4L80E Hydraulic Book

4L80-E
HYDRA-MATIC
CONTENTS
INTRODUCTION ..................................................................................... 3 HOW TO USE THIS BOOK ...................................................................... 4 UNDERSTANDING THE GRAPHICS ....................................................... 6 TRANSMISSION CUTAWAY VIEW (FOLDOUT) ....................................... 8 GENERAL DESCRIPTION ....................................................................... 9 PRICIPLES OF OPERATION .................................................................. 9A MAJOR MECHANICAL COMPONENTS (FOLDOUT) ...................... 10 RANGE REFERENCE CHART ......................................................... 11 TORQUE CONVERTER .................................................................. 12 APPLY COMPONENTS ................................................................. 15 PLANETARY GEAR SETS ............................................................. 26 HYDRAULIC CONTROL COMPONENTS ........................................ 28 ELECTRICAL COMPONENTS ........................................................ 39 POWER FLOW ...................................................................................... 47 COMPLETE HYDRAULIC CIRCUITS ..................................................... 75 LUBRICATION POINTS ....................................................................... 102 BUSHING & BEARING LOCATIONS ................................................... 103 SEAL LOCATIONS .............................................................................. 104 ILLUSTRATED PARTS LIST ................................................................ 105 BASIC SPECIFICATIONS .................................................................... 118 PRODUCT DESIGNATION SYSTEM ................................................... 119 GLOSSARY ........................................................................................ 120 ABBREVIATIONS ............................................................................... 122 INDEX ................................................................................................ 123
PREFACE
The Hydra-matic 4L80-E Technicians Guide is intended for automotive technicians that are familiar with the operation of an automatic transaxle or transmission. Technicians or other persons not having automatic transaxle or transmission know-how may find this publication somewhat technically complex if additional instruction is not provided. Since the intent of this book is to explain the fundamental mechanical, hydraulic and electrical operating principles, technical terms used herein are specific to the transmission industry. However, words commonly associated with the specific transaxle or transmission function have been defined in a Glossary rather than within the text of this book. The Hydra-matic 4L80-E Technicians Guide is also intended to assist technicians during the service, diagnosis and repair of this transmission. However, this book is not intended to be a substitute for other General Motors service publications that are normally used on the job. Since there is a wide range of repair procedures and technical specifications specific to certain vehicles and transmission models, the proper service publication must be referred to when servicing the Hydra-matic 4L80-E transmission.
COPYRIGHT 1998 POWERTRAIN GROUP General Motors Corporation ALL RIGHTS RESERVED
All information contained in this book is based on the latest data available at the time of publication approval. The right is reserved to make product or publication changes, at any time, without notice. No part of any GM Powertrain publication may be reproduced, stored in any retrieval system or transmitted in any form or by any means, including but not limited to electronic, mechanical, photocopying, recording or otherwise, without the prior written permission of Powertrain Group of General Motors Corporation. This includes all text, illustrations, tables and charts.
INTRODUCTION
The Hydra-matic 4L80-E Technicians Guide is another Powertrain publication from the Technicians Guide series of books. The purpose of this publication, as is the case with other Technicians Guides, is to provide complete information on the theoretical operating characteristics of this transmission. Operational theories of the mechanical, hydraulic and electrical components are presented in a sequential and functional order to better explain their operation as part of the system. In the first section of this book entitled Principles of Operation, exacting explanations of the major components and their functions are presented. In every situation possible, text describes component operation during the apply and release cycle as well as situations where it has no effect at all. The descriptive text is then supported by numerous graphic illustrations to further emphasize the operational theories presented. The second major section entitled Power Flow, blends the information presented in the Principles of Operation section into the complete transmission assembly. The transfer of torque from the engine through the transmission is graphically displayed on a full page while a narrative description is provided on a facing half page. The opposite side of the half page contains the narrative description of the hydraulic fluid as it applies components or shifts valves in the system. Facing this partial page is a hydraulic schematic that shows the position of valves, checkballs, etc., as they function in a specific gear range. The third major section of this book displays the Complete Hydraulic Circuit for specific gear ranges. Fold-out pages containing fluid flow schematics and two dimensional illustrations of major components graphically display hydraulic circuits. This information is extremely useful when tracing fluid circuits for learning or diagnosis purposes. The Appendix section of this book provides additional transmission information regarding lubrication circuits, seal locations, illustrated parts lists and more. Although this information is available in current model year Service Manuals, its inclusion provides for a quick reference guide that is useful to the technician. Production of the Hydra-matic 4L80-E Technicians Guide was made possible through the combined efforts of many staff areas within the General Motors Powertrain Division. As a result, the Hydra-matic 4L80-E Technicians Guide was written to provide the user with the most current, concise and usable information available regarding this product.
HOW TO USE THIS BOOK

First time users of this book may find the page layout a little unusual or perhaps confusing. However, with a minimal amount of exposure to this format its usefulness becomes more obvious. If you are unfamiliar with this publication, the following guidelines are helpful in understanding the functional intent for the various page layouts: Read the following section, Understanding the Graphics to know how the graphic illustrations are used, particularly as they relate to the mechanical power flow and hydraulic controls (see Understanding the Graphics page 6). Unfold the cutaway illustration of the Hydramatic 4L80-E (page 8) and refer to it as you progress through each major section. This cutaway provides a quick reference of component location inside the transmission assembly and their relationship to other components. The Principles of Operation section (beginning on page 9A) presents information regarding the major apply components and hydraulic control components used in this transmission. This section describes how specific components work and interfaces with the sections that follow. The Power Flow section (beginning on page 47) presents the mechanical and hydraulic functions corresponding to specific gear ranges. This section builds on the information presented in the Principles of Operation section by showing specific fluid circuits that enable the mechanical components to operate. The mechanical power flow is graphically displayed on a full size page and is followed by a half page of descriptive text. The opposite side of the half page contains the narrative description of the hydraulic fluid as it applies components or moves valves in the system. Facing this partial page is a hydraulic schematic which shows the position of valves, ball check valves, etc., as they function in a specific gear range. Also, located at the bottom of each half page is a reference to the Complete Hydraulic Circuit section that follows. The Complete Hydraulic Circuits section (beginning on page 75) details the entire hydraulic system. This is accomplished by using a fold-out circuit schematic with a facing page two dimensional fold-out drawing of each component. The circuit schematics and component drawings display only the fluid passages for that specific operating range. Finally, the Appendix section contains a schematic of the lubrication flow through the transmission, disassembled view parts lists and transmission specifications. This information has been included to provide the user with convenient reference information published in the appropriate vehicle Service Manuals. Since component parts lists and specifications may change over time, this information should be verified with Service Manual information.
HOW TO USE THIS BOOK

LARGE CUTAWAY VIEW OF TRANSAXLE (FOLDOUT) HALF PAGE TEXT FOR EASY REFERENCE TO BOTH PAGES RANGE REFERENCE CHART
RK ) PA nning
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(En
gin
eR
HYDRA-MATIC 4L80-E
OIL PUMP ASSEMBLY (4) OVERDRIVE ROLLER CLUTCH ASSEMBLY (512) FOURTH CLUTCH ASSEMBLY (523533) OVERRUN CLUTCH ASSEMBLY (504511) OVERDRIVE CARRIER ASSEMBLY (514) FORWARD CLUTCH ASSEMBLY (601616) DIRECT CLUTCH ASSEMBLY (616623) INTERMEDIATE CLUTCH ASSEMBLY (629640) INTERMEDIATE LOW SPRAG ROLLER CLUTCH CLUTCH ASSEMBLY ASSEMBLY (624) (644) REACTION CARRIER ASSEMBLY (651) REAR INTERNAL GEAR (666) OUTPUT CARRIER ASSEMBLY (661)
1 POWER FROM TORQUE CONVERTER (1) 2c 2d OVERDRIVE OVERDRIVE ROLLER CARRIER CLUTCH PINION GEARS (512) (518) HOLDING HELD 3 OVERDRIVE INTERNAL GEAR DRIVEN
PARK
(Engine Running)
4 POWERFLOW TERMINATED
PARK
(Engine Running)
MANUAL 2-1 BAND SERVO (5560)
FBA
STATOR ROLLER CLUTCH ASSEMBLY
PRND43
DRIVE
PRN
FILTERED ACTUATOR FEED
EX
EX
PRND4
PRN
PRND4 PRND43
REVERSE
LINE
D321 D 21 LO
HELD
PRND43
TURBINE SHAFT (502)
LINE
2
LO
ACTR FD
REV
PRESSURE TAP (24)

REV EX 2-3 DRIVE DRIVE
1-2 SIGNAL
OUTPUT SHAFT (671)
PRESSURE REG
LINE

CONV FD
PRN
REVERSE
LINE
BOOST
2-3 SIGNAL
LINE (from Pump)
SUN GEAR (650)
TORQUE SIG
ACTUATOR FEED
CONVERTER HUB OUTPUT SHAFT ASSEMBLY (671) HELD
EX EX
EX
EX
LINE
SUN GEAR SHAFT (649) TURBINE SHAFT (502) LOW AND REVERSE BAND ASSEMBLY (657) PRESSURE CONTROL SOLENOID (320) MANUAL SHIFT SHAFT DETENT LEVER ASSEMBLY (711)
Figure 6
FORWARD CLUTCH HOUSING (602)
PRN
LINE
SIGNAL
ACTUATOR FEED
TORQUE
PRESSURE PLATE ASSEMBLY
CONVERTER TURBINE ASSEMBLY
CONVERTER STATOR ASSEMBLY
OIL PAN (28)
FILTER ASSEMBLY (31)
MANUAL SHIFT SHAFT (708)
INPUT SPEED SENSOR ASSEMBLY (22)
MANUAL 2-1 BAND ASSEMBLY (628)
CONTROL VALVE ASSEMBLY (44)
PARKING PAWL ACTUATOR ASSEMBLY (710)
MAIN SHAFT (662)
OVERDRIVE INTERNAL GEAR DRIVEN PARKING PAWL ACTUATOR ASSEMBLY (710)
PARKING PAWL (703) ENGAGED PARKING PAWL RETURN SPRING (705)
50
CO MP LE TE HY DR PA AULI GE B C 76 CIR CU IT
FILTERED ACTR FD

FILTER (302)
4TH CL FD
PRN
3-4 SHIFT
EX
PRESSURE CONTROL SOLENOID VALVE (320)
5
4TH CLUTCH ORIFICED EX
1-2 SIG
15
50
Figure 46
Figure 47
PAGE NUMBER FOR REFERENCE TO FLUID FLOW SCHEMATIC
FLUID FLOW SCHEMATIC (FOLDOUT)

RK g) PA nnin Ru
FLUID FLOW THROUGH COMPONENTS (FOLDOUT)
PARK
(Engine Running)
TORQUE CONVERTER (1)
OVERRUN CLUTCH ASSEMBLY (504511)
4TH CLUTCH ASSEMBLY (523533)
FORWARD CLUTCH ASSEMBLY (602616)
DIRECT CLUTCH ASSEMBLY (616623)
45 8
12 9
12
10 8
APPLY/RETURN
DRIVE
OVERRUN CLUTCH
DRIVE
REVERSE
49
12
12
29
49
11
19
3RD/REVERSE
11
11
45
CENTER LUBE
RELEASE
3RD/REV
DRIVE
CENT
ER
LUBE
REVERSE
43
47
30
30
43
45
14
47
29
CENTER LUBE ACCUM
40
2ND CL
2ND CL
2-3 DRIVE 4TH CLUTCH

ACCUMULATOR GASKET (47) ACCUMULATOR HOUSING (51)
2-3 DRIVE ACCUMULATOR

3RD/REVERSE
2-3 DRIVE FRONT BAND APPLY

ACCUM 3RD CL FD ACCUMULATOR
19
43
14
43
CENTER LUBE
REVERSE
EX
ACCUM
ACCUMULATOR
FBA
4TH ACCUMULATOR
4TH CL
3RD ACCUMULATOR
ACCUM
4TH CL 3RD CL
PRND43
REAR BAND APPLY
CENTER LUBE ORIFICE CUP PLUG (208)
#6
26c
#5
26f
#10
#8
33a
#3
#2
26j
#3 41a 16a 41 42 #4 5 14a
42c
2ND ACCUM
2ND CLUTCH
4TH CLUTCH
16a
FBA 31d
37c
37d
31c
31b
FRONT LUBE
CASE (7)
RELEASE
EX
EX
PRN D 21 D 21 D 21
CO
EX
NV
4TH CL FD 4TH CL
LIM

3RD CL
4TH CLUTCH FEED
EX
2-3 DRIVE
26b
EX
45a 43h
19 2 3
19 2 3 25 40 42
37 2
42 18 33 36 31 45 33
19 24 35
44
50
37a/19 2c
FILTERED 2-3 DRIVE
COOLER
TORQUE SIGNAL
DRIVE
FRONT BAND APPLY
LINE
5d
18b 36b 23a
LO
PRND4
PRESSURE REG
2-3 SIGNAL
D21
RBA
D 21
REV
1-2 SIGNAL
EX
PUMP ASSEMBLY (4)

26
#6
26 17
REG CONV FD
30a
CONV CLUTCH SHIFT
TCC SIGNAL EX
EX
49
TCC SIGNAL
18 24a 22 19 43d 5b
EX
45 4
46b
TCC SIGNAL
PRN
REL
8
24
LINE
ACTR FD
BOOST
3 3b 4 2c 14a 2

REV EX
FILT ACTR FD
2ND CLUTCH
LINE
TCC SIGNAL
ACTR FD
PRND43
DRIVE
PUMP BODY (203)
REVERSE TORQUE SIG
TORQUE SIGNAL
1-2 SOL EX N.O. ON
)8(
14b
FILTERED ACTR FD EX FILTERED ACTR FD ACTUATOR FD
PRN
TORQUE SIGNAL LINE
LINE
2b
D 21
ACTUATOR FEED
EX
5c 20a
EX
DRIVE
CASE (7)
REVERSE
TCC SIGNAL
PRND43
REAR LUBE
LO
PRND4
RBA
DRIVE
REVERSE
PUMP COVER (206)
20e 2d
LO
LINE LO
42b
76
Figure 74
HALF PAGE TEXT AND LEGEND
PRESSURES INTAKE & DECREASE (SUCTION) CONVERTER & LUBE MAINLINE SOLENOID SIGNAL "ON" SOLENOID SIGNAL "OFF" ACCUMULATOR ACTUATOR FEED TORQUE SIGNAL
PRND4
18a
DRIVE
SUCTION
ACTUATOR FEED
DRIVE
CONTROL VALVE BODY (44) GASKET (45)
44a 40 40 40a 39d 43a 19b 39e 42d 39c 42c
DRIVE
REVERSE
LO
PRESSURE TAP (24)
5a
1
39b 39a
23
OVERRUN CLUTCH LINE
#1
D321
D321
REAR BAND APPLY ACTUATOR FEED

ACTUATOR FEED REVERSE DRIVE
OIL PAN (28)
LINE
20f
FRONT OIL COOLER PIPE CONNECTOR (8)
PRND4 PRND43
LINE
PRND4
LO
REVERSE OVERRUN CLUTCH DRIVE
REVERSE
21 19d 24 22
D321
DRIVE
LO
RND
FILTER (317)
REGULATED APPLY
MANUAL VALVE

TCC SIGNAL
FILTERED ACTUATOR FEED DRIVE
20b
2ND CL
40
19c
DRIVE
PRND43
REV
LUBE PIPE (39)
#7 RBA REV
LO ALL PRND43 SWITCHES N.O. PRND4
TFP SWITCH
DRIVE
LO
SPACER PLATE (46) GASKET (48) CASE (7)
REVERSE DRIVE
FILTER (302)
1-2 SHIFT VALVE
RR
N
16
REV ACTR FD
1-2 SIGNAL
CL U TC H
Figure 1
21
20c
1-2 SIGNAL
ACTR FD
REG APPLY
APP/RET
REGULATED APPLY ORIFICED REG APPLY
2-3 SIG
2-3 DRIVE
20
CC
LINE
REVERSE
43c
COOLER
EX
3a
OFF
R CONV FD
TCC REG
ACTUATOR FEED
REV REV REV
47 47
34 47
38a
47
2
44
43b
47
18 #7
(317)
12
ACCUMULATOR HOUSING (51)
CASE (7) (Control Valve Body Side)
13
(90)
41 39
42
44
SPACER PLATE (46)

41 39 39 42 16 5 20 14 20 20 19 24 42 20 19 2 2 14 5 43 19 40 37 4 34 36 3 37 43 43 30 25 26 5 6 40 38 32 26 17 14 14 38 47 32 37 34 46 45 34 37 39 18 20 20 2 22 43 43 19 41 41
42
44
CONTROL VALVE BODY (44) (Case Side)

42 41
16 14 14 19 37 39 2 37 3 3 25 30 26 26 34 37 26 38 47 32 26 26 17 31 26 28 5 37 5 40 26 45 34 45 31 34 33 36 37 39 18 20 5 43 20 2 22 43 42 18 36 31 23 35 45 31 23 24 33 45 5 43 22
39 5 43 43 42 18 36 31 24 24 31 34 35 43 43 45 31 23 46 33 22 19
5 43 43
20 20 21 22
19
42
NOTE: INDICATES BOLT HOLES - NON FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO SIMPLIFY TRACING FLUID FLOW. - DUAL PURPOSE PASSAGES HAVE CASE SIDE NUMBERS LISTED FIRST - EXHAUST FLUID NOT SHOWN
27
28 28 26
14 14
GASKET (47) (Accumulator Housing to Spacer Plate)
GASKET (48) (Case to Spacer Plate)
GASKET (45) (Spacer Plate to Control Valve Body)
Figure 75
FOLDOUT 77
COMPLETE ILLUSTRATED PARTS LIST
25a
TCC (PWM) SOLENOID VALVE EX (323)
FBA ORIFICED EX
20d
ACTUATOR FEED
CONV FD
FILTERED 2-3 DRIVE
EX
N.O. OFF
2ND CLUTCH
12
47

26j/28
14
LINE
45b
EX ORIFICED EX
LINE
2-3 SHIFT VALVE
EX
24b
23
#4
45
28
14d
37f
34a
28a
14
2-3 SOL
28
SUCTION
2a
LINE
17
26d/38
26a/27
26f/32
2-3 SIGNAL
14
37
37
34 45 26 14c 32a 26h
22b 17 24c 23
EX EX
EX
30
30
#5
24
26c/38
26e/32
9
31d
34c 16
43h 47
47 20
45
26g
5 20
22 47 2 43 18 16 43 41 17 42 43
45 43 23
19 22
21 21 43 5 20
17a
(39)
47
26i/28
39
(302)
42 41 45 47 47
43 19
LINE
PRND4
CONVERTER FEED
ORIFICE CUP PLUG (236)
ACT FD LIMIT
4TH CLUTCH FEED 2-3 DRIVE 3RD CLUTCH FEED 2-3 SIGNAL
40
AL E GN AS RN C SI LE TC RE RETUE Y/ IV LUBE PL AP DR ONT FR
23 40
24 34 45 31 34
44 43 #9
25a 30a
5d
TC
OVERRUN CLUTCH
5 5e 6
2-3 SIGNAL PRND4
(75)
C EN
AB
AIR BLEED (210)
42a
LO ORIFICED ACTUATOR FEED ACTUATOR FEED
PRN
#11 ACTR FD
1-2 SIGNAL
LE
ACCUM
3-4 SHIFT
PRND43
43g 16 43f 22a
42a 3a
5
3 37 5
10
37 23
37d 37e 45a 34b

15
5e/6
37c 40a
26b
DRIVE
31b 12
31a
33c 23a 23/24c 24a
26a
27
#9
2a
39b/40 18a 33a/34 37b 3b/4 11 3 33b/34 36a
REG
CON V FD CON V FD
IT
7 37a 19
4TH ACCUM TORQUE SIG
3RD ACCUM 4TH CLUTCH
14 43
4TH CL FD 3RD CL ORIF EX 3RD CL FD 3RD/REV REV ORIFICED EX
36a 46a 15 45
EX
19a
DRIVE ACCUMULATOR ORIFICED ACCUM
43e
14d
31a
41a
37b
37e
34b
34a
26g
26h
35a
28a
14c
34c
33c
37f
FILTER (75)
41 39d
26d
26e
16b
33b
26i
17a
8
38 38
9
32 32
10
11
34 34
12
13
28 28
14
47
39 16 5 39
41
47
LOW & REVERSE BAND SERVO (6174)
16
14 14 43
20
5 43 39
22
REAR OIL COOLER PIPE CONNECTOR (90)
PUMP BODY (203) (Pump Cover Side)

#1
PUMP COVER (206) (Pump Body Side)

(24)
PUMP COVER (206) (Case Side)
COOL
14
ER
COOLER
47
45
29
45
14
47
30 40
30 40
29
43
47
47 43
19
19 43
14
30
#10
#8
42
44
43 22 43
20 20
;;
2d 44a
23
20f 14b
20e 5a 19a
2b 43a 39a/40 39c

1
16b/41 22a
5b 43c 43b 42b 18b 45b

4
(39)
36b
31c 23/24b 17 18
46a/45
FRONT LUBE
24
10
13
40
49
42d 2 14 39e 22b 5c 47 43d

13
47 14 47 27 42 30 47 47 25 26 19 14 38
19
20a 20b 20d/22
19b
43e 20c/21
22
20
46b/45
21
19c 24/19d
14 35a 43f
43g
12
10
su mp e tra pu Preses pu to thWhen mand ulat rdingents. the de m fro accoirem ceeds, fluidr requut ex sure lato outp e presre regu of lin essu pr the
48
INTERMEDIATE CLUTCH ASSEMBLY & CENTER SUPPORT (629640)
;;;; ;;;; ;;;; ;;

48 47 7 47

48
;; ; ;;;; ;; ;;; ;;
(208) (237) (236) (210)
48 7

48
(239)
48
45
7 8
45
45
48
(8)
49
;; ;;;
45 12
47
12
12
13
(90)
30
40
CASE (7) (Pump Cover Side)
47 38
47
47 37 34 32 16 45 5 2 6 40 37 42 36 45 2 47 19 47 47 40 39 3 2 4 34 41 18 5 17 18 30 25 45 37 36 26 17 47 47
47
;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;;
(P) Park l the e oi r in th leve fromwing: ctor sure follo sele pres the Reg: the e to ith n, lincted lve(218)sure) W sitio re Va es po p is di lator (line prion pum re Regu tputnsmissp ou m
e gin (En
PARK
(Engine Running)
;;; ;;; ;; ; ;;;;;; ;;; ;;; ; ;;; ;; ;;;;;; ;;; ;; ; ;;;;;;;; ;;;;;;;; ;; ;; ;; ;;;; ;;
;;; ;; ;;; ;; ;;;;; ;; ;; ;; ;;;;; ;; ;;;;; ; ;;;;; ;; ;;; ; ; ;;; ; ;;;; ;
(9)
;
1 1
47 26 47 47 28 47 47 35 #11 5 24 31 45 36 42 31 23 33 43 46 5 19 22 22
19
43
14
32
47 47 43
47
46
21
34
OUTPUT CARRIER ASSEMBLY (661) HELD
TORQUE SIGNAL
TORQUE SIGNAL
4TH CL FD EX FBA
PRN
PRN
TORQUE CONVERTER ASSEMBLY (1)
ACT FD LIMIT
PRND4
2-3 SOL
2-3 SHIFT VALVE

3RD CLUTCH FEED
EX
N.O. OFF
EX
1-2 SIGNAL
ORIFICED EX
ORIFICED ACTUATOR FEED
2-3 DRIVE
2-3 SIGNAL
ACTUATOR FEED

PARKING PAWL (703)
CASE ASSEMBLY (7)
OUTPUT SPEED SENSOR ASSEMBLY (22)
OVERDRIVE CARRIER OVERDRIVE ASSEMBLY (514) ROLLER CLUTCH (512) HOLDING
LINE SUCTION
PRND4
EX
PUMP ASSEMBLY (4)
OVERRUN CLUTCH HOUSING (504)
OVERDRIVE CARRIER OVERDRIVE PINION GEARS TURBINE SUN HELD SHAFT GEAR (502)
AIR BLEED (210)
PRND43
REAR LUBE
RND
FILTER (317)
LUBE PIPE (39)
ACTUATOR FEED
MANUAL VALVE
32
CONVERTER PUMP ASSEMBLY
CASE EXTENSION (19)
NO POWER TRANSMITTED TO DIFFERENTIAL ASSEMBLY
ACTR FD
REV PRND4
20
1-2 SOL EX N.O. ON
1-2 SHIFT VALVE

LO ALL PRND43 SWITCHES N.O.
1-2 SIGNAL REVERSE 2-3 SIGNAL
TFP SWITCH
DRIVE
REV DRIVE

ACTUATOR FEED
19

PRND4
51
TC C EN L AB
50
TC C EN AB LE
4T
H
33
34
A
35
V
O
37
V
ER
38
RU
D2
3-
SI
G
N
A
L
UNDERSTANDING THE GRAPHICS

CASE ASSEMBLY (7) MANUAL 2-1 BAND SERVO ASSEMBLY (55-60) LOW AND REVERSE BAND SERVO ASSEMBLY (61-74)
3RD AND 4TH CLUTCH ACCUMULATOR HOUSING OIL PUMP (51) ASSEMBLY (4) ACCUMULATOR HOUSING GASKET (47) CONTROL VALVE BODY SPACER PLATE (46) CONTROL VALVE ASSEMBLY (44)
CONTROL VALVE BODY SPACER PLATE GASKET (48) CONTROL VALVE BODY GASKET (45) TRANSMISSION FLUID PRESSURE MANUAL VALVE POSITION SWITCH (40)
LUBE OIL PIPE (39)
OIL FILTER ASSEMBLY (31)
OIL PAN (28)
Figure 2
The flow of transmission fluid starts in the bottom pan and is drawn through the filter, case assembly and into the oil pump assembly. This is a basic concept of fluid flow that can be understood by reviewing the illustrations provided in Figure 2. However, fluid may pass between the control valve body, spacer plate, case and other components many times before reaching a valve or applying a clutch. For this reason, the graphics are designed to show the exact location where fluid passes through a component and into other passages for specific gear range operation. To provide a better understanding of fluid flow in the Hydra-matic 4L80-E transmission, the components involved with hydraulic control and fluid flow are illustrated in three major formats. Figure 3 provides an example of these formats which are:
6
A graphic schematic representation that displays valves, ball check valves, orifices and so forth, required for the proper function of transmission in a specific gear range. In the schematic drawings, fluid circuits are represented by straight lines and orifices are represented by indentations in a circuit. All circuits are labeled and color coded to provide reference points between the schematic drawing and the two dimensional line drawing of the components. Figure 4 (page 7B) provides an illustration of a typical valve, bushing and valve train components. A brief description of valve operation is also provided to support the illustration. Figure 5 (page 7B) provides a color coded chart that references different fluid pressures used to operate the hydraulic control systems. A brief description of how fluid pressures affect valve operation is also provided.
A three dimensional line drawing of the component for easier part identification. A two dimensional line drawing of the component to indicate fluid passages and orifices.
3RD/REV
DRIVE
REVERSE
E LUB TER CEN
OVERRUN CLUTCH
CENTER LUBE
RELEASE
COO
LER
COOLER
2-3 DRIVE ACCUM 4TH CLUTCH

2-3 DRIVE ACCUMULATOR FRONT BAND APPLY
2-3 DRIVE
2ND CL
2ND CL
ACCUM
ACCUMULATOR
4TH CL 3RD CL
FBA
4TH ACCUMULATOR
4TH CL
3RD ACCUMULATOR
3RD CL FD
EX
ACCUMULATOR
3RD/REVERSE
REVERSE
ACCUM
ACCUM
CENTER LUBE
2ND ACCUM
4TH CLUTCH
17a
10
11
12
13
14
FRONT LUBE
CASE (7)
RELEASE
EX
EX
EX
NA
FILTERED 2-3 DRIVE
COOLER
DRIVE
LINE
5d
18b 36b 22b 17 23 23 18 24a 22 19 20d 23a
LO
PRND4
PRESSURE REG
EX EX
D21
D 21
REG CONV FD
CONV CLUTCH SHIFT
LINE
49
TCC SIGNAL
LINE
45b
EX
TCC SIGNAL
PRN
EX
LINE
ACTR FD
BOOST
3 3b 4 2c 14a 2
REV EX
FILT ACTR FD
LINE
TCC SIGNAL
DRIVE
TORQUE SIG TORQUE SIGNAL LINE

14b
PRN
ACTUATOR FEED
D 21
LINE
2b
EX
EX
5c 20a 20b 21
DRIVE
CASE (7)
REVERSE
TCC SIGNAL
PRND43
LO
20e 2d
REAR
LO
LINE LO
#7 RBA REV
PRND4
REVERSE DRIVE
REVERSE DRIVE
GRAPHIC SCHEMATIC REPRESENTATION
OIL PUMP BODY (4)
ACCUMULATOR ACCUMULATOR HOUSING (51)
THREE DIMENSIONAL PUMP COVER SIDE THREE DIMENSIONAL CASE SIDE
TWO DIMENSIONAL TWO DIMENSIONAL TWO DIMENSIONAL
Figure 3
SUCTION
DRIVE
40a
39d
43a
19b
39e
42d
39c
OVERRUN CLUTCH LINE
#1
LO
PRESSURE TAP (24)
42c
REVERSE
23
ACTUATOR FEED
DRIVE
40 40 44a
5a
39a
39b
PRND4
18a
DRIVE
D321
D321
ACTUATOR FEED
ACTUATOR FEED
OIL PAN (28)
LINE
42b
LO
DRIVE
REVERSE
REV
DRIVE
PUMP COVER (206)
LUBE PIPE (39)
TFP SWITCH
RBA
PRND43
PRND4
20f
DRIVE
LUBE
PRND4 PRND43
LINE
PRND4
LO
REVERSE OVERRUN CLUTCH
REVERSE
19d
24 22
2ND CL
D321
DRIVE
LO
RND
FILTER (317)
19c
DRIVE
REGULATED APPLY
MANUAL VALVE

TCC SIGNAL
REAR BAND APPLY

FOLDOUT 7
REV ACTR FD
1-2 SIGNAL
FILTER (302)
1-2 SHIFT VALVE
EX N.O. ON
ACTR FD
PRND43
PUMP BODY (203)
REVERSE
TORQUE SIGNAL
1-2 SOL
21
20c
1-2 SIGNAL
2ND CLUTCH
ACTR FD
REG APPLY
2-3 DRIVE
20
APP/RET
2-3 SIG
LINE
REVERSE
43c
COOLER
EX
3a
OFF
R CONV FD
TCC REG
ACTUATOR FEED
25a
ACTUATOR FEED
REL
24
FBA ORIFICED EX
43d 5b 43b
CONV FD
FILTERED 2-3 DRIVE
EX
45
46b
EX ORIFICED EX
2-3 SHIFT VALVE

EX
EX
30a
TCC SIGNAL
2-3 SOL N.O. OFF
24b
#4 2ND CLUTCH REV REV REV
2-3 SIGNAL
SUCTION
2a
LINE
1-2 SIGNAL
REV
EX
24c
RBA
PUMP ASSEMBLY (4)
2-3 SIGNAL
EX
LINE
PRND4
CONVERTER FEED
ACT FD LIMIT
AL E IGN AS URN CS LE TC RE /RET E BE Y PL RIV LU AP D ONT FR
FRONT BAND APPLY
OVERRUN CLUTCH
5 5e 6
2-3 SIGNAL PRND4
TC
CE
AIR BLEED (210)
42a
TORQUE SIGNAL
PRN
#11 ACTR FD
1-2 SIGNAL
LE
DRIVE
26a 6
27
43h
#9
16
2-3 DRIVE
26b
EX
45a
4TH CLUTCH FEED
EX
19a
3RD CL
REG
CON V FD CON V FD
37a
19
4TH CL FD 4TH CL
CO NV L
PRN D 21 D 21 D 21
MANUAL 2-1 BAND SERVO (5560) 4TH CL FD
IMIT

36a 46a 15 45
3RD CL
ORIF EX 3RD CL FD 3RD/REV REV PRND43
ORIFICED EX
EX
2ND CLUTCH
FBA 31d
16a
37c
37d
31c
31b
43e
26g
26h
14d
34a
31a
41a
37b
37e
34b
38
38
32
32
34
34
35a
28
41
28
28a
14c
34c
33c
37f
FILTER (75)
REAR BAND APPLY
CENTER LUBE
PRND43
#6
26c
#5
26f
#10
#8
33a
#3
#2
26j
26e
16b
26d
33b
26i
;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;;

OVERRUN CLUTCH ASSEMBLY (504511) 4TH CLUTCH ASSEMBLY (523533) FORWARD CLUTCH ASSEMBLY (602616) DIRECT CLUTCH ASSEMBLY (616623) INTERMEDIATE CLUTCH ASSEMBLY & CENTER SUPPORT (629640)
SPACER PLATE CASE SIDE

GASKET (47) GASKET (48) SPACER PLATE (46) GASKET (45)
APPLY/RETURN
FRONT LUBE
DRIVE
DRIVE
REVERSE 3RD/REVERSE
CENTER LUBE
VALVE BODY ALVE SPACER SPACER PLATE PLATE (23)
C TC L AB EN
ACCUM
3-4 SHIFT
43g 43f 22a
THREE DIMENSIONAL
TWO DIMENSIONAL
C TC A EN E BL
CASE SIDE
CONTROL VALVE BODY ALVE ASSEMBLY ASSEMBLY (44)
THREE DIMENSIONAL TWO DIMENSIONAL
CASE ASSEMBLY ASSEMBL (7)
THREE DIMENSIONAL
FOLDOUT 7A

TYPICAL BUSHING AND VALVE
NOTE: NOT ALL VALVES ARE USED WITH A BUSHING

SPRING VALVE BORE PLUG BALL CHECK VALVE RETAINING PIN
BUSHING
SPACER PLATE VALVE BODY
RESTRICTING ORIFICE
SPRING VALVE BORE PLUG BUSHING
BUSHING TO APPLY COMPONENT
SIGNAL FLUID
SIGNAL FLUID
EX WITH SIGNAL FLUID PRESSURE EQUAL TO OR LESS THAN SPRING AND SPRING ASSIST FLUID PRESSURE THE VALVE REMAINS IN CLOSED POSITION.
EX WITH SIGNAL FLUID PRESSURE GREATER THAN SPRING AND SPRING ASSIST FLUID PRESSURE THE VALVE MOVES OVER.
Figure 4
FLUID PRESSURES
INTAKE & DECREASE (SUCTION) CONVERTER & LUBE MAINLINE SOLENOID SIGNAL ON SOLENOID SIGNAL OFF ACCUMULATOR
ACUATOR FEED TORQUE SIGNAL

EXHAUST DIRECTION OF FLOW
WITH EQUAL SURFACE AREAS ON EACH END OF THE VALVE, BUT FLUID PRESSURE "A" BEING GREATER THAN FLUID PRESSURE "B", THE VALVE WILL MOVE TO THE RIGHT.
Figure 5
SPACER PLATE
SPACER PLATE
EXHAUST FROM THE APPLY COMPONENT UNSEATS THE BALL CHECK VALVE, THEREFORE CREATING A QUICK RELEASE.
SPRING APPLY ASSIST FLUID FLUID
APPLY FLUID
SPRING ASSIST FLUID
APPLY FLUID SEATS THE BALL CHECK VALVE FORCING FLUID THROUGH AN ORIFICE IN THE SPACER PLATE, WHICH CREATES A SLOWER APPLY.
WITH THE SAME FLUID PRESSURE ACTING ON BOTH SURFACE "A" AND SURFACE "B" THE VALVE WILL MOVE TO THE LEFT. THIS IS DUE TO THE LARGER SURFACE AREA OF "A" THAN "B".
RETAINING PIN
VALVE BODY
7B
HYDRA-MATIC 4L80-E
OIL PUMP ASSEMBLY (4) OVERDRIVE ROLLER CLUTCH ASSEMBLY (512) FOURTH CLUTCH ASSEMBLY (523533) OVERRUN CLUTCH ASSEMBLY (504511) OVERDRIVE CARRIER ASSEMBLY (514) FORWARD CLUTCH ASSEMBLY (601616) DIRECT CLUTCH ASSEMBLY (616623) INTERMEDIATE CLUTCH ASSEMBLY (629640) INTERMEDIATE LOW SPRAG ROLLER CLUTCH CLUTCH ASSEMBLY ASSEMBLY (624) (644) REACTION CARRIER ASSEMBLY (651) REAR INTERNAL GEAR (666) OUTPUT CARRIER ASSEMBLY (661)
CONVERTER PUMP ASSEMBLY
CASE EXTENSION (19)
STATOR ROLLER CLUTCH ASSEMBLY
OUTPUT SHAFT (671)
CASE ASSEMBLY (7)
OUTPUT SPEED SENSOR ASSEMBLY (22)
PARKING PAWL (703) TORQUE CONVERTER ASSEMBLY (1)
SUN GEAR (650)
SUN GEAR SHAFT (649) TURBINE SHAFT (502) LOW AND REVERSE BAND ASSEMBLY (657) PRESSURE CONTROL SOLENOID (320) MANUAL SHIFT SHAFT DETENT LEVER ASSEMBLY (711)
Figure 6
PRESSURE PLATE ASSEMBLY
CONVERTER TURBINE ASSEMBLY
CONVERTER STATOR ASSEMBLY
OIL PAN (28)
MANUAL SHIFT SHAFT (708)
INPUT SPEED SENSOR ASSEMBLY (22)
CONTROL VALVE ASSEMBLY (44)
MAIN SHAFT (662)
Figure 7
HYDRA-MATIC 4L80-E CROSS SECTIONAL DRAWING

A cross sectional line drawing is typically the standard method for illustrating either an individual mechanical component or a complete transmision assembly. However, unless a person is familiar with all the individual components of the transmission, distinguishing components may be difficult in this type of drawing. For this reason, a three dimensional perspective illustration (shown on page 8) is the primary drawing used throughout this book. The purpose for this type of illustration is to provide a more exacting graphic representation of each component and to show their relationship to other components within the transmission assembly. It is also useful for
8A
understanding the cross sectional line drawing by comparing the same components from the three dimensional perspective illustration. In this regard it becomes an excellent teaching instrument. Additionally, all the illustrations contained in this book use a color scheme that is consistent throughout this book. In other words, regardless of the type of illustration or drawing, all components have an assigned color and that color is used whenever that component is illustrated. This consistency not only helps to provide for easy component identification but it also enhances the graphic and color continuity between sections.
GENERAL DESCRIPTION
The Hydra-matic 4L80-E is a fully automatic four speed rear wheel drive electronically controlled transmission. It consists primarily of a four-element torque converter, three planetary gear sets, a hydraulic pressurization and control system, friction and mechanical clutches. The four-element torque converter contains a pump, a turbine, a pressure plate splined to the turbine, and a stator assembly. The torque converter acts as a fluid coupling to smoothly transmit power from the engine to the transmission. It also hydraulically provides additional torque multiplication when required. The pressure plate, when applied, provides a mechanical direct drive coupling of the engine to the transmission. The three planetary gear sets provide the four forward gear ratios and reverse. Changing gear ratios is fully automatic and is accomplished through the use of a powertrain control module (PCM). The PCM receives and monitors various electronic sensor inputs and uses this information to shift the transmission at the optimum time. The PCM commands shift solenoid valves, within the transmission, on and off to control shift timing. The PCM also controls the apply and release of the torque converter clutch which allows the engine to deliver the maximum fuel efficiency without sacrificing vehicle performance. The hydraulic system primarily consists of a gear type pump and a control valve body. The pump maintains the working pressures needed to stroke the servos and clutch pistons that apply or release the friction components. These friction components (when applied or released) support the automatic shifting qualities of the transmission. The friction components used in this transmission consist of five multiple disc clutches and two bands. The multiple disc clutches combine with three mechanical components, two roller clutches and a sprag clutch, to deliver five different gear ratios through gear sets. The gear sets then transfer torque through the output shaft and out to the drive axles.
PRINCIPLES OF OPERATION
An automatic transmission is the mechanical component of a vehicle that transfers power (torque) from the engine to the wheels. It accomplishes this task by providing a number of forward gear ratios that automatically change as the speed of the vehicle increases. The reason for changing forward gear ratios is to provide the performance and economy expected from vehicles manufactured today. On the performance end, a gear ratio that develops a lot of torque (through torque multiplication) is required in order to initially start a vehicle moving. Once the vehicle is in motion, less torque is required in order to maintain the vehicle at a certain speed. Once the vehicle has reached a desired speed, economy becomes the important factor and the transmission will shift into overdrive. At this point output speed is greater than input speed, and, input torque is greater than output torque. Another important function of the automatic transmission is to allow the engine to be started and run without transferring torque to the wheels. This situation occurs whenever Park (P) or Neutral (N ) range has been selected. Also, operating the vehicle in a rearward direction is possible whenever Reverse ( R ) range has been selected (accomplished by the gear sets). The variety of ranges in an automatic transmission are made possible through the interaction of numerous mechanically, hydraulically and electronically controlled components inside the transmission. At the appropriate time and sequence, these components are either applied or released and operate the gear sets at a gear ratio consistent with the drivers needs. The following pages describe the theoretical operation of the mechanical, hydraulic and electrical components found in the Hydra-matic 4L80-E transmission. When an understanding of these operating principles has been attained, diagnosis of these transmission systems is made easier.
EXPLANATION OF GEAR RANGES
economy. Overdrive range allows the transmission to operate in each of the four forward gear ratios. Downshifts to a lower gear, or higher gear ratio, are available for safe passing by depressing the accelerator or by manually selecting a lower gear with the shift selector. D Manual Third can be used for conditions where it may be desirable to use only three gear ratios. These conditions include towing a trailer and driving on hilly terrain. This range is also helpful for engine braking when descending slight grades. Upshifts and downshifts are the same as in Overdrive range for first, second and third gears except that the transmission will not shift into fourth gear. 2 Manual Second adds more performance for congested traffic and hilly terrain. It has the same starting ratio (first gear) as Manual Third but prevents the transmission from shifting above second gear. Thus, Manual Second can be used to retain second gear for acceleration and engine braking as desired. Manual Second can be selected at any vehicle speed but will not downshift into second gear until the vehicle speed drops below approximately 100 km/h (62 mph). 1 Manual First can be selected at any vehicle speed. If the transmission is in third or fourth gear it will immediately shift into second gear. When the vehicle speed slows to below approximately 56 km/h (35 mph) the transmission will then shift into first gear. This is particularly beneficial for maintaining maximum engine braking when descending steep grades.
FOLDOUT 9
Figure 8
The transmission can be operated in any one of the seven different positions shown on the shift quadrant (Figure 8). P Park position locks the output shaft, enabling the engine to be started while preventing the vehicle from rolling either forward or backward. For safety reasons, the vehicles parking brake should be used in addition to the transmission Park position. Because the output shaft is mechanically locked by a parking pawl anchored in the case, Park position should not be selected until the vehicle has come to a complete stop. R Reverse enables the vehicle to be operated in a rearward direction. N Neutral position enables the engine to start and operate without driving the vehicle. If necessary, this position should be selected to restart the engine while the vehicle is moving. D Overdrive range should be used for all normal driving conditions for maximum efficiency and fuel
9A
MAJOR MECHANICAL COMPONENTS

OVERDRIVE CARRIER ASSEMBLY (514)
4TH CLUTCH ASSEMBLY (523-533) TORQUE CONVERTER ASSEMBLY (1) PUMP ASSEMBLY (4)
SPLINED TOGETHER
OVERRUN CLUTCH ASSEMBLY (504-511)
OVERDRIVE ROLLER CLUTCH (512) TURBINE SHAFT (502)
TURBINE SHAFT (502)
SPLINED TOGETHER
FORWARD CLUTCH ASSEMBLY (601-614)
DIRECT CLUTCH HUB (615)
OUTPUT CARRIER ASSEMBLY (661) LOW AND REVERSE BAND ASSEMBLY (657)
SPLINED TOGETHER
TRANSMISSION CASE INTERMEDIATE (7) CLUTCH ASSEMBLY (629-638) INTERMEDIATE SPRAG CLUTCH OUTERRACE (625)
REACTION CARRIER ASSEMBLY (651)
SUN GEAR (650)
PARKING PAWL (703)
DIRECT CLUTCH ASSEMBLY (616-623)
FORWARD CLUTCH HUB (613)
MAIN SHAFT (662) INTERMEDIATE SPRAG CLUTCH ASSEMBLY (624) SUN GEAR SHAFT (649)
SPLINED TOGETHER
CENTER SUPPORT ASSEMBLY (640)
LOW ROLLER CLUTCH ASSEMBLY (644)
LOW AND REVERSE BAND SERVO ASSEMBLY (61-74)
MANUAL 2-1 BAND SERVO ASSEMBLY (55-60)
MAIN SHAFT (662) REAR INTERNAL GEAR (666)
OUTPUT SHAFT ASSEMBLY (671)
SPLINED INTO OUTPUT CARRIER ASSEMBLY (661)
10
Figure 9
COLOR LEGEND
MAJOR MECHANICAL COMPONENTS
The foldout graphic on page 10 contains a disassembled drawing of the major components used in the Hydra-matic 4L80-E transmission. This drawing, along with the cross sectional illustrations on page 8 and 8A, show the major mechanical components and their relationship to each other as a complete assembly. Therefore, color has been used throughout this book to help identify parts that are splined together, rotating at engine speed, held stationary, and so forth. Color differentiation is particularly helpful when using the Power Flow section for understanding the transmission operation. The color legend below provides the general guidelines that were followed in assigning specific colors to the major components. However, due to the complexity of this transmission, some colors (such as grey) were used for artistic purposes rather than based on the specific function or location of that component. Components held stationary in the case or splined to the case. Examples: Pump Assembly (4), 4th Clutch Housing (529) and Manual 2-1 Band Assembly (628). Also includes Roller Clutches and Sprag assemblies. Components that rotate at engine speed. Examples: Torque Converter Assembly (1) and Oil Pump Drive (205) and Driven (204) Gears. Components that rotate at turbine speed. Examples: Converter Turbine, Turbine Shaft (502) and Overdrive Carrier Assembly (514). Components that rotate at transmission output speed. Examples: Output Shaft Assembly (671) and Output Carrier Assembly (661). Components such as the Stator in the Torque Converter (1), Overrun Clutch Housing Assembly (504), and Reaction Carrier Assembly (651). Components such as the Forward Clutch Housing Assembly (602). Forward Clutch Hub (613), Main shaft (662) and Rear Internal Gear (666). Components such as the Direct Clutch Housing (623) and Intermediate Clutch Sprag Outer Race (625). Accumulators, Servos and Bands. All bearings and bushings. All seals
10A
COLOR LEGEND
APPLY COMPONENTS
The Range Reference Chart on page 11, provides another valuable source of information for explaining the overall function of the Hydra-matic 4L80-E transmission. This chart highlights the major apply components that function in a selected gear range, and the specific gear operation within that gear range. Included as part of this chart is the same color reference to each major component that was previously discussed. If a component is active in a specific gear range, a word describing its activity will be listed in the column below that component. The row where the activity occurs corresponds to the appropriate transmission range and gear operation. An abbreviated version of this chart can also be found at the top of the half page of text located in the Power Flow section. This provides for a quick reference when reviewing the mechanical power flow information contained in that section.
10B
RANGE REFERENCE CHART

HYDRAMATIC 4L80-E - GEAR RATIOS FIRST 2.48 FOURTH .75 SECOND 1.48 REVERSE 2.08 THIRD 1.00
RANGE
GEAR
1-2 SHIFT 2-3 SHIFT SOLENOID SOLENOID ON OFF
FOURTH CLUTCH
OVERRUN CLUTCH
OVERDRIVE ROLLER CLUTCH HOLDING
FORWARD CLUTCH
DIRECT CLUTCH
MANUAL 2-1 BAND
INTERMEDIATE SPRAG CLUTCH
INTERMEDIATE CLUTCH
LOW ROLLER CLUTCH
LOW AND REVERSE BAND
P-N R D
REVERSE 1st 2nd 3rd 4th 1st
ON ON OFF OFF ON ON OFF OFF ON OFF ON OFF
OFF OFF OFF ON ON OFF OFF ON OFF OFF OFF OFF APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED
HOLDING HOLDING HOLDING HOLDING APPLIED APPLIED
APPLIED
APPLIED
*
HOLDING OVERRUNNING OVERRUNNING APPLIED APPLIED APPLIED
HOLDING OVERRUNNING OVERRUNNING OVERRUNNING HOLDING APPLIED APPLIED OVERRUNNING OVERRUNNING HOLDING APPLIED OVERRUNNING HOLDING APPLIED OVERRUNNING APPLIED
APPLIED APPLIED
OVERRUNNING APPLIED APPLIED HOLDING HOLDING HOLDING HOLDING HOLDING HOLDING HOLDING APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED
*
HOLDING OVERRUNNING
D 2 1
2nd 3rd 1st 2nd 1st 2nd
*
HOLDING
*
HOLDING
*HOLDING BUT NOT EFFECTIVE

ON = SOLENOID ENERGIZED OFF = SOLENOID DE-ENERGIZED
@ THE SOLENOID'S STATE FOLLOWS A SHIFT PATTERN WHICH DEPENDS UPON VEHICLE SPEED AND THROTTLE POSTION. IT DOES NOT DEPEND UPON THE SELECTED GEAR.
NOTE: DESCRIPTIONS ABOVE EXPLAIN COMPONENT FUNCTION DURING ACCELERATION.
Figure 10
11
TORQUE CONVERTER
TURBINE THRUST SPACER (B) PRESSURE PLATE SPRING (E) THRUST BEARING ASSEMBLY (G) THRUST BEARING ASSEMBLY (G)
CONVERTER HOUSING COVER ASSEMBLY (A)
PRESSURE PLATE ASSEMBLY (C)
DAMPER ASSEMBLY (D)
STATOR ASSEMBLY (H) TURBINE ASSEMBLY (F) F
CONVERTER PUMP ASSEMBLY (I)
TORQUE CONVERTER:
The torque converter (1) is the primary component for transmittal of power between the engine and the transmission. It is bolted to the engine flywheel (also known as the flexplate) so that it will rotate at engine speed. Some of the major functions of the torque converter are: to provide for a smooth conversion of torque from the engine to the mechanical components of the transmission. to multiply torque from the engine that enables the vehicle to achieve additional performance when required. to mechanically operate the transmission oil pump (4) through the converter hub. to provide a mechanical link, or direct drive, from the engine to the transmission through the use of a torque converter clutch (TCC). The torque converter assembly is made up of the following five main sub-assemblies: a converter housing cover assembly (A) which is welded to the converter pump assembly (I). a converter pump assembly (I) which is the driving member. a turbine assembly (F) which is the driven or output member. a stator assembly (G) which is the reaction member located between the converter pump and turbine assemblies. a pressure plate assembly (C) splined to the turbine assembly to enable direct mechanical drive when appropriate.
CONVERTER PUMP ASSEMBLY AND TURBINE ASSEMBLY
A I
D G STATOR SHAFT (235) E
TURBINE SHAFT (502) CONVERTER HUB
When the engine is running the converter pump assembly acts as a centrifugal pump by picking up fluid at its center and discharging it at its rim between the blades (see Figure 12). The force of this fluid then hits the turbine blades and causes the turbine to rotate. As the engine and converter pump increase in RPM, so does the turbine.
PRESSURE PLATE, DAMPER AND CONVERTER HOUSING ASSEMBLIES
Torque converter failure could cause loss of drive
and or loss of power. To reduce torsional shock during the apply of the pressure plate to the converter cover, a spring loaded damper assembly (D) is used. The pressure plate is attached to the pivoting mechanism of the damper assembly which allows the pressure plate to rotate independently of the damper assembly up to approximately 45 degrees. During engagement, the springs in the damper assembly cushion the pressure plate engagement and also reduce irregular torque pulses from the engine or road surface. Figure 11
The pressure plate is splined to the turbine hub and applies (engages) with the converter cover to provide a mechanical coupling of the engine to the transmission. When the pressure plate assembly is applied, the amount of slippage that occurs through a fluid coupling is reduced (but not eliminated), thereby providing a more efficient transfer of engine torque to the drive wheels.
12
TORQUE CONVERTER
FLUID FLOW
STATOR ASSEMBLY (H) TURBINE ASSEMBLY (F) CONVERTER PUMP ASSEMBLY (I)
Figure 12 Stator roller clutch failure

roller clutch freewheels in both directions can cause poor acceleration at low speed. roller clutch locks up in both directions can cause poor acceleration at high speed. Overheated fluid.
STATOR ASSEMBLY
STATOR
CONVERTER MULTIPLYING
STATOR HELD FLUID FLOW REDIRECTED
The stator assembly is located between the pump assembly and turbine assembly, and is mounted on a one-way roller clutch. This oneway roller clutch allows the stator to rotate in one direction and prevents (holds) the stator from rotating in the other direction. The function of the stator is to redirect fluid returning from the turbine in order to assist the engine in turning the converter pump assembly. At low vehicle speeds, when greater torque is needed, fluid from the turbine hits the front side of the stator blades (the converter is multiplying torque). At this time, the one-way roller clutch prevents the stator from rotating in the same direction as the fluid flow, thereby redirecting fluid to assist the engine in turning the converter pump. In this mode, fluid leaving the converter pump has more force to turn the turbine assembly and multiply engine torque. As vehicle speed increases and less torque is required, centrifugal force acting on the fluid changes the direction of the fluid leaving the turbine such that it hits the back side of the stator blades (converter at coupling speed). When this occurs, the roller clutch overruns and allows the stator to rotate freely. Fluid is no longer being redirected to the converter pump and engine torque is not being multiplied.
FLUID FLOW FROM TURBINE
CONVERTER AT COUPLING SPEED STATOR ROTATES FREELY
Figure 13
13
TORQUE CONVERTER
RELEASE APPLY
When the torque converter clutch is released, fluid is fed into the torque converter by the pump into the release fluid passage. The release fluid passage is located between the stator shaft (235) and the turbine shaft (502). Fluid travels between the shafts and enters the release side of the pressure plate at the end of the turbine shaft. The pressure plate is forced away from the converter cover and allows the torque converter turbine to rotate at speeds other than engine speed. The release fluid then flows between the friction element on the pressure plate and the converter cover to enter the apply side of the torque converter. The fluid then exits the torque converter through the apply passage, which is located between the torque converter clutch hub and the stator shaft (235), and enters the pump.
When the PCM determines that the vehicle is at the proper speed for the torque converter clutch to apply it sends a signal to the TCC (PWM) solenoid valve. The TCC (PWM) solenoid valve then regulates line fluid from the pump into the regulated apply passage. The regulated apply fluid then feeds the apply fluid passage and applies the torque converter. The apply passage is located between the turbine shaft and the stator shaft. The fluid flows between the shafts, then passes into the torque converter on the apply side of the pressure plate assembly. Release fluid is then routed out of the torque converter between the turbine shaft and the stator shaft. Apply fluid pressure forces the pressure plate against the torque converter cover to provide a mechanical link between the engine and the turbine. The TCC apply should occur in fourth gear (also third gear in some applications), and should not apply until the transmission fluid has reached a minimum operating temperature of 8C (46F) and the engine coolant temperature reaches 50C (122F). For more information on TCC apply and release, see Overdrive Range Fourth Gear TCC Released and Applied, pages 6465.
No TCC apply can be caused by:
TCC (PWM) solenoid valve assembly (323) malfunction. TCC valve (223) stuck or binding TCC regulator apply valve (324) stuck or binding Converter limit valve (214) stuck or binding TCC enable valve (217) stuck or binding Spacer plate and gaskets misaligned or incorrect Pressure plate assembly friction material worn or damaged
RELEASE FLUID

APPLY FLUID TURBINE SHAFT (502) TURBINE SHAFT (502) APPLY FLUID APPLY FLUID

RELEASE FLUID RELEASE FLUID
PRESSURE PLATE
PRESSURE PLATE
TCC RELEASE
14
Figure 14
TCC APPLY
APPLY COMPONENTS
The Apply Components section is designed to explain the function of the hydraulic and mechanical holding devices used in the Hydra-matic 4L80-E transmission. Some of these apply components, such as clutches and bands, are hydraulically applied and released in order to provide automatic gear range shifting. Other components, such as a roller clutch or sprag clutch, often react to a hydraulically applied component by mechanically holding or releasing another member of the transmission. This interaction between the hydraulically and mechanically applied components is then explained in detail and supported with a graphic illustration. In addition, this section shows the routing of fluid pressure to the individual components and their internal functions when it applies or releases. The sequence in which the components in this section have been discussed coincides with their physical arrangement inside the transmission. This order closely parallels the disassembly sequence used in the Hydra-matic 4L80-E Unit Repair Section located in Section 7 of the appropriate Service Manual. It also correlates with the components shown on the Range Reference Charts that are used throughout the Power Flow section of this book. The correlation of information between the sections of this book helps the user more clearly understand the hydraulic and mechanical operating principles for this transmission.
MATING OR RELATED COMPONENTS
BRIEF DESCRIPTION
FUNCTIONAL DESCRIPTION
APPLY COMPONENTS
APPLY COMPONENTS
4TH CLUTCH:
APPLIED
RELEASED
4TH CLUTCH APPLY:
To apply the 4th clutch, 4th clutch fluid is fed from the case, through the 4th clutch housing bolt (26) and behind the 4th clutch piston (528). 4th clutch fluid pressure forces the piston against the 4th clutch spring assembly (532) to cushion the apply. As fluid pressure increases, the piston compresses the clutch plates (steel and fiber) together until they are held against the 4th clutch backing plate (524). When fully applied, the steel plates (526) and fiber plates (525) are locked together and held stationary by the 4th clutch housing. The internal teeth on the fiber plates hold the overrun clutch housing (504) stationary to prevent the overdrive sun gear from rotating. The orifice cup plug (530) is pressed into the 4th lutch housing. Air in the 4th clutch fluid circuit s forced out the orifice when 4th clutch fluid ressure increases to prevent excess cushion during th clutch apply.
OVERRUN CLUTCH APPLY:
4TH CLUTCH BACKING PLATE (524)
Plugged fourth apply passage, damaged clutch plates, return spring assembly or piston seals can cause no fourth/slips in fourth.
4TH CLUTCH HOUSING (529)
SPRING RETAINER RING (533)
To apply the overrun clutch, overrun clutch fluid is fed through the oil pump hub to the inner hub of the overrun clutch housing. Feed holes in the inner hub allow fluid to enter the housing behind the overrun clutch piston (505). Overrun clutch fluid pressure seats the overrun clutch ball check valve (located in the housing) and moves the piston to compress the spring assembly (506) to cushion the apply. As fluid pressure increases, the piston compresses the clutch plates (steel and fiber) together until they are held against the overrun clutch backing plate (510). Also, the increase in fluid pressure forces any air in the overrun clutch fluid circuit to exhaust past the ball check valve, before it seats, to prevent excess cushion during clutch apply. When fully applied, the steel plates (508) and fiber plates (509) are locked together, thereby holding the overrun clutch housing and overdrive carrier together. This forces the housing and carrier to turn as one unit during engine compression braking in the Manual gear ranges.
If inoperative the overrun clutch can cause loss of drive, no overrun braking - D3, No fourth gear - D4, engine stall and harsh shifts from D4 to D3, D2 or D1.
505 506 507 508
SPRING ASSEMBLY (506)
OVERRUN CLUTCH APPLY FLUID
OVERRUN CLUTCH PISTON ASSEMBLY (505)
OVERRUN CLUTCH HOUSING (504) LUBE PASSAGE
BACKING PLATE 4TH CLUTCH RETAINER RING PISTON (523) (528)
4TH CLUTCH HOUSING BOLT CASE 4TH CLUTCH (26) (7) APPLY FLUID 530 532 533
523
524
525
526
528
529
20
Figure 20
Figure 21
CUTAWAY VIEW
DISASSEMBLED VIEW
Figure 15
The 4th clutch assembly, located in the 4th clutch housing (529), is held stationary to the transmission case (7) by the 4th clutch housing bolt (26). The external teeth on the reaction (steel) plates (526) are splined to the 4th clutch housing while the internal teeth on the fiber clutch plate assemblies (525) are splined to the overrun clutch housing (504). The 4th clutch is applied only when the transmission is in Fourth gear to provide an overdrive gear ratio.
4TH CLUTCH ASSEMBLY (523-533)
4TH CLUTCH RELEASE:
4TH CLUTCH APPLY FLUID PASSAGE
To release the 4th clutch, 4th clutch fluid exhausts through the 4th clut circuit, allowing pressure at the 4th clutch piston (528) to decrease. absence of fluid pressure, spring force from the spring assembly (532) the 4th clutch piston away from the clutch pack. This disengages th plates (526) and fiber plates (525) from the backing plate (524), allowing the overrun clutch housing and overdrive sun gear to rotate.
FIBER STEEL CLUTCH PLATE CLUTCH ASSEMBLY PLATE (525) (526) INNER SEAL (527) 4TH CLUTCH ORIFICE (530) OUTER SEAL (531)
OVERRUN CLUTCH RELEASE:

To release the overrun clutch, overrun clutch fluid exhausts through the overrun clutch housing inner hub and into the oil pump hub, allowing pressure at the overrun clutch piston (505) to decrease. In the absence of fluid pressure, spring force from the spring assembly (506) moves the overrun clutch piston (505) away from the clutch pack. This disengages the steel plates (508) and the fiber plates (509) from the backing plate (510) and disconnects the overrun clutch housing from the overdrive carrier.
OVERRUN CLUTCH BALL CHECK VALVE
During the exhaust of overrun clutch fluid, the overrun clutch ball check valve, located in the overrun clutch housing, unseats. Centrifugal force, resulting from the rotation of the overrun clutch housing, forces residual overrun clutch fluid to the outside of the piston housing and past the unseated ball check valve. If this fluid did not completely exhaust from behind the piston, there could be a partial apply, or drag, of the overrun clutch plates.
OVERRUN CLUTCH:
The overrun clutch assembly is located in the overrun clutch housing (504). The external teeth on the reaction (steel) plates (508) are splined to the overrun clutch housing while the internal teeth on the fiber clutch plate assemblies (509) are splined to the overdrive carrier assembly (514). The overrun clutch is applied only when the shift selector lever is in a Manual gear range First, Second, or Third.
LUBE PASSAGE
BACKING PLATE RETAINER RING (511) BACKING PLATE (510) SPRING RETAINER RING (507) LUBE PASSAGE
OVERDRIVE SUN GEAR OVERDRIVE ROLLER CLUTCH INNER CAM FIBER CLUTCH PLATE ASSEMBLY (509) STEEL CLUTCH PLATE (508)
509
510
511
21
15
APPLY COMPONENTS
4TH CLUTCH ASSEMBLY (523-533)
4TH CLUTCH RELEASE:
To release the 4th clutch, 4th clutch fluid exhausts through the 4th clutch fluid circuit, allowing pressure at the 4th clutch piston (528) to decrease. In the absence of fluid pressure, spring force from the spring assembly (532) moves the 4th clutch piston away from the clutch pack. This disengages the steel plates (526) and fiber plates (525) from the backing plate (524), thereby allowing the overrun clutch housing and overdrive sun gear to rotate.
4TH CLUTCH APPLY FLUID PASSAGE
4TH CLUTCH:
FIBER STEEL CLUTCH PLATE CLUTCH ASSEMBLY PLATE (525) (526)
INNER SEAL (527)
4TH CLUTCH ORIFICE (530)
OUTER SEAL (531)
The 4th clutch assembly, located in the 4th clutch housing (529), is held stationary to the transmission case (7) by the 4th clutch housing bolt (26). The external teeth on the reaction (steel) plates (526) are splined to the 4th clutch housing while the internal teeth on the fiber clutch plate assemblies (525) are splined to the overrun clutch housing (504). The 4th clutch is applied only when the transmission is in Fourth gear to provide an overdrive gear ratio.
4TH CLUTCH APPLY:
To apply the 4th clutch, 4th clutch fluid is fed from the case, through the 4th clutch housing bolt (26) and behind the 4th clutch piston (528). 4th clutch fluid pressure forces the piston against the 4th clutch spring assembly (532) to cushion the apply. As fluid pressure increases, the piston compresses the clutch plates (steel and fiber) together until they are held against the 4th clutch backing plate (524). When fully applied, the steel plates (526) and fiber plates (525) are locked together and held stationary by the 4th clutch housing. The internal teeth on the fiber plates hold the overrun clutch housing (504) stationary to prevent the overdrive sun gear from rotating. The orifice cup plug (530) is pressed into the 4th clutch housing. Air in the 4th clutch fluid circuit is forced out the orifice when 4th clutch fluid pressure increases to prevent excess cushion during 4th clutch apply.
4TH CLUTCH BACKING PLATE (524)
Plugged fourth apply passage, damaged clutch plates, return spring assembly or piston seals can cause no fourth/slips in fourth.
SPRING RETAINER RING (533) 4TH CLUTCH HOUSING BOLT CASE 4TH CLUTCH (26) (7) APPLY FLUID 530 532 533
BACKING PLATE 4TH CLUTCH RETAINER RING PISTON (523) (528)
523
524
525
526
528
529
16
Figure 16
APPLY COMPONENTS
OVERRUN CLUTCH RELEASE:
To release the overrun clutch, overrun clutch fluid exhausts through the overrun clutch housing inner hub and into the oil pump hub, allowing pressure at the overrun clutch piston (505) to decrease. In the absence of fluid pressure, spring force from the spring assembly (506) moves the overrun clutch piston (505) away from the clutch pack. This disengages the steel plates (508) and the fiber plates (509) from the backing plate (510) and disconnects the overrun clutch housing from the overdrive carrier.
OVERRUN CLUTCH BALL CHECK VALVE
During the exhaust of overrun clutch fluid, the overrun clutch ball check valve, located in the overrun clutch housing, unseats. Centrifugal force, resulting from the rotation of the overrun clutch housing, forces residual overrun clutch fluid to the outside of the piston housing and past the unseated ball check valve. If this fluid did not completely exhaust from behind the piston, there could be a partial apply, or drag, of the overrun clutch plates.
OVERRUN CLUTCH:
APPLIED
RELEASED
OVERRUN CLUTCH APPLY:
To apply the overrun clutch, overrun clutch fluid is fed through the oil pump hub to the inner hub of the overrun clutch housing. Feed holes in the inner hub allow fluid to enter the housing behind the overrun clutch piston (505). Overrun clutch fluid pressure seats the overrun clutch ball check valve (located in the housing) and moves the piston to compress the spring assembly (506) to cushion the apply. As fluid pressure increases, the piston compresses the clutch plates (steel and fiber) together until they are held against the overrun clutch backing plate (510). Also, the increase in fluid pressure forces any air in the overrun clutch fluid circuit to exhaust past the ball check valve, before it seats, to prevent excess cushion during clutch apply. When fully applied, the steel plates (508) and fiber plates (509) are locked together, thereby holding the overrun clutch housing and overdrive carrier together. This forces the housing and carrier to turn as one unit during engine compression braking in the Manual gear ranges.
If inoperative the overrun clutch can cause loss of drive, no overrun braking - D3, No fourth gear - D4, engine stall and harsh shifts from D4 to D3, D2 or D1.
505 506 507 508
OVERRUN CLUTCH APPLY FLUID
OVERRUN CLUTCH PISTON ASSEMBLY (505)
OVERRUN CLUTCH HOUSING (504) LUBE PASSAGE
Figure 17
509 510
The overrun clutch assembly is located in the overrun clutch housing (504). The external teeth on the reaction (steel) plates (508) are splined to the overrun clutch housing while the internal teeth on the fiber clutch plate assemblies (509) are splined to the overdrive carrier assembly (514). The overrun clutch is applied only when the shift selector lever is in a Manual gear range First, Second, or Third.
LUBE PASSAGE
BACKING PLATE RETAINER RING (511) BACKING PLATE (510) SPRING RETAINER RING (507) LUBE PASSAGE
OVERDRIVE SUN GEAR OVERDRIVE ROLLER CLUTCH INNER CAM FIBER CLUTCH PLATE ASSEMBLY (509) STEEL CLUTCH PLATE (508)
511
17
APPLY COMPONENTS
OVERDRIVE ROLLER CLUTCH:
The overdrive roller clutch assembly (512) is located between the overdrive carrier assembly (514) and overrun clutch housing (504). The overdrive carrier functions as the outer race for the roller clutch while the overrun clutch housing functions as the inner cam. The overdrive roller clutch is a type of one-way clutch that prevents the overrun clutch housing from rotating clockwise faster than the overdrive carrier assembly. The overdrive roller clutch is holding, and effective, when the vehicle is accelerating and the transmission is in First, Second, Third, or Reverse gear.
4TH CLUTCH ASSEMBLY OVERDRIVE OVERDRIVE ROLLER INTERNAL CLUTCH GEAR (512) INNER CAM
OVERDRIVE CARRIER ASSEMBLY (514) (OUTER RACE)
OVERDRIVE ROLLER CLUTCH (512)
OUTER RACE SUN GEAR OVERRUN CLUTCH HOUSING (504) OVERDRIVE CARRIER ASSEMBLY (514) FORWARD CLUTCH HOUSING (602)
A damaged overdrive roller clutch can cause loss of drive.

OVERDRIVE ROLLER CLUTCH HOLDING: (EXAMPLE A)
OVERDRIVE CARRIER ASSEMBLY (514) OVERDRIVE ROLLER CLUTCH HOLDING
EXAMPLE "A" DIRECT DRIVE FORWARD CLUTCH HOUSING (INTERNAL GEAR)
G AT I N OT R
D
EL
In First, Second, Third and Reverse gears the 4th clutch is released and the overrun clutch housing is free to rotate. The overdrive carrier pinion gears are in mesh with both the overdrive internal gear [part of the forward clutch housing (602)] and the overdrive sun gear [part of the overrun clutch housing (504)]. Power flow drives the overdrive carrier clockwise. Vehicle load on the forward clutch housing causes the pinion gears to attempt to rotate counterclockwise on their pins around the internal gear as they travel with the carrier assembly. Therefore, the pinion gears attempt to drive the sun gear clockwise, faster than the overdrive carrier. However, this causes the rollers to move up the ramps and wedge between the inner cam and outer race, thereby locking the overrun clutch housing and overdrive carrier together. With the sun gear and overdrive carrier rotating at the same speed, the pinion gears do not rotate on their pins but do travel clockwise with the carrier and drive the forward clutch housing. Therefore, a direct drive 1:1 gear ratio is obtained through the overdrive planetary gear set in First, Second, Third and Reverse gears with the overdrive roller clutch holding.
OVERDRIVE ROLLER CLUTCH RELEASED: (EXAMPLE B)
(OUTER RACE)
OVERRUN CLUTCH HOUSING AND SUN GEAR (INNER CAM) EXAMPLE "B" OVERDRIVE FORWARD CLUTCH HOUSING (INTERNAL GEAR)
OVERDRIVE CARRIER ASSEMBLY (514) OVERDRIVE ROLLER CLUTCH OVERRUNNING
G AT I N OT R
D
EL
(OUTER RACE)
OVERRUN CLUTCH HOUSING AND SUN GEAR (INNER CAM)
The roller clutch releases when the overdrive carrier rotates clockwise faster than the overrun clutch housing. This causes the rollers to move down the ramp and rotate freely between the inner cam and outer race. This action occurs in Fourth gear when the 4th clutch is applied. The 4th clutch fiber plates (525) are splined to the overrun clutch housing and hold the housing and overdrive sun gear stationary to the transmission case. As power flow drives the overdrive carrier clockwise, the carrier overruns the roller clutch. The overdrive carrier pinion gears rotate clockwise on their pins and walk around the stationary sun gear. The pinions then drive the forward clutch housing (through the internal gear) in an overdrive gear ratio of approximately .75:1. The overdrive carrier also overruns the overdrive roller clutch during coast conditions (throttle released) in Overdrive Range - First, Second, and Third gears and in Reverse and when vehicle speed is greater than engine speed. This causes the forward clutch housing to be driven by vehicle speed faster than the overdrive carrier is being driven by engine speed. This drives the pinion gears clockwise and the sun gear counterclockwise, thereby overrunning the overdrive roller clutch. However, in the Manual gear ranges, the overrun clutch is applied to connect the overrun clutch housing and overdrive carrier. This prevents the overdrive carrier from overrunning the overdrive roller clutch during coast conditions.
18
Figure 18
APPLY COMPONENTS
clutch pack is a waved steel plate (609) that, in addition to the spring assembly and forward clutch orifice, helps control the apply rate of the forward clutch. When fully applied, the steel plates (610) and fiber clutch plate assemblies (611) are locked together, thereby holding the forward clutch housing and the forward clutch hub (613) together. This forces the forward clutch hub to rotate at the same speed as the forward clutch housing.
FORWARD CLUTCH HOUSING ASSEMBLY (602)
FORWARD CLUTCH RELEASE:
If inoperative the forward clutch can cause forward motion in Neutral, loss of drive, engine stall, third gear starts and harsh shifts from D to R.
FORWARD CLUTCH:
To release the forward clutch, drive fluid exhausts from the piston, through the inner hub of the forward clutch housing and into the turbine shaft. In the absence of fluid pressure, spring force from the spring assembly (607) moves the forward clutch piston away from the clutch plates. This
FORWARD CLUTCH BALL CHECK VALVE
APPLIED
RELEASED
FORWARD CLUTCH APPLY:
To apply the forward clutch, drive fluid is fed through the turbine shaft to the inner hub of the forward clutch housing. Feed holes in the inner hub allow fluid to enter the housing behind the inner area of the forward clutch piston (606) [between the inner piston seal and the intermediate seal assembly (685)]. Drive fluid pressure on the inner area moves the piston and compresses the spring assembly (607) to cushion the apply. As fluid pressure increases on the inner area, the piston compresses the clutch plates (steel and fiber) until they are held against the direct clutch hub (615). At the same time, drive fluid is fed through the forward clutch orifice in the intermediate seal assembly to feed fluid to the outer area of the piston [between the intermediate seal assembly (685) and the outer piston seal]. This fluid pressure seats the forward clutch ball check valve and increases the holding force on the clutch pack. Also, the increase in fluid pressure forces any air in the drive fluid circuit to exhaust past the ball check valve, before it seats, to prevent excess cushion during clutch apply. Also included in the
685 606 607 608 609
FORWARD CLUTCH HOUSING ASSEMBLY (602) FORWARD CLUTCH ORIFICE DRIVE APPLY FLUID
OVERDRIVE INTERNAL GEAR SPRING RETAINER RING (608) LUBE PASSAGE 613 614 RETAINER RING (616)
FORWARD CLUTCH PISTON INTERMEDIATE SEAL ASSEMBLY (685) FORWARD CLUTCH PISTON (606) 611
610
Figure 19
The forward clutch assembly is located in the forward clutch housing (602). The external teeth on the reaction (steel) plates (610) are splined to the forward clutch housing while the internal teeth on the fiber clutch plate assemblies (611) are splined to the forward clutch hub (613). The forward clutch is applied in all forward gear ranges to transfer engine torque from the overdrive planetary gear set to the output and reaction planetary gear sets.
disengages the steel plates (610), fiber clutch plate assemblies (611) and waved plate (609) from the direct clutch hub (615) and disconnects the forward clutch housing from the forward clutch hub (613). The forward clutch orifice controls the exhaust of drive fluid from the outer area of the piston. This action, in addition to the spring assembly, helps control the release of the forward clutch plates. During the exhaust of drive fluid, the forward clutch ball check valve, located in the forward clutch housing (602), unseats. Centrifugal force, resulting from the rotation of the forward clutch housing, forces residual drive fluid to the outside of the housing and past the unseated ball check valve. If this fluid did not completely exhaust from behind the piston, there could be a partial apply, or drag, of the forward clutch plates.
FIBER STEEL LUBE WAVED CLUTCH CLUTCH PASSAGE CLUTCH PLATE PLATE PLATE ASSEMBLY (610) (609) (611) DIRECT CLUTCH HUB (615)
LUBE PASSAGE
THRUST WASHER (612)
612
615
616
19
APPLY COMPONENTS
In Reverse, 3rd/reverse fluid is fed to the inner area of the piston through the 3rd/ reverse circuit as in Third and Fourth gears. However, in Reverse, reverse fluid is fed through the reverse fluid circuit to the outer area of the direct clutch piston [between the intermediate seal (622) and the outer piston seal]. Reverse fluid pressure seats the direct clutch ball check valve and acts on the outer area of the piston. This fluid pressure increases the holding capacity of the direct clutch plates in Reverse, as compared to Third gear. Also, the increase in reverse fluid pressure forces any air in the reverse fluid circuit to exhaust past the ball check valve, before it seats, to prevent excess cushion during clutch apply.
DIRECT CLUTCH RELEASE:
DIRECT CLUTCH HOUSING ASSEMBLY (623)
DIRECT CLUTCH:
The direct clutch assembly is located in the direct clutch housing (623). The external teeth on the reaction (steel) plates (618) are splined to the direct clutch housing while the internal teeth on the fiber clutch plate assemblies (611) are splined to the direct clutch hub (615), which is connected to the forward clutch housing (602). The direct clutch is applied when the transmission is in Third or Fourth gears and in Reverse.
DIRECT CLUTCH APPLY:
To release the direct clutch, apply fluid (3rd/reverse and/or reverse) exhausts from the piston, through the inner hub of the
direct clutch housing and into the center support assembly (640). In the absence of fluid pressure, spring force from the spring assembly (607) moves the direct clutch piston away from the clutch plates. This disengages the steel plates (618), fiber clutch plate assemblies (611) and waved plate (609) from the direct clutch backing plate (617) and disconnects the direct clutch housing from the direct clutch hub (615). During the exhaust of reverse fluid, the direct clutch ball check valve, located in the direct clutch housing, unseats. Centrifugal force, resulting from the rotation of the direct clutch housing, forces residual reverse fluid to the outside of the housing and past the unseated ball check valve. If this fluid did not completely exhaust from behind the piston, there could be a partial apply, or drag, of the direct clutch plates.
DIRECT CLUTCH HOUSING ASSEMBLY (623) BACKING PLATE (617)
APPLIED LUBE PASSAGE
SPRING ASSEMBLY (607) LUBE PASSAGE SPRING RETAINER RING (608) DIRECT CLUTCH PISTON INTERMEDIATE SEAL (622) BACKING PLATE RETAINING RING (616) 618 609 608
REVERSE APPLY FLUID
3RD/REVERSE APPLY FLUID LUBE PASSAGE
If inoperative the direct clutch can cause no reverse; no second gear in D4, D3, D2 or D1; no third gear in D4 or D3; third gear starts; soft shifts to reverse, reverse to drive, second to third gear and third to second gear.
616 617 611
INTERMEDIATE SPRAG CLUTCH INNER CAM DIRECT CLUTCH PISTON ASSEMBLY (619) 607 619 622
20
Figure 20
To apply the direct clutch for Third and Fourth gears, 3rd/reverse fluid is fed from the transmission case (7), through the center support (640) and into the inner hub of the direct clutch housing. Feed holes in the inner hub allow 3rd/reverse fluid to enter the housing behind the inner area of the direct clutch piston (619) [between the inner piston seal and the intermediate seal (622)]. 3rd/reverse fluid pressure moves the piston to compress the spring assembly (607). As fluid pressure increases, the piston compresses the clutch plates (steel and fiber) until they are held against the direct clutch backing plate (617). Also included in the assembly is a waved steel plate (609) that, in addition to the spring assembly, helps cushion the apply of the direct clutch. When fully applied, the steel plates (618), fiber clutch plate assemblies (611) and waved plate (609) are locked together, thereby holding the direct clutch housing and direct clutch hub (615) together. This forces the direct clutch housing to rotate at the same speed as the forward clutch housing.
STEEL FIBER CLUTCH CLUTCH PLATE PLATE (618) ASSEMBLY (611)
WAVED CLUTCH PLATE (609)
LUBE PASSAGE
DIRECT CLUTCH BALL CHECK VALVE EX
RELEASED
APPLY COMPONENTS
MANUAL 2-1 BAND SERVO RELEASE:
DIRECT CLUTCH HOUSING ASSEMBLY (623)
The manual 2-1 band servo assembly is held in the release position by PRND43 fluid pressure acting on the manual 2-1 band servo piston (58) when the gear selector is in the Park, Reverse, Neutral, Overdrive and Manual Third positions. PRND43 fluid is fed between the transmission case and manual 2-1 band servo piston to assist spring force in keeping the piston and apply pin in the released position. Even with FBA fluid pressure present, PRND43 fluid pressure and spring force will keep the piston, apply pin and manual 2-1 band in the released position, as in Overdrive Range - Second Gear. When the gear selector is in either Manual Second Or Manual First (PRND43 fluid exhausted), and the transmission downshifts from Second gear to First gear, FBA fluid exhausts from the servo piston. This allows spring force to move the piston and apply pin away from the manual 2-1 band, thereby releasing the manual 2-1 band assembly from the direct clutch housing.
An inoperative manual 2-1 servo assembly/manual 2-1 band assembly can cause no engine braking in manual second (second gear), no first gear in manual third or manual second, no third gear in manual third or no manual third to manual second shift.
MANUAL 2-1 BAND SERVO ASSEMBLY AND MANUAL 2-1 BAND ASSEMBLY:
The manual 2-1 band servo assembly (55-60), located in the bottom of the transmission case (7), applies the manual 2-1 band assembly (628) when the gear selector is in either the Manual Second or Manual First positions and the transmission is in Second gear. The manual 2-1 band assembly is held stationary to the transmission case by the band anchor pin (80) and wraps around the direct clutch housing assembly (623) . When compressed by the manual 2-1 band servo assembly, the band holds the direct clutch housing (623), sun gear shaft (649) and sun gear (650) stationary to the case. This prevents the intermediate sprag clutch (624) from overrunning during coast conditions in Manual Second - Second Gear or Manual First - Second Gear to provide engine compression braking.
MANUAL 2-1 BAND SERVO APPLY:
MANUAL 2-1 BAND ANCHOR PIN (80)
To apply the manual 2-1 band servo, Front Band Apply (FBA) fluid is fed between the spacer plate (46) and manual 2-1 band servo piston (58). FBA fluid pressure forces the piston to compress the piston spring (60) and move the piston apply pin (55) toward the band. The apply pin compresses the band assembly around the direct clutch housing and holds the housing stationary to the case. During apply, piston spring force helps control the apply feel of the manual 2-1 band assembly.
60 MANUAL 2-1 BAND SERVO PISTON PIN (55) CASE (7) PISTON PIN RETAINER RING (56) 57 PISTON SEAL (57) 56 55 PRND43 RELEASE FLUID CONTROL VALVE BODY (44) PISTON CUSHION SPRING (60) MANUAL 2-1 BAND SERVO PISTON (58) FRONT BAND APPLY FLUID (FBA) SPACER PLATE (46)
58
Figure 21
21
APPLY COMPONENTS
INTERMEDIATE CLUTCH PLATES (630-632,684)
INTERMEDIATE SPRAG CLUTCH:
The intermediate sprag clutch assembly (624-627) is located between the intermediate clutch plate assemblies (631) and the direct clutch housing assembly (623). The intermediate clutch plate assemblies are splined to the intermediate sprag clutch outer race (625) while the intermediate sprag inner cam is pressed onto the direct clutch housing. The intermediate sprag clutch is a type of one-way clutch that, when effective, prevents the direct clutch housing from rotating counterclockwise. The sprag clutch is holding, and effective, when the vehicle is accelerating and the transmission is in Overdrive Range - Second Gear.
INTERMEDIATE SPRAG CLUTCH HOLDING: (EXAMPLE A)
DIRECT CLUTCH HOUSING ASSEMBLY (623) OUTER RACE (625)
INTERMEDIATE SPRAG CLUTCH ASSEMBLY (624-627) EXAMPLE "A" INTERMEDIATE SPRAG CLUTCH HOLDING
HELD
HELD
LONG DIAGONAL DIRECT CLUTCH HOUSING (623) (INNER CAM) EXAMPLE "B" INTERMEDIATE SPRAG CLUTCH OVERRUNNING
In Second gear, power flow attempts to drive the direct clutch housing counterclockwise which pivots the sprags toward their long diagonals. The long diagonal of the sprag is greater than the distance between the inner cam and outer race, causing the sprags to lock against the intermediate clutch sprag outer race (625). However, in Second gear the intermediate clutch is applied and the outer race is held stationary to the transmission case (7). Therefore, the sprag assembly, being locked between the outer race and direct clutch housing (inner cam), holds the direct clutch housing (623), sun gear shaft (649) and sun gear (650) stationary to obtain a Second gear ratio through the transmission gear sets. The direct clutch housing is also driven counterclockwise in First gear and the sprags lock the direct clutch housing and outer race together, as in Second gear. However, the intermediate clutch is released in First gear which allows the outer race (625) to rotate with the direct clutch housing and not affect power flow. This is shown in the range reference chart (page 11) as Holding But Not Effective.
INTERMEDIATE SPRAG CLUTCH RELEASED: (EXAMPLE B)
OUTER RACE (625)
HELD
The intermediate sprag clutch releases when the sprags pivot toward their short diagonals. The short diagonal is smaller than the distance between the inner cam and outer race and the outer race overruns the sprags. This action occurs in Third and Fourth gears when the intermediate clutch is applied and power flow drives the direct clutch housing clockwise. The inner cam overruns the intermediate sprag clutch during coast conditions (throttle released) in Overdrive Range - Second Gear when vehicle speed is greater than engine speed. This causes the transmission gear sets to be driven by the vehicle drive shaft, and not the engine, which drives the direct clutch housing clockwise, overrunning the sprags. However, in Manual Second - Second Gear the manual 2-1 band assembly (628) is applied to hold the direct clutch housing and prevent the housing from overrunning the intermediate sprag clutch during coast conditions.
INTERMEDIATE SPRAG CLUTCH RETAINER (626)
ROTATING
SHORT DIAGONAL DIRECT CLUTCH HOUSING (623) (INNER CAM) INTERMEDIATE SPRAG CLUTCH OUTER RACE (625)
A damaged intermediate sprag clutch can cause no second gear or, no torque in second gear, in overdrive range, manual third, manual second or manual first.
624 625 626 627
INTERMEDIATE SPRAG CLUTCH RETAINER RETAINING RING (627)
INTERMEDIATE SPRAG CLUTCH ASSEMBLY (624)
22
Figure 22
APPLY COMPONENTS
CENTER SUPPORT AND RACE ASSEMBLY (640)
INTERMEDIATE CLUTCH RELEASE:
CENTER LUBE FLUID PASSAGE 3RD / REVERSE APPLY FLUID PASSAGE
REVERSE APPLY FLUID PASSAGE
2ND CLUTCH APPLY FLUID PASSAGE
To release the intermediate clutch, 2nd clutch fluid exhausts from the piston, through the center support bolt and into the transmission case. In the absence of fluid pressure, spring force from the spring assembly (635) moves the piston away from the clutch plates. This disengages the steel plates (632) and fiber clutch plate assemblies (631) from the backing plate (630) and disconnects the intermediate sprag clutch outer race from the transmission case. Therefore, the intermediate sprag clutch is no longer effective the outer race will rotate with the direct clutch housing when the sprags engage.
BACKING PLATE RETAINER RING (629) BACKING PLATE (630) FIBER STEEL CLUTCH CLUTCH PLATE PLATE ASSEMBLY (632) (631)
If inoperative the intermediate clutch can cause: no second gear in overdrive range, manual third, manual second or manual first no third gear in overdrive range or manual third no fourth gear in overdrive range
second gear starts soft shifts from second to first gear

WAVED PLATE (684) CENTER SUPPORT (640) INTERMEDIATE CLUTCH ORIFICE (530) OUTER SEAL (638) INNER SEAL (637)
INTERMEDIATE CLUTCH:
The intermediate clutch assembly is located between the direct clutch housing assembly (623) and the center support and race assembly (640). The external teeth on the reaction (steel) plates (632) are splined to the transmission case (7) while the internal teeth on the fiber clutch plate assemblies (631) are splined to the intermediate sprag clutch outer race (625). The intermediate clutch is applied when the transmission is in Second, Third, and Fourth gears.
INTERMEDIATE CLUTCH APPLY:
INTERMEDIATE CLUTCH PISTON (636) RETAINER RING (634)
To apply the intermediate clutch, 2nd clutch apply fluid is fed from the case, through the center support bolt (25) and between the intermediate clutch piston (636) and the center support (640). 2nd clutch fluid pressure moves the piston to compress the spring assembly (635) to cushion the apply. As fluid pressure increases, the piston compresses the clutch plates (steel and fiber) until they are held against the intermediate clutch backing plate (630). When fully applied, the steel plates (632) and fiber clutch plate assemblies (631) are locked together, thereby holding the intermediate sprag clutch outer race (625) stationary to the transmission case. This allows the intermediate sprag clutch (624) to become effective and hold when the direct clutch housing attempts to rotate in a counterclockwise direction. Remember that the inner race of the intermediate sprag clutch is pressed onto the direct clutch housing (623). The intermediate clutch orifice (530) is pressed into the center support. Any air in the 2nd clutch fluid circuit is forced out the orifice when 2nd clutch fluid pressure increases to prevent excess cushion during apply of the intermediate clutch.
LUBE PASSAGE LUBE PASSAGE OIL SEAL RINGS (639)
REVERSE APPLY FLUID PASSAGE LOW ROLLER CLUTCH INNER RACE
3RD / REVERSE APPLY FLUID PASSAGE CENTER SUPPORT SPACER (643) 2ND CLUTCH APPLY FLUID 634 635 CENTER SUPPORT BOLT (25) 636
CASE (7) 629 630 631 632
RETAINING RING (633) 684
633
Figure 23
23
APPLY COMPONENTS
LOW ROLLER CLUTCH: LOW ROLLER CLUTCH OVERRUNNING: (EXAMPLE B)
The low roller clutch assembly (644) is located between the reaction carrier assembly (651) and the center support assembly (640). The reaction carrier functions as the outer cam for the rollers while the inner race is attached to the center support. The low roller clutch is a type of one-way clutch that prevents the reaction carrier from rotating counterclockwise. The low roller clutch is holding, and effective, when the vehicle is accelerating and the transmission is in Overdrive Range - First Gear.
LOW ROLLER CLUTCH HOLDING: (EXAMPLE A)
In First gear, power flow attempts to drive the reaction carrier counterclockwise which causes the rollers to move up the ramp and wedge between the inner race and outer cam. This action locks the reaction carrier to the center support which is splined to the case and held stationary by the center support bolt (25). Therefore, the low roller clutch, being wedged between the reaction carrier and the center support, holds the reaction carrier stationary to obtain a First gear ratio through the transmission gear sets.
REACTION CARRIER ASSEMBLY (OUTER CAM) EXAMPLE "A" LOW ROLLER CLUTCH HOLDING
H EL D
The low roller clutch overruns when the rollers move down the ramp and rotate freely or overrun between the inner race and the outer cam. The circumference of the rollers is smaller than the distance between the inner race and outer cam at the wide side of the ramp. This action occurs in Second, Third and Fourth gears when power flow drives the reaction carrier clockwise. This causes the rollers to rotate freely and become ineffective. The reaction carrier also overruns the low roller clutch during coast conditions (throttle released) in Overdrive Range - First Gear when vehicle speed is greater than engine speed. This causes the transmission gear sets to be driven by the vehicle drive shaft, and not the engine, which drives the reaction carrier clockwise, overrunning the rollers. However, in Manual First First Gear, the low and reverse band assembly (657) is applied to hold the reaction carrier and prevent the carrier from overrunning the low roller clutch during coast conditions.
REACTION CARRIER ASSEMBLY (651)
STATIONARY
LOW ROLLER CLUTCH ASSEMBLY (644)
REACTION CARRIER ASSEMBLY (OUTER CAM)
EXAMPLE "B" LOW ROLLER CLUTCH OVERRUNNING
RO
TA T
ING
STATIONARY
CENTER SUPPORT AND RACE ASSEMBLY (640) 640 644 651
A damaged low roller clutch can cause loss of drive/no first gear in overdrive range, manual third and manual first.
24
Figure 24
APPLY COMPONENTS
74
LOW AND REVERSE SERVO ASSEMBLY AND LOW AND REVERSE BAND ASSEMBLY:
The low and reverse band servo assembly (6174), located in the bottom rear of the transmission case (7), functions to apply the low and reverse band assembly (657) and acts as an accumulator to cushion intermediate clutch apply. The low and reverse band assembly is applied when the gear selector is in either 73 Reverse or Manual First (First gear only). The low and reverse band assembly is held stationary to the case by two band anchor pins (81) and wraps around the reaction carrier assembly (651). When compressed by the low and reverse 72 band servo assembly, the band holds the reaction carrier stationary to the case. This creates a reverse gear ratio (in Reverse) and also prevents 71 the low roller clutch from overrunning during coast conditions.
87
BAND ANCHOR PINS (81) LOW AND REVERSE BAND ASSEMBLY (657)
LOW AND REVERSE BAND SERVO APPLY:
69
68
67
88
66
65
64
In Reverse, Rear Band Apply (RBA) fluid is fed between the low and reverse band servo cover (62) and low and reverse band servo piston (65). RBA fluid pressure forces the piston against the servo piston spring (71) and 1-2 accumulator piston (68), which acts on the low and reverse accumulator spring (74). This action moves the servo piston (65) and selective piston pin (73) toward the band. The piston pin compresses the low and reverse band assembly around the reaction carrier assembly and holds the carrier stationary to the case. During apply, both springs and the piston pin (being selective in length) help control the apply rate of the low and reverse band assembly. In Manual First, 2nd accumulator fluid pressure is present between the case and 1-2 accumulator piston (68) and assists spring force. To apply the low and reverse band servo, RBA fluid pressure moves the servo piston (65) and the piston pin, as in Reverse, to compress the band and hold the reaction carrier. 2nd accumulator fluid pressure adds additional control to the band apply rate in Manual First.
LOW AND REVERSE BAND SERVO RELEASE:
SELECTIVE PISTON PIN (73) 2ND CLUTCH APPLY FLUID ACCUMULATOR PISTON INNER OIL SEAL RING (69) 2ND ACCUMULATOR FLUID SERVO PISTON SEAL (66) SERVO COVER GASKET (63) SERVO COVER BOLT (61)
PISTON ACCUMULATOR SPRING PISTON RETAINER SPRING (72) (74) CASE (7) SERVO PISTON SPRING (71) REAR BAND APPLY FLUID SERVO COVER (62) ACCUMULATOR PISTON OUTER OIL SEAL RING (67) PISTON PIN RETAINER RING (64) SERVO PISTON SPACER (87) ACCUMULATOR PISTON SPRING ASSEMBLY (88)
SERVO PISTON (65)
1-2 ACCUMULATOR PISTON (68)
2ND CLUTCH ACCUMULATION:
63
The low and reverse band servo assembly and low and reverse band assembly are held in the release position by both spring forces, and 2nd accumulator fluid pressure in Manual First, 62 when RBA fluid pressure is not present. Therefore, when the gear selector is moved out of the Reverse or Manual First positions, RBA fluid pressure exhausts from the low and reverse band servo piston (65) and the band is 61 forced to release.
2ND CL 2ND CL
The low and reverse band servo assembly is also used as an accumulator during a 1-2 upshift. When the transmission shifts into Second gear, 2nd clutch fluid is fed between the low and reverse band servo piston (65) and 1-2 accumulator piston (68). 2nd clutch fluid pressure moves the 1-2 accumulator piston against accumulator spring (74) force and 2nd accumulator fluid pressure. This absorbs initial 2nd clutch fluid pressure to help cushion intermediate clutch apply.
2ND CL

2ND ACCUM

2ND ACCUM
2ND ACCUM
No servo apply can cause no reverse/slips in reverse, and can be caused by servo piston seal (66) damaged or rolled. Harsh servo apply can be caused by servo springs (71, 74) broken or missing.
RBA
RBA
REVERSE
MANUAL FIRST FIRST GEAR
1-2 SHIFT ACCUMULATOR
RBA
Figure 25
25
PLANETARY GEAR SETS

PLANETARY GEAR SETS:
Planetary gears are used in the HYDRA-MATIC 4L80-E transmission as the primary method of multiplying the torque or twisting force of the engine (reduction). A planetary gear set is also used to reverse the direction of rotation, function as a coupling for direct drive and provide an overdrive gear ratio. Planetary gears are so named because of their physical arrangement. The gears are designed such that several gear teeth are always in contact, or mesh, at the same time. This design distributes the energy forces over several gear teeth for greater strength and eliminates potential clash that is common when gear teeth go in and out of mesh. Another benefit of planetary gear sets is that shafts are generally used for input and output components and can be arranged on the same axis, thus providing a very compact unit. A planetary gear set consists of a center or sun gear, an internal gear (so called because of its internally cut teeth), and a planetary carrier assembly that includes and supports the smaller planet gears called pinions. The HYDRA-MATIC 4L80-E transmission uses three planetary gear sets: Overdrive, Reaction, and Output. The graphics in Figure 26 show each of these gear sets and their respective components while Figure 27 graphically explains how the planetary gear sets are used in combination to achieve the appropriate gear ratios.
REDUCTION:
OVERDRIVE ROLLER CLUTCH (512)
OVERDRIVE SUN GEAR
OVERDRIVE INTERNAL GEAR OUTPUT CARRIER ASSEMBLY (661)
REACTION SUN CARRIER GEAR ASSEMBLY (650) (651) REACTION
Increasing the torque is known as operating in reduction because there is a decrease in the speed of the output member proportional to the increase in the output torque. Stated in another way, with a constant input speed, the output torque increases as output speed decreases. Reduction occurs in both First and Second gears. In both gears, power flow through the overdrive planetary gear set is a 1:1 direct drive gear ratio. The overdrive roller clutch holds the overdrive sun gear and overdrive carrier together which causes the overdrive internal gear (forward clutch housing - 602) to also turn at the same speed. The output speed of the overdrive planetary gear set serves as the input speed to the output planetary gear set internal gear (rear internal gear - 666). In First gear, the output internal gear drives the output carrier pinion gears clockwise which drive the sun gear (650) counterclockwise. The sun gear is common to the reaction planetary gear set and drives the reaction carrier pinion gears clockwise. The reaction carrier is held stationary by the low roller clutch. This allows the reaction pinion gears to drive the reaction internal gear (output carrier assembly) and output shaft to obtain a First gear reduction of approximately 2.48:1. Second gear reduction occurs when the sun gear is held stationary by the intermediate clutch. Therefore, when the output carrier pinion gears are driven clockwise on their pins by the rear internal gear (666), the pinion gears walk clockwise around the stationary sun gear. The pinion gears drive the output carrier assembly and output shaft clockwise to provide a Second gear reduction of approximately 1.48:1.
DIRECT DRIVE:
OUTPUT REACTION INTERNAL GEAR LOW ROLLER CLUTCH ASSEMBLY
REAR INTERNAL GEAR (666) OUTPUT
gears of the output planetary gear set driving at converter turbine speed, the output carrier pinions act as wedges and drive the output carrier assembly and output shaft to obtain a direct drive 1:1 gear ratio through the entire transmission.
OVERDRIVE:
Direct drive in a planetary gear set is obtained when any two members of a planetary gear set rotate in the same direction at the same speed, thus forcing the third member to rotate at that speed. In this mode of operation the pinion gears do not rotate on their pins, but act as wedges to drive the entire gear set as one unit. Thus, the output speed of the transmission is the same as the input speed from the torque converter turbine. Output speed will equal engine speed when the torque converter clutch is applied (see torque converter, page 12). Direct drive occurs in Third gear when the direct clutch is applied. Power flow from the overdrive planetary gear set and forward clutch housing is then transferred to both the sun gear (650) and output internal gear (rear internal gear - 666). Note that power flow through the overdrive gear set is a direct drive as in First and Second gears. With both the sun gear and internal
Operating the transmission in Overdrive enables the output speed of the transmission to be greater than the input speed. This mode of operation allows the vehicle to maintain a given road speed with reduced engine speed to improve fuel economy. In Overdrive, the output speed increases while the output torque decreases proportionally. Overdrive occurs in Overdrive Range - Fourth Gear when the overdrive sun gear (part of the overrun clutch housing - 504) is held stationary by the 4th clutch being applied. Therefore, when the overdrive carrier is driven clockwise by power flow, the overdrive pinion gears rotate clockwise on their pins around the stationary sun gear. This allows the pinion gears to drive the overdrive internal gear (forward clutch housing, 602) clockwise and obtain a .75:1 overdrive ratio through the overdrive planetary gear set. Power flow from the forward clutch housing to the output shaft is identical to Third gear, a direct drive, which provides an overall transmission gear ratio of approximately .75:1.
REVERSE:
A planetary gear set reverses the direction of power flow rotation when the carrier assembly is held stationary and power is applied to the sun gear. This causes the pinion gears to act as idler gears and drive the internal gear in the opposite direction. Reverse occurs when the low and reverse band (657) is applied to hold the reaction carrier stationary while the direct clutch is applied to supply clockwise power flow to the sun gear (650). Note that power flow through the overdrive planetary gear set is direct drive as in First, Second and Third gears. The sun gear drives the reaction pinion gears counterclockwise which drive the reaction internal gear (output carrier assembly, 661) counterclockwise. This provides a reversal of direction to the output shaft and an approximate gear ratio reduction of 2.08:1.
26
Figure 26
PLANETARY GEAR SETS

REACTION PLANETARY GEARSET (SUN GEAR DRIVING, CARRIER HELD, INTERNAL GEAR DRIVEN IN OPPOSITE DIRECTION)
REVERSAL 0F DIRECTION
HELD
FIR RE ST DU GE CT AR IO N
OUTPUT PLANETARY GEARSET (INTERNAL GEAR DRIVING PINIONS, PINIONS DRIVING SUN GEAR)
REACTION PLANETARY GEARSET (SUN GEAR DRIVING PINIONS, PINIONS DRIVING INTERNAL GEAR)
SECOND GEAR REDUCTION
HELD
OVERDRIVE PLANETARY GEARSET (DRIVING AT TURBINE SPEED)
T DI HIRD RE CT GE DR AR IV E
OUTPUT PLANETARY GEARSET (INTERNAL GEAR DRIVING, CARRIER DRIVEN, SUN GEAR HELD)
TWO GEARS DRIVE THIRD MEMBER
HELD
FOURTH GEAR OVERDRIVE
OVERDRIVE PLANETARY GEARSET (FASTER THAN TURBINE SPEED)
OUTPUT PLANETARY GEARSET (INTERNAL AND SUN GEAR DRIVING, CARRIER TURNS AT SAME SPEED)
Figure 27
27
HYDRAULIC CONTROL COMPONENTS

The previous sections of this book were used to describe some of the mechanical component operations of the Hydra-matic 4L80-E. In the Hydraulic Control Components section a detailed description of individual components used in the hydraulic system will be presented. These hydraulic control components apply and release the clutch packs and bands to provide automatic shifting of the transmission.
OIL PUMP ASSEMBLY (4) 4TH CLUTCH ACCUMULATOR 3RD CLUTCH ACCUMULATOR
LOW AND REVERSE BAND SERVO ASSEMBLY (61-74)
MANUAL 2-1 BAND SERVO ASSEMBLY (55-60) CONTROL VALVE ASSEMBLY (44)
28
Figure 28

OIL PUMP ASSEMBLY
OIL PUMP SEAL (5) PUMP BODY (203) DRIVEN GEAR (204) DRIVE GEAR (205) OIL PUMP COVER (206)
OUTLET (LINE)
OUTLET (LINE)
STATOR SHAFT (235)
CONVERTER HUB NOTCH CRESCENT INTAKE (SUCTION) INTAKE (SUCTION)
DRIVEN GEAR (204)
LINE
DRIVE GEAR (205)
OUTLET
The oil pump assembly (204) contains a positive displacement internal-external gear type pump located in the oil pump body (203). This spur gear type pump assembly consists of a pump drive gear (205) that has gear teeth in constant mesh with the teeth on one side of the pump driven gear. On the opposite side of the mesh point, the pump gears are separated by a crescent section of the pump body. Whenever the engine is cranking or running, the pump drive gear, keyed into the torque converter pump hub, is driven by the hub and rotates at engine speed.
INTAKE
SUCTION
CRESENT
PUMP ASSEMBLY (4)
SUCTION
As the gears rotate towards the wide portion of the crescent, volume is positively displaced, thereby creating a vacuum (low atmospheric pressure) at the pump intake port. This vacuum allows the higher atmospheric pressure acting on the fluid in the bottom pan (28) to force fluid through the filter assembly (31) and into the suction side of the pump. Through the rotation of the gears, the gear teeth carry the transmission fluid beyond the crescent to the pressure side of the pump. In this area the volume between the gear teeth decreases. As the gear teeth come together, fluid is forced through the pump outlet into the line fluid passage. Line fluid is then directed to the pressure regulator valve which creates the line pressure required to maintain the supply of fluid to the various hydraulic circuits and apply components throughout the transmission. When engine speed (RPM) increases, the volume of fluid being supplied to the hydraulic system also increases because of the faster rotation of the pump gears. At a specified calibrated pressure, (which varies with transmission model) the pressure regulator valve will move down far enough against spring force to allow excess fluid to return to the suction side of the pump gears. The result is a control of the pumps delivery rate of fluid to the hydraulic system.
Pump Related Diagnostic Tips

BOTTOM PAN (28)
Figure 29 Transmission Overheating Loss of drive High or low line pressure Oil out the vent tube
29

PRESSURE REGULATION
In order to pressurize the volume of fluid that the pump delivers to the hydraulic system, there needs to be a restriction in the line fluid passage. The primary restricting component that is used to control line pressure is the pressure regulator valve (231). Fluid from the pump is directed through an orifice cup plug (236), located in the pump cover (206), to the top of the pressure regulator valve. The larger surface area at the top of the valve allows line pressure to move the valve downward. As fluid pressure builds, the pressure regulator valve moves against the force of the pressure regulator spring (230), allowing line fluid pressure to pass between two lands and enter the converter feed circuit (see example A). Line fluid pressure continues to increase until the pressure regulator valve travels far enough against the calibrated spring force to open the suction circuit to line pressure. This allows excess line pressure (between the lands) to feed into the suction passage back to the pump. When this occurs, pump output capacity is regulated to maintain a proper line pressure in order to operate the transmission. The pressure regulator valve (231) is constantly regulating pump volume into line fluid pressure required to operate the transmission properly. When higher pressures are required, torque signal fluid acting on the end of the reverse boost valve (228) increases pressure in response to changes in the variable force motor (320). Torque signal fluid pressure combines with spring force from the pressure regulator spring (230) and moves the reverse boost valve towards the pressure regulator valve. The pressure regulator valve then regulates pump output at this higher level (see example B). Line pressure is also boosted in a similar manner during Reverse gear operation. When Reverse (R) gear is selected, reverse fluid feeds between two lands on the reverse boost valve and moves the valve towards the pressure regulator valve, thereby boosting line pressure.
Pressure Regulator Related Diagnostic Tips

A stuck or damaged pressure regulator valve could cause: High or low line pressure Slipping clutches or bands or harsh apply Transmission overheating Low or no cooler/lube flow
LINE
SUCTION
LINE
SUCTION
CONV FD
CONV FD
PUMP ASSEMBLY
PUMP ASSEMBLY
EX
BOOST
LINE
TORQUE SIGNAL
(FROM SUMP)
(FROM SUMP)
TORQUE SIG
TORQUE SIGNAL
FILT ACT FD
EX
EXAMPLE "A"
EXAMPLE "B"
Figure 30
30
EX
FILT ACT FD
REVERSE
LINE
REVERSE
TORQUE SIG
BOOST
LINE
LINE
SUCTION
PRESSURE REG
SUCTION
PRESSURE REG
EX
LINE
LINE

VALVES LOCATED IN THE OIL PUMP ASSEMBLY
Torque Converter Clutch (TCC) Enable Valve (217): Converter Limit Valve (214):
With the TCC released, regulated converter feed fluid passes through the valve and enters the TCC enable circuit to keep the TCC shift valve in the release position. When the TCC applies, TCC signal fluid moves the valve against spring force to block regulated converter feed fluid and allow TCC enable fluid to exhaust at the valve. If stuck, missing or binding, the TCC enable valve or spring may cause incorrect TCC apply or release.
EX EX
Allows converter feed pressure from the pressure regulator valve (231) to enter the regulated converter feed circuit. It also limits converter feed pressure to a maximum of 641-738 kPa (93107 psi). Above this pressure, orificed regulated converter feed fluid acting on the end of the valve moves the converter limit valve against spring force. This opens converter feed fluid to exhaust and prevents regulated converter feed pressure from increasing above the maximum. If stuck, missing or binding, the converter limit valve or spring may cause: Inadequate lubrication Incorrect TCC apply or release Converter ballooning
RELEASE
NV
LIM
EX
REG
CON CON
IT
V FD
EX
A EN
V FD
BL
DRIVE AIR BLEED OVERRUN CLUTCH (210) LINE CONVERTER FEED
TC
PUMP ASSEMBLY (4)

SUCTION LINE CONV FD
CONV CLUTCH SHIFT
TCC SIGNAL
REL R CONV FD COOLER REG APPLY TCC SIGNAL
PRESSURE REG BOOST
L E NA AS URN SIG LE CC T RE /RET E BE Y PL RIV LU AP D ONT FR
LINE
REG CONV FD
FRONT LUBE
CO
APPLY/RETURN
C TC A EN BL
TC CE NA BL E
EX
APP/RET
PUMP BODY (203)
LINE
REVERSE TORQUE SIG
TORQUE SIGNAL COOLER

DRIVE
LINE TCC SIGNAL REGULATED APPLY REV

TCC SIGNAL
OVERRUN CLUTCH DRIVE

PUMP COVER (206)
PRESSURE REGULATOR VALVE TRAIN (226-232) Pressure Regulator Valve (231):
Torque Converter Clutch (TCC) Shift Valve (223):
The pressure regulator valve regulates line pressure and directs line pressure into: (a) the converter feed circuit which sends fluid to the converter limit valve (214) and, (b) to the pump suction circuit to regulate pump output.
To keep the converter clutch released, the TCC shift valve is held in the release position by spring force and TCC enable fluid pressure. This allows regulated converter feed fluid to pass through the valve and enter the converter clutch release circuit. Apply/return fluid from the torque converter also passes through the valve and enters the cooler circuit. To apply the torque converter clutch (TCC), TCC enable fluid exhausts and the valve is shifted by TCC signal fluid pressure, allowing regulated apply fluid to enter the apply/return circuit. Regulated converter feed fluid passes through the valve to enter the cooler passage. Also, release fluid from the torque converter passes through the valve and enters the TCC enable circuit to exhaust at the TCC enable valve. If stuck, missing or binding, the TCC shift valve or spring may cause: Incorrect TCC apply or release Inadequate lubrication
SUCTION
If stuck, missing or binding, the pressure regulator valve or spring may cause: High or low line pressure Slipping clutches or bands or harsh apply Transmission overheating Low or no cooler/lube flow
Reverse Boost Valve (228):
Activated by torque signal fluid pressure from the variable force motor (320), it moves against the pressure regulator valve spring (230). This movement forces the pressure regulator valve to move against fluid supply from the pump, thereby boosting line pressures in relation to engine torque. When Reverse gear range has been selected, reverse fluid pressure also forces the valve to move toward the pressure regulator valve to boost line pressure. If stuck, missing or binding, the reverse boost valve or spring may cause high or low line pressure.
Figure 31
31

VALVES LOCATED IN THE CONTROL VALVE BODY
Accumulator Valve (331):
The accumulator valve is biased by torque signal fluid, orificed accumulator fluid and spring force from the accumulator valve spring (330). It regulates drive fluid pressure into the accumulator fluid circuit. It also, regulates accumulator fluid pressure exhaust as the 1-2, 3rd or 4th accumulator pistons are stroked during their respective shifts. During Manual First (1) gear operation, lo fluid pressure moves the valve to its maximum amount of travel against the accumulator valve spring force allowing drive fluid to enter the accumulator passage without regulation. (See Accumulator descriptions on page 34 and 35) If stuck, missing or binding, the accumulator valve or spring could cause harsh or soft 1-2, 2-3 or 3-4 upshifts.
Pressure Control (PC) Solenoid Valve Assembly (320): Controlled by the PCM, it provides controlled torque signal fluid pressure to the reverse boost valve (228) and the accumulator valve (331). (See the Electrical Components Section for additional information.) A leaking/damaged o-ring or bad electrical connection can cause high or low line pressure.
Manual Valve (319): The manual valve is fed by line pressure from the pressure regulator valve (231) and is mechanically linked to the gear selector lever. When a gear range is selected, the manual valve directs line pressure into the various circuits by opening and closing feed passages. The circuits that are fed by the manual valve are: Reverse, PRN, PRND4, PRND43, Drive, D321, D21 and Lo. Stuck, misaligned or damaged, the manual valve and linkage could cause: No reverse or slips in reverse No first gear or slips in first gear No fourth gear or slips in fourth gear No Park No engine compression braking in all manual ranges Drives in Neutral No gear selections Shift indicator indicates wrong gear selection
Actuator Feed Limit Valve (328):
Controlled by the force from the actuator feed limit valve spring (327), it limits line pressure to a maximum of 724862 kPa (105 125 psi) as it passes through the valve and enters the actuator feed circuit. Above the maximum pressure, orificed actuator feed fluid pressure acting on the end of the valve moves it against spring force, thereby blocking line pressure and opening actuator feed to exhaust. Actuator feed pressures will normally equal line pressure when line pressure is below the calibrated limiting values. If stuck in the exhaust position, the actuator feed limit valve or spring could cause 2nd gear only and low line pressure.
3-4 SHIFT VALVE TRAIN (304-309) TCC REGULATED APPLY VALVE TRAIN (322-325) Torque Converter Clutch Pulse Width Modulated (TCC PWM) Solenoid Valve Assembly (323): 3-4 Shift Valve (308):
Voltage supply is through the ignition switch while the PCM provides the ground to energize the solenoid. The solenoid regulates filtered 2-3 drive fluid into TCC signal fluid pressure (according to TCC PWM duty cycle) that is routed to the TCC shift valve (223) and to the TCC regulator apply valve (324). (See the Electrical Components Section for additional information.) Stuck on, exhaust plugged, would cause no TCC release in 2nd, 3rd or 4th gear. Stuck off, leaking o-ring, no voltage, would cause no TCC/ slip or soft apply.
Torque Converter Clutch (TCC) Regulator Apply Valve (324):
Responds to 1-2 signal fluid pressure, PRN fluid pressure, actuator feed fluid pressure and force from the 3-4 shift valve spring (309). Depending on the transmission gear range operation and the 1-2 shift solenoid valve state, the valve directs 4th clutch feed fluid into the 4th clutch circuit to apply the 4th clutch. When downshifted, the valve opens 4th clutch fluid to an orificed exhaust. 3-4 shift valve stuck in the upshift position could cause no 3rd or slips in 3rd gear. 3-4 shift valve stuck in the downshift position could cause no 4th or slips in 4th gear.
It is controlled by TCC signal fluid pressure on one side of the valve and spring force from the TCC regulator apply valve spring (325) and orificed regulated apply pressure at the other end. When the TCC PWM solenoid valve assembly is energized and TCC signal fluid pressure is present, it regulates line fluid pressure into the regulated apply fluid passage. Stuck in the release position would cause no TCC/slip or soft apply. Stuck in the apply position would cause apply fluid to exhaust and an overheated torque converter.
2-3 SHIFT VALVE TRAIN (309-312) 2-3 Shift Solenoid (SS) Valve Assembly (311):
An ON/OFF type solenoid that receives its voltage supply through the ignition switch. The PCM controls the solenoid by providing a ground to energize it in Third and Fourth Gear Range operation. When energized (ON), its exhaust port closes and 2-3 signal fluid pressure increases. 2-3 signal fluid pressure acts on both the 1-2 and 2-3 shift valves to help control the shift valve positioning for the appropriate gear range. When de-energized (OFF), 2-3 signal fluid exhausts through the solenoid to create low pressure in the 2-3 signal circuit. (See the Electrical Components Section for more detail.) 2-3 SS valve stuck off or leaking could cause no 3rd gear. 2-3 SS valve stuck on could cause loss of power or 3rd and 4th gears only.
32

VALVES LOCATED IN THE CONTROL VALVE BODY
2-3 Shift Valve (312):
Responds to 2-3 signal fluid pressure, actuator feed fluid pressure, D21 fluid pressure and force from the 2-3 shift valve spring (309). Depending on the transmission gear range operation and the 2-3 shift solenoid valve state, the valve directs PRND4 fluid into the 4th clutch feed circuit and 2-3 drive fluid into the front band apply (FBA) or 3rd clutch feed circuits. When downshifted, the valve opens FBA and 3rd clutch feed fluids to exhaust. 2-3 shift valve stuck in the upshift position could cause 3rd or 4th gear only. 2-3 shift valve stuck in the downshift position could cause no 3rd gear.
on both the 1-2 and 3-4 shift valves to help control the shift valve positioning for the appropriate gear range. When de-energized (OFF), 1-2 signal fluid exhausts through the solenoid to create low pressure in the 1-2 signal circuit. (See the Electrical Components Section for more detail.) 1-2 SS valve stuck off or leaking could cause 2nd or 3rd gear only condition. 1-2 SS valve stuck on could cause 1st and 4th gears only.
1-2 Shift Valve (314):
1-2 SHIFT VALVE TRAIN (310, 313-315) 1-2 Shift Solenoid (SS) Valve Assembly (313):
Responds to 1-2 signal fluid pressure, actuator feed fluid pressure, 2-3 signal fluid pressure and force from the 1-2 shift valve return spring (315). Depending on the transmission gear range operation, 1-2 shift solenoid valve and 2-3 shift solenoid valve operating states, the valve directs reverse fluid through the valve or drive fluid into the 2-3 drive fluid circuit. When downshifted, the valve opens 2-3 drive fluid to exhaust. 1-2 shift valve stuck in the upshift position could cause no 1st gear. 1-2 shift valve stuck in the downshift position could cause no 2nd or slips in 2nd gear.
An ON/OFF type solenoid that receives its voltage supply through the ignition switch. The PCM controls the solenoid by providing a ground to energize it in: Park, Reverse, Neutral, First and Fourth Gear operation. When energized (ON), its exhaust port closes and 1-2 signal fluid pressure increases. 1-2 signal fluid pressure acts
TORQUE SIG TORQUE SIG DRIVE ACCUMULATOR ORIFICED ACCUM
PRN D 21 D 21 D 21
4TH CL FD 4TH CL
ORIF EX
TORQUE SIGNAL
ACCUM
3-4 SHIFT
PRN
FRONT BAND APPLY
ACTR FD
1-2 SIGNAL 4TH CLUTCH FEED 2-3 DRIVE 3RD CLUTCH FEED 2-3 SIGNAL
EX
2-3 SIGNAL
LINE TCC SIGNAL EX FILTERED 2-3 DRIVE

EX
D 21
D21
PRND4
ACT FD LIMIT
EX EX EX
2-3 SOL EX N.O.
EX ORIFICED EX
2-3 SHIFT VALVE

EX FBA ORIFICED EX ACTUATOR FEED
TCC REG
LINE ACTR FD
PRN
2-3 SIGNAL ACTUATOR FEED
REVERSE
2-3 SIG
REV
2-3 DRIVE
EX
LINE TORQUE SIGNAL

1-2 SIGNAL
1-2 SOL EX N.O.
FILTERED ACTR FD ACTUATOR FD
FILTER (302)
1-2 SHIFT VALVE

PRN D 21
REV ACTR FD
EX
FILTERED ACTR FD
EX
1-2 SIGNAL FILTERED ACTUATOR FEED DRIVE
MANUAL VALVE
PRND4 PRND43 REVERSE PRND4 DRIVE LINE D321 LO
FILTER (317)
EX
REAR
LUBE
RND
LUBE PIPE (39)
REVERSE
Figure 32
33

ACCUMULATORS
53 402
51
408 406
407 405 404
404
49 50
An accumulator is a spring-loaded device that absorbs a certain amount of fluid pressure in a circuit and cushions the clutch engagement according to engine torque. The clutch apply fluid pressure on one side of an accumulator piston strokes the piston against accumulator spring force and accumulator fluid pressure on the opposite side of the piston. When this sequence of events occurs, the accumulator acts like a shock absorber by controlling the rate of accumulator fluid exhaust. In the HYDRA-MATIC 4L80-E, accumulators are used in the 2nd 3rd and 4th clutch apply circuits to control shift feel. During the apply of a clutch, apply fluid overcomes the clutch piston return spring force and begins to compress the clutch plates. When the clearance between the clutch plates is taken up by clutch piston travel and the clutch starts to hold, fluid pressure in the circuit builds up rapidly. The accumulator assembly, using accumulator spring force and accumulator fluid pressure, is designed to absorb some of the clutch apply fluid pressure to allow for a more gradual apply of the clutch. Without an accumulator in the circuit, this rapid buildup of fluid pressure would cause the clutch to grab very quickly and create a harsh shift. The force of the accumulator spring and accumulator fluid controls the rate at which the clutch is applied. At minimum or light throttle, engine torque is at minimum and the clutch requires less apply force. At heavy throttle, the engine develops a large amount of torque which requires a greater apply pressure to hold the clutch. To accommodate these various conditions, the accumulator valve (331) regulates accumulator fluid pressure proportional to throttle position in order to control shift feel in the transmission. At greater throttle positions, accumulator fluid pressures increase, thereby creating less cushion for the clutch apply fluid during an upshift. Remember that torque signal fluid acting on the accumulator valve (331) is regulated according to engine torque by the pressure control (PC) solenoid valve (320).
3RD CLUTCH ACCUMULATOR ASSEMBLY:
4TH CL
3RD CLUTCH
4TH ACCUMULATOR
EX
3RD ACCUMULATOR

The 3rd clutch accumulator assembly is located in the accumulator housing (51) and consists of the 3rd accumulator piston (405) and piston spring (50). The 3rd accumulator assembly is the primary device for controlling the shift feel of the 2-3 shift.
Upshift Control:
EX
During a 2-3 upshift (as shown in the Figure), 3rd clutch fluid is routed through the accumulator housing and to the 3rd accumulator piston as the direct clutch is applied. The rapid pressure build up in the 3rd clutch fluid circuit strokes the 3rd accumulator piston against 3rd accumulator fluid pressure and force from the 3rd accumulator spring. This action absorbs some of the 3rd clutch fluid pressure to cushion the direct clutch apply. As 3rd clutch fluid pressure moves the 3rd accumulator piston, some 3rd accumulator fluid is forced out of the 3rd accumulator. This fluid unseats the #5 ball check valve and is routed into the accumulator circuit and orificed accumulator circuit. Orificed accumulator fluid pressure assists accumulator valve spring (330) force to move the accumulator valve (331) against torque signal fluid pressure. The accumulator valve regulates this excess accumulator fluid into the lo fluid circuit to exhaust at the manual valve.
Downshift Control:
TORQUE SIGNAL FILTERED ACTUATOR FEED

TORQUE SIG
4TH ACCUM 3RD ACCUM

ORIFICED ACCUM
ACCUMULATOR DRIVE
ACCUM
TORQUE SIG
ACCUM

3RD ACCUMULATOR
#5
A leak at the accumulator piston seal or porosity in the accumulator housing could cause no 3rd gear/ slips in 3rd gear A stuck accumulator piston would cause harsh shifts
LO
34
During a 3-2 downshift, 3rd clutch fluid exhausts from the 3rd accumulator assembly. Accumulator fluid seats the #5 ball check valve, feeds the 3rd accumulator circuit through an orifice and fills the 3rd accumulator with fluid. 3rd accumulator fluid pressure and spring force move the piston to assist 3rd clutch fluid exhaust. Orificing the accumulator fluid helps control the rate at which 3rd accumulator fluid fills the 3rd accumulator and the rate at which 3rd clutch fluid exhausts. If 3rd clutch fluid exhausts too quickly, pressure would build up in the 3rd clutch circuit because of the orificed exhaust of 3rd clutch fluid at the 2-3 shift valve. This would cause the direct clutch to release too slow and possibly drag and damage the clutch.
Figure 33

4TH CLUTCH ACCUMULATOR ASSEMBLY:
4TH CL
3RD CLUTCH
The 4th clutch accumulator assembly is also located in the accumulator housing (51) and consists of the 4th accumulator piston (407) and piston spring (49). The 4th accumulator assembly is the primary device for controlling the shift feel of the 3-4 shift.
Upshift Control:
4TH ACCUMULATOR
EX
3RD ACCUMULATOR

ACCUMULATOR
During a 4-3 downshift, 4th clutch fluid exhausts from the 4th accumulator assembly. The function of the #6 ball check valve is similar to that of the #5 ball check valve (see 3rd Clutch Accumulator Downshift Control). The #6 ball check valve helps control the exhaust of 4th clutch fluid from the 4th accumulator and the release of the 4th clutch.
#6
A stuck accumulator piston would cause harsh shifts
1-2 (2ND CLUTCH) ACCUMULATOR ASSEMBLY:
2ND CL
The 1-2 accumulator assembly is located in the low and reverse band servo assembly and consists of the 1-2 accumulator piston (68) and accumulator piston spring (74). The 1-2 accumulator assembly is the primary device for controlling the shift feel of a 1-2 shift.
Upshift Control:
2ND ACCUMULATOR
#2
14

LOW & REVERSE BAND SERVO
Downshift Control:
ACCUMULATOR
DRIVE
ORIFICED ACCUM
ACCUM
ACCUMULATOR
LO
Figure 34
Some 4L80-E applications use a ball check valve (#2) in the case cavity in the 2nd accumulator fluid circuit to force accumulator fluid through an orifice when filling the 1-2 accumulator. Similar to the function of the #5 (3rd accumulator) and #6 (4th Accumulator) ball check valves, the #2 ball check valve helps control the exhaust of 2nd clutch fluid from the low and reverse band servo assembly and the release of the intermediate clutch during a 2-1 downshift. Note: Refer to the appropriate General Motors Service Manual for specific application information.
ACCUMULATOR
TORQUE SIG
REAR BAND APPLY
During a 1-2 upshift, 2nd clutch fluid is routed between the 1-2 accumulator piston and the low and reverse band servo piston (65) as the intermediate clutch is applied. The rapid pressure build up in the 2nd clutch fluid circuit strokes the 1-2 accumulator piston against 2nd accumulator fluid pressure and force from the accumulator piston spring (74). This action absorbs some of the 2nd clutch fluid pressure to cushion the intermediate clutch apply. As 2nd clutch fluid pressure moves the 1-2 accumulator piston, some 2nd accumulator fluid is forced out of the low and reverse band servo assembly. This fluid is routed into the accumulator circuit and orificed accumulator circuit. Orificed accumulator fluid pressure assists accumulator valve spring (330) force to move the accumulator valve (331) against torque signal fluid pressure. The accumulator valve regulates this excess accumulator fluid into the lo fluid circuit to exhaust at the manual valve.
A stuck accumulator piston would cause harsh shifts
A leak at the accumulator piston seal rings or porosity in the case or servo piston could cause no 2nd gear/slips in 2nd gear
4TH ACCUMULATOR
Downshift Control:
A leak at the accumulator piston seal or porosity in the accumulator housing could cause no 4th gear/ slips in 4th gear
LO
ACCUM
ACCUM
DRIVE
ORIFICED ACCUM
TORQUE SIG
The 4th accumulator assembly operates identical to the 3rd clutch accumulator assembly except that it responds to 4th clutch fluid pressure and 4th accumulator fluid pressure. During a 3-4 upshift, 4th clutch fluid is routed through the accumulator housing and to the 4th accumulator piston as the 4th clutch is applied. The rapid pressure build up in the 4th clutch fluid circuit strokes the 4th accumulator piston against 4th accumulator fluid pressure and force from the 4th accumulator spring. This action absorbs some of the 4th clutch fluid pressure to cushion the 4th clutch apply. As 4th clutch fluid pressure moves the 4th accumulator piston, some 4th accumulator fluid is forced out of the 4th accumulator. This fluid unseats the #6 ball check valve and is routed into the accumulator circuit and orificed accumulator circuit. Orificed accumulator fluid pressure assists accumulator valve spring (330) force to move the accumulator valve (331) against torque signal fluid pressure. The accumulator valve regulates this excess accumulator fluid into the lo fluid circuit to exhaust at the manual valve.
TORQUE SIG
4TH ACCUM
3RD ACCUM
35

BALL CHECK VALVES LOCATION AND FUNCTION
#1 OVERRUN CLUTCH: #7 LO/REVERSE:
Located in the transmission case, it seats to force D321 fluid through orifice 1 on the spacer plate and into the overrun clutch fluid circuit. This helps control the apply rate of the overrun clutch. When the overrun clutch releases, exhausting overrun clutch fluid unseats, and flows past, the #1 ball check valve and into the D321 fluid circuit. This allows for a faster exhaust of overrun clutch fluid and a quick release of the overrun clutch.
Located in the control valve assembly, it allows either lo fluid (in Manual First) or reverse fluid (in Reverse) to enter the rear band apply circuit while blocking the other fluid circuit.
#8 3RD CLUTCH:
#2 2ND ACCUMULATOR (Used Only On Some Models):
Located in the transmission case, it seats to force accumulator fluid through orifice 14 before entering the 1-2 accumulator circuit and filling the 1-2 accumulator. This helps control the rate at which 2nd clutch fluid exhausts from the low and reverse band servo and the release rate of the intermediate clutch. Refer to the 1-2 Accumulator explanation on page 35 for more detail.
Located in the transmission case, it seats to force 3rd clutch feed fluid through orifice 11 and into the 3rd clutch circuit. This helps control the apply rate of the direct clutch in Third gear. When the direct clutch releases, exhausting 3rd clutch fluid unseats, and flows past, the #8 ball check valve and into the 3rd clutch feed circuit. This allows for a faster exhaust of 3rd clutch fluid and a quick release of the direct clutch.
#9 REVERSE:
#3 FRONT BAND APPLY:
Located in the transmission case, it seats to force front band apply (FBA) fluid through orifice 12 to help control the apply rate of the manual 2-1 band assembly. When the band releases, exhausting FBA fluid unseats, and flows past, the #3 ball check valve. This allows for a faster exhaust of FBA fluid and a quick release of the manual 2-1 band assembly.
Located in the transmission case, it seats to force reverse fluid through orifice 16 to help control the apply rate of the direct clutch in Reverse. When the direct clutch releases, exhausting reverse fluid unseats, and flows past, the #9 ball check valve. This allows for a faster exhaust of reverse fluid and a quick release of the direct clutch.
#10 4TH CLUTCH:
#4 2ND CLUTCH:
Located in the transmission case, it seats to force 2-3 drive fluid through orifice 17 and into the 2nd clutch fluid circuit. This helps control the apply rate of the intermediate clutch. When the intermediate clutch releases, exhausting 2nd clutch fluid unseats, and flows past, the #4 ball check valve and into the 2-3 drive fluid circuit. This allows for a faster exhaust of 2nd clutch fluid and a quick release of the intermediate clutch.
Located in the transmission case, it seats to force 4th clutch fluid through orifice 10 to help control the apply rate of the 4th clutch. When the 4th clutch releases, exhausting 4th clutch fluid unseats, and flows past, the #10 ball check valve. This allows for a faster exhaust of 4th clutch fluid and a quick release of the 4th clutch.
#11 3RD CLUTCH/REVERSE:
Located in the control valve assembly, it allows either 3rd clutch fluid (in Third gear) or reverse fluid (in Reverse) to enter the 3rd/reverse circuit while blocking the other circuit.
#5 3RD ACCUMULATOR:
Located in the transmission case, it seats to force accumulator fluid through orifice 9 before entering the 3rd accumulator circuit and filling the 3rd accumulator. This helps control the rate at which 3rd clutch fluid exhausts from the 3rd accumulator and the release rate of the direct clutch. Refer to the 3rd Clutch Accumulator explanation on page 34 for more detail.
Ball Check Valves Related Diagnostic Tips
Understanding the design principle of each ball check valve will help in the diagnosis of hydraulic related conditions. For example:
a harsh shift complaint could be a stuck or missing ball check valve. no reverse or slips in reverse could be the #7 ball check valve stuck or missing. no engine compression braking in manual first could also be a missing or stuck #7 ball check valve.
#6 4TH ACCUMULATOR:
Located in the transmission case, it seats to force accumulator fluid through orifice 8 before entering the 4th accumulator circuit and filling the 4th accumulator. This helps control the rate at which 4th clutch fluid exhausts from the 4th accumulator and the release rate of the 4th clutch. Refer to the 4th Clutch Accumulator explanation on page 35 for more detail.
36

BALL CHECK VALVES LOCATION AND FUNCTION
ACCUMULATOR
OVERRUN CLUTCH #2
40 26j
40
26i
#11
14
28
39a
39b
FBA
12
#3
31c
2ND CLUTCH
2-3 DRIVE
24c 24b
23 23
31b
#4
FRONT BAND APPLY
ACCUM #6
ACCUM
#5
26f 26e
26c
26d
38
32
32
3RD ACCUM
4TH ACCUM
38
#6
#5
#2
REVERSE
3RD CLUTCH FEED
#9 CASE (7) (Control Valve Body Side)
3RD CLUTCH
#8
33a
3RD/REVERSE
REVERSE
4TH CLUTCH #10
43h
37c
37d
34
34
REVERSE
LO
#7
16
3RD CLUTCH REAR BAND APPLY

Figure 35
11
#9
43g
10
4TH CLUTCH
#11
REVERSE
37
33b
#1
D321
2ND ACCUM
28
17
CONTROL VALVE BODY (44) (Case Side) #10 #1 #8 #3 #7 #4
HYDRAULIC CONTROL COMPONENTS NOTES
38
ELECTRICAL COMPONENTS
The Hydra-matic 4L80-E transmission incorporates electronic controls that utilize the powertrain control module (PCM) (see Note below) to control shift points (through shift solenoid valves), torque converter clutch (TCC) apply and release [through the torque converter clutch pulse width modulated (TCC PWM) solenoid] and line pressure [through the pressure control (PC) solenoid valve]. Electrical signals from various sensors provide information to the PCM about vehicle speed, throttle position, engine coolant temperature, transmission fluid temperature, gear range selector position, engine speed, converter turbine speed, engine load and braking. The PCM uses this information to determine the precise moment to upshift or downshift, apply or release the TCC and what fluid pressure is needed to apply the clutches or bands. This type of control provides consistent and precise shift points and shift quality based on the operating conditions of the vehicle. If for any reason the entire electronic control system of the transmission becomes disabled, both of the shift solenoid valves will be de-energized (turned OFF). This failsafe mode operating state of the solenoids forces the transmission to operate in Second gear regardless of other vehicle operating conditions when the gear selector is in a forward drive range. Also, in failsafe mode the PC solenoid valve is turned off which increases line pressure to a maximum and the TCC PWM solenoid
F G
valve cannot apply the TCC. This allows the vehicle to be operated safely, despite the disabled electronic controls, until the condition can be corrected. Another feature of the Hydra-matic 4L80-E is the hydraulic override of the electronic control system in Manual Third and Manual Second. In the Manual gear ranges, the PCM controls the shift solenoid valves in the same manner as in Overdrive Range. However, when Manual Third is selected, the hydraulic system prevents the transmission from shifting into Fourth gear regardless of the solenoid states and vehicle operating conditions. Similarly, in Manual Second the hydraulic system prevents the transmission from shifting into either Third or Fourth gear regardless of solenoid states. However, in Manual First the gear selection is completely electronic for safety and durability reasons. This means the PCM must electronically command the solenoids to be in a First gear state for the transmission to downshift into First gear when Manual First is selected. Note: Some models utilize a Vehicle Control Module (VCM or a Transmission Control Module (TCM) instead of a PCM. The VCM or TCM functions similar to the PCM but does incorporate some different controls. However, throughout this publication only the PCM is referenced for simplicity. Refer to the appropriate General Motors Service Manual for a description of TCM controls.
ALDL PCM
INPUTS
INFORMATION SENSORS
A. TRANSMISSION FLUID PRESSURE (TFP) MANUAL VALVE POSITION SWITCH B. TRANSMISSION INPUT SPEED SENSOR (A/T ISS) C. TRANSMISSION OUTPUT SPEED SENSOR (A/T OSS) D. TRANSMISSION FLUID TEMPERATURE (TFT) SENSOR E. ENGINE COOLANT TEMPERATURE (ECT) SENSOR F. THROTTLE POSITION (TP) SENSOR G. ENGINE SPEED SENSOR H. BRAKE SWITCH I. A/C REQUEST SWITCH
OUTPUTS
POWERTRAIN CONTROL MODULE (PCM) OR VEHICLE CONTROL MODULE (VCM) OR TRANSMISSION CONTROL MODULE (TCM) (SEE NOTE ABOVE) ASSEMBLY LINE DIAGNOSTIC LINK (ALDL)
ELECTRONIC CONTROLLERS
ELECTRONICALLY CONTROLLED TRANSMISSION COMPONENTS

1. 1-2 SHIFT SOLENOID (SS) VALVE 2. 2-3 SHIFT SOLENOID (SS) VALVE 3. TORQUE CONVERTER CLUTCH PULSE WIDTH MODULATED (TCC PWM) SOLENOID 4. PRESSURE CONTROL (PC) SOLENOID VALVE
Figure 36
39
REVERSE INDICATOR SWITCH PRND43 INDICATOR SWITCH LO INDICATOR SWITCH THREE PIN CONNECTOR
A B C
Transmission Fluid Pressure Manual Valve Position Switch (40):
TRANSMISSION FLUID PRESSURE MANUAL VALVE POSITION SWITCH (40)
The transmission fluid pressure (TFP) manual valve position switch is attached to the control valve assembly and consists of five normally open (N.O.) fluid pressure switches. Various fluid pressures are fed from the manual valve to the switches (see hydraulic circuit below) depending on gear selector and manual valve positioning. These fluid pressures determine the digital logic at the electrical pins (A, B and C) in the TFP manual valve position switch three pin connector. This logic is used by the PCM to determine manual valve position and the gear range (P, R, N D , D, 2, 1) the transmission is operating in. The electrical schematic and table below show the circuitry and logic used at the TFP manual valve position switch and electrical connector to signal the powertrain control module (PCM) which range the gear selector lever is in.
Fluid Pressure Switch Operation:
PRND4 INDICATOR SWITCH
DRIVE INDICATOR SWITCH
Body
Fluid
Seal Diaphragm
Body Contact
Fluid
Seal Diaphragm
Contact
+
Contact Element Contact Ground
+
Contact Element Contact Ground
The fluid pressure switches in the TFP manual valve position switch are normally open (contacts not touching) when no fluid pressure is present, thereby stopping electrical current at the switch. When fluid pressure is routed to the switch, it moves the diaphragm and upper contact such that the contact element touches both the positive (+) contact and the ground ( ) contact. This creates a closed circuit and allows current to flow from the positive contact and through the switch. Depending on the circuit, the closed switch may provide a ground path from one of the three electrical pins.
Example: (Manual Third Range)
NO PRESSURE
PRESSURIZED
SWITCH LOGIC ENGINE OFF

A B D3 PRND4 Switch (N.O.) LO Switch (N.O.) D2 PRND43 Switch (N.O.) C D4 DRIVE Switch (N.O.) Automatic Transmission Fluid Pressure (TFP) Manual Valve Position Switch REV Switch (N.O.)
The hydraulic and electrical schematics below are shown in the Manual Third position. The Drive and PRND43 switches are pressurized in Manual Third, thereby closing these switches and allowing current to flow from Pin C to ground. This changes the digital logic at Pin C to a 0 and, with digital logic at Pin A and Pin B being 1, signals the PCM that the transmission is in Manual Third gear range. For Pin A to connect to ground, either the Reverse or Lo pressure switches must be energized. For Pin B to connect to ground, the PRND4 pressure switch must be pressurized in addition to the PRND43 switch.
RANGE INDICATOR Park/Neutral Reverse Overdrive Manual Third Manual Second Manual First
FLUID* REV D4 0 1 0 0 0 0 0 0 1 1 1 1 D3 0 0 0 1 1 1 D2 0 0 0 0 1 1 LO 0 0 0 0 0 1
CIRCUIT+ A 0 1 0 0 0 1 B 1 1 1 0 0 0
C 0 0 1 1 0 0
A Transmission Fluid Pressure Manual Valve Position Switch Assembly malfunction will set a DTC P1810 and the PCM will command the following default actions: Maximum line pressure. Assume D4 shift pattern. Freeze shift adapts. TCC on in commanded fourth gear. The PCM stores DTC P1810 in PCM history.
D321
PRN
*: 1 = Pressurized 0 = Exhausted +: 1 = Grounded (Resistance <50 ohms, 0 volts) 0 = Open (Resistance >50k ohms, 12 volts)
EX
ACTUATOR FEED FILT ACTR FD
PRND4 PRND43
LINE
REVERSE
PRND4
DRIVE
D 21 LO EX
RND
REAR LUBE
SWITCH LOGIC MANUAL THIRD (D3) (Engine Running)

A B D3 PRND4 Switch (N.O.) LO Switch (N.O.) D2 PRND43 Switch (N.O.) C D4 DRIVE Switch (N.O.)
REV
PRND43
LO
PRND43 LO
REV Switch (N.O.)
REV PRND4
DRIVE
PRND4
40
Figure 37
Automatic Transmission Fluid Pressure (TFP) Manual Valve Position Switch
DRIVE
TFP SWITCH
DRIVE
MANUAL VALVE
FILTER (317)
LUBE PIPE (39)
TRANSMISSION SPEED SENSORS Automatic Transmission Output (Shaft) Speed (A/T OSS) Sensor (22):
ROTOR (RELUCTOR) O-RING SEAL
The A/T OSS sensor is a variable reluctance magnetic pickup located in the rear of the transmission case. This sensor is mounted in the case opposite the vehicle speed sensor reluctor ring (660) that is pressed onto the output carrier assembly (661). The sensor consists of a permanent magnet surrounded by a coil of wire. As the output carrier and vehicle speed sensor reluctor ring rotate, an alternating current (AC) is induced in the coil from the teeth on the vehicle speed sensor reluctor ring passing by the magnetic pickup. Therefore, whenever the vehicle is moving, the A/T OSS sensor produces an AC voltage signal proportional to vehicle speed. This signal is sent to either the DRAC (Digital Ratio Adapter Controller) or the PCM depending on model application. Refer to the appropriate General Motors Service Manual for specific application.
ELECTRICAL CONNECTOR
MAGNETIC PICKUP
SPEED SENSOR (OUTPUT AND INPUT)
At the DRAC or PCM, the AC signal is electronically conditioned to a 5 volt square wave form (see Figure A). The square wave form can then be interpreted as transmission output speed by the PCM through the frequency of square waves in a given time frame. The square waves can be thought of as the vehicle speed sensor reluctor ring teeth. Therefore, the more teeth (or waves) that pass by the magnetic pickup in a given time frame, the faster the vehicle is moving. The square wave form is compared to a fixed clock signal internally within the PCM to determine transmission output speed.
Vehicle Speed Sensor Circuit Low will set DTC P0502 and the PCM will command the following default actions: Freeze shift adapts. Maximum line pressure. Calculate A/T OSS from A/T ISS sensor output. DTC P0502 stores in PCM history. Vehicle Speed Sensor Circuit Intermittent will set DTC P0503 and the PCM will command the following default actions: Freeze shift adapts. Maximum line pressure. Calculate A/T OSS from A/T ISS sensor output. DTC P0503 stores in PCM history.
Automatic Transmission Input (Shaft) Speed (A/T ISS) Sensor (22):
LOW SPEED 5.0
HIGH SPEED
OUTPUT VOLTS
TIME
FIGURE A: CONDITIONED SIGNAL
Sensor resistance should measure between 893 - 1127 ohms at 20C (68F). Output voltage will vary with vehicle speed from a minimum of 0.5 Volts AC at 300 RPM, to 200 Volts at 6000 RPM.
The A/T ISS sensor operates identically to the A/T OSS sensor except it uses the machined teeth on the forward clutch housing (602) as the rotor (reluctor). Remember that the forward clutch housing is driven at converter turbine speed (except in fourth gear when it is driven in an overdrive mode with respect to the converter turbine). The A/T ISS sensor square wave form is also compared to a fixed clock signal internally within the PCM to determine actual converter turbine speed. The PCM uses transmission input and output speeds to help determine line pressure, transmission shift patterns and TCC apply pressure and timing. This speed sensor information is also used to calculate turbine speed, gear ratios, and TCC slippage for diagnostic purposes.
Input Speed Sensor Circuit Intermittent will set DTC P0716 and the PCM will command the following default actions: Freeze shift adapts. Maximum line pressure. DTC P0716 stores in PCM history. Input Speed Sensor Circuit Low will set DTC P0717 and the PCM will command the following default actions: Freeze shift adapts. Maximum line pressure. DTC P0717 will be stored in PCM history.
Figure 38
41
Automatic Transmission Fluid Temperature (TFT) Sensor:
PROBE
BODY
CONNECTOR
The TFT sensor is part of the transmission wiring harness assembly (34). The TFT sensor is a resistor, or thermistor, which changes value based on temperature (see chart). The sensor has a negative-temperature coefficient. This means that as the temperature increases, the resistance decreases, and as the temperature decreases the resistance increases. The PCM supplies a 5-volt reference signal to the sensor and measures the voltage drop in the circuit. When the transmission fluid is cold the sensor resistance is high and the PCM detects high signal voltage. As the fluid temperature warms to a normal operating temperature, the resistance becomes less and the signal voltage decreases. The PCM uses this information to control shift quality and torque converter clutch apply. The PCM inhibits TCC operation until transmission fluid temperatures reach approximately 20C (68F). If transmission fluid temperatures become excessively high (above approximately 122C, 250F), the PCM will apply the TCC whenever the transmission is in Second, Third or Fourth gears. Applying the TCC serves to reduce transmission fluid temperatures created by the fluid coupling in the torque converter with the TCC released. If fluid temperatures increase even further [above approximately 150C (300F)], the PCM will not allow the TCC to apply in any gear range. This prevents the excessive fluid temperatures from damaging the TCC. Above approximately 154C (310F), the PCM will set a transmission fluid temperature code. This causes the PCM to use a fixed value of 140C (284F) as the transmission fluid temperature input signal. At a value of 140C, the TCC will apply in Second, Third and Fourth gears.
TRANSMISSION FLUID TEMPERATURE SENSOR
16,000
TFT SENSOR RESISTANCE (OHMS)
Transmission Fluid Overtemperature will set DTC P0218 and the PCM will command the following default actions: Freeze shift adapts. DTC P0218 stores in PCM history.
133 -10 TEMPERATURE (C) 110
TFT SENSOR RESISTANCE VS. TEMPERATURE
TFT Sensor Circuit Range/Performance will set DTC P0711 and the PCM will command the following default actions: Freeze shift adapts. Defaults the TFT to 140C (284F) for shift scheduling (hot mode pattern). DTC P0711 stores in PCM history.
TFT Sensor Circuit Low will set DTC P0712 and the PCM will command the following default actions: Freeze shift adapts. Defaults the TFT to 140C (284F) for shift scheduling (hot mode pattern). DTC P0712 stores in PCM history.
TFT Sensor Circuit High will set DTC P0713 and the PCM will command the following default actions: Freeze shift adapts. Defaults the TFT to 140C (284F) for shift scheduling (hot mode pattern). DTC P0713 stores in PCM history.
42
Figure 39
SHIFT SOLENOID VALVES
O-RING
The Hydra-matic 4L80-E uses two electronic shift solenoid valves (1-2 and 2-3) to control upshifts and downshifts in all forward gear ranges. These shift solenoid valves work together in a combination of ON and OFF sequences to control the various shift valves. The PCM uses numerous inputs (as shown in Figure 39) to determine which solenoid state combination the transmission should be in. The following table shows the solenoid state combination required for each gear range:
GEAR RANGE 1-2 SOLENOID 2-3 SOLENOID
METERING BALL
SPRING
PLUNGER
CONNECTOR
The shift solenoid valves are de-energized (turned OFF) when the PCM opens the path to ground for the solenoids electrical circuit. With the solenoid OFF, signal fluid pressure moves the metering ball and plunger away from the metering balls seat. This allows signal fluid to flow past the metering ball and exhaust out of the solenoid as shown in the illustration. When the PCM provides a path to ground for the electrical circuit to energize (turn ON) the solenoid, current flows through the coil assembly in the solenoid and creates a magnetic field. The magnetic field moves the plunger to the left (with respect to the illustration) and seats the metering ball, thereby blocking the exhaust passage and causing signal fluid pressure to increase.
1-2 Shift Solenoid (SS) Valve (313):
SOLENOID FLUID
FILTER
SHIFT SOLENOID VALVE (OFF)
2-3 Shift Solenoid (SS) Valve (311):
Filtered actuator feed fluid feeds the 1-2 signal fluid circuit at the 1-2 shift valve (314). When the 1-2 SS valve is de-energized (OFF), 1-2 signal fluid exhausts through the solenoid, thereby creating low pressure in the 1-2 signal circuit (see Third Gear example below). Even with the solenoid de-energized, fluid remains in the 1-2 signal fluid circuit but at low pressure because filtered actuator feed fluid continues to feed the circuit. Low pressure is shown by light blue fluid color while high 1-2 signal fluid pressure is shown as dark blue fluid color. When the 1-2 SS valve is energized (ON), 1-2 signal fluid is blocked from exhausting through the solenoid, thereby creating high 1-2 signal fluid pressure (see Park/Reverse/Neutral/First Gear and Fourth Gear examples below). High 1-2 signal fluid pressure acts on the 1-2 shift valve to keep it in the downshifted position (against spring force and actuator feed fluid pressure) when 2-3 signal fluid pressure is low. High 1-2 signal fluid pressure also acts on the 3-4 shift valve (308) to keep it in the upshifted position (against spring force and actuator feed fluid pressure) in the absence of PRN fluid pressure.
2-3 DRIVE DRIVE 2-3 DRIVE DRIVE ACTR FD ACTR FD
The 2-3 SS valve functions similar to the 1-2 SS valve in that the PCM controls the path to ground for the electrical circuit to turn the solenoid ON or OFF. Filtered actuator feed fluid feeds the 2-3 signal fluid circuit at the 2-3 shift valve (312). When the 2-3 SS valve is de-energized (OFF), 2-3 signal fluid exhausts through the solenoid, thereby creating low pressure in the 2-3 signal circuit (see Park/Reverse/Neutral/First Gear example below). Similar to the 1-2 signal circuit, fluid remains in the 23 signal circuit with the 2-3 SS valve de-energized (OFF), only at a low pressure due to the exhaust through the solenoid. Low pressure is shown by light blue fluid color while high 2-3 signal fluid pressure is shown as dark blue fluid color. When the 2-3 SS valve is energized (ON), 2-3 signal fluid is blocked from exhausting through the solenoid, thereby creating high 2-3 signal fluid pressure (see Third Gear and Fourth Gear examples below). High 2-3 signal fluid pressure acts on the 2-3 shift valve to move it into the upshifted position (against spring force and actuator feed fluid pressure). However, in Manual Second and Manual First gear ranges, D21 fluid pressure keeps the 2-3 shift valve in the downshifted position regardless of the 2-3 SS valve state. High 2-3 signal fluid pressure also assists spring force and actuator feed fluid pressure at the 1-2 shift valve to keep the valve in the upshifted position when 1-2 signal fluid pressure is either high or low.
2-3 DRIVE DRIVE
ACTR FD
1-2 SIG
1-2 SIG
REV REV REV
REV REV REV
1-2 SOL
1-2 SOL
REV REV REV
1-2 SIG
1-2 SHIFT VALVE

EX

EX N.O. ON
1-2 SHIFT VALVE

EX
EX N.O. OFF
1-2 SHIFT VALVE

EX
2-3 SIGNAL FILT ACTR FD
2-3 SIGNAL
2-3 SIGNAL
FILT ACTR FD
2-3 SIG 2-3 SIG ACTR FD
FILT ACTR FD
2-3 SIG
ORFCD EX
ORFCD EX
ORFCD EX
2-3 SIG
2-3 SIG
ACTR FD
D21
D21
EX
EX
D21
EX
ACTR FD
2-3 DR
2-3 DR
2-3 DR
2-3 SOL

2-3 SOL EX N.O. ON
2-3 SIG
2-3 SOL N.O. ON
2-3 SHIFT VALVE

PRND4 4CLFD EX FBA 3CLFD
EX
2-3 SHIFT VALVE

2-3 SHIFT VALVE

N.O. OFF
1-2 SIGNAL
1-2 SIGNAL
4TH CL FD 4TH CL ORIF EX
PRN
PRN
3-4 SHIFT
3-4 SHIFT
PRN
3-4 SHIFT
PARK/REVERSE/NEUTRAL/FIRST GEAR
THIRD GEAR
FOURTH GEAR
1-2 SIGNAL
ACTR FD
ACTR FD
ACTR FD
Figure 40
1-2 SIGNAL
1-2 SIGNAL
1-2 SIGNAL
FILT ACTR FD
FILT ACTR FD
EXHAUST
Park, Reverse, Neutral First Second Third Fourth
ON ON OFF OFF ON
OFF OFF OFF ON ON
COIL ASSEMBLY FRAME

FILT ACTR FD
1-2 SOL EX N.O. ON
EX
43
CORE COIL ASSEMBLY METERING BALL O-RING
Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Valve (323):
PLUNGER CONNECTOR FRAME
FILTERED 2-3 DRIVE FLUID
TCC PWM SOLENOID VALVE
PERCENT DUTY CYCLE
100% 75 50 25 0 A S TCC APPLY FLUID PRESSURE

TCC APPLY AND RELEASE
C B
D E
F G
Torque Converter Clutch System Stuck Off will set a DTC P0741 and the PCM will command the following default actions:
Inhibit TCC engagement. Inhibit 4th gear engagement. DTC P0741 stores in PCM history. Torque Converter Clutch System Stuck On will set a DTC P0742 and the PCM will command the following default actions: Maximum line pressure. Freeze shift adapts. DTC P0742 stores in PCM history.
Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Valve Operation:
TCC ENABL
APPLY/RETURN
APPLY/RETURN
RELEASE
LO
REG APPLY
REV
DRIVE
DRIVE
REV PRND4
ORIFICED REG APPLY REGULATED APPLY

APPLY/RETURN

RELEASE
FILTERED 2-3 DRIVE
EX
ON
44
Figure 41
TFP SWITCH
PRND43
COOLER
TCC SIGNAL
CONVERTER FEED
TCC ENABLE RELEASE
REG CONV FD
TCC ENABLE
CONV CLUTCH SHIFT
CONV FD REG CONV FD
EXHAUST

The TCC PWM solenoid valve is a normally closed, pulse width modulated (PWM) solenoid used to control the apply and release of the converter clutch. The PCM operates the solenoid with a negative duty cycle at a fixed frequency of 32 Hz to control the rate of TCC apply/release. The solenoids ability to ramp the TCC apply and release pressures results in a smoother TCC operation. When vehicle operating conditions are appropriate to apply the TCC, the PCM immediately increases the duty cycle to approximately 30% (see point A on graph). The PCM then ramps the duty cycle up to approximately 70% to achieve full TCC apply pressure. The rate at which the PCM increases the duty cycle controls the TCC apply. Similarly, the PCM also ramps down the TCC PWM solenoid valve duty cycle to control TCC release. There are some operating conditions that prevent or enable TCC apply under various conditions (refer to the Automatic Transmission Fluid Temperature sensor description). Also, if the PCM receives a high voltage signal from the brake switch, signalling that the brake pedal is depressed, the PCM immediately releases the TCC. Note: Duty cycles given are for example only. Actual duty cycles will vary depending on vehicle application and vehicle operating conditions.
TCC SIGNAL FLUID
TIME
TCC PWM solenoid valve resistance should measure between 10.4 and 10.8 ohms when measured at 20C (68F). The resistance should measure approximately 16 ohms at 150C (300F).
The TCC PWM solenoid valve is the electronic control component of the TCC apply and release system. The other components are all hydraulic control or regulating valves. The illustration below shows all the valves and the TCC PWM solenoid valve that make up the TCC control system. (For more information on system operation see pages 64 and 65 in the Powerflow section).
EX
EX
TCC
ENABLE
REG CONV FEED TCC SIGNAL

24
FRONT LUBE
EX
CONV LIMIT
EX
TCC REG
LINE
Pressure Control Solenoid Valve (320):
Duty Cycle, Frequency and Current Flow:
A duty cycle may be defined as the percent of time current is flowing through a solenoid coil during each cycle. The number of cycles that occur within a specified amount of time, usually measured in seconds, is called frequency. Typically, the operation of an electronically controlled pulse width modulated solenoid is explained in terms of duty cycle and frequency. The PCM controls the PC solenoid valve on a positive duty cycle at a fixed frequency of 292.5 Hz (cycles per second). A higher duty cycle provides a greater current flow through the solenoid. The high (positive) side of the PC solenoid valve electrical circuit at the PCM controls the PC solenoid valve operation. The PCM provides a ground path for the circuit, monitors average current and continuously varies the PC solenoid valve duty cycle to maintain the correct average current flowing through the PC solenoid valve.
Approximate Duty Cycle + 5% +40%
SPOOL VALVE SPRING FLUID SCREENS
SPOOL VALVE SPOOL VALVE SLEEVE PUSH ROD COIL DAMPER SPRING RESTRICTOR ASSEMBLY
PRESSURE CONTROL SOLENOID VALVE
12
VOLTS
(ON)
1 CYCLE = 1/292.5 SECOND
PRESSURE CONTROL SOLENOID VALVE POSITIVE DUTY CYCLE
Current 0.1 Amps 1.1 Amps
Line Pressure
CONTROL PRESSURE (PSI)
100 90
Maximum Minimum
80 70 60 50 40 30 20 10 0 0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.1
Pressure control solenoid valve resistance should measure between 3.5 and 4.6 ohms when measured at 20C (68F).
The duty cycle and current flow to the PC solenoid valve are mainly affected by throttle position (engine torque) and they are inversely proportional to throttle angle (engine torque). In other words, as the throttle angle (engine torque increases), the duty cycle is decreased by the PCM which decreases current flow to the PC solenoid valve. Current flow to the PC solenoid valve creates a magnetic field that moves the solenoid armature toward the push rod and against spring force.
Transmission Adapt Function:
INPUT CURRENT (AMP)
PRESSURE CONTROL SOLENOID VALVE CURRENT FLOW
Programming within the PCM also allows for automatic adjustments in shift pressure that are based on the changing characteristics of the transmission components. As the apply components within the transmission wear, shift time (time required to apply a clutch or band) increases. In order to compensate for this wear, the PCM adjusts trim pressure by controlling the PC solenoid valve in order to maintain the originally calibrated shift timing. The automatic adjusting process is referred to as adaptive learning and it is used to assure consistent shift feel plus increase transmission durability. The PCM monitors the A/T ISS sensor and A/T OSS during commanded shifts to determine if a shift is occurring too fast (harsh) or too slow (soft) and adjusts the PC solenoid valve signal to maintain a set shift feel.
Transmission adapts must be reset whenever the transmission is overhauled or replaced (see appropriate service manual).
A Pressure Control Solenoid electrical problem will set a DTC P0748 and the PCM will command the following default actions: Disable the PC solenoid valve. Freeze shift adapts. DTC P0748 stores in PCM history.
Figure 42
40%
60%
The pressure control (PC) solenoid valve is a precision electronic pressure regulator that controls transmission line pressure based on current flow through its coil windings. As current flow is increased, the magnetic field produced by the coil moves the solenoids plunger further away from the exhaust port. Opening the exhaust port decreases the output fluid pressure regulated by the PC solenoid valve, which ultimately decreases line pressure. The PCM controls the PC solenoid valve based on various inputs including throttle position, transmission fluid temperature, MAP sensor and gear state.
ACTUATOR TORQUE SIGNAL FEED FLUID LIMIT FLUID
EXHAUST VARIABLE ARMATURE SPRING FRAME BLEED ORIFICE
TIME
45
COMPONENTS EXTERNAL TO THE TRANSMISSION
Throttle Position (TP) Sensor: The PCM monitors the variable voltage signal from the TP sensor to calculate throttle position (angle). These input signals are then used by the PCM, in addition to other vehicle and transmission sensor inputs, to determine the appropriate shift pattern and TCC apply and release for the transmission. In general, with greater throttle angle, upshift speeds and line pressure both increase. Also, the PCM releases the torque converter clutch at minimum throttle positions and during heavy acceleration. Engine Coolant Temperature (ECT) Sensor: The PCM monitors the variable resistance signal from this sensor to determine engine coolant temperature. When the engine is cold, resistance is high, and when the engine is hot, resistance through the sensor is low. The PCM uses this information to prevent the TCC from applying when engine temperature is below approximately 54C (130F). Engine Speed Sensor: Monitored by the PCM through the ignition module, this sensor is used to help determine shift patterns and TCC apply and release.
Brake Switch: This switch causes the PCM to command TCC release. When the brake pedal is depressed, the PCM opens the path to ground for the TCC electrical circuit which releases the torque converter clutch. A/C Request Switch: When the A/C pressure cycling switch closes, the PCM is signaled that the air conditioning compressor is ON. This signal is used by the PCM to adjust transmission line pressure as well as shift timing for the added engine load provided by the compressor. Assembly Line Diagnostic Link (ALDL): This is a multi-terminal connector wired to the PCM that is located under the vehicle dashboard. The ALDL can be used to diagnose conditions in the vehicles electrical system, PCM, VCM or TCM, and various transmission components. Refer to the appropriate General Motors Service Manual for specific electrical diagnosis information.
46
POWER FLOW
This section of the book describes how torque from the engine is transferred through the Hydra-matic 4L80-E transmission allowing the vehicle to move either in a forward or reverse direction. The information that follows details the specific mechanical operation, electrical, hydraulic and apply components that are required to achieve a gear operating range. The full size, left hand pages throughout this section contain drawings of the mechanical components used in a specific range and gear. Facing this full page is a half page insert containing a color coded range reference chart at the top. This chart is one of the key items used to understand the mechanical operation of the transmission in each range and gear. The text below this chart provides a detailed explanation of what is occurring mechanically in that range and gear. The full size, right hand pages contain a simplified version of the Complete Hydraulic Circuit that is involved for that range and gear. Facing this full page is a half page insert containing text and a detailed explanation of what is occurring hydraulically in that range and gear. A page number located at the bottom of the half page of text provides a ready reference to the complete Hydraulic Circuits section of this book if more detailed information is desired. It is the intent of this section to provide an overall simplified explanation of the mechanical, hydraulic and electrical operation of the Hydra-matic 4L80-E transmission. If the operating principle of a clutch, band or valve is unclear, refer to the previous sections of this book for individual component descriptions.
PARK
(Engine Running)
) k (P Par he oil in t the ver rom ing: or leure ffollow lect ess e e se e pr o th ): Regh th lin d t 18 ) Witsition, irecte Valve(2ressure po p is d lator (line pion u t s pum Reg tpu mis
re ou ns p ssu mp tra pum Pretes pu to the hen emand ulaordingents. W e dfrom th accuirem ceeds, fluidr req ut ex ssure ulato outp e pre re reg n u of lipress the
RK g) PA nnin Ru e gin (En
PARK
(Engine Running)
FBA
PRND43
DRIVE
PRN
EX
EX
PRND4
PRN
PRND4 PRND43
REVERSE
LINE
D321 D 21 LO
HELD
PRND43
TURBINE SHAFT (502)
LINE
2
LO
ACTR FD
REV
PRESSURE TAP (24)

1-2 SIGNAL
PRESSURE REG
LINE

CONV FD
PRN
REVERSE
LINE
BOOST
2-3 SIGNAL
LINE (from Pump)
TORQUE SIG
ACTUATOR FEED
EX EX
EX
EX
LINE
PRN
LINE
SIGNAL
ACTUATOR FEED
TORQUE
CO
MP
LE
FILTERED ACTR FD
FILTER (302)
4TH CL FD
PRN
TE
3-4 SHIFT
HY
50
DR PA AUL GE IC 76 CIR C
UIT
EX
5
1-2 SIG
15
50
Figure 46
Figure 47
Figure 43
TORQUE SIGNAL
TORQUE SIGNAL
4TH CL FD EX FBA
PRN
PRN
ACT FD LIMIT
PRND4
2-3 SOL
2-3 SHIFT VALVE

3RD CLUTCH FEED
EX
N.O. OFF
EX
1-2 SIGNAL
ORIFICED EX
2-3 DRIVE
2-3 SIGNAL
ACTUATOR FEED

LINE SUCTION
PRND4
EX
PUMP ASSEMBLY (4)
REAR
AIR BLEED (210)
PRND43
LUBE
RND
FILTER (317)
LUBE PIPE (39)
ACTUATOR FEED
MANUAL VALVE
ACTR FD
20
1-2 SOL EX N.O. ON
1-2 SHIFT VALVE

LO
REV
ALL PRND43 SWITCHES N.O.

PRND4
TFP SWITCH
DRIVE
REV DRIVE

ACTUATOR FEED
19

PRND4
51
47
MECHANICAL POWERFLOW FROM THE TORQUE CONVERTER TO THE TURBINE SHAFT

1 POWER FROM THE ENGINE
(Engine Running)
2 POWER TO DRIVE OIL PUMP
2a OIL PUMP DRIVE GEAR (205) DRIVEN
MECHANICAL POWERFLOW FROM THE TORQUE CONVERTER TO THE TURBINE SHAFT

(Engine Running) The mechanical power flow in the Hydra-matic 4L80-E transmission begins at the point of connection between the torque converter and the engine flywheel. When the engine is running, the torque converter cover (pump) is forced to rotate at engine speed. As the torque converter rotates it multiplies engine torque and transmits it to the turbine shaft (502). The turbine shaft provides the primary link to the mechanical operation of the transmission. The Hydra-matic 4L80-E automatic transmission requires a constant supply of pressurized fluid to cool and lubricate all of the components throughout the unit. It also requires a holding force to be applied to the bands and clutches during the various gear range operations. The oil pump assembly (4) and control valve body assembly (44) provide for the pressurization and distribution of fluid throughout the transmission.
1 Power from the Engine
3 FLUID COUPLING DRIVES THE TURBINE
Torque from the engine is transferred to the transmission through the engine flywheel which is bolted to the engine crankshaft.
2 Power to Drive the Oil Pump
The oil pump drive gear (205) is keyed to the torque converter hub. Therefore, the oil pump drive gear also rotates at engine speed.
3 Fluid Coupling Drives the Turbine
Transmission fluid inside the torque converter (1) creates a fluid coupling which in turn drives the torque converter turbine.
4 Turbine Shaft Driven
As the torque converter turbine rotates, the turbine shaft (502), which is splined to the torque converter turbine, is also forced to rotate at turbine speed.
4 TURBINE SHAFT DRIVEN
SPLINED TO TORQUE CONVERTER STATOR ASSEMBLY
NOTE: To minimize the amount of repetitive text, the remaining mechanical power flow descriptions will begin with the turbine shaft (502). The transfer of torque from the engine through the torque converter to the turbine shaft is identical in all gear ranges.
SPLINED TO TORQUE CONVERTER TURBINE ASSEMBLY
TURBINE SHAFT (502)
KEYED TO OIL PUMP DRIVE GEAR
OIL PUMP ASSEMBLY (4)
48
Figure 44
48A
HYDRAULIC POWERFLOW COMMON FUNCTIONS FOR ALL RANGES

(Engine Running)
When the gear selector lever is in the Park (P) position and the engine is running, fluid is drawn into the oil pump and line pressure is directed to the pressure regulator valve.
1 PRESSURE REGULATION 1a Pressure Regulator Valve:
COMMON HYDRAULIC FUNCTIONS FOR ALL RANGES

CONVERTER TORQUE CONVERTER (1) REGULATION
PRND43
LO
REV
TFP SWITCH
DRIVE
PRESSURE TAP (24)

DRIVE
RELEASE
1c Pressure Control PC Solenoid Valve:
APPLY/RETURN
TCC ENABL
SUCTION
EX
TCC ENABLE REG CONV FEED
PUMP ASSEMBLY (4)

CONVERTER FEED
2 SHIFT ACCUMULATION
TCC SIGNAL
CONV CLUTCH SHIFT
REG CONV FD
TCC ENABLE RELEASE
ORIFICE CUP PLUG (208) EX
REG APPLY
2c Low and Reverse Band Servo:
SUCTION
3b
3a Pressure Regulator Valve:
2a
ACCUM
LINE
4TH CLUTCH
4TH ACCUMULATOR
3RD CLUTCH
EX 3RD ACCUMULATOR

2ND ACCUM
3e Converter Clutch Shift Valve:
REAR BAND APPLY
TORQUE SIGNAL
4TH ACCUM
2b
ACT FD LIMIT
LINE EX EX EX
3RD ACCUM
1b
3f Torque Converter:
Release fluid pressure is routed to the torque converter to keep the TCC released. Fluid leaves the converter in the apply/return fluid circuit and returns to the cooler through the converter clutch shift valve.
TORQUE SIGNAL
48B
Figure 45
Spring force and TCC enable fluid pressure hold the valve in the release position allowing regulated converter feed fluid to enter the release circuit. Release fluid is routed to the torque converter. Apply/return fluid from the torque converter also passes through the converter clutch shift valve into the cooler circuit.
TORQUE SIGNAL
ACTUATOR FEED
2c
TORQUE SIGNAL
2ND CL
Spring force holds the valve in the release position allowing regulated converter feed fluid to enter the TCC enable circuit. TCC enable fluid is routed to the converter clutch shift valve to assist spring pressure in holding the valve in the release position.
4TH ACCUMULATOR
ACTUATOR FD
3RD ACCUMULATOR
FILT ACTR FD EX
3d TCC Enable Valve:
FILTERED ACTR FD
LO
TORQUE SIG
ACTUATOR FEED
Regulates converter feed fluid into the regulated converter feed circuit. This regulation is controlled by spring pressure acting on one end of the valve and orificed regulated converter feed fluid on the other end of the valve. Regulated converter feed fluid is routed to the TCC enable valve and the converter clutch shift valve.
#6
#5
#2
6

DRIVE
1c
TORQUE SIGNAL
14
ORIFICED ACCUM
3c Converter Limit Valve:
ACCUMULATOR
Spring force holds the valve in the release position, thereby blocking line pressure.
2 SHIFT ACCUMULATION

FILTER (302)
3b TCC Regulator Valve:
FILTERED 2-3 DRIVE
EX
OFF
Line pressure is routed through the PR valve and into the converter feed fluid circuit. Converter feed fluid is routed to the converter limit valve.
TCC REG
LINE
3 TORQUE CONVERTER (RELEASED POSITION ONLY)
REGULATED APPLY
TORQUE SIGNAL

ORIFICED REG APPLY
Accumulator fluid is also routed to the low and reverse band servo, which acts as an accumulator for the 2nd clutch, in preparation for upshifts and downshifts.
3e
REG CONV FD
CONV FD
BOTTOM PAN (28)
Accumulator fluid is routed to each of the accumulator assemblies in preparation for upshifts and downshifts.
APPLY/RETURN
EX
DRIVE
3c
LINE
COOLER
TCC SIGNAL
2b 3rd and 4th Accumulator Assemblies:
CONV LIMIT
Drive pressure is regulated into accumulator fluid pressure. This regulation is basically controlled by torque signal fluid pressure acting on one end of the valve and orificed accumulator fluid on the other end of the valve.
TCC ENABLE
1a
REVERSE TORQUE SIG

BOOST
2a Accumulator Valve:
24
LINE
3d
EX
FRONT LUBE
Controlled by the PCM, the PC solenoid valve regulates filtered actuator feed fluid pressure into the torque signal fluid circuit.
LINE

CONV FD
RELEASE
SUCTION
PRESSURE REG
Line pressure is routed through the valve and into the actuator feed fluid circuit. The valve limits actuator feed fluid pressure to a maximum pressure. Actuator feed fluid is routed to the pressure control solenoid, and also feeds the 1-2 signal and 2-3 signal fluid circuits.
CONVERTER FEED
1b Actuator Feed Limit (AFL) Valve:
DRIVE
LINE
LINE
LINE
3a
LINE
EX
Regulates pump output (line pressure) in response to torque signal fluid pressure acting on the reverse boost valve, spring force, and line pressure acting on the end of the valve. Line pressure is directed to the manual valve, the TCC regulated apply valve, and the actuator feed limit valve. Also, line pressure feeds the converter feed circuit through the pressure regulator valve.
REV
APPLY/RETURN
3f
PRND4
AIR BLEED (210)
3 TORQUE
;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;;
1 PRESSURE
DRIVE (from Manual Valve) LINE (to Manual Valve)
49
PARK
PARK
(Engine Running)
SOLENOID 1-2 2-3 FOURTH OVERRUN CLUTCH CLUTCH OVERDRIVE MANUAL INTER. ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH BAND CLUTCH HOLDING LOW INTER. ROLLER CLUTCH CLUTCH LOW & REV BAND
(Engine Running)
ON OFF
The manual shaft (708) and manual valve (319) are in the Park position. The parking lock actuator assembly (710) engages the parking lock pawl (703) with the teeth on the output carrier assembly (661). The output carrier assembly is held stationary by the parking pawl. The output shaft assembly (671), which is connected to the output carrier assembly, is also held and the vehicle cannot move.
1 Power from Torque Converter
50
Figure 46
The overdrive carrier assembly (514) is driven by the turbine shaft (502), which is splined to the converter turbine.
2
HELD
Power Transfers Through the Overdrive Planetary Gearset
The overdrive planetary gearset acts as an integral unit in all drive ranges except Overdrive Fourth gear to transfer power at a 1:1 ratio to the output planetary gear set. The following steps describe the operation:
2a Pinion Gears Mesh With Internal and Sun Gear
PUMP ASSEMBLY (4)
OVERRUN CLUTCH HOUSING (504) TURBINE SHAFT (502)
The overdrive carrier pinion gears (518) are in mesh with both the overdrive internal gear [part of the forward clutch housing assembly (602)] and overdrive sun gear [part of the overrun clutch housing assembly (504)].
2b Pinion Gears Attempt to Rotate
The pinion gears attempt to rotate counterclockwise on their pins around the internal gear as they travel clockwise with the overdrive carrier assembly. This action attempts to drive the sun gear clockwise, faster than the overdrive carrier is rotating.
2c Overdrive Roller Clutch Holding
However, the overdrive roller clutch (512), located between the overdrive carrier and overrun clutch housing, engages and prevents the sun gear (overrun clutch housing) from rotating faster than the overdrive carrier assembly.
2d Pinion Gears Held
With the sun gear and overdrive carrier rotating at the same speed, the pinion gears do not rotate on their pins, but do travel clockwise with the overdrive carrier assembly.
Overdrive Internal Gear Driven
The overdrive carrier pinion gears drive the overdrive internal gear [part of the forward clutch housing assembly (602)] at the same speed as the overdrive carrier. Therefore, power flow is a 1:1 direct drive gear ratio from the torque converter turbine to the forward clutch housing.
4 Powerflow Terminated
All clutches and bands are released in Park range and power flow is terminated at the forward clutch housing (602).
Note: The vehicle should be completely stopped before selecting Park range or internal damage to the transmission could occur. Also, the manual linkage must be adjusted properly so the indicator quadrants in the vehicle correspond with the inside detent lever (711) in the transmission. If not adjusted properly, an internal leak between fluid passages at the manual valve may cause a clutch or band to slip or cause the transmission to not hold in park. Refer to the appropriate General Motors Service Manual for the proper manual linkage adjustment procedures.
50A
PARK
(Engine Running)
SOLENOID 1-2 2-3 OVERDRIVE MANUAL INTER. FOURTH OVERRUN ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH BAND CLUTCH HOLDING LOW INTER. ROLLER CLUTCH CLUTCH LOW & REV BAND
PARK
(Engine Running) 4
ON OFF
FLUID PRESSURE DIRECTED IN PREPARATION FOR A SHIFT

Transmission Fluid Pressure (TFP) Manual Valve Position Switch:
DRIVE
PRN
EX
EX
PRND4
PRN
PRND4 PRND43
REVERSE
LINE
D321 D 21 LO
PRND4 fluid is also sent from the manual valve to the 2-3 shift valve where it stops.
4 Manual 2-1 Band Servo:
PRND43
LINE
2
LO
ACTR FD
REV
PRESSURE TAP (24)

PRND43 fluid is also sent to the manual 2-1 band servo assembly. At the manual 2-1 band servo, PRND43 fluid pressure assists manual 2-1 band servo piston spring force to keep the manual 2-1 band released.
5 3-4 Shift Valve:
1-2 SIGNAL
PRESSURE REG
LINE

CONV FD
PRN
REVERSE
LINE
BOOST
2-3 SIGNAL
LINE (from Pump)
EX EX
TORQUE SIG
ACTUATOR FEED
EX
EX
LINE
PRN
LINE
SIGNAL
ACTUATOR FEED
TORQUE
FILTERED ACTR FD

FILTER (302)
4TH CL FD
PRN
3-4 SHIFT
COMPLETE HYDRAULIC CIRCUIT Page 76
50B
EX
5
1-2 SIG
15
Figure 47
TORQUE SIGNAL
TORQUE SIGNAL
4TH CL FD EX FBA
PRN
PRN
ACT FD LIMIT
PRND4
2-3 SOL
2-3 SHIFT VALVE

3RD CLUTCH FEED
EX
N.O. OFF
EX
1-2 SIGNAL
ORIFICED EX
2-3 DRIVE
2-3 SIGNAL
ACTUATOR FEED

PRN fluid is routed to the 3-4 shift valve where it assists 3-4 shift valve return spring force and actuator feed fluid pressure to keep the valve in the downshifted position. PRN fluid is also routed to the 2-3 shift valve where it assists 2-3 shift valve return spring force and actuator feed fluid pressure to keep the valve in the downshifted position.
LINE SUCTION
PRND4
EX
AIR BLEED (210)
PRND43
2-3 Shift Valve:
REAR LUBE
RND
Note: Refer to Shift Solenoid Valves on page 43 for a description of solenoid and shift valve operation.
FILTER (317)
LUBE PIPE (39)
ACTUATOR FEED
MANUAL VALVE
PRND4 and PRND43 fluids at the TFP manual valve position switch signal the powertrain control module (PCM) that the transmission is in either Park or Neutral range. The PCM then energizes, or turns ON the 1-2 shift solenoid valve and keeps the 2-3 shift solenoid valve de-energized.
Mechanically controlled by the gear selector lever, the manual valve is in the Park (P) position and directs line pressure from the pressure regulator valve into the PRN, PRND4 and PRND43 fluid circuits.
FBA
PRND43
Manual Valve:
ACTR FD
REV PRND4
20
1-2 SOL EX N.O. ON
1-2 SHIFT VALVE

TFP SWITCH
DRIVE
REV DRIVE

ACTUATOR FEED
19
PRND4
51
REVERSE
1 POWER FROM TORQUE CONVERTER (1) 2 POWER TRANSFERS THROUGH OVERDRIVE PLANETARY GEARSET OVERDRIVE ROLLER CLUTCH (512) HOLDING 3 DIRECT CLUTCH APPLIED 5 LOW AND REVERSE BAND (657) APPLIED 4 SUN GEAR (650) DRIVING 6 REACTION CARRIER ASSEMBLY (651) HELD 7 REACTION INTERNAL GEAR DRIVEN
SOLENOID 1-2 2-3 FOURTH OVERRUN CLUTCH CLUTCH ON OFF HOLDING
REVERSE
OVERDRIVE MANUAL INTER. ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH BAND CLUTCH APPLIED LOW INTER. ROLLER CLUTCH CLUTCH LOW & REV BAND APPLIED
POWER TO DIFFERENTIAL ASSEMBLY
In Reverse (R), torque from the engine is multiplied through the torque converter and transmission gear sets to the vehicles drive shaft and rear axle. The planetary gear sets operate in reduction and also reverse the direction of input torque for a reverse gear ratio of approximately 2.08:1. The manual shaft (708) and manual valve (319) are in the Reverse position.
LOW ROLLER CLUTCH (644)
LOW AND REVERSE BAND SERVO APPLIED
52
Engine torque is transmitted from the torque converter turbine to the forward clutch housing (602) in the same manner as Park range - a 1:1 direct drive through the overdrive planetary gear set.
3 Direct Clutch Applied
DIRECT CLUTCH APPLIED FORWARD CLUTCH ASSEMBLY
SUN GEAR (650) DRIVING
The direct clutch plates (611, 618) are applied and allow the direct clutch driving hub (615), which is connected to the forward clutch housing, to drive the direct clutch housing (623).
4 Sun Gear Driving
Engine torque is transferred from the direct clutch housing, through the sun gear shaft (649) and to the sun gear (650). The sun gear shaft is splined on one end to the direct clutch housing and to the sun gear at the other. The sun gear is in mesh with and drives the reaction pinion gears.
5 Rear Brake Band Applied
SUN GEAR SHAFT (649) DIRECT CLUTCH HOUSING (623)
The rear brake band (657) is applied and holds the reaction carrier assembly.
6 Reaction Carrier Assembly Held
With the reaction carrier assembly held, the reaction carrier pinion gears drive the reaction internal gear in a reverse direction.
7 Reaction Internal Gear Driven
OVERDRIVE ROLLER CLUTCH (512) HOLDING
TURBINE SHAFT (502)
DIRECT CLUTCH DRIVING HUB (615)
The reaction internal gear is part of the output carrier assembly and the output shaft (671) is splined to the output carrier assembly, thus the output shaft is rotating in reverse.
REACTION CARRIER ASSEMBLY (651) HELD
OUTPUT CARRIER ASSEMBLY (661)
When the throttle is released in Reverse, power from vehicle speed (output shaft) drives the forward clutch housing faster than engine speed is driving the overdrive carrier. This drives the pinion gears clockwise, overdrive sun gear [part of the overrun clutch housing (504)] counterclockwise and overruns the overdrive roller clutch to allow the vehicle to coast.
LOW AND REVERSE BAND (657) APPLIED
REACTION INTERNAL GEAR DRIVEN
Figure 48
52A
REVERSE
SOLENOID 1-2 2-3 OVERDRIVE MANUAL INTER. FOURTH OVERRUN ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH BAND CLUTCH HOLDING APPLIED LOW INTER. ROLLER CLUTCH CLUTCH LOW & REV BAND APPLIED ON OFF
REVERSE
DIRECT CLUTCH ASSEMBLY (616623) INTERMEDIATE CLUTCH ASSEMBLY & CENTER SUPPORT (629640)
When the gear selector lever is moved to the Reverse (R) position (from the Park position) the following changes occur in the transmissions hydraulic and electrical systems.
1 PRESSURE REGULATION 1a Manual Valve:
REVERSE 3RD/REVERSE

1b Pressure Regulator and Reverse Boost Valves:
3RD/REVERSE

2ND CL
Reverse fluid at the reverse boost valve boosts line pressure for the additional torque requirements in Reverse. Torque signal fluid pressure from the pressure control (PC) solenoid acting on the reverse boost valve also helps determine line pressure in Reverse depending on throttle position and other PCM input signals.
1c Transmission Fluid Pressure (TFP) Manual Valve Position Switch:

2 LOW AND REVERSE BAND APPLIES 2a #7 Ball Check Valve
DRIVE
LO
3RD/REVERSE
Located in the case, it blocks the reverse fluid passage forcing reverse fluid through orifice #16 in the control valve body spacer plate into the reverse fluid passage to the #11 ball check valve.
3b #11 Ball Check Valve
REVERSE
1-2 SIGNAL
ACTR FD
REV
1c
PRND43
LINE ORIFICE CUP PLUG (236)
PRESSURE REG
LINE
1-2 SOL N.O. ON
PRN
REVERSE
LINE
BOOST
ORIFICED EX
2-3 SIGNAL
2-3 SIGNAL
LINE (from Pump)
EX EX
TORQUE SIG
ACTUATOR FEED
EX
EX
LINE TORQUE SIGNAL

4TH CL FD EX FBA
PRN
TORQUE SIGNAL
4b 2-3 Shift Solenoid (SS) Valve
LINE
TORQUE
3RD/REV
1-2 SIG
REVERSE
FILTERED ACTR FD

PRN
EX
15
4TH CLUTCH
ORIFICED EX
52B
Figure 49
3-4 SHIFT
3RD CL
FILTER (302)
ACTUATOR FEED
4TH CL FD
The 2-3 SS valve remains de-energized (OFF). 2-3 signal fluid exhausts at the 2-3 SS valve with the solenoid deenergized, creating low pressure (light blue) in the 2-3 signal fluid circuit. This allows actuator feed fluid pressure and spring force to keep the 2-3 shift valve in the downshifted position.
PRN
PRN
SIGNAL
The 1-2 SS valve remains energized (ON). 1-2 signal fluid pressure is high (dark blue) with the 1-2 SS valve energized and keeps the 1-2 shift valve in the downshifted position against spring force and actuator feed fluid pressure. 1-2 signal fluid is also routed to the 3-4 shift valve.
ACT FD LIMIT
PRND4
3a
2-3 SOL

2-3 SHIFT VALVE

3RD CLUTCH FEED
EX
N.O. OFF
#9
16
REVERSE
3RD/REVERSE
3b
#11 EX
1-2 SIGNAL
1b
ACTUATOR FEED

4 FLUID PRESSURE DIRECTED IN PREPARATION FOR A SHIFT 4a 1-2 Shift Solenoid (SS) Valve
EX
Reverse fluid then seats the #11 ball check valve against the 3rd clutch circuit and enters the 3rd/reverse circuit. 3rd/ reverse fluid acts on the inner area of the direct clutch piston to apply the direct clutch plates.
REV
LINE

TFP SWITCH
DRIVE
REVERSE
SUCTION
PRND4
1-2 SHIFT VALVE
EX
1-2 SIGNAL REVERSE

CONV FD
REV DRIVE PRND4
2-3 SIGNAL
ACTUATOR FEED
19 4

2-3 DRIVE
4b
REVERSE
PRESSURE TAP (24)
3 DIRECT CLUTCH APPLIES 3a #9 Ball Check Valve
PRND43
LUBE PIPE (39)
REAR
20
4a
AIR BLEED (210)
LUBE
RND
FILTER (317)
ACTUATOR FEED
REVERSE
RBA fluid pressure moves the low and reverse band servo piston and low and reverse band servo piston pin against spring force to apply the low and reverse band assembly.
PRND4
PRND4 PRND43
REVERSE
PRN
LINE
D321 D 21 LO
2b Low and Reverse Band Servo Assembly
MANUAL VALVE

Note: Remember that the function of an orifice is to control the flow rate of fluid and rate of apply or release of a clutch or band.
PRN
ACTR FD
LO
EX
EX
RBA
1a
Reverse fluid is routed through the 1-2 shift valve, seats the #7 ball check valve against the lo fluid circuit, enters the Rear Band Apply (RBA) circuit and is orificed to the low and reverse band servo assembly.
REAR BAND APPLY
FBA
Reverse fluid is routed to the TFP manual valve position switch. The TFP manual valve position switch signals the PCM that the transmission is in Reverse.
PRND43
REVERSE
2ND ACCUM
3RD/REVERSE
2b
23
2a
#7
REVERSE
With the manual valve in the reverse position, line pressure is directed into the reverse fluid circuit in addition to the PRN, PRND4 and PRND43 fluid circuits already pressurized in Park.
53
NEUTRAL
2 1 POWER POWER FROM OVERDRIVE TRANSFERS TORQUE ROLLER THROUGH CONVERTER CLUTCH OVERDRIVE (1) (512) PLANETARY HOLDING GEARSET
NEUTRAL
(Engine Running)
SOLENOID 1-2 2-3 FOURTH OVERRUN CLUTCH CLUTCH OVERDRIVE MANUAL INTER. ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH BAND CLUTCH HOLDING LOW INTER. ROLLER CLUTCH CLUTCH LOW & REV BAND
(Engine Running)
ON OFF
When the gear selector lever is placed in the Neutral (N) position, mechanical power flow is identical to Park (P) range, except that the parking lock actuator assembly (710) is disengaged. The parking pawl return spring (705) releases the parking lock pawl (703) from the teeth on the output carrier assembly (661). With the parking lock pawl disengaged the output shaft is free to rotate allowing the vehicle to roll. The manual shaft (708) and manual valve (319) are in the Neutral position.
54
2 Power Transfers Through the Overdrive Planetary Gearset
OVERRUN CLUTCH HOUSING (504) TURBINE SHAFT (502) OVERDRIVE CARRIER ASSEMBLY TURBINE SHAFT (514) (502)
Powerflow Terminated
PUMP ASSEMBLY (4)
All clutches and bands are released and power flow is terminated at the forward clutch housing (602).
Neutral range may be selected for starting the engine when the vehicle is standing still or moving down the road.
CONVERTER HUB OUTPUT SHAFT ASSEMBLY (671)
Figure 50
PARKING PAWL (703) DISENGAGED PARKING PAWL RETURN SPRING (705)
54A
NEUTRAL
(Engine Running)
SOLENOID 1-2 2-3 OVERDRIVE MANUAL INTER. FOURTH OVERRUN ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH BAND CLUTCH HOLDING LOW INTER. ROLLER CLUTCH CLUTCH LOW & REV BAND
NEUTRAL
(Engine Running)
DIRECT CLUTCH ASSEMBLY (616623) INTERMEDIATE CLUTCH ASSEMBLY & CENTER SUPPORT (629640)
ON OFF
1a Manual Valve:
The manual valve is moved to the Neutral position and blocks line pressure from entering the reverse circuit. The reverse fluid circuit is opened to an exhaust at the manual valve.
1b Low and Reverse Band Servo Assembly:

3RD/REVERSE
REAR BAND APPLY
RBA fluid forces the #7 ball check valve against the lo fluid circuit and enters the reverse fluid circuit. Reverse fluid then flows through the 1-2 shift valve and to the manual valve where it exhausts.
1d Reverse Boost Valve
PRND43
DRIVE
PRND43
3RD/REVERSE
LO
ACTR FD
REV
1e
REVERSE
LINE

PRND4
PRN
REVERSE
LINE
BOOST
ORIFICED EX
2-3 SIGNAL
LINE (from Pump)
4TH CL FD EX FBA
PRN
PRN
PRN
SIGNAL
LINE
3RD/REV
TORQUE
1-2 SIG
REVERSE
FILTERED ACTR FD

PRN
EX
15
4TH CLUTCH
ORIFICED EX
54B
Figure 51
3-4 SHIFT
3RD CL
FILTER (302)
ACTUATOR FEED
4TH CL FD
3RD/REVERSE
Note: In Park, Reverse and Neutral the shift solenoids are shown in the First gear state. This is the normal operating state when the vehicle is stationary or at low vehicle speeds. However, the PCM will change the shift solenoid states depending on vehicle speed. For example, if Neutral range is selected when the vehicle is operating in Second gear, the shift solenoids will remain in a Second gear state. But with the manual valve in Neutral, line pressure is blocked, drive fluid exhausts and the transmission will shift into Neutral.
EX EX
TORQUE SIG
ACTUATOR FEED
EX
EX
LINE TORQUE SIGNAL
TORQUE SIGNAL
ACT FD LIMIT
PRND4
2c
2-3 SOL

2-3 SHIFT VALVE

3RD CLUTCH FEED
EX
N.O. OFF
#9
16
REVERSE
2b
#11 EX
1-2 SIGNAL
1d
2-3 DRIVE
5
2-3 SIGNAL
ACTUATOR FEED

Note: Allowing fluid to bypass an orifice when exhausting ensures a quick release of the clutch or band. This prevents the friction material from dragging and creating excess fluid temperatures or damaging the clutch or band.
EX
PRND4
CONV FD
REV DRIVE
DRIVE
REVERSE
2-3 SIGNAL
19
ACTUATOR FEED
Reverse fluid unseats the #9 ball check valve to bypass orifice #16, flows into the reverse circuit and exhausts past the manual valve.
SUCTION
PRND4
2c #9 Ball Check Valve:
PRESSURE REG
LINE
1-2 SOL EX N.O. ON
1-2 SHIFT VALVE

REV
TFP SWITCH
1-2 SIGNAL
REVERSE
3rd/reverse fluid from the inner area of the direct clutch piston exhausts past the #11 ball check valve and into the reverse circuit to the #9 ball check valve.
REVERSE
1-2 SIGNAL
2b #11 Ball Check Valve:
PRESSURE TAP (24)
20
Reverse fluid exhausts from the outer area of the direct clutch piston and past the manual valve.
PRND43
LUBE PIPE (39)
REAR
2a Direct Clutch:
AIR BLEED (210)
LUBE
2 DIRECT CLUTCH RELEASES
RND
FILTER (317)
ACTUATOR FEED
PRND4
REVERSE
PRND4 PRND43
REVERSE
PRN
LINE
D321 D 21 LO
MANUAL VALVE
Reverse fluid exhausts from the TFP manual valve position switch and past the manual valve, signaling the powertrain control module (PCM) that the transmission is in either Neutral (N) or Park (P).
PRN
ACTR FD
LO
EX
EX
RBA
1e Transmission Fluid Pressure (TFP) Manual Valve Position Switch:
1a
Reverse fluid exhausts from the reverse boost valve, allowing line pressure to return to the normal operating range as in Park, Neutral and Overdrive gear ranges.
REVERSE
2ND ACCUM
FBA
3RD/REVERSE
Rear Band Apply (RBA) fluid exhausts from the low and reverse band servo to the #7 ball check valve allowing the low and reverse band to release.

2ND CL
1b
23
1c
#7
REVERSE
1 LOW AND REVERSE BAND RELEASES
3RD/REVERSE
REVERSE
When the gear selector lever is moved to the Neutral (N) position, the hydraulic and electrical system operation is identical to Park (P) range. However, if Neutral is selected after the vehicle was operating in Reverse (R), the following changes would occur in the hydraulic system:
2a
55
OVERDRIVE RANGE FIRST GEAR

1 POWER FROM TORQUE CONVERTER (1) 2 POWER TRANSFERS THROUGH OVERDRIVE PLANETARY GEARSET OVERDRIVE ROLLER CLUTCH (512) HOLDING 3 FORWARD CLUTCH APPLIED 5 SUN GEAR (650) DRIVEN 7 4 6 LOW REAR REACTION REACTION ROLLER INTERNAL INTERNAL CARRIER CLUTCH ASSEMBLY GEAR GEAR (644) (666) DRIVEN (651) HOLDING DRIVING HELD
1-2

SOLENOID 2-3 FOURTH OVERRUN CLUTCH CLUTCH OVERDRIVE MANUAL INTER. ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH BAND CLUTCH HOLDING APPLIED LOW INTER. ROLLER CLUTCH CLUTCH HOLDING LOW & REV BAND ON OFF
* HOLDING BUT NOT EFFECTIVE
8 POWER TO DIFFERENTIAL ASSEMBLY
In Overdrive Range D - First Gear, torque from the engine is multiplied through the torque converter and transmission gear sets to the vehicles drive shaft. The planetary gears operate in reduction to achieve a First gear starting ratio of approximately 2.48:1. The manual shaft (708) and manual valve (319) are in the Overdrive D position.
TURBINE SHAFT (502) DIRECT CLUTCH HUB (615)
CASE (7)
56
3 Foward Clutch Applied
FORWARD CLUTCH APPLIED OVERDRIVE CARRIER ASSEMBLY (514)
MAIN SHAFT (662)
The forward clutch plates (610, 611) are applied and power flow is directed to the forward clutch hub (613). The main shaft (662) is splined to the forward clutch hub and transfers power flow to the rear internal gear (666).
4 Rear Internal Gear Driving
The output carrier pinion gears are in mesh with and driven by the rear internal gear.
5 Sun Gear Driven
The sun gear (650) is in mesh with both the output and reaction carrier pinion gear sets. The output carrier pinion gears drive the sun gear which in turn drives the reaction carrier pinion gears.
6 Reaction Internal Gear Driven
OVERDRIVE ROLLER CLUTCH (512) HOLDING OUTPUT CARRIER ASSEMBLY (661) DRIVEN
TURBINE SHAFT (502)
The reaction carrier pinion gears are in mesh with the internal gear of the output carrier assembly (661). The reaction pinion gears attempt to rotate counterclockwise on their pins and walk around the internal gear of the output carrier.
7 Low Roller Clutch Holding
REAR INTERNAL GEAR (666) DRIVING
The low roller clutch assembly (644), located between the reaction carrier and the center support (640) which is splined to the case, engages and holds the reaction carrier assembly from rotating counterclockwise.
8 Power to Differential Assembly
LOW ROLLER CLUTCH (644) HOLDING
SUN GEAR (650) DRIVEN
With the reaction carrier held, the reaction pinion gears drive the output carrier assembly and output shaft to achieve the First gear starting ratio of approximately 2.48:1.
MAIN SHAFT (662) REACTION INTERNAL GEAR DRIVEN
When the throttle is released in Overdrive Range - First Gear, power from the vehicle wheels drives the transmission components faster than engine torque is driving them. This causes both the lo roller clutch and the overdrive roller clutch to overrun and allow the vehicle to coast. See Manual First (page 72A) for a description of power flow during coast conditions in First gear. As vehicle speed increases, less torque multiplication is needed for maximum efficiency. Therefore, it is desirable to shift the transmission to a lower gear ratio, or Second gear.
REACTION CARRIER ASSEMBLY (651) HELD
Figure 52
56A

SOLENOID 1-2 2-3 OVERDRIVE MANUAL INTER. FOURTH OVERRUN ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH BAND CLUTCH HOLDING APPLIED LOW INTER. ROLLER CLUTCH CLUTCH HOLDING LOW & REV BAND ON OFF

When the gear selector lever is moved to the Overdrive Range D position from the Neutral (N) position the following changes occur to shift the transmission into Overdrive Range - First Gear.
1 MANUAL VALVE:
2a
In the Overdrive position the manual valve routes line pressure into the drive fluid circuit. The manual valve also blocks line pressure from entering the PRN fluid circuit and opens the PRN fluid circuit to exhaust.
2 FORWARD CLUTCH APPLIES: 2a Forward Clutch Assembly:
2ND CL
2b Transmission Fluid Pressure (TFP) Manual Valve Position Switch:

PRND43
3d
21
2ND CLUTCH
Drive fluid is routed to the forward clutch piston to apply the forward clutch plates and obtain a First gear ratio through the transmission gear sets.
DRIVE
4TH CLUTCH
3RD CLUTCH
EX 4TH ACCUMULATOR 3RD ACCUMULATOR
REAR BAND APPLY
Drive fluid is routed to the TFP manual valve position switch to signal the powertrain control module (PCM) that the transmission is in Overdrive Range D .
3 SHIFT ACCUMULATION: 3a Accumulator Valve:
FBA
DRIVE
4TH ACCUM
PRN
DRIVE
ACCUM
DRIVE
3d Low and Reverse Band Servo (1-2 Accumulator):
REAR
PRND43
1-2 SIGNAL
2b
LO
REV
PRESSURE REG
TORQUE SIGNAL
LINE
CONV FD
BOOST
ORIFICED EX
2-3 SIGNAL
LINE (from Pump)
EX EX
TORQUE SIG
ACTUATOR FEED
EX
EX
4b #21 and #22 Orifices:
LINE

TCC SIGNAL
ORIFICED REG APPLY
FILT 2-3 DR
TORQUE
LINE
FILTERED ACTR FD

EX
PRN
TCC REG
OFF
EX
3-4 SHIFT
15
REGULATED APPLY
4TH CLUTCH
ORIFICED EX
4TH CL FD
1-2 SIG
FILTER (302)
ACTUATOR FEED
56B
Figure 53
The two orifices (#21 and #22) between the 2nd clutch circuit and drive circuit allow drive fluid to bleed into the 2nd clutch circuit in First gear (when 2nd clutch fluid is not present). This prevents air from accumulating in the 2nd clutch fluid circuit through the orificed cup plug in the center support. However, the orifices do not allow enough pressure to build in the circuit to move the intermediate clutch piston. Air in the circuit would create excess cushion when applying the intermediate clutch.
4TH CL FD EX FBA
PRN
TORQUE SIGNAL
PRN
PRN
LINE
SIGNAL
Drive fluid is routed to the 1-2 shift valve in preparation for an upshift to second gear.
REVERSE
ACT FD LIMIT
PRND4
2-3 SOL
2-3 SHIFT VALVE

3RD CLUTCH FEED
EX
N.O. OFF
EX
1-2 SIGNAL
2-3 DRIVE
5
2-3 SIGNAL
4 FLUID PRESSURE DIRECTED IN PREPARATION FOR A SHIFT: 4a 1-2 Shift Valve:
PRN
LINE
ACTUATOR FEED

EX
PRND4
Note: Some HYDRA-MATIC 4L80-E applications use a ball check valve (#2) in the case cavity between the accumulator fluid circuit and the 2nd accumulator fluid circuit. Refer to the appropriate General Motors Service Manual for specific application.
LINE SUCTION
ACTR FD
REV EX
PRND4
REV
TFP SWITCH
DRIVE
REV
2-3 SIGNAL
19
DRIVE
PRESSURE TAP (24)
FILTERED ACTUATOR FEED DRIVE 2-3 DRIVE
20
4a
3b
1-2 SOL EX N.O. ON
1-2 SHIFT VALVE
REVERSE
1-2 SIGNAL
ACTUATOR FEED
Accumulator fluid is also routed into the 2nd accumulator circuit and acts on the 1-2 accumulator piston in the low and reverse band servo. The low and reverse band servo functions as an accumulator for 2nd clutch fluid to cushion the intermediate clutch apply in Second gear.
AIR BLEED (210)
LUBE
RND
LO
PRND43
LUBE PIPE (39)
3c
3RD ACCUM
4TH ACCUM
Accumulator fluid seats the #6 ball check valve, is forced through orifice #8 into the 4th accumulator circuit and fills the 4th accumulator with fluid.
ACTUATOR FEED
PRN
PRND4 PRND43
REVERSE
PRND4
LINE
D321 D 21 LO
MANUAL VALVE
DRIVE
ORIFICED ACCUM
#6
#5
FILTER (317)
3a
ACCUM
ACCUM
EX
EX
TORQUE SIG
Accumulator fluid seats the #5 ball check valve, is forced through orifice #9 into the 3rd accumulator circuit and fills the 3rd accumulator with fluid.
4TH CLUTCH
DRIVE
DRIVE
ACTR FD
ACCUMULATOR
ACCUMULATOR
14
Drive fluid is also directed to the accumulator valve where it is regulated into accumulator fluid pressure in response to torque signal fluid pressure and accumulator valve spring force.
TORQUE SIGNAL
#2
22
3RD ACCUM
2ND ACCUM
4b
57
OVERDRIVE RANGE SECOND GEAR

1 POWER FROM TORQUE CONVERTER (1) 2 POWER TRANSFERS THROUGH OVERDRIVE PLANETARY GEARSET OVERDRIVE ROLLER CLUTCH (512) HOLDING 3 FORWARD CLUTCH APPLIED 5 INTERMEDIATE CLUTCH APPLIED 6 10 8 INTERMEDIATE LOW OUTPUT SPRAG ROLLER CARRIER CLUTCH CLUTCH ASSEMBLY (624) (644) (661) HOLDING OVERRUNNING DRIVEN 7 SUN GEAR (650) HELD 4 REAR INTERNAL GEAR (666) DRIVING

SOLENOID 1-2 2-3 FOURTH OVERRUN CLUTCH CLUTCH OVERDRIVE MANUAL INTER. ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH BAND CLUTCH HOLDING APPLIED LOW INTER. ROLLER CLUTCH CLUTCH LOW & REV BAND OFF OFF HOLDING APPLIED HOLDING
As vehicle speed increases, input signals from the transmission speed sensors (input and output), throttle position (TP) sensor, and other vehicle sensors are sent to the powertrain control module (PCM). The PCM processes this information to determine the precise moment to shift the transmission. In Second gear, the planetary gear sets continue to operate in reduction at a gear ratio of approximately 1.48:1.
DIRECT CLUTCH HOUSING 623 HELD
INTERMEDIATE SPRAG CLUTCH (624) HOLDING
SUN GEAR SHAFT (649) HELD
58
3 Foward Clutch Applied
MAIN SHAFT (662)
Rear Internal Gear Driving
5 Intermediate Clutch Applied
The intermediate clutch plates (631, 632) are applied and hold the intermediate sprag outer race.
6 Intermediate Sprag Clutch Holding
TURBINE SHAFT (502)
The intermediate sprag clutch (624), located between the direct clutch housing and intermediate sprag outer race (625), engages. With the outer race held, the direct clutch housing and sun gear shaft are also held.
7 Sun Gear Held
The sun gear (650) is splined to the sun gear shaft and is also held.
Output Carrier Driven
INTERMEDIATE CLUTCH APPLIED
CASE (7)
OUTPUT CARRIER ASSEMBLY (661) DRIVEN SUN GEAR (650) HELD
The output carrier pinion gears walk around the stationary sun gear. This drives the output carrier assembly (661) to achieve a Second gear ratio.
The output carrier assembly is splined to the output shaft (671), and power is delivered to the differential assembly.
10 Low Roller Clutch Overruns
The output carrier also drives the reaction carrier pinion gears which, similar to the output carrier pinion gears, walk around the stationary sun gear. This drives the reaction carrier (651) clockwise and overruns the low roller clutch (644).
MAIN SHAFT (662)
INTERMEDIATE SPRAG CLUTCH OUTER RACE (625) HELD
In Overdrive Range - Second Gear, the intermediate sprag clutch and overdrive roller clutch (512) overrun when the throttle is released to allow the vehicle to coast. See Manual Second (page 70A) a for description of power flow during coast conditions. As vehicle speed increases, less torque multiplication is needed to move the vehicle efficiently. Therefore, it is desirable to shift the transmission to a lower gear ratio, or Third gear.
Figure 54
58A

SOLENOID 1-2 2-3 OVERDRIVE MANUAL INTER. FOURTH OVERRUN ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH BAND CLUTCH HOLDING APPLIED LOW INTER. ROLLER CLUTCH CLUTCH LOW & REV BAND OFF OFF HOLDING APPLIED HOLDING

FORWARD CLUTCH ASSEMBLY (602616) INTERMEDIATE CLUTCH ASSEMBLY & CENTER SUPPORT (629640)
As vehicle speed increases, the powertrain control module (PCM) receives input signals from both the input and output speed sensors, the throttle position (TP) sensor and other vehicle sensors to determine the precise moment to de-energize or turn OFF the 1-2 shift solenoid (SS) valve. The 1-2 SS valve is OFF when the PCM eliminates the path to ground for that circuit.
DRIVE
1d
1 INTERMEDIATE CLUTCH APPLIES 1a 1-2 Shift Solenoid (SS) Valve:
The 1-2 SS valve and the 2-3 SS valve are de-energized, allowing 1-2 signal and 2-3 signal fluids to exhaust and create low pressure in these circuits.
1b 1-2 Shift Valve:
2ND CL
Actuator feed fluid pressure and 1-2 shift valve spring force move the 1-2 shift valve into the upshifted position. Drive fluid is routed through the 1-2 shift valve and into the 2-3 drive fluid circuit.
FRONT BAND APPLY
2ND CLUTCH 4TH CLUTCH
2ND CLUTCH
PRND43
1d Intermediate Clutch:
DRIVE
PRN
D 21
EX
EX
TORQUE SIG
ACCUM
ACTUATOR FEED
PRND4 PRND43
LINE
REVERSE
PRND4
D321
LO
20
1-2 SIGNAL
PRND43
LO
REV
FRONT BAND APPLY
PRESSURE REG
LINE
ACTR FD
REV EX
PRND4
2-3 DRIVE
TORQUE SIGNAL
SUCTION LINE
REV

PRND4
LO
TFP SWITCH
DRIVE
2c Manual 2-1 Band Servo:
LINE (from Pump)
EX EX
TORQUE SIG
ACTUATOR FEED
EX
EX
LINE FILTER (75)

4TH CL FD EX FBA
PRN
TORQUE SIGNAL
TCC SIGNAL
ORIFICED REG APPLY
FILT 2-3 DR
TORQUE
EX
LINE
FILTERED ACTR FD

OFF
EX
58B
PRN
TCC REG
REGULATED APPLY
3-4 SHIFT
15
4TH CLUTCH
ORIFICED EX
4TH CL FD
1-2 SIG
3a
FILTER (302)
ACTUATOR FEED
Figure 55
2-3 drive fluid is also directed through the PWM solenoid screen, into the filtered 2-3 drive circuit and to the TCC (PWM) solenoid valve. Figure 55 shows the TCC (PWM) solenoid valve de-energized, thereby blocking filtered 2-3 drive fluid from entering the TCC signal circuit at the solenoid. This keeps the converter clutch in the released position under normal operating conditions. (See Electrical Components section.)
LINE
SIGNAL
3 TORQUE CONVERTER CLUTCH RELEASED 3a TCC (PWM) Solenoid Valve:
FRONT BAND APPLY
FILTERED 2-3 DRIVE
2-3 DRIVE
REVERSE
ACT FD LIMIT
PRND4
2-3 SOL
2-3 SHIFT VALVE

3RD CLUTCH FEED
EX
N.O. OFF
EX
1-2 SIGNAL
2-3 drive fluid is also routed through the 2-3 shift valve, which is in the downshifted position, and into the Front Band Apply (FBA) circuit. FBA fluid seats the #3 ball check valve and is orificed to the apply side of the manual 2-1 band servo piston. With PRND43 fluid pressure and spring force acting on the release side of the piston, the manual 2-1 band stays in the released position. FBA fluid has no effect in Overdrive Range - Second Gear.
LINE
BOOST
ORIFICED EX
2-3 SIGNAL
2-3 DRIVE
2-3 SIGNAL
ACTUATOR FEED

EX
PRND4
CONV FD
REV
DRIVE
19 4
2nd accumulator fluid is forced out of the low and reverse band servo when 2nd clutch fluid pressure moves the 1-2 accumulator piston and compresses the 1-2 accumulator piston spring. 2nd accumulator fluid flows into the accumulator and orificed accumulator fluid circuits. Orificed accumulator fluid pressure and accumulator spring force regulate the accumulator valve against torque signal fluid pressure. This allows excess 2nd accumulator fluid to exhaust into the lo circuit and past the manual valve.
2-3 SIGNAL
2b Accumulator Valve:
PRESSURE TAP (24)

LO
1b
1a
1-2 SOL

1-2 SHIFT VALVE
EX
N.O. OFF
REVERSE
1-2 SIGNAL
ACTUATOR FEED
2nd clutch fluid is also sent to the 1-2 accumulator piston in the low and reverse band servo assembly. 2nd clutch fluid is forced against 2nd accumulator fluid pressure and 1-2 accumulator piston spring force to cushion the apply of the intermediate clutch.
PRND43
REAR
AIR BLEED (210)
DRIVE
LUBE
RND
LUBE PIPE (39)
LO
3RD ACCUM
4TH ACCUM
2 SHIFT ACCUMULATION 2a Low and Reverse Band Servo (1-2 Accumulator):
MANUAL VALVE
DRIVE
ORIFICED ACCUM
#6
#5
FILTER (317)
2b
ACCUM
ACCUM
4TH CLUTCH
DRIVE
DRIVE
ACTR FD
ACCUMULATOR
ACCUMULATOR
14
2nd clutch fluid is directed to the intermediate clutch piston to apply the intermediate clutch plates and achieve Second gear. Note: The two orifices (#21 and #22) between the 2nd clutch circuit and drive circuit allow drive fluid to bleed into the 2nd clutch circuit in First gear (when 2nd clutch fluid is not present). This prevents air from accumulating in the 2nd clutch fluid circuit through the orificed cup plug in the center support. However, the orifices do not allow enough pressure to build in the circuit to move the intermediate clutch piston. Air in the circuit would create excess cushion when applying the intermediate clutch.
REAR BAND APPLY
DRIVE
4TH ACCUM
TORQUE SIGNAL
FBA
#2
22
3RD ACCUM
12
2ND ACCUM
21 18 17
2-3 DRIVE
2-3 drive fluid seats the #4 ball check valve, passes through two orifices (#17 and #18) and enters the 2nd clutch fluid circuit.
2a
2ND CLUTCH
2c

1c
3RD CLUTCH
EX
#3
#4
4TH ACCUMULATOR
3RD ACCUMULATOR
59
OVERDRIVE RANGE THIRD GEAR

1 POWER FROM TORQUE CONVERTER (1) 10 9a 9 5 3 2 7 6 4 LOW POWER OVERDRIVE FORWARD DIRECT INTERMEDIATE INTERMEDIATE OUTPUT SUN REAR ROLLER SPRAG CLUTCH CLUTCH CLUTCH TRANSFERS ROLLER CARRIER GEAR INTERNAL CLUTCH CLUTCH APPLIED APPLIED APPLIED THROUGH CLUTCH ASSEMBLY (650) GEAR (644) (624) OVERDRIVE (512) (661) DRIVING (666) OVERRUNNING OVERRUNNING DRIVEN PLANETARY HOLDING DRIVING GEARSET

SOLENOID 1-2 2-3 FOURTH OVERRUN CLUTCH CLUTCH OVERDRIVE MANUAL INTER. ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH BAND CLUTCH HOLDING APPLIED APPLIED LOW INTER. ROLLER CLUTCH CLUTCH LOW & REV BAND OFF ON OVERRUN APPLIED HOLDING
As vehicle speed increases further, input signals from both transmission speed sensors (input and output), throttle position (TP) sensor, and other vehicle sensors are sent to the PCM. The PCM uses this information to determine the precise moment to shift the transmission into Third gear. In Third gear, all three planetary gear sets rotate at the same speed, providing a 1:1 direct drive gear ratio between the converter turbine and output shaft.
2
DIRECT CLUTCH APPLIED
INTERMEDIATE CLUTCH APPLIED INTERMEDIATE SPRAG CLUTCH (624) OVERRUNNING
SUN GEAR SHAFT (649)
60
Forward Clutch Applied
FORWARD CLUTCH APPLIED OVERDRIVE CARRIER ASSEMBLY (514) FORWARD CLUTCH HUB (613)
4
MAIN SHAFT (662)
Rear Internal Gear Driving
5 Direct Clutch Applied
The direct clutch plates are applied and engine torque is transferred from the forward clutch housing to the direct clutch housing (623).
6 Sun Gear Driving
The sun gear shaft (649), splined to both the direct clutch housing and sun gear (650), transfers power flow to the sun gear.
Output Carrier Driven
OVERDRIVE ROLLER CLUTCH (512) HOLDING OUTPUT CARRIER ASSEMBLY (661) DRIVEN
TURBINE SHAFT (502)
With the sun gear and rear internal gear both turning at converter turbine speed, the output carrier pinion gears are locked and force the output carrier assembly to rotate at the same speed.
The output shaft assembly (671) is connected to the output carrier and provides the power output to the vehicle drive shaft to obtain a 1:1 direct drive gear ratio through the transmission gear sets.
9 Intermediate Clutch Applied
CASE (7)
SUN GEAR (650) DRIVING
The intermediate clutch plates (631, 632) are applied and hold the intermediate sprag outer race (625) stationary to the case.
9a Intermediate Sprag Clutch Overruns
With the direct clutch housing rotating clockwise, the intermediate sprag clutch (624) overruns and does not affect power flow.
10 Low Roller Clutch Overruns
MAIN SHAFT (662)
The reaction carrier pinion gears are also locked between the output carrier and sun gear which are both driving at converter turbine speed. This drives the reaction carrier assembly in a clockwise direction, causing the low roller clutch (644) to overrun.
In Overdrive Range - Third Gear the overdrive roller clutch (512) overruns when the throttle is released to allow the vehicle to coast. See Manual Third (page 66A) for a description of power flow during coast conditions. As vehicle speed increases, less torque multiplication is required to operate the engine efficiently. Therefore, it is desirable to shift to an overdrive gear ratio, or Fourth gear.
Figure 56
60A

SOLENOID 1-2 2-3 OVERDRIVE MANUAL INTER. FOURTH OVERRUN ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH BAND CLUTCH HOLDING APPLIED APPLIED LOW INTER. ROLLER CLUTCH CLUTCH LOW & REV BAND OFF ON OVERRUN APPLIED HOLDING

FORWARD CLUTCH ASSEMBLY (602616) DIRECT CLUTCH ASSEMBLY (616623) INTERMEDIATE CLUTCH ASSEMBLY & CENTER SUPPORT (629640)
As vehicle speed increases, the PCM receives input signals from both speed sensors, the TP sensor and other vehicle sensors to determine the precise moment to energize or turn ON the 2-3 shift solenoid (SS) valve. The 2-3 solenoid is ON when the PCM provides a path to ground for that electrical circuit. This prevents 2-3 signal fluid from exhausting at the 2-3 SS valve, thereby increasing 2-3 signal fluid pressure.
1 DIRECT CLUTCH APPLIES 1a 2-3 Shift Solenoid (SS) Valve Eneergized:
DRIVE
3RD/REVERSE

2ND CL
2ND CLUTCH
2ND CLUTCH
2-3 drive fluid is routed through the 2-3 shift valve and enters the 3rd clutch feed circuit.
EX
3RD/REVERSE
FRONT BAND APPLY
PRND43
REAR BAND APPLY
FBA
DRIVE
1d #11 Ball Check Valve:
12
18
17
DRIVE
PRN
ACTUATOR FEED
PRND4 PRND43
LINE
REVERSE
PRND4
D321
LO
20
PRND43
LO
REV
3RD/REVERSE
FRONT BAND APPLY
PRESSURE REG
LINE
ACTR FD
REV EX
PRND4
2-3 DRIVE
TORQUE SIGNAL
REV
LINE

PRND4
LO
N.O. OFF
REVERSE 2-3 SIGNAL

1-2 SIGNAL
DRIVE
BOOST
ORIFICED EX
2-3 SIGNAL
2-3 SIGNAL
LINE (from Pump)
TORQUE SIG
ACTUATOR FEED
PRN
FILTER (75)
SIGNAL
LINE
TCC SIGNAL
ORIFICED REG APPLY
FILT 2-3 DR
TORQUE
3RD/REV
1-2 SIG
OFF
EX
60B
PRND4 fluid is also routed through the upshifted 2-3 shift valve. This fluid enters the 4th clutch feed circuit and is directed to the downshifted 3-4 shift valve (308) in preparation for a shift to 4th gear.
LINE
FILTERED ACTR FD

TCC REG
REGULATED APPLY
PRN
3-4 SHIFT
3RD CL
EX
4TH CL FD
15
REVERSE
5 PREPERATION FOR SHIFT TO FOURTH GEAR:
4a
FILTER (302)
ACTUATOR FEED
4TH CLUTCH
ORIFICED EX
EX
Figure 57
3RD/REVERSE
FRONT BAND APPLY
FILTERED 2-3 DRIVE

2-3 DRIVE
Filtered 2-3 drive fluid is still available at the TCC (PWM) solenoid valve. However, under normal operating conditions the PCM keeps the pulse width modulated (PWM) solenoid de-energized. Filtered 2-3 drive fluid exhausts through the solenoid, thereby keeping the torque converter clutch released.
4TH CL FD EX FBA
TORQUE SIGNAL
N.O.
ON
3RD CLUTCH FEED

11
1b
#8
1c
3a
#11
1d
LINE
2-3 SHIFT VALVE
EX EX
EX
EX
REVERSE
ACT FD LIMIT
PRND4
2-3 SOL EX
1-2 SIGNAL
2-3 DRIVE
3RD CLUTCH
Front Band Apply (FBA) fluid is open to an exhaust port at the 2-3 shift valve, allowing FBA fluid to exhaust from the front servo assembly, thus releasing the manual 2-1 band.
LINE
ACTUATOR FEED

EX
PRND4
3 MANUAL 2-1 BAND SERVO RELEASES 3a 2-3 Shift Valve:
CONV FD
REV
DRIVE
ACTUATOR FEED
19 4

1a
SUCTION
TFP SWITCH
Accumulator fluid flows through orifice #6 and enters the orificed accumulator circuit. Orificed accumulator fluid pressure and spring force regulate the accumulator valve against torque signal fluid pressure to exhaust excess accumulator fluid through the valve, into the lo fluid circuit and past the manual valve.
1-2 SIGNAL
2c Accumulator Valve:
PRESSURE TAP (24)

LO
2b
1-2 SOL

1-2 SHIFT VALVE

EX
3rd accumulator fluid is forced out of the 3rd accumulator when 3rd clutch fluid pressure moves the piston and compresses the spring. 3rd accumulator fluid unseats the #5 ball check valve and enters the accumulator fluid circuit.
REAR
PRND43
AIR BLEED (210)
DRIVE
LUBE
RND
LUBE PIPE (39)
LO
3RD ACCUM
4TH ACCUM
2b # 5 Ball Check Valve:
FILTER (317)
2c
ACCUM
3rd clutch fluid is directed to the 3rd accumulator piston (405). The piston is forced against 3rd accumulator fluid pressure and 3rd clutch accumulator spring (50) force to cushion the apply of the direct clutch plates.
D 21
EX
EX
TORQUE SIG
ACCUM
MANUAL VALVE
DRIVE
ORIFICED ACCUM
#6
#5
ACCUM
4TH CLUTCH
DRIVE
DRIVE
ACTR FD
ACCUMULATOR
3RD CLUTCH
2 SHIFT ACCUMULATION 2a 3rd Accumulator:
ACCUMULATOR
14
3rd clutch fluid seats the #11 ball check valve against the reverse circuit and enters the 3rd/reverse circuit. 3rd/reverse fluid is directed to the inner area of the direct clutch piston (619) where it applies the direct clutch plates (611, 618) to obtain Third gear.
#2
22
4TH ACCUM
TORQUE SIGNAL
3RD ACCUM
2ND ACCUM
21
2-3 DRIVE
3rd clutch feed fluid seats the #8 ball check valve, flows through an orifice and enters the 3rd clutch circuit.
#3
#4
4TH ACCUMULATOR
3RD ACCUMULATOR
2a
1b 2-3 Shift Valve:
4TH CLUTCH
3RD CLUTCH
High 2-3 signal fluid pressure (dark blue) overcomes the force from actuator feed fluid and the 2-3 shift valve return spring (309) and moves the 2-3 shift valve (312) to the upshifted position.
2ND CLUTCH
3RD/REVERSE
61
OVERDRIVE RANGE FOURTH GEAR

6 4 5 3 2 1 LOW POWER FROM FOURTH OVERDRIVE OVERDRIVE OVERDRIVE OVERDRIVE FORWARD DIRECT INTERMEDIATE INTERMEDIATE ROLLER CARRIER INTERNAL SUN ROLLER SPRAG CLUTCH CLUTCH CLUTCH CLUTCH TORQUE CLUTCH ASSEMBLY GEAR GEAR CLUTCH CLUTCH APPLIED APPLIED APPLIED CONVERTER APPLIED (512) (514) DRIVEN HELD (644) (624) (1) OVERRUNNING DRIVING OVERRUNNING OVERRUNNING

SOLENOID 1-2 2-3 FOURTH OVERRUN CLUTCH CLUTCH OVERDRIVE MANUAL INTER. ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH BAND CLUTCH OVERRUN APPLIED APPLIED LOW INTER. ROLLER CLUTCH CLUTCH LOW & REV BAND ON ON APPLIED OVERRUN APPLIED HOLDING
POWER TO DIFFERENTIAL ASSEMBLY
To maximize engine performance and fuel economy, a Fourth gear (Overdrive) is used to achieve an approximate ratio of .75:1 through the transmission gear sets to the vehicle drive shaft. This allows the vehicle to maintain a given road speed with less engine output speed. The converter clutch is applied and converter turbine speed equals engine speed (see torque converter, page 12).
2 Fourth Clutch Applied
The 4th clutch plates (525, 526) are splined to the 4th clutch housing (529) and overrun clutch housing (504). The 4th clutch housing is held stationary to the transmission case by the 4th clutch feed bolt (26). The 4th clutch plates are applied and hold the overrun clutch housing stationary.
3 Overdrive Sun Gear Held
The sun gear in the overdrive planetary gear set is part of the overrun clutch housing assembly and is also held stationary.
4
OVERDRIVE INTERNAL GEAR DRIVEN FORWARD CLUTCH APPLIED FORWARD CLUTCH HUB (613) MAIN SHAFT (662)
Overdrive Carrier Assembly Driving
4TH CLUTCH APPLIED
OVERDRIVE CARRIER OVERDRIVE ASSEMBLY SUN (514) OVERRUN GEAR DRIVING CLUTCH HELD HOUSING (504)
Engine torque is transferred through the turbine shaft to the overdrive carrier assembly (514). As the overdrive carrier assembly rotates clockwise, the overdrive carrier pinion gears rotate on their pins as they walk around the stationary overdrive sun gear.
5 Overdrive Internal Gear Driven
The overdrive carrier pinion gears are also in mesh with the overdrive internal gear which is part of the forward clutch housing (602). The gear ratio through the overdrive planetary gearset is approximately .75:1.
6 Overdrive Roller Clutch Overruns
TURBINE SHAFT (502) OVERDRIVE ROLLER CLUTCH (512) OVERRUNNING 4TH CLUTCH FEED BOLT (26) CASE (7) TURBINE SHAFT (502)
With the overdrive carrier rotating around the stationary overrun clutch housing, the overdrive roller clutch (512) overruns.
Power flow from the forward clutch housing to the output shaft (671) is the same as Overdrive Range - Third Gear. Refer to page 60A for a description of this power flow. With power flow between the forward clutch housing and the output shaft a 1:1 direct drive ratio, the overall transmission gear ratio is .75:1. When the throttle is released in Overdrive Range - Fourth Gear, the vehicle is not allowed to coast. This is due to the 4th clutch plates holding the overrun clutch housing and sun gear stationary. With power flow driving from the vehicle drive shaft, the forward clutch housing attempts to drive the overdrive carrier pinions and overdrive carrier assembly faster than engine speed drives the turbine shaft. However, the turbine shaft and overdrive carrier are splined together and must turn at the same speed. Because neither the roller clutches nor the sprag is used in driving the vehicle during acceleration, there are no elements to overrun to allow the vehicle to coast in Fourth gear. Therefore, engine compression slows the vehicle when the throttle is released until the transmission downshifts into Overdrive Range Third Gear. In Third gear, the overdrive roller clutch is used as a driving member and will overrun when the throttle is released to allow the vehicle to coast. However, due to the gear ratio in Overdrive, engine compression braking is not as noticeable by the driver as it is in the Manual gear ranges.
CASE (7)
OUTPUT CARRIER ASSEMBLY (661) SUN GEAR (650)
REAR INTERNAL GEAR (666)
INTERMEDIATE SPRAG CLUTCH (624) OVERRUNNING
MAIN SHAFT (662) CENTER SUPPORT AND RACE ASSEMBLY (640)
62
Figure 58
62A

(Torque Converter Clutch Released)
SOLENOID 1-2 2-3 FOURTH OVERRUN CLUTCH CLUTCH APPLIED OVERDRIVE MANUAL INTER. ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH BAND CLUTCH OVERRUN APPLIED APPLIED LOW INTER. ROLLER CLUTCH CLUTCH LOW & REV BAND

4TH CLUTCH ASSEMBLY (523533) FORWARD CLUTCH ASSEMBLY (602616) DIRECT CLUTCH ASSEMBLY (616623) INTERMEDIATE CLUTCH ASSEMBLY & CENTER SUPPORT (629640)
ON ON
OVERRUN APPLIED HOLDING
DRIVE
1 4TH CLUTCH APPLIED 1a 1-2 Shift Valve:
2ND CL
2ND CLUTCH
2ND CLUTCH
4TH CLUTCH
2a
EX
3RD/REVERSE
#4
4TH ACCUMULATOR
3RD ACCUMULATOR
REAR BAND APPLY
#2
22
4TH ACCUM
14

DRIVE
PRN
D 21
EX
EX
ACCUM
TORQUE SIG
ACTUATOR FEED
PRND4 PRND43
LINE
REVERSE
PRND4
D321
LO
LUBE
P
AIR BLEED (210)
RND
REAR
DRIVE
20
PRND43
REV
3RD/REVERSE
PRESSURE REG
LINE
ACTR FD
REV EX
2 2-3 SHIFT ACCUMULATION 2a 4th Accumulator:
LO
LINE
BOOST
ORIFICED EX
2-3 SIGNAL
2-3 SIGNAL
LINE (from Pump)
EX EX
4TH CL FD EX FBA
PRN
FILTER (75) 4TH CLUTCH

ORIFICED REG APPLY
3
SIGNAL
TCC SIGNAL
FILT 2-3 DR
TORQUE
3RD/REV
1-2 SIG
LINE
EX
OFF
EX
62B
Figure 59
PRN
TCC REG
REGULATED APPLY
10

3-4 SHIFT
Figure 61 shows the TCC (PWM) solenoid valve de-energized by the PCM. The TCC (PWM) solenoid valve regulates filtered 2-3 drive fluid into the TCC signal circuit. Refer to pages 64 and 65 for a detailed description of TCC Apply.
4TH CL
FILTERED ACTR FD
#10
3RD CL
4TH CL FD
15
EX
REVERSE
3a
FILTER (302)
ACTUATOR FEED
LINE
3RD/REV
FILTERED 2-3 DRIVE

2-3 DRIVE
TORQUE SIGNAL
N.O.
ON
3RD CLUTCH FEED
#8
1c
1b
11
#11
LINE
2-3 SHIFT VALVE
Accumulator fluid passes through orifice #6 and enters the orificed accumulator circuit. Orificed accumulator fluid pressure and spring force regulate the accumulator valve against torque signal fluid pressure. This action exhausts excess accumulator fluid through the valve, into the lo fluid circuit and past the manual valve.
TORQUE SIG
ACTUATOR FEED
EX
2c Accumulator Valve:
EX
REVERSE
ACT FD LIMIT
PRND4
2-3 SOL EX
1-2 SIGNAL
2-3 DRIVE
3RD CLUTCH
4th accumulator fluid unseats the #6 ball check valve and enters the accumulator fluid circuit.
ACTUATOR FEED

EX
PRND4
4th clutch fluid is also directed to the 4th accumulator piston. The 4th accumulator piston is forced against 4th accumulator fluid pressure and 4th accumulator spring force to cushion the apply of the 4th clutch plates. 4th accumulator fluid is forced out of the 4th accumulator when 4th clutch fluid pressure moves the piston and compresses the spring.
PRND4
2-3 DRIVE
TORQUE SIGNAL
4TH CLUTCH
REV
LINE

PRND4
LO
N.O.
ON
REVERSE 2-3 SIGNAL

1-2 SIGNAL
DRIVE
CONV FD
REV
DRIVE
ACTUATOR FEED
19 4

1a
SUCTION
TFP SWITCH
2-3 DRIVE
1-2 SIGNAL
PRESSURE TAP (24)

LO
1-2 SOL EX
1-2 SHIFT VALVE

PRND43
LUBE PIPE (39)
2b
LO
3RD ACCUM
4TH ACCUM
2c
Note: Orifice #7 between the 4th clutch circuit and drive circuit allows drive fluid to bleed into the 4th clutch circuit in all other gear ranges when 4th clutch fluid is not present. This prevents air from accumulating in the 4th clutch circuit through the orifice cup plug (530) in the 4th clutch housing (529). However, the orifice does not allow enough pressure to build in the circuit to move the 4th clutch piston. Air in the circuit would create excess cushion when applying the 4th clutch.
MANUAL VALVE
DRIVE
ORIFICED ACCUM
#6
ACCUM
#5
FILTER (317)
ACCUM
4TH CLUTCH
DRIVE
DRIVE
ACTR FD
ACCUMULATOR
3RD CLUTCH
4th clutch fluid seats the #10 ball check valve and is routed through orifice #10. 4th clutch fluid is then directed to the 4th clutch piston (528) to apply the 4th clutch plates (525, 526) and obtain Fourth gear.
ACCUMULATOR
1-2 signal fluid pressure force at the 3-4 shift valve (308) overcomes the force from actuator feed fluid pressure and the return spring to move the valve to the upshifted position. 4th clutch feed fluid from the 2-3 shift valve flows through the 3-4 shift valve and enters the 4th clutch circuit.
18
17
DRIVE
1b 3-4 Shift Valve:
TORQUE SIGNAL
3RD ACCUM
2ND ACCUM
21
2-3 DRIVE
High 1-2 signal fluid pressure is not great enough to overcome the force from high 2-3 signal fluid pressure, actuator feed fluid pressure and spring force at the 1-2 shift valve (314). Therefore, the 1-2 shift valve stays in the upshifted position.
4TH CLUTCH
4TH CLUTCH
3RD CLUTCH
2ND CLUTCH
3RD/REVERSE
Overdrive Range - Fourth Gear is used to maximize engine efficiency and fuel economy under most normal driving conditions. In order to shift the transmission into Fourth gear, the PCM receives input signals from both speed sensors, the TP sensor and other vehicle sensors to determine the precise moment to energize or turn ON the 1-2 shift solenoid (SS) valve. The 1-2 SS valve is ON when the PCM provides a path to ground for that electrical circuit. This prevents 1-2 signal fluid from exhausting at the 1-2 SS valve, thereby increasing 1-2 signal fluid pressure.
3RD/REVERSE
63

(Torque Converter Clutch from Released to Applied)
TCC ENABL
EX
EX

(Torque Converter Clutch from Released to Applied)
When the powertrain control module (PCM) determines that the engine and transmission are operating properly to engage the torque converter clutch (TCC), the PCM energizes the TCC (PWM) solenoid valve. The following events occur in order to apply the torque converter clutch: OFF At this time the Torque Converter Clutch is considered to be disengaged (OFF), 0% duty cycle. PCM decision to apply TCC (see page 44, in the Electrical Components section, for more information). Stage 1 The PCM pulses the TCC (PWM) solenoid valve to approximately 30% duty cycle from point S to point A. Filtered 2-3 drive fluid at the TCC (PWM) solenoid is pulsed into the TCC signal fluid circuit. The TCC signal fluid pressure at point A is strong enough to move the converter clutch shift valve and the TCC enable valve against their springs. With the converter clutch shift valve in the apply position, Release fluid can exhaust through the TCC enable valve. This stage is designed to move the converter clutch shift valve from the released to the applied position; there is not enough pressure to apply the TCC.
EX
EX
PERCENT DUTY CYCLE
75 50
TIME
APPLY/RETURN
TCC APPLY & RELEASE

CONVERTER FEED
TCC ENABLE RELEASE
REG CONV FD
APPLY/RETURN
REG APPLY
RELEASE
REV
DRIVE
DRIVE
REV PRND4
STAGE 1 (S - A)
APPLY/RETURN
EX
ON
RELEASE
FILTERED 2-3 DRIVE
TCC ENABL
PERCENT DUTY CYCLE
75 50 25 0
TIME
APPLY/RETURN
TCC APPLY & RELEASE
APPLY/RETURN
RELEASE
LO
REG APPLY
REV
DRIVE
DRIVE
REV PRND4

STAGE 2 (A - B)
APPLY/RETURN

EX
ON
RELEASE
FILTERED 2-3 DRIVE
TCC ENABL
PERCENT DUTY CYCLE
75 50 25 0 A S
C B
TIME
TCC APPLY & RELEASE

APPLY/RETURN
APPLY/RETURN
REG APPLY
RELEASE
REV
DRIVE
DRIVE
REV

PRND4
STAGE 3 (B - C)
APPLY/RETURN
EX
ON
RELEASE
FILTERED 2-3 DRIVE
64
Figure 60
TFP SWITCH
PRND43
LO
COOLER
CONV LIMIT
TCC SIGNAL
CONVERTER FEED
TCC ENABLE RELEASE
REG CONV FD
TCC APPLY FLUID PRESSURE
TCC ENABLE
CONV CLUTCH SHIFT
CONV FD REG CONV FD
100%
STAGE 3
TCC ENABLE REG CONV FEED TCC SIGNAL

24
TFP SWITCH
PRND43
COOLER
CONV LIMIT
TCC SIGNAL
CONVERTER FEED
TCC ENABLE RELEASE
REG CONV FD
TCC ENABLE
CONV CLUTCH SHIFT
CONV FD REG CONV FD
100% STAGE 2
TCC

24
TFP SWITCH
PRND43
LO
COOLER
CONV LIMIT
LINE
TCC SIGNAL
25
TCC ENABLE
CONV CLUTCH SHIFT
CONV FD REG CONV FD
100% STAGE 1
TCC
ENABLE

24
FRONT LUBE
EX EX
TCC REG
ENABLE
FRONT LUBE
EX EX
Stage 2 The TCC (PWM) solenoid valve duty cycle is ramped up from point A to point B to approximately 60%. TCC signal fluid pressure is now strong enough to move the TCC regulator apply valve against spring force. Line pressure from the pump enters the regulated apply circuit at the TCC regulator apply valve. Regulated apply fluid is routed to the converter clutch shift valve into the apply/return circuit. The pressure value in the regulated apply circuit should now be high enough to fully apply the TCC pressure plate. Slip speed should be at the correct value (near 0). Stage 3 Now the regulated apply pressure is increased. This is caused by the TCC (PWM) solenoid valve duty cycle being increased from point B to point C, to approximately 70%. This extra pressure ensures that the apply force on the TCC pressure plate is not at the slip threshold, but a little above it. TCC plate material is therefore protected from damage due to slippage.
TCC REG
LINE
EX EX
Note: Under normal operating conditons the torque converter clutch is in the released position during first, second and third gears. However, when the transmission fluid temperatures exceed approximately 121C (250F), the PCM will apply the torque converter clutch in second and third gears to help reduce fluid temperatures.
FRONT LUBE
EX EX
TCC REG
LINE
64A

(Torque Converter Clutch from Applied to Released)
When the TCC pressure plate is applied, it is held against the torque converter cover. Since it is splined to the converter turbine hub, it provides a mechanical coupling (direct drive) of the engine to the transmission gear sets. This mechanical coupling eliminates the small amount of slippage that occurs in the fluid coupling of a torque converter, resulting in a more efficient transfer of engine torque through the transmission and to the drive wheels. ON At this time the Torque Converter Clutch is considered to be engaged (ON).

(Torque Converter Clutch from Applied to Released)
TCC ENABL
EX EX
PERCENT DUTY CYCLE
75 50 25 0 A S
C B TCC APPLY FLUID PRESSURE
TCC ENABLE TCC ENABLE RELEASE
CONV CLUTCH SHIFT
TIME
TCC APPLY & RELEASE

APPLY/RETURN
APPLY/RETURN
REG APPLY
RELEASE
REV
DRIVE
Stage 4 During this stage, the apply/return pressure from the TCC regulator apply valve is decreased by the TCC (PWM) solenoid valve duty cycle dropping from point D to point E, to approximately 60%. Spring force pushes the valve back and closes off the flow of line fluid feeding the regulated apply circuit. This reduces the apply force on the TCC pressure plate to the slip threshold. This gets the TCC pressure plate ready for a smooth release. Stage 5 The TCC (PWM) solenoid valve duty cycle is ramped down from point E to point F through this stage. This action allows the regulated apply pressure to start at the slip threshold, and decrease to near 0 pressure over a very short time to point F. The regulated apply pressure value from the TCC regulator apply valve at this duty cycle (point F) should fully release the TCC pressure plate. Slip speed should be at the maximum value. Stage 6 The PCM pulses the TCC (PWM) solenoid valve to a value of 0. Now the converter clutch shift valve and the TCC enable valve return to their released positions (away from the spring). Release fluid is now directed back to the torque converter. This stage is designed to move the converter clutch shift valve to the released position. OFF At this time the Torque Converter Clutch is considered to be disengaged (OFF). (Some PCM calibrations may allow stages 4 - 6 to happen very rapidly in almost a straight line down from point D to point G.) The PCM monitors for high TCC slip in second and third gears only. The transmission must be in hot mode or experiencing a wide open throttle maneuver in order for the TCC to be commanded on in second and third gear. If the PCM detects high TCC slip when the TCC is commanded ON, then Diagnostic Trouble Code (DTC) P0741 will set and the PCM will illuminate the malfunction indicator lamp (MIL), inhibit TCC operation, increase line pressure and inhibit 4th gear. The DTC P0741 will then be stored in PCM history. If the PCM detects low TCC slip when the TCC is commanded OFF, then DTC P0742 will set and the PCM will illuminate the malfunction indicator lamp (MIL), increase line pressure and freeze shift adapts. The DTC P0742 will then be stored in PCM history.
DRIVE
REV

PRND4
STAGE 4 (D - E)
APPLY/RETURN
F TIME
TCC APPLY & RELEASE

APPLY/RETURN
APPLY/RETURN
REG APPLY
RELEASE
REV
DRIVE
DRIVE
REV PRND4
TCC ENABL
PERCENT DUTY CYCLE
CONV CLUTCH SHIFT
TCC APPLY & RELEASE

APPLY/RETURN
APPLY/RETURN
REG APPLY
RELEASE
REV
DRIVE
DRIVE
REV PRND4
EX
OFF
64B
Figure 61
RELEASE
FILTERED 2-3 DRIVE
STAGE 6 (F - G)
APPLY/RETURN
TFP SWITCH
PRND43
LO
COOLER
CONV LIMIT
LINE
TCC SIGNAL
F G
TIME
CONVERTER FEED
TCC ENABLE RELEASE
REG CONV FD
25
50
STAGE 6
TCC SIGNAL
24
TCC ENABLE
FRONT LUBE
CONV FD REG CONV FD
TCC REG
75
D E
100%
STAGE 5 (E - F)
APPLY/RETURN
TCC REG
EX
ON

RELEASE
FILTERED 2-3 DRIVE
LINE
EX EX
EX EX
TFP SWITCH
PRND43
LO
COOLER
CONV LIMIT
TCC SIGNAL
CONVERTER FEED
TCC ENABLE RELEASE
REG CONV FD
25
TCC ENABLE
CONV CLUTCH SHIFT
50
CONV FD REG CONV FD
75
D E
STAGE 5
;;;; ;; ;;;; ;; ;;;; ;; ;;;; ;; ;;;; ;;;; ;; ;;;; ;; ;;;; ;; ;;;; ;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;;

RELEASE
FILTERED 2-3 DRIVE
EX
ON
TCC ENABL
PERCENT DUTY CYCLE
100%
TFP SWITCH
PCM decision to release TCC (see page 44, in the Electrical Components section, for more information).
PRND43
LO
COOLER
CONV LIMIT
LINE
TCC SIGNAL
CONVERTER FEED
REG CONV FD
CONV FD REG CONV FD
100%
STAGE 4
TCC ENABLE REG CONV FEED TCC SIGNAL

24
FRONT LUBE
EX EX
TCC REG
EX EX
TCC SIGNAL
24
FRONT LUBE
EX EX
65
OVERDRIVE RANGE 4-3 DOWNSHIFT


SOLENOID 1-2 2-3 FOURTH OVERRUN CLUTCH CLUTCH OVERDRIVE MANUAL INTER. ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH BAND CLUTCH HOLDING APPLIED APPLIED LOW INTER. ROLLER CLUTCH CLUTCH LOW & REV BAND

FORWARD CLUTCH ASSEMBLY (602616) DIRECT CLUTCH ASSEMBLY (616623)
OFF ON
DRIVE
3RD/REVERSE

2ND CL
2ND CLUTCH
4TH CLUTCH
2ND CLUTCH
2a
EX 3RD ACCUMULATOR
3RD/REVERSE
#4
4TH ACCUMULATOR
REAR BAND APPLY
18
17
DRIVE
#2
22
4TH ACCUM
14
DRIVE
PRN
D 21
EX
EX
ACCUM
TORQUE SIG
ACTUATOR FEED
PRND4 PRND43
LINE
REVERSE
PRND4
D321
LO
DRIVE
1-2 SIGNAL
PRND43
LO
REV
3RD/REVERSE
PRESSURE REG
LINE
ACTR FD
REV EX
PRND4
2-3 DRIVE
TORQUE SIGNAL
4TH CLUTCH
REV
LINE
N.O. OFF
REVERSE 2-3 SIGNAL

1-2 SIGNAL
DRIVE
CONV FD
REV
SUCTION
TFP SWITCH
LINE
BOOST
ORIFICED EX
2-3 SIGNAL
2-3 SIGNAL
ACTUATOR FEED

LINE (from Pump)
EX EX
TORQUE SIG
ACTUATOR FEED
EX
EX
LINE FILTER (75) 4TH CLUTCH
2-3 SHIFT VALVE

4TH CL FD EX FBA PRN
SIGNAL
LINE
TCC SIGNAL
ORIFICED REG APPLY
FILT 2-3 DR
TORQUE
3RD/REV
1-2 SIG
LINE
4TH CL
FILTERED ACTR FD

#10
OFF
EX
66
Figure 62
REGULATED APPLY
4TH CLUTCH
ORIFICED EX
EX
PRN
TCC REG
10
3-4 SHIFT
3RD CL
EX
4TH CL FD
15
REVERSE
FILTER (302)
ACTUATOR FEED
FILTERED 2-3 DRIVE

2-3 DRIVE

TORQUE SIGNAL
3RD CLUTCH FEED
1e
3RD/REVERSE
1c
REVERSE
ACT FD LIMIT
PRND4
2-3 SOL EX N.O.
1-2 SIGNAL
2-3 DRIVE
3RD CLUTCH
EX
PRND4
DRIVE
19 4
PRESSURE TAP (24)
20
1b
1a
1-2 SOL

1-2 SHIFT VALVE

EX
ACTUATOR FEED
ON
#8
11
PRND43
AIR BLEED (210)
REAR LUBE
RND
LO
LUBE PIPE (39)
3RD ACCUM
4TH ACCUM
2b
MANUAL VALVE
DRIVE
ORIFICED ACCUM
ACCUM
#6
FILTER (317)
ACCUM
4TH CLUTCH
DRIVE
DRIVE
3RD CLUTCH
ACTR FD
ACCUMULATOR
ACCUMULATOR
#5
TORQUE SIGNAL
3RD ACCUM
2ND ACCUM
21
2-3 DRIVE
1d
4TH
CLUTCH
4TH CLUTCH

3RD CLUTCH
2ND CLUTCH
A forced 4-3 downshift in Overdrive range occurs by increasing the throttle valve angle (percentage of accelerator pedal travel or throttle position) while the vehicle is operating in Fourth gear. A 4-3 downshift can also occur when the vehicle is decelerating during coast conditions or when load on the vehicle is increased. Also, if the TCC is applied in Fourth gear it will release prior to the transmission making a 4-3 downshift. Under normal operating conditions the PCM will keep the converter clutch released in Third gear. The TCC also releases under minimum and heavy throttle conditions. Figure 63 shows the TCC (PWM) solenoid valve de-energized and the TCC released. Refer to pages 64A and 64B for descriptions of the torque converter clutch hydraulic and electrical circuits during release and apply. A 4-3 downshift occurs when the PCM receives the appropriate input signals to de-energize or turn OFF current supply to the 1-2 shift solenoid (SS) valve (opens the ground path of the circuit). During a 4-3 downshift, the following changes occur to the hydraulic system:
1 FOURTH CLUTCH RELEASES 1a 1-2 Shift Solenoid (SS) Valve De-energized:
3RD/REVERSE
1-2 signal fluid exhausts through the 1-2 SS valve and becomes low pressure at the 1-2 shift valve and 3-4 shift valve.
1b 1-2 Shift Valve
The 1-2 shift valve remains in the upshifted position due to high 2-3 signal fluid pressure, actuator feed fluid pressure and 1-2 shift valve return spring force.
1c 3-4 Shift Valve
Actuator feed fluid pressure and spring force move the 3-4 shift valve to the downshifted position. This blocks 4th clutch feed at the 3-4 shift valve and opens the 4th clutch fluid circuit to an orificed exhaust.
1d 4th Clutch Housing
4th clutch fluid exhausts from the 4th clutch housing thus changing the power flow through the transmission from a Fourth gear (Overdrive) ratio to a Third gear ratio.
1e #10 Ball Check Valve
Exhausting 4th clutch fluid unseats the #10 ball check valve, flows through the 3-4 shift valve and to the #15 orifice to exhaust.
2 SHIFT ACCUMULATION 2a 4th Accumulator
4th accumulator fluid fills the 4th accumulator when 4th clutch fluid is exhausting. 4th accumulator fluid pressure combines with spring force to move the 4th accumulator piston to a Third gear position.
2b Accumulator Valve
The 4th accumulator circuit is supplied by accumulator fluid through the orifice opposite the #6 ball check valve. The accumulator valve regulates drive fluid into the accumulator circuit.
#11
Note: Remember that the pressure control (PC) solenoid valve controls torque signal fluid pressure in relation to throttle position and other PCM input signals. Torque signal fluid pressure helps control line pressure by acting on the reverse boost valve, thereby increasing line pressure with increased throttle position. Also, torque signal fluid pressure helps regulate drive fluid into accumulator pressure at the accumulator valve.
66A

SOLENOID 1-2 2-3 OVERDRIVE MANUAL INTER. FOURTH OVERRUN ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH BAND CLUTCH HOLDING APPLIED LOW INTER. ROLLER CLUTCH CLUTCH LOW & REV BAND OFF OFF HOLDING APPLIED HOLDING

FORWARD CLUTCH ASSEMBLY (602616) DIRECT CLUTCH ASSEMBLY (616623) INTERMEDIATE CLUTCH ASSEMBLY & CENTER SUPPORT (629640)
DRIVE
1 DIRECT CLUTCH RELEASES 1a 2-3 Shift Solenoid (SS) Valve De-energized:
1c
2ND CL
2ND CLUTCH
1b 2-3 Shift Valve:

FRONT BAND APPLY
2ND CLUTCH
3RD/REVERSE
PRND43
FBA
DRIVE
1c Direct Clutch Assembly:
REAR BAND APPLY
DRIVE
PRN
D 21
EX
ACCUM
DRIVE
PRND43
3RD/REVERSE
LO
REV
FRONT BAND APPLY
PRESSURE REG
LINE
ACTR FD
REV EX
PRND4
2-3 DRIVE
TORQUE SIGNAL
SUCTION LINE
REV
2b Accumulator Valve:

PRND4
LO
TFP SWITCH
DRIVE
1-2 SHIFT VALVE
EX
N.O. OFF
REVERSE 2-3 SIGNAL

1-2 SIGNAL
LINE
BOOST
ORIFICED EX
2-3 SIGNAL
2-3 SIGNAL
ACTUATOR FEED

1f
1a
EX
LINE FILTER (75)
2-3 SHIFT VALVE
TORQUE SIG
ACTUATOR FEED
2-3 SOL

EX
4TH CL FD EX FBA
PRN
FRONT BAND APPLY

SIGNAL ORIFICED REG APPLY
3
LINE
TCC SIGNAL
FILT 2-3 DR
TORQUE
1-2 SIG
EX
LINE
FILTERED ACTR FD

TCC REG
REGULATED APPLY
OFF
EX
15
4TH CLUTCH
ORIFICED EX
66B
Figure 63
PRN
3-4 SHIFT
3RD CL
4TH CL FD
REVERSE
FILTER (302)
ACTUATOR FEED
3RD/REV
EX
FILTERED 2-3 DRIVE
2-3 DRIVE
1b
11
1e

3RD/REVERSE
#11
1d
TORQUE SIGNAL
N.O. OFF
3RD CLUTCH FEED
#8
3RD
EX EX
EX
2-3 drive fluid is directed into the Front Band Apply (FBA) circuit with the 2-3 shift valve in the downshifted position. This fluid serves no function in Overdrive Range - Second Gear. Note: Remember that the pressure control (PC) solenoid valve controls torque signal fluid pressure in relation to throttle position and other PCM input signals. Torque signal fluid pressure helps control line pressure by acting on the reverse boost valve (228), thereby increasing line pressure with increased throttle position. Also, torque signal fluid pressure helps regulate drive fluid into accumulator pressure at the accumulator valve.
LINE (from Pump)
REVERSE
ACT FD LIMIT
PRND4
1-2 SIGNAL
2-3 DRIVE
CLUTCH
EX
PRND4
The 3rd accumulator fluid circuit is supplied by accumulator fluid through the orifice opposite the #5 ball check valve. The accumulator valve regulates drive fluid into the accumulator circuit.
CONV FD
REV
DRIVE
ACTUATOR FEED
19

1-2 SIGNAL
2-3 DRIVE
1-2 SOL
3rd clutch fluid in the 3rd accumulator also exhausts past the #8 ball check valve and into the 3rd clutch feed circuit. With 3rd clutch fluid exhausting, 3rd accumulator fluid fills the 3rd accumulator. 3rd accumulator fluid pressure and 3rd accumulator spring force move the 3rd accumulator piston to a Second gear position.
PRESSURE TAP (24)
20
1g
2 SHIFT ACCUMULATION 2a 3rd Accumulator:
PRND43
REAR
AIR BLEED (210)
LUBE
RND
3RD ACCUM
4TH ACCUM
LUBE PIPE (39)
3rd clutch feed fluid is routed through the 2-3 shift valve, fed through an orifice in the spacer plate and back to the 2-3 shift valve where it exhausts.
ACTUATOR FEED
PRND4 PRND43
LINE
REVERSE
PRND4
D321
LO
1f
Orifice #4
2
LO
MANUAL VALVE
DRIVE
ORIFICED ACCUM
ACCUM
#6
#5
FILTER (317)
2b
ACCUM
3rd/Reverse fluid unseats the #8 ball check valve and flows into the 3rd clutch feed circuit.
EX
TORQUE SIG
1e #8 Ball Check Valve:
4TH CLUTCH
DRIVE
DRIVE
ACTR FD
ACCUMULATOR
3RD CLUTCH
3rd/reverse fluid exhausts through the center support, past the #11 ball check valve.
ACCUMULATOR
14
3rd/reverse fluid exhausts from the inner area of the direct clutch piston, allowing the direct clutch plates to release. This changes the power flow through the transmission gear sets from a Third gear to a Second gear ratio.
4TH ACCUM
#2
22
TORQUE SIGNAL
3RD ACCUM
12
2ND ACCUM
21
2-3 DRIVE
Actuator feed fluid pressure and 2-3 shift valve return spring (309) force move the 2-3 shift valve to the downshifted position. This opens the 3rd clutch feed circuit to an orificed exhaust.
EX
#3
#4
4TH ACCUMULATOR
3RD ACCUMULATOR
18
17
2a
2-3 signal fluid exhausts through the 2-3 SS valve and becomes low pressure at the 1-2 shift valve and 2-3 shift valve.
4TH CLUTCH
3RD CLUTCH
2ND CLUTCH
3RD/REVERSE
A forced 3-2 downshift occurs by increasing throttle valve angle (percentage of accelerator pedal travel or throttle position) while the vehicle is operating in Third gear. As with a 4-3 downshift, a 3-2 downshift can also occur when the vehicle is decelerating during coast conditions or when load on the vehicle increases. A 3-2 downshift occurs when the PCM receives the appropriate input signals to de-energize or turn OFF current supply to the 2-3 shift solenoid (SS) valve (open the ground path of the circuit). During a 3-2 downshift, the following changes occur to the hydraulic system:
3RD/REVERSE
67
MANUAL THIRD
4 POWER TO TORQUE CONVERTER (1) FOR ENGINE BRAKING 3 OVERRUN CLUTCH APPLIED OVERDRIVE ROLLER CLUTCH (512) *HOLDING 2 FORWARD CLUTCH APPLIED DIRECT CLUTCH APPLIED INTERMEDIATE CLUTCH APPLIED INTERMEDIATE SPRAG CLUTCH (624) OVERRUNNING LOW ROLLER CLUTCH (644) OVERRUNNING 1 POWER FROM DIFFERENTIAL ASSEMBLY
1-2
MANUAL THIRD THIRD GEAR

(from Overdrive Range Fourth Gear)
SOLENOID 2-3 FOURTH OVERRUN CLUTCH CLUTCH APPLIED OVERDRIVE MANUAL INTER. ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH BAND CLUTCH * APPLIED APPLIED LOW INTER. ROLLER CLUTCH CLUTCH LOW & REV BAND
OFF ON
OVERRUN APPLIED OVERRUN
* NOT HOLDING IN COAST NOTE: DESCRIPTIONS ABOVE EXPLAIN COMPONENT FUNCTION DURING ACCELERATION.
FORWARD CLUTCH APPLIED OVERRUN CLUTCH APPLIED OVERDRIVE CARRIER ASSEMBLY (514)
MAIN SHAFT (662)
Drive Range - Manual Third (D) is available to the driver when vehicle operating conditions make it desirable to use only three gear ratios. These conditions include city driving [where speeds are generally below 72 km/h (45 mph)], towing a trailer, or driving in hilly terrain. Manual Third also provides for engine compression braking when descending slight grades and can be used to retain Third gear when ascending slight grades for additional engine performance. Manual Third is also referred to as Drive Range because it has a 1:1 direct drive gear ratio available through the transmission gear sets. In Manual Third, the transmission can upshift and downshift between First, Second and Third gears in the same manner as Overdrive Range. However, the transmission is prevented from shifting into Fourth gear while operating in this gear selector position. If the transmission is in Overdrive Range - Fourth Gear when Manual Third is selected, the transmission will immediately shift into Third gear. Note: Transfer of engine torque during acceleration is identical to Overdrive Range - Third Gear (refer to page 60A). The power flow in Figure 64 and the following text describes conditions during deceleration (zero or minimum throttle conditions) and how engine compression braking is achieved. Vehicle speed provides the torque input to the transmission through the drive shaft and transmission output shaft (671). This is shown by the direction of the power flow arrows in the drawing at the top of Figure 56. Notice that this flow is identical to Overdrive Range - Third Gear except that the arrows are in the opposite direction.
1 Power From the Differential Assembly
OVERDRIVE ROLLER CLUTCH (512) *HOLDING
TURBINE SHAFT (502)
INTERMEDIATE SPRAG CLUTCH (624) OVERRUNNING
CASE (7)
OUTPUT CARRIER ASSEMBLY (661) SUN GEAR (650)
MAIN SHAFT (662)
68
Figure 64
Power flow is transferred back through the transmission from the output shaft to the forward clutch housing (602). Each of the components function and rotation direction is the same as during acceleration (compare Figures 56 and 64).
2 Forward Clutch Applied
The forward clutch housing is in mesh with and attempts to drive the overdrive carrier pinion gears. The pinion gears then attempt to drive the sun gear and overrun clutch housing (504) counterclockwise. This would overrun the overdrive roller clutch (512) and allow the vehicle to coast freely.
3 Overrun Clutch Applied
The overrun clutch plates (508, 509) are applied and connect the overrun clutch housing and overdrive carrier assembly (514). This prevents the overdrive roller clutch (512) from overrunning and creates a 1:1 direct drive gear ratio through the overdrive planetary gear set.
4 Engine Compression Braking
The turbine shaft (502) is splined to the overdrive carrier assembly, creating a mechanical link between the output shaft and torque converter turbine. This allows engine compression to slow the vehicle when the throttle is released.
*NOT HOLDING IN COAST
In Manual Third range - First and Second gears, the low roller clutch (in First gear) and intermediate sprag clutch (in Second gear) overrun and engine compression braking is not available. First and Second gears operate the same as in Overdrive Range, except for the overrun clutch being applied, and the vehicle is allowed to coast freely when the throttle is released. To obtain increased engine compression braking at slower speeds, the gear selector must be moved to the Manual Second position.
68A

SOLENOID 1-2 2-3 FOURTH OVERRUN CLUTCH CLUTCH APPLIED OVERDRIVE MANUAL INTER. ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH BAND CLUTCH HOLDING APPLIED APPLIED LOW INTER. ROLLER CLUTCH CLUTCH LOW & REV BAND OFF ON OVERRUN APPLIED OVERRUN


OVERRUN CLUTCH
(from 4th Clutch)
2ND CL
2ND CLUTCH
4TH CLUTCH
2ND CLUTCH
3RD/REVERSE
D321 fluid seats the #1 ball check valve and is forced through an orifice to control fluid flow into the overrun clutch circuit.
1c Overrun Clutch Assembly:
OVERRUN CLUTCH
2a
EX 3RD ACCUMULATOR
1b
#4
4TH ACCUMULATOR
REAR BAND APPLY
Overrun clutch fluid is directed to the overrun clutch piston to apply the overrun clutch plates.
1d TFP Manual Valve Position Switch:
#1
D321
18
17
DRIVE
D 21
EX
PRND4
ACTUATOR FEED
PRND4 PRND43
LINE
REVERSE
D321
LO
REAR
3 SHIFT ACCUMULATION - Same as 4-3 Downshift
PRND43
4TH CLUTCH
REV
LINE

PRND4
LO
N.O. OFF
REVERSE 2-3 SIGNAL

1-2 SIGNAL
CONV FD
DRIVE
REV
LINE (from Pump)
EX EX
TORQUE SIG
ACTUATOR FEED
EX
EX
LINE FILTER (75) 4TH CLUTCH
2-3 SHIFT VALVE

CL FD EX FBA PRN
SIGNAL
TCC SIGNAL
ORIFICED REG APPLY
FILT 2-3 DR
TORQUE
3RD/REV
1-2 SIG
LINE
4TH CL
FILTERED ACTR FD

#10
68B
Figure 65
REGULATED APPLY
4TH CLUTCH
ORIFICED EX
EX
OFF
EX
PRN
TCC REG
10
3-4 SHIFT
3RD CL
EX
4TH CL FD
15
REVERSE
#11
FILTER (302)
ACTUATOR FEED
LINE
FILTERED 2-3 DRIVE

2-3 DRIVE

4TH
TORQUE SIGNAL
N.O.
ON
3RD CLUTCH FEED

11
#8
2b
3RD/REV
2c
REVERSE
ACT FD LIMIT
PRND4
2-3 SOL EX
1-2 SIGNAL
In Manual Third - Third Gear, the TCC will release if Manual Third was selected while the vehicle was operating in Overdrive Range - Fourth Gear with the TCC applied. However, under normal operating conditions the converter clutch will re-apply in Manual Third - Third Gear (unlike Overdrive Range - Third Gear). Refer to pages 64A and 64B for descriptions of TCC release and apply. In the manual gear ranges, the PCM output signal to the pressure control (PC) solenoid valve increases torque signal fluid pressure further for the added torque requirements during engine compression braking or increased engine load. Torque signal fluid acts on the reverse boost valve to increase line pressure according to vehicle operating conditions.
LINE
BOOST
ORIFICED EX
2-3 SIGNAL
2-3 SIGNAL
ACTUATOR FEED

2-3 DRIVE
3RD CLUTCH
EX
PRND4
DRIVE
ACTUATOR FEED
19 4
Note: If vehicle operating conditions are such that the transmission would normally be in Fourth gear, the PCM will keep the 1-2 shift solenoid (SS) valve energized. The PCM does not change solenoid states because a Manual gear range is selected. Therefore, the 1-2 SS valve may either be ON or OFF in Manual Third - Third Gear. In either condition the 4th clutch releases, the only difference is where the 4th clutch fluid ehausts through the 3-4 shift valve.
LO
REV
3RD/REVERSE
PRESSURE REG
LINE SUCTION
ACTR FD
REV EX
PRND4
2-3 DRIVE
TORQUE SIGNAL
TFP SWITCH
1d
2-3 DRIVE
1-2 SIGNAL
PRESSURE TAP (24)
PRND43
20
1-2 SOL

1-2 SHIFT VALVE

EX
D321
4th clutch feed fluid, which is fed by PRND4 fluid at the 2-3 shift valve, exhausts through the upshifted 2-3 shift valve, into the PRND4 circuit and past the manual valve.
DRIVE
AIR BLEED (210)
LUBE
2c 2-3 Shift Valve:
RND
LO
LUBE PIPE (39)
3RD ACCUM
4TH ACCUM
Exhausting 4th clutch fluid unseats the #10 ball check valve and flows through the 3-4 shift valve and the #5 orifice at the spacer plate.
MANUAL VALVE
DRIVE
ORIFICED ACCUM
#6
ACCUM
1a
ACCUM
#5
FILTER (317)
ACCUM
TORQUE SIG
DRIVE
PRN
EX
4th clutch fluid exhausts from the 4th clutch piston and 4th accumulator, allowing the 4th clutch plates to disengage.
4TH CLUTCH
DRIVE
DRIVE
ACTR FD
ACCUMULATOR
3RD CLUTCH
2 FOURTH CLUTCH RELEASES 2a 4th Clutch Assembly:
ACCUMULATOR
14
PRND4 fluid exhausts from the TFP manual valve position switch and the TFP manual valve position switch signals the PCM that the transmission is in Manual Third.
#2
22
4TH ACCUM
TORQUE SIGNAL
3RD ACCUM
2ND ACCUM
21
2-3 DRIVE
Line pressure enters the D321 fluid circuit at the manual valve. Line pressure is blocked by the manual valve from entering the PRND4 (Park, Reverse, Neutral, Drive 4) fluid circuit. This opens PRND4 fluid to an exhaust port at the manual valve.
1c
4TH
CLUTCH
4TH CLUTCH

3RD CLUTCH
2ND CLUTCH
3RD/REVERSE
1 OVERRUN CLUTCH APPLIES 1a Manual Valve:
DRIVE
Drive Range - Manual Third may be selected at any time while the vehicle is being operated in a forward gear range. However, the transmissions hydraulic system prevents the transmission from shifting into Fourth gear regardless of PCM control. When the gear selector lever is moved to Drive Range (D) from Overdrive Range D , the manual valve also moves. Changes to the hydraulic and electrical systems are as follows:
3RD/REVERSE
69
MANUAL SECOND
5 POWER TO TORQUE CONVERTER (1) FOR ENGINE BRAKING 4 OVERRUN CLUTCH APPLIED OVERDRIVE ROLLER CLUTCH (512) *HOLDING FORWARD CLUTCH APPLIED 2 MANUAL 2-1 BAND ASSEMBLY (628) APPLIED INTERMEDIATE CLUTCH APPLIED INTERMEDIATE SPRAG CLUTCH (624) *HOLDING 3 SUN GEAR (650) HELD 1 POWER FROM DIFFERENTIAL ASSEMBLY
MANUAL SECOND SECOND GEAR

(from Manual Third Third Gear)
SOLENOID 1-2 2-3 FOURTH OVERRUN CLUTCH CLUTCH APPLIED OVERDRIVE MANUAL INTER. ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH BAND CLUTCH * APPLIED APPLIED LOW INTER. ROLLER CLUTCH CLUTCH LOW & REV BAND
OFF ON
* NOT HOLDING IN COAST NOTE: DESCRIPTIONS ABOVE EXPLAIN COMPONENT FUNCTION DURING ACCELERATION.
OVERRUN CLUTCH (504) APPLIED
FORWARD CLUTCH APPLIED
MAIN SHAFT (662)
Manual Second (2) gear range is available to the driver when vehicle operating conditions make it desirable to use only two gear ratios. These conditions include descending a steep grade when engine compression braking is needed, or to retain second gear when ascending a steep grade for additional engine performance. In Manual Second, the transmission can upshift and downshift between First and Second gear but is prevented from shifting into Third or Fourth gear. If the transmission is in Third or Fourth gear when Manual Second is selected, the transmission will shift immediately into Second gear. Note: Transfer of engine torque during acceleration is identical to Overdrive Range - Second Gear (refer to page 58A) to obtain an approximate gear ratio reduction of 1.48:1 through the transmission gear sets. The power flow in Figure 66 and the following text describes conditions during deceleration (zero or minimum throttle) and how engine compression braking is achieved. Vehicle speed provides the torque input to the transmission through the drive shaft and transmission output shaft (671). This is shown by the direction of the power flow arrows in the drawing at the top of Figure 66. Notice that this flow is identical to Overdrive Range - Second Gear except that the arrows are in the opposite direction.
DIRECT CLUTCH HOUSING (623) HELD
CASE (7) INTERMEDIATE CLUTCH APPLIED INTERMEDIATE SPRAG MANUAL 2-1 CLUTCH BAND (624) ASSEMBLY *HOLDING (628) APPLIED
SUN GEAR SHAFT (649) HELD MANUAL 2-1 BAND SERVO APPLIED
70
TURBINE SHAFT (502) SUN GEAR (650) HELD INTERMEDIATE SPRAG CLUTCH OUTER RACE (625) HELD CENTER SUPPORT AND RACE ASSEMBLY (640)
Vehicle speed attempts to drive the output carrier (661) faster than engine speed is driving the rear internal gear (666). The output carrier pinion gears are in mesh with the rear internal gear (666) and sun gear (650).
2
Manual 2-1 Band Assembly Applied
The manual 2-1 band assembly (628) is applied and holds the direct clutch housing, sun gear shaft and sun gear stationary.
3 Sun Gear Held
OVERDRIVE ROLLER CLUTCH (512) *HOLDING
TURBINE SHAFT (502)
With the sun gear held, power flow travels back through the transmission to the forward clutch housing (602). Each of the components function and rotation direction is the same as during acceleration (compare Figures 54 and 66). If the sun gear were not held it would overrun the intermediate sprag clutch (624) and allow the vehicle to coast freely.
The overrun clutch plates (508, 509) are applied and power flow from the forward clutch housing, through the overdrive planetary gear set and to the turbine shaft (502) is the same as Manual Third range (see page 66A).
MAIN SHAFT (662)
With the manual 2-1 band and overrun clutch applied, power flow is mechanically connected between the output shaft and converter turbine. This allows engine compression braking to slow the vehicle when the throttle is released.
In Manual Second - First gear, the low roller clutch (644) overruns and engine compression braking is not available. First gear operates the same as in Overdrive Range, except for the manual 2-1 band assembly and overrun clutch being applied, and the vehicle is allowed to coast freely when the throttle is released. For maximum engine compression braking the gear selector must be moved to the Manual First position.
Figure 66
70A

SOLENOID 1-2 2-3 OVERDRIVE MANUAL INTER. FOURTH OVERRUN ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH BAND CLUTCH APPLIED HOLDING APPLIED LOW INTER. ROLLER CLUTCH CLUTCH LOW & REV BAND


OFF OFF
APPLIED HOLDING APPLIED OVERRUN
2a
DRIVE
OVERRUN CLUTCH
1 MANUAL 2-1 BAND ASSEMBLY APPLIED 1a Manual Valve:
#1
D321
2ND CL
2ND CLUTCH
1b 2-3 Shift Solenoid (SS) Valve:
2ND CLUTCH
3RD/REVERSE
DRIVE
REAR BAND APPLY
D321
FRONT BAND APPLY
PRND43
#2
22
4TH ACCUM
2-3 drive fluid is directed into the Front Band Apply (FBA) circuit with the 2-3 shift valve in the downshifted position. FBA fluid seats the #3 ball check valve and is orificed at a controlled rate to the apply side of the manual 2-1 band servo piston.
1e Manual 2-1 Band Servo:
1c 2-3 Shift Valve:
#3
12
D321
PRN
EX
PRND4 PRND43
PRND4
DRIVE
PRND43
3RD/REVERSE
LO
REV
FRONT BAND APPLY
PRESSURE REG
LINE
ACTR FD
REV EX
2-3 DRIVE
TORQUE SIGNAL
2 DIRECT CLUTCH RELEASES 2a Direct Clutch Assembly:
PRND4
SUCTION LINE
REV
LINE (from Pump)
ACTUATOR FD
EX
REVERSE TORQUE SIG
ACT FD LIMIT
EX EX EX
PRND4
1-2 SIGNAL
4TH CL FD EX FBA
LINE
TCC SIGNAL
ORIFICED REG APPLY
FILT 2-3 DR
TORQUE
1-2 SIG
EX
LINE
FILTERED ACTR FD

TCC REG
REGULATED APPLY
OFF
EX
15
4TH CLUTCH
ORIFICED EX
70B
Figure 67
If the converter clutch was applied when Manual Second was selected it will release prior to downshifting. Under normal operating conditions the converter clutch will not re-apply in Second gear.
PRN
3-4 SHIFT
3RD CL
4TH CL FD
EX
REVERSE
FILTER (302)
ACTUATOR FEED
3RD/REV
As in Manual Third, the PCM output signal to the pressure control (PC) solenoid valve increases torque signal fluid pressure further for the added torque requirements during engine compression or increased engine load.
FRONT BAND APPLY

SIGNAL
3rd clutch feed fluid is routed through the 2-3 shift valve, through orifice #4 in the spacer plate back to the 2-3 shift valve where it exhausts.
FILTER (75) FILTERED 2-3 DRIVE
PRN
2-3 DRIVE
1c
#8

2b
11
3RD/REVERSE
#11
2c 2-3 Shift Valve:
LINE TORQUE SIGNAL
2-3 SHIFT VALVE
2-3 SOL

EX
N.O. OFF
3RD CLUTCH FEED
3RD
ORIFICED ACTUATOR FD
3rd/reverse fluid exhausts past the #11 ball check valve, unseats the #8 ball check valve and flows into the 3rd clutch feed circuit. 3rd clutch fluid in the 3rd accumulator also exhausts past the #8 ball check valve and into the 3rd clutch feed circuit.
LINE
BOOST
ORIFICED EX
2-3 SIGNAL
2-3 SIGNAL
ACTUATOR FEED

2-3 DRIVE
CLUTCH
1b
2b #11 and #8 Ball Check Valves:
EX
PRND4
3rd/reverse fluid exhausts from the inner area of the direct clutch piston (619), allowing the direct clutch plates (611, 618) to release.

PRND4
LO
TFP SWITCH
DRIVE
1-2 SHIFT VALVE
EX
N.O. OFF
REVERSE 2-3 SIGNAL

1-2 SIGNAL
CONV FD
REV
DRIVE
ACTUATOR FEED
19

2c
1f
1-2 SIGNAL
2-3 DRIVE
1-2 SOL
PRESSURE TAP (24)
20
Note: Figure 67 is shown in Second gear with the 2-3 SS valve de-energized. However, if vehicle operating conditions are such that the PCM signals a Third or Fourth gear state the 2-3 solenoid will be energized. Thus a downshift will not occur until the vehicle speed is ????.
PRND43
REAR
LUBE PIPE (39)
AIR BLEED (210)
LUBE
RND
3RD ACCUM
4TH ACCUM
PRND43 fluid from the TFP manual valve position switch exhausts at the manual valve. The TFP manual valve position switch signals the PCM that the transmission is in Manual Second.
ACTUATOR FEED
REVERSE
LINE
D 21 LO
LO
1f TFP Manual Valve Position Switch:
MANUAL VALVE
DRIVE
ORIFICED ACCUM
ACCUM
1a
ACCUM
1d
TORQUE SIG
EX
#6
#5
FILTER (317)
ACCUM
PRND43 fluid exhausts from the release side of the piston and through the manual valve. This allows FBA fluid pressure to compress the manual 2-1 band servo piston spring and apply the manual 2-1 band assembly.
DRIVE
DRIVE
ACTR FD
ACCUMULATOR
3RD CLUTCH
ACCUMULATOR
FBA
14
TORQUE SIGNAL
3RD ACCUM
2ND ACCUM
21
18
17
2-3 DRIVE
2-3 SS valve is de-energized and 2-3 signal fluid exhausts allowing the 2-3 shift valve to return to the downshifted position.
1e
EX
#4
4TH ACCUMULATOR
3RD ACCUMULATOR
4TH CLUTCH
3RD CLUTCH
Line pressure is blocked by the manual valve from entering the PRND43 (Park, Reverse, Neutral, Drive 4, Drive 3) fluid circuit. This opens PRND43 fluid to an exhaust port at the manual valve.
4TH CLUTCH
2ND CLUTCH
3RD/REVERSE
Manual Second may be selected at any time while the vehicle is being operated in a forward gear range. However, the transmissions hydraulic system prevents the transmission from upshifting above Second gear regardless of PCM control. When the gear selector lever is moved to Manual Second (2) from Manual Third - Third Gear, the manual valve also moves. Changes to the hydraulic and electrical systems are as follows:
3RD/REVERSE
71
MANUAL FIRST
5 POWER TO TORQUE CONVERTER (1) FOR ENGINE BRAKING 4 OVERRUN CLUTCH APPLIED OVERDRIVE ROLLER CLUTCH (512) *HOLDING 3 FORWARD CLUTCH APPLIED LOW ROLLER CLUTCH (644) *HOLDING 2 LOW AND REVERSE BAND ASSEMBLY (657) APPLIED 1 POWER FROM DIFFERENTIAL ASSEMBLY
1-2

(from Manual Second Second Gear)
SOLENOID 2-3 FOURTH OVERRUN CLUTCH CLUTCH APPLIED OVERDRIVE MANUAL INTER. ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH BAND CLUTCH *HOLDING APPLIED LOW INTER. ROLLER CLUTCH CLUTCH LOW & REV BAND
ON OFF
* NOT HOLDING IN COAST
**
*HOLDING APPLIED
** HOLDING BUT NOT EFFECTIVE. NOTE: DESCRIPTIONS ABOVE EXPLAIN COMPONENT FUNCTION DURING ACCELERATION.
MAIN SHAFT (662)
OVERRUN CLUTCH APPLIED
Manual First is available to the driver when vehicle operating conditions require maximum engine compression braking for slowing the vehicle, or maximum engine torque transfer to the wheels. These conditions include: descending a steep grade to provide maximum engine compression braking; and, to retain First gear when ascending a steep grade or pulling a heavy load for maximum engine power. Under normal driving conditions, the transmission is prevented from upshifting while operating in Manual First. If the transmission is in any other forward gear range when Manual First is selected, the transmission will not shift into First gear until vehicle speed is below approximately 56 km/h (35 mph). Above this speed, the transmission will first shift into Second gear until vehicle speed slows sufficiently. Note: Transfer of engine torque through the transmission during acceleration is identical to Overdrive Range - First Gear (refer to page 56A) to obtain an approximate gear ratio reduction of 2.48:1. The power flow in Figure 68 and the following text describes conditions during deceleration (zero or minimum throttle) and how engine compression braking is achieved. Vehicle speed provides the torque input to the transmission through the drive shaft and transmission output shaft (671). This is shown by the direction of the power flow arrows in the drawing at the top of Figure 68. Notice that this flow is identical to Overdrive Range - First Gear except that the arrows are in the opposite direction.
CASE (7)
72
OVERDRIVE ROLLER CLUTCH (512) *HOLDING LOW ROLLER CLUTCH (644) *HOLDING LOW AND REVERSE BAND ASSEMBLY SUN (657) GEAR APPLIED (650) OUTPUT CARRIER ASSEMBLY (661) REACTION CARRIER ASSEMBLY (651) HELD LOW AND REVERSE BAND SERVO APPLIED
Vehicle speed attempts to drive the output carrier assembly (661) faster than engine speed is driving the rear internal gear (666), output carrier pinion gears and sun gear (650). The reaction carrier pinion gears are in mesh with both the output carrier and sun gear.
2 Low and Reverse Band Assembly Applied
TURBINE SHAFT (502)
The low and reverse band assembly (657) is applied and holds the reaction carrier assembly from rotating in either direction. The output carrier attempts to drive the reaction pinion gears faster than the sun gear is being driven by engine torque. This action would cause the reaction carrier assembly to rotate clockwise and overrun the lo roller clutch (644), allowing the vehicle to coast freely.
3 Forward Clutch Applied
Power flow travels back through the transmission to the forward clutch housing (602). Each of the components function and rotation direction is the same as during acceleration (compare Figures 52 and 68).
MAIN SHAFT (662)
The overrun clutch plates (508, 509) are applied and power flow from the forward clutch housing, through the overdrive planetary gear set and to the turbine shaft (502) is the same as Manual Third range (see page 68A).
With the low and reverse band assembly and overrun clutch applied, power flow is mechanically connected between the output shaft and converter turbine. This allows engine compression to slow the vehicle when the throttle is released.
Figure 68
72A

SOLENOID 1-2 2-3 FOURTH OVERRUN CLUTCH CLUTCH APPLIED OVERDRIVE MANUAL INTER. ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH BAND CLUTCH HOLDING APPLIED LOW INTER. ROLLER CLUTCH CLUTCH LOW & REV BAND

2ND CL
ON OFF
HOLDING APPLIED
#2
DRIVE
OVERRUN CLUTCH
14

ACCUMULATOR
MANUAL FIRST SECOND GEAR
REAR BAND APPLY
2ND
Lo fluid is directed to the TFP manual valve position switch to signal the PCM that the transmission is in Manual First.
1c 1-2 Shift Solenoid (SS) Valve:

2b
REAR BAND APPLY
D321
FRONT BAND APPLY
D321
PRN
EX
EX
D 21 LO
ACTUATOR FEED
REVERSE
REVERSE
PRND4 PRND43
LINE
PRND4
REAR
LO
LO
2b Manual 2-1 Band Servo:
1-2 SIGNAL
LO
REV
FRONT BAND APPLY
PRESSURE REG
LINE
PRND43
ACTR FD
REV EX
2c Intermediate Clutch Assembly:
TORQUE SIGNAL
LINE (from Pump)
ACTUATOR FD
TORQUE SIG
EX EX
EX
EX
REVERSE
ACT FD LIMIT
PRND4
2-3 SOL

LINE FILTER (75)

2-3 SHIFT VALVE

4TH CL FD EX FBA PRN
EX
TORQUE SIGNAL
N.O. OFF
3RD CLUTCH FEED
FRONT BAND APPLY
LINE
TCC SIGNAL
ORIFICED REG APPLY
FILT 2-3 DR
TORQUE
EX
LINE
FILTERED ACTR FD

PRN
TCC REG
OFF
EX
3-4 SHIFT
15
REGULATED APPLY
4TH CLUTCH
ORIFICED EX
4TH CL FD
1-2 SIG
FILTER (302)
ACTUATOR FEED
72B
Figure 69
SIGNAL
FILTERED 2-3 DRIVE
2-3 DRIVE
EX
1-2 SIGNAL
Lo fluid is also directed to the accumulator valve to keep the valve fully compressed against spring force and orificed accumulator fluid pressure. This allows drive fluid to flow directly into the accumulator fluid circuit without being regulated, thereby increasing accumulator fluid pressure to equal line fluid pressure. The increase in accumulator fluid pressure in Manual First is needed at the low and reverse servo assembly to keep the low and reverse band released in a Manual First - Second Gear condition. In Second gear, the PCM keeps the 1-2 SS valve de-engerized and 2nd clutch fluid pressure is present (see inset in Figure 69). If this happens with 2nd accumulator fluid pressure not equal to line fluid pressure, RBA fluid pressure will move the low and reverse servo piston to apply the low and reverse band. In this situation, both bands (manual 2-1 and low and reverse) would be applied and a tie up condition would occur. As in Manual Third and Manual Second, the PCM output signal to the pressure control (PC) solenoid valve increases torque signal fluid pressure further for the added torque requirements during engine compression braking or maximum engine torque transfer.
EX
PRND4 ACTUATOR FEED

LINE
BOOST
ORIFICED EX
2-3 SIGNAL
ORIFICED ACTUATOR FD
2-3 DRIVE
2-3 SIGNAL
3 SHIFT ACCUMULATION 3a Accumulator Valve:
2nd clutch fluid exhausts from the intermediate clutch piston and low and reverse servo assembly, thereby releasing the intermediate clutch plates.
2-3 DRIVE
SUCTION LINE
REV

PRND4
LO
TFP SWITCH
DRIVE
1-2 SHIFT VALVE
REVERSE 2-3 SIGNAL

CONV FD
REV
DRIVE
ACTUATOR FEED
19 4
FBA fluid exhausts from the manual 2-1 band servo, allowing spring force to move the piston and manual 2-1 band servo pin and release the manual 2-1 band assembly. When exhausting, FBA fluid unseats the #3 ball check valve.
PRESSURE TAP (24)
1b
20
2a
1c
1-2 SOL EX N.O. ON
1-2 SIGNAL
LUBE PIPE (39)
The 2-3 drive circuit is opened to an exhaust port at the 1-2 shift valve. Because 2-3 drive fluid supplies the Front Band Apply (FBA), 2nd clutch and filtered 2-3 drive circuits, these circuits are also open to exhaust.
RBA
DRIVE
AIR BLEED (210)
LUBE
RND
#7
1d
LO
3a
3RD ACCUM
4TH ACCUM
2 INTERMEDIATE CLUTCH AND MANUAL 2-1 BAND RELEASE: 2a 1-2 Shift Valve:
MANUAL VALVE
23
DRIVE
ORIFICED ACCUM
#6
ACCUM
1a
ACCUM
TORQUE SIG
#5
FILTER (317)
ACCUM
RBA fluid pressure overcomes the force from 2nd accumulator fluid pressure and spring force to move the low and reverse servo piston and low and reverse band apply pin. This applies the low and reverse band assembly.
DRIVE
DRIVE
1e Low And Reverse Band Servo:
ACTR FD
ACCUMULATOR
ACCUMULATOR
FBA
14
12
Lo fluid from the manual valve is also routed to the #7 ball check valve, and seats the #7 ball check valve against the reverse circuit and enters the Rear Band Apply (RBA) fluid circuit.
PRND43
#2
TORQUE SIGNAL
22
4TH ACCUM
#3
3RD ACCUM
The PCM engergizes the 1-2 SS valve, thereby creating high 1-2 signal fluid pressure which moves the 1-2 shift valve to the downshifted position.
DRIVE
2ND ACCUM
21 18 17
2-3 DRIVE
#4
1b TFP Manual Valve Position Switch:
1e
2ND CLUTCH
CLUTCH
Line pressure enters the lo fluid circuit at the manual valve.
#1
D321
2ND CL
LOW AND REVERSE BAND ASSEMBLY APPLIES 1a Manual Valve:
4TH CLUTCH
2ND CLUTCH 3RD CLUTCH
4TH ACCUMULATOR
Manual First (1) may be selected at any time while the vehicle is being operated in a forward gear range. However, the downshift to First gear is controlled electronically by the PCM which will not energize the 1-2 shift solenoid (SS) valve (First gear state) until the vehicle speed is below approximately 56 km/h (35 mph). Above this speed, the transmission will operate in a Manual First - Second Gear condition until vehicle speed slows sufficiently. Note that this speed varies depending on vehicle application. When the gear selector lever is moved to Manual First, the manual valve also moves. With vehicle speed low enough, the following hydraulic and electrical changes occur to achieve Manual First - First Gear:
2ND ACCUM
* HOLDING BUT NOT EFFECTIVE. NOTE: DESCRIPTIONS ABOVE EXPLAIN COMPONENT FUNCTION DURING ACCELERATION.
4TH CLUTCH
2c
EX 3RD ACCUMULATOR
73
OPERATING CONDITIONS
RANGE REFERENCE CHART
1 RANGE GEAR 1-2 SHIFT 2-3 SHIFT SOLENOID SOLENOID VALVE VALVE ON OFF FOURTH CLUTCH 2 OVERRUN CLUTCH 3 OVERDRIVE ROLLER CLUTCH HOLDING 4 FORWARD CLUTCH 5 DIRECT CLUTCH 6 MANUAL 2-1 BAND 7 INTERMEDIATE SPRAG CLUTCH 8 INTERMEDIATE CLUTCH 9 LOW ROLLER CLUTCH 10 LOW AND REVERSE BAND
P-N R D
REVERSE 1st 2nd 3rd 4th 1st
ON ON OFF OFF ON ON OFF OFF ON OFF ON OFF
OFF OFF OFF ON ON OFF OFF ON OFF OFF OFF OFF APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED
HOLDING HOLDING HOLDING HOLDING APPLIED APPLIED
APPLIED
APPLIED
*
HOLDING OVERRUNNING OVERRUNNING APPLIED APPLIED APPLIED
HOLDING OVERRUNNING OVERRUNNING OVERRUNNING HOLDING APPLIED APPLIED OVERRUNNING OVERRUNNING HOLDING APPLIED OVERRUNNING HOLDING APPLIED OVERRUNNING APPLIED
APPLIED APPLIED
OVERRUNNING APPLIED APPLIED HOLDING HOLDING HOLDING HOLDING HOLDING HOLDING HOLDING APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED
*
HOLDING OVERRUNNING
D 2 1
2nd 3rd 1st 2nd 1st 2nd
*
HOLDING
*
HOLDING
*HOLDING BUT NOT EFFECTIVE

ON = SOLENOID ENERGIZED OFF = SOLENOID DE-ENERGIZED
@ THE SOLENOID'S STATE FOLLOWS A SHIFT PATTERN WHICH DEPENDS UPON VEHICLE SPEED AND THROTTLE POSTION. IT DOES NOT DEPEND UPON THE SELECTED GEAR.
NOTE: DESCRIPTIONS ABOVE EXPLAIN COMPONENT FUNCTION DURING ACCELERATION. EXPECTED OPERATING CONDITION IF COMPONENT IN COLUMN NUMBER IS INOPERATIVE: COLUMN # 1 2 3 4 5 6 7 8 9 10 CONDITION NO 4TH GEAR. NO ENGINE BRAKING IN ALL MANUAL RANGES. NO REVERSE, NO FORWARD IN OVERDRIVE RANGE. NO FORWARD. NO REVERSE, NO THIRD OR FOURTH. NO ENGINE BRAKING IN MANUAL 2ND. NO SECOND GEAR. NO SECOND, THIRD, OR FOURTH GEARS. NO FORWARD IN OVERDRIVE OR MANUAL THIRD. MANUAL FIRST OK. NO REVERSE, NO ENGINE BRAKING IN MANUAL 1ST.
SHIFT SOLENOID VALVE ELECTRICAL CONDITIONS If the PCM detects a continuous open or short to ground in the shift solenoids or shift solenoid circuits the following actions occur: 1-2 The PCM commands maximum line pressure. DTC The PCM disables shift adapts. P0753 The PCM inhibits downshifts to 2nd gear if the vehicle speed is greater than 48 km/h (30 mph). The PCM illuminates the Malfunction Indicator Lamp (MIL). 2-3 DTC P0758 The PCM commands maximum line pressure. The PCM disables shift adapts. The PCM commands 2nd gear. The PCM illuminates the Malfunction Indicator Lamp (MIL).
74
Figure 70
COMPLETE HYDRAULIC CIRCUITS

The hydraulic circuitry of the Hydra-matic 4L80-E transmission is better understood when fluid flow can be related to the specific components in which the fluid travels. In the Power Flow section, a simplified hydraulic schematic was given to show what hydraulically occurs in a specific gear range. The purpose was to isolate the hydraulics used in each gear range in order to provide the user with a basic understanding of the hydraulic system. In contrast, this section shows a complete hydraulic schematic with fluid passages active in the appropriate component for each gear range. This is accomplished using two opposing foldout pages that are separated by a half page of supporting information. The left side foldout contains the complete color coded hydraulic circuit used in that gear range along with the relative location of valves, ball check valves and orifices within specific components. A broken line is also used to separate components such as the pump, control valve body and case to assist the user when following the hydraulic circuits as they pass between them. The half page of information facing this foldout lists possible conditions and component diagnostic tips. Always refer to the appropriate vehicle platform service manual when diagnosing specific concerns The right side foldout shows a two-dimensional line drawing of the fluid passages within each component. The active fluid passages for each gear range are appropriately colored to correspond with the hydraulic schematic used for that range. The half page of information facing this foldout identifies the various fluid circuits with numbers that correspond to the circuit numbers used on the foldout page. For a more complete understanding of the different hydraulic systems used in a specific gear range, refer to the Hydraulic Control Components section and/or Power Flow section.
PASSAGE PASSAGE PASSAGE PASSAGE PASSAGE
A IS LOCATED IN THE PUMP BODY (LIGHT GREY AREA) B IS LOCATED IN THE CONTROL VALVE BODY (LIGHT BLUE AREA) C IS LOCATED ON THE SPACER PLATE (DASHED LINE) D IS LOCATED IN THE CASE (WHITE AREA) E IS LOCATED IN THE ACCUMULATOR HOUSING (LIGHT YELLOW AREA)
FLUID FLOW SCHEMATIC (FOLDOUT) A

PARK
(Engine Running)
FLUID FLOW THROUGH COMPONENTS (FOLDOUT) B

(En RK g) PA nnin u eR
gin
45 8
12 9
12
10 8
APPLY/RETURN
DRIVE
OVERRUN CLUTCH
DRIVE
REVERSE
49
12
12
29
49
11
19
3RD/REVERSE
11
11
45
CENTER LUBE
RELEASE
3RD/REV
DRIVE
ER CENT
LUBE
REVERSE
43
47
30
30
43
45
14
47
29
CENTER LUBE
40
2ND CL
2ND CL

3RD/REVERSE

ACCUM 3RD CL FD ACCUMULATOR
19
43
14
43
CENTER LUBE
ACCUM
REVERSE
EX
ACCUM
ACCUMULATOR
FBA
4TH ACCUMULATOR
4TH CL
3RD ACCUMULATOR
ACCUM
4TH CL 3RD CL
PRND43
REAR BAND APPLY
CENTER LUBE ORIFICE CUP PLUG (208)
#6
26c
#5
26f
#10
#8
33a
#3
#2
26j
#3 41a 16a 41 42 #4 5 14a
42c
2ND ACCUM
2ND CLUTCH
4TH CLUTCH
16a
FBA 31d
37c
37d
31c
31b
FRONT LUBE
CASE (7)
RELEASE
EX
EX
PRN D 21 D 21 D 21
CO NV
CON V FD CON V FD
4TH CL FD 4TH CL
LIM IT
7 37a 19
14 43
4TH CL FD 3RD CL
36a
4TH CLUTCH FEED
EX
2-3 DRIVE
26b
EX
45a 43h
19 2 3
19 2 3 25 40 42
37 2
42 18 33 36 31 45 33
19 24 35
44
50
37a/19 2c
FILTERED 2-3 DRIVE
COOLER
DRIVE
FRONT BAND APPLY
LINE
5d
18b 36b 23a
LO
PRND4
PRESSURE REG
2-3 SIGNAL
D21
RBA
D 21
REV
1-2 SIGNAL
EX
PUMP ASSEMBLY (4)

26
#6
26 17
REG CONV FD
30a
CONV CLUTCH SHIFT
TCC SIGNAL EX
EX
49
TCC SIGNAL
18 24a 22 19 43d 5b
EX
45 4
46b
TCC SIGNAL
PRN
REL
8
24
LINE
ACTR FD
BOOST
3 3b 4 2c 14a 2

REV EX
FILT ACTR FD
2ND CLUTCH
LINE
TCC SIGNAL
ACTR FD
PRND43
DRIVE
PUMP BODY (203)
REVERSE TORQUE SIG
TORQUE SIGNAL
1-2 SOL EX N.O. ON
)8(
14b
PRN
TORQUE SIGNAL LINE
LINE
2b
D 21
ACTUATOR FEED
EX
5c 20a
EX
DRIVE
CASE (7)
REVERSE
21 19d 24 22
REVERSE
TCC SIGNAL
PRND43
REAR LUBE
LO
PRND4
RBA
DRIVE
REVERSE
PUMP COVER (206)
20e 2d
LO
LINE LO
42b
76
Figure 72
HALF PAGE TEXT AND LEGEND
PRND4
18a
DRIVE
SUCTION
ACTUATOR FEED
DRIVE
44a 40 40 39d 43a 19b 39e 40a 42d 39c 42c
DRIVE
REVERSE
LO
PRESSURE TAP (24)
5a
1
39b 39a
23
OVERRUN CLUTCH LINE
#1
D321
D321

OIL PAN (28)
LINE
20f
PRND4 PRND43
LINE
PRND4
LO
REVERSE OVERRUN CLUTCH DRIVE
D321
DRIVE
LO
RND
FILTER (317)
REGULATED APPLY
MANUAL VALVE

TCC SIGNAL
20b
2ND CL
40
19c
DRIVE
PRND43
REV
LUBE PIPE (39)
#7 RBA REV
TFP SWITCH
DRIVE
LO
REVERSE DRIVE
FILTER (302)
1-2 SHIFT VALVE
RR
REV ACTR FD
1-2 SIGNAL
CL U TC H
Figure 71
21
20c
1-2 SIGNAL
ACTR FD
REG APPLY
APP/RET
2-3 SIG
2-3 DRIVE
20
CC
LINE
REVERSE
43c
COOLER
EX
3a
OFF
R CONV FD
TCC REG
ACTUATOR FEED
REV REV REV
47 47
34 47
38a
47
2
44
43b
47
18 #7
(317)
12
13
(90)
41 39 16 16
42
44
SPACER PLATE (46)

41 39 39 42 16 5 20 14 20 20 19 24 42 20 19 2 2 14 5 43 19 40 37 4 34 36 3 37 43 43 30 25 26 5 6 40 38 32 26 17 14 14 38 47 32 37 34 46 45 34 37 39 18 20 20 2 22 43 43 19 41 41
42
44

42 41
39 5 43 43 42 18 36 31 24 24 31 34 35 43 43 45 31 23 46 33 22 19
14 14
20 5
20
2 22 43
5 43 43 42 18 36 3 37 5 40 45 34 45 31 34 26 26 17 34 37 26 31 26 28 37 18 36 31 23 35 45 31 23 24 33 45 22
5 43 43
20 20 21 22
19 37 39 2 37 3 33 39
2
A
19
42
25 30 26 26
26
27
28 28 26
14 14 38
47
32
Figure 73
FOLDOUT 77
COMPLETE ILLUSTRATED PARTS LIST
FOLDOUT 75
25a
FBA ORIFICED EX
20d
ACTUATOR FEED
CONV FD
FILTERED 2-3 DRIVE
EX
N.O. OFF
2ND CLUTCH
12
47

26j/28
14
LINE
45b
EX ORIFICED EX
LINE
2-3 SHIFT VALVE
EX
24b
23
#4
45
28
14d
37f
34a
28a
14
2-3 SOL
28
SUCTION
2a
LINE
24c
17
26d/38
26a/27
26f/32
2-3 SIGNAL
14
37
37
34 45 26 14c 32a 26h
22b 17 23
EX EX
EX
30
30
#5
24
26c/38
26e/32
9
31d
34c
16
43h 47
47 20
45
26g
5 20
22 47 2 43 18 16 43 41 17 42 43
45 43 23
19 22
21 21 43 5 20
17a
(39)
47
26i/28
39
(302)
42 41 45 47 47
43 19
LINE
PRND4
CONVERTER FEED
ACT FD LIMIT
40
AL E GN AS RN C SI LE TC RE RETUE Y/ IV LUBE PL AP DR ONT FR
23 40
24 34 45 31 34
44 43 #9
25a 30a
5d
TC
OVERRUN CLUTCH
5 5e 6
2-3 SIGNAL PRND4
(75)
C EN
TORQUE SIGNAL
AB
AIR BLEED (210)
42a
PRN
#11 ACTR FD
1-2 SIGNAL
LE
ACCUM
3-4 SHIFT
PRND43
43g 16 43f 22a
42a 3a
5
3 37 5
10
37 23
37d 37e 45a 34b

15
5e/6
37c 40a
26b
DRIVE
31b 36b
12
31a
33c 23a 23/24c 24a

17 18
26a
27
#9
2a
39b/40 18a 33a/34 37b 3b/4 11 3 33b/34 36a
EX
REG
3RD CL
19a
ORIF EX
ORIFICED EX
46a 15
45
EX
3RD CL FD 3RD/REV REV
43e
14d
34a
31a
41a
37b
37e
34b
26g
26h
35a
28a
14c
34c
33c
37f
FILTER (75)
41 39d
26d
26e
16b
33b
26i
17a
8
38 38
9
32 32
10
11
34 34
12
13
28 28
14
47
39 16 5 39
41
47
16
14 14 43
20
5 43 39
22

#1

(24)
ER COOL
14
COOLER
47
45
29
45
14
47
30 40
30 40
29
43
47
47 43
19
19 43
14
30
ACCUMULATOR GASKET (47)
#10
#8
42
44
43 22 43
20 20
;;
2d 44a
23
20f 14b
20e 5a 19a
2b 43a 39a/40 39c

1
16b/41 22a
5b 43c 43b 42b 18b 45b

4
(39)
31c 23/24b
46a/45
FRONT LUBE
24
10
13
40
49
42d 2 14 39e 22b 5c 47 43d

13
47 14 47 27 42 30 47 47 25 26 19 14 38
19
20a 20b 20d/22
19b
43e 20c/21
22
20
46b/45
21
19c 24/19d
14 35a 43f
43g
12
10
ns p sure mp oue tra pum Preses pu to thWhen mand ulat rdingents. the de m fro accoirem ceeds, fluidr requut ex sure lato outp e presre regu of lin essu e pr th
48
;;;; ;;;; ;;;; ;;

48 47 7 47

48
;; ;;;; ;; ; ;;; ;;
(208) (237) (236) (210)
48 7
48
(239)
48
45
7 8
45
45
48
(8)
49
;;; ;;
45 12
47
12
12
13
(90)
30
40
47 38
47
47 37 34 32 16 45 5 2 6 40 37 42 36 45 2 47 19 47 47 40 39 3 2 4 34 41 18 5 17 18 30 25 45 37 36 26 17 47 47
47
;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;;
(P) Park l the e oi r in th leve fromwing: ctor sure follo sele pres the Regthe line to 8): ) Withtion, rected Valve(21 sure si is di r pres po p lato (line ion pum Regu tput miss
PARK
(Engine Running)
;;; ;;;;;; ;;; ;;; ; ;; ;;;;;; ;;; ;;; ;;; ;;; ;;;;;; ;;; ;; ;;;;;;;; ;; ;; ;; ;;;; ;;
;;;;; ;; ;;; ;; ;;;;; ;; ;;; ;; ;;;;; ;; ;;;; ;;; ;;;;; ;; ; ; ;;;; ;;;;
(9)
;
1 1
47 26 47 47 28 47 47 35 #11 5 24 31 45 36 42 31 23 33 43 46 5 19 22 22
19
43
14
32
47 47 43
47
46
21
34
C TC EN AB L
50
TC AB C EN LE
32
4T
H
33
34
A
35
V
O
37
V
ER
38
RU
D2
3-
SI
G
N
L
PARK
(Engine Running)
LER COO
COOLER
CENTER LUBE ACCUM
3RD/REV
DRIVE
REVERSE
E LUB ER ENT C
OVERRUN CLUTCH
CENTER LUBE
RELEASE


3RD/REVERSE

3RD CL FD ACCUMULATOR
2ND CL
2ND CL
EX
REVERSE
ACCUM
ACCUM
ACCUMULATOR
4TH CL 3RD CL
FBA
4TH ACCUMULATOR
4TH CL
3RD ACCUMULATOR
ACCUM
CENTER LUBE
2ND ACCUM
4TH CLUTCH
17a
8
38 38
9
32 32
10
37c 37d
11
34 34
12
31c 31b
13
28 43e 28
14
FRONT LUBE
CASE (7)
RELEASE
EX
EX
EX
FILTERED 2-3 DRIVE
COOLER
DRIVE
LINE
5d
18b 36b 22b 17 23 23 18 24a 22 19 20d 23a
LO
PRND4
PRESSURE REG
EX EX
D21
D 21
REG CONV FD
CONV CLUTCH SHIFT
LINE
49
TCC SIGNAL
LINE
45b
EX
EX
TCC SIGNAL
PRN
LINE
ACTR FD
BOOST
3 3b 4 2c 14a 2

REV EX
FILT ACTR FD
LINE
TCC SIGNAL
DRIVE

14b
PRN
ACTUATOR FEED
D 21
LINE
2b
EX
EX
5c 20a
DRIVE
CASE (7)
REVERSE
TCC SIGNAL
PRND43
LO
20e
REAR
LO
2d
LINE LO
#7 RBA REV
PRND4
76
Figure 72
SUCTION
DRIVE
40a
39d
43a
19b
39e
42d
39c
OVERRUN CLUTCH LINE
#1
LO
PRESSURE TAP (24)
1
39a 39b
42c
REVERSE

40 40 44a
23
D321
D321

REVERSE DRIVE
ACTUATOR FEED
DRIVE
5a
PRND4
18a
DRIVE
OIL PAN (28)
LINE
42b
LO
DRIVE
REVERSE
REV
DRIVE
PUMP COVER (206)
LUBE PIPE (39)
TFP SWITCH
RBA
PRND43
PRND4
20f
DRIVE
LUBE
PRND4 PRND43
LINE
PRND4
LO
REVERSE
21 19d 24 22
2ND CL
D321
DRIVE
LO
RND
FILTER (317)
19c
DRIVE
REGULATED APPLY
MANUAL VALVE

TCC SIGNAL
20b
FILTER (302)
1-2 SHIFT VALVE
EX N.O. ON
REV ACTR FD
1-2 SIGNAL
ACTR FD
PRND43
PUMP BODY (203)
REVERSE
TORQUE SIGNAL
1-2 SOL
21
20c
1-2 SIGNAL
2ND CLUTCH
ACTR FD
REG APPLY
2-3 DRIVE
20
APP/RET
2-3 SIG
LINE
REVERSE
43c
COOLER
EX
3a
OFF
R CONV FD
TCC REG
ACTUATOR FEED
25a
ACTUATOR FEED
REL
24
FBA ORIFICED EX
43d 5b 43b
CONV FD
FILTERED 2-3 DRIVE
EX
45
46b
EX ORIFICED EX
2-3 SHIFT VALVE

EX
EX
30a
TCC SIGNAL
2-3 SOL N.O. OFF
24b
2-3 SIGNAL
SUCTION
2a
LINE
1-2 SIGNAL
REV
EX
24c
RBA
PUMP ASSEMBLY (4)
2-3 SIGNAL
EX
LINE
PRND4
CONVERTER FEED
ACT FD LIMIT
FRONT BAND APPLY
OVERRUN CLUTCH
5 5e 6
2-3 SIGNAL PRND4
CE TC
AIR BLEED (210)
42a
TORQUE SIGNAL
PRN
#11 ACTR FD
1-2 SIGNAL
E BL NA
DRIVE
26a 6
27
43h
#9
16
ACCUM
3-4 SHIFT
PRND43
43g 43f 22a
2-3 DRIVE
CON
V FD
26b
EX
45a
4TH CLUTCH FEED
EX
19a
3RD CL
REG
CON
37a
19
4TH CL FD 4TH CL
CO NV L
PRN D 21 D 21 D 21
IMIT

36a 46a 15 45
V FD
3RD CL
ORIF EX 3RD CL FD 3RD/REV REV
ORIFICED EX
EX
2ND CLUTCH
FBA 31d
16a
14d
31a
41a
37b
37e
34b
34a
26g
26h
35a
41
28a
14c
34c
33c
37f
FILTER (75)
REAR BAND APPLY
CENTER LUBE
PRND43
#6
26c
#5
26f
#10
#8
33a
#3
#2
26j
26e
16b
26d
33b
26i
;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;;
APPLY/RETURN
FRONT LUBE
DRIVE
DRIVE
REVERSE 3RD/REVERSE
TC C EN AB L
TC CE B NA LE
PARK
(Engine Running)
The following conditions and component problems could happen in any gear range, and are only some of the possibilities recommended to diagnose hydraulic problems. Always refer to the appropriate vehicle platform service manual when diagnosing specific concerns.
HIGH LINE PRESSURE
Pressure Regulator Valve (231), or Boost Valve (228)

Stuck, damaged
Retainer Pin (211)

Broken
Orificed Plug (210)

Blocked
Pressure Control Solenoid Valve (320)

Loose connector Valve has failed Off.
LOW LINE PRESSURE
Pressure Regulator Valve (231), Boost Valve (228), or Spring (230)

Stuck, damaged, broken
Oil Pump (203)

Cross channel air leak, body to cover or body to case
Pump Valve Bores

Excessive valve clearance due to wear
Valve Body (301)

Cross channel leaks Cross valve land leaks
Gasket/Spacer Plate
Damaged Missing
Pressure Control Solenoid Valve (320)

Valve is stuck On Broken clip causes leakage Wire is pinched to ground Screen is missing
Cooler Lines
Clogged or restricted.
SOLENOID 1-2 2-3 FOURTH OVERRUN CLUTCH CLUTCH
OVERDRIVE MANUAL INTER. ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH BAND CLUTCH HOLDING
LOW INTER. ROLLER CLUTCH CLUTCH
LOW & REV BAND
ON OFF
76A
PARK
(Engine Running) PASSAGES
1 2 3 4 5 6 7 8 9 10 11 12 13 14 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 49 50 SUCTION LINE REGULATED APPLY ORIFICED REGULATOR APPLY ACTUATOR FEED ORIFICED ACTUATOR FEED CONVERTER FEED REGULATED CONVERTER FEED TCC ENABLE CONVERTER RELEASE CONVERTER APPLY/RETURN COOLER CENTER LUBE TORQUE SIGNAL PRN (PARK REVERSE NEUTRAL) PRND43 PRND4 DRIVE FILTERED ACTUATOR FEED 1-2 SIGNAL 2-3 SIGNAL 2-3 DRIVE 2ND CLUTCH FILTERED 2-3 DRIVE ACCUMULATOR ORIFICED ACCUMULATOR 2ND ACCUMULATOR PUMP SEAL DRAINBACK TCC SIGNAL FBA (FRONT BAND APPLY) 3RD ACCUMULATOR 3RD CLUTCH FEED 3RD CLUTCH 3RD / REVERSE 4TH CLUTCH FEED 4TH CLUTCH 4TH ACCUMULATOR D321 OVERRUN CLUTCH D21 LO REVERSE RBA (REAR BAND APPLY) EXHAUST ORIFICED EXHAUST VOID VENT FRONT LUBE REAR LUBE
COMPONENTS ( )
(8) (9) (24) (39) (54) (75) (90) (208) (210) (236) (237) (239) (302) (305) (317) CONNECTOR, FRONT OIL COOLER PIPE PIPE, VENT PLUG, OIL TEST HOLE (HEX HD 1/8 PIPE) PIPE, LUBE BALL, .25 DIAMETER (BALL CHECK VALVES #1,3,4,5,6,8,9,10) SCREEN, PWM SOLENOID CONNECTOR, REAR OIL COOLER PIPE PLUG, (.043) ORIFICE CUP PLUG, (.016) ORIFICE CUP PLUG, (.062) ORIFICE CUP PLUG, (.031) ORIFICE CUP SHIELD, VENT SCREEN FILTER, PRESSURE CONTROL SOLENOID FEED BALL, .375 DIAMETER (BALL CHECK VALVES #7,11) FILTER, SHIFT SOLENOID FEED
76B
PARK
(Engine Running)
45 8
12 9
12
10 8
49
12
12
29
49
11
19
11
11
45
43
47
30
30
43
45
14
47
29
47
45
29
45
14
47
30 40
30 40
29
40
19
43
14
43

#1
14
43
47
47 43
19
19 43
14
30
#3 41a 16a 41 42 #4 5 14a
42c
41 39d
47
39 16 5 39
47
16
14 43 19 2 3
14 14 43 19 2 3 25 40
20
5 43 39 2 42 3 37 5 23 40 #5 26 #6 26 34
22
37
42 18 33 36 37 23 24 45 31 34 31 45 33
19 24 35
44
50
37a/19 2c
2a 42a 3a
5
10
39b/40 18a 33a/34 37b 3b/4 11 3 33b/34 36a 37d 37e 45a 34b 26e/32
31b 36b
12
31a
33c 23a 23/24c 24a
(75)
44 43 #9 24
6
25a 30a
5d
5e/6
37c 40a
40 30 30
26c/38 26d/38
31d
34c
16
43h 47
47 20
45
28
12
47

26j/28
14
45
14d
37f
34a
28a
14
28
17
17
26a/27
26f/32
26g
5 20
22 47 2 43 18 16 43 41 17 2 42 43
45 43 23
19 22
21 21 43 5 20
17a
(39)
47
14
37
37 47
34 45 34 47
26i/28
39
26
38a
47
47
44
47
18 #7
(317)
)8 (
12
13
(90)
41 39 16 16
42
44
SPACER PLATE (46)

41 39 39 42 16 5 20 14 20 20 19 24 42 20 19 2 2 14 5 43 19 40 37 4 34 36 3 37 43 43 30 25 26 5 6 40 38 32 26 17 14 14 38 37 34 46 45 34 37 39 18 20 20 2 22 43 43 19 41 41
42
44

42 41
39 5 43 43 42 18 36 31 24 24 31 34 35 43 43 45 31 23 46 33 22 19
14 14
20 5
20
2 22 43
5 43 43 42 18 36 3 37 5 40 45 34 45 31 34 26 26 17 34 37 26 31 26 28 37 18 36 31 23 35 45 31 23 24 33 45 22
5 43 43
20 20 21 22
19 37 2 42 2 39 37 3 33 39
19
25 30 26 26
26
27
28 28 26
14 14 38
47
32
47
32
Figure 73
FOLDOUT 77
14c
32a
26h
(302)
42 41 45 47 47
43 19
26b
#10
#8
(24)
42
44
43 22 43
20 20
;
44a
23
2d
20f 14b
20e 5a 19a
2b 43a 39a/40 39c

1
16b/41 22a
5b 43c 43b 42b 18b 45b

4
(39)
31c 23/24b 17 18
15
46a/45
24
10
13
40
49
42d 2 14 39e 22b 5c 47 43d

13
47 14 47 27 42 30 47 47 25 26 19 14 38
19
20a 20b 20d/22
19b
43e 20c/21
22
20
46b/45
21
19c 24/19d
14 35a 43f
43g
12
10
;;;; ;;;; ;;;; ;;

48 47 7 47 2 48

48
;; ;;;; ; ; ;;; ;;
(208) (237) (236) (210)
48 7
48
(239)
48
45
7 8
45
45
48
(8)
49
;; ;;;
47 45 12
12
12
13
(90)
30
40
47 38
47
47 37 34 32 16 45 5 2 6 40 37 42 36 45 2 47 19 47 47 40 39 3 2 4 34 41 18 5 17 18 30 25 45 37 36 26 17 47 47
47
;;; ;; ;;;;;; ;;; ;;; ;; ;;; ;;;;;; ;; ;;; ;;; ;; ;;; ;;;;;;;; ;; ;;;;;;;; ; ;; ;; ;;;; ;; ;;
;;; ;;;;; ;; ;;; ;; ;;;;; ;; ;;; ;; ;;;;; ;; ; ; ;;;;; ;; ; ;;; ;;; ;
(9)
;
1 1
47 26 47 47 28 47 47 35 #11 5 24 31 45 36 42 31 23 33 43 46 5 19 22 22
19
43
14
32
47 47 43
47
46
21
34
50
REVERSE
APPLY/RETURN
DRIVE
OVERRUN CLUTCH
DRIVE
CENTER LUBE
RELEASE
LER COO
COOLER
CENTER LUBE ACCUM
3RD/REV
REVERSE
DRIVE
E LUB ER ENT C

2-3 DRIVE ACCUMULATOR FRONT BAND APPLY

3RD CL FD
EX
2-3 DRIVE
ACCUMULATOR
2ND CL
2ND CL
3RD/REVERSE
REVERSE
ACCUM
ACCUM
ACCUMULATOR
FBA
4TH CL 3RD CL
4TH CLUTCH
17a
8
38 38
9
32 32
10
37c 37d
11
34 34
12
31c 31b
13
28 43e 28
14
FRONT LUBE
CASE (7)
RELEASE
EX
EX
FILTERED 2-3 DRIVE
COOLER
DRIVE
LINE
5d
18b 36b 22b 17 23 23 18 24a 22 19 43d 5b 43b 43c 20 21 20c 20d 23a
LO
PRND4
PRESSURE REG
EX EX
D21
D 21
REG CONV FD
CONV CLUTCH SHIFT
LINE
49
TCC SIGNAL
LINE
45b
EX
EX
TCC SIGNAL
PRN
LINE
ACTR FD
BOOST
3 3b 4 2c 14a 2

FILT ACTR FD
LINE
TCC SIGNAL
DRIVE
PRN
ACTUATOR FEED
D 21
EX
EX
LINE
5c 20a
DRIVE
TCC SIGNAL REGULATED APPLY
CASE (7)
REVERSE
TCC SIGNAL
PRND43
LO
20e
REAR
LO
PRND4
DRIVE
78
Figure 74
SUCTION
DRIVE
40a
39d
43a
19b
39e
42d
39c
OVERRUN CLUTCH LINE
#1
LO
PRESSURE TAP (24)
1
39a 39b
42c
REVERSE
CONTROL VALVE BODY (44) GASKET (45) SPACER PLATE (46) GASKET (48) CASE (7)
ACTUATOR FEED
DRIVE
44a
40
40
PRND4
18a
5a
23
D321

D321

REAR BAND APPLY
ACTUATOR FEED REVERSE
ACTUATOR FEED
REVERSE
DRIVE
DRIVE
OIL PAN (28)
LINE
REV
42b
LO
LO
DRIVE
2d
LINE
#7 RBA
REVERSE
REV
DRIVE
PUMP COVER (206)
LUBE PIPE (39)
TFP SWITCH
RBA
PRND43
PRND4
20f
DRIVE
LUBE
PRND4 PRND43
LINE
PRND4
LO
REVERSE
21 19d 24 22
2ND CL
MANUAL VALVE

20b
D321
DRIVE
LO
RND
FILTER (317)
19c
DRIVE
TORQUE SIGNAL
LINE
2b
REV ACTR FD
1-2 SIGNAL
TORQUE SIG
14b
FILTER (302)
1-2 SHIFT VALVE

EX N.O. ON
ACTR FD
PRND43
PUMP BODY (203)
REVERSE
TORQUE SIGNAL
1-2 SOL
1-2 SIGNAL
2ND CLUTCH
ACTR FD
REG APPLY
REV EX
2-3 DRIVE
APP/RET
2-3 SIG
LINE
REVERSE
COOLER
EX
3a
OFF
REV REV
R CONV FD
TCC REG
ACTUATOR FEED
25a
ACTUATOR FEED
REL
24
FBA ORIFICED EX

CONV FD
FILTERED 2-3 DRIVE
EX
45
46b
EX ORIFICED EX
2-3 SHIFT VALVE

EX
EX
24b
#4 2ND CLUTCH REV
N.O. OFF
2-3 SIGNAL
30a
TCC SIGNAL
2-3 SOL
SUCTION
2a
LINE
1-2 SIGNAL
REV
EX
24c
RBA
PUMP ASSEMBLY (4)
2-3 SIGNAL
EX
LINE
PRND4
CONVERTER FEED
ACT FD LIMIT
FRONT BAND APPLY
OVERRUN CLUTCH
5 5e 6
2-3 SIGNAL PRND4
ACTR FD
1-2 SIGNAL
C TC
AIR BLEED (210)
42a
TORQUE SIGNAL
PRN
#11
PRND43
16 43f 22a
LE AB EN
DRIVE
43h 43g
ACCUM
3-4 SHIFT
26a
27
EX
#9
2-3 DRIVE
CON
V FD
26b
EX
45a
4TH CLUTCH FEED
EX
19a
3RD CL
REG
CON
37a
19
4TH CL FD 4TH CL
V FD
3RD CL
ORIFICED EX
46a 15
45
EX
CO NV L
PRN D 21 D 21 D 21
IMIT

36a
2ND CLUTCH
FBA 31d
16a
14d
31a
41a
37b
37e
34b
34a
26g
26h
35a
41
28a
14c
34c
33c
37f
FILTER (75)
REAR BAND APPLY
CENTER LUBE
PRND43
#6
26c
#5
26f
#10
#8
33a
#3
#2
26j
26e
16b
26d
33b
26i
4TH ACCUMULATOR
4TH CL
3RD ACCUMULATOR
ACCUM
CENTER LUBE
2ND ACCUM
FRONT LUBE
REVERSE 3RD/REVERSE
;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;;
TC C EN AB L
TC CE B NA LE
REVERSE
NO REVERSE OR SLIPS IN REVERSE
Low and Reverse Band Anchor Pin (81)

Broken or mis-positioned
Center Support (640)

Broken Leaking at case
Center Support Seal (639)

Leaking
Center Support Bolt (25)

Loose or broken Feed hole is blocked
Low and Reverse Band Servo Piston (65)

Binding in case
Low and Reverse Band Servo Piston Seal (66)

Leaking, damaged or worn
Low and Reverse Band Servo Gasket (63)

Damaged or displaced
Low and Reverse Band Servo Cover (62)

Damaged
#7 Ball Check Valve

Stuck Missing
#11 Ball Check Valve

Stuck Missing
Direct Clutch Piston (619)

Leaking
Direct Clutch Piston Seals (620, 621 & 622)

Leaking
Direct Clutch Ball Check Valve (537)

Leaking
ENGINE STALLS IN REVERSE
Cooler Lines
Pinched
OVERDRIVE MANUAL INTER. ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH BAND CLUTCH HOLDING APPLIED
LOW & REV BAND APPLIED
ON OFF
78A
REVERSE
PASSAGES
COMPONENTS ( )
78B
REVERSE
45 8
12 9
12
10 8
49
12
12
29
49
11
19
11
11
45
43
47
30
30
43
14
47
29
45 19
47
45
29
45
14
47
30 40
30 40
29
3 2
40
19
43
14
43

#1
14
43
47
47 43
19 43
14
30
#3 41a 16a 41 42 #4 5 14a
42c
41 39d
47
39 16 5 39
47
16
14 43 19 2 3
14 14 43 19 2 3 25 40
20
5 43 39 2 42 3 37 5 23 40 #5 26 #6 26 34
22
37
42 18 33 36 37 23 24 45 31 34 31 45 33
19 24
44
50
37a/19 2c
2a
35
42a 3a
5
10
39b/40 18a 33a/34 37b 3b/4 11 3 33b/34 36a 37d 37e 45a 34b 26e/32
31b 36b
12
31a
33c 23a 23/24c 24a
(75)
44
25a 30a 24
6
5d
5e/6
37c 40a
43 #9 26b 26c/38 26d/38
40 30 30
31d
34c
16
43h 47
47 20
45
28
12
47

26j/28
14
45
14d
37f
34a
28a
14
28
17
17
26a/27
26f/32
26g
5 20
22 47 2 43 18 16 43 41 17 2 42 43
45 43 23
19 22
21 21 43 5 20
17a
(39)
47
14
37
37 47
34 45 34 47
26i/28
39
26
38a
47
47
44
47
18 #7
(317)
)8 (
12
13
(90)
41 39 16 16
42
44
SPACER PLATE (46)

41 39 39 42 16 5 20 14 20 20 19 24 42 20 19 2 2 14 5 43 19 40 37 4 34 36 3 37 43 43 30 25 26 5 6 40 38 32 26 17 14 14 38 37 34 46 45 34 37 39 18 20 20 2 22 43 43 19 41 41
42
44

42 41
39 5 43 43 42 18 36 31 24 24 31 34 35 43 43 45 31 23 46 33 22 19
14 14
20 5
20
2 22 43
5 43 43 42 18 36 3 37 5 40 45 34 45 31 34 26 26 17 34 37 26 31 26 28 37 18 36 31 23 35 45 31 23 24 33 45 22
5 43 43
20 20 21 22
19 37 2 42 2 39 37 3 33 39
19
25 30 26 26
26
27
28 28 26
14 14 38
47
32
47
32
Figure 75
FOLDOUT 79
14c
32a
26h
(302)
42 41 45 47 47
43 19
#10
#8
(24)
42
44
43 22 43
20 20
;
44a
23
2d
20f 14b
20e 5a 19a
2b 43a 39a/40 39c

1
16b/41 22a
5b 43c 43b 42b 18b 45b

4
(39)
31c 23/24b 17 18
15
46a/45
24
10
13
40
49
42d 2 14 39e 22b 5c 47 43d

13
47 14 47 27 42 30 47 47 25 26 19 14 38
19
20a 20b 20d/22
19b
43e 20c/21
22
20
46b/45
21
19c 24/19d
14 35a 43f
43g
12
10
;;;; ;;;; ;;;; ;;

48 47 7 47 2 48

48
;; ;;;; ; ; ;;; ;;
(208) (237) (236) (210)
48 7
48
(239)
48
45
7 8
45
45
48
(8)
49
;; ;;;
47 45 12
12
12
13
(90)
30
40
47 38
47
47 37 34 32 16 45 5 2 6 40 37 42 36 45 2 47 19 47 47 40 39 3 2 4 34 41 18 5 17 18 30 25 45 37 36 26 17 47 47
47
;;; ;; ;;;;;; ;;; ;;; ;; ;;; ;;;;;; ;; ;;; ;;; ;; ;;; ;;;;;;;; ;; ;;;;;;;; ; ;; ;; ;;;; ;; ;;
;;; ;;;;; ;; ;;; ;; ;;;;; ;; ;;; ;; ;;;;; ;; ; ; ;;;;; ;; ; ;;; ;;; ;
(9)
;
1 1
47 26 47 47 28 47 47 35 #11 5 24 31 45 36 42 31 23 33 43 46 5 19 22 22
19
43
14
32
47 47 43
47
46
21
34
50
NEUTRAL
(Engine Running)
OVERRUN CLUTCH
CENTER LUBE
RELEASE
DRIVE
TER CEN
3RD/REV
CENTER LUBE ACCUM


3RD/REVERSE
2-3 DRIVE
ACCUMULATOR
CENTER LUBE
2ND CL
2ND CL
ACCUM
ACCUMULATOR
4TH CL 3RD CL
FBA
4TH ACCUMULATOR
4TH CL
3RD ACCUMULATOR
3RD CL FD
EX
REVERSE
ACCUM
ACCUM
FRONT BAND APPLY
2ND ACCUM
PRND43
4TH CLUTCH
17a
8
38 38
9
32 32
10
37c 37d
11
34 34
12
31c 31b
13
14
28 28
FRONT LUBE
CASE (7)
RELEASE
EX
EX
EX
2-3 DRIVE
FILTERED 2-3 DRIVE
COOLER
DRIVE
LINE
5d
18b 36b 22b 17 23 23 18 24a 22 19 20d 23a
LO
PRND4
PRESSURE REG
EX EX
D21
D 21
REG CONV FD
CONV CLUTCH SHIFT
LINE
49
TCC SIGNAL
LINE
45b
EX
EX
TCC SIGNAL
PRN
LINE
ACTR FD
BOOST
3 3b 4 2c 14a 2

REV
FILT ACTR FD
EX
LINE
TCC SIGNAL
DRIVE

14b
PRN
ACTUATOR FEED
D 21
EX
EX
5c 20a
DRIVE
TCC SIGNAL REGULATED APPLY

CASE (7)
REVERSE
TCC SIGNAL
PRND43
LO
20e 2d
REAR
LO
LINE LO
#7 RBA

REVERSE
REV
DRIVE
PUMP COVER (206)
LUBE PIPE (39)
TFP SWITCH
DRIVE
OVERRUN CLUTCH
D321
D321

LINE
ACTUATOR FEED
REVERSE
ACTUATOR FEED

DRIVE
DRIVE
80
Figure 76
REVERSE
SUCTION
DRIVE
40a
43a
39d
19b
39e
42d
39c
#1
LO
PRESSURE TAP (24)
1
39a 39b
42c
REVERSE
CONTROL VALVE BODY (44) GASKET (45) SPACER PLATE (46)
ACTUATOR FEED
DRIVE
44a
PRND4
18a
40
5a
40
23
GASKET (48) CASE (7)
REAR BAND APPLY
DRIVE
OIL PAN (28)
LINE
REV
42b
LO

RBA

PRND43
PRND4
20f
DRIVE
LUBE
PRND4 PRND43
LINE
PRND4
LO
REVERSE
REVERSE
21 19d 24 22
2ND CL

D321
DRIVE
OVERRUN CLUTCH
LO
RND
FILTER (317)
19c
DRIVE
MANUAL VALVE

20b
LINE
2b
FILTER (302)
1-2 SHIFT VALVE

EX N.O. ON
ACTR FD
PRND43
PUMP BODY (203)
REVERSE
TORQUE SIGNAL
1-2 SOL
21
20c
REV ACTR FD
1-2 SIGNAL
1-2 SIGNAL
2ND CLUTCH
ACTR FD
REG APPLY
APP/RET
2-3 SIG
LINE
REVERSE
43c 20
REV
COOLER
EX
3a
OFF
2-3 DRIVE
R CONV FD
TCC REG
ACTUATOR FEED
25a
ACTUATOR FEED
REL
24
FBA ORIFICED EX
43d 5b 43b
CONV FD
FILTERED 2-3 DRIVE
EX
45
46b
EX ORIFICED EX
2-3 SHIFT VALVE

EX
EX
30a
TCC SIGNAL
2-3 SOL N.O. OFF
24b
#4
2ND CLUTCH
REV
2-3 SIGNAL
SUCTION
2a
LINE
1-2 SIGNAL
REV
EX
24c
REV
RBA

PUMP ASSEMBLY (4)
2-3 SIGNAL
EX
LINE
PRND4
CONVERTER FEED
ACT FD LIMIT
FRONT BAND APPLY
OVERRUN CLUTCH
5 5e 6
2-3 SIGNAL PRND4
ACTR FD
1-2 SIGNAL
43f 22a
C TC
AIR BLEED (210)
42a
TORQUE SIGNAL
PRN
#11
LE AB EN
DRIVE
CON
V FD
26b 26a 27
EX
45a 43h 43g 16
4TH CLUTCH FEED
EX
19a
3RD CL
REG
CON
37a
19
4TH CL FD 4TH CL
V FD
3RD CL
CO NV L
PRN D 21 D 21 D 21
IMIT

36a 46a 15 45
ORIFICED EX
EX
#9
ACCUM
3-4 SHIFT
PRND43
2ND CLUTCH
FBA 31d
16a
35a
43e
14d
31a
41a
37b
37e
34a
34b
26g
26h
41
28a
14c
34c
33c
37f
FILTER (75)
REAR BAND APPLY

CENTER LUBE
26c
33a
26f
#6
#5
#10
#8
#3
#2
26j
26e
16b
26d
33b
26i
LER COO
COOLER
REVERSE
E LUB
;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;;
APPLY/RETURN
FRONT LUBE
DRIVE
DRIVE

REVERSE
3RD/REVERSE
TC C EN AB L
TC CE NA BL E
NEUTRAL
(Engine Running)
FORWARD MOTION IN NEUTRAL
Manual Valve (319)

Mis-positioned or stuck
Forward Clutch Piston (606)

Jammed
Forward Clutch Housing (602)

Passage plugged
ENGINE STALL IN NEUTRAL
TCC System
Stuck On or dragging
OVERDRIVE MANUAL INTER. ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH BAND CLUTCH HOLDING
LOW & REV BAND
ON OFF
80A
NEUTRAL
(Engine Running) PASSAGES
COMPONENTS ( )
80B
NEUTRAL
47
(Engine Running)
45 8
12 9
12
10 8
49
12
12
29
49
11
19
11
11
45
43
47
30
30
43
45
14
47
29
47
45
29
45
14
47
30 40
30 40
29
40
19
43
14
43

#1
14
43
47
47 43
19
19 43
14
30
#3 41a 16a 41 42 #4 5 14a
42c
41 39d
47
39 16 5 39
47
16
14 43 19 2 3
14 14 43 19 2 3 25 40
20
5 43 39 2 42 3 37 5 23 40 #5 26 #6 26 34
22
37
42 18 33 36 37 23 24 45 31 34 31 45 33
19 24 35
44
50
37a/19 2c
2a 42a 3a
5
10
39b/40 18a 33a/34 37b 3b/4 11 3 33b/34 36a 37d 37e 45a 34b 26e/32
31b 36b
12
31a
33c 23a 23/24c 24a
(75)
44 43 #9 24
6
25a 30a
5d
5e/6
37c 40a
40 30 30
26c/38 26d/38
31d
34c
16
43h 47
47 20
45
28
12
47

26j/28
14
45
14d
37f
34a
28a
14
28
17
17
26a/27
26f/32
26g
5 20
22 47 2 43 18 16 43 41 17 2 42 43
45 43 23
19 22
21 21 43 5 20
17a
(39)
47
14
37
37 47
34 45 34 47
26i/28
39
26
38a
47
47
44
47
18 #7
(317)
)8 (
12
13
(90)
41 39 16 16
42
44
SPACER PLATE (46)

41 39 39 42 16 5 20 14 20 20 19 24 42 20 19 2 2 14 5 43 19 40 37 4 34 36 3 37 43 43 30 25 26 5 6 40 38 32 26 17 14 14 38 37 34 46 45 34 37 39 18 20 20 2 22 43 43 19 41 41
42
44

42 41
39 5 43 43 42 18 36 31 24 24 31 34 35 43 43 45 31 23 46 33 22 19
14 14
20 5
20
2 22 43
5 43 43 42 18 36 3 37 5 40 45 34 45 31 34 26 26 17 34 37 26 31 26 28 37 18 36 31 23 35 45 31 23 24 33 45 22
5 43 43
20 20 21 22
19 37 2 42 2 39 37 3 33 39
19
25 30 26 26
26
27
28 28 26
14 14 38
47
32
47
32
Figure 77
FOLDOUT 81
14c
32a
26h
(302)
42 41 45 47 47
43 19
26b
#10
#8
(24)
42
44
43 22 43
20 20
;
44a
23
2d
20f 14b
20e 5a 19a
2b 43a 39a/40 39c

1
16b/41 22a
5b 43c 43b 42b 18b 45b

4
(39)
31c 23/24b 17 18
15
46a/45
24
10
13
40
49
42d 2 14 39e 22b 5c 47 43d

13
47 14 47 27 42 30 47 47 25 26 19 14 38
19
20a 20b 20d/22
19b
43e 20c/21
22
20
46b/45
21
19c 24/19d
14 35a 43f
43g
12
10
;;;; ;;;; ;;;; ;;

48 7 47 2 48

48
;; ;;;; ; ; ;;; ;;
(208) (237) (236) (210)
48 7
48
(239)
48
45
7 8
45
45
48
(8)
49
;; ;;;
47 45 12
12
12
13
(90)
30
40
47 38
47
47 37 34 32 16 45 5 2 6 40 37 42 36 45 2 47 19 47 47 40 39 3 2 4 34 41 18 5 17 18 30 25 45 37 36 26 17 47 47
47
;;; ;; ;;;;;; ;;; ;;; ;; ;;; ;;;;;; ;; ;;; ;;; ;; ;;; ;;;;;;;; ;; ;;;;;;;; ; ;; ;; ;;;; ;; ;;
;;; ;;;;; ;; ;;; ;; ;;;;; ;; ;;; ;; ;;;;; ;; ; ; ;;;;; ;; ; ;;; ;;; ;
(9)
;
1 1
47 26 47 47 28 47 47 35 #11 5 24 31 45 36 42 31 23 33 43 46 5 19 22 22
19
43
14
32
47 47 43
47
46
21
34
50

LER COO
COOLER
CENTER LUBE ACCUM
3RD/REV
DRIVE
REVERSE
E LUB TER CEN
OVERRUN CLUTCH
CENTER LUBE
RELEASE
2-3 DRIVE

2-3 DRIVE
2ND CL
2ND CL
CENTER LUBE
3RD CL FD
EX
REVERSE
ACCUM
3RD/REVERSE
FRONT BAND APPLY

4TH CL
ACCUMULATOR
ACCUM
ACCUMULATOR
ACCUM
4TH CLUTCH

FBA
4TH CL 3RD CL
4TH CLUTCH
17a
8
38 38
9
32 32
10
37c 37d
11
34 34
12
31c 31b
13
43e
14
28
FRONT LUBE
CASE (7)
RELEASE
EX
EX
PRN D 21 D 21 D 21
7 37a 19
4TH CL FD 4TH CL
FILTERED 2-3 DRIVE
COOLER
DRIVE
LINE
5d
18b 36b 22b 17 23 23 18 24a 22 19 20d 23a
LO
PRND4
PRESSURE REG
D21
EX EX
D 21
REG CONV FD
CONV CLUTCH SHIFT
LINE
49
TCC SIGNAL
LINE
45b
EX
EX
TCC SIGNAL
PRN
LINE
ACTR FD
BOOST
3 3b 4 2c 14a 2

REV EX
FILT ACTR FD
LINE
TCC SIGNAL
DRIVE

14b
PRN
ACTUATOR FEED
D 21
LINE
2b
EX
EX
5c 20a
DRIVE
CASE (7)
PRND4 PRND43
LINE
PRND4
LO
REVERSE
TCC SIGNAL
D321
DRIVE
PRND43
LO
LO
20e
REAR
82
Figure 78
SUCTION
REVERSE
DRIVE
40a
39d
43a
19b
39e
42d
39c
OVERRUN CLUTCH LINE
#1
LO
PRESSURE TAP (24)
1
39a 39b
42c

40 40 44a
ACTUATOR FEED
DRIVE
PRND4
18a
5a
23
D321
D321

REVERSE

DRIVE
DRIVE
OIL PAN (28)
LINE
REV
42b
LO
LO
DRIVE
LO
2d
LINE
#7 RBA
PRND4
REVERSE
REV
DRIVE
PUMP COVER (206)
LUBE PIPE (39)
TFP SWITCH
RBA
PRND43
PRND4
20f
DRIVE
LUBE
RND
19c
OVERRUN CLUTCH
FILTER (317)
REVERSE
REVERSE
21 19d 22 24
2ND CL DRIVE
REGULATED APPLY
MANUAL VALVE

TCC SIGNAL
20b
FILTER (302)
1-2 SHIFT VALVE

EX N.O. ON
REV ACTR FD
1-2 SIGNAL
ACTR FD
PRND43
PUMP BODY (203)
REVERSE
TORQUE SIGNAL
1-2 SOL
21
20c
1-2 SIGNAL
2ND CLUTCH
ACTR FD
REG APPLY
2-3 DRIVE
20
APP/RET
2-3 SIG
LINE
REVERSE
43c
COOLER
EX
3a
OFF
R CONV FD
TCC REG
ACTUATOR FEED
25a
ACTUATOR FEED
REL
24
FBA ORIFICED EX
43d 5b 43b
CONV FD
FILTERED 2-3 DRIVE
EX
45
46b
EX ORIFICED EX
2-3 SHIFT VALVE

EX
EX
30a
TCC SIGNAL
2-3 SOL N.O. OFF
24b
2-3 SIGNAL
SUCTION
2a
LINE
1-2 SIGNAL
REV
EX
24c
RBA
PUMP ASSEMBLY (4)
2-3 SIGNAL
EX
LINE
PRND4
CONVERTER FEED
ACT FD LIMIT
FRONT BAND APPLY
OVERRUN CLUTCH
5 5e 6
2-3 SIGNAL PRND4
CE TC
AIR BLEED (210)
42a
TORQUE SIGNAL
PRN
#11 ACTR FD
1-2 SIGNAL
LE AB
DRIVE
26a
27
EX
43h
#9
16
ACCUM
3-4 SHIFT
PRND43
43g 43f 22a
2-3 DRIVE
26b
V FD
CON
EX
45a
4TH CLUTCH FEED
EX
19a
3RD CL
REG
CON
IMIT
V FD
CO NV L
36a

46a 15 45
3RD CL
ORIFICED EX
EX
2ND CLUTCH
FBA 31d
41
14d
31a
16a
41a
37b
37e
34b
34a
26g
26h
35a
28
28a
14c
34c
33c
37f
FILTER (75)
REAR BAND APPLY
CENTER LUBE
PRND43
#6
26c
#5
26f
#10
#8
33a
#3
#2
26j
26e
16b
26d
33b
26i
4TH ACCUMULATOR
3RD ACCUMULATOR
2ND ACCUM
;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;;
APPLY/RETURN
FRONT LUBE
DRIVE
DRIVE
REVERSE
3RD/REVERSE
TC C EN AB L
TC CE NA BL E

LOSS OF DRIVE
Pump (203)
Seized Broken Gears

Jammed

Passage plugged
Overdrive Roller Clutch (512)

Not Holding
FIRST AND SECOND GEAR ONLY
2-3 Shift Solenoid Valve (311)

Stuck Off Loose connector No voltage Solenoid o-ring failure No PCM signal to solenoid
2-3 Shift Valve (312)

Stuck
FIRST AND FOURTH GEAR ONLY

Stuck Off Pinched wire to ground

Stuck
ENGINE STALLS IN DRIVE
Cooler Lines
Pinched
LOW INTER. ROLLER CLUTCH CLUTCH HOLDING
LOW & REV BAND
ON OFF
82A

PASSAGES
COMPONENTS ( )
82B
45 8
12 9
12
10 8
49
12
12
29
49
19
11
11
11
45
43
47
30
30
43
45
14
47
29
47
45
29
45
14
47
30 40
30 40
29
19
43
14
43

#1
40
14
43
47
47 43
19
19 43
14
30
#3 41a 16a 41 42 #4 5 14a
42c
41 39d
47
39 16 5 39
47
16
14 43 19 2 3
14 14 43 19 2 3 25 40
20
5 43 39 2 42 3 37 5 23 40 #5 26 #6 26 34
22
37
42 18 33 36 37 23 24 45 31 34 31 45 33
19 24 35
44
50
37a/19 2c
2a 42a 3a
5
10
39b/40 18a 33a/34 37b 3b/4 11 3 33b/34 36a 37d 37e 45a 34b 26e/32
31b 36b
12
31a
33c 23a 23/24c 24a
(75)
44 43 #9 24
6
25a 30a
5d
5e/6
37c 40a
40 30 30
26c/38 26d/38
31d
34c
16
43h 47
47 20
45
28
12
47

26j/28
14
45
14d
37f
34a
28a
14
28
17
17
26a/27
26f/32
26g
5 20
22 47 2 43 18 16 43 41 17 2 42 43
45 43 23
19 22
21 21 43 5 20
17a
(39)
47
14
37
37 47
34 45 34 47
26i/28
39
26
38a
47
47
44
47
18 #7
(317)
)8 (
12
13
(90)
41 39 16 16
42
44
SPACER PLATE (46)

41 39 39 42 16 5 20 14 20 20 19 24 42 20 19 2 2 14 5 43 19 40 37 4 34 36 3 37 43 43 30 25 26 5 6 40 38 32 26 17 14 14 38 37 34 46 45 34 37 39 18 20 20 2 22 43 43 19 41 41
42
44

42 41
39 5 43 43 42 18 36 31 24 24 31 34 35 43 43 45 31 23 46 33 22 19
14 14
20 5
20
2 22 43
5 43 43 42 18 36 3 37 5 40 45 34 45 31 34 26 26 17 34 37 26 31 26 28 37 18 36 31 23 35 45 31 23 24 33 45 22
5 43 43
20 20 21 22
19 37 2 42 2 39 37 3 33 39
19
25 30 26 26
26
27
28 28 26
14 14 38
47
32
47
32
Figure 79
FOLDOUT 83
14c
32a
26h
(302)
42 41 45 47 47
43 19
26b
#10
#8
(24)
42
44
43 22 43
20 20
;
44a
23
2d
20f 14b
20e 5a 19a
2b 43a 39a/40 39c

1
16b/41 22a
5b 43c 43b 42b 18b 45b

4
(39)
31c 23/24b 17 18
15
46a/45
24
10
13
40
49
42d 2 14 39e 22b 5c 47 43d

13
47 14 47 27 42 30 47 47 25 26 19 14 38
19
20a 20b 20d/22
19b
43e 20c/21
22
20
46b/45
21
19c 24/19d
14 35a 43f
43g
12
10
;;;; ;;;; ;;;; ;;

48 47 7 47 2 48

48
;; ;;;; ; ; ;;; ;;
(208) (237) (236) (210)
48 7
48
(239)
48
45
7 8
45
45
48
(8)
49
;; ;;;
47 45 12
12
12
13
(90)
30
40
47 38
47
47 37 34 32 16 45 5 2 6 40 37 42 36 45 2 47 19 47 47 40 39 3 2 4 34 41 18 5 17 18 30 25 45 37 36 26 17 47 47
47
;;; ;; ;;;;;; ;;; ;;; ;; ;;; ;;;;;; ;; ;;; ;;; ;; ;;; ;;;;;;;; ;; ;;;;;;;; ; ;; ;; ;;;; ;; ;;
;;; ;;;;; ;; ;;; ;; ;;;;; ;; ;;; ;; ;;;;; ;; ; ; ;;;;; ;; ; ;;; ;;; ;
(9)
;
1 1
47 26 47 47 28 47 47 35 #11 5 24 31 45 36 42 31 23 33 43 46 5 19 22 22
19
43
14
32
47 47 43
47
46
21
34
50

CENTER LUBE ACCUM
2-3 DRIVE
2-3 DRIVE
2-3 DRIVE
2ND CL
2ND CL
CENTER LUBE
ACCUMULATOR
REVERSE
ACCUM
3RD/REVERSE
FRONT BAND APPLY

3RD CL FD
ACCUMULATOR
4TH CLUTCH
3RD ACCUMULATOR
ACCUM
ACCUM
ACCUMULATOR
FBA
4TH CL 3RD CL
4TH ACCUMULATOR
4TH CL
PRND43
4TH CLUTCH
17a
8
38 38
9
32 32
10
37c 37d
11
34 34
12
31c 31b
13
43e
14
28
FRONT LUBE
CASE (7)
RELEASE
EX
EX
PRN D 21 D 21 D 21
7 37a 19
4TH CL FD 4TH CL
EX
FILTERED 2-3 DRIVE
COOLER
DRIVE
LINE
5d
18b 36b 22b 17 23 23 18 24a 22 19 43d 5b 43b 43c 20d
LO
PRND4
PRESSURE REG
EX EX
D21
D 21
REG CONV FD
CONV CLUTCH SHIFT
LINE
49
TCC SIGNAL
LINE
45b
EX
EX
TCC SIGNAL
PRN
LINE
ACTR FD
BOOST
3 3b 4 2c 14a 2 14b

REV EX
FILT ACTR FD
TCC SIGNAL
DRIVE

PRN
ACTUATOR FEED
D 21
EX
EX
5c 20a
DRIVE
CASE (7)
PRND4 PRND43
LINE
PRND4
LO
REVERSE
TCC SIGNAL
D321
DRIVE
PRND43
LO
LO
20e 2d
REAR
84
Figure 80
SUCTION
REVERSE
DRIVE
40a
39d
43a
19b
39e
OVERRUN CLUTCH LINE
#1
LO
PRESSURE TAP (24)
1
39b 39a
42d
42c
39c

40 40 44a
ACTUATOR FEED
DRIVE
PRND4
18a
5a
23
D321
D321

REVERSE

DRIVE
DRIVE
OIL PAN (28)
LINE
REV

42b
LO
LO
DRIVE
LO
LINE

#7 RBA
PRND4
REVERSE
REV
DRIVE
PUMP COVER (206)
LUBE PIPE (39)
TFP SWITCH
RBA
PRND43
PRND4
20f
DRIVE
LUBE
RND
19c
OVERRUN CLUTCH
FILTER (317)
REVERSE
REVERSE
21 19d 22 24
2ND CL DRIVE
REGULATED APPLY
MANUAL VALVE

TCC SIGNAL
20b
LINE
2b
FILTER (302)
1-2 SHIFT VALVE
EX
N.O. OFF
REV ACTR FD
1-2 SIGNAL
ACTR FD
PRND43
PUMP BODY (203)
REVERSE
TORQUE SIGNAL
1-2 SOL
LINE
21
20c
1-2 SIGNAL
2ND CLUTCH
ACTR FD
REG APPLY
2-3 DRIVE
20
APP/RET
2-3 SIG
LINE
REVERSE
COOLER
EX
3a
OFF
R CONV FD
TCC REG
REV REV REV
ACTUATOR FEED
25a
ACTUATOR FEED
REL
24
FBA ORIFICED EX
CONV FD
FILTERED 2-3 DRIVE
EX
45
46b
EX ORIFICED EX
2-3 SHIFT VALVE

EX
EX
N.O. OFF
2-3 SIGNAL
30a
24b
TCC SIGNAL
2-3 SOL
#4 2ND CLUTCH
SUCTION
2a
LINE
1-2 SIGNAL
REV
EX
24c
RBA
PUMP ASSEMBLY (4)
2-3 SIGNAL
EX
LINE
PRND4
CONVERTER FEED
ACT FD LIMIT

23a
FRONT BAND APPLY
OVERRUN CLUTCH
5e
2-3 SIGNAL PRND4
22a
CE TC
AIR BLEED (210)
42a
TORQUE SIGNAL
PRN
#11 ACTR FD 1-2 SIGNAL
LE AB
DRIVE
26a
27
43h
#9
16
ACCUM
3-4 SHIFT
PRND43
43g 43f
2-3 DRIVE
26b
CON
V FD
EX
45a
4TH CLUTCH FEED
EX
19a
3RD CL
REG
CON
IMIT
4TH CL FD 3RD CL ORIF EX 3RD CL FD 3RD/REV REV ORIFICED EX
36a 46a 15 45
V FD
EX
CO NV L
2ND CLUTCH
FBA 31d
31a
14d
16a
41a
37b
37e
34b
34a
26g
26h
35a
41
28
28a
14c
34c
33c
37f
FILTER (75)
REAR BAND APPLY
CENTER LUBE
33a
26c
26f
26e
16b
26d
33b
26j
26i
#6
#5
#10
#8
#3
#2
EX
2ND ACCUM
LER COO
COOLER
3RD/REV
DRIVE
REVERSE
E LUB TER CEN
OVERRUN CLUTCH
CENTER LUBE
RELEASE
;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;;
APPLY/RETURN
FRONT LUBE
DRIVE
DRIVE
REVERSE
3RD/REVERSE
TC C EN AB L
TC CE NA BL E

NO SECOND GEAR

Cracked Feed hole blocked

Broken or loose Oil hole is blocked
Intermediate Clutch Piston (636)

Cracked or jammed
Intermediate Clutch Piston Seals (637 & 638)

Worn
Intermediate Sprag Clutch (624)

Not Holding
SECOND GEAR STARTS

Stuck Off Poor connection O-ring failed No voltage to the solenoid

Stuck
LOW & REV BAND
OFF OFF
HOLDING APPLIED HOLDING
84A

PASSAGES
COMPONENTS ( )
84B
45 8
12 9
12
10 8
49
12
12
29
49
19
11
11
11
45
43
47
30
30
43
45
14
47
29
47
45
29
45
14
47
30 40
30 40
29
19
43
14
43

#1
40
14
43
47
47 43
19
19 43
14
30
#3 41a 16a 41 42 #4 5 14a
42c
41 39d
47
39 16 5 39
47
16
14 43 19 2 3
14 14 43 19 2 3 25 40
20
5 43 39 2 42 3 37 5
22
37
42 18 33 36 37 23 24 31 45 33
19 24 35
44
50
37a/19 2c
2a 42a 3a
5
10
39b/40 18a 33a/34 37b 3b/4 11 3 33b/34 36a 37d 37e 45a 34b 26e/32
31b 36b
12
31a
33c 23a 23/24c 24a
(75)
23 40 #5
44 43 #9
25a 30a 24
6
5d
5e/6
37c 40a
34 45 26 17
40 30 30 26 #6
31 34
26c/38 26d/38
31d
34c
16
43h 47
47 20
45
28
12
47

26j/28
14
45
14d
37f
34a
28a
14
28
17
26a/27
26f/32
26g
5 20
22 47 2 43 18 16 43 41 17 2 42 43
45 43 23
19 22
21 21 43 5 20
17a
(39)
47
14
37
37 47
34 45 34 47
26i/28
39
26
38a
47
47
44
47
18 #7
(317)
)8 (
12
13
(90)
41 39 16 16
42
44
SPACER PLATE (46)

41 39 39 42 16 5 20 14 20 20 19 24 42 20 19 2 2 14 5 43 19 40 37 4 34 36 3 37 43 43 30 25 26 5 6 40 38 32 26 17 14 14 38 37 34 46 45 34 37 39 18 20 20 2 22 43 43 19 41 41
42
44

42 41
39 5 43 43 42 18 36 31 24 24 31 34 35 43 43 45 31 23 46 33 22 19
14 14
20 5
20
2 22 43
5 43 43 42 18 36 3 37 5 40 45 34 45 31 34 26 26 17 34 37 26 31 26 28 37 18 36 31 23 35 45 31 23 24 33 45 22
5 43 43
20 20 21 22
19 37 2 42 2 39 37 3 33 39
19
25 30 26 26
26
27
28 28 26
14 14 38
47
32
47
32
Figure 81
FOLDOUT 85
14c
32a
26h
(302)
42 41 45 47 47
43 19
26b
#10
#8
(24)
42
44
43 22 43
20 20
;
44a
23
2d
20f 14b
20e 5a 19a
2b 43a 39a/40 39c

1
16b/41 22a
5b 43c 43b 42b 18b 45b

4
(39)
31c 23/24b 17 18
15
46a/45
24
10
13
40
49
42d 2 14 39e 22b 5c 47 43d

13
47 14 47 27 42 30 47 47 25 26 19 14 38
19
20a 20b 20d/22
19b
43e 20c/21
22
20
46b/45
21
19c 24/19d
14 35a 43f
43g
12
10
;;;; ;;;; ;;;; ;;

48 47 7 47 2 48

48
;; ;;;; ; ; ;;; ;;
(208) (237) (236) (210)
48 7
48
(239)
48
45
7 8
45
45
48
(8)
49
;; ;;;
47 45 12
12
12
13
(90)
30
40
47 38
47
47 37 34 32 16 45 5 2 6 40 37 42 36 45 2 47 19 47 47 40 39 3 2 4 34 41 18 5 17 18 30 25 45 37 36 26 17 47 47
47
;;; ;; ;;;;;; ;;; ;;; ;; ;;; ;;;;;; ;; ;;; ;;; ;; ;;; ;;;;;;;; ;; ;;;;;;;; ; ;; ;; ;;;; ;; ;;
;;; ;;;;; ;; ;;; ;; ;;;;; ;; ;;; ;; ;;;;; ;; ; ; ;;;;; ;; ; ;;; ;;; ;
(9)
;
1 1
47 26 47 47 28 47 47 35 #11 5 24 31 45 36 42 31 23 33 43 46 5 19 22 22
19
43
14
32
47 47 43
47
46
21
34
50

OVERRUN CLUTCH
CENTER LUBE
RELEASE
CENTER LUBE ACCUM
2-3 DRIVE
2-3 DRIVE
2-3 DRIVE
2ND CL
2ND CL
CENTER LUBE
ACCUMULATOR

REVERSE
ACCUM
3RD/REVERSE
FRONT BAND APPLY

3RD CL FD
ACCUMULATOR
4TH CLUTCH
ACCUM
ACCUMULATOR
FBA
4TH ACCUMULATOR
4TH CL
3RD ACCUMULATOR
ACCUM
4TH CL 3RD CL
PRND43
4TH CLUTCH
17a
8
38 38
9
32
10
37c 37d
11
34 34
12
31c 31b
13
43e
14
28
FRONT LUBE
CASE (7)
RELEASE
EX
EX
PRN D 21 D 21 D 21
7 37a 19
4TH CL FD 4TH CL
FILTERED 2-3 DRIVE
COOLER
LO
PRND4
PRESSURE REG
EX EX
D21
D 21
REG CONV FD
CONV CLUTCH SHIFT
LINE
49
TCC SIGNAL
LINE
45b
EX
EX
TCC SIGNAL
PRN
LINE
ACTR FD
BOOST
3 3b 4 2c 14a 2 14b

REV EX
FILT ACTR FD
TCC SIGNAL
DRIVE

PRN
ACTUATOR FEED
D 21
EX
EX
5c 20a
DRIVE
CASE (7)
PRND4 PRND43
LINE
PRND4
LO
REVERSE
TCC SIGNAL
D321
DRIVE
PRND43
LO
LO
20e 2d
REAR
86
Figure 82
SUCTION
REVERSE
DRIVE
40a
39d
43a
19b
39e
OVERRUN CLUTCH LINE
#1
LO
PRESSURE TAP (24)
1
39b 39a
42d
42c
39c

40 40 44a
ACTUATOR FEED
DRIVE
PRND4
18a
5a
23
D321
D321

REVERSE

DRIVE
DRIVE
OIL PAN (28)
LINE
REV

42b
LO
LO
DRIVE
LO
LINE

#7 RBA
PRND4
REVERSE
REV
DRIVE
PUMP COVER (206)
LUBE PIPE (39)
TFP SWITCH
RBA
PRND43
PRND4
20f
DRIVE
LUBE
RND
19c
OVERRUN CLUTCH
FILTER (317)
REVERSE
REVERSE
21 19d 22 24
2ND CL DRIVE
REGULATED APPLY
MANUAL VALVE

TCC SIGNAL
20b
LINE
2b
FILTER (302)
1-2 SHIFT VALVE
EX
N.O. OFF
REV ACTR FD
1-2 SIGNAL
ACTR FD
PRND43
PUMP BODY (203)
REVERSE
TORQUE SIGNAL
1-2 SOL
LINE
21
20c
1-2 SIGNAL
2ND CLUTCH
ACTR FD
REG APPLY
2-3 DRIVE
20
APP/RET
2-3 SIG
LINE
REVERSE
43c
COOLER
EX
3a
OFF
R CONV FD
43d 5b 43b
TCC REG
REV REV REV
ACTUATOR FEED
25a
REL
24
FBA ORIFICED EX
22 19
20d
ACTUATOR FEED
CONV FD
FILTERED 2-3 DRIVE
EX
45
46b
EX ORIFICED EX
2-3 SHIFT VALVE
EX N.O. ON
EX
2-3 SIGNAL
30a
24b 18 24a
23
TCC SIGNAL
2-3 SOL
#4 2ND CLUTCH
SUCTION
2a
LINE
1-2 SIGNAL
REV
EX
RBA
PUMP ASSEMBLY (4)
2-3 SIGNAL
EX
LINE
22b 17 24c 23
PRND4
CONVERTER FEED
ACT FD LIMIT

LINE
5d
18b 36b 23a
DRIVE
OVERRUN CLUTCH
5e
2-3 SIGNAL PRND4
22a
FRONT BAND APPLY
CE TC
AIR BLEED (210)
42a
TORQUE SIGNAL
PRN
E BL NA
DRIVE
26a
27
EX
43h
#9
16
ACCUM
3-4 SHIFT
PRND43
43g 43f
2-3 DRIVE
26b
CON
V FD
EX
45a
4TH CLUTCH FEED
EX
19a
3RD CL
REG
CON
V FD
15
IMIT
3RD CL
ORIF EX
ORIFICED EX
4TH CL FD
36a 46a 45
EX
CO NV L
2ND CLUTCH
FBA 31d
31a
33c
14d
16a
41a
37b
37e
34b
34a
26g
26h
35a
32
41
28
28a
14c
34c
37f
FILTER (75)
REAR BAND APPLY
CENTER LUBE
26c
33a
26f
26e
16b
26d
33b
26j
26i
#6
#5
#10
#8
#3
#2
EX
2ND ACCUM
LER COO
COOLER
3RD/REV
DRIVE
REVERSE
E LUB TER CEN
;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;;
APPLY/RETURN
FRONT LUBE
DRIVE
DRIVE
REVERSE
3RD/REVERSE
TC C EN AB L
TC CE NA BL E

NO THIRD GEAR

Cracked Leaking at the case


Worn
Direct Clutch Piston Seals (620,621 & 622)

Cracked or jammed
Direct Clutch Ball Check Valve

Leaking

Stuck Off Pinched Wire O-ring failed No voltage to the solenoid

Stuck
Manual 2-1 Band Servo Piston (58)

Stuck On
3rd Accumulator
Leaking
OVERDRIVE MANUAL INTER. ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH BAND CLUTCH HOLDING APPLIED APPLIED
LOW & REV BAND
OFF ON
86A

PASSAGES
COMPONENTS ( )
86B
45 8
12 9
12
10 8
49
12
12
29
49
19
11
11
11
45
43
47
30
30
43
45
14
47
29
47
45
29
45
14
47
30 40
30 40
29
19
43
14
43

#1
40
14
43
47
47 43
19
19 43
14
30
#3 41a 16a 41 42 #4 5 14a
42c
41 39d
47
39 16 5 39
47
16
14 43 19 2 3
14 14 43 19 2 3 25 40
20
5 43 39 2 42 3 37 5
22
37
42 18 33 36 37 23 24 31 45 33
19 24 35
44
50
37a/19 2c
2a 42a 3a
5
10
39b/40 18a 33a/34 37b 3b/4 11 3 33b/34 36a 37d 37e 45a 34b 26e/32
31b 36b
12
31a
33c 23a 23/24c 24a
(75)
23 40 #5
44 43 #9
25a 30a 24
6
5d
5e/6
37c 40a
34 45 26 17
40 30 30 26 #6
31 34
26c/38 26d/38
31d
34c
16
43h 47
47 20
45
28
12
47

26j/28
14
45
14d
37f
34a
28a
14
28
17
26a/27
26f/32
26g
5 20
22 47 2 43 18 16 43 41 17 2 42 43
45 43 23
19 22
21 21 43 5 20
17a
(39)
47
14
37
37 47
34
26i/28
39
34 47
38a
47
47
44
47
18
(317)
#7
)8 (
12
13
(90)
41 39 16 16
42
44
SPACER PLATE (46)

41 39 39 42 16 5 20 14 20 20 19 24 42 20 19 2 2 14 5 43 19 40 37 4 34 36 3 37 43 43 30 25 26 5 6 40 38 32 26 17 14 14 38 37 34 46 45 34 37 39 18 20 20 2 22 43 43 19 41 41
42
44

42 41
39 5 43 43 42 18 36 31 24 24 31 34 35 43 43 45 31 23 46 33 22 19
14 14
20 5
20
2 22 43
5 43 43 42 18 36 3 37 5 40 45 34 45 31 34 26 26 17 34 37 26 31 26 28 37 18 36 31 23 35 45 31 23 24 33 45 22
5 43 43
20 20 21 22
19 37 2 42 2 39 37 3 33 39
19
25 30 26 26
26
27
28 28 26
14 14 38
47
32
47
32
Figure 83
FOLDOUT 87
45
26
14c
32a
26h
(302)
42 41 45 47 47
43 19
26b
#10
#8
(24)
42
44
43 22 43
20 20
;
44a
23
2d
20f 14b
20e 5a 19a
2b 43a 39a/40 39c

1
16b/41 22a
5b 43c 43b 42b 18b 45b

4
(39)
31c 23/24b 17 18
15
46a/45
24
10
13
40
49
42d 2 14 39e 22b 5c 47 43d

13
47 14 47 27 42 30 47 47 25 26 19 14 38
19
20a 20b 20d/22
19b
43e 20c/21
22
20
46b/45
21
19c 24/19d
14 35a 43f
43g
12
10
;;;; ;;;; ;;;; ;;

48 47 7 47 2 48

48
;; ;;;; ; ; ;;; ;;
(208) (237) (236) (210)
48 7
48
(239)
48
45
7 8
45
45
48
(8)
49
;; ;;;
47 45 12
12
12
13
(90)
30
40
47 38
47
47 37 34 32 16 45 5 2 6 40 37 42 36 45 2 47 19 47 47 40 39 3 2 4 34 41 18 5 17 18 30 25 45 37 36 26 17 47 47
47
;;; ;; ;;;;;; ;;; ;;; ;; ;;; ;;;;;; ;; ;;; ;;; ;; ;;; ;;;;;;;; ;; ;;;;;;;; ; ;; ;; ;;;; ;; ;;
;;; ;;;;; ;; ;;; ;; ;;;;; ;; ;;; ;; ;;;;; ;; ; ; ;;;;; ;; ; ;;; ;;; ;
(9)
;
1 1
47 26 47 47 28 47 47 35 #11 5 24 31 45 36 42 31 23 33 43 46 5 19 22 22
19
43
14
32
47 47 43
47
46
21
34
50

OVERRUN CLUTCH
CENTER LUBE
RELEASE
CENTER LUBE ACCUM
CENTER LUBE
REVERSE
ACCUM
ACCUM
ACCUMULATOR
FBA
4TH ACCUMULATOR
4TH CL
3RD ACCUMULATOR
3RD CL FD
ACCUM
4TH CL 3RD CL
PRND43
4TH CLUTCH
17a
8
38
9
32 32
10
37c 37d
11
34 34
12
31c 31b
13
43e
14
28
FRONT LUBE
CASE (7)
RELEASE
EX
EX
PRN D 21 D 21 D 21
7 37a 19
4TH CL FD 4TH CL
FILTERED 2-3 DRIVE
COOLER
DRIVE
LO
PRND4
PRESSURE REG
EX EX
D21
D 21
REG CONV FD
CONV CLUTCH SHIFT
LINE
49
TCC SIGNAL
LINE
45b
EX
EX
TCC SIGNAL
PRN
REL
8
24
LINE
ACTR FD
BOOST
3 3b 4 2c 14a 2 14b

REV EX
FILT ACTR FD
TCC SIGNAL
DRIVE

PRN
ACTUATOR FEED
D 21
EX
EX
5c 20a
DRIVE
CASE (7)
PRND4 PRND43
LINE
PRND4
LO
REVERSE
TCC SIGNAL
D321
DRIVE
PRND43
LO
LO
20e 2d
REAR
88
Figure 84
SUCTION
REVERSE
DRIVE
40a
39d
43a
19b
39e
OVERRUN CLUTCH LINE
#1
LO
PRESSURE TAP (24)
1
39b 39a
42d
42c
39c

40 40 44a
ACTUATOR FEED
DRIVE
PRND4
18a
5a
23
D321
D321

REVERSE

DRIVE
DRIVE
OIL PAN (28)
LINE
REV

42b
LO
LO
DRIVE
LO
LINE

#7 RBA
PRND4
REVERSE
REV
DRIVE
PUMP COVER (206)
LUBE PIPE (39)
TFP SWITCH
RBA
PRND43
PRND4
20f
DRIVE
LUBE
RND
19c
OVERRUN CLUTCH
FILTER (317)
REVERSE
REVERSE
21 19d 22 24
2ND CL DRIVE
REGULATED APPLY
MANUAL VALVE

TCC SIGNAL
20b
LINE
2b
FILTER (302)
1-2 SHIFT VALVE
EX N.O. ON
REV ACTR FD
1-2 SIGNAL
ACTR FD
PRND43
PUMP BODY (203)
REVERSE
TORQUE SIGNAL
1-2 SOL
LINE
21
20c
1-2 SIGNAL
2ND CLUTCH
ACTR FD
REG APPLY
2-3 DRIVE
20
APP/RET
2-3 SIG
LINE
REVERSE
43c
COOLER
EX
3a
OFF
R CONV FD
43d 5b 43b
TCC REG
REV REV REV
ACTUATOR FEED
25a
FBA ORIFICED EX
22 19
20d
ACTUATOR FEED
CONV FD
FILTERED 2-3 DRIVE
EX
45
46b
EX ORIFICED EX
2-3 SHIFT VALVE

EX
EX N.O. ON
2-3 SIGNAL
30a
24b 18 24a
23
TCC SIGNAL
2-3 SOL
#4 2ND CLUTCH
SUCTION
2a
LINE
1-2 SIGNAL
REV
EX
RBA
PUMP ASSEMBLY (4)
2-3 SIGNAL
EX
LINE
22b 17 24c 23
PRND4
CONVERTER FEED
ACT FD LIMIT

LINE
5d
18b 36b 23a
FRONT BAND APPLY
OVERRUN CLUTCH
5e
2-3 SIGNAL PRND4
22a
CE TC
AIR BLEED (210)
42a
TORQUE SIGNAL
PRN
E BL NA
DRIVE
26a
27
EX
43h
#9
16
ACCUM
3-4 SHIFT
PRND43
43g 43f
2-3 DRIVE
26b
CON
V FD
EX
45a
4TH CLUTCH FEED
EX
19a
3RD CL
REG
CON
V FD
15
IMIT
3RD CL
ORIF EX
ORIFICED EX
4TH CL FD
36a 46a 45
EX
CO NV L
2ND CLUTCH
FBA 31d
33c
37f
14d
31a
16a
41a
37b
37e
34b
34a
26g
26h
35a
38
41
28
28a
14c
34c
FILTER (75)
REAR BAND APPLY
CENTER LUBE
26c
33a
26f
26e
16b
26d
33b
26j
26i
#6

#5
#10
#8
#3
#2
EX
2ND ACCUM
3RD/REVERSE
FRONT BAND APPLY
ACCUMULATOR
4TH CLUTCH
ACCUMULATOR
2-3 DRIVE
2-3 DRIVE
2-3 DRIVE
2ND CL
2ND CL
LER COO
COOLER
3RD/REV
DRIVE
REVERSE
E LUB TER CEN
;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;;

APPLY/RETURN
FRONT LUBE
DRIVE
DRIVE
REVERSE
3RD/REVERSE
TC C EN AB L
TC CE NA BL E

NO FOURTH GEAR
Fourth Clutch Piston Seals (527 & 631)

Nicked, cut or worn
Fourth Clutch Piston (528)

Jammed
Fourth Clutch Housing Cup Plug (530)

Missing

Stuck Off Pinched wire O-ring failed No voltage to the solenoid

Stuck
4th Accumulator
Leaking
FOURTH GEAR STARTS

Stuck On Pinched wire to ground
SOLENOID 1-2 2-3 FOURTH OVERRUN CLUTCH CLUTCH APPLIED
OVERDRIVE MANUAL INTER. ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH BAND CLUTCH OVERRUN APPLIED APPLIED
LOW & REV BAND
ON ON
88A

(Torque Converter Clutch Released) PASSAGES
COMPONENTS ( )
88B
45 8
12 9
12
10 8
49
12
12
29
49
19
11
11
11
45
43
47
30
30
43
45
14
47
29
47
45
29
45
14
47
30 40
30 40
29
19
43
14
43

#1
40
14
43
47
47 43
19
19 43
14
30
#3 41a 16a 41 42 #4 5 14a
42c
41 39d
47
39 16 5 39
47
16
14 43 19 2 3
14 14 43 19 2 3 25 40
20
5 43 39 2 42 3 37 5
22
37
42 18 33 36 37 23 24 31 45 33
19 24 35
44
50
37a/19 2c
2a 42a 3a
5
10
39b/40 18a 33a/34 37b 3b/4 11 3 33b/34 36a 37d 37e 45a 34b 26e/32
31b 36b
12
31a
33c 23a 23/24c 24a
(75)
23 40 #5
44 43 #9
25a 30a 24
6
5d
5e/6
37c 40a
34 45 26 17
40 30 30 26 #6
31 34
26c/38 26d/38
31d
34c
16
43h 47
47 20
45
28
12
47

26j/28
14
45
14d
37f
34a
28a
14
28
17
26a/27
26f/32
26g
5 20
22 47 2 43 18 16 43 41 17 2 42 43
45 43 23
19 22
21 21 43 5 20
17a
(39)
47
14
37
37 47
34
26i/28
39
34 47
38a
47
47
44
47
18
(317)
#7
)8 (
12
13
(90)
41 39 16 16
42
44
SPACER PLATE (46)

41 39 39 42 16 5 20 14 20 20 19 24 42 20 19 2 2 14 5 43 19 40 37 4 34 36 3 37 43 43 30 25 26 5 6 40 38 32 26 17 14 14 38 37 34 46 45 34 37 39 18 20 20 2 22 43 43 19 41 41
42
44

42 41
39 5 43 43 42 18 36 31 24 24 31 34 35 43 43 45 31 23 46 33 22 19
14 14
20 5
20
2 22 43
5 43 43 42 18 36 3 37 5 40 45 34 45 31 34 26 26 17 34 37 26 31 26 28 37 18 36 31 23 35 45 31 23 24 33 45 22
5 43 43
20 20 21 22
19 37 2 42 2 39 37 3 33 39
19
25 30 26 26
26
27
28 28 26
14 14 38
47
32
47
32
Figure 85
FOLDOUT 89
45
26
14c
32a
26h
(302)
42 41 45 47 47
43 19
26b
#10
#8
(24)
42
44
43 22 43
20 20
;
44a
23
2d
20f 14b
20e 5a 19a
2b 43a 39a/40 39c

1
16b/41 22a
5b 43c 43b 42b 18b 45b

4
(39)
31c 23/24b 17 18
15
46a/45
24
10
13
40
49
42d 2 14 39e 22b 5c 47 43d

13
47 14 47 27 42 30 47 47 25 26 19 14 38
19
20a 20b 20d/22
19b
43e 20c/21
22
20
46b/45
21
19c 24/19d
14 35a 43f
43g
12
10
;;;; ;;;; ;;;; ;;

48 47 7 47 2 48

48
;; ;;;; ; ; ;;; ;;
(208) (237) (236) (210)
48 7
48
(239)
48
45
7 8
45
45
48
(8)
49
;; ;;;
47 45 12
12
12
13
(90)
30
40
47 38
47
47 37 34 32 16 45 5 2 6 40 37 42 36 45 2 47 19 47 47 40 39 3 2 4 34 41 18 5 17 18 30 25 45 37 36 26 17 47 47
47
;;; ;; ;;;;;; ;;; ;;; ;; ;;; ;;;;;; ;; ;;; ;;; ;; ;;; ;;;;;;;; ;; ;;;;;;;; ; ;; ;; ;;;; ;; ;;
;;; ;;;;; ;; ;;; ;; ;;;;; ;; ;;; ;; ;;;;; ;; ; ; ;;;;; ;; ; ;;; ;;; ;
(9)
;
1 1
47 26 47 47 28 47 47 35 #11 5 24 31 45 36 42 31 23 33 43 46 5 19 22 22
19
43
14
32
47 47 43
47
46
21
34
50


(Torque Converter Clutch Applied)

APPLY/RETURN
FRONT LUBE
OVERRUN CLUTCH
CENTER LUBE
RELEASE
CENTER LUBE ACCUM
CENTER LUBE
REVERSE
ACCUM
ACCUM
ACCUMULATOR
FBA
4TH ACCUMULATOR
4TH CL
3RD ACCUMULATOR
3RD CL FD
ACCUM
4TH CL 3RD CL
PRND43
4TH CLUTCH
17a
8
38
9
32 32
10
37c 37d
11
34 34
12
31c 31b
13
43e
14
28
FRONT LUBE
CASE (7)
RELEASE
EX
EX
PRN D 21 D 21 D 21
7 37a 19
4TH CL FD 4TH CL
FILTERED 2-3 DRIVE
COOLER
DRIVE
PRND4
PRESSURE REG
EX EX
D21
D 21
CONV CLUTCH SHIFT
REG CONV FD
LINE
49
TCC SIGNAL
LINE
45b
EX
TCC SIGNAL
PRN
EX
REL
24
8
LINE
ACTR FD
BOOST
3 3b 4 2c 14a 2 14b

REV EX
FILT ACTR FD
DRIVE
PRN
ACTUATOR FEED
D 21
EX
EX
LINE

5c 20a
DRIVE
CASE (7)
PRND4 PRND43
LINE
PRND4
LO
REVERSE
TCC SIGNAL
D321
DRIVE
PRND43
LO
LO
20e 2d
REAR
90
Figure 86
SUCTION
REVERSE
DRIVE
40a
39d
43a
19b
39e
OVERRUN CLUTCH LINE
#1
LO
PRESSURE TAP (24)
1
39b 39a
42d
42c
39c

40 40 44a
ACTUATOR FEED
DRIVE
PRND4
18a
5a
23
D321
D321

REVERSE

DRIVE
DRIVE
OIL PAN (28)
LINE
REV

42b
LO
LO
DRIVE
LO
LINE

#7 RBA
PRND4
REVERSE
REV
DRIVE
PUMP COVER (206)
LUBE PIPE (39)
TFP SWITCH
RBA
PRND43
PRND4
20f
DRIVE
LUBE
RND
19c
OVERRUN CLUTCH
FILTER (317)
REVERSE
REVERSE
21 19d 22 24
2ND CL DRIVE
REGULATED APPLY
MANUAL VALVE

TCC SIGNAL
20b
TCC SIGNAL
TORQUE SIG TORQUE SIGNAL
LINE
2b
FILTER (302)
1-2 SHIFT VALVE
EX N.O. ON
REV ACTR FD
1-2 SIGNAL
ACTR FD
PRND43
PUMP BODY (203)
REVERSE
TORQUE SIGNAL
1-2 SOL
LINE
21
20c
1-2 SIGNAL
2ND CLUTCH
ACTR FD
REG APPLY
2-3 DRIVE
20
APP/RET
2-3 SIG
LINE
REVERSE
43c
COOLER
3a
EX
ON
R CONV FD
43d 5b 43b
TCC REG
REV REV REV
ACTUATOR FEED
25a
FBA ORIFICED EX
22 19
20d
ACTUATOR FEED
CONV FD
FILTERED 2-3 DRIVE
EX
45
46b
EX ORIFICED EX
2-3 SHIFT VALVE

EX
EX N.O. ON
2-3 SIGNAL
30a
24b 18 24a
23
TCC SIGNAL
2-3 SOL
#4 2ND CLUTCH
SUCTION
2a
LINE
1-2 SIGNAL
REV
EX
RBA
PUMP ASSEMBLY (4)
2-3 SIGNAL
EX
LINE
22b 17 24c 23
PRND4
LO
CONVERTER FEED
ACT FD LIMIT

LINE
5d
18b 36b 23a
FRONT BAND APPLY
OVERRUN CLUTCH
5e
2-3 SIGNAL PRND4
22a
CE TC
AIR BLEED (210)
42a
TORQUE SIGNAL
PRN
E BL NA
DRIVE
26a
27
EX
43h
#9
16
ACCUM
3-4 SHIFT
PRND43
43g 43f
2-3 DRIVE
26b
CON
V FD
EX
45a
4TH CLUTCH FEED
EX
19a
3RD CL
REG
CON
V FD
15
IMIT
3RD CL
ORIF EX
ORIFICED EX
4TH CL FD
36a 46a 45
EX
CO NV L
2ND CLUTCH
FBA 31d
33c
37f
14d
31a
16a
41a
37b
37e
34b
34a
26g
26h
35a
38
41
28
28a
14c
34c
FILTER (75)
REAR BAND APPLY
CENTER LUBE
26c
33a
26f
26e
16b
26d
33b
26j
26i
#6

#5
#10
#8
#3
#2
EX
2ND ACCUM
3RD/REVERSE
FRONT BAND APPLY
ACCUMULATOR
4TH CLUTCH
ACCUMULATOR
2-3 DRIVE
2-3 DRIVE
2-3 DRIVE
2ND CL
2ND CL
LER COO
COOLER
3RD/REV
DRIVE
REVERSE
E LUB TER CEN
DRIVE
DRIVE
REVERSE
3RD/REVERSE
TC C EN AB L
TC CE NA BL

The torque converter clutch (TCC) applies during Fourth gear operation when the powertrain control module (PCM) receives the appropriate input signals to energize (turn ON) the Torque Converter Clutch Pulse Width Modulated (TCC PWM) solenoid valve.
NO TCC APPLY
TCC PWM Solenoid Valve (323)

Stuck Off O-ring failed No voltage to the solenoid Poor connection
TCC Valve (223)

Stuck in Off position
Turbine Shaft Seals (501)

Ineffective
Regulated Apply Valve (324)

Stuck
TCC STUCK ON


Stuck
OVERDRIVE MANUAL INTER. ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH BAND CLUTCH OVERRUN APPLIED APPLIED
LOW & REV BAND
ON ON
90A

(Torque Converter Clutch Applied) PASSAGES
COMPONENTS ( )
90B
45 8
12 9
12
10 8
49
12
12
11
11
29
49
19
11
45
43
47
30
30
43
45
14
47
29
47
19
43
14
43

#1
40
14
43
47
47 43
30
40
45
29
45
14
47
30
29
40
19
30
19 43
14
#3 41a 16a 41 42 #4 5 14a
42c
41 39d
47
39 16 5 39
47
16
14 43 19 2 3
14 14 43
20
5 43
22
19 2
37
42 18 33 36 37 23 24 45 31 34 31 45 33
19 24 35
44
50
37a/19 2c
42
42a
10
(75)
37
3a
25
40
23
44 43 #9 24
6
25a
5d
37d
5e/6
37c
45a 34b 26e/32 26f/32 34a
40 30
40
34
30
#5
26c/38
26
#6
31d
34c
16
43h 47
26
28
12
47

26j/28
14
45
14d
37f
28a
14
28
17
17
26d/38
47
45
20
26a/27
26g
22
45 43 18 43 39 23
19 22
21 21 43 5 20
17a
47 2
43
(39)
47
20
14
37
37 47
34
26i/28
34 47
38a
47
2
44
47
47
18
(317)
#7
)8 (
12
13
(90)
41 39 16 16
42
44
SPACER PLATE (46)

41 39 39 42 16 5 20 14 20 20 19 24 20 19 2 2 14 5 43 19 40 20 20 2 22 43 43 19 41 41
42
44

42 41
39 5 43 43 22 19
14 14
20 5
20
2 22 43
5 43 43 42 18 36 18 36 31 23 45 31 34 35 43 43 45 31 23 24 33 45 22
5 43 43
20 20 21 22
19
;; ;; ;; ;; ;;
37 39 39 2 2 37 3 33 42 3 25 5 37 5 45 34 30 40 26 26 26 26 26 14 14 38 34 37 47 32
37
37
17
31 26 26
28
;; ; ;
42 3 37 25 5 6 30 26 38 27 14 14 38
;
39 4 45 32 26 34
42 18 34 36 37 34 46 17 31 34 18 36 31 24 24 35 43 43 45 31 23 46 33 19
40
28 28 26
37
47
32
Figure 87
FOLDOUT 91
45
26
14c
32a
26h
(302)
43
16 41 17 42
42 41 45 47 47
43 19
30a
40a
26b
31b 36b
12
31a
33c 23a 23/24c 24a
; ; ;
2a
39b/40 18a 33a/34 37b 3b/4 11 3 33b/34 36a 37e
;;;;;;;; ;;;;;;;; ;;; ;;;

39
#10
#8
(24)
42
44
2d
20f 14b
20e 5a 19a
2b 43a 39a/40
16b/41 22a
5b 43c 43b 22b 43d

13
43 22 43
20 20
(39)
39c
42b 18b 45b

4
31c 23/24b 17 18
15
46a/45
24
10
13
40
49
44a 47 42d 2 14 47 47 20a 20b

19
23
39e
5c
19b
43e 20c/21
22
20d/22 47
20
46b/45
21
19c 24/19d
14 35a 43f
43g
12
10
;;;; ;;;; ;;;; ;;

48 47 7 47 2 48

48
;; ;;;; ; ; ;;; ;;
(208) (237) (236) (210)
48 7
48
(239)
48
45
7 8
45
45
48
(8)
47 45
49
;; ;;; ;; ;
12
12
12
13
(90)
;;;
30 40 3 2
38 47
;; ;; ;; ;;;; ;; ;;;; ;; ;;
14 47 37 34 27 42 19 32 30 26 14 38 16 47 25 45 5 2 6 40 45 37 42 47 30 45 3 2 4 25 2 47 47 47 40 39 19
47
;;; ;;;;;; ;;; ; ;; ;;;;;; ;;; ;; ;; ; ;;;;;;;; ;;;;;;;; ; ;; ;;;; ;; ;;;; ;;; ;; ;;;; ;;; ;; ;;;; ;;;
;;; ;;;;; ;; ;;; ;;;;; ;; ;;; ;;;;; ;; ; ; ;;;;; ;; ; ;;;; ;;; ;;; ;;;; ;;; ;;; ;;;; ;;; ;; ;;;;
(9)
;
1 1
47 26 47 47 47 28 47 47 35 #11 47 47 43 34 47 47 21 5 24 31 43 23 31 42 33 46 5 19 22 22
19
43
14
32
26
17
36
46 37
36 17 18 5 18 36 45
34 41
50

OVERRUN CLUTCH
CENTER LUBE
RELEASE
CENTER LUBE ACCUM

2-3 DRIVE

2-3 DRIVE

2-3 DRIVE
2ND CL
2ND CL
CENTER LUBE
ACCUMULATOR
3RD CL FD
EX
ACCUM
ACCUM
ACCUMULATOR
FBA
4TH CL 3RD CL
4TH ACCUMULATOR
4TH CL
3RD ACCUMULATOR
2ND ACCUM
PRND43
4TH CLUTCH
17a
8
38 38
9
32 32
10
37c 37d
11
34 34
12
31c 31b
13
43e
14
28
FRONT LUBE
CASE (7)
RELEASE
EX
EX
PRN D 21 D 21 D 21
3RD CL
FILTERED 2-3 DRIVE
COOLER
DRIVE
LO
PRND4
PRESSURE REG
EX EX
D21
D 21
REG CONV FD
CONV CLUTCH SHIFT
SIGNAL
LINE
49
LINE
45b
EX
TCC SIGNAL
PRN
REL
8
24
TCC
LINE
ACTR FD
BOOST
3 3b 2c 14a 2
TCC
SIGNAL

DRIVE

TCC
14b
PRN
ACTUATOR FEED
D 21
EX
EX
5c 20a
DRIVE
CASE (7)
REVERSE
SIGNAL
PRND43
LO
LO
TCC
20e
REAR
92
Figure 88
SUCTION
REVERSE
DRIVE
40a
39d
43a
19b
39e
42d
39c
OVERRUN CLUTCH LINE
#1
LO
PRESSURE TAP (24)
1
39a 39b
42c

40 40 44a
ACTUATOR FEED
DRIVE
PRND4
18a
5a
23
D321
D321

REVERSE

DRIVE
DRIVE
OIL PAN (28)
LINE
REV
42b
LO
LO
DRIVE
LO
2d
LINE
#7 RBA
PRND4
REVERSE
REV
DRIVE
PUMP COVER (206)
LUBE PIPE (39)
TFP SWITCH
RBA
PRND43
PRND4
20f
DRIVE
LUBE
RND
19c
PRND4 PRND43
LINE
PRND4
LO
REVERSE
21 19d 22 24
2ND CL DRIVE
D321
DRIVE
FILTER (317)
REGULATED APPLY
MANUAL VALVE

SIGNAL
20b
LINE
2b
FILTER (302)
1-2 SHIFT VALVE
EX OFF
REV ACTR FD
1-2 SIGNAL
ACTR FD
PRND43
PUMP BODY (203)
REVERSE
TORQUE SIGNAL
1-2 SOL
LINE
21
20c
1-2 SIGNAL
2ND CLUTCH
ACTR FD
FILT ACTR FD
REG
APPLY
REV EX
2-3 DRIVE
20
APP/RET
2-3 SIG
LINE
REVERSE
43c
COOLER
EX
3a
OFF
R CONV FD
43d 5b 43b
TCC REG
REV REV REV
ACTUATOR FEED
25a
FBA ORIFICED EX
22 19
20d
ACTUATOR FEED
CONV FD
FILTERED 2-3 DRIVE
EX
EX
45
46b
EX ORIFICED EX
2-3 SHIFT VALVE

EX
EX N.O. ON
2-3 SIGNAL
30a
24b 18 24a
23
TCC
SIGNAL
2-3 SOL
#4 2ND CLUTCH
SUCTION
2a
LINE
1-2 SIGNAL
REV
EX
RBA
PUMP ASSEMBLY (4)
2-3 SIGNAL
EX
LINE
22b 17 24c 23
PRND4
CONVERTER FEED
ACT FD LIMIT

LINE
5d
18b 36b 23a
FRONT BAND APPLY
OVERRUN CLUTCH
5e
2-3 SIGNAL PRND4
22a
TC
CE
AIR BLEED (210)
42a
TORQUE SIGNAL
PRN
B NA
LE
DRIVE
26a
27
EX
43h
#9
16
ACCUM
3-4 SHIFT
PRND43
43g 43f
2-3 DRIVE
26b
45a
EX
4TH CLUTCH FEED
EX
CON V FD REG CON V FD
19a
15
37a
19
4TH CL FD 4TH CL
LIM
IT
3RD CL
ORIF
EX
ORIFICED
EX
NV
4TH CL FD
36a 46a 45
EX
CO
2ND CLUTCH
FBA 31d
33c
14d
31a
16a
41a
37b
37e
34b
34a
26g
26h
35a
41
28
28a
14c
34c
37f
FILTER (75)
REAR BAND APPLY
CENTER LUBE
26c
33a
26f
26e
16b
26d
33b
26j
26i
#6
#5
#10
#8
#3
#2
REVERSE
ACCUM
3RD/REVERSE
FRONT BAND APPLY
ACCUMULATOR
4TH CLUTCH
LER COO
COOLER
3RD/REV
DRIVE
REVERSE
E LUB TER CEN
;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;;

APPLY/RETURN
FRONT LUBE
DRIVE
DRIVE
REVERSE
3RD/REVERSE
TC C EN AB L
E BL NA CE TC


With the transmission operating in Fourth gear, a 4-3 downshift can occur due to minimum or heavy throttle conditions or increased load on the engine. The TCC and 4th clutch release during a 4-3 downshift and the TCC normally will not apply in Overdrive range Third gear.
NO 4-3 DOWNSHIFT


Stuck in upshift position
SLOW/SOFT DOWNSHIFT
#10 Ball Check Valve

Stuck in seated position
TCC STUCK ON


Stuck
LOW & REV BAND
OFF ON
92A

PASSAGES
COMPONENTS ( )
92B
45 8
12 9
12
10 8
49
12
12
29
49
19
11
11
11
45
43
47
30
30
43
45
14
47
29
47
45
29
45
14
47
30 40
30 40
29
19
43
14
43

#1
40
14
43
47
47 43
19
19 43
14
30
#3 41a 16a 41 42 #4 5 14a
42c
41 39d
47
39 16 5 39
47
16
14 43 19 2 3
14 14 43 19 2 3 25 40
20
5 43 39 2 42 3 37 5
22
37
42 18 33 36 37 23 24 31 45 33
19 24 35
44
50
37a/19 2c
2a 42a 3a
5
10
39b/40 18a 33a/34 37b 3b/4 11 3 33b/34 36a 37d 37e 45a 34b 26e/32
31b 36b
12
31a
33c 23a 23/24c 24a
(75)
23 40 #5
44 43 #9
25a 30a 24
6
5d
5e/6
37c 40a
34 45 26 17
40 30 30 26 #6
31 34
26c/38 26d/38
31d
34c
16
43h 47
47 20
45
28
12
47

26j/28
14
45
14d
37f
34a
28a
14
28
17
26a/27
26f/32
26g
5 20
22 47 2 43 18 16 43 41 17 2 42 43
45 43 23
19 22
21 21 43 5 20
17a
(39)
47
14
37
37 47
34
26i/28
39
34 47
38a
47
47
44
47
18
(317)
#7
)8 (
12
13
(90)
41 39 16 16
42
44
SPACER PLATE (46)

41 39 39 42 16 5 20 14 20 20 19 24 42 20 19 2 2 14 5 43 19 40 37 4 34 36 3 37 43 43 30 25 26 5 6 40 38 32 26 17 14 14 38 37 34 46 45 34 37 39 18 20 20 2 22 43 43 19 41 41
42
44

42 41
39 5 43 43 42 18 36 31 24 24 31 34 35 43 43 45 31 23 46 33 22 19
14 14
20 5
20
2 22 43
5 43 43 42 18 36 3 37 5 40 45 34 45 31 34 26 26 17 34 37 26 31 26 28 37 18 36 31 23 35 45 31 23 24 33 45 22
5 43 43
20 20 21 22
19 37 2 42 2 39 37 3 33 39
19
25 30 26 26
26
27
28 28 26
14 14 38
47
32
47
32
Figure 89
FOLDOUT 93
45
26
14c
32a
26h
(302)
42 41 45 47 47
43 19
26b
#10
#8
(24)
42
44
43 22 43
20 20
;
44a
23
2d
20f 14b
20e 5a 19a
2b 43a 39a/40 39c

1
16b/41 22a
5b 43c 43b 42b 18b 45b

4
(39)
31c 23/24b 17 18
15
46a/45
24
10
13
40
49
42d 2 14 39e 22b 5c 47 43d

13
47 14 47 27 42 30 47 47 25 26 19 14 38
19
20a 20b 20d/22
19b
43e 20c/21
22
20
46b/45
21
19c 24/19d
14 35a 43f
43g
12
10
;;;; ;;;; ;;;; ;;

48 47 7 47 2 48

48
;; ;;;; ; ; ;;; ;;
(208) (237) (236) (210)
48 7
48
(239)
48
45
7 8
45
45
48
(8)
49
;; ;;;
47 45 12
12
12
13
(90)
30
40
47 38
47
47 37 34 32 16 45 5 2 6 40 37 42 36 45 2 47 19 47 47 40 39 3 2 4 34 41 18 5 17 18 30 25 45 37 36 26 17 47 47
47
;;; ;; ;;;;;; ;;; ;;; ;; ;;; ;;;;;; ;; ;;; ;;; ;; ;;; ;;;;;;;; ;; ;;;;;;;; ; ;; ;; ;;;; ;; ;;
;;; ;;;;; ;; ;;; ;; ;;;;; ;; ;;; ;; ;;;;; ;; ; ; ;;;;; ;; ; ;;; ;;; ;
(9)
;
1 1
47 26 47 47 28 47 47 35 #11 5 24 31 45 36 42 31 23 33 43 46 5 19 22 22
19
43
14
32
47 47 43
47
46
21
34
50

OVERRUN CLUTCH
CENTER LUBE
RELEASE
CENTER LUBE ACCUM
2-3 DRIVE
2-3 DRIVE
2-3 DRIVE
2ND CL
2ND CL
CENTER LUBE
ACCUMULATOR

REVERSE
ACCUM
FRONT BAND APPLY

3RD CL FD
ACCUMULATOR
4TH CLUTCH
ACCUM

3RD/REVERSE
EX
ACCUM
ACCUMULATOR
FBA
4TH CL 3RD CL
4TH ACCUMULATOR
4TH CL
3RD ACCUMULATOR
2ND ACCUM
PRND43
4TH CLUTCH
17a
8
38 38
9
32 32
10
37c 37d
11
34 34
12
31c 31b
13
43e
14
28
FRONT LUBE
CASE (7)
RELEASE
EX
EX
PRN D 21 D 21 D 21
7 37a 19
4TH CL FD 4TH CL
EX
FILTERED 2-3 DRIVE
COOLER
DRIVE
LINE
5d
18b 36b 22b 17 23 23 18 24a 22 19 43d 5b 43b 43c 20d
LO
PRND4
PRESSURE REG
EX EX
D21
D 21
REG CONV FD
CONV CLUTCH SHIFT
LINE
49
TCC SIGNAL
LINE
45b 45 4
TCC SIGNAL
PRN
EX
LINE
ACTR FD
BOOST
3 3b 4 2c 14a 2

REV EX
FILT ACTR FD
LINE
TCC SIGNAL
DRIVE

14b
PRN
ACTUATOR FEED
D 21
EX
EX
5c 20a
DRIVE
CASE (7)
PRND4 PRND43
LINE
PRND4
LO
REVERSE
TCC SIGNAL
D321
DRIVE
PRND43
LO
LO
20e
REAR
94
Figure 90
SUCTION
REVERSE
DRIVE
40a
39d
43a
19b
39e
42d
39c
OVERRUN CLUTCH LINE
#1
LO
PRESSURE TAP (24)
1
39a 39b
42c

40 40 44a
ACTUATOR FEED
DRIVE
PRND4
18a
5a
23
D321
D321

REVERSE

DRIVE
DRIVE
OIL PAN (28)
LINE
REV
42b
LO
LO
DRIVE
LO
2d
LINE
#7 RBA
PRND4
REVERSE
REV
DRIVE
PUMP COVER (206)
LUBE PIPE (39)
TFP SWITCH
RBA
PRND43
PRND4
20f
DRIVE
LUBE
RND
19c
OVERRUN CLUTCH
FILTER (317)
REVERSE
REVERSE
21 19d 22 24
2ND CL DRIVE
REGULATED APPLY
MANUAL VALVE

TCC SIGNAL
20b
LINE
2b
FILTER (302)
1-2 SHIFT VALVE
EX
N.O. OFF
REV ACTR FD
1-2 SIGNAL
ACTR FD
PRND43
PUMP BODY (203)
REVERSE
TORQUE SIGNAL
1-2 SOL
21
20c
1-2 SIGNAL
2ND CLUTCH
ACTR FD
REG APPLY
2-3 DRIVE
20
APP/RET
2-3 SIG
LINE
REVERSE
COOLER
EX
3a
OFF
R CONV FD
TCC REG
REV REV REV
ACTUATOR FEED
25a
ACTUATOR FEED
REL
24
FBA ORIFICED EX
CONV FD
FILTERED 2-3 DRIVE
EX
EX
46b
EX
EX ORIFICED EX
2-3 SHIFT VALVE

EX
N.O. OFF
2-3 SIGNAL
30a
24b
TCC SIGNAL
2-3 SOL
#4 2ND CLUTCH
SUCTION
2a
LINE
1-2 SIGNAL
REV
EX
24c
RBA
PUMP ASSEMBLY (4)
2-3 SIGNAL
EX
LINE
PRND4
CONVERTER FEED
ACT FD LIMIT

23a
FRONT BAND APPLY
OVERRUN CLUTCH
5e
2-3 SIGNAL PRND4
22a
CE TC
AIR BLEED (210)
42a
TORQUE SIGNAL
PRN
E BL NA
ACCUM
3-4 SHIFT
DRIVE
26a
27
43h
#9
16
PRND43
43g 43f
2-3 DRIVE
26b
CON
V FD
EX
45a
4TH CLUTCH FEED
EX
19a
3RD CL
REG
CON
V FD
IMIT
3RD CL
ORIF EX
4TH CL FD 3RD CL FD 3RD/REV REV
36a
ORIFICED EX
46a 15
45
EX
CO NV L
2ND CLUTCH
FBA 31d
35a
34a
31a
14d
16a
41a
37b
37e
34b
26g
26h
33c
41
28
28a
14c
34c
37f
FILTER (75)
REAR BAND APPLY
CENTER LUBE
33a
26c
26f
26e
16b
26d
33b
26j
26i
#6
#5
#10
#8
#3
#2
LER COO
COOLER
3RD/REV
DRIVE
REVERSE

E LUB TER CEN
;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;;
APPLY/RETURN
FRONT LUBE
DRIVE
DRIVE
REVERSE
3RD/REVERSE
TC C EN AB L
TC CE NA BL E

With the transmission operating in Third gear, a 3-2 downshift can occur due to minimum or heavy throttle conditions or increased load on the engine. A 3- 2 downshift occurs when the powertrain control module (PCM) receives the appropriate input signals to de-energize (turn OFF) the 2-3 shift solenoid valve.
NO 3-2 DOWNSHIFT


Stuck in upshift position
SLOW/SOFT DOWNSHIFT
#8 Ball Check Valve

Stuck in seated position
LOW & REV BAND
OFF OFF
HOLDING APPLIED HOLDING
94A

PASSAGES
COMPONENTS ( )
94B
45 8
12 9
12
10 8
49
12
12
29
49
19
11
11
11
45
43
47
30
30
43
45
14
47
29
47
45
29
45
14
47
30 40
30 40
29
19
43
14
43

#1
40
14
43
47
47 43
19
19 43
14
30
#3 41a 16a 41 42 #4 5 14a
42c
41 39d
47
39 16 5 39
47
16
14 43 19 2 3
14 14 43 19 2 3 25 40
20
5 43 39 2 42 3 37 5
22
37
42 18 33 36 37 23 24 31 45 33
19 24 35
44
50
37a/19 2c
2a 42a 3a
5
10
39b/40 18a 33a/34 37b 3b/4 11 3 33b/34 36a 37d 37e 45a 34b 26e/32
31b 36b
12
31a
33c 23a 23/24c 24a
(75)
23 40 #5
44 43 #9
25a 30a 24
6
5d
5e/6
37c 40a
34 45 26 17
40 30 30 26 #6
31 34
26c/38 26d/38
31d
34c
16
43h 47
47 20
45
28
12
47

26j/28
14
45
14d
37f
34a
28a
14
28
17
26a/27
26f/32
26g
5 20
22 47 2 43 18 16 43 41 17 2 42 43
45 43 23
19 22
21 21 43 5 20
17a
(39)
47
14
37
37 47
34 45 34 47
26i/28
39
26
38a
47
47
44
47
18 #7
(317)
)8 (
12
13
(90)
41 39 16 16
42
44
SPACER PLATE (46)

41 39 39 42 16 5 20 14 20 20 19 24 42 20 19 2 2 14 5 43 19 40 37 4 34 36 3 37 43 43 30 25 26 5 6 40 38 32 26 17 14 14 38 37 34 46 45 34 37 39 18 20 20 2 22 43 43 19 41 41
42
44

42 41
39 5 43 43 42 18 36 31 24 24 31 34 35 43 43 45 31 23 46 33 22 19
14 14
20 5
20
2 22 43
5 43 43 42 18 36 3 37 5 40 45 34 45 31 34 26 26 17 34 37 26 31 26 28 37 18 36 31 23 35 45 31 23 24 33 45 22
5 43 43
20 20 21 22
19 37 2 42 2 39 37 3 33 39
19
25 30 26 26
26
27
28 28 26
14 14 38
47
32
47
32
Figure 91
FOLDOUT 95
14c
32a
26h
(302)
42 41 45 47 47
43 19
26b
#10
#8
(24)
42
44
43 22 43
20 20
;
44a
23
2d
20f 14b
20e 5a 19a
2b 43a 39a/40 39c

1
16b/41 22a
5b 43c 43b 42b 18b 45b

4
(39)
31c 23/24b 17 18
15
46a/45
24
10
13
40
49
42d 2 14 39e 22b 5c 47 43d

13
47 14 47 27 42 30 47 47 25 26 19 14 38
19
20a 20b 20d/22
19b
43e 20c/21
22
20
46b/45
21
19c 24/19d
14 35a 43f
43g
12
10
;;;; ;;;; ;;;; ;;

48 47 7 47 2 48

48
;; ;;;; ; ; ;;; ;;
(208) (237) (236) (210)
48 7
48
(239)
48
45
7 8
45
45
48
(8)
49
;; ;;;
47 45 12
12
12
13
(90)
30
40
47 38
47
47 37 34 32 16 45 5 2 6 40 37 42 36 45 2 47 19 47 47 40 39 3 2 4 34 41 18 5 17 18 30 25 45 37 36 26 17 47 47
47
;;; ;; ;;;;;; ;;; ;;; ;; ;;; ;;;;;; ;; ;;; ;;; ;; ;;; ;;;;;;;; ;; ;;;;;;;; ; ;; ;; ;;;; ;; ;;
;;; ;;;;; ;; ;;; ;; ;;;;; ;; ;;; ;; ;;;;; ;; ; ; ;;;;; ;; ; ;;; ;;; ;
(9)
;
1 1
47 26 47 47 28 47 47 35 #11 5 24 31 45 36 42 31 23 33 43 46 5 19 22 22
19
43
14
32
47 47 43
47
46
21
34
50

OVERRUN CLUTCH
CENTER LUBE
RELEASE
CENTER LUBE ACCUM

2-3 DRIVE

2-3 DRIVE

2-3 DRIVE
2ND CL
2ND CL
CENTER LUBE
ACCUMULATOR
3RD CL FD
EX
ACCUM
ACCUM
ACCUMULATOR
FBA
4TH CL 3RD CL
4TH ACCUMULATOR
4TH CL
3RD ACCUMULATOR
2ND ACCUM
PRND43
4TH CLUTCH
17a
8
38 38
9
32 32
10
37c 37d
11
34 34
12
31c 31b
13
43e
14
28
FRONT LUBE
CASE (7)
RELEASE
EX
EX
PRN D 21 D 21 D 21
7 37a 19
4TH CL FD 4TH CL
3RD CL
FILTERED 2-3 DRIVE
COOLER
DRIVE
LO
PRESSURE REG
EX EX
D21
D 21
REG CONV FD
CONV CLUTCH SHIFT
SIGNAL
LINE
49
LINE
45b
EX
TCC SIGNAL
PRN
TCC
LINE
ACTR FD
BOOST
TCC
SIGNAL

DRIVE

14b
PRN
ACTUATOR FEED
D 21
EX
EX
5c 20a
DRIVE
CASE (7)
REVERSE
SIGNAL
PRND43
LO
TCC
20e 2d
REAR
SUCTION
REVERSE
DRIVE
40a
39d
43a
19b
39e
42d
39c
OVERRUN CLUTCH
96
Figure 92
LINE
#1
LO
PRESSURE TAP (24)
1
39a 39b
42c
40

44a
ACTUATOR FEED
5a
40
23
D321
D321

REVERSE

DRIVE
DRIVE
PRND4
18a
DRIVE
OIL PAN (28)
LINE
REV
42b
LO
LO
DRIVE
LO
LINE
#7 RBA
PRND4
REVERSE
REV
DRIVE
PUMP COVER (206)
LUBE PIPE (39)
TFP SWITCH
RBA
PRND43
PRND4
20f
DRIVE
LUBE
LO
RND
19c
PRND4 PRND43
LINE
PRND4
LO
REVERSE
21
19d 22
24
2ND CL DRIVE
D321
DRIVE
FILTER (317)
REGULATED APPLY
MANUAL VALVE

TCC
SIGNAL
20b
LINE
2b
FILTER (302)
N.O. OFF
REV ACTR FD
1-2 SIGNAL
1-2 SHIFT VALVE
EX
ACTR FD
PRND43
PUMP BODY (203)
REVERSE
14a
TORQUE SIGNAL
1-2 SOL
LINE
2c
21
20c
1-2 SIGNAL
2ND CLUTCH
ACTR FD
FILT ACTR FD
REG
APPLY
3b
REV EX
2-3 DRIVE
20
APP/RET
2-3 SIG
LINE
REVERSE
43c
COOLER
EX
3a
OFF
R CONV FD
43d 5b 43b
TCC REG
REV REV REV
ACTUATOR FEED
25a
ACTUATOR FEED
REL
8
24
FBA ORIFICED EX
22 19
20d
CONV FD
FILTERED 2-3 DRIVE
EX
EX
45
46b
EX ORIFICED EX
2-3 SHIFT VALVE

EX
EX N.O. ON
24b 18 24a
23
#4 2ND CLUTCH
2-3 SIGNAL
30a
SUCTION
2a
TCC
SIGNAL
2-3 SOL
LINE
1-2 SIGNAL
REV
EX
RBA
PUMP ASSEMBLY (4)
2-3 SIGNAL
EX
LINE
PRND4
CONVERTER FEED
ACT FD LIMIT
23a 22b 17 24c 23
PRND4
4TH
CLUTCH FEED 2-3 DRIVE 3RD CLUTCH FEED 2-3 SIGNAL

LINE
5d
18b 36b
FRONT BAND APPLY
5e
2-3 SIGNAL PRND4
22a
OVERRUN CLUTCH
CE TC
AIR BLEED (210)
42a
TORQUE SIGNAL
PRN
E BL NA
DRIVE
26a
27
EX
43h
#9
16
ACCUM
3-4 SHIFT
PRND43
43g 43f
2-3 DRIVE
26b
V FD
45a
CON
EX
4TH CLUTCH FEED
EX
REG
CON
V FD
19a
15
IMIT
36a 45
3RD CL
ORIF
EX
ORIFICED
EX
46a
EX
4TH CL FD
CO NV L
2ND CLUTCH
FBA 31d
33c
14d
31a
16a
41a
37b
37e
34b
34a
26g
26h
35a
41
28
28a
14c
34c
37f
FILTER (75)
REAR BAND APPLY
CENTER LUBE
26c
33a
26f
26e
16b
26d
33b
26j
26i
#6
#5
#10
#8
#3
#2
REVERSE
ACCUM
3RD/REVERSE
FRONT BAND APPLY
ACCUMULATOR
4TH CLUTCH
LER COO
COOLER
3RD/REV
DRIVE
REVERSE
E LUB TER CEN
;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;;
(From Overdrive Range Fourth Gear)

APPLY/RETURN
FRONT LUBE
DRIVE
DRIVE
REVERSE
3RD/REVERSE
TC C EN AB L
TC CE NA BL


A manual 4-3 downshift can be accomplished by moving the gear selector lever into the Manual Third position (D) when the transmission is operating in Overdrive Range - Fourth Gear D .
NO THIRD GEAR

Cracked Leaking at the case


Worn
Direct Clutch Piston Seals (620,621 & 622)

Cracked or jammed
Direct Clutch Ball Check Valve

Leaking

Stuck Off Pinched Wire O-ring failed No voltage to the solenoid

Stuck

Stuck On
NO OVERRUN BRAKING
Overrun Clutch Piston (505)

Cracked Jammed
Overrun Clutch Housing Ball Check Valve (537)

Leaking
Orifice #1
Plugged
Overrun Clutch Plates

Worn
Overrun Clutch Seals

Cut
LOW & REV BAND
OFF ON
96A

(from Overdrive Range Fourth Gear) PASSAGES
COMPONENTS ( )
96B
(From Overdrive Range Fourth Gear)
45 8
12 9
12
10 8
49
12
12
29
49
19
11
11
11
45
43
47
45
29
14
47
29
45
14
47
29
47
30
30
43
45
30 40
30 40
19
43
14
43

#1
40
14
43
47
47 43
19
19 43
14
30
#3 41a 16a 41 42 #4 5 14a
42c
41 39d
47
39 16 5 39
47
16
14 43 19 2 3
14 14 43 19 2 3 25
20
5 43 39 2 42 3 37 5
22
37
42 18 33 36 37 23 24 31 45 33
19 24 35
44
50
37a/19 2c
2a 42a 3a
5
10
39b/40 18a 33a/34 37b 3b/4 11 3 33b/34 36a 37d 37e 45a 34b 26e/32
31b 36b
12
31a
33c 23a 23/24c 24a
(75)
40 30
23 40 #5
44 43 #9
25a 30a 24
6
5d
5e/6
37c 40a
34 45 26 17
40 30 26 #6
31 34
26c/38 26d/38
31d
34c
16
43h 47
47 20
45
28
12
47

26j/28
14
45
14d
37f
34a
28a
14
28
17
26a/27
26f/32
26g
5 20
22 47 2 43 18 16 43 41 17 2 42 43
45 43 23
19 22
21 21 43 5 20
17a
(39)
47
14
37
37 47
34
26i/28
39
34 47
38a
47
47
44
47
18
(317)
#7
)8 (
12
13
(90)
41 39 16 16
42
44
SPACER PLATE (46)

41 39 39 42 16 5 20 14 20 20 19 24 42 20 19 2 2 14 5 43 19 40 37 4 34 36 3 37 43 43 30 25 26 5 6 40 38 32 26 17 14 14 38 37 34 46 45 34 37 39 18 20 20 2 22 43 43 19 41 41
42
44

42 41
39 5 43 43 42 18 36 31 24 24 31 34 35 43 43 45 31 23 46 33 22 19
14 14
20 5
20
2 22 43
5 43 43 42 18 36 3 37 5 40 45 34 45 31 34 26 26 17 34 37 26 31 26 28 37 18 36 31 23 35 45 31 23 24 33 45 22
5 43 43
20 20 21 22
19 37 2 42 2 39 37 3 33 39
19
25 30 26 26
26
27
28 28 26
14 14 38
47
32
47
32
Figure 93
FOLDOUT 97
45
26
14c
32a
26h
(302)
42 41 45 47 47
43 19
26b
#10
#8
(24)
42
44
43 22 43
20 20
;
44a
23
2d
20f 14b
20e 5a 19a
2b 43a 39a/40 39c

1
16b/41 22a
5b 43c 43b 42b 18b 45b

4
(39)
31c 23/24b 17 18
15
46a/45
24
10
13
40
49
42d 2 14 39e 22b 5c 47 43d

13
47 14 47 27 42 30 47 47 25 26 19 14 38
19
20a 20b 20d/22
19b
43e 20c/21
22
20
46b/45
21
19c 24/19d
14 35a 43f
43g
12
10
;;;; ;;;; ;;;; ;;

48 47 7 47 2 48

48
;; ;;;; ; ; ;;; ;;
(208) (237) (236) (210)
48 7
48
(239)
48
45
7 8
45
45
48
(8)
49
;; ;;;
47 45 12
12
12
13
(90)
30
40
47 38
47
47 37 34 32 16 45 5 2 6 40 37 42 36 45 2 47 19 47 47 40 39 3 2 4 34 41 18 5 17 18 30 25 45 37 36 26 17 47 47
47
;;; ;; ;;;;;; ;;; ;;; ;; ;;; ;;;;;; ;; ;;; ;;; ;; ;;; ;;;;;;;; ;; ;;;;;;;; ; ;; ;; ;;;; ;; ;;
;;; ;;;;; ;; ;;; ;; ;;;;; ;; ;;; ;; ;;;;; ;; ; ; ;;;;; ;; ; ;;; ;;; ;
(9)
;
1 1
47 26 47 47 28 47 47 35 #11 5 24 31 45 36 42 31 23 33 43 46 5 19 22 22
19
43
14
32
47 47 43
47
46
21
34
50

OVERRUN CLUTCH
CENTER LUBE
RELEASE
CENTER LUBE ACCUM
2-3 DRIVE
2-3 DRIVE
2-3 DRIVE
2ND CL
2ND CL
CENTER LUBE
ACCUMULATOR

REVERSE
ACCUM
FRONT BAND APPLY

3RD CL FD
ACCUMULATOR
4TH CLUTCH
ACCUM

3RD/REVERSE
EX
ACCUM
ACCUMULATOR
FBA
4TH CL 3RD CL
4TH ACCUMULATOR
4TH CL
3RD ACCUMULATOR
2ND ACCUM
PRND43
4TH CLUTCH
17a
8
38 38
9
32 32
10
37c 37d
11
34 34
12
31c 31b
13
43e
14
28
FRONT LUBE
CASE (7)
RELEASE
EX
EX
PRN D 21 D 21 D 21
7 37a 19
4TH CL FD 4TH CL
EX
FILTERED 2-3 DRIVE
COOLER
DRIVE
LINE
5d
LO
PRND4
PRESSURE REG
EX EX
D21
D 21
REG CONV FD
CONV CLUTCH SHIFT
LINE
49
TCC SIGNAL
LINE
45b 45 4
TCC SIGNAL
PRN
EX
LINE
ACTR FD
BOOST
3 3b 4 2c 14a 2

REV EX
FILT ACTR FD
LINE
21
20c
TCC SIGNAL
DRIVE

14b
D 21
PRN
ACTUATOR FEED
EX
EX
5c 20a
DRIVE
CASE (7)
PRND4 PRND43
LINE
PRND4
LO
REVERSE
TCC SIGNAL
D321
DRIVE
PRND43
LO
20e 2d
REAR
42b
LO
LO
DRIVE
SUCTION
REVERSE
DRIVE
40a
39d
43a
19b
39e
42d
39c
OVERRUN CLUTCH
98
Figure 94
LINE
#1
LO
PRESSURE TAP (24)
1
39a 39b
42c
40

44a
ACTUATOR FEED
5a
40
23
D321
D321

REVERSE

DRIVE
DRIVE
PRND4
18a
DRIVE
OIL PAN (28)
LINE
REV
LO
LINE
#7 RBA
PRND4
REVERSE
REV
DRIVE
PUMP COVER (206)
LUBE PIPE (39)
TFP SWITCH
RBA
PRND43
PRND4
20f
DRIVE
LUBE
LO
RND
19c
OVERRUN CLUTCH
FILTER (317)
REVERSE
REVERSE
21 19d 22 24
2ND CL DRIVE
REGULATED APPLY
MANUAL VALVE

TCC SIGNAL
20b
2b
LINE
FILTER (302)
1-2 SHIFT VALVE
EX
N.O. OFF
ACTR FD
REV ACTR FD
1-2 SIGNAL
PRND43
PUMP BODY (203)
REVERSE
TORQUE SIGNAL
1-2 SOL
1-2 SIGNAL
2ND CLUTCH
ACTR FD
REG APPLY
2-3 DRIVE
20
APP/RET
2-3 SIG
LINE
REVERSE
43c
COOLER
EX
3a
OFF
TCC REG
R CONV FD
43d
REV REV REV
ACTUATOR FEED
5b 43b
25a
REL
24
FBA ORIFICED EX
22 19
20d
ACTUATOR FEED
CONV FD
FILTERED 2-3 DRIVE
EX
EX
46b
EX
EX ORIFICED EX
2-3 SHIFT VALVE

EX
N.O. OFF
2-3 SIGNAL
30a
24b 18 24a
23
SUCTION
2a
TCC SIGNAL
2-3 SOL
LINE
1-2 SIGNAL
REV
EX
24c
#4 2ND CLUTCH
RBA
PUMP ASSEMBLY (4)
2-3 SIGNAL
EX
LINE
22b 17 23
PRND4
CONVERTER FEED
ACT FD LIMIT
FRONT BAND APPLY
5e
2-3 SIGNAL PRND4
22a 18b 36b 23a
OVERRUN CLUTCH

CE TC
AIR BLEED (210)
42a
TORQUE SIGNAL
PRN
E BL NA
ACCUM
3-4 SHIFT
DRIVE
26a
27
43h
#9
16
PRND43
43g 43f
2-3 DRIVE
26b
CON
V FD
EX
45a
4TH CLUTCH FEED
EX
19a
3RD CL
REG
CON
V FD
IMIT
3RD CL
ORIF EX
4TH CL FD
36a
ORIFICED EX
46a 15
45
EX
CO NV L
2ND CLUTCH
FBA 31d
35a
34a
31a
14d
16a
41a
37b
37e
34b
26g
26h
33c
41
28
28a
14c
34c
37f
FILTER (75)
REAR BAND APPLY
CENTER LUBE
33a
26c
26f
26e
16b
26d
33b
26j
26i
#6
#5
#10
#8
#3
#2
LER COO
COOLER
3RD/REV
DRIVE
REVERSE

E LUB TER CEN
;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;;
(From Manual Third Third Gear)

APPLY/RETURN
FRONT LUBE
DRIVE
DRIVE
REVERSE
3RD/REVERSE
TC C EN AB L
TC CE NA BL E

A manual 3-2 downshift can be accomplished by moving the gear selector lever into the Manual Second (2) position when the transmission is operating in Third gear. This causes the transmission to shift immediately into Second gear and prevents the transmission from upshifting to either Third or Fourth gears.
NO SECOND GEAR

Cracked Feed hole blocked

Intermediate Clutch Piston (636)

Cracked or jammed
Intermediate Clutch Piston Seals (637 & 638)

Worn
NO OVERRUN BRAKING

Cracked Jammed

Leaking
Orifice #1
Plugged
LOW & REV BAND
OFF OFF
APPLIED HOLDING APPLIED OVERRUN
98A

(from Manual Third Third Gear) PASSAGES
COMPONENTS ( )
98B
(From Manual Third Third Gear)
45 8
12 9
12
10 8
49
12
12
29
49
19
11
11
11
45
43
47
45
29
14
47
29
45
14
47
29
47
30
30
43
45
30 40
30 40
19
43
14
43

#1
40
14
43
47
47 43
19
19 43
14
30
#3 41a 16a 41 42 #4 5 14a
42c
41 39d
47
39 16 5 39
47
16
14 43 19 2 3
14 14 43 19 2 3 25
20
5 43 39 2 42 3 37 5
22
37
42 18 33 36 37 23 24 31 45 33
19 24 35
44
50
37a/19 2c
2a 42a 3a
5
10
39b/40 18a 33a/34 37b 3b/4 11 3 33b/34 36a 37d 37e 45a 34b 26e/32
31b 36b
12
31a
33c 23a 23/24c 24a
(75)
40 30
23 40 #5
44 43 #9
25a 30a 24
6
5d
5e/6
37c 40a
34 45 26 17 17
40 30 26 #6
31 34
26c/38 26d/38
31d
34c
16
43h 47
47 20
45
28 12 47

26j/28
14
45
14d
37f
34a
28a
14
28
26a/27
26f/32
26g
5 20
22 47 2 43 18 16 43 41 17 2 42 43
45 43 23
19 22
21 21 43 5 20
17a
(39)
47
14
37
37 47
34 45 34 47
26i/28
39
26
38a
47
47
44
47
18 #7
(317)
)8 (
12
13
(90)
41 39 16 16
42
44
SPACER PLATE (46)

41 39 39 42 16 5 20 14 20 20 19 24 42 20 19 2 2 14 5 43 19 40 37 4 34 36 3 37 43 43 30 25 26 5 6 40 38 32 26 17 14 14 38 37 34 46 45 34 37 39 18 20 20 2 22 43 43 19 41 41
42
44

42 41
39 5 43 43 42 18 36 31 24 24 31 34 35 43 43 45 31 23 46 33 22 19
14 14
20 5
20
2 22 43
5 43 43 42 18 36 3 37 5 40 45 34 45 31 34 26 26 17 34 37 26 31 26 28 37 18 36 31 23 35 45 31 23 24 33 45 22
5 43 43
20 20 21 22
19 37 2 42 2 39 37 3 33 39
19
25 30 26 26
26
27
28 28 26
14 14 38
47
32
47
32
Figure 95
FOLDOUT 99
14c
32a
26h
(302)
42 41 45 47 47
43 19
26b
#10
#8
(24)
42
44
43 22 43
20 20
;
44a
23
2d
20f 14b
20e 5a 19a
2b 43a 39a/40 39c

1
16b/41 22a
5b 43c 43b 42b 18b 45b

4
(39)
31c 23/24b 17 18
15
46a/45
24
10
13
40
49
42d 2 14 39e 22b 5c 47 43d

13
47 14 47 27 42 30 47 47 25 26 19 14 38
19
20a 20b 20d/22
19b
43e 20c/21
22
20
46b/45
21
19c 24/19d
14 35a 43f
43g
12
10
;;;; ;;;; ;;;; ;;

48 47 7 47 2 48

48
;; ;;;; ; ; ;;; ;;
(208) (237) (236) (210)
48 7
48
(239)
48
45
7 8
45
45
48
(8)
49
;; ;;;
47 45 12
12
12
13
(90)
30
40
47 38
47
47 37 34 32 16 45 5 2 6 40 37 42 36 45 2 47 19 47 47 40 39 3 2 4 34 41 18 5 17 18 30 25 45 37 36 26 17 47 47
47
;;; ;; ;;;;;; ;;; ;;; ;; ;;; ;;;;;; ;; ;;; ;;; ;; ;;; ;;;;;;;; ;; ;;;;;;;; ; ;; ;; ;;;; ;; ;;
;;; ;;;;; ;; ;;; ;; ;;;;; ;; ;;; ;; ;;;;; ;; ; ; ;;;;; ;; ; ;;; ;;; ;
(9)
;
1 1
47 26 47 47 28 47 47 35 #11 5 24 31 45 36 42 31 23 33 43 46 5 19 22 22
19
43
14
32
47 47 43
47
46
21
34
50

LER COO
COOLER
3RD/REV
DRIVE
REVERSE
E LUB TER CEN
OVERRUN CLUTCH
CENTER LUBE
RELEASE
2-3 DRIVE
2-3
DRIVE

2-3
DRIVE
ACCUMULATOR
2ND CL
2ND CL
CENTER LUBE
ACCUM
ACCUMULATOR
3RD/REVERSE
3RD CL FD
EX
REVERSE
ACCUM
ACCUM
ACCUM
ACCUMULATOR
FBA
4TH CL 3RD CL
PRND43
4TH CLUTCH
14c
34c
17a
8
38 38
9
32 32
10
37c 37d
11
34 34
33c
37f
12
31c 31b
13
43e
14
28
FRONT LUBE
CASE (7)
RELEASE
EX
EX
PRN D 21 D 21 D 21
7 37a 19
4TH CL FD 4TH CL
2-3 DRIVE
COOLER
FRONT BAND APPLY
DRIVE
LINE
5d
LO
PRND4
PRESSURE REG
EX EX
D21
D 21
1-2 SIGNAL
REV
REG CONV FD
CONV CLUTCH SHIFT
LINE
49
TCC SIGNAL
LINE
45b
EX
EX
45 4
46b
TCC SIGNAL
PRN
LINE
ACTR FD
BOOST
FILT ACTR FD
LINE
2c 14a 2
21
20c
TCC SIGNAL
DRIVE
D 21
PRN
ACTUATOR FEED
2b
EX
EX
LINE
5c 20a
DRIVE
CASE (7)
PRND4 PRND43
LINE
REVERSE
PRND4
LO
TCC SIGNAL
DRIVE
D321
PRND43
LO
20e 2d
REAR
LO
42b
SUCTION
REVERSE
DRIVE
40a
39d
43a
19b
39e
42d
39c
OVERRUN CLUTCH
100
Figure 96
LINE
#1
LO
PRESSURE TAP (24)
1
39a 39b
42c
40
CONTROL VALVE BODY (44) GASKET (45) SPACER PLATE (46) GASKET (48) CASE (7)
ACTUATOR FEED
5a
40
23
44a
D321
D321
REAR BAND APPLY
ACTUATOR FEED
REVERSE

DRIVE
DRIVE
PRND4
18a
DRIVE
OIL PAN (28)
LINE
LO
LO
DRIVE
REV
PRND4
LINE
#7 RBA
REVERSE
REV
DRIVE
PUMP COVER (206)
LUBE PIPE (39)
TFP SWITCH
RBA
PRND43
PRND4
20f
DRIVE
LUBE
LO
RND
19c
OVERRUN CLUTCH
FILTER (317)
REVERSE
REVERSE
21 19d 22 24
2ND CL DRIVE
REGULATED APPLY
MANUAL VALVE
TCC SIGNAL
20b
TORQUE SIGNAL
LINE
REV ACTR FD
1-2 SIGNAL
TORQUE SIG
14b
FILTER (302)
N.O.
ON
2ND
1-2 SHIFT VALVE
EX
ACTR FD
PRND43
PUMP BODY (203)
REVERSE
TORQUE SIGNAL
1-2 SOL
1-2 SIGNAL
ACTR FD
REG APPLY
3b
20
CLUTCH
REV EX
2-3 DRIVE
APP/RET
2-3 SIG
LINE
REVERSE
43c
COOLER
EX
3a
OFF
TCC REG
R CONV FD
43d 5b 43b
REV REV REV
ACTUATOR FEED
25a
REL
24
FBA ORIFICED EX
22
20d 19
ACTUATOR FEED
CONV FD
FILTERED 2-3 DRIVE
EX
N.O. OFF
24a
2-3 SIGNAL
EX
EX ORIFICED EX
2-3 SHIFT VALVE
EX
24b
18
23
#4 2ND CLUTCH
SUCTION
2a 30a
LINE TCC SIGNAL
EX
24c
2-3 SOL
RBA
PUMP ASSEMBLY (4)
2-3 SIGNAL
EX
LINE
PRND4
CONVERTER FEED
23a 22b 17 23
ACT FD LIMIT
FILTERED
OVERRUN CLUTCH
5 5e 6
2-3 SIGNAL PRND4

CE TC
AIR BLEED (210)
42a
TORQUE SIGNAL
LE AB
DRIVE
26a
27
EX
2-3 DRIVE
26b
CON
V FD
EX
45a 43h
4TH CLUTCH FEED
EX
19a
3RD CL
REG
CON
IMIT
V FD
3RD CL
ORIF EX 3RD CL FD 3RD/REV REV #11 PRND43
ORIFICED EX
46a 15
45
EX
ACCUM
CO NV L
36a
#9
16
3-4 SHIFT
PRN ACTR FD 1-2 SIGNAL
43g 43f 22a 18b 36b
2ND CLUTCH
FBA 31d
31a
14d
16a
41a
37b
37e
34b
34a
26g
26h
35a
41
28
28a
FILTER (75)
REAR BAND APPLY
CENTER LUBE
#6
26c
#5
26f
#10
#8
33a
#3
#2
26j
26e
16b
26d
33b
26i
4TH ACCUMULATOR
4TH CL
4TH CLUTCH

FRONT BAND APPLY
;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;;
(From Manual Second Second Gear)

APPLY/RETURN
FRONT LUBE

DRIVE
DRIVE
REVERSE
3RD/REVERSE
CENTER LUBE
3RD ACCUMULATOR
2ND ACCUM
TC C EN AB L
TC CE NA BL E

A manual 2-1 downshift can be accomplished by moving the gear selector lever into the Manual First (1) position when the transmission is operating in Second gear. If vehicle speed is below approximately 56 km/h (35 mph) the transmission will shift into First gear. Above this speed, the transmission will shift into a Manual First Second Gear condition until vehicle speed slows sufficiently.
NO FIRST GEAR

Stuck On
Pump (203)
Seized Broken Gears

Jammed

Passage plugged
NO OVERRUN BRAKING

Cracked Jammed

Leaking
Orifice #1
Plugged
LOW & REV BAND
ON OFF
HOLDING APPLIED
* HOLDING BUT NOT EFFECTIVE. NOTE: DESCRIPTIONS ABOVE EXPLAIN COMPONENT FUNCTION DURING ACCELERATION.
100A

(from Manual Second Second Gear) PASSAGES
COMPONENTS ( )
100B
(From Manual Second Second Gear)
45 8
12 9
12
10 8
49
12
12
29
49
19
11
11
11
45
43
47
45
29
14
47
29
45
14
47
29
47
30
30
43
45
30 40
30 40
19
43
14
43

#1
40
14
43
47
47 43
19
19 43
14
30
#3 41a 16a 41 42 #4 5 14a
42c
41 39d
47
39 16 5 39
47
16
14 43 19 2 3
14 14 43 19 2 3 25
20
5 43 39 2 42 3 37 5 23 40 #5 26 #6 26 34
22
37
42 18 33 36 37 23 24 45 31 34 31 45 33
19 24
44
50
37a/19 2c
2a
35
42a 3a
5
10
39b/40 18a 33a/34 37b 3b/4 11 3 33b/34 36a 37d 37e 45a 34b 26e/32
31b 36b
12
31a
33c 23a 23/24c 24a
(75)
44
25a 30a 24
6
5d
5e/6
37c 40a
40 30
43 #9 26b 26c/38 26d/38
40 30
31d
34c
16
43h 47
47 20
45
28 12 47

26j/28
14
45
14d
37f
34a
28a
14
28
17
17
26a/27
26f/32
26g
5 20
22 47 2 43 18 16 43 41 17 2 42 43
45 43 23
19 22
21 21 43 5 20
17a
(39)
47
14
37
37 47
34 45 34 47
26i/28
39
26
38a
47
47
44
47
18 #7
(317)
)8 (
12
13
(90)
41 39 16 16
42
44
SPACER PLATE (46)

41 39 39 42 16 5 20 14 20 20 19 24 42 20 19 2 2 14 5 43 19 40 37 4 34 36 3 37 43 43 30 25 26 5 6 40 38 32 26 17 14 14 38 37 34 46 45 34 37 39 18 20 20 2 22 43 43 19 41 41
42
44

42 41
39 5 43 43 42 18 36 31 24 24 31 34 35 43 43 45 31 23 46 33 22 19
14 14
20 5
20
2 22 43
5 43 43 42 18 36 3 37 5 40 45 34 45 31 34 26 26 17 34 37 26 31 26 28 37 18 36 31 23 35 45 31 23 24 33 45 22
5 43 43
20 20 21 22
19 37 2 42 2 39 37 3 33 39
19
25 30 26 26
26
27
28 28 26
14 14 38
47
32
47
32
Figure 97
FOLDOUT 101
14c
32a
26h
(302)
42 41 45 47 47
43 19
#10
#8
(24)
42
44
43 22 43
20 20
;
44a
23
2d
20f 14b
20e 5a 19a
2b 43a 39a/40 39c

1
16b/41 22a
5b 43c 43b 42b 18b 45b

4
(39)
31c 23/24b 17 18
15
46a/45
24
10
13
40
49
42d 2 14 39e 22b 5c 47 43d

13
47 14 47 27 42 30 47 47 25 26 19 14 38
19
20a 20b 20d/22
19b
43e 20c/21
22
20
46b/45
21
19c 24/19d
14 35a 43f
43g
12
10
;;;; ;;;; ;;;; ;;

48 47 7 47 2 48

48
;; ;;;; ; ; ;;; ;;
(208) (237) (236) (210)
48 7
48
(239)
48
45
7 8
45
45
48
(8)
49
;; ;;;
47 45 12
12
12
13
(90)
30
40
47 38
47
47 37 34 32 16 45 5 2 6 40 37 42 36 45 2 47 19 47 47 40 39 3 2 4 34 41 18 5 17 18 30 25 45 37 36 26 17 47 47
47
;;; ;; ;;;;;; ;;; ;;; ;; ;;; ;;;;;; ;; ;;; ;;; ;; ;;; ;;;;;;;; ;; ;;;;;;;; ; ;; ;; ;;;; ;; ;;
;;; ;;;;; ;; ;;; ;; ;;;;; ;; ;;; ;; ;;;;; ;; ; ; ;;;;; ;; ; ;;; ;;; ;
(9)
;
1 1
47 26 47 47 28 47 47 35 #11 5 24 31 45 36 42 31 23 33 43 46 5 19 22 22
19
43
14
32
47 47 43
47
46
21
34
50
LUBRICATION POINTS
COOLER AND LUBRICATION CIRCUITS
COOLER CIRCUITS TCC Released: Apply/Return fluid returning from LUBRICATION CIRCUITS
the torque converter is routed through the TCC shift valve and into the cooler circuit. Cooler fluid flows from the pump assembly, through the case and cooler line connector, into a cooler line, and to the transmission fluid cooler located in the radiator.
TCC Applied: With the TCC shift valve in the
In the pump assembly (4), regulated converter feed fluid is orificed between the pump body and the pump cover into the front lube circuit. Front lube fluid passes from the pump cover into the overrun clutch housing. Front lube fluid is then routed through the front apply components to cool and lubricate them.
OIL PUMP ASSEMBLY (4)
apply position, regulated converter feed fluid passes through the valve and into the cooler circuit. This fluid is routed to the transmission fluid cooler as described in TCC Released.
FRONT LUBE FLUID CENTER LUBE FLUID

Fluid leaving the transmission fluid cooler enters the center lube circuit, flows through a cooler line, passes through the rear oil cooler pipe connector (90) and back to the transmission case. Center lube fluid is directed through the center support and lubricates the central part of the transmission.
LUBE PIPE (39)
CONTROL VALVE BODY ASSEMBLY (44)
REAR LUBE FLUID
In the control valve body (44), filtered actuator feed fluid is orificed into the rear lube circuit at the lube pipe (39). The lube pipe directs rear lube fluid to the rear of the transmission case to lubricate the rear case and extension housing bushings. Refer to the apply components section for detailed drawings that show each individual components lube circuit.
102
Figure 98
Bushing and Bearing Locations
535
512
601
681
644
664
647
233
202
234
536
513
679
676
678
647
676
677
78
77
77 BUSHING, PROP SHAFT FRONT SLIP YOKE 78 BUSHING, OUTPUT SHAFT 202 BUSHING, TORQUE CONVERTER 233 BUSHING, TURBINE SHAFT FRONT 234 BUSHING, TURBINE SHAFT REAR 512 ROLLER ASSEMBLY, OVERDRIVE CLUTCH 513 BEARING ASSEMBLY, OVERRUN CLUTCH HOUSING THRUST 535 BUSHING, OVERRUN CLUTCH HOUSING 536 BUSHING, 1.12" OUTSIDE DIAMETER X 0.50"
601 BEARING ASM., THRUST CARRIER/FORWARD CLUTCH 644 ROLLER ASSEMBLY, LOW CLUTCH 647 BEARING ASSEMBLY, SUN GEAR FRONT THRUST 664 BEARING ASSEMBLY, SUN GEAR FRONT THRUST 676 BUSHING, MAIN SHAFT 677 BUSHING, REAR INTERNAL GEAR 678 SLEEVE, CENTER SUPPORT OIL PASSAGE 679 BUSHING, 1.536" DIAMETER X 3.52 681 BUSHING, REACTION CARRIER
WH54725-4L80-E
Figure 99
103
Seal Locations
606 5 505 527 531
619
SOME MODELS 20
638
13
15
20
69 2 201 219 501 685 503 622 639 637 66 404
406
67
57
2 SEAL, TURBINE SHAFT FRONT OIL SEAL 5 SEAL, OIL PUMP 13 SEAL, OUTPUT SHAFT 15 SEAL, CASE EXTENSION 20 SEAL ASSEMBLY, PROP SHAFT FRONT SLIP YOKE OIL 57 SEAL, MANUAL 2-1 BAND SERVO PISTON 66 SEAL, LOW AND REVERSE SERVO PISTON 67 RING, LOW AND REVERSE ACCUMULATOR PISTON OUTER OIL SEAL 69 RING, LOW AND REVERSE ACCUMULATOR PISTON INNER OIL SEAL 201 SEAL ASSEMBLY, TORQUE CONVERTER OIL 219 RING, OIL SEAL, OVERRUN CLUTCH HOUSING 404 SEAL, 3RD CLUTCH ACCUMULATOR PISTON OUTER 406 SEAL, 3RD CLUTCH ACCUMULATOR PISTON INNER
501 RING, TURBINE SHAFT REAR OIL SEAL 503 RING, TURBINE SHAFT INTERMEDIATE OIL SEAL 505 PISTON ASSEMBLY, OVERRUN CLUTCH 527 SEAL, FOURTH CLUTCH PISTON INNER 531 SEAL, FOURTH CLUTCH PISTON OUTER 606 PISTON, FORWARD CLUTCH 619 PISTON, DIRECT CLUTCH 622 SEAL, DIRECT CLUTCH PISTON INTERMEDIATE 637 SEAL, INTERMEDIATE CLUTCH PISTON INNER 638 SEAL, INTERMEDIATE CLUTCH PISTON OUTER 639 RING, DIRECT CLUTCH HOUSING OIL SEAL 685 SEAL ASSEMBLY, FORWARD CLUTCH PISTON INTERMEDIATE
WH54763-4L80-E
104
Figure 100
Case and Associated Parts (1 of 3)
SOME MODELS 89 89
20
90
91 10 11
81 13 14 12 78
19 15
77
20
7 9
80
21 79
1 2 22 23 24 6 4 3 5 SOME MODELS 18 17 16 17 21 19 20
1 TORQUE CONVERTER ASSEMBLY 2 SEAL RING, TURBINE SHAFT FRONT OIL 3 BOLT AND SEAL ASSEMBLY, A/TRANS O/PUMP 4 PUMP ASSEMBLY, A/TRANS OIL 5 SEAL, A/TRANS OIL PUMP 6 GASKET, A/TRANS OIL PUMP
18 SPACER, BEARING 19 EXTENSION ASSEMBLY, CASE 20 SEAL ASSEMBLY, PROP SHAFT FRONT SLIP YOKE OIL 21 BOLT, CASE EXTENSION 22 SENSOR ASSEMBLY, A/T INPUT SPEED AND 2WD OUTPUT SPEED (4WD PLUG) 23 BOLT, INPUT SPEED AND OUTPUT SPEED SENSOR
7 CASE ASSEMBLY, A/TRANS 24 PLUG, LINE PRESSURE TEST HOLE 8 CONNECTOR, TRANSMISSION OIL COOLER PIPE 77 BUSHING, PROP SHAFT FRONT SLIP YOKE 9 PIPE, VENT 78 BUSHING, OUTPUT SHAFT 10 PIN, NAMEPLATE 79 PLUG, DIRECT OIL GAL - 0.25 DIAMETER CUP 11 PLATE, A/TRANS NAME 80 PIN, MANUAL 2-1 BAND ANCHOR 12 ORIFICE (2WD) [PLUG (4WD)], LUBE OIL 81 PIN, LOW AND REVERSE BAND ANCHOR 13 SEAL, OUTPUT SHAFT 14 RING, OUTPUT SHAFT SEAL RETAINER 15 SEAL, CASE EXTENSION 16 RING, BEARING RETAINER 17 BEARING ASSEMBLY, BALL 89 RETAINER, TRANSMISSION OIL COOLER PIPE (SOME MODELS) 90 FITTING, TRANSMISSION REAR OIL COOLER PIPE 91 SEAL, TRANSMISSION REAR OIL COOLER PIPE FITTING
XH335075-4L80-E
Figure 101
105
34
33
32 30
31 29
27
28
7 CASE ASSEMBLY, A/TRANS 27 BOLT, TRANSMISSION OIL PAN 28 PAN, TRANSMISSION OIL 29 SEAL, TRANSMISSION OIL PAN 30 MAGNET, A/TRANS OIL PAN
31 FILTER ASSEMBLY, TRANSMISSION OIL 32 SEAL ASSEMBLY, FILTER NECK 33 CLAMP, A/TRANS WIRING HARNESS 34 HARNESS ASSEMBLY, A/TRANS WIRING
XH335076-4L80-E
106
Figure 102

7
75 53 51 50 49 60 58 57 56 48 47 54 55
25 26
74
73 72
46 45 44
71 87 69 68 67 88 66 65 39 64 63 62
33 41 35 35 40 76 37 35
7 CASE ASSEMBLY, A/TRANS 25 BOLT, CENTER SUPPORT 26 BOLT, FOURTH CLUTCH HOUSING 33 CLAMP, A/TRANS WIRING HARNESS 35 BOLT, CONTROL VALVE BODY ASSEMBLY 37 RETAINER, LUBE OIL PIPE 39 PIPE, LUBE OIL 40 SWITCH, A/T FLUID PRESSURE MANUAL VALVE POSITION 41 SPRING ASSEMBLY, MANUAL SHIFT SHAFT DETENT 44 VALVE ASSEMBLY, CONTROL (W/BODY AND VALVES) 45 GASKET, CONTROL VALVE BODY 46 PLATE, CONTROL VALVE BODY SPACER 47 GASKET, ACCUMULATOR HOUSING 48 GASKET, CONTROL VALVE BODY SPACER PLATE 49 SPRING, FOURTH CLUTCH ACCUMULATOR PISTON 50 SPRING, THIRD CLUTCH ACCUMULATOR PISTON 51 HOUSING, 3RD AND 4TH CLUTCH ACCUMULATOR 53 BOLT, 3RD AND 4TH CLUTCH ACCUMULATOR 54 VALVE, CONTROL VALVE BODY BALL CHECK 55 PIN, MANUAL 2-1 BAND SERVO PISTON 56 RING, MANUAL 2-1 BAND SERVO PISTON PIN RETAINER 57 SEAL, MANUAL 2-1 BAND SERVO PISTON 58 PISTON, MANUAL 2-1 BAND SERVO
61 60 SPRING, MANUAL 2-1 BAND SERVO PISTON CUSHION

61 BOLT, LOW AND REVERSE BAND SERVO COVER 62 COVER, LOW AND REVERSE BAND SERVO 63 GASKET, LOW AND REVERSE BAND SERVO COVER 64 RING, LOW AND REVERSE BAND SERVO PISTON PIN RETAINER 65 PISTON, LOW AND REVERSE BAND SERVO 66 SEAL, LOW AND REVERSE BAND SERVO PISTON 67 RING, LOW AND REVERSE ACCUMULATOR PISTON OUTER OIL SEAL 68 PISTON, 1-2 ACCUMULATOR 69 RING, LOW AND REVERSE ACCUMULATOR PISTON INNER OIL SEAL 71 SPRING, LOW AND REVERSE BAND SERVO PISTON 72 RETAINER, LOW AND REVERSE BAND SERVO PISTON SPRING 73 PIN, LOW AND REVERSE BAND SERVO PISTON (SELECTIVE) 74 SPRING, LOW AND REVERSE ACCUMULATOR PISTON 75 SCREEN, TCC SOLENOID VALVE 76 BOLT, TFP MANUAL VALVE POSITION SWITCH 87 SPACER, LOW AND REVERSE BAND SERVO PISTON 88 SPRING ASSEMBLY, 1-2 ACCUMULATOR PISTON
XH335077-4L80-E
Figure 103
107
Oil Pump Assembly

215 211 212 213 214 236 207 208 237 207 207 235 234 202 209 211 225 224 207 223 231 210 217 206 219 218 209 216 239 220
5 203 204 205
201
233
211 232
5 SEAL, A/TRANS OIL PUMP 201 SEAL ASSEMBLY, TORQUE CONVERTER OIL 202 BUSHING, TORQUE CONVERTER 203 BODY ASSEMBLY, OIL PUMP 204 GEAR, OIL PUMP DRIVEN 205 GEAR, OIL PUMP DRIVE 206 COVER, OIL PUMP 207 PLUG, OIL PUMP COVER (5) 208 PLUG, ORIFICED CUP, CONVERTER LIMIT VALVE BYPASS (1) 209 PLUG, OIL PUMP COVER (2) 210 PLUG, ORIFICED CUP, LINE AIR BLEED (1) 211 PIN, PRESSURE REGULATOR VALVE BORE PLUG (3) 212 PLUG, CONVERTER LIMIT VALVE BORE 213 SPRING, CONVERTER LIMIT VALVE 214 VALVE, CONVERTER LIMIT 215 SLEEVE, TCC ENABLE VALVE SPRING RETAINER 216 SPRING, TCC ENABLE VALVE 217 VALVE, TCC ENABLE 218 WASHER, THRUST, SELECTIVE 219 RING, OIL SEAL, OVERRUN CLUTCH HOUSING 220 BOLT, OIL PUMP COVER (5) 221 RING, TCC SHIFT VALVE BORE PLUG RETAINER 223 VALVE, TCC SHIFT 224 SPRING, TCC SHIFT VALVE 225 SEAT, TCC SHIFT VALVE SPRING 226 RING, RETAINER (REVERSE BOOST VALVE BUSHING)
232 221 230
238 229
228
227 226
227 BUSHING, REVERSE BOOST VALVE 228 VALVE, REVERSE BOOST 229 RETAINER, PRESSURE REGULATOR VALVE SPRING 230 SPRING, PRESSURE REGULATOR VALVE OUTER 231 VALVE, PRESSURE REGULATOR 232 PLUG, TCC SHIFT VALVE, LOWER AND PRESSURE REGULATOR VALVE BORE 233 BUSHING, TURBINE SHAFT FRONT 234 BUSHING, TURBINE SHAFT REAR 235 SHAFT, STATOR 236 PLUG, ORIFICED CUP, PRESSURE REGULATOR VALVE FEEDBACK (1) 237 PLUG, ORIFICED CUP, CONVERTER LIMIT VALVE FEEDBACK (1) 238 SPRING, PRESSURE REGULATOR VALVE INNER 239 SHIELD, VENT PASSAGE SPLASH
WH181739-4L80-E
108
Figure 104
Control Valve Body Assembly (1 of 2)

302 301
309 308 309 312 315 314 317 305 304 318
301 BODY, CONTROL VALVE 302 FILTER, PRESSURE CONTROL SOLENOID VALVE FLUID 303 PIN, SHIFT VALVE, FLUID FILTER BORE PLUG 304 SEAT, LOW-REVERSE BALL VALVE 305 VALVE, LOW-REVERSE BALL 307 SEAL, 3RD BALL VALVE BUSHING 308 VALVE, 3-4 SHIFT 309 SPRING, 3-4 SHIFT VALVE 310 BOLT, SOLENOID (1-2 AND 2-3 SHIFT VALVE) 311 VALVE ASSEMBLY, 2-3 SHIFT SOLENOID 312 VALVE, 2-3 SHIFT 313 VALVE ASSEMBLY, 1-2 SHIFT SOLENOID 314 VALVE, 1-2 SHIFT 315 SPRING, 1-2 SHIFT VALVE 316 PLUG, SHIFT VALVE FLUID FILTER BORE 317 FILTER, SHIFT SOLENOID VALVE FLUID 318 PIN, LOW-REVERSE BALL VALVE SEAT 334 BUSHING, REVERSE BALL VALVE 335 BUSHING, 3RD BALL VALVE
WH54721-4L80-E
307
335
305
334
303
303 303 303 310 313 310 311
316
Figure 105
Control Valve Body Assembly (2 of 2)

301
331 303 329 330 328 327 333 324 323 320 303 322 310 319
301 BODY, CONTROL VALVE 303 PIN, ACCUMULATOR VALVE BORE PLUG, SHIFT VALVE 310 BOLT, PRESSURE CONTROL SOLENOID CLAMP 319 VALVE, MANUAL 320 VALVE ASSEMBLY, PRESSURE CONTROL SOLENOID 321 CLAMP, PRESSURE CONTROL SOLENOID 322 RETAINER, TCC PWM SOLENOID VALVE 323 VALVE ASSEMBLY, TCC PWM SOLENOID 324 VALVE, TCC REGULATOR APPLY 325 SPRING, TCC REGULATOR APPLY VALVE 327 SPRING, ACTUATOR FEED LIMIT VALVE 328 VALVE, ACTUATOR FEED LIMIT 329 PLUG, ACCUMULATOR VALVE BORE 330 SPRING, ACCUMULATOR VALVE 331 VALVE, ACCUMULATOR 333 RETAINER, ACTUATOR FEED LIMIT VALVE SPRING
WH54726-4L80-E
325
321
Figure 106
109
Accumulator Assembly
50
49 404 404 405
407 406
408
51
402 53
49 SPRING, 4TH CLUTCH ACCUMULATOR PISTON 50 SPRING, 3RD CLUTCH ACCUMULATOR PISTON 51 HOUSING, 3RD AND 4TH CLUTCH ACCUMULATOR 53 BOLT, 3RD AND 4TH CLUTCH ACCUMULATOR HOUSING 402 RING, 4TH CLUTCH ACCUMULATOR PISTON PIN
404 SEAL, 3RD AND 4TH CLUTCH ACCUMULATOR PISTON 405 PISTON, 3RD CLUTCH ACCUMULATOR 406 SEAL, 3RD CLUTCH ACCUMULATOR PISTON INNER 407 PISTON, 4TH CLUTCH ACCUMULATOR 408 PIN, 4TH CLUTCH ACCUMULATOR PISTON
WH40656-4L80-E
110
Figure 107
Overrun Clutch Assembly
501
502
534
503
504
537
505
506
507
508
509
510
511
512
513
514 515
516 517
518 516
515 519
520
521
522
501 RING, TURBINE SHAFT REAR OIL SEAL 502 SHAFT, TURBINE 503 RING, TURBINE SHAFT INTERMEDIATE OIL SEAL 504 HOUSING ASSEMBLY, OVERRUN CLUTCH
514 CARRIER ASSEMBLY, OVERDRIVE 515 WASHER, OVERDRIVE CARRIER PINION GEAR THRUST 516 WASHER, OVERDRIVE CARRIER PINION GEAR THRUST (STEEL) 517 ROLLER, OVERDRIVE CARRIER PINION GEAR BEARING
505 PISTON ASSEMBLY, OVERRUN CLUTCH 518 GEAR, OVERDRIVE CARRIER PINION 506 SPRING ASSEMBLY, OVERRUN CLUTCH 519 PIN, OVERDRIVE CARRIER PINION GEAR 507 RING, OVERRUN CLUTCH SPRING RETAINER 520 RETAINER, OVERDRIVE CARRIER PINION GEAR PIN 508 PLATE, OVERRUN CLUTCH 521 RETAINER, OVERDRIVE CARRIER PINION GEAR PIN 509 PLATE ASSEMBLY, OVERRUN CLUTCH 522 RING, OVERDRIVE CARRIER RETAINER 510 PLATE, OVERRUN CLUTCH BACKING 534 PLUG, TURBINE SHAFT 511 RING, OVERRUN CLUTCH BACKING PLATE RETAINER 537 VALVE, DIRECT CLUTCH HOUSING BALL CHECK 512 ROLLER ASSEMBLY, OVERDRIVE CLUTCH 513 BEARING ASSEMBLY, OVERRUN CLUTCH HOUSING
WH54755-4L80-E
Figure 108
111
Fourth Clutch Assembly
527
528
529 530
531
532
533
523
524
525
526
523 RING, 4TH CLUTCH BACKING PLATE RETAINER 524 PLATE, 4TH CLUTCH BACKING 525 PLATE ASSEMBLY, 4TH CLUTCH 526 PLATE, 4TH CLUTCH 527 SEAL, 4TH CLUTCH PISTON INNER 528 PISTON, 4TH CLUTCH
529 HOUSING, 4TH CLUTCH 530 ORIFICE, 4TH CLUTCH 531 SEAL, 4TH CLUTCH PISTON OUTER 532 SPRING ASSEMBLY, 4TH CLUTCH 533 RING, 4TH CLUTCH SPRING RETAINER
XH335078-4L80-E
112
Figure 109
Forward Clutch Assembly
601
602
606
607
608
685
609
610
611
612
613
614
615
616
601 BEARING ASSEMBLY, THRUST CARRIER/ FORWARD CLUTCH 602 HOUSING ASSEMBLY, FORWARD CLUTCH 606 PISTON, FORWARD CLUTCH 607 SPRING ASSEMBLY, FORWARD CLUTCH 608 RING, FORWARD CLUTCH SPRING RETAINER 609 PLATE, FORWARD CLUTCH WAVED 610 PLATE, FORWARD CLUTCH
611 PLATE ASSEMBLY, FORWARD CLUTCH 612 WASHER, FORWARD CLUTCH HOUSING THRUST 613 HUB, FORWARD CLUTCH 614 WASHER, DIRECT CLUTCH HOUSING THRUST 615 HUB, DIRECT CLUTCH 616 RING, DIRECT CLUTCH HUB RETAINER 685 SEAL ASSEMBLY, FORWARD CLUTCH PISTON INTERMEDIATE
WH54722-4L80-E
Figure 110
113
Direct Clutch and Intermediate Sprag Assembly
616
617
611
618
609
608
607
619
622
537
623
624
625
626
627
537 VALVE, DIRECT CLUTCH HOUSING BALL CHECK 607 SPRING ASSEMBLY, DIRECT CLUTCH 608 RING, DIRECT CLUTCH SPRING RETAINER 609 PLATE, DIRECT CLUTCH APPLY (WAVED) 611 PLATE ASSEMBLY, DIRECT CLUTCH 616 RING, DIRECT CLUTCH BACKING PLATE RETAINING 617 PLATE, DIRECT CLUTCH BACKING 618 PLATE, DIRECT CLUTCH
619 PISTON ASSEMBLY, DIRECT CLUTCH 622 SEAL, DIRECT CLUTCH PISTON INTERMEDIATE 623 HOUSING ASSEMBLY, DIRECT CLUTCH 624 SPRAG ASSEMBLY, INTERMEDIATE CLUTCH 625 RACE, INTERMEDIATE CLUTCH SPRAG (OUTER) 626 RETAINER, INTERMEDIATE CLUTCH SPRAG 627 RING, INTERMEDIATE CLUTCH SPRAG RETAINER RETAINING
XH335079-4L80-E
114
Figure 111
Intermediate Clutch Plates and Manual 2-1 Band
628
629
630
631
632
684
633
628 BAND ASSEMBLY, MANUAL 2-1 629 RING, INTERMEDIATE CLUTCH BACKING PLATE RETAINER 630 PLATE, INTERMEDIATE CLUTCH BACKING 631 PLATE ASSEMBLY, INTERMEDIATE CLUTCH
632 PLATE, INTERMEDIATE CLUTCH 633 RING, CENTER SUPPORT RETAINING 684 PLATE, INTERMEDIATE CLUTCH (WAVED)
XH335080-4L80-E
Figure 112
115
Center Support and Gear Unit Assembly

634 635 636 637 638 639 640 530 678 642 643 644 646 647 648 676 649
690
652 676 650 681 651
653 654 655
656 652
652
653
656 664 665
SOME MODELS
654 655 652 662 663
657
659
660
661
691
666 648 647 669 670 677
671
672
673
674
675
SOME MODELS
682 683
530 ORIFICE, INTERMEDIATE CLUTCH 634 RING, INTERMEDIATE CLUTCH SPRING RETAINER 635 SPRING ASSEMBLY, INTERMEDIATE CLUTCH 636 PISTON, INTERMEDIATE CLUTCH 637 SEAL, INTERMEDIATE CLUTCH INNER 638 SEAL, INTERMEDIATE CLUTCH OUTER 639 RING, DIRECT CLUTCH HOUSING OIL SEAL 640 SUPPORT ASSEMBLY, CENTER 642 WASHER, THRUST REACTION CARRIER 643 SPACER, CENTER SUPPORT 644 ROLLER ASSEMBLY, LOW CLUTCH 646 RACE, SUN GEAR FRONT THRUST BEARING 647 BEARING ASSEMBLY, SUN GEAR FRONT THRUST 648 RACE, SUN GEAR REAR THRUST BEARING 649 SHAFT ASSEMBLY, SUN GEAR 650 GEAR, SUN 651 CARRIER ASSEMBLY, REACTION 652 WASHER, REACTION CARRIER PINION GEAR THRUST (BRONZE) 653 WASHER, REACTION CARRIER PINION GEAR THRUST (STEEL) 654 ROLLER, REACTION CARRIER PINION GEAR BEARING 655 GEAR, REACTION CARRIER PINION 656 PIN, REACTION CARRIER PINION GEAR 657 BAND ASSEMBLY, LOW AND REVERSE
659 WASHER, OUTPUT CARRIER THRUST 660 RING, VEHICLE SPEED SENSOR RELUCTOR 661 CARRIER ASSEMBLY, OUTPUT 662 SHAFT, MAIN 663 RACE, SUN GEAR REAR THRUST BEARING 664 BEARING ASSEMBLY, SUN GEAR FRONT THRUST 665 BEARING ASSEMBLY, SUN GEAR REAR THRUST 666 GEAR, REAR INTERNAL 669 RACE, REAR INTERNAL GEAR THRUST BEARING 670 RING, MAIN SHAFT RETAINER 671 SHAFT ASSEMBLY, OUTPUT 672 RING, OUTPUT SHAFT RETAINER 673 WASHER, OUTPUT SHAFT THRUST 674 WASHER, THRUST SELECTIVE 675 SEAL, OUTPUT SHAFT 676 BUSHING, MAIN SHAFT 677 BUSHING, REAR INTERNAL GEAR 678 SLEEVE, CENTER SUPPORT OIL PASSAGE 681 BUSHING, REACTION CARRIER 682 SLEEVE, TRANSMISSION OUTPUT SHAFT YOKE SEAL 683 SEAL, OUTPUT SHAFT 690 SEAL, CENTER SUPPORT COOLER PIPE CONNECTOR 691 SPACER
XH335081-4L80-E
116
Figure 113
Parking Lock and Actuator Assembly
711
714 712
709
713
710
708
707
703 705 704 701 702 FOR MODELS EQUIPPED WITHOUT NSBU SWITCH 708
701 PLUG, PARKING PAWL SHAFT HOLE 702 SHAFT, PARKING PAWL 703 PAWL, PARKING 704 RETAINER, PARKING PAWL SHAFT 705 SPRING, PARKING PAWL 707 SEAL, MANUAL SHIFT SHAFT 708 SHAFT, MANUAL SHIFT
709 PIN, MANUAL SHIFT SHAFT 710 ACTUATOR ASSEMBLY, PARKING PAWL 711 LEVER ASSEMBLY, MANUAL SHIFT SHAFT DETENT 712 NUT, MANUAL SHIFT SHAFT DETENT LEVER 713 BRACKET, PARKING PAWL ACTUATOR 714 BOLT, PARKING PAWL ACTUATOR BRACKET
WH40633-4L80-E
Figure 114
117
BASIC SPECIFICATIONS
HYDRA-MATIC 4L80-E TRANSMISSION

Produced at: Ypsilanti, Michigan U.S.A.
RPO MT1
Vehicles used in:

DIVISION C/K Truck Chevrolet/GMC Chevrolet/GMC Chevrolet/GMC MODEL Suburban Express/Savana Bus/Commercial
HYDRA-MATIC 4L80-E (FOUR-SPEED)
G Van P Truck
Transmission Drive Rear Wheel Drive 4-Wheel Drive Transmission Type 4L80-E = 4: Four Speed L: Longitudinal Mount 80: Product Series E: Electronically Controlled
Automatic Overdrive with a Torque Converter Clutch Assembly.
Transmission Weight Dry: 107 kg (236 lb) Wet: 118 kg (260 lb) Converter Size 310 mm (Reference) Converter Bolt Circle Diameters 292.1 mm (Reference - 6 Lugs) Converter Stall Torque Ratio Range 2.1 to 2.6 Converter K Factor Range 87 to 125
Not all K Factors are applicable across the entire range of Converter Stall Torque Ratios.
Control Systems Shift Pattern (2) Two-way on/off solenoids Shift Quality Pressure Control Solenoid Torque Converter Clutch Pulse Width Modulated solenoid control Gear Ratios 1st 2nd 3rd 4th Rev 2.482 1.482 1.000 0.750 2.077
Maximum Engine Torque 597 Nm (440 lb ft) Maximum Gearbox Torque 1200 Nm (885 lb ft) Maximum Shift Speed 1-2 6,000 RPM 2-3 6,000 RPM 3-4 6,000 RPM Maximum Gross Vehicle Weight 7,484 kg (16,500 lb) (Some Models) Maximum Gross Combined Vehicle Weight 9,072 kg (21,000 lb) (Some Models) Transmission Fluid Type Dexron III Transmission Fluid Capacity (Approximate) Bottom Pan Removal: 7.3 L (7.7 qt) Dry: 12.8 L (13.5 qt) 118
Transmission Packaging Information Engine Mounting Face to: Rear of Case 660.7 mm (Reference - Less Extension) Rear of Case Extension 800.2 mm (Base Reference) 824.2 mm heavy duty (Reference) Rear of Output Shaft 817.3 mm (Base Reference) 811.3 mm heavy duty (Reference) 736.8 mm 4 x 4 (Reference) 838.8 mm long heavy duty (Reference) Converter Lug 22.7 mm (Recommended Position) One-Piece Case with Separate Extension
All dimensions shown are nominal.
Seven Position Quadrant (P, R, N, D , D, 2, 1) Pressure Taps Available Line Pressure Drain Plug Standard
Information may vary with application. All information, illustrations and specifications contained in this brochure are based on the latest product information available at the time of publication approval. The right is reserved to make changes at any time without notice.
HYDRA-MATIC PRODUCT DESIGNATION SYSTEM

The product designation system used for all Hydramatic transaxles and transmissions consists of a series of numbers and letters that correspond with the special features incorporated in that product line. The first character is a number that designates the number of forward gear ranges available in that unit. For example: 4 = four forward gear ranges. The second character is a letter that designates how the unit is mounted in the vehicle. When the letter T is used, it designates that the unit is transversely mounted and is used primarily for front wheel drive vehicles. The letter L designates that it is longitudinally mounted in the vehicle and it is used primarily for rear wheel drive vehicles. The letter M designates that the unit is a manual transaxle or transmission but not specific to a front or rear wheel drive vehicle application. The third and fourth characters consists of a set of numbers, (i.e. 80), that designate the transaxle or transmission Series number. This number signifies the relative torque capacity of the unit. The fifth character designates the major features incorporated into this unit. For example, the letter E designates that the unit has electronic controls. By using this method of classification, the Hydramatic 4L80-E is a 4-speed, longitudinally mounted, 80 series unit, with electronic controls.
HYDRA-MATIC 4L80-E
HYDRA-MATIC 4 Number of Speeds: 3 4 5 V (CVT) L Type: T - Transverse L - Longitudinal M - Manual 80 Series: Based on Relative Torque Capacity E Major Features: E - Electronic Controls A - All Wheel Drive HD - Heavy Duty
119
GLOSSARY OF TECHNICAL TERMS

Accumulator: A component of the transmission that absorbs hydraulic pressure during the apply of clutch or band. Accumulators are designed to control the quality of a shift from one gear range to another. Adaptive Learning: Programming within the PCM that automatically adjusts hydraulic pressures in order to compensate for changes in the transmission (i.e. component wear). Applied: An apply component that is holding another component to which it is splined or assembled with. Also referred to as engaged. Apply Components: Hydraulically operated clutches, servos, bands, and mechanical one-way roller or sprag clutches that drive or hold members of a planetary gear set. Apply Plate: A steel clutch plate in a clutch pack located next to the (apply) piston. Ball Check Valve: A spherical hydraulically controlled component (usually made of steel) that either seals or opens fluid circuits. It is also referred to as a check valve or checkball. Backing Plate: A steel plate in a clutch pack that is usually the last plate in that clutch assembly (farthest from the clutch piston). Band: An apply component that consists of a flexible strip of steel and friction material that wraps around a drum. When applied, it tightens around the drum and prevents the drum from rotating. Brake Switch: An electrical device that provides signals to the powertrain control module (PCM) based on the position of the brake pedal. The PCM uses this information to apply or release the torque converter clutch (TCC). Centrifugal Force: A force that is imparted on an object (due to rotation) that increases as that object moves further away from a center/point of rotation. Clutch Pack: An assembly of components generally consisting of clutch plates, an apply plate and a backing plate. Clutch Plate: A hydraulically activated component that has two basic designs: (1) all steel, or (2) a steel core with friction material bonded to one or two sides of the plate. Component: Any physical part of the transmission. Control Valve Body: A machined metal casting that contains valve trains and other hydraulically controlled components that shift the transmission. Converter: (See Torque Converter) Coupling Speed: The speed at which a vehicle is traveling and no longer requires torque multiplication through the torque converter. At this point the stator free wheels to allow fluid leaving the turbine to flow directly to the pump. (See torque converter) De-energize(d): To interrupt the electrical current that flows to an electronically controlled device making it electrically inoperable. Direct Drive: A condition in a gear set where the input speed and torque equals the output speed and torque. The gear ratio through the gear set is 1:1. Downshift: A change in a gear ratio where input speed and torque increases. Duty Cycle: In reference to an electronically controlled solenoid, it is the amount of time (expressed as a percentage) that current flows through the solenoid coil. Energize(d): To supply a current to an electronically controlled device enabling it to perform its designed function. Engine Compression Braking: A condition where compression from the engine is used with the transmission to decrease vehicle speed. Braking (slowing of the vehicle) occurs when a lower gear ratio is manually selected by moving the gear selector lever. Exhaust: The release of fluid pressure from a hydraulic circuit. (The words exhausts and exhausting are also used and have the same intended meaning.) Fail-Safe Mode: A condition whereby a component (i.e. engine or transmission) will partially function even if its electrical system is disabled. Fluid: Generally considered a liquid or gas. In this publication fluid refers primarily to transmission fluid. Fluid Pressure: A pressure (in this textbook usually transmission fluid) that is consistent throughout its circuit. Force: A measurable effort that is exerted on an object (component). Freewheeling: A condition where power is lost through a driving or holding device (i.e. roller or sprag clutches). Friction Material: A heat and wear resistant fibrous material bonded to clutch plates and bands.
120
GLOSSARY OF TECHNICAL TERMS

Gear: A round, toothed device that is used for transmitting torque through other components. Gear Range: A specific speed to torque ratio at which the transmission is operating (i.e. 1st gear, 2nd gear etc.) Gear Ratio: Revolutions of an input gear as compared to the revolutions of an output gear. It can also be expressed as the number of teeth on a gear as compared to the number of teeth on a gear that it is in mesh with. Hydraulic Circuit: A fluid passage which often includes the mechanical components in that circuit designed to perform a specific function. Input: A starting point for torque, revolutions or energy into another component of the transmission. Internal Gear: The outermost member of a gear set that has gear teeth in constant mesh with planetary pinion gears of the gear set. Internal Leak: Loss of fluid pressure in a hydraulic circuit. Land (Valve Land): The larger diameters of a spool valve that contact the valve bore or bushing. Line Pressure: The main fluid pressure in a hydraulic system created by the pump and pressure regulator valve. Manual Valve: A spool valve that distributes fluid to various hydraulic circuits and is mechanically linked to the gear selector lever. Orifice: A restricting device (usually a hole in the spacer plate) for controlling pressure build up into another circuit. Overdrive: An operating condition in the gear set allowing output speed to be higher than input speed and output torque to be lower than input torque. Overrunning: The function of a one-way mechanical clutch that allows the clutch to freewheel during certain operating conditions of the transmission. Pinion Gear: A small toothed gear that meshes with a larger gear. Planet Pinion Gears: Pinion gears (housed in a carrier) that are in constant mesh with a circumferential internal gear and centralized sun gear. Planetary Gear Set: An assembly of gears that consists of an internal gear, planet pinion gears with carrier, and a sun gear.
121
Powertrain Control Module: An electronic device that manages most of the electrical systems throughout the vehicle. Pressure: A measurable force that is exerted on an area and expressed as kilopascals (kPa) or pounds per square inch (psi). Pulse Width Modulated: An electronic signal that continuously cycles the ON and OFF time of a device (such as a solenoid) while varying the amount of ON time. Race (Inner or Outer): A highly polished steel surface that contacts bearings or sprag elements. Reduction (Gear Reduction): An operating condition in the gear set allowing output speed to be lower than input speed and output torque to be higher than input torque. Residual Fluid Pressure: Excess pressure contained within an area after the supply pressure has been terminated. Roller Clutch: A mechanical clutch (holding device) consisting of roller bearings assembled between a race and a cam. Servo: A spring loaded device consisting of a piston in a bore that is operated (stroked) by hydraulic pressure to apply or release a band. Solenoid Valve: An electronic device used to control transmission shift patterns or regulate fluid pressure. Spool Valve: A cylindrical hydraulic control device, having a variety of land and valley diameters, used to control fluid flow. Sprag Clutch: A mechanical clutch (holding device) consisting of figure eight like elements assembled between inner and outer races. Throttle Position: The travel of the throttle plate that is expressed in percentages. Torque: A measurable twisting force expressed in terms of Newton-meters (Nm), pounds feet (lbs ft) or pounds inches (lbs in). Torque Converter: A component of an automatic transmission, (attached to the engine flywheel) that transfers torque from the engine to the transmission through a fluid coupling.
ABBREVIATIONS
LIST OF ABBREVIATIONS WHICH MAY BE USED IN THIS BOOK AC - Alternating Current A/ - Air Conditioning ACC or ACCUM - Accumulator ACT FD - Actuator Feed (circuit) APP - Apply ASM - Assembly A/T - Automatic Transmission BD - Band N - Neutral N.C. - Normally Closed Nm - Newton Meters N.O. - Normally Open OSS - Output Shaft Speed (Sensor) P - Park PCM - Powertrain Control Module PCS - Pressure Control Solenoid PRESS REG - Pressure Regulator PRN - Park, Reverse, Neutral (circuit) PRND4 - Park, Reverse, Neutral, Drive 4 (circuit) PSA - Pressure Switch Assembly PSI - Pounds per Square Inch PWM - Pulse Width Modulated R - Reverse REG - Regulated (circuit) REL - Release (circuit) REV - Reverse RPM - Revolutions per Minute SIG - Signal SOL - Solenoid TCC - Torque Converter Clutch TCC R APP - TCC Regulated Apply (circuit) TCM - Transmission Control Module TFT - Transmission Fluid Temperature Sensor TPS - Throttle Position Sensor TRANS - Transaxle or Transmission T SIG - Torque Signal T SIG (PWM) - Torque Signal (PWM) V - Volts VCM - Vehicle Control Module VSS - Vehicle Speed Sensor 2ND CL - Second Clutch
C - Degrees Celsius
CL - Clutch CONV - Converter CST CL - Coast Clutch (circuit) CTS - Coolant Temperature Switch DCF - Direct Clutch Feed (circuit) DLC - Diagnostic Link Connector DR - Drive (circuit) DTC - Diagnostic Trouble Code D21 - Drive 21 (circuit) D321 - Drive 321 (circuit) ECT - Engine Coolant Temperature Sensor EX - Exhaust (circuit)
F - Degrees Fahrenheit
FD - Feed (circuit) FILT ACT FD - Filtered Actuator Feed FWD CL - Forward Clutch Hg - Mercury Hz - Hertz ISS - Input Speed Sensor INT BAND - Intermediate Band (circuit) INT BD FD - Intermediate Band Feed (circuit) KMH - Kilometers Per Hour kPa - KiloPascals LBS. FT. - Pounds Foot LBS. IN. - Pounds Inch LIM - Limit (circuit) MAF - Mass Air Flow Sensor MAP - Manifold Absolute Pressure Sensor MM - Millimeter(s) MPH - Miles Per Hour
122
INDEX
A Abbreviations ........................................................................... 122 Accumulators ......................................................................... 34-35 1-2 accumulator ............................................................... 35 3rd clutch accumulator .................................................... 34 4th clutch accumulator .................................................... 35 Accumulator Valve .......................................................................... 32 Actuator Feed Limit Valve .............................................................. 32 Apply Components ................................................................ 15-25 direct clutch ..................................................................... 20 forward clutch ................................................................. 19 intermediate clutch .......................................................... 23 intermediate sprag clutch ................................................ 22 low and reverse band ...................................................... 25 low and reverse band servo ............................................. 25 low roller clutch .............................................................. 24 manual 2-1 band .............................................................. 21 manual 2-1 band servo .................................................... 21 overdrive roller clutch ..................................................... 18 overrun clutch ................................................................. 17 4th clutch ......................................................................... 16 B Basic Specifications ................................................................. 118 Bushing and Bearing Locations ............................................... 103 Ball Check Valves Location and Function ........................... 36-37 C Case and Associated Parts ................................................. 105-107 Color Legend ....................................................................... 10A-B Complete Hydraulic Circuits ............................................... 75-102 park ............................................................................. 76-77 reverse ........................................................................ 78-79 neutral ......................................................................... 80-81 overdrive range first gear ........................................ 82-83 overdrive range second gear ................................... 84-85 overdrive range third gear ....................................... 86-87 overdrive range fourth gear (TCC released) ........... 88-89 overdrive range fourth gear (TCC applied) ............ 90-91 overdrive range 4-3 downshift ................................ 92-93 overdrive range 3-2 downshift ................................ 94-95 manual third third gear ............................................ 96-97 manual second second gear .................................... 98-99 manual first first gear .......................................... 100-101 lubrication points .......................................................... 102 Contents, Table of ........................................................................ 2 Control Valve Body Assembly ................................................ 109 Converter Limit Valve ............................................................... 31 Cross Sectional Views ............................................................ 8-8A E Electrical Components .......................................................... 39-46 component locations ....................................................... 39 fail safe mode .................................................................. 39 automatic transmission fluid pressure manual valve position switch ............................................................ 40 M Major Mechanical Components ................................................. 10 Manual First First Gear ...................................... 72-73, 100-101 Manual Second Second Gear ................................. 70-71, 98-99 Manual Third Third Gear ....................................... 68-69, 96-97 automatic transmission input (shaft) speed sensor ......... 41 automatic transmission output (shaft) speed sensor ....... 41 automatic transmission fluid temperature sensor ........... 42 shift solenoid valves ........................................................ 43 TCC PWM solenoid valve .............................................. 44 pressure control solenoid valve ....................................... 45 components external to the transmission ........................ 46 Explanation of Gear Ranges ......................................................... 9 F Fail Safe Mode ........................................................................... 39 First Gear (overdrive) ................................................ 56-57, 82-83 G General Description ...................................................................... 9 Glossary Of Technical Terms .................................................. 120 H How To Use This Book ............................................................ 4-5 Hydra-matic Product Designation System ............................... 119 Hydraulic Control Components ............................................ 28-37 location of major components ......................................... 28 oil pump assembly .......................................................... 29 pressure regulation .......................................................... 30 valves located in the oil pump assembly ........................ 31 valves located in the control valve body ................... 32-33 accumulators .............................................................. 34-35 ball check valves location and function ..................... 36-37 I Illustrated Parts List .......................................................... 105-117 case and associated parts ........................................ 105-107 oil pump assembly ........................................................ 108 control valve body assembly ......................................... 109 accumulator assembly ................................................... 110 overrun clutch assembly ............................................... 111 fourth clutch assembly .................................................. 112 forward clutch assembly ............................................... 113 direct clutch and intermediate sprag assembly ............. 114 intermediate clutch plates and manual 2-1 band .......... 115 center support and gear unit assembly .......................... 116 parking lock and actuator assembly .............................. 117 Intermediate Clutch .................................................................... 23 Intermediate Sprag Clutch .......................................................... 22 Introduction .................................................................................. 3 L Low and Reverse Band Assembly ............................................. 25 Low and Reverse Band Servo Assembly ................................... 25 Lubrication Points .................................................................... 102
123
INDEX
Manual 2-1 Band Assembly ....................................................... 21 Manual 2-1 Band Servo Assembly ............................................ 21 Manual Valve ............................................................................. 32 N Neutral .................................................................... 54-55, 80-81 O Oil Pump Assembly ........................................................... 31, 108 Overdrive Range First Gear ................................... 56-57, 82-83 Overdrive Range Fourth Gear (TCC Released) ..... 62-63, 88-89 Overdrive Range Fourth Gear (TCC Applied) ...... 64-65, 90-91 Overdrive Range Second Gear ............................... 58-59, 84-85 Overdrive Range Third Gear .................................. 60-61, 86-87 Overdrive Range 4-3 Downshift .................................. 66, 92-93 Overdrive Range 3-2 Downshift .................................. 67, 94-95 Operating Conditions - Range Reference Chart ........................ 74 P Park ............................................................................ 50-51, 76-77 Parking Lock and Actuator Assembly ..................................... 117 Planetary Gear Sets ............................................................... 26-27 description ....................................................................... 26 reduction .......................................................................... 26 direct drive ...................................................................... 26 overdrive ......................................................................... 26 reverse direction of rotation ............................................ 26 Power Flow ............................................................................ 47-73 mechanical powerflow from TCC .......................... 48-48A common hydraulic functions................................... 48B-49 park ............................................................................. 50-51 reverse ........................................................................ 52-53 neutral ......................................................................... 54-55 overdrive range first gear ........................................ 56-57 overdrive range second gear ................................... 58-59 overdrive range third gear ....................................... 60-61 overdrive range fourth gear .................................... 62-63 overdrive fourth, TCC released to applied ............. 64-64A overdrive fourth, TCC applied to released ............. 64B-65 overdrive range 4-3 downshift ............................. 66-66A overdrive range 3-2 downshift ............................. 66B-67 manual third third gear ............................................ 68-69 manual second second gear .................................... 70-71 manual first first gear .............................................. 72-73 Preface ....................................................................................... 1 Pressure Control Solenoid Valve ............................................... 45 Pressure Regulation .................................................................... 30 Pressure Regulator Valve ........................................................... 31 Principles of Operation ......................................................... 9A-46 major mechanical components ........................................ 10 color legend .............................................................. 10A-B range reference chart ....................................................... 11 torque converter ......................................................... 12-14 apply components ...................................................... 15-25 planetary gear sets ...................................................... 26-27 S Seal Locations .......................................................................... 104 Shift Solenoid Valves ................................................................. 43 Stator Assembly ......................................................................... 13 T Table of Contents ......................................................................... 2 TCC Enable Valve ..................................................................... 31 TCC PWM Solenoid Valve .................................................. 32, 44 TCC Regulator Apply Valve ........................................................... 32 TCC Shift Valve ......................................................................... 31 TFP Manual Valve Position Switch ........................................... 40 Third Gear (overdrive) .............................................. 60-61, 86-87 Torque Converter Clutch ....................................................... 12-14 converter pump and turbine ............................................ 12 pressure plate................................................................... 12 stator assembly ................................................................ 13 torque converter apply and release ................................. 14 Torque Converter Clutch Applied ........................... 64B-65, 90-91 Torque Converter Clutch Released .................................... 64-64A TFT sensor .................................................................................. 42 Transmission Adapt Function .................................................... 45 U Understanding The Graphics .................................................. 6-8A V Valves Located In The Control Valve Body ............................ 32-33 accumulator valve ................................................................ 32 actuator feed limit valve ...................................................... 32 TCC PWM solenoid valve .................................................. 32 TCC regulator apply valve .................................................. 32 pressure control solenoid valve ........................................... 32 manual valve ................................................................... 32 3-4 shift valve ................................................................. 32 2-3 shift solenoid valve ................................................... 32 2-3 shift valve ................................................................. 33 1-2 shift solenoid valve ................................................... 33 1-2 shift valve ................................................................. 33 Valves Located In The Oil Pump Assembly .............................. 31 converter limit valve ....................................................... 31 pressure regulator valve .................................................. 31 reverse boost valve .......................................................... 31 TCC enable valve ............................................................ 31 TCC shift valve ............................................................... 31 hydraulic control components .................................... 28-37 electrical components ................................................. 39-46 R Range Reference Charts ....................................................... 11, 74 Reverse .................................................................... 52-53, 78-79 Reverse Boost Valve .................................................................. 31
124
NOTES
125
NOTES
126

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4L80-E

HOW TO USE THIS BOOK

HOW TO USE THIS BOOK

MANUAL 2-1 BAND SERVO (5560)

STATOR ROLLER CLUTCH ASSEMBLY

FILTERED ACTUATOR FEED

TURBINE SHAFT (502)

PRESSURE TAP (24)

REV EX 2-3 DRIVE DRIVE

OUTPUT SHAFT (671)

LINE (from Pump)

SUN GEAR (650)

CONVERTER HUB OUTPUT SHAFT ASSEMBLY (671) HELD

FORWARD CLUTCH HOUSING (602)

PRESSURE PLATE ASSEMBLY

CONVERTER TURBINE ASSEMBLY

CONVERTER STATOR ASSEMBLY

OIL PAN (28)

FILTER ASSEMBLY (31)

MANUAL SHIFT SHAFT (708)

INPUT SPEED SENSOR ASSEMBLY (22)

MANUAL 2-1 BAND ASSEMBLY (628)

CONTROL VALVE ASSEMBLY (44)

PARKING PAWL ACTUATOR ASSEMBLY (710)

MAIN SHAFT (662)

OVERDRIVE INTERNAL GEAR DRIVEN PARKING PAWL ACTUATOR ASSEMBLY (710)

PARKING PAWL (703) ENGAGED PARKING PAWL RETURN SPRING (705)

PRESSURE CONTROL SOLENOID VALVE (320)

PAGE NUMBER FOR REFERENCE TO FLUID FLOW SCHEMATIC

FLUID FLOW SCHEMATIC (FOLDOUT)

FLUID FLOW THROUGH COMPONENTS (FOLDOUT)

OVERRUN CLUTCH ASSEMBLY (504511)

4TH CLUTCH ASSEMBLY (523533)

FORWARD CLUTCH ASSEMBLY (602616)

DIRECT CLUTCH ASSEMBLY (616623)

CENTER LUBE ACCUM

2-3 DRIVE 4TH CLUTCH

2-3 DRIVE ACCUMULATOR

2-3 DRIVE FRONT BAND APPLY

REAR BAND APPLY

CENTER LUBE ORIFICE CUP PLUG (208)

#3 41a 16a 41 42 #4 5 14a

4TH CLUTCH FEED

FILTERED 2-3 DRIVE

FRONT BAND APPLY

18b 36b 23a

PUMP ASSEMBLY (4)

CONV CLUTCH SHIFT

PUMP BODY (203)

REVERSE TORQUE SIG

1-2 SOL EX N.O. ON

FILTERED ACTR FD EX FILTERED ACTR FD ACTUATOR FD

TORQUE SIGNAL LINE

PUMP COVER (206)

HALF PAGE TEXT AND LEGEND

FILTER ASSEMBLY (31)

PRESSURE TAP (24)

OVERRUN CLUTCH LINE

REAR BAND APPLY ACTUATOR FEED

ACTUATOR FEED REVERSE DRIVE

OIL PAN (28)

FRONT OIL COOLER PIPE CONNECTOR (8)

REVERSE OVERRUN CLUTCH DRIVE