YOU ASKED FOR PROOF! And here are the results. Report on the use of LUBEGARD® ATF Supplement added to General Motors Factory Fill Automatic Transmission Fluid (Reference Fluid). Putting LUBEGARD® ATF Supplement to the test. Wear, heat stability and frictional properties were tested at one of the two independent laboratories in the world cer tified by General Motors for Dexron® Il testing. These tests represent the primary mechanical bench tests for Dexron? Il approval The ATF used was General Motors Factory Fill Automatic Transmission Fluid, the reference fluid for Dexron® testing. LUBEGARD® ATF Supplement was added at the recommended level of 1 fluid oz per quart. TESTS CONDUCTED TEST RESULTS The tests run on the ATF with and without LUBEGARD® were 1. Vickers® Sliding Vane Pump Wear Test which measures the wear on rubbing metal parts of a pump after 100 hours of pumping hot ATF 2. Turbo Hydra-matic Oxidation Test (THOT) Test results on GM Factory Fill with LUBEGARD® were compared to GM Factory Fill without LUBEGARDS they showed 1. The wear on the contacting parts of the Vickers® Vane Pump was reduced over 50%. 2. Improvement in areas of Oxidative Stability into acids. eee pe ee Tra = a) 24% less oxidative breakdown of the ATF a bench stand transmission after twelve and a half days of running and shifting at 325°F With air injected into the fluid 3. High Energy Friction Coefficient and Durability Test (HEFCAD) which mea- sures the twisting (torque) of the motionless shaft of a set of auto- matic transmission clutches when stopping a flywheel moving at 3600 rpm on the other shaft in less than a second. The wheel is stopped and started 3 times per minute for 300 hours, INTERNATIONAL LUBRICANTS INC ——S b) Less sludge formation 0) 30% less oxygen uptake. d) 60% less pentane insolubles e) No penalty to transmission seals or fluid viscosity. 3. The following frictional improvements were’ a) Smoother, more stable power transfer through the clutches with less shock, or torque peak, at the beginning or the end of clutch engagement b) No sign of extra slipperiness that might cause excess clutch slippage and wear. on 24743, Se ws 98720 red to proving the fine Tay brcans or he tansmsaon wnaosty Te eas iy can be prowded by wetng fo Int Lubricant2472 Eastman Avenue, Suite #23 Ventura, California 93003 Tel (805) 654-1700 ® FAX (805) 654-0970 ATRA would like to thank the advertisers in this manual for their support ofthe association by helping offset the cost of producing this manual. ‘his manoal hasbeen compiled and produced by the Automatic Transmission Rebuilers Association forthe benefit and improvement ofthe indus. All informa on inthis book is based onthe latest data availabe a the ime of publication. While every effort ix made oan accuracy, the Avtomatie Rebuilders Associaton canna assume responsi foray errs, changes and omissions that may occur nor lablity for any damage o erin oaflect maintenance or esi worecominar handout Section Hydraulics Section 2 AXOD Section 3 47160/440-T4 Section G RL4FO2A Section S 4L60/700-R4 Section 6 Electronics Scetion 7 Toyota Section S E40D SeetionF KM1758 Pome ‘ASSEMBLY 2 Log 5 ume paessune TAP (2) INTAKE: SOLENOID 0)Principles Of Hydraulics Engineers divide the science of hydraulics into two general groups, hydrodynamics and hydrostatics. Hydrodynamics is the study of moving liquids. Hydrostatics is the study of liquids under pressure. ‘The torque converter operates according to the principles of hydrodynamics. The valve body, clutches and servos depend on the laws of hydrostatics. As you begin to understand the principles of hydraulics, diagnosis and repair time will decrease, Hydraulic schematics will become roadmaps which will show you which direction to turn when a unit is shifting early, late, hard, soft or not at all. Liquids Resist Compression Hydraulic devices work because liquids resist compression. If you place a piston at the open end of an air filled container, the piston would compress the air. How much the air ‘compresses would depend on the weight of force behind the piston, Ifyou fill that same container with a liquid, the piston would not be able to compress the fluid. The liquid would either leak past the piston or break the container, depending on the amount of force pushing the piston, HYDRAULICS Page 1 “sounespAn”Pressure Is Equal In All Directions ‘When you think of pressure, think of a fluid filled cylinder with a piston at one end, When you apply a force or weight to the outside of the piston, there is a pressure on the liquid ingide the container. Pressure is usually measured in pounds per square inch (PSI). Pounds per square inch tells you that the piston is pushing on every square inch of fluid with the same amount of force. ‘This means that the pressure within the cylinder will be the same in every direction, If the apply force on a one square inch piston is 100 PSI, the pressure on the walls and opposite end of the cylinder will also be 100 PSI. ‘The pressure is the same throughout the cylinder because of the first law of hydraulics. Pascal’s Law, the first law of hydraulics, states: Pressure on a confined fluid is transmitted equally in all directions. To calculate pressure: Force Divided By Piston Area = Pressure You don’t need this formula to repair transmissions. You do, however, need to know that the pressure from a small diameter piston will be greater than the pressure from a large diameter piston. FORCE im VY HYDRAULICS Page 2Liquids Can Transmit Motion Since liquids resist compression, they will transmit motion or move other objects. If a liquid filled cylinder had a piston at either end, any movement by one piston would make the other piston move. In this case, the piston causing the action is the apply piston while the piston that is, receiving the action is the output piston. If you move the apply piston 8 inches, the output piston would also move 8 inches. Liquids can also transmit motion from one cylinder to another through tubes or passages. HYDRAULICS Page 3Force - Input/Output ‘There are two types of force, just as there are two types of pistons, ‘There is an input force and an output force. You measure both in pounds. An apply force is the amount of weight or pressure on the apply piston. 100 PSI OB gg Y SY ELLOS 1 IN2 PISTON AREA WI IX HYDRAULICS Page 4Hydraulic Leverage Have you ever wondered how an 87 pound weakling can jack up a 3,000 Ib. car and never break a sweat? ‘The answer is easy when you understand leverage. Ifyou had a 10 square inch apply piston, with 100 Ibs. of force, there would be 10 PSI throughout the system, However, when you distribute 10 PSI across a 100 square inch area the output force is 1000 pounds! Remember, that little guy really has to pump the jack handle. To get the larger piston to move 1 inch, the smaller piston would have to move 10 inches. 1000 LBS. 100 LBS. HYDRAULICS Page 5 "Soiineipka”Hydraulic Leverage Hydraulic leverage also works in a system that has more than one cylinder and output piston. In this example, there is a one square inch piston with 100 pounds of force applied toit. The pressure in the system is 100 PSI. To determine the output force, multiply the line pressure times the piston area. LINE PRESSURE (PSI) X PISTON AREA = OUTPUT FORCE This formula means that ‘5 (1/2) square inch piston, with 100 PSI applied to it will produce a 50 Ibs. output force. This also means that a 2 square inch piston with 100 PSI applied to it will produce 200 Ibs. of output force. OUTPUT FORCE OUTPUT FORCE OUTPUT FORCE 50 LB 100 LB 200 LB HYDRAULICS Page 6ne 8 Control Flow And Pressure For a transmission to operate properly, it must control fluid pressure and fluid flow. If either of these two areas are not within specification, the unit may not shift properly. The part that regulates both flow and pressure is the valve body. ‘There are three types of valves in the valve body. One type of valve regulates, the other type of valve directs. The third type of valve directs and regulates. An Orifice Controls Flow And Pressure One way to regulate the flow and pressure of fluid is to use an orifice. An orifice is a restriction in a hydraulic passage that creates back pressure and delays pressure build- up. An orifice creates a pressure drop. If you restrict or block an orifice, the transmission may not work properly. a7 PRESSURE DIFFERENTIAL ONLY WITH FLOW PRESSURE EQUALIZES HYDRAULICS Page 7Check Balls Regulate Flow Check balls are small stee! or rubber balls that allow fluid to flow in only one direction. When fluid is flowing in one direction, it pushes the check ball out of the way and into the ope position. The fluid then flows around the ball. If the fluid begins to go in the opposite direction, it pushes the ball into its seat blocking the flow of fluid. u y RESTRICTION ¢ RFI fa CLUTCH APPLY PRESSURE A APPLICATION CLUTCH RELEASE 8 RELEASE HYDRAULICS Page 8Separator Plates A separator plate controls the flow of fluid from one half of the valve body to the other or from the valve body to the case passages. It also creates a differential pressure through small orifices and provides an area for check balls to seat. When the valve body sends oil through a circuit to the separator plate, the opening in the plate restricts or slows oil flow. The restricted oil keeps building up behind the plate to create a back pressure. Now, the pressure on one side of the plate is higher than the pressure on the other side of the plate. This difference in pressure or pressure differential keeps clutches and bands from making a harsh apply. When you make a hole or orifice in a separator plate larger, the amount of fluid flowing through the orifice increases. ‘The increased flow means that pressure in the circuit will equalize faster. ‘The separator plate provides a seat location for the check balls. As you already know, you use check balls to direct the flow of fluid within the unit. cov fovey e 0 Bg 20 a ~ ae one + a Fy oe ae ee a. @ HYDRAULICS Page 9Valves ‘The most common valve within a transmission is a spool valve. Spool valves control fluid pressure and the direction of flow. You find them in the valve body, governor, case or pump. ‘There are three main parts of a spool valve: The land, valley and the face. ‘You use the land on the valve to block off passages and control fluid flow. The valley allows fluid to flow between the lands to an open passage. Engineers closely fit the spool valve to a round bore. The valve slides in the bore on a pressurized film of liquid. Valve position opens and closes fluid passages. The fluid directed to the valve flows past the valve and enters another passageway as long as the valve position does not obstruct the flow. In the diagram below, we are directing fluid to the spool valve. The valve positioning allows fluid to flow into passageway "B". If you move the valve to the left, you would block passageway "B" and passageway "A" would open. Thus, the spool valve can direct flow. An automatic transmission spool valve typically has many lands, and is responsible for directing flow into many different passageways. FACES | VALLEY LANDS HYDRAULICS Page 10Valves Can Be Positioned Manually ‘The spool valve moves back and forth in its bore to direct flow into different passageways or circuits. There are three different methods to position the spool valves - manual linkage, hydraulic pressure, and spring pressure, The diagram below shows a spool valve positioned with manual linkage. If you connect a lever to the valve, as shown, movement of the lever would cause movement of the valve. This, in turn, would change the direction of flow from one circuit to another. In an automatic transmission, you connect a spool valve to the manual linkage so the driver may select the circuit he wishes. MANUAL LINK AGE HYDRAULICS Page 11Valve Positioning ‘The spool valve moves back and forth in its bore to direct flow into different passageways or circuits. There are three different methods to position the spool valves -manual linkage, hydraulic pressure, and spring pressure. The diagram below shows a spool valve positioned with manual linkage. If you connect a lever to the valve, as shown, movement of the lever would cause movement of the valve. This, in turn, would change the direction of flow from one circuit to another. In an automatic transmission, you connect a spool valve to the manual linkage so the driver may select the circuit he wishes. Spring pressure and hydraulic pressure can also position a spool valve. The diagram below shows spring pressure and hydraulic pressure positioning a valve. The spring operates to hold the valve in a position to close off a passageway. Hydraulic pressure directed at the other end of the valve provides an opposing force to the spring, If the hydraulic pressure on the end of the valve increases, at some point it will exceed the spring pressure. When this happens, the valve will move to the right, compressing the spring. The fluid flows past the valve and enters the other passageway. If hydraulic pressure decreases, the spring will act to n the valve to its original location. Ir Hydraulic pressure alone may also move a valve. When two adjacent lands of a valve have different diameters, apply pressure between them gives the larger land a harder push. This compares to different sized output pistons in a hydraulic system as discussed earlier. The diagram below shows a valve with two different sized lands. Applied pressure, causes a greater force to move the valve to the right. Most of the valves in an automatic transmission have different size lands so hydraulic pressure can position them. PRESSURE VEN’ —s HYDRAULICS Page 12Hydraulic Pumps ‘The transmissions hydraulic system starts at the pump. The pump picks up and sends oil under pressure to the proper circuits within the case. There are two types of oil pumps in automatic transmissions: Positive displacement pumps and variable displacement pumps. Positive Displacement Pumps Positive displacement pumps are very common. One type of positive displacement pump is the gear type pump found on GM, Ford and import transmissions. Positive displacement pumps do not have any internal controls. They cannot control pump output. Whatever the pump picks up it pushes out. Engine speed controls pump output. ‘The positive displacement pump delivers fluid at a rate determined by how fast we are driving it. This means that the faster the pump turns, the more flow it provides and the more pressure it generates. The pressure regulator operates to hold the pressure in the system at a desired level, regardless of how fast we are driving the pump beyond the minimum speed needed. A typical pressure regulator is on the next page. The pressure regulator is close to the pump. The regulator consists of a cylindrically shaped valve positioned in a chamber by a calibrated spring. Fluid pressure from the pump acts on the valve and spring. When the pressure rises above the required amount, the valve moves, uncovering a passageway back to the oil pan. Excess fluid from the pump goes back to the pan, Every time the pump pressure rises, the valve moves to bleed off the excess pressure. This action maintains a constant pressure at the outlet. The tension of the calibrated spring controls the pressure at the outlet. If you increase the spring tension the pressure would increase because it would take more pump pressure to move the valve into the bleed-off position. If you decrease the spring tension, the pressure would decrease. HYDRAULICS Page 13ee Variable Pressure Regulator Most automatic transmissions use a type of pressure regulator valve called a variable pressure regulator. A variable pressure regulator provides different pressures in the transmission for different operating conditions. For example, to hold the transmission in low range it may take 90 PSI. Drive range, however, may only require 50 PSI, and reverse as much as 250 PSI. ‘The variable pressure regulator has some provision for changing the tension of the calibrated spring. The spring tension changes when a piston or boost valve pushes against it, When requiring pressure beyond the spring setting, we send pressure to the boost valve. ‘The valve moves against the spring, assisting the spring by increasing its tension. This action prevents the regulator valve from bleeding off pressure, and results in a high pump pressure. We call the pressure that acts on the boost valve to raise the spring force, boost pressure. When requiring less pressure, we send less fluid to the boost valve. The spring relaxes and the regulator valve can move to bleed off pressure at a lower level. HYDRAULICS Page 14Variable Displacement Pumps Variable displacement pumps are usually called vane type pumps. These pumps were used on 4-speed Hydro’s, Jet-A-Ways and Model 5 and 10 Roto-Hydramatics. Today, GM and Ford use these pumps in late model transmissions. Like a gear pump, the engine directly drives the vane pump, but unlike a gear type pump, a vane pump can change output without changing RPM. Look at the diagram carefully. The pump consists of a rotor, slide, rings, vanes and priming spring. The rotor attaches directly to the torque converter. Notice that on the right hand side of the pump, there is no oil between the rotor. The pump priming spring holds the slide in the maximum output position. Now follow the flow of oil. ‘The pump pulls oil through the intake passage and carries it to the top of the rotor. The pump then pushes the oil through the passage marked LINE. sue one PRESSURE REGULATOR VALVE HYDRAULICS Page 15 “so1inejokn”Variable Displacement Pumps When pump volume is more than the transmission needs, fluid goes back through the pressure regulator valve to the passage marked DECREASE. This return oil moves the slide against the priming spring to reduce pump output. Notice, on the right side of the pump rotor, that oil can get past the outlet and return to the intake passage. Also notice that the vanes on the intake side of the pump rotor are picking up less oil at the INTAKE, passage. suer0 oars ‘nessun oe Noss ay mane HYDRAULICS Page 16Modulator/Throttle Valve When a driver steps on the accelerator, engine torque increases. This means that the engine is under load. ‘Transmission pressure should change with engine load, so the transmission can handle the increased torque. To do this the transmission must know the position of the accelerator pedal. To send this information to the transmission, the car manufacturer uses either a vacuum line and modulator or linkage. The modulator or linkage moves a valve in the valve body. We call this valve a modulator or throttle valve and it controls TV pressure. This valve acts as a regulator valve which changes line pressure into TV pressure according to throttle opening. Vacuum operated transmissions use a modulator. A modulator changes vacuum signal into a mechanical force. This force moves the throttle valve. The diagram shows the modulator, pin and modulator valve. When the engine is idling, vacuum is high. The high vacuum pulls back the diaphragm inside the modulator. When the valve is in this position, it reduces pressure within the TV circuit. When you depress the accelerator pedal, vacuum decreases, Reduced vacuum allows the spring inside the modulator to push the pin and valve back to their original position. When the valve moves back, TV pressure increases. Passages direct the TV pressure to the pressure regulator and shift valves. ATMOSPHERIC PRESSURE MANIFOLD THROTTLE PRESSURE VACUUM THROTTLE VALVE (CASE) DIAPHRAGM CONTROL PRESSURE HYDRAULICS Page 17 REBAR 2Linkage Operated Throttle Valves When you open the throttle, the throttle valve plunger pushes the throttle valve into the bore. Then, depending on how far you depress the pedal, main line pressure bleeds into the TV circuit. TV oil works on several valves including the backside of the TV plunger, the pressure regulator valve and the shift valves. LUNE PRESSURE TAP PRESSURE REG VALVE DIRECT CLUTCH ACCUM. SHIT Ty, HYDRAULICS Page 18nespAH” Governor The governor is a hydraulic speedometer which uses centrifugal force to change mainline Pressure to governor pressure according to vehicle speed. Governor pressure usually matches road speed. In other words, governor pressure is about 20 PSI when the vehicle is traveling at 20 MPH and about 30 PSI at 30 MPH. Governor pressure will eventually equal mainline at high speeds. Governor pressure works against TV pressure. The two pressures work on opposite ends of the shift valves to control upshift and downshift timing. ‘There are three basic styles of governors. Ford, Chrysler and some imports attach the governor to the output shaft. Oil feed is through the governor support and into the governor housing through one hole. Then, depending on the speed of the vehicle, oil metered by the governor feeds into another hole called the governor oil return circuit. This oil is governor pressure which feeds the large end of each shift valve. Ford uses two different size valves inside the governor housing. The heavier valve is the primary valve, The primary valve moves when the vehicle's speed is below 10 MPH. ‘The lighter valve inside the governor is the secondary valve. This valve moves after the primary valve has opened. The secondary valve is an orificing valve which increases governor pressure as road speed increases. Centrifugal force and a spring control the secondary valve. HYDRAULICS Page 19Gear Drive Governors GM and some late model Ford governors are in a bore. They do not attach directly to the output shaft. These governors use a single valve and four weights to control oil flow. There are two primary weights and two secondary weights. When the output shaft is not turning, the valve inside the governor is in the closed position and the governor weights pull inward toward the center of governor shaft. This closes mainline pressure to the governor circuit. As the vehicle starts to move, centrifugal force pulls the weights away from the center of the shaft. When the weights move, they push the governor valve open. Now, oil can flow into the governor circuit. As vehicle speed increases, the valve allows more oil into the circuit until mainline and governor pressures are almost equal. ‘GOVERNOR ‘GOVERNOR HYDRAULICS Page 20OR, St Ball Type Governors GM and Ford also use a third type of governor. These governors consist of a drive gear, primary and secondary weights and primary and secondary check balls. One important difference between this governor and the one we discussed earlier is that a check ball style goveinor exhausts oil to the pan. It does not orifice pressure into another circuit. This ‘means that governor pressure is a controlled back pressure, When the output shaft is not turning, the drive oil inside the governor pushes the check balls off their seat. This pulls the governor weights toward the center of the governor shaft. Oil exhausts back to the pan and governor pressure is zero. As the vehicle starts to move, centrifugal force pulls the primary weight away from the center of the governor shaft. AAs the weight begins to move, the check ball seats. This inéreases governor pressure by restricting exhaust oil to the pan. As the vehicle speed increases, centrifugal force pulls the secondary weight away from the center of the governor shaft. This force seats the ball under the secondary weight, reducing the amount of oil that exhausts into the pan. Eventually both checkballs will fully seat and governor pressure will equal mainline, HYDRAULICS Page 21Shift Valves A shift valve is a hydraulic on-off switch that is either open or closed. TV pressure and governor pressure control most shift valves. TV pressure acts on one end of the valve while governor pressure acts on the other end of the valve. These pressures work against each other to move the valve. Governor pressure moves the valve to the upshift position while TV pressure moves the valve to the downshift position. There is also a spring on the TV end of the shift valve. This spring works against governor pressure to return the valve to its downshift position. ‘When governor pressure is working against the 1-2,2-3 and 3-4 shift valves, the 1-2 shift valve will always move first. The reason is simple. Shift valves have different diameter faces. A 1-2 shift valve usually has a larger diameter face than the 3-4 shift valve. This means that more force is working against the 1-2 shift valve than there is against the 3-4. Also, the spring behind the 1-2 shift valve may have less tension than the spring behind the 3-4 shift valve. The diameter of the face combined with the tension of the spring, makes the 1-2 shift valve easier to move than the 3-4 shift valve. HYDRAULICS Page 22