You are on page 1of 150

4L60-E

HYDRA-MATIC
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 ............................................................. 24 HYDRAULIC CONTROL COMPONENTS ........................................ 26 ELECTRICAL COMPONENTS ........................................................ 36 POWER FLOW ...................................................................................... 45 COMPLETE HYDRAULIC CIRCUITS ..................................................... 73 LUBRICATION POINTS ......................................................................... 98 BUSHING AND BEARING LOCATIONS ................................................. 99 SEAL LOCATIONS .............................................................................. 100 ILLUSTRATED PARTS LIST ................................................................ 101 BASIC SPECIFICATIONS .................................................................... 112 PRODUCT DESIGNATION SYSTEM ................................................... 113 GLOSSARY ........................................................................................ 114 ABBREVIATIONS ............................................................................... 116 INDEX ................................................................................................ 117

PREFACE
The Hydra-matic 4L60-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 4L60-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 transmission models, the proper service publication must be referred to when servicing the Hydra-matic 4L60-E transmission.

COPYRIGHT 2000 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 4L60-E Technicians Guide is another Powertrain publication from the Technicians Guide series of books. The purpose of this publication, as is the case with other Technicians Guides, is to provide complete information on the theoretical operating characteristics of this transmission. Operational theories of the mechanical, hydraulic and electrical components are presented in a sequential and functional order to better explain their operation as part of the system. In the first section of this book entitled Principles of Operation, exacting explanations of the major components and their functions are presented. In every situation possible, text describes component operation during the apply and release cycle as well as situations where it has no effect at all. The descriptive text is then supported by numerous graphic illustrations to further emphasize the operational theories presented. The second major section entitled Power Flow, blends the information presented in the Principles of Operation section into the complete transmission assembly. The transfer of torque from the engine through the transmission is graphically displayed on a full page while a narrative description is provided on a facing half page. The opposite side of the half page contains the narrative description of the hydraulic fluid as it applies components or shifts valves in the system. Facing this partial page is a hydraulic schematic that shows the position of valves, ball check valves, 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. Foldout pages containing fluid flow schematics and two dimensional illustrations of major components graphically display hydraulic circuits. This information is extremely useful when tracing fluid circuits for learning or diagnosis purposes. The Appendix section of this book provides additional transmission information regarding lubrication circuits, seal locations, illustrated parts lists and more. Although this information is available in current model year Service Manuals, its inclusion provides for a quick reference guide that is useful to the technician. Production of the Hydra-matic 4L60-E Technicians Guide was made possible through the combined efforts of many staff areas within the General Motors Powertrain Group. As a result, the Hydra-matic 4L60-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 4L60-E (page 8) and refer to it as you progress through each major section. This cutaway provides a quick reference of component location inside the transmission assembly and their relationship to other components. The Principles of Operation section (beginning on page 9A) presents information regarding the major apply components and hydraulic control components used in this transmission. This section describes how specific components work and interfaces with the sections that follow. The Power Flow section (beginning on page 45) presents the mechanical and hydraulic functions corresponding to specific gear ranges. This section builds on the information presented in the Principles of Operation section by showing specific fluid circuits that enable the mechanical components to operate. The mechanical power flow is graphically displayed on a full size page and is followed by a half page of descriptive text. The opposite side of the half page contains the narrative description of the hydraulic fluid as it applies components or moves valves in the system. Facing this partial page is a hydraulic schematic which shows the position of valves, ball check valves, etc., as they function in a specific gear range. Also, located at the bottom of each half page is a reference to the Complete Hydraulic Circuit section that follows. The Complete Hydraulic Circuits section (beginning on page 73) details the entire hydraulic system. This is accomplished by using a foldout circuit schematic with a facing page two dimensional foldout drawing of each component. The circuit schematics and component drawings display only the fluid passages for that specific operating range. Finally, the Appendix section contains a schematic of the lubrication flow through the transmission, disassembled view parts lists and transmission specifications. This information has been included to provide the user with convenient reference information published in the appropriate vehicle Service Manuals. Since component parts lists and specifications may change over time, this information should be verified with Service Manual information.

HOW TO USE THIS BOOK


LARGE CUTAWAY VIEW OF TRANSMISSION (FOLDOUT) HALF PAGE TEXT FOR EASY REFERENCE TO BOTH PAGES RANGE REFERENCE CHART

HYDRA-MATIC 4L60-E
CASE ASSEMBLY REVERSE INPUT CLUTCH INPUT CLUTCH HOUSING

PARK
(Engine Running)

OVERRUN CLUTCH

FORWARD CLUTCH

FORWARD SPRAG CL ASSEMBLY

3-4 CLUTCH

INPUT PLANETARY GEARSET

LO AND REVERSE CLUTCH

LO ROLLER CLUTCH ASSEMBLY

REACTION PLANETARY GEARSET

OUTPUT SHAFT

1 POWER FROM TORQUE CONVERTER (1)

2 POWERFLOW TERMINATED

LO & REVERSE CLUTCH APPLIED

NO POWER TRANSMITTED TO OUTPUT SHAFT (687)

k (P Par the oil r in the leve from ing: ctor re llow sele essu e fo gthe line pr to th 18): Re ) With tion, rected lve(2 sure posip is di lator Vae pres ion (lin m gu pu re Re outputnsmissp
su p tra m d Press pumto the hen pu man ulaterding ts. Wthe de m accoiremeneds fluid fro requut excesure, lator outp e presre regu su of lin pres the

En

gin

RK g PA nnin u eR
)

PARK
(Engine Running)
TORQUE CONVERTER ASSEMBLY LOW AND REVERSE CLUTCH ASSEMBLY

APPLY

RELEASE

COOLER

#10

LUBE

COOLER

PR

AIR BLEED

LINE

LINE

PR

EX

DECREASE

CONVERTER CLUTCH VALVE

PUMP ASSEMBLY (4)

EX

1a

D4
TFP SWITCH ASSEMBLY

PRESS REG

APPLY

D3

D4
D4-N.O.

CONV FD

LO

EX

EX

D2-N.C. REV-N.O.

LINE

BOOST VALVE

PR

EX

LO-N.O. D3-N.C.

TEMP SENSOR

EX

REVERSE INPUT

REGULATED APPLY

SUCTION

PUMP ASSEMBLY

REV INPUT

TORQUE SIGNAL

PR

FILTER

EX

1b

PR LO/REVERSE

23

10

AFL

LO

EX

EX

27

26

D4

REG APPLY

ISOLATOR
9

LINE

CC SIGNAL
AFL

1-2 SHIFT VALVE

EX

EX EX

EX

EX

EX

3-4 SIGNAL

CU

IT

Figure 39

Figure 40

EX

42

PAGE NUMBER FOR REFERENCE TO FLUID FLOW SCHEMATIC

FLUID FLOW SCHEMATIC (FOLDOUT)


RK g PA nnin u eR
)

FLUID FLOW THROUGH COMPONENTS (FOLDOUT)

PARK

Engine Running

TORQUE CONVERTER ASSEMBLY

2ND & 4TH SERVO

REVERSE INPUT CLUTCH ASSEMBLY

INPUT CLUTCH HOUSING ASSEMBLY

LOW AND REVERSE CLUTCH ASSEMBLY

EX

EX
11

#7

OVERRUN CLUTCH

43
5 37 29 18 8

4TH

RELEASE

2ND CL

APPLY

OVERRUN CLUTCH

FORWARD CLUTCH FEED 3-4 CLUTCH OVERRUN CLUTCH SERVO FEED CC SIGNAL TORQUE SIGNAL
29e 34d 34e 26a 34c 34f 25f

ACTUATOR FEED LIMIT

ORIFICED ACCUM

TORQUE SIGNAL SERVO FEED

3-4 ACCUMULATOR
EX
19

3-4 ACCUM #1
20d 20e
18

3RD ACCUMULATOR OVERRUN

ORF ACC

ACCUM

20c

3-4 ACCUMULATOR D4

11a

37a

31b

35a

33a

31a

33c

9a

26b

31c

17g

COOLER

21

21

32

31

21a

17f

9p

9b

9c

9f

9e

10

AFL

LUBE

TORQUE SIGNAL

ACCUMULATOR

CASE (8)

AFL

REVERSE INPUT

D3

LUBE

LUBE

D3

D3

AIR BLEED (240) EX

EX

EX

EX

EX

48a
8

REGULATED APPLY
REG APPLY

1-2 ACCUMULATOR COVER (57) VALVE BODY (60) 3-4 ACCUMULATOR D4 2ND ACCUMULATOR D2

9m
9h

EX

29 11 11

AFL

29 29 47 18 30 34 25 24 47 11 9

9 18 9

41 24 27 34 13 34 35 39 24 22

44

9 22

12 14 12 47 10 47

24 29e 9n 11c 10

9m 13

15d 18c 34d 13b 34c 28

41c

41d 24b 21

43c/44 24a

EX

ISOLATOR

33b 20a 17e

CASE (8)

D4 ACCUMULATOR
ACCUM VALVE

48b
1

COOLER

DECREASE

EX

APPLY OVERRUN CLUTCH FORWARD CLUTCH FEED

2ND CLUTCH

OVERRUN

3-4 ACC SERVO FD 2ND

4TH

30b

2ND CL

4TH SIGNAL

3-4 CL

13a

25a 47 9 31 37 33
33

34e 31b 36a 33a

38e/39

9g 9k/10

D4-3-2

RELEASE

EX

D2

EX

D3

D4-3-2

D2

43a 32a 27a

AFL

D4

LINE

CONVERTER CLUTCH VALVE

4TH 3-4 SIGNAL


4TH
EX

2-3 SHIFT VALVE


EX

2-3 SHUTTLE
EX EX

OVERRUN CLUTCH REGULATED APPLY

3-4 SIGNAL

EX

22b

PRESS REG

FILTERED AFL

LINE

CONV FD LINE

AFL

COOLER

EX

EX

EX

D4

BOOST VALVE

EX

EX

REVERSE INPUT

CONV FD

REGULATED APPLY

REVERSE INPUT

D4 2ND D2

EX

EX

EX (237) TORQUE SIG

LO

SUCTION

13 27c 29

D2

3-2 DOWNSHIFT

REV ABUSE

1-2 SHIFT VALVE


O EX

REVERSE

(238) (237)

OVERRUN

CASE (8)

14

D3

29c 29a 29b

EX

3-4 CLUTCH

EX

EX

EX

EX

OFF

3-2 CONTROL SOLENOID VALVE N.C.

ACTUATOR FEED LIMIT


FORWARD ABUSE

PR

REV INPUT

LO/1ST

PUMP ASSEMBLY (4)

29d 40

3-4 CLUTCH 3-4 CLUTCH 3-2 SIGNAL

D4-3-2 EX

EX

2ND CLUTCH

2ND ORIFICED EX EX
LO OVERRUN
EX

3-2 CONTROL

PR LO/REV

D4

15d 16a

3RD ACCUM

LO

EX

LINE

2ND 2ND 2ND CL

LINE

12 29g 28 3c

3RD ACCUM REVERSE PR


D4

LO

D3

D2

3b 3a 28a 15a

D3 REVERSE D4 OVERRUN CL FD

REVERSE INPUT

SUCTION

REV-N.O. D2-N.C. D3-N.C.

12b

68

HALF PAGE TEXT AND LEDGEND

SUCTION CONVERTER & LUBE MAINLINE SOLENOID SIGNAL ACCUMULATOR ACTUATOR FEED LIMIT TORQUE SIGNAL

2ND CL

2ND CLUTCH

FILTER (72)

D2

REVERSE INPUT #5
35c

D4 D4 2ND

LO

2ND

2ND CL

35b

39

36

25

16

36

25

16

BOTTOM PAN (SUMP) (75) OVERRUN

18

18

39

20

16

17

22

FORWARD CLUTCH FEED 2ND CLUTCH REVERSE INPUT ORIFICED D2 2ND


VALVE BODY (60) GASKET (52) SPACER PLATE (48) GASKET (47) LO

PR PR

35d

#3
15b 15c 17b 18b 17c

D3

#8
24k

LO

#6
35e

#12
17a 12a

D4 D2

D4-N.O.

FWD CL FEED D2

24m

38e

36a

24h

24g

25a

25b

25d

25e

18a

41a

41b

34b

41d

34a

41c

21

PR

D4

D4 ORIFICED D2 2ND

Figure 64
Figure 65

FLUID PRESSURES

FORWARD CLUTCH FEED

18c

TFP SWITCH ASSEMBLY

D2 D3 D3

D3

LO-N.O.

TEMP SENSOR

LINE

LINE

REGULATED APPLY

29f

#2

28

MANUAL VALVE

REVERSE REVERSE INPUT

EX

EX

FORWARD CLUTCH ACCUMULATOR

LINE PRESSURE TAP (39)

OVERRUN CLUTCH

9n

LO/1ST

14a

TCC SOLENOID (66) N.O.

14b 38c 38b 38a

R N D 3 2 1

12e

PR

12d

12c

OFF

EX

9o

AFL

3RD ACCUMULATOR ACTUATOR FEED LIMIT

FWD CL FD

27b

LO/REVERSE

29

#4 3-4 CL

ORIFICED EX

1-2 SHIFT SOLENOID VALVE N.O.

22 10c 25 24e 24d 24c 24b 24a 44a 43c 44 26

ON

27

42b

LO/REVERSE

23 14c

1-2 SIGNAL

25d 44 9a 19

9b

#3

41

47

38

43 47

47
32

(38) #2 #12

43

CASE (103) (Control Valve Body Side)


12 29 29 29 47 29 29 15 9 9 34 27 30 34 32 25 24 25 31 43 43 48 48 37 28 25 26 9 26 3 26 11 3 9 9 11 25 9 9 25 20 21 21 33 36 32 25 25 27 24 33 31 33 31 36 17 35 20 9 20 20 22 35 34 34 27 24 24 24 39 39 9 24 13 10 10 13 29 15 38 41 18 24 24 17 41 38 16 18 12 38 41 12 34 18 18 18 17 42 44 44 9 22 10 14 12 34 17 14 12 42 38 41 14

SPACER PLATE (48) (Case/Control Valve Body)


12 29 15 40 9 29 15 29 11 30 30 34 25 24 31 43 25 48 48 26 9 3 9 25 9 26 25 11 3 25 9 10 9 44 33 37 36 28 25 11 25 20 21 32 31 33 33 17 20 17 9 24 24 22 27 29 35 34 31 35 9 35/39 20 10 47 24 34 13 24 10 23 9 9 34 13 43 29 29 15 18 38 41 18 24 28 16 12 17 41 17 42 44 43 24 22 38 38 3 12 34 17 41 34 18 17 12 14 42 12 9 22 14 38 41 14

CONTROL VALVE BODY (60) (Case Side)

CU

2-4 SERVO BORE


16 47 9
N
R
37

16

NOTE: INDICATES BOLT HOLES

D2
40

CL

UT CH

11 28 44

29

#7/(40)
3

(11)
30

11

27 24

24 38

- NON-FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO TO SIMPLIFY TRACING FLUID FLOW. - EXHAUST FLUID NOT SHOWN

25

43

21

25

CASE (103) (2-4 Servo Bore)

25 9

25 20

GASKET (47) (Case/Spacer Plate)

GASKET (52) (Spacer Plate/Control Valve Body)

1-2 ACCUMULATOR COVER (57)

FOLDOUT 69

COMPLETE ILLUSTRATED PARTS LIST

Figure 1

OIL COOLER PIPE CONNECTOR (10)

30a 27d 22a

1-2 SIGNAL

4TH SIGNAL 3-4 SIGNAL 1-2 SIGNAL 2ND

LO

3-4 SHIFT VALVE

D4-3-2 LO/1ST

D3

1-2 SIGNAL

3-4 SIGNAL

1-2 SIGNAL

EX

EX OVERRUN CLUTCH FEED

2-3 SHIFT SOLENOID VALVE N.O.

FILTER (49)

10 10a
28

36 32

17 9 20 25 11

9g

9k

ON

2ND

24f 13b 42a 17d

43b

44

ORF EX

29 23 10b

37 43 37

33

36

35

33 33

48

48

47 9

28
32

28 26 9

25

TO LOW AND REVERSE CLUTCH

25b 48b 8 9p 48a 26a

26 3 47

11 47 47 25

#7 (40)
9 47

#1
21 32

9e

PRESSURE RELIEF VALVE

PR

FILTER (232)

11b
10

REG APPLY LINE

#10
30b 34f 6 30a

EX

EX

18

11c
6

SERVO FEED 2ND 4TH SIGNAL


3-4 RELAY

CC SIGNAL 3-4 ACCUM OVERRUN CL SERVO FD


4-3 SEQUENCE VALVE

30

27

22

27c/29 27b/29

13 47

47

20b 38d

14

ACTUATOR FEED LIMIT 2-3 SIGNAL

22b 24m/25 24g 16 24k/25 24h 7 5 31c 33c 43a

27d

35a

27a 24d

13a 24c

24f 24e 31a

35d/36 20 33b

43b/44 37a

35b 35c/39 35e/36 31 17f 20a 20b 17g 30

28a 9 3c 11b 25e

32a 25f

9f 18 25g 11a

26b

9c 3b 9d/10

(50)

15

38

17

ACTUATOR FEED LIMIT

1-2 ACCUMULATOR

47

42

17

19

29d

15a

29c

TCC PWM SOLENOID VALVE N.C.

PRESSURE CONTROL SOLENOID VALVE

D4

2ND CLUTCH

25g

16

16

47

16 29 12

12

9o

D3 LINE

AFL

AFL

9d

FILTER (50)

PUMP BODY (200) (Pump Cover Side)

PUMP COVER (215) (Pump Body Side)


38 41 41 34 15b/16 18 17 14 12 29f/28

29 11 18

48

37

18

11 29

16 3

PUMP COVER (215) (Case Side)


38b 12a 29b 38c 16a 14 18b 38d 3a 12b 17a/18 34b 22

CASE (103) (Pump Cover Side)


9 9 47 9 47 25 47 9 26 3 25 48 11 3 48 47 37 36 43 43 24 47 30
25

47 3 3 3 16 29

12

38 3 38 34

38a 41b 34a 41a 17e 12d 14a 26 9h 22a

10

3-4 ACCUM FILTERED AFL

REAR LUBE

15c/16

29g/28 17 29a

14c 47 9 23 27 42b 12e 47 14b 10c/22

43 11 26 28 25 47 3 47 17 17 31 33 32 17 11 35 34 15 9 29 15 3 43 28 29 29 16
34

17b/18 12c 17c

18a 17d 42a 44a

11

#6

#5

2ND CLUTCH

#9

48

48

16

(238)
4

EX

REV INPUT

47

37

46

LUBE OVERRUN CLUTCH OVERRUN

REAR LUBE
24

11

43

46

47

37

43

2ND CLUTCH

#10

43

37

37

PR LO/REVERSE

29

(237)
1

43

5 8 37 29 18

16

43

43

16

16

(237)

16

(237)

11

46 37

47 29

3 47 16 3 16

25 10a 10b/23 29 47

(49)

20c

20e/21 20d/21 21a

3RD ACCUM

13

LUBE

3-4 CLUTCH FORWARD CLUTCH FEED

su p tra m d Press pumto the hen pu man ulaterding ts. Wthe de m accoiremeneds fluid fro requut excesure, lator outp e presre regu su of lin pres the

43

43

43

3 4

k (P Par the oil r in the leve from ing: ctor re llow sele essu e fo gthe line pr to th 18): Re ) With tion, rected lve(2 sure posip is di lator Vae pres (lin ission m gu ut pu re Re outp nsm p

En

gin

Engine Running

;;;; ;;;;;;; ;;;; ;;;;;;; ;;;;;;; ;; ;; ;; ;;;;;;; ;; ;; ;;;;;;; ;;;;;;;


45 47 4

;;;; ;;;;;;; ;;;; ;;;;;;; ;;;;;;; ;;; ;;; ;; ;;;;;;; ;; ;;;;;;; ; ;;;;;;;
PRESSURE RELIEF VALVE BORE
2

(240)

2 3

45

(240)
47

45

(240) (232) (232)


43

47

;
43

8 8

;
48

(237)
37 37

INSIDE DETENT LEVER (88)

PARKING LOCK ACTUATOR ASSEMBLY (85)

3-4 ACC SERVO FD

EX

42

EX 4TH SIG 3-4 SIG

EX

2-3 SHIFT VALVE

2-3 SHUTTLE
EX

TORQUE SIGNAL

(10)

(10)

;; ;

45

(39)
3

48 18 11 29 16 3

47 20 20 9 10

#8

31

33 24

35

31 24 3 34 13

27

24 38 24 41 42 43

34 47 30 27 24 47 47 25

13 17 24 43 42 17 17 12 9

23

47

22

22

47

18

#4
47

9 40

47

14

42

14

12 38 15 12 3 17

18 34 41 47

FORWARD CLUTCH ACCUMULATOR BORE

TURBINE SHAFT

PUMP ASSEMBLY

INSIDE DETENT LEVER

MANUAL SHAFT

CONTROL VALVE ASSEMBLY

PARKING LOCK ACTUATOR ASSEMBLY

PARKING PAWL

SPEED SENSOR

TORQUE CONVERTER ASSEMBLY

STATOR ROLLER CLUTCH

2-4 BAND ASSEMBLY

HY DR PA AUL GE IC 68 CIR

D2

3-4 SHIFT VALVE

D3

ACTUATOR FEED LIMIT

28

2-3 SHIFT SOLENOID VALVE N.O.

ON

MANUAL SHAFT (84)

LINE

MP

TORQUE SIG

PARKING BRAKE PAWL (81) ENGAGED

OVERRUN

2ND

LE

TE

32

PRESSURE CONTROL SOLENOID VALVE

D3

AFL

29

2-3 SIGNAL

AFL

CO

FILTER (50)

1-2 SIGNAL

PARKING PAWL RETURN SPRING (80)

2ND

AFL

D4-3-2

AFL (To 3-2 Control Solenoid)

EX

OIL PUMP ROTOR (212)

REACTION INTERNAL GEAR (684) HELD

OUTPUT SHAFT (687) HELD

SPEED SENSOR ROTOR (699)

OFF
TCC SOLENOID N.O.

LO OVERRUN

BOTTOM PAN (SUMP)

AFL

LINE

FILTER (49)

LO/1ST

EX

REGULATED APPLY

AFL

25

1-2 SIGNAL

1-2 SHIFT SOLENOID VALVE N.O.

ON

TORQUE CONVERTER ASSEMBLY (1)

RELEASE

TRANSMISSION CASE (8)

REVERSE

COOLER

LINE

FILTER (232)

AIR BLEED

PR

D3 D2

FWD CL FEED

LO/REVERSE

EX

EX

D3

D4

D2 LO

INPUT HOUSING & SHAFT ASSEMBLY (621)

EX

MANUAL VALVE

EX

PRESSURE RELIEF VALVE

COOLER

R N D 3 2 1

LINE PRESSURE TAP

LINE

FORWARD CLUTCH ACCUMULATOR

PR

#9

LO/REV

1c

43

4T
H
33

34

VE O

38

RU

D2

SI

G
N
A

UNDERSTANDING THE GRAPHICS


CONVERTER HOUSING (102) CASE ASSEMBLY (103)

TORQUE CONVERTER (1)

3-4 ACCUMULATOR PISTON (44) SPACER PLATE GASKETS (47 & 52)

The flow of transmission fluid starts in the bottom pan and is drawn through the filter, main case valve body, transmission case, the oil pump assembly, and into the torque converter. This is a general route for fluid to flow that is more easily understood by reviewing the illustrations provided in Figure 2. However, fluid may pass between these 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 4L60-E transmission, the components involved with hydraulic control and fluid flow are illustrated in three major formats. Figure 3 provides an example of these formats which are:
6

A 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.

SERVO ASSEMBLY (12-29) SPACER PLATE (48) TCC SOLENOID (66) BOTTOM PAN (75)

Figure 2

A graphic schematic representation that displays valves, checkballs, orifices and so forth, required for the proper function of transmission in a specific gear range. In the schematic drawings, fluid circuits are represented by straight lines and orifices are represented by indentations in a circuit. All circuits are labeled and color coded to provide reference points between the schematic drawing and the two dimensional line drawing of the components. Figure 4 (page 7B) provides an illustration of a typical valve, bushing and valve train components. A brief description of valve operation is also provided to support the illustration. Figure 5 (page 7B) provides a color coded chart that references different fluid pressures used to operate the hydraulic control systems. A brief description of how fluid pressures affect valve operation is also provided.

1-2 ACCUMULATOR PISTON (56) CONTROL VALVE ASSEMBLY (60)

FILTER (72)

UNDERSTANDING THE GRAPHICS


TORQUE CONVERTER ASSEMBLY

2ND & 4TH SERVO

REVERSE INPUT CLUTCH ASSEMBLY

INPUT CLUTCH HOUSING ASSEMBLY

LOW AND REVERSE CLUTCH ASSEMBLY

VALVE BODY SIDE


GASKET (47) SPACER PLATE (48) GASKET (52)

EX

EX
11

LUBE

3RD ACCUM #7

3-4 CLUTCH FORWARD CLUTCH FEED

RELEASE

2ND CL

EX

4TH

APPLY

OVERRUN CLUTCH

FORWARD CLUTCH FEED 3-4 CLUTCH OVERRUN CLUTCH SERVO FEED CC SIGNAL

ACTUATOR FEED LIMIT

ORIFICED ACCUM

TORQUE SIGNAL SERVO FEED

3-4 ACCUMULATOR
EX
19

3-4 ACCUM #1
20d 20e
18

3RD ACCUMULATOR OVERRUN

ORF ACC

ACCUM

TORQUE SIGNAL

20c

26b

31c

AFL

LUBE

TORQUE SIGNAL

REVERSE INPUT

LUBE

LUBE

D3

D3

AIR BLEED (240) EX

TCC PWM SOLENOID VALVE N.C.

EX

EX

EX

EX

48a

REGULATED APPLY REG APPLY LINE

ISOLATOR VALVE

1-2 ACCUMULATOR COVER (57) VALVE BODY (60) 3-4 ACCUMULATOR


9m
9h

EX

AFL

EX

REG APPLY

33b 20a 17e


30

48b
1

EX

EX

COOLER

DECREASE

APPLY OVERRUN CLUTCH FORWARD CLUTCH FEED

2ND CLUTCH

OVERRUN

EX

3-4 ACC SERVO FD 2ND

4TH

4TH SIGNAL

2ND CL

3-4 CL

D4-3-2

RELEASE

EX

D2

EX

CONVERTER CLUTCH VALVE

32a 27a

D4

LINE

4TH 3-4 SIGNAL


4TH
EX

2-3 SHIFT VALVE


EX

2-3 SHUTTLE
EX EX

OVERRUN CLUTCH REGULATED APPLY

3-4 SIGNAL

EX

22b

PRESS REG

CONV FD LINE

AFL

COOLER

EX

EX

EX

D4

EX

REVERSE INPUT

CONV FD

REGULATED APPLY

REVERSE INPUT

SUCTION

REVERSE

O EX

OVERRUN

40

14

3-2 SIGNAL
3-2 CONTROL SOLENOID VALVE N.C.

CASE (8)

D3

29c 29a 29b

ACTUATOR FEED LIMIT


FORWARD ABUSE
EX

3-2 CONTROL
EX

3-4 CLUTCH

EX

EX

EX

OFF

LO OVERRUN

27

D4

15d 16a

3RD ACCUM

EX

LINE

2ND 2ND 2ND CL

D3

D4

D2

3b 3a 28a 15a

REVERSE

REVERSE INPUT

D4

OVERRUN CL FD

SUCTION

REV-N.O. D2-N.C. D3-N.C.

12b

2ND CLUTCH REVERSE INPUT OVERRUN ORIFICED D2

PR

D4 2ND

D4 ORIFICED D2 2ND

GRAPHIC SCHEMATIC REPRESENTATION

OIL PUMP ASSEMBLY (4)

1-2 ACCUMULATOR COVER (57)

THREE DIMENSIONAL PUMP COVER

THREE DIMENSIONAL CASE SIDE

TWO DIMENSIONAL

TWO DIMENSIONAL

Figure 3

FOLDOUT 7

SUCTION CONVERTER & LUBE MAINLINE SOLENOID SIGNAL ACCUMULATOR ACTUATOR FEED LIMIT TORQUE SIGNAL

2ND CLUTCH

2ND

2ND CL

FILTER (72)

2ND CL

35b

39

36

25

16

36

25

16

BOTTOM PAN (SUMP) (75)

18

18

FORWARD CLUTCH FEED

39

20

16

17

22

VALVE BODY (60) GASKET (52) SPACER PLATE (48) GASKET (47) LO

35d

35c

24k

24m

15b

17a

35e

17b

38e

PR

#3
15c 18b 17c

#12
12a

D3

#8

LO

#5

#6

D4 D2

D4-N.O.

FWD CL FEED D2

D2

REVERSE INPUT

D4 2ND

LO

24g

24h

25a

25b

25d

25e

18a

41a

41b

34b

36a

41d

34a

41c

21

FLUID PRESSURES

FORWARD CLUTCH FEED

18c

TFP SWITCH ASSEMBLY

D2 D3 D3

D3

12c

LO-N.O.

TEMP SENSOR

D3

LINE

LINE

PR

REGULATED APPLY

3c

PR

LO

REVERSE

LINE

12 29g 28

3RD ACCUM

EX

LO

29f

#2

28

MANUAL VALVE

REVERSE REVERSE INPUT

EX

FORWARD CLUTCH ACCUMULATOR

LINE PRESSURE TAP (39)

TCC SOLENOID (66) N.O.

R N D 3 2 1

OVERRUN CLUTCH

14b 38c 38b 38a

9n

LO/1ST

14a

12e 12d

OFF

EX

9o

PR LO/REV

AFL

3RD ACCUMULATOR ACTUATOR FEED LIMIT

EX

42b

FWD CL FD

LO/REVERSE

23 14c

PR

REV INPUT

LO/1ST

(237)

EX

ORIFICED EX EX

43c

44 26


D2

(238)

PUMP ASSEMBLY (4)

TORQUE SIG

29d

3-4 CLUTCH 3-4 CLUTCH

D4-3-2

2ND

EX

2ND CLUTCH

ON

24c 24b 24a 44a

D4 2ND D2

EX

EX

EX (237)

LO

13 27c 29

D2

3-2 DOWNSHIFT

REV ABUSE

1-2 SHIFT VALVE

27b

24d

LO/REVERSE

29

#4 3-4 CL

ORIFICED EX

EX

BOOST VALVE

1-2 SHIFT SOLENOID VALVE N.O.

22 10c 25 24e

OIL COOLER PIPE CONNECTOR (10)

30a 27d 22a

1-2 SIGNAL

4TH SIGNAL 3-4 SIGNAL 1-2 SIGNAL 2ND

LO

LO/1ST 1-2 SIGNAL

42a 17d

3-4 SHIFT VALVE

D4-3-2

1-2 SIGNAL

2ND

24f 13b

FILTERED AFL

LINE

D3

1-2 SIGNAL

3-4 SIGNAL

EX

FILTER (49)

D4-3-2

D2

43a

AFL

EX OVERRUN CLUTCH FEED

D3

2-3 SHIFT SOLENOID VALVE N.O.

9g

10 10a
28

9k

ON

43b

44

ORF EX

3-4 RELAY

4-3 SEQUENCE VALVE

ACTUATOR FEED LIMIT 2-3 SIGNAL

29 23 10b

PRESSURE RELIEF VALVE

11c 30b

SERVO FEED 2ND 4TH SIGNAL

20b 38d 13a

PR

FILTER (232)

11b

10

ACCUMULATOR
ACCUM VALVE

CC SIGNAL 3-4 ACCUM OVERRUN CL SERVO FD

D4 2ND ACCUMULATOR D2

CASE (8)

D4

ACTUATOR FEED LIMIT

PRESSURE CONTROL SOLENOID VALVE

D4

2ND CLUTCH

25g

1-2 ACCUMULATOR

ACCUMULATOR

CASE (8)

AFL

D3

D3 LINE

3-4 ACCUM FILTERED AFL

17g

COOLER

21

9e

10

21

32

31

3-4 ACCUMULATOR D4

29e

11a

37a

31b

35a

33a

34d

34e

26a

31a

34c

33c

9a

21a

34f

25f

17f

9p

9b

9c

9f

AFL

AFL

9d

FILTER (50)

2ND CLUTCH

OVERRUN

2ND CLUTCH

#10

#9

REV INPUT

OVERRUN CLUTCH

LUBE OVERRUN CLUTCH

REAR LUBE
24

PR LO/REVERSE

VALVE BODY SPACER PLATE (48)

THREE DIMENSIONAL

TWO DIMENSIONAL

CASE SIDE

CONTROL VALVE BODY ASSEMBLY (60)

THREE DIMENSIONAL TWO DIMENSIONAL

CASE ASSEMBLY (103)

THREE DIMENSIONAL

TWO DIMENSIONAL

FOLDOUT 7A

UNDERSTANDING THE GRAPHICS


TYPICAL BUSHING AND VALVE

NOTE: NOT ALL VALVES ARE USED WITH A BUSHING


SPRING VALVE BORE PLUG BALL CHECK VALVE RETAINING PIN

BUSHING

SPACER PLATE VALVE BODY

RESTRICTING ORIFICE

SPRING VALVE BORE PLUG BUSHING

BUSHING TO APPLY COMPONENT

SIGNAL FLUID

SIGNAL FLUID

EX WITH SIGNAL FLUID PRESSURE EQUAL TO OR LESS THAN SPRING AND SPRING ASSIST FLUID PRESSURE THE VALVE REMAINS IN CLOSED POSITION.

EX WITH SIGNAL FLUID PRESSURE GREATER THAN SPRING AND SPRING ASSIST FLUID PRESSURE THE VALVE MOVES OVER.

Figure 4

FLUID PRESSURES
SUCTION CONVERTER & LUBE MAINLINE SOLENOID SIGNAL ACCUMULATOR ACTUATOR FEED LIMIT

TORQUE SIGNAL

EXHAUST DIRECTION OF FLOW WITH EQUAL SURFACE AREAS ON EACH END OF THE VALVE, BUT FLUID PRESSURE "A" BEING GREATER THAN FLUID PRESSURE "B", THE VALVE WILL MOVE TO THE RIGHT. 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".

Figure 5

SPACER PLATE

SPACER PLATE

EXHAUST FROM THE APPLY COMPONENT UNSEATS THE BALL CHECK VALVE, THEREFORE CREATING A QUICK RELEASE.

SPRING APPLY ASSIST FLUID FLUID

APPLY FLUID

SPRING ASSIST FLUID

APPLY FLUID SEATS THE BALL CHECK VALVE FORCING FLUID THROUGH AN ORIFICE IN THE SPACER PLATE, WHICH CREATES A SLOWER APPLY.

RETAINING PIN

VALVE BODY

7B

HYDRA-MATIC 4L60-E
CASE ASSEMBLY REVERSE INPUT CLUTCH INPUT CLUTCH HOUSING OVERRUN CLUTCH FORWARD CLUTCH FORWARD SPRAG CLUTCH ASSEMBLY 3-4 CLUTCH INPUT PLANETARY GEARSET LOW AND REVERSE CLUTCH LOW AND REVERSE ROLLER CLUTCH ASSEMBLY REACTION PLANETARY GEARSET OUTPUT SHAFT

TURBINE SHAFT

TORQUE CONVERTER ASSEMBLY

STATOR ROLLER CLUTCH

PUMP ASSEMBLY

2-4 BAND ASSEMBLY

INSIDE DETENT LEVER

MANUAL SHAFT

CONTROL VALVE ASSEMBLY

PARKING LOCK ACTUATOR ASSEMBLY

PARKING PAWL

SPEED SENSOR

Figure 6

Figure 7

HYDRA-MATIC 4L60-E CROSS SECTIONAL DRAWING


A cross sectional line drawing is typically the standard method for illustrating either an individual mechanical component or a complete transmision assembly. However, unless a person is familiar with all the individual components of the transmission, distinguishing components may be difficult in this type of drawing. For this reason, a three dimensional perspective illustration (shown on page 8) is the primary drawing used throughout this book. The purpose for this type of illustration is to provide a more exacting graphic representation of each component and to show their relationship to other components within the transmission assembly. It is also useful for
8A

understanding the cross sectional line drawing by comparing the same components from the three dimensional perspective illustration. In this regard it becomes an excellent teaching instrument. Additionally, all the illustrations contained in this book use a color scheme that is consistent throughout this book. In other words, regardless of the type of illustration or drawing, all components have an assigned color and that color is used whenever that component is illustrated. This consistency not only helps to provide for easy component identification but it also enhances the graphic and color continuity between sections.

GENERAL DESCRIPTION
The Hydra-matic 4L60-E is a fully automatic, four speed, rear wheel drive, electronically controlled transmission. It consists primarily of a four-element torque converter, two planetary gear sets, friction and mechanical clutches and a hydraulic pressurization and control system. The four-element torque converter contains a pump, a turbine, a pressure plate splined to the turbine, and a stator assembly. The torque converter acts as a fluid coupling to smoothly transmit power from the engine to the transmission. It also hydraulically provides additional torque multiplication when required. The pressure plate, when applied, provides a mechanical direct drive coupling of the engine to the transmission. The 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 transmission at the optimum time. The PCM commands shift solenoids, within the transmission, on and off to control shift timing. The PCM also controls the apply and release of the torque converter clutch which allows the engine to deliver the maximum fuel efficiency without sacrificing vehicle performance. The hydraulic system primarily consists of a vane type pump, control valve body and case. The pump maintains the working pressures needed to stroke the servo and clutch pistons that apply or release the friction components. These friction components (when applied or released) support the automatic shifting qualities of the transmission. The friction components used in this transmission consist of five multiple disc clutches and one band. The multiple disc clutches combine with two mechanical components, one roller clutch and one sprag clutch, to deliver five different gear ratios through the gear sets. The gear sets then transfer torque through the output shaft.

PRINCIPLES OF OPERATION
An automatic transmission is the mechanical component of a vehicle that transfers power (torque) from the engine to the wheels. It accomplishes this task by providing a number of forward gear ratios that automatically change as the speed of the vehicle increases. The reason for changing forward gear ratios is to provide the performance and economy expected from vehicles manufactured today. On the performance end, a gear ratio that develops a lot of torque (through torque multiplication) is required in order to initially start a vehicle moving. Once the vehicle is in motion, less torque is required in order to maintain the vehicle at a certain speed. When the vehicle has reached a desired speed, economy becomes the important factor and the transmission will shift into overdrive. At this point output speed is greater than input speed, and, input torque is greater than output torque. Another important function of the automatic transmission is to allow the engine to be started and run without transferring torque to the wheels. This situation occurs whenever Park (P) or Neutral (N) range has been selected. Also, operating the vehicle in a rearward direction is possible whenever Reverse (R) range has been selected (accomplished by the gear sets). The variety of gear ranges in an automatic transmission are made possible through the interaction of numerous mechanically, hydraulically and electronically controlled components inside the transmission. At the appropriate time and sequence, these components are either applied or released and operate the gear sets at a gear ratio consistent with the drivers needs. The following pages describe the theoretical operation of the mechanical, hydraulic and electrical components found in the Hydra-matic 4L60-E transmission. When an understanding of these operating principles has been attained, diagnosis of these transmission systems is made easier.

EXPLANATION OF GEAR RANGES

Figure 8

The transmission can be operated in any one of the seven different positions shown on the shift quadrant (Figure 8). P Park position 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 transmission Park position. Since the output shaft is mechanically locked to the case through the parking pawl and reaction 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 transmission to operate in each of the four forward gear ratios. Downshifts to a lower gear, or higher gear ratio are available

for safe passing by depressing the accelerator or by manually selecting a lower gear with the shift selector. The transmission should not be operated in Overdrive towing a trailer or driving on hilly terrain. Under such conditions that put an extra load on the engine, the transmission 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 transmission will not shift into fourth gear. 2 Manual Second adds more performance for congested traffic and hilly terrain. It has the same starting ratio (first gear) as Manual Third but prevents the transmission from shifting above second gear. Thus, Manual Second can be used to retain second gear for acceleration and engine braking as desired. Manual Second can be selected at any vehicle speed but will not downshift into second gear until the vehicle speed drops below approximately 100 km/h (62 mph). 1 Manual First can be selected at any vehicle speed. If the transmission is in third or fourth gear it will immediately shift into second gear. When the vehicle speed slows to below approximately 48 to 56 km/h (30 to 35 mph) the transmission will then shift into first gear. This is particularly beneficial for maintaining maximum engine braking when descending steep grades.
FOLDOUT 9

9A

MAJOR MECHANICAL COMPONENTS


TORQUE CONVERTER ASSEMBLY (1) PUMP ASSEMBLY (4) MAIN CASE (103)

SPLINED TOGETHER

SPLINED TOGETHER

SPLINED TOGETHER

FORWARD SPRAG CLUTCH INNER RACE AND INPUT FORWARD SPRAG SUN GEAR ASSEMBLY ASSEMBLY (642) (640) INPUT HOUSING & SHAFT ASSEMBLY (621)
SPLINED TOGETHER SPLINED TOGETHER

INPUT INTERNAL GEAR (664) INPUT CARRIER ASSEMBLY (662)

REACTION CARRIER SHAFT (666)

SPLINED TOGETHER

REVERSE INPUT CLUTCH HOUSING (605) 2-4 BAND ASSEMBLY (602) SERVO ASSEMBLY
SPLINED TO TORQUE CONVERTER TURBINE

SPLINED TO OUTPUT SHAFT (687)

SPLINED TO REACTION CARRIER ASSEMBLY (681)

FORWARD CLUTCH OUTER RACE (644) OVERRUN CLUTCH HUB (639) REACTION INTERNAL GEAR (684) LOW AND REVERSE CLUTCH PLATE ASSEMBLY (682)
SPLINED TO REACTION CARRIER SHAFT (666) SPLINED TO INPUT CARRIER ASSEMBLY (662)

LOCKS TOGETHER WITH REACTION SUN SHELL (670)

OUTPUT SHAFT (687)

SPEED SENSOR ROTOR (699)

BAND ANCHOR PIN (41) LOW AND REVERSE CLUTCH SUPPORT ASSEMBLY (679) REACTION SUN SHELL (670)

MAIN CASE (103) MAIN CASE (103) LOW AND REVERSE ROLLER CLUTCH RACE (675)

PARKING PAWL RETURN SPRING (80) MANUAL SHAFT (84) PARKING BRAKE PAWL (81)

SPLINED TOGETHER

PARKING LOCK ACTUATOR ASSEMBLY (85) REACTION CARRIER ASSEMBLY (681)

LOCKS TOGETHER WITH REVERSE INPUT CLUTCH HOUSING (605)

REACTION SUN GEAR (673)

LOW AND REVERSE ROLLER CLUTCH ASSEMBLY (678)

INSIDE DETENT LEVER (88)

10

Figure 9

COLOR LEGEND
MAJOR MECHANICAL COMPONENTS

The foldout graphic on page 10 contains a disassembled drawing of the major components used in the Hydra-matic 4L60-E transmission. This drawing, along with the cross sectional illustrations on page 8 and 8A, show the major mechanical components and their relationship to each other as a complete assembly. Therefore, color has been used throughout this book to help identify parts that are splined together, rotating at engine speed, held stationary, and so forth. Color differentiation is particularly helpful when using the Power Flow section for understanding the transmission operation. The color legend below provides the general guidelines that were followed in assigning specific colors to the major components. However, due to the complexity of this transmission, some colors (such as grey) were used for artistic purposes rather than based on the specific function or location of that component. Components that are stationary. Examples: Converter Housing (102), Main Case (103), Oil Pump Assembly (4), Low and Reverse Clutch Support (679), Extension Housing (31). Components that rotate at engine speed. Examples: Torque Converter Cover and Pump, and the Oil Pump. Components that rotate at turbine speed. Examples: Converter Turbine, Pressure Plate, Turbine Shaft and Input Housing Assembly (621). Components that rotate at transmission output speed and other components. Examples: Reaction Internal Gear (684), Output Shaft (687), Speed Sensor Rotor (699), Forward Sprag Assembly (642), and Low and Reverse Roller Clutch Assembly (678). Components such as the Stator in the Torque Converter (1), the Reverse Input Clutch Housing (605) and the Reaction Sun Shell (670). Components such as the Reaction Carrier Assembly (681) and the Input Internal Gear (664). Components such as the Overrun Clutch Hub (639) and the Forward Sprag Clutch Inner Race and Input Sun Gear Assembly (640). All bearings, bushings, gaskets and spacer plates.

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 4L60-E transmission. This chart highlights the major apply components that function in a selected gear range, and the specific gear operation within that gear range. Included as part of this chart is the same color reference to each major component that was previously discussed. If a component is active in a specific gear range, a word describing its activity will be listed in the column below that component. The row where the activity occurs corresponds to the appropriate transmission range and gear operation. An abbreviated version of this chart can also be found at the top of the half page of text located in the Power Flow section. This provides for a quick reference when reviewing the mechanical power flow information contained in that section.

10B

RANGE REFERENCE CHART

SHIFT SOLENOID VALVES RANGE PARK REVERSE NEUTRAL 1st 2nd D 3rd 4th 1st 3 2nd 3rd 2 1st 2nd 1st 2nd OFF ON ON OFF OFF OFF OFF ON ON OFF ON ON ON ON GEAR 1-2 ON 2-3 ON

2-4 BAND

REVERSE INPUT CLUTCH

OVERRUN CLUTCH

FORWARD CLUTCH

FORWARD SPRAG CL. ASSEMBLY

3-4 CLUTCH

LO ROLLER CLUTCH

LO/REV. CLUTCH APPLIED

* ON * ON *
ON OFF

* ON * ON *
ON ON APPLIED

APPLIED

APPLIED

APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED

HOLDING HOLDING HOLDING APPLIED APPLIED HOLDING HOLDING HOLDING HOLDING HOLDING HOLDING HOLDING APPLIED

HOLDING

HOLDING

**

ON OFF ON OFF

HOLDING

***
1

HOLDING

APPLIED

***
* ** ***

1-2 AND 2-3 SHIFT SOLENOID OPERATION AND THE SHIFT VALVE POSITIONING IN P, R, N RANGES ARE A FUNCTION OF THE INPUT TO THE SOLENOIDS FROM THE VSS. UNDER NORMAL OPERATING CONDITIONS THE SOLENOIDS ARE ON IN P, R, N. A MANUAL SECOND - FIRST GEAR CONDITION IS ONLY AVAILABLE ON SOME MODELS. OTHERWISE, THIS CONDITION IS ELECTRONICALLY PREVENTED. IN MANUAL SECOND AND MANUAL FIRST, SOLENOID OPERATION IS A RESULT OF PCM CALIBRATION. SOME CALIBRATIONS WILL ALLOW ALL THREE GEARS UNDER EXTREME CONDITIONS.

Figure 10

11

TORQUE CONVERTER
THRUST BEARING ASSEMBLY (F) THRUST BEARING ASSEMBLY (F)

CONVERTER HOUSING COVER ASSEMBLY (A)

DAMPER ASSEMBLY (C) PRESSURE PLATE ASSEMBLY (B)

STATOR ASSEMBLY (E) TURBINE ASSEMBLY (D) CONVERTER PUMP ASSEMBLY (G)

TORQUE CONVERTER:

The torque converter (1) is the primary component for transmittal of power between the engine and the transmission. It is bolted to the engine flywheel (also known as the flexplate) so that it will rotate at engine speed. Some of the major functions of the torque converter are: to provide for a smooth conversion of torque from the engine to the mechanical components of the transmission. to multiply torque from the engine that enables the vehicle to achieve additional performance when required. to mechanically operate the transmission oil pump (4) through the converter hub. to provide a mechanical link, or direct drive, from the engine to the transmission through the use of a torque converter clutch (TCC). The torque converter assembly is made up of the following five main sub-assemblies: a converter housing cover assembly (A) which is welded to the converter pump assembly (G). a converter pump assembly (G) which is the driving member. a turbine assembly (D) which is the driven or output member. a stator assembly (E) which is the reaction member located between the converter pump and turbine assemblies. a pressure plate assembly (B) splined to the turbine assembly to enable direct mechanical drive when appropriate.
CONVERTER PUMP ASSEMBLY AND TURBINE ASSEMBLY

A G

CONVERTER HUB STATOR SHAFT (216)

TURBINE SHAFT

When the engine is running the converter pump assembly acts as a centrifugal pump by picking up fluid at its center and discharging it at its rim between the blades (see Figure 12). The force of this fluid then hits the turbine blades and causes the turbine to rotate. As the engine and converter pump increase in RPM, so does the turbine.
PRESSURE PLATE, DAMPER AND CONVERTER HOUSING ASSEMBLIES

Torque converter failure could cause loss of drive

and or loss of power. To reduce torsional shock during the apply of the pressure plate to the converter cover, a spring loaded damper assembly (D) is used. The pressure plate is attached to the pivoting mechanism of the damper assembly which allows the pressure plate to rotate independently of the damper assembly up to approximately 45 degrees. During engagement, the springs in the damper assembly cushion the pressure plate engagement and also reduce irregular torque pulses from the engine or road surface.
Figure 11

The pressure plate is splined to the turbine hub and applies (engages) with the converter cover to provide a mechanical coupling of the engine to the transmission. When the pressure plate assembly is applied, the amount of slippage that occurs through a fluid coupling is reduced (but not eliminated), thereby providing a more efficient transfer of engine torque to the drive wheels.

12

TORQUE CONVERTER
FLUID FLOW

STATOR ASSEMBLY (E) TURBINE ASSEMBLY (D) CONVERTER PUMP ASSEMBLY (G)

Figure 12

Stator roller clutch failure


roller clutch freewheels in both directions can cause poor acceleration at low speed. roller clutch locks up in both directions can cause poor acceleration at high speed. Overheated fluid.

STATOR ASSEMBLY
STATOR

CONVERTER MULTIPLYING

STATOR HELD FLUID FLOW REDIRECTED

The stator assembly is located between the pump assembly and turbine assembly, and is mounted on a one-way roller clutch. This oneway roller clutch allows the stator to rotate in one direction and prevents (holds) the stator from rotating in the other direction. The function of the stator is to redirect fluid returning from the turbine in order to assist the engine in turning the converter pump assembly. At low vehicle speeds, when greater torque is needed, fluid from the turbine hits the front side of the stator blades (the converter is multiplying torque). At this time, the one-way roller clutch prevents the stator from rotating in the same direction as the fluid flow, thereby redirecting fluid to assist the engine in turning the converter pump. In this mode, fluid leaving the converter pump has more force to turn the turbine assembly and multiply engine torque. As vehicle speed increases and less torque is required, centrifugal force acting on the fluid changes the direction of the fluid leaving the turbine such that it hits the back side of the stator blades (converter at coupling speed). When this occurs, the roller clutch overruns and allows the stator to rotate freely. Fluid is no longer being redirected to the converter pump and engine torque is not being multiplied.

FLUID FLOW FROM TURBINE

CONVERTER AT COUPLING SPEED STATOR ROTATES FREELY

Figure 13

13

TORQUE CONVERTER
RELEASE APPLY

When the torque converter clutch is released, fluid is fed into the torque converter by the pump into the release fluid passage. The release fluid passage is located between the stator shaft (214) and the turbine shaft (621). Fluid travels between the shafts and enters the release side of the pressure plate at the end of the turbine shaft. The pressure plate is forced away from the converter cover and allows the torque converter turbine to rotate at speeds other than engine speed. The release fluid then flows between the friction element on the pressure plate and the converter cover to enter the apply side of the torque converter. The fluid then exits the torque converter through the apply passage, which is located between the torque converter clutch hub and the stator shaft (214), and enters the pump.
No TCC apply can be caused by: Electrical connectors, wiring harness or solenoid damaged Converter clutch valve stuck or assembled backwards Pump to case gasket mispositioned Orifice cup plug restricted or damaged Solenoid O-ring seal cut or damaged Turbine shaft O-ring seal cut or damaged Turbine shaft retainer and ball assembly restricted or damaged Control valve body TCC signal valve stuck Solenoid screen blocked TCC solenoid valve internal damage Engine speed sensor internal damage

When the PCM determines that the vehicle is at the proper speed for the torque converter clutch to apply it sends a signal to the TCC (PWM) solenoid valve. The TCC (PWM) solenoid valve then regulates line fluid from the pump into the regulated apply passage. The regulated apply fluid then feeds the apply fluid passage and applies the torque converter. The apply passage is located between the turbine shaft and the stator shaft. The fluid flows between the shafts, then passes into the torque converter on the apply side of the pressure plate assembly. Release fluid is then routed out of the torque converter between the turbine shaft and the stator shaft. Apply fluid pressure forces the pressure plate against the torque converter cover to provide a mechanical link between the engine and the turbine. The TCC apply should occur in fourth gear (also third gear in some applications), and should not apply until the transmission fluid has reached a minimum operating temperature of 8C (46F) and the engine coolant temperature reaches 50C (122F). For more information on TCC apply and release, see Overdrive Range Fourth Gear TCC Released and Applied, pages 6263.

TORQUE CONVERTER ASSEMBLY (1) RELEASE FLUID


TORQUE CONVERTER ASSEMBLY (1)

APPLY FLUID TURBINE SHAFT (502) APPLY FLUID

TURBINE SHAFT (621) APPLY FLUID



RELEASE FLUID

RELEASE FLUID

PRESSURE PLATE

PRESSURE PLATE

TCC RELEASE
14
Figure 14

TCC APPLY

APPLY COMPONENTS
The Apply Components section is designed to explain the function of the hydraulic and mechanical holding devices used in the Hydra-matic 4L60-E transmission. Some of these apply components, such as clutches and bands, are hydraulically applied and released in order to provide automatic gear range shifting. Other components, such as a roller clutch or sprag clutch, often react to a hydraulically applied component by mechanically holding or releasing another member of the transmission. This interaction between the hydraulically and mechanically applied components is then explained in detail and supported with a graphic illustration. In addition, this section shows the routing of fluid pressure to the individual components and their internal functions when it applies or releases. The sequence in which the components in this section have been discussed coincides with their physical arrangement inside the transmission. This order closely parallels the disassembly sequence used in the Hydra-matic 4L60-E Unit Repair Section located in Section 7 of the appropriate Service Manual. It also correlates with the components shown on the Range Reference Charts that are used throughout the Power Flow section of this book. The correlation of information between the sections of this book helps the user more clearly understand the hydraulic and mechanical operating principles for this transmission.

CUTAWAY VIEW

BRIEF DESCRIPTION

MATING OR RELATED COMPONENTS

APPLY COMPONENTS
RETAINING RING (29) 2-4 SERVO COVER (28) APPLY PIN SPRING (22)
LUBE WINDOW

APPLY COMPONENTS
SERVO ASSEMBLY AND 2-4 BAND

CUSHION SPRING (16)

RETAINER SPRING RING RETAINER (14) (15)

CASE (103)

2-4 BAND ASSEMBLY (602)

Reverse Input Clutch Release

4TH APPLY PISTON (25) INNER SERVO PISTON HOUSING (20) 2ND APPLY PISTON (17) RETURN SPRING (12) SERVO APPLY PIN (13)

The servo assembly and 2-4 band (602) are located in the front of the transmission case and applied in Second and Fourth gears. In Third gear, the servo assembly releases the band and acts as an accumulator for the 3-4 clutch apply. The band is held stationary to the transmission case by the band anchor pin (49) and wraps around the reverse input housing (605). When compressed by the servo assembly, the 2-4 band holds the reverse input housing stationary to the transmission case.

REVERSE INPUT HOUSING (605)

To release the reverse input clutch, reverse input fluid exhausts from the reverse input housing and back through the stator shaft. Without fluid pressure, force from the piston spring assembly and belleville plate moves the reverse input clutch piston away from the clutch pack. This disengages the clutch plates from the backing plate and disconnects the reverse input housing from the input housing assembly.

Centrifugal force, resulting from th reverse input housing rotating, force residual fluid to the outside of the pisto cavity. During the clutch release th belleville plate moves away from th fluid bleed hole. This allows residu fluid at the outside of the piston housin to exhaust through the bleed hole. this fluid did not completely exhau from behind the piston there could be partial apply, or drag of the revers input clutch plates.

BAND ANCHOR PIN (41)

29

28

25

24

23

22

20

17

16

105

15

2-4 Band Applied Second Gear

side of the 2nd apply piston (17) and servo cushion spring retainer (15) is greater than the surface area that 2nd clutch fluid pressure covers on the apply side of the piston. Therefore, the force from 3rd accumulator fluid pressure, in addition to servo return spring (12) force, overcomes the force of 2nd clutch fluid pressure. The 2nd apply piston then moves the apply pin (13) away from the 2-4 band to release the band from the 2-4 Band Release and 3-4 Clutch reverse input housing. Accumulation In Third gear, 3rd accumulator fluid is 3rd accumulator fluid is fed by 3-4 clutch routed to the release side of the 2nd apply fluid which is used to apply the 3-4 piston. The surface area on the release clutch. The movement of the 2nd apply To apply the 2-4 band in Second gear, 2nd clutch fluid is routed to the apply side of the 2nd apply piston (17). 2nd clutch fluid pressure moves the piston against servo cushion (16) and servo return (12) spring forces. These spring forces help cushion the 2-4 band apply in Second gear. The 2nd apply piston moves the apply pin (13) to compress the band around the reverse input housing.

piston against 2nd clutch fluid pressure acts as an accumulator to absorb initial 34 clutch apply fluid. This action helps cushion the 3-4 clutch apply, as well as release the 2-4 band.
2-4 Band Applied Fourth Gear

In Fourth gear, 4th fluid is routed through the center of the apply pin and acts on the apply side of the 4th apply piston (25). 4th fluid pressure moves the 4th apply piston (25) and apply pin (13) to apply the band. The 4th apply piston moves against the 4th apply spring (22) to help cushion the band apply in Fourth gear.
#7 CHECKBALL

#7 CHECKBALL

#7 CHECKBALL

EX

2ND 3RD CLUTCH ACCUM


4TH

EX

4TH

EX

2ND 3RD CLUTCH ACCUM

SECOND GEAR 2-4 SERVO APPLIED

THIRD GEAR 2-4 SERVO RELEASED

FOURTH GEAR 2-4 SERVO APPLIED

16

Figure 16

FUNCTIONAL DESACRIPTION

REVERSE INPUT CLUTCH

No upshift in 1st gear could be caused by a worn or damaged 2-4 band or if the band anchor pin is not engaged.

The reverse input clutch is located in the reverse input housing (605) and is used to provide an input to drive the vehicle in Reverse (R). The steel clutch plates (612A) are splined to the reverse input housing while the fiber clutch plates (612B) are splined to the input housing and turbine shaft assembly (621). When applied, the reverse input clutch transfers engine torque from the input housing to the reverse input housing.
Reverse Input Clutch Applied
INPUT

REVERSE INPUT HOUSING (605)

OUTER SEAL (608)

INNER SEAL (608)

SPRING ASSEMBLY (609) RETAINING RING (610)

PISTON ASSEMBLY (607)

LUBE

14

13

12

To apply the reverse input clutch, reverse SHAFT input fluid is fed from the oil pump, through the stator shaft (214) and to the reverse input housing. Feed holes in the inner hub of the reverse input housing allow reverse input fluid STATOR to enter the housing behind the reverse input SHAFT (214) clutch piston (607). Any air in the reverse input fluid circuit will exhaust through the fluid bleed hole to prevent excess cushion REVERSE during the clutch apply. As fluid pressure APPLY increases, the piston compresses the steel, FLUID fiber and belleville (611) clutch plates together until they are held against the reverse input clutch backing plate (613). The backing plate is splined to the housing and held in place by the retaining ring (614). With the clutch plates applied, the belleville plate is compressed to cover the fluid bleed hole and prevent fluid from exhausting. The belleville plate also functions to assist spring force in cushioning the clutch apply. When fully applied, the steel and fiber plates are locked together to hold the reverse input housing and input housing together.

SELECTIVE BACKING PLATE (613) RETAINING RING (614)

BELLEVILLE PLATE (611)

STEEL PLATE (612A)

FIBER PLATE (612B)

No reverse/slips in reverse could be caused by:


612A 612B

Porosity in the piston. Excessive clutch plate travel. Clutch plate retaining ring out of groove. Return spring assembly retaining ring out of groove. Belleville plate installed incorrectly.
613 614

607

609

610

611

2ND 3RD CLUTCH ACCUM

4TH

Figure 17

17

DISASSEMBLED VIEW

Figure 15

15

APPLY COMPONENTS
RETAINING RING (29) 2-4 SERVO COVER (28) APPLY PIN SPRING (22) LUBE WINDOW CUSHION SPRING (16) RETAINER SPRING RETAINER RING (15) (14) CASE (103) 2-4 BAND ASSEMBLY (602)

SERVO ASSEMBLY AND 2-4 BAND

4TH APPLY PISTON (25) INNER SERVO PISTON HOUSING (20) 2ND APPLY PISTON (17) RETURN SPRING (12) SERVO APPLY PIN (13) SOME MODELS 29 28 25 24 23 22 20 17 16 105 15 BAND ANCHOR PIN (41)

The servo assembly and 2-4 band (602) are located in the front of the transmission case and applied in Second and Fourth gears. In Third gear, the servo assembly releases the band and acts as an accumulator for the 3-4 clutch apply. The band is held stationary to the transmission case by the band anchor pin (49) and wraps around the reverse input housing (605). When compressed by the servo assembly, the 2-4 band holds the reverse input housing stationary to the transmission case.
No upshift in 1st gear could be caused by a worn or damaged 2-4 band or if the band anchor pin is not engaged.

14

13

12

2-4 Band Applied Second Gear

To apply the 2-4 band in Second gear, 2nd clutch fluid is routed to the apply side of the 2nd apply piston (17). 2nd clutch fluid pressure moves the piston against servo cushion (16) and servo return (12) spring forces. These spring forces help cushion the 2-4 band apply in Second gear. The 2nd apply piston moves the apply pin (13) to compress the band around the reverse input housing.
2-4 Band Release and 3-4 Clutch Accumulation

In Third gear, 3rd accumulator fluid is routed to the release side of the 2nd apply piston. The surface area on the release
#7 CHECKBALL

side of the 2nd apply piston (17) and servo cushion spring retainer (15) is greater than the surface area that 2nd clutch fluid pressure covers on the apply side of the piston. Therefore, the force from 3rd accumulator fluid pressure, in addition to servo return spring (12) force, overcomes the force of 2nd clutch fluid pressure. The 2nd apply piston then moves the apply pin (13) away from the 2-4 band to release the band from the reverse input housing. 3rd accumulator fluid is fed by 3-4 clutch fluid which is used to apply the 3-4 clutch. The movement of the 2nd apply
#7 CHECKBALL

piston against 2nd clutch fluid pressure acts as an accumulator to absorb initial 34 clutch apply fluid. This action helps cushion the 3-4 clutch apply, as well as release the 2-4 band.
2-4 Band Applied Fourth Gear

In Fourth gear, 4th fluid is routed through the center of the apply pin and acts on the apply side of the 4th apply piston (25). 4th fluid pressure moves the 4th apply piston (25) and apply pin (13) to apply the band. The 4th apply piston moves against the 4th apply spring (22) to help cushion the band apply in Fourth gear.
#7 CHECKBALL

EX

2ND 3RD CLUTCH ACCUM

4TH

EX

4TH

EX

2ND 3RD CLUTCH ACCUM

2ND 3RD CLUTCH ACCUM

4TH

SECOND GEAR 2-4 SERVO APPLIED

THIRD GEAR 2-4 SERVO RELEASED

FOURTH GEAR 2-4 SERVO APPLIED

16

Figure 16

APPLY COMPONENTS
Reverse Input Clutch Release

REVERSE INPUT HOUSING (605)

To release the reverse input clutch, reverse input fluid exhausts from the reverse input housing and back through the stator shaft. Without fluid pressure, force from the piston spring assembly and belleville plate moves the reverse input clutch piston away from the clutch pack. This disengages the clutch plates from the backing plate and disconnects the reverse input housing from the input housing assembly.

Centrifugal force, resulting from the reverse input housing rotating, forces residual fluid to the outside of the piston cavity. During the clutch release the belleville plate moves away from the fluid bleed hole. This allows residual fluid at the outside of the piston housing to exhaust through the bleed hole. If this fluid did not completely exhaust from behind the piston there could be a partial apply, or drag of the reverse input clutch plates.
INNER SEAL (608)

REVERSE INPUT CLUTCH

The reverse input clutch is located in the reverse input housing (605) and is used to provide an input to drive the vehicle in Reverse (R). The steel clutch plates (612A) are splined to the reverse input housing while the fiber clutch plates (612B) are splined to the input housing and turbine shaft assembly (621). When applied, the reverse input clutch transfers engine torque from the input housing to the reverse input housing.
Reverse Input Clutch Applied

REVERSE INPUT HOUSING (605)

OUTER SEAL (608)

PISTON ASSEMBLY (607)

SPRING ASSEMBLY (609) RETAINING RING (610)

To apply the reverse input clutch, reverse input fluid is fed from the oil pump, through the stator shaft (214) and to the reverse input housing. Feed holes in the inner hub of the reverse input housing allow reverse input fluid to enter the housing behind the reverse input clutch piston (607). Any air in the reverse input fluid circuit will exhaust through the fluid bleed hole to prevent excess cushion during the clutch apply. As fluid pressure increases, the piston compresses the steel, fiber and belleville (611) clutch plates together until they are held against the reverse input clutch backing plate (613). The backing plate is splined to the housing and held in place by the retaining ring (614). With the clutch plates applied, the belleville plate is compressed to cover the fluid bleed hole and prevent fluid from exhausting. The belleville plate also functions to assist spring force in cushioning the clutch apply. When fully applied, the steel and fiber plates are locked together to hold the reverse input housing and input housing together.

INPUT SHAFT

LUBE

STATOR SHAFT (214) SELECTIVE BACKING PLATE (613) RETAINING RING (614)

REVERSE APPLY FLUID

BELLEVILLE PLATE (611)

STEEL PLATE (612A)

FIBER PLATE (612B)

No reverse/slips in reverse could be caused by: Porosity in the piston. Excessive clutch plate travel. Clutch plate retaining ring out of groove. Return spring assembly retaining ring out of groove. Belleville plate installed incorrectly.
613 614

607

609

610

611

612A

612B

Figure 17

17

APPLY COMPONENTS
away from the clutch pack. This disengages the clutch plates from the forward clutch apply plate and disconnects the overrun clutch hub from the input housing. During the exhaust of overrun clutch fluid, the overrun clutch checkball unseats (see illustration). Centrifugal force, resulting from the input housing rotating, forces residual overrun clutch fluid to the outside of the piston housing and INPUT past the unseated checkball. If this fluid did not completely HOUSING exhaust from behind the piston there could be a partial apply, (621) or drag of the overrun clutch plates.
OVERRUN CLUTCH CHECKBALL APPLIED RELEASED

TURBINE SHAFT

OVERRUN CLUTCH

The overrun clutch assembly is located in the input housing and turbine shaft assembly (621) and is only applied in the Manual Gear ranges. The steel clutch plates (645A) are splined to the input housing while the fiber clutch plates (645B) are splined to the overrun clutch hub (639). When applied, the overrun clutch plates force the overrun clutch hub to rotate at the same speed as the input housing. This prevents the forward sprag clutch from being overrun during coast conditions, thereby providing engine compression braking to slow the vehicle.
Overrun Clutch Applied

633

633

EX

OVERRUN CLUTCH PISTON (632) INPUT HOUSING (621)

STEEL CLUTCH PLATE (645A)

FIBER CLUTCH PLATE (645B)

To apply the overrun clutch, overrun clutch fluid is routed through the turbine shaft and into the input housing behind the overrun clutch piston (632). Overrun clutch fluid pressure seats the overrun clutch checkball (633), which is located in the overrun clutch piston, and moves the piston to compress the overrun
LUBE PASSAGE

TURBINE SHAFT

SNAP RING (635) OVERRUN CLUTCH APPLY FLUID

clutch spring assembly (634). Any air in the overrun clutch fluid circuit will exhaust past the checkball before it fully seats to prevent excess cushion during the clutch apply. As fluid pressure increases, the piston compresses the steel and fiber clutch plates together until they are held against the forward clutch apply plate (646). When fully applied, the steel and fiber plates are locked together and hold the overrun clutch hub to the input housing.
Overrun Clutch Released

SPRING ASSEMBLY (634)

To release the overrun clutch, overrun clutch fluid exhausts from the input housing and back through the turbine shaft. Without fluid pressure, force from the piston spring assembly moves the overrun clutch piston
633

Overrun piston checkball not sealing or overrun piston seals cut or damaged can cause no overrun braking - manual 3-2-1.
635 645A 645B

632

634

18

Figure 18

APPLY COMPONENTS
forward clutch piston away from the clutch pack. This disengages the clutch plates from the backing plate and disconnects the input housing from the forward clutch outer race. During the exhaust of forward clutch feed fluid, the forward clutch housing checkball unseats (see illustration). Centrifugal force, resulting from the input housing rotating, forces residual forward clutch feed fluid to the outside of the piston housing INPUT HOUSING and past the unseated checkball. If this fluid did not completely exhaust from behind the piston there could be a partial apply, (621) or drag of the forward clutch plates.
FORWARD CLUTCH HOUSING CHECKBALL APPLIED RELEASED

TURBINE SHAFT

FORWARD CLUTCH

The forward clutch assembly is located in the input housing and turbine shaft assembly (621) and is applied in all forward drive ranges. The steel clutch plates (649A) are splined to the input housing while the fiber clutch plates (649B) are splined to the forward clutch outer race (644). When applied, the forward clutch plates transfer engine torque from the input housing to the forward clutch outer race and forward sprag clutch assembly.
Forward Clutch Applied

627 EX

627

To apply the forward clutch, forward clutch feed fluid is routed through the turbine shaft and into the input housing behind the forward clutch piston (630). Forward clutch feed fluid pressure seats the forward clutch housing checkball, which is located in the forward clutch housing (627), and moves the piston to compress the piston spring assembly (634). Any air in the forward clutch feed fluid circuit will exhaust past the checkball before it fully seats to prevent excess cushion during the clutch apply. As fluid pressure increases, the piston moves the apply plate (646) and compresses
TURBINE SHAFT FORWARD CLUTCH APPLY FLUID

INPUT HOUSING (621)

SPRING APPLY WAVED SELECTIVE RETAINING ASSEMBLY PLATE PLATE BACKING RING (634) (646) (648) (648) PLATE (650)

the steel and fiber clutch plates together until they are held against the selective forward clutch backing plate (650). The backing plate, which is selective for assembly purposes, is splined to the input housing and held in place by the retaining ring (651). Also included in the forward clutch assembly is a steel waved plate (648) that, in addition to the spring assembly, helps cushion the clutch apply. When fully applied, the steel and fiber plates are locked together and hold the input housing and forward clutch outer race together.
Forward Clutch Released

O-RING SEAL (622)

To release the forward clutch, forward clutch feed fluid exhausts from the input housing and back through the turbine shaft. Without fluid pressure, force from the piston spring assembly and waved plate moves the
627 628 630

FORWARD CLUTCH HOUSING (628)

FORWARD CLUTCH PISTON (630)

STEEL PLATE (649A)

FIBER PLATE (649B)

Worn forward clutch plates, damaged forward clutch housing, damaged or missing forward clutch piston seals, or porosity in forward clutch piston can cause slips in 1st gear.
646 648 649A 649B 650 651

632

634

635

Figure 19

19

APPLY COMPONENTS
AIR BLEED ORIFICE CUP PLUG (698)

backing plate and disconnects the input housing from the forward clutch outer race. During the exhaust of 3-4 clutch fluid, the 3-4 clutch checkball unseats (see illustration). Centrifugal force, resulting from the input housing rotating, forces residual 3-4 clutch fluid to the outside of the piston housing and past the unseated checkball. If this fluid did not completely exhaust from behind INPUT HOUSING the piston there could be a partial apply, or drag of the 3-4 (621) clutch plates.
3-4 accumulator piston seal or seal groove damage or porosity in the 3-4 accumulator piston or bore can cause no 3-4 shift/slips or rough 3-4 shift.

TURBINE SHAFT

3-4 CLUTCH

The 3-4 clutch assembly is located in the input housing and turbine shaft assembly (621) and is applied in Third and Fourth gears. The steel clutch plates (654B/C) are splined to the input housing while the fiber clutch plates (654A) are splined to the input internal gear (664). When applied, the 3-4 clutch plates transfer engine torque from the input housing to the input internal gear.
3-4 Clutch Applied

3-4 CLUTCH CHECKBALL APPLIED RELEASED

620

620

EX

To apply the 3-4 clutch, 3-4 clutch fluid is routed through the turbine shaft and into the input housing behind the 3-4 clutch piston (623). 3-4 clutch fluid pressure seats the 3-4 clutch checkball (620), which is located in the input housing, and moves the piston against the 3-4 clutch apply ring (625). The apply ring compresses the 3-4 clutch spring assembly (626) which helps cushion the 3-4 clutch apply. Any air in the 3-4 clutch fluid circuit will exhaust past the 3-4 clutch checkball before it fully seats to prevent excess cushion during the clutch apply.
TURBINE SHAFT 3-4 CLUTCH APPLY FLUID

3-4 CLUTCH PISTON (623) INPUT HOUSING (621)

SPRING ASSEMBLY (634)

BOOST SPRING (600)

RETAINING RING (656)

As fluid pressure increases, the apply ring moves against the retainer ring plate (652) and stepped apply plate (653). This force compresses the steel and fiber clutch plates (654) together until they are held against the selective 3-4 clutch backing plate (655). The backing plate, which is selective for assembly purposes, is splined to the input housing and held in place by the retaining ring (656).
3-4 Clutch Released

To release the 3-4 clutch, 3-4 clutch fluid exhausts from the input housing and back through the turbine shaft. Without fluid pressure, force from the piston spring assembly and boost springs (600) move the 3-4 clutch apply ring and piston away from the clutch pack. This disengages the clutch plates from the
623 625 626

AIR BLEED ORIFICE CUP PLUG (698)

3-4 CLUTCH APPLY RING (625)

STEPPED APPLY PLATE (653)

STEEL PLATE (654A)

FIBER PLATE (654B)

653

654A

654B

655

656

20

Figure 20

APPLY COMPONENTS
FORWARD CLUTCH SPRAG ASSEMBLY (638-644)

Forward Sprag Clutch Released

The sprag clutch releases when the sprags pivot toward their short diagonals. The length of the short diagonals (B) is less than the distance between the inner and outer sprag races. This occurs when power flow drives the input sun gear and sprag race and retainer assembly faster than the forward clutch drives the forward clutch race (644). During acceleration the sprag clutch is overrun only in Fourth gear.
Coast Conditions

FORWARD SPRAG CLUTCH ASSEMBLY

The forward sprag clutch assembly (642) is located between the forward clutch race (644) and the inner race and input sun gear assembly (640). The inner race and input sun gear assembly is connected to the overrun clutch hub (639) while the forward clutch race is splined to the forward clutch plates. The sprag clutch is a type of one-way clutch that transfers engine torque from the forward clutch to the input sun gear during acceleration in First, Second and Third gears in Overdrive Range. When the throttle is released in these gear ranges the sprag clutch is overrun to allow the vehicle to coast freely.
SPRAG CLUTCH HOLDING OUTER RACE DRIVING THE INNER RACE
(B)

The sprag clutch is also overrun during coast conditions, or deceleration, in the following gear ranges: - Overdrive Range - First, Second and Third Gears - Manual Third - First and Second Gears - Manual Second - First Gear During coast conditions, power from vehicle speed drives the input sun gear faster than engine torque drives the forward clutch race (644). In this situation, the inner race and input sun gear assembly (640) overruns the sprag clutch and allows the vehicle to coast freely.
OVERRUN CLUTCH HUB (639) OUTER RACE (644) FORWARD SPRAG ASSEMBLY (642)

OUTER RACE (644)

(A)

INNER RACE (640)

SPRAG CLUTCH RELEASED INNER RACE ROTATES FASTER THAN OUTER RACE OUTER RACE (644)

INNER RACE (640)

Forward Sprag Clutch Holding

When the forward clutch is applied, engine torque is transferred to the forward clutch race (644) which functions as the outer race for the sprag assembly. The rotation of the outer race pivots the sprags toward their long diagonals. The length of the long diagonal (distance A) is greater than the distance between the outer race and inner race (640). This causes the sprags to lock between the inner and outer races and transfer engine torque from the forward clutch race to the inner race and input sun gear assembly (640).
638 639 643 642 643

LD HE

RETAINING RING (638) SPRAG RETAINER (643)

FR EE

INNER RACE AND INPUT SUN GEAR ASSEMBLY (640)

Installing the forward clutch sprag assembly backwards can cause second gear starts.

Overrun Clutch Applied

When the overrun clutch is applied (see range reference chart) it holds the overrun clutch hub and sun gear together. These components are then forced to rotate at the same speed as the input housing. This prevents the input sun gear from being driven faster than the forward clutch race (644). During coast conditions when the throttle is released, power from vehicle speed is then transferred back to the torque converter and engine compression slows the vehicle.
644 657 640 659

Figure 21

21

APPLY COMPONENTS
LOW AND REVERSE ROLLER CLUTCH ASSEMBLY (675-679)

Roller Clutch Released

The roller clutch is overrun by the reaction carrier assembly and inner race when the throttle is released during First gear operation with the selector lever in Overdrive, Manual Third and Manual Second. When the throttle is released, power flow from vehicle speed drives the reaction carrier assembly and inner race in a clockwise direction. The inner race moves the rollers down the ramp, overruns the rollers and rotates freely in a clockwise direction.

Lube passage plugged, damage to inner splines, or inadequate spring tension in the low roller clutch can cause slips in 1st gear.

LOW AND REVERSE ROLLER CLUTCH

The low and reverse roller clutch (678) is a type of one-way clutch used to prevent the reaction carrier assembly (681), reaction carrier shaft (666) and input internal gear (664) from rotating in a counterclockwise direction. The roller clutch is located between the low and reverse clutch support (679) and the low roller clutch race (675). The low roller clutch support functions as the outer cam for the roller clutch and is splined to the transmission case. The roller clutch race (675) is splined to the reaction carrier assembly (681) and functions as the roller clutch inner race.
ROLLER CLUTCH HOLDING

LOW AND REVERSE CLUTCH SUPPORT (679)

ROLLER CLUTCH ASSEMBLY (678)

LOW AND REVERSE CLUTCH SUPPORT (679)

LD HE
ROLLER CLUTCH RELEASED

ROLLERS HELD ROLLER CLUTCH RACE (675)

ROLLER CLUTCH RACE (675)

RAMP

RETAINING RING (677)

LOW AND REVERSE CLUTCH SUPPORT (679)

FREE

ROLLERS FREE ROLLER CLUTCH RACE (675)

Low and Reverse Clutch Applied

Roller Clutch Holding

The roller clutch is holding during acceleration in First gear. When accelerating in First gear, the reaction carrier assembly and inner race (675) attempt to rotate counterclockwise. This action causes the rollers to roll up the ramps on the outer cam and wedge between the inner race and outer cam. With the rollers wedged and the low and reverse clutch support held stationary to the transmission case, the reaction carrier assembly is also held stationary.
675 677 678

In Manual First First Gear, the low and reverse clutch is applied to hold the reaction carrier assembly stationary to the transmission case. The low and reverse clutch prevents the reaction carrier and inner race from rotating clockwise and overrunning the roller clutch when the throttle is released. Power flow is then transferred back through the transmission gear sets and to the torque converter, allowing engine compression to slow the vehicle. The low and reverse clutch is also applied in Reverse to provide the necessary power flow to obtain Reverse.
679 677

22

Figure 22

APPLY COMPONENTS
Low and Reverse Clutch Released
LOW AND REVERSE CLUTCH ASSEMBLY

To release the low and reverse clutch, apply fluid pressure exhausts from the behind the low and reverse clutch piston. When exhausting, PR fluid unseats the PR checkball (42) for a quick exhaust. Without fluid pressure, force from the piston spring assembly and waved plate moves the low and reverse clutch piston away from the clutch pack. This disengages the clutch plates from the low and reverse clutch support, thereby allowing the reaction carrier assembly to rotate freely.
LOW AND REVERSE SUPPORT ASSEMBLY (679) RETAINER RING (676) FIBER PLATE (682C) STEEL PLATE (682D) OUTER SEAL (696) CENTER SEAL (696) CASE (103)

LOW AND REVERSE CLUTCH

The low and reverse clutch assembly is located in the rear of the transmission case and is applied in Park, Reverse and Manual First First Gear. The steel clutch plates (682A,B,D) are splined to the transmission case while the fiber clutch plates (682C) are splined to the reaction planetary carrier (681). When applied, the low and reverse clutch plates hold the reaction planetary carrier stationary to the transmission case.
Low and Reverse Clutch Applied

LOW AND REVERSE CLUTCH PISTON (695) INNER SEAL (696) RETAINER RING (693) SPRING ASSEMBLY (694)

To apply the low and reverse clutch, two different fluids are routed to the low and reverse clutch piston (695). In Manual First, lo/reverse fluid is routed to the inner area of the clutch piston. In Park and Reverse, PR fluid is routed to the outer area of the low and reverse clutch piston, in addition to lo/reverse fluid acting on the inner area of the piston, to provide a greater holding capacity of the clutch. Fluid pressure moves the piston to compress the low and reverse clutch piston spring assembly (634). PR fluid seats the PR checkball and is orificed to the piston to help control the clutch apply. Also included in the forward clutch assembly is a steel waved plate (682A) that, in addition to the spring assembly, helps cushion the clutch apply. As fluid pressure increases, the piston compresses the steel and fiber clutch plates together until they are held against the low and reverse support assembly (679), which is also splined to the transmission case. The spacer plate (682B) is selective for assembly purposes.

SELECTIVE SPACER PLATE (682B)

WAVED PLATE (682A)

PR FLUID

LO/REVERSE FLUID

Worn low and reverse clutch plates or porosity in piston can cause no reverse/slips in reverse.

APPLIED

RELEASED

DOUBLE ORIFICE RETAINER & BALL ASSEMBLY (42) 682D 682B 682A 693 694 695

676

679

682C

Figure 23

23

PLANETARY GEAR SETS


REDUCTION - FIRST GEAR
INPUT CARRIER ASSEMBLY (662) DRIVEN INPUT INTERNAL GEAR (664) HELD REACTION CARRIER SHAFT (666) HELD

PLANETARY GEAR SETS


Planetary gear sets are used in the Hydra-matic 4L60-E transmission as the primary method of multiplying torque, or twisting force, of the engine (known as reduction). A planetary gear set is also used to reverse the direction of input torque, function as a coupling for direct drive, and provide an overdrive gear ratio. Planetary gear sets are so named because of their physical arrangement. All planetary gear sets contain at least three main components:
a sun gear at the center of the gear set, a carrier assembly with planetary pinion gears that rotate around the sun gear, and, an internal ring gear that encompasses the entire gear set.

(664) HELD

(662) DRIVEN

(640) DRIVING

INPUT SUN GEAR (640) DRIVING (681) HELD MAIN CASE (103) OUTPUT SHAFT (687)

This arrangement provides both strength and efficiency and also evenly distributes the energy forces flowing through the gear set. Another benefit of planetary gears is that gear clash, a common occurrence in manual transmissions, is eliminated because the gear teeth are always in mesh. The Hydra-matic 4L60-E transmission consists of two planetary gear sets, the input and reaction gear sets. Figures 24 and 25 show both of these gear sets and their respective components. These figures also graphically explain how the planetary gear sets are used in combination to achieve each of the transmissions four forward drive gear ratios and Reverse.
Torque
REACTION INTERNAL GEAR (684) DRIVEN

(684) DRIVEN

REACTION SUN GEAR (673)

REACTION CARRIER ASSEMBLY (681) HELD (673)

When engine torque is transferred through a gear set the output torque from the gear set can either increase, decrease or remain the same. The output torque achieved depends on:
which member of the gear set provides the input torque, which member of the gear set, if any, is held stationary, and, which member of the gear set provides the output torque.

REDUCTION - SECOND GEAR


INPUT CARRIER ASSEMBLY (662) DRIVEN INPUT INTERNAL GEAR (664) DRIVEN

REACTION CARRIER SHAFT (666) DRIVEN

If output torque is greater than input torque the gear set is operating in reduction (First, Second and Reverse gears). If output torque is less than input torque the gear set is operating in Overdrive (Fourth gear). When output torque equals input torque the gear set is operating in direct drive (Third gear) and all gear set components are rotating at the same speed.
Torque vs. Speed

(664) DRIVEN

(662) DRIVEN

(640) DRIVING

INPUT SUN GEAR (640) DRIVING (681) DRIVEN MAIN CASE (103) OUTPUT SHAFT (687)

One transmission operating condition directly affected by input and output torque is the relationship of torque with output speed. As the transmission shifts from First to Second to Third to Fourth gear, the overall output torque to the wheels decreases as the speed of the vehicle increases (with input speed and input torque held constant). Greater output torque is needed at low vehicle speed, First and Second gears, to provide the power for moving the vehicle from a standstill. However, once the vehicle is moving and the speed of the vehicle increases (Third and Fourth gears), less output torque is required to maintain that speed. This provides a more efficient operation of the powertrain.
REDUCTION

(684) DRIVING

REACTION SUN GEAR (673) HELD

Increasing the output torque is known as operating in reduction because there is a decrease in the speed of the output member proportional to the increase in output torque. Therefore, with a constant input speed, the output torque increases when the transmission is in a lower gear, or higher gear ratio. In the Hydra-matic 4L60-E, planetary gear set reduction occurs when the transmission is operating in First, Second and Reverse gears.
REACTION INTERNAL GEAR (684) DRIVING

(673) HELD

REACTION CARRIER ASSEMBLY (681) DRIVEN

In First gear, the input planetary gear set provides the gear reduction to obtain a starting gear ratio of 3.06:1. Engine torque is transferred to the input sun gear (640) while the input internal gear (664) is prevented from rotating by the low roller clutch (678). The input sun gear drives the input carrier pinions. As the pinions rotate counterclockwise on their pins, the pinion gears walk clockwise around the input internal gear. This action drives the input carrier assembly and output shaft (687) clockwise in the First gear reduction of 3.06:1.

24

Figure 24

24A

PLANETARY GEAR SETS


In Second gear, both planetary gear sets, input and reaction, are used to achieve the Second gear reduction of 1.63:1. Power flow through the input gear set is similar to First gear to drive the output shaft. However, in Second gear the reaction sun gear (673) is held by applying the 2-4 band. The reaction internal gear support (685) is splined to the output shaft and drives the reaction carrier pinion gears clockwise. The pinion gears then walk clockwise around the stationary reaction sun gear, thereby driving the reaction carrier assembly (681) clockwise. The reaction carrier drives the reaction carrier shaft and input internal gear clockwise. The input internal gear then drives the input pinion gears in a second reduction to achieve the Second gear ratio.
DIRECT DRIVE

PLANETARY GEAR SETS


REDUCTION - THIRD GEAR

(664) DRIVING

(662) DRIVEN

INPUT INTERNAL INPUT GEAR CARRIER (664) ASSEMBLY DRIVING (662) DRIVEN

REACTION CARRIER SHAFT (666)

OUTPUT SHAFT (687)

Direct drive in a planetary gear set is obtained when any two members of the gear set rotate in the same direction at the same speed. This action forces the third member of the gear set to rotate at the same speed. Therefore, in direct drive the output speed of the transmission is the same as the input speed from the converter turbine. Output speed will equal engine speed when the torque converter clutch is applied (see Torque Converter - page 12). Direct drive is obtained when input torque to the input planetary gear set is transferred through both the input sun gear and the input internal gear. The input pinion gears are wedged between these components and forced to rotate at the same speed. The input carrier then drives the output shaft at the same speed as input torque to provide the direct drive 1:1 gear ratio.
OVERDRIVE

(640) DRIVING

INPUT SUN GEAR (640) DRIVING

REACTION INTERNAL GEAR (684) DRIVEN

REDUCTION - FOURTH GEAR

Operating the transmission in Overdrive allows the output speed of the transmission to be greater than the input speed from the engine. The vehicle can then maintain a given road speed with reduced engine speed for increased fuel economy. Overdrive is achieved through the reaction planetary gear set and only occurs in Overdrive Range Fourth Gear. The 2-4 band holds the reaction sun gear (673) stationary while input torque is provided through the reaction carrier assembly (681). As the carrier is driven clockwise, the reaction pinion gears rotate clockwise on their pins as they walk clockwise around the stationary sun gear. The pinion gears drive the reaction internal gear (684) and output shaft (687) clockwise in an overdrive ratio of .70:1.
REVERSE

(684) DRIVEN

(681) DRIVING

MAIN CASE (103)

OUTPUT SHAFT (687)

(673) HELD

REACTION SUN GEAR (673) HELD

REACTION CARRIER ASSEMBLY (681) DRIVING

REACTION INTERNAL GEAR (684) DRIVEN

In Reverse, the reaction planetary gear set is used to provide both the gear reduction and reversal of engine torque needed. Engine torque is provided through the reaction sun gear (673) which drives the reaction pinion gears counterclockwise. The reaction carrier assembly (681) is held stationary by the low roller clutch. This allows the reaction pinion gears to drive the reaction internal gear and output shaft counterclockwise in a reduction of 2.30:1.
(684) DRIVEN (681) HELD

REDUCTION - REVERSE

MAIN CASE (103)

OUTPUT SHAFT (687)

(673) DRIVING

REACTION SUN GEAR (673) DRIVING

REACTION CARRIER ASSEMBLY (681) HELD

REACTION INTERNAL GEAR (684) DRIVEN

24B

Figure 25

25

HYDRAULIC CONTROL COMPONENTS


The previous sections of this book were used to describe some of the mechanical component operations of the Hydra-matic 4L60-E. In the Hydraulic Control Components section a detailed description of the individual components used in the hydraulic system will be presented. These hydraulic control components apply and release the clutch packs, band and accumulators to provide automatic shifting of the transmission.

OIL PUMP ASSEMBLY (4)

3-4 ACCUMULATOR

1-2 ACCUMULATOR

2-4 SERVO ASSEMBLY

CONTROL BODY VALVE ASSEMBLY (60)

FORWARD CLUTCH ACCUMULATOR

26

Figure 26

HYDRAULIC CONTROL COMPONENTS


PUMP BODY (200) SLIDE SPRING (OUTER) (206) SLIDE SPRING (INNER) (207) STATOR SHAFT (214) ROTOR ROTOR GUIDE (212) (211) VANE RING (210) PUMP COVER (215)

PIVOT PIN PIVOT SPRING PIN (204) (205)

SLIDE (203) SLIDE SLIDE SEAL SEAL O-RING SEAL (209) RING SEAL SUPPORT (202) (201) (208)

VANE RING (210)

VANE (213)

2
DECREASE

AIR BLEED (240)

EX
PRESSURE RELIEF VALVE

DECREASE

VANE RING (210) SLIDE (203)

LINE

ROTOR (212)

LINE

EX

PUMP ASSEMBLY (4)

SUCTION

FILTER (72)

FILTER (232)

OIL PUMP ASSEMBLY

The oil pump assembly (4) contains a variable displacement vane type pump located in the oil pump body (200). The oil pump rotor (212) is keyed to the torque converter pump hub. Therefore, when the engine is running, the converter pump hub drives the rotor at engine speed. As the oil pump rotor and the oil pump vanes (213) rotate, the area between the vanes increases and fluid volume is positively displaced, thereby creating a vacuum at the pump intake port. The vacuum force allows atmospheric pressure acting on the fluid in the bottom pan to prime the pump and pressurize the hydraulic system. Fluid from the transmission bottom pan is drawn through the oil filter assembly (72) and into the oil pump intake fluid circuit. This fluid is forced into the oil pump through the intake port and rotates around the oil pump slide (203) to the pump outlet port. As the fluid rotates around the slide, the volume between the pump vanes decreases before reaching the outlet port. Decreasing the volume pressurizes the fluid and forces the fluid into the line pressure fluid circuit. This fluid is directed to the pressure regulator valve and becomes the main supply of fluid to the various components and hydraulic circuits in the transmission. When engine speed (RPM) increases, the volume of fluid being supplied to the hydraulic system also increases because of the faster rotation of the pump rotor and vanes. At a specified calibrated pressure, (which varies with transmission model) the pressure regulator valve will move far enough against spring force to allow excess line pressure fluid to return to the suction side of the pump vanes. The result is a control of the pump's delivery rate of fluid to the hydraulic system.

BOTTOM PAN (SUMP) (75)

Pump Related Diagnostic Tips


Transmission Overheating Loss of drive High or low line pressure Oil out the vent tube

Figure 27

27

HYDRAULIC CONTROL COMPONENTS


PRESSURE REGULATION
The main components that control line pressure are the pressure control solenoid and pressure regulator valve. The fluid pressure required to apply the clutches and band varies in relation to throttle position and engine torque. At the pressure regulator valve, line pressure is regulated in response to the following: - torque signal fluid pressure routed from the pressure control solenoid (PCS) (this fluid pressure is proportional to engine torque - see page 42). Torque signal fluid pressure moves the boost valve (219) against the pressure regulator isolator spring (218) which acts against the pressure regulator valve. - pressure regulator spring force. - line pressure acting on the end of the pressure regulator valve. - reverse input fluid pressure acting on the boost valve in Reverse. The pressure regulator valve routes line pressure into both the converter feed and decrease fluid circuits. Converter feed fluid is routed to both the torque converter and cooler fluid circuits. Decrease fluid pressure moves the oil pump slide against the force of the pump slide springs (outer - 206, inner - 207). Decrease fluid pressure and the position of the pump slide constantly vary in relation to torque signal fluid pressure and engine torque as controlled by the pressure regulator valve.
Minimum Pressure Regulation

moves the valve against spring force and torque signal fluid pressure to a point where line pressure enters both the converter feed and decrease fluid circuits. Decrease fluid pressure moves the pump slide (203) against spring force and toward the center of the pump body, causing the slide to partially cover the pump intake port. This increases the concentricity between the pump slide and rotor which decreases the vacuum affect on the fluid, thereby decreasing line pressure.
Maximum Pressure Regulation

When engine torque is a maximum, the PCS regulates torque signal fluid pressure to a maximum. Maximum torque signal fluid pressure moves the boost valve against the isolator spring to increase the force on the pressure regulator valve. This moves the pressure regulator valve to block line pressure from entering the decrease fluid circuit. With lower decrease fluid pressure, pump slide spring force moves the slide against the side of the pump body. This decreases the concentricity between the slide and rotor which increases the vacuum affect on the fluid. In this position line pressure is a maximum. The output of the oil pump continuously varies between these minimum and maximum points depending on vehicle operating conditions.

Pressure Regulator Related Diagnostic Tips


A stuck or damaged pressure regulator valve could cause:
High or low line pressure Slipping clutches or bands or harsh apply Transmission overheating Low or no cooler/lube flow
AIR BLEED (240)

When engine torque is a minimum, the PCS regulates torque signal fluid pressure to a minimum. During these conditions, line pressure acting on the end of the pressure regulator valve
EX EX

2 DECREASE

AIR BLEED (240)

EX FILTER (232)

EX

DECREASE

LINE

LINE

PRESS REG

CONV FD LINE

EX

CONV FD LINE

EX

EX

PRESS REG

BOOST VALVE

REVERSE INPUT TORQUE SIG

BOOST VALVE

EX

EX

REVERSE INPUT

REVERSE INPUT

SUCTION

SUCTION

PUMP ASSEMBLY (4)

PUMP ASSEMBLY (4)

TORQUE SIGNAL

EX

EX

PRESSURE CONTROL SOLENOID VALVE


PRESSURE CONTROL SOLENOID VALVE


TORQUE SIGNAL

TORQUE SIGNAL

MINIMUM PUMP OUTPUT

MAXIMUM PUMP OUTPUT

28

Figure 28

TORQUE SIGNAL

AFL

FILTER (50)

AFL

FILTER (50)

PRESSURE RELIEF VALVE

PRESSURE RELIEF VALVE

FILTER (232)

EX

REVERSE INPUT TORQUE SIG

HYDRAULIC CONTROL COMPONENTS


VALVES LOCATED IN THE OIL PUMP ASSEMBLY
Pressure Regulator Valve (216) Pressure Relief Ball (228)

Regulates line pressure in relation to vehicle operating conditions (see page 28 on Pressure Regulation). The pressure regulator valve is biased by torque signal fluid pressure, pressure regulator spring (217) force, line pressure routed to the end of the valve, and reverse input fluid pressure acting on the boost valve in Reverse. Line pressure is routed through the valve and into both the converter feed and decrease fluid circuits.
A stuck pressure regulator valve could cause high or low oil pressure.
Boost Valve (219)

The pressure relief ball and spring (229) prevent line pressure from exceeding approximately 2240 to 2520 kPa (320 to 360 psi). Above this pressure, line fluid pressure moves the ball against spring force and exhausts until line pressure decreases sufficiently.
A pressure relief ball not seated or damaged could cause high or low oil pressure.
Torque Converter Clutch Solenoid

APPLY OVERRUN CLUTCH FORWARD CLUTCH FEED

Torque signal fluid pressure moves the boost valve against the isolator spring (218). The isolator spring then exerts the force from torque signal fluid pressure to the pressure regulator valve. Therefore, line pressure increases as throttle position and engine torque increase. Also, reverse input fluid pressure acting on the boost valve increases the operating range of line pressure when the transmission is in Reverse.
227
RELEASE

The Powertrain Control Module (PCM) controls the TCC solenoid to apply and release the converter clutch. The TCC solenoid is a normally open, ON/OFF solenoid that, when energized (ON), initiates the converter clutch apply. Refer to the Electronic Component Section for a complete description of the TCC solenoid.
No TCC apply could be caused by internal damage to the TCC solenoid.
231
AIR BLEED (240)

232

229 228

EX

DECREASE

APPLY OVERRUN CLUTCH FORWARD CLUTCH FEED

EX
CONVERTER CLUTCH VALVE

LINE

COOLER

CONV FD LINE

PRESS REG

EX

BOOST VALVE

EX

REGULATED APPLY

224

CONV FD

REVERSE INPUT

SUCTION

(238) (237)

PUMP ASSEMBLY (4)

223
EX

EX

OVERRUN CLUTCH FORWARD CLUTCH FEED

SUCTION

222

EX

LINE REVERSE INPUT

TCC SOLENOID (66) N.O.

Retainer and Checkball Assemblies (237)

Torque Converter Clutch Apply Valve (224)

Controlled by the TCC solenoid state and converter clutch signal fluid pressure, it directs converter feed fluid pressure to either the release or apply side of the converter clutch. The TCC apply valve also directs fluid into the cooler fluid circuit. The valve is held in the release position (as shown) by spring force when the TCC solenoid is OFF. With the TCC solenoid ON, converter clutch signal fluid pressure increases and moves the valve into the apply position against spring force.

These two assemblies are located in the reverse input and overrun clutch fluid circuits. Their function is to allow air to escape from the fluid circuit when fluid pressure increases during clutch apply. Also, when the clutch releases the ball unseats and allows air into the circuit to displace the exhausting fluid.
Orifice Cup Plugs (238-240)

Various orifice cup plugs are located in the oil pump cover (215) to provide fluid flow control in the transmissions hydraulic system.
Torque converter clutch shudder could be caused by a restricted or damaged orifice cup plug.

Figure 29

225

226

RELEASE

PRESSURE RELIEF VALVE

EX

FILTER (232)

216

217

218
EX

219
EX (237) TORQUE SIG

REV INPUT

220

221

29

HYDRAULIC CONTROL COMPONENTS


VALVES LOCATED IN THE CONTROL VALVE BODY
3-4 Shift Valve (385)

Biased by 1-2 signal fluid pressure from the 1-2 shift solenoid, spring force and D3 fluid pressure, the 3-4 shift valve controls the routing of 3-4 signal fluid. To obtain Fourth gear, 1-2 signal fluid pressure moves the valve against spring force and directs 3-4 signal fluid into the 4th signal fluid circuit. However, in Manual Third, D3 fluid assists spring force and holds the valve against 1-2 signal fluid pressure to prevent Fourth gear under any conditions. In the downshifted position, the 4th signal fluid circuit is open to an exhaust past the valve.
3-2 Downshift Valve (389)

providing the limiting action. AFL fluid is routed to the shift solenoids, the pressure control solenoid, the TCC PWM solenoid, the 3-2 control solenoid and the 2-3 shift valve train.
Torque Converter Clutch Pulse Width Modulated (TCC PWM) Solenoid Valve (396)

The 3-2 downshift valve helps control the 2-4 band apply rate during a 3-2 downshift. During the downshift, 3-4 clutch fluid pressure holds the valve against spring force before exhausting. This allows 2nd fluid to quickly fill the 2nd clutch fluid circuit for a faster 2-4 band apply.
Reverse Abuse Valve (387)

The TCC PWM solenoid valve is a normally closed, pulse width modulated (PWM) solenoid controlled by the PCM in relation to vehicle operating conditions. The TCC PWM solenoid valve regulates actuator feed limit fluid into the CC signal fluid circuit and is used to control the flow of line pressure through the regulated apply valve and provides a smooth engagement of the TCC.
Stuck ON, exhaust plugged, would cause no TCC release in 2nd, 3rd or 4th gear. Stuck OFF, leaking o-ring, no voltage, would cause no TCC/ slip or soft apply.
Regulated Apply Valve (380) and Isolator Valve (398)

The reverse abuse valve provides a faster apply of the reverse input clutch when throttle position is greater than idle. During these conditions, reverse fluid pressure increases and moves the valve against spring force. Reverse fluid can then quickly fill the reverse input fluid circuit. This bypasses the control of the reverse input orifice (#17) for a faster clutch apply.
3-2 Control Solenoid Valve (394)

The regulated apply valve and isolator valve are used to control the flow of line pressure into the regulated apply fluid circuit. Regulated apply fluid pressure is controlled by the action of CC signal fluid pressure on the isolator valve and orificed regulated apply fluid pressure on the regulated apply valve.
A regulated apply valve stuck or assembled incorrectly could cause no TCC apply.
3-4 Relay Valve (384) and 4-3 Sequence Valve (383)

The 3-2 control solenoid valve is a normally closed ON/OFF solenoid controlled by the PCM. The solenoid is used to route actuator feed limit (AFL) fluid into the 3-2 signal fluid circuit to control the position of the 3-2 control valve. The PCM controls the solenoid state during a 3-2 downshift according to vehicle speed.
3-2 Control Valve (391)

The 3-2 control valve regulates the exhaust of 3rd accumulator fluid into the 3-4 clutch fluid circuit during a 3-2 downshift. This regulation is controlled by 3-2 signal fluid pressure from the 3-2 control solenoid valve. At high vehicle speed, 3-2 signal fluid pressure moves the valve against spring force to block exhausting 3rd accumulator fluid from entering the 3-4 clutch fluid circuit. At low vehicle speed, 3-2 signal fluid pressure is OFF and the valve is held in the open position by spring force to allow exhausting 3rd accumulator fluid to enter the 3-4 clutch fluid circuit.
A stuck 3-2 control valve could cause no 3-4 shift, slips or rough 3-4 shift.
Manual Valve (340)

These valves are used mainly to control the 4-3 downshift timing. The valves direct various fluids into different fluid circuits depending on the gear range. Spring force acting on the 4-3 sequence valve tends to keep the valves in the downshifted position. In Fourth gear, 4th signal fluid pressure moves both valves against spring force and into the upshifted position (see Overdrive Range 4-3 Downshift on page 64).
A stuck 4-3 sequence valve could cause no overrun braking manual 3-2-1.
Accumulator Valve (371)

The manual valve is supplied with 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 various circuits by opening and closing fluid passages. The fluid circuits fed by the manual valve include Reverse, PR, D4, D3, D2 and lo.
High or low oil pressure could be caused by a scored or damaged manual valve.
Pressure Control Solenoid Valve (377)

The accumulator valve is biased by torque signal fluid pressure, spring force and orificed accumulator fluid pressure at the end of the valve. The valve regulates D4 fluid into accumulator fluid pressure in relation to engine torque, as determined by torque signal fluid pressure. Accumulator fluid pressure is used to control shift feel during the 1-2 and 3-4 shifts. During the 1-2 and 3-4 upshifts, the valve regulates the exhaust of accumulator fluid to help control shift feel.
A stuck accumulator valve could cause no 3-4 shift, slips or rough 3-4 shift.
2-3 Shift Solenoid Valve (367)

Controlled by the PCM through a duty cycle operation, the pressure control (PC) solenoid valve regulates AFL fluid pressure into the torque signal fluid circuit. Torque signal fluid pressure is regulated in response to engine torque and other vehicle operating conditions. Torque signal fluid pressure is routed to the boost valve to increase line pressure and to the accumulator valve to help control shift feel.
Actuator Feed Limit Valve (374)

Located at the end of the 2-3 shuttle valve, the 2-3 shift solenoid valve is a normally open, ON/OFF type solenoid controlled by the PCM. The solenoid is used to control 2-3 signal fluid pressure at the end of the 2-3 shuttle valve and the positioning of 2-3 shift valve train. When de-energized, the solenoid is open and 2-3 signal fluid exhausts through the solenoid. When energized, the solenoid is closed and blocks 2-3 signal fluid from exhausting, thereby creating 2-3 signal fluid pressure at the end of the 2-3 shuttle valve.
2-3 Shift Valve (368) and 2-3 Shuttle Valve (369)

The AFL valve directs line pressure into the AFL fluid circuit. Spring force acting on the valve limits AFL fluid pressure to a maximum of approximately 795 kPa (115 psi). When line pressure is above this value, orificed AFL fluid pressure moves the valve against spring force to block line pressure, thereby

The 2-3 shift valve train responds to AFL fluid pressure acting on the 2-3 shift valve and 2-3 signal fluid pressure from the 2-3 shift solenoid valve at the 2-3 shuttle valve. Also, in Manual Second and Manual First gear ranges, D2 fluid pressure is routed between the two valves. D2 fluid pressure keeps the 2-3 shift valve in the downshifted position to prevent the transmission from upshifting above Second gear regardless of shift solenoid states. The valve train controls the routing and

30

HYDRAULIC CONTROL COMPONENTS


VALVES LOCATED IN THE CONTROL VALVE BODY
exhausting of various fluids to obtain the appropriate gear range as determined by the PCM or gear selector lever.
A stuck 2-3 shift valve could cause no reverse or slips in reverse.
1-2 Shift Solenoid Valve (367) Forward Abuse Valve (357)

Located at the end of the 1-2 shift valve, the 1-2 shift solenoid valve is a normally open, ON/OFF type solenoid controlled by the PCM. The solenoid is used to control 1-2 signal fluid pressure and the positioning of both the 1-2 shift valve and the 3-4 shift valve. When de-energized (OFF), the solenoid is open and 1-2 signal fluid exhausts through the solenoid. When energized (ON), the solenoid is closed and blocks 1-2 signal fluid from exhausting, thereby creating 1-2 signal fluid pressure at the 1-2 and 3-4 shift valves.
1-2 Shift Valve (366)

The forward abuse valve provides a faster apply of the forward clutch when throttle position is greater than idle. During these conditions, D4 fluid pressure increases and moves the valve against spring force. D4 fluid can then quickly fill the forward clutch feed fluid circuit. This bypasses the control of the forward clutch accumulator orifice (#22) for a faster clutch apply.
Lo Overrun Valve (361)

In Reverse, PR fluid moves the valve against spring force and fills the lo/reverse fluid circuit. In Manual First, the lo overrun valve regulates lo/1st fluid pressure into the lo/reverse fluid circuit. This regulation is biased by spring force and orificed lo/ reverse fluid pressure acting on the valve.
A stuck lo overrun valve could cause no reverse or slips in reverse.
Forward Clutch Accumulator

The 1-2 shift valve is biased by 1-2 signal fluid pressure, spring force and D432 fluid pressure. The valve position depends on the shift solenoid states. The 1-2 shift solenoid valve controls 1-2 signal fluid pressure and the 2-3 shift solenoid valve controls the 2-3 shuttle valve position and D432 fluid pressure. The 1-2 shift valve directs D4 fluid into the 2nd fluid circuit to upshift the transmission to Second gear. The valve also routes lo fluid into the lo/1st fluid circuit in Manual First First Gear. The exhaust past the valve is an annulus exhaust in which exhausting fluid, either 2nd fluid or lo/1st fluid, flows around the valve land and through the valve body.
A sticking 1-2 shift valve could cause no upshift in 1st gear.

Forward clutch accumulator spring force absorbs the initial increase in forward clutch feed fluid pressure to cushion the forward clutch apply. Refer to page 32 for a complete description of accumulator function. Note: Refer to the Power Flow and Complete Hydraulic Circuit sections for a detailed explanation of each components operation in a specific gear range. Also, refer to the Electronic Components section for a detailed description of each electronic component.

OVERRUN CL 3-4 ACCUM SERVO FD OVERRUN D3 3-4 ACC SERVO FD

AFL

FILTERED AFL

CC SIGNAL AFL

AFL

LINE

TCC PWM SOLENOID VALVE N.C.

ACTUATOR FEED LIMIT


EX EX EX
ISOLATOR VALVE

REGULATED APPLY REG APPLY LINE CC SIGNAL SERVO FEED 2ND 4TH SIGNAL

EX

PRESSURE CONTROL SOLENOID VALVE

D3

REG APPLY
EX

LINE SERVO FEED 2ND

EX

TORQUE SIGNAL D4 ACCUMULATOR


ACCUM VALVE
EX

OVERRUN

3-4 ACC SERVO FD 2ND

CC SIGNAL 3-4 ACCUM OVERRUN CL SERVO FD


4-3 SEQUENCE VALVE
EX EX

2ND D2 D4-3-2 ACTUATOR FEED LIMIT 2-3 SIGNAL


2-3 SHIFT SOLENOID VALVE N.O.
EX

3-4 RELAY

EX OVERRUN CLUTCH FEED 4TH 3-4 SIGNAL 1-2 SIGNAL D3 D3

EX OVERRUN CLUTCH FEED 4TH 1-2 SIGNAL

D3

2-3 SHIFT VALVE


EX EX

D2

2-3 SHUTTLE
EX EX

3-4 SIGNAL
AFL

1-2 SIGNAL
3-4 SHIFT VALVE

D4-3-2

D4-3-2
LO

3-2 DOWNSHIFT

REV ABUSE
EX

REVERSE INPUT

ORIFICED EX

EX

4TH SIGNAL 3-4 SIGNAL 1-2 SIGNAL 2ND

4TH SIGNAL 3-4 SIGNAL 1-2 SIGNAL 2ND


EX

LO/1ST
D4

1-2 SIGNAL D4-3-2 LO LO/1ST D4 1-2 SIGNAL


1-2 SHIFT SOLENOID VALVE N.O.
EX

EX

1-2 SHIFT VALVE

2ND CLUTCH 3-4 CLUTCH 3-4 CLUTCH 3-2 SIGNAL


3-2 CONTROL SOLENOID VALVE N.C.

REVERSE

3-4 CLUTCH 3-4 CLUTCH

D4-3-2 EX

O EX

2ND

ACTUATOR FEED LIMIT


3-2 CONTROL
EX

2ND ORIFICED EX EX ACTUATOR FEED LIMIT

FORWARD ABUSE
EX

LO OVERRUN

FWD CL FD

PR LO/REV

AFL ACTUATOR FEED LIMIT

3RD ACCUMULATOR ACTUATOR FEED LIMIT

D4

EX

LO/1ST

REVERSE
3RD ACCUM REVERSE INPUT

R N D 3 2 1
EX

LO/REVERSE LO/1ST LO/REV PR FWD CL FD

MANUAL VALVE
EX

D4

PR

LO

D3

D2

REVERSE

LINE

EX

FORWARD CLUTCH ACCUMULATOR FWD CL FEED

Figure 30

31

HYDRAULIC CONTROL COMPONENTS


353 354

ACCUMULATORS

355 356 363

R N D 3 2 1

EX

MANUAL VALVE
EX

EX

An accumulator is a spring loaded device that absorbs a certain amount of apply fluid pressure to cushion the apply of a clutch or band. Apply fluid pressure directed to an accumulator piston opposes a spring force, and an accumulator fluid pressure (except in the forward clutch accumulator), to act like a shock absorber. In the Hydra-matic 4L60-E transmission, accumulators are used to control shift feel during the apply of the forward clutch, 2-4 band (in both Second and Fourth gears) and 3-4 clutch. During the apply of a clutch or band, apply fluid pressure builds up rapidly when the friction element begins to hold. As the fluid pressure increases, it also moves the accumulator piston against spring force and accumulator fluid pressure. Without an accumulator in the apply fluid circuit, the rapid buildup of fluid pressure would cause the clutch or band to apply very quickly and possibly create a harsh shift. However, accumulator spring force and accumulator fluid pressure absorb some of the initial apply fluid pressure to allow a more gradual apply of the clutch or band.
FORWARD CLUTCH ACCUMULATOR

D4

D3

D2

PR

LO

REVERSE

EX

#12

FWD CL FEED

FORWARD CLUTCH ACCUMULATOR

The forward clutch accumulator is located in the valve body (350) and helps control the garage shift feel into a forward drive range from Park, Reverse or Neutral. Forward clutch feed fluid pressure that applies the forward clutch is also routed to the forward clutch accumulator piston (354). Forward clutch feed fluid pressure moves the accumulator piston against spring force (356) as the clutch begins to apply. This action absorbs some of the initial increase of clutch apply fluid pressure to cushion the forward clutch apply.
Slips in 1st gear could be caused by:

LINE

D4

22

FWD CL FEED

EXAMPLE: FORWARD CLUTCH ACCUMULATION

A missing, cut or damaged forward clutch accumulator piston seal. A piston out of its bore. Porosity in the piston or valve body. A stuck abuse valve.

1-2 and 3-4 ACCUMULATOR ASSEMBLIES Accumulator Valve Function

56 55

ORIFICED ACCUM

3-4 ACCUMULATOR
EX
19

3-4 ACCUM

#1

18

54

2ND CLUTCH
ACCUMULATOR

104

1-2 ACCUMULATOR

The 1-2 and 3-4 accumulator assemblies help cushion the 2-4 band apply rate. These assemblies use an accumulator fluid pressure to assist spring force. Accumulator fluid pressure is regulated by the accumulator valve (371) in relation to torque signal fluid pressure. The pressure control (PC) solenoid is controlled by the PCM and regulates torque signal fluid pressure in relation to engine torque, throttle position and other vehicle operating conditions. When engine torque is a maximum, a greater apply pressure is required to prevent the band from slipping during apply and hold the band against the reverse input housing. When engine torque is a minimum, the band requires less apply force and a slower apply rate. The regulating action of the accumulator valve compensates for these various operating conditions by increasing accumulator fluid pressure as engine torque and torque signal fluid pressure increase.
1-2 ACCUMULATOR ASSEMBLY

ORF ACC

ACCUM

57

TORQUE SIGNAL

D4

The 1-2 accumulator assembly is used to control the apply feel of the 2-4 band in Second gear. The assembly is located between the spacer plate (48) and 1-2 accumulator cover (57) and consists of a piston (56), spring (54) and apply pin.
A stuck 1-2 accumulator piston could cause slipping or a rough 1-2 shift.

ACCUM VALVE
EX

ACCUMULATOR

EXAMPLE: 1-2 UPSHIFT

32

ACCUMULATOR

Upshift Control

During a 1-2 upshift (as shown in Example), 2nd clutch fluid is routed to both the servo assembly and the 1-2 accumulator assembly. The rapid buildup of fluid pressure in the 2nd clutch fluid circuit strokes the accumulator piston against spring force
Figure 31

HYDRAULIC CONTROL COMPONENTS


and accumulator fluid pressure. This action absorbs some of the initial buildup of 2nd clutch fluid pressure and provides a time delay to cushion the 2-4 band apply. As 2nd clutch fluid pressure moves the accumulator piston, some accumulator fluid is forced out of the 1-2 accumulator assembly. This fluid pressure is routed back to the accumulator valve. The increase in accumulator fluid pressure acting on the end of the accumulator valve moves the valve against spring force and torque signal fluid pressure. This blocks D4 fluid and regulates the exhaust of the excess accumulator fluid pressure past the accumulator valve and through an exhaust port. This regulation provides additional control for the accumulation of 2nd clutch fluid and apply of the 2-4 band.
Downshift Control

ACCUM

3-4 ACCUMULATOR
EX

19

3-4 ACCUM

ORIFICED

43

#1

18

44

ORF ACC

ACCUM

TORQUE SIGNAL

2nd clutch fluid pressure exhausts from the 1-2 accumulator assembly during a 2-1 downshift. As spring force and accumulator fluid pressure move the 1-2 accumulator piston against exhausting 2nd clutch fluid, the accumulator valve regulates more D4 fluid into the accumulator fluid circuit. This regulation controls the rate at which accumulator fluid fills the 1-2 accumulator and the rate at which 2nd clutch fluid exhausts from the accumulator.

2ND CLUTCH

45

1-2 ACCUMULATOR

46

The 3-4 accumulator assembly is located in the transmission case and consists of a piston (44), piston spring (46) and piston pin (43). The 3-4 accumulator assembly is the primary device for controlling the apply feel of the 2-4 band in Fourth gear. The 3-4 accumulator assembly functions similar to the 1-2 accumulator assembly. During a 3-4 upshift the 3-4 accumulator absorbs the initial increase of 3-4 accumulator fluid pressure to control the 2-4 band apply.
No 3-4 shift, slips or rough 3-4 shift could be caused by: Porosity in 3-4 accumulator piston or bore. 3-4 accumulator piston seal or seal grooves damaged.

ACCUM VALVE
EX

ACCUMULATOR

EXAMPLE: 3-4 UPSHIFT

3-4 Accumulator Checkball (#1)

During a 4-3 downshift, accumulator fluid seats the #1 checkball and is orificed into the orificed accumulator fluid circuit. This orifice (#18) controls the increase of orificed accumulator fluid pressure and the movement of the 3-4 accumulator piston against exhausting 3-4 accumulator fluid.

#7 CHECKBALL

2-3 UPSHIFT ACCUMULATION

During a 2-3 upshift, the 2-4 band releases as the 3-4 clutch applies. To accomplish this, 3-4 clutch fluid that applies the 3-4 clutch is also routed into the 3rd accumulator fluid circuit. 3rd accumulator fluid pressure is used to release the band while 3-4 clutch fluid pressure is used to apply the 3-4 clutch. 3rd accumulator fluid pressure is routed to the 2-4 servo and moves the 2nd apply piston against spring force and 2nd clutch fluid pressure to release the band. This action functions as an accumulator for the 3-4 clutch by absorbing some of the initial increase in 3-4 clutch fluid pressure.

A 2nd servo apply piston seal missing, cut or damaged could cause a slipping or rough 1-2 shift. A 4th servo piston installed backwards could cause slips in 1st gear. No 3-4 shift, slips or rough 3-4 shift could be caused by damaged piston seal grooves. A 2-4 servo assembly apply pin that is too short or too long could cause no 2-3 shift or 2-3 shift slips, rough or hunting.

EXHAUST

2ND CLUTCH

3RD ACCUM

4TH CLUTCH

2-4 SERVO ASSEMBLY

Figure 32

3-4 ACCUMULATOR ASSEMBLY

D4

ACCUMULATOR

ACCUMULATOR

33

HYDRAULIC CONTROL COMPONENTS


BALL CHECK VALVE LOCATION AND FUNCTION
#1 3-4 ACCUMULATOR #8 1-2 UPSHIFT

Located in the transmission case, the 3-4 accumulator ball check valve helps control the flow of accumulator fluid to the 3-4 accumulator. When the ball is seated, accumulator fluid is forced through the #18 orifice. This action helps control the 2-4 band release during a 4-3 downshift.

Located in the valve body, the 1-2 upshift ball check valve helps control the 2-4 band apply during a 1-2 upshift. During the upshift, 2nd fluid pressure seats the ball and is forced through the #16 orifice. This orifice slows the flow of 2nd fluid to help cushion the band apply. When the band releases during a 2-1 downshift, exhausting 2nd clutch fluid unseats, and exhausts past, the 1-2 upshift ball check valve.

#2 3RD ACCUMULATOR

Located in the valve body, the 3rd accumulator ball check valve directs exhausting 3rd accumulator fluid through orifice #12 and to the 3-2 control valve. This helps control the 2-4 band apply during a 3-2 downshift. During a 3-4 upshift, 3-4 clutch fluid unseats the ball for a quick feed into the 3rd accumulator fluid circuit. Note: Some models do not include orifice #12 in the spacer plate. For these models, all exhausting 3rd accumulator fluid is routed to the 3-2 control valve.

#9 TCC APPLY

Located in the end of the turbine shaft, the #9 ball check valve is a retainer and ball assembly that helps control the converter clutch apply feel. As the converter clutch applies, exhausting release fluid seats, and is orifice around the ball check valve. This action slows the exhaust of release fluid to control the converter clutch apply feel. When the converter clutch is released, release fluid pressure unseats the ball check valve and flows freely past the ball to keep the pressure plate disconnected from the converter cover.

#3 REVERSE INPUT

Located in the valve body, the reverse input ball check valve controls the reverse input clutch apply when engine speed is at idle. During these conditions, all reverse fluid feeding the reverse input fluid circuit is routed to the ball, seats the ball, and is forced through orifice #17. This slows the flow of reverse fluid to cushion the reverse input clutch apply. When the reverse input clutch releases, exhausting reverse input fluid unseats the ball for a quick exhaust of fluid.

#10 LO/REVERSE CLUTCH APPLY

Located in the transmission case, the #10 ball check valve is a retainer and ball assembly that helps control the lo and reverse clutch apply feel. During the clutch apply, PR fluid pressure seats, and is orificed around the ball check valve. This orifice slows the increase of PR fluid pressure at the clutch piston to cushion the apply feel. When the clutch releases, exhausting PR fluid unseats the ball check valve for a quick exhaust.

#4 3-4 CLUTCH EXHAUST

Located in the valve body, this ball check valve helps control the 3-2 downshift. Exhausting 3-4 clutch and 3rd accumulator fluids seat the ball and are forced through orifice #13. This helps control the 3-4 clutch release rate and 2-4 band apply. During a 3-4 upshift, 3-4 signal fluid unseats the ball for a quick feed into the 3-4 clutch fluid circuit.

#12 FORWARD CLUTCH ACCUMULATOR

#5 OVERRUN CLUTCH FEED

Located in the valve body, it routes either overrun fluid or D2 fluid into the overrun clutch feed fluid circuit while blocking the other fluid circuit. Overrun clutch feed fluid feeds the overrun clutch fluid circuit in the Manual gear ranges to apply the overrun clutch.

Located in the valve body, it helps controls the forward clutch apply when engine speed is at idle. During these conditions, all D4 feeding the forward clutch feed fluid circuit is routed to the ball, seats the ball, and is forced through orifice #22. This slows the increase of forward clutch feed fluid pressure to cushion the forward clutch apply. When the forward clutch releases, exhausting forward clutch feed fluid unseats the ball for a quick exhaust of fluid.

#6 OVERRUN CLUTCH CONTROL

Ball Check Valves Related Diagnostic Tips

Located in the valve body, the #6 ball check valve helps control the overrun clutch apply rate. Overrun clutch feed fluid pressure seats the ball and is forced through orifice #20. This orifice slows the flow of overrun fluid to cushion the overrun clutch apply. When the overrun clutch releases, overrun clutch feed fluid unseats the ball for a quick exhaust.

Understanding the design principle of each ball check valve will help in the diagnosis of hydraulic related conditions. For example:
a harsh shift complaint could be a stuck or missing ball check valve.

#7 3RD ACCUMULATOR EXHAUST

Located in the transmission case, it unseats when 3rd accumulator fluid exhausts from the 2-4 servo to prevent residual fluid pressure from accumulating. Also, before 3rd accumulator fluid pressure seats the ball during a 2-3 upshift, any air in the circuit exhausts past the ball.

no overrun braking in manual 3-2-1 could be a mispositioned checkball. high or low oil pressure could be caused by an omitted or misassembled ball check valve.

34

HYDRAULIC CONTROL COMPONENTS


ACCUM

BALL CHECK VALVE LOCATION AND FUNCTION


20e

20d

#1

ORIFICED ACCUMULATOR
21a

CASE (103) (Control Valve Body Side)

18

3-4 CLUTCH

21

21

#10

#2

12 29g 28

16

17

16

15c

#3

15b

REV INPUT

3-4 SIGNAL

13 27c 29

#5
35c

#6
35d 35e
20

35b

39

36

OVERRUN

OVERRUN CLUTCH FEED ORIFICED D2


#4

EX

36

24k

2ND

25

16

2ND CL

2ND CLUTCH

#12
17a

18

#9

#10

PR

FWD CL FEED
35

Figure 33

18

TCC RELEASE

CASE BOTTOM

17b

TURBINE SHAFT

22

FORWARD CL FEED

#8

25

24m

D4

3RD ACCUM

#7
3RD ACCUMULATOR
#9

27b

29f

28

3RD ACCUMULATOR

REVERSE INPUT

#1 #7

#4
29

3-4 CLUTCH

SERVO BORE

CONTROL VALVE BODY (60) (Case Side) #6 #5

#8

#3 #2 INPUT HOUSING (621) #12

ELECTRICAL COMPONENTS
The Hydra-matic 4L60-E transmission 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 transmission). The PCM then processes this information for proper control of the following:
transmission shift points - through the use of shift solenoids transmission shift feel - by adjusting line pressure through the use of a pressure control solenoid TCC apply and release timing and feel - through the use of a TCC solenoid and a TCC PWM solenoid the 3-2 downshift - through the use of a 3-2 control solenoid the 3-2 control solenoid is OFF, providing a faster 3-2 downshift both shift solenoids are OFF

Electronic control of these transmission operating characteristics provides for consistent and precise shift points and shift quality based on the operating conditions of both the engine and transmission.
FAIL-SAFE MODE

Fail-safe mode is an operating condition when the transmission will partially function if a portion of the electronic control system becomes disabled. For example, if the wiring harness becomes disabled, the PCM commands the fail-safe mode which causes the electronic solenoids to default to OFF. The following changes occur when the transmission is operating in the fail-safe mode:
the pressure control solenoid is OFF, increasing line pressure to a maximum to prevent any clutch or band slippage the TCC solenoid is OFF, preventing converter clutch apply
4 11 5

With both shift solenoids OFF, the transmission will operate in Third gear when the selector lever is in the Overdrive position. However, with the Hydra-matic 4L60-E transmission the driver has some flexibility in gear selection during fail-safe mode. Changing gears during fail-safe mode is accomplished by moving the gear selector lever as follows: Gear Selector Lever Position Transmission Gear Operation Overdrive Range D Third gear Drive Range (D) Third gear Manual Second (2) Second gear Manual First (1) Second gear Reverse (R) Reverse Park, Neutral (P, N) Park, Neutral The downshift to First gear in Manual First is controlled electronically for safety and durability reasons. This means that the PCM must electronically command both shift solenoids to be ON to obtain First gear. 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 between vehicle applications, it is important that the appropriate General Motors Service Manual is used during repair or diagnosis of the transmission.
DLC PCM

INPUTS
INFORMATION SENSORS
1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. VEHICLE SPEED SENSOR (VSS) TRANMISSION FLUID TEMPERATURE (TFT) SENSOR TFP MANUAL VALVE POSITION SWITCH THROTTLE POSITION (TP) SENSOR ENGINE SPEED SENSOR ENGINE COOLANT TEMPERATURE (ECT) SENSOR TCC BRAKE SWITCH 4 WHEEL DRIVE LOW SWITCH AIR CONDITIONING REQUEST CRUISE CONTROL INFORMATION MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR

ELECTRONIC CONTROLLERS
POWERTRAIN CONTROL MODULE (PCM) DIAGNOSTIC LINK CONNECTOR (DLC)

36

Figure 34

D2

D3

10

OUTPUTS
ELECTRONICALLY CONTROLLED TRANSMISSION COMPONENTS
A. PRESSURE CONTROL SOLENOID VALVE B. TORQUE CONVERTER CLUTCH (TCC) SOLENOID VALVE C. 1-2 SHIFT SOLENOID VALVE D. 2-3 SHIFT SOLENOID VALVE E. 3-2 CONTROL SOLENOID VALVE F. TCC PWM SOLENOID VALVE

ELECTRICAL COMPONENTS
FIVE PIN CONNECTOR D4 INDICATOR SWITCH D2 INDICATOR SWITCH TRANSMISSION FLUID PRESSURE MANUAL VALVE POSITION SWITCH ASSEMBLY (69)
D2

TRANSMISSION FLUID PRESSURE (TFP) MANUAL VALVE POSITION SWITCH ASSEMBLY

D4

R P N
R L

D3

The TFP manual valve position switch assembly is attached to the control valve body and is used to signal the manual valve position to the PCM. Various fluids are routed to the TFP manual valve position switch depending on the manual valve position. These fluids open and close the fluid pressure switches in the TFP manual valve position switch to provide a signal to the PCM indicating the gear range position of the manual valve. The combination of opened and closed switches determines the voltage measured at each of the three pins in the TFP manual valve position switch electrical connector. An open circuit measures 12 volts while a grounded circuit measures 0 volts. The electrical schematic and chart below show the TFP manual valve position switch circuitry used to signal the manual valve position.
Normally Open Fluid Pressure Switch

TEMPERATURE SENSOR

LO INDICATOR SWITCH

D3 INDICATOR SWITCH

REVERSE INDICATOR SWITCH

The D4, Lo, and Reverse fluid pressure switches are normally open and electrical current is stopped at these switches when no fluid pressure is present. Fluid pressure moves the diaphragm and contact element until the contact element touches both the positive contact (+) and the ground contact ( ). This creates a closed circuit and allows current to flow from the positive contact, through the switch and to ground.
Normally Closed Fluid Pressure Switch

Body Contact

Fluid

O-Ring Diaphragm Contact

Body

Fluid

O-Ring Diaphragm

+
Contact Element Contact

+
Ground Contact Element Contact

Ground

The D2 and D3 fluid pressure switches are normally closed and electrical current is free to flow from the positive contact to the ground contact when no fluid pressure is present. Fluid pressure moves the diaphragm to disconnect the positive and ground contacts. This opens the switch and stops current from flowing through the switch.
Example: (Manual Third Range)

NORMALLY OPEN

NORMALLY CLOSED

RANGE INDICATOR Park/Neutral Reverse Overdrive Manual Third Manual Second Manual First

FLUID* REV D4 0 1 0 0 0 0 0 0 1 1 1 1 D3 0 0 0 1 1 1 D2 0 0 0 0 1 1 LO 0 0 0 0 0 1

CIRCUIT+ N 0 1 0 0 0 1 R 1 1 1 0 0 0 P 0 0 1 1 0 0

The hydraulic and electrical schematics below are shown in the Drive Range (Manual Third) position (D or 3). D4 fluid pressure closes the D4 fluid pressure switch and D3 fluid pressure opens the D3 fluid pressure switch. With the D2 switch normally closed, pins N and P measure 0 volts while pin R measures approximately 12 volts. This combination signals the PCM that the manual valve is in the Manual Third position.

A Transmission Fluid Pressure Manual Valve Position Switch Assembly malfunction will set a DTC P1810 and the PCM will command the following default actions: Maximum line pressure. Assume D4 shift pattern. TCC on in commanded fourth gear. The PCM stores DTC P1810 in PCM history.

*: 1 = Pressurized 0 = Exhausted +: 1 = Grounded (Resistance <50 ohms, 0 volts) 0 = Open (Resistance >50k ohms, 12 volts)

R N D 3 2 1

MANUAL VALVE
EX

SWITCH LOGIC MANUAL THIRD (3) (Engine Running)


N REV (N/O) LO (N/O) D3 (N/C) D2 (N/C) GROUND R D4 (N/O) P

PR LINE

LO
D2

D4

D3

D4

D3

D4 D2

D4-N.O.

LO

TFP SWITCH ASSEMBLY

D4

REV-N.O. D2-N.C. D3-N.C.

Figure 35

D3 REVERSE INPUT

LO-N.O.

LO

TEMP SENSOR

D2

REVERSE

LINE

EX

37

ELECTRICAL COMPONENTS
VEHICLE SPEED SENSOR (VSS)
ROTOR (713) SPEED SENSOR (10) O-RING

The vehicle speed sensor is a magnetic inductive pickup that relays information relative to vehicle speed to the PCM. In two wheel drive (2WD) applications, the VSS is located on the transmission extension housing (31), opposite the speed sensor rotor. The speed sensor rotor is attached to the transmission output shaft and rotates with the output shaft at transmission output speed. The speed sensor rotor has 40 serrations, or teeth, cut into its outside diameter. The VSS consists of a permanent magnet surrounded by a coil of wire. As the output shaft and speed sensor rotor rotate, an alternating current (AC) is induced in the coil of wire from the teeth on the rotor passing by the magnetic pickup on the VSS. Whenever the vehicle is moving, the VSS produces an AC voltage proportional to vehicle speed. This AC signal is sent to the digital ratio adaptor converter (DRAC) where it is converted to a direct current (DC) square wave form. The DC signal is then sent to the PCM and interpreted as vehicle speed. As vehicle speed increases and more rotor teeth pass by the magnetic pickup on the VSS in a given time frame, the frequency of the DC signal sent to the PCM increases. The PCM interprets this increase in frequency as an increase in vehicle speed (see Figure A). Note: On four wheel drive (4WD) applications the VSS is located on the transfer case.
Vehicle Speed Sensor Circuit Low will set DTC P0502 and the PCM will command the following default actions: Freeze shift adapts. Maximum line pressure. Calculate A/T OSS from A/T ISS sensor output. DTC P0502 stores in PCM history.

MAGNETIC PICKUP ELECTRICAL CONNECTOR

VEHICLE SPEED SENSOR

OUTPUT VOLTS

5.0

LOW SPEED

HIGH SPEED

TIME

FIGURE A: CONDITIONED SIGNAL

TRANSMISSION FLUID TEMPERATURE (TFT) SENSOR


CONNECTOR RESISTOR

TRANSMISSION FLUID PRESSURE MANUAL VALVE POSITION SWITCH ASSEMBLY (69)

TEMPERATURE SENSOR

The temperature sensor is a negative temperature coefficient thermistor (temperature sensitive resistor) that provides information to the PCM regarding transmission fluid temperature. The temperature sensor is a part of the transmission fluid pressure (TFP) manual valve position switch assembly which is attached to the control valve body and submersed in fluid in the transmission bottom pan. The internal electrical resistance of the sensor varies in relation to the operating temperature of the transmission fluid (see chart). The PCM sends a 5 volt reference signal to the temperature sensor and measures the voltage drop in the circuit. 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 to help control TCC apply and line pressure. The PCM inhibits TCC apply until transmission fluid temperature reaches approximately 29C (84F). Also, when fluid temperatures exceed 135C (275F), the PCM commands TCC apply at all times in Fourth gear, as opposed to having a scheduled apply. Applying the TCC reduces fluid temperatures created by the fluid coupling in the converter.
TFT Sensor Circuit Range/Performance will set DTC P0711 and the PCM will command the following default actions: Freeze shift adapts. Defaults the TFT to 140C (284F) for shift scheduling (hot mode pattern). DTC P0711 stores in PCM history.

SENSOR RESISTANCE VS. TEMPERATURE


Sensor Resistance (K ohms)
110 100 90 80 70 60 50 40 30 20 10 0 -50 -30 -10 10 30 50 70 90 110 130 150

Temperature C

38

Figure 36

ELECTRICAL COMPONENTS
TORQUE CONVERTER CLUTCH SOLENOID

The TCC solenoid is a normally open, ON/OFF solenoid that the PCM controls to apply and release the converter clutch. When de-energized, converter feed fluid pressure holds the valve and plunger away from the exhaust port. This allows converter feed fluid to exhaust through the solenoid. Without converter feed fluid pressure at the end of the converter clutch apply valve, spring force holds the valve in the release position. When vehicle operating conditions are appropriate for TCC apply, the PCM provides a ground for the TCC solenoid electrical circuit. Electrical current flows through the coil assembly in the solenoid which creates a magnetic field. The magnetic field moves the plunger and valve to block the exhaust port and prevent converter feed fluid from exhausting through the solenoid. Converter feed fluid pressure increases at the converter clutch apply valve and moves the valve into the apply position against spring force. Under normal operating conditions, the torque converter clutch only applies in Fourth gear when in Overdrive range or Third gear when in Manual Third gear range. However, at high speeds under heavy throttle conditions, the PCM will command TCC apply in Third gear when in Overdrive range. Also, when transmission fluid temperature is above approximately 135C (275F), the TCC is applied all of the time in Fourth gear to help reduce transmission fluid temperatures. Other conditions that cause the PCM to change the operating state of the TCC solenoid include:
The TCC is released when the brake pedal is depressed. The TCC is released under minimum and maximum throttle conditions. TCC apply is prevented until engine coolant temperature is above approximately 20C (68F). TCC apply is prevented until transmission fluid temperature is above approximately 29C (84F).

CONVERTER FEED FLUID

STEEL PLUNGER VALVE

EXHAUST

STEEL BAR WRAPPED WITH COPPER COIL

MOUNTING FLANGE

TORQUE CONVERTER CLUTCH SOLENOID (NORMALLY OPEN)

A continuous open, short to ground, or short to power in the TCC solenoid valve circuit will set DTC P0740 TCC Enable Solenoid Circuit Electrical and the PCM will command the following default actions: The PCM illuminates the malfunction indicator lamp (MIL) The PCM inhibits TCC engagement The PCM inhibits 4th gear if the transmission is in hot mode The PCM freezes shift adapts from being updated The PCM stores Freeze Frame and Failure records The PCM stores DTC P0740 in PCM history

Low torque converter slip when the TCC is commanded OFF will set DTC P0742 TCC System Stuck On and the PCM will command the following default actions: The PCM illuminates the malfunction indicator lamp (MIL) The PCM freezes shift adapts from being updated The PCM stores Freeze Frame and Failure records The PCM stores DTC P0742 in PCM history

Figure 37

39

ELECTRICAL COMPONENTS
PLUNGER CONNECTOR SPRING METERING O-RING BALL

SHIFT SOLENOID VALVES

The Hydra-matic 4L60-E transmission uses two identical, normally open, electronic shift solenoid valves (1-2 and 2-3) to control upshifts and downshifts in all forward gear ranges. These shift solenoid valves work together in a combination of ON and OFF sequences to control the positions of the 1-2 shift valve, 2-3 shift valve train and 3-4 shift valve. The PCM monitors numerous inputs to determine the appropriate solenoid state combination and transmission gear for the vehicle operating conditions. The following table shows the solenoid state combination required to obtain each gear:

FRAME

COIL ASSEMBLY

EXHAUST

SIGNAL FLUID

SHIFT SOLENOID VALVE (OFF)

AFL

FILTER (49) AFL

3-4 ACCUM SERVO FEED 2ND

OVERRUN

29

AFL

D2

D3

28

AFL

EX

EX

D4-3-2

EX

ON

3-4 SIGNAL D4-3-2 D3


ACTUATOR FEED LIMIT

2-3 SHIFT VALVE


EX

2-3 SHUTTLE

2-3 SHIFT SOLENOID VALVE N.O.


EX

1-2 SIGNAL

3-4 SHIFT VALVE


EX

26

LO

LO/1ST
25

ORIFICED EX
D4-3-2

EX

3-4 SIGNAL

D4

1-2 SHIFT VALVE


O EX

1-2 SHIFT SOLENOID VALVE N.O.


EX

2ND

EXAMPLE A: PARK/REVERSE/NEUTRAL/FIRST GEAR

AFL

FILTER (49) AFL

ACCUM SERVO FEED 2ND

OVERRUN

AFL

AFL

3-4

D3

D2

28

EX

EX

D4-3-2

EX

OFF

3-4 SIGNAL D4-3-2

D3
3-4 SHIFT VALVE

1-2 SIGNAL

ORIFICED EX
D4-3-2

EX

3-4 SIGNAL

D4

1-2 SHIFT VALVE


O EX

1-2 SHIFT SOLENOID VALVE N.O.

OFF

2ND

EXAMPLE B: THIRD GEAR

40

EX

4TH SIGNAL

26

LO

EX

LO/1ST
25

1-2 SIGNAL

ACTUATOR FEED LIMIT

2-3 SHIFT VALVE


EX

2-3 SHUTTLE

2-3 SHIFT SOLENOID VALVE N.O.

EX

2-3 SIGNAL

4TH SIGNAL

1-2 SIGNAL

2-3 SIGNAL

ON

29

GEAR Park, Reverse, Neutral First Second Third Fourth

1-2 SOLENOID ON ON OFF OFF ON

2-3 SOLENOID ON ON ON OFF OFF

Shift Solenoid De-energized (OFF)

The shift solenoids are OFF when the PCM opens the path to ground for the solenoids electrical circuit. When OFF, solenoid signal fluid pressure (blue color) moves the metering ball and plunger against spring force, away from the fluid inlet port. Solenoid signal fluid is then open to an exhaust port located on the side of the solenoid.
Shift Solenoid Energized (ON)

To energize the shift solenoids, the PCM provides a path to ground for 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. With the ball seated, solenoid signal fluid is blocked from exhausting, thereby creating fluid pressure in the solenoid signal fluid circuit.
1-2 Shift Solenoid (SS) Valve

Located at the end of the 1-2 shift valve, the 1-2 SS valve controls the position of the 1-2 and 3-4 shift valves. The solenoid is fed 1-2 signal fluid by the actuator feed limit fluid (AFL) circuit through orifice #25. When energized (Example "A"), the solenoid blocks 1-2 signal fluid from exhausting, thereby creating pressure in the 1-2 signal fluid circuit. 1-2 signal fluid pressure holds the 1-2 shift valve against spring force (downshifted position) in Park, Reverse, Neutral and First gears. In Fourth gear, D432 fluid pressure assists spring force to keep the 1-2 shift valve in the upshifted position against 1-2 signal fluid pressure. Also, 1-2 signal fluid pressure holds the 3-4 shift valve in the upshifted position against spring force. When the 1-2 SS valve is de-energized in Second and Third gears (Example "B"), 1-2 signal fluid exhausts through the solenoid. Spring force holds the 1-2 shift valve in the upshifted position and the 3-4 shift valve in the downshifted position.
2-3 Shift Solenoid (SS) Valve

Located at the end of the 2-3 shuttle valve, the 2-3 SS valve controls the position of the 2-3 shift valve train. The solenoid is fed 2-3 signal fluid by the AFL fluid circuit through orifice #29. When energized by the PCM (Example "A"), 2-3 signal fluid pressure holds the 2-3 shift valve train in the downshifted position against AFL fluid pressure acting on the 2-3 shift valve. When de-energized [Third and Fourth gears (Example "B")], 2-3 signal fluid exhausts through the solenoid. This allows AFL fluid pressure acting on the 2-3 shift valve to move the shift valve train into the upshifted position. In Manual Second, D2 fluid pressure holds the 2-3 shift valve in the downshifted position against AFL fluid pressure regardless of the 2-3 SS valve state. Note: The feed orifices (#25 and #29) between the AFL and solenoid signal fluid circuits are smaller than the exhaust ports through the solenoids. This prevents fluid pressure buildup in the solenoid signal fluid circuits at the end of the shift valves when the shift solenoids are OFF.
Figure 38

ELECTRICAL COMPONENTS
3-2 CONTROL SOLENOID VALVE

The 3-2 control solenoid valve is a normally closed, 3-port ON/ OFF solenoid used to control the 3-2 downshift. During a 3-2 downshift, the 2-4 band is applied as the 3-4 clutch releases. The timing between the 3-4 clutch release and 2-4 band apply must be varied depending on vehicle speed and throttle position (see downshift timing below). The 3-2 control solenoid valve feeds AFL fluid into the 3-2 signal fluid circuit. 3-2 signal fluid pressure shifts the 3-2 control valve to provide for these varying requirements and achieve a precise control of the 3-2 downshift. The solenoid is constantly fed 12 volts to the high (positive) side and the PCM controls when the path to ground for the electrical circuit is closed. When the PCM closes the solenoid ground circuit, current flows through the solenoid and the ground circuit is at a low voltage state (0 volts and solenoid energized).
HOUSING

Solenoid De-energized

Solenoid Energized

The position of the metering ball is controlled by current flowing through the solenoid coil. Current flowing through the solenoid coil creates a magnetic field which moves the plunger and ball against spring force to block the exhaust port thereby increasing 3-2 signal fluid pressure and the 3-2 control valve shifts.
3-2 Downshift Timing

COIL ASSEMBLY PLUNGER PRESSURE SUPPLY (AFL) PRESSURE CONTROL (3-2 SIGNAL)

CONNECTOR 3-2 CONTROL SOLENOID VALVE

The PCM energizes the 3-2 control solenoid valve when the transmission is in Second, Third and Fourth gears. In all other gear ranges, the solenoid is OFF. During a 3-2 downshift, the solenoid is turned ON or OFF according to vehicle speed. At lower vehicle speeds, the PCM operates the 3-2 control solenoid valve in the OFF position. In the OFF position, the solenoid is open, allowing AFL fluid to exhaust. With no AFL fluid pressure entering the 3-2 signal fluid circuit, the 3-2 control valve is kept in the open position by spring force to allow a faster exhaust of 3rd accumulator fluid through an orifice into the 3-4 clutch fluid circuit. A faster exhaust of the 3rd accumulator exhaust fluid provides a faster apply of the 2-4 band, as needed at lower vehicle speeds. At high vehicle speed, the PCM operates the 3-2 control solenoid valve in the ON position allowing actuator feed limit fluid to pass into the 3-2 signal fluid circuit. The 3-2 signal fluid pressure shifts the 3-2 control solenoid into the closed position. This action permits a slow apply of the 2-4 band by blocking off 3rd accumulator exhaust fluid from entering the 3-4 clutch fluid circuit. This allows the engine speed to easily come up to the necessary RPM before the 2-4 band is applied.

When the PCM detects a continuous open, short to ground or short to power in the 3-2 SS valve assembly circuit, then DTC P0785 3-2 Shift Solenoid Circuit Electrical sets and the PCM will command the following default actions: The PCM illuminates the malfunction indicator lamp (MIL) The PCM commands a soft landing to third gear The PCM commands maximum line pressure The PCM inhibits TCC engagement The PCM inhibits 4th gear if the transmission is in hot mode The PCM freezes shift adapts from being updated The PCM stores Freeze Frame and Failure records The PCM stores DTC P0785 in PCM history

Figure 39

When the solenoid is OFF, no current flows to the solenoid coil. Spring force holds the plunger and metering ball against the fluid inlet port to block AFL fluid from entering the 3-2 signal fluid circuit. The 3-2 signal fluid circuit is open to an exhaust through the solenoid. With the 3-2 signal fluid circuit empty, spring force holds the 3-2 control valve open.

EXHAUST METERING O-RING O-RING BALL FLUID FLUID SCREEN SCREEN


SPRING

41

ELECTRICAL COMPONENTS
Pressure Control Solenoid Valve

Duty Cycle, Frequency and Current Flow

A duty cycle may be defined as the percent of time current is flowing through a solenoid coil during each cycle. The number of cycles that occur within a specified amount of time, usually measured in seconds, is called frequency. Typically, the operation of an electronically controlled pulse width modulated solenoid is explained in terms of duty cycle and frequency. The PCM controls the PC solenoid valve on a positive duty cycle at a fixed frequency of 292.5 Hz (cycles per second). A higher duty cycle provides a greater current flow through the solenoid. The high (positive) side of the PC solenoid valve electrical circuit at the PCM controls the PC solenoid valve operation. The PCM provides a ground path for the circuit, monitors average current and continuously varies the PC solenoid valve duty cycle to maintain the correct average current flowing through the PC solenoid valve.
Approximate Duty Cycle + 5% +40%

SPOOL VALVE SPRING FLUID SCREENS

SPOOL VALVE SPOOL VALVE SLEEVE DAMPER SPRING PUSH ROD COIL ASSEMBLY

PRESSURE CONTROL SOLENOID VALVE

12

(ON)

VOLTS

1 CYCLE = 1/292.5 SECOND

PRESSURE CONTROL SOLENOID VALVE POSITIVE DUTY CYCLE

Current 0.1 Amps 1.1 Amps

Line Pressure Maximum Minimum


CONTROL PRESSURE (PSI)

100 90 80 70 60 50 40 30 20 10 0 0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.1

Pressure control solenoid valve resistance should measure between 3.5 and 4.6 ohms when measured at 20C (68F).

The duty cycle and current flow to the PC solenoid valve are mainly affected by throttle position (engine torque) and they are inversely proportional to throttle angle (engine torque). In other words, as the throttle angle (engine torque increases), the duty cycle is decreased by the PCM which decreases current flow to the PC solenoid valve. Current flow to the PC solenoid valve creates a magnetic field that moves the solenoid armature toward the push rod and against spring force.
Transmission Adapt Function:

PRESSURE CONTROL SOLENOID VALVE CURRENT FLOW

Programming within the PCM also allows for automatic adjustments in shift pressure that are based on the changing characteristics of the transmission components. As the apply components within the transmission wear, shift time (time required to apply a clutch or band) increases. In order to compensate for this wear, the PCM adjusts trim pressure by controlling the PC solenoid valve in order to maintain the originally calibrated shift timing. The automatic adjusting process is referred to as adaptive learning and it is used to assure consistent shift feel plus increase transmission durability. The PCM monitors the A/T ISS sensor and A/T OSS during commanded shifts to determine if a shift is occurring too fast (harsh) or too slow (soft) and adjusts the PC solenoid valve signal to maintain a set shift feel.
Transmission adapts must be reset whenever the transmission is overhauled or replaced (see appropriate service manual).

A Pressure Control Solenoid electrical problem will set a DTC P0748 and the PCM will command the following default actions: Disable the PC solenoid valve. Freeze shift adapts. DTC P0748 stores in PCM history.

42

Figure 40

40%

60%

INPUT CURRENT (AMP)

The pressure control (PC) solenoid valve is a precision electronic pressure regulator that controls transmission line pressure based on current flow through its coil windings. As current flow is increased, the magnetic field produced by the coil moves the solenoids plunger further away from the exhaust port. Opening the exhaust port decreases the output fluid pressure regulated by the PC solenoid valve, which ultimately decreases line pressure. The PCM controls the PC solenoid valve based on various inputs including throttle position, transmission fluid temperature, MAP sensor and gear state.

ACTUATOR TORQUE SIGNAL FEED FLUID LIMIT FLUID

EXHAUST VARIABLE ARMATURE SPRING FRAME BLEED ORIFICE

TIME

ELECTRICAL COMPONENTS
FRAME DIAPHRAGM ARMATURE EXHAUST SEAT EXHAUST INTERNAL O-RING

O-RING

Torque Converter Clutch Pulse Width Modulated (TCC PWM) Solenoid Valve

The TCC PWM solenoid valve is a normally closed, pulse width modulated (PWM) solenoid used to control the apply and release of the converter clutch. The PCM operates the solenoid with a negative duty cycle at a fixed frequency of 32 Hz to control the rate of TCC apply/release. The solenoids ability to ramp the TCC apply and release pressures results in a smoother TCC operation.
TCC PWM Solenoid Valve Operation

COIL INLET ASSEMBLY SEAT

ACTUATOR CC FEED LIMIT SIGNAL FLUID FLUID

METERING BALL CONNECTOR TCC PWM SOLENOID VALVE

PERCENT DUTY CYCLE

100% 75

D 50 25 0 A C B ECCC APPLY FLUID PRESSURE

TCC (ECCC) APPLY AND RELEASE

When the PCM detects a continuous open, short to ground or short to power in the TCC PWM solenoid valve circuit, then DTC P1860 sets and the PCM will command the following default actions: The PCM illuminates the malfunction indicator lamp (MIL) The PCM inhibits TCC engagement The PCM inhibits 4th gear if the transmission is in hot mode The PCM freezes shift adapts from being updated The PCM stores Freeze Frame and Failure records The PCM stores DTC P1860 in PCM history

RELEASE

REGULATED APPLY

REGULATED APPLY

CONVERTER CLUTCH VALVE

COOLER

APPLY

CONV FD

REG APPLY REG APPLY LINE


EX

EX

CC SIGNAL

REVERSE INPUT
LO-N.O.

D3

EX TCC SOLENOID (66) N.O.

ON

TFP SWITCH ASSEMBLY

REV-N.O. D2-N.C. D3-N.C.

LO

D4-N.O.

TEMP SENSOR

D4 D2

Figure 41

RELEASE

APPLY

TCC PWM SOLENOID VALVE N.C.

EX

TORQUE CONVERTER ASSEMBLY

REGULATED APPLY

TIME

The TCC PWM solenoid valve is one electronic control component of the TCC apply and release system. The other electronic component is the TCC solenoid valve, which enables TCC ON and OFF. The other components are all hydraulic control or regulating valves. The illustration below shows all the valves and the TCC PWM solenoid valve that make up the TCC control system. (For more information on system operation see pages 62 and 63 in the Powerflow section.) In first gear, at approximately 13 km/h (8 mph), the PCM operates the TCC PWM solenoid valve at approximately 90 percent duty cycle (point S on the graph at left). This duty cycle is maintained until a TCC apply is commanded. When vehicle operating conditions are appropriate to apply the TCC, the PCM immediately decreases the duty cycle to 0 percent, then increases it to approximately 25% (see point C on graph). The PCM then ramps the duty cycle up to approximately 50% to achieve regulated apply pressure in vehicles equipped with the Electronically Controlled Clutch Capacity. With the ECCC system, the pressure plate does not fully lock to the torque converter, instead a consistent slip of 20 to 40 RPM is regulated. 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. Under some high torque or high vehicle speeds, the converter clutch is fully locked. There are some operating conditions that prevent or enable TCC apply under various conditions (refer to the Automatic Transmission Fluid Temperature sensor description). Also, if the PCM receives a high voltage signal from the brake switch, signalling that the brake pedal is depressed, the PCM immediately releases the TCC. Note: Duty cycles given are for example only. Actual duty cycles will vary depending on vehicle application and vehicle operating conditions.
TCC PWM solenoid valve resistance should measure between 10.0 and 11.5 ohms when measured at 20C (68F). The resistance should measure between 15.0 and 17 ohms at 150C (302F).

APPLY RELEASE

CC SIGNAL

AFL

ISOLATOR VALVE

43

ELECTRICAL COMPONENTS
ELECTRICAL COMPONENTS EXTERNAL TO THE TRANSMISSION
THROTTLE POSITION (TP) SENSOR AIR CONDITIONING (A/C) SWITCH SIGNAL

The TPS is a potentiometer mounted to the throttle body that provides the PCM with information relative to throttle angle (accelerator pedal movement). The PCM provides a 5 volt reference signal and a ground to the TPS and the sensor returns a signal voltage that changes with throttle valve angle. This signal varies from less than 1.0 volt at minimum throttle to nearly 5.0 volts at wide-open throttle. The PCM uses this information to modify fuel control, shift patterns, shift feel and TCC apply and release timing. In general, with greater accelerator pedal travel and higher TPS voltage signal, the following conditions occur:
The PCM delays upshifts or initiates a downshift (through the shift solenoids) for increased acceleration. The PCM increases line pressure (through the pressure control solenoid) to increase the holding force on the clutches and/or band. The PCM keeps the TCC released during heavy acceleration. The TCC is also released during minimum acceleration.
ENGINE COOLANT TEMPERATURE (ECT) SENSOR

When the A/C cycling switch closes, the PCM is signaled that the A/C compressor is ON. The PCM uses this information to adjust transmission line pressure, shift timing and TCC apply timing.
CRUISE CONTROL INFORMATION

The PCM monitors input signals from the cruise control switch to alter shift patterns when the cruise control is engaged. Depending on application, the PCM alters the shift pattern to require a time limit to be met between the 3-2/2-3 shifts and the 4-3/3-4 shifts. This time limit prevents the transmission from upshifting to quickly after downshifting when the cruise control is engaged.
FOUR WHEEL DRIVE (4WD) LOW SWITCH

The ECT sensor is a negative temperature coefficient resistor (temperature sensitive resistor) mounted in the engine coolant stream. Low coolant temperature produces high resistance in the sensor while high coolant temperature produces low resistance. With respect to transmission operation, the PCM monitors the voltage signal from the sensor, which is high at low coolant temperatures, to prevent TCC apply when coolant temperature is below approximately 20C (68F).
ENGINE SPEED SENSOR

With 4WD applications, the VSS is located on the transfer case. The 4WD Low switch signals the PCM that the vehicle is operating in 4WD Low. The PCM then multiplies transfer case output speed signal by the transfer case ratio in low range to determine the transmission output shaft speed. The PCM uses this information to provide earlier upshifts and prevent an overspeed condition when operating in 4WD low.
MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR

The MAP sensor measures changes relative to intake manifold pressure which results from changes in engine load and speed. These changes are converted to a voltage output which is monitored by the PCM in order to adjust line pressure and shift timing.
ASSEMBLY LINE DIAGNOSTIC LINK (ALDL)

The PCM monitors engine speed as RPM through the ignition module for gasoline engines. For diesel engine applications, a separate engine speed sensor is used to monitor engine speed from the crankshaft. This information is used to help determine shift patterns and TCC apply and release timing.
TCC BRAKE SWITCH

The ALDL is a multi-terminal connector wired to the PCM that is located under the vehicle dash. The ALDL can be used to diagnose conditions in the vehicles electrical system, PCM and the transmissions electrical components. Refer to the appropriate General Motors Service Manual for specific electrical diagnosis information.

The TCC brake switch is a normally closed switch when the brake pedal is in the released position. When the brake pedal is depressed, the switch is open and the PCM commands TCC release.

44

POWER FLOW
This section of the book describes how torque from the engine is transferred through the Hydra-matic 4L60-E transmission allowing the vehicle to move either in a forward or reverse direction. The information that follows details the specific mechanical operation, electrical, hydraulic and apply components that are required to achieve a gear operating range. The full size, left hand pages throughout this section contain drawings of the mechanical components used in a specific range and gear. Facing this full page is a half page insert containing a color coded range reference chart at the top. This chart is one of the key items used to understand the mechanical operation of the transmission in each range and gear. The text below this chart provides a detailed explanation of what is occurring mechanically in that range and gear. The full size, right hand pages contain a simplified version of the Complete Hydraulic Circuit that is involved for that range and gear. Facing this full page is a half page insert containing text and a detailed explanation of what is occurring hydraulically in that range and gear. A page number located at the bottom of the half page of text provides a ready reference to the complete Hydraulic Circuits section of this book if more detailed information is desired. It is the intent of this section to provide an overall simplified explanation of the mechanical, hydraulic and electrical operation of the Hydra-matic 4L60-E transmission. If the operating principle of a clutch, band or valve is unclear, refer to the previous sections of this book for individual component descriptions.

PARK
(Engine Running)
1 POWER FROM TORQUE CONVERTER (1) 2 POWERFLOW TERMINATED LOW AND REVERSE CLUTCH APPLIED NO POWER TRANSMITTED TO OUTPUT SHAFT (687)

) k (P Par thethe oil : er fin m g v o r in or le re ow lect essu e foll e se e pr o th ): Regh th lin d t 18 ) Witsition, irecte Valve(2ressure d p po p is lator (line sion u t pum Reg tpu mis
re ou ns p ssu mp tra pum Pretes pu to the hen emand d ulaordingents. W the from accuirem ceeds, fluidr req ut ex ssure ulato pre re reg outp e n u of lipress the

(En

RK g) PA nnin Ru e gin

PARK
(Engine Running)
TORQUE CONVERTER ASSEMBLY LOW AND REVERSE CLUTCH ASSEMBLY

APPLY

RELEASE

#9

COOLER

#10

LUBE

COOLER

PR

AIR BLEED

LINE

LINE

PR

EX

DECREASE

CONVERTER CLUTCH VALVE

PUMP ASSEMBLY (4)

EX

1a

D4
TFP SWITCH ASSEMBLY

PRESS REG

APPLY

D3

D4
D4-N.O.

CONV FD

LO

EX

EX

D2-N.C. REV-N.O.

LINE

BOOST VALVE

PR

EX

LO-N.O. D3-N.C.

TEMP SENSOR

EX

REVERSE INPUT

REGULATED APPLY

SUCTION

PUMP ASSEMBLY

REV INPUT

TORQUE SIGNAL

PR

FILTER

EX

1b

PR LO/REVERSE

23

10

OFF
TCC SOLENOID N.O.

AFL

LO

EX

EX

27

26

D4

CC SIGNAL

LINE

1-2 SHIFT VALVE

TORQUE SIG

LINE

D2

EX EX

EX

EX 4TH SIG 3-4 SIG

EX

EX

3-4 SIGNAL

48

Figure 45

Figure 46

EX

Figure 42

INSIDE DETENT LEVER (88)

PARKING LOCK ACTUATOR ASSEMBLY (85)

3-4 ACC SERVO FD

EX

TORQUE SIGNAL

EX

48 B

EX

2-3 SHIFT VALVE

2-3 SHUTTLE

UIT

3-4 SHIFT VALVE

D3

ACTUATOR FEED LIMIT

28

2-3 SHIFT SOLENOID VALVE N.O.

ON

MANUAL SHAFT (84)

TE

MP

PARKING BRAKE PAWL (81) ENGAGED

DR PA AUL GE IC 74 CIR C

OVERRUN

2ND

HY

32

PRESSURE CONTROL SOLENOID VALVE

D3

AFL

29

2-3 SIGNAL

AFL

LE

AFL

FILTER (50)

1-2 SIGNAL

PARKING PAWL RETURN SPRING (80)

CO

2ND

D4-3-2

AFL (To 3-2 Control Solenoid)

EX

AFL

EX

REG APPLY

OIL PUMP ROTOR (212)

REACTION INTERNAL GEAR (684) HELD

OUTPUT SHAFT (687) HELD

SPEED SENSOR ROTOR (699)

LO OVERRUN

BOTTOM PAN (SUMP)

AFL

LINE

FILTER (49)

LO/1ST

EX

REGULATED APPLY

AFL

25

ISOLATOR VALVE

1-2 SIGNAL

1-2 SHIFT SOLENOID VALVE N.O.

ON

TORQUE CONVERTER ASSEMBLY (1)

RELEASE

MAIN CASE (103)

REVERSE

COOLER

LINE

FILTER (232)

AIR BLEED

PR

D3 D2

FWD CL FEED

LO/REVERSE

EX

EX

D4

D2 LO

D3

INPUT HOUSING & SHAFT ASSEMBLY (621)

EX

MANUAL VALVE

EX

PRESSURE RELIEF VALVE

COOLER

R N D 3 2 1

LINE PRESSURE TAP

LINE

FORWARD CLUTCH ACCUMULATOR

PR

LO/REV

1c

49

45

MECHANICAL POWERFLOW FROM THE TORQUE CONVERTER TO THE TURBINE SHAFT


(Engine Running)
1 POWER FROM THE ENGINE 2 POWER TO DRIVE OIL PUMP 2a OIL PUMP ROTOR (205) DRIVEN

MECHANICAL POWERFLOW FROM THE TORQUE CONVERTER TO THE TURBINE SHAFT


(Engine Running) The mechanical power flow in the Hydra-matic 4L60-E transmission begins at the point of connection between the torque converter and the engine flywheel. When the engine is running, the torque converter cover (pump) is forced to rotate at engine speed. As the torque converter rotates it multiplies engine torque and transmits it to the input housing and turbine shaft assembly (621). The turbine shaft provides the primary link to the mechanical operation of the transmission. The Hydra-matic 4L60-E automatic transmission requires a constant supply of pressurized fluid to cool and lubricate all of the components throughout the unit. It also requires a holding force to be applied to the bands and clutches during the various gear range operations. The oil pump assembly (4) and control valve body assembly (60) provide for the pressurization and distribution of fluid throughout the transmission.
1 Power from the Engine

Torque from the engine is transferred to the transmission through the engine flywheel which is bolted to the torque converter.
2 Power to Drive the Oil Pump

The oil pump rotor (212) is keyed to the torque converter hub. Therefore, the oil pump rotor also rotates at engine speed.
3 Fluid Coupling Drives the Turbine

Transmission fluid inside the torque converter (1) creates a fluid coupling which in turn drives the torque converter turbine.
4 Input Housing and Turbine Shaft Assembly Driven
3 FLUID COUPLING DRIVES THE TURBINE 4 TURBINE SHAFT DRIVEN

As the torque converter turbine rotates, the input housing and turbine shaft assembly (621), which is splined to the torque converter turbine, is also forced to rotate at turbine speed.

TORQUE CONVERTER ASSEMBLY (1)

SPLINED TO TORQUE CONVERTER STATOR ASSEMBLY

SPLINED TO TORQUE CONVERTER TURBINE ASSEMBLY

NOTE: To minimize the amount of repetitive text, the remaining mechanical power flow descriptions will begin with the input housing and turbine shaft assembly (621). The transfer of torque from the engine through the torque converter to the turbine shaft is identical in all gear ranges.

TURBINE SHAFT (621)

KEYED TO OIL PUMP ROTOR (212)

OIL PUMP ASSEMBLY (4)

46

Figure 43

46A

HYDRAULIC POWERFLOW COMMON FUNCTIONS FOR ALL RANGES


(Engine Running)
When the gear selector lever is in the Park (P) position and the engine is running, fluid is drawn into the oil pump and line pressure is directed to the pressure regulator valve.
1 PRESSURE REGULATION

COMMON HYDRAULIC FUNCTIONS FOR ALL RANGES


3 TORQUE
CONVERTER

1 PRESSURE
REGULATION

D4-N.O.

1a Pressure Regulator Valve:


#9

D4

RELEASE

APPLY

1b Actuator Feed Limit (AFL) 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 valve, the TCC PWM solenoid valve, the 3-2 control solenoid valve, and also feeds the 1-2 signal and 2-3 signal fluid circuits.
1c Pressure Control (PC) Solenoid Valve:

3f

RELEASE

CONVERTER CLUTCH VALVE

CONV FD

2 SHIFT ACCUMULATION 2a Accumulator Valve:

REVERSE INPUT

SUCTION

TCC PWM SOLENOID VALVE N.C.

BOOST VALVE

D4

EX

D4 pressure is regulated into accumulator fluid pressure. This regulation is basically controlled by torque signal fluid pressure acting on one end of the valve and orificed accumulator fluid on the other end of the valve.
2b 1-2 and 3-4 Accumulator Assemblies:

CC SIGNAL

EX

LINE

Accumulator fluid is routed to each of the accumulator assemblies in preparation for upshifts and downshifts.
2c 2nd & 4th Servo:

3c

3d
REGULATED APPLY

FILTER

CC SIGNAL

In 3rd gear, 4th gear and manual 3rd gear, 3rd accumulator fluid is routed to the 2nd & 4th servo, which acts as an accumulator for the 3-4 clutch.
3 TORQUE CONVERTER (RELEASED POSITION ONLY) 3a Pressure Regulator Valve:

EX

ISOLATOR VALVE

OFF

TORQUE SIGNAL

REG APPLY
EX EX

LINE

AFL

TCC SOLENOID N.O.


BOTTOM PAN (SUMP)

LINE

Line pressure is routed through the regulated apply valve into the regulated apply fluid circuit. Regulated apply fluid is routed to the converter clutch valve in preparation for TCC apply.
3d TCC Solenoid Valve:

2c

31

2a

ACCUM VALVE
EX

30

ACCUM

AFL

TORQUE SIG

3c Regulated Apply Valve:

D4

Converter feed fluid is supplied to the TCC solenoid valve in preparation for torque converter clutch apply.
3e Converter Clutch Valve:

11

EX

EX

3RD ACCUM #7

FILTER (50)

AFL

1c

32

4TH

3RD ACCUMULATOR

EX

18

EX EX

EX

EX
2ND CLUTCH

2ND & 4TH SERVO

#1

3-4 ACCUMULATOR EX 19 3-4 ACCUM


ACTUATOR FEED LIMIT

PRESSURE CONTROL SOLENOID VALVE

3f 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 converter clutch valve.

ORIFICED ACCUM

TORQUE SIGNAL ACCUM

1b

2b
2ND CLUTCH

1-2 ACCUMULATOR

46B

ACTUATOR FEED LIMIT

LINE

Spring force holds the valve in the release position allowing regulated converter feed fluid to enter the release circuit. Release fluid is routed to the torque converter. Apply fluid from the torque converter also passes through the converter clutch valve into the cooler circuit.

ACCUMULATOR

Figure 44

Actuator feed limit fluid is routed from the actuator feed limit valve to the TCC PWM solenoid valve where it stops in preparation for torque converter clutch apply.

2 SHIFT ACCUMULATION

TORQUE SIGNAL

3b TCC PWM Solenoid Valve:

ACTUATOR FEED LIMIT

LINE

Line pressure is routed through the pressure regulator valve and into the converter feed fluid circuit. Converter feed fluid is routed to the converter clutch valve.

CONVERTER FEED

3b

AFL

EX

EX

REG APPLY

1a

3e

EX

PUMP ASSEMBLY

10

CONVERTER FEED

Controlled by the PCM, the PC solenoid valve regulates filtered actuator feed limit fluid pressure into the torque signal fluid circuit.

COOLER

EX

PRESS REG

APPLY

LINE

FILTER (232)

DECREASE

AIR BLEED

Regulates pump output (line pressure) in response to torque signal fluid pressure acting on the reverse boost valve, spring force, and line pressure acting on the end of the valve. Line pressure is directed to the manual valve, the regulated apply valve, and the actuator feed limit valve. Also, line pressure feeds the converter feed circuit through the pressure regulator valve.

D2-N.C. REV-N.O.

LO-N.O. D3-N.C.

TEMP SENSOR

REVERSE INPUT

AIR BLEED PRESSURE RELIEF VALVE

LO

TORQUE CONVERTER ASSEMBLY

D4 (from Manual Valve)

TFP SWITCH ASSEMBLY

D2

D3

D4

EX EX

LINE (to Manual Valve)

3a

LINE

47

PARK
(Engine Running)
1 POWER FROM TORQUE CONVERTER (1) 2 POWERFLOW TERMINATED LOW AND REVERSE CLUTCH APPLIED NO POWER TRANSMITTED TO OUTPUT SHAFT (687)
1-2 SHIFT SOLENOID VALVE ON 2-3 SHIFT SOLENOID VALVE ON 2-4 BAND REVERSE INPUT CLUTCH

PARK
(Engine Running)
OVERRUN CLUTCH FORWARD CLUTCH FORWARD SPRAG CL. ASSEMBLY 3-4 CLUTCH LO-ROLLER CLUTCH LO/REV CLUTCH APPLIED

The manual shaft (84) and manual valve (340) are in the Park position. The parking lock actuator assembly (85) engages the parking lock pawl (81) with the lugs on the reaction internal gear (684). The reaction internal gear is held stationary by the parking pawl. The reaction internal gear, which is splined to the output shaft, is also held and the vehicle cannot move.
1 Power from Torque Converter

TORQUE CONVERTER ASSEMBLY (1)

PUMP ASSEMBLY (4)

48

INPUT HOUSING & SHAFT ASSEMBLY (621) MAIN CASE (103) OIL PUMP ROTOR (212) REACTION INTERNAL GEAR (684) HELD OUTPUT SHAFT (687) HELD SPEED SENSOR ROTOR (699) PARKING PAWL RETURN SPRING (80) MANUAL SHAFT (84) PARKING BRAKE PAWL (81) ENGAGED PARKING LOCK ACTUATOR ASSEMBLY (85) INSIDE DETENT LEVER (88)

The turbine shaft, connected to the input housing (621), is driven by the converter turbine.
2 Powerflow Terminated

The input housing contains three separate multiple disc clutches: The overrun clutch, the forward clutch and the 3-4 clutch. All three clutches are released and powerflow is terminated at the input housing.

Low and Reverse Clutch Applied

The low and reverse clutch plates (682) are applied and hold the reaction carrier (681) stationary to the transmission case (8). However, with power flow terminated at the input housing, the low and reverse clutch has no effect on transmission operation in Park.

Note: The vehicle should be completely stopped before selecting Park range or internal damage to the transmission could occur. Also, the manual linkage must be adjusted properly so the indicator quadrants in the vehicle correspond with the inside detent lever (88) in the transmission. If not adjusted properly, an internal leak between fluid passages at the manual valve may cause a clutch or band to slip or cause the transmission to not hold in Park. Refer to the appropriate General Motors Service Manual for the proper manual linkage adjustment procedures.

Figure 45

48A

PARK
(Engine Running)
1-2 SHIFT SOLENOID VALVE ON 2-3 SHIFT SOLENOID VALVE ON 2-4 BAND REVERSE INPUT CLUTCH OVERRUN CLUTCH FORWARD CLUTCH FORWARD SPRAG CL. ASSEMBLY 3-4 CLUTCH LO-ROLLER CLUTCH LO/REV CLUTCH APPLIED

PARK
TORQUE CONVERTER ASSEMBLY

(Engine Running)
LOW AND REVERSE CLUTCH ASSEMBLY

FLUID PRESSURE DIRECTED IN PREPARATION FOR A SHIFT 1a Manual Valve:

1b Lo Overrun Valve:

PR fluid is sent from the manual valve to the lo overrun valve where it shifts the valve and enters the low/reverse fluid circuit.
1c Low and Reverse Clutch:

APPLY

RELEASE

Mechanically controlled by the gear selector lever, the manual valve is in the Park (P) position and directs line pressure from the pressure regulator valve into the PR fluid circuit.

#9

LUBE

LINE

No fluid at the TFP manual valve position switch signals the powertrain control module (PCM) that the transmission is in either Park or Neutral range. The PCM then energizes, or turns ON the 1-2 shift solenoid valve and the 2-3 shift solenoid valve.
3 Regulated Apply Valve and Isolator Valve:

COOLER

PR

AIR BLEED

LINE

LINE

PR

EX

RELEASE

REVERSE

DECREASE

COOLER

EX
CONVERTER CLUTCH VALVE

1a

D4
TFP SWITCH ASSEMBLY

PRESS REG

CONV FD

Note: Refer to Shift Solenoid Valves on page 40 for a description of solenoid and shift valve operation.
EX

APPLY

D3

D4
D4-N.O.

LO

EX

EX

D2-N.C. REV-N.O.

LINE

BOOST VALVE

PR

LO-N.O. D3-N.C.

TEMP SENSOR

EX

REVERSE INPUT

REGULATED APPLY

SUCTION

PUMP ASSEMBLY

REV INPUT

TORQUE SIGNAL

PR

FILTER

EX

1b

PR LO/REVERSE

23

10

OFF
TCC SOLENOID N.O.

LO OVERRUN

AFL

LO

EX

EX

27

26

D4

CC SIGNAL

LINE

1-2 SHIFT VALVE

TORQUE SIG

LINE

AFL

FILTER (50)

1-2 SIGNAL

2ND

D4-3-2

AFL (To 3-2 Control Solenoid)


29

EX

AFL

EX

D2

EX EX

EX

EX 4TH SIG 3-4 SIG

EX

2-3 SHIFT VALVE


EX EX

2-3 SHUTTLE
EX

3-4 ACC SERVO FD

3-4 SIGNAL

COMPLETE HYDRAULIC CIRCUIT Page 74

48B

EX

TORQUE SIGNAL

EX

Figure 46

3-4 SHIFT VALVE

D3

ACTUATOR FEED LIMIT

28

2-3 SHIFT SOLENOID VALVE N.O.

ON

OVERRUN

2ND

32

PRESSURE CONTROL SOLENOID VALVE

D3

AFL

2-3 SIGNAL

AFL

REG APPLY

BOTTOM PAN (SUMP)

AFL

LINE

FILTER (49)

LO/1ST

EX

REGULATED APPLY

AFL

25

ISOLATOR VALVE

1-2 SIGNAL

1-2 SHIFT SOLENOID VALVE N.O.

ON

LINE

FILTER (232)

AIR BLEED

PR

D3 D2

FWD CL FEED

LO/REVERSE

EX

EX

D4

D2 LO

D3

Line pressure is routed through the regulated apply valve into the regulated apply fluid circuit. However, because the TCC PWM solenoid valve is not ON, no CC signal fluid is present and orificed regulated apply fluid is able to move the valve enough to open the regulated apply fluid circuit to an exhaust. This prevents any pressure build up in the regulated apply fluid circuit in Park, Reverse, and Neutral.

EX

MANUAL VALVE

EX

PRESSURE RELIEF VALVE

COOLER

R N D 3 2 1

LINE PRESSURE TAP

FORWARD CLUTCH ACCUMULATOR

Transmission Fluid Pressure (TFP) Manual Valve Position Switch:

PR

Low/reverse fluid is routed from the lo overrun valve to the low and reverse clutch piston to apply the low and reverse clutch plates.

COOLER

#10

LO/REV

1c

49

REVERSE
1 POWER FROM TORQUE CONVERTER (1) 2 REVERSE INPUT CLUTCH (605) APPLIED 4 5 LOW AND REVERSE REACTION CLUTCH CARRIER APPLIED HELD 3 REACTION SUN GEAR DRIVEN
1-2 SHIFT SOLENOID VALVE 2-3 SHIFT SOLENOID VALVE ON 2-4 BAND

REVERSE
REVERSE INPUT CLUTCH APPLIED OVERRUN CLUTCH FORWARD CLUTCH FORWARD SPRAG CL. ASSEMBLY 3-4 CLUTCH LO-ROLLER CLUTCH LO/REV CLUTCH APPLIED

POWER TO DIFFERENTIAL ASSEMBLY

ON

In Reverse (R), torque from the engine is multiplied through the torque converter and transmission gear sets to the vehicles drive shaft and rear axle. The planetary gear sets operate in reduction and also reverse the direction of input torque for a reverse gear ratio of approximately 2.3:1. The manual shaft (84) and manual valve (340) are in the Reverse position.
1 Power from Torque Converter

The turbine shaft, connected to the input housing (621), is driven by the converter turbine.
Reverse Input Clutch Applied

The reverse input clutch plates (612) are applied and connect the reverse input clutch housing (605) to the input housing. Engine torque is transferred from the input housing, through the clutch plates, and to the reverse input clutch housing. The reverse input clutch housing is connected to the reaction sun shell (670) and torque is transferred to the sun shell.
3 Reaction Sun Gear Driven

The reaction sun gear (673) is splined to the reaction sun shell and is driven clockwise by the sun shell.
4
REACTION SUN SHELL (670) INPUT HOUSING & SHAFT ASSEMBLY (621) REVERSE INPUT CLUTCH (605) APPLIED REACTION SUN GEAR (673)

Low and Reverse Clutch Applied

As in Park range, the low and reverse clutch plates (682) are applied and hold the reaction carrier (681) stationary to the transmission case. This also holds the reaction carrier shaft (666) and input internal gear (664) stationary.
5 Reaction Carrier Held

With the reaction carrier held by the low and reverse clutch, the reaction sun gear drives the reaction carrier pinion gears in a counterclockwise direction. The reaction carrier pinion gears drive the reaction internal gear in a counterclockwise direction. The reaction internal gear is splined to and drives the output shaft (687) counterclockwise to obtain Reverse and a gear reduction of approximately 2.3:1. The input carrier assembly (662), splined to the output shaft, also rotates but has no affect in Reverse with all other clutches released. When the throttle is released in Reverse, power from vehicle speed is transferred back through the transmission gear train to the engine. This action allows engine compression to slow the vehicle. There is no coast condition in reverse.

MAIN CASE (103)

LOW AND REVERSE CLUTCH PLATE ASSEMBLY (682) APPLIED

REACTION INTERNAL GEAR (684)

OUTPUT SHAFT (687)

SPEED SENSOR ROTOR (699)

REACTION CARRIER ASSEMBLY (681) HELD

50

Figure 47

50A

REVERSE
1-2 SHIFT SOLENOID VALVE ON 2-3 SHIFT SOLENOID VALVE ON 2-4 BAND REVERSE INPUT CLUTCH APPLIED OVERRUN CLUTCH FORWARD CLUTCH FORWARD SPRAG CL. ASSEMBLY 3-4 CLUTCH LO-ROLLER CLUTCH LO/REV CLUTCH APPLIED

REVERSE
REVERSE INPUT CLUTCH ASSEMBLY LOW AND REVERSE CLUTCH ASSEMBLY

When the gear selector lever is moved to the Reverse (R) position (from the Park position) the following changes occur in the transmissions hydraulic and electrical systems.
1 PRESSURE REGULATION 1a Manual Valve:

With the manual valve in the reverse position, line pressure is directed into the reverse fluid circuit from the PR fluid circuit already pressurized in Park.
1b Pressure Regulator and Reverse Boost Valves:

1c Transmission Fluid Pressure (TFP) Manual Valve Position Switch:

LINE

Reverse input fluid is routed to the TFP manual valve position switch. The TFP manual valve position switch signals the PCM that the transmission is in Reverse.
2 LOW AND REVERSE CLUTCH APPLIES 2a #3 Ball Check Valve:

PR

LINE (From Pump)

LINE

LINE

R N D 3 2 1

LINE PRESSURE TAP


EX

FORWARD CLUTCH ACCUMULATOR

PR

EX

REVERSE

DECREASE

Note: Remember that the function of an orifice is to control the flow rate of fluid and rate of apply or release of a clutch or band.
2b Reverse Abuse Valve:

CONV FD

1a

PRESS REG

D3

BOOST VALVE

PR

When engine speed is above idle, reverse fluid acts on the reverse abuse valve to move the valve against spring force. This allows reverse fluid to feed the reverse input fluid circuit quickly, bypassing the control of orifice #17.
2c Reverse Input Clutch:

EX

EX
D2-N.C.

LINE

1b

REV-N.O. LO-N.O.

TEMP SENSOR

Reverse input fluid is then routed to the reverse input clutch piston to apply the reverse input clutch plates to obtain reverse gear.
3 FLUID PRESSURE DIRECTED IN PREPARATION FOR A SHIFT 3a 1-2 Shift Solenoid (SS) Valve:
LINE

REV INPUT

REV INPUT

PR

PR LO/REVERSE

23

TORQUE SIG

REV INPUT

The 1-2 SS valve remains energized (ON). 1-2 signal fluid pressure is high with the 1-2 SS valve energized and keeps the 1-2 shift valve in the downshifted position against spring force. 1-2 signal fluid is also routed to the 3-4 shift valve.

AFL

FILTER (50)

AFL

LINE

3b 2-3 Shift Solenoid (SS) Valve:

ACTUATOR FEED LIMIT

LO

EX EX

EX

EX

1-2 SIGNAL

27

26

D4

2a
EX 4TH SIG 3-4 SIG

2ND

D2

D3

2b
REV ABUSE

17

28

EX

EX

3-4 ACC SERVO FD

EX

3-4 SIGNAL

EX

EX

EX

COMPLETE HYDRAULIC CIRCUIT Page 76

50B

Figure 48

REV

REV

2-3 SHIFT VALVE

2-3 SHUTTLE

#3

2-3 SHIFT SOLENOID VALVE N.O.

ON

OVERRUN

2ND

REVERSE INPUT

AFL

29

2-3 SIGNAL

AFL

3-4 SHIFT VALVE

D4-3-2

AFL (To 3-2 Control Solenoid)

EX

D3

EX

TORQUE SIGNAL

REV

1-2 SHIFT VALVE

The 2-3 SS valve remains energized (ON). 2-3 signal fluid is high with the 2-3 SS valve energized and keeps the 2-3 shift valve and the 2-3 shuttle valve in the downshifted position.

32

PRESSURE CONTROL SOLENOID VALVE

TORQUE SIG

LO OVERRUN

AFL

AFL

FILTER (49)

LO/1ST

EX

REVERSE INPUT

1c

D3-N.C.

10

AFL
25

1-2 SIGNAL

3a
1-2 SHIFT SOLENOID VALVE N.O.

ON

3b

PR

D3 D2

FWD CL FEED D4

TFP SWITCH ASSEMBLY

D4
D4-N.O.

LO

LO/REVERSE

EX

D4

D2 LO

D3

Reverse fluid seats the reverse input ball check valve (#3) and is orificed into the reverse input fluid circuit. This orifice (#17) controls the reverse input clutch apply when engine speed is approximately at idle.

MANUAL VALVE

Reverse input fluid at the reverse boost valve boosts line pressure for the additional torque requirements in Reverse. Torque signal fluid pressure from the pressure control (PC) solenoid acting on the reverse boost valve also helps determine line pressure in Reverse depending on throttle position and other PCM input signals. Reverse input fluid is also routed through the reverse boost valve and seats the air bleed ball check valve located in the fluid pump.

EX

INPUT

#10

REV

PR

2c

LO/REV

51

NEUTRAL
(Engine Running)
1 POWER FROM TORQUE CONVERTER (1) 2 POWERFLOW TERMINATED NO POWER TRANSMITTED TO OUTPUT SHAFT (687)
1-2 SHIFT SOLENOID VALVE ON 2-3 SHIFT SOLENOID VALVE ON 2-4 BAND

NEUTRAL
(Engine Running)
REVERSE INPUT CLUTCH OVERRUN CLUTCH FORWARD CLUTCH FORWARD SPRAG CL. ASSEMBLY 3-4 CLUTCH LO-ROLLER CLUTCH LO/REV CLUTCH

When the gear selector lever is placed in the Neutral (N) position, mechanical power flow is identical to Park (P) range, except that the parking lock actuator assembly (85) is disengaged. The parking pawl return spring (80) releases the parking lock pawl (81) from the lugs on the reaction internal gear (684). With the parking lock pawl disengaged the output shaft is free to rotate, allowing the vehicle to roll.

TORQUE CONVERTER ASSEMBLY (1)

PUMP ASSEMBLY (4)

52

INPUT HOUSING & SHAFT ASSEMBLY (621) MAIN CASE (103) REACTION INTERNAL GEAR (684) OUTPUT SHAFT (687) SPEED SENSOR ROTOR (699) PARKING PAWL RETURN SPRING (80) MANUAL SHAFT (84) INSIDE DETENT LEVER (88) PARKING BRAKE PAWL (81) DISENGAGED PARKING LOCK ACTUATOR ASSEMBLY (85)

The manual shaft (84) and manual valve (340) are in the Neutral position.
1 Power from Torque Converter

The turbine shaft, connected to the input housing (621), is driven by the converter turbine.
2 Powerflow Terminated

The input housing contains three separate multiple disc clutches: The overrun clutch, the forward clutch and the 3-4 clutch. All three clutches are released and powerflow is terminated at the input housing.

Neutral range may be selected for starting the engine when the vehicle is standing still or moving down the road.

Figure 49

52A

NEUTRAL
(Engine Running)
1-2 SHIFT SOLENOID VALVE ON 2-3 SHIFT SOLENOID VALVE ON 2-4 BAND REVERSE INPUT CLUTCH OVERRUN CLUTCH FORWARD CLUTCH FORWARD SPRAG CL. ASSEMBLY 3-4 CLUTCH LO-ROLLER CLUTCH LO/REV CLUTCH

NEUTRAL
(Engine Running)
REVERSE INPUT CLUTCH ASSEMBLY LOW AND REVERSE CLUTCH ASSEMBLY

When the gear selector lever is moved to the Neutral (N) position, the manual valve also moves and blocks line pressure from entering any other fluid circuits. If Neutral is selected after the vehicle was operating in Reverse (R), the following changes would occur in the hydraulic and electrical systems:
1 REVERSE INPUT CLUTCH RELEASES 1a Manual Valve:

The manual valve is moved to the Neutral position and blocks line pressure from entering the PR and reverse circuits. The PR and reverse fluid circuits are opened to an exhaust at the manual valve.
1b Reverse Abuse Valve:

EX

INPUT

#10

Exhausting reverse fluid pressure allows the reverse abuse valve spring to shift the valve, blocking off the reverse input fluid circuit.
1c Reverse Input Clutch:

REV

PR

1c

REVERSE

DECREASE

1f Transmission Fluid Pressure (TFP) Manual Valve Position Switch:

D3

CONV FD

PRESS REG

D4-N.O.

LINE

BOOST VALVE

PR

2 LOW AND REVERSE CLUTCH RELEASES 2a Lo Overrun Valve:

EX

EX

D2-N.C. REV-N.O. LO-N.O.

Exhausting PR fluid pressure allows the lo overrun valve spring to shift the valve, opening up the lo/reverse fluid circuit to exhaust into the lo/1st fluid circuit.
2b Low and Reverse Clutch:

REVERSE INPUT

1f

D3-N.C.

23

TORQUE SIG

REV

1-2 SIGNAL

EX 4TH SIG 3-4 SIG

D2

D3

1b

17

28

REV

REV

2-3 SHIFT VALVE


EX EX

2-3 SHUTTLE
EX

3-4 ACC SERVO FD

3-4 SIGNAL

COMPLETE HYDRAULIC CIRCUIT Page 78

52B

EX

EX

REV ABUSE

EX

Figure 50

#3

2-3 SHIFT SOLENOID VALVE N.O.

ON

OVERRUN

2ND

REVERSE INPUT

AFL

29

2-3 SIGNAL

AFL

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, D4 fluid exhausts and the transmission will shift into Neutral.

1e

2ND

3-4 SHIFT VALVE

D4-3-2

AFL (To 3-2 Control Solenoid)

EX

D3

EX

TORQUE SIGNAL

REV

1-2 SHIFT VALVE

Note: Allowing fluid to bypass an orifice when exhausting ensures a quick release of the clutch or band. This prevents the friction material from dragging and creating excess fluid temperatures or damaging the clutch or band.

ACTUATOR FEED LIMIT

EX EX

EX

2c

LO

EX

27

26

D4

Exhausting lo/reverse fluid, in the lo/1st circuit, enters the lo fluid circuit at the 1-2 shift valve and exhausts at the manual valve.

INPUT

AFL

LO

LINE

AFL

25

32

PRESSURE CONTROL SOLENOID VALVE

1-2 SIGNAL

1-2 SHIFT SOLENOID VALVE N.O.

ON

2c 1-2 Shift Valve:

FILTER (50)

LO/1ST

AFL

LO OVERRUN

AFL

AFL

FILTER (49)

TORQUE SIG

EX

PR fluid exhausts from the outer area of the low and reverse clutch piston. Exhausting PR fluid unseats the low and reverse clutch ball check valve (#10) for a quick exhaust. Lo/Reverse fluid pressure, which was fed by PR fluid, exhausts from the inner area of the low and reverse clutch piston and passes through the lo overrun valve into the lo/ 1st fluid circuit.

PR

REV INPUT

REV INPUT

PR LO/REVERSE

LINE

2a

10

1d

TEMP SENSOR

Reverse input fluid also exhausts from the TFP manual valve position switch signaling the powertrain control module (PCM) that the transmission is in either Neutral (N) or Park (P).

1a

TFP SWITCH ASSEMBLY

D3

D4 LO

Exhausting reverse input fluid unseats the #3 ball check valve, allowing reverse input fluid to exhaust quickly into the reverse fluid circuit.

D4

PR

D2 LO

D3

EX

FWD CL FEED D2 D4

LO/REVERSE

1e Reverse Input Ball Check Valve (#3):

PR

EX

MANUAL VALVE

EX

Reverse input fluid exhausts from the reverse boost valve, allowing line pressure to return to the normal operating range as in Park, Neutral and Overdrive gear ranges.

R N D 3 2 1

LINE PRESSURE TAP

LINE

FORWARD CLUTCH ACCUMULATOR

LINE (From Pump)

LINE

1d Reverse Boost Valve:

LINE

Reverse input fluid pressure, which was fed by reverse fluid, exhausts from the reverse input clutch piston allowing the reverse input clutch to release.

PR

2b

LO/REV

53

OVERDRIVE RANGE FIRST GEAR


1 POWER FROM TORQUE CONVERTER (1) 2 FORWARD CLUTCH APPLIED 6 7 3 4 INPUT INPUT FORWARD SPRAG INPUT ASSEMBLY SUN GEAR INTERNAL CARRIER GEAR DRIVEN (642) DRIVING HELD HOLDING 5 LOW AND REVERSE ROLLER CLUTCH POWER TO ASSEMBLY DIFFERENTIAL (678) ASSEMBLY HOLDING

OVERDRIVE RANGE FIRST GEAR


1-2 SHIFT SOLENOID VALVE ON 2-3 SHIFT SOLENOID VALVE ON 2-4 BAND REVERSE INPUT CLUTCH OVERRUN CLUTCH FORWARD CLUTCH APPLIED FORWARD SPRAG CL. ASSEMBLY HOLDING 3-4 CLUTCH LO-ROLLER CLUTCH HOLDING LO/REV CLUTCH

In Overdrive Range First Gear, torque from the engine is multiplied through the torque converter and transmission gear sets to the vehicles drive shaft. The planetary gears operate in reduction to achieve a First gear starting ratio of approximately 3.06:1. The manual shaft (84) and manual valve (340) are in the Overdrive D position.
1 Power from Torque Converter

The turbine shaft, connected to the input housing (621), is driven by the converter turbine.

INPUT HOUSING & SHAFT ASSEMBLY (621) FORWARD SPRAG CLUTCH INNER RACE AND INPUT SUN GEAR ASSEMBLY (640) FORWARD CLUTCH OUTER RACE OVERRUN (644) CLUTCH HUB (639)

LOW AND REVERSE ROLLER CLUTCH ASSEMBLY (678) HOLDING

MAIN CASE (103)

LOW AND REVERSE CLUTCH SUPPORT ASSEMBLY (679)

LOW AND REVERSE ROLLER CLUTCH RACE (675) HELD

54

FORWARD CLUTCH APPLIED MAIN CASE (103)

Forward Clutch Applied

The forward clutch is applied in all forward gear ranges. The forward clutch plates (649) transfer engine torque from the input housing to the forward clutch outer race (644).
3 Forward Sprag Assembly Holding

The sprag clutch (642), located between the forward clutch outer race and the forward sprag inner race and input sun gear assembly (640), locks and drives the forward sprag inner race and input sun gear assembly.
4
INPUT INTERNAL GEAR (664) HELD REACTION CARRIER SHAFT (666) HELD

Input Sun Gear Driving

The input sun gear drives the input carrier pinion gears counterclockwise.
5 Low and Reverse Roller Clutch Assembly Holding

FORWARD SPRAG ASSEMBLY (642) HOLDING

INPUT CARRIER ASSEMBLY (662)

The low and reverse roller clutch (678) is located between the low and reverse clutch support assembly (679) (which is splined to the case) and the reaction carrier assembly. With the reaction carrier attempting to rotate counterclockwise, the roller clutch locks and prevents the reaction carrier, reaction carrier shaft and input internal gear from rotating.
6 Input Internal Gear Held

The input carrier pinion gears, rotating counterclockwise on their pins, walk clockwise around the stationary input internal gear. This action drives the input carrier assembly (662) clockwise.
7 Input Carrier Driven

The input carrier assembly is splined to and drives the output shaft (687) clockwise in a First gear reduction of approximately 3.06:1. As a result of the output shaft rotating, the reaction internal gear (684), reaction carrier pinion gears, reaction sun gear (673), reaction sun shell (670), and reverse input clutch housing (605) all rotate but do not affect the transmissions mechanical power flow.
Coast Conditions

REACTION INTERNAL GEAR LOW AND REVERSE (684) CLUTCH PLATE ASSEMBLY (682)

OUTPUT SHAFT (687)

SPEED SENSOR ROTOR (699)

When the throttle is released in Overdrive Range First Gear and engine RPM decreases, power from vehicle speed drives the output shaft and input carrier (662) faster than engine torque is driving the forward clutch outer race (644). This allows the input carrier pinion gears to drive the forward sprag inner race and input sun gear assembly (640) clockwise faster than the forward clutch outer race. This causes the forward sprag inner race and input sun gear assembly to overrun the sprag clutch and allow the vehicle to coast freely without engine compression slowing the vehicle. Also during coast conditions, the reaction internal gear drives the reaction carrier pinion gears. This drives the reaction carrier clockwise and overruns the low and reverse roller clutch.

REACTION CARRIER ASSEMBLY (681) HELD

As vehicle speed increases, less torque multiplication is needed for maximum efficiency. Therefore, it is desirable to shift the transmission to a lower gear ratio, or Second gear.

Figure 51

54A

OVERDRIVE RANGE FIRST GEAR


1-2 SHIFT SOLENOID VALVE ON 2-3 SHIFT SOLENOID VALVE ON 2-4 BAND REVERSE INPUT CLUTCH OVERRUN CLUTCH FORWARD CLUTCH APPLIED FORWARD SPRAG CL. ASSEMBLY HOLDING 3-4 CLUTCH LO-ROLLER CLUTCH HOLDING LO/REV CLUTCH

OVERDRIVE RANGE FIRST GEAR


2c
3-4 CLUTCH FWD CL FEED

INPUT CLUTCH HOUSING ASSEMBLY

When the gear selector lever is moved to the Overdrive Range D position from the Neutral (N) position, the following changes occur to shift the transmission into Overdrive Range First Gear.

1 OVERDRIVE RANGE 1a Manual Valve:

LINE (From Pump)

PRESS REG

BOOST VALVE

2 FORWARD CLUTCH APPLIES 2a Forward Clutch Accumulator Ball Check Valve (#12):

R N D 3 2 1

LINE

FORWARD CLUTCH ACCUMULATOR


EX

REV INPUT

REV INPUT

5c
EX

REVERSE

2b Forward Abuse Valve:

D2

D3

D4

REGULATED

CC SIGNAL

OFF
TCC SOLENOID N.O.

2c Forward Clutch Assembly:

TCC PWM SOLENOID VALVE N.C.

1b

D4-N.O.

LO

LINE

3 SHIFT ACCUMULATION 3a Accumulator Valve:

32

ACTUATOR FEED LIMIT

3b 1-2 Accumulator:

Accumulator fluid is routed to and fills the 1-2 accumulator in preparation for a 1-2 upshift.
3c 3-4 Accumulator:

D4

31

D4

EX

30

1-2 SIGNAL

1-2 SHIFT VALVE

D4 fluid is routed to the 1-2 shift valve in preparation for an upshift to second gear.
5 FLUID PRESSURE DIRECTED IN PREPARATION FOR TCC APPLY 5a TCC PWM Solenoid Valve:

EX

EX 4TH SIG 3-4 SIGNAL

5b Regulated Apply Valve and Isolator Valve:

D3

ORF ACC

EX

EX

3-4 SIG

2ND CL

3b

3-4 ACC SERVO FD

EX

EX

5c TCC Solenoid Valve:

Regulated apply fluid is routed to the converter clutch valve in preparation for TCC apply.

54B

COMPLETE HYDRAULIC CIRCUIT Page 80

Figure 52

1-2 ACCUMULATOR

AFL (To 3-2 Control Solenoid Valve)

EX

CC signal fluid works together with orficed regulated apply fluid to regulate line pressure through the regulated apply valve, into the regulated apply fluid circuit.

ACCUM

28

2-3 SHIFT VALVE

2-3 SHUTTLE

2-3 SHIFT SOLENOID VALVE N.O.

ON

AFL

OVERRUN

2ND

The solenoid duty cycle regulates actuator feed limit fluid (AFL) into the CC signal circuit.

18

AFL

AFL

D2

#1

3-4 ACCUMULATOR EX 19 3-4 ACCUM


3-4 SHIFT VALVE

D4-3-2

4a

29

2-3 SIGNAL

AFL

ACCUM

D3

2ND

EX

4 FLUID PRESSURE DIRECTED IN PREPARATION FOR A SHIFT 4a 1-2 Shift Valve:

LO

27

26

D4

3c

Accumulator fluid also seats the #1 ball check valve, is forced through orifice #18 into the orificed accumulator fluid circuit and fills the 3-4 accumulator with fluid in preparation for a 3-4 upshift.

ACCUM

ACCUM VALVE

TORQUE SIGNAL

AFL

FILTER (49)

3a
1-2 SIGNAL LO/1ST

D4 fluid is also directed to the accumulator valve where it is regulated into accumulator fluid pressure in response to torque signal fluid pressure, orificed accumulator fluid pressure and accumulator valve spring force.

EX EX

EX

EX

PRESSURE CONTROL SOLENOID VALVE

FORWARD CLUTCH FEED

EX

D4

D4

AFL

25

1-2 SHIFT SOLENOID VALVE N.O.

ON

As the forward clutch applies, forward clutch feed fluid pressure moves the forward clutch accumulator piston against spring force. This action absorbs some of the initial increase of forward clutch feed fluid pressure to cushion the forward clutch apply.

LINE

2a

5b

AFL

FILTER (50)

AFL

FORWARD ABUSE

D4

2d Forward Clutch Accumulator:

EX

EX

REV INPUT

FWD CL FD

Forward clutch feed fluid is routed to the forward clutch piston to apply the forward clutch plates and obtain a First gear ratio through the transmission gear sets.

EX

D2-N.C. REV-N.O. LO-N.O. D3-N.C.

ISOLATOR VALVE 9

TEMP SENSOR

2b

REG APPLY

#12

D4

When engine speed is above idle, D4 fluid acts on the forward abuse valve to move the valve against spring force. This allows D4 fluid to feed the forward clutch feed fluid circuit quickly, bypassing the control of orifice #22.

APPLY

5a

D4

22

AFL

EX

TFP SWITCH ASSEMBLY

D3

D4 fluid pressure seats the forward clutch accumulator ball check valve (#12) and is orificed into the forward clutch feed fluid circuit. This orifice (#22) helps control the forward clutch apply when engine speed is approximately at idle.

REG APPLY

D4

TORQUE SIG

PR

D2 LO

D3

10

EX

FWD CL FEED

MANUAL VALVE

FWD CL FD

LINE

D4 fluid is also routed to the rear of the transmission case where it is orficed (#24) into the rear lube fluid circuit to lubricate the rear end of the transmission.

APPLY

EX

EX

LINE

1c Rear Lube:

DECREASE

CONVERTER CLUTCH VALVE

COOLER

LINE PRESSURE TAP

1a

FORWARD CLUTCH FEED

2d

REAR LUBE
24

D4 fluid is routed to the TFP manual valve position switch to signal the powertrain control module (PCM) that the transmission is in Overdrive Range D .

CONV FEED

EX

RELEASE

1b Transmission Fluid Pressure (TFP) Manual Valve Position Switch:

LINE

OVERRUN CLUTCH

In the Overdrive position the manual valve routes line pressure into the D4 fluid circuit.

1c

55

OVERDRIVE RANGE SECOND GEAR


1 POWER FROM TORQUE CONVERTER (1) 2 8 FORWARD 2-4 BAND ASSEMBLY (602) CLUTCH APPLIED APPLIED 3 5 10 4 6 7 9 FORWARD INPUT INPUT INPUT REACTION REACTION REACTION SPRAG CARRIER INTERNAL SUN INTERNAL CARRIER SUN GEAR ASSEMBLY DRIVEN GEAR GEAR GEAR DRIVEN HELD (642) DRIVING DRIVING DRIVEN HOLDING

OVERDRIVE RANGE SECOND GEAR


1-2 SHIFT SOLENOID VALVE OFF 2-3 SHIFT SOLENOID VALVE ON 2-4 BAND APPLIED REVERSE INPUT CLUTCH OVERRUN CLUTCH FORWARD CLUTCH APPLIED FORWARD SPRAG CL. ASSEMBLY HOLDING 3-4 CLUTCH LO-ROLLER CLUTCH LO/REV CLUTCH

As vehicle speed increases, input signals from the transmission speed sensor, the throttle position (TP) sensor, and other vehicle sensors are sent to the powertrain control module (PCM). The PCM processes this information to determine the precise moment to shift the transmission. In Second gear, the planetary gear sets continue to operate in reduction at a gear ratio of approximately 1.63:1.
1 Power from Torque Converter

POWER TO DIFFERENTIAL ASSEMBLY

SERVO ASSEMBLY APPLIED

INPUT REACTION INTERNAL CARRIER INPUT CARRIER GEAR SHAFT REVERSE INPUT (664) FORWARD SPRAG ASSEMBLY (666) (662) CLUTCH HOUSING ASSEMBLY FORWARD (605) (642) CLUTCH INPUT HOUSING HELD HOLDING & SHAFT ASSEMBLY APPLIED 2-4 BAND (621) ASSEMBLY (602) APPLIED

FORWARD SPRAG CLUTCH INNER RACE AND INPUT SUN GEAR ASSEMBLY (640) FORWARD CLUTCH OUTER RACE OVERRUN (644) CLUTCH HUB (639)

REACTION SUN SHELL (670) HELD

MAIN CASE (103)

REACTION INTERNAL GEAR LOW AND REVERSE (684) CLUTCH PLATE ASSEMBLY (682)

REACTION SUN GEAR (673) HELD

REACTION CARRIER ASSEMBLY (681)

56

Figure 53


OUTPUT SHAFT (687)

The turbine shaft, connected to the input housing (621), is driven by the converter turbine.
2 Forward Clutch Applied

The forward clutch (649) is applied and the forward clutch plates (649) transfer engine torque from the input housing to the forward clutch outer race (644).
3 Forward Sprag Clutch Holding

The forward sprag assembly locks and drives the forward sprag clutch inner race and input sun gear assembly (640).
4 Input Sun Gear Driving

The forward sprag clutch inner race and input sun gear assembly (640) drives the input carrier pinion gears.
5 Input Carrier Driven

The input carrier assembly (662) is driven clockwise by the input carrier pinion gears walking around the input internal gear (664) as in First gear. This action drives the output shaft (687) and the reaction internal gear (684).
6 Reaction Internal Driven

The reaction internal gear rotates with the output shaft and drives the reaction carrier pinion gears in a clockwise direction.
7 Reaction Carrier Driven

The reaction carrier shaft (666) and input internal gear (664) are driven clockwise by the reaction carrier assembly.
8 2-4 Band Assembly Applied

The 2-4 band (602) is applied and holds the reverse input clutch housing (605) stationary to the transmission case.
9 Reaction Sun Gear Held

The reverse input clutch housing and the reaction sun gear (673) are splined to the reaction sun shell (670). With the 2-4 band applied, the sun shell and reaction sun gear are also held stationary.
10 Input Internal Gear Driving

SPEED SENSOR ROTOR (699)

The input internal gear drives the input carrier pinions, input carrier and output shaft in a second reduction to achieve the Second gear ratio of approximately 1.63:1.
Coast Conditions

Similar to Overdrive Range First Gear, the forward sprag clutch is overrun when the throttle is released. This action allows the vehicle to coast freely in Overdrive Range Second Gear.

As vehicle speed increases, less torque multiplication is needed to move the vehicle efficiently. Therefore, it is desirable to shift the transmission to a lower gear ratio, or Third gear.

56A

OVERDRIVE RANGE SECOND GEAR


1-2 SHIFT SOLENOID VALVE OFF 2-3 SHIFT SOLENOID VALVE ON 2-4 BAND APPLIED REVERSE INPUT CLUTCH OVERRUN CLUTCH FORWARD CLUTCH APPLIED FORWARD SPRAG CL. ASSEMBLY HOLDING 3-4 CLUTCH LO-ROLLER CLUTCH LO/REV CLUTCH

OVERDRIVE RANGE SECOND GEAR


INPUT CLUTCH HOUSING ASSEMBLY

1 2-4 BAND APPLIES 1a 1-2 Shift Solenoid (SS) Valve:


LINE (From Pump)

LINE

RELEASE

OVERRUN CLUTCH

As vehicle speed increases, the powertrain control module (PCM) receives input signals from the vehicle speed sensor, the throttle position (TP) sensor and other vehicle sensors to determine the precise moment to de-energize or turn OFF the 1-2 shift solenoid (SS) valve. The 1-2 SS valve is OFF when the PCM eliminates the path to ground for that circuit.

3-4 CLUTCH FWD CL FEED


CONVERTER CLUTCH VALVE

PRESS REG

EX

EX

COOLER

R N D 3 2 1

FORWARD CLUTCH ACCUMULATOR


EX

LINE

1c #8 Ball Check Valve:

BOOST VALVE

REG APPLY

REVERSE

2nd fluid seats the #8 ball check valve, passes through an orifice (#16) and enters the 2nd clutch fluid circuit.
1d 2nd & 4th Servo:

REV INPUT

REV INPUT

D4

PR D3 D2

D2 LO

D3

EX

10

APPLY

D4-N.O.

CC SIGNAL

REGULATED

EX

2b Accumulator Valve:

LINE

31

ACCUM

D2

EX

EX

3-4 ACC SERVO FD

EX

2ND CL

SERVO FD

Spring force holds the valve closed, blocking 2nd fluid pressure and 2nd clutch fluid pressure. This valve is used in order to help control a 3-2 downshift.
3d 3-2 Control Solenoid Valve:

#1

18

EX
11

ORF EX
5

EX

2ND CL

ORF ACC

ACCUM

2a

4TH

3d
EX

1d

COMPLETE HYDRAULIC CIRCUIT Page 82

1-2 ACCUMULATOR 2ND CL

EX
2ND CL

2ND & 4TH SERVO

3RD ACCUMULATOR

56B

EX

ON

3-2 CONTROL SOLENOID VALVE N.C.

3-2 CONTROL

Figure 54

In second gear, the PCM energizes the normally closed solenoid. This opens the actuator feed limit fluid circuit to fill the 3-2 signal circuit. The 3-2 signal fluid pressure moves the 3-2 control valve against spring force. This action is done in preparation for control of a 3-2 downshift and does not affect transmission operation in second gear.

3RD ACCUM

EX

4TH ACTUATOR FEED LIMIT 3-4 CLUTCH 3-2 SIGNAL

EX

3-4 ACCUMULATOR EX 19 3-4 ACCUM

3c 3-2 Downshift Valve:

2ND CL ACCUM

3-4 CL

SIGNAL 4TH SIG

3-4 ACC

3c

2ND

2ND

SERVO FEED

2nd fluid pressure is also directed to the 3-4 relay valve in preparation for an upshift.

3-2 DOWNSHIFT
EX

OVERRUN CL OVERRUN CL FD

3b 3-4 Relay Valve:

3b

3-4 RELAY

4-3 SEQUENCE VALVE

14

AFL

16

#8 2ND

3-4 SIG

EX

2ND

3a

EX

2nd fluid is directed to the 2-3 shift valve in preparation for an upshift to third gear. 2nd fluid also passes through the 2-3 shift valve into the servo feed fluid circuit and is directed to the 3-4 relay and 4-3 sequence valves where it stops. Servo feed fluid has no function in second gear.

EX 4TH SIG 3-4 SIGNAL

EX

1c

ACCUM VALVE

D3

3-4 SHIFT VALVE

OVERRUN
28

2ND

2b

D3

1-2 SIGNAL

AFL

AFL

30

2-3 SHIFT VALVE

2-3 SHUTTLE

2-3 SHIFT SOLENOID VALVE N.O.

2ND

ON

3 FLUID PRESSURE DIRECTED IN PREPARATION FOR A SHIFT 3a 2-3 Shift Valve:

D4

D4-3-2 2-3 SIGNAL

29

AFL

2ND

EX

Accumulator fluid is forced out of the 1-2 accumulator when 2nd clutch fluid pressure and spring force move the 1-2 accumulator piston. Accumulator fluid flows back to the accumulator valve and into the orificed accumulator fluid circuits. Orificed accumulator fluid pressure and accumulator spring force regulate the accumulator valve against torque signal fluid pressure. This allows excess accumulator fluid pressure to exhaust and provides additional control of the 2-4 band apply.

EX

AFL

AFL

FILTER (50)

FILTER (49)

AFL

AFL
25

LINE

32

ACTUATOR FEED LIMIT

EX EX

EX

EX

PRESSURE CONTROL SOLENOID VALVE

1-2 SIGNAL

LO

1b

27

26

D4

1-2 SIG LO/1ST

1-2 SHIFT VALVE

TORQUE SIGNAL

D4

EX

1-2 SHIFT SOLENOID VALVE N.O.

2nd clutch fluid is also sent to the 1-2 accumulator. 2nd clutch fluid pressure, together with spring pressure, acts against accumulator fluid pressure to absorb some of the initial increase of 2nd clutch fluid pressure to cushion the 2-4 band apply.

REV-N.O. LO-N.O.

ISOLATOR VALVE 9

EX

TCC SOLENOID N.O.

D3-N.C.

EX

FORWARD ABUSE

REV INPUT

REG APPLY

FORWARD CLUTCH FEED D4

D4

D4

1a

OFF

FWD CL FD

2 SHIFT ACCUMULATION 2a 1-2 Accumulator:

D4

TCC PWM SOLENOID VALVE N.C.

AFL

EX

OFF

D2-N.C.

TEMP SENSOR

LO

2nd clutch fluid is directed to the 2nd & 4th servo to move the 2nd apply piston against servo cushion and servo return spring forces to apply the 2-4 band and achieve Second gear.

TORQUE SIG

D4 D4

22

D3

#12

D4

TFP SWITCH ASSEMBLY

FWD CL FEED

EX

MANUAL VALVE

FWD CL FD

APPLY

LINE

Exhausting 1-2 signal fluid pressure allows 1-2 shift valve spring force to move the 1-2 shift valve into the upshifted position. D4 fluid is routed through the 1-2 shift valve and into the 2nd fluid circuit.

DECREASE

LINE

1b 1-2 Shift Valve:

EX

LINE PRESSURE TAP

The 1-2 SS valve is de-energized, allowing 1-2 signal fluid to exhaust from its circuit.

CONV FEED

FORWARD CLUTCH FEED

REAR LUBE
24

57

OVERDRIVE RANGE THIRD GEAR


1 POWER FROM TORQUE CONVERTER (1) 3 FORWARD SPRAG ASSEMBLY (642) HOLDING 2 FORWARD CLUTCH APPLIED 7 INPUT CARRIER DRIVEN 5 3-4 CLUTCH APPLIED 6 INPUT INTERNAL GEAR DRIVING 4 INPUT SUN GEAR DRIVING 8 REACTION PLANETARY GEAR SET DRIVEN

OVERDRIVE RANGE THIRD GEAR


1-2 SHIFT SOLENOID VALVE OFF 2-3 SHIFT SOLENOID VALVE OFF 2-4 BAND REVERSE INPUT CLUTCH OVERRUN CLUTCH FORWARD CLUTCH APPLIED FORWARD SPRAG CL. ASSEMBLY HOLDING 3-4 CLUTCH APPLIED LO-ROLLER CLUTCH LO/REV CLUTCH

As vehicle speed increases further, input signals from the transmission speed sensor, the throttle position (TP) sensor, and other vehicle sensors are sent to the PCM. The PCM uses this information to determine the precise moment to shift the transmission into Third gear. In Third gear, both planetary gear sets, input and reaction, rotate at the same speed and provide a 1:1 direct drive gear ratio between the converter turbine and the output shaft.
1 Power from Torque Converter

POWER TO DIFFERENTIAL ASSEMBLY

The turbine shaft, connected to the input housing (621), is driven by the converter turbine.
2 Forward Clutch Applied

INPUT HOUSING & SHAFT ASSEMBLY (621) FORWARD SPRAG CLUTCH INNER RACE AND INPUT SUN GEAR ASSEMBLY FORWARD CLUTCH (640) OUTER RACE OVERRUN (644) CLUTCH HUB (639)

58

FORWARD CLUTCH APPLIED REACTION INTERNAL GEAR (684)

The forward clutch (649) is applied and the forward clutch plates (649) transfer engine torque from the input housing to the forward clutch outer race (644).
Forward Sprag Clutch Holding

The forward sprag assembly locks and drives the forward sprag clutch inner race and input sun gear assembly (640).
4 Input Sun Gear Driving

The forward sprag clutch inner race and input sun gear assembly (640) drives the input carrier pinion gears.
5
INPUT INTERNAL GEAR (664) REACTION CARRIER SHAFT (666)

3-4 Clutch Applied

The 3-4 clutch plates (654) are applied and transfer engine torque from the input housing (621) to the input internal gear (664).
6 Input Internal Gear Driving

3-4 CLUTCH APPLIED

INPUT CARRIER ASSEMBLY FORWARD SPRAG (662) ASSEMBLY (642) HOLDING

Both the input internal gear and the input sun gear are driven at the same speed. The input carrier pinion gears are splined to these components and act as wedges to drive the input carrier assembly (662).
7 Input Carrier Driven

The input carrier drives the output shaft (687) at converter turbine speed to achieve direct drive in Third gear.
8 Reaction Planetary Gearset Driven

The reaction internal gear (684) is driven by the output shaft. Also, the reaction carrier shaft (666) is driven by the input planetary gear set and drives the reaction carrier assembly (681). With the reaction carrier and reaction internal gear rotating at the same speed, the pinion gears act as wedges and drive the reaction sun gear (673) at the same speed. As a result, the entire gear set rotates as one unit at converter turbine speed.
Coast Conditions

OUTPUT SHAFT (687)

SPEED SENSOR ROTOR (699)

As in First and Second gears when the throttle is released, power from vehicle speed drives the forward sprag clutch inner race and input sun gear assembly (640) faster than engine torque drives the forward clutch outer race (644). This action causes the forward sprag clutch inner race and input sun gear assembly (640) to overrun the sprag clutch (642) and allow the vehicle to coast freely.

As vehicle speed increases, less torque multiplication is required to operate the engine efficiently. Therefore, it is desirable to shift to an overdrive gear ratio, or Fourth gear.

Figure 55

58A

OVERDRIVE RANGE THIRD GEAR


1-2 SHIFT SOLENOID VALVE OFF 2-3 SHIFT SOLENOID VALVE OFF 2-4 BAND REVERSE INPUT CLUTCH OVERRUN CLUTCH FORWARD CLUTCH APPLIED FORWARD SPRAG CL. ASSEMBLY HOLDING 3-4 CLUTCH APPLIED LO-ROLLER CLUTCH LO/REV CLUTCH

OVERDRIVE RANGE THIRD GEAR


2a
3-4 CLUTCH

INPUT CLUTCH HOUSING ASSEMBLY

As vehicle speed increases, the PCM receives input signals from the vehicle speed sensor, the TP sensor and other vehicle sensors to determine the precise moment to de-energize or turn OFF the 2-3 shift solenoid (SS) valve.
1 2-4 BAND RELEASES 1a 2-3 Shift Solenoid (SS) Valve:

FWD CL FEED

1b 2-3 Shift Valve and 2-3 Shuttle Valve:


LINE (From Pump)

CONVERTER CLUTCH VALVE

EX

PRESS REG

BOOST VALVE

3-4 signal fluid unseats the 3-4 clutch exhaust ball check valve (#4) and enters the 3-4 clutch fluid circuit. 3-4 clutch fluid unseats the 3rd accumulator ball check valve (#2) and enters the 3rd accumulator fluid circuit.
1d 2nd & 4th Servo:

EX

EX

COOLER

R N D 3 2 1

FORWARD CLUTCH ACCUMULATOR


EX

LINE

10

TORQUE SIG

D2

D4 D4

22

D3

3-4 CL

CC SIGNAL

REGULATED

REV-N.O. LO-N.O.

EX

LINE

EX

AFL

AFL

With 3-4 clutch fluid feeding the 3rd accumulator fluid circuit, the movement of the 2nd apply piston in the 2nd & 4th servo acts as an accumulator by absorbing initial 3-4 clutch fluid to cushion the 3-4 clutch apply.
3b 1-2 Accumulator:

LINE

3 SHIFT ACCUMULATION 3a 2nd & 4th Servo:


32

FILTER (50)

FILTER (49)

AFL

AFL

25

ACTUATOR FEED LIMIT

EX EX

EX

EX

PRESSURE CONTROL SOLENOID VALVE

1-2 SIGNAL

LO

2b

27

26

D4

1-2 SIG LO/1ST

1-2 SHIFT VALVE

31

ACCUM

D3 1-2 SIGNAL
3-4 SHIFT VALVE

3-4 CL

EX 4TH SIG 3-4 SIGNAL

EX

4 TORQUE CONVERTER CLUTCH RELEASED 4a TCC Solenoid Valve:

AFL

AFL

D3

D2

ACCUM VALVE

30

OVERRUN
28

2ND

2ND CL

SERVO FD

3-4 ACC

2ND CL

4TH SIGNAL SIG

SERVO

EX

ORF ACC

#7

ACCUM

3-4 CL

3RD ACC

2ND CL

58B

COMPLETE HYDRAULIC CIRCUIT Page 84

Figure 56

The 3-2 control solenoid valve remains ON and maintains 3-2 signal fluid pressure to hold the 3-2 control valve against spring force. This action is done in preparation for control of a 3-2 downshift and does not affect transmission operation in third gear.

4TH

1-2 ACCUMULATOR 2ND CL

EX

3a

#2

EX

2ND & 4TH SERVO

EX

5c 3-2 Control Solenoid Valve:


3b

12

1c
ON

3-2 CONTROL SOLENOID VALVE N.C.

3-2 CONTROL

3RD ACCUMULATOR

3-4 clutch fluid pressure moves the valve against spring force. This opens the valve and allows 2nd fluid to feed the 2nd clutch fluid circuit through the valve in preparation for a 3-2 downshift.

18

EX
11

1d

13

2ND CL

3RD ACCUM

#4

5b 3-2 Downshift Valve:

ORF EX

EX

EX

4TH ACTUATOR FEED LIMIT 3-4 CLUTCH 3-2 SIGNAL

EX

3-4 signal fluid is also directed to the 3-4 shift valve where it is blocked in preparation for a shift to 4th gear.

3-4 CLUTCH

#1

3-4 ACCUMULATOR EX 19 3-4 ACCUM


3-4 SIGNAL

3-4 RELAY

4-3 SEQUENCE VALVE

ACCUM

5 FLUID PRESSURE DIRECTED IN PREPARATION FOR A SHIFT 5a 3-4 Shift Valve:

3-4 CL

2ND

2ND

FEED

3-2 DOWNSHIFT
EX

3-4 ACC

OVERRUN CL OVERRUN CL FD

5b

3-4 SIG

1a 1e

14

5c

AFL

16

2ND

1b

Under normal operating conditions, in Overdrive Range Third Gear, the PCM keeps the normally open TCC solenoid valve deenergized. Converter feed fluid exhausts through the solenoid, and spring force keeps the converter clutch valve in the release position. However, at speeds above approximately 121 km/h (75 mph) the PCM will command TCC apply in third gear. Refer to pages 6263 for more information on TCC apply.

2ND

EX

EX

3-4 ACC

EX

#8 2ND

EX

5a

2-3 SHIFT VALVE


2-3 SHUTTLE

2-3 SHIFT SOLENOID VALVE N.O.

OFF

EX

D4

D4-3-2

29

2-3 SIGNAL

AFL

The movement of the 2nd apply piston in the 2nd & 4th servo also forces 2nd clutch fluid out of the servo and sends it to the 1-2 accumulator to further cushion the 3-4 clutch apply.

2ND

EX

TORQUE SIGNAL

D4

EX

1-2 SHIFT SOLENOID VALVE N.O.

D432 fluid pressure from the 2-3 shift valve assists spring force to hold the 1-2 shift valve in the upshifted position.

2b 1-2 Shift Valve:

REG APPLY

FORWARD CLUTCH FEED D4

D4

D4

OFF

3-4 clutch fluid is directed to the 3-4 clutch piston to apply the 3-4 clutch plates and obtain Third gear.

ISOLATOR VALVE 9

EX

TCC SOLENOID N.O.

D3-N.C.

EX

FORWARD ABUSE

4a

REV INPUT

FWD CL FD

D4

2 3-4 CLUTCH APPLIES 2a 3-4 Clutch:

TCC PWM SOLENOID VALVE N.C.

Servo feed fluid is allowed to exhaust past the 3-4 relay and 4-3 sequence valves and through an orificed exhaust (#5).

APPLY

D4-N.O.

AFL

EX

OFF

D2-N.C.

TEMP SENSOR

LO

1e 3-4 Relay Valve and 4-3 Sequence Valve:

#12

D4

TFP SWITCH ASSEMBLY

3rd accumulator fluid seats the 3rd accumulator exhaust ball check valve (#7) and enters the 2nd & 4th servo. 3rd accumulator fluid pressure assists servo return spring force to move the 2nd apply piston and apply pin against 2nd clutch fluid pressure. This action releases the 2-4 band.

REV INPUT

REV INPUT

D4

D3

REG APPLY

PR

REVERSE

D2 LO

EX

D3

FWD CL FEED

EX

MANUAL VALVE

FWD CL FD

APPLY

LINE

1c #4 and #2 Ball Check Valves:

DECREASE

LINE

LINE PRESSURE TAP

CONV FEED

FORWARD CLUTCH FEED

REAR LUBE
24

Exhausting 2-3 signal fluid pressure allows AFL fluid pressure to move the 2-3 shift valve and the 2-3 shuttle valve into the upshifted position. Orificed (#28) 2nd fluid is directed into the 3-4 signal fluid circuit. Also, AFL fluid pressure fills the D432 fluid circuit.

LINE

RELEASE

OVERRUN CLUTCH

The 2-3 SS valve is de-energized, allowing 2-3 signal fluid to exhaust from its circuit.

59

OVERDRIVE RANGE FOURTH GEAR


1 POWER FROM TORQUE CONVERTER (1) 3 2-4 BAND ASSEMBLY (602) APPLIED 7 FORWARD SPRAG ASSEMBLY (642) OVERRUNNING 8 FORWARD CLUTCH APPLIED 2 3-4 CLUTCH APPLIED 6 REACTION INTERNAL GEAR DRIVEN 5 REACTION PLANETARY PINIONS DRIVING 4 REACTION SUN GEAR HELD

OVERDRIVE RANGE FOURTH GEAR


1-2 SHIFT SOLENOID VALVE ON 2-3 SHIFT SOLENOID VALVE OFF 2-4 BAND APPLIED REVERSE INPUT CLUTCH OVERRUN CLUTCH FORWARD CLUTCH APPLIED FORWARD SPRAG CL. ASSEMBLY 3-4 CLUTCH APPLIED LO-ROLLER CLUTCH LO/REV CLUTCH

POWER TO DIFFERENTIAL ASSEMBLY

To maximize engine performance and fuel economy, a Fourth gear (Overdrive) is used to achieve an approximate ratio of 0.73:1 through the transmission gear sets to the vehicle drive shaft. This allows the vehicle to maintain a given road speed with less engine output speed. The converter clutch is applied and converter turbine speed equals engine speed (see torque converter, page 12).
1 Power from Torque Converter

The turbine shaft, connected to the input housing (621), is driven by the converter turbine.
2 3-4 Clutch Applied

SERVO ASSEMBLY APPLIED

FORWARD REVERSE INPUT CLUTCH CLUTCH HOUSING APPLIED (605) 3-4 HELD INPUT HOUSING CLUTCH & SHAFT ASSEMBLY APPLIED 2-4 BAND (621) ASSEMBLY (602) APPLIED

REACTION SUN SHELL (670) HELD

60

MAIN CASE (103) REACTION INTERNAL GEAR LOW AND REVERSE (684) CLUTCH PLATE ASSEMBLY (682) REACTION SUN GEAR (673) HELD REACTION CARRIER ASSEMBLY (681)

The 3-4 clutch plates (654) remain applied in Fourth gear to transfer engine torque from the input housing (621) to the input internal gear (664) and reaction carrier shaft (666).
3 2-4 Band Applied

The 2-4 band (602) is applied and holds the reverse input clutch housing (605) stationary to the transmission case.
4 Reaction Sun Gear Held

The reaction sun shell (670) is splined to the reverse input clutch housing and the reaction sun gear (673) is splined to the sun shell. Both the sun shell and reaction sun gear are held stationary as a result of the 2-4 band being applied.
5 Reaction Planetary Pinions Driving

INPUT REACTION INTERNAL CARRIER GEAR SHAFT (664) (666)

The reaction carrier shaft drives the reaction carrier assembly (681) clockwise. The reaction carrier pinion gears rotate clockwise on their pins as they walk clockwise around the stationary reaction sun gear.
6 Reaction Internal Gear Driven

The reaction carrier pinion gears drive the reaction internal gear (684) and output shaft (687) in an overdrive gear ratio of approximately 0.73:1.
7 Forward Sprag Assembly Overrunning

The output shaft drives the input carrier assembly (662), input pinion gears and forward sprag clutch inner race and input sun gear assembly (640) faster than the forward clutch is driving the forward clutch outer race (644). This allows the forward sprag clutch inner race and input sun gear assembly to overrun the forward sprag clutch (642).
8 Forward Clutch Applied

As a result, of the forward sprag clutch overrunning, the forward clutch is ineffective in Fourth gear.
SPEED SENSOR ROTOR (699)

OUTPUT SHAFT (687)

Power flow from the forward clutch housing to the output shaft (671) is the same as Overdrive Range Third Gear. Refer to page 58A for a description of this power flow. With power flow between the forward clutch housing and the output shaft a 1:1 direct drive ratio, the overall transmission gear ratio is 0.75:1.
Coast Conditions/Engine Compression Braking

In Fourth gear, neither the forward sprag clutch nor the low and reverse roller clutch are used to transfer engine torque during acceleration. Therefore, there are no elements to overrun and allow the vehicle to coast freely when the throttle is released. This causes engine compression braking to slow the vehicle. However, because of the Overdrive gear ratio, engine compression braking is not as noticeable by the driver in Fourth gear as in the manual gear ranges.

Figure 57

60A

OVERDRIVE RANGE FOURTH GEAR


(Torque Converter Clutch Applied)
1-2 SHIFT SOLENOID VALVE ON 2-3 SHIFT SOLENOID VALVE OFF 2-4 BAND APPLIED REVERSE INPUT CLUTCH OVERRUN CLUTCH FORWARD CLUTCH APPLIED FORWARD SPRAG CL. ASSEMBLY 3-4 CLUTCH APPLIED LO-ROLLER CLUTCH LO/REV CLUTCH

OVERDRIVE RANGE FOURTH GEAR


(Torque Converter Clutch Applied)
INPUT CLUTCH HOUSING ASSEMBLY

RELEASE

LINE (From Pump)

CONVERTER CLUTCH VALVE

PRESS REG

BOOST VALVE

The 1-2 SS valve is energized (ON) blocking 1-2 signal fluid from exhausting through the solenoid. This creates pressure in the 1-2 signal fluid circuit.
1b 3-4 Shift Valve:

EX

EX

COOLER

R N D 3 2 1

FORWARD CLUTCH ACCUMULATOR


EX

LINE

REV INPUT

REV INPUT

D4

REG APPLY

REVERSE

10

CC SIGNAL

REV-N.O. LO-N.O.

ISOLATOR VALVE 9

EX

TCC SOLENOID N.O.


D3-N.C.

EX

FORWARD ABUSE

REV INPUT

1d 2nd & 4th Servo:

REG APPLY
EX

FORWARD CLUTCH FEED

LINE

EX

AFL

FILTER (50)

AFL

LINE

2 3-4 SHIFT ACCUMULATION 2a 3-4 Accumulator Assembly:

32

ACTUATOR FEED LIMIT

31

D2

3-4 CL

D3

EX 4TH SIG 3-4 SIGNAL

EX

30

2ND

3-4 ACC

SERVO FD

3-4 ACC

2ND CL ACCUM

EX

18

11

2ND CL

ORF ACC

#7

ACCUM

3RD ACC

3-4 CL

12

COMPLETE HYDRAULIC CIRCUIT Page 86

60B

Figure 58

2ND CL

4TH

1-2 ACCUMULATOR 2ND CL

EX

#2

EX

1d

2ND & 4TH SERVO

4TH

EX

ON

3-2 CONTROL SOLENOID VALVE N.C.

3-2 CONTROL

3RD ACCUMULATOR

3RD ACCUM

#4

2a

EX

13

ORF EX
5

EX

EX

4TH ACTUATOR FEED LIMIT 3-4 CLUTCH 3-2 SIGNAL

EX

The converter clutch valve is shifted into the apply position allowing release fluid to exhaust from the torque converter clutch and regulated apply fluid to enter the apply fluid circuit at the same time. This provides for smooth engagement of the TCC.

3b Converter Clutch Apply Valve:

#1

3-4 ACCUMULATOR EX 19 3-4 ACCUM


3-4 SIGNAL

3-4 RELAY

3-4 CL

4TH SIGNAL

2ND

2ND

SERVO FEED

EX

3-4 CLUTCH

3-2 DOWNSHIFT

OVERRUN CL OVERRUN CL FD

3-4 ACC

4TH SIGNAL SIG


6

When operating conditions are appropriate, the PCM energizes the normally open TCC solenoid valve. This closes the solenoid, blocks converter feed fluid from exhausting, and creates enough pressure in the converter feed fluid circuit at the TCC solenoid valve to shift the converter clutch valve.

2ND CL

3-4 SIG

1c

4-3 SEQUENCE VALVE

14

AFL

16

2ND

3 TORQUE CONVERTER CLUTCH APPLIED 3a TCC Solenoid Valve:

#8 2ND

EX

EX

2b

EX

EX

EX

ACCUM VALVE

3-4 SHIFT VALVE


OVERRUN
28

2ND

1b

ACCUM

D3 1-2 SIGNAL

AFL

AFL

2-3 SHIFT VALVE

2-3 SHUTTLE

2-3 SHIFT SOLENOID VALVE N.O.

OFF

Accumulator fluid forced from the 3-4 accumulator is orificed to the end of the accumulator valve. This regulates the exhaust of excess accumulator fluid pressure through the middle of the valve.

2b Accumulator Valve:

D4

D4-3-2

29

2-3 SIGNAL

AFL

2ND

EX

3-4 accumulator fluid pressure moves the 3-4 accumulator piston absorbing some of the initial increase of 4th clutch apply fluid pressure in order to cushion the 2-4 band apply.

EX EX

EX

EX

PRESSURE CONTROL SOLENOID VALVE

LO

27

26

D4

1-2 SHIFT VALVE

TORQUE SIGNAL

D4

EX

4th fluid pressure is routed through the center of the servo apply pin and acts on the apply side of the 4th apply piston. This action moves the apply pin and applies the 2-4 band in order to obtain fourth gear.

D4

D4

D4

AFL

FILTER (49)

AFL

25

1-2 SIGNAL

1-2 SIG LO/1ST

1a
1-2 SHIFT SOLENOID VALVE N.O.

ON

FWD CL FD

D4

TCC PWM SOLENOID VALVE N.C.

4th signal fluid pressure moves both valves into the upshifted position causing the following changes. Orificed (#7) 2nd fluid is routed through the 3-4 relay valve and into the servo feed fluid circuit. Servo feed fluid is routed through the 4-3 sequence valve and into the 4th fluid circuit. 3-4 accumulator fluid routed from the 2-3 shuttle valve is blocked by both valves.

1c 3-4 Relay Valve and 4-3 Sequence Valve:


TORQUE SIG

D2

3a
EX

D4 D4

22

3-4 CL

REGULATED APPLY

D4-N.O.

AFL

ON

D2-N.C.

TEMP SENSOR

LO

TFP SWITCH ASSEMBLY

D3

#12

D4

1-2 signal fluid pressure moves the valve into the upshifted position routing 3-4 signal fluid into the 4th signal fluid circuit.

PR D3

D2 LO

D3

EX

FWD CL FEED

3b

EX

MANUAL VALVE

FWD CL FD

APPLY

LINE

1 2-4 BAND APPLIED 1a 1-2 Shift Solenoid (SS) Valve:

DECREASE

LINE

EX

LINE PRESSURE TAP

CONV FEED

FORWARD CLUTCH FEED

REAR LUBE
24

Overdrive Range Fourth Gear is used to maximize engine efficiency and fuel economy under most normal driving conditions. In order to shift the transmission into Fourth gear, the PCM receives input signals from the vehicle speed sensor, the TP sensor and other vehicle sensors to determine the precise moment to energize or turn ON the 1-2 shift solenoid (SS) valve. The 1-2 SS valve is ON when the PCM provides a path to ground for that electrical circuit. This prevents 1-2 signal fluid from exhausting at the 1-2 SS valve, thereby increasing 1-2 signal fluid pressure.

3-4 CLUTCH

FWD CL FEED

LINE

OVERRUN CLUTCH

61

OVERDRIVE RANGE FOURTH GEAR


(Torque Converter Clutch from Released to Applied)
PERCENT DUTY CYCLE

OVERDRIVE RANGE FOURTH GEAR


(Torque Converter Clutch from Released to Applied)

75 50

RELEASE

CONVERTER CLUTCH VALVE

STAGE 1 TCC (ECCC) APPLY FLUID PRESSURE

PRESS REG

REV INPUT CONV FEED

25 0 A

LINE

C B

TIME

EX

BOOST VALVE

TCC (ECCC) APPLY


RELEASE

REG APPLY

D3

RELEASE

#9

REV INPUT
10

APPLY

REV-N.O. D2-N.C. D3-N.C.

TORQUE SIG REGULATED APPLY

TFP SWITCH ASSEMBLY


D4

APPLY

REVERSE INPUT
LO-N.O.

LO

D4-N.O.

TEMP SENSOR

LO

D4 D2

TCC PWM SOLENOID VALVE N.C.

CC SIGNAL

EX

STAGE 1 (S - C)

REG APPLY
EX

LINE (From Pump)

LINE

PERCENT DUTY CYCLE

75

REV INPUT CONV FEED

25 0 A

C B

TCC (ECCC) APPLY FLUID PRESSURE

PRESS REG

LINE

TIME

EX

BOOST VALVE

TCC (ECCC) APPLY AND ECCC

RELEASE

REG APPLY

D3

RELEASE

#9

REV INPUT
10

APPLY

REV-N.O. D2-N.C. D3-N.C.

TORQUE SIG REGULATED APPLY

TFP SWITCH ASSEMBLY


D4

APPLY

REVERSE INPUT
LO-N.O.

LO

D4-N.O.

TEMP SENSOR

LO

AFL
TCC PWM SOLENOID VALVE N.C.

D4 D2

CC SIGNAL

EX

STAGE 2 (C - D)

REG APPLY
EX

LINE (From Pump)

LINE

EX

PERCENT DUTY CYCLE

TORQUE CONVERTER ASSEMBLY

100% 75 50 25 0 A

REV INPUT CONV FEED

C B

TCC (ECCC) APPLY FLUID PRESSURE

PRESS REG

LINE

TIME

EX

BOOST VALVE

TCC (ECCC) LOCK


RELEASE

#9

RELEASE

D3

REV INPUT
10

APPLY

REV-N.O. D2-N.C. D3-N.C.

TORQUE SIG REGULATED APPLY

TFP SWITCH ASSEMBLY


D4

APPLY

REVERSE INPUT
LO-N.O.

LO

D4-N.O.

TEMP SENSOR

LO

AFL
TCC PWM SOLENOID VALVE N.C.

REG APPLY

D4 D2

CC SIGNAL

EX

STAGE 3 (E - F)

REG APPLY
EX

LINE (From Pump)

LINE

EX

62

Figure 59

DECREASE

COOLER

EX

APPLY

RELEASE

CONVERTER CLUTCH VALVE

STAGE 3

50

DECREASE

COOLER

APPLY

RELEASE

CONVERTER CLUTCH VALVE

EX

EX

ISOLATOR VALVE 9

TCC SOLENOID N.O.

EX

EX

ISOLATOR VALVE 9

TCC SOLENOID N.O.

TORQUE CONVERTER ASSEMBLY

EX

100%

STAGE 2

DECREASE

COOLER

APPLY

EX

AFL

ISOLATOR VALVE 9

TORQUE CONVERTER ASSEMBLY

100%

EX

When the powertrain control module (PCM) determines that the engine and transmission are operating properly to engage the torque converter clutch (TCC), the PCM energizes the TCC solenoid valve and regulates the duty cycle of the TCC PWM solenoid valve. The following events occur in order to apply the torque converter clutch: OFF At this time the Torque Converter Clutch is considered to be disengaged (OFF), TCC solenoid valve OFF, TCC PWM solenoid valve parked at 90% duty cycle. PCM decision to apply TCC (see pages 39 and 43, in the Electrical Components section, for more information). Stage 1 The PCM immediately decreases the TCC PWM solenoid valve duty cycle to 0% (from point S to point A) then pulses the TCC PWM solenoid valve to approximately 25% duty cycle from point B to point C. Actuator feed limit fluid at the TCC PWM solenoid is pulsed into the CC signal fluid circuit. The CC signal fluid pressure at point C regulates a line pressure branch which creates regulated apply fluid. The PCM also energizes the TCC solenoid valve, blocking converter feed fluid from exhausting through the solenoid and causing pressure to build up and shift the converter clutch valve to the apply position. With the converter clutch valve in the apply position, Release fluid can exhaust through the valve. This stage is designed to move the converter clutch valve from the released to the applied position; there is not enough pressure to apply the TCC. Stage 2 The TCC PWM solenoid valve duty cycle is ramped up from point C to point D to approximately 50%. Regulated apply fluid pressure is now strong enough to cause the converter apply to occur. Line pressure from the pump enters the regulated apply circuit at the regulated apply valve. Regulated apply fluid is routed to the converter clutch valve into the apply fluid 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. Stage 3 If it is determined by the PCM that it is desirable to fully lock the TCC, regulated apply fluid pressure is increased. This is caused by the TCC PWM solenoid valve duty cycle being increased from point E to point F, 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 excessive heat.

EX

ON
TCC SOLENOID N.O.

EX

ON

Note: The TCC PWM solenoid valve operates independently from the TCC solenoid valve. The TCC solenoid valve only controls when the TCC is applied. The TCC PWM solenoid valve only controls how the TCC is applied. Note: Under normal operating conditions the torque converter clutch is in the released position during first, second and third gears. However, when the transmission fluid temperatures exceed approximately 121C (250F), the PCM will apply the torque converter clutch in second and third gears to help reduce fluid temperatures.
COMPLETE HYDRAULIC CIRCUIT Page 86

ON

62A

OVERDRIVE RANGE FOURTH GEAR


(Torque Converter Clutch from Applied to Released)
When the TCC pressure plate is applied, it is held against the torque converter cover. Since it is splined to the converter turbine hub, it provides a mechanical coupling (direct drive) of the engine to the transmission gear sets. This mechanical coupling eliminates the small amount of slippage that occurs in the fluid coupling of a torque converter, resulting in a more efficient transfer of engine torque through the transmission and to the drive wheels. ON At this time the Torque Converter Clutch is considered to be engaged (ON). PCM decision to release TCC (see pages 39 and 43, in the Electrical Components section, for more information). Stage 4 During this stage, the apply fluid pressure from the regulated apply valve is decreased by the TCC PWM solenoid valve duty cycle dropping from point G to point H, to approximately 50%. Reduced CC signal fluid pressure from the TCC PWM solenoid valve allows orificed regulated apply fluid to move the regulated apply valve, decreasing the flow of line fluid feeding the regulated apply circuit. This reduces the apply force on the TCC pressure plate to the slip threshold. This gets the TCC pressure plate ready for a smooth release. Stage 5 The TCC PWM solenoid valve duty cycle is ramped down to 0% from point H to point I through this stage. This action allows the regulated apply pressure to start at the slip threshold, and decrease to near 0 pressure over a very short time to point I. The regulated apply pressure value from the TCC regulator apply valve at this duty cycle (point I) should fully release the TCC pressure plate. Slip speed should be at the maximum value. The PCM also de-energizes the TCC solenoid allowing converter clutch valve spring force to shift the converter clutch valve to the released position. Release fluid is now directed back to the torque converter. Stage 6 The PCM pulses the TCC PWM solenoid valve to a value of 90. This stage is designed to prepare the TCC apply and release system for another apply of the TCC. OFF At this time the Torque Converter Clutch is considered to be disengaged (OFF). (Some PCM calibrations may allow stages 4 - 6 to happen very rapidly in almost a straight line down from point G to point K.) The PCM monitors for high TCC slip for most models. Excessive slip is recognized by Diagnostic Trouble Code (DTC) P1870. The transmission must be in hot mode or experiencing a wide open throttle maneuver in order for the TCC to be commanded on in second and third gear. If the PCM detects a continuous open, short to ground, or short to power in the TCC solenoid valve circuit, then DTC P0740 will set and the PCM will illuminate the malfunction indicator lamp (MIL), inhibit TCC operation, inhibit 4th gear and freeze shift adapts. The DTC P0740 will then be stored in PCM history. If the PCM detects low TCC slip when the TCC is commanded OFF, then DTC P0742 will set and the PCM will illuminate the malfunction indicator lamp (MIL), increase line pressure and freeze shift adapts. The DTC P0742 will then be stored in PCM history.

OVERDRIVE RANGE FOURTH GEAR


(Torque Converter Clutch from Applied to Released)
PERCENT DUTY CYCLE

TORQUE CONVERTER ASSEMBLY

100% 75 50 25 0 A

REV INPUT CONV FEED

C B

TCC (ECCC) APPLY FLUID PRESSURE

PRESS REG

LINE

TIME

EX

BOOST VALVE

TCC (ECCC) RELEASE


RELEASE

#9

RELEASE

D3

REV INPUT
10

APPLY

REV-N.O. D2-N.C. D3-N.C.

TORQUE SIG REGULATED APPLY

TFP SWITCH ASSEMBLY


D4

APPLY

REVERSE INPUT
LO-N.O.

LO

D4-N.O.

TEMP SENSOR

LO

AFL
TCC PWM SOLENOID VALVE N.C.

D4 D2

CC SIGNAL

REG APPLY

EX

ON
TCC SOLENOID N.O.

EX

ISOLATOR VALVE 9

STAGE 4 (G - H)

REG APPLY
EX

PERCENT DUTY CYCLE

100% 75

REV INPUT CONV FEED

25 0 A

C B

TCC (ECCC) APPLY FLUID PRESSURE

PRESS REG

LINE

TIME

EX

BOOST VALVE

TCC (ECCC) RELEASE


RELEASE

RELEASE

D3

APPLY

APPLY

REV-N.O. D2-N.C. D3-N.C.

TORQUE SIG REGULATED APPLY

EX

CC

ISOLATOR VALVE 9

STAGE 5 (H - I)

REG APPLY
EX

LINE (From Pump)

LINE

PERCENT DUTY CYCLE

100% 75 50 25 0 A

K
CONVERTER CLUTCH VALVE

STAGE 6
D E H

REV INPUT CONV FEED

C B

TCC (ECCC) APPLY FLUID PRESSURE

PRESS REG

LINE

J TIME

EX

BOOST VALVE

TCC (ECCC) OFF


RELEASE

RELEASE

D3

APPLY

REV-N.O. D2-N.C. D3-N.C.

TORQUE SIG REGULATED APPLY

TFP SWITCH ASSEMBLY


D4

APPLY

D4 D2

D4-N.O.

TCC PWM SOLENOID VALVE N.C.

CC SIGNAL

EX

COMPLETE HYDRAULIC CIRCUIT Page 86

STAGE 6 (J - K)

REG APPLY
EX

LINE (From Pump)

LINE

62B

EX

Figure 60

#9

REV INPUT
10

REG APPLY

REVERSE INPUT
LO-N.O.

LO

TEMP SENSOR

LO

DECREASE

COOLER

EX

AFL

EX

OFF
TCC SOLENOID N.O.

ISOLATOR VALVE 9

APPLY

TORQUE CONVERTER ASSEMBLY

EX

D4

D4 D2

D4-N.O.

TCC PWM SOLENOID VALVE N.C.

SIGNAL

EX

OFF
TCC SOLENOID N.O.

EX RELEASE

TFP SWITCH ASSEMBLY

LO-N.O.

LO

TEMP SENSOR

LO

AFL

#9

REV INPUT
10

REG APPLY

REVERSE INPUT

50

DECREASE

COOLER

EX

APPLY

STAGE 5

CONVERTER CLUTCH VALVE

TORQUE CONVERTER ASSEMBLY

;;;; ;; ;;;; ;; ;;;; ; ;; ;;;; ; ;; ;;;; ; ;; ;;;; ;; ;;;; ;; ;; ;;;; ;; ;; ;;;; ;; ;;;; ;;;; ;;;; ;;;; ; ;;;; ; ;;;; ; ;;;; ;;;; ;; ;;;; ;; ;;;; ;;;; ;;;;

LINE (From Pump)

LINE

EX

EX RELEASE

DECREASE

COOLER

EX

APPLY

RELEASE

CONVERTER CLUTCH VALVE

STAGE 4

EX

63

OVERDRIVE RANGE 4-3 DOWNSHIFT

OVERDRIVE RANGE 4-3 DOWNSHIFT


(Torque Converter Clutch Released)
1-2 SHIFT SOLENOID VALVE OFF 2-3 SHIFT SOLENOID VALVE OFF 2-4 BAND REVERSE INPUT CLUTCH OVERRUN CLUTCH FORWARD CLUTCH APPLIED FORWARD SPRAG CL. ASSEMBLY HOLDING 3-4 CLUTCH APPLIED LO-ROLLER CLUTCH LO/REV CLUTCH

(Torque Converter Clutch Released)


OVERRUN CL OVERRUN CL FD 3-4 ACCUM

INPUT CLUTCH HOUSING ASSEMBLY


SERVO

2ND

FWD CL FEED

3-4 RELAY

4-3 SEQUENCE VALVE


EX

EX

#5 ORIFICE CONTROLLED EXHAUST


LINE

RELEASE

OVERRUN CLUTCH

4TH

ORF EX

EX

LINE (From Pump)

CONVERTER CLUTCH VALVE

EX

PRESS REG

EX

EX

COOLER

R N D 3 2 1

FORWARD CLUTCH ACCUMULATOR


EX

BOOST VALVE

LINE

REV INPUT

REV INPUT

D4

REG APPLY

PR
REVERSE

D2 LO

D3

EX

10

TORQUE SIG

3b
3-4 CL

D2

D4 D4

22

D3

APPLY

D4-N.O.

CC SIGNAL

REGULATED

REV-N.O. LO-N.O.

ISOLATOR VALVE 9

EX

TCC SOLENOID N.O.


D3-N.C.

EX

FORWARD ABUSE

REV INPUT

FWD CL FD

D4

TCC PWM SOLENOID VALVE N.C.

REG APPLY
EX

LINE

EX

AFL

AFL

FILTER (50)

FILTER (49)

AFL

AFL
25

LINE

32

ACTUATOR FEED LIMIT

EX EX

EX

EX

PRESSURE CONTROL SOLENOID VALVE

1-2 SIGNAL

LO

27

26

D4

1-2 SIG LO/1ST

1-2 SHIFT VALVE

EX

31

ACCUM

D3

D2

ACCUM VALVE

EX 4TH SIG 3-4 SIGNAL

3-4 CL

D3

3-4 SHIFT VALVE


OVERRUN
28

2ND

1-2 SIGNAL

AFL

AFL

30

2ND

3-4 ACC

2ND CL

SERVO FD

3-4 ACC

EX

EX

18

2a

EX
11

13

2ND CL

ACCUM

ORF ACC

#7

3-4 CL

3RD ACC

12

4TH

2ND CL

4TH

64

Figure 61

1-2 ACCUMULATOR 2ND CL

EX

#2

EX

1d

2ND & 4TH SERVO

EX

ON

3-2 CONTROL SOLENOID VALVE N.C.

3-2 CONTROL

3RD ACCUMULATOR

3RD ACCUM

#4

ORF EX

EX

EX

4TH ACTUATOR FEED LIMIT 3-4 CLUTCH 3-2 SIGNAL

#1

3-4 ACCUMULATOR EX 19 3-4 ACCUM

3-4 SIGNAL

3-4 CLUTCH

3-4 RELAY

4-3 SEQUENCE VALVE

ACCUM

2ND CL

4TH SIGNAL

SIGNAL 4TH SIG

SERVO

3-4 CL

2ND

2ND

FEED

3-2 DOWNSHIFT
EX

3-4 ACC

OVERRUN CL OVERRUN CL FD

3-4 SIG

AFL

16

2ND

#8 2ND

EX

EX

2b

EX

EX

EX

1b

2-3 SHIFT VALVE


2-3 SHUTTLE

2-3 SHIFT SOLENOID VALVE N.O.

EX

OFF

1c

D4

D4-3-2

29

2-3 SIGNAL

AFL

TORQUE SIGNAL

D4

EX

1-2 SHIFT SOLENOID VALVE N.O.

2ND

AFL

EX

3a
OFF

LO

#12

D4

TFP SWITCH ASSEMBLY

D2-N.C.

TEMP SENSOR

FORWARD CLUTCH FEED D4

D4

D4

1a

OFF

D3

FWD CL FEED

EX

MANUAL VALVE

FWD CL FD

APPLY

LINE

DECREASE

LINE

LINE PRESSURE TAP

CONV FEED

FORWARD CLUTCH FEED

REAR LUBE

4TH SIG

SERVO FD

FEED

3-4 CLUTCH

24

A forced 4-3 downshift in Overdrive range occurs by increasing the throttle valve angle (percentage of accelerator pedal travel or throttle position) while the vehicle is operating in Fourth gear. A 4-3 downshift can also occur when the vehicle is decelerating during coast conditions or when load on the vehicle is increased. Also, if the TCC is applied in Fourth gear it will release prior to the transmission making a 4-3 downshift. Under normal operating conditions the PCM will keep the converter clutch released in Third gear. The TCC also releases under minimum and heavy throttle conditions. Figure 61 shows the TCC PWM solenoid valve de-energized and the TCC released. Refer to pages 62A and 62B for descriptions of the torque converter clutch hydraulic and electrical circuits during release and apply. A 4-3 downshift occurs when the PCM receives the appropriate input signals to de-energize or turn OFF current supply to the 1-2 shift solenoid (SS) valve (opens the ground path of the circuit). During a 4-3 downshift, the following changes occur to the hydraulic system:
1 2-4 BAND RELEASES 1a 1-2 Shift Solenoid (SS) Valve:

De-energized by the PCM, the normally open solenoid opens and 1-2 signal fluid exhausts through the solenoid.
1b 3-4 Shift Valve:

With the 1-2 signal fluid pressure exhausted, the spring force moves the valve into the downshifted position. In this position, the valve blocks the 3-4 signal fluid and the 4th signal fluid exhausts past the valve.
1c 3-4 Relay Valve and 4-3 Sequence Valve:

Actuator feed limit fluid pressure and spring force move the 3-4 shift valve to the downshifted position. This blocks 4th clutch feed at the 3-4 shift valve and opens the 4th clutch fluid circuit to an orificed exhaust.
1d 2nd & 4th Servo:

The 4th fluid exhausts from the 4th apply piston in the servo assembly. The apply pin spring moves the 4th apply piston and the apply pin in order to release the band from the reverse input drum and shift the transmission into third gear.
2 SHIFT ACCUMULATION 2a 3-4 Accumulator Assembly:

The 3-4 accumulator fluid exhausts from the 3-4 accumulator piston. The orificed accumulator fluid pressure and the spring force move the piston into a third gear position.
2b Accumulator Valve:

Biased by torque signal fluid pressure and spring force, the accumulator valve regulates the D4 fluid into the accumulator fluid circuit.
3 TORQUE CONVERTER 3a TCC PWM Solenoid Valve:

The PCM de-energizes the TCC solenoid valve, and operates the duty cycle of the TCC PWM solenoid valve to release the converter clutch for a smooth disengagement, prior to initiating the 4-3 downshift.
3b TCC Solenoid Valve:

14

The TCC solenoid valve is de-energized by the PCM. This causes converter feed fluid pressure to exhaust through the solenoid and allows the converter clutch valve to shift to the release position.

COMPLETE HYDRAULIC CIRCUIT Page 88

64A

OVERDRIVE RANGE 3-2 DOWNSHIFT


1-2 SHIFT SOLENOID VALVE OFF 2-3 SHIFT SOLENOID VALVE ON 2-4 BAND APPLIED REVERSE INPUT CLUTCH OVERRUN CLUTCH FORWARD CLUTCH APPLIED FORWARD SPRAG CL. ASSEMBLY HOLDING

OVERDRIVE RANGE 3-2 DOWNSHIFT


ACTUATOR FEED LIMIT 3-4 CLUTCH 3-2 SIGNAL

14

3-4 CLUTCH

LO-ROLLER CLUTCH

LO/REV CLUTCH

1c
3-4

INPUT CLUTCH HOUSING ASSEMBLY

HIGH SPEED CONTROLLED 3RD ACCUMULATOR EXHAUST


LINE

RELEASE

OVERRUN CLUTCH

LINE (From Pump)

CONVERTER CLUTCH VALVE

PRESS REG

EX

EX

COOLER

R N D 3 2 1

FORWARD CLUTCH ACCUMULATOR


EX

BOOST VALVE

1b 2-3 Shift Valve and 2-3 Shuttle Valve:

10

TORQUE SIG

D2

D4 D4

22

D3

CL

APPLY

D4-N.O.

EX

CC SIGNAL

REGULATED

REV-N.O.

LO-N.O. D3-N.C.

EX

LINE

EX

1d 3-4 Shift Valve:


LINE

AFL

AFL

The 3-4 signal fluid pressure exhausts from the 3-4 shift valve.
1e 3-2 Control Solenoid Valve and 3-2 Control Valve:
32

FILTER (50)

FILTER (49)

AFL

AFL

25

31

3-4 CL

EX 4TH SIG 3-4 SIGNAL

EX

30

2ND

EX

2ND CL

3-2 DOWNSHIFT
EX

OVERRUN CL OVERRUN CL FD

1f
3-4 CL

3-4 SIG

1a

3-4 ACC

SERVO FD

EX

18

2ND CL

2b Accumulator Valve:

3RD ACC

The 3rd accumulator fluid circuit is supplied by accumulator fluid through the orifice opposite the #5 ball check valve. The accumulator valve regulates drive fluid into the accumulator circuit.
COMPLETE HYDRAULIC CIRCUIT Page 90

ORF ACC

#7

ACCUM

3-4

CL

12

4TH

EX

1c

1-2 ACCUMULATOR 2ND CL

EX
2ND CL

2ND & 4TH SERVO

#2

1g

EX

OFF

3-2 CONTROL SOLENOID VALVE N.C.

3-2 CONTROL

3RD

ACCUMULATOR

4TH

64B

Figure 62

3RD

ACCUM

#4

2a

EX
11

13

ORF EX
5

EX

EX

4TH ACTUATOR FEED LIMIT 3-4 CLUTCH 3-2 SIGNAL

EX

3rd accumulator fluid pressure and 3rd accumulator spring force move the 3rd accumulator piston to a Second gear position.

#1

3-4 ACCUMULATOR EX 19 3-4 ACCUM


2 2-4 BAND APPLIED 2a 3rd Accumulator:

2ND CL ACCUM

4TH SIGNAL

4TH SIGNAL SIG


3-4 ACC

2ND

2ND

SERVO FEED

3-4 CLUTCH

3-4 SIGNAL

3-4 RELAY

4-3 SEQUENCE VALVE

14

1e

AFL

The exhausting 3rd accumulator fluid seats the #2 ball check valve and is forced through orifice #12. This fluid exhausts through the 3-4 clutch and the 3-4 signal fluid circuits and past the 2-3 shift valve. Orifice #12 slows the exhaust of the 3rd accumulator fluid and delays the 2-4 band apply rate.

3-4 ACC

16

#8 2ND

EX

2ND

1b

EX

2b

EX

EX

1g 3rd Accumulator Ball Check Valve (#2):

1d

2-3 SHIFT VALVE


2-3 SHUTTLE

The 3-4 clutch fluid exhausts from the valve and the spring force moves the valve into the second gear position.

D2

ACCUM VALVE

D3

3-4 SHIFT VALVE

OVERRUN
28

2ND

1f

3-2 Downshift Valve:

ACCUM

D3 1-2 SIGNAL

AFL

AFL

2-3 SHIFT SOLENOID VALVE N.O.

ON

D4

D4-3-2

29

2-3 SIGNAL

AFL

2ND

EX

These components are used to increase the exhaust rate of 3rd accumulator fluid, as needed, depending on the vehicle speed. The 3-2 control solenoid valve is a normally closed On/Off solenoid controlled by the PCM. The PCM controls the solenoid state during a 3-2 downshift according to vehicle speed.

ACTUATOR FEED LIMIT

EX EX

EX

EX

PRESSURE CONTROL SOLENOID VALVE

1-2 SIGNAL

LO

27

26

D4

1-2 SIG LO/1ST

1-2 SHIFT VALVE

TORQUE SIGNAL

D4

EX

1-2 SHIFT SOLENOID VALVE N.O.

The 3rd accumulator fluid exhausts from the servo assembly. The 2nd clutch fluid pressure moves the 2nd apply piston against the servo return spring force in order to move the apply pin and apply the 2-4 band.

EX

1c 2nd & 4th Servo:

ISOLATOR VALVE 9

EX

TCC SOLENOID N.O.


D4

FORWARD ABUSE

REV INPUT

REG APPLY

FORWARD CLUTCH FEED D4

D4

OFF

FWD CL FD

D4

TCC PWM SOLENOID VALVE N.C.

OFF

3-4

AFL

D2-N.C.

TEMP SENSOR

LO

#12

D4

TFP SWITCH ASSEMBLY

The 2-3 signal fluid pressure moves both valves to the downshifted position. This causes the following changes. The AFL fluid is blocked from the D432 fluid circuit causing the D432 fluid to exhaust past the 2-3 shuttle valve. The 2nd fluid is blocked from feeding the 3-4 signal fluid circuit and is routed into the servo feed fluid circuit. The 3-4 signal fluid is exhausted past the valve. The 3-4 clutch fluid and the 3rd accumulator fluid also exhaust.

LINE

REV INPUT

REV INPUT

D4

REG APPLY

PR

REVERSE

D2 LO

D3

EX

D3

FWD CL FEED

EX

MANUAL VALVE

FWD CL FD

The 2-3 SS valve is energized (ON) blocking 2-3 signal fluid from exhausting through the solenoid. This creates pressure in the 2-3 signal fluid circuit.

APPLY

LINE

1 3-4 CLUTCH RELEASED 1a 2-3 Shift Solenoid (SS) Valve:

EX

DECREASE

LINE

LINE PRESSURE TAP

CONV FEED

FORWARD CLUTCH FEED

REAR LUBE
24

A forced 3-2 downshift occurs by increasing throttle valve angle (percentage of accelerator pedal travel or throttle position) while the vehicle is operating in Third gear. As with a 4-3 downshift, a 3-2 downshift can also occur when the vehicle is decelerating during coast conditions or when load on the vehicle increases. A 3-2 downshift occurs when the PCM receives the appropriate input signals to de-energize or turn OFF current supply to the 2-3 shift solenoid (SS) valve (open the ground path of the circuit). During a 3-2 downshift, the following changes occur to the hydraulic system:

EX

EX

FWD CL FEED

ON

3-2 CONTROL SOLENOID VALVE N.C.

3-2 CONTROL

CLUTCH

3RD ACCUMULATOR

1e

65

MANUAL THIRD THIRD GEAR


(from Overdrive Range Fourth Gear)
POWER TO TORQUE CONVERTER (1) FOR ENGINE BRAKING 4 OVERRUN CLUTCH APPLIED 5 FORWARD CLUTCH APPLIED 3 FORWARD SPRAG ASSEMBLY (642) HOLDING 2 3-4 CLUTCH APPLIED 1 POWER FROM DIFFERENTIAL ASSEMBLY

MANUAL THIRD THIRD GEAR


(from Overdrive Range Fourth Gear)
1-2 SHIFT SOLENOID VALVE OFF 2-3 SHIFT SOLENOID VALVE OFF 2-4 BAND REVERSE INPUT CLUTCH OVERRUN CLUTCH APPLIED FORWARD CLUTCH APPLIED FORWARD SPRAG CL. ASSEMBLY HOLDING 3-4 CLUTCH APPLIED LO-ROLLER CLUTCH LO/REV CLUTCH

FORWARD CLUTCH APPLIED OVERRUN CLUTCH APPLIED INPUT HOUSING & SHAFT ASSEMBLY (621)

3-4 CLUTCH APPLIED

INPUT CARRIER ASSEMBLY FORWARD SPRAG (662) ASSEMBLY (642) HOLDING

INPUT INTERNAL GEAR (664)

REACTION CARRIER SHAFT (666)

Drive Range Manual Third (D) is available to the driver when vehicle operating conditions make it desirable to use only three gear ratios. These conditions include city driving [where speeds are generally below 72 km/h (45 mph)], towing a trailer, or driving in hilly terrain. Manual Third also provides for engine compression braking when descending slight grades and can be used to retain Third gear when ascending slight grades for additional engine performance. Manual Third is also referred to as Drive Range because it has a 1:1 direct drive gear ratio available through the transmission gear sets. In Manual Third, the transmission can upshift and downshift between First, Second and Third gears in the same manner as Overdrive Range. However, the transmission is prevented from shifting into Fourth gear while operating in this gear selector position. If the transmission is in Overdrive Range Fourth Gear when Manual Third is selected, the transmission will immediately shift into Third gear. Note: Transfer of engine torque during acceleration is identical to Overdrive Range Third Gear (refer to page 58A). The power flow in Figure 63 and the following text describes conditions during deceleration (zero or minimum throttle conditions) and how engine compression braking is achieved. Vehicle speed provides the torque input to the transmission through the drive shaft and transmission output shaft (687). This is shown by the direction of the power flow arrows in the drawing at the top of Figure 63. Notice that this flow is identical to Overdrive Range Third Gear except that the arrows are in the opposite direction.
1 Power From the Differential Assembly

FORWARD SPRAG CLUTCH INNER RACE AND INPUT SUN GEAR ASSEMBLY FORWARD CLUTCH (640) OUTER RACE OVERRUN (644) CLUTCH HUB (639)

REACTION INTERNAL GEAR (684)

OUTPUT SHAFT (687)

SPEED SENSOR ROTOR (699)

66

Figure 63

Power flow is transferred back through the transmission from the output shaft to the input clutch housing (621). Each of the components function and rotation direction is the same as during acceleration (compare Figures 55 and 63).
2 3-4 Clutch Applied

The 3-4 clutch is applied and power from the output shaft travels to the input housing.
3 Forward Sprag Assembly Holding

Power from the output shaft also travels through the forward sprag clutch inner race and input sun gear assembly (640) to the forward sprag assembly (642). The inner race of the forward sprag assembly is attached to the overrun clutch hub. The inner race is held when the overrun clutch is applied, and the outer race is held with the forward clutch applied.
4 Overrun Clutch Applied

With the overrun clutch applied, power from vehicle speed is prevented from overrunning the forward sprag clutch when the throttle is released. This power is transferred back through the overrun clutch and to the engine, thereby allowing engine compression to slow the vehicle when the throttle is released.
5 Forward Clutch Applied

The forward clutch is applied but is only effective in a coast condition because the overrun clutch is applied.

In Manual Third range First and Second gears, the forward sprag assembly overruns and engine compression braking is not available. First and Second gears operate the same as in Overdrive Range, except for the overrun clutch being applied, and the vehicle is allowed to coast freely when the throttle is released. To obtain increased engine compression braking at slower speeds, the gear selector must be moved to the Manual Second position.

66A

MANUAL THIRD THIRD GEAR


(from Overdrive Range Fourth Gear)
1-2 SHIFT SOLENOID VALVE OFF 2-3 SHIFT SOLENOID VALVE OFF 2-4 BAND REVERSE INPUT CLUTCH OVERRUN CLUTCH APPLIED FORWARD CLUTCH APPLIED FORWARD SPRAG CL. ASSEMBLY HOLDING 3-4 CLUTCH APPLIED LO-ROLLER CLUTCH LO/REV CLUTCH

MANUAL THIRD THIRD GEAR


(from Overdrive Range Fourth Gear)
INPUT CLUTCH HOUSING ASSEMBLY

LINE

LINE (From Pump)

CONVERTER CLUTCH VALVE

PRESS REG

1b Transmission Fluid Pressure (TFP) Manual Valve Position Switch:

EX

EX

COOLER

R N D 3 2 1

FORWARD CLUTCH ACCUMULATOR


EX

BOOST VALVE

LINE

1c 2-3 Shift Valve Train:

REV INPUT

REV INPUT

D4

OVERRUN CLUTCH

10

TORQUE SIG

4b
3-4 CL

D2
TFP SWITCH ASSEMBLY

D4 D4

22

CC SIGNAL

REGULATED

REV-N.O. LO-N.O.

EX

LINE

EX

AFL

2b 3-4 Relay Valve and 4-3 Sequence Valve:

AFL

FILTER (50)

FILTER (49)

LO

D3

ACTUATOR FEED LIMIT

EX EX

EX

1-2 SIGNAL

OVERRUN CLUTCH

EX

28

30

2ND

2-3 SHIFT VALVE


EX

2-3 SHUTTLE
EX EX EX

2ND CL

SERVO FD

3-4 ACC

EX

EX

18

3a

11

ACCUM

ORF ACC

#7

3-4 CL

3RD ACC

12

4TH

COMPLETE HYDRAULIC CIRCUIT Page 92

2ND CL

4TH

66B

Figure 64

1-2 ACCUMULATOR 2ND CL

EX

#2

EX

2c

2ND & 4TH SERVO

EX

ON

3-2 CONTROL SOLENOID VALVE N.C.

3-2 CONTROL

3RD ACCUMULATOR

3RD ACCUM

#4

4TH ACTUATOR FEED LIMIT 3-4 CLUTCH 3-2 SIGNAL

2ND CL

EX

13

ORF EX

EX

EX

#1

3-4 ACCUMULATOR EX 19 3-4 ACCUM


3-4 SIGNAL

3-4 CLUTCH

3-4 RELAY

4-3 SEQUENCE VALVE

ACCUM

2ND CL

4TH SIGNAL

4TH SIGNAL SIG

SERVO

3-4 CL

The TCC solenoid valve is de-energized by the PCM. This causes converter feed fluid pressure to exhaust through the solenoid and allows the converter clutch valve to shift to the release position.

2ND

2ND

FEED

4b TCC Solenoid Valve:

3-2 DOWNSHIFT
EX

3-4 ACC

OVERRUN CL OVERRUN CL FD

3-4 SIG

2b

14

AFL

16

2ND

The PCM de-energizes the TCC solenoid valve, and operates the duty cycle of the TCC PWM solenoid valve to release the converter clutch for a smooth disengagement, prior to initiating the 4-3 downshift.

#8 2ND

3-4 ACC

1c

EX

3b

1d

2-3 SHIFT SOLENOID VALVE N.O.

OVERRUN CL FD

EX 4TH SIG 3-4 SIGNAL

4 TORQUE CONVERTER 4a TCC PWM Solenoid Valve:

ACCUM VALVE

D3

3-4 SHIFT VALVE

AFL

AFL

3-4 CL

D2

OFF

3 SHIFT ACCUMULATION Same as 4-3 Downshift

31

D3

ACCUM

D4

21

OVERRUN

2ND D4-3-2

20

ORF D2

29

2-3 SIGNAL

AFL

#5

#6

EX

The 4th fluid exhausts from the 4th apply piston in the servo assembly. The apply pin spring moves the 4th apply piston and the apply pin in order to release the band from the reverse input drum and shift the transmission into third gear.

EX

D2

2c 2nd & 4th Servo:

27

26

D4

4th signal fluid pressure is exhausted. Overrun clutch feed fluid pressure assists spring force and closes both valves allowing it to fill the overrun clutch fluid circuit.

AFL

AFL

25

LINE

32

PRESSURE CONTROL SOLENOID VALVE

1-2 SIG

1-2 SIG LO/1ST

1-2 SHIFT VALVE

TORQUE SIGNAL

D4

EX

1-2 SHIFT SOLENOID VALVE N.O.

When manual third is selected, the PCM de-energizes the 1-2 SS valve to immediately downshift the transmission into third gear.

REG APPLY

FWD CL FEED D4

D4

D4

2a

2 OVERRUN CLUTCH APPLIES 2a 1-2 Shift Solenoid (SS) Valve:

ISOLATOR VALVE 9

EX

TCC SOLENOID N.O.

D3-N.C.

EX

FORWARD ABUSE

REV INPUT

OFF

FWD CL FD

D3

D4

TCC PWM SOLENOID VALVE N.C.

OFF

D2-N.C.

D3 fluid pressure assists spring force to keep the valve in the downshifted position. This blocks 3-4 signal fluid and allows the 4th signal fluid circuit to exhaust. Therefore fourth gear is hydraulically prevented.

APPLY

D4-N.O.

AFL

EX

TEMP SENSOR

LO

1d 3-4 Shift Valve:

4a

1b

D3

#12

D4

With the 2-3 SS valve de-energized and open, AFL fluid acting on the 2-3 shift valve holds both valves in the upshifted position. D3 fluid feeds the overrun fluid circuit through the 2-3 shift valve.

REG APPLY

PR

REVERSE

D2 LO

D3

EX

D3

FWD CL FEED

EX

D3 fluid is routed to the TFP manual valve position switch and opens the normally closed D3 fluid pressure switch.

MANUAL VALVE

FWD CL FD

APPLY

LINE

The gear selector lever, selector shaft and manual valve are moved to Manual Third (D) position.

EX

DECREASE

LINE

EX
LINE PRESSURE TAP

1a

CONV FEED

FORWARD CLUTCH FEED

REAR LUBE
24

1 FOURTH GEAR PREVENTED 1a Manual Valve:

RELEASE

OVERRUN CLUTCH

Drive Range Manual Third may be selected at any time while the vehicle is being operated in a forward gear range. However, the transmission's hydraulic system prevents the transmission from shifting into Fourth gear regardless of PCM control. When the gear selector lever is moved to Drive Range (D) from Overdrive Range D , the manual valve also moves. Changes to the hydraulic and electrical systems are as follows:

3-4 CLUTCH

FWD CL FEED

67

MANUAL SECOND SECOND GEAR


POWER TO TORQUE CONVERTER (1) FOR ENGINE BRAKING 2 2-4 BAND ASSEMBLY (602) APPLIED

MANUAL SECOND SECOND GEAR


(from Manual Third Third Gear)
1 POWER FROM DIFFERENTIAL ASSEMBLY
1-2 SHIFT SOLENOID VALVE OFF 2-3 SHIFT SOLENOID VALVE ON 2-4 BAND APPLIED REVERSE INPUT CLUTCH OVERRUN CLUTCH APPLIED FORWARD CLUTCH APPLIED FORWARD SPRAG CL. ASSEMBLY HOLDING 3-4 CLUTCH LO-ROLLER CLUTCH LO/REV CLUTCH

(from Manual Third Third Gear)


3 OVERRUN CLUTCH APPLIED 4 FORWARD CLUTCH APPLIED

5 FORWARD SPRAG ASSEMBLY (642) HOLDING

SERVO ASSEMBLY APPLIED

INPUT REACTION INTERNAL CARRIER INPUT CARRIER GEAR SHAFT REVERSE INPUT (664) FORWARD SPRAG ASSEMBLY (666) OVERRUN (662) CLUTCH HOUSING ASSEMBLY CLUTCH (605) (642) APPLIED FORWARD HELD HOLDING CLUTCH INPUT HOUSING APPLIED & SHAFT ASSEMBLY 2-4 BAND (621) ASSEMBLY (602) APPLIED FORWARD SPRAG CLUTCH INNER RACE AND INPUT SUN GEAR ASSEMBLY (640) FORWARD CLUTCH OUTER RACE OVERRUN (644) CLUTCH HUB (639)

Manual Second (2) gear range is available to the driver when vehicle operating conditions make it desirable to use only two gear ratios. These conditions include descending a steep grade when engine compression braking is needed, or to retain second gear when ascending a steep grade for additional engine performance. In Manual Second, the transmission can upshift and downshift between First and Second gear but is prevented from shifting into Third or Fourth gear. If the transmission is in Third or Fourth gear when Manual Second is selected, the transmission will shift immediately into Second gear. Note: First gear in the Manual Second gear selector position is only available on some models at low speeds and under heavy throttle. Note: Transfer of engine torque during acceleration is identical to Overdrive Range Second Gear (refer to page 56A) to obtain an approximate gear ratio reduction of 1.63:1 through the transmission gear sets. The power flow in Figure 65 and the following text describes conditions during deceleration (zero or minimum throttle) and how engine compression braking is achieved. Vehicle speed provides the torque input to the transmission through the drive shaft and transmission output shaft (687). This is shown by the direction of the power flow arrows in the drawing at the top of Figure 65. Notice that this flow is identical to Overdrive Range Second Gear except that the arrows are in the opposite direction.
1 Power From the Differential Assembly

REACTION SUN SHELL (670) HELD

MAIN CASE (103)

REACTION INTERNAL GEAR LOW AND REVERSE (684) CLUTCH PLATE ASSEMBLY (682)

OUTPUT SHAFT (687)

REACTION SUN GEAR (673) HELD

REACTION CARRIER ASSEMBLY (681)

68

Figure 65

Vehicle speed attempts to drive the input carrier (662) faster than engine speed is driving the input housing and shaft assembly (621).
2 2-4 Band Assembly Applied

The 2-4 band is applied and holds the reverse input clutch housing which is tanged to the reaction sun shell. The reaction sun gear is splined to the reaction shell and is held by the 2-4 band. Power from the differential travels through the reaction carrier and back to the input carrier to create second gear reduction for engine compression braking.
3 Overrun Clutch Applied

SPEED SENSOR ROTOR (699)

With the overrun clutch applied, power from vehicle speed is prevented from overrunning the forward sprag clutch when the throttle is released. This power is transferred back through the overrun clutch and to the engine, thereby allowing engine compression to slow the vehicle when the throttle is released.
4 Forward Clutch Applied

The forward clutch is applied but only effective in a coast condition because the overrun clutch is applied.
5 Forward Sprag Assembly Holding

Power from the output shaft also travels through the forward sprag clutch inner race and input sun gear assembly to the forward sprag assembly. The inner race of the forward sprag assembly is attached to the overrun clutch hub. The inner race is held when the overrun clutch is applied, and the outer race is held with the forward clutch applied.

The overrun clutch remains applied in Manual Second First Gear to provide engine compression braking.

68A

MANUAL SECOND SECOND GEAR


(from Manual Third Third Gear)
1-2 SHIFT SOLENOID VALVE OFF 2-3 SHIFT SOLENOID VALVE ON 2-4 BAND APPLIED REVERSE INPUT CLUTCH OVERRUN CLUTCH APPLIED FORWARD CLUTCH APPLIED FORWARD SPRAG CL. ASSEMBLY HOLDING 3-4 CLUTCH LO-ROLLER CLUTCH LO/REV CLUTCH

MANUAL SECOND SECOND GEAR


(from Manual Third Third Gear)
INPUT CLUTCH HOUSING ASSEMBLY

LINE

RELEASE

OVERRUN CLUTCH

Manual Second may be selected at any time while the vehicle is being operated in a forward gear range. However, the transmission's hydraulic system prevents the transmission from upshifting above Second gear regardless of PCM control. When the gear selector lever is moved to Manual Second (2) from Manual Third Third Gear, the manual valve also moves. Changes to the hydraulic and electrical systems are as follows:
LINE (From Pump)

3-4

CLUTCH

FWD CL FEED

1 MANUAL VALVE

CONVERTER CLUTCH VALVE

EX

PRESS REG

2 TRANSMISSION FLUID PRESSURE (TFP) SWITCH


LINE

EX

EX

COOLER

R N D 3 2 1

FORWARD CLUTCH ACCUMULATOR


EX

BOOST VALVE

EX

REV INPUT

REV INPUT

D4

D3

REG APPLY

OVERRUN CLUTCH

PR

REVERSE

10

TORQUE SIG

D2

D4 D4

22

CL

APPLY

D4-N.O.

CC SIGNAL

REGULATED

REV-N.O.

LO-N.O.

EX

LINE

EX

AFL

AFL

FILTER (50)

FILTER (49)

AFL

AFL

25

LINE

32

D3

ACTUATOR FEED LIMIT

EX EX

EX

EX

PRESSURE CONTROL SOLENOID VALVE

1-2 SIG

LO

D2

27

26

D4

1-2 SIG LO/1ST

1-2 SHIFT VALVE

OVERRUN CLUTCH

EX

28

30

EX

EX

3-4 ACC

3-2 DOWNSHIFT

3-4 ACCUM 3-4 CL


OVERRUN CL OVERRUN CL FD

2ND CL

4TH SIGNAL SIG


3-4 ACC

2ND

2ND

SERVO FEED

ACCUM

4e 3-2 Downshift Valve:

#1

EX

18

EX
11

13

ORF EX
5

EX

2ND CL

The 3-4 signal fluid pressure exhausts from the 3-4 shift valve but has no effect on the valve.

ORF ACC

#7

ACCUM

3-4

CL

3RD ACC

12

4TH

EX

4c

COMPLETE HYDRAULIC CIRCUIT Page 94

1-2 ACCUMULATOR 2ND CL

EX
2ND CL

2ND & 4TH SERVO

#2

3RD

ACCUMULATOR

EX

OFF

3-2 CONTROL SOLENOID VALVE N.C.

3-2 CONTROL

68B

Figure 66

4f 3-4 Shift Valve:

3RD

ACCUM

#4

EX

4TH ACTUATOR FEED LIMIT 3-4 CLUTCH 3-2 SIGNAL

EX

The 3-4 clutch fluid exhausts from the valve and the spring force moves the valve into the second gear position.

3-4 ACCUMULATOR EX 19 3-4 ACCUM


These components are used to increase the exhaust rate of 3rd accumulator fluid, as needed, depending on the vehicle speed. The 3-2 control solenoid valve is a normally closed On/Off solenoid controlled by the PCM. The PCM controls the solenoid state during a 3-2 downshift according to vehicle speed.

2ND CL

4e
EX

3-4 SIG

SERVO FD

4a

3-4 CLUTCH

3-4 SIGNAL

3-4 RELAY

4-3 SEQUENCE VALVE

14

4d

AFL

4d 3-2 Control Solenoid Valve and 3-2 Control Valve:

16

#8 2ND

EX

EX

2ND

4b

EX

4f

2-3 SHIFT VALVE

2-3 SHUTTLE

2-3 SHIFT SOLENOID VALVE N.O.

OVERRUN CL FD

EX 4TH SIG 3-4 SIGNAL

The 3rd accumulator fluid exhausts from the servo assembly. The 2nd clutch fluid pressure moves the 2nd apply piston against the servo return spring force in order to move the apply pin and apply the 2-4 band.

1-2 SIGNAL

3-4 CL

ACCUM VALVE

D3

3-4 SHIFT VALVE

AFL

AFL

D2

2ND

ON

4c 2nd & 4th Servo:

ACCUM

OVERRUN

31

D3

D4

21

2ND D4-3-2

20

ORF D2

29

2-3 SIGNAL

AFL

#5

#6

EX

TORQUE SIGNAL

D4

EX

1-2 SHIFT SOLENOID VALVE N.O.

The D2 fluid is routed between the 2-3 shuttle valve and the 2-3 shift valve causing the following: The 2nd fluid is blocked from the entering the 3-4 signal fluid circuit and the 3-4 signal fluid circuit is open to an exhaust port at the valve. The 3-4 clutch cannot apply with the 3-4 signal fluid exhausted. Therefore, third and fourth gears are hydraulically prevented. The 2nd fluid feeds the servo feed fluid circuit, but has no function in manual second. The AFL fluid is blocked by the 2-3 shift valve and the D432 fluid circuit is exhausted through the valve. The overrun fluid is exhausted through the 2-3 shift valve.

ISOLATOR VALVE 9

EX

4b 2-3 Shift Valve Train:

TCC SOLENOID N.O.


D4

D3-N.C.

EX

D2

FORWARD ABUSE

REV INPUT

REG APPLY

FWD CL FEED D4

D4

OFF

FWD CL FD

D3

D4

The PCM energizes the 2-3 SS valve and the AFL fluid pressure holds the 2-3 shift valve in the downshifted position. This electronically prevents operation of the third and fourth gears.

TCC PWM SOLENOID VALVE N.C.

OFF

EX

3-4

D2-N.C.

AFL

TEMP SENSOR

4 THIRD AND FOURTH GEARS PREVENTED 4a 2-3 Shift Solenoid (SS) Valve:

LO

D3

#12

D4

TFP SWITCH ASSEMBLY

D2 fluid feeds the orificed D2 fluid circuit seating the #5 ball check valve and exhausting overrun fluid through the 2-3 shift valve.

D2 LO

3 BALL CHECK VALVE #5

EX

D3

FWD CL FEED

The D2 fluid is routed to the TFP manual valve position switch where it opens the normally closed D2 fluid pressure switch.

MANUAL VALVE

FWD CL FD

APPLY

LINE

DECREASE

LINE

EX
LINE PRESSURE TAP

The selector lever moves the manual shaft and the manual valve into the manual second (2) position. This allows the line pressure to enter the D2 fluid circuit.

CONV FEED

FORWARD CLUTCH FEED

REAR LUBE
24

69

MANUAL FIRST FIRST GEAR


POWER TO TORQUE CONVERTER (1) FOR ENGINE BRAKING 2 OVERRUN CLUTCH APPLIED

MANUAL FIRST FIRST GEAR


(from Manual Second Second Gear)
4 LOW AND REVERSE ROLLER CLUTCH ASSEMBLY (678) HOLDING 1 POWER FROM DIFFERENTIAL ASSEMBLY
1-2 SHIFT SOLENOID VALVE ON 2-3 SHIFT SOLENOID VALVE ON 2-4 BAND REVERSE INPUT CLUTCH OVERRUN CLUTCH APPLIED FORWARD CLUTCH APPLIED FORWARD SPRAG CL. ASSEMBLY HOLDING 3-4 CLUTCH LO-ROLLER CLUTCH HOLDING LO/REV CLUTCH APPLIED

(from Manual Second Second Gear)


FORWARD CLUTCH APPLIED FORWARD SPRAG INPUT INTERNAL ASSEMBLY (642) GEAR HOLDING HELD

3 LOW AND REVERSE CLUTCH APPLIED

OVERRUN CLUTCH APPLIED INPUT HOUSING & SHAFT ASSEMBLY (621)

FORWARD CLUTCH APPLIED

FORWARD SPRAG ASSEMBLY (642) HOLDING

INPUT CARRIER ASSEMBLY (662)

INPUT INTERNAL GEAR (664) HELD

REACTION CARRIER SHAFT (666) HELD

Manual First is available to the driver when vehicle operating conditions require maximum engine compression braking for slowing the vehicle, or maximum engine torque transfer to the wheels. These conditions include: descending a steep grade to provide maximum engine compression braking and, to retain First gear when ascending a steep grade or pulling a heavy load for maximum engine power. Under normal driving conditions, the transmission is prevented from upshifting while operating in Manual First. If the transmission is in any other forward gear range when Manual First is selected, the transmission will not shift into First gear until vehicle speed is below approximately 52 km/h (33 mph). Above this speed, the transmission will first shift into Second gear until vehicle speed slows sufficiently. Note: Transfer of engine torque through the transmission during acceleration is identical to Overdrive Range First Gear (refer to page 54A) to obtain an approximate gear ratio reduction of 3.06:1. The power flow in Figure 67 and the following text describes conditions during deceleration (zero or minimum throttle) and how engine compression braking is achieved. Vehicle speed provides the torque input to the transmission through the drive shaft and transmission output shaft (687). This is shown by the direction of the power flow arrows in the drawing at the top of Figure 67. Notice that this flow is identical to Overdrive Range First Gear except that the arrows are in the opposite direction.
1 Power From the Differential Assembly

LOW AND REVERSE ROLLER CLUTCH ASSEMBLY (678) HOLDING

MAIN CASE (103)

MAIN CASE (103)

REACTION INTERNAL LOW AND REVERSE GEAR (684) CLUTCH PLATE ASSEMBLY (682) APPLIED

FORWARD SPRAG CLUTCH INNER RACE AND INPUT SUN GEAR ASSEMBLY (640) FORWARD CLUTCH OUTER RACE (644) OVERRUN CLUTCH HUB (639)

LOW AND REVERSE CLUTCH SUPPORT ASSEMBLY (679)

LOW AND REVERSE ROLLER CLUTCH RACE (675) HELD

REACTION CARRIER ASSEMBLY (681) HELD

OUTPUT SHAFT (687) SPEED SENSOR ROTOR (699)

Vehicle speed attempts to drive the input carrier assembly (662) faster than engine speed is driving the input housing and shaft assembly (621).
2 Overrun Clutch Applied

The overrun clutch plates (645) are applied and prevent the forward sprag clutch (642) from overrunning when the throttle is released.
3 Low and Reverse Clutch Applied

The low and reverse clutch plates (682) are applied in Manual First First Gear. The low and reverse clutch holds the reaction carrier assembly (681) stationary to the transmission case.
4 Low and Reverse Roller Clutch Holding

With the reaction carrier held stationary, the low and reverse roller clutch (678) is prevented from being overrun when the throttle is released. Without an element to overrun during coast conditions, (either the sprag clutch or roller clutch), engine compression slows the vehicle when the throttle is released.

70

Figure 67

70A

MANUAL FIRST FIRST GEAR


(from Manual Second Second Gear)
1-2 SHIFT SOLENOID VALVE ON 2-3 SHIFT SOLENOID VALVE ON 2-4 BAND REVERSE INPUT CLUTCH OVERRUN CLUTCH APPLIED FORWARD CLUTCH APPLIED FORWARD SPRAG CL. ASSEMBLY HOLDING 3-4 CLUTCH LO-ROLLER CLUTCH HOLDING LO/REV CLUTCH APPLIED

MANUAL FIRST FIRST GEAR


(from Manual Second Second Gear)
INPUT CLUTCH HOUSING ASSEMBLY LOW AND REVERSE CLUTCH ASSEMBLY

#10
FORWARD CLUTCH FEED

PR

LINE (From Pump)

R N D 3 2 1

PRESS REG

LINE

EX

D4

BOOST VALVE

D2

D4

22

D2-N.C.

REV-N.O. LO-N.O.

D3

D3-N.C.

1d Lo Overrun Valve:

EX

LINE (To Reg Apply Valve)

D2

FORWARD ABUSE

REV INPUT

AFL

LINE

PR

1e Low and Reverse Piston:

D3

31

D2

ACCUM VALVE

3-4 SHIFT VALVE


30

EX 4TH SIG 3-4 SIGNAL

EX

2b 3-4 Shift Valve:


16

#8
2ND

D4-3-2

21

2ND CL

2c 2nd & 4th Servo:

2ND

OVERRUN CLUTCH

2ND

3-2 DOWNSHIFT
EX

AFL

AFL

D3

D2

28

3-4 ACC

EX

#1

2e 2-3 Shift Valve Train:

18

3-4 ACC

ORF ACC

2ND

SERVO FEED

3RD ACCUM
ACCUM

SERVO FD

Held in the downshifted position by the 2-3 signal fluid pressure from the solenoid, the valve train blocks the AFL fluid from entering the D432 fluid circuit.
2f 3-4 Relay Valve and 4-3 Sequence Valve:

11

OVERRUN CL OVERRUN CL FD

EX

3-4 SIG 3-4 ACCUM

4TH SIGNAL SIG

2f

2nd fluid exhausts from the 3-4 relay valve and servo feed fluid exhausts from the 4-3 sequence valve. Exhausting servo feed fluid is routed through the downshifted 2-3 shift valve and into the 2nd fluid circuit.

4TH

1-2 ACCUMULATOR 2ND CL

EX

ORF EX
5

EX

EX

2c

2ND & 4TH SERVO

3-4 RELAY

4-3 SEQUENCE VALVE


EX

2ND CL

4TH

70B

COMPLETE HYDRAULIC CIRCUIT Page 96

AFL (To 3-2 Control Solenoid Valve)

3-4 ACCUMULATOR EX 19 3-4 ACCUM

2e

2ND CL

EX

Figure 68

2nd clutch fluid exhausts from the 3-2 downshift valve. Exhausting 2nd clutch fluid unseats the 1-2 upshift ball check valve (#8) for a quick exhaust into the 2nd fluid circuit.

EX

EX

ACCUM

EX

2d 3-2 Downshift Valve:

2-3 SHIFT VALVE


2-3 SHUTTLE

2-3 SHIFT SOLENOID VALVE N.O.

OVERRUN CL FD

2ND CL

3-4 CL

ON

The 2nd clutch fluid, which was fed by the 2nd fluid, exhausts from the servo. This allows the spring force from the servo cushion and the servo return springs to move the 2nd apply piston and apply the pin to release the 2-4 band. These spring forces help control the 2-4 band release.

20

ORF D2

29

2d

OVERRUN

2-3 SIGNAL

AFL

1-2 signal fluid pressure to the 3-4 shift valve is not enough to overcome the D3 fluid pressure or the 3-4 shift valve spring pressure.

EX

2b

2ND

#5

#6

EX

1-2 SIGNAL

26

D4

ACCUM

LO

D3

1c
27

LO/1ST

1-2 SHIFT VALVE

Below approximately 48 to 56 km/h (30 to 35 mph) the PCM energizes the normally open solenoid. This blocks the 1-2 signal fluid pressure from exhausting through the solenoid and creates pressure in the 1-2 signal fluid circuit.

2 2-4 BAND RELEASES 2a 1-2 Shift Solenoid (SS) Valve:

D4

D4

TORQUE SIGNAL

LO/1ST

The Lo/Reverse fluid pressure acts on the inner area of the piston in order to move the piston and to apply the Low and Reverse clutch plates.

ACTUATOR FEED LIMIT

EX EX

EX

EX

PRESSURE CONTROL SOLENOID VALVE

23

EX

32

AFL

FILTER (49)

LO OVERRUN

25

1-2 SIG

1-2 SIG

The Lo/1st fluid is regulated through the Lo Overrun valve and into the Lo/Reverse fluid circuit in order to control the Low and Reverse clutch apply.

AFL

FWD CL FEED D4

FILTER (50)

D4

D4

LO/REVERSE

LO

D4

AFL (To TCC PWM Solenoid Valve)

FWD CL FD

1-2 signal fluid pressure moves the valve into the downshifted position. In this position, Lo fluid from the manual valve is routed into the Lo/1st fluid circuit and D4 fluid is blocked from entering the 2nd fluid circuit. The 2nd fluid exhausts through an orifice and past the valve. This orifice (#26) helps control the 2-4 band release during a 2-1 downshift.

D4-N.O.

LO

10

TORQUE SIGNAL

TEMP SENSOR

1d

AFL

2a
1-2 SHIFT SOLENOID VALVE N.O.

ON

1b

D3

D4

#12

D4

1c 1-2 Shift Valve:

REV INPUT

REV INPUT

TFP SWITCH ASSEMBLY

Lo fluid is routed to the TFP manual valve position switch where it closes the normally open lo pressure switch. This signals to the PCM that manual first is selected.

OVERRUN CLUTCH

EX

REVERSE

EX

PR D3

D2 LO

D3

1b TFP Manual Valve Position Switch:

EX

FWD CL FEED

DECREASE

LO/REVERSE

The selector lever moves the manual shaft and the manual valve into the manual first (1) position. This allows the line pressure to enter the lo fluid circuit.

EX

MANUAL VALVE

CONV FEED

FORWARD CLUTCH ACCUMULATOR

FWD CL FD

1 LOW AND REVERSE CLUTCH APPLIES 1a Manual Valve:

LINE

LINE

LINE

LINE PRESSURE TAP

1a

Manual First (1) may be selected at any time while the vehicle is being operated in a forward gear range. However, the downshift to First gear is controlled electronically by the PCM which will not energize the 1-2 shift solenoid (SS) valve (First gear state) until the vehicle speed is below approximately 56 km/h (35 mph). Above this speed, the transmission will operate in a Manual First Second Gear condition until vehicle speed slows sufficiently. Note that this speed varies depending on vehicle application. When the gear selector lever is moved to Manual First, the manual valve also moves. With vehicle speed low enough, the following hydraulic and electrical changes occur to achieve Manual First First Gear:

3-4 CLUTCH FWD CL FEED


OVERRUN CLUTCH

EX

LO/REVERSE

REAR LUBE
24

1e

71

OPERATING CONDITIONS
RANGE REFERENCE CHART
1 SHIFT SOLENOID VALVES RANGE PARK REVERSE NEUTRAL 1st 2nd D 3rd 4th 1st 3 2nd 3rd 2 1st 2nd 1st 2nd OFF ON ON OFF OFF OFF OFF ON ON OFF ON ON ON ON APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED HOLDING HOLDING HOLDING HOLDING HOLDING HOLDING HOLDING HOLDING APPLIED APPLIED HOLDING HOLDING APPLIED APPLIED HOLDING GEAR 1-2 ON 2-3 ON 2-4 BAND 2 REVERSE INPUT CLUTCH 3 OVERRUN CLUTCH 4 FORWARD CLUTCH 5 FORWARD SPRAG CL. ASSEMBLY 6 3-4 CLUTCH 7 LO ROLLER CLUTCH 8 LO/REV. CLUTCH APPLIED APPLIED APPLIED

* ON * ON *
ON OFF

* ON * ON *
ON ON APPLIED

APPLIED APPLIED

HOLDING HOLDING

HOLDING

**

ON OFF ON OFF

***
1

***
* ** ***

1-2 AND 2-3 SHIFT SOLENOID OPERATION AND THE SHIFT VALVE POSITIONING IN P, R, N RANGES ARE A FUNCTION OF THE INPUT TO THE SOLENOIDS FROM THE VSS. UNDER NORMAL OPERATING CONDITIONS THE SOLENOIDS ARE ON IN P, R, N. A MANUAL SECOND - FIRST GEAR CONDITION IS ONLY AVAILABLE ON SOME MODELS. OTHERWISE, THIS CONDITION IS ELECTRONICALLY PREVENTED. IN MANUAL SECOND AND MANUAL FIRST, SOLENOID OPERATION IS A RESULT OF PCM CALIBRATION. SOME CALIBRATIONS WILL ALLOW ALL THREE GEARS UNDER EXTREME CONDITIONS.

ON = SOLENOID ENERGIZED OFF = SOLENOID DE-ENERGIZED

NOTE: DESCRIPTIONS ABOVE EXPLAIN COMPONENT FUNCTION DURING ACCELERATION. EXPECTED OPERATING CONDITION IF COMPONENT IN COLUMN NUMBER IS INOPERATIVE: COLUMN # 1 2 3 4 5 6 7 8 CONDITION NO 2ND, NO 4TH GEAR. NO REVERSE. NO ENGINE BRAKING IN MANUAL 2ND, MANUAL 1ST, AND MANUAL 3RD (3RD GEAR). NO FORWARD IN D AND MANUAL 3RD. NO FORWARD IN D AND MANUAL 3RD. NO 3RD GEAR, NO 4TH GEAR. NO 1ST GEAR IN D , MANUAL 3RD, AND MANUAL 2ND. NO REVERSE, NO ENGINE BRAKING IN MANUAL 1ST.

SHIFT SOLENOID VALVE ELECTRICAL CONDITIONS If the PCM detects a continuous open or short to ground in the shift solenoids or shift solenoid circuits the following actions occur: 1-2 The PCM commands maximum line pressure. DTC The PCM disables shift adapts. P0753 The PCM inhibits downshifts to 2nd gear if the vehicle speed is greater than 48 km/h (30 mph). The PCM illuminates the Malfunction Indicator Lamp (MIL). 2-3 DTC P0758 The PCM commands maximum line pressure. The PCM disables shift adapts. The PCM commands 2nd gear. The PCM illuminates the Malfunction Indicator Lamp (MIL).

72

Figure 69

COMPLETE HYDRAULIC CIRCUITS


The hydraulic circuitry of the Hydra-matic 4L60-E transmission is better understood when fluid flow can be related to the specific components in which the fluid travels. In the Power Flow section, a simplified hydraulic schematic was given to show what hydraulically occurs in a specific gear range. The purpose was to isolate the hydraulics used in each gear range in order to provide the user with a basic understanding of the hydraulic system. In contrast, this section shows a complete hydraulic schematic with fluid passages active in the appropriate component for each gear range. This is accomplished using two opposing foldout pages that are separated by a half page of supporting information. The left side foldout contains the complete color coded hydraulic circuit for the given 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 and case to assist the user when following the hydraulic circuits as they pass between them. Also, the numbers shown in the circuits at the broken lines reference specific holes and orifices in the spacer plate on the right hand foldout. The half page of information facing this foldout identifies the components involved in this gear range and a description of how they function. 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.

PASSAGE PASSAGE PASSAGE PASSAGE PASSAGE

A IS LOCATED IN THE PUMP BODY (LIGHT GREY AREA) B IS LOCATED IN THE VALVE BODY (LIGHT BLUE AREA) C IS LOCATED ON THE SPACER PLATE (DASHED LINE) D IS LOCATED IN CASE (WHITE AREA) E IS LOCATED IN THE ACCUMULATOR HOUSING (LIGHT YELLOW AREA)

FLUID FLOW SCHEMATIC (FOLDOUT) A


PARK
Engine Running

FLUID FLOW THROUGH COMPONENTS (FOLDOUT) E


RK g PA nnin Ru

2ND & 4TH SERVO REVERSE INPUT CLUTCH ASSEMBLY INPUT CLUTCH HOUSING ASSEMBLY LOW AND REVERSE CLUTCH ASSEMBLY

TORQUE CONVERTER ASSEMBLY

EX

EX
11

#7

OVERRUN CLUTCH

43

4TH

RELEASE

2ND CL

APPLY

OVERRUN CLUTCH

FORWARD CLUTCH FEED 3-4 CLUTCH OVERRUN CLUTCH SERVO FEED CC SIGNAL
TORQUE SIGNAL
29e 34d 34e 26a 34c 34f 25f

ACTUATOR FEED LIMIT

ORIFICED ACCUM

TORQUE SIGNAL SERVO FEED

3-4 ACCUMULATOR
EX
19

3-4 ACCUM #1
20d 20e
18

3RD ACCUMULATOR OVERRUN

ORF ACC

ACCUM

20c

3-4 ACCUMULATOR D4

11a

37a

31b

35a

33a

31a

33c

9a

26b

31c

17g

COOLER

21

21

32

31

21a

17f

9p

9b

9c

9f

9e

10

AFL

LUBE

TORQUE SIGNAL

ACCUMULATOR

CASE (8)

AFL

REVERSE INPUT

D3

LUBE

LUBE

D3

D3

AIR BLEED (240) EX

EX

EX

EX

EX

48a

REGULATED APPLY
REG APPLY

1-2 ACCUMULATOR COVER (57) VALVE BODY (60) 3-4 ACCUMULATOR D4 2ND ACCUMULATOR D2

9m
9h

EX

29 11 11

AFL

29 29 47 18 30 34 25 24 47 11 9

9 18 9

41 24 27 34 13 34 35 39 31 24 22

44

9 22

12 14 12 47 10 47

24 29e 9n 11c 10

9m 13

15d 18c 34d 13b 34c 28

41c

41d 24b 21

43c/44 24a

EX

ISOLATOR

33b 20a 17e

CASE (8)

D4 ACCUMULATOR
ACCUM VALVE

48b
1

COOLER

DECREASE

EX

APPLY OVERRUN CLUTCH FORWARD CLUTCH FEED

2ND CLUTCH

OVERRUN

3-4 ACC SERVO FD 2ND

4TH

30b

2ND CL

4TH SIGNAL

3-4 CL

13a

25a 47 9 33
33

34e 31b 36a

38e/39

9g 9k/10

D4-3-2

RELEASE

EX

D2

EX

D3

D4-3-2

D2

43a 32a 27a

AFL

D4

LINE

CONVERTER CLUTCH VALVE

4TH 3-4 SIGNAL


4TH
EX

2-3 SHIFT VALVE


EX

2-3 SHUTTLE
EX EX

OVERRUN CLUTCH REGULATED APPLY

3-4 SIGNAL

EX

22b

PRESS REG

FILTERED AFL

LINE

CONV FD LINE

AFL

COOLER

EX

EX

EX

D4

BOOST VALVE

EX

EX

REVERSE INPUT

CONV FD

REGULATED APPLY

REVERSE INPUT

D4 2ND D2

EX

EX

EX (237) TORQUE SIG

LO

SUCTION

13 27c 29

D2

3-2 DOWNSHIFT

REV ABUSE

1-2 SHIFT VALVE


O EX

REVERSE

(238) (237)

OVERRUN

CASE (8)

14

D3

29c 29a 29b

EX

3-4 CLUTCH

EX

EX

EX

EX

OFF

3-2 CONTROL SOLENOID VALVE N.C.

ACTUATOR FEED LIMIT


FORWARD ABUSE

PR

REV INPUT

LO/1ST

PUMP ASSEMBLY (4)

29d 40

3-4 CLUTCH 3-4 CLUTCH 3-2 SIGNAL

D4-3-2 EX

EX

2ND CLUTCH

2ND ORIFICED EX EX
LO OVERRUN
EX

3-2 CONTROL

PR LO/REV

D4

15d 16a

3RD ACCUM

LO

EX

LINE

2ND 2ND 2ND CL

LINE

12 29g 28 3c

3RD ACCUM REVERSE PR


D4

LO

D3

D2

3b 3a 28a 15a

D3 REVERSE
D4 OVERRUN CL FD

REVERSE INPUT

SUCTION

REV-N.O. D2-N.C. D3-N.C.

12b

68

HALF PAGE TEXT AND LEDGEND

SUCTION CONVERTER & LUBE MAINLINE SOLENOID SIGNAL ACCUMULATOR ACTUATOR FEED LIMIT TORQUE SIGNAL

2ND CL

2ND CLUTCH

FILTER (72)

D2

REVERSE INPUT

D4 D4 2ND

LO

2ND

2ND CL

35b

39

36

25

16

36

16

BOTTOM PAN (SUMP) (75) OVERRUN

25

18

18

39

20

16

17

22

FORWARD CLUTCH FEED 2ND CLUTCH REVERSE INPUT ORIFICED D2


VALVE BODY (60) GASKET (52) SPACER PLATE (48) GASKET (47) LO

PR PR

35d

35c

#3
15b 15c 17b 18b 17c

D3

#8
24k

LO

#5

#6
35e

#12
17a 12a

D4 D2

D4-N.O.

FWD CL FEED D2

24m

38e

24h

24g

25a

25b

25d

25e

18a

41a

41b

34b

36a

41d

34a

41c

21

PR

D4

2ND

D4 ORIFICED D2 2ND

Figure 64

FLUID PRESSURES

FORWARD CLUTCH FEED

18c

TFP SWITCH ASSEMBLY

D2 D3 D3

D3

LO-N.O.

TEMP SENSOR

LINE

LINE

REGULATED APPLY

29f

#2

28

MANUAL VALVE

REVERSE REVERSE INPUT

EX

EX

FORWARD CLUTCH ACCUMULATOR

LINE PRESSURE TAP (39)

OVERRUN CLUTCH

9n

LO/1ST

14a

TCC SOLENOID (66) N.O.

14b 38c 38b 38a

R N D 3 2 1

12e

PR

12d

12c

OFF

EX

9o

AFL

3RD ACCUMULATOR ACTUATOR FEED LIMIT

FWD CL FD

27b

LO/REVERSE

29

#4 3-4 CL

ORIFICED EX

1-2 SHIFT SOLENOID VALVE N.O.

22 10c 25 24e 24d 24c 24b 24a 44a 43c 44 26

ON

27

42b

LO/REVERSE

23 14c

1-2 SIGNAL

25d 44 9a 19

9b

#3

41

47

38

43 47

47
32

(38) #2 #12

43

CASE (103) (Control Valve Body Side)


12 29 29 29 47 29 29 15 9 9 34 27 30 34 32 25 24 25 31 43 43 48 48 37 28 25 26 9 26 3 26 11 3 9 9 11 25 9 9 25 20 21 21 33 36 32 25 25 27 24 33 31 33 31 36 17 35 20 9 20 20 22 35 34 34 27 24 24 24 39 39 24 13 10 10 9 13 29 15 38 41 18 24 24 17 41 38 16 18 12 38 41 12 34 18 18 18 17 42 44 44 9 22 10 14 12 34 17 14 12 42 38 41 14

SPACER PLATE (48) (Case/Control Valve Body)


12 29 15 40 9 29 15 29 11 30 30 34 25 24 31 43 25 48 48 26 9 3 9 25 9 26 25 11 3 25 9 10 9 44 33 37 36 28 25 11 25 20 21 32 31 33 33 17 20 17 9 24 24 22 27 29 35 34 31 35 9 35/39 20 10 47 24 34 13 24 10 23 9 9 34 13 43 29 29 15 18 38 41 18 24 28 16 12 17 41 17 42 44 43 24 22 38 34 38 3 12 17 41 34 18 17 12 14 42 12 9 22 14 38 41 14

CONTROL VALVE BODY (60) (Case Side)

CU

2-4 SERVO BORE


16 47 9
N
R
37

16

NOTE: INDICATES BOLT HOLES

D2
40

CL

UT CH

11 28 44

29

#7/(40)
3

(11)
30

11

27 24

24 38

- NON-FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO TO SIMPLIFY TRACING FLUID FLOW. - EXHAUST FLUID NOT SHOWN

25

43

21

25

CASE (103) (2-4 Servo Bore)

25 9

25 20

GASKET (47) (Case/Spacer Plate)

GASKET (52) (Spacer Plate/Control Valve Body)

1-2 ACCUMULATOR COVER (57)

Figure 65

FOLDOUT 69

COMPLETE ILLUSTRATED PARTS LIST

Figure 70

FOLDOUT 73

OIL COOLER PIPE CONNECTOR (10)

30a 27d 22a

1-2 SIGNAL

4TH SIGNAL 3-4 SIGNAL 1-2 SIGNAL 2ND

LO

3-4 SHIFT VALVE

D4-3-2 LO/1ST

D3

1-2 SIGNAL

3-4 SIGNAL

1-2 SIGNAL

EX

EX OVERRUN CLUTCH FEED

2-3 SHIFT SOLENOID VALVE N.O.

FILTER (49)

10 10a
28

36 32

17 9 20 25 11

9g

9k

ON

2ND

24f 13b 42a 17d

43b

44

ORF EX

29 23 10b

37 43 37

33

36

35

37

33 33

48

48

47 9

28
32

28 26 9

25

TO LOW AND REVERSE CLUTCH

25b 48b 8 9p 48a 26a

26 3 47

11 47 47 25

#7 (40)
9 47

#1
21 32

9e

PRESSURE RELIEF VALVE

PR

FILTER (232)

11b

REG APPLY LINE

#10
30b 34f 6

EX

EX

18

10

11c
6

SERVO FEED 2ND 4TH SIGNAL


3-4 RELAY

CC SIGNAL 3-4 ACCUM OVERRUN CL SERVO FD


4-3 SEQUENCE VALVE

30

27

22

27c/29 27b/29

13 47

47

20b 38d

14

ACTUATOR FEED LIMIT 2-3 SIGNAL

27d 30a 22b 24m/25 24g 16 24k/25 24h 7 5 31c 33c 43a

35a

27a 24d

13a 24c

24f 24e 31a

33a

35d/36 20 33b

43b/44 37a

35b 35c/39 35e/36 31 17f 20a 20b 17g 30

28a 9 3c 11b 25e

32a 25f

9f 18 25g 11a

26b

9c 3b 9d/10

(50)

15

38

17

ACTUATOR FEED LIMIT

1-2 ACCUMULATOR

47

42

17

19

29d

15a

29c

TCC PWM SOLENOID VALVE N.C.

PRESSURE CONTROL SOLENOID VALVE

D4

2ND CLUTCH

25g

16

16

47

16 29 12

12

9o

D3 LINE

AFL

AFL

9d

FILTER (50)

PUMP BODY (200) (Pump Cover Side)

PUMP COVER (215) (Pump Body Side)


38 41 41 34 15b/16 18 17 14 12 29f/28

29 11 18

48

37

18

11 29

16 3

PUMP COVER (215) (Case Side)


38b 12a 29b 38c 16a 14 18b 38d 3a 12b 17a/18 34b 22

CASE (103) (Pump Cover Side)


9 9 47 9 47 25 47 9 26 3 25 48 11 3 48 47 37 36 43 43 24 47 30
25

47 3 3 3 16 29

12

38 3 38 34

38a 41b 34a 41a 17e 12d 14a 26 9h 22a

10

3-4 ACCUM FILTERED AFL

REAR LUBE

15c/16

29g/28 17 29a

14c 47 9 23 27 42b 12e 47 14b 10c/22

43 11 26 28 25 47 3 47 17 17 31 33 32 17 11 35 34 15 9 29 15 3 43 28 29 29 16
34

17b/18 12c 17c

18a 17d 42a 44a

11

#6

#5

2ND CLUTCH

#9

48

48

16

(238)
4

EX

REV INPUT

47

37

46

LUBE OVERRUN CLUTCH OVERRUN

REAR LUBE
24

11

43

46

47

37

43

2ND CLUTCH

#10

43

37

37

PR LO/REVERSE

29

(237)
1

43

5 8 37 29 18

16

43

43

16

29

5 37 18

16

(237)

16

(237)

11

46 37

47 29

3 47 16 3 16

25 10a 10b/23 29 47

(49)

20c

20e/21 20d/21 21a

3RD ACCUM

13

LUBE

3-4 CLUTCH FORWARD CLUTCH FEED

ns p sure mp oue tran pum d Preses pu to thW he man ulat rdingents. the de from accoirem ceeds, fluidr requut ex sure lato outp e presre regu su of lin pres e th

43

43

43

3 4

(P) Park l the e oi r in th leve fromwing: ctor sure follo gsele pres the the line ed to 218): Re) re With tion, rect r Valve(pressu si di po p is lato (line ion pum Regu tput miss

g En

ine

Engine Running

;;;; ;;;;;;; ;;;;;;; ;; ;;; ;;;;;;; ;; ;;; ;;;;;;; ;;;;;;;


45 47 4

PRESSURE RELIEF VALVE BORE

;;;; ;;;;;;;; ;;;;;;;; ;; ;; ;;;;;;;; ;; ; ;;;;;;;; ;;;;;;;; ;


45 2 47 4

(240)

2 3

45

(240)
47

(240) (232)
43

(232)

;; ;;
8 43 7 48

(10)
8

(10)

; ;;

45 8

(39)
3

48 18 11 29 16 3 37

(237)
37

47 20 20 9 10

#8

31

33 24

35

31 24 3 34 13

27

24 38 24 41 42 43

34 47 30 27 24 47 47 25

13 17 24 43 42 17 17 12 9

23

47

22

22

47

18

#4
47

9 40

47

14

42

14

12 38 15 12 3 17

18 34 41 47

FORWARD CLUTCH ACCUMULATOR BORE

4T
H
33

34

VE O

38

RU

D2

SI

G
N
A

PARK

(Engine Running)
2ND & 4TH SERVO

TORQUE CONVERTER ASSEMBLY

REVERSE INPUT CLUTCH ASSEMBLY

INPUT CLUTCH HOUSING ASSEMBLY

LOW AND REVERSE CLUTCH ASSEMBLY

EX

EX
11

LUBE

3RD ACCUM #7

3-4 CLUTCH FORWARD CLUTCH FEED


OVERRUN CLUTCH

RELEASE

2ND CL

EX

4TH

APPLY

OVERRUN CLUTCH

FORWARD CLUTCH FEED 3-4 CLUTCH OVERRUN CLUTCH SERVO FEED CC SIGNAL
TORQUE SIGNAL
29e 34d 34e 26a 34c 34f 25f

ACTUATOR FEED LIMIT

ORIFICED ACCUM

TORQUE SIGNAL SERVO FEED

3-4 ACCUMULATOR
EX
19

3-4 ACCUM #1
20d 20e
18

3RD ACCUMULATOR OVERRUN

ORF ACC

ACCUM

20c

26b

31c

AFL

LUBE

TORQUE SIGNAL

REVERSE INPUT

LUBE

LUBE

D3

D3

AIR BLEED (240) EX

TCC PWM SOLENOID VALVE N.C.


EX

EX

EX

EX

EX

48a

REGULATED APPLY

ISOLATOR VALVE

1-2 ACCUMULATOR COVER (57) VALVE BODY (60) 3-4 ACCUMULATOR D4 2ND ACCUMULATOR D2

9m
9h

AFL

EX

48b
1

COOLER

DECREASE

APPLY OVERRUN CLUTCH FORWARD CLUTCH FEED

2ND CLUTCH

OVERRUN

EX

3-4 ACC SERVO FD 2ND

4TH

4TH SIGNAL

2ND CL

3-4 CL

D4-3-2

RELEASE

EX

D2

EX

CONVERTER CLUTCH VALVE

32a 27a

D4

LINE

4TH 3-4 SIGNAL


4TH
EX

2-3 SHIFT VALVE


EX

2-3 SHUTTLE
EX EX

OVERRUN CLUTCH REGULATED APPLY

3-4 SIGNAL

EX

22b

PRESS REG

CONV FD LINE

AFL

COOLER

EX

EX

EX

D4

EX

REVERSE INPUT

CONV FD

REGULATED APPLY

REVERSE INPUT

SUCTION

REVERSE

O EX

OVERRUN

40

3-2 SIGNAL
3-2 CONTROL SOLENOID VALVE N.C.

CASE (8)

14

D3

29c 29a 29b

ACTUATOR FEED LIMIT


FORWARD ABUSE
EX

3-2 CONTROL
EX

3-4 CLUTCH

EX

EX

EX

OFF

LO OVERRUN
PR LO/REV

27

D4

15d 16a

3RD ACCUM

EX

LINE

2ND 2ND 2ND CL

D4

D3

D2

3b 3a 28a 15a

REVERSE
D4 OVERRUN CL FD

REVERSE INPUT

SUCTION

REV-N.O. D2-N.C. D3-N.C.

12b

74

SUCTION CONVERTER & LUBE MAINLINE SOLENOID SIGNAL ACCUMULATOR ACTUATOR FEED LIMIT TORQUE SIGNAL

2ND CLUTCH

2ND

2ND CL

FILTER (72)

2ND CL

35b

39

36

25

16

36

16

BOTTOM PAN (SUMP) (75)


OVERRUN

25

18

18

FORWARD CLUTCH FEED 2ND CLUTCH REVERSE INPUT ORIFICED D2 2ND


PR

D4

D4 ORIFICED D2 2ND

Figure 71

39

20

16

17

22

VALVE BODY (60) GASKET (52) SPACER PLATE (48) GASKET (47) LO

35d

35c

24k

24m

15b

17a

35e

15c

17b

24h

24g

25a

25b

25d

25e

18b

12a

18a

41a

41b

41d

34b

36a

34a

17c

41c

38e

21

PR

#3

#12

D3

#8

LO

#5

#6

D4 D2

D4-N.O.

FWD CL FEED D2

D2

REVERSE INPUT

D4 2ND

LO

FLUID PRESSURES

FORWARD CLUTCH FEED

18c

TFP SWITCH ASSEMBLY

D2 D3 D3

D3

12c

LO-N.O.

TEMP SENSOR

D3

LINE

LINE

PR

REGULATED APPLY

3c

PR

LO

REVERSE

LINE

12 29g 28

3RD ACCUM

EX

LO

29f

#2

28

MANUAL VALVE

REVERSE REVERSE INPUT

EX

FORWARD CLUTCH ACCUMULATOR

LINE PRESSURE TAP (39)

OVERRUN CLUTCH

TCC SOLENOID (66) N.O.

14b 38c 38b 38a

R N D 3 2 1

D2

12e 12d

9n

LO/1ST

14a

OFF

EX

9o

AFL

3RD ACCUMULATOR ACTUATOR FEED LIMIT

EX

42b

FWD CL FD

LO/REVERSE

23 14c

PR

REV INPUT

LO/1ST

(237)

EX

ORIFICED EX EX

43c

44 26

(238)

PUMP ASSEMBLY (4)

TORQUE SIG

29d

3-4 CLUTCH 3-4 CLUTCH

D4-3-2

2ND

EX

2ND CLUTCH

ON

24c 24b 24a 44a

D4 2ND D2

EX

EX

EX (237)

LO

13 27c 29

D2

3-2 DOWNSHIFT

REV ABUSE

1-2 SHIFT VALVE

27b

24d

LO/REVERSE

29

#4 3-4 CL

ORIFICED EX

EX

BOOST VALVE

1-2 SHIFT SOLENOID VALVE N.O.

22 10c 25 24e

OIL COOLER PIPE CONNECTOR (10)

30a 27d 22a

1-2 SIGNAL

4TH SIGNAL 3-4 SIGNAL 1-2 SIGNAL 2ND

LO

LO/1ST 1-2 SIGNAL

42a 17d

3-4 SHIFT VALVE

D4-3-2

1-2 SIGNAL

2ND

24f 13b

FILTERED AFL

LINE

D3

1-2 SIGNAL

3-4 SIGNAL

EX

FILTER (49)

D4-3-2

D2

43a

AFL

EX OVERRUN CLUTCH FEED

D3

2-3 SHIFT SOLENOID VALVE N.O.

9g

10 10a
28

9k

ON

43b

44

ORF EX

3-4 RELAY

4-3 SEQUENCE VALVE

ACTUATOR FEED LIMIT 2-3 SIGNAL

29 23 10b

PRESSURE RELIEF VALVE

11c 30b

30

20b 38d 13a

PR

FILTER (232)

11b

10

REG APPLY REG APPLY LINE CC SIGNAL SERVO FEED 3-4 ACCUM 2ND OVERRUN CL 4TH SIGNAL SERVO FD
EX EX

33b 20a 17e

ACCUMULATOR
ACCUM VALVE

CASE (8)

D4

ACTUATOR FEED LIMIT

PRESSURE CONTROL SOLENOID VALVE

D4

2ND CLUTCH

25g

1-2 ACCUMULATOR

ACCUMULATOR

CASE (8)

AFL

D3

D3 LINE

3-4 ACCUM FILTERED AFL

17g

COOLER

21

9e

10

21

32

31

3-4 ACCUMULATOR D4

11a

37a

31b

35a

33a

31a

33c

9a

21a

17f

9p

9b

9c

9f

AFL

AFL

9d

FILTER (50)

2ND CLUTCH

OVERRUN

2ND CLUTCH

#10

#9

REV INPUT

LUBE OVERRUN CLUTCH

REAR LUBE
24

PR LO/REVERSE

PARK
(Engine Running)
The following conditions and component problems could happen in any gear range, and are only some of the possibilities recommended to diagnose hydraulic problems. Always refer to the appropriate vehicle platform service manual when diagnosing specific concerns.

HIGH LINE PRESSURE

Pressure Regulator Valve (216), or Reverse Boost Valve (219)


Stuck, damaged

2-3 Shift Valve (368)


Stuck

Pressure Relief Ball (228)


Not seated or damaged.

Pressure Control Solenoid Valve (377)


Damage to pins.
LOW LINE PRESSURE

Pressure Regulator Valve (216), Boost Valve (219), or Spring (217)


Stuck, damaged, broken

Oil Pump (200)


Cross channel air leak, body to cover or body to case

Pump Valve Bores


Excessive valve clearance due to wear

Valve Body (350)


Cross channel leaks Cross valve land leaks

Gasket/Spacer Plate
Damaged Missing

Pressure Control Solenoid Valve (377)


Valve is stuck On Broken clip causes leakage Wire is pinched to ground Screen is missing

Cooler Lines
Clogged or restricted.

1-2 SHIFT SOLENOID VALVE ON

2-3 SHIFT SOLENOID VALVE ON

2-4 BAND

REVERSE INPUT CLUTCH

OVERRUN CLUTCH

FORWARD CLUTCH

FORWARD SPRAG CL. ASSEMBLY

3-4 CLUTCH

LO-ROLLER CLUTCH

LO/REV CLUTCH APPLIED

74A

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 44 45 46 47 48 SUCTION DECREASE LINE CONVERTER FEED RELEASE APPLY COOLER LUBE ACTUATOR FEED LIMIT FILTERED ACTUATOR FEED TORQUE SIGNAL PR D4-3-2 LO/REVERSE REVERSE REVERSE INPUT D4 FORWARD CLUTCH FEED REAR LUBE ACCUMULATOR ORIFICED ACCUMULATOR 1-2 SIGNAL 2-3 SIGNAL 2ND 2ND CLUTCH C. C. SIGNAL 3-4 SIGNAL 3RD ACCUMULATOR 3-4 CLUTCH 4TH SIGNAL SERVO FEED 4TH 3-4 ACCUMULATOR D3 OVERRUN OVERRUN CLUTCH FEED OVERRUN CLUTCH D2 ORIFICED D2 3-2 SIGNAL LO LO/1ST EXHAUST ORIFICED EXHAUST VENT SEAL DRAIN VOID REGULATED APPLY

COMPONENTS (
(8) (10) (11) (38) (39) (40) (49) (50) (61) (91) (232) (237) (238) (240)

REAR LUBE (ORIFICED CUP PLUG/REAR CASE) OIL COOLER PIPE CONNECTOR CASE SERVO ORIFICED PLUG ACCUMULATOR BLEED PLUG LINE PRESSURE TAP 3RD ACCUM. RETAINER AND BALL ASSEMBLY (#7) SHIFT SOLENOIDS SCREEN PRESSURE CONTROL SOLENOID SCREEN CHECKBALLS (#1, 2, 3, 4, 5, 6, 8, 12) CHECKBALL (#10) OIL PUMP COVER SCREEN CHECK VALVE RETAINER AND BALL ASSEMBLY CONVERTER CLUTCH SIGNAL ORIFICED CUP PLUG ORIFICED CUP PLUG

74B

PARK

(Engine Running)
PRESSURE RELIEF VALVE BORE
45 47 3 2 4 2 3 43 1 48 16 4
46

(240)
2 47

2 3

45

(240)
47

45

(240)

(232)
3 3 4 2 1

8 43 3 4 5 7

8 2 43

4 5

13

3 16

43

6 48 1

5 8 37 29 18

43

43

16

5 37 29 18

4 37

(238)
4

16

47

46 43

(237)
11

16

11 29

43 43

47 37

(237)

46 3 47 37

37

37

(237)
1

47 29

16

3 16 29 11 18

PUMP BODY (200) (Pump Cover Side)


38 41 3 29 16 47 16 29 15 29 11 47 18 18 30 34 25 47 37 43 37 48 48 47 9 28
32

PUMP COVER (215) (Pump Body Side)


38 41 34 15b/16

48

37

18

11 29

16 3

PUMP COVER (215) (Case Side)


38b

CASE (103) (Pump Cover Side)


9 9 47 9 26 3 25 48 11 3 48 47 37 36 43 43 24 47 30 34 47 30 27 24 47 47 25 29 15 3 43 28 29 29 16
34

47 3 3 3 16 16 9 29 11 29 9 9

12

12
29f/28

12a 29b

38a 41b 12b 34a 41a

47 25 47 9

10

3a 38c

38

34

18

17 12

14 17

REAR LUBE
9o

41 18 9 24 27 34 13 34 35 39 31 24 22

44

9 22

12 14 12 47 10 47

24

11 22

#10

30b 34f

27

13 47

47

14

24 47 9 33
33

25a 36 17 32 28 26 9 47 47 25 9 44 11 25 25 9p

35

33

24m/25 24g 16 24k/25 24h 7 5 31c 33c 43a 25b

34e 31b 36a

38e/39

9g 9k/10

28

24f 24e 31a

24c

33a

35d/36 20 33b

37

36

33 9 20 33

TO LOW AND REVERSE CLUTCH

43b/44 37a

17f

48b

35b 35c/39 35e/36 31 20a 20b 17g 30

48a 26a 3c 11b

28a

32a 25f

9f

26b

9c 11a 3b 25e 9d/10

25g

26 3 47

11

#7 (40)
9 47 47

#1
21

32 9e
25d 9a

9b

#3

41

47

38

43 47

(38)
19

#2

#12

43

CASE (103) (Control Valve Body Side)

SPACER PLATE (48) (Case/Control Valve Body)


12 29 29 29 47 29 29 15 9 9 34 27 30 27 24 33 43 43 37 28 25 26 26 11 3 9 11 25 9 9 25 20 21 21 9 25 9 25 9 10 9 3 33 36 32 31 33 31 36 17 35 20 9 20 26 26 25 11 3 9 20 48 25 48 22 35 34 34 27 24 24 24 39 39 9 24 13 10 10 13 29 15 38 41 18 24 24 17 41 38 16 18 12 38 41 12 34 18 18 18 17 42 44 44 9 22 10 30 30 34 25 24 31 43 44 33 37 36 28 25 11 25 20 21 32 31 33 33 17 20 17 9 24 24 14 11 22 27 29 35 34 31 35 9 35/39 20 10 47 24 34 13 24 10 23 12 29 34 17 14 12 42 9 38 41 14 40 29 15 9 9 34 13 15 43 29 29 15 18 38 41 18 24 28 16 12 17 41 17 42 44 43 24 22 12 29 38 34 38 3 12 17 41 34 18 17 12 14 42 12 9 22 14 38 41 14

CONTROL VALVE BODY (60) (Case Side)

2-4 SERVO BORE


16 47 9

16

NOTE: INDICATES BOLT HOLES

11
28 44

29

#7/(40)

(11)
30 34 32 25 24 25 31 25 25

11

27 24

24 38

- NON-FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO SIMPLIFY TRACING FLUID FLOW. - EXHAUST FLUID NOT SHOWN

25

48

48

9 43 9

26

21

25

CASE (103) (2-4 Servo Bore)

25 9

25 20

GASKET (47) (Case/Spacer Plate)

GASKET (52) (Spacer Plate/Control Valve Body)

1-2 ACCUMULATOR COVER (57)

Figure 72

FOLDOUT 75

(50)

38

17

47

42

19

12

17a/18 14c 34b 17e 18a 22 16a 12d 14a 17 17b/18 17d 29a 23 14 18b 12c 42a 27 29c 15a 44a 26 42b 29d 38d 17c 12e 9h 41c 15d 9m 41d 43c/44 29e 9n 14b 22a 13 18c 11c 24b 24a 10c/22 34d 13b 10 27c/29 25 27b/29 21 34c 27d 30a 27a 24d 35a 13a 10a 22b 15c/16 29g/28

43 11 26 28 25 47 3 47 17 17 31 33 32 17 11 22 35 34 15 9 18 42 17 12 38 15 12 3 17 34 41 18 47 3 34 13 31 24 38 24 41 42 43 17 24 43 17 12 14 42 9 22 47 27 24 13 23 47 35 47 20 20 9 10 11

47

#6

#5

47

#8

31

33 24

25

10b/23

29
47

(49)

18

20c

20e/21 20d/21 21a

#4
47

9 40

47

43

(232)

43

(10)
8
8

45 8

43

(39)
7

7 3

(10)

48
48 18 11 29 16 3 37

(237)
37

14

FORWARD CLUTCH ACCUMULATOR BORE

REVERSE
TORQUE CONVERTER ASSEMBLY

2ND & 4TH SERVO

REVERSE INPUT CLUTCH ASSEMBLY

INPUT CLUTCH HOUSING ASSEMBLY

LOW AND REVERSE CLUTCH ASSEMBLY

EX

EX
11

LUBE

3RD ACCUM #7

3-4 CLUTCH FORWARD CLUTCH FEED


OVERRUN CLUTCH

RELEASE

2ND CL

EX

4TH

APPLY

OVERRUN CLUTCH

FORWARD CLUTCH FEED

ACTUATOR FEED LIMIT

ORIFICED ACCUM

3RD ACCUMULATOR OVERRUN

20d

TORQUE SIGNAL

20c

20e

26b

31c

AFL

LUBE

TORQUE SIGNAL

REVERSE INPUT

LUBE

LUBE

D3

D3

AIR BLEED (240) EX

TCC PWM SOLENOID VALVE N.C.


EX

EX

EX

EX

EX

48a

REGULATED APPLY

ISOLATOR VALVE

1-2 ACCUMULATOR COVER (57) VALVE BODY (60) 3-4 ACCUMULATOR D4 2ND ACCUMULATOR D2

9m
9h

AFL

EX

48b
1

COOLER

DECREASE

APPLY OVERRUN CLUTCH FORWARD CLUTCH FEED

2ND CLUTCH

OVERRUN

EX

3-4 ACC SERVO FD 2ND

4TH

4TH SIGNAL

2ND CL

3-4 CL

D4-3-2

RELEASE

EX

D2

EX

CONVERTER CLUTCH VALVE

32a 27a

D4

LINE

4TH 3-4 SIGNAL


4TH
EX

2-3 SHIFT VALVE


EX

2-3 SHUTTLE
EX EX

OVERRUN CLUTCH REGULATED APPLY

3-4 SIGNAL

EX

22b

PRESS REG

CONV FD LINE

AFL

COOLER

EX

EX

EX

D4

EX

REVERSE INPUT

CONV FD

REGULATED APPLY

REVERSE INPUT

SUCTION

REVERSE

O EX

OVERRUN

40

3-2 SIGNAL
3-2 CONTROL SOLENOID VALVE N.C.

CASE (8)

D3

29c 29a 29b

14

ACTUATOR FEED LIMIT


FORWARD ABUSE
EX

3-2 CONTROL
EX

3-4 CLUTCH

EX

EX

EX

OFF

LO OVERRUN
PR LO/REV

27

D4

15d 16a 29f

3RD ACCUM

EX

LINE

2ND 2ND 2ND CL

D4

D3

D2

3b 3a 28a 15a 18c

D4

OVERRUN CL FD

SUCTION

REV-N.O. D2-N.C. D3-N.C.

12b

2ND CLUTCH

2ND CL

FILTER (72)

2ND

2ND CL

35b

39

36

25

16

36

16

2ND CLUTCH REVERSE INPUT

OVERRUN

ORIFICED D2 2ND

76

Figure 73

BOTTOM PAN (SUMP) (75)

25

18

18

FORWARD CLUTCH FEED


PR

D4

D4 ORIFICED D2 2ND

39

20

16

17

22

VALVE BODY (60) GASKET (52) SPACER PLATE (48) GASKET (47) LO

35d

35c

24k

15b

24m

17a

35e

15c

17b

24h

24g

25a

25b

25d

25e

18b

12a

18a

41a

41b

41d

34b

36a

34a

17c

41c

38e

21

PR

#3

#12

D3

#8

LO

#5

#6

D4 D2

D4-N.O.

FWD CL FEED D2

D2

SUCTION CONVERTER & LUBE MAINLINE SOLENOID SIGNAL ACCUMULATOR ACTUATOR FEED LIMIT TORQUE SIGNAL

REVERSE INPUT

D4 2ND

LO

FLUID PRESSURES

FORWARD CLUTCH FEED

REVERSE

REVERSE INPUT

TFP SWITCH ASSEMBLY

D2 D3 D3

D3

12c

LO-N.O.

TEMP SENSOR

D3

LINE

LINE

PR

REGULATED APPLY

3c

PR

LO

REVERSE

LINE

12 29g 28

3RD ACCUM

EX

LO

#2

28

MANUAL VALVE

REVERSE REVERSE INPUT

EX

FORWARD CLUTCH ACCUMULATOR

LINE PRESSURE TAP (39)

TCC SOLENOID (66) N.O.

OVERRUN CLUTCH

14b 38c 38b 38a

R N D 3 2 1

D2

12e 12d

9n

LO/1ST

14a

OFF

EX

9o

AFL

3RD ACCUMULATOR ACTUATOR FEED LIMIT

EX

42b

FWD CL FD

LO/REVERSE

23 14c

PR

REV INPUT

LO/1ST

(237)

EX

ORIFICED EX EX

43c

44 26

(238)

PUMP ASSEMBLY (4)

TORQUE SIG

29d

3-4 CLUTCH 3-4 CLUTCH

D4-3-2

2ND

EX

2ND CLUTCH

ON

24c 24b 24a 44a

D4 2ND D2

EX

EX

EX (237)

LO

13 27c 29

D2

3-2 DOWNSHIFT

REV ABUSE

1-2 SHIFT VALVE

27b

24d

LO/REVERSE

29

#4 3-4 CL

ORIFICED EX

EX

BOOST VALVE

1-2 SHIFT SOLENOID VALVE N.O.

22 10c 25 24e

OIL COOLER PIPE CONNECTOR (10)

30a 27d 22a

1-2 SIGNAL

4TH SIGNAL 3-4 SIGNAL 1-2 SIGNAL 2ND

LO

LO/1ST 1-2 SIGNAL

42a 17d

3-4 SHIFT VALVE

D4-3-2

1-2 SIGNAL

2ND

24f 13b

FILTERED AFL

LINE

D3

1-2 SIGNAL

3-4 SIGNAL

EX

FILTER (49)

D4-3-2

D2

43a

AFL

EX OVERRUN CLUTCH FEED

D3

2-3 SHIFT SOLENOID VALVE N.O.

9g

10 10a
28

9k

ON

43b

44

ORF EX

3-4 RELAY

4-3 SEQUENCE VALVE

ACTUATOR FEED LIMIT 2-3 SIGNAL

29 23 10b

PRESSURE RELIEF VALVE

11c 30b

30

20b 38d 13a

PR

FILTER (232)

11b

10

REG APPLY REG APPLY LINE CC SIGNAL SERVO FEED 3-4 ACCUM 2ND OVERRUN CL 4TH SIGNAL SERVO FD
EX EX

33b 20a 17e

ACCUMULATOR
ACCUM VALVE

CASE (8)

D4

ACTUATOR FEED LIMIT

PRESSURE CONTROL SOLENOID VALVE

D4

2ND CLUTCH

25g

1-2 ACCUMULATOR

ACCUMULATOR

CASE (8)

AFL

D3

D3 LINE

3-4 ACCUM FILTERED AFL

17g

COOLER

21

9e

10

21

32

31

18

3-4 ACCUMULATOR D4

29e

11a

34d

34e

37a

31b

35a

26a

33a

31a

34c

33c

9a

21a

34f

25f

17f

9p

9b

9c

9f

AFL

AFL

9d

#1

ORF ACC

ACCUM

3-4 CLUTCH OVERRUN CLUTCH SERVO FEED CC SIGNAL

TORQUE SIGNAL SERVO FEED

3-4 ACCUMULATOR
EX
19

3-4 ACCUM

FILTER (50)

2ND CLUTCH

OVERRUN

2ND CLUTCH

#10

#9

REV INPUT

LUBE OVERRUN CLUTCH

REAR LUBE
24

PR LO/REVERSE

REVERSE
NO REVERSE OR SLIPS IN REVERSE

Turbine Shaft Seal (618)


Missing, cut or damaged

2-3 Shift Valve (368)


Stuck

Low Overrun Valve (361)


Stuck

Orificed Cup Plug (240)


Restricted, missing or damaged

Reverse Input Housing and Drum Assembly (605)


Cracked at weld

Reverse Input Clutch Plate Retaining Ring (614)


Out of groove

Reverse Input Clutch Belleville Plate (611)


Installed incorrectly

Low and Reverse Clutch Piston (695)


Porosity
ENGINE STALLS IN REVERSE

Cooler Lines
Pinched

1-2 SHIFT SOLENOID VALVE ON

2-3 SHIFT SOLENOID VALVE ON

2-4 BAND

REVERSE INPUT CLUTCH APPLIED

OVERRUN CLUTCH

FORWARD CLUTCH

FORWARD SPRAG CL. ASSEMBLY

3-4 CLUTCH

LO-ROLLER CLUTCH

LO/REV CLUTCH APPLIED

76A

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 44 45 46 47 48 SUCTION DECREASE LINE CONVERTER FEED RELEASE APPLY COOLER LUBE ACTUATOR FEED LIMIT FILTERED ACTUATOR FEED TORQUE SIGNAL PR D4-3-2 LO/REVERSE REVERSE REVERSE INPUT D4 FORWARD CLUTCH FEED REAR LUBE ACCUMULATOR ORIFICED ACCUMULATOR 1-2 SIGNAL 2-3 SIGNAL 2ND 2ND CLUTCH C. C. SIGNAL 3-4 SIGNAL 3RD ACCUMULATOR 3-4 CLUTCH 4TH SIGNAL SERVO FEED 4TH 3-4 ACCUMULATOR D3 OVERRUN OVERRUN CLUTCH FEED OVERRUN CLUTCH D2 ORIFICED D2 3-2 SIGNAL LO LO/1ST EXHAUST ORIFICED EXHAUST VENT SEAL DRAIN VOID REGULATED APPLY

COMPONENTS (
(8) (10) (11) (38) (39) (40) (49) (50) (61) (91) (232) (237) (238) (240)

REAR LUBE (ORIFICED CUP PLUG/REAR CASE) OIL COOLER PIPE CONNECTOR CASE SERVO ORIFICED PLUG ACCUMULATOR BLEED PLUG LINE PRESSURE TAP 3RD ACCUM. RETAINER AND BALL ASSEMBLY (#7) SHIFT SOLENOIDS SCREEN PRESSURE CONTROL SOLENOID SCREEN CHECKBALLS (#1, 2, 3, 4, 5, 6, 8, 12) CHECKBALL (#10) OIL PUMP COVER SCREEN CHECK VALVE RETAINER AND BALL ASSEMBLY CONVERTER CLUTCH SIGNAL ORIFICED CUP PLUG ORIFICED CUP PLUG

76B

REVERSE
PRESSURE RELIEF VALVE BORE
45 47 3 2 4 2 3 43 1 48 16 4
46

(240)
2 47

2 3

45


45

(240)
47

(240)

(232)
3 3 4 2 43 3 3 1

8 43 3 4 5 7

8 2 43

4 5

13

3
16

43

5 8 37 29 18

43

16

5 37 29 18 8

48 4

4 37

(238)
4

16

47

46 43

(237)
11

16

11 29

43 43

47 37

(237)

46

37

37

(237)
1

47 29

3 47 16 3

PUMP BODY (200) (Pump Cover Side)


38 41 3 29 16 47 16 29 15 29 11 47 18 18 30 34 25 47 37 43 37 48 48 47 9 28
32

PUMP COVER (215) (Pump Body Side)


38 41 34 15b/16

29 11 18

48

37

18

11 29

16 3

PUMP COVER (215) (Case Side)


38b

CASE (103) (Pump Cover Side)


9 9 47 9 26 3 25 48 11 3 48 47 37 36 43 43 24 47 30 34 47 30 27 24 47 47 25 29 15 3 43 28 29 29 16
34

47 3 3 3 16 16 9 29 11 29 9 9

12

12
29f/28

12a 29b

38a 41b 12b 34a 41a

47 25 47 9

10

3a 38c

38

34

18

17 12

14 17

REAR LUBE
9o

41 18 9 24 27 34 13 34 35 39 31 24 22

44

9 22

12 14 12 47 10 47

24

11 22

#10

30b 34f

27

13 47

47

14

24 47 9 33
33

25a 36 17 32 28 26 9 47 47 25 9 44 11 25 25 9p

35

33

24m/25 24g 16 24k/25 24h 7 5 31c 33c 43a 25b

34e 31b 36a

38e/39

9g 9k/10

28

24f 24e 31a

24c

33a

35d/36 20 33b

37

36

33 9 20 33

TO LOW AND REVERSE CLUTCH

43b/44 37a

17f

48b

35b 35c/39 35e/36 31 20a 20b 17g 30

48a 26a 3c 11b

28a

32a 25f

9f

26b

9c 11a 3b 25e 9d/10

25g

26 3 47

11

#7 (40)
9 47 47

#1
21

32 9e
25d 9a

9b

#3

41

47

38

43 47

(38)
19

#2

#12

43

CASE (103) (Control Valve Body Side)

12 29 29 29 47 29 29 15 9 9 34 27 30 34 32 25 24 25 31 43 43 48 48 37 28 25 26 9 26 3 26 11 3 9 9 11 25 9 9 25 20 21 21 33 36 32 25 25 27 24 33 31 33 31 36 17 35 20 9 20 20 22 35 34 34 27 24 24 24 39 39 9 24 13 10 10 13 29 15 38 41 18 24 24 17 41 38 16 18 12 38 41 12 34 18 18 18 17 42 44 44 9 22 10 14 12 34 17 14 12 42 38 41 14

SPACER PLATE (48) (Case/Control Valve Body)


12 29 15 40 9 29 15 29 11 30 30 34 25 24 31 43 25 48 48 26 9 3 9 25 9 26 25 11 3 25 9 10 9 44 33 37 36 28 25 11 25 20 21 32 31 33 33 17 20 17 9 24 24 22 27 29 35 34 31 35 9 35/39 20 10 47 24 34 13 24 10 23 9 9 34 13 43 29 29 15 18 38 41 18 24 28 16 12 17 41 17 42 44 43 24 22 38 34 38 3 12 17 41 34 18 17 12 14 42 12 9 22 14 38 41 14

CONTROL VALVE BODY (60) (Case Side)

2-4 SERVO BORE


16 47 9

16

NOTE: INDICATES BOLT HOLES

11
28 44

29

#7/(40)

(11)
30

11

27 24

24 38

- NON-FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO SIMPLIFY TRACING FLUID FLOW. - EXHAUST FLUID NOT SHOWN

25

43

21

25

CASE (103) (2-4 Servo Bore)

25 9

25 20

GASKET (47) (Case/Spacer Plate)

GASKET (52) (Spacer Plate/Control Valve Body)

1-2 ACCUMULATOR COVER (57)

Figure 74

FOLDOUT 77

(50)

38

17

47

42

19

12

17a/18 14c 34b 17e 18a 22 16a 12d 14a 17 17b/18 17d 29a 23 14 18b 12c 42a 27 29c 15a 44a 26 42b 29d 38d 17c 12e 9h 41c 15d 9m 41d 43c/44 29e 9n 14b 22a 13 18c 11c 24b 24a 10c/22 34d 13b 10 27c/29 25 27b/29 21 34c 27d 30a 27a 24d 35a 13a 10a 22b 15c/16 29g/28

43 11 26 28 25 47 3 47 17 17 31 33 32 17 11 22 35 34 15 9 18 42 17 12 38 15 12 3 17 34 41 18 47 3 34 13 31 24 38 24 41 42 43 17 24 43 17 12 14 42 9 22 47 27 24 13 23 47 35 47 20 20 9 10 11

47

#6

#5

47

#8

31

33 24

25

10b/23

29
47

(49)

18

20c

20e/21 20d/21 21a

#4
47

9 40

47

16

43

(232)

43

(10)
8
8

45 8

43

(39)
7

7 3

(10)

48
48 16 3

37

18 11 29

37

(237)

37

14

FORWARD CLUTCH ACCUMULATOR BORE

NEUTRAL
TORQUE CONVERTER ASSEMBLY

(Engine Running)
2ND & 4TH SERVO

REVERSE INPUT CLUTCH ASSEMBLY

INPUT CLUTCH HOUSING ASSEMBLY

LOW AND REVERSE CLUTCH ASSEMBLY

EX

EX
11

LUBE

3RD ACCUM #7

3-4 CLUTCH FORWARD CLUTCH FEED


OVERRUN CLUTCH

4TH

RELEASE

2ND CL

APPLY

LUBE OVERRUN CLUTCH OVERRUN 2ND CLUTCH FORWARD CLUTCH FEED 3-4 CLUTCH OVERRUN CLUTCH SERVO FEED CC SIGNAL
TORQUE SIGNAL
29e 34d 34e 26a 34c 34f 25f

OVERRUN CLUTCH

ACTUATOR FEED LIMIT

ORIFICED ACCUM

TORQUE SIGNAL SERVO FEED

EX

19

3-4 ACCUM
ORF ACC

ACCUM

3RD ACCUMULATOR OVERRUN

20d

20e

20c

26b

31c

AFL

TORQUE SIGNAL

ACCUMULATOR

CASE (8)

AFL

REVERSE INPUT

LUBE

LUBE

D3

D3

EX

EX

EX

COOLER

DECREASE

EX

APPLY OVERRUN CLUTCH FORWARD CLUTCH FEED

2ND CLUTCH

OVERRUN

3-4 ACC SERVO FD 2ND

4TH

30b

38d 13a

4TH SIGNAL

2ND CL

3-4 CL

D4-3-2

RELEASE

EX

D2

EX

D4-3-2

D2

43a 32a 27a

D4

LINE

CONVERTER CLUTCH VALVE

4TH 3-4 SIGNAL


4TH
EX

2-3 SHIFT VALVE


EX

2-3 SHUTTLE
EX EX

OVERRUN CLUTCH REGULATED APPLY

3-4 SIGNAL

EX

22b

PRESS REG

CONV FD LINE

AFL

COOLER

D4

LO/REVERSE

EX

CONV FD

REGULATED APPLY

REVERSE INPUT

SUCTION

REVERSE

O EX

OVERRUN

CASE (8)

D3

3-4 CLUTCH

EX

PR LO/REV

D4

EX

16a

38b 38a

3RD ACCUM

29f
12 29g 28

28

EX

LINE

2ND 2ND 2ND CL

LINE

3RD ACCUM

D4

D3

D2

3b 3a 28a

LINE

LINE

15a 18c

REVERSE

D4

OVERRUN CL FD

FLUID PRESSURES
SUCTION

FORWARD CLUTCH FEED FILTER (72)

FORWARD CLUTCH FEED


2ND CLUTCH REVERSE INPUT

PR

D4 2ND

OVERRUN

ORIFICED D2

D4 ORIFICED D2 2ND

78

Figure 75

SUCTION CONVERTER & LUBE MAINLINE SOLENOID SIGNAL ACCUMULATOR ACTUATOR FEED LIMIT TORQUE SIGNAL

2ND CLUTCH

2ND CL

2ND

2ND CL

24m

41b

35e

15c

17b

38e

35b

39

36

36

25

20

16

17

16

22

BOTTOM PAN (SUMP) (75)

VALVE BODY (60) GASKET (52) SPACER PLATE (48) GASKET (47) LO

35d

35c

24k

16 15b

17a

41d

24h

24g

25a

25b

25d

25e

18b

12a

18a

41a

34b

36a

34a

17c

41c

21

25

18

18

39

PR

#3

#12

D3

#5

#6

#8

D4 D2

LO

D4-N.O.

FWD CL FEED D2

D2

REVERSE INPUT

D4 2ND

TFP SWITCH ASSEMBLY

REVERSE INPUT

D2 D3 D3

D3

12c

LO-N.O. REV-N.O. D2-N.C. D3-N.C.

LO

TEMP SENSOR

12b

D3

FORWARD CLUTCH ACCUMULATOR

12e 12d

PR

REGULATED APPLY

PR

3c

LO

REVERSE

EX

LO

#2

MANUAL VALVE

15d

LINE PRESSURE TAP (39)

TCC SOLENOID (66) N.O.

REVERSE REVERSE INPUT

R N D 3 2 1

OVERRUN CLUTCH

9n

LO/1ST

14b

38c

D2

14a

OFF

EX

FWD CL FD

LO/REVERSE

9o

AFL

3RD ACCUMULATOR ACTUATOR FEED LIMIT


EX

EX

EX

29b

EX

EX

29a

OFF

FORWARD ABUSE

LO OVERRUN

3-2 CONTROL

27 42b 23 14c

14

29c

3-2 CONTROL SOLENOID VALVE N.C.

ACTUATOR FEED LIMIT

PR

REV INPUT

LO/1ST

(237)

EX

40

3-2 SIGNAL

ORIFICED EX EX

43c

44 26

(238)

PUMP ASSEMBLY (4)

TORQUE SIG

29d

3-4 CLUTCH 3-4 CLUTCH

D4-3-2

2ND

EX

2ND CLUTCH

ON

24b 24a 44a

24c

D4 2ND D2

EX

EX

EX (237)

13 27c 29

D2

REV ABUSE

1-2 SHIFT VALVE

LO

3-2 DOWNSHIFT

27b

29

#4 3-4 CL

REVERSE INPUT

1-2 SHIFT SOLENOID VALVE N.O.

24d

ORIFICED EX

EX

BOOST VALVE

22 10c 25 24e

1-2 SIGNAL

OIL COOLER PIPE CONNECTOR (10)

30a 27d 22a

1-2 SIGNAL

4TH SIGNAL 3-4 SIGNAL 1-2 SIGNAL 2ND

LO

17d

LO/1ST

EX

EX

EX

D4-3-2

13b
42a

3-4 SHIFT VALVE

1-2 SIGNAL

2ND

24f

FILTERED AFL

LINE

D3

1-2 SIGNAL

ON

3-4 SIGNAL

EX

AFL

EX OVERRUN CLUTCH FEED

D3

2-3 SHIFT SOLENOID VALVE N.O.

9g

FILTER (49)

10 10a
28

9k

43b

44

ORF EX

4-3 SEQUENCE VALVE

29 23 10b

3-4 RELAY

ACTUATOR FEED LIMIT 2-3 SIGNAL

20b

PRESSURE RELIEF VALVE

11c

30

PR

10

FILTER (232)

11b

ACCUM VALVE

D4 2ND ACCUMULATOR D2

17e

EX

48b

REG APPLY REG APPLY LINE CC SIGNAL SERVO FEED 3-4 ACCUM 2ND OVERRUN CL 4TH SIGNAL SERVO FD

33b 20a

ACCUMULATOR

CASE (8)

D4

AIR BLEED (240)

TCC PWM SOLENOID VALVE N.C.


EX

EX

EX

EX

EX

VALVE BODY (60) 3-4 ACCUMULATOR

48a

REGULATED APPLY

ISOLATOR VALVE

1-2 ACCUMULATOR COVER (57)

9m
9h

AFL

ACTUATOR FEED LIMIT

PRESSURE CONTROL SOLENOID VALVE

D4

2ND CLUTCH

25g

D3

1-2 ACCUMULATOR

D3 LINE

3-4 ACCUM FILTERED AFL

LUBE

17g

COOLER

21

9e

10

21

32

31

18

3-4 ACCUMULATOR D4

11a

37a

31b

35a

33a

31a

33c

9a

21a

17f

9p

9b

9c

9f

AFL

AFL

9d

FILTER (50)

#1

3-4 ACCUMULATOR

2ND CLUTCH

#10

REV INPUT

#9

EX

REAR LUBE
24

PR LO/REVERSE

NEUTRAL
(Engine Running)
DRIVES IN NEUTRAL

Forward Clutch
The clutch does not release.

Manual Valve Link (89)


Disconnected

Case (103)
The face is not flat. Internal leakage exists
ENGINE STALLS IN NEUTRAL

TCC System
Stuck On or dragging

1-2 SHIFT SOLENOID VALVE ON

2-3 SHIFT SOLENOID VALVE ON

2-4 BAND

REVERSE INPUT CLUTCH

OVERRUN CLUTCH

FORWARD CLUTCH

FORWARD SPRAG CL. ASSEMBLY

3-4 CLUTCH

LO-ROLLER CLUTCH

LO/REV CLUTCH

78A

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 44 45 46 47 48 SUCTION DECREASE LINE CONVERTER FEED RELEASE APPLY COOLER LUBE ACTUATOR FEED LIMIT FILTERED ACTUATOR FEED TORQUE SIGNAL PR D4-3-2 LO/REVERSE REVERSE REVERSE INPUT D4 FORWARD CLUTCH FEED REAR LUBE ACCUMULATOR ORIFICED ACCUMULATOR 1-2 SIGNAL 2-3 SIGNAL 2ND 2ND CLUTCH C. C. SIGNAL 3-4 SIGNAL 3RD ACCUMULATOR 3-4 CLUTCH 4TH SIGNAL SERVO FEED 4TH 3-4 ACCUMULATOR D3 OVERRUN OVERRUN CLUTCH FEED OVERRUN CLUTCH D2 ORIFICED D2 3-2 SIGNAL LO LO/1ST EXHAUST ORIFICED EXHAUST VENT SEAL DRAIN VOID REGULATED APPLY

COMPONENTS (
(8) (10) (11) (38) (39) (40) (49) (50) (61) (91) (232) (237) (238) (240)

REAR LUBE (ORIFICED CUP PLUG/REAR CASE) OIL COOLER PIPE CONNECTOR CASE SERVO ORIFICED PLUG ACCUMULATOR BLEED PLUG LINE PRESSURE TAP 3RD ACCUM. RETAINER AND BALL ASSEMBLY (#7) SHIFT SOLENOIDS SCREEN PRESSURE CONTROL SOLENOID SCREEN CHECKBALLS (#1, 2, 3, 4, 5, 6, 8, 12) CHECKBALL (#10) OIL PUMP COVER SCREEN CHECK VALVE RETAINER AND BALL ASSEMBLY CONVERTER CLUTCH SIGNAL ORIFICED CUP PLUG ORIFICED CUP PLUG

78B

NEUTRAL

(Engine Running)
PRESSURE RELIEF VALVE BORE
45 47 3 2 4 2 3 43 1 48 16 4
46

(240)
2 47

2 3

45

(240)
47

45

(240)

(232)
3 3 4 2 1

8 43 3 4 5 7

8 2 43

4 5

13

3 16

43

6 48 1

5 8 37 29 18

43

43

16

5 37 29 18

4 37

(238)
4

16

47

46 43

(237)
11

16

11 29

43 43

47 37

(237)

46 3 47 37

37

37

(237)
1

47 29

16

3 16 29 11 18

PUMP BODY (200) (Pump Cover Side)


38 41 3 29 16 47 16 29 15 29 11 47 18 18 30 34 25 47 37 43 37 48 48 47 9 28
32

PUMP COVER (215) (Pump Body Side)


38 41 34 15b/16

48

37

18

11 29

16 3

PUMP COVER (215) (Case Side)


38b

CASE (103) (Pump Cover Side)


9 9 47 9 26 3 25 48 11 3 48 47 37 36 43 43 24 47 30 34 47 30 27 24 47 47 25 29 15 3 43 28 29 29 16
34

47 3 3 3 16 16 9 29 11 29 9 9

12

12
29f/28

12a 29b

38a 41b 12b 34a 41a

47 25 47 9

10

3a 38c

38

34

18

17 12

14 17

REAR LUBE
9o

41 18 9 24 27 34 13 34 35 39 31 24 22

44

9 22

12 14 12 47 10 47

24

11 22

#10

30b 47 14 34f

27

13 47

24 47 9 33
33

25a 36 17 32 28 26 9 47 47 25 9 44 11 25 25 9p

35

33

24m/25 24g 16 24k/25 24h 7 5 31c 33c 43a 25b

34e 31b 36a

38e/39

9g 9k/10

28

24f 24e 31a

24c

33a

35d/36 20 33b

37

36

33 9 20 33

TO LOW AND REVERSE CLUTCH

43b/44 37a

17f

48b

35b 35c/39 35e/36 31 20a 20b 17g 30

48a 26a 3c 11b

28a

32a 25f

9f

26b

9c 11a 3b 25e 9d/10

25g

26 3 47

11

#7 (40)
9 47 47

#1
21

32 9e
25d 9a

9b

#3

41

47

38

43 47

(38)
19

#2

#12

43

CASE (103) (Control Valve Body Side)

SPACER PLATE (48) (Case/Control Valve Body)


12 29 29 29 47 29 29 15 9 9 34 27 30 27 24 33 43 43 37 28 25 26 26 11 3 9 11 25 9 9 25 20 21 21 9 25 9 25 9 10 9 3 33 36 32 31 33 31 36 17 35 20 9 20 26 26 25 11 3 9 20 48 25 48 22 35 34 34 27 24 24 24 39 39 9 24 13 10 10 13 29 15 38 41 18 24 24 17 41 38 16 18 12 38 41 12 34 18 18 18 17 42 44 44 9 22 10 30 30 34 25 24 31 43 44 33 37 36 28 25 11 25 20 21 32 31 33 33 17 20 17 9 24 24 14 11 22 27 29 35 34 31 35 9 35/39 20 10 47 24 34 13 24 10 23 12 29 34 17 14 12 42 9 38 41 14 40 29 15 9 9 34 13 15 43 29 29 15 18 38 41 18 24 28 16 12 17 41 17 42 44 43 24 22 12 29 38 34 38 3 12 17 41 34 18 17 12 14 42 12 9 22 14 38 41 14

CONTROL VALVE BODY (60) (Case Side)

2-4 SERVO BORE


16 47 9

16

NOTE: INDICATES BOLT HOLES

11
28 44

29

#7/(40)

(11)
30 34 32 25 24 25 31 25 25

11

27 24

24 38

- NON-FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO SIMPLIFY TRACING FLUID FLOW. - EXHAUST FLUID NOT SHOWN

25

48

48

9 43 9

26

21

25

CASE (103) (2-4 Servo Bore)

25 9

25 20

GASKET (47) (Case/Spacer Plate)

GASKET (52) (Spacer Plate/Control Valve Body)

1-2 ACCUMULATOR COVER (57)

Figure 76

FOLDOUT 79

(50)

38

17

47

42

19

12

17a/18 14c 34b 17e 18a 22 16a 12d 14a 17 17b/18 17d 29a 23 14 18b 12c 42a 27 29c 15a 44a 26 42b 29d 38d 17c 12e 9h 41c 15d 9m 41d 43c/44 29e 9n 14b 22a 13 18c 11c 24b 24a 10c/22 34d 13b 10 27c/29 25 27b/29 21 34c 27d 30a 27a 24d 35a 13a 10a 22b 15c/16 29g/28

43 11 26 28 25 47 3 47 17 17 31 33 32 17 11 22 35 34 15 9 18 42 17 12 38 15 12 3 17 34 41 18 47 3 34 13 31 24 38 24 41 42 43 17 24 43 17 12 14 42 9 22 47 27 24 13 23 47 35 47 20 20 9 10 11

47

#6

#5

47

#8

31

33 24

25

10b/23

29
47

(49)

18

20c

20e/21 20d/21 21a

#4
47

9 40

47

43

(232)

43

(10)
8
8

45 8

43

(39)
7

7 3

(10)

48
48 18 11 29 16 3 37

(237)
37

14

FORWARD CLUTCH ACCUMULATOR BORE

OVERDRIVE RANGE FIRST GEAR


TORQUE CONVERTER ASSEMBLY

2ND & 4TH SERVO

REVERSE INPUT CLUTCH ASSEMBLY

INPUT CLUTCH HOUSING ASSEMBLY

LOW AND REVERSE CLUTCH ASSEMBLY

EX

EX
11

LUBE

3RD ACCUM #7

3-4 CLUTCH FORWARD CLUTCH FEED

RELEASE

2ND CL

EX

4TH

APPLY

OVERRUN CLUTCH OVERRUN


OVERRUN CLUTCH

ORIFICED ACCUM

3RD ACCUMULATOR OVERRUN

20d

TORQUE SIGNAL

20c

26b

31c

AFL

LUBE

17g

COOLER
CASE (8)

21

9e

10

TORQUE SIGNAL

REVERSE INPUT

LUBE

EX

48a

LUBE

D3

D3

EX

EX

EX

COOLER

DECREASE

APPLY OVERRUN CLUTCH FORWARD CLUTCH FEED

2ND CLUTCH

OVERRUN

EX

3-4 ACC SERVO FD 2ND

4TH

4TH SIGNAL

2ND CL

3-4 CL

D4-3-2

RELEASE

EX

D2

EX

CONVERTER CLUTCH VALVE

32a 27a

D4

LINE

4TH 3-4 SIGNAL


4TH
EX

2-3 SHIFT VALVE


EX

2-3 SHUTTLE
EX EX

OVERRUN CLUTCH REGULATED APPLY

3-4 SIGNAL

EX

22b

PRESS REG

CONV FD LINE

AFL

COOLER

EX

EX

EX

D4

EX

CONV FD

REGULATED APPLY

REVERSE INPUT

SUCTION

REVERSE

O EX

(238) (237)

OVERRUN

CASE (8)

14

D3

29c 29a 29b

3-4 CLUTCH

EX

EX

EX

EX

EX

OFF

3-2 CONTROL SOLENOID VALVE N.C.

ACTUATOR FEED LIMIT


FORWARD ABUSE

3-2 CONTROL

LO OVERRUN

27

D4

OFF
LINE PRESSURE TAP (39)

EX OVERRUN CLUTCH

9o

PR LO/REV

AFL

3RD ACCUMULATOR ACTUATOR FEED LIMIT

EX

42b

FWD CL FD

LO/REVERSE LO/1ST

23 14c

9n

14a 14b 38c 38b 38a

3RD ACCUM

TCC SOLENOID (66) N.O.


LINE

15d 16a 29f


12 29g 28

REVERSE REVERSE INPUT #2

R N D 3 2 1

D2

EX

28

MANUAL VALVE
EX

LINE

3RD ACCUM
2ND 2ND 2ND CL

D4

D3

D2

REGULATED APPLY

3c

3b 3a 28a 15a

LINE

LINE REVERSE

D3

FORWARD CLUTCH ACCUMULATOR

PR

LO

REVERSE

EX
12e

LO

PR D2 D3

12d 12c 12b

REVERSE INPUT

D3

D4

OVERRUN CL FD

FLUID PRESSURES
SUCTION CONVERTER & LUBE MAINLINE SOLENOID SIGNAL ACCUMULATOR ACTUATOR FEED LIMIT TORQUE SIGNAL

FORWARD CLUTCH FEED REVERSE INPUT


2ND CLUTCH

18c

SUCTION

2ND CL

FILTER (72)

2ND

2ND CL

35b

39

36

25

36

16

20

16

17

16

22
18

BOTTOM PAN (SUMP) (75)


OVERRUN

2ND CLUTCH REVERSE INPUT ORIFICED D2

FORWARD CLUTCH FEED

VALVE BODY (60) GASKET (52) SPACER PLATE (48) GASKET (47) LO D4 ORIFICED D2 2ND

35d

35c

24k

15b

24m

17a

35e

15c

17b

24h

24g

25a

25b

25d

25e

18b

12a

18a

41a

41b

41d

34b

36a

34a

17c

41c

38e

21

25

18

PR

D4 2ND

39

80

Figure 77

PR

#3

#12

D3

#8

LO

#5

#6

D4 D2

D4-N.O.

FWD CL FEED D2

D2

D4 2ND

TFP SWITCH ASSEMBLY

LO-N.O. REV-N.O. D2-N.C. D3-N.C.

LO

TEMP SENSOR

D3

PR

REV INPUT

LO/1ST

PUMP ASSEMBLY (4)

TORQUE SIG

29d 40

3-4 CLUTCH 3-4 CLUTCH 3-2 SIGNAL

D4-3-2 EX

2ND ORIFICED EX EX

EX

2ND CLUTCH

ON

24c 24b 24a 44a 43c 44 26

D4 2ND D2

EX

EX

EX (237)

LO

13 27c 29

D2

3-2 DOWNSHIFT

REV ABUSE

1-2 SHIFT VALVE

27b

24d

LO/REVERSE

29

#4 3-4 CL

REVERSE INPUT

ORIFICED EX

EX

BOOST VALVE

1-2 SHIFT SOLENOID VALVE N.O.

22 10c 25 24e

OIL COOLER PIPE CONNECTOR (10)

30a 27d 22a

1-2 SIGNAL

4TH SIGNAL 3-4 SIGNAL 1-2 SIGNAL 2ND

LO

LO/1ST 1-2 SIGNAL

3-4 SHIFT VALVE

D4-3-2

1-2 SIGNAL

2ND

24f 13b 42a

17d

FILTERED AFL

LINE

D3

1-2 SIGNAL

3-4 SIGNAL

EX

FILTER (49)

D4-3-2

D2

43a

AFL

EX OVERRUN CLUTCH FEED

D3

2-3 SHIFT SOLENOID VALVE N.O.

9g

10 10a
28

9k

ON

PRESSURE RELIEF VALVE

11c 30b
5

SERVO FEED 2ND 4TH SIGNAL ORF EX


3-4 RELAY

30

20b 38d 13a

43b

44

4-3 SEQUENCE VALVE

ACTUATOR FEED LIMIT 2-3 SIGNAL

29 23 10b

PR

10

EX

48b 11b

FILTER (232)

REG APPLY REG APPLY LINE

ACCUMULATOR

33b 20a 17e

CC SIGNAL 3-4 ACCUM OVERRUN CL SERVO FD

ACCUM VALVE

D4 2ND ACCUMULATOR D2

CASE (8)

AIR BLEED (240)

TCC PWM SOLENOID VALVE N.C.

ACTUATOR FEED LIMIT


EX EX EX
ISOLATOR VALVE

EX

REGULATED APPLY

PRESSURE CONTROL SOLENOID VALVE


D4

2ND CLUTCH

25g

1-2 ACCUMULATOR
1-2 ACCUMULATOR COVER (57) VALVE BODY (60) 3-4 ACCUMULATOR

9m
9h

ACCUMULATOR

AFL

D3

D3 LINE

3-4 ACCUM FILTERED AFL

21

32

31

18

AFL

D4

3-4 ACCUMULATOR D4

20e

29e

11a

34d

34e

37a

31b

35a

26a

33a

31a

34c

33c

9a

21a

34f

25f

17f

9p

9b

9c

9f

AFL

AFL

9d

#1

ORF ACC

ACCUM

3-4 CLUTCH OVERRUN CLUTCH SERVO FEED CC SIGNAL

FILTER (50)

#9

REV INPUT

OVERRUN CLUTCH

LUBE

REAR LUBE 24

FORWARD CLUTCH FEED

2ND CLUTCH

2ND CLUTCH ACTUATOR FEED LIMIT


#10

PR LO/REVERSE

TORQUE SIGNAL SERVO FEED

3-4 ACCUMULATOR
EX
19

3-4 ACCUM

OVERDRIVE RANGE FIRST GEAR


1ST GEAR RANGE ONLY - NO UPSHIFT

Valve Body Spacer Plate (48)


Mispositioned or damaged

Shift Solenoid Valves (379)


Stuck or damaged Faulty electrical connection

2-4 Band (602)


Worn or damaged
SLIPS IN 1ST GEAR

Forward Clutch Housing (628)


Damaged

1-2 Accumulator Valve (371)


Stuck

Torque Converter (1)


Stator roller clutch not holding

1-2 SHIFT SOLENOID VALVE ON

2-3 SHIFT SOLENOID VALVE ON

2-4 BAND

REVERSE INPUT CLUTCH

OVERRUN CLUTCH

FORWARD CLUTCH APPLIED

FORWARD SPRAG CL. ASSEMBLY HOLDING

3-4 CLUTCH

LO-ROLLER CLUTCH HOLDING

LO/REV CLUTCH

80A

OVERDRIVE RANGE FIRST GEAR


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 44 45 46 47 48 SUCTION DECREASE LINE CONVERTER FEED RELEASE APPLY COOLER LUBE ACTUATOR FEED LIMIT FILTERED ACTUATOR FEED TORQUE SIGNAL PR D4-3-2 LO/REVERSE REVERSE REVERSE INPUT D4 FORWARD CLUTCH FEED REAR LUBE ACCUMULATOR ORIFICED ACCUMULATOR 1-2 SIGNAL 2-3 SIGNAL 2ND 2ND CLUTCH C. C. SIGNAL 3-4 SIGNAL 3RD ACCUMULATOR 3-4 CLUTCH 4TH SIGNAL SERVO FEED 4TH 3-4 ACCUMULATOR D3 OVERRUN OVERRUN CLUTCH FEED OVERRUN CLUTCH D2 ORIFICED D2 3-2 SIGNAL LO LO/1ST EXHAUST ORIFICED EXHAUST VENT SEAL DRAIN VOID REGULATED APPLY

COMPONENTS (
(8) (10) (11) (38) (39) (40) (49) (50) (61) (91) (232) (237) (238) (240)

REAR LUBE (ORIFICED CUP PLUG/REAR CASE) OIL COOLER PIPE CONNECTOR CASE SERVO ORIFICED PLUG ACCUMULATOR BLEED PLUG LINE PRESSURE TAP 3RD ACCUM. RETAINER AND BALL ASSEMBLY (#7) SHIFT SOLENOIDS SCREEN PRESSURE CONTROL SOLENOID SCREEN CHECKBALLS (#1, 2, 3, 4, 5, 6, 8, 12) CHECKBALL (#10) OIL PUMP COVER SCREEN CHECK VALVE RETAINER AND BALL ASSEMBLY CONVERTER CLUTCH SIGNAL ORIFICED CUP PLUG ORIFICED CUP PLUG

80B

OVERDRIVE RANGE FIRST GEAR


PRESSURE RELIEF VALVE BORE
45 47 3 2 4 2 3 43 1 48 16 4
46

(240)
2
47

2 3

45


45

(240)
47

(240)

(232)
3 3 4 2

8 43 3 4 5 7 7 43

8 2

4 5

13

3 16

43

5 8 37 29 18

43

43

16

5 37 29 18 8

48 4

4 37

(238)
4

16

47

46 43

(237)

11

16

11 29

43 43

47 37

(237)

46 3 47 37

37

37

(237)
1

47 29

16

3 16 29 11 18

PUMP BODY (200) (Pump Cover Side)


38 41 3 29 16 47 16 29 15 29 11 47 18 30 34 25 47 37 43 37 48 48 47 9 28
32

PUMP COVER (215) (Pump Body Side)


38 41 34 15b/16

48

37

18

11 29

16 3

PUMP COVER (215) (Case Side)


38b

CASE (103) (Pump Cover Side)


9 9 47 9 26 3 25 48 11 3 48 47 37 36 43 43 24 47 30 34 47 30 27 24 47 47 25 29 15 3 43 28 29 29 16
34

47 3 3 3 16 16 9 29 11 18 29 9 9

12

12
29f/28

12a 29b

38a 41b 12b 34a 41a

47 25 47 9

10

3a 38c

38

34

18

17 12

14 17

REAR LUBE

41 18 9 24 27 34 13 34 35 39 31 24 22

44

9 22

12 14 12 47 10 47

24

11 22

#10

30b 47 14 34f

27

13 47

24 47 9 33
33

25a 36 17 32 28 26 9 47 47 25 9 44 11 25 25 9p

35

33

24m/25 24g 16 24k/25 24h 7 5 31c 33c 43a 25b

34e 31b 36a

38e/39

9g 9k/10

28

24f 24e 31a

24c

33a

35d/36 20 33b

37

36

33 9 20 33

TO LOW AND REVERSE CLUTCH

43b/44 37a

17f

48b

35b 35c/39 35e/36 31 20a 20b 17g 30

48a 26a 3c 11b

28a

32a 25f

9f

26b

9c 11a 3b 25e 9d/10

25g

26 3 47

11

#7 (40)
9 47 47

#1
21

32 9e
25d 9a

9b

#3

41

47

38

43 47

(38)
19

#2

#12

43

CASE (103) (Control Valve Body Side)

12 29 29 29 47 29 29 15 9 9 34 27 30 34 32 25 24 25 31 43 43 48 48 37 28 25 26 9 26 3 26 11 3 9 9 11 25 9 9 25 20 21 21 33 36 32 25 25 27 24 33 31 33 31 36 17 35 20 9 20 20 22 35 34 34 27 24 24 24 39 39 9 24 13 10 10 13 29 15 38 41 18 24 24 17 41 38 16 18 12 38 41 12 34 18 18 18 17 42 44 44 9 22 10 14 12 34 17 14 12 42 38 41 14

SPACER PLATE (48) (Case/Control Valve Body)


12 29 15 40 9 29 15 29 11 30 30 34 25 24 31 43 25 48 48 26 9 3 9 25 9 26 25 11 3 25 9 10 9 44 33 37 36 28 25 11 25 20 21 32 31 33 33 17 20 17 9 24 24 22 27 29 35 34 31 35 9 35/39 20 10 47 24 34 13 24 10 23 9 9 34 13 43 29 29 15 18 38 41 18 24 28 16 12 17 41 17 42 44 43 24 22 38 34 38 3 12 17 41 34 18 17 12 14 42 12 9 22 14 38 41 14

CONTROL VALVE BODY (60) (Case Side)

2-4 SERVO BORE


16 47 9

16

NOTE: INDICATES BOLT HOLES

11
28 44

29

#7/(40)

(11)
30

11

27 24

24 38

- NON-FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO SIMPLIFY TRACING FLUID FLOW. - EXHAUST FLUID NOT SHOWN

25

43

21

25

CASE (103) (2-4 Servo Bore)

25 9

25 20

GASKET (47) (Case/Spacer Plate)

GASKET (52) (Spacer Plate/Control Valve Body)

1-2 ACCUMULATOR COVER (57)

Figure 78

FOLDOUT 81

(50)

38

17

47

42

19

12

9o

17a/18 14c 34b 17e 18a 22 16a 12d 14a 17 17b/18 17d 29a 23 14 18b 12c 42a 27 29c 15a 44a 26 42b 29d 38d 17c 12e 9h 41c 15d 9m 41d 43c/44 29e 9n 14b 22a 13 18c 11c 24b 24a 10c/22 34d 13b 10 27c/29 25 27b/29 21 34c 27d 30a 27a 24d 35a 13a 10a 22b 15c/16 29g/28

43 11 26 28 25 47 3 47 17 17 31 33 32 17 11 22 35 34 15 9 18 42 17 12 38 15 12 3 17 34 41 18 3 34 13 31 24 38 24 41 42 43 17 24 43 17 12 14 42 9 22 47 27 24 13 23 47 35 47 20 20 9 10 11

47

#6

#5

47

#8

31

33 24

25

10b/23

29
47

(49)

18

20c

20e/21 20d/21 21a

#4
47

9 40

47

43

43 7
7

(232)

43

(10)
8
8

45 8

(39)

7 3

(10)


37

48
48 18 11 29 16 3 37

(237)

14

47

FORWARD CLUTCH ACCUMULATOR BORE

OVERDRIVE RANGE SECOND GEAR


TORQUE CONVERTER ASSEMBLY

2ND & 4TH SERVO

REVERSE INPUT CLUTCH ASSEMBLY

INPUT CLUTCH HOUSING ASSEMBLY

LOW AND REVERSE CLUTCH ASSEMBLY

EX

EX
11

LUBE

3RD ACCUM #7

3-4 CLUTCH FORWARD CLUTCH FEED

RELEASE

2ND CL

EX

4TH

APPLY

OVERRUN CLUTCH
OVERRUN CLUTCH

ORIFICED ACCUM

3RD ACCUMULATOR OVERRUN

20d

TORQUE SIGNAL

20c

26b

31c

17g

COOLER

21

9e

10

AFL

LUBE

TORQUE SIGNAL

REVERSE INPUT

LUBE

EX

48a

LUBE

D3

D3

EX

EX

EX

COOLER

DECREASE

APPLY OVERRUN CLUTCH FORWARD CLUTCH FEED

2ND CLUTCH

OVERRUN

EX

3-4 ACC SERVO FD 2ND

4TH

4TH SIGNAL

2ND CL

3-4 CL

D4-3-2

RELEASE

EX

D2

EX

CONVERTER CLUTCH VALVE

32a 27a

D4

LINE

4TH 3-4 SIGNAL

4TH
EX

2-3 SHIFT VALVE


EX

2-3 SHUTTLE
EX EX

OVERRUN CLUTCH REGULATED APPLY

3-4 SIGNAL

EX

22b

PRESS REG

CONV FD LINE

1-2 SIGNAL

AFL

EX

EX

COOLER

3-4 SHIFT VALVE

2ND

24f 13b

D4-3-2
LO

EX

EX

CONV FD

LO

REGULATED APPLY

REVERSE INPUT

SUCTION

13 27c 29

D2

EX

EX

1-2 SHIFT VALVE


O EX

24d 24c

REVERSE

(238) (237)

OVERRUN

CASE (8)

14

D3

29c 29a 29b

3-4 CLUTCH

EX

EX

EX

EX

EX

ON

3-2 CONTROL SOLENOID VALVE N.C.

ACTUATOR FEED LIMIT


FORWARD ABUSE

3-2 CONTROL

LO OVERRUN

27

D4

OFF
LINE PRESSURE TAP (39)

EX OVERRUN CLUTCH

9o

PR LO/REV

AFL

3RD ACCUMULATOR ACTUATOR FEED LIMIT P

EX

42b

FWD CL FD

LO/REVERSE LO/1ST

23 14c

9n

14a

3RD ACCUM

TCC SOLENOID (66) N.O.


LINE

14b 38c 38b 38a

15d 16a 29f


12 29g 28

REVERSE REVERSE INPUT

R N D 3 2 1

D2

EX

EX

LINE

3RD ACCUM
2ND 2ND 2ND CL

D4

D3

D2

REGULATED APPLY

3c

3b 3a 28a 15a

LINE

LINE REVERSE

D3

FORWARD CLUTCH ACCUMULATOR

PR

LO

REVERSE

EX
12e

LO

#2

28

MANUAL VALVE

PR D2 D3

12d 12c 12b

REVERSE INPUT

D3

D4

OVERRUN CL FD

FLUID PRESSURES
SUCTION CONVERTER & LUBE MAINLINE SOLENOID SIGNAL ACCUMULATOR ACTUATOR FEED LIMIT TORQUE SIGNAL

FORWARD CLUTCH FEED

18c

SUCTION

2ND CLUTCH

2ND CL

FILTER (72)

2ND

2ND CL

35b

39

36

25

36

16

20

16
25

17

16

22
18

BOTTOM PAN (SUMP) (75)

2ND CLUTCH REVERSE INPUT


FORWARD CLUTCH FEED

VALVE BODY (60) GASKET (52) SPACER PLATE (48) GASKET (47) LO D4 ORIFICED D2 2ND

35d

35c

24k

15b

24m

17a

35e

25d

15c

17b

24h

24g

25a

25b

25e

18b

12a

18a

41a

41b

41d

34b

36a

34a

17c

41c

38e

21

18

PR

D4 2ND

39

OVERRUN

ORIFICED D2

82

Figure 79

PR

#3

#12

D3

#8

LO

#5

#6

D4 D2

D4-N.O.

FWD CL FEED D2

D2

REVERSE INPUT

D4 2ND

TFP SWITCH ASSEMBLY

LO-N.O. REV-N.O. D2-N.C. D3-N.C.

LO

TEMP SENSOR

D3

PR

REV INPUT

LO/1ST

PUMP ASSEMBLY (4)

TORQUE SIG

29d 40

3-4 CLUTCH 3-4 CLUTCH 3-2 SIGNAL

D4-3-2 EX

EX

2ND CLUTCH

OFF

24b 24a 44a

2ND

ORIFICED EX EX

43c

44 26

D4 2ND D2

EX (237)

27b

3-2 DOWNSHIFT

REV ABUSE

LO/REVERSE

29

#4 3-4 CL

REVERSE INPUT

ORIFICED EX

EX

BOOST VALVE

1-2 SHIFT SOLENOID VALVE N.O.

22 10c 25 24e

OIL COOLER PIPE CONNECTOR (10)

D4

30a 27d 22a 1-2

SIGNAL

4TH SIGNAL 3-4 SIGNAL 1-2 SIGNAL 2ND

LO/1ST 1-2 SIGNAL

42a

17d

FILTERED AFL

LINE

D3

1-2 SIGNAL

3-4 SIGNAL

EX

FILTER (49)

D4-3-2

D2

43a

AFL

EX OVERRUN CLUTCH FEED

D3

2-3 SHIFT SOLENOID VALVE N.O.


9g

10 10a 9k

ON

28

PRESSURE RELIEF VALVE

11c 30b
5

SERVO FEED 2ND 4TH SIGNAL

30

20b 38d 13a

43b

44

ORF EX

3-4 RELAY

4-3 SEQUENCE VALVE

ACTUATOR FEED LIMIT 2-3 SIGNAL

29 23 10b

PR

10

FILTER (232)

11b

CC SIGNAL 3-4 ACCUM OVERRUN CL SERVO FD

ACCUM VALVE

D4 2ND ACCUMULATOR D2

48b

EX

REG APPLY REG APPLY LINE

33b 20a 17e

ACCUMULATOR

CASE (8)

AIR BLEED (240)

TCC PWM SOLENOID VALVE N.C.

ACTUATOR FEED LIMIT


EX EX EX
ISOLATOR VALVE

EX

REGULATED APPLY

PRESSURE CONTROL SOLENOID VALVE


D4

2ND CLUTCH

25g

1-2 ACCUMULATOR
1-2 ACCUMULATOR COVER (57) VALVE BODY (60) 3-4 ACCUMULATOR

9m
9h

ACCUMULATOR

CASE (8)

AFL

D3

D3 LINE

3-4 ACCUM FILTERED AFL

21

32

31

18

AFL

D4

3-4 ACCUMULATOR D4

20e

29e

11a

34d

34e

37a

31b

35a

26a

33a

31a

34c

33c

9a

21a

34f

25f

17f

9p

9b

9c

9f

AFL

AFL

9d

#1

ORF ACC

ACCUM

3-4 CLUTCH OVERRUN CLUTCH SERVO FEED CC SIGNAL

FILTER (50)

#9

REV INPUT

OVERRUN CLUTCH

LUBE OVERRUN

REAR LUBE 24

FORWARD CLUTCH FEED

2ND CLUTCH

2ND CLUTCH

#10

ACTUATOR FEED LIMIT

PR LO/REVERSE

TORQUE SIGNAL SERVO FEED

3-4 ACCUMULATOR
EX
19

3-4 ACCUM

OVERDRIVE RANGE SECOND GEAR


SLIPPING OR ROUGH 1-2 SHIFT

1-2 Accumulator Valve (371)


Stuck

2nd Apply Piston Pin (13)


Too long or too short

1-2 Accumulator Housing (57)


Nicks or burrs
2ND GEAR STARTS

Forward Clutch Sprag Assembly (642)


Installed backwards

1-2 SHIFT SOLENOID VALVE OFF

2-3 SHIFT SOLENOID VALVE ON

2-4 BAND APPLIED

REVERSE INPUT CLUTCH

OVERRUN CLUTCH

FORWARD CLUTCH APPLIED

FORWARD SPRAG CL. ASSEMBLY HOLDING

3-4 CLUTCH

LO-ROLLER CLUTCH

LO/REV CLUTCH

82A

OVERDRIVE RANGE SECOND GEAR


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 44 45 46 47 48 SUCTION DECREASE LINE CONVERTER FEED RELEASE APPLY COOLER LUBE ACTUATOR FEED LIMIT FILTERED ACTUATOR FEED TORQUE SIGNAL PR D4-3-2 LO/REVERSE REVERSE REVERSE INPUT D4 FORWARD CLUTCH FEED REAR LUBE ACCUMULATOR ORIFICED ACCUMULATOR 1-2 SIGNAL 2-3 SIGNAL 2ND 2ND CLUTCH C. C. SIGNAL 3-4 SIGNAL 3RD ACCUMULATOR 3-4 CLUTCH 4TH SIGNAL SERVO FEED 4TH 3-4 ACCUMULATOR D3 OVERRUN OVERRUN CLUTCH FEED OVERRUN CLUTCH D2 ORIFICED D2 3-2 SIGNAL LO LO/1ST EXHAUST ORIFICED EXHAUST VENT SEAL DRAIN VOID REGULATED APPLY

COMPONENTS (
(8) (10) (11) (38) (39) (40) (49) (50) (61) (91) (232) (237) (238) (240)

REAR LUBE (ORIFICED CUP PLUG/REAR CASE) OIL COOLER PIPE CONNECTOR CASE SERVO ORIFICED PLUG ACCUMULATOR BLEED PLUG LINE PRESSURE TAP 3RD ACCUM. RETAINER AND BALL ASSEMBLY (#7) SHIFT SOLENOIDS SCREEN PRESSURE CONTROL SOLENOID SCREEN CHECKBALLS (#1, 2, 3, 4, 5, 6, 8, 12) CHECKBALL (#10) OIL PUMP COVER SCREEN CHECK VALVE RETAINER AND BALL ASSEMBLY CONVERTER CLUTCH SIGNAL ORIFICED CUP PLUG ORIFICED CUP PLUG

82B

OVERDRIVE RANGE SECOND GEAR


PRESSURE RELIEF VALVE BORE
45 47 3 2 4 2 3 43 1 48 16 4
46

(240)
2 47

2 3

45

(240)
47

45

(240)

(232)
3 3 4 2 1

8 43 3 4 5 7

8 2 43

4 5

13

3 16

43

6 48 1

5 8 37 29 18

43

43

16

5 37 29 18

4 37

(238)
4

16

47

46 43

(237)

16

11 29

43 43

47 37

(237)

11

47 29

46 3 47 16 37

37

37

(237)
1

3 16 29 11 18

PUMP BODY (200) (Pump Cover Side)


38 41 3 29 16 47 16 29 15 29 11 47 18 30 34 25 47 37 43 37 48 48 47 9 28
32

PUMP COVER (215) (Pump Body Side)


38 41 34 15b/16

48

37

18

11 29

16 3

PUMP COVER (215) (Case Side)


38b

CASE (103) (Pump Cover Side)


9 9 47 9 26 3 25 48 11 3 48 47 37 36 43 43 24 47 30 34 47 30 27 24 47 47 25 29 15 3 43 28 29 29 16
34

47 3 3 3 16 16 9 29 11 18 29 9 9

12

12
29f/28

12a 29b

38a 41b 12b 34a 41a

47 25 47 9

10

3a 38c

38

34

18

17 12

14 17

REAR LUBE

41 18 9 24 27 34 13 34 35 39 31 24 22

44

9 22

12 14 12 47 10 47

24

11 22

#10

30b 47 14 34f

27

13 47

24 47 9 33
33

25a 36 17 32 28 26 9 47 47 25 9 44 11 25 25 9p

35

33

24m/25 24g 16 24k/25 24h 7 5 31c 33c 43a 25b

34e 31b 36a

38e/39

9g 9k/10

28

24f 24e 31a

24c

33a

35d/36 20 33b

37

36

33 9 20 33

TO LOW AND REVERSE CLUTCH

43b/44 37a

17f

48b

35b 35c/39 35e/36 31 20a 20b 17g 30

48a 26a 3c 11b

28a

32a 25f

9f

26b

9c 11a 3b 25e 9d/10

25g

26 3 47

11

#7 (40)
9 47 47

#1
21

32 9e
25d 9a

9b

#3

41

47

38

43 47

(38)
19

#2

#12

43

CASE (103) (Control Valve Body Side)

SPACER PLATE (48) (Case/Control Valve Body)


12 29 29 29 47 29 29 15 9 9 34 27 30 27 24 33 43 43 37 28 25 26 26 11 3 9 11 25 9 9 25 20 21 21 9 25 9 25 9 10 9 3 33 36 32 31 33 31 36 17 35 20 9 20 26 26 25 11 3 9 20 48 25 48 22 35 34 34 27 24 24 24 39 39 9 24 13 10 10 13 29 15 38 41 18 24 24 17 41 38 16 18 12 38 41 12 34 18 18 18 17 42 44 44 9 22 10 30 30 34 25 24 31 43 44 33 37 36 28 25 11 25 20 21 32 31 33 33 17 20 17 9 24 24 14 11 22 27 29 35 34 31 35 9 35/39 20 10 47 24 34 13 24 10 23 12 29 34 17 14 12 42 9 38 41 14 40 29 15 9 9 34 13 15 43 29 29 15 18 38 41 18 24 28 16 12 17 41 17 42 44 43 24 22 12 29 38 34 38 3 12 17 41 34 18 17 12 14 42 12 9 22 14 38 41 14

CONTROL VALVE BODY (60) (Case Side)

2-4 SERVO BORE


16 47 9

16

NOTE: INDICATES BOLT HOLES

11
28 44

29

#7/(40)

(11)
30 34 32 25 24 25 31 25 25

11

27 24

24 38

- NON-FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO SIMPLIFY TRACING FLUID FLOW. - EXHAUST FLUID NOT SHOWN

25

48

48

9 43 9

26

21

25

CASE (103) (2-4 Servo Bore)

25 9

25 20

GASKET (47) (Case/Spacer Plate)

GASKET (52) (Spacer Plate/Control Valve Body)

1-2 ACCUMULATOR COVER (57)

Figure 80

FOLDOUT 83

(50)

38

17

47

42

19

12

9o

17a/18 14c 34b 17e 18a 22 16a 12d 14a 17 17b/18 17d 29a 23 14 18b 12c 42a 27 29c 15a 44a 26 42b 29d 38d 17c 12e 9h 41c 15d 9m 41d 43c/44 29e 9n 14b 22a 13 18c 11c 24b 24a 10c/22 34d 13b 10 27c/29 25 27b/29 21 34c 27d 30a 27a 24d 35a 13a 10a 22b 15c/16 29g/28

43 11 26 28 25 47 3 47 17 17 31 33 32 17 11 22 35 34 15 9 18 42 17 12 38 15 12 3 17 34 41 18 3 34 13 31 24 38 24 41 42 43 17 24 43 17 12 14 42 9 22 47 27 24 13 23 47 35 47 20 20 9 10 11

47

#6

#5

47

#8

31

33 24

25

10b/23

29
47

(49)

18

20c

20e/21 20d/21 21a

#4
47

9 40

47

43

(232)

43

(10)
8
8

45 8

43

(39)
7

7 3

(10)

48
48 18 11 29 16 3 37

(237)
37

14

47

FORWARD CLUTCH ACCUMULATOR BORE

OVERDRIVE RANGE THIRD GEAR


TORQUE CONVERTER ASSEMBLY

2ND & 4TH SERVO

REVERSE INPUT CLUTCH ASSEMBLY

INPUT CLUTCH HOUSING ASSEMBLY

LOW AND REVERSE CLUTCH ASSEMBLY

EX

EX
11

3RD ACCUM #7

OVERRUN CLUTCH

LUBE

3-4 CLUTCH FORWARD CLUTCH FEED

RELEASE

2ND CL

EX

4TH

APPLY

OVERRUN CLUTCH
OVERRUN CLUTCH

ORIFICED ACCUM

3RD ACCUMULATOR OVERRUN

20d

TORQUE SIGNAL

33a

20c

26b

31c

17g

COOLER

21

9e

10

AFL

LUBE

TORQUE SIGNAL

REVERSE INPUT

LUBE

EX

LUBE

48a

D3

D3

EX

EX

COOLER

DECREASE

11c
6

APPLY OVERRUN CLUTCH FORWARD CLUTCH FEED

2ND CLUTCH

OVERRUN

EX

ACC SERVO FD 2ND

4TH

4TH SIGNAL

2ND CL

3-4 CL

30b
5

D4-3-2

RELEASE

EX

3-4

D2

EX

CONVERTER CLUTCH VALVE

32a

D4

EX

LINE

4TH

4TH
EX

2-3 SHIFT VALVE


EX

2-3 SHUTTLE
EX EX

FILTER (49)

D4-3-2

D2

43a

AFL

EX OVERRUN CLUTCH FEED

D3

27a 22b

3-4 SIGNAL D3 1-2 SIGNAL


3-4 SHIFT VALVE
EX

2-3 SHIFT SOLENOID VALVE N.O.

9g

10 10a 9k

OVERRUN CLUTCH REGULATED APPLY

OFF

3-4 SIGNAL

PRESS REG

AFL

EX

EX

EX

CONV FD

LO

REGULATED APPLY

REVERSE INPUT

EX

EX

SUCTION

13 27c 29

D2

1-2 SHIFT VALVE


O EX

24d 24c

(238) (237)

OVERRUN

CASE (8)

D3

14

29c 29a 29b


3-4 CLUTCH

EX

EX

EX

EX

EX

ON

3-2 CONTROL SOLENOID VALVE N.C.

ACTUATOR FEED LIMIT


FORWARD ABUSE

3-2 CONTROL

LO OVERRUN

27

D4

OFF
LINE PRESSURE TAP (39)

EX OVERRUN CLUTCH

9o

PR LO/REV

AFL

3RD ACCUMULATOR ACTUATOR FEED LIMIT

EX

42b

FWD CL FD

LO/REVERSE LO/1ST

23 14c

9n

14a

3RD ACCUM

TCC SOLENOID (66) N.O.


LINE

14b 38c 38b 38a

15d

16a 29f

REVERSE REVERSE INPUT

R N D 3 2 1

D2

EX

EX

LINE

2ND 2ND 2ND CL

12 29g 28

3RD ACCUM REVERSE PR


D4

D3

D2

REGULATED APPLY

3c

3b 3a

LO

EX

LINE

LINE REVERSE

28a 15a

D3

FORWARD CLUTCH ACCUMULATOR

LO

#2

28

MANUAL VALVE

12e

PR D2 D3

12d 12c 12b

REVERSE INPUT

D3

D4

OVERRUN CL FD

FLUID PRESSURES
SUCTION CONVERTER & LUBE MAINLINE SOLENOID SIGNAL ACCUMULATOR ACTUATOR FEED LIMIT TORQUE SIGNAL

FORWARD CLUTCH FEED

18c

SUCTION

2ND CLUTCH

2ND CL

FILTER (72)

2ND

2ND CL

35b

39

36

25

36

16

20

16
25

17

16

22
18

BOTTOM PAN (SUMP) (75)

2ND CLUTCH REVERSE INPUT


FORWARD CLUTCH FEED

VALVE BODY (60) GASKET (52) SPACER PLATE (48) GASKET (47) LO D4 ORIFICED D2 2ND

35d

35c

24k

15b

24m

17a

35e

25d

15c

17b

24h

24g

25a

25b

25e

18b

12a

18a

41a

41b

41d

34b

36a

34a

17c

41c

38e

21

18

PR

D4 2ND

39

OVERRUN

ORIFICED D2

84

Figure 81

PR

#3

#12

D3

#8

LO

#5

#6

D4 D2

D4-N.O.

FWD CL FEED D2

D2

REVERSE INPUT

D4 2ND

TFP SWITCH ASSEMBLY

LO-N.O. REV-N.O. D2-N.C. D3-N.C.

LO

TEMP SENSOR

D3

PR

REV INPUT

LO/1ST

PUMP ASSEMBLY (4)

TORQUE SIG

29d 40

3-4 CLUTCH 3-2 SIGNAL

3-4 CLUTCH

D4-3-2 EX

EX

REVERSE

2ND CLUTCH

OFF

24b 24a 44a

2ND

ORIFICED EX EX

43c

44 26

D4 2ND D2

EX (237)

27b

3-2 DOWNSHIFT

REV ABUSE

LO/REVERSE

29

#4 3-4 CL

REVERSE INPUT

ORIFICED EX

EX

BOOST VALVE

1-2 SHIFT SOLENOID VALVE N.O.

22 10c 25 24e

OIL COOLER PIPE CONNECTOR (10)

D4

30a 27d 22a

1-2 SIGNAL

4TH SIGNAL 3-4 SIGNAL 1-2 SIGNAL 2ND

LO

LO/1ST

1-2 SIGNAL

COOLER

CONV FD LINE

1-2 SIGNAL D4-3-2

2ND

24f 13b

42a 17d

FILTERED AFL

LINE

3-4 SIGNAL

EX

28

43b

44

ORF EX

3-4 RELAY

4-3 SEQUENCE VALVE

PRESSURE RELIEF VALVE

SERVO FEED 2ND 4TH SIGNAL

30

20b 38d
13a
29 23 10b

ACTUATOR FEED LIMIT 2-3 SIGNAL

PR

10

FILTER (232)

11b

CC SIGNAL 3-4 ACCUM OVERRUN CL SERVO FD

ACCUM VALVE

D4 2ND ACCUMULATOR D2

48b

EX

EX

REG APPLY REG APPLY LINE

33b 20a 17e

ACCUMULATOR

CASE (8)

AIR BLEED (240)

TCC PWM SOLENOID VALVE N.C.

ACTUATOR FEED LIMIT


EX EX EX
ISOLATOR VALVE

EX

REGULATED APPLY

PRESSURE CONTROL SOLENOID VALVE


D4

2ND CLUTCH

25g

1-2 ACCUMULATOR
1-2 ACCUMULATOR COVER (57) VALVE BODY (60) 3-4 ACCUMULATOR

9m
9h

ACCUMULATOR

CASE (8)

AFL

D3

D3 LINE

3-4 ACCUM FILTERED AFL

21

32

31

18

AFL

D4

3-4 ACCUMULATOR D4

20e

29e

11a

34d

34e

37a

31b

35a

26a

31a

34c

33c

9a

21a

34f

25f

17f

9p

9b

9c

9f

AFL

AFL

9d

#1

ORF ACC

ACCUM

3-4 CLUTCH OVERRUN CLUTCH SERVO FEED CC SIGNAL

FILTER (50)

#9

REV INPUT

LUBE

REAR LUBE 24

OVERRUN

FORWARD CLUTCH FEED

2ND CLUTCH

2ND CLUTCH

#10

ACTUATOR FEED LIMIT

PR LO/REVERSE

TORQUE SIGNAL SERVO FEED

3-4 ACCUMULATOR
EX
19

3-4 ACCUM

OVERDRIVE RANGE THIRD GEAR


NO 2-3 SHIFT OR 2-3 SHIFT SLIPS, ROUGH OR HUNTING

1-2 Accumulator Valve (371)


Stuck

2-4 Servo Assembly


Restricted or missing oil passages Servo bore in case damaged

2-4 Band (602)


Worn or mispositioned
THIRD GEAR ONLY

System Voltage
12 volts not supplied to transmission Electrical short (pinched solenoid wire)

3-2 Control Solenoid (394)


Shorted or damaged Contamination Damaged Seal

1-2 SHIFT SOLENOID VALVE OFF

2-3 SHIFT SOLENOID VALVE OFF

2-4 BAND

REVERSE INPUT CLUTCH

OVERRUN CLUTCH

FORWARD CLUTCH APPLIED

FORWARD SPRAG CL. ASSEMBLY HOLDING

3-4 CLUTCH APPLIED

LO-ROLLER CLUTCH

LO/REV CLUTCH

84A

OVERDRIVE RANGE THIRD GEAR


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 44 45 46 47 48 SUCTION DECREASE LINE CONVERTER FEED RELEASE APPLY COOLER LUBE ACTUATOR FEED LIMIT FILTERED ACTUATOR FEED TORQUE SIGNAL PR D4-3-2 LO/REVERSE REVERSE REVERSE INPUT D4 FORWARD CLUTCH FEED REAR LUBE ACCUMULATOR ORIFICED ACCUMULATOR 1-2 SIGNAL 2-3 SIGNAL 2ND 2ND CLUTCH C. C. SIGNAL 3-4 SIGNAL 3RD ACCUMULATOR 3-4 CLUTCH 4TH SIGNAL SERVO FEED 4TH 3-4 ACCUMULATOR D3 OVERRUN OVERRUN CLUTCH FEED OVERRUN CLUTCH D2 ORIFICED D2 3-2 SIGNAL LO LO/1ST EXHAUST ORIFICED EXHAUST VENT SEAL DRAIN VOID REGULATED APPLY

COMPONENTS (
(8) (10) (11) (38) (39) (40) (49) (50) (61) (91) (232) (237) (238) (240)

REAR LUBE (ORIFICED CUP PLUG/REAR CASE) OIL COOLER PIPE CONNECTOR CASE SERVO ORIFICED PLUG ACCUMULATOR BLEED PLUG LINE PRESSURE TAP 3RD ACCUM. RETAINER AND BALL ASSEMBLY (#7) SHIFT SOLENOIDS SCREEN PRESSURE CONTROL SOLENOID SCREEN CHECKBALLS (#1, 2, 3, 4, 5, 6, 8, 12) CHECKBALL (#10) OIL PUMP COVER SCREEN CHECK VALVE RETAINER AND BALL ASSEMBLY CONVERTER CLUTCH SIGNAL ORIFICED CUP PLUG ORIFICED CUP PLUG

84B

OVERDRIVE RANGE THIRD GEAR


PRESSURE RELIEF VALVE BORE
45 47 3 2 4 2 3 43 1 48 16 4
46

(240)
2 47

2 3

45

(240)
47

45

(240)

(232)
3 3 4 2 1

8 43 3 4 5 7

8 2 43

4 5

13

3 16

43

6 48 1

5 8 37 29 18

43

43

16

5 37 29 18

4 37

(238)
4

16

47

46 43

(237)
11

16

11 29

43 43

47 37

(237)

46 3 47 16 37

(237)
1

37

37

47

29

3 16 29 11 18

PUMP BODY (200) (Pump Cover Side)


38 41 3 29 16 47 16 29 15 29 11 47 18 30 34 25 47 37 43 37 48 48 47 9 28
32

PUMP COVER (215) (Pump Body Side)


38 41 34 15b/16

48

37

18

11 29

16 3

PUMP COVER (215) (Case Side)


38b

CASE (103) (Pump Cover Side)


9 9 47 9 26 3 25 48 11 3 48 47 37 36 43 43 24 47 30 34 47 30 27 24 47 47 25 29 15 3 43 28 29 29 16
34

47 3 3 3 16 16 9 29 11 18 29 9 9

12

12
29f/28

12a 29b

38a 41b 12b 34a 41a

47 25 47 9

10

3a 38c

38

34

18

17 12

14 17

REAR LUBE

41 18 9 24 27 34 13 34 35 39 31 24 22

44

9 22

12 14 12 47 10 47

24

11 22

#10

30b 47 14 34f

27

13 47

24 47 9 33
33

25a 36 17 32 28 26 9 47 47 25 9 44 11 25 25 9p

35

33

24m/25 24g 16 24k/25 24h 7 5 31c 33c 43a 25b

34e 31b 36a

38e/39

9g 9k/10

28

24f 24e 31a

24c

33a

35d/36 20 33b

37

36

33 9 20 33

TO LOW AND REVERSE CLUTCH

43b/44 37a

17f

48b

35b 35c/39 35e/36 31 20a 20b 17g 30

48a 26a 3c 11b

28a

32a 25f

9f

26b

9c 11a 3b 25e 9d/10

25g

26 3 47

11

#7 (40)
9 47 47

#1
21

32 9e
25d 9a

9b

#3

41

47

38

43 47

(38)

19

#2

#12

43

CASE (103) (Control Valve Body Side)

SPACER PLATE (48) (Case/Control Valve Body)


12 29 29 29 47 29 29 15 9 9 34 27 30 27 24 33 43 43 37 28 25 26 26 11 3 9 11 25 9 9 25 20 21 21 9 25 9 25 9 10 9 3 33 36 32 31 33 31 36 17 35 20 9 20 26 26 25 11 3 9 20 48 25 48 22 35 34 34 27 24 24 24 39 39 9 24 13 10 10 13 29 15 38 41 18 24 24 17 41 38 16 18 12 38 41 12 34 18 18 18 17 42 44 44 9 22 10 30 30 34 25 24 31 43 44 33 37 36 28 25 11 25 20 21 32 31 33 33 17 20 17 9 24 24 14 11 22 27 29 35 34 31 35 9 35/39 20 10 47 24 34 13 24 10 23 12 29 34 17 14 12 42 9 38 41 14 40 29 15 9 9 34 13 15 43 29 29 15 18 38 41 18 24 28 16 12 17 41 17 42 44 43 24 22 12 29 38 34 38 3 12 17 41 34 18 17 12 14 42 12 9 22 14 38 41 14

CONTROL VALVE BODY (60) (Case Side)

2-4 SERVO BORE


16 47 9

16

NOTE: INDICATES BOLT HOLES

11
28 44

29

#7/(40)

(11)
30 34 32

11

27 24

25 25 24

24 38

- NON-FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO SIMPLIFY TRACING FLUID FLOW. - EXHAUST FLUID NOT SHOWN

25 31

25

25

48

48

9 43 9

26

21

25

CASE (103) (2-4 Servo Bore)

25 9

25 20

GASKET (47) (Case/Spacer Plate)

GASKET (52) (Spacer Plate/Control Valve Body)

1-2 ACCUMULATOR COVER (57)

Figure 82

FOLDOUT 85

(50)

38

17

47

42

19

12

9o

17a/18 14c 34b 17e 29g/28 18a 22 16a 12d 14a 17 17b/18 17d 29a 23 14 18b 12c 42a 27 29c 15a 44a 26 42b 29d 38d 17c 12e 9h 41c 15d 9m 41d 43c/44 29e 9n 14b 22a 13 18c 11c 24b 24a 10c/22 34d 13b 10 27c/29 25 27b/29 21 34c 27d 30a 27a 24d 35a 13a 10a 22b 15c/16

43 11 26 28 25 47 3 47 17 17 31 33 32 17 11 22 35 34 15 9 18 42 17 12 38 15 12 3 17 34 41 18 3 34 13 31 24 38 24 41 42 43 17 24 43 17 12 14 42 9 22 47 27 24 13 23 47 35 47 20 20 9 10 11

47

#6

#5

47

#8

31

33 24

25

10b/23

29
47

(49)

18

20c

20e/21 20d/21 21a

#4
47

9 40

47

43

(232)

43

(10)
8
8

45 8

43

(39)
7

7 3

(10)

48
48 18 11 29 16 3 37

(237)
37

14

47

FORWARD CLUTCH ACCUMULATOR BORE

OVERDRIVE RANGE FOURTH GEAR


TORQUE CONVERTER ASSEMBLY

(Torque Converter Clutch Applied)


REVERSE INPUT CLUTCH ASSEMBLY INPUT CLUTCH HOUSING ASSEMBLY LOW AND REVERSE CLUTCH ASSEMBLY

2ND & 4TH SERVO

EX

EX

3RD ACCUM #7

OVERRUN CLUTCH

11

LUBE

3-4 CLUTCH FORWARD CLUTCH FEED

2ND CL

EX

RELEASE

4TH

#9

REV INPUT

APPLY

OVERRUN CLUTCH

OVERRUN CLUTCH

ORIFICED ACCUM

3RD ACCUMULATOR OVERRUN

20d

TORQUE SIGNAL

20e

20c

26b

31c

AFL

TORQUE SIGNAL

AFL

REVERSE INPUT

LUBE

EX

48a

LUBE

D3

D3

EX

48b 11b

EX

EX

COOLER

DECREASE

11c
6

APPLY OVERRUN CLUTCH FORWARD CLUTCH FEED

2ND CLUTCH

3-4 ACC SERVO FD 2ND

4TH

4TH SIGNAL

2ND CL

3-4 CL

D4-3-2

RELEASE

EX

D2

EX

CONVERTER CLUTCH VALVE

32a

D4

EX

EX

EX

EX

OVERRUN CLUTCH REGULATED APPLY

3-4 SIGNAL

PRESS REG

CONV FD LINE

AFL

EX

EX

EX

LO

D4

EX

CONV FD

LO

REGULATED APPLY

REVERSE INPUT

EX

EX

SUCTION

13 27c 29

D2

1-2 SHIFT VALVE


O EX

24d 24c

(238) (237)

OVERRUN

CASE (8)

D3

14

29c 29a 29b


3-4 CLUTCH

EX

EX

EX

EX

EX

ON

3-2 CONTROL SOLENOID VALVE N.C.

ACTUATOR FEED LIMIT


FORWARD ABUSE

3-2 CONTROL

LO OVERRUN

27

D4

ON
LINE PRESSURE TAP (39)

EX OVERRUN CLUTCH

9o

PR LO/REV

AFL

3RD ACCUMULATOR ACTUATOR FEED LIMIT

EX

42b

FWD CL FD

LO/REVERSE LO/1ST

23 14c

9n

14a

3RD ACCUM

TCC SOLENOID (66) N.O.


LINE

14b 38c 38b 38a

15d

16a 29f

REVERSE REVERSE INPUT

R N D 3 2 1

D2

EX

EX

LINE

2ND 2ND 2ND CL

12 29g 28

3RD ACCUM REVERSE PR


D4

D3

D2

REGULATED APPLY

3c

3b 3a

LO

EX

LINE

LINE REVERSE

28a 15a

D3

FORWARD CLUTCH ACCUMULATOR

LO

#2

28

MANUAL VALVE

12e

PR D2 D3

12d 12c 12b

REVERSE INPUT

D3

D4

OVERRUN CL FD

FLUID PRESSURES
SUCTION CONVERTER & LUBE MAINLINE SOLENOID SIGNAL ACCUMULATOR ACTUATOR FEED LIMIT TORQUE SIGNAL

FORWARD CLUTCH FEED

18c

SUCTION

2ND CLUTCH

2ND CL

FILTER (72)

2ND

2ND CL

35b

39

36

25

36

16

20

16
25

17

16

22
18

BOTTOM PAN (SUMP) (75)

2ND CLUTCH REVERSE INPUT


FORWARD CLUTCH FEED

VALVE BODY (60) GASKET (52) SPACER PLATE (48) GASKET (47) LO D4 ORIFICED D2 2ND

35d

35c

24k

15b

24m

17a

35e

25d

15c

17b

24h

24g

25a

25b

25e

18b

12a

18a

41a

41b

41d

34b

36a

34a

17c

41c

38e

21

18

PR

D4 2ND

39

OVERRUN

ORIFICED D2

86

Figure 83

PR

#3

#12

D3

#8

LO

#5

#6

D4 D2

D4-N.O.

FWD CL FEED D2

D2

REVERSE INPUT

D4 2ND

TFP SWITCH ASSEMBLY

LO-N.O. REV-N.O. D2-N.C. D3-N.C.

LO

TEMP SENSOR

D3

PR

REV INPUT

LO/1ST

PUMP ASSEMBLY (4)

TORQUE SIG

29d 40

3-4 CLUTCH 3-2 SIGNAL

3-4 CLUTCH

D4-3-2 EX

EX

REVERSE

2ND CLUTCH

ON

24b 24a 44a

2ND

ORIFICED EX EX

43c

44 26

D4 2ND D2

EX (237)

27b

3-2 DOWNSHIFT

REV ABUSE

LO/REVERSE

29

#4 3-4 CL

REVERSE INPUT

ORIFICED EX

EX

BOOST VALVE

1-2 SHIFT SOLENOID VALVE N.O.

22 10c 25 24e

OIL COOLER PIPE CONNECTOR (10)

1-2 SIGNAL

30a 27d 22a

4TH SIGNAL 3-4 SIGNAL 1-2 SIGNAL 2ND

LO/1ST 1-2 SIGNAL

COOLER

3-4 SHIFT VALVE

D4-3-2

1-2 SIGNAL

2ND

24f 13b

42a 17d

FILTERED AFL

LINE

D3

EX

EX

LINE

4TH

4TH

2-3 SHIFT VALVE

2-3 SHUTTLE

FILTER (49)

D4-3-2

D2

43a

AFL

EX OVERRUN CLUTCH FEED 3-4 SIGNAL

D3

27a 22b

2-3 SHIFT SOLENOID VALVE N.O.

9g

10 10a 9k

1-2 SIGNAL

OFF

3-4 SIGNAL

28

43b

44

ORF EX

3-4 RELAY

4-3 SEQUENCE VALVE

30b

OVERRUN

EX

PRESSURE RELIEF VALVE

SERVO FEED 2ND 4TH SIGNAL

30

20b 38d
13a
29 23 10b

ACTUATOR FEED LIMIT 2-3 SIGNAL

PR

10

FILTER (232)

CC SIGNAL 3-4 ACCUM OVERRUN CL SERVO FD

ACCUM VALVE

D4 2ND ACCUMULATOR D2

EX

REG APPLY REG APPLY LINE

33b 20a 17e

ACCUMULATOR

CASE (8)

AIR BLEED (240)

TCC PWM SOLENOID VALVE N.C.


ACTUATOR FEED LIMIT


EX EX EX
ISOLATOR VALVE

EX

REGULATED APPLY

PRESSURE CONTROL SOLENOID VALVE


D4

2ND CLUTCH

25g

1-2 ACCUMULATOR
1-2 ACCUMULATOR COVER (57) VALVE BODY (60) 3-4 ACCUMULATOR

9m
9h

ACCUMULATOR

CASE (8)

D3

D3 LINE

3-4 ACCUM FILTERED AFL

D4

LUBE

17g

COOLER

21

9e

10

21

32

31

18

AFL

3-4 ACCUMULATOR D4

29e

11a

34d

34e

37a

31b

35a

26a

33a

31a

34c

33c

9a

21a

34f

25f

17f

9p

9b

9c

9f

AFL

AFL

9d

#1

ORF ACC

ACCUM

FILTER (50)

3-4 CLUTCH OVERRUN CLUTCH SERVO FEED CC SIGNAL

LUBE

REAR LUBE 24

OVERRUN

FORWARD CLUTCH FEED

2ND CLUTCH

2ND CLUTCH

#10

ACTUATOR FEED LIMIT

PR LO/REVERSE

TORQUE SIGNAL SERVO FEED

3-4 ACCUMULATOR
EX

19

3-4 ACCUM

OVERDRIVE RANGE FOURTH GEAR


(Torque Converter Clutch Applied)
NO TCC APPLY

Torque Converter (1)


Internal damage

Converter Clutch Valve (224)


Stuck or assembled backwards

Orifice Cup Plug (240)


Restricted or damaged

Turbine Shaft O-ring Seal (618)


Cut or damaged
NO 3-4 SHIFT, SLIPS OR ROUGH 3-4 SHIFT

2-4 Servo Assembly


Incorrect band apply pin Porosity in piston, cover or case Plugged or missing orifice cup plug

1-2 SHIFT SOLENOID VALVE ON

2-3 SHIFT SOLENOID VALVE OFF

2-4 BAND APPLIED

REVERSE INPUT CLUTCH

OVERRUN CLUTCH

FORWARD CLUTCH APPLIED

FORWARD SPRAG CL. ASSEMBLY

3-4 CLUTCH APPLIED

LO-ROLLER CLUTCH

LO/REV CLUTCH

86A

OVERDRIVE RANGE FOURTH GEAR


(Torque Converter Clutch Applied) 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 44 45 46 47 48 SUCTION DECREASE LINE CONVERTER FEED RELEASE APPLY COOLER LUBE ACTUATOR FEED LIMIT FILTERED ACTUATOR FEED TORQUE SIGNAL PR D4-3-2 LO/REVERSE REVERSE REVERSE INPUT D4 FORWARD CLUTCH FEED REAR LUBE ACCUMULATOR ORIFICED ACCUMULATOR 1-2 SIGNAL 2-3 SIGNAL 2ND 2ND CLUTCH C. C. SIGNAL 3-4 SIGNAL 3RD ACCUMULATOR 3-4 CLUTCH 4TH SIGNAL SERVO FEED 4TH 3-4 ACCUMULATOR D3 OVERRUN OVERRUN CLUTCH FEED OVERRUN CLUTCH D2 ORIFICED D2 3-2 SIGNAL LO LO/1ST EXHAUST ORIFICED EXHAUST VENT SEAL DRAIN VOID REGULATED APPLY

COMPONENTS (
(8) (10) (11) (38) (39) (40) (49) (50) (61) (91) (232) (237) (238) (240)

REAR LUBE (ORIFICED CUP PLUG/REAR CASE) OIL COOLER PIPE CONNECTOR CASE SERVO ORIFICED PLUG ACCUMULATOR BLEED PLUG LINE PRESSURE TAP 3RD ACCUM. RETAINER AND BALL ASSEMBLY (#7) SHIFT SOLENOIDS SCREEN PRESSURE CONTROL SOLENOID SCREEN CHECKBALLS (#1, 2, 3, 4, 5, 6, 8, 12) CHECKBALL (#10) OIL PUMP COVER SCREEN CHECK VALVE RETAINER AND BALL ASSEMBLY CONVERTER CLUTCH SIGNAL ORIFICED CUP PLUG ORIFICED CUP PLUG

86B

OVERDRIVE RANGE FOURTH GEAR


45 47 3 2 4 2 3 43 1 48 16 4
46

(Torque Converter Clutch Applied)


PRESSURE RELIEF VALVE BORE
45 47

(240)
2

2 3

45

(240)
47

(240)

(232)
3 3 4 2 1

8 43 3 4 5 7

8 2 43

4 5

13

3 16

43

43

7 48 4 1

6 4 37

5 8 37 29 18

43

43

16

5 37 29 18

(238)
4

16

47

46 43

(237)
11

16

11 29

43 43

47 37

(237)

46 3 47 16 37

(237)
1

37

37

47

29

3 16 29 11 18

PUMP BODY (200) (Pump Cover Side)


38 41 3 29 16 47 16 29 15 29 11 47 18 30 34 25 47 37 43 37 48 48 47 9

PUMP COVER (215) (Pump Body Side)


38 41 34 15b/16

48

37

18

11 29

16 3

PUMP COVER (215) (Case Side)


38b

CASE (103) (Pump Cover Side)


9 9 47 9 26 3 25 48 11 3 48 47 37 36 43 43 24 47 30 34 47 30 27 24 47 47 25 29 15 3 43 28 29 29 16
34

47 3 3 3 16 16 9 29 11 18 29 9 9

12

12
29f/28

12a 29b

38a 41b 12b 34a 41a

47 25 47 9

10

3a 38c

38

34

18

17 12

14 17

REAR LUBE

41 18 9 24 27 34 13 34 35 39 31 24 22

44

9 22

12 14 12 47 10 47

24

11 22

#10

30b 47 14 34f

27

13 47

24 47 9 33
33

25a 36 17 32 9 20 25 9p

35

33

24m/25 24g 16 24k/25 24h 7 5 31c 33c 43a 25b

34e 31b 36a

38e/39

9g 9k/10

28

24f 24e 31a

24c

33a

35d/36 20 33b

37

36

33 33

28
32

28 26 9

25

TO LOW AND REVERSE CLUTCH

43b/44 37a

17f

48b

35b 35c/39 35e/36 31 20a 20b 17g 30

48a 26a

28a

32a 25f

9f

9
3c

26b

9c 11a 3b 25e 9d/10

25g

3 47 47 25

#7 (40)
9

47

#1
21

26

11

11

11b

32 9e
25d 9a

47

44

9b

#3

41

47

38

43 47

(38)
19

#2

#12

43

CASE (103) (Control Valve Body Side)

SPACER PLATE (48) (Case/Control Valve Body)


12 29 29 29 47 29 29 15 9 9 34 27 30 27 24 33 43 43 37 28 25 26 26 11 3 9 11 25 9 9 25 20 21 21 9 25 9 25 9 10 9 3 33 36 32 31 33 31 36 17 35 20 9 20 26 26 25 11 3 9 20 48 25 48 22 35 34 34 27 24 24 24 39 39 9 24 13 10 10 13 29 15 38 41 18 24 24 17 41 38 16 18 12 38 41 12 34 18 18 18 17 42 44 44 9 22 10 30 30 34 25 24 31 43 44 33 37 36 28 25 11 25 20 21 32 31 33 33 17 20 17 9 24 24 14 11 22 27 29 35 34 31 35 9 35/39 20 10 47 24 34 13 24 10 23 12 29 34 17 14 12 42 9 38 41 14 40 29 15 9 9 34 13 15 43 29 29 15 18 38 41 18 24 28 16 12 17 41 17 42 44 43 24 22 12 29 38 34 38 3 12 17 41 34 18 17 12 14 42 12 9 22 14 38 41 14

CONTROL VALVE BODY (60) (Case Side)

2-4 SERVO BORE


16 47 9

16

NOTE: INDICATES BOLT HOLES

11
28 44

29

#7/(40)

(11)
30 34 32

11

27 24

25 25 24

24 38

- NON-FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO SIMPLIFY TRACING FLUID FLOW. - EXHAUST FLUID NOT SHOWN

25 31

25

25

48

48

9 43 9

26

21

25

CASE (103) (2-4 Servo Bore)

25 9

25 20

GASKET (47) (Case/Spacer Plate)

GASKET (52) (Spacer Plate/Control Valve Body)

1-2 ACCUMULATOR COVER (57)

Figure 84

FOLDOUT 87

47

(50)

38

17

47

42

19

12

9o

17a/18 14c 34b 17e 29g/28 18a 22 16a 12d 14a 17 17b/18 17d 29a 23 14 18b 12c 42a 27 29c 15a 44a 26 42b 29d 38d 17c 12e 9h 41c 15d 9m 41d 43c/44 29e 9n 14b 22a 13 18c 11c 24b 24a 10c/22 34d 13b 10 27c/29 25 27b/29 21 34c 27d 30a 27a 24d 35a 13a 10a 22b 15c/16

43 11 26 28 25 47 3 47 17 17 31 33 32 17 11 22 35 34 15 9 18 42 17 12 38 15 12 3 17 34 41 18 3 34 13 31 24 38 24 41 42 43 17 24 43 17 12 14 42 9 22 47 27 24 13 23 47 35 47 20 20 9 10 11

47

#6

#5

47

#8

31

33 24

25

10b/23

29
47

(49)

18

20c

20e/21 20d/21 21a

#4
47

9 40

47

(232)

43

(10)
8
8

45 8

43

(39)
7

7 3

(10)

48
48

18 11 29

16 3

(237)
37

37

14

47

FORWARD CLUTCH ACCUMULATOR BORE

OVERDRIVE RANGE 4-3 DOWNSHIFT


TORQUE CONVERTER ASSEMBLY

(Torque Converter Clutch Released)


REVERSE INPUT CLUTCH ASSEMBLY INPUT CLUTCH HOUSING ASSEMBLY LOW AND REVERSE CLUTCH ASSEMBLY

2ND & 4TH SERVO

EX

EX
11

3RD ACCUM #7

OVERRUN CLUTCH

LUBE

3-4 CLUTCH FORWARD CLUTCH FEED

RELEASE

2ND CL

EX

4TH

APPLY

OVERRUN CLUTCH
OVERRUN CLUTCH

ORIFICED ACCUM

3RD ACCUMULATOR OVERRUN

20d

TORQUE SIGNAL

33a

20c

26b

31c

17g

COOLER

21

9e

10

AFL

LUBE

TORQUE SIGNAL

REVERSE INPUT

LUBE

EX

LUBE

48a

D3

D3

EX

EX

COOLER

DECREASE

11c
6

APPLY OVERRUN CLUTCH FORWARD CLUTCH FEED

2ND CLUTCH

OVERRUN

EX

ACC SERVO FD 2ND

4TH

4TH SIGNAL

2ND CL

3-4 CL

30b
5

D4-3-2

RELEASE

EX

3-4

D2

EX

CONVERTER CLUTCH VALVE

32a 27a
22b

D4

LINE

EX

4TH

4TH

2-3 SHIFT VALVE


EX EX

2-3 SHUTTLE
EX EX

FILTER (49)

D4-3-2

D2

43a

AFL

3-4 SIGNAL D3 1-2 SIGNAL

OVERRUN CLUTCH REGULATED APPLY

3-4 SIGNAL

PRESS REG

CONV FD LINE

1-2 SIGNAL

AFL

EX

LO

EX

CONV FD

LO

REGULATED APPLY

REVERSE INPUT

EX

EX

SUCTION

13 27c 29

D2

1-2 SHIFT VALVE


O EX

24d 24c

(238) (237)

OVERRUN

CASE (8)

D3

14

29c 29a 29b


3-4 CLUTCH

EX

EX

EX

EX

EX

ON

3-2 CONTROL SOLENOID VALVE N.C.

ACTUATOR FEED LIMIT


FORWARD ABUSE

3-2 CONTROL

LO OVERRUN

27

D4

OFF
LINE PRESSURE TAP (39)

EX OVERRUN CLUTCH

9o

PR LO/REV

AFL

3RD ACCUMULATOR ACTUATOR FEED LIMIT

EX

42b

FWD CL FD

LO/REVERSE LO/1ST

23 14c

9n

14a

3RD ACCUM

TCC SOLENOID (66) N.O.


LINE

14b 38c 38b 38a

15d

16a 29f

REVERSE REVERSE INPUT

R N D 3 2 1

D2

EX

EX

LINE

2ND 2ND 2ND CL

12 29g 28

3RD ACCUM REVERSE PR


D4

D3

D2

REGULATED APPLY

3c

3b 3a

LO

EX

LINE

LINE REVERSE

28a 15a

D3

FORWARD CLUTCH ACCUMULATOR

LO

#2

28

MANUAL VALVE

12e

PR D2 D3

12d 12c 12b

REVERSE INPUT

D3

D4

OVERRUN CL FD

FLUID PRESSURES
SUCTION CONVERTER & LUBE MAINLINE SOLENOID SIGNAL ACCUMULATOR ACTUATOR FEED LIMIT TORQUE SIGNAL

FORWARD CLUTCH FEED

18c

SUCTION

2ND CLUTCH

2ND CL

FILTER (72)

2ND

2ND CL

35b

39

36

25

36

16

20

16
25

17

16

22
18

BOTTOM PAN (SUMP) (75)

2ND CLUTCH REVERSE INPUT


FORWARD CLUTCH FEED

VALVE BODY (60) GASKET (52) SPACER PLATE (48) GASKET (47) LO D4 ORIFICED D2 2ND

35d

35c

24k

15b

24m

17a

35e

25d

15c

17b

24h

24g

25a

25b

25e

18b

12a

18a

41a

41b

41d

34b

36a

34a

17c

41c

38e

21

18

PR

D4 2ND

39

OVERRUN

ORIFICED D2

88

Figure 85

PR

#3

#12

D3

#8

LO

#5

#6

D4 D2

D4-N.O.

FWD CL FEED D2

D2

REVERSE INPUT

D4 2ND

TFP SWITCH ASSEMBLY

LO-N.O. REV-N.O. D2-N.C. D3-N.C.

LO

TEMP SENSOR

D3

PR

REV INPUT

LO/1ST

PUMP ASSEMBLY (4)

TORQUE SIG

29d 40

3-4 CLUTCH 3-2 SIGNAL

3-4 CLUTCH

D4-3-2 EX

EX

REVERSE

2ND CLUTCH

OFF

24b 24a 44a

2ND

ORIFICED EX EX

43c

44 26

D4 2ND D2

EX (237)

27b

3-2 DOWNSHIFT

REV ABUSE

LO/REVERSE

29

#4 3-4 CL

REVERSE INPUT

ORIFICED EX

EX

BOOST VALVE

1-2 SHIFT SOLENOID VALVE N.O.

22 10c 25 24e

OIL COOLER PIPE CONNECTOR (10)

D4

30a 27d 22a 1-2

SIGNAL

4TH SIGNAL 3-4 SIGNAL 1-2 SIGNAL 2ND

1-2 SIGNAL

EX

EX

LO/1ST

COOLER

3-4 SHIFT VALVE

2ND

24f 13b

D4-3-2

42a 17d

FILTERED AFL

LINE

EX

EX OVERRUN CLUTCH FEED


D3

2-3 SHIFT SOLENOID VALVE N.O.

9g

10 10a 9k

OFF

3-4 SIGNAL

28

43b

44

ORF EX

3-4 RELAY

4-3 SEQUENCE VALVE

PRESSURE RELIEF VALVE

SERVO FEED 2ND 4TH SIGNAL

30

20b 38d
13a
29 23 10b

ACTUATOR FEED LIMIT 2-3 SIGNAL

PR

10

FILTER (232)

11b

CC SIGNAL 3-4 ACCUM OVERRUN CL SERVO FD

ACCUM VALVE

D4 2ND ACCUMULATOR D2

48b

EX

EX

REG APPLY REG APPLY LINE

33b

ACCUMULATOR

20a 17e

CASE (8)

AIR BLEED (240)

TCC PWM SOLENOID VALVE N.C.

ACTUATOR FEED LIMIT


EX EX EX
ISOLATOR VALVE

EX

REGULATED APPLY

PRESSURE CONTROL SOLENOID VALVE


D4

2ND CLUTCH

25g

1-2 ACCUMULATOR
1-2 ACCUMULATOR COVER (57) VALVE BODY (60) 3-4 ACCUMULATOR

ACCUMULATOR

CASE (8)

AFL

D3

D4

D3 LINE

3-4 ACCUM FILTERED AFL

21

32

31

18

9m
9h

AFL

3-4 ACCUMULATOR D4

20e

29e

11a

34d

34e

37a

31b

35a

26a

31a

34c

33c

9a

21a

34f

25f

17f

9p

9b

9c

9f

AFL

AFL

9d

#1

ORF ACC

ACCUM

3-4 CLUTCH OVERRUN CLUTCH SERVO FEED CC SIGNAL

FILTER (50)

#9

REV INPUT

LUBE

REAR LUBE 24

OVERRUN

FORWARD CLUTCH FEED

2ND CLUTCH

2ND CLUTCH

#10

ACTUATOR FEED LIMIT

PR LO/REVERSE

TORQUE SIGNAL SERVO FEED

3-4 ACCUMULATOR
EX
19

3-4 ACCUM

OVERDRIVE RANGE 4-3 DOWNSHIFT


(Torque Converter Clutch Released)
With the transmission operating in Fourth gear, a 4-3 downshift can occur due to minimum or heavy throttle conditions or increased load on the engine. The TCC and 4th clutch release during a 4-3 downshift and the TCC normally will not apply in Overdrive range Third gear.

NO 4-3 DOWNSHIFT

1-2 Shift Solenoid Valve (367A)


Stuck On Pinched wire to ground

3-4 Shift Valve (385)


Stuck in upshift position

4-3 Sequence Valve (383)


Stuck
TCC STUCK ON

TCC PWM Solenoid Valve (396)


Stuck On Pinched wire to ground

Regulated Apply Valve (380)


Stuck

1-2 SHIFT SOLENOID VALVE OFF

2-3 SHIFT SOLENOID VALVE OFF

2-4 BAND

REVERSE INPUT CLUTCH

OVERRUN CLUTCH

FORWARD CLUTCH APPLIED

FORWARD SPRAG CL. ASSEMBLY HOLDING

3-4 CLUTCH APPLIED

LO-ROLLER CLUTCH

LO/REV CLUTCH

88A

OVERDRIVE RANGE 4-3 DOWNSHIFT


(Torque Converter Clutch Released) 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 44 45 46 47 48 SUCTION DECREASE LINE CONVERTER FEED RELEASE APPLY COOLER LUBE ACTUATOR FEED LIMIT FILTERED ACTUATOR FEED TORQUE SIGNAL PR D4-3-2 LO/REVERSE REVERSE REVERSE INPUT D4 FORWARD CLUTCH FEED REAR LUBE ACCUMULATOR ORIFICED ACCUMULATOR 1-2 SIGNAL 2-3 SIGNAL 2ND 2ND CLUTCH C. C. SIGNAL 3-4 SIGNAL 3RD ACCUMULATOR 3-4 CLUTCH 4TH SIGNAL SERVO FEED 4TH 3-4 ACCUMULATOR D3 OVERRUN OVERRUN CLUTCH FEED OVERRUN CLUTCH D2 ORIFICED D2 3-2 SIGNAL LO LO/1ST EXHAUST ORIFICED EXHAUST VENT SEAL DRAIN VOID REGULATED APPLY

COMPONENTS (
(8) (10) (11) (38) (39) (40) (49) (50) (61) (91) (232) (237) (238) (240)

REAR LUBE (ORIFICED CUP PLUG/REAR CASE) OIL COOLER PIPE CONNECTOR CASE SERVO ORIFICED PLUG ACCUMULATOR BLEED PLUG LINE PRESSURE TAP 3RD ACCUM. RETAINER AND BALL ASSEMBLY (#7) SHIFT SOLENOIDS SCREEN PRESSURE CONTROL SOLENOID SCREEN CHECKBALLS (#1, 2, 3, 4, 5, 6, 8, 12) CHECKBALL (#10) OIL PUMP COVER SCREEN CHECK VALVE RETAINER AND BALL ASSEMBLY CONVERTER CLUTCH SIGNAL ORIFICED CUP PLUG ORIFICED CUP PLUG

88B

OVERDRIVE RANGE 4-3 DOWNSHIFT


45 47 3 2 4 2 3 8 43 3 4 5 7 1 48 16 4
46

(Torque Converter Clutch Released)


PRESSURE RELIEF VALVE BORE
45 47 8 2 43

(240)
2

2 3

45

(240)
47

(240)

(232)
3 3 4 2 1

4 5

13

3 16

43

48 4

4 37

(238)
4

47

46 43

11 29

43 43

47 37

37

37

(237)
1

PUMP BODY (200) (Pump Cover Side)


38 41 3 29 16 47 16 29 15 29 11 47 18 30 34 25 47 37 43 37 48 48 47 9 28
32

PUMP COVER (215) (Pump Body Side)


38 41 34 15b/16

29 11 18

48

37

18

11 29

16 3

PUMP COVER (215) (Case Side)


38b

CASE (103) (Pump Cover Side)


9 9 47 9 26 3 25 48 11 3 48 47 37 36 43 43 24 47 30 34 47 30 27 24 47 47 25 29 15 3 43 28 29 29 16
34

47 3 3 3 16 16 9 29 11 18 29 9 9

12

12
29f/28

12a 29b

38a 41b 12b 34a 41a

47 25 47 9

10

3a 38c

38

34

18

17 12

14 17

REAR LUBE

41 18 9 24 27 34 13 34 35 39 31 24 22

44

9 22

12 14 12 47 10 47

24

11 22

#10

30b 47 14 34f

27

13 47

24 47 9 33
33

25a 36 17 32 28 26 9 47 47 25 9 44 11 25 25 9p

35

33

24m/25 24g 16 24k/25 24h 7 5 31c 33c 43a 25b

34e 31b 36a

38e/39

9g 9k/10

28

24f 24e 31a

24c

33a

35d/36 20 33b

37

36

33 9 20 33

TO LOW AND REVERSE CLUTCH

43b/44 37a

17f

48b

35b 35c/39 35e/36 31 20a 20b 17g 30

48a 26a 3c 11b

28a

32a 25f

9f

26b

9c 11a 3b 25e 9d/10

25g

26 3 47

11

#7 (40)
9 47 47

#1
21

32 9e
25d 9a

9b

#3

41

47

38

43 47

(38)

19

#2

#12

43

CASE (103) (Control Valve Body Side)

12 29 29 29 47 29 29 15 9 9 34 27 30 34 32 25 25 24 25 31 43 43 48 48 37 28 25 26 9 26 3 26 11 3 9 9 11 25 9 9 25 20 21 21 33 36 32 27 24 33 31 33 31 36 17 35 20 9 20 20 22 35 34 34 27 24 24 24 39 39 9 24 13 10 10 13 29 15 38 41 18 24 24 17 41 38 16 18 12 38 41 12 34 18 18 18 17 42 44 44 9 22 10 14 12 34 17 14 12 42 38 41 14

SPACER PLATE (48) (Case/Control Valve Body)


12 29 15 40 9 29 15 29 11 30 30 34 25 24 31 43 25 48 48 26 9 3 9 25 9 26 25 11 3 25 9 10 9 44 33 37 36 28 25 11 25 20 21 32 31 33 33 17 20 17 9 24 24 22 27 29 35 34 31 35 9 35/39 20 10 47 24 34 13 24 10 23 9 9 34 13 43 29 29 15 18 38 41 18 24 28 16 12 17 41 17 42 44 43 24 22 38 34 38 3 12 17 41 34 18 17 12 14 42 12 9 22 14 38 41 14

CONTROL VALVE BODY (60) (Case Side)

2-4 SERVO BORE


16 47 9

16

NOTE: INDICATES BOLT HOLES

11
28 44

29

#7/(40)

(11)
30

11

27 24

24 38

- NON-FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO SIMPLIFY TRACING FLUID FLOW. - EXHAUST FLUID NOT SHOWN

25

25

43

21

25

CASE (103) (2-4 Servo Bore)

25 9

25 20

GASKET (47) (Case/Spacer Plate)

GASKET (52) (Spacer Plate/Control Valve Body)

1-2 ACCUMULATOR COVER (57)

Figure 86

FOLDOUT 89

(50)

38

17

47

42

19

12

9o

17a/18 14c 34b 17e 18a 22 16a 12d 14a 17 17b/18 17d 29a 23 14 18b 12c 42a 27 29c 15a 44a 26 42b 29d 38d 17c 12e 9h 41c 15d 9m 41d 43c/44 29e 9n 14b 22a 13 18c 11c 24b 24a 10c/22 34d 13b 10 27c/29 25 27b/29 21 34c 27d 30a 27a 24d 35a 13a 10a 22b 15c/16 29g/28

43 11 26 28 25 47 3 47 17 17 31 33 32 17 11 22 35 34 15 9 18 42 17 12 38 15 12 3 17 34 41 18 3 34 13 31 24 38 24 41 42 43 17 24 43 17 12 14 42 9 22 47 27 24 13 23 47 35 47 20 20 9 10 11

47

#6

#5

47

#8

31

33 24

25

10b/23

29
47

(49)

18

20c

20e/21 20d/21 21a

#4
47

9 40

47

43

5 8 37 29 18

43

43

16

5 37 29 18 8

16

(237)
11

16

(237)

46 3 47 16 37

47

29

3 16

43

(232)

43

(10)
8
8

45 8

43

(39)
7

7 3

(10)


48

48 18 11 29 16 3 37

37

(237)

14

47

FORWARD CLUTCH ACCUMULATOR BORE

OVERDRIVE RANGE 3-2 DOWNSHIFT


TORQUE CONVERTER ASSEMBLY

2ND & 4TH SERVO

REVERSE INPUT CLUTCH ASSEMBLY

INPUT CLUTCH HOUSING ASSEMBLY

LOW AND REVERSE CLUTCH ASSEMBLY

EX

EX
11

LUBE

RELEASE

2ND CL

REV INPUT

EX

4TH

APPLY

OVERRUN CLUTCH

OVERRUN CLUTCH

ORIFICED ACCUM

ACCUMULATOR OVERRUN

20d

29e

TORQUE SIGNAL

20c

26b

31c

AFL

LUBE

17g

COOLER
CASE (8)

21

9e

10

TORQUE SIGNAL

3RD

REVERSE INPUT

LUBE

EX

48a

LUBE

D3

D3

EX

EX

EX

COOLER

DECREASE

APPLY OVERRUN CLUTCH FORWARD CLUTCH FEED

2ND CLUTCH

OVERRUN

EX

3-4 ACC SERVO FD 2ND

4TH

2ND CL

4TH SIGNAL

CL

D4-3-2

RELEASE

EX

D2

EX

D3

D2

43a 32a 27a 22b

D4

EX

CONVERTER CLUTCH VALVE

LINE

4TH
LINE

EX

EX

EX

3-4 SIGNAL D3

4TH

2-3 SHIFT VALVE

2-3 SHUTTLE

OVERRUN CLUTCH REGULATED APPLY

3-4 SIGNAL

EX

PRESS REG

CONV FD LINE

1-2 SIGNAL
AFL
3-4 SHIFT VALVE
EX

2ND
D4-3-2

EX

CONV FD

REGULATED APPLY

REVERSE INPUT

SUCTION

3-4 13 27c 29

LO

D2

EX

EX

CL

1-2 SHIFT VALVE


O EX

24d 24c

REVERSE

(238) (237)

3-2

3-4

CLUTCH

OVERRUN

40
14

SIGNAL

CASE (8)

D3

3-4 CLUTCH

EX

EX

EX

EX

EX

OFF

D4

OFF
LINE PRESSURE TAP (39)

EX OVERRUN CLUTCH

9o

PR LO/REV

AFL

3RD ACCUMULATOR ACTUATOR FEED LIMIT

EX

9n

ACCUM

TCC SOLENOID (66) N.O.


LINE

15d 16a

REVERSE REVERSE INPUT

R N D 3 2 1

38c 38b 38a

D2

EX

29f

EX

LINE

2ND 2ND 2ND CL

12 29g 28

3RD ACCUM

D4

D3

D2

3RD

REGULATED APPLY

3c

3b

LINE

3a 28a 15a

LINE

D3

FORWARD CLUTCH ACCUMULATOR

PR

LO

REVERSE

EX
12e

LO

#2

28

MANUAL VALVE

PR D2 D3

12d 12c 12b

REVERSE
D4

REVERSE INPUT

D3

OVERRUN CL FD

FLUID PRESSURES
SUCTION CONVERTER & LUBE MAINLINE SOLENOID SIGNAL ACCUMULATOR ACTUATOR FEED LIMIT TORQUE SIGNAL

FORWARD CLUTCH FEED

18c

SUCTION

2ND CLUTCH

2ND CL

FILTER (72)

2ND

2ND CL

35b

39

36

25

36

16

20

16
25

17

16

22
18

BOTTOM PAN (SUMP) (75)

2ND CLUTCH REVERSE INPUT


FORWARD CLUTCH FEED

VALVE BODY (60) GASKET (52) SPACER PLATE (48) GASKET (47) LO D4 ORIFICED D2 2ND

35d

35c

24k

15b

24m

17a

35e

25d

15c

17b

24h

24g

25a

25b

25e

18b

12a

18a

41a

41b

41d

34b

36a

34a

17c

41c

38e

21

18

PR

D4 2ND

39

OVERRUN

ORIFICED D2

90

Figure 87

PR

#3

#12

D3

#8

LO

#5

#6

D4 D2

D4-N.O.

FWD CL FEED D2

D2

REVERSE INPUT

D4 2ND

TFP SWITCH ASSEMBLY

LO-N.O. REV-N.O. D2-N.C. D3-N.C.

LO

TEMP SENSOR

D3

29c 29a 29b

3-2 CONTROL SOLENOID VALVE N.C.

3-2 CONTROL

ACTUATOR FEED LIMIT


FORWARD ABUSE

LO OVERRUN
42b

27 23 14c

FWD CL FD

LO/REVERSE LO/1ST

14a 14b

PR

REV INPUT

LO/1ST

EX

PUMP ASSEMBLY (4)

TORQUE SIG

29d

3-4 CLUTCH

D4-3-2

EX

2ND CLUTCH

OFF

24b 24a 44a

2ND

ORIFICED EX EX

43c

44 26

D4 2ND D2

EX (237)

27b

3-2 DOWNSHIFT

REV ABUSE

LO/REVERSE

29

#4

REVERSE INPUT

ORIFICED EX

EX

BOOST VALVE

1-2 SHIFT SOLENOID VALVE N.O.

22 10c 25 24e

OIL COOLER PIPE CONNECTOR (10)

D4

30a 27d 22a

1-2 SIGNAL

4TH SIGNAL 3-4 SIGNAL 1-2 SIGNAL 2ND

EX

EX

COOLER

13b

LO

LO/1ST

42a 17d

1-2 SIGNAL

24f

FILTERED AFL

1-2 SIGNAL

3-4 SIGNAL

EX

AFL

EX OVERRUN CLUTCH FEED

2-3 SHIFT SOLENOID VALVE N.O.

9g

FILTER (49)

D4-3-2

10 10a
28

9k

ON

43b

44

ORF EX

3-4

3-4 RELAY

4-3 SEQUENCE VALVE

ACTUATOR FEED LIMIT 2-3 SIGNAL

29 23 10b

13a

PRESSURE RELIEF VALVE

11c 30b

SERVO FEED 2ND 4TH SIGNAL

30

20b 38d

PR

10

EX

48b 11b

FILTER (232)

REG APPLY REG APPLY LINE

ACCUMULATOR

33b 20a 17e

CC SIGNAL 3-4 ACCUM OVERRUN CL SERVO FD

ACCUM VALVE

D4 2ND ACCUMULATOR D2

CASE (8)

AIR BLEED (240)

TCC PWM SOLENOID VALVE N.C.

ACTUATOR FEED LIMIT


EX EX EX
ISOLATOR VALVE

EX

REGULATED APPLY

PRESSURE CONTROL SOLENOID VALVE


D4

2ND CLUTCH

25g

1-2 ACCUMULATOR
1-2 ACCUMULATOR COVER (57) VALVE BODY (60) 3-4 ACCUMULATOR

9m
9h

ACCUMULATOR

AFL

D3

D3 LINE

3-4 ACCUM FILTERED AFL

21

32

31

18

AFL

D4

3-4 ACCUMULATOR D4

20e

11a

34d

34e

37a

31b

35a

26a

33a

31a

34c

33c

9a

21a

34f

25f

17f

9p

9b

9c

9f

AFL

AFL

9d

#1

ORF ACC

ACCUM

3-4 CLUTCH OVERRUN CLUTCH SERVO FEED CC SIGNAL

FILTER (50)

#9

OVERRUN CLUTCH

#7

3RD ACCUM

3-4 CLUTCH FORWARD CLUTCH FEED

LUBE OVERRUN

REAR LUBE 24

FORWARD CLUTCH FEED

2ND CLUTCH

2ND CLUTCH

#10

ACTUATOR FEED LIMIT

PR LO/REVERSE

TORQUE SIGNAL SERVO FEED

3-4 ACCUMULATOR
EX
19

3-4 ACCUM

OVERDRIVE RANGE 3-2 DOWNSHIFT


With the transmission operating in Third gear, a 3-2 downshift can occur due to minimum or heavy throttle conditions or increased load on the engine. A 3- 2 downshift occurs when the powertrain control module (PCM) receives the appropriate input signals to de-energize (turn OFF) the 2-3 shift solenoid valve.

3-2 FLARE OR TIE-UP

3-2 Control Solenoid (394)


Shorted or damaged Contamination Damaged seal

1-2 SHIFT SOLENOID VALVE OFF

2-3 SHIFT SOLENOID VALVE ON

2-4 BAND APPLIED

REVERSE INPUT CLUTCH

OVERRUN CLUTCH

FORWARD CLUTCH APPLIED

FORWARD SPRAG CL. ASSEMBLY HOLDING

3-4 CLUTCH

LO-ROLLER CLUTCH

LO/REV CLUTCH

90A

OVERDRIVE RANGE 3-2 DOWNSHIFT


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 44 45 46 47 48 SUCTION DECREASE LINE CONVERTER FEED RELEASE APPLY COOLER LUBE ACTUATOR FEED LIMIT FILTERED ACTUATOR FEED TORQUE SIGNAL PR D4-3-2 LO/REVERSE REVERSE REVERSE INPUT D4 FORWARD CLUTCH FEED REAR LUBE ACCUMULATOR ORIFICED ACCUMULATOR 1-2 SIGNAL 2-3 SIGNAL 2ND 2ND CLUTCH C. C. SIGNAL 3-4 SIGNAL 3RD ACCUMULATOR 3-4 CLUTCH 4TH SIGNAL SERVO FEED 4TH 3-4 ACCUMULATOR D3 OVERRUN OVERRUN CLUTCH FEED OVERRUN CLUTCH D2 ORIFICED D2 3-2 SIGNAL LO LO/1ST EXHAUST ORIFICED EXHAUST VENT SEAL DRAIN VOID REGULATED APPLY

COMPONENTS (
(8) (10) (11) (38) (39) (40) (49) (50) (61) (91) (232) (237) (238) (240)

REAR LUBE (ORIFICED CUP PLUG/REAR CASE) OIL COOLER PIPE CONNECTOR CASE SERVO ORIFICED PLUG ACCUMULATOR BLEED PLUG LINE PRESSURE TAP 3RD ACCUM. RETAINER AND BALL ASSEMBLY (#7) SHIFT SOLENOIDS SCREEN PRESSURE CONTROL SOLENOID SCREEN CHECKBALLS (#1, 2, 3, 4, 5, 6, 8, 12) CHECKBALL (#10) OIL PUMP COVER SCREEN CHECK VALVE RETAINER AND BALL ASSEMBLY CONVERTER CLUTCH SIGNAL ORIFICED CUP PLUG ORIFICED CUP PLUG

90B

OVERDRIVE RANGE 3-2 DOWNSHIFT


PRESSURE RELIEF VALVE BORE
45 47 3 2 4 2 3 43 1 48 16 4
46

(240)
2 47

2 3

45

(240)
47

45

(240)

(232)
3 3 4 2 1

8 43 3 4 5 7

8 2 43

4 5

13

3 16

43

6 48 1

5 8 37 29 18

43

43

16

5 37 29 18

4 37

(238)
4

16

47

46 43

(237)

16

11 29

43 43

47 37

(237)

11

47 29

46 3 47 16 37

37

37

(237)
1

3 16 29 11 18

PUMP BODY (200) (Pump Cover Side)


38 41 3 29 16 47 16 29 15 29 11 47 18 30 34 25 47 37 43 37 48 48 47 9 28
32

PUMP COVER (215) (Pump Body Side)


38 41 34 15b/16

48

37

18

11 29

16 3

PUMP COVER (215) (Case Side)


38b

CASE (103) (Pump Cover Side)


9 9 47 9 26 3 25 48 11 3 48 47 37 36 43 43 24 47 30 34 47 30 27 24 47 47 25 29 15 3 43 28 29 29 16
34

47 3 3 3 16 16 9 29 11 18 29 9 9

12

12
29f/28

12a 29b

38a 41b 12b 34a 41a

47 25 47 9

10

3a 38c

38

34

18

17 12

14 17

REAR LUBE

41 18 9 24 27 34 13 34 35 39 31 24 22

44

9 22

12 14 12 47 10 47

24

11 22

#10

30b 47 14 34f

27

13 47

24 47 9 33
33

25a 36 17 32 28 26 9 47 47 25 9 44 11 25 25 9p

35

33

24m/25 24g 16 24k/25 24h 7 5 31c 33c 43a 25b

34e 31b 36a

38e/39

9g 9k/10

28

24f 24e 31a

24c

33a

35d/36 20 33b

37

36

33 9 20 33

TO LOW AND REVERSE CLUTCH

43b/44 37a

17f

48b

35b 35c/39 35e/36 31 20a 20b 17g 30

48a 26a 3c 11b

28a

32a 25f

9f

26b

9c 11a 3b 25e 9d/10

25g

26 3 47

11

#7 (40)
9 47 47

#1
21

32 9e
25d 9a

9b

#3

41

47

38

43 47

(38)
19

#2

#12

43

CASE (103) (Control Valve Body Side)

SPACER PLATE (48) (Case/Control Valve Body)


12 29 29 29 47 29 29 15 9 9 34 27 30 27 24 33 43 43 37 28 25 26 26 11 3 9 11 25 9 9 25 20 21 21 9 25 9 25 9 10 9 3 33 36 32 31 33 31 36 17 35 20 9 20 26 26 25 11 3 9 20 48 25 48 22 35 34 34 27 24 24 24 39 39 9 24 13 10 10 13 29 15 38 41 18 24 24 17 41 38 16 18 12 38 41 12 34 18 18 18 17 42 44 44 9 22 10 30 30 34 25 24 31 43 44 33 37 36 28 25 11 25 20 21 32 31 33 33 17 20 17 9 24 24 14 11 22 27 29 35 34 31 35 9 35/39 20 10 47 24 34 13 24 10 23 12 29 34 17 14 12 42 9 38 41 14 40 29 15 9 9 34 13 15 43 29 29 15 18 38 41 18 24 28 16 12 17 41 17 42 44 43 24 22 12 29 38 34 38 3 12 17 41 34 18 17 12 14 42 12 9 22 14 38 41 14

CONTROL VALVE BODY (60) (Case Side)

2-4 SERVO BORE


16 47 9

16

NOTE: INDICATES BOLT HOLES

11
28 44

29

#7/(40)

(11)
30 34 32 25 24 25 31 25 25

11

27 24

24 38

- NON-FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO SIMPLIFY TRACING FLUID FLOW. - EXHAUST FLUID NOT SHOWN

25

48

48

9 43 9

26

21

25

CASE (103) (2-4 Servo Bore)

25 9

25 20

GASKET (47) (Case/Spacer Plate)

GASKET (52) (Spacer Plate/Control Valve Body)

1-2 ACCUMULATOR COVER (57)

Figure 88

FOLDOUT 91

(50)

38

17

47

42

19

12

9o

17a/18 14c 34b 17e 18a 22 16a 12d 14a 17 17b/18 17d 29a 23 14 18b 12c 42a 27 29c 15a 44a 26 42b 29d 38d 17c 12e 9h 41c 15d 9m 41d 43c/44 29e 9n 14b 22a 13 18c 11c 24b 24a 10c/22 34d 13b 10 27c/29 25 27b/29 21 34c 27d 30a 27a 24d 35a 13a 10a 22b 15c/16 29g/28

43 11 26 28 25 47 3 47 17 17 31 33 32 17 11 22 35 34 15 9 18 42 17 12 38 15 12 3 17 34 41 18 3 34 13 31 24 38 24 41 42 43 17 24 43 17 12 14 42 9 22 47 27 24 13 23 47 35 47 20 20 9 10 11

47

#6

#5

47

#8

31

33 24

25

10b/23

29
47

(49)

18

20c

20e/21 20d/21 21a

#4
47

9 40

47

43

(232)

43

(10)
8
8

45 8

43

(39)
7

7 3

(10)

48
48 18 11 29 16 3 37

(237)
37

14

47

FORWARD CLUTCH ACCUMULATOR BORE

MANUAL THIRD THIRD GEAR


TORQUE CONVERTER ASSEMBLY

(from Overdrive Range Fourth Gear)


2ND & 4TH SERVO REVERSE INPUT CLUTCH ASSEMBLY INPUT CLUTCH HOUSING ASSEMBLY LOW AND REVERSE CLUTCH ASSEMBLY

EX

EX
11

3RD ACCUM #7

LUBE

3-4 CLUTCH FORWARD CLUTCH FEED

RELEASE

2ND CL

EX

4TH

APPLY

OVERRUN CLUTCH

OVERRUN CLUTCH

ORIFICED ACCUM

3RD ACCUMULATOR OVERRUN

20d

34d

34f

TORQUE SIGNAL

33a

20c

26b

31c

17g

COOLER

21

9e

10

AFL

TORQUE SIGNAL

REVERSE INPUT

LUBE

EX

LUBE

48a

D3

D3

EX

EX

COOLER

DECREASE

11c
6

APPLY OVERRUN CLUTCH FORWARD CLUTCH FEED

2ND CLUTCH

OVERRUN

EX

ACC SERVO FD 2ND

4TH

4TH SIGNAL

2ND CL

3-4 CL

30b
5

D4-3-2

RELEASE

EX

3-4

D2

EX

CONVERTER CLUTCH VALVE

32a 27a
22b

D4

LINE

EX

AFL

4TH

4TH

2-3 SHIFT VALVE


EX EX

2-3 SHUTTLE
EX EX

FILTER (49)

D4-3-2

D2

43a

3-4 SIGNAL D3 1-2 SIGNAL

OVERRUN CLUTCH REGULATED APPLY

3-4 SIGNAL

PRESS REG

CONV FD LINE

1-2 SIGNAL

AFL

EX

LO

EX

CONV FD

LO

REGULATED APPLY

REVERSE INPUT

EX

EX

SUCTION

13 27c 29

D2

1-2 SHIFT VALVE


O EX

24d 24c

(238) (237)

OVERRUN

CASE (8)

D3

14

29c 29a 29b


3-4 CLUTCH

EX

EX

EX

EX

EX

ON

3-2 CONTROL SOLENOID VALVE N.C.

ACTUATOR FEED LIMIT


FORWARD ABUSE

3-2 CONTROL

LO OVERRUN

27

D4

OFF

EX

9o

PR LO/REV

AFL

3RD ACCUMULATOR ACTUATOR FEED LIMIT

EX

42b

FWD CL FD

LO/REVERSE LO/1ST

23 14c

LINE PRESSURE TAP (39)

OVERRUN CLUTCH

9n

14a

3RD ACCUM

TCC SOLENOID (66) N.O.


LINE

14b 38c 38b 38a

15d

16a 29f

REVERSE REVERSE INPUT

R N D 3 2 1

D2

EX

EX

LINE

2ND 2ND 2ND CL

12 29g 28

3RD ACCUM REVERSE PR


D4

D3

D2

REGULATED APPLY

3c

3b 3a


D3

LO

EX

LINE

LINE

28a 15a

D3

FORWARD CLUTCH ACCUMULATOR


LO

#2

28

MANUAL VALVE

12e

PR D2 D3

12d 12c 12b

REVERSE

REVERSE INPUT

D4

OVERRUN CL FD

FLUID PRESSURES
SUCTION CONVERTER & LUBE MAINLINE SOLENOID SIGNAL ACCUMULATOR ACTUATOR FEED LIMIT TORQUE SIGNAL

FORWARD CLUTCH FEED

18c

SUCTION

2ND CLUTCH

2ND CL

FILTER (72)

2ND

2ND CL

35c

24k

15b

17a

35b

39

36

25

36

16

20

16
25

17

16

22
18

BOTTOM PAN (SUMP) (75)

2ND CLUTCH REVERSE INPUT


FORWARD CLUTCH FEED

VALVE BODY (60) GASKET (52) SPACER PLATE (48) GASKET (47) LO D4 ORIFICED D2 2ND

35d

24m

35e

25d

15c

17b

24h

24g

25a

25b

25e

18b

12a

18a

41a

41b

41d

34b

36a

34a

17c

41c

38e

21

18

PR

D4 2ND

39

OVERRUN

ORIFICED D2

92

Figure 89

PR

#3

#12

D3

#8

LO

#5

#6

D4 D2

D4-N.O.

FWD CL FEED D2

D2

REVERSE INPUT

D4 2ND

TFP SWITCH ASSEMBLY

LO-N.O. REV-N.O. D2-N.C. D3-N.C.

LO

TEMP SENSOR

D3

PR

REV INPUT

LO/1ST

PUMP ASSEMBLY (4)

TORQUE SIG

29d 40

3-4 CLUTCH 3-2 SIGNAL

3-4 CLUTCH

D4-3-2 EX

EX

REVERSE

2ND CLUTCH

OFF

24b 24a 44a

2ND

ORIFICED EX EX

43c

44 26

D4 2ND D2

EX (237)

27b

3-2 DOWNSHIFT

REV ABUSE

LO/REVERSE

29

#4 3-4 CL

REVERSE INPUT

ORIFICED EX

EX

BOOST VALVE

1-2 SHIFT SOLENOID VALVE N.O.

22 10c 25 24e

OIL COOLER PIPE CONNECTOR (10)

D4

30a 27d 22a 1-2

SIGNAL

4TH SIGNAL 3-4 SIGNAL 1-2 SIGNAL 2ND

1-2 SIGNAL

EX

EX

LO/1ST

COOLER

3-4 SHIFT VALVE

2ND

24f 13b

D4-3-2

42a 17d

FILTERED AFL

LINE

EX

EX OVERRUN CLUTCH FEED


D3

2-3 SHIFT SOLENOID VALVE N.O.

9g

10 10a 9k

OFF

3-4 SIGNAL

28

43b

44

ORF EX

3-4 RELAY

4-3 SEQUENCE VALVE

PRESSURE RELIEF VALVE

30

20b 38d
13a
29 23 10b

ACTUATOR FEED LIMIT 2-3 SIGNAL

PR

10

FILTER (232)

11b

ACCUM VALVE

D4 2ND ACCUMULATOR D2

48b

EX

EX

REG APPLY REG APPLY LINE CC SIGNAL SERVO FEED 3-4 ACCUM 2ND OVERRUN CL 4TH SIGNAL SERVO FD

33b

ACCUMULATOR

20a 17e

CASE (8)

AIR BLEED (240)

TCC PWM SOLENOID VALVE N.C.

ACTUATOR FEED LIMIT


EX EX EX
ISOLATOR VALVE

EX

REGULATED APPLY

PRESSURE CONTROL SOLENOID VALVE


D4

2ND CLUTCH

25g

1-2 ACCUMULATOR
1-2 ACCUMULATOR COVER (57) VALVE BODY (60) 3-4 ACCUMULATOR

ACCUMULATOR

CASE (8)

AFL

D3

D4

D3 LINE

LUBE

3-4 ACCUM FILTERED AFL

21

32

31

18

9m
9h

AFL

3-4 ACCUMULATOR D4

20e

29e

11a

34e

37a

31b

35a

26a

31a

34c

33c

9a

21a

25f

17f

9p

9b

9c

9f

AFL

AFL

9d

#1

ORF ACC

ACCUM

3-4 CLUTCH OVERRUN CLUTCH SERVO FEED CC SIGNAL

FILTER (50)

#9

REV INPUT

OVERRUN CLUTCH

LUBE

REAR LUBE 24

OVERRUN

2ND CLUTCH

2ND CLUTCH

#10

FORWARD CLUTCH FEED

ACTUATOR FEED LIMIT

PR LO/REVERSE

TORQUE SIGNAL SERVO FEED

3-4 ACCUMULATOR
EX
19

3-4 ACCUM

MANUAL THIRD THIRD GEAR


(from Overdrive Range Fourth Gear)
A manual 4-3 downshift can be accomplished by moving the gear selector lever into the Manual Third position (D) when the transmission is operating in Overdrive Range - Fourth Gear D .

NO OVERRUN BRAKING-MANUAL 3-2-1

External Linkage
Not adjusted properly

Input Clutch Assembly


Turbine shaft oil passages plugged or not drilled Turbine shaft sealing balls loose or missing Overrun piston checkball not sealing

Valve Body Assembly


Checkball mispositioned 4-3 sequence valve stuck

1-2 SHIFT SOLENOID VALVE OFF

2-3 SHIFT SOLENOID VALVE OFF

2-4 BAND

REVERSE INPUT CLUTCH

OVERRUN CLUTCH APPLIED

FORWARD CLUTCH APPLIED

FORWARD SPRAG CL. ASSEMBLY HOLDING

3-4 CLUTCH APPLIED

LO-ROLLER CLUTCH

LO/REV CLUTCH

92A

MANUAL THIRD THIRD GEAR


(from Overdrive Range Fourth Gear) 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 44 45 46 47 48 SUCTION DECREASE LINE CONVERTER FEED RELEASE APPLY COOLER LUBE ACTUATOR FEED LIMIT FILTERED ACTUATOR FEED TORQUE SIGNAL PR D4-3-2 LO/REVERSE REVERSE REVERSE INPUT D4 FORWARD CLUTCH FEED REAR LUBE ACCUMULATOR ORIFICED ACCUMULATOR 1-2 SIGNAL 2-3 SIGNAL 2ND 2ND CLUTCH C. C. SIGNAL 3-4 SIGNAL 3RD ACCUMULATOR 3-4 CLUTCH 4TH SIGNAL SERVO FEED 4TH 3-4 ACCUMULATOR D3 OVERRUN OVERRUN CLUTCH FEED OVERRUN CLUTCH D2 ORIFICED D2 3-2 SIGNAL LO LO/1ST EXHAUST ORIFICED EXHAUST VENT SEAL DRAIN VOID REGULATED APPLY

COMPONENTS (
(8) (10) (11) (38) (39) (40) (49) (50) (61) (91) (232) (237) (238) (240)

REAR LUBE (ORIFICED CUP PLUG/REAR CASE) OIL COOLER PIPE CONNECTOR CASE SERVO ORIFICED PLUG ACCUMULATOR BLEED PLUG LINE PRESSURE TAP 3RD ACCUM. RETAINER AND BALL ASSEMBLY (#7) SHIFT SOLENOIDS SCREEN PRESSURE CONTROL SOLENOID SCREEN CHECKBALLS (#1, 2, 3, 4, 5, 6, 8, 12) CHECKBALL (#10) OIL PUMP COVER SCREEN CHECK VALVE RETAINER AND BALL ASSEMBLY CONVERTER CLUTCH SIGNAL ORIFICED CUP PLUG ORIFICED CUP PLUG

92B

MANUAL THIRD THIRD GEAR


45 47 3 2 4 2 3 8 43 3 4 5 7 1 48 16 4
46

(from Overdrive Range Fourth Gear)


PRESSURE RELIEF VALVE BORE
45 47 8 2 43

(240)
2

2 3

45

(240)
47

(240)

(232)
3 3 4 2 1

4 5

13

3 16

43

48 4

4 37

(238)
4

47

46 43

11 29

43 43

47 37

37

37

(237)
1

PUMP BODY (200) (Pump Cover Side)


38 41 3 29 16 47 16 29 15 29 11 47 18 30 34 25 47 37 37 48 48 47 9 28
32

PUMP COVER (215) (Pump Body Side)


38 41 34 15b/16

29 11 18

48

37

18

11 29

16 3

PUMP COVER (215) (Case Side)


38b

CASE (103) (Pump Cover Side)


9 9 47 9 26 3 25 48 11 3 48 47 37 36 43 43 24 47 30 34 47 30 27 24 47 47 25 29 15 3 43 28 29 29 16
34

47 3 3 3 16 16 9 29 11 18 29 9 9

12

12
29f/28

12a 29b

38a 41b 12b 34a 41a

47 25 47 9

10

3a 38c

38

34

18

17 12

14 17

REAR LUBE

41 18 9 24 27 34 13 34 35 39 31 24 22

44

9 22

12 14 12 47 10 47

24

11 22

#10

30b 47 14 34f

27

13 47

24 47 9 33
33

25a 36 17 32 28 26 9 47 47 25 9 44 11 25 25 9p

35

43

33

24m/25 24g 16 24k/25 24h 7 5 31c 33c 43a 25b

34e 31b 36a

38e/39

9g 9k/10

28

24f 24e 31a

24c

33a

35d/36 20 33b

37

36

33 9 20 33

TO LOW AND REVERSE CLUTCH

43b/44 37a

17f

48b

35b 35c/39 35e/36 31 20a 20b 17g 30

48a 26a 3c 11b

28a

32a 25f

9f

26b

9c 11a 3b 25e 9d/10

25g

26 3 47

11

#7 (40)
9 47 47

#1
21

32 9e
25d 9a

9b

#3

41

47

38

43 47

(38)

19

#2

#12

43

CASE (103) (Control Valve Body Side)

SPACER PLATE (48) (Case/Control Valve Body)


12 29 29 29 47 29 29 15 9 9 34 27 30 27 24 33 43 43 37 28 25 26 26 11 3 9 11 25 9 9 25 20 21 21 9 25 9 25 9 10 9 3 33 36 32 31 33 31 36 17 35 20 9 20 26 26 25 11 3 9 20 48 25 48 22 35 34 34 27 24 24 24 39 39 9 24 13 10 10 13 29 15 38 41 18 24 24 17 41 38 16 18 12 38 41 12 34 18 18 18 17 42 44 44 9 22 10 30 30 34 25 24 31 43 44 33 37 36 28 25 11 25 20 21 32 31 33 33 17 20 17 9 24 24 14 11 22 27 29 35 34 31 35 9 35/39 20 10 47 24 34 13 24 10 23 12 29 34 17 14 12 42 9 38 41 14 40 29 15 9 9 34 13 15 43 29 29 15 18 38 41 18 24 28 16 12 17 41 17 42 44 43 24 22 12 29 38 34 38 3 12 17 41 34 18 17 12 14 42 12 9 22 14 38 41 14

CONTROL VALVE BODY (60) (Case Side)

2-4 SERVO BORE


16 47 9

16

NOTE: INDICATES BOLT HOLES

11
28 44

29

#7/(40)

(11)
30 34 32

11

27 24

25 25 24

24 38

- NON-FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO SIMPLIFY TRACING FLUID FLOW. - EXHAUST FLUID NOT SHOWN

25 31

25

25

48

48

9 43 9

26

21

25

CASE (103) (2-4 Servo Bore)

25 9

25 20

GASKET (47) (Case/Spacer Plate)

GASKET (52) (Spacer Plate/Control Valve Body)

1-2 ACCUMULATOR COVER (57)

Figure 90

FOLDOUT 93

(50)

38

17

47

42

19

12

9o

17a/18 14c 34b 17e 18a 22 16a 12d 14a 17 17b/18 17d 29a 23 14 18b 12c 42a 27 29c 15a 44a 26 42b 29d 38d 17c 12e 9h 41c 15d 9m 41d 43c/44 29e 9n 14b 22a 13 18c 11c 24b 24a 10c/22 34d 13b 10 27c/29 25 27b/29 21 34c 27d 30a 27a 24d 35a 13a 10a 22b 15c/16 29g/28

43 11 26 28 25 47 3 47 17 17 31 33 32 17 11 22 35 34 15 9 18 42 17 12 38 15 12 3 17 34 41 18 3 34 13 31 24 38 24 41 42 43 17 24 43 17 12 14 42 9 22 47 27 24 13 23 47 35 47 20 20 9 10 11

47

#6

#5

47

#8

31

33 24

25

10b/23

29
47

(49)

18

20c

20e/21 20d/21 21a

#4
47

9 40

47

43

5 8 37 29 18

43

43

16

5 37 29 18

16

(237)
11

16

(237)

46 3 47 16 37

47

29

3 16

43

(232)

43

(10)
8
8

45 8

43

(39)
7

7 3

(10)

48
48 18 11 29

16 3

(237)
37
37

14

47

FORWARD CLUTCH ACCUMULATOR BORE

MANUAL SECOND SECOND GEAR


TORQUE CONVERTER ASSEMBLY

(from Manual Third Third Gear)


REVERSE INPUT CLUTCH ASSEMBLY INPUT CLUTCH HOUSING ASSEMBLY LOW AND REVERSE CLUTCH ASSEMBLY

2ND & 4TH SERVO

EX

EX
11

LUBE

RELEASE

2ND CL

REV INPUT

EX

4TH

APPLY

OVERRUN CLUTCH

OVERRUN CLUTCH

ORIFICED ACCUM

FORWARD CLUTCH FEED


2ND CLUTCH

OVERRUN

ACCUMULATOR OVERRUN

20d

29e

35a

34d

34f

TORQUE SIGNAL

20c

26b

31c

AFL

TORQUE SIGNAL

3RD

REVERSE INPUT

LUBE

48a

LUBE

D3

D3

EX

EX

COOLER

DECREASE

APPLY OVERRUN CLUTCH FORWARD CLUTCH FEED

2ND CLUTCH

OVERRUN

EX

3-4 ACC SERVO FD 2ND

4TH

2ND CL

4TH SIGNAL

CL

D4-3-2

RELEASE

EX

D2

EX

D3

EX

CONVERTER CLUTCH VALVE

EX

EX

27a 22b

3-4 SIGNAL D3

EX

32a

D4

LINE

4TH
LINE

4TH

2-3 SHIFT VALVE

2-3 SHUTTLE

OVERRUN CLUTCH REGULATED APPLY

3-4 SIGNAL

EX

PRESS REG

CONV FD LINE

1-2 SIGNAL
AFL

EX

COOLER

3-4 SHIFT VALVE


EX

2ND
D4-3-2

13b

EX

EX

CONV FD

REGULATED APPLY

REVERSE INPUT

SUCTION

3-4 13 27c 29

LO

D2

EX

EX

CL

1-2 SHIFT VALVE


O EX

24d 24c

REVERSE

(238) (237)

3-2

3-4

CLUTCH

OVERRUN

40
14

SIGNAL

CASE (8)

D3

3-4 CLUTCH

EX

EX

EX

EX

EX

OFF

D4

OFF

EX

9o

PR LO/REV

AFL

3RD ACCUMULATOR ACTUATOR FEED LIMIT P

EX

LINE PRESSURE TAP (39)

OVERRUN CLUTCH

9n

ACCUM

TCC SOLENOID (66) N.O.


LINE

15d 16a

REVERSE REVERSE INPUT

R N D 3 2 1

38c 38b 38a

D2

EX

29f

EX

LINE

2ND 2ND 2ND CL

12 29g 28

3RD ACCUM

D4

D3

D2

3RD

REGULATED APPLY

LO

3c

REVERSE PR

EX

3b

LINE

3a

LINE

28a 15a

D3

D3

FORWARD CLUTCH ACCUMULATOR


LO

#2

28

MANUAL VALVE

12e

PR D2 D3

12d 12c 12b

REVERSE

REVERSE INPUT

D4

OVERRUN CL FD

FLUID PRESSURES
SUCTION CONVERTER & LUBE MAINLINE SOLENOID SIGNAL ACCUMULATOR ACTUATOR FEED LIMIT TORQUE SIGNAL

FORWARD CLUTCH FEED

18c

SUCTION

2ND CLUTCH

2ND CL

FILTER (72)

2ND

2ND CL

35d

35c

35e

24m

25d

15c

17b

24h

24g

25a

25b

25e

18b

12a

18a

41a

41b

41d

34b

36a

35b

39

36

25

36

16

20

16
25

17

34a

17c

41c

38e

24k

15b

17a

16

22
18

BOTTOM PAN (SUMP) (75)

2ND CLUTCH REVERSE INPUT


FORWARD CLUTCH FEED


VALVE BODY (60) GASKET (52) SPACER PLATE (48) GASKET (47) LO D4 ORIFICED D2 2ND

21

18

PR

D4 2ND

39

OVERRUN

ORIFICED D2

94

Figure 91

PR

#3

#12

D3

#8

LO

#5

#6

D4 D2

D4-N.O.

FWD CL FEED D2

D2

REVERSE INPUT

D4 2ND

TFP SWITCH ASSEMBLY

LO-N.O. REV-N.O. D2-N.C. D3-N.C.

LO

TEMP SENSOR

D3

29c 29a 29b

3-2 CONTROL SOLENOID VALVE N.C.

3-2 CONTROL

ACTUATOR FEED LIMIT


FORWARD ABUSE

PR

REV INPUT

LO/1ST

EX
LO OVERRUN

PUMP ASSEMBLY (4)

TORQUE SIG

29d

3-4 CLUTCH

D4-3-2

EX

2ND CLUTCH

OFF

24b 24a 44a

2ND

ORIFICED EX EX

43c

44 26

27

42b

FWD CL FD

LO/REVERSE LO/1ST

23 14c

14a 14b

D4 2ND D2

EX (237)

27b

3-2 DOWNSHIFT

REV ABUSE

LO/REVERSE

29

#4

REVERSE INPUT

ORIFICED EX

EX

BOOST VALVE

1-2 SHIFT SOLENOID VALVE N.O.

22 10c 25 24e

OIL COOLER PIPE CONNECTOR (10)

D4

30a 27d 22a

1-2 SIGNAL

4TH SIGNAL 3-4 SIGNAL 1-2 SIGNAL 2ND

LO

LO/1ST

42a 17d

24f

1-2 SIGNAL

FILTERED AFL

1-2 SIGNAL

3-4 SIGNAL

EX

AFL

D2

43a

EX OVERRUN CLUTCH FEED

2-3 SHIFT SOLENOID VALVE N.O.

9g

FILTER (49)

D4-3-2

10 10a
28

9k

ON

43b

44

ORF EX

3-4

3-4 RELAY

4-3 SEQUENCE VALVE

ACTUATOR FEED LIMIT 2-3 SIGNAL

13a

29 23 10b

PRESSURE RELIEF VALVE

11c 30b

SERVO FEED 2ND 4TH SIGNAL

30

20b 38d

PR

10

EX

EX

48b 11b

FILTER (232)

REG APPLY REG APPLY LINE

ACCUMULATOR

33b 20a 17e

CC SIGNAL 3-4 ACCUM OVERRUN CL SERVO FD

ACCUM VALVE

D4 2ND ACCUMULATOR D2

CASE (8)

AIR BLEED (240)

TCC PWM SOLENOID VALVE N.C.


EX

ACTUATOR FEED LIMIT


EX EX EX
ISOLATOR VALVE

EX

REGULATED APPLY

PRESSURE CONTROL SOLENOID VALVE


D4

2ND CLUTCH

25g

1-2 ACCUMULATOR
1-2 ACCUMULATOR COVER (57) VALVE BODY (60) 3-4 ACCUMULATOR

9m
9h

ACCUMULATOR

CASE (8)

AFL

D3

D3 LINE

LUBE

17g

COOLER

21

9e

10

3-4 ACCUM FILTERED AFL

21

32

31

18

AFL

D4

3-4 ACCUMULATOR D4

20e

11a

34e

37a

31b

26a

33a

31a

34c

33c

9a

21a

25f

17f

9p

9b

9c

9f

AFL

AFL

9d

#1

ORF ACC

ACCUM

3-4 CLUTCH OVERRUN CLUTCH SERVO FEED CC SIGNAL

FILTER (50)

#9

OVERRUN CLUTCH

#7

3RD ACCUM

3-4 CLUTCH FORWARD CLUTCH FEED

LUBE

REAR LUBE 24

2ND CLUTCH

#10

ACTUATOR FEED LIMIT

PR LO/REVERSE

TORQUE SIGNAL SERVO FEED

3-4 ACCUMULATOR
EX
19

3-4 ACCUM

MANUAL SECOND SECOND GEAR


(from Manual Third Third Gear)
A manual 3-2 downshift can be accomplished by moving the gear selector lever into the Manual Second (2) position when the transmission is operating in Third gear. This causes the transmission to shift immediately into Second gear and prevents the transmission from upshifting to either Third or Fourth gears.

NO OVERRUN BRAKING-MANUAL 3-2-1

External Linkage
Not adjusted properly

Input Clutch Assembly


Turbine shaft oil passages plugged or not drilled Turbine shaft sealing balls loose or missing Overrun piston checkball not sealing

Valve Body Assembly


Checkball mispositioned 4-3 sequence valve stuck

1-2 SHIFT SOLENOID VALVE OFF

2-3 SHIFT SOLENOID VALVE ON

2-4 BAND APPLIED

REVERSE INPUT CLUTCH

OVERRUN CLUTCH APPLIED

FORWARD CLUTCH APPLIED

FORWARD SPRAG CL. ASSEMBLY HOLDING

3-4 CLUTCH

LO-ROLLER CLUTCH

LO/REV CLUTCH

94A

MANUAL SECOND SECOND GEAR


(from Manual Third Third Gear) 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 44 45 46 47 48 SUCTION DECREASE LINE CONVERTER FEED RELEASE APPLY COOLER LUBE ACTUATOR FEED LIMIT FILTERED ACTUATOR FEED TORQUE SIGNAL PR D4-3-2 LO/REVERSE REVERSE REVERSE INPUT D4 FORWARD CLUTCH FEED REAR LUBE ACCUMULATOR ORIFICED ACCUMULATOR 1-2 SIGNAL 2-3 SIGNAL 2ND 2ND CLUTCH C. C. SIGNAL 3-4 SIGNAL 3RD ACCUMULATOR 3-4 CLUTCH 4TH SIGNAL SERVO FEED 4TH 3-4 ACCUMULATOR D3 OVERRUN OVERRUN CLUTCH FEED OVERRUN CLUTCH D2 ORIFICED D2 3-2 SIGNAL LO LO/1ST EXHAUST ORIFICED EXHAUST VENT SEAL DRAIN VOID REGULATED APPLY

COMPONENTS (
(8) (10) (11) (38) (39) (40) (49) (50) (61) (91) (232) (237) (238) (240)

REAR LUBE (ORIFICED CUP PLUG/REAR CASE) OIL COOLER PIPE CONNECTOR CASE SERVO ORIFICED PLUG ACCUMULATOR BLEED PLUG LINE PRESSURE TAP 3RD ACCUM. RETAINER AND BALL ASSEMBLY (#7) SHIFT SOLENOIDS SCREEN PRESSURE CONTROL SOLENOID SCREEN CHECKBALLS (#1, 2, 3, 4, 5, 6, 8, 12) CHECKBALL (#10) OIL PUMP COVER SCREEN CHECK VALVE RETAINER AND BALL ASSEMBLY CONVERTER CLUTCH SIGNAL ORIFICED CUP PLUG ORIFICED CUP PLUG

94B

MANUAL SECOND SECOND GEAR


45 47 3 2 4 2 3 8 43 3 4 5 7 1 48 16 4
46

(from Manual Third Third Gear)


PRESSURE RELIEF VALVE BORE
45 47 8 2 43

(240)
2

2 3

45

(240)
47

(240)

(232)
3 3 4 2 1

4 5

13

3 16

43

48 4

4 37

(238)
4

47

46 43

11 29

43 43

47 37

37

37

(237)
1

PUMP BODY (200) (Pump Cover Side)


38 41 3 29 16 47 16 29 15 29 11 47 18 30 34 25 47 37 37 48 48 47 9 28
32

PUMP COVER (215) (Pump Body Side)


38 41 34 15b/16

29 11 18

48

37

18

11 29

16 3

PUMP COVER (215) (Case Side)


38b

CASE (103) (Pump Cover Side)


9 9 47 9 26 3 25 48 11 3 48 47 37 36 43 43 24 47 30 34 47 30 27 24 47 47 25 29 15 3 43 28 29 29 16
34

47 3 3 3 16 16 9 29 11 18 29 9 9

12

12
29f/28

12a 29b

38a 41b 12b 34a 41a

47 25 47 9

10

3a 38c

38

34

18

17 12

14 17

REAR LUBE

41 18 9 24 27 34 13 34 35 39 31 24 22

44

9 22

12 14 12 47 10 47

24

11 22

#10

30b 47 14 34f

27

13 47

24 47 9 33
33

25a 36 17 32 28 26 9 47 47 25 9 44 11 25 25 9p

35

43

33

24m/25 24g 16 24k/25 24h 7 5 31c 33c 43a 25b

34e 31b 36a

38e/39

9g 9k/10

28

24f 24e 31a

24c

33a

35d/36 20 33b

37

36

33 9 20 33

TO LOW AND REVERSE CLUTCH

43b/44 37a

17f

48b

35b 35c/39 35e/36 31 20a 20b 17g 30

48a 26a 3c 11b

28a

32a 25f

9f

26b

9c 11a 3b 25e 9d/10

25g

26 3 47

11

#7 (40)
9 47 47

#1
21

32 9e
25d 9a

9b

#3

41

47

38

43 47

(38)
19

#2

#12

43

CASE (103) (Control Valve Body Side)

SPACER PLATE (48) (Case/Control Valve Body)


12 29 29 29 47 29 29 15 9 9 34 27 30 27 24 33 43 43 37 28 25 26 26 11 3 9 11 25 9 9 25 20 21 21 9 25 9 25 9 10 9 3 33 36 32 31 33 31 36 17 35 20 9 20 26 26 25 11 3 9 20 48 25 48 22 35 34 34 27 24 24 24 39 39 9 24 13 10 10 13 29 15 38 41 18 24 24 17 41 38 16 18 12 38 41 12 34 18 18 18 17 42 44 44 9 22 10 30 30 34 25 24 31 43 44 33 37 36 28 25 11 25 20 21 32 31 33 33 17 20 17 9 24 24 14 11 22 27 29 35 34 31 35 9 35/39 20 10 47 24 34 13 24 10 23 12 29 34 17 14 12 42 9 38 41 14 40 29 15 9 9 34 13 15 43 29 29 15 18 38 41 18 24 28 16 12 17 41 17 42 44 43 24 22 12 29 38 34 38 3 12 17 41 34 18 17 12 14 42 12 9 22 14 38 41 14

CONTROL VALVE BODY (60) (Case Side)

2-4 SERVO BORE


16 47 9

16

NOTE: INDICATES BOLT HOLES

11
28 44

29

#7/(40)

(11)
30 34 32 25 24 25 31 25 25

11

27 24

24 38

- NON-FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO SIMPLIFY TRACING FLUID FLOW. - EXHAUST FLUID NOT SHOWN

25

48

48

9 43 9

26

21

25

CASE (103) (2-4 Servo Bore)

25 9

25 20

GASKET (47) (Case/Spacer Plate)

GASKET (52) (Spacer Plate/Control Valve Body)

1-2 ACCUMULATOR COVER (57)

Figure 92

FOLDOUT 95

(50)

38

17

47

42

19

12

9o

17a/18 14c 34b 17e 18a 22 16a 12d 14a 17 17b/18 17d 29a 23 14 18b 12c 42a 27 29c 15a 44a 26 42b 29d 38d 17c 12e 9h 41c 15d 9m 41d 43c/44 29e 9n 14b 22a 13 18c 11c 24b 24a 10c/22 34d 13b 10 27c/29 25 27b/29 21 34c 27d 30a 27a 24d 35a 13a 10a 22b 15c/16 29g/28

43 11 26 28 25 47 3 47 17 17 31 33 32 17 11 22 35 34 15 9 18 42 17 12 38 15 12 3 17 34 41 18 3 34 13 31 24 38 24 41 42 43 17 24 43 17 12 14 42 9 22 47 27 24 13 23 47 35 47 20 20 9 10 11

47

#6

#5

47

#8

31

33 24

25

10b/23

29
47

(49)

18

20c

20e/21 20d/21 21a

#4
47

9 40

47

43

5 8 37 29 18

43

43

16

5 37 29 18

16

(237)

16

(237)

11

47 29

46 3 47 16 3 16 37 1 37

43

(232)

43

(10)
8
8

45 8

43

(39)
7

7 3

(10)

48
48 18 11 29

16 3

(237)
37

14

47

FORWARD CLUTCH ACCUMULATOR BORE

MANUAL FIRST FIRST GEAR


TORQUE CONVERTER ASSEMBLY

(from Manual Second Second Gear)


2ND & 4TH SERVO REVERSE INPUT CLUTCH ASSEMBLY INPUT CLUTCH HOUSING ASSEMBLY LOW AND REVERSE CLUTCH ASSEMBLY

EX

EX
11

LUBE

3RD ACCUM #7

3-4 CLUTCH FORWARD CLUTCH FEED

RELEASE

2ND CL

EX

4TH

APPLY

OVERRUN CLUTCH

OVERRUN CLUTCH

ORIFICED ACCUM

FORWARD CLUTCH FEED


ACTUATOR FEED LIMIT

ORF ACC

ACCUM

3RD ACCUMULATOR OVERRUN

20d

34d

34f

TORQUE SIGNAL

20c

26b

31c

AFL

TORQUE SIGNAL

REVERSE INPUT

LUBE

LUBE

48a

D3

D3

EX

EX

COOLER

DECREASE

11c
6

EX

APPLY OVERRUN CLUTCH FORWARD CLUTCH FEED

2ND CLUTCH

OVERRUN

3-4 ACC SERVO FD 2ND

4TH

30b

2ND CL

4TH SIGNAL

3-4 CL

D4-3-2

RELEASE

EX

D2

EX

D3

CONVERTER CLUTCH VALVE

32a 27a

D4

LINE

4TH

4TH
EX

2-3 SHIFT VALVE


EX

2-3 SHUTTLE
EX EX

3-4 SIGNAL

OVERRUN CLUTCH REGULATED APPLY

3-4 SIGNAL

EX

22b

PRESS REG

CONV FD LINE

AFL

COOLER

EX

EX

EX

EX

D4

BOOST VALVE

EX

CONV FD

REGULATED APPLY

REVERSE INPUT

EX

EX

SUCTION

REVERSE

O EX

OVERRUN

40

PR

CASE (8)

REV INPUT

LO/1ST

(237)

3-2 SIGNAL
3-2 CONTROL SOLENOID VALVE N.C.

14

29c

ACTUATOR FEED LIMIT


FORWARD ABUSE

EX

43c

44 26

D3

3-4 CLUTCH

EX

EX

EX

29b

EX

OFF

27

D4

3RD ACCUM

29f
12 29g 28

28

EX

LINE

2ND 2ND 2ND CL

D4

D3

D2

LINE

3a 28a 15a

LINE


D3

REVERSE

REVERSE INPUT

D4

OVERRUN CL FD

SUCTION

2ND

2ND CL

35d

35c

24k 25

38e

15b

17a

25d

35e

24m

17b

41a

15c

16

24h

24g

25a

25b

25e

18b

12a

18a

41b

41d

34b

36a

35b

39

36

36

16

20

17

41c

34a

17c

16

22
18

21

2ND CLUTCH REVERSE INPUT


D4 2ND

OVERRUN

ORIFICED D2

D4 ORIFICED D2 2ND

96

Figure 93

BOTTOM PAN (SUMP) (75)

25

18

39

FORWARD CLUTCH FEED

PR

VALVE BODY (60) GASKET (52) SPACER PLATE (48) GASKET (47) LO

PR

#3

#12

D3

#8

LO

#5

#6

D4 D2

D4-N.O.

SUCTION CONVERTER & LUBE MAINLINE SOLENOID SIGNAL ACCUMULATOR ACTUATOR FEED LIMIT TORQUE SIGNAL

REV-N.O. D2-N.C. D3-N.C.

12b

2ND CL

2ND CLUTCH

FILTER (72)

FWD CL FEED D2

D2

REVERSE INPUT

D4 2ND

FLUID PRESSURES

FORWARD CLUTCH FEED

18c

TFP SWITCH ASSEMBLY

D2 D3

12c

LO-N.O.

TEMP SENSOR LO

D3

D3

PR

12d

3b

FORWARD CLUTCH ACCUMULATOR

REGULATED APPLY

LO

3c

REVERSE PR

EX

12e

LINE

3RD ACCUM

LO

#2

MANUAL VALVE

38a

LINE PRESSURE TAP (39)

OVERRUN CLUTCH

9n

LO/1ST

TCC SOLENOID (66) N.O.

14a

14b 38c 38b

15d

16a

REVERSE REVERSE INPUT

R N D 3 2 1

D2

EX

OFF

EX

9o

PR LO/REV

AFL

3RD ACCUMULATOR ACTUATOR FEED LIMIT

EX

42b
23 14c

FWD CL FD

LO/REVERSE

EX

29a

3-2 CONTROL

LO OVERRUN

ORIFICED EX EX

(238)

3-4 CLUTCH

PUMP ASSEMBLY (4)

2ND

TORQUE SIG

29d

3-4 CLUTCH

D4-3-2

EX

2ND CLUTCH

ON

24b

24a 44a

2ND

24c

D4

D2

EX (237)

LO

13 27c 29

D2

1-2 SHIFT VALVE

24d

3-2 DOWNSHIFT

REV ABUSE

27b

LO/REVERSE

29

REVERSE INPUT

ORIFICED

EX

#4 3-4 CL

1-2 SHIFT SOLENOID VALVE N.O.

22 10c 25 24e

1-2 SIGNAL

OIL COOLER PIPE CONNECTOR (10)

1-2 SIGNAL

30a 27d 22a

4TH SIGNAL 3-4 SIGNAL 1-2 SIGNAL 2ND

LO

LO/1ST

42a

17d

3-4 SHIFT VALVE

D4-3-2

13b

1-2 SIGNAL

2ND 24f

FILTERED AFL

LINE

D3

1-2 SIGNAL

3-4 SIGNAL

EX

AFL

FILTER (49)

D4-3-2

D2

43a

EX OVERRUN CLUTCH FEED

2-3 SHIFT SOLENOID VALVE N.O.

9g

10 10a
28

9k

ON

43b

44

ORF EX

3-4 RELAY

4-3 SEQUENCE VALVE

ACTUATOR FEED LIMIT 2-3 SIGNAL

PRESSURE RELIEF VALVE

SERVO FEED 2ND 4TH SIGNAL

30

20b 38d 13a


29 23 10b

PR

10

EX

EX

48b 11b

FILTER (232)

REG APPLY REG APPLY LINE

ACCUMULATOR

33b 20a 17e

CC SIGNAL 3-4 ACCUM OVERRUN CL SERVO FD

ACCUM VALVE

D4 2ND ACCUMULATOR D2

CASE (8)

AIR BLEED (240)

TCC PWM SOLENOID VALVE N.C.


EX

EX

EX

EX

EX

REGULATED APPLY

ISOLATOR VALVE

1-2 ACCUMULATOR COVER (57) VALVE BODY (60) 3-4 ACCUMULATOR

9m
9h

ACTUATOR FEED LIMIT

PRESSURE CONTROL SOLENOID VALVE


D4

2ND

CLUTCH

25g

1-2 ACCUMULATOR

ACCUMULATOR

CASE (8)

AFL

D3

D3 LINE

3-4 ACCUM FILTERED AFL

LUBE

17g

COOLER

21

9e

10

21

32

31

18

AFL

D4

3-4 ACCUMULATOR D4

20e

29e

11a

34e

37a

31b

35a

26a

33a

31a

34c

33c

9a

21a

25f

17f

9p

9b

9c

9f

AFL

AFL

9d

3-4 CLUTCH OVERRUN CLUTCH SERVO FEED CC SIGNAL

TORQUE SIGNAL SERVO FEED

EX

19

3-4 ACCUM

#1

FILTER (50)

3-4 ACCUMULATOR

2ND CLUTCH

#9

REV INPUT

OVERRUN CLUTCH

LUBE OVERRUN

REAR LUBE 24

2ND CLUTCH

#10

PR LO/REVERSE

MANUAL FIRST FIRST GEAR


(from Manual Second Second Gear)
A manual 2-1 downshift can be accomplished by moving the gear selector lever into the Manual First (1) position when the transmission is operating in Second gear. If vehicle speed is below approximately 56 km/h (35 mph) the transmission will shift into First gear. Above this speed, the transmission will shift into a Manual First - Second Gear condition until vehicle speed slows sufficiently.

NO OVERRUN BRAKING-MANUAL 3-2-1

External Linkage
Not adjusted properly

Input Clutch Assembly


Turbine shaft oil passages plugged or not drilled Turbine shaft sealing balls loose or missing Overrun piston checkball not sealing

Valve Body Assembly


Checkball mispositioned 4-3 sequence valve stuck

1-2 SHIFT SOLENOID VALVE ON

2-3 SHIFT SOLENOID VALVE ON

2-4 BAND

REVERSE INPUT CLUTCH

OVERRUN CLUTCH APPLIED

FORWARD CLUTCH APPLIED

FORWARD SPRAG CL. ASSEMBLY HOLDING

3-4 CLUTCH

LO-ROLLER CLUTCH HOLDING

LO/REV CLUTCH APPLIED

96A

MANUAL FIRST FIRST GEAR


(from Manual Second Second Gear) 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 44 45 46 47 48 SUCTION DECREASE LINE CONVERTER FEED RELEASE APPLY COOLER LUBE ACTUATOR FEED LIMIT FILTERED ACTUATOR FEED TORQUE SIGNAL PR D4-3-2 LO/REVERSE REVERSE REVERSE INPUT D4 FORWARD CLUTCH FEED REAR LUBE ACCUMULATOR ORIFICED ACCUMULATOR 1-2 SIGNAL 2-3 SIGNAL 2ND 2ND CLUTCH C. C. SIGNAL 3-4 SIGNAL 3RD ACCUMULATOR 3-4 CLUTCH 4TH SIGNAL SERVO FEED 4TH 3-4 ACCUMULATOR D3 OVERRUN OVERRUN CLUTCH FEED OVERRUN CLUTCH D2 ORIFICED D2 3-2 SIGNAL LO LO/1ST EXHAUST ORIFICED EXHAUST VENT SEAL DRAIN VOID REGULATED APPLY

COMPONENTS (
(8) (10) (11) (38) (39) (40) (49) (50) (61) (91) (232) (237) (238) (240)

REAR LUBE (ORIFICED CUP PLUG/REAR CASE) OIL COOLER PIPE CONNECTOR CASE SERVO ORIFICED PLUG ACCUMULATOR BLEED PLUG LINE PRESSURE TAP 3RD ACCUM. RETAINER AND BALL ASSEMBLY (#7) SHIFT SOLENOIDS SCREEN PRESSURE CONTROL SOLENOID SCREEN CHECKBALLS (#1, 2, 3, 4, 5, 6, 8, 12) CHECKBALL (#10) OIL PUMP COVER SCREEN CHECK VALVE RETAINER AND BALL ASSEMBLY CONVERTER CLUTCH SIGNAL ORIFICED CUP PLUG ORIFICED CUP PLUG

96B

MANUAL FIRST FIRST GEAR


45 47 3 2 4 2 3 8 43 3 4 5 7 1 48 16 4
46

(from Manual Second Second Gear)


PRESSURE RELIEF VALVE BORE
45 47 8 2 43

(240)
2

2 3

45

(240)
47

(240)

(232)
3 3 4 2 1

4 5

13

3 16

43

48 4

4 37

(238)
4

47

46 43

11 29

43 43

47 37

37

37

(237)
1

PUMP BODY (200) (Pump Cover Side)


38 41 3 29 16 47 16 29 15 29 11 47 18 30 34 25 47 37 37 48 48 47 9 28
32

PUMP COVER (215) (Pump Body Side)


38 41 34 15b/16

29 11 18

48

37

18

11 29

16 3

PUMP COVER (215) (Case Side)


38b

CASE (103) (Pump Cover Side)


9 9 47 9 26 3 25 48 11 3 48 47 37 36 43 43 24 47 30 34 47 30 27 24 47 47 25 29 15 3 43 28 29 29 16
34

47 3 3 3 16 16 9 29 11 18 29 9 9

12

12
29f/28

12a 29b

38a 41b 12b 34a 41a

47 25 47 9

10

3a 38c

38

34

18

17 12

14 17

REAR LUBE

41 18 9 24 27 34 13 34 35 39 31 24 22

44

9 22

12 14 12 47 10 47

24

11 22

#10

30b 34f

27

13 47

47

14

24 47 9 33
33

25a 36 17 32 28 26 9 47 47 25 9 44 11 25 25 9p

35

43

33

24m/25 24g 16 24k/25 24h 7 5 31c 33c 43a 25b

34e 31b 36a

38e/39

9g 9k/10

28

24f 24e 31a

24c

33a

35d/36 20 33b

37

36

33 9 20 33

TO LOW AND REVERSE CLUTCH

43b/44 37a

17f

48b

35b 35c/39 35e/36 31 20a 20b 17g 30

48a 26a 3c 11b

28a

32a 25f

9f

26b

9c 11a 3b 25e 9d/10

25g

26 3 47

11

#7 (40)
9 47 47

#1
21

32 9e
25d 9a

9b

#3

41

47

38

43 47

(38)
19

#2

#12

43

CASE (103) (Control Valve Body Side)

SPACER PLATE (48) (Case/Control Valve Body)


12 29 29 29 47 29 29 15 9 9 34 27 30 27 24 33 43 43 37 28 25 26 26 11 3 9 11 25 9 9 25 20 21 21 9 25 9 25 9 10 9 3 33 36 32 31 33 31 36 17 35 20 9 20 26 26 25 11 3 9 20 48 25 48 22 35 34 34 27 24 24 24 39 39 9 24 13 10 10 13 29 15 38 41 18 24 24 17 41 38 16 18 12 38 41 12 34 18 18 18 17 42 44 44 9 22 10 30 30 34 25 24 31 43 44 33 37 36 28 25 11 25 20 21 32 31 33 33 17 20 17 9 24 24 14 11 22 27 29 35 34 31 35 9 35/39 20 10 47 24 34 13 24 10 23 12 29 34 17 14 12 42 9 38 41 14 40 29 15 9 9 34 13 15 43 29 29 15 18 38 41 18 24 28 16 12 17 41 17 42 44 43 24 22 12 29 38 34 38 3 12 17 41 34 18 17 12 14 42 12 9 22 14 38 41 14

CONTROL VALVE BODY (60) (Case Side)

2-4 SERVO BORE


16 47 9

16

NOTE: INDICATES BOLT HOLES

11
28 44

29

#7/(40)

(11)
30 34 32 25 24 25 31 25 25

11

27 24

24 38

- NON-FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO SIMPLIFY TRACING FLUID FLOW. - EXHAUST FLUID NOT SHOWN

25

48

48

9 43 9

26

21

25

CASE (103) (2-4 Servo Bore)

25 9

25 20

GASKET (47) (Case/Spacer Plate)

GASKET (52) (Spacer Plate/Control Valve Body)

1-2 ACCUMULATOR COVER (57)

Figure 94

FOLDOUT 97

(50)

38

17

47

42

19

12

9o

17a/18 14c 34b 17e 18a 22 16a 12d 14a 17 17b/18 17d 29a 23 14 18b 12c 42a 27 29c 15a 44a 26 42b 29d 38d 17c 12e 9h 41c 15d 9m 41d 43c/44 29e 9n 14b 22a 13 18c 11c 24b 24a 10c/22 34d 13b 10 27c/29 25 27b/29 21 34c 27d 30a 27a 24d 35a 13a 10a 22b 15c/16 29g/28

43 11 26 28 25 47 3 47 17 17 31 33 32 17 11 22 35 34 15 9 18 42 17 12 38 15 12 3 17 34 41 18 3 34 13 31 24 38 24 41 42 43 17 24 43 17 12 14 42 9 22 47 27 24 13 23 47 35 47 20 20 9 10 11

47

#6

#5

47

#8

31

33 24

25

10b/23

29
47

(49)

18

20c

20e/21 20d/21 21a

#4
47

9 40

47

43

5 8 37 29 18

43

43

16

5 37 29 18

16

(237)

16

(237)

11

47 29

46 3 47 16 3 16 37 1 37

43

(232)

43

(10)
8
8

45 8

43

(39)
7

7 3

(10)

48
48 18 11 29

16 3

(237)
37

14

47

FORWARD CLUTCH ACCUMULATOR BORE

LUBRICATION POINTS
COOLER AND LUBRICATION CIRCUITS
To maintain proper transmission fluid temperature, the fluid is routed to the transmission fluid cooler located in the vehicle radiator. After the fluid is cooled it is routed back to the transmission and into the lubrication fluid circuit. Lube fluid is routed through the oil pump assembly, into the turbine shaft and down the center axis of the transmission. This fluid is routed into the various clutch packs and onto the planetary gear sets to cool and lubricate the various components. The rear of the transmission is lubricated by D4 fluid feeding the rear lube fluid circuit through an orifice cup plug (#24). Rear lube fluid is routed into the transmission case extension housing (31) to cool and lubricate the bushings and components in the housing.

LUBE FROM COOLER

REAR LUBE FLUID

ORIFICED CUP PLUG D4 FLUID

98

Figure 95

Bushing and Bearing Locations

242 234

603

606

241

657 659

665

672

667

33

601

615

616

637

663

669

674

683

692

7 33 234 241 242 601 603 606 615 616 637

CASE BUSHING CASE EXTENSION BUSHING STATOR SHAFT BUSHING (FRONT) STATOR SHAFT BUSHING (REAR) OIL PUMP BODY BUSHING THRUST WASHER (PUMP TO DRUM) REVERSE INPUT CLUTCH BUSHING (FRONT) REVERSE INPUT CLUTCH BUSHING (REAR) STATOR SHAFT/ SELECTIVE WASHER BEARING ASSEMBLY THRUST WASHER (SELECTIVE) INPUT SUN GEAR BEARING ASSEMBLY

657 659 663 665 667 669 672 674 683 692

INPUT SUN GEAR BUSHING (FRONT) INPUT SUN GEAR BUSHING (REAR) THRUST BEARING ASSEMBLY (INPUT CARRIER TO REACTION SHAFT) REACTION CARRIER SHAFT BUSHING (FRONT) REACTION CARRIER SHAFT BUSHING (REAR) THRUST WASHER (REACTION SHAFT/SHELL) REACTION GEAR BUSHING THRUST WASHER (RACE/REACTION SHELL) THRUST BEARING ASSEMBLY (REACTION CARRIER/ SUPPORT) REACTION GEAR SUPPORT TO CASE BEARING

WH13165-4L60-E

Figure 96

99

Seal Locations
608B 608A 622 630 696B 696A 696C 30

26 21 27 19 18

106

37

618 243

619

230 623

636 632

691

34

3 5 18 19 21 26 27 30 34 37 106 230 243

PUMP TO CASE BOLT O-RING OIL SEAL (PUMP TO CASE) OIL SEAL RING (2ND APPLY PISTON - OUTER) OIL SEAL RING (2ND APPLY PISTON - INNER) O-RING SEAL OIL SEAL RING (4TH APPLY PISTON - OUTER) O-RING SEAL (2-4 SERVO COVER) CASE EXTENSION TO CASE SEAL CASE EXTENSION OIL SEAL ASSEMBLY O-RING SEAL (ITSS TO CASE EXTENSION) CASE OIL SEAL ASSEMBLY (Y CAR ONLY) OIL SEAL RING (STATOR SHAFT) OIL SEAL ASSEMBLY

608A 608B 618 619 622 623 630 632 636 691 696A 696B 696C

REVERSE INPUT CLUTCH SEAL (INNER) REVERSE INPUT CLUTCH SEAL (OUTER) O-RING SEAL (TURBINE SHAFT/ SELECTIVE WASHER) OIL SEAL RING (SOLID) INPUT TO FORWARD HOUSING O-RING SEAL 3RD AND 4TH CLUTCH PISTON FORWARD CLUTCH PISTON OVERRUN CLUTCH PISTON INPUT HOUSING TO OUTPUT SHAFT SEAL OUTPUT SHAFT SEAL (MODEL DEPENDENT) LOW AND REVERSE CLUTCH SEAL (OUTER) LOW AND REVERSE CLUTCH SEAL (CENTER) LOW AND REVERSE CLUTCH SEAL (INNER)
WH338497-4L60-E

100

Figure 97

ILLUSTRATED PARTS LIST

101

Case and Associated Parts (1 of 2)


29 28 27 26 25 19 18 17 16 SOME 105 MODELS 15 14 13 12 24 23 22 21 20 36 37 31 32 35 SOME MODELS

34

33

34

96

95 103 SOME MODELS 11 9 30

10 7

99

6 5 2 3 71 73 72 74

102 75 1 94 102 103 107 100 106

76

97

73 75

76 101

98

SOME MODELS

YH586909-4L60-E

102

Figure 98

Case and Associated Parts (1 of 2) Legend


1 TORQUE CONVERTER ASSEMBLY (MODEL DEPENDENT) PUMP TO CASE BOLT PUMP TO CASE BOLT O-RING OIL PUMP ASSEMBLY OIL SEAL (PUMP TO CASE) PUMP COVER TO CASE GASKET CASE BUSHING TRANSMISSION VENT ASSEMBLY OIL COOLER PIPE CONNECTOR (MODEL DEPENDENT) CASE SERVO PLUG SERVO RETURN SPRING 2ND APPLY PISTON PIN RETAINER RING (2ND APPLY PISTON) SERVO CUSHION SPRING RETAINER SERVO CUSHION SPRING (OUTER) 2ND APPLY PISTON 96 18 19 20 21 22 23 24 25 26 27 28 29 30 OIL SEAL RING (2ND APPLY PISTON - OUTER) OIL SEAL RING (2ND APPLY PISTON - INNER) SERVO PISTON HOUSING (INNER) O-RING SEAL SERVO APPLY PIN SPRING SERVO APPLY PIN WASHER RETAINER RING (APPLY PIN) 4TH APPLY PISTON OIL SEAL RING (4TH APPLY PISTON - OUTER) O-RING SEAL (2-4 SERVO COVER) 106 2-4 SERVO COVER 107 SERVO COVER RETAINING RING CASE EXTENSION TO CASE SEAL PLUG ASSEMBLY A/TRANS. OIL PAN HEX HEAD (C/K TRUCK ONLY) 97 98 OIL COOLER QUICK CONNECT CLIP (MODEL DEPENDENT) CONVERTER HOUSING ACCESS HOLE PLUG (MODEL DEPENDENT) CONVERTER BOLT INSPECTION PLATE (MODEL DEPENDENT) CUP D4 ORIFICE PLUG A/TRANS. CASE STUD (Y-CAR ONLY) A/TRANS. OIL PAN PLUG ASSEMBLY (Y-CAR ONLY) CONVERTER HOUSING (MODEL DEPENDENT) MAIN CASE SECTION (MODEL DEPENDENT) SERVO CUSHION SPRING (INNER) (MODEL DEPENDENT) CASE OIL SEAL ASSEMBLY (Y-CAR ONLY) 35 36 37 71 72 31 32 33 34 4 5 6 7 9 10 11 12 13 14 15 16 17 CASE EXTENSION (MODEL DEPENDENT) CASE EXTENSION TO CASE BOLT CASE EXTENSION BUSHING CASE EXTENSION OIL SEAL ASSEMBLY (MODEL DEPENDENT) SPEED SENSOR RETAINING BOLT INTERNAL TRANSMISSION SPEED SENSOR O-RING SEAL (ITSS TO CASE EXTENSION) FILTER SEAL TRANSMISSION OIL FILTER ASSEMBLY (MODEL DEPENDENT) TRANSMISSION OIL PAN GASKET CHIP COLLECTOR MAGNET TRANSMISSION OIL PAN (MODEL DEPENDENT) TRANSMISSION OIL PAN SCREW CONVERTER HOUSING TO CASE BOLT OIL COOLER QUICK CONNECTOR (MODEL DEPENDENT)

2 3

73 74 75 76 94 95

99 100 101 102 103 105

103

Case and Associated Parts (2 of 2)


103

38 40 43 44 45 46 91 47 49 50 48 52 56 61 60 93 65 62 67 63 64 66 69 77 70
L

42 41

39

55 54 104 57 58 59 53

68

D3

R D2

38 39 40 41 42 43 44 45 46 47 48 49 50 52 53 54 55 56 57

TRANSMISSION CASE PLUG (ACCUMULATOR BLEED) PRESSURE PLUG 3RD ACCUMULATOR RETAINER AND BALL ASSEMBLY (#7) BAND ANCHOR PIN RETAINER AND BALL ASSEMBLY (DOUBLE ORIFICE) (#10) ACCUMULATOR PISTON PIN 3-4 ACCUMULATOR PISTON OIL SEAL RING (3-4 ACCUMULATOR PISTON) 3-4 ACCUMULATOR SPRING (MODEL DEPENDENT) SPACER PLATE TO CASE GASKET VALVE BODY SPACER PLATE SHIFT SOLENOIDS SCREEN PRESSURE CONTROL SOLENOID SCREEN SPACER PLATE TO VALVE BODY GASKET SPACER PLATE SUPPORT PLATE 1-2 ACCUMULATOR SPRING (OUTER) OIL SEAL RING (1-2 ACCUMULATOR) 1-2 ACCUMULATOR PISTON 1-2 ACCUMULATOR COVER AND PIN ASSEMBLY

58 59 60 61 62 63 64 65 66 67 68 69 70 77 91 93 103 104

ACCUMULATOR COVER BOLT ACCUMULATOR COVER BOLT CONTROL VALVE BODY ASSEMBLY CHECKBALL (#2, 3, 4, 5, 6, 8, 12) VALVE BODY BOLT MANUAL DETENT SPRING ASSEMBLY MANUAL DETENT SPRING BOLT WIRING HARNESS PASS-THRU CONNECTOR O-RING SEAL WIRING HARNESS SOLENOID ASSEMBLY O-RING SEAL (SOLENOID) HEX WASHER HEAD BOLT (SOLENOID) TRANSMISSON FLUID PRESSURE MANUAL VALVE POSITION SWITCH ASSEMBLY PRESSURE SWITCH ASSEMBLY BOLT SPACER PLATE SUPPORT BOLT NUMBER 1 CHECKBALL DIPSTICK STOP BRACKET (MODEL DEPENDENT) MAIN CASE SECTION (MODEL DEPENDENT) 1-2 ACCUMULATOR SPRING (INNER)
YH283778-4L60-E

104

Figure 99

Oil Pump Assembly


227 229 228 231 232 236 240 236 215 237 214 236 216 234 235 210 212 217 213 200 218 224 225 206 207 237 236 238 226 236 241 230 233 236

205 204

203 208 209 202 201

219

211 223 210 222 242

220 243 221

244

200 201 202 203 204 205 206 207 208 209 210 211 212 213 214 215 216 217 218 219 220 221

PUMP BODY OIL SEAL RING (SLIDE TO WEAR PLATE) O-RING SEAL (SLIDE SEAL BACK-UP) PUMP SLIDE PIVOT PIN SPRING PIVOT SLIDE PIN PUMP SLIDE SPRING (OUTER) PUMP SLIDE SPRING (INNER) PUMP SLIDE SEAL SUPPORT PUMP SLIDE SEAL PUMP VANE RING ROTOR GUIDE OIL PUMP ROTOR PUMP VANE STATOR SHAFT PUMP COVER PRESSURE REGULATOR VALVE PRESSURE REGULATOR VALVE SPRING PRESSURE REGULATOR ISOLATOR SPRING REVERSE BOOST VALVE REVERSE BOOST VALVE SLEEVE OIL PUMP REVERSE BOOST VALVE RETAINING RING

222 223 224 225 226 227 228 229 230 231 232 233 234 235 236 237 238 240 241 242 243 244

OIL PUMP CONVERTER CLUTCH VALVE RETAINING RING STOP VALVE CONVERTER CLUTCH VALVE CONVERTER CLUTCH VALVE SPRING (INNER) CONVERTER CLUTCH VALVE SPRING (OUTER) PRESSURE RELIEF BOLT RIVET PRESSURE RELIEF BALL PRESSURE RELIEF SPRING OIL SEAL RING (STATOR SHAFT) OIL PUMP COVER SCREEN SEAL OIL PUMP COVER SCREEN COVER TO BODY BOLT STATOR SHAFT BUSHING (FRONT) OIL PUMP COVER PLUG (FWD CLUTCH FEED) OIL PUMP COVER PLUG CHECK VALVE RETAINER AND BALL ASSEMBLY CONVERTER CLUTCH SIGNAL ORIFICE (CUP PLUG) CUP ORIFICE PLUG STATOR SHAFT BUSHING (REAR) PUMP BODY BUSHING OIL SEAL ASSEMBLY FRONT HELIX RETAINER
XH405105-4L60-E

Figure 100

105

Control Valve Body Assembly (1 of 2)

350 353 354 355 356 360 359 361 362 363 367A 367B 364 395 395 377 378 364 360 376 368 366 369 372
395

357 358 365 370 371 374 375

350 353 354 355 356 357 358 359 360 361 362 363 364 365

CONTROL VALVE BODY FORWARD ACCUMULATOR OIL SEAL FORWARD ACCUMULATOR PISTON FORWARD ACCUMULATOR PIN FORWARD ACCUMULATOR SPRING FORWARD ABUSE VALVE FORWARD ABUSE VALVE SPRING BORE PLUG COILED SPRING PIN LOW OVERRUN VALVE LOW OVERRUN VALVE SPRING FORWARD ACCUMULATOR COVER FORWARD ACCUMULATOR COVER BOLT 1-2 SHIFT VALVE SPRING

366 367A 367B 368 369 370 371 372 374 375 376 377 378 395

1-2 SHIFT VALVE 1-2 SHIFT SOLENOID VALVE 2-3 SHIFT SOLENOID VALVE 2-3 SHIFT VALVE 2-3 SHUTTLE VALVE 1-2 ACCUMULATOR VALVE SPRING 1-2 ACCUMULATOR VALVE 1-2 ACCUMULATOR VALVE SLEEVE ACTUATOR FEED LIMIT VALVE ACTUATOR FEED LIMIT VALVE SPRING BORE PLUG PRESSURE CONTROL SOLENOID VALVE PRESSURE CONTROL SOLENOID RETAINER BORE PLUG AND SOLENOID RETAINER

XH405111-4L60-E

106

Figure 101

Control Valve Body Assembly (2 of 2)

396 350

395 397 395 380

398 398

397
381 395 SOME MODELS 381 395 384 395 381 395 390

380
383

382

385 386 360 387 388 391 359 340 392

381

389

381 394 395

340 350 359 360 380 381 382 383 384 385 386

MANUAL VALVE CONTROL VALVE BODY BORE PLUG COILED SPRING PIN REGULATOR APPLY VALVE (MODEL DEPENDENT) BORE PLUG 4-3 SEQUENCE VALVE SPRING 4-3 SEQUENCE VALVE 3-4 RELAY VALVE 3-4 SHIFT VALVE 3-4 SHIFT VALVE SPRING

387 388 389 390 391 392 394 395 396 397 398

REVERSE ABUSE VALVE REVERSE ABUSE VALVE SPRING 3-2 DOWNSHIFT VALVE 3-2 DOWNSHIFT VALVE SPRING 3-2 CONTROL VALVE 3-2 CONTROL VALVE SPRING 3-2 CONTROL SOLENOID VALVE BORE PLUG AND SOLENOID RETAINER TCC PWM SOLENOID VALVE REGULATOR APPLY SPRING (MODEL DEPENDENT) ISOLATOR VALVE (MODEL DEPENDENT)

XH405114-4L60-E

Figure 102

107

Internal Components (1 of 2)
602 601 603 605 606 608B 608A 607 609 610 611 612A 612B 613 614 615 616

698 617 618

621

600 622

623

625

626

627 628

630

633 632

634

635

688 619 645A 645B 636 637 638 639 643 620 642 643 644 646 648 649A 649B

657

640

659

650

651

653

654A

654B

655

656

653

652

654A

654B

655

SOME MODELS

YH213098-4L60-E

108

Figure 103

Internal Components (1 of 2) Legend


600 601 602 603 605 606 607 608A 608B 609 610 611 612A 612B 613 614 615 616 617 618 619 620 621 622 623 625 626 627 628 630 3-4 CLUTCH BOOST SPRING ASSEMBLY (5) THRUST WASHER (PUMP TO DRUM) 2-4 BAND ASSEMBLY REVERSE INPUT CLUTCH BUSHING (FRONT) REVERSE INPUT CLUTCH HOUSING AND DRUM ASSEMBLY REVERSE INPUT CLUTCH BUSHING (REAR) REVERSE INPUT CLUTCH PISTON ASSEMBLY REVERSE INPUT CLUTCH SEAL (INNER) REVERSE INPUT CLUTCH SEAL (OUTER) REVERSE INPUT CLUTCH SPRING ASSEMBLY REVERSE INPUT CLUTCH SPRING RETAINER RING REVERSE INPUT CLUTCH PLATE (BELLEVILLE) REVERSE INPUT CLUTCH TURBULATOR PLATE (STEEL) REVERSE INPUT CLUTCH PLATE ASSEMBLY (FIBER) REVERSE INPUT CLUTCH BACKING PLATE (SELECTIVE) REVERSE INPUT CLUTCH RETAINING RING STATOR SHAFT/ SELECTIVE WASHER BEARING ASSEMBLY THRUST WASHER (SELECTIVE) CHECK VALVE RETAINER AND BALL ASSEMBLY O-RING SEAL (TURBINE SHAFT/ SELECTIVE WASHER) (MODEL DEPENDENT) OIL SEAL RING (SOLID) RETAINER AND CHECKBALL ASSEMBLY INPUT HOUSING AND SHAFT ASSEMBLY (MODEL DEPENDENT) O-RING SEAL INPUT TO FORWARD CLUTCH HOUSING 3RD AND 4TH CLUTCH PISTON 656 3RD AND 4TH CLUTCH RING (APPLY) 3RD AND 4TH CLUTCH SPRING ASSEMBLY FORWARD CLUTCH HOUSING RETAINER AND BALL ASSEMBLY FORWARD CLUTCH HOUSING FORWARD CLUTCH PISTON 657 659 688 698 642 643 644 645A 645B 646 648 649A 649B 650 651 652 653 654A 654B 655 632 633 634 635 636 637 638 639 640 OVERRUN CLUTCH PISTON OVERRUN CLUTCH BALL OVERRUN CLUTCH SPRING ASSEMBLY OVERRUN CLUTCH SPRING RETAINER SNAP RING INPUT HOUSING TO OUTPUT SHAFT SEAL INPUT SUN GEAR BEARING ASSEMBLY OVERRUN CLUTCH HUB RETAINING SNAP RING OVERRUN CLUTCH HUB FORWARD SPRAG CLUTCH INNER RACE AND INPUT SUN GEAR ASSEMBLY FORWARD SPRAG ASSEMBLY SPRAG ASSEMBLY RETAINER RING FORWARD CLUTCH RACE (OUTER) OVERRUN CLUTCH PLATE (STEEL) OVERRUN CLUTCH PLATE ASSEMBLY (FIBER) FORWARD CLUTCH PLATE (APPLY) FORWARD CLUTCH PLATE (WAVED) FORWARD CLUTCH PLATE (STEEL) FORWARD CLUTCH PLATE ASSEMBLY (FIBER) FORWARD CLUTCH BACKING PLATE (SELECTIVE) FORWARD CLUTCH BACKING PLATE RETAINER RING 3RD AND 4TH CLUTCH PLATE (STEEL) (2.2L ENGINE ONLY) 3RD AND 4TH CLUTCH APPLY PLATE (STEPPED) 3RD AND 4TH CLUTCH PLATE ASSEMBLY (FIBER) (QUANTITY MODEL DEPENDENT) 3RD AND 4TH CLUTCH PLATE (STEEL) (QUANTITY MODEL DEPENDENT) 3RD AND 4TH CLUTCH BACKING PLATE (SELECTIVE) (MODEL DEPENDENT) 3RD AND 4TH CLUTCH BACKING PLATE RETAINER RING INPUT SUN GEAR FRONT BUSHING INPUT SUN GEAR REAR BUSHING CUP PLUG ORIFICED CUP PLUG

109

Internal Components (2 of 2)
661 662 663 664 665 666 667

662D

662C

662F

662D 662B 662C 662A

662E

668

669

670

671 672

673

674

675

676

677

678

679

677

681

697

680 681A 681D 681E 681C

SOME MODELS
681D 681B 681C

682C

682D

682B

682A

683

684

685

686

687

699

690

691 692 693 694

695

696A 696B 696C

678 679 680


SOME MODELS

661 662 662A 662B 662C 662D 662E 662F 663 664 665 666 667 668 669 670 671 672 673 674 675 676 677

OUTPUT SHAFT TO INPUT CARRIER RETAINER INPUT CARRIER ASSEMBLY INPUT CARRIER PINION GEAR PIN INPUT CARRIER PINION GEAR INPUT CARRIER PINION WASHER INPUT CARRIER PINION WASHER INPUT CARRIER SPACER INPUT CARRIER PINION/GEAR BEARING ROLLER THRUST BEARING ASSEMBLY (INPUT CARRIER TO REACTION SHAFT) INPUT INTERNAL GEAR REACTION CARRIER SHAFT FRONT BUSHING REACTION CARRIER SHAFT REACTION CARRIER SHAFT REAR BUSHING REACTION SHAFT/INTERNAL GEAR RETAINER RING THRUST WASHER (REACTION SHAFT SHELL) REACTION SUN SHELL REACTION SUN GEAR RETAINER RING REACTION SUN BUSHING REACTION SUN GEAR THRUST WASHER (RACE/REACTION SHELL) LOW AND REVERSE ROLLER CLUTCH RACE LOW AND REVERSE SUPPORT TO CASE RETAINER RING LOW AND REVERSE ROLLER ASSEMBLY RETAINER RING (CAM)

681 681A 681B 681C 681D 681E 682A 682B 682C 682D 683 684 685 686 687 690 691 692 693 694 695 696A 696B 696C 697 699

LOW AND REVERSE ROLLER CLUTCH ASSEMBLY LOW AND REVERSE CLUTCH SUPPORT ASSEMBLY LOW AND REVERSE CLUTCH SUPPORT RETAINER SPRING REACTION CARRIER ASSEMBLY REACTION CARRIER PINION GEAR PIN REACTION CARRIER PINION GEAR REACTION CARRIER PINION BAT WINGED WASHER REACTION CARRIER PINION WASHER REACTION CARRIER PINION/GEAR NEEDLE ROLLER LOW AND REVERSE CLUTCH PLATE (WAVED) SPACER LOW AND REVERSE CLUTCH PLATE (SELECTIVE) LOW AND REVERSE CLUTCH PLATE ASSEMBLY (FIBER) LOW AND REVERSE CLUTCH TURBULATOR PLATE (STEEL) THRUST BEARING ASSEMBLY (REACTION CARRIER/ SUPPORT) INTERNAL REACTION GEAR INTERNAL REACTION GEAR SUPPORT REACTION GEAR/SUPPORT RETAINER RING OUTPUT SHAFT OUTPUT SHAFT SLEEVE (MODEL DEPENDENT) OUTPUT SHAFT SEAL (MODEL DEPENDENT) REACTION GEAR SUPPORT TO CASE BEARING LOW AND REVERSE CLUTCH RETAINER RING LOW AND REVERSE CLUTCH SPRING ASSEMBLY LOW AND REVERSE CLUTCH PISTON LOW AND REVERSE CLUTCH SEAL (OUTER) LOW AND REVERSE CLUTCH SEAL (CENTER) LOW AND REVERSE CLUTCH SEAL (INNER) OIL DEFLECTOR (HIGH OUTPUT MODELS ONLY) INTERNAL TRANSMISSION SPEED SENSOR ROTOR
YH213103-4L60-E

110

Figure 104

Parking Pawl and Actuator Assembly


89 88 87 86 85 90
79 80 81 82 PARKING BRAKE PAWL SHAFT PARKING PAWL RETURN SPRING PARKING BRAKE PAWL MANUAL SHAFT SEAL MANUAL SHAFT RETAINER MANUAL SHAFT (MODEL DEPENDENT) PARKING LOCK ACTUATOR ASSEMBLY PARKING LOCK BRACKET PARKING LOCK BRACKET BOLT (2) INSIDE DETENT LEVER MANUAL VALVE LINK HEX HEAD NUT 78 STEEL CUP PLUG

83

83 84 85 86 87

84 81 80 79 78 82

88 89 90

WH65111-4L60-E

Figure 105

111

BASIC SPECIFICATIONS

HYDRA-MATIC 4L60-E TRANSMISSION


Produced at: Romulus, Michigan Toledo, Ohio U.S.A. Mexico

RPO M30
Vehicles used in:
DIVISION C/K Truck F G Van M/L Van Chevrolet/GMC MODEL Pickup/Suburban

Chevrolet/Pontiac Camaro/Firebird Chevrolet/GMC Chevrolet/GMC Chevrolet/GMC Chevrolet Express/Savana Astro/Safari S10/Sonoma Corvette

HYDRA-MATIC 4L60-E (FOUR-SPEED)


Transmission Drive Rear Wheel Drive 4-Wheel Drive All Wheel Drive Transmission Type 4L60-E = 4: Four Speed L: Longitudinal Mount 60: Product Series E: Electronically Controlled
Automatic Overdrive with a Torque Converter Clutch Assembly.

S/T Truck Y

Current Engine Range 2.5 L to 5.7 L Gasoline 6.2 L Diesel Control Systems Shift Pattern (2) Two-way on/off solenoids Shift Quality Pressure Control Solenoid 3-2 Control Solenoid Torque Converter Clutch Pulse Width Modulated solenoid control Gear Ratios 1st 3.059 2nd 1.625 3rd 1.000 4th 0.696 Rev 2.294 Maximum Engine Torque 475 Nm (350 lb ft) Maximum Gearbox Torque 910 Nm (670 lb ft) Maximum Shift Speed 1-2 6,000 RPM 2-3 6,000 RPM 3-4 6,000 RPM Maximum Gross Vehicle Weight 3,900 kg (8,600 lb) Transmission Fluid Type Dexron III Transmission Fluid Capacities (Approximate) 245 mm Converter (Dry): 7.9 L (8.4 qt) 258 mm Converter (Dry): 8.8 L (9.3 qt) 298 mm Converter (Dry): 10.6 L (11.2 qt) 300 mm Converter (Dry): 10.6 L (11.2 qt) Transmission Weight 245 mm Converter (Dry): 65.4 kg (144.30 lb) (Wet): 72.4 kg (159.55 lb)

258 mm Converter (Dry): 79.9 kg (176.60 lb) (Wet): 89.2 kg (197.70 lb) 298 mm Converter (Dry): 70.5 kg (155.70 lb) (Wet): 80.5 kg (176.16 lb) 300 mm Converter (Dry): 70.5 kg (155.70 lb) (Wet): 80.5 kg (176.16 lb) Converter Sizes Available 245, 258, 298 and 300 mm Converter (Reference) Converter Bolt Circle Diameters For 245 and 258 mm Converter 247.65 mm (Reference) For 298 mm Converter 273.05 mm (Reference) For 300 mm Converter 275.05 mm (Reference) Converter Stall Torque Ratio Range For 245 mm Converter 1.63 to 2.70 For 258 mm Converter 1.65 to 2.07 For 298 mm Converter 1.84 to 2.34 For 300 mm Converter 1.84 to 2.34 Converter K Factor Range For 245 mm Converter 122 to 240 For 258 mm Converter 110 to 179 For 298 mm Converter 100 to 140 For 300 mm Converter 100 to 140
Not all K Factors are applicable across the range of Converter Stall Torque Ratios.

Transmission Packaging Information* Engine Mounting Face to Rear of Case 593.50 mm (Reference - Less Extension) Overall Length Current Minimum: 756.20 mm (Reference) Current Maximum: 778.30 mm (Reference) Case Extension Lengths Determined by Customer Requirements Current Minimum: 162.70 mm (Reference) Current Maximum: 184.80 mm (Reference) Current Converter Housings Available 245 mm and 258 mm (Small Bell Style) 298 mm and 300 mm (Large Bell Style) Two-Piece Case with Separate Extension Converter Housing Main Case
*All dimensions shown are nominal.

Seven Position Quadrant (P, R, N, D , D, 2, 1) / (P, R, N, D , 3, 2, 1) Pressure Taps Available Line Pressure
Information may vary with application. All information, illustrations and specifications contained in this book are based on the latest product information available at the time of publication. The right is reserved to make changes at any time without notice.

112

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. 60), 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 4L60-E is a 4-speed, longitudinally mounted, 60 series unit, with electronic controls.

HYDRA-MATIC 4L60-E HYDRA-MATIC 4 Number of Speeds: 3 4 5 V (CVT) L Type: T - Transverse L - Longitudinal M - Manual 60 Series: Based on Relative Torque Capacity E Major Features: E - Electronic Controls A - All Wheel Drive HD - Heavy Duty

113

GLOSSARY OF TECHNICAL TERMS


Accumulator: A component of the transmission that absorbs hydraulic pressure during the apply of clutch or band. Accumulators are designed to control the quality of a shift from one gear range to another. Adaptive Learning: Programming within the PCM that automatically adjusts hydraulic pressures in order to compensate for changes in the transmission (i.e. component wear). Applied: An apply component that is holding another component to which it is splined or assembled with. Also referred to as engaged. Apply Components: Hydraulically operated clutches, servos, bands, and mechanical one-way roller or sprag clutches that drive or hold members of a planetary gear set. Apply Plate: A steel clutch plate in a clutch pack located next to the (apply) piston. Backing Plate: A steel plate in a clutch pack that is usually the last plate in that clutch assembly (farthest from the clutch piston). Ball Check Valve: A spherical hydraulically controlled component (usually made of steel) that either seals or opens fluid circuits. It is also referred to as a check valve or checkball. Band: An apply component that consists of a flexible strip of steel and friction material that wraps around a drum. When applied, it tightens around the drum and prevents the drum from rotating. Brake Switch: An electrical device that provides signals to the Powertrain Control Module (PCM) based on the position of the brake pedal. The PCM uses this information to apply or release the torque converter clutch (TCC). Centrifugal Force: A force that is imparted on an object (due to rotation) that increases as that object moves further away from a center/point of rotation. Clutch Pack: An assembly of components generally consisting of clutch plates, an apply plate and a backing plate. Clutch Plate: A hydraulically activated component that has two basic designs: (1) all steel, or (2) a steel core with friction material bonded to one or two sides of the plate. Component: Any physical part of the transmission.
114

Control Valve Body: A machined metal casting that contains valve trains and other hydraulically controlled components that shift the transmission. 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 input torque equals the output speed and torque. The gear ratio through the gear set is 1:1. Downshift: A change in a gear ratio where input speed and torque increases. Duty Cycle: In reference to an electronically controlled solenoid, it is the amount of time (expressed as a percentage) that current flows through the solenoid coil. Energize(d): To supply a current to an electronically controlled device enabling it to perform its designed function. Engine Compression Braking: A condition where compression from the engine is used with the transmission to decrease vehicle speed. Braking (slowing of the vehicle) occurs when a lower gear ratio is manually selected by moving the gear selector lever. Exhaust: The release of fluid pressure from a hydraulic circuit. (The words exhausts and exhausting are also used and have the same intended meaning.) Fail-Safe Mode: A condition whereby a component (i.e. engine or transmission) will partially function even if its electrical system is disabled. Fluid: Generally considered a liquid or gas. In this publication fluid refers primarily to transmission fluid. Fluid Pressure: A pressure (in this textbook usually transmission fluid) that is consistent throughout its circuit. Force: A measurable effort that is exerted on an object (component). Freewheeling: A condition where power is lost through a driving or holding device (i.e. roller or sprag clutches). Friction Material: A heat and wear resistant fibrous material bonded to clutch plates and bands.

GLOSSARY OF TECHNICAL TERMS


Gear: A round, toothed device that is used for transmitting torque through other components. Gear Range: A specific speed to torque ratio at which the transmission is operating (i.e. 1st gear, 2nd gear etc.). Gear Ratio: Revolutions of an input gear as compared to the revolutions of an output gear. It can also be expressed as the number of teeth on a gear as compared to the number of teeth on a gear that it is in mesh with. Hydraulic Circuit: A fluid passage which often includes the mechanical components in that circuit designed to perform a specific function. Input: A starting point for torque, revolutions or energy into another component of the transmission. Internal Gear: The outermost member of a gear set that has gear teeth in constant mesh with planetary pinion gears of the gear set. Internal Leak: Loss of fluid pressure in a hydraulic circuit. Land (Valve Land): The larger diameters of a spool valve that contact the valve bore or bushing. Line Pressure: The main fluid pressure in a hydraulic system created by the pump and pressure regulator valve. Manual Valve: A spool valve that distributes fluid to various hydraulic circuits and is mechanically linked to the gear selector lever. Orifice: A restricting device (usually a hole in the spacer plate) for controlling pressure build up into another circuit. Overdrive: An operating condition in the gear set allowing output speed to be higher than input speed and output torque to be lower than input torque. Overrunning: The function of a one-way mechanical clutch that allows the clutch to freewheel during certain operating conditions of the transmission. Pinion Gear: A small toothed gear that meshes with a larger gear. Planet Pinion Gears: Pinion gears (housed in a carrier) that are in constant mesh with a circumferential internal gear and centralized sun gear. Planetary Gear Set: An assembly of gears that consists of an internal gear, planet pinion gears with a carrier, and a sun gear. Powertrain Control Module (PCM): 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 (PWM): 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 or roller 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 inner and outer races. Servo: A spring loaded device consisting of a piston in a bore that is operated (stroked) by hydraulic pressure to apply or release a band. Solenoid Valve: An electronic device used to control transmission shift patterns or regulate fluid pressure. Spool Valve: A cylindrical hydraulic control device having a variety of land and valley diameters, used to control fluid flow. Sprag Clutch: A mechanical clutch (holding device) consisting of figure eight like elements assembled between inner and outer races. Throttle Position: The travel of the throttle plate that is expressed in percentages and measured by the throttle position (TP) sensor. Torque: A measurable twisting force expressed in terms of Newton- meters (Nm), pounds feet (lbs ft) or pounds inches (lbs in). Torque Converter: A component of an automatic transmission, (attached to the engine flywheel) that transfers torque from the engine to the transmission through a fluid coupling. Variable Capacity Pump: The device that provides fluid for operating the hydraulic circuits in the transmission. The amount of fluid supplied varies depending on vehicle operating conditions.
115

ABBREVIATIONS
AC - Alternating Current A/C - Air Conditioning ACC or ACCUM - Accumulator AFL - Actuator Feed Limit ALDL - Assembly Line Diagnostic Link AMP - Amperage ASM - Assembly AT - Automatic Transmission N - Neutral NC - Normally Closed N.m - Newton Meters NO - Normally Open ORF - Orificed ORUN - Overrun OSS - Output Speed Sensor P - Park PCM - Powertrain Control Module PC - Pressure Control (solenoid) PR - Park Reverse (circuit) PRESS REG - Pressure Regulator PSI - Pounds per Square Inch PWM - Pulse Width Modulated R - Reverse REV - Reverse RPM - Revolutions per Minute SEL - Selective SIG - Signal SOL - Solenoid SS - Shift Solenoid TCC - Torque Converter Clutch TFP - Transmission Fluid Pressure TFT - Transmission Fluid Temperature TP - Throttle Position (sensor) TRANS - Transmission or Transaxle V - Volts VSS - Vehicle Speed Sensor 2WD - 2 Wheel Drive 4WD - 4 Wheel Drive

C - Degrees Celsius
CC - Converter Clutch CL - Clutch CONT - Control CONV - Converter DC - Direct Current D.C. - Duty Cycle DLC - Diagnostic Link Connector DRAC - Digital Ratio Adaptor Converter DTC - Diagnostic Trouble Code D2 - Drive 2 (circuit) D3 - Drive 3 (circuit) D4 - Drive 4 (circuit) D432 - Drive 432 (circuit) ECM - Electronic Control Module ECT - Engine Coolant Temperature EX - Exhaust

F - Degrees Fahrenheit
FD - Feed FWD - Forward Hz - Hertz ISS - Input Speed Sensor KM/H - Kilometers per Hour kPa - KiloPascals MAP - Manifold Absolute Pressure MPH - Miles per Hour

116

INDEX
A Abbreviations ........................................................................... 116 Accumulators ......................................................................... 32-33 forward clutch accumulator ............................................. 32 1-2 accumulator ............................................................... 32 3-4 accumulator ............................................................... 33 2-4 servo used as accumulator ........................................ 33 Accumulator Valve ..................................................................... 30 Actuator Feed Limit Valve ......................................................... 30 Apply Components ................................................................ 15-23 forward clutch ................................................................. 19 forward sprag clutch ........................................................ 21 low and reverse clutch ..................................................... 23 low and reverse roller clutch ........................................... 22 overrun clutch ................................................................. 18 reverse input clutch ......................................................... 17 servo assembly and 2-4 band .......................................... 16 3-4 clutch ......................................................................... 20 B Ball Check Valves Location and Function ............................ 34-35 Band Assembly (2-4) .................................................................. 16 Basic Specifications .................................................................. 112 Boost Valve ................................................................................ 29 Bushing and Bearing Locations .................................................. 99 C Case and Associated Parts ................................................. 102-104 Clutch (3-4) ................................................................................ 20 Color Legend ....................................................................... 10A-B Complete Hydraulic Circuits ................................................. 73-98 park ............................................................................. 74-75 reverse ........................................................................ 76-77 neutral ......................................................................... 78-79 overdrive range first gear ........................................ 80-81 overdrive range second gear .................................... 82-83 overdrive range third gear ....................................... 84-85 overdrive range fourth gear (TCC applied) ............. 86-87 overdrive range 4-3 downshift ................................ 88-89 overdrive range 3-2 downshift ................................ 90-91 manual third third gear ............................................ 92-93 manual second second gear ..................................... 94-95 manual first first gear .............................................. 96-97 lubrication points ............................................................. 98 Contents, Table of ........................................................................ 2 Control Valve Body Assembly .......................................... 106-107 Cross Sectional Views ............................................................ 8-8A D Downshift Control Solenoid (3-2) ........................................ 30, 41 E Electrical Components ........................................................... 36-44 component locations ....................................................... 36 fail safe mode .................................................................. 36 automatic transmission fluid pressure manual valve position switch ............................................................. 37 H How To Use This Book ............................................................. 4-5 Hydra-matic Product Designation System ............................... 113 Hydraulic Control Components ............................................. 26-35 location of major components ......................................... 26 oil pump assembly .......................................................... 27 pressure regulation .......................................................... 28 valves located in the oil pump assembly ......................... 29 valves located in the control valve body .................... 30-31 accumulators .............................................................. 32-33 ball check valves location and function ..................... 34-35 I Illustrated Parts List ........................................................... 101-111 case and associated parts ........................................ 102-104 oil pump assembly ........................................................ 105 control valve body assembly .................................. 106-107 internal components ............................................... 108-110 parking pawl and actuator assembly ............................. 111 Introduction .................................................................................. 3 L Low and Reverse Clutch ............................................................ 23 Low and Reverse Roller Clutch ................................................. 22 Lubrication Points ...................................................................... 98 M Major Mechanical Components ................................................. 10 Manual First First Gear ........................................... 70-71, 96-97 Manual Second Second Gear ................................... 68-69, 94-95 Manual Third Third Gear ........................................ 66-67, 92-93 Manual Valve ............................................................................. 30 N Neutral ..................................................................... 52-53, 78-79 vehicle speed sensor ........................................................ 38 transmission fluid temperature sensor ............................. 38 torque converter clutch solenoid valve ........................... 39 shift solenoid valves ........................................................ 40 3-2 downshift control solenoid valve .............................. 41 pressure control solenoid valve ....................................... 42 TCC PWM solenoid valve .............................................. 43 components external to the transmission ........................ 44 Explanation of Gear Ranges ......................................................... 9 F Fail Safe Mode ........................................................................... 36 First Gear (overdrive) ................................................. 54-55, 80-81 Forward Clutch ........................................................................... 19 Forward Sprag Clutch ................................................................. 21 G General Description ...................................................................... 9 Glossary Of Technical Terms ............................................ 114-115

117

INDEX
O Oil Pump Assembly ............................................................ 27, 105 Operating Conditions - Range Reference Chart ......................... 72 Overdrive Range First Gear ..................................... 54-55, 80-81 Overdrive Range Fourth Gear (TCC Released) ................. 60-61 Overdrive Range Fourth Gear (TCC Applied) ........ 62-63, 86-87 Overdrive Range Second Gear ................................ 56-57, 82-83 Overdrive Range Third Gear ................................... 58-59, 84-85 Overdrive Range 4-3 Downshift .................................. 64, 88-89 Overdrive Range 3-2 Downshift .................................. 65, 90-91 Overrun Clutch ........................................................................... 18 P Park ............................................................................. 48-49, 74-75 Parking Pawl and Actuator Assembly ...................................... 111 Planetary Gear Sets ................................................................ 24-25 description .................................................................... 24A reduction ....................................................................... 24A direct drive .................................................................... 24B overdrive ....................................................................... 24B reverse direction of rotation .......................................... 24B Power Flow ............................................................................ 45-72 mechanical powerflow from TCC ........................... 46-46A common hydraulic functions ................................... 46B-47 park ............................................................................. 48-49 reverse ........................................................................ 50-51 neutral ......................................................................... 52-53 overdrive range first gear ........................................ 54-55 overdrive range second gear .................................... 56-57 overdrive range third gear ....................................... 58-59 overdrive range fourth gear ..................................... 60-61 overdrive fourth, TCC released to applied .............. 62-62A overdrive fourth, TCC applied to released .............. 62B-63 overdrive range 4-3 downshift ............................. 64-64A overdrive range 3-2 downshift ............................. 64B-65 manual third third gear ............................................ 66-67 manual second second gear ..................................... 68-69 manual first first gear .............................................. 70-71 Preface ....................................................................................... 1 Pressure Control Solenoid Valve .......................................... 30, 42 Pressure Regulation .................................................................... 28 Pressure Regulator Valve ........................................................... 29 Principles of Operation ......................................................... 9A-44 major mechanical components ........................................ 10 color legend .............................................................. 10A-B range reference chart ....................................................... 11 torque converter ......................................................... 12-14 apply components ...................................................... 15-23 planetary gear sets ...................................................... 24-25 hydraulic control components .................................... 26-35 electrical components ................................................. 36-44 R Range Reference Charts ....................................................... 11, 72 Reverse ..................................................................... 50-51, 76-77 Reverse Input Clutch .................................................................. 17 S Seal Locations .......................................................................... 100 Servo Assembly .......................................................................... 16 Shift Solenoid Valves ................................................................. 40 Stator Assembly .......................................................................... 13 T Table of Contents ......................................................................... 2 Torque Converter Clutch Solenoid ............................................. 39 TCC PWM Solenoid Valve .................................................. 30, 43 Regulated Apply Valve .............................................................. 30 Torque Converter Clutch Apply Valve ...................................... 29 TFP Manual Valve Position Switch ........................................... 37 Third Gear (overdrive) ............................................... 58-59, 84-85 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 ........................... 62B-63, 86-87 Torque Converter Clutch Released .................................... 62-62A TFT sensor .................................................................................. 38 Transmission Adapt Function ..................................................... 42 U Understanding The Graphics .................................................. 6-8A V Valves Located In The Control Valve Body ......................... 30-31 3-4 shift valve .................................................................. 30 3-2 downshift valve ......................................................... 30 reverse abuse valve ......................................................... 30 3-2 control solenoid valve ............................................... 30 3-2 control valve ............................................................. 30 manual valve ................................................................... 30 pressure control solenoid valve ....................................... 30 actuator feed limit valve .................................................. 30 TCC PWM solenoid valve .............................................. 30 regulated apply valve and isolator valve ......................... 30 3-4 relay valve and 4-3 sequence valve .......................... 30 accumulator valve ........................................................... 30 2-3 shift solenoid valve ................................................... 30 2-3 shift valve and 2-3 shuttle valve ............................... 30 1-2 shift solenoid valve ................................................... 31 1-2 shift valve .................................................................. 31 forward abuse valve ........................................................ 31 low overrun valve ............................................................ 31 forward clutch accumulator............................................. 31 Valves Located In The Oil Pump Assembly .............................. 29 pressure regulator valve .................................................. 29 boost valve ...................................................................... 29 torque converter clutch apply valve ................................ 29 pressure relief ball ........................................................... 29 torque converter clutch solenoid ..................................... 29 retainer and checkball assemblies ................................... 29 orifice cup plugs .............................................................. 29 Vehicle Speed Sensor ................................................................. 38

118

NOTES

119

NOTES

120

NOTES

121

NOTES

122