6 Speed RWD Technician S Guide PDF

HYDRA-MATIC 6 Speed RWD
HYDRA-MATIC
6 Speed RWD
TECHNICIAN'S
GUIDE
TECHNICIAN'S GUIDE
October 2005
GENERAL MOTORS CORPORATION 2M Litho in U.S.A.
PREFACE
The Hydra-matic 6 Speed RWD Technician’s 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 6 Speed RWD Technician’s Guide is also intended to

assist technicians during the service, diagnosis and repair of this
transmission. However, this book is not intended to be a substitute for
other General Motors service publications that are normally used on the
job. Since there is a wide range of repair procedures and technical
specifications specific to certain vehicles and transmission models, the
proper service publication must be referred to when servicing the Hydra-
matic 6 Speed RWD transmission.
© COPYRIGHT 2005 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.
1
6 Speed RWD
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 ................................................................................... 17
PLANETARY GEARSETS ............................................................................... 25
HYDRAULIC CONTROL COMPONENTS ....................................................... 28
ELECTRICAL COMPONENTS ........................................................................ 39
POWER FLOW .......................................................................................................... 49
COMPLETE HYDRAULIC CIRCUITS ....................................................................... 75
LUBRICATION POINTS .......................................................................................... 100
BUSHING AND BEARING LOCATIONS ................................................................ 101
SEAL LOCATIONS ................................................................................................. 102
ILLUSTRATED PARTS LIST .................................................................................. 103
BASIC SPECIFICATIONS ...................................................................................... 118
PRODUCT DESIGNATION SYSTEM ...................................................................... 119
GLOSSARY ............................................................................................................ 120
ABBREVIATIONS ................................................................................................... 122
INDEX ..................................................................................................................... 123
2
INTRODUCTION
The Hydra-matic 6 Speed RWD Technician’s Guide fluid as it applies components or shifts valves in the
is another Powertrain publication from the system. Facing this partial page is a hydraulic
Technician’s Guide series of books. The purpose of schematic that shows the position of valves, ball check
this publication, as is the case with other Technician’s valves, etc., as they function in a specific gear range.
Guides, is to provide complete information on the
theoretical operating characteristics of this The third major section of this book displays the
transmission. Operational theories of the mechanical, “Complete Hydraulic Circuit” for specific gear
hydraulic and electrical components are presented in ranges. Fold-out pages containing fluid flow
a sequential and functional order to better explain schematics and two dimensional illustrations of major
their operation as part of the system. components graphically display hydraulic circuits.
This information is extremely useful when tracing
In the first section of this book entitled “Principles fluid circuits for learning or diagnosis purposes.
of Operation”, detailed explanations of the major
components and their functions are presented. In The “Appendix” section of this book provides
every situation possible, text describes component additional transmission information regarding
operation during the apply and release cycle as well lubrication circuits, seal locations, illustrated parts
as situations where it has no effect at all. The lists and more. Although this information is available
descriptive text is then supported by numerous in current model year Service Manuals, its inclusion
graphic illustrations to further emphasize the provides for a quick reference guide that is useful to
operational theories presented. the technician.
The second major section entitled “Power Flow”, Production of the Hydra-matic 6 Speed RWD
blends the information presented in the “Principles of Technician’s Guide was made possible through the
Operation” section into the complete transmission combined efforts of many staff areas within the
assembly. The transfer of torque from the engine General Motors Powertrain Division. As a result,
through the transmission is graphically displayed on the Hydra-matic 6 Speed RWD Technician’s Guide
a full page while a narrative description is provided was written to provide the user with the most current,
on a facing half page. The opposite side of the half concise and usable information available regarding
page contains the narrative description of the hydraulic this product.
3
HOW TO USE THIS BOOK
First time users of this book may find the page layout specific fluid circuits that enable the mechanical
a little unusual or perhaps confusing. However, with components to operate. The mechanical power
a minimal amount of exposure to this format its flow is graphically displayed on a full size page
usefulness becomes more obvious. If you are and is followed by a half page of descriptive text.
unfamiliar with this publication, the following The opposite side of the half page contains the
guidelines are helpful in understanding the functional narrative description of the hydraulic fluid as it
intent for the various page layouts: applies components or moves valves in the system.
Facing this partial page is a hydraulic schematic
• Read the following section, “Understanding the which shows the position of valves, ball check
Graphics” to know how the graphic illustrations valves, etc., as they function in a specific gear
are used, particularly as they relate to the range. Also, located at the bottom of each half
mechanical power flow and hydraulic controls page is a reference to the Complete Hydraulic
(see Understanding the Graphics page 6). Circuit section that follows.
• Unfold the cutaway illustration of the Hydra- • The Complete Hydraulic Circuits section
matic 6 Speed RWD (page 8) and refer to it as (beginning on page 75) details the entire hydraulic
you progress through each major section. This system. This is accomplished by using a fold-out
cutaway provides a quick reference of component circuit schematic with a facing page two
location inside the transmission assembly and dimensional fold-out drawing of each component.
their relationship to other components. The circuit schematics and component drawings
display only the fluid passages for that specific
• The Principles of Operation section (beginning on operating range.
page 9A) presents information regarding the major
apply components and hydraulic control • Finally, the Appendix section contains a schematic
components used in this transmission. This section of the lubrication flow through the transmission,
describes “how” specific components work and disassembled view parts lists and transmission
interfaces with the sections that follow. specifications. This information has been included
to provide the user with convenient reference
• The Power Flow section (beginning on page 49) information published in the appropriate vehicle
presents the mechanical and hydraulic functions Service Manuals. Since component parts lists
corresponding to specific gear ranges. This and specifications may change over time, this
section builds on the information presented in the information should be verified with Service
Principles of Operation section by showing Manual information.
4
HOW TO USE THIS BOOK
LARGE CUTAWAY VIEW HALF PAGE TEXT FOR EASY RANGE REFERENCE CHART
OF TRANSMISSION REFERENCE TO BOTH PAGES
(FOLDOUT)
RK )
PA nning
u
eR
➤
gin
(En
(P)
Park l
PARK the e oi PARK
r in th
6 Speed RWD leve fromwing:
(Engine Running) ctor sure follo (Engine Running)
1 sele pres the g-
the line to 8): Re ) 1-2-3-4
4 3 3-5
2
➤
POWER FROM
Withsition, rected lve(21essure CLUTCH
LOW AND OUTPUT VEHICLE HELD REVERSE
TORQUE POWERFLOW CLUTCH
REVERSE SHAFT STATIONARY CENTER SUPPORT
po p is di lator Va(line prion
CONVERTER TERMINATED
CLUTCH ASSEMBLY (NO POWER ASSEMBLY
(1)
TORQUE INPUT 1-2-3-4 INPUT 3-5 REVERSE 2-6 4-5-6 CENTER LO AND LO CLUTCH OUTPUT OUTPUT OUTPUT
APPLIED* (70)
HELD
TRANSMITTED
TO OR FROM
pum re Reguoutputnsmmissp
su mp tra pu
CONVERTER SUN GEAR CLUTCH CARRIER CLUTCH CLUTCH (w/TURBINE SUPPORT REVERSE SPRAG CARRIER CARRIER SHAFT
DIFFERENTIAL Preses pu to the hen mand 2-6 CLUTCH LOW &
➤
4-5-6 ASSEMBLY
ulat rdingents. Wthe defrom
ASSEMBLY) REVERSE
➤
CLUTCH 26 CLUTCH CLUTCH
CONVERTER FLUID PUMP (53) ASSEMBLY SHAFT) ASSEMBLY CLUTCH ASSEMBLY ASSEMBLY REAR SUN GEAR ASSEMBLY accoirem ceeds, fluidr ASSEMBLY ASSEMBLY
TURBINE HOUSING ASSEMBLY (52) CLUTCH (67) (467) (68) (489) (70) requut ex sure lato 1234 CLUTCH
outp e presre regu 35 REV CLUTCH
ASSEMBLY (2) ASSEMBLY of linpressu
COMP FEED
(56) ➤ the
456 CLUTCH
➤
TORQUE M D N R P
➤
CONVERTER
MANUAL VALVE
ASSEMBLY
➤
EX
DRIVE
CBR 1
CBR
DRIVE
(1)
REVERSE
LINE
➤
➤
LINE LINE
CONTROL
SOLENOID
VALVE ASSEMBLY 1
ACT FD LIM
3a
N.C.
SHIFT REVERSE
CSV2 ENABLE
SOL 1
ON
SOL 1 SOL 1 SOL 1 SOL 1
#2
ACT FD LIM
ACT FD LIM
2b DRIVE 1-6
PS5
3d
COMP FD
ACT FEED LIMIT VALVE

38
3c
35 REV CL
LINE
LINE
ACT FD LIM
CBR1/C456 CL REG VALVE
DRIVE
DRIVE
CBR1/456 CL FD
EX
EX BF
EX
EX
37
EX
EX
39
22
4-5-6 CLUTCH TCC

PRESSURE
CONTROL CBR1 FDBK CLUTCH SELECT VALVE 2
1-2-3-4 AND 3-5 SOLENOID 12
(w/OUTPUT CARRIER
EX
N.L. OFF
LINE
SOL 1
1234 CL DFLT FD
REVERSE CLUTCH
PCS CBR1/456 CL
PCS TCC 31 DRIVE 1-6
SHAFT AND DAMPENER) ASSEMBLY
456 CL BOOST VALVE CSV2 LATCH
(51)
CBR1/CBR FD
TORQUE ACT FD LIM
EX
HUB ASSEMBLY TORQUE CONVERTER
CBR1/456 CL FD CBR1/456 CL FD
CONVERTER (WITH FLUID PUMP)

(58) ASSEMBLY HOUSING CBR1/C456
PRESSURE
LINE LINE DRIVE
EX
(1) ASSEMBLY
CONTROL
SOLENOID 3
EXHAUST BACKFILL
PRESSURE RELIEF
N.H. ON CBR1/CBR FD
(2) LINE
CBR 1
VALVE
CBR
PARK 26 30
EX BACKFILL
PRESSURE REGULATOR VALVE

LINE
PAWL
1234 CL DFLT FD
CBR1/CBR FD
3
2a
COMP FD
INPUT
1234 CL DFLT
DRIVE BRAKE
(502) CONV FD 456 CL 4d
456 CL FD
CARRIER
REVERSE
REVERSE
ACT FD LIM
LINE
49
ASSEMBLY LINE
DRV B
2 42
26 CL/1234 CL FD
43
EX
CB26
(52)
EX
LINE
2A PRESSURE 21
CONTROL PCS 26 CL 2-6 CLUTCH REG
SOLENOID 4
OUTPUT CARRIER
CBR
DECREASE
EX N.L. OFF 41 CLUTCH SELECT VALVE 3
26 CL
EX BF
PS3
EX
44
2-6 GAIN
26 CL
PCS 26 CL 20
INTERNAL PCS LINE
456 CL
CSV3 ENABLE
CBR
ACT FD LIM
456 CL
REAR GEAR 51
SOL 1
ISOLATOR
PS1
(497) OUTPUT N.C.
SHAFT 1 PS1
35 CL REV FD 35 CL REV FD
#3
ASSEMBLY 5 N.C.
4c
EX BF
(70) SHIFT
SOL 2
HELD ON
OUTPUT CARRIER LOW AND REV SOL 2 SOL 2 SOL 2 SOL 2
35 REV CL FDBK
CLUTCH
INTERNAL APPLIED* PCS TCC
ACT FD LIM 4b 3b
DRIVE
FRONT GEAR 4a 35 REV CL
COMP FD
PCS LINE
9
(495)
EX
45
TCC REGULATOR VALVE SHTL
LINE
PRESSURE 3-5 REV CL REGULATOR VALVE
LINE
CONTROL 11 10
EX
EX
ACT FD LIM
EX
SOLENOID
48 47 46
SOL 1
N.H.
35R FD
EX BF
PCS 35 REV CL REG APPLY REG APPLY
PARK
OUTPUT CARRIER PAWL 1234 CL SOL 1
INPUT (502) ACT FD LIM
FRONT SUN GEAR SUN GEAR
EX
ENGAGED ACT FD LIM
C35R
(53) PRESSURE
CONTROL SHTL 1-2-3-4 CL REGULATOR VALVE
(487)
EX
SOLENOID 2
PARK
PCS 35 REV CL
PS4
N.H. OFF
EX
50
PAWLCO
36 35 34 33
ACTUATORMP
COMPENSATOR
1234 CL FDBK FD REG VALVE
EX BACKFILL 1234 CL FD
STATOR PRESSURE CONVERTER CONVERTER 1-2-3-4 AND 3-5 MANUAL SHAFT MANUAL CONTROL VALVE INPUT AND PARK PAWL 2-6 AND 1-2-3-4 LE
ASSEMBLY TE 1234 CL DFLT
COMP FD
EX
ROLLER PLATE STATOR PUMP REVERSE CLUTCH DETENT LEVER SHIFT SHAFT ASSEMBLY OUTPUT SPEED ACTUATOR 3-5 REVERSE CLUTCH HUB (503) HY PCS 1234 CL PCS 1234 CL
14 13
LINE
4-5-6
DR
PA AULI
ACT FD LIM
CLUTCH ASSEMBLY ASSEMBLY ASSEMBLY ASSEMBLY ASSEMBLY (508) (21) SENSOR ASSEMBLY ASSEMBLY CLUTCH HUB ASSEMBLY (w/TURBINE 56 C1234 COMP FD COMP FD
B GE C
PRESSURE
CONTROL
PCS 1234 CL
SHAFT) 86 CIR
➤
(51) (505) (303) (503) ASSEMBLY (61) SOLENOID 5
N.L. OFF
CLUTCH CU
(64) ASSEMBLY IT LINE LINE
(56)
* APPLIED BUT CARRYING NO LOAD
Figure 52 Figure 53
8 Figure 6 56 57
PAGE NUMBER —
FOR REFERENCE TO
FLUID FLOW SCHEMATIC
FLUID FLOW SCHEMATIC — FLUID FLOW THROUGH

(FOLDOUT) COMPONENTS (FOLDOUT)
RK g)
PA nnin
u
eR
gin
(En (P)
Park l
(Engine Running) the e oi
➤
PARK PARK
r in th
leve fromwing:
(Engine Running)
➤
ctor sure follo

1-2-3-4
sele pres the g-
the line ed to 8): Re )
CENTER 26 CL
CLUTCH CBR
SUPPORT
ASSEMBLY
CBR 1
Withsition, rect lve(21essure
3-5
(459) LOW & po p is di lator Va(line prion
pum Regu tput miss
52
REVERSE REVERSE
55
ns p
CLUTCH CLUTCH sure mp ou tra pum
➤
4-5-6 Preses pu to the hen mand

49 55
ASSEMBLY 52
FRONT
TORQUE CLUTCH
ASSEMBLY
2-6 CLUTCH
ASSEMBLY
(461-470) ulat rdingents. Wthe defrom 52 55 55 52
CONVERTER
(431-443) (450-457)
LUBE accoirem ceeds, fluidr 55
2
55
ASSEMBLY
requut ex sure lato
52 52 52 2
6 6
(1)
outp e presre regu
2 2
52 3
5 5
COMP FD COMP FD 5 5
of linpressu
TCC APPLY 51 1
4 4 1
4 6 6
the
456 CL 456 CL 51 5 5 52 52
LUBE LUBE LUBE 2 2 51 52
CASE (7) 51 2a
6 3 3 6 51 52
➤
7 7
➤
UPPER CONTROL VALVE BODY (304) PCS 35 REV CL 5 2 7

1234 CL DFLT 7 5
26 CL 7 7 6 5
PCS 1234 CL 26 CL 5 51 51
1 2 11 34 34
56
COOLER 52 34
PCS 35 REV CL
PS4 PCS CBR1/456 CL 11 26 14

7
52 8
8 10 10 52
35R CLUTCH BOOST VALVE
456 CLUTCH BOOST VALVE

PCS 26 CL PCS CBR1/456 CL 2

3-5 REV CLU REGULATOR VALVE
1-2-3-4 CLUTCH REGULATOR VALVE SHTL
56 52 49 26 2
49 26
CBR1/C456 CLU REG VALVE
EX EX EX 8 38 38
TCC RELEASE
PCS 1234 CL 2 2
2-6 GAIN
456 CL EXH 14 11 11 14 46 30 9 29
EX BF EX BF 2 2 9
PCS CBR1/456 CL
EX 9
1234 CL
COOLER FEED
CBR 1
52
26 CL
LUBE
LUBE
EX BF 52
CBR
1234 CL FDBK
CBR1/456 CL FD
EX BF
EXHAUST
2-6 CLUTCH REG
LINE 49 1-2-3-4 & 3-5 REV CL SUPPORT (219)

LUBE
PCS 26 CL
EX EX BACKFILL EXH 52 52
DRIVE 1-6
CBR1 FDBK
PRESSURE
52 52 52 52 10
10 38 9 34
EX BF
(Pump Side)
35 REV CL FDBK
1234 CL FD PS1 PS5 9 38

26 CL
26 CL
1234 CL DFLT
PCS 35 REV CL
35 REV CL
PCS 1234 CL
RELIEF VALVE
COMP FD
ACT FD LIM
PS4 EX EX EX 9
1234 CL
35 REV CL
1 49 10 2
456 CL
2 10 14 11 26 49 1
26 CL/1234 CL FD
EX PS3
35 REV FD
1234 CL
TCC APPLY
EX FLUID PUMP COVER (219) FLUID PUMP COVER (219)

26 CL
52
PS4
COOLER FEED
1234 CL FDBK (Torque Converter Housing Side) (Case Side)
EX BF PS3 PS3 NOTE:
EX BF EX BF PCS 35 REV CL
EX BF CBR1 FDBK
EX BF EX BF
– INDICATES BOLT HOLES
LUBE EX BF EX BF CBR1/456 CL FD
35 REV CL DRIVE 1-6 – NON FUNCTIONAL HOLES HAVE BEEN
CASE (7)
PS1
456 CL
PS1 REMOVED FROM COMPONENT DRAWINGS
26 CL/1234 CL FD
TORQUE CONVERTER HOUSING (204) TO SIMPLIFY TRACING FLUID FLOW.
LINE
PS5
456 CL 456 CL 456 CL ACT FEED LIMIT VALVE

35 REV CL FDBK (Fluid Pump Cover Side)
35 REV FD
1234 CL
PRESSURE RELIEF
ACT FD LIM
ACT FD LIM
VALVE 35 REV CL FDBK 456 CL – DUAL PURPOSE PASSAGES HAVE

EX BF
EX BF
EX BF
(LOCATED IN PUMP) 35R SPL LINE
#6 #1 #5
#7 #3 #4 UPPER VALVE BODY SIDE NUMBERS LISTED FIRST. CASE (7)
FLUID 35 REV CL
(Upper Valve Body Side)
PCS CBR1/456 CL
PCS CBR1/456 CL
– EXHAUST FLUID NOT SHOWN.

CONV FD LIMIT
PRESSURE
CBR1/456 CL FD
GASKET
25a
53b
PCS 35 REV CL
25b
7
37a 53a
FRONT
12c
32a
37d
26b
27a
15a
51b
43a
35a
43b
46a
51a
26a
12g
12h
21e
54a
21d
37c
21b
21a
34d
34b
18a
34a
34e
34g
19a
19b
12b
25c
TEST PLUG
21c
34c
34k
44b
44a
36a
EXH
14b
14a
44c
14c
1
34l
34f
12i
2d
34i
LUBE SPACER PLATE 50 45 33 32 43 25 46 23 42 20 12 38 37 41

34h
44e
37e
37b
44d
19c
46b
27b
32b
(305)
25d
34j
12a
PCS 26 CL
15b
44f
(40)
2e
EX
EX
GASKET
CBR 1
DRIVE 1-6
6 39c
LUBE
2a
LINE
CBR
DRIVE 1-6 456 CL

PS3
CONVERTER FEED LIMIT

PS1
9a
DRV B
39b 10
9
EX
29 LOWER CONTROL 456 CL 9 2 14 26 26 14 2 9 52 2

45a 51
CONV FD 39a VALVE BODY 48 17 1752 51 38f 17c
38 9
LINE (307) CSV3 ENABLE 11a
TCC CONTROL VALVE
35 45b 11
11 11 34 38 10 38e 10a
DRV B
1234 CL DFLT
50h 40 34 10 49 49 10 34 52
38 38 34e 11b
ACT FD LIM
ACT FD LIM
EX BF REVERSE 13a 38
LUBE
2 52
35 REV CL
50g 2
35 REV CL
38d
35 REV CL
51
COMP FD
456 CL 13d 51 51
1234 CL
1234 CL
50f 52 52 51 11c
456 CL
456 CL
35 CL REV FD 13e 10b 14

EX BF
10 10
LUBE
50e
52 52
PS4
LINE REG APPLY EX BF CBR 30a 2 21 52 11

51a 49a
50d 11
3 39c
35 CL REV FD
PCS 35 REV CL
PCS 1234 CL
9a 52 21b
REVERSE
49
REVERSE
47 39 14c
52 14 26 51 52 49
1234 CL DFLT FD
COMPENSATOR 14 51
CSV2 LATCH
50c 9b 51 51
51
ACT FD LIM
DRV B
FD REG VALVE 27 51 51 38c 39b 29

K
39 39
1234 CL DFLT
CBR
34 48a 26 27a
PCS TCC 21 52 52 52 26b
EX
EX
39
➤
50b 38 38 27
52
456 CL FD
EX
EX
17 52 17d
COMP FD
52 52
➤
DRIVE 1-6
17
COMP FD
LINE 26 48b
LINE
52 51 10 10c 11
PS5
FRONT
11e 50a 31 50 27b 24d

2a CLUTCH SELECT VALVE 3 24 27 36
➤
FRONT
11d 13b 51 12 34 24 24c 51b 35

DECREASE 52 51 26a
EX
11a 13c 50 25 51 24 51 24e

17
FRONT
24 39 52 52 11 17b 39a
J
26 39 12i
EXH 11b DRIVE BRAKE 40 52 27 52 12 40a
FRONT
FRONT
13 CSV2 ENABLE 16a #2 11 12 24 2b 12h 11d

LINE
2 40 49 12 34d
2a CBR1/CBR FD 22 14 2 #2 14b 25d
52 49 11e/50a
14 SOL 1 SOL 1 17a 34 24 52 9 34 50 24b
11c CBR1/456 CL FD 31c 50 52 52 52 33
50b 26
FLUID
35 REV CL 12 25
52
PCS CBR1/456 CL
9 31b 52 17a 12g 34

PUMP DRIVE 1-6 DRIVE 1-6 50 52 38 52 50c
38e PCS TCC 51 51 15b
ISOLATOR
45b
EX
COVER 31a 12 51 17 45 37e

40 52 52
G
38d 45 37 51 15 52 15a
47
(219) EX 51c
40 52 15 13c 48
38f CLUTCH SELECT VALVE 2 41 16 52 13 41 37 41a 37d
SHTL TCC REGULATOR VALVE 29e CBR 1 51 52 37 13 52 45 37c
PCS LINE 38c 51 38 52 12 52 38b
52
EX
2
EX
15
EX
29d
14 15 51 14 21 2 52
REG APP
38b 25c
REVERSE
41
SOL 1
52
COMP FD
5 #6 45 40
39 37
EX
EX
29c 52 39 18a 45a

38a 52 19 #3 52 52
18 19a 25b/44f
10 P R N D M DRIVE DRIVE CSV2 LATCH 28b 29b 25 19 25 13a
LINE
38 34a
PS1
44
35 CL REV FD
ISOLATOR 17c 21 52 13 34
38 52 38 2c 34b 32 38a 50d
SOL 1 CBR1/CBR FD 28a 29a 50 34 24 50
VALVE 17b
17d SOL 1 PCS 26 CL 47b
COMP 2
12 2 52 46b 43
25a/44e 44
REG APPLY
MANUAL VALVE 44 ON 51 47 34
46 42 46 42 42 34 16a
41 44d 34i 47b
E
51 52 42a
TRA ENTS
10a 16 13b
PS4 (36) 50 44 52
13 16
47
37a/53a 34h 50e
LINE
40a 47a 52
EX
19 46
(40) NSMIS ( )
LUBE 52 52 52 46a
10b REG APPLY 19 37 19b
PS3 42a PS3 52 42 42
TRA 52 9b 44c
(203 NSMIS SION FLU
456 CL 10c 9 19c
11 PS1 41a #7 44 20 19 45 37b/53b
34f
SUCTION
(213) CHECK VA SION FLU ID LEVEL

20
35 REV CL LINE LINE 2c LINE 29 9 46 12 34 18 12 34j 44b 12f
CBR
2b 30 30 9 18 14a
52 50
50 53 52 34 2 14 12e
(214) TRANSMIS LVE RETAI ID PRESS HOLE PLU
24a 1234 CL DFLT 1234 CL DFLT PCS 35 REV CL 34 14 18 34 44 12 23 24a 29e 50f
COMP FD 46 13 20
23 24 12d
24b 24
ACT FD LIM ACT FD LIM 12f 29 52
(230) BRASS OR SION FLU NER AN URETES G
24c 12 52 52 51 54 12
1234 CL 45 29d
PCS 1234 CL ACT FD LIM 12e 52 52 52 52 28b/29b
24d
TRA D T 51 20 28 52 21a 30b/54b
(232) NSMIS IFICE IN ID PUMP BALL AS PLUG
45 29
PCS LINE 49a PCS LINE ACT FD LIM 12d 51 30 52 21 30 21
30a
21 29c
SER SEM 52 51 12
(233) ORIFICE SION VEN T SCREEN BLY
PCS TCC 29 34k 28a/29a
C
24e 51 51 51
36 ACT FD LIM 51 52 34 52 52 51
52 34c 51 34g 50g
52 52
SLE 31
(306) ORIFICE EVE T ASSEMB ASSEMBLY
35 CL REV FD 54b 30b 50 52 31 34 29 34 28 34 31a
52 34 31 52 31b 47a
LINE LINE 33 31c
CONT CUP PLU 31 #5 52
➤
PS1
LY
PS3
31
PS4
PS5
47 21d 48b
FLUID FILTER
(#1 ROL G
44 44 12a 44a
PCS 26 CL
54a
PRESSURES 52 12 33
(308) , 2, 3, VALVE BO
51 51 48 51 54 21 13d
B
ASSEMBLY 51 53 50
PCS LINE
ACT FD LIM
PCS TCC
PRESSURE 12
ACT FD LIM
PRESSURE PRESSURE
ACT FD LIM
ACT FD LIM
36a
ACT FD LIM
PRESSURE
ACT FD LIM
ACT FD LIM
FILTER PLATE 12 51
FLUID SWITCH 4 SWITCH 1 SWITCH 3 SWITCH 5
52 51 13 51 48 21c 31 50h
INTAKE & DECREASE (SUCTION) (26) ASSEMBLY NORMALLY NORMALLY NORMALLY NORMALLY
TCC 4, DY 21 12b 21e
(312) PWM 5, 6, 7, 8, BALL
12
SOL 2
4 CLOSED 1 CLOSED 3 CLOSED 5 52 12 22

PAN (311) CLOSED
13 #4 47
ACT FD LIM
32b 32a
SOL 1
32 20 22 32
CONVERTER & LUBE (29) PRESS SOLEN 9, 10, CHECK 51 2
48
43 36
34l
43a
43b
39 51c
11, VA 2 52 34 43 37
FILTERURE CONTOID VALVE 12 LVE
#1 31 43 35 13e 38 48a
51 48 51 50 2 21 51 52 12 52 35a
A
32 13
LINE 51 51 35 52 52 2e
86 ASSE ROL FILTER
MBLY SOLEN AS
12 52 12
2 51 12c 2d
PCS LINE B OID VA SEMB
52
52
2
LVE LY
LINE C1234 TCC C35R
SOLENOID SIGNAL CONTROL SHIFT SOL 1
PRESSURE
CONTROL
PRESSURE
CONTROL
PRESSURE
CONTROL SHIFT SOL 2
PRESSURE
CONTROL
CB26
PRESSURE
CONTROL
CBR1/C456
PRESSURE
CONTROL
SOLENOID SOLENOID SOLENOID 5 SOLENOID N.L. ON SOLENOID 2 SOLENOID 4 SOLENOID 3
ACTUATOR VALVE ASSEMBLY
(314)
N.L. ON N.H. N.L. OFF N.L. OFF N.H. OFF N.L. OFF N.H. ON
CONTROL VALVE UPPER BODY ASSEMBLY (304) CONTROL VALVE UPPER BODY ASSEMBLY (304) CONTROL VALVE LOWER BODY ASSEMBLY (307) CONTROL VALVE LOWER BODY ASSEMBLY (307) CONTROL VALVE BODY SPACER PLATE ASSEMBLY (305)
COMPENSATOR (Case Side) (Spacer Plate Side) (Control Solenoid Valve Assembly Side) (Spacer Plate Side) (Upper Valve Body Side)
Figure 82 Figure 83
86 FOLDOUT ➤ 87
➤
HALF PAGE TEXT AND LEGEND

COMPLETE ILLUSTRATED
PARTS LIST
Figure 1 5
UNDERSTANDING THE GRAPHICS
FLUID PUMP
TORQUE COVER
CONVERTER ASSEMBLY
HOUSING (219)
(203)
TORQUE
CONVERTER
ASSEMBLY TRANSMISSION
(1) CASE
ASSEMBLY
(7)
CONTROL
VALVE
ASSEMBLY
(21)
FLUID
FILTER
ASSEMBLY
(26)
FLUID
PAN
ASSEMBLY
(29)
Figure 2
The flow of transmission fluid starts in the bottom 3. A graphic schematic representation that displays
pan and is drawn through the filter, and into the oil valves, ball check valves, orifices and so forth,
pump assembly. This is a basic concept of fluid flow required for the proper function of the transmission
that can be understood by reviewing the illustrations in a specific gear range. In the schematic drawings,
provided in Figure 2. However, fluid may pass fluid circuits are represented by straight lines and
between the control valve body, spacer plate, case orifices are represented by indentations in a circuit.
and other components many times before reaching a All circuits are labeled and color coded to provide
valve or applying a clutch. For this reason, the graphics reference points between the schematic drawing
are designed to show the exact location where fluid and the two dimensional line drawing of the
passes through a component and into other passages components.
for specific gear range operation.
Figure 4 (page 7B) provides an illustration of a typi-
To provide a better understanding of fluid flow in cal valve, and valve train components. A brief de-
the Hydra-matic 6 Speed RWD transmission, the scription of valve operation is also provided to sup-
components involved with hydraulic control and fluid port the illustration.
flow are illustrated in three major formats. Figure 3
provides an example of these formats which are: Figure 5 (page 7B) provides a color coded chart that
1. A three dimensional line drawing of the component references different fluid pressures used to operate
for easier part identification. the hydraulic control systems. A brief description of
how fluid pressures affect valve operation is also
2. A two dimensional line drawing of the component provided.
to indicate fluid passages and orifices.
6
UNDERSTANDING THE GRAPHICS UNDERSTANDING THE GRAPHICS
PARK (Engine Running) LOWER VALVE BODY SIDE
1-2-3-4
TYPICAL VALVE
CENTER 26 CL
CLUTCH CBR
SUPPORT CBR 1
3-5 ASSEMBLY
(459) LOW &
REVERSE REVERSE
CLUTCH CLUTCH
4-5-6 49
ASSEMBLY
TORQUE CLUTCH 2-6 CLUTCH (461-470)
CONVERTER ASSEMBLY ASSEMBLY LUBE
ASSEMBLY (431-443) (450-457)
(1)
TCC APPLY COMP FD COMP FD
456 CL 456 CL
CASE (7)
UPPER CONTROL VALVE BODY (304)
LUBE
1234 CL DFLT
LUBE
PCS 35 REV CL
26 CL
LUBE
CONTROL
COOLER
PCS 1234 CL 26 CL
VALVE UPPER BODY
PCS 35 REV CL
PS4 PCS CBR1/456 CL
BALL
ASSEMBLY

1234 CLUTCH BOOSTVALVE
PCS 26 CL PCS CBR1/456 CL
CHECK


EX
(304)
EX EX
TCC RELEASE
PCS 1234 CL
2-6 GAIN
456 CL EXH
EX BF EX BF
VALVE
PCS CBR1/456 CL
EX
1234 CL
RESTRICTING
COOLER FEED
CBR 1
SPRING
26 CL
LUBE
LUBE
EX BF
CBR
1234 CL FDBK
CBR1/456 CL FD
EX BF
EXHAUST
2-6 CLUTCH REG

LINE
PCS 26 CL
LUBE
EX EX BACKFILL EXH DRIVE 1-6

SPACER
CBR1 FDBK
ORIFICE
PRESSURE
EX BF
35 REV CL FDBK
1234 CL FD PS1 PS5
26 CL
26 CL
1234 CL DFLT
PCS 35 REV CL
35 REV CL
PCS 1234 CL
RELIEF VALVE
COMP FD
ACT FD LIM
PS4 EX EX EX ➤
1234 CL
35 REV CL
PLATE
456 CL
VALVE
26 CL/1234 CL FD
EX PS3
35 REV FD
1234 CL
TCC APPLY
EX
26 CL
PS4
COOLER FEED
1234 CL FDBK
BORE
➤
EX BF
EX BF EX BF
PS3
PCS 35 REV CL
PS3
VALVE PLUG
LUBE
EX BF
EX BF
EX BF
EX BF
EX BF
CBR1 FDBK
CBR1/456 CL FD
BODY
35 REV CL DRIVE 1-6
RETAINING
CASE (7)
PS1 PS1
26 CL/1234 CL FD 456 CL
PIN
LINE
PS5
35 REV CL FDBK
35 REV FD
1234 CL
PRESSURE RELIEF
ACT FD LIM
ACT FD LIM
VALVE 35 REV CL FDBK 456 CL
EX BF
EX BF
EX BF
FLUID 35 REV CL
#6 #1 #5
#7 #3 #4
THREE DIMENSIONAL TWO DIMENSIONAL RETAINING
PCS CBR1/456 CL
PCS CBR1/456 CL
CONV FD LIMIT
PRESSURE
CBR1/456 CL FD
GASKET
25a
53b
PCS 35 REV CL
25b
7
37a 53a
PIN
FRONT
12c
32a
37d
43a
35a
43b
26b
27a
15a
51b
46a
12g
12h
21e
54a
21d
21b
21a
34d
34b
18a
34a
34e
34g
19a
19b
12b
51a
26a
37c
25c
21c
34c
34k
TEST PLUG
44b
44a
36a
EXH
14b
14a
44c
14c
34l
1
34f
12i
2d
34i
SPRING
34h
44e
37e
37b
44d
19c
46b
32b
27b
12a
(305)
34j
25d
PCS 26 CL
15b
44f
(40)
2e
EX
EX
GASKET
CBR 1
DRIVE 1-6
6 39c
LUBE
UPPER VALVE BODY SIDE
LINE
CBR
DRIVE 1-6 456 CL
PS3
PS1
DRV B
39b
EX
29 LOWER CONTROL 456 CL 45a
CONV FD 39a VALVE BODY 48
LINE CSV3 ENABLE
TCC CONTROL VALVE
35 (307) 45b
DRV B
1234 CL DFLT
50h 40
ACT FD LIM
REVERSE
ACT FD LIM
EX BF 13a
LUBE
2
35 REV CL
50g
35 REV CL
35 REV CL
VALVE
COMP FD
456 CL 13d
1234 CL
1234 CL
50f
456 CL
456 CL
35 CL REV FD 13e
EX BF
LUBE
50e
PS4
LINE CBR
BORE
30a
REG APPLY EX BF 50d
3
35 CL REV FD
PCS 35 REV CL
PCS 1234 CL
9a
REVERSE
REVERSE
47
1234 CL DFLT FD
COMPENSATOR
CSV2 LATCH
50c 9b
ACT FD LIM
DRV B
FD REG VALVE
PLUG
1234 CL DFLT
CBR
34 48a
PCS TCC
EX
EX
50b 39
456 CL FD
EX
EX
COMP FD
DRIVE 1-6
COMP FD
LINE 26 48b
LINE
PS5
2a
11e 50a CLUTCH SELECT VALVE 3 31
11d 13b
DECREASE
EX
11a 13c
EXH 11b DRIVE BRAKE
13 CSV2 ENABLE 16a #2
LINE
2a CBR1/CBR FD 22
14 SOL 1 SOL 1 17a
11c
35 REV CL CBR1/456 CL FD 31c
FLUID
PCS CBR1/456 CL
9 31b
PUMP DRIVE 1-6 DRIVE 1-6
38e PCS TCC
ISOLATOR
EX
31a
COVER 38d
(219) EX 51c
38f CLUTCH SELECT VALVE 2
SHTL TCC REGULATOR VALVE 29e CBR 1
CONTROL
38c
PCS LINE
EX
EX
EX
29d
REG APP
REVERSE
38b
SOL 1
COMP FD
EX
EX
38a 29c
10 P R N D M DRIVE DRIVE CSV2 LATCH 28b 29b
LINE
PS1
35 CL REV FD
ISOLATOR 17c 21
VALVE 17b
17d
10a
SOL 1
REG APPLY
PS4
SOL 1
MANUAL VALVE
CBR1/CBR FD
PCS 26 CL
28a 29a
47b
44
VALVE LOWER BODY
LINE
40a 47a
EXHAUST FROM THE
EX
LUBE
ASSEMBLY
➤
10b REG APPLY PS3 42a PS3
456 CL 10c
11 PS1 41a
SUCTION
35 REV CL LINE LINE 2c LINE

APPLY COMPONENT
CBR
2b
COMP FD
1234 CL
24a
24b
24c
24d
1234 CL DFLT
PCS 1234 CL
1234 CL DFLT
ACT FD LIM
PCS 35 REV CL
ACT FD LIM
ACT FD LIM 12f
12e
(307) UNSEATS THE TO APPLY
PCS LINE 49a
36
24e
PCS LINE
PCS TCC
ACT FD LIM
ACT FD LIM
12d
51 BALL CHECK VALVE, COMPONENT APPLY FLUID SEATS

35 CL REV FD 54b 30b
THEREFORE CREATING
➤
LINE LINE
THE BALL CHECK VALVE
PS1
PS3
PS4
PS5
FLUID FILTER
➤
PCS 26 CL
PRESSURES
➤
ASSEMBLY
PCS LINE A QUICK RELEASE.
ACT FD LIM
PCS TCC
PRESSURE
ACT FD LIM
PRESSURE PRESSURE
ACT FD LIM
ACT FD LIM
ACT FD LIM
PRESSURE
ACT FD LIM
ACT FD LIM
FILTER PLATE
INTAKE & DECREASE (SUCTION) (26) FLUID ASSEMBLY

SWITCH 4
NORMALLY
SWITCH 1
NORMALLY
SWITCH 3
NORMALLY
SWITCH 5
NORMALLY
➤ FORCING FLUID THROUGH
SOL 2
4 CLOSED 1 CLOSED 3 CLOSED 5 ➤
PAN (311) CLOSED
ACT FD LIM
SOL 1
➤
CONVERTER & LUBE (29)
SPRING
➤
SPRING AN ORIFICE IN THE SPACER
➤
LINE
➤
➤ ➤
APPLY ASSIST APPLY ASSIST PLATE, WHICH CREATES
➤
PCS LINE
➤
➤
SPACER
➤
SPACER
LINE C1234 TCC C35R
SOLENOID SIGNAL CB26 CBR1/C456
A SLOWER APPLY.
PRESSURE
FLUID FLUID
PRESSURE PRESSURE PRESSURE
FLUID FLUID
PRESSURE PRESSURE
CONTROL SHIFT SOL 1 CONTROL CONTROL CONTROL SHIFT SOL 2 CONTROL CONTROL CONTROL
ACTUATOR VALVE ASSEMBLY N.L. ON N.H. N.L. OFF N.L. OFF N.H. OFF ➤
COMPENSATOR
(314)
N.L. OFF N.H. ON
PLATE ➤ PLATE
THREE DIMENSIONAL ➤ ➤
➤
➤ ➤
➤
TWO DIMENSIONAL SIGNAL SIGNAL
➤
GRAPHIC FLUID FLUID
➤
➤ ➤
➤
SCHEMATIC LOWER VALVE BODY SIDE
➤
➤
REPRESENTATION ➤
➤
➤
➤
EX EX
➤
WITH SIGNAL FLUID PRESSURE WITH SIGNAL FLUID PRESSURE

EQUAL TO OR LESS THAN GREATER THAN SPRING AND
SPRING AND SPRING ASSIST SPRING ASSIST FLUID PRESSURE
TORQUE CONVERTER FLUID PUMP CASE FLUID PRESSURE THE VALVE THE VALVE MOVES OVER.
CONTROL REMAINS IN CLOSED POSITION.
HOUSING COVER ASSEMBLY
VALVE BODY
(203) ASSEMBLY (7)
SPACER PLATE
(219)
ASSEMBLY Figure 4
(305)
FLUID PRESSURES
THREE DIMENSIONAL
TWO DIMENSIONAL INTAKE & INCREASE (SUCTION)
VALVE BODY SIDE CONVERTER & LUBE
MAINLINE
THREE DIMENSIONAL THREE DIMENSIONAL THREE DIMENSIONAL PCS LINE
FLUID PUMP COVER SIDE CONVERTER HOUSING SIDE UPPER VALVE BODY SIDE
SOLENOID SIGNAL
➤A B ➤ A B
CONTROL COMPENSATOR
➤
SOLENOID
➤
(W/BODY AND TCM) ACTUATOR
VALVE
➤ ➤ ➤ EXHAUST
ASSEMBLY WITH EQUAL SURFACE AREAS WITH THE SAME FLUID PRESSURE
(314) ➤ ➤ DIRECTION OF FLOW ON EACH END OF THE VALVE, ACTING ON BOTH SURFACE "A"
BUT FLUID PRESSURE "A" AND SURFACE "B" THE VALVE
BEING GREATER THAN FLUID WILL MOVE TO THE LEFT. THIS
PRESSURE "B", THE VALVE IS DUE TO THE LARGER SURFACE
WILL MOVE TO THE RIGHT. AREA OF "A" THAN "B".
TWO DIMENSIONAL TWO DIMENSIONAL TWO DIMENSIONAL THREE DIMENSIONAL TWO DIMENSIONAL
Figure 3 FOLDOUT ➤ 7 FOLDOUT ➤ 7A Figure 5 7B

UNDERSTANDING THE GRAPHICS UNDERSTANDING THE GRAPHICS
PARK (Engine Running) LOWER VALVE BODY SIDE
1-2-3-4
TYPICAL VALVE
CENTER 26 CL
CLUTCH CBR
SUPPORT CBR 1
3-5 ASSEMBLY
(459) LOW &
REVERSE REVERSE
CLUTCH CLUTCH
4-5-6 49
ASSEMBLY
ASSEMBLY (431-443) (450-457)
(1)
456 CL 456 CL
CASE (7)
UPPER CONTROL VALVE BODY (304)
LUBE
1234 CL DFLT
LUBE
PCS 35 REV CL
26 CL
LUBE
CONTROL
COOLER
PCS 1234 CL 26 CL
VALVE UPPER BODY
PCS 35 REV CL
PS4 PCS CBR1/456 CL
BALL
ASSEMBLY

CHECK


EX
(304)
EX EX
TCC RELEASE
PCS 1234 CL
2-6 GAIN
456 CL EXH
EX BF EX BF
VALVE
PCS CBR1/456 CL
EX
1234 CL
RESTRICTING
COOLER FEED
CBR 1
SPRING
26 CL
LUBE
LUBE
EX BF
CBR
1234 CL FDBK
CBR1/456 CL FD
EX BF
EXHAUST
2-6 CLUTCH REG

LINE
PCS 26 CL
LUBE
EX EX BACKFILL EXH DRIVE 1-6

SPACER
CBR1 FDBK
ORIFICE
PRESSURE
EX BF
35 REV CL FDBK
1234 CL FD PS1 PS5
26 CL
26 CL
1234 CL DFLT
PCS 35 REV CL
35 REV CL
PCS 1234 CL
RELIEF VALVE
COMP FD
ACT FD LIM
PS4 EX EX EX ➤
1234 CL
35 REV CL
PLATE
456 CL
VALVE
26 CL/1234 CL FD
EX PS3
35 REV FD
1234 CL
TCC APPLY
EX
26 CL
PS4
COOLER FEED
1234 CL FDBK
BORE
➤
EX BF
EX BF EX BF
PS3
PCS 35 REV CL
PS3
VALVE PLUG
LUBE
EX BF
EX BF
EX BF
EX BF
EX BF
CBR1 FDBK
CBR1/456 CL FD
BODY
35 REV CL DRIVE 1-6
RETAINING
CASE (7)
PS1 PS1
26 CL/1234 CL FD 456 CL
PIN
LINE
PS5
35 REV CL FDBK
35 REV FD
1234 CL
PRESSURE RELIEF
ACT FD LIM
ACT FD LIM
EX BF
EX BF
EX BF
FLUID 35 REV CL
#6 #1 #5
#7 #3 #4
THREE DIMENSIONAL TWO DIMENSIONAL RETAINING
PCS CBR1/456 CL
PCS CBR1/456 CL
CONV FD LIMIT
PRESSURE
CBR1/456 CL FD
GASKET
25a
53b
PCS 35 REV CL
25b
7
37a 53a
PIN
FRONT
12c
32a
37d
43a
35a
43b
26b
27a
15a
51b
46a
12g
12h
21e
54a
21d
21b
21a
34d
34b
18a
34a
34e
34g
19a
19b
12b
51a
26a
37c
25c
21c
34c
34k
TEST PLUG
44b
44a
36a
EXH
14b
14a
44c
14c
34l
1
34f
12i
2d
34i
SPRING
34h
44e
37e
37b
44d
19c
46b
32b
27b
12a
(305)
34j
25d
PCS 26 CL
15b
44f
(40)
2e
EX
EX
GASKET
CBR 1
DRIVE 1-6
6 39c
LUBE
UPPER VALVE BODY SIDE
LINE
CBR
DRIVE 1-6 456 CL
PS3
PS1
DRV B
39b
EX
LINE CSV3 ENABLE
TCC CONTROL VALVE
35 (307) 45b
DRV B
1234 CL DFLT
50h 40
ACT FD LIM
REVERSE
ACT FD LIM
EX BF 13a
LUBE
2
35 REV CL
50g
35 REV CL
35 REV CL
VALVE
COMP FD
456 CL 13d
1234 CL
1234 CL
50f
456 CL
456 CL
35 CL REV FD 13e
EX BF
LUBE
50e
PS4
LINE CBR
BORE
30a
REG APPLY EX BF 50d
3
35 CL REV FD
PCS 35 REV CL
PCS 1234 CL
9a
REVERSE
REVERSE
47
1234 CL DFLT FD
COMPENSATOR
CSV2 LATCH
50c 9b
ACT FD LIM
DRV B
FD REG VALVE
PLUG
1234 CL DFLT
CBR
34 48a
PCS TCC
EX
EX
50b 39
456 CL FD
EX
EX
COMP FD
DRIVE 1-6
COMP FD
LINE 26 48b
LINE
PS5
2a
11d 13b
DECREASE
EX
11a 13c
EXH 11b DRIVE BRAKE
LINE
2a CBR1/CBR FD 22
14 SOL 1 SOL 1 17a
11c
FLUID
PCS CBR1/456 CL
9 31b
38e PCS TCC
ISOLATOR
EX
31a
COVER 38d
(219) EX 51c
CONTROL
38c
PCS LINE
EX
EX
EX
29d
REG APP
REVERSE
38b
SOL 1
COMP FD
EX
EX
38a 29c
LINE
PS1
35 CL REV FD
ISOLATOR 17c 21
VALVE 17b
17d
10a
SOL 1
REG APPLY
PS4
SOL 1
MANUAL VALVE
CBR1/CBR FD
PCS 26 CL
28a 29a
47b
44
VALVE LOWER BODY
LINE
40a 47a
EXHAUST FROM THE
EX
LUBE
ASSEMBLY
➤
10b REG APPLY PS3 42a PS3
456 CL 10c
11 PS1 41a
SUCTION

APPLY COMPONENT
CBR
2b
COMP FD
1234 CL
24a
24b
24c
24d
1234 CL DFLT
PCS 1234 CL
1234 CL DFLT
ACT FD LIM
PCS 35 REV CL
ACT FD LIM
ACT FD LIM 12f
12e
(307) UNSEATS THE TO APPLY
PCS LINE 49a
36
24e
PCS LINE
PCS TCC
ACT FD LIM
ACT FD LIM
12d
51 BALL CHECK VALVE, COMPONENT APPLY FLUID SEATS

THEREFORE CREATING
➤
LINE LINE
THE BALL CHECK VALVE
PS1
PS3
PS4
PS5
FLUID FILTER
➤
PCS 26 CL
PRESSURES
➤
ASSEMBLY
PCS LINE A QUICK RELEASE.
ACT FD LIM
PCS TCC
PRESSURE
ACT FD LIM
PRESSURE PRESSURE
ACT FD LIM
ACT FD LIM
ACT FD LIM
PRESSURE
ACT FD LIM
ACT FD LIM
FILTER PLATE
INTAKE & DECREASE (SUCTION) (26) FLUID ASSEMBLY

SWITCH 4
NORMALLY
SWITCH 1
NORMALLY
SWITCH 3
NORMALLY
SWITCH 5
NORMALLY
➤ FORCING FLUID THROUGH
SOL 2
4 CLOSED 1 CLOSED 3 CLOSED 5 ➤
PAN (311) CLOSED
ACT FD LIM
SOL 1
➤
SPRING
➤
SPRING AN ORIFICE IN THE SPACER
➤
LINE
➤
➤ ➤
APPLY ASSIST APPLY ASSIST PLATE, WHICH CREATES
➤
PCS LINE
➤
➤
SPACER
➤
SPACER
LINE C1234 TCC C35R
SOLENOID SIGNAL CB26 CBR1/C456
A SLOWER APPLY.
PRESSURE
FLUID FLUID
PRESSURE PRESSURE PRESSURE
FLUID FLUID
PRESSURE PRESSURE
CONTROL SHIFT SOL 1 CONTROL CONTROL CONTROL SHIFT SOL 2 CONTROL CONTROL CONTROL
ACTUATOR VALVE ASSEMBLY N.L. ON N.H. N.L. OFF N.L. OFF N.H. OFF ➤
COMPENSATOR
(314)
N.L. OFF N.H. ON
PLATE ➤ PLATE
THREE DIMENSIONAL ➤ ➤
➤
➤ ➤
➤
TWO DIMENSIONAL SIGNAL SIGNAL
➤
GRAPHIC FLUID FLUID
➤
➤ ➤
➤
SCHEMATIC LOWER VALVE BODY SIDE
➤
➤
REPRESENTATION ➤
➤
➤
➤
EX EX
➤
WITH SIGNAL FLUID PRESSURE WITH SIGNAL FLUID PRESSURE

EQUAL TO OR LESS THAN GREATER THAN SPRING AND
SPRING AND SPRING ASSIST SPRING ASSIST FLUID PRESSURE
TORQUE CONVERTER FLUID PUMP CASE FLUID PRESSURE THE VALVE THE VALVE MOVES OVER.
CONTROL REMAINS IN CLOSED POSITION.
HOUSING COVER ASSEMBLY
VALVE BODY
(203) ASSEMBLY (7)
SPACER PLATE
(219)
ASSEMBLY Figure 4
(305)
FLUID PRESSURES
THREE DIMENSIONAL
TWO DIMENSIONAL INTAKE & INCREASE (SUCTION)
VALVE BODY SIDE CONVERTER & LUBE
MAINLINE
THREE DIMENSIONAL THREE DIMENSIONAL THREE DIMENSIONAL PCS LINE
FLUID PUMP COVER SIDE CONVERTER HOUSING SIDE UPPER VALVE BODY SIDE
SOLENOID SIGNAL
➤A B ➤ A B
CONTROL COMPENSATOR
➤
SOLENOID
➤
(W/BODY AND TCM) ACTUATOR
VALVE
➤ ➤ ➤ EXHAUST
ASSEMBLY WITH EQUAL SURFACE AREAS WITH THE SAME FLUID PRESSURE
(314) ➤ ➤ DIRECTION OF FLOW ON EACH END OF THE VALVE, ACTING ON BOTH SURFACE "A"
BUT FLUID PRESSURE "A" AND SURFACE "B" THE VALVE
BEING GREATER THAN FLUID WILL MOVE TO THE LEFT. THIS
PRESSURE "B", THE VALVE IS DUE TO THE LARGER SURFACE
WILL MOVE TO THE RIGHT. AREA OF "A" THAN "B".
TWO DIMENSIONAL TWO DIMENSIONAL TWO DIMENSIONAL THREE DIMENSIONAL TWO DIMENSIONAL
Figure 3 FOLDOUT ➤ 7 FOLDOUT ➤ 7A Figure 5 7B

6 Speed RWD
TORQUE INPUT 1-2-3-4 INPUT 3-5 REVERSE 2-6 4-5-6 CENTER LO AND LO CLUTCH OUTPUT OUTPUT OUTPUT
CONVERTER SUN GEAR CLUTCH CARRIER CLUTCH CLUTCH (w/TURBINE SUPPORT REVERSE SPRAG CARRIER CARRIER SHAFT
CONVERTER FLUID PUMP (53) ASSEMBLY SHAFT) ASSEMBLY CLUTCH ASSEMBLY ASSEMBLY REAR SUN GEAR ASSEMBLY
TURBINE HOUSING ASSEMBLY (52) CLUTCH (67) (467) (68) (489) (70)
ASSEMBLY (2) ASSEMBLY
TORQUE (56)
CONVERTER
ASSEMBLY
(1)
4-5-6 CLUTCH
(w/OUTPUT CARRIER
SHAFT AND DAMPENER)
HUB ASSEMBLY
(58)
PARK
PAWL
(502)
OUTPUT CARRIER
INTERNAL
REAR GEAR
(497) Figure 7
OUTPUT CARRIER
INTERNAL
FRONT GEAR HYDRA-MATIC 6 Speed RWD
(495)
CROSS SECTIONAL DRAWING
A cross sectional line drawing is typically the standard understanding the cross sectional line drawing by
method for illustrating either an individual mechanical comparing the same components from the three
component or a complete transmission assembly. dimensional perspective illustration. In this regard it
OUTPUT CARRIER
However, unless a person is familiar with all the becomes an excellent teaching instrument.
FRONT SUN GEAR individual components of the transmission,
(487) distinguishing components may be difficult in this type Additionally, all the illustrations contained in this book
of drawing. For this reason, a three dimensional use a color scheme that is consistent throughout this
perspective illustration (shown on page 8) is the primary book. In other words, regardless of the type of
STATOR PRESSURE CONVERTER CONVERTER 1-2-3-4 AND 3-5 MANUAL SHAFT MANUAL CONTROL VALVE INPUT AND PARK PAWL 2-6 AND 1-2-3-4 drawing used throughout this book. illustration or drawing, all components have an assigned
ROLLER PLATE STATOR PUMP REVERSE CLUTCH DETENT LEVER SHIFT SHAFT ASSEMBLY OUTPUT SPEED ACTUATOR 3-5 REVERSE CLUTCH HUB color and that color is used whenever that component
CLUTCH ASSEMBLY ASSEMBLY ASSEMBLY ASSEMBLY ASSEMBLY (508) (21) SENSOR ASSEMBLY ASSEMBLY CLUTCH HUB ASSEMBLY
The purpose for this type of illustration is to provide a is illustrated. This consistency not only helps to provide
(503) ASSEMBLY (61)
more detailed graphic representation of each component for easy component identification but it also enhances
(51) (505) (303)
and to show their relationship to other components the graphic and color continuity between sections.
(64)
within the transmission assembly. It is also useful for
8 Figure 6 8A
Figure 7
HYDRA-MATIC 6 Speed RWD

CROSS SECTIONAL DRAWING
A cross sectional line drawing is typically the standard understanding the cross sectional line drawing by
method for illustrating either an individual mechanical comparing the same components from the three
component or a complete transmission assembly. dimensional perspective illustration. In this regard it
However, unless a person is familiar with all the becomes an excellent teaching instrument.
individual components of the transmission,
distinguishing components may be difficult in this type Additionally, all the illustrations contained in this book
of drawing. For this reason, a three dimensional use a color scheme that is consistent throughout this
perspective illustration (shown on page 8) is the primary book. In other words, regardless of the type of
drawing used throughout this book. illustration or drawing, all components have an assigned
color and that color is used whenever that component
The purpose for this type of illustration is to provide a is illustrated. This consistency not only helps to provide
more detailed graphic representation of each component for easy component identification but it also enhances
and to show their relationship to other components the graphic and color continuity between sections.
within the transmission assembly. It is also useful for
8A
GENERAL DESCRIPTION
The Hydra-matic 6 Speed RWD is a fully automatic, The TCM commands shift solenoids and variable bleed gested traffic and hilly terrain. It has the same
six speed, rear-wheel drive, electronically-controlled pressure control solenoids within the transmission to starting ratio (1st gear) as Drive range but pre-
transmission that features clutch to clutch shifting. It control shift timing. The TCM controls shift feel vents the transmission from shifting above 3rd
consists primarily of a four-element torque converter, through the pressure control solenoid. The TCM also P R N D M 2 1 gear. Thus, Manual 3rd can be used to retain 3rd
two planetary gear sets, friction and mechanical clutches controls the apply and release of the torque converter gear for acceleration and engine braking as de-
and a hydraulic pressurization and control system. clutch which allows the engine to deliver the maximum sired. Manual 3rd can be selected at any vehicle
fuel efficiency without sacrificing vehicle performance.
Possible Variations
The four-element torque converter contains a pump, a speed but will downshift into third gear only if
Figure 9
turbine, a pressure plate splined to the turbine, and a The hydraulic system primarily consists of a vane type vehicle speed is low enough not to over-rev the
stator assembly. The torque converter acts as a fluid pump, two control valve bodies, converter housing and engine (calibrated in TCM).
coupling to smoothly transmit power from the engine case. The pump maintains the working pressures needed MANUAL SHIFT GEAR RANGES
2 - Manual 2nd adds more performance for con-
to the transmission. It also hydraulically provides to stroke the clutch pistons that apply or release the Some vehicles are equipped with a shift quad- gested traffic and hilly terrain. It has the same
additional torque multiplication when required. The friction components. These friction components (when rant that allow manual range selection. For ex-
applied or released) support the automatic shifting starting ratio (1st gear) as Drive range but pre-
pressure plate, when applied, provides a mechanical ample, manual range and or manual range 2 or 1
qualities of the transmission. vents the transmission from shifting above 2nd
“direct drive” coupling of the engine to the transmission. (figure 9) can be used for conditions where it gear. Thus, Manual 2nd can be used to retain 2nd
The planetary gear sets provide the six forward gear The friction components used in this transmission consist may be desirable to control the selection of gear gear for acceleration and engine braking as de-
ratios and reverse. Changing gear ratios is fully automatic of five multiple disc clutches. The multiple disc clutches ratios. These conditions include towing a trailer sired. Manual 2nd can be selected at any vehicle
and is accomplished through the use of a Transmission combine with one mechanical sprag clutch, to deliver and driving on hilly terrain. These ranges are speed but will downshift into 2nd gear only if
Control Module (TCM) located within the transmission. seven different gear ratios through the gearsets. The also helpful for engine braking when descending vehicle speed is low enough not to over-rev the
The TCM receives and monitors various electronic sensor gearsets then transfer torque through the output shaft. slight grades. Upshifts and downshifts are the engine (calibrated in TCM).
inputs and uses this information to shift the transmission same as in Drive range 1st, 2nd, and 3rd gears,
at the optimum time. except that the transmission will not shift above 1 - Manual 1st has the same starting ratio (first
3rd gear unless the transmission is in a undesir- gear) as Drive range but prevents the transmission
able RPM range, in which case it will shift into from shifting above 1st gear. Thus, Manual 1st
EXPLANATION OF GEAR RANGES 4th gear. 1st, 2nd or 3rd manual range can be can be used to retain 1st gear for heavy towing
selected at any vehicle speed but will downshift (creeper gear) and engine braking as desired.
position should be selected to restart the engine while into the selected gear only if vehicle speed is low
the vehicle is moving. Manual 1st can be selected at any vehicle speed
enough not to over-rev the engine (calibrated in but will downshift into 1st gear only if vehicle
P TCM).
D – Drive range should be used for all normal driving speed is low enough not to over-rev the engine
conditions for maximum efficiency and fuel economy. 3 - Manual 3rd adds more performance for con- (calibrated in TCM).
Drive range allows the transmission to operate in each
R of the six forward gear ratios. Downshifts to a lower
gear, or higher gear ratio are available for safe passing
+ N
by depressing the accelerator or by manually selecting
a lower gear with the shift selector.
M/S D
DRIVER SHIFT CONTROL GEAR RANGES
PRINCIPLES OF OPERATION
-
Some vehicles are equipped with a Driver Shift Control An automatic transmission is the mechanical and run without transferring torque to the wheels.
(DSC) version of the selector system (Figure 8). This component of a vehicle that transfers power This situation occurs whenever Park (P) or
Figure 8 configuration allows the driver to manually shift (torque) from the engine to the wheels. It Neutral (N) range has been selected. Also,
The transmission shift quadrants vary by model. There between forward gears. accomplishes this task by providing a number of operating the vehicle in a rearward direction is
may be four to seven different positions shown on the forward gear ratios that automatically change as possible whenever Reverse (R) range has been
shift quadrant (Figure 8 & 9). The following are a D – In the Drive position, the transmission will the speed of the vehicle increases. The reason selected (accomplished by the gear sets).
couple examples. automatically upshift from first to 6th, and downshift for changing forward gear ratios is to provide
the performance and economy expected from The variety of gear ranges in an automatic
from sixth to first, according to the normal shift pattern transmission are made possible through the
P – Park position enables the engine to be started while vehicles manufactured today. On the performance
programmed in the TCM. interaction of numerous mechanically,
preventing the vehicle from rolling either forward or end, a gear ratio that develops a lot of torque
backward. For safety reasons, the vehicle’s parking (through torque multiplication) is required in hydraulically and electronically controlled
M/S – In the M/S (Manual or Sport) position, the components inside the transmission. At the
brake should be used in addition to the transmission order to initially start a vehicle moving. Once
“Park” position. Since the output shaft is mechanically transmission will either automatically upshift from 1st appropriate time and sequence, these components
to 6th, and downshift from 6th to 1st, according to the the vehicle is in motion, less torque is required
locked to the case through the parking pawl and rear in order to maintain the vehicle at a certain speed. are either applied or released and operate the
internal gear, Park position should not be selected until Sport shift pattern programmed in the TCM or, the gear set at a gear ratio consistent with the driver’s
When the vehicle has reached a desired speed,
the vehicle has come to a complete stop. driver may activate the manual function by moving the needs. The following pages describe the
economy becomes the important factor and the
selector lever towards “+” or “-” to cause an upshift or theoretical operation of the mechanical, hydraulic
R – Reverse enables the vehicle to be operated in a transmission will shift into overdrive. At this point
downshift. The transmission will shift up or down and electrical components found in the Hydra-
rearward direction. output speed is greater than input speed, and,
depending on the request that is made by moving the matic 6 Speed RWD transmission. When an
input torque is greater than output torque.
N – Neutral position enables the engine to start and selector. understanding of these operating principles has
operate without driving the vehicle. If necessary, this Another important function of the automatic been attained, diagnosis of these transmission
transmission is to allow the engine to be started systems is made easier.
FOLDOUT ➤ 9 9A
MAJOR MECHANICAL COMPONENTS
TORQUE TORQUE
CONVERTER SLOT CONVERTER
ASSEMBLY SPLINED (WITH FLUID PUMP)
(1) TO PUMP HOUSING
ROTOR ASSEMBLY
(2)
1-2-3-4
CLUTCH HUB
ASSEMBLY
(61)
SPLINED
TO THE
INPUT SUN
GEAR 4-5-6 CLUTCH
(w/OUTPUT CARRIER
4-5-6 SHAFT AND DAMPENER)
(w/TURBINE HUB ASSEMBLY
SHAFT) (58)
SPLINED
TOGETHER CLUTCH
ASSEMBLY
SPLINED
(56) TO THE
OUTPUT
CARRIER
REAR SUN
GEAR
SPLINED
TOGETHER
INPUT
1-2-3-4 AND 3-5 CARRIER SPLINED
REVERSE CLUTCH ASSEMBLY TO THE
ASSEMBLY OUTPUT OUTPUT
(52) CARRIER
(51) ASSEMBLY SHAFT
ASSEMBLY
(70)
SPLINED
TOGETHER
SPLINED
TO THE
4-5-6 CLUTCH
INPUT OUTPUT HUB
SPLINED SUN GEAR CARRIER ASSEMBLY
TO THE (53) SPLINED REAR SUN GEAR
FLUID PUMP TO THE (489)
ASSEMBLY 2-6 AND 3-5
LO CLUTCH REVERSE
SPRAG CLUTCH
LOW AND ASSEMBLY HUB
2-6 REVERSE (467) ASSEMBLY
CLUTCH CLUTCH
2-6 AND
3-5 REVERSE
CLUTCH HUB
ASSEMBLY SPLINED OUTPUT
(64) TO THE CARRIER
1-2-3-4 CLUTCH ASSEMBLY
HUB (68)
ASSEMBLY
OUTPUT CARRIER
FRONT SUN GEAR
(487)
SPLINED
TO THE
OUTPUT CENTER
CARRIER SUPPORT
FRONT SUN ASSEMBLY
GEAR
(67)
10 Figure 10
COLOR LEGEND COLOR LEGEND
MAJOR MECHANICAL COMPONENTS APPLY COMPONENTS
The foldout graphic on page 10 contains a disassembled The Range Reference Chart on page 11, provides
drawing of the major components used in the Hydra-matic another valuable source of information for explaining
6 Speed RWD transmission. This drawing, along with the the overall function of the Hydra-matic 6 Speed RWD
cross sectional illustrations on page 8 and 8A, show the transmission. This chart highlights the major apply
major mechanical components and their relationship to components that function in a selected gear range, and
each other as a complete assembly. Therefore, color has the specific gear operation within that gear range.
been used throughout this book to help identify parts that
are splined together, rotating at engine speed, held Included as part of this chart is the same color reference
stationary, and so forth. Color differentiation is particularly to each major component that was previously discussed.
helpful when using the Power Flow section for If a component is active in a specific gear range, a word
understanding the transmission operation. describing its activity will be listed in the column below
that component. The row where the activity occurs
The color legend below provides the “general” guidelines
corresponds to the appropriate transmission range and
that were followed in assigning specific colors to the major
gear operation. An abbreviated version of this chart can
components. However, due to the complexity of this
transmission, some colors (such as grey) were used for also be found at the top of the half page of text located
artistic purposes rather than based on the specific function in the Power Flow section. This provides for a quick
or location of that component. reference when reviewing the mechanical power flow
information contained in that section.
Components held stationary in the case or
splined to the case. Examples: the Torque
Converter Housing with Fluid Pump Assembly
(2), and the Center Support Assembly (67).
Components that rotate at engine speed.

Examples: the Torque Converter Assembly (1),
the Fluid Pump Rotor, and the Fluid Pump
Vanes.
Components that rotate at turbine speed.

Examples: the Converter Turbine, the 4-5-6 (w/
Turbine Shaft) Clutch Assembly (56).
Components such as the Stator in the Torque

Converter Clutch Assembly (1).
Components such as the Output Carrier

Assembly (68).
Components such as the 1-2-3-4 and 3-5

Reverse Clutch Assembly (51).
Components such as the 1-2-3-4 Clutch Hub

Assembly (61).
Components such as the 2-6 and 3-5 Reverse

Clutch Hub Assembly (64).
Components such as the Low Clutch Sprag

Outer Race.
Components that rotate at transmission output

speed such as the Output Shaft Assembly (70).
All bearings and bushings.
All seals
10A 10B
RANGE REFERENCE CHART
HYDRA-MATIC 6L80 GEAR RATIOS
1ST 4.027 4TH 1.152
2ND 2.364 5TH 0.852
3RD 1.532 6TH 0.667
REVERSE 3.064
SHIFT SHIFT 1-2-3-4 CL 2-6 CL 3-5 REV CL LOW REV LOW

RANGE GEAR SOL SOL PC PC PC 4-5-6 CL PC 1-2-3-4 3-5 REV. 4-5-6 2-6 LOW & REV. CLUTCH
1 2 SOL 5 N.L. SOL 4 N.L. SOL 2 N.H. SOL 3 N.H. CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH SPRAG
PARK P ON ON OFF OFF OFF ON APPLIED*
REV R ON OFF OFF OFF ON ON APPLIED APPLIED
NEU N ON ON OFF OFF OFF ON APPLIED*
1st Braking ON ON ON OFF OFF ON APPLIED APPLIED HOLDING
1st OFF ON ON OFF OFF OFF APPLIED HOLDING
2nd OFF ON ON ON OFF OFF APPLIED APPLIED
3rd OFF ON ON OFF ON OFF APPLIED APPLIED

D
4th OFF ON ON OFF OFF ON APPLIED APPLIED
5th OFF ON OFF OFF ON ON APPLIED APPLIED
6th OFF ON OFF ON OFF ON APPLIED APPLIED
NOTE: FOR SHIFT SOLENOIDS 1 AND 2, "ON" = SOLENOID ENERGIZED (PRESSURIZED), "OFF" = SOLENOID DE-ENERGIZED (NO PRESSURE).
NOTE: FOR PRESSURE CONTROL (PC) SOLENOIDS, "ON" = PRESSURIZED, "OFF" = NO PRESSURE.
* = APPLIED WITH NO LOAD.
Figure 11 11
TORQUE CONVERTER
THRUST THRUST
BEARING BEARING
ASSEMBLY ASSEMBLY
(D ) (D)
DAMPER
ASSEMBLY
(C)
CONVERTER HOUSING PRESSURE PLATE TURBINE STATOR CONVERTER PUMP

COVER ASSEMBLY ASSEMBLY ASSEMBLY ASSEMBLY ASSEMBLY
(A) (B) (E) (F) (G)
TORQUE CONVERTER: E
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 G
as the flexplate) so that it will rotate at engine speed. A
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. F
B
• to multiply torque from the engine that enables the
vehicle to achieve additional performance when required. CONVERTER
HUB
• to mechanically operate the transmission fluid pump
through the converter hub.
STATOR
• to provide a mechanical link, or direct drive, from the C SHAFT
engine to the transmission through the use of a torque (3)
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. 4-5-6
CLUTCH
• a turbine assembly (E) which is the driven or output ASSEMBLY
member. D (56)
• a stator assembly (F) which is the reaction member (TURBINE
SHAFT)
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
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
13). The force of this fluid then hits the turbine blades
and causes the turbine to rotate. As the engine and Torque converter failure
converter pump increase in RPM, so does the turbine. could cause loss of drive
and or loss of power.
PRESSURE PLATE, DAMPER AND
CONVERTER HOUSING ASSEMBLIES To reduce torsional shock during the apply of the pressure plate to the
The pressure plate is splined to the turbine hub and applies converter cover, a spring loaded damper assembly (C) is used. The
(engages) with the converter cover to provide a mechanical pressure plate is attached to the pivoting mechanism of the damper
coupling of the engine to the transmission. When the assembly which allows the pressure plate to rotate independently of
pressure plate assembly is applied, the amount of slippage the damper assembly up to approximately 45 degrees. During
that occurs through a fluid coupling is reduced (but not engagement, the springs in the damper assembly cushion the pressure
necessarily eliminated), thereby providing a more efficient plate engagement and also reduce irregular torque pulses from the
transfer of engine torque to the drive wheels. engine or road surface.
12 Figure 12
TORQUE CONVERTER
FLUID FLOW
STATOR
ASSEMBLY
(F)
TURBINE CONVERTER PUMP
ASSEMBLY ASSEMBLY
(E) (G)
Figure 13
Stator roller clutch failure
• Roller clutch freewheeling in both directions • Roller clutch locking up in both directions can • Overheated fluid.
can cause poor acceleration at low speed. cause poor acceleration at high speed.
STATOR ASSEMBLY
The stator assembly is located between the
STATOR pump assembly and turbine assembly, and is
mounted on a one-way roller clutch. This one-
way roller clutch allows the stator to rotate in
one direction and prevents (holds) the stator
from rotating in the other direction. The
function of the stator is to redirect fluid
returning from the turbine in order to assist the
STATOR HELD engine in turning the converter pump assembly.
CONVERTER FLUID FLOW REDIRECTED
MULTIPLYING At low vehicle speeds, when greater torque is
needed, fluid from the turbine hits the front
side of the stator blades (the converter is
FLUID FLOW multiplying torque). At this time, the one-way
FROM TURBINE roller clutch prevents the stator from rotating
in the same direction as the fluid flow, thereby
redirecting fluid to assist the engine in turning
CONVERTER AT the converter pump. In this mode, fluid leaving
COUPLING SPEED the converter pump has more force to turn the
STATOR ROTATES turbine assembly and multiply engine torque.
FREELY
As vehicle speed increases and less torque is
required, centrifugal force acting on the fluid
changes the direction of the fluid leaving the
turbine such that it hits the back side of the
stator blades (converter at coupling speed).
When this occurs, the roller clutch overruns
and allows the stator to rotate freely. Fluid is
no longer being redirected to the converter
pump and engine torque is not being multiplied.
Figure 14 13
TORQUE CONVERTER
TCC RELEASE TCC APPLY
When the torque converter clutch is released, fluid is When the TCM determines that the vehicle is at the
fed into the torque converter by the pump into the proper speed for the torque converter clutch to apply,
release fluid passage. The release fluid passage is it sends a signal to the TCC pressure control (PC)
located between the stator shaft and the turbine shaft solenoid valve. The TCC PC solenoid valve then
(56). Fluid travels between the shafts and enters the regulates line fluid from the pump into the regulated
release side of the pressure plate at the end of the apply passage. The regulated apply fluid then feeds
turbine shaft. The pressure plate is forced away from the apply fluid passage and applies the torque
the converter cover and allows the torque converter converter. The apply passage is located between the
turbine to rotate at speeds other than engine speed. converter hub and the stator shaft. The fluid flows
between the shafts, then passes into the torque
The release fluid then flows between the friction converter on the apply side of the pressure plate
element on the pressure plate and the converter cover assembly. Release fluid is then routed out of the
to enter the apply side of the torque converter. The torque converter between the turbine shaft and the
fluid then exits the torque converter through the apply stator shaft.
passage, which is located between the torque
converter clutch hub and the stator shaft, and enters Apply fluid pressure forces the pressure plate against
the pump. the torque converter cover to provide a mechanical
link between the engine and the turbine.
No TCC apply can be caused by:
• Electrical connectors, wiring harness or solenoid damaged
The TCC may apply in 1st (without engine braking)
• Torque converter internal damage 2nd, 3rd, 4th, 5th and 6th gear (depending on the
• TCC control valve and spring worn, damaged or sticking shift conditions), but should not apply until the
• Turbine shaft O-ring seal cut or damaged transmission fluid and engine coolant temperatures
• TCC regulator apply valve worn, damaged or sticking
have reached a minimum value (calibrated in TCM).
➤
➤
4-5-6 4-5-6
RELEASE CLUTCH APPLY CLUTCH
FLUID ASSEMBLY FLUID ASSEMBLY
➤
➤ (56) (56)
(TURBINE (TURBINE
SHAFT) SHAFT)
APPLY
FLUID RELEASE
FLUID
➤
➤
➤
RELEASE
FLUID APPLY
FLUID
TORQUE TORQUE
CONVERTER CONVERTER
ASSEMBLY ASSEMBLY
➤
➤
(1) ➤
➤ (1)
PRESSURE PRESSURE
PLATE PLATE
14 Figure 15
TORQUE CONVERTER
TCC HYDRAULIC CIRCUIT - RELEASE TCC HYDRAULIC CIRCUIT - APPLY
The TCC PC solenoid is OFF, which allows actuator The TCC PC solenoid is commanded ON, and the
feed limit fluid to exhaust through the solenoid. Without PCS TCC circuit becomes pressurized. PCS TCC fluid
fluid pressure in the PC TCC circuit, the TCC regulator pressure moves the TCC regulator valve and the TCC
valve and the TCC control valve will remain in the control vale to the apply position. Drive 1 fluid passes
released position. through the TCC regulator valve and becomes regulated
apply fluid. The regulated apply fluid passage travels
to the TCC control valve, and is routed through the
valve into the TCC apply circuit. At the same time,
TCC release fluid is routed to an exhaust passage at
the TCC control valve. The torque converter clutch
will now apply and be held until conditions change to
determine TCC release.
TCC APPLY TCC APPLY

TCC RELEASE
TCC RELEASE
TCC APPLY
TCC APPLY
COOLER FEED
COOLER FEED
CONV FD LIMIT
CONV FD LIMIT
EX EX
CONVERTER FEED LIMIT CONVERTER FEED LIMIT

TCC CONTROL VALVE
TCC CONTROL VALVE
CONV FEED FROM PRESSURE REGULATOR
CONV FEED FROM PRESSURE REGULATOR
REG APPLY REG APPLY
PCS TCC PCS TCC

ACT FD LIM
ACT FD LIM
PCS TCC
PCS TCC
DRIVE 1-6 DRIVE 1-6
SHTL TCC REGULATOR VALVE SHTL TCC REGULATOR VALVE

SOL 1
SOL 1
EX
EX
EX
EX
TCC TCC
PRESSURE REG APP PRESSURE REG APP
CONTROL CONTROL
SOLENOID SOLENOID
N.L. OFF N.L. ON
Figure 16 15
NOTES
16
APPLY COMPONENTS
The Apply Components section is designed to explain The sequence in which the components in this section
the function of the hydraulic and mechanical holding have been discussed coincides with their physical
devices used in the Hydra-matic 6 Speed RWD arrangement inside the transmission. This order
transmission. Some of these apply components, such closely parallels the disassembly sequence used in
as clutches, are hydraulically “applied” and “released” the Hydra-matic 6 Speed RWD Unit Repair Section
in order to provide automatic gear range shifting. of the appropriate Service Manual. It also correlates
Other components, such as a sprag clutch, often react with the components shown on the Range Reference
to a hydraulically “applied” component by Charts that are used throughout the Power Flow
mechanically “holding” or “releasing” another member section of this book. The correlation of information
of the transmission. This interaction between the between the sections of this book helps the user
hydraulically and mechanically applied components more clearly understand the hydraulic and mechanical
is then explained in detail and supported with a graphic operating principles for this transmission.
illustration. In addition, this section shows the routing
of fluid pressure to the individual components and
their internal functions when it applies or releases.
MATING
OR
RELATED BRIEF
COMPONENTS DESCRIPTION
APPLY COMPONENTS - 4-5-6 CLUTCH APPLY COMPONENTS - 4-5-6 CLUTCH DAMPENER

➤ plates. This disengages the 4-5-6 clutch plates (434), and clutch plate
assemblies (433), from the backing plate (432) and disconnects the 4-5-6
(w/turbine shaft) housing assembly (441) from the hub assembly (58), thus
the output carrier will not be driven at torque converter turbine speed.
The clutch apply cavity is kept full of fluid by the clutch exhaust backfill
➤
circuit. Compensator feed fluid is fed into the cavity behind the piston to
counteract the centrifugal pressure forces created by the fluid within the
apply cavity. The compensator feed fluid assists the clutch return spring to
keep the piston in the released position when commanded off.
4-5-6 4-5-6
If the 4-5-6 clutch apply fluid does not completely exhaust from behind the CLUTCH 4-5-6
(W/TURBINE SHAFT) piston, there could be a partial apply, or drag, of the 4-5-6 clutch plates. If 4-5-6
CLUTCH (W/OUTPUT CARRIER SHAFT CLUTCH
the 4-5-6 clutch is inoperative, there will be no 4th, 5th or 6th gears available. AND DAMPENER) (W/OUTPUT CARRIER SHAFT) CLUTCH
ASSEMBLY DAMPENER
(56) HUB HUB
ASSEMBLY ASSEMBLY (476)
4-5-6 CLUTCH: (58) (475)
The 4-5-6 clutch assembly is located in the 4-5-6 (w/turbine
shaft) housing assembly (441), which is splined to the torque 4-5-6 4-5-6 4-5-6 4-5-6 4-5-6
converter turbine assembly. The external teeth on the 4-5-6 (W/TURBINE SHAFT) CLUTCH CLUTCH CLUTCH CLUTCH
➤
clutch plates (434) are splined to the 4-5-6 clutch housing HOUSING SPRING PISTON PLATE BACKING
while the internal teeth on the 4-5-6 clutch plate assemblies ASSEMBLY (438) DAM (434) PLATE
(441) ASSEMBLY (432)
(433) are splined to the 4-5-6 clutch (w/output carrier shaft (437)
and dampener) hub assembly (58). The 4-5-6 clutch is 4-5-6 CLUTCH DAMPENER:
applied when the transmission is in 4th, 5th, or 6th gear The 4-5-6 clutch dampener (476) is located inside
ranges, to transfer engine torque to the output carrier the 4-5-6 clutch (w/output carrier shaft) hub
assembly (68). assembly (475). The dampener apply plate (477)
and the dampener retaining ring (478) are also
4-5-6 CLUTCH APPLY:
housed in the hub assembly (475).
To apply the 4-5-6 clutch, 4-5-6 clutch COMPENSATOR 4-5-6
fluid is fed through the fluid pump FEED CLUTCH
FLUID PISTON The 4-5-6 clutch dampener is designed to dissipate
cover (219), through the turbine
DAM or minimize unwanted clutch vibration as well as
shaft, and behind the piston
RETAINING to eliminate or reduce the noise that may be
assembly (439). 4-5-6 clutch RING associated with it. A paper friction material is
fluid pressure moves the (436) bonded to both sides of the dampener, and contacts
piston to compress the
the 4-5-6 clutch hub (475) and the dampener apply
spring (438). As fluid
plate (477).
pressure increases, the
piston compresses the
When the 4-5-6 clutch is applied or released, the
clutch plates until they are
possible vibration and noise related to these actions
held against the backing
are transferred to the dampener through the bonded
plate (432). Also included 4-5-6
friction material. The vibration and noise is then CLUTCH
in the assembly is a 4-5-6
absorbed or dissipated by the dampener. The DAMPENER
clutch (waved) plate (435) that TURBINE dampener is in contact with lubrication fluid, but APPLY
helps cushion the apply of the 4-5- SHAFT FLUID does not require any apply fluid force. RING
6 clutch. Behind the piston is a piston SEAL RING 4-5-6 (477)
dam assembly (437), which acts as the (442) CLUTCH
back side of the compensator fluid cavity. APPLY
When fully applied, the clutch plates (434), clutch FLUID Wear of the dampener friction material may
plate assemblies (433), and 4-5-6 clutch (waved) plate result in a vibration noise during a 4-5-6 clutch
(435) are locked together, thereby holding the housing assembly apply or release.
4-5-6
and the hub assembly (58) together. Since the output carrier BONDED CLUTCH
(490) is splined to the hub assembly, this forces the 4-5-6 clutch FRICTION DAMPENER
➤
and the output carrier to rotate at the same speed as the torque MATERIAL RETAINING
converter turbine assembly. RING
4-5-6 4-5-6 4-5-6 4-5-6 (478)
4-5-6 CLUTCH RELEASE: CLUTCH CLUTCH CLUTCH CLUTCH
To release the 4-5-6 clutch, 4-5-6 clutch fluid exhausts from the PISTON (WAVED) PLATE BACKING
ASSEMBLY PLATE ASSEMBLY PLATE
piston, through the turbine shaft and into the fluid pump cover (439) (435) (433) RETAINING
(219). Spring force from the 4-5-6 clutch spring (438), and 475 476 477 478
RING
compensator feed fluid, moves the piston away from the clutch (431)
442 441 439 438 437 436 435 434 433 432 431
➤
20 Figure 20 Figure 21 21
CUTAWAY DISASSEMBLED
VIEW VIEW
Figure 17 17
APPLY COMPONENTS - 1-2-3-4 CLUTCH
disengages the 1-2-3-4 clutch plates (409), and clutch plate assemblies (408)
from the backing plate (407) and disconnects the housing assembly (427) from
1-2-3-4
AND the hub (61).
3-5 The clutch apply cavity is kept full of fluid by the clutch exhaust backfill
REVERSE
CLUTCH circuit. Compensator feed fluid is fed into the cavity behind the piston to
HOUSING counteract the centrifugal pressure forces created by the fluid within the
ASSEMBLY apply cavity. The compensator feed fluid assists the clutch return spring to
(427) keep the piston in the released position when commanded off.
If the 1-2-3-4 apply fluid does not completely exhaust from behind the piston,
there could be a partial apply, or drag, of the 1-2-3-4 clutch plates. If the 1-2-3-4
clutch is inoperative, there will be no 1st, 2nd, 3rd or 4th gears available.
1-2-3-4
1-2-3-4 CLUTCH
1-2-3-4 CLUTCH PISTON
1-2-3-4 CLUTCH 1-2-3-4 PISTON DAM
CLUTCH (WAVED) CLUTCH DAM RETAINING
1-2-3-4 CLUTCH: PLATE
PISTON SPRING ASSEMBLY RING
The 1-2-3-4 clutch assembly is located in the (414) (410) (413) (412) (411)
1-2-3-4 and 3-5 reverse clutch housing assembly
(427), and rides on the fluid pump cover hub. 1-2-3-4
The external teeth on the 1-2-3-4 clutch plates CLUTCH
(409) are splined to the housing assembly while PISTON
SEAL
the internal teeth on the 1-2-3-4 clutch plate (416)
assemblies (408) are splined to the 1-2-3-4
clutch hub (61). The 1-2-3-4 clutch is applied 1-2-3-4
when the transmission is in 1st, 2nd, 3rd, and CLUTCH
4th gears. PISTON
HOUSING
1-2-3-4 CLUTCH APPLY: RETAINING
To apply the 1-2-3-4 clutch, 1-2-3-4 clutch apply RING
fluid is fed through the fluid pump cover (219) (415)
and into the inner hub of the 1-2-3-4 and 3-5
reverse clutch housing assembly (427). Feed
holes in the inner hub allow 1-2-3-4 clutch apply
fluid to enter the housing between the 1-2-3-4
clutch piston (414) and the 1-2-3-4 clutch piston 1-2-3-4 COMPENSATOR
housing (417). 1-2-3-4 clutch fluid pressure CLUTCH FEED
APPLY FLUID
moves the piston to compress the 1-2-3-4 clutch FLUID
spring (413). As fluid pressure increases, the
piston compresses the clutch plates until they
are held against the 1-2-3-4 clutch backing plate
(407). Also included in the assembly is a 1-2-3-
4 clutch (waved) plate (410) that helps cushion 1-2-3-4
CLUTCH
the apply of the 1-2-3-4 clutch. PISTON
When fully applied, the 1-2-3-4 clutch plates HOUSING
SEAL 1-2-3-4
(409), clutch plate assemblies (408) and clutch (424) CLUTCH
(waved) plate (410) are locked together, thereby BACKING
holding the housing assembly (427) and the 1-2-3-4 PLATE
hub (61) together. This forces the hub to rotate CLUTCH (407)
at the same speed as the housing assembly (427). PISTON
HOUSING
1-2-3-4 CLUTCH RELEASE: SEAL
To release the 1-2-3-4 clutch, 1-2-3-4 clutch fluid (425)
exhausts from the piston, through the inner hub of 1-2-3-4
the housing assembly and into the fluid pump CLUTCH
cover (219). Spring force from the 1-2-3-4 clutch PISTON 1-2-3-4 1-2-3-4 1-2-3-4 1-2-3-4
spring (413), and compensator feed fluid moves INNER SEAL CLUTCH CLUTCH PLATE CLUTCH PLATE CLUTCH BACKING
(423) PISTON (409) ASSEMBLY PLATE RETAINING
the piston away from the clutch plates. This
HOUSING (408) RING
(417) (429)
425 424 423 417 416 415 414 413 412 411 410 409 408 407 429
18 Figure 18
APPLY COMPONENTS - 3-5 REVERSE CLUTCH
The clutch apply cavity is kept full of fluid by the clutch exhaust
backfill circuit. Compensator feed fluid is fed into the cavity behind the
1-2-3-4
AND piston to counteract the centrifugal pressure forces created by the fluid
3-5 within the apply cavity. The compensator feed fluid assists the clutch
REVERSE return spring to keep the piston in the released position when commanded
CLUTCH off.
HOUSING
ASSEMBLY
(427) If the 3-5 reverse clutch apply fluid does not completely exhaust from behind
the piston, there could be a partial apply, or drag, of the 3-5 reverse clutch. If
the 3-5 reverse clutch is inoperative, there will be no 3rd, 5th, or reverse
gears available.
3-5 3-5 3-5 3-5 3-5

REVERSE REVERSE REVERSE REVERSE REVERSE
CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH
3-5 REVERSE CLUTCH: PISTON SPRING PLATE PLATE BACKING
The 3-5 reverse clutch assembly is located in the 3-5 OUTER (420) (403) ASSEMBLY PLATE
1-2-3-4 and 3-5 reverse clutch housing assembly REVERSE SEAL (402) (401)
(427). The external teeth on the 3-5 reverse clutch CLUTCH (422)
plates (403) are splined to the housing assembly PISTON
(421)
while the internal teeth on the 3-5 reverse clutch
plate assemblies (402) are splined to the 2-6 and
3-5 reverse clutch hub assembly (64). The 3-5
reverse clutch is applied when the transmission is
in 3rd, 5th or reverse gear.
3-5 REVERSE CLUTCH APPLY:
To apply the 3-5 reverse clutch, 3-5 reverse clutch
apply fluid is fed through the fluid pump cover
(219) and behind the 3-5 reverse clutch piston
(421). 3-5 reverse clutch fluid pressure forces the
piston against the 3-5 reverse clutch apply ring
(405) and the 3-5 reverse clutch spring (420).
As fluid pressure increases, the piston
compresses the clutch plates together 3-5
until they are held against the 3-5 reverse COMPENSATOR REVERSE
clutch backing plate (401). Also included FEED CLUTCH
in the assembly is a 3-5 reverse clutch FLUID APPLY
FLUID
(waved) plate (404) that helps cushion
the apply of the 3-5 reverse clutch.
3-5
When fully applied, the 3-5 reverse clutch plates REVERSE
(403), clutch plate assemblies (402) and clutch CLUTCH
(waved) plate (404) are locked together, thereby BACKING
holding the housing assembly (427) and the hub PLATE
(64) together. This forces the hub to rotate at the RETAINING
same speed as the housing assembly (427). RING
(400)
3-5 REVERSE CLUTCH RELEASE:
To release the 3-5 reverse clutch, 3-5 reverse clutch
apply fluid exhausts through the 3-5 reverse clutch
apply fluid circuit, allowing pressure at the 3-5 reverse
clutch piston (421) to decrease. Spring force from 3-5
the 3-5 reverse clutch spring (420), and compensator REVERSE
feed fluid move the 3-5 reverse clutch apply ring CLUTCH PISTON
INNER
(405) away from the clutch pack. This disengages SEAL 3-5 3-5 3-5
the 3-5 reverse clutch plates (403), clutch plate (419) REVERSE REVERSE REVERSE
assemblies (402) from the backing plate (401) and CLUTCH PISTON CLUTCH APPLY CLUTCH (WAVED)
disconnects the housing assembly (427) from the DAM SEAL RING PLATE
hub (64). (418) (405) (404)
422 421 418 419 420 405 404 403 402 401 400
Figure 19 19
APPLY COMPONENTS - 4-5-6 CLUTCH
plates. This disengages the 4-5-6 clutch plates (434), and clutch plate
assemblies (433), from the backing plate (432) and disconnects the 4-5-6
(w/turbine shaft) housing assembly (441) from the hub assembly (58), thus
the output carrier will not be driven at torque converter turbine speed.
The clutch apply cavity is kept full of fluid by the clutch exhaust backfill
circuit. Compensator feed fluid is fed into the cavity behind the piston to
counteract the centrifugal pressure forces created by the fluid within the
apply cavity. The compensator feed fluid assists the clutch return spring to
keep the piston in the released position when commanded off.
4-5-6 If the 4-5-6 clutch apply fluid does not completely exhaust from behind the
(W/TURBINE SHAFT) piston, there could be a partial apply, or drag, of the 4-5-6 clutch plates. If
CLUTCH the 4-5-6 clutch is inoperative, there will be no 4th, 5th or 6th gears
ASSEMBLY
(56) available.
4-5-6 CLUTCH:
The 4-5-6 clutch assembly is located in the 4-5-6 (w/turbine
shaft) housing assembly (441), which is splined to the torque 4-5-6 4-5-6 4-5-6 4-5-6 4-5-6
converter turbine assembly. The external teeth on the 4-5-6 (W/TURBINE SHAFT) CLUTCH CLUTCH CLUTCH CLUTCH
clutch plates (434) are splined to the 4-5-6 clutch housing HOUSING SPRING PISTON PLATE BACKING
while the internal teeth on the 4-5-6 clutch plate assemblies ASSEMBLY (438) DAM (434) PLATE
(433) are splined to the 4-5-6 clutch (w/output carrier shaft (441) ASSEMBLY (432)
(437)
and dampener) hub assembly (58). The 4-5-6 clutch is
applied when the transmission is in 4th, 5th, or 6th gear
ranges, to transfer engine torque to the output carrier
assembly (68).
4-5-6 CLUTCH APPLY:
To apply the 4-5-6 clutch, 4-5-6 clutch COMPENSATOR 4-5-6
fluid is fed through the fluid pump FEED CLUTCH
cover (219), through the turbine FLUID PISTON
shaft, and behind the piston DAM
RETAINING
assembly (439). 4-5-6 clutch RING
fluid pressure moves the (436)
piston to compress the
spring (438). As fluid
pressure increases, the
piston compresses the
clutch plates until they are
held against the backing
plate (432). Also included
in the assembly is a 4-5-6
clutch (waved) plate (435) that
TURBINE
helps cushion the apply of the 4-5-6 SHAFT FLUID
clutch. Behind the piston is a piston SEAL RING 4-5-6
dam assembly (437), which acts as the back (442) CLUTCH
side of the compensator fluid cavity. When APPLY
fully applied, the clutch plates (434), clutch plate FLUID
assemblies (433), and 4-5-6 clutch (waved) plate (435) are
locked together, thereby holding the housing assembly and the
hub assembly (58) together. Since the output carrier (490) is
splined to the hub assembly, this forces the 4-5-6 clutch and the
output carrier to rotate at the same speed as the torque converter
turbine assembly.
4-5-6 4-5-6 4-5-6 4-5-6
4-5-6 CLUTCH RELEASE: CLUTCH CLUTCH CLUTCH CLUTCH
To release the 4-5-6 clutch, 4-5-6 clutch fluid exhausts from the PISTON (WAVED) PLATE BACKING
ASSEMBLY PLATE ASSEMBLY PLATE
piston, through the turbine shaft and into the fluid pump cover (439) (435) (433) RETAINING
(219). Spring force from the 4-5-6 clutch spring (438), and RING
compensator feed fluid, moves the piston away from the clutch (431)
442 441 439 438 437 436 435 434 433 432 431
20 Figure 20
APPLY COMPONENTS - 4-5-6 CLUTCH DAMPENER
4-5-6
CLUTCH 4-5-6
(W/OUTPUT CARRIER SHAFT CLUTCH 4-5-6
AND DAMPENER) (W/OUTPUT CARRIER SHAFT) CLUTCH
HUB HUB DAMPENER
ASSEMBLY ASSEMBLY (476)
(58) (475)
4-5-6 CLUTCH DAMPENER:

The 4-5-6 clutch dampener (476) is located inside
the 4-5-6 clutch (w/output carrier shaft) hub
assembly (475). The dampener apply plate (477)
and the dampener retaining ring (478) are also
housed in the hub assembly (475).
The 4-5-6 clutch dampener is designed to dissipate

or minimize unwanted clutch vibration as well as
to eliminate or reduce the noise that may be
associated with it. A paper friction material is
bonded to both sides of the dampener, and contacts
the 4-5-6 clutch hub (475) and the dampener apply
plate (477).
When the 4-5-6 clutch is applied or released, the

possible vibration and noise related to these actions
are transferred to the dampener through the bonded
friction material. The vibration and noise is then 4-5-6
CLUTCH
absorbed or dissipated by the dampener. The DAMPENER
dampener is in contact with lubrication fluid, but APPLY
does not require any apply fluid force. RING
(477)
Wear of the dampener friction material may result

in a vibration noise during a 4-5-6 clutch apply or
release.
4-5-6
BONDED CLUTCH
FRICTION DAMPENER
MATERIAL RETAINING
RING
(478)
475 476 477 478
Figure 21 21
APPLY COMPONENTS - 2-6 CLUTCH
2-6 CLUTCH RELEASE:
CENTER To release the 2-6 clutch, 2-6 clutch fluid exhausts through the center
SUPPORT support assembly and into the transmission case, allowing pressure at the
ASSEMBLY 2-6 clutch piston assembly (457) to decrease. In the absence of fluid
(459)
pressure, spring force from the 2-6 clutch spring (456) moves the piston
assembly (457) away from the clutch pack. This disengages the 2-6
clutch plates (452) and clutch plate assemblies (453) from the backing
plate (451), thereby allowing the 2-6 and 3-5 reverse clutch (w/output
carrier outer sun gear shaft) hub assembly (64) to rotate freely.
If the 2-6 apply fluid does not fully exhaust, the 2-6 clutch could partially
apply or drag. If the 2-6 clutch is inoperative, there will be no 2nd or 6th
gears.
2-6 CLUTCH:
The 2-6 clutch assembly is located in the center
support assembly (459). The center support 2-6 2-6 2-6 2-6
assembly is splined to the transmission case, and CLUTCH CLUTCH CLUTCH CLUTCH 2-6
secured by a large retaining ring (66). The external PLATE SPRING SPRING PISTON CLUTCH
teeth on the 2-6 clutch plates (453) are splined to 2-6 (453) RETAINING (456) ASSEMBLY AIR
CLUTCH RING (457) BLEED
the center support assembly while the internal teeth (Orifice Cup Plug)
BACKING (455)
on the 2-6 clutch plate assemblies (452) are splined PLATE
to the 2-6 and 3-5 reverse clutch (w/output carrier RETAINING
outer sun gear shaft) hub assembly (64). The 2-6 RING
clutch is applied only when the transmission is in (450)
2nd or 6th gear.
2-6 CLUTCH APPLY:

To apply the 2-6 clutch, 2-6 clutch fluid is fed
through the transmission case into the center support
assembly (459). A feed hole in the center support
allows fluid to enter behind the 2-6 clutch piston
assembly (457). 2-6 clutch fluid pressure moves
the piston to compress the 2-6 clutch spring (456).
As fluid pressure increases, the 2-6 clutch (waved)
plate (454) compresses the clutch plates together
until they are held against the backing plate (451).
When fully applied, the 2-6 clutch (waved) plate
(454), clutch plates (452) and the 2-6 clutch plate
assemblies (453) are locked together, thereby
holding the center support assembly (459) and the
2-6 and 3-5 reverse clutch (w/output carrier outer
sun gear shaft) hub assembly (64) together. The
output carrier front sun gear (487) is splined to the
end of the 2-6 hub shaft and thus held stationary.
2-6 2-6 2-6 2-6

CLUTCH CLUTCH CLUTCH CLUTCH
BACKING PLATE (WAVED) APPLY
PLATE ASSEMBLY PLATE FLUID
(451) (452) (454)
450 451 452 453 454 455 456 457
22 Figure 22
APPLY COMPONENTS - LOW and REVERSE CLUTCH
CENTER
SUPPORT
ASSEMBLY
(459) If the low and reverse clutch apply fluid does not fully exhaust,
the low and reverse clutch could partially apply or drag.
LOW AND LOW AND LOW AND LOW AND LOW AND LOW AND
REVERSE REVERSE REVERSE REVERSE REVERSE REVERSE
LOW AND REVERSE CLUTCH: CLUTCH CLUTCH AIR CLUTCH CLUTCH CLUTCH
SPRING PISTON BLEED WAVED PLATE PLATE
The low and reverse clutch assembly is located in the center (469) ASSEMBLY (Orifice Cup PLATE (464) ASSEMBLY
support assembly (459). The center support is splined to the (470) Plug) (465) (463)
transmission case, and secured by a large retaining ring (66).
The external teeth on the low and reverse clutch plates (464)
are splined to the center support assembly while the internal
teeth on the low and reverse clutch plate assemblies (463)
are splined to the low clutch sprag assembly (467). The low
and reverse clutch is applied only when the transmission is
in 1st or reverse gears. LOW
CLUTCH
LOW AND REVERSE CLUTCH APPLY: SPRAG
To apply the low and reverse clutch, low and reverse clutch ASSEMBLY
fluid is fed through the transmission case into the center (467)
support assembly (459). A feed hole in the center support
allows fluid to enter behind the low and reverse clutch
piston assembly (470). Low and reverse clutch fluid pressure
moves the piston to compress the low and reverse clutch
spring (469). As fluid pressure increases, the low and reverse LOW
clutch (waved) plate (465) compresses the clutch plates CLUTCH
together until they are held against the backing plate (462). SPRAG
SEAL
When fully applied, the low and reverse clutch (waved) (468)
plate (465), clutch plates (464) and clutch plate assemblies
(463) are locked together, thereby holding the low clutch
sprag assembly outer race. The output carrier assembly
(68) is splined to the low clutch sprag assembly outer race.
Therefore, when the low and reverse clutch is applied, the LOW AND
output carrier will be held stationary. REVERSE
CLUTCH
LOW AND REVERSE CLUTCH RELEASE: SPRING
To release the low and reverse clutch, low and reverse RETAINING
RING
clutch fluid exhausts through the center support assembly (466)
and into the transmission case, allowing pressure at the low
and reverse clutch piston assembly (470) to decrease. In the
absence of fluid pressure, spring force from the low and
reverse clutch spring (469) moves the piston (470) away LOW AND LOW AND
REVERSE REVERSE
from the clutch pack. This disengages the low and reverse REVERSE REVERSE CLUTCH CLUTCH
clutch plates (464) and clutch plate assemblies (463) from FLUID LOW BACKING BACKING
the backing plate (462), thereby allowing the low clutch FLUID PLATE PLATE
sprag assembly outer race and the output carrier (490) to (462) RETAINING
rotate freely. RING
(461)
470 469 468 467 466 465 464 463 462 461
Figure 23 23
APPLY COMPONENTS - LOW CLUTCH SPRAG
greater than the distance between the inner and outer race, causing
the sprags to “lock” against the low clutch sprag outer race (A).
LOW
CLUTCH LOW CLUTCH SPRAG RELEASED:
SPRAG The low clutch sprag releases when the sprags pivot toward
ASSEMBLY their short diagonals. The length of the short diagonals (2) is
(467) less than the distance between the inner and outer race, allowing
the outer race to overrun the sprags.
A damaged low clutch sprag can cause no 1st gear (unless low
and reverse clutch is applied).
A bound up sprag can cause tie up in 2nd, 3rd, 4th, 5th and 6th
LOW CLUTCH SPRAG: gears,
The low clutch sprag assembly (467) is located between the low
and reverse clutch assembly and the center support hub. The LOW LOW LOW
inner race (B) of the sprag assembly is splined to the center CLUTCH CLUTCH CLUTCH
SPRAG SPRAG SPRAG
support, and the outer race (A) is splined to the internal teeth of OUTER RETAINING
the low and reverse clutch plate assemblies (463), and to the ASSEMBLY
(D) RACE RING
output carrier assembly (68). The low clutch sprag is a type of (A) (G)
one-way clutch that prevents the output carrier assembly (68)
from rotating in the direction opposite of engine rotation. The
low clutch sprag is holding when the transmission is in 1st gear
and 1st gear braking. However, when the throttle is released in
1st gear, the low clutch sprag will overrun and allow the vehicle
to coast, until engine braking is required.
LOW CLUTCH SPRAG HOLDING:
In first gear, power flow attempts to drive the output carrier in the
direction opposite of engine rotation and pivots the sprags toward
their long diagonals. The length of the long diagonals (1) is
CLUTCH SPRAG HOLDING OUTER RACE
HELD
1
STATIONARY LOW
CLUTCH
LOW SPRAG
CLUTCH OUTER
SPRAG RACE
INNER (A)
RACE
(B)
SPRAG IS VIEWED FROM THIS DIRECTION
OUTER RACE OVERRUNNING CLUTCH SPRAG
STATIONARY LOW
LOW LOW LOW
LOW SPRAG SPRAG SPRAG
SPRAG
CLUTCH INNER END RETAINER
OUTER
SPRAG RACE BEARING PLATE
RACE
INNER (B) (C) (F)
(A)
RACE
OVERRUNNING
(B)
A B C D C F G
24 Figure 24
PLANETARY GEARSETS
PLANETARY GEARSETS
Planetary gearsets are commonly used in automatic transmissions in one planetary carrier (68), two sun gears – output carrier front
as the primary method of multiplying the torque, or twisting force, (487) and output carrier rear (489), and two internal gears – output
of the engine (reduction). Planetary gearsets are also used to reverse internal front (495) and output internal rear (497). The front pinion
the direction of rotation, function as a coupling for direct drive, and gears and the rear outer pinion gears share a long pinion shaft, and
provide an overdrive gear ratio. the rear inner pinion gears use a short pinion shaft. The front sun
gear is in constant mesh with the output carrier front pinion gears.
Planetary gearsets are so named because of their physical arrangement. The rear sun gear is in constant mesh with the output carrier rear
All planetary gearsets contain at least three main components: inner pinion gears. The output carrier rear outer pinion gears are in
• a sun gear at the center of the gearset, constant mesh with both the output carrier rear inner pinion gears,
• a carrier assembly with planet pinion gears that rotate around and the rear internal gear (497). The front pinion gears are in
the sun gear and, constant mesh with the output carrier internal front gear (495).
• an internal (ring) gear that encompasses the entire gearset. Also, the output carrier internal gears are splined into the output
shaft, which acts as a part of the output planetary gearset.
The gears are designed such that several gear teeth are always in
contact, or mesh, at the same time. This design distributes the Torque
energy forces over several gear teeth for greater strength and When engine torque is transferred through a gearset, the output
eliminates potential clash that is a common occurrence in manual torque from the gearset can either increase, decrease, or remain the
transmissions when gear teeth go in and out of mesh. Another same. The output torque achieved depends on:
benefit of planetary gearsets is that shafts are generally used for • which member of the gearset provides the input torque,
input and output components and can be arranged on the same axis, • which member of the gearset (if any) is held stationary, and,
thus providing a very compact unit. • which member of the gearset provides the output torque.
The Hydra-matic 6 Speed RWD transmission uses two planetary If output torque is greater than input torque, the gearset is operating
gearsets, an input and output. Figures 25, 26 and 27 show the in reduction (1st, 2nd, 3rd, 4th and Reverse gears). If output torque
gearsets and their respective components. These figures also is less than input torque, then the gearset is operating in overdrive
graphically explain how the planetary gearsets are used to achieve (5th and 6th gear).
each of the transmission's six forward gear ratios and Reverse. Torque vs. Speed
Input Planetary Gearset One transmission operating condition directly affected by input and
The input planetary gearset is comprised of a sun gear (53), a output torque through a gearset is the relationship of torque with
planetary carrier (52) and an internal gear (part of the 4-5-6 output speed. As the transmission shifts from 1st to 2nd through 6th
clutch housing and turbine shaft assembly). The input planetary gear, the overall output torque to the wheels decreases as the speed
gearset is used in all ranges, except 6th gear. of the vehicle increases (when input speed and input torque are held
constant). Higher output torque is needed at low vehicle speed (1st,
Output Planetary Gearset 2nd and 3rd gears) to provide the power to move the vehicle from a
The output planetary gearset is a dual pinion compound gearset that standstill. However, once the vehicle is moving and the speed of the
resembles a combination of two gearsets. This gearset consists of vehicle increases (4th, 5th and 6th gears), less output torque is
three sets of pinion gears, one front and two rear, (inner and outer) required to maintain that speed. This provides for a more efficient
operation of the powertrain.
OUTPUT
OUTPUT OUTPUT CARRIER
INPUT CARRIER CARRIER INTERNAL
INTERNAL INTERNAL ASSEMBLY REAR
GEAR FRONT GEAR (68) GEAR
(495) (497)
INPUT OUTPUT
SUN OUTPUT
CARRIER
GEAR CARRIER
REAR
(53) FRONT OUTPUT SUN
PINION CARRIER GEAR
GEAR REAR OUTER (489)
INPUT PINION
OUTPUT GEAR
CARRIER OUTPUT
CARRIER
ASSEMBLY CARRIER
INPUT FRONT OUTPUT
(52) REAR INNER
PLANETARY SUN GEAR PLANETARY PINION
GEARSET (487) GEARSET GEAR
Figure 25 25
PLANETARY GEARSETS
OUTPUT PLANETARY GEARSET COMPONENTS
OUTPUT
CARRIER
INTERNAL
OUTPUT OUTPUT FRONT
CARRIER CARRIER GEAR
FRONT SUN ASSEMBLY (495)
GEAR (68)
(487)
INPUT
CARRIER
ASSEMBLY
(52) INPUT
INTERNAL 4-5-6 OUTPUT
GEAR (w/ TURBINE SHAFT) CARRIER OUTPUT
CLUTCH REAR SUN CARRIER
INPUT ASSEMBLY GEAR INTERNAL
SUN GEAR (56) (489) REAR
(53) GEAR
(497)
INPUT PLANETARY GEARSET COMPONENTS
Figure 26
REDUCTION:
Increasing the output torque is known as operating in reduction gether through differential speed connections to achieve the correct
because there is a decrease in the speed of the output member 4th or 5th gear ratio.
proportional to the increase in the output torque. Therefore, with a In 6th gear, powerflow does not travel through the input planetary
constant input speed, the output torque increases when the gearset. Powerflow travels through the output planetary gearset,
transmission is in a lower gear, or higher gear ratio. Reduction where the output carrier is driving, the front output sun gear is held
occurs in 1st through 4th gears and Reverse. Each of these ranges and the output carrier pinion gears walk around the stationary sun
use the input planetary gearset for an initial reduction step before gear and drive the output front internal gear in a ratio of 0.667:1.
powerflow continues to the output planetary gearset, where the
final output ratio is achieved. REVERSE:
A planetary gearset reverses the direction of powerflow rotation
The input planetary gearset functions the same in each range. The when the carrier assembly is held stationary and power is applied
input internal gear, which is splined and staked into the 4-5-6 (w/ to the sun gear. This causes the pinion gears to act as idler gears
turbine shaft) clutch assembly (56), is driving, the input sun gear and drive the internal gear in the opposite direction.
(53) is held (splined to the pump hub), and the input carrier (52) is
driven. The input carrier is splined to the 1-2-3-4 and 3-5 reverse Once again, powerflow travels through the input planetary carrier
clutch assembly (51), which is turning in reduction from the input for an initial reduction of 1.532:1, then continues to the output
carrier pinions walking around the stationary sun gear. carrier. The output front sun gear is driving, the output carrier is
held stationary, and the pinion gears are forced to walk around the
OVERDRIVE: stationary sun gear. The pinion gears drive the output front internal
Overdrive enables the output speed of the transmission to be greater gear in the opposite direction of engine rotation. Reverse has a
than the input speed. This mode of operation allows the vehicle to ratio reduction of 3.064:1.
maintain a given road speed with reduced engine speed to improve Gear ratios are based on the 6L80 application. See page 11 for
fuel economy. In Overdrive, the output speed increases while the the complete list of ratios.
output torque decreases proportionally. Overdrive occurs in 5th Refer to the powerflow section on page 49 for a complete
and 6th gears. description of clutch combinations used to hold and/or drive the
In 4th and 5th gears powerflow travels through the input gearset, and planetary gearsets for each gear range.
continues to the output gearset. Without a member of the output
Gearset failure can cause noise and loss of drive.
gearset being held (grounded), the two planetary gearsets act to-
26
PLANETARY GEARSETS
REDUCTION REDUCTION REDUCTION
REVERSE FIRST GEAR SECOND GEAR
DRIVING DRIVEN
DRIVING
DRIVING
HELD
DRIVING
DRIVEN
DRIVEN
REDUCTION
SECOND GEAR
REDUCTION
THIRD GEAR
DRIVING DRIVEN
HELD
DRIVEN
DRIVING
INPUT
PLANETARY
GEARSET REDUCTION
THIRD GEAR
HELD
DRIVEN
DRIVEN
DRIVING
DRIVEN
Pinions do not rotate.

DRIVEN Sun gears, internal gears
and carrier rotate
at the same speed.
DRIVING
REDUCTION OVERDRIVE OVERDRIVE

FOURTH GEAR Carrier FIFTH GEAR SIXTH GEAR
rotates faster
than output
HELD
speed.
DRIVING
DRIVEN
DRIVEN DRIVING DRIVING DRIVEN

DRIVING DRIVING
Figure 27 27
HYDRAULIC CONTROL COMPONENTS
The previous sections of this book were used to in the hydraulic system will be presented. These
describe some of the mechanical component opera- hydraulic control components apply and release the
tions of the Hydra-matic 6 Speed RWD transmis- clutch packs to provide automatic shifting of the
sion. In the Hydraulic Control Components section a transmission.
detailed description of individual components used
TORQUE CONVERTER CONTROL SOLENOID

(W/FLUID PUMP) (W/BODY AND TCM)
HOUSING VALVE ASSEMBLY
ASSEMBLY (314)
(2) COMPONENT DESCRIPTION
LOCATED IN ELECTRICAL
COMPONENTS SECTION
CONTROL VALVE CONTROL VALVE

UPPER BODY LOWER BODY
ASSEMBLY ASSEMBLY
(304) (307)
28 Figure 28
TORQUE
FLUID PUMP ASSEMBLY
CONVERTER
SLIDE PUMP
HOUSING SLIDE
FLUID VANE COVER
(203) PIVOT
SEAL SLIDE SLIDE (216) ASSEMBLY
PIN
RING O-RING (212) (219)
(215)
VANE ROTOR (209) SEAL
RING GUIDE (210)
(207) (208)
VANE ROTOR
SLIDE
RING (217)
OUTER
SPRING SLIDE SLIDE (207)
(211) SEAL SEAL
SUPPORT (213)
(214)
FLUID PUMP ASSEMBLY

PRESSURE RELIEF
The fluid pump assembly contains a variable displacement, vane
VALVE type pump, located in the torque converter housing (203). When
(LOCATED IN PUMP)
the engine is cranking, the torque converter pump hub, which is
keyed to the fluid pump rotor (217), turns the rotor at cranking
speed. As the fluid pump rotor and the fluid pump vanes (216)
1 begin to rotate, the volume of fluid between the vanes is at its
maximum, creating a vacuum at the pump intake port. The
SLIDE vacuum allows atmospheric pressure, acting on the fluid in the
PIVOT bottom pan, to prime the pump quickly and pressurize the hy-
PIN
(215)
draulic system when the engine is running.
LINE
2 Fluid from the transmission bottom pan (29) is drawn through
the fluid filter assembly (26) and into the fluid pump intake
(suction) fluid circuit. This fluid is then forced to rotate around
SLIDE the fluid pump slide (212) to the pump outlet port where the
(212) clearance between the fluid pump slide and the fluid pump rotor
decreases. 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
DECREASE
VANE fluid to the various components and hydraulic circuits in the

(216) transmission.
LINE
The events described above occur when the pump is operating

at maximum output. Since most normal driving conditions do
ROTOR not require maximum output, the pressure regulator valve will
(217)
move far enough against spring force to allow pressurized fluid
VANE to enter the decrease fluid circuit. Decrease pressure is applied
FLUID to the backside of the fluid pump slide, and moves the slide
RING
PAN against pump slide spring (211) pressure to lower the output of
(207)
(29)
SLIDE the pump. The result is a control of the pump’s delivery rate of
OUTER fluid to the hydraulic system.
SPRING
(211)
Pump Related Diagnostic Tips

• Transmission Overheating
• Loss of drive
FLUID FILTER
ASSEMBLY
• High or low line pressure
(26) • Slipping clutch or harsh apply
Figure 29 29
PRESSURE REGULATION
The main components that control line pressure are the line Pressure Regulation
pressure control (PC) solenoid and the pressure regulator valve. The line PC solenoid regulates fluid pressure as a function of
The fluid pressure required to apply the clutches varies in relation engine torque (minimum signal pressure at low torque, maximum
to throttle position and engine torque. At the pressure regulator signal pressure at high torque). Line pressure, acting on the end
valve, line pressure is regulated in response to the following: of the pressure regulator valve, moves the valve against spring
force and PC solenoid line fluid pressure to a point where line
- Fluid pressure routed from the line PC Solenoid (This fluid pressure enters both the converter feed and the decrease fluid
pressure is proportional to engine torque – see page 46). circuits. Decrease fluid pressure moves the pump slide (212)
PC solenoid line fluid pressure moves the isolator valve against spring force and toward the center of the pump cavity.
(236) against the pressure regulator valve inner spring (235) This decreases eccentricity between the pump slide and the
which acts against the pressure regulator valve (233). rotor which, as a consequence, decreases the pump output
- Pressure regulator valve outer spring (234) force. capacity. Decrease pressure and the position of the pump slide
constantly varies depending on driving conditions and the amount
The pressure regulator valve routes line pressure into both the of fluid pressure and volume needed to operate the transmission.
converter feed and the decrease fluid circuits. Converter feed
fluid is routed through the converter feed limit valve (220) and
the TCC control valve (227) to the torque converter release, and
the cooler fluid circuits. Decrease fluid pressure moves the fluid Pressure Regulator Related
pump slide against the force of the pump slide outer spring
(211). Diagnostic Tips
A stuck or damaged pressure regulator valve could cause:
• High or low line pressure
• Slipping clutches or harsh apply
• Transmission overheating
• Low or no cooler/lube flow
PRESSURE RELIEF PRESSURE RELIEF

VALVE VALVE
(LOCATED IN PUMP) (LOCATED IN PUMP)
1 1
LINE LINE
2 212 2
212
CONV FD CONV FD
LINE LINE
3 3
LINE LINE
2a 2a
DECREASE FLUID DECREASE FLUID
PUMP PUMP
EXH SLIDE EXH SLIDE
AND AND ➤
ROTOR ROTOR
➤
ISOLATOR
ISOLATOR
SUCTION
SUCTION
PCS LINE PCS LINE

PCS LINE
PCS LINE
5 5
ACT FD LIM
ACT FD LIM
ISOLATOR ISOLATOR
VALVE VALVE
LINE LINE
PRESSURE PRESSURE
CONTROL CONTROL
SOLENOID SOLENOID
N.H. N.H.
MINIMUM PUMP OUTPUT MAXIMUM PUMP OUTPUT
30 Figure 30
VALVES LOCATED IN THE FLUID PUMP COVER ASSEMBLY
PRESSURE REGULATOR VALVE TRAIN (233-237) Torque Converter Clutch (TCC) Control Valve (227)
Pressure Regulator Valve (233) Controlled by the TCC pressure control (PC) solenoid state, the
Regulates line pressure in relation to vehicle operating condi- TCC control valve directs converter feed limit fluid pressure to
tions (see page 30 on Pressure Regulation). The pressure regula- the release side of the converter clutch and into the cooler fluid
tor valve is biased by PCS line fluid pressure acting on the circuit when in the release position. The TCC control valve
isolator valve, and inner spring (235), pressure regulator valve directs regulated apply fluid to the apply side of the converter
outer spring (234) force and line pressure routed to the end of clutch and converter feed limit fluid directly to the cooler, when
the valve. Line pressure is routed through the valve and into in the applied position. The valve is held in the release position
both the converter feed and decrease fluid circuits. (as shown) by spring force when the TCC PC solenoid is OFF.
• A stuck pressure regulator valve could cause high or low With the TCC PC solenoid ON, PCS TCC fluid pressure in-
fluid pressure. creases and moves the valve into the apply position against
spring force.
Isolator Valve (236) If stuck, missing or binding, the TCC control valve or spring may
PCS line fluid pressure moves the isolator valve against the cause:
pressure regulator valve inner spring (235). The pressure regu- • Incorrect TCC apply or release
lator valve inner spring then transfers the force from PCS line • Inadequate lubrication and cooling
fluid pressure to the pressure regulator valve. Therefore, line
pressure increases as PCS line fluid pressure increases, which is
proportional to throttle position and engine torque. Converter Feed Limit Valve (220):
When the TCC is released, converter feed fluid passes through
Pressure Relief Ball Valve (225) the converter feed limit valve, moving the valve against spring
The pressure relief ball valve (225) and spring (224) prevent force which limits the pressure of the fluid being directed to the
line pressure from exceeding limits that may damage compo- converter. This limited fluid then enters the converter feed limit
nents within the transmission. Line fluid pressure moves the fluid circuit. It is then directed through the TCC control valve
ball against spring force and exhausts until line pressure de- and into the release side of the converter preventing overheat-
creases sufficiently. ing. When the TCC applies, converter feed limit fluid is directed
• A pressure relief ball not seated or damaged could cause to the TCC control valve and then into the cooler feed circuit.
high or low fluid pressure.
If stuck, missing or binding, the converter feed limit valve or
spring may cause:
• Incorrect TCC apply or release.
• Inadequate lube and cooling.
• Converter over-pressurization.
FLUID
PUMP
PRESSURE RELIEF ASSEMBLY
VALVE
(LOCATED IN PUMP)
CONV FD LIMIT
EXH
FRONT
LUBE TCC REL
CONV FD LIMIT
TCC CONTROL VALVE
LINE
COOLER FD
TCC APPLY
LINE REG APP
PCS TCC
LINE
DECREASE
EXH
LINE
ISOLATOR
PCS LINE
SUCTION
LINE
Figure 31 31
VALVES LOCATED IN THE LOWER CONTROL VALVE BODY
Clutch Select Valve 2 (352): Torque Converter Clutch (TCC) Regulator Valve (355):
Responds to orificed CSV2 enable fluid pressure and force from The TCC regulator valve is controlled by PCS TCC fluid pres-
the clutch select valve 2 spring (353). In Park, Reverse, Neutral sure on one side of the valve and spring force from the TCC
and Drive 1st (Engine Braking) the clutch select valve 2 is regulator apply valve spring (347) at the other end. When the
applied (moved against spring force) to allow CBR1/456 clutch TCC PC solenoid is energized and PCS TCC fluid pressure is
feed fluid to be routed through the valve and then to the CBR1 present, the valve regulates Drive 1-6 fluid pressure into the
clutch feed circuit and clutch select valve 3 (352). In Drive 1st, regulated apply fluid passage to the TCC control valve (227)
2nd, 3rd, 4th, 5th and 6th ranges CSV2 latch fluid pressure and located in the pump. This fluid is then directed to the torque
clutch select valve 2 spring force moves the valve to a released converter to apply the TCC. The TCC regulator apply valve can
position. With the valve in this position, Drive fluid from the also be applied by Solenoid 2 fluid acting on the TCC regulator
manual valve can pass through the valve and enter the Drive 1-6 shuttle valve (338). This is done to enable a diagnostic to be run
fluid circuit and fluid from the CBR1/456 clutch feed circuit is to determine if the TCC control valve is in the correct position.
directed to the 456 clutch feed circuit.
• TCC regulator valve stuck in the release position would
cause no TCC/slip or soft apply.
Clutch Select Valve 3 (352): • TCC regulator valve stuck in the apply position would
Responds to orificed CSV3 enable fluid pressure and force from cause harsh TCC apply.
the clutch select valve 3 spring (353). In Reverse gear range
only, the clutch select valve 3 is released to allow reverse fluid Manual Valve (354):
pressure to pass through the valve and enter the 3-5 clutch The manual valve is fed by line pressure from the fluid pump
reverse feed fluid circuit. Also, CBR1/CBR feed fluid passes assembly and is mechanically linked to the gear selector lever
through the valve and enters the CBR fluid circuit. When CSV3 and the transmission manual shift shaft position switch. When a
enable fluid pressure applies the valve, CBR fluid exhausts and gear range is selected, the manual valve directs line pressure
456 clutch feed fluid passes through the valve to enter the 456 into the various circuits by opening and closing feed passages.
clutch fluid circuit in Drive 4th, 5th or 6th gear ranges. The circuits that are fed or exhausted by the manual valve are
Reverse, and Drive.
Compensator Feed Regulator Valve (356): Stuck, misaligned or damaged, the manual valve and linkage could
Line pressure at the compensator feed regulator valve is routed cause:
through the valve and into the compensator feed fluid circuit. • No reverse
Compensator feed fluid is routed to the end of the valve, and • No Drive
spring force acting on the other end of the valve, regulate com- • Stuck in drive or reverse
pensator feed fluid pressure. Compensator feed fluid is then
routed to the compensators of the 1-2-3-4 clutch, 3-5 reverse
clutch and the 4-5-6 clutch assemblies.
32
VALVES LOCATED IN THE LOWER CONTROL VALVE BODY
COMP FD
PCS TCC
EXH SOL 1
SHTL
LINE
TCC REGULATOR VALVE

EXH
EXH
REG APPLY
COMPENSATOR FEED
DRIVE 1-6
REGULATOR VALVE
REG APPLY
EXH
LINE
MANUAL VALVE
EXH
REVERSE
LINE
DRIVE DRIVE
DRIVE
CSV2 ENABLE
CSV3 ENABLE
35 REV CL
1234 CL DFLT FD 456 CL
EXH 1234 CL DFLT
DRIVE
CLUTCH SELECT VALVE 2
CBR1/CBR FD
35 CL REV FD
EXH
CBR
EXH
456 CL
456 CL FD
REVERSE
EXH
EXH
DRIVE DRV B
DRIVE BRAKE
REVERSE
DRIVE 1-6
CSV2 LATCH
CBRI/456 CL FD
DRV B
35 CL REV FD
456 CL
1234 CL DFLT
CBR
Figure 32 33
VALVES LOCATED IN THE UPPER CONTROL VALVE BODY
Actuator Feed Limit Valve (325): 3-5 Reverse Clutch Boost Valve (329):
The pressure control solenoids and the shift solenoids cannot PCS 3-5 reverse clutch fluid pressure acts on a differential area
support more than a given fluid pressure. In order not to over- moving the 3-5 clutch boost valve against the 3-5 clutch boost
pressurize the solenoids, the actuator feed limit valve regulates valve spring (330). 3-5 reverse clutch fluid passes through the
line fluid pressure into the actuator feed limit fluid circuit. valve and enters the 3-5 reverse clutch feedback circuit. As
When pressure exceeds a given pressure, the valve limits flow PCS 3-5 reverse clutch fluid pressure is increased to a given
into the circuit, keeping pressure below the given value. Force value, the 3-5 reverse clutch boost valve opens the 3-5 reverse
from the actuator feed limit valve spring (324) and orificed clutch feedback circuit to exhaust. This results in the 3-5 reverse
actuator feed limit fluid pressure acting on the end of the valve clutch regulator valve moving to the full feed position sending
regulate line pressure as it passes through the valve and enters full 3-5 clutch reverse feed pressure (full line pressure) to the
the feed limit circuit. Actuator feed limit pressures will nor- clutch.
mally equal line pressure when line pressure is below the cali-
brated limiting values.
3-5 Reverse Clutch Regulator Valve (336):
• Stuck in the released position would cause high actuator Responds to orificed PCS 3-5 reverse clutch fluid pressure act-
feed fluid pressure resulting in harsh shift conditions and ing on one end of the valve and it is biased by 3-5 reverse clutch
damaged components. spring force and orificed 3-5 reverse clutch feedback fluid pres-
• Stuck in the applied position would cause low actuator sure on the other end of the valve. When applied, it regulates
feed fluid pressure resulting in no/slipping shift orificed 3-5 reverse clutch feed fluid pressure as it passes through
conditions. the valve and enters the 3-5 reverse clutch fluid circuit during
Drive 3rd, 5th and reverse gear ranges. When in the released
CBR1/C456 Clutch Regulator Valve (327): position, it allows 3-5 reverse clutch fluid to exhaust through
The CBR1/C456 clutch regulator valve responds to orificed the valve into the exhaust backfill fluid circuit. Also, when in
PCS CBR1/456 clutch fluid pressure acting on one end of the the released or regulating position, actuator feed limit fluid passes
valve and biased by spring force and CBR1 feedback fluid through the valve and enters the PS1 fluid circuit. PS1 fluid is
pressure on the other end of the valve. When applied it regu- then routed to pressure switch 1 and opens the switch.
lates orificed line pressure as it passes through the valve and
enters the CBR1/456 clutch feed fluid circuit during Park, Re-
verse, Neutral, 1st (Engine Braking), 4th, 5th and 6th gear 1-2-3-4 Clutch Regulator Valve (337):
ranges. In Drive 1st, 2nd and 3rd gear ranges, the valve is in Responds to orificed PCS 1-2-3-4 clutch fluid pressure acting
the released position to allow CBR1 feedback fluid and CBR1/ on one end of the valve and it is biased by 1-2-3-4 clutch
456 clutch fluid to be open to exhaust backfill. Also, when in regulator valve spring (326) force and orificed 1-2-3-4 clutch
the released or regulating position, drive 1-6 fluid passes through feedback fluid pressure on the other end of the valve. When
the valve and enters the PS5 fluid circuit. PS5 fluid is then applied, it regulates orificed 1-2-3-4 clutch feed fluid pressure
routed to pressure switch 5 and opens the switch. as it passes through the valve and enters the 1-2-3-4 clutch fluid
circuit during Drive 1st (engine braking), 1st, 2nd, 3rd and 4th
gear ranges. When in the released position, it allows 1-2-3-4
4-5-6 Boost Valve (329): clutch fluid to exhaust through the valve into the exhaust back-
PCS CBR1/456 clutch fluid pressure acts on a differential area fill fluid circuit. Also, when in the released or regulating posi-
moving the 4-5-6 clutch boost valve against the 4-5-6 clutch tion, 1-2-3-4 clutch feed fluid passes through the valve and
boost valve spring (330). CBR1/456 clutch feed fluid passes enters the PS4 fluid circuit. PS4 fluid is then routed to pressure
through the valve and enters the CBR1 feedback circuit. As switch 4 and opens the switch.
PCS CBR1/456 clutch fluid pressure is increased to a given
value, the 4-5-6 clutch boost valve opens the CBR1 feedback
circuit to exhaust. This results in the CBR1/456 clutch regulator 1-2-3-4 Clutch Shuttle Valve (338):
valve moving to the full feed position sending full line pressure Responds to orificed 1-2-3-4 clutch default fluid pressure acting
to the clutch. on the end of the valve to force the 1-2-3-4 clutch regulator
valve to move to the applied position against spring force and 1-
2-3-4 clutch feedback fluid pressure. In the event of an electri-
2-6 Clutch Regulator Valve (334) and cal, TCM or other failure which puts the transmission in default
2-6 Clutch Regulator Gain Valve (335): mode, orificed 1-2-3-4 clutch default fluid pressure would move
Responds to orificed PCS 2-6 clutch fluid pressure acting on the shuttle valve and 1-2-3-4 clutch regulator valve to the apply
the 2-6 clutch regulator valve gain valve at one end of the valve position. If this event occurs, the transmission would operate in
and it is biased by spring force and orificed 2-6 clutch fluid Drive 3rd or 5th gear, dependent on when the failure occurs.
pressure on the other end of the valve. It regulates orificed 2-6 The transmission will also operate in Park, Reverse and Neutral.
clutch/1234 clutch feed fluid pressure as it passes through the
valve and enters the 2-6 clutch fluid circuit during Drive 2nd
and 6th gear ranges. In 6th gear, 456 clutch fluid pressure acts 1-2-3-4 Clutch Boost Valve (329):
on the 2-6 clutch regulator gain valve to lower the PCS pressure PCS 1-2-3-4 clutch fluid pressure acts on a differential area
to the valve output pressure ratio. This allows for better control moving the 1-2-3-4 clutch boost valve against the 1-2-3-4
of the 5-6 shift. When in the released position it allows 2-6 clutch boost valve spring (330). 1-2-3-4 clutch fluid passes
clutch fluid to exhaust through the valve into the exhaust back- through the valve and enters the 1-2-3-4 clutch feedback circuit.
fill fluid circuit. Also, when in the released or regulating posi- As PCS 1-2-3-4 clutch fluid pressure is increased to a given
tion, 2-6 clutch/1234 clutch feed fluid passes through the valve value, the 1-2-3-4 clutch boost valve opens the 1-2-3-4 clutch
and enters the PS3 fluid circuit. PS3 fluid is then routed to feedback circuit to exhaust. This results in the 1-2-3-4 clutch
pressure switch 3 and opens the switch. regulator valve moving to the full feed position, sending full 1-
2-3-4 clutch feed pressure (full line pressure) to the clutch.
34
VALVES LOCATED IN THE UPPER CONTROL VALVE BODY
35 REV CLU
1234 CL
1234 CL BOOST VALVE
EXH
PCS 1234 CL EXH BF
EXH
1234 CL
SHTL 1-2-3-4 CL REGULATOR VALVE

PS4
EXH
1234 CL DFLT 1234 CL FDBK
1234 CL FD
PS4
PS1
ACT FD LIM 35 REV CLU
3-5 REV CL REGULATOR VALVE

EXH
EXH
EXH BF
35 CL REV FD
PCS 35 REV CL
35R CL BOOST VALVE

EXH
35 REV CL FDBK
456 CL 456 CL
26 CL/1234 CL FD 26 CL/1234 CL FD
2-6 CLUTCH REG

26 CL
EXH BF
EXH
PS3
26 CL
ACT FD LIM
EXHAUST BACKFILL
PCS 26 CL
PRESSURE RELIEF
EXH
VALVE
PS3
EXH BF
LINE
456 CL BOOST VALVE
EXH
CBRI/456 CL FD
PCS CBRI/456 CL
CBRI FDBK
CBRI/C456 CL REG VALVE

EXH BF
PS5
DRIVE 1-6
EXH
LINE
EXH
26 CL
LINE
Figure 33 35
BALL CHECK VALVES LOCATION AND FUNCTION
#1 DRIVE 1-6/DRIVE BRAKING: #6 2-6 CLUTCH/1-2-3-4 CLUTCH FEED:
Located in the upper control valve body, this "ball shuttle valve" Located in the upper control valve body, this "one way orifice
style check ball allows drive braking fluid, in a Drive 1st gear control" style check ball is used to differentiate the flow rate of
engine braking condition, to enter the 2-6 clutch/1234 clutch feed fluid between applying and releasing the 1-2-3-4 clutch. 26 clutch/
fluid circuit to apply the 1-2-3-4 clutch. When the transmission is 1234 clutch feed fluid pressure opens the ball check valve
operating in Drive 1st, 2nd, 3rd, 4th, 5th or 6th gear ranges, drive while the transmission is operating in Drive 1st (engine brak-
1-6 fluid seats the ball check valve against the drive braking ing), 1st, 2nd, 3rd, 4th, 5th or 6th gear ranges. With the ball
passage and enters the 2-6 clutch/1234 clutch fluid feed circuit to check valve in this position, 26 clutch/1234 clutch feed fluid
apply the 1-2-3-4 clutch. flows freely into the 1234 clutch feed fluid passage. When
Park, Reverse or Neutral gear is selected after the transmis-
sion was operating in Drive, exhausting 1234 clutch feed fluid
#2 SOLENOID 1/REVERSE: seats the ball check valve and fluid is forced through orifice #32.
Located in the upper control valve body, this "ball shuttle valve" This allows for a controlled exhaust of 1234 clutch feed fluid.
style check ball is seated against the reverse fluid passage while
the transmission is operating in Park, Neutral and Drive 1st (En-
gine Braking). With the ball check valve in this position, solenoid #7 3-5 REVERSE SUPPLY/3-5 REVERSE FEED:
1 fluid enters the CSV2 enable fluid circuit to apply the clutch Located in the upper control valve body, this "one way orifice
select valve 2. When the transmission is operating in Reverse, the control" style check ball is used to differentiate the flow rate of
ball check valve seats against the solenoid 1 fluid passage to allow fluid between applying and releasing the 3-5 reverse clutch. 35
reverse fluid to enter the CSV2 enable fluid circuit and hold the reverse supply fluid pressure seats the ball check valve against the
clutch select valve 2 in the applied position. 35 reverse feed passage while the transmission is operating in
Reverse, Drive 1st, 2nd, 3rd, 4th, 5th or 6th gear ranges. With the
ball check valve in this position, 35 reverse supply fluid is forced
#3 SOLENOID 2/4-5-6 CLUTCH: through orifice #25 before entering the 35 reverse feed fluid pas-
Located in the upper control valve body, this "ball shuttle valve" sage. The orifice helps control the apply rate of the 3-5 clutch
style check ball is seated against the 456 clutch passage while the when the transmission shifts into Reverse, 3rd and 5th gears.
transmission is operating in Park, Reverse, Neutral, Drive 1st, 2nd When Park or Neutral gear is selected after the transmission was
and 3rd gear ranges. With the ball check valve in this position, operating in Drive, or Reverse, exhausting 35 reverse feed fluid
solenoid 2 fluid enters the CSV3 enable fluid circuit to apply the unseats the ball check valve. This allows for a faster exhaust of 35
clutch select valve 3. When the transmission is operating in Drive reverse feed fluid and a quick release of the 3-5 reverse clutch.
4th, 5th or 6th gear ranges, the ball check valve seats against the
solenoid 2 fluid passage to allow 456 clutch fluid to enter the
CSV3 enable fluid circuit and hold the clutch select valve 2 in the
applied position.
#4 PS5/4-5-6 CLUTCH:
Located in the upper control valve body, this "ball shuttle valve"
style check ball is seated against the 456 clutch passage by PS5
fluid while the transmission is operating in Drive 1st, 2nd and 3rd
gear ranges. With the ball check valve in this position, PS5 fluid
enters the CSV2 latch fluid circuit to hold the clutch select valve 2
in the released position. When the transmission is operating in
Drive 4th, 5th or 6th gear ranges, 456 clutch fluid pressure seats
the ball check valve against the PS5 fluid passage to allow 456
clutch fluid to enter the CSV2 latch fluid circuit to hold the clutch
select valve 2 in the released position.
#5 DRIVE 1-6/3-5 REVERSE SUPPLY:

Located in the upper control valve body, this "ball shuttle valve"
style check ball is seated against the Drive 1-6 fluid passage by 35
reverse feed fluid while the transmission is operating in Reverse.
With the ball check valve in this position, 35 reverse feed fluid
enters the 35 reverse supply circuit and is routed to the #7 ball
check valve. When the transmission is operating in Drive 1st,
2nd, 3rd, 4th, 5th or 6th gear ranges, Drive 1-6 clutch fluid pres-
sure seats the ball check valve against the 35 reverse feed passage
to allow Drive 1-6 clutch fluid to enter the 35 reverse supply fluid
circuit.
36
BALL CHECK VALVES LOCATION AND FUNCTION
#4
456 CLUTCH
35R SPL
#5 CSV2 ENABLE
43a
35a
34l
#3
19
456 CLUTCH PS5
54a
21d
CSV2 LATCH
18a
34a
DRIVE 1-6 DRIVE 1-6
SOL 2
35 CL REV FEED
26 14 2 9
17
38
11
49 10 34
38 52
52
52 10
2
11
49 52
14
39 27 51
26 21
1234 CLUTCH FEED 17 38 52 13b REVERSE
52
➤
52 13c
24 27
FRONT
#6 39
50 25 51 24
CSV2 ENABLE 16a #2
24 26 40 52 27 52
22
11 12
25a
14 17 2 #2 SOL 1 17a
52
25c
33 32 34 24
50 52 52 52
25d
44e
44f
52
50
26 CLU/1234 CL FD 45 12
51 15
37
41 16 52
52 37
38 52
15 14 21 2
#6 45 14 15 51
52 19 52
25 #3
52 38 13
50 34 24 2
46 42 46
47 34 50 51 16 52 52
44
19 52
#7 44 #1
35 REVERSE FD
30 9
50 53 52 34 2
34 46 14 13
29 24
21e
52
44a
36a
35 R SUPPLY 12 52
52 52 52
#7 30 21
DRIVE B
26 CLUTCH/1234 CL FEED
52 51 29
52
52 34 52 DRIVE 1-6
52
53b
52 31 31 29 34
50 34
37c
25
31
37a
37b
44
51 48 51 53 12
52
52 21 12
32 13
2
31 43 2 35 52
51 48 51 50 2 21 32
51
12
52
52
#1 #5 #4
CONTROL VALVE UPPER BODY ASSEMBLY (304)
Figure 34 37
ELECTRICAL COMPONENTS
NOTES
38
The Hydra-matic 6 Speed RWD transmission incorpo- type of control provides consistent and precise shift
rates electronic controls that utilize the transmission points and shift quality based on the operating con-
control module (TCM) to control shift points (through ditions of the vehicle.
shift solenoids and pressure control solenoids), torque
converter clutch (TCC) apply and release [through the Adaptive shift control technology enables the TCM
torque converter clutch pressure control (TCC PC) so- to continually monitor and compare shift performance
lenoid] and line pressure [through the pressure control to the "optimum" shift, and make adjustments to the
(PC) solenoid]. In the 6 Speed RWD transmission, the factory settings to continually deliver excellent shift
TCM and all of the shift solenoids, PC solenoids, TFT quality.
sensor and fluid pressure switches are contained in one
unit, the control solenoid (w/body and TCM) valve If for any reason the entire electronic control system
assembly (314). Electrical signals from various sen- of the transmission, or one of the electrical compo-
sors provide information to the TCM about vehicle nents within the control solenoid (w body and TCM)
speed, throttle position, engine coolant temperature, valve assembly becomes disabled, the transmission
transmission fluid temperature, gear range selector po- will default to protection mode. If the transmission is
sition, engine speed, converter turbine speed, engine in 1st, 2nd or 3rd gear during an electrical failure,
load braking and operating mode. The TCM uses this the transmission will default to 3rd gear. If the trans-
information to determine the precise moment to up- mission is in 4th, 5th or 6th gear during an electrical
shift or downshift, apply or release the TCC, and what failure, the transmission will default to 5th gear.
fluid pressure is needed to apply the clutches. This
A B C TCM SERIAL DATA DLC ECM CAN BUS N BCM
D E F G H I J K L M
INPUTS OUTPUTS
INFORMATION SENSORS ELECTRONIC CONTROLLERS ELECTRONICALLY CONTROLLED
A. THROTTLE POSITION (TP) SENSOR TRANSMISSION COMPONENTS
TRANSMISSION CONTROL
B. MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR LINE PRESSURE CONTROL SOLENOID
MODULE (TCM)
C. ENGINE SPEED SENSOR
D. MANIFOLD AIR TEMPERATURE (MAT) SENSOR ENGINE CONTROL MODULE (ECM) PRESSURE CONTROL SOLENOID 2
E. ENGINE COOLANT TEMPERATURE (ECT) SENSOR
PRESSURE CONTROL SOLENOID 3
F. TRANSMISSION FLUID TEMPERATURE (TFT) SENSOR BODY CONTROL MODULE (BCM)
G. TRANSMISSION MANUAL SHIFT PRESSURE CONTROL SOLENOID 4
SHAFT POSITION SWITCH ASSEMBLY ELECTRONIC BRAKE AND TRACTION
H. TRANSMISSION INPUT SPEED SENSOR (A/T ISS) CONTROL MODULE (EBTCM) PRESSURE CONTROL SOLENOID 5
I. TRANSMISSION FLUID PRESSURE SWITCHES (NOT SHOWN)
TORQUE CONVERTER CLUTCH (TCC)
J. TRANSMISSION OUTPUT SPEED SENSOR (A/T OSS)
DIAGNOSTIC LINK CONNECTOR PRESSURE CONTROL (PC) SOLENOID
K. ACCELERATOR PEDAL POSITION (APP) SENSOR (DLC)
L. BRAKE SWITCH SHIFT SOLENOID (SS) 1
M. DRIVER SHIFT CONTROL (DSC) SWITCHES
N. OPERATING MODE SELECTION SWITCHES SHIFT SOLENOID (SS) 2
Figure 35 39
SLIDING
ACTUATOR
TRANSMISSION MANUAL SHIFT

SHAFT POSITION SWITCH ASSEMBLY
(308)
TRANSMISSION MANUAL SHIFT SHAFT POSITION Manual Shift Shaft Position Switch Logic
SWITCH ASSEMBLY (308):
The transmission manual shift shaft position switch assembly Gear Selector Position Signal A Signal B Signal C Signal P
(308), sometimes referred to as an Internal Mode Switch (IMS),
is a sliding contact switch that connects to the manual valve Park LOW HI HI LOW
located inside the control valve lower body assembly. The four Park/Reverse LOW LOW HI LOW
inputs to the TCM from the position switch assembly indicate Reverse LOW LOW HI HI
which transmission gear range is selected. The state of each
input is available for display on the scan tool. The four input Reverse/Neutral HI LOW HI HI
parameters represented are Signal A, Signal B, Signal C, and Neutral HI LOW HI LOW
Signal P (Parity).
Neutral/Drive 6 HI LOW LOW LOW
A fifth input, signal N (P/N Start), does not input the TCM but Drive 6 HI LOW LOW HI
rather goes directly to the ECM to determine a Park/Neutral Drive 6/Drive 4 LOW LOW LOW HI
state and allow engine start. Routing Signal N to the ECM will
allow the engine to be started with a dead TCM. Signal N is not Drive 4 LOW LOW LOW LOW
a signal used by the TCM for manual shift shaft position switch Drive 4/Drive 3 LOW HI LOW LOW
logic.
Drive 3 LOW HI LOW HI
Drive 3/Drive 2 HI HI LOW HI
Drive 2 HI HI LOW LOW
Open HI HI HI HI
If the TCM detects an improper signal from the transmission Invalid HI HI HI LOW
manual shift position shaft switch assembly, a DTC will be Invalid LOW HI HI HI
activated.
HI = Ignition Voltage
LOW = 0 Volts
40 Figure 36
TRANSMISSION SPEED SENSORS
Automatic Transmission Input (Shaft) Speed
(A/T ISS) Sensor:
The input speed sensor (ISS) is a hall-effect type sensor. The
ISS mounts to the control valve upper body assembly and con-
nects to the control solenoid (w/body and TCM) valve assembly
through a wire harness and connector. The sensor faces the 1-2-
3-4 and 3-5-R clutch housing and is triggered by splines on the
housing outside diameter. The sensor receives 8.3–9.3 volts on
the ISS/OSS supply voltage circuit from the TCM. As the 1-2-
3-4 and 3-5-R clutch housing rotates, the sensor produces a
signal frequency based on the spline profile and speed of the 1-
2-3-4 and 3-5-R clutch housing. This signal is transmitted through
the ISS signal circuit to the TCM. The TCM uses the ISS signal
to determine line pressure, transmission shift timing, torque
converter clutch (TCC) slip speed and gear ratio.
1-2-3-4 AND 3-5

REVERSE
CLUTCH
ASSEMBLY
(51)
ELECTRICAL OUTPUT
HALL-EFFECT SPEED
SENSOR CONNECTOR
SENSOR
W/MAGNETIC
PICKUP
INPUT SPEED SENSOR
INPUT
SPEED
SENSOR
If the TCM detects an improper signal from the transmission

input or output speed sensors, a DTC will be activated.
Automatic Transmission Output Speed

(A/T OSS) Sensor:
OUTPUT The output speed sensor (OSS) is also a hall-effect type sensor.
SHAFT The OSS mounts to the control valve upper body assembly and
ASSEMBLY connects to the control solenoid (w/body and TCM) valve as-
(70) sembly through a wire harness and connector. The sensor faces
the output shaft and is triggered by slots cut into the housing.
HALL-EFFECT
The sensor receives 8.3–9.3 volts on the ISS/OSS supply voltage
SENSOR circuit from the TCM. As the output shaft rotates, the sensor
W/MAGNETIC produces a signal frequency based on the machined slots and
PICKUP speed of the output shaft. This signal is transmitted through the
OSS signal circuit to the TCM. The TCM uses the OSS signal to
determine line pressure, transmission shift timing, vehicle speed
and gear ratio.
OUTPUT SPEED SENSOR
Figure 37 41
Control Solenoid (w Body and TCM) Valve Assembly (314)
FILTER PLATE
ASSEMBLY
(311) SHIFT
SHIFT SOLENOID 2
SOLENOID 1
TRANSMISSION FLUID
TEMPERATURE SENSOR LEAD
FRAME
16 PIN
LINE CONNECTOR
PRESSURE
CONTROL
SOLENOID
PRESSURE
CONTROL
SOLENOID 4
TFP
SWITCH 4
TFP
SWITCH 1
TFP
SWITCH 3
TFP
SWITCH 5
PRESSURE PRESSURE
CONTROL TCC PRESSURE PRESSURE CONTROL
SOLENOID 5 CONTROL CONTROL SOLENOID 3
SOLENOID SOLENOID 2
The control solenoid (w/body and TCM) valve assembly bolts (311). In addition to the components shown above, there are
directly to the lower and upper valve body assemblies inside the two temperature sensors located inside the TCM that are not
transmission. The solenoid valve assembly utilizes a lead frame shown, the TCM Temperature Sensor and the Power Up
system to connect the components to the TCM. There are no Temperature Sensor.
wires used for these components. The solenoid valve assembly
connects to the engine harness 16-way connector via a pass-thru The above components are diagnosed separately, but are serviced
sleeve. All fluid passages to the switches and solenoids are as an assembly.
protected from debris by a serviceable filter plate assembly
Automatic Transmission Fluid Temperature (TFT) Sensor:

RESISTOR
The TFT sensor is part of the control solenoid (w/body and
TCM) valve assembly and is not serviced separately. The TFT
sensor is a resistor, or thermistor, which changes value based on
temperature. The sensor has a negative-temperature coefficient.
This means that as the temperature increases, the resistance
decreases, and as the temperature decreases, the resistance
increases. The TCM supplies a voltage reference signal to the
sensor and measures the voltage drop in the circuit. When the
transmission fluid is cold, the sensor resistance is high and the
TCM detects high signal voltage. As the fluid temperature
warms to a normal operating temperature, the resistance becomes
less and the signal voltage decreases. The TCM uses this
information to maintain shift quality and torque converter clutch
apply quality over operating temperature range.
CONTROL SOLENOID
(W/BODY AND TCM) If the TCM detects an improper signal from the TFT sensor,
VALVE ASSEMBLY a DTC will be activated.
(314)
42 Figure 38
TRANSMISSION FLUID PRESSURE SWITCH 1, 3, 4 AND 5
SEAL
DIAPHRAGM
PISTON
TFP UPPER
SWITCH 4 CONTACT
TFP
SWITCH 1
TFP DISK
SWITCH 3 TFP
SWITCH 5
LOWER
CONTACT
Body Seal
Upper
Contact Diaphragm
+ The transmission fluid pressure switches located in the control

solenoid valve assembly are normally-closed. When closed,
these switches allow electric current to flow through the switch.
Ground
Lower Fluid Pressure Switch Operation:
Disk Piston Contact The fluid pressure switches are normally closed (contacts touch-
NO PRESSURE ing) when no fluid pressure is present, thereby allowing electri-
cal current to flow through the switch. When fluid pressure is
Body Fluid Seal routed to the switch, the fluid pressure moves the diaphragm,
Upper piston and disk such that the circuit opens (no current flow).
Contact Diaphragm
TFP switch 1 sends a signal to the TCM to indicate the state of
the 3-5 and reverse clutch regulator valve.
+ TFP switch 3 sends a signal to the TCM to indicate the state of

the 2-6 clutch regulator valve.

Ground the 1-2-3-4 clutch regulator valve.
Lower
Disk Piston Contact
PRESSURIZED the CBR1 / 4-5-6 clutch regulator valve.
Fluid Pressure Switch Logic The transmission fluid pressure switches are part of the control
solenoid (w/body and TCM) valve assembly and are not ser-
Gear Selector Position Switch 1 Switch 3 Switch 4 Switch 5 viced separately.
Park 1 0 0 0
Reverse 0 0 0 0
Neutral 1 0 0 0
Drive 1 Engine Braking 1 1 0 0
Drive 1 1 1 0 1
Drive 2 1 0 0 1
Drive 3 0 1 0 1
Drive 4 1 1 0 0
Drive 5 0 1 1 0
Drive 6 1 0 1 0
1 = Pressurized 0 = Exhausted
Figure 39 43
SHIFT SOLENOIDS
The Hydra-matic 6 Speed RWD uses two electromagnetic PLUNGER
shift solenoids (1 and 2) to control the two clutch select AND
valves 2 and 3. The shift solenoids are part of the control METERING COIL
BALL ASSEMBLY CONNECTOR
solenoid (w/body and TCM) valve assembly and are not ASSEMBLY
serviced separately. SUPPLY
PRESSURE
The shift solenoids are identical, normally-closed, 3-port, ON/ (ACTUATOR
OFF type solenoids controlled by the TCM. These shift FEED LIMIT)
solenoid work in combination with the pressure control
solenoids to control the various shift and clutch regulator
valves. The TCM uses numerous inputs (as shown in Figure
35) to determine which solenoid state combination the
transmission should be in. The following table shows the CONTROL EXHAUST
solenoid state combination required for each gear range: PRESSURE
Gear SS 1 SS 2
Park ON ON
SPRING HOUSING
Reverse ON OFF
Neutral ON ON NORMALLY-CLOSED ON/OFF SOLENOID
Drive 1 Engine Braking ON ON
Drive 1 OFF ON
Drive 2 OFF ON
Drive 3 OFF ON
Drive 4 OFF ON
Drive 5 OFF ON
Drive 6 OFF ON
Shift Solenoid (SS) 2:
When the TCM provides a path to ground for the electrical Actuator feed limit fluid feeds the shift solenoid 2 fluid circuit
circuit to energize (turn ON) the solenoid, current flows through to control the clutch select valve 3. When the SS 2 valve is
the coil assembly in the solenoid and creates a magnetic field. energized (ON), actuator feed limit fluid is allowed to pass
The magnetic field moves the plunger and metering ball assembly through the solenoid, thereby creating solenoid 2 fluid pressure
to the right (with respect to the illustration) against the exhaust (see example). Solenoid 2 fluid pressure acts against the clutch
seat, thereby blocking the exhaust passage and creating signal select valve 3 spring force to move the valve to the apply
fluid pressure. position.
The shift solenoids are de-energized (turned OFF) when the When the SS 2 is de-energized (OFF), actuator feed limit fluid
TCM opens the path to ground for the solenoid’s electrical is blocked from feeding the solenoid 2 fluid circuit, and any
circuit. With the solenoid OFF, solenoid spring force moves existing solenoid 2 fluid pressure exhausts through the solenoid.
the plunger and metering ball assembly away from the exhaust
seat and against the feed seat. This blocks actuator feed limit
fluid from entering the signal fluid circuit and allows any existing REVERSE
signal fluid pressure to flow past the metering ball and exhaust SOL 1
out of the solenoid as shown in the illustration. #2
CSV2 ENABLE
35 REV CL
Shift Solenoid (SS) 1: N.C.

DRIVE
DRIVE
Actuator feed limit fluid feeds the shift solenoid 1 fluid circuit SHIFT
EX
EX
EX
22
to control the clutch select valve 2. When the SS 1 is energized SOL 1
OFF
SOL 1
ACT FD LIM
(ON), actuator feed limit fluid is allowed to pass through the CLUTCH SELECT VALVE 2
solenoid, thereby creating solenoid 1 fluid pressure (see example).

EX
Solenoid 1 fluid pressure acts against the clutch select valve 2 DRIVE 1-6
spring force to move the valve to the apply position. CSV2 LATCH
CBR1/456 CL FD
When the SS 1 is de-energized (OFF), actuator feed limit fluid CBR1/CBR FD
is blocked from feeding the solenoid 1 fluid circuit, and any
1234 CL DFLT FD
CBR1/CBR FD
existing solenoid 1 fluid pressure exhausts through the solenoid.

1234 CL DFLT
DRIVE BRAKE
456 CL FD
REVERSE
REVERSE
DRV B
EX
EX
21

20
456 CL
CSV3 ENABLE
ACT FD LIM CBR

456 CL
N.C.
SHIFT
SOL 2 #3
ON
SOL 2 SOL 2
44 Figure 40
Torque Converter Clutch Pressure Control (TCC PC) Solenoid:
The TCC PC solenoid is a normally-low, precision electronic
pressure regulator used to control the apply and release of the
converter clutch based on current flow through its coil
windings. The TCC PC solenoid is located in the control CONTROL
COIL
PRESSURE
solenoid (w/body and TCM) valve assembly and is not ASSEMBLY
SUPPLY HOUSING
serviced separately. The TCC PC solenoid regulates actuator
PRESSURE EXHAUST
feed limit fluid pressure to the TCC regulator valve located (ACTUATOR
in the lower valve body and provides a signal pressure to FEED LIMIT)
shift the TCC control valve, located in the pump, to the apply
position. When the TCM determines to apply the TCC, the
TCC PC solenoid is commanded to specific pressures,
dependent on vehicle operating conditions, resulting in a
smooth apply or release of the TCC. The solenoid’s ability to
CLOSED END
“ramp” the TCC apply and release pressures results in a FEATURE O-RING VARIABLE
smoother TCC operation.
RESTRICTION
When vehicle operating conditions are appropriate to apply CONNECTOR
the TCC, the TCM increases the current flow to allow the
TCC PC solenoid to direct PCS TCC fluid pressure to move NORMALLY-LOW PRESSURE CONTROL SOLENOID
the TCC control valve to the apply position and move the
TCC regulator valve to the regulating position to regulate
fluid pressure proportional to TCC PC solenoid pressure.
Release pressure is directed to exhaust, and regulated apply
fluid is directed to the apply side of the converter pressure
plate/damper assembly. The TCM then increases the pressure
There are also some operating conditions that may prevent or
to control a slippage of 20–80 RPM between the pressure
enable TCC apply such as: engine temperature, transmission
plate/damper assembly and the converter cover. This provides
temperature, brake switch activation.
for improved dampening of engine vibrations and allows the
TCC to apply at low engine speeds in 2nd, 3rd, 4th, 5th and
6th gear. The TCC PC solenoid is commanded to maximum The TCC PC solenoid is the only electronic control component
pressure to fully apply the pressure plate/damper assembly. of the TCC apply and release system. Other components are
hydraulic control or regulating valves. The illustration below
Release of the TCC is achieved by decreasing TCC PC
shows the valves and the TCC PC solenoid that comprise the
solenoid pressure to a level low enough to allow spring force
TCC control system. (For more information on TCC system
to move the TCC control valve and the TCC regulator valve
operation see page 14 & 15).
to the release position. TCC apply fluid is then directed to
the cooler and converter feed limit fluid is directed into the
release circuit, to the release side of the pressure plate/damper
If the TCM detects that the TCC system is stuck ON or
assembly. This fluid then flows into the apply side of the stuck OFF, a DTC will be activated.
pressure plate/damper assembly and out of the converter
through the apply circuit to the TCC control valve.
ACT FD LIM
ACT FD LIM
TCC
CONV FD LIMIT
PRESSURE
CONTROL PCS TCC
SOLENOID
N.L. ON
DRIVE 1-6
9
7
EXH PCS TCC SHTL TCC REGULATOR VALVE
➤
TCC REL 10 11
EX
REG APP
EX
REG APP
SOL 1
TCC CONTROL VALVE
COOLER FD
TCC APPLY
REG APP
PCS TCC
Figure 41 45
Line Pressure Control (PC) Solenoid:
The line pressure control (PC) solenoid is part of the
control solenoid (w/body and TCM) valve assembly
and is not serviced separately. The line PC solenoid is a
precision electronic pressure regulator that controls
transmission line pressure based on current flow through CONTROL
COIL
its coil windings. The TCM varies current to the PRESSURE
ASSEMBLY
normally-high line PC solenoid from approximately SUPPLY HOUSING
0.1 amp for maximum line pressure, to 1.0 amps for PRESSURE EXHAUST
minimum line pressure. As current flow is increased, (ACTUATOR
FEED LIMIT)
the magnetic field produced by the coil moves the
solenoid’s variable restriction further away from the
exhaust port. Opening the exhaust port decreases the
output fluid pressure regulated by the PC solenoid,
which ultimately decreases line pressure. As current
flow is decreased, the reduced magnetic field produced
by the coil moves the solenoid's variable restriction CLOSED END
closer to the exhaust port, increasing the output fluid FEATURE
O-RING VARIABLE SPRING
pressure regulated by the PC solenoid valve, which RESTRICTION
ultimately increases line pressure. The TCM controls CONNECTOR
the line PC solenoid based on various inputs, including
throttle position, transmission fluid temperature and
NORMALLY-HIGH PRESSURE CONTROL SOLENOID
gear state.
The current flow to the line PC solenoid is primarily

affected by throttle position (engine torque), and is
also inversely proportional to throttle position (engine
torque). In other words, as the throttle position (engine
torque) increases, the current flow is decreased by the
TCM, which increases the pressure output of the line
PC solenoid. If the TCM detects a pressure control solenoid valve
electrical malfunction, a DTC will be activated.
LINE
3
CONV FD
2 LINE
2A PCS LINE
DECREASE
EX
ACT FD LIM
ISOLATOR
ACT FD LIM
PCS LINE
5
LINE
PRESSURE
CONTROL PCS LINE
SOLENOID
N.H.
46 Figure 42
Clutch Pressure Control (PC) Solenoids 2, 3, 4 & 5:
The clutch pressure control (PC) solenoids 2 and 3 are nor- CONTROL
mally-high PC solenoids and are identical to the line PC sole- COIL
PRESSURE
ASSEMBLY
noid (page 46). The clutch PC solenoids 4 and 5 are normally- SUPPLY HOUSING
low and are the same as the TCC PC solenoid (page 45). PRESSURE EXHAUST
(ACTUATOR
The clutch PC solenoid 2 controls fluid flow to the 3-5 and FEED LIMIT)
reverse clutch regulator and 3-5 and reverse clutch boost valves.
When commanded, the PC solenoid controls the flow of ex-
haust fluid out of the solenoid to maintain a specific com-
CONNECTOR
manded control pressure. This allows the TCM to control the
apply and release of the 3-5 and reverse clutch.
CLOSED END
The clutch PC solenoid 3 controls fluid flow to the 4-5-6 clutch FEATURE O-RING VARIABLE
regulator and 4-5-6 clutch boost valves. When commanded, the RESTRICTION
PC solenoid controls the flow of exhaust fluid out of the sole-
NORMALLY-LOW PRESSURE CONTROL SOLENOID
noid to maintain a specific commanded control pressure. This
allows the TCM to control the apply and release of the 4-5-6
CONTROL
clutch. PRESSURE
COIL
ASSEMBLY
HOUSING
The clutch PC solenoid 4 controls fluid flow to the 2-6 clutch SUPPLY
PRESSURE EXHAUST
regulator valve. When commanded, the PC solenoid controls (ACTUATOR
the flow of exhaust fluid out of the solenoid to maintain a FEED LIMIT)
specific commanded control pressure. This allows the TCM to
control the apply and release of the 2-6 clutch.
The clutch PC solenoid 5 controls fluid flow to the 1-2-3-4
clutch regulator and 1-2-3-4 clutch boost valves. When com- CONNECTOR
manded, the PC solenoid controls the flow of exhaust fluid out CLOSED END
of the solenoid to maintain a specific commanded control pres- FEATURE
O-RING VARIABLE SPRING
sure. This allows the TCM to control the apply and release of RESTRICTION
the 1-2-3-4 clutch.
NORMALLY-HIGH PRESSURE CONTROL SOLENOID
Clutch Pressure Control (PC) Solenoid Logic LINE

DRIVE 1-6
PC Sol 5 PC Sol 4 PC Sol 2 PC Sol 3
PS5
Gear 38
N.L. N.L N.H. N.H. CBR1/C456 CL REG VALVE
Park OFF OFF OFF ON ACT FD LIM
CBR1/456 CL FD
EX
EX BF
EX
CBR1/C456 39 37
PRESSURE
Reverse OFF OFF ON ON CONTROL PCS CBR1/456 CL
SOLENOID 3
N.H. ON CBR1 FDBK
Neutral OFF OFF OFF ON
Drive 1 Engine Braking ON OFF OFF ON 31
Drive 1 ON OFF OFF OFF 456 CL BOOST VALVE
CBR1/456 CL FD
Drive 2 ON ON OFF OFF
EX
Drive 3 ON OFF ON OFF
Drive 4 ON OFF OFF ON
Drive 5 OFF OFF ON ON 35R CL BOOST VALVE
Drive 6 OFF ON OFF ON 40

EX
35 REV CL FDBK
Transmission Adapt Function: PS1
Programming within the TCM also allows for automatic PCS 35 REV CL 35 REV CL
adjustments in shift pressure that are based on the changing
EX
characteristics of the transmission components. As the apply 3-5 REV CL REGULATOR VALVE
components within the transmission wear or change over time,
ACT FD LIM
ACT FD LIM
EX
48 47 46
shift time (the time required to apply a clutch) increases or
35R FD
EX BF
decreases. In order to compensate for these changes, the TCM

adjusts the pressure commands to the various PC solenoids, to
maintain the originally calibrated shift timing. The automatic ACT FD LIM ACT FD LIM
1234 CL
C35R
adjusting process is referred to as “adaptive learning” and it is PRESSURE
CONTROL
SOLENOID 2
used to ensure consistent shift feel plus increase transmission N.H. OFF ACT FD LIM
durability. The TCM monitors the A/T ISS and the A/T OSS 1234 CL BOOST VALVE
during commanded shifts to determine if a shift is occurring too 29
EX
fast (harsh) or too slow (soft) and adjusts the corresponding PC

PCS 1234 CL
1234 CL FDBK
solenoid signal to maintain the set shift feel.

EX
1234 CL
ACT FD LIM
456 CL SHTL 1-2-3-4 CL REGULATOR VALVE

26 CL/1234 CL FD
PS4
EX
42 43 35 34 50
36 33
ACT FD LIM 2-6 CLUTCH REG
CB26 41
EX BF
1234 CL DFLT
26 CL
EX
PS3
44 C1234
2-6 GAIN
26 CL
PRESSURE
CONTROL PCS 26 CL PRESSURE
CONTROL PCS 1234 CL
SOLENOID 4
SOLENOID 5
N.L. OFF 26 CL N.L. OFF
Figure 43 47
COMPONENTS EXTERNAL TO THE TRANSMISSION
Throttle Position (TP) Sensor: The ECM monitors the variable Brake Switch: This parameter displays the state of the brake
voltage signal from the TP sensor to calculate throttle position switch circuit input. This information is transmitted to the TCM
(angle). These input signals are then transmitted over the CAN where it is used as a factor to determine the apply or release state
bus to the TCM, in addition to other vehicle and transmission of the TCC. The scan tool will display Applied when the brake
sensor inputs, in order to determine the appropriate line pressure, pedal is depressed and Released when the brake pedal is released.
shift pattern and TCC apply and release for the transmission. In
general, with greater throttle angle, upshift speeds and line pressure
both increase.
Driver Shift Control (DSC) Switches: These switches are located

either on the steering wheel or on a secondary gate within the
console shift lever mechanism. The TCM uses the switch inputs
Engine Speed Sensor: Monitored by the ECM through the ignition to provide manual shift control to the driver. When a switch is
module, information from this sensor is transmitted over the CAN depressed, the TCM opens a path to ground causing the transmission
bus to the TCM and used to help determine shift patterns and TCC to shift up or down.
apply and release.
Operating Mode Selection Switches: Depending on the customer/

Manifold Absolute Pressure (MAP) Sensor: The MAP sensor application, vehicles may be equipped with switches allowing the
measures changes relative to intake manifold pressure which results driver to select various automatic operating modes (Economy,
from changes in engine load and speed. These changes are Performance, Winter), or manual mode (Driver Shift Control) to
converted to a voltage output which is monitored by the ECM and allow manual shifting by bumping the selector lever up and down.
transmitted over the CAN bus to the TCM in order to adjust line
pressure and shift timing.
Diagnostic Link Connector (DLC): The DLC is a multi-terminal

connector that is located under the vehicle dashboard. The DLC is
Engine Coolant Temperature (ECT) Sensor: The ECM monitors connected by serial data wires to the various control modules
the variable resistance signal from this sensor to determine engine located throughout the vehicle. The DLC can be used to diagnose
coolant temperature. When the engine is cold, resistance is high, conditions in the vehicle's electrical system, TCM or PCM, and
and when the engine is hot, resistance through the sensor is low. various transmission components. Refer to the appropriate Service
The ECM then transmits this information over the CAN bus to the Manual for specific electrical diagnosis information.
TCM where it is used to prevent the TCC from applying when
engine temperature is below approximately 20°C (68°F) (calibratable).
Controller Area Network (CAN) Bus: The CAN bus consists of

two wires that connect the various vehicle control modules together,
Manifold Air Temperature (MAT) Sensor: The ECM monitors allowing them to exchange information about vehicle conditions.
the variable resistance signal from the MAT sensor to determine
manifold air temperature. When the air is cold, resistance is high,
and when the air is hot, resistance through the sensor is low. The
ECM then transmits this information over the CAN bus to the TCM
where it is used as a factor to determine TCC apply. Note: These are typical inputs to the controllers. The
combination and usage of these inputs may vary depending on
model and application.
Accelerator Pedal Position (APP) Sensor: The APP sensor is

monitored by the ECM in order to determine accelerator pedal
position. The ECM uses this signal to open and close the throttle
in response to the driver's commands. It also signals the TCM
when the accelerator pedal is fully depressed, allowing forced
downshifts and maximum performance.
48
POWER FLOW
This section of the book describes how torque from The full size, right hand pages contain a simplified
the engine is transferred through the Hydra-matic 6 version of the Complete Hydraulic Circuit that is
Speed RWD transmission allowing the vehicle to involved for that range and gear. Facing this full page
move either in a forward or reverse direction. The is a half page insert containing text and a detailed
information that follows details the specific mechanical explanation of what is occurring hydraulically in that
operation, electrical, hydraulic and apply components range and gear. A page number located at the bottom
that are required to achieve a gear operating range. of the half page of text provides a ready reference to
the complete Hydraulic Circuits section of this book
The full size, left hand pages throughout this section if more detailed information is desired.
contain drawings of the mechanical components used
in a specific range and gear. Facing this full page is a It is the intent of this section to provide an overall
half page insert containing a color coded range simplified explanation of the mechanical, hydraulic
reference chart at the top. This chart is one of the key and electrical operation of the Hydra-matic 6 Speed
items used to understand the mechanical operation of RWD transmission. If the operating principle of a
the transmission in each range and gear. The text clutch, or valve is unclear, refer to the previous sections
below this chart provides a detailed explanation of of this book for individual component descriptions.
what is occurring mechanically in that range and gear.
RK g)
PA nnin
e Ru
gin
(En )
k (P
Par
PARK he oil
in t the PARK
lever fromwing: (Engine Running)
(Engine Running) r
o r o e
lect essu e foll
e se e pr o th Reg- 1-2-3-4
1 4 3 3-5
2
h th lin d t 18): )
POWER FROM LOW AND OUTPUT VEHICLE HELD REVERSE
Witsition, irecte alve(2ressure CLUTCH
TORQUE POWERFLOW CLUTCH
TERMINATED REVERSE SHAFT STATIONARY CENTER SUPPORT
po p is d lator V(line psion
CONVERTER CLUTCH ASSEMBLY (NO POWER ASSEMBLY
(1) (70) u t
pum re Regoutpuansmmis p
APPLIED* TRANSMITTED
HELD TO OR FROM
ssu mp tr pu 2-6 CLUTCH
Pretes pu to the hen emand
DIFFERENTIAL LOW &
4-5-6 ASSEMBLY REVERSE
ASSEMBLY)
ulaordingents. Wthe dfrom
26 CLUTCH
➤
CLUTCH CLUTCH
accuirem ceeds, fluidr
ASSEMBLY ASSEMBLY
re ut ex ssure ulato
q 1234 CLUTCH
outpne preure reg

35 REV CLUTCH
COMP FEED
➤ of lipress 456 CLUTCH
➤
the M D N R P
➤
MANUAL VALVE
EX
DRIVE
CBR 1
CBR
DRIVE
REVERSE
LINE
➤
➤ CONTROL
LINE LINE
SOLENOID
VALVE ASSEMBLY 1
ACT FD LIM
3a
N.C.
SHIFT REVERSE
CSV2 ENABLE
SOL 1
ON
#2
ACT FD LIM
ACT FD LIM
2b DRIVE 1-6
PS5
3d
COMP FD

38
3c
35 REV CL
LINE
LINE
ACT FD LIM
DRIVE
DRIVE
CBR1/456 CL FD
EX
EX BF
EX
EX
37
EX
EX
39
22
TCC
PRESSURE CLUTCH SELECT VALVE 2
CBR1 FDBK
1-2-3-4 AND 3-5 CONTROL
SOLENOID 12
EX
REVERSE CLUTCH N.L. OFF
LINE
SOL 1
1234 CL DFLT FD
PCS CBR1/456 CL
ASSEMBLY
TORQUE (51) 456 CL BOOST VALVE CSV2 LATCH
CBR1/CBR FD
ACT FD LIM
TORQUE
EX
CONVERTER CBR1/456 CL FD CBR1/456 CL FD
ASSEMBLY HOUSING CBR1/C456 LINE LINE DRIVE
(1) ASSEMBLY
PRESSURE
EX
CONTROL EXHAUST BACKFILL
SOLENOID 3
(2) LINE N.H. ON PRESSURE RELIEF
CBR1/CBR FD
CBR 1
VALVE
CBR
26 30
EX BACKFILL

LINE
1234 CL DFLT FD
CBR1/CBR FD
3
INPUT
2a
COMP FD
1234 CL DFLT
DRIVE BRAKE
CARRIER CONV FD 456 CL 4d
456 CL FD
REVERSE
REVERSE
ASSEMBLY ACT FD LIM
LINE
49
LINE
DRV B
2 26 CL/1234 CL FD
(52) 42 43
EX
CB26
EX
LINE
2A PRESSURE 21
SOLENOID 4
CBR
DECREASE
26 CL
EX BF
PS3
EX
44
2-6 GAIN
26 CL
PCS 26 CL 20
456 CL
PCS LINE
CSV3 ENABLE
CBR
ACT FD LIM
456 CL
51
SOL 1
ISOLATOR
OUTPUT PS1
N.C.
SHAFT
ASSEMBLY
1 PS1
#3
5 N.C.
(70)
4c
EX BF
SHIFT
HELD SOL 2
LOW AND REV ON

CLUTCH
35 REV CL FDBK
APPLIED* PCS TCC
ACT FD LIM 4b 3b
DRIVE
4a 35 REV CL
COMP FD
PCS LINE
9
EX
45
LINE
LINE
CONTROL 11 10
EX
EX
ACT FD LIM
EX
SOLENOID
48 47 46
SOL 1
N.H.
35R FD
EX BF
PCS 35 REV CL REG APPLY REG APPLY
PARK
PAWL
INPUT (502) 1234 CL SOL 1
SUN GEAR ACT FD LIM
ENGAGED
EX
(53) C35R
ACT FD LIM
PARK CO PRESSURE
MP
EX
SOLENOID 2
PAWL
PCS 35 REV CL
PS4
LE N.H. OFF
EX
35 34 50
36 33
ACTUATOR TE 1234 CL FDBK COMPENSATOR
ASSEMBLY HY EX BACKFILL 1234 CL FD FD REG VALVE
(503) DR 1234 CL DFLT
COMP FD
PA AUL
EX
14 13
PCS 1234 CL PCS 1234 CL
LINE
4-5-6 GE IC
(w/TURBINE
50 86 CIR C1234
ACT FD LIM
COMP FD COMP FD
SHAFT) B C UIT PRESSURE
CONTROL
CLUTCH SOLENOID 5 PCS 1234 CL
N.L. OFF
ASSEMBLY
LINE LINE
(56)
Figure 45 Figure 46
50 51
Figure 44 49
MECHANICAL POWERFLOW FROM THE TORQUE CONVERTER MECHANICAL POWERFLOW FROM
THE TORQUE CONVERTER TO
TO THE TURBINE SHAFT 2a THE TURBINE SHAFT
FLUID PUMP
(Engine Running) 2
ROTOR (217) (Engine Running)
1 POWER TO
POWER FROM DRIVE FLUID PUMP DRIVEN
THE ENGINE
The mechanical power flow in the Hydra-matic transmission
begins at the point of connection between the torque converter
and the engine flywheel. When the engine is running, the
torque converter cover (pump) is forced to rotate at engine
speed. As the torque converter rotates it multiplies engine
torque and transmits it to the turbine shaft (56). The turbine
shaft provides the primary link to the mechanical operation of
the transmission.
The Hydra-matic 6 Speed RWD 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 clutches during
the various gear range operations. The torque converter (w/
fluid pump) housing assembly (2) and the control valve body
assembly (21) 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 engine crankshaft.
2 Power to Drive the Fluid Pump
The fluid pump rotor (217) is keyed to the torque converter hub.
Therefore, the fluid 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 Turbine Shaft Driven
3
FLUID COUPLING
As the torque converter turbine rotates, the turbine shaft (56),
DRIVES THE TURBINE which is splined to the torque converter turbine, is also forced to
rotate at turbine speed.
4
TURBINE
SHAFT DRIVEN
NOTE: To minimize the amount of repetitive text, the
remaining mechanical power flow descriptions will begin
TORQUE CONVERTER
SPLINED TO with the turbine shaft (56). The transfer of torque from the
TORQUE CONVERTER
ASSEMBLY STATOR ASSEMBLY engine through the torque converter to the turbine shaft is
(1) identical in all gear ranges except when the torque converter
clutch is applied (see pages 14 and 15 for complete explanation
of torque converter apply.
SPLINED TO
TORQUE CONVERTER
TURBINE ASSEMBLY
4-5-6
CLUTCH
ASSEMBLY
(TURBINE SHAFT)
(56)
KEYED TO TORQUE CONVERTER

FLUID PUMP (WITH FLUID PUMP)
ROTOR HOUSING ASSEMBLY
(2)
50 Figure 45 50A
HYDRAULIC POWERFLOW – COMMON COMMON HYDRAULIC FUNCTIONS FOR ALL RANGES
FUNCTIONS FOR ALL RANGES 3 TORQUE 1 PRESSURE
(Engine Running) CONVERTER REGULATION
3c
LINE LINE
1 PRESSURE REGULATION
1a Pressure Regulator Valve:
Regulates pump output (line pressure) in response to pressure ACT FD LIM
control solenoid line fluid acting on the pressure regulator
ACT FD LIM
isolator valve, spring force and line pressure acting on the
end of the valve. Line pressure is directed to the pressure
1b
N.C.
relief valve, manual valve, actuator feed limit valve, CBR1/ SHIFT
C456 clutch regulator valve and the compensator feed SOL 1
SOL 1
ON
regulator valve. Line pressure is also routed through the
ACT FD LIM
LINE
ACT FD LIM
pressure regulator valve and into the converter feed fluid
circuit. Converter feed fluid is routed to the converter feed
limit valve. TORQUE
CONVERTER
1b Actuator Feed Limit Valve: ASSEMBLY 12
Line pressure at the actuator feed limit valve passes through TCC
the valve and into the actuator feed limit circuit where PRESSURE
CONTROL PCS TCC
SOLENOID
pressure is limited to a maximum specific value. Actuator N.L. OFF
feed limit fluid is then routed to shift solenoid 1, TCC TCC APPLY PCS TCC
pressure control solenoid, CBR1/C456 pressure control TCC RELEASE
solenoid, CB26 pressure control solenoid, shift solenoid 2,
PCS CBR1/456 CL
line pressure control solenoid, C35R pressure control 3a
solenoid, C1234 pressure control solenoid and 3-5 clutch
regulator valve. 6
CONV FD LIMIT
ACT FD LIM
CONV FD LIMIT
LINE CBR1/C456
PRESSURE
1c Line Pressure Control Solenoid: CONTROL
SOLENOID 3
Controlled by the TCM, the line pressure control solenoid 1a N.H. ON

LINE
regulates actuator feed limit fluid pressure into the pressure 3
control solenoid line (PCS line) fluid circuit. CONV FD
2. CLUTCH COMPENSATORS: 2 LINE ACT FD LIM

2a Compensator Feed Regulator Valve: 2A
CB26
PRESSURE
Line pressure at the compensator feed regulator valve is
DECREASE
EX CONTROL PCS 26 CL
SOLENOID 4
COOLER FEED
routed through the valve and into the compensator feed FRONT
TCC RELEASE
TCC APPLY
N.L. OFF
LUBE
fluid circuit. Compensator feed fluid routed to the end of 1
the valve and spring force acting on the other end of the
LINE
valve regulate compensator feed fluid pressure. Compensator PCS LINE
ISOLATOR
feed fluid is then routed to the compensators of the 1-2-3-4
LINE
PRESSURE RELIEF
CONV FD LIMIT
clutch, 3-5 Reverse clutch and 4-5-6- clutch assemblies. VALVE
(LOCATED IN PUMP) PCS LINE
ACT FD LIM
5
3. TORQUE CONVERTER (RELEASED POSITION ONLY)
7 N.C.
3a Converter Feed Limit Valve: EX SHIFT
Converter feed fluid is routed through the valve and into the TCC REL
SOL 2
SOL 2
ON
converter feed limit circuit. Spring force and converter feed
ACT FD LIM
fluid at the valve limits converter feed limit pressure to a
TCC CONTROL VALVE

3
specific maximum pressure as it is routed to the torque COOLER FD
converter clutch control valve. TCC APPLY 3b 1c
PCS LINE
ACT FD LIM
REG APP
3b Torque Converter Clutch (TCC) control valve:
Spring force holds the valve in the released position allowing
PCS TCC LINE
converter feed limit fluid to enter the TCC release fluid PRESSURE
CONTROL
circuit. SOLENOID
N.H.
3c Torque Converter:
TCC release fluid is routed to the torque converter, keeping 2 COMPENSATION
a constant flow of fluid through the converter to keep it LINE
ACT FD LIM
cool. Fluid leaves the torque converter through the TCC 2a
apply circuit and passes through the TCC control valve into C35R
ACT FD LIM
the cooler feed circuit. Cooler feed fluid is routed through EX PRESSURE
CONTROL PCS 34 REV CL
SOLENOID 2
the cooler and into the lube fluid circuit to provide lubrication N.H. OFF
throughout the transmission. COMPENSATOR
FD REG VALVE FLUID
PUMP
COMP FD
EX
14 13
LINE
COMP FD SUCTION ACT FD LIM

C1234
FILTER PRESSURE
CONTROL
SOLENOID 5 PCS 1234 CL
N.L. OFF
SUMP
50B Figure 46 51
PARK PARK
(Engine Running)
(Engine Running)
1 LOW
2 4 3 1-2-3-4 3-5 REV. 4-5-6 2-6 LOW & REV.
POWER FROM LOW AND OUTPUT VEHICLE HELD CLUTCH
TORQUE POWERFLOW CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH
REVERSE SHAFT STATIONARY SPRAG
CONVERTER TERMINATED
CLUTCH ASSEMBLY (NO POWER
(1) APPLIED*
APPLIED* (70) TRANSMITTED
HELD TO OR FROM * Applied with no load
DIFFERENTIAL
ASSEMBLY) • The manual shift shaft (508) and the manual valve (354) are
➤ in the Park position. The park pawl actuator assembly (503)
engages the park pawl (502) with the lugs on the output shaft
assembly (70).
➤ • The output shaft assembly (70) is held stationary, preventing
➤
the vehicle from moving.
➤
➤ 1 Power from Torque Converter
The power flows through the turbine shaft into the 4-5-6
➤
➤ clutch housing which contains the input internal gear. The
input internal gear drives the input carrier pinion gears which
rotate around the stationary input sun gear (53), thus driving
the input carrier assembly (52) in reduction. The input carrier
is splined to the 1-2-3-4 and 3-5 reverse clutch assembly
(51), which is rotating in the same direction as the turbine
shaft but in reduction.
2 Powerflow Terminated
The 1-2-3-4 and 3-5 reverse clutch assembly and the 4-5-6
clutch assembly rotate freely. Without any clutches applied,
powerflow is terminated.
1-2-3-4 AND 3-5

REVERSE CLUTCH 3 Vehicle Held Stationary
ASSEMBLY With the park pawl engaged, the vehicle cannot move forward
TORQUE (51)
or backward.
TORQUE CONVERTER
ASSEMBLY HOUSING
(1) ASSEMBLY 4 Low and Reverse Clutch Applied/Preparation for a Shift
(2) The low and reverse clutch is applied in Park in preparation
for a shift into either 1st or reverse. This aids shift timing as
only one clutch will need to be applied to achieve either
INPUT
CARRIER range. The 6 Speed RWD is designed to have two
ASSEMBLY components applied for each gear range, except drive range
(52) 1st gear without engine braking. Also, in each forward range,
the design includes that only one component will need to be
applied as another component releases.
OUTPUT NOTE: The vehicle should be completely stopped before selecting

SHAFT
ASSEMBLY
Park range or internal damage to the transmission could occur.
(70) Also, the manual linkage must be adjusted properly so the
HELD
LOW AND REV indicator quadrants in the vehicle correspond with the manual
CLUTCH shaft detent lever (505) in the transmission. If not adjusted
APPLIED*
properly, an internal leak between fluid passages at the manual
valve may cause a clutch 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.
PARK
PAWL
INPUT (502)
SUN GEAR ENGAGED
(53)
PARK
PAWL
ACTUATOR
ASSEMBLY
(503)
4-5-6
(w/TURBINE
SHAFT)
CLUTCH
ASSEMBLY
(56)
52 Figure 47 52A
PARK PARK
(Engine Running)
(Engine Running)
SHIFT SHIFT 1-2-3-4 CL 2-6 CL 3-5 REV CL 4-5-6 CL LOW LOW 3-5
1-2-3-4 3-5 REV 4-5-6 2-6
SOL SOL PC PC PC PC & REV CLUTCH 1-2-3-4 REVERSE
1 2 SOL 5 N.L. SOL 4 N.L. SOL 2 N.H. SOL 3 N.H. CLUTCH SPRAG CLUTCH CLUTCH CENTER SUPPORT
ON ON OFF OFF OFF ON APPLIED* ASSEMBLY
*APPLIED WITH NO LOAD

2-6 CLUTCH LOW &
4-5-6 ASSEMBLY REVERSE
CLUTCH 26 CLUTCH CLUTCH
FLUID PRESSURE DIRECTED IN PREPARATION FOR A SHIFT ASSEMBLY ASSEMBLY
1 Manual Valve: 1234 CLUTCH
Mechanically controlled by the gear selector lever, the manual 35 REV CLUTCH
COMP FEED
valve is in the Park (P) position and prevents line pressure from 456 CLUTCH
the pressure regulator valve from entering the reverse and drive M D N R P
circuits.
MANUAL VALVE
2a CBR1/C456 Pressure Control (PC) Solenoid 3:
EX
DRIVE
CBR 1
CBR
The CBR1/C456 PCS is energized (HIGH) allowing actuator
DRIVE
REVERSE
LINE
feed limit fluid to enter the PCS CBR1/C456 CL fluid circuit.
LINE
PCS CBR1/C456 CL fluid is then routed through orifice #31 to LINE
the 4-5-6 clutch boost valve and through orifice #39 to the CBR1/ CONTROL
SOLENOID
C456 clutch regulator valve. VALVE ASSEMBLY 1
ACT FD LIM
2b CBR1/C456 Clutch Regulator Valve: 3a
PCS CBR1/C456 CL fluid at the CBR1/C4-5-6 clutch regulator N.C.
valve moves the valve against CBR1/C4-5-6 clutch regulator SHIFT REVERSE
CSV2 ENABLE
spring force and CBR1/FDBK fluid. This allows line pressure to SOL 1
ON
#2
ACT FD LIM
pass through the valve and enter the CBR1/456CL FD circuit.
ACT FD LIM
CBR1/456CL FD is then routed to Clutch Select Valve 2.
2b DRIVE 1-6
PS5
3d
COMP FD

38
3c
35 REV CL
LINE
LINE
3a Shift Solenoid 1:
ACT FD LIM
DRIVE
DRIVE
Shift solenoid 1 is energized (ON) allowing actuator feed limit
CBR1/456 CL FD
EX
EX BF
EX
EX
37
EX
EX
39
22
fluid to enter the solenoid 1 circuit. Solenoid 1 fluid is routed to TCC
PRESSURE
CBR1 FDBK CLUTCH SELECT VALVE 2
the #2 ball check valve and through orifice #10 to the TCC CONTROL
SOLENOID 12
EX
N.L. OFF
LINE
SOL 1
regulator valve and shuttle valve (SHTL).
1234 CL DFLT FD
PCS CBR1/456 CL
3b TCC Regulator Valve and Shuttle Valve: 456 CL BOOST VALVE CSV2 LATCH
CBR1/CBR FD
ACT FD LIM
EX
Solenoid 1 fluid is routed to the TCC regulator valve and shuttle
valve and moves the valve against TCC regulator valve spring CBR1/C456 LINE LINE DRIVE
force. PRESSURE
EX
CONTROL EXHAUST BACKFILL
SOLENOID 3
N.H. ON PRESSURE RELIEF
LINE CBR1/CBR FD
CBR 1
3c #2 Ball Check Valve: VALVE
CBR
26 30
Solenoid 1 fluid seats the #2 ball check valve against the reverse EX BACKFILL

LINE
1234 CL DFLT FD
fluid passage and fluid is forced through orifice #22 into the
CBR1/CBR FD
3
2a
COMP FD
1234 CL DFLT
DRIVE BRAKE
CSV2 enable fluid circuit. CONV FD 456 CL 4d
456 CL FD
REVERSE
REVERSE
ACT FD LIM
LINE
49
LINE
DRV B
2 42
26 CL/1234 CL FD
3d Clutch Select Valve 2: 43
EX
CB26
EX
LINE
2A PRESSURE 21
CSV2 enable fluid is routed to the clutch select valve 2 and SOLENOID 4
CBR
DECREASE
26 CL
EX BF
PS3
EX
44
moves the valve against clutch select valve 2 spring force. This 2-6 GAIN
26 CL
PCS 26 CL 20
456 CL
allows CBR1/456 CL FD fluid to pass through the valve and PCS LINE
CSV3 ENABLE
CBR
ACT FD LIM
456 CL
enter the CBR1/CBR FD circuit. CBR1/CBR FD fluid is then 51
SOL 1
ISOLATOR
PS1
routed: to clutch select valve 3, into the CBR1 fluid circuit and, N.C.
through orifice #49 where it enters the CBR fluid circuit and an 1 PS1
#3
5 N.C.
exhaust passage at the clutch select valve 3 (this fluid is intended
4c
EX BF
SHIFT
to keep the low and reverse clutch full of fluid but not pressurized). SOL 2
ON
CBR1 fluid is then routed to the low & reverse clutch assembly SOL 2 SOL 2 SOL 2 SOL 2
35 REV CL FDBK
in preparation for a shift into low or reverse gear. PCS TCC
ACT FD LIM 4b 3b
DRIVE
4a Shift Solenoid 2: 4a 35 REV CL
COMP FD
PCS LINE
Shift solenoid 2 is energized (ON) allowing actuator feed limit 9
EX
45
fluid to enter the solenoid 2 fluid circuit and is then routed to the LINE
LINE
#3 ball check valve. CONTROL 11 10
EX
EX
ACT FD LIM
EX
SOLENOID
48 47 46
SOL 1
N.H.
35R FD
EX BF
4b 3-5 Reverse Clutch Regulator Valve: PCS 35 REV CL REG APPLY REG APPLY
Actuator feed limit fluid is routed through the valve and into the
PS1 fluid passage. PS1 fluid is then sent to the normally closed 1234 CL SOL 1
ACT FD LIM
#1 pressure switch and opens the switch.
EX
ACT FD LIM
C35R
4c #3 Ball Check Valve: PRESSURE

EX
SOLENOID 2
PCS 35 REV CL
Solenoid 2 fluid seats the #3 ball check valve against 456 CL
PS4
N.H. OFF
EX
35 34 50
36 33
COMPENSATOR
fluid passage and fluid is forced through orifice #20 into the EX BACKFILL 1234 CL FD
1234 CL FDBK FD REG VALVE
CSV3 enable fluid circuit. CSV3 enable fluid is then routed to 1234 CL DFLT
COMP FD
EX
14 13
the clutch select valve 3. PCS 1234 CL PCS 1234 CL
LINE
ACT FD LIM
COMP FD COMP FD
4d Clutch Select Valve #3: C1234
PRESSURE
CONTROL
PCS 1234 CL
CSV3 enable fluid moves the clutch select valve 3 against clutch SOLENOID 5
N.L. OFF
select valve 3 spring force. CBR fluid at the clutch select valve 3 LINE LINE
passes through the valve and exhausts.
Note: Refer to Shift Solenoid and Pressure Control Solenoid
information on pages 44 & 47 for a description solenoid operation.
COMPLETE HYDRAULIC CIRCUIT

52B Page 76 Figure 48 53
REVERSE REVERSE
LOW
1 2a 2 3 5 6 7 4 1-2-3-4 3-5 REV. 4-5-6 2-6 LOW & REV. CLUTCH
POWER FROM INPUT INPUT 3-5 REVERSE LOW AND OUTPUT OUTPUT OUTPUT CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH SPRAG
TORQUE CARRIER INTERNAL CLUTCH REVERSE CARRIER CARRIER CARRIER
CONVERTER ASSEMBLY GEAR APPLIED CLUTCH ASSEMBLY INTERNAL FRONT APPLIED APPLIED
(1) (52) DRIVING APPLIED (68) FRONT SUN
DRIVEN HELD GEAR GEAR
(495) (487) In Reverse (R), torque from the engine is multiplied through the
➤ DRIVEN DRIVING torque converter and transmission gearsets to the vehicle’s drive
shaft and rear axle. The planetary gearset operates in reduction
➤ ➤
➤
➤ ➤ POWER TO
DIFFERENTIAL
and also reverses the direction of input torque for a reverse gear
ratio of approximately 3.064:1.
ASSEMBLY
➤
• The manual shift shaft (508) and the manual valve (354) are
➤
in the Reverse position.
1 Power from Torque Converter
➤ ➤ ➤
➤
The turbine shaft with the 4-5-6 clutch assembly (56) is
driven by the converter turbine.
➤
➤ ➤ ➤
2/2a Input Internal Gear Driving/ 2a Input Carrier Driven
The power flows through the turbine shaft into the 4-5-6
clutch housing which contains the input internal gear. The
input internal gear drives the input carrier pinion gears which
rotate around the stationary input sun gear (53) thus driving
the input carrier assembly (52) in reduction. The input carrier
is splined to the 1-2-3-4 and 3-5 reverse clutch assembly
(51), which is rotating in the same direction as the turbine
shaft but in reduction.
2-6 AND 3 3-5 Reverse Clutch Applied
3-5 REVERSE The 3-5 reverse clutch plates (402-403) are applied and hold
CLUTCH HUB
4-5-6 ASSEMBLY the 2-6 and 3-5 reverse clutch hub assembly (64), which
(w/TURBINE (64) drives the output carrier front sun gear (487).
INPUT SHAFT)
INTERNAL CLUTCH
GEAR ASSEMBLY 4 Output Carrier Front Sun Gear Driving
DRIVING (56) Engine torque is transferred from the 1-2-3-4 and 3-5 reverse
clutch housing, through the output carrier front sun gear and
1-2-3-4 AND 3-5 3-5 REVERSE INPUT to the front pinion gears. The pinion gears are in mesh with
INPUT
REVERSE CLUTCH CLUTCH CARRIER SUN GEAR and drive the output carrier front internal gear (495).
ASSEMBLY APPLIED ASSEMBLY (53)
(51) (52) HELD 5 Low and Reverse Clutch Applied
DRIVEN
The low and reverse clutch is applied and holds the low
clutch sprag assembly (467) outer race which is splined to
the output carrier assembly (68).
6 Output Carrier Assembly Held

With the low and reverse clutch holding the output carrier
assembly, the front pinion gears drive the output carrier
internal front gear in a reverse direction.
7 Output Carrier Internal Front Gear Driven

The output carrier internal front gear is splined to the output
shaft assembly (70), thus the output shaft is also driven in a
reverse direction.
OUTPUT
CARRIER
ASSEMBLY When the throttle is released in Reverse, power from the
(68)
HELD vehicle (output shaft) drives through the output carrier and
CENTER LOW AND input carrier faster than engine speed is driving the turbine
SUPPORT REVERSE
ASSEMBLY CLUTCH shaft. The engine then works as a brake, slowing the
(67) APPLIED OUTPUT transmission down to input speed. This is referred to as
SHAFT engine braking.
ASSEMBLY
(70)
DRIVEN
OUTPUT CARRIER
FRONT SUN GEAR
(487)
DRIVING
54 Figure 49 54A
REVERSE REVERSE
SHIFT SHIFT 1-2-3-4 CL 2-6 CL 3-5 REV CL 4-5-6 CL LOW LOW
1-2-3-4 3-5 REV 4-5-6 2-6
SOL SOL PC PC PC PC & REV CLUTCH
1 2 SOL 5 N.L. SOL 4 N.L. SOL 2 N.H. SOL 3 N.H. CLUTCH SPRAG
3-5
ON OFF OFF OFF ON ON APPLIED APPLIED 1-2-3-4 REVERSE
CLUTCH CLUTCH CENTER SUPPORT
ASSEMBLY
When the gear selector lever is moved to the Reverse (R) position (from the
Park position) the normally high C35R pressure control solenoid 2 is 2b
commanded ON and the following changes occur in the transmission’s 4-5-6 2-6 CLUTCH
CLUTCH ASSEMBLY
hydraulic and electrical systems: 3d ASSEMBLY 26 CLUTCH
LOW &
REVERSE
CLUTCH
ASSEMBLY
1a
1 FLUID PRESSURE DIRECTED IN PREPARATION FOR A SHIFT M D N R P
1234 CLUTCH
1a Manual Valve: 35 REV CLUTCH
With the manual valve in the reverse position, line pressure is COMP FEED COMP FD MANUAL VALVE
directed into the reverse fluid circuit to the #2 ball check valve 456 CLUTCH
REVERSE
DRIVE
DRIVE
LINE
EX
CONTROL
and clutch select valve 3. SOLENOID
VALVE ASSEMBLY
35 REV CLUTCH
1b #2 Ball Check Valve: LINE LINE
1b
Reverse fluid seats the #2 ball check valve against the solenoid 1 N.C.
ACT FD LIM
fluid passage and fluid is forced through orifice #22 into the CSV2 SHIFT
SOL 1
SOL 1 SOL 1 SOL 1
#2
enable circuit. ON
SOL 1 DRIVE 1-6
ACT FD LIM
ACT FD LIM
PS5
COMP FD
38
1c Clutch Select Valve 2:
LINE
35 REV CLUTCH
CBR 1
SOL 1
CBR
CSV2 enable fluid, present at the valve from Park position, continues
CBR1/456 CL FD
EX
EX BF
EX
39 37

to hold the clutch select valve 2 against clutch select valve 2 spring PCS CBR1/456 CL
LINE
ACT FD LIM
CSV2 ENABLE
force. CBR1 FDBK
1c
35 REV CL
2 LOW & REVERSE CLUTCH APPLIES
35 REV CL
REVERSE
31
DRIVE
DRIVE
2a Clutch Select Valve 3:
EX
EX
EX
456 CL BOOST VALVE 12 22
Reverse fluid from the manual valve is routed to clutch select valve
EX
TCC CLUTCH SELECT VALVE 2
PRESSURE
PCS TCC
3 to combine with clutch select valve 3 spring force to keep the CONTROL
EX
SOLENOID
PCS CBR1/456 CL
N.L. OFF
valve in the off position. This allows reverse fluid to pass through CSV2 LATCH
1234 CL DFLT FD
DRIVE 1-6
PCS TCC
the valve and enter the 3-5 clutch reverse feed circuit. 3-5 clutch
CBR1/CBR FD
reverse feed fluid from the clutch select valve 3 is also routed to #5
456 CL FD
LINE LINE DRIVE BRAKE
ball check valve. CBR1/CBR FD fluid is also directed through the
clutch select valve 3 to the low and reverse clutch assembly.
EX
EXHAUST BACKFILL
2b Low & Reverse Clutch: ACT FD LIM PRESSURE RELIEF VALVE
LINE
CBR1/C456
35 REV CL
PRESSURE
CBR & CBR1 fluid pressures are routed to both the inner and CONTROL
SOLENOID 3
26
EX BACKFILL
30
49
CBR1/CBR FD
outer areas of the low and reverse clutch piston to hold the piston N.H. ON
against spring force and hold the low and reverse clutch plates. 456 CL
1234 CL DFLT FD
CBR1/CBR FD
The clutch was already applied in Park, but is applied with more 26 CL/1234 CL FD
2a
COMP FD
DRIVE BRAKE
42 43
holding capacity in Reverse (both piston areas are pressurized).
456 CL FD
REVERSE
REVERSE
2-6 CLUTCH REG
DRV B
41
2c #5 Ball Check Valve:
26 CL
EX BF
PS3
EX
SOL 1
44
EX
CBR
2-6 GAIN
26 CL
ACT FD LIM
EX
PCS 26 CL 21
3-5 clutch reverse feed fluid seats #5 ball check valve against the CB26 CLUTCH SELECT VALVE 3
drive 1-6 circuit allowing 3-5 clutch reverse feed fluid to enter the PRESSURE
CONTROL
SOLENOID 4
PCS 26 CL
3c 20
3-5 reverse supply circuit. 3-5 reverse supply fluid is then routed N.L. OFF
1234 CL DFLT
to #7 ball check valve and through orifice #25 where is enters the
3-5 reverse feed circuit. 3-5 reverse feed passes through orifice
ACT FD LIM
#46 and then is routed to the 3-5 reverse clutch regulator valve.
35R CL BOOST VALVE
2c 456 CL
EX
DRIVE 1-6
EX BF
CSV3 ENABLE
40
456 CL
3 3-5 REVERSE CLUTCH APPLIES PS1 35 REV CL FDBK
CBR
N.C.
3a C35R Pressure Control Solenoid 2: 1 PS1 #5 51
The C35R Pressure Control Solenoid 2 is energized (HIGH) N.C.

SHIFT
35 CL REV FD #3
35 REV CL
allowing actuator feed limit fluid to enter the PCS 3-5 reverse SOL 2
OFF
PCS 35 REV CL
clutch circuit. PCS 3-5 reverse clutch fluid is then routed through SOL 2 SOL 2 SOL 2
orifice #48 to the 3-5 reverse clutch regulator valve and through
EX
45
orifice #40 to the 3-5 reverse boost valve. 3-5 REV CL REGULATOR VALVE
PCS TCC
35R SPL
ACT FD LIM
EX
47 46
3b 3-5 Reverse Clutch Regulator Valve: ACT FD LIM 48
3b
35R FD
EX BF
PCS LINE
DRIVE 1-6
PCS 3-5 reverse clutch fluid moves the 3-5 reverse clutch regulator
9
valve against 3-5 reverse clutch regulator valve spring force and 3- LINE
#7 25
5 reverse clutch feedback fluid. This allows 3-5 reverse feed to PRESSURE TCC REGULATOR VALVE SHTL
SOL 1
CONTROL
SOLENOID
pass through the valve and enter the 3-5 reverse clutch circuit. 3-5 N.H. 11 10
EX
EX
SOL 1
reverse clutch fluid is then routed to the 3-5 reverse clutch and the ACT FD LIM
3-5 reverse boost valve. PS1 fluid from pressure switch 1 exhausts 3a REG APPLY REG APPLY
through the valve allowing the switch to close.
3c 3-5 Reverse Boost Valve:
PCS 3-5 reverse clutch fluid pressure acts on a differential area C35R
ACT FD LIM 1234 CL
PRESSURE
moving the 3-5 reverse clutch boost valve against the 3-5 reverse
EX
CONTROL
SOLENOID 2
clutch boost valve spring. 3-5 reverse clutch fluid passes through N.H. ON
COMP FD
LINE
the valve and enters the 3-5 reverse clutch feedback circuit. As
PS4
EX
50
EX
36 35 34 33
PCS 3-5 reverse clutch fluid pressure is increased to a given value, 1234 CL FD
1234 CL FDBK
COMPENSATOR
the 3-5 reverse clutch boost valve opens the 3-5 reverse clutch EX BACKFILL
FD REG VALVE
feedback circuit to exhaust. This results in the 3-5 reverse clutch
COMP FD
EX
1234 CL DFLT 14 13
LINE
regulator valve moving to the full feed position sending full 3-5 PCS 1234 CL PCS 1234 CL
ACT FD LIM
clutch reverse feed pressure (full line pressure) to the clutch. C1234
PRESSURE
CONTROL
PCS 1234 CL
3d 3-5 Reverse Clutch: SOLENOID 5
N.L. OFF
3-5 reverse clutch fluid enters the 1-2-3-4 & reverse clutch housing
to move the piston against spring force and compensator feed fluid
to apply the 3-5 reverse clutch plates. COMP FD COMP FD
LINE LINE

NEUTRAL NEUTRAL
(Engine Running)
(Engine Running)
1 2 3 LOW
POWER FROM POWERFLOW LOW AND NO POWER 1-2-3-4 3-5 REV. 4-5-6 2-6 LOW & REV. CLUTCH
TORQUE TERMINATED REVERSE TRANSMITTED CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH SPRAG
CONVERTER CLUTCH TO
(1) APPLIED* DIFFERENTIAL APPLIED*
ASSEMBLY * Applied with no load
➤ When the gear selector lever is placed in the Neutral (N) position,
mechanical power flow is identical to Park (P) range, except
that the park lock actuator assembly (503) is disengaged. The
park pawl spring (501) releases the park pawl (502) from the
➤
lugs on the output shaft assembly (70). With the park pawl
➤
disengaged, the output shaft is free to rotate allowing the vehicle
to roll.
➤ • The manual shift shaft (508) and the manual valve (354) are
➤
in the Neutral position.
➤
The turbine shaft with 4-5-6 clutch assembly (56) is driven
by the converter turbine.
2 Powerflow Terminated
Without any clutches applied, or sprag clutches holding, the
turbine shaft with 4-5-6 clutch assembly (56) rotates freely
and powerflow is terminated.
INPUT 3 Low and Reverse Clutch Applied/Preparation for a Shift

CARRIER The low and reverse clutch is applied in Neutral in
ASSEMBLY preparation for a shift into either 1st or reverse. This aids
(52) shift timing as only one clutch will need to be applied to
1-2-3-4 AND 3-5
REVERSE CLUTCH achieve either range. The 6 Speed RWD is designed to have
TORQUE ASSEMBLY two components applied for each gear range, except drive
CONVERTER (51) range 1st without engine braking. Also, in each forward
TORQUE (WITH FLUID PUMP) range, the design includes that only one component will
HOUSING
CONVERTER
ASSEMBLY
need to be applied as another component releases.
ASSEMBLY
(1) (2)
Neutral range may be selected for starting the engine when

the vehicle is standing still or moving.
OUTPUT
SHAFT
LOW AND ASSEMBLY
REVERSE (70)
CLUTCH
APPLIED*
INPUT PARK
SUN GEAR PAWL
(53) (502)
DISENGAGED
PARK
PAWL
ACTUATOR
ASSEMBLY
(503)
4-5-6
(w/TURBINE
SHAFT)
CLUTCH
ASSEMBLY
(56)
56 Figure 51 56A
NEUTRAL NEUTRAL
(Engine Running)
(Engine Running)
1-2-3-4 3-5 REV 4-5-6 2-6 3-5
1 2 SOL 5 N.L. SOL 4 N.L. SOL 2 N.H. SOL 3 N.H.
CLUTCH SPRAG 1-2-3-4 REVERSE
ON/ ON OFF OFF OFF ON APPLIED* ASSEMBLY

4-5-6 2-6 CLUTCH
When the gear selector is moved to the Neutral (N) position, the CLUTCH ASSEMBLY LOW &
hydraulic and electrical system operation is identical to Park (P) 1d ASSEMBLY 26 CLUTCH REVERSE
CLUTCH 1a
range. However, if Neutral is selected after the vehicle was ASSEMBLY
M D N R P
1234 CLUTCH
operating in Reverse (R), the normally high C35R pressure control 35 REV CLUTCH
solenoid 2 is commanded OFF and the following changes would COMP FEED COMP FD MANUAL VALVE
456 CLUTCH
occur in the hydraulic system:
REVERSE
DRIVE
DRIVE
LINE
CONTROL
EX
SOLENOID
VALVE ASSEMBLY 1234 CLUTCH
35 REV CLUTCH
1 3-5 REVERSE CLUTCH RELEASES: LINE LINE
1a Manual Valve: N.C.
ACT FD LIM
PS5 PS5
The manual valve is moved to the Neutral position and SHIFT SOL 1 SOL 1 SOL 1
SOL 1
blocks line pressure from entering the reverse and drive ON
SOL 1 DRIVE 1-6 #2
ACT FD LIM
ACT FD LIM
PS5
COMP FD
fluid circuits. The reverse fluid from the #2 ball check 38
LINE
35 REV CLUTCH
CBR 1
1234 CLUTCH
SOL 1
CBR
valve and clutch select valve 3 is opened to an exhaust
CBR1/456 CL FD
EX
EX BF
EX
passage at the manual valve. 39 37

PCS CBR1/456 CL
LINE
ACT FD LIM
CSV2 ENABLE
CBR1 FDBK
1b C35R Pressure Control Solenoid 2:
35 REV CL
The C35R pressure control solenoid 2 is commanded OFF
35 REV CL
REVERSE
31
DRIVE
DRIVE
allowing PCS 3-5 reverse clutch fluid from the 3-5 reverse
EX
EX
EX
clutch boost valve and 3-5 reverse clutch regulator valve to
EX
exhaust. PRESSURE
CONTROL PCS TCC
EX
SOLENOID
PCS CBR1/456 CL
N.L. OFF
1c 3-5 Reverse Clutch Boost Valve: CSV2 LATCH
1234 CL DFLT FD
DRIVE 1-6
PCS TCC
3-5 reverse boost valve spring force moves the valve to
CBR1/CBR FD
allow 3-5 reverse clutch feedback fluid from the 3-5 reverse
456 CL FD
clutch regulator valve to enter the 3-5 reverse clutch circuit
and exhaust.
EX
EXHAUST BACKFILL
ACT FD LIM
1d 3-5 Reverse Clutch Regulator Valve: PRESSURE RELIEF VALVE
LINE
CBR1/C456
35 REV CL
PRESSURE 26 30
1234 CL
CBR1/CBR FD
3-5 reverse clutch regulator valve spring force moves the CONTROL
SOLENOID 3
N.H. ON
EX BACKFILL 49
valve to allow 3-5 reverse clutch fluid from the 3-5 reverse
clutch and clutch select valve 2 to pass through the valve and 456 CL
1234 CL DFLT FD
CBR1/CBR FD
COMP FD
DRIVE BRAKE
enter the exhaust backfill fluid circuit. 3-5 reverse clutch 42 43
26 CL/1234 CL FD
1f
456 CL FD
REVERSE
REVERSE
fluid then enters the exhaust backfill fluid circuit and is routed 2-6 CLUTCH REG
DRV B
through orifice #30 to the exhaust backfill pressure relief
SOL 1
EX
CBR
41
26 CL
ACT FD LIM
EX BF
EX
PS3
EX
44 21
2-6 GAIN
26 CL
PCS 26 CL
valve where excess pressure is exhausted. CB26
PRESSURE
CONTROL PCS 26 CL
1e 3-5 Reverse Clutch: SOLENOID 4
N.L. OFF 1c
20
3-5 reverse clutch spring force combined with a force from 1234 CL DFLT
the compensator moves the 3-5 reverse clutch piston to release
ACT FD LIM
35R CL BOOST VALVE 456 CL
the 3-5 reverse clutch plates and force 3-5 reverse clutch fluid
EX
DRIVE 1-6
EX BF
CSV3 ENABLE
40
to exhaust from the 1-2-3-4 and 3-5 reverse clutch housing.
456 CL
35 REV CL FDBK
PS1 CBR
3-5 reverse clutch fluid is then routed to the 3-5 reverse clutch N.C.
regulator valve allowing the 3-5 reverse clutch to release. 1 PS1 #5 51

N.C.
35 CL REV FD #3
SHIFT
1f Clutch Select Valve 3: SOL 2 PCS 35 REV CL 35 REV CL
ON
When reverse fluid exhausts through the manual valve, CSV3 SOL 2 SOL 2 SOL 2
enable fluid moves the valve against clutch select valve 3
EX
45
spring force. 3-5 reverse feed fluid is routed around #7 ball 3-5 REV CL REGULATOR VALVE
PCS TCC
35R SPL
ACT FD LIM
EX
check valve and into the 3-5 reverse supply circuit. 3-5 ACT FD LIM 48 47 46
35R FD
EX BF
PCS LINE
reverse supply fluid is routed around #5 ball check valve DRIVE 1-6
and into the 3-5 clutch reverse feed circuit and exhausts at 1e
1234 CL
9
#7 25
the clutch select valve 3. LINE
PRESSURE PCS 35 REV CL TCC REGULATOR VALVE SHTL
SOL 1
CONTROL
SOLENOID
N.H. 11 10
EX
EX
SOL 1
ACT FD LIM
REG APPLY REG APPLY
PCS 35 REV CL
1b
ACT FD LIM 1234 CL 1234 CL
C35R
PRESSURE
EX
CONTROL
1234 CL
SOLENOID 2
N.H. OFF
COMP FD
LINE
PS4
EX
35 34 50
36 33
1234 CL BOOST VALVE
1234 CL FD
EX
29
EX
EX BACKFILL
PCS 1234 CL
1234 CL FDBK
COMPENSATOR
FD REG VALVE
1234 CL DFLT
COMP FD
EX
ACT FD LIM 14 13
C1234
LINE
PRESSURE
CONTROL
SOLENOID 5 PCS 1234 CL PCS 1234 CL PCS 1234 CL
N.L. OFF
1234 CL FDBK
COMP FD COMP FD
LINE LINE

DRIVE RANGE – 1ST GEAR DRIVE RANGE – 1ST GEAR (Engine Braking)
(Engine Braking) LOW
1-2-3-4 3-5 REV. 4-5-6 2-6 LOW & REV. CLUTCH
8 9 4 3 5 2 7 CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH SPRAG
POWER TO
1-2-3-4 INPUT LOW LOW OUTPUT OUTPUT OUTPUT
TORQUE APPLIED APPLIED* HOLDING
CLUTCH INTERNAL CLUTCH AND CARRIER CARRIER CARRIER
CONVERTER
APPLIED GEAR SPRAG REVERSE REAR INTERNAL REAR
(1)
DRIVEN ASSEMBLY CLUTCH OUTER REAR SUN GEAR In Drive Range (D) 1st gear, torque from the engine is multiplied through
(467) APPLIED* PINION GEAR (489) the torque converter and transmission gearsets to the vehicle’s drive shaft.
HOLDING GEAR (497) DRIVEN
DRIVEN DRIVING
The planetary gears operate in reduction to achieve a 1st gear starting ratio
of approximately 4.027:1.
1 When the throttle is released in Drive Range – 1st Gear before the 1-2
➤ POWER FROM shift has occurred (depending on vehicle speed), power from the vehicle
➤
DIFFERENTIAL
ASSEMBLY wheels attempts to drive the transmission components faster than engine
➤
➤
➤
torque is driving them. Because the low and reverse clutch is applied
and holds the output carrier assembly stationary, the low clutch sprag
➤
➤ assembly (467) is prevented from overrunning and engine braking slows
➤
➤ the vehicle.
➤
Note: The powerflow for 1st gear (Engine Braking) shown in figure 53
➤
describes 1st gear conditions during deceleration (zero or minimum throttle
➤ ➤ conditions) and how engine compression braking is achieved. Transfer of
➤ ➤ ➤ engine torque during acceleration is identical to 1st gear as described on
pages 60 and 60B.
• The manual shift shaft (508) and the manual valve (354) are in the
Drive position.
1 Power From the Differential Assembly
6 Power flow is transferred back through the transmission from the
OUTPUT output shaft to the 4-5-6 (w/turbine shaft) clutch assembly. Each
CARRIER
REAR INNER component functions and rotates the same as in acceleration.
PINION GEARS 2 Output Carrier Internal Rear Gear Driving
DRIVEN Power from the output shaft travels through the output carrier
internal rear gear to drive the output carrier rear outer pinion
gear.
1-2-3-4 3 Low and Reverse Clutch Applied
4-5-6 CLUTCH HUB The low and reverse clutch, which is located within the center
(w/TURBINE ASSEMBLY support assembly (67), is applied and holds the low clutch sprag
SHAFT) (61) outer race. This assists the low clutch sprag in holding the output
INPUT CLUTCH
INTERNAL ASSEMBLY
carrier assembly (68) stationary. The low and reverse clutch will
GEAR (56) release before the 1-2 shift occurs. The transmission will have
INPUT DRIVEN engine braking available up to a calibrated point before the 1-2
1-2-3-4 AND 3-5 1-2-3-4 CARRIER INPUT shift.
REVERSE CLUTCH CLUTCH ASSEMBLY SUN GEAR
ASSEMBLY APPLIED (52) (53) 4 Low Clutch Sprag Assembly Holding
(51) DRIVING HELD The power transferred to the output carrier assembly (68) by the
output rear outer pinion gears attempts to rotate the carrier, but the
carrier is held stationary by the low clutch sprag assembly (467).
5 Output Carrier Rear Outer Pinion Gears Driven
With the output carrier held, the output carrier rear outer pinions
which are driven by the internal gear, drive the output inner
pinions.
OUTPUT 6 Output Carrier Rear Inner Pinion Gears Driven
CARRIER The output carrier rear inner pinion gears are driven by the outer
INTERNAL OUTPUT pinions and in turn, drive the output carrier rear sun gear (489).
REAR SHAFT
OUTPUT CARRIER GEAR 7 Output Carrier Rear Sun Gear Driven
ASSEMBLY
REAR OUTER (497) (70) The output carrier rear sun gear (489) is splined to the 1-2-3-4
PINION DRIVING clutch hub assembly (61), continuing power flow back through
OUTPUT GEAR the transmission to the 1-2-3-4 clutch assembly.
LOW CARRIER DRIVEN
AND ASSEMBLY 8 1-2-3-4 Clutch Applied
LOW CLUTCH REVERSE (68) The 1-2-3-4 clutch is applied and power from the 1-2-3-4 clutch
SPRAG CLUTCH HELD
hub assembly (61), which is splined to the output carrier rear sun
ASSEMBLY APPLIED
(467)
gear (489), continues on to the input carrier assembly (52). The
HOLDING input carrier assembly is splined to the 1-2-3-4 and 3-5 reverse
clutch assembly (51).
9 Input Internal Gear Driven
The input internal gear is located in the turbine shaft with
4-5-6 clutch assembly (56). The input internal gear is driven by
the input carrier pinion gears which rotate around the stationary
OUTPUT CARRIER
REAR INNER input sun gear (53).
REAR
PINION GEAR As vehicle speed increases, less torque multiplication is needed for
SUN GEAR
DRIVEN
(489) maximum efficiency. Therefore, it is desirable to shift the transmission
DRIVEN to a lower gear ratio, or 2nd gear.
CENTER
SUPPORT
ASSEMBLY NOTE: Just before the 1-2 shift, the low and reverse clutch will release
(67) *APPLIED BEFORE THE FIRST 1-2 SHIFT HAS OCCURED. and the vehicle will be allowed to coast brake instead of having engine
braking. The release of the low and reverse clutch at this time enables a
smooth 1-2 shift as only one component will need to apply to achieve
2nd gear.
58 Figure 53 58A
DRIVE RANGE – 1ST GEAR DRIVE RANGE - 1ST GEAR
(Engine Braking) (Engine Braking)
1-2-3-4 3-5 REV 4-5-6 2-6 3-5
CLUTCH CLUTCH CLUTCH CLUTCH 1-2-3-4 REVERSE
ON ON ON OFF OFF ON APPLIED APPLIED HOLDING
ASSEMBLY
When the gear selector lever is moved to the Drive (D) range 4-5-6 2-6 CLUTCH
from the Neutral (N) position, the transmission will provide CLUTCH ASSEMBLY LOW &
engine braking. In this operating range, the normally-low C1234 2d

ASSEMBLY 26 CLUTCH REVERSE
CLUTCH
1a
ASSEMBLY
pressure control solenoid 5 is commanded ON and in the engine 1234 CLUTCH
M D N R P
braking mode the following changes occur within the hydraulic 35 REV CLUTCH
COMP FEED COMP FD MANUAL VALVE
circuits: 456 CLUTCH
REVERSE
DRIVE
DRIVE
LINE
EX
CONTROL
SOLENOID 1234 CLUTCH
VALVE ASSEMBLY
1 FLUID PRESSURE IS DIRECTED TO THE 1-2-3-4 CLUTCH LINE LINE

AND THE LOW & REVERSE CLUTCH TO PROVIDE N.C.
ACT FD LIM
ENGINE BRAKING SHIFT SOL 1 SOL 1 SOL 1
SOL 1
SOL 1 #2
1a Manual Valve: DRIVE 1-6
REVERSE
ON
ACT FD LIM
PS5
ACT FD LIM
COMP FD
38
The manual valve is moved to the Drive (D) position and
LINE
CBR 1
1234 CLUTCH
SOL 1
CBR
allows line fluid pressure to enter the drive fluid circuit. Drive
CBR1/456 CL FD
EX
EX BF
EX
39 37

fluid is then routed to the clutch select valve 2. PCS CBR1/456 CL
1b
LINE
ACT FD LIM
CSV2 ENABLE
CBR1 FDBK
1b Clutch Select Valve 2:
35 REV CL
Drive fluid at the clutch select valve 2 passes through the 31
DRIVE
DRIVE
valve and enters the drive brake circuit. Drive brake fluid is
EX
EX
EX
then routed to the clutch select valve 3.
EX
PRESSURE
CONTROL
1c Clutch Select Valve 3:
EX
SOLENOID
PCS CBR1/456 CL
N.L. OFF
CSV2 LATCH
Drive brake fluid at the clutch select valve 3 passes through
1234 CL DFLT FD
DRIVE 1-6
PCS TCC
the valve and enters the Drive B fluid circuit. Drive B fluid is
CBR1/CBR FD
456 CL FD
then routed to #1 ball check valve. LINE LINE
1d #1 Ball Check Valve: 1d
EX
Drive B fluid seats the #1 ball check valve against drive 1-6 ACT FD LIM
EXHAUST BACKFILL
PRESSURE RELIEF VALVE
LINE
fluid to force drive B fluid into the CB26/C1234 feed passage. CBR1/C456
PRESSURE 26 30
1234 CL
CONTROL CBR1/CBR FD
SOLENOID 3 EX BACKFILL
CB26/C1234 feed fluid is routed to the #6 ball check valve, N.H. ON
49
DRIVE 1-6
#1
through orifice #43 and, to the 2-6 clutch regulator valve.

456 CL 1c
1234 CL DFLT FD
CB26/C1234 feed fluid passes through the 2-6 clutch regulator
CBR1/CBR FD
COMP FD
DRIVE BRAKE
26 CL/1234 CL FD
valve and enters the PS3 fluid circuit. PS3 fluid is then routed 42 43
456 CL FD
REVERSE
REVERSE
to the normally closed pressure switch 3 and opens the switch. 2-6 CLUTCH REG
DRV B
SOL 1
EX
CBR
41
26 CL
ACT FD LIM
EX BF
EX
PS3
EX
44 21
2-6 GAIN
26 CL
PCS 26 CL
1e #6 Ball Check Valve: CB26 CLUTCH SELECT VALVE 3
CB26/C1234 feed fluid seats the #6 ball check valve against PRESSURE
CONTROL
SOLENOID 4
PCS 26 CL 26 CL 20
the 1234 clutch feed passage forcing CB26/C1234 feed fluid N.L. OFF N.C.
1234 CL DFLT
3 PS3
through orifice #32 before entering the 1234 clutch feed circuit. PS3
1234 clutch feed fluid is routed through orifice #33 and then to
ACT FD LIM
456 CL
35 CL REV FD
the 1-2-3-4 clutch regulator valve.
EX BF
CSV3 ENABLE
456 CL
35 REV CL FDBK
PS1 CBR
2 1-2-3-4 CLUTCH APPLIES N.C.
1 PS1 51
2a C1234 Pressure Control Solenoid 5: N.C.
35 CL REV FD #3
The C1234 Pressure Control Solenoid 5 is commanded ON SHIFT
SOL 2 PCS 35 REV CL 35 REV CL
allowing actuator feed limit fluid to enter the PCS1234 clutch ON

SOL 2 SOL 2 SOL 2
fluid circuit. PCS1234 clutch fluid is then routed through
EX
45
orifice #35 to the 1-2-3-4 clutch regulator valve. PCS1234 3-5 REV CL REGULATOR VALVE
PCS TCC
clutch fluid is also routed through orifice #29 and then to the
ACT FD LIM
EX
48 47 46
ACT FD LIM
35R FD
EX BF
1-2-3-4 clutch boost valve.
PCS LINE
DRIVE 1-6
26 CL/1234 CL FD
9
2b 1-2-3-4 Clutch Regulator Valve: LINE
PCS1234 clutch fluid moves the 1-2-3-4 clutch regulator valve PRESSURE
SOL 1
CONTROL
SOLENOID
1234 CL
11
against 1-2-3-4 clutch regulator valve spring force to allow N.H. 10
EX
EX
SOL 1
ACT FD LIM
1234 clutch feed fluid to pass through the valve and enter the
REG APPLY REG APPLY
1234 clutch fluid circuit. 1234 clutch fluid is then routed to
the 1234 clutch boost valve and the 1-2-3-4 clutch.
2c 1-2-3-4 Clutch Boost Valve: 2b
PCS1234 clutch fluid pressure acts on a differential area moving C35R
PRESSURE
EX
CONTROL
the 1234 clutch boost valve against the 1234 clutch boost
1234 CL
SOLENOID 2
N.H. OFF
#6
COMP FD
valve spring. 1234 clutch fluid passes through the valve and
LINE
32
PS4
EX
34 50
enters the 1234 clutch feedback circuit. As PCS 1234 clutch 36 35 33
2c 1234 CL BOOST VALVE
fluid pressure is increased to a given value, the 1234 clutch 1234 CL FD

2a
EX
29
EX
EX BACKFILL
boost valve opens the 1234 clutch feedback circuit to exhaust. 1e
PCS 1234 CL
1234 CL FDBK
COMPENSATOR
FD REG VALVE
This results in the 1234 clutch regulator valve moving to the 1234 CL DFLT
COMP FD
EX
full feed position sending full 26 CL/1234 CL feed pressure C1234
ACT FD LIM 14 13
LINE
PRESSURE
(full line pressure) to the clutch. CONTROL
SOLENOID 5 PCS 1234 CL PCS 1234 CL
N.L. ON
2d 1-2-3-4 Clutch: 1234 CL FDBK

1234 clutch fluid enters the 1234 clutch housing to move the
piston against spring force and compensator feed fluid to apply COMP FD COMP FD
the 1-2-3-4 clutch plates. LINE LINE

DRIVE RANGE – 1ST GEAR DRIVE RANGE – 1ST GEAR
LOW
1-2-3-4 3-5 REV. 4-5-6 2-6 LOW & REV. CLUTCH
1 3 2 8 7 6 9 CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH
4 SPRAG
POWER FROM 1-2-3-4 INPUT LOW LOW OUTPUT OUTPUT OUTPUT
TORQUE CLUTCH INTERNAL CLUTCH AND CARRIER CARRIER APPLIED HOLDING
CARRIER
CONVERTER APPLIED GEAR SPRAG REVERSE REAR INTERNAL REAR
(1) DRIVING ASSEMBLY CLUTCH OUTER REAR In Drive Range (D) 1st gear, torque from the engine is multiplied
SUN GEAR
(467) RELEASED PINION GEAR (489) through the torque converter and transmission gearsets to the vehicle’s
HOLDING GEAR (497) DRIVING
DRIVING DRIVEN drive shaft. The planetary gears operate in reduction to achieve a 1st
gear starting ratio of approximately 4.027:1.
➤ • The manual shift shaft (508) and the manual valve (354) are
POWER TO
in the Drive position.
➤
DIFFERENTIAL
➤ ASSEMBLY 1 Power from Torque Converter
➤
➤
➤
➤
2 Input Internal Gear Driving
➤ The input internal gear is located in the turbine shaft with 4-
➤
➤ ➤ 5-6 clutch assembly (56). The input internal gear drives the
➤
➤ ➤ input carrier pinion gears which rotate around the stationary
input sun gear (53), thus driving the input carrier assembly
(52) in reduction. The input carrier is splined to the 1-2-3-4
and 3-5 reverse clutch assembly (51), which is rotating in
the same direction as the turbine shaft but in reduction.
3 1-2-3-4 Clutch Applied
The 1-2-3-4 clutch is applied and holds the 1-2-3-4 clutch
5 hub assembly (61), which is splined to the output carrier
OUTPUT rear sun gear (489).
CARRIER
REAR INNER 4 Output Carrier Rear Sun Gear Driving
PINION GEAR The output carrier rear sun gear (489) is splined to the 1-2-
DRIVING 3-4 clutch hub assembly (61) and rotates at the same speed
and the same direction as the 1-2-3-4 and 3-5 reverse clutch
assembly (51).
1-2-3-4 5 Output Carrier Rear Inner Pinion Gears Driving
4-5-6 CLUTCH HUB The output carrier rear sun gear drives the inner pinion
(w/TURBINE ASSEMBLY gears of the rear carrier assembly in the opposite direction
SHAFT) (61) of the sun gear.
INPUT CLUTCH
INTERNAL ASSEMBLY 6 Output Carrier Rear Outer Pinion Gears Driving
GEAR (56) The rear inner planetary pinion gears drive the outer pinion
DRIVING
INPUT
INPUT
gears in the opposite direction, which is the same direction
1-2-3-4 AND 3-5 1-2-3-4 CARRIER
REVERSE CLUTCH CLUTCH SUN GEAR as the 1-2-3-4 and 3-5 reverse clutch assembly. The outer
ASSEMBLY
ASSEMBLY APPLIED (52) (53) pinion gears are in mesh with the output rear inner pinion
(51) DRIVEN HELD gears and the output internal rear gear.
7 Low and Reverse Clutch Released
The low and reverse clutch releases before the 1-2 shift
occurs which will allow the low clutch sprag outer race to
rotate freely.
8 Low Clutch Sprag Assembly Holding
The power transferred to the output carrier assembly (68) by
OUTPUT the output rear outer pinion gears attempts to rotate the carrier,
CARRIER but the carrier is held stationary by the low clutch sprag
INTERNAL OUTPUT assembly (467). When the throttle is released, however, the
REAR SHAFT
OUTPUT CARRIER GEAR low clutch sprag will overrun which allows the vehicle to
ASSEMBLY
REAR OUTER (497) (70) coast, at least briefly until the TCM determines engine braking
PINION DRIVEN is required. At that time, the low and reverse clutch will apply
OUTPUT GEAR
CARRIER DRIVING
and hold the low clutch sprag outer race.
LOW
AND ASSEMBLY 9 Output Carrier Internal Rear Gear Driven
LOW CLUTCH REVERSE (68) With the output carrier assembly (68) held, the output carrier
SPRAG CLUTCH HELD
outer pinion gears drive the internal rear gear (497) to achieve
ASSEMBLY RELEASED
(467)
the 1st gear starting ratio of approximately 4.027:1
HOLDING • When the throttle is released in Drive Range – 1st Gear, power
from the vehicle wheels attempts to drive the transmission
components faster than engine torque is driving them. Because
the low and reverse clutch is released, the low clutch sprag
assembly (467) will overrun and the vehicle is able to coast. This
OUTPUT CARRIER
occurs only briefly, until engine braking or 2nd gear is achieved.
REAR INNER As vehicle speed increases, less torque multiplication is needed for
REAR
PINION GEAR maximum efficiency. Therefore, it is desirable to shift the
SUN GEAR
DRIVING
(489) transmission to a lower gear ratio, or 2nd gear.
DRIVING
CENTER
SUPPORT
ASSEMBLY
(67)
60 Figure 55 60A
DRIVE RANGE – 1ST GEAR DRIVE RANGE - 1ST GEAR
1-2-3-4 3-5 REV 4-5-6 2-6
OFF ON ON OFF OFF OFF APPLIED HOLDING ASSEMBLY
4-5-6 2-6 CLUTCH

As the vehicle speed increases, the transmission control module CLUTCH ASSEMBLY
26 CLUTCH
LOW & 1h
ASSEMBLY REVERSE
(TCM) receives input signals from the automatic transmission CLUTCH
ASSEMBLY
input and output speed sensors, throttle position sensor and 1234 CLUTCH
M D N R P
other vehicle sensors to determine the precise moment to de- 35 REV CLUTCH
CBR 1
CBR
COMP FEED COMP FD
energize or “turn off” shift solenoid 1 and command OFF the 456 CLUTCH
MANUAL VALVE
REVERSE
DRIVE
DRIVE
LINE
EX
CONTROL
normally-high CBR1/C456 pressure control solenoid 3. SOLENOID
VALVE ASSEMBLY
1234 CLUTCH
LINE
1 LOW & REVERSE CLUTCH RELEASES PS5
N.C.
LINE
ACT FD LIM
N.C.
5 PS5
1a Shift Solenoid 1: SHIFT
SOL 1
SOL 1 SOL 1 SOL 1
#2
SOL 1 DRIVE 1-6
REVERSE
When shift solenoid 1 is “turned OFF”, CSV2 enable fluid OFF
ACT FD LIM
PS5
ACT FD LIM
1d
COMP FD
38
from the clutch select valve 2 passes by the #2 ball check
LINE
CBR 1
1234 CLUTCH
SOL 1
PS5
CBR
valve and enters the solenoid 1 fluid circuit. Solenoid 1
CBR1/456 CL FD
EX
EX BF
EX
39 37

fluid from the #2 ball check valve and TCC regulator valve PCS CBR1/456 CL
LINE
ACT FD LIM
1a
CSV2 ENABLE
CBR1 FDBK
is then routed to the solenoid where it exhausts.
35 REV CL
1b Clutch Select Valve 2: 31
DRIVE
DRIVE
CSV2 enable fluid is exhausted from the clutch select valve
EX
EX
EX
EX
2 and clutch select valve 2 spring force moves the valve to TCC
PRESSURE
1e CLUTCH SELECT VALVE 2
#4
the released position. With clutch select valve 2 in the CONTROL
EX
SOLENOID
N.L. OFF CSV2 LATCH
released position, drive fluid from the manual valve passes
1234 CL DFLT FD
DRIVE 1-6
PCS TCC
through the valve and enters the drive 1-6 fluid circuit.
CBR1/CBR FD
1c 1b
456 CL FD
PCS CBR1/456 CL
Drive 1-6 fluid then feeds all clutch regulator valves and the LINE LINE
456 CL
TCC regulator valve.
EX
1c CBR1/C456 Pressure Control Solenoid 3: ACT FD LIM
EXHAUST BACKFILL DRIVE 1-6
DRIVE 1-6
The CBR1/C456 pressure control solenoid 3 is commanded
LINE
CBR1/C456
PRESSURE 26 30
1234 CL
CONTROL CBR1/CBR FD
OFF allowing PCS CBR1/C456 fluid from the CBR1/C456 SOLENOID 3
N.H. OFF
EX BACKFILL 49 #1
clutch regulator valve and 456 clutch boost valve to exhaust.
456 CL
1234 CL DFLT FD
CBR1/CBR FD
1d CBR1/C456 Clutch Regulator Valve:
COMP FD
DRIVE BRAKE
42
26 CL/1234 CL FD
43
456 CL FD
CBR1/C456 clutch regulator valve spring force moves the
REVERSE
REVERSE
2-6 CLUTCH REG
DRV B
valve to exhaust the CBR1/456 clutch feed circuit and allow
DRIVE 1-6
SOL 1
EX
CBR
41
26 CL
ACT FD LIM
EX BF
EX
PS3
EX
44 21
2-6 GAIN
drive 1-6 fluid to enter the PS5 fluid circuit. PS5 fluid is
26 CL
PCS 26 CL
CB26 CLUTCH SELECT VALVE 3
then routed to the normally-closed pressure switch 5 and PRESSURE
CONTROL
SOLENOID 4
PCS 26 CL
20
opens the switch. PS5 fluid is also routed to the #4 ball N.L. OFF N.C.
1234 CL DFLT
check valve and flows into the CSV2 latch fluid circuit. 3
PS3
1f
ACT FD LIM
1e #4 Ball Check Valve: 35R CL BOOST VALVE 456 CL
EX BF
EX
PS5 fluid pressure seats the #4 ball check valve against the
35 REV CL
CSV3 ENABLE
40
456 CL
35 REV CL FDBK
456 clutch fluid circuit. PS5 fluid is then directed into the PS1
N.C.
PCS 35 REV CL CBR
CSV2 latch fluid circuit and routed to the clutch select valve 1 PS1 #5 51
N.C.
35 CL REV FD 35 CL REV FD #3
2. CSV2 latch fluid combines with clutch select valve 2 SHIFT
35 REV CL
SOL 2
spring force and holds the valve in this position during all ON
SOL 2 SOL 2 SOL 2
six forward gear ranges.
EX
45
1f #5 Ball Check Valve: 3-5 REV CL REGULATOR VALVE

PCS TCC
35R SPL
Drive 1-6 fluid pressure seats the #5 ball check valve against
ACT FD LIM
EX
48 47 46
ACT FD LIM
35R FD
EX BF
the 35 clutch reverse feed fluid passage. Drive 1-6 fluid is
PCS LINE
DRIVE 1-6
PCS 35 REV CL
then directed into the 35R supply fluid circuit which is
26 CL/1234 CL FD
9
#7 25
routed to the #7 ball check valve and orifice #25. LINE
PRESSURE TCC REGULATOR VALVE SHTL
SOL 1
CONTROL
SOLENOID
1234 CL
1g #7 Ball Check Valve: N.H. 11 10
EX
EX
SOL 1
ACT FD LIM
35R supply fluid seats the #7 ball check valve against the
REG APPLY REG APPLY
35R feed fluid passage to force 35R supply fluid through 1g
PCS 35 REV CL
orifice #25 before entering the 35R feed circuit. 35R feed
fluid is then routed to the 3-5 reverse clutch regulator valve.
1h Low and Reverse Clutch: C35R
PRESSURE
EX
CONTROL
Low and reverse clutch spring force moves the low and
1234 CL
SOLENOID 2
N.H. OFF
#6
COMP FD
reverse clutch piston which forces CBR and CBR1 fluid out
LINE
32
PS4
EX
35 34 50
of the center support. CBR fluid is routed to the clutch 36 33
1234 CL BOOST VALVE
select valve 3 where it exhausts. CBR1 fluid is routed to the 1234 CL FD
EX
29
EX
EX BACKFILL
clutch select valve 2 where it exhausts. The low and reverse
PCS 1234 CL
1234 CL FDBK
COMPENSATOR
FD REG VALVE
clutch is in the released position. 1234 CL DFLT
COMP FD
EX
ACT FD LIM 14 13
C1234
LINE
PRESSURE
CONTROL
N.L. ON
1234 CL FDBK
COMP FD COMP FD
LINE LINE

DRIVE RANGE – 2ND GEAR DRIVE RANGE – 2ND GEAR
LOW
1 3 2 6 8 7 9 4 1-2-3-4 3-5 REV. 4-5-6 2-6 LOW & REV. CLUTCH
POWER FROM 1-2-3-4 INPUT 2-6 OUTPUT OUTPUT OUTPUT OUTPUT CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH SPRAG
TORQUE CLUTCH INTERNAL CLUTCH CARRIER CARRIER CARRIER CARRIER
CONVERTER APPLIED GEAR APPLIED ASSEMBLY FRONT SUN INTERNAL REAR APPLIED APPLIED
(1) DRIVING DRIVEN GEAR FRONT SUN GEAR
(487) GEAR (489) As vehicle speed increases, input signals from the transmission
HELD (495) DRIVING
speed sensors (input and output), throttle position (TP) sensor,
➤ DRIVEN
and other vehicle sensors are sent to the transmission control
➤ module (TCM). The TCM processes this information to
➤
➤ determine the precise moment to shift the transmission. In 2nd
gear, the planetary gearset continues to operate in reduction at a
➤
POWER TO gear ratio of approximately 2.364:1.
➤
➤
➤
DIFFERENTIAL
ASSEMBLY
➤ The turbine shaft with 4-5-6 clutch assembly (56) is driven
➤
➤ ➤ by the converter turbine.
➤
➤ ➤ 2 Input Internal Gear Driving
The input internal gear is located in the turbine shaft with 4-
5-6 clutch assembly (56). The input internal gear drives the
input carrier pinion gears which rotate around the stationary
input sun gear (53) thus driving the input carrier assembly
5
OUTPUT the same direction as the turbine shaft but in reduction.
CARRIER
REAR INNER 3 1-2-3-4 Clutch Applied
PINION GEARS The 1-2-3-4 clutch is applied and holds the 1-2-3-4 clutch
DRIVING hub assembly (61), which is splined to the output carrier
rear sun gear (489).
1-2-3-4
4-5-6 CLUTCH HUB 4 Output Carrier Rear Sun Gear Driving
(w/TURBINE ASSEMBLY The output carrier rear sun gear (489) is splined to the 1-2-
SHAFT) (61)
CLUTCH 3-4 clutch hub assembly (61) and rotates at the same speed
INPUT
INTERNAL ASSEMBLY and the same direction as the 1-2-3-4 and 3-5 reverse clutch
GEAR (56) assembly.
INPUT DRIVING
1-2-3-4 AND 3-5 1-2-3-4 CARRIER INPUT 5 Output Carrier Rear Inner Pinion Gears Driving
REVERSE CLUTCH CLUTCH ASSEMBLY SUN GEAR The output carrier rear sun gear drives the inner pinion
ASSEMBLY APPLIED (52) (53) gears of the rear carrier assembly in the opposite direction
(51) DRIVEN HELD of the sun gear.
6 2-6 Clutch Applied

The 2-6 clutch, which is located within the center support
assembly (67), is applied and holds the 2-6 and 3-5 reverse
clutch hub assembly (64).
OUTPUT 7 Output Carrier Front Sun Gear Held

CARRIER The 2-6 and 3-5 reverse clutch hub assembly (64) is splined
INTERNAL OUTPUT to the output carrier front sun gear (487), therefore the output
FRONT SHAFT carrier front sun gear is held.
GEAR ASSEMBLY
(495) (70)
DRIVEN 8 Output Carrier Assembly Driven
The output carrier rear inner pinion gears drive the output
LOW CLUTCH carrier rear outer pinion gears which drive the output carrier.
SPRAG The output carrier drives the output front pinion gears around
ASSEMBLY the stationary output carrier front sun gear. The front pinion
2-6
(467)
CLUTCH gears drive the output carrier internal front gear (495).
2-6 AND APPLIED
3-5 REVERSE 9 Output Carrier Internal Front Gear Driven
CLUTCH HUB
ASSEMBLY The front pinion gears drive the internal front gear to achieve
(64) the 2nd gear ratio of approximately 2.364:1
HELD
• When the throttle is released in 2nd gear, the vehicle is
allowed to coast brake. Because the low clutch sprag is not
OUTPUT OUTPUT
used in driving the vehicle during acceleration, there are no
CARRIER CARRIER elements to overrun to allow the vehicle to coast freely.
REAR ASSEMBLY REAR INNER Therefore, engine compression slows the vehicle when the
SUN GEAR (68) PINION GEARS
DRIVEN DRIVING
throttle is released.
(489)
OUTPUT CARRIER DRIVING
FRONT SUN GEAR As vehicle speed increases, less torque multiplication is needed
(487)
CENTER HELD to move the vehicle efficiently. Therefore, it is desirable to shift
SUPPORT the transmission to a lower gear ratio, or 3rd gear.
ASSEMBLY
(67)
62 Figure 57 62A
DRIVE RANGE – 2ND GEAR DRIVE RANGE - 2ND GEAR
1-2-3-4 3-5 REV 4-5-6 2-6
1 2 SOL 5 N.L. SOL 4 N.L. SOL 2 N.H. SOL 3 N.H. CLUTCH SPRAG 3-5
1-2-3-4 REVERSE
OFF ON ON ON OFF OFF APPLIED APPLIED
ASSEMBLY
As the vehicle speed increases, the transmission control module 4-5-6 2-6 CLUTCH
(TCM) receives input signals from the automatic transmission CLUTCH ASSEMBLY LOW &
ASSEMBLY 26 CLUTCH REVERSE
input and output speed sensors, the throttle position sensor and CLUTCH
ASSEMBLY
other vehicle sensors to determine the precise moment to 1234 CLUTCH
M D N R P
command ON the normally-low pressure control solenoid 4. 35 REV CLUTCH

1d
CBR 1
CBR
456 CLUTCH
REVERSE
DRIVE
DRIVE
LINE
EX
CONTROL
1 2ND CLUTCH APPLIES VALVE ASSEMBLY
1a CB26 Pressure Control Solenoid 4: PS5

LINE LINE
N.C. ACT FD LIM
The CB26 pressure control solenoid 4 is commanded ON, N.C.
5 PS5
allowing actuator feed limit fluid to enter the PCS 2-6 clutch SHIFT
SOL 1
SOL 1 DRIVE 1-6
fluid circuit. PCS 26 clutch fluid is then routed through OFF
ACT FD LIM
PS5
ACT FD LIM
COMP FD
38
orifice #44 to the 2-6 clutch regulator gain valve.
LINE
26 CLUTCH
1234 CLUTCH
PS5
CBR1/456 CL FD
EX
EX BF
EX
39 37

1b 2-6 Clutch Regulator Gain Valve: PCS CBR1/456 CL
LINE
ACT FD LIM
CSV2 ENABLE
The 2-6 clutch regulator gain valve allows the gain (valve CBR1 FDBK
35 REV CL
PCS CBR1/456 CL
input to output pressure magnification factor) of the 26 clutch
DRIVE
DRIVE
regulator valve to be different for a 1-2 shift verses a 5-6
EX
EX
EX
12 22
shift. For a 1-2 shift, PCS 26 clutch fluid pressure acts on a TCC CLUTCH SELECT VALVE 2
differential area resulting in the "high gain" pressure output. PRESSURE
CONTROL PCS TCC #4
EX
SOLENOID
N.L. OFF CSV2 LATCH
1234 CL DFLT FD
DRIVE 1-6
1c 2-6 Clutch Regulator Valve: PCS TCC
456 CL
CBR1/CBR FD
CBR1/456 CL FD
PCS 26 clutch fluid moves the 2-6 clutch regulator / gain
456 CL FD
PCS CBR1/456 CL
valve assembly against the 2-6 clutch regulator valve spring
EXHAUST BACKFILL
force to allow 26 clutch/1234 clutch feed fluid to pass through
EX
the valve. 26 clutch/1234 clutch feed fluid is routed into the ACT FD LIM
DRIVE 1-6
DRIVE 1-6
LINE
26 clutch fluid circuit where it passes through orifice #41 CBR1/C456
PRESSURE 26 30
1c
1234 CL
CONTROL
26 CL
EX BACKFILL
and then to the spring end of the 2-6 clutch regulator valve, SOLENOID 3
N.H. OFF
#1
DRV B
and to the 2-6 clutch within the center support.
456 CL
1234 CL DFLT FD
CBR1/CBR FD
1a
COMP FD
DRIVE BRAKE
26 CL/1234 CL FD
1d 2-6 Clutch: 42 43
456 CL FD
REVERSE
REVERSE
26 clutch fluid from the 2-6 clutch regulator valve is routed 2-6 CLUTCH REG
DRV B
DRIVE 1-6
EX
41
26 CL
through the center support and to the 2-6 clutch piston ACT FD LIM
EX BF
EX
PS3
EX
44 21
2-6 GAIN
26 CL
PCS 26 CL
assembly. 26 clutch fluid pressure moves the piston against CB26
PRESSURE
2-6 clutch spring force to apply the 2-6 clutch plates.

CONTROL
SOLENOID 4
N.L. ON
1b 20
1234 CL DFLT
N.C.
ACT FD LIM
PS3 456 CL
EX BF
35 REV CL
CSV3 ENABLE
456 CL
PS1 CBR
N.C. 35 REV CL FDBK
1 PS1 #5
N.C.
35 CL REV FD 35 CL REV FD 35 CL REV FD #3
SHIFT
SOL 2
35 REV CL
ON
SOL 2 SOL 2 SOL 2
EX
45

PCS TCC
35R SPL
ACT FD LIM
EX
48 47 46
ACT FD LIM
35R FD
EX BF
PCS LINE
DRIVE 1-6
PCS 35 REV CL
26 CL/1234 CL FD
9
#7 25
LINE
CONTROL
SOLENOID
1234 CL
N.H. 11 10
EX
EX
SOL 1
ACT FD LIM
REG APPLY REG APPLY
PCS 35 REV CL
C35R
PRESSURE
EX
CONTROL
1234 CL
SOLENOID 2
N.H. OFF
#6
COMP FD
LINE
32
PS4
EX
35 34 33 50
36
1234 CL BOOST VALVE
EX
29
EX
PCS 1234 CL
1234 CL FDBK
COMPENSATOR
FD REG VALVE
1234 CL DFLT
COMP FD
EX
ACT FD LIM 14 13
C1234
LINE
PRESSURE
CONTROL
N.L. ON
1234 CL FDBK
COMP FD COMP FD
LINE LINE

DRIVE RANGE – 3RD GEAR DRIVE RANGE – 3RD GEAR
LOW
1 3 6 2 8a 7 8 5 1-2-3-4 3-5 REV. 4-5-6 2-6 LOW & REV. CLUTCH
POWER FROM 1-2-3-4 3-5 INPUT OUTPUT OUTPUT OUTPUT OUTPUT CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH SPRAG
TORQUE CLUTCH REVERSE INTERNAL CARRIER CARRIER CARRIER CARRIER
CONVERTER APPLIED CLUTCH GEAR INTERNAL FRONT SUN INTERNAL REAR OUTER APPLIED APPLIED
(1) APPLIED DRIVING FRONT GEAR REAR PINION
GEAR (487) GEAR GEARS As vehicle speed continues to increase, input signals from the
(495) DRIVING (497) DRIVING
transmission speed sensors (input and output), throttle position
➤ DRIVEN DRIVEN
4 (TP) sensor, and other vehicle sensors are sent to the TCM. The
➤ OUTPUT
TCM uses this information to determine the precise moment to
➤
➤ ➤
CARRIER REAR
SUN GEAR shift the transmission into 3rd gear. In 3rd gear, the planetary
(489) gearset continues to operate in reduction at a gear ratio of
➤
DRIVING
approximately 1.532:1.
➤
➤
➤
POWER TO 1 Power from Torque Converter
➤ ➤ DIFFERENTIAL The turbine shaft with 4-5-6 clutch assembly (56) is driven
➤
➤
ASSEMBLY
➤
➤ ➤
➤
5a the same direction as the turbine shaft but in reduction.
OUTPUT
CARRIER 3 1-2-3-4 Clutch Applied
REAR INNER
PINION GEARS
The 1-2-3-4 clutch is applied and holds the 1-2-3-4 clutch
DRIVING hub assembly (61), which is splined to the output carrier
1-2-3-4 4 Output Carrier Rear Sun Gear Driving
4-5-6 CLUTCH HUB
ASSEMBLY
The output carrier rear sun gear (489) is splined to the 1-2-
(w/TURBINE
SHAFT) (61) 3-4 clutch hub assembly (61) and rotates at the same speed
INPUT CLUTCH and the same direction as the 1-2-3-4 and 3-5 reverse clutch
INTERNAL ASSEMBLY assembly.
1-2-3-4 INPUT GEAR (56)
CLUTCH 3-5 CARRIER INPUT DRIVING 5/5a Output Carrier Rear Pinion Gears Driving
APPLIED REVERSE ASSEMBLY SUN GEAR
(52) (53) The output carrier rear sun gear drives the inner pinion
1-2-3-4 AND 3-5 CLUTCH
REVERSE CLUTCH APPLIED DRIVEN HELD gears of the rear carrier assembly in the opposite direction
ASSEMBLY of the sun gear.
(51)
6 3-5 Reverse Clutch Applied
The 3-5 reverse clutch, which is located within the 1-2-3-4
and 3-5 reverse clutch assembly (51) is applied and holds
the 2-6 and 3-5 reverse clutch hub assembly (64).
7 Output Carrier Front Sun Gear Driving
The 2-6 and 3-5 reverse clutch hub assembly (64) is splined
OUTPUT to the output carrier front sun gear. Therefore, the sun gear
CARRIER is rotating at the same speed as the 1-2-3-4 and 3-5 reverse
INTERNAL OUTPUT
REAR clutch assembly and drives the output carrier front pinion
SHAFT
OUTPUT GEAR ASSEMBLY gears.
CARRIER (497) (70)
REAR OUTER DRIVEN 8/8a Output Carrier Internal Gears Driven
PINION With input power from the output carrier front sun gear and
GEARS rear sun gear, the output carrier internal gears will be driven
LOW CLUTCH DRIVING
SPRAG in a gear ratio of approximately 1.532:1
ASSEMBLY
(467) When the throttle is released in 3rd gear, the vehicle is allowed
2-6 AND to coast brake. Because the low clutch sprag is not used in
3-5 REVERSE driving the vehicle during acceleration, there are no elements to
CLUTCH HUB
ASSEMBLY overrun to allow the vehicle to coast freely. Therefore, engine
(64) OUTPUT compression slows the vehicle when the throttle is released until
CARRIER
INTERNAL
the transmission downshifts into 2nd gear.
FRONT
GEAR As vehicle speed increases, less torque multiplication is required
(495) to move the vehicle efficiently. Therefore, it is desirable to shift
OUTPUT DRIVEN the transmission to a lower gear ratio, or 4th gear.
CARRIER
OUTPUT
REAR INNER
CARRIER
PINION GEARS
REAR
OUTPUT CARRIER DRIVING
SUN GEAR
FRONT SUN GEAR (489)
(487) DRIVING
DRIVING
64 Figure 59 64A
DRIVE RANGE – 3RD GEAR DRIVE RANGE - 3RD GEAR
1-2-3-4 3-5 REV 4-5-6 2-6
CLUTCH CLUTCH CLUTCH CLUTCH 3-5
1-2-3-4 REVERSE
OFF ON ON OFF ON OFF APPLIED APPLIED CLUTCH CLUTCH 2c CENTER SUPPORT
ASSEMBLY
As the vehicle speed increases, the transmission control module (TCM)
receives input signals from the automatic transmission input and 4-5-6 2-6 CLUTCH
output speed sensors, the throttle position sensor and other vehicle CLUTCH ASSEMBLY LOW &
sensors to determine the precise moment to command OFF the
1d ASSEMBLY 26 CLUTCH REVERSE
CLUTCH
normally-low CB26 pressure control solenoid 4. At the same time the ASSEMBLY
M D N R P
1234 CLUTCH
C35R pressure control solenoid 2 is also commanded ON to regulate 35 REV CLUTCH
CBR 1
3-5 clutch apply.
CBR
456 CLUTCH
REVERSE
DRIVE
DRIVE
LINE
EX
CONTROL
1 3-5 REVERSE CLUTCH APPLIES SOLENOID 1234 CLUTCH
VALVE ASSEMBLY
1a C35R Pressure Control Solenoid 2: 35 REV CLUTCH
LINE
The C35R pressure control solenoid 2 is commanded ON PS5
N.C.
LINE
ACT FD LIM
allowing actuator feed fluid to enter the PCS 35 reverse clutch N.C.
5 PS5
fluid circuit. PCS 35 reverse clutch fluid is routed through SHIFT
SOL 1
SOL 1
OFF DRIVE 1-6
orifice #48 and then to the 3-5 reverse clutch regulator valve.
ACT FD LIM
ACT FD LIM
PS5
COMP FD
38
LINE
35 REV CLUTCH
PCS 35 reverse clutch fluid is also routed through orifice #40
26 CLUTCH
1234 CLUTCH
PS5
456 CLUTCH
and then to the 3-5 reverse clutch boost valve.
CBR1/456 CL FD
EX
EX BF
EX
39 37

PCS CBR1/456 CL
LINE
1b 3-5 Reverse Clutch Boost Valve:
ACT FD LIM
CSV2 ENABLE
CBR1 FDBK
PCS 35 reverse clutch fluid pressure acts on a differential
35 REV CL
35 REV CL
area moving the 3-5 reverse clutch boost valve against the 3- 31
DRIVE
DRIVE
5 reverse clutch boost valve spring. 35 reverse clutch fluid
EX
EX
EX
passes through the valve and enters the 35 reverse clutch
EX
PRESSURE
feedback circuit. As PCS 35 reverse clutch fluid pressure is CONTROL PCS TCC
#4
EX
SOLENOID
increased to a given value, the 3-5 reverse clutch boost valve N.L. OFF
CSV2 LATCH
1234 CL DFLT FD
DRIVE 1-6
PCS TCC
opens the 35 reverse clutch feedback circuit to exhaust. This
CBR1/CBR FD
results in the 3-5 reverse clutch regulator valve moving to the
456 CL FD
PCS CBR1/456 CL
full feed position sending full 35 reverse clutch feed pressure
(full line pressure) to the clutch.
EX
1c 3-5 Reverse Clutch Regulator Valve: ACT FD LIM PRESSURE RELIEF VALVE
DRIVE 1-6
LINE
CBR1/C456
35 REV CL
PCS 35 reverse clutch fluid moves the 3-5 reverse clutch PRESSURE 26 30
1234 CL
456 CL
CONTROL
26 CL
EX BACKFILL
regulator valve against 3-5 reverse clutch regulator valve spring
SOLENOID 3
N.H. OFF 2b 23
#1
DRV B
force and 35 reverse clutch feedback fluid. This allows 35 456 CL
1234 CL DFLT FD
CBR1/CBR FD
reverse feed to pass through the valve and enter the 3-5 reverse 2a
COMP FD
DRIVE BRAKE
42
26 CL/1234 CL FD
43
clutch circuit. 35 reverse clutch fluid is then routed to the 3-5
456 CL FD
REVERSE
REVERSE
2-6 CLUTCH REG
DRV B
reverse clutch, the 3-5 reverse boost valve and the clutch select
DRIVE 1-6
EX
41
26 CL
ACT FD LIM
EX BF
EX
PS3
EX
44 21
valve 2. When the 3-5 reverse clutch regulator valve is in this 2-6 GAIN
26 CL
PCS 26 CL
CB26
position, PS1 fluid from the pressure switch 1 exhausts through PRESSURE
CONTROL
SOLENOID 4 20
the valve allowing the switch to close. N.L. OFF N.C.
3 1234 CL DFLT
1d 3-5 Reverse Clutch: PS3
PS3
1b
35 reverse clutch fluid enters the 1-2-3-4 & 3-5 reverse clutch
ACT FD LIM
housing to move the piston against spring force combined with
EX
EX BF
CSV3 ENABLE
40 35 CL REV FD
456 CL
force from the compensator to apply the 3-5 reverse clutch PS1
35 REV CL FDBK
CBR
N.C.
plates. 1 PS1 #5
N.C.
2 2-6 CLUTCH RELEASES SHIFT
2a CB26 Pressure Control Solenoid 4: ON
SOL 2 SOL 2 SOL 2
The CB26 pressure control solenoid 4 is commanded OFF
EX
45
allowing PCS 26 clutch fluid from the 2-6 clutch regulator 3-5 REV CL REGULATOR VALVE
PCS TCC
valve to exhaust. 26 clutch/1234 clutch feed fluid at the 2-6
35R SPL
ACT FD LIM
EX
48 47 46
ACT FD LIM
clutch regulator valve passes through the valve and enters the
35R FD
1c
EX BF
PCS LINE
DRIVE 1-6
PS3 fluid circuit. PS3 fluid is then routed to pressure switch
26 CL/1234 CL FD
9
3 and opens the normally-closed switch. #7 25
LINE
2b 2-6 Clutch Regulator Valve: CONTROL
SOLENOID
1234 CL
N.H. 11 10
EX
EX
2-6 clutch regulator valve spring force moves the valve to
SOL 1
ACT FD LIM
allow 26 clutch fluid from the 2-6 clutch to pass through the 1a REG APPLY REG APPLY
valve and enter the exhaust backfill fluid circuit.
2c 2-6 Clutch:
2-6 clutch spring force moves the 2-6 clutch piston to release ACT FD LIM 1234 CL 1234 CL
C35R
the 2-6 clutch plates and forces 26 clutch fluid to exhaust PRESSURE
EX
CONTROL
1234 CL
from the center support. 26 clutch fluid is routed through the SOLENOID 2
N.H. ON
#6
COMP FD
2-6 clutch regulator valve where it enters the exhaust backfill
LINE
32
PS4
EX
35 34 33 50
36
fluid circuit and is routed through orifice #30 to the exhaust 1234 CL BOOST VALVE
1234 CL FD
backfill pressure relief valve where excess pressure is
EX
29
EX
EX BACKFILL
exhausted.
1234 CL FDBK
PCS 1234 CL
COMPENSATOR
FD REG VALVE
1234 CL DFLT
COMP FD
EX
ACT FD LIM 14 13
C1234
LINE
PRESSURE
CONTROL
N.L. ON
1234 CL FDBK
COMP FD COMP FD
LINE LINE

DRIVE RANGE – 4TH GEAR DRIVE RANGE – 4TH GEAR
(Torque Converter Clutch Applied) (Torque Converter Clutch Applied)
1 8 5a
POWER FROM 3 2 6 7 LOW
1-2-3-4 INPUT OUTPUT OUTPUT 1-2-3-4 3-5 REV. 4-5-6 2-6 LOW & REV.
TORQUE 4-5-6 OUTPUT CARRIER CARRIER CLUTCH
CONVERTER CLUTCH INTERNAL CLUTCH CARRIER CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH
APPLIED INTERNAL REAR SPRAG
(1) GEAR APPLIED ASSEMBLY
DRIVING REAR OUTER
(68) GEAR PINION APPLIED APPLIED
DRIVING (497) GEARS 4
➤ DRIVEN DRIVEN OUTPUT
CARRIER
As vehicle speed increases further, input signals from the
transmission speed sensors (input and output), throttle position
REAR
(TP) sensor, and other vehicle sensors are sent to the TCM. The
➤
SUN GEAR
➤ (489)
DRIVING
TCM uses this information to determine the precise moment to
shift the transmission into 4th gear. In 4th gear the planetary
➤
➤
gearsets continue to operate in reduction at a gear ratio of
➤
POWER TO approximately 1.152:1.
➤ ➤ DIFFERENTIAL
ASSEMBLY 1 Power from Torque Converter
➤
➤ ➤ The turbine shaft with 4-5-6 clutch assembly (56) is driven
➤
➤ ➤ ➤
➤
2 Input Internal Gear Driving
5 and 3-5 reverse clutch assembly (51), which is rotating in
OUTPUT the same direction as the turbine shaft but in reduction.
CARRIER
REAR INNER 3 1-2-3-4 Clutch Applied
PINION GEARS The 1-2-3-4 clutch is applied and holds the 1-2-3-4 clutch
DRIVING
hub assembly (61), which is splined to the output carrier
4-5-6 CLUTCH
4-5-6 (w/OUTPUT CARRIER 4 Output Carrier Rear Sun Gear Driving
CLUTCH SHAFT AND DAMPENER) The output carrier rear sun gear (489) is splined to the 1-2-
INPUT APPLIED HUB ASSEMBLY
INTERNAL
3-4 clutch hub assembly (61) and rotates at the same speed
(58)
GEAR and the same direction as the 1-2-3-4 and 3-5 reverse clutch
1-2-3-4 INPUT DRIVING assembly.
1-2-3-4 AND 3-5 CLUTCH CARRIER INPUT
REVERSE CLUTCH APPLIED SUN GEAR
5/5a Output Carrier Rear Pinion Gears Driving
ASSEMBLY
ASSEMBLY (52) (53) The output carrier rear sun gear drives the inner planetary
(51) DRIVEN HELD pinion gears of the rear carrier assembly in the opposite
direction of the sun gear.
6 4-5-6 Clutch Applied
4-5-6 The 4-5-6 clutch is located within the 4-5-6 (w/turbine shaft)
(w/TURBINE clutch assembly (56). When applied, the clutch plates engage
SHAFT)
CLUTCH
the 4-5-6 clutch (w/ output carrier shaft and dampener) hub
ASSEMBLY assembly (58), which is now rotating at turbine speed.
(56) OUTPUT 7 Output Carrier Assembly Driving
CARRIER The 4-5-6 clutch (w/ output carrier shaft and dampener) hub
INTERNAL
REAR OUTPUT assembly (58) is splined to the output carrier assembly (68).
GEAR SHAFT The output carrier is now driving at turbine speed.
OUTPUT ASSEMBLY
CARRIER (497)
DRIVEN (70) 8 Output Carrier Internal Rear Gear Driven
REAR OUTER
OUTPUT
PINION With the output carrier rear sun gear driving and the output
CARRIER carrier driving, the rear inner pinion gears drive the rear
GEARS
ASSEMBLY
(68)
DRIVEN outer pinion gears, which in turn drive the output carrier
1-2-3-4 internal rear gear with a 4th gear ratio of approximately
DRIVING
CLUTCH HUB
ASSEMBLY 1.152:1.
(61)
When the throttle is released in 4th gear, the vehicle is allowed
to coast brake. Because the low clutch sprag assembly is not
elements to overrun to allow the vehicle to coast freely. Therefore,
engine compression slows the vehicle when the throttle is released
until the transmission downshifts into 3rd gear.
OUTPUT
CARRIER As vehicle speed increases, less torque multiplication is required
OUTPUT REAR INNER to operate the engine efficiently. Therefore, it is desirable to
CARRIER PINION GEARS shift to an overdrive gear ratio, or 5th gear.
REAR DRIVING
SUN GEAR
(489)
DRIVING
66 Figure 61 66A
DRIVE RANGE – 4TH GEAR DRIVE RANGE - 4TH GEAR
1-2-3-4 3-5 REV 4-5-6 2-6 3-5
CLUTCH CLUTCH
OFF ON ON OFF OFF ON APPLIED APPLIED
1e
4-5-6
receives input signals from the automatic transmission input and output CLUTCH
speed sensors, the throttle position sensor and other vehicle sensors to 2d ASSEMBLY
determine the precise moment to command OFF the normally-high C35R
M D N R P
pressure control solenoid 2. At the same time the normally-low CBR1/ 1234 CLUTCH
35 REV CLUTCH
C456 pressure control solenoid 3 is commanded ON to regulate 4-5-6
clutch apply. 456 CLUTCH
REVERSE
DRIVE
DRIVE
LINE
EX
CONTROL
1 4-5-6 CLUTCH APPLIES VALVE ASSEMBLY
35 REV CLUTCH
1a CBR1/C456 Pressure Control Solenoid 3: PS5 LINE LINE
N.C. ACT FD LIM
The CBR1/C456 pressure control solenoid 3 is commanded ON N.C.
5 PS5
allowing actuator feed fluid to enter the PCS CBR1/456 clutch SHIFT SOL 1
fluid circuit. PCS CBR1/456 clutch fluid is routed through
SOL 1
OFF
SOL 1 1b DRIVE 1-6
ACT FD LIM
ACT FD LIM
PS5
COMP FD
38
orifice #39 to the CBR1/C456 clutch regulator valve and, through
LINE
35 REV CLUTCH
1234 CLUTCH
456 CLUTCH
orifice #31 to the CBR1/C456 clutch boost valve.
CBR1/456 CL FD
EX
EX BF
EX
39 37

1b CBR1/C456 Clutch Regulator Valve: PCS CBR1/456 CL
LINE
ACT FD LIM
CSV2 ENABLE
CBR1 FDBK
PCS CBR1/456 clutch fluid moves the CBR1/C456 clutch
35 REV CL
regulator valve against CBR1/C456 clutch regulator valve spring
35 REV CL
31
DRIVE
DRIVE
force to allow line fluid to pass through the valve an enter the
EX
EX
EX
PS5
CBR1/456 clutch feed circuit. CBR1/456 clutch feed is then
EX
routed to the 4-5-6 clutch boost valve and clutch select valve 2. PRESSURE
CONTROL PCS TCC
#4
EX
SOLENOID
PCS CBR1/456 CL
N.L. ON
1c 4-5-6 Clutch Boost Valve: CSV2 LATCH
1234 CL DFLT FD
DRIVE 1-6
REG APPLY to tcc cont valve
PCS CBR1/456 clutch fluid pressure acts on a differential area 1c
CBR1/CBR FD
moving the CBR1/456 clutch boost valve against the CBR1/456 1a 1d
456 CL FD
clutch boost valve spring. CBR1/456 clutch fluid passes through
the valve and enters the CBR1/456 clutch feedback circuit. As
EX
PCS CBR1/456 clutch fluid pressure is increased to a given ACT FD LIM PRESSURE RELIEF VALVE
DRIVE 1-6
LINE
CBR1/C456
35 REV CL
value, the CBR1/456 clutch boost valve opens the CBR1/456 PRESSURE 26 30
1234 CL
456 CL
CONTROL
SOLENOID 3 EX BACKFILL #1
clutch feedback circuit to exhaust. This results in the CBR1/456 N.H. ON
23 DRV B
clutch regulator valve moving to the full feed position, sending 456 CL
1234 CL DFLT FD
CBR1/CBR FD
full line pressure to the clutch.
COMP FD
DRIVE BRAKE
42
26 CL/1234 CL FD
43
456 CL FD
REVERSE
REVERSE
1d Clutch Select Valve 2: 2-6 CLUTCH REG
PCS TCC
DRV B
DRIVE 1-6
CBR1/456 clutch feed fluid passes through the clutch select
EX
41
26 CL
ACT FD LIM
EX BF
EX
PS3
EX
44 21
2-6 GAIN
26 CL
PCS 26 CL
valve 2 and enters the 456 clutch feed circuit. 456 clutch feed CB26 CLUTCH SELECT VALVE 3
PRESSURE
fluid is routed to the clutch select valve 3 where it passes through CONTROL
SOLENOID 4
PCS 26 CL
20
N.C.
the valve and enters the 456 clutch fluid circuit. 456 clutch N.L. OFF
3 PS3 2b 1234 CL DFLT
fluid is routed to the 4-5-6 clutch, the 2-6 clutch regulator gain PS3
valve and to the #3 ball check valve. 456 clutch fluid seats the
ACT FD LIM
EX
#3 ball check valve against solenoid 2 fluid passage and directed
EX BF
CSV3 ENABLE
40
35 CL REV FD
456 CL
35 REV CL FDBK
into the CSV3 enable fluid circuit where it is routed through PS1
N.C.
CBR
orifice #20 and to clutch select valve 3. N.C.

1 PS1 #5
1e 4-5-6 Clutch: SHIFT
456 clutch fluid enters the 4-5-6 clutch housing to move the ON
SOL 2 SOL 2 SOL 2
piston against spring force, combined with force from the
EX
45
compensator to apply the 4-5-6 clutch plates. 3-5 REV CL REGULATOR VALVE
PCS TCC PCS TCC
35R SPL
2 3-5 REVERSE CLUTCH RELEASES
ACT FD LIM
EX
48 47 46
ACT FD LIM
35R FD
2a C35R Pressure Control Solenoid 2:
EX BF
PCS LINE
DRIVE 1-6
The C35R pressure control solenoid 2 is commanded OFF, 2c
26 CL/1234 CL FD
9
#7 25
allowing PCS 35 reverse clutch fluid from the 3-5 reverse clutch LINE
CONTROL
boost valve and the 3-5 reverse clutch regulator valve to exhaust SOLENOID
1234 CL
N.H. 11 10
EX
EX
through the solenoid.
SOL 1
ACT FD LIM
2b 3-5 Reverse Clutch Boost Valve: 2a REG APPLY REG APPLY REG APPLY
3-5 reverse boost valve spring force moves the valve to allow
35 reverse clutch feed back fluid from the 3-5 reverse clutch
regulator valve to enter the 35 reverse clutch fluid circuit and ACT FD LIM 1234 CL 1234 CL
C35R
exhaust. PRESSURE
EX
CONTROL
1234 CL
SOLENOID 2
#6
2c 3-5 Reverse Clutch Regulator Valve:
REG APPLY
N.H. OFF
COMP FD
LINE
32
3-5 reverse clutch regulator valve spring force moves the valve
PS4
EX
35 34 50
36 33
to allow 35 reverse clutch fluid from the 3-5 reverse clutch to 1234 CL FD
1234 CL BOOST VALVE
EX
29
pass through the valve and enter the exhaust backfill fluid circuit.
EX
EX BACKFILL
PCS 1234 CL
1234 CL FDBK
35 reverse clutch fluid then enters the exhaust backfill fluid COMPENSATOR
FD REG VALVE
circuit and is routed through orifice #30 to the exhaust backfill 1234 CL DFLT
COMP FD
EX
ACT FD LIM 14 13
pressure relief valve where excess pressure is exhausted. C1234
LINE
PRESSURE
CONTROL
2d 3-5 Reverse Clutch: SOLENOID 5
N.L. ON
3-5 reverse clutch spring force combined with force from the 1234 CL FDBK
compensator move the 3-5 reverse clutch piston to release the 3-5 COMP FD COMP FD
clutch plates and forces 35 reverse clutch fluid to exhaust from 1-
2-3-4 and 3-5 reverse clutch housing. 35 reverse clutch fluid is LINE LINE
then routed to the 3-5 reverse clutch regulator valve and exhausted.
1 2 3 6 7 4
POWER FROM 5
INPUT 3-5 4-5-6 OUTPUT OUTPUT OUTPUT LOW
TORQUE INTERNAL REVERSE CARRIER CARRIER CARRIER 1-2-3-4 3-5 REV. 4-5-6 2-6 LOW & REV.
CLUTCH CLUTCH
CONVERTER GEAR CLUTCH ASSEMBLY INTERNAL FRONT SUN CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH
(1) APPLIED SPRAG
DRIVING APPLIED (68) FRONT GEAR
DRIVING GEAR (487) APPLIED APPLIED
(495) DRIVING
➤ DRIVEN
POWER TO
DIFFERENTIAL
To maximize engine performance and fuel economy, a 5th gear
➤ ➤ ASSEMBLY
is used to achieve an approximate ratio of 0.852:1 through the
transmission gearset to the vehicle drive shaft. This allows the
vehicle to maintain a given road speed with less engine output
➤
speed.
➤
➤
➤
➤
➤
➤
➤
➤
➤ ➤ ➤
➤
the same direction as the turbine shaft but in reduction.
3 3-5 Reverse Clutch Applied
The 3-5 reverse clutch is located in the 1-2-3-4 and 3-5
reverse clutch assembly (51). The 3-5 reverse clutch plates
are splined to the 2-6 and 3-5 reverse clutch hub assembly
(64) which now rotates at the same speed as the 1-2-3-4 and
3-5 reverse clutch assembly.
4-5-6 CLUTCH
(w/OUTPUT CARRIER 4 Output Carrier Front Sun Gear Driving
4-5-6
CLUTCH SHAFT AND DAMPENER) The 2-6 and 3-5 reverse clutch hub assembly (64) is splined
APPLIED HUB ASSEMBLY to the output carrier front sun gear (487). The output carrier
INPUT (58)
INTERNAL GEAR front sun gear is driving the output carrier front pinion gears.
3-5 REVERSE INPUT DRIVING 5 4-5-6 Clutch Applied
1-2-3-4 AND 3-5 CLUTCH CARRIER INPUT
REVERSE CLUTCH APPLIED SUN GEAR The 4-5-6 clutch is located within the 4-5-6 (w/turbine shaft)
ASSEMBLY
ASSEMBLY (52) (53) clutch assembly (56). When applied, the clutch plates engage
(51) DRIVEN HELD the 4-5-6 clutch (w/ output carrier shaft and dampener) hub
assembly (58), which is now rotating at turbine speed.
6 Output Carrier Assembly Driving
4-5-6
The 4-5-6 clutch (w/ output carrier shaft and dampener) hub
(w/TURBINE assembly (58) is splined to the output carrier assembly (68).
SHAFT) The output carrier is now driving at turbine speed.
CLUTCH ASSEMBLY
(56) 7 Output Carrier Internal Front Gear Driven
With the output carrier front sun gear driving and the output
carrier driving, the output carrier front pinion gears and the
OUTPUT output carrier react as one unit to drive the output carrier
SHAFT internal front gear with a 5th gear overdrive ratio of
ASSEMBLY approximately 0.852:1.
(70)
When the throttle is released in 5th Gear, the vehicle is allowed
elements to overrun to allow the vehicle to coast freely. Therefore,
2-6 AND engine compression slows the vehicle when the throttle is released
3-5 REVERSE
CLUTCH HUB until the transmission downshifts into 4th gear.
ASSEMBLY
(64)
DRIVING
OUTPUT
CARRIER
INTERNAL
FRONT
GEAR
(495)
DRIVEN
OUTPUT
CARRIER
ASSEMBLY
OUTPUT CARRIER (68)
FRONT SUN GEAR DRIVING
(487)
DRIVING
68 Figure 63 68A
1-2-3-4 3-5 REV 4-5-6 2-6
1 2 SOL 5 N.L. SOL 4 N.L. SOL 2 N.H. SOL 3 N.H. CLUTCH SPRAG 2d CLUTCH CLUTCH
OFF ON OFF OFF ON ON APPLIED APPLIED

4-5-6
receives input signals from the automatic transmission input and output CLUTCH
speed sensors, the throttle position sensor and other vehicle sensors to 1e ASSEMBLY
determine the precise moment to command ON the normally-high C35R
M D N R P
pressure control solenoid 2. At the same time the normally-low C1234 1234 CLUTCH
35 REV CLUTCH
pressure control solenoid 5 is commanded OFF.
1 3-5 REVERSE CLUTCH APPLIES 456 CLUTCH
REVERSE
DRIVE
DRIVE
LINE
EX
CONTROL
1a C35R Pressure Control Solenoid 2: VALVE ASSEMBLY
35 REV CLUTCH
The C35R pressure control solenoid 2 is commanded ON, allowing LINE LINE
actuator feed fluid to enter the PCS 35 reverse clutch fluid circuit. N.C.
ACT FD LIM
PCS 35 reverse clutch fluid is routed through orifice #48 and SHIFT
SOL 1
SOL 1
SOL 1
then to the 3-5 reverse clutch regulator valve. PCS 35 reverse OFF DRIVE 1-6
ACT FD LIM
ACT FD LIM
PS5
COMP FD
38
clutch fluid is also routed through orifice #40 and then to the 3-5
LINE
35 REV CLUTCH
1234 CLUTCH
456 CLUTCH
reverse clutch boost valve.
CBR1/456 CL FD
EX
EX BF
EX
39 37

1b 3-5 Reverse Clutch Boost Valve: PCS CBR1/456 CL
LINE
ACT FD LIM
CSV2 ENABLE
CBR1 FDBK
PCS 35 reverse clutch fluid pressure acts on a differential area
35 REV CL
moving the PCS 3-5 reverse clutch boost valve against the 3-5
35 REV CL
31
DRIVE
DRIVE
reverse clutch boost valve spring. 35 reverse clutch fluid passes
EX
EX
EX
PS5
through the valve and enters the 35 reverse clutch feedback circuit.
EX
As PCS 35 reverse clutch fluid pressure is increased to a given PRESSURE
CONTROL PCS TCC
#4
EX
SOLENOID
PCS CBR1/456 CL
value, the 3-5 reverse clutch boost valve opens the 35 reverse N.L. ON
CSV2 LATCH
1234 CL DFLT FD
DRIVE 1-6
clutch feedback circuit to exhaust. This results in the 3-5 reverse
1d
CBR1/CBR FD
clutch regulator valve moving to the full feed position sending
456 CL FD
full 35 reverse clutch feed pressure (full line pressure) to the
clutch.
EX
1c 3-5 Reverse Clutch Regulator Valve: ACT FD LIM PRESSURE RELIEF VALVE
DRIVE 1-6
LINE
CBR1/C456
35 REV CL
PCS 35 reverse clutch fluid moves the 3-5 reverse clutch regulator PRESSURE 26 30
1234 CL
456 CL
CONTROL
valve against 3-5 reverse clutch regulator valve spring force and 3- N.H. ON
23 DRV B
5 reverse clutch feedback fluid. This allows 35 reverse feed to 456 CL
1234 CL DFLT FD
CBR1/CBR FD
pass through the valve and enter the 35 reverse clutch circuit. 35
COMP FD
DRIVE BRAKE
42
26 CL/1234 CL FD
43
456 CL FD
reverse clutch fluid is then routed to the 3-5 reverse clutch, the 3-5
REVERSE
REVERSE
2-6 CLUTCH REG
PCS TCC
DRV B
reverse boost valve and the clutch select valve 2. When the 3-5
DRIVE 1-6
EX
41
26 CL
ACT FD LIM
EX BF
EX
PS3
EX
44 21
2-6 GAIN
reverse clutch regulator valve is in this position, PS1 fluid from the
26 CL
PCS 26 CL
pressure switch 1 exhausts through the valve allowing the switch PRESSURE
CONTROL
SOLENOID 4
PCS 26 CL
20
to close. N.L. OFF N.C.
1b 1234 CL DFLT
3 PS3
1d Clutch Select Valve 2: PS3
35 reverse clutch fluid passes through the clutch select valve 2
ACT FD LIM
and enters the 1234 clutch default feed fluid circuit. 1234 clutch
EX
EX BF
CSV3 ENABLE
40
35 CL REV FD
456 CL
35 REV CL FDBK
default feed fluid is then routed to the clutch select valve 3. PS1
N.C.
CBR
1e 3-5 Reverse Clutch: 1 PS1 #5

N.C.
35 reverse clutch fluid enters the 1-2-3-4 & 3-5 reverse clutch SHIFT
PCS 35 REV CL 35 REV CL
SOL 2
housing to move the piston against spring force combined with ON
SOL 2 SOL 2 SOL 2
force from the compensator to apply the 3-5 reverse clutch plates.
EX
45
2 1-2-3-4 CLUTCH RELEASES 3-5 REV CL REGULATOR VALVE

PCS TCC
PCS TCC
2a C1234 Pressure Control Solenoid 5:
35R SPL
ACT FD LIM
EX
48 47 46
ACT FD LIM
35R FD
The C1234 pressure control solenoid 5 is commanded OFF,
EX BF
PCS LINE
DRIVE 1-6
allowing PCS 1234 clutch fluid from the 1-2-3-4 clutch regulator 1c
26 CL/1234 CL FD
9
#7
valve and 1-2-3-4 clutch boost valve to exhaust. LINE
PRESSURE
25
CONTROL
2b 1-2-3-4 Clutch Regulator Valve: SOLENOID
1234 CL
N.H. 11 10
EX
EX
1-2-3-4 clutch regulator valve spring force moves the valve to
SOL 1
ACT FD LIM
allow 1234 clutch feed fluid from the 1-2-3-4 clutch to pass 1a REG APPLY REG APPLY REG APPLY
through the valve and enter the exhaust backfill fluid circuit.
1234 clutch fluid the enters the exhaust backfill fluid circuit and 2b
is routed through orifice # 30 to the exhaust backfill pressure ACT FD LIM 1234 CL 1234 CL 2c
relief valve where excess pressure is exhausted. Also, 1234 clutch C35R
PRESSURE
EX
CONTROL
1234 CL
regulator valve spring force moves the valve to allow 1234 clutch SOLENOID 2
#6
REG APPLY
N.H. ON
COMP FD
feed fluid to pass through the valve and enter the PS4 fluid
LINE
32
PS4
EX
35 34 50
36 33
circuit. PS4 fluid is then routed to pressure switch 4 and opens 1234 CL BOOST VALVE
the normally-closed switch. 2a 1234 CL FD
EX
29
EX
EX BACKFILL
PCS 1234 CL
2c 1-2-3-4 Clutch Boost Valve:
1234 CL FDBK
COMPENSATOR
FD REG VALVE
1-2-3-4 clutch boost valve spring force moves the valve to allow 1234 CL DFLT
COMP FD
EX
ACT FD LIM
1234 clutch feedback fluid from the 1-2-3-4 clutch regulator C1234
14 13
LINE
PRESSURE
CONTROL
valve to enter the 1234 clutch circuit and exhaust. SOLENOID 5
N.L. OFF PS4
2d 1-2-3-4 Clutch: N.C. 4 PS4 1234 CL FDBK

1-2-3-4 clutch spring force combined with force from the
COMP FD COMP FD
compensator moves the 1-2-3-4 clutch piston to release the clutch
plates and force 1234 clutch fluid from the 1-2-3-4 and 3-5 reverse LINE LINE
clutch housing. 1234 clutch fluid is routed through the 1-2-3-4 clutch
regulator valve where it enters the exhaust backfill fluid circuit.
1 2 4 3 6 5
POWER FROM
LOW
4-5-6 2-6 OUTPUT OUTPUT OUTPUT 1-2-3-4 3-5 REV. 4-5-6 2-6 LOW & REV.
TORQUE CARRIER CARRIER CARRIER
CLUTCH
CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH
CONVERTER APPLIED APPLIED ASSEMBLY INTERNAL FRONT SUN SPRAG
(1) (68) FRONT GEAR APPLIED APPLIED
DRIVING GEAR (487)
(495) HELD
DRIVEN To maximize engine performance and fuel economy beyond 5th
gear calibrations, a 6th gear is used to achieve an approximate
ratio of 0.667:1 through the transmission gearset to the vehicle
drive shaft.
➤
POWER TO
➤
DIFFERENTIAL
ASSEMBLY The turbine shaft with 4-5-6 clutch assembly (56) is driven
➤
2 4-5-6 Clutch Applied
➤
➤ ➤ ➤
➤
➤ ➤ The 4-5-6 clutch is located within the 4-5-6 (w/turbine shaft)
clutch assembly (56). When applied, the clutch plates engage
the 4-5-6 clutch (w/ output carrier shaft and dampener) hub
assembly (58), which is now rotating at turbine speed.
3 Output Carrier Assembly Driving
The 4-5-6 clutch (w/ output carrier shaft and dampener) hub
assembly (58) is splined to the output carrier assembly (68).
The output carrier is now driving at turbine speed.
4 2-6 Clutch Applied

The 2-6 clutch, which is located within the center support
2-6 AND assembly (67), is applied and holds the 2-6 and 3-5 reverse
3-5 REVERSE clutch hub assembly (64).
CLUTCH HUB
ASSEMBLY
(64) 5 Output Carrier Front Sun Gear Held
HELD The 2-6 and 3-5 reverse clutch hub assembly is splined to
the output carrier front sun gear (487). Therefore, the output
carrier front sun gear is held.
4-5-6 CLUTCH
(w/OUTPUT CARRIER
SHAFT AND DAMPENER) 6 Output Carrier Internal Front Gear Driven
4-5-6 HUB ASSEMBLY With the output carrier front sun gear held and the output
CLUTCH (58) carrier driving, the output carrier front pinion gears walk
APPLIED around the stationary front sun gear and drive the output
carrier internal front gear in a 6th gear overdrive ratio of
approximately 0.667:1.
When the throttle is released in 6th Gear, the vehicle is allowed

4-5-6 elements to overrun to allow the vehicle to coast freely. Therefore,
(w/TURBINE
SHAFT)
engine compression slows the vehicle when the throttle is released
CLUTCH OUTPUT until the transmission downshifts into 5th gear.
ASSEMBLY SHAFT
(56) ASSEMBLY
(70)
2-6
CLUTCH
APPLIED
CENTER
SUPPORT
ASSEMBLY
(67)
OUTPUT
CARRIER
INTERNAL
FRONT
GEAR
(495)
DRIVEN
OUTPUT
CARRIER
ASSEMBLY
(68)
OUTPUT CARRIER
DRIVING
FRONT SUN GEAR
(487)
HELD
70 Figure 65 70A
SOL SOL PC PC PC PC
1-2-3-4 3-5 REV 4-5-6 2-6
& REV CLUTCH 3-5
CLUTCH CLUTCH
OFF ON OFF ON OFF ON APPLIED APPLIED
4-5-6 2-6 CLUTCH

As the vehicle speed increases, the transmission control module CLUTCH ASSEMBLY LOW &
(TCM) receives input signals from the automatic transmission 2d ASSEMBLY 26 CLUTCH REVERSE
CLUTCH
input and output speed sensors, the throttle position sensor and 1d ASSEMBLY
M D N R P
1234 CLUTCH
other vehicle sensors to determine the precise moment to 35 REV CLUTCH
command ON the normally-low CB26 pressure control solenoid
CBR 1
COMP FEED COMP FD
CBR
MANUAL VALVE
456 CLUTCH
4. At the same time the normally-high C35R pressure control
REVERSE
DRIVE
DRIVE
LINE
EX
CONTROL
SOLENOID
VALVE ASSEMBLY
solenoid 2 is commanded OFF. LINE
35 REV CLUTCH
LINE
ACT FD LIM
N.C.
1 2-6 CLUTCH APPLIES SHIFT

SOL 1
SOL 1 DRIVE 1-6
1a CB26 Pressure Control Solenoid 4: OFF
ACT FD LIM
ACT FD LIM
PS5
COMP FD
38
The CB26 pressure control solenoid 4 is commanded ON,
LINE
35 REV CLUTCH
26 CLUTCH
456 CLUTCH
allowing actuator feed fluid to enter the PCS 26 clutch fluid
CBR1/456 CL FD
EX
EX BF
EX
39 37

circuit. PCS 26 fluid is routed through orifice #44 and then PCS CBR1/456 CL
LINE
ACT FD LIM
CSV2 ENABLE
to the 2-6 clutch regulator gain valve. CBR1 FDBK
35 REV CL
35 REV CL
31
DRIVE
DRIVE
1b 2-6 Clutch Regulator Gain Valve:
EX
EX
EX
456 CL BOOST VALVE
PS5
12 22
The 2-6 clutch regulator gain valve allows the gain (valve
EX
input to output pressure magnification factor) of the 2-6 PRESSURE
CONTROL PCS TCC
#4
EX
SOLENOID
clutch regulator valve to be different for a 1-2 shift verses a
PCS CBR1/456 CL
N.L. ON
CSV2 LATCH
1234 CL DFLT FD
DRIVE 1-6
5-6 shift. For a 5-6 shift PCS 26 clutch fluid pressure passes REG APPLY to tcc cont valve
CBR1/CBR FD
through the hollow valve and only acts on the 26 regulator
456 CL FD
LINE LINE
valve area, resulting in the "low gain" pressure output.
EX
1c 2-6 Clutch Regulator Valve: ACT FD LIM
DRIVE 1-6
LINE
PCS 26 clutch fluid moves the 2-6 clutch regulator/gain CBR1/C456
35 REV CL
PRESSURE 26 30
456 CL
CONTROL
26 CL
valve assembly against the 2-6 clutch regulator valve spring SOLENOID 3
N.H. ON
EX BACKFILL #1
23 DRV B
force to allow 26 clutch/1234 clutch feed fluid to pass through 1b 456 CL
1234 CL DFLT FD
the valve. 26 clutch/1234 clutch feed fluid is routed into the
CBR1/CBR FD
1a
COMP FD
DRIVE BRAKE
26 CL/1234 CL FD
26 clutch fluid circuit where it passes through orifice #41 42 43
456 CL FD
REVERSE
REVERSE
and then to the spring end of the 2-6 clutch regulator valve, 2-6 CLUTCH REG
PCS TCC
DRV B
DRIVE 1-6
EX
41
and to the 2-6 clutch within the center support.
26 CL
ACT FD LIM
EX BF
EX
PS3
EX
44 21
2-6 GAIN
26 CL
PCS 26 CL
PRESSURE
1d 2-6 Clutch:
CONTROL
SOLENOID 4
N.L. ON
1c 20
26 clutch fluid from the 2-6 clutch regulator valve is routed N.C.
1234 CL DFLT
through the center support and to the 2-6 clutch piston 3 PS3 35 CL REV FD CBR
ACT FD LIM
PS3 456 CL
assembly. 26 clutch fluid pressure moves the piston against 35R CL BOOST VALVE 2b 35 CL REV FD
EX BF
CSV3 ENABLE
2-6 clutch spring force to apply the 2-6 clutch plates.
456 CL
EX
40
PS1
N.C. 35 REV CL FDBK
2 3-5 CLUTCH RELEASES 1 PS1 #5

N.C.
35 CL REV FD #3
2a C35R Pressure Control Solenoid 2: SHIFT
The C35R pressure control solenoid 2 is commanded OFF, ON
SOL 2 SOL 2 SOL 2
allowing PCS 35 reverse clutch fluid from the 3-5 reverse
EX
45
clutch boost valve and the 3-5 reverse clutch regulator valve 3-5 REV CL REGULATOR VALVE
PCS TCC
35R SPL
to exhaust through the solenoid.
ACT FD LIM
EX
48 47 46
ACT FD LIM
2c
35R FD
EX BF
PCS LINE
DRIVE 1-6
2b 3-5 Reverse Clutch Boost Valve:
26 CL/1234 CL FD
9
#7
3-5 reverse boost valve spring force moves the valve to LINE
PRESSURE
25
allow 35 reverse clutch feedback fluid from the 3-5 reverse CONTROL
SOLENOID
N.H. 11 10
EX
EX
clutch regulator valve to enter the 35 reverse clutch circuit
SOL 1
ACT FD LIM
and exhaust. 2a REG APPLY REG APPLY REG APPLY
2c 3-5 Reverse Clutch Regulator Valve:

3-5 reverse clutch regulator valve spring force moves the
ACT FD LIM 1234 CL
valve to allow 35 reverse clutch fluid from the 3-5 reverse C35R
PRESSURE
EX
CONTROL
clutch to pass through the valve and enter the exhaust backfill
1234 CL
SOLENOID 2
#6
REG APPLY
N.H. OFF
fluid circuit. 35 reverse clutch fluid then enters the exhaust
COMP FD
LINE
32
PS4
EX
34 50
backfill fluid circuit and is routed through orifice #30 to the 36 35 33
1234 CL BOOST VALVE
exhaust backfill pressure relief valve where excess pressure 1234 CL FD
EX
29
EX
is exhausted. EX BACKFILL 1234 CL FDBK
PCS 1234 CL
1234 CL FDBK
COMPENSATOR
FD REG VALVE
1234 CL DFLT
COMP FD
2d 3-5 Reverse Clutch:
EX
ACT FD LIM 14 13
C1234
LINE
3-5 reverse clutch spring force combined with force from PRESSURE
CONTROL
the compensator move the 3-5 reverse clutch piston to release N.L. OFF
PS4
the 3-5 clutch plates and forces 35 reverse clutch fluid to N.C. 4 PS4
exhaust from 1-2-3-4 and 3-5 reverse clutch housing. 35 COMP FD COMP FD
reverse clutch fluid is then routed to the 3-5 reverse clutch LINE LINE
regulator valve where it enters the exhaust backfill circuit.

DRIVE RANGE - 3RD GEAR DEFAULT DRIVE RANGE – 3RD GEAR DEFAULT
(Torque Converter Clutch Released) (Torque Converter Clutch Released)
3-5 SHIFT SHIFT 1-2-3-4 CL 2-6 CL 3-5 REV CL 4-5-6 CL LOW LOW
1d 1-2-3-4 REVERSE SOL SOL PC PC PC PC
1-2-3-4 3-5 REV 4-5-6 2-6
& REV CLUTCH
CLUTCH CLUTCH CENTER SUPPORT 1 2 SOL 5 N.L. SOL 4 N.L. SOL 2 N.H. SOL 3 N.H. CLUTCH SPRAG
2d ASSEMBLY
OFF OFF OFF OFF ON ON APPLIED APPLIED
4-5-6 2-6 CLUTCH

CLUTCH ASSEMBLY
26 CLUTCH
LOW & If the transmission is in 1st, 2nd or 3rd gear during a transmis-
ASSEMBLY REVERSE
CLUTCH sion electrical component failure, the transmission will default
ASSEMBLY to 3rd gear. All solenoids will default to their normal state. If the
M D N R P
1234 CLUTCH
35 REV CLUTCH torque converter clutch was applied, it will release. This default
CBR 1
CBR
COMP FEED COMP FD MANUAL VALVE action will enable the vehicle to be safely driven to a service
456 CLUTCH center.
REVERSE
DRIVE
DRIVE
LINE
EX
CONTROL
VALVE ASSEMBLY
35 REV CLUTCH
LINE LINE
ACT FD LIM 1 1-2-3-4 CLUTCH STAYS APPLIED
N.C.
SHIFT
1a Shift Solenoid 2:
SOL 1
OFF
SOL 1 DRIVE 1-6 Shift solenoid 2 defaults to it's normally-closed state (OFF),
ACT FD LIM
ACT FD LIM
and SOL 2 fluid exhausts through the solenoid.
PS5
COMP FD
38
LINE
35 REV CLUTCH
26 CLUTCH
1234 CLUTCH
456 CLUTCH
CBR1/456 CL FD
1b Clutch Select Valve 3:
EX
EX BF
EX
39 37

PCS CBR1/456 CL
LINE
Sol 2 fluid pressure no longer holds the clutch select valve 3
ACT FD LIM
CSV2 ENABLE
CBR1 FDBK
open. When the valve moves back to the closed position, it
35 REV CL
35 REV CL
31 opens the 1234 clutch default fluid circuit, and 1234 default
DRIVE
DRIVE
fluid is routed to the 1-2-3-4 clutch regulator valve.
EX
EX
EX
PS5
EX
PRESSURE
CONTROL PCS TCC
#4 1c 1-2-3-4 Clutch Regulator Valve:
EX
SOLENOID
N.L. OFF
CSV2 LATCH CSV2 LATCH With the absence of PCS 1234 clutch fluid, due to the default
1234 CL DFLT FD
DRIVE 1-6
state of the C1234 pressure control solenoid 5, the 1-2-3-4
CBR1/CBR FD
regulator valve would close from spring force. However, the
456 CL FD
PCS CBR1/456 CL
PCS TCC LINE LINE DRIVE BRAKE

1234 clutch default fluid enters behind the 1-2-3-4 regulator
shuttle valve and keeps the valve in the open position.
EX
ACT FD LIM PRESSURE RELIEF VALVE
DRIVE 1-6
LINE
CBR1/C456
1d 1-2-3-4 Clutch:
35 REV CL
PRESSURE 26 30
1234 CL
456 CL
CONTROL
26 CL
N.H. ON
23 DRV B
With the 1-2-3-4 clutch regulator valve still held in the open
456 CL
position, the 1-2-3-4 clutch will stay applied.
1234 CL DFLT FD
1b
CBR1/CBR FD
COMP FD
DRIVE BRAKE
42
26 CL/1234 CL FD
43
456 CL FD
REVERSE
2 3-5 REVERSE CLUTCH APPLIED or APPLIES
REVERSE
2-6 CLUTCH REG
DRV B
2a C35R Pressure Control Solenoid 2:
DRIVE 1-6
PCS TCC
EX
41
26 CL
ACT FD LIM
EX BF
EX
PS3
EX
44 21
2-6 GAIN
PCS 26 CL 26 CL The normal state for the C35R pressure control solenoid 2 is
PRESSURE
CONTROL
SOLENOID 4 20
ON, therefore PSC 35 reverse clutch fluid will still be routed
N.L. OFF N.C.
1234 CL DFLT
to the 3-5 reverse clutch regulator valve and the 3-5 reverse
3 PS3
clutch boost valve.
PS3
ACT FD LIM

2b 3-5 Reverse Clutch Regulator Valve:
EX
EX BF
CSV3 ENABLE
40 35 CL REV FD
PCS 3-5 reverse clutch fluid moves the 3-5 reverse clutch
456 CL
PS1 2c 35 REV CL FDBK
CBR
N.C.
1 PS1 #5
regulator valve against 3-5 reverse clutch regulator valve spring
N.C.
35 CL REV FD #3 force and 3-5 reverse clutch feedback fluid. This allows 3-5
SHIFT
SOL 2 PCS 35 REV CL 35 REV CL reverse feed to pass through the valve and enter the 3-5 reverse
OFF
SOL 2 SOL 2 clutch circuit. 3-5 reverse clutch fluid is then routed to the 3-5
reverse clutch, the 3-5 reverse boost valve and the clutch select
EX
45

PCS TCC valve 2. When the 3-5 reverse clutch regulator valve is in this
35R SPL
position, PS1 fluid from the pressure switch 1 exhausts through

ACT FD LIM
46
1a ACT FD LIM 48 47
35R FD
EX BF
the valve, allowing the switch to close.

PCS LINE
DRIVE 1-6
2b
26 CL/1234 CL FD
LINE
PRESSURE
CONTROL
#7 25
TCC REGULATOR VALVE SHTL 2c 3-5 Reverse Clutch Boost Valve:
PCS 3-5 reverse clutch fluid pressure acts on a differential
1234 CL DFLT
1234 CL
SOLENOID
N.H. 11 10
EX
EX
area moving the 3-5 reverse clutch boost valve against the
SOL 1
ACT FD LIM
REG APPLY REG APPLY 3-5 reverse clutch boost valve spring. 3-5 reverse clutch fluid
passes through the valve and enters the 3-5 reverse clutch
1c feedback circuit. As PCS 3-5 reverse clutch fluid pressure is
increased to a given value, the 3-5 reverse clutch boost valve
C35R
PRESSURE opens the 3-5 reverse clutch feedback circuit to exhaust. This
EX
CONTROL
results in the 3-5 reverse clutch regulator valve moving to the
1234 CL
SOLENOID 2
N.H. ON
#6
COMP FD
full feed position sending full 3-5 reverse clutch feed pressure
LINE
32
PS4
EX
35 34 50
33
36
1234 CL BOOST VALVE (full line pressure) to the clutch.
1234 CL FD
EX
29
EX
2a EX BACKFILL
2d 3-5 Reverse Clutch:
1234 CL FDBK
PCS 1234 CL
COMPENSATOR
FD REG VALVE
1234 CL DFLT
3-5 reverse clutch fluid enters the 1-2-3-4 & 3-5 reverse clutch
COMP FD
housing to move the piston against spring force combined with

EX
ACT FD LIM 14 13
C1234
LINE
PRESSURE
CONTROL
SOLENOID 5 PCS 1234 CL
force from the compensator to apply the 3-5 reverse clutch
N.L. OFF
plates.
1234 CL FDBK
COMP FD COMP FD
LINE LINE

72 Figure 67 Page 96 72A
DRIVE RANGE – 5TH GEAR DEFAULT DRIVE RANGE - 5TH GEAR DEFAULT
(Torque Converter Clutch Released) (Torque Converter Clutch Released)
1-2-3-4 3-5 REV 4-5-6 2-6 CENTER SUPPORT
CLUTCH CLUTCH CLUTCH CLUTCH ASSEMBLY
1 2 SOL 5 N.L. SOL 4 N.L. SOL 2 N.H. SOL 3 N.H. CLUTCH SPRAG CLUTCH CLUTCH
OFF OFF OFF OFF ON ON APPLIED APPLIED 1d
2-6 CLUTCH
If the transmission is in 4th, 5th or 6th gear during a transmission 4-5-6
ASSEMBLY LOW &
26 CLUTCH REVERSE
electrical component failure, the transmission will default to 5th gear. CLUTCH CLUTCH
All solenoids will default to their normal state. If the torque converter ASSEMBLY ASSEMBLY
clutch was applied, it will release. The transmission will stay in 5th gear M D N R P
CBR 1
default range until the ignition has been turned off or the transmission 1234 CLUTCH
CBR
35 REV CLUTCH
has been shifted into Reverse. When the vehicle is restarted and shifted COMP FEED COMP FD MANUAL VALVE
back into Drive, the transmission will then operate in the 3rd gear default 456 CLUTCH
REVERSE
DRIVE
DRIVE
LINE
EX
CONTROL
range. This default action will enable the vehicle to be safely driven to a SOLENOID
VALVE ASSEMBLY
1234 CLUTCH
35 REV CLUTCH
service center. LINE LINE
1 3-5 REVERSE CLUTCH APPLIES N.C.
ACT FD LIM
1a C35R Pressure Control Solenoid 2: SHIFT SOL 1

SOL 1
The C35R pressure control solenoid 2 defaults to ON, allowing OFF
SOL 1 DRIVE 1-6
ACT FD LIM
ACT FD LIM
PS5
COMP FD
actuator feed fluid to enter the PCS 35 reverse clutch fluid circuit. 38
LINE
35 REV CLUTCH
26 CLUTCH
1234 CLUTCH
456 CLUTCH
PCS 35 reverse clutch fluid is routed through orifice #48 and
CONV FD LIMIT
CBR1/456 CL FD
EX
EX BF
EX
37
then to the 3-5 reverse clutch regulator valve. PCS 35 reverse 39

PCS CBR1/456 CL
LINE
ACT FD LIM
CSV2 ENABLE
clutch fluid is also routed through orifice #40 and then to the 3-5 3a CBR1 FDBK
7
reverse clutch boost valve.
35 REV CL
EX
35 REV CL
31
DRIVE
DRIVE
1b 3-5 Reverse Clutch Boost Valve: TCC REL
EX
EX
EX
PS5
PCS 3-5 reverse clutch fluid pressure acts on a differential area
EX
TCC CONTROL VALVE

moving the PCS 3-5 reverse clutch boost valve against the 3-5 3 PRESSURE
CONTROL PCS TCC
#4
EX
SOLENOID
PCS CBR1/456 CL
reverse clutch boost valve spring. 3-5 reverse clutch fluid passes N.L. OFF
CSV2 LATCH
1234 CL DFLT FD
DRIVE 1-6
COOLER FD
through the valve and enters the 35 reverse clutch feedback circuit.
TCC APPLY
REG APP
CBR1/CBR FD
As PCS 35 reverse clutch fluid pressure is increased to a given
456 CL FD
PCS TCC LINE LINE DRIVE BRAKE
value, the 3-5 reverse clutch boost valve opens the 35 reverse
clutch feedback circuit to exhaust. This results in the 3-5 reverse
EX
clutch regulator valve moving to the full feed position sending ACT FD LIM
EXHAUST BACKFILL
DRIVE 1-6
LINE
CBR1/C456
full 35 reverse clutch feed pressure (full line pressure) to the
35 REV CL
PRESSURE 26 30
1234 CL
456 CL
CONTROL
26 CL
clutch. N.H. ON
23 DRV B
1c 3-5 Reverse Clutch Regulator Valve: 456 CL
1234 CL DFLT FD
CBR1/CBR FD
PCS 35 reverse clutch fluid moves the 3-5 reverse clutch regulator 2b 1e
COMP FD
DRIVE BRAKE
42
26 CL/1234 CL FD
43
456 CL FD
valve against 3-5 reverse clutch regulator valve spring force and
REVERSE
REVERSE
2-6 CLUTCH REG
DRV B
DRIVE 1-6
35 reverse clutch feedback fluid. This allows 35 reverse feed to
PCS TCC
EX
41
26 CL
ACT FD LIM
EX BF
EX
PS3
EX
44 21
2-6 GAIN
26 CL
pass through the valve and enter the 35 reverse clutch circuit. 35 CB26
PCS 26 CL
reverse clutch fluid is then routed to the 3-5 reverse clutch, the 3-5 PRESSURE
CONTROL
SOLENOID 4
PCS 26 CL
20
reverse boost valve and the clutch select valve 2. When the 3-5 N.L. OFF N.C.
1234 CL DFLT
3 PS3
1b
reverse clutch regulator valve is in this position, PS1 fluid from the PS3
pressure switch 1 exhausts through the valve, allowing the switch
ACT FD LIM
to close.
EX
EX BF
CSV3 ENABLE
40
35 CL REV FD
456 CL
35 REV CL FDBK
PS1 CBR
1d 3-5 Reverse Clutch: N.C.
35 reverse clutch fluid enters the 1-2-3-4 & 3-5 reverse clutch 1 PS1 #5 #3
N.C.
35 CL REV FD
housing to move the piston against spring force combined with SHIFT
PCS 35 REV CL 35 REV CL
SOL 2
force from the compensator to apply the 3-5 reverse clutch plates. OFF
SOL 2 SOL 2
1e Clutch Select Valve 3:
EX
45
Once the clutch select valve 3 is moved to the ON position in 4th 3-5 REV CL REGULATOR VALVE
PCS TCC
gear, it will remain in this position throughout the 5th gear default
35R SPL
ACT FD LIM
EX
48 47 46
ACT FD LIM
range, until the ignition has been turned OFF. When the ignition
35R FD
EX BF
PCS LINE
DRIVE 1-6
is OFF, fluid will exhaust from the valve, thus when the vehicle
1c
26 CL/1234 CL FD
9
is restarted, the transmission will then be in the 3rd gear default #7 25
LINE
range. CONTROL
SOLENOID
1234 CL
N.H. 11 10
EX
EX
2 1-2-3-4 CLUTCH RELEASES or 2-6 CLUTCH RELEASES
SOL 1
ACT FD LIM
2a C1234 Pressure Control Solenoid 5: 1a REG APPLY REG APPLY
If the transmission was in 4th gear when an electrical condition
commands a protection mode, the C1234 pressure control solenoid 2b
5 defaults to the OFF position, allowing PCS 1234 clutch fluid ACT FD LIM 1234 CL 1234 CL
from the 1-2-3-4 clutch, the 1-2-3-4 clutch regulator valve and C35R
PRESSURE
EX
CONTROL
1-2-3-4 clutch boost valve to exhaust.
1234 CL
SOLENOID 2
N.H. ON
#6
COMP FD
LINE
2b 2-6 CB26 Pressure Control Solenoid 4: 32
PS4
EX
35 34 50
36 33
If the transmission was in 6th gear when an electrical condition 1234 CL BOOST VALVE
2a 1234 CL FD
EX
29
commands a protection mode, the CB26 pressure control solenoid
EX
EX BACKFILL
4 defaults to the OFF position, allowing PCS 26 clutch fluid from
PCS 1234 CL
1234 CL FDBK
COMPENSATOR
FD REG VALVE
the 2-6 clutch regulator valve, and the 2-6 clutch to exhaust. 1234 CL DFLT
COMP FD
EX
ACT FD LIM 14 13
3 TORQUE CONVERTER CLUTCH RELEASES C1234
LINE
PRESSURE
CONTROL
3a TCC Pressure Control Solenoid: SOLENOID 5
N.L. OFF PS4
The TCC pressure control solenoid will default to it's normal N.C. 4 PS4 1234 CL FDBK
state, OFF. PCS TCC fluid will exhaust from the TCC control COMP FD COMP FD
valve, and spring force will shuttle the valve to the off position.
TCC apply fluid will then be routed to the cooler, and TCC LINE LINE
release fluid will be routed to the torque converter for complete
TCC release.
OPERATING CONDITIONS
RANGE REFERENCE CHART
1 2 3 4 5 6
SHIFT SHIFT 1-2-3-4 CL 2-6 CL 3-5 REV CL LOW REV LOW
RANGE GEAR SOL SOL PC PC PC 4-5-6 CL PC 1-2-3-4 3-5 REV. 4-5-6 2-6 LOW & REV. CLUTCH
1 2 SOL 5 N.L. SOL 4 N.L. SOL 2 N.H. SOL 3 N.H. CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH SPRAG
PARK P ON ON OFF OFF OFF ON APPLIED*
REV R ON OFF OFF OFF ON ON APPLIED APPLIED
NEU N ON ON OFF OFF OFF ON APPLIED*
1st Braking ON ON ON OFF OFF ON APPLIED APPLIED HOLDING
1st OFF ON ON OFF OFF OFF APPLIED HOLDING
2nd OFF ON ON ON OFF OFF APPLIED APPLIED
3rd OFF ON ON OFF ON OFF APPLIED APPLIED

D
4th OFF ON ON OFF OFF ON APPLIED APPLIED
5th OFF ON OFF OFF ON ON APPLIED APPLIED
6th OFF ON OFF ON OFF ON APPLIED APPLIED
NOTE: FOR SHIFT SOLENOIDS 1 AND 2, "ON" = SOLENOID ENERGIZED (PRESSURIZED), "OFF" = SOLENOID DE-ENERGIZED (NO PRESSURE).
NOTE: FOR PRESSURE CONTROL (PC) SOLENOIDS, "ON" = PRESSURIZED, "OFF" = NO PRESSURE.
* = APPLIED WITH NO LOAD.
EXPECTED OPERATING CONDITION IF COMPONENT IN COLUMN NUMBER IS INOPERATIVE:
COLUMN # CONDITION
1 NO 1ST, 2ND, 3RD OR 4TH GEARS.

2 NO 3RD, 5TH OR REVERSE GEARS.
3 NO 4TH, 5TH OR 6TH GEARS.
4 NO 2ND OR 6TH GEARS.
5 NO REVERSE OR ENGINE BRAKING IN 1ST GEAR.
6 NO 1ST GEAR.
Electrical failure of any shift solenoid or pressure control solenoid will result in a default to the transmission protection mode. If the
transmission is in 1st, 2nd or 3rd gear during an electrical failure, the transmission will default to 3rd gear. If the transmission is in
4th, 5th or 6th gear when an electrical failure occurs, the transmission will default to 5th gear.
Mechanical failure within a shift solenoid or pressure control solenoid will again result with the transmission going into a protection
mode. Depending on the vehicle speed, transmission range, the component and which position it is stuck in, the transmission will
default to the optimum gear to allow safe operation.
Refer to the model specific service manual for specific codes and defaults.
74 Figure 69 78A
COMPLETE HYDRAULIC CIRCUITS
The hydraulic circuitry of the Hydra-matic 6 components such as the pump, control valve
Speed RWD transmission is better understood bodies, channel plate and case to assist the user
when fluid flow can be related to the specific when following the hydraulic circuits as they
components in which the fluid travels. In the pass between them. The half page of information
Power Flow section, a simplified hydraulic facing this foldout lists possible conditions and
schematic was given to show what hydraulically component diagnostic tips. Always refer to the
occurs in a specific gear range. The purpose was appropriate vehicle platform service manual when
to isolate the hydraulics used in each gear range diagnosing specific concerns.
in order to provide the user with a basic
understanding of the hydraulic system. The right side foldout shows a two-dimensional
line drawing of the fluid passages within each
In contrast, this section shows a complete component. The active fluid passages for each
hydraulic schematic with fluid passages active in gear range are appropriately colored to correspond
the appropriate component for each gear range. with the hydraulic schematic used for that range.
This is accomplished using two opposing foldout The half page of information facing this foldout
pages that are separated by a half page of identifies the various fluid circuits with numbers
supporting information. that correspond to the circuit numbers used on
the foldout page.
The left side foldout contains the complete color
coded hydraulic circuit used in that gear range For a more complete understanding of the
along with the relative location of valves, ball different hydraulic systems used in a specific gear
check valves and orifices within specific range, refer to the Hydraulic Control Components
components. A broken line is also used to separate section and/or Power Flow section.
PASSAGE A IS LOCATED IN THE FLUID PUMP BODY (LIGHT GREY AREA)

PASSAGE B IS LOCATED IN THE LOWER CONTROL VALVE BODY (LIGHT BLUE AREA)
PASSAGE C IS LOCATED IN THE UPPER CONTROL VALVE BODY (LIGHT RED AREA)
PASSAGE D IS LOCATED ON THE SPACER PLATE (DASHED LINE)
PASSAGE E IS LOCATED IN THE CONTROL SOLENOID (W/BODY AND TCM) VALVE ASSEMBLY (YELLOW AREA)
PASSAGE F IS LOCATED IN THE CASE (WHITE AREA)
FLUID FLOW SCHEMATIC — FLUID FLOW THROUGH

(FOLDOUT) COMPONENTS (FOLDOUT)
A B C RK g)
PA nnin
e Ru
gin
(En (P)
Park l
(Engine Running) the e oi
➤
PARK PARK
r in th
leve fromwing:
(Engine Running)
➤
1-2-3-4 ctor sure follo

CLUTCH CENTER 26 CL
sele pres the g-
the line ed to 218): Re)
CBR
SUPPORT CBR 1
3-5 ASSEMBLY Withsition, rect Valve( essu re

REVERSE (459) LOW &
REVERSE po p is di lator (line prion 55 52
CLUTCH CLUTCH pum Regu tput miss ns p
➤
sure mp ou tra pum
55
4-5-6 49 57
Preses pu to thWe hen mand

ASSEMBLY 52
FRONT
TORQUE CLUTCH 2-6 CLUTCH (461-470) 52 52
ulat rdingents. the defrom
55 55
55 55
accoirem ceeds, fluidr
2
ASSEMBLY (431-443) (450-457) 6
52 52
6
52 2
(1) requut ex sure lato 52 5

2 3
2
5
57
outp e presre regu 5
4
5
51 1
of linpressu
4 4 6 6 1
456 CL 456 CL 51 5 5 52 52
CASE (7)
LUBE LUBE LUBE
the 51
6
2
3
2a
3
2
57 6
51
51 52
52
➤
7 7
➤
UPPER CONTROL VALVE BODY (304) PCS 35 REV CL 5 2 7

1234 CL DFLT 7 5
26 CL 7 7 6 5
26 CL 5 51 51
PCS 1234 CL 1 11
56 2 34 34 34
COOLER 52
PCS 35 REV CL
PS4 11 26 14
PCS CBR1/456 CL 7
52 8
8 10 10 52

PCS 26 CL PCS CBR1/456 CL 2

56 52 49 26 2
49 26
EX 8 38 38
EX EX
TCC RELEASE
PCS 1234 CL 2 2 11 14
2-6 GAIN
456 CL EXH 14 11 46 30 9 29
EX BF EX BF 2 2 9
PCS CBR1/456 CL
9
1234 CL EX
COOLER FEED
CBR 1
52
26 CL
LUBE
52
LUBE
EX BF
CBR
1234 CL FDBK
CBR1/456 CL FD
EX BF
EXHAUST
2-6 CLUTCH REG
LINE 49 1-2-3-4 & 3-5 REV CL SUPPORT (219)

➤
LUBE
PCS 26 CL
EX EX BACKFILL EXH 52 52
DRIVE 1-6
CBR1 FDBK
52 52 52 52 10
PRESSURE 10 38 9 34
(Pump Side)
EX BF
35 REV CL FDBK
1234 CL FD PS1 PS5 9 38

26 CL
26 CL
1234 CL DFLT
PCS 35 REV CL
35 REV CL
PCS 1234 CL
RELIEF VALVE
COMP FD
ACT FD LIM
PS4 EX EX EX 9
1234 CL
35 REV CL
1 49 10 2
456 CL
2 10 14 11 26 49 1
26 CL/1234 CL FD
EX PS3
35 REV FD
1234 CL
TCC APPLY
EX FLUID PUMP COVER (219) FLUID PUMP COVER (219) 52

26 CL
PS4
COOLER FEED
1234 CL FDBK (Torque Converter Housing Side) (Case Side)
EX BF PS3 PS3 NOTE:
EX BF CBR1 FDBK
EX BF EX BF
35 REV CL DRIVE 1-6 – NON FUNCTIONAL HOLES HAVE BEEN
CASE (7)
PS1 PS1 REMOVED FROM COMPONENT DRAWINGS

➤
26 CL/1234 CL FD 456 CL
LINE
PS5

35 REV CL FDBK (Fluid Pump Cover Side)
35 REV FD
1234 CL
PRESSURE RELIEF
ACT FD LIM
ACT FD LIM
35 REV CL FDBK
VALVE 456 CL – DUAL PURPOSE PASSAGES HAVE
EX BF
EX BF
EX BF
#6 #1 #5
#7 #3 #4 UPPER VALVE BODY SIDE NUMBERS LISTED FIRST. CASE (7)
FLUID 35 REV CL
PCS CBR1/456 CL
PCS CBR1/456 CL

CONV FD LIMIT
PRESSURE
CBR1/456 CL FD
GASKET
25a
53b
PCS 35 REV CL
25b
7
37a 53a
FRONT
12c
32a
37d
26b
27a
15a
51b
43a
35a
43b
46a
51a
26a
12g
12h
21e
54a
21d
37c
21b
21a
34d
34b
18a
34a
34e
34g
19a
19b
12b
25c
TEST PLUG
21c
34c
34k
44b
44a
36a
EXH
14b
14a
44c
14c
1
34l
34f
12i
2d
34i

34h
44e
37e
37b
44d
19c
46b
27b
32b
(305)
25d
34j
12a
PCS 26 CL
15b
44f
(40)
2e
EX
EX
GASKET
CBR 1
DRIVE 1-6
6 39c
LUBE
2a
LINE
CBR
DRIVE 1-6 456 CL

PS3
CONVERTER FEED LIMIT 9a

PS1
DRV B
39b 9 10
EX
29 LOWER CONTROL 456 CL 9 2 14 26 26 14 2 9 52 2

45a 51
CONV FD 39a VALVE BODY 48 17 17 51 38f 17c
38 52 9
LINE CSV3 ENABLE 11a
TCC CONTROL VALVE
35 (307) 45b 11 11 10a

11 34 38 10 38e
DRV B
1234 CL DFLT
50h 40 34 10 49 49 10 34 52
38 38 34e 11b
ACT FD LIM
ACT FD LIM
EX BF REVERSE 13a 38 52
LUBE
2
35 REV CL
50g 2
35 REV CL
38d
35 REV CL
51
COMP FD
456 CL 13d 51 51
1234 CL
1234 CL
50f 52 51
52 11c
456 CL
456 CL
10b 14
35 CL REV FD 13e 10 10
EX BF
LUBE
50e
52 52
PS4
LINE REG APPLY EX BF CBR 30a 2 21 52 11

3
50d 11 51a 49a 39c
35 CL REV FD
PCS 35 REV CL
21b
PCS 1234 CL
9a 49 52
REVERSE
REVERSE
47 39 14c
14 51 52 14 26 51 52 49
1234 CL DFLT FD
COMPENSATOR
CSV2 LATCH
50c 9b 51 51 38c 51
ACT FD LIM
27 51
DRV B
FD REG VALVE 51 39b 29

K
39 26 39
1234 CL DFLT
CBR
34 48a 52 27a
PCS TCC 21 52 52 26b
EX
EX
39
➤
50b 38 52 38 27
456 CL FD
EX
EX
52 17 52 52 17d
➤
17
COMP FD
DRIVE 1-6
COMP FD
LINE 26 48b
LINE
52 51 10 10c 11
FRONT
PS5
2a
11e 50a CLUTCH SELECT VALVE 3 31 24 50 27b 24d
27 36
➤
FRONT
11d 13b 51 12 34 51 24 24c 51b 35

DECREASE 52 26a
➤
➤
EX
11a 13c 50 25 51 24 51 24e

17
FRONT
24 39 52 52 11 17b 39a
J
26 39 12i
EXH 11b DRIVE BRAKE 40 52 27 52 12 40a
FRONT
FRONT
13 CSV2 ENABLE 16a #2 11 12 24 49 2b 12h 11d

LINE
2 #2 2 40 12 34d 14b
2a CBR1/CBR FD 22 14 25d
52 49 11e/50a
14 SOL 1 SOL 1 17a 34 24 52 9 34 50 24b
50 52 52 33
50b 26
11c
35 REV CL CBR1/456 CL FD 31c 52 12 25
FLUID 52 12g
PCS CBR1/456 CL
9
DRIVE 1-6 DRIVE 1-6 31b 52 17a 50c 34
PUMP 51 50 52 38 52 15b
38e PCS TCC 51
ISOLATOR
45b
EX
31a 12 51 17 45 37e
COVER 40 52 52
G
38d 45 37 51 15 52 15a
47
(219) EX 51c
40 52 15 13c 48
38f CLUTCH SELECT VALVE 2 41 16 52 13 41 37 41a 37d
SHTL TCC REGULATOR VALVE 29e CBR 1 51 52 37 13 52 45 37c
PCS LINE 38c 51 38 52 12 52 38b
15 2 52
EX
EX
EX
29d
14 15 51 14 21 2 41 52 25c
REG APP
38b 52
REVERSE
SOL 1
#6
COMP FD
5 45 40
39 37
EX
EX
29c 52 39 18a 45a

38a 52 19 #3 52 52
18 19a 25b/44f
10 P R N D M DRIVE DRIVE CSV2 LATCH 28b 29b 25 19 25 13a
LINE
38 44 34a
PS1
35 CL REV FD
ISOLATOR 17c 21 52 38 13 52 34 38 34b 32 38a 50d

CBR1/CBR FD 28a 29a 50 34 24 50 2c
VALVE 17b SOL 1 2 25a/44e 44
SOL 1 12 2 52 43
17d
MANUAL VALVE PCS 26 CL 47b
COMP 51 47 34
46 42 46 42 42 34 16a
41 46b
44d 34i 47b
E
10a REG APPLY 44

50 51 16 52 52 47 13b 42a
PS4 ON 44 13 16 37a/53a 34h 50e
TR ENTS
52
LINE
40a 47a
(36) 52 19 46 46a
EX
LUBE 19 52 52 19b
10b REG APPLY PS3 PS3 37 42
(40) ANSMI ( )
42a 52 52 9b 44c 42
456 CL 10c 9 19c
PS1 #7
41a
TR S 44 20 19 45 37b/53b
(203 ANSM SION FLU
11 34f
SUCTION
20
35 REV CL LINE LINE 2c LINE 29 9 30 46 30 9 12 34 18 12 34j 44b 12f
CBR
2b 52 18 14a
I
(213) CHECK VA SSION FLU ID LEVEL
50 53 52 34 2 50 12e
PCS 35 REV CL 18 14 24a 29e
COMP FD 24a 1234 CL DFLT 1234 CL DFLT 34 46 14 13 20 34 44 12 23 50f
23 24
(214) TRANSM LVE RETAI ID PRES HOLE PLU
24b 24 12d
ACT FD LIM ACT FD LIM 12f
12 29 52 52 52 12
24c 51 54
1234 CL 29d
I
(230) BRASS ORSSION FLU NER AN SURE TES G
PCS 1234 CL ACT FD LIM 12e 52 52 52 45 28b/29b
24d 52 45 51 20 28 52 21a 30b/54b
29 30a
PCS LINE 49a PCS LINE D T 51 21
ACT FD LIM 12d
TR 30 52 30
(232) ANSM IFICE IN ID PUMP BALL AS PLUG
21 12 21 29c
PCS TCC 52 51 29 34k 28a/29a
C
24e
ACT FD LIM 52 52 52 51 51 51 51 34c 51 34g
IS SE
(233) ORIFICE SION VE RT SCREEN SEMBLY
36 51 52 34 52 50g
52 31 29 28 34
35 CL REV FD 54b 30b 50 52 31 34 34 52 34 31 31a 47a
52
SLE NT ASSE 31b
(306) ORIFICE EVE ASSE
33 31c
LINE LINE 31 #5 52
MBLY 31
PS1
PS3
PS4
47 21d
PS5
FLUID FILTER CONT CUP PLU MBLY 44 44 12a 44a 48b

➤
54a
PCS 26 CL
PRESSURES 51 51 48 51 52 12 33 54 21 13d
B
51 53
(#1 ROL G
ASSEMBLY 50 12
PCS LINE
ACT FD LIM
PCS TCC
PRESSURE
ACT FD LIM
PRESSURE PRESSURE 36a

ACT FD LIM
ACT FD LIM
ACT FD LIM
PRESSURE 12
ACT FD LIM
ACT FD LIM
FILTER PLATE 51 51 13 51
(308) , 2, 3, VALVE BO
SWITCH 1 SWITCH 3 SWITCH 5 52
FLUID SWITCH 4 48 21c 31 50h
➤
(26) ASSEMBLY NORMALLY NORMALLY NORMALLY 12b 21e

INTAKE & DECREASE (SUCTION) NORMALLY
52 21 12 22
SOL 2
4 CLOSED 1 CLOSED 3 CLOSED 5 12

PAN CLOSED
(311)
TCC 4, 5, 6, DY BA 13 #4 47
ACT FD LIM
22 32 32b 32a
SOL 1
32 2 20 36 43a
CONVERTER & LUBE (29) (312) PWM 7, 8, LL 51 43 39
➤
48 43b 51c
34l
PRES SOLEN 9, 10, CHEC #1 31
51 48 51 50 2 21
43 2 35 52
51 52
34 43
52
13e 37
38 48a
11, K VA 12 35a
A
LINE SU 51 32 13
FILTER RE CONT OID VALVE 12 LVE 52 52
51 35 51 2e
52 2 12c 2d
12 12
PCS LINE 86 ASSE ROL FILTER 52 2
➤
52
B MBLY SOLEN AS
SOLENOID SIGNAL CONTROL
LINE
PRESSURE
C1234
PRESSURE
TCC
PRESSURE
SHIFT SOL 2
C35R
PRESSURE
CB26
PRESSURE
CBR1/C456
PRESSURE OID VA SEMBLY
SOLENOID
SHIFT SOL 1 CONTROL
SOLENOID
CONTROL
SOLENOID 5
CONTROL
SOLENOID N.L. ON
CONTROL
SOLENOID 2
CONTROL
SOLENOID 4
CONTROL
SOLENOID 3 LVE
(314)
CONTROL VALVE UPPER BODY ASSEMBLY (304) CONTROL VALVE UPPER BODY ASSEMBLY (304) CONTROL VALVE LOWER BODY ASSEMBLY (307) CONTROL VALVE LOWER BODY ASSEMBLY (307) CONTROL VALVE BODY SPACER PLATE ASSEMBLY (305)
COMPENSATOR (Case Side) (Spacer Plate Side) (Control Solenoid Valve Assembly Side) (Spacer Plate Side) (Upper Valve Body Side)
Figure 82 Figure 83
86 FOLDOUT ➤ 87
➤
D E F
HALF PAGE TEXT AND LEGEND

COMPLETE ILLUSTRATED
PARTS LIST
Figure 70 FOLDOUT ➤ 75
PARK (Engine Running)
1-2-3-4
CENTER 26 CL
CLUTCH CBR
SUPPORT CBR 1
3-5 ASSEMBLY
(459) LOW &
REVERSE REVERSE
CLUTCH CLUTCH
4-5-6 49
ASSEMBLY
ASSEMBLY (431-443) (450-457)
(1)
456 CL 456 CL
LUBE LUBE LUBE
CASE (7)
UPPER CONTROL VALVE BODY (304) PCS 35 REV CL
1234 CL DFLT 26 CL
PCS 1234 CL 26 CL
COOLER
PCS 35 REV CL
PS4 PCS CBR1/456 CL



EX EX EX
TCC RELEASE
PCS 1234 CL
2-6 GAIN
456 CL EXH
EX BF EX BF
PCS CBR1/456 CL
1234 CL EX
COOLER FEED
CBR 1
26 CL
LUBE
LUBE
EX BF
CBR
1234 CL FDBK
CBR1/456 CL FD
EX BF
EXHAUST
2-6 CLUTCH REG

LINE
PCS 26 CL
LUBE
EX EX BACKFILL EXH
DRIVE 1-6
CBR1 FDBK
PRESSURE
EX BF
35 REV CL FDBK
1234 CL FD PS1 PS5
26 CL
26 CL
1234 CL DFLT
PCS 35 REV CL
35 REV CL
PCS 1234 CL
RELIEF VALVE
COMP FD
ACT FD LIM
PS4 EX EX EX
1234 CL
35 REV CL
456 CL
26 CL/1234 CL FD
EX PS3
35 REV FD
1234 CL
TCC APPLY
EX
26 CL
PS4
COOLER FEED
1234 CL FDBK
EX BF PS3 PS3
EX BF CBR1 FDBK
EX BF EX BF
35 REV CL DRIVE 1-6
CASE (7)
PS1 PS1
26 CL/1234 CL FD 456 CL
LINE
PS5
35 REV CL FDBK
35 REV FD
1234 CL
PRESSURE RELIEF
ACT FD LIM
ACT FD LIM
EX BF
EX BF
EX BF
#1 #5 #3 #4
#6 #7
FLUID 35 REV CL
PCS CBR1/456 CL
PCS CBR1/456 CL
CONV FD LIMIT
PRESSURE
CBR1/456 CL FD
GASKET
25a
53b
PCS 35 REV CL
25b
7
37a 53a
FRONT
12c
32a
37d
43a
35a
43b
26b
27a
15a
51b
46a
12g
12h
21e
54a
21d
21b
21a
34d
34b
18a
34a
34e
34g
19a
19b
12b
37c
51a
26a
25c
21c
34c
34k
TEST PLUG
44b
44a
36a
EXH
14b
14a
44c
14c
34l
1
34f
12i
2d
34i
34h
44e
37e
37b
44d
19c
46b
32b
27b
12a
34j
(305)
25d
PCS 26 CL
15b
44f
(40)
2e
EX
EX
GASKET
CBR 1
DRIVE 1-6
6 39c
LUBE
LINE
CBR
DRIVE 1-6 456 CL
PS3
PS1
DRV B
39b
EX
LINE CSV3 ENABLE
TCC CONTROL VALVE
35 (307) 45b
DRV B
1234 CL DFLT
50h 40
ACT FD LIM
REVERSE
ACT FD LIM
EX BF 13a
LUBE
2
35 REV CL
50g
35 REV CL
35 REV CL
COMP FD
456 CL 13d
1234 CL
1234 CL
50f
456 CL
456 CL
35 CL REV FD 13e
EX BF
LUBE
50e
PS4
LINE REG APPLY EX BF 50d CBR 30a

3
35 CL REV FD
PCS 35 REV CL
PCS 1234 CL
9a
REVERSE
REVERSE
47
1234 CL DFLT FD
COMPENSATOR
CSV2 LATCH
50c 9b
ACT FD LIM
DRV B
FD REG VALVE
1234 CL DFLT
CBR
34 48a
PCS TCC
EX
EX
50b 39
456 CL FD
EX
EX
COMP FD
DRIVE 1-6
COMP FD
LINE 26 48b
LINE
PS5
2a
11d 13b
DECREASE
EX
11a 13c
EXH 11b DRIVE BRAKE
LINE
2a CBR1/CBR FD 22
14 SOL 1 SOL 1 17a
11c
FLUID
PCS CBR1/456 CL
9 31b
38e PCS TCC
ISOLATOR
EX
31a
COVER
38d
(219) EX 51c
38c
PCS LINE
EX
EX
EX
29d
REG APP
REVERSE
38b
SOL 1
COMP FD
EX
EX
38a 29c
LINE
PS1
35 CL REV FD
ISOLATOR 17c 21
VALVE 17b SOL 1 CBR1/CBR FD 28a 29a
17d SOL 1 MANUAL VALVE PCS 26 CL 47b
10a REG APPLY 44
PS4
LINE
40a 47a
EX
LUBE 10b REG APPLY PS3 42a PS3
456 CL 10c
11 PS1 41a
SUCTION
CBR
2b
COMP FD 24a 1234 CL DFLT 1234 CL DFLT PCS 35 REV CL

24b
24c
1234 CL
24d PCS 1234 CL ACT FD LIM 12e
PCS LINE 49a PCS LINE ACT FD LIM 12d
24e PCS TCC ACT FD LIM 51
36
LINE LINE
PS1
PS3
PS4
PS5
FLUID FILTER
PCS 26 CL
PRESSURES ASSEMBLY PCS LINE
ACT FD LIM
PCS TCC
PRESSURE
ACT FD LIM
PRESSURE PRESSURE
ACT FD LIM
ACT FD LIM
ACT FD LIM
PRESSURE
ACT FD LIM
ACT FD LIM
FILTER PLATE SWITCH 1 SWITCH 3 SWITCH 5
(26) FLUID ASSEMBLY
SWITCH 4
NORMALLY NORMALLY NORMALLY
SOL 2
4 CLOSED 1 CLOSED 3 CLOSED 5
PAN (311) CLOSED
ACT FD LIM
SOL 1
LINE
PCS LINE
LINE C1234 TCC C35R
PRESSURE
CONTROL
PRESSURE
CONTROL
PRESSURE
CONTROL SHIFT SOL 2
PRESSURE
CONTROL
CB26
PRESSURE
CONTROL
CBR1/C456
PRESSURE
CONTROL
(314)
COMPENSATOR
76 Figure 71
PARK
(Engine Running)
The following conditions and component problems could happen
in any gear range, and are only some of the possibilities recom-
mended to diagnose hydraulic problems. Always refer to the
appropriate vehicle platform service manual when diagnosing
specific concerns.
HIGH LINE PRESSURE
• Pressure Regulator Valve (233), or Isolator

Valve (236)
- Stuck, damaged
• Pump Slide (212)

- Stuck
• Line Pressure Control Solenoid

- Loose connector
- Commanded/failed LOW (ON)
LOW LINE PRESSURE
• Pressure Regulator Valve (233), Pressure

Regulator Valve Outer Spring (234), Pressure
Regulator Valve Inner Spring (235) or Isolator
Valve (236)
- Stuck, damaged broken
• Fluid Pump Cover (219)

- Cross channel leak at converter housing to
Cover or cover to case
• Fluid Pump Seal (5)

- Damaged
• Pump Valve Bores

- Excessive valve clearance due to wear
• Upper Control Valve Body (321)

- Cross channel leaks
- Cross valve land leaks
• Lower Control Valve Body (351)

- Cross channel leaks
- Cross valve land leaks
• Gasket/Spacer Plate
- Damaged
- Missing
· Line Pressure Control Solenoid

- Commanded/failed HIGH (OFF)
• Actuator Feed Limit Valve (325), Spring (354) or

Retainer (323)
- Stuck, damaged, broken

1-2-3-4 3-5 REV 4-5-6 2-6
ON ON OFF OFF OFF ON APPLIED*

76A
PARK
(Engine Running)
PASSAGES
1 SUCTION
2 LINE
3 DECREASE
4 CONVERTER FEED
5 CONVERTER FEED LIMIT
6 TCC RELEASE
7 TCC APPLY
8 COOLER FEED
9 CENTER LUBE
10 REGULATOR APPLY
11 COMPENSATOR FEED
12 ACTUATOR FEED LIMIT
13 REVERSE
14 35 REVERSE CLUTCH
15 35 REVERSE CLUTCH FEEDBACK
16 CSV2 ENABLE
17 SOLENOID 1
18 SOLENOID 2
19 CSV3 ENABLE
20 DRIVE
21 DRIVE 1-6
22 DRIVE BRAKE
23 1234 CLUTCH DEFAULT FEED
24 1234 CLUTCH DEFAULT
25 1234 CLUTCH FEED
26 1234 CLUTCH
27 1234 CLUTCH FEEDBACK
28 CBR1/CBR FEED
29 CBR1
30 CBR
31 CBR1/456 CLUTCH FEED
32 CBR1 FEEDBACK
33 456 CLUTCH FEED
34 456 CLUTCH
35 CSV2 LATCH
36 DRIVE B
37 35 REVERSE FEED
38 PCS TCC
39 PCS 1234 CLUTCH
40 PCS 4
41 PCS 1
42 PCS 3
43 PCS 5
44 26 CLUTCH/1234 CLUTCH FEED
45 PCS 35 REVERSE CLUTCH
46 26 CLUTCH
47 PCS 26 CLUTCH
48 PCS CBR1/456 CLUTCH
49 PCS LINE
50 EXHAUST BACKFILL
51 EXHAUST
52 VOID
53 35 REVERSE SUPPLY
54 35 REVERSE CLUTCH FEED
55 VENT
56 TORQUE CONV SEAL DRAINBACK
57 FRONT LUBE
76B
PARK (Engine Running)
55 52
➤
57 55
52
FRONT
52 55 55 52
55 55
2
52 52 52 2
6 6
2 2 57
52 3
5 5
5 5 1
4 51
4 1
4 51 6 6 5
5 52 52
2 2 51 52
51 2a
6 3 3 57 6 51 52
➤
7 7
➤
5 2 7
7 5
7 7 6 5
5 51 51
1 2 11 34 34
56 52 34
11 26 14
7
52 8
8 10 10 52
56 52 2 2
49 49 26
26
8 38 38
2 2 14 11 11 14
2 2 9 46 30 9 29
9
52 52
52
52 52
49 52 1-2-3-4 & 3-5 REV CL SUPPORT (219)
10 52 52 10 38 9 34
9 38 (Pump Side)
9
1 49 10 2 2 10 14 11 26 49 1
FLUID PUMP COVER (219) FLUID PUMP COVER (219) 52

(Torque Converter Housing Side) (Case Side)
NOTE:
– NON FUNCTIONAL HOLES HAVE BEEN
REMOVED FROM COMPONENT DRAWINGS
(Fluid Pump Cover Side)
– DUAL PURPOSE PASSAGES HAVE
UPPER VALVE BODY SIDE NUMBERS LISTED FIRST. CASE (7)
9a 2a
9 10 9
9 2 14 26 26 14 2 52 2 51
17 38f 17c 17 51
38 9 52
11a 11
11 11 38e 10a 34 38 10
34 10 49 49 10 34 52
38 34e 11b 38
38 52 38d 2 51
51 51
52 11c 14 52 51
10 10b 10
52 2 11 52
21 52
49
11
52 21b 51a 49a 39c
14c 39 51
14 51 52 14 26 51 52 49 51
27 51 38c 29 51 51
39b
K
39 26 27a 39
21 26b 52 52 52
➤
38 52 38 27
52 17 17d 52 52
➤
52 11 17 51
10c 10
FRONT
24 27
50 27b 36 24d
➤
12
FRONT
51 24c 51b 35 34 51 24
26a
➤
52 51
➤
50 25 51 24 24e 17
FRONT
24 39 17b 39a 52 52 11
J
26 12i 39
40 52 27 52 40a 12
FRONT
FRONT
11 12 2b 12h 11d 24 49
2 #2 34d 14b 2 40 12
14 25d
52 11e/50a 49
34 24 24b 52 9 34 50
50 52 52 52 33
50b 26
25 12
52 17a 12g 34 52
50 50c 52 38 52
51 15b 45b 51 51
12 45 37e 17 40 52 52
G
45 37 51 15 15a
47 52
13c 48 52 15 40
41 16 52 41a 37d 13 41 37
51 52 37 37c
13 52 45 12
51 38 52 38b 52
15 2 52
14 15 51 14 21 2 25c 52 41
F
#6 45 40 52 39 37
52 18a 45a 39
52 19 #3 19a 25b/44f 52 52
18
25 13a 19 25
13 34a 44 38
52 38 34b 32 38a 50d 52 34 38
50 34 24 2c 50
2 25a/44e 44 12
43 2 52
46 42 41 46b 34i 47b 42 42
51 47 34 46 16a 44d 34
E
50 44 51 16 52 52 13b 42a 47
37a/53a 34h 50e 13 16
46a 52 19 46 52
19 52 19b 52
42 42 52 37
19c 9b 44c 52 9
#7 44 37b/53b 20 19 45
34f 20 12
29 9 30 46 30 9
34j
14a 44b 12f 34 18 12 18
52 50
50 53 52 34 2 24a 12e 14 18
34 46 14 13 23 29e 50f 20 34 44 12
24 12d 23 24
12 29 52 52 52 12
29d 51 54
52 52 28b/29b 52 45
52 30b/54b
21a 20 28 52 45 51
30a 29
51 30 21 52 21 30 12
21 29c
52 51 29 34k 28a/29a 51 51
C
52 52 52 34c 51 34g 51 51
52 52 34 50g 52
52 31 31 29 34 31a 28 34
50 34 47a 52 34 31
31c 31b 33 52
31 #5 31 52
12a 21d 48b 44 47
44 54a 44a 33 52 12
51 51 48 51 13d 54 21
B
51 53 12 12 36a 50 51
52 21c 31 50h 51 13 51 48
21 12b 21e 12
52 12 22 47
32 13 #4 32b 32a 22 32
51 2 43a 39 51c 20 36 43
43b 48
43 2 35 52 34l 13e 37 34 43
#1 31 38 48a 51 52 12
51 48 51 50 2 21 35a 52
A
51 32 13
51 2e 35
2 52 52 51
12 12c 2d 52 12 2
52
52
CONTROL VALVE UPPER BODY ASSEMBLY (304) CONTROL VALVE UPPER BODY ASSEMBLY (304) CONTROL VALVE BODY SPACER PLATE ASSEMBLY (305) CONTROL VALVE LOWER BODY ASSEMBLY (307) CONTROL VALVE LOWER BODY ASSEMBLY (307)
(Case Side) (Spacer Plate Side) (Upper Valve Body Side) (Spacer Plate Side) (Control Solenoid Valve Assembly Side)
REVERSE
1-2-3-4
CENTER 26 CL
CLUTCH CBR
SUPPORT CBR 1
3-5 ASSEMBLY
(459) LOW &
REVERSE REVERSE
CLUTCH CLUTCH
4-5-6 49
ASSEMBLY
ASSEMBLY (431-443) (450-457)
(1)
456 CL 456 CL
LUBE LUBE LUBE
CASE (7)
UPPER CONTROL VALVE BODY (304) PCS 35 REV CL
1234 CL DFLT 26 CL
PCS 1234 CL 26 CL
COOLER
PCS 35 REV CL
PS4 PCS CBR1/456 CL


EX EX EX
TCC RELEASE
PCS 1234 CL
2-6 GAIN
456 CL EXH
EX BF EX BF
PCS CBR1/456 CL
1234 CL EX
COOLER FEED
CBR 1
26 CL
LUBE
LUBE
EX BF
CBR
1234 CL FDBK
CBR1/456 CL FD
EX BF
EXHAUST
2-6 CLUTCH REG

LINE
PCS 26 CL
LUBE
EX EX BACKFILL EXH
DRIVE 1-6
CBR1 FDBK
PRESSURE
EX BF
35 REV CL FDBK
1234 CL FD PS1 PS5
26 CL
26 CL
1234 CL DFLT
PCS 35 REV CL
35 REV CL
PCS 1234 CL
RELIEF VALVE
COMP FD
ACT FD LIM
PS4 EX EX EX
1234 CL
35 REV CL
456 CL
26 CL/1234 CL FD
EX PS3
35 REV FD
1234 CL
TCC APPLY
EX
26 CL
PS4
COOLER FEED
1234 CL FDBK
EX BF PS3 PS3
EX BF CBR1 FDBK
EX BF EX BF
35 REV CL DRIVE 1-6
CASE (7)
PS1 PS1
26 CL/1234 CL FD 456 CL
LINE
PS5
35 REV CL FDBK
35 REV FD
1234 CL
PRESSURE RELIEF
ACT FD LIM
ACT FD LIM
EX BF
EX BF
EX BF
#1 #5 #3 #4
#6 #7
FLUID 35 REV CL
PCS CBR1/456 CL
PCS CBR1/456 CL
53a
PRESSURE
CONV FD LIMIT
CBR1/456 CL FD
GASKET
25a
53b
PCS 35 REV CL
25b
FRONT 7
12c
32a
37d
43a
35a
43b
26b
27a
15a
51b
46a
12g
12h
21e
54a
21d
21b
21a
34d
34b
18a
34a
34e
34g
19a
19b
12b
37c
51a
26a
25c
21c
34c
34k
TEST PLUG
44b
44a
36a
EXH
14b
14a
44c
14c
34l
1
34f
12i
2d
34i
37a
34h
44e
37e
37b
44d
19c
46b
32b
27b
12a
34j
(305)
25d
PCS 26 CL
15b
44f
(40)
2e
EX
EX
GASKET
CBR 1
DRIVE 1-6
6 39c
LUBE
LINE
CBR
DRIVE 1-6 456 CL
PS3
PS1
DRV B
39b
EX
LINE CSV3 ENABLE
TCC CONTROL VALVE
35 (307) 45b
DRV B
1234 CL DFLT
50h 40
ACT FD LIM
REVERSE
ACT FD LIM
EX BF 13a
LUBE
2
35 REV CL
50g
35 REV CL
35 REV CL
COMP FD
456 CL 13d
1234 CL
1234 CL
50f
456 CL
456 CL
35 CL REV FD 13e
EX BF
LUBE
50e
PS4
LINE REG APPLY EX BF 50d CBR 30a

3
35 CL REV FD
PCS 35 REV CL
PCS 1234 CL
9a
REVERSE
REVERSE
47
1234 CL DFLT FD
COMPENSATOR
CSV2 LATCH
50c 9b
ACT FD LIM
DRV B
FD REG VALVE
1234 CL DFLT
CBR
34 48a
PCS TCC
EX
EX
50b 39
456 CL FD
EX
EX
COMP FD
DRIVE 1-6
COMP FD
LINE 26 48b
LINE
PS5
2a
11d 13b
DECREASE
EX
11a 13c
EXH 11b DRIVE BRAKE
LINE
2a CBR1/CBR FD 22
14 SOL 1 SOL 1 17a
11c
FLUID
PCS CBR1/456 CL
9 31b
38e PCS TCC
ISOLATOR
EX
31a
COVER
38d
(219) EX 51c
38c
PCS LINE
EX
EX
EX
29d
REG APP
REVERSE
38b
SOL 1
COMP FD
EX
EX
38a 29c
LINE
PS1
35 CL REV FD
ISOLATOR 17c 21
VALVE 17b SOL 1 CBR1/CBR FD 28a 29a
17d SOL 1 MANUAL VALVE PCS 26 CL 47b
10a REG APPLY 44
PS4
LINE
40a 47a
EX
LUBE 10b REG APPLY PS3 42a PS3
456 CL 10c
11 PS1 41a
SUCTION
CBR
2b
COMP FD 24a 1234 CL DFLT 1234 CL DFLT PCS 35 REV CL

24b
24c
1234 CL
24d PCS 1234 CL ACT FD LIM 12e
PCS LINE 49a PCS LINE ACT FD LIM 12d
24e PCS TCC ACT FD LIM 51
36
LINE LINE
PS1
PS3
PS4
PS5
FLUID FILTER
PCS 26 CL
PRESSURES ASSEMBLY PCS LINE
ACT FD LIM
PCS TCC
PRESSURE
ACT FD LIM
PRESSURE PRESSURE
ACT FD LIM
ACT FD LIM
ACT FD LIM
PRESSURE
ACT FD LIM
ACT FD LIM
FILTER PLATE SWITCH 1 SWITCH 3 SWITCH 5
(26) FLUID ASSEMBLY
SWITCH 4
NORMALLY NORMALLY NORMALLY
SOL 2
4 CLOSED 1 CLOSED 3 CLOSED 5
PAN (311) CLOSED
ACT FD LIM
SOL 1
LINE
PCS LINE
LINE C1234 TCC C35R
PRESSURE
CONTROL
PRESSURE
CONTROL
PRESSURE
CONTROL SHIFT SOL 2
PRESSURE
CONTROL
CB26
PRESSURE
CONTROL
CBR1/C456
PRESSURE
CONTROL
SOLENOID SOLENOID SOLENOID 5 SOLENOID N.L. OFF SOLENOID 2 SOLENOID 4 SOLENOID 3
(314)
N.L. ON N.H. N.L. OFF N.L. OFF N.H. ON N.L. OFF N.H. ON
COMPENSATOR
78 Figure 73
REVERSE
NO REVERSE OR SLIPS IN REVERSE
• C35R Pressure Control Solenoid 2

- Commanded/failed LOW (ON)
- Leaking
• Center Support (459)

- Broken
- Leaking at case
• Low and Reverse Clutch Piston (470)

- Leaking
- Jammed or cracked
• Clutch Select Valve 2 (352), Spring (353)

Bore Plug (328) or Retainer (323)
- Stuck
- Missing
• Clutch Select Valve 3 (352), Spring (353)

Bore Plug (328) or Retainer (323)
- Stuck
- Missing
• #5 Ball Check Valve

- Stuck
- Missing
• #2 Ball Check Valve

- Stuck
- Missing
• 3-5 Reverse Clutch Piston (421)

- Leaking
- Jammed or cracked
• 3-5 Reverse Clutch Piston Inner Seal (419)

or Outer Seal (422)
- Leaking
- Missing

1-2-3-4 3-5 REV 4-5-6 2-6
ON OFF OFF OFF ON ON APPLIED APPLIED
78A
REVERSE
PASSAGES
1 SUCTION
2 LINE
3 DECREASE
4 CONVERTER FEED
5 CONVERTER FEED LIMIT
6 TCC RELEASE
7 TCC APPLY
8 COOLER FEED
9 CENTER LUBE
10 REGULATOR APPLY
11 COMPENSATOR FEED
12 ACTUATOR FEED LIMIT
13 REVERSE
14 35 REVERSE CLUTCH
15 35 REVERSE CLUTCH FEEDBACK
16 CSV2 ENABLE
17 SOLENOID 1
18 SOLENOID 2
19 CSV3 ENABLE
20 DRIVE
21 DRIVE 1-6
22 DRIVE BRAKE
23 1234 CLUTCH DEFAULT FEED
24 1234 CLUTCH DEFAULT
25 1234 CLUTCH FEED
26 1234 CLUTCH
27 1234 CLUTCH FEEDBACK
28 CBR1/CBR FEED
29 CBR1
30 CBR
31 CBR1/456 CLUTCH FEED
32 CBR1 FEEDBACK
33 456 CLUTCH FEED
34 456 CLUTCH
35 CSV2 LATCH
36 DRIVE B
37 35 REVERSE FEED
38 PCS TCC
39 PCS 1234 CLUTCH
40 PCS 4
41 PCS 1
42 PCS 3
43 PCS 5
44 26 CLUTCH/1234 CLUTCH FEED
45 PCS 35 REVERSE CLUTCH
46 26 CLUTCH
47 PCS 26 CLUTCH
48 PCS CBR1/456 CLUTCH
49 PCS LINE
50 EXHAUST BACKFILL
51 EXHAUST
52 VOID
53 35 REVERSE SUPPLY
54 35 REVERSE CLUTCH FEED
55 VENT
56 TORQUE CONV SEAL DRAINBACK
57 FRONT LUBE
78B
REVERSE
55 52
➤
57 55
52
FRONT
52 55 55 52
55 55
2
52 52 52 2
6 6
2 2 57
52 3
5 5
5 5 1
4 51
4 1
4 51 6 6 5
5 52 52
2 2 51 52
51 2a
6 3 3 57 6 51 52
➤
7 7
➤
5 2 7
7 5
7 7 6 5
5 51 51
1 2 11 34 34
56 52 34
11 26 14
7
52 8
8 52
➤
10 10
56 52 2 2
49 49 26
26
8 38 38
2 2 14 11 11 14
2 2 9 46 30 9 29
9
52 52
52
52 52
49 52 1-2-3-4 & 3-5 REV CL SUPPORT (219)
10 52 52 10 38 9 34
9 38 (Pump Side)
9
1 49 10 2 2 10 14 11 26 49 1
FLUID PUMP COVER (219) FLUID PUMP COVER (219) 52

(Torque Converter Housing Side) (Case Side)
NOTE:
– NON FUNCTIONAL HOLES HAVE BEEN
REMOVED FROM COMPONENT DRAWINGS
(Fluid Pump Cover Side)
– DUAL PURPOSE PASSAGES HAVE
UPPER VALVE BODY SIDE NUMBERS LISTED FIRST. CASE (7)
9a 2a
9 10 9
9 2 14 26 26 14 2 52 2
17c 51
17 38f 17 52 51
38 9
11a 11
11 11 38e 10a 34 38 10
34 10 49 49 10 34 52
38 34e 11b 38
38 52 38d 2 51
52 51 51 51
10b 11c 14 52
10 10
52 2 11 52
21 52
49
11
52 21b 51a 49a 39c
14c 39
14 51 52 14 26 51 52 49 51 51
27 51 38c 29 51 51
39b
K
39 26 27a 39
21 26b 52 52 52
➤
38 52 38 27
52 17 17d 52 52
➤
52 11 17
10c 10 51
FRONT
24 27
50 27b 36 24d
➤
FRONT
51 24c 51b 35 34 51 24 12
26a 52
➤
➤
50 25 51 24 24e 17 51
FRONT
24 39 17b 39a 52 52 11
J
26 12i 39
40 52 27 52 40a 12
FRONT
FRONT
11 12 2b 12h 11d 24 49
2 #2 34d 14b 2 40 12
14 25d
52 11e/50a 49
34 24 24b 52 9 34 50
50 52 52 52 33
50b 26
25 12
52 17a 12g 34 52
50 50c 52 38 52
51 15b 45b 51 51
12 45 37e 17 40 52 52
G
45 37 51 15 15a
47 52
13c 48 52 13 15 40
41 16 52 41a 37d 41 37
51 52 37 37c
13 52 45
12
51 38 52 38b 52
15 2 52
14 51 14 21 2 25c 52 41
F
#6 45 40 52 39 37
15 52 18a 45a 39
52 19 #3 19a 25b/44f 52 52
18
25 13a 19 25
52 13 34a 34 44 38
38 2c 34b 32 38a 50d 52 38
50 34 24 2 50
43
25a/44e 44 12
46b 2 52
46 42 46 16a
41 44d 34i 47b 42 42
51 47 34 34
E
50 44 51 16 52 52 13b 42a 47
37a/53a 34h 50e 13 16
46a 52 19 46 52
19 52 19b 52
42 42 52 37
19c 9b 44c 52 9
#7 44 37b/53b 20 19 45
34f 20
29 9 30 46 30 9
34j
14a 44b 12f 34 18 12 18
12
52 50
50 53 52 34 2 24a 12e 14 18
34 46 14 13 23 29e 50f 20 34 44 12
24 12d 23 24
12 29 52 52 52 12
29d 51 54
52 52 28b/29b 52 45
52 21a 30b/54b 20 28 52 45 51
30a 29
51 30 21 52 21 30
21 29c 12
52 51 29 34k 28a/29a 51
C
52 52 52 34c 51 34g 51 51 51
52 52 34 50g 52
52 31 31 29 34 31a 28 34
50 34 47a 52 34 31
31c 31b 33 52
31 #5 31 52
12a 21d 48b 44 47
44 54a 44a 33 52 12
51 51 48 51 13d 54 21
B
51 53 12 12 36a 50
52 51 13 51 51
21c 21e 31 50h 48
52 21 12 12b 12 22
13 #4 47
32 32b 32a 20 22 36 32
51 2 43a 39 51c 43
2 34l 43b 48
#1 31 43 35 52 13e 37 38 48a 34 43
51 48 51 50 2 21 35a 52 51 52 12
A
51 32 13
51 2e 35
2 52 52 51
12 12c 2d 52 12 2
52
52
CONTROL VALVE UPPER BODY ASSEMBLY (304) CONTROL VALVE UPPER BODY ASSEMBLY (304) CONTROL VALVE BODY SPACER PLATE ASSEMBLY (305) CONTROL VALVE LOWER BODY ASSEMBLY (307) CONTROL VALVE LOWER BODY ASSEMBLY (307)
(Case Side) (Spacer Plate Side) (Upper Valve Body Side) (Spacer Plate Side) (Control Solenoid Valve Assembly Side)
NEUTRAL (Engine Running)
1-2-3-4
26 CL
CLUTCH CENTER

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6 Speed RWD Technician S Guide PDF

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HYDRA-MATIC 6 Speed RWD

The Hydra-matic 6 Speed RWD Technician’s Guide is intended for

The Hydra-matic 6 Speed RWD Technician’s Guide is also intended to

© COPYRIGHT 2005 POWERTRAIN GROUP

ALL RIGHTS RESERVED

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 ................................................................................... 17

PLANETARY GEARSETS ............................................................................... 25

HYDRAULIC CONTROL COMPONENTS ....................................................... 28

ELECTRICAL COMPONENTS ........................................................................ 39

POWER FLOW .......................................................................................................... 49

COMPLETE HYDRAULIC CIRCUITS ....................................................................... 75

LUBRICATION POINTS .......................................................................................... 100

BUSHING AND BEARING LOCATIONS ................................................................ 101

SEAL LOCATIONS ................................................................................................. 102

ILLUSTRATED PARTS LIST .................................................................................. 103

BASIC SPECIFICATIONS ...................................................................................... 118

PRODUCT DESIGNATION SYSTEM ...................................................................... 119

GLOSSARY ............................................................................................................ 120

ABBREVIATIONS ................................................................................................... 122

INDEX ..................................................................................................................... 123

ACT FEED LIMIT VALVE

4-5-6 CLUTCH TCC

CONVERTER (WITH FLUID PUMP)

PRESSURE REGULATOR VALVE

FRONT SUN GEAR SUN GEAR

FLUID FLOW SCHEMATIC — FLUID FLOW THROUGH

ctor sure follo

4-5-6 Preses pu to the hen mand

UPPER CONTROL VALVE BODY (304) PCS 35 REV CL 5 2 7

PS4 PCS CBR1/456 CL 11 26 14

456 CLUTCH BOOST VALVE

PCS 26 CL PCS CBR1/456 CL 2

LINE 49 1-2-3-4 & 3-5 REV CL SUPPORT (219)

1234 CL FD PS1 PS5 9 38

EX FLUID PUMP COVER (219) FLUID PUMP COVER (219)

456 CL 456 CL 456 CL ACT FEED LIMIT VALVE

VALVE 35 REV CL FDBK 456 CL – DUAL PURPOSE PASSAGES HAVE

(LOCATED IN PUMP) 35R SPL LINE

– EXHAUST FLUID NOT SHOWN.

LUBE SPACER PLATE 50 45 33 32 43 25 46 23 42 20 12 38 37 41

DRIVE 1-6 456 CL

CONVERTER FEED LIMIT

29 LOWER CONTROL 456 CL 9 2 14 26 26 14 2 9 52 2

35 CL REV FD 13e 10b 14

LINE REG APPLY EX BF CBR 30a 2 21 52 11

FD REG VALVE 27 51 51 38c 39b 29

11e 50a 31 50 27b 24d

11d 13b 51 12 34 24 24c 51b 35

11a 13c 50 25 51 24 51 24e

13 CSV2 ENABLE 16a #2 11 12 24 2b 12h 11d

9 31b 52 17a 12g 34

COVER 31a 12 51 17 45 37e

29c 52 39 18a 45a

(213) CHECK VA SION FLU ID LEVEL

4 CLOSED 1 CLOSED 3 CLOSED 5 52 12 22