve, maximum clearance in body 25
Flow valve, maximum clearance in body 25

0.003
0.003
0.004
0.004

0.08
0.08
0.10
0.10

Foldout 10,A
29,31
29,31
30
30

INPUT PRESSURE AND SCAVENGE OIL PUMP (Figure. 48, 49)


Idler gear, maximum end clearance
0.010
Idler gear, maximum diametral clearance
0.012
Drive gear, maximum end clearance
0.010
Drive gear, maximum diametral clearance
0.012

0.25
0.30
0.25
0.30

Foldout 12,A
14
17

SPLITTER-LOW CLUTCH
Piston, maximum face wear
Friction-faced clutch plate:
Thickness, minimum
Cone, maximum
Groove depth, minimum

82

Copyright 2006 General Motors Corp.

0.010

0.25

0.190
0.012
0.010

4.83
0.30
0.25

WEAR LIMITS AND SPRING DATA


Table 81. Wear Limits Chart (contd)
Illustration

Foldout 12,A
18

19
Foldout 12,B
1
7

Description

SPLITTER-LOW CLUTCH (contd)


Steel clutch plate:
Thickness, minimum
Cone, maximum
Minimum clutch pack thickness (measure with 50 lb minimum
preload)
Clutch drum, maximum face wear
SPLITTER-HIGH CLUTCH
Backplate, maximum face wear
Friction-faced clutch plate:
Thickness, minimum
Cone, maximum
Groove depth, minimum
Steel clutch plate:
Thickness, minimum
Cone, maximum
Minimum clutch pack thickness (measure with 50 lb minimum
preload)

Foldout 13,A
2,5
3

SPLITTER PLANETARY
Thrust washer, minimum thickness
Pinion, maximum end play

Foldout 14,A
11
14

HIGH-RANGE CLUTCH
Piston, maximum face wear
Friction-faced clutch plate:
Thickness, minimum
Cone, maximum
Groove depth, minimum
Steel clutch plate:
Thickness, minimum
Cone, maximum
Minimum clutch pack thickness (measure with 50 lb minimum
preload)
Clutch drum, maximum face wear

15

16
Foldout 14,B
6,9
8

INTERMEDIATE-RANGE PLANETARY
Thrust washer, minimum thickness
Pinion, maximum end play

Copyright 2006 General Motors Corp.

in.

Wear Limit
(mm)

0.1076
0.030

2.73
0.76

0.805

20.45

0.010

0.25

0.010

0.25

0.190
0.012
0.010

4.83
0.30
0.25

0.1076
0.030

2.73
0.76

1.256

31.90

0.055
0.055

1.39
1.39

0.010

0.25

0.190
0.012
0.010

4.83
0.30
0.25

0.1076
0.030

2.73
0.76

1.143

29.0

0.010

0.25

0.055
0.055

1.39
1.39

83

DP 8000 SERIES SERVICE MANUAL


Table 81. Wear Limits Chart (contd)
Illustration

17
Foldout 15,A
1

Description

Clutch anchor, maximum face wear


INTERMEDIATE-RANGE CLUTCH
Friction-faced clutch plate:
Thickness, minimum
Cone, maximum
Groove depth, minimum
Steel clutch plate:
Thickness, minimum
Cone, maximum
Minimum clutch pack thickness (measure with 50 lb minimum
preload)
Clutch housing, maximum face wear

Foldout 15,B
5,10
7

SECOND-RANGE PLANETARY
Thrust washer, minimum thickness
Pinion, maximum end play

Foldout 16,A
1

SECOND-RANGE CLUTCH
Friction-faced clutch plate:
Thickness, minimum
Cone, maximum
Groove depth, minimum
Steel clutch plate:
Thickness, minimum
Cone, maximum
Minimum clutch pack thickness (measure with 50 lb minimum
preload)

Foldout 16,B
14
17,21,27,34
18,29

FIRST-RANGE PLANETARY
Thrust washer, minimum thickness
Thrust washer, minimum thickness
Pinion, maximum end play

Foldout 17,A
8

FIRST-RANGE CLUTCH
Steel clutch plate:
Thickness, minimum
Cone, maximum
Friction-faced clutch plate:
Thickness, minimum
Cone, maximum
Groove depth, minimum

84

Copyright 2006 General Motors Corp.

in.

Wear Limit
(mm)

0.020

0.51

0.190
0.012
0.010

4.83
0.30
0.25

0.1076
0.030

2.73
0.76

1.586

40.28

0.010

0.25

0.055
0.055

1.39
1.39

0.190
0.012
0.010

4.83
0.30
0.25

0.1076
0.030

2.73
0.76

2.170

55.12

0.117
0.085
0.055

2.97
2.16
1.39

0.1803
0.030

4.58
0.76

0.190
0.012
0.010

4.83
0.30
0.25

WEAR LIMITS AND SPRING DATA


Table 81. Wear Limits Chart (contd)
Illustration

Description

Minimum clutch pack thickness (measure with 50 lb minimum


preload)
Foldout 17,B
14,17
15

REVERSE-RANGE PLANETARY
Thrust washer, minimum thickness
Pinion, maximum end play

Foldout 18,A
1
3,6

REVERSE-RANGE CLUTCH
Backplate, maximum face wear on either side
Friction-faced clutch plate:
Thickness, minimum
Cone, maximum
Groove depth, minimum
Steel clutch plate:
Thickness, minimum
Cone, maximum
Minimum clutch pack thickness (measure with 50 lb minimum
preload)

4,7

in.

Wear Limit
(mm)

2.282

57.96

0.055
0.055

1.39
1.39

0.010

0.25

0.190
0.012
0.010

4.83
0.30
0.25

0.1803
0.030

4.58
0.76

1.950

49.53

Foldout 18,B
6

TRANSMISSION REAR COVER AND SPEEDOMETER


Bushing, maximum ID

0.377

9.57

Foldout 19,B
43

PARKING BRAKE
Brake drum, maximum wear on surface

0.100

2.54

Foldout 20,B
16

MAIN-PRESSURE REGULATOR VALVE AND OIL FILTERS


Valve, maximum clearance in body 15

0.004

0.10

Foldout 21,A
24,30,31,
43,61,62,
63,64,68,86
25,55,56
85

CONTROL VALVE (MANUAL-HYDRAULIC)


Valve, maximum clearance in body 84

0.003

0.08

Plug, maximum clearance in body 84

0.003

0.08

Foldout 22
28,29,33,
34,37,40,
42,51,54,
58,61,65,
68,74,76,
79
73
111

CONTROL VALVE (ELECTRIC-SHIFT)


Valve, maximum clearance in body 47

0.003

0.08

Plug, maximum clearance in body 47


Valve, maximum clearance in body 115

0.003
0.003

0.08
0.08

Copyright 2006 General Motors Corp.

85

86

15

12

12,A

12,B

13,B

14,A

17

9,B

22

9,B

11,A

9,B

10

16

8,B

10,B

Ref.

Foldout

Copyright 2006 General Motors Corp.

High-range piston return

Converter pressure relief valve

Splitter-high piston return

Splitter-low piston return

Lubrication regulator valve

Lubrication regulator valve

Lockup valve

Lockup trimmer valve

Lockup trimmer regulator valve

Stator

Spring

White Stripe

6758597

No Code

Green Stripe

6833247
6756042

No Code

No Code

6835742
6769344

No Code

No Code

No Code

6776586

6756042

6776324

No Code

Red Stripe

6758475

6776324

Yellow Stripe

Green

No Code

No Code

No Code

Color
Code

6775812

6769252

6835362

6833937

6830063

Part No.

Belleville

12

13

9.5

12

Belleville

19.5

19.5

13

13.5

14

14

13

15

40

No.
Coils

Table 82. Spring Data

0.080
(2.03)
0.105
(2.67)
0.105
(2.67)
0.120
(3.05)

0.023
(0.58)
0.054
(1.37)
0.135
(3.43)
0.080
(2.03)
0.078
(1.98)
0.079
(2.01)
0.128
(3.25)
0.091
(2.31)
0.091
(2.31)

0.250
(6.35)
0.680
(17.27)
0.945
(24.00)
0.690
(17.53)
0.690
(17.53)
0.690
(17.53)
0.794
(20.17)
0.562
(14.27)
0.562
(14.27)
10.710
(272.03)
0.625
(15.88)
0.625
(15.88)
0.710
(18.03)
0.710
(18.03)
10.710
(272.03)

2.32
(58.9)
3.15
(80.0)
3.01
(76.5)
2.65
(67.3)
2.56
(65.0)
2.84
(72.1)
2.81
(71.4)
2.72
(69.0)
2.72
(69.0)
0.41
(10.4)
1.77
(45.0)
1.43
(36.3)
2.35
(59.7)
2.20
(55.9)
0.41
(10.4)
1.31
(33.3)
1.32
(33.5)
1.75
(44.4)
1.68
(42.7)

1.52
(38.6)
1.70
(43.2)
1.85
(47.0)
1.62
(41.1)
1.62
(41.1)
1.58
(40.1)
2.11
(53.6)
2.00
(50.8)
2.00
(50.8)

14.918.2
(6780)
14.421.6
(6596)
42.046.0
(187204)
60.377.7
(269345)

0.91.0
(4.04.4)
4.96.0
(2226)
90.0100.0
(401444)
21.123.3
(94103)
19.221.4
(8695)
26.028.0
(116124)
57.263.4
(254282)
25.230.8
(113137)
25.230.8
(113137)

Approx.
Free
Wire Dia. Spring OD Length
Length Under Load
mm (in.) mm (in.) mm (in.) mm (in.) N (lb) min.

DP 8000 SERIES SERVICE MANUAL

Copyright 2006 General Motors Corp.

13

15, 21

19

24

60

66

67

69

19,B

19,B

19,B

19,B

19,B

19,B

19,B

19,B

* Tension spring

17,A

16,A

18

14,B

17,A

Ref.

Foldout

Brake shoe hold-down

Brake shoe-to-shoe

Brake self-adjuster

Brake shoe return

Brake shoe hold-down

Brake adjusting screw

Brake anchor-to-shoe

First- and reverse-clutch


piston return
Brake shoe-to-shoe

First- and reverse-clutch


piston return

Intermediate-range
piston return
Second-range piston return

Spring

No Code

6833203

6837806

6837805

6883721

6883738

6831514

6831508

6831515

6831511

6758503

Orange

Brown

Green

Yellow

Black

Red

Red

Black

No Code

23016635 Dark Green

No Code

No Code

6777897

6833203

No Code

No Code

Color
Code

6758503

6833203

Part No.

5.75

14

20

19.5

25

20.5

21

20

16.5

16

16

20

20

16

No.
Coils

Table 82. Spring Data (contd)

0.091
(2.31)
0.091
(2.31)
0.091
(2.31)
0.091
(2.31)
0.091
(2.31)
0.112
(2.84)
0.091
(2.31)
0.113
(2.87)
0.142
(3.61)
0.105
(2.67)
0.120
(3.05)
0.135
(3.43)
0.105
(2.67)
0.120
(3.05)
0.120
(3.05)

0.625
(15.87)
0.625
(15.87)
0.625
(15.87)
0.625
(15.87)
0.625
(15.87)
0.625
(15.87)
0.625
(15.87)
0.750
(19.05)
0.780
(19.81)
0.810
(20.57)
0.970
(24.64)
0.840
(21.34)
0.750
(19.05)
0.750
(19.05)
0.970
(24.64)

2.65
(67.3)
3.20
(81.3)
3.20
(81.3)
2.65
(67.3)
2.65
(67.3)
2.72
(69.1)
3.20
(81.3)
3.78
(96.0)
5.89
(149.6)
5.81
(147.6)
1.23
(31.2)
5.59
(142.0)
4.79
(121.7)
8.91
(226.3)
1.44
(36.6)

1.94
(49.3)
2.38
(60.5)
2.38
(60.5)
1.94
(49.3)
1.94
(49.3)
2.24
(56.9)
2.38
(60.5)
4.56
(115.8)
6.48
(164.6)
6.75
(171.5)
0.88
(22.4)
6.16
(156.5)
5.36
(136.1)
9.15
(232.4)
0.88
(22.4)

27.934.1
(125151)
27.934.1
(125151)
27.934.1
(125151)
27.934.1
(125151)
27.934.1
(125151)
49.860.8
(222270)
27.934.1
(125151)
45.055.0*
(201244)
72.088.0*
(321391)
27.033.0*
(121146)
40.050.0
(178222)
54.066.0*
(241293)
27.033.0*
(121146)
45.055.0*
(201244)
67.582.5
(301367)

Approx.
Free
Wire Dia. Spring OD Length
Length Under Load
mm (in.) mm (in.) mm (in.) mm (in.) N (lb) min.

WEAR LIMITS AND SPRING DATA

87

88

21

22

23

26

27

28

29

35, 38

21,A

21,A

21,A

21,A

21,A

21,A

21,A

21,A

46

20,B

20

29

20,B

21,A

18

20,B

5, 82

70

19,B

21,A

Ref.

Foldout

6770860

6778008

6770531

6830240

6777972

5575091

5577420

6758508

6831514

Part No.

Copyright 2006 General Motors Corp.

Intermediate-range short
trimmer valve, outer
Second-range short trimmer
valve, outer
Detent ball

No Code
No Code

6835736

No Code

No Code

No Code

No Code

No Code

No Code

No Code

No Code

No Code

No Code

No Code

No Code

Black

Color
Code

6774328

6759964

6759964

Intermediate-range short
6835357
trimmer valve, inner
Second-range trimmer valve, inner 6835357

Intermediate-range long
trimmer valve, inner
Second-range trimmer
valve, inner
Intermediate-range long
trimmer valve, outer
Second-range trimmer valve, outer

Check valve

Filter retainer

Filter bypass valve

Main-pressure regulator valve

Brake shoe hold-down

Spring

9.5

15

15

10

10

24

11

16

18

7.8

11

20

No.
Coils

Table 82. Spring Data (contd)

0.120
(3.05)
0.136
(3.45)
0.109
(2.77)
0.120
(3.05)
0.041
(1.04)
0.092
(2.34)
0.091
(2.31)
0.102
(2.59)
0.091
(2.31)
0.091
(2.31)
0.091
(2.31)
0.062
(1.57)
0.062
(1.57)
0.062
(1.57)
0.072
(1.83)

0.970
(24.64)
0.800
(20.3)
1.133
(28.78)
1.172
(29.77)
0.600
(15.24)
0.769
(19.53)
0.732
(18.59)
1.070
(27.18)
1.060
(26.92)
0.685
(17.40)
0.685
(17.40)
0.850
(21.59)
0.850
(21.59)
0.450
(11.43)
0.450
(11.43)

1.23
(31.2)
4.50
(114.3)
4.59
(116.6)
2.31
(58.7)
0.47
(11.9)
3.78
(96.0)
2.49
(63.3)
3.28
(83.3)
7.00
(177.8)
2.35
(59.7)
2.35
(59.7)
4.50
(114.3)
4.50
(114.3)
1.10
(27.9)
1.09
(27.7)

0.88
(22.4)
3.79
(96.2)
2.66
(67.6)
1.50
(38.1)
0.42
(10.7)
1.85
(47.0)
1.58
(40.1)
2.57
(65.3)
4.80
(121.9)
1.88
(47.8)
1.88
(47.8)
1.03
(26.1)
1.03
(26.1)
0.76
(19.3)
0.76
(19.3)

40.050.0
(178222)
60.866.8
(271297)
35.142.7
(156189)
31.538.2
(141169)
0.30.4
(1.41.7)
38.042.0
(170186)
23.826.2
(106116)
12.215.0
(5566)
10.411.6
(4751)
9.510.5
(4346)
9.510.5
(4346)
11.213.6
(5060)
11.213.6
(5060)
16.217.8
(7379)
23.726.3
(106116)

Approx.
Free
Wire Dia. Spring OD Length
Length Under Load
mm (in.) mm (in.) mm (in.) mm (in.) N (lb) min.

DP 8000 SERIES SERVICE MANUAL

60

65

66

67

69

70

21,A

21,A

21,A

21,A

21,A

21,A

57

21,A

59

54

21,A

21,A

53

21,A

58

46

21,A

21,A

Ref.

Foldout

Copyright 2006 General Motors Corp.

Lockup trimmer long valve, inner

Lockup trimmer long valve, outer

Lockup trimmer short valve, inner

No Code
No Code

6830240

No Code

No Code

6778009

6778008

6769825

No Code

6835357

No Code

6835384
No Code

No Code

No Code

No Code

No Code

No Code

Yellow Stripe

Yellow Stripe

No Code

Color
Code

6759964

6759964

6759964

6835357

6835357

6779016

6779016

6770531

Part No.

First-to-second-range overlap valve 6769825

Lockup trimmer short valve, outer

Neutral trimmer valve, outer

First-range trimmer valve, outer

Neutral trimmer valve, inner

First-range trimmer valve, inner

First-range trimmer plug, outer

Neutral trimmer plug

First-range trimmer plug, inner

Spring

18

16

11

12

10

12

16

15

15

15

10

10

12

12

16

No.
Coils

Table 82. Spring Data (contd)

0.091
(2.31)
0.127
(3.23)
0.127
(3.23)
0.091
(2.31)
0.091
(2.31)
0.062
(1.57)
0.062
(1.57)
0.062
(1.57)
0.058
(1.47)
0.047
(1.19)
0.072
(1.83)
0.047
(1.19)
0.102
(2.59)
0.105
(2.67)
0.092
(2.34)

0.732
(18.59)
1.060
(26.92)
1.060
(26.92)
0.685
(17.40)
0.685
(17.40)
0.850
(21.59)
0.850
(21.59)
0.850
(21.59)
0.850
(21.59)
0.667
(16.94)
0.685
(17.40)
0.667
(16.94)
1.070
(27.18)
0.750
(19.0)
0.769
(19.53)

2.49
(63.1)
3.22
(81.8)
3.22
(81.8)
2.35
(59.7)
2.35
(59.7)
4.50
(114.3)
4.50
(114.3)
4.50
(114.3)
4.24
(107.7)
3.26
(82.8)
2.35
(59.7)
3.26
(82.8)
3.28
(83.3)
3.32
(84.3)
3.78
(96.0)

1.58
(40.1)
2.79
(70.8)
2.79
(70.8)
1.88
(47.8)
1.88
(47.8)
1.03
(26.1)
1.03
(26.1)
1.03
(26.1)
1.03
(26.2)
2.22
(56.4)
1.88
(47.8)
2.22
(56.4)
2.57
(65.3)
3.05
(77.5)
1.85
(47.0)

23.826.2
106116)
18.522.6
(83100)
18.522.6
(83100)
9.510.5
(4346)
9.510.5
(4346)
11.213.6
(5060)
11.213.6
(5060)
11.213.6
(5060)
6.98.5
(3137)
2.83.3
(1314)
9.510.5
(4346)
2.83.3
(1314)
12.215.0
(5566)
11.412.6
(5156)
38.042.0
(169186)

Approx.
Free
Wire Dia. Spring OD Length
Length Under Load
mm (in.) mm (in.) mm (in.) mm (in.) N (lb) min.

WEAR LIMITS AND SPRING DATA

89

810

35

37

40

43

52

53

55

22

22

22

22

22

22

22

30

22

32

27

22

22

87

21,A

31

78

21,A

22

Ref.

Foldout

Copyright 2006 General Motors Corp.

First- and reverse-range trimmer


upper valve, outer
First- and reverse-range
trimmer upper valve, inner
First- and reverse-range
trimmer lower valve, inner

Reverse-range shift valve

Second-range shift valve

Intermediate-range shift valve

High-range shift valve

Priority valve, inner

Priority valve, outer

Splitter shift valve

Solenoid pressure regulator

Splitter relay valve

Check valve

Spring

No Code
No Code

6839279

No Code

No Code

No Code

No Code

No Code

No Code

6830240

6769825

6759964

6832304

6832304

6832304

6832304

No Code

No Code

6833223
6830243

No Code

No Code

No Code

No Code

No Code

Color
Code

6832305

6832304

6835394

6757375

6778007

Part No.

15

18

12

15

11

11

11

11

32

9.5

9.5

11

12

12

No.
Coils

Table 82. Spring Data (contd)

0.041
(1.04)
0.092
(2.34)
0.062
(1.57)
0.085
(2.16)
0.102
(2.59)
0.101
(2.57)
0.071
(1.80)
0.085
(2.16)
0.085
(2.16)
0.085
(2.16)
0.085
(2.16)
0.062
(1.57)
0.047
(1.19)
0.092
(2.34)
0.113
(2.87)

0.600
(15.24)
1.062
(26.97)
0.440
(11.17)
0.700
(17.78)
0.830
(21.08)
0.830
(21.08)
0.565
(14.35)
0.700
(17.78)
0.700
(17.78)
0.700
(17.78)
0.700
(17.78)
0.850
(21.59)
0.667
(16.94)
0.769
(19.53)
0.754
(19.15)

0.97
(24.6)
2.18
(55.4)
1.56
(39.6)
1.83
(46.5)
2.02
(51.3)
1.78
(45.2)
4.94
(125.5)
1.83
(46.5)
1.83
(46.5)
1.83
(46.5)
1.83
(46.5)
4.50
(114.3)
3.26
(82.8)
3.78
(96.0)
3.02
(76.7)

0.80
(20.3)
0.68
(17.3)
1.02
(25.9)
1.22
(31.0)
1.26
(32.0)
1.26
(32.0)
2.60
(66.0)
1.22
(31.0)
1.22
(31.0)
1.22
(31.0)
1.22
(31.0)
1.03
(26.1)
2.22
(56.4)
1.85
(47.0)
1.80
(45.7)

0.30.4
(1.41.7)
2834
(125151)
19.523.5
(87104)
21.025.0
(94111)
38.042.0
(170186)
26.128.9
(117128)
22.527.5
(101122)
21.025.0
(94111)
21.025.0
(94111)
21.025.0
(94111)
21.025.0
(94111)
11.213.6
(5060)
2.83.3
(1314)
38.042.0
(170186)
82.691.4
(368406)

Approx.
Free
Wire Dia. Spring OD Length
Length Under Load
mm (in.) mm (in.) mm (in.) mm (in.) N (lb) min.

DP 8000 SERIES SERVICE MANUAL

63

66

67

69

70

72

22

22

22

22

22

60

22

22

59

22

62

56

22

22

Ref.

Foldout

Copyright 2006 General Motors Corp.

Trimmer regulator boost


valve plug

Intermediate-range
trimmer lower valve, outer

Intermediate-range
trimmer upper valve, outer
Intermediate-range
trimmer upper valve, inner
Intermediate-range
trimmer lower valve, inner

Second-range trimmer lower


valve, outer

Second-range trimmer
upper valve, outer
Second-range trimmer
upper valve, inner
Second-range trimmer lower
valve, inner

First- and reverse-range trimmer


lower valve, outer

Spring

No Code

Green Stripe

6830237
6759964

No Code

No Code

6830240
6830014

No Code

No Code

6830236

6769825

No Code

No Code

6830014
6759964

Green Stripe

No Code

6830240
6776676

No Code

No Code

6778593

6769825

No Code

No Code

6883534
6759964

Red Stripe

Color
Code

6830241

Part No.

15

18

13

12

15

12

18

14.5

12

15

7.5

12

No.
Coils

Table 82. Spring Data (contd)

0.120
(3.05)
0.120
(3.05)
0.062
(1.57)
0.047
(1.19)
0.105
(2.67)
0.092
(2.34)
0.135
(3.43)
0.112
(2.84)
0.062
(1.57)
0.047
(1.19)
0.079
(2.01)
0.092
(2.34)
0.112
(2.84)
0.120
(3.05)
0.062
(1.57)

1.060
(26.92)
1.060
(26.92)
0.850
(21.59)
0.667
(16.94)
0.750
(19.05)
0.769
(19.53)
1.060
(26.92)
1.060
(26.92)
0.850
(21.59)
0.667
(16.94)
0.756
(19.20)
0.769
(19.53)
1.060
(26.92)
1.06
(16.92)
0.850
(21.59)

3.57
(90.7)
1.95
(49.5)
4.50
(114.3)
3.26
(82.8)
2.84
(72.1)
3.78
(96.0)
3.29
(83.6)
1.60
(40.6)
4.50
(114.3)
3.26
(82.8)
3.01
(76.5)
3.78
(96.0)
1.60
(40.6)
2.06
(52.3)
4.50
(114.3)

1.90
(48.3)
1.22
(31.0)
1.03
(26.1)
2.22
(56.4)
1.58
(40.1)
1.85
(47.0)
2.95
(74.9)
1.06
(26.9)
1.03
(26.1)
2.22
(56.4)
1.85
(47.0)
1.85
(47.0)
1.06
(26.9)
1.06
(16.92)
1.03
(26.1)

5763
(254280)
4252
(187231)
11.213.6
(5060)
2.83.3
(1314)
63.670.4
(283313)
38.042.0
(170186)
18.023.2
(81103)
2733
(121147)
11.213.6
(5060)
2.83.3
(1314)
1921
(8593)
38.042.0
(170186)
2733
(121146)
5763
(254280)
11.213.6
(5060)

Approx.
Free
Wire Dia. Spring OD Length
Length Under Load
mm (in.) mm (in.) mm (in.) mm (in.) N (lb) min.

WEAR LIMITS AND SPRING DATA

811

812

81

89

112

61

77

22

22

23

23

23

24,B

78

22

22

77

22

80

75

22

22

Ref.

Foldout

Copyright 2006 General Motors Corp.

Shift selector leveler

Shift selector clutch

Shift selector override

Shift selector leveler

First-range shift valve

Exhaust check valve

Splitter-low trimmer lower


valve, outer

Splitter-low trimmer
upper valve, outer
Splitter-low trimmer
upper valve, inner
Splitter-low trimmer
lower valve, inner

Trimmer regulator boost valve

Spring

6839318

6839321

6839323

6839318

6832304

No Code

No Code

No Code

No Code

No Code

No Code

Green Stripe

6830237
6834536

No Code

No Code

6830240
6830014

No Code

No Code

6778009

6769825

No Code

No Code

6832306
6759964

No Code

Color
Code

6830240

Part No.

56

4.5

11

15

18

16

12

15

15

18

No.
Coils

Table 82. Spring Data (contd)

0.092
(2.34)
0.102
(2.59)
0.062
(1.57)
0.047
(1.19)
0.105
(2.67)
0.092
(2.34)
0.112
(2.84)
0.120
(3.05)
0.020
(0.51)
0.085
(2.16)
0.045
(1.14)
0.045
(1.14)
0.038
(0.97)
0.045
(1.14)

0.769
(19.53)
0.760
(19.30)
0.850
(21.59)
0.667
(16.94)
0.750
(19.05)
0.769
(19.53)
1.060
(26.92)
1.06
(16.92)
0.330
(8.38)
0.700
(17.78)
0.300
(7.62)
0.600
(15.24)
0.480
(12.19)
0.300
(7.62)

3.78
(96.0)
3.00
(76.2)
4.50
(114.3)
3.26
(82.8)
3.32
(84.3)
3.78
(96.0)
1.60
(40.6)
2.06
(52.3)
1.25
(31.8)
1.83
(46.5)
0.56
(14.3)
0.75
(19.0)
0.88
(22.4)
0.56
(14.3)

1.85
(47.0)
2.25
(57.2)
1.03
(26.1)
2.22
(56.4)
3.05
(77.5)
1.85
(47.0)
1.06
(26.9)
1.06
(16.92)
0.94
(23.9)
1.22
(31.0)
0.46
(11.7)
0.65
(16.5)
0.56
(14.2)
0.46
(11.7)

38.042.0
(170186)
30.533.5
(136149)
11.213.6
(5060)
2.83.3
(1314)
11.412.6
(5156)
38.042.0
(170186)
2733
(121146)
5763
(254280)
0.10.2
(0.50.8)
21.025.0
(94111)
6.98.5
(3137)
1.31.7
(67)
5.06.0
(2326)
6.98.5
(3137)

Approx.
Free
Wire Dia. Spring OD Length
Length Under Load
mm (in.) mm (in.) mm (in.) mm (in.) N (lb) min.

DP 8000 SERIES SERVICE MANUAL

Section 9CUSTOMER SERVICE


91.

OWNER ASSISTANCE

The satisfaction and goodwill of the owners of Allison


transmissions are of primary concern to Allison
Transmission (AT), its distributors, and their dealers.
As an owner of an Allison transmission, you have
service locations throughout the world that are eager
to meet your parts and service needs with:
Expert service by trained personnel
Emergency service 24 hours a day in many

areas
Complete parts support
Sales teams to help determine your power
requirements
Product information and literature
Refer to the Worldwide Sales and Service Directory
(SA2229EN) or the Allison transmission web site
www.allisontransmission.com for a current listing of
Allison Transmission authorized distributor and service
dealers. This directory is available from SGI, Inc.
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 everyone concerned, misunderstandings may occur.
To further assure your complete satisfaction, we have
developed the following three-step procedure to be
followed in the event you have a problem that has not
been handled satisfactorily.
Step OneDiscuss the 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 AT
dealers are associated with an AT distributor. If the
problem originates with a dealer, explain the matter to
a management member of the distributorship with
whom the dealer has his service agreement. The dealer
will provide his AT distributors name, address, and
telephone number on request.
Step TwoIf your problem cannot be resolved
readily at the distributor level without additional
assistance, contact the Allison Transmission
Regional Office responsible for your local
2006

distributor. You will be assisted by a member of the


Regional Service Managers staff, depending on the
nature of your problem.
For prompt assistance, please have the following
information available:
Name and location of authorized distributor

or dealer
Type and make of equipment
Transmission model number, serial number,
and assembly number
Transmission delivery date and
accumulated miles and/or hours of
operation
Nature of problem
Chronological summary of unit's history
Step ThreeIf 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
Allison Transmission
P. O. Box 894, Mail Code 462-470-PF9
Indianapolis, IN 46206-0894
Phone: 1-800-252-5283
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
utilizing their facilities, equipment, and personnel.
Therefore, it is suggested that 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.

92. SERVICE LITERATURE


Additional service literature is available. This service
literature provides fully illustrated instructions for the
operation, maintenance, service, overhaul, and parts
support of your transmission. To be sure that you get
maximum performance and service life from your
unit, see your dealer or distributor for the following
publications. Check the telephone directory for the
Allison Transmission service outlet nearest you.

Copyright 2006 General Motors Corp.

91

DP 8000 SERIES SERVICE MANUAL


Table 91. Service Literature

*Operators Manual5/6/8/9000 Series SPG-Control, Manual-Electric, Manual-Hydraulic


*Operators Manual5/6/8/9000 Series Electronic Controls Transmissions (CEC1)
*Operators Manual5/6/8/9000 Series Electronic Controls Transmissions (CEC2)
*Parts Catalog
Service ManualDP 8860, 8861, 8960, 8961, 8962, 8963, and M/S 8610
Service Manual5/6/8/9000 Series Electronic Controls Supplement
Service Manual5/6/8/9000 Series Auto-Electric Shift Components Rebuild Manual
* Also available on the internet at www.allisontransmission.com

92

Copyright 2006 General Motors Corp.

OM1318EN
OM2034EN
OM3540EN
PC1249EN
SM1228EN
SM2035EN
SM2035EN

DP 8000 SERIES TRANSMISSIONS

Legend For Foldout 1 Is On The Opposite Side Of This Page.

Copyright 2006 General Motors Corp.

Foldout 1

DP 8000 SERIES TRANSMISSIONS


Legend For Foldout 1

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

Foldout 1

Input flange
Converter housing front cover
Torque converter drive housing
Lockup clutch plate
Converter housing
Turbine
Stator
Torque converter pump
PTO gear
Retarder rotor
Pitot tube (front governor)
Splitter-low clutch
Splitter-high clutch
Transmission main housing
High-range clutch
Intermediate-range clutch
Second-range clutch
First-range clutch
Reverse-range clutch
Transmission rear cover
Parking brake
Output flange
Output shaft
Speedometer drive
Reverse-range planetary
First-range planetary
Second-range planetary
Intermediate-range planetary
Transmission main shaft
Splitter planetary
Oil pan
Oil pump idler gear
Accessory drive cover
Oil pump drive gear (PTO)
Pressure pump
Scavenge pump
Turbine shaft
Flywheel
Flywheel flexplate assembly

Copyright 2006 General Motors Corp.

F OLDOUT 1

5
6

10

11

12

13

14

15

16

17

18

19

20

21

22

4
3
2

32

39

37

38

23
37
24
26

32

33

25

33
36

35

34
31
36

35

30

29

34

Foldout 1. DP 8961, 8962, 8963, M/S 8600 Transmissions, Straight-Through Model

28

27
VH08482.00.00

DP 8000 SERIES TRANSMISSIONS

Legend For Foldout 2 Is On The Opposite Side Of This Page.

Copyright 2006 General Motors Corp..

Foldout 2

DP 8000 SERIES TRANSMISSIONS


Legend For Foldout 2

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

Foldout 2

Input flange
Converter housing front cover
Torque converter drive housing
Lockup-clutch plate
Converter housing
Turbine
Stator
Torque converter pump
PTO gear
Retarder rotor
Pitot tube (front governor)
Splitter-low clutch
Splitter-high clutch
Transmission main housing
High-range clutch
Intermediate-range clutch
Second-range clutch
First-range clutch
Reverse-range clutch
Transmission rear cover
Parking brake
Output flange
Output shaft
Speedometer drive
Reverse-range planetary
First-range planetary
Second-range planetary
Intermediate-range planetary
Transmission main shaft
Splitter planetary
Oil pan
Oil pump idler gear
Accessory drive cover
Oil pump drive gear (PTO)
Pressure pump
Scavenge pump
Turbine shaft

Copyright 2006 General Motors Corp.

F OLDOUT 2
5
6

10

11

12

13

14

15

16

17

18

19

20

21

4
3
2

22

37

24

26

23

25

32

27
33
28
31

36

35

30

29

34

A
Foldout 2. DP 8861 Transmission, Straight-Through Model

VH08483.00.00

F OLDOUT 3

SPLITTER-HIGH

ORIFICE

SPLITTER-LOW

INTERMEDIATE
-RANGE

PITOT
TO RETARDER
FROM RETARDER

HIGH-RANGE
LOCKUP

FROM CONVERTER

ORIFICE

TO CONVERTER
VALVE ASSY
LOCATED ON SIDE OF
CONVERTER HOUSING
TORQUE LIMITER VALVE

SAFETY BLOWOFF
VALVE

PLUG VALVE

FIRST
RANGE

ORIFICE

PITOT

R, N, 1, 2, SIGNAL

FIRST-RANGE

MAIN

REVERSE
ORIFICE

ORIFICE

FLOW VALVE

MANUAL SELECTOR
VALVE

NEUTRAL
TRIMMER VALVE
R, N, 1, 2, SIGNAL
VALVE ASSY
LOCATED ON TOP OF
CONVERTER HOUSING INPUT PUMP

FIRST-RANGE
TRIMMER VALVE

ORIFICE

MAIN
MAIN PRESSURE

LOCKUP
TRIMMER VALVE
MAIN

OIL
COOLER

CHECK VALVE

SECOND-RANGE
EXHAUST

SPLITTER-HIGH SIGNAL

ORIFICE

CONVERTER OUT
REGULATOR
VALVE

SECOND
RANGE

SECOND-RANGE
TRIMMER VALVE

ORIFICE

MAIN-PRESSURE
REGULATOR VALVE

TO FILTERS
FILTER BYPASS VALVE
OPENS AT 20 PSI
DIFFERENTIAL
BOOSTER PLUG

INTERMEDIATE
-RANGE
INTERMEDIATERANGE OVERLAP &
TRIMMER VALVE

CHECK VALVE
20 PSI DIFFERENTIAL

HIGH-RANGE

CHECK VALVE

SPLITTER RELAY
VALVE
SPLITTERHIGH EXHAUST

WARNING SWITCH
SET AT 15 PSI
DIFFERENTIAL PRESSURE
FROM FILTERS

HYDRAULIC RETARDER
CONTROL VALVE

OFF

REVERSE

LOCKUP

LUBRICATION
ON

6
5
4
3
2
1
NEUTRAL
REVERSE

CONVERTER-IN
CONVERTER-OUT

LOCKUP
SHIFT VALVE
OPTIONAL LOCKUP SHIFT
VALVE LINE TO PROVIDE
NO LOCKUP IN R, N, 1, 2

MAIN

LUBRICATION

R, N, 1, 2 SIGNAL

VALVE ASSYLOCATED ON SIDE OF


CONVERTER HOUSING

EXHAUST OR SUMP
PLATE ASSY, VALVE ASSY
LOCATED ON SIDE OF TRANSMISSION HOUSING

NEUTRAL SIGNAL

R, N, 1, 2, SIGNAL
PITOT PRESSURE
SPLITTER-LOW

OIL SUMP

X DENOTES EXHAUST
NEUTRAL SIGNAL
VH08718.00.00

Foldout 3. DP 8000 Series Transmission Manual-Hydraulic System With Integral Lockup Trimmer ValveSchematic View

F OLDOUT 4

HIGH-RANGE

SPLITTER-HIGH
SPLITTER-LOW

FROM CONVERTER

ORIFICE

INTERMEDIATERANGE

PITOT
TO RETARDER
LOCKUP

FROM RETARDER

INTERMEDIATE-RANGE
OVERLAP & TRIMMER VALVE

LOCKUP

ORIFICE

FIRST-RANGE
SECOND-RANGE
TRIMMER VALVE

LUBRICATION

OFF

HYDRAULIC RETARDER
CONTROL VALVE
TO CONVERTER

VALVE ASSYLOCATED ON SIDE OF


CONVERTER
HOUSING
TORQUE
LIMITER
VALVE

SPLITTER RELAY VALVE

CHECK VALVE
CHECK VALVE
ORIFICE

FROM FILTERS

SECOND-RANGE

REVERSE

MAIN

CONVERTER PRESSURE
RELIEF VALVE

CHECK VALVE
20 PSI DIFFERNTIAL

PLUG VALVE

SPLITTERHIGH
SIGNAL

ORIFICE
ORIFICE

PITOT

MAIN-PRESSURE
REGULATOR VALVE

TO FILTERS

FIRSTRANGE

FILTER BYPASS VALVE


OPENS AT 20 PSI
DIFFERENTIAL
BOOSTER PLUG

REVERSE
SECOND-RANGE
EXHAUST

ORIFICE
ORIFICE

CONVERTER-OUT
REGULATOR
VALVE

HIGH-RANGE
INTERMEDIATE-RANGE

WARNING SWITCH
SET AT 15 PSI
DIFFERENTIAL PRESSURE

ON

6
5
4
3
2
1
NEUTRAL
REVERSE

ORIFICE

ORIFICE

FLOW VALVE

NEUTRAL
TRIMMER
VALVE

R, N, 1, 2 SIGNAL
VALVE ASSY
LOCATED ON TOP OF
CONVERTER HOUSING

FIRST-RANGE
TRIMMER VALVE

MAIN

MANUAL
SELECTOR
VALVE
MAIN

ORIFICE
R, N, 1, 2 SIGNAL

MAIN PRESSURE
CONVERTER-IN

INPUT PUMP
MAIN

OIL COOLER

LOCKUP TRIMMER
VALVE

LOCKUP
SHIFT
VALVE

LUBRICATION

OVERLAP VALVE

EXHAUST OR SUMP

MAIN
VALVE
LOCATED ON SIDE OF
CONVERTER HOUSING
OPTIONAL LOCKUP SHIFT
VALVE LINE TO PROVIDE
NO LOCKUP IN R, N, 1, 2

CONVERTER-OUT

NEUTRAL SIGNAL

CHECK VALVE

R, N, 1, 2, SIGNAL
PLATE ASSY, VALVE ASSY
LOCATED ON SIDE OF TRANSMISSION HOUSING

OIL SUMP

PITOT PRESSURE
SPLITTER-LOW
NEUTRAL SIGNAL
VH08719.00.00

Foldout 4. DP 8000 Series Transmission Manual-Hydraulic System With 12 Overlap ValveSchematic View

F OLDOUT 5

SPLITTERLOW

A (CONNECTS TO SOLENOID H)
B (CONNECTS TO SOLENOID I)
SPLITTER-HIGH
FIRSTRANGE

HIGH- INTERMEDIATE SECOND-RANGE


RANGE
RANGE

SHIFT
SELECTOR * SOLENOIDS
POSITION ENERGIZED

REVERSERANGE
FRONT
GROUND

1
2
3
4
5
6
N
R

D
E
G

ELECTRICAL CONNECTORS
TOP VIEW

LOCKUP

SAFETY BLOW OFF


VALVE - 80 PSI

HYDRAULIC RETARDER
CONTROL VALVE

OFF

VALVE ASSEMBLY
LOCATED ON SIDE OF
CONVERTER HOUSING

FROM
FILTERS

LUBRICATION

CHECK VALVE
20 PSI DIFFERENTIAL

TO RETARDER
FROM COOLER

VALVE ASSEMBLY
LOCATED ON TOP
OF CONVERTER
HOUSING

TO CONVERTER

SOLENOID
D

FLOW
VALVE

PRIORITY
VALVE
ORIFICE

ORIFICE
EXHAUST PORT HERE
ON S/N 655 AND AFTER
ORIFICE
SPLITTER
SHIFT VALVE

SOLENOID I
FIRST-RANGE
SHIFT
VALVE
SECOND-RANGE
SHIFT VALVE

MAIN
MAIN
EXHAUST
CHECK
VALVE

INPUT PUMP
LOCKUP
TRIMMER
VALVE

LOCKUP
SHIFT VALVE

VALVE ASSEMBLY
LOCATED ON SIDE OF
CONVERTER HOUSING
OPTIONAL LOCKUP SHIFT
VALVE LINE TO PROVIDE
NO LOCKUP IN REV., NEU.,
1ST AND 2ND

SOLENOID
REGULATOR
VALVE

ORIFICE

ORIFICE

TO LUBE

OIL SUMP

SOLENOID
C

PITOT

MAIN REGULATOR VALVE

NO LONGER
REQUIRED
BOOSTER
PLUG

SOLENOID F
SOLENOID E

REVERSE
SHIFT VALVE E

TORQUE LIMITER

CONVERTER OUT
REGULATOR

SOLENOID H
SHIFT VALVE

SOLENOID B

WARNING
SWITCH
SET AT 15 PSI
DIFFERENTIAL
PRESSURE

TO FILTERS
FILTER BYPASS
VALVE - OPENS AT
20 PSI DIFFERENTIAL

OIL
FILTER

SCHEMATIC REPRESENTS THE VALVE BODY ASSEMBLIES


USED ON MODELS WITH SERIAL NO. 1083 AND BELOW
(EXCEPT S/N 1039, 1044, 1045, 1046, AND 1054).

SOLENOID PRESSURE

TO RETARDER

ON

FIRST-RANGE, SPLITTER-LOW
SECOND-RANGE, SPLITTER-LOW
INTERMEDIATE-RANGE, SPLITTER-LOW
INTERMEDIATE-RANGE, SPLITTER-HIGH
HIGH-RANGE, SPLITTER LOW
HIGH-RANGE, SPLITTER-HIGH
SPLITTER-LOW
REVERSE-RANGE, SPLITTER-LOW

* CORRESPONDING CONNECTOR PINS ENERGIZED


(REFER TO ELECTRICAL CONNECTIONSTOP VIEW)

SPLITTER-LOW

REVERSE

FROM RETARDER

FROM CONVERTER

FROM
RETARDER

F, H
C, F
D, F
D, G
E, F
E, G
A, F, I
A, B, F, I

CLUTCHES
ENGAGED

ORIFICE

ORIFICE

FIRST & REVERSE


TRIMMER
VALVE
ORIFICE
SECOND-RANGE
TRIMMER VALVE F

INTERMEDIATERANGE

SOLENOID G
ORIFICE

ORIFICE
INTERMEDIATERANGE TRIMMER
VALVE

ORIFICE

HIGH-RANGE
SHIFT VALVE

MAIN PRESSURE
CONVERTER-IN

TRIMMER
REGULATOR
VALVE

CONVERTER-OUT
LUBRICATION
EXHAUST OR SUMP
R, N, 1, 2 BOOSTER

ORIFICE
SPLITTER-LOW
TRIMMER VALVE

PITOT PRESSURE
SPLITTER-LOW
SOLENOID PRESSURE
X - DENOTES EXHAUST

R, N, 1, 2 BOOSTER
V08720.00.00

Foldout 5. DP 8000 Series Transmission Electric Control-Hydraulic SystemSchematic View (Earlier Models)

F OLDOUT 6

SPLITTERLOW

SPLITTER-HIGH

FIRSTRANGE

HIGH- INTERMEDIATE SECOND-RANGE


RANGE
RANGE

SOLENOIDS
SHIFT
OPERATION ENERGIZED

REVERSERANGE

1
2
3
4
5
6
N
R

F, H
C, F
D, F
D, G*
E, F
E, G*
A*, F, I
A*, B, F, I*

CLUTCHES
ENGAGED
FIRST-RANGE, SPLITTER-LOW
SECOND-RANGE, SPLITTER-LOW
INTERMEDIATE-RANGE, SPLITTER-LOW
INTERMEDIATE-RANGE, SPLITTER-HIGH
HIGH-RANGE, SPLITTER LOW
HIGH-RANGE, SPLITTER-HIGH
SPLITTER-LOW
REVERSE-RANGE, SPLITTER-LOW

* NOT USED ON MODELS WITH LOCK-IN-NEUTRAL

SPLITTER-LOW
SOLENOID PRESSURE

TO RETARDER
LOCKUP
HYDRAULIC RETARDER
CONTROL VALVE
ON
OFF

SAFETY BLOW OFF


VALVE - 100 PSI

LUBRICATION

VALVE ASSEMBLY
LOCATED ON SIDE OF
CONVERTER HOUSING

EARLIER
MODELS

OIL
FILTER

30 PSI
CONVERTER-OUT
REGULATOR

TO RETARDER
FROM COOLER

TO CONVERTER

FROM FILTERS

VALVE ASSEMBLY
LOCATED ON TOP
OF CONVERTER
HOUSING

PRIORITY
VALVE

PITOT

MAIN REGULATOR VALVE


I

FLOW
VALVE

FIRST-RANGE
SHIFT
VALVE

NO LONGER
REQUIRED
TO LUBE
BOOSTER
PLUG

SECOND-RANGE
SHIFT VALVE

MAIN

SPLITTER
SHIFT VALVE

A
INTERMEDIATERANGE SHIFT VALVE

HIGH-RANGE
SHIFT VALVE
MAIN PRESSURE

MAIN
EXHAUST
CHECK
VALVE

INPUT PUMP
LOCKUP
TRIMMER
VALVE

OIL SUMP

SOLENOID
REGULATOR
VALVE

REVERSE
SHIFT VALVE

CHECK VALVE
20 PSI DIFFERENTIAL

TO FILTERS
FILTER BYPASS
VALVE - OPENS AT
20 PSI DIFFERENTIAL

REVERSE

FROM RETARDER

FROM CONVERTER

FROM
RETARDER

LOCKUP
SHIFT VALVE

VALVE ASSEMBLY
LOCATED ON SIDE OF
CONVERTER HOUSING

OPTIONAL LOCKUP SHIFT


VALVE LINE TO PROVIDE
NO LOCKUP IN REV., NEU.,
1ST AND 2ND

ORIFICE

ORIFICE
FIRST & REVERSE
TRIMMER
VALVE

INTERMEDIATERANGE TRIMMER
VALVE

CONVERTER-IN

TRIMMER
REGULATOR
VALVE

CONVERTER-OUT
LUBRICATION
EXHAUST OR SUMP
R, N, 1, 2 BOOSTER

SECOND-RANGE
TRIMMER VALVE

PITOT PRESSURE
SPLITTER-LOW
TRIMMER VALVE

SPLITTER-LOW
SOLENOID PRESSURE
X

R, N, 1, 2 BOOSTER

DENOTES EXHAUST
ORIFICE
+ ORIFICE BLOCKED FOR

LOCK-IN NEUTRAL

Foldout 6. DP 8000 Series Transmission Electric Control-Hydraulic SystemSchematic View (Later Models)

V08721.00.00

DP 8000 SERIES TRANSMISSIONS

Legend For Foldout 7 Is On The Opposite Side Of This Page.

Copyright 2006 General Motors Corp.

Foldout 7

DP 8000 SERIES TRANSMISSIONS


Legend For Foldout 7
A
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22

Self-locking nut, A
Flange retainer plate
Flange, M9C
Oil seal
Bolt, 12-20 x 212 inch (16)
Transmission housing front cover
Gasket
Ball bearing
DP 8861 converter drive housing assembly
Torque converter housing
Dowel pin (8)
Lockwasher, 12 inch (16)
Nut, 12-20 (16), B
DP 8961 converter drive housing assembly
Torque converter housing
Plug, 18 inch NPTF (2), C
Pin, 516 x 516 (2)
Dowel pin (8)
Flange, S1850 or S1950
Flange, S1880
Flat washer, 38 inch (24)*
Bolt, 38-24 x 334 inch (24)*, D
Torque
A
B
C
D

lb ft
7001000
83100
1012
4149

Nm
9491355
113135
1416
5666

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24

Self-locking bolt, 12-20 x 1 inch (12), A


Flywheel flexplate assembly*
Hub assembly*
Sleeve
Hub*
Flywheel flexplate and washer assembly
Flywheel flexplate washer*
Flywheel flexplate*
Flywheel flexplate*
Bolt plate
Self-locking bolt, 12-13 x 1 inch, B
DP 8860, 8861 flywheel assembly
Starter ring gear*
Flywheel
Dowel pin (8)
DP 8960, 8961, 8962 flywheel assembly
Starter ring gear*
Flywheel
Pipe plug, 18 inch (2), C
Pin (2)
Dowel pin (8)
Flat washer, 38 inch (24)**
Bolt, 38-24 x 334 inch (24)**, D
Gasket
Torque
A
B
C
D

* Models with 1000 Series torque converter


** Application and quantities vary among assemblies refer to Parts
Catalog PC1249EN.

Foldout 7

Copyright 2006 General Motors Corp.

lb ft
96115
8197
1012
4149

Nm
131155
110131
1416
5666

F OLDOUT 7
1

19

4
5

6
2

3
6
4

5
7
8

20

10

11

10
11

13

14

22

12

21

23
22

15

24

12

13

15
V08691.00.00

16
14

17
18

17

18
V08484.00.00

19
16

20
21

Foldout 7A. Input Flange, Front Cover, and Converter Drive Housing

Foldout 7B. Input Flange, Front Cover, and Converter Drive Housing Flexplate Drive and Flywheel

DP 8000 SERIES TRANSMISSIONS

Legend For Foldout 8 Is On The Opposite Side Of This Page.

Copyright 2006 General Motors Corp.

Foldout 8

DP 8000 SERIES TRANSMISSIONS


Legend For Foldout 8
A

Teflon sealring
Sealring expander
Teflon sealring
Sealring expander
Lockup-clutch piston
Lockup-clutch plate
Lockup-clutch backplate
Teflon sealring
Sealring expander
Teflon sealring
Sealring expander
Teflon sealring
Sealring expander
Lockup-clutch piston
Internal-splined lockup-clutch plate
External-tanged lockup-clutch plate
Internal-splined lockup-clutch plate
Lockup-clutch backplate800 series torque
converter
19 Lockup-clutch backplate1000 series
torque converter

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18

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

Roller bearing assembly


Outer race assembly
Inner race
Retaining ring
Retaining ring
Retaining ring
Torque converter turbine
Thrust washer
Retaining ring
Stator thrust plate
Stator cam
Roller (10)
Cup (10)
Cup (10)
Pin (10)
Spring (10)
Stator
Stator thrust plate
Retaining ring
Thrust washer
Locknut, A
Stator roller race
Stator backplate
Bolt, 12-20 x 138 inch* (16), B
Bolt, 12-20 x 134 inch**, B
Lockstrip (8)
Retainer (4)
Torque converter pump
Ball bearing
Flat washer, 38 inch (36)
Self-locking bolt, 38-24 x 212 inch (36), C
Accessory drive gearstraight-through
models
Accessory drive geardropbox models
Torque
A
B
C

* Early Models
** Late models

Foldout 8

Copyright 2006 General Motors Corp.

lb ft
275325
96115
1012

Nm
372440
130155
1416

F OLDOUT 8
A

1
2

3
4

DP 8860, 8861

5
8

9
10

6
9

11

7
12

10
13

11
12 13 14
15

14

19

DP 8960, 8961, 8962, 8963, M/S 8610


15

16

16
17

20

18

21
17

22
16

23

17

24
25

18

26

27
28
29

30
31

19

32
V08687.00.00

V08686.02.00

Foldout 8A. Lockup Clutch

Foldout 8B. Torque Converter and Accessory Drive Gear

DP 8000 SERIES TRANSMISSIONS

Legend For Foldout 9 Is On The Opposite Side Of This Page.

Copyright 2006 General Motors Corp.

Foldout 9

DP 8000 SERIES TRANSMISSIONS


Legend For Foldout 9
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

A
Bolt, 12-13 x 334 inch, A
Lockwasher, 12 inch
Idler gear spindle
PTO idler gear*
Double-row ball bearing
Retaining ring
Bolt, 716-14 x 78 inch (8), B
Lockwasher,78 inch (8)
PTO cover
Gasket
Bolt, 716-14 x 78 inch (8), B
Lockwasher, 716 inch (8)
PTO cover
Gasket
Gasket
Lockwasher, 38 inch (11)
Bolt, 38-16 x 4 inch (11), C
Retarder control valve assembly
Plug assembly, 34-16, G; Plug, 12 inch, D
(earlier models)
Oil seal
Retaining ring
Retarder control valve body
Gasket
Torque limiter valve assembly, E**
Gasket
Converter-out regulator valve assembly, E
Retarder control valve
Gasket
Cover
Lockwasher, 38 inch (6)
Bolt, 38-16 x 118 inch (6), C
Plug assembly, 34-16, G; Plug, 38 inch, D
(earlier models)
Manifold
Plug

Torque
A
B
C
D
E
F
G
H

Foldout 9

lb ft
6780
4250
2632
2327
80120
1822
1213

lb in.

7080

Nm
91108
5767
3643
3236
109162
2529
1618
7.59.0

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

B
Lockup trimmer valve gasket*
Lockup trimmer valve assembly*
Lockup trimmer valve body*
Trimmer valve*
Spring*
Trimmer valve plug*
Spring*
Gasket*
Pin*
Plug, A*
Plug, 18 inch NPT, B*
Plug, 18 inch NPT, B*
Lockup shift valve body gasket
Lockup shift valve assembly
Sealring
Shift valve plug
Lockup shift valve spring
Shim, 0.025 inch (0.63 mm) (AR)
Lockup shift valve
Spring pin
Spring pin
Plug, 18 inch NPT B, plug assembly 38-24, E
Plug, 18 inch NPT B, plug assembly 38-24, E
Plug, 18 inch NPT B, plug assembly 38-24, E
Lockup shift valve body
Check valve
Plug, 18 inch NPT B (earlier models), plug
assembly 38-18, H
Flow valve (lockup cutoff)
Flow valve plug
Sealring
Lockwasher, 38 inch (7)
Bolt, 38-16 x 234 inch (7), C**
Bolt, 38-16 x 414 inch (7), C*
Bolt, 38-16 x 118 inch (2), C**
Bolt, 38-16 x 234 inch (2), C*
Lockwasher, 38 inch (2)
Plug, 12-14, D
Inhibitor pressure switch

Torque
A
B
C
D
E

lb ft
Tighten
sufficiently
1012
2632
2327

lb in.

2832

Nm
To prevent
leakage
1416
3643
3236
3.23.6

Straight-through models:
* May be deleted from the transmission assembly during any repair,
rebuild, or overhaul operation
** Earlier models

Copyright 2006 General Motors Corp.

F OLDOUT 9
A

7
8

4
12

8
9

10

10
32

6
4
11

33
13

31

34

7
2
11

35

36

33

37

16

14

12
13

17

38

14
34
15

15
20
21

19

30
29

16
17

22

28

23
24

18

17
18
19
20

32

21
22

27

25
26

23

27
26
25
24
V08690.00.00

28
29
31
30
V08485.00.00

Foldout 9A. Retarder Control Valve and PTO Components, Lockup Clutch Trimmer

16

Foldout 9B. Non-Electric Lockup Valve Body Assembly

DP 8000 SERIES TRANSMISSIONS


Legend For Foldout 10A
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

Bolt, 38-16 x 5 inch (9), A


Lockwasher, 38 inch (9)
Sealring
Split flange
Main-pressure transfer tube assembly
Hose fitting
Hose fitting
Sealring
Split flange
Split flange
Bolt, 716-14 x 114 inch (4), B
Lockwasher, 716 inch (4)
Bolt, 716-14 x 114 inch (4), B
Lockwasher, 716 inch (4)
Split flange
Input pressure and scavenge oil pump
assembly
Bolt, 38-16 x 214 inch (6), A
Lockwasher, 38 inch (6)
Scavenge pump body assembly
Scavenge pump body
Needle bearing (3)
Needle roller
Gear (3)
Gasket
Oil pump plate assembly
Plate
Gasket
Dowel pin (2)
Oil pump idler gear
Oil pump drive gear
Oil pump idler gear
Input oil pump body assembly
Needle bearing (3)
Input oil pump body
Star tolerance ring (9)
Scavenge pump screen
Gasket
Coupling**
Coupling*

40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69

Retaining ring*
Connector assembly*
Sealring*
Connector, C*
Oil seal*
Connector nut, C*
Scavenge pump tube*
Self-locking bolt, 38-16 x 34 inch, A*
Elbow assembly**
Sealring**
Elbow, C**
Oil seal**
Connector nut, C**
Elbow assembly
Sealring
Elbow, C
Oil seal
Connector nut, C
Connector assembly
Sealring
Connector, C
Oil seal
Connector nut, C
Converter pressure transfer tube
Scavenge pump tube**
Connector assembly
Sealring
Connector, C
Oil seal
Connector nut, C
Torque
A
B
C

lb ft
Nm
2632
3543
4250
5767
Tighten sufficiently
to prevent leakage

* Used only on dropbox models


** Used only on straight-through models

Copyright 2006 General Motors Corp.

Foldout 10

DP 8000 SERIES TRANSMISSIONS


Legend For Foldout 10B
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16

Bolt, 12-13 x 334 inch, A


Lockwasher, 12 inch
Idler gear spindle
Oil pump idler gear
Double-row ball bearing
Retaining ring
Retaining ring
Valve seat
Lubrication pressure regulator valve
Spring
Converter housing assembly
Pin
Converter housing
Plug, 12 inch NPTF, B
Plug, 14 inch NPTF, C
Stud (5)*
Size
Standard
0.003 inch oversize
0.006 inch oversize
0.009 inch oversize
0.012 inch oversize

Etch Marks
0
1
2
3
4

17 Dowel pin (2)


18 Plug assembly, (158-12) straight-thread H;
Pipe plug, 114 inch (earlier models) D
19 Dowel pin (2)
20 Plug assembly, (158-12) straight-thread H;
Pipe plug, 114 inch (earlier models) D
21 Dowel pin (2)
22 Gasket
23 Converter ground sleeve
24 Teflon sealring
25 Teflon sealring
26 Retaining ring shown for location only
(see item 6, Foldout 8,B)
27 Turbine shaft
28 Turbine shaft sleeve
29 Teflon sealring
30 Teflon sealring
31 Ball bearing
32 Retainer
33 Retarder rotor
34 Self-locking bolt, 12-13 x 2 inch (6), A
(earlier models)
35 Teflon sealring
36 Retaining ring
Foldout 10

37 Shims:
0.025 inch (0.63 mm) (AR)
0.005 inch (0.12 mm) (AR)
38 Retainer plate
39 Lockplate
40 Bolt, 12-20 x 114 inch (2), E
41 Bolt, 38-16 x 78 inch (6), F
42 Lockwasher, 38 inch (6)
43 Accessory cover
44 Gasket
45 Retaining ring
46 Ball bearing
47 Rear spacer
48 Pump drive hub
49 Lockwasher, 12 inch
50 Bolt, 12-13 x 3 inch, A
51 Oil pump drive gear
52 Front spacer
53 Ball bearing
54 Self-locking bolt, 12-13 x 3 inch (6), A
(later models)
55 Plug assembly, (916-18) straight-thread, I;
Pipe Plug, 38 inch NPTF (earlier models), J
56 Bolt, 716-14 x 78 (8), J
57 Lockwasher, 716 (8)
58 Gasket
59 Power takeoff pad cover
60 Gasket
61 Power takeoff pad cover
62 Lockwasher, 716 (8)
63 Bolt, 716-14 x 78 (8), J
Torque
A
B
C
D
E
F
G
H
I
J

lb ft
6780
2327
1416
95105
83100
2632
1822

1832
4250

lb in.

7080

Nm
91103
3236
1921
129142
113135
3643
2430
7.99.0
2529
5767

* Select studs to meet specifications of 1565 lb ft (2188 N.m) driving torque for a setting height of 2.9693.031 inch (75.576.9 mm)

Copyright 2006 General Motors Corp.

F OLDOUT 10
A

63
62
60

17
18
20

21

19

10

28

22
23

29

24

7
8
9
10

54

2
3
4

26

35

27

25

21

11

12

13

59

14

58

31

33
8

53

34

32

11

56

20

30

10

15

51

52

16
57

12

7
5

18

19

13

24

14
15
65
69

68

50

16

3
67

66

49
36

64

23

37

25

48

26

47

63

60
58

59

46
45

38
62 61

22

55
17

29

27

53

28

44
30

43

57 56 55 54

42

41

31
32
33

39
40
52
48

51

49

50

42
34

43
44
45

35 36

41

37 38

39
40

47
46

V08689.00.00
V08688.00.00

Foldout 10A. Input Pressure and Scavenge Oil Pump

Foldout 10B. Torque Converter Housing, Turbine Shaft, and Retarder Rotor (Straight-Through Models)

DP 8000 SERIES TRANSMISSIONS


Legend For Foldout 11A
1
2
3
4
5
6
7
8
9
10
11
12

Bolt, 12-13 x 334 inch, A


Lockwasher, 12 inch
Idler gear spindle
Oil pump idler gear
Double-row ball bearing
Retaining ring
Converter housing assembly
Converter housing
Pin
Plug, 12 inch NPTF, B
Plug, 14 inch NPTF, C; plug assembly, 916-18, M
Stud (5)*
Size
Standard
0.003 inch oversize
0.006 inch oversize
0.009 inch oversize
0.012 inch oversize

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

Etch Marks
0
1
2
3
4

Dowel pin (2)


Plug, 34 inch NPTF, D
Plug, 78 inch
Pipe plug, 114 inch, E; plug assembly 158-12, L
Pipe plug, 114 inch, E; plug assembly 158-12, L
Plug, 1 inch NPTF, F
Tube
Plug, 34 inch NPTF, G
Pipe plug, 114 inch, E; plug assembly 158-12, L
Spring
Lubrication pressure regulator valve
Valve seat
Retaining ring
Pump drive hub
Spacer
Ball bearing
Oil seal
Retainer
Sealring
Retaining ring
Gasket
Converter ground sleeve
Teflon sealring
Teflon sealring
Retaining ring shown for location only
(see item 6, Foldout 8,B)
Turbine shaft
Teflon sealring
Teflon sealring
Turbine shaft sleeve
Ball bearing
Retainer
Retarder rotor

45 Self-locking bolt, 12-13 x 2 inch (6), H


(earlier models)
46 Bolt, 12-20 x 114 inch (2), J
47 Lockplate
48 Retainer plate
49 Shims:
0.025 (0.63 mm) (AR)
0.005 (0.12 mm) (AR)

50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73

Retaining ring
Teflon sealring
Retaining ring
Sealring
Retainer
Oil seal
Ball bearing
Spacer
Pump drive hub
Gasket
Cover
Lockwasher, 38 inch (6)
Bolt, 38-16 x 38 inch (6), K
Oil pump drive gear
Ball bearing
Oil pump drive gear
Ball bearing
Retaining ring
Double-row ball bearing
Oil pump idler gear
Idler gear spindle
Lockwasher, 12 inch
Bolt, 12-13 x 334 inch, A
Self-locking bolt, 12-13 x 3 inch (6), H
(later models)
74 Bolt, 12-13 x 3 inch, A
75 Lockwasher, 12 inch
Torque
A
B
C
D
E
F
G
H
J
K
L
M

lb ft
6780
2327
1416
3337
95105
7585
3337
8197
83100
2632
4753

lb in.

7080

Nm
91103
3236
1921
4550
129142
102115
4550
110131
113135
3643
6470
7.59.0

* Select studs to meet specifications of 1565 lb ft (2188 N.m)


driving torque for a setting height of 2.9693.031 inch
(75.576.9 mm)

Copyright 2006 General Motors Corp.

Foldout 11

DP 8000 SERIES TRANSMISSIONS


Legend For Foldout 11B
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22

Bolt, 516-24 x 214 inch (2), A


Lockstrip
Input bearing retainer assembly
Input bearing retainer
Plug, 14 inch, A; plug assembly, 12-20, F
Plug, 38 inch, B; plug assembly, 916-18, G
Plug, 12 inch**, C; plug assembly, 34-16, H
Plug, 18 inch, D; plug assembly, 38-24, I
Plug, 14 inch, A; plug assembly, 12-20, F
Dowel pin (2)
Plug, 14 inch, A; plug assembly, 12-20, F
Pitot tube
Lockwasher, 12 inch
Bolt, 12-13 x 312 inch, E
Gasket
Transmission main shaft assembly
Shaft
Lubrication orifice plug
Ball bearing
Hub
Lockwasher, 12 inch (5)
Bolt, 12-13 x 114 inch (5), E

Torque
A
B
C
D
E
F
G
H
I

lb ft
1416
1822
2327
1012
6780

1213

lb in.

5363
7080

2832

Nm
1921
2529
3236
1416
91108
6.57.1
7.49.0
1618
3.23.6

** Not used on dropbox model

Foldout 11

Copyright 2006 General Motors Corp.

F OLDOUT 11
1

3
4
5

72

71
70
69

73

25
24
23
22

68
67
7

66

30
31

32

10

65

12

21

11

64

12

3
2

26

63
13 14

6
7

27
74

28

29
8

15
16

75

33

13
14

10

62
61
60

17

15

59
18
20
19

35
34

58
57
36

11
17
55

37

16

56
54

19

53
52

38

18
20
21
22

39
40
41

42
V08685.00.00

43
44

45
51
50

49

48

47
46

V08486.00.00

Foldout 11A. Torque Converter Housing, Turbine Shaft, and Retarder Rotor (Dropbox Models)

Foldout 11B. Input Bearing Retainer and Main Shaft

DP 8000 SERIES TRANSMISSIONS

Legend For Foldout 12 Is On The Opposite Side Of This Page.

Copyright 2006 General Motors Corp.

Foldout 12

DP 8000 SERIES TRANSMISSIONS


Legend For Foldout 12
A
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20

Self-locking bolt, 516-24 x 12 inch (6), A


Plate (3)
Pitot collector ring
Retaining ring
Hook-type sealring
Hook-type sealring
Splitter-low clutch hub assembly
Dowel pin (8)
Splitter-low clutch hub
Oil seal
Sealring
Splitter-low clutch piston assembly
Ball (4)
Piston
Piston return spring
Retaining ring
Internal-splined plate (3)
External-splined plate (2)
Splitter-low clutch drum
Spacer
Torque
A

Foldout 12

lb ft
1923

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18

Splitter-high clutch backplate


Piston return spring (14)
Key
Key
Anchor
Spring guide (14)
Internal-splined plate (4)
External-splined plate (4)
Splitter sun gear assembly
Retaining ring
Hub
Sun gear
Retaining ring
Ball bearing
Teflon oil seal
Splitter-high clutch piston
Teflon oil seal
Splitter-high clutch piston housing

Nm
2631

Copyright 2006 General Motors Corp.

F OLDOUT 12

1
1

2
3

4
5

4
5

6
8

7
9

10

12

11
13

14
10

11

15
13
14
12

17
16

15

18
16

17

17
19
18

20

V08693.00.00

V08692.00.00

Foldout 12A. Splitter-Low Clutch

Foldout 12B. Splitter-High Clutch

DP 8000 SERIES TRANSMISSIONS

Legend For Foldout 13 Is On The Opposite Side Of This Page.

Copyright 2006 General Motors Corp.

Foldout 13

DP 8000 SERIES TRANSMISSIONS


Legend For Foldout 13
A
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19

Splitter planetary carrier assembly


Thrust washer (4)
Pinion (matched set of four)
Needle bearing (4)
Thrust washer (4)
Planetary carrier
Spindle (4)
Ball, 316 inch (4)
Retaining ring
Splitter-high ring gear
Retaining ring
Retaining ring
Teflon sealring
Splitter-high ring gear hub
Retaining ring
Self-locking bolt, 12-20 x 178 inch (6), A
Internal-tooth lockwasher, 12 inch (6)
Bearing retainer
Ball bearing

Torque
A

lb ft
96115

Nm
131155

B
1
2
3
4
5
6
7
8
9
10
11
12
13

Retaining ring
Converter pressure relief valve seat
Converter pressure relief valve
Spring
Bolt, 38-16 x 34 inch (2), A
Retainer (2)
Transmission main housing assembly
Tube*
Tube
Pin
Transmission housing
Reducer, B
Breather, B

Foldout 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

Lockwasher, 12 inch (5)


Nut, 12-13 (5), C
Jumper hose (3)
Jumper tube (3)
Bolt, 58-11 x 212 inch (27), D
Lockwasher, 58 inch (27)
Hub
Gasket
Lockwasher, 12 inch (4)
Bolt, 12-13 x 158 inch (4), E
Bolt, 12-13 x 3 inch E
Lockwasher, 12 inch
Sump return tube**
Lockwasher, 12 inch (12)
Bolt, 12-13 x 3 inch (12), E
Sump return tube*
Self-locking bolt, 38-16 x 34 inch*, A
Sight gauge assembly (some models)
Plug (2)***
Sealring (2)***
Pin, valve guide
Spring, converter pressure regulator valve
Valve, converter pressure regulator
Seat, converter pressure regulator valve
Ring, retaining, internal

Torque
A
B
C
D
E

lb ft
Nm
2632
3643
Tighten sufficiently to prevent leakage
6780
91108
117140
159189
6780
91108

* Used only on dropbox models


** Used only on straight-through models
*** Used when sight gauge is not used

Copyright 2006 General Motors Corp.

F OLDOUT 13
B

7
8

13

9
10 11

38
37
36

10

12

35

14

11

15

34

12

16

17

13
18

19

14

15

16

17
18

2
7
9

20

21

19
3
4

26

33

32

25

23
22

24
6
31
27
28

29

V08694.00.00

30
V08695.00.00

Foldout 13A. Splitter Planetary Assembly

Foldout 13B. Transmission Main Housing

DP 8000 SERIES TRANSMISSIONS

Legend For Foldout 14 Is On The Opposite Side Of This Page.

Copyright 2006 General Motors Corp.

Foldout 14

DP 8000 SERIES TRANSMISSIONS


Legend For Foldout 14
B

A
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18

Retaining ring
Teflon sealring
Teflon sealring
High-range clutch hub assembly
Dowel pin (8)
Hub
Teflon oil seal
Sealring
High-range clutch piston assembly
Ball, 14 (4) inch
Piston
Piston return spring
Retaining ring
Internal-splined clutch plate (4)
External-splined clutch plate (3)
Clutch drum
Crush ring
Spacer ring (earlier models)

1 Intermediate-range sun gear


2 Intermediate-range planetary carrier
assembly
3 Planetary carrier
4 Spindle (4)
5 Ball, 316 inch (4)
6 Pinion thrust washer (4)
7 Needle bearing (4)
8 Pinion (matched set of four)
9 Pinion thrust washer (4)
10 Intermediate-range ring gear
11 Single-row ball bearing
12 Retaining ring
13 Sealring
14 Oil collector ring
15 Retainer (4)
16 Self-locking bolt, 38-24 x 58 inch (8), A
17 Intermediate-range clutch anchor
18 Intermediate-range piston return spring (14)
19 Key, 1.73 inch (43.9 mm) long
20 Key, 1.73 inch (43.9 mm) long
Torque
A

Foldout 14

Copyright 2006 General Motors Corp.

lb ft
4149

Nm
5666

F OLDOUT 14
B

A
1
2

3
5

6
3

8
10

12

11

13
14
5

10

15

9
8
7
11

6
12
13
14

16

15
16
17
18

17
18

19
20

V08696.00.00

V08490.01.00

Foldout 14A. High-Range Clutch

Foldout 14B. Intermediate-Range Planetary Assembly

DP 8000 SERIES TRANSMISSIONS

Legend For Foldout 15 Is On The Opposite Side Of This Page.

Copyright 2006 General Motors Corp.

Foldout 15

DP 8000 SERIES TRANSMISSIONS


Legend For Foldout 15
B

A
1
2
3
4
5
6
7
8
9
10
11
12
13
14

Internal-splined clutch plate (5)


External-splined clutch plate (5)
Teflon oil seal
Teflon oil seal
Intermediate-range clutch piston
Piston housing assembly
Housing
Pin (2)
Second-range ring gear assembly
Ring gear
Pin (6)
Second-range ring gear assembly
Pin (6)
Ring gear

Foldout 15

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16

Splitter output shaft


Bearing assembly
Retaining ring
Second-range planetary carrier assembly
Pinion thrust washer (4)
Spacer (4)
Pinion (matched set of four)
Needle bearing (4)
Spacer (4)
Pinion thrust washer (4)
Pinion spindle (4)
Ball, 316 inch (4)
Retaining ring
Bearing inner race
Bearing assembly
Planetary carrier

Copyright 2006 General Motors Corp.

F OLDOUT 15
B

1
2

15

14

16

13

12
11
10
9
8

7
6

6
7
8

1
4

9
10
11

2
12
13

14

V08697.00.00

V08491.00.00

Foldout 15A. Intermediate-Range Clutch

Foldout 15B. Splitter Output Shaft and Second-Range Planetary Carrier Assembly

DP 8000 SERIES TRANSMISSIONS

Legend For Foldout 16 Is On The Opposite Side Of This Page.

Copyright 2006 General Motors Corp.

Foldout 16

DP 8000 SERIES TRANSMISSIONS


Legend For Foldout 16
B

A
1 Internal-splined clutch plate (7) (5 some models)
2 External-splined clutch plate (7)
(5, some models)
3 Second-range clutch anchor
4 Key
5 Piston return spring (14)
6 Spring guide pin (14)*
7 Teflon oil seal
8 Teflon oil seal
9 Second-range clutch piston
10 Low-range clutch piston housing assembly
11 Pin (2)
12 Housing
13 Ball bearing
14 Bearing retainer
15 Lockwasher, 12 inch (8)
16 Bolt, 12-13 x 78 inch (8), A
Torque
A

lb ft
6780

Nm
91108

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

Teflon sealring
Sealring expander
First-range clutch piston
Sealring expander
Teflon sealring
First-range ring gear hub
First-range ring gear
Retaining ring
Retaining ring
Retaining ring
First-range sun gear sleeve
Ball bearing
First-range sun gear
Thrust washer
First-range planetary carrier assembly
Planetary carrier
Thrust washer (4)
Pinion (matched set of four)
Needle bearing (4)
Needle bearing (4)
Thrust washer (4)
Retaining ring
Ball, 316 inch (4)
Spindle assembly (4)
Spindle (4)
Spindle plug (4)
Thrust washer (4)
Spacer (4)
Pinion (matched set of four)
Roller (112)
Spacer (4)
Roller (112)
Spacer (4)
Thrust washer (4)
Spindle (4)
Ball (4)
Spring pin
* Not present on models with five plates 1 and five plates 2.

Foldout 16

Copyright 2006 General Motors Corp.

F OLDOUT 16
A

1
2

2
3

6
7

9
10
3

11
12
13

5
6

14

22
37

9
11

36

10

35

15

23
24
12

25

26
16

21
20
19

13
14

18

34

15
16

33

17
32

31

30

29
28

27

V08698.00.00

V08492.01.00

Foldout 16A. Second-Range Clutch

Foldout 16B. First-Range Planetary Assembly

DP 8000 SERIES TRANSMISSIONS

Legend For Foldout 17 Is On The Opposite Side Of This Page.

Copyright 2006 General Motors Corp.

Foldout 17

DP 8000 SERIES TRANSMISSIONS


Legend For Foldout 17
A

1 First- and reverse-range clutch anchor

1 Spacer

2 Reverse clutch piston return spring (16)

2 Reverse-range sun gear assembly

3 Spring guide pin (16)

3 Gear hub

4 Spring guide pin (16) (some earlier models)

4 Reverse-range sun gear

5 Reverse clutch piston return spring (16)


(some earlier models)

5 Retaining ring

6 Key, 4.75 inch (120.6 mm) long


7 Key, 4.75 inch (120.6 mm) long
8 External-splined clutch plate (6)
9 Internal-splined clutch plate (6)
10 Retaining ring

6 Reverse-range planetary carrier assembly


7 Planetary carrier
8 Sealring
9 Oil collector ring
10 Lockwasher, 38 inch (6)
11 Bolt, 38-24 x 34 inch (6), A
12 Pinion spindle (6)
13 Ball, 316 inch (6)
14 Thrust washer (12)
15 Needle bearing (6)
16 Pinion (matched set of six)
Torque
A

Foldout 17

Copyright 2006 General Motors Corp.

lb ft
3340

Nm
4554

F OLDOUT 17

B
1
2
3
4
5

5
2
3

8
9
6

7
7

8
9
10

10

11

12
13
14
V08493.00.00

15
16
14

V08699.00.00

Foldout 17A. First-Range Clutch

Foldout 17B. Reverse-Range Planetary Assembly

DP 8000 SERIES TRANSMISSIONS

Legend For Foldout 18 Is On The Opposite Side Of This Page.

Copyright 2006 General Motors Corp.

Foldout 18

DP 8000 SERIES TRANSMISSIONS


Legend For Foldout 18
A
1
2
3
4
5
6
7
8
9
10
11
12
13
14

Reverse-range clutch backplate


Retaining ring
Internal-splined clutch plate
External-splined clutch plate
Reverse-range ring gear
Internal-splined clutch plate (4)
External-splined clutch plate (4)
Teflon sealring
Sealring expander
Reverse-range clutch piston
Teflon sealring
Sealring expander
Teflon sealring
Sealring expander
B

1
2
3
4
5

6
7
8
9

10
11
12
13
14
15
16
17

Gasket
Transmission rear cover assembly
Plug, 14 inch, A; plug assembly 12-20, G
Rear cover
Plug, 38 inch NPTF, B;
plug assembly 916-18, H
Bushing
Flat washer
Bolt, 58-18 x 1 inch, C
Oil level check plug, 34 inch NPT, D;
Plug assembly 34-16, I
Speedometer drive gear (early models)
Ball bearing
Oil seal
Gasket
Bearing retainer
Lockwasher, 58 inch (12)
Bolt, 58-11 x 134 inch (12), E
Drive screw (4)

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

Nameplate
Speedometer drive shaft
Gasket
Washer, 332 inch thk
Speedometer drive sleeve assembly
Seal
Washer
Sleeve
Lockwasher, 516 inch (2)
Bolt, 516-18 x 78 inch (2), A
Flange, S1950
Magnetic pickup plug*
Speedometer drive gear* (current models)
Magnetic pickup gear*
Magnetic pickup guard*
Lockwasher, 58 inch (2)
Bolt, 58-11 x 178 inch (2), E
Flange, J490
Flange plate retainer
Locknut, F
Cover
Speed sensor assembly
Bracket, speed sensor
O-ring
Screw, 516-18 x 12 inch

Torque
A
B
C
D
E
F
G
H
I

lb ft
1416
1822
134160
3337
117140
7001000
96115

1213

lb in.

7080

* Used with automatic-electric models

Foldout 18

Copyright 2006 General Motors Corp.

Nm
1921
2529
182216
4550
159189
9491355
131135
7.59.0
1618

F OLDOUT 18
A

38

42

40
39

41

29

4
5

22
6

7 8

21

23

24

25

26

27

20
19
5
20
6
7

10

11

6
18 17

30

31

8
12

13
10
14
32
11
12

33
13

34
35

14

36
15

37

16

28
V08494.00.00
V08700.01.00

Foldout 18A. Reverse-Range Clutch

Foldout 18B. Rear Cover and Speedometer Drive (Straight-Through Models)

DP 8000 SERIES TRANSMISSIONS


Legend For Foldout 19A
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19

Gasket
Elbow, A
Hose
Elbow, A
Speedometer drive shaft
Gasket
Bolt, 516-18 x 78 inch (2,) B
Lockwasher, 516 inch (2)
Speedometer drive sleeve assembly
Sleeve
Washer
Seal
Washer, 332 inch thk
Transmission rear cover assembly (dropbox models)*
Bolt, 34-10 x 134 inch (2)*, C
Lockwasher, 34 inch (2)*
Shim (AR)*
Shim (AR)*
Shim (AR)*
Torque
A
B
C

lb ft
Nm
Tighten sufficiently to prevent leakage
1316
1821
180210
244284

* Furnished by vehicle manufacturer

Copyright 2006 General Motors Corp.

Foldout 19

DP 8000 SERIES TRANSMISSIONS


Legend For Foldout 19B
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43

Nut, 12-20 inch (10), A


Lockwasher, 12 inch (10)
Flat washer, 12 inch (10)
Parking brake assembly
Camshaft and lever assembly
Nut, 118-12, B
Nut, 118-12, B
Lockwasher, 118 inch
Lockwasher, 118 inch
Backplate
Anchor pin
Right shoe and lining
Shoe-to-shoe spring
Anchor pin reinforcement plate
Right anchor-to-shoe spring
Brake-shoe pivot pin
Cotter pin
Adjusting screw socket
Adjusting screw spring
Adjusting screw
Left anchor-to-shoe spring
Cotter pin (4)
Shoe holddown spring cup (4)
Shoe holddown spring (4)
Shoe holddown spring cup (4)
Cotter pin
Adjusting screw nut
Brake-shoe pivot pin
Left brake shoe and lining
Anchor pin
Brake actuator connecting link
Actuating cam
Spring pin
Lockwasher
Screw, 10-32 x 112 inch
Spring pin
Brake actuator connecting link
Shoe holddown pin (4)
Bolt, 12-20 x 178 inch (4)
Washer (10)
Bolt, 12-20 x 112 inch (6)
Flange, S1850
Brake drum

Foldout 19

44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60

61
62
63
64
65
66

67
68
69
70
71
72
73
74
75

Self-locking bolt, 34-16 x 112 inch (8), C


Flange retainer plate
Self-locking nut, D
Parking brake assembly
Camshaft and lever assembly
Backplate
Connecting link
Actuating cam
Connecting link
Spring pins
Lockwasher, 316 inch (2)
Machine screw, 10-32 x 12 inch
Right shoe and lining
Anchor pin E
Self-adjusting cable
Cable guide
Shoe return spring (2) (black, earlier models)
(yellow, later models)
Socket
Thrust washer
Adjusting screw
Pivot nut
Self-adjuster lever
Self-adjuster spring (white, earlier models)
(green, later models)
Spring, brown
Shoe holddown spring cup (8)
Shoe holddown spring, orange (2)
Shoe holddown spring, black (2)
Left shoe and lining
Shoe holddown pin
Probe hole cover
Adjusting hole cover
Flange, J490

Torque
A
B
C
D
E
* 150250 lb inch

Copyright 2006 General Motors Corp.

lb ft
83100
300325
337385
7001000
150250*

Nm
113135
407440
456521
9491355
1728

F OLDOUT 19
1

2 3

75

40
41
42

43
39
4
44
1
5
45
46

7
9
6
3

19

10
6

18

17

11

47

12

32

37
36

34

38

35

13

33
31

13

16

12

11

10
30

14
29

15

21
28

48

15
16

20
17

27

18
19

49

14

26
24
25

23
22

74
52

51
73
V08703.00.00

56
54
55

50

57
58

53
60

72

59
67
68 69
68

71

65

66

61
62
68 70

Foldout 19A. Rear and Speedometer Drive (Dropbox Models)

63
68

64

Foldout 19B. Parking Brake

V08704.00.00

DP 8000 SERIES TRANSMISSIONS


Legend For Foldout 20A
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

Gasket
Transmission oil pan assembly
Oil pan
Heating element plug, A
Oil strainer shield
Gasket
Strainer and magnet assembly
Strainer assembly
Bolt, 14-20 x 58, B
Magnet
Magnet bracket
Lockwasher, 14
Bolt, 14-20 x 58, B
Lockwasher, 38 (6)
Bolt, 38-16 x 78 (6), C
Drain plug, 34, D
Gasket
Oil drain cover
Hose clamp
Drain hose
Hose clamp
Lockwasher, 38 (28)
Bolt, 38-16 x 78 (28), C
Bolt, 38-16 x 5 (4), C
Lockwasher, 38 (4)
Bolt, 38-16 x 118 (24), C
Lockwasher, 38 (24)
Strainer
Oil strainer gasket
Oil strainer cover

Locknut, 38-24
Torque
A
B
C
D

lb ft
Nm
Tighten sufficiently to prevent leakage
911
1314
2632
3643
3337
4550

Copyright 2006 General Motors Corp.

Foldout 20

DP 8000 SERIES TRANSMISSIONS


Legend For Foldout 20B
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

Oil filter warning light plate


Bolt, 716-14 x 7 (5), A
Lockwasher, 716 (5)
Bolt, 716-14 x 412 (2), A
Lockwasher, 716 (2)
Single shell, 14 gauge
Nylon sleeve
Terminal
Gasket
Bolt, 716-14 x 312 (2), A
Lockwasher, 716 (2)
Main-pressure regulator valve assembly
Setscrew, 516-18 x 1732
Pipe:
plug, 14, B
plug assembly 716-20, E
Main-pressure regulator valve body
Main-pressure regulator valve
Stop
Valve spring
Shims:
0.0528 in. (1.34 mm) (AR)
0.0289 in. (0.73 mm) (AR)
Booster plug
Gasket
Plug, 138-12, C
Gasket
Oil filter assembly
Oil pressure switch plug, C
Oil filter base assembly
Filter bypass valve plug, C
Gasket
Filter bypass valve spring
Filter bypass valve
Filter base

Foldout 20

32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51

Base plate and screw, set (2)


Base plate (2)
Screw (6)
Pipe plug, 14
Sealring
Gasket
Oil filter element assembly (2)
Sealring
Oil filter element (2)
Center stud and shell assembly (2)
Retaining ring (2)
Retainer (2)
Seal (2)
Washer (2)
Spring (2)
Shell (2)
Gasket (2)
Center stud (2), D
Plug (2)
Oil pressure switch plug, C
Torque
A
B
C
D
E
F
G
H
J

Copyright 2006 General Motors Corp.

lb ft
4250
5465
3660 lb in.
1416
90100
2632
4555
3337
3842 lb in.

N.m
5767
7488
57
1921
123135
3643
6174
4550
4.34.7

F OLDOUT 20
A

B
1

2
3

13

51

31
24

29

11

9
30

10

28

12

21

10
18

11
1

12

16

19

22

25

20

17

37
36
35

7
6
14
2

15
15

14

4 5

13

29

27 28

30

26
31
33
32

34

17
23
39
40
38
16
27
26

42

43

44
45

25

46
47

24

41
18
22
23

48
49
50

21
20

19
V08705.00.00

V08495.01.00

Foldout 20A. Transmission Oil Pan, Strainer, and Drain Cover

Foldout 20B. Main Pressure Regulator Valve and Oil Filters

DP 8000 SERIES TRANSMISSIONS


Legend For Foldout 21A
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48

Gasket
Oil transfer plate assembly
Retaining ring
Retainer
Valve spring
Check valve
Oil transfer plate
Plug 18-27, A
Plug 18-27, A
Lockwasher, 38 (4)
Bolt, 38-16 x 112 (4), B
Gasket
Control valve body assembly
Bolt, 38-16 x 114 (8), B
Lockwasher, 38 (8)
Cover
Gasket
Spring guide
Spring guide
Inner spring
Inner spring
Outer spring
Outer spring
Intermediate-range long trimmer valve
Second-range trimmer valve plug
Inner spring
Inner spring
Outer spring
Outer spring
Intermediate-range short trimmer valve
Second-range trimmer valve
Wiper-scraper seal
Lip-type oil seal
Plug, 18 NPTF (5), C
Detent ball spring
Detent ball
Detent ball
Detent ball spring
Gasket
Plug, 78 UNF, A
Manual selector valve assembly
Bushing
Valve assembly
Manual selector valve
Ball
Inner spring
Spring guide
Gasket

49
50
51
52
53
54
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
89
90
91

Cover
Lockwasher, 38 (4)
Bolt, 38-16 x 114 (4), B
Spring guide
Neutral plug spring
Outer spring
Neutral trimmer valve plug
First-range trimmer valve plug
Inner spring
Inner spring
Outer spring
Outer spring
First-range trimmer valve
Neutral trimmer valve
Lockup trimmer short valve
First-to-second-range overlap valve
Outer spring
Valve spring
Inner spring
Lockup trimmer long valve
Outer spring
Inner spring
Spring guide
Gasket
Cover
Lockwasher, 38 (8)
Bolt, 38-16 x 114 (8), B
Spring guide
Check valve
Check valve spring
Manual selector valve stop
Retaining ring
Retainer
Valve spring
Check valve
Control valve body
Splitter relay valve plug
Splitter relay valve
Valve spring
Lockwasher, 38 (20)
Bolt, 38-16 x 312 (20), B
Lockwasher, 38 (7)
Bolt, 38-16 x 234 (7), B

Torque
A
B
C

lb ft
Nm
Tighten sufficiently to prevent leakage
2632
3643
1012
1416

Copyright 2006 General Motors Corp.

Foldout 21

DP 8000 SERIES TRANSMISSIONS


Legend For Foldout 21B
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20

Gasket
Seal
Hose adapter
Lockwasher, 716 (4)
Bolt, 716-14 x 234 (4), A
Connector, 12-14 NPT to 78-14 UNF, B
Reducing pipe bushing, 114-1, B
Hose assembly, B
Coupling
Gasket
Adapter
Bolt, Type C, 12-point (4), B
Gasket
Pump assembly
Connector, inlet, 1116-12 to 1516-12 UNF, B
Hose assembly, B
Hose clamp
Elbow, outlet, 78-14, B
Bolt, 38-16 x 114 (2), C
Lockwasher, 38 (2)

Torque
A
B
C

Foldout 21

lb ft
Nm
4250
5767
Tighten sufficiently to prevent leakage
2632
3643

Copyright 2006 General Motors Corp.

F OLDOUT 21
B

A
14
15
16

91
90

17
18
88

89
20

19

2
1

21

13
22
26
87

23
24
25

27
86

12

2
1

6
45

78

28
29

85

30

10
11

31
32
33
34

84

79

83
82
81
80

35

36

77 78
76

37

38

39

40
8

62
61

63
64
65

42

10

13

60
11

59
58
57
56

66
67
68

41
43
44
45

55
54
53

69

52

70

14

15

12

20
19

46

16

47

71
48

72

49
50
51

73
74
75

17
18

V08707.00.00
V08706.00.00

Foldout 21A. Manual-Hydraulic Control Valve Body

Foldout 21B. Auxiliary Pump

DP 8000 SERIES TRANSMISSIONS


Legend For Foldout 22
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21

22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42

Oil transfer plate gasket


Oil transfer plate
Washer, Flat, 0.406 inch (5)
Bolt, Patchlock, 38-16 x 138 (3), A
Bolt, Hexlock, 38-16 x 114 inch
Gasket
Separator plate
Gasket
Control valve body assembly
Washer, Flat, 14 (14)
Bolt, 14-20 x 358 (14), C
Bolt, 14-20 x 414 (4), C
Harness guard
Solenoid cover and plate assembly
Wiring harness assembly
Solenoid cover
Gasket
Bolt, 14-20 x 34 (14), C
Washer, Flat, 14 (14)
Solenoid (5*; 7**) (earlier models)
Solenoid gasket (5*; 7**)
(used with item 22 only)
Solenoid (5*; 7**) (earlier models)
Cable tie (5*; 7**)
Solenoid plate
Flat-head screw (2), E
Gasket
Regulator valve spring
Solenoid pressure-regulator valve
Splitter shift valve
Shift valve spring
Outer spring
Inner spring
Priority valve
High-range shift valve
High-range shift valve spring
Intermediate-range shift valve
Intermediate-range shift valve spring
Steel ball, 516
Second-range shift valve
Second-range shift valve spring
Steel ball, 516
Reverse-range shift valve

43
44
45
46
47
48
49
50
51
52
53
54
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

Shift valve spring


Valve body assembly
Valve body
Plug, 18 (4), F; plug assembly 38-24, H
Orifice plug (5)
Plug, 18, F; plug assembly 38-24, H
Plug, 18, F; plug assembly 38-24, H
Oil screen assembly
First-and-reverse-range trimmer upper valve
Outer spring
Inner spring
First-and reverse-range trimmer lower valve
Inner spring
Outer spring
Valve stop
Second-range trimmer upper valve
Outer spring
Inner spring
Second-range trimmer lower valve
Inner spring
Outer spring
Valve stop
Intermediate-range trimmer upper valve
Outer spring
Inner spring
Intermediate-range trimmer lower valve
Inner spring
Outer spring
Valve stop
Trimmer regulator valve spring
Trimmer regulator boost valve plug
Trimmer regulator boost valve
Spring
Splitter-low trimmer upper valve
Outer spring
Inner spring
Splitter-low trimmer lower valve
Inner spring
Outer spring
Valve stop
Cover gasket
Valve body cover
Lockwasher, 14 (14)

Copyright 2006 General Motors Corp.

Foldout 22

DP 8000 SERIES TRANSMISSIONS


Legend For Foldout 22
86
87
88
89
90
91
92
93
94
95
96
97
98
99

100
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117

Bolt, 14-20 x 1 (14), C


Pin
Check valve
Valve spring
Sealring (5*; 7**) (used with item 93 only)
Solenoid (5*; 7**) (later models)
Lockwasher, 38 (2)
Bolt, 38-16 x 5 (2), A
Lockwasher, 38 (9)
Bolt, 38-16 x 334 (9), A
Lockwasher, 38 (11)
Bolt, 38-16 x 3 (11), A
Transfer plate gasket
First-range control valve cover and plate
assembly
Flat head screw, 10-24 x 114 (2), E
Orifice plug
Transfer plate
Orifice plug (2)
Valve body gasket
Bolt, 14-20 x 118 (2), C
Lockwasher, 14 (2)
Solenoid (earlier models)
Solenoid gasket (used with item 109 only)
Solenoid plate
Solenoid plate gasket
First-range shift valve
Valve spring
First-range shift valve body
Solenoid gasket (used with item 117 only)
Solenoid (earlier models)
Solenoid (later models)
Lockwasher, 14 (2)

118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140

Bolt, 14-20 x 78 (2), C


Lockwasher, 14 (7)
Bolt, 14-20 x 2 (7), C
Cover gasket
Solenoid (later models)
First-range shift valve wiring harness, G
Cover
Ground ring
Sealring (used with item 127 only)
Solenoid (later models)
Cable tie
Sealring (used with item 132 only)
Solenoid (later models)
Cable tie
Bolt, 38-16 x 3 (2), A
Lockwasher, 38 (2)
Lockwasher, 38
Bolt, 38-16 x 3, A
Lockwasher, 38 (8)
Bolt, 38-16 x 6 (8), A
Lockwasher, 38 (4)
Bolt, 38-16 x 414 (4), A
Wiring harness assembly

Torque
A
B
C
D
E
F
G
H

* Models with lock-in-neutral.


** Models with lock-in-range.

Foldout 22

Copyright 2006 General Motors Corp.

lb ft
2632
3643
911
3035

1012

lb in.

2436

2024
2832

Nm
3643
4958
1314
4147
34
1416
2.32.6
3.23.6

F OLDOUT 22
107
122

105
106

128

123

108

127

109

140

110

126

111

112
102
23
24

90 22

13

18
19

20
21

10
133

28
32
30 33

119
114

34

100

35

40

42

98

38
41

43

50

117
99

15

39
37

139
138

44

14

93

46
47
89
88
87

116

115
118

136
36

124
129
130
131

137

25

48
49

101

134

17
29 31

121

135

26
27

120

132

11
10

16

113

125

12

91

103 104

45

92

95

6
5
3

96

94
97

4
76
77
78
79
80

72

66

73

67
68

74

81
82

65

61

51
52
53

54
69

75

58
59
60

70

62
55
5

63

4
3
2
1

83
84
85
86

71

64

56
57

V08708.00.00

Foldout 22. Electric Control Valve (Manual and Automatic-Electric Models) and Wiring

Torque: Hand tighten all fasteners

4
3
1

N
R

27 28

26

81
25

N
R

24
22

17

23

21
16
15
11

20
18 19

10
9
8
6

13
12 14

29

37
39 38

36
35
34

41

40

42

46

30

32

33

66
70

71

69

68
31

67
65

43
44
45

48

47

4 5
3

Resistor holder (24V assembly)


Light plate and socket
Rotary key pin
Lamp, No. 1816
O-ring, 38 inch (9 mm) OD
Screw, 6-32 x 38 (4)
Screw, 8-32 x 12 (3)
Lockwasher, No. 8 (3)
Solenoid cover
Gasket
Solenoid assembly
Solenoid plunger
Washer
Solenoid coil
O-ring, 1516 inch (24 mm) OD
Retainer ring
Spring seat
Override spring
Guide pin (2)
Solenoid housing
O-ring, 218 inch (54 mm) OD
Fuse*
Fuse holder assembly
Cap*
Body*
Nut*
Screw, 14-20 x 1
Lockwasher, 14
Body cover assembly*
Gate pin (4)
Body cover
Shift indicator
Shift indicator support
Inhibitor clutch spring
Inhibitor outer clutch
Lockwasher, 1764 x 12 x 116 (2)
Screw, 14-20 x 134 (2)
T-handle assembly

44
45
46
47
48
49
50
51
52
53
54
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

Manual-electric shift selector assembly


Inhibitor inner clutch
O-ring, 118 inch (28 mm) OD
Leveler*
Leveler spring*
Drive screw (4)
Nameplate
Shift selector body*
Shift gate pin (3)
Screw, 516-18 x 58 (3)
Lockwasher, 516 (3)
Bushing*
Nut*
O-ring, 916 inch (14 mm) OD*
Spacer plate*
Handle*
Knob*
Drive adapter*
Shim (AR)*
O-ring, 21116 inch (52 mm) OD
Screw, 6-32 x 34 (2)
Washer, No. 6 (2)
Mounting bracket
Microswitch assembly
Switch cover seal
Switch cover
Washer, No. 10 (4)
Screw, 10-24 x 58 (4)
O-ring, 112 inch (38 mm) OD
Screw, 6-32 x 38, self-tapping (4)
Wiring harness kit
16-pin connector and wiring
Switch jumper wire
Heat-shrink tubing, 9 inch (228 mm)
4-pin connector and wiring
4-pin socket and wiring
Setscrew, 10-32 x 14
Pin*
Rotary key*
Dowel pin (2)
Light socket plate assembly
Resistor (24V assembly)
Rivet (24V assembly)

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43

F OLDOUT 23

73

49

63

64 78

75

57
55

59 60
58

72

76

62
54

74

77

61

56

53
52
51

79
80

50

* Not used with T-handle assembly

Foldout 23. Manual-Electric Shift Selector Assembly

V08730.00.00

DP 8000 SERIES TRANSMISSIONS

Legend For Foldout 24 Is On The Opposite Side Of This Page.

Copyright 2006 General Motors Corp.

Foldout 24

DP 8000 SERIES TRANSMISSIONS


Legend For Foldout 24
A
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22

Shift pattern generator (SPG)


24V overload protector
12V-to-24V converter
Cab wiring harness
Range indicator
Wiring harness (automatic-electric)
Throttle potentiometer assembly
Throttle lever
Bolt, clamping, 14-20 x 34, A
Throttle potentiometer shaft seal
Pre-formed O-ring packing seal
Potentiometer and coupling assembly
Cover gasket
Cover
Screw, 10-24 x 716 (4), A
Screw, 4-40 x 516 (4), A
Housing
Bearing
Spacer
Fourth-range restrictor wiring harness, A
Fifth-range restrictor wiring harness, A
Output speed sensor (magnetic pickup)

Torque
A
B

lb ft

Nm

Hand tighten
1316
1821
B

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19

Automatic-electric shift selector assembly


Leveler**
Leveler spring**
Drive screw (4)
Nameplate
Shift selector body**
Shift gate pin (3)
Screw, 516-18 x 58 (3)
Lockwasher, 516 (3)
Bushing**
Nut**
O-ring, 916 inch (14 mm) OD**
Spacer plate**
Handle**
Knob**
Drive adapter**
Shim (AR)**
O-ring, 21116 inch (52 mm) OD
Screw, 6-32 x 34 (2)

Foldout 24

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
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63

Washer, No. 6 (2)


Mounting bracket
Microswitch assembly
Switch cover seal
Switch cover
Washer, No. 10 (4)
Screw, 10-24 x 58 (4)
O-ring, 11 2 inch (38 mm) OD
Screw, 6-32 x 38, self-tapping (4)
Wiring harness kit
16-pin connector and wiring
Switch wire
Heat-shrink tubing
4-pin connector and wiring
4-pin socket and wiring
Setscrew, 10-32 x 14
Pin**
Rotary key**
Dowel pin (2)
Light socket plate assembly
Resistor (24V assembly)
Rivet (24V assembly)
Resistor holder (24V assembly)
Light plate and socket
Lamp, No. 1816
O-ring, 38 (9 mm) OD
Screw, 6-32 x 38 (4)
Screw, 14-20 x 112 (2)
Lockwasher, 14 (2)
Cover
O-ring, 218 inch (54 mm) OD
Fuse**
Fuse holder assembly
Cap**
Body**
Nut**
Screw, 14-20 x 1
Lockwasher, 14
Body cover assembly**
Gate pin (4)
Body cover
Shift indicator
Shift indicator support
T-handle assembly

Torque: Hand tighten all fasteners


* For magnetic pickup torque, refer to para 7-7f(7).
** Not used with T-handle assembly

Copyright 2006 General Motors Corp.

F OLDOUT 24
A

N
R

3
1

21

63

25 26

24

20
2

23

N
R

15

22
20

14

18

16

17

12

11

6
4

21

19

13

10

27

35
37

36

2 3
34
38

52
56

57

55

54
41
42
43

28

53
51

28

30

45

31

44

40

33
32

6
7

39

11

59

10

60

50
46

49
61

62

10
18

58

12
13

48

14

17

47
22

16
15

V08710.01.00
V08709.01.00

Foldout 24A. Automatic-Electric Control System Components

Foldout 24B. Automatic-Electric Shift Selector Assembly

F OLDOUT 25
14

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20

Electronic Control Unit (ECU) assembly


ECU
PROM
Gasket
Cover
SA1951 seal
Seal (4)
Lockwasher (4)
Screw, 6-32 x 1/2 (a), A
Secondary mode harness
Cab harness
Digital data line scanner (DDL)
Lever shift selector assembly
Touch-pad shift selector assembly
Chassis harness
Electric lockup valve body assembly
Speed sensor
First-range shift valve body
Main control valve body assembly
Throttle position sensor (TPS)

Torque
A

lb in.
2126

Nm
2.42.9

13

12

16

11

15
3

4
5
6
7
8
9

10
19

18

17

20

L04345

Foldout 25. CEC1 Electronic Control System Components

DP 8000 SERIES TRANSMISSIONS

Legend For Foldout 26 Is On The Opposite Side Of This Page.

Copyright 2006 General Motors Corp.

Foldout 26

DP 8000 SERIES TRANSMISSIONS


Legend For Foldout 26
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

Screw, 6-23 x 58 (4), A


Bezel
Screw, 6-32 x 12 (2), A
Legend strip and assembly
Legend cover
Legend strip
Gasket
Shift selector body assembly
Screw, 6-32 x 38 (9), B
Housing cover
Gasket
Bearing
Dowel pin
Magnet holder and range indicator assembly
Screw, 6-32 x 38 (2), B
Range indicator
Magnet holder assembly
Shaft
Bearing
Lamp (4)
Detent plate
Screw, 6-32 x 12 (2), A
Screw, 8-32 x 716 (3), C
Spring backplate
Cam stop (2)
Detent position spring
Dowel pin
Screw, 6-32 x 38 (6), A
Selector lever
Dowel pin
Shift latch half cover
Shift positioning rod
Spring

Foldout 26

34
35
36
37
38
39

Selector lever end cap


Screw, 4-40 x 516 (2), D
Selector lever end cap cover
Gasket
Housing assembly
Screw, 8-32 x 112 (4), C

Tightening
Torque

1st Installation 1st Removal 5th Removal


Max.
Min.
Min.

1115 lb in.
(1.31.7 Nm)

8 lb in.
(0.9 Nm)

2 lb in.
(0.2 Nm)

1 lb in.
(0.1 Nm)

1923 lb in.
(2.12.6 Nm)

8 lb in.
(0.9 Nm)

2 lb in.
(0.2 Nm)

1 lb in.
(0.1 Nm)

3341 lb in
(3.74.6Nm)

12 lb in.
(1.4 Nm)

2.5 lb in.
(0.3 Nm)

1.5 lb in.
(0.2 Nm)

68 lb in.
(0.70.9 Nm)

5 lb in.
(0.6 Nm)

1 lb in.
(0.1 Nm)

0.5 lb in.
(0.005 Nm)

B
1
2
3
4
5
6
7
8
9
10

Screw, 6-32 x 12 (4), A


Star washer (4)
Shift selector body assembly
Gasket
Lamp and socket assembly (3)
Lamp (3)
Lamp holder (3)
Cover assembly
Lamp circuit board (earlier models)
Lamp circuit board (later models)

Torque

lb in.

Nm

1115

1.31.7

Copyright 2006 General Motors Corp.

F OLDOUT 26
B

A
35
DOOTIFT
NH
S

33

34

36

32

31

30

31
10

25

26

29

24
22
23

21

20

28

25
19
18

14

11
10

27

16

12

17

15
37

38

13

2
9
1
39

V06735

E01203.01

Foldout 26A. CEC1 Lever Shift Selector Assembly

Foldout 26B. CEC1 Pushbutton Shift Selector Assembly

DP 8000 SERIES TRANSMISSIONS

Legend For Foldout 27 Is On The Opposite Side Of This Page.

Copyright 2006 General Motors Corp.

Foldout 27

DP 8000 SERIES TRANSMISSIONS


Legend For Foldout 27
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
34
35
36
37
38
39

Gasket
Lockup trimmer valve assembly *
Plug, 14-18 (2)* A
Solenoid mounting plate*
Gasket*
24V lockup solenoid*
Lockwasher, 14 (2)*
Bolt, 14-20 x 58 (2)* B
Wiring harness* C
Solenoid cover*
Lockwasher, 14 (6)*
Bolt, 14-20 x 314 (6)* B
Gasket*
Lockup valve body assembly
Sealring
Plug
Flow valve (lockup cutoff)
Sealring*
Plug*
Spring*
Lockup shift valve*
Sealring**
Plug**
Spring**
Shim, 0.025 inch (0.64mm) (AR)**
Lockup shift valve**
Pin
Pin
Plug assembly, SAE No. 3 (38-24) straightthread F;
Pipe plug, 18 NPTF (earlier models) D
Plug assembly, SAE No. 3 (38-24) straightthread F;
Pipe plug, 18 NPTF (earlier models) D
Lockup valve body
Plug assembly, SAE No. 3 (38-24) straightthread F;
Pipe plug, 18 NPTF (earlier models) D
Check valve
Plug assembly, SAE No. 3 (38-24) straightthread F;
Pipe plug, 18 NPTF (earlier models) D
Lockwasher, 38 (2)
Bolt, 38-16 x 234*(2) E;
Bolt 38-16 x 114**(2) E
Lockwasher, 38 (7)
Bolt, 38-16 x 414*(7) E;
Bolt, 38-16 x 234**(7) E
Inhibitor switch***

Foldout 27

Torque
A
B
C
D
E
F

lb ft
1416
911
3035
1012
2632
2832 lb in.

Nm
1921
1314
4147
1416
3643
3.23.6

* Vehicle models only.


** Non-vehicle models only.
*** CLT 9880 models only.

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

Gasket
Bolt, 38-16 x 112 (5) A
Bolt, 38-16 x 3 (4) A
Flat washer, 38 (3)
Electric lockup valve body assembly
Sealring
Plug
Spring
Lockup valve
Spring pin
Lockup valve body
Plug assembly, SAE No. 3 (38-24)
straight-thread (2) E;
Pipe plug, 18 NPTF (2) (earlier models) B
Pressure tap plug assembly F
Gasket
Solenoid and sealring
Flat washer, 14 (2)
Bolt, 14-20 x 1 (2) C
Bolt, 14-20 x 112 (2) C
Flat washer, 14 (2)
Solenoid cover assembly
Wiring harness
Connector receptacle D
Sealring
Connector body
Connector terminal (2)
Temperature sensor

Torque
A
B
C
D
E
F

Copyright 2006 General Motors Corp.

lb ft
2632
1012
911
68
2832 lb in.
3842 lb in.

Nm
3643
1416
1314
810
3.23.6
4.34.7

F OLDOUT 27
A

VH04343.00.00

Foldout 27A. Non-Electric and SPG-Controlled Electric Lockup Valve Body

VH04144.00.01

Foldout 27B. Electronic Control Lockup Valve Body

DP 8000 SERIES TRANSMISSIONS


Legend For Foldout 28A
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

Bolt, 716-14 x 7 (5), A


Lockwasher, 716 (5)
Bolt, 716-14 x 412 (2), A
Lockwasher, 716 (2)
Gasket
Bolt, 716-14 x 312 (2), F
Bolt, 716-14 x 312 (2, earlier models), A
Flat washer, 716 (2)
Lockwasher, 716 (2, earlier models)
Main-pressure regulator valve body
assembly
Set screw, 516-18 x 1732, B
Plug assembly, SAE 5 (12-20) straightthread, E
Main-pressure regulator valve body
Main-pressure regulator valve
Stop
Spring
Shim (AR)
0.0528 inch (1.341 mm)
0.0289 inch (0.734 mm)
Plug
Gasket
Plug, 138-12 UNF, G
Converter housing and valve body gasket
Filter assembly (earlier models)
Filter base assembly
Bypass valve plug, C
Gasket
Spring
Bypass valve
Filter base
Drain plug (2), C
Plate (2)
Screw (6)
Pipe plug, C
Sealring

32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47

48
49
50
51
52
53
54
55
56

Gasket
Plug, C
Filter element assembly (2)
Sealring (2)
Filter element (2)
Shell and center stud assembly (2)
Retaining ring (2)
Retainer (2)
Seal (2)
Washer (2)
Spring (2)