5L40E Original Manual PDF

4/5L40-E
HYDRA-MATIC
CONTENTS
INTRODUCTION ..................................................................................... 3
HOW TO USE THIS BOOK ...................................................................... 4
UNDERSTANDING THE GRAPHICS ....................................................... 6
TRANSMISSION CUTAWAY VIEW (FOLDOUT) ....................................... 8
GENERAL DESCRIPTION ....................................................................... 9
PRINCIPLES OF OPERATION ............................................................... 9A
MAJOR MECHANICAL COMPONENTS (FOLDOUT) ...................... 10
RANGE REFERENCE CHART ......................................................... 11
TORQUE CONVERTER .................................................................. 12
APPLY COMPONENTS ................................................................. 15
PLANETARY GEAR SETS ............................................................. 29
HYDRAULIC CONTROL COMPONENTS ........................................ 32
ELECTRICAL COMPONENTS ........................................................ 45
POWER FLOW ...................................................................................... 53
COMPLETE HYDRAULIC CIRCUITS ..................................................... 85
LUBRICATION POINTS ....................................................................... 112
BUSHING AND BEARING LOCATIONS ............................................... 113
SEAL LOCATIONS .............................................................................. 114
ILLUSTRATED PARTS LIST ................................................................ 115
BASIC SPECIFICATIONS .................................................................... 136
PRODUCT DESIGNATION SYSTEM ................................................... 138
GLOSSARY ........................................................................................ 140
ABBREVIATIONS ............................................................................... 142
INDEX ................................................................................................ 143
2
PREFACE
The Hydra-matic 4/5L40-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 4/5L40-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 4/5L40-E transmission.
© COPYRIGHT 2001 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 4/5L40-E Technician’s Guide is as it applies components or shifts valves in the system.
another Powertrain publication from the Technician’s Facing this partial page is a hydraulic schematic that
Guide series of books. The purpose of this shows the position of valves, ball check valves, etc.,
publication, as is the case with other Technician’s as they function in a specific gear range.
Guides, is to provide complete information on the
theoretical operating characteristics of this The third major section of this book displays the
transmission. Operational theories of the mechanical, “Complete Hydraulic Circuit” for specific gear
hydraulic and electrical components are presented in ranges. Fold-out pages containing fluid flow
a sequential and functional order to better explain schematics and two dimensional illustrations of major
their operation as part of the system. components graphically display hydraulic circuits.
This information is extremely useful when tracing
In the first section of this book entitled “Principles fluid circuits for learning or diagnosis purposes.
of Operation”, detailed explanations of the major
components and their functions are presented. In The “Appendix” section of this book provides
every situation possible, text describes component additional transmission information regarding
operation during the apply and release cycle as well lubrication circuits, seal locations, illustrated parts
as situations where it has no effect at all. The lists and more. Although this information is available
descriptive text is then supported by numerous in current model year Service Manuals, its inclusion
graphic illustrations to further emphasize the provides for a quick reference guide that is useful to
operational theories presented. the technician.
The second major section entitled “Power Flow”, Production of the Hydra-matic 4/5L40-E Technician’s
blends the information presented in the “Principles of Guide was made possible through the combined
Operation” section into the complete transmission efforts of many staff areas within the General Motors
assembly. The transfer of torque from the engine Powertrain Division. As a result, the Hydra-matic
through the transmission is graphically displayed on a 4/5L40-E Technician’s Guide was written to provide
full page while a narrative description is provided on the user with the most current, concise and usable
a facing half page. The opposite side of the half page information available regarding this product.
contains the narrative description of the hydraulic fluid
3
HOW TO USE THIS BOOK
First time users of this book may find the page layout specific fluid circuits that enable the mechanical
a little unusual or perhaps confusing. However, with components to operate. The mechanical power
a minimal amount of exposure to this format its flow is graphically displayed on a full size page
usefulness becomes more obvious. If you are and is followed by a half page of descriptive text.
unfamiliar with this publication, the following The opposite side of the half page contains the
guidelines are helpful in understanding the functional narrative description of the hydraulic fluid as it
intent for the various page layouts: applies components or moves valves in the system.
Facing this partial page is a hydraulic schematic
• Read the following section, “Understanding the which shows the position of valves, ball check
Graphics” to know how the graphic illustrations valves, etc., as they function in a specific gear
are used, particularly as they relate to the range. Also, located at the bottom of each half
mechanical power flow and hydraulic controls page is a reference to the Complete Hydraulic
(see Understanding the Graphics page 6). Circuit section that follows.
• Unfold the cutaway illustration of the Hydra- • The Complete Hydraulic Circuits section
matic 4/5L40-E (page 8) and refer to it as you (beginning on page 85) details the entire hydraulic
progress through each major section. This system. This is accomplished by using a fold-out
cutaway provides a quick reference of component circuit schematic with a facing page two
location inside the transmission assembly and dimensional fold-out drawing of each component.
their relationship to other components. The circuit schematics and component drawings
display only the fluid passages for that specific
• The Principles of Operation section (beginning on operating range.
page 9A) presents information regarding the major
apply components and hydraulic control • Finally, the Appendix section contains a schematic
components used in this transmission. This section of the lubrication flow through the transmission,
describes “how” specific components work and disassembled view parts lists and transmission
interfaces with the sections that follow. specifications. This information has been included
to provide the user with convenient reference
• The Power Flow section (beginning on page 53) information published in the appropriate vehicle
presents the mechanical and hydraulic functions Service Manuals. Since component parts lists
corresponding to specific gear ranges. This and specifications may change over time, this
section builds on the information presented in the information should be verified with Service
Principles of Operation section by showing Manual information.
4
HOW TO USE THIS BOOK
LARGE CUTAWAY VIEW HALF PAGE TEXT FOR EASY RANGE REFERENCE CHART
OF TRANSMISSION REFERENCE TO BOTH PAGES
(FOLDOUT)
RK )
PA nning
u
eR
➤
gin
(En
(P)
Park l
PARK the e oi PARK
r in th
HYDRA-MATIC 5L40-E leve fromwing: (Engine Running)
(Engine Running) ctor sure follo
sele pres the g-
1 the line to 8): Re)
➤
Withsition, rected Valve(21essure
TORQUE DIRECT COAST REVERSE FORWARD FORWARD OVERDRIVE INTERMEDIATE INTERMEDIATE LOW /REVERSE LOW SPRAG SECOND POWER FROM REAR NO POWER
TORQUE INTERNAL TRANSMITTED
CONVERTER CLUTCH CLUTCH CLUTCH CLUTCH SPRAG CLUTCH SPRAG CLUTCH CLUTCH CLUTCH COAST
SECOND CONVERTER GEAR TO po p is di lator (line prion
HOUSING/PUMP ASSEMBLY ASSEMBLY ASSEMBLY ASSEMBLY CLUTCH ASSEMBLY CLUTCH ASSEMBLY ASSEMBLY ASSEMBLY CLUTCH
CLUTCH
(1) (560)
HELD
DIFFERENTIAL
ASSEMBLY pum re Reguoutputnsmissmp 3
ASSEMBLY (405–414) (437–446) (404–420) (435–451) ASSEMBLY (480–487) ASSEMBLY (488–497) (510–517) (503) ASSEMBLY su mp tra pu
(3) (461) (473) (528–535) ASSEMBLY Preses pu to the hen mand
➤
(520–527) ulat rdingents. Wthe defrom
accoirem ceeds, fluidr CONVERTER FEED
CONVERTER requut ex sure lato

SECOND outp e presre regu
LINE
PUMP
PRESS REG VALVE

SPRAG of linpressu DECREASE
DIRECT OVERDRIVE INTERMEDIATE SECOND
ASSEMBLY CLUTCH the CLUTCH CLUTCH CLUTCH CLUTCH
EX ACCUMULATOR ACCUMULATOR ACCUMULATOR ACCUMULATOR
ASSEMBLY EX EX EX EX
(547)
STATOR ACCUM
ROLLER ➤
BOOST VALVE
CLUTCH
➤
REVERSE CLUTCH 2
ASSEMBLY ➤
ACCUMULATOR
ACCUMULATOR
ACCUMULATOR
LINE
THROTTLE SIGNAL
OVERDR CL FD 2
SECOND CL
INTERMED CL
DIRECT CL
4 5 3
LINE LINE
FEED LIMIT FEED LIMIT
2a
1-2 SIGNAL
LOW AND REV CL
123 REGULATED
123 REGULATED
OUTPUT
23 REGULATED
SECOND CL
SECOND CL
2-3 SIGNAL
SHAFT FEED LIMIT
8
(562) TORQUE 9
D432
D432
FEED LIMIT
FDL
FDL
MEMORY FEED LIMIT
TORQUE CONVERTER
LINE SAFETY MODE
EX
32 SAFETY MODE
HOUSING/PUMP MEMORY PILOT 1-2 SHIFT
CONVERTER SOLENOID
ASSEMBLY ASSEMBLY 1-2 SHIFT VALVE VALVE
FEED LIMIT
(3) N/C
(1) THROTTLE SIGNAL
MEMORY
MEMORY
(A) OFF
PLANETARY
EX
EX
EX
FILTERED FEED LIMIT 1-2 SHIFT CONTROL VALVE
EX
LINE
2345
CARRIER
32
EX
FEED LIMIT
INTERMEDIATE CLUTCH
ASSEMBLY PRESSURE
CONTROL SAFETY MODE
24 INTERMEDIATE CLUTCH
2-3 SIGNAL
(553) SOLENOID
LINE SAFETY MODE

VALVE 23 REGULATED
LINE
EX
EX
10
FEED LIMIT
23 REGULATED
2-3 SHIFT
SOLENOID
REAR 2-3 SHIFT VALVE CNTRL VALVE
N/C
INTERNAL (B) OFF
EX
EX
EX
FILTER
EX
2345
2345
345
29
GEAR (312) EX EX
(560) OVERDRIVE CL FD 1
SECOND COAST CLUTCH
REAR 2b
FEED LIMIT
7
FEED LIMIT
INTERNAL
GEAR FEED LIMIT
4-5 SIGNAL
EX
FRONT (560) 4-5 SHIFT
SOLENOID
HELD 4-5 SHIFT VLV CNTRL
INTERNAL FORWARD AND COAST
VALVE
N/C
FEED LIMIT VALVE (C) OFF
GEAR
EX
EX
CLUTCH HOUSING
COAST CLUTCH
123 BRAKING
123
123
EX
45
LINE SM
11
EX
EX
EX
(550) ASSEMBLY 28 FEED LIMIT
(433) LINE
OVERDRIVE CL FD 2
TORQUE TCC REGULATOR VALVE
EX
COAST CLUTCH FEED
CONVERTER REVERSE CLUTCH TCC PWM
ASSEMBLY HOUSING ASSEMBLY SOLENOID

VALVE
LINE SM 2c
PARK PAWL (401) N/C
(1) REVERSE
EX
2345 OR REVERSE
ACTUATOR
REGULATED APPLY
REGULATED APPLY
TCC SIGNAL
LINE
PARK MANUAL VALVE
ASSEMBLY PAWL
(613)
EX
REV
(612)
LINE
D432
32
FORWARD/COAST ENGAGED
CLUTCH HOUSING P R N D 4 3 2 1
LINE
SHAFT CO
(433) MP
PARK LE
TE
CONTROL INPUT PAWL HY
TRANSMISSION ACTUATOR DR
TRANSMISSION TCC PWM TRANSMISSION MANUAL SHIFT VALVE BODY/ SUN GEAR ASSEMBLY 56 PA AULI
PRESSURE CONVERTER CONVERTER FLUID ACCUMULATOR SHAFT (613) B GE C
SOLENOID FLUID MANUAL SHAFT SWITCH 86 CIR
➤
LINE LINE
PLATE TURBINE STATOR FILTER VALVE PAN VALVE ASSEMBLY ASSEMBLY (457) CU
IT
ASSEMBLY ASSEMBLY ASSEMBLY (59) (352) (62) (377) (602) (47) LINE (from Pump)
Figure 52 Figure 53
8 Figure 6 56 57
PAGE NUMBER —
FOR REFERENCE TO
FLUID FLOW SCHEMATIC
FLUID FLOW SCHEMATIC — FLUID FLOW THROUGH

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

sele pres the
LOW AND REV CL OR RLO
TORQUE DIRECT FORWARD OVERDRIVE CENTER SECOND COAST CLUTCH g- (229)
CONVERTER AND REVERSE AND COAST AND SUPPORT the line ed to 218): Re)
➤
NOTE: (233)
ASSEMBLY CLUTCH CLUTCH INTERMEDIATE ASSEMBLY ith n,
W sitio rect Valve( essu re 51 (231)
INTERMEDIATE CLUTCH
51
PASSAGES AND
COMPONENTS (1) ASSEMBLY
(400–420)
ASSEMBLY
(430–451)
CLUTCH
ASSEMBLY
(510–535)
po p is di lator (line prion 48 48
(232)
➤ 52
MARKED WITH
pum re Reguoutputnsmissmp
4
➤
➤
2 52
(480–497) 48
FRONT
ARE USED FOR FORWARD CLUTCH ➤ 3

su mp tra pu TRANSMISSION 52 4
Preses pu to thWe hen mand
COAST CLUTCH 53 52
➤
➤
THE 5L40-E ONLY REVERSE CLUTCH VENT

➤
LUBE 2
2 5
➤
➤
DIRECT CLUTCH ASSEMBLY
ulat rdingents. the defrom 16
31
➤
FORWARD CLUTCH
➤
4 8 2
3
accoirem ceeds, fluidr
COAST CLUTCH ➤6 12
SECOND CLUTCH ➤ 7 32 37
LUBE OVERDRIVE CLUTCH OVERDRIVE CLUTCH 6 21
requut ex sure lato
➤
48
APPLY
ACCUMULATOR HOUSING (317) ACCUMULATOR HOUSING (323) ACCUMULATOR HOUSING (328) ACCUMULATOR HOUSING (333) REVERSE LOCKOUT 48 7
32 5 52
outp e presre regu
CASE (24)
➤
2 52 52
EX EX EX EX
TOP CHANNEL PLATE (301)
INTERMEDIATE CLUTCH 21 9 24 24
of linpressu
DIRECT OVERDRIVE INTERMEDIATE SECOND 4
GASKET (303) ACCUM ➤
CLUTCH CLUTCH CLUTCH CLUTCH
➤
RELEASE
LINE 53
the
8
BOTTOM CHANNEL PLATE (304) ACCUMULATOR ACCUMULATOR ACCUMULATOR ACCUMULATOR SECOND CLUTCH 48
LUBE 16 7
30b
54g
GASKET (305) 3
2d
➤
8 ➤
OVERDRIVE CLUTCH
7
➤
51
54b
54d
30a
30c
35c
54f
2e
SPACER PLATE (307) 2 3 21 1

X-3 12 52 52
2m
54e
GASKET (309)
51
DIRECT CLUTCH
19 52 48 7
48 (233)
ACCUM
FRONT CONTROL VALVE BODY (311)

ER 50
COOLER 48
FORWARD CLUTCH
4 ACCUM 52
52
COOL
OVERDRIVE CL FD 2 40d
35d
30d
37c
ACCUMULATOR D432 19h 24

COAST CLUTCH
REVERSE CLUTCH
2a 54a 2 ➤
SECOND CLUTCH 48 24 9
TO 5 14
ACCUMULATOR 4 52 37
2c 54c ACCUMULATOR 19f D432 53 48
INTERMEDIATE CLUTCH 2 37 41
#12 5 2 16
➤
33a
SECOND CLUTCH
DIRECT CL
12
LUBE
12
➤
40c OVERDRIVE CLUTCH FEED 2 D432 19e D432 52 8 4 16 32 52

41 3 21
INTERMEDIATE CL
39c OVERDRIVE CLUTCH FEED 1 D432 20 6 35

➤
(213)
23 REGULATED
7 32 52 ➤ ➤
SECOND CLUTCH 25d 2/21 30 2
39b 1
➤
TO COOLER 23 REGULATED 25c

(214) 21 1 52
➤
➤
➤
40b OVERDRIVE CLUTCH FEED 2 123 REGULATED 25e 50 48 (40)
REVERSE CLUTCH 52 ➤
37d DIRECT CLUTCH
123 REGULATED 17a 24 FLUID PUMP COVER (202) ➤
FORWARD CLUTCH LOW AND REVERSE CLUTCH 44e 4 52
(Torque Converter Housing Side)
SECOND COAST CLUTCH
COAST CLUTCH 43a 32 SAFETY MODE FDL 44d 53 ➤

➤
2-3 SIGNAL 28b 8 48 ➤

32 42b 32
SECOND CLUTCH
SECOND CLUTCH
16 52 30 34 18 15
123 REGULATED
123 REGULATED
7
➤
FDL 44a 5 48
23 REGULATED
DIRECT CLUTCH
2b LINE FEED LIMIT 10f 7 ➤ 32
2-3 SIGNAL
LUBE 8 1-2 SIGNAL 27a 48 12 9

AIR
10e FEED LIMIT FDL 44b 48
37 16 21 CASE (24)
LINE
CASE (24)
16 52
MEMORY 9 ➤ (Fluid Pump Cover Side)
COAST CLUTCH
47a 24
D432
D432
AIR BLEED AIR 48 48

FDL
FDL
FD LIMIT 10g 8
AIR BLEED (203) BLEED 27c 46 MEMORY PILOT
EX
24
REVERSE LOCKOUT
2
APPLY
37 52
32 SAFETY MODE
(203) (233) 1-2 SHIFT 35a

2-3 SIGNAL
BLEED 36 46 MEMORY PILOT ➤

SOLENOID
52
NOTE:
➤
35b 7 52
LINE (203) 30 52
DIRECT CLUTCH
47b 1-2 SHIFT VALVE VALVE 23 52 52

FEED LIMIT
AIR N/C 12
33e 9
THROTTLE SIGNAL – INDICATES BOLT HOLES
MEMORY
12a 32 52
MEMORY
(A) OFF
➤
BLEED
EX
EX
EX
21
FDL
11b FILTERED FEED LIMIT 1-2 SHIFT CONTROL VALVE 33d

EX
FLUID (233)
OVERDRIVE CL FD 1
OVERDRIVE CL FD 2
LINE
DIRECT CLUTCH
24
#11
345
32 SAFETY MODE
FILTER
➤
2345 2345 – NON FUNCTIONAL HOLES HAVE BEEN

32
PRESSURE
EX
52
1-2 SIGNAL
31
DIRECT CLUTCH
(312) 52
➤
TEST PLUG EX INTERMEDIATE CLUTCH 22a 37

PRESSURE INTERMEDIATE CLUTCH
➤ 21 REMOVED FROM COMPONENT DRAWINGS
FEED LIMIT
(40) 10
TCC SIGNAL (203)
32
PRESSURE CONTROL SAFETY MODE 23 REGULATED 10h 37 52

RELIEF SOLENOID (203) 2 TO SIMPLIFY TRACING FLUID FLOW. 52
➤
(36)
LINE
11a 10b
VALVE 2-3 SIGNAL 28a
52 32
BALL RLO 16
LINE
FEED LIMIT FDL 44 45

EX
EX
16 12 (203)
– DUAL PURPOSE PASSAGES HAVE
➤
LOW AND REVERSE CL
VALVE FDL 44c (203) 32

TORQUE CONVERTER HOUSING (227) 1 52 21
123 REGULATED
2-3 SHIFT
23 REGULATED
27b 1-2 SIGNAL LINE SAFETY MODE SOLENOID 44f

(Fluid Pump Cover Side) FLUID PUMP COVER (202) CHANNEL PLATE SIDE NUMBERS LISTED FIRST
CONVERTER FEED
1-2 SIGNAL
FEED LIMIT
2-3 SHIFT VALVE CNTRL VALVE

32 SM/FDL
45
2345
CASE (24)
D432
LINE 28c 2-3 SIGNAL N/C 43c (Case Side) – EXHAUST FLUID NOT SHOWN
DECREASE
(B) OFF
EX
(Top Channel Plate Side)

EX
EX
EX
DIRECT CLUTCH #10

EX
7
2345
2345
345
10d CNTRL 3-4 SHIFT REVERSE

RELEASE
CONVERTER FEED EX
LOCKOUT REV
48 45
#1 – PASSAGES MARKED WITH ARE USED FOR
THROTTLE SIGNAL
X-2
DECREASE
TCC 10a SECOND COAST CLUTCH 29

EX
EX
EX
TO COOLER
48 52
FORWARD CLUTCH
FEED LIMIT VALVE OVERDRIVE CLUTCH FEED 1 48a EX THE 5L40-E ONLY 48
CONTROL
EX
345
DIRECT CLUTCH
345
123
45
D432
2345 34a 48 48 16
48
VALVE FEED LIMIT 48
2345 EX 48b 16 23
12 48
TCC SIGNAL
LOW PRESSURE 2 16 15
10c
23 REGULATED 32 48 15 48 48
22 23 48 11
FEED LIMIT VALVE 48 16 48 48 2 37
4-5 SIGNAL 33c 37 48 24 37 10 52
32 SM
2345
10 23
2345
EX
4-5 SHIFT 15d/16 FILTER

2345
EX EX 37
123 BRAKING
12
PRESS REG VALVE
CONVERTER FEED
11
LINE
123 REGULATED
123 REGULATED
33b 48
EX
EX
EX
SOLENOID 48 10 37 15c/16
APPLY
345
(312) 2
CONVERTER FDL
FEED LIMIT
15b
4-5 SHIFT VLV CNTRL VALVE #9 EX EX 12 24 7 28
345
24 7 7 48 48
2-3 SIGNAL
TCC REGULATOR VALVE LINE N/C 22b 48 28 2 48 54

13 EX
2345 OR REVERSE
48 10
COAST CLUTCH
48
EX
15c 16 (C) OFF 16 16 48 2 7 16a 27

12
REVERSE LOCKOUT
39a 47
REGULATED APPLY
48
EX
EX
EX TCC PWM 2 48 48 ➤ 48 7
COAST CLUTCH
LINE
48
123
123
32
2-3 SIGNAL
EX
28 24 13 15b
45
16 SOLENOID 11
21 37d 52
1-2 SIGNAL
15d FEED LIMIT 10i 37 21 48 37 16 27 10 23c 48 20 52 52

48 11a/10b 47
➤
VALVE 2 48 11b 23 46
#1
REVERSE CLUTCH
LINE SAFETY MODE 13b 37c

32
48 47 27 20 24b 19 10
➤
N/C 27 23 37b 10c

TCC SIGNAL
12
OVERDRIVE CLUTCH FEED 1
52
123 BRAKING 48 20 13
LINE
43 13 48 36 2
➤
7 24 7
EX
10 32 24a 10a 12a

2345 OR REVERSE
24 19 36 4
REGULATED APPLY
13
REGULATED APPLY
TCC SIGNAL
123
FRONT
18 7a 28c 52 36 37
48 2 48
➤
2g
FRONT
FRONT
123 2345 28 48 7 54b

REVERSE LOCKOUT
22c
36 48 37 ➤ 48 40 40
48 13 #12
REVERSE
BOOST VALVE
EX 22e 15 7b 47b 2a/54a 36 42

27 36 40 6 10d 27b
TCC
LINE SAFETY MODE
➤ 39
COAST CLUTCH FEED 41 42 38 43 52
DIRECT CLUTCH
REVERSE LOCKOUT
X-2 48 42
ENABLE 345 OVERDRIVE CLUTCH FEED 2 22
20 27 43 41 23b 20a 27c/46
47a 52 48 54
VALVE 16a 15 48 48
REVERSE CLUTCH
45 ➤
X-1 52
➤
28 X-4 10e
CONVERTER 13 2 36 FILTER 36f 26 ➤
EX 40a 10 23 19j 8
LINE
HOUSING 2b
123 REGULATED
123 REGULATED
36c 25
FRONT
FRONT
48 (308) FRONT CONTROL VALVE BODY (311)

➤
48 13a
123 BRAKING
SUCTION
2
THROTTLE SIGNAL
TCC SIGNAL
(224) 26a 36 23a

MANUAL VALVE 42 19 37a 40c/41 40d
43 24 38
➤
32a 40b
41 36e 39c/41 (Bottom Channel Plate Side)
345
345
X-3
45
24a TCC SIGNAL 17b 19 41 42b 52

FLUID PUMP
45
21 36d 36b 54d

EX
345
REV
REGULATED APPLY
LINE
REVERSE CLUTCH
43a
2345 OR REVERSE
SCREEN 10 19
32 SAFETY MODE
17c
2345
FILTER
D432
123
123
32
32 SM
18 43 15 39b 2c/54c
ASSEMBLY 19 35 38a
➤
LINE (308) 15f 35 15

345 #2
345
(213) P R N D 4 3 2 #8 13 48 5
COMP 52 48 48
➤
48 19g 48
REVERSE LOCKOUT
52
2
39
D432
45 45 40 19
D432
15e
123
LINE
123 BRAKING
30
123 REGULATED
1
ONEN 30 25 19i 25 52
OVERDRIVE CL FD 2
OVERDRIVE CL FD 1
23
FRONT
123 22e 52 X-1

(36) 21 48 15 19
21
19 19 #3
TRA TS 25b ➤
2345 2345 22f 41 28 32 2 36 19h 30b 52 14
(40) NSMIS ( )
22 19 35
COAST CLUTCH
FLUID 345 REAR CONTROL VALVE BODY (310) ➤ 35

PUMP 43b 38 19 15a 19f 22
RLO
15 25 22 24
(203 TRANSMIS SION FLU
25
➤
X-5
14a
22g
38b
38e
20d
36d
25b
20c
19b
19
36c
COVER GASKET (309) 22 35

38
31
31
21
21
14
1-2 SIGNAL
FEED LIMIT
X-4 #2 #3 X-5 #4 #7 #5 #6 38 22
52 26 32
25a 35c 35d 26 52
19a
42a
21a
20b
38d
38c
23a
36e
24b
20a
37b
36b
38a
13a
15a
25a
36a
19g
26b
23c
24c
(202) LINE
36f
19i
19j
2h
7a
27 16 17 15
2f
25 6 26 19 SPACER PLATE (307)

(213) CHECK VA SION FLU ID LEV
22a
1-2 SIGNAL
30
2-3 SIGNAL
FEED LIMIT
35 52 52 30 38 #4 25
21b
19d
19
7b
37a
19e 22
23b
14a/23 26b 54f 14

21c
19c
33
23
GASKET (305) 33 52
AIR EL 19 24c 54
(214) TRANSMISLVE RET ID PRE HOLE PLU
345
32
BOTTOM CHANNEL PLATE (304) 20 21 17 30a 40 25

LINE SAFETY MODE
(214) COAST CLUTCH 20

21
BLEED 345 TCC SIGNAL 27 15 35 25c 36a 2d/54e 52 52

AIN SS 22g/23 33a 25
(230) BRASS OR SION FLU ER AN URE TES G
13 38
(203) FORWARD CLUTCH REVERSE LOCKOUT 123 REGULATED 52 52 30 19 #11
28 52 #5 38d 40a 22b 20 ➤ 25d 22 17
➤
LINE LINE LINE 52 36

➤
D 52 43 42 52
(232) TRANSMIS IFICE IN ID PUMP BALL AS T PLUG
34 32
2-3 SIGNAL
D432 2 22 2 38b 28 22d 22c 25e 38 35 30

REVERSE CLUTCH REGULATED APPLY 123 BRAKING 38 35 44 52 22f ➤
52
21 38e 18 17a 3 22
2345 OR REVERSE 2345 OR REVERSE 123 SER 15
(233) ORIFICE SION VEN T SCREEN SEMBLY 52 2 17 32a 24 ➤ 35a 20 35 44
THROTTLE SIGNAL OVERDRIVE CLUTCH FEED 2 OVERDRIVE CLUTCH FEED 2 32 34
30c
10 #6 22e 38c 31 30
SLE ASSEM 39
(306) ORIFICE EVE T ASSEM
19
➤
45 45 D432 27 48 19 30d 20 28 52
48 10 18 21c/31 27
35b 44e 20b 26
PRESSURES OVERDRIVE CLUTCH FEED 1 OVERDRIVE CLUTCH FEED 1
CONT CUP PLU BLY 18 52 34 30 48 48 18 21
➤
12 ➤ 21 39a 28b 52 26a 2

BLY 33
SUCTION
2
➤
FLUID GASKET (303) 48 20 15 28 30 43 48 #7 20c

10 17 44
(#1 ROL G
FLUID FILTER 52 13 16
32
15
INTAKE & DECREASE (SUCTION) LINE LINE LINE 52 (Spring) 23 ➤ 33e 2m/54g 13 34
➤
PAN 52
FRONT
10 42 2h 20d 52 2e
➤
(308) , 2, 3, VALVE BO
2 28 13b 33d 21 33
ASSEMBLY (62) 1-2 SIGNAL 1-2 SIGNAL 1-2 SIGNAL 52 28 44 45 33c ➤ 10
➤
CONVERTER & LUBE (59) 123 123 4, 5, DY 48 48 13 2 48 21b/31 19c/21 15e 33b 22 44a 2 15
TCC
COAST CLUTCH
48 19 48 27
6, 10 ➤ 19d/21
(312) PWM 7, 8, BALL 48 48 17b 17 48
FORWARD CLUTCH
LINE SAFETY MODE 48 34 21a 15 34a 2

MAINLINE FEED LIMIT FEED LIMIT PRESS SOLEN 9, 10, CHECK 48 19 18 15f/18
48a 27a 44b 10f 43 44
➤
21 #10 #9 #8 17c/18 10
11, 48
FIL URE CO OID VA 12 VALVE
32 SAFETY MODE 32 SAFETY MODE 32 SAFETY MODE 27 29 48b 42 28 10
48 19b/21 19a 10i 44d
REGULATED LINE TOP CHANNEL PLATE (301) 43 10
BOTTOM CHANNEL PLATE (304) 43b 44
86 TER ASSEMNTROL SOLVE FILTER
REVERSE LOCKOUT 10 2f 48 48
48 28 ➤ 43c/45 9 ➤ 48
D432 D432 28a
SOLENOID SIGNAL (Bottom Channel Plate Side) 42 (Control Valve Body Side) 42a
11 10
32
2-3 SIGNAL
32
2-3 SIGNAL
32
2-3 SIGNAL
B BLY LENOID ASSEM
10
48 10
➤ 44f/45
44c 10g
48 48
ACCUMULATOR VALVE BLY 10h
15

12
CASE (24)
FEED LIMIT REVERSE LOCKOUT REVERSE LOCKOUT TOP CHANNEL PLATE (301) BOTTOM CHANNEL PLATE (304) SPACER PLATE (307) REAR CONTROL VALVE BODY (310)
COAST CLUTCH COAST CLUTCH COAST CLUTCH
THROTTLE SIGNAL FORWARD CLUTCH FORWARD CLUTCH
(Case Side) (Top Channel Plate Side) (Bottom Channel Plate Side) (Bottom Channel Plate Side)
Figure 82 Figure 83
86 FOLDOUT ➤ 87
➤
HALF PAGE TEXT AND LEGEND

COMPLETE ILLUSTRATED
PARTS LIST
Figure 1 5
UNDERSTANDING THE GRAPHICS
CASE
ASSEMBLY
TORQUE FLUID PUMP (24)
CONVERTER COVER GASKET
HOUSING ASSEMBLY (46)
(227) (202)
TORQUE
CONVERTER
ASSEMBLY
(1)
CONTROL
VALVE BODY AND
ACCUMULATOR
ASSEMBLY
(47)
FLUID
FILTER
(59)
GASKET
(60)
FLUID
PAN
(62)
Figure 2
The flow of transmission fluid starts in the bottom • A graphic schematic representation that displays
pan and is drawn through the filter, case assembly and valves, ball check valves, orifices and so forth,
into the oil pump assembly. This is a basic concept of required for the proper function of the transmission
fluid flow that can be understood by reviewing the in a specific gear range. In the schematic drawings,
illustrations provided in Figure 2. However, fluid may fluid circuits are represented by straight lines and
pass between the control valve body, spacer plate, orifices are represented by indentations in a circuit.
case and other components many times before reaching All circuits are labeled and color coded to provide
a valve or applying a clutch. For this reason, the reference points between the schematic drawing
graphics are designed to show the exact location where and the two dimensional line drawing of the
fluid passes through a component and into other components.
passages for specific gear range operation.
• Figure 4 (page 7B) provides an illustration of a
To provide a better understanding of fluid flow in typical valve, bushing and valve train components.
the Hydra-matic 4/5L40-E transmission, the A brief description of valve operation is also
components involved with hydraulic control and fluid provided to support the illustration.
flow are illustrated in three major formats. Figure 3
provides an example of these formats which are: • Figure 5 (page 7B) provides a color coded chart
that references different fluid pressures used to
• A three dimensional line drawing of the component
operate the hydraulic control systems. A brief
for easier part identification.
description of how fluid pressures affect valve
• A two dimensional line drawing of the component operation is also provided.
to indicate fluid passages and orifices.
6
;;;
;;;
;; BOTTOM CHANNEL PLATE SIDE
TORQUE DIRECT FORWARD OVERDRIVE CENTER SECOND COAST CLUTCH
CONVERTER AND REVERSE AND COAST AND SUPPORT
;;;
;;;
;
NOTE:
ASSEMBLY CLUTCH CLUTCH INTERMEDIATE ASSEMBLY
INTERMEDIATE CLUTCH
PASSAGES AND
COMPONENTS (1) ASSEMBLY ASSEMBLY CLUTCH (510—535)
;;;
;;
; ;
MARKED WITH (400—420) (430—451) ASSEMBLY
ARE USED FOR FORWARD CLUTCH (480—497)
COAST CLUTCH
;;;;
THE 5L40-E ONLY REVERSE CLUTCH
LUBE
DIRECT CLUTCH
FORWARD CLUTCH
COAST CLUTCH
;;;
; ;;;
LUBE OVERDRIVE CLUTCH OVERDRIVE CLUTCH SECOND CLUTCH
FRONT CONTROL
APPLY
ACCUMULATOR HOUSING (317) ACCUMULATOR HOUSING (323) ACCUMULATOR HOUSING (328) ACCUMULATOR HOUSING (333) REVERSE LOCKOUT
CASE (24)
EX EX EX EX
;;;
; ;;;
VALVE BODY
DIRECT OVERDRIVE INTERMEDIATE SECOND INTERMEDIATE CLUTCH
GASKET (303) ACCUM
RELEASE
LINE
ACCUMULATOR ACCUMULATOR ACCUMULATOR ACCUMULATOR SECOND CLUTCH
E BOTTOM CHANNEL PLATE (304)
LUB
;;;
; ;;;
30b
ASSEMBLY
54g
GASKET (305)
2d
OVERDRIVE CLUTCH
54b
54d
30a
30c
35c
54f
2e
SPACER PLATE (307) 2 3 21
X-3
2m
54e
GASKET (309)
DIRECT CLUTCH
;;;
19
ACCUM
R
OLE COOLER
(311)
FORWARD CLUTCH
4 ACCUM
35d
30d
37c
CO ACCUMULATOR D432 19h
COAST CLUTCH
REVERSE CLUTCH
2a 54a
SECOND CLUTCH
TO 5 14
ACCUMULATOR
2c 54c ACCUMULATOR 19f D432
INTERMEDIATE CLUTCH
#12 33a
SECOND CLUTCH
DIRECT CL
LUBE

40c OVERDRIVE CLUTCH FEED 2 D432 19e D432
41
INTERMEDIATE CL
39c OVERDRIVE CLUTCH FEED 1 D432 20
23 REGULATED
SECOND CLUTCH 25d
39b
40b OVERDRIVE CLUTCH FEED 2 123 REGULATED 25e
REVERSE CLUTCH
123 REGULATED 17a
FORWARD CLUTCH 37d DIRECT CLUTCH
LOW AND REVERSE CLUTCH 44e
SECOND COAST CLUTCH

COAST CLUTCH 43a 32 SAFETY MODE FDL 44d
32 32 2-3 SIGNAL 28b

THREE DIMENSIONAL TWO DIMENSIONAL
SECOND CLUTCH
42b
SECOND CLUTCH
123 REGULATED
123 REGULATED
FDL 44a
23 REGULATED
DIRECT CLUTCH
2b LINE FEED LIMIT 10f
2-3 SIGNAL
LUBE 8 1-2 SIGNAL 27a
10e FEED LIMIT FDL 44b
AIR ➤
LINE
CASE (24)
MEMORY 9
COAST CLUTCH
47a
D432
D432
AIR BLEED AIR ➤ BOTTOM CHANNEL PLATE SIDE
FDL
FDL
FD LIMIT 10g
REVERSE LOCKOUT
EX
24
APPLY
32 SAFETY MODE
(203) (233) 1-2 SHIFT 35a
2-3 SIGNAL
BLEED 36 46 MEMORY PILOT
SOLENOID 35b
LINE (203) 30
DIRECT CLUTCH
47b 1-2 SHIFT VALVE VALVE 23
FEED LIMIT
AIR THROTTLE SIGNAL
N/C 33e
MEMORY
12a
MEMORY
(A) OFF
BLEED
EX
EX
EX
FDL
EX
FLUID (233)
OVERDRIVE CL FD 1
OVERDRIVE CL FD 2
LINE
DIRECT CLUTCH
#11
345
32 SAFETY MODE
FILTER 2345 2345
32
PRESSURE
EX
1-2 SIGNAL
31
DIRECT CLUTCH
TEST PLUG EX (312) INTERMEDIATE CLUTCH 22a

FEED LIMIT
(40) 10
TCC SIGNAL
32
PRESSURE CONTROL SAFETY MODE 23 REGULATED 10h
RELIEF SOLENOID
LINE
11a 10b
BALL RLO
LINE
EX
EX
LOW AND REVERSE CL

VALVE FDL 44c
123 REGULATED
2-3 SHIFT
REAR CONTROL
23 REGULATED
CONVERTER FEED
1-2 SIGNAL
FEED LIMIT
32 SM/FDL
45
2345
D432
LINE 28c 2-3 SIGNAL ➤ N/C 43c
DECREASE
➤ (B) OFF
EX
EX
EX
EX
DIRECT CLUTCH #10
VALVE BODY
EX
7
2345
2345
345
RELEASE
CONVERTER FEED EX 48 45
LOCKOUT REV
THROTTLE SIGNAL
DECREASE
EX
EX
EX
TO COOLER
FORWARD CLUTCH
FEED LIMIT VALVE OVERDRIVE CLUTCH FEED 1 48a EX
EX
CONTROL
(310)
345
DIRECT CLUTCH
345
45
123
D432
VALVE FEED LIMIT 2345 34a
2345 EX 48b
TCC SIGNAL
10c LOW PRESSURE
23 REGULATED 22
FEED LIMIT VALVE 4-5 SIGNAL 33c
32 SM
2345
10 23
2345
EX
4-5 SHIFT
2345
EX EX
123 BRAKING
PRESS REG VALVE
CONVERTER FEED
LINE
123 REGULATED
123 REGULATED
33b
EX
EX
EX
SOLENOID
APPLY
345
CONVERTER FDL
FEED LIMIT
15b
4-5 SHIFT VLV CNTRL VALVE #9 EX EX
345
2-3 SIGNAL
TCC REGULATOR VALVE LINE N/C 22b

13 EX
2345 OR REVERSE
COAST CLUTCH
EX
15c 16 (C) OFF
REVERSE LOCKOUT
39a
REGULATED APPLY
EX
EX
EX TCC PWM
COAST CLUTCH
LINE
123
123
2-3 SIGNAL
EX
45
16 SOLENOID 11
1-2 SIGNAL
15d FEED LIMIT 10i

VALVE

#1
REVERSE CLUTCH
LINE SAFETY MODE 13b
32
N/C
TCC SIGNAL

123 BRAKING
LINE
43 13
EX
2345 OR REVERSE
REGULATED APPLY
REGULATED APPLY
TCC SIGNAL
123 18
123 2345
REVERSE LOCKOUT
22c
REVERSE
BOOST VALVE
EX
22e
➤
TCC
LINE SAFETY MODE

COAST CLUTCH FEED
DIRECT CLUTCH
REVERSE LOCKOUT
ENABLE X-2 OVERDRIVE CLUTCH FEED 2 22
345
VALVE 16a 15
REVERSE CLUTCH
45 X-1
➤
CONVERTER 28
EX 40a
LINE
HOUSING
123 REGULATED
123 REGULATED
123 BRAKING
SUCTION
TCC SIGNAL
THROTTLE SIGNAL
(224) 26a
MANUAL VALVE 32a
BOTTOM CHANNEL PLATE SIDE
345
345
45
24a TCC SIGNAL 17b
FLUID PUMP
45
EX
345
REV
REGULATED APPLY
LINE
REVERSE CLUTCH
2345 OR REVERSE
SCREEN
32 SAFETY MODE
17c
2345
FILTER
D432
123
123
32 SM
32
18
LINE ASSEMBLY (308) 15f
345
345
(213) P R N D 4 3 2 #8
REVERSE LOCKOUT
2
D432
45 45
D432
15e
123
LINE
123 BRAKING
123 REGULATED
1
OVERDRIVE CL FD 2
OVERDRIVE CL FD 1
123 22e
21
2345 2345 22f
COAST CLUTCH
FLUID 345
PUMP REAR CONTROL VALVE BODY (310)
➤
43b
RLO
➤
38b
20d
14a
22g
38e
36d
25b
20c
19b
36c
COVER GASKET (309)
31
31
21
21
38
1-2 SIGNAL
➤
FEED LIMIT
➤
X-4 #2 #3 X-5 #4 #7 #5 #6
19a
42a
21a
20b
38d
38c
23a
36e
24b
20a
37b
36b
38a
13a
15a
25a
36a
19g
26b
23c
24c
(202) LINE
36f
19i
19j
2h
7a
27 16 17 15
2f
25 6 26 19 SPACER PLATE (307)
1-2 SIGNAL
2-3 SIGNAL
FEED LIMIT
21b
19d
19
7b
37a
23b
21c
19c
23
GASKET (305)
AIR 345
32
BOTTOM CHANNEL PLATE (304)
LINE SAFETY MODE

(214)
21
BLEED COAST CLUTCH 345 TCC SIGNAL
(203) FORWARD CLUTCH REVERSE LOCKOUT
LINE LINE
123 REGULATED
LINE TOP
2-3 SIGNAL
REVERSE CLUTCH REGULATED APPLY D432 123 BRAKING
2345 OR REVERSE 2345 OR REVERSE 123
PRESSURES
THROTTLE SIGNAL OVERDRIVE CLUTCH FEED 2

45
45
D432 CHANNEL PLATE
SUCTION
FLUID GASKET (303)

FLUID FILTER
(301)
32
INTAKE & DECREASE (SUCTION) ASSEMBLY
PAN LINE LINE LINE
(62) 1-2 SIGNAL 1-2 SIGNAL 1-2 SIGNAL
CONVERTER & LUBE (59) 123 123
COAST CLUTCH
FORWARD CLUTCH
LINE SAFETY MODE

MAINLINE FEED LIMIT FEED LIMIT
32 SAFETY MODE 32 SAFETY MODE 32 SAFETY MODE
REGULATED LINE REVERSE LOCKOUT
D432 D432
SOLENOID SIGNAL 32 32 32
2-3 SIGNAL 2-3 SIGNAL 2-3 SIGNAL
ACCUMULATOR
15

12
CASE (24)
FEED LIMIT REVERSE LOCKOUT REVERSE LOCKOUT
➤

THROTTLE SIGNAL
➤
FORWARD CLUTCH FORWARD CLUTCH

GRAPHIC
SCHEMATIC CONTROL VALVE BODY SIDE
REPRESENTATION
BOTTOM
CHANNEL
TORQUE CONVERTER FLUID PUMP CASE PLATE
HOUSING COVER ASSEMBLY (304)
(227) ASSEMBLY (24)
(202)
BOTTOM CHANNEL PLATE SIDE
SPACER
PLATE
(307)
THREE DIMENSIONAL THREE DIMENSIONAL THREE DIMENSIONAL

FLUID PUMP COVER SIDE CONVERTER HOUSING SIDE TOP CHANNEL PLATE SIDE
CONTROL VALVE BODY SIDE
ACCUMULATORS
TWO DIMENSIONAL TWO DIMENSIONAL TWO DIMENSIONAL

Figure 3 FOLDOUT ➤ 7 FOLDOUT ➤ 7A

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 & INCREASE (SUCTION)
CONVERTER & LUBE
MAINLINE
REGULATED LINE
SOLENOID SIGNAL
➤A B ➤ A B
ACCUMULATOR
➤
FEED LIMIT
THROTTLE SIGNAL
WITH EQUAL SURFACE AREAS WITH THE SAME FLUID PRESSURE
➤ ➤ ➤ EXHAUST ON EACH END OF THE VALVE, ACTING ON BOTH SURFACE "A"
BUT FLUID PRESSURE "A" AND SURFACE "B" THE VALVE
➤ ➤ DIRECTION OF FLOW 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 5L40-E
TORQUE DIRECT COAST REVERSE FORWARD FORWARD OVERDRIVE INTERMEDIATE INTERMEDIATE LOW /REVERSE LOW SPRAG SECOND
CONVERTER CLUTCH CLUTCH CLUTCH CLUTCH SPRAG CLUTCH SPRAG CLUTCH CLUTCH CLUTCH COAST
SECOND
HOUSING/PUMP ASSEMBLY ASSEMBLY ASSEMBLY ASSEMBLY CLUTCH ASSEMBLY CLUTCH ASSEMBLY ASSEMBLY ASSEMBLY CLUTCH
CLUTCH
ASSEMBLY (405–414) (437–446) (404–420) (435–451) ASSEMBLY (480–487) ASSEMBLY (488–497) (510–517) (503) ASSEMBLY
ASSEMBLY
(3) (461) (473) (528–535)
(520–527)
CONVERTER SECOND
PUMP SPRAG
ASSEMBLY CLUTCH
ASSEMBLY
(547)
STATOR
ROLLER
CLUTCH
ASSEMBLY
OUTPUT
SHAFT
(562)
PLANETARY
CARRIER
ASSEMBLY
(553)
REAR
INTERNAL
GEAR
(560)
FRONT
INTERNAL
GEAR
(550)
TORQUE
CONVERTER
ASSEMBLY
(1) PARK PAWL
ACTUATOR
ASSEMBLY
(613)
FORWARD/COAST
CLUTCH HOUSING
SHAFT
(433)
TRANSMISSION CONTROL INPUT
TRANSMISSION TCC PWM TRANSMISSION MANUAL SHIFT VALVE BODY/ SUN GEAR
PRESSURE CONVERTER CONVERTER FLUID SOLENOID FLUID MANUAL SHAFT SWITCH ACCUMULATOR SHAFT
PLATE TURBINE STATOR FILTER VALVE PAN VALVE ASSEMBLY ASSEMBLY (457)
ASSEMBLY ASSEMBLY ASSEMBLY (59) (352) (62) (377) (602) (47)
8 Figure 6
Figure 7
HYDRA-MATIC 4/5L40-E
CROSS SECTIONAL DRAWING
A cross sectional line drawing is typically the standard understanding the cross sectional line drawing by
method for illustrating either an individual mechanical comparing the same components from the three
component or a complete transmission assembly. dimensional perspective illustration. In this regard it
However, unless a person is familiar with all the becomes an excellent teaching instrument.
individual components of the transmission,
distinguishing components may be difficult in this type Additionally, all the illustrations contained in this book
of drawing. For this reason, a three dimensional use a color scheme that is consistent throughout this
perspective illustration (shown on page 8) is the primary book. In other words, regardless of the type of
drawing used throughout this book. illustration or drawing, all components have an assigned
color and that color is used whenever that component
The purpose for this type of illustration is to provide a is illustrated. This consistency not only helps to provide
more detailed graphic representation of each component for easy component identification but it also enhances
and to show their relationship to other components the graphic and color continuity between sections.
within the transmission assembly. It is also useful for
8A
GENERAL DESCRIPTION
The 4/5L40-E was designed to be a four or five speed The planetary gear set provides the five forward gear
transmission. The same case and components are used ratios and reverse. Changing gear ratios is fully automatic
for both applications with the exclusion of the second and is accomplished through the use of a Transmission
clutch and the second sprag clutch, and the use of a Control Module (TCM). The TCM receives and monitors
smaller ravigneaux planetary carrier assembly in the various electronic sensor inputs and uses this information
four speed version. This book will describe the five to shift the transmission at the optimum time.
speed model, however, the parts list will show the The TCM commands shift solenoids, within the
differences in components between the four and five transmission, on and off to control shift timing. The
speed. The function and operation of all components TCM controls shift feel through the pressure control
and systems is the same for both the four and five speed solenoid. The TCM also controls the apply and release
models, except that the four speed model uses third as of the torque converter clutch which allows the engine
second gear, fourth as third gear and fifth as fourth gear. to deliver the maximum fuel efficiency without
The Hydra-matic 5L40-E is a fully automatic, five speed, sacrificing vehicle performance.
rear wheel drive, electronically controlled transmission. The hydraulic system primarily consists of a vane type
It consists primarily of a four-element torque converter, pump, two control valve bodies, two channel plates,
one planetary gear set, friction and mechanical clutches converter housing and case. The pump maintains the
and a hydraulic pressurization and control system. working pressures needed to stroke the clutch pistons
The four-element torque converter contains a pump, a that apply or release the friction components. These
turbine, a pressure plate splined to the turbine, and a friction components (when applied or released) support
stator assembly. The torque converter acts as a fluid the automatic shifting qualities of the transmission.
coupling to smoothly transmit power from the engine The friction components used in this transmission consist
to the transmission. It also hydraulically provides of nine multiple disc clutches. The multiple disc clutches
additional torque multiplication when required. The combine with four mechanical sprag clutches, to deliver
pressure plate, when applied, provides a mechanical six different gear ratios through the gear set. The gear
“direct drive” coupling of the engine to the transmission. set then transfers torque through the output shaft.
EXPLANATION OF GEAR RANGES

D – Overdrive range should be used for all normal
driving conditions for maximum efficiency and fuel
economy. Overdrive range allows the transmission to
P R N D 4 3 2 operate in each of the five forward gear ratios. Down-
shifts to a lower gear, or higher gear ratio are available
for safe passing by depressing the accelerator or by
manually selecting a lower gear with the shift selector.
Figure 8
4 – Manual Fourth can be used for conditions where it
may be desirable to use only four gear ratios. These
The transmission can be operated in any one of the conditions include towing a trailer and driving on hilly
seven different positions shown on the shift quadrant terrain as described above. This range is also helpful
(Figure 8). for engine braking when descending slight grades. Up-
P – Park position enables the engine to be started while shifts and downshifts are the same as in Overdrive
preventing the vehicle from rolling either forward or range for first, second, third and fourth gears except
backward. For safety reasons, the vehicle’s parking that the transmission will not shift into fifth gear. Manual
brake should be used in addition to the transmission Fourth can be selected at any vehicle speed but will
“Park” position. Since the output shaft is mechanically downshift into fourth gear only if vehicle speed is low
locked to the case through the parking pawl and rear enough not to overrev the engine (calibratable in TCM).
internal gear, Park position should not be selected until 3 – Manual Third adds more performance for congested
the vehicle has come to a complete stop. traffic and hilly terrain. It has the same starting ratio
(first gear) as Manual Fourth but prevents the transmis-
R – Reverse enables the vehicle to be operated in a
sion from shifting above Third gear. Thus, Manual
rearward direction.
Third can be used to retain third gear for acceleration
N – Neutral position enables the engine to start and and engine braking as desired. Manual Third can be
operate without driving the vehicle. If necessary, this selected at any vehicle speed but will downshift into
position should be selected to restart the engine while third gear only if vehicle speed is low enough not to
the vehicle is moving. overrev the engine (calibratable in TCM).
FOLDOUT ➤ 9
2 – Manual Second adds more performance for When the vehicle speed slows down to a speed
congested traffic and hilly terrain. It has the same low enough not to overrev the engine (calibratable
starting ratio (first gear) as Manual Third but pre- in TCM), the transmission will automatically shift
vents the transmission from shifting above second into first gear. This is particularly beneficial for
gear. Thus, Manual Second can be used to retain maintaining maximum engine braking when de-
second gear for acceleration and engine braking scending steep grades.
as desired. Manual Second can be selected at any
vehicle speed but will downshift into second gear
only if vehicle speed is low enough not to overrev
the engine (calibratable in TCM).
DRIVER SHIFT CONTROL GEAR RANGES

to manually shift between Park (P), Reverse (R),
Neutral (N) and Drive (D).
P D – In the Drive position, the transmission will
automatically upshift from first to fifth, and
downshift from fifth to first, according to the
R Economy shift pattern programmed in the TCM.
M/S – In the M/S position, the transmission will
+ N either automatically upshift from first to fifth, and
downshift from fifth to first, according to the
M/S D Performance shift pattern programmed in the TCM
-
or, the driver may activate the manual function by
tapping the selector lever towards “+” or “-” to
cause an upshift or downshift. The transmission
Figure 9 will shift up or down depending on the request
that is made by tapping the selector. The TCM
Some vehicles are equipped with a Driver Shift will upshift automatically when maximum engine
Control (DSC) version of the selector system speed is achieved and will protect from any
(Figure 9). This configuration allows the driver downshift which may overrev the engine.
PRINCIPLES OF OPERATION
An automatic transmission is the mechanical and run without transferring torque to the wheels.
component of a vehicle that transfers power This situation occurs whenever Park (P) or
(torque) from the engine to the wheels. It Neutral (N) range has been selected. Also,
accomplishes this task by providing a number of operating the vehicle in a rearward direction is
forward gear ratios that automatically change as possible whenever Reverse (R) range has been
the speed of the vehicle increases. The reason selected (accomplished by the gear sets).
for changing forward gear ratios is to provide
the performance and economy expected from The variety of gear ranges in an automatic
vehicles manufactured today. On the performance transmission are made possible through the
end, a gear ratio that develops a lot of torque interaction of numerous mechanically,
(through torque multiplication) is required in hydraulically and electronically controlled
order to initially start a vehicle moving. Once components inside the transmission. At the
the vehicle is in motion, less torque is required appropriate time and sequence, these components
in order to maintain the vehicle at a certain speed. are either applied or released and operate the
When the vehicle has reached a desired speed, gear set at a gear ratio consistent with the driver’s
economy becomes the important factor and the needs. The following pages describe the
transmission will shift into overdrive. At this point theoretical operation of the mechanical, hydraulic
output speed is greater than input speed, and, and electrical components found in the Hydra-
input torque is greater than output torque. matic 4/5L40-E transmission. When an
understanding of these operating principles has
Another important function of the automatic been attained, diagnosis of these transmission
transmission is to allow the engine to be started systems is made easier.
9A
MAJOR MECHANICAL COMPONENTS
TORQUE CONVERTER
TORQUE HOUSING/PUMP
SPLINED ASSEMBLY
CONVERTER TOGETHER
ASSEMBLY (3)
(1)
DIRECT CLUTCH
INPUT AND
HUB
ASSEMBLY
(466)
FORWARD
CLUTCH SPRAG INPUT SUN GEAR
OUTER RACE SHAFT SPLINED TO
(459) ASSEMBLY PLANETARY
(457) CARRIER
ASSEMBLY
SPLINED
TOGETHER
DIRECT AND SPLINED TO THE
REVERSE REAR INPUT
CLUTCH SUN GEAR
IN THE
ASSEMBLY PLANETARY
(400-420) CARRIER
ASSEMBLY
SECOND
FORWARD CLUTCH SPRAG
CLUTCH SPRAG ASSEMBLY
ASSEMBLY (547)
(461)
PLANETARY
INPUT SHAFT/ SPLINED TO CARRIER
FORWARD TRANSMISSION ASSEMBLY
CASE (24)
AND COAST (540-554)
CLUTCH
ASSEMBLY LOW
(430-451) CLUTCH SPRAG
TRANSMISSION INNER RACE
CASE (505)
(24)
SPLINED TO REAR
PLANETARY INPUT
CARRIER SUN REAR
GEAR
ASSEMBLY INTERNAL GEAR
INTERMEDIATE OUTPUT SHAFT
CLUTCH SPRAG INTERMEDIATE FRONT ASSEMBLY
OUTER RACE CLUTCH SPRAG INPUT SPLINED TO
SUN (560-563)
(474) ASSEMBLY DIRECT
GEAR SECOND CLUTCH
(473) CLUTCH SPRAG INPUT
SECOND INNER RACE AND HUB
CLUTCH SPRAG (549) ASSEMBLY
OUTER RACE (466)
CENTER (545)
LOW SUPPORT
CLUTCH SPRAG ASSEMBLY
SPLINED TO THE ASSEMBLY
FRONT INPUT LOW (510-535)
SUN GEAR CLUTCH SPRAG (503)
IN THE OUTER RACE
PLANETARY (504)
CARRIER OVERDRIVE AND
ASSEMBLY
INTERMEDIATE
OVERDRIVE AND CLUTCH
REVERSE CLUTCH ASSEMBLY
HUB ASSEMBLY (480-497)
(470)
10 Figure 10
COLOR LEGEND COLOR LEGEND RANGE REFERENCE CHART
HYDRA-MATIC 4L40-E - GEAR RATIOS HYDRA-MATIC 5L40-E - GEAR RATIOS
MAJOR MECHANICAL COMPONENTS APPLY COMPONENTS FIRST 2.82 FOURTH 0.70 FIRST 3.42 FOURTH 1.00
The foldout graphic on page 10 contains a disassembled drawing The Range Reference Chart on page 11, provides another SECOND 1.54 REVERSE 2.38 SECOND 2.21 FIFTH 0.75
of the major components used in the Hydra-matic 4/5L40-E valuable source of information for explaining the overall function THIRD 1.00 THIRD 1.60 REVERSE 3.03
transmission. This drawing, along with the cross sectional of the Hydra-matic 4/5L40-E transmission. This chart highlights
illustrations on page 8 and 8A, show the major mechanical the major apply components that function in a selected gear
components and their relationship to each other as a complete range, and the specific gear operation within that gear range.
assembly. Therefore, color has been used throughout this book
to help identify parts that are splined together, rotating at engine Included as part of this chart is the same color reference to each
speed, held stationary, and so forth. Color differentiation is major component that was previously discussed. If a component
particularly helpful when using the Power Flow section for is active in a specific gear range, a word describing its activity
understanding the transmission operation. will be listed in the column below that component. The row
where the activity occurs corresponds to the appropriate
The color legend below provides the “general” guidelines that transmission range and gear operation. An abbreviated version
were followed in assigning specific colors to the major of this chart can also be found at the top of the half page of text
components. However, due to the complexity of this located in the Power Flow section. This provides for a quick
transmission, some colors (such as grey) were used for artistic reference when reviewing the mechanical power flow information
purposes rather than based on the specific function or location contained in that section.
of that component.
Components held stationary in the case or splined to

the case. Examples: the Fluid Pump Cover
Assembly (202), the Overdrive Clutch Housing
(493), and the Center Support (518). Also includes
the Clutch Sprag assemblies.
Components that rotate at engine speed. Examples:

the Torque Converter Assembly (1), the Fluid Pump
Rotor (223), and the Fluid Pump Vanes (222).
Components that rotate at turbine speed. Examples:

the Converter Turbine, the Forward Clutch and Input
Housing Assembly (433), and the Reverse Clutch
and Input Housing Assembly (401).
Components such as the Stator in the Torque

Converter Clutch Assembly (1).
Components such as the Input Sun Gear Shaft

Assembly (457). 1-2 SHIFT 2-3 SHIFT 4-5 SHIFT TCC FORWARD OVER- INTERM. INTER- LOW LOW AND SECOND SECOND
ENGINE DIRECT COAST REVERSE FORWARD SECOND
RANGE GEAR RATIO SOLENOID SOLENOID SOLENOID SOLENOID CLUTCH DRIVE CLUTCH MEDIATE CLUTCH REVERSE CLUTCH COAST
BRAKING CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH
Components such as the Forward Clutch Sprag Outer VALVE VALVE VALVE VALVE SPRAG CLUTCH SPRAG CLUTCH SPRAG CLUTCH SPRAG CLUTCH
Race (459). 1
*NO 3.42 OFF ON OFF OFF APPLIED APPLIED LD LD
Components such as the Direct Clutch Input and 1 YES 3.42 OFF ON ON OFF APPLIED APPLIED LD LD APPLIED
Hub Assembly (466), and the Input and Reaction
Carrier Assembly (553). 2
*NO 2.21 ON ON OFF ON/OFF @ APPLIED APPLIED LD APPLIED LD
Components such as the Overdrive and Reverse 2 YES 2.21 ON ON ON ON/OFF @ APPLIED APPLIED LD APPLIED LD APPLIED
Clutch Hub Assembly (470). D432
3
Components such as the Intermediate Clutch Sprag
*NO 1.60 ON OFF OFF ON/OFF @ APPLIED APPLIED LD LD APPLIED APPLIED
Outer Race (474). 3 YES 1.60 ON OFF ON ON/OFF @ APPLIED APPLIED LD APPLIED LD APPLIED APPLIED
Components such as the Second Clutch Sprag Outer 4 YES 1.00 OFF OFF ON ON/OFF @ APPLIED APPLIED APPLIED LD APPLIED APPLIED
Race (545).
5 YES 0.75 OFF OFF OFF ON/OFF @ APPLIED APPLIED APPLIED APPLIED APPLIED
Components such as the Second Clutch Sprag Inner @ @ @
Race (549). NEUTRAL — — — ON/OFF ON/OFF ON/OFF
@ @ @
Components that rotate at transmission output speed. REVERSE R YES 3.03 ON/OFF ON/OFF ON/OFF OFF APPLIED APPLIED
Examples: the Output Shaft Assembly (562) and the
Input and Reaction Carrier Assembly (553). @ @ @
PARK — — — ON/OFF ON/OFF ON/OFF
Accumulators, Servos and Bands.
LD = LOCKED IN DRIVE @ THE SOLENOID'S STATE FOLLOWS A SHIFT PATTERN WHICH DEPENDS UPON VEHICLE
ON = SOLENOID ENERGIZED SPEED AND THROTTLE POSITION. IT DOES NOT DEPEND UPON THE SELECTED GEAR.
All bearings and bushings. OFF = SOLENOID DE-ENERGIZED ENGINE BRAKING IS ELECTRONICALLY CONTROLLED BY THE TCM, AND IS AVAILABLE AS
*CALIBRATED FOR EACH MODEL AND APPLICATION.
All seals
10A 10B Figure 11 11

of that component.





Race (459). 1
3
Race (545).
@ @ @
All seals

of that component.





Race (459). 1
3
Race (545).
@ @ @
All seals

TORQUE CONVERTER
TURBINE THRUST THRUST
THRUST BEARING BEARING
SPACER ASSEMBLY ASSEMBLY
(B) (E ) (E)
DAMPER
ASSEMBLY
(D)
CONVERTER HOUSING PRESSURE PLATE TURBINE STATOR CONVERTER PUMP
COVER ASSEMBLY ASSEMBLY ASSEMBLY ASSEMBLY ASSEMBLY
(A) (C) (F) (G) (H)
TORQUE CONVERTER:
The torque converter (1) is the primary component for F
transmittal of power between the engine and the
transmission. It is bolted to the engine flywheel (also known
as the flexplate) so that it will rotate at engine speed. H
Some of the major functions of the torque converter are: A
• to provide for a smooth conversion of torque from the
engine to the mechanical components of the transmission. G
• to multiply torque from the engine that enables the C
vehicle to achieve additional performance when required.
CONVERTER
• to mechanically operate the transmission fluid pump (3) HUB
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 D (202)
converter clutch (TCC).
The torque converter assembly is made up of the following

five main sub-assemblies:
• a converter housing cover assembly (A) which is welded
to the converter pump assembly (H).
• a converter pump assembly (H) which is the driving
member.
• a turbine assembly (F) which is the driven or output
member. FORWARD
B CLUTCH
• a stator assembly (G) which is the reaction member AND INPUT
located between the converter pump and turbine E HOUSING
assemblies. ASSEMBLY
(433)
• a pressure plate assembly (C) splined to the turbine (TURBINE
assembly to enable direct mechanical drive when SHAFT)
appropriate.
CONVERTER PUMP ASSEMBLY AND TURBINE

ASSEMBLY
When the engine is running the converter pump assembly
acts as a centrifugal pump by picking up fluid at its center
and discharging it at its rim between the blades (see Figure
13). The force of this fluid then hits the turbine blades
and causes the turbine to rotate. As the engine and Torque converter failure
converter pump increase in RPM, so does the turbine. could cause loss of drive
and or loss of power.
PRESSURE PLATE, DAMPER AND
CONVERTER HOUSING ASSEMBLIES To reduce torsional shock during the apply of the pressure plate to the
The pressure plate is splined to the turbine hub and applies converter cover, a spring loaded damper assembly (D) is used. The
(engages) with the converter cover to provide a mechanical pressure plate is attached to the pivoting mechanism of the damper
coupling of the engine to the transmission. When the assembly which allows the pressure plate to rotate independently of
pressure plate assembly is applied, the amount of slippage the damper assembly up to approximately 45 degrees. During
that occurs through a fluid coupling is reduced (but not engagement, the springs in the damper assembly cushion the pressure
necessarily eliminated), thereby providing a more efficient plate engagement and also reduce irregular torque pulses from the
transfer of engine torque to the drive wheels. engine or road surface.
12 Figure 12
TORQUE CONVERTER
FLUID FLOW
STATOR
ASSEMBLY
(G)
TURBINE CONVERTER PUMP
ASSEMBLY ASSEMBLY
(F) (H)
Figure 13
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 14 13
TORQUE CONVERTER
RELEASE APPLY
When the torque converter clutch is released, fluid is When the TCM determines that the vehicle is at the
fed into the torque converter by the pump into the proper speed for the torque converter clutch to apply
release fluid passage. The release fluid passage is it sends a signal to the TCC PWM solenoid valve.
located between the stator shaft (202) and the turbine The TCC PWM solenoid valve then regulates line
shaft (433). Fluid travels between the shafts and enters fluid from the pump into the regulated apply passage.
the release side of the pressure plate at the end of the The regulated apply fluid then feeds the apply fluid
turbine shaft. The pressure plate is forced away from passage and applies the torque converter. The apply
the converter cover and allows the torque converter passage is located between the converter hub and the
turbine to rotate at speeds other than engine speed. stator shaft. The fluid flows between the shafts, then
passes into the torque converter on the apply side of
The release fluid then flows between the friction the pressure plate assembly. Release fluid is then
element on the pressure plate and the converter cover routed out of the torque converter between the turbine
to enter the apply side of the torque converter. The shaft and the stator shaft.
fluid then exits the torque converter through the apply
passage, which is located between the torque Apply fluid pressure forces the pressure plate against
converter clutch hub and the stator shaft (202), and the torque converter cover to provide a mechanical
enters the pump. link between the engine and the turbine.
No TCC apply can be caused by: The TCC apply may occur in second, third, fourth
and fifth gear (depending on the shift pattern), and
• Electrical connectors, wiring harness or solenoid damaged
• Converter clutch valves stuck or assembled backwards should not apply until the transmission fluid and
• Pump to case gasket mispositioned engine coolant temperatures have reached a minimum
• Solenoid O-ring seal cut or damaged value (calibratable in TCM).
• Turbine shaft O-ring seal cut or damaged
• Control valve body TCC signal valve stuck
• Solenoid screen blocked For more information on TCC apply and release, see
• TCC solenoid valve internal damage Overdrive Range – Fifth Gear TCC Released and
• Turbine speed sensor internal damage Applied, pages 72–75.
FORWARD FORWARD
CLUTCH ➤
➤ CLUTCH
AND INPUT AND INPUT
RELEASE HOUSING APPLY HOUSING
FLUID ASSEMBLY FLUID ASSEMBLY
➤
➤ (433) (433)
(TURBINE (TURBINE
SHAFT) SHAFT)
APPLY
FLUID RELEASE
FLUID
➤
➤
➤
➤
RELEASE
FLUID APPLY
FLUID
TORQUE TORQUE
CONVERTER CONVERTER
ASSEMBLY ASSEMBLY
➤
➤ (1) ➤
➤ (1)
PRESSURE PRESSURE
PLATE PLATE
TCC RELEASE TCC APPLY
14 Figure 15
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 4/5L40-E arrangement inside the transmission. This order
transmission. Some of these apply components, such closely parallels the disassembly sequence used in
as clutches, are hydraulically “applied” and “released” the Hydra-matic 4/5L40-E Unit Repair Section
in order to provide automatic gear range shifting. located in Section 7 of the appropriate Service
Other components, such as a sprag clutch, often react Manual. It also correlates with the components shown
to a hydraulically “applied” component by on the Range Reference Charts that are used
mechanically “holding” or “releasing” another member throughout the Power Flow section of this book.
of the transmission. This interaction between the The correlation of information between the sections
hydraulically and mechanically applied components of this book helps the user more clearly understand
is then explained in detail and supported with a graphic the hydraulic and mechanical operating principles
illustration. In addition, this section shows the routing for this transmission.
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

➤ During the exhaust of direct clutch fluid, the direct clutch housing ball During the exhaust of reverse clutch fluid, the reverse clutch housin
➤
valve (405), located in the direct clutch piston (406), unseats. Cent check valve (403), located in the reverse clutch housing (401), u
➤
REVERSE REVERSE
CLUTCH force, resulting from the rotation of the reverse clutch housing, forces re CLUTCH Centrifugal force, resulting from the rotation of the reverse clutch ho
HOUSING direct clutch fluid to the outside of the housing and past the unseate HOUSING forces residual reverse fluid to the outside of the housing and past the un
ASSEMBLY check valve. If this fluid did not completely exhaust from behind the p ASSEMBLY ball check valve. If this fluid did not completely exhaust from behin
(401) there could be a partial apply, or drag, of the direct clutch plates. (401)
piston, there could be a partial apply, or drag, of the reverse clutch pla
If inoperative the direct A plugged reverse clutch apply

DIRECT CLUTCH PISTON clutch can cause no fourth REVERSE CLUTCH HOUSING passage, damaged clutch
BALL CHECK VALVE gear in D range or Manual BALL CHECK VALVE plates, clutch spring or piston
(405) Fourth range; degraded (403) seals can cause no reverse/
shifts from third to fourth slips in reverse.
DIRECT CLUTCH: and from fourth to third.
REVERSE CLUTCH:
The direct clutch assembly is located in the re ➤ ➤
clutch piston (404), which is splined to the re ➤➤ ➤ ➤ DIRECT AND DIRECT AND
The reverse clutch assembly is located in
REVERSE DIRECT AND
reverse clutch housing assembly (401).
clutch housing assembly (401). The external REVERSE REVERSE external teeth on the reverse clutch plates ( CLUTCH REVERSE
on the direct clutch plates (411) are splined t CLUTCH CLUTCH SPRING SPACER CLUTCH SPRING
SPRING RETAINER are splined to the reverse clutch housing whil PLATE RETAINER
reverse clutch piston while the internal teet (407) (408) internal teeth on the reverse clutch plate assem (415) (408)
➤
the direct clutch plate assemblies (412) are sp APPLIED RELEASED (418) are splined to the overdrive and rev APPLIED RELEASED
to the direct clutch hub (466). The direct clut clutch hub (470). The reverse clutch is app
applied when the transmission is in Fourth only when the transmission is in reverse gea
Fifth gears. provide a reverse gear ratio.
DIRECT CLUTCH APPLY: REVERSE CLUTCH APPLY: DIRECT AND
To apply the direct clutch for Fourth and F DIRECT AND REVERSE DIRECT AND
DIRECT To apply the reverse clutch, reverse clutch flu REVERSE
gears, direct clutch fluid is fed through the f CLUTCH REVERSE
fed through the fluid pump cover (202) and be
CLUTCH
CLUTCH SPRING CLUTCH
pump cover (202) and into the inner hub of PISTON the reverse clutch piston (404). Reverse cl SPRING
reverse clutch housing assembly (401). Feed h SPRING (407)
(406) fluid pressure forces the piston against the d RETAINER
RETAINER
in the inner hub allow direct clutch fluid to e RING clutch piston (406) and the direct and rev RING
the housing between the reverse clutch piston ( DIRECT (409)
(409) clutch spring (407). As fluid pressure increa CLUTCH
and the direct clutch piston (406). Direct c the piston compresses the clutch plates tog PISTON
fluid pressure moves the piston to compress until they are held against the reverse cl (406)
REVERSE
direct and reverse clutch spring (407). As f CLUTCH
backing plate (419). Also included in the asse PISTON
pressure increases, the piston compresses the c is a reverse clutch spacer plate (415), and a re REVERSE INNER
DIRECT
plates until they are held against the direct c CLUTCH clutch apply (waved) plate (416) that helps cu CLUTCH SEAL
backing plate (413). Also included in the asse APPLY the apply of the reverse clutch. APPLY (402)
is a direct clutch apply (waved) plate (410 FLUID FLUID
helps cushion the apply of the direct clutch. When fully applied, the reverse clutch plates
REVERSE
and reverse clutch plate assemblies (418) are l CLUTCH
When fully applied, the direct clutch plates ( together, thereby holding the reverse clutch hou
direct clutch plate assemblies (412) and d BACKING
(401) and the overdrive and reverse clutch hub PLATE
clutch apply plate (410) are locked toge together. This forces the overdrive and rev (419)
thereby holding the reverse clutch housing clutch hub to rotate at the same speed as the for
direct clutch hub (466) together. This forces DIRECT clutch and input housing assembly (433). REVERSE
direct clutch hub to rotate at the same speed CLUTCH CLUTCH
REVERSE
input/forward clutch housing assembly (433). BACKING REVERSE CLUTCH RELEASE: CLUTCH
BACKING
REVERSE PLATE PLATE
DIRECT CLUTCH RELEASE: CLUTCH (413) To release the reverse clutch, reverse clutch PISTON RETAINER
To release the direct clutch, direct clutch PISTON exhausts through the reverse clutch fluid cir (404) RING
exhausts from the piston, through the inner hu (404) allowing pressure at the reverse clutch piston ( (SELECTIVE)
the reverse clutch housing and into the fluid p to decrease. In the absence of fluid pressure, sp (420)
force from the direct and reverse clutch sp REVERSE
cover (202). In the absence of fluid pressure, sp CLUTCH
force from the direct and reverse clutch spring ( (407) moves the reverse clutch piston away HOUSING
moves the direct clutch piston away from the c the clutch pack. This disengages the reverse c ASSEMBLY
plates. This disengages the direct clutch plates ( plates (417) and reverse clutch plate assem (401)
➤
DIRECT DIRECT DIRECT DIRECT CLUTCH REVERSE REVERSE REVERSE

direct clutch plate assemblies (412) and direct CLUTCH CLUTCH CLUTCH BACKING PLATE (418) from the backing plate (419). CLUTCH CLUTCH CLUTCH
apply plate (410) from the direct clutch bac APPLY PLATE PLATE PLATE RETAINER RING APPLY PLATE PLATE
plate (413) and disconnects the reverse cl (WAVED) ASSEMBLY ASSEMBLY (SELECTIVE) PLATE ASSEMBLY ASSEMBLY
housing from the direct clutch hub (466). (410) (OUTER SPLINE) (INNER SPLINE) (414) (416) (OUTER SPLINE) (INNER SPLINE)
(411) (412) (417) (418)
405 406 407 408 409 410 411 412 413 414 402 404 415 416 417 418 419 420
➤
16 Figure 17 Figure 18 17
CUTAWAY DISASSEMBLED
VIEW VIEW
Figure 16 15
APPLY COMPONENTS
During the exhaust of direct clutch fluid, the direct clutch housing ball check
REVERSE valve (405), located in the direct clutch piston (406), unseats. Centrifugal
CLUTCH force, resulting from the rotation of the reverse clutch housing, forces residual
HOUSING direct clutch fluid to the outside of the housing and past the unseated ball
ASSEMBLY check valve. If this fluid did not completely exhaust from behind the piston,
(401) there could be a partial apply, or drag, of the direct clutch plates.
If inoperative the direct

DIRECT CLUTCH PISTON clutch can cause no fourth
BALL CHECK VALVE gear in D range or Manual
(405) Fourth range; degraded
shifts from third to fourth
and from fourth to third.
DIRECT CLUTCH:
The direct clutch assembly is located in the reverse ➤ ➤
clutch piston (404), which is splined to the reverse ➤➤ ➤ ➤ DIRECT AND DIRECT AND
clutch housing assembly (401). The external teeth REVERSE REVERSE
on the direct clutch plates (411) are splined to the CLUTCH CLUTCH SPRING
SPRING RETAINER
reverse clutch piston while the internal teeth on (407) (408)
the direct clutch plate assemblies (412) are splined APPLIED RELEASED
to the direct clutch hub (466). The direct clutch is
applied when the transmission is in Fourth and
Fifth gears.
DIRECT CLUTCH APPLY:
To apply the direct clutch for Fourth and Fifth DIRECT AND
DIRECT
gears, direct clutch fluid is fed through the fluid CLUTCH REVERSE
pump cover (202) and into the inner hub of the PISTON CLUTCH
reverse clutch housing assembly (401). Feed holes (406) SPRING
in the inner hub allow direct clutch fluid to enter RETAINER
RING
the housing between the reverse clutch piston (404) (409)
and the direct clutch piston (406). Direct clutch
fluid pressure moves the piston to compress the
direct and reverse clutch spring (407). As fluid
pressure increases, the piston compresses the clutch
DIRECT
plates until they are held against the direct clutch CLUTCH
backing plate (413). Also included in the assembly APPLY
is a direct clutch apply (waved) plate (410) that FLUID
helps cushion the apply of the direct clutch.
When fully applied, the direct clutch plates (411),
direct clutch plate assemblies (412) and direct
clutch apply plate (410) are locked together,
thereby holding the reverse clutch housing and
direct clutch hub (466) together. This forces the DIRECT
direct clutch hub to rotate at the same speed as the CLUTCH
input/forward clutch housing assembly (433). BACKING
REVERSE PLATE
DIRECT CLUTCH RELEASE: CLUTCH (413)
To release the direct clutch, direct clutch fluid PISTON
exhausts from the piston, through the inner hub of (404)
the reverse clutch housing and into the fluid pump
cover (202). In the absence of fluid pressure, spring
force from the direct and reverse clutch spring (407)
moves the direct clutch piston away from the clutch
plates. This disengages the direct clutch plates (411), DIRECT DIRECT DIRECT DIRECT CLUTCH
direct clutch plate assemblies (412) and direct clutch CLUTCH CLUTCH CLUTCH BACKING PLATE
apply plate (410) from the direct clutch backing APPLY PLATE PLATE PLATE RETAINER RING
plate (413) and disconnects the reverse clutch (WAVED) ASSEMBLY ASSEMBLY (SELECTIVE)
housing from the direct clutch hub (466). (410) (OUTER SPLINE) (INNER SPLINE) (414)
(411) (412)
405 406 407 408 409 410 411 412 413 414
16 Figure 17
APPLY COMPONENTS
During the exhaust of reverse clutch fluid, the reverse clutch housing ball
REVERSE check valve (403), located in the reverse clutch housing (401), unseats.
CLUTCH Centrifugal force, resulting from the rotation of the reverse clutch housing,
HOUSING forces residual reverse fluid to the outside of the housing and past the unseated
ASSEMBLY ball check valve. If this fluid did not completely exhaust from behind the
(401) piston, there could be a partial apply, or drag, of the reverse clutch plates.
A plugged reverse clutch apply

REVERSE CLUTCH HOUSING passage, damaged clutch
BALL CHECK VALVE plates, clutch spring or piston
(403) seals can cause no reverse/
slips in reverse.
REVERSE CLUTCH:
The reverse clutch assembly is located in the
reverse clutch housing assembly (401). The REVERSE DIRECT AND
external teeth on the reverse clutch plates (417) CLUTCH REVERSE
are splined to the reverse clutch housing while the SPACER CLUTCH SPRING
PLATE RETAINER
internal teeth on the reverse clutch plate assemblies (415) (408)
(418) are splined to the overdrive and reverse APPLIED RELEASED
clutch hub (470). The reverse clutch is applied
only when the transmission is in reverse gear to
provide a reverse gear ratio.
REVERSE CLUTCH APPLY: DIRECT AND
To apply the reverse clutch, reverse clutch fluid is REVERSE DIRECT AND
CLUTCH REVERSE
fed through the fluid pump cover (202) and behind CLUTCH
the reverse clutch piston (404). Reverse clutch SPRING
(407) SPRING
fluid pressure forces the piston against the direct RETAINER
clutch piston (406) and the direct and reverse RING
clutch spring (407). As fluid pressure increases, DIRECT (409)
CLUTCH
the piston compresses the clutch plates together PISTON
until they are held against the reverse clutch REVERSE
(406)
CLUTCH
backing plate (419). Also included in the assembly PISTON
is a reverse clutch spacer plate (415), and a reverse REVERSE INNER
clutch apply (waved) plate (416) that helps cushion CLUTCH SEAL
the apply of the reverse clutch. APPLY (402)
FLUID
When fully applied, the reverse clutch plates (417)
and reverse clutch plate assemblies (418) are locked REVERSE
together, thereby holding the reverse clutch housing CLUTCH
BACKING
(401) and the overdrive and reverse clutch hub (470) PLATE
together. This forces the overdrive and reverse (419)
clutch hub to rotate at the same speed as the forward
clutch and input housing assembly (433). REVERSE
CLUTCH
REVERSE BACKING
REVERSE CLUTCH RELEASE: CLUTCH
To release the reverse clutch, reverse clutch fluid PLATE
PISTON RETAINER
exhausts through the reverse clutch fluid circuit, (404) RING
allowing pressure at the reverse clutch piston (404) (SELECTIVE)
to decrease. In the absence of fluid pressure, spring (420)
force from the direct and reverse clutch spring REVERSE
(407) moves the reverse clutch piston away from CLUTCH
the clutch pack. This disengages the reverse clutch HOUSING
ASSEMBLY
plates (417) and reverse clutch plate assemblies (401)
(418) from the backing plate (419). REVERSE REVERSE REVERSE
CLUTCH CLUTCH CLUTCH
APPLY PLATE PLATE
PLATE ASSEMBLY ASSEMBLY
(416) (OUTER SPLINE) (INNER SPLINE)
(417) (418)
402 404 415 416 417 418 419 420
Figure 18 17
APPLY COMPONENTS
apply plate (442) from the coast clutch backing plate (445) and
disconnects the forward clutch housing from the input sun gear
shaft assembly (457).
During the exhaust of coast clutch fluid, the coast clutch piston
ball check valve (437), located in the coast clutch piston (438),
unseats. Centrifugal force, resulting from the rotation of the
forward/coast clutch housing, forces residual coast clutch fluid to
the outside of the housing and past the unseated ball check valve.
FORWARD CLUTCH If this fluid did not completely exhaust from behind the piston,
HOUSING ASSEMBLY there could be a partial apply, or drag, of the coast clutch plates.
(433)
If inoperative the
coast clutch can
COAST CLUTCH: cause no engine
The coast clutch assembly is located in the coast clutch braking in first,
COAST CLUTCH PISTON
housing (446), which is splined to the forward clutch housing BALL CHECK VALVE second, third and
assembly (433). The external teeth on the coast clutch plates (437) fourth (all ranges),
(443) are splined to the coast clutch housing while the and degraded shifts
internal teeth on the coast clutch plate assemblies (444) are from fourth to fifth.
splined to the input sun gear shaft assembly (457). The
coast clutch is applied when the transmission is in all forward
COAST FORWARD
gear ranges, except Fifth gear, to transfer engine coast torque CLUTCH AND COAST
to the input and reaction planetary gear set. HOUSING CLUTCH
(446) SPRING
COAST CLUTCH APPLY: (439)
To apply the coast clutch, coast clutch fluid is fed through the APPLIED RELEASED
fluid pump cover (202), through the turbine shaft to the inner
hub of the forward clutch housing assembly (433). Feed holes in
the inner hub allow coast clutch fluid to enter the housing between FORWARD
the forward clutch piston (436) and the coast clutch piston (438). CLUTCH
HOUSING
Coast clutch fluid pressure moves the piston to compress the ASSEMBLY
forward and coast clutch spring (439). As fluid pressure increases, (433)
the piston compresses the clutch plates until they are held against COAST
the coast clutch backing plate (445). Also included in the LUBE CLUTCH
PASSAGE PISTON
assembly is a coast clutch spacer plate (441) and a coast clutch ASSEMBLY
apply (waved) plate (442) (438)
that helps cushion
the apply of the
coast clutch.
FORWARD
When fully applied, AND COAST
the coast clutch CLUTCH
plates (443), coast SPRING
clutch plate assemblies (444), coast clutch spacer plate (441) RETAINER
RING
and coast clutch apply plate (442) are locked together, thereby (440)
holding the forward clutch housing and the input sun gear shaft
assembly (457) together. This forces the input sun gear shaft COAST
assembly to rotate at the same speed as the input/forward clutch CLUTCH
housing assembly (433). APPLY
FLUID
COAST CLUTCH RELEASE:
To release the coast clutch, coast clutch fluid exhausts from the
piston, through the inner hub of the forward clutch housing and
into the fluid pump cover (202). In the absence of fluid pressure,
spring force from the forward and coast clutch spring (439) COAST COAST COAST COAST COAST
moves the coast clutch piston away from the clutch plates. This CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH
disengages the coast clutch plates (443), coast clutch plate SPACER APPLY PLATE PLATE BACKING
assemblies (444), coast clutch spacer plate (441) and coast clutch PLATE PLATE ASSEMBLY ASSEMBLY PLATE
(SELECTIVE) (442) (OUTER SPLINE) (INNER SPLINE) (445)
(441) (443) (444)
437 438 439 440 441 442 443 444 445 446
18 Figure 19
APPLY COMPONENTS
FORWARD CLUTCH HOUSING During the exhaust of forward clutch fluid, the forward clutch
BALL CHECK VALVE housing ball check valve, located in the forward clutch housing
(434) assembly (434), unseats. Centrifugal force, resulting from the
rotation of the forward clutch housing assembly, forces residual
forward clutch fluid to the outside of the housing and past the
unseated ball check valve. If this fluid did not completely exhaust
from behind the piston, there could be a partial apply, or drag,
of the forward clutch plates.
FORWARD CLUTCH
HOUSING ASSEMBLY
(433) If inoperative the
forward clutch can
cause forward
motion in Neutral,
FORWARD CLUTCH: loss of drive, and
The forward clutch assembly is located in the forward clutch harsh shifts from
FORWARD CLUTCH HOUSING D to R.
housing assembly (433). The external teeth on the forward BALL CHECK VALVE
clutch plates (448) are splined to the forward clutch housing (434)
while the internal teeth on the forward clutch plate
assemblies (449) are splined to the forward clutch sprag
outer race (459). The forward clutch is applied in all forward
gear ranges to transfer engine torque to the input and reaction
COAST FORWARD
planetary gear set. CLUTCH AND COAST
HOUSING CLUTCH
FORWARD CLUTCH APPLY: (446) SPRING
To apply the forward clutch, forward clutch fluid is fed through (439)
the turbine shaft to the inner hub of the forward clutch housing. APPLIED RELEASED
Feed holes in the inner hub allow fluid to enter the housing FORWARD
behind the forward clutch piston assembly (436). Forward clutch CLUTCH
fluid pressure moves the piston and compresses the forward and HOUSING
coast clutch spring (439). As fluid pressure increases, the piston ASSEMBLY
moves the coast clutch housing (446) and compresses the clutch (433)
plates until they are held against the forward clutch backing FORWARD
plate (450). Also included in the clutch pack is a forward clutch CLUTCH LUBE
apply (waved) plate (447) that helps control the apply rate of the PISTON PASSAGE
forward clutch. ASSEMBLY
(436)
When fully applied,
the forward clutch FORWARD
AND COAST
plates (448) and CLUTCH
forward clutch plate SPRING
assemblies (449) RETAINER
are locked together, RING
thereby holding the (440)
forward clutch housing
assembly and the forward clutch sprag outer race (459) together.
This forces the forward clutch sprag outer race to rotate at the FORWARD
same speed as the forward clutch housing assembly. CLUTCH
FORWARD BACKING
CLUTCH PLATE
FORWARD CLUTCH RELEASE: APPLY (450)
To release the forward clutch, forward clutch fluid exhausts FLUID
from the piston, through the inner hub of the forward clutch
housing assembly and into the turbine shaft. In the absence of
fluid pressure, spring force from the forward and coast clutch
spring (439) moves the forward clutch piston assembly away
from the clutch plates. This disengages the forward clutch plates FORWARD FORWARD FORWARD FORWARD
(448), forward clutch plate assemblies (449) and forward clutch CLUTCH CLUTCH CLUTCH CLUTCH
APPLY PLATE PLATE BACKING PLATE
apply (waved) plate (447) from the forward clutch backing plate PLATE ASSEMBLY ASSEMBLY RETAINER RING
(450) and disconnects the forward clutch housing assembly from (447) (INNER SPLINE) (INNER SPLINE) (SELECTIVE)
the forward clutch sprag outer race (459). (448) (449) (451)
436 439 440 447 448 449 450 451
Figure 20 19
APPLY COMPONENTS
FORWARD FORWARD CLUTCH SPRAG RELEASED:
CLUTCH SPRAG The clutch sprag releases when the sprags pivot toward their
ASSEMBLY short diagonals. The length of the short diagonals (B) is less
(455-459) than the distance between the inner and outer sprag races. This
occurs when power flow drives the input sun gear shaft assembly
(457) faster than the forward clutch drives the forward clutch
sprag outer race (459). During acceleration the clutch sprag is
overrun only in Fifth gear.
COAST CLUTCH APPLIED:
The coast clutch is applied in first, second, third and fourth gear
FORWARD CLUTCH SPRAG ASSEMBLY: in all forward ranges. It holds the coast clutch housing (446)
The forward clutch sprag assembly (461) is located between the and the input sun gear shaft assembly (457) together. These
forward clutch sprag outer race (459) and the input sun gear components are then forced to rotate at the same speed as the
shaft assembly (457) (inner race). The input sun gear shaft forward clutch housing assembly (433). This prevents the input
assembly is splined to the input sun gear in the input and reaction sun gear shaft assembly (457) from being driven faster than the
carrier (553) while the forward clutch sprag outer race is splined forward clutch sprag outer race (459) and, also allows engine
to the forward clutch plates. The clutch sprag is a type of one- braking to occur in first, second, third or fourth gear if the
way clutch that transfers engine torque from the forward clutch proper braking clutch is applied (refer to the range reference
to the input sun gear during acceleration in First, Second, Third chart on page 11), specific per customer application.
and Fourth gears in all ranges.
INPUT FORWARD FORWARD

CLUTCH SPRAG HOLDING SUN GEAR CLUTCH ROLLER CLUTCH
OUTER RACE DRIVING THE INNER RACE SHAFT OUTER RACE WASHER SPRAG
ASSEMBLY (458) ASSEMBLY
(457) (461)
FORWARD
OUTER CLUTCH
(A) RACE ROLLER
LD (459) INNER
HE DRIVING
INNER BEARING
RACE (456)
(457)
SPRAG IS VIEWED FROM THIS DIRECTION
CLUTCH SPRAG RELEASED

INNER RACE OVERRUNNING THE OUTER RACE
(B) OUTER
RACE
FRE (459)
INNER E
RACE FORWARD FORWARD FORWARD
(457) CLUTCH ROLLER CLUTCH CLUTCH SPRAG
DRIVING INNER RACE SPRAG ASSEMBLY
THRUST RING OUTER RACE RETAINER RING
(455) (459) (460)
FORWARD CLUTCH SPRAG HOLDING:
When the forward clutch is applied, engine torque is transferred
to the forward clutch sprag outer race (459). The rotation of the
forward clutch sprag outer race pivots the sprags toward their A damaged forward clutch sprag
long diagonals. The length of the long diagonal (distance A) is assembly can cause loss of
greater than the distance between the outer race and inner race drive, no first gear in overdrive
(457). This causes the sprags to “lock” between the inner and and manual ranges.
outer races and transfer engine torque from the forward clutch
sprag outer race to the input sun gear shaft assembly (457).
455 456 457 458 459 460 461 460
20 Figure 21
APPLY COMPONENTS
OVERDRIVE AND
INTERMEDIATE
CLUTCH If inoperative the overdrive clutch can cause:
ASSEMBLY
(480-497) • No engine braking in third gear
• No fifth gear - D
• Degraded shifts from fourth to fifth and from
fifth to fourth.
OVERDRIVE OVERDRIVE OVERDRIVE OVERDRIVE

BACKING PLATE PLATE SPACER
OVERDRIVE CLUTCH: PLATE ASSEMBLY ASSEMBLY (484)
The overdrive clutch assembly is located in the overdrive (481) (INNER SPLINE) (OUTER SPLINE)
clutch housing (493). The overdrive clutch housing is splined (482) (483)
to the transmission case (24). The external teeth on the
overdrive clutch plates (483) are splined to the overdrive
clutch housing while the internal teeth on the overdrive clutch
plate assemblies (482) are splined to the overdrive and reverse
clutch hub assembly (470). The overdrive clutch is applied OVERDRIVE TRANSMISSION
only when the transmission is in Overdrive range Fifth gear, CLUTCH CASE
or in Third gear in D , manual fourth and manual third HOUSING (24)
ranges when engine braking is commanded ON. (493)
OVERDRIVE CLUTCH APPLY:

To apply the overdrive clutch, overdrive clutch fluid is fed
through the transmission case (24) into the overdrive clutch
housing (493). A feed hole in the overdrive clutch housing
allows fluid to enter the housing behind the overdrive clutch
piston assembly (487). Overdrive clutch fluid pressure
moves the piston to compress the overdrive clutch spring
(486). As fluid pressure increases, the overdrive clutch
spacer plate (484) compresses the overdrive clutch plates
together until they are held against the overdrive clutch
backing plate (481).
When fully applied, the overdrive spacer (484), the overdrive OVERDRIVE
clutch plates (483) and the overdrive clutch plate assemblies CLUTCH
(482) are locked together, thereby holding the overdrive PISTON
ASSEMBLY
clutch housing (493) and the overdrive and reverse clutch (487)
hub assembly (470) together. This holds the overdrive and
reverse clutch hub assembly stationary to the transmission
case (24).
OVERDRIVE CLUTCH RELEASE:
To release the overdrive clutch, overdrive clutch fluid
exhausts through the overdrive clutch housing and into the
transmission case, allowing pressure at the overdrive clutch
piston (487) to decrease. In the absence of fluid pressure,
spring force from the overdrive clutch spring (486) moves
the overdrive clutch piston (487) away from the clutch OVERDRIVE
pack. This disengages the overdrive clutch plates (483) and CLUTCH FLUID
the overdrive clutch plate assemblies (482) from the backing OVERDRIVE CLUTCH OVERDRIVE OVERDRIVE
plate (481), thereby allowing the overdrive and reverse BACKING PLATE CLUTCH CLUTCH
clutch hub assembly to rotate freely. RETAINER RING SPRING SPRING
(SELECTIVE) RETAINER RING (486)
(480) (485)
480 481 482 483 484 485 486 487
Figure 22 21
APPLY COMPONENTS
INTERMEDIATE INTERMEDIATE CLUTCH SPRAG RELEASED:
CLUTCH SPRAG The intermediate clutch sprag releases when the sprags pivot
ASSEMBLY toward their short diagonals. The short diagonal (B) is smaller
(470-477) than the distance between the inner race and outer race and the
outer race overruns the sprags. This action occurs in Fourth and
Fifth gears when the intermediate clutch is applied and power
flow drives the overdrive and reverse clutch hub assembly in the
direction of engine rotation.
Depending on model and application, the inner race may also
overrun the intermediate clutch sprag during coast conditions
INTERMEDIATE CLUTCH SPRAG:
(throttle released) in D , manual fourth and manual third ranges
The intermediate clutch sprag assembly (473) is located between
– Third Gear when vehicle speed is greater than engine speed
the intermediate clutch sprag outer race (474) and the overdrive
(refer to the Range Reference Chart on page 11). This causes
and reverse clutch hub assembly (470) (inner race). The overdrive
the transmission gear set to be driven by the vehicle drive shaft,
and reverse clutch hub assembly is splined to the overdrive and
and not the engine, which drives the overdrive and reverse
reverse sun gear in the input and reaction carrier (553) while the
clutch hub assembly in the direction of engine rotation,
intermediate clutch plate assemblies are splined to the intermediate
overrunning the sprags.
clutch sprag outer race (474). The intermediate clutch sprag is a
type of one-way clutch that, when effective, prevents the overdrive INTERMEDIATE INTERMEDIATE INTERMEDIATE
and reverse clutch hub assembly from rotating in the direction CLUTCH SPRAG CLUTCH SPRAG CLUTCH SPRAG
opposite of engine rotation. The clutch sprag is holding, and RETAINER RING ASSEMBLY OUTER RACE
effective, when the transmission is in Third Gear. (472) (473) (474)
CLUTCH SPRAG HOLDING

OUTER RACE HOLDING THE INNER RACE INTERMEDIATE
CLUTCH SPRAG
HE L D THRUST BEARING
ASSEMBLY
(476)
OUTER
(A) RACE
LD (474)
INNER HE
RACE
(470)
HEL D
(B) OUTER
RACE
INNER FRE (474)
E
RACE
(470)
INTERMEDIATE CLUTCH SPRAG HOLDING:

In Third gear, power flow attempts to drive the overdrive and INTERMEDIATE
reverse clutch hub assembly in the direction opposite of engine CLUTCH SPRAG
rotation and pivots the sprags toward their long diagonals. The THRUST BEARING
ASSEMBLY
long diagonal (A) of the sprag is greater than the distance between RETAINER
the inner race and the outer race, causing the sprags to “lock” (477)
against the intermediate clutch sprag outer race (474). However,
in Third gear the intermediate clutch is applied and the outer race OVERDRIVE INTERMEDIATE INTERMEDIATE
AND REVERSE CLUTCH SPRAG CLUTCH SPRAG
is held stationary to the transmission case (24). Therefore, the CLUTCH HUB THRUST WASHER THRUST WASHER
sprag assembly, being “locked” between the outer race and ASSEMBLY (470) (471) (475)
overdrive and reverse clutch hub assembly (inner race), holds the
overdrive and reverse clutch hub assembly (470) and the overdrive A damaged intermediate clutch sprag can cause no third gear
and reverse sun gear (553) stationary to obtain a Third gear ratio or, no torque in third gear, in overdrive range, manual fourth,
through the transmission gear set. or manual third.
470 471 472 473 472 474 475 476 477
22 Figure 23
APPLY COMPONENTS
intermediate clutch sprag outer race from the overdrive clutch housing/
OVERDRIVE AND transmission case. Therefore, the intermediate clutch sprag is no
INTERMEDIATE longer effective – the outer race will rotate with the overdrive and
CLUTCH reverse clutch hub assembly when the sprags engage.
ASSEMBLY
(480-497)
If inoperative the intermediate clutch can cause:
• No third gear in overdrive range, manual fourth or
manual third
• Degraded shifts from second to third and from third
to second
INTERMEDIATE INTERMEDIATE INTERMEDIATE INTERMEDIATE

INTERMEDIATE CLUTCH: BACKING PLATE PLATE PLATE APPLY
The intermediate clutch assembly is located between the (489) ASSEMBLY ASSEMBLY PLATE
intermediate clutch housing (496) and the overdrive clutch (INNER SPLINE) (OUTER SPLINE) (492)
housing (493). The overdrive clutch housing is splined to (490) (491)
the transmission case (24). The external teeth on the
intermediate clutch plates (491) are splined to the overdrive
clutch housing (493) while the internal teeth on the
intermediate clutch plate assemblies (490) are splined to
the intermediate clutch sprag outer race (474). The OVERDRIVE TRANSMISSION
intermediate clutch is applied when the transmission is in CLUTCH CASE
Third, Fourth, and Fifth gears. HOUSING (24)
(493)
INTERMEDIATE CLUTCH APPLY:
To apply the intermediate clutch, intermediate clutch apply
fluid is fed from the transmission case (24) into the
intermediate clutch housing (496). A feed hole in the
intermediate clutch housing allows fluid to enter the housing
behind the intermediate clutch piston assembly (495).
Intermediate clutch fluid pressure moves the piston to
compress the intermediate clutch spring (494). As fluid INTERMEDIATE
pressure increases, the piston compresses the intermediate CLUTCH
clutch plates until they are held against the intermediate clutch HOUSING
backing plate (489). Also included in the intermediate clutch (496)
pack is an intermediate clutch apply (waved) plate (492) that
helps control the apply rate of the intermediate clutch.
When fully applied, the intermediate clutch plates (491) INTERMEDIATE
CLUTCH
and intermediate clutch plate assemblies (490) are locked SPRING
together, thereby holding the intermediate clutch sprag outer (494)
race (474) stationary to the transmission case. This allows
the intermediate clutch sprag (473) to become effective and
hold when the overdrive and reverse clutch hub assembly
(470) attempts to rotate in the direction opposite of engine
rotation. Remember that the inner race of the intermediate
clutch sprag is part of the overdrive and reverse clutch hub
assembly (470).
INTERMEDIATE CLUTCH RELEASE:
To release the intermediate clutch, intermediate clutch fluid
exhausts from the piston, through the intermediate clutch INTERMEDIATE
housing and into the transmission case. In the absence of CLUTCH FLUID
fluid pressure, spring force from the intermediate clutch
INTERMEDIATE INTERMEDIATE INTERMEDIATE
spring (494) moves the piston away from the clutch plates. CLUTCH CLUTCH CLUTCH
This disengages the intermediate clutch plates (491) and BACKING PLATE HOUSING PISTON
intermediate clutch plate assemblies (490) from the RETAINER RING RETAINER RING ASSEMBLY
intermediate clutch backing plate (489) and disconnects the (SELECTIVE) (497) (495)
(488)
488 489 490 491 492 494 495 496 497
Figure 24 23
APPLY COMPONENTS
LOW LOW CLUTCH SPRAG RELEASED:
CLUTCH The low clutch sprag releases when the sprags pivot toward their
SPRAG short diagonals. The length of the short diagonals (B) is less than
ASSEMBLY the distance between the inner race and the outer race. This
(500-505) causes the inner race to overrun the sprags. This action occurs in
Second, Third, Fourth and Fifth gears when power flow drives
the input and reaction carrier in the direction of engine rotation.
Depending on model and application, the input and reaction
carrier may also overrun the low clutch sprag during coast
conditions (throttle released) in D , manual fourth, manual third
and manual second ranges – First Gear when vehicle speed is
greater than engine speed. This causes the transmission gear set
LOW CLUTCH SPRAG: to be driven by the vehicle drive shaft, and not the engine,
The low clutch sprag assembly (503) is located between the low which drives the input and reaction carrier in the direction of
clutch sprag outer race (504) and the low clutch sprag inner race engine rotation, overrunning the sprags.
(505). The low clutch sprag outer race is splined to the
transmission case (24) through the intermediate clutch housing LOW
assembly (496) and the overdrive clutch housing (493). The low CLUTCH
clutch sprag inner race is splined to the input and reaction carrier SPRAG
OUTER RACE
(553). The low clutch sprag assembly is a type of one-way (504)
clutch that prevents the input and reaction carrier from rotating
in the direction opposite of engine rotation. The low clutch sprag
is holding, and effective, when the vehicle is in First Gear. LOW
CLUTCH SPRAG HOLDING CLUTCH LOW
OUTER RACE HOLDING THE INNER RACE SPRAG CLUTCH
INNER RACE ROLLER
(505) THRUST
HEL D WASHER
(501)
OUTER
(A) RACE
LD (504) LOW
INNER HE CLUTCH
RACE SPRAG
(505) ASSEMBLY
RETAINER
SPRAG IS VIEWED FROM THIS DIRECTION RING
(502)
HEL D
LOW
(B) OUTER CLUTCH
RACE ROLLER
FRE (504) RETAINER
E
INNER (500)
RACE
(505)
LOW
LOW CLUTCH SPRAG HOLDING: CLUTCH
In First gear, power flow attempts to drive the input and reaction SPRAG
carrier in the direction opposite of engine rotation and pivots the ASSEMBLY
sprags toward their long diagonals. The long diagonal (A) of (503)
the sprag is greater than the distance between the inner race and
the outer race, causing the sprags to “lock” between the inner A damaged low clutch sprag can cause loss of drive/no first
and outer races. This action holds the input and reaction carrier gear in overdrive range and all manual ranges.
stationary to the transmission case (24) to obtain a First gear
ratio through the transmission gear set.
500 501 502 503 502 504 501 505
24 Figure 25
APPLY COMPONENTS
If inoperative the low and reverse clutch can cause:
CENTER
SUPPORT
• No first gear engine braking in overdrive range,
ASSEMBLY manual fourth, manual third, manual second, or
(510-535) manual first
• No reverse/slips in reverse
LOW AND LOW AND

REVERSE REVERSE
CLUTCH CLUTCH
BACKING PLATE
PLATE ASSEMBLY
(511) (OUTER SPLINE)
LOW AND REVERSE CLUTCH: (513)
LOW AND LOW AND LOW AND
The low and reverse clutch assembly is located in the center REVERSE REVERSE REVERSE
support (518). The center support is splined to the transmission CLUTCH CLUTCH CLUTCH
case (24). The external teeth on the low and reverse clutch PLATE PLATE APPLY
plates (513) are splined to the center support (518) while the RETAINER ASSEMBLY PLATE
internal teeth on the low and reverse clutch plate assemblies RING (INNER SPLINE) (514)
(512) are splined to the low clutch sprag inner race (505). The (SELECTIVE) (512)
(510)
low and reverse clutch is applied when the transmission is in
First gear in all forward ranges when engine braking is
CENTER
commanded ON, and in Reverse. SUPPORT
(518)
LOW AND REVERSE CLUTCH APPLY:
To apply the low and reverse clutch, low and reverse clutch or
reverse lockout (RLO) apply fluid is fed from the transmission
case (24) into the center support (518). A feed hole in the center
support allows fluid to enter behind the low and reverse clutch
piston assembly (517). Low and reverse clutch or reverse lockout
(RLO) fluid pressure moves the piston to compress the low and
reverse clutch spring (516). As fluid pressure increases, the
piston compresses the low and reverse clutch plates until they
are held against the low and reverse clutch backing plate (511).
Also included in the clutch pack is a low and reverse clutch
apply (waved) plate (514) that helps control the apply rate of the
low and reverse clutch.
When fully applied, the low and reverse clutch plates (513) and
low and reverse clutch plate assemblies (512) are locked together,
thereby holding the low clutch sprag inner race (505) stationary
to the transmission case (24). The low clutch sprag inner race
(505) is splined to the input and reaction carrier (553), causing
the input and reaction carrier to be held stationary also.
LOW AND REVERSE CLUTCH RELEASE:
To release the low and reverse clutch, low and reverse clutch or
reverse lockout (RLO) fluid exhausts from the piston, through
the center support and into the transmission case. In the absence
of fluid pressure, spring force from the low and reverse clutch
spring (516) moves the piston away from the clutch plates. This
disengages the low and reverse clutch plates (513) and low and
reverse clutch plate assemblies (512) from the low and reverse
clutch backing plate (511) and disconnects the low clutch sprag LOW AND LOW AND LOW AND LOW AND REVERSE
inner race from the center support/transmission case. Therefore, REVERSE REVERSE REVERSE REVERSE LOCKOUT
the low clutch sprag inner race (505) and the input and reaction CLUTCH CLUTCH CLUTCH CLUTCH FLUID
carrier (553) are free to rotate in the direction of engine rotation. SPRING SPRING PISTON OR RLO
RETAINER (516) (517) FLUID
RING
(515)
510 511 512 513 514 515 516 517
Figure 26 25
APPLY COMPONENTS
CENTER
SUPPORT
ASSEMBLY If inoperative the second clutch can cause:
(510-535) • No second gear in overdrive range, manual fourth,
manual third, or manual second
• Degraded shifts from first to second and from
second to first
SECOND CLUTCH: SECOND SECOND SECOND SECOND SECOND

The second clutch assembly is located in the center support CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH
(518). The center support is splined to the transmission case APPLY PLATE PLATE BACKING BACKING
PLATE ASSEMBLY ASSEMBLY PLATE PLATE
(24). The external teeth on the second clutch plates (524) are (523) (OUTER (INNER (526) RETAINER
splined to the center support (518) while the internal teeth on SPLINE) SPLINE) RING
the second clutch plate assemblies (525) are splined to the second (524) (525) (SELECTIVE)
clutch sprag outer race (545). The second clutch is applied (527)
when the transmission is in Second, Third, Fourth or Fifth gears.
SECOND CLUTCH APPLY:
To apply the second clutch, second clutch apply fluid is fed from
the transmission case (24) into the center support (518). A feed
hole in the center support allows fluid to enter behind the second
clutch piston (520). Second clutch fluid pressure moves the
piston to compress the second clutch spring (521) to cushion the
apply. As fluid pressure increases, the piston compresses the
second clutch plates until they are held against the second clutch
backing plate (526). Also included in the clutch pack is a second
clutch apply (waved) plate (523) that, in addition to the second
clutch spring, helps control the apply rate of the second clutch.
When fully applied, the second clutch plates (524) and second
clutch plate assemblies (525) are locked together, thereby holding
the second clutch sprag outer race (545) stationary to the
transmission case (24). This allows the second clutch sprag
assembly (547) to become effective and hold when the second
clutch sprag inner race (549) attempts to rotate in the direction
opposite of engine rotation.
SECOND CLUTCH RELEASE:
To release the second clutch, second clutch fluid exhausts from
the piston, through the center support and into the transmission
case. In the absence of fluid pressure, spring force from the
second clutch spring (521) moves the piston away from the
clutch plates. This disengages the second clutch plates (524)
and second clutch plate assemblies (525) from the second clutch
backing plate (526) and disconnects the second clutch sprag
outer race (545) from the second clutch sprag inner race (549).
Therefore, the second clutch sprag is no longer effective – the
inner race is free to rotate.
CENTER SECOND SECOND SECOND SECOND
SUPPORT CLUTCH CLUTCH CLUTCH CLUTCH
(518) PISTON SPRING FLUID SPRING
(520) (521) RETAINER
RING
(522)
520 521 522 523 524 525 526 527
26 Figure 27
APPLY COMPONENTS
SECOND CLUTCH SPRAG RELEASED:
SECOND The second clutch sprag releases when the sprags pivot toward
CLUTCH
SPRAG
their short diagonals. The length of the short diagonals (B) is
ASSEMBLY less than the distance between the inner race and the outer race.
(540-549) This causes the inner race to overrun the sprags. This action
occurs in Third, Fourth and Fifth gears when power flow drives
the reaction internal gear (550) in the direction of engine rotation.
Depending on model and application, the reaction internal gear
(550) may also overrun the second clutch sprag during coast
conditions (throttle released) in D , manual fourth, manual
third, and manual second ranges – Second Gear when vehicle
speed is greater than engine speed (refer to the Range Reference
SECOND CLUTCH SPRAG: Chart on page 11). This causes the transmission gear set to be
The second clutch sprag assembly (547) is located between the driven by the vehicle drive shaft, and not the engine, which
second clutch sprag outer race (545) and the second clutch sprag drives the reaction internal gear in the direction of engine rotation,
inner race (549). The second clutch sprag outer race is splined to overrunning the sprags.
the second clutch plate assemblies (525). The second clutch sprag
inner race is splined to the reaction internal gear (550). The second INPUT AND SECOND SECOND SECOND
clutch sprag assembly is a type of one-way clutch that prevents the REACTION CLUTCH CLUTCH CLUTCH
BEARING ROLLER SPRAG ROLLER
reaction internal gear (550) from rotating in the direction opposite ASSEMBLY INNER INNER OUTER
of engine rotation and affects the output gear ratio of the input and (541) RACE RACE RACE
reaction carrier (553). The second clutch sprag is holding, and BEARING (549) WASHER
effective, when the vehicle is in Second Gear. ASSEMBLY (544)
(542)
CLUTCH SPRAG HOLDING
OUTER RACE HOLDING THE INNER RACE
SECOND
HEL D CLUTCH
SPRAG
ASSEMBLY
OUTER RETAINER
(A) RACE (546)
LD (545)
HE
INNER
RACE
(549)

INPUT AND
HEL D REACTION
CARRIER
OUTER
OUTER RING
(B) (540)
RACE
FRE (545)
E
INNER
RACE
(549) SECOND REACTION
SECOND SECOND
CLUTCH CLUTCH CLUTCH INTERNAL
SECOND CLUTCH SPRAG HOLDING: SPRAG SPRAG SPRAG GEAR
In Second gear, power flow attempts to drive the reaction internal RETAINER OUTER ASSEMBLY (550)
gear (550) in the direction opposite of engine rotation and pivots (543) RACE (547)
the sprags toward their long diagonals. The long diagonal (A) of (545)
the sprag is greater than the distance between the inner race and the
outer race, causing the sprags to “lock” between the inner and outer
races. Because the second clutch is also applied, this action holds A damaged second clutch sprag can cause no second gear in
the reaction internal gear (550) stationary to the transmission case overdrive range, manual fourth, manual third and manual
second.
(24) to obtain a Second gear ratio through the transmission gear set.
540 541 542 543 544 545 546 547 546 544 548 549
Figure 28 27
APPLY COMPONENTS
CENTER
SUPPORT
ASSEMBLY If inoperative the second coast clutch can cause:
(510-535)
• No second gear engine braking in overdrive range,
manual fourth, manual third, or manual second
SECOND SECOND SECOND SECOND SECOND

COAST COAST COAST COAST COAST
CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH
SECOND COAST CLUTCH: SPACER PLATE PLATE BACKING BACKING
The second coast clutch assembly is located in the center support (531) ASSEMBLY ASSEMBLY PLATE PLATE
(518). The center support is splined to the transmission case (OUTER (INNER (534) RETAINER
(24). The external teeth on the second coast clutch plates (532) SPLINE) SPLINE) RING
are splined to the center support (518) while the internal teeth (532) (533) (SELECTIVE)
on the second coast clutch plate assemblies (533) are splined to (535)
the second clutch sprag inner race (549). The second coast
clutch is applied when the transmission is in Second gear in all
forward ranges when engine braking is commanded ON.
SECOND COAST CLUTCH APPLY:
To apply the second coast clutch, second coast clutch apply fluid
is fed from the transmission case (24) into the center support
(518). A feed hole in the center support allows fluid to enter
behind the second coast clutch piston assembly (528). Second
coast clutch fluid pressure moves the piston to compress the
second coast clutch spring (529) to cushion the apply. As fluid
pressure increases, the piston compresses the second coast clutch
plates until they are held against the second coast clutch backing
plate (534). Also included in the clutch pack is a second coast
clutch spacer (531).
When fully applied, the second coast clutch plates (532) and
second coast clutch plate assemblies (533) are locked together,
thereby holding the second clutch sprag inner race (549)
stationary to the transmission case (24). This allows the second
clutch sprag assembly (547) to become effective and hold when
the second clutch sprag inner race (549) attempts to rotate.
SECOND COAST CLUTCH RELEASE:
To release the second coast clutch, second coast clutch fluid
exhausts from the piston, through the center support and into the
transmission case. In the absence of fluid pressure, spring force
from the second coast clutch spring (529) moves the piston
away from the clutch plates. This disengages the second coast
clutch plates (532) and second coast clutch plate assemblies
(533) from the second coast clutch backing plate (534) and
disconnects from the second clutch sprag inner race (549).
Therefore, the second clutch sprag is no longer effective – the
inner race is free to rotate. CENTER SECOND SECOND SECOND SECOND
SUPPORT COAST COAST COAST COAST
(518) CLUTCH CLUTCH CLUTCH CLUTCH
PISTON FLUID SPRING SPRING
(528) (529) RETAINER
RING
(530)
528 529 530 531 532 533 534 535
28 Figure 29
PLANETARY GEAR SETS
PLANETARY GEAR SETS
Planetary gear sets are commonly used in automatic transmissions constant mesh with the rear short pinion gears. The long pinion
as the primary method of multiplying the torque, or twisting force, gears are in constant mesh with both the front and the rear short
of the engine (reduction). Planetary gear sets are also used to reverse pinion gears, and the rear internal gear (560). The front short pinion
the direction of rotation, function as a coupling for direct drive, and gears are in constant mesh with the reaction internal gear (550) in
provide an overdrive gear ratio. addition to the long pinion gears. Also, the output shaft (562) is
splined to the rear internal gear (560) which acts as a part of the
Planetary gear sets are so named because of their physical arrangement. Ravigneaux planetary gear set.
All planetary gear sets contain at least three main components:
Torque
• a sun gear at the center of the gear set, When engine torque is transferred through a gear set the output
• a carrier assembly with planet pinion gears that rotate around torque from the gear set can either increase, decrease, or remain the
the sun gear and, same. The output torque achieved depends on:
• an internal (ring) gear that encompasses the entire gear set.
• which member of the gear set provides the input torque,
The gears are designed such that several gear teeth are always in • which member of the gear set (if any) is held stationary, and,
contact, or mesh, at the same time. This design distributes the • which member of the gear set provides the output torque.
energy forces over several gear teeth for greater strength and If output torque is greater than input torque the gear set is operating
eliminates potential clash that is a common occurrence in manual in reduction (First, Second, Third and Reverse gears). If output
transmissions when gear teeth go in and out of mesh. Another torque is less than input torque, then the gear set is operating in
benefit of planetary gear sets is that shafts are generally used for overdrive (Fifth gear). When output torque equals input torque the
input and output components and can be arranged on the same axis, gear set is operating in direct drive (Fourth gear) and all gear set
thus providing a very compact unit. components are rotating at the same speed.
The Hydra-matic 4/5L40-E transmission uses one planetary gear Torque vs. Speed
set, the Ravigneaux gear set. Figures 30, 31 and 32 show this gear One transmission operating condition directly affected by input and
set and it's respective components. These figures also graphically output torque through a gear set is the relationship of torque with
explain how the planetary gear set is used to achieve each of the output speed. As the transmission shifts from First to Second to
transmission's five forward gear ratios and Reverse. Third to Fourth to Fifth gear, the overall output torque to the wheels
decreases as the speed of the vehicle increases (when input speed
Ravigneaux Planetary Gear Set and input torque are held constant). Higher output torque is needed
The Ravigneaux planetary gear set is unique in that it resembles a at low vehicle speed (First, Second and Third gears) to provide the
combination of two gear sets. This gear set consists of three sets of power to move the vehicle from a standstill. However, once the
pinion gears (one long and two short) in one planetary carrier (553), vehicle is moving and the speed of the vehicle increases (Fourth
two sun gears – front input and rear input, and two internal gears – and Fifth gears), less output torque is required to maintain that
reaction (550) and rear (560). The front input sun gear is in constant speed. This provides for a more efficient operation of the powertrain.
mesh with the long pinion gears. The rear input sun gear is in
Gear set failure can cause noise and loss of drive.
INPUT AND INPUT AND

REACTION REACTION
CARRIER CARRIER
(553) (553)
REACTION FRONT REAR REAR

INTERNAL INPUT INTERNAL INPUR
GEAR SUN GEAR SUN
(550) GEAR (560) GEAR
Figure 30 29
PLANETARY GEAR SETS PLANETARY GEAR SETS
REACTION REDUCTION
INTERNAL FIRST GEAR OVERDRIVE AND REDUCTION
GEAR REVERSE CLUTCH Increasing the output torque is known as operating in reduction
(550) INPUT HUB ASSEMBLY
DRIVEN SUN GEAR (470) because there is a decrease in the speed of the output member
SHAFT DRIVEN proportional to the increase in output torque. Therefore, with a
FRONT INPUT
SUN GEAR
ASSEMBLY constant input speed, the output torque increases when the
(457)
DRIVEN
DRIVING
transmission is in a lower gear, or higher gear ratio. Reduction
occurs in First, Second, Third and Reverse gears through the
Ravigneaux gear set.
REAR
INPUT AND INTERNAL GEAR
REACTION (560)
CARRIER REAR INPUT
DRIVEN FIRST GEAR
(553) SUN GEAR In First gear, torque input to the Ravigneaux gear set is provided
HELD DRIVING by the rear input sun gear in the direction of engine rotation.
The rear input sun gear drives the rear short pinion gears in the
INPUT AND direction opposite of engine rotation. The rear short pinion
REAR REACTION
INTERNAL CARRIER
gears then drive the long pinion gears in the direction of engine
GEAR (553) rotation. The long pinion gears drive the front short pinion
(560) HELD gears which in turn drive the reaction internal gear (550) in the
DRIVEN direction opposite of engine rotation. The front short pinion
REACTION
REAR INPUT FRONT INPUT INTERNAL GEAR gears also attempt to drive the input and reaction carrier (553) in
SUN GEAR SUN GEAR (550) the direction opposite of engine rotation but, the low clutch
DRIVEN DRIVEN
DRIVING sprag prevents this from occurring and the carrier is held
stationary. This action forces the long pinion gears to drive the
REACTION REDUCTION rear internal gear (560) and output shaft assembly in an reduction
INTERNAL SECOND GEAR OVERDRIVE AND gear ratio of approximately 3.42:1.
GEAR REVERSE CLUTCH
HELD SUN GEAR (470)
SHAFT DRIVEN
FRONT INPUT
ASSEMBLY
SUN GEAR
(457)
DRIVEN
DRIVING
SECOND GEAR
In Second gear, the torque input to the Ravigneaux gear set is
REAR provided by the rear input sun gear in the direction of engine
INPUT AND INTERNAL GEAR
(560)
rotation. The rear input sun gear drives the rear short pinion
REACTION
CARRIER DRIVEN gears in the direction opposite of engine rotation. The rear short
REAR INPUT
(553) SUN GEAR pinion gears then drive the long pinion gears in the direction of
DRIVEN DRIVING engine rotation. The long pinion gears drive the front short
pinion gears, and the front short pinion gears then attempt to
INPUT AND drive the reaction internal gear (550) in the direction opposite of
REAR REACTION engine rotation but, because the second clutch is applied, the
INTERNAL CARRIER
GEAR (553) second clutch sprag prevents this from occurring and the rear
(560) DRIVEN internal gear is held stationary. The front short pinion gears are
DRIVEN forced to walk around the stationary reaction internal gear and
REACTION
FRONT INPUT INTERNAL GEAR drive the input and reaction carrier (553) in the direction of
REAR INPUT
SUN GEAR SUN GEAR (550) engine rotation. This action forces the long pinion gears to
DRIVING DRIVEN HELD drive the rear internal gear (560) and output shaft assembly in a
reduction gear ratio of approximately 2.21:1.
REACTION REDUCTION
INTERNAL THIRD GEAR OVERDRIVE AND
GEAR REVERSE CLUTCH
DRIVEN SUN GEAR (470)
SHAFT HELD
FRONT INPUT THIRD GEAR
ASSEMBLY
SUN GEAR
HELD
(457) In Third gear, the torque input to the Ravigneaux gear set is
DRIVING provided by the rear input sun gear in the direction of engine
rotation. The rear input sun gear drives the rear short pinion
REAR gears in the direction opposite of engine rotation. The rear
INPUT AND INTERNAL GEAR short pinion gears then drive the long pinion gears in the direction
REACTION (560)
CARRIER DRIVEN of engine rotation. The long pinion gears drive the front short
REAR INPUT
(553) SUN GEAR pinion gears, and the front short pinion gears then attempt to
DRIVEN DRIVING drive the front input sun gear in the direction opposite of engine
rotation. However, the intermediate clutch is applied, holding
INPUT AND the front input sun gear stationary and forcing the long pinion
REAR REACTION gears to walk around the stationary front input sun gear, driving
INTERNAL CARRIER
GEAR (553) the input and reaction carrier (553) in the direction of engine
(560) DRIVEN rotation. This action forces the long pinion gears to drive the
DRIVEN rear internal gear (560) and output shaft assembly in a reduction
REACTION
FRONT INPUT INTERNAL GEAR gear ratio of approximately 1.60:1.
REAR INPUT
SUN GEAR SUN GEAR (550)
DRIVING HELD DRIVEN
30 Figure 31 30A
PLANETARY GEAR SETS PLANETARY GEAR SETS
REACTION DIRECT DRIVE DIRECT CLUTCH
DIRECT DRIVE INTERNAL FOURTH GEAR INPUT AND HUB
Direct drive through a planetary gear set is obtained when any GEAR ASSEMBLY
(550) (466)
two members of the gear set rotate in the same direction at the DRIVEN INPUT SUN GEAR DRIVING
same speed. This forces the third member of the gear set to SHAFT ASSEMBLY
FRONT INPUT (457)
rotate at the same speed. Therefore, in direct drive the output SUN GEAR DRIVING
speed of the transmission is the same as the input speed from the DRIVEN
converter turbine. Output speed will equal engine speed when REAR
the torque converter clutch is applied (see Torque Converter – INTERNAL GEAR
(560)
pages 12-14). DRIVEN
INPUT AND
REACTION
FOURTH GEAR CARRIER
Direct drive occurs in Fourth gear when input torque to the (553)
INPUT AND REACTION
Ravigneaux gear set is provided by both the rear input sun gear DRIVING
CARRIER
and the direct clutch input and hub assembly (466). The direct (553)
clutch input and hub assembly (466) is splined directly to the DRIVING
input and reaction carrier (553) and drives the carrier in the REAR
INTERNAL
direction of engine rotation at input speed. The rear input sun GEAR
gear attempts to drive the long pinion gears in the direction of (560) REAR INPUT
engine rotation at input speed through the rear short pinion DRIVEN OVERDRIVE AND SUN GEAR
REVERSE CLUTCH DRIVING
gears but, because the carrier is rotating at the same speed, the REACTION
REAR INPUT HUB ASSEMBLY FRONT INPUT INTERNAL GEAR
long pinion gears are prevented from rotating on their pins and SUN GEAR (470) SUN GEAR (550)
they force the rear internal gear (560) to rotate at the same DRIVING DRIVEN DRIVEN DRIVEN
speed. Therefore, the Ravigneaux carrier (553) and the output
shaft assembly (562) are driven at the same speed for a direct
REACTION OVERDRIVE DIRECT CLUTCH
drive 1:1 gear ratio. INTERNAL FIFTH GEAR INPUT AND HUB
GEAR ASSEMBLY
(550) (466)
DRIVEN INPUT SUN GEAR DRIVING
SHAFT ASSEMBLY
FRONT INPUT (457)
SUN GEAR DRIVEN
HELD
REAR
OVERDRIVE INTERNAL GEAR
Operating the transmission in Overdrive allows the output speed (560)
of the transmission to be greater than the input speed from the INPUT AND DRIVEN
engine. This mode of operation allows the vehicle to maintain a REACTION
CARRIER
given road speed with reduced engine speed for increased fuel (553)
economy. DRIVING INPUT AND REACTION
CARRIER
(553)
FIFTH GEAR DRIVING
Overdrive is achieved through the Ravigneaux gear set and only REAR
occurs in Overdrive Range – Fifth Gear. The overdrive clutch INTERNAL
holds the overdrive and reverse clutch hub (470) and the front GEAR
(560) REAR INPUT
input sun gear stationary to the transmission case. Therefore, DRIVEN OVERDRIVE AND SUN GEAR
when input torque drives the input and reaction carrier (553) in REVERSE CLUTCH REACTION
DRIVEN
the direction of engine rotation, the long pinion gears walk in REAR INPUT HUB ASSEMBLY FRONT INPUT INTERNAL GEAR
the direction of engine rotation around the stationary front input SUN GEAR (470) SUN GEAR (550)
DRIVEN HELD HELD DRIVEN
sun gear. These pinion gears then drive the rear internal gear
(560) in the direction of engine rotation in an overdrive gear
ratio of approximately 0.75:1. REACTION REVERSE
INTERNAL OVERDRIVE AND
GEAR REVERSE CLUTCH
DRIVEN SUN GEAR (470)
SHAFT DRIVING
FRONT INPUT
ASSEMBLY
SUN GEAR
(457)
DRIVING
DRIVEN
REVERSE
The Ravigneaux planetary gear set reverses the direction of power REAR
flow rotation when the reverse clutch and the low and reverse INPUT AND INTERNAL GEAR
clutch are applied. Input torque to the Ravigneaux gear set is REACTION (560)
provided through the reverse clutch to the front input sun gear in CARRIER DRIVEN
REAR INPUT
the direction of engine rotation, while the input and reaction (553) SUN GEAR
HELD DRIVEN
carrier (553) is held stationary by the low and reverse clutch.
The front input sun gear drives the long pinion gears in the
INPUT AND
direction opposite of engine rotation. With the input and reaction REAR REACTION
carrier (553) held, the long pinion gears drive the rear internal INTERNAL CARRIER
gear (560) and output shaft (562) assembly in the direction GEAR (553)
(560) HELD
opposite of engine rotation (reverse), in a reduction gear ratio of DRIVEN
approximately 3.03:1. REACTION
REAR INPUT FRONT INPUT INTERNAL GEAR
SUN GEAR SUN GEAR (550)
DRIVEN DRIVING DRIVEN
30B Figure 32 31
HYDRAULIC CONTROL COMPONENTS
The previous sections of this book were used to description of individual components used in the
describe some of the mechanical component hydraulic system will be presented. These hydraulic
operations of the Hydra-matic 4/5L40-E. In the control components apply and release the clutch packs
Hydraulic Control Components section a detailed to provide automatic shifting of the transmission.
FLUID PUMP DIRECT OVERDRIVE INTERMEDIATE SECOND

ASSEMBLY CLUTCH CLUTCH CLUTCH CLUTCH
(200-241) ACCUMULATOR ACCUMULATOR ACCUMULATOR ACCUMULATOR
FRONT REAR
CONTROL CONTROL
VALVE BODY VALVE BODY
(311) (310)
32 Figure 33
FLUID PUMP ASSEMBLY
TORQUE
CONVERTER PUMP
HOUSING COVER
(227) ASSEMBLY
(202)
SLIDE
PIN
VANE ROTOR VANE SLIDE SLIDE SLIDE ASSEMBLY
RING GUIDE RING RING O-RING (216) (231)
(225) (224) (221) (220) SEAL
(242)
ROTOR VANE SLIDE SLIDE SLIDE

(223) (222) SPRING SEAL SEAL
(219) (218) SUPPORT
(217)
AIR
31 BLEED 30
(233) FLUID PUMP ASSEMBLY
EX The fluid pump assembly contains a variable displacement, vane
type pump, located in the torque converter housing (227). When
PRESSURE the engine is cranking, the torque converter pump hub, which is
RELIEF keyed to the fluid pump rotor (223), turns the rotor at cranking
BALL speed. As the fluid pump rotor and the fluid pump vanes (222)
LINE
VALVE
begin to rotate, the volume of fluid between the vanes is at its
LINE maximum, creating a vacuum at the pump intake port. The
vacuum allows atmospheric pressure, acting on the fluid in the
DECREASE
bottom pan, to prime the pump quickly and pressurize the

DECREASE
hydraulic system when the engine is running.
SLIDE Fluid from the transmission bottom pan (62) is drawn through
(216) the fluid filter assembly (59) and into the fluid pump intake
(suction) fluid circuit. This fluid is then forced to rotate around
the fluid pump slide (216) to the pump outlet port where the
clearance between the fluid pump slide and the fluid pump rotor
decreases. Decreasing the volume pressurizes the fluid and
forces the fluid into the line pressure fluid circuit. This fluid is
FLUID directed to the pressure regulator valve and becomes the main
PUMP supply of fluid to the various components and hydraulic circuits
SCREEN in the transmission.
ASSEMBLY
(213) The events described above occur when the pump is operating
LINE
at maximum output. Since most normal driving conditions do
VANE ROTOR
RING
not require maximum output, the pressure regulator valve will
(223)
(221) move far enough against spring force to allow excess line pressure
fluid to enter the decrease fluid circuit. Decrease pressure is
FLUID
PUMP FLUID applied to the backside of the fluid pump slide, and moves the
SUCTION
ASSEMBLY PAN slide against pump slide spring (219) pressure to lower the
(62) output of the pump. The result is a control of the pump's
delivery rate of fluid to the hydraulic system.
Pump Related Diagnostic Tips

• Transmission Overheating
• Loss of drive
• High or low line pressure
FLUID FILTER
ASSEMBLY • Slipping clutch or harsh apply
(59)
Figure 34 33
PRESSURE REGULATION
The main components that control line pressure are the pressure Pressure Regulation
control solenoid valve and the pressure regulator valve. The The PC solenoid valve regulates throttle signal fluid pressure as
fluid pressure required to apply the clutches varies in relation to a function of engine torque (minimum signal pressure at low
throttle position and engine torque. At the pressure regulator torque, maximum signal pressure at high torque). Line pressure,
valve, line pressure is regulated in response to the following: acting on the end of the pressure regulator valve, moves the
valve against spring force and throttle signal fluid pressure to a
- throttle signal fluid pressure routed from the pressure control point where line pressure enters both the converter feed and the
(PC) solenoid valve (this fluid pressure is proportional to decrease fluid circuits. Decrease fluid pressure moves the pump
engine torque – see page 51). Throttle signal fluid pressure slide (216) against spring force and toward the center of the
moves the line boost valve (207) against the line boost valve pump cavity, causing the slide to partially cover the pump intake
spring (208) which acts against the pressure regulator valve. port and increase the concentricity between the pump slide and
- pressure regulator valve spring force. the rotor which, as a consequence, decreases the pump output
- line pressure acting on the end of the pressure regulator capacity. Decrease pressure and the position of the pump slide
valve. constantly varies depending on driving conditions and the amount
- reverse clutch fluid pressure acting on the line boost valve of fluid pressure and volume needed to operate the transmission.
in Reverse.
The pressure regulator valve routes line pressure into both the
converter feed and the decrease fluid circuits. Converter feed Pressure Regulator Related
fluid is routed through the TCC control valve to the torque Diagnostic Tips
converter apply and release, and the cooler fluid circuits. A stuck or damaged pressure regulator valve could cause:
Decrease fluid pressure moves the fluid pump slide against the • High or low line pressure
force of the pump slide spring (219). • Slipping clutches or harsh apply
• Transmission overheating
• Low or no cooler/lube flow
AIR AIR
AIR BLEED AIR BLEED
BLEED (233) BLEED (233)
30 30
(233) EX (233) EX
31 31
PRESSURE PRESSURE
RELIEF RELIEF
LINE
LINE
BALL BALL
VALVE VALVE
CONVERTER FEED
CONVERTER FEED
DECREASE
DECREASE
LINE LINE
DECREASE
DECREASE
PRESS REG VALVE
LINE
LINE
PRESS REG VALVE
EX EX
LINE
LINE
BOOST VALVE
BOOST VALVE
REVERSE CLUTCH
REVERSE CLUTCH
➤
FLUID FLUID
THROTTLE SIGNAL
THROTTLE SIGNAL
SUCTION
SUCTION
PUMP FLUID
PUMP FLUID
ASSEMBLY PUMP
ASSEMBLY PUMP
SCREEN SCREEN
ASSEMBLY ASSEMBLY
(213) (213)
LINE LINE
THROTTLE SIGNAL THROTTLE SIGNAL

FILTERED FEED LIMIT FILTERED FEED LIMIT
EX
EX
LINE (To Manual Valve) LINE (To Manual Valve)

PRESSURE PRESSURE
CONTROL CONTROL
SOLENOID SOLENOID
VALVE VALVE
MINIMUM PUMP OUTPUT MAXIMUM PUMP OUTPUT
34 Figure 35
VALVES LOCATED IN THE FLUID PUMP COVER ASSEMBLY
PRESSURE REGULATOR VALVE TRAIN (204-210) Pressure Relief Ball Valve (239)
Pressure Regulator Valve (210) The pressure relief ball valve and spring (238) prevent line pressure
Regulates line pressure in relation to vehicle operating conditions from exceeding approximately 2240 to 2520 kPa (320 to 360 psi).
(see page 34 on Pressure Regulation). The pressure regulator Above this pressure, line fluid pressure moves the ball against
valve is biased by throttle signal fluid pressure, pressure regulator spring force and exhausts until line pressure decreases sufficiently.
spring (209) force, line pressure routed to the end of the valve, • A pressure relief ball not seated or damaged could cause
and reverse clutch fluid pressure acting on the line boost valve high or low fluid pressure.
in Reverse. Line pressure is routed through the valve and into
both the converter feed and decrease fluid circuits. Torque Converter Clutch (TCC) Control Valve (235)
Controlled by the TCC PWM solenoid valve state and TCC
• A stuck pressure regulator valve could cause high or low
signal fluid pressure, it directs converter feed fluid pressure to
fluid pressure.
the release side of the converter clutch and into the cooler fluid
Line Boost Valve (207) circuit. The TCC control valve also directs regulated apply
Throttle signal fluid pressure moves the line boost valve against fluid to the apply side of the converter clutch. The valve is held
the line boost valve spring (208). The line boost valve spring in the release position (as shown) by spring force when the TCC
then transfers the force from throttle signal fluid pressure to the PWM solenoid valve is OFF. With the TCC PWM solenoid
pressure regulator valve. Therefore, line pressure increases as valve ON, TCC signal fluid pressure increases and moves the
throttle position and engine torque increase. Also, reverse clutch valve into the apply position against spring force.
fluid pressure acting on the line boost valve increases the operating If stuck, missing or binding, the TCC control valve or
range of line pressure when the transmission is in Reverse. spring may cause:
• Incorrect TCC apply or release
• Inadequate lubrication
COAST CLUTCH
AIR
FORWARD CLUTCH
REVERSE CLUTCH
AIR AIR
AIR BLEED BLEED BLEED
BLEED (203) (203) (233) Torque Converter Clutch (TCC)
(203) 30
Enable Valve (237):
AIR
BLEED When the TCC is released, converter feed
LINE
(233) fluid passes through the valve and enters

31 the converter feed limit fluid circuit to
DIRECT CLUTCH
EX
PRESSURE
go on stand by at the TCC control valve.
DIRECT CLUTCH
RELIEF If for any reason the TCC control valve

LINE
BALL is stuck ON when the TCC is commanded

VALVE FLUID OFF, converter feed limit pressure will
PUMP
enter the release side of the converter
CONVERTER FEED
LINE
ASSEMBLY
preventing overheating of the TCC.
DECREASE
DIRECT CLUTCH When the TCC applies, TCC signal fluid

RELEASE
CONVERTER FEED
moves the valve against spring force and
DECREASE
TCC
TO COOLER
FORWARD CLUTCH
CONTROL allows regulated apply pressure to be

VALVE directed to the TCC control valve and
then to the apply side of the TCC.
• If stuck, missing or binding, the
PRESS REG VALVE
CONVERTER FEED
LINE
APPLY
CONVERTER FDL
TCC enable valve or spring may

COAST CLUTCH
cause incorrect TCC apply or

REGULATED APPLY
EX
LINE
release.
TCC SIGNAL
BOOST VALVE
EX
TCC
ENABLE
VALVE
REVERSE CLUTCH
CONVERTER
HOUSING
EX
REGULATED APPLY
SUCTION
THROTTLE SIGNAL
(224)
FLUID PUMP
SCREEN
LINE ASSEMBLY
(213)
2
1
21
FLUID
PUMP
COAST CLUTCH
COVER
FORWARD CL
REVERSE CL
(202) LINE
SUCTION
AIR
BLEED
(203) (214) Brass Orifice Insert (214)
The brass orifice insert is located in the fluid pump cover (202).
It is a restriction, between the line and forward clutch fluid
circuits, that provides a constant feed to the forward clutch in
order to reduce garage shift response time.
Check Valve Retainer and Ball Assemblies (203)
These four assemblies are located in the reverse clutch, forward Orifice Cup Plugs (233)
clutch, direct clutch and coast clutch fluid circuits. When the Orifice cup plugs are located in the fluid pump cover (202).
clutch releases the ball unseats and allows air into the circuit to They allow air to escape from the fluid circuits and prevent
displace the exhausting fluid. pressure oscillations.
Figure 36 35
VALVES LOCATED IN THE FRONT CONTROL VALVE BODY
Pressure Control (PC) Solenoid Valve Assembly (357): 3-4 SHIFT VALVE TRAIN (343-346)
Controlled by the TCM, it provides controlled throttle signal fluid
3-4 Shift Valve (345):
pressure to the line boost valve (207). (See the Electrical
Responds to 2-3 signal fluid pressure acting on the 3-4 shift control
Components Section for additional information.)
valve, 1-2 signal fluid pressure and force from the 3-4 shift valve
spring (344). Depending on the transmission gear range operation
• A leaking/damaged o-ring or bad electrical connection can
and the shift solenoid valve states, the valve directs D432 fluid
cause high or low line pressure.
into the 123 fluid circuit to apply the coast clutch, or it directs 345
fluid into the direct clutch and the 45 fluid circuits to apply the
direct and overdrive clutches. When in the released position, the
valve opens 123 fluid to an exhaust.
• 3-4 shift valve stuck in the applied position could cause no 4th
Feed Limit Valve (353):
or slips in 4th gear, and no 5th or slips in 5th gear.
The PC solenoid valve and the shift solenoid valves can not support
more than a given fluid pressure. In order not to overload these • 3-4 shift valve stuck in the released position could cause no
solenoids, the feed limit valve regulates line fluid pressure into engine braking in 1st, 2nd and 3rd gear.
feed limit fluid pressure given by the solenoid design. Force from
the feed limit valve spring (354) and orificed feed limit fluid
pressure acting on the end of the valve regulate line pressure as it
passes through the valve and enters the feed limit circuit. Feed
limit pressures will normally equal line pressure when line pressure
is below the calibrated limiting values.
3-4 Shift Control Valve (346):
Responds to 2-3 signal fluid pressure and force from the 3-4 shift
• If stuck in the exhaust position, the feed limit valve or
valve spring (344). Depending on the transmission gear range
spring could cause 5th gear only and low line pressure.
operation and the 2-3 shift solenoid valve state, the valve allows
D432 fluid to be directed into the 123 fluid circuit to apply the
coast clutch. When in the released position, the valve allows 123
clutch fluid to exhaust.
• 3-4 shift control valve stuck in the applied position could

cause no 4th or slips in 4th gear, and no 5th or slips in 5th gear.
TCC REGULATOR VALVE TRAIN (347-352)

• 3-4 shift control valve stuck in the released position could
cause no engine braking in 1st gear.
Torque Converter Clutch Pulse Width Modulated (TCC PWM)
Solenoid Valve Assembly (352):
Voltage supply is through the ignition switch while the TCM
provides the ground to energize the solenoid. The solenoid regulates
2345 or reverse fluid into TCC signal fluid pressure (according to
TCC PWM duty cycle) that is routed to the TCC control valve
(235), the TCC enable valve (237), the reverse lockout (RLO)
valve (385), and to the TCC regulator apply valve (348). (See the
Electrical Components Section for additional information.)
• Stuck on, exhaust plugged, would cause no TCC release in

2nd, 3rd, 4th or fifth gear, and no reverse.
• Stuck off, leaking o-ring, no voltage, would cause no TCC/

slip or soft apply.
Torque Converter Clutch (TCC) Regulator Apply Valve (348):

It is controlled by TCC signal fluid pressure on one side of the
valve and spring force from the TCC regulator apply valve spring
(347) 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 maximum pressure position would cause harsh

TCC apply.
36
VALVES LOCATED IN THE FRONT CONTROL VALVE BODY
Safety Mode Valve (341):
Responds to memory pilot (1-2 signal) fluid pressure and force
from the safety mode valve spring (342). Under normal
transmission operation, when the first 1-2 shift occurs, the valve is
shifted to the applied position by memory pilot fluid. If there is no
TCM signal to the shift solenoid valves, the transmission will
operate in fifth gear. When the engine is switched off, the valve
shifts to the released position and directs (when the engine is
restarted) line pressure into the line safety mode fluid circuit
allowing the transmission to operate in fourth gear.
• If stuck in the applied position, the transmission could be

limited to fifth gear only in Safety Mode.
MEMORY
MEMORY PILOT
MEMORY PILOT 32 SAFETY MODE
FEED LIMIT
THROTTLE SIGNAL
MEMORY
MEMORY
FILTERED FEED LIMIT

LINE
32
EX
PRESSURE
CONTROL SAFETY MODE
SOLENOID
VALVE
EX
EX
1-2 SIGNAL LINE SAFETY MODE
2-3 SIGNAL
CNTRL 3-4 SHIFT

EX
EX
EX
FEED LIMIT
EX
DIRECT CLUTCH
345
345
45
123
D432
FEED LIMIT
FEED LIMIT VALVE

EX
EX
EX
TCC REGULATOR VALVE LINE

EX
TCC PWM
SOLENOID
VALVE
45
D432
345
345
123
N/C
EX
2345 OR REVERSE
REGULATED APPLY
REGULATED APPLY
TCC SIGNAL
LINE
FRONT
CONTROL
VALVE BODY
Figure 37 37
VALVES LOCATED IN THE REAR CONTROL VALVE BODY
Reverse Lockout (RLO) Valve (385): 1-2 Shift Control Valve (366):
Responds to TCC signal fluid pressure and force from the reverse Responds to 1-2 signal fluid pressure, 2-3 signal fluid pressure, and
lockout valve spring (386). In reverse gear the valve directs force from the 1-2 shift control valve spring (367). Depending on
reverse fluid into the reverse lockout (RLO) fluid circuit to apply the transmission gear range operation, 1-2 shift solenoid valve and
the reverse clutch and the low and reverse clutch. When the TCC 2-3 shift solenoid valve operating states, the valve directs feed limit
PWM solenoid valve provides TCC signal fluid pressure, the RLO fluid into the FDL fluid circuit in order to apply the 1-2 shift valve.
valve is applied to block reverse fluid from entering the reverse When released, the valve opens FDL fluid to exhaust.
lockout fluid circuit, thereby preventing reverse clutch or low and
reverse clutch apply while the vehicle is moving forward at a • 1-2 shift control valve stuck in the applied position could
speed greater than a value calibratable in the TCM, even if the cause 1st gear only.
manual valve is in reverse position.
• 1-2 shift control valve stuck in the released position could
• Reverse lockout valve stuck in the applied position could cause no 1st gear.
cause no reverse gear.
• Reverse lockout valve stuck in the released position could

allow the reverse clutch and the low and reverse clutch to 1-2 Shift Valve (387):
apply, if reverse gear is selected while the vehicle is moving Responds to FDL fluid pressure and force from the 1-2 shift valve
forward at any speed, causing transmission damage. spring (388). Depending on the transmission gear range operation,
1-2 shift solenoid valve and 2-3 shift solenoid valve operating
states, the valve directs 123 regulated fluid into the low and reverse
clutch fluid circuit in order to provide engine braking. When
released, the valve directs D432 fluid into the 2345 fluid circuit
and the second clutch fluid circuit.
Low Pressure Control Valve (383):
In first, second and third gear coast conditions, when engine braking • 1-2 shift valve stuck in the applied position could cause no
is desired, 123 braking fluid pressure is regulated through the 2nd, 3rd, 4th or 5th gear.
valve into the 123 regulated fluid circuit by orificed 123 regulated
fluid pressure and force from the low pressure control valve spring • 1-2 shift valve stuck in the released position could cause no
(382). Depending on the transmission gear and the shift solenoid 1st gear.
valve operating states, 123 regulated fluid is directed to provide
engine braking through a controlled apply of the low and reverse
clutch, the second coast clutch or the overdrive clutch.
• A missing, stuck or incorrectly assembled low pressure

control valve could cause harsh or no engine braking in 1st,
2nd, or third gear. 2-3 SHIFT VALVE TRAIN (349-351, 369-372)
2-3 Shift Solenoid (SS) Valve Assembly (369):
The 2-3 SS valve assembly is a normally closed, 3-port, ON/OFF
type solenoid controlled by the TCM. When energized (ON) in
First and Second Gear, the 2-3 SS valve assembly fluid inlet port
opens allowing feed limit fluid to pressurize the 2-3 signal fluid
circuit. 2-3 signal fluid pressure acts on the 2-3 shift control
1-2 SHIFT VALVE TRAIN (343, 349-351, 366-368, 387-388)
valve, the 1-2 shift control valve, and the 3-4 shift control valve to
1-2 Shift Solenoid (SS) Valve Assembly (368): control the shift valve positioning for the appropriate gear range.
The 1-2 SS valve assembly is a normally closed, 3-port, ON/OFF When de-energized (OFF), the solenoid inlet port is closed and 2-
type solenoid controlled by the TCM. When energized (ON) in 3 signal fluid is exhausted through the solenoid exhaust port. (See
Second and Third Gear, the 1-2 SS valve assembly fluid inlet port the Electrical Components Section for more detail.)
opens allowing feed limit fluid to pressurize the 1-2 signal fluid
circuit. 1-2 signal fluid pressure acts on the 1-2 shift control valve • 2-3 SS valve stuck off or leaking could cause no 1st or
and the 3-4 shift valve to control the shift valve positioning for the 2nd gear.
appropriate gear range. 1-2 signal (memory pilot) fluid pressure
also acts on the safety mode valve to provide safe transmission • 2-3 SS valve stuck on could cause 1st and 2nd gears only.
operation if there is no TCM signal to the shift solenoid valves.
When de-energized (OFF), the solenoid inlet port is closed and 1-
2 signal fluid is exhausted through the solenoid exhaust port. (See
the Electrical Components Section for more detail.) 2-3 Shift Control Valve (370) and 2-3 Shift Valve (371):
The 2-3 shift valve train responds to 2-3 signal fluid pressure and
• 1-2 SS valve stuck off or leaking could cause a 1st, 4th and force from the 2-3 shift valve spring (372). Depending on the
5th gear only condition. transmission gear range operation and the 2-3 shift solenoid valve
state, the valve train controls the routing and exhausting of various
• 1-2 SS valve stuck on could cause 2nd and 3rd gears only. fluids to obtain the appropriate gear range as determined by the
TCM or gear selector lever.
• 2-3 shift valve stuck in the applied position could cause 1st
or 2nd gear only.
• 2-3 shift valve stuck in the released position could cause no

3rd, 4th or 5th gears.
38
VALVES LOCATED IN THE REAR CONTROL VALVE BODY
4-5 SHIFT VALVE TRAIN (349-351, 373-376)
• 4-5 shift valve stuck in the applied position could cause no
4-5 Shift Solenoid (SS) Valve Assembly (376): 5th gear.
The 4-5 SS valve assembly is a normally closed, 3-port, ON/OFF
type solenoid controlled by the TCM. When energized (ON) in • 4-5 shift valve stuck in the released position could cause no
Fourth Gear, the 4-5 SS valve assembly fluid inlet port opens 4th gear and no engine braking in 1st, 2nd or 3rd gears.
allowing feed limit fluid to pressurize the 4-5 signal fluid circuit.
4-5 signal fluid pressure acts on the 4-5 shift control valve to help
control the 4-5 shift valve positioning for the appropriate gear
range. When de-energized (OFF), the solenoid inlet port is closed
and 4-5 signal fluid is exhausted through the solenoid exhaust Manual Valve (377):
port. (See the Electrical Components Section for more detail.) The manual valve is fed by line pressure from the fluid pump assembly
and is mechanically linked to the gear selector lever. When a gear
• 4-5 SS valve stuck off or leaking could cause no 4th gear range is selected, the manual valve directs line pressure into the
and no engine braking in 1st, 2nd or 3rd gears. various circuits by opening and closing feed passages. The circuits
that are fed by the manual valve are: Reverse, D432, and 32.
• 4-5 SS valve stuck on could cause no 5th gear.
Stuck, misaligned or damaged, the manual valve and linkage
could cause:
• No Park
• No reverse or slips in reverse
4-5 Shift Control Valve (375) and 4-5 Shift Valve (374):
• Drives in Neutral
The 4-5 shift valve train responds to 4-5 signal fluid pressure and
• No Drive
force from the 4-5 shift valve spring (373). Depending on the
• No gear selections
transmission gear range operation and the 4-5 shift solenoid valve
• Shift indicator indicates wrong gear selection
state, the valve train controls the routing and exhausting of various
fluids to obtain the appropriate gear range as determined by the
TCM or gear selector lever.
LOW AND REV CL
D432
D432
SECOND CL
SECOND CL
2-3 SIGNAL
FEED LIMIT
123 REG
123 REG
23 REG
1-2 SIGNAL
FDL
FDL
FD LIMIT
EX
1-2 SHIFT
SOLENOID
1-2 SHIFT VALVE VALVE
N/C
(A)
EX
EX
EX
1-2 SHIFT CONTROL VALVE

2345 2345 EX
INTERMEDIATE CLUTCH
INTERMEDIATE CLUTCH
TCC SIGNAL 23 REGULATED
2-3 SIGNAL
RLO FEED LIMIT
2-3 SHIFT
SOLENOID
N/C
(B)
EX
EX
EX
EX
EX
2345
2345
345
REVERSE EX
LOCKOUT REV
SECOND COAST CLUTCH
VALVE OVERDRIVE CLUTCH FEED 1
2345
2345
LOW PRESSURE
23 REGULATED
4-5 SIGNAL
EX
4-5 SHIFT
123 BRAKING
123 REGULATED
SOLENOID
4-5 SHIFT VLV CNTRL VALVE
345
N/C
(C)
EX
EX
123 REGULATED
COAST CLUTCH
123
123
EX
45
FEED LIMIT
LINE SAFETY MODE
123 BRAKING
123
123
REVERSE
COAST CLUTCH FEED

45
MANUAL VALVE
EX
REAR
LINE
D432
REV
32
CONTROL
P R N D 4 3 2 VALVE BODY
Figure 38 39
ACCUMULATORS
In the Hydra-matic 4/5L40-E, accumulators are used to control
shift feel for the apply of the second clutch (2nd), the intermediate
clutch (3rd), the direct clutch (4th), and the overdrive clutch (5th).
CLUTCH All four of these accumulators function identically.
ACCUMULATOR An accumulator is a fluid pressure operated component that
absorbs a certain amount of clutch apply fluid pressure to cushion
EX the clutch engagement.
LINE
Clutch apply fluid pressure, directed to an accumulator piston

and helped by a spring force, opposes an accumulator fluid
pressure to create an action similar to a shock absorber.
Upshift Control:
During the clutch apply, clutch apply fluid pressure moves the
ACCUMULATOR
clutch piston against the clutch piston spring and clutch plates.
After the clearance between the clutch plates is taken up by the
clutch piston travel and the clutch plates begin to hold, fluid
pressure in the circuit builds up rapidly. This clutch apply fluid
pressure is also directed to an accumulator assembly. As clutch
apply fluid pressure increases, the accumulator piston moves to an
CLUTCH APPLY intermediate position determined by the equilibrium between
accumulator fluid pressure and clutch apply fluid pressure, assisted
by the accumulator spring force. The movement of the accumulator
piston delays the pressure buildup in the circuit and allows for a
more gradual clutch apply. Without an accumulator in the circuit,
this rapid buildup of clutch apply fluid pressure would cause the
UPSHIFT CONTROL clutch to grab very quickly and create a harsh shift.
• CLUTCH APPLIED
• ACCUMULATOR ABSORBS The force of the accumulator fluid pressure controls the rate at
EXCESS APPLY PRESSURE which the clutch is applied. Because accumulator fluid pressure
is supplied by line fluid pressure, it is affected by engine throttle
position. At minimum or light throttle, engine torque is at a
minimum and the clutch requires 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
CLUTCH accommodate these various conditions, the pressure regulator
valve (210) regulates line fluid pressure, and therefore accumulator
ACCUMULATOR fluid pressure, in order to control shift feel in the transmission. At
greater throttle positions, accumulator fluid pressure increases,
EX thereby creating less cushion for the clutch apply fluid during an
upshift. Remember that throttle signal fluid acting on the pressure
LINE
regulator valve (210) is regulated according to engine torque by

the pressure control (PC) solenoid valve (357).
Downshift Control:
During a downshift, the clutch apply fluid pressure is exhausted
from the accumulator assembly by the shift valve. Accumulator
ACCUMULATOR
fluid pressure, supplied by orificed line fluid pressure from the

fluid pump, fills the accumulator with fluid and returns the
piston to its initial position in preparation for another upshift.
Orificing line fluid pressure helps control the rate at which
accumulator fluid pressure fills the accumulator and the rate at
CLUTCH APPLY which clutch apply fluid exhausts. If clutch apply fluid exhausts
too quickly, pressure could build up in the clutch apply circuit.
This would cause the clutch to release too slowly and possibly
“drag” and damage the clutch.
DOWNSHIFT CONTROL
• CLUTCH RELEASED
• ACCUMULATOR
READY FOR UPSHIFT
40 Figure 39
DIRECT CLUTCH ACCUMULATOR ASSEMBLY: DIRECT OVERDRIVE
The direct clutch accumulator assembly is located in an CLUTCH CLUTCH
accumulator housing bolted to the front control valve body and ACCUMULATOR 318 ACCUMULATOR
consists of the direct clutch accumulator piston (315) and the ASSEMBLY ASSEMBLY
direct clutch accumulator piston spring (313). The direct clutch
accumulator assembly is the primary component for controlling 318
317
the shift feel of a 3-4 shift. 323
• A leak at the accumulator piston seal or porosity in the

accumulator housing could cause slipping during a 3-4 shift.
322
• A stuck accumulator piston would cause harsh 3-4 shifts.
316 321
315
320
OVERDRIVE CLUTCH ACCUMULATOR ASSEMBLY:
The overdrive clutch accumulator assembly is located in an 314
accumulator housing bolted to the front control valve body and 319
consists of the overdrive clutch accumulator piston (321) and 313
the overdrive clutch accumulator piston spring (319). The
overdrive clutch accumulator assembly is the primary component
for controlling the shift feel of a 4-5 shift.
• A leak at the accumulator piston seal or porosity in the 311

FRONT
CONTROL
VALVE
BODY
INTERMEDIATE CLUTCH ACCUMULATOR ASSEMBLY: INTERMEDIATE SECOND

The intermediate clutch accumulator assembly is located in an CLUTCH CLUTCH
accumulator housing bolted to the rear control valve body and ACCUMULATOR 318 ACCUMULATOR
ASSEMBLY ASSEMBLY
consists of the intermediate clutch accumulator piston (326) and
the intermediate clutch accumulator piston spring (324). The 318
intermediate clutch accumulator assembly is the primary
component for controlling the shift feel of a 2-3 shift.
328 333
• A stuck accumulator piston would cause harsh 2-3 shifts. 332
331
327
326
SECOND CLUTCH ACCUMULATOR ASSEMBLY 330

*: in an
The second clutch accumulator assembly is located
accumulator housing bolted to the rear control valve body and 325
consists of the second clutch accumulator piston (331) and the 329
second clutch accumulator piston spring (329). The second
clutch accumulator assembly is the primary component for 324
controlling the shift feel of a 1-2 shift.
310
REAR
Note: The second clutch accumulator assembly is used for CONTROL
* the 5L40-E only. VALVE
BODY
Figure 40 41
BALL CHECK VALVES LOCATION AND FUNCTION
#1 REVERSE CLUTCH: #8 LOW AND REVERSE CLUTCH OR RLO:
Located in the bottom channel plate, it seats to force reverse Located in the bottom channel plate, it allows either low and
lockout fluid through orifice 13 on the spacer plate and into the reverse clutch fluid (in a First gear coast condition) or reverse
reverse clutch fluid circuit. This helps control the apply rate of lockout (RLO) fluid (in Reverse) to enter the low and reverse
the reverse clutch. When the reverse clutch releases, exhausting clutch or RLO fluid circuit while blocking the other fluid circuit.
reverse clutch fluid unseats, and flows past, the #1 ball check Low and reverse clutch or RLO fluid is used to apply the low
valve and into the reverse lockout fluid circuit. This allows for and reverse clutch.
a faster exhaust of reverse clutch fluid and a quick release of the
reverse clutch.
#9 23 REGULATED/OVERDRIVE CLUTCH FEED 1:

Located in the bottom channel plate, it seats to force 23 regulated
#2 REVERSE/2345: fluid through orifice 22 before entering the overdrive clutch
Located in the bottom channel plate, it allows either reverse feed 1 circuit. This helps control the apply rate of the overdrive
fluid (in Reverse) or 2345 fluid (in Second, Third, Fourth and clutch in a Third gear coast condition. When the overdrive
Fifth) to enter the 2345 or reverse fluid circuit while blocking clutch releases, exhausting 23 regulated fluid unseats, and flows
the other fluid circuit. past, the #9 ball check valve. This allows for a faster exhaust of
23 regulated fluid and a quick release of the overdrive clutch.
#3 45: #10 32 SAFETY MODE/FDL:

Located in the bottom channel plate, it seats to force 45 fluid Located in the bottom channel plate, it allows either 32 safety
through orifice 27 to help control the apply rate of the overdrive mode fluid (in Safety Mode operation only) or FDL fluid (in
clutch. When the clutch releases, exhausting 45 fluid unseats, First gear) to enter the 32 safety mode or FDL fluid circuit while
and flows past, the #3 ball check valve. This allows for a blocking the other fluid circuit.
faster exhaust of 45 fluid and a quick release of the overdrive
clutch assembly.
#11 23 REGULATED/SECOND COAST CLUTCH

(Used Only On 5L40-E Models):
#4 123: Located in the bottom channel plate, it seats to force 23 regulated
Located in the bottom channel plate, it seats to force 123 fluid fluid through orifice 23 before entering the second coast clutch
through orifice 16 to help control the apply rate of the coast circuit. This helps control the apply rate of the second coast
clutch. When the coast clutch releases, exhausting 123 fluid clutch in a Second gear coast condition. When the second
unseats, and flows past, the #4 ball check valve. This allows coast clutch releases, exhausting 23 regulated fluid unseats,
for a faster exhaust of 123 fluid and a quick release of the and flows past, the #11 ball check valve. This allows for a
coast clutch. faster exhaust of 23 regulated fluid and a quick release of the
second coast clutch.
#5 COAST CLUTCH:
Located in the bottom channel plate, it seats to force forward #12 OVERDRIVE CLUTCH FEED:
clutch fluid through orifice 17 before entering the coast clutch Located in the bottom channel plate, it allows either overdrive
feed circuit. This helps control the apply rate of the coast clutch feed 1 fluid (in a Third gear coast condition) or overdrive
clutch. When the coast clutch releases, exhausting coast clutch clutch feed 2 fluid (in Fifth gear) to enter the overdrive clutch
feed fluid unseats, and flows past, the #5 ball check valve. This fluid circuit while blocking the other fluid circuit. Overdrive
allows for a faster exhaust of coast clutch feed fluid and a quick clutch fluid is used to apply the overdrive clutch.
release of the coast clutch.
Ball Check Valves Related Diagnostic Tips

#6 D432/FORWARD CLUTCH: Understanding the design principle of each
Located in the bottom channel plate, it seats to force D432 fluid
through orifice 15 before entering the forward clutch circuit. ball check valve will help in the diagnosis of
This helps control the apply rate of the forward clutch. When hydraulic related conditions. For example:
the forward clutch releases, exhausting D432 feed fluid unseats,
and flows past, the #6 ball check valve. This allows for a faster • A harsh shift complaint could be caused by a stuck or
exhaust of D432 fluid and a quick release of the forward clutch. missing ball check valve.
• Slow reverse or disengagement could be caused by a

stuck #1 ball check valve.
#7 FORWARD CLUTCH/COAST CLUTCH:
• No engine compression braking in manual first could
Located in the bottom channel plate, it is seated by a calibrated be caused by a missing or stuck #8 ball check valve.
spring and provides extra D432 fluid flow into the forward clutch
and coast clutch circuits to reduce garage shift response time.
42
BALL CHECK VALVES LOCATION AND FUNCTION
REVERSE LOCKOUT
OVERDRIVE CL FEED 2
OVERDRIVE CL FEED 1
OVERDRIVE CLUTCH
#1 X-2
#12 48 13
15c 16
40c 48
48 16
41
15 48 16
39c 23 15d
2
REVERSE CLUTCH
37 #1
10 11 48
12
37 24 7
28
48 2 7
48
27 10
23 REGULATED
47 27 20 23
➤
13 19 36
FRONT
37
#12 15 REVERSE
36 40
42
23 2345
33e 43 41
14a
22g
33d 2
X-4 #2
36 23
48
23 REGULATED
23
#11
19 38
X-3
19 2345 OR REVERSE
19 35
15
#2
39 40
X-1 30 25 23
#3
2 22 19 36
FDL
38
45
45 25 22 X-5
44f 22 32
45 30 26 38 #4
38b
38e
33
38
43c 19
17 #3 X-5
38d
38c
20 27
32 SAFETY MODE
45 35
28 #5
#10 #11 52
2
44
17 15 21
2
45
34 #6
10 27 48 18 19
43 48 #7
13 (Spring)
10 42
45 28
123
23 REGULATED
44 48
2
10
20d
20c
#10 #9 #8 #4 16
23 REGULATED
1 BOTTOM CHANNEL PLATE (304)
33c (Control Valve Body Side)
33b
#9
123
123
LOW AND REVERSE CL
D432
COAST CLUTCH FEED
FORWARD CLUTCH
19b
21
21
31
31
#7 #6 #5
19a
15 17
19d
21b
17c
19c
21c
18
REVERSE LOCKOUT
21
15f
#8
D432 D432 FORWARD CLUTCH
Figure 41 43
HYDRAULIC CONTROL
NOTES COMPONENTS
44
ELECTRICAL COMPONENTS
The Hydra-matic 4/5L40-E transmission incorporates “Safety Mode” operating state of the solenoids forces
electronic controls that utilize the transmission control the transmission to operate in Fifth gear regardless of
module (TCM) (see Note below) to control shift points other vehicle operating conditions when the gear selector
(through shift solenoid valves), torque converter clutch is in a forward drive range. Also, in “Safety Mode” the
(TCC) apply and release [through the torque converter PC solenoid valve is turned off which increases line
clutch pulse width modulated (TCC PWM) solenoid] and pressure to a maximum and the TCC PWM solenoid
line pressure [through the pressure control (PC) solenoid valve cannot apply the TCC. This allows the vehicle to
valve]. Electrical signals from various sensors provide be operated safely, despite the disabled electronic
information to the TCM about vehicle speed, throttle controls, until the condition can be corrected.
position, engine coolant temperature, transmission fluid
Another feature of the Hydra-matic 4/5L40-E is the
temperature, gear range selector position, engine speed,
electronic control of engine braking. In Overdrive Range,
converter turbine speed, engine load braking and operating
Manual Fourth, Manual Third, and Manual Second, engine
mode. The TCM uses this information to determine the
braking in first, second and third gear can be obtained if
precise moment to upshift or downshift, apply or release
desired by activation of the 4-5 shift solenoid valve.
the TCC and what fluid pressure is needed to apply the
clutches. This type of control provides consistent and Note: Some models utilize a Powertrain Control Module
precise shift points and shift quality based on the operating (PCM) instead of a TCM. The PCM functions similar
conditions of the vehicle. to the TCM but does incorporate some different controls.
However, throughout this publication only the TCM is
If for any reason the entire electronic control system of referenced for simplicity. Refer to the appropriate
the transmission becomes disabled, all three of the shift General Motors Service Manual for a description of
solenoid valves will be de-energized (turned OFF). This PCM controls.
A B C ECM SERIAL DATA DLC TCM CAN BUS M BCM
D E F 1 G 2 H I 3 4 5 J K L
INPUTS OUTPUTS
INFORMATION SENSORS ELECTRONIC CONTROLLERS ELECTRONICALLY CONTROLLED
A. THROTTLE POSITION (TP) SENSOR TRANSMISSION COMPONENTS
TRANSMISSION CONTROL
B. MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR MODULE (TCM) OR 1. PRESSURE CONTROL (PC)
C. ENGINE SPEED SENSOR SOLENOID VALVE
POWERTRAIN CONTROL
D. MANIFOLD AIR TEMPERATURE (MAT) SENSOR MODULE (PCM) (SEE NOTE ABOVE)
E. ENGINE COOLANT TEMPERATURE (ECT) SENSOR 2. TORQUE CONVERTER CLUTCH
F. TRANSMISSION INPUT SPEED SENSOR (A/T ISS) ENGINE CONTROL MODULE (ECM) PULSE WIDTH MODULATION
G. TRANSMISSION OUTPUT SPEED SENSOR (A/T OSS) (TCC PWM) SOLENOID
H. TRANSMISSION FLUID TEMPERATURE (TFT) SENSOR BODY CONTROL MODULE (BCM)
3. 1-2 SHIFT SOLENOID (SS) VALVE
I. TRANSMISSION MANUAL SHIFT
ELECTRONIC BRAKE AND TRACTION
SHAFT SWITCH ASSEMBLY 4. 2-3 SHIFT SOLENOID (SS) VALVE
CONTROL MODULE (EBTCM)
J. ACCELERATOR PEDAL POSITION (APP) SENSOR (NOT SHOWN)
K. TCC BRAKE SWITCH 5. 4-5 SHIFT SOLENOID (SS) VALVE
L. DRIVER SHIFT CONTROL (DSC) SWITCHES DIAGNOSTIC LINK CONNECTOR
M. OPERATING MODE SELECTION SWITCHES (DLC)
Figure 42 45
TRANSMISSION MANUAL SHIFT SHAFT

SWITCH ASSEMBLY (602):
The transmission manual shift shaft switch assembly (602) is a
sliding contact switch attached to the manual shift shaft inside
the transmission case. The five inputs to the TCM from the
transmission manual shift shaft switch assembly indicate which
position is selected by the transmission selector lever. This
information is used for engine controls as well as determining
N the transmission shift patterns. The state of each input is available
P for display on the scan tool. The five input parameters
B represented are Mode A, Mode B, Mode C, Mode P (Parity) and
A Mode N (P/N Start).
C
+
TRANSMISSION MANUAL SHIFT

SHAFT SWITCH ASSEMBLY
(602)
C If the TCM detects an improper signal from the transmission

manual shift shaft switch assembly, a DTC will be activated.
A
B The DTC strategy may be different depending on the
customer/application (refer to the appropriate Service
P Information).
P
2
R 3
N D 4
RANGE CIRCUIT
INDICATOR A B C P P/N
Park 1 0 0 1 1
Reverse 1 1 0 0 0
Neutral 0 1 0 1 1
Overdrive 0 1 1 0 0
Manual Fourth 1 1 1 1 0
Manual Third 1 0 1 0 0
Manual Second 0 0 1 1 0
1 = Closed (Resistance <50 ohms)

0 = Open (Resistance >50k ohms)
46 Figure 43
TRANSMISSION SPEED SENSORS
Automatic Transmission Output (Shaft) Speed
(A/T OSS) Sensor (42):
The A/T OSS sensor is a variable reluctance magnetic pickup
located in the rear of the transmission case. This sensor is
mounted in the case opposite the rear internal gear (560). The
rear internal gear is splined to the output shaft assembly (562).
MAGNETIC The sensor consists of a permanent magnet surrounded by a coil
PICKUP of wire. As the output shaft and rear internal gear rotate, an
alternating current (AC) is induced in the coil by the “teeth” on
REAR the rear internal gear as they pass by the magnetic pickup.
INTERNAL
GEAR
Therefore, whenever the vehicle is moving, the A/T OSS sensor
(560) produces an AC voltage signal proportional to vehicle speed.
At the TCM, the AC signal is electronically conditioned to a 5

volt square wave form (see Figure A). The square wave form
can then be interpreted as transmission output speed by the
TCM through the frequency of square waves in a given time
frame. The square waves can be thought of as a representation
of the rear internal gear teeth. Therefore, the more teeth (or
ELECTRICAL waves) that pass by the magnetic pickup in a given time frame,
CONNECTOR
the faster the vehicle is moving. The square wave form is
OUTPUT SPEED SENSOR compared to a fixed clock signal within the TCM to determine
transmission output speed.
LOW SPEED HIGH SPEED

5.0
OUTPUT VOLTS
If the TCM detects an improper signal from the transmission

TIME input or output speed sensors, a DTC will be activated.
The DTC strategy may be different depending on the

FIGURE A: CONDITIONED SIGNAL
Information).
Sensor resistance should measure between 325 and 485

ohms at 20°C (68°F). Output voltage will vary from a
minimum of 0.5 V peak to peak at 100 RPM, to 600 V
peak to peak at 8500 RPM.
Automatic Transmission Input (Shaft) Speed

(A/T ISS) Sensor (44):
The A/T ISS sensor operates identically to the A/T OSS sensor
except that it uses the stamped teeth on the reverse clutch input
housing assembly (401) as the rotor (reluctor). Remember that
the reverse clutch input housing assembly is driven at converter
MAGNETIC
PICKUP turbine speed. The A/T ISS sensor square wave form is also
compared to a fixed clock signal within the TCM to determine
actual converter turbine speed. The TCM uses transmission
input and output speeds to help determine line pressure,
transmission shift patterns, TCC apply pressure, gear ratios, and
TCC slippage for diagnostic purposes.
REVERSE
CLUTCH
INPUT
HOUSING
ASSEMBLY
(401)
ELECTRICAL
CONNECTOR
INPUT SPEED SENSOR
Figure 44 47
Automatic Transmission Fluid Temperature (TFT) Sensor:
The TFT sensor is part of the transmission wiring harness
assembly (55). The TFT sensor is a resistor, or thermistor,
which changes value based on temperature (see chart). The
WIRE WIRE sensor has a negative-temperature coefficient. This means that
as the temperature increases, the resistance decreases, and as the
temperature decreases the resistance increases. The TCM
supplies a 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 TCM detects high signal
voltage. As the fluid temperature warms to a normal operating
temperature, the resistance becomes less and the signal voltage
decreases. The TCM uses this information to maintain shift
quality and torque converter clutch apply quality over operating
temperature range.
If transmission fluid temperatures become excessively high

[above approximately 140°C (284°F) (calibratable in the TCM)],
the TCM will disable ECCC function and command lock up
mode. Applying the TCC serves to reduce transmission fluid
temperatures created by the fluid coupling in the torque converter
with the TCC released.
RESISTOR Above approximately 149°C (300°F) (calibratable in the TCM),
(THERMISTOR) the TCM will set a transmission fluid temperature code. This
causes the TCM to use a fixed value of 135°C (275°F)
(calibratable in the TCM) as the transmission fluid temperature
input signal.
If the TCM detects an improper signal from the transmission

fluid temperature sensor, a DTC will be activated.
The DTC strategy may be different depending on the

Information).
TRANSMISSION FLUID TEMPERATURE SENSOR

Temperature Resistance R% (+/-) +/-°C
-40 100000 10.5 1.51
-30 51400 9.69 1.52
-20 27610 9.02 1.49
-10 15450 8.35 1.49
0 8972 7.74 1.43
10 5391 7.16 1.42
16,000
20 3342 6.64 1.42
TFT SENSOR RESISTANCE (OHMS)
30 2132 6.19 1.41

40 1397 5.73 1.39
50 938 5.32 1.38
60 645 4.92 1.35
70 453 4.55 1.30
80 324 4.19 1.27
90 237 3.89 1.25
133 100 176 3.59 1.22
110 132 3.25 1.16
-10 110 120 101 2.96 1.13
TEMPERATURE ( C)
130 79 2.66 1.07
140 62 2.58 1.09
150 49 2.83 1.26
TFT SENSOR RESISTANCE VS. TEMPERATURE
48 Figure 45
SHIFT SOLENOID VALVES HOUSING DIAPHRAGM EXHAUST FLUID
The Hydra-matic 4/5L40-E uses three electromagnetic shift SEAT SCREEN
ARMATURE EXHAUST
solenoid valves (1-2, 2-3 and 4-5) to control upshifts and O-RING O-RING
➤
downshifts in all forward gear ranges. The shift solenoid valves
➤
are all identical, normally closed, 3-port, ON/OFF type solenoids
controlled by the TCM. These shift solenoid valves work together
➤
➤ ➤
➤
➤
➤ ➤ ➤
in a combination of ON and OFF sequences to control the ➤
➤
➤ ➤
various shift valves. The TCM uses numerous inputs (as shown
in Figure 42) to determine which solenoid state combination the
transmission should be in. The following table shows the
solenoid state combination required for each gear range:
FEED
ENGINE 1-2 SS 2-3 SS 4-5 SS COIL METERING LIMIT
RANGE GEAR ASSEMBLY BALL FLUID
BRAKING VALVE VALVE VALVE
1 NO OFF ON OFF
SPRING PLUNGER SOLENOID
1 YES OFF ON ON SIGNAL
2 NO ON ON OFF CONNECTOR FLUID
2 YES ON ON ON
D432
3 NO ON OFF OFF
1-2, 2-3 OR 4-5 SHIFT SOLENOID VALVE
3 YES ON OFF ON
4 YES OFF OFF ON
5 YES OFF OFF OFF 2-3 signal fluid pressure also acts on the 1-2 shift control valve
Neutral – – (366) and the 3-4 shift control valve (346).
Reverse R YES ON/OFF When the 2-3 SS valve is de-energized (OFF), feed limit fluid is
Park – – blocked from feeding the 2-3 signal fluid circuit, and any existing
When the TCM provides a path to ground for the electrical 2-3 signal fluid pressure exhausts through the solenoid.
circuit to energize (turn ON) the solenoid, current flows through 4-5 Shift Solenoid (SS) Valve (376):
the coil assembly in the solenoid and creates a magnetic field. The 4-5 SS valve functions similar to the 1-2 SS valve and the
The magnetic field moves the plunger to the left (with respect to 2-3 SS valve in that the TCM controls the path to ground for the
the illustration) and feed limit fluid seats the metering ball against electrical circuit to turn the solenoid ON or OFF. Feed limit
the exhaust seat, thereby blocking the exhaust passage and fluid feeds the 4-5 signal fluid circuit at the 4-5 shift control
creating signal fluid pressure. valve (375). When the 4-5 SS valve is energized (ON), feed
The shift solenoid valves are de-energized (turned OFF) when limit fluid is allowed to pass through the solenoid, thereby
the TCM opens the path to ground for the solenoid’s electrical creating 4-5 signal fluid pressure (see Second Gear Coast example
circuit. With the solenoid OFF, solenoid spring force moves the below). 4-5 signal fluid pressure acts on the 4-5 shift control
metering ball and plunger away from the exhaust seat. This valve (375) and the 4-5 shift valve (374) (against spring force)
blocks feed limit fluid from entering the signal fluid circuit and to move it into the upshifted position.
allows any existing signal fluid pressure to flow past the metering When the 4-5 SS valve is de-energized (OFF), feed limit fluid is
ball and exhaust out of the solenoid as shown in the illustration. blocked from feeding the 4-5 signal fluid circuit, and any existing
4-5 signal fluid exhausts through the solenoid.
Shift solenoid valve resistance should measure between 15
and 17 ohms when measured at 20°C (68°F). The resistance
LOW AND REV CL
SECOND CL
SECOND CL
2-3 SIGNAL
should measure approximately 24 ohms at 150 °C (302°F).
123 REG
123 REG
23 REG
FEED LIMIT
D432
D432
2345
FDL
FDL
FD LIMIT
1-2 Shift Solenoid (SS) Valve (368): 9
EX
1-2 SHIFT
Feed limit fluid feeds the 1-2 signal fluid circuit at the 1-2 shift SOLENOID
control valve (366). When the 1-2 SS valve is energized (ON), (A)
N/C
ON
feed limit fluid is allowed to pass through the solenoid, thereby
EX
EX
EX
1-2 SHIFT CONTROL VALVE

EX
creating 1-2 signal fluid pressure (see Second Gear Coast example 1-2 SIGNAL 1-2 SIGNAL
below). 1-2 signal fluid pressure acts together with spring force 2-3 SIGNAL
on the 1-2 shift control valve (366) to keep it in the downshifted INTERMEDIATE CLUTCH 23 REG
FEED LIMIT
10
INTERMEDIATE CL
position when 2-3 signal fluid pressure is present. 1-2 signal 2-3 SHIFT
SOLENOID
fluid pressure also acts on the 3-4 shift valve (345) and the 2-3 SHIFT VALVE CNTRL VALVE
N/C
safety mode valve (341).
1-2 SIGNAL
(B) ON
EX
EX
EX
EX
2345
2345
345
2-3 SIGNAL
EX
When the 1-2 SS valve is de-energized (OFF), feed limit fluid is SECOND COAST CLUTCH
OVERDRIVE CL FD 1 23 REGULATED
blocked from feeding the 1-2 signal fluid circuit, and any existing
1-2 signal fluid pressure exhausts through the solenoid.
CNTRL 3-4 SHIFT
2-3 Shift Solenoid (SS) Valve (369):
EX
EX
EX
The 2-3 SS valve functions similar to the 1-2 SS valve in that the
345
345
45
DIRECT CL
123
D432
TCM controls the path to ground for the electrical circuit to turn
the solenoid ON or OFF. Feed limit fluid feeds the 2-3 signal 4-5 SIGNAL
4-5 SHIFT
fluid circuit at the 2-3 shift control valve (370). When the 2-3 4-5 SHIFT VLV CNTRL
SOLENOID
VALVE
SS valve is energized (ON), feed limit fluid is allowed to pass (C)
N/C
ON
EX
EX
through the solenoid, thereby creating 2-3 signal fluid pressure

EX
45
11
123
123
COAST CL
OVERDRIVE CL FD 2 FEED LIMIT

(see Second Gear Coast example below). 2-3 signal fluid pressure LINE SAFETY MODE
COAST CL FD
acts on the 2-3 shift control valve (370) and the 2-3 shift valve 123 BRAKING FEED LIMIT
(371) (against spring force) to move it into the upshifted position. SECOND GEAR COAST
Figure 46 49
HOUSING DIAPHRAGM EXHAUST Torque Converter Clutch Pulse Width Modulation (TCC PWM)
SEAT Solenoid Valve (352):
The TCC PWM solenoid valve is a normally closed, pulse
ARMATURE EXHAUST INTERNAL O-RING width modulated (PWM) solenoid used to control the apply and
O-RING
release of the converter clutch. The TCM operates the solenoid
with a negative duty cycle, at a fixed frequency of 32 Hz, to
➤
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
➤
➤ ➤ ➤ ➤ ➤ ➤
➤
TCC, the TCM increases the duty cycle to allow the TCC PWM
solenoid valve to command TCC signal fluid pressure at a level
sufficient to move the TCC enable valve and the TCC control
2345 OR TCC valve to the apply position. Release pressure is directed to
COIL INLET REVERSE SIGNAL exhaust, and regulated apply fluid is directed to the apply side of
ASSEMBLY SEAT FLUID FLUID the converter pressure plate/damper assembly. The TCM then
increases the duty cycle to control a slippage of 20–80 RPM
STAINLESS STEEL METERING between the pressure plate/damper assembly and the converter
SHIM BALL cover. This provides for improved filtration of engine vibrations
and allows the TCC to apply at low engine speeds in 2nd, 3rd,
CONNECTOR 4th and 5th gear. At high speed, lock up mode is set by activating
the TCC PWM solenoid valve at maximum duty cycle.
TCC PWM SOLENOID VALVE Release of the TCC is achieved by decreasing the duty cycle to
a level low enough to allow spring force to move the TCC
enable valve and the TCC control valve to the release position.
Apply fluid is directed to exhaust and converter feed fluid is
directed into the release circuit to the release side of the pressure
plate/damper assembly.
There are also some operating conditions that may prevent or
enable TCC apply under various conditions (engine temperature,
transmission temperature, brake switch activation) depending
on vehicle application.
If the TCM detects that the TCC system is stuck ON or
stuck OFF, a DTC will be activated. TCC PWM solenoid valve resistance should measure
between 10.0 and 11.5 ohms when measured at 20°C
The DTC strategy may be different depending on the (68°F). The resistance should measure approximately 16
customer/application (refer to the appropriate Service ohms at 150°C (300°F).
Information).
Torque Converter Clutch Pulse Width Modulation (TCC PWM)
Solenoid Valve Operation:
The TCC PWM solenoid valve is the electronic control component
of the TCC apply and release system. The other components are
all hydraulic control or regulating valves. The illustration below
shows all the valves and the TCC PWM solenoid valve that
make up the TCC control system. (For more information on
;;;
system operation see pages 74–75 in the Power Flow section).
;;;
;
TORQUE APPLY
CONVERTER
;;;
;;;;
ASSEMBLY
(1)
;;;
;;;;
; TCC REGULATOR VALVE LINE
RELEASE
;;; ;;
TO COOLER
EX
TCC
APPLY
TCC PWM
CONTROL SOLENOID
VALVE
;;;
;; ;;;
VALVE
RELEASE
N/C
CONVERTER FEED
EX
REGULATED APPLY
REGULATED APPLY
TCC SIGNAL
;;;
;; ;;;
2345 OR REVERSE
CONVERTER FEED
APPLY
CONVERTER FDL
;;;
;; ;;;
REGULATED APPLY
;;; ;;;
TCC SIGNAL
;;;
6
EX
TCC
ENABLE REGULATED APPLY
VALVE
EX
50 Figure 47
Pressure Control (PC) Solenoid Valve (357):
The pressure control (PC) solenoid valve is a precision electronic PRESSURE PRESSURE COIL CONNECTOR
pressure regulator that controls transmission line pressure based CONTROL SUPPLY ASSEMBLY
on current flow through its coil windings. As current flow is (THROTTLE (FILTERED
increased, the magnetic field produced by the coil moves the SIGNAL) FEED LIMIT) HOUSING
solenoid’s plunger further away from the exhaust port. Opening
the exhaust port decreases the output fluid pressure regulated by O-RING EXHAUST
the PC solenoid valve, which ultimately decreases line pressure.
The TCM controls the PC solenoid valve based on various
inputs including throttle position, transmission fluid temperature
and gear state.
Duty Cycle, Frequency and Current Flow:

A “duty cycle” may be defined as the percentage of time current
is flowing through a solenoid coil during each cycle. The number
FLUID VARIABLE CALIBRATION
of cycles that occur within a specified amount of time, usually SCREENS RESTRICTION DIAPHRAGM SPRING SCREW
measured in seconds, is called “frequency”. Typically, the
operation of an electronically controlled pulse width modulated PRESSURE CONTROL SOLENOID VALVE
solenoid is explained in terms of duty cycle and frequency.
The TCM controls the PC solenoid valve on a positive duty

cycle at a fixed frequency of 292.5 Hz (cycles per second). A
higher duty cycle provides a greater current flow through the
solenoid. The high (positive) side of the PC solenoid valve 175
electrical circuit at the TCM controls the PC solenoid valve (Nom)
operation. The TCM provides a ground path for the circuit,
LINE PRESSURE
monitors average current and continuously varies the PC solenoid
valve duty cycle to maintain the correct average current flowing
through the PC solenoid valve.
Duty Cycle Current Line Pressure
Minimum 0.1 Amps Maximum
Maximum 1.1 Amps Minimum 50

(Nom) 0 1.1
CURRENT (AMPS)
Pressure control solenoid valve resistance should measure

between 3.5 and 4.6 ohms when measured at 20°C (68°F),
and approximately 6 ohms at 150°C (302°F).
If the TCM detects a pressure control solenoid valve

The duty cycle and current flow to the PC solenoid valve are electrical malfunction, a DTC will be activated.
mainly affected by throttle position (engine torque) and they are
inversely proportional to throttle angle (engine torque). In other The DTC strategy may be different depending on the
words, as the throttle angle (engine torque) increases, the duty customer/application (refer to the appropriate Service
cycle is decreased by the TCM which decreases current flow to Information).
the PC solenoid valve. Current flow to the PC solenoid valve
creates a magnetic field that moves the solenoid armature against
spring force.
Transmission Adapt Function:

Programming within the TCM 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 (the time
required to apply a clutch) increases. In order to compensate for
this wear, the TCM adjusts trim pressure by controlling the PC
solenoid valve in order to maintain the originally calibrated shift
timing. The automatic adjusting process is referred to as
“adaptive learning” and it is used to assure consistent shift feel
plus increase transmission durability. The TCM monitors the
A/T ISS and the A/T OSS during commanded shifts to determine
if a shift is occurring too fast (harsh) or too slow (soft) and Transmission adapts must be reset whenever the transmission
adjusts the PC solenoid valve signal to maintain a set shift feel. is overhauled or replaced (see appropriate service manual).
Figure 48 51
COMPONENTS EXTERNAL TO THE TRANSMISSION
Throttle Position (TP) Sensor: The ECM monitors the variable TCC Brake Switch: This switch causes the TCM to command
voltage signal from the TP sensor to calculate throttle position TCC release. When the brake pedal is depressed, the TCM opens
(angle). These input signals are then transmitted over the CAN the path to ground for the TCC electrical circuit which releases the
bus to the TCM, in addition to other vehicle and transmission torque converter clutch.
sensor inputs, in order to determine the appropriate line pressure,
shift pattern and TCC apply and release for the transmission. In
general, with greater throttle angle, upshift speeds and line pressure
both increase.
Driver Shift Control (DSC) Switches: These switches are located
either on the steering wheel or on a secondary gate within the
console shift lever mechanism. The TCM uses the switch inputs
to provide manual shift control to the driver. When a switch is
Engine Speed Sensor: Monitored by the ECM through the ignition depressed, the TCM opens a path to ground causing the transmission
module, information from this sensor is transmitted over the CAN to shift up or down.
bus to the TCM and used to help determine shift patterns and TCC
apply and release.
Operating Mode Selection Switches: Depending on the customer/

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

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

two wires that connect the various vehicle control modules together,
allowing them to exchange information about vehicle conditions.
Manifold Air Temperature (MAT) Sensor: The ECM monitors
the variable resistance signal from the MAT sensor to determine
manifold air temperature. When the air is cold, resistance is high,
and when the air is hot, resistance through the sensor is low. The
ECM then transmits this information over the CAN bus to the TCM Note: These are typical inputs to the controllers. The
where it is used to prevent the TCC from applying when manifold combination and usage of these inputs may vary depending on
air temperature is below approximately 20°C (68°F) (calibratable). model and application.
Accelerator Pedal Position (APP) Sensor: The APP sensor is

monitored by the ECM in order to determine accelerator pedal
position. The ECM uses this signal to open and close the throttle
in response to the driver's commands. It also signals the TCM
when the accelerator pedal is fully depressed, allowing forced
downshifts and maximum performance.
52
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
4/5L40-E transmission allowing the vehicle to move involved for that range and gear. Facing this full page
either in a forward or reverse direction. The is a half page insert containing text and a detailed
information that follows details the specific mechanical explanation of what is occurring hydraulically in that
operation, electrical, hydraulic and apply components range and gear. A page number located at the bottom
that are required to achieve a gear operating range. of the half page of text provides a ready reference to
the complete Hydraulic Circuits section of this book
The full size, left hand pages throughout this section if more detailed information is desired.
contain drawings of the mechanical components used
in a specific range and gear. Facing this full page is a It is the intent of this section to provide an overall
half page insert containing a color coded range simplified explanation of the mechanical, hydraulic
reference chart at the top. This chart is one of the key and electrical operation of the Hydra-matic 4/5L40-E
items used to understand the mechanical operation of transmission. If the operating principle of a clutch, or
the transmission in each range and gear. The text valve is unclear, refer to the previous sections of this
below this chart provides a detailed explanation of book for individual component descriptions.
what is occurring mechanically in that range and gear.
RK g)
PA nnin
e Ru
gin
(En )
k (P
Pa r
PARK the he oil PARK
v er finrom ting:
(Engine Running) or le re ow (Engine Running)
lect essu e foll
e se e pr o th ): Reg-
h th lin d t
1
18 )
POWER FROM REAR NO POWER
TRANSMITTED Witsition, irecte Valve(2ressure
TORQUE
CONVERTER
INTERNAL
GEAR TO
d
po p is lator (line psion
u t
(1) (560) DIFFERENTIAL
pum Reg tpu mis
re ou ns p
3
ssu mp tra pum
HELD ASSEMBLY
Pretes pu to the hen emand
ulaordingents. Wthe dfrom
accuirem ceeds, fluidr
CONVERTER FEED
req ut ex ssure ulato LINE

outpne preure reg
PRESS REG VALVE

DECREASE
of lipress DIRECT
CLUTCH
OVERDRIVE
CLUTCH
INTERMEDIATE
CLUTCH
SECOND
CLUTCH
the EX ACCUMULATOR ACCUMULATOR ACCUMULATOR ACCUMULATOR
EX EX EX EX
ACCUM
BOOST VALVE
REVERSE CLUTCH 2
➤
➤
ACCUMULATOR
ACCUMULATOR
ACCUMULATOR
LINE
THROTTLE SIGNAL
OVERDR CL FD 2
SECOND CL
INTERMED CL
DIRECT CL
4 5 3
LINE LINE
2a
1-2 SIGNAL
LOW AND REV CL
123 REGULATED
123 REGULATED
23 REGULATED
SECOND CL
SECOND CL
2-3 SIGNAL
FEED LIMIT
8 9
D432
D432
FEED LIMIT
FDL
FDL
TORQUE MEMORY FEED LIMIT
LINE SAFETY MODE
EX
TORQUE CONVERTER
32 SAFETY MODE
MEMORY PILOT 1-2 SHIFT
HOUSING/PUMP SOLENOID
CONVERTER 1-2 SHIFT VALVE VALVE
ASSEMBLY
FEED LIMIT
ASSEMBLY THROTTLE SIGNAL
N/C
MEMORY
MEMORY
(A) OFF
(1) (3)
EX
EX
EX
EX
LINE
2345
32
EX
FEED LIMIT
INTERMEDIATE CLUTCH
24
CONTROL SAFETY MODE 2-3 SIGNAL
SOLENOID
LINE SAFETY MODE

VALVE 23 REGULATED
LINE
EX
EX
10
FEED LIMIT
23 REGULATED
2-3 SHIFT
SOLENOID
N/C
(B) OFF
EX
EX
EX
FILTER
EX
2345
2345
345
29
(312) EX EX
SECOND COAST CLUTCH
OVERDRIVE CL FD 1
2b
FEED LIMIT
7
REAR FEED LIMIT
INTERNAL FEED LIMIT
GEAR 4-5 SIGNAL
EX
4-5 SHIFT
(560) SOLENOID
HELD 4-5 SHIFT VLV CNTRL VALVE
N/C
FORWARD AND COAST
EX
EX
COAST CLUTCH
123 BRAKING
123
123
EX
45
CLUTCH HOUSING
LINE SM
11
EX
EX
EX
28 FEED LIMIT
ASSEMBLY
LINE
(433) OVERDRIVE CL FD 2
TCC REGULATOR VALVE
EX
TCC PWM COAST CLUTCH FEED
REVERSE CLUTCH SOLENOID
LINE SM 2c
HOUSING ASSEMBLY VALVE
(401) N/C
REVERSE
EX
2345 OR REVERSE
REGULATED APPLY
REGULATED APPLY
TCC SIGNAL
LINE
MANUAL VALVE
PARK
PAWL
EX
REV
LINE
(612)
D432
32
ENGAGED
P R N D 4 3 2 1
CO
LINE
MP
LE
TE
HY
PARK DR
PAWL PA AUL
ACTUATOR GE IC
ASSEMBLY 56 86 CIR
(613) B CUIT LINE LINE
LINE (from Pump)
Figure 52 Figure 53
56 57
Figure 49 53
MECHANICAL POWERFLOW FROM THE TORQUE CONVERTER MECHANICAL POWERFLOW FROM
THE TORQUE CONVERTER TO
TO THE TURBINE SHAFT 2a THE TURBINE SHAFT
(Engine Running) 2 FLUID PUMP (Engine Running)
1 POWER TO ROTOR (223)
POWER FROM DRIVE FLUID PUMP DRIVEN
THE ENGINE
The mechanical power flow in the Hydra-matic 4/5L40-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 (433). The
turbine shaft provides the primary link to the mechanical
operation of the transmission.
The Hydra-matic 4/5L40-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 clutches during the various
gear range operations. The torque converter housing/pump
assembly (3) and the control valve body accumulator assembly
(47) provide for the pressurization and distribution of fluid
throughout the transmission.
1 Power from the Engine

Torque from the engine is transferred to the transmission through
the engine flywheel which is bolted to the engine crankshaft.
2 Power to Drive the Fluid Pump
3 The fluid pump rotor (223) is keyed to the torque converter hub.
FLUID COUPLING Therefore, the fluid pump rotor also rotates at engine speed.
DRIVES THE TURBINE
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 (433),
which is splined to the torque converter turbine, is also forced to
rotate at turbine speed.
4
TURBINE
SHAFT DRIVEN
NOTE: To minimize the amount of repetitive text, the
remaining mechanical power flow descriptions will begin
TORQUE CONVERTER
ASSEMBLY SPLINED TO with the turbine shaft (433). The transfer of torque from the
(1) TORQUE CONVERTER engine through the torque converter to the turbine shaft is
STATOR ASSEMBLY
identical in all gear ranges except when the torque converter
SPLINED TO clutch is applied (see pages 74A and 74B for complete
TORQUE CONVERTER explanation of torque converter apply.
TURBINE ASSEMBLY
FORWARD CLUTCH
AND INPUT HOUSING
ASSEMBLY (433)
(TURBINE SHAFT)
KEYED TO TORQUE CONVERTER

FLUID PUMP HOUSING/PUMP ASSEMBLY
ROTOR (3)
54 Figure 50 54A
HYDRAULIC POWERFLOW – COMMON COMMON HYDRAULIC FUNCTIONS FOR ALL RANGES
FUNCTIONS FOR ALL RANGES 3 TORQUE 1 PRESSURE AIR
(Engine Running) CONVERTER REGULATION LINE BLEED
(233)
When the gear selector lever is in the Park (P) position and the AIR FLUID 30
BLEED
engine is running, fluid is drawn into the oil pump and line (233)
PRESSURE
TEST PLUG
pressure is directed to the pressure regulator valve. TORQUE 31 (40)
EX
CONVERTER
1 PRESSURE REGULATION ASSEMBLY
PRESSURE
(1)
LINE
RELIEF
CONVERTER FEED
1a Pressure Regulator Valve: 3a BALL
DECREASE
Regulates pump output (line pressure) in response to throttle VALVE
APPLY
signal fluid pressure acting on the line boost valve, spring LINE
DECREASE
force, and line pressure acting on the end of the valve. Line
RELEASE
pressure is directed to the manual valve, the TCC regulator
valve, feed limit valve, and the safety mode valve. Line
pressure also feeds the converter feed circuit through the 3e
PRESS REG VALVE
LINE
pressure regulator valve, and the accumulator fluid circuits.
1b Feed Limit Valve: EX
LINE
Line pressure is routed through the valve and into the feed
limit fluid circuit. The valve limits feed limit fluid pressure
to a maximum pressure. Feed limit fluid is routed to the
pressure control solenoid valve, the safety mode valve, the
BOOST VALVE
1-2 control valve, and also feeds the 1-2 signal, the 2-3 CONVERTER FEED
FLUID
signal, and the 4-5 signal fluid circuits.
REVERSE CLUTCH
PUMP
1a ASSEMBLY
1c Pressure Control (PC) Solenoid Valve:
CONVERTER FEED
RELEASE
SUCTION
THROTTLE SIGNAL
Controlled by the TCM, the PC solenoid valve regulates
filtered feed limit fluid pressure into the throttle signal 3d FLUID PUMP
fluid circuit. SCREEN
APPLY LINE ASSEMBLY
(213)
2 SHIFT ACCUMULATION 1
RELEASE
(214)
2a Direct, Overdrive, Intermediate, and Second Clutch TCC
TO COOLER
FORWARD CLUTCH
CONTROL TCC REGULATOR VALVE LINE
Accumulator Assemblies: VALVE
EX
Accumulator fluid is routed to each of the accumulator TCC PWM
SOLENOID LINE LINE (to manual valve)
assemblies in preparation for upshifts and downshifts. VALVE
FLUID FILTER FLUID
CONVERTER FEED
SUCTION
N/C
APPLY
CONVERTER FDL
ASSEMBLY PAN
EX
3 TORQUE CONVERTER (RELEASED POSITION ONLY)
REGULATED APPLY
REGULATED APPLY
2345 OR REVERSE
TCC SIGNAL
(59) (62)
REGULATED APPLY
3a Pressure Regulator Valve:
Line pressure is routed through the pressure regulator valve
TCC SIGNAL
and into the converter feed fluid circuit. Converter feed fluid is
3b
routed to the TCC control valve and to the TCC enable valve.
EX 6
3b TCC Regulator Valve:
FEED LIMIT (to 1-2 and 2-3 SS valves)

TCC
ENABLE
Spring force holds the valve in the release position, thereby VALVE
REGULATED APPLY
blocking line pressure from entering the regulated apply EX
THROTTLE SIGNAL
fluid circuit. FILTERED FEED LIMIT
LINE
TCC SIGNAL
FILTER 1c
EX
3c TCC Enable Valve: 3c (312)
PRESSURE
Converter feed fluid is routed through the TCC enable valve CONTROL
and into the converter FDL circuit. Converter FDL fluid is SOLENOID
VALVE
routed to the TCC control valve. 2 SHIFT ACCUMULATION
3d TCC Control Valve: 2a 7
FEED LIMIT
Spring force holds the valve in the release position allowing FEED LIMIT
EX
converter feed fluid to enter the release circuit.
FEED LIMIT
3e Torque Converter: DIRECT OVERDRIVE INTERMEDIATE SECOND 1b
FEED LIMIT VALVE
Release fluid pressure is routed to the torque converter to keep CLUTCH CLUTCH CLUTCH CLUTCH
ACCUMULATOR ACCUMULATOR ACCUMULATOR ACCUMULATOR
the TCC released. Fluid leaves the converter in the apply fluid
EX
EX
EX
EX EX EX EX
circuit and returns to the cooler through the TCC control valve. LINE
ACCUMULATOR
4 SAFETY MODE 4 SAFETY MODE
4a Safety Mode Valve: 2 4-5 SIGNAL
4-5 SHIFT
When the first 1-2 shift occurs, the safety mode valve shifts LINE SOLENOID
from the released position to the applied position and remains N/C
ACCUMULATOR
3 (C) OFF
ACCUMULATOR
there until the engine is switched OFF. If safety mode SECOND CLUTCH
EX
EX
123
123
EX
45
11
DIRECT CLUTCH
occurs (no TCM signal to the shift solenoid valves), the ACCUMULATOR FEED LIMIT
transmission will shift to safety (fifth) gear. If the engine is LINE SAFETY MODE
INTERMEDIATE CLUTCH 123 BRAKING
then switched OFF and ON, still with no TCM signal, the
LINE
COAST CLUTCH
safety mode valve will return to, and remain in, the released OVERDRIVE CLUTCH FEED 2 COAST CLUTCH FEED
4b
position. Line pressure fluid will pass through the safety LINE
mode valve into the line safety mode fluid circuit. Line 4 5 32 SAFETY MODE
32
MEMORY PILOT
safety mode fluid is routed to the 4-5 shift valve train.
4a SAFETY MODE
4b 4-5 Shift Valve and 4-5 Shift Control Valve: LINE LINE
Line safety mode fluid forces the 4-5 shift valve to downshift MEMORY
EX
EX
to the fourth gear position allowing (after the engine has NOTE: PASSAGES AND COMPONENTS MARKED LINE SAFETY MODE
8
been switched OFF) a fourth gear start (instead of fifth) in WITH ARE USED FOR THE 5L40-E ONLY MEMORY FEED LIMIT
the event of safety mode.
54B Figure 51 55
PARK PARK
(Engine Running)
(Engine Running)
1 REAR 2 SOLENOID FORWARD OVER- INTERM. INTER- LOW LOW AND SECOND SECOND
DIRECT REVERSE COAST FORWARD SPRAG DRIVE SPRAG MEDIATE SPRAG REVERSE SECOND SPRAG COAST
POWER FROM INTERNAL NO POWER
1-2 2-3 4-5 CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH
TORQUE GEAR TRANSMITTED
CONVERTER (560) TO OFF OFF OFF
(1) HELD DIFFERENTIAL LD = LOCKED IN DRIVE
ASSEMBLY
• The manual shift shaft (606) and the manual valve (377) are
in the Park position. The parking pawl actuator assembly
(613) engages the parking pawl (612) with the lugs on the
rear internal gear (560).
• The rear internal gear is held stationary by the parking pawl.
• The output shaft (562), which is splined to the rear internal
gear is also held stationary preventing the vehicle from
moving.
➤
➤
➤ 1 Power from Torque Converter
The input shaft forward and coast clutch assembly (433)
and the reverse clutch housing assembly (401) are driven by
the turbine shaft, which is splined to the converter turbine.
2 Power Flow Terminated
The input shaft forward and coast clutch assembly rotates
freely without any clutches applied or sprag clutches holding
and power flow is terminated.
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
TORQUE
indicator quadrants in the vehicle correspond with the manual
TORQUE CONVERTER shaft detent lever (600) in the transmission. If not adjusted
CONVERTER HOUSING/PUMP properly, an internal leak between fluid passages at the manual
ASSEMBLY ASSEMBLY
(3)
valve may cause a clutch to slip or cause the transmission to not
(1)
hold in park.
Refer to the appropriate General Motors Service Manual for the
proper manual linkage adjustment procedures.
REAR
INTERNAL
GEAR
(560)
HELD
FORWARD AND COAST
CLUTCH HOUSING
ASSEMBLY
(433)
REVERSE CLUTCH
HOUSING ASSEMBLY
(401)
PARK
PAWL
(612)
ENGAGED
PARK
PAWL
ACTUATOR
ASSEMBLY
(613)
56 Figure 52 56A
PARK PARK
(Engine Running)
(Engine Running)
SOLENOID FORWARD OVER- INTERM. INTER- LOW LOW AND SECOND SECOND
OFF OFF OFF

LD = LOCKED IN DRIVE 3
FLUID PRESSURE DIRECTED IN PREPARATION FOR A SHIFT
1 Manual Valve: CONVERTER FEED
Mechanically controlled by the gear selector lever, the manual
LINE
valve is in the Park (P) position and prevents line pressure
PRESS REG VALVE

DECREASE
from the pressure regulator valve from entering the reverse, DIRECT OVERDRIVE INTERMEDIATE SECOND
D432 and 32 fluid circuits. CLUTCH CLUTCH CLUTCH CLUTCH
EX ACCUMULATOR ACCUMULATOR ACCUMULATOR ACCUMULATOR
EX EX EX EX
2a 1-2 Shift Solenoid (SS) Valve and
1-2 Shift Control Valve: ACCUM
Feed limit fluid from the feed limit valve is routed to the
1-2 SS valve and to the 1-2 shift control valve in
BOOST VALVE
REVERSE CLUTCH 2
preparation for a shift.
ACCUMULATOR
ACCUMULATOR
ACCUMULATOR
LINE
THROTTLE SIGNAL
OVERDR CL FD 2
SECOND CL
INTERMED CL
2b 2-3 Shift Solenoid (SS) Valve:
DIRECT CL
Feed limit fluid from the feed limit valve is routed to the
2-3 SS valve in preparation for a shift. 4 5 3
LINE LINE
2c 4-5 Shift Solenoid (SS) Valve:
Feed limit fluid from the feed limit valve is routed to the 4-5
SS valve in preparation for a shift. FEED LIMIT FEED LIMIT
Note: Refer to Shift Solenoid Valves on page 49 for a description

of solenoid and shift valve operation.
2a
1-2 SIGNAL
3 Direct Clutch, Overdrive Clutch, Intermediate Clutch,
LOW AND REV CL

123 REGULATED
123 REGULATED
23 REGULATED
and Second Clutch Accumulators:
SECOND CL
SECOND CL
2-3 SIGNAL
Line fluid fills the accumulator circuits and accumulator FEED LIMIT
8 9
assemblies in preparation for an upshift.
D432
D432
FEED LIMIT
FDL
FDL
MEMORY FEED LIMIT
LINE SAFETY MODE
EX
32 SAFETY MODE
MEMORY PILOT 1-2 SHIFT
SOLENOID
FEED LIMIT
N/C
THROTTLE SIGNAL
MEMORY
MEMORY
(A) OFF
EX
EX
EX
EX
LINE
2345
32
EX
FEED LIMIT
INTERMEDIATE CLUTCH
24
CONTROL SAFETY MODE 2-3 SIGNAL
SOLENOID
LINE SAFETY MODE

VALVE 23 REGULATED
LINE
EX
EX
10
FEED LIMIT
23 REGULATED
2-3 SHIFT
SOLENOID
N/C
(B) OFF
EX
EX
EX
FILTER
EX
2345
2345
345
29
(312) EX EX
SECOND COAST CLUTCH
OVERDRIVE CL FD 1
2b
FEED LIMIT
7
FEED LIMIT
FEED LIMIT
4-5 SIGNAL
EX
4-5 SHIFT
SOLENOID
N/C
EX
EX
COAST CLUTCH
123 BRAKING
123
123
EX
45
LINE SM
11
EX
EX
EX
28 FEED LIMIT
LINE
OVERDRIVE CL FD 2
TCC REGULATOR VALVE
EX
SOLENOID
VALVE
LINE SM 2c
N/C
REVERSE
EX
2345 OR REVERSE
REGULATED APPLY
REGULATED APPLY
TCC SIGNAL
LINE
MANUAL VALVE
EX
REV
LINE
D432
32
P R N D 4 3 2 1
LINE
LINE LINE
LINE (from Pump)

COMPLETE HYDRAULIC CIRCUIT
Page 86
56B Figure 53 57
REVERSE REVERSE
1 2 4 5 6 3
POWER FROM REVERSE LOW AND INPUT AND REAR FRONT OFF OFF OFF APPLIED APPLIED
TORQUE CLUTCH REVERSE REACTION INTERNAL INPUT SUN LD = LOCKED IN DRIVE
CONVERTER APPLIED CLUTCH CARRIER GEAR GEAR
(1) APPLIED (553) (560) DRIVING
HELD DRIVEN In Reverse (R), torque from the engine is multiplied through the
➤ POWER TO
DIFFERENTIAL
torque converter and transmission gear set to the vehicle’s drive
shaft and rear axle. The planetary gear set operates in reduction
➤ ASSEMBLY
and also reverses the direction of input torque for a reverse gear
➤
➤ ratio of approximately 3.03:1.
➤
➤
in the Reverse position.
➤
➤
1 Power from Torque Converter
➤ ➤
➤
➤ ➤ The input shaft forward and coast clutch assembly (433) is
driven by the converter turbine.
➤
➤ ➤ 2 Reverse Clutch Applied
The reverse clutch plates (415-419) are applied and allow
the overdrive and reverse clutch hub assembly (470), to
drive the front input sun gear.
3 Front Input Sun Gear Driving

Engine torque is transferred from the reverse clutch housing,
through the front input sun gear and to the long pinion
gears. The long pinion gears are in mesh with and drive the
rear internal gear (560).
4 Low and Reverse Clutch Applied

The low and reverse clutch is applied and holds the low
clutch sprag inner race which is splined to the input and
OVERDRIVE AND reaction carrier.
REVERSE CLUTCH
HUB ASSEMBLY
FOWARD AND (470)
5 Input and Reaction Carrier Assembly Held
COAST CLUTCH With the low and reverse clutch holding the input and reaction
HOUSING carrier assembly, the reaction long pinion gears drive the
REVERSE ASSEMBLY
CLUTCH REVERSE (433) rear internal gear (560) in a reverse direction.
HOUSING CLUTCH
ASSEMBLY APPLIED
6 Rear Internal Gear Driven
(401)
The rear internal gear (560) is splined to the output shaft
assembly (562), thus the output shaft is also driven in a
reverse direction.
When the throttle is released in Reverse, power from the

vehicle (output shaft) drives through the reverse clutch to the
input shaft faster than engine speed is driving the input shaft.
The engine then works as a brake, slowing the transmission
down to input speed. This is referred to as engine braking.
REAR
INTERNAL
GEAR
FRONT
(560)
INPUT SUN
INPUT AND DRIVEN
GEAR
REACTION DRIVING
CARRIER
LOW AND (553)
REVERSE HELD
CLUTCH
APPLIED
LOW CLUTCH
SPRAG
ASSEMBLY
58 Figure 54 58A
REVERSE REVERSE
OFF OFF OFF APPLIED APPLIED

DIRECT CENTER

AND REVERSE SUPPORT
SECOND COAST CL
LD = LOCKED IN DRIVE CLUTCH ASSEMBLY
ASSEMBLY (510—535)
When the gear selector lever is moved to the Reverse (R) (400—420)
position (from the Park position) the following changes occur
in the transmission’s hydraulic and electrical systems. 3b 2b
CONVERTER FEED
1 PRESSURE REGULATION
REVERSE CLUTCH DIRECT CLUTCH LINE
1a Manual Valve:
REVERSE LOCKOUT
SECOND CLUTCH
PRESS REG VALVE
DECREASE
With the manual valve in the reverse position, line pressure DIRECT OVERDRIVE INTERMEDIATE SECOND 2a
AIR CLUTCH CLUTCH CLUTCH CLUTCH
is directed into the reverse fluid circuit. BLEED ACCUMULATOR EX ACCUMULATOR ACCUMULATOR ACCUMULATOR
(203)
1b Reverse Lockout Valve: EX EX EX EX
Reverse fluid is routed through the reverse lockout valve 1c ACCUM

into the reverse lockout fluid circuit. #8
1c Pressure Regulator and Line Boost Valves:
BOOST VALVE
REVERSE CLUTCH 2 12
LOW AND REVERSE CL

Reverse clutch fluid at the line boost valve boosts line
REVERSE LOCKOUT
ACCUMULATOR
ACCUMULATOR
ACCUMULATOR
pressure for the additional torque requirements in Reverse.
LINE
THROTTLE SIGNAL
OVERDR CL FD 2
REVERSE CLUTCH
SECOND CL
Throttle signal fluid pressure from the pressure control (PC)
INTERMED CL
DIRECT CL
solenoid acting on the line boost valve also helps determine
line pressure in Reverse depending on throttle position and 4 5 3
other TCM input signals.
LINE LINE
2 LOW AND REVERSE CLUTCH APPLIES REVERSE LOCKOUT
2a #8 Ball Check Valve and Orifice #12:
Located in the bottom channel plate, reverse lockout fluid
seats the #8 ball check valve against the low and reverse
REVERSE LOCKOUT
clutch fluid passage and directs fluid into the low and reverse X-2 #1
clutch or reverse lockout fluid passage. Reverse lockout 13
1-2 SIGNAL
fluid pressure is also orificed, through orifice #12, to provide
LOW AND REV CL

123 REGULATED
123 REGULATED
23 REGULATED
REVERSE CLUTCH
a controlled apply of the low and reverse clutch.
SECOND CL
SECOND CL
2-3 SIGNAL
REVERSE LOCKOUT
2b Low and Reverse Clutch: 8
FEED LIMIT
9
D432
D432
FEED LIMIT
Low and reverse clutch or reverse lockout fluid pressure
FDL
REVERSE LOCKOUT
FDL
MEMORY FEED LIMIT
LINE SAFETY MODE
EX
enters the outer area of the low and reverse clutch piston
32 SAFETY MODE
3a MEMORY PILOT 1-2 SHIFT
SOLENOID
and moves the piston against spring force to apply the low 1-2 SHIFT VALVE VALVE
FEED LIMIT
N/C
and reverse clutch plates. In addition, reverse lockout fluid THROTTLE SIGNAL
MEMORY
MEMORY
(A) OFF
EX
EX
EX
pressure is orificed into the inner area of the low and reverse FILTERED FEED LIMIT 1-2 SHIFT CONTROL VALVE
EX
LINE
2345
32
EX
clutch piston and provides additional force to apply the low
FEED LIMIT
INTERMEDIATE CLUTCH
and reverse clutch plates. CONTROL SAFETY MODE
24
2-3 SIGNAL
SOLENOID
LINE SAFETY MODE

VALVE
3 REVERSE CLUTCH APPLIES 23 REGULATED
LINE
EX
EX
10
FEED LIMIT
23 REGULATED
3a #1 Ball Check Valve:
Located in the bottom channel plate, reverse lockout fluid 1b 2-3 SHIFT
SOLENOID
seats the #1 ball check valve and is forced through orifice (B)
N/C
OFF
EX
EX
EX
#13 in the control valve body spacer plate into the reverse FILTER
EX
2345
2345
345
29
(312) TCC SIGNAL EX EX
clutch fluid passage.
SECOND COAST CLUTCH
RLO
Note: Remember that the function of an orifice is to control the OVERDRIVE CL FD 1
FEED LIMIT
7
flow rate of fluid and rate of apply or release of a clutch. FEED LIMIT
FEED LIMIT
3b Reverse Clutch: 4-5 SIGNAL
EX
4-5 SHIFT
EX
Reverse clutch fluid enters the reverse clutch housing and acts SOLENOID
REVERSE
REVERSE 4-5 SHIFT VLV CNTRL VALVE
on the reverse clutch piston to apply the reverse clutch plates. FEED LIMIT VALVE LOCKOUT (C)
N/C
OFF
EX
EX
VALVE
COAST CLUTCH
123 BRAKING
123
123
EX
45
LINE SM
4 FLUID PRESSURE DIRECTED IN PREPARATION EX
11
EX
EX
28 FEED LIMIT
FOR TCC APPLY LINE
OVERDRIVE CL FD 2
TCC REGULATOR VALVE
EX
Located in the bottom channel plate, reverse fluid seats the SOLENOID
LINE SM
VALVE
#2 ball check valve against the 2345 fluid passage and directs
N/C
fluid into the 2345 or reverse fluid passage. REVERSE
EX
2345 OR REVERSE
REGULATED APPLY
REGULATED APPLY
TCC SIGNAL
LINE
4b Torque Converter Clutch Pulse Width Modulation MANUAL VALVE

(TCC PWM) Solenoid Valve:
EX
REV
LINE
The TCC PWM solenoid valve remains de-energized (OFF).
D432
32
2345 or reverse fluid is prevented from entering the TCC P R N D 4 3 2
signal fluid circuit. Under normal circumstances the TCC 1a
LINE
PWM solenoid valve is not energized. In the event the TCC 4b

FILTER
PWM solenoid valve is energized (when engaging Reverse (308) 2345
while driving in Forward above a certain speed), TCC signal #2
4a
fluid will shift the reverse lockout valve to block reverse
fluid from entering the reverse lockout circuit and the reverse 2345 OR REVERSE
clutch and the low and reverse clutch will release to prevent LINE LINE
damage to the transmission.
2345 OR REVERSE
LINE (from Pump)
Page 88
58B Figure 55 59
NEUTRAL NEUTRAL
(Engine Running)
(Engine Running)
1 2 SOLENOID FORWARD OVER- INTERM. INTER- LOW LOW AND SECOND SECOND
POWER FROM NO POWER
TORQUE TRANSMITTED
CONVERTER TO OFF OFF OFF
(1) DIFFERENTIAL LD = LOCKED IN DRIVE
ASSEMBLY
When the gear selector lever is placed in the Neutral (N) position,
mechanical power flow is identical to Park (P) range, except
that the park lock actuator assembly (613) is disengaged. The
park pawl spring (611) releases the park pawl (612) from the
lugs on the rear internal gear (560). With the park pawl
disengaged, the output shaft is free to rotate allowing the vehicle
to roll.
➤ in the Neutral position.
➤
The input shaft forward and coast clutch housing assembly
is splined to and driven by the converter turbine.
2 Powerflow Terminated
Without any clutches applied, or sprag clutches holding, the
input shaft forward and coast clutch housing assembly rotates
freely and power flow is terminated.
Neutral range may be selected for starting the engine when

the vehicle is standing still or moving down the road.
TORQUE
CONVERTER
TORQUE HOUSING/PUMP
CONVERTER ASSEMBLY
ASSEMBLY (3)
(1)
REAR
INTERNAL
GEAR
FORWARD AND (560)
COAST CLUTCH
HOUSING
ASSEMBLY
(433)
REVERSE
CLUTCH
HOUSING
ASSEMBLY
(401)
PARK
PAWL
(612)
DISENGAGED
PARK
PAWL
ACTUATOR
ASSEMBLY
(613)
60 Figure 56 60A
NEUTRAL NEUTRAL
(Engine Running)
(Engine Running)
SOLENOID FORWARD OVER- INTERM. INTER- LOW LOW AND SECOND SECOND DIRECT CENTER

1-2 2-3 4-5 CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH AND REVERSE SUPPORT
SECOND COAST CL
CLUTCH ASSEMBLY
OFF OFF OFF
LD = LOCKED IN DRIVE (400—420)
When the gear selector lever is moved to the Neutral (N) 2a

position, the hydraulic and electrical system operation is 1b CONVERTER FEED
identical to Park (P) range. However, if Neutral is selected REVERSE CLUTCH DIRECT CLUTCH LINE
REVERSE LOCKOUT
after the vehicle was operating in Reverse (R), the following
SECOND CLUTCH
PRESS REG VALVE
DECREASE
changes would occur in the hydraulic system: DIRECT OVERDRIVE INTERMEDIATE SECOND 2b
AIR CLUTCH CLUTCH CLUTCH CLUTCH
BLEED ACCUMULATOR EX ACCUMULATOR ACCUMULATOR ACCUMULATOR
1 REVERSE CLUTCH RELEASES (203) EX EX EX EX
1a Manual Valve: 1e ACCUM

The manual valve is moved to the Neutral position and #8
blocks line pressure from entering the reverse fluid circuit.
BOOST VALVE
REVERSE CLUTCH 2 12
The reverse fluid circuit is opened to an exhaust at the
LOW AND REVERSE CL

REVERSE LOCKOUT
ACCUMULATOR
ACCUMULATOR
ACCUMULATOR
manual valve.
LINE
THROTTLE SIGNAL
OVERDR CL FD 2
REVERSE CLUTCH
SECOND CL
INTERMED CL
DIRECT CL
1b Reverse Clutch:
Reverse clutch fluid exhausts from the reverse clutch to the
#1 ball check valve allowing the reverse clutch to release. 4 5 3
1c #1 Ball Check Valve: LINE LINE

Reverse clutch fluid unseats the #1 ball check valve and
REVERSE LOCKOUT
enters the reverse lockout fluid circuit. Reverse lockout
fluid then flows to the reverse lockout valve where it enters FEED LIMIT FEED LIMIT
the reverse fluid circuit.
REVERSE LOCKOUT
1d Reverse Lockout Valve: X-2 #1
Reverse lockout fluid passes through the reverse lockout 13
1-2 SIGNAL
valve and into the reverse fluid circuit and on to the manual
LOW AND REV CL

123 REGULATED
123 REGULATED
23 REGULATED
REVERSE CLUTCH
valve where it exhausts.
SECOND CL
SECOND CL
2-3 SIGNAL
REVERSE LOCKOUT
1e Line Boost Valve: 8
FEED LIMIT
9
D432
D432
FEED LIMIT
Reverse clutch fluid exhausts from the line boost valve,
FDL
REVERSE LOCKOUT
FDL
MEMORY FEED LIMIT
LINE SAFETY MODE
EX
allowing line pressure to return to the normal operating
32 SAFETY MODE
1c MEMORY PILOT 1-2 SHIFT
SOLENOID
range as in Park, Neutral and Overdrive gear ranges. 1-2 SHIFT VALVE VALVE
FEED LIMIT
N/C
THROTTLE SIGNAL
MEMORY
MEMORY
(A) OFF
EX
EX
EX
2 LOW AND REVERSE CLUTCH RELEASES FILTERED FEED LIMIT 1-2 SHIFT CONTROL VALVE
EX
LINE
2345
32
EX
FEED LIMIT
2a Low and Reverse Clutch: PRESSURE
INTERMEDIATE CLUTCH
INTERMEDIATE CLUTCH
Low and reverse clutch or reverse lockout fluid exhausts CONTROL SAFETY MODE
24
2-3 SIGNAL
SOLENOID
from the outer area of the low and reverse clutch piston to
LINE SAFETY MODE

VALVE 23 REGULATED
LINE
EX
EX
10
the #8 ball check valve. Reverse lockout fluid also exhausts 23 REGULATED
FEED LIMIT
from the inner area of the low and reverse clutch piston 1d 2-3 SHIFT
SOLENOID
through orifice #12. The exhaust of these fluids allows the 2-3 SHIFT VALVE CNTRL VALVE
N/C
low and reverse clutch to release. (B) OFF
EX
EX
EX
FILTER
EX
2345
2345
345
29
2b #8 Ball Check Valve: (312) TCC SIGNAL EX EX
Low and reverse clutch or reverse lockout fluid seats the #8 RLO
SECOND COAST CLUTCH
OVERDRIVE CL FD 1
ball check valve against the low and reverse clutch fluid
FEED LIMIT
7
FEED LIMIT
circuit and enters the reverse lockout fluid circuit where it FEED LIMIT
exhausts along with reverse clutch fluid past the manual valve. 4-5 SIGNAL
EX
4-5 SHIFT
EX
SOLENOID
REVERSE
Note: Allowing fluid to bypass an orifice when exhausting REVERSE 4-5 SHIFT VLV CNTRL VALVE
N/C
FEED LIMIT VALVE LOCKOUT (C)
ensures a quick release of the clutch. This prevents the friction OFF
EX
EX
VALVE
COAST CLUTCH
123 BRAKING
123
123
EX
45
LINE SM
11
EX
EX
EX
material from “dragging” and creating excess fluid 28 FEED LIMIT
LINE
temperatures or damaging the clutch. TCC REGULATOR VALVE
OVERDRIVE CL FD 2
EX
SOLENOID
Note: In Park, Reverse and Neutral the shift solenoid valves VALVE
LINE SM
are shown de-energized. This is the normal operating state N/C

REVERSE
EX
2345 OR REVERSE
REGULATED APPLY
REGULATED APPLY
TCC SIGNAL
LINE
when the vehicle is stationary or at low vehicle speeds. However, MANUAL VALVE
the TCM will change the shift solenoid valve states depending
EX
REV
on vehicle speed. For example, if Neutral range is selected
LINE
D432
32
when the vehicle is operating in Second gear, the shift solenoid P R N D 4 3 2
valves will remain in a Second gear state. But with the manual 1a
LINE
valve in Neutral, line pressure is blocked, D432 fluid exhausts FILTER

(308) 2345
and the transmission will shift into Neutral. #2
2345 OR REVERSE
LINE LINE
2345 OR REVERSE
LINE (from Pump)
Page 90
60B Figure 57 61
OVERDRIVE RANGE – FIRST GEAR OVERDRIVE RANGE – FIRST GEAR
(before the first 1-2 shift has occurred)
1 2a 2 3 6 7 6a 5 8 4 SOLENOID FORWARD OVER- INTERM. INTER- LOW LOW AND SECOND SECOND
POWER FROM COAST FORWARD FORWARD LOW LOW AND INPUT AND LONG REAR REAR DIRECT REVERSE COAST FORWARD SPRAG DRIVE SPRAG MEDIATE SPRAG REVERSE SECOND SPRAG COAST
TORQUE CLUTCH CLUTCH CLUTCH CLUTCH REVERSE REACTION PLANETARY INTERNAL INPUT SUN 1-2 2-3 4-5 CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH
CONVERTER APPLIED APPLIED SPRAG SPRAG CLUTCH CARRIER PINION GEAR GEAR OFF ON OFF APPLIED APPLIED LD LD APPLIED
(1) (461) (503) APPLIED (553) GEAR (560) DRIVING
HOLDING HOLDING HELD DRIVING DRIVEN LD = LOCKED IN DRIVE
POWER TO In Overdrive Range D – First Gear, torque from the engine is

DIFFERENTIAL
ASSEMBLY
multiplied through the torque converter and transmission gear set
to the vehicle’s drive shaft. The planetary gears operate in reduction
➤ to achieve a First gear starting ratio of approximately 3.42:1.
➤
➤
➤
➤
➤
➤ in the Overdrive D position.
➤
➤
➤ ➤ ➤ ➤ ➤ (433) is splined to and driven by the converter turbine.
2 Forward and Coast Clutches Applied

The forward clutch, which is located within the input shaft
forward and coast clutch housing assembly (433), is applied
and holds the forward clutch sprag outer race (459). The
coast clutch is also located in the input shaft forward and
coast clutch housing assembly (433) and is also applied.
3 Forward Clutch Sprag Holding

4a The forward clutch sprag (461) holds and power is
REAR SHORT
PINION GEAR transmitted to the input sun gear shaft assembly (457).
DRIVING
4 Rear Input Sun Gear Driving
The input sun gear shaft assembly (457) is splined to the
FORWARD rear input sun gear. The rear input sun gear drives the rear
CLUTCH short planetary pinions.
FORWARD SPRAG
COAST CLUTCH (461)
CLUTCH APPLIED HOLDING 5 Long Planetary Pinion Gears Driving
REVERSE APPLIED The rear short planetary pinions drive the long planetary
CLUTCH pinions. The long pinions are in mesh with the front input
HOUSING
ASSEMBLY sun gear, the front short pinions and the rear internal gear.
(401)
6 Low Clutch Sprag Holding
The power transferred to the input and reaction carrier (553)
by the long planetary pinions attempts to rotate the carrier but,
the carrier is held stationary by the low clutch sprag (503).
7 Low and Reverse Clutch Applied

The low and reverse clutch, which is located within the
center support (518), is applied and holds the low clutch
sprag inner race (505). This assists the low clutch sprag in
holding the input and reaction carrier (553) stationary.

With the input and reaction carrier (553) held, the long
pinions drive the rear internal gear (560) to achieve the first
LONG gear starting ratio of approximately 3.42:1
PLANETARY
REAR PINION
INPUT GEAR • When the throttle is released in Overdrive Range – First Gear
SUN GEAR DRIVING before the first 1-2 shift has occurred, power from the vehicle
INPUT AND
DRIVING
REACTION wheels attempts to drive the transmission components faster
LOW AND CARRIER
REVERSE (553)
than engine torque is driving them. Because the low and
CLUTCH HELD reverse clutch is applied and holds the input and reaction carrier
APPLIED assembly stationary, the low clutch sprag (503) is prevented
LOW
CLUTCH from overrunning and engine braking slows the vehicle.
SPRAG
(503)
HOLDING
As vehicle speed increases, less torque multiplication is needed
for maximum efficiency. Therefore, it is desirable to shift the
transmission to a lower gear ratio, or Second gear.
REAR
INTERNAL Note: the above description of mechanical power flow occurs
REAR SHORT GEAR before the first 1-2 shift has occurred.
PINION GEAR (560)
DRIVING DRIVEN
62 Figure 58 62A
1-2 2-3 4-5 CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH FORWARD CENTER
3d 2b

OFF ON OFF APPLIED APPLIED LD LD APPLIED AND COAST SUPPORT
SECOND COAST CL
CLUTCH ASSEMBLY
LD = LOCKED IN DRIVE
ASSEMBLY (510–535)
When the gear selector lever is moved to the Overdrive Range D (430–451)
position from the Neutral (N) position, before the first 1-2 shift has FORWARD CLUTCH
occurred, the following changes occur to shift the transmission into COAST CL 4h
LUBE
Overdrive Range – First Gear.
1 MANUAL VALVE
REVERSE LOCKOUT
In the Overdrive position the manual valve routes line pressure into the
SECOND CLUTCH
D432 fluid circuit. D432 fluid is routed to the 1-2 shift valve and to DIRECT OVERDRIVE INTERMEDIATE SECOND
the 3-4 shift valve. AIR AIR CLUTCH CLUTCH CLUTCH CLUTCH
BLEED BLEED ACCUMULATOR ACCUMULATOR ACCUMULATOR ACCUMULATOR
2 FORWARD CLUTCH APPLIES (203) (203) EX EX EX EX
2a #6 and #7 Ball Check Valves: ACCUM
D432 fluid seats the #6 ball check valve and passes through
#8
orifice #15 into the forward clutch fluid circuit. D432 fluid also
passes by the spring loaded #7 ball check valve to feed the forward 2
clutch circuit as necessary to help control forward clutch apply.
REVERSE LOCKOUT
LOW AND REVERSE CL
ACCUMULATOR
ACCUMULATOR
ACCUMULATOR
4g
LINE
2b Forward Clutch Assembly:
FORWARD CLUTCH
OVERDRIVE CL FD 2
SECOND CLUTCH
INTERMEDIATE CL
Forward clutch fluid is routed to the forward clutch piston to
DIRECT CL
COAST CLUTCH
apply the forward clutch plates.
3 COAST CLUTCH APPLIES 3
4 5
Forward clutch fluid seats the #5 ball check valve and passes LINE LINE
through orifice #17 into the coast clutch feed circuit. This orifice
helps to control coast clutch apply. FEED LIMIT FEED LIMIT
3b Safety Mode Valve D432

Before the first 1-2 shift has occurred, the safety mode valve 2-3 SIGNAL
(341) remains in the released position, allowing line fluid pressure FDL
to enter the line safety mode fluid circuit.
LOW AND REV CL

20
1-2 SIGNAL
3c 4-5 Shift Valve: 4f
123 REGULATED
14
23 REGULATED
Line safety mode fluid applies the 4-5 shift valve (374) against 4-
X-3
SECOND CL
SECOND CL
2-3 SIGNAL
2-3 SIGNAL
5 shift valve spring (373) force. This allows coast clutch feed FEED LIMIT
123 REG
fluid to enter the coast clutch fluid circuit. 8 3b 9
D432
D432
FDL
FDL
MEMORY FEED LIMIT
FEED LIMIT
3d Coast Clutch Assembly:
LINE SAFETY MODE
2-3 SIGNAL
EX
32 SAFETY MODE
1-2 SHIFT
FORWARD CLUTCH
Coast clutch fluid is routed to the coast clutch piston to apply the MEMORY PILOT
SOLENOID
coast clutch plates. 1-2 SHIFT VALVE VALVE
FEED LIMIT
N/C
123 REGULATED
THROTTLE SIGNAL
MEMORY
MEMORY
(A) OFF
4 LOW AND REVERSE CLUTCH APPLIES
EX
EX
EX
EX
LINE
4a 2-3 Shift Solenoid (SS) Valve: 2345
32
D432
EX
INTERMEDIATE CLUTCH
5a
FEED LIMIT
The 2-3 SS valve is energized, allowing feed limit fluid to enter PRESSURE INTERMEDIATE CLUTCH
24
4a
FDL
the 2-3 signal fluid circuit. 2-3 signal fluid overcomes spring CONTROL
SOLENOID
SAFETY MODE 2-3 SIGNAL
force and applies the 2-3 shift valve (371).
LINE SAFETY MODE

VALVE
COAST CLUTCH
23 REGULATED
LINE
EX
EX
10
4b 3-4 Shift Control Valve and 3-4 Shift Valve: FEED LIMIT
2-3 signal fluid is routed to the 3-4 shift control valve (346) and 1-2 SIGNAL
4e 23 REGULATED
2-3 SHIFT
SOLENOID
applies the valve against spring force. This allows D432 fluid to 2-3 SIGNAL 19
N/C
enter the 123 fluid circuit. CNTRL 3-4 SHIFT
(B) ON
EX
EX
EX
FILTER
EX
2345
2345
345
4c #4 Ball Check Valve:
EX
LOW PRESSURE
(312)
EX
EX
EX
123 fluid seats the #4 ball check valve and passes through orifice SECOND COAST CLUTCH
4b
345
345
45
123
D432
OVERDRIVE CL FD 1
EX
#16. This orifice helps to control low and reverse clutch apply. 26 EX
FEED LIMIT
7
29
4d 4-5 Shift Valve: FEED LIMIT
DIRECT CLUTCH
32 SM/FDL EX
Orificed 123 fluid is routed to the 4-5 shift valve (374) where it FEED LIMIT
4-5 SIGNAL
EX
passes into the 123 braking fluid circuit. #10
4-5 SHIFT
SOLENOID
4-5 SHIFT VLV CNTRL
FDL
VALVE
4e Low Pressure Control Valve: 32 SM N/C
FEED LIMIT VALVE (C)
123 braking fluid is routed to the low pressure control valve (383). OFF
EX
EX
123
123
CST CL
123 BRK
EX
45
This valve regulates 123 braking fluid into the 123 regulated fluid 4d
LINE SM
11
EX
EX
EX
28 FEED LIMIT
circuit against spring force and orificed 123 regulated fluid pressure. LINE
4f 1-2 Shift Control Valve and 1-2 Shift Valve: TCC REGULATOR VALVE
OVERDRIVE CL FD 2 3c
123 BRAKING
EX
2-3 signal fluid is also routed to the 1-2 shift control valve (366) TCC PWM
SOLENOID
LINE SAFETY MODE
123
and applies the valve against spring force. This allows feed limit
FORWARD CLUTCH
VALVE COAST CLUTCH 123

fluid to enter the FDL fluid circuit. FDL fluid is routed to the 1-2 N/C
REVERSE COAST CLUTCH FEED
EX
2345 OR REVERSE
shift valve (387) and applies the valve against spring force. 123
REGULATED APPLY
REGULATED APPLY
TCC SIGNAL
LINE
D432
regulated fluid is routed through orifice #20 to the 1-2 shift valve MANUAL VALVE
where it passes into the low and reverse clutch fluid circuit.
EX
REV
LINE
4g #8 Ball Check Valve:
D432
123
32
Low and reverse clutch fluid seats the #8 ball check valve against 1 2a
P R N D 4 3 2
the reverse lockout fluid passage and enters the low and reverse
D432
123
LINE
123
clutch or reverse lockout fluid passage.
4h Low and Reverse Clutch:
Low and reverse clutch or reverse lockout fluid pressure enters the #4 #7 #5 #6
4c 16 17 15
outer area of the low and reverse clutch piston and moves the piston
against spring force to apply the low and reverse clutch plates.
5 FLUID PRESSURE DIRECTED IN PREPARATION LINE LINE 123
FOR A SHIFT TO SECOND GEAR D432 D432
5a 1-2 Shift Valve:
D432 fluid is routed to the 1-2 shift valve (387) where it is LINE (from Pump) 123 3a
blocked by the valve in preparation for an upshift to second gear. FORWARD CLUTCH FORWARD CLUTCH

62B Page 92 Figure 59 63
(after the first 1-2 shift has occurred)
1 2a 2 3 6 6a 5 7 4 SOLENOID FORWARD OVER- INTERM. INTER- LOW LOW AND SECOND SECOND
POWER FROM COAST FORWARD FORWARD LOW INPUT AND LONG REAR REAR DIRECT REVERSE COAST FORWARD SPRAG DRIVE SPRAG MEDIATE SPRAG REVERSE SECOND SPRAG COAST
TORQUE CLUTCH CLUTCH CLUTCH CLUTCH REACTION PLANETARY INTERNAL INPUT SUN 1-2 2-3 4-5 CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH
CONVERTER APPLIED APPLIED SPRAG SPRAG CARRIER PINION GEAR GEAR OFF ON OFF APPLIED APPLIED LD LD
(1) (461) (503) (553) GEAR (560) DRIVING
HOLDING HOLDING HELD DRIVING DRIVEN LD = LOCKED IN DRIVE
POWER TO In Overdrive Range D – First Gear, torque from the engine is

DIFFERENTIAL
ASSEMBLY
multiplied through the torque converter and transmission gear set
to the vehicle’s drive shaft. The planetary gears operate in reduction
➤ to achieve a First gear starting ratio of approximately 3.42:1.
➤
➤
➤
➤
➤
➤ in the Overdrive D position.
➤
➤
➤ ➤ ➤ ➤ ➤ (433) is splined to and driven by the converter turbine.


4a The forward clutch sprag (461) holds and power is
REAR SHORT
PINION GEAR transmitted to the input sun gear shaft assembly (457).
DRIVING
4 Rear Input Sun Gear Driving
FORWARD rear input sun gear. The rear input sun gear drives the rear
CLUTCH short planetary pinions.
FORWARD SPRAG
COAST CLUTCH (461)
CLUTCH APPLIED HOLDING 5 Long Planetary Pinion Gears Driving
REVERSE APPLIED The rear short planetary pinions drive the long planetary
CLUTCH pinions. The long pinions are in mesh with the front input
HOUSING
ASSEMBLY sun gear, the front short pinions and the rear internal gear.
(401)
6 Low Clutch Sprag Holding
The power transferred to the input and reaction carrier (553)
by the long planetary pinions attempts to rotate the carrier but,
the carrier is held stationary by the low clutch sprag (503).

With the input and reaction carrier (553) held, the long
pinions drive the rear internal gear (560) to achieve the first
gear starting ratio of approximately 3.42:1
• When the throttle is released in Overdrive Range – First

Gear, power from the vehicle wheels drives the transmission
components faster than engine torque is driving them. This
causes the low clutch sprag (503) to overrun and allows the
vehicle to coast freely without engine braking.
LONG • In order to achieve engine braking, the low and reverse clutch
REAR
PLANETARY can be applied to hold the input and reaction carrier assembly.
PINION
INPUT GEAR
See Manual Second – First Gear (page 82A) for a description
INPUT AND
SUN GEAR DRIVING of power flow during coast conditions.
DRIVING
REACTION
LOW CARRIER As vehicle speed increases, less torque multiplication is needed
CLUTCH (553)
HELD for maximum efficiency. Therefore, it is desirable to shift the
SPRAG
(503) transmission to a lower gear ratio, or Second gear.
HOLDING
Note: the above description of mechanical power flow occurs
after the first 1-2 shift has occurred.
REAR
INTERNAL
GEAR
REAR SHORT (560)
PINION GEAR DRIVEN
DRIVING
64 Figure 60 64A
SOLENOID FORWARD OVER- INTERM. INTER- LOW LOW AND SECOND SECOND FORWARD
1-2 2-3 4-5 CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH AND COAST 2c
CLUTCH
OFF ON OFF APPLIED APPLIED LD LD ASSEMBLY
LD = LOCKED IN DRIVE (430–451)
FORWARD CLUTCH
When the gear selector lever is moved to the Overdrive COAST CL
LUBE
Range D position from the Neutral (N) position, after the
first 1-2 shift has occurred, the following changes occur to
shift the transmission into Overdrive Range – First Gear.
AIR AIR
1 MANUAL VALVE CLUTCH
BLEED BLEED
CLUTCH CLUTCH CLUTCH
ACCUMULATOR ACCUMULATOR ACCUMULATOR ACCUMULATOR
In the Overdrive position the manual valve routes line pressure EX (203) (203) 3f EX EX EX
into the D432 fluid circuit. D432 fluid is routed to the 1-2 shift ACCUM
valve and to the 3-4 shift valve.
2 FORWARD CLUTCH APPLIES 2
ACCUMULATOR
ACCUMULATOR
ACCUMULATOR
2a #6 and #7 Ball Check Valves:
LINE
FORWARD CLUTCH
D432 fluid seats the #6 ball check valve and passes through
OVERDRIVE CL FD 2
SECOND CLUTCH
INTERMEDIATE CL
DIRECT CL
COAST CLUTCH
orifice #15 into the forward clutch fluid circuit. D432 fluid
also passes by the spring loaded #7 ball check valve to feed
the forward clutch circuit as necessary to help control forward 4 5 3
clutch apply.
LINE LINE
2b #5 Ball Check Valve:
Forward clutch fluid seats the #5 ball check valve and passes FEED LIMIT FEED LIMIT
through orifice #17 into the coast clutch feed circuit. D432
2c Forward Clutch Assembly:

Forward clutch fluid is routed to the forward clutch piston 2-3 SIGNAL
FDL
1-2 SIGNAL
to apply the forward clutch plates.
3b
LOW AND REV CL

123 REGULATED
123 REGULATED
14
23 REGULATED
3 COAST CLUTCH APPLIES X-3
SECOND CL
SECOND CL
2-3 SIGNAL
2-3 SIGNAL
FEED LIMIT
3a 2-3 Shift Solenoid (SS) Valve: 8 9
D432
D432
FDL
FDL
The 2-3 SS valve is energized, allowing feed limit fluid to MEMORY FEED LIMIT
FEED LIMIT
LINE SAFETY MODE
2-3 SIGNAL
EX
32 SAFETY MODE
enter the 2-3 signal fluid circuit. 2-3 signal fluid overcomes 1-2 SHIFT
FORWARD CLUTCH
MEMORY PILOT
SOLENOID
2-3 shift valve spring (372) force and moves the 2-3 shift 1-2 SHIFT VALVE VALVE
FEED LIMIT
N/C
THROTTLE SIGNAL
MEMORY
MEMORY
valve (371) to the applied position. (A) OFF
EX
EX
EX
EX
LINE
3b 1-2 Shift Control Valve and 1-2 Shift Valve: 2345
32
D432
EX
FEED LIMIT
INTERMEDIATE CLUTCH
2-3 signal fluid is routed to the 1-2 shift control valve (366) PRESSURE 4a INTERMEDIATE CLUTCH 3a
FDL
24
CONTROL SAFETY MODE
and moves the valve against 1-2 shift control valve spring SOLENOID 2-3 SIGNAL
LINE SAFETY MODE

VALVE
COAST CLUTCH
(367) force to the applied position. This allows feed limit 23 REGULATED
LINE
EX
EX
10
FEED LIMIT
fluid to enter the FDL fluid circuit. FDL fluid is routed to 23 REGULATED
1-2 SIGNAL 2-3 SHIFT
the 1-2 shift valve (387) and moves the valve against 1-2 SOLENOID
2-3 SIGNAL 2-3 SHIFT VALVE CNTRL VALVE
shift valve spring (388) force to the applied position to N/C
(B) ON
block D432 fluid at the valve. CNTRL 3-4 SHIFT
EX
EX
EX
FILTER
EX
2345
2345
345
EX
(312)
3c 3-4 Shift Control Valve and 3-4 Shift Valve:
EX
EX
EX
SECOND COAST CLUTCH
3c
345
345
45
123
D432
OVERDRIVE CL FD 1
2-3 signal fluid is also routed to the 3-4 shift control valve 26 EX
FEED LIMIT
7
(346) and moves the valve against 3-4 shift valve spring FEED LIMIT
29
DIRECT CLUTCH
32 SM/FDL EX
(344) force to the applied position. This allows D432 fluid FEED LIMIT
4-5 SIGNAL
EX
to enter the 123 fluid circuit at the 3-4 shift valve (345). #10
4-5 SHIFT
SOLENOID
FDL
3d #4 Ball Check Valve: N/C
FEED LIMIT VALVE 32 SM (C) OFF
123 fluid seats the #4 ball check valve and passes through
EX
EX
123
123
CST CL
123 BRK
EX
45
LINE SM
11
EX
EX
EX
orifice #16. This orifice helps to control coast clutch apply. 28 FEED LIMIT
LINE
3e 4-5 Shift Valve: TCC REGULATOR VALVE
OVERDRIVE CL FD 2 3e
LINE SAFETY MODE
EX
Orificed 123 fluid is routed to the 4-5 shift valve (374) TCC PWM 123
where it passes into the coast clutch fluid circuit. SOLENOID COAST CLUTCH 123
FORWARD CLUTCH
VALVE COAST CLUTCH FEED

3f Coast Clutch Assembly: N/C
REVERSE
EX
2345 OR REVERSE
REGULATED APPLY
REGULATED APPLY
TCC SIGNAL
LINE
Coast clutch fluid is routed to the coast clutch piston to
D432
MANUAL VALVE
apply the coast clutch plates.
EX
REV
LINE
4 FLUID PRESSURE DIRECTED IN PREPARATION
D432
123
32
FOR A SHIFT TO SECOND GEAR 1 2a
P R N D 4 3 2
D432
123
LINE
4a 1-2 Shift Valve: 123

D432 fluid is routed to the 1-2 shift valve (387) where it
is blocked by the valve in preparation for an upshift to #4 #7 #5 #6
second gear. 3d 16 17 15
LINE LINE 123

D432 D432
LINE (from Pump) 123 2b

COMPLETE HYDRAULIC CIRCUIT FORWARD CLUTCH FORWARD CLUTCH
Page 92
64B Figure 61 65
OVERDRIVE RANGE – SECOND GEAR OVERDRIVE RANGE – SECOND GEAR
1 2a 2 3 6 7 7a 8 9 5 1-2 2-3 4-5 CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH
POWER FROM COAST FORWARD FORWARD SECOND SECOND REACTION INPUT AND REAR LONG
REACTION INTERNAL ON ON OFF APPLIED APPLIED LD APPLIED LD
TORQUE CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH INTERNAL PINION GEAR
CONVERTER APPLIED APPLIED SPRAG APPLIED SPRAG GEAR CARRIER GEAR DRIVING LD = LOCKED IN DRIVE
(1) (461) (547) (550) (553) (560)
HOLDING HOLDING HELD DRIVEN DRIVEN As vehicle speed increases, input signals from the transmission
4 speed sensors (input and output), throttle position (To) sensor,
REAR INPUT
SUN GEAR and other vehicle sensors are sent to the transmission control
DRIVING module (TCM). The TCM processes this information to
➤ ➤
determine the precise moment to shift the transmission. In
Second gear, the planetary gear set continues to operate in
➤
➤
POWER TO reduction at a gear ratio of approximately 2.21:1.
➤
➤
DIFFERENTIAL
➤
➤
ASSEMBLY
➤
➤ The input shaft forward and coast clutch housing assembly
(433) is splined to and driven by the converter turbine.
➤
➤ ➤ ➤ ➤ ➤ 2 Forward and Coast Clutches Applied
4a coast clutch is also located in the input shaft forward and
REAR SHORT coast clutch housing assembly (433) and is also applied.
PINION
GEAR
DRIVING
The forward clutch sprag (461) holds and power is
8a transmitted to the input sun gear shaft assembly (457).
FRONT SHORT
PINION 4 Rear Input Sun Gear Driving
GEAR
DRIVING The input sun gear shaft assembly (457) is splined to the
rear input sun gear. The rear input sun gear drives the rear
FORWARD short planetary pinions.
CLUTCH
FORWARD SPRAG 5 Long Planetary Pinion Gears Driving
COAST CLUTCH (461)
APPLIED The rear short planetary pinions drive the long planetary
REVERSE CLUTCH HOLDING
APPLIED
pinions. The long pinions are in mesh with the front input
CLUTCH
HOUSING sun gear, the front short pinions and the rear internal gear.
ASSEMBLY
(401) 6 Second Clutch Applied
The second clutch, which is located within the center support
(518), is applied and holds the second clutch sprag outer
race (545).
7 Second Clutch Sprag Holding

The power transferred to the front short pinions by the long
planetary pinions attempts to rotate the reaction internal
gear (550) but, the reaction internal gear is held stationary
by the second clutch sprag (547).
8 Input and Reaction Carrier Driven

The front short pinions are driven around the stationary
reaction internal gear (550), driving the input and reaction
REACTION carrier (553).
SECOND INTERNAL
CLUTCH GEAR
SPRAG (550) 9 Rear Internal Gear Driven
(547) HELD The long pinions drive the rear internal gear (560) to achieve
HOLDING
REAR SHORT the second gear ratio of approximately 2.21:1
INPUT AND PINION GEAR
SECOND DRIVING • When the throttle is released in Overdrive Range – Second
CLUTCH REACTION
APPLIED CARRIER Gear, power from the vehicle wheels drives the transmission
(553)
DRIVEN
causes the second clutch sprag (547) to overrun and allows
the vehicle to coast freely without engine braking.
• In order to achieve engine braking, the second coast clutch

can be applied to hold the reaction internal gear. See Manual
Second – Second Gear (page 80A) for a description of power
REAR flow during coast conditions.
LONG INTERNAL
PINION GEAR
GEAR (560) As vehicle speed increases, less torque multiplication is needed
REAR DRIVING DRIVEN
INPUT to move the vehicle efficiently. Therefore, it is desirable to shift
SUN GEAR the transmission to a lower gear ratio, or Third gear.
DRIVING
66 Figure 62 66A
OVERDRIVE RANGE – SECOND GEAR OVERDRIVE RANGE – SECOND GEAR
ON ON OFF APPLIED APPLIED LD APPLIED LD

FORWARD CENTER

AND COAST SUPPORT
SECOND COAST CL
LD = LOCKED IN DRIVE CLUTCH ASSEMBLY
As vehicle speed increases, the transmission control module (430—451)
(TCM) receives input signals from both the input and output FORWARD CLUTCH
speed sensors, the throttle position (To) sensor and other vehicle COAST CL
LUBE
sensors to determine the precise moment to energize or “turn
ON” the 1-2 shift solenoid (SS) valve.
REVERSE LOCKOUT
SECOND CLUTCH
1 SECOND CLUTCH APPLIES DIRECT OVERDRIVE INTERMEDIATE SECOND 1c
CLUTCH AIR AIR CLUTCH CLUTCH CLUTCH
ACCUMULATOR BLEED BLEED ACCUMULATOR ACCUMULATOR ACCUMULATOR
1a 1-2 Shift Solenoid (SS) Valve: EX (203) (203) EX EX EX
The 1-2 SS valve is energized, allowing feed limit fluid to
enter the 1-2 signal fluid circuit. 1-2 signal fluid, together ACCUM
with 1-2 shift control valve spring (367) force, overcomes
#8
2-3 signal fluid pressure and moves the 1-2 shift control 2
valve (366) to the released position. This blocks feed limit
ACCUMULATOR
ACCUMULATOR
ACCUMULATOR
REVERSE LOCKOUT
fluid from entering the FDL fluid circuit.
LINE
LOW AND REVERSE CL

FORWARD CLUTCH
OVERDRIVE CL FD 2
SECOND CLUTCH
INTERMEDIATE CL
DIRECT CL
COAST CLUTCH
1b 1-2 Shift Valve:
FDL fluid is exhausted from the 1-2 shift valve (387) and 3
2a
4 5
1-2 shift valve spring (388) force moves the valve to the
released position to allow D432 fluid to enter the second LINE LINE
clutch and 2345 fluid circuits. FEED LIMIT FEED LIMIT
D432
1c Second Clutch: 1-2 SIGNAL
Second clutch fluid is directed to the second clutch piston to 2-3 SIGNAL
FDL
apply the second clutch plates and achieve Second gear.
LOW AND REV CL
1-2 SIGNAL
2 SHIFT ACCUMULATION 21 14
1a
23 REGULATED
20
2a Second Clutch Accumulator: X-3
SECOND CL
SECOND CL
2-3 SIGNAL
2-3 SIGNAL
1-2 SIGNAL
Second clutch fluid is also sent to the second clutch FEED LIMIT
123 REG
123 REG
8 9
D432
D432
accumulator assembly. Second clutch fluid, together with
FDL
FDL
MEMORY FEED LIMIT
FEED LIMIT
LINE SAFETY MODE
2-3 SIGNAL
EX
accumulator spring force, moves the second clutch
32 SAFETY MODE
1-2 SHIFT
FORWARD CLUTCH
MEMORY PILOT
SOLENOID
accumulator piston against accumulator fluid pressure to 1-2 SHIFT VALVE VALVE
FEED LIMIT
N/C
cushion the apply of the second clutch. THROTTLE SIGNAL
MEMORY
MEMORY
(A) ON
EX
EX
EX
123 REGULATED
EX
LINE
2345
32
D432
EX
FEED LIMIT
INTERMEDIATE CLUTCH
FOR A SHIFT TO THIRD GEAR PRESSURE 1b INTERMEDIATE CLUTCH
FDL
2345
24
CONTROL SAFETY MODE
SOLENOID 2-3 SIGNAL
3a 2-3 Shift Valve:
LINE SAFETY MODE

VALVE
COAST CLUTCH
23 REGULATED
LINE
EX
EX
10
2345 fluid is routed to the 2-3 shift valve (371) where it is 23 REGULATED
FEED LIMIT
blocked by the valve in preparation for an upshift to third gear. 1-2 SIGNAL
19
2-3 SHIFT
SOLENOID
N/C
4 TORQUE CONVERTER CLUTCH RELEASED CNTRL 3-4 SHIFT LOW PRESSURE
(B) ON
EX
EX
EX
FILTER
EX
2345
2345
345
EX
4a #2 Ball Check valve: (312) X-1
EX
EX
EX
EX
SECOND COAST CLUTCH
2345 fluid seats the ball check valve against the reverse
345
345
45
123
D432
OVERDRIVE CL FD 1
passage and enters the 2345 or reverse fluid circuit. 26 3a 2345
FEED LIMIT
7
FEED LIMIT 2345
DIRECT CLUTCH
EX 18
29
FEED LIMIT
4b TCC PWM Solenoid Valve: 32 SM/FDL EX 4-5 SIGNAL
EX
4-5 SHIFT
2345 or reverse fluid is directed through the TCC PWM SOLENOID
solenoid valve filter to the TCC PWM solenoid valve. #10 N/C
FEED LIMIT VALVE
FDL
(C) OFF
However, depending on the shift pattern, the TCM keeps
EX
EX
123
123
CST CL
123 BRK
EX
45
LINE SM
32 SM 11
EX
EX
EX
the pulse width modulated (PWM) solenoid de-energized 28 FEED LIMIT
blocking filtered 2345 or reverse fluid from entering the LINE OVERDRIVE CL FD 2
TCC REGULATOR VALVE
TCC signal fluid circuit, thereby keeping the torque converter 123 BRAKING
EX
TCC PWM LINE SAFETY MODE
clutch released. SOLENOID 123
FORWARD CLUTCH
VALVE COAST CLUTCH 123

N/C
REVERSE COAST CLUTCH FEED
EX
2345 OR REVERSE
REGULATED APPLY
REGULATED APPLY
TCC SIGNAL
LINE
D432
2345
MANUAL VALVE
4b
EX
REV
LINE
D432
123
32
FILTER
(308) P R N D 4 3 2
D432
123
LINE
123
2345
4a
#2 #4 16
#7 17
#5 15
#6
2345 OR REVERSE
LINE LINE 123

D432 D432
2345 OR REVERSE
LINE (from Pump) 123
Page 94
66B Figure 63 67
OVERDRIVE RANGE – THIRD GEAR OVERDRIVE RANGE – THIRD GEAR
1 2a 2 3 7 6 9 10 7a 11 8 1-2 2-3 4-5 CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH
POWER FROM COAST FORWARD FORWARD INTERMEDIATE INTERMEDIATE SECOND SECOND FRONT REAR INPUT AND
ON OFF OFF APPLIED APPLIED LD LD APPLIED APPLIED
TORQUE CLUTCH CLUTCH CLUTCH SPRAG CLUTCH CLUTCH CLUTCH CLUTCH INPUT INTERNAL REACTION
CONVERTER APPLIED APPLIED (461) SPRAG APPLIED APPLIED SPRAG SUN GEAR CARRIER LD = LOCKED IN DRIVE
(1) HOLDING (473) (547) GEAR (560) (553)
HOLDING OVERRUNNING HELD DRIVEN DRIVEN As vehicle speed continues to increase, input signals from the
transmission speed sensors (input and output), throttle position
11a (To) sensor, and other vehicle sensors are sent to the TCM. The
LONG
PINION TCM uses this information to determine the precise moment to
➤ GEAR
DRIVING
shift the transmission into Third gear. In Third gear, the planetary
gear set continues to operate in reduction at a gear ratio of
➤
approximately 1.60:1.
➤
➤
➤
➤ POWER TO
DIFFERENTIAL 1 Power from Torque Converter
➤
➤ ASSEMBLY The input shaft forward and coast clutch housing assembly
➤
➤ ➤ ➤ ➤ ➤ 2 Forward and Coast Clutches Applied
4 coast clutch housing assembly (433) and is also applied.
REAR 3 Forward Clutch Sprag Holding
INPUT
SUN GEAR
The forward clutch sprag (461) holds and power is
DRIVING transmitted to the input sun gear shaft assembly (457).
5 4 Rear Input Sun Gear Driving
REAR SHORT The input sun gear shaft assembly (457) is splined to the
PINION rear input sun gear. The rear input sun gear drives the rear
GEAR short planetary pinions.
DRIVING
5 Long Planetary Pinion Gears Driving
INTERMEDIATE The rear short planetary pinions drive the long planetary
CLUTCH SPRAG pinions. The long pinions are in mesh with the front input
(473) sun gear, the front short pinions and the rear internal gear.
HOLDING
FORWARD 6 Intermediate Clutch Applied
CLUTCH The intermediate clutch, which is located within the overdrive
FORWARD SPRAG and intermediate clutch assembly (15), is applied and holds
COAST CLUTCH (461) the intermediate clutch sprag outer race (474).
REVERSE CLUTCH APPLIED HOLDING
CLUTCH APPLIED 7 Intermediate Clutch Sprag Holding
HOUSING The power transferred to the front short pinions by the long
ASSEMBLY planetary pinions attempts to drive the front input sun gear
(401)
but, the front input sun gear is held stationary by the
intermediate clutch sprag (473).
8 Input and Reaction Carrier Driven
The long planetary pinions are forced to walk around the
stationary front input sun gear, driving the input and reaction
carrier (553).
9 Second Clutch Applied
The second clutch, which is located within the center support
(518), is applied and holds the second clutch sprag outer
race (545).
FRONT INPUT 10 Second Clutch Sprag Overrunning
SUN GEAR
SECOND
HELD
The power transferred to the front short pinions by the long
CLUTCH planetary pinions drives the reaction internal gear (550) in
SPRAG REAR
(547) SHORT the opposite direction of the input and reaction carrier (553)
SECOND and the second clutch sprag (547) overruns.
OVERRUNNING PINION
CLUTCH
APPLIED GEAR
DRIVING 11 Rear Internal Gear Driven
The long pinions drive the rear internal gear (560) to achieve
INTERMEDIATE
CLUTCH
the second gear ratio of approximately 1.60:1
APPLIED
• When the throttle is released in Overdrive Range – Third
Gear, power from the vehicle wheels drives the transmission
REAR causes the intermediate clutch sprag (473) to overrun and
LONG INTERNAL
PINION GEAR
allows the vehicle to coast freely without engine braking.
GEAR (560)
REAR INPUT DRIVING • In order to achieve engine braking, the overdrive clutch can
DRIVEN
INPUT AND SUN GEAR be applied to hold the front input sun gear. See Manual
REACTION DRIVING Third – Third Gear (page 78A) for a description of power
CARRIER
(553) flow during coast conditions.
DRIVEN
As vehicle speed increases, less torque multiplication is required
to move the vehicle efficiently. Therefore, it is desirable to shift
the transmission to a lower gear ratio, or Fourth gear.
68 Figure 64 68A
OVERDRIVE RANGE – THIRD GEAR OVERDRIVE RANGE – THIRD GEAR
ON OFF OFF APPLIED APPLIED LD LD APPLIED APPLIED

FORWARD OVERDRIVE CENTER

AND COAST AND SUPPORT
SECOND COAST CL
LD = LOCKED IN DRIVE CLUTCH INTERMEDIATE ASSEMBLY
INTERMEDIATE CLUTCH
ASSEMBLY CLUTCH (510—535)
As vehicle speed increases, the TCM receives input signals (430—451) ASSEMBLY
from both speed sensors, the To sensor and other vehicle sensors (480—497)
FORWARD CLUTCH
to determine the precise moment to de-energize or “turn OFF” COAST CL
LUBE
the 2-3 shift solenoid (SS) valve. The 2-3 solenoid is OFF when 1c
the TCM removes the path to ground for that electrical circuit.
This allows 2-3 signal fluid to exhaust at the 2-3 SS valve.
REVERSE LOCKOUT
OVERDRIVE CLUTCH
SECOND CLUTCH
CLUTCH AIR AIR CLUTCH CLUTCH CLUTCH
1 INTERMEDIATE CLUTCH APPLIES ACCUMULATOR BLEED BLEED ACCUMULATOR ACCUMULATOR ACCUMULATOR
(203) (203)
1a 2-3 Shift Solenoid (SS) Valve: EX EX EX EX
The 2-3 SS valve is de-energized, blocking feed limit fluid ACCUM

from entering the 2-3 signal fluid circuit. 2-3 signal fluid
pressure exhausts through the 2-3 SS valve and 2-3 shift
2
valve spring (372) force moves the 2-3 shift valve (371) to
ACCUMULATOR
ACCUMULATOR
ACCUMULATOR
the released position.
LINE
FORWARD CLUTCH
OVERDRIVE CL FD 2
SECOND CLUTCH
INTERMEDIATE CL
DIRECT CL
COAST CLUTCH
1b 2-3 Shift Valve:
2345 fluid is routed through the 2-3 shift valve and enters
the intermediate clutch circuit. 4 5
2a 3
1c Intermediate Clutch: LINE LINE

INTERMEDIATE CLUTCH
Intermediate clutch fluid is directed to the intermediate clutch FEED LIMIT FEED LIMIT
piston to apply the intermediate clutch plates and achieve
D432
Third gear. SECOND CLUTCH
1-2 SIGNAL
2 SHIFT ACCUMULATION 2-3 SIGNAL
1-2 SIGNAL
2a Intermediate Clutch Accumulator:
LOW AND REV CL

123 REGULATED
123 REGULATED
21 14
23 REGULATED
Intermediate clutch fluid is also sent to the intermediate X-3
SECOND CL
SECOND CL
2-3 SIGNAL
2-3 SIGNAL
1-2 SIGNAL
clutch accumulator assembly. Intermediate clutch fluid, FEED LIMIT
together with accumulator spring force, moves the 8 9
D432
D432
FDL
FDL
MEMORY FEED LIMIT
FEED LIMIT
intermediate clutch accumulator piston against accumulator
LINE SAFETY MODE
2-3 SIGNAL
EX
32 SAFETY MODE
1-2 SHIFT
FORWARD CLUTCH
MEMORY PILOT
fluid pressure to cushion the apply of the intermediate clutch. 1-2 SHIFT VALVE
SOLENOID
VALVE
FEED LIMIT
N/C
THROTTLE SIGNAL
MEMORY
MEMORY
(A) ON
3 TORQUE CONVERTER CLUTCH RELEASED
EX
EX
EX
EX
LINE
2345
32
D432
EX
3a TCC PWM Solenoid Valve:
FEED LIMIT
INTERMEDIATE CLUTCH
PRESSURE
Filtered 2345 or reverse fluid is still available at the TCC INTERMEDIATE CLUTCH
2345
24
CONTROL SAFETY MODE
PWM solenoid valve. However, depending on the shift SOLENOID
VALVE
2-3 SIGNAL
COAST CLUTCH
23 REGULATED
LINE
pattern, the TCM keeps the pulse width modulated (PWM)
EX
EX
10
FEED LIMIT
23 REGULATED
solenoid de-energized blocking filtered 2345 or reverse fluid 1-2 SIGNAL 2-3 SHIFT
from entering the TCC signal fluid circuit, thereby keeping 2-3 SIGNAL 1b 2-3 SHIFT VALVE CNTRL
SOLENOID
VALVE
the torque converter clutch released. (B)
N/C
OFF
CNTRL 3-4 SHIFT
EX
EX
EX
FILTER
EX
2345
2345
345
29
(312) X-1 EX EX
4 FLUID PRESSURE DIRECTED IN PREPARATION 1a
EX
EX
EX
SECOND COAST CLUTCH
FOR A SHIFT TO FOURTH GEAR 4a
345
345
45
123
D432
26
2345
FEED LIMIT
7
4a 2-3 Shift Valve: FEED LIMIT 2345
DIRECT CLUTCH
345 18
2345 fluid is routed through the 2-3 shift valve (371) into FEED LIMIT OVERDRIVE CL FD 1 4-5 SIGNAL
EX
the 345 fluid circuit. 4-5 SHIFT
4c 4-5 SHIFT VLV CNTRL
SOLENOID
VALVE
N/C
4b X-4 Ball Check Valve: FEED LIMIT VALVE (C) OFF
EX
EX
123
123
123 BRAKING
CST CL
EX
345 fluid is routed through the X-4 ball check valve pocket.
45
11
EX
EX
EX
28 FEED LIMIT
In some transmission models there is a ball check valve LINE
present which would force 345 fluid through orifice #25. TCC REGULATOR VALVE LINE SAFETY MODE
EX
TCC PWM OVERDRIVE CL FD 2 123
SOLENOID COAST CLUTCH 123
4c 3-4 Shift Valve:
FORWARD CLUTCH

345 fluid is routed to the 3-4 shift valve (345) where it is N/C
REVERSE
EX
2345 OR REVERSE
blocked by the valve in preparation for an upshift to fourth gear.

REGULATED APPLY
345
REGULATED APPLY
TCC SIGNAL
LINE
D432
2345
MANUAL VALVE
345
3a
EX
REV
LINE
D432
123
32
FILTER
(308) 4b D432
P R N D 4 3 2
123
LINE
123
345 2345
25
X-4 #2 #4 16
#7 17
#5 15
#6
345 2345 OR REVERSE
LINE LINE 123

D432 D432
2345 OR REVERSE
Page 96
68B Figure 65 69
OVERDRIVE RANGE – FOURTH GEAR OVERDRIVE RANGE – FOURTH GEAR
1 5 2a 2 3 10 9 6 11 12 8 1-2 2-3 4-5 CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH
POWER FROM DIRECT COAST FORWARD FORWARD INTERMEDIATE INTERMEDIATE DIRECT CLUTCH SECOND SECOND REAR
OFF OFF ON APPLIED APPLIED APPLIED LD APPLIED APPLIED
TORQUE CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH INPUT AND HUB CLUTCH CLUTCH INTERNAL
CONVERTER APPLIED APPLIED APPLIED SPRAG SPRAG APPLIED ASSEMBLY APPLIED SPRAG GEAR LD = LOCKED IN DRIVE
(1) (461) (473) (466) (547) (560)
HOLDING OVERRUNNING DRIVING OVERRUNNING DRIVEN As vehicle speed increases further, input signals from both
7
transmission speed sensors (input and output), throttle position
INPUT AND (To) sensor, and other vehicle sensors are sent to the TCM. The
REACTION TCM uses this information to determine the precise moment to
➤
➤
➤ ➤
CARRIER
(553)
shift the transmission into Fourth Gear. In Fourth gear, the
planetary gear set rotates as a unit, providing a 1:1 direct drive
DRIVING
➤
gear ratio between the converter turbine and output shaft.
➤
➤
➤
➤ POWER TO
➤
DIFFERENTIAL
➤
➤ ➤ ASSEMBLY
➤
➤ ➤ ➤ (433) is splined to and driven by the converter turbine.
➤
➤ ➤ ➤ ➤ ➤ The forward clutch, which is located within the input shaft
4
REAR
INPUT The forward clutch sprag (461) holds and power is
SUN transmitted to the input sun gear shaft assembly (457).
GEAR
DRIVING 4 Rear Input Sun Gear Driving
rear input sun gear. The rear input sun gear attempts to drive
the long planetary pinion gears through the rear short
planetary pinions.
5 Direct Clutch Applied
DIRECT CLUTCH
The direct clutch, which is located within the reverse clutch
INPUT AND HUB housing assembly (401), is applied and engine torque is
ASSEMBLY transferred to the direct clutch input and hub assembly (466).
FORWARD (466)
CLUTCH DRIVING 6 Direct Clutch Input and Hub Assembly Driving
SPRAG The direct clutch input and hub assembly (466) is splined to
FORWARD (461) and drives the input and reaction carrier (553).
CLUTCH HOLDING
COAST 7 Input and Reaction Carrier Driving
APPLIED
CLUTCH With the rear input sun gear and the input and reaction
APPLIED carrier both turning at converter turbine speed, the carrier
DIRECT
CLUTCH
pinion gears are locked together as an assembly and drive
APPLIED the rear internal gear (560).
The input and reaction carrier (553) drives the rear internal
gear (560) at converter turbine speed to obtain a 1:1 direct
drive gear ratio through the transmission gear set.
9 Intermediate Clutch Applied
INPUT AND The intermediate clutch, which is located within the overdrive
REACTION
CARRIER and intermediate clutch assembly (15), is applied and holds
SECOND (553) the intermediate clutch sprag outer race (474).
CLUTCH DRIVING
SPRAG 10 Intermediate Clutch Sprag Overrunning
(547) With the input and reaction carrier (553) locked together
SECOND OVERRUNNING and driving as a unit, the intermediate clutch sprag (473) is
CLUTCH overrunning.
APPLIED
INTERMEDIATE 11 Second Clutch Applied
CLUTCH The second clutch, which is located within the center support
APPLIED (518), is applied and holds the second clutch sprag outer
INTERMEDIATE
CLUTCH race (545).
SPRAG 12 Second Clutch Sprag Overrunning
(473) With the input and reaction carrier (553) locked together and
OVERRUNNING
driving as a unit, the second clutch sprag (547) is overrunning.
REAR
INTERNAL • When the throttle is released in Overdrive Range – Fourth
GEAR
REAR (560)
Gear, the vehicle is allowed to coast brake. Because none of
INPUT DRIVEN the sprag clutches are used in driving the vehicle during
SUN acceleration, there are no elements to overrun to allow the
GEAR
DRIVING vehicle to coast freely in fourth gear. Therefore, engine
compression slows the vehicle when the throttle is released.
Refer to Manual Fourth – Fourth Gear (page 76A) a for
description of power flow during coast conditions.
As vehicle speed increases, less torque multiplication is required
to operate the engine efficiently. Therefore, it is desirable to
shift to an overdrive gear ratio, or Fifth gear.
70 Figure 66 70A
OVERDRIVE RANGE – FOURTH GEAR OVERDRIVE RANGE – FOURTH GEAR

DIRECT FORWARD OVERDRIVE CENTER

AND REVERSE AND COAST AND SUPPORT
SECOND COAST CL
LD = LOCKED IN DRIVE CLUTCH CLUTCH INTERMEDIATE ASSEMBLY
INTERMEDIATE CLUTCH
ASSEMBLY ASSEMBLY CLUTCH (510—535)
As vehicle speed increases, the TCM receives input signals (400—420) (430—451) ASSEMBLY
from both speed sensors, the To sensor and other vehicle sensors (480—497)
FORWARD CLUTCH
to determine the precise moment to de-energize or “turn OFF” 1c COAST CL
LUBE
the 1-2 shift solenoid (SS) valve, and to energize or “turn ON”
the 4-5 SS valve. REVERSE CLUTCH
REVERSE LOCKOUT
OVERDRIVE CLUTCH
SECOND CLUTCH
DIRECT CLUTCH
1 DIRECT CLUTCH APPLIED DIRECT OVERDRIVE INTERMEDIATE SECOND
AIR CLUTCH AIR AIR CLUTCH CLUTCH CLUTCH
1a 1-2 Shift Solenoid (SS) Valve: BLEED ACCUMULATOR BLEED BLEED ACCUMULATOR ACCUMULATOR ACCUMULATOR
(203) (203) (203)
The 1-2 SS valve is de-energized, blocking feed limit fluid EX EX EX EX
from entering the 1-2 signal fluid circuit and 1-2 signal fluid ACCUM
pressure exhausts through the 1-2 SS valve.
1b 3-4 Shift Valve: 2
DIRECT CLUTCH
When 1-2 signal fluid pressure exhausts from the 3-4 shift
ACCUMULATOR
ACCUMULATOR
ACCUMULATOR
FORWARD CLUTCH
LINE
valve (345), the 3-4 shift valve spring (344) moves the
COAST CLUTCH
OVERDR CL FD 2
SECOND CL
INTERMED CL
valve to the released position. 345 fluid from the 2-3 shift
DIRECT CL
valve flows through the 3-4 shift valve and enters the direct
clutch circuit. 4
2a 5 3
1c Direct Clutch: LINE LINE

INTERMEDIATE CLUTCH
Direct clutch fluid is routed to the direct clutch piston to FEED LIMIT FEED LIMIT
apply the direct clutch plates and obtain Fourth gear.
DIRECT CL D432
SECOND CLUTCH
2 3-4 SHIFT ACCUMULATION
2a Direct Clutch Accumulator: 1-2 SIGNAL
Direct clutch fluid is also sent to the direct clutch accumulator 1a
1-2 SIGNAL
assembly. Direct clutch fluid, together with accumulator
LOW AND REV CL

123 REGULATED
123 REGULATED
21 14
23 REGULATED
spring force, moves the direct clutch accumulator piston X-3
SECOND CL
SECOND CL
2-3 SIGNAL
1-2 SIGNAL
against accumulator fluid pressure to cushion the apply of FEED LIMIT
the direct clutch. 8 9
D432
D432
FEED LIMIT
FDL
FDL
MEMORY FEED LIMIT
LINE SAFETY MODE
EX
32 SAFETY MODE
1-2 SHIFT
FORWARD CLUTCH
MEMORY PILOT
3 COAST CLUTCH FEED SOLENOID
FEED LIMIT
N/C
3a 4-5 Shift Solenoid (SS) Valve: THROTTLE SIGNAL
MEMORY
MEMORY
(A) OFF
EX
EX
EX
The 4-5 SS valve is energized, allowing feed limit fluid to FILTERED FEED LIMIT 1-2 SHIFT CONTROL VALVE
EX
LINE
2345
32
D432
EX
enter the 4-5 signal fluid circuit. 4-5 signal fluid overcomes
FEED LIMIT
INTERMEDIATE CLUTCH
PRESSURE
4-5 shift valve spring (373) force and moves the 4-5 shift CONTROL
24 INTERMEDIATE CLUTCH
control valve (375) and the 4-5 shift valve (374) to the SOLENOID
2345
DIRECT CLUTCH
VALVE
COAST CLUTCH
23 REGULATED
LINE
applied position.
EX
EX
10
FEED LIMIT
23 REGULATED
3b 4-5 Shift Valve: 1-2 SIGNAL 1b 2-3 SHIFT
SOLENOID
In first through third gears, the coast clutch has been fed by 2-3 SIGNAL 2-3 SHIFT VALVE CNTRL VALVE
N/C
123 fluid. In fourth gear the 4-5 shift valve (374) is applied CNTRL 3-4 SHIFT
(B) OFF
EX
EX
EX
FILTER
EX
2345
2345
345
29
in preparation for a shift to fifth gear. This causes the coast (312) X-1 EX EX
EX
EX
EX
clutch fluid circuit to be supplied by coast clutch feed fluid, SECOND COAST CLUTCH
DIRECT CLUTCH
345
345
45
123
D432
and 123 fluid to exhaust. 2345
FEED LIMIT
7
FEED LIMIT 345 2345
18
4 TORQUE CONVERTER CLUTCH RELEASED FEED LIMIT OVERDRIVE CL FD 1 4-5 SIGNAL
EX
4-5 SHIFT
4a TCC PWM Solenoid Valve: SOLENOID
Filtered 2345 or reverse fluid is still available at the TCC FEED LIMIT VALVE
26
5a 3b (C)
N/C
ON
EX
EX
PWM solenoid valve. However, depending on the shift
123 BRAKING
123
123
CST CL
EX
45
11
EX
EX
EX
pattern, the TCM keeps the pulse width modulated (PWM) 28 FEED LIMIT
solenoid de-energized blocking filtered 2345 or reverse fluid LINE 5a 3a
TCC REGULATOR VALVE
from entering the TCC signal fluid circuit, thereby keeping LINE SAFETY MODE
EX
the torque converter clutch released. SOLENOID COAST CLUTCH 123
FORWARD CLUTCH

N/C 45
REVERSE
EX
2345 OR REVERSE
REGULATED APPLY
345
REGULATED APPLY
TCC SIGNAL
LINE
D432
2345
FOR A SHIFT TO FIFTH GEAR MANUAL VALVE
345
5a 3-4 Shift Valve:
45
4a
45
EX
REV
LINE
345 fluid is routed through the 3-4 shift valve (345) into the
D432
123
32
45 fluid circuit. D432
P R N D 4 3 2
45 45
123
LINE
5b #3 Ball Check Valve: 123

45 fluid seats the #3 ball check valve and passes through FILTER 345 5b 2345
orifice #27. This orifice helps to control overdrive clutch (308)

25
X-4 #2 #3 27
X-5 #4 16
#7 17
#5 15
#6
apply in fifth gear.
5c 4-5 Shift Valve: 345 2345 OR REVERSE
45
45 fluid is routed to the 4-5 shift valve (374) where it is LINE LINE 123
blocked by the valve in preparation for an upshift to fifth gear. D432 D432
2345 OR REVERSE
Page 98
70B Figure 67 71
OVERDRIVE RANGE – FIFTH GEAR OVERDRIVE RANGE – FIFTH GEAR
(Torque Converter Clutch Released)
1 2 3 8 4 9 10 11 12 13 7 SOLENOID FORWARD OVER- INTERM. INTER- LOW LOW AND SECOND SECOND
POWER FROM DIRECT DIRECT CLUTCH FORWARD OVERDRIVE FORWARD INTERMEDIATE INTERMEDIATE SECOND SECOND REAR 1-2 2-3 4-5 CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH
TORQUE CLUTCH INPUT AND HUB CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH INTERNAL
CONVERTER APPLIED ASSEMBLY (466) APPLIED APPLIED SPRAG (461) APPLIED SPRAG (473) APPLIED SPRAG (547) GEAR OFF OFF OFF APPLIED APPLIED APPLIED APPLIED APPLIED
(1) DRIVING OVERRUNNING INEFFECTIVE OVERRUNNING (560) LD = LOCKED IN DRIVE
DRIVEN
To maximize engine performance and fuel economy, a Fifth
5 gear (Overdrive) is used to achieve an approximate ratio of
FRONT 0.75:1 through the transmission gear set to the vehicle drive
➤
➤
➤ INPUT
SUN GEAR shaft. This allows the vehicle to maintain a given road speed
HELD with less engine output speed.
➤
➤
➤
POWER TO 1 Power from Torque Converter
➤
➤
DIFFERENTIAL
➤ ➤ ➤ ➤
ASSEMBLY
2
Direct Clutch Applied
➤
➤ ➤ The direct clutch, which is located within the reverse clutch
housing assembly (401), is applied and engine torque is
transferred to the direct clutch input and hub assembly (466).
3 Direct Clutch Input and Hub Assembly Driving
The direct clutch input and hub assembly (466) is splined to
6 and drives the input and reaction carrier (553).
INPUT AND
REACTION 4 Overdrive Clutch Applied
CARRIER The overdrive clutch, which is located within the overdrive
(553) clutch housing (493), is applied and holds the overdrive and
DRIVING
reverse clutch hub assembly (470) stationary.
5 Front Input Sun Gear Held
The overdrive and reverse clutch hub assembly (470) is
splined to the front input sun gear and holds it stationary.
6 Input and Reaction Carrier Driving
DIRECT CLUTCH With the front input sun gear held, and the input and reaction
INPUT AND HUB carrier being driven by the direct clutch input and hub
ASSEMBLY assembly (466), the long planetary pinion gears are forced to
(466) walk in the direction of engine rotation around the stationary
FORWARD DRIVING
CLUTCH SPRAG front input sun gear and drive the rear internal gear (560).
ASSEMBLY
FORWARD (461) 7 Rear Internal Gear Driven
CLUTCH OVERRUNNING The input and reaction carrier long pinion gears drive the
APPLIED rear internal gear (560) faster than converter turbine speed
to obtain a 0.75:1 overdrive drive gear ratio through the
transmission gear set.
DIRECT
CLUTCH 8 Forward Clutch Applied
APPLIED The forward clutch is applied and holds the forward clutch
sprag outer race (459).
9 Forward Clutch Sprag Overrunning
The input sun gear shaft assembly is splined to and driven
by the rear input sun gear, causing the forward clutch sprag
(461) to overrun.
INPUT AND
REACTION
10 Intermediate Clutch Applied
SECOND
CLUTCH CARRIER The intermediate clutch is applied and holds the intermediate
SPRAG (553) clutch sprag outer race (474) stationary.
(547) DRIVING
SECOND
11 Intermediate Clutch Sprag Ineffective
OVERRUNNING
CLUTCH With the intermediate clutch sprag outer race (474) and the
INTERMEDIATE APPLIED overdrive and reverse clutch hub assembly (470) both held,
CLUTCH the intermediate clutch sprag (473) has no effect in fifth gear.
OVERDRIVE
APPLIED
CLUTCH 12 Second Clutch Applied
APPLIED The second clutch is applied and holds the second clutch
INTERMEDIATE sprag outer race (545) stationary.
CLUTCH 13 Second Clutch Sprag Overrunning
SPRAG
(473) The power transferred to the front short pinions by the long
INEFFECTIVE planetary pinions drives the reaction internal gear (550)
causing the second clutch sprag (547) to overrun.
REAR
INTERNAL When the throttle is released in Overdrive Range – Fifth Gear,
GEAR the vehicle is allowed to coast brake. Because none of the sprag
FRONT INPUT (560)
SUN GEAR DRIVEN clutches are used in driving the vehicle during acceleration,
HELD there are no elements to overrun to allow the vehicle to coast
freely in Fifth gear. Therefore, engine compression slows the
vehicle when the throttle is released until the transmission
OVERDRIVE AND downshifts into Overdrive Range – Fourth Gear.
REVERSE CLUTCH
HUB ASSEMBLY However, due to the gear ratio in Overdrive, engine compression
(470)
HELD
braking is not as noticeable by the driver as it is in the Manual
gear ranges.
72 Figure 68 72A
SOLENOID FORWARD OVER- INTERM. INTER- LOW LOW AND SECOND SECOND DIRECT FORWARD OVERDRIVE CENTER

1-2 2-3 4-5 CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH AND REVERSE AND COAST AND SUPPORT
SECOND COAST CL
CLUTCH CLUTCH INTERMEDIATE ASSEMBLY
INTERMEDIATE CLUTCH
OFF OFF OFF APPLIED APPLIED APPLIED APPLIED APPLIED
LD = LOCKED IN DRIVE (400—420) (430—451) ASSEMBLY
(480—497)
Overdrive Range – Fifth Gear is used to maximize engine FORWARD CLUTCH
COAST CL
efficiency and fuel economy under most normal driving LUBE
conditions. In order to shift the transmission into Fifth gear, the 1d
TCM receives input signals from both speed sensors, the To REVERSE CLUTCH
REVERSE LOCKOUT
OVERDRIVE CLUTCH
SECOND CLUTCH
sensor and other vehicle sensors to determine the precise moment DIRECT CLUTCH
to de-energize or “turn OFF” the 4-5 shift solenoid (SS) valve. AIR
DIRECT
AIR AIR
OVERDRIVE INTERMEDIATE SECOND
BLEED ACCUMULATOR BLEED BLEED 3a ACCUMULATOR ACCUMULATOR ACCUMULATOR
1 OVERDRIVE CLUTCH APPLIED (203) EX (203) (203) #12 EX EX EX
1a 4-5 Shift Solenoid (SS) Valve: ACCUM

The 4-5 SS valve is de-energized, blocking feed limit fluid 1c
from entering the 4-5 signal fluid circuit. 4-5 signal fluid
DIRECT CLUTCH
2
pressure exhausts through the 4-5 SS valve and 4-5 shift
ACCUMULATOR
ACCUMULATOR
ACCUMULATOR
valve spring (373) force moves the 4-5 shift valve (374) and
LINE
the 4-5 shift control valve (375) to the released position.
FORWARD CLUTCH
SECOND CL
OVERDRIVE CL FD 2
INTERMEDIATE CL
DIRECT CL
COAST CLUTCH
1b 4-5 Shift Valve:
45 fluid is routed through the 4-5 shift valve and enters the 4 5 2a 3
overdrive clutch feed 2 fluid circuit through orifice #28.

LINE LINE
1c #12 Ball Check Valve: INTERMEDIATE CLUTCH
Overdrive clutch feed 2 fluid seats the #12 ball check valve FEED LIMIT FEED LIMIT
against the overdrive clutch feed 1 passage and enters the D432
LINE
overdrive clutch fluid circuit. SECOND CLUTCH
DIRECT CLUTCH 21
1d Overdrive Clutch:
LOW AND REVERSE CL

14
Overdrive clutch fluid is then directed to the overdrive
SECOND CLUTCH
SECOND CLUTCH
X-3
123 REGULATED
123 REGULATED
23 REGULATED
clutch piston to apply the overdrive clutch plates and achieve FEED LIMIT
2-3 SIGNAL
Fifth gear. 1-2 SIGNAL
FEED LIMIT
8 9
D432
D432
FDL
FDL
MEMORY FEED LIMIT
2 4-5 SHIFT ACCUMULATION
LINE SAFETY MODE
EX
32 SAFETY MODE
1-2 SHIFT
FORWARD CLUTCH
MEMORY PILOT
SOLENOID
2a Overdrive Clutch Accumulator: FILTER 1-2 SHIFT VALVE VALVE
FEED LIMIT
(312) N/C
Overdrive clutch fluid is also sent to the overdrive clutch THROTTLE SIGNAL
MEMORY
MEMORY
(A) OFF
EX
EX
EX
accumulator assembly. Overdrive clutch fluid, together with FILTERED FEED LIMIT 1-2 SHIFT CONTROL VALVE
EX
LINE
2345
32
D432
EX
accumulator spring force, moves the overdrive clutch
FEED LIMIT
INTERMEDIATE CLUTCH

PRESSURE
accumulator piston against accumulator fluid pressure to INTERMEDIATE CLUTCH
2345
CONTROL SAFETY MODE 23 REGULATED
cushion the apply of the overdrive clutch. SOLENOID 24
2-3 SIGNAL
DIRECT CLUTCH
VALVE
COAST CLUTCH
LINE
EX
EX
10
FEED LIMIT
3 COAST CLUTCH RELEASES 1-2 SIGNAL 2-3 SHIFT
SOLENOID
3a Coast Clutch: 2-3 SIGNAL 2-3 SHIFT VALVE CNTRL VALVE
N/C
When the 4-5 shift valve is shifted to the released position, CNTRL 3-4 SHIFT
(B) OFF
EX
EX
EX
EX
coast clutch feed fluid is blocked and coast clutch fluid
2345
2345
345
29
X-1 EX EX
EX
EX
EX
exhausts through the valve allowing the coast clutch to release. 7 SECOND COAST CLUTCH
DIRECT CLUTCH
345
345
45
123
D432
FEED LIMIT OVERDRIVE CLUTCH FEED 1
2345
3b 4-5 Shift Valve:
FEED LIMIT
FEED LIMIT
2345
EX
Coast clutch fluid passes through the 4-5 shift valve and into 345
18 23 REGULATED
the 123 circuit and on to the 3-4 shift valve where it exhausts. 4-5 SIGNAL
4-5 SHIFT
1a
FEED LIMIT VALVE 3b 4-5 SHIFT VLV CNTRL
SOLENOID
VALVE
4 TORQUE CONVERTER CLUTCH RELEASED 26 N/C
EX
EX
EX
(C) OFF
EX
EX
123
123
EX
COAST CL
4a TCC PWM Solenoid Valve:
45
TCC REGULATOR VALVE
LINE 1b 28 FEED LIMIT
11
Filtered 2345 or reverse fluid is still available at the TCC
EX
LINE SAFETY MODE
TCC PWM OVERDRIVE CL FD 2
PWM solenoid valve. However, depending on the shift SOLENOID
123 BRAKING
123
pattern, the TCM keeps the pulse width modulated (PWM) VALVE
123
N/C
solenoid de-energized blocking filtered 2345 or reverse fluid COAST CLUTCH FEED
FORWARD CLUTCH
EX
2345 OR REVERSE
REGULATED APPLY
45
REGULATED APPLY
TCC SIGNAL
from entering the TCC signal fluid circuit, thereby keeping REVERSE
the torque converter clutch released.
345
LINE
D432
2345
4a MANUAL VALVE
345
45
45
EX
REV
LINE
D432
123
32
FILTER
(308) P R N D 4 3 2
D432 45 45
123
LINE
123
345 2345
25
X-4 #2 #3 27
X-5 #4 16
#7 17
#5 15
#6
345
45
LINE LINE 123
D432 D432
2345 OR REVERSE 2345 OR REVERSE
Page 100
72B Figure 69 73
(Torque Converter Clutch from Released to Applied)
(Torque Converter Clutch from Released to Applied)
When the Transmission Control Module (TCM) determines that
the engine and transmission are operating properly to engage
EX
➤
TCC PWM
PERCENT DUTY CYCLE

100% SOLENOID the Torque Converter Clutch (TCC), the TCM energizes the
TORQUE VALVE
CONVERTER 75 STAGE N/C
TCC PWM solenoid valve. The following events occur in order
1 to apply the torque converter clutch:
ASSEMBLY
EX
TCC
REGULATED APPLY
REGULATED APPLY
TCC SIGNAL
50
2345 OR REVERSE
(1) APPLY
FLUID
25 PRESSURE
TCC OFF At this time the Torque Converter Clutch is
CONTROL
A ➤
TIME VALVE considered to be disengaged (OFF).
S
TO COOLER
0 ➤
TCC APPLY AND RELEASE

TCM decision to apply TCC (see page 50, in the Electrical
RELEASE
Components section, for more information).
APPLY
CONVERTER FEED
6
APPLY
CONVERTER FDL
RELEASE
Stage 1 The TCM pulses the TCC PWM solenoid valve to
CONV FD
REGULATED APPLY
approximately 15% duty cycle from point S to point A. 2345
or Reverse fluid at the TCC PWM solenoid valve is “pulsed”
TCC SIGNAL
into the TCC Signal fluid circuit. The TCC Signal fluid
APPLY pressure at point A is strong enough to move the TCC Control,
EX and TCC Enable valves against spring force. The TCC
TCC
ENABLE Control valve moves and allows Release fluid to begin to
STAGE 1 VALVE
REG APPLY
exhaust from the torque converter and enter the Converter
(S - A) RELEASE EX FDL fluid circuit. The TCC Enable valve moves and allows
Release/Converter FDL fluid to exhaust into the sump. This
stage is designed to move the TCC Control and TCC Enable
TCC REGULATOR VALVE LINE valves from the released position toward the applied position;
EX
➤
TCC PWM there is not enough pressure to apply the TCC.
PERCENT DUTY CYCLE

100% STAGE SOLENOID
TORQUE 2 B VALVE
CONVERTER 75
➤
N/C
ASSEMBLY
EX
REGULATED APPLY
REGULATED APPLY
TCC SIGNAL
50 TCC
2345 OR REVERSE
(1) APPLY
TCC
25 FLUID
PRESSURE CONTROL Stage 2 The TCC PWM solenoid valve duty cycle is ramped
A
S TIME VALVE up from point A to point B. TCC Signal fluid pressure is
TO COOLER
0 ➤
TCC APPLY AND RELEASE now strong enough to move the TCC Regulator valve against
RELEASE
spring force. Line pressure from the pump enters the
Regulated Apply circuit at the TCC Regulator valve.
APPLY
CONVERTER FEED
6
Regulated Apply fluid is routed through the TCC Enable
APPLY
valve and through the TCC Control valve into the Apply
CONVERTER FDL
RELEASE
circuit. The pressure value in the Regulated Apply circuit is
CONV FD
REGULATED APPLY
precisely controlled to maintain a small amount of slippage
(20 to 80 RPM) between the engine and the turbine, reducing
TCC SIGNAL
driveline torsional disturbances.
APPLY
EX
TCC
STAGE 2 ENABLE REG APPLY
VALVE
(A - B) RELEASE EX
Stage 3 Now the Regulated Apply pressure is increased.
This is caused by the TCC PWM solenoid valve duty cycle
being increased from point B to point C, to maximum duty
TCC REGULATOR VALVE LINE cycle. This extra pressure ensures that the apply force on the
EX
➤
STAGE TCC PWM

C TCC pressure plate is not at the slip threshold, but in the
PERCENT DUTY CYCLE
100% 3 ➤
SOLENOID
TORQUE B VALVE condition of full lock up.
CONVERTER 75 N/C
ASSEMBLY
EX
REGULATED APPLY
REGULATED APPLY
TCC SIGNAL
50 TCC
2345 OR REVERSE
(1) APPLY
FLUID TCC
25 CONTROL
A PRESSURE
S TIME VALVE
TO COOLER
0 ➤

RELEASE
APPLY
CONVERTER FEED
6
APPLY
CONVERTER FDL
RELEASE
CONV FD
REGULATED APPLY
TCC SIGNAL
APPLY
EX
TCC
VALVE
(B - C) RELEASE EX
Page 102
74 Figure 70 74A
(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 REGULATOR VALVE LINE
torque converter cover. Since it is splined to the converter
EX
➤
C D STAGE TCC PWM
PERCENT DUTY CYCLE

100%
turbine hub, it provides a mechanical coupling (direct drive) of B 4 SOLENOID
TORQUE ➤ VALVE
the engine to the transmission gear sets. This mechanical CONVERTER 75 N/C
coupling eliminates the small amount of slippage that occurs in E
ASSEMBLY
EX
REGULATED APPLY
REGULATED APPLY
TCC SIGNAL
the fluid coupling of a torque converter, resulting in a more 50 TCC
2345 OR REVERSE
(1) APPLY
efficient transfer of engine torque through the transmission and 25 FLUID TCC
PRESSURE CONTROL
to the drive wheels. A
TIME VALVE
S
TO COOLER
0 ➤

ON At this time the Torque Converter Clutch is
RELEASE
considered to be engaged (ON).
APPLY
CONVERTER FEED
6
TCM decision to release TCC (see page 50, in the Electrical APPLY
CONVERTER FDL
RELEASE
Components section, for more information).
CONV FD
REGULATED APPLY
TCC SIGNAL
Stage 4 During this stage, the apply pressure from the TCC
Regulator valve is decreased by the TCC PWM solenoid APPLY
valve duty cycle dropping from point D to point E. Spring EX
TCC
force pushes the valve back and reduces the Regulated Apply ENABLE
pressure. This reduces the apply force on the TCC pressure STAGE 4 VALVE
REG APPLY
plate to the slip threshold. This gets the TCC pressure plate (D - E) RELEASE EX
ready for a smooth release.
EX
➤
C D TCC PWM
PERCENT DUTY CYCLE

100% SOLENOID
B
TORQUE VALVE
Stage 5 The TCC PWM solenoid valve duty cycle is ramped CONVERTER 75
STAGE
N/C
E
ASSEMBLY
EX
down from point E to point F through this stage. This action 5
REGULATED APPLY
REGULATED APPLY
TCC SIGNAL
50 TCC
2345 OR REVERSE
allows the Regulated Apply pressure to start at the slip (1) APPLY
➤
TCC
threshold, and decrease to near “0” pressure over a very short 25 FLUID
PRESSURE F CONTROL
A
time to point F. The Regulated Apply pressure value from S TIME VALVE
TO COOLER
0 ➤
the TCC Regulator valve at this duty cycle (point F) should TCC APPLY AND RELEASE
fully release the TCC pressure plate. Slip speed should be at RELEASE
the maximum value.
APPLY
CONVERTER FEED
6
APPLY
CONVERTER FDL
RELEASE
CONV FD
REGULATED APPLY
Stage 6 The TCM pulses the TCC PWM solenoid valve to
TCC SIGNAL
a value of “0”. Now the TCC Control and TCC Enable
valves return to their released positions (away from the spring). APPLY
Release fluid is now directed back to the torque converter. EX
TCC
This stage is designed to move the TCC Control and TCC STAGE 5 ENABLE REG APPLY
Enable valves to the released position. VALVE
(E - F) RELEASE EX
OFF At this time the Torque Converter Clutch is

considered to be disengaged (OFF). TCC REGULATOR VALVE LINE
EX
➤
C D TCC PWM
PERCENT DUTY CYCLE

100% SOLENOID
B
TORQUE VALVE
(Some TCM calibrations may allow stages 4 - 6 to happen very CONVERTER 75 N/C
E
ASSEMBLY
EX
rapidly in almost a straight line down from point D to point G.)
REGULATED APPLY
REGULATED APPLY
TCC SIGNAL
50 TCC STAGE
2345 OR REVERSE
(1) APPLY 6
FLUID TCC
25 F CONTROL
A PRESSURE ➤
S G TIME VALVE
TO COOLER
0 ➤

RELEASE
APPLY
CONVERTER FEED
6
APPLY
CONVERTER FDL
RELEASE
CONV FD
REGULATED APPLY
TCC SIGNAL
APPLY
EX
TCC
VALVE
(F - G) RELEASE EX
Page 102
74B Figure 71 75
MANUAL FOURTH – FOURTH GEAR MANUAL FOURTH – FOURTH GEAR
(from Overdrive Range – Fifth Gear)
5 4 2a 2 3
POWER TO DIRECT COAST FORWARD FORWARD INTERMEDIATE INTERMEDIATE DIRECT CLUTCH SECOND SECOND REAR DIRECT REVERSE COAST FORWARD SPRAG DRIVE SPRAG MEDIATE SPRAG REVERSE SECOND SPRAG COAST
TORQUE CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH INPUT AND HUB CLUTCH CLUTCH INTERNAL 1-2 2-3 4-5 CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH
CONVERTER APPLIED APPLIED APPLIED SPRAG (461) SPRAG APPLIED ASSEMBLY APPLIED SPRAG GEAR OFF OFF ON APPLIED APPLIED APPLIED LD APPLIED APPLIED
(1) INEFFECTIVE (473) (466) (547) (560)
FOR ENGINE OVERRUNNING DRIVING OVERRUNNING DRIVEN LD = LOCKED IN DRIVE
BRAKING
Manual Fourth – Fourth Gear (4) is available to the driver when
INPUT AND
REACTION vehicle operating conditions make it desirable to use only four
CARRIER gear ratios. These conditions include city driving [where speeds
➤
➤ ➤ ➤ (553)
DRIVING
are generally below 72 km/h (45 mph)], towing a trailer, or
➤➤
➤
driving in hilly terrain. Manual Fourth also provides for engine
➤
1 compression braking when descending slight grades and can be
➤➤
➤
POWER FROM used to retain Fourth gear when ascending slight grades for
➤
➤
➤ DIFFERENTIAL
ASSEMBLY additional engine performance. Manual Fourth is also referred
➤
to as Drive Range because it has a 1:1 direct drive gear ratio
➤
➤
➤ ➤ ➤ available through the transmission gear set.
➤ ➤ ➤ ➤ ➤ In Manual Fourth, the transmission can upshift and downshift

between First, Second, Third and Fourth gears in the same
manner as Overdrive Range. However, the transmission is
prevented from shifting into Fifth gear while operating in this
gear selector position. If the transmission is in Overdrive Range
REAR
INPUT
– Fifth Gear when Manual Fourth is selected, the transmission
SUN will not shift into Fourth gear until vehicle speed is low enough
GEAR not to overrev the engine (calibratable in the TCM).
DRIVING
Note: Transfer of engine torque during acceleration is identical
to Overdrive Range – Fourth Gear (refer to page 70A). The
power flow in Figure 72 and the following text describes
conditions during deceleration (zero or minimum throttle
conditions) and how engine compression braking is achieved.
DIRECT CLUTCH
INPUT AND HUB
Vehicle speed provides the torque input to the transmission
ASSEMBLY through the drive shaft and transmission output shaft assembly
FORWARD (466) (562). This is shown by the direction of the power flow arrows
CLUTCH DRIVING
in the drawing at the top of Figure 72. Notice that this flow is
SPRAG
FORWARD (461) identical to Overdrive Range – Fourth Gear except that the
CLUTCH INEFFECTIVE arrows are in the opposite direction.
COAST
APPLIED
CLUTCH
APPLIED
1 Power From the Differential Assembly
DIRECT Power flow is transferred back through the transmission
CLUTCH from the output shaft to the input shaft forward and coast
APPLIED clutch housing assembly (433). Each of the component’s
function and rotation direction is the same as during
acceleration (compare Figures 66 and 72).
INPUT AND forward and coast clutch housing assembly (433), is applied
REACTION and holds the forward clutch sprag outer race (459). The
CARRIER coast clutch is also located in the input shaft forward and
SECOND (553)
CLUTCH DRIVING coast clutch housing assembly (433) and is also applied.
SPRAG
(547) 3 Forward Clutch Sprag Ineffective
SECOND OVERRUNNING
With the forward and coast clutches both applied, the forward
CLUTCH
APPLIED
clutch sprag (461) has no effect in Manual Fourth.
INTERMEDIATE 4 Direct Clutch Applied
CLUTCH
APPLIED The direct clutch is applied and input torque from the input
INTERMEDIATE and reaction carrier (553) is transferred through the direct
CLUTCH clutch input and hub assembly (466) to the reverse clutch
SPRAG
(473) housing assembly (401).
OVERRUNNING
REAR 5 Engine Compression Braking
INTERNAL The reverse clutch housing assembly (401) is splined to the
GEAR input shaft forward and coast clutch housing assembly (433),
REAR (560)
INPUT
creating a mechanical link between the output shaft and
DRIVEN
SUN torque converter turbine. This creates a 1:1 direct drive gear
GEAR ratio and allows engine compression to slow the vehicle
DRIVING when the throttle is released.
In Manual Fourth range, First, Second and Third gears operate
the same as in Overdrive Range.
76 Figure 72 76A
MANUAL FOURTH – FOURTH GEAR MANUAL FOURTH – FOURTH GEAR

SECOND COAST CL
INTERMEDIATE CLUTCH
(480—497)
Manual Fourth – Fourth Gear (Drive Range) may be selected at FORWARD CLUTCH
COAST CL
any time while the vehicle is being operated in a forward gear LUBE
range. However, TCM control prevents the transmission from 1d
shifting into Fifth gear. When the gear selector lever is moved REVERSE CLUTCH
REVERSE LOCKOUT
OVERDRIVE CLUTCH
SECOND CLUTCH
to Drive Range (4) from Overdrive Range D , the manual valve DIRECT CLUTCH
also moves. Changes to the hydraulic and electrical systems are AIR CLUTCH AIR AIR CLUTCH CLUTCH CLUTCH
as follows: BLEED ACCUMULATOR BLEED BLEED 3b ACCUMULATOR ACCUMULATOR ACCUMULATOR
(203) EX (203) (203) #12 EX EX EX
1 OVERDRIVE CLUTCH RELEASES ACCUM

1a Manual Valve: 1e
The manual valve moves only to activate the transmission 2
DIRECT CLUTCH
manual shift shaft switch assembly. The transmission manual
ACCUMULATOR
ACCUMULATOR
ACCUMULATOR
FORWARD CLUTCH
LINE
shift shaft switch assembly signals the TCM that the
COAST CLUTCH
OVERDR CL FD 2
SECOND CL
INTERMED CL
DIRECT CL
transmission is in Manual Fourth Range. There is no
hydraulic difference between Overdrive Range and Manual
Fourth Range at the manual valve. 4 5
2a 3
1b 4-5 Shift Solenoid (SS) Valve: LINE LINE

INTERMEDIATE CLUTCH
The 4-5 SS valve is energized, allowing feed limit fluid to FEED LIMIT FEED LIMIT
DIRECT CL D432
4-5 shift valve spring (373) force and moves the 4-5 shift SECOND CLUTCH
control valve (375) and the 4-5 shift valve (374) to the
applied position.
1-2 SIGNAL
1c 4-5 Shift Valve:
LOW AND REV CL

4-5 fluid is blocked at the 4-5 shift valve (374) allowing
123 REGULATED
123 REGULATED
21 14
23 REGULATED
overdrive clutch feed 2 fluid to exhaust. X-3
SECOND CL
SECOND CL
2-3 SIGNAL
FEED LIMIT
8
1d Overdrive Clutch Assembly: 9
D432
D432
FEED LIMIT
FDL
FDL
MEMORY FEED LIMIT
LINE SAFETY MODE

Overdrive clutch fluid exhausts from the overdrive clutch
EX
32 SAFETY MODE
1-2 SHIFT
FORWARD CLUTCH
MEMORY PILOT
piston, allowing the overdrive clutch plates to disengage. 1-2 SHIFT VALVE
SOLENOID
VALVE
FEED LIMIT
N/C
THROTTLE SIGNAL
MEMORY
MEMORY
(A)
1e #12 Ball Check Valve: OFF
EX
EX
EX
EX
LINE
Overdrive clutch fluid seats the #12 ball check valve 2345
32
D432
EX
FEED LIMIT
against the overdrive clutch feed 1 passage and enters the INTERMEDIATE CLUTCH

24
overdrive clutch feed 2 fluid circuit where it exhausts at CONTROL
SOLENOID
2345
the 4-5 shift valve.
DIRECT CLUTCH
VALVE
COAST CLUTCH
23 REGULATED
LINE
EX
EX
10
FEED LIMIT
23 REGULATED
2 SHIFT ACCUMULATION 1-2 SIGNAL 2-3 SHIFT
SOLENOID
2a Overdrive Clutch Accumulator: N/C
(B) OFF
Overdrive clutch fluid also exhausts from the overdrive clutch CNTRL 3-4 SHIFT
EX
EX
EX
FILTER
EX
2345
2345
345
29
accumulator assembly. Accumulator fluid moves the (312) X-1 EX EX
EX
EX
EX
SECOND COAST CLUTCH
overdrive clutch accumulator piston against accumulator
DIRECT CLUTCH
345
345
45
123
D432
spring force in preparation for another application of the 2345
FEED LIMIT
7
FEED LIMIT 345 2345
overdrive clutch. FEED LIMIT
18
OVERDRIVE CL FD 1 4-5 SIGNAL
EX
3 COAST CLUTCH APPLIES
3a 4-5 SHIFT
SOLENOID
26 N/C
3a 4-5 Shift Valve: FEED LIMIT VALVE (C) ON
EX
EX
123 BRAKING
123
123
Coast clutch feed fluid passes through the 4-5 shift valve
CST CL
EX
45
11
EX
EX
EX
1c 28 FEED LIMIT
REGULATED APPLY (from TCC Enable Valve
(374) and into the coast clutch circuit. LINE 1b

TCC REGULATOR VALVE
3b Coast Clutch: LINE SAFETY MODE
EX
TCC PWM OVERDRIVE CL FD 2
Coast clutch fluid is routed to the coast clutch piston to SOLENOID COAST CLUTCH
FORWARD CLUTCH
VALVE
apply the coast clutch plates. N/C
COAST CLUTCH FEED
REVERSE 45
EX
2345 OR REVERSE
REGULATED APPLY
345
REGULATED APPLY
TCC SIGNAL
LINE
D432
2345
In Manual Fourth – Fourth Gear, the TCC will not release if MANUAL VALVE
Manual Fourth was selected while the vehicle was operating in
345
45
45
EX
REV
LINE
Overdrive Range – Fifth Gear with the TCC applied. Under
D432
32
normal operating conditions, the converter clutch operates the 1a
P R N D 4 3 2
same way in Manual Fourth – Fourth Gear as in Overdrive
D432
45 45
LINE
Range – Fourth Gear. Refer to pages 74A and 74B for FILTER 345 2345
descriptions of TCC release and apply. (308)
25
X-4 #2 #3 27
X-5 #7 17
#5 15
#6
345 2345 OR REVERSE

45
LINE LINE
D432 D432
2345 OR REVERSE
LINE (from Pump)
Page 104
76B Figure 73 77
MANUAL THIRD – THIRD GEAR MANUAL THIRD – THIRD GEAR
(from Manual Fourth – Fourth Gear)
5 4a 4 2 3 SOLENOID FORWARD OVER- INTERM. INTER- LOW LOW AND SECOND SECOND
POWER TO COAST FORWARD FORWARD OVERDRIVE INTERMEDIATE INTERMEDIATE SECOND SECOND FRONT REAR INPUT AND DIRECT REVERSE COAST FORWARD SPRAG DRIVE SPRAG MEDIATE SPRAG REVERSE SECOND SPRAG COAST
TORQUE CLUTCH CLUTCH CLUTCH SPRAG CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH INPUT INTERNAL REACTION 1-2 2-3 4-5 CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH
CONVERTER APPLIED APPLIED (461) APPLIED SPRAG APPLIED APPLIED SPRAG SUN GEAR CARRIER ON OFF ON APPLIED APPLIED LD APPLIED LD APPLIED APPLIED
(1) INEFFECTIVE (473) (547) GEAR (560) (553)
FOR ENGINE INEFFECTIVE OVERRUNNING HELD DRIVEN DRIVEN LD = LOCKED IN DRIVE
BRAKING
Manual Third – Third Gear (3) is available to the driver when
LONG vehicle operating conditions make it desirable to use only three
PINION gear ratios. These conditions include descending a steep grade
GEAR
when engine compression braking is needed, or to retain third gear
➤ ➤
DRIVING
➤
when ascending a steep grade for additional engine performance.
➤
1
➤➤
POWER FROM In Manual Third, the transmission can upshift and downshift
➤
DIFFERENTIAL between First, Second and Third gears in the same manner as
ASSEMBLY
Overdrive Range but is prevented from shifting into Fourth or
➤
➤
➤
Fifth gear while operating in this gear selector position. If the
transmission is in Fourth or Fifth Gear when Manual Third is
➤ ➤ ➤ ➤ ➤ selected, the transmission will not shift into Third gear until
vehicle speed is low enough not to overrev the engine
(calibratable in the TCM).
Note: Transfer of engine torque during acceleration is identical
REAR to Overdrive Range – Third Gear (refer to page 68A) to obtain
INPUT
SUN GEAR an approximate gear ratio reduction of 1.60:1 through the
DRIVING transmission gear set. The power flow in Figure 74 and the
following text describes conditions during deceleration (zero or
REAR SHORT minimum throttle conditions) and how engine compression
PINION braking is achieved.
GEAR
DRIVING Vehicle speed provides the torque input to the transmission
through the drive shaft and transmission output shaft assembly
INTERMEDIATE (562). This is shown by the direction of the power flow arrows
CLUTCH SPRAG
(473) in the drawing at the top of Figure 74. Notice that this flow is
INEFFECTIVE identical to Overdrive Range – Third Gear except that the arrows
FORWARD are in the opposite direction.
CLUTCH
FORWARD SPRAG 1 Power From the Differential Assembly
COAST CLUTCH (461) Power flow is transferred back through the transmission
REVERSE CLUTCH APPLIED INEFFECTIVE
from the output shaft to the input shaft forward and coast
CLUTCH APPLIED
HOUSING clutch housing assembly (433). Each of the component’s
ASSEMBLY function and rotation direction is the same as during
(401) acceleration (compare Figures 64 and 74).
2 Overdrive Clutch Applied
The overdrive clutch, which is located within the overdrive
clutch housing (493), is applied and holds the overdrive and
reverse clutch hub assembly (470) stationary.
3 Front Input Sun Gear Held
The overdrive and reverse clutch hub assembly (470) is
splined to the front input sun gear and holds it stationary.
FRONT INPUT The forward clutch, which is located within the input shaft
SECOND SUN GEAR forward and coast clutch housing assembly (433), is applied
HELD
CLUTCH and holds the forward clutch sprag outer race (459). The
SPRAG REAR coast clutch is also located in the input shaft forward and
SECOND (547) SHORT
OVERDRIVE CLUTCH OVERRUNNING PINION coast clutch housing assembly (433) and is also applied. Input
CLUTCH APPLIED GEAR torque from the rear input sun gear of the input and reaction
APPLIED DRIVING carrier (553) is transferred through the coast clutch to the
INTERMEDIATE input shaft forward and coast clutch housing assembly (433).
CLUTCH
APPLIED 5 Engine Compression Braking
With the overdrive clutch applied, power flow is
mechanically connected between the output shaft and torque
converter turbine. This allows engine compression to slow
REAR
LONG INTERNAL the vehicle when the throttle is released.
PINION GEAR
REAR INPUT
GEAR (560) In Manual Third range, First and Second gears operate the same
DRIVING DRIVEN
INPUT AND SUN GEAR as in Overdrive Range.
REACTION DRIVING
CARRIER
(553)
DRIVEN
78 Figure 74 78A
MANUAL THIRD – THIRD GEAR MANUAL THIRD – THIRD GEAR

SECOND COAST CL
INTERMEDIATE CLUTCH
ON OFF ON APPLIED APPLIED LD APPLIED LD APPLIED APPLIED
(480—497)
Manual Third – Third Gear may be selected at any time while the FORWARD CLUTCH
COAST CL
vehicle is being operated in a forward gear range. However, TCM 2a LUBE
control prevents the transmission from shifting above Third gear. 1k
When the gear selector lever is moved to Manual Third range (3) REVERSE CLUTCH
REVERSE LOCKOUT
OVERDRIVE CLUTCH
SECOND CLUTCH
from Manual Fourth – Fourth Gear, the manual valve also moves. DIRECT CLUTCH
Changes to the hydraulic and electrical systems are as follows: AIR CLUTCH AIR AIR CLUTCH CLUTCH CLUTCH
BLEED ACCUMULATOR BLEED BLEED ACCUMULATOR ACCUMULATOR ACCUMULATOR
1 OVERDRIVE CLUTCH APPLIES (203) EX (203) (203) #12 EX EX EX
1a Manual Valve:
ACCUM
Line pressure enters the 32 fluid circuit at the manual valve.

32 fluid is routed to the safety mode valve. 1j
2
DIRECT CLUTCH
ACCUMULATOR
ACCUMULATOR
ACCUMULATOR
LINE
FORWARD CLUTCH
enter the 1-2 signal fluid circuit. 1-2 signal fluid is routed to
OVERDRIVE CL FD 2
SECOND CLUTCH
INTERMEDIATE CL
DIRECT CL
COAST CLUTCH
the safety mode valve and to the 3-4 shift valve.
1c 3-4 Shift Valve:
1-2 signal fluid overcomes 3-4 shift valve spring force and 4 3a 5 3
moves the 3-4 shift valve to the applied position. This LINE LINE
allows D432 fluid to enter the 123 fluid circuit, and allows INTERMEDIATE CLUTCH
direct clutch and 45 fluids to exhaust. FEED LIMIT FEED LIMIT
1d #4 Ball Check Valve: DIRECT CL D432

SECOND CLUTCH
123 fluid seats the #4 ball check valve and passes through 1-2 SIGNAL
orifice #16 on the way to the 4-5 shift valve.
20
1-2 SIGNAL
1e 4-5 Shift Valve: 1g 1b
LOW AND REV CL

123 fluid passes through the 4-5 shift valve (333) into the
123 REGULATED
21 14
123 braking fluid circuit. X-3
SECOND CL
SECOND CL
2-3 SIGNAL
1-2 SIGNAL
FEED LIMIT
123 REG
23 REGULATED
23 REG
1f Low Pressure Control Valve:
FEED LIMIT
8 9
D432
D432
FDL
FDL
MEMORY FEED LIMIT
123 braking fluid is regulated into the 123 regulated fluid
LINE SAFETY MODE
EX
32 SAFETY MODE
1-2 SHIFT
FORWARD CLUTCH
MEMORY PILOT
circuit through the low pressure control valve (383). SOLENOID
FEED LIMIT
N/C
1g 1-2 shift Valve: THROTTLE SIGNAL
MEMORY
MEMORY
(A) ON
EX
EX
EX
123 regulated fluid passes through the 1-2 shift valve into FILTERED FEED LIMIT 1-2 SHIFT CONTROL VALVE
EX
LINE
2345
32
D432
EX
the 23 regulated fluid circuit.
FEED LIMIT
INTERMEDIATE CLUTCH

PRESSURE
1h INTERMEDIATE CLUTCH
2345
1h #9 and #11 Ball Check Valves: CONTROL SAFETY MODE
24

23
SOLENOID #11
32
23 regulated fluid seats the #9 and the #11 ball check valves 1i 2-3 SIGNAL
DIRECT CLUTCH
VALVE
COAST CLUTCH
23 REGULATED
LINE
EX
EX
10
and is forced through orifices #22 and #23. FEED LIMIT
2b 23 REGULATED
1i 2-3 Shift Valve: 1-2 SIGNAL 2-3 SHIFT
SOLENOID
123 REGULATED
23 regulated fluid passes through the 2-3 shift valve into the 2-3 SIGNAL 2-3 SHIFT VALVE CNTRL VALVE
N/C
overdrive clutch feed 1 fluid circuit. CNTRL 3-4 SHIFT 22
(B) OFF
EX
EX
EX
FILTER #9
EX
2345
2345
345
29
1j #12 Ball Check Valve: (312) X-1 EX EX
EX
EX
EX
SECOND COAST CLUTCH
Overdrive clutch feed 1 fluid seats the #12 ball check valve
DIRECT CLUTCH
345
345
45
123
D432
2345
against the overdrive clutch feed 2 passage and enters the
FEED LIMIT
7
FEED LIMIT 345 2345
overdrive clutch fluid circuit. FEED LIMIT 1c
18
EX
1k Overdrive Clutch: 19 4-5 SHIFT
SOLENOID
Overdrive clutch fluid is then directed to the overdrive clutch 4-5 SHIFT VLV CNTRL VALVE
26 N/C
piston to apply the overdrive clutch plates. FEED LIMIT VALVE LOW PRESSURE (C) ON
EX
EX
123 BRK
123
123
CST CL
EX
45
2 DIRECT CLUTCH RELEASES EX
11
EX
EX
EX
28 FEED LIMIT
2a Direct Clutch: LINE 1e
TCC REGULATOR VALVE 1f
Direct clutch fluid is exhausts from the direct clutch piston 123 BRAKING LINE SAFETY MODE
EX
to release the direct clutch plates. SOLENOID COAST CLUTCH 123
FORWARD CLUTCH

2b 3-4 Shift Valve: N/C
REVERSE 45
Direct clutch fluid flows through orifice #26 to the 3-4 shift
EX
2345 OR REVERSE
REGULATED APPLY
345
REGULATED APPLY
TCC SIGNAL
LINE
1a
D432
2345
valve where it exhausts. MANUAL VALVE
345
32
45
3 SHIFT ACCUMULATION
45
EX
REV
LINE
1d
D432
123
32
3a Direct Clutch Accumulator: FILTER
(308) P R N D 4 3 2
Direct clutch fluid also exhausts from the direct clutch
D432
45 45
123
LINE
accumulator assembly. Accumulator fluid moves the direct 123

345 2345
clutch accumulator piston against accumulator spring force
in preparation for another application of the direct clutch. 25
X-4 #2 #3 27
X-5 #4 16
#7 17
#5 15
#6
In Manual Third – Third Gear, the TCC will not release if Manual
345 2345 OR REVERSE
Third was selected while the vehicle was operating in Overdrive 45
Range – Fifth Gear with the TCC applied. Under normal operating LINE LINE 123
D432 D432
conditions, the converter clutch operates the same way in Manual 2345 OR REVERSE 32
Third – Third Gear as in Overdrive Range – Third Gear. Refer to LINE (from Pump) 123
pages 74A and 74B for descriptions of TCC release and apply. FORWARD CLUTCH FORWARD CLUTCH

78B Page 106 Figure 75 79
MANUAL SECOND – SECOND GEAR MANUAL SECOND – SECOND GEAR
(from Manual Third – Third Gear) (from Manual Third – Third Gear)
5 4a 4 2 3
POWER TO COAST FORWARD FORWARD SECOND SECOND SECOND REACTION INPUT AND REAR LONG DIRECT REVERSE COAST FORWARD SPRAG DRIVE SPRAG MEDIATE SPRAG REVERSE SECOND SPRAG COAST
TORQUE CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH COAST INTERNAL REACTION INTERNAL PINION GEAR 1-2 2-3 4-5 CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH
CONVERTER APPLIED APPLIED SPRAG SPRAG APPLIED CLUTCH GEAR CARRIER GEAR DRIVING ON ON ON APPLIED APPLIED LD APPLIED LD APPLIED
(1) (461) (547) APPLIED (550) (553) (560)
FOR ENGINE INEFFECTIVE INEFFECTIVE HELD DRIVEN DRIVEN LD = LOCKED IN DRIVE
BRAKING
Manual Second (2) gear range is available to the driver when
REAR INPUT
SUN GEAR vehicle operating conditions require maximum engine
DRIVING compression braking for slowing the vehicle, or maximum engine
torque transfer to the wheels. These conditions include
➤ ➤ ➤
descending a steep grade when maximum engine compression
➤ 1
braking is needed, to retain second gear when ascending a steep
➤➤
➤
➤
POWER FROM
DIFFERENTIAL grade, or pulling a heavy load for maximum engine power.
➤
ASSEMBLY
In Manual Second, the transmission can upshift and downshift
➤
➤
between First and Second gear in the same manner as Overdrive
Range but is prevented from shifting into Third, Fourth or Fifth
➤ ➤ ➤ ➤ ➤ gear while operating in this gear selector position. If the
transmission is in any other forward gear range when Manual
Second is selected, the transmission will not shift into Second
gear until vehicle speed is low enough not to overrev the engine
(calibratable in the TCM). Above this speed, the transmission
REAR SHORT
PINION will first shift into Third gear until vehicle speed slows sufficiently.
GEAR Note: Transfer of engine torque during acceleration is identical to
DRIVING
Overdrive Range – Second Gear (refer to page 66A) to obtain an
approximate gear ratio reduction of 2.21:1 through the transmission
FRONT SHORT gear set. The power flow in Figure 76 and the following text
PINION
GEAR describes conditions during deceleration (zero or minimum throttle)
DRIVING and how engine compression braking is achieved.
FORWARD
CLUTCH through the drive shaft and transmission output shaft assembly
FORWARD SPRAG (562). This is shown by the direction of the power flow arrows
CLUTCH (461)
COAST
APPLIED
REVERSE CLUTCH INEFFECTIVE
CLUTCH APPLIED
identical to Overdrive Range – Second Gear except that the
HOUSING arrows are in the opposite direction.
ASSEMBLY
(401) 1 Power From the Differential Assembly
Power flow is transferred back through the transmission
clutch housing assembly (433). Each of the component’s
acceleration (compare Figures 62 and 76).
2 Second Coast Clutch Applied
The second coast clutch, which is located within the center
support (518), is applied and holds the second clutch sprag
inner race (549) stationary.
3 Reaction Internal Gear Held
The second clutch sprag inner race (549) is splined to the
REACTION reaction internal gear (550) and holds it stationary.
SECOND INTERNAL
CLUTCH GEAR 4 Forward and Coast Clutches Applied
SPRAG (550)
HELD The forward clutch, which is located within the input shaft
(547)
SECOND INEFFECTIVE forward and coast clutch housing assembly (433), is applied
COAST REAR SHORT and holds the forward clutch sprag outer race (459). The
CLUTCH INPUT AND PINION GEAR
DRIVING coast clutch is also located in the input shaft forward and
APPLIED REACTION
SECOND CARRIER coast clutch housing assembly (433) and is also applied. Input
CLUTCH (553) torque from the rear input sun gear of the input and reaction
APPLIED DRIVEN carrier (553) is transferred through the coast clutch to the
input shaft forward and coast clutch housing assembly (433).
5 Engine Compression Braking
With the second coast clutch applied, power flow is
mechanically connected between the output shaft and torque
REAR the vehicle when the throttle is released.
LONG INTERNAL
PINION GEAR
GEAR (560) In Manual Second range, First gear operates the same as in
REAR DRIVING DRIVEN
INPUT
Overdrive Range.
SUN GEAR
DRIVING
80 Figure 76 80A
MANUAL SECOND – SECOND GEAR MANUAL SECOND – SECOND GEAR
(from Manual Third – Third Gear)
(from Manual Third – Third Gear)

SECOND COAST CL
INTERMEDIATE CLUTCH
ON ON ON APPLIED APPLIED LD APPLIED LD APPLIED
(480—497)
Manual Second – Second Gear may be selected at any time FORWARD CLUTCH
COAST CL
while the vehicle is being operated in a forward gear range. LUBE
However, TCM control prevents the transmission from upshifting 2a 3a
above Second gear. When the gear selector lever is moved to REVERSE CLUTCH
REVERSE LOCKOUT
OVERDRIVE CLUTCH
SECOND CLUTCH
Manual Second (2) from Manual Third – Third Gear, the manual DIRECT CLUTCH
valve also moves. Changes to the hydraulic and electrical systems AIR CLUTCH AIR AIR CLUTCH CLUTCH CLUTCH
are as follows: BLEED
(203)
ACCUMULATOR BLEED
(203)
BLEED
(203) #12
ACCUMULATOR ACCUMULATOR ACCUMULATOR 1d
EX EX EX EX
1 SECOND COAST CLUTCH APPLIED
ACCUM

1a Manual Valve:
The volume of line pressure entering the 32 fluid circuit at the 2b
2
manual valve is increased to accommodate the added torque
DIRECT CLUTCH
ACCUMULATOR
ACCUMULATOR
ACCUMULATOR
requirements for engine braking or increased engine load.
FORWARD CLUTCH
LINE
COAST CLUTCH
OVERDR CL FD 2
SECOND CL
INTERMED CL
DIRECT CL
4 5
4a 3
2-3 shift valve spring (372) force and moves the 2-3 shift
LINE LINE
valve (371) to the applied position. This allows 23 regulated INTERMEDIATE CLUTCH
fluid to enter the second coast clutch fluid circuit and also FEED LIMIT FEED LIMIT
opens the overdrive clutch feed 1, intermediate clutch and
DIRECT CL D432
345 fluid circuits to exhaust. SECOND CLUTCH
2-3 SIGNAL
1c 3-4 Shift Control Valve: 1-2 SIGNAL
2-3 signal fluid is also routed to the 3-4 shift control valve
2-3 SIGNAL
SECOND COAST CLUTCH

(346) and moves the valve against 1-2 signal fluid pressure 20
1-2 SIGNAL
to keep the 3-4 shift valve (345) in the applied position.
LOW AND REV CL

123 REGULATED
21 14
1d Second Coast Clutch: X-3
SECOND CL
SECOND CL
2-3 SIGNAL
1-2 SIGNAL
2-3 SIGNAL
FEED LIMIT
123 REG
Second coast clutch fluid is directed to the second coast
23 REGULATED
23 REG
8 9
D432
D432
FEED LIMIT
FDL
FDL
clutch piston to apply the second coast clutch plates. MEMORY FEED LIMIT
LINE SAFETY MODE
EX
32 SAFETY MODE
1-2 SHIFT
FORWARD CLUTCH
MEMORY PILOT
Note: Figure 77 is shown in Second gear with the 2-3 SS valve SOLENOID
energized. However, if vehicle operating conditions are such
FEED LIMIT
N/C
THROTTLE SIGNAL
MEMORY
MEMORY
(A) ON
that the TCM signals a Third, Fourth or Fifth gear state, the 2-3
EX
EX
EX
EX
LINE
2345
solenoid will be de-energized. Thus a downshift will not occur
32
D432
EX
FEED LIMIT
INTERMEDIATE CLUTCH

until the vehicle speed is low enough not to overrev the engine PRESSURE
CONTROL 3b 24 INTERMEDIATE CLUTCH

(calibratable in the TCM). SOLENOID
23
#11
32
2345
1b
DIRECT CLUTCH
VALVE
COAST CLUTCH
23 REGULATED
LINE
EX
EX
10
2 OVERDRIVE CLUTCH RELEASES 23 REGULATED
FEED LIMIT
1-2 SIGNAL 2-3 SHIFT
2a Overdrive Clutch Assembly: SOLENOID
123 REGULATED
Overdrive clutch fluid exhausts from the overdrive clutch 2-3 SIGNAL 2-3 SHIFT VALVE CNTRL VALVE
N/C
(B)
piston, allowing the overdrive clutch plates to disengage. CNTRL 3-4 SHIFT 22 ON
EX
EX
EX
FILTER #9
EX
2345
2345
345
29
(312) X-1 EX EX
2b #12 Ball Check Valve:
EX
EX
EX
Overdrive clutch fluid seats the #12 ball check valve 1c SECOND COAST CLUTCH
DIRECT CLUTCH
345
345
45
123
D432
2c 2345
FEED LIMIT
against the overdrive clutch feed 2 passage and enters the 7
FEED LIMIT 2345
345
overdrive clutch feed 1 fluid circuit. FEED LIMIT
18
EX
2c 2-3 Shift Valve: 19 4-5 SHIFT
SOLENOID
Exhausting overdrive clutch feed 2 fluid is routed through 26
N/C
the 2-3 shift valve into the intermediate clutch fluid circuit. FEED LIMIT VALVE LOW PRESSURE (C) ON
EX
EX
123 BRK
123
123
CST CL
EX
45
11
EX
EX
EX
EX
3 INTERMEDIATE CLUTCH RELEASES 28 FEED LIMIT
LINE
3a Intermediate Clutch Assembly: TCC REGULATOR VALVE 123 BRAKING LINE SAFETY MODE
EX
Intermediate clutch fluid exhausts from the intermediate clutch TCC PWM OVERDRIVE CL FD 2 123
piston, allowing the intermediate clutch plates to disengage. SOLENOID COAST CLUTCH 123
FORWARD CLUTCH

3b 2-3 Shift Valve: N/C
REVERSE 45
EX
2345 OR REVERSE
REGULATED APPLY
Intermediate clutch fluid is routed through orifice #24 to the
345
REGULATED APPLY
TCC SIGNAL
LINE
D432
2345
2-3 shift valve where it exhausts. MANUAL VALVE
345
32
45
45
EX
REV
LINE
1a
D432
123
32
FILTER
4a Intermediate Clutch Accumulator: (308) P R N D 4 3 2
Intermediate clutch fluid also exhausts from the intermediate
D432
45 45
123
LINE
123
clutch accumulator assembly. Accumulator fluid moves the 345 2345
intermediate clutch accumulator piston against accumulator
X-4 #2 #3 X-5 #4 #7 #5 #6
spring force in preparation for another application of the 25 27 16 17 15
intermediate clutch.
345 2345 OR REVERSE
If the converter clutch was applied when Manual Second was 45
LINE LINE 123
selected it will release during downshifting. Under normal operating D432 D432
conditions the converter clutch will not re-apply in Second gear. 2345 OR REVERSE 32
Page 108
80B Figure 77 81
MANUAL SECOND – FIRST GEAR MANUAL SECOND – FIRST GEAR
(from Manual Second – Second Gear)
(from Manual Second – Second Gear)
5 4a 4 2 3 SOLENOID FORWARD OVER- INTERM. INTER- LOW LOW AND SECOND SECOND
POWER TO COAST FORWARD FORWARD LOW LOW AND INPUT AND LONG REAR REAR DIRECT REVERSE COAST FORWARD SPRAG DRIVE SPRAG MEDIATE SPRAG REVERSE SECOND SPRAG COAST
TORQUE CLUTCH CLUTCH CLUTCH CLUTCH REVERSE REACTION PLANETARY INTERNAL INPUT SUN 1-2 2-3 4-5 CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH
CONVERTER APPLIED APPLIED SPRAG SPRAG CLUTCH CARRIER PINION GEAR GEAR OFF ON ON APPLIED APPLIED LD LD APPLIED
(1) (461) (503) APPLIED (553) GEAR (560) DRIVING
FOR ENGINE INEFFECTIVE INEFFECTIVE HELD DRIVING DRIVEN LD = LOCKED IN DRIVE
BRAKING 1
POWER FROM Manual Second – First Gear is commanded by the TCM when
DIFFERENTIAL vehicle speed is low enough not to overrev the engine
ASSEMBLY (calibratable in the TCM). Manual Second – First Gear is
commanded in order to achieve maximum engine compression
➤ ➤ braking for slowing the vehicle.
➤
➤
➤
➤➤
Note: Transfer of engine torque during acceleration is identical to
Overdrive Range – First Gear (refer to page 64A) to obtain an
➤
approximate gear ratio reduction of 3.42:1 through the transmission
➤
➤
gear set. The power flow in Figure 78 and the following text
➤ ➤ describes conditions during deceleration (zero or minimum throttle)
➤
➤
➤ and how engine compression braking is achieved.
through the drive shaft and transmission output shaft assembly
(562). This is shown by the direction of the power flow arrows
identical to Overdrive Range – First Gear except that the arrows
are in the opposite direction.
1 Power From the Differential Assembly

REAR SHORT Power flow is transferred back through the transmission
PINION GEAR
DRIVING
clutch housing assembly (433). Each of the component’s
FORWARD acceleration (compare Figures 60 and 78).
CLUTCH
FORWARD SPRAG 2 Low and Reverse Clutch Applied
COAST CLUTCH (461) The low and reverse clutch, which is located within the
CLUTCH APPLIED INEFFECTIVE center support (518), is applied and holds the low clutch
REVERSE APPLIED
CLUTCH sprag inner race (505) stationary.
HOUSING
ASSEMBLY 3 Input and Reaction Carrier Held
(401) The low clutch sprag inner race (505) is splined to the input
and reaction carrier (553) and holds it stationary.
coast clutch housing assembly (433) and is also applied. Input
torque from the rear input sun gear of the input and reaction
carrier (553) is transferred through the coast clutch to the
input shaft forward and coast clutch housing assembly (433).
5 Engine Compression Braking
With the low and reverse clutch applied, power flow is
LONG mechanically connected between the output shaft and torque
PLANETARY
REAR PINION
INPUT GEAR the vehicle when the throttle is released.
SUN GEAR DRIVING
INPUT AND
DRIVING
REACTION
LOW AND CARRIER
REVERSE (553)
CLUTCH HELD
APPLIED
LOW
CLUTCH
SPRAG
(503)
INEFFECTIVE
REAR
INTERNAL
REAR SHORT GEAR
PINION GEAR (560)
DRIVING DRIVEN
82 Figure 78 82A
MANUAL SECOND – FIRST GEAR MANUAL SECOND – FIRST GEAR
(from Manual Second – Second Gear) (from Manual Second – Second Gear)
SOLENOID FORWARD OVER- INTERM. INTER- LOW LOW AND SECOND SECOND FORWARD CENTER

1-2 2-3 4-5 CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH AND COAST SUPPORT
SECOND COAST CL
CLUTCH ASSEMBLY
OFF ON ON APPLIED APPLIED LD LD APPLIED ASSEMBLY (510–535)
LD = LOCKED IN DRIVE (430–451)
Manual Second – First Gear is commanded by the TCM, when FORWARD CLUTCH 2e
COAST CL
vehicle speed is low enough not to overrev the engine (calibratable LUBE
in the TCM), in order to achieve maximum engine braking.
Changes to the hydraulic and electrical systems are as follows:
REVERSE LOCKOUT
SECOND CLUTCH
1 MANUAL VALVE DIRECT OVERDRIVE INTERMEDIATE SECOND
CLUTCH AIR AIR CLUTCH CLUTCH CLUTCH 3a 3b
BLEED BLEED
Manual Second – First Gear is commanded by the TCM ACCUMULATOR
(203) (203)
ACCUMULATOR ACCUMULATOR ACCUMULATOR
EX EX EX EX
only, there is no movement of the manual valve.
ACCUM
2 LOW AND REVERSE CLUTCH APPLIED #8
2a 1-2 Shift Solenoid (SS) Valve: 2
The 1-2 SS valve is de-energized, blocking feed limit fluid
ACCUMULATOR
ACCUMULATOR
REVERSE LOCKOUT
ACCUMULATOR
LOW AND REVERSE CL

FORWARD CLUTCH
from entering the 1-2 signal fluid circuit and 1-2 signal fluid
LINE
COAST CLUTCH
OVERDR CL FD 2
SECOND CL
INTERMED CL
pressure exhausts through the 1-2 SS valve.
DIRECT CL
2d
2b 1-2 Shift Control Valve:
With 1-2 signal fluid exhausted, 2-3 signal fluid is able to 4 5 3
4a
move the 1-2 shift control valve (366) against 1-2 shift LINE LINE
control valve spring (367) force to the applied position. FEED LIMIT FEED LIMIT
This allows feed limit fluid to enter the FDL fluid circuit. D432
SECOND CLUTCH
2c 1-2 Shift Valve: 2-3 SIGNAL
FDL fluid is routed to the 1-2 shift valve (387) and moves 1-2 SIGNAL
the valve against 1-2 shift valve spring (388) force to the FDL
2-3 SIGNAL
SECOND COAST CLUTCH

applied position. This allows 123 regulated fluid to enter
LOW AND REV CL

20
1-2 SIGNAL
the low and reverse clutch fluid circuit. 2b 2a
123 REGULATED
21 14
2d #8 Ball Check Valve: X-3
SECOND CL
SECOND CL
2-3 SIGNAL
1-2 SIGNAL
2c
2-3 SIGNAL
Low and reverse clutch fluid seats the #8 ball check valve FEED LIMIT
123 REG
23 REGULATED
23 REG
8 9
D432
D432
FEED LIMIT
against the reverse lockout fluid passage and enters the low
FDL
FDL
MEMORY FEED LIMIT
LINE SAFETY MODE
EX
and reverse clutch or reverse lockout fluid passage.
32 SAFETY MODE
1-2 SHIFT
FORWARD CLUTCH
MEMORY PILOT
SOLENOID
2e Low and Reverse Clutch:
FEED LIMIT
N/C
THROTTLE SIGNAL
MEMORY
MEMORY
(A) OFF
Low and reverse clutch or reverse lockout fluid pressure
EX
EX
EX
EX
LINE
enters the outer area of the low and reverse clutch piston 2345
32
D432
EX
FEED LIMIT
INTERMEDIATE CLUTCH
and moves the piston against spring force to apply the low PRESSURE INTERMEDIATE CLUTCH
FDL
24
and reverse clutch plates. CONTROL
SOLENOID
SAFETY MODE 23
#11
3c 2-3 SIGNAL
32
2345
VALVE
COAST CLUTCH
23 REGULATED
LINE
EX
EX
10
3 SECOND CLUTCH AND 23 REGULATED
FEED LIMIT
SECOND COAST CLUTCH RELEASE 1-2 SIGNAL 2-3 SHIFT
SOLENOID
3a Second Clutch Assembly: 2-3 SIGNAL 2-3 SHIFT VALVE CNTRL VALVE
22 N/C
Second clutch fluid exhausts from the second clutch piston, #9 (B) ON
CNTRL 3-4 SHIFT
EX
EX
EX
FILTER
EX
2345
2345
345
EX
allowing the second clutch plates to disengage. (312) X-1
123 REGULATED
EX
EX
EX
SECOND COAST CLUTCH
32 SM/FDL
3b Second Coast Clutch Assembly:
345
345
45
123
D432
OVERDRIVE CL FD 1
26
2345
FEED LIMIT
Second coast clutch fluid exhausts from the second coast 7
FEED LIMIT 2345
DIRECT CLUTCH
#10
clutch piston, allowing the second coast clutch plates to 18
FDL
FEED LIMIT 29
EX EX 4-5 SIGNAL
disengage.
EX
32 SM 4-5 SHIFT
SOLENOID
3c 1-2 Shift Valve: 4-5 SHIFT VLV CNTRL VALVE
N/C
Second coast clutch fluid is routed through the 2-3 shift FEED LIMIT VALVE (C) ON
EX
EX
19
123 BRK
123
123
CST CL
EX
45
valve to the 1-2 shift valve where it enters the second clutch EX
11
EX
EX
28 FEED LIMIT
fluid circuit. Second clutch fluid is routed through orifice LINE
LOW PRESSURE
#21 to the 1-2 shift valve where it exhausts. TCC REGULATOR VALVE 123 BRAKING LINE SAFETY MODE
EX
EX
SOLENOID COAST CLUTCH 123
FORWARD CLUTCH

N/C 45
4a Second Clutch Accumulator: REVERSE
1
EX
2345 OR REVERSE
REGULATED APPLY
REGULATED APPLY
TCC SIGNAL
LINE
Second clutch fluid also exhausts from the second clutch
D432
2345
MANUAL VALVE
accumulator assembly. Accumulator fluid moves the second
32
45
45
clutch accumulator piston against accumulator spring force
EX
REV
LINE
D432
123
32
in preparation for another application of the second clutch. FILTER
(308) D432
P R N D 4 3 2
45 45
123
LINE
123
2345
#2 #3 27
X-5 #4 16
#7 17
#5 15
#6
2345 OR REVERSE
45
LINE LINE 123
D432 D432
2345 OR REVERSE 32
COMPLETE HYDRAULIC CIRCUIT FORWARD CLUTCH FORWARD CLUTCH
Page 110
82B Figure 79 83
OPERATING CONDITIONS
RANGE REFERENCE CHART
1 2 3 4 5 6 7 8 9 10 11 12 13
1-2 SHIFT 2-3 SHIFT 4-5 SHIFT TCC FORWARD OVER- INTERM. INTER- LOW LOW AND SECOND SECOND
VALVE VALVE VALVE VALVE SPRAG CLUTCH SPRAG CLUTCH SPRAG CLUTCH SPRAG CLUTCH
1
1 YES 3.42 OFF ON ON OFF APPLIED APPLIED LD LD APPLIED
2
2 YES 2.21 ON ON ON ON/OFF @ APPLIED APPLIED LD APPLIED LD APPLIED

D432
3
3 YES 1.60 ON OFF ON ON/OFF @ APPLIED APPLIED LD APPLIED LD APPLIED APPLIED
4 YES 1.00 OFF OFF ON ON/OFF @ APPLIED APPLIED APPLIED LD APPLIED APPLIED
@ @ @
NEUTRAL — — — ON/OFF ON/OFF ON/OFF
@ @ @
REVERSE R YES 3.03 ON/OFF ON/OFF ON/OFF OFF APPLIED APPLIED
†REVERSE @ @ @
LOCK OUT ON/OFF ON/OFF ON/OFF ON
@ @ @
OFF = SOLENOID DE-ENERGIZED ENGINE BRAKING IS ELECTRONICALLY CONTROLLED BY THE TCM, AND IS AVAILABLE AS
† REVERSE LOCK OUT IS A CONDITION THAT OCCURS WHEN TCC APPLY IS COMMANDED BY
THE TCM. TCC SIGNAL FLUID FROM THE TCC PWM SOLENOID VALVE APPLIES THE REVERSE
LOCKOUT VALVE TO PREVENT REVERSE CLUTCH OR LOW AND REVERSE CLUTCH APPLY
EVEN IF THE MANUAL VALVE IS IN REVERSE POSITION.
NOTE: DESCRIPTIONS ABOVE EXPLAIN COMPONENT FUNCTION DURING ACCELERATION.
EXPECTED OPERATING CONDITION IF COMPONENT IN COLUMN NUMBER IS INOPERATIVE:
COLUMN # CONDITION
1 NO 4TH OR FIFTH GEARS.

2 NO ENGINE BRAKING IN OVERDRIVE RANGE – FIRST, SECOND, THIRD AND FOURTH GEARS;
OR IN MANUAL FOURTH, MANUAL THIRD AND MANUAL SECOND RANGES.
3 NO REVERSE.
4 NO FORWARD.
5 NO FORWARD.
6 NO FIFTH GEAR OR,
NO ENGINE BRAKING IN THIRD GEAR – ALL FORWARD RANGES.
7 NO THIRD GEAR.
8 NO THIRD, FOURTH, OR FIFTH GEARS.
9 NO FIRST GEAR.
10 NO REVERSE, NO ENGINE BRAKING IN MANUAL FIRST.
11 NO SECOND, THIRD, FOURTH, OR FIFTH GEARS.
12 NO SECOND GEAR.
13 NO ENGINE BRAKING IN SECOND GEAR – ALL FORWARD RANGES.
84 Figure 80
COMPLETE HYDRAULIC CIRCUITS
The hydraulic circuitry of the Hydra-matic components such as the pump, control valve
4/5L40-E transmission is better understood when bodies, channel plates and case to assist the user
fluid flow can be related to the specific when following the hydraulic circuits as they
components in which the fluid travels. In the pass between them. The half page of information
Power Flow section, a simplified hydraulic facing this foldout lists possible conditions and
schematic was given to show what hydraulically component diagnostic tips. Always refer to the
occurs in a specific gear range. The purpose was appropriate vehicle platform service manual when
to isolate the hydraulics used in each gear range diagnosing specific concerns.
in order to provide the user with a basic
understanding of the hydraulic system. The right side foldout shows a two-dimensional
line drawing of the fluid passages within each
In contrast, this section shows a complete component. The active fluid passages for each
hydraulic schematic with fluid passages active in gear range are appropriately colored to correspond
the appropriate component for each gear range. with the hydraulic schematic used for that range.
This is accomplished using two opposing foldout The half page of information facing this foldout
pages that are separated by a half page of identifies the various fluid circuits with numbers
supporting information. that correspond to the circuit numbers used on
the foldout page.
The left side foldout contains the complete color
coded hydraulic circuit used in that gear range For a more complete understanding of the
along with the relative location of valves, ball different hydraulic systems used in a specific gear
check valves and orifices within specific range, refer to the Hydraulic Control Components
components. A broken line is also used to separate section and/or Power Flow section.
PASSAGE A IS LOCATED IN THE FLUID PUMP BODY (LIGHT GREY AREA)

PASSAGE B IS LOCATED IN THE FRONT CONTROL VALVE BODY (LIGHT BLUE AREA)
PASSAGE C IS LOCATED IN THE REAR CONTROL VALVE BODY (LIGHT GREEN AREA)
PASSAGE D IS LOCATED ON THE SPACER PLATE (DASHED LINE)
PASSAGE E IS LOCATED IN THE BOTTOM CHANNEL PLATE (LIGHT RED AREA)
PASSAGE F IS LOCATED IN THE TOP CHANNEL PLATE (LIGHT PURPLE AREA)
PASSAGE G IS LOCATED IN THE ACCUMULATOR HOUSING (LIGHT YELLOW AREA)
PASSAGE H IS LOCATED IN THE CASE (WHITE AREA)
FLUID FLOW SCHEMATIC — FLUID FLOW THROUGH

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

sele pres the Reg-
TORQUE DIRECT FORWARD OVERDRIVE CENTER SECOND COAST CLUTCH (229)
CONVERTER AND REVERSE AND COAST AND SUPPORT the line to 8): )
➤
NOTE: (233)
Withsition, rected Valve(21essure
51
ASSEMBLY CLUTCH CLUTCH INTERMEDIATE ASSEMBLY (231)
INTERMEDIATE CLUTCH
51
PASSAGES AND
COMPONENTS (1) ASSEMBLY ASSEMBLY CLUTCH (510–535)
po p is di lator (line prion 48 48
(232)
52
➤
(400–420) (430–451) ASSEMBLY

MARKED WITH
pum Regu tput miss
4
➤
➤
2 52
(480–497) p 48
FRONT
sure mp ou transpum
ARE USED FOR FORWARD CLUTCH ➤ 3
TRANSMISSION 52 4
Preses pu to the hen mand
COAST CLUTCH 53 52
➤
➤
THE 5L40-E ONLY REVERSE CLUTCH VENT

➤
2
LUBE 2 5
➤
ulat rdingents. Wthe defrom

DIRECT CLUTCH ASSEMBLY 31 16
➤
FORWARD CLUTCH
➤
4 8 2
3
accoirem ceeds, fluidr
COAST CLUTCH ➤6 12
SECOND CLUTCH ➤ 7 32 37
LUBE OVERDRIVE CLUTCH OVERDRIVE CLUTCH 6 21
requut ex sure lato
➤
48
APPLY
REVERSE LOCKOUT
➤
ACCUMULATOR HOUSING (317) ACCUMULATOR HOUSING (323) ACCUMULATOR HOUSING (328) ACCUMULATOR HOUSING (333) 48 7
32 5 52
outp e presre regu
CASE (24)
➤
2 52 52
EX EX EX EX
INTERMEDIATE CLUTCH 21 9 24 24
of linpressu
DIRECT OVERDRIVE INTERMEDIATE SECOND 4
GASKET (303) ACCUM ➤
➤
RELEASE
LINE 53
the
8
BOTTOM CHANNEL PLATE (304) ACCUMULATOR ACCUMULATOR ACCUMULATOR ACCUMULATOR SECOND CLUTCH 48
LUBE 16 7
30b
54g
GASKET (305) 3
2d
➤
8 ➤
OVERDRIVE CLUTCH
7
➤
51
54b
54d
30a
30c
35c
54f
2e
SPACER PLATE (307) 2 3 21 1

X-3 12 52 52
2m
54e
GASKET (309)
51
DIRECT CLUTCH
19 52 48 7
48 (233)
ACCUM

ER 50
COOLER 48
FORWARD CLUTCH
4 ACCUM 52
52
COOL
35d
30d
37c
ACCUMULATOR D432 19h 24

COAST CLUTCH
REVERSE CLUTCH
2a 54a 2 ➤
SECOND CLUTCH 48 24 9
TO 5 14
ACCUMULATOR 4 52 37
2c 54c ACCUMULATOR 19f D432 53 48
INTERMEDIATE CLUTCH 2 37 41
#12 5 2 16
➤
33a
SECOND CLUTCH
DIRECT CL
12
LUBE
12
➤
40c OVERDRIVE CLUTCH FEED 2 D432 19e D432 52 8 4 16 32 52

➤
41 3 21
INTERMEDIATE CL
39c OVERDRIVE CLUTCH FEED 1 D432 20 6 35

➤
(213)
23 REGULATED
7 32 52 ➤ ➤
SECOND CLUTCH 25d 2/21 30 2
39b 1
➤

(214) 21 1 52
➤
➤
➤
OVERDRIVE CLUTCH FEED 2 123 REGULATED 25e (40)
➤
40b 50 48
REVERSE CLUTCH 52 ➤
37d DIRECT CLUTCH
123 REGULATED 17a 24 FLUID PUMP COVER (202) ➤
FORWARD CLUTCH LOW AND REVERSE CLUTCH 44e 4 52
(Torque Converter Housing Side)
SECOND COAST CLUTCH
COAST CLUTCH 43a 32 SAFETY MODE FDL 44d 53 ➤

➤
2-3 SIGNAL 28b 8 48 ➤

32 32
SECOND CLUTCH
42b
SECOND CLUTCH
16 52 30 34 18 15
123 REGULATED
123 REGULATED
7
➤
FDL 44a 5 48
23 REGULATED
DIRECT CLUTCH
2b LINE FEED LIMIT 10f 7 ➤ 32
2-3 SIGNAL
LUBE 8 1-2 SIGNAL 27a 48 12 9

AIR
10e FEED LIMIT FDL 44b 48
37 16 21 CASE (24)
LINE
CASE (24)
16 52
MEMORY 9 ➤ (Fluid Pump Cover Side)
COAST CLUTCH
47a 24
D432
D432
AIR BLEED AIR 48 48

FDL
FDL
FD LIMIT 10g 8
REVERSE LOCKOUT
EX
24 2
APPLY
37 52
32 SAFETY MODE
(203) (233) 1-2 SHIFT 35a

2-3 SIGNAL
BLEED 36 46 MEMORY PILOT ➤

SOLENOID
52
NOTE:
➤
35b 7 52
LINE (203) 30 52
DIRECT CLUTCH
47b 1-2 SHIFT VALVE VALVE 23 52 52

FEED LIMIT
AIR N/C 12
33e 9
THROTTLE SIGNAL – INDICATES BOLT HOLES
MEMORY
12a 32 52
MEMORY
(A) OFF
➤
BLEED
EX
EX
EX
21
FDL

EX
FLUID (233)
OVERDRIVE CL FD 1
OVERDRIVE CL FD 2
LINE
DIRECT CLUTCH
24
➤
#11
345
32 SAFETY MODE
FILTER
➤
2345 2345 – NON FUNCTIONAL HOLES HAVE BEEN

32
PRESSURE
EX
52
1-2 SIGNAL
31
DIRECT CLUTCH
(312) 52
➤
TEST PLUG EX INTERMEDIATE CLUTCH 22a 37

➤ 21 REMOVED FROM COMPONENT DRAWINGS
FEED LIMIT
(40) 10
TCC SIGNAL (203)
32
PRESSURE CONTROL SAFETY MODE 23 REGULATED 10h 37 52

RELIEF SOLENOID (203) 2 TO SIMPLIFY TRACING FLUID FLOW. 52
➤
(36)
LINE
11a 10b
52 32
BALL RLO 16
LINE

EX
EX
16 12 (203)
– DUAL PURPOSE PASSAGES HAVE
➤
LOW AND REVERSE CL
VALVE FDL 44c (203) 32

TORQUE CONVERTER HOUSING (227) 1 52 21
123 REGULATED
2-3 SHIFT
23 REGULATED

(Fluid Pump Cover Side) FLUID PUMP COVER (202) CHANNEL PLATE SIDE NUMBERS LISTED FIRST
CONVERTER FEED
1-2 SIGNAL
FEED LIMIT

32 SM/FDL
45
2345
CASE (24)
D432
LINE 28c 2-3 SIGNAL N/C 43c (Case Side) – EXHAUST FLUID NOT SHOWN
DECREASE
(B) OFF
EX
(Top Channel Plate Side)

EX
EX
EX
DIRECT CLUTCH #10

EX
7
2345
2345
345
CNTRL 3-4 SHIFT REVERSE

RELEASE
10d
CONVERTER FEED EX
LOCKOUT REV
48 45
#1 – PASSAGES MARKED WITH ARE USED FOR
THROTTLE SIGNAL
X-2
DECREASE

EX
EX
EX
TO COOLER
48 52
FORWARD CLUTCH
FEED LIMIT VALVE OVERDRIVE CLUTCH FEED 1 48a EX THE 5L40-E ONLY 48
CONTROL
EX
345
DIRECT CLUTCH
345
123
45
D432
2345 34a 48 48 16
48
VALVE FEED LIMIT 48
2345 EX 48b 16 23
12 48
TCC SIGNAL
LOW PRESSURE 2 16 15
10c
23 REGULATED 32 48 15 48 48
22 23 48 11
FEED LIMIT VALVE 48 16 48 48 2 37
4-5 SIGNAL 33c 37 48 24 37 10 52
32 SM
2345
10 23
2345
EX
4-5 SHIFT 15d/16 FILTER

2345
EX EX 37
123 BRAKING
12
PRESS REG VALVE
CONVERTER FEED
11
LINE
123 REGULATED
123 REGULATED
33b 48
EX
EX
EX
SOLENOID 48 10 37 15c/16
APPLY
345
(312) 2
CONVERTER FDL
FEED LIMIT
15b
4-5 SHIFT VLV CNTRL VALVE #9 EX EX 12 24 7 28
345
24 7 7 48 48
2-3 SIGNAL
TCC REGULATOR VALVE LINE N/C 22b 48 28 2 48 54

13 EX
2345 OR REVERSE
48 10
COAST CLUTCH
48
EX
15c 16 (C) OFF 16 16 48 2 7 16a 27

12
REVERSE LOCKOUT
39a 47
REGULATED APPLY
48
EX
EX
EX TCC PWM 2 48 48 ➤ 48 7
COAST CLUTCH
LINE
32 48
123
123
2-3 SIGNAL
EX
28 24 13 15b
45
16 SOLENOID 11
21 37d 52
1-2 SIGNAL
15d FEED LIMIT 10i 37 21 48 37 16 27 10 23c 48 20 52 52

48 11a/10b 47
➤
VALVE 2 48 11b 23 46
#1
REVERSE CLUTCH
LINE SAFETY MODE 13b 37c

32
48 47 27 20 24b 19 10
➤
N/C 27 23 37b 10c

TCC SIGNAL
12
123 BRAKING 48 20 52 13
LINE
43 13 48 36 2
➤
7 24 7 10a 12a
EX
10 32 24a
2345 OR REVERSE
24 19 36 4
REGULATED APPLY
13
REGULATED APPLY
TCC SIGNAL
123
FRONT
18 7a 28c 52 36 37
48 2 48
➤
2g
FRONT
FRONT
123 2345 28 48 7 54b

REVERSE LOCKOUT
22c
36 48 37 ➤ 48 40 40
48 13 #12
REVERSE
BOOST VALVE
EX 22e 15 7b 47b 2a/54a 36 42

27 36 40 6 10d 27b
TCC
LINE SAFETY MODE
➤ 39
COAST CLUTCH FEED 41 42 38 43 52
DIRECT CLUTCH
REVERSE LOCKOUT
X-2 48 42
ENABLE 345 OVERDRIVE CLUTCH FEED 2 22
20 27 43 41 23b 20a 27c/46
47a 52 48 54
VALVE 16a 15 48 48
REVERSE CLUTCH
45 ➤
X-1 52
➤
28 X-4 10e
CONVERTER 13 2 36 FILTER 36f 26 ➤
EX 40a 10 23 19j 8
LINE
HOUSING 2b
123 REGULATED
123 REGULATED
36c
FRONT
FRONT
48 (308) FRONT CONTROL VALVE BODY (311)

➤
48 25 13a
123 BRAKING
SUCTION
2
THROTTLE SIGNAL
TCC SIGNAL
(224) 26a 36 23a

MANUAL VALVE 42 19 37a 40c/41 40d
43 24 38
➤
32a 40b
41 36e 39c/41 (Bottom Channel Plate Side)
345
345
X-3
45
24a TCC SIGNAL 17b 19 41 42b 52

FLUID PUMP
45
21 36d 36b 54d

EX
345
REV
REGULATED APPLY
LINE
REVERSE CLUTCH
43a
2345 OR REVERSE
SCREEN 10 19
32 SAFETY MODE
17c
2345
FILTER
D432
123
123
32
32 SM
18 43 15 39b 2c/54c
ASSEMBLY 19 35 38a
➤
LINE 35 15
➤
(308) 345
15f
#2
345
(213) P R N D 4 3 2 #8 13 48 5
COMP 52 48 48
➤
48 19g 48
REVERSE LOCKOUT
52
2
39
D432
45 45 40 19
D432
15e
123
LINE
123 BRAKING
30
123 REGULATED
(36) ONENTS
1 30 25 19i 25 52
OVERDRIVE CL FD 2
OVERDRIVE CL FD 1
23
FRONT
123 22e 52 X-1 21 48 15 19

21
19 19 #3 25b ➤
41 32
2345 2345 22f
TRA 28 2 22 19 36 19h 30b 52 14
(40) NSMIS ( )
35
COAST CLUTCH
FLUID 345 REAR CONTROL VALVE BODY (310) ➤ 35

PUMP 43b 38 19 15a 19f 22
RLO
15 25 22 24
(203 TRANSMIS SION FLU
25
➤
X-5
14a
22g
38b
38e
20d
36d
25b
20c
19b
19
36c
COVER GASKET (309) 22 35

38
31
31
21
21
14
1-2 SIGNAL
FEED LIMIT
X-4 #2 #3 X-5 #4 #7 #5 #6 38 22
52 26 32
25a 35c 35d 26 52
19a
42a
21a
20b
38d
38c
23a
36e
24b
20a
37b
36b
38a
13a
15a
25a
36a
19g
26b
23c
24c
(202) LINE
36f
19i
19j
2h
7a
27 16 17 15
2f
25 6 26 19 SPACER PLATE (307) 22a

(213) CHECK VA SION FLU ID LEV
1-2 SIGNAL
30
2-3 SIGNAL
FEED LIMIT
35 52 52 30 38 #4 25
21b
19d
19
7b
37a
19e 22
23b
14a/23 26b 54f 14 33

21c
19c
23
GASKET (305) 33 52
AIR EL 19 24c 54
(214) TRANSMISLVE RET ID PRE HOLE PLU
345
32
BOTTOM CHANNEL PLATE (304) 20 21 17 30a 40 25

LINE SAFETY MODE
(214) COAST CLUTCH 20

21
BLEED 345 TCC SIGNAL 27 15 35 25c 36a 2d/54e 52 52

AIN SS 22g/23 33a 38 25
(230) BRASS OR SION FLU ER AN URE TES G
REVERSE LOCKOUT 123 REGULATED 13 19 28
(203) FORWARD CLUTCH 52 52 30 #11 52 #5 38d 40a 22b 20 ➤ 25d 22 17
➤
LINE LINE LINE 52 36

➤
D 52 43 42 52
(232) TRANSMIS IFICE IN ID PUMP BALL AS T PLUG
34 32
2-3 SIGNAL
2 22 2 38b 28 22d 22c 25e 38 35 30

REVERSE CLUTCH REGULATED APPLY D432 123 BRAKING 38 35 44 52 22f ➤
52
2345 OR REVERSE 2345 OR REVERSE 21 38e 18 17a 3 22
123 SER 15
(233) ORIFICE SION VEN T SCREEN SEMBLY
17
➤
32a 24 ➤ 35a 44
THROTTLE SIGNAL 52 32 2 30c 20 35
OVERDRIVE CLUTCH FEED 2 OVERDRIVE CLUTCH FEED 2 10 34 #6 38c 22e 31 30
SLE ASSEM 39
(306) ORIFICE EVE T ASSEM
19
➤
45 45 D432 27 48 19 30d 20 28 52
48 10 18 21c/31 27 20b 35b 44e 26
PRESSURES OVERDRIVE CLUTCH FEED 1 OVERDRIVE CLUTCH FEED 1 BLY 18 52 34 30 48 48 18 21
CONT CUP PLU
➤
12 ➤ 21 26a 39a 28b 52 2

BLY 33
SUCTION
FLUID 20 2
➤
GASKET (303) 48 15 28 30 43 48 #7 20c

10 17 44
FLUID FILTER RO 52 13 16
32
15
INTAKE & DECREASE (SUCTION) LINE LINE LINE
(#1 L G
52 (Spring) 23 ➤ 33e 2m/54g 13 34
➤
PAN 52
FRONT
10 42 2h 20d 52 2e
➤
(308) , 2, 3, VALVE BO
2 28 13b 33d 21 33
ASSEMBLY (62) 1-2 SIGNAL 1-2 SIGNAL 1-2 SIGNAL 52 28 44 45 33c ➤ 10
➤
CONVERTER & LUBE (59) 123 123 4, 48 48 13 2 48 21b/31 19c/21 15e 33b 44a 2 15
(312) TCC PWM 5, 6, 7, 8, DY BALL
22
COAST CLUTCH
48 19 48 27
48 48 10 ➤ 19d/21 17b 17 48
FORWARD CLUTCH
LINE SAFETY MODE 48 34 21a 15 34a 2

MAINLINE FEED LIMIT FEED LIMIT PRESS SOLEN 9, 10, CHECK 48 19 18 15f/18
48a 27a 44b 10f 43 44
➤
21 #10 #9 #8 17c/18 10
11, 48
FIL URE CO OID VA 12 VALVE
32 SAFETY MODE 32 SAFETY MODE 32 SAFETY MODE 27 29 48b 42 28 10
48 19b/21 19a 10i 44d
REGULATED LINE TOP CHANNEL PLATE (301) 43 10
BOTTOM CHANNEL PLATE (304) 43b
➤
44
86 TER ASSEMNTROL SOLVE FILTER
REVERSE LOCKOUT 10 2f 48 48
48 28 ➤ 43c/45 9 ➤ 48
D432 D432 28a
SOLENOID SIGNAL (Bottom Channel Plate Side) 42 (Control Valve Body Side) 42a
11 10
32
2-3 SIGNAL
32
2-3 SIGNAL
32
2-3 SIGNAL
B BLY LENOID ASSEM
10
48 10
➤ 44f/45
44c 10g
48 48
ACCUMULATOR VALVE BLY 10h
15

12
CASE (24)
FEED LIMIT REVERSE LOCKOUT REVERSE LOCKOUT TOP CHANNEL PLATE (301) BOTTOM CHANNEL PLATE (304) SPACER PLATE (307) REAR CONTROL VALVE BODY (310)
THROTTLE SIGNAL FORWARD CLUTCH FORWARD CLUTCH
(Case Side) (Top Channel Plate Side) (Bottom Channel Plate Side) (Bottom Channel Plate Side)
➤
Figure 82 Figure 83
86 FOLDOUT ➤ 87
➤
D E F H
HALF PAGE TEXT AND LEGEND

COMPLETE ILLUSTRATED
PARTS LIST
Figure 81 FOLDOUT ➤ 85
PARK (Engine Running)
TORQUE DIRECT FORWARD OVERDRIVE CENTER SECOND COAST CLUTCH
NOTE: CONVERTER AND REVERSE AND COAST AND SUPPORT
ASSEMBLY CLUTCH CLUTCH INTERMEDIATE ASSEMBLY
INTERMEDIATE CLUTCH
PASSAGES AND
COMPONENTS (1) ASSEMBLY ASSEMBLY CLUTCH (510–535)
MARKED WITH (400–420) (430–451) ASSEMBLY
ARE USED FOR FORWARD CLUTCH (480–497)
COAST CLUTCH
THE 5L40-E ONLY REVERSE CLUTCH
LUBE
DIRECT CLUTCH
FORWARD CLUTCH
COAST CLUTCH
LUBE OVERDRIVE CLUTCH OVERDRIVE CLUTCH SECOND CLUTCH
APPLY
ACCUMULATOR HOUSING (317) ACCUMULATOR HOUSING (323) ACCUMULATOR HOUSING (328) ACCUMULATOR HOUSING (333) REVERSE LOCKOUT
CASE (24)
EX EX EX EX
DIRECT OVERDRIVE INTERMEDIATE SECOND INTERMEDIATE CLUTCH
GASKET (303) ACCUM
RELEASE
LINE
ACCUMULATOR ACCUMULATOR ACCUMULATOR ACCUMULATOR SECOND CLUTCH
E BOTTOM CHANNEL PLATE (304)
LUB
30b
54g
GASKET (305)
2d
OVERDRIVE CLUTCH
54b
54d
30a
30c
35c
54f
2e
SPACER PLATE (307) 2 3 21
X-3
2m
54e
GASKET (309)
DIRECT CLUTCH
19
ACCUM
R COOLER
OLE
FORWARD CLUTCH
4 ACCUM
35d
30d
37c
CO ACCUMULATOR D432 19h
COAST CLUTCH
REVERSE CLUTCH
2a 54a
SECOND CLUTCH
TO 5 14
ACCUMULATOR
2c 54c ACCUMULATOR 19f D432
INTERMEDIATE CLUTCH
#12 33a
SECOND CLUTCH
DIRECT CL
LUBE

40c OVERDRIVE CLUTCH FEED 2 D432 19e D432
41
INTERMEDIATE CL
39c OVERDRIVE CLUTCH FEED 1 D432 20
23 REGULATED
SECOND CLUTCH 25d
39b
40b OVERDRIVE CLUTCH FEED 2 123 REGULATED 25e
REVERSE CLUTCH
123 REGULATED 17a
FORWARD CLUTCH 37d DIRECT CLUTCH
LOW AND REVERSE CLUTCH 44e
SECOND COAST CLUTCH

COAST CLUTCH 43a 32 SAFETY MODE FDL 44d
32 32 2-3 SIGNAL 28b
SECOND CLUTCH
42b
SECOND CLUTCH
123 REGULATED
123 REGULATED
FDL 44a
23 REGULATED
DIRECT CLUTCH
2b LINE FEED LIMIT 10f
2-3 SIGNAL
LUBE 8 1-2 SIGNAL 27a
10e FEED LIMIT FDL 44b
AIR
LINE
CASE (24)
MEMORY 9
COAST CLUTCH
47a
D432
D432
AIR BLEED AIR
FDL
FDL
FD LIMIT 10g
REVERSE LOCKOUT
EX
24
APPLY
32 SAFETY MODE
(203) (233) 1-2 SHIFT 35a
2-3 SIGNAL
BLEED 36 46 MEMORY PILOT
SOLENOID 35b
LINE (203) 30
DIRECT CLUTCH
47b 1-2 SHIFT VALVE VALVE 23
FEED LIMIT
AIR THROTTLE SIGNAL
N/C 33e
MEMORY
12a
MEMORY
(A) OFF
BLEED
EX
EX
EX
FDL
EX
FLUID (233)
OVERDRIVE CL FD 1
OVERDRIVE CL FD 2
LINE
DIRECT CLUTCH
#11
345
32 SAFETY MODE
FILTER 2345 2345
32
PRESSURE
EX
1-2 SIGNAL
31
DIRECT CLUTCH
TEST PLUG EX (312) INTERMEDIATE CLUTCH 22a

FEED LIMIT
(40) 10
TCC SIGNAL
32
PRESSURE CONTROL SAFETY MODE 23 REGULATED 10h
RELIEF SOLENOID
LINE
11a 10b
BALL RLO
LINE
FEED LIMIT FDL 44
EX
EX
45
LOW AND REVERSE CL

VALVE FDL 44c
123 REGULATED
2-3 SHIFT
23 REGULATED
CONVERTER FEED
1-2 SIGNAL
FEED LIMIT
32 SM/FDL
45
2345
D432
LINE 28c 2-3 SIGNAL N/C 43c
DECREASE
(B) OFF
EX
EX
EX
EX
DIRECT CLUTCH #10
EX
7
2345
2345
345
RELEASE
CONVERTER FEED EX 48 45
LOCKOUT REV
THROTTLE SIGNAL
DECREASE
EX
EX
EX
TO COOLER
FORWARD CLUTCH
FEED LIMIT VALVE OVERDRIVE CLUTCH FEED 1 48a EX
EX
CONTROL
345
DIRECT CLUTCH
345
45
123
D432
VALVE FEED LIMIT 2345 34a
2345 EX 48b
TCC SIGNAL
10c LOW PRESSURE
23 REGULATED 22
FEED LIMIT VALVE 4-5 SIGNAL 33c
32 SM
2345
10 23
2345
EX
4-5 SHIFT
2345
EX EX
123 BRAKING
PRESS REG VALVE
CONVERTER FEED
123 REGULATED
123 REGULATED
LINE
33b
EX
EX
EX
SOLENOID
APPLY
345
CONVERTER FDL
FEED LIMIT
15b
4-5 SHIFT VLV CNTRL VALVE #9 EX EX
345
2-3 SIGNAL
TCC REGULATOR VALVE LINE N/C 22b

13 EX
2345 OR REVERSE
COAST CLUTCH
EX
15c 16 (C) OFF
REVERSE LOCKOUT
39a
REGULATED APPLY
EX
EX
EX TCC PWM
COAST CLUTCH
LINE
123
123
2-3 SIGNAL
EX
45
16 SOLENOID 11
1-2 SIGNAL
15d FEED LIMIT 10i

VALVE

#1
REVERSE CLUTCH
LINE SAFETY MODE 13b
32
N/C
TCC SIGNAL

123 BRAKING
LINE
43 13
EX
2345 OR REVERSE
REGULATED APPLY
REGULATED APPLY
TCC SIGNAL
123 18
123 2345
REVERSE LOCKOUT
22c
REVERSE
BOOST VALVE
EX 22e
TCC
LINE SAFETY MODE

COAST CLUTCH FEED
DIRECT CLUTCH
REVERSE LOCKOUT
ENABLE X-2 OVERDRIVE CLUTCH FEED 2 22
345
VALVE 16a 15
REVERSE CLUTCH
45 X-1
CONVERTER 28
EX 40a
LINE
HOUSING
123 REGULATED
123 REGULATED
123 BRAKING
SUCTION
TCC SIGNAL
THROTTLE SIGNAL
(224) 26a
MANUAL VALVE 32a
345
345
45
24a TCC SIGNAL 17b
FLUID PUMP
45
EX
345
REV
REGULATED APPLY
LINE
REVERSE CLUTCH
2345 OR REVERSE
SCREEN
32 SAFETY MODE
17c
2345
FILTER
D432
123
123
32 SM
32
18
LINE ASSEMBLY (308) 15f
345
345
(213) P R N D 4 3 2 #8
REVERSE LOCKOUT
2
D432
45 45
D432
15e
123
LINE
123 BRAKING
123 REGULATED
1
OVERDRIVE CL FD 2
OVERDRIVE CL FD 1
123 22d
21
2345 2345 22f
COAST CLUTCH
FLUID 345
PUMP REAR CONTROL VALVE BODY (310) 43b
RLO
38b
20d
14a
22g
38e
20c
36d
25b
19b
36c
COVER GASKET (309)
31
31
21
21

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4/5L40-E

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

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

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

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

PRINCIPLES OF OPERATION ............................................................... 9A

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

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

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

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

PLANETARY GEAR SETS ............................................................. 29

HYDRAULIC CONTROL COMPONENTS ........................................ 32

ELECTRICAL COMPONENTS ........................................................ 45

POWER FLOW ...................................................................................... 53

COMPLETE HYDRAULIC CIRCUITS ..................................................... 85

LUBRICATION POINTS ....................................................................... 112

BUSHING AND BEARING LOCATIONS ............................................... 113

SEAL LOCATIONS .............................................................................. 114

ILLUSTRATED PARTS LIST ................................................................ 115

BASIC SPECIFICATIONS .................................................................... 136

PRODUCT DESIGNATION SYSTEM ................................................... 138

GLOSSARY ........................................................................................ 140

ABBREVIATIONS ............................................................................... 142

INDEX ................................................................................................ 143

The Hydra-matic 4/5L40-E Technician’s Guide is intended for automotive

The Hydra-matic 4/5L40-E Technician’s Guide is also intended to assist

© COPYRIGHT 2001 POWERTRAIN GROUP

ALL RIGHTS RESERVED

CONVERTER requut ex sure lato

PRESS REG VALVE

FEED LIMIT FEED LIMIT

LINE SAFETY MODE

LINE SAFETY MODE

ASSEMBLY HOUSING ASSEMBLY SOLENOID

FLUID FLOW SCHEMATIC — FLUID FLOW THROUGH

ctor sure follo

ARE USED FOR FORWARD CLUTCH ➤ 3

THE 5L40-E ONLY REVERSE CLUTCH VENT

SPACER PLATE (307) 2 3 21 1

FRONT CONTROL VALVE BODY (311)

ACCUMULATOR D432 19h 24

40c OVERDRIVE CLUTCH FEED 2 D432 19e D432 52 8 4 16 32 52

39c OVERDRIVE CLUTCH FEED 1 D432 20 6 35

TO COOLER 23 REGULATED 25c

COAST CLUTCH 43a 32 SAFETY MODE FDL 44d 53 ➤

2-3 SIGNAL 28b 8 48 ➤

LUBE 8 1-2 SIGNAL 27a 48 12 9

AIR BLEED AIR 48 48

(203) (233) 1-2 SHIFT 35a

BLEED 36 46 MEMORY PILOT ➤

47b 1-2 SHIFT VALVE VALVE 23 52 52

11b FILTERED FEED LIMIT 1-2 SHIFT CONTROL VALVE 33d

2345 2345 – NON FUNCTIONAL HOLES HAVE BEEN

TEST PLUG EX INTERMEDIATE CLUTCH 22a 37

PRESSURE CONTROL SAFETY MODE 23 REGULATED 10h 37 52

FEED LIMIT FDL 44 45

VALVE FDL 44c (203) 32

27b 1-2 SIGNAL LINE SAFETY MODE SOLENOID 44f

2-3 SHIFT VALVE CNTRL VALVE

(Top Channel Plate Side)

DIRECT CLUTCH #10

10d CNTRL 3-4 SHIFT REVERSE

TCC 10a SECOND COAST CLUTCH 29