4L80-E

HYDRA-MATIC
CONTENTS
INTRODUCTION ..................................................................................... 3

HOW TO USE THIS BOOK ...................................................................... 4

UNDERSTANDING THE GRAPHICS ....................................................... 6

TRANSMISSION CUTAWAY VIEW (FOLDOUT) ....................................... 8

GENERAL DESCRIPTION ....................................................................... 9

PRICIPLES OF OPERATION .................................................................. 9A

MAJOR MECHANICAL COMPONENTS (FOLDOUT) ...................... 10

RANGE REFERENCE CHART ......................................................... 11

TORQUE CONVERTER .................................................................. 12

APPLY COMPONENTS ................................................................. 15

PLANETARY GEAR SETS ............................................................. 26

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

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

POWER FLOW ...................................................................................... 47

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

LUBRICATION POINTS ....................................................................... 102

BUSHING & BEARING LOCATIONS ................................................... 103

SEAL LOCATIONS .............................................................................. 104

ILLUSTRATED PARTS LIST ................................................................ 105

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

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

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

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

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

2
 PREFACE

The Hydra-matic 4L80-E Technician’s Guide is intended for automotive

technicians that are familiar with the operation of an automatic transaxle or
transmission. Technicians or other persons not having automatic transaxle
or transmission know-how may find this publication somewhat technically
complex if additional instruction is not provided. Since the intent of this
book is to explain the fundamental mechanical, hydraulic and electrical
operating principles, technical terms used herein are specific to the
transmission industry. However, words commonly associated with the
specific transaxle or transmission function have been defined in a Glossary
rather than within the text of this book.

The Hydra-matic 4L80-E Technician’s Guide is also intended to assist

technicians during the service, diagnosis and repair of this transmission.
However, this book is not intended to be a substitute for other General
Motors service publications that are normally used on the job. Since there
is a wide range of repair procedures and technical specifications specific to
certain vehicles and transmission models, the proper service publication
must be referred to when servicing the Hydra-matic 4L80-E transmission.

© COPYRIGHT 1998 POWERTRAIN GROUP

General Motors Corporation

ALL RIGHTS RESERVED

All information contained in this book is based on the latest data available
at the time of publication approval. The right is reserved to make product or
publication changes, at any time, without notice.
No part of any GM Powertrain publication may be reproduced, stored
in any retrieval system or transmitted in any form or by any means,
including but not limited to electronic, mechanical, photocopying,
recording or otherwise, without the prior written permission of
Powertrain Group of General Motors Corporation. This includes all
text, illustrations, tables and charts.

1
 INTRODUCTION
The Hydra-matic 4L80-E Technician’s Guide is
another Powertrain publication from the Technician’s
Guide series of books. The purpose of this
publication, as is the case with other Technician’s
Guides, is to provide complete information on the
theoretical operating characteristics of this
transmission. Operational theories of the mechanical,
hydraulic and electrical components are presented in
a sequential and functional order to better explain
their operation as part of the system.
In the first section of this book entitled “Principles
of Operation”, exacting explanations of the major
components and their functions are presented. In
every situation possible, text describes component
operation during the apply and release cycle as well
as situations where it has no effect at all. The
descriptive text is then supported by numerous
graphic illustrations to further emphasize the
operational theories presented.
The second major section entitled “Power Flow”,
blends the information presented in the “Principles of
Operation” section into the complete transmission
assembly. The transfer of torque from the engine
through the transmission is graphically displayed on a
full page while a narrative description is provided on
a facing half page. The opposite side of the half page
contains the narrative description of the hydraulic fluid
as it applies components or shifts valves in the system.
Facing this partial page is a hydraulic schematic that
shows the position of valves, checkballs, etc., as they
function in a specific gear range.
The third major section of this book displays the
“Complete Hydraulic Circuit” for specific gear
ranges. Fold-out pages containing fluid flow
schematics and two dimensional illustrations of major
components graphically display hydraulic circuits.
This information is extremely useful when tracing
fluid circuits for learning or diagnosis purposes.
The “Appendix” section of this book provides
additional transmission information regarding
lubrication circuits, seal locations, illustrated parts
lists and more. Although this information is available
in current model year Service Manuals, its inclusion
provides for a quick reference guide that is useful to
the technician.
Production of the Hydra-matic 4L80-E Technician’s
Guide was made possible through the combined
efforts of many staff areas within the General Motors
Powertrain Division. As a result, the Hydra-matic
4L80-E Technician’s Guide was written to provide
the user with the most current, concise and usable
information available regarding this product.
3
 HOW TO USE THIS BOOK
First time users of this book may find the page layout
a little unusual or perhaps confusing. However, with
a minimal amount of exposure to this format its
usefulness becomes more obvious. If you are
unfamiliar with this publication, the following
guidelines are helpful in understanding the functional
intent for the various page layouts:
• Read the following section, “Understanding the
Graphics” to know how the graphic illustrations
are used, particularly as they relate to the
mechanical power flow and hydraulic controls
(see Understanding the Graphics page 6).
• Unfold the cutaway illustration of the Hydra-
matic 4L80-E (page 8) and refer to it as you
progress through each major section. This
cutaway provides a quick reference of component
location inside the transmission assembly and
their relationship to other components.
• The Principles of Operation section (beginning on
page 9A) presents information regarding the major
apply components and hydraulic control
components used in this transmission. This section
describes “how” specific components work and
interfaces with the sections that follow.
• The Power Flow section (beginning on page 47)
presents the mechanical and hydraulic functions
corresponding to specific gear ranges. This
section builds on the information presented in the
Principles of Operation section by showing
4
specific fluid circuits that enable the mechanical
components to operate. The mechanical power
flow is graphically displayed on a full size page
and is followed by a half page of descriptive text.
The opposite side of the half page contains the
narrative description of the hydraulic fluid as it
applies components or moves valves in the system.
Facing this partial page is a hydraulic schematic
which shows the position of valves, ball check
valves, etc., as they function in a specific gear
range. Also, located at the bottom of each half
page is a reference to the Complete Hydraulic
Circuit section that follows.
• The Complete Hydraulic Circuits section
(beginning on page 75) details the entire hydraulic
system. This is accomplished by using a fold-out
circuit schematic with a facing page two
dimensional fold-out drawing of each component.
The circuit schematics and component drawings
display only the fluid passages for that specific
operating range.
• Finally, the Appendix section contains a schematic
of the lubrication flow through the transmission,
disassembled view parts lists and transmission
specifications. This information has been included
to provide the user with convenient reference
information published in the appropriate vehicle
Service Manuals. Since component parts lists
and specifications may change over time, this
information should be verified with Service
Manual information.
 HOW TO USE THIS BOOK

LARGE CUTAWAY VIEW HALF PAGE TEXT FOR EASY RANGE REFERENCE CHART
OF TRANSAXLE REFERENCE TO BOTH PAGES
(FOLDOUT)
RK )
PA nning
u
eR

➤
gin
(En
(P)
Park l
PARK the e oi PARK
r in th
HYDRA-MATIC 4L80-E leve fromwing: (Engine Running)
(Engine Running) ctor sure follo
1 2c 2d 3
sele pres the g-
POWER FROM OVERDRIVE OVERDRIVE OVERDRIVE 4 the line ed to 8): Re)

➤
OIL PUMP OVERDRIVE FOURTH OVERRUN OVERDRIVE FORWARD DIRECT INTERMEDIATE INTERMEDIATE LOW REACTION REAR OUTPUT TORQUE ROLLER CARRIER INTERNAL POWERFLOW ith n,
W sitio rect Valve( essu21 re
CLUTCH PINION GEARS GEAR TERMINATED
po p is di lator (line prion
CONVERTER
ASSEMBLY ROLLER CLUTCH CLUTCH CARRIER CLUTCH CLUTCH CLUTCH SPRAG ROLLER CARRIER INTERNAL CARRIER (1) (512) (518) DRIVEN
(4) CLUTCH ASSEMBLY ASSEMBLY ASSEMBLY ASSEMBLY ASSEMBLY ASSEMBLY CLUTCH CLUTCH ASSEMBLY GEAR ASSEMBLY HOLDING HELD
pum re Reguoutputnsmissmp
ASSEMBLY (523–533) (504–511) (514) (601–616) (616–623) (629–640) ASSEMBLY ASSEMBLY (651) (666) (661) su mp tra pu 4
(512) (624) (644) Preses pu to the hen mand

➤
ulat rdingents. Wthe defrom
CONVERTER ➤ NO POWER
accoirem ceeds, fluidr
requut ex sure lato
CASE ➤

➤
PUMP outp e presre regu
TRANSMITTED TO
➤

PRND43
EXTENSION DIFFERENTIAL
ASSEMBLY ASSEMBLY of linpressu
(19) the MANUAL 2-1

FBA
BAND SERVO
(55–60)

➤
STATOR

➤
ROLLER ➤

CLUTCH ➤
ASSEMBLY ACTR FD
1

➤
➤ ➤

DRIVE
➤

PRN

FILTERED ACTUATOR FEED

EX
EX

➤
➤
MANUAL VALVE

ACTUATOR FEED
➤
HELD

➤
PRND4 ➤

➤
PRN

PRND43

D 21
LINE ➤

LO
PRND4
REVERSE

D321
FILTER
P RND (317)

LUBE
D
2
➤

➤
1 LUBE

REAR
➤
OVERDRIVE PIPE
CARRIER

➤
OVERDRIVE PINION GEARS (39)
SUN TURBINE ➤ ➤ ➤ FILTERED ACTUATOR FEED ➤
OVERRUN HELD AIR
GEAR SHAFT 20
TORQUE PUMP CLUTCH BLEED ➤
PRND43
➤
➤
(502)
OUTPUT ASSEMBLY HOUSING (210)

1-2 SIGNAL
CONVERTER
SHAFT ASSEMBLY (4) (504)

2-3 DRIVE
(1) PRESSURE
(671)

DRIVE
TAP (24)

PRND43

REV

REV
➤
TURBINE ➤ ACTR FD

➤
➤ LINE ➤
2

EX

➤
SHAFT 1-2 SOL
(502) 1-2 SHIFT VALVE EX

OUTPUT N.O. ON

LO

➤
ORIFICE CUP PLUG (236)

➤
SPEED

➤
1-2 SIGNAL

➤
➤

➤
OVERDRIVE ➤ LINE
SENSOR REVERSE

PRESSURE REG
CASE TFP

➤
REV ALL LO
CARRIER PRND43
ASSEMBLY SWITCH

PRND4
SWITCHES
ASSEMBLY OVERDRIVE ASSEMBLY SUCTION
➤ N.O. 2-3 SIGNAL ➤

(7) (22) ROLLER (514) REV

PRND4 DRIVE
LINE ➤

➤
CLUTCH ➤ ACTUATOR FEED

➤
CONV FD
➤ DRIVE

➤
(512)
HOLDING ➤ ➤
PARKING

➤
➤ ➤ 19
EX PRND4
PAWL

PRN
➤

REVERSE

➤
➤

➤
ACTUATOR FEED ➤
(703)

LINE

BOOST
4

2-3 SIGNAL

2-3 SIGNAL
➤
➤
ORIFICED ACTUATOR FEED
➤
2-3 DRIVE

LINE (from Pump)

ORIFICED EX
➤
5
TORQUE

1-2 SIGNAL
➤
➤
ACT FD LIMIT ➤
PRND4

EX
CONVERTER CONVERTER

➤
EX

ACTUATOR FEED
EX

EX
TORQUE SIG

➤
ASSEMBLY SUN GEAR HUB

➤
➤ ➤ LINE 2-3 SOL
(1) (650) OUTPUT 2-3 SHIFT VALVE ➤ ➤ EX ➤

➤
SHAFT N.O. OFF

EX
OUTPUT

FBA
4TH CL FD
PRN
➤
CARRIER ASSEMBLY ➤
TORQUE SIGNAL
➤
TORQUE SIGNAL 3RD CLUTCH FEED
ASSEMBLY (671)
SUN GEAR HELD

➤
(661)
3

➤
FORWARD

➤
SHAFT CLUTCH
HELD ➤ PRN ➤ ➤ PRN ➤

(649) HOUSING
(602)
LINE
TURBINE

➤
➤
➤
SHAFT LOW AND

SIGNAL
ACTUATOR FEED

➤
1-2 SIG
➤
(502) REVERSE 4TH CL FD

➤
FILTER

➤ TORQUE
BAND FILTERED ACTR FD
(302) ➤ PRN
ASSEMBLY CO
MP 3-4 SHIFT

➤
(657) ➤ LE
TE
PRESSURE
PARKING CONTROL 5
PAWL HY SOLENOID 15

MANUAL INPUT DR VALVE (320) 4TH CLUTCH ORIFICED EX EX

➤
EX
(703)
50 PA AULI
PRESSURE SHIFT SHAFT SPEED MANUAL 2-1 CONTROL PARKING PAWL ➤ ENGAGED B GE C
76 CIR

➤
PRESSURE CONVERTER CONVERTER CONTROL OIL FILTER DETENT LEVER MANUAL SENSOR BAND VALVE ACTUATOR MAIN OVERDRIVE PARKING PAWL CU
PARKING PAWL
PLATE TURBINE STATOR SOLENOID PAN ASSEMBLY ASSEMBLY SHIFT SHAFT ASSEMBLY ASSEMBLY ASSEMBLY ASSEMBLY SHAFT INTERNAL ACTUATOR RETURN SPRING
IT
ASSEMBLY ASSEMBLY ASSEMBLY (320) (28) (31) (711) (708) (22) (628) (44) (710) (662) GEAR ASSEMBLY (705)
DRIVEN (710)

Figure 46 Figure 47
8 Figure 6 50 51

PAGE NUMBER —
FOR REFERENCE TO
FLUID FLOW SCHEMATIC

FLUID FLOW SCHEMATIC — FLUID FLOW THROUGH

(FOLDOUT) COMPONENTS (FOLDOUT)

RK g)
PA nnin
e Ru
gin
(En (P)
Park l
(Engine Running) the e oi
PARK PARK
r in th (Engine Running)

;;;;
leve fromwing:
➤

ctor sure follo

;;; ;;;
sele pres the

;;;;
(9)
➤

➤
g-

;;;; ;;
the line ed to 8): Re)
(208) (237)
TORQUE OVERRUN CLUTCH 4TH CLUTCH FORWARD CLUTCH DIRECT CLUTCH INTERMEDIATE 48
ith 21
W sition, rect Valve( essu re (239)

;;;
;;;;;;;
;; ;;;;;;;;
;; ;;
CONVERTER ASSEMBLY ASSEMBLY ASSEMBLY ASSEMBLY CLUTCH ASSEMBLY

;;;;
48 (236)
po p is di lator (line prion
48
(1) (504–511) (523–533) (602–616) (616–623) & CENTER SUPPORT 47
47 48 7
(210)
7 48

;;;
;;;;;;;
;;
;;;
;;; ;; ;;
;;
;;;;;
(629–640)
pum re Reguoutputnsmissmp
➤

45

;;;; ;
;;; ; ;;
➤

48
➤

;;;;
➤

2 7 8 2
➤

➤
45 48 (8)
su mp tra pu
➤

2 9 8 2 45
9 8
Preses pu to thWe hen mand
➤

8 47

;;;;;;;;
45 8

;;;
;;; ;;
;;;;; ; ;; ;
➤
12 12 45
ulat rdingents. the defrom

;;;;
➤

2 9 9 2
accoirem ceeds, fluidr

;;;;;;;;
;;
;; ;; ; ;
;;;;;
;;; ;;;
1 2 12 2 12
10 49 12 ➤ 12

;;;; ;;;
;; ;
10
➤

requut ex sure lato

1
➤ 7 8 ➤
➤

;;;;
8 7

outp e presre regu

➤
➤ 24
➤

;; ;;; ;
10 ➤ ➤
FRONT LUBE ➤
➤
12
REVERSE
➤

49 12 19 13
➤

13
of linpressu
49
APPLY/RETURN

DRIVE DRIVE ➤ 29 11
11 45

;;;;
the

;;;; ;;;;
➤
3RD/REVERSE 11
40 (90)
➤

3 3 49
1
➤
1
CENTER LUBE
OVERRUN CLUTCH

1
RELEASE

➤ 1
➤

2 1 1
REVERSE

LUBE

;; ; ;; ➤
2

;;;;
30 30
ER
3RD/REV

43 43
CENT
2
DRIVE

45
➤

47
30
29
➤

47 47 29 40
14
14

;;;;
29 45 14
3 2 19 30 3
47
45
47 43 19 43
ER ➤ ➤ ➤ 47 3
COOLER
COOL
43 2 40
➤

30
➤

14 2
➤

;;;;
➤ ➤ ➤ CENTER LUBE ➤ ➤ 40
➤

14 3
2ND CL
2ND CL

3 2 19 43 43 2
➤

2-3 DRIVE 2-3 DRIVE 2-3 DRIVE

;;
➤

PUMP BODY (203) PUMP COVER (206) PUMP COVER (206) 1

➤

30 40 3 2 19 43 14
ACCUM ACCUMULATOR
CENTER LUBE

REAR 4TH CLUTCH

(Pump Cover Side) (Pump Body Side) (Case Side) CASE (7)
ACCUMULATOR

FRONT BAND APPLY

3RD/REVERSE

OIL COOLER ACCUMULATOR GASKET (47) (Pump Cover Side)

(24)
REVERSE

PIPE CONNECTOR
ACCUM

#10 #1 #8
➤
ACCUMULATOR HOUSING (51) EX
(90) 2ND ACCUM
3RD CL FD

➤
ACCUM

3RD ACCUMULATOR
ACCUM

4TH CL
ACCUMULATOR

4TH
➤

ACCUMULATOR
FBA

1 2d 44a
➤

3RD CL

42
4TH CL

2 44
➤

#6 #5 #10 #8 #3 #2 #3
PRND43

42c
➤

➤ CENTER LUBE ➤ ➤ ➤ 1 23 47 47
47
REAR BAND APPLY
➤

41 41a 42d 32
FILTER 38
33a
26c

26f

26
26j

ORIFICE
➤

26d

26e

16b

33b

16a 2
26i

(75)
➤
➤

ORIFICE
2ND CLUTCH

39 39d
4TH CLUTCH

CUP PLUG 14 47
14d

34a

31a

➤ 16a

41a

37b

37e

34b

FBA 31d

26g
26h
35a

28a
14c

34c
33c
37f

8 9 10 11 12 47 42
17a

13 14 41
CUP PLUG (237) 47 16 39 47 28
38

38

32

32

37c

37d

34

34

31c

31b

28

28
41

MANUAL 2-1
43e

#4 5c 47
FRONT LUBE

16 47
(208) EX EX LOW & REVERSE 39e
CASE (7)

14
➤

BAND SERVO 16b/41 47 47 47

RELEASE

20e 2b 5b 37 47
(55–60) BAND SERVO ➤ 20 2 5 14a 20f 20a 47
➤

D 21
D 21
D 21
PRN

14
➤

5 43d 34 47
CO (61–74) 14 22 22a 43c 22b 26 17
➤

4TH ACCUM 3RD ACCUM 14 5 43 2 5a 43a 47 47

20 20b
NV 4TH CL FD 36a 43 22 14b 43b 13 27 32 47
LIM TORQUE SIG 4TH CLUTCH 20 19 ➤ 42 19 43
➤

7 43 19a 43e
IT 43 (39) 14
➤
4TH CL FD

37a 19 38
➤

➤ ➤
CON 3RD CL ORIF EX ORIFICED EX 46a 45 EX 43 39a/40 39c
19b 20c/21 20d/22 30 26 35
➤

➤ 34
➤

REG V FD 15 1 42b 16 36
4TH CL

3RD CL

7
➤

EX 19a DRIVE 3RD CL FD 39 20 46 21

➤
➤
4TH CLUTCH FEED

19 37
➤

CON ➤ ➤ EX 45a 42 19 ➤ ➤ 37a/19 22

19 44 50 39b/40 18b ➤ 47 47 40 45
V FD 4 19c 6 #11
TC

ACCUMULATOR 18a 45 5 2
➤
26b ➤
2-3 DRIVE

EX 3RD/REV 45 45b
➤

➤ 37b 33a/34 46b/45 25 5

➤
➤

18 2a
C

26a 27 ORIFICED ACCUM 2 2 2c 24/19d

➤

➤
24 37 24
FILTERED 2-3 DRIVE

REV #9 ➤
➤

43h 2 3b/4
DRIVE
EN

31a
COOLER

33 11 33c
➤

➤ 6
31b 12 37
➤
➤

33 ➤ 21 31
LE ACCUM 3-4 SHIFT 31 3 33b/34
AB

PRND43
➤ 43g 3 42 42a 36a 43
➤

AB ➤ 36b
TORQUE SIGNAL

AIR 35 36
➤

➤ 42a
#11 16 3 36 10 23a 42
C EN
L

3
➤

➤ PRN 3a
➤
➤ BLEED 23/24c 17
➤

LO ACTR FD 1-2 SIGNAL 37 30 45 4

➤ ➤
➤ 43f 37 37d 14 47 3 2
TC
➤

➤
OVERRUN CLUTCH 5 (75) 5 31c 24a 34 41 18 45 23 46 5
DRIVE

➤
(210)
FRONT BAND APPLY
➤

AL 5e 6 ➤ ORIFICED ACTUATOR FEED ➤ ➤ 2-3 SIGNAL ➤ 22a 5 23 37e 35a 25 2

➤

E ➤25 25a 5d 5e/6 37c 23/24b 17 18 36 31 33 19

GN ➤
➤

AS RN 24 44 45a 18
C SI ACTUATOR FEED PRND4
➤ ➤ ➤ ➤ ➤
➤ LINE 5d 18b 22
➤

➤ 23
LE
➤
➤

43 22
RE RETUE
40 34 15 47 47 47 50
TC 4TH CLUTCH FEED 34b 43f
➤

36b
➤

ORIFICE 40 #9 39 42
Y/ IV LUBE 40 31 40a 43g
➤
➤
TC

ACT FD LIMIT 30a 40 5 ➤ ➤

PL CONVERTER FEED 2-3 DRIVE 45
➤
LO

➤ 23a
PRND4

LINE
PRND4

➤ CUP PLUG 34 26b ➤

AP DR ONT
C EN

46a/45 19
➤

#5 26c/38 26e/32 21
3RD CLUTCH FEED 30 31d 34c 16 43h 45
PRESSURE REG

➤ ➤
22b
➤
➤

(236) 24 19
➤

45
EX

47
2-3 SIGNAL

➤
30
EX

EX

➤
FR #6 6
PUMP ASSEMBLY (4) 9 21
AB

26 26 22
D21

RBA

➤
2-3 SIGNAL 17
D 21
➤

REV

26d/38
➤

20
1-2 SIGNAL

5 ➤ 43 23 22
EX

LINE 43
LE

➤ ➤
➤

2a 24c 23 17 17 26a/27 8 26g 47 47

SUCTION 26f/32
➤
17a 43 20
➤

2-3 SOL ➤ 28 (39)

➤
REG CONV FD

TCC SIGNAL
➤

30a 24b #4 28 28a

➤

➤
➤

14 2
CONV CLUTCH SHIFT

2-3 SHIFT VALVE ➤ ➤ EX ➤ 23 37f 34a 20

➤

EX EX
LINE

➤ LINE ➤ 45b 45 14d 18 5

➤

43
➤

18
49 ➤

47 26j/28
TCC SIGNAL

12
➤

➤ EX 45 46b ORIFICED EX N.O. OFF 24a 2ND CLUTCH 39 47

EX ➤ ➤ 37 34 42
➤

14 ➤
➤

4 14 26i/28
CONV FD FILTERED 2-3 DRIVE 2-3 SIGNAL
➤ ➤ ➤
TCC SIGNAL

22 20d 37 (302) 16
PRN

24 43 19 41 47
REL 45
EX

➤ FBA
➤

TCC (PWM) 19 45 26 14c 26h 43 41 17 42 47

25a ACTUATOR FEED
➤
32a
8

38a
➤

SOLENOID ORIFICED EX REV 2

➤
R CONV FD 43d 47 34 47
➤

➤
➤
32

VALVE EX TCC REG ➤ ➤

ACTUATOR FEED
➤ ➤
5b 44
EX
4T

(323) 47
COOLER ➤ 3a OFF (317)
➤

➤
43b REV 18
H

47 47
LINE

33
➤
➤

ACTR FD

LINE
REVERSE

REV
➤

43c
2-3 SIG

3-

REGULATED APPLY
➤

APP/RET
➤
➤
BOOST

3
4

2-3 DRIVE CC
A

ORIFICED REG APPLY

REV

3b 4
➤

20 #7
REG APPLY 44
FILT ACTR FD

U SPACER PLATE (46) CONTROL VALVE BODY (44)

2ND CLUTCH

➤
➤
➤

➤ 44
ACTR FD

1-2 SIGNAL
➤ ➤
➤ LINE ➤ 2c ➤ 21 20c M 2 42 2
EX

13 (90) 42
➤

)8(
TORQUE SIGNAL 1-2 SOL ACCUMULATOR CASE (7)
35
➤

➤ ➤ ➤
14a ➤
PUMP REVERSE (Case Side)
➤
PRND43
ACTR FD

TCC SIGNAL
➤
O

2
➤

BODY
1-2 SHIFT VALVE EX HOUSING (51) (Control Valve Body Side) 41
V

PRESSURE RR 12 41 42
➤
➤

(203) ➤ 39
TORQUE SIG
➤

14b FILTER 39
DRIVE

CONTROL N.O. ON U 41 41
N
➤

(302) 42
➤

➤
TORQUE SIGNAL LINE
➤
2b SOLENOID 39 41
REV 1-2 SIGNAL ➤ 16
FILTERED ACTR FD

VALVE (320) 16
37
➤ PRN
➤
EX

39
D 21

16
ACTUATOR FEED

ACTR FD
➤ ➤ ➤
5c 20
LINE
ACTUATOR FD

➤ ➤ 5
FILTERED ACTR FD

➤
5
➤

20 5 5
EX

V
EX

➤ FILTERED ACTUATOR FEED ➤ 20a ➤ 14 20 2 20 14 20 2 20

ER
38

TCC SIGNAL
DRIVE

RU
➤

➤
DRIVE N 22 43 22 43 20 22 43 43
5
D2

20b ➤ CL 14 43 14 5 20
REGULATED APPLY MANUAL VALVE U 43 43 22
CASE (7)

➤ TC 43 43 43
➤

➤
21
H 20 20
➤

19 21 22
REVERSE

FRONT REVERSE 2ND CL 19 19

➤

19d 24
➤

19
PRND43

LINE ➤

42 42
LO
PRND4

PRND4

➤
REVERSE

OIL COOLER 39 39
D321

39
TCC SIGNAL

40
➤
DRIVE

OVERRUN CLUTCH FILTER 22 37

40

19
➤

PIPE CONNECTOR 19
PRND43

(317) 19c DRIVE 45 45 18

P RND
LO

45
3-

37 18 46
➤

37
LUBE

➤
➤

(8) ➤ 18
DRIVE
2

18
LO

20f D 2 33 2
➤

➤
SI

2 24 2 34 19
2 31 23
PRND4

➤ ➤ PRND43 3 33 31 23
G

4 33
1
N

36
RBA

PUMP 36 36 36
A

➤ LUBE
REAR

20e 42 42
NOTE:
L

COVER
PIPE TFP
DRIVE

(206) REV LO 3 31
REVERSE

ALL
37 24 3 31
➤ 2d ➤ LINE ➤ ➤ #7 PRND43 37
LO

(39) SWITCHES SWITCH 37 23 37 24

35
- INDICATES BOLT HOLES
➤

N.O. 5
➤ ➤ ➤ RBA 25 5 45 5 6 45 24
PRND4 DRIVE 35 43 25
43
➤

42b LO LO 34 31 34 31
40 45
➤

40
OIL REV
30
26
34 43
26 46
34 43 - NON FUNCTIONAL HOLES
LINE

➤ ➤ 26 30
DRIVE

38
PRESSURES PAN PRND4 ➤ 18a ➤ 26
26 HAVE BEEN REMOVED FROM
➤

26
➤

32
(28) DRIVE
SUCTION

ACTUATOR FEED

26
INTAKE & DECREASE (SUCTION) 17 27 17 COMPONENT DRAWINGS TO
➤

CONTROL VALVE BODY (44) 31 28 28

REVERSE

FILTER GASKET (45)

SIMPLIFY TRACING FLUID FLOW.
➤
DRIVE

CONVERTER & LUBE 37

44a

ASSEMBLY 34 26 34
40

40

14 28
14
40a

39d

43a

19b

39e

42d
39c

42c

(31) 37
5a

MAINLINE PRESSURE 1 23 SPACER PLATE (46)

39b

TAP - DUAL PURPOSE PASSAGES

39a

14
➤

14 26 26
SOLENOID SIGNAL "ON" (24) GASKET (48) 38 32 38 32
LO

CASE (7) 47 47
HAVE CASE SIDE
➤

SOLENOID SIGNAL "OFF" #1 D321 D321 REAR BAND APPLY

OVERRUN CLUTCH
NUMBERS LISTED FIRST
ACCUMULATOR LINE
➤
➤ ACTUATOR FEED ➤ ➤ ACTUATOR FEED ➤ ➤
➤

ACTUATOR FEED REVERSE REVERSE GASKET (47) GASKET (48) GASKET (45) - EXHAUST FLUID NOT SHOWN
TORQUE SIGNAL DRIVE DRIVE (Accumulator Housing to Spacer Plate) (Case to Spacer Plate) (Spacer Plate to Control Valve Body)

Figure 74 Figure 75
76 FOLDOUT ➤ 77
➤

HALF PAGE TEXT AND LEGEND

COMPLETE ILLUSTRATED
PARTS LIST

Figure 1 5
 UNDERSTANDING THE GRAPHICS
CASE
ASSEMBLY
(7)

MANUAL 2-1 BAND

SERVO ASSEMBLY
(55-60)
LOW AND REVERSE
BAND SERVO
ASSEMBLY
(61-74)

CONTROL VALVE BODY

3RD AND 4TH CLUTCH SPACER PLATE GASKET
ACCUMULATOR (48)
TORQUE HOUSING
CONVERTER OIL PUMP (51) CONTROL VALVE
ASSEMBLY ASSEMBLY BODY GASKET
(1) (4) ACCUMULATOR (45)
HOUSING
GASKET
(47) TRANSMISSION FLUID
PRESSURE MANUAL VALVE
POSITION SWITCH
CONTROL VALVE BODY
(40)
SPACER PLATE
(46)
LUBE
CONTROL VALVE
OIL PIPE
ASSEMBLY
(39)
(44)

OIL FILTER
ASSEMBLY
(31)

OIL PAN
(28)

Figure 2

The flow of transmission fluid starts in the bottom
pan and is drawn through the filter, case assembly and
into the oil pump assembly. This is a basic concept of
fluid flow that can be understood by reviewing the
illustrations provided in Figure 2. However, fluid may
pass between the control valve body, spacer plate,
case and other components many times before reaching
a valve or applying a clutch. For this reason, the
graphics are designed to show the exact location where
fluid passes through a component and into other
passages for specific gear range operation.
To provide a better understanding of fluid flow in
the Hydra-matic 4L80-E transmission, the
components involved with hydraulic control and fluid
flow are illustrated in three major formats. Figure 3
provides an example of these formats which are:
• A three dimensional line drawing of the component
for easier part identification.
• A two dimensional line drawing of the component
to indicate fluid passages and orifices.
6
• A graphic schematic representation that displays
valves, ball check valves, orifices and so forth,
required for the proper function of transmission in
a specific gear range. In the schematic drawings,
fluid circuits are represented by straight lines and
orifices are represented by indentations in a circuit.
All circuits are labeled and color coded to provide
reference points between the schematic drawing
and the two dimensional line drawing of the
components.
• Figure 4 (page 7B) provides an illustration of a
typical valve, bushing and valve train components.
A brief description of valve operation is also
provided to support the illustration.
• Figure 5 (page 7B) provides a color coded chart
that references different fluid pressures used to
operate the hydraulic control systems. A brief
description of how fluid pressures affect valve
operation is also provided.
 UNDERSTANDING THE GRAPHICS
TORQUE
;;;; OVERRUN CLUTCH 4TH CLUTCH FORWARD CLUTCH DIRECT CLUTCH INTERMEDIATE

;;;;
CONVERTER ASSEMBLY ASSEMBLY ASSEMBLY ASSEMBLY CLUTCH ASSEMBLY SPACER PLATE
(1) (504–511) (523–533) (602–616) (616–623) & CENTER SUPPORT
CASE SIDE
;;;;
(629–640)
➤

GASKET

;;;;
GASKET (48) SPACER
(47)

;;;;
➤
FRONT LUBE ➤
➤ PLATE
REVERSE
(46)

➤
;;;;

APPLY/RETURN
DRIVE DRIVE ➤
➤
3RD/REVERSE
GASKET

➤
;;;;

CENTER LUBE
OVERRUN CLUTCH
RELEASE
E
(45)

REVERSE
LUB
TER

3RD/REV
CEN

DRIVE
;;;;
➤

LER
➤ ➤ ➤ VAL
ALVE
VE BODY
;;;;
COOLER
COO

➤
➤ ➤ ➤ CENTER LUBE ➤ ➤

SPACER
SPACER
➤

2ND CL
2ND CL
➤
2-3 DRIVE 2-3 DRIVE 2-3 DRIVE

➤
ACCUM ACCUMULATOR

CENTER LUBE
REAR 4TH CLUTCH
PLATE
PLA TE

ACCUMULATOR
FRONT BAND APPLY

3RD/REVERSE
OIL COOLER ACCUMULATOR GASKET (47)

REVERSE
PIPE CONNECTOR

ACCUM
ACCUMULATOR HOUSING (51) EX
(90) 2ND ACCUM

3RD CL FD
ACCUM
3RD ACCUMULATOR

ACCUM
(23)

4TH CL
ACCUMULATOR
4TH
➤

ACCUMULATOR

FBA
➤

3RD CL
4TH CL
#6 #5 #10 #8 #3 #2

PRND43
➤

➤
➤ CENTER LUBE ➤ ➤ ➤

REAR BAND APPLY

➤
FILTER

33a
26c

26f

26j
ORIFICE
➤

26d

26e

16b

33b

26i
(75)

➤
➤
ORIFICE

2ND CLUTCH
4TH CLUTCH
CUP PLUG

14d

34a

31a

➤ 16a

41a

37b

37e

34b

FBA 31d

26g
26h
35a

28a
14c

34c
33c
37f
8 9 10 11 12

17a
13 14
CUP PLUG (237)

38

38

32

32

37c

37d

34

34

31c

31b

28

28
41
MANUAL 2-1

43e
FRONT LUBE
(208) EX EX LOW & REVERSE
CASE (7)

➤
BAND SERVO

RELEASE

➤
(55–60) BAND SERVO

D 21
D 21
D 21
PRN
CO (61–74)

➤
4TH ACCUM 3RD ACCUM
NV 4TH CL FD 36a
L IMIT 7 TORQUE SIG 4TH CLUTCH

4TH CL FD
37a 19

➤
➤ ➤
CON 3RD CL ORIF EX ORIFICED EX 46a 45 EX
➤

➤
REG V FD 15

4TH CL

3RD CL
EX 19a DRIVE 3RD CL FD

4TH CLUTCH FEED

➤
CON ➤ ➤ EX 45a
V FD ACCUMULATOR
TC

➤
26b

2-3 DRIVE
EX 3RD/REV
➤

➤
➤
➤

26a 27 ORIFICED ACCUM

➤
➤

FILTERED 2-3 DRIVE

DRIVE REV 43h #9
EN
COOLER

THREE DIMENSIONAL TWO DIMENSIONAL

➤
➤ 6
➤

LE ACCUM 3-4 SHIFT

AB

B PRND43 43g
➤
NA

TORQUE SIGNAL
➤ AIR
➤

➤ 42a
#11 16
CE
L

➤
➤ PRN
➤
TC ➤ ➤ BLEED 5 LO ACTR FD ➤
➤
1-2 SIGNAL
➤
43f
OVERRUN CLUTCH

DRIVE
(210)

FRONT BAND APPLY

AL
➤

E 5e 6 ➤ ORIFICED ACTUATOR FEED ➤ ➤ 2-3 SIGNAL ➤ 22a

IGN AS URN ➤

➤
CS ACTUATOR FEED PRND4
➤ ➤ ➤ ➤ ➤
LE ➤ LINE 5d 18b

➤
➤

➤
➤

TC RE /RET E BE 4TH CLUTCH FEED

➤
36b

➤
Y ORIFICE

➤
TC

PL RIV LU CONVERTER FEED ACT FD LIMIT 2-3 DRIVE

➤

LO
➤ 23a

PRND4
LINE

PRND4
➤ CUP PLUG
AP D ONT
C

3RD CLUTCH FEED

EN

PRESSURE REG
➤ ➤
22b

➤
➤
FR (236)

EX

2-3 SIGNAL
➤

EX

EX
PUMP ASSEMBLY (4)
A

D21

RBA
2-3 SIGNAL 17

D 21
➤

REV
1-2 SIGNAL
BL

EX
LINE

➤
➤ ➤
➤

2a 24c 23
E

SUCTION
➤

➤
2-3 SOL
REG CONV FD

TCC SIGNAL
➤

30a 24b #4
➤

➤
CONV CLUTCH SHIFT

23
EX EX 2-3 SHIFT VALVE ➤ ➤ EX ➤

LINE
45b
➤ LINE ➤
➤

18
49 ➤

TCC SIGNAL
➤

➤ EX 45 46b ORIFICED EX N.O. OFF 24a 2ND CLUTCH

EX

➤
4
CONV FD FILTERED 2-3 DRIVE 2-3 SIGNAL
➤ ➤ ➤
TCC SIGNAL

22 20d

PRN

➤
24
REL

EX
➤ FBA

➤
TCC (PWM) 19
25a ACTUATOR FEED
➤
8

CASE SIDE
➤

SOLENOID ORIFICED EX REV

➤
43d
R CONV FD
➤

➤
VALVE EX TCC REG ➤ ➤
ACTUATOR FEED
➤ ➤
5b
EX (323)
COOLER ➤ 3a OFF

➤
➤
43b REV

LINE

➤
➤

ACTR FD
REVERSE
LINE 43c REV

2-3 SIG
APP/RET REGULATED APPLY
➤

➤
BOOST

3
ORIFICED REG APPLY 2-3 DRIVE

REV
3b 4

➤
20
REG APPLY

FILT ACTR FD

2ND CLUTCH
➤
➤

ACTR FD
1-2 SIGNAL
➤ ➤
21 20c
LINE

➤
➤ ➤ 2c ➤

EX

➤
➤
TORQUE SIGNAL
➤
1-2 SOL
➤

➤ ➤ ➤
14a ➤
REVERSE

➤
PUMP

PRND43
ACTR FD
TCC SIGNAL 2

➤
BODY
PRESSURE 1-2 SHIFT VALVE EX

➤
➤

(203) ➤
TORQUE SIG
➤

14b FILTER
DRIVE

CONTROL N.O. ON
➤

(302) ➤

➤
➤
TORQUE SIGNAL LINE
➤
2b SOLENOID
REV 1-2 SIGNAL ➤
➤

FILTERED ACTR FD

➤
VALVE (320)

➤ PRN
➤
EX

D 21
ACTUATOR FEED
ACTR FD
➤ ➤ ➤
5c
LINE

ACTUATOR FD
➤ ➤

FILTERED ACTR FD
➤

➤
EX
EX
➤ FILTERED ACTUATOR FEED ➤ 20a ➤
TCC SIGNAL
DRIVE

➤
➤

➤
DRIVE
➤

20b ➤
REGULATED APPLY MANUAL VALVE
CONTROL
CASE (7)

➤
➤
21

REVERSE
FRONT REVERSE 2ND CL
➤

19d 24

➤
PRND43

LINE ➤

LO
PRND4

PRND4

➤
REVERSE
OIL COOLER

D321
TCC SIGNAL

➤
DRIVE
OVERRUN CLUTCH FILTER 22
PIPE CONNECTOR ➤

VAL
ALVE
VE BODY

PRND43
(317) 19c DRIVE
P RND

LO
➤

LUBE

➤
➤
(8) ➤
DRIVE
LO

20f D ➤

➤
2

PRND4
➤ ➤ PRND43
1

RBA
PUMP
➤ LUBE

REAR
20e
COVER
PIPE TFP
ASSEMBLY
ASSEMBL Y (44)

DRIVE
(206) REV LO

REVERSE
ALL
➤ 2d ➤ LINE ➤ ➤ #7 PRND43

LO
(39) SWITCHES SWITCH
➤

N.O.
➤ ➤ ➤ RBA PRND4 DRIVE

➤
42b LO LO

➤
OIL REV
LINE

➤ ➤

DRIVE
PRESSURES PAN PRND4 ➤ 18a ➤

➤
(28) DRIVE
SUCTION

ACTUATOR FEED
INTAKE & DECREASE (SUCTION)
➤

CONTROL VALVE BODY (44)

REVERSE

FILTER GASKET (45)

➤
DRIVE

CONVERTER & LUBE

44a
ASSEMBLY 40

40
40a

39d

43a

19b

39e

42d
39c

42c
(31)
5a

MAINLINE PRESSURE 39b

1 23 SPACER PLATE (46)
TAP
39a
➤

SOLENOID SIGNAL "ON" (24) GASKET (48)

THREE DIMENSIONAL

LO
CASE (7)
SOLENOID SIGNAL "OFF" #1 D321 D321 REAR BAND APPLY
OVERRUN CLUTCH
ACCUMULATOR LINE
➤
➤ ACTUATOR FEED ➤ ➤ ACTUATOR FEED ➤
➤
➤ ➤ TWO DIMENSIONAL
ACTUATOR FEED REVERSE REVERSE
TORQUE SIGNAL DRIVE DRIVE

GRAPHIC
SCHEMATIC
REPRESENTATION

OIL ACCUMULATOR
ACCUMULATOR
PUMP BODY HOUSING
(4) (51)

CASE
ASSEMBL
ASSEMBLY
THREE DIMENSIONAL
(7)

THREE DIMENSIONAL

PUMP COVER SIDE THREE DIMENSIONAL

CASE SIDE

TWO DIMENSIONAL
TWO DIMENSIONAL TWO DIMENSIONAL

Figure 3 FOLDOUT ➤ 7 FOLDOUT ➤ 7A

 UNDERSTANDING THE GRAPHICS
TYPICAL BUSHING AND VALVE

NOTE: NOT ALL VALVES ARE

USED WITH A BUSHING BUSHING
SPRING
VALVE
BORE
PLUG
RETAINING
BALL PIN
CHECK
RESTRICTING VALVE
SPACER ORIFICE

➤
PLATE

➤
VALVE

➤
VALVE BODY ➤
BODY

➤
➤ ➤ ➤
➤
RETAINING ➤
➤

➤
➤ ➤
PIN

➤
SPRING
➤
➤
VALVE

BORE BUSHING
PLUG
BUSHING
EXHAUST FROM THE
APPLY COMPONENT
UNSEATS THE TO APPLY
BALL CHECK VALVE, COMPONENT APPLY FLUID SEATS
THEREFORE CREATING

➤
THE BALL CHECK VALVE

➤
➤

A QUICK RELEASE. ➤
➤ FORCING FLUID THROUGH
➤

SPRING
➤
SPRING AN ORIFICE IN THE SPACER
➤
➤

➤ ➤
APPLY ASSIST ➤ APPLY ASSIST PLATE, WHICH CREATES

➤
➤

SPACER
➤

FLUID FLUID SPACER ➤ FLUID FLUID A SLOWER APPLY.

PLATE ➤ PLATE
➤ ➤
➤

➤ ➤
➤

➤
SIGNAL SIGNAL ➤
FLUID FLUID

➤
➤ ➤

➤
➤
➤
➤
➤

EX EX
➤

WITH SIGNAL FLUID PRESSURE WITH SIGNAL FLUID PRESSURE

EQUAL TO OR LESS THAN GREATER THAN SPRING AND
SPRING AND SPRING ASSIST SPRING ASSIST FLUID PRESSURE
FLUID PRESSURE THE VALVE THE VALVE MOVES OVER.
REMAINS IN CLOSED POSITION.

Figure 4

FLUID PRESSURES
INTAKE & DECREASE (SUCTION)

CONVERTER & LUBE

MAINLINE

SOLENOID SIGNAL “ON”

SOLENOID SIGNAL “OFF” ➤A B ➤ A B

ACCUMULATOR
➤

ACUATOR FEED

TORQUE SIGNAL

➤ ➤ ➤ EXHAUST WITH EQUAL SURFACE AREAS WITH THE SAME FLUID PRESSURE
ON EACH END OF THE VALVE, ACTING ON BOTH SURFACE "A"
➤ ➤ DIRECTION OF FLOW BUT FLUID PRESSURE "A" AND SURFACE "B" THE VALVE
BEING GREATER THAN FLUID WILL MOVE TO THE LEFT. THIS
PRESSURE "B", THE VALVE IS DUE TO THE LARGER SURFACE
WILL MOVE TO THE RIGHT. AREA OF "A" THAN "B".

Figure 5 7B
 HYDRA-MATIC 4L80-E
OIL PUMP OVERDRIVE FOURTH OVERRUN OVERDRIVE FORWARD DIRECT INTERMEDIATE INTERMEDIATE LOW REACTION REAR OUTPUT
ASSEMBLY ROLLER CLUTCH CLUTCH CARRIER CLUTCH CLUTCH CLUTCH SPRAG ROLLER CARRIER INTERNAL CARRIER
(4) CLUTCH ASSEMBLY ASSEMBLY ASSEMBLY ASSEMBLY ASSEMBLY ASSEMBLY CLUTCH CLUTCH ASSEMBLY GEAR ASSEMBLY
ASSEMBLY (523–533) (504–511) (514) (601–616) (616–623) (629–640) ASSEMBLY ASSEMBLY (651) (666) (661)
(512) (624) (644)
CONVERTER
PUMP CASE
ASSEMBLY EXTENSION
(19)

STATOR
ROLLER
CLUTCH
ASSEMBLY

OUTPUT
SHAFT
(671)

OUTPUT
SPEED
CASE SENSOR
ASSEMBLY ASSEMBLY
(7) (22)

PARKING
PAWL
(703)
TORQUE
CONVERTER
ASSEMBLY SUN GEAR
(1) (650)

SUN GEAR
SHAFT
(649)

TURBINE
SHAFT LOW AND
(502) REVERSE
BAND
ASSEMBLY
(657)

MANUAL INPUT
PRESSURE SHIFT SHAFT SPEED MANUAL 2-1 CONTROL PARKING PAWL
PRESSURE CONVERTER CONVERTER CONTROL OIL FILTER DETENT LEVER MANUAL SENSOR BAND VALVE ACTUATOR MAIN
PLATE TURBINE STATOR SOLENOID PAN ASSEMBLY ASSEMBLY SHIFT SHAFT ASSEMBLY ASSEMBLY ASSEMBLY ASSEMBLY SHAFT
ASSEMBLY ASSEMBLY ASSEMBLY (320) (28) (31) (711) (708) (22) (628) (44) (710) (662)

8 Figure 6
 Figure 7
HYDRA-MATIC 4L80-E
CROSS SECTIONAL DRAWING
A cross sectional line drawing is typically the standard
method for illustrating either an individual mechanical
component or a complete transmision assembly.
However, unless a person is familiar with all the
individual components of the transmission,
distinguishing components may be difficult in this type
of drawing. For this reason, a three dimensional
perspective illustration (shown on page 8) is the primary
drawing used throughout this book.
The purpose for this type of illustration is to provide a
more exacting graphic representation of each component
and to show their relationship to other components
within the transmission assembly. It is also useful for
8A
understanding the cross sectional line drawing by
comparing the same components from the three
dimensional perspective illustration. In this regard it
becomes an excellent teaching instrument.
Additionally, all the illustrations contained in this book
use a color scheme that is consistent throughout this
book. In other words, regardless of the type of
illustration or drawing, all components have an assigned
color and that color is used whenever that component
is illustrated. This consistency not only helps to provide
for easy component identification but it also enhances
the graphic and color continuity between sections.
 GENERAL DESCRIPTION
The Hydra-matic 4L80-E is a fully automatic four
speed rear wheel drive electronically controlled
transmission. It consists primarily of a four-element
torque converter, three planetary gear sets, a hydraulic
pressurization and control system, friction and
mechanical clutches.
The four-element torque converter contains a pump, a
turbine, a pressure plate splined to the turbine, and a
stator assembly. The torque converter acts as a fluid
coupling to smoothly transmit power from the engine
to the transmission. It also hydraulically provides
additional torque multiplication when required. The
pressure plate, when applied, provides a mechanical
“direct drive” coupling of the engine to the transmission.
The three planetary gear sets provide the four forward
gear ratios and reverse. Changing gear ratios is fully
automatic and is accomplished through the use of a
powertrain control module (PCM). The PCM receives
and monitors various electronic sensor inputs and uses
this information to shift the transmission at the
optimum time.
EXPLANATION OF GEAR RANGES
N D D Downshifts to a lower gear, or higher gear ratio, are
R 2
P 1
Figure 8
The transmission can be operated in any one of the
seven different positions shown on the shift
quadrant (Figure 8).
P – Park position locks the output shaft, enabling
the engine to be started while preventing the vehicle
from rolling either forward or backward. For safety
reasons, the vehicle’s parking brake should be used
in addition to the transmission “Park” position.
Because the output shaft is mechanically locked by a
parking pawl anchored in the case, Park position
should not be selected until the vehicle has come to
a complete stop.
R – Reverse enables the vehicle to be operated in a
rearward direction.
N – Neutral position enables the engine to start and
operate without driving the vehicle. If necessary, this
position should be selected to restart the engine while
the vehicle is moving.
D – Overdrive range should be used for all normal
driving conditions for maximum efficiency and fuel
The PCM commands shift solenoid valves, within the
transmission, on and off to control shift timing. The
PCM also controls the apply and release of the torque
converter clutch which allows the engine to deliver
the maximum fuel efficiency without sacrificing
vehicle performance.
The hydraulic system primarily consists of a gear type
pump and a control valve body. The pump maintains
the working pressures needed to stroke the servos and
clutch pistons that apply or release the friction
components. These friction components (when applied
or released) support the automatic shifting qualities of
the transmission.
The friction components used in this transmission PRINCIPLES OF OPERATION
consist of five multiple disc clutches and two bands.
The multiple disc clutches combine with three An automatic transmission is the mechanical started and run without transferring torque to
mechanical components, two roller clutches and a sprag component of a vehicle that transfers power the wheels. This situation occurs whenever
clutch, to deliver five different gear ratios through (torque) from the engine to the wheels. It Park (P) or Neutral (N ) range has been
gear sets. The gear sets then transfer torque through accomplishes this task by providing a number selected. Also, operating the vehicle in a
the output shaft and out to the drive axles. of forward gear ratios that automatically change rearward direction is possible whenever
as the speed of the vehicle increases. The reason Reverse ( R ) range has been selected
for changing forward gear ratios is to provide (accomplished by the gear sets).
the performance and economy expected from
economy. Overdrive range allows the transmission vehicles manufactured today. On the The variety of ranges in an automatic
to operate in each of the four forward gear ratios. performance end, a gear ratio that develops a transmission are made possible through the
lot of torque (through torque multiplication) is interaction of numerous mechanically,
available for safe passing by depressing the required in order to initially start a vehicle hydraulically and electronically controlled
accelerator or by manually selecting a lower gear moving. Once the vehicle is in motion, less components inside the transmission. At the
with the shift selector. torque is required in order to maintain the appropriate time and sequence, these
vehicle at a certain speed. Once the vehicle components are either applied or released and
D – Manual Third can be used for conditions where has reached a desired speed, economy becomes operate the gear sets at a gear ratio consistent
it may be desirable to use only three gear ratios. the important factor and the transmission will with the driver’s needs. The following pages
These conditions include towing a trailer and driving shift into overdrive. At this point output speed describe the theoretical operation of the
on hilly terrain. This range is also helpful for engine is greater than input speed, and, input torque mechanical, hydraulic and electrical components
braking when descending slight grades. Upshifts and is greater than output torque. found in the Hydra-matic 4L80-E transmission.
downshifts are the same as in Overdrive range for When an understanding of these operating
first, second and third gears except that the Another important function of the automatic principles has been attained, diagnosis of these
transmission will not shift into fourth gear. transmission is to allow the engine to be transmission systems is made easier.
2 – Manual Second adds more performance for
congested traffic and hilly terrain. It has the same
starting ratio (first gear) as Manual Third but prevents
the transmission from shifting above second gear. Thus,
Manual Second can be used to retain second gear for
acceleration and engine braking as desired. Manual
Second can be selected at any vehicle speed but will
not downshift into second gear until the vehicle speed
drops below approximately 100 km/h (62 mph).
1 – Manual First can be selected at any vehicle speed.
If the transmission is in third or fourth gear it will
immediately shift into second gear. When the vehicle
speed slows to below approximately 56 km/h (35 mph)
the transmission will then shift into first gear. This is
particularly beneficial for maintaining maximum
engine braking when descending steep grades.
FOLDOUT ➤ 9 9A
 MAJOR MECHANICAL COMPONENTS

OVERDRIVE
CARRIER
OVERRUN OVERDRIVE
ASSEMBLY
CLUTCH ROLLER
(514)
4TH ASSEMBLY CLUTCH
CLUTCH (504-511) (512)
ASSEMBLY TURBINE
(523-533) SHAFT
PUMP (502)
TORQUE ASSEMBLY
CONVERTER (4)
ASSEMBLY
(1) SPLINED
TOGETHER DIRECT
CLUTCH
HUB
FORWARD (615)
CLUTCH
SPLINED ASSEMBLY
TOGETHER
TURBINE (601-614)
SHAFT
(502)
OUTPUT
CARRIER
ASSEMBLY
(661)
LOW AND
REVERSE
BAND
ASSEMBLY SUN
REACTION GEAR
CARRIER (657)
(650)
ASSEMBLY
SPLINED TRANSMISSION (651)
TOGETHER CASE
INTERMEDIATE
CLUTCH (7)
ASSEMBLY
(629-638)
PARKING
INTERMEDIATE
PAWL
SPRAG CLUTCH
(703)
MANUAL 2-1 OUTERRACE
BAND (625)
ASSEMBLY
DIRECT (628)
CLUTCH PARKING PAWL
ASSEMBLY ACTUATOR
(616-623) ASSEMBLY
(710)

FORWARD
CLUTCH
HUB LOW
(613) MAIN ROLLER
SHAFT CLUTCH
(662) ASSEMBLY
INTERMEDIATE CENTER (644) LOW AND
SPRAG SUPPORT REVERSE BAND
CLUTCH ASSEMBLY SERVO
ASSEMBLY (640) ASSEMBLY
(624) (61-74)
SUN GEAR
SHAFT MANUAL 2-1
(649) BAND
SPLINED SERVO
TOGETHER ASSEMBLY MAIN
(55-60) SHAFT SPLINED
(662) INTO
REAR OUTPUT OUTPUT
INTERNAL SHAFT CARRIER
ASSEMBLY ASSEMBLY
GEAR (661)
(666) (671)

10 Figure 9
 COLOR LEGEND

MAJOR MECHANICAL COMPONENTS

The foldout graphic on page 10 contains a disassembled
drawing of the major components used in the Hydra-matic
4L80-E transmission. This drawing, along with the cross
sectional illustrations on page 8 and 8A, show the major
mechanical components and their relationship to each
other as a complete assembly. Therefore, color has been
used throughout this book to help identify parts that are
splined together, rotating at engine speed, held stationary,
and so forth. Color differentiation is particularly helpful
when using the Power Flow section for understanding the
transmission operation.

The color legend below provides the “general” guidelines

that were followed in assigning specific colors to the
major components. However, due to the complexity of
this transmission, some colors (such as grey) were used
for artistic purposes rather than based on the specific
function or location of that component.

Components held stationary in the case or

splined to the case. Examples: Pump Assembly
(4), 4th Clutch Housing (529) and Manual 2-1
Band Assembly (628). Also includes Roller
Clutches and Sprag assemblies.

Components that rotate at engine speed.

Examples: Torque Converter Assembly (1) and
Oil Pump Drive (205) and Driven (204) Gears.

Components that rotate at turbine speed.

Examples: Converter Turbine, Turbine Shaft (502)
and Overdrive Carrier Assembly (514).

Components that rotate at transmission output

speed. Examples: Output Shaft Assembly (671)
and Output Carrier Assembly (661).

Components such as the Stator in the Torque

Converter (1), Overrun Clutch Housing Assembly
(504), and Reaction Carrier Assembly (651).

Components such as the Forward Clutch

Housing Assembly (602).

Forward Clutch Hub (613), Main shaft (662) and

Rear Internal Gear (666).

Components such as the Direct Clutch Housing

(623) and Intermediate Clutch Sprag Outer
Race (625).

Accumulators, Servos and Bands.

All bearings and bushings.

All seals

10A
 COLOR LEGEND

APPLY COMPONENTS
The Range Reference Chart on page 11, provides another
valuable source of information for explaining the overall
function of the Hydra-matic 4L80-E transmission. This chart
highlights the major apply components that function in a
selected gear range, and the specific gear operation within
that gear range.

Included as part of this chart is the same color reference to

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

10B
 COLOR LEGEND RANGE REFERENCE CHART
HYDRAMATIC 4L80-E - GEAR RATIOS
APPLY COMPONENTS
FIRST 2.48 FOURTH .75
The Range Reference Chart on page 11, provides another valuable
SECOND 1.48 REVERSE 2.08
source of information for explaining the overall function of the Hydra-
THIRD 1.00
matic 4L80-E transmission. This chart highlights the major apply
components that function in a selected gear range, and the specific
gear operation within that gear range.

Included as part of this chart is the same color reference to each

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

OVERDRIVE MANUAL INTERMEDIATE LOW LOW AND

1-2 SHIFT 2-3 SHIFT FOURTH OVERRUN FORWARD DIRECT INTERMEDIATE
RANGE GEAR ROLLER 2-1 SPRAG ROLLER REVERSE
SOLENOID SOLENOID CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH
CLUTCH BAND CLUTCH CLUTCH BAND

P-N ON OFF HOLDING

R REVERSE ON OFF HOLDING APPLIED APPLIED

1st ON OFF HOLDING APPLIED * HOLDING

2nd OFF OFF HOLDING APPLIED HOLDING APPLIED OVERRUNNING

D
3rd OFF ON HOLDING APPLIED APPLIED OVERRUNNING APPLIED OVERRUNNING

4th ON ON APPLIED OVERRUNNING APPLIED APPLIED OVERRUNNING APPLIED OVERRUNNING

1st ON OFF APPLIED HOLDING APPLIED * HOLDING

D 2nd OFF OFF APPLIED HOLDING APPLIED HOLDING APPLIED OVERRUNNING

3rd OFF ON APPLIED HOLDING APPLIED APPLIED OVERRUNNING APPLIED OVERRUNNING

1st ON OFF APPLIED HOLDING APPLIED * HOLDING

2
2nd OFF OFF APPLIED HOLDING APPLIED APPLIED HOLDING APPLIED OVERRUNNING

1st ON OFF APPLIED HOLDING APPLIED * HOLDING APPLIED

1
2nd OFF OFF APPLIED HOLDING APPLIED APPLIED HOLDING APPLIED OVERRUNNING

*HOLDING BUT NOT EFFECTIVE @ THE SOLENOID'S STATE FOLLOWS A SHIFT PATTERN WHICH DEPENDS UPON VEHICLE
SPEED AND THROTTLE POSTION. IT DOES NOT DEPEND UPON THE SELECTED GEAR.
ON = SOLENOID ENERGIZED
OFF = SOLENOID DE-ENERGIZED

NOTE: DESCRIPTIONS ABOVE EXPLAIN COMPONENT FUNCTION DURING ACCELERATION.

10B Figure 10 11
 TORQUE CONVERTER
TURBINE PRESSURE THRUST THRUST
THRUST PLATE BEARING BEARING
SPACER SPRING ASSEMBLY ASSEMBLY
(B) (E) (G) (G)

STATOR
DAMPER ASSEMBLY
PRESSURE ASSEMBLY (H)
CONVERTER HOUSING PLATE (D) TURBINE CONVERTER
F PUMP
COVER ASSEMBLY ASSEMBLY ASSEMBLY
(A) (C) (F) ASSEMBLY
(I)
TORQUE CONVERTER:
The torque converter (1) is the primary component for
transmittal of power between the engine and the
transmission. It is bolted to the engine flywheel (also known A
as the flexplate) so that it will rotate at engine speed. I
Some of the major functions of the torque converter are:
• to provide for a smooth conversion of torque from the
engine to the mechanical components of the transmission.
• to multiply torque from the engine that enables the D
vehicle to achieve additional performance when required. G
• to mechanically operate the transmission oil pump (4)
through the converter hub.
STATOR
• to provide a mechanical link, or direct drive, from the SHAFT
engine to the transmission through the use of a torque (235)
converter clutch (TCC). E

The torque converter assembly is made up of the following

five main sub-assemblies:
• a converter housing cover assembly (A) which is welded
to the converter pump assembly (I).
• a converter pump assembly (I) which is the driving
member.
B
• a turbine assembly (F) which is the driven or output TURBINE
member. SHAFT
(502)
• a stator assembly (G) which is the reaction member
located between the converter pump and turbine
CONVERTER
assemblies. HUB
• a pressure plate assembly (C) splined to the turbine
assembly to enable direct mechanical drive when
appropriate.

CONVERTER PUMP ASSEMBLY AND TURBINE H

ASSEMBLY
When the engine is running the converter pump assembly
acts as a centrifugal pump by picking up fluid at its center
and discharging it at its rim between the blades (see Figure
12). The force of this fluid then hits the turbine blades
and causes the turbine to rotate. As the engine and
converter pump increase in RPM, so does the turbine.
PRESSURE PLATE, DAMPER AND
CONVERTER HOUSING ASSEMBLIES
The pressure plate is splined to the turbine hub and applies
(engages) with the converter cover to provide a mechanical
coupling of the engine to the transmission. When the
pressure plate assembly is applied, the amount of slippage
that occurs through a fluid coupling is reduced (but not
eliminated), thereby providing a more efficient transfer of
engine torque to the drive wheels.
Torque converter failure
could cause loss of drive
and or loss of power.
To reduce torsional shock during the apply of the pressure plate to the
converter cover, a spring loaded damper assembly (D) is used. The
pressure plate is attached to the pivoting mechanism of the damper
assembly which allows the pressure plate to rotate independently of
the damper assembly up to approximately 45 degrees. During
engagement, the springs in the damper assembly cushion the pressure
plate engagement and also reduce irregular torque pulses from the
engine or road surface.

12 Figure 11
 TORQUE CONVERTER
FLUID FLOW

STATOR
ASSEMBLY
(H)
TURBINE CONVERTER PUMP
ASSEMBLY ASSEMBLY
(F) (I)

Figure 12
Stator roller clutch failure
• roller clutch freewheels in both directions can • roller clutch locks up in both directions can • Overheated fluid.
cause poor acceleration at low speed. cause poor acceleration at high speed.

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

Figure 13 13
 TORQUE CONVERTER
RELEASE
When the torque converter clutch is released, fluid is
fed into the torque converter by the pump into the
release fluid passage. The release fluid passage is
located between the stator shaft (235) and the turbine
shaft (502). Fluid travels between the shafts and enters
the release side of the pressure plate at the end of the
turbine shaft. The pressure plate is forced away from
the converter cover and allows the torque converter
turbine to rotate at speeds other than engine speed.
The release fluid then flows between the friction
element on the pressure plate and the converter cover
to enter the apply side of the torque converter. The
fluid then exits the torque converter through the apply
passage, which is located between the torque
converter clutch hub and the stator shaft (235), and
enters the pump.
APPLY
When the PCM determines that the vehicle is at the
proper speed for the torque converter clutch to apply
it sends a signal to the TCC (PWM) solenoid valve.
The TCC (PWM) solenoid valve then regulates line
fluid from the pump into the regulated apply passage.
The regulated apply fluid then feeds the apply fluid
passage and applies the torque converter. The apply
passage is located between the turbine shaft and the
stator shaft. The fluid flows between the shafts, then
passes into the torque converter on the apply side of
the pressure plate assembly. Release fluid is then
routed out of the torque converter between the turbine
shaft and the stator shaft.
Apply fluid pressure forces the pressure plate against
the torque converter cover to provide a mechanical
link between the engine and the turbine.

The TCC apply should occur in fourth gear (also

No TCC apply can be caused by:
• TCC (PWM) solenoid valve assembly (323) malfunction.
• TCC valve (223) stuck or binding
• TCC regulator apply valve (324) stuck or binding
• Converter limit valve (214) stuck or binding
• TCC enable valve (217) stuck or binding
• Spacer plate and gaskets misaligned or incorrect
• Pressure plate assembly friction material worn or damaged
third gear in some applications), and should not apply
until the transmission fluid has reached a minimum
operating temperature of 8°C (46°F) and the engine
coolant temperature reaches 50°C (122°F).
For more information on TCC apply and release, see
Overdrive Range – Fourth Gear TCC Released and
Applied, pages 64–65.

TORQUE TORQUE
CONVERTER CONVERTER
ASSEMBLY ASSEMBLY
(1) (1)

RELEASE ➤
➤
FLUID
APPLY
➤
➤ FLUID

TURBINE TURBINE
SHAFT SHAFT
(502) (502)

APPLY
FLUID
APPLY
FLUID
➤

➤
➤

RELEASE
FLUID

RELEASE
FLUID

➤
➤ ➤
➤
PRESSURE PRESSURE
PLATE PLATE

TCC RELEASE TCC APPLY

14 Figure 14
 APPLY COMPONENTS
The Apply Components section is designed to explain The sequence in which the components in this section
the function of the hydraulic and mechanical holding have been discussed coincides with their physical
devices used in the Hydra-matic 4L80-E transmission. arrangement inside the transmission. This order
Some of these apply components, such as clutches closely parallels the disassembly sequence used in
and bands, are hydraulically “applied” and “released” the Hydra-matic 4L80-E Unit Repair Section located
in order to provide automatic gear range shifting. in Section 7 of the appropriate Service Manual. It
Other components, such as a roller clutch or sprag also correlates with the components shown on the
clutch, often react to a hydraulically “applied” Range Reference Charts that are used throughout the
component by mechanically “holding” or “releasing” Power Flow section of this book. The correlation of
another member of the transmission. This interaction information between the sections of this book helps
between the hydraulically and mechanically applied the user more clearly understand the hydraulic and
components is then explained in detail and supported mechanical operating principles for this transmission.
with a graphic illustration. In addition, this section
shows the routing of fluid pressure to the individual
components and their internal functions when it
applies or releases.

MATING
OR
RELATED BRIEF FUNCTIONAL
COMPONENTS DESCRIPTION DESCRIPTION

APPLY COMPONENTS APPLY COMPONENTS

➤ OVERRUN CLUTCH RELEASE: During the exhaust of overrun clutch

➤
➤
4TH 4TH CLUTCH RELEASE: OVERRUN To release the overrun clutch, overrun clutch
CLUTCH fluid, the overrun clutch ball check
To release the 4th clutch, 4th clutch fluid exhausts through the 4th clut CLUTCH HOUSING fluid exhausts through the overrun clutch
ASSEMBLY (504)
valve, located in the overrun clutch
(523-533) circuit, allowing pressure at the 4th clutch piston (528) to decrease. housing inner hub and into the oil pump housing, unseats. Centrifugal force,
absence of fluid pressure, spring force from the spring assembly (532) hub, allowing pressure at the overrun clutch resulting from the rotation of the
the 4th clutch piston away from the clutch pack. This disengages th piston (505) to decrease. In the absence of overrun clutch housing, forces residual
plates (526) and fiber plates (525) from the backing plate (524), fluid pressure, spring force from the spring overrun clutch fluid to the outside of
4TH allowing the overrun clutch housing and overdrive sun gear to rotate. assembly (506) moves the overrun clutch the piston housing and past the unseated
CLUTCH piston (505) away from the clutch pack.
APPLY FLUID
ball check valve. If this fluid did not
This disengages the steel plates (508) and completely exhaust from behind the
PASSAGE
➤
FIBER STEEL INNER 4TH CLUTCH OUTER the fiber plates (509) from the backing plate piston, there could be a partial apply,
CLUTCH PLATE CLUTCH SEAL ORIFICE SEAL (510) and disconnects the overrun clutch
ASSEMBLY PLATE (527)
or drag, of the overrun clutch plates.
(530) (531) housing from the overdrive carrier.
(525) (526)
4TH CLUTCH: OVERRUN CLUTCH:
The 4th clutch assembly, located in the 4th clutch The overrun clutch assembly is located in OVERRUN CLUTCH
SPRING BALL CHECK
housing (529), is held stationary to the transmission the overrun clutch housing (504). The VALVE
case (7) by the 4th clutch housing bolt (26). The ASSEMBLY external teeth on the reaction (steel) plates
(532) LUBE BACKING PLATE
external teeth on the reaction (steel) plates (526) (508) are splined to the overrun clutch PASSAGE RETAINER RING
are splined to the 4th clutch housing while the housing while the internal teeth on the fiber ➤ ➤
➤ ➤ ➤ ➤
➤ (511)
internal teeth on the fiber clutch plate assemblies clutch plate assemblies (509) are splined to
BACKING
(525) are splined to the overrun clutch housing the overdrive carrier assembly (514). The PLATE
(504). The 4th clutch is applied only when the overrun clutch is applied only when the shift (510)
transmission is in Fourth gear to provide an selector lever is in a Manual gear range - APPLIED RELEASED
overdrive gear ratio. First, Second, or Third. SPRING
RETAINER
4TH CLUTCH APPLY: OVERRUN CLUTCH APPLY: RING
To apply the 4th clutch, 4th clutch fluid is fed To apply the overrun clutch, overrun clutch SPRING (507)
from the case, through the 4th clutch housing bolt fluid is fed through the oil pump hub to the ASSEMBLY
(506) LUBE
(26) and behind the 4th clutch piston (528). 4th inner hub of the overrun clutch housing. PASSAGE
clutch fluid pressure forces the piston against the Feed holes in the inner hub allow fluid to
4th clutch spring assembly (532) to cushion the enter the housing behind the overrun clutch
apply. As fluid pressure increases, the piston piston (505). Overrun clutch fluid pressure
compresses the clutch plates (steel and fiber) seats the overrun clutch ball check valve OVERRUN
together until they are held against the 4th clutch (located in the housing) and moves the CLUTCH
backing plate (524). piston to compress the spring assembly APPLY
When fully applied, the steel plates (526) and (506) to cushion the apply. As fluid pressure FLUID
fiber plates (525) are locked together and held increases, the piston compresses the clutch
stationary by the 4th clutch housing. The internal plates (steel and fiber) together until they
teeth on the fiber plates hold the overrun clutch are held against the overrun clutch backing
housing (504) stationary to prevent the overdrive plate (510). Also, the increase in fluid OVERDRIVE
sun gear from rotating. pressure forces any air in the overrun clutch SUN GEAR
The orifice cup plug (530) is pressed into the 4th fluid circuit to exhaust past the ball check OVERRUN
4TH CLUTCH valve, before it seats, to prevent excess OVERDRIVE
lutch housing. Air in the 4th clutch fluid circuit BACKING CLUTCH PISTON ROLLER CLUTCH
s forced out the orifice when 4th clutch fluid PLATE
cushion during clutch apply. ASSEMBLY INNER CAM
When fully applied, the steel plates (508) (505)
ressure increases to prevent excess cushion during (524)
th clutch apply. and fiber plates (509) are locked together, FIBER
thereby holding the overrun clutch housing CLUTCH PLATE
and overdrive carrier together. This forces OVERRUN ASSEMBLY
4TH CLUTCH CLUTCH HOUSING (509)
HOUSING SPRING the housing and carrier to turn as one unit
RETAINER (504)
Plugged fourth apply passage, damaged clutch (529) during engine compression braking in the STEEL
RING
➤

plates, return spring assembly or piston seals Manual gear ranges. LUBE CLUTCH PLATE
(533)
can cause no fourth/slips in fourth. PASSAGE (508)
BACKING PLATE 4TH CLUTCH 4TH CLUTCH
RETAINER RING CASE HOUSING BOLT If inoperative the overrun clutch can cause
PISTON
(523) (528) (7) 4TH CLUTCH (26) loss of drive, no overrun braking - D3,
APPLY No fourth gear - D4, engine stall and
FLUID harsh shifts from D4 to D3, D2 or D1.

523 524 525 526 528 529 530 532 533 505 506 507 508 509 510 511
➤

20 Figure 20 Figure 21 21

CUTAWAY DISASSEMBLED
VIEW VIEW

Figure 15 15
 APPLY COMPONENTS
4TH CLUTCH RELEASE:
4TH
CLUTCH To release the 4th clutch, 4th clutch fluid exhausts through the 4th clutch fluid
ASSEMBLY circuit, allowing pressure at the 4th clutch piston (528) to decrease. In the
(523-533) absence of fluid pressure, spring force from the spring assembly (532) moves the
4th clutch piston away from the clutch pack. This disengages the steel plates
(526) and fiber plates (525) from the backing plate (524), thereby allowing the
overrun clutch housing and overdrive sun gear to rotate.
4TH
CLUTCH
APPLY FLUID
PASSAGE FIBER STEEL INNER 4TH CLUTCH OUTER
CLUTCH PLATE CLUTCH SEAL ORIFICE SEAL
ASSEMBLY PLATE (527) (530) (531)
4TH CLUTCH: (525) (526)
The 4th clutch assembly, located in the 4th clutch
housing (529), is held stationary to the transmission
SPRING
case (7) by the 4th clutch housing bolt (26). The ASSEMBLY
external teeth on the reaction (steel) plates (526) (532)
are splined to the 4th clutch housing while the
internal teeth on the fiber clutch plate assemblies
(525) are splined to the overrun clutch housing
(504). The 4th clutch is applied only when the
transmission is in Fourth gear to provide an
overdrive gear ratio.
4TH CLUTCH APPLY:
To apply the 4th clutch, 4th clutch fluid is fed
from the case, through the 4th clutch housing bolt
(26) and behind the 4th clutch piston (528). 4th
clutch fluid pressure forces the piston against the
4th clutch spring assembly (532) to cushion the
apply. As fluid pressure increases, the piston
compresses the clutch plates (steel and fiber)
together until they are held against the 4th clutch
backing plate (524).
When fully applied, the steel plates (526) and
fiber plates (525) are locked together and held
stationary by the 4th clutch housing. The internal
teeth on the fiber plates hold the overrun clutch
housing (504) stationary to prevent the overdrive
sun gear from rotating.
The orifice cup plug (530) is pressed into the 4th
clutch housing. Air in the 4th clutch fluid circuit 4TH CLUTCH
is forced out the orifice when 4th clutch fluid BACKING
pressure increases to prevent excess cushion during PLATE
4th clutch apply. (524)

4TH CLUTCH
HOUSING SPRING
Plugged fourth apply passage, damaged clutch RETAINER
plates, return spring assembly or piston seals (529)
RING
can cause no fourth/slips in fourth. (533)

BACKING PLATE 4TH CLUTCH 4TH CLUTCH

RETAINER RING PISTON CASE HOUSING BOLT
(523) (528) (7) 4TH CLUTCH (26)
APPLY
FLUID

523 524 525 526 528 529 530 532 533

16 Figure 16
 APPLY COMPONENTS
OVERRUN CLUTCH RELEASE:
OVERRUN
To release the overrun clutch, overrun clutch During the exhaust of overrun clutch
CLUTCH HOUSING fluid exhausts through the overrun clutch fluid, the overrun clutch ball check
(504) housing inner hub and into the oil pump valve, located in the overrun clutch
hub, allowing pressure at the overrun clutch housing, unseats. Centrifugal force,
piston (505) to decrease. In the absence of resulting from the rotation of the
fluid pressure, spring force from the spring overrun clutch housing, forces residual
assembly (506) moves the overrun clutch overrun clutch fluid to the outside of
piston (505) away from the clutch pack. the piston housing and past the unseated
This disengages the steel plates (508) and ball check valve. If this fluid did not
the fiber plates (509) from the backing plate completely exhaust from behind the
(510) and disconnects the overrun clutch piston, there could be a partial apply,
housing from the overdrive carrier. or drag, of the overrun clutch plates.
OVERRUN CLUTCH:
The overrun clutch assembly is located in OVERRUN CLUTCH
the overrun clutch housing (504). The BALL CHECK
external teeth on the reaction (steel) plates VALVE
(508) are splined to the overrun clutch LUBE BACKING PLATE
PASSAGE RETAINER RING
housing while the internal teeth on the fiber ➤ ➤ ➤ (511)
clutch plate assemblies (509) are splined to ➤ ➤ ➤ ➤
the overdrive carrier assembly (514). The BACKING
overrun clutch is applied only when the shift PLATE
selector lever is in a Manual gear range - (510)
First, Second, or Third. APPLIED RELEASED
SPRING
RETAINER
OVERRUN CLUTCH APPLY: RING
To apply the overrun clutch, overrun clutch SPRING (507)
fluid is fed through the oil pump hub to the ASSEMBLY
inner hub of the overrun clutch housing. (506) LUBE
Feed holes in the inner hub allow fluid to PASSAGE
enter the housing behind the overrun clutch
piston (505). Overrun clutch fluid pressure
seats the overrun clutch ball check valve
(located in the housing) and moves the OVERRUN
piston to compress the spring assembly CLUTCH
APPLY
(506) to cushion the apply. As fluid pressure FLUID
increases, the piston compresses the clutch
plates (steel and fiber) together until they
are held against the overrun clutch backing
plate (510). Also, the increase in fluid
pressure forces any air in the overrun clutch OVERDRIVE
SUN GEAR
fluid circuit to exhaust past the ball check
valve, before it seats, to prevent excess OVERRUN OVERDRIVE
cushion during clutch apply. CLUTCH PISTON ROLLER CLUTCH
ASSEMBLY INNER CAM
When fully applied, the steel plates (508) (505)
and fiber plates (509) are locked together,
FIBER
thereby holding the overrun clutch housing CLUTCH PLATE
and overdrive carrier together. This forces OVERRUN ASSEMBLY
the housing and carrier to turn as one unit CLUTCH HOUSING (509)
during engine compression braking in the (504)
Manual gear ranges. STEEL
LUBE CLUTCH PLATE
PASSAGE (508)
If inoperative the overrun clutch can cause
loss of drive, no overrun braking - D3,
No fourth gear - D4, engine stall and
harsh shifts from D4 to D3, D2 or D1.

505 506 507 508 509 510 511

Figure 17 17
 APPLY COMPONENTS
OVERDRIVE ROLLER CLUTCH: OVERDRIVE
The overdrive roller clutch assembly (512) is located between the CARRIER
overdrive carrier assembly (514) and overrun clutch housing (504). ASSEMBLY
The overdrive carrier functions as the outer race for the roller (514)
clutch while the overrun clutch housing functions as the inner cam.
(OUTER RACE)
The overdrive roller clutch is a type of one-way clutch that prevents
the overrun clutch housing from rotating clockwise faster than the
overdrive carrier assembly. The overdrive roller clutch is holding,
and effective, when the vehicle is accelerating and the transmission
is in First, Second, Third, or Reverse gear.

4TH CLUTCH OVERDRIVE OVERDRIVE OVERDRIVE

ASSEMBLY ROLLER INTERNAL ROLLER
CLUTCH GEAR CLUTCH
(512) (512)
INNER
CAM

OUTER
RACE
SUN OVERDRIVE FORWARD A damaged overdrive roller clutch can cause loss of drive.
OVERRUN GEAR CARRIER CLUTCH
CLUTCH HOUSING ASSEMBLY HOUSING
(504) (514) (602) OVERDRIVE ROLLER CLUTCH HOLDING: (EXAMPLE “A”)
In First, Second, Third and Reverse gears the 4th clutch is released
EXAMPLE "A"
and the overrun clutch housing is free to rotate. The overdrive
OVERDRIVE DIRECT DRIVE carrier pinion gears are in mesh with both the overdrive internal
CARRIER gear [part of the forward clutch housing (602)] and the overdrive
ASSEMBLY sun gear [part of the overrun clutch housing (504)]. Power flow
(514) FORWARD
CLUTCH HOUSING drives the overdrive carrier clockwise. Vehicle load on the forward
OVERDRIVE (INTERNAL GEAR) clutch housing causes the pinion gears to attempt to rotate
ROLLER CLUTCH counterclockwise on their pins around the internal gear as they
HOLDING
travel with the carrier assembly. Therefore, the pinion gears attempt
ING
O TAT to drive the sun gear clockwise, faster than the overdrive carrier.
R However, this causes the rollers to “move up the ramps” and
wedge between the inner cam and outer race, thereby locking the
overrun clutch housing and overdrive carrier together.
D With the sun gear and overdrive carrier rotating at the same speed,
EL the pinion gears do not rotate on their pins but do travel clockwise
H

with the carrier and drive the forward clutch housing. Therefore, a
direct drive 1:1 gear ratio is obtained through the overdrive planetary
gear set in First, Second, Third and Reverse gears with the overdrive
roller clutch holding.
OVERDRIVE ROLLER CLUTCH RELEASED: (EXAMPLE “B”)
OVERRUN CLUTCH HOUSING
(OUTER RACE) AND SUN GEAR (INNER CAM) The roller clutch releases when the overdrive carrier rotates
clockwise faster than the overrun clutch housing. This causes the
EXAMPLE "B" rollers to “move down the ramp” and rotate freely between the
OVERDRIVE OVERDRIVE inner cam and outer race. This action occurs in Fourth gear when
CARRIER the 4th clutch is applied. The 4th clutch fiber plates (525) are
ASSEMBLY splined to the overrun clutch housing and hold the housing and
FORWARD
(514) overdrive sun gear stationary to the transmission case. As power
CLUTCH HOUSING
OVERDRIVE (INTERNAL GEAR) flow drives the overdrive carrier clockwise, the carrier overruns the
ROLLER CLUTCH
OVERRUNNING roller clutch. The overdrive carrier pinion gears rotate clockwise on
their pins and walk around the stationary sun gear. The pinions
ING
TAT
then drive the forward clutch housing (through the internal gear) in
R O an overdrive gear ratio of approximately .75:1.
The overdrive carrier also overruns the overdrive roller clutch during
coast conditions (throttle released) in Overdrive Range - First,
Second, and Third gears and in Reverse and when vehicle speed is
D
EL greater than engine speed. This causes the forward clutch housing
to be driven by vehicle speed faster than the overdrive carrier is
H

OVERRUN CLUTCH HOUSING
(OUTER RACE) AND SUN GEAR (INNER CAM)
being driven by engine speed. This drives the pinion gears clockwise
and the sun gear counterclockwise, thereby overrunning the
overdrive roller clutch. However, in the Manual gear ranges, the
overrun clutch is applied to connect the overrun clutch housing and
overdrive carrier. This prevents the overdrive carrier from
overrunning the overdrive roller clutch during coast conditions.

18 Figure 18
 APPLY COMPONENTS
clutch pack is a waved steel plate (609) disengages the steel plates (610), fiber
that, in addition to the spring assembly clutch plate assemblies (611) and waved
and forward clutch orifice, helps control plate (609) from the direct clutch hub (615)
the apply rate of the forward clutch. and disconnects the forward clutch housing
When fully applied, the steel plates (610) from the forward clutch hub (613). The
and fiber clutch plate assemblies (611) are forward clutch orifice controls the exhaust
locked together, thereby holding the of drive fluid from the outer area of the
forward clutch housing and the forward piston. This action, in addition to the spring
clutch hub (613) together. This forces the assembly, helps control the release of the
forward clutch hub to rotate at the same forward clutch plates.
speed as the forward clutch housing. During the exhaust of drive fluid, the
FORWARD CLUTCH
forward clutch ball check valve, located
HOUSING ASSEMBLY FORWARD CLUTCH RELEASE: in the forward clutch housing (602),
(602) To release the forward clutch, drive fluid unseats. Centrifugal force, resulting from
exhausts from the piston, through the inner the rotation of the forward clutch housing,
If inoperative the forward clutch can hub of the forward clutch housing and into forces residual drive fluid to the outside
cause forward motion in Neutral, loss the turbine shaft. In the absence of fluid of the housing and past the unseated ball
of drive, engine stall, third gear starts pressure, spring force from the spring check valve. If this fluid did not
and harsh shifts from D to R. assembly (607) moves the forward clutch completely exhaust from behind the piston,
piston away from the clutch plates. This there could be a partial apply, or drag, of
FORWARD CLUTCH:
the forward clutch plates.
The forward clutch assembly is located in
FORWARD CLUTCH
the forward clutch housing (602). The BALL CHECK
external teeth on the reaction (steel) plates VALVE
(610) are splined to the forward clutch WAVED LUBE STEEL FIBER
CLUTCH PASSAGE CLUTCH CLUTCH
housing while the internal teeth on the PLATE PLATE PLATE
fiber clutch plate assemblies (611) are
➤ ➤ ➤
➤ ➤ ➤ ➤ (609) (610) ASSEMBLY
splined to the forward clutch hub (613). (611)
The forward clutch is applied in all DIRECT
forward gear ranges to transfer engine CLUTCH
torque from the overdrive planetary gear APPLIED RELEASED HUB
set to the output and reaction planetary (615)
gear sets.
FORWARD
FORWARD CLUTCH APPLY: CLUTCH
To apply the forward clutch, drive fluid is HOUSING
fed through the turbine shaft to the inner ASSEMBLY
hub of the forward clutch housing. Feed (602) SPRING
ASSEMBLY
holes in the inner hub allow fluid to enter (607)
the housing behind the inner area of the FORWARD
CLUTCH
forward clutch piston (606) [between the ORIFICE
inner piston seal and the intermediate seal
assembly (685)]. Drive fluid pressure on LUBE
DRIVE
the inner area moves the piston and PASSAGE
APPLY
compresses the spring assembly (607) to FLUID
cushion the apply. As fluid pressure
increases on the inner area, the piston
compresses the clutch plates (steel and FORWARD
fiber) until they are held against the direct CLUTCH
HUB
clutch hub (615). At the same time, drive (613)
fluid is fed through the forward clutch OVERDRIVE
INTERNAL
orifice in the intermediate seal assembly GEAR
to feed fluid to the outer area of the piston
[between the intermediate seal assembly
(685) and the outer piston seal]. This fluid SPRING
pressure seats the forward clutch ball check FORWARD CLUTCH RETAINER THRUST
valve and increases the holding force on PISTON INTERMEDIATE RING WASHER
SEAL ASSEMBLY (608) (612)
the clutch pack. Also, the increase in fluid
pressure forces any air in the drive fluid (685)
FORWARD CLUTCH RETAINER
circuit to exhaust past the ball check valve, PISTON LUBE RING
before it seats, to prevent excess cushion (606) PASSAGE (616)
during clutch apply. Also included in the
685 606 607 608 609 610 611 612 613 614 615 616

Figure 19 19
 APPLY COMPONENTS
In Reverse, 3rd/reverse fluid is fed to the direct clutch housing and into the center
inner area of the piston through the 3rd/ support assembly (640). In the absence of
reverse circuit as in Third and Fourth gears. fluid pressure, spring force from the spring
However, in Reverse, reverse fluid is fed assembly (607) moves the direct clutch
through the reverse fluid circuit to the outer piston away from the clutch plates. This
area of the direct clutch piston [between disengages the steel plates (618), fiber
the intermediate seal (622) and the outer clutch plate assemblies (611) and waved
piston seal]. Reverse fluid pressure seats plate (609) from the direct clutch backing
the direct clutch ball check valve and acts plate (617) and disconnects the direct clutch
on the outer area of the piston. This fluid housing from the direct clutch hub (615).
pressure increases the holding capacity of During the exhaust of reverse fluid, the
the direct clutch plates in Reverse, as direct clutch ball check valve, located in
DIRECT CLUTCH compared to Third gear. Also, the increase the direct clutch housing, unseats.
HOUSING ASSEMBLY in reverse fluid pressure forces any air in Centrifugal force, resulting from the
(623) the reverse fluid circuit to exhaust past the rotation of the direct clutch housing, forces
DIRECT CLUTCH: ball check valve, before it seats, to prevent residual reverse fluid to the outside of the
The direct clutch assembly is located in excess cushion during clutch apply. housing and past the unseated ball check
the direct clutch housing (623). The external valve. If this fluid did not completely
DIRECT CLUTCH RELEASE:
teeth on the reaction (steel) plates (618) exhaust from behind the piston, there
To release the direct clutch, apply fluid
are splined to the direct clutch housing could be a partial apply, or drag, of the
(3rd/reverse and/or reverse) exhausts from
while the internal teeth on the fiber clutch direct clutch plates.
the piston, through the inner hub of the
plate assemblies (611) are splined to the
direct clutch hub (615), which is connected
to the forward clutch housing (602). The
direct clutch is applied when the
transmission is in Third or Fourth gears FIBER STEEL WAVED LUBE DIRECT CLUTCH
CLUTCH CLUTCH CLUTCH PASSAGE BALL CHECK
and in Reverse. PLATE PLATE PLATE VALVE
ASSEMBLY (618) (609)
DIRECT CLUTCH APPLY: (611)
To apply the direct clutch for Third and ➤ ➤ ➤ EX
Fourth gears, 3rd/reverse fluid is fed from ➤ ➤ ➤ ➤
the transmission case (7), through the center DIRECT CLUTCH
support (640) and into the inner hub of the HOUSING
direct clutch housing. Feed holes in the ASSEMBLY
(623) APPLIED RELEASED
inner hub allow 3rd/reverse fluid to enter
the housing behind the inner area of the
direct clutch piston (619) [between the inner BACKING LUBE
PLATE PASSAGE
piston seal and the intermediate seal (622)].
3rd/reverse fluid pressure moves the piston (617)
to compress the spring assembly (607). As
fluid pressure increases, the piston
compresses the clutch plates (steel and SPRING REVERSE
fiber) until they are held against the direct ASSEMBLY APPLY
(607) FLUID
clutch backing plate (617). Also included
in the assembly is a waved steel plate (609)
that, in addition to the spring assembly, LUBE
PASSAGE
helps cushion the apply of the direct clutch. 3RD/REVERSE
APPLY FLUID
When fully applied, the steel plates (618), SPRING
fiber clutch plate assemblies (611) and waved RETAINER
plate (609) are locked together, thereby RING LUBE
holding the direct clutch housing and direct (608) PASSAGE
clutch hub (615) together. This forces the
direct clutch housing to rotate at the same DIRECT CLUTCH
PISTON INTERMEDIATE
speed as the forward clutch housing. INTERMEDIATE SPRAG CLUTCH
If inoperative the direct clutch can cause SEAL INNER CAM
no reverse; no second gear in D4, D3, (622)
D2 or D1; no third gear in D4 or D3; BACKING PLATE DIRECT CLUTCH
third gear starts; soft shifts to reverse, RETAINING RING PISTON ASSEMBLY
reverse to drive, second to third gear (616) (619)
and third to second gear.

616 617 611 618 609 608 607 619 622

20 Figure 20
 APPLY COMPONENTS
MANUAL 2-1 BAND SERVO RELEASE:
The manual 2-1 band servo assembly is held in the release position by PRND43
fluid pressure acting on the manual 2-1 band servo piston (58) when the gear
selector is in the Park, Reverse, Neutral, Overdrive and Manual Third positions.
PRND43 fluid is fed between the transmission case and manual 2-1 band
servo piston to assist spring force in keeping the piston and apply pin in the
released position. Even with FBA fluid pressure present, PRND43 fluid pressure
and spring force will keep the piston, apply pin and manual 2-1 band in the
released position, as in Overdrive Range - Second Gear.
When the gear selector is in either Manual Second Or Manual First (PRND43
fluid exhausted), and the transmission downshifts from Second gear to First
gear, FBA fluid exhausts from the servo piston. This allows spring force to
DIRECT CLUTCH MANUAL 2-1 move the piston and apply pin away from the manual 2-1 band, thereby
HOUSING ASSEMBLY BAND ASSEMBLY releasing the manual 2-1 band assembly from the direct clutch housing.
(623) (628)

MANUAL 2-1 BAND SERVO ASSEMBLY AND An inoperative manual 2-1 servo assembly/manual 2-1 band assembly
MANUAL 2-1 BAND ASSEMBLY: can cause no engine braking in manual second (second gear), no first
The manual 2-1 band servo assembly (55-60), gear in manual third or manual second, no third gear in manual third
located in the bottom of the transmission case or no manual third to manual second shift.
(7), applies the manual 2-1 band assembly (628)
when the gear selector is in either the Manual
Second or Manual First positions and the
transmission is in Second gear. The manual 2-1
MANUAL 2-1
band assembly is held stationary to the BAND ASSEMBLY
transmission case by the band anchor pin (80) (628)
and wraps around the direct clutch housing MANUAL 2-1 BAND
assembly (623) . When compressed by the manual ANCHOR PIN
(80)
2-1 band servo assembly, the band holds the direct
clutch housing (623), sun gear shaft (649) and
sun gear (650) stationary to the case. This prevents
the intermediate sprag clutch (624) from
overrunning during coast conditions in Manual
Second - Second Gear or Manual First - Second
Gear to provide engine compression braking.
MANUAL 2-1 BAND SERVO APPLY:
To apply the manual 2-1 band servo, Front Band
Apply (FBA) fluid is fed between the spacer plate
(46) and manual 2-1 band servo piston (58). FBA
fluid pressure forces the piston to compress the
piston spring (60) and move the piston apply pin
(55) toward the band. The apply pin compresses
the band assembly around the direct clutch housing
and holds the housing stationary to the case. During
apply, piston spring force helps control the apply
feel of the manual 2-1 band assembly.

60
MANUAL 2-1
BAND SERVO
PISTON PIN
(55)
CASE
(7)
58
PISTON PIN PISTON
RETAINER CUSHION
RING SPRING
(56) (60)
57 MANUAL 2-1
BAND SERVO
PISTON PISTON
SEAL (58)
(57)
FRONT
BAND
56 55 PRND43 APPLY
RELEASE FLUID
FLUID (FBA)

SPACER
CONTROL PLATE
VALVE (46)
BODY
(44)

Figure 21 21
 APPLY COMPONENTS
INTERMEDIATE SPRAG CLUTCH:
INTERMEDIATE
CLUTCH
The intermediate sprag clutch assembly (624-627) is located between the
PLATES intermediate clutch plate assemblies (631) and the direct clutch housing assembly
(630-632,684) (623). The intermediate clutch plate assemblies are splined to the intermediate
sprag clutch outer race (625) while the intermediate sprag inner cam is pressed
onto the direct clutch housing. The intermediate sprag clutch is a type of one-way
clutch that, when effective, prevents the direct clutch housing from rotating
counterclockwise. The sprag clutch is holding, and effective, when the vehicle is
accelerating and the transmission is in Overdrive Range - Second Gear.
INTERMEDIATE SPRAG CLUTCH HOLDING: (EXAMPLE “A”)
In Second gear, power flow attempts to drive the direct clutch
housing counterclockwise which pivots the sprags toward their
INTERMEDIATE long diagonals. The long diagonal of the sprag is greater than the
DIRECT CLUTCH SPRAG distance between the inner cam and outer race, causing the sprags
HOUSING CLUTCH to “lock” against the intermediate clutch sprag outer race (625).
ASSEMBLY ASSEMBLY However, in Second gear the intermediate clutch is applied and
(623) (624-627)
the outer race is held stationary to the transmission case (7).
EXAMPLE "A" Therefore, the sprag assembly, being “locked” between the outer
INTERMEDIATE race and direct clutch housing (inner cam), holds the direct clutch
OUTER
SPRAG CLUTCH housing (623), sun gear shaft (649) and sun gear (650) stationary
RACE
HOLDING
(625) to obtain a Second gear ratio through the transmission gear sets.
HELD The direct clutch housing is also driven counterclockwise in
First gear and the sprags “lock” the direct clutch housing and
outer race together, as in Second gear. However, the intermediate
clutch is released in First gear which allows the outer race (625)
to rotate with the direct clutch housing and not affect power
flow. This is shown in the range reference chart (page 11) as
HELD “Holding But Not Effective”.
LONG INTERMEDIATE SPRAG CLUTCH RELEASED: (EXAMPLE “B”)
DIAGONAL The intermediate sprag clutch releases when the sprags pivot
toward their short diagonals. The short diagonal is smaller than
DIRECT CLUTCH
HOUSING (623)
the distance between the inner cam and outer race and the outer
(INNER CAM) race overruns the sprags. This action occurs in Third and Fourth
gears when the intermediate clutch is applied and power flow
EXAMPLE "B"
drives the direct clutch housing clockwise.
INTERMEDIATE The inner cam overruns the intermediate sprag clutch during coast
OUTER SPRAG CLUTCH conditions (throttle released) in Overdrive Range - Second Gear
RACE OVERRUNNING when vehicle speed is greater than engine speed. This causes the
(625) transmission gear sets to be driven by the vehicle drive shaft, and
HELD not the engine, which drives the direct clutch housing clockwise,
overrunning the sprags. However, in Manual Second - Second Gear
the manual 2-1 band assembly (628) is applied to hold the direct
clutch housing and prevent the housing from overrunning the
intermediate sprag clutch during coast conditions.
ROTATING INTERMEDIATE
SPRAG CLUTCH
SHORT RETAINER
DIAGONAL (626)
DIRECT CLUTCH INTERMEDIATE
HOUSING (623) SPRAG CLUTCH
(INNER CAM) OUTER RACE INTERMEDIATE
(625) SPRAG CLUTCH
RETAINER
A damaged intermediate sprag clutch can cause no second gear RETAINING RING
or, no torque in second gear, in overdrive range, manual third, (627)
manual second or manual first.

624 625 626 627

INTERMEDIATE
SPRAG CLUTCH
ASSEMBLY
(624)

22 Figure 22
 APPLY COMPONENTS
INTERMEDIATE CLUTCH RELEASE: If inoperative the intermediate
CENTER
SUPPORT To release the intermediate clutch, 2nd clutch clutch can cause:
AND RACE fluid exhausts from the piston, through the center • no second gear in
ASSEMBLY support bolt and into the transmission case. In overdrive range, manual
(640) the absence of fluid pressure, spring force from third, manual second or
the spring assembly (635) moves the piston away manual first
from the clutch plates. This disengages the steel • no third gear in overdrive
REVERSE plates (632) and fiber clutch plate assemblies range or manual third
CENTER APPLY FLUID
LUBE (631) from the backing plate (630) and • no fourth gear in
PASSAGE
FLUID disconnects the intermediate sprag clutch outer overdrive range
PASSAGE race from the transmission case. Therefore, the • second gear starts
intermediate sprag clutch is no longer effective - • soft shifts from second
3RD / REVERSE 2ND CLUTCH
APPLY FLUID APPLY FLUID the outer race will rotate with the direct clutch to first gear
PASSAGE PASSAGE housing when the sprags engage.

BACKING BACKING FIBER STEEL WAVED CENTER

PLATE PLATE CLUTCH CLUTCH PLATE SUPPORT
INTERMEDIATE CLUTCH: RETAINER (630) PLATE PLATE (684) (640)
RING ASSEMBLY (632)
The intermediate clutch assembly is located (629) (631)
between the direct clutch housing assembly (623) INTERMEDIATE
and the center support and race assembly (640). CLUTCH
The external teeth on the reaction (steel) plates ORIFICE
(632) are splined to the transmission case (7) (530)
INTERMEDIATE
while the internal teeth on the fiber clutch plate CLUTCH OUTER
assemblies (631) are splined to the intermediate PISTON SEAL
sprag clutch outer race (625). The intermediate (636) (638)
clutch is applied when the transmission is in
Second, Third, and Fourth gears. INNER
RETAINER SEAL
RING (637)
INTERMEDIATE CLUTCH APPLY: (634)
To apply the intermediate clutch, 2nd clutch
apply fluid is fed from the case, through the
center support bolt (25) and between the
intermediate clutch piston (636) and the center
support (640). 2nd clutch fluid pressure moves
LUBE
the piston to compress the spring assembly (635) PASSAGE
to cushion the apply. As fluid pressure increases,
the piston compresses the clutch plates (steel LUBE
and fiber) until they are held against the PASSAGE
intermediate clutch backing plate (630).
When fully applied, the steel plates (632) and OIL
fiber clutch plate assemblies (631) are locked SEAL REVERSE
RINGS APPLY
together, thereby holding the intermediate sprag FLUID
clutch outer race (625) stationary to the (639)
PASSAGE
transmission case. This allows the intermediate
sprag clutch (624) to become effective and hold
when the direct clutch housing attempts to rotate LOW
ROLLER CLUTCH
in a counterclockwise direction. Remember that INNER RACE
the inner race of the intermediate sprag clutch is
pressed onto the direct clutch housing (623). SPRING
ASSEMBLY 3RD / REVERSE
The intermediate clutch orifice (530) is pressed (635) APPLY FLUID
into the center support. Any air in the 2nd clutch PASSAGE
fluid circuit is forced out the orifice when 2nd
clutch fluid pressure increases to prevent excess
cushion during apply of the intermediate clutch. CENTER 2ND CENTER
RETAINING SUPPORT CLUTCH SUPPORT
CASE RING SPACER APPLY BOLT
(7) (633) (643) FLUID (25)

629 630 631 632 684 633 634 635 636

Figure 23 23
 APPLY COMPONENTS
LOW ROLLER CLUTCH:
The low roller clutch assembly (644) is located between the
reaction carrier assembly (651) and the center support assembly
(640). The reaction carrier functions as the outer cam for the
rollers while the inner race is attached to the center support. The
low roller clutch is a type of one-way clutch that prevents the
reaction carrier from rotating counterclockwise. The low roller
clutch is holding, and effective, when the vehicle is accelerating
and the transmission is in Overdrive Range - First Gear.
LOW ROLLER CLUTCH HOLDING: (EXAMPLE “A”)
In First gear, power flow attempts to drive the reaction carrier
counterclockwise which causes the rollers to “move up the ramp”
and wedge between the inner race and outer cam. This action
“locks” the reaction carrier to the center support which is splined
to the case and held stationary by the center support bolt (25).
Therefore, the low roller clutch, being “wedged” between the
reaction carrier and the center support, holds the reaction carrier
stationary to obtain a First gear ratio through the transmission
gear sets.
EXAMPLE "A"
REACTION CARRIER ASSEMBLY LOW
(OUTER CAM) ROLLER
CLUTCH
HOLDING
H EL D
LOW ROLLER CLUTCH OVERRUNNING: (EXAMPLE “B”)
The low roller clutch overruns when the rollers “move down the
ramp” and rotate freely or “overrun” between the inner race and
the outer cam. The circumference of the rollers is smaller than
the distance between the inner race and outer cam at the wide
side of the ramp. This action occurs in Second, Third and Fourth
gears when power flow drives the reaction carrier clockwise.
This causes the rollers to rotate freely and become ineffective.
The reaction carrier also overruns the low roller clutch during
coast conditions (throttle released) in Overdrive Range - First
Gear when vehicle speed is greater than engine speed. This
causes the transmission gear sets to be driven by the vehicle
drive shaft, and not the engine, which drives the reaction carrier
clockwise, overrunning the rollers. However, in Manual First -
First Gear, the low and reverse band assembly (657) is applied
to hold the reaction carrier and prevent the carrier from
overrunning the low roller clutch during coast conditions.
REACTION
CARRIER
ASSEMBLY
(651)

STATIONARY
LOW
ROLLER
CLUTCH
CENTER ASSEMBLY
SUPPORT (644)
AND RACE
ASSEMBLY
(640)

EXAMPLE "B"
REACTION CARRIER ASSEMBLY LOW
(OUTER CAM) ROLLER
CLUTCH
OVERRUNNING
ING
TA T
RO

STATIONARY

CENTER
SUPPORT
AND RACE
ASSEMBLY
(640)
640 644 651

A damaged low roller clutch can cause

loss of drive/no first gear in overdrive
range, manual third and manual first.

24 Figure 24
 APPLY COMPONENTS
LOW AND REVERSE SERVO ASSEMBLY AND
LOW AND REVERSE BAND ASSEMBLY:
74 The low and reverse band servo assembly (61-
74), located in the bottom rear of the
transmission case (7), functions to apply the
low and reverse band assembly (657) and acts
BAND
as an accumulator to cushion intermediate clutch ANCHOR
apply. The low and reverse band assembly is PINS
73
applied when the gear selector is in either (81)
Reverse or Manual First (First gear only). The
low and reverse band assembly is held stationary LOW AND
to the case by two band anchor pins (81) and REVERSE BAND
wraps around the reaction carrier assembly ASSEMBLY
(651). When compressed by the low and reverse (657)
72 band servo assembly, the band holds the reaction
carrier stationary to the case. This creates a
reverse gear ratio (in Reverse) and also prevents
71
the low roller clutch from overrunning during
coast conditions. SELECTIVE
PISTON
87 LOW AND REVERSE BAND SERVO APPLY: PIN PISTON ACCUMULATOR
In Reverse, Rear Band Apply (RBA) fluid is (73) SPRING PISTON
2ND CLUTCH
fed between the low and reverse band servo APPLY FLUID RETAINER SPRING
69 cover (62) and low and reverse band servo (72) (74)
piston (65). RBA fluid pressure forces the piston SERVO
against the servo piston spring (71) and 1-2 ACCUMULATOR PISTON
PISTON INNER CASE SPRING
68 accumulator piston (68), which acts on the low OIL SEAL RING (7) (71)
and reverse accumulator spring (74). This action (69)
moves the servo piston (65) and selective piston REAR BAND
67 pin (73) toward the band. The piston pin 2ND APPLY FLUID
compresses the low and reverse band assembly ACCUMULATOR
FLUID SERVO
around the reaction carrier assembly and holds COVER
88 the carrier stationary to the case. During apply, (62)
SERVO
both springs and the piston pin (being selective PISTON
in length) help control the apply rate of the low ACCUMULATOR
SEAL PISTON OUTER
66 and reverse band assembly. (66) OIL SEAL RING
In Manual First, 2nd accumulator fluid pressure (67)
is present between the case and 1-2 accumulator SERVO SERVO
COVER PISTON
piston (68) and assists spring force. To apply GASKET
PISTON PIN
the low and reverse band servo, RBA fluid SERVO RETAINER SPACER
(63) (87)
65 pressure moves the servo piston (65) and the PISTON RING
(65) (64) ACCUMULATOR
piston pin, as in Reverse, to compress the band
and hold the reaction carrier. 2nd accumulator SERVO 1-2 PISTON
COVER ACCUMULATOR SPRING
64 fluid pressure adds additional control to the BOLT PISTON ASSEMBLY
band apply rate in Manual First. (61) (68) (88)

LOW AND REVERSE BAND SERVO RELEASE: 2ND CLUTCH ACCUMULATION:

63 The low and reverse band servo assembly and
low and reverse band assembly are held in the
release position by both spring forces, and 2nd
accumulator fluid pressure in Manual First,
62 when RBA fluid pressure is not present.
Therefore, when the gear selector is moved
out of the Reverse or Manual First positions,
RBA fluid pressure exhausts from the low and
reverse band servo piston (65) and the band is
61 forced to release.
2ND CL
The low and reverse band servo assembly is also used as
an accumulator during a 1-2 upshift. When the transmission
shifts into Second gear, 2nd clutch fluid is fed between
the low and reverse band servo piston (65) and 1-2
accumulator piston (68). 2nd clutch fluid pressure moves
the 1-2 accumulator piston against accumulator spring
(74) force and 2nd accumulator fluid pressure. This absorbs
initial 2nd clutch fluid pressure to help cushion intermediate
clutch apply.

2ND CL

2ND CL
➤

LOW & REVERSE LOW & REVERSE LOW & REVERSE No servo apply can
BAND SERVO BAND SERVO BAND SERVO cause no reverse/slips
➤

(61–74) (61–74) (61–74) in reverse, and can be

2ND ACCUM 2ND ACCUM 2ND ACCUM
➤ caused by servo
➤

piston seal (66)

➤ ➤
damaged or rolled.
Harsh servo apply can
➤

be caused by servo
RBA

RBA

RBA
➤

➤
➤

springs (71, 74)

broken or missing.
REVERSE MANUAL FIRST – FIRST GEAR 1-2 SHIFT ACCUMULATOR

Figure 25 25
 PLANETARY GEAR SETS
PLANETARY GEAR SETS: OVERDRIVE
Planetary gears are used in the HYDRA-MATIC 4L80-E OVERDRIVE CARRIER
OVERRUN ROLLER
transmission as the primary method of multiplying the torque or CLUTCH ASSEMBLY
CLUTCH (514)
twisting force of the engine (reduction). A planetary gear set is HOUSING (512)
also used to reverse the direction of rotation, function as a coupling (504)
for direct drive and provide an overdrive gear ratio. Planetary
gears are so named because of their physical arrangement. The
gears are designed such that several gear teeth are always in
contact, or mesh, at the same time. This design distributes the
energy forces over several gear teeth for greater strength and
eliminates potential clash that is common when gear teeth go in OVERDRIVE
and out of mesh. Another benefit of planetary gear sets is that INTERNAL FORWARD
shafts are generally used for input and output components and can GEAR CLUTCH
OVERDRIVE HOUSING
be arranged on the same axis, thus providing a very compact unit. SUN GEAR OUTPUT (602)
A planetary gear set consists of a center or sun gear, an internal CARRIER
gear (so called because of its internally cut teeth), and a planetary ASSEMBLY
carrier assembly that includes and supports the smaller planet (661)
REACTION SUN
gears called pinions. The HYDRA-MATIC 4L80-E transmission CARRIER GEAR
uses three planetary gear sets: Overdrive, Reaction, and Output. ASSEMBLY (650)
The graphics in Figure 26 show each of these gear sets and their (651) REACTION
respective components while Figure 27 graphically explains how
the planetary gear sets are used in combination to achieve the
appropriate gear ratios.
REDUCTION:
Increasing the torque is known as operating in reduction because REAR
there is a decrease in the speed of the output member proportional OUTPUT INTERNAL
to the increase in the output torque. Stated in another way, with REACTION GEAR
a constant input speed, the output torque increases as output INTERNAL (666)
speed decreases. GEAR OUTPUT
LOW
Reduction occurs in both First and Second gears. In both gears, ROLLER CLUTCH
power flow through the overdrive planetary gear set is a 1:1 ASSEMBLY
direct drive gear ratio. The overdrive roller clutch holds the
overdrive sun gear and overdrive carrier together which causes gears of the output planetary gear set driving at converter turbine
the overdrive internal gear (forward clutch housing - 602) to speed, the output carrier pinions act as wedges and drive the
also turn at the same speed. The output speed of the overdrive output carrier assembly and output shaft to obtain a direct drive
planetary gear set serves as the input speed to the output planetary 1:1 gear ratio through the entire transmission.
gear set internal gear (rear internal gear - 666). OVERDRIVE:
In First gear, the output internal gear drives the output carrier Operating the transmission in Overdrive enables the output speed
pinion gears clockwise which drive the sun gear (650) of the transmission to be greater than the input speed. This
counterclockwise. The sun gear is common to the reaction mode of operation allows the vehicle to maintain a given road
planetary gear set and drives the reaction carrier pinion gears speed with reduced engine speed to improve fuel economy. In
clockwise. The reaction carrier is held stationary by the low Overdrive, the output speed increases while the output torque
roller clutch. This allows the reaction pinion gears to drive the decreases proportionally.
reaction internal gear (output carrier assembly) and output shaft Overdrive occurs in Overdrive Range - Fourth Gear when the
to obtain a First gear reduction of approximately 2.48:1. overdrive sun gear (part of the overrun clutch housing - 504) is
Second gear reduction occurs when the sun gear is held stationary held stationary by the 4th clutch being applied. Therefore, when
by the intermediate clutch. Therefore, when the output carrier the overdrive carrier is driven clockwise by power flow, the
pinion gears are driven clockwise on their pins by the rear overdrive pinion gears rotate clockwise on their pins around the
internal gear (666), the pinion gears walk clockwise around the stationary sun gear. This allows the pinion gears to drive the
stationary sun gear. The pinion gears drive the output carrier overdrive internal gear (forward clutch housing, 602) clockwise
assembly and output shaft clockwise to provide a Second gear and obtain a .75:1 overdrive ratio through the overdrive planetary
reduction of approximately 1.48:1. gear set. Power flow from the forward clutch housing to the
output shaft is identical to Third gear, a direct drive, which provides
DIRECT DRIVE:
an overall transmission gear ratio of approximately .75:1.
Direct drive in a planetary gear set is obtained when any two
members of a planetary gear set rotate in the same direction at REVERSE:
the same speed, thus forcing the third member to rotate at that A planetary gear set reverses the direction of power flow rotation
speed. In this mode of operation the pinion gears do not rotate when the carrier assembly is held stationary and power is applied
on their pins, but act as wedges to drive the entire gear set as to the sun gear. This causes the pinion gears to act as idler gears
one unit. Thus, the output speed of the transmission is the same and drive the internal gear in the opposite direction.
as the input speed from the torque converter turbine. Output Reverse occurs when the low and reverse band (657) is applied
speed will equal engine speed when the torque converter clutch to hold the reaction carrier stationary while the direct clutch is
is applied (see torque converter, page 12). applied to supply clockwise power flow to the sun gear (650).
Direct drive occurs in Third gear when the direct clutch is Note that power flow through the overdrive planetary gear set is
applied. Power flow from the overdrive planetary gear set and direct drive as in First, Second and Third gears. The sun gear
forward clutch housing is then transferred to both the sun gear drives the reaction pinion gears counterclockwise which drive
(650) and output internal gear (rear internal gear - 666). Note the reaction internal gear (output carrier assembly, 661)
that power flow through the overdrive gear set is a direct drive counterclockwise. This provides a reversal of direction to the
as in First and Second gears. With both the sun gear and internal output shaft and an approximate gear ratio reduction of 2.08:1.

26 Figure 26
 PLANETARY GEAR SETS
REACTION PLANETARY GEARSET
(SUN GEAR DRIVING, CARRIER
HELD, INTERNAL GEAR DRIVEN
IN OPPOSITE DIRECTION)

HELD OUTPUT REACTION

PLANETARY
0F DIRECTION

PLANETARY
GEARSET GEARSET
REVERSAL

CT AR

(INTERNAL GEAR (SUN GEAR DRIVING PINIONS,

N
DRIVING PINIONS, PINIONS DRIVING INTERNAL GEAR)
DU GE
IO

PINIONS DRIVING SUN GEAR)

RE ST
FIR

SECOND GEAR
REDUCTION

HELD

OUTPUT PLANETARY GEARSET

OVERDRIVE PLANETARY GEARSET T
DI HIRD
(INTERNAL GEAR DRIVING,
(DRIVING AT TURBINE SPEED) CARRIER DRIVEN, SUN GEAR HELD)
RE
CT GE
DR AR
IV
E

TWO GEARS DRIVE THIRD MEMBER

HELD

FOURTH GEAR
OVERDRIVE

OUTPUT PLANETARY GEARSET

OVERDRIVE PLANETARY GEARSET
(INTERNAL AND SUN GEAR DRIVING,
(FASTER THAN TURBINE SPEED)
CARRIER TURNS AT SAME SPEED)

Figure 27 27
 HYDRAULIC CONTROL COMPONENTS
The previous sections of this book were used to
describe some of the mechanical component
operations of the Hydra-matic 4L80-E. In the
Hydraulic Control Components section a detailed
description of individual components used in the
hydraulic system will be presented. These hydraulic
control components apply and release the clutch
packs and bands to provide automatic shifting of
the transmission.

OIL PUMP
ASSEMBLY
(4) LOW AND REVERSE
BAND SERVO
4TH CLUTCH ASSEMBLY
ACCUMULATOR (61-74)
3RD CLUTCH
ACCUMULATOR

MANUAL 2-1
BAND SERVO
ASSEMBLY
(55-60)

CONTROL
VALVE
ASSEMBLY
(44)

28 Figure 28
 HYDRAULIC CONTROL COMPONENTS
OIL PUMP ASSEMBLY
OIL PUMP OIL PUMP
SEAL PUMP
BODY COVER
(5) (206)
OUTLET (203) OUTLET
(LINE) DRIVEN (LINE)
DRIVE
GEAR GEAR
(204) (205) STATOR
SHAFT
(235)

CONVERTER
HUB
NOTCH
CRESCENT
INTAKE
(SUCTION) INTAKE
(SUCTION)

OUTLET
DRIVE The oil pump assembly (204) contains a positive displacement
GEAR
DRIVEN (205) internal-external gear type pump located in the oil pump body
LINE

GEAR (203). This spur gear type pump assembly consists of a pump
(204) drive gear (205) that has gear teeth in constant mesh with the
teeth on one side of the pump driven gear. On the opposite side
➤

SUCTION

of the mesh point, the pump gears are separated by a crescent

section of the pump body. Whenever the engine is cranking or
running, the pump drive gear, keyed into the torque converter
pump hub, is driven by the hub and rotates at engine speed.
➤

➤
As the gears rotate towards the wide portion of the crescent,
INTAKE volume is positively displaced, thereby creating a vacuum (low
atmospheric pressure) at the pump intake port. This vacuum
allows the higher atmospheric pressure acting on the fluid in the
bottom pan (28) to force fluid through the filter assembly (31)
CRESENT
and into the suction side of the pump. Through the rotation of
the gears, the gear teeth carry the transmission fluid beyond the
PUMP ASSEMBLY
➤

crescent to the pressure side of the pump. In this area the

(4) volume between the gear teeth decreases. As the gear teeth
come together, fluid is forced through the pump outlet into the
line fluid passage. Line fluid is then directed to the pressure
regulator valve which creates the line pressure required to main-
➤
tain the supply of fluid to the various hydraulic circuits and
apply components throughout the transmission.

When engine speed (RPM) increases, the volume of fluid being

supplied to the hydraulic system also increases because of the
SUCTION

FILTER faster rotation of the pump gears. At a specified calibrated

ASSEMBLY pressure, (which varies with transmission model) the pressure
regulator valve will move down far enough against spring force
(31) to allow excess fluid to return to the suction side of the pump
gears. The result is a control of the pump’s delivery rate of fluid
➤

to the hydraulic system.

Pump Related Diagnostic Tips

• Transmission Overheating
BOTTOM • Loss of drive
PAN • High or low line pressure
• Oil out the vent tube
(28)

Figure 29 29
 HYDRAULIC CONTROL COMPONENTS
PRESSURE REGULATION
In order to pressurize the volume of fluid that the pump delivers The pressure regulator valve (231) is constantly regulating pump
to the hydraulic system, there needs to be a restriction in the line volume into line fluid pressure required to operate the
fluid passage. The primary restricting component that is used to transmission properly. When higher pressures are required,
control line pressure is the pressure regulator valve (231). Fluid torque signal fluid acting on the end of the reverse boost valve
from the pump is directed through an orifice cup plug (236), (228) increases pressure in response to changes in the variable
located in the pump cover (206), to the top of the pressure force motor (320). Torque signal fluid pressure combines with
regulator valve. The larger surface area at the top of the valve spring force from the pressure regulator spring (230) and moves
allows line pressure to move the valve downward. the reverse boost valve towards the pressure regulator valve.
The pressure regulator valve then regulates pump output at this
As fluid pressure builds, the pressure regulator valve moves against higher level (see example B).
the force of the pressure regulator spring (230), allowing line
fluid pressure to pass between two lands and enter the converter Line pressure is also boosted in a similar manner during Reverse
feed circuit (see example A). Line fluid pressure continues to gear operation. When Reverse (R) gear is selected, reverse fluid
increase until the pressure regulator valve travels far enough feeds between two lands on the reverse boost valve and moves
against the calibrated spring force to open the suction circuit to the valve towards the pressure regulator valve, thereby boosting
line pressure. This allows excess line pressure (between the line pressure.
lands) to feed into the suction passage back to the pump.
When this occurs, pump output capacity is regulated to maintain
a proper line pressure in order to operate the transmission. Pressure Regulator Related
Diagnostic Tips
A stuck or damaged pressure regulator valve could cause:
• High or low line pressure
• Slipping clutches or bands or harsh apply
• Transmission overheating
• Low or no cooler/lube flow

ORIFICE ORIFICE
CUP PLUG CUP PLUG
(236) (236)

➤ LINE ➤ LINE

PRESSURE REG
PRESSURE REG

SUCTION SUCTION
➤ ➤
➤

➤
LINE ➤ LINE ➤
SUCTION

CONV FD
➤ SUCTION CONV FD
➤
➤

➤
PUMP ASSEMBLY PUMP ASSEMBLY
EX EX
LINE LINE

BOOST
➤ ➤
➤

➤
BOOST
➤

➤
LINE

LINE

➤
REVERSE ➤
REVERSE
➤ ➤
➤

➤
TORQUE SIGNAL
(FROM SUMP)

(FROM SUMP)

TORQUE SIGNAL

➤ TORQUE SIG ➤ TORQUE SIG

FILT ACT FD

FILT ACT FD
➤

➤
➤

PRESSURE PRESSURE
CONTROL CONTROL
SOLENOID SOLENOID
VALVE (320) VALVE (320)
EX

EX

EXAMPLE "A" EXAMPLE "B"

30 Figure 30
 HYDRAULIC CONTROL COMPONENTS
VALVES LOCATED IN THE OIL PUMP ASSEMBLY
Torque Converter Clutch (TCC) Enable Valve (217): Converter Limit Valve (214):
With the TCC released, regulated converter feed fluid passes Allows converter feed pressure from the pressure regulator valve
through the valve and enters the TCC enable circuit to keep the (231) to enter the regulated converter feed circuit. It also limits
TCC shift valve in the release position. When the TCC applies, converter feed pressure to a maximum of 641-738 kPa (93-
TCC signal fluid moves the valve against spring force to block 107 psi). Above this pressure, orificed regulated converter feed
regulated converter feed fluid and allow TCC enable fluid to fluid acting on the end of the valve moves the converter limit
exhaust at the valve. valve against spring force. This opens converter feed fluid to
exhaust and prevents regulated converter feed pressure from
If stuck, missing or binding, the TCC enable valve or increasing above the maximum.
spring may cause incorrect TCC apply or release.
If stuck, missing or binding, the converter
limit valve or spring may cause:
EX EX
• Inadequate lubrication

RELEASE

APPLY/RETURN
CO
• Incorrect TCC apply or release

FRONT LUBE
NV • Converter ballooning
LIM
IT
CON
REG V FD
EX CON
V FD
TC

EX
C

DRIVE
EN

E
BL
A

A AIR
BL

C EN
TC BLEED
OVERRUN CLUTCH (210)
AL E
IGN AS URN
CS LE LINE
TC RE /RET E BE
Y
TC

PL RIV LU CONVERTER FEED LINE

AP D ONT
CE

PRESSURE REG
FR
NA

PUMP ASSEMBLY (4)

BL
E

SUCTION
REG CONV FD
CONV CLUTCH SHIFT

LINE

CONV FD
TCC SIGNAL

REL
R CONV FD
EX
COOLER
APP/RET LINE

REG APPLY BOOST

PUMP
TCC SIGNAL BODY REVERSE
(203)
TORQUE SIG
TORQUE SIGNAL
COOLER LINE
TCC SIGNAL
DRIVE

REGULATED APPLY PRESSURE REGULATOR VALVE TRAIN

REV (226-232)
TCC SIGNAL

OVERRUN CLUTCH Pressure Regulator Valve (231):

DRIVE The pressure regulator valve regulates line
pressure and directs line pressure into:
SUCTION

PUMP
COVER
(206)
(a) the converter feed circuit which sends
fluid to the converter limit valve (214)
and, (b) to the pump suction circuit to
Torque Converter Clutch (TCC) Shift Valve (223): regulate pump output.
To keep the converter clutch released, the TCC shift valve is
If stuck, missing or binding, the pressure regulator valve
held in the release position by spring force and TCC enable
fluid pressure. This allows regulated converter feed fluid to pass or spring may cause:
through the valve and enter the converter clutch release circuit. • High or low line pressure
• Slipping clutches or bands or harsh apply
Apply/return fluid from the torque converter also passes through
the valve and enters the cooler circuit. • Transmission overheating
• Low or no cooler/lube flow
To apply the torque converter clutch (TCC), TCC enable fluid
exhausts and the valve is shifted by TCC signal fluid pressure, Reverse Boost Valve (228):
allowing regulated apply fluid to enter the apply/return circuit. Activated by torque signal fluid pressure from the variable force
Regulated converter feed fluid passes through the valve to enter motor (320), it moves against the pressure regulator valve spring
the cooler passage. Also, release fluid from the torque converter (230). This movement forces the pressure regulator valve to move
passes through the valve and enters the TCC enable circuit to against fluid supply from the pump, thereby boosting line pressures
exhaust at the TCC enable valve. in relation to engine torque. When Reverse gear range has been
selected, reverse fluid pressure also forces the valve to move
If stuck, missing or binding, the TCC shift valve or spring toward the pressure regulator valve to boost line pressure.
may cause:
• Incorrect TCC apply or release If stuck, missing or binding, the reverse boost valve or
• Inadequate lubrication spring may cause high or low line pressure.

Figure 31 31
 HYDRAULIC CONTROL COMPONENTS
VALVES LOCATED IN THE CONTROL VALVE BODY
Accumulator Valve (331):
The accumulator valve is biased by torque signal fluid, orificed
accumulator fluid and spring force from the accumulator valve
spring (330). It regulates drive fluid pressure into the accumulator
fluid circuit. It also, regulates accumulator fluid pressure exhaust
as the 1-2, 3rd or 4th accumulator pistons are stroked during their
respective shifts. During Manual First (1) gear operation, lo fluid
pressure moves the valve to its maximum amount of travel against
the accumulator valve spring force allowing drive fluid to enter
the accumulator passage without regulation. (See Accumulator
descriptions on page 34 and 35)
• If stuck, missing or binding, the accumulator valve or spring
could cause harsh or soft 1-2, 2-3 or 3-4 upshifts.
Actuator Feed Limit Valve (328):
Controlled by the force from the actuator feed limit valve spring
(327), it limits line pressure to a maximum of 724–862 kPa (105–
125 psi) as it passes through the valve and enters the actuator feed
circuit. Above the maximum pressure, orificed actuator feed fluid
pressure acting on the end of the valve moves it against spring
force, thereby blocking line pressure and opening actuator feed to
exhaust. Actuator feed pressures will normally equal line pressure
when line pressure is below the calibrated limiting values.
• If stuck in the exhaust position, the actuator feed limit valve
or spring could cause 2nd gear only and low line pressure.
TCC REGULATED APPLY VALVE TRAIN (322-325)
Torque Converter Clutch Pulse Width Modulated (TCC PWM)
Solenoid Valve Assembly (323):
Voltage supply is through the ignition switch while the PCM provides
the ground to energize the solenoid. The solenoid regulates filtered
2-3 drive fluid into TCC signal fluid pressure (according to TCC
PWM duty cycle) that is routed to the TCC shift valve (223) and to
the TCC regulator apply valve (324). (See the Electrical Components
Section for additional information.)
• Stuck on, exhaust plugged, would cause no TCC release in
2nd, 3rd or 4th gear.
• Stuck off, leaking o-ring, no voltage, would cause no TCC/
slip or soft apply.
Torque Converter Clutch (TCC) Regulator Apply Valve (324):
It is controlled by TCC signal fluid pressure on one side of the valve
and spring force from the TCC regulator apply valve spring (325)
and orificed regulated apply pressure at the other end. When the
TCC PWM solenoid valve assembly is energized and TCC signal
fluid pressure is present, it regulates line fluid pressure into the
regulated apply fluid passage.
• Stuck in the release position would cause no TCC/slip or
soft apply.
• Stuck in the apply position would cause apply fluid to
exhaust and an overheated torque converter.
32
Pressure Control (PC) Solenoid Valve Assembly (320):
Controlled by the PCM, it provides controlled torque signal fluid
pressure to the reverse boost valve (228) and the accumulator
valve (331). (See the Electrical Components Section for additional
information.)
• A leaking/damaged o-ring or bad electrical connection can
cause high or low line pressure.
Manual Valve (319):
The manual valve is fed by line pressure from the pressure regulator
valve (231) and is mechanically linked to the gear selector lever.
When a gear range is selected, the manual valve directs line pressure
into the various circuits by opening and closing feed passages. The
circuits that are fed by the manual valve are: Reverse, PRN, PRND4,
PRND43, Drive, D321, D21 and Lo.
Stuck, misaligned or damaged, the manual valve and linkage
could cause:
• No reverse or slips in reverse
• No first gear or slips in first gear
• No fourth gear or slips in fourth gear
• No Park
• No engine compression braking in all manual ranges
• Drives in Neutral
• No gear selections
• Shift indicator indicates wrong gear selection
3-4 SHIFT VALVE TRAIN (304-309)
3-4 Shift Valve (308):
Responds to 1-2 signal fluid pressure, PRN fluid pressure, actuator
feed fluid pressure and force from the 3-4 shift valve spring (309).
Depending on the transmission gear range operation and the 1-2
shift solenoid valve state, the valve directs 4th clutch feed fluid into
the 4th clutch circuit to apply the 4th clutch. When downshifted, the
valve opens 4th clutch fluid to an orificed exhaust.
• 3-4 shift valve stuck in the upshift position could cause no
3rd or slips in 3rd gear.
• 3-4 shift valve stuck in the downshift position could cause
no 4th or slips in 4th gear.
2-3 SHIFT VALVE TRAIN (309-312)
2-3 Shift Solenoid (SS) Valve Assembly (311):
An ON/OFF type solenoid that receives its voltage supply through
the ignition switch. The PCM controls the solenoid by providing a
ground to energize it in Third and Fourth Gear Range operation.
When energized (ON), its exhaust port closes and 2-3 signal fluid
pressure increases. 2-3 signal fluid pressure acts on both the 1-2 and
2-3 shift valves to help control the shift valve positioning for the
appropriate gear range. When de-energized (OFF), 2-3 signal fluid
exhausts through the solenoid to create low pressure in the 2-3 signal
circuit. (See the Electrical Components Section for more detail.)
• 2-3 SS valve stuck off or leaking could cause no 3rd gear.
• 2-3 SS valve stuck on could cause loss of power or 3rd and
4th gears only.
 HYDRAULIC CONTROL COMPONENTS
VALVES LOCATED IN THE CONTROL VALVE BODY
2-3 Shift Valve (312): on both the 1-2 and 3-4 shift valves to help control the shift valve
Responds to 2-3 signal fluid pressure, actuator feed fluid pressure, positioning for the appropriate gear range. When de-energized
D21 fluid pressure and force from the 2-3 shift valve spring (309). (OFF), 1-2 signal fluid exhausts through the solenoid to create low
Depending on the transmission gear range operation and the 2-3 pressure in the 1-2 signal circuit. (See the Electrical Components
shift solenoid valve state, the valve directs PRND4 fluid into the Section for more detail.)
4th clutch feed circuit and 2-3 drive fluid into the front band apply
(FBA) or 3rd clutch feed circuits. When downshifted, the valve • 1-2 SS valve stuck off or leaking could cause 2nd or 3rd
opens FBA and 3rd clutch feed fluids to exhaust. gear only condition.
• 2-3 shift valve stuck in the upshift position could cause 3rd • 1-2 SS valve stuck on could cause 1st and 4th gears only.
or 4th gear only.

• 2-3 shift valve stuck in the downshift position could cause 1-2 Shift Valve (314):
no 3rd gear. Responds to 1-2 signal fluid pressure, actuator feed fluid pressure,
2-3 signal fluid pressure and force from the 1-2 shift valve return
spring (315). Depending on the transmission gear range operation,
1-2 shift solenoid valve and 2-3 shift solenoid valve operating
states, the valve directs reverse fluid through the valve or drive
1-2 SHIFT VALVE TRAIN (310, 313-315) fluid into the 2-3 drive fluid circuit. When downshifted, the valve
1-2 Shift Solenoid (SS) Valve Assembly (313): opens 2-3 drive fluid to exhaust.
An ON/OFF type solenoid that receives its voltage supply through
the ignition switch. The PCM controls the solenoid by providing a • 1-2 shift valve stuck in the upshift position could cause no
ground to energize it in: Park, Reverse, Neutral, First and Fourth 1st gear.
Gear operation. When energized (ON), its exhaust port closes and
1-2 signal fluid pressure increases. 1-2 signal fluid pressure acts • 1-2 shift valve stuck in the downshift position could cause
no 2nd or slips in 2nd gear.
D 21
D 21
D 21
PRN

TORQUE SIG

4TH CL FD
TORQUE SIG ORIF EX

4TH CL
DRIVE
ACCUMULATOR
ORIFICED ACCUM
ACCUM 3-4 SHIFT
TORQUE SIGNAL

LO PRN ACTR FD 1-2 SIGNAL

FRONT BAND APPLY

ORIFICED ACTUATOR FEED

ACTUATOR FEED
4TH CLUTCH FEED
ACT FD LIMIT 2-3 DRIVE
PRND4

3RD CLUTCH FEED

EX

2-3 SIGNAL
EX
EX

D21

2-3 SIGNAL
D 21

LINE
EX

2-3 SOL
TCC SIGNAL
EX EX 2-3 SHIFT VALVE EX
ORIFICED EX N.O.
EX
FILTERED 2-3 DRIVE 2-3 SIGNAL
PRN

FBA
EX

TCC (PWM)
SOLENOID ORIFICED EX ACTUATOR FEED
VALVE EX TCC REG ACTUATOR FEED
(323)
LINE

ACTR FD
REVERSE
2-3 SIG

REGULATED APPLY
ORIFICED REG APPLY 2-3 DRIVE
REV

LINE 1-2 SIGNAL

EX

TORQUE SIGNAL 1-2 SOL

PRESSURE 1-2 SHIFT VALVE EX

CONTROL FILTER N.O.
SOLENOID (302)
REV 1-2 SIGNAL
FILTERED ACTR FD

VALVE (320)
PRN
EX

D 21

ACTR FD
ACTUATOR FD
FILTERED ACTR FD

EX

FILTERED ACTUATOR FEED

EX

DRIVE
MANUAL VALVE
PRND43

REVERSE
LO
PRND4
PRND4
REVERSE

D321
DRIVE
LINE

FILTER
P RND (317)
LUBE

D
2
1 LUBE
REAR

PIPE
(39)

Figure 32 33
 HYDRAULIC CONTROL COMPONENTS
ACCUMULATORS
53
An accumulator is a spring-loaded device that absorbs a certain
amount of fluid pressure in a circuit and cushions the clutch
402 engagement according to engine torque. The clutch apply fluid
pressure on one side of an accumulator piston strokes the piston
against accumulator spring force and accumulator fluid pressure
on the opposite side of the piston. When this sequence of events
occurs, the accumulator acts like a shock absorber by controlling
the rate of accumulator fluid exhaust.
51
In the HYDRA-MATIC 4L80-E, accumulators are used in the 2nd
3rd and 4th clutch apply circuits to control shift feel. During the
apply of a clutch, apply fluid overcomes the clutch piston return
spring force and begins to compress the clutch plates. When the
clearance between the clutch plates is taken up by clutch piston
408 travel and the clutch starts to hold, fluid pressure in the circuit
builds up rapidly. The accumulator assembly, using accumulator
406 spring force and accumulator fluid pressure, is designed to absorb
some of the clutch apply fluid pressure to allow for a more gradual
apply of the clutch. Without an accumulator in the circuit, this
407
rapid buildup of fluid pressure would cause the clutch to grab very
quickly and create a harsh shift.
405
The force of the accumulator spring and accumulator fluid
controls the rate at which the clutch is applied. At minimum or
404 light throttle, engine torque is at minimum and the clutch requires
404
less apply force. At heavy throttle, the engine develops a large
amount of torque which requires a greater apply pressure to
hold the clutch. To accommodate these various conditions, the
49 accumulator valve (331) regulates accumulator fluid pressure
proportional to throttle position in order to control shift feel in
50
the transmission. At greater throttle positions, accumulator fluid
pressures increase, thereby creating less cushion for the clutch
apply fluid during an upshift. Remember that torque signal fluid
acting on the accumulator valve (331) is regulated according to
engine torque by the pressure control (PC) solenoid valve (320).
3RD CLUTCH ACCUMULATOR ASSEMBLY:
3RD CLUTCH
4TH CL

The 3rd clutch accumulator assembly is located in the accumulator

housing (51) and consists of the 3rd accumulator piston (405) and
➤

4TH EX piston spring (50). The 3rd accumulator assembly is the primary
ACCUMULATOR 3RD device for controlling the shift feel of the 2-3 shift.
ACCUMULATOR
Upshift Control:
During a 2-3 upshift (as shown in the Figure), 3rd clutch fluid is
routed through the accumulator housing and to the 3rd accumulator
➤

piston as the direct clutch is applied. The rapid pressure build up

➤

TORQUE SIGNAL

in the 3rd clutch fluid circuit strokes the 3rd accumulator piston
FILTERED ACTUATOR FEED
➤
➤

against 3rd accumulator fluid pressure and force from the 3rd
➤

4TH ACCUM
3RD ACCUM
TORQUE SIG

accumulator spring. This action absorbs some of the 3rd clutch

fluid pressure to cushion the direct clutch apply.
As 3rd clutch fluid pressure moves the 3rd accumulator piston, some
3rd accumulator fluid is forced out of the 3rd accumulator. This
➤

➤ ➤ ➤ fluid unseats the #5 ball check valve and is routed into the accumulator
circuit and orificed accumulator circuit. Orificed accumulator fluid
pressure assists accumulator valve spring (330) force to move the
➤

➤ accumulator valve (331) against torque signal fluid pressure. The

➤

PRESSURE
CONTROL accumulator valve regulates this excess accumulator fluid into the lo
fluid circuit to exhaust at the manual valve.
➤
➤ SOLENOID
VALVE (320)
EX

6 Downshift Control:
During a 3-2 downshift, 3rd clutch fluid exhausts from the 3rd
➤

ACCUM

accumulator assembly. Accumulator fluid seats the #5 ball

➤
ORIFICED ACCUM

check valve, feeds the 3rd accumulator circuit through an orifice

ACCUMULATOR

#5 • A leak at the accumulator and fills the 3rd accumulator with fluid. 3rd accumulator fluid
TORQUE SIG

3RD ACCUMULATOR

piston seal or porosity in pressure and spring force move the piston to assist 3rd clutch
the accumulator housing fluid exhaust. Orificing the accumulator fluid helps control the
DRIVE

9 could cause no 3rd gear/ rate at which 3rd accumulator fluid fills the 3rd accumulator and
the rate at which 3rd clutch fluid exhausts. If 3rd clutch fluid
➤

slips in 3rd gear

exhausts too quickly, pressure would build up in the 3rd clutch
➤

ACCUM • A stuck accumulator piston circuit because of the orificed exhaust of 3rd clutch fluid at the
2-3 shift valve. This would cause the direct clutch to release too
➤

would cause harsh shifts

➤ LO ➤
➤
slow and possibly “drag” and damage the clutch.

34 Figure 33
 HYDRAULIC CONTROL COMPONENTS

4TH CL
4TH CLUTCH ACCUMULATOR ASSEMBLY: 3RD CLUTCH
The 4th clutch accumulator assembly is also located in the

➤
accumulator housing (51) and consists of the 4th accumulator EX

➤
piston (407) and piston spring (49). The 4th accumulator assembly 4TH 3RD
is the primary device for controlling the shift feel of the 3-4 shift. ACCUMULATOR ACCUMULATOR
Upshift Control:
The 4th accumulator assembly operates identical to the 3rd clutch

➤
➤

➤
accumulator assembly except that it responds to 4th clutch fluid
pressure and 4th accumulator fluid pressure. During a 3-4 upshift,

➤
4th clutch fluid is routed through the accumulator housing and to

4TH ACCUM
➤
TORQUE SIG
the 4th accumulator piston as the 4th clutch is applied. The rapid

➤
pressure build up in the 4th clutch fluid circuit strokes the 4th
accumulator piston against 4th accumulator fluid pressure and 3RD ACCUM
force from the 4th accumulator spring. This action absorbs some ➤ ➤
of the 4th clutch fluid pressure to cushion the 4th clutch apply.

➤
➤
As 4th clutch fluid pressure moves the 4th accumulator piston,
some 4th accumulator fluid is forced out of the 4th accumulator.

➤
ACCUMULATOR
➤

➤
➤
This fluid unseats the #6 ball check valve and is routed into the

TORQUE SIG
6
accumulator circuit and orificed accumulator circuit. Orificed
ORIFICED ACCUM

➤ DRIVE
➤
accumulator fluid pressure assists accumulator valve spring (330)

➤
➤
force to move the accumulator valve (331) against torque signal
fluid pressure. The accumulator valve regulates this excess

➤
accumulator fluid into the lo fluid circuit to exhaust at the ACCUM

➤
manual valve.

➤
➤

ACCUM
➤ LO ➤
Downshift Control: • A leak at the accumulator

4TH ACCUMULATOR
During a 4-3 downshift, 4th clutch fluid exhausts from the 4th piston seal or porosity in #6
accumulator assembly. The function of the #6 ball check valve the accumulator housing
is similar to that of the #5 ball check valve (see 3rd Clutch could cause no 4th gear/

➤
Accumulator Downshift Control). The #6 ball check valve slips in 4th gear 8
helps control the exhaust of 4th clutch fluid from the 4th

➤
accumulator and the release of the 4th clutch. • A stuck accumulator piston
would cause harsh shifts
➤

1-2 (2ND CLUTCH) ACCUMULATOR ASSEMBLY:

The 1-2 accumulator assembly is located in the low and reverse
band servo assembly and consists of the 1-2 accumulator piston • A leak at the accumulator
(68) and accumulator piston spring (74). The 1-2 accumulator piston seal rings or
assembly is the primary device for controlling the shift feel of a porosity in the case or

2ND CL
1-2 shift. servo piston could cause no
2nd gear/slips in 2nd gear

➤
Upshift Control:
During a 1-2 upshift, 2nd clutch fluid is routed between the 1-2 • A stuck accumulator piston
➤
accumulator piston and the low and reverse band servo piston would cause harsh shifts
(65) as the intermediate clutch is applied. The rapid pressure
build up in the 2nd clutch fluid circuit strokes the 1-2 accumulator
➤ ➤

piston against 2nd accumulator fluid pressure and force from the
➤

accumulator piston spring (74). This action absorbs some of the

2ND ACCUMULATOR

REAR BAND APPLY

➤

➤
2nd clutch fluid pressure to cushion the intermediate clutch apply.
As 2nd clutch fluid pressure moves the 1-2 accumulator piston,
some 2nd accumulator fluid is forced out of the low and reverse #2
➤
band servo assembly. This fluid is routed into the accumulator LOW & REVERSE
circuit and orificed accumulator circuit. Orificed accumulator BAND SERVO
➤

fluid pressure assists accumulator valve spring (330) force to 14

➤

move the accumulator valve (331) against torque signal fluid

➤

➤
pressure. The accumulator valve regulates this excess accumulator
fluid into the lo fluid circuit to exhaust at the manual valve.
Downshift Control:
➤ ACCUMULATOR ➤

Some 4L80-E applications use a ball check valve (#2) in the

case cavity in the 2nd accumulator fluid circuit to force ➤
TORQUE SIG

ACCUMULATOR
accumulator fluid through an orifice when filling the 1-2
6
accumulator. Similar to the function of the #5 (3rd accumulator)
➤

and #6 (4th Accumulator) ball check valves, the #2 ball check ORIFICED ACCUM
DRIVE

➤
➤

valve helps control the exhaust of 2nd clutch fluid from the low
➤
➤

and reverse band servo assembly and the release of the

➤

intermediate clutch during a 2-1 downshift.

ACCUM
Note: Refer to the appropriate General Motors Service Manual
➤

➤
for specific application information. ACCUMULATOR
➤ LO ➤

Figure 34 35
 HYDRAULIC CONTROL COMPONENTS
BALL CHECK VALVES LOCATION AND FUNCTION
#1 OVERRUN CLUTCH:
Located in the transmission case, it seats to force D321 fluid
through orifice 1 on the spacer plate and into the overrun clutch
fluid circuit. This helps control the apply rate of the overrun
clutch. When the overrun clutch releases, exhausting overrun
clutch fluid unseats, and flows past, the #1 ball check valve and
into the D321 fluid circuit. This allows for a faster exhaust of
overrun clutch fluid and a quick release of the overrun clutch.
#2 2ND ACCUMULATOR (Used Only On Some Models):
Located in the transmission case, it seats to force accumulator
fluid through orifice 14 before entering the 1-2 accumulator
circuit and filling the 1-2 accumulator. This helps control the
rate at which 2nd clutch fluid exhausts from the low and reverse
band servo and the release rate of the intermediate clutch. Refer
to the 1-2 Accumulator explanation on page 35 for more detail.
#3 FRONT BAND APPLY:
Located in the transmission case, it seats to force front band
apply (FBA) fluid through orifice 12 to help control the apply
rate of the manual 2-1 band assembly. When the band releases,
exhausting FBA fluid unseats, and flows past, the #3 ball check
valve. This allows for a faster exhaust of FBA fluid and a quick
release of the manual 2-1 band assembly.
#4 2ND CLUTCH:
Located in the transmission case, it seats to force 2-3 drive fluid
through orifice 17 and into the 2nd clutch fluid circuit. This
helps control the apply rate of the intermediate clutch. When
the intermediate clutch releases, exhausting 2nd clutch fluid
unseats, and flows past, the #4 ball check valve and into the 2-3
drive fluid circuit. This allows for a faster exhaust of 2nd clutch
fluid and a quick release of the intermediate clutch.
#5 3RD ACCUMULATOR:
Located in the transmission case, it seats to force accumulator
fluid through orifice 9 before entering the 3rd accumulator circuit
and filling the 3rd accumulator. This helps control the rate at
which 3rd clutch fluid exhausts from the 3rd accumulator and
the release rate of the direct clutch. Refer to the 3rd Clutch
Accumulator explanation on page 34 for more detail.
#6 4TH ACCUMULATOR:
Located in the transmission case, it seats to force accumulator
fluid through orifice 8 before entering the 4th accumulator circuit
and filling the 4th accumulator. This helps control the rate at
which 4th clutch fluid exhausts from the 4th accumulator and
the release rate of the 4th clutch. Refer to the 4th Clutch
Accumulator explanation on page 35 for more detail.
36
#7 LO/REVERSE:
Located in the control valve assembly, it allows either lo fluid
(in Manual First) or reverse fluid (in Reverse) to enter the rear
band apply circuit while blocking the other fluid circuit.
#8 3RD CLUTCH:
Located in the transmission case, it seats to force 3rd clutch feed
fluid through orifice 11 and into the 3rd clutch circuit. This
helps control the apply rate of the direct clutch in Third gear.
When the direct clutch releases, exhausting 3rd clutch fluid
unseats, and flows past, the #8 ball check valve and into the 3rd
clutch feed circuit. This allows for a faster exhaust of 3rd clutch
fluid and a quick release of the direct clutch.
#9 REVERSE:
Located in the transmission case, it seats to force reverse fluid
through orifice 16 to help control the apply rate of the direct
clutch in Reverse. When the direct clutch releases, exhausting
reverse fluid unseats, and flows past, the #9 ball check valve.
This allows for a faster exhaust of reverse fluid and a quick
release of the direct clutch.
#10 4TH CLUTCH:
Located in the transmission case, it seats to force 4th clutch
fluid through orifice 10 to help control the apply rate of the 4th
clutch. When the 4th clutch releases, exhausting 4th clutch
fluid unseats, and flows past, the #10 ball check valve. This
allows for a faster exhaust of 4th clutch fluid and a quick release
of the 4th clutch.
#11 3RD CLUTCH/REVERSE:
Located in the control valve assembly, it allows either 3rd clutch
fluid (in Third gear) or reverse fluid (in Reverse) to enter the
3rd/reverse circuit while blocking the other circuit.
Ball Check Valves Related Diagnostic Tips
Understanding the design principle of each
ball check valve will help in the diagnosis of
hydraulic related conditions. For example:
• a harsh shift complaint could be a stuck or missing
ball check valve.
• no reverse or slips in reverse could be the #7 ball check
valve stuck or missing.
• no engine compression braking in manual first could
also be a missing or stuck #7 ball check valve.
 HYDRAULIC CONTROL COMPONENTS
BALL CHECK VALVES LOCATION AND FUNCTION

ACCUMULATOR

➤
OVERRUN CLUTCH #2
➤

➤
40 ➤

26j
#11

26i
40

1 14

28

28
39b
39a

➤
➤

#1 ➤
D321 2ND ACCUM
➤

2-3 DRIVE
2ND CLUTCH

FBA
➤

#3

17 CONTROL VALVE BODY (44) #7

➤

(Case Side)
➤ ➤
24c 23
12
➤

#10 #1 #8 #3 #4
#4
31c

31b

➤
24b
23
➤
➤

FRONT BAND APPLY

ACCUM ACCUM
➤

#5 #6
➤
➤

➤
26c
26f
26e

26d

9 8
32

32

38

38
➤

➤
➤

3RD ACCUM 4TH ACCUM

➤

#6 #5 #2 #9
ACCUMULATOR CASE (7)
HOUSING (51) (Control Valve Body Side)
3RD CLUTCH FEED
REVERSE

4TH CLUTCH
3RD/REVERSE
REVERSE

#8 #10
3RD CLUTCH
➤

➤
33a

REVERSE
33b

#9
➤
43h
11 10
➤ ➤
43g
➤
34

34

37c

37d
➤

#7 16
➤

REVERSE

➤
➤
LO

➤
➤
➤

3RD CLUTCH
➤

#11
REAR BAND APPLY 4TH CLUTCH

Figure 35 37
 HYDRAULIC CONTROL
NOTES COMPONENTS

38
 ELECTRICAL COMPONENTS
The Hydra-matic 4L80-E transmission incorporates electronic
controls that utilize the powertrain control module (PCM) (see
Note below) to control shift points (through shift solenoid valves),
torque converter clutch (TCC) apply and release [through the
torque converter clutch pulse width modulated (TCC PWM)
solenoid] and line pressure [through the pressure control (PC)
solenoid valve]. Electrical signals from various sensors provide
information to the PCM about vehicle speed, throttle position,
engine coolant temperature, transmission fluid temperature, gear
range selector position, engine speed, converter turbine speed,
engine load and braking. The PCM uses this information to
determine the precise moment to upshift or downshift, apply or
release the TCC and what fluid pressure is needed to apply the
clutches or bands. This type of control provides consistent and
precise shift points and shift quality based on the operating
conditions of the vehicle.
If for any reason the entire electronic control system of the
transmission becomes disabled, both of the shift solenoid valves
will be de-energized (turned OFF). This “failsafe mode”
operating state of the solenoids forces the transmission to operate
in Second gear regardless of other vehicle operating conditions
when the gear selector is in a forward drive range. Also, in
“failsafe mode” the PC solenoid valve is turned off which
increases line pressure to a maximum and the TCC PWM solenoid
valve cannot apply the TCC. This allows the vehicle to be
operated safely, despite the disabled electronic controls, until
the condition can be corrected.
Another feature of the Hydra-matic 4L80-E is the hydraulic
override of the electronic control system in Manual Third and
Manual Second. In the Manual gear ranges, the PCM controls
the shift solenoid valves in the same manner as in Overdrive
Range. However, when Manual Third is selected, the hydraulic
system prevents the transmission from shifting into Fourth gear
regardless of the solenoid states and vehicle operating conditions.
Similarly, in Manual Second the hydraulic system prevents the
transmission from shifting into either Third or Fourth gear
regardless of solenoid states. However, in Manual First the
gear selection is completely electronic for safety and durability
reasons. This means the PCM must electronically command the
solenoids to be in a First gear state for the transmission to
downshift into First gear when Manual First is selected.
Note: Some models utilize a Vehicle Control Module (VCM
or a Transmission Control Module (TCM) instead of a PCM.
The VCM or TCM functions similar to the PCM but does
incorporate some different controls. However, throughout
this publication only the PCM is referenced for simplicity.
Refer to the appropriate General Motors Service Manual for
a description of TCM controls.

F G ALDL PCM

3 4 D A B 2 1 C H
E I
INPUTS OUTPUTS
INFORMATION SENSORS ELECTRONIC CONTROLLERS ELECTRONICALLY CONTROLLED
A. TRANSMISSION FLUID PRESSURE (TFP) TRANSMISSION COMPONENTS

POWERTRAIN CONTROL
MANUAL VALVE POSITION SWITCH MODULE (PCM) OR 1. 1-2 SHIFT SOLENOID (SS) VALVE
B. TRANSMISSION INPUT SPEED
VEHICLE CONTROL
SENSOR (A/T ISS) MODULE (VCM) OR 2. 2-3 SHIFT SOLENOID (SS) VALVE
C. TRANSMISSION OUTPUT SPEED
TRANSMISSION CONTROL 3. TORQUE CONVERTER CLUTCH
SENSOR (A/T OSS)
MODULE (TCM) PULSE WIDTH MODULATED
D. TRANSMISSION FLUID (SEE NOTE ABOVE) (TCC PWM) SOLENOID
TEMPERATURE (TFT) SENSOR
E. ENGINE COOLANT TEMPERATURE
ASSEMBLY LINE DIAGNOSTIC LINK 4. PRESSURE CONTROL (PC)
(ECT) SENSOR (ALDL) SOLENOID VALVE
F. THROTTLE POSITION (TP) SENSOR
G. ENGINE SPEED SENSOR
H. BRAKE SWITCH
I. A/C REQUEST SWITCH

Figure 36 39
 ELECTRICAL COMPONENTS
Transmission Fluid Pressure Manual Valve Position Switch (40):
REVERSE PRND43 LO THREE PIN
INDICATOR INDICATOR INDICATOR CONNECTOR
The transmission fluid pressure (TFP) manual valve position switch
SWITCH SWITCH SWITCH is attached to the control valve assembly and consists of five
normally open (N.O.) fluid pressure switches. Various fluid
A pressures are fed from the manual valve to the switches (see
B
C hydraulic circuit below) depending on gear selector and manual
valve positioning. These fluid pressures determine the digital
logic at the electrical pins (A, B and C) in the TFP manual valve
position switch three pin connector. This logic is used by the
PCM to determine manual valve position and the gear range (P, R,
N D , D, 2, 1) the transmission is operating in. The electrical
schematic and table below show the circuitry and logic used at the
TFP manual valve position switch and electrical connector to
TRANSMISSION signal the powertrain control module (PCM) which range the gear
FLUID PRESSURE selector lever is in.
MANUAL VALVE PRND4 DRIVE
POSITION SWITCH INDICATOR INDICATOR
(40) SWITCH SWITCH Fluid Pressure Switch Operation:
The fluid pressure switches in the TFP manual valve position
switch are normally open (contacts not touching) when no fluid
pressure is present, thereby stopping electrical current at the
Body Fluid
Seal
Body Fluid
Seal switch. When fluid pressure is routed to the switch, it moves the
diaphragm and upper contact such that the contact element touches
➤

Diaphragm Diaphragm
➤

Contact Contact both the positive (+) contact and the ground ( ) contact. This
+ + creates a closed circuit and allows current to flow from the
positive contact and through the switch. Depending on the circuit,
Contact Contact Ground Contact Contact Ground
the closed switch may provide a ground path from one of the
Element Element three electrical pins.
NO PRESSURE PRESSURIZED Example: (Manual Third Range)
The hydraulic and electrical schematics below are shown in the
Manual Third position. The Drive and PRND43 switches are
pressurized in Manual Third, thereby closing these switches and
SWITCH LOGIC ENGINE OFF allowing current to flow from Pin C to ground. This changes the
A B C
digital logic at Pin C to a “0” and, with digital logic at Pin A and
REV
D3
PRND4
D4
DRIVE
Pin B being “1”, signals the PCM that the transmission is in
Switch
(N.O.)
Switch
(N.O.)
Switch
(N.O.)
Manual Third gear range. For Pin A to connect to ground, either
D2
the Reverse or Lo pressure switches must be energized. For Pin
LO PRND43 Automatic Transmission
Fluid Pressure (TFP)
B to connect to ground, the PRND4 pressure switch must be
Switch Switch
(N.O.) (N.O.) Manual Valve pressurized in addition to the PRND43 switch.
Position Switch

FLUID* CIRCUIT+ A Transmission Fluid Pressure Manual Valve Position Switch

RANGE Assembly malfunction will set a DTC P1810 and the PCM will
INDICATOR REV D4 D3 D2 LO A B C command the following default actions:
• Maximum line pressure.
Park/Neutral 0 0 0 0 0 0 1 0
• Assume D4 shift pattern.
Reverse 1 0 0 0 0 1 1 0 • Freeze shift adapts.
• TCC on in commanded fourth gear.
Overdrive 0 1 0 0 0 0 1 1 • The PCM stores DTC P1810 in PCM history.
Manual Third 0 1 1 0 0 0 0 1
Manual Second 0 1 1 1 0 0 0 0
Manual First 0 1 1 1 1 1 0 0
➤ D321
PRN

ACTUATOR FEED
➤
EX

➤ FILT ACTR FD
*: 1 = Pressurized
➤

0 = Exhausted MANUAL VALVE ➤

➤

+: 1 = Grounded (Resistance <50 ohms, 0 volts)

D 21

EX
PRND43

LINE ➤

LO
PRND4

PRND4
REVERSE

DRIVE

FILTER
0 = Open (Resistance >50k ohms, 12 volts)
LUBE

P RND (317)
D
2 LUBE
REAR

1
PIPE
DRIVE

(39)
➤

➤ ➤
SWITCH LOGIC MANUAL THIRD (D3) (Engine Running) PRND43
➤ ➤
A B C
➤
LO
D3 D4
PRND43

REV PRND4 DRIVE

LO

Switch Switch Switch

(N.O.) (N.O.) (N.O.)
➤

TFP
DRIVE

D2 REV ALL LO
Automatic Transmission PRND43
LO PRND43
Fluid Pressure (TFP)
SWITCHES
N.O.
SWITCH
Switch Switch
(N.O.) (N.O.) Manual Valve PRND4 DRIVE
➤
Position Switch REV
PRND4 PRND4

40 Figure 37
 ELECTRICAL COMPONENTS
TRANSMISSION SPEED SENSORS
Automatic Transmission Output (Shaft) Speed
(A/T OSS) Sensor (22):
ROTOR The A/T OSS sensor is a variable reluctance magnetic pickup
(RELUCTOR) located in the rear of the transmission case. This sensor is
mounted in the case opposite the vehicle speed sensor reluctor
O-RING ring (660) that is pressed onto the output carrier assembly (661).
SEAL The sensor consists of a permanent magnet surrounded by a coil
of wire. As the output carrier and vehicle speed sensor reluctor
ring rotate, an alternating current (AC) is induced in the coil
from the “teeth” on the vehicle speed sensor reluctor ring passing
by the magnetic pickup. Therefore, whenever the vehicle is
moving, the A/T OSS sensor produces an AC voltage signal
proportional to vehicle speed. This signal is sent to either the
DRAC (Digital Ratio Adapter Controller) or the PCM depending
on model application. Refer to the appropriate General Motors
Service Manual for specific application.

ELECTRICAL At the DRAC or PCM, the AC signal is electronically conditioned

CONNECTOR to a 5 volt square wave form (see Figure A). The square wave
MAGNETIC form can then be interpreted as transmission output speed by the
PICKUP PCM through the frequency of square waves in a given time
frame. The square waves can be thought of as the vehicle speed
SPEED SENSOR (OUTPUT AND INPUT)
sensor reluctor ring teeth. Therefore, the more teeth (or waves)
that pass by the magnetic pickup in a given time frame, the
faster the vehicle is moving. The square wave form is compared
to a fixed clock signal internally within the PCM to determine
transmission output speed.

Vehicle Speed Sensor Circuit Low will set DTC P0502 and the
LOW SPEED HIGH SPEED
PCM will command the following default actions:
5.0
• Freeze shift adapts.
OUTPUT VOLTS

• Maximum line pressure.

• Calculate A/T OSS from A/T ISS sensor output.
• DTC P0502 stores in PCM history.
Vehicle Speed Sensor Circuit Intermittent will set DTC P0503
and the PCM will command the following default actions:
TIME • Freeze shift adapts.
• Maximum line pressure.
• Calculate A/T OSS from A/T ISS sensor output.
• DTC P0503 stores in PCM history.
FIGURE A: CONDITIONED SIGNAL

Automatic Transmission Input (Shaft) Speed

Sensor resistance should measure between 893 - 1127
ohms at 20°C (68°F). Output voltage will vary with vehicle
speed from a minimum of 0.5 Volts AC at 300 RPM, to
200 Volts at 6000 RPM.
(A/T ISS) Sensor (22):
The A/T ISS sensor operates identically to the A/T OSS sensor
except it uses the machined teeth on the forward clutch housing
(602) as the rotor (reluctor). Remember that the forward clutch
housing is driven at converter turbine speed (except in fourth gear
when it is driven in an overdrive mode with respect to the converter
turbine). The A/T ISS sensor square wave form is also compared
to a fixed clock signal internally within the PCM to determine
actual converter turbine speed. The PCM uses transmission input
and output speeds to help determine line pressure, transmission
shift patterns and TCC apply pressure and timing. This speed
sensor information is also used to calculate turbine speed, gear
ratios, and TCC slippage for diagnostic purposes.

Input Speed Sensor Circuit Intermittent will set DTC P0716 and
the PCM will command the following default actions:
• Freeze shift adapts.
• Maximum line pressure.
• DTC P0716 stores in PCM history.
Input Speed Sensor Circuit Low will set DTC P0717 and the
PCM will command the following default actions:
• Freeze shift adapts.
• Maximum line pressure.
• DTC P0717 will be stored in PCM history.

Figure 38 41
 ELECTRICAL COMPONENTS
Automatic Transmission Fluid Temperature (TFT) Sensor:
The TFT sensor is part of the transmission wiring harness
assembly (34). The TFT sensor is a resistor, or thermistor,
which changes value based on temperature (see chart). The
sensor has a negative-temperature coefficient. This means that
PROBE BODY CONNECTOR as the temperature increases, the resistance decreases, and as the
temperature decreases the resistance increases. The PCM
supplies a 5-volt reference signal to the sensor and measures the
voltage drop in the circuit. When the transmission fluid is cold
the sensor resistance is high and the PCM detects high signal
voltage. As the fluid temperature warms to a normal operating
temperature, the resistance becomes less and the signal voltage
decreases. The PCM uses this information to control shift quality
and torque converter clutch apply.

The PCM inhibits TCC operation until transmission fluid

TRANSMISSION FLUID TEMPERATURE SENSOR
16,000
TFT SENSOR RESISTANCE (OHMS)
temperatures reach approximately 20°C (68°F). If transmission
fluid temperatures become excessively high (above
approximately 122°C, 250°F), the PCM will apply the TCC
whenever the transmission is in Second, Third or Fourth gears.
Applying the TCC serves to reduce transmission fluid
temperatures created by the fluid coupling in the torque converter
with the TCC released. If fluid temperatures increase even
further [above approximately 150°C (300°F)], the PCM will not
allow the TCC to apply in any gear range. This prevents the
excessive fluid temperatures from damaging the TCC. Above
approximately 154°C (310°F), the PCM will set a transmission
fluid temperature code. This causes the PCM to use a fixed
value of 140°C (284°F) as the transmission fluid temperature
input signal. At a value of 140°C, the TCC will apply in

Second, Third and Fourth gears.

Transmission Fluid Overtemperature will set DTC P0218 and

the PCM will command the following default actions:
• Freeze shift adapts.
• DTC P0218 stores in PCM history.

133

TFT Sensor Circuit Range/Performance will set DTC P0711

-10 110
and the PCM will command the following default actions:
TEMPERATURE (°C)
• Freeze shift adapts.
• Defaults the TFT to 140°C (284°F) for shift
scheduling (hot mode pattern).
TFT SENSOR RESISTANCE VS. TEMPERATURE • DTC P0711 stores in PCM history.

TFT Sensor Circuit Low will set DTC P0712 and the PCM will
command the following default actions:
• Freeze shift adapts.
• Defaults the TFT to 140°C (284°F) for shift
scheduling (hot mode pattern).
• DTC P0712 stores in PCM history.

TFT Sensor Circuit High will set DTC P0713 and the PCM will
command the following default actions:
• Freeze shift adapts.
• Defaults the TFT to 140°C (284°F) for shift
scheduling (hot mode pattern).
• DTC P0713 stores in PCM history.

42 Figure 39
 ELECTRICAL COMPONENTS
SHIFT SOLENOID VALVES O-RING METERING SPRING PLUNGER CONNECTOR
The Hydra-matic 4L80-E uses two electronic shift solenoid valves BALL
(1-2 and 2-3) to control upshifts and downshifts in all forward
gear ranges. These shift solenoid valves work together in a
combination of ON and OFF sequences to control the various
shift valves. The PCM uses numerous inputs (as shown in
Figure 39) to determine which solenoid state combination the

➤
transmission should be in. The following table shows the
solenoid state combination required for each gear range:

➤
GEAR RANGE 1-2 SOLENOID 2-3 SOLENOID

➤
Park, Reverse, Neutral ON OFF ➤ ➤ ➤
First ON OFF

➤
Second OFF OFF

➤
Third OFF ON
Fourth ON ON

➤
The shift solenoid valves are de-energized (turned OFF) when SOLENOID COIL
the PCM opens the path to ground for the solenoid’s electrical FLUID FILTER EXHAUST ASSEMBLY FRAME
circuit. With the solenoid OFF, signal fluid pressure moves the
metering ball and plunger away from the metering ball’s seat. SHIFT SOLENOID VALVE (OFF)
This allows signal fluid to flow past the metering ball and
exhaust out of the solenoid as shown in the illustration. When 2-3 Shift Solenoid (SS) Valve (311):
the PCM provides a path to ground for the electrical circuit to The 2-3 SS valve functions similar to the 1-2 SS valve in that
energize (turn ON) the solenoid, current flows through the coil the PCM controls the path to ground for the electrical circuit to
assembly in the solenoid and creates a magnetic field. The turn the solenoid ON or OFF. Filtered actuator feed fluid feeds
magnetic field moves the plunger to the left (with respect to the the 2-3 signal fluid circuit at the 2-3 shift valve (312). When the
illustration) and seats the metering ball, thereby blocking the 2-3 SS valve is de-energized (OFF), 2-3 signal fluid exhausts
exhaust passage and causing signal fluid pressure to increase. through the solenoid, thereby creating low pressure in the 2-3
signal circuit (see Park/Reverse/Neutral/First Gear example
1-2 Shift Solenoid (SS) Valve (313):
below). Similar to the 1-2 signal circuit, fluid remains in the 2-
Filtered actuator feed fluid feeds the 1-2 signal fluid circuit at
3 signal circuit with the 2-3 SS valve de-energized (OFF), only
the 1-2 shift valve (314). When the 1-2 SS valve is de-energized
at a low pressure due to the exhaust through the solenoid. Low
(OFF), 1-2 signal fluid exhausts through the solenoid, thereby
pressure is shown by light blue fluid color while high 2-3 signal
creating low pressure in the 1-2 signal circuit (see Third Gear
fluid pressure is shown as dark blue fluid color.
example below). Even with the solenoid de-energized, fluid
remains in the 1-2 signal fluid circuit but at low pressure because
When the 2-3 SS valve is energized (ON), 2-3 signal fluid is
filtered actuator feed fluid continues to feed the circuit. Low
blocked from exhausting through the solenoid, thereby creating
pressure is shown by light blue fluid color while high 1-2 signal
high 2-3 signal fluid pressure (see Third Gear and Fourth Gear
fluid pressure is shown as dark blue fluid color.
examples below). High 2-3 signal fluid pressure acts on the 2-3
When the 1-2 SS valve is energized (ON), 1-2 signal fluid is shift valve to move it into the upshifted position (against spring
blocked from exhausting through the solenoid, thereby creating force and actuator feed fluid pressure). However, in Manual
high 1-2 signal fluid pressure (see Park/Reverse/Neutral/First Second and Manual First gear ranges, D21 fluid pressure keeps
Gear and Fourth Gear examples below). High 1-2 signal fluid the 2-3 shift valve in the downshifted position regardless of the
pressure acts on the 1-2 shift valve to keep it in the downshifted 2-3 SS valve state. High 2-3 signal fluid pressure also assists
position (against spring force and actuator feed fluid pressure) spring force and actuator feed fluid pressure at the 1-2 shift
when 2-3 signal fluid pressure is low. High 1-2 signal fluid valve to keep the valve in the upshifted position when 1-2 signal
pressure also acts on the 3-4 shift valve (308) to keep it in the fluid pressure is either high or low.
upshifted position (against spring force and actuator feed fluid
pressure) in the absence of PRN fluid pressure.
FILT ACTR FD FILT ACTR FD FILT ACTR FD
➤ ➤ ➤
2-3 DRIVE

2-3 DRIVE

2-3 DRIVE
ACTR FD

ACTR FD

ACTR FD
1-2 SIG

1-2 SIG

1-2 SIG
DRIVE

DRIVE

DRIVE
REV
REV
REV

REV
REV
REV

REV
REV
REV

1-2 SOL 1-2 SOL 1-2 SOL

1-2 SHIFT VALVE 1-2 SHIFT VALVE ➤ ➤ EX➤ 1-2 SHIFT VALVE
➤
EX EX
N.O. ON N.O. OFF N.O. ON
EX

EX

EX

➤
➤
➤

➤
➤

➤
➤

1-2 SIGNAL ➤ 1-2 SIGNAL 1-2 SIGNAL

➤

2-3 SIGNAL ➤ 2-3 SIGNAL ➤ 2-3 SIGNAL ➤

➤

FILT ACTR FD ➤ FILT ACTR FD ➤ FILT ACTR FD ➤

➤
➤

➤
➤

➤
➤
ORFCD EX

ORFCD EX

ORFCD EX
2-3 SIG

2-3 SIG

2-3 SIG
2-3 SIG

2-3 SIG

2-3 SIG
ACTR FD

ACTR FD

ACTR FD
2-3 DR

2-3 DR

2-3 DR
D21

D21

D21
EX

EX

EX
➤

➤
➤

2-3 SOL 2-3 SOL 2-3 SOL

2-3 SHIFT VALVE ➤ ➤ EX ➤ 2-3 SHIFT VALVE EX 2-3 SHIFT VALVE EX
➤
➤
➤

N.O. OFF N.O. ON N.O. ON

EX

EX

EX
4CLFD

4CLFD

4CLFD
PRND4

PRND4

PRND4
3CLFD

3CLFD

3CLFD
FBA

FBA

FBA
1-2 SIGNAL

1-2 SIGNAL

1-2 SIGNAL
4TH CL FD

4TH CL FD

4TH CL FD
ACTR FD

ACTR FD

ACTR FD
ORIF EX

ORIF EX

ORIF EX
4TH CL

4TH CL

4TH CL
PRN

PRN

PRN

3-4 SHIFT 3-4 SHIFT 3-4 SHIFT

PARK/REVERSE/NEUTRAL/FIRST GEAR THIRD GEAR FOURTH GEAR

Figure 40 43
 ELECTRICAL COMPONENTS
Torque Converter Clutch Pulse Width Modulation (TCC PWM)
Solenoid Valve (323):
CORE COIL ASSEMBLY METERING BALL O-RING
The TCC PWM solenoid valve is a normally closed, pulse
width modulated (PWM) solenoid used to control the apply and
release of the converter clutch. The PCM operates the solenoid
with a negative duty cycle at a fixed frequency of 32 Hz to
EXHAUST ➤
➤
➤ ➤ ➤ ➤ control the rate of TCC apply/release. The solenoid’s ability to
➤ ➤ ➤ ➤ ➤ ➤ ➤ “ramp” the TCC apply and release pressures results in a smoother
➤
➤ ➤ ➤ ➤ ➤ TCC operation.

➤
When vehicle operating conditions are appropriate to apply the
FILTERED TCC TCC, the PCM immediately increases the duty cycle to
2-3 DRIVE SIGNAL approximately 30% (see point A on graph). The PCM then
PLUNGER FLUID FLUID ramps the duty cycle up to approximately 70% to achieve full
TCC apply pressure. The rate at which the PCM increases the
CONNECTOR FRAME
duty cycle controls the TCC apply. Similarly, the PCM also
ramps down the TCC PWM solenoid valve duty cycle to control
TCC PWM SOLENOID VALVE TCC release.
There are some operating conditions that prevent or enable TCC
apply under various conditions (refer to the Automatic
➤

100% Transmission Fluid Temperature sensor description). Also, if

PERCENT DUTY CYCLE

the PCM receives a high voltage signal from the brake switch,
signalling that the brake pedal is depressed, the PCM immediately
75 C D releases the TCC.
B E
50 Note: Duty cycles given are for example only. Actual duty cycles
TCC will vary depending on vehicle application and vehicle operating
A APPLY conditions.
25 FLUID F
PRESSURE TIME
S G TCC PWM solenoid valve resistance should measure
0 ➤
between 10.4 and 10.8 ohms when measured at 20°C
TCC APPLY AND RELEASE
(68°F). The resistance should measure approximately 16
ohms at 150°C (300°F).
Torque Converter Clutch System Stuck Off will set a DTC
P0741 and the PCM will command the following default actions:
• Inhibit TCC engagement.
• Inhibit 4th gear engagement. Torque Converter Clutch Pulse Width Modulation (TCC PWM)
• DTC P0741 stores in PCM history. Solenoid Valve Operation:
The TCC PWM solenoid valve is the electronic control component
of the TCC apply and release system. The other components are
Torque Converter Clutch System Stuck On will set a DTC P0742 all hydraulic control or regulating valves. The illustration below
and the PCM will command the following default actions: shows all the valves and the TCC PWM solenoid valve that make
• Maximum line pressure.
up the TCC control system. (For more information on system
• Freeze shift adapts. operation see pages 64 and 65 in the Powerflow section).
• DTC P0742 stores in PCM history.

TCC ENABL
EX
➤EX ➤
➤
TORQUE ➤ ➤ ➤ ➤ TCC ENABLE ➤
➤
CONVERTER REG CONV FEED
➤

(1)
➤

➤
TCC SIGNAL
CONV CLUTCH SHIFT
➤

TCC ENABLE
➤ ➤
➤ ➤ FRONT LUBE ➤
➤

24
REG CONV FD
➤

TCC ENABLE
➤

➤ ➤
CONVERTER FEED

➤ RELEASE ➤
➤

➤ ➤
EX
➤
➤
APPLY/RETURN

CONV LIMIT
TCC SIGNAL

➤ ➤ ➤ COOLER
➤
➤

➤ ➤ ➤
➤ APPLY/RETURN EX
➤

➤
➤

RELEASE

➤
➤
LO

PRND43
➤

➤
CONV FD
REG APPLY
➤
➤

➤ ➤ REG CONV FD
➤
TFP
➤

DRIVE

REV ALL LO
➤

PRND43
➤

SWITCHES SWITCH
➤

N.O.
➤

➤ 3
PRND4 ➤ ➤
DRIVE ORIFICED REG APPLY
REV
➤
➤
➤

REGULATED APPLY
➤

➤
PRND4
➤
➤

TCC (PWM)
SOLENOID
➤ APPLY/RETURN ➤
VALVE EX TCC REG
➤

(323) ON
➤

EX
➤
➤

➤ ➤ ➤ ➤ RELEASE ➤ ➤ FILTERED 2-3 DRIVE LINE

44 Figure 41
 ELECTRICAL COMPONENTS
Pressure Control Solenoid Valve (320): ACTUATOR TORQUE EXHAUST VARIABLE ARMATURE SPRING FRAME
The pressure control (PC) solenoid valve is a precision electronic FEED SIGNAL BLEED
LIMIT FLUID ORIFICE
pressure regulator that controls transmission line pressure based FLUID
on current flow through its coil windings. As current flow is
increased, the magnetic field produced by the coil moves the

➤
solenoid’s plunger further away from the exhaust port. Opening

➤
➤
➤ ➤
➤
➤

the exhaust port decreases the output fluid pressure regulated by

➤
➤
the PC solenoid valve, which ultimately decreases line pressure. ➤

➤
The PCM controls the PC solenoid valve based on various ➤ ➤ ➤ ➤ ➤ ➤
inputs including throttle position, transmission fluid temperature, ➤ ➤
➤

➤ ➤

➤
MAP sensor and gear state.

➤
➤
➤

➤
➤
SPOOL
VALVE SPOOL
Duty Cycle, Frequency and Current Flow: SPRING VALVE
A “duty cycle” may be defined as the percent of time current is PUSH
flowing through a solenoid coil during each cycle. The number of SPOOL
FLUID VALVE DAMPER ROD COIL
cycles that occur within a specified amount of time, usually SCREENS SLEEVE SPRING RESTRICTOR ASSEMBLY
measured in seconds, is called “frequency”. Typically, the operation
of an electronically controlled pulse width modulated solenoid is PRESSURE CONTROL SOLENOID VALVE
explained in terms of duty cycle and frequency.

➤
The PCM controls the PC solenoid valve on a positive duty 40%➤ ➤
60%
➤ ➤
cycle at a fixed frequency of 292.5 Hz (cycles per second). A 12
higher duty cycle provides a greater current flow through the (ON)

VOLTS
solenoid. The high (positive) side of the PC solenoid valve
electrical circuit at the PCM controls the PC solenoid valve
operation. The PCM provides a ground path for the circuit,
monitors average current and continuously varies the PC solenoid TIME
0 ➤ ➤
valve duty cycle to maintain the correct average current flowing ➤

through the PC solenoid valve. 1 CYCLE = 1/292.5 SECOND

PRESSURE CONTROL SOLENOID VALVE POSITIVE DUTY CYCLE

Approximate
Duty Cycle Current Line Pressure 100
90
+ 5% 0.1 Amps Maximum
CONTROL PRESSURE (PSI)

80
+40% 1.1 Amps Minimum 70
60
50
Pressure control solenoid valve resistance should measure 40
between 3.5 and 4.6 ohms when measured at 20°C (68°F). 30
20
The duty cycle and current flow to the PC solenoid valve are 10
mainly affected by throttle position (engine torque) and they are 0
inversely proportional to throttle angle (engine torque). In other 0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.1
words, as the throttle angle (engine torque increases), the duty INPUT CURRENT (AMP)
cycle is decreased by the PCM which decreases current flow to the
PC solenoid valve. Current flow to the PC solenoid valve creates PRESSURE CONTROL SOLENOID VALVE CURRENT FLOW
a magnetic field that moves the solenoid armature toward the push
rod and against spring force.

Transmission Adapt Function:

Programming within the PCM also allows for automatic
adjustments in shift pressure that are based on the changing
characteristics of the transmission components. As the apply
components within the transmission wear, shift time (time required A Pressure Control Solenoid electrical problem will set a DTC
to apply a clutch or band) increases. In order to compensate for P0748 and the PCM will command the following default actions:
this wear, the PCM adjusts trim pressure by controlling the PC
solenoid valve in order to maintain the originally calibrated shift • Disable the PC solenoid valve.
timing. The automatic adjusting process is referred to as “adaptive • Freeze shift adapts.
learning” and it is used to assure consistent shift feel plus increase • DTC P0748 stores in PCM history.
transmission durability. The PCM monitors the A/T ISS sensor
and A/T OSS during commanded shifts to determine if a shift is
occurring too fast (harsh) or too slow (soft) and adjusts the PC
solenoid valve signal to maintain a set shift feel.

Transmission adapts must be reset whenever the transmission is

overhauled or replaced (see appropriate service manual).

Figure 42 45
 ELECTRICAL COMPONENTS
COMPONENTS EXTERNAL TO THE TRANSMISSION
Throttle Position (TP) Sensor: The PCM monitors the variable
voltage signal from the TP sensor to calculate throttle position (angle).
These input signals are then used by the PCM, in addition to other
vehicle and transmission sensor inputs, to determine the appropriate
shift pattern and TCC apply and release for the transmission. In
general, with greater throttle angle, upshift speeds and line pressure
both increase. Also, the PCM releases the torque converter clutch at
minimum throttle positions and during heavy acceleration.
Engine Coolant Temperature (ECT) Sensor: The PCM monitors
the variable resistance signal from this sensor to determine engine
coolant temperature. When the engine is cold, resistance is high,
and when the engine is hot, resistance through the sensor is low.
The PCM uses this information to prevent the TCC from applying
when engine temperature is below approximately 54°C (130°F).
Engine Speed Sensor: Monitored by the PCM through the ignition
module, this sensor is used to help determine shift patterns and
TCC apply and release.
46
Brake Switch: This switch causes the PCM to command TCC
release. When the brake pedal is depressed, the PCM opens the
path to ground for the TCC electrical circuit which releases the
torque converter clutch.
A/C Request Switch: When the A/C pressure cycling switch closes,
the PCM is signaled that the air conditioning compressor is ON. This
signal is used by the PCM to adjust transmission line pressure as well
as shift timing for the added engine load provided by the compressor.
Assembly Line Diagnostic Link (ALDL): This is a multi-terminal
connector wired to the PCM that is located under the vehicle
dashboard. The ALDL can be used to diagnose conditions in the
vehicles electrical system, PCM, VCM or TCM, and various
transmission components. Refer to the appropriate General Motors
Service Manual for specific electrical diagnosis information.
 POWER FLOW
This section of the book describes how torque from The full size, right hand pages contain a simplified
the engine is transferred through the Hydra-matic version of the Complete Hydraulic Circuit that is
4L80-E transmission allowing the vehicle to move involved for that range and gear. Facing this full
either in a forward or reverse direction. The page is a half page insert containing text and a detailed
information that follows details the specific explanation of what is occurring hydraulically in that
mechanical operation, electrical, hydraulic and apply range and gear. A page number located at the bottom
components that are required to achieve a gear of the half page of text provides a ready reference to
operating range. the complete Hydraulic Circuits section of this book
if more detailed information is desired.
The full size, left hand pages throughout this section
contain drawings of the mechanical components used It is the intent of this section to provide an overall
in a specific range and gear. Facing this full page is a simplified explanation of the mechanical, hydraulic
half page insert containing a color coded range and electrical operation of the Hydra-matic 4L80-E
reference chart at the top. This chart is one of the transmission. If the operating principle of a clutch,
key items used to understand the mechanical band or valve is unclear, refer to the previous sections
operation of the transmission in each range and gear. of this book for individual component descriptions.
The text below this chart provides a detailed
explanation of what is occurring mechanically in
that range and gear.

RK g)
PA nnin
Ru
e
gin
(En )
k (P
Par
PARK the he oil PARK
er in t :
(Engine Running) or levre fromowing (Engine Running)
1 2c 2d 3 lect essu e foll
POWER FROM OVERDRIVE OVERDRIVE OVERDRIVE 4 e se e pr o th ): Reg-
ROLLER CARRIER INTERNAL POWERFLOW h th lin d t 18 )
Witsition, irecte Valve(2ressure
TORQUE
CONVERTER CLUTCH PINION GEARS GEAR TERMINATED
(1) (512) (518) DRIVEN po p is d lator (line psion
u t
pum Reg tpu mis
HOLDING HELD
re ou ns p 4
ssu mp tra pum
Pretes pu to the hen emand
ulaordingents. Wthe dfrom
➤ NO POWER accuirem ceeds, fluidr
➤ req ut ex ssure ulato

➤
TRANSMITTED TO
➤ outpne preure reg

PRND43
DIFFERENTIAL
ASSEMBLY of lipress
the MANUAL 2-1

FBA
BAND SERVO
(55–60)

➤
➤
➤

➤
ACTR FD
1

➤
➤ ➤

DRIVE
➤

PRN

FILTERED ACTUATOR FEED

EX
EX

➤
➤
MANUAL VALVE

ACTUATOR FEED
➤
HELD

➤
PRND4 ➤

➤
PRN

PRND43

D 21
LINE ➤

LO
PRND4
REVERSE

D321
FILTER
P RND (317)

LUBE
D
2
➤

➤
1 LUBE

REAR
➤
OVERDRIVE PIPE
CARRIER

➤
OVERDRIVE PINION GEARS (39)
SUN TURBINE ➤ ➤ ➤ FILTERED ACTUATOR FEED ➤
OVERRUN HELD AIR
GEAR SHAFT 20
TORQUE PUMP CLUTCH BLEED ➤
PRND43
➤
➤
(502) (210)
ASSEMBLY HOUSING

1-2 SIGNAL
CONVERTER
ASSEMBLY (4) (504)

2-3 DRIVE
(1) PRESSURE

DRIVE
TAP (24)

PRND43

REV

REV
➤
TURBINE ➤ ACTR FD

➤
➤ LINE ➤
2

EX

➤
SHAFT 1-2 SOL
(502) 1-2 SHIFT VALVE EX
N.O. ON

LO

➤
ORIFICE CUP PLUG (236)

➤
1-2 SIGNAL

➤
➤

➤
OVERDRIVE ➤ LINE
REVERSE

PRESSURE REG
TFP

➤
REV ALL LO
CARRIER PRND43
SWITCH

PRND4
SWITCHES
2-3 SIGNAL ➤
OVERDRIVE ASSEMBLY
N.O.
SUCTION
➤
PRND4

ROLLER (514) REV

DRIVE
LINE ➤

➤
CLUTCH ➤ ACTUATOR FEED

➤
CONV FD
➤ DRIVE

➤
(512)
HOLDING ➤ ➤

➤
➤ ➤ 19
EX PRND4

PRN
➤

REVERSE

➤
➤

➤
ACTUATOR FEED ➤

LINE

BOOST
4

2-3 SIGNAL

2-3 SIGNAL
➤
➤
ORIFICED ACTUATOR FEED
➤
2-3 DRIVE

LINE (from Pump)

ORIFICED EX
➤
5

1-2 SIGNAL
➤
➤
ACT FD LIMIT ➤
PRND4

EX
CONVERTER

➤
EX

ACTUATOR FEED
EX

EX
TORQUE SIG

➤
HUB

➤
➤ ➤ LINE 2-3 SOL

OUTPUT 2-3 SHIFT VALVE ➤ ➤ EX ➤

➤
SHAFT N.O. OFF

EX
OUTPUT

FBA
4TH CL FD
PRN
➤
CARRIER ASSEMBLY ➤
TORQUE SIGNAL
➤
TORQUE SIGNAL 3RD CLUTCH FEED
ASSEMBLY (671)
HELD

➤
(661)
3

➤
FORWARD

➤
HELD ➤ PRN ➤ ➤ PRN ➤
CLUTCH
HOUSING
(602)
LINE

➤
➤
➤

SIGNAL
ACTUATOR FEED

➤
1-2 SIG
➤
4TH CL FD

➤
FILTER
CO

➤ TORQUE
(302) PRN
M PL FILTERED ACTR FD
➤

E 3-4 SHIFT

➤
TE
➤ HY PRESSURE
PARKING DR CONTROL
SOLENOID
5
PA AUL
15
PAWL VALVE (320) 4TH CLUTCH ORIFICED EX EX

➤
EX
(703) GE IC
➤ ENGAGED 50 76 CIR
B CUIT
OVERDRIVE PARKING PAWL PARKING PAWL
INTERNAL ACTUATOR RETURN SPRING
GEAR ASSEMBLY (705)
DRIVEN (710)

Figure 46 Figure 47
50 51

Figure 43 47
 MECHANICAL POWERFLOW FROM THE TORQUE CONVERTER MECHANICAL POWERFLOW FROM
THE TORQUE CONVERTER TO
TO THE TURBINE SHAFT THE TURBINE SHAFT
2a
(Engine Running) OIL PUMP (Engine Running)
1 2
POWER FROM DRIVE GEAR
POWER TO (205)
THE ENGINE DRIVE OIL PUMP DRIVEN The mechanical power flow in the Hydra-matic 4L80-E
transmission begins at the point of connection between the
torque converter and the engine flywheel. When the engine is
running, the torque converter cover (pump) is forced to rotate
at engine speed. As the torque converter rotates it multiplies
engine torque and transmits it to the turbine shaft (502). The
turbine shaft provides the primary link to the mechanical
operation of the transmission.
The Hydra-matic 4L80-E automatic transmission requires a
constant supply of pressurized fluid to cool and lubricate all of
the components throughout the unit. It also requires a holding
force to be applied to the bands and clutches during the various
gear range operations. The oil pump assembly (4) and control
valve body assembly (44) provide for the pressurization and
distribution of fluid throughout the transmission.

1 Power from the Engine

Torque from the engine is transferred to the transmission through
3 the engine flywheel which is bolted to the engine crankshaft.
FLUID COUPLING
DRIVES THE TURBINE 2 Power to Drive the Oil Pump
The oil pump drive gear (205) is keyed to the torque converter
hub. Therefore, the oil pump drive gear also rotates at engine
speed.
3 Fluid Coupling Drives the Turbine
Transmission fluid inside the torque converter (1) creates a fluid
coupling which in turn drives the torque converter turbine.
4 Turbine Shaft Driven
As the torque converter turbine rotates, the turbine shaft (502),
which is splined to the torque converter turbine, is also forced to
rotate at turbine speed.

4
TURBINE
SHAFT DRIVEN

NOTE: To minimize the amount of repetitive text, the remaining

SPLINED TO mechanical power flow descriptions will begin with the turbine
TORQUE CONVERTER shaft (502). The transfer of torque from the engine through the
TORQUE CONVERTER STATOR ASSEMBLY
ASSEMBLY torque converter to the turbine shaft is identical in all gear
(1)
ranges.
SPLINED TO
TORQUE CONVERTER
TURBINE ASSEMBLY

TURBINE
SHAFT
(502)

OIL PUMP
KEYED TO ASSEMBLY
OIL PUMP (4)
DRIVE GEAR

48 Figure 44 48A
 HYDRAULIC POWERFLOW – COMMON COMMON HYDRAULIC FUNCTIONS FOR ALL RANGES

;;;;
FUNCTIONS FOR ALL RANGES 3 TORQUE 1 PRESSURE DRIVE (from Manual Valve)
➤

(Engine Running)

;;;;
CONVERTER REGULATION
When the gear selector lever is in the Park (P) position and the LINE (to Manual Valve)
➤

;;;;
engine is running, fluid is drawn into the oil pump and line

LO
TORQUE PRND43

➤
➤
pressure is directed to the pressure regulator valve.

➤
CONVERTER

;;;;
(1) REV LO TFP PRESSURE
ALL
1 PRESSURE REGULATION SWITCHES
PRND43
SWITCH TAP
N.O.
(24)

;;;;
1a Pressure Regulator Valve: PRND4 DRIVE
➤

REV
Regulates pump output (line pressure) in response to torque

DRIVE
➤
➤ AIR
PRND4
signal fluid pressure acting on the reverse boost valve, spring 3f BLEED

;;;;

APPLY/RETURN
(210)
➤

➤
force, and line pressure acting on the end of the valve. Line

➤
➤

LINE
pressure is directed to the manual valve, the TCC regulated

;;;;

RELEASE

➤
apply valve, and the actuator feed limit valve. Also, line DRIVE

➤
➤

pressure feeds the converter feed circuit through the pressure ➤ LINE

;;;;
regulator valve.

➤
➤
1b Actuator Feed Limit (AFL) Valve: 3a

;;;;
➤ LINE
➤ ➤
ORIFICE
Line pressure is routed through the valve and into the actuator CUP PLUG
feed fluid circuit. The valve limits actuator feed fluid pressure (236)

➤
to a maximum pressure. Actuator feed fluid is routed to the

➤
pressure control solenoid, and also feeds the 1-2 signal and ➤
CONVERTER FEED
➤ ➤ LINE

PRESSURE REG
2-3 signal fluid circuits. ➤
RELEASE
SUCTION
➤ ➤

1c Pressure Control PC Solenoid Valve:

➤
APPLY/RETURN

➤
Controlled by the PCM, the PC solenoid valve regulates LINE ➤

FRONT LUBE ➤
EX
filtered actuator feed fluid pressure into the torque signal 3d

➤
➤

SUCTION
TCC ENABL
CONV FD
➤

EX

➤
➤
fluid circuit. ➤ TCC ENABLE ➤ PUMP ASSEMBLY (4)
➤

CONVERTER FEED
REG CONV FEED

➤
2 SHIFT ACCUMULATION EX

➤
➤
24 ➤ LINE
2a Accumulator Valve:

BOOST
TCC SIGNAL
➤
1a

➤
TCC ENABLE
Drive pressure is regulated into accumulator fluid pressure.

CONV CLUTCH SHIFT

➤ ➤

This regulation is basically controlled by torque signal fluid ➤

REG CONV FD
TCC ENABLE ORIFICE
➤
REVERSE

➤
pressure acting on one end of the valve and orificed RELEASE ➤ CUP PLUG
TORQUE SIG

➤
(208)
accumulator fluid on the other end of the valve.

➤
➤
EX

➤
➤
CONV LIMIT
2b 3rd and 4th Accumulator Assemblies:

TCC SIGNAL
COOLER
➤

LINE
3c

DRIVE
Accumulator fluid is routed to each of the accumulator ➤ APPLY/RETURN EX ➤

assemblies in preparation for upshifts and downshifts.

➤
➤
➤
CONV FD

REG APPLY
➤

2c Low and Reverse Band Servo: 3e ➤ REG CONV FD BOTTOM

Accumulator fluid is also routed to the low and reverse band ➤
ORIFICE PAN
CUP PLUG (28)
servo, which acts as an accumulator for the 2nd clutch, in

SUCTION
(208)

➤
3
preparation for upshifts and downshifts. ORIFICED REG APPLY FILTER

TORQUE SIGNAL
3b ASSEMBLY
REGULATED APPLY (31)

➤
3 TORQUE CONVERTER (RELEASED POSITION ONLY)

➤
3a Pressure Regulator Valve: TCC (PWM)
SOLENOID
Line pressure is routed through the PR valve and into the VALVE EX ➤ ➤ ➤ ➤
TCC REG
(323) OFF
converter feed fluid circuit. Converter feed fluid is routed to

➤
EX
➤
FILTERED 2-3 DRIVE LINE
➤ ➤
the converter limit valve.
3b TCC Regulator Valve:

➤
Spring force holds the valve in the release position, thereby 2 SHIFT ACCUMULATION ➤
blocking line pressure.
➤
➤

➤
3c Converter Limit Valve: ACCUMULATOR
➤ ➤ ➤

TORQUE SIGNAL
Regulates converter feed fluid into the regulated converter

➤
#6 #5 #2
1c

DRIVE
➤
6
feed circuit. This regulation is controlled by spring pressure

➤
➤

➤
acting on one end of the valve and orificed regulated 8 9 14
➤ ORIFICED ACCUM FILTER
(302)

ACTUATOR FEED
converter feed fluid on the other end of the valve. Regulated
➤

➤
ACCUM

➤
converter feed fluid is routed to the TCC enable valve and 2a

➤
➤

➤
PRESSURE
the converter clutch shift valve. ➤

TORQUE SIG
➤
➤ LO CONTROL

FILTERED ACTR FD
SOLENOID
3d TCC Enable Valve: ➤ ➤
VALVE (320)

➤
LINE

EX
Spring force holds the valve in the release position allowing 3RD ACCUMULATOR

FILT ACTR FD
regulated converter feed fluid to enter the TCC enable circuit.

➤
➤
➤ 4TH ACCUMULATOR ➤

➤
➤

TORQUE SIGNAL
TCC enable fluid is routed to the converter clutch shift 4TH CLUTCH 3RD CLUTCH

➤
valve to assist spring pressure in holding the valve in the

2ND CL
2ND ACCUM

➤
2c

➤
EX

➤
release position. 4TH 3RD
ACTUATOR FD
➤

➤
ACCUMULATOR
3e Converter Clutch Shift Valve: ACCUMULATOR

➤
TORQUE SIGNAL
Spring force and TCC enable fluid pressure hold the valve ACTUATOR FEED ➤

➤
➤

➤
in the release position allowing regulated converter feed ➤ 5
➤

fluid to enter the release circuit. Release fluid is routed to

➤
➤

➤
➤

ORIFICED ACTUATOR FEED

➤
2b

REAR BAND APPLY

the torque converter. Apply/return fluid from the torque
TORQUE SIGNAL

➤
4TH ACCUM
➤

converter also passes through the converter clutch shift valve ACT FD LIMIT

➤
into the cooler circuit. 1b

LINE ➤
EX
EX

EX
3RD ACCUM
➤

LOW & REVERSE

➤

3f Torque Converter: ➤
BAND SERVO
Release fluid pressure is routed to the torque converter to ➤ ➤ (61–74) ➤

keep the TCC released. Fluid leaves the converter in the

➤ TORQUE SIGNAL ➤ ➤
apply/return fluid circuit and returns to the cooler through
the converter clutch shift valve.
48B Figure 45 49
 PARK PARK
(Engine Running)
2c 2d 3
(Engine Running)
1
POWER FROM OVERDRIVE OVERDRIVE OVERDRIVE 4 SOLENOID OVERDRIVE MANUAL INTER. LOW LOW
ROLLER CARRIER INTERNAL POWERFLOW FOURTH OVERRUN ROLLER FORWARD DIRECT 2-1 SPRAG INTER. ROLLER & REV
TORQUE 1-2 2-3 CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH BAND CLUTCH CLUTCH CLUTCH BAND
CONVERTER CLUTCH PINION GEARS GEAR TERMINATED
(1) (512) (518) DRIVEN ON OFF HOLDING
HOLDING HELD

• The manual shaft (708) and manual valve (319) are in the
Park position. The parking lock actuator assembly (710) en-
➤ NO POWER gages the parking lock pawl (703) with the teeth on the
➤ ➤ TRANSMITTED TO
DIFFERENTIAL
output carrier assembly (661).
ASSEMBLY • The output carrier assembly is held stationary by the parking
pawl.
• The output shaft assembly (671), which is connected to the

➤
output carrier assembly, is also held and the vehicle cannot

➤
move.
➤ 1 Power from Torque Converter
The overdrive carrier assembly (514) is driven by the turbine
shaft (502), which is splined to the converter turbine.
2 Power Transfers Through the Overdrive Planetary
Gearset
The overdrive planetary gearset acts as an integral unit in all
HELD drive ranges except Overdrive Fourth gear to transfer power
at a 1:1 ratio to the output planetary gear set. The following
steps describe the operation:
OVERDRIVE 2a Pinion Gears Mesh With Internal and Sun Gear
CARRIER The overdrive carrier pinion gears (518) are in mesh
OVERDRIVE PINION GEARS
SUN TURBINE
OVERRUN HELD SHAFT
with both the overdrive internal gear [part of the forward
TORQUE PUMP CLUTCH GEAR clutch housing assembly (602)] and overdrive sun gear
(502)
CONVERTER ASSEMBLY HOUSING [part of the overrun clutch housing assembly (504)].
ASSEMBLY (4) (504)
(1) 2b Pinion Gears Attempt to Rotate
The pinion gears attempt to rotate counterclockwise on
TURBINE
SHAFT
their pins around the internal gear as they travel
(502) clockwise with the overdrive carrier assembly. This
action attempts to drive the sun gear clockwise, faster
than the overdrive carrier is rotating.
OVERDRIVE 2c Overdrive Roller Clutch Holding
CARRIER However, the overdrive roller clutch (512), located
OVERDRIVE ASSEMBLY between the overdrive carrier and overrun clutch housing,
ROLLER (514) engages and prevents the sun gear (overrun clutch
CLUTCH housing) from rotating faster than the overdrive carrier
(512) assembly.
HOLDING
2d Pinion Gears Held
With the sun gear and overdrive carrier rotating at the
same speed, the pinion gears do not rotate on their pins,
but do travel clockwise with the overdrive carrier
assembly.
CONVERTER
HUB 3 Overdrive Internal Gear Driven
The overdrive carrier pinion gears drive the overdrive internal
OUTPUT gear [part of the forward clutch housing assembly (602)] at
OUTPUT SHAFT the same speed as the overdrive carrier. Therefore, power
CARRIER ASSEMBLY
(671)
flow is a 1:1 direct drive gear ratio from the torque converter
ASSEMBLY turbine to the forward clutch housing.
(661) HELD
FORWARD HELD
CLUTCH
HOUSING 4 Powerflow Terminated
(602) All clutches and bands are released in Park range and power
flow is terminated at the forward clutch housing (602).

Note: The vehicle should be completely stopped before selecting

Park range or internal damage to the transmission could occur.
Also, the manual linkage must be adjusted properly so the indi-
cator quadrants in the vehicle correspond with the inside detent
➤
PARKING
PAWL lever (711) in the transmission. If not adjusted properly, an
(703) internal leak between fluid passages at the manual valve may
➤ ENGAGED
cause a clutch or band to slip or cause the transmission to not
OVERDRIVE PARKING PAWL PARKING PAWL hold in park.
INTERNAL ACTUATOR RETURN SPRING
GEAR ASSEMBLY Refer to the appropriate General Motors Service Manual for the
(705)
DRIVEN (710) proper manual linkage adjustment procedures.

50 Figure 46 50A
 PARK PARK
(Engine Running)
(Engine Running)
SOLENOID OVERDRIVE MANUAL INTER. LOW LOW
FOURTH OVERRUN ROLLER FORWARD DIRECT 2-1 SPRAG INTER. ROLLER & REV
1-2 2-3 CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH BAND CLUTCH CLUTCH CLUTCH BAND
ON OFF HOLDING 4

FLUID PRESSURE DIRECTED IN PREPARATION FOR A SHIFT

➤
1 Manual Valve:

PRND43
Mechanically controlled by the gear selector lever, the manual
valve is in the Park (P) position and directs line pressure MANUAL 2-1

FBA
from the pressure regulator valve into the PRN, PRND4 and BAND SERVO
(55–60)
PRND43 fluid circuits.

➤
2 Transmission Fluid Pressure (TFP) Manual Valve
➤
Position Switch:
PRND4 and PRND43 fluids at the TFP manual valve position
switch signal the powertrain control module (PCM) that the ACTR FD
1

➤
➤ ➤

transmission is in either Park or Neutral range. The PCM

DRIVE
➤
then energizes, or “turns ON” the 1-2 shift solenoid valve

PRN

FILTERED ACTUATOR FEED

EX
EX
and keeps the 2-3 shift solenoid valve de-energized.

➤
➤
MANUAL VALVE

ACTUATOR FEED
Note: Refer to Shift Solenoid Valves on page 43 for a description
➤

➤
PRND4 ➤

➤
PRN

PRND43

D 21
LINE ➤

LO
of solenoid and shift valve operation.

PRND4
REVERSE

D321
FILTER
P RND (317)

LUBE
D
3 2-3 Shift Valve: 2
➤

➤
1 LUBE

REAR
PRND4 fluid is also sent from the manual valve to the 2-3

➤
PIPE
shift valve where it stops.

➤
(39)
➤ ➤ ➤ FILTERED ACTUATOR FEED ➤
AIR 20
4 Manual 2-1 Band Servo: BLEED ➤
PRND43
➤
➤
PRND43 fluid is also sent to the manual 2-1 band servo (210)

1-2 SIGNAL
assembly. At the manual 2-1 band servo, PRND43 fluid

2-3 DRIVE
pressure assists manual 2-1 band servo piston spring force PRESSURE

DRIVE
TAP (24)

PRND43
to keep the manual 2-1 band released.

REV

REV
➤
➤ ACTR FD

➤
➤ LINE ➤
2

EX

➤
1-2 SOL
5 3-4 Shift Valve: 1-2 SHIFT VALVE EX
PRN fluid is routed to the 3-4 shift valve where it assists N.O. ON

LO

➤
3-4 shift valve return spring force and actuator feed fluid ORIFICE CUP PLUG (236)

➤
1-2 SIGNAL

➤
➤

➤
pressure to keep the valve in the downshifted position. PRN ➤ LINE
REVERSE

PRESSURE REG
TFP

➤
fluid is also routed to the 2-3 shift valve where it assists 2-3 REV ALL
PRND43
LO

SWITCH

PRND4
SWITCHES
shift valve return spring force and actuator feed fluid pressure SUCTION
➤ N.O. 2-3 SIGNAL ➤
PRND4 DRIVE
to keep the valve in the downshifted position. LINE ➤ REV

➤
➤ ACTUATOR FEED

➤
CONV FD
➤ DRIVE

➤
➤ ➤

➤
➤ ➤ 19
EX PRND4

PRN
➤

REVERSE

➤
➤

➤
ACTUATOR FEED ➤

LINE

BOOST
4

2-3 SIGNAL

2-3 SIGNAL
➤
➤
ORIFICED ACTUATOR FEED
➤
2-3 DRIVE

LINE (from Pump)

ORIFICED EX
➤
5

1-2 SIGNAL
➤
➤
ACT FD LIMIT ➤
PRND4

EX
➤
EX

ACTUATOR FEED
EX

EX
TORQUE SIG

➤
➤
➤ ➤ LINE 2-3 SOL
➤ 2-3 SHIFT VALVE ➤ ➤ EX ➤

➤
N.O. OFF

EX
FBA
4TH CL FD
PRN
➤
TORQUE SIGNAL TORQUE SIGNAL
➤ ➤
3RD CLUTCH FEED

➤
3
➤

➤
➤ PRN ➤ ➤ PRN ➤

LINE

➤
➤
➤

SIGNAL
ACTUATOR FEED

➤
1-2 SIG
➤
4TH CL FD

➤
FILTER

➤ TORQUE
(302) ➤ PRN
FILTERED ACTR FD
3-4 SHIFT

➤
PRESSURE
CONTROL
SOLENOID
5 15
VALVE (320) 4TH CLUTCH ORIFICED EX EX

➤
EX
COMPLETE HYDRAULIC CIRCUIT
Page 76

50B Figure 47 51
 REVERSE REVERSE
SOLENOID OVERDRIVE MANUAL INTER. LOW LOW
1 2 3 5 4 6 7 FOURTH OVERRUN ROLLER FORWARD DIRECT 2-1 SPRAG INTER. ROLLER & REV
1-2 2-3
POWER FROM POWER OVERDRIVE DIRECT LOW SUN REACTION REACTION CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH BAND CLUTCH CLUTCH CLUTCH BAND
TORQUE TRANSFERS ROLLER CLUTCH AND GEAR CARRIER INTERNAL ON OFF HOLDING APPLIED APPLIED
CONVERTER THROUGH CLUTCH APPLIED REVERSE (650) ASSEMBLY GEAR
(1) OVERDRIVE (512) BAND DRIVING (651) DRIVEN
PLANETARY HOLDING (657) HELD
GEARSET APPLIED In Reverse (R), torque from the engine is multiplied through the
torque converter and transmission gear sets to the vehicle’s
drive shaft and rear axle. The planetary gear sets operate in
reduction and also reverse the direction of input torque for a
reverse gear ratio of approximately 2.08:1.
➤ POWER TO

➤
DIFFERENTIAL
• The manual shaft (708) and manual valve (319) are in the
➤ ASSEMBLY
Reverse position.

➤
➤
➤ 1 Power from Torque Converter
The overdrive carrier assembly (514) is driven by the turbine
➤

➤
shaft (502), which is splined to the converter turbine.

➤ ➤ 2 Power Transfers Through the Overdrive Planetary

Gearset
Engine torque is transmitted from the torque converter turbine
to the forward clutch housing (602) in the same manner as
Park range - a 1:1 direct drive through the overdrive planetary
gear set.

3 Direct Clutch Applied

The direct clutch plates (611, 618) are applied and allow the
direct clutch driving hub (615), which is connected to the
forward clutch housing, to drive the direct clutch housing
DIRECT SUN (623).
CLUTCH GEAR
APPLIED (650) 4 Sun Gear Driving
FORWARD DRIVING Engine torque is transferred from the direct clutch housing,
CLUTCH through the sun gear shaft (649) and to the sun gear (650).
ASSEMBLY The sun gear shaft is splined on one end to the direct clutch
OVERDRIVE
CARRIER housing and to the sun gear at the other. The sun gear is in
ASSEMBLY mesh with and drives the reaction pinion gears.
(514)
OVERRUN
CLUTCH
5 Rear Brake Band Applied
HOUSING The rear brake band (657) is applied and holds the reaction
(504) SUN GEAR
carrier assembly.
SHAFT
TURBINE (649) 6 Reaction Carrier Assembly Held
SHAFT With the reaction carrier assembly held, the reaction carrier
(502) DIRECT pinion gears drive the reaction internal gear in a reverse
CLUTCH direction.
HOUSING
DIRECT CLUTCH (623)
TURBINE DRIVING HUB 7 Reaction Internal Gear Driven
SHAFT (615) The reaction internal gear is part of the output carrier
OVERDRIVE (502) assembly and the output shaft (671) is splined to the output
ROLLER carrier assembly, thus the output shaft is rotating in reverse.
CLUTCH
(512)
HOLDING When the throttle is released in Reverse, power from vehicle
OUTPUT
OUTPUT SHAFT speed (output shaft) drives the forward clutch housing faster
CARRIER ASSEMBLY than engine speed is driving the overdrive carrier. This drives
ASSEMBLY (671) the pinion gears clockwise, overdrive sun gear [part of the
REACTION
(661)
CARRIER overrun clutch housing (504)] counterclockwise and over-
LOW ASSEMBLY
ROLLER runs the overdrive roller clutch to allow the vehicle to coast.
(651)
CLUTCH HELD
(644)
➤

LOW
AND REACTION
REVERSE BAND LOW INTERNAL
SERVO AND GEAR
APPLIED REVERSE DRIVEN
BAND
(657)
APPLIED

52 Figure 48 52A
 REVERSE REVERSE
SOLENOID OVERDRIVE MANUAL INTER. LOW LOW
FOURTH OVERRUN ROLLER FORWARD DIRECT 2-1 SPRAG INTER. ROLLER & REV INTERMEDIATE
1-2 2-3 CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH BAND CLUTCH CLUTCH CLUTCH BAND
CLUTCH ASSEMBLY
ON OFF HOLDING APPLIED APPLIED DIRECT CLUTCH & CENTER SUPPORT
ASSEMBLY (629–640)
(616–623)
When the gear selector lever is moved to the Reverse (R)
position (from the Park position) the following changes occur
in the transmission’s hydraulic and electrical systems.
➤

1 PRESSURE REGULATION ➤

➤
1a Manual Valve: ➤ REVERSE
With the manual valve in the reverse position, line pressure ➤ 3RD/REVERSE
is directed into the reverse fluid circuit in addition to the ➤
➤
PRN, PRND4 and PRND43 fluid circuits already pressurized ➤ ➤

REVERSE
➤
in Park.

3RD/REVERSE
1b Pressure Regulator and Reverse Boost Valves:

➤
Reverse fluid at the reverse boost valve boosts line pressure
for the additional torque requirements in Reverse. Torque
signal fluid pressure from the pressure control (PC) solenoid ➤ ➤
acting on the reverse boost valve also helps determine line
pressure in Reverse depending on throttle position and other

➤
2ND CL
PCM input signals. 2b ➤ ➤

➤
1c Transmission Fluid Pressure (TFP) Manual Valve

3RD/REVERSE
Position Switch:

➤
2ND ACCUM

➤
PRND43
Reverse fluid is routed to the TFP manual valve position

REVERSE
switch. The TFP manual valve position switch signals the

➤
REAR BAND APPLY
MANUAL 2-1
PCM that the transmission is in Reverse.

FBA
BAND SERVO

➤
(55–60)
2 LOW AND REVERSE BAND APPLIES

➤
2a #7 Ball Check Valve LOW & REVERSE
BAND SERVO
Reverse fluid is routed through the 1-2 shift valve, seats the ➤
(61–74)
#7 ball check valve against the lo fluid circuit, enters the ➤ ➤
23

Rear Band Apply (RBA) circuit and is orificed to the low

➤
and reverse band servo assembly. 1a

➤
2a

RBA
➤ ➤
ACTR FD

DRIVE

➤
Note: Remember that the function of an orifice is to control the

PRN
➤

LO
EX
EX
#7
flow rate of fluid and rate of apply or release of a clutch or band.

FILTERED ACTUATOR FEED

➤

➤
MANUAL VALVE

➤
2b Low and Reverse Band Servo Assembly ➤

REVERSE
RBA fluid pressure moves the low and reverse band servo

ACTUATOR FEED
PRND4 ➤

➤
PRN

PRND43

D 21
LINE ➤

LO
PRND4
REVERSE

D321
piston and low and reverse band servo piston pin against FILTER
P RND (317)
spring force to apply the low and reverse band assembly.

LUBE
D
AIR 2
➤

➤
1
➤
BLEED LUBE

REAR
➤
3 DIRECT CLUTCH APPLIES

➤
(210) PIPE

➤
PRND43
➤ ➤
➤
(39)
3a #9 Ball Check Valve

➤
➤
➤ ➤ ➤ FILTERED ACTUATOR FEED ➤
Located in the case, it blocks the reverse fluid passage forcing PRESSURE 20
4a

1-2 SIGNAL
TAP (24) ➤ ➤ REVERSE ➤
reverse fluid through orifice #16 in the control valve body

2-3 DRIVE

REVERSE
➤

➤
➤ LINE ➤

PRND43
➤
spacer plate into the reverse fluid passage to the #11 ball 1c

DRIVE
ORIFICE CUP PLUG (236)

REV

REV
➤
check valve. ➤ ACTR FD

EX
LO

➤
➤ LINE

3RD/REVERSE

➤
1-2 SOL

PRESSURE REG

➤
3b #11 Ball Check Valve

➤
1-2 SHIFT VALVE EX

PRND4

➤
Reverse fluid then seats the #11 ball check valve against the SUCTION

➤
➤

REVERSE
REV LO TFP N.O. ON

➤
ALL
PRND43
3rd clutch circuit and enters the 3rd/reverse circuit. 3rd/ 1-2 SIGNAL

➤
➤
SWITCH

➤
SWITCHES
LINE ➤ N.O.
reverse fluid acts on the inner area of the direct clutch piston REVERSE ➤

➤
PRND4
➤

➤
➤
DRIVE
CONV FD
➤
REV
➤
2-3 SIGNAL
➤
➤
to apply the direct clutch plates.

➤
DRIVE ➤ ACTUATOR FEED
4 FLUID PRESSURE DIRECTED IN PREPARATION EX
➤
PRND4
➤ ➤ ➤

➤
PRN
➤

➤
19
➤

FOR A SHIFT

REVERSE

➤
➤

➤
ACTUATOR FEED ➤
LINE

BOOST
4

ORIFICED EX

2-3 SIGNAL

2-3 SIGNAL
4a 1-2 Shift Solenoid (SS) Valve 1b 4b

➤
➤
ORIFICED ACTUATOR FEED
➤
2-3 DRIVE
LINE (from Pump)

➤
The 1-2 SS valve remains energized (ON). 1-2 signal fluid 5

1-2 SIGNAL
3a

➤
➤
ACT FD LIMIT
➤
➤
pressure is high (dark blue) with the 1-2 SS valve energized PRND4

EX
➤
EX

ACTUATOR FEED
EX

EX
and keeps the 1-2 shift valve in the downshifted position TORQUE SIG

➤
2-3 SOL
➤

against spring force and actuator feed fluid pressure. 1-2 ➤ ➤ LINE 2-3 SHIFT VALVE ➤ ➤ EX ➤

➤
➤
N.O. OFF
signal fluid is also routed to the 3-4 shift valve. TORQUE SIGNAL TORQUE SIGNAL
➤ ➤

EX
PRN

FBA
4TH CL FD
➤

➤
3RD CLUTCH FEED ➤
4b 2-3 Shift Solenoid (SS) Valve

➤
➤ #9
➤

➤
The 2-3 SS valve remains de-energized (OFF). 2-3 signal ➤ PRN ➤ ➤ PRN ➤ 16

➤
fluid exhausts at the 2-3 SS valve with the solenoid de- ➤ REVERSE ➤

energized, creating low pressure (light blue) in the 2-3 signal

SIGNAL
3RD/REVERSE
➤ ➤
LINE
fluid circuit. This allows actuator feed fluid pressure and ➤
➤

➤
ACTUATOR FEED

➤
➤
FILTER
spring force to keep the 2-3 shift valve in the downshifted

3RD/REV
➤ TORQUE

1-2 SIG

REVERSE
➤
(302)
4TH CL FD 3b

3RD CL
position. FILTERED ACTR FD

➤
➤

➤
➤ PRN
PRESSURE
3-4 SHIFT
➤
CONTROL
SOLENOID #11
COMPLETE HYDRAULIC CIRCUIT VALVE (320) 15

➤
EX
4TH CLUTCH ORIFICED EX EX
Page 78

52B Figure 49 53
 NEUTRAL NEUTRAL
(Engine Running)
1 2 (Engine Running)
POWER FROM POWER OVERDRIVE
3 SOLENOID OVERDRIVE MANUAL INTER. LOW LOW
TORQUE TRANSFERS ROLLER FOURTH OVERRUN ROLLER FORWARD DIRECT 2-1 SPRAG INTER. ROLLER & REV
POWERFLOW 1-2 2-3
CONVERTER THROUGH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH BAND CLUTCH CLUTCH CLUTCH BAND
TERMINATED
(1) OVERDRIVE (512) ON OFF HOLDING
PLANETARY HOLDING
GEARSET
When the gear selector lever is placed in the Neutral (N) posi-
tion, mechanical power flow is identical to Park (P) range,
➤ NO POWER except that the parking lock actuator assembly (710) is disen-
➤ ➤ TRANSMITTED TO gaged. The parking pawl return spring (705) releases the park-
DIFFERENTIAL ing lock pawl (703) from the teeth on the output carrier assem-
ASSEMBLY bly (661). With the parking lock pawl disengaged the output
shaft is free to rotate allowing the vehicle to roll.

➤
• The manual shaft (708) and manual valve (319) are in the

➤
Neutral position.
➤ 1 Power from Torque Converter
The overdrive carrier assembly (514) is driven by the turbine
shaft (502), which is splined to the converter turbine.

2 Power Transfers Through the Overdrive Planetary

Gearset
Engine torque is transmitted from the torque converter turbine
to the forward clutch housing (602) in the same manner as
Park range - a 1:1 direct drive through the overdrive planetary
gear set.
OVERDRIVE
CARRIER 3 Powerflow Terminated
ASSEMBLY TURBINE All clutches and bands are released and power flow is
OVERRUN
(514) SHAFT
TORQUE PUMP CLUTCH
(502) terminated at the forward clutch housing (602).
CONVERTER ASSEMBLY HOUSING
ASSEMBLY (4) (504)
(1)
TURBINE
SHAFT
(502) Neutral range may be selected for starting the engine when
the vehicle is standing still or moving down the road.

OVERDRIVE
ROLLER
CLUTCH
(512)
HOLDING

CONVERTER
HUB

OUTPUT
OUTPUT SHAFT
CARRIER ASSEMBLY
ASSEMBLY (671)
FORWARD (661)
CLUTCH
HOUSING
(602)
➤

PARKING
PAWL
(703)
➤ DISENGAGED
PARKING PAWL
ACTUATOR PARKING PAWL
ASSEMBLY RETURN SPRING
(710) (705)

54 Figure 50 54A
 NEUTRAL NEUTRAL
(Engine Running)
(Engine Running) INTERMEDIATE
SOLENOID OVERDRIVE MANUAL INTER. LOW LOW CLUTCH ASSEMBLY
FOURTH OVERRUN ROLLER FORWARD DIRECT 2-1 SPRAG INTER. ROLLER & REV DIRECT CLUTCH
1-2 2-3 CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH BAND CLUTCH CLUTCH CLUTCH BAND & CENTER SUPPORT
ASSEMBLY (629–640)
ON OFF HOLDING
(616–623)

When the gear selector lever is moved to the Neutral (N)

position, the hydraulic and electrical system operation is
2a ➤

identical to Park (P) range. However, if Neutral is selected

➤
➤
➤

➤
after the vehicle was operating in Reverse (R), the following ➤ ➤

➤
REVERSE
changes would occur in the hydraulic system: ➤ ➤

➤
3RD/REVERSE ➤

➤
➤
1 LOW AND REVERSE BAND RELEASES

➤ REVERSE ➤
➤ ➤

3RD/REVERSE ➤
1a Manual Valve:
The manual valve is moved to the Neutral position and
blocks line pressure from entering the reverse circuit.
The reverse fluid circuit is opened to an exhaust at the
manual valve.

➤
➤ ➤ ➤ ➤ ➤ ➤ ➤

➤
1b Low and Reverse Band Servo Assembly:
Rear Band Apply (RBA) fluid exhausts from the low and

2ND CL
reverse band servo to the #7 ball check valve allowing the 1b

➤
➤ ➤ ➤ ➤ ➤ ➤ ➤

➤
low and reverse band to release.

3RD/REVERSE
1c #7 Ball Check Valve:

➤
RBA fluid forces the #7 ball check valve against the lo 2ND ACCUM

PRND43

➤ REVERSE
fluid circuit and enters the reverse fluid circuit. Reverse

➤
REAR BAND APPLY
fluid then flows through the 1-2 shift valve and to the MANUAL 2-1

FBA

➤
BAND SERVO
manual valve where it exhausts. (55–60)

➤
1d Reverse Boost Valve
LOW & REVERSE

➤
Reverse fluid exhausts from the reverse boost valve, BAND SERVO

➤
➤
allowing line pressure to return to the normal operating (61–74)

➤
23
range as in Park, Neutral and Overdrive gear ranges. ➤ ➤ ➤ ➤ ➤

➤
1e Transmission Fluid Pressure (TFP) Manual Valve

➤
➤
Position Switch:
1a 1c

RBA
➤ ➤
ACTR FD

DRIVE

➤
Reverse fluid exhausts from the TFP manual valve position

PRN
➤
➤

LO

➤
EX

➤
EX
#7
switch and past the manual valve, signaling the powertrain

FILTERED ACTUATOR FEED

➤

➤
➤
➤
control module (PCM) that the transmission is in either

➤
MANUAL VALVE

➤
➤
Neutral (N) or Park (P).

REVERSE
➤

ACTUATOR FEED
PRND4 ➤

➤
➤ REVERSE ➤
PRN

➤
PRND43

D 21
LINE ➤

LO
PRND4

D321
FILTER

➤
2 DIRECT CLUTCH RELEASES P RND (317)

LUBE
D

➤
2a Direct Clutch: AIR 2
➤
➤ ➤ ➤

➤
1

➤
BLEED LUBE

REAR
➤
Reverse fluid exhausts from the outer area of the direct

➤
(210) PIPE
PRND43
➤ ➤
➤
clutch piston and past the manual valve. (39)

➤
➤ ➤ ➤ FILTERED ACTUATOR FEED ➤
PRESSURE
2b #11 Ball Check Valve: 20

➤
➤

1-2 SIGNAL
TAP (24) ➤ ➤ ➤ ➤ ➤ REVERSE ➤ ➤ ➤

2-3 DRIVE
3rd/reverse fluid from the inner area of the direct clutch

➤ REVERSE
➤

➤
➤ LINE ➤

PRND43
➤ ➤
1e

DRIVE
➤
piston exhausts past the #11 ball check valve and into the ORIFICE CUP PLUG (236)

REV

REV
➤
➤ ACTR FD
reverse circuit to the #9 ball check valve.

➤ 3RD/REVERSE ➤
➤

EX
LO

➤
➤ LINE

➤
1-2 SOL

➤
PRESSURE REG
2c #9 Ball Check Valve:

➤
1-2 SHIFT VALVE EX

PRND4
Reverse fluid unseats the #9 ball check valve to bypass SUCTION

➤
➤

REVERSE
TFP N.O. ON

➤
REV LO

➤
ALL

➤
PRND43
1-2 SIGNAL

➤
➤
orifice #16, flows into the reverse circuit and exhausts SWITCH

➤
SWITCHES

➤
LINE ➤

➤
N.O.
➤ REVERSE ➤ ➤ ➤
past the manual valve. PRND4
➤

➤
DRIVE
➤

➤
CONV FD
➤
➤ REV ➤ 2-3 SIGNAL
➤
➤

Note: Allowing fluid to bypass an orifice when exhausting

➤
DRIVE ➤ ACTUATOR FEED
ensures a quick release of the clutch or band. This prevents ➤ ➤ ➤ ➤

➤
EX PRND4

➤
PRN
➤

➤
19
➤

➤
REVERSE
the friction material from “dragging” and creating excess

➤
➤

➤
ACTUATOR FEED ➤
LINE

BOOST
4

ORIFICED EX

2-3 SIGNAL

2-3 SIGNAL
1d

➤
fluid temperatures or damaging the clutch or band.

➤
ORIFICED ACTUATOR FEED
➤
2-3 DRIVE
LINE (from Pump)

➤
5

1-2 SIGNAL
➤
2c

➤
➤
ACT FD LIMIT ➤

➤
PRND4

EX
Note: In Park, Reverse and Neutral the shift solenoids are

➤
EX

ACTUATOR FEED
EX

EX
TORQUE SIG

➤
2-3 SOL
shown in the First gear state. This is the normal operating
➤

➤ ➤ LINE 2-3 SHIFT VALVE ➤ ➤ EX ➤

➤
state when the vehicle is stationary or at low vehicle speeds. ➤

➤
➤
TORQUE SIGNAL
➤
TORQUE SIGNAL N.O. OFF

EX
PRN

FBA
4TH CL FD
➤

➤
However, the PCM will change the shift solenoid states ➤ 3RD CLUTCH FEED ➤
#9
➤

➤
depending on vehicle speed. For example, if Neutral range is

➤
➤
PRN PRN

➤
➤ ➤ ➤ ➤

➤
16

selected when the vehicle is operating in Second gear, the

➤
REVERSE
➤ ➤ ➤ ➤
➤
➤ ➤ ➤ ➤ ➤ ➤ ➤
shift solenoids will remain in a Second gear state. But with

SIGNAL
LINE 3RD/REVERSE

➤
➤
the manual valve in Neutral, line pressure is blocked, drive ➤
ACTUATOR FEED

➤ 3RD/REV ➤
➤

➤
FILTER

➤ TORQUE

1-2 SIG
fluid exhausts and the transmission will shift into Neutral.

REVERSE
➤
(302)
4TH CL FD 2b

3RD CL
FILTERED ACTR FD

➤
➤

➤
➤ PRN
PRESSURE

➤
➤
CONTROL 3-4 SHIFT
SOLENOID #11
COMPLETE HYDRAULIC CIRCUIT VALVE (320) 15

➤
EX
4TH CLUTCH ORIFICED EX EX
Page 80

54B Figure 51 55
 OVERDRIVE RANGE – FIRST GEAR OVERDRIVE RANGE – FIRST GEAR
SOLENOID OVERDRIVE MANUAL INTER. LOW LOW
1 2 3 5 7 6 4 FOURTH OVERRUN ROLLER FORWARD DIRECT 2-1 SPRAG INTER. ROLLER & REV
1-2 2-3 CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH BAND CLUTCH CLUTCH CLUTCH BAND
POWER FROM POWER OVERDRIVE FORWARD SUN GEAR LOW REACTION REACTION REAR
TORQUE TRANSFERS ROLLER CLUTCH (650) ROLLER CARRIER INTERNAL INTERNAL ON OFF HOLDING APPLIED * HOLDING
CONVERTER THROUGH CLUTCH APPLIED DRIVEN CLUTCH ASSEMBLY GEAR GEAR
(1) OVERDRIVE (512) (644) (651) DRIVEN (666) * HOLDING BUT NOT EFFECTIVE
PLANETARY HOLDING HOLDING HELD DRIVING
GEARSET In Overdrive Range D - First Gear, torque from the engine is
multiplied through the torque converter and transmission gear
sets to the vehicle’s drive shaft. The planetary gears operate in
reduction to achieve a First gear starting ratio of approximately
8 2.48:1.
➤ POWER TO
• The manual shaft (708) and manual valve (319) are in the

➤
DIFFERENTIAL
➤ ASSEMBLY Overdrive D position.

➤
➤
1 Power from Torque Converter

➤
➤ The overdrive carrier assembly (514) is driven by the turbine

➤
shaft (502), which is splined to the converter turbine.
➤ ➤ ➤ 2 Power Transfers Through the Overdrive Planetary
Gearset
Engine torque is transmitted from the torque converter turbine
to the forward clutch housing (602) in the same manner as
Park range - a 1:1 direct drive through the overdrive planetary
gear set.

3 Foward Clutch Applied

The forward clutch plates (610, 611) are applied and power
flow is directed to the forward clutch hub (613). The main
shaft (662) is splined to the forward clutch hub and transfers
FORWARD power flow to the rear internal gear (666).
FORWARD CLUTCH MAIN
CLUTCH HUB SHAFT
APPLIED (613) 4 Rear Internal Gear Driving
(662)
OVERDRIVE The output carrier pinion gears are in mesh with and driven
CARRIER by the rear internal gear.
ASSEMBLY
OVERRUN (514)
5 Sun Gear Driven
CLUTCH The sun gear (650) is in mesh with both the output and
HOUSING
(504) reaction carrier pinion gear sets. The output carrier pinion
gears drive the sun gear which in turn drives the reaction
TURBINE carrier pinion gears.
SHAFT
(502) 6 Reaction Internal Gear Driven
The reaction carrier pinion gears are in mesh with the internal
DIRECT gear of the output carrier assembly (661). The reaction pinion
CLUTCH
HUB gears attempt to rotate counterclockwise on their pins and
TURBINE (615) walk around the internal gear of the output carrier.
SHAFT
OVERDRIVE (502)
ROLLER 7 Low Roller Clutch Holding
CLUTCH The low roller clutch assembly (644), located between the
(512) reaction carrier and the center support (640) which is splined
HOLDING OUTPUT
REAR to the case, engages and holds the reaction carrier assembly
SHAFT
INTERNAL
ASSEMBLY from rotating counterclockwise.
GEAR
OUTPUT (671)
(666)
CARRIER DRIVING 8 Power to Differential Assembly
ASSEMBLY With the reaction carrier held, the reaction pinion gears
(661) drive the output carrier assembly and output shaft to achieve
LOW DRIVEN
SUN the First gear starting ratio of approximately 2.48:1.
ROLLER
GEAR
CLUTCH
(650)
(644) • When the throttle is released in Overdrive Range - First
CASE DRIVEN
HOLDING Gear, power from the vehicle wheels drives the transmission
(7)
components faster than engine torque is driving them. This
causes both the lo roller clutch and the overdrive roller clutch
to overrun and allow the vehicle to coast. See Manual First
(page 72A) for a description of power flow during coast
MAIN
SHAFT conditions in First gear.
(662)
As vehicle speed increases, less torque multiplication is needed
REACTION for maximum efficiency. Therefore, it is desirable to shift the
INTERNAL GEAR transmission to a lower gear ratio, or Second gear.
REACTION DRIVEN
CARRIER
CENTER ASSEMBLY
SUPPORT (651)
AND RACE HELD
ASSEMBLY
(640)

56 Figure 52 56A
 OVERDRIVE RANGE – FIRST GEAR OVERDRIVE RANGE – FIRST GEAR
SOLENOID OVERDRIVE MANUAL INTER. LOW LOW
FOURTH OVERRUN ROLLER FORWARD DIRECT 2-1 SPRAG INTER. ROLLER & REV
1-2 2-3 CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH BAND CLUTCH CLUTCH CLUTCH BAND
ON OFF HOLDING APPLIED * HOLDING FORWARD CLUTCH
* HOLDING BUT NOT EFFECTIVE ASSEMBLY
(602–616)
When the gear selector lever is moved to the Overdrive
Range D position from the Neutral (N) position the following
changes occur to shift the transmission into 2a
Overdrive Range - First Gear.
1 MANUAL VALVE:
➤
In the Overdrive position the manual valve routes line pressure

DRIVE
into the drive fluid circuit. The manual valve also blocks line
pressure from entering the PRN fluid circuit and opens the PRN
fluid circuit to exhaust.

➤
2 FORWARD CLUTCH APPLIES:
2a Forward Clutch Assembly:
Drive fluid is routed to the forward clutch piston to apply
the forward clutch plates and obtain a First gear ratio through
the transmission gear sets. 4TH CLUTCH 3RD CLUTCH

2ND CL

2ND CLUTCH
➤
2b Transmission Fluid Pressure (TFP) Manual Valve 3d EX
Position Switch:

➤
4TH 3RD
Drive fluid is routed to the TFP manual valve position switch ACCUMULATOR ACCUMULATOR

➤
to signal the powertrain control module (PCM) that the 4b

➤
2ND ACCUM

PRND43
21

transmission is in Overdrive Range D .

➤
REAR BAND APPLY

➤
➤

➤
MANUAL 2-1

FBA
3 SHIFT ACCUMULATION:

DRIVE
➤
BAND SERVO

4TH ACCUM
➤

➤
(55–60) 22
3a Accumulator Valve: #2

➤
➤
Drive fluid is also directed to the accumulator valve where LOW & REVERSE ➤ TORQUE SIGNAL 3RD ACCUM
➤
it is regulated into accumulator fluid pressure in response to

➤
➤ 14 BAND SERVO

➤
➤
torque signal fluid pressure and accumulator valve spring (61–74)

➤
➤
force. ACCUMULATOR
➤ ➤
➤
➤

➤
3b #5 Ball Check Valve: 4TH CLUTCH DRIVE DRIVE
➤ ➤
➤ ➤ ➤
➤ ➤ ➤ ➤ ➤
Accumulator fluid seats the #5 ball check valve, is forced

➤
ACTR FD ACCUMULATOR
➤
➤

DRIVE
➤ PRN ➤

TORQUE SIG
➤
through orifice #9 into the 3rd accumulator circuit and fills ➤

➤
1 6

➤
EX

➤
EX

➤
FILTERED ACTUATOR FEED
the 3rd accumulator with fluid.

ACCUM

ACCUM
➤
ORIFICED ACCUM

DRIVE
➤

➤
➤

➤
MANUAL VALVE

➤
➤
➤
3c #6 Ball Check Valve:

➤
#6 #5

ACTUATOR FEED
➤
PRN
Accumulator fluid seats the #6 ball check valve, is forced

PRND43

D 21
➤

LO
PRND4

PRND4
REVERSE

D321
ACCUM

LINE
FILTER

➤
➤
through orifice #8 into the 4th accumulator circuit and fills 3a

3RD ACCUM
4TH ACCUM
P RND (317)

LUBE
the 4th accumulator with fluid. D 8 9

DRIVE
AIR 2 LO

➤
BLEED 1 LUBE

REAR
3d Low and Reverse Band Servo (1-2 Accumulator): (210) PIPE 3c

➤
Accumulator fluid is also routed into the 2nd accumulator PRND43
➤ ➤
➤ ➤
(39) ➤

➤
circuit and acts on the 1-2 accumulator piston in the low and PRESSURE ➤ ➤
➤ FILTERED ACTUATOR FEED ➤

➤
reverse band servo. The low and reverse band servo functions TAP (24) ➤ ➤ 20
DRIVE

1-2 SIGNAL
➤
➤

➤
as an accumulator for 2nd clutch fluid to cushion the ➤ LINE ➤

PRND43

➤
ORIFICE CUP PLUG (236)
2b 2-3 DRIVE 4a 3b
intermediate clutch apply in Second gear.

LO

REV

REV
➤ LINE ➤ ACTR FD

➤
EX
Note: Some HYDRA-MATIC 4L80-E applications use a ball

PRESSURE REG

➤
➤

➤
1-2 SOL

PRND4
check valve (#2) in the case cavity between the accumulator

➤
SUCTION 1-2 SHIFT VALVE EX

TORQUE SIGNAL
➤
➤
REV ALL LO TFP
PRND43

➤
SWITCH N.O. ON
fluid circuit and the 2nd accumulator fluid circuit. Refer to the SWITCHES

➤
LINE ➤ N.O.
REVERSE 1-2 SIGNAL ➤

➤
➤

appropriate General Motors Service Manual for specific PRND4

➤
DRIVE
CONV FD
➤
REV 2-3 SIGNAL
➤
➤

➤
application.

➤
DRIVE ➤ ACTUATOR FEED
➤

➤ ➤ ➤ ➤
➤

➤
EX PRND4
PRN

4 FLUID PRESSURE DIRECTED IN PREPARATION

➤

➤
19
➤

➤
➤

➤
FOR A SHIFT: ACTUATOR FEED ➤
LINE

BOOST
4

ORIFICED EX

2-3 SIGNAL

2-3 SIGNAL
➤
➤
ORIFICED ACTUATOR FEED
➤
2-3 DRIVE
LINE (from Pump)

➤
4a 1-2 Shift Valve: 5

1-2 SIGNAL
➤
➤
➤

Drive fluid is routed to the 1-2 shift valve in preparation for REVERSE ACT FD LIMIT ➤
PRND4

EX
➤
EX
an upshift to second gear.

ACTUATOR FEED
EX

EX
TORQUE SIG

➤
2-3 SOL
➤

4b #21 and #22 Orifices:

➤ ➤ LINE 2-3 SHIFT VALVE ➤ ➤ EX ➤
➤

➤
➤
TORQUE SIGNAL
➤
N.O. OFF

EX
➤ PRN
The two orifices (#21 and #22) between the 2nd clutch

FBA
4TH CL FD

➤
3RD CLUTCH FEED
circuit and drive circuit allow drive fluid to bleed into the
➤

➤
2nd clutch circuit in First gear (when 2nd clutch fluid is not ➤ ➤ ➤ ➤ PRN ➤ ➤ ➤ ➤ ➤ PRN ➤ ➤ ➤

present). This prevents air from accumulating in the 2nd

➤
clutch fluid circuit through the orificed cup plug in the

SIGNAL
LINE ➤

➤
center support. However, the orifices do not allow enough 3 ➤
TCC SIGNAL

ORIFICED REG APPLY

➤
FILT 2-3 DR

ACTUATOR FEED

➤
pressure to build in the circuit to move the intermediate FILTER

➤ TORQUE

1-2 SIG
(302)
➤

clutch piston. Air in the circuit would create excess cushion FILTERED ACTR FD 4TH CL FD

➤
LINE

➤
when applying the intermediate clutch.
EX

➤
TCC (PWM) ➤ PRN ➤
SOLENOID PRESSURE
VALVE EX TCC REG CONTROL 3-4 SHIFT
(323) OFF SOLENOID
COMPLETE HYDRAULIC CIRCUIT VALVE (320) 15

➤
EX
REGULATED APPLY 4TH CLUTCH ORIFICED EX EX
Page 82

56B Figure 53 57
 OVERDRIVE RANGE – SECOND GEAR OVERDRIVE RANGE – SECOND GEAR
6 SOLENOID OVERDRIVE MANUAL INTER. LOW LOW
1 2 3 5 10 8 7 4 FOURTH OVERRUN ROLLER FORWARD DIRECT 2-1 SPRAG INTER. ROLLER & REV
POWER FROM POWER OVERDRIVE FORWARD INTERMEDIATE INTERMEDIATE LOW OUTPUT SUN REAR 1-2 2-3 CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH BAND CLUTCH CLUTCH CLUTCH BAND
TORQUE TRANSFERS ROLLER CLUTCH CLUTCH SPRAG ROLLER CARRIER GEAR INTERNAL OFF OFF HOLDING APPLIED HOLDING APPLIED HOLDING
CONVERTER THROUGH CLUTCH APPLIED APPLIED CLUTCH CLUTCH ASSEMBLY (650) GEAR
(1) OVERDRIVE (512) (624) (644) (661) HELD (666)
PLANETARY HOLDING HOLDING OVERRUNNING DRIVEN DRIVING
GEARSET As vehicle speed increases, input signals from the transmission
speed sensors (input and output), throttle position (TP) sensor,
and other vehicle sensors are sent to the powertrain control
module (PCM). The PCM processes this information to deter-
mine the precise moment to shift the transmission. In Second
➤ 9 gear, the planetary gear sets continue to operate in reduction at a

➤
POWER TO
gear ratio of approximately 1.48:1.
➤ DIFFERENTIAL
ASSEMBLY

➤
1 Power from Torque Converter

➤
➤ The overdrive carrier assembly (514) is driven by the turbine
shaft (502), which is splined to the converter turbine.

➤
➤ ➤ ➤ 2 Power Transfers Through the Overdrive Planetary
Gearset
Engine torque is transmitted from the torque converter turbine
to the forward clutch housing (602) in the same manner as
Park range - a 1:1 direct drive through the overdrive planetary
gear set.

3 Foward Clutch Applied

The forward clutch plates (610, 611) are applied and power
flow is directed to the forward clutch hub (613). The main
shaft (662) is splined to the forward clutch hub and transfers
FORWARD power flow to the rear internal gear (666).
FORWARD CLUTCH MAIN
CLUTCH HUB SHAFT
APPLIED 4 Rear Internal Gear Driving
(613) (662)
OVERDRIVE The output carrier pinion gears are in mesh with and driven
CARRIER by the rear internal gear.
ASSEMBLY
(514)
OVERRUN 5 Intermediate Clutch Applied
CLUTCH The intermediate clutch plates (631, 632) are applied and
HOUSING hold the intermediate sprag outer race.
(504)
6 Intermediate Sprag Clutch Holding
TURBINE
SHAFT
The intermediate sprag clutch (624), located between the
(502) direct clutch housing and intermediate sprag outer race (625),
engages. With the outer race held, the direct clutch housing
DIRECT and sun gear shaft are also held.
CLUTCH
HUB
TURBINE (615) 7 Sun Gear Held
SHAFT The sun gear (650) is splined to the sun gear shaft and is
OVERDRIVE (502)
ROLLER also held.
CLUTCH
(512) 8 Output Carrier Driven
HOLDING OUTPUT
SHAFT
The output carrier pinion gears walk around the stationary
REAR
INTERNAL ASSEMBLY sun gear. This drives the output carrier assembly (661) to
OUTPUT GEAR (671) achieve a Second gear ratio.
CARRIER (666)
ASSEMBLY DRIVING 9 Power to Differential Assembly
(661)
CASE
DRIVEN
The output carrier assembly is splined to the output shaft
(7) SUN
INTERMEDIATE GEAR (671), and power is delivered to the differential assembly.
CLUTCH (650)
APPLIED
INTERMEDIATE HELD 10 Low Roller Clutch Overruns
DIRECT SPRAG The output carrier also drives the reaction carrier pinion
CLUTCH CLUTCH
HOUSING
gears which, similar to the output carrier pinion gears, walk
(624)
623 HOLDING around the stationary sun gear. This drives the reaction carrier
HELD (651) clockwise and overruns the low roller clutch (644).
• In Overdrive Range - Second Gear, the intermediate sprag
MAIN clutch and overdrive roller clutch (512) overrun when the
SHAFT
(662) throttle is released to allow the vehicle to coast. See Manual
Second (page 70A) a for description of power flow during
coast conditions.
CENTER
SUPPORT As vehicle speed increases, less torque multiplication is needed
AND RACE to move the vehicle efficiently. Therefore, it is desirable to shift
INTERMEDIATE ASSEMBLY
SUN GEAR SPRAG CLUTCH the transmission to a lower gear ratio, or Third gear.
(640)
SHAFT OUTER RACE
(649) (625)
HELD HELD

58 Figure 54 58A
 OVERDRIVE RANGE – SECOND GEAR OVERDRIVE RANGE – SECOND GEAR
SOLENOID OVERDRIVE MANUAL INTER. LOW LOW
FOURTH OVERRUN ROLLER FORWARD DIRECT 2-1 SPRAG INTER. ROLLER & REV FORWARD CLUTCH INTERMEDIATE
1-2 2-3 CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH BAND CLUTCH CLUTCH CLUTCH BAND
ASSEMBLY CLUTCH ASSEMBLY
OFF OFF HOLDING APPLIED HOLDING APPLIED HOLDING
(602–616) & CENTER SUPPORT
(629–640)
As vehicle speed increases, the powertrain control module (PCM)
receives input signals from both the input and output speed sen-
sors, the throttle position (TP) sensor and other vehicle sensors to
determine the precise moment to de-energize or “turn OFF” the 1d
1-2 shift solenoid (SS) valve. The 1-2 SS valve is OFF when the
PCM eliminates the path to ground for that circuit.
1 INTERMEDIATE CLUTCH APPLIES ➤

1a 1-2 Shift Solenoid (SS) Valve:

DRIVE
The 1-2 SS valve and the 2-3 SS valve are de-energized,
allowing 1-2 signal and 2-3 signal fluids to exhaust and

➤
create low pressure in these circuits.
1b 1-2 Shift Valve:
Actuator feed fluid pressure and 1-2 shift valve spring force
move the 1-2 shift valve into the upshifted position. Drive ➤ ➤ ➤ 2ND CLUTCH ➤

fluid is routed through the 1-2 shift valve and into the 2-3

➤
1c

➤
drive fluid circuit. 4TH CLUTCH 3RD CLUTCH
2c

2ND CL

2ND CLUTCH

2ND CLUTCH
➤
1c #4 Ball Check Valve: 2a EX
2-3 drive fluid seats the #4 ball check valve, passes through

➤
4TH 3RD

➤
two orifices (#17 and #18) and enters the 2nd clutch fluid #4 ACCUMULATOR ACCUMULATOR

➤
#3

FRONT BAND APPLY

➤
circuit.

2-3 DRIVE
2ND ACCUM
➤

➤
PRND43
21

➤
1d Intermediate Clutch:

➤
18 17

➤
12

REAR BAND APPLY

2nd clutch fluid is directed to the intermediate clutch piston to

➤
➤

➤
MANUAL 2-1

FBA
➤

➤
DRIVE
BAND SERVO

➤
apply the intermediate clutch plates and achieve Second gear.

4TH ACCUM
➤

➤
(55–60) 22
#2

➤
➤
➤

➤
Note: The two orifices (#21 and #22) between the 2nd clutch circuit
and drive circuit allow drive fluid to bleed into the 2nd clutch circuit LOW & REVERSE ➤ TORQUE SIGNAL 3RD ACCUM
➤

➤
➤ 14 BAND SERVO
in First gear (when 2nd clutch fluid is not present). This prevents air ➤

➤
(61–74)

➤
➤
from accumulating in the 2nd clutch fluid circuit through the orificed ➤
ACCUMULATOR
➤ ➤
➤

cup plug in the center support. However, the orifices do not allow 7

➤
4TH CLUTCH DRIVE DRIVE
➤ ➤
➤ ➤ ➤
enough pressure to build in the circuit to move the intermediate

➤
➤ ➤

➤
ACTR FD ACCUMULATOR ➤

DRIVE
PRN
clutch piston. Air in the circuit would create excess cushion when

➤
D 21
➤

TORQUE SIG
➤
➤

➤
6

➤
EX

➤
EX
applying the intermediate clutch.

➤
FILTERED ACTUATOR FEED
➤

ACCUM

ACCUM
➤
ORIFICED ACCUM

DRIVE
➤

➤
➤

➤
MANUAL VALVE

➤
➤
2 SHIFT ACCUMULATION ➤

➤
#6 #5

➤
➤

ACTUATOR FEED
➤
PRND43
➤
2a Low and Reverse Band Servo (1-2 Accumulator):

LO
PRND4

PRND4
REVERSE

D321
ACCUM

LINE
FILTER

➤
➤
2b

3RD ACCUM
2nd clutch fluid is also sent to the 1-2 accumulator piston in

4TH ACCUM
(317)

➤
P RND

LUBE
the low and reverse band servo assembly. 2nd clutch fluid D 8 9

DRIVE
AIR 2

➤
BLEED 1
is forced against 2nd accumulator fluid pressure and 1-2

➤
LUBE

REAR
(210) PIPE

➤
accumulator piston spring force to cushion the apply of the ➤
PRND43
➤
➤
(39) ➤ ➤ ➤ ➤ ➤ LO ➤ ➤
➤

➤
intermediate clutch.

➤
➤ ➤
PRESSURE ➤ FILTERED ACTUATOR FEED ➤

LO
➤

➤
TAP (24) 20
2b Accumulator Valve: ➤ ➤

➤
DRIVE

1-2 SIGNAL
➤
1a

➤
2nd accumulator fluid is forced out of the low and reverse ➤ LINE ➤ ➤

PRND43

➤
ORIFICE CUP PLUG (236)
➤
2-3 DRIVE 1b

➤
band servo when 2nd clutch fluid pressure moves the 1-2

LO

REV

REV
➤ LINE ACTR FD
accumulator piston and compresses the 1-2 accumulator

FRONT BAND APPLY

➤

➤
➤
EX
PRESSURE REG

➤
➤

➤
1-2 SOL
piston spring. 2nd accumulator fluid flows into the

PRND4

➤
1-2 SHIFT VALVE

2-3 DRIVE
SUCTION ➤ ➤ EX ➤

TORQUE SIGNAL
➤
➤
accumulator and orificed accumulator fluid circuits. Orificed REV ALL LO TFP
PRND43

➤
SWITCHES SWITCH N.O. OFF

➤
accumulator fluid pressure and accumulator spring force LINE ➤ N.O.
REVERSE 1-2 SIGNAL ➤

➤
PRND4
regulate the accumulator valve against torque signal fluid

➤
DRIVE
CONV FD
➤
REV 2-3 SIGNAL
➤
➤

➤
pressure. This allows excess 2nd accumulator fluid to exhaust

➤
ACTUATOR FEED
➤

DRIVE ➤
➤

into the lo circuit and past the manual valve. ➤ ➤ ➤ ➤

➤
EX PRND4
2c Manual 2-1 Band Servo:
➤

➤
19
➤

➤
➤

➤
ACTUATOR FEED ➤
LINE

2-3 drive fluid is also routed through the 2-3 shift valve,

BOOST
4

ORIFICED EX

2-3 SIGNAL

2-3 SIGNAL
➤
➤

➤
ORIFICED ACTUATOR FEED
➤
2-3 DRIVE
LINE (from Pump)

which is in the downshifted position, and into the Front

➤
5

1-2 SIGNAL
➤
Band Apply (FBA) circuit. FBA fluid seats the #3 ball

➤
REVERSE ACT FD LIMIT ➤
PRND4

➤
EX
➤
check valve and is orificed to the apply side of the manual

EX

ACTUATOR FEED
EX

EX
TORQUE SIG

➤
2-3 SOL
➤

2-1 band servo piston. With PRND43 fluid pressure and ➤ ➤ LINE 2-3 SHIFT VALVE ➤ ➤ EX ➤

➤
spring force acting on the release side of the piston, the ➤
TORQUE SIGNAL
➤ ➤
N.O. OFF

EX
PRN

FBA
4TH CL FD
manual 2-1 band stays in the released position. FBA fluid

➤
FILTER 3RD CLUTCH FEED
➤

has no effect in Overdrive Range - Second Gear. (75)

➤

➤
FILTERED 2-3 DRIVE 2-3 DRIVE
➤ ➤ ➤

3 TORQUE CONVERTER CLUTCH RELEASED

➤
➤ ➤ FRONT BAND APPLY ➤ ➤

3a TCC (PWM) Solenoid Valve:

SIGNAL
LINE ➤
➤

2-3 drive fluid is also directed through the PWM solenoid 3 ➤

TCC SIGNAL

ORIFICED REG APPLY

➤
FILT 2-3 DR

ACTUATOR FEED

➤
FILTER
screen, into the filtered 2-3 drive circuit and to the TCC 3a

➤ TORQUE

1-2 SIG
(302)
➤

(PWM) solenoid valve. Figure 55 shows the TCC (PWM) FILTERED ACTR FD 4TH CL FD

➤
LINE

solenoid valve de-energized, thereby blocking filtered 2-3

EX

➤
TCC (PWM) PRN
SOLENOID PRESSURE
drive fluid from entering the TCC signal circuit at the VALVE EX ➤ ➤ ➤ ➤
TCC REG CONTROL 3-4 SHIFT
solenoid. This keeps the converter clutch in the released (323) OFF SOLENOID
VALVE (320) 15

➤
EX
position under normal operating conditions. (See Electrical REGULATED APPLY 4TH CLUTCH ORIFICED EX EX
Components section.)
COMPLETE HYDRAULIC CIRCUIT
58B Page 84 Figure 55 59
 OVERDRIVE RANGE – THIRD GEAR OVERDRIVE RANGE – THIRD GEAR
SOLENOID OVERDRIVE MANUAL INTER. LOW LOW
1 2 3 5 9 9a 10 7 6 4 FOURTH OVERRUN ROLLER FORWARD DIRECT 2-1 SPRAG INTER. ROLLER & REV
1-2 2-3
POWER FROM POWER OVERDRIVE FORWARD DIRECT INTERMEDIATE INTERMEDIATE LOW OUTPUT SUN REAR CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH BAND CLUTCH CLUTCH CLUTCH BAND
TORQUE TRANSFERS ROLLER CLUTCH CLUTCH CLUTCH SPRAG ROLLER CARRIER GEAR INTERNAL OFF ON HOLDING APPLIED APPLIED OVERRUN APPLIED HOLDING
CONVERTER THROUGH CLUTCH APPLIED APPLIED APPLIED CLUTCH CLUTCH ASSEMBLY (650) GEAR
(1) OVERDRIVE (512) (624) (644) (661) DRIVING (666)
PLANETARY HOLDING OVERRUNNING OVERRUNNING DRIVEN DRIVING As vehicle speed increases further, input signals from both trans-
GEARSET mission speed sensors (input and output), throttle position (TP)
sensor, and other vehicle sensors are sent to the PCM. The PCM
uses this information to determine the precise moment to shift
the transmission into Third gear. In Third gear, all three plan-
etary gear sets rotate at the same speed, providing a 1:1 direct
➤

➤
8

➤
drive gear ratio between the converter turbine and output shaft.

➤
➤
POWER TO
➤ DIFFERENTIAL
ASSEMBLY 1 Power from Torque Converter

➤
The overdrive carrier assembly (514) is driven by the turbine

➤
➤
➤ shaft (502), which is splined to the converter turbine.
➤

➤
2 Power Transfers Through the Overdrive Planetary
➤ ➤ ➤ Gearset
Engine torque is transmitted from the torque converter turbine
to the forward clutch housing (602) in the same manner as
Park range - a 1:1 direct drive through the overdrive planetary
gear set.
3 Forward Clutch Applied
The forward clutch plates (610, 611) are applied and power
flow is directed to the forward clutch hub (613). The main
shaft (662) is splined to the forward clutch hub and transfers
power flow to the rear internal gear (666).
FORWARD 4 Rear Internal Gear Driving
FORWARD CLUTCH MAIN The output carrier pinion gears are in mesh with and driven
CLUTCH HUB SHAFT by the rear internal gear.
APPLIED (613) (662)
OVERDRIVE 5 Direct Clutch Applied
CARRIER The direct clutch plates are applied and engine torque is
ASSEMBLY
(514) transferred from the forward clutch housing to the direct
OVERRUN clutch housing (623).
CLUTCH
HOUSING 6 Sun Gear Driving
(504)
The sun gear shaft (649), splined to both the direct clutch
housing and sun gear (650), transfers power flow to the sun
TURBINE
SHAFT
gear.
(502)
7 Output Carrier Driven
DIRECT With the sun gear and rear internal gear both turning at
CLUTCH
HUB converter turbine speed, the output carrier pinion gears are
TURBINE (615) locked and force the output carrier assembly to rotate at the
SHAFT same speed.
OVERDRIVE (502)
ROLLER 8 Power to Differential Assembly
CLUTCH The output shaft assembly (671) is connected to the output
(512)
HOLDING OUTPUT carrier and provides the power output to the vehicle drive
REAR shaft to obtain a 1:1 direct drive gear ratio through the
INTERNAL SHAFT
GEAR ASSEMBLY transmission gear sets.
OUTPUT (666) (671)
CARRIER DRIVING
ASSEMBLY 9 Intermediate Clutch Applied
(661) The intermediate clutch plates (631, 632) are applied and
CASE DRIVEN hold the intermediate sprag outer race (625) stationary to
(7) SUN
INTERMEDIATE GEAR the case.
CLUTCH (650)
INTERMEDIATE APPLIED DRIVING 9a Intermediate Sprag Clutch Overruns
SPRAG With the direct clutch housing rotating clockwise, the
DIRECT CLUTCH intermediate sprag clutch (624) overruns and does not
CLUTCH (624) affect power flow.
APPLIED OVERRUNNING
10 Low Roller Clutch Overruns
MAIN The reaction carrier pinion gears are also locked between
SHAFT the output carrier and sun gear which are both driving at
(662) converter turbine speed. This drives the reaction carrier
assembly in a clockwise direction, causing the low roller
clutch (644) to overrun.
CENTER
SUPPORT • In Overdrive Range - Third Gear the overdrive roller clutch
AND RACE (512) overruns when the throttle is released to allow the
INTERMEDIATE ASSEMBLY vehicle to coast. See Manual Third (page 66A) for a descrip-
SUN GEAR SPRAG CLUTCH (640)
SHAFT OUTER RACE tion of power flow during coast conditions.
(649) (625)
HELD As vehicle speed increases, less torque multiplication is re-
quired to operate the engine efficiently. Therefore, it is desirable
to shift to an overdrive gear ratio, or Fourth gear.
60 Figure 56 60A
 OVERDRIVE RANGE – THIRD GEAR OVERDRIVE RANGE – THIRD GEAR
SOLENOID OVERDRIVE MANUAL INTER. LOW LOW
FOURTH OVERRUN ROLLER FORWARD DIRECT 2-1 SPRAG INTER. ROLLER & REV FORWARD CLUTCH DIRECT CLUTCH INTERMEDIATE
1-2 2-3 CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH BAND CLUTCH CLUTCH CLUTCH BAND
ASSEMBLY ASSEMBLY CLUTCH ASSEMBLY
OFF ON HOLDING APPLIED APPLIED OVERRUN APPLIED HOLDING
(602–616) (616–623) & CENTER SUPPORT
(629–640)
As vehicle speed increases, the PCM receives input signals
from both speed sensors, the TP sensor and other vehicle sen- 1
sors to determine the precise moment to energize or “turn ON”
the 2-3 shift solenoid (SS) valve. The 2-3 solenoid is ON when
the PCM provides a path to ground for that electrical circuit.
This prevents 2-3 signal fluid from exhausting at the 2-3 SS
valve, thereby increasing 2-3 signal fluid pressure. ➤

3RD/REVERSE
➤

DRIVE
1 DIRECT CLUTCH APPLIES
➤ ➤
1a 2-3 Shift Solenoid (SS) Valve Eneergized:

3RD/REVERSE
High 2-3 signal fluid pressure (dark blue) overcomes the
force from actuator feed fluid and the 2-3 shift valve return
spring (309) and moves the 2-3 shift valve (312) to the
upshifted position. ➤ ➤ ➤ 2ND CLUTCH ➤

➤
➤ ➤
1b 2-3 Shift Valve:

➤
➤
4TH CLUTCH 3RD CLUTCH
➤
2-3 drive fluid is routed through the 2-3 shift valve and 3

2ND CL

2ND CLUTCH

2ND CLUTCH
enters the 3rd clutch feed circuit.

➤
➤
➤
EX
1c #8 Ball Check Valve:

➤
4TH 3RD

3RD/REVERSE
#4

➤
ACCUMULATOR

➤
ACCUMULATOR
3rd clutch feed fluid seats the #8 ball check valve, flows

➤
#3

FRONT BAND APPLY

➤
➤

2-3 DRIVE
2ND ACCUM

➤
PRND43
21
through an orifice and enters the 3rd clutch circuit.
2a

➤
18 17

➤
12
1d #11 Ball Check Valve:

REAR BAND APPLY

➤

➤
MANUAL 2-1

FBA

➤
DRIVE
➤
3rd clutch fluid seats the #11 ball check valve against the BAND SERVO

4TH ACCUM
➤
(55–60)

➤
22

➤
reverse circuit and enters the 3rd/reverse circuit. 3rd/reverse #2

➤
➤

➤
➤
fluid is directed to the inner area of the direct clutch piston

➤
LOW & REVERSE ➤ TORQUE SIGNAL
3RD ACCUM
➤
(619) where it applies the direct clutch plates (611, 618) to

➤
➤ 14 BAND SERVO ➤
obtain Third gear.

➤
(61–74)

➤
➤
➤
ACCUMULATOR
➤ ➤
➤
➤

➤
2 SHIFT ACCUMULATION

3RD CLUTCH
4TH CLUTCH DRIVE DRIVE
➤ ➤
➤ ➤ ➤

➤
2a 3rd Accumulator:

➤
ACTR FD ACCUMULATOR
➤ ➤
➤

DRIVE
PRN

➤
➤

D 21
3rd clutch fluid is directed to the 3rd accumulator piston

TORQUE SIG
➤

➤
6

➤
EX

➤
EX
(405). The piston is forced against 3rd accumulator fluid

FILTERED ACTUATOR FEED

➤
➤

ACCUM

ACCUM
➤
ORIFICED ACCUM

DRIVE
➤

➤
➤

➤
pressure and 3rd clutch accumulator spring (50) force to MANUAL VALVE

➤
➤
➤

➤
➤
cushion the apply of the direct clutch plates. #6 #5

➤
➤

ACTUATOR FEED
➤
PRND43

➤
➤

LO
PRND4

PRND4
REVERSE

D321
ACCUM

LINE
FILTER

➤
➤
2b # 5 Ball Check Valve: 2c

3RD ACCUM
4TH ACCUM
(317)

➤
P RND

LUBE
3rd accumulator fluid is forced out of the 3rd accumulator D 8 9

DRIVE
➤
AIR 2

➤
➤
when 3rd clutch fluid pressure moves the piston and BLEED 1

➤
LUBE

REAR
(210) PIPE

➤
compresses the spring. 3rd accumulator fluid unseats the #5

➤
PRND43
➤ ➤
➤
(39) ➤ ➤ ➤ ➤ ➤ LO ➤ ➤
➤

➤
ball check valve and enters the accumulator fluid circuit.

➤
➤

➤
➤
PRESSURE ➤ FILTERED ACTUATOR FEED ➤

LO
➤
TAP (24) ➤ ➤ 20
2c Accumulator Valve:

➤
DRIVE

1-2 SIGNAL
➤

➤
➤ LINE ➤ ➤

PRND43

➤
Accumulator fluid flows through orifice #6 and enters the ORIFICE CUP PLUG (236)
➤
2-3 DRIVE 2b

➤
➤
orificed accumulator circuit. Orificed accumulator fluid

LO

REV

REV
➤ LINE

3RD/REVERSE
ACTR FD

FRONT BAND APPLY

➤
pressure and spring force regulate the accumulator valve

➤
➤
EX
PRESSURE REG

➤
➤

➤
1-2 SOL
against torque signal fluid pressure to exhaust excess

PRND4

➤
1-2 SHIFT VALVE

2-3 DRIVE
SUCTION ➤ ➤ EX ➤

TORQUE SIGNAL
➤
➤
TFP

➤
accumulator fluid through the valve, into the lo fluid circuit REV ALL
PRND43
LO

➤
SWITCHES SWITCH N.O. OFF

➤
and past the manual valve. LINE ➤ N.O.
REVERSE 1-2 SIGNAL ➤

➤
PRND4

➤
DRIVE
CONV FD
➤
REV 2-3 SIGNAL
➤
➤

➤
3 MANUAL 2-1 BAND SERVO RELEASES

➤
➤
➤

DRIVE ➤ ACTUATOR FEED

➤

3a 2-3 Shift Valve: ➤ ➤ ➤ ➤

➤
EX PRND4
Front Band Apply (FBA) fluid is open to an exhaust port at
➤

➤
19
➤

➤
➤

➤
the 2-3 shift valve, allowing FBA fluid to exhaust from the ACTUATOR FEED ➤
LINE

BOOST
4

ORIFICED EX
➤

2-3 SIGNAL

2-3 SIGNAL
1a

➤
➤
front servo assembly, thus releasing the manual 2-1 band.

3RD CLUTCH
ORIFICED ACTUATOR FEED
➤
2-3 DRIVE
LINE (from Pump)

➤
5

1-2 SIGNAL
➤
➤
REVERSE ACT FD LIMIT ➤
PRND4
4 TORQUE CONVERTER CLUTCH RELEASED

➤
EX
➤
EX

ACTUATOR FEED
EX

EX
➤

TORQUE SIG

➤
2-3 SOL
4a TCC (PWM) Solenoid Valve:
➤

➤
➤ ➤ LINE 2-3 SHIFT VALVE EX

➤
Filtered 2-3 drive fluid is still available at the TCC (PWM)

➤ EX ➤
➤

➤
➤
TORQUE SIGNAL
➤
N.O. ON

PRN

FBA
solenoid valve. However, under normal operating conditions

4TH CL FD

➤
➤
FILTER
➤

3RD CLUTCH FEED

➤
the PCM keeps the pulse width modulated (PWM) solenoid 1c

➤
(75) #8

➤
➤

➤
de-energized. Filtered 2-3 drive fluid exhausts through the ➤
FILTERED 2-3 DRIVE
➤
2-3 DRIVE
➤ 1b 11

3a

➤
solenoid, thereby keeping the torque converter clutch

➤
➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤
FRONT BAND APPLY ➤

➤
released.

SIGNAL
3RD/REVERSE
➤ ➤
LINE ➤
➤

3 ➤

➤
TCC SIGNAL

ORIFICED REG APPLY

➤
FILT 2-3 DR

➤
ACTUATOR FEED

➤
5 PREPERATION FOR SHIFT TO FOURTH GEAR: 4a FILTER

3RD/REV
➤ TORQUE

1-2 SIG

REVERSE
(302)
➤

4TH CL FD

3RD CL
• PRND4 fluid is also routed through the upshifted 2-3 shift FILTERED ACTR FD

➤
LINE

➤
EX

➤
valve. This fluid enters the 4th clutch feed circuit and is TCC (PWM) PRN
SOLENOID PRESSURE
directed to the downshifted 3-4 shift valve (308) in prepara- VALVE EX
(323)
➤ ➤ ➤ ➤
TCC REG CONTROL
SOLENOID
3-4 SHIFT ➤
#11
OFF
tion for a shift to 4th gear. VALVE (320) 15

➤
EX
REGULATED APPLY 4TH CLUTCH ORIFICED EX EX 1d
COMPLETE HYDRAULIC CIRCUIT
60B Page 86 Figure 57 61
 OVERDRIVE RANGE – FOURTH GEAR OVERDRIVE RANGE – FOURTH GEAR
6 4 5 3 SOLENOID OVERDRIVE MANUAL INTER. LOW LOW
1 2 FOURTH OVERRUN ROLLER FORWARD DIRECT 2-1 SPRAG INTER. ROLLER & REV
POWER FROM FOURTH OVERDRIVE OVERDRIVE OVERDRIVE OVERDRIVE FORWARD DIRECT INTERMEDIATE INTERMEDIATE LOW 1-2 2-3 CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH BAND CLUTCH CLUTCH CLUTCH BAND
TORQUE CLUTCH ROLLER CARRIER INTERNAL SUN CLUTCH CLUTCH CLUTCH SPRAG ROLLER
ON ON APPLIED OVERRUN APPLIED APPLIED OVERRUN APPLIED HOLDING
CONVERTER APPLIED CLUTCH ASSEMBLY GEAR GEAR APPLIED APPLIED APPLIED CLUTCH CLUTCH
(1) (512) (514) DRIVEN HELD (624) (644)
OVERRUNNING DRIVING OVERRUNNING OVERRUNNING To maximize engine performance and fuel economy, a Fourth
gear (Overdrive) is used to achieve an approximate ratio of
.75:1 through the transmission gear sets to the vehicle drive
shaft. This allows the vehicle to maintain a given road speed
with less engine output speed.
➤

➤
POWER TO • The converter clutch is applied and converter turbine speed

➤
➤
➤ DIFFERENTIAL
ASSEMBLY equals engine speed (see torque converter, page 12).
1 Power from Torque Converter

➤
The overdrive carrier assembly (514) is driven by the turbine

➤
➤
shaft (502), which is splined to the converter turbine.
➤ ➤

➤
2 Fourth Clutch Applied
➤ ➤ ➤ The 4th clutch plates (525, 526) are splined to the 4th clutch
housing (529) and overrun clutch housing (504). The 4th
clutch housing is held stationary to the transmission case by
the 4th clutch feed bolt (26). The 4th clutch plates are applied
and hold the overrun clutch housing stationary.
3 Overdrive Sun Gear Held
The sun gear in the overdrive planetary gear set is part of
the overrun clutch housing assembly and is also held
stationary.
4 Overdrive Carrier Assembly Driving
FORWARD
Engine torque is transferred through the turbine shaft to the
OVERDRIVE FORWARD CLUTCH MAIN overdrive carrier assembly (514). As the overdrive carrier
INTERNAL CLUTCH HUB SHAFT assembly rotates clockwise, the overdrive carrier pinion gears
OVERDRIVE GEAR APPLIED (613) (662)
CARRIER DRIVEN
rotate on their pins as they walk around the stationary
OVERDRIVE ASSEMBLY overdrive sun gear.
SUN (514)
OVERRUN GEAR 5 Overdrive Internal Gear Driven
4TH CLUTCH CLUTCH DRIVING
HELD The overdrive carrier pinion gears are also in mesh with the
4TH HOUSING HOUSING
CLUTCH (529) (504) overdrive internal gear which is part of the forward clutch
APPLIED housing (602). The gear ratio through the overdrive planetary
gearset is approximately .75:1.
6 Overdrive Roller Clutch Overruns
With the overdrive carrier rotating around the stationary
TURBINE
overrun clutch housing, the overdrive roller clutch (512)
DIRECT
SHAFT CLUTCH overruns.
(502) HUB
TURBINE (615) • Power flow from the forward clutch housing to the output
SHAFT shaft (671) is the same as Overdrive Range - Third Gear.
OVERDRIVE (502)
ROLLER Refer to page 60A for a description of this power flow.
CLUTCH
(512) • With power flow between the forward clutch housing and the
OVERRUNNING OUTPUT output shaft a 1:1 direct drive ratio, the overall transmission
REAR SHAFT gear ratio is .75:1.
4TH CLUTCH INTERNAL ASSEMBLY
FEED BOLT OUTPUT GEAR (671)
CARRIER (666)
When the throttle is released in Overdrive Range - Fourth Gear,
CASE (26)
ASSEMBLY the vehicle is not allowed to coast. This is due to the 4th clutch
(7)
CASE (661) plates holding the overrun clutch housing and sun gear station-
INTERMEDIATE (7) ary. With power flow driving from the vehicle drive shaft, the
SUN
CLUTCH
GEAR forward clutch housing attempts to drive the overdrive carrier
APPLIED pinions and overdrive carrier assembly faster than engine speed
INTERMEDIATE (650)
SPRAG drives the turbine shaft. However, the turbine shaft and over-
DIRECT CLUTCH
CLUTCH (624)
drive carrier are splined together and must turn at the same
APPLIED OVERRUNNING speed.
Because neither the roller clutches nor the sprag is used in
driving the vehicle during acceleration, there are no elements to
MAIN
SHAFT
overrun to allow the vehicle to coast in Fourth gear. Therefore,
(662) engine compression slows the vehicle when the throttle is re-
leased until the transmission downshifts into Overdrive Range -
CENTER
Third Gear. In Third gear, the overdrive roller clutch is used as a
SUPPORT driving member and will overrun when the throttle is released to
AND RACE allow the vehicle to coast.
INTERMEDIATE ASSEMBLY
SUN GEAR SPRAG CLUTCH However, due to the gear ratio in Overdrive, engine compres-
(640)
SHAFT OUTER RACE
(649) (625)
sion braking is not as noticeable by the driver as it is in the
HELD Manual gear ranges.

62 Figure 58 62A
 OVERDRIVE RANGE – FOURTH GEAR OVERDRIVE RANGE – FOURTH GEAR
(Torque Converter Clutch Released)
4TH CLUTCH FORWARD CLUTCH DIRECT CLUTCH INTERMEDIATE
SOLENOID OVERDRIVE MANUAL INTER. LOW LOW ASSEMBLY ASSEMBLY ASSEMBLY CLUTCH ASSEMBLY
FOURTH OVERRUN ROLLER FORWARD DIRECT 2-1 SPRAG INTER. ROLLER & REV
1-2 2-3 CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH BAND CLUTCH CLUTCH CLUTCH BAND
(523–533) (602–616) (616–623) & CENTER SUPPORT
(629–640)
ON ON APPLIED OVERRUN APPLIED APPLIED OVERRUN APPLIED HOLDING

Overdrive Range - Fourth Gear is used to maximize engine

efficiency and fuel economy under most normal driving condi-
tions. In order to shift the transmission into Fourth gear, the
PCM receives input signals from both speed sensors, the TP
sensor and other vehicle sensors to determine the precise mo-
ment to energize or “turn ON” the 1-2 shift solenoid (SS) valve. ➤

The 1-2 SS valve is ON when the PCM provides a path to 3RD/REVERSE

➤

DRIVE
ground for that electrical circuit. This prevents 1-2 signal fluid ➤ ➤

from exhausting at the 1-2 SS valve, thereby increasing 1-2

3RD/REVERSE
signal fluid pressure.

1 4TH CLUTCH APPLIED

1a 1-2 Shift Valve: ➤ ➤ ➤ 2ND CLUTCH ➤

➤
➤ ➤
High 1-2 signal fluid pressure is not great enough to

➤
➤
1

➤
➤
4TH CLUTCH 4TH CLUTCH 3RD CLUTCH
➤
➤ ➤ ➤ ➤ ➤
overcome the force from high 2-3 signal fluid pressure,

2ND CL

2ND CLUTCH

2ND CLUTCH
actuator feed fluid pressure and spring force at the 1-2 shift 2a

➤
4TH CLUTCH

➤
valve (314). Therefore, the 1-2 shift valve stays in the EX

➤
4TH 3RD

3RD/REVERSE
upshifted position. #4 ACCUMULATOR ACCUMULATOR

➤
➤

2-3 DRIVE
2ND ACCUM

➤
21
1b 3-4 Shift Valve:

➤
➤

➤
1-2 signal fluid pressure force at the 3-4 shift valve (308) 18 17

➤
REAR BAND APPLY
➤

➤
overcomes the force from actuator feed fluid pressure and

➤
DRIVE
➤

➤
the return spring to move the valve to the upshifted position.

4TH ACCUM
➤
22

➤
#2

➤
4th clutch feed fluid from the 2-3 shift valve flows through

➤
the 3-4 shift valve and enters the 4th clutch circuit. LOW & REVERSE ➤ TORQUE SIGNAL
3RD ACCUM
➤

➤
14 BAND SERVO ➤

➤
(61–74)

➤
1c #10 Ball Check Valve:

➤
ACCUMULATOR
➤ ➤
➤
➤

➤
4th clutch fluid seats the #10 ball check valve and is routed 7

3RD CLUTCH
4TH CLUTCH DRIVE DRIVE
➤ ➤
through orifice #10. 4th clutch fluid is then directed to the ➤ ➤ ➤ ➤

➤
➤
4th clutch piston (528) to apply the 4th clutch plates (525,

➤
ACTR FD ACCUMULATOR
➤
➤

DRIVE
PRN

➤
D 21
➤

TORQUE SIG
526) and obtain Fourth gear. ➤

➤
6

EX
EX

ACCUM ➤
FILTERED ACTUATOR FEED

➤
➤

ACCUM
➤
ORIFICED ACCUM

DRIVE
➤

➤
➤
MANUAL VALVE

➤
Note: Orifice #7 between the 4th clutch circuit and drive circuit

➤
➤

➤
#6 #5

➤
allows drive fluid to bleed into the 4th clutch circuit in all other

ACTUATOR FEED
➤

➤
PRND43
➤

LO
PRND4

PRND4
REVERSE

D321
ACCUM

LINE
FILTER

➤
gear ranges when 4th clutch fluid is not present. This prevents

➤
2c

3RD ACCUM
4TH ACCUM
(317)

➤
➤
P RND

LUBE

➤
air from accumulating in the 4th clutch circuit through the D 8 9

DRIVE
AIR 2

➤
orifice cup plug (530) in the 4th clutch housing (529). How- 1

➤
BLEED

➤
LUBE

REAR
ever, the orifice does not allow enough pressure to build in the (210) PIPE 2b

➤
PRND43
➤
➤ ➤
(39) ➤ ➤ ➤ ➤ ➤ LO ➤ ➤

➤
circuit to move the 4th clutch piston. Air in the circuit would

➤
➤ ➤
PRESSURE ➤ FILTERED ACTUATOR FEED ➤

LO
create excess cushion when applying the 4th clutch.

➤
TAP (24) ➤ ➤ 20

➤
DRIVE

1-2 SIGNAL
➤

➤
➤ LINE ➤ ➤

PRND43

➤
2-3 DRIVE
➤
2 2-3 SHIFT ACCUMULATION ORIFICE CUP PLUG (236)

LO

REV

REV
2a 4th Accumulator: ➤ LINE

3RD/REVERSE
➤ ACTR FD

➤
➤
EX
PRESSURE REG

➤
➤

➤
4th clutch fluid is also directed to the 4th accumulator piston. 1-2 SOL

PRND4

➤
1-2 SHIFT VALVE

2-3 DRIVE
SUCTION EX

TORQUE SIGNAL
The 4th accumulator piston is forced against 4th accumulator

➤
➤
TFP

➤
REV LO

4TH CLUTCH
ALL
PRND43

➤
SWITCHES SWITCH N.O. ON
fluid pressure and 4th accumulator spring force to cushion

➤
LINE ➤ N.O.
REVERSE 1-2 SIGNAL ➤

➤
the apply of the 4th clutch plates. 4th accumulator fluid is PRND4

➤
DRIVE
CONV FD
➤
REV 2-3 SIGNAL
➤
➤

➤
➤
forced out of the 4th accumulator when 4th clutch fluid

➤
DRIVE ➤ ACTUATOR FEED
➤
pressure moves the piston and compresses the spring. ➤ ➤
1a
➤ ➤

➤
EX PRND4
➤

➤
19
➤

2b #6 Ball Check Valve:

➤
ACTUATOR FEED ➤
LINE

BOOST
4
4th accumulator fluid unseats the #6 ball check valve and

ORIFICED EX

2-3 SIGNAL

2-3 SIGNAL
➤
➤

3RD CLUTCH
ORIFICED ACTUATOR FEED
➤
2-3 DRIVE
LINE (from Pump)

➤
enters the accumulator fluid circuit. 5

1-2 SIGNAL
➤

➤
➤
REVERSE ACT FD LIMIT ➤
PRND4

➤
EX
2c Accumulator Valve:

➤
EX

ACTUATOR FEED
EX

EX
TORQUE SIG

➤
2-3 SOL
Accumulator fluid passes through orifice #6 and enters the
➤

➤
➤ ➤ LINE 2-3 SHIFT VALVE EX

➤
orificed accumulator circuit. Orificed accumulator fluid

➤
➤
➤
TORQUE SIGNAL
➤
N.O. ON

EX
FBA
PRN
pressure and spring force regulate the accumulator valve

4TH CL FD

➤
FILTER 3RD CLUTCH FEED

➤
against torque signal fluid pressure. This action exhausts

➤
(75) #8
➤

➤
excess accumulator fluid through the valve, into the lo fluid ➤
FILTERED 2-3 DRIVE
➤
2-3 DRIVE
➤
11
1c 1b

➤
circuit and past the manual valve. ➤ ➤
4TH CLUTCH
➤ ➤
➤

➤
SIGNAL
3RD/REV
➤ ➤
LINE ➤
➤

3 TORQUE CONVERTER CLUTCH RELEASED 3

➤
➤
TCC SIGNAL

ORIFICED REG APPLY

➤
FILT 2-3 DR

➤
ACTUATOR FEED

➤
FILTER
3a

3RD/REV
3a TCC (PWM) Solenoid Valve:

➤ TORQUE

1-2 SIG

REVERSE
(302)
➤

4TH CL FD

3RD CL
FILTERED ACTR FD

➤
LINE

Figure 61 shows the TCC (PWM) solenoid valve de-energized #10

4TH CL
➤

➤
EX

➤
by the PCM. The TCC (PWM) solenoid valve regulates TCC (PWM) PRN

➤
SOLENOID PRESSURE
filtered 2-3 drive fluid into the TCC signal circuit. Refer to VALVE EX ➤ ➤ ➤ ➤
TCC REG CONTROL 10 3-4 SHIFT ➤
(323) OFF SOLENOID #11
pages 64 and 65 for a detailed description of TCC Apply.

➤
VALVE (320)

➤
15

➤
EX
REGULATED APPLY 4TH CLUTCH ORIFICED EX EX
➤

COMPLETE HYDRAULIC CIRCUIT

62B Page 88 Figure 59 63
 OVERDRIVE RANGE – FOURTH GEAR OVERDRIVE RANGE – FOURTH GEAR
(Torque Converter Clutch from Released to Applied)
(Torque Converter Clutch from Released to Applied)
EX When the powertrain control module (PCM) determines that the

TCC ENABL
engine and transmission are operating properly to engage the

➤
➤EX ➤

PERCENT DUTY CYCLE

100%
TORQUE ➤ ➤ TCC ENABLE ➤ torque converter clutch (TCC), the PCM energizes the TCC
➤
CONVERTER 75 STAGE REG CONV FEED (PWM) solenoid valve. The following events occur in order to

➤
(1)
➤
1
➤ apply the torque converter clutch:
50 TCC TCC SIGNAL

CONV CLUTCH SHIFT

➤
TCC ENABLE
➤

A
APPLY ➤ ➤ FRONT LUBE ➤ OFF At this time the Torque Converter Clutch is

➤
FLUID 24
25

REG CONV FD
➤
considered to be disengaged (OFF), 0% duty cycle.
➤
TCC ENABLE

➤
➤ ➤

CONVERTER FEED
PRESSURE
S TIME RELEASE ➤

➤
0 ➤
➤
TCC APPLY & RELEASE
➤
EX
PCM decision to apply TCC (see page 44, in the Electrical

➤
Components section, for more information).

APPLY/RETURN

CONV LIMIT
TCC SIGNAL
➤ ➤ ➤ COOLER
➤

➤
➤ ➤ ➤
APPLY/RETURN EX

➤
➤

RELEASE

➤
➤
LO
PRND43 ➤
CONV FD Stage 1 The PCM pulses the TCC (PWM) solenoid valve

REG APPLY
➤
to approximately 30% duty cycle from point S to point A.

➤
➤ ➤ REG CONV FD
➤
TFP Filtered 2-3 drive fluid at the TCC (PWM) solenoid is “pulsed”

DRIVE
REV ALL LO

➤
PRND43
SWITCHES SWITCH
into the TCC signal fluid circuit. The TCC signal fluid pressure

➤
N.O.
➤ 3
PRND4 ➤
DRIVE ORIFICED REG APPLY at point A is strong enough to move the converter clutch shift
REV

➤
➤
PRND4
REGULATED APPLY valve and the TCC enable valve against their springs. With
the converter clutch shift valve in the apply position, Release

➤
TCC (PWM)
APPLY/RETURN
SOLENOID fluid can exhaust through the TCC enable valve. This stage
STAGE 1 VALVE EX
(323) ON
TCC REG
is designed to move the converter clutch shift valve from the

EX
(S - A)

➤
released to the applied position; there is not enough pressure

➤
➤ ➤ RELEASE ➤ FILTERED 2-3 DRIVE LINE
to apply the TCC.

TCC ENABL
EX
Stage 2 The TCC (PWM) solenoid valve duty cycle is

➤
➤EX ➤
➤
ramped up from point A to point B to approximately 60%.

PERCENT DUTY CYCLE

100%
TORQUE STAGE
➤ ➤ ➤ ➤ TCC ENABLE ➤
CONVERTER 2
➤
REG CONV FEED TCC signal fluid pressure is now strong enough to move the
75

➤
(1)
➤

B ➤
TCC regulator apply valve against spring force. Line pressure
TCC SIGNAL from the pump enters the regulated apply circuit at the TCC

CONV CLUTCH SHIFT

50
➤

TCC TCC ENABLE

➤ ➤
➤ ➤ FRONT LUBE ➤ regulator apply valve. Regulated apply fluid is routed to the
APPLY

➤
A

➤
24
25

REG CONV FD
➤

FLUID TCC ENABLE converter clutch shift valve into the apply/return circuit. The

➤
➤ ➤

CONVERTER FEED
PRESSURE TIME ➤ RELEASE ➤
S pressure value in the regulated apply circuit should now be
➤

0 ➤
➤ ➤
➤
TCC APPLY & RELEASE EX high enough to fully apply the TCC pressure plate. Slip

➤
APPLY/RETURN

CONV LIMIT
TCC SIGNAL
➤ ➤ ➤ COOLER speed should be at the correct value (near “0”).
➤
➤

➤ ➤ ➤
➤ APPLY/RETURN EX
➤

➤
➤

RELEASE

➤
➤
LO
PRND43

➤
➤
CONV FD

REG APPLY
Stage 3 Now the regulated apply pressure is increased. This
➤
➤

➤ ➤ REG CONV FD
TFP
➤ is caused by the TCC (PWM) solenoid valve duty cycle
➤

DRIVE
REV ALL LO
➤

PRND43
being increased from point B to point C, to approximately
➤

SWITCHES SWITCH

➤
N.O.

➤
➤
PRND4 DRIVE
➤ ➤
3
ORIFICED REG APPLY 70%. This extra pressure ensures that the apply force on the
REV

➤
TCC pressure plate is not at the slip threshold, but a little
➤
➤

REGULATED APPLY

➤
➤
PRND4
➤ above it. TCC plate material is therefore protected from

➤
TCC (PWM)
SOLENOID
damage due to slippage.
➤ APPLY/RETURN ➤
STAGE 2 VALVE EX TCC REG
➤

(323) ON
➤
Note: Under normal operating conditons the torque converter

EX
(A - B)

➤
➤
➤ ➤ ➤ ➤ RELEASE ➤ ➤ FILTERED 2-3 DRIVE LINE
clutch is in the released position during first, second and third
gears. However, when the transmission fluid temperatures
exceed approximately 121°C (250°F), the PCM will apply the

TCC ENABL
EX
torque converter clutch in second and third gears to help
➤

➤
EX
PERCENT DUTY CYCLE

100%
TORQUE STAGE TCC ENABLE reduce fluid temperatures.
➤
CONVERTER 3 REG CONV FEED
75 C
(1) ➤
B ➤
TCC SIGNAL
CONV CLUTCH SHIFT

50
TCC TCC ENABLE ➤ ➤ FRONT LUBE ➤
A APPLY
➤

24
25

REG CONV FD
FLUID TCC ENABLE
➤

CONVERTER FEED
PRESSURE TIME
S RELEASE
0 ➤
➤ ➤
TCC APPLY & RELEASE EX
APPLY/RETURN

CONV LIMIT
TCC SIGNAL

COOLER
➤

➤ APPLY/RETURN EX
➤
RELEASE

➤
➤
LO

PRND43 ➤
CONV FD
REG APPLY
➤

➤ ➤ REG CONV FD
➤
TFP
DRIVE

REV ALL LO
PRND43
➤

SWITCHES SWITCH
➤

N.O.
➤

3
PRND4 ➤ ➤
DRIVE ORIFICED REG APPLY
REV
➤
➤

REGULATED APPLY
➤

➤
PRND4
➤
➤

TCC (PWM)
SOLENOID
➤ APPLY/RETURN ➤
STAGE 3 VALVE EX
(323) ON
TCC REG
EX

(B - C)
➤
➤

RELEASE FILTERED 2-3 DRIVE LINE

COMPLETE HYDRAULIC CIRCUIT
Page 88

64 Figure 60 64A
 OVERDRIVE RANGE – FOURTH GEAR OVERDRIVE RANGE – FOURTH GEAR
(Torque Converter Clutch from Applied to Released)
(Torque Converter Clutch from Applied to Released)
When the TCC pressure plate is applied, it is held against the

TCC ENABL
EX
torque converter cover. Since it is splined to the converter

➤
➤
EX

PERCENT DUTY CYCLE

100% STAGE
turbine hub, it provides a mechanical coupling (direct drive) of TORQUE 4 TCC ENABLE
➤
the engine to the transmission gear sets. This mechanical CONVERTER 75 C D REG CONV FEED
coupling eliminates the small amount of slippage that occurs in (1) B
➤
E ➤
TCC SIGNAL

CONV CLUTCH SHIFT

the fluid coupling of a torque converter, resulting in a more 50
TCC TCC ENABLE
APPLY
➤ ➤ FRONT LUBE ➤
efficient transfer of engine torque through the transmission and A

➤
24
25

REG CONV FD
FLUID TCC ENABLE

CONVERTER FEED
to the drive wheels. PRESSURE
TIME RELEASE
S
0 ➤
➤ ➤
TCC APPLY & RELEASE EX
ON At this time the Torque Converter Clutch is

APPLY/RETURN

CONV LIMIT
TCC SIGNAL
COOLER
➤

considered to be engaged (ON). ➤ APPLY/RETURN EX

➤

RELEASE

➤
➤
LO
PRND43 ➤
PCM decision to release TCC (see page 44, in the Electrical CONV FD

REG APPLY
➤
Components section, for more information). ➤ ➤ REG CONV FD
➤
TFP

DRIVE
REV ALL LO
PRND43

➤
SWITCHES SWITCH

➤
N.O.

➤
3
PRND4 ➤ ➤
DRIVE ORIFICED REG APPLY
Stage 4 During this stage, the apply/return pressure from REV

➤
➤
REGULATED APPLY

➤
➤
the TCC regulator apply valve is decreased by the TCC ➤
PRND4
(PWM) solenoid valve duty cycle dropping from point D to

➤
TCC (PWM)
SOLENOID
point E, to approximately 60%. Spring force pushes the valve ➤ APPLY/RETURN ➤

back and closes off the flow of line fluid feeding the regulated STAGE 4 VALVE EX
(323) ON
TCC REG

EX
(D - E)

➤
➤
apply circuit. This reduces the apply force on the TCC pressure RELEASE FILTERED 2-3 DRIVE LINE

;;;;
plate to the slip threshold. This gets the TCC pressure plate
ready for a smooth release.

;;;;
;;
EX

TCC ENABL
➤
➤
EX

PERCENT DUTY CYCLE

100%
TORQUE

;;;;
;;
➤ TCC ENABLE ➤
Stage 5 The TCC (PWM) solenoid valve duty cycle is ➤
ramped down from point E to point F through this stage. CONVERTER 75 C D STAGE
REG CONV FEED

➤
(1) ➤
B E 5
This action allows the regulated apply pressure to start at the

;;;;
;;
➤
50 TCC SIGNAL

CONV CLUTCH SHIFT

➤
slip threshold, and decrease to near “0” pressure over a very TCC ➤
TCC ENABLE ➤ ➤ FRONT LUBE ➤
A APPLY

➤
24
short time to point F. The regulated apply pressure value

;;;;
;;
25 ➤

REG CONV FD
FLUID TCC ENABLE

CONVERTER FEED
F
from the TCC regulator apply valve at this duty cycle (point S
PRESSURE TIME RELEASE ➤
0 ➤
F) should fully release the TCC pressure plate. Slip speed ➤

;;;;
;;
➤
TCC APPLY & RELEASE EX
should be at the maximum value.

APPLY/RETURN

CONV LIMIT
TCC SIGNAL
➤
COOLER
➤

➤
APPLY/RETURN

;;;;
;;
➤ EX
➤

RELEASE

➤
➤
LO
PRND43 ➤

➤
CONV FD

REG APPLY
Stage 6 The PCM pulses the TCC (PWM) solenoid valve

➤
;;;;
;;
➤ ➤ REG CONV FD
to a value of “0”. Now the converter clutch shift valve and TFP
➤

DRIVE
REV ALL LO
the TCC enable valve return to their released positions (away PRND43

➤
SWITCHES SWITCH

➤
;;;;
;;
N.O.

➤
from the spring). Release fluid is now directed back to the ➤
PRND4 DRIVE
➤ ➤
3
ORIFICED REG APPLY
torque converter. This stage is designed to move the converter REV

➤
➤
REGULATED APPLY

➤
➤

;;;;
PRND4

➤
clutch shift valve to the released position. ➤

➤
TCC (PWM)
SOLENOID

➤
OFF At this time the Torque Converter Clutch is ➤ APPLY/RETURN ➤
STAGE 5 VALVE EX
(323) ON
TCC REG
considered to be disengaged (OFF).

EX
(E - F)

➤
➤
RELEASE FILTERED 2-3 DRIVE LINE
➤ ➤

;;;;
(Some PCM calibrations may allow stages 4 - 6 to happen
very rapidly in almost a straight line down from point D to

;;;;
EX
point G.)

TCC ENABL
➤
EX

PERCENT DUTY CYCLE

100%

;;;;
TORQUE ➤ TCC ENABLE ➤
The PCM monitors for high TCC slip in second and third CONVERTER
➤
REG CONV FEED
75 C D
gears only. The transmission must be in hot mode or

➤
(1) ➤

;;;;
B E
experiencing a wide open throttle maneuver in order for the 50 STAGE ➤
➤ ➤
TCC SIGNAL
➤

TCC 6 TCC ENABLE

CONV CLUTCH SHIFT

TCC to be commanded on in second and third gear. If the A APPLY
➤ ➤ FRONT LUBE ➤

;;;;
24
25 ➤

REG CONV FD
PCM detects high TCC slip when the TCC is commanded FLUID

➤
TCC ENABLE

CONVERTER FEED
F➤
PRESSURE TIME
ON, then Diagnostic Trouble Code (DTC) P0741 will set 0
S G ➤
RELEASE ➤

;;;;
➤
and the PCM will illuminate the malfunction indicator lamp
➤
TCC APPLY & RELEASE EX

➤
APPLY/RETURN

CONV LIMIT
(MIL), inhibit TCC operation, increase line pressure and

TCC SIGNAL
➤
COOLER
➤

;;;;
inhibit 4th gear. The DTC P0741 will then be stored in PCM
➤
➤ APPLY/RETURN EX

RELEASE

➤
➤
history. If the PCM detects low TCC slip when the TCC is

LO
PRND43 ➤

➤
CONV FD

REG APPLY
➤
;;;;
commanded OFF, then DTC P0742 will set and the PCM

➤
➤ ➤ REG CONV FD
will illuminate the malfunction indicator lamp (MIL), increase TFP
➤

DRIVE
REV ALL LO
PRND43

➤
line pressure and freeze shift adapts. The DTC P0742 will SWITCHES SWITCH

;;;;
N.O.
3

➤
➤
then be stored in PCM history. REV
PRND4 DRIVE
➤
ORIFICED REG APPLY

➤
➤
;;;;
REGULATED APPLY
PRND4
➤

➤
TCC (PWM)
SOLENOID

➤
➤ APPLY/RETURN ➤
STAGE 6 VALVE EX TCC REG
➤ ➤ ➤ ➤ ➤

(323) OFF

EX
(F - G)

➤
➤
RELEASE FILTERED 2-3 DRIVE LINE
➤ ➤
COMPLETE HYDRAULIC CIRCUIT
Page 90

64B Figure 61 65
 OVERDRIVE RANGE – 4-3 DOWNSHIFT OVERDRIVE RANGE – 4-3 DOWNSHIFT
(Torque Converter Clutch Released)
4TH CLUTCH (Torque Converter Clutch Released) INTERMEDIATE
ASSEMBLY CLUTCH ASSEMBLY SOLENOID OVERDRIVE MANUAL INTER. LOW LOW
FORWARD CLUTCH DIRECT CLUTCH FOURTH OVERRUN ROLLER FORWARD DIRECT 2-1 SPRAG INTER. ROLLER & REV
(523–533) & CENTER SUPPORT 1-2 2-3 CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH BAND CLUTCH CLUTCH CLUTCH BAND
ASSEMBLY ASSEMBLY (629–640)
OFF ON HOLDING APPLIED APPLIED OVERRUN APPLIED HOLDING
(602–616) (616–623)
A forced 4-3 downshift in Overdrive range occurs by increasing
the throttle valve angle (percentage of accelerator pedal travel
or throttle position) while the vehicle is operating in Fourth
gear. A 4-3 downshift can also occur when the vehicle is
decelerating during coast conditions or when load on the vehicle
➤ is increased. Also, if the TCC is applied in Fourth gear it will
➤
3RD/REVERSE release prior to the transmission making a 4-3 downshift. Under

DRIVE
➤ ➤
normal operating conditions the PCM will keep the converter
clutch released in Third gear. The TCC also releases under

3RD/REVERSE
minimum and heavy throttle conditions. Figure 63 shows the
TCC (PWM) solenoid valve de-energized and the TCC released.
Refer to pages 64A and 64B for descriptions of the torque
➤ ➤ ➤ 2ND CLUTCH ➤ converter clutch hydraulic and electrical circuits during release

➤
and apply.
➤
➤ ➤

➤
1d

➤
➤
➤ 4TH CLUTCH ➤ 4TH CLUTCH ➤ 3RD CLUTCH
➤
➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤
A 4-3 downshift occurs when the PCM receives the appropriate

2ND CL

2ND CLUTCH

2ND CLUTCH
4TH CLUTCH ➤

2a

➤
input signals to de-energize or “turn OFF” current supply to the

➤
EX
1-2 shift solenoid (SS) valve (opens the ground path of the
➤
4TH 3RD

3RD/REVERSE
#4 ACCUMULATOR ACCUMULATOR circuit). During a 4-3 downshift, the following changes occur to

➤
➤
the hydraulic system:

2-3 DRIVE
2ND ACCUM

➤
21
➤

➤
18 17

➤
REAR BAND APPLY
1 FOURTH CLUTCH RELEASES

➤
➤
DRIVE
➤

➤
1a 1-2 Shift Solenoid (SS) Valve De-energized:

4TH ACCUM
➤
➤

22

➤
#2

➤
1-2 signal fluid exhausts through the 1-2 SS valve and

➤
LOW & REVERSE ➤ TORQUE SIGNAL
3RD ACCUM
➤
becomes low pressure at the 1-2 shift valve and 3-4 shift
➤

14 BAND SERVO valve.

➤

➤
➤

(61–74)
➤

➤
➤

ACCUMULATOR
➤ ➤
➤
➤

7 1b 1-2 Shift Valve

3RD CLUTCH
4TH CLUTCH DRIVE DRIVE
➤ ➤
➤ ➤ ➤ ➤ ➤
The 1-2 shift valve remains in the upshifted position due to

➤
➤
high 2-3 signal fluid pressure, actuator feed fluid pressure

➤
ACTR FD ACCUMULATOR
➤
➤
DRIVE
PRN

➤
D 21

TORQUE SIG
➤ and 1-2 shift valve return spring force.

➤
6
EX

➤
EX

ACCUM ➤
➤

FILTERED ACTUATOR FEED

➤
ACCUM
➤

ORIFICED ACCUM

DRIVE
➤

➤
➤
MANUAL VALVE

➤
1c 3-4 Shift Valve

➤
➤

➤
#6 #5 Actuator feed fluid pressure and spring force move the 3-4
➤

ACTUATOR FEED
➤
PRND43

LINE ➤

LO
PRND4

PRND4
REVERSE
➤

D321

FILTER ACCUM shift valve to the downshifted position. This blocks 4th

➤
➤
➤
2b

3RD ACCUM
4TH ACCUM
P RND (317)
clutch feed at the 3-4 shift valve and opens the 4th clutch
LUBE

D 8 9
AIR 2 DRIVE LO
fluid circuit to an orificed exhaust.
➤

➤
BLEED LUBE
REAR
➤

(210) PIPE
➤

PRND43
➤
➤ ➤
(39) ➤
➤ 1d 4th Clutch Housing

➤
➤ ➤
PRESSURE ➤ FILTERED ACTUATOR FEED ➤ 4th clutch fluid exhausts from the 4th clutch housing thus
➤

TAP (24) 20
➤

➤ ➤
DRIVE changing the power flow through the transmission from a

1-2 SIGNAL
1a
➤

➤ LINE ➤
PRND43

➤
2-3 DRIVE 1b Fourth gear (Overdrive) ratio to a Third gear ratio.
ORIFICE CUP PLUG (236)
➤

LO

REV

REV
➤ LINE
3RD/REVERSE

➤ ACTR FD
➤

1e #10 Ball Check Valve

➤
➤
EX
PRESSURE REG

➤
➤

1-2 SOL
Exhausting 4th clutch fluid unseats the #10 ball check valve,
PRND4

1-2 SHIFT VALVE

2-3 DRIVE

SUCTION ➤ ➤ EX ➤
TORQUE SIGNAL
➤

➤
TFP

➤
REV LO
flows through the 3-4 shift valve and to the #15 orifice to
4TH CLUTCH

ALL
PRND43
➤

SWITCHES SWITCH N.O. OFF

➤
LINE ➤ N.O.
REVERSE 1-2 SIGNAL ➤ exhaust.
➤

PRND4
➤

DRIVE
CONV FD
➤
REV 2-3 SIGNAL
➤

➤
➤
➤

2 SHIFT ACCUMULATION
➤

DRIVE ➤ ACTUATOR FEED

➤
➤

➤ ➤ ➤ ➤ 2a 4th Accumulator
➤

EX PRND4
4th accumulator fluid fills the 4th accumulator when 4th
➤

19
➤

➤
➤
ACTUATOR FEED ➤
LINE

clutch fluid is exhausting. 4th accumulator fluid pressure

BOOST

4
ORIFICED EX

2-3 SIGNAL

2-3 SIGNAL
➤
➤

➤
➤

3RD CLUTCH
ORIFICED ACTUATOR FEED
➤
2-3 DRIVE
LINE (from Pump)

combines with spring force to move the 4th accumulator

➤

1-2 SIGNAL
➤

piston to a Third gear position.

➤

REVERSE ACT FD LIMIT ➤

PRND4
➤
EX
➤
EX

ACTUATOR FEED
EX

EX

TORQUE SIG
➤

2-3 SOL
➤

2b Accumulator Valve
➤

➤
➤ ➤ LINE 2-3 SHIFT VALVE EX

➤
The 4th accumulator circuit is supplied by accumulator fluid
➤

➤
➤
TORQUE SIGNAL
➤
N.O. ON
EX
PRN

FBA
4TH CL FD

through the orifice opposite the #6 ball check valve. The

➤
➤

FILTER 3RD CLUTCH FEED

➤
➤

(75) #8 accumulator valve regulates drive fluid into the accumulator

➤

FILTERED 2-3 DRIVE 2-3 DRIVE circuit.

➤ ➤ ➤
11
1e 1c
➤

➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤
4TH CLUTCH ➤
➤

Note: Remember that the pressure control (PC) solenoid valve

SIGNAL

3RD/REVERSE
➤ ➤
LINE ➤
➤

3 ➤ controls torque signal fluid pressure in relation to throttle posi-

➤
TCC SIGNAL

ORIFICED REG APPLY

➤
FILT 2-3 DR

ACTUATOR FEED
➤

FILTER tion and other PCM input signals. Torque signal fluid pressure
3RD/REV
➤
➤ TORQUE

1-2 SIG

REVERSE

(302)
➤

4TH CL FD helps control line pressure by acting on the reverse boost valve,
3RD CL

FILTERED ACTR FD #10

➤
LINE

➤
4TH CL

thereby increasing line pressure with increased throttle posi-

EX

TCC (PWM) PRN

➤ ➤

SOLENOID PRESSURE
VALVE EX ➤ ➤ ➤ ➤ ➤
TCC REG CONTROL 10 3-4 SHIFT ➤ tion. Also, torque signal fluid pressure helps regulate drive
➤

(323) SOLENOID #11 fluid into accumulator pressure at the accumulator valve.
➤

OFF
➤

VALVE (320) 15
➤

➤ ➤ ➤ ➤ ➤ ➤
EX

REGULATED APPLY 4TH CLUTCH ORIFICED EX EX

COMPLETE HYDRAULIC CIRCUIT

66 Figure 62 Page 92 66A
 OVERDRIVE RANGE – 3-2 DOWNSHIFT OVERDRIVE RANGE – 3-2 DOWNSHIFT
SOLENOID OVERDRIVE MANUAL INTER. LOW LOW
FOURTH OVERRUN ROLLER FORWARD DIRECT 2-1 SPRAG INTER. ROLLER & REV FORWARD CLUTCH DIRECT CLUTCH INTERMEDIATE
1-2 2-3 CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH BAND CLUTCH CLUTCH CLUTCH BAND
ASSEMBLY ASSEMBLY CLUTCH ASSEMBLY
OFF OFF HOLDING APPLIED HOLDING APPLIED HOLDING
(602–616) (616–623) & CENTER SUPPORT
(629–640)
A forced 3-2 downshift occurs by increasing throttle valve angle
(percentage of accelerator pedal travel or throttle position) while
the vehicle is operating in Third gear. As with a 4-3 downshift,
a 3-2 downshift can also occur when the vehicle is decelerating
during coast conditions or when load on the vehicle increases.
A 3-2 downshift occurs when the PCM receives the appropriate
input signals to de-energize or “turn OFF” current supply to the ➤

2-3 shift solenoid (SS) valve (open the ground path of the cir- ➤
3RD/REVERSE
➤

DRIVE
➤

➤
cuit). During a 3-2 downshift, the following changes occur to

➤
➤ ➤
the hydraulic system:

3RD/REVERSE ➤
➤
1 DIRECT CLUTCH RELEASES 1c
1a 2-3 Shift Solenoid (SS) Valve De-energized:
2-3 signal fluid exhausts through the 2-3 SS valve and ➤ ➤ ➤ 2ND CLUTCH ➤

➤
becomes low pressure at the 1-2 shift valve and 2-3 shift ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤

➤
➤ ➤
valve.

➤
4TH CLUTCH 3RD CLUTCH

➤
2ND CL

2ND CLUTCH

2ND CLUTCH
1b 2-3 Shift Valve:

➤
Actuator feed fluid pressure and 2-3 shift valve return spring EX

➤
4TH 3RD

➤
(309) force move the 2-3 shift valve to the downshifted

3RD/REVERSE

➤
#4 ACCUMULATOR ACCUMULATOR

➤
#3

➤
FRONT BAND APPLY

➤
position. This opens the 3rd clutch feed circuit to an orificed

2-3 DRIVE
2ND ACCUM
➤

➤
PRND43
21

➤
exhaust.

➤
18 17
2a

➤
12

➤
REAR BAND APPLY
1c Direct Clutch Assembly:

➤
➤

➤
MANUAL 2-1

FBA
➤

➤
DRIVE
BAND SERVO

➤
3rd/reverse fluid exhausts from the inner area of the direct

4TH ACCUM
➤

➤
(55–60) 22
clutch piston, allowing the direct clutch plates to release. #2

➤
➤
➤

➤
This changes the power flow through the transmission gear LOW & REVERSE ➤ TORQUE SIGNAL

➤
3RD ACCUM
➤

➤
sets from a Third gear to a Second gear ratio. ➤ 14 BAND SERVO ➤

➤
(61–74)

➤
➤
1d #11 Ball Check Valve: ➤ ➤ ➤

➤
ACCUMULATOR ➤
3rd/reverse fluid exhausts through the center support, past

➤
7

3RD CLUTCH
4TH CLUTCH DRIVE DRIVE
➤ ➤
➤ ➤ ➤
the #11 ball check valve.

➤
➤ ➤

➤
ACTR FD ACCUMULATOR ➤

DRIVE
PRN

➤
1e #8 Ball Check Valve:

D 21

TORQUE SIG
➤
➤

➤
6

➤
EX

➤
EX
3rd/Reverse fluid unseats the #8 ball check valve and flows

➤
FILTERED ACTUATOR FEED

ACCUM

ACCUM
➤
ORIFICED ACCUM

DRIVE
➤

➤
into the 3rd clutch feed circuit.

➤
MANUAL VALVE

➤
➤

➤
➤

➤
1f Orifice #4 #6 #5

ACTUATOR FEED
➤

➤
PRND43
➤

LO
PRND4

PRND4
REVERSE

D321
3rd clutch feed fluid is routed through the 2-3 shift valve, ACCUM

LINE
FILTER

➤
➤
2b

3RD ACCUM
4TH ACCUM
fed through an orifice in the spacer plate and back to the 2-3 P RND (317)

➤
LUBE
D 8 9

DRIVE
shift valve where it exhausts. AIR 2 LO

➤
1

➤
BLEED LUBE

REAR
(210) PIPE
2 SHIFT ACCUMULATION PRND43
➤ ➤
➤ ➤
(39)

➤
➤

➤
➤ ➤
2a 3rd Accumulator: PRESSURE ➤ FILTERED ACTUATOR FEED ➤

➤
➤
TAP (24) 20
3rd clutch fluid in the 3rd accumulator also exhausts past ➤ ➤
DRIVE

1-2 SIGNAL
➤

➤
➤ LINE ➤

PRND43

➤
the #8 ball check valve and into the 3rd clutch feed circuit. 1g

➤
2-3 DRIVE
➤
ORIFICE CUP PLUG (236)

➤
With 3rd clutch fluid exhausting, 3rd accumulator fluid fills

➤ 3RD/REVERSE ➤
LO

REV

REV
➤ LINE ACTR FD

FRONT BAND APPLY

➤
the 3rd accumulator. 3rd accumulator fluid pressure and

➤
➤
EX
PRESSURE REG

➤
➤

➤
1-2 SOL
3rd accumulator spring force move the 3rd accumulator

PRND4

➤
➤
1-2 SHIFT VALVE

2-3 DRIVE
SUCTION ➤ ➤ EX ➤

TORQUE SIGNAL
➤
➤
piston to a Second gear position. REV ALL LO TFP
PRND43

➤
SWITCHES SWITCH N.O. OFF

➤
LINE ➤ N.O.
2b Accumulator Valve: REVERSE 1-2 SIGNAL ➤

➤
PRND4

➤
DRIVE

➤
The 3rd accumulator fluid circuit is supplied by accumulator CONV FD
➤
REV 2-3 SIGNAL
➤
➤

➤
➤
fluid through the orifice opposite the #5 ball check ACTUATOR FEED
➤

DRIVE ➤
➤

valve. The accumulator valve regulates drive fluid into the ➤ ➤ ➤ ➤

➤
EX PRND4
➤

➤
19
➤

➤
accumulator circuit.

➤
➤
1f ➤ ➤
1a

➤
ACTUATOR FEED ➤
LINE

BOOST
4

ORIFICED EX

2-3 SIGNAL

2-3 SIGNAL
➤
➤

CLUTCH
ORIFICED ACTUATOR FEED
➤
2-3 DRIVE
LINE (from Pump)

➤
• 2-3 drive fluid is directed into the Front Band Apply (FBA)

➤
5

1-2 SIGNAL
➤
➤
REVERSE ACT FD LIMIT ➤
circuit with the 2-3 shift valve in the downshifted position. PRND4

➤
EX
➤

➤ 3RD
EX

ACTUATOR FEED
EX

EX
This fluid serves no function in Overdrive Range - Second TORQUE SIG

➤
2-3 SOL

➤
➤
➤

Gear. ➤ ➤ LINE 2-3 SHIFT VALVE ➤ ➤ EX ➤

➤
➤EX ➤
➤
➤
TORQUE SIGNAL
➤
N.O. OFF

PRN

FBA
Note: Remember that the pressure control (PC) solenoid valve

4TH CL FD

➤
FILTER

➤
3RD CLUTCH FEED ➤ #8

➤
➤

controls torque signal fluid pressure in relation to throttle posi- (75)

➤

➤
➤
1e

➤
FILTERED 2-3 DRIVE 2-3 DRIVE
➤ ➤ ➤
tion and other PCM input signals. Torque signal fluid pressure 1b
11

➤
➤
helps control line pressure by acting on the reverse boost valve ➤ ➤ FRONT BAND APPLY ➤ ➤ ➤ ➤ ➤
➤ ➤ ➤ ➤ ➤ ➤ ➤

SIGNAL
(228), thereby increasing line pressure with increased throttle LINE ➤ 3RD/REVERSE
➤

3 ➤
TCC SIGNAL

ORIFICED REG APPLY

➤
FILT 2-3 DR

position. Also, torque signal fluid pressure helps regulate drive

➤ 3RD/REV ➤
ACTUATOR FEED

➤
FILTER

➤ TORQUE

1-2 SIG

REVERSE
fluid into accumulator pressure at the accumulator valve. (302)
➤

4TH CL FD

3RD CL
FILTERED ACTR FD

➤
LINE
EX

➤
TCC (PWM) PRN
SOLENOID PRESSURE

➤
3-4 SHIFT
➤
VALVE EX TCC REG
➤ ➤ ➤
➤ CONTROL
(323) OFF SOLENOID #11
COMPLETE HYDRAULIC CIRCUIT VALVE (320) 15

➤
EX
Page 94
REGULATED APPLY 4TH CLUTCH ORIFICED EX EX 1d

66B Figure 63 67
 MANUAL THIRD MANUAL THIRD – THIRD GEAR
(from Overdrive Range – Fourth Gear)
4 3 2 1
POWER TO OVERRUN OVERDRIVE FORWARD DIRECT INTERMEDIATE INTERMEDIATE LOW POWER FROM SOLENOID OVERDRIVE MANUAL INTER. LOW LOW
DIFFERENTIAL FOURTH OVERRUN ROLLER FORWARD DIRECT 2-1 SPRAG INTER. ROLLER & REV
TORQUE CLUTCH ROLLER CLUTCH CLUTCH CLUTCH SPRAG ROLLER 1-2 2-3 CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH BAND CLUTCH CLUTCH CLUTCH BAND
CONVERTER APPLIED CLUTCH APPLIED APPLIED APPLIED CLUTCH CLUTCH ASSEMBLY
(1) (512) (624) (644) OFF ON APPLIED * APPLIED APPLIED OVERRUN APPLIED OVERRUN
FOR ENGINE *HOLDING OVERRUNNING OVERRUNNING * NOT HOLDING IN COAST
BRAKING NOTE: DESCRIPTIONS ABOVE EXPLAIN COMPONENT FUNCTION DURING ACCELERATION.

Drive Range - Manual Third (D) is available to the driver when

➤ vehicle operating conditions make it desirable to use only three

➤
gear ratios. These conditions include city driving [where speeds

➤
➤
are generally below 72 km/h (45 mph)], towing a trailer, or

➤ ➤
➤ driving in hilly terrain. Manual Third also provides for engine

➤
compression braking when descending slight grades and can be

➤
➤
used to retain Third gear when ascending slight grades for addi-

➤
➤ tional engine performance. Manual Third is also referred to as
Drive Range because it has a 1:1 direct drive gear ratio available
➤ ➤
➤
through the transmission gear sets.
In Manual Third, the transmission can upshift and downshift
between First, Second and Third gears in the same manner as
Overdrive Range. However, the transmission is prevented from
shifting into Fourth gear while operating in this gear selector
position. If the transmission is in Overdrive Range - Fourth
Gear when Manual Third is selected, the transmission will im-
mediately shift into Third gear.
Note: Transfer of engine torque during acceleration is identical
FORWARD
to Overdrive Range - Third Gear (refer to page 60A). The
FORWARD CLUTCH MAIN power flow in Figure 64 and the following text describes condi-
CLUTCH HUB SHAFT tions during deceleration (zero or minimum throttle conditions)
APPLIED (613) (662)
OVERDRIVE and how engine compression braking is achieved.
CARRIER
OVERRUN ASSEMBLY
Vehicle speed provides the torque input to the transmission
CLUTCH (514) through the drive shaft and transmission output shaft (671).
APPLIED
This is shown by the direction of the power flow arrows in the
drawing at the top of Figure 56. Notice that this flow is identical
to Overdrive Range - Third Gear except that the arrows are in
the opposite direction.
TURBINE
SHAFT
(502)
1 Power From the Differential Assembly
Power flow is transferred back through the transmission from
DIRECT
CLUTCH the output shaft to the forward clutch housing (602). Each of
HUB the component’s function and rotation direction is the same
TURBINE (615) as during acceleration (compare Figures 56 and 64).
OVERDRIVE SHAFT
ROLLER (502)
CLUTCH
2 Forward Clutch Applied
(512) The forward clutch housing is in mesh with and attempts to
*HOLDING OUTPUT drive the overdrive carrier pinion gears. The pinion gears
REAR SHAFT then attempt to drive the sun gear and overrun clutch housing
INTERNAL ASSEMBLY (504) counterclockwise. This would overrun the overdrive
OUTPUT GEAR (671) roller clutch (512) and allow the vehicle to coast freely.
CARRIER (666)
ASSEMBLY
(661) 3 Overrun Clutch Applied
CASE The overrun clutch plates (508, 509) are applied and connect
INTERMEDIATE (7)
SUN the overrun clutch housing and overdrive carrier assembly
CLUTCH GEAR
APPLIED (514). This prevents the overdrive roller clutch (512) from
INTERMEDIATE (650) overrunning and creates a 1:1 direct drive gear ratio through
SPRAG the overdrive planetary gear set.
DIRECT CLUTCH
CLUTCH (624)
APPLIED OVERRUNNING 4 Engine Compression Braking
The turbine shaft (502) is splined to the overdrive carrier
assembly, creating a mechanical link between the output
MAIN shaft and torque converter turbine. This allows engine
SHAFT
(662)
compression to slow the vehicle when the throttle is released.

In Manual Third range - First and Second gears, the low roller
CENTER clutch (in First gear) and intermediate sprag clutch (in Second
SUPPORT gear) overrun and engine compression braking is not available.
AND RACE
INTERMEDIATE ASSEMBLY First and Second gears operate the same as in Overdrive Range,
SUN GEAR
SHAFT
SPRAG CLUTCH (640) except for the overrun clutch being applied, and the vehicle is
OUTER RACE
(649) (625)
allowed to coast freely when the throttle is released. To obtain
HELD increased engine compression braking at slower speeds, the gear
*NOT HOLDING IN COAST selector must be moved to the Manual Second position.

68 Figure 64 68A
 MANUAL THIRD – THIRD GEAR MANUAL THIRD – THIRD GEAR
(from Overdrive Range – Fourth Gear)
SOLENOID OVERDRIVE MANUAL INTER. LOW LOW OVERRUN CLUTCH (from Overdrive Range – Fourth Gear) INTERMEDIATE
FOURTH OVERRUN ROLLER FORWARD DIRECT 2-1 SPRAG INTER. ROLLER & REV ASSEMBLY CLUTCH ASSEMBLY
1-2 2-3 CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH BAND CLUTCH CLUTCH CLUTCH BAND
(504–511) FORWARD CLUTCH DIRECT CLUTCH & CENTER SUPPORT
OFF ON APPLIED HOLDING APPLIED APPLIED OVERRUN APPLIED OVERRUN
ASSEMBLY ASSEMBLY (629–640)
NOTE: DESCRIPTIONS ABOVE EXPLAIN COMPONENT FUNCTION DURING ACCELERATION. (602–616) (616–623)
Drive Range - Manual Third may be selected at any time while
the vehicle is being operated in a forward gear range. How-
ever, the transmissions hydraulic system prevents the transmis-
sion from shifting into Fourth gear regardless of PCM control.
When the gear selector lever is moved to Drive Range (D) from
Overdrive Range D , the manual valve also moves. Changes to ➤
the hydraulic and electrical systems are as follows: ➤
➤
3RD/REVERSE

DRIVE
1 OVERRUN CLUTCH APPLIES

(from 4th Clutch)

OVERRUN CLUTCH
➤ ➤

➤
1a Manual Valve:

3RD/REVERSE
Line pressure enters the D321 fluid circuit at the manual
valve. Line pressure is blocked by the manual valve from
entering the PRND4 (Park, Reverse, Neutral, Drive 4) fluid

➤
circuit. This opens PRND4 fluid to an exhaust port at the ➤ ➤ ➤ ➤ 2ND CLUTCH ➤

➤
1c

➤
➤ ➤
manual valve.

➤
➤
➤ 4TH CLUTCH ➤ 4TH CLUTCH ➤ 3RD CLUTCH
➤
➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤
1b #1 Ball Check Valve:

2ND CL

2ND CLUTCH

2ND CLUTCH
4TH CLUTCH ➤

➤
D321 fluid seats the #1 ball check valve and is forced through 2a

➤
EX
an orifice to control fluid flow into the overrun clutch circuit.

➤
4TH
1b 3RD

3RD/REVERSE
#4 ACCUMULATOR ACCUMULATOR
1c Overrun Clutch Assembly:

➤
➤

2-3 DRIVE
2ND ACCUM

➤
Overrun clutch fluid is directed to the overrun clutch piston 21

➤
➤

➤
to apply the overrun clutch plates. ➤ D321 18 17

➤
OVERRUN CLUTCH
#1

REAR BAND APPLY

➤

➤
1d TFP Manual Valve Position Switch:

➤
DRIVE
➤

➤
➤

4TH ACCUM
➤
PRND4 fluid exhausts from the TFP manual valve position

➤
22

➤
#2

➤
1
switch and the TFP manual valve position switch signals

➤
➤
the PCM that the transmission is in Manual Third. LOW & REVERSE ➤ TORQUE SIGNAL 3RD ACCUM
➤

➤
BAND SERVO

➤
14

➤
➤
➤

➤
(61–74)

➤
2 FOURTH CLUTCH RELEASES

➤
➤
ACCUMULATOR
➤ ➤
➤
➤

2a 4th Clutch Assembly: 7

3RD CLUTCH
4TH CLUTCH ➤ DRIVE DRIVE
➤ ➤
➤ ➤ ➤ ➤ ➤
4th clutch fluid exhausts from the 4th clutch piston and 4th

➤
➤

➤
accumulator, allowing the 4th clutch plates to disengage. ACTR FD ACCUMULATOR
➤
➤

DRIVE
PRN
➤

➤
D 21

TORQUE SIG
EX➤
➤

➤
6

EX

➤
2b #10 Ball Check Valve:

ACCUM ➤
➤
1a

FILTERED ACTUATOR FEED

➤
ACCUM
➤
➤
ORIFICED ACCUM

DRIVE
➤
Exhausting 4th clutch fluid unseats the #10 ball check valve

➤
➤
MANUAL VALVE

➤
➤
➤
and flows through the 3-4 shift valve and the #5 orifice at

➤
➤
#6 #5

➤ PRND4 ➤

ACTUATOR FEED
➤
➤
the spacer plate.

PRND43
➤

LO
PRND4
REVERSE
➤

D321
ACCUM

LINE
FILTER

➤
➤
➤

3RD ACCUM
4TH ACCUM
2c 2-3 Shift Valve: P RND (317)

LUBE
D 8 9

DRIVE
4th clutch feed fluid, which is fed by PRND4 fluid at the AIR 2
➤
LO

➤
1

➤
BLEED LUBE

REAR
2-3 shift valve, exhausts through the upshifted 2-3 shift

➤
(210) PIPE

➤
valve, into the PRND4 circuit and past the manual valve.

➤
D321
➤ ➤
➤
(39) ➤

➤
➤ ➤
PRESSURE PRND43
➤
➤ FILTERED ACTUATOR FEED
3 SHIFT ACCUMULATION - Same as 4-3 Downshift ➤ ➤

➤
TAP (24) 20

➤
➤ ➤
DRIVE

1-2 SIGNAL
➤

➤
➤ LINE ➤
1d

PRND43

➤
2-3 DRIVE
➤
Note: If vehicle operating conditions are such that the trans- ORIFICE CUP PLUG (236)

LO

REV

REV
mission would normally be in Fourth gear, the PCM will keep ➤ LINE

3RD/REVERSE
➤ ACTR FD

➤
➤

➤
➤
EX
PRESSURE REG

➤
PRND4 ➤

➤
the 1-2 shift solenoid (SS) valve energized. The PCM does not 1-2 SOL

➤
1-2 SHIFT VALVE

2-3 DRIVE
SUCTION ➤ ➤ EX ➤

TORQUE SIGNAL
➤
➤
change solenoid states because a Manual gear range is se- TFP

➤
REV LO

4TH CLUTCH
ALL
PRND43

➤
SWITCHES SWITCH N.O. OFF
lected. Therefore, the 1-2 SS valve may either be ON or OFF in

➤
LINE ➤ N.O.
REVERSE 1-2 SIGNAL ➤

➤
PRND4
Manual Third - Third Gear. In either condition the 4th clutch DRIVE

➤
CONV FD
➤
REV 2-3 SIGNAL
➤
➤

➤
➤
➤
releases, the only difference is where the 4th clutch fluid ehausts DRIVE
➤
➤ ACTUATOR FEED
➤

through the 3-4 shift valve. ➤ ➤

➤
EX PRND4
➤ ➤ ➤ ➤ ➤ ➤
➤

➤
19
➤

➤
➤
In Manual Third - Third Gear, the TCC will release if Manual ACTUATOR FEED ➤
LINE

BOOST
4

ORIFICED EX

2-3 SIGNAL

2-3 SIGNAL
➤

➤
Third was selected while the vehicle was operating in Overdrive

3RD CLUTCH
ORIFICED ACTUATOR FEED
➤
2-3 DRIVE
LINE (from Pump)

➤
5

1-2 SIGNAL
Range - Fourth Gear with the TCC applied. However, under

➤
➤
REVERSE ACT FD LIMIT ➤ ➤
PRND4

➤
EX
normal operating conditions the converter clutch will re-apply

➤
EX

ACTUATOR FEED
EX

EX
TORQUE SIG

➤
2-3 SOL
➤

in Manual Third - Third Gear (unlike Overdrive Range - Third

➤

➤
➤ ➤ LINE 2-3 SHIFT VALVE EX

➤
➤
Gear). Refer to pages 64A and 64B for descriptions of TCC ➤
N.O. ON

CL FD ➤
TORQUE SIGNAL
➤ ➤

EX
PRN

FBA

➤
release and apply.

➤
FILTER 3RD CLUTCH FEED

➤
➤

➤
(75) #8
➤

➤
In the manual gear ranges, the PCM output signal to the pres-

➤ 4TH
FILTERED 2-3 DRIVE 2-3 DRIVE
➤ ➤ ➤
11
sure control (PC) solenoid valve increases torque signal fluid 2b 2c

➤
➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤
4TH CLUTCH ➤
pressure further for the added torque requirements during en-

SIGNAL
3RD/REV
➤ ➤
LINE ➤
➤

gine compression braking or increased engine load. Torque ➤

➤
3

➤
TCC SIGNAL

ORIFICED REG APPLY

➤
FILT 2-3 DR

➤
ACTUATOR FEED

➤
signal fluid acts on the reverse boost valve to increase line FILTER

3RD/REV
➤
➤ TORQUE

1-2 SIG

REVERSE
(302)
➤

4TH CL FD
➤ ➤

3RD CL
pressure according to vehicle operating conditions. FILTERED ACTR FD #10

➤
LINE

4TH CL
EX

➤
TCC (PWM) PRN

➤
➤ ➤

➤
SOLENOID PRESSURE
VALVE EX ➤ ➤ ➤ ➤ ➤
TCC REG CONTROL 10 3-4 SHIFT ➤

➤
(323) SOLENOID #11

➤
OFF

➤
COMPLETE HYDRAULIC CIRCUIT VALVE (320) 15

➤
➤ ➤ ➤ ➤ ➤ ➤

EX
REGULATED APPLY 4TH CLUTCH ORIFICED EX EX
Page 96

68B Figure 65 69
 MANUAL SECOND MANUAL SECOND – SECOND GEAR
5 4 2 3 1 (from Manual Third – Third Gear)
POWER TO OVERRUN OVERDRIVE FORWARD MANUAL 2-1 INTERMEDIATE INTERMEDIATE SUN POWER FROM
TORQUE CLUTCH ROLLER CLUTCH BAND CLUTCH SPRAG GEAR DIFFERENTIAL SOLENOID OVERDRIVE MANUAL INTER. LOW LOW
(650) ASSEMBLY FOURTH OVERRUN ROLLER FORWARD DIRECT 2-1 SPRAG INTER. ROLLER & REV
CONVERTER APPLIED CLUTCH APPLIED ASSEMBLY APPLIED CLUTCH 1-2 2-3 CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH BAND CLUTCH CLUTCH CLUTCH BAND
(1) (512) (628) (624) HELD
FOR ENGINE *HOLDING APPLIED *HOLDING OFF ON APPLIED * APPLIED APPLIED OVERRUN APPLIED OVERRUN
BRAKING * NOT HOLDING IN COAST
NOTE: DESCRIPTIONS ABOVE EXPLAIN COMPONENT FUNCTION DURING ACCELERATION.

Manual Second (2) gear range is available to the driver when

vehicle operating conditions make it desirable to use only two
gear ratios. These conditions include descending a steep grade

➤
when engine compression braking is needed, or to retain second

➤
gear when ascending a steep grade for additional engine perfor-

➤
➤ mance.

➤
➤
In Manual Second, the transmission can upshift and downshift
between First and Second gear but is prevented from shifting
➤ ➤ ➤ into Third or Fourth gear. If the transmission is in Third or
Fourth gear when Manual Second is selected, the transmission
will shift immediately into Second gear.
Note: Transfer of engine torque during acceleration is identical
to Overdrive Range - Second Gear (refer to page 58A) to obtain
an approximate gear ratio reduction of 1.48:1 through the trans-
mission gear sets. The power flow in Figure 66 and the follow-
ing text describes conditions during deceleration (zero or mini-
mum throttle) and how engine compression braking is achieved.
Vehicle speed provides the torque input to the transmission
through the drive shaft and transmission output shaft (671).
FORWARD
FORWARD CLUTCH MAIN This is shown by the direction of the power flow arrows in the
CLUTCH HUB SHAFT drawing at the top of Figure 66. Notice that this flow is identical
APPLIED (613) (662)
OVERDRIVE to Overdrive Range - Second Gear except that the arrows are in
OVERRUN CARRIER the opposite direction.
CLUTCH ASSEMBLY
(504) (514)
1 Power From the Differential Assembly
APPLIED
Vehicle speed attempts to drive the output carrier (661)
faster than engine speed is driving the rear internal gear
(666). The output carrier pinion gears are in mesh with the
TURBINE
rear internal gear (666) and sun gear (650).
SHAFT
(502) 2 Manual 2-1 Band Assembly Applied
The manual 2-1 band assembly (628) is applied and holds
DIRECT the direct clutch housing, sun gear shaft and sun gear
CLUTCH
HUB stationary.
TURBINE (615)
SHAFT 3 Sun Gear Held
OVERDRIVE (502)
ROLLER With the sun gear held, power flow travels back through the
CLUTCH transmission to the forward clutch housing (602). Each of
(512) the component’s function and rotation direction is the same
*HOLDING OUTPUT
SHAFT as during acceleration (compare Figures 54 and 66). If the
REAR
INTERNAL ASSEMBLY sun gear were not held it would overrun the intermediate
GEAR (671) sprag clutch (624) and allow the vehicle to coast freely.
OUTPUT
CARRIER (666)
CASE
ASSEMBLY 4 Overrun Clutch Applied
(661) The overrun clutch plates (508, 509) are applied and power
INTERMEDIATE (7) SUN
CLUTCH GEAR flow from the forward clutch housing, through the overdrive
INTERMEDIATE APPLIED (650) planetary gear set and to the turbine shaft (502) is the same
SPRAG HELD as Manual Third range (see page 66A).
MANUAL 2-1 CLUTCH
DIRECT BAND (624)
CLUTCH ASSEMBLY *HOLDING 5 Engine Compression Braking
HOUSING (628) With the manual 2-1 band and overrun clutch applied, power
(623) APPLIED
flow is mechanically connected between the output shaft
HELD
and converter turbine. This allows engine compression
MAIN braking to slow the vehicle when the throttle is released.
SHAFT
(662) In Manual Second - First gear, the low roller clutch (644) over-
runs and engine compression braking is not available. First gear
CENTER operates the same as in Overdrive Range, except for the manual
SUPPORT 2-1 band assembly and overrun clutch being applied, and the
SUN GEAR AND RACE
SHAFT INTERMEDIATE ASSEMBLY vehicle is allowed to coast freely when the throttle is released.
➤

(649) SPRAG CLUTCH (640) For maximum engine compression braking the gear selector
HELD OUTER RACE must be moved to the Manual First position.
MANUAL (625)
2-1 BAND HELD
SERVO *NOT HOLDING IN COAST
APPLIED

70 Figure 66 70A
 MANUAL SECOND – SECOND GEAR MANUAL SECOND – SECOND GEAR
(from Manual Third – Third Gear)
OVERRUN CLUTCH (from Manual Third – Third Gear) INTERMEDIATE
SOLENOID OVERDRIVE MANUAL INTER. LOW LOW ASSEMBLY CLUTCH ASSEMBLY
FOURTH OVERRUN ROLLER FORWARD DIRECT 2-1 SPRAG INTER. ROLLER & REV FORWARD CLUTCH DIRECT CLUTCH
1-2 2-3 CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH BAND CLUTCH CLUTCH CLUTCH BAND
(504–511) & CENTER SUPPORT
ASSEMBLY ASSEMBLY (629–640)
OFF OFF APPLIED HOLDING APPLIED APPLIED HOLDING APPLIED OVERRUN (602–616) (616–623)
NOTE: DESCRIPTIONS ABOVE EXPLAIN COMPONENT FUNCTION DURING ACCELERATION.
2a
Manual Second may be selected at any time while the vehicle is
being operated in a forward gear range. However, the transmis-
sions hydraulic system prevents the transmission from upshift-
ing above Second gear regardless of PCM control. When the
gear selector lever is moved to Manual Second (2) from Manual ➤
Third - Third Gear, the manual valve also moves. Changes to ➤ ➤
➤ 3RD/REVERSE

DRIVE
➤
the hydraulic and electrical systems are as follows:

➤
OVERRUN CLUTCH
➤ ➤

3RD/REVERSE ➤
➤
1 MANUAL 2-1 BAND ASSEMBLY APPLIED
1a Manual Valve:
Line pressure is blocked by the manual valve from entering 7

the PRND43 (Park, Reverse, Neutral, Drive 4, Drive 3) 4TH CLUTCH

➤
➤ ➤ ➤ 2ND CLUTCH ➤

➤
➤
fluid circuit. This opens PRND43 fluid to an exhaust port at #1 ➤ D321 ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤

➤
the manual valve. ➤ ➤

➤
4TH CLUTCH 3RD CLUTCH

➤
➤

2ND CL

2ND CLUTCH

2ND CLUTCH
1b 2-3 Shift Solenoid (SS) Valve:

➤
1
2-3 SS valve is de-energized and 2-3 signal fluid exhausts EX

➤
1e

➤
➤
4TH
allowing the 2-3 shift valve to return to the downshifted 3RD

3RD/REVERSE

➤
#4 ACCUMULATOR ACCUMULATOR

➤
position. ➤ ➤

2-3 DRIVE
2ND ACCUM

➤
21

➤
1c 2-3 Shift Valve:

DRIVE
18 17

➤
2-3 drive fluid is directed into the Front Band Apply (FBA)

➤
REAR BAND APPLY

➤
➤

➤
D321

➤
➤
circuit with the 2-3 shift valve in the downshifted position.

➤
#3 ➤

4TH ACCUM
➤
FRONT BAND APPLY
22

➤
1d #3 Ball Check Valve: #2

➤
PRND43
➤

➤
FBA fluid seats the #3 ball check valve and is orificed at a LOW & REVERSE ➤ TORQUE SIGNAL

➤
3RD ACCUM
➤
12
controlled rate to the apply side of the manual 2-1 band

➤
MANUAL 2-1 BAND SERVO

➤
14

FBA
➤

➤
➤

➤
BAND SERVO (61–74)

➤
servo piston.

➤
➤
(55–60)

➤
ACCUMULATOR
➤ ➤
➤
➤

➤
1e Manual 2-1 Band Servo:

3RD CLUTCH
PRND43 fluid exhausts from the release side of the piston DRIVE DRIVE
➤
➤ ➤ ➤

➤
➤
and through the manual valve. This allows FBA fluid pressure

➤
ACTR FD ACCUMULATOR
➤
D321 ➤
➤
➤

➤
PRN

TORQUE SIG
➤
EX➤
to compress the manual 2-1 band servo piston spring and

➤
➤

➤
6

EX

➤
➤
➤
1d

ACCUM ➤
1a

FILTERED ACTUATOR FEED

apply the manual 2-1 band assembly.

➤
ACCUM
➤
ORIFICED ACCUM

DRIVE
➤

➤
➤
MANUAL VALVE➤

➤
➤

➤
1f TFP Manual Valve Position Switch:

➤
➤
➤

PRND43 ➤
#6 #5

➤ PRND4 ➤

ACTUATOR FEED
PRND43 fluid from the TFP manual valve position switch

➤
D 21
➤

LO
PRND4
REVERSE
ACCUM

LINE
FILTER

➤
➤
exhausts at the manual valve. The TFP manual valve

3RD ACCUM
4TH ACCUM
P RND (317)

➤
LUBE
position switch signals the PCM that the transmission is in D 8 9

DRIVE
AIR 2
➤
LO
Manual Second. 1

➤
➤

➤
➤
BLEED LUBE

REAR
(210) PIPE
PRND43 ➤
➤ ➤
➤ ➤ ➤ ➤
Note: Figure 67 is shown in Second gear with the 2-3 SS valve (39)

➤
➤

➤
➤ ➤
de-energized. However, if vehicle operating conditions are such PRESSURE ➤ FILTERED ACTUATOR FEED ➤

➤
➤
TAP (24) ➤ ➤ 20
that the PCM signals a Third or Fourth gear state the 2-3 DRIVE

PRND43 ➤

1-2 SIGNAL
➤
➤ LINE ➤
1f

➤
solenoid will be energized. Thus a downshift will not occur until

➤
2-3 DRIVE
➤
ORIFICE CUP PLUG (236)

➤
the vehicle speed is ????.

➤ 3RD/REVERSE ➤
LO

REV

REV
➤ LINE ACTR FD

FRONT BAND APPLY

➤

➤
➤
EX
PRESSURE REG

➤
➤

➤
1-2 SOL

PRND4
2 DIRECT CLUTCH RELEASES

➤
➤
1-2 SHIFT VALVE

2-3 DRIVE
SUCTION ➤ ➤ EX ➤

TORQUE SIGNAL
➤
➤
REV ALL LO TFP
2a Direct Clutch Assembly: PRND43

➤
SWITCHES SWITCH N.O. OFF

➤
LINE ➤ N.O.
3rd/reverse fluid exhausts from the inner area of the direct REVERSE 1-2 SIGNAL ➤

➤
PRND4 DRIVE

➤
CONV FD
➤
clutch piston (619), allowing the direct clutch plates (611, REV 2-3 SIGNAL
➤
➤

➤
618) to release. ACTUATOR FEED
➤

DRIVE ➤
➤

➤ ➤ 2c

➤
2b #11 and #8 Ball Check Valves: EX PRND4
➤

➤
19
➤

➤
➤

➤
➤ ➤

➤
3rd/reverse fluid exhausts past the #11 ball check valve, ACTUATOR FEED ➤
LINE

BOOST
4

ORIFICED EX

2-3 SIGNAL

2-3 SIGNAL
unseats the #8 ball check valve and flows into the 3rd clutch ➤
1b

CLUTCH
ORIFICED ACTUATOR FD
➤
2-3 DRIVE
LINE (from Pump)

➤
feed circuit. 3rd clutch fluid in the 3rd accumulator also 5

1-2 SIGNAL
➤
REVERSE ACT FD LIMIT

ACTUATOR FD
PRND4
exhausts past the #8 ball check valve and into the 3rd clutch

➤
EX

➤ 3RD
EX
EX

EX
TORQUE SIG

➤
2-3 SOL
feed circuit.

➤
➤
➤

➤ ➤ LINE 2-3 SHIFT VALVE ➤ ➤ EX ➤

➤
2c 2-3 Shift Valve:

➤
➤EX ➤
➤
➤
TORQUE SIGNAL
➤
N.O. OFF

PRN

FBA
3rd clutch feed fluid is routed through the 2-3 shift valve,

4TH CL FD

➤
FILTER

➤
3RD CLUTCH FEED ➤

➤
➤

through orifice #4 in the spacer plate back to the 2-3 shift (75) #8
➤

➤
➤
1c

➤
valve where it exhausts. ➤
FILTERED 2-3 DRIVE
➤
2-3 DRIVE
➤

2b 11

➤
➤
• As in Manual Third, the PCM output signal to the pressure ➤ ➤ FRONT BAND APPLY ➤ ➤ ➤ ➤ ➤
➤ ➤ ➤ ➤ ➤ ➤ ➤

SIGNAL
control (PC) solenoid valve increases torque signal fluid pres- LINE ➤ 3RD/REVERSE
➤

3 ➤
TCC SIGNAL

ORIFICED REG APPLY

sure further for the added torque requirements during engine ➤
FILT 2-3 DR

➤ 3RD/REV ➤
ACTUATOR FEED

➤
FILTER
compression or increased engine load.

➤ TORQUE

1-2 SIG

REVERSE
(302)
➤

4TH CL FD

3RD CL
FILTERED ACTR FD

➤
LINE
EX

➤
TCC (PWM) PRN
If the converter clutch was applied when Manual Second was SOLENOID PRESSURE

➤
3-4 SHIFT
➤
VALVE EX TCC REG
➤ ➤ ➤
selected it will release prior to downshifting. Under normal (323)
➤ CONTROL
SOLENOID #11
OFF
operating conditions the converter clutch will not re-apply in VALVE (320) 15

➤
EX
REGULATED APPLY 4TH CLUTCH ORIFICED EX EX
Second gear.
COMPLETE HYDRAULIC CIRCUIT
70B Page 98 Figure 67 71
 MANUAL FIRST MANUAL FIRST – FIRST GEAR
(from Manual Second – Second Gear)
5 4 3 2 1
POWER TO OVERRUN OVERDRIVE FORWARD LOW LOW AND REVERSE POWER FROM SOLENOID OVERDRIVE MANUAL INTER. LOW LOW
TORQUE CLUTCH ROLLER CLUTCH ROLLER BAND DIFFERENTIAL FOURTH OVERRUN ROLLER FORWARD DIRECT 2-1 SPRAG INTER. ROLLER & REV
CONVERTER APPLIED CLUTCH APPLIED CLUTCH ASSEMBLY ASSEMBLY 1-2 2-3 CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH BAND CLUTCH CLUTCH CLUTCH BAND
(1) (512) (644) (657) ON OFF APPLIED *HOLDING APPLIED ** *HOLDING APPLIED
FOR ENGINE *HOLDING *HOLDING APPLIED
BRAKING * NOT HOLDING IN COAST
** HOLDING BUT NOT EFFECTIVE.
NOTE: DESCRIPTIONS ABOVE EXPLAIN COMPONENT FUNCTION DURING ACCELERATION.

Manual First is available to the driver when vehicle operating

conditions require maximum engine compression braking for

➤
slowing the vehicle, or maximum engine torque transfer to the

➤
wheels. These conditions include: descending a steep grade to

➤
provide maximum engine compression braking; and, to retain

➤
First gear when ascending a steep grade or pulling a heavy load

➤
➤
➤ for maximum engine power.
➤ ➤ ➤ Under normal driving conditions, the transmission is prevented
from upshifting while operating in Manual First. If the transmis-
sion is in any other forward gear range when Manual First is
selected, the transmission will not shift into First gear until
vehicle speed is below approximately 56 km/h (35 mph). Above
this speed, the transmission will first shift into Second gear until
vehicle speed slows sufficiently.
Note: Transfer of engine torque through the transmission dur-
ing acceleration is identical to Overdrive Range - First Gear
(refer to page 56A) to obtain an approximate gear ratio reduc-
tion of 2.48:1. The power flow in Figure 68 and the following
FORWARD
FORWARD text describes conditions during deceleration (zero or minimum
CLUTCH MAIN throttle) and how engine compression braking is achieved.
CLUTCH HUB SHAFT
APPLIED
OVERDRIVE
(613) (662) Vehicle speed provides the torque input to the transmission
CARRIER through the drive shaft and transmission output shaft (671).
ASSEMBLY This is shown by the direction of the power flow arrows in the
(514)
OVERRUN drawing at the top of Figure 68. Notice that this flow is identical
CLUTCH to Overdrive Range - First Gear except that the arrows are in
APPLIED
the opposite direction.

TURBINE
1 Power From the Differential Assembly
SHAFT Vehicle speed attempts to drive the output carrier assembly
(502) (661) faster than engine speed is driving the rear internal
DIRECT gear (666), output carrier pinion gears and sun gear (650).
CLUTCH The reaction carrier pinion gears are in mesh with both the
HUB output carrier and sun gear.
TURBINE (615)
OVERDRIVE SHAFT
(502)
2 Low and Reverse Band Assembly Applied
ROLLER The low and reverse band assembly (657) is applied and
CLUTCH
(512) holds the reaction carrier assembly from rotating in either
*HOLDING OUTPUT
direction. The output carrier attempts to drive the reaction
SHAFT pinion gears faster than the sun gear is being driven by
REAR ASSEMBLY engine torque. This action would cause the reaction carrier
INTERNAL (671)
OUTPUT GEAR
assembly to rotate clockwise and overrun the lo roller clutch
CARRIER (666) (644), allowing the vehicle to coast freely.
ASSEMBLY
LOW AND REVERSE (661) 3 Forward Clutch Applied
LOW BAND
ASSEMBLY
Power flow travels back through the transmission to the
ROLLER SUN
CLUTCH (657) forward clutch housing (602). Each of the component’s
GEAR
CASE (644) APPLIED
(650) function and rotation direction is the same as during
(7) *HOLDING acceleration (compare Figures 52 and 68).

4 Overrun Clutch Applied

The overrun clutch plates (508, 509) are applied and power
flow from the forward clutch housing, through the overdrive
MAIN planetary gear set and to the turbine shaft (502) is the same
SHAFT as Manual Third range (see page 68A).
(662)
➤

5 Engine Compression Braking

With the low and reverse band assembly and overrun clutch
REACTION applied, power flow is mechanically connected between the
CARRIER output shaft and converter turbine. This allows engine
CENTER ASSEMBLY compression to slow the vehicle when the throttle is released.
SUPPORT (651)
AND RACE HELD
ASSEMBLY
(640) LOW AND REVERSE
BAND SERVO *NOT HOLDING IN COAST
APPLIED

72 Figure 68 72A
 MANUAL FIRST – FIRST GEAR MANUAL FIRST – FIRST GEAR
(from Manual Second – Second Gear)
SOLENOID OVERDRIVE MANUAL INTER. LOW LOW OVERRUN CLUTCH (from Manual Second – Second Gear) INTERMEDIATE
FOURTH OVERRUN ROLLER FORWARD DIRECT 2-1 SPRAG INTER. ROLLER & REV ASSEMBLY CLUTCH ASSEMBLY
1-2 2-3 CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH BAND CLUTCH CLUTCH CLUTCH BAND ➤
(504–511) FORWARD CLUTCH & CENTER SUPPORT
ON OFF APPLIED HOLDING APPLIED * HOLDING APPLIED ASSEMBLY (629–640)

2ND CL
* HOLDING BUT NOT EFFECTIVE.
(602–616)
NOTE: DESCRIPTIONS ABOVE EXPLAIN COMPONENT FUNCTION DURING ACCELERATION.

➤
➤
Manual First (1) may be selected at any time while the vehicle is being
operated in a forward gear range. However, the downshift to First gear 2ND ACCUM
➤

is controlled electronically by the PCM which will not energize the 1-2 ➤

REAR BAND APPLY

shift solenoid (SS) valve (First gear state) until the vehicle speed is
below approximately 56 km/h (35 mph). Above this speed, the trans-

➤
➤
mission will operate in a Manual First - Second Gear condition until #2
➤

DRIVE
vehicle speed slows sufficiently. Note that this speed varies depending LOW & REVERSE

OVERRUN CLUTCH
on vehicle application.

➤
14 BAND SERVO

➤
(61–74)

➤
When the gear selector lever is moved to Manual First, the manual valve

➤
ACCUMULATOR
➤
also moves. With vehicle speed low enough, the following hydraulic
and electrical changes occur to achieve Manual First - First Gear: MANUAL FIRST – SECOND GEAR

➤
7
4TH CLUTCH
➤
LOW AND REVERSE BAND ASSEMBLY APPLIES ➤ ➤ ➤
➤ ➤ ➤ ➤ ➤ 2ND CLUTCH ➤

➤
➤
1a Manual Valve: #1 ➤ D321

Line pressure enters the lo fluid circuit at the manual valve. 2c

➤
4TH CLUTCH 3RD CLUTCH

CLUTCH ➤
➤

2ND CL

2ND CLUTCH
1b TFP Manual Valve Position Switch: 1e

➤
➤
1
Lo fluid is directed to the TFP manual valve position switch to EX

➤
2b

➤
➤
4TH
signal the PCM that the transmission is in Manual First. 3RD

➤ 2ND
#4

➤
ACCUMULATOR ACCUMULATOR

➤
1c 1-2 Shift Solenoid (SS) Valve: ➤ ➤

2-3 DRIVE
2ND ACCUM

➤
21
The PCM engergizes the 1-2 SS valve, thereby creating high 1-2

DRIVE
➤
18 17

➤
➤

REAR BAND APPLY

➤
signal fluid pressure which moves the 1-2 shift valve to the

➤
➤

➤
➤
D321
downshifted position.

➤
➤

➤
➤

➤
#3

4TH ACCUM
➤
FRONT BAND APPLY

➤
22

➤
#2 ➤
1d #7 Ball Check Valve:

➤
PRND43
➤
Lo fluid from the manual valve is also routed to the #7 ball check LOW & REVERSE ➤ TORQUE SIGNAL 3RD ACCUM
➤

➤
12

➤
valve, and seats the #7 ball check valve against the reverse

➤
MANUAL 2-1 BAND SERVO

➤
14

FBA
➤
➤ ➤ ➤

➤
BAND SERVO (61–74)

➤
circuit and enters the Rear Band Apply (RBA) fluid circuit.

➤
➤
(55–60)
ACCUMULATOR
➤ ➤
➤
➤
1e Low And Reverse Band Servo:

➤
➤

➤
➤
RBA fluid pressure overcomes the force from 2nd accumulator ➤
DRIVE ➤ ➤ DRIVE ➤
➤
fluid pressure and spring force to move the low and reverse

➤
ACTR FD ACCUMULATOR
➤
➤ D321 ➤

➤
PRN

TORQUE SIG
servo piston and low and reverse band apply pin. This applies

➤
➤

➤
6

EX

➤
➤
EX
➤

ACCUM ➤
➤
FILTERED ACTUATOR FEED
the low and reverse band assembly. 1a

➤
ACCUM
ORIFICED ACCUM

DRIVE
➤

➤
➤
MANUAL VALVE

➤
➤
2 INTERMEDIATE CLUTCH AND MANUAL 2-1 BAND RELEASE: ➤

➤
23
#6 #5

LO ➤
2a 1-2 Shift Valve:

ACTUATOR FEED

REVERSE
➤
PRND43
➤

D 21
➤

➤
PRND4

PRND4

➤
REVERSE
ACCUM

LINE
The 2-3 drive circuit is opened to an exhaust port at the 1-2 shift FILTER

➤
RBA

3RD ACCUM
4TH ACCUM
P RND (317)

LUBE
valve. Because 2-3 drive fluid supplies the Front Band Apply D 8 9

DRIVE
➤

➤
AIR 2
(FBA), 2nd clutch and filtered 2-3 drive circuits, these circuits 1

➤
➤

➤
BLEED LUBE 1d

REAR

LO
➤
#7
are also open to exhaust. (210) PIPE 3a

➤
➤ ➤ ➤ ➤
(39) LO ➤

➤
2b Manual 2-1 Band Servo: PRESSURE ➤ ➤

LO
➤
➤ FILTERED ACTUATOR FEED ➤

➤
FBA fluid exhausts from the manual 2-1 band servo, allowing

➤
TAP (24) 1b

➤
➤ ➤ ➤ 20
DRIVE

1-2 SIGNAL
spring force to move the piston and manual 2-1 band servo pin

➤
➤ LINE ➤
1c

➤
and release the manual 2-1 band assembly. When exhausting, ORIFICE CUP PLUG (236)
➤ ➤
2-3 DRIVE
➤
2a

➤
➤
FBA fluid unseats the #3 ball check valve.

LO

REV

REV
LINE PRND43

➤
➤
ACTR FD

FRONT BAND APPLY

➤

➤
EX
PRESSURE REG

➤
➤
2c Intermediate Clutch Assembly: 1-2 SOL

➤
➤
➤
1-2 SHIFT VALVE

2-3 DRIVE
2nd clutch fluid exhausts from the intermediate clutch piston and SUCTION EX

TORQUE SIGNAL
➤
➤
REV ALL LO TFP
PRND43

➤
SWITCH N.O. ON
low and reverse servo assembly, thereby releasing the intermediate SWITCHES

➤
LINE ➤ N.O.
REVERSE 1-2 SIGNAL ➤

➤
clutch plates. PRND4 DRIVE
CONV FD
➤
REV 2-3 SIGNAL
➤

➤
➤

➤
3 SHIFT ACCUMULATION
➤

DRIVE ➤ ACTUATOR FEED

➤

3a Accumulator Valve: ➤ ➤

➤
EX PRND4
Lo fluid is also directed to the accumulator valve to keep the
➤

➤
19
➤

➤
valve fully compressed against spring force and orificed ACTUATOR FEED ➤
LINE

BOOST
4
➤

ORIFICED EX

2-3 SIGNAL

2-3 SIGNAL
➤
accumulator fluid pressure. This allows drive fluid to flow directly ORIFICED ACTUATOR FD
➤ ➤ 2-3 DRIVE ➤
LINE (from Pump)

➤
5

1-2 SIGNAL
into the accumulator fluid circuit without being regulated, thereby

➤
REVERSE ACT FD LIMIT

ACTUATOR FD
PRND4

EX
increasing accumulator fluid pressure to equal line fluid pressure.

EX
➤

EX

EX
TORQUE SIG

➤
2-3 SOL

➤
➤

• The increase in accumulator fluid pressure in Manual First is needed at ➤ ➤ LINE 2-3 SHIFT VALVE ➤ ➤ EX ➤
the low and reverse servo assembly to keep the low and reverse band ➤

➤ FBA ➤
➤
TORQUE SIGNAL
➤
N.O. OFF

EX
PRN

4TH CL FD

➤
released in a Manual First - Second Gear condition. In Second gear,
➤

FILTER 3RD CLUTCH FEED

(75)
➤

➤
the PCM keeps the 1-2 SS valve de-engerized and 2nd clutch fluid ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤
FILTERED 2-3 DRIVE 2-3 DRIVE
pressure is present (see inset in Figure 69). If this happens with 2nd

➤
accumulator fluid pressure not equal to line fluid pressure, RBA fluid ➤ ➤ ➤ ➤ ➤ ➤ FRONT BAND APPLY ➤ ➤ ➤ ➤ ➤ ➤

SIGNAL
pressure will move the low and reverse servo piston to apply the low LINE ➤
➤

3 ➤
TCC SIGNAL

ORIFICED REG APPLY

➤
FILT 2-3 DR

and reverse band. In this situation, both bands (manual 2-1 and low ACTUATOR FEED

➤
FILTER

➤ TORQUE

1-2 SIG
and reverse) would be applied and a tie up condition would occur. (302)
➤

FILTERED ACTR FD 4TH CL FD

➤
LINE

As in Manual Third and Manual Second, the PCM output signal to the
EX

➤
TCC (PWM) PRN
➤

SOLENOID PRESSURE
pressure control (PC) solenoid valve increases torque signal fluid pres- VALVE EX TCC REG CONTROL 3-4 SHIFT
sure further for the added torque requirements during engine compres- (323) OFF SOLENOID
VALVE (320) 15

➤
EX
sion braking or maximum engine torque transfer. REGULATED APPLY 4TH CLUTCH ORIFICED EX EX

COMPLETE HYDRAULIC CIRCUIT

72B Page 100 Figure 69 73
 OPERATING CONDITIONS
RANGE REFERENCE CHART
1 2 3 4 5 6 7 8 9 10
1-2 SHIFT 2-3 SHIFT OVERDRIVE MANUAL INTERMEDIATE LOW LOW AND
FOURTH OVERRUN FORWARD DIRECT INTERMEDIATE
RANGE GEAR SOLENOID SOLENOID ROLLER 2-1 SPRAG ROLLER REVERSE
CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH
VALVE VALVE CLUTCH BAND CLUTCH CLUTCH BAND

P-N ON OFF HOLDING

R REVERSE ON OFF HOLDING APPLIED APPLIED

1st ON OFF HOLDING APPLIED * HOLDING

2nd OFF OFF HOLDING APPLIED HOLDING APPLIED OVERRUNNING

D
3rd OFF ON HOLDING APPLIED APPLIED OVERRUNNING APPLIED OVERRUNNING

4th ON ON APPLIED OVERRUNNING APPLIED APPLIED OVERRUNNING APPLIED OVERRUNNING

1st ON OFF APPLIED HOLDING APPLIED * HOLDING

D 2nd OFF OFF APPLIED HOLDING APPLIED HOLDING APPLIED OVERRUNNING

3rd OFF ON APPLIED HOLDING APPLIED APPLIED OVERRUNNING APPLIED OVERRUNNING

1st ON OFF APPLIED HOLDING APPLIED * HOLDING

2
2nd OFF OFF APPLIED HOLDING APPLIED APPLIED HOLDING APPLIED OVERRUNNING

1st ON OFF APPLIED HOLDING APPLIED * HOLDING APPLIED

1
2nd OFF OFF APPLIED HOLDING APPLIED APPLIED HOLDING APPLIED OVERRUNNING

*HOLDING BUT NOT EFFECTIVE @ THE SOLENOID'S STATE FOLLOWS A SHIFT PATTERN WHICH DEPENDS UPON VEHICLE
SPEED AND THROTTLE POSTION. IT DOES NOT DEPEND UPON THE SELECTED GEAR.
ON = SOLENOID ENERGIZED
OFF = SOLENOID DE-ENERGIZED

NOTE: DESCRIPTIONS ABOVE EXPLAIN COMPONENT FUNCTION DURING ACCELERATION.

EXPECTED OPERATING CONDITION IF COMPONENT IN COLUMN NUMBER IS INOPERATIVE:

COLUMN # CONDITION
1 NO 4TH GEAR.
2 NO ENGINE BRAKING IN ALL MANUAL RANGES.
3 NO REVERSE, NO FORWARD IN OVERDRIVE RANGE.
4 NO FORWARD.
5 NO REVERSE, NO THIRD OR FOURTH.
6 NO ENGINE BRAKING IN MANUAL 2ND.
7 NO SECOND GEAR.
8 NO SECOND, THIRD, OR FOURTH GEARS.
9 NO FORWARD IN OVERDRIVE OR MANUAL THIRD. MANUAL FIRST OK.
10 NO REVERSE, NO ENGINE BRAKING IN MANUAL 1ST.

SHIFT SOLENOID VALVE ELECTRICAL CONDITIONS

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

2-3 • The PCM commands maximum line pressure.

DTC • The PCM disables shift adapts.
P0758 • The PCM commands 2nd gear.
• The PCM illuminates the Malfunction Indicator Lamp (MIL).

74 Figure 70
 COMPLETE HYDRAULIC CIRCUITS
The hydraulic circuitry of the Hydra-matic components such as the pump, control valve body
4L80-E transmission is better understood when and case to assist the user when following the
fluid flow can be related to the specific hydraulic circuits as they pass between them.
components in which the fluid travels. In the The half page of information facing this foldout
Power Flow section, a simplified hydraulic lists possible conditions and component
schematic was given to show what hydraulically diagnostic tips. Always refer to the appropriate
occurs in a specific gear range. The purpose was vehicle platform service manual when diagnosing
to isolate the hydraulics used in each gear range specific concerns
in order to provide the user with a basic
understanding of the hydraulic system. The right side foldout shows a two-dimensional
line drawing of the fluid passages within each
In contrast, this section shows a complete component. The active fluid passages for each
hydraulic schematic with fluid passages active in gear range are appropriately colored to correspond
the appropriate component for each gear range. with the hydraulic schematic used for that range.
This is accomplished using two opposing foldout The half page of information facing this foldout
pages that are separated by a half page of identifies the various fluid circuits with numbers
supporting information. that correspond to the circuit numbers used on
the foldout page.
The left side foldout contains the complete color
coded hydraulic circuit used in that gear range For a more complete understanding of the
along with the relative location of valves, ball different hydraulic systems used in a specific gear
check valves and orifices within specific range, refer to the Hydraulic Control Components
components. A broken line is also used to separate section and/or Power Flow section.

PASSAGE A IS LOCATED IN THE PUMP BODY (LIGHT GREY AREA)

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

FLUID FLOW SCHEMATIC — FLUID FLOW THROUGH

(FOLDOUT) COMPONENTS (FOLDOUT)

A E B RK g)
PA nnin
u
eR
gin
(En (P)
Park l
(Engine Running) the e oi
➤

PARK PARK
r in th (Engine Running)

;;;;
leve fromwing:
➤

ctor sure follo

;;;
;; ;;;
sele pres the Reg-

;;;;
➤ (9)

;;;; ;;
the line to
(208) (237)
TORQUE OVERRUN CLUTCH 4TH CLUTCH FORWARD CLUTCH DIRECT CLUTCH INTERMEDIATE 8): ) 48

Withsition, rected Valve(21essure

(239)

;;;;;;;
;;; ;; ;;;;;
;; ;;;
;;
CONVERTER ASSEMBLY ASSEMBLY ASSEMBLY ASSEMBLY CLUTCH ASSEMBLY

;;;;
48 (236)
(1) (504–511) (523–533) (602–616) (616–623) & CENTER SUPPORT di r
po p is lato (line ion pr 47
7 47
48
48 7
(210)
48

;;;;;;;
;;;;; ;;;
;;;;;; ;;;;;
;; ;;;
(629–640)
pum Regu tput miss
➤

45

;;;; ;;;
;;;;;;; ;;
➤

48
➤

;;;;
➤

7 8
ns p 2 2
➤

sure mp ou tra pum 9

➤

8 45 45 48 (8)
2 9 8 2
Preses pu to thWe hen mand
➤

8 47

;;;;;;
45 8

;;;
;;;;
;;;;;
;; ;;; ;
➤
12 12 45
ulat rdingents. the defrom

;;;;
➤

2 9 9 2
accoirem ceeds, fluidr

;;;;;;;; ;; ;;;
;;;;; ;
;; ;
;;;;; ;;
1 2 12 2 12
10 49 12 ➤ 12

;;;; ;
10
➤

requut ex sure lato

1
➤ 7 8 ➤
➤

;;;;
8 7

outp e presre regu

➤
➤ 24
➤

;;
10 ➤ ➤
FRONT LUBE ➤
➤
12
REVERSE
➤

49 12 19 13
➤

13
of linpressu
49
APPLY/RETURN

DRIVE DRIVE ➤ 29 11
11 45

;;;;
e

;;;; ;;;;
➤
3RD/REVERSE 11
th 40 (90)
➤

3 3 49
1
➤
1
CENTER LUBE
OVERRUN CLUTCH

1
RELEASE

➤ 1
➤

2 1 1
REVERSE

LUBE

;; ;; ➤
2

;;;;
30 30
ER
3RD/REV

43 43
CENT
2
DRIVE

45
➤

47
30
29
➤

14 47 47 29 40
14

;;;;
29 45 14
3 2 19 30 3
47
45
47 43 19 43
ER ➤ ➤ ➤ 47 3
COOLER
COOL
43 2 40
➤

30 14 2
➤
➤

;;;;
➤ ➤ ➤ CENTER LUBE ➤ ➤ 40
➤

14 3
2ND CL
2ND CL

3 2 19 43 43 2
➤
➤

2-3 DRIVE 2-3 DRIVE 2-3 DRIVE

;;
➤

PUMP BODY (203) PUMP COVER (206) PUMP COVER (206) 1

➤

30 40 3 2 19 43 14
ACCUM ACCUMULATOR
CENTER LUBE

REAR 4TH CLUTCH

(Pump Cover Side) (Pump Body Side) (Case Side) CASE (7)
ACCUMULATOR

FRONT BAND APPLY

3RD/REVERSE

OIL COOLER ACCUMULATOR GASKET (47) (Pump Cover Side)

(24)
REVERSE

PIPE CONNECTOR
ACCUM

#10 #1 #8
➤
ACCUMULATOR HOUSING (51) EX
(90) 2ND ACCUM
3RD CL FD

➤
ACCUM

3RD ACCUMULATOR
ACCUM

4TH CL
ACCUMULATOR

4TH
➤

ACCUMULATOR
FBA

1 2d 44a
➤

3RD CL

42
4TH CL

2 44
➤

#6 #5 #10 #8 #3 #2 #3
PRND43

42c
➤

➤ CENTER LUBE ➤ ➤ ➤ 1 23 47 47
47
REAR BAND APPLY
➤

41 41a 42d 32
FILTER 38
33a
26c

26f

26
26j

ORIFICE
➤

26d

26e

16b

33b

16a 2
26i

(75)
➤
➤

ORIFICE
2ND CLUTCH

39 39d
4TH CLUTCH

CUP PLUG 14 47
14d

34a

31a

➤ 16a

41a

37b

37e

34b

FBA 31d

26g
26h
35a

28a
14c

34c
33c
37f

8 9 10 11 12 47 42
17a

13 14 41
CUP PLUG (237) 47 16 39 47 28
38

38

32

32

37c

37d

34

34

31c

31b

28

28
41

MANUAL 2-1
43e

#4 5c 47
FRONT LUBE

16 47
(208) EX EX LOW & REVERSE 39e
CASE (7)

14
➤

BAND SERVO 16b/41 47 47 47

RELEASE

20e 2b 5b 37 47
(55–60) BAND SERVO ➤ 20 2 5 14a 20f 20a 47
➤

D 21
D 21
D 21
PRN

14
➤

5 43d 34 47
CO (61–74) 14 22 22a 43c 22b 26 17
➤

4TH ACCUM 3RD ACCUM 14 5 43 5a

➤

20 2 43a 20b 47 47
NV 4TH CL FD 36a 43 22 14b 43b 13 27 32 47
LIM TORQUE SIG 4TH CLUTCH 20 19 ➤ 42 19 43
➤

7 43 19a 43e
IT 43 (39) 14
➤
4TH CL FD

37a 19 38
➤

➤ 3RD CL ORIF EX ORIFICED EX 46a 45 EX 39c 26 35

➤

➤
CON 43 39a/40 19b 20c/21 20d/22 30
➤

➤ 34
➤

REG V FD 15 1 42b 16 36
4TH CL

3RD CL

7
➤

EX 19a DRIVE 3RD CL FD 39 20 46 21

➤
4TH CLUTCH FEED

19 37 ➤
➤

CON 42 19 ➤ ➤ 37a/19
V FD
➤ ➤ EX 45a 19 44 50 39b/40 18b 4
22 ➤
19c 47 47 6 40 45 #11
TC

ACCUMULATOR 18a 45 5 2
➤
26b ➤
2-3 DRIVE

EX 3RD/REV 45 45b
➤

➤ 37b 33a/34 46b/45 25 5

➤
➤

18 2a
C

26a 27 ORIFICED ACCUM 2 2 2c 24/19d

➤

➤
24 37 24
FILTERED 2-3 DRIVE

REV #9 ➤
➤

43h 2 3b/4
DRIVE
EN

31a
COOLER

33 11 33c
➤

➤ 6 12 37
➤
33
➤

➤ 31b 21 31
LE ACCUM 3-4 SHIFT 31 3 33b/34
AB

PRND43
➤ 43g 3 42 42a 36a 43
➤

AB ➤ 36b
TORQUE SIGNAL

AIR 35 36
➤

➤ 42a
#11 16 3 36 10 23a 42
C EN
L

3
➤

➤ PRN 3a
➤
BLEED 23/24c 17
➤

➤ LO ACTR FD 1-2 SIGNAL 37 30 45 4

➤ ➤
TC ➤ 43f 37 37d 14 47 3 2
➤

➤
OVERRUN CLUTCH 5 (75) 5 31c 24a 34 41 18 45 23 46 5
DRIVE

➤
(210)
FRONT BAND APPLY
➤

AL 5e 6 ➤ ORIFICED ACTUATOR FEED ➤ ➤ 2-3 SIGNAL ➤ 22a 5 23 37e 35a 25 2

➤

E ➤25 25a 5d 5e/6 37c 23/24b 18 36 31 33 19

GN ➤ 17 18
➤

AS RN 24 44 45a
C SI ACTUATOR FEED PRND4
➤ ➤ ➤ ➤ ➤
➤ LINE 5d 18b 22
➤

➤ 23
LE
➤
➤

43 22
RE RETUE
40 34 15 47 47 47 50
TC 4TH CLUTCH FEED 34b 43f
➤

36b
➤

ORIFICE 40 #9 39 42
Y/ IV LUBE 40 31 40a 43g
➤
➤
TC

ACT FD LIMIT 30a 40 5 ➤ ➤

PL CONVERTER FEED 2-3 DRIVE 45
➤
LO

➤ 23a
PRND4

LINE
PRND4

➤ CUP PLUG 34 26b ➤

AP DR ONT
C EN

46a/45 19
➤

#5 26c/38 26e/32 16 45 21
3RD CLUTCH FEED 30 31d 34c 43h
PRESSURE REG

➤ ➤
22b
➤
➤

(236) 24 19
➤

45
EX

47
2-3 SIGNAL

➤
30
EX

EX

➤
FR #6 6 9
PUMP ASSEMBLY (4) 21
AB

26 26 22
D21

RBA

➤
2-3 SIGNAL 17
D 21
➤

26d/38
REV

20
1-2 SIGNAL

5 ➤ 43 23 22
EX

LINE 43
LE

➤ ➤
➤

2a 24c 23 17 17 26a/27 8 26g 47 47

SUCTION 26f/32
➤
17a 43 20
➤

2-3 SOL 28
➤

➤ (39)
➤
REG CONV FD

TCC SIGNAL
➤

30a 24b #4 28 28a

➤

➤
➤

14 2
CONV CLUTCH SHIFT

2-3 SHIFT VALVE ➤ ➤ EX ➤ 23 37f 34a 20

➤

EX EX
LINE

➤ LINE ➤ 45b 45 14d 18 5

➤

43
➤

18
49 ➤

47 26j/28
TCC SIGNAL

12
➤

➤ EX 45 46b ORIFICED EX N.O. OFF 24a 2ND CLUTCH 39 47

EX ➤ ➤ 37 34 42
➤

14 ➤
➤

4 14 26i/28
CONV FD FILTERED 2-3 DRIVE 2-3 SIGNAL
➤ ➤ ➤
TCC SIGNAL

22 20d 37 (302) 16
PRN

24 43 19 41 47
REL 45
EX

➤ FBA
➤

TCC (PWM) 19 45 26 14c 26h 43 41 17 42 47

25a ACTUATOR FEED
➤
32a
8

38a
➤

SOLENOID ORIFICED EX REV 2

➤
R CONV FD 43d 47 34 47
➤

➤
➤
32

VALVE EX TCC REG ➤ ➤

ACTUATOR FEED
➤ ➤
5b 44
EX
4T

(323) 47
COOLER ➤ 3a OFF (317)
➤

➤
43b REV 18
H

47 47
LINE

33
➤
➤

ACTR FD

LINE
REVERSE

REV
➤

43c
2-3 SIG

3-

REGULATED APPLY
➤

APP/RET
➤
➤
BOOST

3
4

2-3 DRIVE CC
A

ORIFICED REG APPLY

REV

3b 4
➤

20 #7
REG APPLY 44
FILT ACTR FD

U SPACER PLATE (46) CONTROL VALVE BODY (44)

2ND CLUTCH

➤
➤
➤

➤ 44
ACTR FD

1-2 SIGNAL
➤ ➤
➤ LINE ➤ 2c ➤ 21 20c M 2 42 2
EX

13 (90) 42
➤

)8(
TORQUE SIGNAL 1-2 SOL ACCUMULATOR CASE (7)
35
➤

➤ ➤ ➤
14a ➤
PUMP REVERSE (Case Side)
➤
PRND43
ACTR FD

TCC SIGNAL
➤
O

2
➤

BODY
1-2 SHIFT VALVE EX HOUSING (51) (Control Valve Body Side) 41
V

PRESSURE RR 12 41 42
➤
➤

(203) ➤ 39
TORQUE SIG
➤

14b FILTER 39
DRIVE

CONTROL N.O. ON U 41 41
N
➤

(302) 42
➤

➤
TORQUE SIGNAL LINE
➤
2b SOLENOID 39 41
REV 1-2 SIGNAL ➤ 16
FILTERED ACTR FD

VALVE (320) 16
37
➤ PRN
➤
EX

39
D 21

16
ACTUATOR FEED

ACTR FD
➤ ➤ ➤
5c 20
LINE
ACTUATOR FD

➤ ➤ 5
FILTERED ACTR FD

➤
5
➤

20 5 5
EX

V
EX

➤ FILTERED ACTUATOR FEED ➤ 20a ➤ 14 20 2 20 14 20 2 20

ER
38

TCC SIGNAL
DRIVE

RU
➤

➤
DRIVE N 22 43 22 43 20 22 43 43
5
D2

20b ➤ CL 14 43 14 5 20
REGULATED APPLY MANUAL VALVE U 43 43 22
CASE (7)

➤ TC 43 43 43
➤

➤
21
H 20 20
➤

19 21 22
REVERSE

FRONT REVERSE 2ND CL 19 19

➤

19d 24
➤

19
PRND43

LINE ➤

42 42
LO
PRND4

PRND4

➤
REVERSE

OIL COOLER 39 39
D321

39
TCC SIGNAL

40
➤
DRIVE

OVERRUN CLUTCH FILTER 22 37

40

19
➤

PIPE CONNECTOR 19
PRND43

(317) 19c DRIVE 45 45 18

P RND
LO

45
3-

37 18 46
➤

37
LUBE

➤
➤

(8) ➤ 18
➤

DRIVE
2

18
LO

20f D 2 33 2
➤

➤
SI

2 24 2 34 19
2 31 23
PRND4

➤ ➤ PRND43 3 33 31 23
G

4 33
1
N

36
RBA

PUMP 36 36 36
A

➤ LUBE
REAR

20e 42 42
NOTE:
L

COVER
PIPE TFP
DRIVE

(206) REV LO 3 31
REVERSE

ALL
37 24 3 31
➤ 2d ➤ LINE ➤ ➤ #7 PRND43 37
LO

(39) SWITCHES SWITCH 37 23 37 24

35
- INDICATES BOLT HOLES
➤

N.O. 5
➤ ➤ ➤ RBA 25 5 45 5 6 45 24
PRND4 DRIVE 35 43 25
43
➤

42b LO LO 34 31 34 31
40 45
➤

40
OIL REV
30
26
34 43
26 46
34 43 - NON FUNCTIONAL HOLES
LINE

➤ ➤ 26 30
DRIVE

38
PRESSURES PAN PRND4 ➤ 18a ➤ 26
26 HAVE BEEN REMOVED FROM
➤

26
➤

32
(28) DRIVE
SUCTION

ACTUATOR FEED

26
INTAKE & DECREASE (SUCTION) 17 27 17 COMPONENT DRAWINGS TO
➤

CONTROL VALVE BODY (44) 31 28 28

REVERSE

FILTER GASKET (45)

SIMPLIFY TRACING FLUID FLOW.
➤
DRIVE

CONVERTER & LUBE 37

44a

ASSEMBLY 34 26 34
40

40

14 28
14
40a

39d

43a

19b

39e

42d
39c

42c

(31) 37
5a

MAINLINE PRESSURE 1 23 SPACER PLATE (46)

39b

TAP - DUAL PURPOSE PASSAGES

39a

14
➤

14 26 26
SOLENOID SIGNAL "ON" (24) GASKET (48) 38 32 38 32
LO

CASE (7) 47 47
HAVE CASE SIDE
➤

SOLENOID SIGNAL "OFF" #1 D321 D321 REAR BAND APPLY

OVERRUN CLUTCH
NUMBERS LISTED FIRST
ACCUMULATOR LINE
➤
➤ ACTUATOR FEED ➤ ➤ ACTUATOR FEED ➤ ➤
➤

ACTUATOR FEED REVERSE REVERSE GASKET (47) GASKET (48) GASKET (45) - EXHAUST FLUID NOT SHOWN
➤

TORQUE SIGNAL DRIVE DRIVE (Accumulator Housing to Spacer Plate) (Case to Spacer Plate) (Spacer Plate to Control Valve Body)

Figure 72 Figure 73
76 FOLDOUT ➤ 77
➤

D C