20r-22-68 GM 9t50 Non-Etrs Models Preliminary Information

22 "2020” SEMINAR INFORMATION
GM 9T50 (NON-ETRS MODELS)

PRELIMINARY INFORMATION
The 9T45/50/60/65 is a fully automatic nine speed transverse mounted electronically controlled transmission. It
uses a four element torque converter with a converter clutch that is commanded on after the 1-2 shift. The TCM will
allow approximately 20 rpm of slip in second, third, fourth, fifth and sixth gears. The 9T Series uses three planetary
gear sets, seven multiple friction elements and a hydraulically controlled one-way clutch that lock one way and
freewheel the other or lock in both directions which allowed for the elimination of the low-reverse clutch and
provides nine forward speeds and one reverse. The transmission oil pump is a remote axis design which is chain
driven. On vehicles with the auto-stop feature a solenoid operated high pressure accumulator is used to provide
instant response to throttle while the engine restarts. The transmission is controlled by a dedicated Transmission
Control Module which receives input from a variety of sensors. The TCM is mounted on the valve body side cover
as seen in figure 1 below. This series of transmissions employs ten solenoids to provide shift timing, shift feel and
converter clutch operation. If the transmission is equipped with the Auto-Stop feature it will have an eleventh
solenoid for high pressure accumulator operation. The transmission control system can provide manual shift
capability through Driver Shift Control (DSC) or the Electronic Transmission Range Selection (ETRS) system.
Transmission provided by ETE Reman
Figure 1
Automatic Transmission Service Group
"2020” SEMINAR INFORMATION 23
PRELIMINARY INFORMATION
NINE SPEED RPO CODES

9T65 - MEV, M3W
9T60 - MEG, M3T
9T50 - M3D, M3E, M3H, M3F
9T45 - M3U
1 2 3 4
7AEB
24269484 812971950 12100000000X
12171157AEBP0445
13
5
12 11 10 9 8 7 6
1 Broadcast Code 8 Broadcast Code

2 Source Data Universal Number System (DUNS) 9 Julian Date
3 Transmission Unique Number (TUN) 10 Year of Build
4 2nd Machine Readable Number 11 Shift Identification
5 VPPS Code 12 Line Plant Identification
6 Part Sequence Number 13 GM Part Number
7 Site Identification
Copyright © 2020 ATSG
Figure 2
GENERAL SPECIFICATIONS GEAR RATIOS

Available Pressure Taps - Line FIRST = 4.68 SEVENTH = 1.00
Transmission Fluid Type - Dexron V1® SECOND = 3.30 EIGHTH = 0.74
Fluid Capacity - 8.82L (9 Qts) THIRD = 3.01 NINTH = 0.61
Transmission Weight (Wet) - 95.9 kg (211 lbs) FOURTH = 2.44 REVERSE = 2.96
Torque Converter Diameter - 228mm FIFTH = 1.92 FINAL DRIVE RATIOS:
Transmission Drive - FWD, AWD SIXTH = 1.44 2.89; 3.17; 3.32; 3.47; 3.63; 3.80
Figure 3

SHIFT QUADRANT
The transmission shift quadrants vary by model. D - Drive range should be used for all normal driving
There may be as low as four and as high as seven conditions for maximum efficiency and fuel
different shift quadrant positions. Figures 4 and 5 economy. Drive range allows the transmission
show five positions. to operate in each of the nine forward gear
ratios.
Standard Shift Quadrant
Downshifts to a lower gear are available for safe
P - Park position enables the engine to be started passing, by depressing the accelerator, or by
while preventing the vehicle from moving. For manually selecting a lower gear with the shift
safety reasons, the vehicle's parking brake should lever.
always be used in addition to the "Park" position.
Park position should not be selected until the Driver Shift Control (DSC)
vehicle has come to a complete stop. Some vehicles are equipped with a shift quadrant to
allow manual range selection. For example, "M"
R - Reverse enables the vehicle to be operated in a manual range and/or manual range "1".
rearward direction.
M - When manual mode is selected, the current
N - Neutral position enables the engine to start and gear range will be the highest attainable range
operate without driving the vehicle. If necessary, with all of the lower gears available.
this position should be selected to restart the Plus/Minus buttons may be used to select the
engine while the vehicle is moving. desired range of gears for the current driving
conditions.
This example is a 2019 Chevrolet Malibu, when the This example is a 2018 Cadillac XT4, the shifter has
shifter is pulled to the “L” position manual shift mode the “D/M” on the front of the shift lever. Once in this
is enabled. The plus minus button on top of the shift position manual shifting is enabled using the plus
handle will allow manual up and down shifts. and minus steering wheel paddles.
Figure 4 Figure 5

CLUTCH APPLICATION & LOCATION
1-R-2-3-4-5-6
3-8 & SOWC
CLUTCH CLUTCH
5-7-REVERSE
CLUTCH
Tinker Bell
6-7-8-9
CLUTCH
4TH
CLUTCH
2-9 1-2-3-4-5-6
CLUTCH CLUTCH
COMPONENT APPLICATION CHART

Torque
GEAR 1-2-3-4-5-6 2-9 3-8 4th 5-7-R 6-7-8-9 One-Way
RANGE Converter
Clutch Clutch Clutch Clutch Clutch Clutch Clutch
Clutch
Park P
Reverse R Applied Applied
Neutral N
N SHIFT* Applied
N HIGH* Applied
1st Applied Applied
D 2nd Applied Applied Applied
3rd Applied Applied Applied
4th Applied Applied Applied
The “N Shift” and “N High” are used when the vehicle is equipped with the ETRS system to prevent an
accidental park pawl engagement. Copyright © 2020 ATSG
Figure 6
SOLENOID IDENTIFICATION & FUNCTION
F/7 G/8 H/9 J/4 K/3
E/10
S1 (B) 5.0-5.4 ?
S2 (A) 5.0-5.4 ?
S3 (K) 5.0-5.4Ù
S4 (J) 5.0-5.4Ù
S5 (D) 5.0-5.4Ù
S6 {C} 5.0-54.Ù
S7 (F) 5.0-54Ù
S8 (G) 5.0-54Ù
S9 (H) 19.0-19.6Ù
S10 (E) 19.0-19.6Ù
Note: If this transmission was

equipped with ETRS, there would
be two additional solenoids on the
valve body:
D/5 C/6 B/1 A/2 Park Inhibit Solenoid
Mode Valve Position Solenoid
SOLENOID APPLICATION CHART

RANGE GEAR 2-9 1-2-3-4-5-6 6-7-8-9 5-7-R Accumulator Line Torque Clutch 4th 3-8
Clutch Clutch & SOWC* Clutch Pressure Pressure Converter Select Valve Clutch Clutch
Release
N.L N.H. N.H. N.L. N.C
N.H. Clutch N.C. N.L. N.L
Linear Linear Linear Linear ON/OFF VFS N.L VFS ON/OFF VFS VFS
Sol A/2 Sol B/1 Sol C/6 Sol D/5 Sol E/10** Sol F/7 Sol G/8 Sol H/9 Sol J/4 Sol K/3
Park P ON <> ON/OFF#
Reverse R ON ON <> ON
Neutral N ON <> ON/OFF#
1st ON <>
2nd ON ON <> ON
3rd ON <> ON ON
4th ON <> ON ON
D
5th ON ON <> ON
6th <> ON
7th ON ON <> ON
8th ON <> ON ON
9th ON ON <> ON
<>The line pressure solenoid is constantly modulating according to throttle position and engine load.
* The 6-7-8-9 Solenoid is also used to switch the Selective One-Way Clutch freewheel in one direction
to locked in both directions.
# The Clutch Select Solenoid is quicky turned ON and Off to operate the park pawl servo.
**The Accumulator Pressure Release Solenoid is used when the vehicle is equipped with the Auto-Start
Feature. Copyright © 2020 ATSG
Figure 7
DIAGNOSTIC TROUBLE CODES
DTC CODE DESCRIPTION CODE TYPE
P0601 Control Module Read Only Memory (ROM) Performance A
P0602 Control Module Not Programmed A
P0603 Control Module Long Term Memory Reset A
P0604 Control Module Random Access Memory (RAM) Performance A
P0606 Control Module Processor Performance A
P062F Control Module Long Term Memory Performance A
P16F3 Control Module Redundant Memory Performance A
P16FB Control Module Speed Signal Analog To Digital Converter Performance A
P0658 Actuator High Control Circuit Group 1 Voltage Low A
P0659 Actuator High Control Circuit Group 1 Voltage High C
P0707 Transmission Range Sensor 1 Circuit Voltage Low A
P0708 Transmission Range Sensor 1 Circuit Voltage High A
P0711 Transmission Fluid Temperature Sensor Performance B
P0712 Transmission Fluid Temperature Sensor Circuit Voltage Low B
P0713 Transmission Fluid Temperature Sensor Circuit Voltage High B
P0716 Input Speed Sensor Performance A
P0717 Input Speed Sensor Circuit No Signal A
P07BF Input Speed Sensor Circuit Voltage Low A
P07C0 Input Speed Sensor Circuit Voltage High A
P0721 Output Speed Sensor Performance A
P0722 Output Speed Sensor No Signal A
P0723 Output Speed Sensor Intermittent Circuit Fault A
P077C Output Speed Sensor Intermittent Circuit Voltage Low A
P077D Output Speed Sensor Intermittent Circuit Voltage High A
P0741 Torque Converter Clutch System Stuck Off A
P0746 Transmission Control Solenoid 1 Stuck Off (1-2-3-4-5-6 Clutch) A
P0747 Transmission Control Solenoid 1 Stuck On (1-2-3-4-5-6 Clutch) A
P0776 Transmission Control Solenoid 2 Stuck Off (2-9 Clutch) A
P0777 Transmission Control Solenoid 2 Stuck On (2-9 Clutch) A
P0796 Transmission Control Solenoid 3 Stuck Off (3-8 Clutch) A
P0797 Transmission Control Solenoid 3 Stuck On (3-8 Clutch) A
P0815 Upshift Switch Circuit Fault C
P0816 Downshift Switch Circuit Fault C
P0826 Up & Down Shift Switch Circuit Fault C
P0960 Transmission Control Solenoid 1 Circuit Open A
P0962 Transmission Control Solenoid 1 Circuit Voltage Low A
P0963 Transmission Control Solenoid 1 Circuit Voltage High A
Figure 8
P175E Transmission Control System - Shift Limiting Active C
P175F Acceleration Sensor Signal Message Counter Incorrect C
P1761 Up & Down Shift Switch Message Counter Incorrect C
P176B Intermediate Speed Sensor Circuit Performance A
P176C Intermediate Speed Sensor Circuit Voltage Low A
P176D Intermediate Speed Sensor Circuit Voltage High A
P17D3 Intermediate Speed Sensor 1 Direction Signal Invalid A
P178F Intermediate Speed Sensor Direction Not Plausible - Forward A
P17C4 Intermediate Speed Sensor Direction Not Plausible - Reverse A
P188B Transmission Range Signal Message Counter Incorrect C
P2670 Actuator High Control Circuit Group 2 Voltage Low A
P2671 Actuator High Control Circuit Group 2 Voltage High A
P2714 Transmission Control Solenoid Valve 4 Stuck Off (4th Clutch) A
P2715 Transmission Control Solenoid Valve 4 Stuck On (4th Clutch) A
P2718 Transmission Control Solenoid Valve 4 Circuit Open A
P2720 Transmission Control Solenoid Valve 4 Circuit Voltage Low A
P2721 Transmission Control Solenoid Valve 4 Circuit Voltage High A
P2727 Transmission Control Solenoid Valve 5 Circuit Open A
P2729 Transmission Control Solenoid Valve 5 Circuit Voltage Low A
P2730 Transmission Control Solenoid Valve 5 Circuit Voltage High A
P2731 Transmission Control Solenoid Valve 6 Performance (6-7-8-9-SOWC) A
P2732 Transmission Control Solenoid Valve 6 Stuck Off (6-7-8-9-SOWC) A
P2733 Transmission Control Solenoid Valve 6 Stuck On (6-7-8-9-SOWC) A
P27A7 Transmission Control Solenoid Valve 1 Calibration Incorrect (1-2-3-4-5-6) A
P27A8 Transmission Control Solenoid Valve 2 Calibration Incorrect (2-9 Clutch) A
P27A9 Transmission Control Solenoid Valve 3 Calibration Incorrect (3-8 Clutch) A
P27AA Transmission Control Solenoid Valve 4 Calibration Incorrect (4th Clutch) A
P27AB Transmission Control Solenoid Valve 5 Calibration Incorrect (5-7-R Clutch) A
P27AC Transmission Control Solenoid Valve 6 Calibration Incorrect (6-7-8-9 Clutch) A
P27AD Transmission Control Solenoid Valve 7 Calibration Incorrect (Line Pressure) A
P27AE Transmission Control Solenoid Valve 8 Calibration Incorrect (TC Clutch) A
P2802 Transmission Range Sensor Circuit 2 Circuit Voltage Low A
P2803 Transmission Range Sensor Circuit 2 Circuit Voltage High A
P2805 Transmission Range Sensor Circuit 1-2 Not Plausible A
Figure 9

P2817 Transmission Control Solenoid 8 Stuck Off (TC Clutch) A
P2818 Transmission Control Solenoid 8 Stuck On (TC Clutch) A
P281B Transmission Control Solenoid 8 Circuit Open A
P281D Transmission Control Solenoid 8 Circuit Voltage Low A
P281E Transmission Control Solenoid 8 Circuit Voltage High A
P282F Transmission Control Solenoid 10 Circuit Voltage Low A
Figure 10
9T50 SOLENOID CHARACTERIZATION

Transmission control solenoids one through eight regulate pressure. These solenoid have different flow rates and
are therefore specific to the clutch they control. The flow rates are rated according to amperage and pressure data
points and given a file number. This number which is sometimes referred to as a band number, this data file is stored
on the GM TIS website. Once the solenoid valve body is assembled, the valve body receives a PUN (Part Unique
Number ) as well as a data matrix that can be read by a QR Reader, refer to figure 12. The data matrix contains the
solenoid calibration information which relates the PUN. The PUN number works in conjunction with the TUN
number located on the transmission bar code tag which is this transmissions calibration number. The data program is
stored and programmed into the vehicles Transmission Control Module.
Replacing any of the following components will require solenoid characterization programming:
The Transmission Assembly - program the TCM with the new data file stored on the TIS website for all
pressure regulating solenoids.
Lower solenoid valve body - program the TCM with the new data file stored on the TIS website for all pressure
regulating solenoids.
Transmission Control Module - program the TCM with the new data file stored on the TIS website for all
pressure regulating solenoids.
One or more solenoids - program the TCM with the new data file stored on the TIS website for all pressure
regulating solenoids that were replaced.
See page 33

SOLENOID CHARACTERIZATION REPROGRAMMING
To perform Solenoid Characterization programming after a transmission or transmission component
replacement, perform the following procedure:
1. Document the new TUN or PUN number as required. The TUN number can be found on the transmission
bar code tag. The PUN number can be found on the valve body, refer to figures 11 and 12.
2. Log into the TIS2Web/SPS.
3. Type the Vehicle Identification Number (VIN).
4. Perform the SPS Transmission Control Module Programming event as follows:
Select “Transmission Control Module Programming “ to update TCM calibrations and solenoid
characterization data.
OR
Select “Transmission Control Module MCVM Operations” to update solenoid characterization data only.
5. From the MCVM Operation Selection screen, select the applicable service procedure to be performed. You
will be prompted to provide the necessary TUN or PUN when replacing a transmission or part.
At this point, the system will read the VIN from the Engine Control Module using the Multiple Diagnostic
Interface (MDI) and then retrieve the applicable genealogy data tree from the cloud. This data tree accesses the
original characterization data for the given TUN/PUN via the cloud and updates the genealogy tree. The TCM is
updated with the correct solenoid characterization data, and the cloud is updated with the new genealogy
relationship.
PUN NUMBER
& DATA MATRIX
TUN NUMBER
Figure 11 Figure 12

9T50 TRANSMISSION CASE CONNECTOR

16 1
32
65 17
66
48
64 49 33
TERMINAL CIRCUIT CIRCUIT WIRE
NUMBER DESCRIPTION NUMBER COLOR
1 Transmission Control Solenoid H (9) (Clutch Select Valve) 4507 White/Blue
2 Transmission Control Solenoid B (1) (1-2-3-4-5-6 Clutch) 6401 Blue
3 Transmission Control Solenoid D (5) (5-7-R Clutch) 6403 Gray/Green
4 Transmission Control Solenoid F (7) (Line Pressure) 4509 Violet
5-6 Not Used
7 Transmission Position Sensor B 9 Volt Reference 4170 Yellow/Green
8 Transmission Position Sensor A 9 Volt Reference 4171 Yellow/Blue
9 - 12 Not Used
13 Transmission Intermediate Speed Sensor Signal 4510 Green/Violet
14 Output Speed Sensor Signal 6358 Gray/Blue
15 Input Speed Sensor Signal 6353 Green/Yellow
16 Not Used
17 Transmission Control Solenoid G (8) (Torque Converter Clutch) 4508 White
18 Transmission Control Solenoid A (2) (2-9 Clutch) 6400 Brown
19 Transmission Control Solenoid C (6) (6-7-8-9 & SOWC) 6402 Gray
20 Transmission Control Solenoid E (10) (Accum Pressure Release) 6404 Yellow/Brown
21 TCC Clutch Select Solenoid Control 5501 Gray/Black
22 Not Used
23 Transmission Oil Level Sensor Signal 1971 White
24 - 27 Not Used
28 Transmission Oil Temperature Sensor Low Reference 586 Black/Brown
29 - 32 Not Used
33 Transmission High Side Driver 1 Signal Driver 6387 Green/Gray
34 Not Used
35 Run/Crank Ignition 1 Voltage 2139 Violet/Black
36 Not Used
37 High Speed GMLAN Serial Data (+) 1 2500 Blue
38 High Speed GMLAN Serial Data (-) 1 2501 White
39 - 48 Not Used
49 Transmission High Side Driver 2 Signal 2501 Gray/Brown
50 Not Used
51 Accessory Wakeup Serial Data 5985 Violet/Yellow
52 Not Used
53 High Speed GMLAN Serial Data (+) 1 2500 Blue
54 High Speed GMLAN Serial Data (-) 1 2501 White
55 - 62 Not Used
63 Transmission Oil Temperature Sensor Signal 585 Brown/White
64 Ignition Mode Switch Mode Control 5724 Green/Yellow
65 Signal Ground 151 Black/White
66 Battery Positive Voltage 1840 Red/Green
Figure 13 Copyright © 2020 ATSG
TRANSMISSION INTERNAL MODE SWITCH
The Transmission Range Sensor is a Hall Effect that has two PWM output signal circuits. The Engine Control
Module supplies a 5 volt reference circuit and a low reference circuit to the Transmission Range Sensor. Sensor
1 signal circuit is an input to the TCM. Sensor 2 signal circuit is an input to the ECM. Each transmission gear
position has different duty cycle values of the PWM signal, refer to chart.
The TCM uses this information from sensor 1 signal to determine what transmission gear range the vehicle
operator has selected and apply the clutches for that gear. The ECM uses the information from sensor 2 signal to
determine if the transmission is in park or neutral to enable the starter motor for engine cranking.
1 2 3 4
1. 5 Volt Reference
2. Ignition Mode Switch Mode Control
3. IMS Mode Switch Low Reference
4. Ignition Mode Switch Mode Control Backup
TRANSMISSION INTERNAL MODE SWITCH DUTY CYCLE CHART

TRANSMISSION RANGE RANGE SENSOR 1 RANGE SENSOR 2
PARK 12% - 18% 82% - 88%
REVERSE 41% - 47% 53% - 59%
NEUTRAL 55% - 61% 39% - 45%
DRIVE 69% - 75% 24% - 30%
MANUAL LOW 82% - 88% 12% - 18%
Figure 14

9T50 INPUT/INTERMEDIATE SPEED SENSORS
The input and intermediate speed sensors are housed together in one assembly. The sensor is mounted externally
on the back of the transmission case. Each sensor is triggered by a separate reluctor ring inside the transmission,
the sensors are Hall Effect type sensors. The TCM supplies a single 9 volt reference circuit to power up both
sensors. Each sensor has an independent signal circuit the returns to the TCM.
The TCM uses the signals to determine the rotational speed of input shaft and the reaction gear set. As the
rotational speed of the reluctor wheel increases, the frequency of the speed signal increases.
The TCM uses this information to determine line pressure, correct gear ratio and TCC slip speed. The input
reluctor ring is part of the 5-7-R and 6-7-8-9 clutch assembly. The intermediate reluctor ring is part of the 3-8 and
5-7-R clutch hub assembly.
3 2 1
1. Intermediate Speed Signal

2. Transmission Speed Sensor 9 Volt Reference
3. Input Speed Signal
Figure 15
9T50 OUTPUT SPEED SENSOR
The output speed sensor is a two wire Hall Effect type sensor. The sensor is mounted in the transmission case under
the valve body assembly. The TCM supplies a 9 volt reference circuit to the output speed sensor. As the rotational
speed of the output carrier increases, the frequency of the speed signal increases.
The reluctor ring is part of the park gear assembly which is splined to the output shaft. The TCM uses this signal to
determine shift patterns and correct gear ratio.
1. Output Speed Sensor 9 Volt Reference

2. Output Speed Sensor Signal
Figure 16
TRANSMISSION FLUID TEMPERATURE SENSOR
The Transmission Fluid Temperature Sensor is a two wire negative temperature coefficient thermistor. The
TCM supplies a 5 volt signal circuit and a low reference circuit to the transmission fluid temperature sensor.
The sensor measures the temperature of the fluid in the transmission fluid pan. As the temperature of the fluid
increases, the resistance of the sensor decreases, varying the voltage on the signal wire.
The transmission fluid temperature sensor is part of the transmission internal wiring assembly and has no
serviceable parts. If the sensor is faulty, the internal wire harness must be replaced. The sensor range is 338ºF
(170ºC) = 45 - 40 Ohms to -40ºF/C = 43k Ohms.
TRANSMISSION FLUID 63 28
TEMPERATURE SENSOR
Figure 17
9T50 TRANSMISSION FLUID PRESSURE ACCUMULATOR

The Transmission Fluid Pressure Accumulator Solenoid Valve is
part of the Stop/Start system on the vehicle. The accumulator is
used to supply transmission fluid line pressure to the appropriate
clutches for an auto start event. Attached to the accumulator is a
normally closed ON/OFF solenoid. When the ignition is ON, the
engine control ignition relay supplies 12 volts to the accumulator
solenoid. To complete the circuit, the TCM supplies a control
38
55
3
circuit to the accumulator solenoid. When the ECM requests an

auto start event, a serial data message is sent to the TCM, to
command the solenoid ON. This allows captured pressurized fluid
to exit the accumulator to apply the clutches necessary for a first
gear start.

Figure 18
TRANSMISSION FLUID LEVEL CHECK & FILL PROCEDURE
To Drain The Fluid:
The fluid temperature should be approximately 68ºF to 77ºF (20ºC to 25ºC). Remove the drain plug located at the
bottom of the transmission as seen below. Wait until the fluid stops draining and install the drain plug and tighten to
106 in lbs (12 N~m).
To Add Transmission Fluid (Non-Filler Tube Models)

Remove the fluid level plug shown below. Remove the fill cap located on top of the transmission (right front tire
removal may be necessary) and add fluid according to the capacity chart seen below. Start the engine and bring the
transmission temperature up to 185ºF to 203ºF (85ºC to 95ºC). Keep adding fluid until it starts to trickle out of the
fluid level plug opening. Replace the fluid level plug and tighten to106 in lbs (12 N~m).
After the vehicle has been run through the gears, recheck fluid level using the fluid level check plug.
CAUTION: The fluid will be hot, carefully remove the fluid level plug. If fluid trickles out, the transmission fluid
level is correct. If no fluid comes out add some until it trickles out of the fluid level plug opening.
9T50 FLUID CAPACITY

SERVICE PROVIDED QUARTS LITERS
Valve Body Cover Removal 2.1 - 3.2 2.0 - 3.0
Fluid Change 5.3 - 6.3 5.0 - 6.0
Transmission Overhaul 9.0 - 10.0 8.5 - 9.5
FILL PLUG
DRAIN PLUG
OIL LEVEL
CHECK PLUG
FILLER TUBE
PLUG
AUXILIARY OIL LEVEL

FILL PLUG
Figure 19
TRANSMISSION DISASSEMBLY
1. The TCM is mounted with a bracket to the valve
body cover (Figure 20).
2. With the side cover removed, all internal electronics

can be accessed (Figure 21).
3. To disconnect the internal mode switch connector,

the red lock must be moved to the left (Figure 22).
4. Use a pick or small screwdriver to slide the red lock

to the left (Figure 23).
5. Squeeze the connector lock in and remove the IMS

plug (Figure 24).
Figure 22
Figure 20 Figure 23
Figure 21 Figure 24
6. To disconnect the solenoid connectors the red lock
tab must be in the release position (Figure 25). Push the
red lock tab up (Figure 26). The red lock tab is now in
the release position (Figure 27).
7. Use a hook to push up on the connector lock to

release the connector (Figure 28). Holding the
connector lock up remove the connector from the
solenoid (Figure 29).
NOTE: Some solenoid connectors are turned

around, so you will have to push the red lock tab
down. The same will have to be done with the
connector lock to remove the connector from the
solenoid.
Figure 25
Figure 26 Figure 28
Figure 27 Figure 29
8 Disconnect the output speed sensor connector
(Figure 30). ACCUMULATOR
SPRING COVER
9.Remove the two case connector retaining bolts

(Figure 31).
10. Remove the internal wire harness (Figure 32).
NOTE: The internal wire harness contains an

accumulator cover plate, once this cover is removed
the accumulator springs can fall out.
11.Using a magnet, remove the two accumulator

springs (Figure 33) and pistons (Figure 34) from the
valve body.
Figure 32
OSS
CONNECTOR
Figure 30 Figure 33
Figure 31 Figure 34
12. Remove the control valve solenoid body (Figure
35). Then remove the five rubber feed pipe seals and the
five steel check balls (Figure 36).
NOTE: If this procedure is being performed with the

transmission in the vehicle, these check balls may fall
out.
13. Remove the fluid transfer pipe (Figure 37).

.
NOTE: The fluid transfer pipe retaining bolt is
captured with the pipe.
14. The output speed sensor and its retainer can now be
removed (Figures 38 and 39).
Figure 35
Figure 36 Figure 38
Figure 37 Figure 39
15. With the case halves split the remote axis pump,
final drive, chain and sprockets and the oil baffles can
be seen (Figure 40). Mounted in the torque converter
housing is the transmission fluid pump and filter which
can now be removed (Figure 41).
16. Remove the twenty two M6x30 pump to torque

converter housing bolts using an E12 Torx® Socket
(Figure 42). With the pump assembly removed, the
pump drive chain can be seen (Figure 43).
17. With the chain guard removed the pump drive gears
and chain can be accessed (Figure 44).
Figure 42
Figure 40 Figure 43
Figure 41 Figure 44
18. There is a three tanged thrust washer on the back of
the stator (Figure 45).
19. The final drive and park gear are removed with the
drive and driven sprockets (Figure 46).
Note how the park pawl and spring are assembled.

Under the park rod is the fourth accumulator
assembly (Figure 47).
20. The fourth clutch accumulator components are

shown in Figure 48.
21. The front differential carrier oil baffle and the drive
link lube scoop are removed in Figure 49.
Figure 45
Figure 46 Figure 48
Figure 47 Figure 49
22. Remove the 1-2-3-4-5-6 clutch piston housing
retaining snap ring (Figure 50). Take note that the 1-2-
3-4-5-6 clutch piston housing retaining snap ring is
tapered and is installed with taper facing out (Figure
51).
23. The output sun gear is next to be removed (Figure
52). Followed by removing the 1-reverse/1-2-3-4-5-6
clutch piston housing (Figure 53).
Note: The 1-reverse/1-2-3-4-5-6 clutch piston

housing also contains the Selectable One-Way Clutch
(SOWC).
24.With the 1-reverse/1-2-3-4-5-6 clutch piston

housing inverted, the SOWC elements are visible as
well as the SOWC servo (Figure 54). Figure 52
Figure 50 Figure 53
Figure 51 Figure 54
25. With the SOWC servo removed, the lever that
switches from locked one way to locked both ways is
visible (Figure 55). The SOWC servo is disassembled
to reveal the internal components (Figure 56).
26. The SOWC actuator lever is moved to the left to

freewheel and to the right to lock in both directions
(Figure 57).
27. With the snap ring and cover plate removed, the
one-way clutch elements are visible located in the inner
race (Figure 58). The pockets in the cover plate that the
SOWC elements glide over in one direction and lock
into in the opposite direction can be seen in Figure 59.
Figure 55
Figure 56 Figure 58
Figure 57 Figure 59
28. With the elements removed from the inner race, the
inner race can be lifted out (Figure 60) and flipped over
where pockets can be seen for the lower elements to
lock into (Figure 61).
29. Figures 62, 63 and 64 reveal how the lever is used to

rotate a tin sheet to hold down spring loaded elements
or to allow them to pop up into place through window
cut outs in the tin sheet. When the lever is to the right,
the inner race is locked from moving in either direction.
When the lever is to the left, only the upper elements are
used allowing a one-way hold and freewheel in the
opposite direction.
Figure 62
Figure 60 Figure 63
Figure 61 Figure 64
30. The removal of the output carrier is next as seen in
Figure 65 followed by the Input Carrier (Figure 66).
The 2-9/4th clutch piston housing can then be removed
(Figure 67).
31. After removal of the 2-9/4th clutch piston housing,

a large diameter needle bearing is to be removed
(Figure 68).
32. The 2-9 clutch assembly can now be lifted out of the
transmission (Figure 69).
Figure 65
Figure 66 Figure 68
Figure 67 Figure 69
33. Remove the 2-9/4th clutch hub assembly (Figure
70).
Note: On the back of the 2-9/4th clutch hub assembly

is a large needle bearing (Figure 71).
34. Remove the 3-8 clutch assembly (Figure 72).
35. Remove the 3-8/5-7-R clutch hub (Figure 73).
36. Remove the 5-7-R/6-7-8-9 clutch housing (Figure

74).
Figure 72
Figure 70 Figure 73
Figure 71 Figure 74
37. Remove the 3-8 clutch piston assembly (Figure
75).
38. The 5-7-R/6-7-8-9 clutch housing support can be

removed if necessary (Figure 76).
39. Remove the plastic cover and the transmission

cooler filter (Figure 77).
40. Figure 78 shows all the components that are in the

transmission case.
Figure 75
Figure 76 Figure 78
Figure 77
41. The stator shaft support has a spacer plate between
itself and the torque converter housing as seen in
Figure 79. The spacer plate has a beaded seal and FLUID PUMP BALL
should be replaced (Figure 80). CHECK VALVE
42. The stator shaft support contains the transmission

Fluid Pump Ball Check Valve (Figure 81).
43. The transmission fluid pump blow-off ball valve

and the torque converter clutch blow-off ball valve
have a unique “nail head” retaining pin (Figures 82 and
83).
Figure 81
Figure 79 Figure 82
Figure 80 Figure 83
STATOR SHAFT SUPPORT
1
2
3
4
5
7 6
8
10 9
11
12
13
14 15
16
17
18
19
20
21 22 23
13. Torque Converter Clutch Blow-Off Ball Valve

14. Torque Converter Clutch Blow-Off Ball Valve Spring
1. Pressure Regulator Valve Bore Bushing 15. Torque Converter Clutch Blow-Off Ball Valve
2. Pressure Regulator Shuttle Valve Retainer
3. Pressure Regulator Valve 16. Torque Converter Clutch Control Valve
4. Pressure Regulator Valve Spring 17. Torque Converter Clutch Control Valve Spring
5. Pressure Regulator Valve Plug 18. Torque Converter Clutch Control Valve Retainer
6. Pressure Regulator Valve Retainer 19. Torque Converter Clutch Regulator Apply Shuttle
7. Transmission Fluid Pump Blow-Off Ball Valve Valve
8. Transmission Fluid Pump Blow-Off Ball Valve 20. Torque Converter Clutch Regulator Apply Valve
Spring 21. Torque Converter Clutch Regulator Apply Valve
9. Line Blow-Off Valve Spring Retainer Spring
10. Lube Regulator Valve 22. Torque Converter Clutch Regulator Apply Bore Plug
11. Lube Boost Valve Spring 23. Torque Converter Clutch Regulator Apply Bore Plug
12. Lube Regulator Valve Retainer Retainer Copyright © 2020 ATSG
Figure 84
CONTROL VALVE BODY CHECK BALL LOCATIONS
DRIVE 2 5-7-R
5-7-R CLUTCH VARIABLE FEED
FEED SOLENOID ACCUMULATOR
1-2-3-4-5-6
6-7-8-9 CLUTCH
CLUTCH
VOID VARIABLE FEED

DRIVE SOLENOID ACCUMULATOR 2-9
CLUTCH
All Check Balls Are 6.35MM (.250”) Steel Balls Copyright © 2020 ATSG
Figure 85
CASE CHECK BALL LOCATIONS
1-REVERSE
LIMIT
6-7-8-9
CLUTCH
1-REVERSE
FEED
5-7-R
CLUTCH
3-8
CLUTCH
All Check Balls Are 6.35MM (.250”) Steel Balls

Figure 86
CONTROL VALVE BODY ACCUMULATOR LOCATIONS (Valve Body Cover Side)
2
5
1
2
1
1. Variable Feed Solenoid Accumulator Piston

2. Variable Feed Solenoid Accumulator Piston Spring
3. Control Valve Channel Plate Ball Check Valve Spring
4. Variable High and 2-3-4 Housing Valve
5. Control Valve Solenoid Body
Figure 87
CONTROL VALVE BODY ACCUMULATOR LOCATIONS (Spacer Plate Side)
1 1. Control Valve Body Oil Transfer Plate Bolts

2. Oil Transfer Plate
2 3. Control Valve Body Locating Dowel Pins
1 4. Control Valve Body Spacer Plate
5. Variable Feed Solenoid Clutch Accumulator Piston Spring
6. Variable Feed Solenoid Clutch Accumulator Piston
7. Control Valve Body Steel Check Balls .250” (2)
8. Control Valve Body
5
7
6
7 5
6
Figure 88
CONTROL VALVE SOLENOID BODY (Solenoid Identification)
1. Control Valve Solenoid Body

2. Control Valve Solenoid Retainers (6)
3. Line Pressure Solenoid
4. Accumulator Pressure Release Solenoid
5. Clutch Select Valve Solenoid
6. Torque Converter Clutch Solenoid
7. Fourth Clutch Solenoid
8. 3-8 Clutch Solenoid
Figure 89
CONTROL VALVE SOLENOID BODY (Solenoid & Valve Identification)
1
1
17
16
15
9
13
14
8 5
12
7 4
11
2
10
6
2
1. Clutch Regulator Valve Sleeve Pin (2) 10. 5-7-8-9-SOWC Clutch Solenoid
2. Control Valve Solenoid Retainers (6) 11. 5-7-8-9-SOWC Clutch Regulator Valve Sleeve
3. 2-9 Clutch Solenoid 12. 5-7-8-9-SOWC Clutch Regulator Valve
4. 2-9 Clutch Regulator Valve 13. 5-7-8-9-SOWC Clutch Regulator Valve Spring
5. 2-9 Clutch Regulator Valve Spring 14. 5-7-Reverse Clutch Solenoid
6. 1-2-3-4-5-6 Clutch Solenoid 15. 5-7-Reverse Clutch Regulator Valve
7. 1-2-3-4-5-6 Clutch Solenoid Valve Sleeve 16. 5-7-Reverse Clutch Regulator Valve Spring
8. 1-2-3-4-5-6 Clutch Solenoid Regulator Valve 17. Control Valve Solenoid Body
9. 1-2-3-4-5-6 Clutch Solenoid Regulator Valve Spring
Figure 90
MAIN CONTROL VALVE BODY (Valve Identification)
14
13
11 12
10
9
6
8
5 3
2
7 4 1
1. 1-2-3-4-5-6 Clutch Boost Valve Spring Retainer 8. Clutch Selector Valve Bore Plug
2. 1-2-3-4-5-6 Clutch Boost Valve Spring 9. Clutch Selector Valve Spring
3. 1-2-3-4-5-6 Clutch Boost Valve 10. Clutch Selector Valve
4. Latch Valve Spring Retainer 11. 5-7-Reverse Clutch Boost Valve Spring Retainer
5. Latch Valve Spring 12. 5-7-Reverse Clutch Boost Valve Spring
6. Latch Valve 13. 5-7-Reverse Clutch Boost Valve
7. Clutch Selector Valve Bore Plug Retainer 14. Control Valve Body
Figure 91
MAIN CONTROL VALVE BODY (Valve Identification)
19
18
17
16 14
10
15 6
12 13
11
9
3
2
8 5 1
4
7
1. Oil Level Control Valve Spring Retainer 10. 4th Clutch Regulator Valve Spring
2. Transmission Fluid Level Control Valve Spring 11. 3-8 Clutch Regulator Valve Bore Plug Retainer
3. Transmission Fluid Level Control Valve 12. 3-8 Clutch Regulator Valve Bore Plug
4. Feed Limit Valve Spring Retainer 13. 3-8 Clutch Regulator Valve
5. Feed Limit Valve Spring 14. 3-8 Clutch Regulator Valve Spring
6. Feed Limit Valve 15. Actuator Feed Limit Valve Spring Retainer
7. 4th Clutch Regulator Valve Bore Plug Retainer 16. Actuator Feed Limit Valve Spring
8. 4th Clutch Regulator Valve Bore Plug 17. Actuator Feed Limit Valve
9. 4th Clutch Regulator Valve 18. Manual Valve
19. Control Valve Body
Figure 92
CASE PASSAGE IDENTIFICATION
1-REVERSE
RELEASE
1-R-6-7-8-9
CLUTCH
1-REVERSE
FEED
5-7-REVERSE
CLUTCH
1-2-3-4-5-6
CLUTCH
4TH
CLUTCH
2-9
CLUTCH
3-8
CLUTCH
All Check Balls Are 6.35MM (.250”) Steel Balls

Figure 93

20r-22-68 GM 9t50 Non-Etrs Models Preliminary Information

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20r-22-68 GM 9t50 Non-Etrs Models Preliminary Information

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22 "2020” SEMINAR INFORMATION

GM 9T50 (NON-ETRS MODELS)

Transmission provided by ETE Reman

NINE SPEED RPO CODES

1 Broadcast Code 8 Broadcast Code

GENERAL SPECIFICATIONS GEAR RATIOS

Automatic Transmission Service Group

Automatic Transmission Service Group

COMPONENT APPLICATION CHART

Note: If this transmission was

SOLENOID APPLICATION CHART

Automatic Transmission Service Group

9T50 SOLENOID CHARACTERIZATION

Automatic Transmission Service Group

Automatic Transmission Service Group

9T50 TRANSMISSION CASE CONNECTOR

TRANSMISSION INTERNAL MODE SWITCH DUTY CYCLE CHART

Automatic Transmission Service Group

1. Intermediate Speed Signal

1. Output Speed Sensor 9 Volt Reference

9T50 TRANSMISSION FLUID PRESSURE ACCUMULATOR

circuit to the accumulator solenoid. When the ECM requests an

Copyright © 2020 ATSG

To Add Transmission Fluid (Non-Filler Tube Models)

9T50 FLUID CAPACITY

AUXILIARY OIL LEVEL

2. With the side cover removed, all internal electronics

3. To disconnect the internal mode switch connector,

4. Use a pick or small screwdriver to slide the red lock

5. Squeeze the connector lock in and remove the IMS

7. Use a hook to push up on the connector lock to

NOTE: Some solenoid connectors are turned

9.Remove the two case connector retaining bolts

10. Remove the internal wire harness (Figure 32).

NOTE: The internal wire harness contains an

11.Using a magnet, remove the two accumulator

NOTE: If this procedure is being performed with the

13. Remove the fluid transfer pipe (Figure 37).

16. Remove the twenty two M6x30 pump to torque

Note how the park pawl and spring are assembled.

20. The fourth clutch accumulator components are

Note: The 1-reverse/1-2-3-4-5-6 clutch piston

24.With the 1-reverse/1-2-3-4-5-6 clutch piston

26. The SOWC actuator lever is moved to the left to

29. Figures 62, 63 and 64 reveal how the lever is used to

31. After removal of the 2-9/4th clutch piston housing,

Note: On the back of the 2-9/4th clutch hub assembly

34. Remove the 3-8 clutch assembly (Figure 72).

35. Remove the 3-8/5-7-R clutch hub (Figure 73).

36. Remove the 5-7-R/6-7-8-9 clutch housing (Figure

38. The 5-7-R/6-7-8-9 clutch housing support can be

39. Remove the plastic cover and the transmission

40. Figure 78 shows all the components that are in the

42. The stator shaft support contains the transmission

43. The transmission fluid pump blow-off ball valve

13. Torque Converter Clutch Blow-Off Ball Valve

VOID VARIABLE FEED

All Check Balls Are 6.35MM (.250”) Steel Balls

1. Variable Feed Solenoid Accumulator Piston

Copyright © 2020 ATSG

1 1. Control Valve Body Oil Transfer Plate Bolts

Copyright © 2020 ATSG

1. Control Valve Solenoid Body