Guia para Tecnicos de La 4t65e

HYDRA-MATIC
4T65-E
CONTENTS
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
HOW TO USE THIS BOOK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
UNDERSTANDING THE GRAPHICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
TRANSMISSION CUTAWAY VIEW (FOLDOUT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
PRINCIPLES OF OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9A
MAJOR MECHANICAL COMPONENTS (FOLDOUT) . . . . . . . . . . . . . . . . . . . 10
RANGE REFERENCE CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
TORQUE CONVERTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
APPLY COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
PLANETARY GEAR SETS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
HYDRAULIC CONTROL COMPONENTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
ELECTRICAL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
POWER FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
COMPLETE HYDRAULIC CIRCUITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
LUBRICATION POINTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
THRUST WASHER LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
BUSHING LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
BEARING LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .107
LIP SEAL LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
SQUARE AND O-RING SEAL LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
GASKET LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .110
ILLUSTRATED PARTS LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
BASIC SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
PRODUCT DESIGNATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
GLOSSARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124
ABBREVIATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126
INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
PREFACE
The Hydra-matic 4T65-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 4T65-E Technicians Guide is also intended to assist
technicians during the service, diagnosis and repair of this transaxle.
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 transaxle models, the proper service publication must
be referred to when servicing the Hydra-matic 4T65-E transaxle.
COPYRIGHT 1997 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 4T65-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 transaxle.
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 transaxle
assembly. The transfer of torque from the engine
through the transaxle 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 transaxle 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 4T65-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
4T65-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 4T65-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 transaxle 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 transaxle. This section
describes how specific components work and
interfaces with the sections that follow.
The Power Flow section (beginning on page 53)

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, checkballs,
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 81) 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 transaxle,
disassembled view parts lists and transaxle
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 g
PA nnin
u
eR
gin
En
(P)
Park l
the e oi
r in th
leve fromwing:
ctor sure follo
sele pres the Regthe line to
8): )
Withsition, rected Valve(21essure
po p is di lator (line prion
pum Regu tput miss
EX
EX
LINE
PRN
PRN
REV
D4
PRN
#3
EX
INPUT CL
ORIFICED EX
EX
4TH CL
IN CL FD
2-3 SIGNAL
LINE
3-4 SHIFT VALVE
21
4-3 MDS
3RD
LINE
D3
3-2 MAN DS
EX
2-3 SHIFT VALVE
13
D2
33
#10
3RD
EX
2ND
LO/1ST GEAR
EX
2-3 OFF SIG
EX
LINE
LO/1ST GEAR
ACT FEED
LINE
EX
EX
TORQUE SIG REG
TORQUE SIGNAL
1-2 ACCUM VALVE
EX
EX
LINE
FINAL DRIVE
SUN GEAR SHAFT
(689)
HELD
LINE
EX
TORQUE SIGNAL
EX
VBS
D4
Pressure
Control
Solenoid
N.O.
7
D3
AUX INPUT CL FD
2-1 MAN SERVO
3RD
1-2, 3-4 SIG
D2
LINE
2-3 OFF SIGNAL

2-3 SIGNAL
LINE
LINE
LUBE
CONV FD
N.O.ON
PRN
LINE
EX
EX
EX
ORIFICED
CUP PLUG
(412)
1-2, 3-4 SIGNAL

LO
D4
LO-1ST
TORQUE SIG
INPUT CLUTCH
LINE
EX
2-3 Shift
Solenoid
LINE(from Pump)
1-2 SHIFT VALVE
1-2 ACCUMULATOR
INPUT CLUTCH
ASSEMBLY
(654-659)
1-2 ACCUMULATOR
Figure 48
Figure 47
50
1-2
ACCUMULATOR
*APPLIED BUT NOT EFFECTIVE
Figure 6
EX
CO
MP
LE
TE
HY
DR
50
PA AULI
B
GE
C
76 CIR
CU
IT
1/2 ROLLER CLUTCH

SUPPORT
FREEWHEELING
MANUAL 2/1
SERVO
ASSEMBLY
(103-115)
3RD CLUTCH
ASSEMBLY
(639-649)
2ND CLUTCH
ASSEMBLY
(620-627)
30
REVERSE
BAND
ASSEMBLY
(615)
DRIVEN
SPROCKET
SUPPORT
(609)
FILTER
ASSEMBLY
(100)
DRIVEN
SPROCKET
(506)
FINAL DRIVE
SUN GEAR
(697)
HELD
35
4TH CLUTCH
ASSEMBLY
(500-502)
REACTION
SUN GEAR
DRUM ASSEMBLY
(678)
FREEWHEELING
REACTION
CARRIER
ASSEMBLY
(675)
HELD
LINE
4TH CLUTCH
HUB & SHAFT
ASSEMBLY
(504)
OUTPUT
SHAFT
(510)
DRIVE LINK
ASSEMBLY
(507)
INPUT
CARRIER
ASSEMBLY
(672)
FINAL DRIVE
INTERNAL GEAR
(693)
2-3 SIGNAL
EX
PARKING
GEAR
(696)
HELD
PARKING
LOCK PAWL
(694)
ENGAGED
LINE
PRESSURE
TAP
LINE
12
ACT FD LIM VALVE
ACTUATOR FD
1-2, 3-4
Shift
Solenoid
N.O.ON
FORWARD
BAND
ASSEMBLY
(688)
CASE
COVER
ASSEMBLY
(400)
1 2 D D NR
D2
D3
DECREASE
31
CASE
EXTENSION
ASSEMBLY
(6)
1
LO
INPUT SHAFT
& HOUSING
ASSEMBLY
(632)
INPUT
SUN
GEAR
(668)
15
16
3RD SPRAG
CLUTCH
ASSEMBLY
PRESS REG VALVE
INPUT
SPRAG
(664)
*HOLDING
DRIVEN
SPROCKET
(506)
2/1 BAND
ASSEMBLY
(680)
LINE REV BST
SPEED
SENSOR
(10)
3-4 ACCUMULATOR
ASSEMBLY
(421-428)
14
17
FORWARD
SERVO
ASSEMBLY
(15-22)
MANUAL VALVE
LO-1ST
INPUT
CLUTCH
*APPLIED
DRIVE
SPROCKET
(516)
LUBE
CONTROL
VALVE
ASSEMBLY
(300)
3RD CL/LO-1ST
DIFFERENTIAL/
FINAL DRIVE
CARRIER
ASSEMBLY
(700)
OIL
PUMP
ASSEMBLY
(200)
1/2 SUPPORT
ROLLER CLUTCH
ASSEMBLY
(683)
PARK
Engine Running
INPUT HOUSING
ASSEMBLY (632)
p
sure mp ou transpum
Preses pu to the hen mand
ulat rdingents. Wthe defrom
accoirem ceeds, fluidr
requut ex sure lato
outp e presre regu
of linpressu
the
VEHICLE SPEED
SENSOR RELUCTOR
WHEEL ASSEMBLY
(527)
1/2 SUPPORT
AND DRUM
(687)
2
2a
POSSIBLE
TORQUE
POWER
TO
FINAL TRANSMITTED
FROM
DRIVE
VEHICLE
PINIONS
2b
PARKING
GEAR
(696)
LOCKED
INPUT CL
REACTION
CARRIER
ASSEMBLY
(675)
3a
REACTION
PLANETARY
PINION
ROTATE
INPUT SPRAG
INPUT
CLUTCH
CARRIER
ASSEMBLY ASSEMBLY
(722)
(672)
1e
INPUT
INTERNAL
GEAR HELD
(POWER
TERMINATES)
1d
INPUT
CARRIER
PINIONS
ROTATE
2ND CLUTCH
3RD SPRAG
CLUTCH
ASSEMBLY
(670)
1c
INPUT SUN
GEAR
(668)
DRIVING
1b
INPUT
SPRAG
(664)
*HOLDING
PARKING
LOCK
ACTUATOR
(800)
1a
INPUT
CLUTCH
*APPLIED
MANUAL REVERSE
SERVO
SHAFT
ASSEMBLY
(807)
(39-49)
1
POWER FROM
TORQUE
CONVERTER
(1)
Engine Running
TORQUE
CONVERTER
(1)
PARK
HYDRA-MATIC 4T65-E
51
PAGE NUMBER
FOR REFERENCE TO
FLUID FLOW SCHEMATIC

(FOLDOUT)
C
REV SERVO
LUBE
EX
EX
PRN
PRN
REVERSE
LUBE
COOLER
LUBE
LUBE
COOLER
1-2 ACCUM
14 43
43
15
2
3
42
27
14
42
43
29
18
43
31
372(#4)
24
33
43
42
37
25
22
42
11
24
16
27
12
43
12
25
42
11
13
26
19
23
13
14
42
13
31
19
43
15
15
43
25
31
37
23
27
22
23
13/14
14
19
GASKET
IDENTIFICATION
39
43
20
31
12 42
37
43 43
37
42
29
11
43
11
13
25
31
33
35
10
11
25
39
35
43
24
24
42
23
22
14
GASKET(369)
(Spacer Plate/Case Cover)
372(#2)
372(#1)
CASE COVER (400)

(Control Valve Body Side)
DRIVEN SPROCKET
SUPPORT
(609)
(38)
2
10
412
41
35
16
42
42
32
43
16
42
24
16
22 23
27
45
42
42
42
31
16
LUBE
15
19 37
13
43
19
(128)
31 27
23
16
19
- EXHAUST FLUID NOT SHOWN
31
37
27
23
23
27
16
31
37
37
19
16
ACCUMULATOR
HOUSING (140)
22
19
37
16
37
11
16
45
16
CASE COVER (400)

(Case Side)
CASE (3)
(Case Cover Face)
Figure 74
(29)
CASE (3)
(Bottom)
37
22
16
ACCUMULATOR
COVER (132)
23 23
22
22
37
16
16
15
27
31
27
15
(124)
FORWARD SERVO
APPLY PIPE
(125)
MANUAL SERVO
APPLY PIPE
31
22
(28)
19
16
23
22
22
23
13
15
- DUAL PURPOSE PASSAGES

HAVE CHANNEL PLATE SIDE
NUMBERS LISTED FIRST
(130)
37
22
42
15
42
37
(126)
45
38
42
INDICATES BOLT HOLES
- NON FUNCTIONAL HOLES

HAVE BEEN REMOVED FROM
COMPONENT DRAWINGS TO
SIMPLIFY TRACING FLUID FLOW.
43
10
35
42
CASE (3)
ACCUMULATOR
COVER
(132)
11
36
42
29
14
42
18
25
20
2 8
40
38
39
29
43
11
11
30
19
36
25
39
10
38
33
(29)
MANUAL SERVO
APPLY PIPE
(125)
29 20
31
42
19
41
18
20
11
41
33
FORWARD
SERVO
(15-22)
22
2
16
23
10
19
FE
ED
27
LINE
2ND CL
43
14
19
38 36 35
42
6 18
42 35
29
31
MAN 2-1 SERVO FD
29
24
ACTUATOR FD
ACT FD
43
NOTE:
2ND CL
2-3 ACCUM
2ND CL
MAN 2-1 SERVO FD
43
31
22
(37)
44
CL
31
37
SPACER PLATE (370)
15
D-4
LINE
LO
D-2
D-3
FILT LINE
3RD CLUTCH
FWD SERVO
3-4 ACCUM
D4
LINE
EX
2-3 AC
23c
22a
23b
42c
EX
43
19
10
34
18
10a
8c
D2
D4
D3
2v
22b
23a
8e
8f
2t
2q
LINE
EX
14
14
33
SCREEN/SEAL
ASM. (382)
10
11
39 39
35
EX
LUBE
COOLER
LO
PRN
REVERSE
LO-1ST
3RD CLU/ LO 1ST
4TH CL
LO-1ST
2ND CLUTCH
FWD SERVO
41c
19d
19e
7a
40c
40b
D-4
18f
2-3 SIGNAL
3RD CLU
19c
41b
18g
19b
41a
40a
18k
D-4
EX
D SRV AP
REV SERV
REV BST
INPUT CL
D3
EX
EX
EX
D4
EX
EX
EX
INPUT CL FD
EX
EX
TORQUE SIG
3RD
LINE
TORQUE SIG
6a
6b
2h
2l
8g
29g
3RD CLUTCH
2y
2c
20b
2x
2d
20a
LOW /1ST GEAR

LINE
LINE
3RD
ORIF EX
LINE
LINE
LINE
TORQUE SIG
3RD
INPUT CL FD
EX
LINE
2m
42b
2k
VBS
EX
LINE
2n
42a
15a
12a
8d
2r
EX
TCC REG APP
TCC SIG (PWM)
3RD
EX
8b
EX
EX
LINE
9b
12b
29h
ACT FD
EX
3RD
D3
2ND
43
372(#9) 372(#10)
39
20
36
8c
9a
29f
10a
29e
SI
EX
D2
3-
14a
CE
40
13b
2z
LINE
LINE
CONV FD
TORQUE SIG
LOW/1ST GEAR
LINE
D4
D2
3RD
EX
FWD BST
2a
8a
2b
3a
11b
39a
11a
LO-1ST
PRN
TORQ SIG
11g
11e
11d
20c
11c
5a 10c
10b
ACT FD
1-2,3-4 SIG
CONV FD
LO-1ST
3RD
REV
LO
D4
LINE
TORQUE SIG
3RD CL
LO
16a
38c
2c
11f
39b
31b
39c
31a
39d
38b
38a
29d
29c
29a
29b
14b
TCC APPLY
LINE
EX
43
FI
13a
TCC RELEASE
TCC RELEASE
27
39
2 29
25
39
18
37
42d 42f
GASKET(371)
(Control Valve Body/Spacer Plate)
2ND
CL
U
TC
H
RI
27c
25e
39
25d
D2
25f 27a
RU
38
ER
25g 27b
25a
37
ER
25c
25b
RR
36
SUCTION
14b
35
34
42
(126)
LUBE
PIPE
(124)
FORWARD SERVO
APPLY PIPE
(125)
MANUAL SERVO
APPLY PIPE
19
3-
12
19
2w
38
18
38
2k
42
FWD SERVO
76
25
15
12
43
19
19
19
41
36
37
2m
11c
33
CC
13
26
31e
22c
19
40 41
SCREEN/SEAL
ASM. (382)
2h
31
4T
ORIFICED
CUP PLUG
FORWARD SERVO
APPLY PIPE
(124)
25
25
GASKET
IDENTIFICATION
32
MANUAL
2/1 SERVO
(108)
CASE COVER (400)

CASE (3)
FWD SERVO
COOLER
2ND CL
COOLER
COOLER
BALL
CHECK
VALVE
TORQUE
CONVERTER
BLOW-OFF
LINE
2ND CL
BOTTOM
PAN
(24)
ACCUMULATOR
SPACER PLATE
(134)
3RD CL
MAN 2-1 SERVO FD
1-2 ACCUM
ACTUATOR FD
TORQUE SIG
1-2 ACCUM
2-3 ACCUM
INTAKE & DECREASE

CONVERTER & LUBE
MAINLINE
ACTUATOR FEED
ACCUMULATOR
SOLENOID SIGNAL
TORQUE SIGNAL
PRESSURES
FILTER
ASSEMBLY
(100)
LUBE PIPE
(126)
ACCUMULATOR
HOUSING
(140)
THERMOSTATIC
ELEMENT
(121)
XE
1-2
ACCUMULATOR
(136)
11
XE
10
22
12
13
13
CONTROL VALVE BODY (300)

(Case Cover Side)
2/11
18
8a
11d
28
29c
25b
31b/29b 31a/29a 20c
42b 11g 14c
8g
24
8e
9a
4
31c
19
11e
2p 10
22b 3
9b
13a
12a
42g
16/2s 2t 2r
11f
24b
18
8f
6
12
42a
24c 9
11
2v
2q
13b
23c
8
42c
26
23a 5
31d 25c
12b
22a
26a
32
2n
25e
19f
27c
25
25d
1a
14a
15a
23b
14b
19g
37d
12 42
11
24
24
31
31f
11
13
42
25
8b
14
39e
13
14
11
19
CASE COVER (400)
2-3
ACCUMULATOR
(136)
EX
20
42
SCREEN/SEAL
ASM. (382)
17
39a 39b
39c 27 5a/10c
1
11b
10b
21
6b 22
42e
33
33a 29h 6a 18b
2y
29g
7
37b/36c
42b
35b
8d
37a
18c
23
43a/2g
29f 29d 20b/2z
24a
36b 35a
2 10
11
2
29
42
29
27
23
3-4 ACCUMULATOR (428)
37c
24b
31
372(#8)

(Oil Pump Body Side)
41
25a 39d/38c
2d
37c
29
8
31
42
23
ACT FD LIM VALVE
42g
37d
8
24c
22
LINE
EX
24a
24
18e 18d
36a
10
18
29
31
22
22
2
23
ACT FD
ACT FD
2p
18e
42d
42f
3-4 ACC
11
29
18 42
29
31
4TH CL
LINE
20
25
34
33
37
37
3-4 ACCUM
38
35
36
2w
2g
3
2-3 ACCUM
EX
21
18d
3-4 ACCUM
42e
2e
39
29
39
39
36
3a
2a
41b/40b 19d/18f
15
18g
19e 2c
20
29
2b/11a
40a
SCREEN/SEAL
41a
38b
16
19b
41c/40c
18a
ASM. (382)
19c/18k
SCREEN/SEAL
30
7a
29e 20a
39f 2x
ASM. (382)
38a
2f/4b 2e
38
18
38
7
18
37
4TH CL
2/11
19
18 19
41
40 40
REVERSE
2-3 SIG
MAN 2-1 SERVO
1-2 ACCUM
LINE
1-2 ACCUM
LINE
D4
LINE
32
18
37b
18c
26
#8
19
19
19
36
PRN
D3
D3
2-3 OFF SIG
SCREEN/SEAL
ASM. (382)
33a
1-2 ACCUM VALVE
1 2 D D NR
MANUAL VALVE
EX
D3
37a
13
18b
42
25
372(#3)
36b
36c
3-2 MAN DS
ORIFICED EXH
D3
3RD CL
35b
D4
TCC REG APPLY
LO-1ST
3RD CL
OIL PUMP BODY (202)

8 42 1111
19
28
43
OIL PUMP BODY (202)

(Pump Cover Side)
14
24
24
23
PUMP COVER (201)

10
25
29
31
42
23
43
11
29
42
22
2 10
43
2 8 43
24
31
22
23
372(#7)
5 43
10
42
20
43
42
42
13
42
39
42
13
13
40
36a
LINE
TORQ SIG
29
43
43
39
11
18 29 42 29
13
43
43
38
2518 20
6 18 2
36 3742
28
42
37
LINE
23
D2
AUX INP CL FD
TCC REL
39e
31c
35a
TCC CONTROL VALVE
#4
39f
31d
39g
D2
2-3 SHIFT VALVE
42
29
11
39
7 6 29 33 42
21
19
EX
31e
25
TORQUE SIG
CONVERTER FEED
3RD
LOW/1ST GEAR
CONVERTER FEED
D2
2ND
TCC APPLY
2f
30
31f
4-3 MDS
3RD
35
37
27
LO
BLOW OFF
VALVE
D4
18a
ON
N.O.
D2
LINE
43
36
17
28
18
28 36
18
35
28
22
19f
4a
2-3 Shift
Solenoid
3-4 SHIFT VALVE
18
39
38
17
43
19g
D4
2-3 SIG
AUX INPUT CL FD
4TH CL
2-3 OFF SIG
#2
3RD
TORQUE SIG REG
IN CL FD
ACT FD
TCC
CONTROL
(PWM) EX
Solenoid
1-2 SHIFT VALVE
Pressure
Control
Solenoid
D4
LINE
REV SERVO
#3
#6
20
2ND
TCC APPLY
EX
D-4
1-2,3-4 SIG
2ND
3RD
TCC RELEASE
#5
REVERSE
1-2, 3-4
Shift
Solenoid
N.O. ON
29
PRESS REG VALVE
LINE
LO
LO-1ST
#10
33
COOLER
CONNECTOR
(29)
17
11 2
19
40
19
36
18
19
41
40
17
17
42
16
LINE REV BST
OIL
PUMP
18
42
42
42
40
38
18
42
(219)
15
REVERSE
DECREASE
TFP
SWITCH
D3
373(#6)
373(#5)
42
42
LO
D2
17
DECREASE
REV
LINE
31
D4
LINE
3RD
19
12
4TH CL
INPUT CL
2ND CL
3RD CL/LO-1ST
3RD CL
LO
LO-1ST
PRN
REVERSE
14
27
Engine Running
su mp tra pu
requut ex sure lato
outp e presre regu
of linpressu
the
4TH CL
INPUT CL
2ND CL
3RD CL/LO-1ST
3RD CL
LO
LO-1ST
CHAIN OILER
LOW /1ST GEAR
CONVERTER FEED
LO-1ST
#7
DECREASE
PUMP
BODY
(202)
COOLER
REVERSE
SERVO
(39-49)
LUBE
LUBE
24
#9
LINE
PRESSURE
TAP
(38)
EX
3RD CL/LO-1ST
28
GASKET (371)
GASKET (369)
LUBE
2ND CL
TCC APPLY
CASE (3)
CASE COVER (400)
INPUT CL
COOLER
INPUT HOUSING
ASSEMBLY (632)
INPUT CL
3RD CL/LO-1ST
3RD CL/LO-1ST
2ND CL
4TH CL
RELEASE
SPACER PLATE (370)
2ND CLUTCH HOUSING(617)
TCC
4TH CLUTCH
HOUSING
DRIVEN SPROCKET
SUPPORT (609)
INPUT CL
;;
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(P)
Park l
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leve fromwing:
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8): re)
21
ith
W sition, rect Valve( essu
pum re Reguoutputnsmissmp
(Engine Running)
TORQUE
CONVERTER
(1)
;
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RK g
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FLUID FLOW THROUGH

COMPONENTS (FOLDOUT)
37
(28)
ACCUMULATOR
SPACER PLATE (134)
2/1 MANUAL SERVO

BODY COVER (104)
FOLDOUT 77
HALF PAGE TEXT AND LEGEND
COMPLETE ILLUSTRATED
PARTS LIST
Figure 1
UNDERSTANDING THE GRAPHICS

CASE
ASSEMBLY
(3)
OIL
PUMP
ASSEMBLY
(200)
GASKET
VALVE BODY/
SPACER PLATE
(371)
CONTROL
VALVE BODY
ASSEMBLY
(300)
REVERSE
SERVO
ASSEMBLY
(39-49)
TORQUE
CONVERTER
(1)
GASKET
SPACER PLATE/
CHANNEL PLATE
(369)
SPACER
PLATE
(370)
CASE
COVER
ASSEMBLY
(400)
1-2 & 2-3

ACCUMULATOR
ASSEMBLY
(124-140)
DRIVEN
SPROCKET
SUPPORT
(609)
FORWARD
SERVO
ASSEMBLY
(15-22)
MANUAL
2/1 SERVO
ASSEMBLY
(106-115)
FILTER
ASSEMBLY
(100)
BOTTOM
PAN
(24)
Figure 2
The flow of transaxle fluid starts in the bottom pan

and is drawn through the filter, case assembly, channel
plate assembly, spacer plate and gaskets, control valve
assembly and into 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 valve body,
spacer plate, channel plate 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 4T65-E transaxle, the components involved
with hydraulic control and fluid flow are illustrated in
three major formats. Figure 3 (page 7-7A) provides an
example of these formats which are:
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.
A graphic schematic representation that displays

valves, checkballs, orifices and so forth, required
for the proper function of transaxle in a specific
gear range. In the schematic drawings, fluid circuits
are represented by straight line 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.
REV SERVO
LUBE
EX
LINE
PRN
PRN
REVERSE
EX
ACTUATOR FD
LUBE
COOLER
LUBE
1-2 ACCUM
2-3 ACCUM
2ND CL
ACT FD
ORIFICED
CUP PLUG
FORWARD SERVO
APPLY PIPE
(124)
ACCUMULATOR
COVER
(132)
CASE (3)
3RD CLUTCH
3-4 ACCUM
FWD SERVO
D4
23a
23b
LUBE
COOLER
2-3 SIGNAL
D4
D3
2-3 AC
24c
24b
24a
D-4
LO
LO-1ST
2ND CLUTCH
FWD SERVO
2-3 SIGNAL
D2
EX
EX
EX
8f
2t
2v
2s
8g
2r
8e
LO
2ND CL
MAN 2-1 SERVO FD
FWD SERVO
COOLER
MANUAL
2/1 SERVO
(108)
CHANNEL PLATE (400)

CASE (3)
COOLER
LUBE
COOLER
PRN
REVERSE
4TH CL
LO-1ST
3RD CLU/ LO 1ST
7a
48c
48b
D3
D4
EX
EX
TORQUE SIG
3RD
42d
EX
29h
2l
6a
8h
6b
29g
8d
D-2
D-3
INPUT CL
3RD CLU
REV BST
EX
EX
INPUT CL FD
LINE
TORQUE SIG
LINE
2m
20c
2-3 ACCUM
2ND CL
EX
3RD CL
MAN 2-1 SERVO FD
1-2 ACCUM
TORQUE
CONVERTER
BLOW-OFF
BOTTOM
PAN
(24)
COOLER
BALL
CHECK
VALVE
1-2 ACCUM
MAN 2-1 SERVO FD
3RD
ORIF EX
LINE
LINE
TORQUE SIG
3RD
INPUT CL FD
LOW/1ST GEAR
EX
TCC REG APP
LOW/1ST GEAR
12a
42b
20d
EX
12b
EX
EX
EX
2p
42a
9b
19e
18f
40b
REV SERV
EX
D SRV AP
D-4
D-4
EX
FWD BST
19d
40c
18h
18g
40a
48a
19b
2h
18k
19a
19c
20b
2g
2k
LINE
LOW /1ST GEAR

LINE
VBS
EX
LINE
3RD
15a
9a
29f
29e
3RD CLUTCH
20a
2f
2e
LINE
11a
EX
EX
ACT FD
8a
10a
14a
13b
13a
25e
27b
26g
26h
27c
27a
25d
25a
25b
14b
42c
5a
3RD
3RD
2ND
D3
2ND
TCC RELEASE
2d
8b
LO-1ST
PRN
TORQ SIG
TORQUE SIG
CONV FD
TORQUE SIG
D4
D2
3RD
EX
EX
11b
3a
39a
8a
5b
11c
2b
ACT FD
CONV FD
LO-1ST
3RD
REV
1-2,3-4 SIG
11g
11e
11d
39b
16a
2c
11f
39c
38c
29a
LO
D4
LINE
LINE
SUCTION
EX
EX
LO
3RD CL
31b
39d
38b
29c
31a
2b
38a
2a
29d
29b
14b
26f
ACTUATOR FD
25c
ACCUMULATOR
SPACER PLATE
(134)
11
24b
TCC APPLY
10
TORQUE SIG
24a
LUBE PIPE
(126)
ACCUMULATOR
HOUSING
(140)
1-2
ACCUMULATOR
(136)
37d
8
24c
3-4 ACCUM
PRESSURES
INTAKE & DECREASE
CONVERTER & LUBE
LINE
ACTUATOR FEED
ACCUMULATOR
SOLENOID SIGNAL
TORQUE SIGNAL
2ND CL
TCC RELEASE
2-3 ACCUM
FILTER
ASSEMBLY
(100)
CHANNEL PLATE (400)
2-3
ACCUMULATOR
(136)
37c
22
2n
ACT FD
ACT FD
2x
18e
2w
ACCUMULATOR HOUSING SIDE
ACT FD LIM VALVE
XE
1-2 ACCUM
LINE
1-2 ACCUM
LINE
D4
LINE
EX
3-4 ACCUM
EX
LINE
XE
4a
21
18d
3-4 ACCUM
4TH CL
TWO DIMENSIONAL
2z
42e
THERMOSTATIC
ELEMENT
(122)
4TH CL
ORIFICED EXH
2-3 OFF SIG
2-3 SIG
MAN 2-1 SERVO
1-2 ACCUM VALVE
37b
37a
13
18b
#8
36c
3-2 MAN DS
LINE
TORQ SIG
36b
D3
REVERSE
33a
18c
THREE DIMENSIONAL
PRN
D3
23
D2
AUX INP CL FD
3RD
D3
35a
35b
2-3 SHIFT VALVE
D3
32
3RD CL
3RD CL
1 2 D D NR
MANUAL VALVE
EX
36a
4-3 MDS
18
31c
31d
D2
TCC REG APPLY
39e
LO-1ST
31e
D4
#4
39f
39g
TCC CONTROL VALVE
TCC REL
30
31f
AUX INPUT CL FD
3RD
TORQUE SIG
CONVERTER FEED
3RD
D4
4b
ON
N.O.
ACCUMULATOR
ACCUMULATOR
HOUSING
ASSEMBLY
ASSEMBL
(140)
19g
18a
2-3 Shift
Solenoid
3-4 SHIFT VALVE
LINE
CONVERTER FEED
D2
2ND
TCC APPLY
26
25
LINE
EX
19f
D4
2-3 SIG
2-3 SIG
D2
TORQUE SIG REG
TCC RELEASE
#2
#6
20
4TH CL
2-3 OFF SIG
D4
3RD
COOLER
CONNECTOR
(29)
ACT FD
Pressure
Control
Solenoid
N.O.
TCC SIG
TCC APPLY
COOLER
1-2 SHIFT VALVE
3RD
IN CL FD
D-4
1-2,3-4 SIG
2ND
3RD
TCC
CONTROL
(PWM) EX
Solenoid
2ND
#5
LO
BLOW OFF
VALVE
LO
TFP
SWITCH
EX
LO-1ST
34
THERMO
ELEMENT
DECREASE
1-2, 3-4
Shift
Solenoid
N.O. ON
29
REVERSE
LO
D2
#10
PRESS REG VALVE
LINE
33
LINE REV BST
REVERSE
DECREASE
OIL
PUMP
16
#3
15
REV
LINE
17
D4
31
19
12
LINE
D3
14
27
LINE
REV SERVO
#7
LINE
CONVERTER FEED
LO-1ST
24
#9
CHAIN OILER
3RD
DECREASE
4TH CL
INPUT CL
2ND CL
3RD CL/LO-1ST
3RD CL
LO
LO-1ST
PRN
REVERSE
28
ACCUMULATOR COVER SIDE
4TH CL
INPUT CL
2ND CL
3RD CL/LO-1ST
3RD CL
LO
LO-1ST
REVERSE
SERVO
(39-49)
LUBE
LUBE
GASKET (369)
PUMP
BODY
(202)
LINE
PRESSURE
TAP
(38)
EX
3RD CL/LO-1ST
CASE (3)
CHANNEL PLATE (400)
SPACER PLATE (370)
2ND CL
TCC APPLY
GASKET (371)
LUBE
COOLER
INPUT HOUSING
ASSEMBLY (632)
INPUT CL
3RD CL/LO-1ST
2ND CL
4TH CL
RELEASE
INPUT CL
3RD CL/LO-1ST
TCC
4TH CLUTCH
HOUSING
DRIVEN SPROCKET
SUPPORT (609)
INPUT CL
TORQUE
CONVERTER
(1)
;;
;;
;;
;;
;;;
;;
;;
;;
;;
;;
ACCUMULA
ACCUMULATOR
TOR
SPACER
SP
ACER
PLATE
TE
(134)
SPACER
PLATE
(134)
FORWARD
SERVO
(15-22)
MANUAL SERVO
APPLY PIPE
(125)
FWD SERVO
THREE DIMENSIONAL
GRAPHIC
SCHEMATIC
REPRESENTATION
OIL
PUMP BODY
(202)
CONTROL
VAL
ALVE
VE BODY
ASSEMBLY
ASSEMBL
Y (300)
TWO DIMENSIONAL
ACCUMULATOR HOUSING SIDE
CASE COVER
ASSEMBLY (400)
ASSEMBLY
ACCUMULATOR
TOR
ACCUMULA
COVER
(132)
THREE DIMENSIONAL
THREE DIMENSIONAL
THREE DIMENSIONAL
THREE DIMENSIONAL
PUMP COVER SIDE
CASE COVER SIDE
VALVE BODY SIDE
GASKET
(371)
SPACER
PLATE
(370)
TWO DIMENSIONAL
CONTROL VALVE BODY SIDE
GASKET
(369)
ALVE
VE BODY
VAL
SPACER
SP
ACER
PLATE
TE
(370)
TWO DIMENSIONAL
TWO DIMENSIONAL
Figure 3
TWO DIMENSIONAL
FOLDOUT 7
THREE DIMENSIONAL
TWO DIMENSIONAL
FOLDOUT 7A

TYPICAL BUSHING & VALVE
BUSHING
SPRING
VALVE
BORE
PLUG
VALVE
BODY
VALVE
BODY
SPACER
PLATE
CHECK
BALL
RESTRICTING
ORIFICE
SPRING
ASSIST
FLUID
SIGNAL
FLUID
APPLY
FLUID
APPLY FLUID SEATS THE

CHECKBALL FORCING FLUID
THROUGH AN ORIFICE IN
THE SPACER PLATE, WHICH
CREATES A SLOWER APPLY.
SPACER
PLATE
APPLY
FLUID
SPRING
ASSIST
FLUID
SIGNAL
FLUID
BUSHING
TO APPLY
COMPONENT
BUSHING
BORE
PLUG
SPACER
PLATE
SPRING
VALVE
EXHAUST FROM THE

APPLY COMPONENT
UNSEATS THE CHECKBALL,
THEREFORE CREATING
A QUICK RELEASE.
RETAINING
PIN
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
CONVERTER & LUBE
LINE
ACTUATOR FEED
ACCUMULATOR
TORQUE SIGNAL
SOLENOID 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
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".
7B
HYDRA-MATIC 4T65-E
TORQUE
CONVERTER
(1)
MANUAL REVERSE
SERVO
SHAFT
ASSEMBLY
(807)
(39-49)
PARKING
LOCK
ACTUATOR
(800)
3RD SPRAG
CLUTCH
ASSEMBLY
(670)
INPUT SPRAG
INPUT
CLUTCH
CARRIER
ASSEMBLY ASSEMBLY
(722)
(672)
REACTION
CARRIER
ASSEMBLY
(675)
VEHICLE SPEED
SENSOR RELUCTOR
WHEEL ASSEMBLY
(527)
1/2 SUPPORT
AND DRUM
(687)
1/2 SUPPORT
ROLLER CLUTCH
ASSEMBLY
(683)
DIFFERENTIAL/
FINAL DRIVE
CARRIER
ASSEMBLY
(700)
SPEED
SENSOR
(10)
CASE
EXTENSION
ASSEMBLY
(6)
OIL
PUMP
ASSEMBLY
(200)
FORWARD
BAND
ASSEMBLY
(688)
CONTROL
VALVE
ASSEMBLY
(300)
DRIVE
SPROCKET
(516)
FORWARD
SERVO
ASSEMBLY
(15-22)
3-4 ACCUMULATOR
ASSEMBLY
(421-428)
2/1 BAND
ASSEMBLY
(680)
CASE
COVER
ASSEMBLY
(400)
DRIVE LINK
ASSEMBLY
(507)
OUTPUT
SHAFT
(510)
4TH CLUTCH
HUB & SHAFT
ASSEMBLY
(504)
4TH CLUTCH
ASSEMBLY
(500-502)
DRIVEN
SPROCKET
(506)
FILTER
ASSEMBLY
(100)
Figure 6
DRIVEN
SPROCKET
SUPPORT
(609)
REVERSE
BAND
ASSEMBLY
(615)
2ND CLUTCH
ASSEMBLY
(620-627)
3RD CLUTCH
ASSEMBLY
(639-649)
MANUAL 2/1
SERVO
ASSEMBLY
(103-115)
INPUT CLUTCH
ASSEMBLY
(654-659)
Figure 7
HYDRA-MATIC 4T65-E
CROSS SECTIONAL VIEW
This illustration is a typical engineering cross
sectional drawing of the Hydra-matic 4T65-E
transaxle that has been used sparingly in this
publication. Unless an individual is familiar with
this type of drawing, it may be difficult to use when
locating or identifying a component in the transaxle.
For this reason, the three dimensional graphic
illustration on page 8 has been the primary drawing
used throughout this publication. It also may be used
to assist in the interpretation of the engineering
drawing when locating a component in the transaxle.
8A
These illustrations, and others used throughout the

book, use a consistent coloring of the components in
order to provide an easy reference to a specific
component. Colors then remain the same from section
to section, thereby supporting the information
contained in this book.
GENERAL DESCRIPTION
The Hydra-matic 4T65-E is a fully automatic four
speed front wheel drive electronically controlled
transaxle. It consists primarily of a four-element
torque converter, two planetary gear sets, a hydraulic
pressurization and control system, friction and
mechanical clutches and, a final drive planetary gear
set with a differential assembly.
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 transaxle. 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 transaxle.
The two 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 transaxle at the
optimum time.
The PCM commands shift solenoids, within the

transaxle, 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 vane type
pump, control valve body and channel plate. 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 transaxle.
The friction components used in this transaxle 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 final drive
differential and out to the drive axles.
PRINCIPLES OF OPERATION
An automatic transaxle 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 transaxle will shift into overdrive. At this
point output speed is greater than input speed,
and, input torque is greater than output torque.
EXPLANATION OF GEAR RANGES

for safe passing by depressing the accelerator or by
manually selecting a lower gear with the shift selector.
Figure 8
The transaxle can be operated in any one of the seven

different positions shown on the shift quadrant
(Figure 8).
P Park position enables 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 transaxle Park
positions. Since the final drive differential and output
shaft are mechanically locked to the case through the
parking pawl and final drive internal gear, 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
economy. Overdrive range allows the transaxle to operate in each of the four forward gear ratios. Downshifts to a lower gear, or higher gear ratio, are available
The transaxle should not be operated in Overdrive when

towing a trailer or driving on hilly terrain. Under such
conditions that put an extra load on the engine, the
transaxle should be driven in a lower manual gear selection for maximum efficiency.
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 as described above. 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
transaxle will not shift into fourth gear.
Another important function of the automatic

transaxle 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 transaxle
are made possible through the interaction of
numerous mechanically, hydraulically and
electronically controlled components inside the
transaxle. 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 4T65-E transaxle.
When an understanding of these operating
principles has been attained, diagnosis of these
transaxle systems is made easier.
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 transaxle 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 transaxle is in third or fourth gear it will immediately shift into second gear. When the vehicle speed
slows to below approximately 60 km/h (37 mph) the
transaxle will then shift into first gear. This is particularly beneficial for maintaining maximum engine braking when descending steep grades.
FOLDOUT
9A
MAJOR MECHANICAL COMPONENTS

VEHICLE SPEED
SENSOR RELUCTOR
WHEEL ASSEMBLY
(527)
DRIVE
SPROCKET
(516)
SPLINED TO
TORQUE CONVERTER
TURBINE ASSEMBLY
(D)
REVERSE
SERVO
ASSEMBLY
(39-49)
TURBINE
SHAFT
(518)
SPLINED
TOGETHER
DRIVE LINK
ASSEMBLY
(507)
SPLINED
TOGETHER
OIL PUMP
DRIVE SHAFT
(227)
DRIVEN
SPROCKET
SUPPORT
(609)
SPLINED
TOGETHER
SPLINED
TOGETHER
3RD SPRAG
CLUTCH
ASSEMBLY
(653, 717-721)
SPLINED
TO
(632)
4TH CLUTCH
HUB & SHAFT
ASSEMBLY
(504)
REVERSE BAND
ASSEMBLY
(615)
2ND CLUTCH
HOUSING
(617)
SPLINED
TO
(668)
4TH CLUTCH
PLATE ASSEMBLY
(500-502)
DRIVEN
SPROCKET
(506)
FORWARD BAND
ASSEMBLY
(688)
SPLINED
TO
(672)
INPUT
SUN
GEAR
(668)
INPUT SHAFT
& HOUSING
ASSEMBLY
(632)
FINAL DRIVE
INTERNAL GEAR
(693)
INPUT SPRAG
CLUTCH
ASSEMBLY
(661, 665, 719,
721, 722)
PAWL & PIN

LOCKOUT
ASSEMBLY
(694)
PARKING
GEAR
(696)
REVERSE
REACTION DRUM
(669)
FINAL DRIVE
SUN GEAR
(697)
SPLINED
TO
(675)
1/2 SUPPORT
ROLLER
ASSEMBLY
(681-687)
2/1 BAND
ASSEMBLY
(680)
INPUT
CARRIER
ASSEMBLY
(672)
FINAL DRIVE
SUN GEAR
SHAFT
(689)
REACTION
CARRIER
ASSEMBLY
(675)
SPLINED
TO CASE
FORWARD
SERVO
ASSEMBLY
(15-22)
REACTION
SUN GEAR
DRUM
(678)
SPLINED
TO
(689)
MANUAL 2/1
SERVO
ASSEMBLY
(103-115)
SPLINED
TO
(669)
10
Figure 9
OUTPUT SHAFT
(510)
SPLINED
TOGETHER
DIFFERENTIAL/
FINAL DRIVE
CARRIER
ASSEMBLY
(700)
COLOR LEGEND
MAJOR MECHANICAL COMPONENTS
The fold-out graphic on page 10 contains a disassembled drawing

of the major components used in the Hydra-matic 4T65-E
transaxle. This drawing, along with the cross sectional
illustrations on pages 8 and 8A, shows 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 transaxle 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
transaxle, some colors (such as grey) were used for artistic
purposes rather than being restricted to the specific function
or location of that component.
Components held stationary in the case or splined
to the case. Examples: Driven Sprocket Support
(609), Final Drive Internal Gear (693) and Valve
Body (300).
Components that rotate at engine speed.
Examples: Torque Converter Assembly (1) and
Oil Pump Drive Shaft (227).
Components that rotate at turbine speed.
Examples: Converter Turbine, Drive Sprocket
(516), Driven Sprocket (506) and Input Shaft and
Housing Assembly (632).
Components that rotate at transaxle output speed.
Examples: Differential/Final Drive Carrier (700),
Output Shaft (510).
Components such as the Stator in the Torque
Converter (1), 2nd Clutch Housing (217), Reverse
Reaction Drum (669) and Input Carrier Assembly
(672).
Components such as the Reaction Sun Gear Drum
(678) and 1/2 Support Inner Race (681).
Components such as the 1/2 Support Outer Race
(687).
Components such as the Reaction Carrier
Assembly (675), Parking Gear (696) and Final
Drive Sun Gear (697).
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 4T65-E transaxle. 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 transaxle
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
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 4T65-E transaxle. 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 transaxle
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.
1-2, 3-4
SHIFT
SOLENOID
VALVE
2-3
SHIFT
SOLENOID
VALVE
ON
1st
1/2
SUPPORT
ROLLER
CLUTCH
FORWARD
BAND
HOLDING
HOLDING
APPLIED
OVERRUN
HOLDING
APPLIED
HOLDING
OVERRUN
OVERRUN
OVERRUN
APPLIED
HOLDING
INPUT
CLUTCH
INPUT
SPRAG
CLUTCH
ON
ON
ON
APPLIED
2nd
OFF
ON
APPLIED
3rd
OFF
OFF
APPLIED
APPLIED
4th
ON
OFF
APPLIED
3rd
@ OFF
@ OFF
APPLIED
2nd
@ OFF
@ ON
APPLIED
1st
@ ON
@ ON
2nd
@ OFF
@ ON
1st
@ ON
@ ON
1st
@ ON
@ ON
REVERSE
ON
ON
RANGE
GEAR
P-N
4TH
CLUTCH
REVERSE
BAND
2ND
CLUTCH
3RD
SPRAG
CLUTCH
3RD
CLUTCH
2/1
BAND
APPLIED
APPLIED
APPLIED
HOLDING
OVERRUN
OVERRUN
HOLDING
APPLIED
APPLIED
HOLDING
HOLDING
APPLIED
OVERRUN
APPLIED
HOLDING
APPLIED
APPLIED
HOLDING
APPLIED
HOLDING
APPLIED
APPLIED
HOLDING
APPLIED
HOLDING
APPLIED
APPLIED
HOLDING
2
APPLIED
APPLIED
HOLDING
*APPLIED OR HOLDING WITH NO LOAD (NOT TRANSMITTING TORQUE)

ON = SOLENOID ENERGIZED
OFF = SOLENOID DE-ENERGIZED
@ THE SOLENOIDS STATE FOLLOWS A SHIFT PATTERN WHICH DEPENDS UPON VEHICLE
SPEED, THROTTLE POSITION AND SELECTED GEAR RANGE.
10B
Figure 10
11
TORQUE CONVERTER
THRUST
BEARING
ASSEMBLY
(B)
CONVERTER PUMP
ASSEMBLY
(A)
THRUST
BEARING
ASSEMBLY
(B)
DAMPER
ASSEMBLY
(F)
TURBINE
PRESSURE PLATE
ASSEMBLY
ASSEMBLY
(D)
(G)
STATOR
ASSEMBLY
(C)
TORQUE
CONVERTER
ASSEMBLY
(1)
TORQUE CONVERTER:
The torque converter (1) is the primary component for transmittal

of power between the engine and the transaxle. It is bolted to
the engine flywheel (known as the flexplate) so that it will rotate
at engine speed. Some of the major functions of the torque
converter are:
CONVERTER HOUSING
COVER ASSEMBLY
(J)
to provide for a smooth conversion of torque from the engine

C
to the mechanical components of the transaxle
to multiply torque from the engine that enables the vehicle
to achieve additional performance when required
DRIVE
to mechanically operate the transaxle oil
SPROCKET
SUPPORT
pump (200) through the pump shaft (227)
(522)
to provide a mechanical link, or direct
drive from the engine to the transaxle through the use of a
PUMP
Torque Converter
SHAFT
Clutch (TCC)
(227)
The torque converter

assembly is made
up of the following
five main sub-assemblies:
a converter pump assembly (A) which
is the driving member
a turbine assembly (D) which is the driven
TURBINE
or output member
SHAFT
(518)
a stator assembly (C) which is the reaction member
located between the pump and turbine assemblies
a pressure plate assembly (G) splined to the turbine assembly
B
to enable direct mechanical drive
a converter housing cover assembly (J) which is welded to
the converter pump assembly
CONVERTER PUMP ASSEMBLY AND TURBINE ASSEMBLY
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. 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 COVER ASSEMBLIES
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 transaxle. When the pressure plate
assembly is applied, the amount of slippage that occurs through a
fluid coupling is reduced (but not elimanted), thereby providing
a more efficient transfer of engine torque to the drive wheels.
12
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 (F) 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
TORQUE CONVERTER
FLUID FLOW
STATOR
ASSEMBLY
(C)
CONVERTER PUMP
ASSEMBLY
(A)
TURBINE
ASSEMBLY
(D)
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
The stator assembly is located between the

pump assembly and turbine assembly, and is
mounted on a one-way roller clutch. This
one-way 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.
STATOR
STATOR ROTATES
FREELY
CONVERTER AT
COUPLING SPEED
FLUID FLOW
FROM TURBINE
CONVERTER
MULTIPLYING
STATOR HELD
FLUID FLOW REDIRECTED
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 oneway 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.
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 oil pump drive shaft (227) and the
turbine shaft (518). 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.
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. The TCC
PWM solenoid then routes line fluid from the pump to
the apply passage of the torque converter. The apply
passage is a hole between two seals on the turbine
shaft. The fluid flows inside the turbine shaft within an
oil sleeve, then out of the sleeve and into the converter
hub/drive sprocket support. Fluid passes through a hole
in the support and 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 pump shaft.
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 goes into the drive sprocket support
(522) and on through an oil sleeve within the turbine
shaft. This fluid now travels to the valve body and on
to the oil cooler.
Apply fluid pressure forces the pressure plate against

the torque converter cover to provide a mechanical
link between the engine and the turbine. In vehicles
equipped with the the Electronically Controlled
Clutch Capacity (ECCC) system, the pressure plate
does not fully lock to the torque converter cover. It is
instead precisely controlled to maintain a small
amount of slippage between the engine and the
turbine, reducing driveline torsional disturbances.
No TCC apply can be caused by:
TCC PWM solenoid valve assembly (334) malfunction.

TCC control valve (335) stuck or binding
TCC regulator apply valve (327) stuck or binding
# 10 ball check valve (372) missing or mislocated
Spacer plate and gaskets misaligned or incorrect
TCC blowoff ball valve (420B) or spring (418) damaged or not
seating
Turbine shaft and or seals damaged or missing
Turbine shaft bushing (523) worn or damaged
Pressure plate assembly friction material worn or damaged
The TCC apply should occur in fourth gear (also

third gear in some applications), and should not apply
until the transaxle 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 70-71.
TORQUE
CONVERTER
ASSEMBLY
(1)
TORQUE
CONVERTER
ASSEMBLY
(1)
PRESSURE
PLATE
APPLY
FLUID
DRIVE
SPROCKET
SUPPORT
(522)
DRIVE
SPROCKET
SUPPORT
(522)
OIL PUMP
DRIVE SHAFT
(227)
APPLY
FLUID
OIL PUMP
DRIVE SHAFT
(227)
APPLY
FLUID
RELEASE
FLUID
RELEASE
FLUID
TURBINE
SHAFT
(518)
TURBINE
SHAFT
(518)
RELEASE
FLUID
TCC RELEASE
14
TCC APPLY
Figure 14
PRESSURE
PLATE
APPLY COMPONENTS
The Apply Components section is designed to
explain the function of the hydraulic and mechanical
holding devices used in the Hydra-matic 4T65-E
transaxle. 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 transaxle.
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.
BRIEF
DESCRIPTION
The sequence in which the components in this

section have been discussed coincides with their
physical arrangement inside the transaxle. This
order closely parallels the disassembly sequence
used in the Hydra-matic 4T65-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 transaxle.
MATING
OR
RELATED
COMPONENTS
FUNCTIONAL
DESCRIPTION
APPLY COMPONENTS
APPLY COMPONENTS
3RD CLUTCH RELEASE:
3RD CLUTCH:
3RD CLUTCH APPLY:
EX
3RD SPRAG CLUTCH RELEASE:
3RD SPRAG CLUTCH HOLDING:
When the 3rd clutch assembly (639-649) is applied, the inter

teeth on the 3rd clutch plate assemblies (647), splined to the 3
sprag clutch outer race (653), holds the race and rotates it in
same direction and speed as the input shaft & housing assemb
The inner race and retainer assembly (661), which is splined
the input sun gear (668), is trying to rotate at a faster speed th
the 3rd sprag clutch outer race. When this occurs, the spr
elements wedge between the inner and outer races to force
INPUT SHAFT
& HOUSING ASSEMBLY
(632)
3rd sprag clutch damaged can cause no third gear and no

engine braking in manual first.
3RD CLUTCH
SPRING GUIDE
& RETAINER
(643)
RETAINER & BALL

ASSEMBLY
642
643
OUTER RACE (653) HELD - FORCED TO

ROTATE AT INPUT HOUSING SPEED
SNAP
RING
(640)
"O" RING
SEAL
(638)
SEAL
(INNER)
(641)
OUTER
RACE
(653)
3RD CLUTCH
PLATE
ASSEMBLY
(647)
WAVED
PLATE
(645)
640
20
HELD
645
3RD SPRAG CLUTCH

OVERRUNNING
3RD
SPRAG
(720)
INNER
RACE
(661)
3RD CLUTCH
SPRAG RETAINER
(718)
SPIRAL LOCK
RING
(717)
END
BEARING
(719)
CENTER
BEARING
(721)
INNER RACE (661) (SPLINED TO INPUT SUN GEAR)

IS HELD STATIONARY THROUGH 4TH CLUTCH SHAFT
646
648
717
649
718
719
720
721
653
661
647
Figure 20
DISASSEMBLED
VIEW
INNER
RACE
(661)
BACKING
PLATE
(648)
640
3RD SPRAG
ASSEMBLY
(720)
3RD SPRAG CLUTCH

HOLDING/DRIVING
3RD
SPRAG
(720)
3RD CLUTCH
PLATE
ASSEMBLY
(646)
639
3RD SPRAG
OUTER RACE
(653)

PREVENTED FROM ROTATING AT A FASTER SPEED
3RD CLUTCH/
LO-1ST
APPLY
FLUID
OIL
RING
SEAL
(628)
INPUT SPRAG
INNER RACE
(661)
OUTER
RACE
(653)
3RD CLUTCH
PISTON & SEAL
ASSEMBLY
(642)
3RD CLUTCH
PISTON HOUSING
(639)
Clutch not releasing can cause

third gear only.
Clutch not applying can cause
no third gear.
The 3rd sprag clutch assembly releases whenever the 3rd

releases, or when its elements overrun (freewheel). An
running condition occurs in Overdrive Range Fourth Gear
the input sun gear is held by the fourth clutch hub &
assembly (504). Since the 3rd clutch assembly is applied
ing the 3rd sprag outer race) while the inner race is held
fourth clutch shaft, the sprag elements pivot and disengage
the races. In this situation the 3rd sprag clutch outer
overruns the stationary inner race.

SNAP
RING
(649)
LUBE
PASSAGE
inner race to rotate at the same speed as the outer race

result is a direct drive (1:1) gear ratio through the gea
during 3rd gear operation.
INPUT SHAFT
& HOUSING
ASSEMBLY
(632)
The 3rd sprag clutch assembly (653, 661, 717-721), locat

inside the input shaft & housing assembly (632), mechanica
holds the input sun gear (668) during Overdrive Range Th
Gear as well as Manual Third and Manual First Gear ranges.
To apply the 3rd clutch, 3rd clutch/lo

fluid is fed through the driven sprocket s
port (609) and into the input shaft & ho
ing assembly (632). A feed hole in
input shaft allows 3rd clutch/lo-1st fluid
enter between the 3rd clutch piston hou
(639) and 3rd clutch piston & seal ass
bly (642). Fluid pressure seats the reta
& ball assembly and moves the pisto
compress the 3rd clutch spring guide &
tainer (643). The piston continues to m
until it contacts and holds the 3rd cl
(waved) plate (645) and 3rd clutch p
assemblies (646-647) against the back
plate (648). The 3rd clutch (waved) p
(645) is used to cushion the apply of
3rd clutch.
When fully applied, the 3rd clutch prov
the power to the gear sets (672 & 6
through: the 3rd clutch (waved) plate (
and external teeth on the 3rd clutch p
assemblies (646) splined into the input s
& housing assembly (632); and, the in
nal teeth on the 3rd clutch plate assem
(647) splined to the 3rd sprag clutch (ou
race (653).
3RD SPRAG CLUTCH:
To release the 3rd clutch assembly (6

649), 3rd clutch/lo-1st fluid pressure
hausts through the apply passages in
input shaft & housing assembly (632)
driven sprocket support (609). In the
sence of fluid pressure, the 3rd clutch sp
guide & retainer (643) moves the 3rd cl
piston & seal assembly (642) and rele
the 3rd clutch (waved) plate (645) and
clutch plate assemblies (646-647) from
tact with the backing plate (648).
During the release of the 3rd clutch/lo
fluid, the retainer & ball assembly, loc
in the 3rd clutch piston & seal assem
(642), unseats. Centrifugal force, resul
from the rotation of the 3rd clutch pisto
seal assembly (642), unseats the chec
and forces residual 3rd clutch/lo-1st fl
through the unseated retainer & ball ass
bly. If this fluid did not completely
haust from behind the piston, there co
be a partial apply, or drag, of the 3rd cl
plates.
APPLIED
RELEASED
The 3rd clutch assembly (639-649), loc

inside the input shaft & housing assem
(632), is applied or ON during Third
Fourth Gear Ranges as well as Manual T
and Manual First Gear Ranges.
Figure 21
21
CUTAWAY
VIEW
Figure 15
15
APPLY COMPONENTS
DRIVEN SPROCKET SUPPORT:
2ND CLUTCH FEED:
The driven sprocket support (609), located behind the case cover
(400) and nested inside the barrel of the case (3), is the
primary component for fluid distribution to the clutch packs. A
cup bearing assembly (606) is pressed into the housing and
provides support for the driven sprocket (506). The driven
sprocket support also serves as the housing for the 4th clutch
piston assembly (603-604) and the 4th clutch piston return spring
assembly (602).
2nd clutch fluid from the control valve assembly is routed

through the case cover and into the driven sprocket support.
2nd clutch fluid then passes between the driven sprocket support housing and sleeve, and exits the housing at a groove
located between two seals. The seals ride on the inner diameter
of the 2nd clutch housing (617) which allows 2nd clutch fluid
to enter the housing and apply the clutch. See 2ND CLUTCH
APPLY, page 19.
HYDRAULIC FEED CIRCUITS:
3RD CLUTCH FEED:
LUBE (front):
Whenever the engine is running, line pressure from the pump

assembly (200) is fed through an orifice in the valve body
spacer plate (370), through the case cover assembly (400) and
to the driven sprocket support. Lube enters the driven sprocket
support housing and is routed between the housing and a sleeve
where it feeds the lubrication circuit. See LUBRICATION
CIRCUITS, page 104.
3rd clutch/lo-1st fluid from the control valve assembly is routed

through the case cover and into the driven sprocket support.
3rd clutch/lo-1st fluid then passes through the driven sprocket
support sleeve and into a drilled hole located between two seals
in the input shaft & housing assembly (632). 3rd clutch/lo-1st
fluid travels between the input shaft and sleeve, then enters the
3rd clutch piston housing (639) to apply the clutch. See 3RD
CLUTCH APPLY, page 20.
4TH CLUTCH FEED:
INPUT CLUTCH FEED:
Input clutch fluid from the control valve assembly (300) is

routed through the case cover and into the driven sprocket support. Input clutch fluid then passes through the driven sprocket
support sleeve and into a drilled hole located between two seals
in the input shaft & housing assembly (632). Input clutch fluid
pressure then forces the input clutch piston to move and apply
the clutch. See INPUT CLUTCH APPLY, page 22.
4th clutch fluid from the control valve assembly is routed through
the case cover and into the driven sprocket support. 4th clutch
fluid then passes through a hole in the support that is located
behind the 4th clutch piston to apply the clutch. See 4TH
CLUTCH APPLY, page 17.
Damaged or leaking seals (628) can cause sliping/delay/no
engagement of reverse, first, or third, and possible harsh or
soft 2-3/3-2 shift feel.
Damaged or leaking seals (612 & 613) can cause sliping/delay/
no engagement of second and possible harsh or soft 1-2 shift
feel.
CONTROL VALVE
BODY ASSEMBLY
(300)
INPUT CLUTCH FLUID
3RD CL/LO-1ST FLUID
2ND CLUTCH FLUID

4TH CLUTCH FLUID
LINE PRESSURE
4TH CLUTCH
HOUSING
DRIVEN SPROCKET
SUPPORT (609)
STATIONARY
CASE
COVER
(400)
16
LUBE
FLUID
2ND CLUTCH
HOUSING (617)
SEALS
(612 & 613)
Figure 16
OIL SEAL
RINGS
(628)
INPUT HOUSING
ASSEMBLY (632)
APPLY COMPONENTS
3RD CL/LO-1ST
APPLY FLUID
INPUT
CLUTCH
APPLY
FLUID
Plugged fourth
apply passage,
damaged
clutch plates,
return spring
assembly or
piston seals
can cause no
fourth/slips in
fourth.
4TH
CLUTCH
APPLY
FLUID
4TH CLUTCH:
The 4th clutch assembly, located

between the case cover (400) and the
driven sprocket support (609), is
applied ON in Fourth Gear Range
(Overdrive) only.
4TH CLUTCH APPLY:
To apply the 4th clutch, 4th clutch

apply fluid is fed through the driven
sprocket support (609) behind the 4th
clutch piston assembly (603-604).
Pressure from the 4th clutch apply fluid
DRIVEN
2ND
forces the piston to move towards the
SPROCKET
CLUTCH
LUBE
case cover (400) compressing the 4th
SUPPORT
APPLY
FLUID
clutch piston return spring assembly
(609)
FLUID
(FRONT)
(602) to cushion the apply. Travel of
the 4th clutch piston assembly (6034TH CLUTCH
4TH CLUTCH
INPUT CLUTCH
604) continues until the 4th clutch
APPLY PLATE APPLY PASSAGE 4TH CLUTCH
REACTION PLATE
PISTON
(502)
(500)
(steel) reaction plate (500), 4th
PISTON
SEAL
(603)
clutch plate assemblies (501) and
(OUTER)
(604)
4th clutch apply plates (502)
contact and are held against the
PISTON SEAL
case cover (400).
(INNER)
(605)
When fully applied, the

external teeth on the 4th
clutch (steel) plates (500),
splined to the case cover
(400) and the internal teeth
on the 4th clutch (fiber) plate
3RD CL/LO 1ST
APPLY PASSAGE
assemblies (501), splined to
the 4th clutch hub & shaft
assembly (504), prevent
the 4th clutch hub & shaft
assembly (504) from
rotating.
DRIVEN
SPROCKET
SUPPORT
(609)
RETAINING
RING
(601)
CASE
COVER
(400)
4TH CLUTCH
RELEASE:
To release the 4th

clutch, 4th clutch apply
fluid pressure exhausts,
allowing pressure the
4th clutch piston
assembly (603-604) to be
released. In the absence
of fluid pressure, spring
force from the 4th clutch
2ND CLUTCH
piston return spring assembly
APPLY PASSAGE
(602) moves the 4th clutch piston
assembly (603-604) away from the
case cover (400). This action allows
the 4th clutch (steel), reaction plate
(500) and the 4th clutch (fiber) plate
assemblies (501) to disengage with the
case cover (400), and release the 4th
clutch hub & shaft assembly (504)
allowing it to rotate.
4TH CLUTCH
HUB & SHAFT
ASSEMBLY
(504)
4TH CLUTCH
PLATE ASSEMBLY
(501)
4TH CLUTCH PISTON

RETURN SPRING
ASSEMBLY
(602)
500 501
502
501
502
LUBE
PASSAGE
(FRONT)
504
Figure 17
601
602
603
604
17
APPLY COMPONENTS
REVERSE SERVO ASSEMBLY:
REVERSE SERVO RELEASE:
39
The reverse servo assembly (39-49), located near

the top of the transaxle case (3), applies the reverse
band assembly (615) when Reverse Gear Range is
selected.
40
REVERSE SERVO APPLY:
To release the reverse servo assembly (39-49), reverse servo fluid pressure exhausts through the same
apply passage in the case, allowing pressure at the
reverse servo piston (44) to be released. Spring
force from: the return spring (49); reverse servo
cushion spring (45); and, the reverse servo cushion
spring (47), move the reverse servo piston (44) and
apply pin (48) away from the reverse band assembly
(615) to release the band. When released, the 2nd
clutch housing (617) can rotate as required for other
gear ranges.
41
42
43
44
47
45
To apply the reverse servo assembly (39-49), reverse servo apply fluid is fed through the case (3)
between the servo cover (40) and the reverse servo
piston (44). Pressure from the reverse servo apply
fluid forces the piston and selective apply pin (48)
to move towards the reverse band assembly (615).
This movement compresses the reverse servo cushion spring (45) return spring (49) and reverse servo
cushion spring (47) allowing the apply pin (48) to
compress the reverse band assembly (615). When
the band is compressed, the 2nd clutch housing (617)
is held stationary. Reverse Gear engagement feel is
controlled by: the reverse servo cushion spring (45)
and return spring (49); the reverse servo cushion
spring (47); the apply pin (48); the reverse band
assembly (615) and second clutch housing (617).
SPRING RETAINER
1ST & 2ND
(17)
CASE
(3)
REVERSE
SERVO
APPLY
FLUID
48
The reverse band assembly (615), located under the

reverse servo assembly (39-49), is applied or ON
during Reverse Gear Range only. The band wraps
around the second clutch housing (617) and is held
in position by the band anchor pin (117). When
compressed by the reverse servo assembly (39-49),
it holds the 2nd clutch housing (617), reverse reaction drum (669) and input carrier assembly (672)
allowing the transaxle to operate in Reverse.
INTERNAL
RETAINING RING
(42)
SERVO
COVER
(40)
RETAINING
RING
(39)
CUSHION
SPRING
(45)
46
REVERSE BAND:
"O" RING
SEAL
(41)
CUSHION
SPRING
(47)
REVERSE
SERVO
PISTON
(44)
CUSHION
SPRING
RETAINER
(46)
PISTON
SEAL RING
(43)
RETURN
SPRING
(49)
APPLY PIN
(48)
49
ANCHOR
PIN
(117)
18
No servo apply can

cause no reverse/slips
in reverse, and can be
caused by servo
piston oil seal (43)
damaged or rolled.
Harsh servo apply can
be caused by servo
cushion spring (45)
broken or missing.
REVERSE BAND
ASSEMBLY
(615)
2ND CLUTCH
HOUSING
(617)
Figure 18
REVERSE BAND
ASSEMBLY
(615)
APPLY COMPONENTS
2ND CLUTCH
HOUSING
(617)
618
During the release of the 2nd clutch fluid, the retainer

& ball assembly (618), located in the 2nd clutch
housing (617), unseats. Centrifugal force, resulting
from the rotation of the 2nd clutch housing (617),
unseats the checkball and forces residual 2nd clutch
fluid to the outside of the piston housing and through
the unseated retainer & ball assembly (618). If this
fluid did not completely exhaust from behind the
piston, there could be a partial apply, or drag, of the
2nd clutch plates.
APPLIED
RELEASED
2ND CLUTCH:
SNAP
RING
(622)
2ND CLUTCH APPLY:
To apply the 2nd clutch, 2nd clutch apply fluid is

fed through the driven sprocket support (609) to the
inner hub of the 2nd clutch housing (617). Feed
holes in the hub allows 2nd clutch apply fluid to
enter the 2nd clutch housing (617) behind the 2nd
clutch piston (620); seats the retainer and ball
assembly (618) and moves the piston to compress
the apply ring & release spring assembly (621). The
piston continues to move, compressing the 2nd clutch
wave plate (623), until the 2nd clutch apply plate
(716), 2nd clutch reaction plates (625) and 2nd clutch
plate assemblies (624) are held against the backing
support ring plate (626).
When fully applied, the 2nd clutch provides the
power to the gear sets (672 & 675) through the:
waved plate (623); (steel) tapered apply reaction
plate (716); (steel) reaction plates (625) external teeth
splined to the 2nd clutch housing (617); and, the
2nd clutch plate assemblies (624) internal teeth
splined to the hub on the input housing assembly
(631-659).
620
621
622
623
WAVED
PLATE
(623)
SNAP
RING
(627)
RETAINER & BALL

ASSEMBLY
(618)
BACKING
PLATE
(626)
RELEASE SPRING
& APPLY RING
(621)
REACTION
PLATE
(625)
2ND CLUTCH
APPLY
FLUID
2ND CLUTCH
APPLY REACTION
PLATE (TAPERED)
(716)
PLATE
ASSEMBLY
(624)
2ND CLUTCH RELEASE:
To release the 2nd clutch assembly (621-627), 2nd

clutch apply fluid pressure exhausts through the apply
passages in the inner hub of the 2nd clutch housing
(617) and driven sprocket support (609). In the
absence of fluid pressure, the apply ring & release
spring assembly (621) move the 2nd clutch piston
(620) and releases the 2nd clutch reaction plates
(625 & 716) and 2nd clutch plate assemblies (624)
from contact with the backing support ring plate
(626).
EX
The 2nd clutch assembly (617-627), located between

the driven sprocket support (609) and the input clutch
assembly (631-659), is applied or ON during
Second, Third and Fourth Gear Ranges as well as
Manual Third and Manual Second Gear Ranges.
Clutch not
releasing can
cause second gear
start or no 2-1
downshift and can
be caused by:
1-2 shift valve
(318) stuck or
binding.
Debris in control
valve body (301).
Clutch not applying
can cause first
gear only and can
be caused by
damaged or
malfunctioning
second clutch
assembly.
PISTON
WITH
MOLDED SEAL
(620)
716
625
626
627
624
Figure 19
19
APPLY COMPONENTS
3RD CLUTCH:
3RD CLUTCH RELEASE:
The 3rd clutch assembly (639-649), located

inside the input shaft & housing assembly
(632), is applied or ON during Third and
Fourth Gear Ranges as well as Manual Third
and Manual First Gear Ranges.
To release the 3rd clutch assembly (639-649),

3rd clutch/lo-1st fluid pressure exhausts
through the apply passages in the input shaft
& housing assembly (632) and driven sprocket
support (609). In the absence of fluid pressure, the 3rd clutch spring guide & retainer
(643) moves the 3rd clutch piston & seal
assembly (642) and releases the 3rd clutch
(waved) plate (645) and 3rd clutch plate
assemblies (646-647) from contact with the
backing plate (648).
During the release of the 3rd clutch/lo-1st
fluid, the retainer & ball assembly, located in
the 3rd clutch piston & seal assembly (642),
unseats. Centrifugal force, resulting from the
rotation of the 3rd clutch piston & seal assembly (642), unseats the checkball and forces
residual 3rd clutch/lo-1st fluid through the
unseated retainer & ball assembly. If this
fluid did not completely exhaust from behind
the piston, there could be a partial apply, or
drag, of the 3rd clutch plates.
3RD CLUTCH APPLY:
To apply the 3rd clutch, 3rd clutch/lo-1st fluid

is fed through the driven sprocket support
(609) and into the input shaft & housing assembly (632). A feed hole in the input shaft
allows 3rd clutch/lo-1st fluid to enter between
the 3rd clutch piston housing (639) and 3rd
clutch piston & seal assembly (642). Fluid
pressure seats the retainer & ball assembly
and moves the piston to compress the 3rd
clutch spring guide & retainer (643). The
piston continues to move until it contacts and
holds the 3rd clutch (waved) plate (645) and
3rd clutch plate assemblies (646-647) against
the backing plate (648). The 3rd clutch
(waved) plate (645) is used to cushion the
apply of the 3rd clutch.
When fully applied, the 3rd clutch provides
the power to the gear sets (672 & 675)
through: the 3rd clutch (waved) plate (645)
and external teeth on the 3rd clutch plate
assemblies (646) splined into the input shaft
& housing assembly (632); and, the internal
teeth on the 3rd clutch plate assemblies (647)
splined to the 3rd sprag clutch (outer) race
(653).
INPUT SHAFT
& HOUSING
ASSEMBLY
(632)
APPLIED
INPUT SHAFT
& HOUSING ASSEMBLY
(632)
3RD CLUTCH
PISTON & SEAL
ASSEMBLY
(642)
RELEASED
EX
3RD CLUTCH
SPRING GUIDE
& RETAINER
(643)
SNAP
RING
(649)
RETAINER & BALL

ASSEMBLY
3RD CLUTCH/
LO-1ST
APPLY
FLUID
LUBE
PASSAGE
BACKING
PLATE
(648)
SNAP
RING
(640)
"O" RING
SEAL
(638)
SEAL
(INNER)
(641)
3RD CLUTCH
PLATE
ASSEMBLY
(647)
3RD CLUTCH
PISTON HOUSING
(639)
3RD CLUTCH
PLATE
ASSEMBLY
(646)
Clutch not releasing can cause

third gear only.
Clutch not applying can cause
no third gear.
639
640
642
OIL
RING
SEAL
(628)
643
WAVED
PLATE
(645)
640
645
646
647
20
Figure 20
648
649
APPLY COMPONENTS
3RD SPRAG CLUTCH:
3RD SPRAG CLUTCH RELEASE:
The 3rd sprag clutch assembly (653, 661, 717-721), located

inside the input shaft & housing assembly (632), mechanically
holds the input sun gear (668) during Overdrive Range Third
Gear as well as Manual Third and Manual First Gear ranges.
The 3rd sprag clutch assembly releases whenever the 3rd clutch
releases, or when its elements overrun (freewheel). An overrunning condition occurs in Overdrive Range Fourth Gear when
the input sun gear is held by the fourth clutch hub & shaft
assembly (504). Since the 3rd clutch assembly is applied (driving the 3rd sprag outer race) while the inner race is held by the
fourth clutch shaft, the sprag elements pivot (energizing spring
deflects) and disengage from the races. In this situation the 3rd
sprag clutch outer race overruns the stationary inner race.
3RD SPRAG CLUTCH HOLDING:
When the 3rd clutch assembly (639-649) is applied, the internal

teeth on the 3rd clutch plate assemblies (647), splined to the 3rd
sprag clutch outer race (653), holds the race and rotates it in the
same direction and speed as the input shaft & housing assembly.
The inner race and retainer assembly (661), which is splined to
the input sun gear (668), is trying to rotate at a faster speed than
the 3rd sprag clutch outer race. When this occurs, the sprag
elements which are suspended between the inner and outer race
with energizing springs, wedge between the inner and outer
races to force the inner race to rotate at the same speed as the
outer race. The result is a direct drive (1:1) gear ratio through
the gear sets during 3rd gear operation.
3rd sprag clutch damaged can cause no third gear and no

engine braking in manual first.

INPUT SPRAG
INNER RACE
(661)
ENERGIZING
SPRING
COMPRESSED
OUTER
RACE
(653)
3RD SPRAG
OUTER RACE
(653)
3RD SPRAG
ASSEMBLY
(720)
3RD SPRAG CLUTCH

HOLDING/DRIVING
3RD
SPRAG
(720)
INNER
RACE
(661)

PREVENTED FROM ROTATING AT A FASTER SPEED

OUTER
RACE
(653)
ENERGIZING
SPRING
DEFLECTED
HELD
3RD SPRAG CLUTCH
OVERRUNNING
3RD
SPRAG
(720)
INNER
RACE
(661)
3RD CLUTCH
SPRAG RETAINER
(718)
SPIRAL LOCK
RING
(717)
END
BEARING
(719)
CENTER
BEARING
(721)

IS HELD STATIONARY THROUGH 4TH CLUTCH SHAFT
717
718
719
720
721
Figure 21
653
661
21
APPLY COMPONENTS
INPUT CLUTCH:
INPUT CLUTCH APPLY:
INPUT CLUTCH RELEASE:
The input clutch assembly (637-640 & 654659), located inside the input shaft & housing assembly (632), is applied or ON in
First and Second Gear Ranges, as well as
Manual Third, Manual Second, Manual First
and Reverse Gear Ranges.
To apply the input clutch, input clutch fluid

is fed through the driven sprocket support
(609) and into the input shaft & housing assembly (632). A feed hole in the input shaft
allows input clutch fluid to enter between the
input clutch piston assembly (635-636) and
input shaft & housing assembly (632). Fluid
pressure seats the retainer & ball assembly
(633) and moves the piston to compress the
633 input spring & retainer assembly (637). The
piston continues to move until it contacts the
input clutch apply plate (654), compresses
the input clutch (waved) plate (655) to cushion the apply, and, holds the input clutch
plates (656 & 657) against the backing clutch
plate (658) and snap ring (659).
INPUT SHAFT
& HOUSING ASSEMBLY
(632)
RELEASED
SEAL
INPUT CLUTCH
(OUTER) APPLY PLATE
(635)
(654)
During the release of the input clutch fluid,

the retainer & ball assembly (633), located in
the input clutch housing (632), unseats. Centrifugal force, resulting from the rotation of
the input shaft & housing assembly (632),
forces residual input clutch fluid to the outer
perimeter of the piston housing and through
the unseated retainer & ball assembly (633).
If this fluid did not completely exhaust, there
could be a partial apply, or drag, of the input
clutch plates.
WAVED
PLATE
(655)
INPUT CLUTCH
PLATE
ASSEMBLY
(656)
INPUT CLUTCH
PLATE (FLAT)
ASSEMBLY
(657)
EX
APPLIED
When fully applied, the input clutch provides

the power to the gear sets (672 & 675)
through: the external teeth on the input clutch
(waved) plate (655) and input clutch (steel)
plates (657) splined to the input shaft & housing assembly (632); and, the internal teeth on
the input clutch (fiber) plate assemblies (656)
splined to the sprag outer race (665).
To release the input clutch assembly (637640 & 654-659), input clutch fluid pressure
exhausts through the apply passage in the
input shaft & housing assembly (632) and
driven sprocket support (609). In the absence of fluid pressure, the input spring &
retainer assembly (637) moves the input
clutch piston assembly (635-636) and releases
the input clutch apply plate (654), input clutch
(waved) plate (655), and the input clutch
plates (656 & 657) from the backing clutch
plate (658) and snap ring (659).
SNAP
RING
(659)
RETAINER & BALL

ASSEMBLY
(633)
BACKING
PLATE
(658)
LUBE
PASSAGE
INPUT SHAFT
& HOUSING
ASSEMBLY
(632)
"O" RING
SEAL
(638)
INPUT
CLUTCH
APPLY
FLUID
INPUT SPRING
& RETAINER
ASSEMBLY
(637)
If inoperative the input clutch

can cause no forward or no
reverse.
636
637
639
SNAP
RING
(640)
SEAL
(INNER)
(634)
640
654
655
INPUT CLUTCH
PISTON
(636)
3RD CLUTCH
PISTON HOUSING
(639)
656
657
22
Figure 22
658
659
APPLY COMPONENTS
INPUT SPRAG CLUTCH:
The input clutch sprag assembly (661, 665, 719, 721 & 722),
located inside the input shaft & housing assembly ((632), mechanically holds the input sun gear (668) during Overdrive Range
First Gear as well as Manual Third, Manual First and Reverse
Gear Ranges.
INPUT SPRAG CLUTCH HOLDING:
The input clutch assembly (637-640 & 654-659) is applied when

the internal teeth on the input clutch (fiber) plate assemblies
(656) - splined to the input sprag clutch outer race (665) - drive
the outer race in the same direction and speed as the input shaft
& housing assembly (632). The inner race and retainer assembly (661) is splined to the input sun gear (668) which is held
stationary by the weight of the vehicle. Since the outer race of
the sprag is forced to rotate while the inner race is stationary,
OUTER RACE (665) HELD - SPRAG (722)
FORCES INNER RACE (661) TO ROTATE AT
INPUT HOUSING SPEED
the sprag elements which are suspended between the inner and
outer race with energizing springs, wedge between the inner and
outer races. This results in a mechanical lock-up of the sprag
elements which forces the input sun gear to rotate at the same
speed as the input shaft & housing assembly. Power is now
provided to the planetary gear sets (672 & 675) during Overdrive Range First Gear, Manual First and Reverse Gear ranges.
INPUT SPRAG CLUTCH RELEASE:
The input sprag clutch assembly releases whenever the input

clutch releases or when its elements overrun (freewheel). An
overrunning condition occurs in Overdrive Second Gear Range
or Manual Second Gear Range when the inner race and retainer
assembly rotates faster than the input sprag clutch outer race.
When this occurs, the sprag elements pivot (energizing spring
deflects) and disengage the power flow from the outer race to
the inner race.
INPUT SPRAG
INNER RACE
(661)
ENERGIZING
SPRING
COMPRESSED
OUTER
RACE
(665)
INPUT SPRAG
OUTER RACE
(665)
INPUT SPRAG
ASSEMBLY
(722)
INPUT SPRAG CLUTCH

HOLDING/DRIVING
INPUT
SPRAG
(722)
INNER
RACE
(661)
SPRAG (722) RELEASES (OVERRUNS) WHEN

ROTATES FASTER THAN THE OUTER RACE (665)
OUTER
RACE
(665)
ENERGIZING
SPRING
DEFLECTED
INPUT SPRAG CLUTCH

OVERRUNNING
INPUT
SPRAG
(722)
INNER
RACE
(661)
CENTER
BEARING
(721)
END
BEARING
(719)

ROTATES FASTER THAN OUTER RACE (665)
721
722
665
719
661
If inoperative the
input sprag clutch
can cause no
forward and no
reverse.
Figure 23
23
APPLY COMPONENTS
2/1 MANUAL SERVO ASSEMBLY:
2/1 MANUAL
The 2/1 manual servo assembly (104-116), located in the bottom of the case
BAND
ANCHOR PIN assembly (3), applies the 2/1 manual band assembly (680) when Manual
Second and Manual First Gear Ranges are selected.
(102)
2/1 MANUAL BAND

ASSEMBLY
(680)
2/1 MANUAL SERVO APPLY:
REACTION
SUN GEAR DRUM
(678)
115
114
113
An inoperative 2/1
manual servo
assembly can
cause no engine
braking in manual
second (second
gear) and manual
first (first gear).
To apply the 2/1 manual servo assembly (104-116), fluid in the manual 2/1
servo feed passage passes through the case (3) and manual servo apply pipe
(125) to the 2/1 manual servo piston (108). Fluid pressure between the 2/1
manual servo body cover (104) and 2/1 manual servo piston (108) forces the
piston and 2/1 manual apply pin (111) to move towards the 2/1 band assembly
(680). This movement compresses the 2/1 manual servo cushion spring (109)
and 2/1 manual servo return spring (112) allowing the apply pin (111) to
compress the 2/1 band assembly (680). When the band is compressed, the
reaction sun gear & drum assembly (678) is held stationary. 2/1 manual servo
apply feel is primarily controlled by the 2/1 manual cushion spring (109) and
the 2/1 manual return spring (112).
2/1 MANUAL SERVO RELEASE:
To release the 2/1 manual servo assembly (104-116), the gear selector lever
must be positioned in a gear range other than Manual Second or Manual First
Gear Range. This allows manual 2/1 servo feed fluid to exhaust through the
apply passages and release pressure between the 2/1 manual servo piston
(108) and the 2/1 manual servo body cover (104). Spring force from the 2/1
manual servo return spring (112) and 2/1 manual servo cushion spring (109)
moves the 2/1 manual servo piston (108) and apply pin (111) away from the
2/1 band assembly (680) to release the band. When released, the reaction sun
gear & drum assembly (678) can rotate if Park or Neutral Gear has been
selected.
REACTION
SUN GEAR
DRUM
(678)
2/1 BAND ASSEMBLY:
The 2/1 band assembly

(680), located above the 2/1
manual servo assembly
(103-115), is applied during
Manual Second and Manual
First Gear Ranges only. The
band wraps around the reaction sun gear drum assembly (678) and is held in position by the 2/1 band anchor pin (102). When compressed, the 2/1 band assembly (680) holds the reaction
sun gear drum assembly
(678) to provide engine
braking for Manual First &
Second Gear Range Operation only.
112
111
110
109
108
2/1 BAND
ASSEMBLY
(680)
2-1 MANUAL
BAND SERVO
BODY
(114)
CUSHION
SPRING
RETAINER
(110)
107
2-1 MANUAL
BAND SERVO
APPLY PIPE
(125)
106
124
125
104
103
24
105
2-1 MANUAL
BAND SERVO
APPLY PIN
(111)
FORWARD BAND
SERVO
APPLY PIPE
(124)
MANUAL 2-1
SERVO
APPLY
FLUID
RETURN
SPRING
(112)
RETAINING
CLIP (TOP)
(116)
LIP
SEAL
(107)
O-RING
SEAL
(113)
EXHAUST
SCREEN
(115)
(Air Bleed w/Debris Screen)
2-1 MANUAL BAND
SERVO BODY COVER
(104)
Figure 24
RETAINING
CLIP (BOTTOM)
(106)
CUSHION
SPRING
(109)
2-1 MANUAL BAND

SERVO PISTON
(108)
APPLY COMPONENTS
The forward band assembly (688), located behind the forward servo assembly (12-22), is applied or ON during
all forward gear ranges. The band
wraps around the 1/2 support roller
clutch assembly (681-687) and is held
in position by the band anchor pin
(117). When compressed by the forward servo assembly (12-22), it holds
the 1/2 support roller clutch assembly
(681-687) allowing the transaxle to
operate in all forward drive ranges.
1/2 SUPPORT AND DRUM

(687)
FORWARD BAND
ASSEMBLY
(688)
FORWARD BAND ASSEMBLY:
If inoperative, the forward servo

assembly can cause no forward in
overdrive range and manual third.
Forward will be available in
manual second and manual first.
FORWARD SERVO APPLY:

FORWARD BAND
ANCHOR PIN
(117)
To apply the forward servo assembly

(12-22), drive servo apply fluid is fed
through the case (3), into the forward
band apply pin (21) and between the
forward servo cover (13) and forward
servo piston (16). Pressure from the
drive servo apply fluid forces the piston and forward band apply pin (21) to
move towards the forward band assembly (688). The forward servo piston
(16) compresses the forward servo
cushion spring (19) and servo return
spring (22) allowing the forward band
apply pin (21) to compress the forward band assembly (688). When the
band is compressed, the 1/2 support
roller clutch assembly (681-687) is held
stationary. Forward gear engagement
feel is controlled by: the forward servo
cushion spring (19); the servo return
spring (22); and, the forward band apply pin (21).
FORWARD BAND
ASSEMBLY
(688)
1/2 SUPPORT
AND DRUM
(687)
CUSHION
SPRING
RETAINER
(20)
PISTON
LIP SEAL
(18)
CUSHION
SPRING
(19)
FORWARD
BAND SERVO
PISTON
(16)
FORWARD SERVO RELEASE:
To release the forward servo assembly

(12-22), drive servo apply fluid pressure between the forward servo piston
(16) and forward servo cover (13) exhausts through the forward band apply
pin (21) and through the apply passage in the case (3). Spring force from
the servo return spring (22) and forward servo cushion spring (19) move
the forward servo piston (16) and forward band apply pin (21) away from
the forward band assembly (688), releasing the band. When released, the
1/2 support roller clutch assembly
(681-687) will rotate.
INTERNAL
RETAINING
RING
(15)
FORWARD BAND
SERVO PISTON
APPLY PIN
(21)
FORWARD
SERVO
APPLY
FLUID
21
20
2-1 MANUAL BAND

SERVO COVER
(104)
FORWARD BAND
SERVO APPLY PIPE
(124)
22
19
SQUARE CUT
SEAL
(105)
18
Figure 25
16
RETURN
SPRING
(22)
15
SEAL
(14)
14
FORWARD BAND
SERVO COVER
(13)
13
12
25
APPLY COMPONENTS
1/2 SUPPORT ROLLER CLUTCH ASSEMBLY
The 1/2 support roller clutch assembly (683), located between the reaction sun gear drum (678)
and 1/2 support and drum (687), holds the reaction
sun gear drum (678) during Overdrive Range First
and Second Gear Ranges.
1/2 SUPPORT ROLLER

CLUTCH ASSEMBLY
(683,686,687)
1/2 SUPPORT ROLLER CLUTCH HOLDING:
In Park, Neutral and Reverse Gear Ranges, the 1/2

support roller clutch assembly (683) and the reaction sun gear drum (678) rotate freely in the opposite direction of the driven sprocket (506). When
the forward band assembly (688) is applied it stops
the rotation of the 1/2 support and drum assembly.
Since the reaction sun gear drum (678) is attached
to the outer race, the roller assembly (683) is forced
to the narrow end of the ramp and wedges between
the inner race and outer race. When this occurs,
1/2 SUPPORT AND

OUTER RACE (687) HELD STATIONARY
DRUM (687)
(OUTER RACE)
SPRING
HO
N
LD I
the reaction sun gear drum (678) is held to provide

power flow through the reaction carrier (675).
1/2 SUPPORT ROLLER CLUTCH RELEASE:
The 1/2 support roller clutch assembly (683 &

687) releases when it overruns or when the forward band assembly (688) is not Applied. An
overrunning condition occurs when the transaxle
is in Overdrive Third or Fourth Gear Range and
also in Manual Third Gear Range. Power flow
through the reaction carrier assembly (675) causes
the reaction sun gear drum and outer race (678) to
rotate, moving the 1/2 support roller clutch rollers
to the wide end of the ramp. When this occurs,
the 1/2 support roller clutch (683) releases and the
1/2 support outer race overruns the stationary 1/2
support roller clutch inner race (687).
REACTION
SUN GEAR
DRUM ASSEMBLY
(678)
1/2 SUPPORT
AND DRUM
(687)
1/2 SUPPORT
ROLLER CLUTCH
HOLDING
HELD
ROLLER
ASSEMBLY
(683)
REACTION
SUN GEAR
DRUM ASSEMBLY
(678)
INNER RACE (687) HOLDING - PREVENTS
THE REACTION SUN GEAR DRUM (678)
FROM ROTATING OPPOSITE TO INPUT
HOUSING ROTATION
OUTER RACE (687) HELD STATIONARY

1/2 SUPPORT AND
DRUM (687)
SPRING
(OUTER RACE)
1/2 SUPPORT
ROLLER CLUTCH
OVERRUNNING
HELD
REACTION
SUN GEAR
DRUM ASSEMBLY
(678)
ROLLER
ASSEMBLY
(683)
OUTER RACE (678) ROTATES AS THE

INNER RACE (687) REMAINS STATIONARY
678
685
683
687
THRUST
BEARING
(685)
BUSHING
(686)
1/2 SUPPORT
ROLLER
ASSEMBLY
(683)
Inoperative 1/2 support roller

clutch assembly can cause
no forward in overdrive
range and manual third.
Forward will be available in
manual second and manual
first.
26
Figure 26
PLANETARY GEAR SETS

PLANETARY GEAR SETS:
Planetary gear sets are commonly used in an automatic transaxle

and they are the main mechanical devices responsible for automatically changing gear ratios. The physical arrangement of its
component parts and their rotation around an axis (center line
to the axles) is the primary reason why a planetary gear set was
given this name. This arrangement not only provides for a
strong and compact transaxle component, but it also evenly
distributes the energy forces flowing through the gear set. Another benefit gained by this arrangement is that gear clash (a
common occurrence with manual transmissions) is eliminated
because the gear teeth are always in mesh.
General Component Arrangement and Function:
All planetary gear sets contain at least three main components:

a sun gear
a carrier assembly with planet pinion gears, and
an internal gear.
One of the main components, the sun gear, is located at the

center of the planetary gear set and has planet pinion gears
revolving around it. These planet pinion gears have gear teeth
that are in constant mesh with the sun gear and an internal ring
gear that encompasses the entire gear set. Torque from the
engine (input torque) is transferred to the gear set and forces at
least one of these components to rotate. Since all three main
components are in constant mesh with each other, the remaining components are often forced to rotate as a reaction to the
input torque. After input torque passes through a gear set, it
changes to a lower or higher torque value known as output
torque. Output torque then becomes the force that is transmitted to the vehicles drive axles.
As stated above, when engine torque is transferred through a
gear set, the output torque from the gear set either increases or
decreases. If output torque is higher than input torque, then the
gear set is operating in reduction (1st and 2nd gear ranges). On
the other hand, if output torque is lower than input torque, then
the gear set is operating in overdrive (4th gear). A third pos-
INPUT
CARRIER
ASSEMBLY
(672)
sible condition also exits and that is when input torque equals
output torque. This condition is called direct drive because
neither reduction nor overdrive occurs through the gear set. To
achieve these various operating conditions, specific components of the gear set must provide the input torque while other
components must be held stationary. Detailed explanations of
these gear set functions are provided on pages 28 and 29.
Torque vs Speed:
Another transaxle operating condition directly affected by input and output torque through a gear set is the relationship of
torque with output speed. As an automatic transaxle shifts
from 1st to 2nd to 3rd to 4th gear, the overall output torque to
the wheels decreases as the speed of the vehicle increases
(when input speed and input torque are held constant). Higher
output torque and lower output speed is used in 1st gear to
provide the necessary power for moving heavy loads. However, once the vehicle is moving and the speed of the vehicle
increases, less torque is required to maintain that speed. This
arrangement provides for a more efficient operation of the
powertrain.
Hydra-matic 4T65-E Gear Sets:
The Hydra-matic 4T65-E transaxle combines two gear sets that

provide five gear ratios (four forward and one reverse) for
transferring torque to the drive axles. The four main components used in these gear sets are:
the input sun gear (668)
the input carrier assembly (672) with an internal
gear for the reaction carrier
the reaction carrier assembly (675) with an internal
gear for the input carrier, and
the reaction sun gear and drum assembly (678).
Another gear set used in the Hydra-matic 4T65-E transaxle is

the differential/final drive carrier assembly (700). Information
regarding its purpose and function is discussed on page 30.
Gearset failure can cause noise and loss of drive.
REACTION
CARRIER
ASSEMBLY
(675)
INPUT
SUN
GEAR
(668)
REACTION
CARRIER
ASSEMBLY
(675)
INPUT
CARRIER
ASSEMBLY
(672)
Figure 27
REACTION
SUN
GEAR
(678)
27
PLANETARY GEAR SETS

REDUCTION:
Increasing the torque is generally known as operating in

reduction because there is always 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 the output speed decreases.
Reduction occurs in First Gear and Second Gear Ranges, when
the reaction sun gear drum assembly (678) is held stationary
through the 1/2 support roller clutch assembly (683-687). The
planetary pinions on the reaction carrier assembly (675) are
forced to rotate in a counterclockwise direction and walk
around the stationary reaction sun gear drum assembly (678).
This rotation of the reaction carrier assembly (675) allows the
transaxle to operate in gear reduction.
Direct drive occurs in Overdrive Range Third Gear when the

second clutch assembly (617-627) drives the input carrier
assembly (672) while the third sprag clutch assembly (653,
661, 717,-721) prevents the input sun gear (668) from turning
faster than turbine speed. With these two members of the
planetary gear set rotating in the same direction and at the same
speed the transaxle is operating in direct drive.
OVERDRIVE:
Operating a transaxle in overdrive enables the output speed of

the transaxle to be greater than the input speed. This mode of
operation allows a vehicle to maintain a relatively high road
speed with a reduced engine speed to improve fuel economy.
When the transaxle is operating in overdrive, the output speed
increases while the output torque decreases proportionally.
DIRECT DRIVE:
Direct drive is obtained when any two members of the planetary

gear set rotate in the same direction at the same speed forcing
the third member to also rotate at the same speed. In this mode
of operation the planetary pinion gears do not rotate on their
pins, but act as wedges to drive the entire gear set as one
rotating part. Thus, the output speed of the transaxle 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).
Overdrive occurs in Overdrive Range Fourth Gear when the

input sun gear (668) is held stationary by the fourth clutch shaft
(504) and power is applied to the input carrier assembly (672).
The input carrier planetary pinions walk around the stationary
input sun gear (668) driving the reaction carrier assembly (675)
faster than the input carrier assembly (672). The transaxle is
now capable of operating in overdrive.
REVERSE:
A planetary gear set reverses its direction of rotation when the

input carrier is held stationary and power is applied to a sun
gear. This causes the planet pinions to act as idler gears thus
driving the output member in the opposite direction.
Reverse direction of rotation occurs in Reverse Gear Range
when the input carrier assembly (672) is held stationary through
the reverse band assembly (615) and reverse reaction drum
(669). The input sun gear (668) provides the power to the input
carrier pinion gears thus driving the reaction carrier assembly
(675) in the opposite direction. The transaxle is now operating
in reverse.
REDUCTION
FIRST GEAR
(672)
DRIVEN
(668)
DRIVING
(675)
DRIVING
DRIVEN
INPUT
CARRIER
ASSEMBLY
(672)
(675)
DRIVEN
DRIVING
REACTION
CARRIER
ASSEMBLY
(675)
DRIVING
INPUT
SUN
GEAR
(668)
(672)
DRIVING
28
INTERNAL
GEARS
(678)
HELD
Figure 28
HELD
REACTION
SUN
GEAR
(678)
PLANETARY GEAR SETS

REDUCTION
SECOND GEAR
DRIVING
INPUT
CARRIER
ASSEMBLY
(672)
(675)
DRIVEN
(672)
DRIVING
(678)
HELD
INTERNAL
GEARS
DIRECT DRIVE
THIRD GEAR
(672)
DRIVING
DRIVEN
REACTION
CARRIER
ASSEMBLY
(675)
DRIVING
INPUT
CARRIER
ASSEMBLY
(672)
(668)
DRIVING
HELD
REACTION
SUN
GEAR
(678)
DRIVEN
REACTION
CARRIER
ASSEMBLY
(675)
DRIVING
INPUT
SUN
GEAR
(668)
(675)
DRIVEN
INTERNAL
GEARS
OVERDRIVE
FOURTH GEAR
(672)
DRIVING
DRIVING
INPUT
CARRIER
ASSEMBLY
(672)
(668)
HELD
DRIVEN
REACTION
CARRIER
ASSEMBLY
(675)
HELD
INPUT
SUN
GEAR
(668)
(675)
DRIVEN
INTERNAL
GEARS
REVERSE
(672)
HELD
HELD
INPUT
CARRIER
ASSEMBLY
(672)
(668)
DRIVING
DRIVEN
REACTION
CARRIER
ASSEMBLY
(675)
DRIVING
INPUT
SUN
GEAR
(668)
(675)
DRIVEN
INTERNAL
GEARS
Figure 29
29
FINAL DRIVE COMPONENTS

510
689
693
694
696
697
700
713
FINAL DRIVE AND DIFFERENTIAL ASSEMBLIES:
All Hydra-matic transaxles (transversely mounted to the body)

are required to transfer the power from the final drive sun gear
shaft (689) to the drive axles of the vehicle. This is accomplished by the final drive and differential components located at
the output end of the gear train. These components perform the
same function as the rear axle assembly found in all rear wheel
drive vehicles.
FINAL DRIVE
INTERNAL GEAR
(693)
OUTPUT SHAFT
(510)
PARKING
GEAR
(696)
DIFFERENTIAL
CARRIER
(700)
SPEED SENSOR
ROTOR
(713)
LUBE
PASSAGES
FINAL DRIVE
SUN GEAR SHAFT
(689)
REAR LUBE
PASSAGE
FINAL DRIVE
PLANETARY PINION
(711)
FINAL DRIVE
SUN GEAR
(697)
FINAL DRIVE ASSEMBLY:
The final drive assembly is a planetary gear set consisting of: a

final drive internal gear (693) splined to the case (3); a final
drive sun gear (697) splined to the final drive sun gear shaft
(689); and, the final drive planetary pinions located in the differential and final drive carrier assembly (700).
The final drive planetary gear set operates in reduction at all
times. Power through the final drive sun gear shaft (689) drives
the final drive sun gear (697) in the same direction as engine
rotation, but forces the final drive planetary pinion gears (711)
30
to rotate in the opposite direction inside the final drive internal

gear (693). Since the final drive internal gear (693) is held
stationary by the case (3), the differential and final drive carrier
assembly (700) rotates in the same direction as engine rotation.
The gear ratio of the final drive and differential assemblies
performs the same functions as the ring and pinion gears in a
conventional rear axle unit. It is a fixed final drive axle ratio
that is required to match the engine power and drive train to the
vehicle requirements for all normal operating conditions.
Figure 30
DIFFERENTIAL COMPONENTS
DIFFERENTIAL CARRIER ASSEMBLY:
The (final drive) differential carrier assembly (700) provides the means for allowing one driving wheel to travel
faster than the other when the vehicle is going around
corners or curves. (The wheel on the outside of the
curve has to turn faster.) The differential carrier assembly (700) consists of: a differential and final drive carrier assembly; four bevelled gears; and, a differential
pinion shaft (701). Two bevelled gears, the differential
side gears (705), are splined to the axle shafts (the left
hand axle shaft is splined to the output shaft (510) which
connects with the side gear). The other two bevelled
gears, the differential pinion gears (704), act as idlers to
transfer the power from the differential carrier (700) to
the differential side gears (705). The differential pinion
gears (704) also balance the power load between the
differential side gears (705) while allowing unequal axle
rotation speeds when the vehicle is in a curve.
701
700
704
A noise condition, usually a hum (under light throttle

or turns), will be associated with a final drive/differential condition.
705
705
704
Final drive/differential failure can cause loss of drive.
TURNING
OUTER WHEEL
110% DIFFERENTIAL
CARRIER SPEED
OUTPUT
SHAFT
(510)
IN
L TURNS
FAS
WHEE
ER
TE
T
R
OU
U
EEL T RNS S
LO
WH
W
ER
E
N
DIFFERENTIAL
CARRIER
(700)
RIGHT AXLE
SHAFT
DIFFERENCE OF WHEEL TRAVEL AS A

VEHICLE MAKES A 180 DEGREE TURN.
When the vehicle is driven in a straight line, the differential pinion gears (704), differential side gears (705) and
differential carrier (700) rotate as a fixed unit. The end
result is both axle shafts rotate in the same direction as
engine rotation for all forward gear ranges.
INNER WHEEL
90% DIFFERENTIAL
CARRIER SPEED
STRAIGHT AHEAD
100% DIFFERENTIAL
CARRIER SPEED
DIFFERENTIAL
CARRIER
(700)
OUTPUT
SHAFT
(510)
RIGHT AXLE
SHAFT
BOTH WHEELS TURNING AT SAME SPEED
ALL PARTS ROTATING AT

DIFFERENTIAL CARRIER SPEED
Figure 31
31
NOTES
32
HYDRAULIC CONTROL COMPONENTS

The previous sections of this book were used
to describe some of the mechanical component
operation of the Hydra-matic 4T65-E. In the
Hydraulic Control Components section a detailed
description of individual components used in the
CASE COVER
ASSEMBLY
(400)
BALL CHECK
VALVES
(372-373)
OIL PUMP
ASSEMBLY
(200)
hydraulic system will be presented. These hydraulic

control components apply and release the clutch
packs and bands to provide automatic shifting of
the transaxle.
CONTROL
VALVE BODY
ASSEMBLY
(300)
1-2 & 2-3

ACCUMULATOR
ASSEMBLY
(124-140)
Figure 32
THERMOSTATIC
ELEMENT
(121)
33

OIL PUMP ASSEMBLY
OIL PUMP
DRIVE
SHAFT
(227)
TORQUE
CONVERTER
ASSEMBLY
(1)
Pump Related Diagnostic Tips

Loss of drive
High or low line pressure
High pitched whine - RPM sensitive
202
222
223
215
214
219
212
209
OIL PUMP
ASSEMBLY
(200)
210
221
208
213
220
201
209
211
The oil pump assembly (200) contains a variable displacement

vane type pump located in the oil pump body (202). When the
engine is cranking, the oil pump drive shaft assembly (227),
which is splined to the converter cover, turns the oil pump rotor
(210) at cranking speed. As the oil pump rotor (210) and pump
vanes (211) begin to rotate, the volume of fluid between the
vanes is at its maximum, creating a vacuum at the pump intake
port. This vacuum allows atmospheric pressure (acting on the
fluid in the sump) to prime the pump quickly and pressurize the
hydraulic system when the engine is running.
Fluid from the transaxle oil pan (24) is drawn through the filter
assembly (100) and into the pump intake circuit. Fluid is then
forced to rotate around the oil pump slide (214) to the pump
outlet where the clearance between the oil pump slide and oil
pump rotor decreases. Transaxle fluid is then forced out of the
pump into the line fluid passage and called line pressure thereby
providing the main supply of fluid to the various components
and hydraulic curcuits in the transaxle. Since the pump assembly is bolted to the control valve assembly (300), it also functions as a device that transfers fluids to other components within
the transaxle.
The events described above occur when the pump is operating
with maximum output. Since most normal driving conditions do
not require maximum output, a calibrated decrease pressure from
the pressure regulator valve (313) is applied to the backside of
the oil pump slide. Decrease pressure moves the slide against
pump priming spring pressure to lower the output of the pump.
When the pump priming springs (222-223) are compressed and
the oil pump slide contacts the oil pump body, minimum pump
output occurs.
202
202
16
16
LINE
LINE
EX
LINE
DECREASE
210
BOTTOM
PAN
(24)
208
EX
222
324
FILTER
ASSEMBLY
(100)
BOTTOM
PAN
(24)
208
MAXIMUM PUMP OUTPUT
34
8b
323
207
223
SUCTION
EX
EX
LINE
SUCTION
FILTER
ASSEMBLY
(100)
17
TORQ SIG
324
323
207
222
223
8b
EX
17
TORQ SIG
PRN
LO-1ST
LINE
211
LINE REV BST
PRN
LO-1ST
211
MINIMUM PUMP OUTPUT
Figure 33
LINE REV BST
CONV FD
PRESS REG VALVE
LINE
DECREASE
210
215
LINE
CONV FD
215
PRESS REG VALVE
LINE
DECREASE
EX

PRESSURE REGULATION
The main component that is used to control line pressure is the
pressure regulator valve (313), located in the valve body (300).
When the pump is operating at maximum output, line pressure
from the pump moves the pressure regulator valve against spring
force. This allows line pressure to quickly fill the converter
feed passage and also enter the decrease passage. Decrease fluid
pressure acts on the pump slide to overcome the spring force of
the pump priming springs (222, 223) and moves the slide. As
the slide moves towards the center of the pump body (202),
clearance on the intake side of the oil pump slide (214) and oil
pump rotor (210) decreases. This movement of the oil pump
slide lowers the pump output capacity to maintain proper line
pressures.
The position of the oil pump slide and pressure regulator valve
constantly change depending on vehicle operation and the amount
of fluid pressure and volume needed to operate the transaxle.
The fluid pressure required to apply clutches and bands also
varies in relation to throttle opening and engine torque. The
pressure control solenoid (322) and the torque signal regulator
valve provide the means to regulate line pressure in response to
PCM command.
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
1 2 D D NR
EX
PRN
REVERSE
PRN
D4
LINE
TORQUE SIGNAL
NORMAL PRESSURE
LINE
CONV FD
LINE
EX
EX
TORQUE SIG REG

7
EX
LINE
VBS
EX
LINE
EX
CONV FD
Pressure
Control
Solenoid
EX
EX
TORQUE SIG REG
ACT FEED
LINE
TORQUE SIG
VBS
TORQUE SIG
17
31
16
PRESS REG VALVE
DECREASE
LINE
Pressure
Control
Solenoid
DECREASE
ACT FEED
LINE
LINE REV BST
31
LO-1ST
17
16
PRESS REG VALVE
EX
LINE REV BST
14
LINE
14
LO-1ST
EX
LINE
PRN
PRN
REVERSE
D4
D2
D3
EX
MANUAL
VALVE
MANUAL
VALVE
D2
D3
EX
1 2 D D NR
LO
LO
Low or no cooler/lube flow
TORQUE SIGNAL
BOOSTED PRESSURE
Figure 34
35

1 2 D D NR
PRN
REVERSE
LO
BLOW OFF
VALVE
2ND CLUTCH
LINE
D-4
LO
MANUAL VALVE
EX
PRN
PRN
EX
LO-1ST
3RD CL
3RD CL
Manual Valve Related

Diagnostic Tips
EX
D-2
D-3
The manual valve is fed by line pressure from the

pressure regulator valve 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, D4, D3, D2 and Lo.
4TH CL
FWD SERVO
MANUAL VALVE (404):
3RD CLUTCH
VALVES LOCATED IN CASE COVER
D2
D3
PRN
3RD CL
D3
Stuck, misaligned or damaged valve and linkage

could cause:
REVERSE
4TH CL
4TH CL
3-4 ACCUM
4TH CL
3-4 ACCUMULATOR
(428)
EX
ACT FD LIM VALVE
2ND CLUTCH
ACTUATOR FD
ACTUATOR FD
LINE
3RD CLUTCH
3-4 ACCUM
FWD SERVO
XE
XE
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
401
404
402
403
36
Figure 35
LINE
D-4
LO
MANUAL VALVE
EX
D-2
D-3
3RD CL
PRN
EX
LO-1ST
3RD CL
TCC BLOW OFF BALL CHECK VALVE LINEUP

(417, 418 & 420B):
EX
PRN
Damaged/missing valve, spring or spring retainer can cause incorrect line pressure.
1 2 D D NR
PRN
(420A)
REVERSE
LO
BLOW OFF
VALVE
2ND CLUTCH
The lo blow off valve (420A) is a pressure relief

valve that exhausts excess lo-1st fluid pressures
above 448 kPa (65 psi) in the 3rd clutch apply
circuit.
4TH CL
FWD SERVO
LO BLOW OFF VALVE LINEUP (405, 406 & 420A):
3RD CLUTCH
VALVES LOCATED IN CASE COVER
D2
D3
The TCC blow off ball check valve (420B) is held

closed by spring force from the TCC blow off spring
(418). If converter clutch release or apply fluid
pressure exceeds 690 kPa (100 psi), the ball check
valve moves against spring force to exhaust the
excess pressure.
PRN
3RD CL
D3
REVERSE
4TH CL
4TH CL
3-4 ACCUM
4TH CL
Damaged/not seating valve or spring can cause

converter clutch slips, shudders, rough TCC
apply or no TCC apply. Also could cause delayed Park to Reverse/Drive engagement.
3-4 ACCUMULATOR
(428)
EX
ACT FD LIM VALVE
2ND CLUTCH
ACTUATOR FD
ACTUATOR FD
LINE
3RD CLUTCH
3-4 ACCUM
ACTUATOR FEED LIMIT VALVE TRAIN (414-416):
FWD SERVO
The cooler blow off ball check valve (420C) is held

closed by spring force from the cooler blow off
spring (407). If cooler fluid pressure exceeds 690
kPa (100 psi), the ball check valve moves against
spring force to exhaust the excess pressure.
RELEASE
The actuator feed limit valve is a spool type

regulating valve that regulates line fluid pressure
into actuator feed fluid pressure. Actuator feed fluid
then feeds the pressure control solenoid and the
shift solenoids after passing through a filter (screen
assembly 382).
XE
XE
COOLER BLOW OFF BALL CHECK VALVE

LINEUP (407, 417 & 420C):
#1
TORQUE
CONVERTER
BLOW OFF
(420B)
EX
APPLY
RELEASE
COOLER
COOLER
COOLER
BALL
CHECK
VALVE
(420C)
401
405
406
420A
414
415
416
420B
420C
418
417
407
417
Figure 36
37

ACCUMULATORS
In the Hydra-matic 4T65-E, accumulators are used in the 2nd,
3rd and 4th clutch apply circuits to control shift feel. An
accumulator is a spring-loaded device that absorbs a certain
amount of fluid pressure in a circuit to cushion clutch engagement
according to engine torque. The clutch apply fluid pressure acts
against spring force and torque signal fluid biased accumulator
pressure to act like a shock absorber.
During the apply of the 2nd, 3rd and 4th clutch packs apply
fluid overcomes the clutch piston return springs and begins to
compress the clutch plates. When the clearance between the
clutch plates is taken up by piston travel and the clutch begins to
apply, pressure in the circuit builds up rapidly. Without an
accumulator in the circuit, this rapid buildup of fluid pressure
would cause the clutch to grab very quickly and create a harsh
3-4 ACCUMULATOR ASSEMBLY (421-428):
Shift feel for a 3-4 shift and durability of the 4th clutch is
largely dependent upon 4th clutch fluid pressure used to apply
the clutch. To control 4th clutch apply pressure and shift feel, a
3-4 accumulator assembly (421-428) and 3-4 accumulator
pressure is used.
Fluid pressure in the 3-4 accumulator passage occurs when
Line fluid pressure is regulated at the 3-4 accumulator valve
(350) by torque signal fluid pressure and spring force. Regulated
Line fluid pressure is then directed into the 3-4 accumulator
shift. However, accumulator spring force and accumulator fluid

pressure is designed to absorb some of the clutch apply fluid
pressure allowing for a more gradual apply of the clutch.
The force of the accumulator spring and accumulator fluid
pressure together control the rate at which a clutch applies. In
the Hydra-matic 4T65-E, accumulator pressure varies in
proportion to the torque signal pressure acting on the accumulator
valves. Therefore, when torque signal pressure is high,
accumulator pressure will be high. Likewise, when torque signal
pressure is low, accumulator pressure will be low. Since torque
signal pressure is regulated by the pressure control solenoid,
(which is controlled by throttle position through the PCM), the
accumulator valves regulate accumulator fluid pressure in
proportion to throttle position to control shift feel.
circuit, through the hollow 3-4 accumulator pin (426) to the
spring side of the 3-4 accumulator piston (428).
When the 4th clutch applies during a 3-4 shift, 4th clutch pressure
is fed to the 3-4 accumulator piston (428) and compresses the
3-4 accumulator springs (423-424). When this occurs, 3-4
accumulator fluid is forced out of the 3-4 accumulator cannister
(421) back to the 3-4 accumulator valve (341) where it exhausts.
Again, torque signal fluid pressure and spring force at the 3-4
accumulator valve (341) regulates exhausting 3-4 accumulator
fluid to control the 4th clutch apply.
Accumulator Related Diagnostic Tips

A leak at the accumulator piston seal or porosity in the
case, case cover or accumulator housing could cause no
fourth gear/slips in fourth gear
401
A stuck accumulator piston would cause harsh shifts
424
423
422
421
428
427
426
LINE
EX
4TH CLUTCH
10
4TH CLUTCH
4TH CLUTCH APPLIED

Figure 37
3-4 ACCUM
4TH CLUTCH
4TH CLUTCH RELEASED
38
3-4 ACCUMULATOR
(428)
3-4 ACCUM
TORQUE SIG
4TH CLUTCH
3-4 ACCUM
EX
EX
EX
10
3-4 ACCUM
3-4 ACCUMULATOR
(428)
TORQUE SIG
LINE

ACCUMULATORS
torque signal fluid pressure and spring force to regulate 1-2
accumulator fluid pressure. 1-2 accumulator pressure is also
routed to the spring side of the 1-2 accumulator piston (136).
1-2 ACCUMULATOR ASSEMBLY (135A-137A, 139 & 142):
Shift feel for a 1-2 shift and durability of the 2nd clutch is
largely dependent upon 2nd clutch fluid pressure used to apply
the clutch. To control 2nd clutch apply pressure and shift feel, a
1-2 accumulator assembly and 1-2 accumulator fluid pressure is
used in addition to the 2nd clutch wave plate (623).
When the 2nd clutch applies during a 1-2 shift, 2nd clutch
pressure is fed to the 1-2 accumulator piston (136A) and
compresses the 1-2 accumulator spring (139). When this occurs,
1-2 accumulator fluid is forced out of the accumulator housing
(140) back to the 1-2 accumulator valve (350) where it exhausts.
Torque signal fluid pressure and spring force at the 1-2
accumulator valve regulate exhausting 1-2 accumulator fluid to
control 2nd clutch apply.
EX
1-2 ACCUM VALVE
TORQUE SIG
140
EX
LINE
EX
Fluid pressure in the 1-2 accumulator passage occurs when Line

fluid pressure is regulated at the (primary) 1-2 accumulator
valve (350) by torque signal fluid pressure and spring force.
Regulated Line fluid pressure is then directed into the 1-2
accumulator fluid passage where it is routed through orifice #2
to the other end of the accumulator valve where it will oppose
1-2 ACCUMULATOR
132
1-2
ACCUMULATOR
(136)
2ND CLUTCH APPLIED
When the 3rd clutch applies during a 2-3 shift, 3rd clutch pressure
is fed to the 2-3 accumulator piston (136B) and compresses the
2-3 accumulator spring (143). When this occurs, 2-3 accumulator
fluid is forced out of the accumulator housing (140) back to the
2-3 accumulator valve (344) where it exhausts. Torque signal
fluid pressure and spring force at the 2-3 accumulator valve
(344) regulate exhausting 2-3 accumulator fluid to control 3rd
clutch apply.
EX
EX
EX
2-3 ACCUM
134
11
EX
LINE
A stuck accumulator piston would cause harsh

shifts
135B
3RD CLUTCH RELEASED
2-3 ACCUM
138
TORQUE SIGNAL
137B
136B
A leak at the accumulator piston seal or porosity in the case, case cover
or accumulator housing
could cause no 3rd gear/
slips in 3rd gear
11
143
3RD CLU
2-3 ACCUM
140
3RD CLU
LINE
Fluid pressure in the 2-3 accumulator passage occurs when Line

fluid pressure is regulated at the 2-3 accumulator valve (344) by
torque signal fluid pressure. Regulated Line fluid pressure is
then directed into the 2-3 accumulator fluid passage to the spring
side of the 2-3 accumulator piston (136B).
The 2-3 accumulator assembly functions basically the same as

the 1-2 accumulator assembly. To control 3rd clutch apply
pressure and shift feel, a 2-3 accumulator assembly and 2-3
accumulator pressure is used in addition to the 3rd clutch waved
plate (645).
2-3 ACCUM
2-3 ACCUMULATOR ASSEMBLY (135B-138 & 143):
131
2ND CL
TORQUE SIGNAL
132
2ND CL
EX
EX
134
1-2 ACCUM VALVE
TORQUE SIG
EX
135A
LINE
A stuck accumulator piston

would cause harsh shifts
EX
142
2
EX
A leak at the accumulator
1-2 ACCUMULATOR
piston seal or porosity in
the case, case cover or ac1-2
136A
ACCUMULATOR
cumulator housing could 2ND CLUTCH RELEASED
137A
(136)
cause no 2nd gear/slips in
2nd gear
139
131
3RD CLUTCH APPLIED

Figure 38
39

VALVES LOCATED IN THE VALVE BODY
PRESSURE REGULATOR VALVE TRAIN
(302-313)
TORQUE SIGNAL REGULATOR VALVE

TRAIN (320-322)
Pressure Regulator Valve (313):
Pressure Control Solenoid Valve Assembly (322):
The pressure regulator valve (313) directs

line pressure to: the manual valve; the converter feed circuit to control hydraulic apply and release of the converter clutch; the
decrease passage to regulate pump output.
If stuck, missing or binding pressure
regulator valve or spring could cause
incorrect line pressure
A leaking/damaged o-ring or bad

electrical connection can cause high
or low line pressure.
Torque Signal Regulator Valve (321):
Acted on by PRN fluid from the manual

valve (404) and lo-1st fluid, it moves against
pressure regulator valve spring (311 & 312)
pressure. This increases line pressure in
Park, Reverse and Neutral in response to a
high percentage of throttle travel. In Manual
First gear range, lo-1st fluid moves the valve
to boost line pressures.
Regulates torque signal fluid, fed by line

fluid pressure. The pressure control solenoid,
a variable bleed solenoid, acts on one end
of the valve (relative to throttle position)
against torque signal fluid and spring
pressure on the other end.
Line Boost Valve (304):
TCC CONTROL (PWM) SOLENOID VALVE

(334):
1-2 SHIFT VALVE TRAIN (314-318)

1-2, 3-4 Shift Solenoid Valve Assembly
(315A):
The 1-2 Shift Solenoid Valve assembly

(315) is 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, Overdrive Range
First and Fourth Gear, and also Manual First
Gear. When energized (ON), its exhaust port
closes, moves the 1-2 shift valve and allows filtered line pressure to enter the 1-2,
3-4 signal fluid passage. When the PCM
removes the ground, the solenoid is OFF
allowing line pressure to exhaust through
the solenoid.
A faulty (stuck on) 1-2, 3-4 Shift
Solenoid Valve assembly can cause
1st and 4th gear only.
A faulty (stuck off) 1-2, 3-4 Shift
Solenoid Valve assembly can cause
2nd and 3rd gear only.
1-2 Shift Valve (318):
The 1-2 shift valve responds to 1-2, 3-4

signal fluid pressure, force from the 1-2
shift valve spring (317) and 2-3 off signal
fluid pressure. Depending on the position
of the valve, it will route D-4 fluid into
the 2nd fluid passage or lo fluid into the lo1st fluid passage.
A stuck or binding 1-2 shift valve can
cause 1st or 2nd gear only, or slipping/
no 1st or 2nd gear.
LINE PRESSURE RELIEF VALVE (324):
Prevents line pressure from exceeding

1,690-2,480 kPa (245-360 psi). Excess line
pressure unseats the ball check valve allowing it to exhaust.
40
An electronically controlled pressure regulator that regulates the torque signal regulator valve against torque signal fluid and
spring force.
Reverse Boost Valve (310):
Acted on by torque siganl fluid pressure, it

moves against the reverse boost valve (310)
and pressure regulator spring force (311,
312) to increase line pressure. Its function
is in response to changes in throttle position (through pressure control solenoid valve
response to PCM signals).
spring (326). In this manner, line pressure

is regulated before it is routed to the converter TCC valve (335).
A stuck torque signal regulator valve

can cause high or low line pressure.
An electronically controlled pressure

regulator that regulates 2nd clutch fluid
pressure into the TCC signal fluid circuit
to shuttle the TCC control valve to the
apply position. Regulated TCC signal fluid
pressure also shuttles the TCC regulator
apply valve to allow line pressure into the
TCC regulated apply circuit for a controlled
apply and release of the torque converter
clutch.
Stuck on, exhaust plugged, would
cause no TCC release.
Stuck off, leaking o-ring, no voltage,
would cause no TCC/slip or soft apply.
TCC Control Valve (335):
When the TCC PWM solenoid is OFF, the

TCC control valve (335) is held in the released position by the TCC spring (336).
In this position, converter feed pressure
enters the torque converter clutch release
circuit and apply fluid flows around the
valve into the cooler circuit. When the TCC
PWM solenoid (334) is ON, TCC signal
fluid moves the valve against spring force.
When shifted, it directs regulated line fluid
(TCC regulated apply) into the apply passage; converter feed fluid into the cooler
passage, and, allows converter release fluid
to exhaust.
If stuck, missing or binding the TCC

regulator apply valve or spring could
cause:
TCC stuck on in all gears
TCC stuck on in 2nd, 3rd and 4th
gears
harsh TCC apply or release
no TCC apply
TCC REGULATOR APPLY VALVE TRAIN

(326-328):
The TCC regulator apply valve (327) is biased by TCC signal and TCC regulated apply fluid pressures in order to regulate line
pressure passing through the valve. TCC
regulated apply fluid pressure acting on the
end of the valve combines with the spring
force from the TCC regulator apply valve
If stuck, missing or binding the TCC

regulator apply valve or spring could
cause:
TCC stuck on in all gears
TCC stuck on in 2nd, 3rd and 4th
gears
harsh TCC apply or release
slip, shudder, rough apply or no apply
FORWARD SERVO BOOST VALVE

(367B):
Held by spring force, it opens during hard

acceleration to allow D-4 fluid to enter the
drive servo apply passage, by-passing the
feed orifice. This provides for a quick fill
of the forward servo apply passage and
quick apply of the forward band assembly
to prevent slippage during abusive shifts
from Park or Neutral to Drive.
REVERSE SERVO BOOST VALVE (367A):
Held by spring force, it opens during hard

acceleration to allow reverse fluid to enter
the reverse servo passage, by-passing the
feed orifice. This provides for a quick fill
of the reverse servo passage and quick apply of the reverse band to prevent band slippage during abusive shifts from Park or Neutral to Reverse.
2-3 SHIFT SOLENOID VALVE (315B):
The 2-3 Shift Solenoid Valve is 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, Overdrive Range First and Second
Gear; and also Manual Second and Manual
First Gear Ranges. When energized (ON),
its exhaust port closes, allowing filtered line
pressure into the 2-3 signal fluid passage.
When the PCM removes the ground, the
solenoid is OFF allowing line pressure to
exhaust through the solenoid.
A faulty (stuck on) 2-3 Shift Solenoid
Valve assembly can cause 1st and 2nd
gear only.
A faulty (stuck off) 2-3 Shift Solenoid
Valve assembly can cause 3rd and 4th
gear only.
3-4 / 4-3 SHIFT VALVE TRAIN (359-362)
The 3-4 shift valve is controlled by 1-2, 3-4

signal fluid pressure on one end of the valve
and the 4-3 manual downshift valve (360)
at the other. When downshifted, input clutch
feed pressure can apply or release the input
clutch depending on the gear range. When
upshifted by 2-3 signal fluid pressure, 3rd
fluid is allowed to enter the 4th clutch circuit to apply the 4th clutch.
A stuck or binding 34 Shift Valve
can cause slipping or no 4th gear.
4-3 Manual Downshift Valve (360):
The 4-3 manual downshift valve is controlled by 2-3 signal fluid pressure acting
on one side of the valve and spring force
from the 4-3 manual downshift valve spring

VALVES LOCATED IN THE VALVE BODY
shift valve (357) directs: line pressure into
the input clutch feed passage, D4 pressure
into the auxiliary unput clutch feed passage, D3 into the input clutch feed passage,
D2 into the into the manual 2-1 servo passage, and 3rd fluid to exhaust at the valve.
2-3 / 3-2 SHIFT VALVE TRAIN (353-357)

3-2 Manual Downshift Valve (356):
1-2 Accumulator Valve (350):
EX
EX
2-3 SIG
2-3 SIG
REV BST
PRESS REG VALVE

FWD BST
LINE REV BST
The 2-3 accumulator valve regulates 2-3

accumulator pressure in proportion to torque
signal fluid pressure and spring force from
the 2-3 accumulator spring (346). It
regulates the amount of line pressure
entering into the 2-3 accumulator circuit.
REV SERVO
REVERSE
D-4
EX
D SRV AP
LINE
LOW /1ST GEAR

LINE
LINE
LINE
CONVERTER FEED
CONVERTER FEED
LO-1ST
PRN
The 1-2 accumulator valve is biased by

torque signal fluid pressure and spring force
acting on one end of the valve and 1-2
accumulator accumulator fluid pressure at
the other end. It regulates the amount of
line fluid passing through the valve and
entering the 1-2 accumulator circuit.
The 2-3 shift valve (357) is controlled by line

pressure acting on one end of the valve and
the 3-2 downshift valve (356) at the other
end. Depending on the position of the manual
valve, 1-2, 3-4 solenoid (315A) and the 2-3
solenoid (315B) state (ON or OFF), the 2-3
TORQUE SIG
The 3-4 accumulator valve is biased by

torque signal fluid pressure and spring force
from the 3-4 accumulator spring (351)on
one end of the valve and 3-4 accumulator
fluid on the other end. It regulates the
amount of line pressure passing through the
valve and entering the 3-4 accumulator
circuit.
1-2 ACCUMULATOR VALVE TRAIN

(350-351)
2-3 Shift
Solenoid
N.O.
REVERSE
LO
3RD
EX
1-2 SHIFT VALVE

EX
AUX INPUT CL FD
D3
2-3 SIGNAL
D2
D-4
LINE
1-2, 3-4
Shift
Solenoid
N.O.
1-2,3-4 SIG
2ND
3RD
ACT FEED
A stuck or binding 2-3 Shift Valve

can cause slipping or no 3rd gear.
The 3-2 manual downshift valve is controlled

by 2-3 signal fluid pressures and spring force
from the 3-2 downshift valve spring (355).
When the 2-3 solenoid is ON, 2-3 signal fluid
pressure moves the valve against the 2-3 shift
valve (357) to prevent a 2-3 upshift.
REVERSE
LINE
1-2, 3-4 SIGNAL
DECREASE
LO
LO-1ST
3-4 ACCUMULATOR AND 2-3 ACCUMULATOR VALVE TRAIN (340-346)
INPUT CL
(361) on the other side. When the 2-3 solenoid is ON, 2-3 signal fluid pressure moves
the valve against spring force to hold the 3-4
shift valve (362) in the downshift position.
3-4 SHIFT VALVE
4-3 MDS
4TH CLU
D2
LINE
LINE
EX
TORQUE SIG
CONVERTER FEED
3RD
3-2 MAN DS
EX
2-3 SHIFT VALVE
EX
TORQUE SIG REG

EX
D2
AUX INPUT CLU FD
3RD
EX
VBS
Pressure
Control
Solenoid
N.O.
3RD
D3
EX
EX
2ND
TCC APPLY
TCC
Control
EX
(PWM)
Solenoid
N.O.
1-2 ACCUM
LINE
1-2 ACCUM
LINE
D4
LINE
2-3 OFF SIG
EX
TCC CONTROL VALVE
3-4 ACCUM
Figure 39
2-3 ACC
2-3 ACC
LINE
EX
LINE
3-4 ACCUM
TORQUE SIG
3-4 ACCUM
EX
TORQUE SIG
3RD
TORQUE SIG
3RD
INPUT CL FD
LINE
INPUT CL FD
TORQUE SIG
D3
TCC REG APPLY

TCC REG APP
EX
LOW/1ST GEAR
LOW/1ST GEAR
LINE
LINE
EX
2-3 ACCUM
EX
D4
TCC REG APPLY
TCC SIG (PWM)
TCC SIG
COOLER
TCC REL
2-3 SIG
MAN 2-1 SERVO
D4
D3
LINE
ORIFICED EXH
1-2 ACCUM VALVE

EX
EX
EX
LINE
LINE
TORQUE SIG
3RD
INPUT CL FD
LOW/1ST GEAR
CONVERTER FEED
D2
TCC REL
D4
4TH CLU
2-3 OFF SIG
CONTROL
VALVE BODY
(300)
41

BALL CHECK VALVES LOCATION AND FUNCTION
#1 CONVERTER CLUTCH RELEASE/APPLY:
#7 LO / LO-1ST:
Located in the case cover (400), it directs either release or apply

fluid pressures to the TCC blow off ball check valve in the case
cover.
Located in the valve body (300), it blocks the lo-1st passage

when Drive Range Manual First gear is selected and sends lo
fluid pressure to the 1-2 shift valve where it passes through the
valve and is forced through orifice 27 into the lo-1st fluid circuit
.
#2 2ND CLUTCH:
Located in the case cover (400), it directs 2nd (apply) fluid

through orifice 25 on the spacer plate into the 2nd clutch passage.
When the 2nd clutch releases, it seats in the case cover (400)
forcing 2nd clutch fluid through orifice 26 and into the 2nd fluid
passage.
#8 D2 / MANUAL 2-1 SERVO FEED:
Located in the valve body (300), it is fed by D-2 fluid from the
manual valve and seated against orificed manual 2-1 servo feed
fluid at the spacer plate. D-2 fluid is then directed to the 2-3
shift valve (357) where it enters the 2-1 manual servo feed
passage and is forced through orifice 13. When the 2-1 manual
band servo releases the ball check valve unseats and fluid
exhausts without going through orifice 13.
#3 INPUT CLUTCH / PRN:
Located in the case cover (400), it blocks the PRN passage to

direct input clutch fluid to the input clutch during the appropriate
gear range. In Park, Reverse or Neutral gear ranges, PRN fluid
unseats the ball check valve and also feeds the input clutch.
#4 3RD CLUTCH / LO-1ST:
Located in the case cover (400), during Overdrive Range Third

Gear, it seats against the lo-1st passage allowing 3rd clutch fluid
into the 3rd clutch/lo-1st passage to apply the 3rd clutch. During
a 3-2 shift, it allows 3rd clutch/lo-1st fluid to exhaust into the
3rd clutch fluid passage. In Drive Range - Manual First, it seats
against 3rd clutch fluid allowing lo-1st fluid to enter the 3rd
clutch/lo-1st fluid passage to apply the 3rd clutch.
#9 3RD / 3RD CLUTCH:
Located in the valve body, it forces 3rd fluid through feed

orifice 24 into the 3rd clutch passage during apply of the 3rd
clutch. When the 3rd clutch releases, 3rd clutch fluid seats the
ball check valve against the 3rd passage, forcing fluid through
orifice 28 and into the 3rd fluid passage to the 2-3 shift valve
(357) where it exhausts.
#10 LINE / 4TH CLUTCH:
Located in the valve body, it is seated against the lo/1st gear

passage during all forward ranges except first and directs line
fluid through orifice 33. In drive range first gear or manual first
lo/1st gear fluid pressure unseats the ball check valve and
bypasses orifice 33 to send fluid to the input clutch apply passage.
#5 REVERSE / REVERSE SERVO FEED:
Located in the valve body (300), it blocks the reverse servo feed
passage forcing reverse fluid through an orifice before entering
the reverse servo feed passage. When the manual valve is
moved out of Reverse gear range, the ball check valve unseats
allowing reverse servo fluid to exhaust through the reverse fluid
passage.
#6 D-4 / SERVO APPLY:
Located in the valve body (300), it blocks the forward servo

apply passage and forces D-4 fluid pressure to the forward servo
feed orifice on the spacer plate (370). When the manual valve is
moved from Drive Range to Park or Neutral or Reverse, the ball
check valve unseats to allow for a quick exhaust of the servo
apply fluid and release of the forward band assembly.
42
Ball Check Valves Related Diagnostic Tips
Understanding the design principle of each

ball check valve will help in the diagnosis of
hydraulic related problems. For example:
a harsh shift complaint could be a stuck or missing
ball check valve
no reverse or slips in reverse could be the #1 ball check
valve stuck or missing.
no engine compression braking in manual first could
also be a missing or stuck #1 ball check valve.

BALL CHECK VALVES LOCATION AND FUNCTION
TCC APPLY
14a
#3
13c
#1
TCC RELEASE
2ND
EX
#4
27c
27b
2ND CL
#2
CASE COVER (400)
PRN
INPUT CL
2ND
#1
25d
25e
27a
25c
25f
26
25
#2
25b
#5
#6
7a
#3
#7
INPUT CL
#4
31f
LO-1ST
39f
LO-1ST
39g
REVERSE

LO
LO/1ST GEAR
29b
29a
LO-1ST
LO
20a 19e
3RD
37a
13
Figure 40
20b
33
38b
MAN 2-1 SERVO FD
D-2
#10
LINE
SERVO APPLY
D-4
37b
29d
36b
36c
LINE
19d
18g
D SRV AP
18f
19b
19c
18k
#8
D-4
24
#9
29
38c
31b
31a
29d
46c
39d
REV
38b
40b
28
27
#7
#6
3RD CL
#9
20
48c
#5
40c
40a
48b
48a
#10
REV SERVO
REV SERVO
#8
3RD CL/LO-1ST
33a
30e
3RD CL
43

THERMOSTATIC ELEMENT
THERMOSTATIC ELEMENT:
The thermostatic element (121) is located on the case and is designed to

control the fluid level in the case side cover pan (53). This thermostatic
element contains a temperature sensitive strip of metal that reacts to fluid
temperature changes and open or close a fluid passage. At low temperatures,
the thermostatic element exerts little pressure on the thermostatic element
plate (122) allowing fluid to drain into the sump. As the temperature of the
fluid increases, the thermostatic element begins to apply pressure to the
thermostatic element plate, thereby trapping fluid in the case side cover pan.
This level of transaxle fluid is required in order to maintain the operation of
the hydraulic system in the transaxle.
It should be noted that when checking the fluid level in a Hydramatic 4T65-E transaxle, it will be higher on the fluid level indicator when
the transaxle is cold. Conversely, the fluid level will drop when checked at
operating temperatures. This event is a result of the case thermostatic element
functioning as explained.
THERMOSTATIC
ELEMENT PLATE
(122)
THERMOSTATIC
ELEMENT (121)
LOCATED ON
CASE BOTTOM
A damaged or loose thermostatic

element could cause fluid foaming
or incorrect fluid level.
FLUID COLD
44
Figure 41
FLUID HOT
ELECTRICAL COMPONENTS
OFF. While the transaxle is operating in the fail-safe mode
example given, the following operating changes occur:
The Hydra-matic 4T65-E transaxle incorporates electronic

controls that utilize a Powertrain Control Module (PCM). The
PCM gathers vehicle operating information from a variety of
sensors and control components located throughout the
powertrain (engine and transaxle). The PCM then processes
this information for proper control of the following:
transaxle shift points - through the use of shift solenoids

transaxle shift feel - by adjusting line pressure through the
use of a pressure control solenoid
Torque converter clutch (TCC) apply and release feel through the use of a TCC control solenoid
When both shift solenoids are OFF, the transaxle will operate
in third gear regardless of the forward gear selected (i.e.
Overdrive, 3, 2, or 1). However, the transaxle will operate in
Reverse, if selected, as well as Park and Neutral. (The failsafe mode described above is only one of the operating modes
associated with this transaxle. Refer to the appropriate Service
Repair Manual when diagnosing these conditions.)
Electronic control of these transaxle operating characteristics

provides for consistent and precise shift points based on the
operating conditions of both the engine and transaxle.
FAIL-SAFE MODE
Fail-safe mode is an operating condition where the transaxle
will partially function if a portion of the electronic control
system becomes disabled. For example, if the wiring harness
becomes disconnected, the PCM commands the fail-safe mode
causing some transaxle electrical components to default to
11
NOTE: This section of the book contains general

information about electrical components that provide input
information to the PCM. Since this input information may
vary from carline to carline, it is important that the appropriate
General Motors Service Manual is used during repair or
diagnosis of this transaxle.
8
12
the pressure control solenoid is OFF, allowing line pressure

to increase to its maximum pressure in order to prevent
clutch or band slippage
the TCC control solenoid is OFF, preventing TCC apply
the shift solenoids are OFF, allowing the vehicle to be
driven in third gear.
DLC
10
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
TFP VALVE POSITION SWITCH

INPUT (SHAFT) SPEED SENSOR
VEHICLE SPEED SENSOR ASSEMBLY (VSS)
TRANMISSION FLUID TEMPERATURE (TFT) SENSOR
TRANSAXLE RANGE SWITCH
THROTTLE POSITION SENSOR (TPS)
ENGINE COOLANT TEMPERATURE SENSOR (ECT)
ENGINE SPEED (IGNITION MODULE)
TCC BRAKE SWITCH
AIR CONDITIONING (A/C) SWITCH
CRUISE CONTROL INFORMATION
MANIFOLD ABSOLUTE PRESSURE SENSOR (MAP)
INPUTS
INFORMATION SENSORS
PCM
OUTPUTS
ELECTRONIC CONTROLLERS
POWERTRAIN CONTROL MODULE

(PCM)
DIAGNOSTIC LINK CONNECTOR
(DLC)
ELECTRONICALLY CONTROLLED
TRANSAXLE COMPONENTS
A. PRESSURE CONTROL SOLENOID VALVE
B. 1-2 SHIFT SOLENOID VALVE
C. 2-3 SHIFT SOLENOID VALVE
D. TCC CONTROL (PWM) SOLENOID VALVE
Figure 42
45
REVERSE
Automatic Transmission Fluid Pressure Manual Valve

Position Switch (TFP Val. Position Sw.) (395)
LO
The TFP Val. Position Sw. is attached to the valve body and
contains six fluid pressure switches. Three of the fluid pressure
switches (D4, , LO, and REV) are normally open, while the
other three (D3, D2 and TCC Release) are normally closed.
These six switches are used to indicate the position of the manual
valve. The PCM uses this information to control line pressure,
TCC apply and release and shift solenoid operation.
D2
D4
E
D
C
B
The RELEASE pressure switch is a normally closed pressure

switch. This switch is used as a diagnostic tool to confirm that
the TCC is actually OFF when it has been commanded OFF by
the PCM.
D3
TCC
A Transaxle Fluid Pressure Switch Assembly malfunction will

set a DTC P1810 and the PCM will command the following
default actions:
DTC P1810 will be stored in PCM history.
Freeze shift adapts.
Assume D4 shift pattern.
Maximum line pressure.
Body
Fluid
Body
O-Ring
Contact
Diaphragm
Fluid
O-Ring
Contact
Diaphragm
Ground
Contact
Contact
Element
NORMALLY OPEN
Ground
Contact
Contact
Element
NORMALLY CLOSED
SWITCH LOGIC ENGINE OFF

E
D
REV
LO
(N.O.)
(N.O.)
D3
D2
(N.C.)
(N.C.)
(N.O.)
When the engine is started and fluid is routed to a switch, fluid

pressure moves a diaphragm and contact element until the contact
touches both the positive (+) and ground ( ) contacts. The switch
is now in a closed position and it allows current to flow from the
positive contact through the switch to ground. The completed
circuit changes the switch state thereby electronically signalling
the PCM the position of the manual valve.
The normally closed switch allows current to flow from the positive contact through the switch to ground when no fluid is present.
Fluid pressure moves the diaphragm to disconnect the positive
and ground contacts, opening the switch and stopping current
flow.
CIRCUIT+
Example: (Reverse Range)
REV
D4
D3
D2
LO
Park/Neutral
Reverse
Overdrive
Manual Third
Manual Second
Manual First
The hydraulic and electrical schematics below illustrate the system operation when the manual valve is positioned in the Reverse
position. As shown, the REV switch has fluid pressure holding it
in the closed position allowing current to flow through Pin E
(transaxle pass-thru connector pin) to ground. When the circuit is
closed, the digital logic signal in the PCM is 1 indicating that
the circuit is grounded. The normally closed RELEASE switch
has fluid pressure holding it open, the digital logic signal in the
PCM is 0. Thus when Pins B, C and D are open and Pin
A is grounded, the PCM interprets the manual valve position as
being in Reverse and that the TCC is released.
EX
PRN
REV
PRN
LO
REV
D2
D3
D4
(N.O.)
(N.O.)
(N.C.)
(N.C.)
(N.O.)
TCC
REL
;;
;;
D3
(N.C.)
Figure 43
TFP
SWITCH
D2
D3
LINE
EX
MANUAL VALVE
E
AS
LE
RE
46
1 2 D D NR
LO
D2
SWITCH LOGIC REVERSE

(Engine Running)
D
LO
D4
+: 1 = Grounded (Resistance <50 ohms, 0 volts)

0 = Open (Resistance >50k ohms, 12 volts)
REV
*: 1 = Pressurized
0 = Exhausted
D4
RANGE
INDICATOR
FLUID*
Normally Open Pressure Switch Operation: (D4, LO, and

REV)
Normally Closed Pressure Switch Operation: (D3, D2 and

TCC RELEASE)
TCC
REL
D4
(N.C.)
Each fluid pressure switch produces either an open or a ground

to the PCM depending on the presence of fluid pressure at the
switches. The sequence of open and closed switches produces a
combination of voltage readings that are monitored by the PCM
(see table and switch logic diagram). The PCM measures TFP
Val. Position Sw. signal voltage from each pin to ground and
compares the voltage to a TFP Val. Position Sw. combination
table stored in the PCM memory. If the PCM does not recognize the switch sequence a diagnostic code will be set as a
result. A diagnostic code may also be set if the TFP Val. Position Sw. switch sequence indicates a gear range selection that
conflicts with other sensory inputs to the PCM.
CONNECTOR
SHIFT SOLENOID VALVES
PLUNGER
SPRING METERING O-RING

BALL
Description:
The Hydra-matic 4T65-E transaxle uses two identical, normally

open electronic exhaust valves (referred to as 1-2, 3-4 SS Valve
and 2-3 SS Valve) for controlling upshifts and downshifts in all
forward ranges. These shift solenoid valves work together in a
combination of ON and OFF sequences to control fluid that is
routed to the 1-2, 3-4 shift valve, 2-3 shift valve and 3-4 shift
valve. The PCM monitors numerous inputs and determines the
appropriate gear ratio for the vehicle by commanding the solenoids
either ON or OFF. Fluid pressure is then routed to the shift valves
(or exhausted through the solenoids) in order to change the position of a valve and hydraulically enable a gear change. The following table shows the solenoid state combination that is required
to obtain each gear:
GEAR RANGE
1-2, 3-4 SS VALVE
2-3 SS VALVE
ON
ON
Park/Reverse/Neutral
First
ON
ON
Second
OFF
ON
Third
OFF
OFF
Fourth
ON
OFF
COIL
ASSEMBLY
FRAME
EXHAUST
SIGNAL
FLUID
FILTER
The shift solenoid valves are OFF when the PCM opens the
path to ground for the solenoids electrical circuit. When OFF,
the solenoid valve plunger is forced away from the metering
ball by a spring. This action allows the 1-2, 3-4 or 2-3 signal
fluid to push past the metering ball to exhaust from a port on
the side of the solenoid.
against spring force in the downshifted position. At the same

time, 1-2, 3-4 signal fluid is routed to the 3-4 shift valve (362)
where it holds the valve against spring force in the upshifted
position. During Fourth gear operation, 2-3 signal fluid pressure
combines with spring force and holds the 1-2 shift valve in the
upshifted position.
When the 1-2, 3-4 Shift Solenoid valve is de-energized during Second and Third gear operation, 1-2, 3-4 signal fluid exhausts through
the solenoid. Spring force acting on the 1-2 shift valve keeps the
valve in the upshifted position, and spring force at the 3-4 shift valve
keeps the valve in the downshifted position.
Shift Solenoids Energized (ON):
2-3 Shift Solenoid Valve (315B):
To energize the shift solenoid valves, the PCM provides a path

to ground and completes the solenoids electrical circuit.
Electrical current passing through the coil assembly in the
solenoid creates a magnetic field that magnetizes the solenoid
core. The magnetized core repels the plunger which seats the
metering ball against the fluid inlet port. Solenoid signal fluid
is then blocked by the metering ball thereby creating a fluid
pressure in the 1-2, 3-4 or 2-3 signal fluid circuits.
The 2-3 shift solenoid valve is located in a bore in the valve body
and controls the position of the 2-3, 3-4 and 4-3 shift valves. 2-3
signal fluid that feeds to the solenoid is created by filtered line
fluid as it passes through orifice #30. When energized in First and
Second gear, the solenoid blocks 2-3 signal fluid from exhausting
thereby creating pressure in the 2-3 signal fluid circuit. 2-3 signal
fluid pressure then holds the 2-3 shift valve in the upshifted position against line fluid pressure. At the same time, 2-3 signal fluid
is routed to the 4-3 manual downshift valve (360) holding the
valve in the upshifted position.
When the 2-3 shift solenoid is de-energized during Third and
Fourth gear operation, 2-3 signal fluid exhausts through the solenoid. Spring force acting on the 2-3 shift valve keeps the valve in
the downshifted position while the 3-4 shift valve position is
dependent upon the 1-2, 3-4 Shift Solenoid valve state.
Figure 44
EX
LO-1ST
EX
AUX INPUT CL FD
2-1 MAN SERV
13
D2
3RD
4TH CL
IN CL FD
21
D4
EX
3-2 MAN DS
EX
EX
2-3 SHIFT VALVE
D3
D2
4-3 MDS
2-3 SIGNAL
D3
3RD
EX
EX
D2
2-3 OFF SIGNAL

2-3 SIGNAL
D2
THIRD GEAR
LINE
INPUT CL
3-4 SHIFT VALVE
3-2 MAN DS
EX
EX
2-3 SIGNAL
D3
AUX INPUT CL FD
2-1 MAN SERV
D4
2-3 OFF SIG
2-3 OFF SIGNAL

2-3 SIGNAL
3RD
EX
4TH CL
IN CL FD
ORIFICED EX
2-3 OFF SIGNAL

2-3 SIGNAL
EX
EX
LO-1ST
EX
EX
ACT FEED
D2
2-3 SIGNAL
D3
3RD
EX
4TH CL
IN CL FD
AUX INPUT CL FD
2-1 MAN SERV
D2
EX
D3
2ND
LO/1ST GEAR
PARK/REVERSE/NEUTRAL/FIRST GEAR
2-3 SHIFT VALVE
3RD
1-2 SHIFT VALVE
LINE
LINE
1-2, 3-4
Shift
Solenoid
N.O.ON
N.O.OFF
3-2 MAN DS
13
2-3 Shift
Solenoid
LO
D4
4-3 MDS
3RD
21
2-3 OFF SIG
INPUT CL
3-4 SHIFT VALVE
EX
LINE
D4
3RD
2ND
LO/1ST GEAR
13
2-3 SHIFT VALVE
D3
EX
LO-1ST
EX
EX
ORIFICED EX
ACT FEED
21
4-3 MDS
1-2 SHIFT VALVE
N.O.OFF
3-4 SHIFT VALVE
LINE
INPUT CL
30
2ND
LO/1ST GEAR
1-2, 3-4
Shift
Solenoid
N.O.OFF
LO
D4
LINE
2-3 OFF SIG
2-3 SIGNAL
ACTUATOR FD
3RD
1-2, 3-4 SIGNAL
2-3 Shift
Solenoid
1-2 SHIFT VALVE
30
LO
D4
N.O.ON
LINE
ACTUATOR FD
1-2, 3-4
Shift
Solenoid
N.O.ON
30
2-3 SIGNAL
1-2, 3-4 SIGNAL
2-3 Shift
Solenoid
3RD
EX
LINE
ACTUATOR FD
2-3 SIGNAL
1-2, 3-4 SIGNAL
The 1-2, 3-4 shift solenoid valve is located at the end of the 1-2
shift valve (318) and controls the position of the 1-2 and 3-4 shift
valves. 1-2, 3-4 signal fluid that is routed to the solenoid is
created by filtered actuator feed as it passes through orifice #1.
When energized, the solenoid blocks 1-2, 3-4 signal fluid from
exhausting thereby creating pressure in the 1-2, 3-4 signal fluid
circuit. 1-2, 3-4 signal fluid pressure then holds the 1-2 shift valve
ORIFICED EX
1-2, 3-4 Shift Solenoid Valve (315A):
ACT FEED
Shift Solenoids De-energized (OFF):
LINE
FOURTH GEAR
47
SPEED SENSORS
Automatic Transmission Input (Shaft) Speed Sensor (440):
INPUT SPEED
SENSOR
(440)
The Automatic Transmission Input (Shaft) Speed Sensor (A/T

ISS) is a magnetic inductive pickup that relays information
relative to transaxle input speed to the PCM. The PCM uses
A/T ISS information in order to control line pressure, TCC
apply and release, and transmission shift patterns. This
information is also used to calculate the appropriate operating
gear ratios and TCC slippage.
INPUT SPEED SENSOR

RELUCTOR WHEEL
ASSEMBLY (527)
DRIVE SPROCKET
(516)
The A/T ISS mounts on the case cover under the side cover and
next to the drive sprocket. An air gap of 0.08 - 2.12 mm (0.032 0.834 inch) is maintained between the sensor and the teeth on
the reluctor wheel assembly. The sensor consists of a permanent
magnet surrounded by a coil of wire. As the reluctor wheel
assembly is driven by the drive sprocket/turbine shaft, an AC
signal is induced in the input speed sensor. Higher engine speeds
induce a higher frequency and voltage measurement at the sensor.
ELECTRICAL
CONNECTOR
MAGNETIC
PICKUP
Input/Turbine Speed Sensor Circuit Range/Performance will set

DTC P0716 and the PCM will command the following default
actions:
DTC P0716 stores in PCM history.
Input/Turbine Speed Sensor Circuit No Signal will set DTC
P0717 and the PCM will command the following default actions:
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.
DTC P0717 will be stored in PCM history.

Vehicle Speed Sensor (10):
The Vehicle Speed Sensor (VSS) is a magnetic inductive pickup

that relays information relative to vehicle speed to the PCM.
Vehicle speed information is used by the PCM to control shift
pattern, line pressure, and TCC apply and release.
SPEED SENSOR (10)
ELECTRICAL
CONNECTOR
MAGNETIC PICKUP
ROTOR (713)
The vehicle speed sensor mounts in the case at the speed sensor
rotor which is pressed onto the differential. An air gap of 0.27 1.57 mm (0.011 - 0.062 inch) is maintained between the sensor
and the teeth on the speed sensor rotor. The sensor consists of a
permanent magnet surrounded by a coil of wire. As the differential rotates, an AC signal is induced in the vehicle speed
sensor. Higher vehicle speeds induce a higher frequency and
voltage measurement at the sensor.
Vehicle Speed Sensor (VSS) Circuit Low Input will set DTC
Calibrate VSS from ISS and commanded gear.
SPEED SENSOR ASSEMBLY (10)
Sensor resistance should measure between 981 - 1471

ohms at 20C (68F). Output voltage will vary with vehicle
speed from a minimum of 0.5 Volts AC at 25 RPM, to
200 Volts at 1728 RPM.
48
Figure 45
AUTOMATIC TRANSMISSION FLUID TEMPERATURE SENSOR
PROBE
BODY
TEMPERATURE SENSOR:
CONNECTOR
The Automatic Transmission Fluid Temperature (TFT) sensor

(391) is incorporated into the wiring harness and clips to the
valve body spacer plate (370). This type sensor monitors transmission fluid temperatures in the side cover.
SENSOR FUNCTION AND TCC/VCC OPERATION:
The TFT sensor is a negative temperature coefficient thermistor

(temperature sensitive resistor) that provides transmission fluid
temperature information to the PCM. The PCM sends a 5 volt
reference signal to the sensor and measures the voltage drop in
the circuit. The internal resistance of the sensor changes as the
operating temperature of the transmission fluid changes. A lower
fluid temperature creates a higher resistance in the temperature
sensor, thereby measuring a higher voltage signal. The PCM
measures this voltage as another input in order to help control
line pressure, shift schedules, and TCC apply. When the transmission fluid temperature reaches 130C (266F), the PCM enters hot mode. Above this temperature the PCM modifies the
transmission shift schedules and the TCC apply in an attempt to
reduce the fluid temperature by reducing the transmission heat
generation. During hot mode the PCM applies the TCC at all
times in Third and Fourth gears. Also, the PCM performs the 2-3
and the 3-4 shifts earlier in order to help reduce heat generation.
SUMP TEMPERATURE SENSOR (391)
SENSOR RESISTANCE
SUMP TEMPERATURE SENSOR

RESISTANCE VS. TEMPERATURE
100707
52684
28677
16176
9423
5671
3515
2237
1459
973
667
467
332
241
177
132
99.90
76.80
59.80
47.20
The PCM stays in hot mode until the temperature drops below
120C (248F).
-40 -30 -20 -10
10
20
30
40
50
60
70
80
90 100 110 120 130 140 150
TEMPERATURE C
Transmission Fluid Overtemperature will set a DTC P0218 and

the PCM will command the following default actions:
Transmission Fluid Temperature Sensor Circuit Performance

will set a DTC P0711 and the PCM will command the following
default actions:
The PCM calculates a default TFT from the ECT
and IAT.
Transmission Fluid Temperature Sensor Circuit Low Input will

default actions:
and IAT.
Transmission Fluid Temperature Sensor Circuit High Input will

default actions:
and IAT.
Figure 46
49
O-RING
Torque Converter Clutch Control PWM Solenoid Valve (334):
CENTER
POLE
METERING O-RING
O-RING
BALL
FLUID
SCREEN
The TCC Control 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.
HOUSING
EXHAUST
COIL
ASSEMBLY
PRESSURE
SUPPLY
(2ND)
CONNECTOR
SPRING
When vehicle operating conditions are appropriate to apply the

TCC, the PCM immediately increases the duty cycle to
approximately 22% (see point A on graph). The PCM then
ramps the duty cycle up to approximately 98% to achieve full
TCC apply pressure (in vehicles equipped with the Electronically
Controlled Clutch Capacity (ECCC) system, the pressure plate
does not fully lock to the torque converter cover). The rate at
which the PCM increases the duty cycle controls the TCC apply.
Similarly, the PCM also ramps down the TCC solenoid 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.
PRESSURE
CONTROL
[TCC SIGNAL
(PWM)]
C
B
100%
75
E
50
A
F
TIME
TCC Control PWM solenoid valve resistance should

measure between 10.4 and 10.8 ohms when measured at
20 C (68 F). The resistance should measure
approximately 16 ohms at 150C (300F).
TCC APPLY & RELEASE

Torque Converter Clutch System Stuck Off will set a DTC
Inhibit TCC engagement.
Inhibit 4th gear in Hot Mode.
Torque Converter Clutch Control PWM Solenoid Operation:
The TCC Control PWM Solenoid valve is the electronic control

component of the TCC apply and release system (the TCC
release switch is a failsafe device). The other components are
all hydraulic control or regulating valves. The illustration below
shows all the valves and the TCC Control PWM solenoid that
make up the TCC control system. (For more information on
system operation see pages 70 and 71 in the Powerflow section).
Torque Converter Clutch System Stuck On will set a DTC P0742

and the PCM will command the following default actions:
TCC commanded On at maximum capacity.
TCC CONTROL VALVE
REV
D4
D2
18
EX
32
LINE
TCC REG APPLY
TCC REG APPLY
LOW/1ST GEAR
COOLER
EX
TFP
SWITCH
D3
RELEASE
APPLY
Figure 47
50
APPLY
2ND
REL
TCC SIGNAL (PWM)
CONV FD
19
EX
;
;;;;
;;;
TCC
CONTROL
(PWM)
Solenoid
;;;;;;;
;;;;;;;
;;;;;;;
;;;;;;;
;;;;;;;
;;;
;;;;;;;
;;;
;;;;;;;
;;;;;;;
;;;;;;;
;;;;;;;
TORQUE
CONVERTER
ASSEMBLY
(55)
25
TCC
APPLY
FLUID
PRESSURE
RELEASE
APPLY
PERCENT DUTY CYCLE
TCC CONTROL PWM SOLENOID
PRESSURE PRESSURE
COIL
CONNECTOR
CONTROL
SUPPLY
ASSEMBLY
(VBS SIGNAL) (ACTUATOR
FEED)
HOUSING
O-RING
The Pressure Control Solenoid Valve (PC Sol. 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 Sol. Valve, which ultimately decreases line
pressure. The PCM controls the PC Sol. Valve based on various
inputs including throttle position, fluid temperature, MAP sensor
and gear state.
Pressure Control Solenoid Valve (322):
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.
FLUID
SCREENS EXHAUST
Line Pressure
+ 5%
0.02 Amps
Maximum
+40%
1.1 Amps
Minimum
205
(Nom)
LINE PRESSURE
Current
CALIBRATION
SCREW
PRESSURE CONTROL SOLENOID
The PCM controls the PC Sol. 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 Sol. Valve electrical circuit at
the PCM controls the PC Sol. Valve operation. The PCM
provides a ground path for the circuit, monitors average current
and continuously varies the PC Sol. Valve duty cycle to maintain
the correct average current flowing through the PC Sol. Valve.
Approximate
Duty Cycle
DIAPHRAGM SPRING
55
(Nom) 0
1.1
CURRENT (AMPS)
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 Sol. 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
Sol. Valve. Current flow to the PC Sol. Valve creates a magnetic
field that moves the solenoid armature toward the push rod and
against spring force.
A Pressure Control Solenoid electrical problem will set a DTC

Transaxle Adapt Function:
Programming within the PCM also allows for automatic

adjustments in shift pressure that are based on the changing
characteristics of the transaxle components. As the apply
components within the transaxle 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 PCS 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 transaxle
durability. The PCM monitors the A/T ISS sensor and VSS
during commanded shifts to determine if a shift is occurring too
fast (harsh) or too slow (soft) and adjusts the PC Sol. Valve signal
to maintain a set shift feel.
Transmission adapts must be reset whenever the transmission is
overhauled or replaced (see appropriate service manual).
Figure 48
51
ELECTRICAL
NOTES
COMPONENTS
52
POWERFLOW
This section of the book describes how torque from
the engine is transferred through the Hydra-matic
4T65-E transaxle 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, 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.
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 transaxle in each range and gear.
The text below this chart provides a detailed
explanation of what is occurring mechanically in
that range and gear.
It is the intent of this section to provide an overall

simplified explanation of the mechanical, hydraulic
and electrical operation of the Hydra-matic 4T65-E
transaxle. If the operating principle of a clutch, band
or valve is unclear, refer to the previous sections of
this book for individual components descriptions.
RK g)
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EX
EX
PRN
D4
PRN
REV
PRN
D2
D3
4-3 MDS
3RD
D3
3-2 MAN DS
EX
2-3 SHIFT VALVE
LINE
33
#10
13
D2
3RD
EX
2ND
LO/1ST GEAR
EX
2-3 OFF SIG
2-3 OFF SIGNAL

2-3 SIGNAL
ORIFICED EX
21
3-4 SHIFT VALVE
EX
4TH CL
IN CL FD
2-3 SIGNAL
LINE
INPUT CL
3RD
AUX INPUT CL FD
2-1 MAN SERVO
1-2, 3-4 SIG
LO/1ST GEAR
EX
EX
EX
TORQUE SIGNAL
1-2 ACCUM VALVE

EX
LINE
EX
TORQUE SIGNAL
LINE
LINE
TORQUE SIG REG

EX
Pressure
Control
Solenoid
N.O.
VBS
FINAL DRIVE
SUN GEAR
(697)
HELD
EX
1/2 ROLLER CLUTCH

SUPPORT
FREEWHEELING
56
YD
R
PA AUL
GE IC
82 CIR
CU
IT
EH
1-2 ACCUMULATOR
2ND CLUTCH
FINAL DRIVE
SUN GEAR SHAFT
CO
MP
(689)
LE
HELD
T
1-2 ACCUMULATOR
REACTION
CARRIER
ASSEMBLY
(675)
HELD
PARKING
GEAR
(696)
HELD
INPUT
CARRIER
ASSEMBLY
(672)
REACTION
SUN GEAR
DRUM ASSEMBLY
(678)
FREEWHEELING
FINAL DRIVE
INTERNAL GEAR
(693)
PARKING
LOCK PAWL
(694)
ENGAGED
LINE
D4
ACT FEED
EX
LINE
EX
#3
LO-1ST
EX
EX
1-2, 3-4 SIGNAL

LO
D4
1-2 SHIFT VALVE
1-2, 3-4
Shift
Solenoid
N.O.ON
ORIFICED
CUP PLUG
(412)
TORQUE SIG
35
ACTUATOR FD
INPUT CLUTCH
EX
LINE(from Pump)
ACT FD LIM VALVE
EX
N.O.ON
31
2-3 Shift
Solenoid
12
LINE
LINE
30
DECREASE
CONV FD
2-3 SIGNAL
15
16
D2
D3
LINE
LINE
LINE
PRN
LINE
PRESSURE
TAP
PRESS REG VALVE
EX
DRIVEN
SPROCKET
(506)
1 2 D D NR
LINE REV BST
INPUT
SUN
GEAR
(668)
1
LO
17
INPUT
SPRAG
(664)
*HOLDING
LINE
LUBE
LO-1ST
INPUT SHAFT
& HOUSING
ASSEMBLY
(632)
MANUAL VALVE
14
3RD SPRAG
CLUTCH
ASSEMBLY
3RD CL/LO-1ST
INPUT
CLUTCH
*APPLIED
INPUT HOUSING
ASSEMBLY (632)
ssu mp tr pu
Pretes pu to the hen emand
ulaordingents. Wthe dfrom
accuirem ceeds, fluidr
q
re ut ex ssure ulato
outpne preure reg
of lipress
the
2
2a
POSSIBLE
TORQUE
POWER
TO
FINAL TRANSMITTED
FROM
DRIVE
VEHICLE
PINIONS
2b
PARKING
GEAR
(696)
LOCKED
LUBE
3a
REACTION
PLANETARY
PINION
ROTATE
1e
INPUT
INTERNAL
GEAR HELD
(POWER
TERMINATES)
1d
INPUT
CARRIER
PINIONS
ROTATE
LINE
1c
INPUT SUN
GEAR
(668)
DRIVING
1b
INPUT
SPRAG
(664)
*HOLDING
1a
INPUT
CLUTCH
*APPLIED
1
POWER FROM
TORQUE
CONVERTER
(1)
PARK
(Engine Running)
INPUT CL
PARK
1-2
ACCUMULATOR
56
Figure 53
Figure 52
Figure 49
57
53
MECHANICAL POWERFLOW FROM THE TORQUE CONVERTER

TO THE DRIVEN SPROCKET
(Engine Running)
3
FLUID COUPLING
DRIVES THE TURBINE
(Engine Running)
1
POWER FROM
THE ENGINE
4
TURBINE
SHAFT DRIVEN
2
POWER TO
DRIVE OIL PUMP
MECHANICAL POWERFLOW FROM

THE TORQUE CONVERTER TO
THE DRIVEN SPROCKET
7
INPUT HOUSING
(INPUT & 3RD
CLUTCH)
ASSEMBLY
ROTATES AT DRIVEN
SPROCKET SPEED
The mechanical power flow in the Hydra-matic 4T65-E

transaxle 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 (518). The turbine shaft, which is
connected to the drive sprocket (516), thus provides the
primary link to the mechanical operation of the transaxle.
1 Power from the Engine
Torque from the engine is transferred to the transaxle

through the engine flywheel which is bolted to the
engine crankshaft.
2 Power to Drive the Oil Pump
The oil pump drive shaft (227) is splined to the

torque converter cover at one end and to the pump
rotor (210) at the other end.
2a Pump Rotor Driven
When the engine is running, the oil pump drive

shaft (227) and the pump rotor (210) are forced
to rotate at engine speed.
2a
PUMP ROTOR
DRIVEN
3 Fluid Coupling Drives the Turbine
Transaxle fluid inside the torque converter (1) creates

a fluid coupling which in turn drives the torque
converter turbine.
5
DRIVE SPROCKET
ROTATES AT
TURBINE SPEED
4 Turbine Shaft Driven
As the torque converter turbine rotates, the turbine

shaft (518), which is splined to the torque converter
turbine, is also forced to rotate at turbine speed.
6
DRIVE LINK AND
DRIVEN SPROCKET
ROTATE AT TURBINE
SPEED (depending on
sprocket ratio)
5 Drive Sprocket Rotates at Turbine Speed
The opposite end of the turbine shaft (518) is splined

to the drive sprocket (516), which forces the drive
sprocket to rotate in the same direction and speed as
the torque converter turbine.
TORQUE CONVERTER
ASSEMBLY
(1)
DRIVE SPROCKET
(516)
DRIVE LINK
ASSEMBLY
(507)
OIL PUMP
ASSEMBLY
(200)
SPLINED TO
TORQUE CONVERTER
TURBINE ASSEMBLY
(D)
6 Drive Link and Driven Sprocket Rotate at Turbine Speed
Teeth on the drive sprocket (516) are in mesh with

the dual drive link assembly (507) and the drive link
is also in mesh with the teeth on the driven sprocket
(506). When the engine is running, all three
components will rotate in the same direction and
possibly at the same speed depending on drive and
driven sprocket ratio (see basic specifications page
122).
SPLINED TO
CONVERTER HOUSING
COVER ASSEMBLY
(J)
OIL PUMP
DRIVE SHAFT
(227)
TURBINE
SHAFT
(518)
SPLINED TO
OIL PUMP
ROTOR
(210)
7 Input Housing Assembly Rotates at Driven Sprocket Speed
SPLINED
TO
(506)
The driven sprocket (506) is splined to the input housing and shaft assembly (632) and forces the input
housing to rotate at driven sprocket speed.
SPLINED
TO
(632)
DRIVEN
SPROCKET
(506)
54
Figure 50
INPUT SHAFT
& HOUSING
ASSEMBLY
(632)
NOTE: To minimize the amount of repetitive text, the

remaining mechanical power flow descriptions will begin
with the driven sprocket (506). The transfer of torque
from the engine through the torque converter and to the
driven sprocket is identical in all gear ranges.
54A
APPLY
RELEASE
CONV FD
2 SHIFT ACCUMULATION
LINE
PRN
EX
LINE
LINE
DECREASE
LINE
LINE
EX
EX
TORQUE SIG
LINE
Pressure
Control
Solenoid
3-4
ACCUMULATOR
Figure 51
EX
TORQUE SIG REG

EX
4TH CLUTCH
1d
VBS
1c
ACT FEED
4TH CL
3-4 ACCUM
2-3
ACCUMULATOR
ORIFICED
CUP PLUG
(412)
35
ACTUATOR FD
EX
ACT FD LIM VALVE
3RD CLUTCH
2ND CL
1b
2-3 ACCUM
EX
54B
EX
1-2
ACCUMULATOR
3a
31
3d Torque Converter:
Release fluid pressure is routed to the torque converter to

keep the TCC released. Fluid leaves the converter in the
apply fluid circuit and returns to the cooler through the TCC
control valve.
15
TORQUE SIGNAL
EX
EX
EX
11
3-4 ACCUM
2b
16
PRESS REG VALVE
1a
LINE REV BST
2-3 ACCUM
1-2 ACCUMULATOR
17
3-4 ACCUM
TORQUE SIGNAL
3c TCC Regulator Apply Valve:
Spring force holds the valve in the release position, thereby

blocking line pressure.
10
LO-1ST
2a
Spring force holds the valve in the release position and

converter feed fluid is routed into the release fluid circuit.
Also, fluid returning from the converter in the apply fluid
circuit is routed through the valve and into the cooler fluid
circuit.
EX
1-2 ACCUM VALVE
EX
1-2 ACCUMULATOR
3 TORQUE CONVERTER (RELEASED POSITION ONLY)
3b TCC Control Valve:
CONV FD
14
EX
TORQUE SIG
EX
Accumulator fluid is routed to each of the accumulator

assemblies in preparation for upshifts and downshifts.
Line pressure is routed through the PR valve and into the

converter feed fluid circuit. Converter feed fluid is routed to
the TCC control valve.
2b 1-2, 2-3 and 3-4 Accumulator Assemblies:
3a Pressure Regulator Valve:
LINE
THERMO ELEMENT
EXHAUST
SUMP
2a 1-2, 2-3 and 3-4 Accumulator Valves:
Line pressure is regulated into accumulator fluid pressure.

This regulation is basically controlled by torque signal fluid
pressure acting on the end of the valve and accumulator
fluid which is orificed into the other end of the valve.
PRESSURE
RELIEF
VALVE
THERMOSTATIC
ELEMENT
3c
FILTER
EX
EX
CONV
EX
32
OIL
PUMP
SUCTION
TCC REG APPLY
18
EX
LOW/1ST GEAR
TCC REG APPLY

LINE
3b
LINE
TCC CONTROL VALVE
COOLER
LINE
19
REL
EX
DECREASE
APPLY
2ND
TCC
CONTROL
(PWM)
Solenoid
LINE
Regulates line pressure into the torque signal fluid circuit.

This regulation is controlled by regulated VBS signal fluid
pressure from the PC Sol. valve. Torque signal fluid pressure
is routed to the accumulator valves and the boost valve to
control shift feel.
TCC SIGNAL (PWM)
1d Torque Signal Regulor Valve:
TORQUE
CONVERTER
BLOW-OFF
LINE(to manual valve)
RELEASE
RELEASE
EX
LINE
PRESSURE
TAP
#1
REV
D4
12
;;
TFP
SWITCH
D3
1b Actuator Feed Limit (AFL) Valve:
Controlled by the PCM, the PC Sol. valve regulates actuator

feed fluid pressure acting on the end of the torque signal
regulator valve.
D2
E
AS
LE
RE
Regulates pump output (line pressure) in response to torque

signal fluid pressure acting on the line reverse boost valve,
spring force, and line pressure acting on the end of the
valve. Line pressure is directed to the manual valve, the
accumulator valves, the 3-2 manual downshift valve, torque
signal regulator valve, the TCC regulated apply valve, and
the actuator feed limit valve. Also, line pressure feeds the
converter feed, lube circuit, and the 2-3 signal fluid circuit
through the pressure regulator valve.
3d
FD
REGULATION
1 PRESSURE REGULATION
1c Pressure Control Solenoid Valve (PC Sol. Valve):
1 PRESSURE
CHAIN OILER
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.
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, 3-4 signal
fluid circuit.
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;;
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CONVERTER
LUBE
3 TORQUE
(Engine Running)
COMMON HYDRAULIC FUNCTIONS FOR ALL RANGES
HYDRAULIC POWERFLOW - COMMON

FUNCTIONS FOR ALL RANGES
55
PARK
PARK
(Engine Running)
(Engine Running)
1
POWER FROM
TORQUE
CONVERTER
(1)
1a
INPUT
CLUTCH
*APPLIED
1c
INPUT SUN
GEAR
(668)
DRIVING
1b
INPUT
SPRAG
(722)
*HOLDING
1d
INPUT
CARRIER
PINIONS
ROTATE
1e
INPUT
INTERNAL
GEAR HELD
(POWER
TERMINATES)
3a
REACTION
PLANETARY
PINIONS
ROTATE
2b
PARKING
GEAR
(696)
LOCKED
2a
TORQUE
TO
FINAL
DRIVE
PINIONS
2
POSSIBLE
POWER
TRANSMITTED
FROM
VEHICLE
ON
ON
4TH
CLUTCH
REVERSE
BAND
2ND
CLUTCH
3RD
CLUTCH
3RD
SPRAG
CLUTCH
INPUT
CLUTCH
*
INPUT
SPRAG
CLUTCH
2/1
BAND
1/2
SUPPORT
ROLLER
CLUTCH
FORWARD
BAND
HOLDING
*
* APPLIED BUT NOT EFFECTIVE
In Park range, there are three levels of powerflow coexisting.

The graphics will follow each flow separately by numerical
designation, which relates to the following text.
1 Power from Torque Converter
1-2, 3-4
SHIFT
SOL
2-3
SHIFT
SOL
Power from the torque converter turbine transfers to the driven

sprocket (506) which is splined to the input shaft and housing
assembly.
1a Input Clutch Applied
The input clutch is applied and holds the outer race of the
input sprag assembly which forces the input sprag to rotate.
1b Input Sprag Holding
The input sprag holds when torque comes from the engine,
and overruns when torque comes from the wheels, allowing
the vehicle to coast.
1c Input Sun Gear Driving
Power continues from the sprag through the input sun gear
(668), which then drives the input planetary pinions.
1d Input Carrier Pinions Rotate
INPUT
CLUTCH
*APPLIED
3RD SPRAG
CLUTCH
ASSEMBLY
Teeth on the input sun gear (668) are in mesh with the
planet pinion gears in the input carrier assembly (672) forcing
them to rotate.
INPUT
SPRAG
(722)
*HOLDING
1e Input Internal Gear Held/Powerflow Terminates

INPUT
SUN
GEAR
(668)
INPUT SHAFT
& HOUSING
ASSEMBLY
(632)
The input internal gear/reaction carrier is splined to the final

drive sun gear shaft, which is held stationary by the parking
gear which is also splined to the final drive sun gear shaft.
The input carrier pinions are rotating but the input internal
gear/reaction carrier is held, powerflow terminates.
2 Torque from the vehicle. Possibly parked on an incline
(force of gravity).
2a Torque from Wheels to Planetary Pinions
DRIVEN
SPROCKET
(506)
Torque from the vehicle travels through the wheels to the

differential, into the final drive planetary pinions.
2b Parking Gear Locked/Torque Terminated at Final
Drive Gear Set
INPUT
CARRIER
ASSEMBLY
(672)
REACTION
CARRIER
ASSEMBLY
(675)
HELD
REACTION
SUN GEAR
DRUM ASSEMBLY
(678)
FREEWHEELING
FINAL DRIVE
INTERNAL GEAR
(693)
PARKING
GEAR
(696)
PARKING
HELD
LOCK PAWL
(694)
ENGAGED
FINAL DRIVE
SUN GEAR
(697)
HELD
NOTE: If Park is selected while the vehicle is moving, the

parking pawl will ratchet in and out of the lugs on the
parking gear until the vehicle slows to approximately 5
km/h (3 mph). At that speed the parking gear will engage
and stop the vehicle from moving. The vehicle should be
completely stopped before selecting Park range or internal
damage to the transaxle could occur.
3 Preparation for a shift into Overdrive First
3a Reaction Planetary Pinions Rotate
FINAL DRIVE
SUN GEAR SHAFT
(689)
HELD
1/2 SUPPORT
AND DRUM
(687)
FREEWHEELING
56
The final drive internal gear is held stationary in the case

and the final drive sun gear is held by the parking lock gear
which is held by the parking lock pawl. Two members of
the planetary gear set are held stationary, powerflow is
terminated.
Figure 52
The reaction planetary pinions rotate and drive the reaction

sun gear and drum assembly. The 1/2 support roller clutch
outer race is attached to the reaction sun gear and drum
assembly and locks up the roller clutch which forces the 1/2
support and drum to rotate. When the vehicle is shifted into
the overdrive range the forward band is the only element
that needs to apply to achieve forward motion.
The manual linkage must be adjusted properly so the indicator

quadrants in the vehicle correspond with the manual shift detent
lever (802) in the transaxle. If not properly adjusted, an internal
leak between fluid passages at the manual valve can cause a
clutch or band to slip, or it may cause the transaxle not to hold
in Park. Refer to the appropriate General Motors Service Manual
for the proper manual linkage adjustment procedures.
56A
PARK
PARK
(Engine Running)
Engine Running
FORWARD
BAND
INPUT HOUSING
ASSEMBLY (632)
HOLDING
*
INPUT CLUTCH APPLIES

1 Manual Valve:
PRN
REV
D4
PRN
D2
3-4 SHIFT VALVE
21
4-3 MDS
3RD
2-3 SHIFT VALVE
LINE
33
#10
D3
D2
2ND
LO/1ST GEAR
13
3-2 MAN DS
EX
2-3 OFF SIG
2-3 OFF SIGNAL

2-3 SIGNAL
ORIFICED EX
2-3 SIGNAL
LINE
7
D3
3RD
LINE
1-2, 3-4 SIG
1-2 SHIFT VALVE

EX
EX
LINE
EX
EX
EX
TORQUE SIGNAL
1-2 ACCUM VALVE

EX
EX
LINE
LINE
EX
TORQUE SIGNAL
LINE
TORQUE SIG REG

EX
Pressure
Control
Solenoid
VBS
LO/1ST GEAR
LINE
D4
ACT FEED
LO-1ST
#3
1-2, 3-4 SIGNAL

LO
D4
EX
EX
1-2, 3-4
Shift
Solenoid
N.O.ON
ORIFICED
CUP PLUG
(412)
TORQUE SIG
35
ACTUATOR FD
INPUT CLUTCH
LINE(from Pump)
ACT FD LIM VALVE
N.O.ON
LINE
EX
LINE
LUBE
2-3 Shift
Solenoid
LINE
12
31
LINE
DECREASE
CONV FD
30
EX
2-3 SIGNAL
LINE
PRN
LINE
PRESSURE
TAP
15
3-4 Shift Valve:
2-3 signal fluid pressure moves the 4-3 manual downshift

valve against spring pressure and holds the 3-4 shift valve
in the downshift position. In this position input clutch feed
fluid enters the input clutch fluid circuit and is directed to
the #3 ball check valve where it joins with PRN fluid of
equal pressure and applies the input clutch.
PRESS REG VALVE
2-3 Shift Solenoid Valve:
Spring force and 2-3 signal fluid pressure force the 3-2
manual downshift valve against the 2-3 shift valve and hold
it in the downshift position. In this position line pressure is
routed into the input clutch feed circuit and directed to the
3-4 shift valve.
16
17
Energized by the PCM, the normally open 2-3 shift solenoid

is ON and blocks 2-3 signal fluid from exhausting. The 2-3
signal fluid circuit leads to the 4-3 manual downshift valve
and the 3-2 manual downshift valve.
LINE REV BST
1-2, 3-4 signal fluid pressure moves the 1-2 shift valve
against spring pressure and the fluid is also directed to the
3-4 shift valve.
14
1-2 Shift Valve:
2-3 Shift Valve:
1-2, 3-4 Shift Solenoid Valve:
LO-1ST
LINE
# 3 Ball Check Valve
Energized by the PCM, the normally open 1-2, 3-4 shift

solenoid is ON and blocks 1-2, 3-4 signal fluid from
exhausting.
D2
D3
PRN fluid is then routed to the pressure regulator valve and

to the #3 ball check valve where it enters the input clutch
fluid circuit.
EX
MANUAL VALVE
3RD CL/LO-1ST
LUBE
EX
Mechanically controlled by the gear selector lever, the

manual valve is in the Park (P) position and directs line
pressure into the PRN fluid circuits.
2
1 2 D D NR
LO
INPUT CL
1/2
SUPPORT
ROLLER
CLUTCH
AUX INPUT CL FD
2-1 MAN SERVO
2/1
BAND
EX
INPUT
SPRAG
CLUTCH
3RD
INPUT
CLUTCH
PRN
3RD
SPRAG
CLUTCH
EX
3RD
CLUTCH
EX
4TH CL
IN CL FD
2ND
CLUTCH
ON
REVERSE
BAND
ON
4TH
CLUTCH
INPUT CL
2-3
SHIFT
SOL
1-2, 3-4
SHIFT
SOL
EX
1-2 ACCUMULATOR
COMPLETE HYDRAULIC CIRCUIT

Page 82
56B
2ND CLUTCH
1-2 ACCUMULATOR
1-2
ACCUMULATOR
Figure 53
57
REVERSE
REVERSE
3
REVERSE
BAND
(615)
APPLIED
1
POWER FROM
TORQUE
CONVERTER
(1)
2
INPUT
CLUTCH
APPLIED
4
INPUT
CARRIER
ASSEMBLY
(672)
HELD
2a
INPUT
SPRAG
(722)
HOLDING
5
INPUT
INTERNAL
GEAR
DRIVEN
2b
6
INPUT
POWER TO
SUN
FINAL DRIVE
GEAR
(700)
(668)
DRIVING
1-2, 3-4
SHIFT
SOL
2-3
SHIFT
SOL
ON
ON
4TH
CLUTCH
REVERSE
BAND
2ND
CLUTCH
3RD
CLUTCH
3RD
SPRAG
CLUTCH
APPLIED
INPUT
CLUTCH
INPUT
SPRAG
CLUTCH
2/1
BAND
1/2
SUPPORT
ROLLER
CLUTCH
FORWARD
BAND
APPLIED HOLDING
In Reverse (R), torque from the engine is multiplied through the

torque converter (1), the transaxle gear train, the final drive
assembly and the output shaft (510), thereby sending power to
the vehicles drive axles. The planetary gear sets operate in
reduction and in a reverse direction of the input torque. The gear
ratio for Reverse gear range is 2.385:1.
When the gear selector lever is moved into the Reverse (R) gear
range, the parking pawl disengages from the parking gear (696)
allowing the final drive sun gear shaft (689) to rotate.
The manual shaft and detent lever assembly (802 & 807) and
manual valve (404) are also moved into the Reverse gear position in order to channel the transmission fluid.
The driven sprocket (506) is splined to the input shaft and housing
assembly (632) and forces the housing to rotate at driven sprocket
speed.
2 Input Clutch Applied
REVERSE SERVO
ASSEMBLY
APPLIED
INPUT
SPRAG
(722)
HOLDING
INPUT
CLUTCH
APPLIED
3RD SPRAG
CLUTCH
ASSEMBLY
INPUT SHAFT
& HOUSING
ASSEMBLY
(632)
REVERSE
REACTION DRUM
(669)
HELD
INPUT
SUN
GEAR
(668)
2a Input Sprag Holding
2b Input Sun Gear Driving
Power continues from the input sprag through the input sun
gear (668), which then drives the input carrier planetary
pinions.
3 Reverse Band Applied
The reverse band (615) is applied, holding the 2nd clutch housing
(617).
DRIVEN
SPROCKET
(506)
4 Input Carrier Assembly Held
The reverse reaction drum (669), splined on one end to the 2nd
clutch housing (617) and the other end to the input carrier
assembly (672), is held and prevents the input carrier assembly
(672) from rotating.
PARKING
GEAR
(696)
REVERSE
BAND
(615)
APPLIED
2ND CLUTCH
HOUSING
(217)
HELD
INPUT
CARRIER
ASSEMBLY
(672)
HELD
5 Input Internal Gear Driven
Teeth on the input sun gear (668), in mesh with the planet pinion
gears in the input carrier assembly (672), drive the pinion gears
and input internal gear, which is part of the reaction carrier
assembly (675), in the reverse direction of forward gear rotation.
6 Power to Final Drive Assembly
The final drive sun gear shaft (689), splined to the reaction
carrier assembly (675) at one end and the final drive sun gear
(697) at the other end, drives the differential assembly (700) in
reverse direction.
REACTION
CARRIER
ASSEMBLY
(675)
REACTION
SUN GEAR
DRUM ASSEMBLY
(678)
FREEWHEELING
58
input sprag assembly which forces the input sprag to rotate.
Figure 54
FINAL DRIVE
SUN GEAR SHAFT
(689)
FINAL DRIVE
SUN GEAR
(697)
1/2 SUPPORT
AND DRUM
(687)
FREEWHEELING
58A
REVERSE
2ND
CLUTCH
3RD
CLUTCH
APPLIED
INPUT
CLUTCH
2/1
BAND
1/2
SUPPORT
ROLLER
CLUTCH
FORWARD
BAND
INPUT HOUSING
ASSEMBLY (632)
APPLIED HOLDING
ON
REVERSE
BAND
REVERSE
INPUT
SPRAG
CLUTCH
ON
4TH
CLUTCH
3RD
SPRAG
CLUTCH
INPUT CL
2-3
SHIFT
SOL
1-2, 3-4
SHIFT
SOL
When the gear selector lever is moved to the Reverse (R)

position (from the Park position) the following changes occur
in the transaxles hydraulic and electrical systems.
1a
1 2 D D NR
EX
LO
EX
PRN
REV
PRN
D2
D3
LINE
D4
LUBE
With the manual valve in the reverse position, line pressure

is directed into the reverse fluid circuit in addition to the
PRN fluid circuit already pressurized in Park.
MANUAL
VALVE
1a Manual Valve:
3RD CL/LO-1ST
1 PRESSURE REGULATION
1b Pressure Regulator and Boost Valves:
PRN fluid at the line reverse boost valve and assists torque
signal fluid pressure against line pressure and spring force.
The addition of PRN fluid pressure increases the operating
range of line pressure in Reverse.
PRN
TORQ SIG
D2
EX
EX
1-2 ACCUM VALVE

EX
LINE
LINE
4d 3-4 Shift Valve:
EX
2-3 SIGNAL
2-1 MAN SERVO
LINE
D4
3d
LO/1ST GEAR
EX
EX
D3
3-2 MAN DS
EX
2-3 SHIFT VALVE
33
VBS
EX
LINE
TORQUE SIGNAL
E
AS
LE
RE
TFP
SWITCH
;;
D3
TORQUE SIG REG
13
D2
EX
D2
3RD
EX
REV
LO
D4
2-3 OFF SIGNAL
1d
LINE
2ND
LO/1ST GEAR
D3
INPUT CL
3RD
Pressure
Control
Solenoid
3d 2-3 Shift Valve:
58B
AUX INPUT CL FD
#10
3c 2-3 Shift Solenoid Valve:

Page 84
4TH CL
IN CL FD
EX
ORIFICED EX
2-3 SIGNAL
LINE
ACT FEED
1-2 Signal fluid pressure keeps the 1-2 shift valve in the
downshift position.
1-2 ACCUMULATOR
2ND CLUTCH
1-2
ACCUMULATOR
2-3 signal fluid pressure holds the 4-3 manual downshift

valve against spring pressure and holds the 3-4 shift valve in
the downshift position. Input clutch feed fluid enters the
input clutch fluid circuit and is directed to the #3 ball check
valve where it joins with PRN fluid of equal pressure and
keeps the input clutch applied.
REV BST
LINE
2-3 OFF SIG
XE
REVERSE
BAND
SERVO
4-3 MDS
LO-1ST
21
3b
3RD
1-2 SHIFT VALVE

EX
3-4 SHIFT VALVE
EX
EX
EX
LINE
EX
EX
TORQUE SIG
REV SERVO
4d
2b
1c
1-2, 3-4
Shift
Solenoid
N.O.ON
#3
2a
1-2, 3-4 SIGNAL

LO
D4
REVERSE
3a
1-2, 3-4 SIG
20
ORIFICED
CUP PLUG
(412)
#5
LINE
EX
35
ACTUATOR FD
INPUT CLUTCH
N.O.ON
LINE(from Pump)
LINE
DECREASE
CONV FD
2-3 Shift
Solenoid
3c
LINE
LUBE
PRN
EX
30
EX
The PCM keeps the solenoid energized in Reverse and 1-2,

3-4 signal fluid pressure acts on the 1-2 shift valve.
Spring force and 2-3 signal fluid pressure keep the 3-2
manual downshift valve against the 2-3 shift valve and hold
it in the downshift position. In this position line pressure is
routed into the input clutch feed circuit and directed to the
3-4 shift valve.
2-3 SIGNAL
12
LINE
31
3a 1-2, 3-4 Shift Solenoid Valve:
Still energized by the PCM, the normally open 2-3 shift

solenoid is ON and blocks 2-3 signal fluid from exhausting
and directs 2-3 signal fluid to the 4-3 Manual Downshift
Valve and the 3-2 Manual Downshift Valve.
ACT FD LIM VALVE
3 INPUT CLUTCH REMAINS APPLIED
3b 1-2 Shift Valve:
LINE
2b Reverse Band Servo:
Reverse servo clutch fluid pressure from the Reverse Boost

Valve and orifice #20 applies the reverse servo piston which
applies the reverse band to hold the second clutch housing.
15
PRESS REG VALVE
Opens under hard acceleration (high line pressure/high

throttle position) to allow reverse fluid to by-pass the feed
orifice #20 and enter the reverse servo passage. This provides
for a quick apply of the reverse band to prevent band slippage
during abusive shifts from Park or Neutral to Reverse.
LINE
PRESSURE
TAP
16
17
2 REVERSE BAND APPLIES

2a Reverse Boost Valve:
LINE REV BST
Reverse fluid is routed to the Fluid Pressure Manual Valve

Position Switch Assembly (TFP Val. Position Sw.). The
TFP Val. Position Sw. signals the PCM that the transaxle is
in Reverse.
LO-1ST
1d Fluid Pressure Manual Valve Position Switch

Assembly (TFP Val. Position Sw.):
1b
14
Located in the valve body, it blocks the reverse servo feed

passage forcing reverse fluid through orifice #20 in the spacer
plate into the reverse servo passage.
1c # 5 Ball Check Valve:
Figure 55
59
NEUTRAL
NEUTRAL
(Engine Running)
(Engine Running)
1
POWER FROM
TORQUE
CONVERTER
(1)
1a
INPUT
CLUTCH
*APPLIED
1b
INPUT
SPRAG
(722)
*HOLDING
1c
INPUT SUN
GEAR
(668)
DRIVING
1d
INPUT
CARRIER
PINIONS
ROTATE
1e
INPUT
INTERNAL GEAR
HELD
(POWER
TERMINATES)
2a
REACTION
PLANETARY
PINIONS
ROTATE
2-3
SHIFT
SOL
ON
ON
4TH
CLUTCH
REVERSE
BAND
2ND
CLUTCH
3RD
CLUTCH
3RD
SPRAG
CLUTCH
INPUT
CLUTCH
INPUT
SPRAG
CLUTCH
2/1
BAND
1/2
SUPPORT
ROLLER
CLUTCH
FORWARD
BAND
APPLIED HOLDING
*
*
When the gear selector lever is placed in the Neutral (N) position,
the mechanical power flow through the transaxle is similar to
Park gear range. The primary difference is the parking pawl
(694) is not engaged with the parking gear (696), which allows
the final drive sun gear shaft (689) to rotate freely in either
direction. Assuming that the vehicle is on level ground, the
weight of the vehicle (transferred through the drive axles) holds
the final drive sun gear shaft. Under these conditions, power
flow through the transaxle is the same as in Park.
1-2, 3-4
SHIFT
SOL
The manual shaft and detent lever assembly (802 & 807) and
manual valve (404) are moved into Neutral (N) range position.

assembly.
input sprag assembly which forces the input sprag to try to
rotate.
INPUT
CLUTCH
*APPLIED
3RD SPRAG
CLUTCH
ASSEMBLY
INPUT
SPRAG
(722)
*HOLDING
1b Input Sprag Holding
INPUT
SUN
GEAR
(668)
INPUT SHAFT
& HOUSING
ASSEMBLY
(632)
1c Input Sun Gear Driving
pinions.
1d Input Carrier Pinions Rotate
Teeth on the input sun gear (668) are in mesh with the
planet pinion gears in the input carrier assembly (672),
forcing them to rotate.
DRIVEN
SPROCKET
(506)
1e Input Internal Gear Held/Powerflow Terminates
The input internal gear/reaction carrier is splined to the final

drive sun gear shaft, which is held stationary by the weight
of the vehicle. The input carrier pinions are rotating but the
input internal gear/reaction carrier is held, powerflow
terminates.
INPUT
CARRIER
ASSEMBLY
(672)
REACTION
CARRIER
ASSEMBLY
(675)
HELD
REACTION
SUN GEAR
DRUM ASSEMBLY
(678)
FREEWHEELING
FINAL DRIVE
INTERNAL GEAR
(693)
PARKING
LOCK PAWL
(694)
DISENGAGED
PARKING
GEAR
(696)
HELD
FINAL DRIVE
SUN GEAR
(697)
HELD
FINAL DRIVE
SUN GEAR SHAFT
(689)
HELD
1/2 SUPPORT
AND DRUM
(687)
FREEWHEELING
60
Figure 56
2 Preparation for a shift into Overdrive First

2a Reaction Planetary Pinions Rotate
The reaction planetary pinions rotate and drive the reaction

sun gear and drum assembly. The 1/2 support roller clutch
outer race is attached to the reaction sun gear and drum
assembly and locks up the roller clutch which forces the 1/2
support and drum to rotate. When the vehicle is shifted into
the overdrive range, the forward band is the only element
that needs to apply to achieve forward motion.
NOTE: Whenever adjustments or repairs are being performed

and the gear selector lever is in Neutral, it is important that the
vehicles parking brake is applied and the wheels are blocked.
A slight incline will cause the vehicle to roll either forward or
backwards potentially causing injury or damage.
60A
NEUTRAL
NEUTRAL
(Engine Running)
FORWARD
BAND
PRN
PRN
REV
D4
LINE
D2
D3
PRN
REV SERVO
3RD
21
EX
4TH CL
IN CL FD
33
2-3 SHIFT VALVE
D2
D3
13
LINE
3-2 MAN DS
EX
#10
3RD
2ND
LO/1ST GEAR
D2
REV
LO
D4
2-3 OFF SIG
1d
EX
3RD
EX
EX
1-2 SHIFT VALVE
1b
1-2, 3-4
Shift
Solenoid
N.O.ON
LO
D4
LO-1ST
REVERSE
BAND
SERVO
1-2, 3-4 SIGNAL
4-3 MDS
EX
3-4 SHIFT VALVE
ORIFICED
CUP PLUG
(412)
ORIFICED EX
LINE
D3
EX
EX
1-2, 3-4 SIG
D2
ACTUATOR FD
2-3 OFF SIGNAL

2-3 SIGNAL
EX
LINE
35
TORQUE SIG
EX
ACT FD LIM VALVE
INPUT CL
EX
CONV FD
REVERSE
LINE
#3
1c
20
31
#5
LINE(from Pump)
EX
LINE
N.O.OFF
DECREASE

Reverse fluid pressure exhausts from the TFP Val. Position

Sw., thereby signalling the PCM that the transaxle is in
Neutral (N) or Park (P).
17
INPUT CLUTCH
12
LINE
LUBE
2-3 Shift
Solenoid
LINE
EX
PRN
30
PRESS REG VALVE
15
16
2-3 SIGNAL

Reverse fluid forces the #5 ball check valve off its seat
allowing reverse servo fluid to bypass orifice #20 which
allows a quick release of the reverse band.
LINE
LINE REV BST
LO-1ST
14
LINE
PRESSURE
TAP
1b Reverse Band Servo:
Reverse fluid exhausts from the reverse band servo and

force from the reverse servo return spring releases the reverse
band shifting the transaxle into Neutral.
AUX INPUT CL FD
2-1 MAN SERVO
The manual valve is moved to the Neutral position and

blocks line pressure from entering the Reverse fluid circuit.
The reverse fluid circuit is opened to an exhaust at the
manual valve.
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.
1 2 D D NR
EX
LUBE
1a Manual Valve:
The input clutch remains applied but becomes ineffective as the

reverse band releases.
LO
MANUAL VALVE
3RD CL/LO-1ST
1 REVERSE BAND RELEASES
1a
When the gear selector lever is moved to Neutral (N), the

hydraulic system operates in the same manner as Park (P)
range. If the gear selector lever is moved from the Reverse
position to the Neutral position the following changes occur to
the hydraulic and electrical systems.
EX
INPUT HOUSING
ASSEMBLY (632)
HOLDING
*
1/2
SUPPORT
ROLLER
CLUTCH
2-3 SIGNAL
2/1
BAND
Engine Running
INPUT
SPRAG
CLUTCH
REV BST
INPUT
CLUTCH
3RD
SPRAG
CLUTCH
LINE
3RD
CLUTCH
2ND
CLUTCH
ON
REVERSE
BAND
ON
4TH
CLUTCH
INPUT CL
2-3
SHIFT
SOL
1-2, 3-4
SHIFT
SOL
VBS
LINE
EX
TORQUE SIGNAL
LINE
EX
EX
LINE
;;
TORQUE SIG REG

EX
TFP
SWITCH
D3
E
AS
LE
RE
Pressure
Control
Solenoid
LINE
LO/1ST GEAR
D4
ACT FEED
TORQUE SIGNAL
1-2 ACCUM VALVE

EX
EX
1-2 ACCUMULATOR

Page 86
60B
2ND CLUTCH
1-2
ACCUMULATOR
1-2 ACCUMULATOR
EX
Figure 57
61
OVERDRIVE RANGE - FIRST GEAR
OVERDRIVE RANGE FIRST GEAR

5
INPUT
CARRIER
ASSEMBLY
(672)
DRIVEN
4
INPUT
SUN
GEAR
(668)
DRIVING
2
INPUT
CLUTCH
APPLIED
8
REACTION
CARRIER
ASSEMBLY
(675)
DRIVEN
7
REACTION
SUN GEAR
(678)
HELD
6
REACTION
INTERNAL
GEAR
DRIVING
7a
7b
FORWARD 1/2 SUPPORT
BAND
ROLLER
(688)
ASSEMBLY
APPLIED
(683)
9
HOLDING POWER TO
FINAL DRIVE
(700)
2-3
SHIFT
SOL
ON
ON
4TH
CLUTCH
REVERSE
BAND
2ND
CLUTCH
3RD
CLUTCH
3RD
SPRAG
CLUTCH
INPUT
CLUTCH
INPUT
SPRAG
CLUTCH
APPLIED HOLDING
2/1
BAND
1/2
SUPPORT
ROLLER
CLUTCH
FORWARD
BAND
HOLDING APPLIED
In Overdrive Range - First Gear D , torque from the engine is

multiplied through the torque converter (1) and transaxle gear
sets to the drive axles. The planetary gear sets operate in
reduction to achieve a first gear starting ratio of 2.921:1.
1-2, 3-4
SHIFT
SOL
The manual shaft, detent lever and manual valve are moved into
Overdrive - the D range position on the shift quadrant.
3
INPUT
SPRAG
(722)
HOLDING
1
POWER FROM
TORQUE
CONVERTER
(1)

assembly.
input sprag assembly which forces the input sprag to try to
rotate.
3 Input Sprag Holding
4 Input Sun Gear Driving
INPUT
SPRAG
(722)
HOLDING
INPUT
CLUTCH
APPLIED
3RD SPRAG
CLUTCH
ASSEMBLY
INPUT SHAFT
& HOUSING
ASSEMBLY
(632)
pinions.
INPUT
SUN
GEAR
(668)
DRIVING
5 Input Carrier Assembly Driven
Teeth on the input sun gear (668) are in mesh with the planet
pinion gears in the input carrier assembly (672) forcing the
carrier to rotate.
6 Reaction Internal Gear Driving
The reaction internal gear, part of the input carrier assembly

(672), is in mesh with the planet pinion gears in the reaction
carrier assembly (675), forcing the carrier to rotate around
the reaction sun gear drum assembly (678).
DRIVEN
SPROCKET
(506)
7 Reaction Sun Gear Held

7a Forward Band Applied
The forward band (688) is applied, holding the 1-2 support

roller clutch assembly (683).
7b 1/2 Support Roller Clutch Assembly Holding
PARKING
GEAR
FINAL DRIVE
SUN GEAR SHAFT (696)
(689)
FORWARD BAND
(688)
APPLIED
INPUT
CARRIER
ASSEMBLY
(672)
HELD
1/2 SUPPORT
AND DRUM
(687)
HELD
8 Reaction Carrier Assembly Driven
The reaction carrier assembly (675), splined to the final drive

sun gear shaft (689), provides the power flow to the final
drive differential through the final drive sun gear (697).
REACTION
CARRIER
ASSEMBLY
(675)
REACTION
SUN GEAR
DRUM ASSEMBLY
(678)
HELD
62
In Overdrive Range - First Gear, the direction of rotation of

the reaction carrier assembly (675) forces the reaction sun
gear drum assembly (678) to try to rotate in the opposite
direction. The 1/2 support roller clutch assembly (683) holds
the 1/2 support outer race [part of the reaction sun gear
drum assembly (678)], against this rotation thereby holding
Figure 58
1/2 SUPPORT
ROLLER
CLUTCH
ASSEMBLY
(683)
HOLDING
FINAL DRIVE
SUN GEAR
(697)
FORWARD SERVO
ASSEMBLY
APPLIED
Torque transfers through the final drive sun gear to the final
drive planet pinion gears (711).
The final drive planet pinion gears (711) rotate inside the
final drive internal gear (693), which is held stationary by the
case, and transfers torque to the final drive differential side
gears (705).
The output shaft (510), splined into the differential side gear
(705), provides the torque to the left hand drive axle while
the right differential side gear (705) transfers torque to the
right hand drive axle.
When the differential and final drive carrier (700) rotates, the
vehicle begins to move and first gear is achieved. As the speed
of the vehicle increases, less torque multiplication is required to
maintain a constant vehicle speed. In order to provide maximum
powertrain efficiency, a lower input to output gear ratio is
desirable. This lower gear ratio is automatically achieved when
the transaxle shifts into second gear.
62A
HOLDING APPLIED
When the gear selector lever is moved to the Overdrive D )

position from the Neutral (N) position the following changes
occur to shift the transaxle into Overdrive Range - First Gear.
INPUT HOUSING
ASSEMBLY (632)
EX
1-2 ACCUM
PRN
D2
D3
INPUT CL
2-3 OFF SIGNAL

2-3 SIGNAL
AUX INPUT CL FD
2-1 MAN SERVO
D2
3RD
EX
EX
EX
EX
EX
LINE
TORQUE SIGNAL
LO/1ST GEAR
1-2 ACCUMULATOR
1-2 ACCUM VALVE
EX
TORQUE SIGNAL
LO/1ST GEAR
LINE
D4
LINE
EX
;;
EX
EX
3-2 MAN DS
TORQUE SIGNAL
TFP
SWITCH
D3
EX
TORQUE SIG REG
VBS
E
AS
LE
RE
D2
D4
D3
3c
Pressure
Control
Solenoid
Located in the valve body this ball check valve unseats and
allows lo/1st gear fluid to bypass orifice #33 and increases
the fluid volume feeding the input clutch feed circuit.
LINE
LO/1ST GEAR
13
2-3 SHIFT VALVE
ACT FEED
LINE
33
#10
REV
1b
LO
D4
2ND
In the downshift position D4 fluid passes through the 1-2

shift valve into the lo/1st gear fluid circuit and unseats the
#10 ball check valve.
EX
4TH CL
IN CL FD
2-3 OFF SIG
3RD
FWD SERVO
ORIFICED EX
2-3 SIGNAL
LINE
3b
1-2 SHIFT VALVE
D4
3RD
EX
21
4-3 MDS
LO-1ST
3-4 SHIFT VALVE
EX
EX
D4
1-2, 3-4 SIGNAL

LO
D4
LINE
FWD SERVO
1-2, 3-4
Shift
Solenoid
N.O. ON
EX
1-2, 3-4 SIG
#3
ORIFICED
CUP PLUG
(412)
3a
ACTUATOR FD
In first gear the 1-2, 3-4 Shift Solenoid Valve remains

energized by the PCM and 1-2, 3-4 signal fluid pressure
holds the 1-2 shift valve in the downshifted position.
35
TORQUE SIG
EX
ACT FD LIM VALVE
1a
2b
#6
29
LINE
EX
INPUT CLUTCH
31
FWD BST
D4
LINE(from Pump)
EX
LINE
CONV FD
2a
ON
3d
DECREASE
LINE
2-3 Shift
Solenoid
LUBE
LINE
EX
30
12
LINE
2-3 SIGNAL
PRN
LINE
N.O.
Energized (ON) by the PCM, high pressure in the 2-3 signal

fluid circuit holds the 2-3 and 3-4 shift valves in the downshift
position.
15
16
17
The input clutch remains applied from Neutral to Drive and

becomes effective as the forward band applies.
3d 2-3 Shift Solenoid Valve:
LINE
PRESSURE
TAP
PRESS REG VALVE
2b Forward Servo Boost Valve:
LINE REV BST
Located in the valve body, this ball check valve seats and
forces D4 fluid to go through feed orifice #29 to control
apply of the forward servo under light or normal throttle
conditions.
14
LO-1ST
2 FORWARD BAND APPLIES

2a # 6 Ball Check Valve:
D4 fluid is routed to the TFP Val. Position Sw. and the TFP
Val. Position Sw. signals the PCM that the transaxle is in
the Overdrive range.
3b 1-2 Shift Valve:
1b Fluid Pressure Manual Valve Position Switch

When PRN fluid exhausts, input clutch fluid moves the #3

ball check valve and seats it against the PRN fluid passage.
Applies and holds the forward band during all forward gear
drive ranges.
PRN
REV
D2
D3
1a # 3 Ball Check Valve:
2c Forward Band Servo Applies:
MANUAL VALVE
LINE
LUBE
PRN
3RD CL/LO-1ST
In the Overdrive position the manual valve routes line pressure

into the D4 fluid circuit. The manual valve also blocks line
pressure from entering the PRN fluid circuit and opens the PRN
fluid circuit to exhaust.
Opens under high line pressure (high throttle position)

allowing D4 fluid to by-pass the feed orifice #29 to enter the
forward servo passage. This provides for a quick fill of the
servo passage and quick apply of the forward band assembly
(688) to prevent slippage during abusive shifts from Park or
Neutral to Drive.
1 2 D D NR
1 MANUAL VALVE:
EX
LO
D4
APPLIED HOLDING
FORWARD
BAND
D4
2/1
BAND
INPUT
CLUTCH
TORQ SIG
3RD
CLUTCH
2ND
CLUTCH
1/2
SUPPORT
ROLLER
CLUTCH
ON
REVERSE
BAND
INPUT
SPRAG
CLUTCH
INPUT CL
ON
4TH
CLUTCH
3RD
SPRAG
CLUTCH
1-2, 3-4
SHIFT
SOL
2-3
SHIFT
SOL
FORWARD
BAND
SERVO

Page 88
62B
2ND CLUTCH
2c
FORWARD SERVO
1-2
ACCUMULATOR
Figure 59
63
OVERDRIVE RANGE - SECOND GEAR
OVERDRIVE RANGE SECOND GEAR

3a
INPUT
CLUTCH
APPLIED
4
REACTION
SUN GEAR
(678)
HELD
3
REACTION
INTERNAL
GEAR
DRIVING
4a
4b
FORWARD 1/2 SUPPORT
BAND
ROLLER
(688)
CLUTCH
6
APPLIED
ASSEMBLY POWER TO
(683)
FINAL DRIVE
HOLDING
(700)
5
REACTION
CARRIER
ASSEMBLY
(675)
DRIVEN
3b
INPUT
SPRAG
(722)
OVERRUNNING
2
2ND
CLUTCH
APPLIED
1
POWER FROM
TORQUE
CONVERTER
(1)
1-2, 3-4
SHIFT
SOL
2-3
SHIFT
SOL
OFF
ON
4TH
CLUTCH
REVERSE
BAND
2ND
CLUTCH
3RD
CLUTCH
3RD
SPRAG
CLUTCH
APPLIED
INPUT
CLUTCH
INPUT
SPRAG
CLUTCH
OVERRUN
2/1
BAND
1/2
SUPPORT
ROLLER
CLUTCH
FORWARD
BAND
HOLDING APPLIED
As the speed of the vehicle increases, input signals from the

vehicle speed sensor (VSS), throttle position sensor (TPS) and
other sensors are sent to the powertrain control module (PCM).
The PCM uses this information to manage engine torque as the
transaxle shifts from first to second gear. In Overdrive Range Second Gear, the planetary gear sets continue to operate in
reduction but at a gear ratio of 1.57:1.
The driven sprocket (506), splined to the input shaft and housing
assembly (632), transmits engine torque to the housing and forces
it to rotate.
2 Second Clutch Applied
The second clutch plates (624), splined onto the input housing
hub, redirect the power flow into the 2nd clutch assembly (617627).
3 Reaction Internal Gear Driving
INPUT
CLUTCH
APPLIED
*
SECOND
CLUTCH
APPLIED
INPUT SHAFT
& HOUSING
ASSEMBLY
(632)
REVERSE
REACTION DRUM
(669)
INPUT
SPRAG
(722)
OVERRUNNING
3RD SPRAG
CLUTCH
ASSEMBLY
The reverse reaction drum (669) splined to the 2nd clutch housing (617) on one end and the reaction internal gear at the other
end, transfers the power to the gear sets. The reaction internal
gear is part of the input carrier assembly (672).
3a Input Clutch Applied but Not Effective
Although the input clutch is applied, power through the

input clutch plates (646-647) is terminated at the input sprag
outer race (665) because it is overrunning.
INPUT
SUN
GEAR
(668)
3b Input Sprag Overrunning
Overrunning occurs as the input carrier pinion gears drive

(rotate) the input sun gear (668) faster than the rotation of
the input carrier assembly (672).
DRIVEN
SPROCKET
(506)
The forward band (688) is applied, holding the 1/2 support

roller clutch assembly (683).
4b 1/2 Support Roller Clutch Assembly Holding
FINAL DRIVE
SUN GEAR SHAFT
(689)
FORWARD BAND
(688)
APPLIED
INPUT
CARRIER
ASSEMBLY
(672)
REACTION
INTERNAL
GEAR
DRIVING
PARKING
GEAR
(696)
1/2 SUPPORT
AND DRUM
(687)
HELD
The reaction internal gear, in mesh with the planet pinion

gears in the reaction carrier assembly (675), forces the reaction
carrier to rotate around the reaction sun gear drum assembly
(678).
REACTION
CARRIER
ASSEMBLY
(675)
DRIVEN
The reaction carrier assembly, splined to the final drive sun gear
shaft (689), provides the power flow to the final drive differential
through the final drive sun gear (697). Final drive is achieved.
FINAL DRIVE
SUN GEAR
(697)
REACTION
SUN GEAR
DRUM ASSEMBLY
(678)
HELD
64
In Overdrive Range - First Gear, the direction of rotation of

the reaction carrier assembly (675) forces the reaction sun
gear drum assembly (678) to try to rotate in the opposite
direction. The 1/2 support roller clutch assembly (683) holds
the 1/2 support outer race [part of the reaction sun gear
drum assembly (678)], against this rotation thereby holding
Figure 60
1/2 SUPPORT
ROLLER
CLUTCH
ASSEMBLY
(683)
HOLDING
NOTE: To minimize the amount of repetitive text, the remaining

description of mechanical power flow from the final drive sun
gear (697) to the drive axles is omitted as it is identical to first
gear.
As the speed of the vehicle increases, less torque multiplication
is required to move the vehicle efficiently thus making it desirable
to shift the transaxle to a lower gear ratio, or third gear.
FORWARD SERVO
ASSEMBLY
APPLIED
64A
2ND CLUTCH HOUSING (617)
INPUT HOUSING
ASSEMBLY (632)
HOLDING APPLIED
1 2 D D NR
EX
PRN
REV
PRN
PRN
LINE
EX
FWD BST
D2
D3
INPUT CL
AUX INPUT CL FD
2-1 MAN SERVO
4TH CL
IN CL FD
2-3 OFF SIGNAL

2-3 SIGNAL
3RD
D4
EX
2b
EX
EX
1-2 ACCUM VALVE
EX
D2
EX
EX
LINE
D4
LINE
4
LINE
EX
LO/1ST GEAR
EX
3RD
REV
EX
1-2 ACCUMULATOR
2a
FWD SERVO
ORIFICED EX
LINE
LO
D4
2ND CLUTCH
D4
2ND
EX
EX
APPLY
LINE
2ND CL
EX
VBS
TCC SIG
LINE
LO-1ST
EX
EX
2ND
EX
EX
EX
1-2 ACCUMULATOR
TORQUE SIGNAL
1-2 ACCUM
1-2
ACCUMULATOR
2ND CLUTCH
FORWARD
BAND
SERVO
TORQUE SIG
D3
3-2 MAN DS
TORQUE SIGNAL
2-3 SHIFT VALVE
TCC SIG (PWM)
32
33
TCC REG APPLY
13
LINE
TCC REG APPLY

LINE
COOLER
D4
;;
REL
TCC CONTROL VALVE
4-3 MDS
21
E
AS
LE
RE
#10
TFP
SWITCH
D3
D2
EX
3 Torque Converter Clutch Released
CONV FD
19
#3
3-4 SHIFT VALVE
TCC
CONTROL
(PWM)
Solenoid
2-3 OFF SIG
3a
TORQUE SIGNAL
TORQUE SIG REG
Pressure
Control
Solenoid
1b
2b 1-2 Accumulator Valve:
3RD
2ND
LO/1ST GEAR
LINE
ACT FEED
3-4 SIG
26
1-2 SHIFT VALVE
1-2,
FWD SERVO
25
1-2, 3-4 SIGNAL
LO
D4
1-2, 3-4
Shift
Solenoid
N.O. OFF
LINE
1c
#2
ORIFICED
CUP PLUG
(412)
29
35
ACTUATOR FD
D4
EX
LINE
2ND CLUTCH
LO
#6
LINE(from Pump)
LUBE
D4
LINE
CONV FD
3b
EX
ACT FD LIM VALVE
1a
INPUT CLUTCH
31
EX
ON
N.O.
2-3 Shift
Solenoid
DECREASE
LINE
30
12
MANUAL VALVE
D2
D3
LINE
2-3 SIGNAL
PRN
LINE
EX
LO
1d Second Clutch:
64B
15
16
17
2nd fluid seats the #2 ball check valve, and is then forced
through the #25 orifice and feeds the 2nd clutch fluid circuit.
The orifice helps control the apply feel of the second clutch.

Page 90
PRESS REG VALVE
1c #2 Ball Check Valve (Second Clutch Apply):
2-3 Shift Solenoid Valve remains ON in Second gear. 2-3

signal fluid pressure keeps the 2-3 shift valve in the
downshifted position.
LINE
PRESSURE
TAP
LINE REV BST
With 1-2, 3-4 signal fluid pressure exhausted, spring force

moves the valve into the upshifted position and D4 fluid is
routed into the 2nd fluid circuit. D4 fluid also continues to
the TFP Val. Position Sw..
3b 2-3 Shift Solenoid Valve:
LO-1ST
1b 1-2 Shift Valve:
2nd clutch fluid is routed to the TCC control PWM solenoid.

Under normal operating conditions, the TCC control PWM
solenoid is OFF in Second gear and blocks 2nd clutch fluid
from entering the TCC signal (PWM) fluid circuit. However,
TCC apply could vary depending on vehicle application and
may be calibrated to apply in Overdrive Range - Second
Gear.
LUBE
14
3a TCC Control - Pulse Width Modulated (PWM)

Solenoid:
3RD CL/LO-1ST
Note: Filtered actuator feed fluid continues to feed the 1-2, 34 signal fluid circuit through orifice #1. However, the exhaust
port through the solenoid is larger than orifice #1 to prevent a
pressure increase in the 1-2, 3-4 signal fluid circuit.
1-2 accumulator fluid forced from the 1-2 accumulator is

routed back to the 1-2 accumulator valve. This pressure
forces the 1-2 accumulator valve against spring force and
torque signal fluid pressure to regulate the exhaust of excess
accumulator fluid. This regulation provides additional control
for the second clutch apply. Figure 38 shows the exhaust of
accumulator fluid during the shift by the arrow directions in
the accumulator fluid circuit.
The normally open shift solenoid is de-energized and 1-2, 34 signal fluid exhausts through the open solenoid.
2nd clutch fluid is also routed to the 1-2 accumulator piston.

2nd clutch fluid pressure, in addition to 1-2 assist spring
force, moves the piston against spring force and 1-2
accumulator fluid pressure. This action absorbs initial 2nd
clutch fluid pressure to cushion the second clutch apply.
The movement of the 1-2 accumulator piston forces some
accumulator fluid out of the accumulator.
1d
1a 1-2 Shift Solenoid:
2a 1-2 Accumulator:
1 SECOND CLUTCH APPLIES
INPUT CL
As vehicle speed increases and operating conditions become

appropriate, the PCM de-energizes the 1-2, 3-4 Shift Solenoid
to shift the transaxle into Second gear. The manual valve
remains in the Overdrive D position and line pressure is
routed into the D4 fluid circuit.
2nd clutch fluid pressure applies the Second clutch to shift

the transaxle into Second gear.
D4
OVERRUN
FORWARD
BAND
2/1
BAND
2-3 SIGNAL
APPLIED
INPUT
CLUTCH
3RD
CLUTCH
TORQ SIG
2ND
CLUTCH
1/2
SUPPORT
ROLLER
CLUTCH
ON
REVERSE
BAND
INPUT
SPRAG
CLUTCH
OFF
4TH
CLUTCH
3RD
SPRAG
CLUTCH
2-3
SHIFT
SOL
1-2, 3-4
SHIFT
SOL
FORWARD SERVO
Figure 61
65
OVERDRIVE RANGE - THIRD GEAR
OVERDRIVE RANGE THIRD GEAR
2
INPUT
CARRIER
ASSEMBLY
(672)
DRIVING
4
INPUT
INTERNAL
GEAR
DRIVEN
4a
FORWARD
BAND
(688)
APPLIED
4b
1/2 SUPPORT
ROLLER
5
CLUTCH
POWER TO
ASSEMBLY FINAL DRIVE
(683)
(700)
OVERRUNNING
3
INPUT
SUNGEAR
(668)
DRIVING
3b
3RD
SPRAG
CLUTCH
(720)
HOLDING
3a
3RD
CLUTCH
APPLIED
1-2, 3-4
SHIFT
SOL
2-3
SHIFT
SOL
OFF
OFF
4TH
CLUTCH
REVERSE
BAND
2ND
CLUTCH
3RD
CLUTCH
3RD
SPRAG
CLUTCH
APPLIED APPLIED HOLDING
INPUT
CLUTCH
INPUT
SPRAG
CLUTCH
2/1
BAND
1/2
SUPPORT
ROLLER
CLUTCH
FORWARD
BAND
OVERRUN

vehicle speed sensor (VSS), throttle position sensor (TPS) and
other sensors are sent to the Powertrain Control Module (PCM).
The PCM uses this information to manage engine torque as the
transaxle shifts from second to third gear. In Third Gear, both
planetary gear sets rotate at the same speed providing for a 1:1
gear ratio to the final drive differential (700).
2a
2ND
CLUTCH
APPLIED
1
POWER FROM
TORQUE
CONVERTER
(1)
assembly (632) transmits engine torque to the housing and forces
it to rotate.
2 Input Carrier Assembly Driving

2a 2nd Clutch Applied
The 2nd clutch is applied and directs power flow through

the reverse reaction drum (669) to the input carrier assembly
(672).
3 Input Sun Gear Driving
3a 3rd Clutch Applied
3RD
CLUTCH
APPLIED
SECOND
CLUTCH
APPLIED
INPUT SHAFT
& HOUSING
ASSEMBLY
(632)
INPUT
SPRAG
CLUTCH
ASSEMBLY
3RD SPRAG
CLUTCH
(720)
HOLDING
REVERSE
REACTION DRUM
(669)
INPUT
SUN
GEAR
(668)
DRIVING
The 3rd clutch is also applied directing power flow to the

3rd clutch plates (645-648).
3b 3rd Sprag Clutch Holding
The 3rd clutch plates (645-648), splined onto the 3rd sprag
clutch outer race (653), force the sprag elements to hold
input and 3rd clutch sprag inner race (661).
The input and 3rd clutch sprag inner race (661), splined to
the input sun gear (668), holds the sun gear and forces it to
rotate at the same speed as the input shaft and housing
assembly (632).
DRIVEN
SPROCKET
(506)
With the input carrier assembly (672) being driven by the reverse
reaction drum (669) and the input sun gear (668), the input
internal gear, which is part of the reaction carrier (675), is forced
to rotate at the same speed and direction of rotation. Therefore,
reduction through the gear set does not exist.

roller clutch inner race (687).
FINAL DRIVE
SUN GEAR SHAFT
(689)
FORWARD BAND
(688)
APPLIED
PARKING
GEAR
(696)
1/2 SUPPORT
DRUM
(687)
HELD
4b 1/2 Support Roller Clutch Assembly Overruns
The reaction carrier pinion gears are in mesh with the reaction
sun gear drum assembly (678) and force it to rotate at the
same speed and direction of rotation as the gear sets. The 1/2
support roller clutch outer race overruns because it is part of
INPUT
CARRIER
ASSEMBLY
(672)
DRIVING
INPUT
INTERNAL
GEAR
DRIVEN
The input internal gear/reaction carrier assembly (675), splined

to the final drive sun gear shaft (689), provides the power flow
to the final drive sun gear (697) which is splined to the other end
of the sun gear shaft.
FINAL DRIVE
SUN GEAR
(697)
REACTION
SUN GEAR
DRUM ASSEMBLY
(678)
66
Figure 62
1/2 SUPPORT
ROLLER
CLUTCH
ASSEMBLY
(683)
OVERRUNNING
FORWARD SERVO
ASSEMBLY
APPLIED
In Overdrive Range - Third Gear, letting up on the throttle will

allow engine rpm to drop as the vehicle continues to move at
approximately the same speed. This results in loss of torque to
the 3rd sprag clutch inner race (661) and allows the input
carrier assembly (672) and roller clutch to freewheel. In this
situation, engine compression braking is not obtainable.
In Overdrive Range - Third Gear, the transaxle is operating in a
direct 1:1 gear ratio between converter turbine speed and the
final drive sun gear (697) speed.
As vehicle speed increases, less torque multiplication is required

to operate the engine efficiently therefore making it desirable to
shift to an overdrive ratio.
66A
INPUT HOUSING
ASSEMBLY (632)
INPUT CL
3RD CL/LO-1ST
The normally open shift solenoid valve is de-energized by

the PCM and allows 2-3 signal fluid to exhaust.
EX
EX
LINE
2-3 SIGNAL
EX
LINE
TORQ SIG
EX
2-3 ACCUM
TORQ SIG
11
2b
LINE
TORQUE SIGNAL
2-3 ACCUM
TORQUE SIGNAL
2-3 ACCUMULATOR
FORWARD
BAND
SERVO
2a
3RD CLUTCH
SERVO
1-2 ACCUMULATOR
2ND CLUTCH
D2
EX
Under normal operating conditions the TCC is released in

Third gear. However, TCC apply could vary depending on
vehicle application and may be calibrated to apply in
Overdrive Range - Third Gear.
EX
Torque Converter Clutch:
EX
1-2 ACCUMULATOR
EX
EX
LINE
1-2 ACCUM VALVE
1b
EX
LO/1ST GEAR
LINE
D4
LINE
TCC SIG (PWM)
D3
INPUT CL
D4
REV
FWD SERVO
ORIFICED EX
D4
LO
D4
3RD CLUTCH
D4
LINE
1-2, 3-4 SIGNAL
3RD
LINE
2ND CLUTCH
EX
3a
1-2 ACCUM
PRN
REV
PRN
D4
EX
D4
2-3 SIGNAL
LO-1ST
EX
LINE
2ND
LINE
3RD CLUTCH
2ND CL
EX
EX
APPLY
2ND CLUTCH
CONV FD
EX
VBS
TCC SIG
LUBE
EX
EX
LO-1ST
EX
3RD CL/LO-1ST
LINE
PRN
EX
TORQUE SIG
EX
D3
3-2 MAN DS
2ND
2-3 SHIFT VALVE
33
;;
TFP
SWITCH
D3
13
LINE
D2
32
3RD
D2
4-3 MDS
REL
21
#10
3-4 SHIFT VALVE
TORQUE SIGNAL
2-3 OFF SIGNAL
TCC REG APPLY

LINE
2-3
ACCUMULATOR
1-2
ACCUMULATOR
22
3RD
CONV FD
TCC REG APPLY
#3
TCC CONTROL VALVE
COOLER
FWD SERVO
28
E
AS
LE
RE
19
TORQUE SIG REG
TCC
CONTROL
(PWM)
Solenoid
1c
TORQUE SIGNAL
24
1f
Pressure
Control
Solenoid
#9
ACT FEED
2ND
LO/1ST GEAR
LINE
29
#4
3RD
1-2 SHIFT VALVE
1-2, 3-4 SIGNAL

LO
D4
26
INPUT CLUTCH
#6
3RD
ORIFICED
CUP PLUG
(412)
1-2, 3-4
Shift
Solenoid
N.O. OFF
66B
MANUAL VALVE
D4
LINE
1d
25
3a TFP Valve Position Switch:

Page 92
#2
Release fluid pressure routed to the TFP Valve Position

Switch signals the PCM that the TCC is released.
LINE(from Pump)
35
EX
OFF
EX
ACTUATOR FD
N.O.
ACT FD LIM VALVE
31
1a
2a 2-3 Accumulator:
In third gear the input clutch is released allowing input clutch

apply fluid to exhaust through the 3-4 shift valve, into the input
clutch feed passage. At the 2-3 shift valve, exhausting input
clutch apply fluid is directed into the D3 passage and out the
manual valve.
LINE
1e Third Clutch:
3 INPUT CLUTCH RELEASES
12
2-3 Shift
Solenoid
30
Located in the case cover, the #4 ball check valve routes 3rd
clutch fluid into the 3rd clutch/lo-1st circuit and blocks it
from entering the lo 1st circuit.
DECREASE
1d #4 Ball Check Valve (Lo 1st/3rd Clutch Lo-1st):
Excess 2-3 accumulator fluid is routed back to the 2-3

accumulator valve. This fluid pressure moves the accumulator
valve against spring force and torque signal fluid pressure to
regulate the exhaust of excess accumulator fluid. This
regulation provides additional control for the third clutch
apply. Figure 38 shows the exhaust of accumulator fluid
during the shift by the arrow directions in the accumulator
fluid circuit.
17
SIGNAL
PRESS REG VALVE
2-3
LINE REV BST
Located in the valve body, 3rd fluid pressure seats the #9

ball check valve and 3rd fluid is forced through the #24
orifice into the 3rd clutch fluid circuit. The orifice helps
control the third clutch apply.
15
16
LO-1ST
1c #9 Ball Check Valve (Third Clutch Apply/Release):
LINE
D2
D3
LINE
14
LINE
PRESSURE
TAP
With 2-3 signal fluid exhausting, Line fluid pressure move

the 2-3 shift valve against spring force to initiate the 2-3
upshift. D4 fluid is routed through the valve and into the 3rd
fluid circuit.
3rd clutch fluid is also routed to the 2-3 accumulator piston.

This fluid pressure moves the piston against spring force
and 2-3 accumulator fluid pressure. This action absorbs initial
3rd clutch fluid pressure to cushion the third clutch apply.
The movement of the 2-3 accumulator piston forces some
accumulator fluid out of the accumulator.
1 2 D D NR
LO
1b 2-3 Shift Valve:
1e
1a 2-3 Shift Solenoid Valve:
3rd fluid is also routed to the 3-4 shift valve in preparation

for a 3-4 upshift.
1 THIRD CLUTCH APPLIES
1f 3-4 Shift Valve:
LUBE
3rd clutch/lo-1st fluid pressure applies the third clutch and

the transaxle shifts into Third gear.
As vehicle speed increases and operating conditions become

appropriate, the PCM de-energizes the 2-3 shift solenoid valve
to shift the transaxle into Third gear. The manual valve remains
in the Overdrive D position and line pressure continues to
feed the D4 fluid circuit.
OVERRUN
EX
FORWARD
BAND
2/1
BAND
PRN
INPUT
CLUTCH
3RD
3RD
CLUTCH
EX
2ND
CLUTCH
1/2
SUPPORT
ROLLER
CLUTCH
EX
4TH CL
IN CL FD
AUX IN FD
2-1 MAN SER
OFF
REVERSE
BAND
INPUT
SPRAG
CLUTCH
OFF
4TH
CLUTCH
3RD
SPRAG
CLUTCH
2-3
SHIFT
SOL
FWD BST
1-2, 3-4
SHIFT
SOL
FORWARD SERVO
Figure 63
67
OVERDRIVE RANGE - FOURTH GEAR
OVERDRIVE RANGE FOURTH GEAR

3RD
CLUTCH
APPLIED
3
INPUT
SUNGEAR
(668)
HELD
5
INPUT
INTERNAL
GEAR
DRIVEN
4a
FORWARD
BAND
(688)
APPLIED
4b
1/2 SUPPORT
ROLLER CLUTCH
ASSEMBLY (683)
OVERRUNNING
1-2, 3-4
SHIFT
SOL
2-3
SHIFT
SOL
4TH
CLUTCH
ON
OFF
APPLIED
REVERSE
BAND
2ND
CLUTCH
3RD
CLUTCH
3RD
SPRAG
CLUTCH
APPLIED
OVERRUN
INPUT
CLUTCH
INPUT
SPRAG
CLUTCH
2/1
BAND
1/2
SUPPORT
ROLLER
CLUTCH
FORWARD
BAND
OVERRUN
5
POWER TO
FINAL DRIVE
(700)

VSS, TPS and other sensors are sent to the PCM. The PCM
uses this information to determine the precise moment to shift
the transaxle into Fourth Gear. In Fourth Gear, the input carrier
assembly (672) provides an overdrive ratio of .71:1 through the
gear set to the final drive differential (700).
3RD
SPRAG
CLUTCH
(720)
OVERRUNNING
4
INPUT
CARRIER
ASSEMBLY
(672)
DRIVING
2
2ND
CLUTCH
APPLIED
3a
4TH
CLUTCH
APPLIED
1
POWER FROM
TORQUE
CONVERTER
(1)
assembly (632) transmits torque to the housing and forces it to
rotate.
2 2nd Clutch Applied
With the 2nd clutch applied, power flow is directed through the
reverse reaction drum (669) to the input carrier assembly (672),
as previous described in Third Gear range.
3 Input Sun Gear Held
3a 4th Clutch Applied
3RD
CLUTCH
APPLIED
DRIVEN
SPROCKET
(506)
DRIVEN
SPROCKET
SUPPORT
(609)
SECOND
CLUTCH
APPLIED
INPUT SHAFT
& HOUSING
ASSEMBLY
(632)
3RD SPRAG
CLUTCH
(720)
OVERRUNNING
INPUT
INPUT
SPRAG
SUN
CLUTCH
GEAR
ASSEMBLY
(668)
HELD
The 4th clutch plates (500-502) are splined to the 4th clutch
hub & shaft assembly (504) and to the case cover (400).
When the 4th clutch applies, it holds the 4th clutch hub &
shaft assembly (504) and the input sun gear (668) which is
splined to the 4th clutch shaft.
The input carrier assembly (672) rotates around the stationary

input sun gear (668).
The input carrier pinion gears force the input internal gear/
reaction carrier assembly (675) to rotate in the same direction
but, at a faster speed.
4TH
CLUTCH
APPLIED

roller clutch inner race (687).
4b 1/2 Support Roller Clutch Assembly Overruns
The reaction carrier pinion gears are in mesh with the reaction
sun gear drum assembly (678) and force it to rotate at the
same speed and direction of rotation as the gear sets. The 1/2
support roller clutch outer race overruns because it is part of
4TH CLUTCH
SHAFT ASSEMBLY
(504)
HELD
REVERSE
REACTION DRUM
(669)
INPUT
CARRIER
ASSEMBLY
(672)
DRIVING
FINAL DRIVE
SUN GEAR SHAFT
(689)
INPUT
INTERNAL
GEAR
DRIVEN
FORWARD BAND
(688)
APPLIED
PARKING
GEAR
(696)
1/2 SUPPORT
DRUM
(687)
HELD
The reaction carrier assembly (675), splined to the final drive

sun gear shaft (689), provides the power flow to the final drive
sun gear (697) which is splined to the other end of the final drive
sun gear shaft (689).
In fourth and third gear overdrive ranges, the forward band is
applied only for preparation for a downshift into second gear,
which will make the shift timing easier having this component
already applied.
FINAL DRIVE
SUN GEAR
(697)
1/2 SUPPORT
ROLLER
CLUTCH
ASSEMBLY
(683)
OVERRUNNING
FORWARD SERVO
ASSEMBLY
APPLIED
68
Figure 64
68A
(Torque Converter Clutch Released)

1-2, 3-4
SHIFT
SOL
2-3
SHIFT
SOL
4TH
CLUTCH
ON
OFF
APPLIED
REVERSE
BAND
2ND
CLUTCH
3RD
CLUTCH
3RD
SPRAG
CLUTCH
APPLIED
OVERRUN
INPUT
CLUTCH
INPUT
SPRAG
CLUTCH
2/1
BAND
1/2
SUPPORT
ROLLER
CLUTCH
FORWARD
BAND
OVERRUN
INPUT HOUSING
ASSEMBLY (632)
4TH CLUTCH HOUSING

DRIVEN SPROCKET
SUPPORT (609)
INPUT CL
1d
EX
PRN
REVERSE
PRN
LINE
D4
EX
FWD BST
D3
INPUT CLUTCH
D4
IN CL FD
2-3 SIGNAL
2-1 MAN SERVO
EX
D2
EX
EX
EX
EX
EX
EX
EX
5
EX
EX
4TH CLUTCH
LINE
LO/1ST GEAR
TORQUE SIGNAL
2-3 ACCUMULATOR
FORWARD
BAND
SERVO
EX
3RD CLUTCH
D4
3RD CLUTCH
3RD
FWD SERVO
ORIFICED EX
REV
LO
D4
1-2, 3-4 SIGNAL
4TH CLUTCH
LINE
1-2, 3-4 SIGNAL
3RD
D4
LO-1ST
3RD CLUTCH
2ND
CL
4TH
LINE
EX
2ND CLUTCH
EX
11
2ND CLUTCH
D4
EX
2ND CL
EX
APPLY
2ND
EX
EX
LINE
LO-1ST
VBS
EX
EX
EX
EX
TORQUE SIG
TCC SIGNAL (PWM)
TORQUE SIGNAL
3-4 ACCUM
2-3 ACCUM
3-4
ACCUMULATOR
Figure 65
3-4 ACCUM
10
4TH
CLUTCH
LINE
9
2-3
ACCUMULATOR
4TH CL
3-4 ACCUM
1-2 ACCUMULATOR
2a
1-2 ACCUM VALVE
LINE
D4
LINE
4TH CL
3-2 MAN DS
EX
2-3 ACCUM
TORQUE SIGNAL
TORQ SIG
2b
3-4 ACCUMULATOR
1-2 ACCUM
13
3RD
D3
2-3 ACCUM
1-2, 3-4 SIGNAL
4-3 MDS
2-3 SHIFT VALVE
1-2 ACCUMULATOR
D2
LINE
1-2
ACCUMULATOR
;;
TFP
SWITCH
D3
18
32
TCC REG APPLY
TCC REG APPLY

LINE
4TH CL
33
COOLER
21
TCC CONTROL VALVE
AUX INPUT CL FD
3-4 SHIFT VALVE
E
AS
LE
RE
#10
REL
D2
2-3 OFF SIGNAL
3RD
EX
CONV FD
19
TCC
CONTROL
(PWM)
Solenoid
TORQUE CONVERTER CLUTCH APPLIED

TCC Control (PWM) Solenoid:
28
TORQUE SIGNAL
24
TORQUE SIG REG
22
1c
2ND
LO/1ST GEAR
LINE
#9
Pressure
Control
Solenoid
ACT FEED
#4
3RD
1-2 SHIFT VALVE
26
LUBE
EX
CONV FD
LINE
25
1-2, 3-4
Shift
Solenoid
N.O. ON
3RD
1-2, 3-4 SIGNAL

LO
D4
FWD SERVO
#2
1b
LINE
1a
29
ACTUATOR FD
68B
ORIFICED
CUP PLUG
(412)
35
#6
EX
ACT FD LIM VALVE
OFF
LINE(from Pump)
D4
LINE
PRN
31
2-3 Shift
Solenoid
N.O.
D2
D3
LINE
4th clutch fluid pressure is routed to the 3-4 accumualtor and

then to the 4th clutch apply piston.
LINE
1d 4th Clutch:
12
DECREASE
1-2, 3-4 signal fluid pressure moves the valve against spring
force and into the Fourth gear position. 3rd fluid is routed
into the 4th clutch fluid circuit.
30
17
PRESS REG VALVE
2-3 SIGNAL
LINE REV BST
15
16
LO-1ST
LINE
14
4TH CL
3RD CL/LO-1ST
2ND CLUTCH
LINE
PRESSURE
TAP
1c 3-4 Shift Valve:

Page 94
MANUAL VALVE
1-2, 3-4 signal fluid pressure does not affect the 1-2 shift
valve. Spring force and 2-3 off signal fluid pressure keep
the 1-2 shift valve in the upshifted position.
When conditions are appropriate, the PCM energizes the TCC control
(PWM) solenoid to initiate the TCC apply. The solenoid is Pulse
Width Modulated (PWM) to provide a smooth TCC apply. (See
Overdrive Range Fourth Gear TCC Released & Applied pages
70-71.)
EX
1b 1-2 Shift Valve:
3-4 accumulator fluid forced from the 3-4 accumulator is

routed back to the 3-4 accumulator valve. This pressure
forces the 3-4 accumulator valve against spring force and
torque signal fluid pressure to regulate the exhaust of excess
accumulator fluid. This regulation provides additional control
for the 4th clutch apply. Figure 37 shows the exhaust of
accumulator fluid during the shift by the arrow directions in
the accumulator fluid circuit.
1 2 D D NR
LO
The normally open shift solenoid is energized by the PCM

and blocks 1-2, 3-4 signal fluid from exhausting. 1-2, 3-4
signal fluid pressure is routed to both the 1-2 and 3-4 shift
valves.
4th clutch fluid, routed to the 3-4 accumulator moves the

piston against spring force and 3-4 accumulator fluid pressure.
This action absorbs initial 4th clutch fluid pressure to cushion
the 4th clutch apply. The movement of the 3-4 accumulator
piston forces some accumulator fluid out of the accumulator.
LUBE
1 4TH CLUTCH APPLIED

2a 3-4 Accumulator:
3RD CL/LO-1ST
When operating conditions are appropriate, the PCM energizes

the 1-2, 3-4 shift solenoid valve to shift the transaxle into
Fourth gear. In addition, the TCC is applied in Fourth gear (see
the following pages for details of TCC apply). The manual
valve remains in the Overdrive position and line pressure
continues to feed the D4 fluid circuit.
FORWARD SERVO
69
(Torque Converter Clutch from Released to Applied)
32
STAGE 1
(S - A)
TFP
SWITCH
D3
D2
EX
18
RELEASE
APPLY
LO
D4
TFP
SWITCH
D3
32
EX
18
D2
TCC REG APPLY
TIME
LINE
25
TCC
APPLY
FLUID
PRESSURE
TCC APPLY & RELEASE
TCC REG APPLY
50
LOW/1ST GEAR
EX
COOLER
TCC CONTROL VALVE
75
RELEASE
APPLY
REL
STAGE
2
19
100%
TORQUE
CONVERTER
ASSEMBLY
(55)
REV
APPLY
2ND
CONV FD
TCC SIGNAL (PWM)
EX
;;
;;;
;;
;
TCC
CONTROL
(PWM)
Solenoid
PERCENT DUTY CYCLE
TCC REG APPLY
TCC APPLY & RELEASE
LINE
When the Powertrain Control Module (PCM) determines that

the engine and transaxle are operating properly to engage the
Torque Converter Clutch (TCC), the PCM energizes the TCC
control (PWM) solenoid. 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).
TIME
RELEASE
APPLY
TCC REG APPLY
LO
25
D4
COOLER
TCC
APPLY
FLUID
PRESSURE
50
REV
TCC CONTROL VALVE
STAGE
1
75
APPLY
2ND
;;
;;
;
;;
LOW/1ST GEAR
REL
EX
19
100%
TCC SIGNAL (PWM)
CONV FD
EX
TCC
CONTROL
(PWM)
Solenoid
TORQUE
CONVERTER
ASSEMBLY
(55)
PERCENT DUTY CYCLE
(Torque Converter Clutch from Release to Applied)
PCM decision to apply TCC (see page 47, in the Electrical

Components section, for more information).
Stage 1 The PCM pulses the TCC control (PWM) solenoid
to approximately 22% duty cycle from point S to point A.
2nd fluid at the TCC control (PWM) solenoid is pulsed
into the TCC Signal (PWM) fluid circuit. The TCC Signal
(PWM) fluid pressure at point A is strong enough to move
the TCC control valve against the spring. With the TCC
Control valve in the apply position, Release fluid can exhaust.
This stage is designed to move the TCC Control valve from
the released to the applied position; there is not enough
pressure to apply the TCC.
Stage 2 The TCC control (PWM) solenoid duty cycle is
ramped up from point A to point B to approximately 98%.
TCC signal (PWM) fluid pressure passes through orifice #18
and is now strong enough to move the TCC regulator apply
valve against spring force. Line pressure from the pump
enters the TCC Regulated Apply circuit at the TCC Regulator
Valve. TCC Regulated Apply fluid is routed through the
TCC Regulator Valve and through the TCC Control Valve
into the Apply 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).
In vehicles equipped with the Electronically Controlled Clutch
Capacity (ECCC) system, the pressure plate does not fully
lock to the torque converter cover. It is instead precisely
controlled to maintain a small amount of slippage between
the engine and the turbine, reducing driveline torsional
disturbances.
RELEASE
APPLY
PERCENT DUTY CYCLE
TCC CONTROL VALVE
TCC REG APPLY
50
25
0
TIME
TCC APPLY & RELEASE

LO
D2
18
EX
32
TCC
APPLY
FLUID
PRESSURE
LINE
TCC REG APPLY
TORQUE
CONVERTER
ASSEMBLY
(55)
C
B
Stage 3 Now the Regulated Apply pressure is increased.

This is caused by the TCC control (PWM) solenoid duty
cycle being increased from point B to point C, to
approximately 98%. 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.
D4
STAGE
3
75
COOLER
LOW/1ST GEAR
RELEASE
APPLY
REL
100%
EX
APPLY
2ND
19
TCC SIGNAL (PWM)
CONV FD
;
;;
TCC
CONTROL
(PWM)
Solenoid
EX
REV
STAGE 2
(A - B)
TFP
SWITCH
D3
TCC Release Switch

The Torque Converter Clutch (TCC) release switch is
part of the Automatic Transmission Fluid Pressure Manual
Valve Position Switch (TFP Val. Position SW.) that is
mounted to the valve body. The switch is a normally closed
switch. The purpose of the switch is to provide a signal to the
Powertrain Control Module (PCM) that the TCC is released.
This is accomplished by the Release fluid pressure acting on
the switch contact and opening the circuit. When the voltage
is high, the PCM recognizes that the TCC is not engaged.
When the release fluid pressure is low, the switch is in the
normally closed state, signaling that the TCC is in the engaged
position.
70
RELEASE
STAGE 3
(B - C)
APPLY
Figure 66
70A
(Torque Converter Clutch from Applied to Released)
TFP
SWITCH
D3
RELEASE
F
TIME
TCC APPLY & RELEASE

REV
LO
D4
D2
TIME
D4
RELEASE
APPLY
Figure 67
70B
TFP
SWITCH
STAGE 6
(F - G)
D2
D3
TCC APPLY & RELEASE
RELEASE
APPLY
32
EX
18
STAGE
6
LINE
25
TCC
APPLY
FLUID
PRESSURE
E
50
;
;
TCC REG APPLY
TORQUE
CONVERTER
ASSEMBLY
(55)
75
LO
COOLER
C
B
100%
REV
TCC CONTROL VALVE
APPLY
PERCENT DUTY CYCLE
APPLY
;;
;;;
;
;;
2ND
REL
LOW/1ST GEAR
EX
19
TCC SIGNAL (PWM)
CONV FD
EX
TCC
CONTROL
(PWM)
Solenoid
RELEASE
STAGE 5
(E - F)
TFP
SWITCH
D3
RELEASE
APPLY
EX
18
32
25
STAGE
5
LINE
E
TCC
APPLY
FLUID
PRESSURE
;
;
LOW/1ST GEAR
EX
TCC REG APPLY
75
50
;;;;
;;;;
;;
;;;;
;;
;;;;
;;;
;
;;;;
;;;;
;;;
;
;;;;
;;;;
;;;
;;;;
;;
;;;
;;;;
;;
;;;;
;;;;
;;;;
;;;;
;;;;
;;
;;;;
;;
;;;;
;;;
;;;;;;;
;;;;
;;
;;;;
;;;
;;;;
;;;;
;;;
;;
;;;;
;;;;
;;;;
;;;;
;;;;
TORQUE
CONVERTER
ASSEMBLY
(55)
APPLY
2ND
C
B
100%
TCC REG APPLY
(Some PCM calibrations may allow stages 4 - 6 to happen

very rapidly in almost a straight line down from point D to
point G.)
REL
TCC SIGNAL (PWM)
COOLER
PERCENT DUTY CYCLE
APPLY
;;
;;
;;;
;
;;
TCC CONTROL VALVE
CONV FD
19
TCC REG APPLY
OFF
considered to be disengaged (OFF).
Release fluid pressure also opens the normally closed
TCC release switch located in the Automatic Transmission
Fluid Pressure Manual Valve Position Switch (TFP Val.
Position Sw.). The switch sends a signal to the PCM that the
TCC is released. If the switch does not open, the PCM will
command the TCC ON in 2nd, 3rd and 4th gears with 100%
duty cycle to the TCC control (PWM) solenoid. Also a
Diagnostic Trouble Code (DTC) P0742 will set and the PCM
will illuminate the Malfunction Indicator Lamp (MIL). The
DTC P0742 will then be stored in PCM history and the PCM
will freeze shift adapts from being updated. If the PCM
detects an illegal combination on any range inputs (OFF,
OFF, OFF or OFF, OFF, ON) then DTC P1810 will set. DTC
P1810 is Transmission Fluid Presure Manual Valve Position
Switch circuit malfunction.
TCC
CONTROL
(PWM)
Solenoid
EX
Stage 6 The PCM pulses the TCC control (PWM) solenoid

to a value of 0. Now the TCC Control valve returns to the
released position (away from the spring). Release fluid is
now directed back to the torque converter. This stage is
designed to move the TCC Control valve to the released
position.
STAGE 4
(D - E)
Stage 5 The TCC control (PWM) solenoid duty cycle is

ramped down from point E to point F through this stage.
This action allows the TCC 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 valve at this duty
cycle (point F) should fully release the TCC pressure plate.
Slip speed should be at the maximum value.
D2
EX
18
32
TCC APPLY & RELEASE
LINE
TIME
RELEASE
APPLY
TCC REG APPLY
LO
25
TCC
APPLY
FLUID
PRESSURE
D4
COOLER
E
50
REV
APPLY
2ND
REL
TCC REG APPLY
Stage 4 During this stage, the apply pressure from the TCC
Regulator valve is decreased by the TCC control (PWM)
solenoid 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 TCC 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.
PERCENT DUTY CYCLE
;;
;
;;
;
TCC CONTROL VALVE
STAGE
4
LOW/1ST GEAR
EX
CONV FD
19
TORQUE
CONVERTER
ASSEMBLY
(55)
75
EX
TCC SIGNAL (PWM)
TCC
CONTROL
(PWM)
Solenoid
C
B
100%
PCM decision to release TCC (see page 47, in the Electrical

Components section, for more information).
ON
considered to be engaged (ON).
(Torque Converter Clutch from Applied to Release)
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 transaxle 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 transaxle and to the drive
wheels.
71
72
OVERDRIVE RANGE - 4-3 DOWNSHIFT
OVERDRIVE RANGE 4-3 DOWNSHIFT

1-2, 3-4
SHIFT
SOL
2-3
SHIFT
SOL
OFF
OFF
4TH
CLUTCH
REVERSE
BAND
2ND
CLUTCH
3RD
CLUTCH
3RD
SPRAG
CLUTCH
INPUT
CLUTCH
INPUT
SPRAG
CLUTCH
2/1
BAND
1/2
SUPPORT
ROLLER
CLUTCH
FORWARD
BAND
OVERRUN
INPUT HOUSING
ASSEMBLY (632)
4TH CLUTCH HOUSING

DRIVEN SPROCKET
SUPPORT (609)
INPUT CL
3RD CL/LO-1ST
When the transaxle is operating in Overdrive Range - Fourth

Gear, a forced 4-3 downshift will occur if there is a significant
increase in throttle position. At minimum throttle, vehicle speed
will decrease gradually (coastdown) and the PCM will
command a 4-3 downshift. The PCM will also initiate a 4-3
downshift if engine load is increased with throttle position
remaining the same (for example, driving up a steep hill).
LUBE
1 2 D D NR
EX
LO
EX
PRN
REVERSE
PRN
LINE
D4
EX
FWD BST
FWD SERVO
ORIFICED EX
D3
INPUT CLUTCH
D4
2-1 MAN SERVO
IN CL FD
D4
EX
LINE
1-2, 3-4 SIGNAL
3RD
EX
EX
EX
EX
2-3 ACCUM
EX
3-4 ACCUM
11
3-4 ACCUM
EX
10
EX
LINE
9
EX
4TH CLUTCH
LINE
LO/1ST GEAR
1-2 ACCUM VALVE
1-2 ACCUMULATOR
LINE
D4
LINE
EX
2-3 ACCUM
TORQ SIG
3-2 MAN DS
3RD CLUTCH
D2
D3
2d
3-4 ACCUMULATOR
EX
REV
LO
D4
1-2, 3-4 SIGNAL
2-3 SHIFT VALVE
1-2 ACCUM
TORQUE SIGNAL
4TH CLUTCH
33
EX
D4
3RD
LO-1ST
3RD CLUTCH
2ND
LINE
2ND CLUTCH
EX
4TH
LINE
CL
2ND CL
EX
EX
APPLY
D4
EX
CONV FD
EX
VBS
1-2, 3-4 SIGNAL
13
3RD
LINE
EX
LUBE
EX
EX
LO-1ST
EX
EX
4-3 MDS
2ND
D2
3RD CL/LO-1ST
LINE
PRN
EX
TORQUE SIGNAL
2-3 ACCUMULATOR
2ND CLUTCH
2-3
ACCUMULATOR
4TH CL
2c
4TH CL
3-4 ACCUM
FORWARD
BAND
SERVO
4TH CLUTCH
3-4
ACCUMULATOR
Figure 68
2-3 ACCUM
3RD CLUTCH
TORQUE SIG
4TH CL
AUX INPUT CL FD
TCC SIGNAL (PWM)
TORQUE SIGNAL
;;
TFP
SWITCH
D3
1-2
ACCUMULATOR
21
D2
2b
3-4 SHIFT VALVE
#10
18
REG APPLY
LINE
TCC
32
TCC REG APPLY
COOLER
1-2 ACCUMULATOR
72
REL
TCC CONTROL VALVE
28
E
AS
LE
RE
24
EX
CONV FD
19
22
TCC
CONTROL
(PWM)
Solenoid
3RD
2-3 OFF SIGNAL
#9
1a
FWD SERVO
#4
TORQUE SIG REG
TORQUE SIGNAL
2ND
LO/1ST GEAR
LINE
3RD
Pressure
Control
Solenoid
1-2 SHIFT VALVE
29
LINE
3RD
#6
26
OFF
N.O.
ACT FEED
TORQUE CONVERTER CLUTCH

Page 96
25
1-2, 3-4 SIGNAL

LO
D4
MANUAL VALVE
D4
#2
ORIFICED
CUP PLUG
(412)
2-3 Shift
Solenoid

1-2, 3-4
Shift
Solenoid
N.O. OFF
2d 3-4 Accumulator Valve:
Refer to the Manual range explanations for a description of the

3-2 and 2-1 downshifts with respect to the clutches releasing.
2a
4th clutch fluid exhausts through and from the accumulator.

Spring force and 3-4 accumulator fluid pressure move the
accumulator piston to the Third gear position.
35
ACTUATOR FD
LINE(from Pump)
ACT FD LIM VALVE
2c 3-4 Accumulator:
3-2 and 2-1 DOWNSHIFTS
EX
DECREASE
31
2-3 SIGNAL
30
LINE
12
LINE
The PCM commands TCC release prior to initiating a 4-3

downshift. When the TCC is in the release position release
fluid pressure is routed to the TFP Valve Position Switch. This
fluid pressure signals the PCM that the TCC is in the release
position. The TCC is not applied under normal operating
conditions in Third gear (except for some applications).
2 4TH CLUTCH RELEASES
The accumulator valve regulates line pressure into the 3-4

accumulator fluid circuit to fill the 3-4 accumulator. This
regulation is basically controlled by torque signal fluid
pressure. Increased torque signal fluid pressure regulates
accumulator fluid to a higher pressure.
15
16
PRESS REG VALVE
1b
LINE REV BST
Increased torque signal fluid pressure acting on the line

reverse boost valve increases line pressure at the pressure
regulator valve.
1-2, 3-4 signal fluid pressure exhausts from the 3-4 shift
valve and spring force moves the valve into the Third gear
position. This opens the 4th clutch fluid circuit to an orificed
exhaust to help control the clutch release.
4TH CL
LO-1ST
1b Pressure Regulator Valve:
2b 3-4 Shift Valve:
14
17
The PCM de-energizes the normally open solenoid and 1-2,

3-4 signal fluid exhausts.
D2
D3
LINE
LINE
2ND CLUTCH
During the downshift, except for a coastdown, the PCM

senses the increase in throttle position or engine load and
decreases the PC Sol. Valve duty cycle. The decrease in
duty cycle increases output fluid pressure from the PC Sol.
Valve, thereby increasing torque signal fluid pressure at the
torque signal regulator valve.
LINE
PRESSURE
TAP
1a Pressure Control Solenoid Valve (PC Sol. Valve):
1 LINE PRESSURE INCREASES
FORWARD SERVO
73
MANUAL THIRD - THIRD GEAR
MANUAL THIRD THIRD GEAR
(From Overdrive Range - Fourth Gear)
(From Overdrive Range Fourth Gear)
3RD
CLUTCH
APPLIED
INPUT SHAFT
& HOUSING
ASSEMBLY
(632)
INPUT
CLUTCH
APPLIED
INPUT
SPRAG
INPUT
CLUTCH
SUN
(722)
GEAR
HOLDING
(668)
DRIVEN
3RD SPRAG
CLUTCH
(720)
OVERRUNNING
2-3
SHIFT
SOL
@OFF
@OFF
4TH
CLUTCH
REVERSE
BAND
2ND
CLUTCH
3RD
CLUTCH
3RD
SPRAG
CLUTCH
INPUT
CLUTCH
INPUT
SPRAG
CLUTCH
APPLIED APPLIED HOLDING APPLIED HOLDING
2/1
BAND
1/2
SUPPORT
ROLLER
CLUTCH
FORWARD
BAND
OVERRUN

@The
* solenoid state follows a shift pattern which depends upon vehicle speed, throttle position and selected gear range
1
POWER FROM
FINAL DRIVE
(700)
SECOND
CLUTCH
APPLIED
4b
4a
FORWARD 1/2 SUPPORT
ROLLER
BAND
CLUTCH
(688)
ASSEMBLY
APPLIED
(683)
OVERRUNNING
2
3
6
4
INPUT
INPUT
INPUT
INPUT
CLUTCH CARRIER SUNGEAR INTERNAL
GEAR
APPLIED ASSEMBLY
(668)
DRIVING
(672)
DRIVEN
DRIVING
5
INPUT
SPRAG
CLUTCH
(722)
HOLDING
5a
5b
3RD
3RD
SPRAG
CLUTCH
CLUTCH
APPLIED
(720)
OVERRUNNING
7c
2ND
CLUTCH
APPLIED
8
POWER TO
TORQUE
CONVERTER
(1)
1-2, 3-4
SHIFT
SOL
REVERSE
REACTION DRUM
(669)
Manual Third - Third gear (D) is available to the driver when

vehicle operating conditions make it desirable to use only three
gear ratios. Some of these conditions include city driving, where
speeds are generally below 72 kmh (45 mph), towing a trailer, or
driving in hilly terrain. Manual Third gear also provides for
engine compression braking when descending slight grades and
provides a direct drive ratio of 1:1 through the gear sets.
When Manual Third range is selected, the transaxle can automatically upshift or downshift between first, second and third
gears. However, the transaxle is prevented from shifting into
fourth gear while operating in this mode. If the transaxle is in
Overdrive Range - Fourth gear when Manual Third is selected
for engine braking, the transaxle will shift immediately into
third gear.
The acceleration powerflow for Manual Third is the same as
Overdrive Range Third gear except the input clutch is applied,
therefore we will discuss and illustrate deceleration (engine braking). You will note that the powerflow is backwards from the
powerflow in Overdrive Range Third gear, with power coming
from the wheels and going to the torque converter.
The manual shaft (807) and manual valve (404) are in the Manual
Third (D) position.
The 4th clutch plates (500-502) release allowing the 4th clutch
hub & shaft assembly (504) to rotate at the same speed and
direction as the input sun gear (668).
1 Power from the Wheels
Power from the wheels travels through the final drive differential assembly to the final drive sun gear shaft.
2 Input Internal Gear Driving
DRIVEN
SPROCKET
(506)
Power continues to the input internal gear/reaction carrier assembly, which is splined to the final drive sun gear shaft.
The input internal gear which is in mesh with the input carrier
planetary pinions, force the pinions to rotate. The rotating pinions drive the carrier.
4 Input Sun Gear Driven
FINAL DRIVE
SUN GEAR SHAFT
(689)
FORWARD BAND
(688)
APPLIED
INPUT
CARRIER
ASSEMBLY
(672)
DRIVING
PARKING
GEAR
(696)
1/2 SUPPORT
AND DRUM
(687)
HELD
INPUT
INTERNAL
GEAR
DRIVING
5 Input Sprag Clutch Holding
During deceleration, the input torque, from the wheels to the

gear set, tries to force the input sun gear (668) to rotate in a
direction opposite to the input shaft and housing assembly (632).
The input sprag clutch assembly prevents this from occurring by
holding the input sun gear (668) and forcing it to rotate in the
same direction and speed as the input housing. When this occurs, engine compression provides braking for the vehicle.
5a 3rd Sprag Clutch Overrunning
During deceleration, the 3rd sprag clutch overruns allowing

the input sprag assembly to slow down the input sun gear
(668).
5b 3rd Clutch Applied
FINAL DRIVE
SUN GEAR
(697)
REACTION
SUN GEAR
DRUM ASSEMBLY
(678)
74
The rotating input carrier pinions also drive the input sun gear
which is splined to the inner hub of the input sprag.
Figure 69
1/2 SUPPORT
ROLLER
CLUTCH
ASSEMBLY
(683)
OVERRUNNING
The 3rd clutch is applied but, during decceleration the 3rd

sprag clutch is overrunning, thus no power is transfered
through the 3rd clutch plates.
The input clutch is also applied and transfers torque to the input
housing through the input clutch plates.
FORWARD SERVO
ASSEMBLY
APPLIED
Power flows from the input carrier assembly (672) through the
reverse reaction drum (669) to the 2nd clutch assembly which is
applied and directs power to the input housing.
8 Power to Torque Converter
With two members of the same gear set driving, we have a 1:1
ratio through the gear sets and input housing to the torque converter for engine braking.
74A

1-2, 3-4
SHIFT
SOL
2-3
SHIFT
SOL
@OFF
@OFF
4TH
CLUTCH
REVERSE
BAND
2ND
CLUTCH
3RD
CLUTCH
3RD
SPRAG
CLUTCH
INPUT
CLUTCH
INPUT
SPRAG
CLUTCH
2/1
BAND
APPLIED APPLIED OVERRUN APPLIED HOLDING
1/2
SUPPORT
ROLLER
CLUTCH
FORWARD
BAND
OVERRUN
INPUT HOUSING
ASSEMBLY (632)
4TH CLUTCH HOUSING

DRIVEN SPROCKET
SUPPORT (609)
INPUT CL

@The solenoid state follows a shift pattern which depends upon vehicle speed, throttle position and selected gear range
4TH CL
MANUAL VALVE
PRN
REV
PRN
LINE
EX
D4
3RD
D4
EX
EX
EX
EX
EX
EX
EX
EX
2-3 ACCUM
EX
EX
3-4 ACCUM
11
3-4 ACCUM
TORQUE SIGNAL
2-3 ACCUMULATOR
FORWARD
BAND
SERVO
EX
TORQ SIG
4TH CLUTCH
LINE
D2
LO/1ST GEAR
3RD CLUTCH
3RD CLUTCH
REV
LO
D4
1-2, 3-4 SIGNAL
2-3 SIGNAL
IN CL FD
D4
1-2,
D3
INPUT CLUTCH
FWD SERVO
ORIFICED EX
LINE
3-4 SIGNAL
3RD
LO-1ST
D4
2-1 MAN SERVO
D4
FWD BST
D3
EX
LINE
3RD CLUTCH
2ND
LINE
EX
2ND CLUTCH
APPLY
4TH
LINE
CL
2ND CL
EX
EX
4TH CLUTCH
EX
VBS
2ND
EX
10
LINE
9
1-2 ACCUM
2ND CLUTCH
3RD CL/LO-1ST
2ND CLUTCH
CONV FD
EX
LO-1ST
EX
LUBE
EX
LINE
PRN
EX
TORQUE SIG
EX
1-2 ACCUM VALVE
4TH CL
EX
2-3 ACCUM
3-4 ACCUMULATOR
LINE
D4
LINE
1-2 ACCUM
3-2 MAN DS
2-3 ACCUM
D3
1b
13
2-3 SHIFT VALVE
1-2, 3-4 SIGNAL
3RD
4-3 MDS
LINE
33
TORQUE SIGNAL
AUX INP CL FD
D2
TCC SIGNAL (PWM)
4TH CL
TORQUE SIGNAL
EX
21
TFP
SWITCH
2-3
ACCUMULATOR
#10
1-2 ACCUMULATOR
1d
1-2
ACCUMULATOR
;;
1c
3-4 SHIFT VALVE
D2
D3
18
TCC REG APPLY

LINE
32
TCC REG APPLY
3RD
2-3 OFF SIGNAL
COOLER
TCC CONTROL VALVE
22
28
24
L
RE
REL
#9
EX
CONV FD
19
TCC
CONTROL
(PWM)
Solenoid
2b Input Clutch:
2a
Input clutch feed fluid is routed through the 3-4 shift valve
and into the input clutch fluid circuit.
TORQUE SIGNAL
TORQUE SIG REG
FWD SERVO
D3
ACT FEED
Pressure
Control
Solenoid
2ND
LO/1ST GEAR
LINE
#3
#4
1-2 SHIFT VALVE
3RD
#6
3RD
1-2, 3-4
Shift
Solenoid
N.O. OFF
29
26
D4
25
LINE
1-2, 3-4 SIGNAL

LO
D4
OFF
D2
D3
LINE
N.O.
1e
2-3 Shift
Solenoid
LINE(from Pump)
#2
ORIFICED
CUP PLUG
(412)
ACTUATOR FD
DECREASE
35
ACT FD LIM VALVE
30
EX
2-3 SIGNAL
31
2a 3-4 Shift Valve:
74B
LINE
12
LINE
2 INPUT CLUTCH APPLIES

Page 98
The PCM de-energizes the normally open solenoid and 1-2,

3-4 signal fluid exhausts through the solenoid. However,
this does not have to occur to acheive a manual 4-3 downshift.
The transmission operates the same in Manual Third as in

Overdrive Range with the exception of Fourth gear being
prevented. The transaxle will upshift and downshift between
First, Second and Third gears as in Overdrive range. However,
engine compression braking is not available in Overdrive Range
Third, First and Second gears and the vehicle will coast when
the throttle is released.
15
16
17
1e 1-2, 3-4 Shift Solenoid Valve:
MANUAL THIRD SECOND and FIRST GEARS
PRESS REG VALVE
1c 3-4 Shift Valve:
LINE
PRESSURE
TAP
LINE REV BST
D3 fluid pressure enters the input clutch feed passage through

the 2-3 shift valve and is directed to the 3-4 shift valve.
Accumulation is the same as 4-3 downshift.
EX
14
LO-1ST
1b 2-3 Shift Valve:
Input clutch fluid pressure applies the input clutch. With the
input clutch applied, the input sprag clutch holds when output
speed is greater than input speed, creating engine compression
braking.
1 2 D D NR
The manual valve moves into the Manual Third (D) position
and line pressure enters the D3 fluid circuit.
Note: The operating states for the shift solenoids follow

normal operation, depending on vehicle driving conditions.
Figure 44 shows the solenoids in the Third gear position.
1a
LO
1a Manual Valve:
D3 fluid is routed to the TFP Val. Position Sw. and the TFP
Val. Position Sw. signals the PCM that the manual valve is
in the Manual Third position.
1 FOURTH GEAR HYDRAULICALLY PREVENTED

LUBE
1a
D3 fluid pressure assists spring force to move the valve to

the Third gear position. This opens the 4th clutch fluid
circuit to an orificed exhaust and the 4th clutch releases,
thereby preventing Fourth gear.
3RD CL/LO-1ST
A manual 4-3 downshift is accomplished by moving the gear

selector lever to the Manual Third (D) position. In Manual
Third the transaxle is hydraulically prevented from upshifting
into Fourth gear under any conditions. Also, the input clutch
is applied and the input sprag clutch holds to provide engine
compression braking instead of coasting. The following
information explains the additional changes during a Manual
4-3 downshift as compared to a forced 4-3 downshift. Refer
to Overdrive Range 4-3 Downshift for a complete description
of a 4-3 downshift.
4TH CL
3-4 ACCUM
4TH CLUTCH
FORWARD SERVO
3-4
ACCUMULATOR
Figure 70
75
MANUAL SECOND - SECOND GEAR
MANUAL SECOND SECOND GEAR
(From Manual Third - Third Gear)
(From Manual Third Third Gear)
6
INPUT
CLUTCH
APPLIED
2
REACTION
CARRIER
ASSEMBLY
(675)
DRIVING
3
REACTION
SUN GEAR
(678)
HELD
3a
2/1 BAND
(680)
APPLIED
4
REACTION
INTERNAL
GEAR
DRIVEN
3b
FORWARD
BAND
(688)
APPLIED
1/2 SUPPORT
ROLLER
CLUTCH
ASSEMBLY
(683)
HOLDING
5
POWER FROM
FINAL DRIVE
(700)
INPUT
SPRAG
(722)
OVERRUNNING
REVERSE
REACTION DRUM
(669)
INPUT
SUN
GEAR
(668)
3RD SPRAG
CLUTCH
ASSEMBLY
INPUT SHAFT
& HOUSING
ASSEMBLY
(632)
2-3
SHIFT
SOL
@OFF
@ON
4TH
CLUTCH
REVERSE
BAND
2ND
CLUTCH
3RD
CLUTCH
3RD
SPRAG
CLUTCH
APPLIED
INPUT
CLUTCH
*
INPUT
SPRAG
CLUTCH
2/1
BAND
1/2
SUPPORT
ROLLER
CLUTCH
FORWARD
BAND
OVERRUN APPLIED HOLDING APPLIED
Manual Second Second Gear (2) is available when vehicle

operating conditions or road conditions make it desirable to use
only two gear ratios. Some of these vehicle operating conditions include descending a steep grade (to provide engine compression braking) or, ascending a steep grade (for additional
engine performance).
When manual second gear range is selected, the transaxle will
upshift and downshift between first, second and third gear but,
it is prevented from shifting into fourth gear. If the transaxle is
operating in Manual Third or Overdrive Range Fourth gear
when Manual Second is selected, the transaxle will shift immediately into second gear [below 113 kmh (70 mph)]. Power
flow through the transaxle is the same as described in Overdrive
Range - Second gear with the exception that the 2/1 band is
applied, which allows the transmission to achieve engine braking during deceleration instead of coasting.
INPUT
CLUTCH
APPLIED
SECOND
CLUTCH
APPLIED
1-2, 3-4
SHIFT
SOL

@The solenoid state follows a shift pattern which depends upon vehicle speed, throttle position and selected gear range
*
6a
INPUT
SPRAG
(722)
OVERRUNNING
5
2ND
CLUTCH
APPLIED
1
POWER TO
TORQUE
CONVERTER
(1)
The mechanical power flow graphics show the transfer of power

through the components during deceleration. When selecting
Manual Second to slow the vehicle, vehicle speed provides the
input from the wheels through the transaxle and attempts to
overrun engine speed (rpm). However, engine compression
braking slows the vehicle when the 2/1 band is applied, resulting in a 1.57:1 gear ratio through the gear sets.
2 Reaction Carrier Assembly Driving
Power continues to the reaction carrier assembly, which is splined

to the final drive sun gear shaft.
DRIVEN
SPROCKET
(506)

3a 2/1 Band Applied
FINAL DRIVE
SUN GEAR SHAFT
(689)
INPUT
CARRIER
ASSEMBLY
(672)
REACTION
CARRIER
ASSEMBLY
(675)
DRIVING
REACTION
SUN GEAR
DRUM ASSEMBLY
(678)
HELD
FORWARD BAND
(688)
APPLIED
PARKING
GEAR
(696)
3b Forward Band Applied

roller clutch (683) but, is not effective.
4 Reaction Internal Gear Driven
1/2 SUPPORT
AND DRUM
(687)
HELD
The reaction internal gear, which is part of the input carrier

assembly (672), is forced to rotate by the reaction carrier pinions (675), which are rotating around the stationary reaction sun
gear drum assembly (678).
Power flows from the input carrier assembly (672) through the
reverse reaction drum (669) to the 2nd clutch assembly which is
applied and directs power to the input housing.
FINAL DRIVE
SUN GEAR
(697)
MANUAL 2/1
SERVO ASSEMBLY
APPLIED
76
The 2/1 manual band (680) is applied to hold the reaction

sun gear drum assembly (678), to achieve engine braking.
The 1/2 support roller clutch would allow coasting if the 2/1
band didnt apply and hold the sun gear.
Figure 71
2/1 BAND
(680)
APPLIED 1/2 SUPPORT
ROLLER
CLUTCH
ASSEMBLY
(683)
HOLDING
FORWARD SERVO
ASSEMBLY
APPLIED
The rotating input carrier pinions also drive the input sun gear
which is splined to the inner hub of the input sprag.
5 Input Sprag Clutch Holding
During deceleration, the input torque from the wheels to the

gear set force the input sun gear (668) to rotate faster than the
input shaft and housing assembly (632). The input clutch is
applied and holding the outer sprag race but, the sprag is overrunning, thus the input clutch is ineffective.
*APPLIED BUT
NOT EFFECTIVE
From the input housing, power continues to the torque converter

for engine compression braking.
76A
(From Manual Third - Third Gear)

A manual 3-2 downshift is initiated by moving the gear selector
lever to the Manual Second (2) position. However, the transaxle
will not downshift into Second gear until vehicle speed is below
approximately 113 km/h (70 mph). At higher vehicle speeds,
the PCM will keep the 2-3 shift solenoid valve energized (ON)
and the transaxle will operate in Manual Second - Third Gear as
a safety precaution. In Manual Second, the transaxle is hydraulically prevented from upshifting into Fourth gear under any conditions. Also, the 2/1 band applies and the 1/2 support roller
clutch holds providing engine compression braking in Second
gear. The transaxle upshifts and downshifts between First and
Second gears as in Overdrive range.
INPUT HOUSING
ASSEMBLY (632)
3RD CL/LO-1ST
LUBE
EX
EX
FWD BST
2-3 SIGNAL
D2
AUX
EX
1-2 ACCUM VALVE

EX
EX
1-2 ACCUM
LINE
3e
EX
EX
11
EX
2-3 ACCUM
2-3 ACCUMULATOR
2/1
MANUAL BAND
SERVO
4c
2-3
ACCUMULATOR
3d
FORWARD
BAND
SERVO
TORQUE SIGNAL
2-1 MAN SERVO
FORWARD SERVO
2-3 ACCUM
2-3 ACCUM
3RD CLUTCH
D2
EX
EX
EX
2a
EX
LINE
INP CL FD
EX
4TH CL
IN CL FD
LO/1ST GEAR
5a
TORQUE SIGNAL
1-2 ACCUMULATOR
2ND CLUTCH
D3
INPUT CLUTCH
3RD
D4
REV
3-2 MAN DS
LINE
D4
LINE
#8
2-1 MAN SERVO
D4
3RD
LINE
FWD SERVO
ORIFICED EX
EX
D4
LO
D4
3RD CLUTCH
PRN
REV
LINE
D4
LO-1ST
D4
PRN
EX
LINE
LINE
EX
2ND CLUTCH
2ND CLUTCH
2ND
LINE
3RD CLUTCH
2ND CL
EX
EX
APPLY
4b
2ND
D3
3RD CL/LO-1ST
LUBE
CONV FD
EX
VBS
LO-1ST
EX
EX
EX
EX
TORQUE SIG
EX
D3
1-2 ACCUM
2-3 SHIFT VALVE
13
LINE
33
3RD
1-2
ACCUMULATOR
TCC SIGNAL (PWM)
TORQUE SIGNAL
18
32
D2
TCC REG APPLY
TFP
SWITCH
TCC REG APPLY

LINE
21
4-3 MDS
3-4 SHIFT VALVE
#10
COOLER
;;
TCC CONTROL VALVE
REL
FWD SERVO
22
#3
L
RE
D2
D3
3RD
D2
3RD
2-3 SIGNAL
CONV FD
19
D3
TCC
CONTROL
(PWM)
Solenoid
5b
28
2-3 OFF SIGNAL
TORQUE SIG REG
TORQUE SIGNAL
24
29
#9
2ND
LO/1ST GEAR
LINE
#4
D4
#6
3b
3RD
LINE
Pressure
Control
Solenoid
EX
26
3c
1-2 SHIFT VALVE
ACT FEED
4c 2/1 Manual Band Servo: 2-1 manual servo fluid pressure
LINE(from Pump)
25
1-2, 3-4
Shift
Solenoid
N.O. OFF
1-2, 3-4 SIGNAL

LO
D4
D3
LINE
#2
ORIFICED
CUP PLUG
(412)
OFF
35
N.O.
DECREASE
4a
Located in the valve body, it is seated by D2 fluid and

forces D2 to pass through the 2-3 shift valve and through
orifice #13 into the 2-1 manual servo circuit.
2-3 Shift
Solenoid
EX
ACTUATOR FD
4b #8 Ball Check Valve (D2/2/1 Manual Servo)
ACT FD LIM VALVE
D2
2-3 SIGNAL
30
31
4 2/1 MANUAL BAND APPLIES

4a 1-2 Shift Valve: The 1-2, 3-4 Shift Solenoid Valve is
76B
12
LINE
valve and the direct clutch releases.
to the TFP Val. Position Sw. and the TFP Val. Position
Sw. signals the PCM that the manual valve is in the
Manual Second position.
5b Pressure Control Solenoid: The PCM decreases the PC
Sol. Valve duty cycle to increase the operating range of
torque signal fluid pressure in Manual Second. This
provides increased line pressure for the additional torque
requirements during engine compression braking and
increased engine load in Manual Second.
Torque Converter Clutch: The PCM will release the TCC
before downshifting into Manual Second. The TCC will not
re-apply in Second gear under normal operating conditions.
17
3b #4 Ball Check Valve (Third Clutch/Lo 1st): Exhausting
5 PRESSURE CONTROL
5a Fluid Pressure Manual Valve Position Switch
Assembly (TFP Val. Position Sw.): D2 fluid is routed
15
16
PRESS REG VALVE
3 THIRD CLUTCH RELEASES

3a Third Clutch: 3rd clutch fluid exhausts at the 2-3 shift
is routed to the 2/1 manual band servo piston. This fluid

pressure moves the servo piston and apply pin to apply
the band. The band provides engine compression braking
in Manual Second Second Gear.
MANUAL VALVE
LINE REV BST
LINE
LO-1ST
2-3 signal fluid and spring force move the 3-2 manual
downshift and the 2-3 shift valve into the Second gear
position and prevents the 2-3 shift valve from upshifting.
D2 fluid is routed through the valve into the 2-1 manual
servo fluid circuit.
2a 3-2 MANUAL DOWNSHIFT VALVE:
PRN
14
LINE
PRESSURE
TAP
LINE
The PCM energizes the 2-3 shift solenoid. With the solenoid
ON, 2-3 signal fluid is routed to the 2-3 and 4-3 manual
downshift valves.
OFF when the PCM commands Second gear, and spring

force holds the 1-2 shift valve in the upshifted position.
1 2 D D NR
LO
2 2-3 SHIFT SOLENOID VALVE:
Exhausting 3rd clutch fluid seats the #9 ball check valve

and forces the fluid through orifice #28 for a controlled
release of the third clutch.
3d 2-3 Accumulator: Third clutch fluid exhausts from the
2-3 accumulator, and is routed through the #28 orifce.
3e 2-3 Accumulator Valve: The accumulator valve regulates
line pressure into the 2-3 accumulator fluid circuit to fill
the 2-3 accumulator.
3a
Line pressure is routed into the D2 fluid circuit when the

selector lever is moved into the Manual Second (2) position.
3c #9 Ball Check Valve (Third/Third Clutch)
1 MANUAL VALVE:
3rd clutch/lo 1st fluid seats the #4 ball check valve and is
routed to the #9 ball check valve.
INPUT CL

Page 100
Figure 72
77
MANUAL FIRST - FIRST GEAR
(From Manual Second - Second Gear)
(From Manual Second Second Gear)

6a
3
INPUT
INPUT
CARRIER CLUTCH
ASSEMBLY APPLIED
(672)
DRIVING
2
REACTION
CARRIER
ASSEMBLY
(675)
DRIVING
3
3a
3b
4
REACTION 2/1 BAND REACTION FORWARD 1/2 SUPPORT
SUN GEAR
(680)
BAND
ROLLER
INTERNAL
(678)
APPLIED
(688)
CLUTCH
GEAR
HELD
APPLIED
ASSEMBLY
DRIVEN
(683)
HOLDING
7
POWER FROM
FINAL DRIVE
(700)
3RD
CLUTCH
APPLIED
INPUT
CLUTCH
APPLIED
INPUT SHAFT
& HOUSING
ASSEMBLY
(632)
INPUT
SPRAG
(722)
OVERRUNNING
3RD
SPRAG
(652)
HOLDING
1-2, 3-4
SHIFT
SOL
2-3
SHIFT
SOL
@ON
@ON
4TH
CLUTCH
REVERSE
BAND
2ND
CLUTCH
3RD
CLUTCH
3RD
SPRAG
CLUTCH
INPUT
CLUTCH
INPUT
SPRAG
CLUTCH
2/1
BAND
1/2
SUPPORT
ROLLER
CLUTCH
FORWARD
BAND
APPLIED HOLDING APPLIED HOLDING APPLIED HOLDING APPLIED\
* APPLIED BUT NOT EFFECTIVEE

@The solenoid state follows a shift pattern which
depends upon vehicle speed, throttle position and selected gear range
*
5
INPUT
SUN
GEAR
(668)
DRIVING
1
POWER TO
INPUT
TORQUE
SPRAG
CONVERTER
(722)
(1)
OVERRUNNING
Manual First First Gear (1) is available when vehicle operating

conditions require maximum engine compression braking for
slowing the vehicle or maximum engine torque transfer to the
wheels in a forward gear range. Some of these vehicle operating
conditions include descending a steep grade (to provide
maximum engine compression braking) or, for ascending a steep
grade (for maximum engine power). Manual First range should
also be used to start the vehicle in motion when pulling a heavy
load.
While operating in manual first range the transaxle can upshift into
second gear at 61 km/h (38 mph), and third gear at 113 km/h (70
mph) and each range has engine braking. If the transaxle is
operating in any other forward gear range when manual first is
selected, the transaxle will not shift into first gear until vehicle
speed slows to approximately 56 km/h (35 mph). Power flow
through the transaxle is the same as overdrive range first gear with
the exception that the third clutch and the 2/1 band are applied.
Therefore we will look at powerflow from deceleration (engine
compression braking).
INPUT
SUN
GEAR
(668)
DRIVEN
Power continues to the reaction carrier assembly, which is splined

to the final drive sun gear shaft.
3a 2/1 Manual Band Applied
DRIVEN
SPROCKET
(506)
The 2/1 manual band (680) is applied to hold the reaction

sun gear drum assembly (678), to achieve engine braking.
The 1/2 support roller clutch would allow coasting if the 2/1
band didnt apply and hold the sun gear.
3b Forward Band Applied

roller clutch (683) but, is not effective.
4 Reaction Internal Gear Driven
FINAL DRIVE
SUN GEAR SHAFT
(689)
INPUT
CARRIER
ASSEMBLY
(672)
DRIVING
REACTION
CARRIER
ASSEMBLY
(675)
DRIVEN
REACTION
SUN GEAR
DRUM ASSEMBLY
(678)
HELD
FORWARD BAND
(688)
APPLIED
1/2 SUPPORT
AND DRUM
(687)
HELD
PARKING
GEAR
(696)
Planet pinion gears in the input carrier assembly (672) are in

mesh with the teeth on the input sun gear (668), forcing the sun
gear to rotate.
6 3rd Clutch Applied
FINAL DRIVE
SUN GEAR
(697)
MANUAL 2/1
SERVO ASSEMBLY
APPLIED
78
Figure 73
The reaction internal gear, which is part of the input carrier

assembly (672), is forced to rotate by the reaction carrier pinions (675), which are rotating around the stationary reaction sun
gear drum assembly (678).
2/1 BAND
(680)
APPLIED
1/2 SUPPORT
ROLLER CLUTCH
ASSEMBLY
(683)
HOLDING
FORWARD SERVO
ASSEMBLY
APPLIED
The 3rd clutch is applied and holds the 3rd sprag clutch outer
race (653). During deceleration, the 3rd sprag clutch holds and
prevents the input sun gear (668) from turning faster than the
input housing, thus creating engine braking.
Note: During acceleration, the 3rd sprag clutch is ineffective in
the transfer of engine torque through the input sun gear (668).
The input clutch is also applied but, during deceleration, the

input sprag clutch is not effective for engine compression
braking. During acceleration, the input sprag elements are
holding to transfer engine torque to the input sun gear (668),
forcing it to rotate.
From the input housing, power continues to the torque converter

for engine compression braking.
78A
(From Manual Second - Second Gear)

A manual 2-1 downshift is initiated by moving the gear selector
lever to the Manual First (1) position. However, the transaxle
will not downshift into First gear until vehicle speed is below
approximately 61 km/h (38 mph). At higher vehicle speeds the
PCM will keep the 1-2, 3-4 shift solenoid valve de-energized
(OFF) and the transaxle will operate in Manual First - Second
or Third Gear. In Manual First the transaxle is hydraulically
prevented from upshifting into Fourth gear under any conditions.
Also, the 2/1 manual band servo remains applied, as in Manual
Second, and provides engine compression braking.
INPUT HOUSING
ASSEMBLY (632)
INPUT CL
3RD CL/LO-1ST
LUBE
1 MANUAL VALVE:
8a
EX
PRN
REV
PRN
LINE
EX
FWD BST
D4
2-3 SIGNAL
D3
INP CL FD
D2
AUX
3RD
D4
EX
4TH CL
IN CL FD
D4
D2
2-1 MAN SERVO
EX
EX
EX
EX
LO/1ST GEAR
EX
EX
1-2 ACCUM
FORWARD SERVO
TORQUE SIGNAL
2/1
MANUAL BAND
SERVO
FORWARD
BAND
SERVO
1-2 ACCUM VALVE
2ND CLUTCH
INPUT CLUTCH
FWD SERVO
ORIFICED EX
3RD
LINE
8c
LINE
D4
EX
1-2 ACCUM
REV
LO
D4
#8
3-2 MAN DS
LINE
1-2 ACCUMULATOR
D2
2ND CLUTCH
EX
D4
LO-1ST
D4
EX
EX
EX
EX
2ND
3RD CL
LINE
2ND CL
APPLY
D3
3RD CL/LO-1ST
LINE
LUBE
LO-1ST
EX
VBS
2ND CLUTCH
CONV FD
EX
EX
EX
LINE
PRN
EX
LO-1ST
TORQUE SIG
EX
D3
Figure 74
2-1 MAN SERVO
2ND
;
;
2-3 SHIFT VALVE
TCC REG APPLY
8d
13
LINE
33
#10
TFP
SWITCH
D3
3RD
TCC SIGNAL (PWM)
TORQUE SIGNAL
D2
TCC CONTROL VALVE
D2
21
4-3 MDS
REL
1-2
ACCUMULATOR
3-4 SHIFT VALVE
CONV FD
COOLER
3RD
22
5b
LO
BLOW-OFF
EX
19
FWD SERVO
LINE
D3
2ND
LO/1ST GEAR
#3
1-2 SHIFT VALVE
L
RE
#4
TORQUE SIG REG
TCC
CONTROL
(PWM)
Solenoid
29
3RD
EX
D4
#6
2-3 SIGNAL
D4
TORQUE SIGNAL
Pressure
Control
Solenoid
26
27
7
ACT FEED
25
#2
LINE
1-2, 3-4
Shift
Solenoid
N.O. ON
LO-1ST
LINE(from Pump)
1-2,3-4 SIG
ON
N.O.
D2
D3
LINE
2-3 Shift
Solenoid
8b
LO
ORIFICED
CUP PLUG
(412)
2nd clutch fluid exhausts from the solenoid.

Page 102
#7
2-3 SIGNAL
35
30
8d TCC Control (PWM) Solenoid:
78B
1 2 D D NR
MANUAL VALVE
LINE
ACT FD LIM VALVE
8c 1-2 Accumulator:
Note: Manual First - Third Gear is also possible at high

speeds as a safety feature.
12
EX
ACT FD
1-2, 3-4 signal fluid pressure shifts the valve into the
downshifted position, against spring force, and the following
changes occur:
2nd clutch fluid exhausts from the 1-2 accumulator, and 1-2
accumulator fluid fills the 1-2 accumulator as 2nd clutch
fluid exhausts.
LO
DECREASE
31
The 1-2, 3-4 Shift Solenoid Valve is energized by the PCM

when vehicle speed is below approximately 61 km/h (38
m
p
h
)
.
1-2, 3-4 Signal fluid is blocked from exhausting through the
solenoid.
Located in the case cover, exhausting 2nd clutch fluid seats

the #2 ball check valve against the 2nd fluid circuit and
forces the exhausting fluid through orifice #26 for a controlled
release.
5a
6 1-2, 3-4 SHIFT SOLENOID VALVE:
8b #2 Ball Check Valve (2nd/2nd clutch):
17
3rd clutch/lo - 1st fluid applies the 3rd clutch and the 3rd
sprag clutch holds and prevents coasting and allows engine
compression braking.
2nd clutch fluid exhausts from behind the clutch piston

through the 2nd clutch fluid circuit. This releases the 2nd
clutch and the transaxle operates in First gear.
15
16
PRESS REG VALVE
5 3RD CLUTCH APPLIES
8 SECOND CLUTCH RELEASES

8a Second Clutch:
Lo-1st fluid pressure seats the #4 ball check valve against the
3rd clutch fluid circuit and fluid is routed to the 3rd clutch/lo
-1st circuit.
The 2nd fluid circuit is open to exhaust past the valve into the 3rd
fluid circuit.
D4 fluid is routed into the lo-1st gear circuit.
LO fluid is routed into the lo-1st fluid circuit.
LINE
PRESSURE
TAP
LINE
LINE REV BST
4 #4 BALL CHECK VALVE (3RD CLUTCH/LO 1ST):
7 1-2 SHIFT VALVE:
14
Lo fluid pressure seats the #7 ball check valve against the lo1st fluid circuit and fluid is routed to the 1-2 shift valve.
A relief valve that will exhaust excess Lo fluid pressure

above 448 kPa (65 psi) in the 3rd clutch apply circuit.
3 #7 BALL CHECK VALVE (LO/LO 1ST):
5b Lo Blow Off Valve:
Lo fluid is routed to the TFP Val. Position Sw. and the TFP
Val. Position Sw. signals the PCM that the manual valve is in
the Manual First position.
Lo fluid from the 1-2 shift valve is sent to the line presure
boost valve to boost line pressure.
2 Fluid Pressure Manual Valve Position Switch Assembly

(TFP Val. Position Sw.):
Line pressure is routed into the Lo fluid circuit when the

selector lever is moved into the Manual First (1) position.
Line pressure continues to feed the D4, D3 and D2 fluid
circuits as in Manual Second.
79
OPERATING CONDITIONS
RANGE
INPUT
CLUTCH
7
INPUT
SPRAG
CLUTCH
APPLIED
HOLDING
ON
ON
ON
APPLIED
HOLDING
HOLDING
APPLIED
2nd
OFF
ON
APPLIED
OVERRUN
HOLDING
APPLIED
3rd
OFF
OFF
APPLIED
APPLIED
HOLDING
OVERRUN
4th
ON
OFF
APPLIED
OVERRUN
OVERRUN
3rd
@ OFF
@ OFF
APPLIED
APPLIED
HOLDING
2nd
@ OFF
@ ON
APPLIED
1st
@ ON
@ ON
2nd
@ OFF
@ ON
1st
@ ON
@ ON
1st
@ ON
@ ON
1-2, 3-4
SHIFT
SOLENOID
VALVE
2-3
SHIFT
SOLENOID
VALVE
ON
ON
ON
ON
ON
1st
GEAR
PARK
REV
REVERSE
NEUT
4TH
CLUTCH
REVERSE
BAND
2ND
CLUTCH
3RD
CLUTCH
5
3RD
SPRAG
CLUTCH
APPLIED
8
2/1
BAND
9
1/2
SUPPORT
ROLLER
CLUTCH
10
FORWARD
BAND
APPLIED
APPLIED
APPLIED
HOLDING
OVERRUN
OVERRUN
HOLDING
APPLIED
APPLIED
HOLDING
HOLDING
APPLIED
OVERRUN
APPLIED
HOLDING
APPLIED
APPLIED
HOLDING
APPLIED
HOLDING
APPLIED
APPLIED
HOLDING
APPLIED
HOLDING
APPLIED
2
1
APPLIED
HOLDING

ON = SOLENOID ENERGIZED
OFF = SOLENOID DE-ENERGIZED
@ THE SOLENOID'S STATE FOLLOWS A SHIFT PATTERN WHICH DEPENDS UPON VEHICLE
SPEED, THROTTLE POSITION AND SELECTED GEAR RANGE.
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 REVERSE GEAR ALL FORWARD DRIVE RANGES OK.
NO 2ND GEAR GOES TO NEUTRAL WHEN COMMANDED TO 3RD GEAR.
NO 3RD GEAR NO ENGINE BRAKING IN MANUAL 1ST.
NO 3RD GEAR NO ENGINE BRAKING IN MANUAL 1ST.
NO FORWARD NO REVERSE.
NO FORWARD NO REVERSE.
NO ENGINE BRAKING IN MANUAL 2ND (2ND GEAR) OR MANUAL 1ST (1ST GEAR).
NO FORWARD REVERSE OK, FORWARD OK IN MANUAL 2ND OR MANUAL 1ST.
NO FORWARD REVERSE OK, FORWARD OK IN MANUAL 2ND OR 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:
80
1-2, 3-4
DTC
P0753
The PCM commands maximum line pressure.

The PCM disables shift adapts.
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 3rd gear.
The PCM illuminates the Malfunction Indicator Lamp (MIL).
The PCM inhibits Torque Converter Clutch.
Figure 75
COMPLETE HYDRAULIC CIRCUITS

The hydraulic circuitry of the Hydra-matic
4T65-E transaxle 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.
cover 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
diagnosising 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.
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,
checkballs and orifices within specific
components. A broken line is also used to separate
components such as the pump, valve body, case
A IS LOCATED IN THE OIL PUMP BODY (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 COVER (LIGHT RED AREA)
E IS LOCATED IN THE DRIVEN SPROCKET SUPPORT (LIGHT YELLOW AREA)
F IS LOCATED IN THE CASE (WHITE AREA)

(FOLDOUT)
C
REV SERVO
LUBE
LUBE
COOLER
LO
EX
43
EX
PRN
REVERSE
LUBE
COOLER
LUBE
LUBE
COOLER
1-2 ACCUM
15
43
14 43
43
15
14
19
31
29 20
22
24
27
25
31
29
18
372(#4)
33
43
42
37
25
43
31
24
31
42
11
42
43
22
42
11
24
16
27
12
43
12
25
39
43
20
14
12 42
13
26
19
23
13
15
14
42
13
31
19
43
15
43
25
31
37
23
27
22
23
13/14
14
19
GASKET
IDENTIFICATION
(37)
11
37
43 43
37
42
29
11
43
11
42
33
10
11
25
14
42
13
39
35
29
35
20
2 8
36
42
43
24
18
11
11
30
31
42
23
23
SPACER PLATE (370)
14
GASKET(369)
372(#2)
372(#1)
CASE COVER (400)

DRIVEN SPROCKET
SUPPORT
(609)
2
3
(38)
2
35
10
412
41
35
33
16
42
42
43
42
24
16
22 23
27
45
42
42
42
31
15
19 37
13
43
19
(128)
31 27
23
16
19
16
31
37
27
23
23
27
16
37
19
16
ACCUMULATOR
HOUSING (140)
22
19
37
16
37
16
45
15
CASE COVER (400)

(Case Side)
CASE (3)
(Case Cover Face)
Figure 74
(29)
CASE (3)
(Bottom)
37
16
ACCUMULATOR
COVER (132)
23 23
22
22
37
16
16
16
27
22
31
27
11
15
(124)
FORWARD SERVO
APPLY PIPE
(125)
MANUAL SERVO
APPLY PIPE
31
31
37
(28)
19
37
22
23
22
22
23
22
13
15

(130)
42
15
42
37
(126)
45
38
42
42
32
16
16
LUBE
38

43
10
41
(29)
MANUAL SERVO
APPLY PIPE
(125)
42 35
29
31
42
40
38
39
29
43
25
10
19
36
25
39
19
FE
ED
33
CASE (3)
22
2
41
18
20
11
24
22
16
FORWARD
SERVO
(15-22)
43
31
37
38 36 35
42
10
6 18
19
19
NOTE:
27
ACCUMULATOR
COVER
(132)
29
10
34
18
10a
D-4
LINE
PRN
D-2
D-3
2ND CL
ACTUATOR FD
LINE
ACT FD
2ND CL
11c
REVERSE
LO-1ST
PRN
LO
LO-1ST
2ND CLUTCH
FILT LINE
3RD CLUTCH
FWD SERVO
3-4 ACCUM
D4
LINE
EX
2-3 AC
23c
22a
23b
42c
EX
14
14
2ND CL
MAN 2-1 SERVO FD
MAN 2-1 SERVO FD
2v
22b
23a
2-3 ACCUM
EX
LINE
EX
33
SCREEN/SEAL
ASM. (382)
10
11
39 39
35
EX
43
372(#9) 372(#10)
39
20
36
37
8c
D2
D4
D3
EX
3RD
TORQUE SIG
8e
8f
2t
2q
29h
4TH CL
3RD CLU/ LO 1ST
2-3 SIGNAL
FWD SERVO
41c
19d
19e
7a
40c
18f
40b
D-4
REV BST
INPUT CL
D3
EX
EX
EX
D4
EX
EX
EX
INPUT CL FD
LINE
LINE
TORQUE SIG
6a
6b
2h
2l
29g
8g
2m
3RD CLU
19c
41b
18g
19b
41a
40a
18k
D-4
EX
REV SERV
D SRV AP
3RD
ORIF EX
LINE
LINE
LINE
TORQUE SIG
3RD
INPUT CL FD
EX
8d
2r
EX
TCC REG APP

42b
12a
2n
42a
9b
12b
3RD CLUTCH
2y
2c
20b
2x
2d
20a
LOW /1ST GEAR

LINE
LINE
EX
8b
VBS
EX
LINE
3RD
TCC SIG (PWM)

15a
9a
8c
2z
LINE
LINE
EX
EX
LINE
43
12
27
39
2 29
25
39
18
29f
29e
10a
EX
14a
SI
2k
ACT FD
EX
3RD
3RD
D3
2ND
FWD BST
2a
8a
2b
3a
CONV FD
TORQUE SIG
LOW/1ST GEAR
LINE
D4
D2
EX
EX
11b
39a
11a
LO-1ST
PRN
TORQ SIG
11g
11e
11d
20c
11c
5a 10c
10b
ACT FD
1-2,3-4 SIG
CONV FD
LO-1ST
3RD
REV
LO
D4
LINE
TORQUE SIG
3RD CL
LO
39b
31b
16a
39c
11f
38c
2c
31a
39d
38a
38b
29d
29c
29a
29b
14b
TCC APPLY
LINE
2ND
TCC RELEASE
TCC RELEASE
19
38
18
38
2k
42g
GASKET(371)
D2
3-
13b
CE
40
FORWARD SERVO
APPLY PIPE
(124)
FWD SERVO
76
42
43
19
19
19
41
36
37
2m
8f
43
FI
ORIFICED
CUP PLUG
25
15

(Case Cover Side)
2/11
18
19
40 41
SCREEN/SEAL
ASM. (382)
2h
31
42d 42f
44
CL
CL
U
TC
H
RI
13a
27c
39
25a
D2
25d
RU
38
ER
25f 27a
25g 27b
25e
37
ER
14b
25c
36
25b
SUCTION
35
34
3-
33
2w
22b 3
2t 2r
16/2s
12
4T
CASE COVER (400)

CASE (3)
8b
14
8a
32
2ND CL
COOLER
MANUAL
2/1 SERVO
(108)
COOLER
BALL
CHECK
VALVE
FWD SERVO
COOLER
2ND CL
TORQUE
CONVERTER
BLOW-OFF
BOTTOM
PAN
(24)
RR
31e
22c
13
26
39c 27 5a/10c
1
11b
10b
39e
42
3RD CL
MAN 2-1 SERVO FD
1-2 ACCUM
LINE
12
13
(126)
LUBE
PIPE
(124)
FORWARD SERVO
APPLY PIPE
(125)
MANUAL SERVO
APPLY PIPE
19
1-2 ACCUM
2-3 ACCUM
ACTUATOR FD
ACCUMULATOR
SPACER PLATE
(134)
TORQUE SIG
INTAKE & DECREASE

CONVERTER & LUBE
MAINLINE
ACTUATOR FEED
ACCUMULATOR
SOLENOID SIGNAL
TORQUE SIGNAL
PRESSURES
FILTER
ASSEMBLY
(100)
THERMOSTATIC
ELEMENT
(121)
LUBE PIPE
(126)
ACCUMULATOR
HOUSING
(140)
25
39a 39b
20a
11d
28
29c
25b
31b/29b 31a/29a 20c
42b 11g 14c
8g
24
8e
9a
4
31c
19
11e
2p 10
9b
13a
12a
11f
24b
18
42a
24c 9
11
2v
2q
13b
23c
8
42c
26
23a 5
31d 25c
12b
22a
26a
32
2n
25e
19f
27c
25d 25
1a
14a
15a
23b
14b
19g
37d
25
GASKET
IDENTIFICATION
CC
31f
11
12 42
11
12
24
31
25
11
13
41
SCREEN/SEAL
ASM. (382)
17
38b
25a 39d/38c
13
14
19
CASE COVER (400)
1-2
ACCUMULATOR
(136)
2-3
ACCUMULATOR
(136)
EX
20
42
27
23

XE
11
24b
42
23
22
2
29
24
23
4TH CL
37c
8 42 1111
13
25
31
372(#8)
21
6b 22
42e
33
33a 29h 6a 18b
2y
29g
7
37b/36c
42b
35b
8d
37a
18c
23
43a/2g
29f 29d 20b/2z
24a
36b 35a
2 10
11
29
42
18e 18d
2d
29
8
31
42
2f/4b 2e
37c
29
41b/40b 19d/18f
15
18g
19e 2c
29
2b/11a
41a
16
19b
18a
19c/18k
7a
29e
39f 2x
38a
20
41c/40c
30
36a
10
18
18 42
29
24
SCREEN/SEAL
ASM. (382)
11
29
31
22
22
2
24a
20
25
38
31
ACT FD LIM VALVE
42g
37d
8
24c
3-4 ACC
LINE
EX
LINE
34
33
40a
SCREEN/SEAL
ASM. (382)
39
29
39
39
35
37
37
3-4 ACCUM
38
18
38
7
18
36
36
ACT FD
ACT FD
2p
18e
42d
42f
XE
2w
42
24
28
42
23
14
24
19

3a
2a
2/11
19
18 19
41
2g
3
EX
21
18d
2-3 ACCUM
10
22
42e
40 40
37
4TH CL
2e
OIL PUMP BODY (202)

36
REVERSE
13
18b
2-3 SIG
MAN 2-1 SERVO
37b
32
36c
37a
3-4 ACCUM
SCREEN/SEAL
ASM. (382)
PRN
D3
#8
1-2 ACCUM
LINE
1-2 ACCUM
LINE
D4
1 2 D D NR
MANUAL VALVE
EX
19
19
19
40
EX
D3
18c
LINE
20
31
43
OIL PUMP BODY (202)

(Pump Cover Side)
25
29
42
22
23
43
10
29
24
31
22
43
43
PUMP COVER (201)

33a
D3
43
42
372(#7)
2 10
11
13
13
42
13
23
36a
1-2 ACCUM VALVE
2-3 OFF SIG
42
29
43
5 43
10
42
43
2 8 43
18 29 42 29
13
43
43
42
42
6 18 2
36 3742
28
39
39
372(#3)
23
LINE
TORQ SIG
42
38
2518 20
11
21
37
LINE
36b
3-2 MAN DS
18
3RD CL
35b
2-3 SHIFT VALVE
26
LO-1ST
3RD CL
35a
D2
AUX INP CL FD
ORIFICED EXH
D3
31c
D2
4-3 MDS
25
D4
TCC REG APPLY
39e
39f
31d
39g
TCC REL
#4
31f
31e
TCC CONTROL VALVE
2f
30
ON
N.O.
3RD
29
11
39
18
7 6 29 33 42
27
LO
BLOW OFF
VALVE
D4
18a
4a
2-3 Shift
Solenoid
3-4 SHIFT VALVE
35
43
17
28
28
35
37
19
19g
D4
2-3 SIG
AUX INPUT CL FD
4TH CL
2-3 OFF SIG
#2
3RD
18
28 36
36
22
19f
LINE
TORQUE SIG
CONVERTER FEED
3RD
LOW/1ST GEAR
CONVERTER FEED
D2
2ND
TCC APPLY
IN CL FD
D2
TORQUE SIG REG
TCC
CONTROL
(PWM) EX
Solenoid
Pressure
Control
Solenoid
D4
LINE
REV SERVO
#3
#6
20
1-2 SHIFT VALVE
1-2,3-4 SIG
2ND
3RD
2ND
TCC APPLY
#5
38
36
18
11 2
19
40
19
39
18
19
41
40
17
17
42
1-2, 3-4
Shift
Solenoid
N.O. ON
TCC RELEASE
EX
D-4
LO-1ST
PRESS REG VALVE
29
REVERSE
ACT FD
#10
33
18
42
42
42
40
38
18
42
(219)
17
16
LINE
LO
OIL
PUMP
COOLER
CONNECTOR
(29)
373(#6)
373(#5)
42
42
17
LINE REV BST
D2
D3
15
REVERSE
DECREASE
TFP
SWITCH
LO
DECREASE
17
PUMP
BODY
(202)
31
REV
LINE
D4
DECREASE
LINE
3RD
19
12
4TH CL
INPUT CL
2ND CL
3RD CL/LO-1ST
3RD CL
LO
LO-1ST
PRN
REVERSE
14
27
LOW /1ST GEAR

CONVERTER FEED
LO-1ST
#7
4TH CL
INPUT CL
2ND CL
3RD CL/LO-1ST
3RD CL
LO
LO-1ST
CHAIN OILER
Engine Running
su mp tra pu
requut ex sure lato
outp e presre regu
of linpressu
the
24
#9
COOLER
REVERSE
SERVO
(39-49)
LUBE
LUBE
LINE
PRESSURE
TAP
(38)
EX
3RD CL/LO-1ST
28
GASKET (371)
GASKET (369)
LUBE
2ND CL
TCC APPLY
CASE (3)
CASE COVER (400)
INPUT CL
COOLER
INPUT HOUSING
ASSEMBLY (632)
INPUT CL
3RD CL/LO-1ST
3RD CL/LO-1ST
2ND CL
4TH CL
RELEASE
SPACER PLATE (370)
TCC
4TH CLUTCH
HOUSING
DRIVEN SPROCKET
SUPPORT (609)
INPUT CL
;;
;
;;
;;
;
;;
;;
;
;
;
;
;
;
;;
;;
;;;;
(P)
Park l
thethe oi
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sele pres the Regthe line to
8): )
Withsition, rected Valve(21essure
pum re Reguoutputnsmissmp
(Engine Running)
TORQUE
CONVERTER
(1)
;
; ;;
;
;;
; ; ;;;
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;;
;; ;;;
;;
; ;; ;;;
;
;
;
;;
;;
;;
;;
;;
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;;;
;;
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FLUID FLOW THROUGH

COMPONENTS (FOLDOUT)
PASSAGE
PASSAGE
PASSAGE
PASSAGE
PASSAGE
PASSAGE
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.
37
(28)
ACCUMULATOR
SPACER PLATE (134)
2/1 MANUAL SERVO

BODY COVER (104)
FOLDOUT 77
HALF PAGE TEXT AND LEGEND
COMPLETE ILLUSTRATED
PARTS LIST
Figure 76
FOLDOUT 81
PARK
;;;;;
;;;;;
;
;;;;;
;;;;;
;;;;;
;;;;;
;;;;;
;;;;;
(Engine Running)
REV SERVO
LUBE
D2
LUBE
COOLER
LO
EX
LINE
D-4
LO
LO-1ST
PRN
PRN
REVERSE
EX
2ND CL
3RD CLUTCH
ACTUATOR FD
LUBE
COOLER
LUBE
1-2 ACCUM
2-3 ACCUM
LINE
2ND CL
LINE
42c
EX
CASE (3)
ACCUMULATOR
COVER
(132)
FORWARD
SERVO
(15-22)
MANUAL SERVO
APPLY PIPE
(125)
3-4 ACCUM
D4
FWD SERVO
ACT FD
2-3 AC
22a
23c
23b
22b
2v
23a
ORIFICED
CUP PLUG
LUBE
COOLER
FILT LINE
D4
D3
EX
EX
EX
2r
2t
LINE
COOLER
FORWARD SERVO
APPLY PIPE
(124)
MAN 2-1 SERVO FD
D3
EX
D4
EX
EX
MANUAL
2/1 SERVO
(108)
FWD SERVO
Figure 77
PRN
REVERSE
4TH CL
LO-1ST
D-2
D-3
3RD CLU
2ND CLUTCH
2-3 SIGNAL
REV SERV
INPUT CL
8f
2q
EX
FWD SERVO
D-4
EX
REV BST
EX
EX
TORQUE SIG
3RD CLU/ LO 1ST
19e
40c
18f
40b
7a
41c
19d
41b
40a
41a
18g
19c
18k
D-4
D SRV AP
EX
FWD BST
3RD
ORIF EX
8e
6a
8g
2l
2h
6b
29g
8d
2m
42b
12b
12a
2n
42a
9b
9a
15a
29f
29e
8c
10a
14a
13b
13c
27c
13a
25e 27b
25c
25d
29h
25f 27a
2k
25b
3RD
LINE
LINE
TORQUE SIG
25a
19b
2y
EX
TCC REG APP
LINE
14b
20b
LINE
LINE
LINE
INPUT CL FD
VBS
EX
TCC SIG (PWM)
3RD
2z
2x
2d
20a
LOW /1ST GEAR

LINE
LINE
EX
EX
EX
LINE
3RD CLUTCH
2c
LINE
LINE
LO-1ST
PRN
TORQ SIG
EX
TORQUE SIG
3RD
INPUT CL FD
ACT FD
2a
2b
11a
3a
11b
39b
8b
8a
5a 10c
EX
3RD
3RD
D3
2ND
EX
CONV FD
TORQUE SIG
LOW/1ST GEAR
LINE
D4
D2
EX
TCC RELEASE
3RD
LINE
EX
1-2,3-4 SIG
ACT FD
CONV FD
LO-1ST
11c
10b
20c
11d
11g
2s
38c
11e
16a
39a
11f
39c
39d
31b
38b
29b
29c
29a
REV
LO
D4
LINE
TCC APPLY
TORQUE SIG
3RD CL
LO
EX
14c
31a
38a
SUCTION
29d
TCC RELEASE
CASE COVER (400)

CASE (3)
2ND CL
MAN 2-1 SERVO FD
FWD SERVO
COOLER
LINE
2ND CL
TORQUE
CONVERTER
BLOW-OFF
COOLER
BALL
CHECK
VALVE
ACCUMULATOR
SPACER PLATE
(134)
ACTUATOR FD
ACCUMULATOR
HOUSING
(140)
3RD CL
MAN 2-1 SERVO FD
1-2 ACCUM
LUBE PIPE
(126)
1-2 ACCUM
2-3 ACCUM
1-2
ACCUMULATOR
(136)
2ND CL
BOTTOM
PAN
(24)
2-3
ACCUMULATOR
(136)
24b
XE
CASE COVER (400)
EX
24a
LINE
37d
8
24c
3-4 ACC
11
ACT FD
ACT FD
2p
18e
42d
42f
42g

ACT FD LIM VALVE
XE
2g 43a
3
2w
LINE
EX
37c
EX
21
18d
10
3-4 ACCUM
4TH CL
2e
42e
4TH CL
18b
2-3 SIG
MAN 2-1 SERVO
2-3 ACCUM
REVERSE
13
3-4 ACCUM
37a
1-2 ACCUM
LINE
1-2 ACCUM
LINE
D4
22
37b
1-2 ACCUM VALVE
LINE
#8
36c
3-2 MAN DS
2-3 OFF SIG
PRN
D3
33a
D3
36b
LINE
TORQ SIG
MANUAL VALVE
EX
23
D2
AUX INP CL FD
2-3 SHIFT VALVE
3RD CL
35b
4TH CL
2-3 OFF SIG
82
INTAKE & DECREASE

CONVERTER & LUBE
MAINLINE
ACTUATOR FEED
ACCUMULATOR
SOLENOID SIGNAL
TORQUE SIGNAL
PRESSURES
THERMOSTATIC
ELEMENT
(121)
31d
35a
4-3 MDS
3RD
LO-1ST
3RD CL
1 2 D D NR
36a
ORIFICED EXH
32
31c
D2
TORQUE SIG
39f
39e
18c
18
32
D3
D3
ON
#4
31f
AUX INPUT CL FD
TCC REG APPLY
2f
30
31e
D4
EX
D4
18a
4a
N.O.
3-4 SHIFT VALVE
TCC REL
#1
D4
2-3 SIG
2-3 Shift
Solenoid
LINE
19g
TCC CONTROL VALVE
LINE
TORQUE SIG
CONVERTER FEED
3RD
LOW/1ST GEAR
CONVERTER FEED
D2
2ND
TCC APPLY
LO
BLOW OFF
VALVE
19f
D2
FILTER
ASSEMBLY
(100)
IN CL FD
26
#3
20
25
EX
TORQUE SIG REG
TCC
CONTROL
(PWM) EX
Solenoid
#5
#6
D-4
1-2,3-4 SIG
2ND
3RD
Pressure
Control
Solenoid
#2
COOLER
CONNECTOR
(29)
29
1-2 SHIFT VALVE
ACT FD
D4
1-2, 3-4
Shift
Solenoid
N.O. ON
33
3RD
2ND
LINE
LO
16
PRESS REG VALVE
LO-1ST
TCC APPLY
DECREASE
#10
REVERSE
LO
OIL
PUMP
TCC RELEASE
LINE REV BST
15
REVERSE
TFP
SWITCH
D3
DECREASE
17
D2
LINE
REV SERVO
REV
LINE
31
D4
LINE
19
12
3RD
4TH CL
INPUT CL
2ND CL
3RD CL/LO-1ST
3RD CL
LO
LO-1ST
PRN
REVERSE
LOW /1ST GEAR

CONVERTER FEED
LO-1ST
14
27
#9
#7
COOLER
4TH CL
INPUT CL
2ND CL
3RD CL/LO-1ST
3RD CL
LO
LO-1ST
CHAIN OILER
24
LUBE
28
LINE
PRESSURE
TAP
(38)
EX
REVERSE
SERVO
(39-49)
GASKET (371)
PUMP
BODY
(202)
LUBE
GASKET (369)
DECREASE
3RD CL/LO-1ST
CASE (3)
CASE COVER (400)
SPACER PLATE (370)
LUBE
2ND CL
TCC APPLY
INPUT CL
COOLER
INPUT HOUSING
ASSEMBLY (632)
3RD CL/LO-1ST
2ND CL
4TH CL
RELEASE
INPUT CL
3RD CL/LO-1ST
TCC
4TH CLUTCH
HOUSING
DRIVEN SPROCKET
SUPPORT (609)
INPUT CL
TORQUE
CONVERTER
(1)
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 OR LOW LINE PRESSURE
Pressure Regulator Valve (313), Springs (311, 312)

and Boost Valve (310)
Stuck, damaged (missing springs).
Pressure Control Solenoid Valve (322)

Leak, o-rings damaged.
Loose connector, pins damaged.
Contaminated.
Torque Signal Regulator Valve (321)

Stuck, or valve retainer (314) missing.
TFP Valve Position Switch (395)

Loose connector.
Damaged or missing o-ring.
Oil Filter (100)

Clogged, broken, loose.
Oil Filter Seal (101)

Leaking.
Cooler Lines
Clogged or restricted.
Cooler Line Seals (49)

Leaking.
Oil Pump (200)

Damaged, sticking, porosity, leaking.
Oil Pump Drive Shaft (227)

Damaged.
Line Pressure Relief Valve (324)

Damaged spring, ball missing.
Transaxle Case (3), Valve Body (301),

Case Cover (401)
Porosity, leaking circuits.
Flatness of machined surfaces.
1-2, 3-4
SHIFT
SOL
2-3
SHIFT
SOL
ON
ON
4TH
CLUTCH
REVERSE
BAND
2ND
CLUTCH
3RD
CLUTCH
3RD
SPRAG
CLUTCH
INPUT
CLUTCH
*
INPUT
SPRAG
CLUTCH
2/1
BAND
1/2
SUPPORT
ROLLER
CLUTCH
FORWARD
BAND
HOLDING
*
82A
PARK
Engine Running
PASSAGES
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
SUCTION
LINE
PRN
2-3 SIGNAL
1-2, 3-4 SIGNAL
INPUT CLUTCH FEED
INPUT CLUTCH
TORQUE SIGNAL
TCC SIGNAL (PWM)
ACTUATOR FEED
CONVERTER FEED
TCC REGULATED APPLY
TCC RELEASE
TCC APPLY
COOLER
LUBE/LINE
DECREASE
D-4
FORWARD SERVO
LO/1ST GEAR
AUXILIARY INPUT CLUTCH FEED
1-2 ACCUMULATOR
2-3 ACCUMULATOR
3-4 ACCUMULATOR
2ND
2ND EXHAUST
2ND CLUTCH
2-3 OFF SIGNAL
3RD
3RD/EXHAUST
3RD CLUTCH
3RD CLUTCH/LO -1ST
4TH CLUTCH
4TH CLUTCH EXHAUST
D3
D2
MANUAL 2-1 SERVO
LO
LO-1ST
REVERSE
REVERSE SERVO
EXHAUST
CASTING VOID
COMPONENTS (
(28)
(29)
(37)
(38)
(124)
(125)
(126)
(219)
(372)
(373)
(382)
82B
COOLER LINE CHECKBALL ASSEMBLY

COOLER LINE CONNECTOR
VENT ASSEMBLY
PLUG, PIPE
PIPE, FORWARD SERVO APPLY
PIPE, MANUAL SERVO APPLY
PIPE, LUBE OIL
SCREEN ASSEMBLY, OIL PUMP PRESSURE
CHECKBALLS #1, #2, #3, #4, #7, #8, #9, #10
CHECKBALL #5, #6
SCREEN ASSEMBLY
PARK
;;
;;
;;
;;
;;
;;;;
(Engine Running)
;;
;;
;;
;;;
;;;
;
;;
;;
42
(219)
43
PUMP COVER (201)

OIL PUMP BODY (202)

(Pump Cover Side)
18
36
37
42
37
43
42
18 29 42 29
;;
42
12
13
25
15
42
43
19
43
12
43
43
372(#8)
14
8 42 1111
13
27
27
23
;;
2
25
31
22
10
25
19
28
43
11
24
24
2 10
43
29
31
42
42
23
10
2 8 43
23
5 43
42
29
20
22
2
42
42
42
39
6 18 2
42
372(#7)
11
24
31
22
2518 20
7 6 29 33 42
13
13
19
OIL PUMP BODY (202)

18
35
36 3742
28
42
29
11
39
21
13
13
28
39
28
18
29
28 36
43
43
36
35
19
38
19
38
43
43
17
11 2
40
40
39
18
19
41
17
42
43
18
17
38
18
17
17
40
42
42
42
42
;;;;
;;;;
;;;;
;;;;
;;
;;;;;;;;
;;;;
;;;;;
;
;;;;;
;;;;;
;;;;;
;;;;
;;;;;
;;;;;
373(#6)
373(#5)
43
14 43
43
15
14
372(#9) 372(#10)


(Case Cover Side)
372(#3)
SCREEN/SEAL
ASM. (382)
19
19
19
40
40 40
19
41
19
38
37
31
31
42
42
23
2
29
20
29
8 2 8 42
24
11
23
25
32/31f 43a/2g
11
22
42b
18c
39e
33
40 41
2
15
35b
31
8d
37
35
2k
33
;;
;;
18
32
18
42
22
16
42
23
24
42
23
22
23
24
27
25
13
25
33
14
42
43
11
43
39
43
18
372(#4)
24
33
43
42
37
22
42
24
16
27
42
31
25
19
31
37
23
22
27
23
13/14
15
14
31
43
29
13
43
13/14
43 43
37
13
15
25
12
42
11
43
37
42
;;
20
11
14
GASKET(369)
(37)
39
35
31
35
43
12 42
42
43
36
43
12
26
18
29
13
19
GASKET
IDENTIFICATION
11
25
11
10
(411)
39
25
10
11
19
31
14
42
36
20
29
20
2 8
38
11
11
25
40
11
19
29
41
18
39
10
11
;;
;;
8
2
22
2
30
31
31
31
10
29 20
29
;;
;;
;;
;;
;;;
;;;
;;;
;;;
;;;
;
;;;
;;;
;;; ;
;;;;;
;;;;;
;;;;;
38 36 35
39
10
18
19
42
42 35
24
37
;
;;;;
;
;;
;;;
;;
;
29
43
11d
20
34
37
10a
29
39 39
2m
8c
25
6
SCREEN/SEAL
ASM. (382)
39
39
36
11c
23
18
18
2h
SPACER PLATE (370)
GASKET(371)
19
43
38
38
36
29c
25b
31b/29b 31a/29a 20c
14c
31e
8g
42b 11g
42d 42f
24
8e
9a
2w
4
31c
19
22c
2p 1013a 11e
22b 3
9b
12a
42g
16/2s
2t
11f
24b
18
8f
2r
6
12
9
42a
24c
11
2v
2q
13b
23c
8
42c
26
23a
5
31d 25c
12b
22a
25d
32
2n
19f
25e/27b
27c
25
1a
13c/14a
15a
25f/27a
23b
14b
19g
19
19
41
4
8a
2y
29f 29d 20b/2z
24a
14
19
37a
SCREEN/SEAL
ASM. (382)
21
42e
33a 29h 6a 18b
29g
37d
14
;;
;
;;;;
;;
; ;
;;
;;
8b
14
2/11
18
19
28
19
27
GASKET
IDENTIFICATION
25
12 42
17
39a 39b
13
12
26
25
6b
2 10
11
13
31
37b/36c
14
24
22
29
13
42
36b 35a
37c
11
;;
;;
31
29
29
2d
41
SCREEN/SEAL
ASM. (382)
39c 27 5a/10c
1
11b
10b
25a 39d/38c
18e 18d
36a
10
18
42
18
24
23
11
29
34
33
36
20
38
36 35
22
2
22
2
2
29
39
37
;
;;
;
;;;;
;;;
;;;
;;;
;
39
25
36
37
3a
2a
41b/40b 19d/18f
15
18g
19e 2c
20
29
40a
SCREEN/SEAL
41a
2b/11a
38b
16
19b
41c/40c
ASM. (382)
18a
19c/18k
SCREEN/SEAL
30
7a
29e 20a
39f
ASM. (382)
2x
38a
2f/4a 2e
38
39
18
2/11
18
18
372(#1)
372(#2)
CASE COVER (400)

44
(38)
2
2
3
10
3
3
10
41
35
43
412
22 23
27
24
42
42
31
42
15
37
42
19
43
13
15
45
;;;;
;;;;
15
(28)
31
33
42
19 37
13
27
31 27
23
15
31
16
16
22
23
22
16
22
37
19
16
45
CASE (3)
(Case Cover Face)
FOLDOUT 83
(29)
16
15
(28)
;;
;;
;;
16
19

19
37
37
23
37
(130)
16
23
31
16
Figure 78
;;;
;;;
;;;
;;;
;;
;;
16
LUBE
(128)
27
22
16
(29)
CASE COVER (400)

(Case Side)
33
11
;;
;;;;;
42
16
42
16
;;
;;;;
43
42
;;;;
;;;;
;;
;;
33
27
42
32
38
42
42
33
(126)
45
35
38
41
19
;
16
ACCUMULATOR
HOUSING (140)
CASE (3)
(Bottom)
37
31
27

43
31
(124)
FORWARD SERVO
APPLY PIPE
(125)
MANUAL SERVO
APPLY PIPE
31
27
23
22
19
37
16
27
;
37
16
23 23
22
22
22
37
16
ACCUMULATOR
SPACER PLATE (134)
ACCUMULATOR
COVER (132)
(126)
LUBE
PIPE
(124)
FORWARD SERVO
APPLY PIPE
(125)
MANUAL SERVO
APPLY PIPE
19
NOTE:
DRIVEN SPROCKET
SUPPORT
(609)
37
2/1 MANUAL SERVO

BODY COVER (104)
LUBE
D2
LO
EX
LINE
D-4
LO
EX
PRN
REVERSE
PRN
D-2
D-3
LUBE
COOLER
2ND CL
3RD CLUTCH
ACTUATOR FD
LUBE
COOLER
LUBE
2-3 ACCUM
LINE
2ND CL
ACT FD
1-2 ACCUM
42c
EX
FORWARD SERVO
APPLY PIPE
(124)
MAN 2-1 SERVO FD
CASE (3)
ACCUMULATOR
COVER
(132)
LINE
MANUAL
2/1 SERVO
(108)
2ND CL
MAN 2-1 SERVO FD
FORWARD
SERVO
(15-22)
MANUAL SERVO
APPLY PIPE
(125)
FWD SERVO
3-4 ACCUM
D4
LINE
2-3 AC
22a
23c
23b
22b
2v
23a
PRN
REVERSE
LO-1ST
FILT LINE
D4
D3
EX
EX
EX
2r
2t
LUBE
COOLER
4TH CL
3RD CLUTCH
LO-1ST
19e
D3
EX
D4
EX
EX
EX
ORIFICED
CUP PLUG
3RD CL
MAN 2-1 SERVO FD
1-2 ACCUM
FWD SERVO
Figure 79
3RD CLU
INPUT CL
8f
2q
6a
2ND CLUTCH
2-3 SIGNAL
REV SERV
EX
REV BST
EX
EX
TORQUE SIG
EX
FWD SERVO
D-4
7a
41c
19d
40c
40b
18f
41b
40a
41a
18g
19c
18k
D-4
D SRV AP
EX
3RD
ORIF EX
3RD
29h
8e
2h
8g
6b
29g
8d
2m
42b
12b
12a
2n
42a
9b
15a
9a
29f
29e
8c
10a
13c
14a
13b
27c
13a
25e 27b
25d
19b
2y
FWD BST
LINE
LINE
LINE
LINE
LINE
TORQUE SIG
25c
2k
25f 27a
EX
EX
EX
LINE
25b
20b
LOW /1ST GEAR

LINE
LINE
TORQUE SIG
3RD
INPUT CL FD
INPUT CL FD
VBS
EX
TCC SIG (PWM)
3RD
TCC REG APP
25a
2z
2x
2d
20a
LINE
LINE
EX
EX
LINE
14b
3RD CLU/ LO 1ST
2c
11a
EX
ACT FD
D3
2ND
2a
2b
3a
39b
LO-1ST
PRN
TORQ SIG
EX
3RD
3RD
11b
8a
5a 10c
8b
TORQUE SIG
ACT FD
D4
D2
EX
TCC RELEASE
1-2,3-4 SIG
LINE
LO
D4
CONV FD
TORQUE SIG
LOW/1ST GEAR
REV
3RD
EX
20c
10b
2s
CONV FD
LO-1ST
LINE
11c
11d
11g
11e
16a
39a
11f
39d
31b
29b
38b
31a
29c
14c
39c
LINE
29d
29a
38c
SUCTION
38a
LO
TCC APPLY
3RD CL
LINE
COOLER
ACCUMULATOR
SPACER PLATE
(134)
FWD SERVO
COOLER
CASE COVER (400)

CASE (3)
LUBE PIPE
(126)
ACCUMULATOR
HOUSING
(140)
TCC RELEASE
2ND CL
1-2
ACCUMULATOR
(136)
COOLER
BALL
CHECK
VALVE
TORQUE
CONVERTER
BLOW-OFF
2ND CL
BOTTOM
PAN
(24)
2-3
ACCUMULATOR
(136)
24b
XE
XE
CASE COVER (400)
ACTUATOR FD
1-2 ACCUM
2-3 ACCUM
EX
24a
11
ACT FD
ACT FD
LINE
37d
8
24c
3-4 ACC

ACT FD LIM VALVE
2p
18e
42d
42f
42g
LINE
EX
37c
10
22
2g 43a
3
2w
2-3 ACCUM
EX
21
18d
42e
2e
3-4 ACCUM
4TH CL
TORQUE SIG
4TH CL
13
18b
2-3 SIG
MAN 2-1 SERVO
LINE
37b
37a
1-2 ACCUM
LINE
1-2 ACCUM
LINE
D4
36c
1-2 ACCUM VALVE
3-4 ACCUM
#8
PRN
REVERSE
33a
36b
3-2 MAN DS
2-3 OFF SIG
D3
23
LINE
TORQ SIG
2-3 SHIFT VALVE
MANUAL VALVE
EX
3RD
D3
35b
3RD CL
35a
4-3 MDS
D2
AUX INP CL FD
31d
1 2 D D NR
36a
ORIFICED EXH
LO-1ST
3RD CL
31c
D2
4TH CL
2-3 OFF SIG
39f
39e
32
32
#4
31f
AUX INPUT CL FD
EX
2f
30
ON
LINE
D4
18a
4a
D3
D3
LO
BLOW OFF
VALVE
31e
D4
84
D4
2-3 SIG
N.O.
19f
2-3 Shift
Solenoid
3-4 SHIFT VALVE
INTAKE & DECREASE

CONVERTER & LUBE
MAINLINE
ACTUATOR FEED
ACCUMULATOR
SOLENOID SIGNAL
TORQUE SIGNAL
PRESSURES
COOLER
CONNECTOR
(29)
19g
18c
TCC REG APPLY
THERMOSTATIC
ELEMENT
(121)
3RD
LINE
TCC REL
18
#3
#6
20
D2
FILTER
ASSEMBLY
(100)
IN CL FD
#1
#5
REVERSE
26
25
#2
EX
TCC CONTROL VALVE
LINE
REV SERVO
D-4
TORQUE SIG REG
TORQUE SIG
CONVERTER FEED
3RD
LOW/1ST GEAR
CONVERTER FEED
D2
2ND
TCC APPLY
TCC RELEASE
ACT FD
TCC
CONTROL
(PWM) EX
Solenoid
29
1-2,3-4 SIG
2ND
3RD
D4
#10
33
1-2 SHIFT VALVE
Pressure
Control
Solenoid
1-2, 3-4
Shift
Solenoid
N.O. ON
2ND
16
LINE
LO
OIL
PUMP
TCC APPLY
DECREASE
PRESS REG VALVE
LO-1ST
D3
REVERSE
LO
TFP
SWITCH
15
LINE REV BST
DECREASE
17
D2
PUMP
BODY
(202)
REV
LINE
D4
31
3RD
DECREASE
19
12
#9
14
27
LINE
GASKET (371)
#7
4TH CL
INPUT CL
2ND CL
3RD CL/LO-1ST
3RD CL
LO
LO-1ST
PRN
REVERSE
LOW /1ST GEAR

CONVERTER FEED
LO-1ST
24
COOLER
4TH CL
INPUT CL
2ND CL
3RD CL/LO-1ST
3RD CL
LO
LO-1ST
CHAIN OILER
28
LUBE
LINE
PRESSURE
TAP
(38)
REVERSE
SERVO
(39-49)
LUBE
GASKET (369)
SPACER PLATE (370)
REV SERVO
3RD CL/LO-1ST
EX
2ND CL
CASE (3)
CASE COVER (400)
LUBE
INPUT CL
COOLER
3RD CL/LO-1ST
2ND CL
4TH CL
TCC APPLY
INPUT HOUSING
ASSEMBLY (632)
RELEASE
INPUT CL
3RD CL/LO-1ST
TCC
4TH CLUTCH
HOUSING
DRIVEN SPROCKET
SUPPORT (609)
INPUT CL
TORQUE
CONVERTER
(1)
;;;;;
;;;;;
;;;;;
;
;;;;;
;;;;;
;;;;;
;;;;;
;;;;;
REVERSE
REVERSE
NO REVERSE OR SLIPS IN REVERSE
Manual Linkage
Misadjusted
Oil Filter Assembly

Oil filter assembly (100) missing, plugged
Damaged oil filter seal assembly (101) missing or damaged
Reverse Band Servo Assembly

Servo piston oil seal ring (43) missing or damaged
Servo piston (44) damaged or stuck in case bore
Servo piston cushion springs (45, 47) or retainer (46) missing
or damaged
Servo piston pin (48) not engaged to reverse band assembly
(615)
Reverse band assembly (615) worn or burned
reverse band assembly (615) disengaged from anchor pin
(117B)
band anchor pin (117B) loose or missing
Torque Converter Assembly

Torque converter assembly (1) stator clutch not holding
Drive Link Assembly

Drive link assembly (507) broken or drive/driven sprockets
(516/506) damaged.
Input Clutch Assembly

Input clutch sprag assembly (722) damaged or misassembled
Input clutch housing oil seal rings (628) missing or damaged
Input clutch housing ball check valve assembly (633) missing
or damaged
Input clutch piston inner/outer seals (634/635) missing or
damaged
Input clutch piston (636) damaged
Input clutch plates (654-658) worn
Fluid Level
Low.
Fluid Pressure
Low (See PARK page 82A).
1-2, 3-4
SHIFT
SOL
2-3
SHIFT
SOL
ON
ON
4TH
CLUTCH
REVERSE
BAND
APPLIED
2ND
CLUTCH
3RD
CLUTCH
3RD
SPRAG
CLUTCH
INPUT
CLUTCH
INPUT
SPRAG
CLUTCH
2/1
BAND
1/2
SUPPORT
ROLLER
CLUTCH
FORWARD
BAND
APPLIED HOLDING
84A
REVERSE
PASSAGES
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
SUCTION
LINE
PRN
2-3 SIGNAL
1-2, 3-4 SIGNAL
INPUT CLUTCH FEED
INPUT CLUTCH
TORQUE SIGNAL
TCC SIGNAL (PWM)
ACTUATOR FEED
CONVERTER FEED
TCC REGULATED APPLY
TCC RELEASE
TCC APPLY
COOLER
LUBE/LINE
DECREASE
D-4
FORWARD SERVO
LO/1ST GEAR
1-2 ACCUMULATOR
2-3 ACCUMULATOR
3-4 ACCUMULATOR
2ND
2ND EXHAUST
2ND CLUTCH
2-3 OFF SIGNAL
3RD
3RD/EXHAUST
3RD CLUTCH
3RD CLUTCH/LO -1ST
4TH CLUTCH
4TH CLUTCH EXHAUST
D3
D2
MANUAL 2-1 SERVO
LO
LO-1ST
REVERSE
REVERSE SERVO
EXHAUST
CASTING VOID
COMPONENTS (
(28)
(29)
(37)
(38)
(124)
(125)
(126)
(219)
(372)
(373)
(382)
84B

VENT ASSEMBLY
PLUG, PIPE
PIPE, LUBE OIL
CHECKBALLS #1, #2, #3, #4, #7, #8, #9, #10
CHECKBALL #5, #6
SCREEN ASSEMBLY
;;
;;
;;
;;
;;
;;;;
REVERSE
;;
;;
;;
;;;
;;;
;
;;
;;
42
(219)
43
PUMP COVER (201)

OIL PUMP BODY (202)

(Pump Cover Side)
18
36
35
37
43
42
;;
10
31
28
;;
2
42
27
27
12
13
25
15
42
43
23
19
43
43
12
43
372(#8)
14
8 42 1111
13
25
31
22

10
25
19
42
43
11
24
24
2 10
43
29
23
42
23
5 43
42
29
20
22
42
42
39
2 8 43
18 29 42 29
42
372(#7)
11
24
31
22
2518 20
6 18 2
36 3742
28
39
11
7 6 29 33 42
13
42
29
39
18
13
19
OIL PUMP BODY (202)

18
42
13
13
28
21
42
38
28
37
29
28 36
43
43
36
43
43
17
19
38
35
39
11 2
40
40
42
18
19
41
19
38
17
42
43
18
17
40
18
17
17
373(#6)
42
42
42
;;;;
;;;;
;;;;
;;;;;;
;;
;;;;;;;;
;;
;;;;;
;;;
;
;;
;;;;;
;;;;;
;;;;;
;;;;
;;;;;
;;
;;
;;
;;;
;;
;;;
;;;
;;;
;;;
;
;;;
;;;
;;;
;
;;;;;
;;;
;
;
;;;;;
373(#5)
43
14 43
43
15
14
372(#9) 372(#10)

(Case Cover Side)
372(#3)
SCREEN/SEAL
ASM. (382)
19
19
19
40
40 40
19
41
19
18
36 35
37
31
42
42
22
29
2
29
20
29
8 2 8 42
11
13
31
25
23
25
GASKET
IDENTIFICATION
SCREEN/SEAL
ASM. (382)
39e
33
42b
18c
35b
31
8d
37
15
2k
33
;;
;;
18
32
42
22
23
24
24
42
23
27
25
13
25
10
13/14
42
43
11
18
372(#4)
24
33
43
42
37
22
42
24
16
13
42
13
31
19
25
15
31
39
43
29
25
14
42
11
43
31
37
27
23
22
27
23
13/14
14
GASKET(369)
(37)
14
43
43
43 43
37
42
;;
20
11
12
15
35
33
25
43
37
31
12
26
39
35
11
43
12 42
11
42
43
36
43
13
19
GASKET
IDENTIFICATION
18
29
11
19
31
10
14
42
25
39
29
20
2 8
36
20
11
38
(411)
11
25
11
2
23
;;
;;
31
42
22
16
30
31
31
22
2
29 20
29
24
37
40
19
29
41
18
39
10
11
18
42 35
43
11d
10
10
29
37
10a
8c
23
20
34
2m
SPACER PLATE (370)
GASKET(371)
35
11c
29f 29d 20b/2z
24a
36
2h
29
39 39
8a
2y
;
;
;;;;
;;
;
;;;;;
;
2
38 36 35
39
39
18
19
42
25
18
36
SCREEN/SEAL
ASM. (382)
18
39
43
38
19
38
19
19
41
4
29c
25b
31b/29b 31a/29a 20c
14c
31e
8g
42b 11g
42d 42f
24
8e
9a
2w
4
31c
19
22c
2p 1013a 11e
22b 3
9b
12a
42g
16/2s
2t
11f
24b
18
8f
2r
6
12
9
42a
24c
11
2v
2q
13b
23c
8
42c
26
23a
5
31d 25c
12b
22a
25d
32
2n
19f
25e/27b
27c
25
1a
13c/14a
15a
25f/27a
23b
14b
19g
14
19
22
42e
33a 29h 6a 18b
29g
14
6b
37d
19
37a
8b
14
2/11
18
19
40 41
28
12
26
27
32/31f 43a/2g
11
12 42
;;
;
;;;;
;;
; ;;;
;;
39a 39b
13
SCREEN/SEAL
ASM. (382)
17
21
10
25
11
24
24
36b 35a
37b/36c
14
13
42
8
23
;;
;;
31
11
18e 18d
37c
41
39c 27 5a/10c
1
11b
10b
25a 39d/38c
2d
3a
2a
41b/40b 19d/18f
15
18g
19e 2c
20
29
40a
41a
2b/11a
38b
16
19b
41c/40c
18a
19c/18k
30
7a
29e 20a
39f
2x
38a
2f/4a 2e
36a
10
29
29
31
23
SCREEN/SEAL
ASM. (382)
11
18
42
18
24
20
29
29
34
33
36
22
2
22
2
2
39
39
37
;
;
;;
;;;;
;;;
;;;;;;
;
18
38
36
37
SCREEN/SEAL
ASM. (382)
38
25
18
2/11
39
38
372(#1)
372(#2)
CASE COVER (400)

44
(38)
2
2
3
10
3
3
10
41
35
43
412
22 23
42
31
42
37
19
43
13
15
;;;;
;;;;
15
(28)
33
42
19 37
13
33
27
31 27
23
31
16
16
16
22
37
45
FOLDOUT 85
(29)
16
15
(28)
(130)
;;
;;
;;
16
19

19
37
37
23
16
CASE (3)
(Case Cover Face)
Figure 80
23
19
16
22
16
16
23
37
(29)
CASE COVER (400)

(Case Side)
22
31
11
15
;;;
;;;
;;;
;;;
;;
;;
16
LUBE
(128)
27
22
27
15
;;
;;;;
45
42
42
16
31
;;;;
;;;;
24
33
16
42
43
;
;;
;;
;;
;;;;;
42
27
42
42
32
38
42
42
33
(126)
45
35
38
41
19
;;
16
ACCUMULATOR
HOUSING (140)
CASE (3)
(Bottom)
(124)
FORWARD SERVO
APPLY PIPE
(125)
MANUAL SERVO
APPLY PIPE
31
27
23
22
37
16
22
27
;
37
16
31
27
23 23
22
31
19
37

43
22
;
37
16
ACCUMULATOR
SPACER PLATE (134)
ACCUMULATOR
COVER (132)
(126)
LUBE
PIPE
(124)
FORWARD SERVO
APPLY PIPE
(125)
MANUAL SERVO
APPLY PIPE
19
NOTE:
DRIVEN SPROCKET
SUPPORT
(609)
37
2/1 MANUAL SERVO

BODY COVER (104)
NEUTRAL
;;;;;
;;;;;
;
;;;;;
;;;;;
;;;;;
;;;;;
;;;;;
;;;;;
(Engine Running)
4TH CLUTCH
HOUSING
DRIVEN SPROCKET
SUPPORT (609)
REV SERVO
D2
LUBE
LUBE
COOLER
LO
EX
LINE
D-4
LO
LO-1ST
2ND CLUTCH
EX
PRN
REVERSE
PRN
LUBE
COOLER
2ND CL
3RD CLUTCH
ACTUATOR FD
LUBE
COOLER
LUBE
2-3 ACCUM
LINE
2ND CL
ACT FD
1-2 ACCUM
42c
EX
CASE (3)
ACCUMULATOR
COVER
(132)
FORWARD
SERVO
(15-22)
MANUAL SERVO
APPLY PIPE
(125)
3-4 ACCUM
FWD SERVO
LINE
2-3 AC
22a
23c
23b
22b
2v
23a
D4
EX
2r
2t
ORIFICED
CUP PLUG
FWD SERVO
Figure 81
PRN
REVERSE
4TH CL
3RD CLUTCH
FILT LINE
D4
D3
EX
EX
COOLER
FORWARD SERVO
APPLY PIPE
(124)
MAN 2-1 SERVO FD
D3
EX
D4
EX
EX
LINE
MANUAL
2/1 SERVO
(108)
2ND CL
MAN 2-1 SERVO FD
FWD SERVO
COOLER
CASE COVER (400)

CASE (3)
D-2
D-3
3RD CLU
INPUT CL
FWD SERVO
2-3 SIGNAL
REV SERV
EX
REV BST
EX
EX
8f
EX
LO-1ST
7a
19e
19d
18f
40b
D-4
41c
40c
41b
40a
41a
18g
19c
18k
D-4
D SRV AP
EX
3RD
ORIF EX
3RD
TORQUE SIG
2q
6a
8e
2h
8g
6b
29g
8d
2m
42b
12b
12a
2n
42a
9b
15a
9a
29f
29e
8c
10a
13c
14a
13b
27c
13a
27b
25e
25d
29h
25c
2k
25f 27a
19b
2y
TORQUE SIG
25b
20b
FWD BST
LINE
LINE
LINE
LINE
25a
EX
EX
EX
LINE
LINE
TORQUE SIG
3RD
INPUT CL FD
INPUT CL FD
VBS
EX
TCC SIG (PWM)
3RD
TCC REG APP
14b
2z
2x
2d
LOW /1ST GEAR

LINE
LINE
EX
EX
EX
LINE
20a
2c
LINE
LINE
LO-1ST
PRN
TORQ SIG
EX
ACT FD
2a
2b
11a
3a
39b
11b
8a
5a 10c
8b
TORQUE SIG
ACT FD
1-2,3-4 SIG
CONV FD
TORQUE SIG
LOW/1ST GEAR
LINE
3RD
3RD
D3
2ND
TCC RELEASE
2ND
20c
10b
2s
CONV FD
LO-1ST
11c
11d
11g
11e
16a
39a
11f
39c
38c
D4
D2
EX
3RD CLU/ LO 1ST
LO
39d
31b
29b
38b
31a
29c
29a
3RD
REV
LO
D4
LINE
EX
EX
14c
29d
LINE
38a
SUCTION
TCC APPLY
3RD CL
3RD CL
MAN 2-1 SERVO FD
1-2 ACCUM
LINE
2ND CL
COOLER
BALL
CHECK
VALVE
TORQUE
CONVERTER
BLOW-OFF
ACCUMULATOR
SPACER PLATE
(134)
LUBE PIPE
(126)
ACCUMULATOR
HOUSING
(140)
TCC RELEASE
24b
1-2
ACCUMULATOR
(136)
24a
2ND CL
BOTTOM
PAN
(24)
2-3
ACCUMULATOR
(136)
EX
37d
8
24c
1-2 ACCUM
2-3 ACCUM
ACTUATOR FD
CASE COVER(400)
LINE
ACT FD
ACT FD
37c
3-4 ACC

ACT FD LIM VALVE
2p
18e
42d
42f
42g
2g 43a
3
2w
LINE
EX
XE
21
18d
2-3 ACCUM
11
4TH CL
EX
42e
10
22
3-4 ACCUM
XE
2e
4TH CL
REVERSE
13
18b
2-3 SIG
MAN 2-1 SERVO
1-2 ACCUM
LINE
1-2 ACCUM
LINE
D4
37b
37a
3-4 ACCUM
LINE
TORQUE SIG
#8
LINE
PRN
D3
36b
36c
3-2 MAN DS
2-3 OFF SIG
D3
33a
D2
AUX INP CL FD
TORQ SIG
3RD CL
MANUAL VALVE
EX
31d
23
1-2 ACCUM VALVE
32
3RD CL
35a
ORIFICED EXH
LO-1ST
31c
35b
2-3 SHIFT VALVE
39f
39e
1 2 D D NR
36a
86
INTAKE & DECREASE

CONVERTER & LUBE
MAINLINE
ACTUATOR FEED
ACCUMULATOR
SOLENOID SIGNAL
TORQUE SIGNAL
32
D3
D3
PRESSURES
THERMOSTATIC
ELEMENT
(121)
ON
#4
31f
4-3 MDS
D4
TCC REG APPLY
2f
30
D2
3RD
TCC REL
18
D4
18a
4a
AUX INPUT CL FD
4TH CL
2-3 OFF SIG
#1
D4
2-3 SIG
N.O.
LINE
EX
19f
18c
FILTER
ASSEMBLY
(100)
D2
LINE
LO
BLOW OFF
VALVE
31e
26
3RD
19g
#3
#6
20
2-3 Shift
Solenoid
3-4 SHIFT VALVE
TCC CONTROL VALVE
#5
REVERSE
IN CL FD
TORQUE SIG REG
25
EX
LINE
REV SERVO
ACT FD
TORQUE SIG
CONVERTER FEED
3RD
LOW/1ST GEAR
CONVERTER FEED
D2
2ND
TCC APPLY
#2
COOLER
CONNECTOR
(29)
D-4
1-2,3-4 SIG
2ND
3RD
TCC
CONTROL
(PWM) EX
Solenoid
29
1-2 SHIFT VALVE
D4
TCC APPLY
TCC RELEASE
1-2, 3-4
Shift
Solenoid
N.O. ON
Pressure
Control
Solenoid
DECREASE
#10
33
LO
OIL
PUMP
LO-1ST
2ND
LINE
LO
TFP
SWITCH
D3
16
PRESS REG VALVE
REVERSE
D2
15
LINE REV BST
DECREASE
PUMP
BODY
(202)
REV
LINE
17
D4
31
3RD
DECREASE
19
12
#9
14
27
GASKET (371)
#7
LINE
LOW /1ST GEAR

CONVERTER FEED
LO-1ST
24
4TH CL
INPUT CL
2ND CL
3RD CL/LO-1ST
3RD CL
LO
LO-1ST
PRN
REVERSE
28
4TH CL
INPUT CL
2ND CL
3RD CL/LO-1ST
3RD CL
LO
LO-1ST
CHAIN OILER
GASKET (369)
COOLER
LUBE
REVERSE
SERVO
(39-49)
LUBE
LINE
PRESSURE
TAP
(38)
EX
3RD CL/LO-1ST
LUBE
2ND CL
CASE (3)
CASE COVER (400)
SPACER PLATE (370)
3RD CL/LO-1ST
TCC APPLY
INPUT CL
RELEASE
COOLER
3RD CL/LO-1ST
2ND CL
4TH CL
INPUT HOUSING
ASSEMBLY (632)
INPUT CL
TCC
INPUT CL
TORQUE
CONVERTER
(1)
NEUTRAL
(Engine Running)
DRIVES IN NEUTRAL
Forward Band
Not releasing.
Reverse Band
Not releasing.
Manual Valve (404) / Shift Linkage

Misaligned.
1-2, 3-4
SHIFT
SOL
2-3
SHIFT
SOL
ON
ON
4TH
CLUTCH
REVERSE
BAND
2ND
CLUTCH
3RD
CLUTCH
3RD
SPRAG
CLUTCH
INPUT
CLUTCH
*
INPUT
SPRAG
CLUTCH
2/1
BAND
1/2
SUPPORT
ROLLER
CLUTCH
FORWARD
BAND
HOLDING
*
86A
NEUTRAL
Engine Running
PASSAGES
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
SUCTION
LINE
PRN
2-3 SIGNAL
1-2, 3-4 SIGNAL
INPUT CLUTCH FEED
INPUT CLUTCH
TORQUE SIGNAL
TCC SIGNAL (PWM)
ACTUATOR FEED
CONVERTER FEED
TCC REGULATED APPLY
TCC RELEASE
TCC APPLY
COOLER
LUBE/LINE
DECREASE
D-4
FORWARD SERVO
LO/1ST GEAR
1-2 ACCUMULATOR
2-3 ACCUMULATOR
3-4 ACCUMULATOR
2ND
2ND EXHAUST
2ND CLUTCH
2-3 OFF SIGNAL
3RD
3RD/EXHAUST
3RD CLUTCH
3RD CLUTCH/LO -1ST
4TH CLUTCH
4TH CLUTCH EXHAUST
D3
D2
MANUAL 2-1 SERVO
LO
LO-1ST
REVERSE
REVERSE SERVO
EXHAUST
CASTING VOID
COMPONENTS (
(28)
(29)
(37)
(38)
(124)
(125)
(126)
(219)
(372)
(373)
(382)
86B

VENT ASSEMBLY
PLUG, PIPE
PIPE, LUBE OIL
CHECKBALLS #1, #2, #3, #4, #7, #8, #9, #10
CHECKBALL #5, #6
SCREEN ASSEMBLY
NEUTRAL
;;
;;
;;
;;
;;
;;;;
(Engine Running)
;;
;;
;;
;;;
;;;
;
;;
;;
42
(219)
43
PUMP COVER (201)

OIL PUMP BODY (202)

(Pump Cover Side)
18
36
37
42
37
43
42
18 29 42 29
;;
42
12
13
25
15
42
43
19
43
12
43
43
372(#8)
14
8 42 1111
13
27
27
23
;;
2
25
31
22
10
25
19
28
43
11
24
24
2 10
43
29
31
42
42
23
10
2 8 43
23
5 43
42
29
20
22
2
42
42
42
39
6 18 2
42
372(#7)
11
24
31
22
2518 20
7 6 29 33 42
13
13
19
OIL PUMP BODY (202)

18
35
36 3742
28
42
29
11
39
21
13
13
28
39
28
18
29
28 36
43
43
36
35
19
38
19
38
43
43
17
11 2
40
40
39
18
19
41
17
42
43
18
17
38
18
17
17
40
42
42
42
42
;;;;
;;;;
;;;;
;;;;
;;
;;;;;;;;
;;;;
;;;;;
;
;;;;;
;;;;;
;;;;;
;;;;
;;;;;
;;;;;
373(#6)
373(#5)
43
14 43
43
15
14
372(#9) 372(#10)


(Case Cover Side)
372(#3)
SCREEN/SEAL
ASM. (382)
19
19
19
40
40 40
19
41
19
36 35
37
29
42
18
2
31
31
42
23
42
23
22
29
2
29
20
29
8 2 8 42
11
13
31
25
GASKET
IDENTIFICATION
22
42e
33a 29h 6a 18b
29g
42b
18c
39e
33
35b
37
2h
31
8d
2k
15
10a
;;
;;
32
34
18
16
23
22
23
;;
;;
42
24
24
42
27
25
25
13
10
11
13/14
33
25
14
42
43
11
43 43
37
18
372(#4)
24
33
43
42
37
22
42
24
16
42
13
31
19
25
15
31
39
43
29
13
43
14
25
12
43
42
11
43
15
37
42
;;
20
11
43
35
31
37
27
23
22
27
23
13/14
14
GASKET(369)
(Spacer Plate/Channel Plate)
(37)
39
35
31
42
11
43
36
43
12
26
18
43
12 42
11
25
29
13
19
GASKET
IDENTIFICATION
10
14
42
19
31
(411)
39
29
20
2 8
36
20
11
38
11
25
11
2
23
31
42
22
22
2
30
31
31
40
19
29
29 20
29
41
18
39
10
42 35
43
37
11
;;
;;
;;
;;
;;;
;;;
;;;
;;;
;;;
;
;;;
;;;
;;; ;
;;;;;
;;;;;
;;;;;
10
10
18
38 36 35
42
19
39
;
;;;;
;
;;
;;;
;;
;
29
24
SPACER PLATE (370)
GASKET(371)
33
18
29c
25b
31b/29b 31a/29a 20c
14c
31e
8g
42b 11g
42d 42f
24
8e
9a
2w
4
31c
19
22c
2p 1013a 11e
22b 3
9b
12a
42g
16/2s
2t
11f
24b
18
8f
2r
6
12
9
42a
24c
11
2v
2q
13b
23c
8
42c
26
23a
5
31d 25c
12b
22a
25d
32
2n
19f
25e/27b
27c
25
1a
13c/14a
15a
25f/27a
23b
14b
19g
37
11d
20
39 39
2m
8c
29
25
35
11c
23
39
36
SCREEN/SEAL
ASM. (382)
39
18
36
18
38
43
38
19
8a
2y
29f 29d 20b/2z
24a
14
19
6b
37d
14
SCREEN/SEAL
ASM. (382)
19
19
41
2/11
18
19
40 41
28
12
25
32/31f 43a/2g
37a
8b
14
13
12 42
;;
;
;;;;
;;
; ;
;;
;;
39a 39b
21
10
11
19
23
37b/36c
25
11
36b 35a
37c
14
26
27
11
24
29
13
24
2d
18
41
SCREEN/SEAL
ASM. (382)
17
39c 27 5a/10c
1
11b
10b
25a 39d/38c
18e 18d
36a
10
;;
;;
31
42
11
29
24
34
33
36
22
2
22
2
2
20
39
37
;
;;
;
;;;;
;;;
;;;
;;;
;
2
29
38
36
37
39
25
18
3a
2a
41b/40b 19d/18f
15
18g
19e 2c
20
29
40a
SCREEN/SEAL
41a
2b/11a
38b
16
19b
41c/40c
ASM. (382)
18a
19c/18k
SCREEN/SEAL
30
7a
29e 20a
39f
ASM. (382)
2x
38a
2f/4a 2e
38
39
38
2/11
18
18
372(#1)
372(#2)
CASE COVER (400)
44
(38)
2
2
3
10
3
3
10
41
35
43
412
22 23
27
24
42
42
31
42
15
37
42
19
43
13
15
45
;;;;
;;;;
15
(28)
31
33
42
19 37
13
27
31 27
23
15
31
16
16
22
23
22
16
22
37
19
16
45
CASE (3)
(Case Cover Face)
FOLDOUT 87
(29)
16
15
(28)
;;
;;
;;
16
19

19
37
37
23
37
(130)
16
23
31
16
Figure 82
;;;
;;;
;;;
;;;
;;
;;
16
LUBE
(128)
27
22
16
(29)
CASE COVER (400)

(Case Side)
33
11
;;
;;;;;
42
16
42
16
;;
;;;;
43
42
;;;;
;;;;
;;
;;
33
27
42
32
38
42
42
33
(126)
45
35
38
41
19
;
16
ACCUMULATOR
HOUSING (140)
CASE (3)
(Bottom)
31
27
31
(124)
FORWARD SERVO
APPLY PIPE
(125)
MANUAL SERVO
APPLY PIPE
31
27
23
22
19
37
16
37

43
27
;
37
16
23 23
22
22
22
;
37
16
ACCUMULATOR
SPACER PLATE (134)
ACCUMULATOR
COVER (132)
(126)
LUBE
PIPE
(124)
FORWARD SERVO
APPLY PIPE
(125)
MANUAL SERVO
APPLY PIPE
19
NOTE:
DRIVEN SPROCKET
SUPPORT
(609)
37
2/1 MANUAL SERVO

BODY COVER (104)
;;;;;
;;;;;
;
;;;;;
;;;;;
;;;;;
;;;;;
;;;;;
;;;;;
LUBE
EX
ORIFICED
CUP PLUG
PRN
REVERSE
PRN
COOLER
EX
LINE
LUBE
COOLER
LUBE
COOLER
LUBE
CASE (3)
FORWARD SERVO
APPLY PIPE
(124)
ACCUMULATOR
COVER
(132)
MANUAL
2/1 SERVO
(108)
2ND CL
MAN 2-1 SERVO FD
MAN 2-1 SERVO FD
CASE COVER (400)

CASE (3)
D-4
2-3 ACCUM
FWD SERVO
COOLER
FORWARD
SERVO
(15-22)
MANUAL SERVO
APPLY PIPE
(125)
FWD SERVO
Figure 83
LO
LO
D-2
D-3
2ND CL
LINE
2ND CL
LINE
42c
EX
2ND CL
LUBE
COOLER
PRN
REVERSE
LO-1ST
2ND CLUTCH
ACTUATOR FD
3-4 ACCUM
FWD SERVO
D4
ACT FD
2-3 AC
22a
23c
23b
22b
2v
23a
LINE
EX
1-2 ACCUM
D4
D3
EX
2r
2t
EX
EX
LINE
COOLER
BALL
CHECK
VALVE
TORQUE
CONVERTER
BLOW-OFF
3RD CL
MAN 2-1 SERVO FD
1-2 ACCUM
2ND CL
BOTTOM
PAN
(24)
D2
EX
EX
D4
EX
EX
8f
2q
4TH CL
3RD CLUTCH
LO-1ST
3RD CLU
2-3 SIGNAL
FWD SERVO
19e
7a
41c
19d
40c
18f
40b
D3
INPUT CL
EX
EX
TORQUE SIG
3RD
29h
8e
6a
8g
2h
6b
29g
8d
2m
42b
12b
12a
2n
42a
9b
15a
9a
29f
8c
29e
10a
14a
2k
13c
41b
40a
REV SERV
REV BST
EX
EX
INPUT CL FD
LINE
LINE
TORQUE SIG
3RD CLUTCH
3RD
ORIF EX
LINE
LINE
LINE
TORQUE SIG
3RD
INPUT CL FD
EX
TCC REG APP
41a
18g
D-4
EX
D SRV AP
EX
FWD BST
EX
EX
LINE
13b
3RD CLU/ LO 1ST
19c
19b
18k
D-4
2y
2z 20b
LOW /1ST GEAR

LINE
LINE
VBS
EX
3RD
TCC SIG (PWM)
13a
FILT LINE
LINE
LINE
2x
2d
20a
2c
2a
2b
11a
EX
EX
D3
2ND
3a
39b
LO-1ST
PRN
TORQ SIG
EX
CONV FD
TORQUE SIG
LOW/1ST GEAR
LINE
3RD
3RD
D2
11b
8a
8b
5a 10c
ACT FD
TORQUE SIG
20c
10b
2s
CONV FD
LO-1ST
3RD
11c
11d
11g
11e
16a
39a
39c
39d
38c
29a
11f
29b
29c
REV
LO
D4
EX
EX
1-2,3-4 SIG
3RD CL
38b
31b
31a
29d
38a
14c
ACT FD
ACTUATOR FD
D4
LINE
LINE
27c
25d
LO
27b
25e
1-2 ACCUM
2-3 ACCUM
ACCUMULATOR
SPACER PLATE
(134)
25c
24b
25f 27a
25b
LINE
TCC RELEASE
LUBE PIPE
(126)
ACCUMULATOR
HOUSING
(140)
24a
1-2
ACCUMULATOR
(136)
2ND
2-3
ACCUMULATOR
(136)
EX
37d
8
24c
3-4 ACC
25a
CASE COVER (400)
37c
14b
SUCTION
LINE
2p
18e
42d
42f
42g
ACT FD
ACT FD
2g 43a
3
2w
21
18d
EX
42e

ACT FD LIM VALVE
XE
LINE
EX
XE
2e
TCC APPLY
18c
3-4 ACCUM
4TH CL
18b
TCC RELEASE
13
2-3 SIG
MAN 2-1 SERVO
1-2 ACCUM
LINE
1-2 ACCUM
LINE
D4
PRN
4TH CL
37b
37a
36c
2-3 ACCUM
11
#8
REVERSE
10
22
33a
36b
3-2 MAN DS
D3
31e
D3
MANUAL VALVE
EX
23
D2
AUX INP CL FD
3-4 ACCUM
3RD CL
1 2 D D NR
31d
D4
LO-1ST
3RD CL
35b
EX
31c
35a
LINE
LINE
LO
BLOW OFF
VALVE
36a
4-3 MDS
TORQ SIG
LINE
39f
D2
2-3 OFF SIG
88
32
39e
INTAKE & DECREASE

CONVERTER & LUBE
MAINLINE
ACTUATOR FEED
ACCUMULATOR
SOLENOID SIGNAL
TORQUE SIGNAL
#4
31f
ORIFICED EXH
PRESSURES
TORQUE SIG
THERMOSTATIC
ELEMENT
(121)
2f
30
1-2 ACCUM VALVE
18a
4a
ON
AUX INPUT CL FD
2-3 SHIFT VALVE
D4
2-3 SIG
19f
19g
4TH CL
2-3 OFF SIG
3RD
32
D3
18
FILTER
ASSEMBLY
(100)
COOLER
CONNECTOR
(29)
#1
D3
N.O.
LINE
REV SERVO
#3
2-3 Shift
Solenoid
3-4 SHIFT VALVE
TCC REG APPLY
D4
3RD
TCC REL
#6
20
LINE
#5
REVERSE
IN CL FD
D2
26
EX
TCC CONTROL VALVE
25
29
TCC
CONTROL
(PWM) EX
Solenoid
#2
#10
TORQUE SIG REG
TORQUE SIG
CONVERTER FEED
3RD
LOW/1ST GEAR
CONVERTER FEED
D2
2ND
TCC APPLY
Pressure
Control
Solenoid
ACT FD
TCC RELEASE
D-4
1-2,3-4 SIG
2ND
3RD
33
1-2 SHIFT VALVE
1-2, 3-4
Shift
Solenoid
N.O. ON
D4
LINE
LO-1ST
TCC APPLY
OIL
PUMP
DECREASE
2ND
16
LINE
LO
D3
REVERSE
LO
TFP
SWITCH
15
PRESS REG VALVE
DECREASE
LINE REV BST
D2
17
REV
LINE
31
D4
19
12
3RD
LOW /1ST GEAR

CONVERTER FEED
LO-1ST
4TH CL
INPUT CL
2ND CL
3RD CL/LO-1ST
3RD CL
LO
LO-1ST
PRN
REVERSE
14
27
#9
#7
24
COOLER
4TH CL
INPUT CL
2ND CL
3RD CL/LO-1ST
3RD CL
LO
LO-1ST
CHAIN OILER
28
LUBE
REVERSE
SERVO
(39-49)
LUBE
GASKET (371)
PUMP
BODY
(202)
LINE
PRESSURE
TAP
(38)
EX
3RD CL/LO-1ST
GASKET (369)
DECREASE
LUBE
2ND CL
CASE (3)
CASE COVER (400)
SPACER PLATE (370)
REV SERVO
3RD CL/LO-1ST
TCC APPLY
INPUT CL
RELEASE
COOLER
3RD CL/LO-1ST
2ND CL
4TH CL
INPUT HOUSING
ASSEMBLY (632)
INPUT CL
TCC
4TH CLUTCH
HOUSING
DRIVEN SPROCKET
SUPPORT (609)
INPUT CL
TORQUE
CONVERTER
(1)

NO FIRST GEAR/SLIPS IN FIRST
Forward Band Servo Assembly
Servo piston oil seal ring (18), missing or damaged.
Servo piston (16) is stuck in the servo cover (13) or damaged.
The servo piston cushion spring (19) or retainer (20), missing or
damaged.
The sevo piston pin (21) is not engaged to the forward band
assembly.
Forward band assembly (688) is worn or burned.
Forward band assembly (688) is disengaged from the anchor
pin (117A).
The band anchor pin (117A) is loose or missing.
Accumulator and Manual 2-1 Band Servo

Assembly
Forward band servo oil pipe (124), loose or damaged.

Manual 2-1 band servo cover (104) loose, leaking.
Manual 2-1 band servo cover gasket (105) missing or damaged.
Accumulator cover spacer plate assembly (134) damaged.
1-2, 3-4 Solenoid Valve (315)

Failed OFF, leaking.
1-2 Shift Valve (318)

Stuck in upshifted position.

Misaligned.
Torque Converter (1)

Stator roller clutch not holding.
Line Pressure
1-2, 3-4
SHIFT
SOL
2-3
SHIFT
SOL
ON
ON
4TH
CLUTCH
REVERSE
BAND
2ND
CLUTCH
3RD
CLUTCH
3RD
SPRAG
CLUTCH
INPUT
CLUTCH
INPUT
SPRAG
CLUTCH
APPLIED HOLDING
2/1
BAND
1/2
SUPPORT
ROLLER
CLUTCH
FORWARD
BAND
HOLDING APPLIED
88A

PASSAGES
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
SUCTION
LINE
PRN
2-3 SIGNAL
1-2, 3-4 SIGNAL
INPUT CLUTCH FEED
INPUT CLUTCH
TORQUE SIGNAL
TCC SIGNAL (PWM)
ACTUATOR FEED
CONVERTER FEED
TCC REGULATED APPLY
TCC RELEASE
TCC APPLY
COOLER
LUBE/LINE
DECREASE
D-4
FORWARD SERVO
LO/1ST GEAR
1-2 ACCUMULATOR
2-3 ACCUMULATOR
3-4 ACCUMULATOR
2ND
2ND EXHAUST
2ND CLUTCH
2-3 OFF SIGNAL
3RD
3RD/EXHAUST
3RD CLUTCH
3RD CLUTCH/LO -1ST
4TH CLUTCH
4TH CLUTCH EXHAUST
D3
D2
MANUAL 2-1 SERVO
LO
LO-1ST
REVERSE
REVERSE SERVO
EXHAUST
CASTING VOID
COMPONENTS (
(28)
(29)
(37)
(38)
(124)
(125)
(126)
(219)
(372)
(373)
(382)
88B

VENT ASSEMBLY
PLUG, PIPE
PIPE, LUBE OIL
CHECKBALLS #1, #2, #3, #4, #7, #8, #9, #10
CHECKBALL #5, #6
SCREEN ASSEMBLY
;;
;;
;;
;;
;;
;;;;
;;
;;
;;
;;;
;;;
;
;;
;;
42
(219)
43
PUMP COVER (201)

OIL PUMP BODY (202)

(Pump Cover Side)
18
36
35
37
43
42
23
31
10
25
;;
2
28
27
27
12
13
25
15
42
43
13
25
31
22
42
14
8 42 1111
19
42
43
11
24
24
2 10
43
29
23
42
;;
10
29
20
22
42
5 43
42
2 8 43
18 29 42 29
42
372(#7)
11
24
31
22
42
39
6 18 2
36 3742
28
2518 20
7 6 29 33 42
13
42
29
39
11
39
18
13
19
OIL PUMP BODY (202)

18
42
13
13
28
21
42
38
28
37
29
28 36
43
43
36
43
43
17
19
38
35
39
11 2
40
40
42
18
19
41
19
38
17
42
43
18
17
40
18
17
17
373(#6)
42
42
42
;;;;
;;;;
;;;;
;;;;;;
;;
;;;;;;;;
;;
;;;;;
;;;
;
;;
;;;;;
;;;;;
;;;;;
;;;;
;;;;;
;;
;;
;;
;;;
;;
;;;
;;;
;;;
;;;
;
;;;
;;;
;;;
;
;;;;;
;;;
;
;
;;;;;
373(#5)
23
19
43
372(#8)
12
43
43
43
14 43
43
15
14
372(#9) 372(#10)


(Case Cover Side)
372(#3)
SCREEN/SEAL
ASM. (382)
19
19
19
40
40 40
19
41
19
18
36 35
37
31
42
8
42
23
22
29
2
29
20
29
8 2 8 42
11
13
31
25
25
GASKET
IDENTIFICATION
22
42e
33a 29h 6a 18b
29g
42b
18c
39e
33
SCREEN/SEAL
ASM. (382)
41
4
37
35b
31
8d
2k
15
;;
;;
18
32
43
24
31
31
37
42
22
22
2
16
42
23
22
23
;;
;;
29 20
24
42
27
30
31
24
23
25
13
25
13/14
14
43
11
12
43
18
43
14
372(#4)
24
33
43
42
37
22
42
24
16
42
13
31
19
25
15
31
39
43
29
13
43
15
25
42
43
43 43
37
42
;;
42
11
31
37
27
23
22
27
23
13/14
14
GASKET(369)
(37)
33
37
31
39
35
20
11
43
35
12
26
42
43
43
13
19
GASKET
IDENTIFICATION
10
36
29
12 42
11
18
11
11
25
25
10
14
42
19
31
(411)
39
29
20
2 8
36
20
11
38
11
25
40
42 35
19
29
18
41
18
39
10
11
11
10
10
29
29
11d
SPACER PLATE (370)
GASKET(371)
33
37
10a
8c
23
20
34
2m
29c
25b
31b/29b 31a/29a 20c
14c
31e
8g
42b 11g
42d 42f
24
8e
9a
2w
4
31c
19
22c
2p 1013a 11e
22b 3
9b
12a
42g
16/2s
2t
11f
24b
18
8f
2r
6
12
9
42a
24c
11
2v
2q
13b
23c
8
42c
26
23a
5
31d 25c
12b
22a
25d
32
2n
19f
25e/27b
27c
25
1a
13c14a
15a
25f/27a
23b
14b
19g
35
11c
29
39 39
36
2h
;
;
;;;;
;;
;
;;;;;
;
2
38 36 35
39
39
18
19
42
25
18
36
SCREEN/SEAL
ASM. (382)
18
39
43
38
19
38
19
19
8a
2y
29f 29d 20b/2z
24a
14
19
6b
37d
14
37a
8b
14
2/11
18
19
40 41
28
19
23
32/31f 43a/2g
11
12 42
;;
;
;;;;
;;
; ;;;
;;
39a 39b
13
SCREEN/SEAL
ASM. (382)
17
21
10
12
26
27
37b/36c
25
11
36b 35a
37c
14
24
24
11
13
42
;;
;;
31
2d
41
39c 27 5a/10c
1
11b
10b
25a 39d/38c
18e 18d
36a
10
29
29
31
23
11
18
42
18
24
20
29
29
34
33
36
22
2
22
2
2
39
39
37
;
;
;;
;;;;
;;;
;;;;;;
;
18
38
36
37
3a
2a
41b/40b 19d/18f
15
18g
19e 2c
20
29
40a
SCREEN/SEAL
41a
2b/11a
38b
16
19b
41c/40c
ASM. (382)
18a
19c/18k
SCREEN/SEAL
30
7a
29e 20a
39f
ASM. (382)
2x
38a
2f/4a 2e
38
25
18
2/11
39
38
372(#1)
372(#2)
CASE COVER (400)

44
(38)
2
2
3
10
3
3
10
41
35
43
412
27
42
31
42
37
19
43
13
15
;;;;
;;;;
15
(28)
33
42
19 37
13
27
31 27
23
31
15
16
16
22
23
22
16
22
37
37
19
16
45
CASE (3)
(Case Cover Face)
FOLDOUT 89
(29)
16
15
(28)
;;
;;
;;
16
19

19
37
37
23
(130)
16
23
31
22
16
16
Figure 84
;;;
;;;
;;;
;;;
;;
;;
16
LUBE
(128)
27
11
(29)
CASE COVER (400)

(Case Side)
33
22 23
15
;;
;;;;
45
42
42
16
31
;;;;
;;;;
24
33
16
42
43
;
;;
;;
;;
;;;;;
42
27
42
42
32
38
42
42
33
(126)
45
35
38
41
19
;;
16
ACCUMULATOR
HOUSING (140)
CASE (3)
(Bottom)
(124)
FORWARD SERVO
APPLY PIPE
(125)
MANUAL SERVO
APPLY PIPE
31
27
23
22
37
16
22
27
37
16
31
27
23 23
22
31
19
37

43
22
;
37
16
ACCUMULATOR
SPACER PLATE (134)
ACCUMULATOR
COVER (132)
(126)
LUBE
PIPE
(124)
FORWARD SERVO
APPLY PIPE
(125)
MANUAL SERVO
APPLY PIPE
19
NOTE:
DRIVEN SPROCKET
SUPPORT
(609)
37
2/1 MANUAL SERVO

BODY COVER (104)
;;;;;
;;;;;
;
;;;;;
;;;;;
;;;;;
;;;;;
;;;;;
;;;;;
REV SERVO
LUBE
D2
LUBE
COOLER
LO
PRN
REVERSE
4TH CL
3RD CLUTCH
LO-1ST
EX
LINE
D-4
LO
LO-1ST
2ND CLUTCH
EX
PRN
REVERSE
PRN
D-2
D-3
LUBE
COOLER
2ND CL
3RD CLUTCH
LUBE
COOLER
LUBE
1-2 ACCUM
2-3 ACCUM
CASE (3)
ACCUMULATOR
COVER
(132)
LINE
ACTUATOR FD
3-4 ACCUM
D4
42c
22a
2ND CL
23c
ACT FD
2-3 AC
23b
22b
2v
23a
FWD SERVO
EX
EX
EX
2r
2t
FILT LINE
D4
D3
EX
EX
D4
EX
EX
8f
MAN 2-1 SERVO FD
EX
FWD SERVO
19e
41c
19d
40c
D3
INPUT CL
2-3 SIGNAL
REV BST
EX
EX
29h
2q
6a
8e
2h
8g
6b
29g
8d
2m
42b
12b
12a
2n
42a
9b
9a
15a
29f
29e
8c
10a
14a
2k
13c
18f
40b
REV SERV
EX
D SRV AP
TORQUE SIG
3RD
13b
41b
40a
D-4
D-4
41a
18g
19b
18k
EX
TORQUE SIG
13a
3RD CLU
19c
2y
20b
FWD BST
LINE
LINE
LINE
INPUT CL FD
LINE
LINE
27c
2z
2x
2d
20a
LOW /1ST GEAR

LINE
LINE
EX
TCC REG APP
27b
3RD
ORIF EX
EX
EX
LINE
25d
3RD CLU/ LO 1ST
2c
2a
LINE
LINE
VBS
EX
3RD
TCC SIG (PWM)
25e
TORQUE SIG
3RD
INPUT CL FD
27a
EX
EX
EX
ACT FD
D3
2ND
2b
11a
3a
11b
LO-1ST
PRN
TORQ SIG
1-2,3-4 SIG
CONV FD
TORQUE SIG
LOW/1ST GEAR
LINE
3RD
3RD
D2
39b
8b
8a
5a 10c
11c
10b
ACT FD
CONV FD
LO-1ST
20c
11d
11g
2s
38c
11e
16a
39c
39d
39a
11f
29b
29c
29a
3RD
TORQUE SIG
3RD CL
31b
38b
31a
29d
38a
REV
EX
D4
EX
LO
D4
LINE
LO
25c
14c
7a
25f
LINE
25b
EX
TCC RELEASE
2ND
25a
EX
LINE
LINE
14b
EX
ORIFICED
CUP PLUG
FORWARD
SERVO
(15-22)
LINE
COOLER
FORWARD SERVO
APPLY PIPE
(124)
SUCTION
MANUAL
2/1 SERVO
(108)
2ND CL
FWD SERVO
COOLER
2ND CL
MAN 2-1 SERVO FD
LINE
ACCUMULATOR
SPACER PLATE
(134)
3RD CL
MAN 2-1 SERVO FD
1-2 ACCUM
LUBE PIPE
(126)
ACCUMULATOR
HOUSING
(140)
24b
TCC APPLY
1-2
ACCUMULATOR
(136)
TCC RELEASE
2-3
ACCUMULATOR
(136)
EX
CASE COVER(400)
24a
CASE COVER (400)

CASE (3)
MANUAL SERVO
APPLY PIPE
(125)
FWD SERVO
Figure 85
LINE
37d
8
24c
1-2 ACCUM
2-3 ACCUM
XE
ACT FD
ACT FD
37c

ACT FD LIM VALVE
XE
18e
42d
42f
42g
LINE
EX
2g 43a
3
2w
ACTUATOR FD
EX
21
18d
3-4 ACCUM
4TH CL
2p
4TH CL
18c
2e
COOLER
BALL
CHECK
VALVE
TORQUE
CONVERTER
BLOW-OFF
BOTTOM
PAN
(24)
REVERSE
18b
MANUAL VALVE
13
42e
37b
3-4 ACC
PRN
D3
36c
11
EX
1 2 D D NR
D3
#8
2-3 SIG
MAN 2-1 SERVO
D4
36b
2ND CL
3RD CL
37a
2-3 ACCUM
10
22
LO
BLOW OFF
VALVE
33a
90
31d
23
1-2 ACCUM
LINE
1-2 ACCUM
LINE
D4
LINE
PRESSURES
INTAKE & DECREASE
CONVERTER & LUBE
MAINLINE
ACTUATOR FEED
ACCUMULATOR
SOLENOID SIGNAL
TORQUE SIGNAL
TORQUE SIG
THERMOSTATIC
ELEMENT
(121)
COOLER
CONNECTOR
(29)
LINE
31e
FILTER
ASSEMBLY
(100)
3RD CL
35a
LINE
LO-1ST
31c
3-2 MAN DS
3-4 ACCUM
EX
36a
D2
AUX INP CL FD
32
39e
35b
2-3 OFF SIG
18
39f
1-2 ACCUM VALVE
#4
32
D2
4-3 MDS
TORQ SIG
2f
31f
ORIFICED EXH
#1
18a
30
D3
D3
26
COOLER
19f
19g
4a
ON
AUX INPUT CL FD
2-3 SHIFT VALVE
25
D4
2-3 SIG
TCC REG APPLY
D4
TCC REL
3RD
TCC CONTROL VALVE
#3
4TH CL
2-3 OFF SIG
#6
20
N.O.
2-3 Shift
Solenoid
3-4 SHIFT VALVE
3RD
#5
REVERSE
IN CL FD
LINE
REV SERVO
LINE
TCC
CONTROL
(PWM) EX
Solenoid
D2
TORQUE SIG
CONVERTER FEED
3RD
LOW/1ST GEAR
CONVERTER FEED
D2
2ND
TCC APPLY
#2
EX
TORQUE SIG REG
29
1-2 SHIFT VALVE
ACT FD
D-4
#10
33
1-2,3-4 SIG
2ND
3RD
D4
1-2, 3-4
Shift
Solenoid
N.O. OFF
LO
LINE
LO-1ST
TCC RELEASE
2ND
TCC APPLY
REVERSE
Pressure
Control
Solenoid
16
PRESS REG VALVE
DECREASE
OIL
PUMP
15
LINE REV BST
17
LO
TFP
SWITCH
LINE
D2
D3
31
DECREASE
19
12
REV
LINE
D4
3RD
LOW /1ST GEAR

CONVERTER FEED
LO-1ST
#9
14
27
4TH CL
INPUT CL
2ND CL
3RD CL/LO-1ST
3RD CL
LO
LO-1ST
PRN
REVERSE
#7
LUBE
24
REVERSE
SERVO
(39-49)
4TH CL
INPUT CL
2ND CL
3RD CL/LO-1ST
3RD CL
LO
LO-1ST
CHAIN OILER
28
LINE
PRESSURE
TAP
(38)
EX
3RD CL/LO-1ST
GASKET (371)
DECREASE
GASKET (369)
SPACER PLATE (370)
LUBE
LUBE
COOLER
INPUT CL
2ND CL
CASE (3)
CASE COVER (400)
PUMP
BODY
(202)
TCC APPLY
INPUT HOUSING
ASSEMBLY (632)
3RD CL/LO-1ST
RELEASE
3RD CL/LO-1ST
2ND CL
4TH CL
INPUT CL
TCC
4TH CLUTCH
HOUSING
DRIVEN SPROCKET
SUPPORT (609)
INPUT CL
TORQUE
CONVERTER
(1)

NO SECOND GEAR/SLIPS IN SECOND
2nd Clutch Assembly
Second clutch backing plate retaining ring (627) missing or
not seated.
Second clutch backing plate (626) missing or misassembled.
Clutch plates (623-625), worn damaged or misassembled.
Second clutch spring retaining ring (622) missing or not
seated.
Spring assembly (621) damaged.
Second clutch housing ball check valve (618), missing or
damaged.
Second clutch housing assembly (617) damaged.
2nd Clutch Fluid Routing

Fluid leak or restriction.
Valve Body, Gaskets & Spacer Plate; Channel Plate &
Gasket; and Driven Sprocket Support Porosity, misaligned,
loose, restriction, fluid leak across channels.
Driven Sprocket Support Assembly

Second clutch housing oil seal rings (613) damaged.
Four lobe oil seal rings (612) damaged.
Second clutch housing bushings (616, 619) worn or damaged.
1-2, 3-4 Shift Solenoid Valve (315)

Stuck ON, plugged.
Line Pressure
TFP Valve Position Switch

Malfunction (Electrical or Hydraulic)
HARSH SHIFT
Line Pressure
High (See PARK page 82A).
1-2 Accumulator Assembly
Spring or piston binding; no accumulation

Accumulator valve stuck.
Misassembled (upside down) 1-2 accumulator assembly.
Debris in the accumulator passages.
Control Valve Body Assembly

#2 Check Ball missing or mislocated.
1-2 accumulator valve (341) stuck or binding.
2-3 accumulator valve bushing (345), bore plug (343) or
retainers (342, 385) missing or damaged.
1-2, 3-4
SHIFT
SOL
2-3
SHIFT
SOL
OFF
ON
4TH
CLUTCH
REVERSE
BAND
2ND
CLUTCH
APPLIED
3RD
CLUTCH
3RD
SPRAG
CLUTCH
INPUT
CLUTCH
INPUT
SPRAG
CLUTCH
OVERRUN
2/1
BAND
1/2
SUPPORT
ROLLER
CLUTCH
FORWARD
BAND
HOLDING APPLIED
90A

PASSAGES
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
SUCTION
LINE
PRN
2-3 SIGNAL
1-2, 3-4 SIGNAL
INPUT CLUTCH FEED
INPUT CLUTCH
TORQUE SIGNAL
TCC SIGNAL (PWM)
ACTUATOR FEED
CONVERTER FEED
TCC REGULATED APPLY
TCC RELEASE
TCC APPLY
COOLER
LUBE/LINE
DECREASE
D-4
FORWARD SERVO
LO/1ST GEAR
1-2 ACCUMULATOR
2-3 ACCUMULATOR
3-4 ACCUMULATOR
2ND
2ND EXHAUST
2ND CLUTCH
2-3 OFF SIGNAL
3RD
3RD/EXHAUST
3RD CLUTCH
3RD CLUTCH/LO -1ST
4TH CLUTCH
4TH CLUTCH EXHAUST
D3
D2
MANUAL 2-1 SERVO
LO
LO-1ST
REVERSE
REVERSE SERVO
EXHAUST
CASTING VOID
COMPONENTS (
(28)
(29)
(37)
(38)
(124)
(125)
(126)
(219)
(372)
(373)
(382)
90B

VENT ASSEMBLY
PLUG, PIPE
PIPE, LUBE OIL
CHECKBALLS #1, #2, #3, #4, #7, #8, #9, #10
CHECKBALL #5, #6
SCREEN ASSEMBLY
;;
;;
;;
;;
;;
;;;;
;;
;;
;;
;;;
;;;
;
;;
;;
42
(219)
43
PUMP COVER (201)

OIL PUMP BODY (202)

(Pump Cover Side)
18
36
35
37
43
42
;;
10
31
10
25
;;
2
28
27
27
12
13
25
15
42
43
13
25
31
22
42
14
8 42 1111
19
42
43
11
24
24
2 10
43
29
23
42
23
5 43
42
29
20
22
42
42
39
2 8 43
18 29 42 29
42
372(#7)
11
24
31
22
2518 20
6 18 2
36 3742
28
39
11
7 6 29 33 42
13
42
29
39
18
13
19
OIL PUMP BODY (202)

18
42
13
13
28
21
42
38
28
37
29
28 36
43
43
36
43
43
17
19
38
35
39
11 2
40
40
42
18
19
41
19
38
17
42
43
18
17
40
18
17
17
373(#6)
42
42
42
;;;;
;;;;
;;;;
;;;;;;
;;
;;;;;;;;
;;
;;;;;
;;;
;
;;
;;;;;
;;;;;
;;;;;
;;;;
;;;;;
;;
;;
;;
;;;
;;
;;;
;;;
;;;
;;;
;
;;;
;;;
;;;
;
;;;;;
;;;
;
;
;;;;;
373(#5)
23
19
43
372(#8)
12
43
43
43
14 43
43
15
14
372(#9) 372(#10)


(Case Cover Side)
372(#3)
SCREEN/SEAL
ASM. (382)
19
19
19
40
40 40
19
41
19
18
36 35
37
31
31
42
23
42
23
22
29
2
29
20
29
8 2 8 42
11
24
24
13
31
23
25
37a
SCREEN/SEAL
ASM. (382)
6b
22
42e
33a 29h 6a 18b
29g
39e
33
42b
18c
35b
31
8d
;;
;;
15
14
32
18
42
;;
;;
24
24
42
23
27
22
23
25
25
13
10
11
14
43 43
37
42
43
11
43
18
372(#4)
24
33
43
42
37
22
42
24
16
13
42
13
31
19
25
15
31
39
43
29
25
14
42
11
43
43
37
42
;;
20
12
15
35
11
43
31
37
27
23
22
27
23
13/14
14
GASKET(369)
(37)
33
25
13/14
39
35
31
12 42
42
11
43
36
43
12
26
18
43
11
25
29
13
19
GASKET
IDENTIFICATION
10
14
42
19
31
(411)
39
29
20
2 8
36
20
11
38
11
25
11
2
23
31
42
22
16
30
31
2
22
2
29 20
29
31
40
42 35
19
29
41
18
39
10
11
29
24
37
10
10
34
43
11d
SPACER PLATE (370)
GASKET(371)
33
18
29c
25b
31b/29b 31a/29a 20c
14c
31e
8g
42b 11g
42d 42f
24
8e
9a
2w
4
31c
19
22c
2p 1013a 11e
22b 3
9b
12a
42g
16/2s
2t
11f
24b
18
8f
2r
6
12
9
42a
24c
11
2v
2q
13b
23c
8
42c
26
23a
5
31d 25c
12b
22a
25d
32
2n
19f
25e/27b
27c
25
1a
13c/14a
15a
25f/27a
23b
14b
19g
37d
37
10a
8c
20
39 39
2m
2k
29
38 36 35
39
25
35
11c
;
;
;;;;
;;
;
;;;;;
;
2
18
19
42
39
39
36
37
SCREEN/SEAL
ASM. (382)
18
18
36
19
43
38
38
2h
29f 29d 20b/2z
24a
19
19
41
4
8a
2y
23
43a/2g
40 41
2/11
18
19
28
14
19
GASKET
IDENTIFICATION
32/31f
19
;;
;
;;;;
;;
; ;;;
;;
8b
14
13
11
12 42
17
39a 39b
21
10
12
26
25
27
37b/36c
25
11
36b 35a
37c
14
13
42
11
;;
;;
31
29
29
2d
41
SCREEN/SEAL
ASM. (382)
39c 27 5a/10c
1
11b
10b
25a 39d/38c
18e 18d
36a
10
18
42
18
24
11
29
20
34
33
36
22
2
22
2
2
29
39
37
;
;
;;
;;;;
;;;
;;;;;;
;
39
38
36
37
3a
2a
41b/40b 19d/18f
15
18g
19e 2c
20
29
40a
SCREEN/SEAL
41a
2b/11a
38b
16
19b
41c/40c
ASM. (382)
18a
19c/18k
SCREEN/SEAL
30
7a
29e 20a
39f
ASM. (382)
2x
38a
2f/4a 2e
38
18
25
18
2/11
39
38
372(#1)
372(#2)
CASE COVER (400)

NOTE:
(38)
2
2
3
10
3
3
10
41
35
43
42
37
19
43
13
15
;;;;
;;;;
15
(28)
19 37
13
27
31 27
23
31
23
15
16
CASE (3)
(Case Cover Face)
Figure 86
37
19
FOLDOUT 91
(29)
16
15
22
(28)
(130)
16
19

19
37
37
27
16
45
16
16
23
37
;;
;;
;;
16
LUBE
(128)
23
16
16
22
31
22
16
11
(29)
CASE COVER (400)

(Case Side)
33
42
31
33
42
27
22 23
15
;;
;;;;
45
42
42
16
;;;
;;;
;;;
;;;
;;
;;
22
31
;;;;
;;;;
24
33
16
42
43
;
;;
;;
;;
;;;;;
42
27
42
42
32
38
42
42
33
412
(126)
45
35
38
41
19
;;
16
ACCUMULATOR
HOUSING (140)
CASE (3)
(Bottom)
(124)
FORWARD SERVO
APPLY PIPE
(125)
MANUAL SERVO
APPLY PIPE
31
27
23
22
37
16
22
27
37
16
31
31
27
23 23
22
31
19
37

43
22
27
;
37
16
ACCUMULATOR
SPACER PLATE (134)
ACCUMULATOR
COVER (132)
(126)
LUBE
PIPE
(124)
FORWARD SERVO
APPLY PIPE
(125)
MANUAL SERVO
APPLY PIPE
19
44
DRIVEN SPROCKET
SUPPORT
(609)
37
2/1 MANUAL SERVO

BODY COVER (104)
;;;;;
;;;;;
;
;;;;;
;;;;;
;;;;;
;;;;;
;;;;;
;;;;;
D2
LUBE
COOLER
EX
LINE
D-4
LO
EX
PRN
D-2
D-3
LUBE
COOLER
2ND CL
LUBE
COOLER
MAN 2-1 SERVO FD
LUBE
1-2 ACCUM
2-3 ACCUM
CASE (3)
ACCUMULATOR
COVER
(132)
LINE
LINE
42c
ACTUATOR FD
3RD CLUTCH
D4
ACT FD
2-3 AC
22a
23c
23b
22b
2v
23a
2t
2r
8f
LINE
2ND CL
EX
3-4 ACCUM
EX
EX
FWD SERVO
EX
FILT LINE
D4
D3
D4
2q
8e
29h
EX
MANUAL SERVO
APPLY PIPE
(125)
FWD SERVO
Figure 87
PRN
REVERSE
4TH CL
3RD CLUTCH
LO
PRN
REVERSE
D3
LO-1ST
2-3 SIGNAL
2ND CLUTCH
3RD CLU
INPUT CL
EX
TORQUE SIG
3RD
2k
6a
8g
2h
FWD SERVO
REV SERV
REV BST
EX
EX
TORQUE SIG
6b
29g
EX
LO-1ST
19e
7a
41c
40c
18f
D-4
EX
D SRV AP
3RD
ORIF EX
19d
41b
40a
41a
18g
40b
D-4
EX
INPUT CL FD
LINE
LINE
2m
42b
12b
12a
2n
42a
9b
29f
9a
29e
8c
15a
10a
3RD CLU/ LO 1ST
LINE
LINE
TORQUE SIG
3RD
INPUT CL FD
EX
TCC REG APP
LINE
EX
EX
EX
19c
18k
LINE
VBS
19b
2y
20b
EX
FWD BST
LOW /1ST GEAR

LINE
LINE
EX
2z
2x
2d
20a
LINE
LINE
LO-1ST
PRN
EX
EX
EX
14a
2c
2a
2b
11a
3a
39b
11b
8a
8b
TORQUE SIG
ACT FD
LINE
3RD
TCC SIG (PWM)
D3
2ND
TORQ SIG
10b
ACT FD
1-2,3-4 SIG
LINE
3RD
3RD
D2
5a 10c
20c
3RD
11c
11e
2s
38c
11d
11g
16a
39a
11f
39c
39d
31b
38b
29a
29b
29d
29c
REV
EX
38a
31a
LO-1ST
CONV FD
CONV FD
TORQUE SIG
LOW/1ST GEAR
LO
D4
D4
13b
8d
3RD CL
LO
EX
13c
14c
14b
LUBE
13a
27c
27a
25d
25e 27b
25c
25f
ORIFICED
CUP PLUG
COOLER
FORWARD
SERVO
(15-22)
25b
TCC RELEASE
EX
2ND
25a
EX
LINE
LINE
14b
SUCTION
FORWARD SERVO
APPLY PIPE
(124)
CASE COVER(400)
CASE (3)
MANUAL
2/1 SERVO
(108)
2ND CL
2ND CL
MAN 2-1 SERVO FD
FWD SERVO
COOLER
ACCUMULATOR
SPACER PLATE
(134)
LINE
ACCUMULATOR
HOUSING
(140)
3RD CL
MAN 2-1 SERVO FD
1-2 ACCUM
LUBE PIPE
(126)
1-2 ACCUM
2-3 ACCUM
ACTUATOR FD
1-2
ACCUMULATOR
(136)
24b
XE
2-3
ACCUMULATOR
(136)
EX
37d
8
24c
CASE COVER(400)
3-4 ACC
ACT FD
ACT FD
LINE
37c
24a
11
ACT FD LIM VALVE
2p
18e
42d
42f
42g
EX
XE
2-3 ACCUM
2g 43a
3
2w
1-2 ACCUM
LINE
1-2 ACCUM
LINE
D4
LINE
EX
21
18d
2e
10
22
18c
42e
1-2 ACCUM VALVE
18b
3-4 ACCUM
4TH CL
4TH CL
TCC APPLY
37b
2-3 SIG
MAN 2-1 SERVO
LINE
#8
36c
37a
D3
TCC RELEASE
REVERSE
36b
PRN
D3
35b
D3
31e
33a
1 2 D D NR
MANUAL VALVE
23
D2
AUX INP CL FD
COOLER
BALL
CHECK
VALVE
TORQUE
CONVERTER
BLOW-OFF
BOTTOM
PAN
(24)
EX
36a
3RD CL
31d
D4
3-2 MAN DS
3-4 ACCUM
3RD CL
13
2-3 OFF SIG
LINE
2-3 SHIFT VALVE
LO-1ST
31c
35a
32
39f
4-3 MDS
TORQ SIG
2ND CL
#4
39e
D2
4TH CL
2-3 OFF SIG
3RD
LO
BLOW OFF
VALVE
EX
3-4 SHIFT VALVE
TORQUE SIG
OFF
AUX INPUT CL FD
2f
31f
2-3 Shift
Solenoid
N.O.
18a
4a
30
3RD
D4
2-3 SIG
LINE
19f
19g
ORIFICED EXH
32
18
#6
20
#3
#1
#5
IN CL FD
D3
FILTER
ASSEMBLY
(100)
COOLER
CONNECTOR
(29)
TCC REG APPLY
D4
LINE
REV SERVO
REVERSE
TCC CONTROL VALVE
92
PRESSURES
INTAKE & DECREASE
CONVERTER & LUBE
MAINLINE
ACTUATOR FEED
ACCUMULATOR
SOLENOID SIGNAL
TORQUE SIGNAL
TCC REL
THERMOSTATIC
ELEMENT
(121)
26
LINE
25
D2
EX
#2
D-4
29
TORQUE SIG REG
TORQUE SIG
CONVERTER FEED
3RD
LOW/1ST GEAR
CONVERTER FEED
D2
2ND
TCC APPLY
TCC
CONTROL
(PWM) EX
Solenoid
#10
33
1-2 SHIFT VALVE
ACT FD
Pressure
Control
Solenoid
TCC RELEASE
LO
1-2,3-4 SIG
2ND
3RD
TCC APPLY
LINE
1-2, 3-4
Shift
Solenoid
N.O. OFF
D4
REVERSE
LO-1ST
16
PRESS REG VALVE
DECREASE
2ND
15
LINE REV BST
OIL
PUMP
TFP
SWITCH
D2
17
LO
LINE
REV
LINE
31
D4
19
12
4TH CL
INPUT CL
2ND CL
3RD CL/LO-1ST
3RD CL
LO
LO-1ST
PRN
REVERSE
14
27
#9
#7
COOLER
24
D3
LUBE
LOW /1ST GEAR

CONVERTER FEED
LO-1ST
28
3RD
DECREASE
REV SERVO
GASKET (371)
PUMP
BODY
(202)
REVERSE
SERVO
(39-49)
4TH CL
INPUT CL
2ND CL
3RD CL/LO-1ST
3RD CL
LO
LO-1ST
CHAIN OILER
GASKET (369)
DECREASE
LINE
PRESSURE
TAP
(38)
EX
3RD CL/LO-1ST
LUBE
LUBE
2ND CL
CASE (3)
CASE COVER (400)
SPACER PLATE (370)
3RD CL/LO-1ST
INPUT CL
INPUT CL
COOLER
INPUT HOUSING
ASSEMBLY (632)
3RD CL/LO-1ST
2ND CL
4TH CL
TCC APPLY
RELEASE
4TH CLUTCH
HOUSING
DRIVEN SPROCKET
SUPPORT (609)
TCC
INPUT CL

NO THIRD GEAR/SLIPS IN THIRD
Third Clutch Assembly
Input clutch housing oil seal rings (628) missing or damaged.
Third clutch ball check valve assembly (724), missing or
damaged.
Third clutch piston (642) is damaged.
Third clutch piston inner seal (641) missing or damaged.
Third clutch plates (645-648) are worn or misassembled.
Third Clutch Fluid Routing

Valve Body, Gaskets & Spacer Plate; Channel Plate &
Gasket; Driven Sprocket Support Porosity, misaligned,
loose, fluid restriction, fluid leak across channels.
Driven Sprocket Support Seals Leaking.
Input Shaft Seals leaking Sleeve damaged; misaligned.
2-3 Shift Solenoid Valve (315)

Stuck ON, leaking.
2-3 Accumulator
Leak at piston seal.
Channel plate / case porosity.
2-3 Accumulator Valve (344)

Stuck.
Line Pressure

Stuck in upshifted position.

Malfunction (Electrical or Hydraulic).
THIRD GEAR ONLY

Debris in the valve body.
Spacer plate and gaskets misassembled.
1-2, 3-4
SHIFT
SOL
2-3
SHIFT
SOL
OFF
OFF
4TH
CLUTCH
REVERSE
BAND
2ND
CLUTCH
3RD
CLUTCH
3RD
SPRAG
CLUTCH
INPUT
CLUTCH
INPUT
SPRAG
CLUTCH
2/1
BAND
1/2
SUPPORT
ROLLER
CLUTCH
FORWARD
BAND
OVERRUN
92A

PASSAGES
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
SUCTION
LINE
PRN
2-3 SIGNAL
1-2, 3-4 SIGNAL
INPUT CLUTCH FEED
INPUT CLUTCH
TORQUE SIGNAL
TCC SIGNAL (PWM)
ACTUATOR FEED
CONVERTER FEED
TCC REGULATED APPLY
TCC RELEASE
TCC APPLY
COOLER
LUBE/LINE
DECREASE
D-4
FORWARD SERVO
LO/1ST GEAR
1-2 ACCUMULATOR
2-3 ACCUMULATOR
3-4 ACCUMULATOR
2ND
2ND EXHAUST
2ND CLUTCH
2-3 OFF SIGNAL
3RD
3RD/EXHAUST
3RD CLUTCH
3RD CLUTCH/LO -1ST
4TH CLUTCH
4TH CLUTCH EXHAUST
D3
D2
MANUAL 2-1 SERVO
LO
LO-1ST
REVERSE
REVERSE SERVO
EXHAUST
CASTING VOID
COMPONENTS (
(28)
(29)
(37)
(38)
(124)
(125)
(126)
(219)
(372)
(373)
(382)
92B

VENT ASSEMBLY
PLUG, PIPE
PIPE, LUBE OIL
CHECKBALLS #1, #2, #3, #4, #7, #8, #9, #10
CHECKBALL #5, #6
SCREEN ASSEMBLY
;;
;;
;;
;;
;;
;;;;
;;
;;
;;
;;;
;;;
;
;;
;;
42
(219)
43
PUMP COVER (201)

OIL PUMP BODY (202)

(Pump Cover Side)
18
36
37
43
18 29 42 29
42
31
23
;;
2
28
27
27
12
13
25
15
42
43
13
25
31
22
42
14
8 42 1111
19
42
23
10
25
24
24
43
11
2 10
43
29
20
22
42
42
;;
10
29
42
5 43
42
2 8 43
24
31
22
372(#7)
11
6 18 2
36 3742
28
42
39
7 6 29 33 42
13
42
2518 20
29
11
39
18
13
19
OIL PUMP BODY (202)

18
42
13
13
28
39
28
21
42
38
37
29
28 36 35
43
43
36
43
43
17
19
38
35
39
11 2
40
40
42
18
19
41
19
38
17
42
43
18
17
40
18
17
17
373(#6)
42
42
42
;;;;
;;;;
;;;;
;;;;;;
;;
;;;;;;;;
;;
;;;;;
;;;
;
;;
;;;;;
;;;;;
;;;;;
;;;;
;;;;;
;;
;;
;;
;;;
;;
;;;
;;;
;;;
;;;
;
;;;
;;;
;;;
;
;;;;;
;;;
;
;
;;;;;
373(#5)
23
19
43
372(#8)
12
43
43
43
14 43
43
15
14
372(#9) 372(#10)


(Case Cover Side)
372(#3)
SCREEN/SEAL
ASM. (382)
19
19
19
40
40 40
19
41
19
18
36 35
37
31
31
42
23
42
23
22
29
2
29
20
29
8 2 8 42
11
24
24
13
31
25
23
25
GASKET
IDENTIFICATION
42b
18c
39e
33
SCREEN/SEAL
ASM. (382)
40 41
2
15
31
35b
8d
2k
;;
;;
29f 29d 20b/2z
33
18
32
43
24
31
31
37
42
22
22
2
16
42
23
24
42
27
22
23
;;
;;
29 20
30
31
25
25
13
11
33
42
;;
20
11
14
42
43
11
43
18
14
372(#4)
24
33
43
42
37
22
42
24
16
42
13
31
19
25
15
31
39
43
29
13
43
43
25
12
15
42
11
43
37
43 43
37
35
11
31
37
27
23
22
27
23
13/14
14
GASKET(369)
(37)
39
35
31
13/14
42
25
43
12 42
36
43
12
26
18
43
11
25
29
13
19
GASKET
IDENTIFICATION
10
10
14
42
19
31
(411)
39
29
20
2 8
36
20
11
38
11
25
40
42 35
24
23
19
29
18
41
18
39
10
11
11
10
29
29
11d
10
34
37
10a
20
39 39
35
11c
29
38 36 35
39
25
2m
8c
;
;
;;;;
;;
;
;;;;;
;
2
18
19
42
39
39
36
37
SCREEN/SEAL
ASM. (382)
18
18
2h
SPACER PLATE (370)
GASKET(371)
19
43
38
38
36
29c
25b
31b/29b 31a/29a 20c
14c
31e
8g
42b 11g
42d 42f
24
8e
9a
2w
4
31c
19
22c
2p 1013a 11e
22b 3
9b
12a
42g
16/2s
2t
11f
24b
18
8f
2r
6
12
9
42a
24c
11
2v
2q
13b
23c
8
42c
26
23a
5
31d 25c
12b
22a
25d
32
2n
19f
25e/27b
27c
25
1a
13c/14a
15a
25f/27a
23b
14b
19g
19
19
41
4
8a
2y
23
14
19
22
42e
33a 29h 6a 18b
29g
37d
14
37a
8b
14
2/11
18
19
28
19
6b
32/31f 43a/2g 24a
11
12 42
;;
;
;;;;
;;
; ;;;
;;
39a 39b
21
10
13
SCREEN/SEAL
ASM. (382)
17
12
26
27
37b/36c
25
11
36b 35a
37c
14
13
42
11
;;
;;
31
29
29
2d
41
39c 27 5a/10c
1
11b
10b
25a 39d/38c
18e 18d
36a
10
18
42
18
24
11
29
20
34
33
36
22
2
22
2
2
29
39
37
;
;
;;
;;;;
;;;
;;;;;;
;
39
38
36
37
3a
2a
41b/40b 19d/18f
15
18g
19e 2c
20
29
40a
SCREEN/SEAL
41a
2b/11a
38b
16
19b
41c/40c
ASM. (382)
18a
19c/18k
SCREEN/SEAL
30
7a
29e 20a
39f
ASM. (382)
2x
38a
2f/4a 2e
38
18
25
18
2/11
39
38
372(#1)
372(#2)
CASE COVER (400)

NOTE:
(38)
2
2
3
10
3
3
10
41
35
43
22 23
27
42
31
15
42
37
19
43
13
15
;;
;;;;
45
;;;;
;;;;
15
(28)
33
42
19 37
13
31 27
23
31
16
15
31
CASE (3)
(Case Cover Face)
Figure 88
37
19
16
45
FOLDOUT 93
22
(29)
16
15
(28)
(130)
16
19

19
37
16
23
37
16
16
16
37
27
22
16
22
;;
;;
;;
16
LUBE
(128)
23
11
(29)
CASE COVER (400)

(Case Side)
27
23
33
42
42
16
;;;
;;;
;;;
;;;
;;
;;
22
31
;;;;
;;;;
24
33
16
42
43
;
;;
;;
;;
;;;;;
42
27
42
42
32
38
42
42
33
412
(126)
45
35
38
41
19
;;
16
ACCUMULATOR
HOUSING (140)
CASE (3)
(Bottom)
(124)
FORWARD SERVO
APPLY PIPE
(125)
MANUAL SERVO
APPLY PIPE
31
27
23
22
37
16
22
27
37
16
31
31
27
23 23
22
31
19
37

43
22
27
;
37
16
ACCUMULATOR
SPACER PLATE (134)
ACCUMULATOR
COVER (132)
(126)
LUBE
PIPE
(124)
FORWARD SERVO
APPLY PIPE
(125)
MANUAL SERVO
APPLY PIPE
19
44
DRIVEN SPROCKET
SUPPORT
(609)
37
2/1 MANUAL SERVO

BODY COVER (104)
OVERDRIVE RANGE FOURTH GEAR (Torque Converter Clutch Applied)

4TH CLUTCH
HOUSING
DRIVEN SPROCKET
SUPPORT (609)
LUBE
COOLER
LO
PRN
REVERSE
EX
LINE
D-4
LO
LO-1ST
2ND CLUTCH
EX
FWD SERVO
PRN
D-2
D-3
2-3 SIGNAL
LUBE
COOLER
LUBE
1-2 ACCUM
2-3 ACCUM
CASE (3)
ACCUMULATOR
COVER
(132)
LINE
MAN 2-1 SERVO FD
FORWARD
SERVO
(15-22)
MANUAL SERVO
APPLY PIPE
(125)
FWD SERVO
Figure 89
2ND CL
ACTUATOR FD
3RD CLUTCH
3-4 ACCUM
FWD SERVO
LINE
42c
2ND CL
2-3 AC
22a
23c
23b
22b
2v
23a
EX
ORIFICED
CUP PLUG
COOLER
LUBE
COOLER
FILT LINE
D4
D3
EX
2t
2r
8f
2q
8e
LINE
D2
EX
EX
EX
EX
EX
EX
EX
TORQUE SIG
3RD
29h
ACT FD
CASE COVER(400)
CASE (3)
PRN
REVERSE
D3
3RD CLU
INPUT CL
4TH CL
3RD CLUTCH
19e
40c
18f
40b
REV SERV
EX
REV BST
EX
D4
TORQUE SIG
2k
6a
8g
6b
29g
7a
41c
19d
41b
40a
41a
18g
D-4
D-4
FWD BST
D SRV AP
EX
INPUT CL FD
LINE
LINE
2m
42b
EX
D4
TORQUE SIG
3RD
INPUT CL FD
EX
TCC REG APP

12a
12b
LO-1ST
19c
18k
19b
2y
20b
2z
2x
2d
LINE
LINE
EX
EX
LINE
2n
2h
VBS
EX
42a
9b
15a
9a
29f
29e
3RD
ORIF EX
EX
EX
3RD
TCC SIG (PWM)
8c
LOW /1ST GEAR

LINE
LINE
LINE
ACT FD
LINE
10a
20a
2c
2a
LINE
LINE
EX
CONV FD
TORQUE SIG
LOW/1ST GEAR
3RD
3RD
2b
11a
3a
39b
LO-1ST
PRN
TORQUE SIG
ACT FD
1-2,3-4 SIG
LO-1ST
CONV FD
D3
2ND
11b
8a
8b
TORQ SIG
10b
2s
5a 10c
20c
11c
11e
11d
11g
16a
39a
39c
39d
11f
29b
3RD
3RD CLU/ LO 1ST
3RD CL
38b
31b
31a
29a
38a
29d
29c
38c
EX
EX
2ND CL
REV
LINE
14a
8d
LO
13c
13b
D2
13a
27c
25d
27b
FORWARD SERVO
APPLY PIPE
(124)
D4
MANUAL
2/1 SERVO
(108)
27a
25e
25c
2ND CL
MAN 2-1 SERVO FD
FWD SERVO
COOLER
LINE
25f
3RD CL
MAN 2-1 SERVO FD
1-2 ACCUM
ACCUMULATOR
SPACER PLATE
(134)
25b
LO
D4
TCC RELEASE
EX
2ND
LUBE PIPE
(126)
ACCUMULATOR
HOUSING
(140)
25a
EX
LINE
LINE
14b
SUCTION
1-2
ACCUMULATOR
(136)
1-2 ACCUM
2-3 ACCUM
XE
2-3
ACCUMULATOR
(136)
EX
ACT FD
ACT FD
CASE COVER(400)
ACTUATOR FD
LINE
24a
24b
LINE
ACT FD LIM VALVE
37d
8
24c
4TH CL
EX
37c
3-4 ACC
XE
2p
18e
42d
42f
42g
11
2-3 ACCUM
2g 43a
3
2w
EX
21
18d
1-2 ACCUM
LINE
1-2 ACCUM
LINE
D4
10
2e
18c
42e
1-2 ACCUM VALVE
22
18b
3-4 ACCUM
LINE
2-3 SIG
MAN 2-1 SERVO
37a
4TH CL
37b
#8
36c
3-2 MAN DS
33a
D3
14b
14c
TCC APPLY
REVERSE
36b
D3
D2
AUX INP CL FD
PRN
D3
31e
TCC RELEASE
1 2 D D NR
MANUAL VALVE
EX
36a
35b
COOLER
BALL
CHECK
VALVE
TORQUE
CONVERTER
BLOW-OFF
BOTTOM
PAN
(24)
3RD CL
31d
D4
LO-1ST
3RD CL
13
EX
LO
BLOW OFF
VALVE
31c
32
39f
39e
LINE
23
2-3 SHIFT VALVE
OFF
N.O.
#4
31f
35a
2ND CL
TORQUE SIG
2-3 Shift
Solenoid
18a
4a 2f
30
3-4 ACCUM
LINE
D4
2-3 SIG
19f
4-3 MDS
4TH CL
2-3 OFF SIG
TORQ SIG
D2
3-4 SHIFT VALVE
3RD
AUX INPUT CL FD
2-3 OFF SIG
32
18
3RD
D3
#3
19g
#6
20
ORIFICED EXH
D4
#1
26
25
#2
PRESSURES
INTAKE & DECREASE
CONVERTER & LUBE
MAINLINE
ACTUATOR FEED
ACCUMULATOR
SOLENOID SIGNAL
TORQUE SIGNAL
TCC REL
#5
REVERSE
TCC REG APPLY
THERMOSTATIC
ELEMENT
(121)
TCC CONTROL VALVE
FILTER
ASSEMBLY
(100)
LINE
TCC
CONTROL
(PWM) EX
Solenoid
D2
TCC RELEASE
TCC APPLY
EX
IN CL FD
TORQUE SIG REG
1-2,3-4 SIG
2ND
3RD
TORQUE SIG
CONVERTER FEED
3RD
LOW/1ST GEAR
CONVERTER FEED
D2
2ND
TCC APPLY
29
D4
ACT FD
D-4
1-2 SHIFT VALVE
Pressure
Control
Solenoid
2ND
LO
OIL
PUMP
94
1-2, 3-4
Shift
Solenoid
N.O. ON
#10
33
LO-1ST
LINE
DECREASE
TFP
SWITCH
D3
REVERSE
LO
D2
16
PRESS REG VALVE
DECREASE
LINE REV BST
PUMP
BODY
(202)
15
REV
LINE
DECREASE
D4
17
3RD
31
19
12
14
27
#9
#7
GASKET (371)
24
LINE
REV SERVO
28
GASKET (369)
SPACER PLATE (370)
LINE
COOLER
CONNECTOR
(29)
LOW /1ST GEAR

CONVERTER FEED
LO-1ST
4TH CL
INPUT CL
2ND CL
3RD CL/LO-1ST
3RD CL
LO
LO-1ST
PRN
REVERSE
CASE (3)
CASE COVER (400)
4TH CL
INPUT CL
2ND CL
3RD CL/LO-1ST
3RD CL
LO
LO-1ST
CHAIN OILER
COOLER
LUBE
TCC APPLY
REVERSE
SERVO
(39-49)
LUBE
LINE
PRESSURE
TAP
(38)
EX
3RD CL/LO-1ST
LUBE
TCC RELEASE
2ND CL
LUBE
REV SERVO
3RD CL/LO-1ST
2ND CL
4TH CL
COOLER
INPUT CL
INPUT CL
3RD CL/LO-1ST
INPUT HOUSING
ASSEMBLY (632)
INPUT CL
TORQUE
CONVERTER
(1)

(Torque Converter Clutch Applied)
NO FOURTH GEAR/SLIPS IN FOURTH

Fourth Clutch Assembly
Clutch plates (500-502) worn or damaged.
Fourth clutch spring retaining ring (601), missing or not
seated.
Piston (603) damaged.
Piston Seals (604, 605) worn or damaged.
Spring assembly (602) damaged.
Servo Cover (80) Broken, loose, leaking.
Band (100) Broken, worn, out of position.
Case (51) Cracked at band seat.
Fourth Clutch Fluid Routing

Valve Body, Gaskets & Spacer Plate; Channel Plate; Case
Porosity, misaligned, loose, fluid restriction, fluid leak across
channels.
Driven Sprocket Support Assembly

Third clutch oil passage plugged.
1-2, 3-4 Shift Solenoid Valve (315)

Stuck OFF, leaking.

Stuck in downshifted position.
Manual Valve (404)

Misaligned (in Manual Third).
3-4 Accumulator
Leak at piston seal.
Channel plate / case porosity.
3-4 Accumulator Valve (323)

Stuck.
Line Pressure

Malfunction (Hydraulic or Electrical)
FOURTH GEAR ONLY

Debris in the valve body.
Spacer plate and gaskets misassembled.
NO TCC APPLY OR RELEASE

See 4-3 downshift page 96A.
1-2, 3-4
SHIFT
SOL
2-3
SHIFT
SOL
4TH
CLUTCH
ON
OFF
APPLIED
REVERSE
BAND
2ND
CLUTCH
3RD
CLUTCH
3RD
SPRAG
CLUTCH
APPLIED
OVERRUN
INPUT
CLUTCH
INPUT
SPRAG
CLUTCH
2/1
BAND
1/2
SUPPORT
ROLLER
CLUTCH
FORWARD
BAND
OVERRUN
94A

PASSAGES
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
SUCTION
LINE
PRN
2-3 SIGNAL
1-2, 3-4 SIGNAL
INPUT CLUTCH FEED
INPUT CLUTCH
TORQUE SIGNAL
TCC SIGNAL (PWM)
ACTUATOR FEED
CONVERTER FEED
TCC REGULATED APPLY
TCC RELEASE
TCC APPLY
COOLER
LUBE/LINE
DECREASE
D-4
FORWARD SERVO
LO/1ST GEAR
1-2 ACCUMULATOR
2-3 ACCUMULATOR
3-4 ACCUMULATOR
2ND
2ND EXHAUST
2ND CLUTCH
2-3 OFF SIGNAL
3RD
3RD/EXHAUST
3RD CLUTCH
3RD CLUTCH/LO -1ST
4TH CLUTCH
4TH CLUTCH EXHAUST
D3
D2
MANUAL 2-1 SERVO
LO
LO-1ST
REVERSE
REVERSE SERVO
EXHAUST
CASTING VOID
COMPONENTS (
(28)
(29)
(37)
(38)
(124)
(125)
(126)
(219)
(372)
(373)
(382)
94B

VENT ASSEMBLY
PLUG, PIPE
PIPE, LUBE OIL
CHECKBALLS #1, #2, #3, #4, #7, #8, #9, #10
CHECKBALL #5, #6
SCREEN ASSEMBLY
;;
;;
;;
;;;
;;;
;
;;
;;
42
(219)
43
17
43
PUMP COVER (201)

OIL PUMP BODY (202)

(Pump Cover Side)
18
36
18
42
35
37
43
42
10
31
25
;;
2
28
27
27
12
13
25
15
42
43
13
25
31
22
42
14
8 42 1111
19
42
23
10
24
24
43
11
29
2 10
43
23
42
29
20
22
42
5 43
42
2 8 43
18 29 42 29
42
372(#7)
11
24
31
22
42
39
6 18 2
36 3742
28
2518 20
7 6 29 33 42
13
42
29
39
11
39
18
13
13
OIL PUMP BODY (202)

28
21
42
38
28
37
35
29
13
28 36
19
43
43
36
43
43
17
19
38
19
39
11 2
40
40
42
18
19
41
38
40
17
42
17
373(#6)
42
18
18
;;;;
;;;;
;;;;
;;;;;;
;;;;;;;;
;;
;;;;;
;;;
;
;;;;;
;;;
;
;;;;;
;;;
;;;;;
;;
;;
;;
;;;
;;
;;;
;;;
;;;
;
;;;
;;;
;
;;;;;;
;
;;;;;
373(#5)
42
42
17
;;
;;
;;
;;
23
19
43
372(#8)
12
43
43
43
14 43
43
15
14
372(#9) 372(#10)


(Case Cover Side)
372(#3)
SCREEN/SEAL
ASM. (382)
19
19
19
40
40 40
19
41
2/11
19
29
20
38
36
36 35
34
33
36
37
31
31
37
42
22
2
22
2
2
23
42
23
22
;;
;;
2
29
20
29
8 2 8 42
13
31
19
23
25
37a
42b
18c
35b
;;
;
;;;;
;
;;;
;;
39a 39b
8b
14
39e
33
SCREEN/SEAL
ASM. (382)
31
15
;;
;;
(37)
2k
6
33
34
18
32
43
24
31
31
37
42
22
22
2
16
23
42
24
42
27
30
31
13
25
26
39
35
33
35
11
42
;;
20
11
14
43
11
12
43
18
14
372(#4)
24
33
43
42
37
22
42
24
16
42
13
31
19
25
15
31
39
43
29
13
43
43
25
42
43
15
42
11
37
43 43
37
31
13/14
42
25
43
12 42
36
43
12
19
31
11
18
43
11
25
29
14
42
13
25
10
10
(411)
39
29
11
25
36
20
11
38
20
19
GASKET
IDENTIFICATION
2 8
24
23
22
23
;;
;;
29 20
40
19
29
42 35
41
18
39
10
11
10
10
11
38 36 35
39
18
29
11d
20
18
19
42
29
37
10a
;
;
;;;;
;;
;;;;
;
29
39 39
35
11c
25
2m
8c
SCREEN/SEAL
ASM. (382)
39
39
36
37
SPACER PLATE (370)
GASKET(371)
18
18
36
19
43
38
38
19
19
41
4
29c
25b
31b/29b 31a/29a 20c
14c
31e
8g
42b 11g
42d 42f
24
8e
9a
2w
4
31c
19
22c
2p 1013a 11e
22b 3
9b
12a
42g
16/2s
2t
11f
24b
18
8f
2r
6
12
9
42a
24c
11
2v
2q
13b
23c
8
42c
26
23a
5
31d 25c
12b
22a
25d
32
2n
19f
25e/27b
27c
25
1a
13c/14a
15a
25f/27a
23b
14b
19g
2
40 41
2h
29f 29d 20b/2z
24a
18
19
2/11
8a
2y
8d
23
37d
14
22
42e
33a 29h 6a 18b
29g
28
14
19
GASKET
IDENTIFICATION
32/31f 43a/2g
11
12 42
6b
21
10
13
SCREEN/SEAL
ASM. (382)
17
12
26
25
37b/36c
25
11
11
24
27
36b 35a
37c
14
13
24
11
29
31
42
29
29
24
18
42
18
2d
29
41
39c 27 5a/10c
1
11b
10b
25a 39d/38c
18e 18d
36a
10
39
6
37
11
25
18
;
;
;;
;;;;
;
;;;;
;
39
39
38
3a
2a
41b/40b 19d/18f
15
18g
19e 2c
20
29
40a
SCREEN/SEAL
41a
2b/11a
38b
16
19b
41c/40c
ASM. (382)
18a
19c/18k
SCREEN/SEAL
30
7a
29e 20a
39f
ASM. (382)
2x
38a
2f/4a 2e
38
18
18
31
37
27
23
22
27
23
13/14
14
GASKET(369)
372(#1)
CASE COVER (400) 372(#2)

NOTE:
(38)
2
2
3
10
3
3
35
10
41
35
43
412
22 23
27
42
31
15
42
37
19
43
13
15
;;
;;;;
45
;;;;
;;;;
15
(28)
33
19 37
13
31 27
23
31
16
15
31
CASE (3)
(Case Cover Face)
Figure 90
37
19
16
45
FOLDOUT 95
22
(29)
16
15
(28)
(130)
16
19

19
37
16
23
37
16
16
16
37
27
22
16
22
;;
;;
;;
16
LUBE
(128)
23
11
(29)
CASE COVER (400)

(Case Side)
27
23
33
42
42
42
16
;;;
;;;
;;;
;;;
;;
;;
22
31
;;;;
;;;;
24
33
16
42
43
;
;;
;;
;;
;;;;;
42
27
42
42
32
38
42
42
33
(126)
45
38
41
19
;;
16
ACCUMULATOR
HOUSING (140)
CASE (3)
(Bottom)
(124)
FORWARD SERVO
APPLY PIPE
(125)
MANUAL SERVO
APPLY PIPE
31
27
23
22
37
16
22
27
37
16
31
31
27
23 23
22
31
19
37

43
22
27
;
37
16
ACCUMULATOR
SPACER PLATE (134)
ACCUMULATOR
COVER (132)
(126)
LUBE
PIPE
(124)
FORWARD SERVO
APPLY PIPE
(125)
MANUAL SERVO
APPLY PIPE
19
44
DRIVEN SPROCKET
SUPPORT
(609)
37
2/1 MANUAL SERVO

BODY COVER (104)
LUBE
LUBE
COOLER
EX
LINE
EX
PRN
REVERSE
PRN
LUBE
COOLER
LUBE
COOLER
LUBE
1-2 ACCUM
CASE (3)
ACCUMULATOR
COVER
(132)
LINE
D-4
LO
D-2
D-3
2-3 ACCUM
LINE
2ND CL
ACT FD
LINE
42c
ORIFICED
CUP PLUG
MAN 2-1 SERVO FD
EX
LO
PRN
REVERSE
LO-1ST
2ND CL
3RD CLUTCH
3-4 ACCUM
FWD SERVO
D4
ACTUATOR FD
D4
D3
2-3 AC
22a
23c
23b
22b
2v
23a
2ND CLUTCH
2-3 SIGNAL
FWD SERVO
FILT LINE
D2
EX
EX
2t
2r
8f
2q
4TH CL
3RD CLUTCH
19e
7a
41c
40c
D3
EX
D4
EX
EX
TORQUE SIG
3RD
29h
8e
2k
6a
2h
8g
6b
29g
3RD CLU
INPUT CL
EX
TORQUE SIG
LINE
LINE
2m
42b
18f
40b
REV SERV
EX
REV BST
EX
INPUT CL FD
EX
LINE
LINE
TORQUE SIG
3RD
INPUT CL FD
EX
TCC REG APP

12a
19d
41b
40a
41a
18g
D-4
D-4
D SRV AP
EX
FWD BST
EX
EX
12b
LO-1ST
19c
18k
19b
2y
20b
2z
2x
2d
LOW /1ST GEAR

LINE
LINE
LINE
3RD
ORIF EX
EX
EX
2n
42a
15a
9a
29f
29e
8d
8c
LINE
EX
3RD
TCC SIG (PWM)
10a
20a
LINE
LINE
EX
EX
VBS
ACT FD
3RD CLU/ LO 1ST
2c
2a
2b
11a
3a
LO-1ST
PRN
TORQUE SIG
CONV FD
TORQUE SIG
LOW/1ST GEAR
LINE
3RD
11b
39b
8b
TORQ SIG
10b
8a
5a 10c
20c
ACT FD
1-2,3-4 SIG
CONV FD
LO-1ST
3RD
REV
11c
11e
2s
38c
11d
11g
16a
39c
39a
11f
29b
29a
39d
31b
31a
29d
29c
38a
38b
3RD
13c
9b
EX
EX
LO
D4
D4
LINE
14a
COOLER
FORWARD
SERVO
(15-22)
MANUAL SERVO
APPLY PIPE
(125)
FWD SERVO
Figure 91
3RD CL
LO
13b
13a
27c
D3
2ND
D2
25d
27a
25e 27b
25c
25f
14c
EX
2ND CL
FORWARD SERVO
APPLY PIPE
(124)
MANUAL
2/1 SERVO
(108)
EX
25b
TCC RELEASE
2ND
25a
EX
LINE
2ND CL
MAN 2-1 SERVO FD
FWD SERVO
COOLER
LINE
LINE
14b
SUCTION
3RD CL
MAN 2-1 SERVO FD
1-2 ACCUM
1-2 ACCUM
2-3 ACCUM
CASE COVER(400)
CASE (3)
ACCUMULATOR
SPACER PLATE
(134)
TCC APPLY
TCC RELEASE
REV SERVO
LUBE PIPE
(126)
ACCUMULATOR
HOUSING
(140)
1-2
ACCUMULATOR
(136)
COOLER
BALL
CHECK
VALVE
2-3
ACCUMULATOR
(136)
CASE COVER(400)
24b
ACTUATOR FD
ACT FD
ACT FD
LINE
EX
37d
8
24c
24a
37c
3-4 ACC

ACT FD LIM VALVE
2p
18e
42d
42f
42g
LINE
XE
2g 43a
3
2w
4TH CL
EX
XE
21
18d
EX
42e
1-2 ACCUM
LINE
1-2 ACCUM
LINE
D4
4TH CL
3-4 ACCUM
2-3 ACCUM
11
18c
18b
2e
2-3 SIG
MAN 2-1 SERVO
37b
37a
#8
10
33a
36b
1-2 ACCUM VALVE
PRN
REVERSE
23
D3
D3
35b
EXH
31e
36c
D3
35a
D2
AUX INP CL FD
1 2 D D NR
MANUAL VALVE
EX
36a
LINE
ORIFICED
3RD CL
31d
D4
LO-1ST
3RD CL
EX
31c
LINE
32
13
39f
39e
3-2 MAN DS
3-4 ACCUM
22
#4
31f
2-3 SHIFT VALVE
2f
3RD
18a
4a
30
OFF
N.O.
LO
BLOW OFF
VALVE
19f
D4
2-3 SIG
2-3 Shift
Solenoid
4TH CL
2-3 OFF SIG
TORQ SIG
#3
4-3 MDS
2ND CL
#6
20
D2
2-3 OFF SIG
#5
AUX INPUT CL FD
3-4 SHIFT VALVE
LINE
LINE
REV SERVO
32
D3
TORQUE SIG
TORQUE
CONVERTER
BLOW-OFF
BOTTOM
PAN
(24)
COOLER
CONNECTOR
(29)
18
3RD
COOLER
19g
IN CL FD
D4
TCC REG APPLY
96
TCC REL
PRESSURES
INTAKE & DECREASE
CONVERTER & LUBE
MAINLINE
ACTUATOR FEED
ACCUMULATOR
SOLENOID SIGNAL
TORQUE SIGNAL
REVERSE
TCC CONTROL VALVE
THERMOSTATIC
ELEMENT
(121)
FILTER
ASSEMBLY
(100)
EX
#1
LINE
26
D2
25
D-4
TORQUE SIG REG
TORQUE SIG
CONVERTER FEED
3RD
LOW/1ST GEAR
CONVERTER FEED
D2
2ND
TCC APPLY
TCC
CONTROL
(PWM) EX
Solenoid
29
1-2,3-4 SIG
2ND
3RD
LINE
LO
#10
33
1-2 SHIFT VALVE
D4
#2
ACT FD
TCC RELEASE
1-2, 3-4
Shift
Solenoid
N.O. OFF
Pressure
Control
Solenoid
REVERSE
DECREASE
2ND
16
PRESS REG VALVE
TCC APPLY
LINE REV BST
OIL
PUMP
15
LO-1ST
17
LO
TFP
SWITCH
D3
31
DECREASE
4TH CL
INPUT CL
2ND CL
3RD CL/LO-1ST
3RD CL
LO
LO-1ST
PRN
REVERSE
LINE
D2
REV
LINE
D4
19
12
3RD
LOW /1ST GEAR

CONVERTER FEED
LO-1ST
14
27
LUBE
#9
#7
REVERSE
SERVO
(39-49)
24
LINE
PRESSURE
TAP
(38)
EX
3RD CL/LO-1ST
CL
INPUT CL
2ND CL
3RD CL/LO-1ST
3RD CL
LO
LO-1ST
CHAIN OILER
28
4TH
GASKET (371)
PUMP
BODY
(202)
GASKET (369)
DECREASE
LUBE
LUBE
CASE (3)
CASE COVER (400)
SPACER PLATE (370)
INPUT CL
2ND CL
COOLER
INPUT HOUSING
ASSEMBLY (632)
TCC APPLY
INPUT CL
3RD CL/LO-1ST
RELEASE
3RD CL/LO-1ST
2ND CL
4TH CL
TCC
4TH CLUTCH
HOUSING
DRIVEN SPROCKET
SUPPORT (609)
INPUT CL
TORQUE
CONVERTER
(1)
;;;;;
;;;;;
;;;;;
;
;;;;;
;;;;;
;;;;;
;;;;;
;;;;;
OVERDRIVE RANGE 4-3 DOWNSHIFT


See Overdrive Range Third Gear (page 92A) for possible
faults and conditions related to normal third gear operation.
NO TCC APPLY / SLIPPING / SOFT APPLY

TCC PWM Solenoid Valve (334)
Stuck OFF O-ring leaking.
No voltage to solenoid.
Poor electrical connection.
Wiring Harness (224)

Pinched wire (electrical short).
Damaged electrical connector.
PCM
No signal to solenoid.
Brake Switch
Not functioning (open).
Pressure Regulator Valve (313)

Stuck.

Internal failure.
TCC Fluid Circuits

Leaks.
TCC Regulator Apply Valve (327)

Stuck in TCC release position.
Turbine Shaft Assembly (518)

Turbine shaft O-ring seal (520) is damaged or missing.
Turbine shaft oil seal rings (513, 519) damaged or missing.
Turbine shaft is damaged.
Fluid Level or Pressure

Low.
Cooler Lines
Plugged.
NO TCC RELEASE
TCC PWM Solenoid Valve (334)
Internal failure.
Fluid exhaust plugged.
External Ground.

Internal Failure.
TCC Regulator Apply Valve (327)

Stuck in TCC apply position.
1-2, 3-4
SHIFT
SOL
2-3
SHIFT
SOL
OFF
OFF
4TH
CLUTCH
REVERSE
BAND
2ND
CLUTCH
3RD
CLUTCH
3RD
SPRAG
CLUTCH
INPUT
CLUTCH
INPUT
SPRAG
CLUTCH
2/1
BAND
1/2
SUPPORT
ROLLER
CLUTCH
FORWARD
BAND
OVERRUN
96A

PASSAGES
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
SUCTION
LINE
PRN
2-3 SIGNAL
1-2, 3-4 SIGNAL
INPUT CLUTCH FEED
INPUT CLUTCH
TORQUE SIGNAL
TCC SIGNAL (PWM)
ACTUATOR FEED
CONVERTER FEED
TCC REGULATED APPLY
TCC RELEASE
TCC APPLY
COOLER
LUBE/LINE
DECREASE
D-4
FORWARD SERVO
LO/1ST GEAR
1-2 ACCUMULATOR
2-3 ACCUMULATOR
3-4 ACCUMULATOR
2ND
2ND EXHAUST
2ND CLUTCH
2-3 OFF SIGNAL
3RD
3RD/EXHAUST
3RD CLUTCH
3RD CLUTCH/LO -1ST
4TH CLUTCH
4TH CLUTCH EXHAUST
D3
D2
MANUAL 2-1 SERVO
LO
LO-1ST
REVERSE
REVERSE SERVO
EXHAUST
CASTING VOID
COMPONENTS (
(28)
(29)
(37)
(38)
(124)
(125)
(126)
(219)
(372)
(373)
(382)
96B

VENT ASSEMBLY
PLUG, PIPE
PIPE, LUBE OIL
CHECKBALLS #1, #2, #3, #4, #7, #8, #9, #10
CHECKBALL #5, #6
SCREEN ASSEMBLY
;;
;;
;;
;;
;;
;;;;
OVERDRIVE RANGE 4-3 DOWNSHIFT(Torque Converter Clutch Released)
;;
;;
;;
;;;
;;;
;
;;
;;
42
(219)
43
PUMP COVER (201)

OIL PUMP BODY (202)

(Pump Cover Side)
18
36
35
37
43
42
;;
10
31
10
25
;;
2
28
27
27
12
13
25
15
42
43
13
25
31
22
42
14
8 42 1111
19
42
43
11
24
24
2 10
43
29
23
42
23
5 43
42
29
20
22
42
42
39
2 8 43
18 29 42 29
42
372(#7)
11
24
31
22
2518 20
6 18 2
36 3742
28
39
11
7 6 29 33 42
13
42
29
39
18
13
19
OIL PUMP BODY (202)

18
42
13
13
28
21
42
38
28
37
29
28 36
43
43
36
43
43
17
19
38
35
39
11 2
40
40
42
18
19
41
19
38
17
42
43
18
17
40
18
17
17
373(#6)
42
42
42
;;;;
;;;;
;;;;
;;;;;;
;;
;;;;;;;;
;;
;;;;;
;;;
;
;;
;;;;;
;;;;;
;;;;;
;;;;
;;;;;
;;
;;
;;
;;;
;;
;;;
;;;
;;;
;;;
;
;;;
;;;
;;;
;
;;;;;
;;;
;
;
;;;;;
373(#5)
23
19
43
372(#8)
12
43
43
43
14 43
43
15
14
372(#9) 372(#10)


(Case Cover Side)
372(#3)
SCREEN/SEAL
ASM. (382)
19
19
19
40
40 40
19
41
19
18
36 35
37
31
31
42
23
42
23
22
29
2
29
20
29
8 2 8 42
11
24
24
13
31
25
25
GASKET
IDENTIFICATION
22
42e
33a 29h 6a 18b
29g
42b
18c
39e
33
SCREEN/SEAL
ASM. (382)
15
31
35b
8d
6
33
;;
;;
18
32
42
24
24
42
23
27
25
13
25
14
42
43
11
18
14
372(#4)
24
33
43
42
37
22
42
24
16
42
13
31
19
25
15
31
39
43
29
13
43
43
25
43
15
42
11
12
31
37
27
23
22
27
23
13/14
14
GASKET(369)
(37)
42
;;
20
11
43
37
43 43
37
35
11
13/14
33
31
12 42
39
35
25
43
12
26
42
43
13
19
GASKET
IDENTIFICATION
11
36
43
11
18
29
14
42
19
31
10
10
20
2 8
25
39
29
11
25
11
22
23
31
42
22
23
30
31
2
16
;;
;;
29
31
22
2
29 20
36
20
11
38
(411)
42 35
24
37
40
19
29
18
41
18
39
10
11
29
43
11d
10
10
34
37
10a
20
39 39
35
2k
29
38 36 35
39
25
36
11c
;
;
;;;;
;;
;
;;;;;
;
2
18
19
42
39
39
2m
8c
SCREEN/SEAL
ASM. (382)
18
18
37
SPACER PLATE (370)
GASKET(371)
19
43
38
38
36
29c
25b
31b/29b 31a/29a 20c
14c
31e
8g
42b 11g
42d 42f
24
8e
9a
2w
4
31c
19
22c
2p 1013a 11e
22b 3
9b
12a
42g
16/2s
2t
11f
24b
18
8f
2r
6
12
9
42a
24c
11
2v
2q
13b
23c
8
42c
26
23a
5
31d 25c
12b
22a
25d
32
2n
19f
25e/27b
27c
25
1a
13c/14a
15a
25f/27a
23b
14b
19g
19
19
41
2h
29f 29d 20b/2z
24a
40 41
8a
2y
23
14
19
6b
37d
14
37a
8b
14
2/11
18
19
28
19
23
32/31f 43a/2g
11
12 42
;;
;
;;;;
;;
; ;;;
;;
39a 39b
21
10
13
SCREEN/SEAL
ASM. (382)
17
12
26
27
37b/36c
25
11
36b 35a
37c
14
13
42
11
;;
;;
31
29
29
2d
41
39c 27 5a/10c
1
11b
10b
25a 39d/38c
18e 18d
36a
10
18
42
18
24
11
29
20
34
33
36
22
2
22
2
2
29
39
37
;
;
;;
;;;;
;;;
;;;;;;
;
39
38
36
37
3a
2a
41b/40b 19d/18f
15
18g
19e 2c
20
29
40a
SCREEN/SEAL
41a
2b/11a
38b
16
19b
41c/40c
ASM. (382)
18a
19c/18k
SCREEN/SEAL
30
7a
29e 20a
39f
ASM. (382)
2x
38a
2f/4a 2e
38
18
25
18
2/11
39
38
372(#1)
372(#2)
CASE COVER (400)

NOTE:
(38)
2
2
3
10
3
3
10
41
35
43
22 23
27
42
31
15
42
37
19
43
13
15
;;
;;;;
45
;;;;
;;;;
15
(28)
33
42
19 37
13
31 27
23
31
16
15
31
CASE (3)
(Case Cover Face)
Figure 92
37
19
16
45
FOLDOUT 97
22
(29)
16
15
(28)
(130)
16
19

19
37
16
23
37
16
16
16
37
27
22
16
22
;;
;;
;;
16
LUBE
(128)
23
11
(29)
CASE COVER (400)

(Case Side)
27
23
33
42
42
16
;;;
;;;
;;;
;;;
;;
;;
22
31
;;;;
;;;;
24
33
16
42
43
;
;;
;;
;;
;;;;;
42
27
42
42
32
38
42
42
33
412
(126)
45
35
38
41
19
;;
16
ACCUMULATOR
HOUSING (140)
CASE (3)
(Bottom)
(124)
FORWARD SERVO
APPLY PIPE
(125)
MANUAL SERVO
APPLY PIPE
31
27
23
22
37
16
22
27
37
16
31
31
27
23 23
22
31
19
37

43
22
27
;
37
16
ACCUMULATOR
SPACER PLATE (134)
ACCUMULATOR
COVER (132)
(126)
LUBE
PIPE
(124)
FORWARD SERVO
APPLY PIPE
(125)
MANUAL SERVO
APPLY PIPE
19
44
DRIVEN SPROCKET
SUPPORT
(609)
37
2/1 MANUAL SERVO

BODY COVER (104)
;;;;;
;;;;;
;
;;;;;
;;;;;
;;;;;
;;;;;
;;;;;
;;;;;
DRIVE RANGE MANUAL THIRD
LUBE
LUBE
COOLER
EX
LINE
D-4
LO
LO-1ST
EX
PRN
REVERSE
PRN
D-2
D-3
LUBE
COOLER
LUBE
COOLER
LUBE
1-2 ACCUM
2-3 ACCUM
2ND CL
LINE
MAN 2-1 SERVO FD
CASE (3)
ACCUMULATOR
COVER
(132)
EX
LINE
2ND CL
ACTUATOR FD
3RD CLUTCH
3-4 ACCUM
FWD SERVO
D4
LINE
42c
22a
2-3 AC
23c
23b
22b
2v
23a
ACT FD
EX
2t
FILT LINE
D4
D3
EX
EX
EX
2r
8f
2q
29h
8e
2k
EX
D2
LO
PRN
4TH CL
2ND CLUTCH
FWD SERVO
3RD CLU
2-3 SIGNAL
REVERSE
3RD CLUTCH
LO-1ST
19e
7a
41c
19d
40c
D3
D4
EX
EX
TORQUE SIG
3RD
TORQUE SIG
LINE
6a
8g
6b
29g
8d
18f
40b
REV SERV
INPUT CL
EX
INPUT CL FD
EX
LINE
LINE
TORQUE SIG
3RD
INPUT CL FD
EX
LINE
2m
42b
12a
12b
41b
40a
41a
18g
D-4
EX
D SRV AP
EX
FWD BST
REV BST
EX
EX
EX
LINE
EX
3RD CLU/ LO 1ST
19c
18k
D-4
2z
19b
2y
20b
2x
2d
20a
LOW /1ST GEAR

LINE
LINE
LINE
3RD
ORIF EX
EX
VBS
42a
9b
15a
9a
29f
2n
29e
2h
EX
EX
TCC SIG (PWM)
8c
TCC REG APP
ACT FD
2c
2a
LINE
LINE
EX
3RD
3RD
2b
11a
3a
LO-1ST
PRN
TORQ SIG
CONV FD
TORQUE SIG
LOW/1ST GEAR
LINE
D4
D3
2ND
11b
39b
8b
8a
5a 10c
10b
ACT FD
1-2,3-4 SIG
CONV FD
LO-1ST
3RD
TORQUE SIG
20c
11c
2s
38c
11d
11g
11e
16a
39c
39a
11f
29b
29c
29a
39d
31b
38b
31a
29d
38a
REV
ORIFICED
CUP PLUG
MANUAL SERVO
APPLY PIPE
(125)
FWD SERVO
Figure 93
3RD
3RD CL
LO
10a
LINE
14a
13c
13b
27c
D2
13a
EX
FORWARD
SERVO
(15-22)
27b
2ND CL
FORWARD SERVO
APPLY PIPE
(124)
MANUAL
2/1 SERVO
(108)
25e
25d
27a
25c
25f
25b
TCC RELEASE
LO
D4
EX
2ND
LINE
2ND CL
MAN 2-1 SERVO FD
FWD SERVO
COOLER
25a
EX
14c
LINE
LINE
14b
COOLER
3RD CL
MAN 2-1 SERVO FD
1-2 ACCUM
1-2 ACCUM
2-3 ACCUM
CASE COVER (400)

CASE (3)
ACCUMULATOR
SPACER PLATE
(134)
LUBE PIPE
(126)
ACCUMULATOR
HOUSING
(140)
ACTUATOR FD
XE
1-2
ACCUMULATOR
(136)
2-3
ACCUMULATOR
(136)
EX
ACT FD
ACT FD
CASE COVER(400)
24b
LINE
4TH CL
LINE
XE
24a
3-4 ACCUM
37d
8
24c
4TH CL
ACT FD LIM VALVE
3-4 ACC
EX
37c
11
2-3 ACCUM
2p
18e
42d
42f
42g
2g 43a
3
2w
10
22
EX
21
18d
42e
1-2 ACCUM
LINE
1-2 ACCUM
LINE
D4
3-4 ACCUM
18c
2e
SUCTION
18b
1-2 ACCUM VALVE
13
EXH
37a
ORIFICED
37b
REVERSE
D3
36c
2-3 SIG
MAN 2-1 SERVO
LINE
2-3 OFF SIG
#8
3-2 MAN DS
33a
36b
2-3 SHIFT VALVE
TORQ SIG
TCC APPLY
PRN
D2
AUX INP CL FD
REV SERVO
D3
TCC RELEASE
35b
D3
31e
35a
23
3RD
36a
MANUAL VALVE
EX
D2
COOLER
BALL
CHECK
VALVE
1 2 D D NR
3RD CL
31d
3RD CL
LO-1ST
31c
39f
32
39e
D4
#4
EX
2f
30
OFF
N.O.
18a
4a
31f
LO
BLOW OFF
VALVE
19f
D4
2-3 SIG
4-3 MDS
4TH CL
2-3 OFF SIG
LINE
2-3 Shift
Solenoid
#3
AUX INPUT CL FD
3-4 SHIFT VALVE
LINE
LINE
REV SERVO
19g
3RD
COOLER
CONNECTOR
(29)
#6
20
#5
2ND CL
TORQUE
CONVERTER
BLOW-OFF
BOTTOM
PAN
(24)
REVERSE
IN CL FD
TORQUE SIG
EX
COOLER
32
18
FILTER
ASSEMBLY
(100)
29
D3
98
#1
D4
PRESSURES
INTAKE & DECREASE
CONVERTER & LUBE
MAINLINE
ACTUATOR FEED
ACCUMULATOR
SOLENOID SIGNAL
TORQUE SIGNAL
TCC REG APPLY
THERMOSTATIC
ELEMENT
(121)
LINE
TCC CONTROL VALVE
TCC REL
26
25
D2
#2
D-4
TORQUE SIG REG
TORQUE SIG
CONVERTER FEED
3RD
LOW/1ST GEAR
CONVERTER FEED
D2
2ND
TCC APPLY
#10
1-2,3-4 SIG
2ND
3RD
LO
33
1-2 SHIFT VALVE
ACT FD
TCC
CONTROL
(PWM) EX
Solenoid
LINE
DECREASE
D4
16
PRESS REG VALVE
REVERSE
Pressure
Control
Solenoid
TCC RELEASE
LINE REV BST
1-2, 3-4
Shift
Solenoid
N.O. OFF
15
LO-1ST
17
31
2ND
TFP
SWITCH
4TH CL
INPUT CL
2ND CL
3RD CL/LO-1ST
3RD CL
LO
LO-1ST
PRN
REVERSE
LINE
TCC APPLY
19
12
LUBE
LOW /1ST GEAR

CONVERTER FEED
LO-1ST
LO
OIL
PUMP
D2
REV
LINE
D3
14
27
REVERSE
SERVO
(39-49)
#7
LINE
PRESSURE
TAP
(38)
EX
3RD CL/LO-1ST
4TH CL
INPUT CL
2ND CL
3RD CL/LO-1ST
3RD CL
LO
LO-1ST
CHAIN OILER
D4
#9
24
3RD
DECREASE
LUBE
GASKET (371)
PUMP
BODY
(202)
LUBE
28
2ND CL
COOLER
INPUT CL
GASKET (369)
DECREASE
INPUT CL
3RD CL/LO-1ST
INPUT HOUSING
ASSEMBLY (632)
3RD CL/LO-1ST
2ND CL
4TH CL
CASE (3)
CASE COVER (400)
SPACER PLATE (370)
TCC APPLY
4TH CLUTCH
HOUSING
DRIVEN SPROCKET
SUPPORT (609)
RELEASE
INPUT CL
TCC
TORQUE
CONVERTER
(1)
DRIVE RANGE - MANUAL THIRD


See Overdrive Range Third Gear (page 92A) for possible
faults and conditions related to normal third gear operation.
NO ENGINE COMPRESSION BRAKING

Input Clutch
Piston (636) and Seals (634, 635) Binding, cracked, leaking.

Clutch Plates (654-658) Friction material worn, splines broken.
Spring and retainer assembly (637) Binding, broken.
Input Housing Sleeve and Shaft (632) Damaged, cracked,
fluid feed holes restricted, seal rings leaking.
Housing Retainer and Ball Assembly (633) Missing, loose,
plugged.
Input Clutch Fluid Routing

Valve Body Gaskets and Spacer Plate; Channel Plate and
Gasket; Driven Sprocket Support Porosity, misaligned,
loose, fluid restriction, fluid leak across channels.
Driven Sprocket Support Seals Leaking.
Fluid Level or Pressure


Stuck in 4th gear position. (No input clutch apply).

Misaligned.
1-2, 3-4
SHIFT
SOL
2-3
SHIFT
SOL
@OFF
@OFF
4TH
CLUTCH
REVERSE
BAND
2ND
CLUTCH
3RD
CLUTCH
3RD
SPRAG
CLUTCH
INPUT
CLUTCH
INPUT
SPRAG
CLUTCH
APPLIED APPLIED HOLDING APPLIED HOLDING
2/1
BAND
1/2
SUPPORT
ROLLER
CLUTCH
FORWARD
BAND
OVERRUN
98A
DRIVE RANGE - MANUAL THIRD

PASSAGES
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
SUCTION
LINE
PRN
2-3 SIGNAL
1-2, 3-4 SIGNAL
INPUT CLUTCH FEED
INPUT CLUTCH
TORQUE SIGNAL
TCC SIGNAL (PWM)
ACTUATOR FEED
CONVERTER FEED
TCC REGULATED APPLY
TCC RELEASE
TCC APPLY
COOLER
LUBE/LINE
DECREASE
D-4
FORWARD SERVO
LO/1ST GEAR
1-2 ACCUMULATOR
2-3 ACCUMULATOR
3-4 ACCUMULATOR
2ND
2ND EXHAUST
2ND CLUTCH
2-3 OFF SIGNAL
3RD
3RD/EXHAUST
3RD CLUTCH
3RD CLUTCH/LO -1ST
4TH CLUTCH
4TH CLUTCH EXHAUST
D3
D2
MANUAL 2-1 SERVO
LO
LO-1ST
REVERSE
REVERSE SERVO
EXHAUST
CASTING VOID
COMPONENTS (
(28)
(29)
(37)
(38)
(124)
(125)
(126)
(219)
(372)
(373)
(382)
98B

VENT ASSEMBLY
PLUG, PIPE
PIPE, LUBE OIL
CHECKBALLS #1, #2, #3, #4, #7, #8, #9, #10
CHECKBALL #5, #6
SCREEN ASSEMBLY
;;
;;
;;
;;
;;
;;;;
DRIVE RANGE MANUAL THIRD
;;
;;
;;
;;;
;;;
;
;;
;;
42
(219)
43
PUMP COVER (201)

OIL PUMP BODY (202)

(Pump Cover Side)
18
36
37
43
42
23
31
10
25
;;
2
28
27
27
12
13
25
15
42
43
13
25
31
22
42
14
8 42 1111
19
42
43
11
24
24
2 10
43
29
23
42
;;
10
29
20
22
42
5 43
42
2 8 43
18 29 42 29
42
372(#7)
11
24
31
22
42
39
6 18 2
36 3742
28
2518 20
7 6 29 33 42
13
42
29
39
11
39
18
13
19
OIL PUMP BODY (202)

18
42
13
13
28
21
42
38
28
37
29
28 36 35
43
43
36
43
43
17
19
38
35
39
11 2
40
40
42
18
19
41
19
38
17
42
43
18
17
40
18
17
17
373(#6)
42
42
42
;;;;
;;;;
;;;;
;;;;;;
;;
;;;;;;;;
;;
;;;;;
;;;
;
;;
;;;;;
;;;;;
;;;;;
;;;;
;;;;;
;;
;;
;;
;;;
;;
;;;
;;;
;;;
;;;
;;;
;;;
;;;
;;;;;
;;;
;
;
;;;;;
373(#5)
23
19
43
372(#8)
12
43
43
43
14 43
43
15
14
372(#9) 372(#10)


(Case Cover Side)
372(#3)
SCREEN/SEAL
ASM. (382)
19
19
19
40
40 40
19
41
19
18
36 35
37
31
31
42
23
42
23
22
29
2
29
20
29
8 2 8 42
11
24
24
13
31
25
25
GASKET
IDENTIFICATION
22
42e
33a 29h 6a 18b
29g
42b
18c
39e
33
SCREEN/SEAL
ASM. (382)
40 41
2
15
35b
31
8d
6
33
;;
;;
18
32
43
24
31
31
37
42
22
22
2
16
23
42
24
42
27
30
31
24
23
22
23
;;
;;
29 20
25
25
13
10
13/14
14
43 43
37
42
43
11
18
33
43
42
37
22
42
24
16
42
13
31
19
25
15
372(#4)
24
13
31
39
43
29
25
43
14
42
11
43
43
37
42
;;
20
12
15
35
11
43
31
37
27
23
22
27
23
13/14
14
GASKET(369)
(37)
33
25
39
35
31
12
26
42
11
43
36
43
12 42
11
18
43
11
25
29
13
19
GASKET
IDENTIFICATION
10
14
42
19
31
(411)
39
29
20
2 8
36
20
11
38
11
25
11
40
42 35
19
29
18
41
18
39
10
11
29
29
11d
10
10
34
37
10a
8c
23
20
39 39
2m
2k
29
38 36 35
39
25
35
11c
;
;
;;;;
;;
;
;;;;;
;
2
18
19
42
39
39
36
37
SCREEN/SEAL
ASM. (382)
18
18
2h
SPACER PLATE (370)
GASKET(371)
19
43
38
38
36
29c
25b
31b/29b 31a/29a 20c
14c
31e
8g
42b 11g
42d 42f
24
8e
9a
2w
4
31c
19
22c
2p 1013a 11e
22b 3
9b
12a
42g
16/2s
2t
11f
24b
18
8f
2r
6
12
9
42a
24c
11
2v
2q
13b
23c
8
42c
26
23a
5
31d 25c
12b
22a
25d
32
2n
19f
25e/27b
27c
25
1a
13c/14a
15a
25f/27a
23b
14b
19g
19
19
41
4
8a
2y
29f 29d 20b/2z
24a
14
19
6b
37d
14
37a
8b
14
2/11
18
19
28
19
23
32/31f 43a/2g
11
12 42
;;
;
;;;;
;;
; ;;;
;;
39a 39b
13
SCREEN/SEAL
ASM. (382)
17
21
10
12
26
27
37b/36c
25
11
36b 35a
37c
14
13
42
11
;;
;;
31
29
29
2d
41
39c 27 5a/10c
1
11b
10b
25a 39d/38c
18e 18d
36a
10
18
42
18
24
11
29
20
34
33
36
22
2
22
2
2
29
39
37
;
;
;;
;;;;
;;;
;;;;;;
;
39
38
36
37
3a
2a
41b/40b 19d/18f
15
18g
19e 2c
20
29
40a
SCREEN/SEAL
41a
2b/11a
38b
16
19b
41c/40c
ASM. (382)
18a
19c/18k
SCREEN/SEAL
30
7a
29e 20a
39f
ASM. (382)
2x
38a
2f/4a 2e
38
18
25
18
2/11
39
38
372(#1)
372(#2)
CASE COVER (400)

NOTE:
(38)
2
2
3
10
3
3
10
41
27
42
31
42
37
19
43
13
15
;;;;
;;;;
15
(28)
33
42
19 37
13
31 27
23
23
31
15
16
16
22
37
37
19
16
CASE (3)
(Case Cover Face)
FOLDOUT 99
22
(29)
16
15
(28)
(130)
16
19

19
37
37
27
45
16
16
23
;;
;;
;;
16
LUBE
(128)
23
31
22
16
16
Figure 94
11
(29)
CASE COVER (400)

(Case Side)
27
33
22 23
15
;;
;;;;
45
42
42
16
;;;
;;;
;;;
;;;
;;
;;
22
31
;;;;
;;;;
24
33
16
42
43
;
;;
;;
;;
;;;;;
42
27
42
42
32
38
42
42
33
412
(126)
45
35
43
35
38
41
19
;;
16
ACCUMULATOR
HOUSING (140)
CASE (3)
(Bottom)
(124)
FORWARD SERVO
APPLY PIPE
(125)
MANUAL SERVO
APPLY PIPE
31
27
23
22
37
16
22
27
37
16
31
31
27
23 23
22
31
19
37

43
22
27
;
37
16
ACCUMULATOR
SPACER PLATE (134)
ACCUMULATOR
COVER (132)
(126)
LUBE
PIPE
(124)
FORWARD SERVO
APPLY PIPE
(125)
MANUAL SERVO
APPLY PIPE
19
44
DRIVEN SPROCKET
SUPPORT
(609)
37
2/1 MANUAL SERVO

BODY COVER (104)
;;;;;
;;;;;
;;;;;
;
;;;;;
;;;;;
;;;;;
;;;;;
;;;;;
DRIVE RANGE MANUAL SECOND
REV SERVO
LUBE
LUBE
COOLER
EX
LINE
D-4
LO
EX
PRN
REVERSE
PRN
D-2
D-3
LUBE
COOLER
2ND CL
LUBE
COOLER
LUBE
1-2 ACCUM
2-3 ACCUM
MAN 2-1 SERVO FD
CASE (3)
ACCUMULATOR
COVER
(132)
LINE
LO
PRN
LO-1ST
2ND CLUTCH
3RD CLUTCH
LINE
REVERSE
4TH CL
3RD CLUTCH
FWD SERVO
3-4 ACCUM
FWD SERVO
D4
LINE
42c
2ND CL
D4
D3
2-3 AC
22a
23c
23b
22b
2v
23a
ACT FD
EX
2r
2t
ACTUATOR FD
D2
EX
EX
D4
EX
EX
FILT LINE
2-3 SIGNAL
3RD CLU
REV SERV
D3
INPUT CL
EX
2q
29h
8e
2k
6a
2h
8g
6b
29g
8d
EX
LO-1ST
19e
40c
18f
40b
7a
41c
19d
41b
40a
D-4
EX
REV BST
EX
EX
TORQUE SIG
3RD
TORQUE SIG
LINE
LINE
2m
42b
12b
12a
2n
42a
15a
9a
29f
29e
8c
41a
18g
18k
D-4
EX
FWD BST
LINE
LINE
LINE
TORQUE SIG
3RD
INPUT CL FD
TCC REG APP
14a
3RD CLU/ LO 1ST
19c
19b
2y
20b
2z
2x
2d
20a
LOW /1ST GEAR

LINE
LINE
D SRV AP
EX
EX
EX
LINE
10a
9b
8f
VBS
3RD
ORIF EX
EX
EX
INPUT CL FD
EX
3RD
TCC SIG (PWM)
2c
2a
LINE
LINE
EX
ACT FD
2b
11a
3a
11b
LO-1ST
PRN
3RD
3RD
D3
2ND
EX
CONV FD
TORQUE SIG
LOW/1ST GEAR
LINE
D4
D2
39b
8b
TORQ SIG
TORQUE SIG
3RD
8a
5a 10c
20c
11e
ACT FD
1-2,3-4 SIG
CONV FD
LO-1ST
11c
10b
2s
38c
11d
11g
16a
39a
11f
39c
39d
38b
31b
29a
29b
29c
REV
LO
D4
3RD CL
31a
29d
38a
14c
EX
EX
LINE
13c
13b
13a
LO
LINE
27c
25d
27a
25e 27b
25c
25f
25b
TCC RELEASE
EX
2ND
25a
EX
EX
FORWARD
SERVO
(15-22)
LINE
14b
SUCTION
TCC APPLY
TCC RELEASE
ORIFICED
CUP PLUG
FORWARD SERVO
APPLY PIPE
(124)
COOLER
2ND CL
MAN 2-1 SERVO FD
MANUAL
2/1 SERVO
(108)
ACCUMULATOR
SPACER PLATE
(134)
FWD SERVO
COOLER
2ND CL
LINE
3RD CL
MAN 2-1 SERVO FD
1-2 ACCUM
LUBE PIPE
(126)
ACCUMULATOR
HOUSING
(140)
1-2 ACCUM
2-3 ACCUM
24b
1-2
ACCUMULATOR
(136)
2-3
ACCUMULATOR
(136)
24a
CASE COVER (400)

CASE (3)
CASE COVER(400)
EX
ACTUATOR FD
LINE
37c
37d
8
24c
18e
42d
42f
42g
ACT FD
ACT FD
2g 43a
3
2w
XE

ACT FD LIM VALVE
XE
EX
21
18d
LINE
EX
2e
4TH CL
18c
3-4 ACCUM
18b
4TH CL
13
Figure 95
37a
COOLER
BALL
CHECK
VALVE
TORQUE
CONVERTER
BLOW-OFF
BOTTOM
PAN
(24)
37b
2p
REVERSE
36c
3-4 ACC
PRN
35b
11
D3
33a
10
22
D3
1 2 D D NR
MANUAL VALVE
EX
36b
D4
23
2-3 ACCUM
EX
35a
3-4 ACCUM
36a
42e
2-3 OFF SIG
LO
BLOW OFF
VALVE
3RD CL
1-2 ACCUM
LINE
1-2 ACCUM
LINE
D4
LINE
31d
LO-1ST
3RD CL
2-3 SIG
MAN 2-1 SERVO
TORQ SIG
31c
#8
D2
AUX INP CL FD
D3
2ND CL
39f
32
31e
LINE
LINE
D2
#4
39e
31f
3-2 MAN DS
TORQUE SIG
ON
2f
30
ORIFICED EXH
32
2-3 Shift
Solenoid
N.O.
18a
19f
4a
1-2 ACCUM VALVE
18
D3
3RD
2-3 SHIFT VALVE
TCC REG APPLY
D4
2-3 SIG
4-3 MDS
4TH CL
2-3 OFF SIG
D4
19g
AUX INPUT CL FD
3-4 SHIFT VALVE
#1
TCC REL
3RD
#3
TCC CONTROL VALVE
#6
20
26
COOLER
CONNECTOR
(29)
IN CL FD
#5
REVERSE
FILTER
ASSEMBLY
(100)
LINE
REV SERVO
EX
25
COOLER
100
PRESSURES
INTAKE & DECREASE
CONVERTER & LUBE
MAINLINE
ACTUATOR FEED
ACCUMULATOR
SOLENOID SIGNAL
TORQUE SIGNAL
#2
LINE
TORQUE SIG REG
D2
TCC
CONTROL
(PWM) EX
Solenoid
29
THERMOSTATIC
ELEMENT
(121)
ACT FD
TORQUE SIG
CONVERTER FEED
3RD
LOW/1ST GEAR
CONVERTER FEED
D2
2ND
TCC APPLY
1-2,3-4 SIG
2ND
3RD
1-2 SHIFT VALVE
#10
33
D-4
D4
Pressure
Control
Solenoid
LO
LO-1ST
2ND
LINE
DECREASE
1-2, 3-4
Shift
Solenoid
N.O. OFF
TFP
SWITCH
REVERSE
16
PRESS REG VALVE
TCC RELEASE
15
LINE REV BST
LO
D2
17
TCC APPLY
31
REV
LINE
LINE
19
12
4TH CL
INPUT CL
2ND CL
3RD CL/LO-1ST
3RD CL
LO
LO-1ST
PRN
REVERSE
14
27
OIL
PUMP
LOW /1ST GEAR

CONVERTER FEED
LO-1ST
#9
#7
LUBE
4TH CL
INPUT CL
2ND CL
3RD CL/LO-1ST
3RD CL
LO
LO-1ST
CHAIN OILER
24
LINE
PRESSURE
TAP
(38)
EX
REVERSE
SERVO
(39-49)
D4
D3
3RD CL/LO-1ST
LUBE
3RD
DECREASE
28
GASKET (371)
PUMP
BODY
(202)
LUBE
2ND CL
GASKET (369)
DECREASE
COOLER
INPUT CL
CASE (3)
CASE COVER (400)
SPACER PLATE (370)
INPUT CL
3RD CL/LO-1ST
INPUT HOUSING
ASSEMBLY (632)
3RD CL/LO-1ST
2ND CL
4TH CL
TCC APPLY
4TH CLUTCH
HOUSING
DRIVEN SPROCKET
SUPPORT (609)
RELEASE
INPUT CL
TCC
TORQUE
CONVERTER
(1)
MANUAL SERVO
APPLY PIPE
(125)
FWD SERVO
DRIVE RANGE - MANUAL SECOND

(From Drive Range - Manual Third)
NO MANUAL SECOND GEAR

See Overdrive Range Second Gear (page 90A) for possible
faults and conditions related to normal second gear operation.

Input Clutch
No apply / slipping (See MANUAL THIRD page 98A)
2-1 Manual Band Servo
No apply / slipping.
Servo Piston (108) Broken, binding.
Servo Piston Seal (107) Leaking.
Servo Pin (111) and Springs (109, 112) Binding, broken.
Band Apply Fluid Routing

channels.

Leaking, inoperative.

Stuck in third gear position.

Misaligned.
1-2, 3-4
SHIFT
SOL
2-3
SHIFT
SOL
@OFF
@ON
4TH
CLUTCH
REVERSE
BAND
2ND
CLUTCH
APPLIED
3RD
CLUTCH
3RD
SPRAG
CLUTCH
INPUT
CLUTCH
INPUT
SPRAG
CLUTCH
OVERRUN
2/1
BAND
1/2
SUPPORT
ROLLER
CLUTCH
FORWARD
BAND
HOLDING APPLIED
100A
DRIVE RANGE - MANUAL SECOND

(From Drive Range - Manual Third)
PASSAGES
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
SUCTION
LINE
PRN
2-3 SIGNAL
1-2, 3-4 SIGNAL
INPUT CLUTCH FEED
INPUT CLUTCH
TORQUE SIGNAL
TCC SIGNAL (PWM)
ACTUATOR FEED
CONVERTER FEED
TCC REGULATED APPLY
TCC RELEASE
TCC APPLY
COOLER
LUBE/LINE
DECREASE
D-4
FORWARD SERVO
LO/1ST GEAR
1-2 ACCUMULATOR
2-3 ACCUMULATOR
3-4 ACCUMULATOR
2ND
2ND EXHAUST
2ND CLUTCH
2-3 OFF SIGNAL
3RD
3RD/EXHAUST
3RD CLUTCH
3RD CLUTCH/LO -1ST
4TH CLUTCH
4TH CLUTCH EXHAUST
D3
D2
MANUAL 2-1 SERVO
LO
LO-1ST
REVERSE
REVERSE SERVO
EXHAUST
CASTING VOID
COMPONENTS (
(28)
(29)
(37)
(38)
(124)
(125)
(126)
(219)
(372)
(373)
(382)
100B

VENT ASSEMBLY
PLUG, PIPE
PIPE, LUBE OIL
CHECKBALLS #1, #2, #3, #4, #7, #8, #9, #10
CHECKBALL #5, #6
SCREEN ASSEMBLY
;;
;;
;;
;;
;;
;;;;
DRIVE RANGE MANUAL SECOND
;;
;;
;;
;;;
;;;
;
;;
;;
42
(219)
43
PUMP COVER (201)

OIL PUMP BODY (202)

(Pump Cover Side)
18
36
35
37
43
42
23
31
10
25
;;
2
28
27
27
12
13
25
15
42
43
13
25
31
22
42
14
8 42 1111
19
42
43
11
24
24
2 10
43
29
23
42
;;
10
29
20
22
42
5 43
42
2 8 43
18 29 42 29
42
372(#7)
11
24
31
22
42
39
6 18 2
36 3742
28
2518 20
7 6 29 33 42
13
42
29
39
11
39
18
13
19
OIL PUMP BODY (202)

18
42
13
13
28
21
42
38
28
37
29
28 36
43
43
36
43
43
17
19
38
35
39
11 2
40
40
42
18
19
41
19
38
17
42
43
18
17
40
18
17
17
373(#6)
42
42
42
;;;;
;;;;
;;;;
;;;;;;
;;
;;;;;;;;
;;
;;;;;
;;;
;
;;
;;;;;
;;;;;
;;;;;
;;;;
;;;;;
;;
;;
;;
;;;
;;
;;;
;;;
;;;
;;;
;
;;;
;;;
;;;
;
;;;;;
;;;
;
;
;;;;;
373(#5)
23
19
43
372(#8)
12
43
43
43
14 43
43
15
14
372(#9) 372(#10)


(Case Cover Side)
372(#3)
SCREEN/SEAL
ASM. (382)
19
19
19
40
40 40
19
41
19
18
36 35
37
31
31
42
23
42
23
22
29
2
29
20
29
8 2 8 42
11
24
24
13
31
25
25
GASKET
IDENTIFICATION
22
42e
33a 29h 6a 18b
29g
42b
18c
39e
33
SCREEN/SEAL
ASM. (382)
40 41
2
15
35b
31
8d
6
33
;;
;;
18
32
43
24
31
31
37
42
22
22
2
16
23
42
24
42
27
30
31
24
23
22
23
;;
;;
29 20
25
25
13
10
11
14
43 43
37
42
43
11
18
33
43
42
37
22
42
24
16
42
13
31
19
25
15
372(#4)
24
13
31
39
43
29
25
43
14
42
11
43
43
37
42
;;
20
12
15
35
11
43
31
37
27
23
22
27
23
13/14
14
GASKET(369)
(37)
33
25
13/14
39
35
31
12 42
42
11
43
36
43
12
26
18
43
11
25
29
13
19
GASKET
IDENTIFICATION
10
14
42
19
31
(411)
39
29
20
2 8
36
20
11
38
11
25
11
40
42 35
19
29
18
41
18
39
10
11
29
29
11d
10
10
34
37
10a
8c
23
20
39 39
2m
2k
29
38 36 35
39
25
35
11c
;
;
;;;;
;;
;
;;;;;
;
2
18
19
42
39
39
36
37
SCREEN/SEAL
ASM. (382)
18
18
2h
SPACER PLATE (370)
GASKET(371)
19
43
38
38
36
29c
25b
31b/29b 31a/29a 20c
14c
31e
8g
42b 11g
42d 42f
24
8e
9a
2w
4
31c
19
22c
2p 1013a 11e
22b 3
9b
12a
42g
16/2s
2t
11f
24b
18
8f
2r
6
12
9
42a
24c
11
2v
2q
13b
23c
8
42c
26
23a
5
31d 25c
12b
22a
25d
32
2n
19f
25e/27b
27c
25
1a
13c/14a
15a
25f/27a
23b
14b
19g
19
19
41
4
8a
2y
29f 29d 20b/2z
24a
14
19
6b
37d
14
37a
8b
14
2/11
18
19
28
19
23
32/31f 43a/2g
11
12 42
;;
;
;;;;
;;
; ;;;
;;
39a 39b
13
SCREEN/SEAL
ASM. (382)
17
21
10
12
26
27
37b/36c
25
11
36b 35a
37c
14
13
42
11
;;
;;
31
29
29
2d
41
39c 27 5a/10c
1
11b
10b
25a 39d/38c
18e 18d
36a
10
18
42
18
24
11
29
20
34
33
36
22
2
22
2
2
29
39
37
;
;
;;
;;;;
;;;
;;;;;;
;
39
38
36
37
3a
2a
41b/40b 19d/18f
15
18g
19e 2c
20
29
40a
SCREEN/SEAL
41a
2b/11a
38b
16
19b
41c/40c
ASM. (382)
18a
19c/18k
SCREEN/SEAL
30
7a
29e 20a
39f
ASM. (382)
2x
38a
2f/4a 2e
38
18
25
18
2/11
39
38
372(#1)
372(#2)
CASE COVER (400)

NOTE:
(38)
2
2
3
10
3
3
10
41
37
19
43
13
15
;;;;
;;;;
15
(28)
13
27
31 27
23
31
15
16
16
22
23
22
37
19
16
CASE (3)
(Case Cover Face)
FOLDOUT 101
(29)
16
15
22
(28)
(130)
16
19

19
37
37
27
45
16
23
37
;;
;;
;;
16
LUBE
(128)
16
23
31
22
16
16
Figure 96
;;;
;;;
;;;
;;;
;;
;;
11
(29)
CASE COVER (400)

(Case Side)
33
42
19 37
22 23
42
31
33
42
27
15
;;
;;;;
45
42
42
16
31
;;;;
;;;;
24
33
16
42
43
;
;;
;;
;;
;;;;;
42
27
42
42
32
38
42
42
33
412
(126)
45
35
43
35
38
41
19
;;
16
ACCUMULATOR
HOUSING (140)
CASE (3)
(Bottom)
31
27
23
22
37
16
22
27
;
37
(124)
FORWARD SERVO
APPLY PIPE
(125)
MANUAL SERVO
APPLY PIPE
16
31
31
27
23 23
22
31
19
37

43
22
27
;
37
16
ACCUMULATOR
SPACER PLATE (134)
ACCUMULATOR
COVER (132)
(126)
LUBE
PIPE
(124)
FORWARD SERVO
APPLY PIPE
(125)
MANUAL SERVO
APPLY PIPE
19
44
DRIVEN SPROCKET
SUPPORT
(609)
37
2/1 MANUAL SERVO

BODY COVER (104)
;;;;;
;;;;;
;
;;;;;
;;;;;
;;;;;
;;;;;
;;;;;
;;;;;
DRIVE RANGE MANUAL FIRST
REV SERVO
LUBE
LUBE
COOLER
LO
PRN
REVERSE
4TH CL
3RD CLUTCH
EX
LINE
LO
D-4
EX
PRN
REVERSE
D-2
D-3
PRN
2ND CLUTCH
LUBE
COOLER
FILT LINE
3RD CLUTCH
ACTUATOR FD
3-4 ACCUM
FWD SERVO
2ND CL
D4
LUBE
COOLER
CASE (3)
ACCUMULATOR
COVER
(132)
LINE
2ND CL
ACT FD
LUBE
MAN 2-1 SERVO FD
42c
EX
1-2 ACCUM
2-3 ACCUM
D4
D3
2-3 AC
22a
23c
23b
22b
2v
23a
2r
2t
D2
EX
EX
2q
29h
8e
2k
6a
2h
8g
6b
29g
8d
FWD SERVO
2-3 SIGNAL
3RD CLU
REV SERV
D3
EX
D4
EX
EX
EX
EX
EX
TORQUE SIG
3RD
TORQUE SIG
LINE
LINE
2m
EX
EX
LO-1ST
19e
40c
18f
40b
7a
41c
19d
41b
40a
41a
18g
D-4
EX
REV BST
INPUT CL
LINE
LINE
LINE
INPUT CL FD
EX
TCC REG APP

42b
12b
12a
2n
42a
9b
29f
8c
29e
15a
10a
9a
14a
3RD CLU/ LO 1ST
19c
19b
18k
D-4
2y
EX
FWD BST
LOW /1ST GEAR

LINE
LINE
D SRV AP
EX
EX
EX
LINE
13c
8f
3RD
ORIF EX
EX
VBS
EX
3RD
2z 20b
LINE
LINE
TORQUE SIG
3RD
INPUT CL FD
ACT FD
LINE
2x
2d
20a
2c
2a
2b
11a
3a
EX
EX
3RD
D3
2ND
11b
LO-1ST
PRN
TORQ SIG
TORQUE SIG
CONV FD
TORQUE SIG
LOW/1ST GEAR
LINE
3RD
39b
8a
8b
5a 10c
20c
ACT FD
1-2,3-4 SIG
CONV FD
LO-1ST
3RD
11c
10b
2s
11d
11g
11e
16a
39a
39c
39d
38c
29a
11f
29b
29c
LO
3RD CL
38b
31b
31a
29d
38a
D4
REV
LO-1ST
TCC SIG (PWM)
13b
13a
27c
D2
25d
27a
25e 27b
LINE
25c
25f
EX
FORWARD
SERVO
(15-22)
LINE
25b
LO
D4
EX
TCC RELEASE
2ND
ORIFICED
CUP PLUG
COOLER
2ND CL
MAN 2-1 SERVO FD
FORWARD SERVO
APPLY PIPE
(124)
CASE COVER (400)

CASE (3)
MANUAL
2/1 SERVO
(108)
2ND CL
FWD SERVO
COOLER
ACCUMULATOR
SPACER PLATE
(134)
25a
EX
LINE
LINE
LINE
3RD CL
MAN 2-1 SERVO FD
1-2 ACCUM
LUBE PIPE
(126)
ACCUMULATOR
HOUSING
(140)
14b
SUCTION
1-2 ACCUM
2-3 ACCUM
1-2
ACCUMULATOR
(136)
24b
24a
2-3
ACCUMULATOR
(136)
EX
CASE COVER(400)
14c
TCC APPLY
37d
8
24c
LINE
37c
3-4 ACC
2p
18e
42d
42f
42g
ACT FD
ACT FD
2g 43a
3
2w
ACT FD LIM VALVE

XE
EX
XE
EX
21
18d
LINE
TCC RELEASE
4TH CL
18c
3-4 ACCUM
18b
2e
4TH CL
13
REVERSE
37a
11
37b
2-3 ACCUM
ACTUATOR FD
D3
MANUAL VALVE
D3
EX
1 2 D D NR
PRN
35b
42e
Figure 97
3RD CL
36c
COOLER
BALL
CHECK
VALVE
TORQUE
CONVERTER
BLOW-OFF
BOTTOM
PAN
(24)
31d
D4
33a
3RD CL
36b
3-4 ACCUM
10
LO-1ST
31c
36a
2-3 SIG
MAN 2-1 SERVO
1-2 ACCUM
LINE
1-2 ACCUM
LINE
D4
39f
39e
#8
2-3 OFF SIG
22
D2
AUX INP CL FD
3-2 MAN DS
D3
TORQ SIG
32
35a
ORIFICED EXH
LO
BLOW OFF
VALVE
EX
23
LINE
LINE
31e
1-2 ACCUM VALVE
#4
31f
D2
18a
TORQUE SIG
2ND CL
3RD
19f
4a
2f
30
ON
N.O.
4-3 MDS
2-3 SHIFT VALVE
D4
2-3 SIG
19g
AUX INPUT CL FD
3-4 SHIFT VALVE
LINE
2-3 Shift
Solenoid
32
3RD
18
#6
20
D3
LINE
REV SERVO
#3
#5
COOLER
CONNECTOR
(29)
TCC REG APPLY
4TH CL
2-3 OFF SIG
#1
COOLER
IN CL FD
102
D4
REVERSE
PRESSURES
INTAKE & DECREASE
CONVERTER & LUBE
MAINLINE
ACTUATOR FEED
ACCUMULATOR
SOLENOID SIGNAL
TORQUE SIGNAL
EX
TCC REL
29
#10
TCC CONTROL VALVE
THERMOSTATIC
ELEMENT
(121)
D2
LINE
TORQUE SIG
CONVERTER FEED
3RD
LOW/1ST GEAR
CONVERTER FEED
D2
2ND
TCC APPLY
TORQUE SIG REG
TCC
CONTROL
(PWM) EX
Solenoid
26
25
#2
D-4
LINE
33
1-2 SHIFT VALVE
1-2,3-4 SIG
2ND
3RD
Pressure
Control
Solenoid
LO
ACT FD
D4
PRESS REG VALVE
16
LINE
LO-1ST
1-2, 3-4
Shift
Solenoid
N.O. ON
15
REVERSE
FILTER
ASSEMBLY
(100)
LINE REV BST
DECREASE
2ND
TCC RELEASE
17
TFP
SWITCH
31
LO
LINE
PRESSURE
TAP
(38)
EX
REVERSE
SERVO
(39-49)
4TH CL
INPUT CL
2ND CL
3RD CL/LO-1ST
3RD CL
LO
LO-1ST
PRN
REVERSE
D2
OIL
PUMP
TCC APPLY
3RD CL/LO-1ST
LUBE
19
12
REV
LINE
D4
D3
14
27
LOW /1ST GEAR

CONVERTER FEED
LO-1ST
#7
#9
DECREASE
2ND CL
24
PUMP
BODY
(202)
28
INPUT CL
COOLER
4TH CL
INPUT CL
2ND CL
3RD CL/LO-1ST
3RD CL
LO
LO-1ST
CHAIN OILER
3RD
DECREASE
LUBE
GASKET (369)
GASKET (371)
INPUT CL
3RD CL/LO-1ST
INPUT HOUSING
ASSEMBLY (632)
LUBE
CASE (3)
CASE COVER (400)
SPACER PLATE (370)
TCC APPLY
4TH CLUTCH
HOUSING
DRIVEN SPROCKET
SUPPORT (609)
3RD CL/LO-1ST
2ND CL
4TH CL
RELEASE
INPUT CL
TCC
TORQUE
CONVERTER
(1)
MANUAL SERVO
APPLY PIPE
(125)
FWD SERVO
DRIVE RANGE - MANUAL FIRST

(From Drive Range - Manual Second)
NO MANUAL FIRST GEAR

See Overdrive Range First Gear (page 88A) for possible faults
and conditions related to normal first gear operation.

Input Clutch
No apply / slipping (See MANUAL THIRD page 98A)
Third Clutch
No apply / slipping (See Overdrive Range Third Gear page
92A)
2-1 Manual Band Servo
No apply / slipping.
Servo Piston (108) Broken, binding.
Servo Piston Seal (107) Leaking.
Servo Pin (111) and Springs (109, 112) Binding, broken.
Band Apply Fluid Routing

channels.

Leaking, inoperative.

Stuck in third gear position.

Misaligned.
1-2, 3-4
SHIFT
SOL
2-3
SHIFT
SOL
@ON
@ON
4TH
CLUTCH
REVERSE
BAND
2ND
CLUTCH
3RD
CLUTCH
3RD
SPRAG
CLUTCH
INPUT
CLUTCH
INPUT
SPRAG
CLUTCH
2/1
BAND
1/2
SUPPORT
ROLLER
CLUTCH
FORWARD
BAND
APPLIED HOLDING APPLIED HOLDING APPLIED HOLDING APPLIED
102A
DRIVE RANGE - MANUAL FIRST

(From Drive Range - Manual Second)
PASSAGES
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
SUCTION
LINE
PRN
2-3 SIGNAL
1-2, 3-4 SIGNAL
INPUT CLUTCH FEED
INPUT CLUTCH
TORQUE SIGNAL
TCC SIGNAL (PWM)
ACTUATOR FEED
CONVERTER FEED
TCC REGULATED APPLY
TCC RELEASE
TCC APPLY
COOLER
LUBE/LINE
DECREASE
D-4
FORWARD SERVO
LO/1ST GEAR
1-2 ACCUMULATOR
2-3 ACCUMULATOR
3-4 ACCUMULATOR
2ND
2ND EXHAUST
2ND CLUTCH
2-3 OFF SIGNAL
3RD
3RD/EXHAUST
3RD CLUTCH
3RD CLUTCH/LO -1ST
4TH CLUTCH
4TH CLUTCH EXHAUST
D3
D2
MANUAL 2-1 SERVO
LO
LO-1ST
REVERSE
REVERSE SERVO
EXHAUST
CASTING VOID
COMPONENTS (
(28)
(29)
(37)
(38)
(124)
(125)
(126)
(219)
(372)
(373)
(382)
102B

VENT ASSEMBLY
PLUG, PIPE
PIPE, LUBE OIL
CHECKBALLS #1, #2, #3, #4, #7, #8, #9, #10
CHECKBALL #5, #6
SCREEN ASSEMBLY
;;
;;
;;
;;
;;
;;;;
DRIVE RANGE MANUAL FIRST
;;
;;
;;
;;;
;;;
;
;;
;;
42
(219)
43
PUMP COVER (201)

OIL PUMP BODY (202)

(Pump Cover Side)
18
36
29
39
18
35
2518 20
42
10
11
42
42
18 29 42 29
10
29
25
29
42
;;
42
22
31
;;
23
28
42
27
27
12
13
25
15
42
43
13
25
31
22
14
8 42 1111
19
42
24
23
24
42
42
43
11
24
31
22
2 10
43
2 8 43
20
37
372(#7)
5 43
39
6 18 2
13
43
39
11
7 6 29 33 42
36 3742
28
13
19
OIL PUMP BODY (202)

18
42
13
13
28
21
42
38
28
37
29
28 36
43
43
36
43
43
17
19
38
35
39
11 2
40
40
42
18
19
41
19
38
17
42
43
18
17
40
18
17
17
373(#6)
42
42
42
;;;;
;;;;
;;;;
;;;;;;
;;
;;;;;;;;
;;
;;;;;
;;;
;
;;
;;;;;
;;;;;
;;;;;
;;;;
;;;;;
;;
;;
;;
;;;
;;
;;;
;;;
;;;
;;;
;
;;;
;;;
;;;
;
;;;;;
;;;
;
;
;;;;;
373(#5)
23
19
43
372(#8)
12
43
43
43
14 43
43
15
14
372(#9) 372(#10)


(Case Cover Side)
372(#3)
SCREEN/SEAL
ASM. (382)
19
19
19
40
40 40
19
41
19
18
36 35
37
31
31
42
23
42
23
22
29
2
29
20
29
8 2 8 42
11
24
24
13
31
25
25
GASKET
IDENTIFICATION
22
42e
33a 29h 6a 18b
29g
42b
18c
39e
33
SCREEN/SEAL
ASM. (382)
40 41
2
15
35b
31
8d
6
33
;;
;;
18
32
42
22
23
24
24
42
23
27
25
25
13
10
11
14
43 43
37
39
42
43
11
18
33
43
42
37
22
42
24
16
42
13
31
19
25
15
372(#4)
24
13
31
43
29
25
43
14
42
11
43
43
37
42
;;
20
12
15
35
11
43
31
37
27
23
22
27
23
13/14
14
GASKET(369)
(37)
33
25
13/14
39
35
31
12 42
42
11
43
36
43
12
26
18
43
11
25
29
13
19
GASKET
IDENTIFICATION
10
14
42
19
31
(411)
39
29
20
2 8
36
20
11
38
11
25
11
2
23
;;
;;
31
42
22
16
30
31
31
22
2
29 20
29
24
37
40
42 35
19
29
18
41
18
39
10
11
29
43
11d
10
10
34
37
10a
8c
23
20
39 39
2m
2k
29
38 36 35
39
25
35
11c
;
;
;;;;
;;
;
;;;;;
;
2
18
19
42
39
39
36
37
SCREEN/SEAL
ASM. (382)
18
18
2h
SPACER PLATE (370)
GASKET(371)
19
43
38
38
36
29c
25b
31b/29b 31a/29a 20c
14c
31e
8g
42b 11g
42d 42f
24
8e
9a
2w
4
31c
19
22c
2p 1013a 11e
22b 3
9b
12a
42g
16/2s
2t
11f
24b
18
8f
2r
6
12
9
42a
24c
11
2v
2q
13b
23c
8
42c
26
23a
5
31d 25c
12b
22a
25d
32
2n
19f
25e/27b
27c
25
1a
13c/14a
15a
25f/27a
23b
14b
19g
19
19
41
4
8a
2y
29f 29d 20b/2z
24a
14
19
6b
37d
14
37a
8b
14
2/11
18
19
28
19
23
32/31f 43a/2g
11
12 42
;;
;
;;;;
;;
; ;;;
;;
39a 39b
13
SCREEN/SEAL
ASM. (382)
17
21
10
12
26
27
37b/36c
25
11
36b 35a
37c
14
13
42
11
;;
;;
31
29
29
2d
41
39c 27 5a/10c
1
11b
10b
25a 39d/38c
18e 18d
36a
10
18
42
18
24
11
29
20
34
33
36
22
2
22
2
2
29
39
37
;
;
;;
;;;;
;;;
;;;;;;
;
39
38
36
37
3a
2a
41b/40b 19d/18f
15
18g
19e 2c
20
29
40a
SCREEN/SEAL
41a
2b/11a
38b
16
19b
41c/40c
ASM. (382)
18a
19c/18k
SCREEN/SEAL
30
7a
29e 20a
39f
ASM. (382)
2x
38a
2f/4a 2e
38
18
25
18
2/11
39
38
372(#1)
CASE COVER (400)

372(#2)
44
(38)
2
2
3
10
3
3
35
10
41
412
22 23
42
31
42
37
19
43
13
15
;;;;
;;;;
15
(28)
33
42
19 37
13
27
31 27
23
31
15
16
22
37
37
19
45
FOLDOUT 103
(29)
16
15
(28)
(130)
16
19

19
37
16
23
16
CASE (3)
(Case Cover Face)
Figure 98
16
37
23
16
16
22
31
22
16
;;
;;
;;
16
LUBE
(128)
27
11
(29)
CASE COVER (400)

(Case Side)
33
27
15
;;
;;;;
45
23
42
42
16
;;;
;;;
;;;
;;;
;;
;;
22
31
;;;;
;;;;
24
33
16
42
43
;
;;
;;
;;
;;;;;
42
27
42
42
32
38
42
42
33
(126)
45
35
43
38
41
19
;;
16
ACCUMULATOR
HOUSING (140)
CASE (3)
(Bottom)
31
27
23
22
37
16
22
27
;
37
(124)
FORWARD SERVO
APPLY PIPE
(125)
MANUAL SERVO
APPLY PIPE
16
31
31
27
23 23
22
31
19
37

43
22
27
;
37
16
ACCUMULATOR
SPACER PLATE (134)
ACCUMULATOR
COVER (132)
(126)
LUBE
PIPE
(124)
FORWARD SERVO
APPLY PIPE
(125)
MANUAL SERVO
APPLY PIPE
19
NOTE:
DRIVEN SPROCKET
SUPPORT
(609)
37
2/1 MANUAL SERVO

BODY COVER (104)
LUBRICATION POINTS
PRESSURE
REGULATOR
VALVE
(313)
CASE
COVER
(400)
CONTROL
VALVE
BODY
(300)
CASE
(3)
LINE
LUBE FROM COOLER
FINAL DRIVE
INTERNAL GEAR
(693)
ACCUMULATOR HOUSING (140)

ACCUMULATOR COVER (132)
104
LUBE
LINE
OIL
PUMP
BODY
(202)
Figure 99
LUBE PIPE (126)
THRUST WASHER LOCATIONS

517
514
630
691
708
703
706
432
505
508
714
611
432 FOURTH CLUTCH SHAFT THRUST WASHER
630 INPUT CLUTCH HOUSING THRUST WASHER (SELECTIVE)
691 1/2 SUPPORT/INTERNAL GEAR THRUST WASHER
508 DRIVEN SPROCKET THRUST WASHER
703 DIFFERENTIAL PINION THRUST WASHER
514 DRIVE SPROCKET THRUST WASHER
706 DIFFERENTIAL SIDE GEAR THRUST WASHER (BRONZE)
708 PLANETARY PINION GEAR THRUST WASHER (STEEL)
611 SECOND CLUTCH HOUSING THRUST WASHER
714 DIFFERENTIAL CARRIER/CASE THRUST WASHER
WH51129-4T65-E
Figure 100
105
BUSHING LOCATIONS
2
523
616
677
679
686
619
M15/MN3
MODELS
7A
503
631
690
614
2 TORQUE CONVERTER BUSHING

7A FRONT DIFFERENTIAL CARRIER BUSHING
619 SECOND CLUTCH HOUSING REAR BUSHING

631 INPUT SHAFT BUSHING
503 FOURTH CLUTCH SHAFT BEARING BUSHING
677 REACTION SUN GEAR BUSHING (LEFT SIDE)
523 TURBINE SHAFT BUSHING
679 REACTION SUN GEAR BUSHING (RIGHT SIDE)
614 SECOND CLUTCH HOUSING BUSHING
686 FORWARD DRUM BUSHING
616 SECOND CLUTCH HOUSING FRONT BUSHING
690 FRONT DIFFERENTIAL CARRIER INTERNAL GEAR BUSHING
WH51133-4T65-E
106
Figure 101
BEARING LOCATIONS
521
208
685
674
715
695
676
7B
MN 7
MODELS
431
709
723
606
644
629
671
698
676 REACTION SUN GEAR THRUST BEARING ASSEMBLY
7B OUTPUT SHAFT BEARING ASSEMBLY

208 OIL PUMP DRIVE SHAFT BEARING
685 12 DRUM SUPPORT THRUST BEARING
431 FRONT WHEEL DRIVE SHAFT BEARING
695 FRONT DIFFERENTIAL CARRIER INTERNAL GEAR

THRUST BEARING
521 DRIVE SPROCKET BEARING ASSEMBLY

698 FRONT DIFFERENTIAL CARRIER SUN GEAR
THRUST BEARING
606 DRIVEN SPROCKET BEARING ASSEMBLY

629 INPUT CLUTCH HOUSING THRUST BEARING ASSEMBLY
644 INPUT SHAFT THRUST BEARING ASSEMBLY
671 INPUT SUN GEAR THRUST BEARING ASSEMBLY
674 REACTION CARRIER THRUST BEARING ASSEMBLY
709 FRONT DIFFERENTIAL CARRIER PLANETARY

PINION BEARING
715 FRONT DIFFERENTIAL CARRIER THRUST BEARING
723 INPUT CLUTCH HOUSING THRUST BEARING
WH51142-4T65-E
Figure 102
107
LIP SEAL LOCATIONS
620
642
525
620
43
604
642
641
635
605
409
634
107
101
806
18
137A &
138B
4 FRONT WHEEL DRIVE SHAFT OIL SEAL ASSEMBLY

(RIGHT SIDE)
525 TORQUE CONVERTER OIL SEAL ASSEMBLY

604 FOURTH CLUTCH PISTON SEAL (OUTER)
18 FORWARD BAND SERVO PISTON OIL SEAL RING

605 FOURTH CLUTCH PISTON SEAL (INNER)
43 REVERSE BAND SERVO PISTON OIL SEAL RING
620 SECOND CLUTCH PISTON AND SEAL ASSEMBLY
101 AUTOMATIC TRANSAXLE OIL FILTER SEAL
634 INPUT CLUTCH PISTON SEAL (INNER)
107 MANUAL 21 BAND SERVO PISTON SEAL
635 INPUT CLUTCH PISTON SEAL (OUTER)
137A 12 ACCUMULATOR PISTON OIL SEAL RING
641 THIRD CLUTCH PISTON SEAL (INNER)
137B 23 ACCUMULATOR PISTON OIL SEAL RING
642 THIRD CLUTCH PISTON AND SEAL ASSEMBLY
409 FRONT WHEEL DRIVE SHAFT OIL SEAL ASSEMBLY
(LEFT SIDE)
806 MANUAL SHIFT SHAFT SEAL
WH51144-4T65-E
108
Figure 103
SQUARE AND O-RING SEAL LOCATIONS
213
228
519
212
613
520
221
41
612
220
638
810
11
513
422
427
105
137A
14
628
137B
8 AUTOMATIC TRANSAXLE CASE EXTENSION SEAL
113
221 AUTOMATIC TRANSAXLE OIL PUMP SLIDE

SEAL SUPPORT
11 VEHICLE SPEED SENSOR (O-RING) SEAL

228 AUTOMATIC TRANSAXLE OIL PUMP DRIVE SHAFT
14 FORWARD BAND SERVO COVER SEAL
422 34 ACCUMULATOR PISTON CYLINDER (O-RING) SEAL
41 REVERSE BAND SERVO COVER (O-RING) SEAL
427 34 ACCUMULATOR PISTON OIL SEAL
105 MANUAL 21 BAND SERVO COVER GASKET
513 TURBINE SHAFT OIL SEAL RING
113 MANUAL 21 BAND SERVO PISTON CYLINDER
(O-RING) SEAL
520 TURBINE SHAFT (O-RING) SEAL
612 SECOND CLUTCH HOUSING OIL SEAL RING

(FOUR LOBE) SEAL

OIL SEAL RING
(O-RING) SEAL
613 SECOND CLUTCH HOUSING OIL SEAL RING

628 INPUT CLUTCH HOUSING OIL SEAL RING
638 THIRD CLUTCH HOUSING (O-RING) SEAL
220 AUTOMATIC TRANSAXLE OIL PUMP SLIDE SEAL

810 PARK PAWL ACTUATOR GUIDE (O-RING) SEAL
WH51146-4T65-E
Figure 104
109
GASKET LOCATIONS
54
369
430
371
429
59
105
25
25 GASKET, AUTOMATIC TRANSAXLE OIL PAN
369 GASKET, CONTROL VALVE BODY SPACER PLATE
54 GASKET, CONTROL VALVE BODY COVER
371 GASKET, CONTROL VALVE BODY SPACER PLATE
59 GASKET, CONTROL VALVE BODY COVER INNER
429 GASKET, AUTOMATIC TRANSAXLE CASE COVER LOWER
105 GASKET, MANUAL 2-1 BAND SERVO COVER
430 GASKET, AUTOMATIC TRANSAXLE CASE COVER UPPER

WH51146-4T65-E
110
Figure 105
CASE AND ASSOCIATED PARTS (1 of 4)

373
379
381
206
368
382
372
395
375
58
373
384
377
207
205
226
224
368
378 374
369
200
371
300 372
370
382
59
380
376
390
391
53
57
54
56
3 TRANSAXLE CASE ASSEMBLY

53 CASE SIDE COVER
54 CASE SIDE COVER GASKET
56 CASE SIDE COVER BOLT M8 X 1.25 X 25 (11)
372 BALL CHECK VALVE
57 SIDE COVER TORX HEAD BOLT M8 X 1.25 X 21 (4)
373 BALL CHECK VALVE
58 SIDE COVER TO CASE STUD M8 X 1.25 X 24 (2)
374 CONTROL VALVE BODY BOLT M6 X 1.0 X 65.0 (3)
59 SIDE COVER TO CHANNEL PLATE SEAL
375 VALVE BODY TO CASE BOLT M6 X 1.0 X 60.0 (3)
200 OIL PUMP ASSEMBLY
205 PUMP COVER TO PUMP BODY BOLT M6 X 1.0 X 20.0 (1)
377 VALVE BODY TO CHANNEL PLATE BOLT M6 X 1.0 X 45.0 (2)
206 PUMP BODY TO CASE BOLT M6 X 1.0 X 95.0 (2)
378 VALVE BODY TO CHANNEL PLATE BOLT M6 X 1.0 X 55.0 (3)
207 PUMP COVER TO CHANNEL PLATE BOLT

M6 X 1.0 X 85.0 (9)

224 WIRING HARNESS ASSEMBLY

226 WIRING HARNESS CLIP
382 TCC SOLENOID VALVE SCREEN/SEAL ASSEMBLY
300 CONTROL VALVE BODY ASSEMBLY
368 SPACER PLATE AND GASKETS/VALVE BODY BOLT
390 TEMPERATURE SENSOR CLIP
369 CASE COVER/SPACER PLATE GASKET
391 FLUID TEMPERATURE SENSOR
370 VALVE BODY SPACER PLATE ASSEMBLY
371 VALVE BODY TO SPACER PLATE GASKET
395 FLUID PRESSURE MANUAL VALVE POSITION SWITCH

ASSEMBLY
WH49319-4T65-E
Figure 106
111

1
39
40
46
41
42
43
48
38
37
44
49
9
47
MN 7
MODELS
7B
45
11
6
10
227
372
228
372
7A
M15/MN3
MODELS
21
20
22
29
400
28
3
12
101
100
26
19
18
27
25
16
15
14
13
24
23
1
2
3
4
5
6
7A
7B
8
9
10
11
12
13
14
15
16
18
19
20
21
22
23
24
25
112
TORQUE CONVERTER ASSEMBLY

TORQUE CONVERTER BUSHING
TRANSAXLE CASE
RIGHT AXLE OIL SEAL ASSEMBLY
CASE EXTENSION BOLT M10 X 1.5 X 35.0
CASE EXTENSION ASSEMBLY
FRONT DIFFERENTIAL CARRIER BUSHING
OUTPUT SHAFT BEARING ASSEMBLY
CASE EXTENSION SEAL
VEHICLE SPEED SENSOR BOLT M8 X 1.25 X 12.0
VEHICLE SPEED SENSOR ASSEMBLY
VEHICLE SPEED SENSOR O-RING SEAL
FWD SERVO COVER BOLT M6 X 1.0 X 20.0
FORWARD BAND SERVO COVER
FORWARD BAND SERVO COVER SEAL
FORWARD BAND SERVO PIN RETAINING RING
FORWARD BAND SERVO PISTON
FORWARD BAND SERVO PISTON OIL SEAL RING
FORWARD BAND SERVO PISTON CUSHION SPRING
FORWARD SERVO CUSHION SPRING RETAINER
FORWARD BAND SERVO PISTON APPLY PIN
FORWARD BAND SERVO PISTON RETURN SPRING
TRANSMISSION OIL PAN BOLT M8 X 1.25 X 18.0
TRANSMISSION OIL PAN
TRANSMISSION OIL PAN GASKET
26
27
28
29
37
38
39
40
41
42
43
44
45
46
47
48
49
100
101
227
228
372
400
Figure 107
TRANSMISSION OIL PAN MAGNET

OIL DAM
COOLER PIPE FITTING 1/4 18 NPSF
COOLER PIPE FITTING 1/4 - 18 NPSF
TRANSMISSION VENT ASSEMBLY
OIL PRESSURE TEST HOLE PLUG 1/8 27 NPTF
REVERSE BAND SERVO COVER RETAINING RING
REVERSE BAND SERVO COVER
REVERSE BAND SERVO COVER O-RING SEAL
REVERSE BAND SERVO PIN RETAINING RING
REVERSE BAND SERVO PISTON OIL SEAL RING
REVERSE BAND SERVO PISTON
REVERSE BAND SERVO PISTON CUSHION SPRING
RETAINER
(INNER)
REVERSE BAND SERVO PISTON APPLY PIN
REVERSE BAND SERVO PISTON RETURN SPRING
TRANSMISSION OIL FILTER ASSEMBLY
TRANSMISSION OIL FILTER SEAL ASSEMBLY
OIL PUMP DRIVE SHAFT ASSEMBLY
OIL PUMP DRIVE SHAFT SEAL
CASE COVER BALL CHECK VALVE
CASE COVER ASSEMBLY
WH49402-4T65-E

434
527
400
500
514
501
502
502
504
501
503
432
3
435
524
433
436
525
526
519
507
516
517
520
522
521
523
526
518
515
513
510-A/510B
512
509
508
505
506
509 OUTBOARD DRIVE SHAFT RETAINING RING

510 OUPUT SHAFT
512 INBOARD DRIVE SHAFT RETAINING RING
400 COMPLETE CASE COVER ASSEMBLY
432 4TH CLUTCH SHAFT THRUST WASHER
433 CASE COVER BOLT/SCREW (TORX SPECIAL)

M6 X 1.0 X 32.0
515 DRIVE SPROCKET RETAINING RING

516 DRIVE SPROCKET
434 CASE COVER BOLT/SCREW M6 X 1.0 X 40.0

518 TURBINE SHAFT
500 4TH CLUTCH BACKING PLATE
520 TURBINE SHAFT O-RING SEAL
501 4TH CLUTCH FIBER PLATE ASSEMBLY
521 DRIVE SPROCKET BEARING ASSEMBLY
502 4TH CLUTCH STEEL PLATE
522 DRIVE SPROCKET SUPPORT
503 4TH CLUTCH SHAFT BEARING BUSHING
523 DRIVE SPROCKET SUPPORT BUSHING
504 4TH CLUTCH SHAFT ASSEMBLY
505 4TH CLUTCH SHAFT THRUST WASHER
524 DRIVE SPROCKET SUPPORT BOLT/SCREW

M8 X 1.25 X 24.0
506 DRIVEN SPROCKET
525 TORQUE CONVERTER OIL SEAL ASSEMBLY
507 DRIVE LINK ASSEMBLY
526 CASE COVER PIN
508 DRIVEN SPROCKET THRUST WASHER
527 VEHICLE SPEED SENSOR RELUCTOR WHEEL ASSEMBLY

WH49404-4T65-E
Figure 108
113

3
102
115
140
114
123
139
143
136B
136A
122
113
121
112
137A
137B
138
117B
117A
111
142
135B
110
120
135A
109
134
108
124
107
130
106
125
132
105
128
127
131
104
129
127
126
103
124 FORWARD BAND SERVO OIL PIPE
102 PIN, BAND ANCHOR (2-1 MANUAL)
125 21 MANUAL BAND SERVO OIL PIPE
103 21 MANUAL BAND SERVO COVER BOLT/SCREW

M8 X 1.25 X 25.0 (3)
126 LUBE OIL PIPE
104 21 MANUAL BAND SERVO COVER
128 LUBE OIL HOSE
105 21 MANUAL BAND SERVO COVER GASKET
129 LUBE OIL PIPE RETAINER
106 21 MANUAL BAND SERVO PISTON PIN RETAINING RING
130 LUBE OIL PIPE AND WASHER ASSEMBLY
107 21 MANUAL BAND SERVO PISTON SEAL

108 21 MANUAL BAND SERVO PISTON
131 ACCUMULATOR COVER BOLT/SCREW

M6 X 1.0 X 28.0 (11)
109 21 MANUAL BAND SERVO PISTON CUSHION SPRING
132 ACCUMULATOR COVER
110 21 MANUAL BAND SERVO PISTON SPRING RETAINER
134 ACCUMULATOR COVER SPACER PLATE ASSEMBLY
111 21 MANUAL BAND SERVO PISTON PIN
127 LUBE OIL HOSE CLAMP
135A 12 ACCUMULATOR PISTON PIN
112 21 MANUAL BAND SERVO PISTON SPRING
135B 23 ACCUMULATOR PISTON PIN
113 21 MANUAL BAND SERVO PISTON CYLINDER

O-RING SEAL
136A 12 ACCUMULATOR PISTON
114 21 MANUAL BAND SERVO PISTON CYLINDER
115 21 MANUAL BAND SERVO EXHAUST SCREEN

ASSEMBLY
117A FORWARD BAND ANCHOR PIN

117B REVERSE BAND ANCHOR PIN
136B 23 ACCUMULATOR PISTON
138 23 ACCUMULATOR PISTON OUTER SPRING

139 12 ACCUMULATOR PISTON CUSHION SPRING
ASSEMBLY
120 THERMO ELEMENT PLATE PIN
140 12 AND 23 ACCUMULATOR HOUSING
121 THERMO ELEMENT
122 THERMO ELEMENT PLATE
143 23 ACCUMULATOR PISTON SPRING
123 THERMO ELEMENT PLATE CENTER PIN
114
WH49405-4T65-E
Figure 109
OIL PUMP ASSEMBLY
205
209
201
212
222
209
210
213
223
211
214
215
220
221
208
202
219
201 PUMP COVER

202 OIL PUMP BODY
205 OIL PUMP COVER BOLT/SCREW M6 X 1.0 X 20.0 (1)
208 OIL PUMP DRIVE SHAFT BEARING ASSEMBLY
209 OIL PUMP VANE RING
210 OIL PUMP SELECTIVE ROTOR
211 OIL PUMP SELECTIVE VANE
212 OIL PUMP SLIDE OIL SEAL RING
213 OIL PUMP SLIDE O-RING SEAL
214 OIL PUMP SELECTIVE SLIDE
215 OIL PUMP SLIDE PIVOT PIN
219 OIL PUMP OUTLET SCREEN ASSEMBLY
220 OIL PUMP SLIDE SEAL
221 OIL PUMP SLIDE SEAL SUPPORT
222 OIL PUMP PRIME OUTER SPRING
223 OIL PUMP PRIME INNER SPRING
WH51116-4T65-E
Figure 110
115
CONTROL VALVE BODY ASSEMBLY (1 of 2)
301
326
327
328
329
336
314G
305
335
306
334
320
324
325
321
323
307
316
317
314F
318
316
302
314E
322
313
314D
311
315A
312
309
310
304
303
301 CONTROL VALVE BODY (MACHINED)
316A 12, 34 SHIFT SOLENOID VALVE O-RING SEAL
302 LINE BOOST VALVE AND BUSHING RETAINER
316B PRESSURE CONTROL SOLENOID VALVE O-RING SEAL
303 LINE BOOST VALVE BORE PLUG
317 12 SHIFT VALVE SPRING
304 LINE BOOST VALVE
318 12 SHIFT VALVE
305 TCC PWM SOLENOID VALVE O-RING SEAL
320 TORQUE SIGNAL REGULATOR VALVE SPRING
306 TCC PWM SOLENOID VALVE O-RING SEAL
321 TORQUE SIGNAL REGULATOR VALVE
307 PRESSURE CONTROL SOLENOID VALVE O-RING SEAL
322 PRESSURE CONTROL SOLENOID VALVE ASSEMBLY
309 REVERSE BOOST VALVE BUSHING
323 LINE PRESSURE RELIEF VALVE SPRING
310 REVERSE BOOST VALVE
324 LINE PRESSURE RELIEF VALVE
311 PRESSURE REGULATOR VALVE SPRING OUTER
325 LINE PRESSURE RELIEF VALVE SPRING RETAINER
312 PRESSURE REGULATOR VALVE INNER SPRING
326 TCC REGULATOR APPLY VALVE SPRING
313 PRESSURE REGULATOR VALVE
327 TCC REGULATOR APPLY VALVE

328 TCC REGULATOR APPLY VALVE BORE PLUG
O-RING SEAL
314D 12, 34 SHIFT SOLENOID VALVE RETAINER

314E PRESSURE CONTROL SOLENOID VALVE RETAINER
329 TCC REGULATOR APPLY VALVE BORE PLUG

314F TCC PWM SOLENOID VALVE RETAINER
334 TCC PWM SOLENOID VALVE ASSEMBLY
314G TCC REGULATOR APPLY VALVE BORE PLUG RETAINER
335 TCC CONTROL VALVE
315A 12, 34 SHIFT SOLENOID ASSEMBLY
336 TCC CONTROL VALVE SPRING
WH51107-4T65-E
116
Figure 111
CONTROL VALVE BODY ASSEMBLY (2 of 2)
301
340
341
343
346
367B
351
350
366B
366A
363B
342
345
357
339
356
367A
385
344
314A
355
354
362
363A
361
353
360
314B
359
316
315B
314C
301 CONTROL VALVE BODY (MACHINED)
353 32 MANUAL DOWNSHIFT VALVE RETAINER
314A 12, 34 ACCUMULATOR VALVE RETAINER
354 32 MANUAL DOWNSHIFT VALVE BORE PLUG
314B 43 MANUAL DOWNSHIFT VALVE RETAINER
355 32 MANUAL DOWNSHIFT VALVE SPRING
314C 23 SHIFT SOLENOID VALVE RETAINER
356 32 MANUAL DOWNSHIFT VALVE
315B 12, 34 SHIFT SOLENOID VALVE ASSEMBLY
357 23 SHIFT VALVE
316 O-RING SEAL
359 43 MANUAL DOWNSHIFT VALVE BORE PLUG
339 12 ACCUMULATOR VALVE BORE PLUG
360 43 MANUAL DOWNSHIFT VALVE
340 34 ACCUMULATOR VALVE SPRING
361 43 MANUAL DOWNSHIFT VALVE SPRING
341 34 ACCUMULATOR VALVE
362 34 SHIFT VALVE
342 23 ACCUMULATOR VALVE BUSHING
363A REVERSE SERVO BOOST VALVE BORE PIN
343 23 ACCUMULATOR VALVE BORE PLUG
363B FORWARD SERVO BOOST VALVE BORE PIN
366A REVERSE SERVO BOOST VALVE SPRING
345 23 ACCUMULATOR VALVE BUSHING
366B FORWARD SERVO BOOST VALVE SPRING
367A REVERSE SERVO BOOST VALVE
367B FORWARD SERVO BOOST VALVE
385 23 ACCUMULATOR VALVE RETAINER
WH51113-4T65-E
Figure 112
117
CASE COVER ASSEMBLY

402
405
403
406
409
404
401
420A
411
526
410
412
414
431
415
432
430
424
423
411
416
421
420B
428
422
426
427
526
514
418 420A
417
429
407
417
401 CASE COVER ASSEMBLY
420B TCC BLOW OFF BALL VALVE
402 MANUAL VALVE LINK
420C COOLER BALL VALVE
441
440
403 MANUAL VALVE LINK RETAINER
421 34 ACCUMULATOR PISTON CYLINDER
404 MANUAL VALVE
422 34 ACCUMULATOR PISTON CYLINDER O-RING SEAL
405 LOW BLOW OFF BALL VALVE BORE PLUG
406 LOW BLOW OFF BALL VALVE SPRING
424 34 ACCUMULATOR PISTON INNER SPRING
407 COOLER BALL VALVE SPRING
426 34 ACCUMULATOR PISTON PIN
409 LEFT SIDE AXLE OIL SEAL ASSEMBLY
427 34 ACCUMULATOR PISTON OIL SEAL RING
410 CONTROL BODY ALIGNMENT SLEEVE
428 34 ACCUMULATOR PISTON
411 BORE PLUG
429 CASE COVER LOWER GASKET
412 ORIFICED CUP PLUG
430 CASE COVER UPPER GASKET
414 ACTUATOR FEED LIMIT VALVE
431 FRONT WHEEL DRIVE SHAFT BEARING ASSEMBLY
415 ACTUATOR FEED LIMIT VALVE SPRING
416 ACTUATOR FEED LIMIT VALVE SPRING RETAINER
440 INPUT SPEED SENSOR ASSEMBLY
417 BALL VALVE BORE PLUG
441 INPUT SPEED SENSOR CLIP
418 TCC BLOW OFF BALL VALVE SPRING
514 DRIVE SPROCKET/CASE COVER THRUST WASHER
420A LOW BLOW OFF BALL VALVE
526 CASE COVER DOWEL PIN

WH49406-4T65-E
118
Figure 113
INTERNAL COMPONENTS (1 of 2)
608
605
604
606
607 609
612
611
614
603
613
602
601
610
628
629
630
627
626
625
622
623
716
621
617
615
633
618
619
620
648
624
616
632
723 634
635
636
637
638
640 641
724 639
642
643
649
646
645
640 644
647
631
658 659
626
627
628
629
656
654
601
602
603
604
605
606
607
608
609
610
611
612
613
614
615
616
617
618
619
620
621
622
623
624
625
655
657
4TH CLUTCH SPRING RETAINING RING
4TH CLUTCH PISTON RETURN SPRING ASSEMBLY
4TH CLUTCH PISTON ASSEMBLY
4TH CLUTCH PISTON SEAL (OUTER)
4TH CLUTCH PISTON SEAL (INNER)
DRAWN CUP BEARING ASSEMBLY
ORIFICED CUP PLUG
DRIVE LINK LUBE SCOOP
DRIVEN SPROCKET SUPPORT ASSEMBLY
CUP PLUG
THRUST WASHER (DRIVEN SPROCKET SUPPORT 2ND
CLUTCH DRUM)
RING FOUR LOBED SEAL
OIL SEAL RING
DRIVEN SPROCKET SUPPORT BUSHING
REVERSE BAND ASSEMBLY
75.5 O.D. X 8.0 BUSHING
2ND CLUTCH HOUSING
CHECK VALVE RETAINER AND BALL ASSEMBLY
(2ND CLUTCH)
70.0 O.D. X 11.0 BUSHING
2ND CLUTCH W/MOLDED SEAL PISTON
2ND CLUTCH APPLY RING AND RELEASE SPRING
ASSEMBLY
RETAINING RING
2ND CLUTCH PLATE (WAVED)
2ND CLUTCH PLATE ASSEMBLY (FIBER)
2ND CLUTCH REACTION PLATE (STEEL)
630
631
632
633
634
635
636
637
638
639
640
641
642
643
644
645
646
647
648
649
654
655
656
657
658
659
716
723
724
BACKING SUPPORT RING PLATE (STEEL)

2ND CLUTCH RETAINING RING (OUTER)
OIL SEAL RING (INPUT SHAFT)
THRUST BEARING (SUPPORT SPROCKET/THRUST
WASHER)
SELECTIVE THRUST WASHER (BEARING/INPUT
CLUTCH HUB)
INPUT SHAFT BUSHING
INPUT HOUSING SLEEVE AND SHAFT ASSEMBLY
CHECK VALVE RETAINER AND BALL ASSEMBLY
INPUT CLUTCH PISTON SEAL (INNER)
INPUT CLUTCH PISTON SEAL (OUTER)
INPUT CLUTCH PISTON
INPUT CLUTCH SPRING AND RETAINER ASSEMBLY
O-RING SEAL
3RD CLUTCH PISTON HOUSING
RETAINING RING (3RD CLUTCH PISTON HOUSING/
INPUT SHAFT)
3RD CLUTCH PISTON SEAL (INNER)
3RD CLUTCH PISTON SEAL AND BALL CAPSULE
ASSEMBLY
3RD CLUTCH SPRING RETAINER AND GUIDE ASSEMBLY
THRUST BEARING ASSEMBLY
3RD CLUTCH PLATE (WAVED)
3RD CLUTCH PLATE ASSEMBLY (O.D. SPLINE)
3RD CLUTCH PLATE ASSEMBLY (I.D. SPLINE)
3RD CLUTCH BACKING PLATE
3RD CLUTCH BACKING PLATE RETAINING RING
INPUT CLUTCH APPLY PLATE
INPUT CLUTCH PLATE (WAVED)
INPUT CLUTCH PLATE ASSEMBLY (FIBER)
INPUT CLUTCH PLATE (STEEL)
INPUT CLUTCH BACKING PLATE (STEEL)
INPUT CLUTCH BACKING PLATE RETAINING RING
2ND CLUTCH APPLY REACTION PLATE (TAPERED)
4TH CLUTCH SHAFT TO INPUT HOUSING BEARING
3RD CLUTCH PISTON BALL CHECK VALVE ASSEMBLY
WH51080-4T65-E
Figure 114
119
INTERNAL COMPONENTS (2 of 2)
669
717
718
720
719
721
722
653
665
719
667
661
668
688
687
683
685
686
680
679
678
676
677
675
673
674
672
702
671
694
690
695
696
697
698
699
700
713
714
701
715
703
704
693
690
691
692
712 710
689
705
711
708
653 THIRD CLUTCH SPRAG OUTER RACE
708
706
705
706
704
703
709
661 INPUT AND THIRD CLUTCH SPRAG INNER RACE
695 THRUST BEARING ASSEMBLY (INTERNAL GEAR/

PARKING GEAR)
665 INPUT CLUTCH SPRAG OUTER RACE
696 PARKING GEAR
667 INPUT SUN GEAR SPACER
697 FINAL DRIVE SUN GEAR
668 INPUT SUN GEAR
698 CARRIER/SUN GEAR THRUST BEARING ASSEMBLY
669 REVERSE REACTION DRUM
699 SPIRAL PINION GEAR PIN RETAINING RING
671 INPUT SUN GEAR THRUST BEARING ASSEMBLY
700 DIFFERENTIAL/FINAL DRIVE CARRIER ASSEMBLY
672 INPUT COMPLETE CARRIER ASSEMBLY
701 DIFFERENTIAL PINION SHAFT
673 INPUT CARRIER/REACTION CARRIER LUBE DAM
702 DIFFERENTIAL PINION SHAFT RETAINING PIN
674 INPUT/REACTION CARRIER THRUST BEARING

ASSEMBLY
703 THRUST WASHER (DIFFERENTIAL PINION)
675 REACTION COMPLETE CARRIER ASSEMBLY
705 DIFFERENTIAL SIDE GEAR (MN7 HAS UNIQUE LEFT/

RIGHT GEARS)
676 REACTION CARRIER/SUN GEAR THRUST BEARING

ASSEMBLY
704 DIFFERENTIAL PINION GEARS
706 BRONZE THRUST WASHER (DIFFERENTIAL SIDE GEAR)
677 LEFT HAND REACTION SUN GEAR BUSHING
708 PINION THRUST WASHER (STEEL)
678 REACTION SUN/DRUM GEAR ASSEMBLY
709 ROLLER NEEDLE BEARING
679 RIGHT HAND REACTION SUN GEAR BUSHING
710 PINION NEEDLE BEARING SPACER
680 2/1 MANUAL BAND ASSEMBLY
711 FINAL DRIVE PLANETARY PINION GEAR
683 1/2 SUPPORT ROLLER CLUTCH ASSEMBLY
712 PLANETARY PINION GEAR PIN
685 THRUST BEARING ASSEMBLY
713 VEHICLE SPEED SENSOR RELUCTOR WHEEL
686 1/2 SUPPORT BUSHING
714 DIFFERENTIAL CARRIER/CASE WASHER (THRUST)
687 1/2 SUPPORT AND DRUM
715 THRUST BEARING ASSEMBLY
688 FORWARD BAND ASSEMBLY
717 SPIRAL LOCK RETAINING RING
689 FINAL DRIVE SUN GEAR SHAFT
718 3RD CLUTCH SPRAG OUTER RACE RETAINER
690 FINAL DRIVE INTERNAL GEAR BUSHING
719 INPUT AND THIRD CLUTCH SPRAG END BEARING
691 THRUST WASHER (1/2 SUPPORT/INTERNAL GEAR)
720 3RD CLUTCH SPRAG ASSEMBLY
692 RETAINING RING (FINAL DRIVE INTERNAL GEAR)
721 INPUT AND THIRD CLUTCH SPRAG CENTER
693 FINAL DRIVE INTERNAL GEAR
722 INPUT CLUTCH SPRAG
694 PARK PAWL ASSEMBLY

WH51086-4T65-E
120
Figure 115
MANUAL SHAFT AND PARKING PAWL ACTUATOR ASSEMBLY

806
807
808
811
810
804
809
802
801
805
803
800
800 PARK PAWL ACTUATOR ASSEMBLY
806 MANUAL SHIFT SHAFT SEAL ASSEMBLY
801 MANUAL SHIFT SHAFT PIN
807 MANUAL SHIFT SHAFT
802 MANUAL SHIFT DETENT LEVER
808 PARK PAWL ACTUATOR GUIDE PIN
803 MANUAL SHIFT DETENT LEVER NUT
809 PARK PAWL ACTUATOR GUIDE
804 MANUAL SHIFT DETENT ASSEMBLY
810 PARK PAWL ACTUATOR GUIDE O-RING SEAL
805 MANUAL SHIFT DETENT BOLT/SCREW
WH51123-4T65-E
Figure 116
121
BASIC SPECIFICATIONS
HYDRA-MATIC 4T65-E TRANSAXLE

RPO MN4
Produced at: Warren, Michigan
U.S.A.
Vehicles used in:
HYDRA-MATIC 4T65-E
(FOUR-SPEED)
Transaxle Type
4T65-E = 4:
T:
65:
E:
Four Speed
Transverse Mount
Product Series
Electronically Controlled
DIVISION
MODEL
C Car
Buick
Park Avenue
G Car
Buick
Riviera
H Car
Oldsmobile
LSS
H Car
Pontiac
Bonneville
W Car
Buick
Regal
W Car
Chevrolet
Lumina/Monte Carlo
W Car
Pontiac
Grand Prix
Maximum Gross Vehicle Weight

2,903 Kg (6,400 LB)
Automatic Overdrive with a Torque Converter Clutch Assembly.
Transaxle Fluid Capacity (Approximate)

Bottom Pan Removal: 7.0L (7.4 qt)
Complete Overhaul: 9.5L (10.0 qt)
Dry: 12.7L (13.4 qt)
Transfer Design
Two-axis design, link chain assembly
Transaxle Fluid Type

Dexron III
Control Systems
Shift Pattern (2) Two-way on/off solenoids
Shift Quality Pressure Control Solenoid
Torque Converter Clutch Pulse Width Modulated
solenoid control
Transaxle Weight
Wet: 93.0 kg (205 lb) M15, MN3
Wet: 97.0 kg (214 lb) MN7
Current GM NAO Vehicle Platforms

C (MN3, MN7), G (MN3, MN7),
H (MN7), W (M15, MN7)
Current Engine Range
3.4L to 3.8L Gasoline
Maximum Engine Torque
280 lb-ft (380 Nm)
Maximum Gearbox Torque
400 lb-ft (544 Nm)
Gear Ratios
1st
2nd
3rd
4th
Rev
2.921
1.568
1.000
0.705
2.385
Maximum Shift Speed

1-2
6500 rpm
2-3
6250 rpm
3-4
4900 rpm
122
Converter Size
245 mm & 258mm (Reference)
(Diameter of Torque Converter Turbine)
Seven Position Quadrant
(P, R, N, D , D, 2, 1)
Pressure Taps Available
Line Pressure
Case Material
Die Cast Aluminum
Chain Ratios*
Final Drive
Ratios
3.05
3.29
35/35
33/37
32/38
Overall Final Drive Ratios

Available
3.05
3.29
3.42
3.69
3.63
3.91
*Designates the number of teeth on the drive/driven sprockets, respectively.
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 Hydra-matic
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. 65), 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 HYDRA-MATIC
4T65-E is a 4-speed, transversely mounted, 65 series unit,
with electronic controls.
HYDRA-MATIC 4T65-E
HYDRA-MATIC
65
Number of
Speeds:
3
4
5
V (CVT)
Type:
T - Transverse
L - Longitudinal
M - Manual
Series:
Based on
Relative
Torque
Capacity
Major Features:
E - Electronic Controls
A - All Wheel Drive
HD - Heavy Duty
123
GLOSSARY OF TECHNICAL TERMS

Accumulator: A component of the transaxle 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 transaxle (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.
Control Valve Body: A machined metal casting

that contains valve trains and other hydraulically
controlled components that shift the transaxle.
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.
Apply Plate: A steel clutch plate in a clutch pack

located next to the (apply) piston.
Downshift: A change in a gear ratio where input

speed and torque increases.
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.
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.
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 transaxle/
transmission.
124
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
transaxle/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 transaxle) will partially function even
if its electrical system is disabled.
Fluid: Generally considered a liquid or gas. In
this publication fluid refers primarily to transaxle/
transmission fluid.
Fluid Pressure: A pressure (in this textbook usually
transaxle/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).
GLOSSARY OF TECHNICAL TERMS

Friction Material: A heat and wear resistant fibrous
material bonded to clutch plates and bands.
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.
Planetary Gear Set: An assembly of gears that

consists of an internal gear, planet pinion gears with
carrier, and a sun gear.
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
transaxle shift patterns or regulate fluid pressure.
Orifice: A restricting device (usually a hole in the

spacer plate) for controlling pressure build up into
another circuit.
Spool Valve: A cylindrical hydraulic control device,

having a variety of land and valley diameters, used
to control fluid flow.
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.
Sprag Clutch: A mechanical clutch (holding device)

consisting of figure eight like elements assembled
between inner and outer races.
Overrunning: The function of a one-way mechanical

clutch that allows the clutch to freewheel during certain
operating conditions of the transmission.
Throttle Position: The travel of the throttle plate

that is expressed in percentages.
Pinion Gear: A small toothed gear that meshes

with a larger gear.
Torque: A measurable twisting force expressed in

terms of Newton- meters (N.m), pounds feet (lbs. ft.)
or pounds inches (lbs. in.).
Planet Pinion Gears: Pinion gears (housed in a

carrier) that are in constant mesh with a
circumferential internal gear and centralized sun gear.
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.
125
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
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
N - Neutral
N.C. - Normally Closed
N.m - 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)
TFT - Transaxle Fluid Temperature Sensor
TPS - Throttle Position Sensor
TRANS - Transaxle or Transmission
T SIG - Torque Signal
T SIG (PWM) - Torque Signal (PWM)
V - Volts
VSS - Vehicle Speed Sensor
2ND CL - Second Clutch
126
INDEX
A
Abbreviations ..................................................... 126
Accumulators ................................................... 38-39
1-2 accumulator ........................................... 39
2-3 accumulator ........................................... 39
3-4 accumulator ........................................... 38
Apply Components, 15-26
driven sprocket support, 16
forward band, 25
forward servo, 25
hydraulic feed circuits, 16
input clutch, 22
input sprag clutch, 23
reverse band, 18
reverse servo, 18
1/2 support roller clutch, 26
2/1 band, 24
2/1 manual servo, 24
2nd clutch, 19
3rd clutch, 20
3rd sprag clutch, 21
4th clutch, 17
B
Basic Specifications ............................................ 122
Bushing Locations .............................................. 106
Bearing Locations ............................................... 107
Ball Check Valve Location and Function........ 42-43
C
Case and Associated Parts ........................... 111-114
Color Legend ................................................. 10A-B
Complete Hydraulic Circuits ......................... 81-103
park ......................................................... 82-83
reverse ..................................................... 84-85
neutral ..................................................... 86-87
overdrive range first gear ..................... 88-89
overdrive range second gear ................ 90-91
overdrive range third gear.................... 92-93
overdrive range fourth gear ................. 94-95
overdrive range 4-3 downshift ............. 96-97
manual third third gear ........................ 98-99
manual second second gear ............. 100-101
manual first first gear ....................... 102-103
Contents, Table of................................................... 2
Control Valve Assembly ............................. 116-117
Cross Sectional Views ...................................... 8-8A
D
Differential Components ...................................... 31
Driven Sprocket Support ...................................... 16
E
Electrical Components ..................................... 45-51
component locations .................................... 45
fail safe mode............................................... 45
automatic transmission fluid pressure manual
valve position switch ................................ 46
automatic transmission fluid temperature
sensor ........................................................ 49
automatic transmission input (shaft) speed
sensor ........................................................ 48
shift solenoid valves .................................... 47
torque converter clutch control PWM solenoid .. 50
transaxle pressure control solenoid valve .... 51
vehicle speed sensor .................................... 48
Explanation of Gear Ranges ................................... 9
F
Fail Safe Mode...................................................... 45
Final Drive Components ....................................... 30
First Gear (overdrive) ...........................62-63, 88-89
Forward Band Assembly ...................................... 25
Forward Servo ...................................................... 25
G
General Description ................................................ 9
Glossary Of Technical Terms ............................. 124
H
How To Use This Book ....................................... 4-5
Hydra-matic Product Designation System ......... 123
Hydraulic Control Components ....................... 33-44
location of major components ..................... 33
oil pump assembly ....................................... 34
pressure regulation ....................................... 35
valves located in the case cover .............. 36-37
accumulators ........................................... 38-39
valves located in the valve body ............. 40-41
ball check valves location and function .. 42-43
thermostatic element .................................... 44
Hydraulic Feed Circuits ........................................ 16
I
Illustrated Parts List ..................................... 111-121
case and associated parts .................... 111-114
oil pump assembly ..................................... 115
control valve body assembly .............. 116-117
case cover assembly................................... 118
internal components ............................ 119-120
manual shaft and parking pawl
actuator assembly ................................... 121
Input Clutch .......................................................... 22
Input Sprag Clutch ................................................ 23
Introduction ............................................................ 3
127
INDEX
L
Lip Seal Locations .............................................. 108
Lubrication Points .............................................. 104
M
Major Mechanical Components............................ 10
Manual First First Gear..................78-79, 102-103
Manual Second Second Gear .........76-77, 100-101
Manual Shaft and Parking Pawl
Actuator Assembly .................................... 121
Manual Third Third Gear ..................74-75, 98-99
N
Neutral ..................................................60-61, 86-87
O
Oil Pump Assembly ...................................... 34, 115
Overdrive Range First Gear ...............62-63, 88-89
Overdrive Range Fourth Gear ...........68-69, 94-95
Overdrive Range Second Gear ..........64-65, 90-91
Overdrive Range Third Gear .............66-67, 92-93
Overdrive Range 4-3 Downshift........72-73, 96-97
Operating Conditions - Range Reference Chart ... 80
P
Park .......................................................56-57, 82-83
Planetary Gear Sets .......................................... 27-29
description ................................................... 27
reduction ................................................. 28-29
direct drive .............................................. 28-29
overdrive ................................................. 28-29
reverse direction of rotation .................... 228-9
Power Flow ...................................................... 53-79
mechanical powerflow from TC .......... 54-54A
common hydraulic functions ............... 54B-55
park ......................................................... 56-57
reverse ..................................................... 58-59
neutral ..................................................... 60-61
overdrive first ......................................... 62-63
overdrive second ..................................... 64-65
overdrive third ........................................ 66-67
overdrive fourth ...................................... 68-69
overdrive fourth, TCC apply ............... 70-70A
overdrive fourth, TCC release ............. 70B-71
overdrive 4-3 downshift.......................... 72-73
manual third - third gear ......................... 74-75
manual second - second gear .................. 76-77
manual first - first gear ........................... 78-79
Preface .................................................................... 1
Pressure Control Solenoid Valve .......................... 51
Pressure Regulation .............................................. 35
Principles of Operation ................................... 9A-51
major mechanical components .................... 10
color legend .......................................... 10A-B
128
range reference chart ................................... 11

torque converter ...................................... 12-14
apply components ................................... 15-26
planetary gear sets .................................. 27-29
final drive components ................................ 30
differential components ............................... 31
hydraulic control components ................ 33-44
electrical components ............................. 45-51
R
Range Reference Charts .............................. 11 & 80
Reverse Servo Assembly ...................................... 18
Reverse Band ........................................................ 18
S
Seal Locations.............................................. 108-109
Shift Solenoid Valves ........................................... 47
Stator Assembly .................................................... 13
Square and O-Ring Seal Locations ..................... 109
T
Table of Contents.................................................... 2
TCC Control (PWM) Solenoid ............................. 50
TFP Val. Position Sw. .......................................... 46
Thermostatic Element ........................................... 44
Third Gear (overdrive)..........................66-67, 92-93
Thrust Washer Locations .................................... 105
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 ..... 70B-71, 94-95
Torque Converter Clutch Released............... 70-70A
TFT sensor ............................................................ 49
Transaxle Adapt Function .................................... 51
U
Understanding The Graphics ............................ 6-8A
V
Valves Located In The Case Cover ................. 36-37
manual valve ................................................ 36
low blow off ................................................ 37
TCC blow off ............................................... 37
cooler blow off............................................. 37
actuator feed limit ........................................ 37
accumulators ........................................... 38-39
Valves Located In The Valve Body .... 40-41, 116-117
Vehicle Speed Sensor ........................................... 48
NOTES
129
NOTES
130

Guia para Tecnicos de La 4t65e

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Guia para Tecnicos de La 4t65e

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HYDRA-MATIC

COPYRIGHT 1997 POWERTRAIN GROUP

hydraulic fluid as it applies components or shifts

HOW TO USE THIS BOOK

Read the following section, Understanding the

The Principles of Operation section (beginning on

The Power Flow section (beginning on page 53)

specific fluid circuits that enable the mechanical

The Complete Hydraulic Circuits section

Finally, the Appendix section contains a schematic

HOW TO USE THIS BOOK

HALF PAGE TEXT FOR EASY

RANGE REFERENCE CHART

3-4 SHIFT VALVE

2-3 SHIFT VALVE

2-3 OFF SIG

TORQUE SIG REG

1-2 ACCUM VALVE

1-2, 3-4 SIG

2-3 OFF SIGNAL

1-2, 3-4 SIGNAL

1-2 SHIFT VALVE

*APPLIED BUT NOT EFFECTIVE

1/2 ROLLER CLUTCH

ACT FD LIM VALVE

PRESS REG VALVE

LINE REV BST

FLUID FLOW SCHEMATIC

CASE COVER (400)

- EXHAUST FLUID NOT SHOWN

CASE COVER (400)

- DUAL PURPOSE PASSAGES

INDICATES BOLT HOLES

- NON FUNCTIONAL HOLES

MAN 2-1 SERVO FD

SPACER PLATE (370)

3RD CLU/ LO 1ST

LOW /1ST GEAR

TCC REG APP

TCC SIG (PWM)

CASE COVER (400)

INTAKE & DECREASE

CONTROL VALVE BODY (300)

CASE COVER (400)

3-4 ACCUMULATOR (428)

CONTROL VALVE BODY (300)

ACT FD LIM VALVE

2-3 OFF SIG

1-2 ACCUM VALVE

OIL PUMP BODY (202)

OIL PUMP BODY (202)

PUMP COVER (201)

TCC CONTROL VALVE

2-3 SHIFT VALVE

3-4 SHIFT VALVE

TORQUE SIG REG

1-2 SHIFT VALVE

PRESS REG VALVE

LINE REV BST

SPACER PLATE (370)

2ND CLUTCH HOUSING(617)

FLUID FLOW THROUGH

2/1 MANUAL SERVO