Hydraulics Fundamentals Part I: Main Pressure

Regulator Valve Line-Ups

As today’s transmissions continue to increase in complexity, from growing involvement in

electronic controls to a seemingly exponential increase of available gear ratios, one concept
remains the backbone of automatic transmissions: hydraulics. Forces, pressures and flow rates
are critical considerations in all stages of a transmission’s lifecycle. Engineers use these as tools
to achieve desired shift timing, shift quality and overall efficiency. As rebuilders, it is important to
understand hydraulics in order to properly diagnose failures and determine the best method to fix
the transmission. As an aid in that regard, this will be the first in a series of Sonnax articles
exploring how the different types of valves and hydraulic circuits work and (just as importantly)
what symptoms or failures occur when they quit functioning correctly.

One critical “tool” that technicians can use in the real world to diagnose drivability concerns,
trouble codes or internal failures is the knowledge that all hydraulic designs rely on a system’s
ability to hold pressure. As vehicle mileage increases and components wear, hydraulic circuits
begin to lose this ability. While there are a variety of hydraulic components in a transmission, the
valve train can often be overlooked or misunderstood.

One of the most significant components is the main (or primary) pressure regulator valve. There
are five pieces to how it regulates main line pressure and provides converter feed: source
pressure, spring force, balance oil, an exhaust and opposing throttle signal/EPC fluid force  (Figure
1).
 Figure 1

Pressure and volume flow directly from the pump is not consistent due to constant changes in
engine speed, so unregulated pump pressure cannot be relied on for operating
the transmission by itself. The pressure regulator valve is the equalizer and uses the pump to
generate source pressure.

The pressure regulator spring is used to apply force to one side of the valve, and the spring design
is a determining factor in what line pressure will be regulated to. This is because the spring force is
constantly applied and pushing the valve to one end of the bore. There needs to be a greater force
applied in the opposite direction of the spring in order to move the valve out of its resting position.

A balance system is fluid pressure applied to a reaction area on the valve to work against spring
force and begin to move the valve into its regulating position. This is often regulated line pressure
directed through an orifice to the balance spool. As the balance circuit is charged, a feed passage
is opened to provide fluid flow to the torque converter and — indirectly — the lube circuit.

An exhaust passage is placed in the bore to dump off line pressure when the valve strokes far
enough against the spring. At this point, the balance pressure drops due to the drop in line
pressure, and the spring force moves the valve in the opposite direction. Without an exhaust
passage, line pressure would essentially follow unregulated source pressure from the pump.

Throttle signal/EPC pressure is used to position the main pressure regulator valve in the bore to
control the line pressure according to driving needs. At heavier throttle, or in Reverse, higher line
pressure is required for increased torque and holding power, so a pressure “boost” is applied to
the pressure regulator valve to move it to a high line pressure position. Some applications apply
this pressure directly to the pressure regulator valve, some use a boost valve and sleeve
assembly, and others use a combination of the two.

This line pressure adjustment can occur thousands of times in a drive cycle, making the main
pressure regulator valve and associated boost valve assembly some of the most active valves in
the transmission.

Due to constant movement in the bore, the main pressure regulator valve tends to be one of the
most common wear areas inside any unit. An important consideration is the fact that symptoms
will be different depending on what area of the bore is worn. Wear on the balance end can allow
balance pressure to cross leak and requires higher line pressure to counteract the force of the PR
spring. This is often seen in the Saturn TAAT valve bodies (Figure 2).

Figure 2

High line pressure can result in harsh shifts, broken parts and even shift timing issues in governor
controlled units. Wear between the line pressure and exhaust passages leads to pressure cross-
leaking to the exhaust and decreasing overall line pressure. One of the more common examples
of wear in this area is the AODE/4R70W (Figure 3).
 Figure 3

Wear within boost assemblies typically results in lower line pressure, as there is diminished
hydraulic pressure pushing the pressure regulator valve back from the exhaust position. Low line
pressures can result in soft shifts, burnt clutches and also shift timing problems in governor-
controlled units. While symptoms from bore wear can occur at all temperatures, they will typically
get worse as the transmission warms up and fluid thins out. The symptoms the vehicle exhibits
can help to narrow down what valve lineups to check and where to check them.

There are a few different tests that can be done when main pressure regulator valve wear is
suspected. Before draining the fluid and dropping the pan, a good place to start is getting a line
pressure gauge on the unit, provided there is a line pressure port on the transmission. Problems
with overall line pressure can be caused by wear in the pressure regulator valve bore. Once the
casting is on the bench, there are a few different approaches to qualifying wear in the bore. Visual
inspection is an obvious method, but others, such as the flashlight, wiggle and wet air tests have
been used. The least subjective and most repeatable method in determining casting wear is
vacuum testing. Measuring the amount of air that can leak between a valve spool and sealing
surface in the casting tells us how much fluid can blow by during operation.

Problems with the main pressure regulator valve can have a variety of different symptoms, but
with a better understanding of its function, the diagnostic process is quicker and easier. As a
circuit begins to lose its ability to hold pressure, the drivability and pressure problems soon follow.
Always start with the least invasive diagnostic checks — in this case line pressure — to shed
some light on what could be causing a customer’s complaint.
Hydraulics Fundamentals Part II: Accumulators &
Shift Feel
“Thuds,” “clunks,” “bangs,” “slipping” and “harsh” are all common words used by customers to
describe unpleasant shift feel. These complaints can be on upshifts, downshifts, specific gear
ranges or on all shifts. Accumulators and their circuits have been used for years as the primary
method for controlling shift feel. These components are designed to modify a shift by essentially
acting as a shock absorber for the fluid pressure that is applying a clutch, brake or band.
Cushioning of this high pressure allows the apply component to engage gradually, instead of
slamming on and rattling parts and bones alike.

Through the years, accumulators have changed significantly. Like most other changes, the driving
needs were to increase fuel economy, improve shift quality and reduce overall manufacturing cost
by maintaining or reducing size and weight of the transmission. In older 3- and 4-speed, fully
hydraulic transmissions, accumulator circuits were typically large pistons and springs, with
numerous additional valves helping to control pressures and flow. As electronics came into play,
solenoids were added to the accumulator circuits, giving better control to the shift feel based on
driving conditions, thereby eliminating the need for some valves. In many newer 6- and 8-speed
transmissions, “traditional” accumulators and related valves are no longer needed. That’s because
the computer and solenoids have direct control over the shifts, providing very fine control of shift
feel, often in clutch-to-clutch transitions. Regardless of the transmission design, apply pressure
accumulation is still occurring — but the related devices are much more varied. To properly
address your customers’ complaint of shift feel, it is important to understand these various
components, how they work and typical failure modes and corrections for each.

A look at the apply components and accumulator circuitry in a GM 4L60 (700-R4) in D1–D4
ranges will provide a great understanding of basic, fully hydraulic shift feel control. Figure 1 shows
a very simplified apply chart showing clutch and band activity, as we focus on how the apply and
release pressures are accumulated.
 Figure 1 — 4L60 Clutch Apply

Gear 2-4 Band Forward Clutch 3-4 Clutch

P-N

D-1 Applied

D - 2 Applied Applied

D-3 Applied Applied

D - 4 Applied Applied Applied

As the vehicle is moved from Park to Overdrive, the forward clutch is applied. The manual valve
directs regulated line pressure into the D4 circuit (Figure 2), which seats the #12 checkball.

Figure 2 – 4L60 Forward Accumulator Circuit

At low pressure/idle, this fluid is forced through the orifice, where it will gradually stroke the
forward clutch accumulator piston against opposing spring force, thus absorbing the D4 pressure
that is also routed to apply the forward clutch. As throttle pressure increases, D4 pressure will
increase and stroke the forward abuse valve against spring force, which allows the orifice to be
bypassed and fluid flow to the forward clutch and accumulator to increase for a quicker apply. It is
important to have the circuit be throttle-sensitive, as quicker and firmer shifts are desired at higher
speeds for improved shift feel, as well as to prevent prolonged clutch slip and heat build-up that
reduces clutch life. The forward clutch is engaged for all Forward gears. When manually shifting,
the selector from any Forward gear to Park or vehicle would be stopped first. The forward clutch
would then release, unseating the #12 checkball for a rapid exhaust of apply pressure. For this
same reason, it is not necessary to have the accumulator piston stroke against throttle sensitive
fluid force; spring force alone is adequate. Forward clutch failure or harsh forward engagement
could be caused by leakage in the accumulator circuit, most notably at the forward abuse valve
bore in the valve body and at the piston-to-pin interface of the accumulator piston.

As vehicle speed increases, the shift to 2nd Gear will occur and the 2-4 band will apply. Figure
3 shows 2nd fluid being directed from the 1-2 shift valve to seat the #8 checkball, which meters the
flow to the 1-2 accumulator piston and the 2nd apply piston in the servo assembly through an
orifice.
 Figure 3 – 4L60 1-2 Shift Accumulation

In this instance, the accumulator piston is absorbing 2nd apply pressure by working against a
spring and throttle-sensitive fluid force, which is provided by the accumulator valve as it regulates
D4 pressure into the 1-2 accumulator circuit. The addition of this throttle-sensitive, 1-2
accumulator pressure helps to better control the shift feel based upon the speed of the vehicle. So,
a higher speed will result in greater back pressure to the accumulator piston, which will result in a
firmer and quicker 1-2 shift. This accumulator valve has various size ratios from OE to provide
different shift feels for various vehicle and engine combinations. Servo assemblies used to apply
bands often have built-in accumulator action, as shown in this instance as 2nd  fluid strokes the
2nd apply piston against spring force to apply the 2-4 band. This 2nd apply piston also has
different OE sizes for various performance shift feels. Concerns with a 1-2 or 2-1 shift feel could
be the result of wear at the accumulator valve, 1-2 accumulator piston, servo assembly or pin-to-
case wear. The incorrect 1-2 accumulator valve or servo piston ratio can also create undesired 1-
2, 2-1 shift feel.

The 4L60-E transmission basically kept the same transmission architecture as the 4L60, but
introduced various electrical devices that controlled pressures based off of various inputs. The
same accumulator and servo piston components are still used on the 4L60-E as on the 4L60, and
the same simplified apply chart for the 2-4 band, Forward and 3-4 clutches in Figure 1 can be
used. The 4L60 primarily used a mechanical governor assembly for determining vehicle speed by
engagement with the output shaft. Throttle pressure adjusted by a mechanical lever connecting
the gas pedal to the throttle plunger valve to control the pressures associated with shift timing and
feel. This also required numerous support valves (throttle valve, MTV downshift, MTV upshift, TV
limit, line bias) to fine-tune the shift control based on driver needs. The 4L60-E eliminated these
valves, the governor assembly and mechanical throttle controls by accomplishing the same
functions with an EPC (electronic pressure control) solenoid (Figure 4) controlled by the power
control module (PCM) getting inputs from speed sensors and a throttle position sensor.
Figure 4 – 4L60-E 1-2 Shift Accumulation

This switch to indirect electronic control also provides greater precision in timing and shift feel by
allowing real-time monitoring (via speed sensors) of the vehicle speed so that instant changes can
be made to accumulator circuit pressures to adjust the shift feel mid-shift. On-off shift solenoids
were added, allowing the ability to schedule shift changes via the PCM, which could be tailored to
the type of vehicle, engine, driving conditions (incline, temperature, altitude, etc.) and driver
demands. So in addition to the previously noted hydraulic accumulator and valve components
causing shift feel complaints when worn, add faulty solenoids, sensors and the PCM itself to the
list when performing diagnostics and determining root cause.
In 2006, GM introduced the 6-speed series of RWD units: 6L45, 6L50, 6L80 and 6L90. Like other
GM transmissions, the last two digits indicate the relative torque of the unit, with the higher
numbers having increased torque capacity for higher performance applications. While some
internal hard parts vary between these torque ratios, GM was able to keep the hydraulic valves
and calibrations the same. These units do not have a single “traditional” accumulator or servo
piston in the circuitry. The shifts in these units are clutch-to-clutch (Figure 5), which helps to
control the size and cost of the transmissions.

Figure 5 — GM 6-Speed RWD Clutch and Solenoid Apply

Pressure Control Solenoids Clutches

1-2-3-4 3-5 Low & Low

Gea 2-6 Cl. 3-5 Rev. L/R 4-5-6 1-2-3-4 4-5-6 2-6
Cl. PCS Rev. Rev. Clutch
r PCS 4 Cl. PCS 2 Cl. PCS 3 Clutch Clutch Clutch
5 Clutch Clutch Sprag

P-
Off Off Off On Applied*
N

Rev. Off Off On On Applied Applied

D - 1 On Off Off Off Applied Holding

D - 2 On On Off Off Applied Applied

D - 3 On Off On Off Applied Applied

D - 4 On Off Off On Applied Applied

D - 5 Off Off On On Applied Applied

D - 6 Off On Off On Applied Applied

* Applied with no load

This design and shift architecture is made possible by the further improvement in computerized
and electrically controlled shifts. By utilizing direct acting pressure control solenoids (PCS),
sophisticated programming and algorithms for shifts based on a multitude of driver and
environmental inputs and adaptive-learning processes, shift timing and feel can be controlled very
tightly and literally with each and every shift. This type of technology allows for shift timing and feel
adjustment as internal hard parts and clutch components wear that — in fully hydraulic or indirectly
controlled transmissions — would have resulted in undesirable shifts. This can further extend the
service life of the transmission and its components.
It is important to understand the details of how these shifts occur, as there are still components in
the circuitry that can fail and lead to shift feel complaints. The various clutches have designated
pressure control solenoids which, via commands from the transmission control module (TCM),
directly modulates actuator feed limit pressure into PCS clutch pressure. This PCS clutch pressure
is then directly applied to a clutch regulator valve and clutch boost valve (except for the 2-6
clutch), which routes the clutch apply pressure directly to the clutches. This allows the TCM to
directly control apply and release pressure at the various clutches based off of the various driver
and environmental inputs. Figure 6 shows an example of this, as the 1-2-3-4 clutch begins to
apply.

Figure 6 – GM 6-Speed RWD 1-2-3-4 Partial Clutch Apply

PCS 5 fluid pressure is directed to both the 1-2-3-4 clutch regulator and 1-2-3-4 clutch boost
valves. As the clutch regulator valve strokes against spring force and clutch feedback pressure,
clutch feed pressure is regulated into the 1-2-3-4 clutch and it begins to apply. As PCS 5 fluid
pressure increases (Figure 7), the clutch boost valve will stoke completely, opening clutch
feedback pressure to exhaust and allowing full stroke of the regulator valve so that full clutch apply
pressure is sent to the clutch.

Figure 7 – GM 6-Speed RWD 1-2-3-4 Full Clutch Apply

Thus, by the TCM controlling the PCS, a gradual pressure is applied to the clutches through the
valves, which aids in controlling shift feel. The TCM also monitors the input and output speed
sensors, and as clutches and components wear, “adapts” and changes PCS output pressure to
compensate and maintain proper shift timing, overlap and feel. So wear at the clutch regulator
valves or clutch boost valves could exceed the parameters of what adaptive learning compensates
for, and poor shift feel and timing could occur. Likewise, wear at the actuator feed limit valve or
dirty/faulty solenoids could cause these complaints.

A valve that is tied into the 1-2-3-4, 3-5-Rev. and 4-5-6 clutch apply circuits that can greatly
influence shift feel is the compensator feed regulator valve. This valve (Figure 8) regulates line
pressure into the compensator feed circuit to hydraulically assist clutch return springs during
release of the rotating clutches.

Figure 8 – GM 6-Speed RWD Compensator Feed Regulator Valve

After the clutches disengage, the compensator feed circuits maintains some pressure in the clutch
release cavity to oppose centrifugal application of the clutches. Even during release, the clutch
apply cavity retains fluid through the clutch exhaust backfill circuit, which is fed by clutch oil
through the clutch regulator valves as they exhaust during release. In clutch-to-clutch apply
applications, timing is critical, so maintaining some residual oil pressure in both the clutch apply
and clutch release cavities of a clutch will allow it to essentially be primed for quicker action when
commanded.
As transmissions continue to add speeds, new and creative ways for controlling shift timing and
feel are being developed. GM’s 8-speed RWD unit seems to be heading in the direction of more
sophistication in the adaptive controls by programming based on each individual PCS’s flow
characteristics. So, while traditional, “hydraulic” accumulators were a primary source of shift feel, it
is important to look beyond those components to address shift complaints in newer transmissions.
Hydraulics Fundamentals Part III: Secondary
Regulators

The secondary regulator valve is primarily used in Aisin AW variations, including Toyota/Lexus
U140, U150, U660, U760, A760, A761, A960, AB60 and VW/Audi 09G and 09D, just to name
some current applications.

This valve has been around for a long time, even back to the old A40 non-lockup models. The
secondary regulator valve controls torque converter release and apply pressure, as well as
lubrication pressure and balance pressure. It basically limits these pressures to approximately 100
and 120 psi, depending on vehicle application. This prevents TCC release and apply timing
issues, as these circuits are controlled to a maximum pressure.

Looking back at other OE transmission applications, some manufactures use a torque converter

limit valve on the release side of the torque converter circuit and then use regulated line pressure
to apply the clutch. Other OE applications will have a TC limit valve on the release side and a TC
regulator valve on the apply side of the torque converter clutch circuit. The use of the secondary
regulator valve basically handles both release and apply pressures through one valve in the Aisin
family. Figure 1 shows a partial oil circuit diagram of the secondary regulator valve on the U760
and its connection to the primary regulator valve.
 Figure 1 – U760 Partial Circuit Diagram

Pump output pressure is fed to the primary pressure regulator valve. The primary pressure
regulator valve regulates this pressure through the balance feed connected to valve spool 1, the
spring force, and SLT output pressure from the SLT solenoid, which acts as the pressure control
solenoid on the spring side of spool 5. Regulated line pressure from the primary regulator valve is
fed in between spool 3 and 4, which is connected to the secondary regulator valve between spools
2 and 3. This same feed pressure is sent to the balance side of the secondary regulator valve at
spool 1. The spring force and SLT pressure at the spring side of spool 4 control secondary
regulator valve pressure. Regulated pressure from the secondary regulator valve is fed to the
lockup control valve and lockup relay valve. These valves control the switch from TCC Off (Figure
2) to TCC Flex to TCC On (Figure 3).
Figure 2 – TCC Off
 Figure 3 – TCC On

These are the three torque converter clutch modes available on the U760 transmission. Spool 3 of
the secondary regulator valve has a connection from orificed line pressure to the internal
lubrication circuits and a “To Cooler” connection that is fed to the lockup relay valve to help keep
transmission fluid temperature down.
Problems in the secondary regulator valve lineup can be related to the following complaints:
engine stall or stumble from the loss of TCC release pressure; torque converter slip; TCC apply
chatter/shudder or no torque converter clutch application, which can create numerous diagnostic
trouble codes. Lubrication and overheat issues also can stem from problems in this area.
Hydraulics Fundamentals Part IV: Converter
Clutch Control
Division

As rebuilders, we often divide responsibility between sub-assemblies. Whether we build torque

converters, valve bodies or transmissions, we place an expectation on the condition of the pump,
gear train, valve body or converter that will be paired to our build. However, during diagnosis of
any problem, we need to be able to trace and diagnose the entire affected circuit, not just the part
of the circuit we are responsible for. Whether we build transmissions or converters, we must be
familiar with the circuitry involved in each sub-assembly to ensure successful diagnosis. In modern
vehicles, the converter clutch is very active and has become critical to drivability.

Most converter failures are related to the TC clutch and overheating conditions. To sort out these
failures, we will divide the types and paths of various designs. Torque converter circuits include:

Charge

Release

Apply (CA): Converter Apply

CBY: Converter Bypass

CI: Impeller In

CT: Turbine Out

These definitions may vary between manufacturers.

Defining One-, Two- & Three-Path Converters

Because of advancements in converter technology, fluid control has changed significantly over
time. We start with the simple “fluid coupling,” defined as a stator-less, open converter. Early open
(non-lockup) converters had one path: in/out. The inlet was charged by way of the pump stator
support and fed by the line pressure regulator valve (Figures 1 & 2).
Figure 1 – 4L80 Converter
 Figure 2 – Honda Main Regulator Valve

Charge pressure purges air from the converter and ensures fluid force between the impeller and
turbine. Low converter pressure shows up as higher engine stall, low power, poor mileage, turbine
blade damage and noise.

Before we proceed, we should understand that pressure and flow are not the same. Pressure is
created by and ahead of a restriction as flow is forced to it. A converter assembly can be charged,
or build up internal pressure, because of a designed restriction on the outlet. Flow exiting a
converter will be sporadic if charge pressure is low. A poor charge with traditional ATF can starve
the lube circuit for several miles after an initial start. Synthetic ATF improves flow in extreme cold,
but the charge relies on proper valve and pump operation.

Pressure and the movement of fluid perform the work. Work creates heat, so circulation or flow is
required to reduce heat. A non-lockup converter generates heat whenever the turbine RPM is not
matched to the cover RPM. During deceleration, the wheels drive the turbine shaft faster than
engine RPM, which also generates heat. Coupling speed (lockup in a TCC) is when the cover of
the converter is turning the same speed as the turbine shaft.

The two-path lockup converter has a release oil circuit that flows through the center of the turbine
shaft and exits the shaft between the TCC piston and cover. This pressure releases the piston and
friction material from contact with the cover. The second path is apply pressure: the clamping force
loading the piston onto the cover. As the release oil is exhausted, apply pressure is increased.

Two-path clutch control typically requires three to four valves to regulate the slip rate and turbine
shaft RPM. The main regulator valve has a circuit leading to the converter. In the circuit is a TC
control valve, which acts as the gateway for apply and release oil. Once the control valve is
stroked by TC solenoid output, an apply regulator starts the job of regulating clutch slip. Excess
apply pressure can distort the TC piston and overload the damper or clutch material.

Many current TCC pistons are preloaded toward the cover. The GM 6L80 illustrated is one of
those, a ZF6HP or Ford 6R60/80 are other examples. “Preloaded” means they are always applied
with the engine off so the turbine shaft will be driven upon start until the clutch releases.
The transmission pump and valve control must be adequate to release the clutch from the cover.
With insufficient pump volume at idle in Drive or Reverse, a rough idle or engine stall occurs.

As release pressure is reduced, apply pressure is increased, which affects ATF flow through the
converter. Let me repeat that: flow through the converter, not flow to the cooler. When the clutch is
not applied, the clutch has moved away from the cover for oil to pass. This clutch release
clearance is a restriction. Upon lockup, pressure clamps the clutch, but flow from the TC control
valve goes to the cooler instead of the converter. Typically, flow has a significant increase at full
lockup, as apply pressure is now “dead-headed.” Pressure is holding the clutch, but flow is no
longer through the converter (Figure 3).
 Figure 3 – GM 6L90, 2011 Truck (with Tow Pack) SonnaFlow® Chart

Condition: Normal Drive & TCC Control

Notes: Values given are with unit over 125°F. TC clutch may not cancel with brake or on
deceleration. The cooler return is the lower line on bell housing. Flow will increase by .2 to .5 gpm
at TCC apply. Suggest use of graphing multimeter or oscilloscope set at 500 Hz scale for best
accuracy.

A scan tool and flow meter can be used to monitor TC solenoid activity and the change in flow. As
the clutch applies and releases, the turbine RPM, solenoid amperage and slip speed can be
monitored. This data verifies the condition of the clutch and valve control. Testing apply pressure
is rarely accessible unless the valve body is tapped for gauges.

The three-path converter circuits require more depth of explanation, as there are two types of
three-path converter.
A turbine-fixed three-path has the TC piston splined to the turbine hub by way of a damper, and
the piston travels toward the cover.

A cover-fixed three-path utilizes a multi-faced clutch built into the cover, similar to a transmission
clutch drum or brake clutch.

The advantage of a three-path, turbine-fixed clutch is heat dissipation. As CBY (bypass, release)
oil pressure is decreased, the clutch can maintain a modulated slip RPM. Slippage creates heat,
but in this design there is continuous flow through CI (impeller) and the CT (turbine) circuit. Heat
dissipation with slip is an advantage, but the division of those circuits is critical. Cross leakage,
worn seals or circuit restrictions are detrimental and cause RPM cycling, no lockup or engine stall.
Examples of problem areas include the Ford AX4S oil pump shaft and seals (Figure 4), Honda
impeller hub O-ring failure or radiator restrictions.
Figure 4 – AX4S Three-Path Stator & Pump Shaft
The Honda converter charge is directly from the main regulator valve. With this design, charge is
often half of line pressure (Figure 2). Line pressure is priority oil, so circuit leaks or any drop in
pump volume reduces converter release pressure, allowing the clutch to drag on the cover. Low
converter charge combined with cross leaks results in TC lining failure. Increased cooler restriction
opens the torque converter check valve, which reduces apply pressure. When it sticks open from
repeated cycling, converter charge is low and the applied slip rate increases. Cooler and converter
restrictions also cause pressure to react on valve spool differentials (reaction area). This can
position them in a partial stroke, which limits flow in/out of the converter. Both conditions create
overheated linings or converters. This will be further detailed part two of this article.

In the three-path, cover-fixed design, the clutch applies from pressure fed to the clutch through the
turbine shaft (Figure 5).
 Figure 5 – ZF8 Mechanical View

All the previous clutches applied to the cover by exhausting release oil from the turbine shaft. In
the cover-fixed design, the clutch applies by pressure feeding it. The cover-fixed paths are TC
clutch apply, charge and converter out.

Diagnosing problems within a three-path converter requires knowing whether it is turbine-fixed or

cover-fixed. Both types can be tested externally with a flow meter, and the flow data will appear
similar. The three-path continually flows ATF, so we do not see the dramatic change in flow as the
clutch piston moves off the cover. Both types of three-path will have a small deflection (.3–.7 gpm)
in flow as the valves move to apply the clutch (Figure 6).

Figure 6 – Honda 4- & 5-Speed, Odyssey, MAXA SonnaFlow® Chart

Concerns of high temperature: TCC lining failure; overheat code; TC 740 Code; TCC shudder. Operating temperature

high 240–360° F prior to converter charge regulated pressure regulator valve. After valve body upgrades – 180° F maximum.

This deflection indicates command, solenoid activity and valve movement. The scan tool can
monitor slip rate and solenoid amperage as mentioned in the two path section. Verifying the
specific clutch design requires an oil circuit or exploded view of the converter.

Oil Path Review

Flow is required in a two-path converter to hold the clutch piston away from the cover. Flow is
required in both two- and three-paths to charge the converter and dissipate heat. Pressure is
required in both to apply the clutch. So, you ask, what’s the difference, then, between a two- and
three-path?

It’s All About the Clutch

A two-path utilizes release and apply oil to control the position of the lockup piston. When a two-
path clutch piston contacts the cover, flow is minimal across the friction surface (Figure 7).
 Figure 7 – Two-Path 6L90 Converter

The transition from the release oil holding the piston off the cover, to apply pressure loading the
piston onto the cover, is the function of the clutch control/switch valve (Figures 8A & 8B).
Figure 8A – 68RFE Clutch Control (TCC Off)
Figure 8B – 68RFE Clutch Control (TCC On)

Image Courtest of ATSG.

In some instances, a piston orifice or grooved friction allows a small amount of apply pressure to
wash over and cool the clutch lining. This wash is a pressure drop, compensated by the TC
regulator valve (Figure 9).

Figure 9 – 6L90 Oil (TCC On)

Torque increases and the TCM recognizes slip, the TC solenoid and TC regulator combine to
control the slip speed. Slip speed or rate is the difference between engine RPM and turbine RPM.

A three-path has a separate clutch apply path (Figure 10).

Figure 10 – Three-Path ZF8 Cover-Fixed Clutch

Charge pressure and flow is uninterrupted during clutch apply on a three-path. Because of this
flow, a three-path clutch can be applied under high torque or low speed. (The two-path can
develop a shudder or friction failure when subject to those conditions.)

Charge & Release Pressure

A converter will not charge properly if the pump output is low. Atmospheric pressure (Pa.) reacts
on fluid, forcing it through the filter into the pump inlet. Upon rotation, the pump has a lower inlet
pressure than Pa., so fluid is drawn in. If the case vent is plugged, the filter restrictive or fluid
viscosity is high, flow into the pump will be low. If a surface is warped, air is pulled in easier than
fluid and aerated fluid or cavitation occurs. No Pa. at pump inlet causes low pump charge, noise
and low converter charge.

Isolating main regulator valve resonance from pump cavitation can be difficult. Some suggestions
are to overfill, increase venting or pressurize the sump. Poor converter charge results in reduced
torque and leads to transmission lube failure. A flow meter can isolate, then prove the fact and the
fix. Poor charge is obvious, as the vehicle will not move until the converter is purged of air. The
lack of lube until charged is not obvious.

Two-Path, Clutch Release

Insufficient release allows the clutch to drag, which relates to rough idle and eventually friction
overheat. Clutch release clearance is a dimension accounted for during the assembly of the
converter. Poor clutch release can be identified with a scan tool as a surging turbine RPM or by
flow, using a SonnaFlow® Cooler Flow Test (Figure 11). The best position to check release oil, or
the cause of a dragging clutch, is in Reverse, during a hot idle.
 Figure 11 – 6L90 SonnaFlow®

Two-Path Apply Pressure

In review, we noted apply pressure is a variable, controlled by amperage to the TC solenoid, which
solenoid output moves the TC control and then the regulated apply valve. That’s a long sentence
for a long sequence of events. The majority of two-path lockup circuits have the TC control stroke
first to switch the oil path. Once the release path is exhausted, the apply path gradually loads the
piston onto the cover. The TC control valve has a much lower spring rate and larger reaction area
to ensure it remains stroked. Note the word “ensure” — what if the control valve does not stroke all
the way? In some instances, the converter paths in and out are restricted by a partially stroked
valve, resulting in a super-heated converter. The second reaction from the TC solenoid output is
the position of the TC regulator valve. The regulator valve is continually moving, in connection with
TCM slip control. That activity equates to bore wear. Bore wear might be addressed by installing a
stronger regulator spring or blocking the apply valve into high apply pressure. This also results in a
sequence of events:
The converter will not release properly for up/down shifts, so they are harsh.

The clutch lining starts to flake due to stress, damper springs break, and the piston is deformed
because of over-pressure.

The lining goes to the radiator and the converter goes to the rebuilder, neither are happy.

We need to remember, line pressure feeds the converter regulator valve. By design, most valves
limit apply pressure to the TC piston around 130 psi. If the apply pressure is modified and line
pressure is elevated as well (by wear or modification) the clutch piston can receive 150-200+,
pressure across the area.

Three-Path Control

The charge pressure of a ZF8HP is illustrated in Figure 12. PzT will decrease as the clutch
applies, but PzT is not eliminated. Release pressure in the two-path is eliminated. Monitoring PzT
will indicate if converter feed is sufficient and the TC valves have stroked. PzT is not checking the
clutch apply circuit. Clutch apply maintains about 4 psi of pre-fill in this ZF8HP.

Note: A problem can arise in any three-path converter if charge pressure leaks into the isolated
apply circuit. The extra pressure in the clutch housing is amplified by centrifugal force and crowds
the clutch. The leak into apply can overwhelm an exhaust slot or relief in the valve body. Most
three-paths do not have an apply tap, but we can check the circuit with an air test of the apply
circuit in the case. On the bench we can use a turbine shaft. Fluid and air should not continue to
leak into the charge or converter out circuit (Figure 12).
 Figure 12 – ZF8 TC Apply

Issues Common to Both Designs

Head Pressure

A restriction in the flow within the converter, (turbine or clutch) or radiator can affect the valve
action (Figure 13).
 Figure 13 – Valve Ratio

Some valves have a circuit connected to either apply or to charge that cause the valve to stroke in
relation to converter pressure, which improves balance and control. If the clutch lining was
changed to a non-grooved type, or turbine washers changed or the radiator plugged from a
previous failure, the TC apply can be very slow and a shudder or slip arise. In this instance,
bypass the radiator and re-drive or install a flow meter and compare to a functional unit.

Solenoid Control

A common problem relative to many drivability issues is excess or low solenoid flow and pressure.
We discussed the importance of a TC apply regulator valve. A solenoid regulator valve is equally
important (Figure 14).
 Figure 14 – Solenoid Leakage

Too much pressure in causes too much pressure out, in this case premature lockup and slow
release. Low pressure causes TCC shudder and slip.

Ensure you vacuum test all these regulator valves mentioned that affect converter feed and apply:

Main Regulator

Solenoid Regulator

Converter Regulator

The main point to remember is in reference to the clutch. The two-path requires a good clutch
friction to separate release and apply pressure. The three-path relies on seals and/or bushings to
control the clutch apply. From the driver’s seat, we are not aware of the design, but a shudder or
lack of lube is approached differently once we open them up for repairs.
 Hydraulics Fundamentals Part V: Manual Valves
The function of most manual valves in automatic transmissions is the physical connection from the
driver to transmission range selection. This connection has morphed from steel linkage arms to
shift cables and now full electronic control called “shift by wire.” This physical connection makes it
possible for the driver to select a Drive shift position for forward motion, a Manual position for
manually shifting or for limiting gear shifts in a Forward range, a Reverse shift position for backing
up the vehicle, and a Park position for starting/shutting off and exiting the vehicle.

Manual valves operate in a similar manner, but there are many different types. The main function
of the manual valve is to connect hydraulic pressure to the clutches or brakes connected to a
Forward, Manual shift, Reverse or Park position through the positioning of shift and/or regulating
valves. Figure 1 shows manual valve position for the Park, Reverse, Drive and Manual shift
positions for the 6L80 family of transmissions.

Figure 1 – 6L80 Manual Valve Positions

Notice in the Park position, the line pressure is blocked by the rear valve spool of the manual
valve. When Reverse is selected, the manual valve is moved over to the Reverse position by the
driver, and line pressure is connected the Reverse oil circuits. When Drive is selected, the driver
moves the shifter to the Drive position, and the manual valve is moved to the left to connect line
pressure to the Drive oil circuits. Figure 1 shows the connection to the manual linkage on the right
that lines up with the PRNDL selection, and those familiar with the 6L45 in BMWs who have seen
the end broken off understand the complaints related, as in stuck in Drive or a no-engagement
condition. This would make perfect sense, as the two spools of the manual valve would be stuck
where they were last, when the end broke off. Another function of the manual valve is to provide
an exhaust path for the Reverse oil circuits when it is moved to the Drive position. Figure 1 also
shows the manual valve in the “M” position or Manual shift position. Notice there is not much of a
function here, as the Manual shift mode on the 6L80 transmission is handled through electronic
controls. When the shifter selects the Manual position, the internal mode switch (which is
connected to the manual valve) tells the TEHCM that the Manual shift position is enabled. At that
point, the driver can select gears manually through the “+” or “–“ buttons on the shifter handle.
Seeing the circuitry associated with manual valves, it makes sense that these valves can create
numerous complaints related to low pressure and/or delayed engagements, which could cause
premature clutch failures and associated diagnostic trouble codes. Vacuum testing these types of
valves is also important, as pushing the valve side to side can also help to ensure that the bore is
in good shape. Manual valves typically have a little more bore clearance and lower readings than
regulating valves, so it is important to record and compare test results when vacuum testing.

Electronics have impacted the transmission industry in a big way. For example, the Chrysler RFE
family saw a change in late-2010 production that impacted the manual valve hydraulic circuit,
when the Manual 2 and 1 positions were removed from the shifter. Figure 2 shows the RFE
manual valve oil circuit.
 Figure 2 – RFE Manual Valve Oil Circuit

The top illustration shows the previous design of the manual valve oil circuit that started back in
1999. Note that on the top illustration, the PRNDL positions include Manual 2 and L positions that
the driver can select. When the valve is put in that position, pressure will be connected to the #7
checkball, which feeds the Manual 2 and 1 circuits. On the bottom illustration, note that the Manual
2 and L positions are gone and the passage to the #7 checkball is no longer there, as the
separator plate was changed and the #5 and #7 checkballs were eliminated. This shifter change
not only changed the manual valve function, but also changed the solenoid pack assembly, and
the grey connector was introduced. This newer design of the solenoid pack assembly does not
have the Overdrive solenoid in it, and the shift control strategy in the PCM changed to
accommodate the hydraulic changes.

In some instances, vehicle manufacturers have taken the mechanical control away from the driver,
via linkage arms and shift cables, and have put it into an electronic motor that rotates the internal
linkage which changes positions of the manual valve based on driver input to a rotary shift knob or
a shifter assembly. This is referred to as “shift by wire.” Other vehicle manufacturers have
eliminated the manual valve altogether and electronic controls are completely responsible for
routing pressure to clutches or brakes connected to a Drive, Reverse or Park position. BMW was
one of the first manufacturers to introduce this all the way back in 2001. It was referred to as “E-
shift.” The driver still selects which shift strategy, whether it be Forward or Reverse motion or Park
position, but the electronics take over and control application of ranges from there. This “E-shift”
control strategy can be also found in most ZF8HP applications in Chrysler, Ram, BMW and many
other import rear- and all-wheel drive vehicles. Figure 3 shows a view of the shifter mechanism on
a Dodge Challenger equipped with a ZF8HP45.
 Figure 3 – Dodge Challenger Shifter Mechanism

This shifter has no mechanical connection to the transmission. Figure 4 shows a cable that is
connected to the transmission, but is only used for a towing situation.

Figure 4 – Not a Transmission Cable!

The reason for this cable is to have an emergency Park release because the Park pawl, in this
type of transmission has a spring that loads the park rod in the Park position as shown in Figure 5.
 Figure 5 – Park Pawl Spring

Figures 6 and 7 show the lower valve body on the ZF8HP45 and the location of the two solenoids
that control Park release.
Figure 6 – ZF8HP45 Park Release Solenoids
 Figure 7 – ZF8HP45 Valve Body

MV-1 is on the left and MV-2 is on the right. These two solenoids control the release of the parking
pawl. MV-1 is energized, which strokes the park pawl release valve. That sends pressure to the
park release mechanical valve, which strokes the park release mechanical valve towards MV-2
solenoid which, when energized, retains the park release mechanical valve, keeping the parking
pawl released. A capable scan tool is a must for diagnosing these types of systems, as a no-
engagement condition can be as simple as someone spilling a cup of coffee into the shifter.

In summary, manual valve and/or manual valve control still (in theory) have the same function, but
have undergone some major changes to accommodate some of the new features, such as hands-
free park assist, that this wonderful world of electronics that we live in has to offer.
Hydraulics Fundamentals Part VI: Converter Limit
Valves
Pressure relief/limit valves perform a similar function to the regulator valves discussed in parts I
and III of this Hydraulics Fundamentals series. These valves can appear in several forms and in
different locations within a transmission. Pressure relief and limit valves can take the form of a
spool valve as well as a simple checkball with a spring. As the name suggests, the pressure limit
valve is designed to limit the maximum pressure within a hydraulic circuit.

Shown in Figure 1 is a converter feed limit valve from a GM 6L80 or 6L90 transmission.

Figure 1 — 6L80 Converter Feed Limit Circuit

As you can see, this is a relatively simple valve. When the valve is in its rest position, the fluid from
the pressure regulator valve passes freely around it to feed the TCC control valve. This fluid also
passes to the inboard end of the valve through an orifice within the valve, and this pressure
causes the valve to move against the spring. As the pressure builds, the valve strokes to a
position that cuts off the converter feed fluid pressure through the valve to the appropriate limiting
pressure as determined by the OEM. This also prevents fluid pressure from reaching the inboard
end of the valve, thus allowing the spring force to stroke the valve inward again to re-establish flow
to the TCC control valve. It is this back and forth movement that allows limiting of the converter
feed pressure.

A similar valve is the solenoid pressure regulator valve, found in the Ford 4R70E and 4R70W
series transmissions (Figures 2 and 3).

Figure 2 — 4R70 Solenoid Regulator Valve Operating Correctly

Line pressure enters the valve and, when the valve is at rest, the fluid is able to freely flow by into
the SOLP circuit. As the pressure increases, the solenoid pressure (shown in blue) begins to push
the valve to the right, which closes off the line pressure from the solenoid pressure to limit the
maximum pressure in the solenoid circuit.

As the valve wears, it no longer seals properly and also begins to stick. When this happens, line
pressure cannot be shut off, which leads to an increase in solenoid pressure. Shift solenoids 1 and
2 are normally open, and this increase in solenoid pressure floods the solenoids and causes the 3-
4 shift valve to stroke to the right. The typical complaint connected to problems in the solenoid
regulator valve in this family of transmissions is a neutral on take off (Figure 3).
 Figure 3 — Solenoid Regulator Valve Operating Incorrectly

When at a stop in 1st Gear, solenoid 1 is on. When the solenoid regulator valve is stuck or worn
badly, the excess feed pressure will cause solenoid 2 to flood as if it were turned on, which causes
the 3-4 shift valve to stroke, turning off the forward clutch and leading to the neutral on take off.

The Chrysler 45RFE, 68RFE contains a more complex limit valve (Figure 4).

Figure 4 — RFE TCC Limit Valve Circuit

The hydraulic circuit around this valve contains two orifices, which serve to limit flow through the
TCC limit bypass and reduce pressure spikes to the valve. Like the 6L80 valve in Figure 1, in the
rest position, line pressure is allowed to freely pass the valve and enter the converter release limit
circuit. Some of this fluid pressure passes through an orifice to the inboard spool on the valve as
balance pressure. This pressure increase will cause the valve to stroke against spring force and
block fluid flow through the valve, thus limiting converter release pressure to the amount set by
OEM. However, fluid is never fully blocked, and it can continue to flow through the orifice below
the valve in Figure 4, which maintains a small amount of flow to the release circuit at all times.

Figure 5 shows the TC limit valve for the Jatco/Nissan JF011E (RE0F10A) transmission.

Figure 5 — JF011E TC Limit Valve Circuit

In this valve body, the TCC limit valve is closed at rest and will only move once the line pressure
(shown by the red line) is high enough to overcome the spring force. This movement allows fluid to
pass to the lockup control valve and on to the converter to apply the converter clutch. In addition,
the limit valve gets feedback from the lockup control valve (shown by the pink line), which works
with the line pressure to push the valve against the spring. This provides limiting pressure to the
converter clutch apply circuit by allowing the valve to stroke far enough to exhaust excess line or
converter clutch apply pressure.

Understanding how the pressure relief and limit valves work in different transmissions is key to
determining the causes of different symptoms. In the 6L80 and 6L90, for example, if the converter
feed limit valve is worn, it can prevent the valve from stroking, which leads to high converter
pressure. Meanwhile, in the 68RFE, the TC limit valve tends to wear and bleed off excess fluid,
which causes low flow in the converter circuit, which can cause low cooler flow and/or a stalling
condition. Looking over the hydraulic diagrams of different valve bodies and pumps can really help
in determining how wear in different valves can affect the system as a whole.
 How to Recognize & Repair Solenoid
Accumulators in Late-Model Valve Bodies
Since the dawn of transmissions, accumulators have been used to cushion the hydraulic apply of
clutches and bands. Whether the transmission used modulators or throttle valves and governors,
or as the industry moved into EPC and on/off shift solenoids in the ’80s, the same general
approach was used: line pressure was directed to an on/off shift valve, which directed apply
pressure simultaneously to an apply component and a large accumulator piston. These pistons
were generally 1–2 inches in diameter, which also necessitated a large spring for resistance, and
could be located in the valve body or the transmission case. These pistons and housing bores are
examined for wear during a typical rebuild, as oil loss reduces clutch/band apply pressure and
results in various shift-related complaints.

Now enter the dawn of transmissions with six-plus Forward gears, clutch-to-clutch shifting and
much more sophisticated solenoids and TCMs. Smoothness of shifts is even more critical, as
there are more of them, they are occurring more often and timing between the shifts has shrunk
significantly. Yet in some of these types of transmissions, the typical accumulator pistons noted
previously do not exist. For instance, in the GM 6L80 the clutches are fed apply pressure through
a clutch-specific regulated shift valve and associated clutch boost valve, which are both regulated
by a specific PWM pressure control solenoid that is metering actuator feed limit (AFL) pressure to
computer demands once input and output speed sensors, TPS information and other inputs are
analyzed. There are no “traditional” accumulator pistons, but instead waved clutch plates,
compensator feed and clutch exhaust backfill circuits, plus computer controls aiding in the
cushioning of the apply components. In diagnosing shift complaints, each of these components
and circuits will need to be checked.

Examination of the GM 6T70 transmission shows an addition to the 6L80 approach. Along with the
clutch-specific valves and solenoids, waved clutch plates and new circuits, three small
accumulator pistons (two shown in reduced circuit) have been added to the AFL circuit (Figure 1).
 Figure 1: GM 6T70 AFL Circuit

AFL pressure is being fed to each of the solenoids. It eventually becomes EPC pressure and the
modulated pressure directed to each clutch-specific regulated shift valve and related boost valve,
thereby controlling apply pressure to the clutches. So these small accumulator pistons are critical
for dampening any pressure inconsistencies in the AFL circuit, which aids in smoother shifts. Wear
at the casting bores that house these pistons results in loss of AFL pressure and will negatively
impact all shifts and EPC pressure. Sonnax oversized actuator feed accumulator piston
kit 124740-40K, with tool kit 124740-TL40, can repair worn castings on 6T70 applications and
restore lost AFL pressure. These types of small pistons and springs can also be found in the Ford
6F35 second generation valve body (Figure 2).
 Figure 2: 6F35 Gen. 2 Solenoid Damper

A similar approach for dampening the solenoid pressures is taken on the Ford 6R60 and ZF6HP
transmissions. In these units, however, the accumulator is called a solenoid damper and is placed
on the output side of each solenoid (Figures 3 & 4).

Figure 3: Ford 6R60 & ZF6HP Solenoid/Clutch Apply Circuit

 Figure 4

In the Ford 6R60 and ZF6HP units, the accumulator is called a solenoid damper
and is placed on the output side of each solenoid.

This ensures the stability of the pressures coming from the various clutch apply solenoids and
being directed to the specific clutch regulator and associated latch (boost) valves to aid in
smoothing the clutch apply. Additionally, instead of a traditional piston and spring approach, OE
utilized a rubber tip on the solenoid damper piston for the resistance force. These have been
known to flatten (Figure 5), which results in no accumulation of force and shift complaints.
Replacing these rubber-tip pistons with Sonnax accumulator piston kit 95740-15K will prevent
reoccurring problems in this area.
 Figure 5

The dampers’ rubber tips have been known to flatten, which results in no accumulation
of force and shift complaints.

As transmission controls continue to evolve, it’s important to understand the purpose of new types
of components and what results when their functionality is compromised. Be on the lookout for
these small accumulator pistons/solenoid dampers in later-model units and watch for wear that
can compromise proper shifting.
 Valve Body Inspection and Rebuilding
Most teardowns start by coupling up the impact and finish with a set of “burned clutches” on the
bench. If the cause is not obvious we take a chance or gamble on possibilities. The intent of this
entire catalog is to change your gambling or luck locating the problem.into confidence, knowing
you hold the winning hand. I agree that sometimes it is good to walk away, but only if a valve fights
back or you run for a cup of coffee. With current transmissions more time is required on the
controls. We will be following procedures to assist in locating the problem.

Dis-assembly
If electronic-related, test the resistance value as you wiggle the circuit before disconnecting. Crack
the valve body bolts loose with a torque wrench first. Were all the bolts retained with the same
torque? Flow-check the filter (in a solvent tank), and then break it open looking for traces of
material or possible restriction. Remove the valve body and air-check the circuits, before dis-
assembly. If a problem is unfamiliar, grab a book to prevent a (CB) Comeback, or Confused
Blunder. Also review the partial oil circuits in this catalog and OEM circuits to better understand
them.

Gasket Surfaces
(Figure 1) Look closely at the gasket for signs of undertorque or washed-out print patterns. Fading
print patterns lead to cross leaks, delayed engagement or clutch distress. New gaskets are
commonly .008" to .009" thick, and after proper torque crush to .006"- .007". Any imperfections
such as a check ball marker (Figure 1, raised by .008") previous gasket (.007") or misaligned
plate (threads catch the plate raising it by .012") would be beyond the retention of a standard
gasket.

Valve Body, First Glance

In Figure 2 a number of problems became evident. The L retainer is not located properly ( A) (No
4th gear), the cooler thermal valve is stuck shut (B) (fluid overheat, poor TCC) and the bathtub
was punch marked (C)(possible cross leak).

Attention to details here may resolve a problem before going further. If you see the body has been
tampered with, take a closer look. Are there pick marks on valve edges, which might cause them
to hang (Figure 3)? If you see any such marks remove the valve, or at least stroke the valve
through its entire travel. Never pry on the anodized edge of a valve, but only on the spool face
(Figure 4).

Low Mileage: Never Touched, Nothing Wrong!

The pay attention flag should go up here! This might be the time you want to get a cup of coffee.
The next questions are “Where do I start?” and “What’s the most effective use of my time?” First, I
would review the Sonnax components designed to fix that complaint. But not all complaints have
corrections designed for them yet.

If the problem is a loss of gear or shift code (Figure 5), examine power-flow and use the oil circuit
to work from the element to the valves, as if using a road map and working back from the end of
the trip. If the complaint was slippage, poor shift quality, delays, etc., then work through all
regulation and line-rise circuits. With a TCC code or slip code, back-track

from the converter to the pressure regulator valve. A worn bore has fluid loss, and as operating
temperature rises, so does the leakage and the effects from it. A hanging valve shuts off oil flow
and loses a gear or TCC entirely. A mis-assembled valve body does anything it shouldn’t. Before
you start to take it apart, clean it, dry it, and try to test it.

Inspection and Test Equipment

Inspection with the valve body assembled:

Throughout this catalog we have illustrations of air and visual movement testing. Clearance (less
than .002") is required for an oil film to support the valve. Clearance on a dry air test is leakage.
During a wet-air-test (Figure 6a), you pre-fill the area and force the fluid out. If the fluid blows
through the gap with no delay, you have a problem. The key points here: the air pressure must be
regulated to less than 30 psi. and the amount of fluid leakage should be minimal (this test utilizes
experience and judgment). Test plates can be made to enclose circuits and the WAT works well to
verify that check balls seat. The high intensity penlight works well for visual bore wear (Figure 6b).

A side-to-side valve movement inspection (Figure 6c) works well, as long as you place the valve
in the position it operates in. No movement should be felt or seen in your prying tools. All raw
aluminum valves (no anodizing) should be pulled for inspection.

A vacuum test works well to obtain a definite good vs. bad value. This example (Figure 6d) is on
the 4L60-E AFL balance circuit. This type of test requires a good pump that will pull to 30". A hand
held pump will not have enough volume, but your air conditioning station or an air-over-vacuum
pump works well. This test must be done with the valve body dry, and tests all “captive” circuits in
minutes before taking anything apart. A captive circuit is enclosed on each end and often works
between two spools at shift valves or regulators. The 4L60-E pressure regulator valve can be
tested for balance-wear and decrease spool to bore wear. Expectations? 26" to 24" is very good,
23" to 20" is questionable and needs inspection, and 19" or less has excess tolerance. You will
find many bores that test less than 18" with severe visual bore wear.
The following tests require the valve body to be dis-assembled:

We commonly refer to a sag test, which can be either visual or measurable. You can visibly see
the excessive clearance between the spool and the sleeve on this 4L60-E accumulator control
sleeve (Figure 6e). You can measure the sag or “deflection” (up-down movement) on many valves
such as this 4T60-E converter clutch valve (Figure 6f). Our instructions will note the pass-fail
measurement when applicable.

Hydraulic test equipment:

Hydraulic test equipment isolates the valve body from the transmission. This equipment will
identify leaks quite differently than noted above. Pressure readings are taken on each circuit and
can be designed to simulate on-car operation. The Saturn valve body (Figure 6g) is shown with
“normal” operating oil loss and the 4L60-E (Figure 6h) has a worn abuse plug (77754-21) leaking
critical 3-4 clutch oil.

The SonnaFlow® (FM-01KA, FM-03K & FM-22) can also be used with hydraulics to monitor the

flow caused by a leak in the circuit. It has the accuracy to capture leaks as small as
the CD4E regulator balance circuit. It must be used with equipment supplying hydraulics, and
requires a digital graphing multi-meter to capture the signal (Figure 6i).

At this point, I’m confident you know where to start looking. Now we do what we do best, fix the
problem. Methods of “going through” a valve body differ as widely as the Rinse-N-Go car wash
versus a professional detailer. Nothing ever goes without a hitch, for an example, a wet floor is
discovered. There is a choice to patch a rusted out floor pan with Fiberglass or cut out the old and
weld in a new one. The outcomes are completely different. One fix is temporary, while the other is
a durable reproduction. This catalog falls into the latter category, and the suggestions that follow
are intended to help you detail the job. You may not use all the tools or procedures that follow, but
they may stir your creativity.

Refinishing
There are several areas that require attention (Figure 7). They may include gasket surfaces or
valve bores. A flat stone, a machined flat plate or marble top with emery paper, work well for slight
warpage and clean up conditions. A sharp single cut file with a minimum length of 16" can be used
for severely dished surfaces. They should be finished on the flat plate. Be careful with honing type
bore tools to prevent an out of round condition. If aluminum valves stick (do not force them, or they
will fight back), use a bore sizing tool or smooth pin that closely fits the bore. The centering
punches shown (Figure 7) are a good investment as they serve a dual purpose. Their use in this
case, is to tap on their shank and push contamination or size the bore. All the parts must be
washed and rewashed after this dirty work. If a dent occurs from handling or a clip being out of
place (Figure 8), it can be peened/worked close-to-flush and finished off with Epoxy. Handle
aluminum castings with care! The smallest dent can create later problems.

A rock can be a hammer or a wheel. A screwdriver can be a pry-bar or a chisel. A tool fits the
need of the operator. To improve efficiency, I would suggest setting aside a special valve body
bench. If you agree with the ideas listed throughout this material, equip the area with them. It is
likely reaming is a part of your rebuild, shown below is a low cost reaming station ( Figure 9b). The
valve body is “lightly” attached to a plate, and a machinist coolant pump flows cutting fluid as you
ream. Figure 9a identifies tools that should stay at the valve body bench. Starting from the top at
12:00 and moving clockwise:

Screwdrivers, (mini pry-bars) only to be used on the valve face, not to be used near an edge! The
pick or scribe, should never to be used on the edge of an aluminum valve! A dental pick, (ask if
you can keep it, when he’s done). A choke cable wire is very stiff and works great for getting to the
bottom of things. Various wires for driving rods and for use as hole-fillers. Specially tuned chisels
and flashlights. The small high-intensity, pen-type work best for inspecting bore wear. Wet Air Test
plate. A gasket scraper, but only sharpen one side! Also pictured: a controllable air nozzle and
various specialty adapters, specially tuned pliers, metal dressing tool for the de-burring of parts,
magnets, jewelers’ files for hardness checking (Figure 10), threaded end plug pullers, a bore
sizing tool, and alignment pins, which are required for proper reassembly.

Specialty Tools
In Figure 11 a drill index with orifice type drills is pictured, and to its left a cut-off wheel to be used
with the Dremel tool. Both are very useful. Under these are rollpin/spring-pin removal tools. They
include a pick ground to a square end, stainless steel wire pounded flat, a drill bit tapered to a
point or a welder can be used to remove these pins. If they fight back, some can be persuaded by
tack welding onto them and pulling on the welded rod.

If the Valve Body Fights Back

Sometimes things just don’t go as smoothly as you hoped. The pullers in Figure 12 are for the
sleeves or end plugs that refuse to come out. There are many possibilities here. The main thing is
to get a good grip on the part. Many times you do not have to pre-drill but run a bolt or long
handled tap into the part. These pullers can be fitted with nuts for your slide hammer. If they are
stubborn, apply a “little” heat to the area around the part (not on the part being pulled). Use your
judgment for the correct time and proper placement for the tool at the top of the figure.

Removing Sleeves or Stuck Valves

Some sleeves do not have open bores to screw into. In many situations like this, you can drill an
access hole (Figure 13) that aligns with the sleeve or the valve and drive it out. The hole in this
illustration is drilled from an angle through the bolt area. This access hole can be sealed, by
resurfacing the casting or a brass compression washer under the bolt head. Some valves end in a
blind casting (Figure 14). This circuit can be drilled to fit a blind head aluminum rivet and punched
securely before valve install.

Inspecting the Bores

As mentioned previously, there are many ways to identify a worn bore. After removing the end
plug, push the valve inward to the end of its travel. Does it travel smooth and does the spring
compress without deflection? Now pull the valve out carefully, rotating it slightly as it exits. Does it
catch at all? A catch is generally a worn bore or bent valve.

The bore pictured would not pass any of the tests described (Figure 15). Valves from discarded
valve bodies can be tailored to become test tools. In Figure 16, a C6 modulator valve (36833-01K)
and 4L80-E manual valve are trimmed to be used as sag or wiggle test tools. The 4L60-E
pressure regulator valve (77917-07) has a rubber slide wiper seal installed into the balance hole.
This allows you to vacuum test the balance circuit and decrease circuit without destroying the
OEM part.
Precision Tools
These are not required but useful (Figure 17). The pin gauges are used for orifice verification, the
scale for recalibrating spring changes. Also illustrated are the straight edge, Plastigauge®, and
other measuring instruments. The high magnification glasses work great for detailing and fine
inspection. Purposes of the centering pin kit have been described earlier.

Suggested Chemicals
Most of the items listed are labeled for their use (Figure 18). The lapping compound can be used
to bore fit or polish mating surfaces. Abrasive household cleansers work also. The Epoxy is used
to fill dents and small orifices. The STP should be mixed 50/50 with ATF for valve, o-ring and
sleeve assembly. They get as slippery as a bar of soap, so hold on. The Slippery-Stick™‚ retains
valves and eases the assembly of o-rings.

Small Parts
The items in the lower right are samples of the Sonnax Small Parts Program(Figure 19), found on
pgs. 214-215. Items at the lower left are illustrated to suggest you tear down the cores you plan to
scrap. If you have a trainee, this is a good way for them to gain experience. Items in the top left
are very useful for repairs, shims and hole plugs. The washers are 2, 4, and 6 machine screws
and the Allen screws are 10/32" x 1/8". The rod comes in very handy for driving out valves or
plugging holes as mentioned before. The items at both top circles can be obtained from most
hardware stores. The aluminum pegs in the top right are cable stops and work great for shims.
Rivets are very handy and suggest as many sizes as possible.
Solenoids
Solenoids can be an article by themselves. A test procedure should be developed or purchased to
closely duplicate their operating environment. If testing or equipment is not cost effective for you,
then it’s best to replace them. The PWM enclosed canister type solenoids contaminate and do not
flush easily. If the fluid and filters are dirty, it would be best to replace them. Shift solenoids can be
tested, but again suggest OEM amperage and match their operating pressure.

Our Habits and Their Personality

Valve bodies seem to have their own personalities. Those with anodized valves don’t like to get
pushed around. Valves under the influence of PWM solenoids loose control and feel worn out. If
we push them and buff off their surfaces, they cross leak and the gaskets won’t seal. They like
cleanliness, because if we stick them in a dirty cleaning machine they refuse to work. One
comforting thing, they do appreciate attention from a torque wrench.