4L60-E

HYDRA-MATIC

2

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 ............................................................. 24

HYDRAULIC CONTROL COMPONENTS........................................ 26

ELECTRICAL COMPONENTS ........................................................ 36

POWER FLOW ...................................................................................... 45

COMPLETE HYDRAULIC CIRCUITS ..................................................... 73

LUBRICATION POINTS......................................................................... 98

BUSHING AND BEARING LOCATIONS................................................. 99

SEAL LOCATIONS.............................................................................. 100

ILLUSTRATED PARTS LIST ................................................................ 101

BASIC SPECIFICATIONS .................................................................... 112

PRODUCT DESIGNATION SYSTEM ................................................... 113

GLOSSARY ........................................................................................ 114

ABBREVIATIONS ............................................................................... 116

INDEX................................................................................................ 117

PREFACE

All information contained in this book is based on the latest data available

at the time of publication approv al. T he right is reserved to mak e 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.

General Motors Corporation

The Hydra-matic 4L60-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 4L60-E Technician’s Guide is also intended to assist

technicians during the service, diagnosis and repair of this transaxle.

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 4L60-E transmission.

1

The Hydra-matic 4L60-E Technician’s Guide is

another Po wertrain publication from the Technician’s

Guide series of books. The purpose of this

publication, as is the case with other Technician’s

Guides, is to provide complete information on the

theoretical operating characteristics of this

transmission. Operational theories of the mechanical,

hydraulic and electrical components are presented in

a sequential and functional order to better explain

their operation as part of the system.

In the first section of this book entitled “Principles

of Operation”, exacting explanations of the major

components and their functions are presented. In

every situation possible, text describes component

operation during the apply and release cyc le as well

as situations where it has no effect at all. The

descriptive text is then supported by numerous

graphic illustrations to further emphasize the

operational theories presented.

The second major section entitled “Power Flow”,

blends the information presented in the “Principles

of Operation” section into the complete transmission

assembly. The transfer of torque from the engine

through the transmission is graphically displayed on

a full page while a narrative description is provided

on a facing half page. The opposite side of the half

page contains the narrative description of the

hydraulic fluid as it applies components or shifts

valves in the system. Facing this partial page is a

hydraulic schematic that sho ws the position of v alv es,

ball check valves, etc ., as they function in a specific

gear range.

The third major section of this book displays the

“Complete Hydraulic Circuit” for specific gear

ranges. Foldout pages containing fluid flow

schematics and two dimensional illustra tions of major

components graphically display hydraulic circuits.

This information is extremely useful when tracing

fluid circuits for learning or diagnosis purposes.

The “Appendix” section of this book provides

additional transmission information regarding

lubrication circuits, seal locations, illustrated parts

lists and more. Although this information is available

in current model year Service Manuals, its inclusion

provides for a quick reference guide that is useful to

the technician.

Production of the Hydra-matic 4L60-E Technician’s

Guide was made possible through the combined efforts

of many staf f areas within the General Motors Powertrain

Group. As a result, the Hydra-matic 4L60-E Technician’s

Guide was written to provide the user with the most

current, concise and usable information available

reg arding this pr oduct.

3

INTRODUCTION

HOW TO USE THIS BOOK

specific fluid circuits that enable the mechanical

components to operate. The mechanical power

flow is graphically displayed on a full size page

and is followed b y a half page of descripti ve te xt.

The opposite side of the half page contains the

narrative description of the hydraulic fluid as it

applies components or moves valves in the system.

Facing this partial page is a hydr aulic schematic

which shows the position of valves, ball check

valves, etc., as they function in a specific gear

range. Also, located at the bottom of each half

page is a reference to the Complete Hydraulic

Circuit section that follows.

•The Complete Hydraulic Circuits section

(beginning on page 73) details the entire hydraulic

system. This is accomplished by using a foldout

circuit schematic with a facing page two

dimensional foldout drawing of each component.

The circuit schematics and component drawings

display only the fluid passages for that specific

operating range.

•Finally , the Appendix section contains a schematic

of the lubrication flow through the transmission,

disassembled view parts lists and transmission

specifications. This information has been included

to provide the user with convenient reference

information published in the appropriate vehicle

Service Manuals. Since component parts lists

and specifications may change over time, this

information should be verified with Service

Manual information.

First time users of this book may f ind the page layout

a little unusual or perhaps confusing. Ho wever, with

a minimal amount of exposure to this format its

usefulness becomes more obvious. If you are

unfamiliar with this publication, the following

guidelines are helpful in understanding the functional

intent for the various page layouts:

•Read the following section, “Understanding the

Graphics” to know how the graphic illustrations

are used, particularly as they relate to the

mechanical power flow and hydraulic controls

(see Understanding the Graphics page 6).

•Unfold the cutaway illustration of the Hydra-

matic 4L60-E (page 8) and refer to it as you

progress through each major section. This

cutaw ay provides a quick reference of component

location inside the transmission assembly and

their relationship to other components.

•The Principles of Operation section (beginning on

page 9A) presents information regarding the major

apply components and hydraulic control

components used in this transmission. This section

describes “how” specific components work and

interfaces with the sections that follow.

•The Power Flow section (beginning on page 45)

presents the mechanical and hydraulic functions

corresponding to specific gear ranges. This section

builds on the information presented in the

Principles of Operation section by showing

4

5

HOW TO USE THIS BOOK

Figure 1

TORQUE

CONVERTER

ASSEMBLY

(1)

PUMP

ASSEMBLY

(4)

TRANSMISSION

CASE

(8)

INPUT HOUSING

& SHAFT ASSEMBLY

(621)

OUTPUT

SHAFT

(687)

HELD

SPEED SENSOR

ROTOR

(699)

PARKING PAWL

RETURN SPRING

(80)

PARKING BRAKE

PAWL (81)

ENGAGED

PARKING LOCK

ACTUATOR

ASSEMBLY

(85)

INSIDE

DETENT

LEVER

(88)

MANUAL

SHAFT

(84)

REACTION

INTERNAL

GEAR

(684)

HELD

OIL

PUMP

ROTOR

(212)

➤

1

POWER FROM

TORQUE

CONVERTER

(1)

NO POWER

TRANSMITTED TO

OUTPUT SHAFT

(687)

2

POWERFLOW

TERMINATED LO & REVERSE

CLUTCH

APPLIED

PARK

(Engine Running)

Figure 39

42

42B

Engine Running

COMPLETE HYDRAULIC CIRCUIT

PAGE 68

With the selector lever in the Park (P)

position, line pressure from the oil

pump is directed to the following:

Pressure Regulator Valve(218): Reg-

ulates pump output (line pressure)

according to the transmission

requirements. When pump

output exceeds the demand

of line pressure, fluid from

the pressure regulator

PARK

H

Y

D

R

A

-

M

A

T

I

C

4

L

6

0

-

E

BOTTOM

PAN

(SUMP)

➤

➤➤

3-4 SHIFT VALVE

LO OVERRUN

ACTUATOR FEED LIMIT

➤

FILTER

➤

LINE

COOLER

D4

REVERSE

PR

D3

D2

LO

PR

D2

D3

LO

D4

FWD CL FEED

PR

REV INPUT

LO/REVERSE

LO/1ST

TORQUE SIGNAL

D3

EX

AFL

1-2 SIGNAL

AFL

LINE

PR

LO/REVERSE

AFL

PR

RELEASE

APPLY

DECREASE

LINE

COOLER

EX

FILTER (50)

FILTER

(232)

EX

AIR

BLEED

AIR

BLEED LINE

PRESSURE

TAP

FILTER

(49)

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤ ➤➤➤

➤

➤➤

➤

➤➤

➤➤ ➤ ➤

➤➤

➤

➤➤➤

➤

➤➤

➤

➤➤➤

➤

➤➤

➤

➤➤

➤

➤➤➤

➤➤

➤

➤➤➤

PRESSURE

RELIEF

VALVE

PUMP

ASSEMBLY

D2-N.C.

REV-N.O.

D3-N.C.

LO-N.O.

D4-N.O.

TEMP

SENSOR

➤

TFP

SWITCH

ASSEMBLY

➤

PARK

(Engine Running)

➤

3-4 SIG

➤

AFL

➤

LO/REV

PR

➤

1-2 SIGNAL

4TH SIG

TORQUE SIG

➤

➤➤

RELEASE

APPLY

➤

FORWARD CLUTCH

ACCUMULATOR

AFL (To 3-2 Control Solenoid)

➤

1c

2

TORQUE

CONVERTER

ASSEMBLY

#9

➤➤

#10

➤

LOW AND REVERSE

CLUTCH ASSEMBLY

1

2

COOLER

LUBE

➤

➤➤

➤

4

10

TCC

SOLENOID

N.O.

OFF

EX

➤

EX

➤

REGULATED APPLY

SUCTION

EX

➤➤

BOOST VALVE PRESS REG

EX

TORQUE SIGNAL

EX

CONV FD

EX

REVERSE INPUT

➤

CONVERTER CLUTCH VALVE

EX

LINE

REGULATED APPLY

EX

CC SIGNAL

ISOLATOR

REG APPLY

PRESSURE

CONTROL

SOLENOID

VALVE

8

32

9

25

23

26

27

29

2-3 SHUTTLE 2-3 SHIFT VALVE

EX

D2

OVERRUN

D3

2ND

3-4 SIGNAL

EX

2-3 SIGNAL

SERVO FD

3-4 ACC

➤

2-3 SHIFT

SOLENOID

VALVE

N.O. ON

1-2 SHIFT VALVE

LO

D4

D4-3-2

2ND

EX

1-2 SHIFT

SOLENOID

VALVE

N.O. ON

28

EX

PRND321

EX

MANUAL VALVE

1a

1b

Figure 40

43

➤

➤➤

➤

➤➤

➤

➤➤

➤

INPUT CLUTCH

HOUSING ASSEMBLY

24

REAR LUBE

FILTER

(49)

➤

RELEASE

APPLY

LO/REVERSE

PR

BOOST VALVE PRESS REG

BOTTOM

PAN

(SUMP)

(75)

FILTER

(72) REVERSE INPUT

REV INPUT

DECREASE

LINE

EX

FILTER

(232)

AIR

BLEED

(240)

1

SUCTION

LINE

EX

PRESSURE

RELIEF

VALVE

PUMP

ASSEMBLY

(4)

➤

➤➤

4

TCC

SOLENOID

(66)

N.O.

COOLER

LUBE

COOLER

SUCTION

CONVERTER & LUBE

MAINLINE

SOLENOID SIGNAL

ACCUMULATOR

ACTUATOR FEED LIMIT

TORQUE SIGNAL

FLUID PRESSURES

REVERSE INPUT

FORWARD CLUTCH FEED

#1

ACCUMULATOR

ORF ACC

2ND CLUTCH

3-4 ACCUMULATOR

1-2 ACCUMULATOR

19 3-4 ACCUM

ACCUM

EX

ORIFICED ACCUM

3-4 ACCUMULATOR

3-4 ACCUM

2ND CLUTCH

D3

REVERSE INPUT

D2-N.C.

REV-N.O. D3-N.C.

LO-N.O.

D4-N.O.

LO

TEMP

SENSOR

➤

TFP

SWITCH

ASSEMBLY

D2

D4

D3

EX

FORWARD ABUSE

FWD CL FD

3RD ACCUMULATOR EX

#7

11 3RD ACCUM

4TH

EX

➤

4TH

2ND & 4TH

SERVO

REV ABUSE

EX

REVERSE

REVERSE INPUT

#12

D4

22

D4

#4

13

3-4 SIGNAL

3-4 CL

3-4 CLUTCH

#2

12

3-4 CLUTCH

3RD ACCUM

3-4 CL

#8

16

2ND

2ND CL 2ND CL

2ND CL

2ND CLUTCH2ND CLUTCH

TORQUE SIG

FORWARD CLUTCH FEED

FORWARD

CLUTCH

ACCUMULATOR

EX

PR LO

LO

FORWARD CLUTCH FEED

FWD CL FEED

D3

14

3-4 CLUTCH

3RD ACCUMULATOR

3RD ACCUM

EX

AFL

3-2 SIGNAL

2ND

LINE

REGULATED APPLY

8REG APPLY

1-2 SHIFT VALVE

26

LO

D4

O’ EX

D4-3-2 2ND

25

1-2 SIGNAL

LO/1ST

27

1-2 SIGNAL

EX

ORIFICED EX

EX

LO/1ST D4-3-2

D4

2

➤

➤➤

➤

EX

CONV FD

EX

LINE LINE

LINE

PRESSURE

TAP

(39)

➤

REGULATED APPLY

➤

LUBE

CASE (8)

GASKET (47)

SPACER PLATE (48)

GASKET (52)

VALVE BODY (60)

SUCTION

LINE

3a

3b

3c

➤

➤➤

➤

D3

EX

3-4 SIGNAL

1-2 SIGNAL

4TH SIGNAL

3-4 SHIFT VALVE

1-2 SIGNAL

3-4 CLUTCH

OVERRUN CLUTCH

12a

12b

12c

12d

12e

EX

32

AFL

30

D4

EX

31

ACCUMULATOR

EX

TORQUE SIGNAL

FILTERED AFL

D4

AFLAFL FILTER

(50)

10

43a

43b 44

11b

11c

11a

14b

14a

14c

LO OVERRUN

23

PR

LO/REV

LO/1ST LO/REVERSE

LO/REVERSE

PR PR

EX

22 10c

23 10b

9n

9o

22b

22a

10a

➤

10 9k

9g

9m

44a

43c 44

41a

41b

41c

41d

42b

42a

13a

13b

OIL

COOLER

PIPE

CONNECTOR

(10)

➤

18a

18b

18c

18 17a

18 17b

20b

48b

48a

REGULATED APPLY

30a

30b

32a

37a

9b

9e

10 9d

9c

9a

9f

9h

31a

31b

31c

OVERRUN CLUTCH FEED

3-4 ACCUM

SERVO FEED

6

7

4TH4TH

OVERRUN CL

4TH SIGNAL2ND

EX

3-4 RELAY 4-3 SEQUENCE VALVE

5

EX

SERVO FD

ORF EX

CASE (8)

REV INPUT

EX

(237)

17d

17c

17e

17f

17g

21

20d

20e

21a

20a

20c

1-2 ACCUMULATOR COVER (57)

25g

33c

33a

33b

27d

27c

27b

29

27a

28a

29b

29a

29d

40

29c

29e

29g28

28

29f

24a

24b

24c

24d

24e

24f

24g

24h

25a

25b

25d

25e

25f

25

24m

24k

REVERSE INPUT

#3

17

REVERSE INPUT

15c

15b

16

REVERSE

REVERSE INPUT

16a

15d

15a REVERSE

34f

34e

34d

34c

34a

34b

#6

OVERRUN CL FD

21

ORIFICED D2

#5

OVERRUN

OVERRUN OVERRUN

OVERRUN

36

35e

35d

39

35b

35c

36a

35a

38d

38e39

38c

38b

38a

EX

TORQUE SIGNAL

2ND CL

➤

➤➤

➤

20

18

2-3 SHUTTLE 2-3 SHIFT VALVE

28

29

EX

D2

OVERRUN

D3

2ND

3-4 SIGNAL

EX

D4-3-2

2-3 SIGNAL

ACTUATOR FEED LIMIT

AFL

SERVO FD

3-4 ACC

FILTERED AFL

AFL

ACTUATOR FEED LIMIT

AFL

D2

2ND

D2

ORIFICED D2

D2

VALVE BODY (60)

3-4 SIGNAL

➤

2ND

D4

PR 3-4 ACCUMULATOR

D4

EX

D4-3-2

LO

D4

2ND CLUTCH

D3

FORWARD CLUTCH FEED ACTUATOR FEED LIMIT

TORQUE SIGNAL

SERVO FEED

➤

OVERRUN CLUTCH

LINE

9p

26a

➤

➤➤

➤

➤➤➤

➤

➤➤➤

➤

➤➤

➤

➤➤➤

➤

➤➤

➤➤ ➤

➤

➤➤➤

➤➤

PR

➤➤

➤

➤➤

➤

➤➤

➤➤➤➤➤

➤

➤➤

➤

➤➤➤➤➤

➤➤

➤

➤➤➤

OFF

CONVERTER CLUTCH VALVE

COOLER

RELEASE

APPLY

EX

➤

EX

➤➤

➤

➤➤

➤

CONV FD

➤

REGULATED APPLY

3-2 CONTROL

EX

CC SIGNAL

ISOLATOR

REG APPLY

ACTUATOR FEED LIMIT

9

26b

TCC PWM

SOLENOID

VALVE

N.C.

1-2 SIGNAL

2ND

4TH SIGNAL

3-2

CONTROL

SOLENOID

VALVE

N.C.

OFF

#10

➤

LOW AND REVERSE

CLUTCH ASSEMBLY

REVERSE INPUT

CLUTCH ASSEMBLY

TORQUE

CONVERTER

ASSEMBLY

#9

➤➤

(237)

➤

(238)

➤

EX

2ND CLUTCH 3-4 CLUTCH

2ND

PRESSURE

CONTROL

SOLENOID

VALVE

2-3 SHIFT

SOLENOID

VALVE

N.O. ON

EX

1-2 SHIFT

SOLENOID

VALVE

N.O. ON

ACCUM VALVE

PRND321

D4

REVERSE

D3

D2

LO EX

EX

LINE

➤

➤➤➤➤

➤

➤➤➤ ➤

➤

➤➤➤➤➤

➤

MANUAL VALVE

PR

EXEX

3-2 DOWNSHIFT

Engine Running

With the selector lever in the Park (P)

position, line pressure from the oil

pump is directed to the following:

Pressure Regulator Valve(218): Reg-

ulates pump output (line pressure)

according to the transmission

requirements. When pump

output exceeds the demand

of line pressure, fluid from

the pressure regulator

PARK

Engine Running

68

Figure 64

D4

PR

3

2

4

T

H

3

-

4

A

C

U

M

3

7

O

V

E

R

U

N

C

L

U

T

C

H

3

8

D

2

4

0

3

-

2

S

I

G

N

A

L

Engine Running

FOLDOUT ➤ 69

Figure 65

;

➤

➤ ➤

➤

;;;

;;;;;;;

➤ ➤

;;

➤

➤➤

➤

;;

;;;;

;;;

;;;;

;

PUMP BODY (200)

(Pump Cover Side) PUMP COVER (215)

(Pump Body Side) PUMP COVER (215)

(Case Side) CASE (103)

(Pump Cover Side)

CASE (103)

(Control Valve Body Side) SPACER PLATE (48)

(Case/Control Valve Body) CONTROL VALVE BODY (60)

(Case Side)

12 38

312

34

18

15

16

38

29

16

47 47

29 15 29

9

29

12

38 41 17

24

18

9

30

34

25 24

25 43 37

33

24

25

30 27 22 27

34

13

35

34

36

31 31

33

48

9

26 3

25

11

99

925

28 32

11

26

17 20 20

9

25

20

21 21

24

36 35

39

24

27

24

13

9

10

24 10

14

22

912 42

41 44

42

17

18

34

17

12 14

41

38

41

11

3

25

39

24 10

18

29

16

48

43

9

14

44

26

25

31

20

GASKET (47)

(Case/Spacer Plate) GASKET (52)

(Spacer Plate/Control Valve Body)

CASE (103)

(2-4 Servo Bore)

1-2 ACCUMULATOR COVER (57)

NOTE:

- INDICATES BOLT HOLES

- NON-FUNCTIONAL HOLES

HAVE BEEN REMOVED FROM

COMPONENT DRAWINGS TO

TO SIMPLIFY TRACING FLUID

FLOW.

- EXHAUST FLUID NOT SHOWN

21

25

20

28

#7/(40) 44

(11)

25

43

32

3

16

(237)

18

43

3

(240)

37

(237)

43

47

45

43

48

11

29

16

3

16 29 18

2

(240)

8

85

37

1

47

(232)

7

46

;

;;

45 47

3

8

43

5

4

2

4

48

43

3

6

1

43

2

7

47 46

43 11

3

16

37

5

37 8

29

18

29

1

(232)

2

43

47

16

(237)

37

(237)

4

(238)

2

(240)

PRESSURE RELIEF

VALVE BORE

➤

16

45

8

7

48

37

11 29 16

3

18

3

(39)

8

7

(10)

48 37 316291118

;;;;;;;

47 45

8

43

5

4

3

2

43

16

11

29

43

4637 47

48

7

4

2

3

1

3

13V

12a 38b

3a

12b

34b

18b

38d

18c

13b

15d

16a

38c

15a

9m

9n

11c

29e

29d

9o

27b/29

29a

29f/28

15b/16

35a

22b

27d

30a

30b

34f

25a 24h

31c

25b

33c

24g 34e

31b

31a

27a

33a

33b

32a

37a

36a

3c

26b

11b

9c

25f

28a

9e

9p

9b

9d/10

(50)

48b

43a

25d

3b 11a

20c

25g

21a

9f

20e/21

17f 20a

9g

10a

35c/39

35b

35d/36

24f

24d 24c 13a

24a24b

41d

17c

41c

12c

17b/18 18a17d

42a

43c/44 9h 12e

22a 14b

10c/22

42b

14a

12d

17e

34a 41a

41b 38a

24m/25

47

9k/10

(49)

10b/23

20b

24e

17g

20d/21

25e

9a

48a

26a

43b/44

24k/25

34c

34d

29c

29b

29g/28

15c/16

17a/18 14c

44a

38e/39

27c/29

35e/36

➤

7

➤

5

➤

6

➤

16

➤

17

➤

8

➤

9

➤

32

➤

10

➤

12

➤

18

➤

20

➤

21

➤

22

➤

13

➤

14

➤

23

➤

25

➤

29

➤

30

➤

31

➤

26

➤

27

➤

28

➤

24

➤➤

1

➤➤

2

➤➤

2

➤➤

4

➤➤

11

12 38

3

18

38

16

28

29

15

34

29

9

15

29

11

929

40

15 43

35 34

31

31 33 33

22

27

30

34

30

25 24 24

2431

25 43

48

26

33 37

36 32

25

28

9

26

9

311

25 25 3

910

11 21 20

25

9

10

17 20

35 35/39

24

27 24 24

13

22

14

22

912 42

14

12

24

18

38 41 17

41

12 42

17

34

12 34 41

38

17

44

47

923

20

17

9

48 44

34

29

29 18

24

14

43

10

25

41

38

34

9

947

9

3

25

11

26

47

26

47

25

47

3

10

43

47 11

43

33

31

24

30

37 36

28

11

34

25 24

22

24

35

34

30 27

31 32

47 25

29

9

15

40

28 29 29 16

15

43

15 12

38

3

341 47

17 34 38 41

34

18

12

17

42

43

12

18

47

14

43

14 42

922

23

10

9

17

24

38

13 24

43

42

41

3

33

31 24 24

17 47

13

17 20 20

27

#8

#6 #5

#3

#2 #12

#4

FORWARD

CLUTCH

ACCUMULATOR

BORE

➤

17

47

35

47

43

47

47 48

48

47

47 9

26

47 12 38

3

29

38

16

47 29

15

29

11

18

30 27 27

18

34

47

34

25 24

31

33

43

37 37

48

47

47 47

9

25

311

32 28 32

25

21

20

33

25

9

39

35

35 24 47

24 22

22 10 47

14

12

9

99

44

17 47 42

41

17

14

12

18

34

41

9

36

9

17

12

14

11

9

11

34

16 16

22

13 13

#10

#1

#7

(40)

37

18

11

29

16

3

29

341

38

44

(38)

28

47

43

47

48

36

33

9

33

38

19

26

47

2-4 SERVO BORE

➤

REAR

LUBE

TO

LOW AND

REVERSE

CLUTCH

➤➤

19

RANGE REFERENCE CHARTLARGE CUTAWAY VIEW

OF TRANSMISSION

(FOLDOUT)

HALF PAGE TEXT FOR EASY

REFERENCE TO BOTH PAGES

FLUID FLOW THROUGH

COMPONENTS (FOLDOUT)

COMPLETE ILLUSTRATED

PARTS LIST

FLUID FLOW SCHEMATIC —

(FOLDOUT)

HALF PAGE TEXT AND LEDGEND

PAGE NUMBER —

FOR REFERENCE TO

FLUID FLOW SCHEMATIC

➤

CASE

ASSEMBLY REVERSE

INPUT CLUTCH INPUT CLUTCH

HOUSING OVERRUN

CLUTCH FORWARD

SPRAG CL

ASSEMBLY

3-4

CLUTCH INPUT

PLANETARY

GEARSET

LO AND

REVERSE

CLUTCH

TORQUE

CONVERTER

ASSEMBLY

STATOR

ROLLER

CLUTCH PUMP

ASSEMBLY

LO ROLLER

CLUTCH

ASSEMBLY

REACTION

PLANETARY

GEARSET

TURBINE

SHAFT

2-4

BAND

ASSEMBLY INSIDE

DETENT LEVER MANUAL

SHAFT CONTROL VALVE

ASSEMBLY PARKING LOCK

ACTUATOR ASSEMBLY SPEED

SENSOR

PARKING

PAWL

OUTPUT

SHAFT

➤

CASE

ASSEMBLY

(103)

CONVERTER

HOUSING

(102)

TORQUE

CONVERTER

(1)

SERVO

ASSEMBLY

(12-29)

TCC

SOLENOID

(66)

SPACER

PLATE

(48)

BOTTOM

PAN

(75)

FILTER

(72)

CONTROL

VALVE

ASSEMBLY

(60)

1-2 ACCUMULATOR

PISTON

(56)

SPACER PLATE

GASKETS

(47 & 52)

3-4 ACCUMULATOR

PISTON

(44)

➤

UNDERSTANDING THE GRAPHICS

6

Figure 2

•A graphic schematic representation that displays

valves, checkballs, orif ices and so for th, required

for the proper function of transmission in a specific

gear range. In the schematic drawings, fluid

circuits are represented by straight lines and

orifices are represented by indentations in a circuit.

All circuits are labeled and color coded to provide

reference points between the schematic drawing

and the two dimensional line drawing of the

components.

•Figure 4 (page 7B) provides an illustration of a

typical valve, bushing and valve train components.

A brief description of valve operation is also

provided to support the illustration.

•Figure 5 (page 7B) provides a color coded chart

that references different fluid pressures used to

operate the hydraulic control systems. A brief

description of how fluid pressures affect valve

operation is also provided.

The flow of transmission fluid starts in the bottom

pan and is drawn through the filter, main case valve

body, transmission case, the oil pump assembly, and

into the torque converter. This is a general route for

fluid to flow that is more easily understood by

reviewing the illustrations provided in Figure 2.

However, fluid may pass between these and other

components many times before reaching a valve or

applying a clutch. For this reason, the graphics are

designed to show the e xact location where fluid passes

through a component and into other passages for

specific gear range operation.

To provide a better understanding of fluid flo w in the

Hydra-matic 4L60-E transmission, the components

involved with hydraulic control and fluid flow are

illustrated in three major formats. Figure 3 provides

an example of these formats which are:

•A three dimensional line drawing of the

component for easier part identification.

•A two dimensional line drawing of the component

to indicate fluid passages and orifices.

➤

➤➤

➤

➤➤

➤

INPUT CLUTCH

HOUSING ASSEMBLY

24

REAR LUBE

FILTER

(49)

➤

RELEASE

APPLY

LO/REVERSE

PR

BOOST VALVE PRESS REG

BOTTOM

PAN

(SUMP)

(75)

FILTER

(72) REVERSE INPUT

REV INPUT

DECREASE

LINE

EX

FILTER

(232)

AIR

BLEED

(240)

1

SUCTION

LINE

EX

PRESSURE

RELIEF

VALVE

PUMP

ASSEMBLY

(4)

➤

➤➤

4

TCC

SOLENOID

(66)

N.O.

COOLER

LUBE

COOLER

SUCTION

CONVERTER & LUBE

MAINLINE

SOLENOID SIGNAL

ACCUMULATOR

ACTUATOR FEED LIMIT

TORQUE SIGNAL

FLUID PRESSURES

REVERSE INPUT

FORWARD CLUTCH FEED

#1

ACCUMULATOR

ORF ACC

2ND CLUTCH

3-4 ACCUMULATOR

1-2 ACCUMULATOR

19

3-4 ACCUM

ACCUM

EX

ORIFICED ACCUM

3-4 ACCUMULATOR

3-4 ACCUM

2ND CLUTCH

D3

REVERSE INPUT

D2-N.C.

REV-N.O. D3-N.C.

LO-N.O.

D4-N.O.

LO

TEMP

SENSOR

➤

TFP

SWITCH

ASSEMBLY

D2

D4

D3

EX

FORWARD ABUSE

FWD CL FD

3RD ACCUMULATOR EX

#7

11

3RD ACCUM

4TH

EX

➤

4TH

2ND & 4TH

SERVO

REV ABUSE

EX

REVERSE

REVERSE INPUT

#12

D4

22

D4

#4

13

3-4 SIGNAL

3-4 CL

3-4 CLUTCH

#2

12

3-4 CLUTCH

3RD ACCUM

3-4 CL

#8

16

2ND

2ND CL 2ND CL

2ND CL

2ND CLUTCH2ND CLUTCH

TORQUE SIG

FORWARD CLUTCH FEED

FORWARD

CLUTCH

ACCUMULATOR

EX

PR LO

LO

FORWARD CLUTCH FEED

FWD CL FEED

D3

14

3-4 CLUTCH

3RD ACCUMULATOR

3RD ACCUM

EX

AFL

3-2 SIGNAL

2ND

LINE

REGULATED APPLY

8

REG APPLY

1-2 SHIFT VALVE

26

LO

D4

O’ EX

D4-3-2 2ND

25

1-2 SIGNAL

LO/1ST

27

1-2 SIGNAL

EX

ORIFICED EX

EX

LO/1ST D4-3-2

D4

2

➤

➤➤

➤

EX

CONV FD

EX

LINE LINE

LINE

PRESSURE

TAP

(39)

➤

REGULATED APPLY

➤

LUBE

CASE (8)

GASKET (47)

SPACER PLATE (48)

GASKET (52)

VALVE BODY (60)

SUCTION

LINE

3a

3b

3c

➤

➤➤

➤

D3

EX

3-4 SIGNAL

1-2 SIGNAL

4TH SIGNAL

3-4 SHIFT VALVE

1-2 SIGNAL

3-4 CLUTCH

OVERRUN CLUTCH

12a

12b

12c

12d

12e

EX

32

AFL

30

D4

EX

31

ACCUMULATOR

EX

TORQUE SIGNAL

FILTERED AFL

D4

AFLAFL FILTER

(50)

10

43a

43b 44

11b

11c

11a

14b

14a

14c

LO OVERRUN

23

PR

LO/REV

LO/1ST LO/REVERSE

LO/REVERSE

PR PR

EX

22 10c

23 10b

9n

9o

22b

22a

10a

➤

10 9k

9g

9m

44a

43c 44

41a

41b

41c

41d

42b

42a

13a

13b

OIL

COOLER

PIPE

CONNECTOR

(10)

➤

18a

18b

18c

18 17a

18 17b

20b

48b

48a

REGULATED APPLY

30a

30b

32a

37a

9b

9e

10 9d

9c

9a

9f

9h

31a

31b

31c

OVERRUN CLUTCH FEED

3-4 ACCUM

SERVO FEED

6

7

4TH4TH

OVERRUN CL

4TH SIGNAL2ND

EX

3-4 RELAY 4-3 SEQUENCE VALVE

5

EX

SERVO FD

ORF EX

CASE (8)

REV INPUT

EX

(237)

17d

17c

17e

17f

17g

21

20d

20e

21a

20a

20c

1-2 ACCUMULATOR COVER (57)

25g

33c

33a

33b

27d

27c

27b

29

27a

28a

29b

29a

29d

40

29c

29e

29g28

28

29f

24a

24b

24c

24d

24e

24f

24g

24h

25a

25b

25d

25e

25f

25

24m

24k

REVERSE INPUT

#3

17

REVERSE INPUT

15c

15b

16

REVERSE

REVERSE INPUT

16a

15d

15a

REVERSE

34f

34e

34d

34c

34a

34b

#6

OVERRUN CL FD

21

ORIFICED D2

#5

OVERRUN

OVERRUN OVERRUN

OVERRUN

36

35e

35d

39

35b

35c

36a

35a

38d

38e39

38c

38b

38a

EX

TORQUE SIGNAL

2ND CL

➤

➤➤

➤

20

18

2-3 SHUTTLE 2-3 SHIFT VALVE

28

29

EX

D2

OVERRUN

D3

2ND

3-4 SIGNAL

EX

D4-3-2

2-3 SIGNAL

ACTUATOR FEED LIMIT

AFL

SERVO FD

3-4 ACC

FILTERED AFL

AFL

ACTUATOR FEED LIMIT

AFL

D2

2ND

D2

ORIFICED D2

D2

VALVE BODY (60)

3-4 SIGNAL

➤

2ND

D4

PR 3-4 ACCUMULATOR

D4

EX

D4-3-2

LO

D4

2ND CLUTCH

D3

FORWARD CLUTCH FEED ACTUATOR FEED LIMIT

TORQUE SIGNAL

SERVO FEED

➤

OVERRUN CLUTCH

LINE

9p

26a

➤

➤➤

➤

➤➤➤

➤

➤➤➤

➤

➤➤

➤

➤➤➤

➤

➤➤

➤➤ ➤

➤

➤➤➤

➤➤

PR

➤➤

➤

➤➤

➤

➤➤

➤➤➤➤➤

➤

➤➤

➤

➤➤➤➤➤

➤➤

➤

➤➤➤

OFF

CONVERTER CLUTCH VALVE

COOLER

RELEASE

APPLY

EX

➤

EX

➤➤

➤

➤➤

➤

CONV FD

➤

REGULATED APPLY

3-2 CONTROL

EX

CC SIGNAL

ACTUATOR FEED LIMIT

9

26b

TCC PWM

SOLENOID

VALVE

N.C.

1-2 SIGNAL

2ND

4TH SIGNAL

3-2

CONTROL

SOLENOID

VALVE

N.C.

OFF

#10

➤

LOW AND REVERSE

CLUTCH ASSEMBLY

REVERSE INPUT

CLUTCH ASSEMBLY

TORQUE

CONVERTER

ASSEMBLY

#9

➤➤

(237)

➤

(238)

➤

EX

2ND CLUTCH 3-4 CLUTCH

2ND

PRESSURE

CONTROL

SOLENOID

VALVE

2-3 SHIFT

SOLENOID

VALVE

N.O.

ON

EX

1-2 SHIFT

SOLENOID

VALVE

N.O.

ON

ACCUM VALVE

PRND321

D4

REVERSE

D3

D2

LO

EX

LINE

➤

➤➤➤➤

➤

➤➤➤ ➤

➤

➤➤➤➤➤

➤

MANUAL VALVE

PR

EXEX

3-2 DOWNSHIFT

ISOLATOR VALVE

REG APPLY

UNDERST ANDING THE GRAPHICS

Figure 3

PUMP COVER

CASE SIDE

THREE DIMENSIONAL

TWO DIMENSIONAL

THREE DIMENSIONAL

TWO DIMENSIONAL

GRAPHIC

SCHEMATIC

REPRESENTATION

TWO DIMENSIONAL

VALVE BODY SIDE

THREE DIMENSIONAL

TWO DIMENSIONAL

THREE DIMENSIONAL

CONTROL

VALVE BODY

ASSEMBLY (60)

CASE

ASSEMBLY

(103)

OIL PUMP

ASSEMBLY

(4)

1-2 ACCUMULATOR

COVER

(57)

VALVE BODY

SPACER

PLATE

(48)

FOLDOUT ➤ 7AFOLDOUT ➤ 7

GASKET

(47)

GASKET

(52)

SPACER

PLATE

(48)

CASE SIDE

➤

7B

FLUID PRESSURES

SUCTION

CONVERTER & LUBE

MAINLINE

SOLENOID SIGNAL

ACCUMULATOR

ACTUATOR FEED LIMIT

TORQUE SIGNAL

EXHAUST

DIRECTION OF FLOW

➤➤➤

➤

AB

➤

AB

➤

WITH EQUAL SURFACE AREAS

ON EACH END OF THE VALVE,

BUT FLUID PRESSURE "A"

BEING GREATER THAN FLUID

PRESSURE "B", THE V ALVE

WILL MO VE T O THE RIGHT.

WITH THE SAME FLUID PRESSURE

ACTING ON BOTH SURFACE "A"

AND SURFACE "B" THE VALVE

WILL MO VE T O THE LEFT. THIS

IS DUE TO THE LARGER SURFACE

AREA OF "A" THAN "B".

UNDERST ANDING THE GRAPHICS

TYPICAL BUSHING AND VALVE

Figure 4

Figure 5

➤

SPRING

RETAINING

BORE

PLUG

VALVE

BUSHING

EXHAUST FROM THE

APPLY COMPONENT

UNSEATS THE

BALL CHECK VALVE,

THEREFORE CREATING

A QUICK RELEASE.

TO APPLY

COMPONENT APPLY FLUID SEATS

THE BALL CHECK VALVE

FORCING FLUID THROUGH

AN ORIFICE IN THE SPACER

PLATE, WHICH CREATES

A SLOWER APPLY.

WITH SIGNAL FLUID PRESSURE

GREATER THAN SPRING AND

SPRING ASSIST FLUID PRESSURE

THE VALVE MOVES OVER.

WITH SIGNAL FLUID PRESSURE

EQUAL TO OR LESS THAN

SPRING AND SPRING ASSIST

FLUID PRESSURE THE V ALVE

REMAINS IN CLOSED POSITION.

BUSHING

➤

VALVE

BODY

SPACER

PLATE

RESTRICTING

ORIFICE

BALL

CHECK

VALVE

RETAINING

BORE

PLUG

SPRING

VALVE

BUSHING

VALVE

BODY

➤

➤➤

➤

➤➤

➤

SPACER

PLATE

SIGNAL

FLUID

APPLY

FLUID

SPRING

ASSIST

FLUID

EX

➤

SPACER

PLATE

SIGNAL

FLUID

APPLY

FLUID

SPRING

ASSIST

FLUID

EX

➤

NOTE: NOT ALL VALVES ARE

USED WITH A BUSHING

HYDRA-MATIC 4L60-E

8

Figure 6

CASE

ASSEMBLY REVERSE

INPUT CLUTCH INPUT CLUTCH

HOUSING OVERRUN

CLUTCH FORWARD

SPRAG

CLUTCH

ASSEMBLY

3-4

CLUTCH INPUT

PLANETARY

GEARSET

LOW AND

REVERSE

CLUTCH

TORQUE

CONVERTER

ASSEMBLY

STATOR

ROLLER

CLUTCH PUMP

ASSEMBLY

LOW AND

REVERSE

ROLLER

CLUTCH

ASSEMBLY

REACTION

PLANETARY

GEARSET

TURBINE

SHAFT

2-4

BAND

ASSEMBLY INSIDE

DETENT LEVER MANUAL

SHAFT CONTROL VALVE

ASSEMBLY PARKING LOCK

ACTUATOR ASSEMBLY SPEED

SENSOR

PARKING

PAWL

OUTPUT

SHAFT

8A

Figure 7

A cross sectional line drawing is typically the standard

method for illustrating either an individual mechanical

component or a complete transmision assembly.

However, unless a person is familiar with all the

individual components of the transmission,

distinguishing components may be diff icult in this type

of drawing. For this reason, a three dimensional

perspectiv e illustration (sho wn on page 8) is the primary

drawing used thr oughout this book.

The purpose for this type of illustration is to provide a

more e xacting graphic repr esentation of eac h component

and to show their relationship to other components

within the transmission assembly. It is also useful for

HYDRA-MATIC 4L60-E

CROSS SECTIONAL DRAWING

understanding the cross sectional line drawing by

comparing the same components from the three

dimensional perspective illustration. In this regard it

becomes an excellent teaching instrument.

Additionally, all the illustrations contained in this book

use a color scheme that is consistent throughout this

book. In other words, regardless of the type of

illustration or drawing , all components hav e an assigned

color and that color is used whenever that component

is illustrated. This consistenc y not only helps to provide

for easy component identification but it also enhances

the graphic and color continuity between sections.

The Hydra-matic 4L60-E is a fully automatic, four

speed, rear wheel drive, electronically controlled

transmission. It consists primarily of a four-element

torque converter, two planetary gear sets, friction and

mechanical clutches and a hydraulic pressur ization and

control system.

The four-element torque converter contains a pump, a

turbine, a pressure plate splined to the turbine, and a

stator assembly. The torque converter acts as a fluid

coupling to smoothly transmit power from the engine

to the transmission. It also hydraulically provides

additional torque multiplication when required. The

pressure plate, when applied, provides a mechanical

“direct dri v e” coupling of the engine to the transmission.

The two planetary g ear sets provide the f our forward gear

ratios and re v erse. Changing gear ratios is fully automatic

and is accomplished through the use of a Powertrain

Control Module (PCM). The PCM recei v es and monitors

v ar ious electronic sensor inputs and uses this infor mation

to shift the transmission at the optimum time.

The PCM commands shift solenoids, within the

transmission, on and off to control shift timing. The

PCM also controls the apply and release of the torque

converter clutch which allows the engine to deliver the

maximum fuel efficiency without sacrificing vehicle

performance.

The hydraulic system primarily consists of a vane type

pump, control v alve body and case. The pump maintains

the working pressures needed to stroke the servo and

clutch pistons that apply or release the friction

components. These friction components (when applied

or released) support the automatic shifting qualities of

the transmission.

The friction components used in this transmission

consist of five multiple disc clutches and one band.

The multiple disc clutches combine with two

mechanical components, one roller clutch and one sprag

clutch, to deliver five different gear ratios through the

gear sets. T he gear sets then transfer torque through the

output shaft.

for safe passing by depressing the accelerator or by

manually selecting a low er gear with the shift selector.

The transmission should not be operated in Overdrive

towing a trailer or driving on hilly terrain. Under such

conditions that put an extra load on the engine, the

transmission should be driven in a lower manual gear

selection for maximum efficiency.

D–Manual Third can be used for conditions where it

may be desirable to use only three gear ratios. These

conditions include towing a trailer and driving on hilly

terrain as described above. This range is also helpful

for engine braking when descending slight grades.

Upshifts and downshifts are the same as in Overdrive

range for first, second and third gears except that the

transmission will not shift into fourth gear.

2–Manual Second adds more performance for con-

gested traffic and hilly terrain. It has the same starting

ratio (first gear) as Man ual Third b ut pre vents the tr ans-

mission from shifting abov e second gear. Thus, Manual

Second can be used to retain second gear for accelera-

tion and engine braking as desired. Manual Second

can be selected at any v ehicle speed but will not do wn-

shift into second gear until the vehicle speed drops

below approximately 100 km/h (62 mph).

1–

Manual First can be selected at any vehicle speed.

If the transmission is in third or fourth gear it will

immediately shift into second gear. When the vehicle

speed slows to below approximately 48 to 56 km/h (30

to 35 mph) the transmission will then shift into first

gear . This is particularly beneficial for maintaining maxi-

mum engine braking when descending steep grades.

Figure 8

EXPLANATION OF GEAR RANGES

FOLDOUT ➤ 9

PRINCIPLES OF OPERATION

An automatic transmission is the mechanical

component of a vehicle that transfers power

(torque) from the engine to the wheels. It

accomplishes this task by providing a number

of forward gear ratios that automatically change

as the speed of the vehicle increases. The

reason for changing forward gear ratios is to

provide the performance and economy expected

from vehicles manufactured today. On the

performance end, a gear ratio that develops a

lot of torque (through torque multiplication) is

required in order to initially start a vehicle

moving. Once the vehicle is in motion, less

torque is required in order to maintain the

vehicle at a certain speed. When the vehicle

has reached a desired speed, economy becomes

the important factor and the transmission will

shift into overdrive. At this point output speed

is greater than input speed, and, input torque

is greater than output torque.

Another important function of the automatic

transmission is to allow the engine to be started

and run without transferring torque to the

wheels. This situation occurs whenever Park

(

P

) or Neutral (

N

) range has been selected.

Also, operating the vehicle in a rearward

direction is possible whenever Reverse (

R

)

range has been selected (accomplished by the

gear sets).

The variety of gear ranges in an automatic

transmission are made possible through the

interaction of numerous mechanically,

hydraulically and electronically controlled

components inside the transmission. At the

appropriate time and sequence, these

components are either applied or released and

operate the gear sets at a gear ratio consistent

with the driver’s needs. The following pages

describe the theoretical operation of the

mechanical, hydraulic and electrical

components found in the Hydra-matic 4L60-E

transmission. When an understanding of these

operating principles has been attained, diagnosis

of these transmission systems is made easier.

9A

GENERAL DESCRIPTION

P

R

N

D

2

1

The transmission can be operated in any one of the

seven different positions shown on the shift quadrant

(Figure 8).

P–Park position enables the engine to be started while

preventing the vehicle from rolling either forward or

backward. For safety reasons, the vehicle’s parking

brake should be used in addition to the transmission

“Park” position. Since the output shaft is mechanically

locked to the case through the parking pawl and reac-

tion internal gear, Park position should not be selected

until the vehicle has come to a complete stop.

R–Reverse enables the vehicle to be operated in a

rearward direction.

N–Neutral position enables the engine to start and

operate without driving the vehicle. If necessary, this

position should be selected to restart the engine while

the vehicle is moving .

D –Overdrive range should be used for all normal

driving conditions for maximum efficiency and fuel

economy. Overdrive range allows the transmission to

operate in each of the four forward gear ratios. Down-

shifts to a lower gear, or higher gear ratio are available

MAJOR MECHANICAL COMPONENTS

SPLINED

TOGETHER

SPLINED

TOGETHER

SPLINED

T O TORQ UE

CONVERTER TURBINE

SPLINED

TOGETHER SPLINED

TOGETHER

SPLINED

TOGETHER

SPLINED T O

OUTPUT SHAFT

(687)

SPLINED T O

REACTION

CARRIER

ASSEMBLY

(681)

LOCKS T OGETHER WITH

REVERSE INPUT

CLUTCH HOUSING

(605)

SPLINED

TOGETHER

SPLINED T O

REACTION

CARRIER

SHAFT

(666)

SPLINED T O

INPUT

CARRIER

ASSEMBLY

(662)

SPLINED

TOGETHER

TORQUE

CONVERTER

ASSEMBLY

(1)

PUMP

ASSEMBLY

(4)

MAIN

CASE

(103)

SERVO

ASSEMBLY

2-4 BAND

ASSEMBLY (602)

REVERSE INPUT

CLUTCH HOUSING

(605)

BAND

ANCHOR

PIN (41)

INPUT HOUSING

& SHAFT ASSEMBLY

(621)

FORWARD SPRAG

ASSEMBLY

(642)

OVERRUN

CLUTCH HUB

(639)

FORWARD CLUTCH

OUTER RACE

(644)

FORWARD

SPRAG CLUTCH

INNER RACE

AND INPUT

SUN GEAR

ASSEMBLY

(640)

INPUT CARRIER

ASSEMBLY

(662)

INPUT

INTERNAL

GEAR

(664)

REACTION

CARRIER

SHAFT

(666)

REACTION

SUN SHELL

(670)

REACTION

SUN GEAR

(673)

LOW AND REVERSE

CLUTCH SUPPORT

ASSEMBLY

(679)

LOW AND REVERSE

ROLLER CLUTCH

ASSEMBLY

(678)

LOW AND REVERSE

ROLLER CLUTCH

RACE

(675)

LOW AND REVERSE

CLUTCH PLATE

ASSEMBLY

(682)

REACTION

CARRIER

ASSEMBLY

(681)

OUTPUT

SHAFT

(687)

SPEED SENSOR

ROTOR

(699)

PARKING PAWL

RETURN SPRING

(80)

PARKING BRAKE

PAWL (81)

PARKING LOCK

ACTUATOR

ASSEMBLY

(85)

INSIDE

DETENT

LEVER

(88)

MANUAL

SHAFT

(84)

REACTION

INTERNAL

GEAR

(684)

MAIN

CASE

(103)

MAIN

CASE

(103)

LOCKS T OGETHER WITH

REACTION

SUN SHELL

(670)

10 Figure 9

COLOR LEGEND

MAJOR MECHANICAL COMPONENTS

The foldout graphic on page 10 contains a disassembled drawing

of the major components used in the Hydra-matic 4L60-E

transmission. This drawing, along with the cross sectional

illustrations on page 8 and 8A, show the major mechanical

components and their relationship to each other as a complete

assembly. Therefore, color has been used throughout this book

to help identify parts that are splined together, rotating at engine

speed, held stationary, and so forth. Color differentiation is

particularly helpful when using the Power Flow section for

understanding the transmission operation.

The color legend below provides the “general” guidelines that

were followed in assigning specific colors to the major

components. However, due to the complexity of this transmission,

some colors (such as grey) were used for artistic purposes rather

than based on the specific function or location of that component.

Components that are stationary.

Examples: Converter Housing (102), Main Case

(103), Oil Pump Assembly (4), Low and Reverse

Clutch Support (679), Extension Housing (31).

Components that rotate at engine speed.

Examples: Torque Converter Cover and Pump, and

the Oil Pump.

Components that rotate at turbine speed. Examples:

Converter Turbine, Pressure Plate, Turbine Shaft and

Input Housing Assembly (621).

Components that rotate at transmission output speed

and other components. Examples: Reaction Internal

Gear (684), Output Shaft (687), Speed Sensor Rotor

(699), Forward Sprag Assembly (642), and Low and

Reverse Roller Clutch Assembly (678).

Components such as the Stator in the Torque

Converter (1), the Reverse Input Clutch Housing

(605) and the Reaction Sun Shell (670).

Components such as the Reaction Carrier Assembly

(681) and the Input Internal Gear (664).

Components such as the Overrun Clutch Hub (639)

and the Forward Sprag Clutch Inner Race and Input

Sun Gear Assembly (640).

All bearings, bushings, gaskets and spacer plates.

All seals

10A

COLOR LEGEND

APPLY COMPONENTS

The Range Reference Chart on page 11, provides another

valuable source of information for explaining the overall function

of the Hydra-matic 4L60-E transmission. This chart highlights

the major apply components that function in a selected gear

range, and the specific gear operation within that gear range.

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

major component that was previously discussed. If a component

is active in a specific gear range, a word describing its activity

will be listed in the column below that component. The row

where the activity occurs corresponds to the appropriate

transmission range and gear operation.

An abbreviated version of this chart can also be found at the top

of the half page of text located in the Power Flow section. This

provides for a quick reference when reviewing the mechanical

power flow information contained in that section.

10B

SHIFT SOLENOID VALVES 2-4 REVERSE OVERRUN FORWARD FORWARD 3-4 LO ROLLER LO/REV.

RANGE GEAR

1-2 2-3 BAND INPUT CLUTCH CLUTCH SPRAG CL. CLUTCH CLUTCH CLUTCH

CLUTCH ASSEMBLY

PARK

ON*ON*APPLIED

REVERSE

ON*ON*APPLIED APPLIED

NEUTRAL

ON*ON*

1st ON ON APPLIED HOLDING HOLDING

2nd OFF ON APPLIED APPLIED HOLDING

D

3rd OFF OFF APPLIED HOLDING APPLIED

4th ON OFF APPLIED APPLIED APPLIED

1st ON ON APPLIED HOLDING HOLDING

3

2nd OFF ON APPLIED APPLIED HOLDING

3rd OFF OFF APPLIED APPLIED HOLDING APPLIED

2

1st ** ON ON APPLIED APPLIED HOLDING HOLDING

*** 2nd OFF ON APPLIED APPLIED APPLIED HOLDING

1

1st ON ON APPLIED APPLIED HOLDING HOLDING APPLIED

*** 2nd OFF ON APPLIED APPLIED APPLIED HOLDING

*1-2 AND 2-3 SHIFT SOLENOID OPERATION AND THE SHIFT VALVE POSITIONING IN P, R, N RANGES ARE A FUNCTION OF THE

INPUT TO THE SOLENOIDS FROM THE VSS. UNDER NORMAL OPERATING CONDITIONS THE SOLENOIDS ARE ON IN P, R, N.

** A MANUAL SECOND - FIRST GEAR CONDITION IS ONLY AVAILABLE ON SOME MODELS. OTHERWISE, THIS CONDITION IS

ELECTRONICALLY PREVENTED.

*** IN MANUAL SECOND AND MANUAL FIRST, SOLENOID OPERATION IS A RESULT OF PCM CALIBRATION.

SOME CALIBRATIONS WILL ALLOW ALL THREE GEARS UNDER EXTREME CONDITIONS.

Figure 10 11

RANGE REFERENCE CHART

COLOR LEGEND

APPLY COMPONENTS

The Range Reference Chart on page 11, provides another

valuable source of information for explaining the overall function

of the Hydra-matic 4L60-E transmission. This chart highlights

the major apply components that function in a selected gear

range, and the specific gear operation within that gear range.

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

major component that was previously discussed. If a component

is active in a specific gear range, a word describing its activity

will be listed in the column below that component. The row

where the activity occurs corresponds to the appropriate

transmission range and gear operation.

An abbreviated version of this chart can also be found at the top

of the half page of text located in the Power Flow section. This

provides for a quick reference when reviewing the mechanical

power flow information contained in that section.

10B

COLOR LEGEND

MAJOR MECHANICAL COMPONENTS

The foldout graphic on page 10 contains a disassembled drawing

of the major components used in the Hydra-matic 4L60-E

transmission. This drawing, along with the cross sectional

illustrations on page 8 and 8A, show the major mechanical

components and their relationship to each other as a complete

assembly. Therefore, color has been used throughout this book

to help identify parts that are splined together, rotating at engine

speed, held stationary, and so forth. Color differentiation is

particularly helpful when using the Power Flow section for

understanding the transmission operation.

The color legend below provides the “general” guidelines that

were followed in assigning specific colors to the major

components. However, due to the complexity of this transmission,

some colors (such as grey) were used for artistic purposes rather

than based on the specific function or location of that component.

Components that are stationary.

Examples: Converter Housing (102), Main Case

(103), Oil Pump Assembly (4), Low and Reverse

Clutch Support (679), Extension Housing (31).

Components that rotate at engine speed.

Examples: Torque Converter Cover and Pump, and

the Oil Pump.

Components that rotate at turbine speed. Examples:

Converter Turbine, Pressure Plate, Turbine Shaft and

Input Housing Assembly (621).

Components that rotate at transmission output speed

and other components. Examples: Reaction Internal

Gear (684), Output Shaft (687), Speed Sensor Rotor

(699), Forward Sprag Assembly (642), and Low and

Reverse Roller Clutch Assembly (678).

Components such as the Stator in the Torque

Converter (1), the Reverse Input Clutch Housing

(605) and the Reaction Sun Shell (670).

Components such as the Reaction Carrier Assembly

(681) and the Input Internal Gear (664).

Components such as the Overrun Clutch Hub (639)

and the Forward Sprag Clutch Inner Race and Input

Sun Gear Assembly (640).

All bearings, bushings, gaskets and spacer plates.

All seals

10A

12

CONVERTER HOUSING

COVER ASSEMBLY

(A)

PRESSURE PLATE

ASSEMBLY

(B)

DAMPER

ASSEMBLY

(C) TURBINE

ASSEMBLY

(D)

STATOR

ASSEMBLY

(E) CONVERTER PUMP

ASSEMBLY

(G)

THRUST

BEARING

ASSEMBLY

(F)

THRUST

BEARING

ASSEMBLY

(F)

B

A

D

G

C

TURBINE

SHAFT

STATOR

SHAFT

(216)

CONVERTER

HUB

F

E

Figure 11

TORQUE CONVERTER

TORQUE CONVERTER:

The torque converter (1) is the primary component for

transmittal of power between the engine and the

transmission. It is bolted to the engine flywheel (also known

as the flexplate) so that it will rotate at engine speed.

Some of the major functions of the torque converter are:

•to provide for a smooth conversion of torque from the

engine to the mechanical components of the transmission.

•to multiply torque from the engine that enables the

vehicle to achieve additional performance when required.

•to mechanically operate the transmission oil pump (4)

through the converter hub.

•to provide a mechanical link, or direct drive, from the

engine to the transmission through the use of a torque

converter clutch (TCC).

The torque converter assembly is made up of the following

five main sub-assemblies:

•a converter housing cover assembly (A) which is welded

to the converter pump assembly (G).

•a converter pump assembly (G) which is the driving

member.

•a turbine assembly (D) which is the driven or output

member.

•a stator assembly (E) which is the reaction member

located between the converter pump and turbine

assemblies.

•a pressure plate assembly (B) splined to the turbine

assembly to enable direct mechanical drive when

appropriate.

CONVERTER PUMP ASSEMBLY AND TURBINE

ASSEMBLY

When the engine is running the converter pump assembly

acts as a centrifugal pump by picking up fluid at its center

and discharging it at its rim between the blades (see Figure

12). The force of this fluid then hits the turbine blades

and causes the turbine to rotate. As the engine and

converter pump increase in RPM, so does the turbine.

PRESSURE PLATE, DAMPER AND

CONVERTER HOUSING ASSEMBLIES

The pressure plate is splined to the turbine hub and applies

(engages) with the converter cover to provide a mechanical

coupling of the engine to the transmission. When the

pressure plate assembly is applied, the amount of slippage

that occurs through a fluid coupling is reduced (but not

eliminated), thereby providing a more efficient transfer of

engine torque to the drive wheels.

Torque converter failure

could cause loss of drive

and or loss of power.

To reduce torsional shock during the apply of the pressure plate to the

converter cover, a spring loaded damper assembly (D) is used. The

pressure plate is attached to the pivoting mechanism of the damper

assembly which allows the pressure plate to rotate independently of

the damper assembly up to approximately 45 degrees. During

engagement, the springs in the damper assembly cushion the pressure

plate engagement and also reduce irregular torque pulses from the

engine or road surface.

13

STATOR

STATOR ROTATES

FREELY

STATOR HELD

FLUID FLOW REDIRECTED

CONVERTER AT

COUPLING SPEED

FLUID FLOW

FROM TURBINE

CONVERTER

MULTIPLYING

FLUID FLOW

TURBINE

ASSEMBLY

(D)

CONVERTER PUMP

ASSEMBLY

(G)

STATOR

ASSEMBLY

(E)

Figure 13

TORQUE CONVERTER

Stator roller clutch failure

•roller clutch freewheels in both directions can

cause poor acceleration at lo w speed. •roller clutch locks up in both directions can

cause poor acceleration at high speed. •Overheated f luid.

Figure 12

STATOR ASSEMBLY

The stator assembly is located between the

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

engine in turning the converter pump assembly.

At low vehicle speeds, when greater torque is

needed, fluid from the turbine hits the front

side of the stator blades (the converter is

multiplying torque). At this time, the one-way

roller clutch prevents the stator from rotating

in the same direction as the fluid flow, thereby

redirecting fluid to assist the engine in turning

the converter pump. In this mode, fluid leaving

the converter pump has more force to turn the

turbine assembly and multiply engine torque.

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.

14

TORQUE CONVERTER

APPLY

When the PCM determines that the vehicle is at the

proper speed for the torque converter clutch to apply

it sends a signal to the TCC (PWM) solenoid valve.

The TCC (PWM) solenoid valve then regulates line

fluid from the pump into the re gulated apply passag e.

The regulated apply fluid then feeds the apply fluid

passage and applies the torque converter. The apply

passage is located between the turbine shaft and the

stator shaft. T he fluid flo ws between the shafts, then

passes into the torque converter on the apply side of

the pressure plate assembly. Release fluid is then

routed out of the torque converter between the turbine

shaft and the stator shaft.

Apply fluid pressure forces the pressure plate against

the torque converter cover to provide a mechanical

link between the engine and the turbine.

The TCC apply should occur in fourth gear (also

third gear in some applications), and should not apply

until the transmission fluid has reached a minimum

operating temperature of 8°C (46°F) and the engine

coolant temperature reaches 50°C (122°F).

For mor e information on TCC apply and release, see

Overdrive Range – Fourth Gear TCC Released and

Applied, pages 62–63.

RELEASE

When the torque converter clutch is released, fluid is

fed into the torque converter by the pump into the

release fluid passage. The release fluid passage is

located between the stator shaft (214) and the turbine

shaft (621). Fluid tra vels between the shafts and enter s

the release side of the pressure plate at the end of the

turbine shaft. The pressure plate is forced away from

the converter cover and allows the torque converter

turbine to rotate at speeds other than engine speed.

The release fluid then flows between the friction

element on the pressure plate and the con v erter co ver

to enter the apply side of the torque converter. The

fluid then exits the torque con v erter through the apply

passage, which is located between the torque

converter clutch hub and the stator shaft (214), and

enters the pump.

TCC APPLYTCC RELEASE

APPLY

FLUID

RELEASE

FLUID

➤

RELEASE

FLUID

PRESSURE

PLATE

TORQUE

CONVERTER

ASSEMBLY

(1)

TURBINE

SHAFT

(621) APPLY

FLUID

RELEASE

FLUID

➤

APPLY

FLUID

PRESSURE

PLATE

TORQUE

CONVERTER

ASSEMBLY

(1)

TURBINE

SHAFT

(502)

Figure 14

No TCC apply can be caused by:

•Electrical connectors, wiring harness or solenoid damaged

•Converter clutch valve stuck or assembled backwards

•Pump to case gasket mispositioned

•Orifice cup plug restricted or damaged

•Solenoid O-ring seal cut or damaged

•Turbine shaft O-ring seal cut or damaged

•Turbine shaft retainer and ball assembly restricted or damaged

•Control valve body TCC signal valve stuck

•Solenoid screen blocked

•TCC solenoid valve internal damage

•Engine speed sensor internal damage

15

Figure 15

2-4 Band Applied – Second Gear

To apply the 2-4 band in Second gear,

2nd clutch fluid is routed to the apply

side of the 2nd apply piston (17). 2nd

clutch fluid pressure moves the piston

against servo cushion (16) and servo

return (12) spring forces. These spring

forces help cushion the 2-4 band apply in

Second gear. The 2nd apply piston moves

the apply pin (13) to compress the band

around the reverse input housing.

2-4 Band Release and 3-4 Clutch

Accumulation

In Third gear, 3rd accumulator fluid is

routed to the release side of the 2nd apply

piston. The surface area on the release

SERVO

ASSEMBLY

AND

2-4 BAND

The servo assembly and 2-4

band (602) are located in the

front of the transmission case

and applied in Second and

Fourth gears. In Third gear,

the servo assembly releases

the band and acts as an

accumulator for the 3-4 clutch

apply. The band is held

stationary to the transmission

case by the band anchor pin

(49) and wraps around the

reverse input housing (605).

When compressed by the

servo assembly, the 2-4 band

holds the reverse input

housing stationary to the

transmission case.

side of the 2nd apply piston (17) and

servo cushion spring retainer (15) is

greater than the surface area that 2nd

clutch fluid pressure covers on the apply

side of the piston. Therefore, the force

from 3rd accumulator fluid pressure, in

addition to servo return spring (12) force,

overcomes the force of 2nd clutch fluid

pressure. The 2nd apply piston then

moves the apply pin (13) away from the

2-4 band to release the band from the

reverse input housing.

3rd accumulator fluid is fed by 3-4 clutch

fluid which is used to apply the 3-4

clutch. The movement of the 2nd apply

piston against 2nd clutch fluid pressure

acts as an accumulator to absorb initial 3-

4 clutch apply fluid. This action helps

cushion the 3-4 clutch apply, as well as

release the 2-4 band.

2-4 Band Applied – Fourth Gear

In Fourth gear, 4th fluid is routed through

the center of the apply pin and acts on the

apply side of the 4th apply piston (25).

4th fluid pressure moves the 4th apply

piston (25) and apply pin (13) to apply

the band. The 4th apply piston moves

against the 4th apply spring (22) to help

cushion the band apply in Fourth gear.

No upshift in 1st gear could

be caused by a worn or

damaged 2-4 band or if the

band anchor pin is not

engaged.

REVERSE INPUT CLUTCH

The reverse input clutch is located in the

reverse input housing (605) and is used to

provide an input to drive the vehicle in

Reverse (R). The steel clutch plates (612A)

are splined to the reverse input housing while

the fiber clutch plates (612B) are splined to

the input housing and turbine shaft assembly

(621). When applied, the reverse input clutch

transfers engine torque from the input housing

to the reverse input housing.

Reverse Input Clutch Applied

To apply the reverse input clutch, reverse

input fluid is fed from the oil pump, through

the stator shaft (214) and to the reverse input

housing. Feed holes in the inner hub of the

reverse input housing allow reverse input fluid

to enter the housing behind the reverse input

clutch piston (607). Any air in the reverse

input fluid circuit will exhaust through the

fluid bleed hole to prevent excess cushion

during the clutch apply. As fluid pressure

increases, the piston compresses the steel,

fiber and belleville (611) clutch plates

together until they are held against the reverse

input clutch backing plate (613). The backing

plate is splined to the housing and held in

place by the retaining ring (614).

With the clutch plates applied, the belleville

plate is compressed to cover the fluid bleed

hole and prevent fluid from exhausting. The

belleville plate also functions to assist spring

force in cushioning the clutch apply. When

fully applied, the steel and fiber plates are

locked together to hold the reverse input

housing and input housing together.

No reverse/slips in reverse could be caused by:

•Porosity in the piston.

•Excessive clutch plate travel.

•Clutch plate retaining ring out of groove.

•Return spring assembly retaining ring out of groove.

•Belleville plate installed incorrectly.

R

everse

I

nput

Cl

utc

h

R

e

l

ease

To release the reverse input clutch,

reverse input fluid exhausts from the

reverse input housing and back through

the stator shaft. Without fluid pressure,

force from the piston spring assembly

and belleville plate moves the reverse

input clutch piston away from the clutch

pack. This disengages the clutch plates

from the backing plate and disconnects

the reverse input housing from the input

housing assembly.

Centrifugal force, resulting from th

reverse input housing rotating, force

residual fluid to the outside of the pisto

cavity. During the clutch release th

belleville plate moves away from th

fluid bleed hole. This allows residu

fluid at the outside of the piston housin

to exhaust through the bleed hole.

this fluid did not completely exhau

from behind the piston there could be

partial apply, or drag of the revers

input clutch plates.

THIRD GEAR – 2-4 SERVO RELEASEDSECOND GEAR – 2-4 SERVO APPLIED FOURTH GEAR – 2-4 SERVO APPLIED

➤

EX 2ND

CLUTCH 3RD

ACCUM 4TH

#7

CHECKBALL

➤

EX 2ND

CLUTCH 3RD

ACCUM 4TH

#7

CHECKBALL

➤

EX 2ND

CLUTCH 3RD

ACCUM 4TH

#7

CHECKBALL

➤

2829 25 24 23 22 20 17 16 105 15 14 13 12

SPRING

RETAINER

(15)

2-4 BAND

ASSEMBLY

(602)

BAND

ANCHOR

PIN (41)

LUBE

WINDOW

CASE

(103)

RETAINER

RING

(14)

CUSHION

SPRING

(16)

APPLY PIN

SPRING

(22)

4TH APPLY

PISTON

(25)

INNER

SERVO PISTON

HOUSING

(20)

2ND APPLY

PISTON

(17)

SERVO

APPLY

(13)

RETURN

SPRING

(12)

2-4 SERVO

COVER

(28)

RETAINING

RING

(29)

614613612B612A611610607 609

REVERSE

INPUT

HOUSING

(605)

OUTER

SEAL

(608)

REVERSE

INPUT

HOUSING

(605)

PISTON

ASSEMBLY

(607)

INPUT

SHAFT

LUBE

SPRING

ASSEMBLY

(609)

RETAINING

RING

(610)

REVERSE

APPLY

FLUID

STATOR

SHAFT

(214)

RETAINING

RING

(614)

SELECTIVE

BACKING

PLATE

(613)

FIBER

PLATE

(612B)

STEEL

PLATE

(612A)

BELLEVILLE

PLATE

(611)

INNER

SEAL

(608)

Figure 16

16

APPLY COMPONENTS

Figure 17

17

APPLY COMPONENTS

CUTAWAY

VIEW

➤

BRIEF

DESCRIPTION

➤

FUNCTIONAL

DESACRIPTION

➤

DISASSEMBLED

VIEW

➤

MATING

OR

➤

The A pply Components section is designed to explain

the function of the hydraulic and mechanical holding

de vices used in the Hydra-matic 4L60-E transmission.

Some of these apply components, such as clutches

and bands, are hydraulically “applied” and “released”

in order to provide automatic gear range shifting.

Other components, such as a roller clutch or sprag

clutch, often react to a hydraulically “applied”

component by mechanically “holding” or “releasing”

another member of the transmission. This interaction

between the hydraulically and mechanically applied

components is then explained in detail and supported

with a graphic illustration. In addition, this section

shows the routing of fluid pressure to the individual

components and their internal functions when it

applies or releases.

The sequence in which the components in this section

have been discussed coincides with their physical

arrangement inside the transmission. This order

closely parallels the disassembly sequence used in

the Hydra-matic 4L60-E Unit Repair Section located

in Section 7 of the appropriate Service Manual. It

also correlates with the components shown on the

Range Reference Charts that are used throughout the

Pow er Flow section of this book. The correlation of

information between the sections of this book helps

the user more clearly understand the hydraulic and

mechanical operating principles for this transmission.

16

THIRD GEAR – 2-4 SERVO RELEASEDSECOND GEAR – 2-4 SERVO APPLIED FOURTH GEAR – 2-4 SERVO APPLIED

➤

EX 2ND

CLUTCH 3RD

ACCUM 4TH

#7

CHECKBALL

➤

EX 2ND

CLUTCH 3RD

ACCUM 4TH

#7

CHECKBALL

➤

EX 2ND

CLUTCH 3RD

ACCUM 4TH

#7

CHECKBALL

➤

2829 25 24 23 22 20 17 16 105 15 14 13 12

SPRING

RETAINER

(15)

2-4 BAND

ASSEMBLY

(602)

BAND

ANCHOR

PIN (41)

LUBE

WINDOW

CASE

(103)

RETAINER

RING

(14)

CUSHION

SPRING

(16)

APPLY PIN

SPRING

(22)

4TH APPLY

PISTON

(25)

INNER

SERVO PISTON

HOUSING

(20)

2ND APPLY

PISTON

(17)

SERVO

APPLY

(13)

RETURN

SPRING

(12)

2-4 SERVO

COVER

(28)

RETAINING

RING

(29)

SOME

MODELS

APPLY COMPONENTS

Figure 16

2-4 Band Applied – Second Gear

To apply the 2-4 band in Second gear,

2nd clutch fluid is routed to the apply

side of the 2nd apply piston (17). 2nd

clutch fluid pressure moves the piston

against servo cushion (16) and servo

return (12) spring forces. These spring

forces help cushion the 2-4 band apply in

Second gear. The 2nd apply piston moves

the apply pin (13) to compress the band

around the reverse input housing.

2-4 Band Release and 3-4 Clutch

Accumulation

In Third gear, 3rd accumulator fluid is

routed to the release side of the 2nd apply

piston. The surface area on the release

SERVO ASSEMBLY AND

2-4 BAND

The servo assembly and 2-4

band (602) are located in the

front of the transmission case

and applied in Second and

Fourth gears. In Third gear,

the servo assembly releases

the band and acts as an

accumulator for the 3-4 clutch

apply. The band is held

stationary to the transmission

case by the band anchor pin

(49) and wraps around the

reverse input housing (605).

When compressed by the

servo assembly, the 2-4 band

holds the reverse input

housing stationary to the

transmission case.

side of the 2nd apply piston (17) and

servo cushion spring retainer (15) is

greater than the surface area that 2nd

clutch fluid pressure covers on the apply

side of the piston. Therefore, the force

from 3rd accumulator fluid pressure, in

addition to servo return spring (12) force,

overcomes the force of 2nd clutch fluid

pressure. The 2nd apply piston then

moves the apply pin (13) away from the

2-4 band to release the band from the

reverse input housing.

3rd accumulator fluid is fed by 3-4 clutch

fluid which is used to apply the 3-4

clutch. The movement of the 2nd apply

piston against 2nd clutch fluid pressure

acts as an accumulator to absorb initial 3-

4 clutch apply fluid. This action helps

cushion the 3-4 clutch apply, as well as

release the 2-4 band.

2-4 Band Applied – Fourth Gear

In Fourth gear, 4th fluid is routed through

the center of the apply pin and acts on the

apply side of the 4th apply piston (25).

4th fluid pressure moves the 4th apply

piston (25) and apply pin (13) to apply

the band. The 4th apply piston moves

against the 4th apply spring (22) to help

cushion the band apply in Fourth gear.

No upshift in 1st gear could

be caused by a worn or

damaged 2-4 band or if the

band anchor pin is not

engaged.

17

614613612B612A611610607 609

REVERSE

INPUT

HOUSING

(605)

OUTER

SEAL

(608)

REVERSE

INPUT

HOUSING

(605)

PISTON

ASSEMBLY

(607)

INPUT

SHAFT

LUBE

SPRING

ASSEMBLY

(609)

RETAINING

RING

(610)

REVERSE

APPLY

FLUID

STATOR

SHAFT

(214)

RETAINING

RING

(614)

SELECTIVE

BACKING

PLATE

(613)

FIBER

PLATE

(612B)

STEEL

PLATE

(612A)

BELLEVILLE

PLATE

(611)

INNER

SEAL

(608)

Figure 17

APPLY COMPONENTS

REVERSE INPUT CLUTCH

The reverse input clutch is located in the

reverse input housing (605) and is used to

provide an input to drive the vehicle in

Reverse (R). The steel clutch plates (612A)

are splined to the reverse input housing while

the fiber clutch plates (612B) are splined to

the input housing and turbine shaft assembly

(621). When applied, the reverse input clutch

transfers engine torque from the input housing

to the reverse input housing.

Reverse Input Clutch Applied

To apply the reverse input clutch, reverse input

fluid is fed from the oil pump, through the

stator shaft (214) and to the reverse input

housing. Feed holes in the inner hub of the

reverse input housing allow reverse input fluid

to enter the housing behind the reverse input

clutch piston (607). Any air in the reverse

input fluid circuit will exhaust through the

fluid bleed hole to prevent excess cushion

during the clutch apply. As fluid pressure

increases, the piston compresses the steel, fiber

and belleville (611) clutch plates together until

they are held against the reverse input clutch

backing plate (613). The backing plate is

splined to the housing and held in place by the

retaining ring (614).

With the clutch plates applied, the belleville

plate is compressed to cover the fluid bleed

hole and prevent fluid from exhausting. The

belleville plate also functions to assist spring

force in cushioning the clutch apply. When

fully applied, the steel and fiber plates are

locked together to hold the reverse input

housing and input housing together. No rev erse/slips in reverse could be caused by:

•Porosity in the piston.

•Excessive clutch plate travel.

•Clutch plate retaining ring out of groove.

•Return spring assembly retaining ring out of groove.

•Belleville plate installed incorrectly.

Reverse Input Clutch Release

To release the reverse input clutch,

reverse input fluid exhausts from the

reverse input housing and back through

the stator shaft. Without fluid pressure,

force from the piston spring assembly

and belleville plate moves the reverse

input clutch piston away from the clutch

pack. This disengages the clutch plates

from the backing plate and disconnects

the reverse input housing from the input

housing assembly.

Centrifugal force, resulting from the

reverse input housing rotating, forces

residual fluid to the outside of the piston

cavity. During the clutch release the

belleville plate moves away from the

fluid bleed hole. This allows residual

fluid at the outside of the piston housing

to exhaust through the bleed hole. If

this fluid did not completely exhaust

from behind the piston there could be a

partial apply, or drag of the reverse

input clutch plates.

18

645A 645B632 634 635

633

TURBINE

SHAFT INPUT

HOUSING

(621)

FIBER

CLUTCH

PLATE

(645B)

STEEL

CLUTCH

PLATE

(645A)

OVERRUN

CLUTCH

PISTON

(632)

SNAP

RING

(635)

SPRING

ASSEMBLY

(634)

INPUT

HOUSING

(621)

LUBE

PASSAGE

TURBINE

SHAFT

OVERRUN

CLUTCH

APPLY

FLUID

OVERRUN CLUTCH CHECKBALL

APPLIED RELEASED

EX

633

Figure 18

APPLY COMPONENTS

OVERRUN CLUTCH

The overrun clutch assembly is located in the input

housing and turbine shaft assembly (621) and is only

applied in the Manual Gear ranges. The steel clutch

plates (645A) are splined to the input housing while the

fiber clutch plates (645B) are splined to the overrun

clutch hub (639). When applied, the overrun clutch

plates force the overrun clutch hub to rotate at the same

speed as the input housing. This prevents the forward

sprag clutch from being overrun during coast conditions,

thereby providing engine compression braking to slow

the vehicle.

Overrun Clutch Applied

To apply the overrun clutch, overrun clutch fluid is routed

through the turbine shaft and into the input housing

behind the overrun clutch piston (632).

Overrun clutch fluid pressure seats the overrun

clutch checkball (633), which is located in the

overrun clutch piston, and moves the piston

to compress the overrun

Overrun piston checkball not sealing or overrun

piston seals cut or damaged can cause no

overrun braking - manual 3-2-1.

clutch spring assembly (634).

Any air in the overrun clutch fluid circuit

will exhaust past the checkball before it fully

seats to prevent excess cushion during the clutch

apply. As fluid pressure increases, the piston compresses

the steel and fiber clutch plates together until they are

held against the forward clutch apply plate (646). When

fully applied, the steel and fiber plates are locked together

and hold the overrun clutch hub to the input housing.

Overrun Clutch Released

To release the overrun clutch, overrun clutch fluid

exhausts from the input housing and back through the

turbine shaft. Without fluid pressure, force from the

piston spring assembly moves the overrun clutch piston

away from the clutch pack. This disengages the clutch plates

from the forward clutch apply plate and disconnects the

overrun clutch hub from the input housing.

During the exhaust of overrun clutch fluid, the overrun clutch

checkball unseats (see illustration). Centrifugal force,

resulting from the input housing rotating, forces residual

overrun clutch fluid to the outside of the piston housing and

past the unseated checkball. If this fluid did not completely

exhaust from behind the piston there could be a partial apply,

or drag of the overrun clutch plates.

19

TURBINE

SHAFT

INPUT

HOUSING

(621)

FORWARD

CLUTCH

PISTON

(630)

SPRING

ASSEMBLY

(634)

INPUT

HOUSING

(621)

TURBINE

SHAFT FORWARD CLUTCH

APPLY FLUID

APPLY

PLATE

(646)

WAVED

PLATE

(648)

RETAINING

RING

(648)

O-RING

SEAL

(622)

FORWARD

CLUTCH

HOUSING

(628)

STEEL

PLATE

(649A)

FIBER

PLATE

(649B)

SELECTIVE

BACKING

PLATE

(650)

FORWARD CLUTCH HOUSING CHECKBALL

APPLIED RELEASED

627 627

EX

651 648 649A 650649B646630628 632 634 635627

Figure 19

APPLY COMPONENTS

FORWARD CLUTCH

The forward clutch assembly is located in the input

housing and turbine shaft assembly (621) and is applied

in all forward drive ranges. The steel clutch plates (649A)

are splined to the input housing while the fiber clutch

plates (649B) are splined to the forward clutch outer race

(644). When applied, the forward clutch plates transfer

engine torque from the input housing to the forward

clutch outer race and forward sprag clutch assembly.

Forward Clutch Applied

To apply the forward clutch, forward clutch feed fluid

is routed through the turbine shaft and into the input

housing behind the forward clutch piston (630).

Forward clutch feed fluid pressure seats the forward

clutch housing checkball, which is located in the

forward clutch housing (627), and moves the piston to

compress the piston spring assembly (634). Any air

in the forward clutch feed fluid circuit will

exhaust past the checkball before it fully seats

to prevent excess cushion during the clutch

apply. As fluid pressure increases, the piston

moves the apply plate (646) and compresses

Worn forward clutch plates, damaged forward clutch housing, damaged or

missing forward clutch piston seals, or porosity in forward clutch piston can

cause slips in 1st gear.

the steel and fiber clutch plates together until

they are held against the selective forward

clutch backing plate (650). The backing plate,

which is selective for assembly purposes, is

splined to the input housing and held in place by

the retaining ring (651).

Also included in the forward clutch assembly is a steel

waved plate (648) that, in addition to the spring

assembly, helps cushion the clutch apply. When fully

applied, the steel and fiber plates are locked together

and hold the input housing and forward clutch outer

race together.

Forward Clutch Released

To release the forward clutch, forward clutch feed fluid

exhausts from the input housing and back through the

turbine shaft. Without fluid pressure, force from the

piston spring assembly and waved plate moves the

forward clutch piston away from the clutch pack. This disengages

the clutch plates from the backing plate and disconnects the

input housing from the forward clutch outer race.

During the exhaust of forward clutch feed fluid, the forward

clutch housing checkball unseats (see illustration). Centrifugal

force, resulting from the input housing rotating, forces residual

forward clutch feed fluid to the outside of the piston housing

and past the unseated checkball. If this fluid did not completely

exhaust from behind the piston there could be a partial apply,

or drag of the forward clutch plates.

20

AIR BLEED

ORIFICE

CUP PLUG

(698)

TURBINE

SHAFT

INPUT

HOUSING

(621)

SPRING

ASSEMBLY

(634)

3-4 CLUTCH

APPLY RING

(625)

INPUT

HOUSING

(621)

TURBINE

SHAFT 3-4 CLUTCH

APPLY FLUID

STEPPED

APPLY

PLATE

(653)

RETAINING

RING

(656)

3-4 CLUTCH

PISTON

(623)

STEEL

PLATE

(654A)

FIBER

PLATE

(654B)

BOOST

SPRING

(600)

AIR BLEED

ORIFICE

CUP PLUG

(698)

3-4 CLUTCH CHECKBALL

APPLIED RELEASED

620

EX

620

626625623 656655653 654A 654B

APPLY COMPONENTS

Figure 20

3-4 CLUTCH

The 3-4 clutch assembly is located in the input

housing and turbine shaft assembly (621) and is

applied in Third and Fourth gears. The steel clutch

plates (654B/C) are splined to the input housing

while the fiber clutch plates (654A) are splined to

the input internal gear (664). When applied, the 3-4

clutch plates transfer engine torque from the input

housing to the input internal gear.

3-4 Clutch Applied

To apply the 3-4 clutch, 3-4 clutch fluid is routed

through the turbine shaft and into the input housing

behind the 3-4 clutch piston (623). 3-4 clutch fluid

pressure seats the 3-4 clutch checkball (620), which

is located in the input housing, and moves the piston

against the 3-4 clutch apply ring (625). The apply

ring compresses the 3-4 clutch spring assembly

(626) which helps cushion the 3-4 clutch apply. Any

air in the 3-4 clutch fluid circuit will exhaust past

the 3-4 clutch checkball before it fully seats to

prevent excess cushion during the clutch apply.

3-4 accumulator

piston seal or seal

groove damage or

porosity in the 3-4

accumulator piston

or bore can cause no

3-4 shift/slips or

rough 3-4 shift.

As fluid pressure increases, the apply ring

moves against the retainer ring plate (652)

and stepped apply plate (653). This force compresses

the steel and fiber clutch plates (654) together until

they are held against the selective 3-4 clutch backing

plate (655). The backing plate, which is selective

for assembly purposes, is splined to the input housing

and held in place by the retaining ring (656).

3-4 Clutch Released

To release the 3-4 clutch, 3-4 clutch fluid exhausts

from the input housing and back through the turbine

shaft. Without fluid pressure, force from the piston

spring assembly and boost springs (600) move the

3-4 clutch apply ring and piston away from the clutch

pack. This disengages the clutch plates from the

backing plate and disconnects the input housing from the

forward clutch outer race.

During the exhaust of 3-4 clutch fluid, the 3-4 clutch checkball

unseats (see illustration). Centrifugal force, resulting from

the input housing rotating, forces residual 3-4 clutch fluid to

the outside of the piston housing and past the unseated

checkball. If this fluid did not completely exhaust from behind

the piston there could be a partial apply, or drag of the 3-4

clutch plates.

21

638 639 642

643 643 644 640657 659

OUTER

RACE

(644)

OVERRUN

CLUTCH

HUB

(639)

RETAINING

RING

(638)

SPRAG

RETAINER

(643)

FORWARD

SPRAG

ASSEMBLY

(642)

INNER RACE

AND INPUT

SUN GEAR

ASSEMBLY

(640)

FORWARD CLUTCH

SPRAG ASSEMBLY

(638-644)

SPRAG CLUTCH RELEASED

INNER RACE ROTATES FASTER THAN OUTER RACE

INNER

RACE

(640)

OUTER

RACE

(644)

F

R

E

SPRAG CLUTCH HOLDING

OUTER RACE DRIVING THE INNER RACE

INNER

RACE

(640)

OUTER

RACE

(644)

H

E

L

D

➤

(A)

(B)

Figure 21

APPLY COMPONENTS

FORWARD SPRAG CLUTCH ASSEMBLY

The forward sprag clutch assembly (642) is located between the

forward clutch race (644) and the inner race and input sun gear

assembly (640). The inner race and input sun gear assembly is

connected to the overrun clutch hub (639) while the forward

clutch race is splined to the forward clutch plates. The sprag

clutch is a type of one-way clutch that transfers engine torque

from the forward clutch to the input sun gear during acceleration

in First, Second and Third gears in Overdrive Range. When the

throttle is released in these gear ranges the sprag clutch is overrun

to allow the vehicle to coast freely.

Installing the forward clutch sprag assembly

backwards can cause second gear starts.

Forward Sprag Clutch Holding

When the forward clutch is applied, engine torque is transferred

to the forward clutch race (644) which functions as the outer

race for the sprag assembly. The rotation of the outer race

pivots the sprags toward their long diagonals. The length of the

long diagonal (distance A) is greater than the distance between

the outer race and inner race (640). This causes the sprags to

“lock” between the inner and outer races and transfer engine

torque from the forward clutch race to the inner race and input

sun gear assembly (640).

Forward Sprag Clutch Released

The sprag clutch releases when the sprags pivot toward their

short diagonals. The length of the short diagonals (B) is less

than the distance between the inner and outer sprag races. This

occurs when power flow drives the input sun gear and sprag

race and retainer assembly faster than the forward clutch drives

the forward clutch race (644). During acceleration the sprag

clutch is overrun only in Fourth gear.

Coast Conditions

The sprag clutch is also overrun during coast conditions, or

deceleration, in the following gear ranges:

- Overdrive Range - First, Second and Third Gears

- Manual Third - First and Second Gears

- Manual Second - First Gear

During coast conditions, power from vehicle speed drives the

input sun gear faster than engine torque drives the forward

clutch race (644). In this situation, the inner race and input sun

gear assembly (640) overruns the sprag clutch and allows the

vehicle to coast freely.

Overrun Clutch Applied

When the overrun clutch is applied (see range reference chart) it

holds the overrun clutch hub and sun gear together. These

components are then forced to rotate at the same speed as the

input housing. This prevents the input sun gear from being

driven faster than the forward clutch race (644). During coast

conditions when the throttle is released, power from vehicle

speed is then transferred back to the torque converter and engine

compression slows the vehicle.

22

H

E

L

D

ROLLERS

HELD

LOW AND

REVERSE

CLUTCH

SUPPORT

(679)

ROLLER

CLUTCH

RACE

(675)

ROLLER CLUTCH HOLDING

F

R

E

RAMP

LOW AND

REVERSE

CLUTCH

SUPPORT

(679)

ROLLERS

FREE

ROLLER CLUTCH RELEASED

ROLLER

CLUTCH

RACE

(675)

675 677 678 677

679

LOW AND REVERSE

ROLLER CLUTCH

ASSEMBLY

(675-679)

LOW AND REVERSE

CLUTCH

SUPPORT

(679)

ROLLER

CLUTCH

RACE

(675)

ROLLER

CLUTCH

ASSEMBLY

(678)

RETAINING

RING

(677)

APPLY COMPONENTS

Figure 22

LOW AND REVERSE ROLLER CLUTCH

The low and reverse roller clutch (678) is a type of one-way

clutch used to prevent the reaction carrier assembly (681), reaction

carrier shaft (666) and input internal gear (664) from rotating in a

counterclockwise direction. The roller clutch is located between

the low and reverse clutch support (679) and the low roller clutch

race (675). The low roller clutch support functions as the outer

cam for the roller clutch and is splined to the transmission case.

The roller clutch race (675) is splined to the reaction carrier

assembly (681) and functions as the roller clutch inner race.

Lube passage plugged, damage to inner splines, or inadequate

spring tension in the low roller clutch can cause slips in 1st gear.

Roller Clutch Holding

The roller clutch is holding during acceleration in First gear.

When accelerating in First gear, the reaction carrier assembly

and inner race (675) attempt to rotate counterclockwise. This

action causes the rollers to roll up the ramps on the outer cam

and wedge between the inner race and outer cam. With the

rollers wedged and the low and reverse clutch support held

stationary to the transmission case, the reaction carrier assembly

is also held stationary.

Roller Clutch Released

The roller clutch is overrun by the reaction carrier assembly and

inner race when the throttle is released during First gear operation

with the selector lever in Overdrive, Manual Third and Manual

Second. When the throttle is released, power flow from vehicle

speed drives the reaction carrier assembly and inner race in a

clockwise direction. The inner race moves the rollers down the

ramp, overruns the rollers and rotates freely in a clockwise direction.

Low and Reverse Clutch Applied

In Manual First – First Gear, the low and reverse clutch is

applied to hold the reaction carrier assembly stationary to the

transmission case. The low and reverse clutch prevents the

reaction carrier and inner race from rotating clockwise and

overrunning the roller clutch when the throttle is released. Power

flow is then transferred back through the transmission gear sets

and to the torque converter, allowing engine compression to

slow the vehicle. The low and reverse clutch is also applied in

Reverse to provide the necessary power flow to obtain Reverse.

23

693 694 695682C 682B 682A682D676 679

LOW AND REVERSE

CLUTCH ASSEMBLY

LOW AND REVERSE

SUPPORT

ASSEMBLY

(679)

RETAINER

RING

(676)

FIBER

PLATE

(682C)

STEEL

PLATE

(682D)

OUTER

SEAL

(696)

CASE

(103)

CENTER

SEAL

(696)

INNER

SEAL

(696)

LOW AND

REVERSE

CLUTCH

PISTON

(695)

RETAINER

RING

(693)

SPRING

ASSEMBLY

(694)

LO/REVERSE

FLUID

PR

FLUID

WAVED

PLATE

(682A)

SELECTIVE

SPACER

PLATE

(682B)

DOUBLE ORIFICE

RETAINER & BALL ASSEMBLY

(42)

➤➤

RELEASEDAPPLIED

Figure 23

APPLY COMPONENTS

LOW AND REVERSE CLUTCH

The low and reverse clutch assembly is located

in the rear of the transmission case and is applied

in Park, Reverse and Manual First – First Gear.

The steel clutch plates (682A,B,D) are splined

to the transmission case while the fiber clutch

plates (682C) are splined to the reaction planetary

carrier (681). When applied, the low and reverse

clutch plates hold the reaction planetary carrier

stationary to the transmission case.

Low and Reverse Clutch Applied

To apply the low and reverse clutch, two

different fluids are routed to the low and reverse

clutch piston (695). In Manual First, lo/reverse

fluid is routed to the inner area of the clutch

piston. In Park and Reverse, PR fluid is routed

to the outer area of the low and reverse clutch

piston, in addition to lo/reverse fluid acting on

the inner area of the piston, to provide a greater

holding capacity of the clutch. Fluid pressure

moves the piston to compress the low and

reverse clutch piston spring assembly (634). PR

fluid seats the PR checkball and is orificed to

the piston to help control the clutch apply. Also

included in the forward clutch assembly is a

steel waved plate (682A) that, in addition to the

spring assembly, helps cushion the clutch apply.

As fluid pressure increases, the piston

compresses the steel and fiber clutch plates

together until they are held against the low and

reverse support assembly (679), which is also

splined to the transmission case. The spacer

plate (682B) is selective for assembly purposes.

Worn low and reverse clutch plates or porosity

in piston can cause no reverse/slips in reverse.

Low and Reverse Clutch Released

To release the low and reverse clutch, apply fluid pressure

exhausts from the behind the low and reverse clutch piston.

When exhausting, PR fluid unseats the PR checkball (42)

for a quick exhaust. Without fluid pressure, force from

the piston spring assembly and waved plate moves the

low and reverse clutch piston away from the clutch pack.

This disengages the clutch plates from the low and reverse

clutch support, thereby allowing the reaction carrier

assembly to rotate freely.

24

(681)

HELD

(684)

DRIVEN

(673)

REACTION

SUN

GEAR

(673)

HELD

REACTION

CARRIER

ASSEMBLY

(681)

DRIVEN

OUTPUT

SHAFT

(687)

REACTION

INTERNAL

GEAR

(684)

DRIVING

MAIN

CASE

(103)

INPUT

SUN

GEAR

(640)

DRIVING

INPUT

CARRIER

ASSEMBLY

(662)

DRIVEN

INPUT

INTERNAL

GEAR

(664)

DRIVEN

REACTION

CARRIER

SHAFT

(666)

DRIVEN

(664)

HELD

(640)

DRIVING

(662)

DRIVEN

(681)

DRIVEN

(684)

DRIVING

(673)

HELD

(664)

DRIVEN

(640)

DRIVING

(662)

DRIVEN

REACTION

SUN

GEAR

(673)

REACTION

CARRIER

ASSEMBLY

(681)

HELD

OUTPUT

SHAFT

(687)

REACTION

INTERNAL

GEAR

(684)

DRIVEN

MAIN

CASE

(103)

INPUT

SUN

GEAR

(640)

DRIVING

INPUT

CARRIER

ASSEMBLY

(662)

DRIVEN

INPUT

INTERNAL

GEAR

(664)

HELD

REACTION

CARRIER

SHAFT

(666)

HELD

PLANETARY GEAR SETS

REDUCTION - FIRST GEAR

Figure 24

REDUCTION - SECOND GEAR

Planetary gear sets are used in the Hydra-matic 4L60-E transmission

as the primary method of multiplying torque, or twisting force, of

the engine (known as reduction). A planetary gear set is also used

to reverse the direction of input torque, function as a coupling for

direct drive, and provide an overdrive gear ratio.

Planetary gear sets are so named because of their physical

arrangement. All planetary gear sets contain at least three main

components:

•a sun gear at the center of the gear set,

•a carrier assembly with planetary pinion gears that rotate around

the sun gear, and,

•an internal ring gear that encompasses the entire gear set.

This arrangement provides both strength and efficiency and also

evenly distributes the energy forces flowing through the gear

set. Another benefit of planetary gears is that gear clash, a

common occurrence in manual transmissions, is eliminated

because the gear teeth are always in mesh.

The Hydra-matic 4L60-E transmission consists of two planetary

gear sets, the input and reaction gear sets. Figures 24 and 25

show both of these gear sets and their respective components.

These figures also graphically explain how the planetary gear

sets are used in combination to achieve each of the transmissions

four forward drive gear ratios and Reverse.

Torque

When engine torque is transferred through a gear set the output

torque from the gear set can either increase, decrease or remain

the same. The output torque achieved depends on:

•which member of the gear set provides the input torque,

•which member of the gear set, if any, is held stationary,

and,

•which member of the gear set provides the output torque.

If output torque is greater than input torque the gear set is

operating in reduction (First, Second and Reverse gears). If

output torque is less than input torque the gear set is operating in

Overdrive (Fourth gear). When output torque equals input torque

the gear set is operating in direct drive (Third gear) and all gear

set components are rotating at the same speed.

Torque vs. Speed

One transmission operating condition directly affected by input

and output torque is the relationship of torque with output speed.

As the transmission shifts from First to Second to Third to

Fourth gear, the overall output torque to the wheels decreases as

the speed of the vehicle increases (with input speed and input

torque held constant). Greater output torque is needed at low

vehicle speed, First and Second gears, to provide the power for

moving the vehicle from a standstill. However, once the vehicle

is moving and the speed of the vehicle increases (Third and

Fourth gears), less output torque is required to maintain that

speed. This provides a more efficient operation of the powertrain.

REDUCTION

Increasing the output torque is known as operating in reduction

because there is a decrease in the speed of the output member

proportional to the increase in output torque. Therefore, with a

constant input speed, the output torque increases when the

transmission is in a lower gear, or higher gear ratio. In the

Hydra-matic 4L60-E, planetary gear set reduction occurs when

the transmission is operating in First, Second and Reverse gears.

In First gear, the input planetary gear set provides the gear

reduction to obtain a starting gear ratio of 3.06:1. Engine torque

is transferred to the input sun gear (640) while the input internal

gear (664) is prevented from rotating by the low roller clutch

(678). The input sun gear drives the input carrier pinions. As

the pinions rotate counterclockwise on their pins, the pinion

gears walk clockwise around the input internal gear. This action

drives the input carrier assembly and output shaft (687) clockwise

in the First gear reduction of 3.06:1.

24A

PLANETARY GEAR SETS

25

(664)

DRIVING

(640)

DRIVING

(662)

DRIVEN

(681)

HELD

(684)

DRIVEN

(673)

DRIVING

OUTPUT

SHAFT

(687)

REACTION

INTERNAL

GEAR

(684)

DRIVEN

INPUT

SUN

GEAR

(640)

DRIVING

INPUT

CARRIER

ASSEMBLY

(662)

DRIVEN

INPUT

INTERNAL

GEAR

(664)

DRIVING

REACTION

CARRIER

SHAFT

(666)

(681)

DRIVING

(684)

DRIVEN

(673)

HELD

REACTION

SUN

GEAR

(673)

HELD

REACTION

CARRIER

ASSEMBLY

(681)

DRIVING

OUTPUT

SHAFT

(687)

REACTION

INTERNAL

GEAR

(684)

DRIVEN

MAIN

CASE

(103)

REACTION

SUN

GEAR

(673)

DRIVING

REACTION

CARRIER

ASSEMBLY

(681)

HELD

OUTPUT

SHAFT

(687)

REACTION

INTERNAL

GEAR

(684)

DRIVEN

MAIN

CASE

(103)

PLANETARY GEAR SETS

REDUCTION - THIRD GEAR

Figure 25

REDUCTION - FOURTH GEAR

REDUCTION - REVERSE

In Second gear, both planetary gear sets, input and reaction, are

used to achieve the Second gear reduction of 1.63:1. Power flow

through the input gear set is similar to First gear to drive the

output shaft. However, in Second gear the reaction sun gear

(673) is held by applying the 2-4 band. The reaction internal gear

support (685) is splined to the output shaft and drives the reaction

carrier pinion gears clockwise. The pinion gears then walk

clockwise around the stationary reaction sun gear, thereby driving

the reaction carrier assembly (681) clockwise. The reaction carrier

drives the reaction carrier shaft and input internal gear clockwise.

The input internal gear then drives the input pinion gears in a

second reduction to achieve the Second gear ratio.

DIRECT DRIVE

Direct drive in a planetary gear set is obtained when any two

members of the gear set rotate in the same direction at the same

speed. This action forces the third member of the gear set to rotate

at the same speed. Therefore, in direct drive the output speed of

the transmission is the same as the input speed from the converter

turbine. Output speed will equal engine speed when the torque

converter clutch is applied (see Torque Converter - page 12).

Direct drive is obtained when input torque to the input planetary

gear set is transferred through both the input sun gear and the

input internal gear. The input pinion gears are wedged between

these components and forced to rotate at the same speed. The

input carrier then drives the output shaft at the same speed as

input torque to provide the direct drive 1:1 gear ratio.

OVERDRIVE

Operating the transmission in Overdrive allows the output speed

of the transmission to be greater than the input speed from the

engine. The vehicle can then maintain a given road speed with

reduced engine speed for increased fuel economy.

Overdrive is achieved through the reaction planetary gear set

and only occurs in Overdrive Range – Fourth Gear. The 2-4

band holds the reaction sun gear (673) stationary while input

torque is provided through the reaction carrier assembly (681).

As the carrier is driven clockwise, the reaction pinion gears

rotate clockwise on their pins as they walk clockwise around the

stationary sun gear. The pinion gears drive the reaction internal

gear (684) and output shaft (687) clockwise in an overdrive

ratio of .70:1.

REVERSE

In Reverse, the reaction planetary gear set is used to provide both

the gear reduction and reversal of engine torque needed. Engine

torque is provided through the reaction sun gear (673) which

drives the reaction pinion gears counterclockwise. The reaction

carrier assembly (681) is held stationary by the low roller clutch.

This allows the reaction pinion gears to drive the reaction internal

gear and output shaft counterclockwise in a reduction of 2.30:1.

24B

PLANETARY GEAR SETS

26 Figure 26

The previous sections of this book were used to

describe some of the mechanical component

operations of the Hydra-matic 4L60-E. In the

Hydraulic Control Components section a detailed

description of the individual components used in the

hydraulic system will be presented. These hydraulic

control components apply and release the clutch

packs, band and accumulators to provide automatic

shifting of the transmission.

HYDRAULIC CONTROL COMPONENTS

OIL PUMP

ASSEMBLY

(4)

3-4

ACCUMULATOR

2-4

SERVO

ASSEMBLY

CONTROL BODY

VALVE ASSEMBLY

(60)

FORWARD

CLUTCH

ACCUMULATOR

1-2

ACCUMULATOR

27

STATOR

SHAFT

(214)

VANE

RING

(210)

ROTOR

(212)

VANE

(213)

ROTOR

GUIDE

(211)

VANE

RING

(210)

PIVOT

(205)

PIVOT

SPRING

(204)

SLIDE

SPRING

(INNER)

(207)

SLIDE

SPRING

(OUTER)

(206)

PUMP

BODY

(200)

PUMP

COVER

(215)

SLIDE

(203)

SLIDE

SEAL

SUPPORT

(208)

SLIDE

SEAL

(209)

SEAL

RING

(201)

O-RING

SEAL

(202)

ROTOR

(212)

VANE

RING

(210)

BOTTOM

PAN

(SUMP)

(75)FILTER

(72)

DECREASE

FILTER

(232)

AIR

BLEED

(240)

1

LINE

EX

PRESSURE

RELIEF

VALVE

PUMP

ASSEMBLY

(4)

➤

➤➤

2

➤

➤➤

➤

EX

➤

SUCTION

➤

➤➤➤

➤

SLIDE

(203)

HYDRAULIC CONTROL COMPONENTS

Figure 27

OIL PUMP ASSEMBLY

The oil pump assembly (4) contains a variable displacement

vane type pump located in the oil pump body (200). The oil

pump rotor (212) is keyed to the torque converter pump hub.

Therefore, when the engine is running, the converter pump hub

drives the rotor at engine speed. As the oil pump rotor and the

oil pump vanes (213) rotate, the area between the vanes increases

and fluid volume is positively displaced, thereby creating a

vacuum at the pump intake port. The vacuum force allows

atmospheric pressure acting on the fluid in the bottom pan to

prime the pump and pressurize the hydraulic system.

Fluid from the transmission bottom pan is drawn through the oil

filter assembly (72) and into the oil pump intake fluid circuit.

This fluid is forced into the oil pump through the intake port and

rotates around the oil pump slide (203) to the pump outlet port.

As the fluid rotates around the slide, the volume between the

pump vanes decreases before reaching the outlet port. Decreasing

the volume pressurizes the fluid and forces the fluid into the line

pressure fluid circuit. This fluid is directed to the pressure

regulator valve and becomes the main supply of fluid to the

various components and hydraulic circuits in the transmission.

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

supplied to the hydraulic system also increases because of the

faster rotation of the pump rotor and vanes. At a specified

calibrated pressure, (which varies with transmission model) the

pressure regulator valve will move far enough against spring

force to allow excess line pressure fluid to return to the suction

side of the pump vanes. 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

•Oil out the vent tube

28

BOOST VALVE PRESS REG

DECREASE

LINE

EX

FILTER

(232)

1

SUCTION

LINE

EX

PRESSURE

RELIEF

VALVE

PUMP

ASSEMBLY

(4)

TORQUE SIG

2

EX

CONV FD

EX

➤

EX

TORQUE SIGNAL

AFL FILTER

(50)

REVERSE INPUT

➤

➤➤

➤

PRESSURE

CONTROL

SOLENOID

VALVE

➤

REVERSE INPUT

BOOST VALVE PRESS REG

DECREASE

LINE

EX

FILTER

(232)

1

SUCTION

LINE

EX

PRESSURE

RELIEF

VALVE

PUMP

ASSEMBLY

(4)

TORQUE SIG

2

➤

➤➤

➤

EX

CONV FD

EX

➤

EX

TORQUE SIGNAL

AFL FILTER

(50)

REVERSE INPUT

➤

➤➤

➤

PRESSURE

CONTROL

SOLENOID

VALVE

➤

MAXIMUM PUMP OUTPUTMINIMUM PUMP OUTPUT

AIR

BLEED

(240)

➤

AIR

BLEED

(240)

➤

PRESSURE REGULATION

moves the valve against spring force and torque signal fluid

pressure to a point where line pressure enters both the converter

feed and decrease fluid circuits. Decrease fluid pressure moves

the pump slide (203) against spring force and toward the center

of the pump body, causing the slide to partially cover the pump

intake port. This increases the concentricity between the pump

slide and rotor which decreases the vacuum affect on the fluid,

thereby decreasing line pressure.

Maximum Pressure Regulation

When engine torque is a maximum, the PCS regulates torque

signal fluid pressure to a maximum. Maximum torque signal

fluid pressure moves the boost valve against the isolator spring

to increase the force on the pressure regulator valve. This

moves the pressure regulator valve to block line pressure from

entering the decrease fluid circuit. With lower decrease fluid

pressure, pump slide spring force moves the slide against the

side of the pump body. This decreases the concentricity between

the slide and rotor which increases the vacuum affect on the

fluid. In this position line pressure is a maximum. The output

of the oil pump continuously varies between these minimum

and maximum points depending on vehicle operating conditions.

The main components that control line pressure are the pressure

control solenoid and pressure regulator valve. The fluid pressure

required to apply the clutches and band varies in relation to

throttle position and engine torque. At the pressure regulator

valve, line pressure is regulated in response to the following:

- torque signal fluid pressure routed from the pressure con-

trol solenoid (PCS) (this fluid pressure is proportional to

engine torque - see page 42). Torque signal fluid pressure

moves the boost valve (219) against the pressure regulator

isolator spring (218) which acts against the pressure regula-

tor valve.

- pressure regulator spring force.

- line pressure acting on the end of the pressure regulator

valve.

- reverse input fluid pressure acting on the boost valve in

Reverse.

The pressure regulator valve routes line pressure into both the

converter feed and decrease fluid circuits. Converter feed fluid

is routed to both the torque converter and cooler fluid circuits.

Decrease fluid pressure moves the oil pump slide against the

force of the pump slide springs (outer - 206, inner - 207).

Decrease fluid pressure and the position of the pump slide

constantly vary in relation to torque signal fluid pressure and

engine torque as controlled by the pressure regulator valve.

Minimum Pressure Regulation

When engine torque is a minimum, the PCS regulates torque

signal fluid pressure to a minimum. During these conditions,

line pressure acting on the end of the pressure regulator valve

Pressure Regulator Related

Diagnostic Tips

A stuck or damaged pressure regulator valve could cause:

•High or low line pressure

•Slipping clutches or bands or harsh apply

•Transmission overheating

•Low or no cooler/lube flow

HYDRAULIC CONTROL COMPONENTS

Figure 28

29

HYDRAULIC CONTROL COMPONENTS

Figure 29

Pressure Relief Ball (228)

The pressure relief ball and spring (229) prevent line pressure

from exceeding approximately 2240 to 2520 kPa (320 to 360

psi). Above this pressure, line fluid pressure moves the ball

against spring force and exhausts until line pressure decreases

sufficiently.

Torque Converter Clutch Solenoid

The Powertrain Control Module (PCM) controls the TCC

solenoid to apply and release the converter clutch. The TCC

solenoid is a normally open, ON/OFF solenoid that, when

energized (ON), initiates the converter clutch apply. Refer to

the Electronic Component Section for a complete description of

the TCC solenoid.

226

225

224

223

222

216

217

218

219

220

221

232

231

228

229

227

BOOST VALVE PRESS REG

REV INPUT

DECREASE

LINE

EX

FILTER

(232)

AIR

BLEED

(240)

1

SUCTION

LINE

EX

PRESSURE

RELIEF

VALVE

PUMP

ASSEMBLY

(4)

4

TCC

SOLENOID

(66)

N.O.

TORQUE SIG

FORWARD CLUTCH FEEDFORWARD CLUTCH FEED FORWARD CLUTCH FEED

2

➤

➤➤

➤

EX

CONV FD

EX

➤

OVERRUN CLUTCHOVERRUN CLUTCH OVERRUN CLUTCH

EX

(237)

REVERSE INPUT

EX

➤➤

CONVERTER CLUTCH VALVE

COOLER

RELEASE RELEASE

APPLY APPLY

EX

➤

EX

➤

CONV FD

➤

REGULATED APPLY

(237)

➤

(238)

➤

VALVES LOCATED IN THE OIL PUMP ASSEMBLY

Pressure Regulator Valve (216)

Regulates line pressure in relation to vehicle operating conditions

(see page 28 on Pressure Regulation). The pressure regulator

valve is biased by torque signal fluid pressure, pressure regulator

spring (217) force, line pressure routed to the end of the valve,

and reverse input fluid pressure acting on the boost valve in

Reverse. Line pressure is routed through the valve and into

both the converter feed and decrease fluid circuits.

Boost Valve (219)

Torque signal fluid pressure moves the boost valve against the

isolator spring (218). The isolator spring then exerts the force

from torque signal fluid pressure to the pressure regulator valve.

Therefore, line pressure increases as throttle position and engine

torque increase. Also, reverse input fluid pressure acting on the

boost valve increases the operating range of line pressure when

the transmission is in Reverse.

•A stuck pressure regulator valve could cause high or low oil

pressure.

•No TCC apply could be caused by internal damage to the

TCC solenoid.

•A pressure relief ball not seated or damaged could cause high

or low oil pressure.

Torque Converter Clutch Apply Valve (224)

Controlled by the TCC solenoid state and converter clutch signal

fluid pressure, it directs converter feed fluid pressure to either

the release or apply side of the converter clutch. The TCC

apply valve also directs fluid into the cooler fluid circuit. The

valve is held in the release position (as shown) by spring force

when the TCC solenoid is OFF. With the TCC solenoid ON,

converter clutch signal fluid pressure increases and moves the

valve into the apply position against spring force.

Retainer and Checkball Assemblies (237)

These two assemblies are located in the reverse input and overrun

clutch fluid circuits. Their function is to allow air to escape

from the fluid circuit when fluid pressure increases during clutch

apply. Also, when the clutch releases the ball unseats and

allows air into the circuit to displace the exhausting fluid.

Orifice Cup Plugs (238-240)

Various orifice cup plugs are located in the oil pump cover

(215) to provide fluid flow control in the transmission’s

hydraulic system.

•Torque converter clutch shudder could be caused by a

restricted or damaged orifice cup plug.

30

HYDRAULIC CONTROL COMPONENTS

VALVES LOCATED IN THE CONTROL VALVE BODY

3-4 Shift Valve (385)

Biased by 1-2 signal fluid pressure from the 1-2 shift solenoid,

spring force and D3 fluid pressure, the 3-4 shift valve controls

the routing of 3-4 signal fluid. To obtain Fourth gear, 1-2 signal

fluid pressure moves the valve against spring force and directs

3-4 signal fluid into the 4th signal fluid circuit. However, in

Manual Third, D3 fluid assists spring force and holds the valve

against 1-2 signal fluid pressure to prevent Fourth gear under

any conditions. In the downshifted position, the 4th signal fluid

circuit is open to an exhaust past the valve.

3-2 Downshift Valve (389)

The 3-2 downshift valve helps control the 2-4 band apply rate

during a 3-2 downshift. During the downshift, 3-4 clutch fluid

pressure holds the valve against spring force before exhausting.

This allows 2nd fluid to quickly fill the 2nd clutch fluid circuit

for a faster 2-4 band apply.

Reverse Abuse Valve (387)

The reverse abuse valve provides a faster apply of the reverse

input clutch when throttle position is greater than idle. During

these conditions, reverse fluid pressure increases and moves the

valve against spring force. Reverse fluid can then quickly fill

the reverse input fluid circuit. This bypasses the control of the

reverse input orifice (#17) for a faster clutch apply.

3-2 Control Solenoid Valve (394)

The 3-2 control solenoid valve is a normally closed ON/OFF

solenoid controlled by the PCM. The solenoid is used to route

actuator feed limit (AFL) fluid into the 3-2 signal fluid circuit to

control the position of the 3-2 control valve. The PCM controls

the solenoid state during a 3-2 downshift according to vehicle

speed.

3-2 Control Valve (391)

The 3-2 control valve regulates the exhaust of 3rd accumulator

fluid into the 3-4 clutch fluid circuit during a 3-2 downshift. This

regulation is controlled by 3-2 signal fluid pressure from the 3-2

control solenoid valve. At high vehicle speed, 3-2 signal fluid

pressure moves the valve against spring force to block exhausting

3rd accumulator fluid from entering the 3-4 clutch fluid circuit. At

low vehicle speed, 3-2 signal fluid pressure is OFF and the valve is

held in the open position by spring force to allow exhausting 3rd

accumulator fluid to enter the 3-4 clutch fluid circuit.

Manual Valve (340)

The manual valve is supplied with line pressure from the pressure

regulator valve and is mechanically linked to the gear selector

lever. When a gear range is selected, the manual valve directs

line pressure into various circuits by opening and closing fluid

passages. The fluid circuits fed by the manual valve include

Reverse, PR, D4, D3, D2 and lo.

Pressure Control Solenoid Valve (377)

Controlled by the PCM through a duty cycle operation, the

pressure control (PC) solenoid valve regulates AFL fluid pressure

into the torque signal fluid circuit. Torque signal fluid pressure

is regulated in response to engine torque and other vehicle

operating conditions. Torque signal fluid pressure is routed to

the boost valve to increase line pressure and to the accumulator

valve to help control shift feel.

Actuator Feed Limit Valve (374)

The AFL valve directs line pressure into the AFL fluid circuit.

Spring force acting on the valve limits AFL fluid pressure to a

maximum of approximately 795 kPa (115 psi). When line

pressure is above this value, orificed AFL fluid pressure moves

the valve against spring force to block line pressure, thereby

providing the limiting action. AFL fluid is routed to the shift

solenoids, the pressure control solenoid, the TCC PWM solenoid,

the 3-2 control solenoid and the 2-3 shift valve train.

Torque Converter Clutch Pulse Width Modulated (TCC PWM)

Solenoid Valve (396)

The TCC PWM solenoid valve is a normally closed, pulse

width modulated (PWM) solenoid controlled by the PCM in

relation to vehicle operating conditions. The TCC PWM

solenoid valve regulates actuator feed limit fluid into the CC

signal fluid circuit and is used to control the flow of line pressure

through the regulated apply valve and provides a smooth

engagement of the TCC.

Regulated Apply Valve (380) and Isolator Valve (398)

The regulated apply valve and isolator valve are used to control

the flow of line pressure into the regulated apply fluid circuit.

Regulated apply fluid pressure is controlled by the action of CC

signal fluid pressure on the isolator valve and orificed regulated

apply fluid pressure on the regulated apply valve.

3-4 Relay Valve (384) and 4-3 Sequence Valve (383)

These valves are used mainly to control the 4-3 downshift

timing. The valves direct various fluids into different fluid

circuits depending on the gear range. Spring force acting on

the 4-3 sequence valve tends to keep the valves in the

downshifted position. In Fourth gear, 4th signal fluid pressure

moves both valves against spring force and into the upshifted

position (see Overdrive Range – 4-3 Downshift on page 64).

Accumulator Valve (371)

The accumulator valve is biased by torque signal fluid pressure,

spring force and orificed accumulator fluid pressure at the end

of the valve. The valve regulates D4 fluid into accumulator

fluid pressure in relation to engine torque, as determined by

torque signal fluid pressure. Accumulator fluid pressure is

used to control shift feel during the 1-2 and 3-4 shifts. During

the 1-2 and 3-4 upshifts, the valve regulates the exhaust of

accumulator fluid to help control shift feel.

2-3 Shift Solenoid Valve (367)

Located at the end of the 2-3 shuttle valve, the 2-3 shift solenoid

valve is a normally open, ON/OFF type solenoid controlled by

the PCM. The solenoid is used to control 2-3 signal fluid

pressure at the end of the 2-3 shuttle valve and the positioning

of 2-3 shift valve train. When de-energized, the solenoid is

open and 2-3 signal fluid exhausts through the solenoid. When

energized, the solenoid is closed and blocks 2-3 signal fluid

from exhausting, thereby creating 2-3 signal fluid pressure at

the end of the 2-3 shuttle valve.

2-3 Shift Valve (368) and 2-3 Shuttle Valve (369)

The 2-3 shift valve train responds to AFL fluid pressure acting

on the 2-3 shift valve and 2-3 signal fluid pressure from the 2-3

shift solenoid valve at the 2-3 shuttle valve. Also, in Manual

Second and Manual First gear ranges, D2 fluid pressure is

routed between the two valves. D2 fluid pressure keeps the 2-3

shift valve in the downshifted position to prevent the

transmission from upshifting above Second gear regardless of

shift solenoid states. The valve train controls the routing and

•Stuck ON, exhaust plugged, would cause no TCC release in

2nd, 3rd or 4th gear.

•Stuck OFF, leaking o-ring, no voltage, would cause no TCC/

slip or soft apply.

•A regulated apply valve stuck or assembled incorrectly could

cause no TCC apply.

•A stuck 4-3 sequence valve could cause no overrun braking -

manual 3-2-1.

•A stuck accumulator valve could cause no 3-4 shift, slips or

rough 3-4 shift.

•A stuck 3-2 control valve could cause no 3-4 shift, slips or

rough 3-4 shift.

•High or low oil pressure could be caused by a scored or

damaged manual valve.

31

HYDRAULIC CONTROL COMPONENTS

VALVES LOCATED IN THE CONTROL VALVE BODY

EX

FORWARD ABUSE

FWD CL FD

REV ABUSE

EX

REVERSE

REVERSE INPUT

FORWARD

CLUTCH

ACCUMULATOR

EX

3-4 CLUTCH3-4 CLUTCH

3RD ACCUMULATOR

3RD ACCUM

EX

AFL

3-2 SIGNAL

LINELINE

1-2 SHIFT VALVE

LO

D4

O’ EX

D4-3-2 2ND 2ND

1-2 SIGNAL

LO/1ST LO/1ST

1-2 SIGNAL 1-2 SIGNAL

EX

ORIFICED EX

D3D3

EX

3-4 SIGNAL3-4 SIGNAL

1-2 SIGNAL1-2 SIGNAL

4TH SIGNAL4TH SIGNAL

3-4 SHIFT VALVE

EX

EX AFL

AFL

D4

EX

ACCUMULATOR

EX

LO OVERRUN

PR

LO/REV

LO/1ST LO/1ST

LO/REVERSE

EX

OVERRUN CLUTCH FEEDOVERRUN CLUTCH FEED

3-4 ACCUM

SERVO FEEDSERVO FEED

4TH4TH

OVERRUN CL

4TH SIGNAL 2ND2ND

EX

3-4 RELAY 4-3 SEQUENCE VALVE

EXEX

SERVO FD

REVERSE

REVERSE INPUT

2-3 SHUTTLE 2-3 SHIFT VALVE

EX

D2

OVERRUN OVERRUN

D3

D3 D3

2ND

3-4 SIGNAL

EX

D4-3-2

2-3 SIGNAL

AFL

SERVO FD

3-4 ACC

ACTUATOR FEED LIMIT ACTUATOR FEED LIMIT

ACTUATOR FEED LIMITACTUATOR FEED LIMIT

3-4 SIGNAL

EX EX

D4-3-2 D4-3-2

3-2 CONTROL

EX

CC SIGNALCC SIGNAL

ACTUATOR FEED LIMIT

TCC PWM

SOLENOID

VALVE

N.C.

1-2 SIGNAL1-2 SIGNAL

3-2

CONTROL

SOLENOID

VALVE

N.C.

3-2 DOWNSHIFT

EX

2ND CLUTCH 3-4 CLUTCH3-4 CLUTCH

2ND2ND

PRESSURE

CONTROL

SOLENOID

VALVE

2-3 SHIFT

SOLENOID

VALVE

N.O.

EX

1-2 SHIFT

SOLENOID

VALVE

N.O.

ACCUM VALVE

PRND321

D4

REVERSE

D3

D2

LO EX

EX

LINE

MANUAL VALVE

PR

REGULATED APPLY

REG APPLY

CC SIGNAL

LINE

FILTERED AFL

FWD CL FEED

TORQUE SIGNAL

ACTUATOR FEED LIMIT

ISOLATOR VALVE

REG APPLY

Figure 30

exhausting of various fluids to obtain the appropriate gear range

as determined by the PCM or gear selector lever.

1-2 Shift Solenoid Valve (367)

Located at the end of the 1-2 shift valve, the 1-2 shift solenoid

valve is a normally open, ON/OFF type solenoid controlled by

the PCM. The solenoid is used to control 1-2 signal fluid

pressure and the positioning of both the 1-2 shift valve and the

3-4 shift valve. When de-energized (OFF), the solenoid is open

and 1-2 signal fluid exhausts through the solenoid. When

energized (ON), the solenoid is closed and blocks 1-2 signal

fluid from exhausting, thereby creating 1-2 signal fluid pressure

at the 1-2 and 3-4 shift valves.

1-2 Shift Valve (366)

The 1-2 shift valve is biased by 1-2 signal fluid pressure, spring

force and D432 fluid pressure. The valve position depends on

the shift solenoid states. The 1-2 shift solenoid valve controls

1-2 signal fluid pressure and the 2-3 shift solenoid valve controls

the 2-3 shuttle valve position and D432 fluid pressure. The 1-2

shift valve directs D4 fluid into the 2nd fluid circuit to upshift

the transmission to Second gear. The valve also routes lo fluid

into the lo/1st fluid circuit in Manual First – First Gear. The

exhaust past the valve is an annulus exhaust in which exhausting

fluid, either 2nd fluid or lo/1st fluid, flows around the valve land

and through the valve body.

Forward Abuse Valve (357)

The forward abuse valve provides a faster apply of the forward

clutch when throttle position is greater than idle. During these

conditions, D4 fluid pressure increases and moves the valve

against spring force. D4 fluid can then quickly fill the forward

clutch feed fluid circuit. This bypasses the control of the forward

clutch accumulator orifice (#22) for a faster clutch apply.

Lo Overrun Valve (361)

In Reverse, PR fluid moves the valve against spring force and

fills the lo/reverse fluid circuit. In Manual First, the lo overrun

valve regulates lo/1st fluid pressure into the lo/reverse fluid

circuit. This regulation is biased by spring force and orificed lo/

reverse fluid pressure acting on the valve.

Forward Clutch Accumulator

Forward clutch accumulator spring force absorbs the initial

increase in forward clutch feed fluid pressure to cushion the

forward clutch apply. Refer to page 32 for a complete description

of accumulator function.

Note: Refer to the ‘Power Flow’ and ‘Complete Hydraulic

Circuit’ sections for a detailed explanation of each components

operation in a specific gear range. Also, refer to the ‘Electronic

Components’ section for a detailed description of each electronic

component.

•A stuck 2-3 shift valve could cause no reverse or slips in

reverse.

•A sticking 1-2 shift valve could cause no upshift in 1st gear.

•A stuck lo overrun valve could cause no reverse or slips in

reverse.

32

54

55

57

104

56

#12

D4

22

FORWARD

CLUTCH

ACCUMULATOR

EX

FWD CL FEED

EX

PRND321

D4

REVERSE

D3

D2

LO

EX

LINE

➤

MANUAL VALVE

PR

➤➤

➤

➤➤

➤

➤➤

#1

ORF ACC

2ND CLUTCH

3-4 ACCUMULATOR

1-2 ACCUMULATOR

19

3-4 ACCUM

ACCUM

EX

ORIFICED ACCUM

D4

EX

ACCUMULATOR

TORQUE SIGNAL

18

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

ACCUM VALVE

EXAMPLE: 1-2 UPSHIFT

EXAMPLE: FORWARD CLUTCH ACCUMULATION

353

354

355

356

363

HYDRAULIC CONTROL COMPONENTS

Figure 31

ACCUMULATORS

An accumulator is a spring loaded device that absorbs a certain

amount of apply fluid pressure to cushion the apply of a clutch

or band. Apply fluid pressure directed to an accumulator piston

opposes a spring force, and an accumulator fluid pressure (except

in the forward clutch accumulator), to act like a shock absorber.

In the Hydra-matic 4L60-E transmission, accumulators are used

to control shift feel during the apply of the forward clutch, 2-4

band (in both Second and Fourth gears) and 3-4 clutch. During

the apply of a clutch or band, apply fluid pressure builds up

rapidly when the friction element begins to hold. As the fluid

pressure increases, it also moves the accumulator piston against

spring force and accumulator fluid pressure. Without an

accumulator in the apply fluid circuit, the rapid buildup of fluid

pressure would cause the clutch or band to apply very quickly and

possibly create a harsh shift. However, accumulator spring force

and accumulator fluid pressure absorb some of the initial apply

fluid pressure to allow a more gradual apply of the clutch or band.

FORWARD CLUTCH ACCUMULATOR

The forward clutch accumulator is located in the valve body

(350) and helps control the garage shift feel into a forward drive

range from Park, Reverse or Neutral. Forward clutch feed fluid

pressure that applies the forward clutch is also routed to the

forward clutch accumulator piston (354). Forward clutch feed

fluid pressure moves the accumulator piston against spring force

(356) as the clutch begins to apply. This action absorbs some of

the initial increase of clutch apply fluid pressure to cushion the

forward clutch apply.

1-2 and 3-4 ACCUMULATOR ASSEMBLIES

Accumulator Valve Function

The 1-2 and 3-4 accumulator assemblies help cushion the 2-4

band apply rate. These assemblies use an accumulator fluid

pressure to assist spring force. Accumulator fluid pressure is

regulated by the accumulator valve (371) in relation to torque

signal fluid pressure. The pressure control (PC) solenoid is

controlled by the PCM and regulates torque signal fluid pressure

in relation to engine torque, throttle position and other vehicle

operating conditions.

When engine torque is a maximum, a greater apply pressure is

required to prevent the band from slipping during apply and

hold the band against the reverse input housing. When engine

torque is a minimum, the band requires less apply force and a

slower apply rate. The regulating action of the accumulator

valve compensates for these various operating conditions by

increasing accumulator fluid pressure as engine torque and torque

signal fluid pressure increase.

1-2 ACCUMULATOR ASSEMBLY

The 1-2 accumulator assembly is used to control the apply feel

of the 2-4 band in Second gear. The assembly is located between

the spacer plate (48) and 1-2 accumulator cover (57) and consists

of a piston (56), spring (54) and apply pin.

Upshift Control

During a 1-2 upshift (as shown in Example), 2nd clutch fluid is

routed to both the servo assembly and the 1-2 accumulator

assembly. The rapid buildup of fluid pressure in the 2nd clutch

fluid circuit strokes the accumulator piston against spring force

Slips in 1st gear could be caused by:

•A missing, cut or damaged forward clutch accumulator

piston seal.

•A piston out of its bore.

•Porosity in the piston or valve body.

•A stuck abuse valve.

A stuck 1-2 accumulator piston could cause slipping or a rough

1-2 shift.

33

HYDRAULIC CONTROL COMPONENTS

Figure 32

➤

4TH

CLUTCH

3RD

ACCUM

2ND

CLUTCH

EXHAUST

➤

➤➤➤

➤

#7

CHECKBALL

➤

2-4 SERVO ASSEMBLY

EXAMPLE: 3-4 UPSHIFT

43

44

45

46

#1

ORF ACC

2ND CLUTCH

3-4 ACCUMULATOR

1-2 ACCUMULATOR

19

3-4 ACCUM

ACCUM

EX

ORIFICED ACCUM

D4

EX

ACCUMULATOR

TORQUE SIGNAL

18

➤

➤➤

➤

➤➤

ACCUM VALVE

➤

•A 2nd servo apply piston seal missing, cut or damaged

could cause a slipping or rough 1-2 shift.

•A 4th servo piston installed backwards could cause slips

in 1st gear.

•No 3-4 shift, slips or rough 3-4 shift could be caused by

damaged piston seal grooves.

•A 2-4 servo assembly apply pin that is too short or too

long could cause no 2-3 shift or 2-3 shift slips, rough

or hunting.

No 3-4 shift, slips or rough 3-4 shift could be caused by:

•Porosity in 3-4 accumulator piston or bore.

•3-4 accumulator piston seal or seal grooves damaged.

and accumulator fluid pressure. This action absorbs some of the

initial buildup of 2nd clutch fluid pressure and provides a time

delay to cushion the 2-4 band apply.

As 2nd clutch fluid pressure moves the accumulator piston,

some accumulator fluid is forced out of the 1-2 accumulator

assembly. This fluid pressure is routed back to the accumulator

valve. The increase in accumulator fluid pressure acting on the

end of the accumulator valve moves the valve against spring

force and torque signal fluid pressure. This blocks D4 fluid and

regulates the exhaust of the excess accumulator fluid pressure

past the accumulator valve and through an exhaust port. This

regulation provides additional control for the accumulation of

2nd clutch fluid and apply of the 2-4 band.

Downshift Control

2nd clutch fluid pressure exhausts from the 1-2 accumulator

assembly during a 2-1 downshift. As spring force and

accumulator fluid pressure move the 1-2 accumulator piston

against exhausting 2nd clutch fluid, the accumulator valve

regulates more D4 fluid into the accumulator fluid circuit. This

regulation controls the rate at which accumulator fluid fills the

1-2 accumulator and the rate at which 2nd clutch fluid exhausts

from the accumulator.

3-4 ACCUMULATOR ASSEMBLY

The 3-4 accumulator assembly is located in the transmission

case and consists of a piston (44), piston spring (46) and piston

pin (43). The 3-4 accumulator assembly is the primary device

for controlling the apply feel of the 2-4 band in Fourth gear.

The 3-4 accumulator assembly functions similar to the 1-2

accumulator assembly. During a 3-4 upshift the 3-4 accumulator

absorbs the initial increase of 3-4 accumulator fluid pressure to

control the 2-4 band apply.

3-4 Accumulator Checkball (#1)

During a 4-3 downshift, accumulator fluid seats the #1 checkball

and is orificed into the orificed accumulator fluid circuit. This

orifice (#18) controls the increase of orificed accumulator fluid

pressure and the movement of the 3-4 accumulator piston against

exhausting 3-4 accumulator fluid.

2-3 UPSHIFT ACCUMULATION

During a 2-3 upshift, the 2-4 band releases as the 3-4 clutch

applies. To accomplish this, 3-4 clutch fluid that applies the 3-4

clutch is also routed into the 3rd accumulator fluid circuit. 3rd

accumulator fluid pressure is used to release the band while 3-4

clutch fluid pressure is used to apply the 3-4 clutch. 3rd

accumulator fluid pressure is routed to the 2-4 servo and moves

the 2nd apply piston against spring force and 2nd clutch fluid

pressure to release the band. This action functions as an

accumulator for the 3-4 clutch by absorbing some of the initial

increase in 3-4 clutch fluid pressure.

34

HYDRAULIC CONTROL COMPONENTS

BALL CHECK VALVE LOCATION AND FUNCTION

#1 3-4 ACCUMULATOR

Located in the transmission case, the 3-4 accumulator ball check

valve helps control the flow of accumulator fluid to the 3-4

accumulator. When the ball is seated, accumulator fluid is

forced through the #18 orifice. This action helps control the 2-4

band release during a 4-3 downshift.

#2 3RD ACCUMULATOR

Located in the valve body, the 3rd accumulator ball check valve

directs exhausting 3rd accumulator fluid through orifice #12

and to the 3-2 control valve. This helps control the 2-4 band

apply during a 3-2 downshift. During a 3-4 upshift, 3-4 clutch

fluid unseats the ball for a quick feed into the 3rd accumulator

fluid circuit.

Note: Some models do not include orifice #12 in the spacer

plate. For these models, all exhausting 3rd accumulator fluid is

routed to the 3-2 control valve.

#3 REVERSE INPUT

Located in the valve body, the reverse input ball check valve

controls the reverse input clutch apply when engine speed is at

idle. During these conditions, all reverse fluid feeding the reverse

input fluid circuit is routed to the ball, seats the ball, and is

forced through orifice #17. This slows the flow of reverse fluid

to cushion the reverse input clutch apply. When the reverse

input clutch releases, exhausting reverse input fluid unseats the

ball for a quick exhaust of fluid.

#4 3-4 CLUTCH EXHAUST

Located in the valve body, this ball check valve helps control

the 3-2 downshift. Exhausting 3-4 clutch and 3rd accumulator

fluids seat the ball and are forced through orifice #13. This

helps control the 3-4 clutch release rate and 2-4 band apply.

During a 3-4 upshift, 3-4 signal fluid unseats the ball for a quick

feed into the 3-4 clutch fluid circuit.

#5 OVERRUN CLUTCH FEED

Located in the valve body, it routes either overrun fluid or D2 fluid

into the overrun clutch feed fluid circuit while blocking the other

fluid circuit. Overrun clutch feed fluid feeds the overrun clutch

fluid circuit in the Manual gear ranges to apply the overrun clutch.

#6 OVERRUN CLUTCH CONTROL

Located in the valve body, the #6 ball check valve helps control

the overrun clutch apply rate. Overrun clutch feed fluid pressure

seats the ball and is forced through orifice #20. This orifice

slows the flow of overrun fluid to cushion the overrun clutch

apply. When the overrun clutch releases, overrun clutch feed

fluid unseats the ball for a quick exhaust.

#7 3RD ACCUMULATOR EXHAUST

Located in the transmission case, it unseats when 3rd accumulator

fluid exhausts from the 2-4 servo to prevent residual fluid pressure

from accumulating. Also, before 3rd accumulator fluid pressure

seats the ball during a 2-3 upshift, any air in the circuit exhausts

past the ball.

#8 1-2 UPSHIFT

Located in the valve body, the 1-2 upshift ball check valve helps

control the 2-4 band apply during a 1-2 upshift. During the

upshift, 2nd fluid pressure seats the ball and is forced through

the #16 orifice. This orifice slows the flow of 2nd fluid to help

cushion the band apply. When the band releases during a 2-1

downshift, exhausting 2nd clutch fluid unseats, and exhausts

past, the 1-2 upshift ball check valve.

#9 TCC APPLY

Located in the end of the turbine shaft, the #9 ball check valve is

a retainer and ball assembly that helps control the converter

clutch apply feel. As the converter clutch applies, exhausting

release fluid seats, and is orifice around the ball check valve.

This action slows the exhaust of release fluid to control the

converter clutch apply feel. When the converter clutch is

released, release fluid pressure unseats the ball check valve and

flows freely past the ball to keep the pressure plate disconnected

from the converter cover.

#10 LO/REVERSE CLUTCH APPLY

Located in the transmission case, the #10 ball check valve is a

retainer and ball assembly that helps control the lo and reverse

clutch apply feel. During the clutch apply, PR fluid pressure

seats, and is orificed around the ball check valve. This orifice

slows the increase of PR fluid pressure at the clutch piston to

cushion the apply feel. When the clutch releases, exhausting PR

fluid unseats the ball check valve for a quick exhaust.

#12 FORWARD CLUTCH ACCUMULATOR

Located in the valve body, it helps controls the forward clutch

apply when engine speed is at idle. During these conditions, all

D4 feeding the forward clutch feed fluid circuit is routed to the

ball, seats the ball, and is forced through orifice #22. This slows

the increase of forward clutch feed fluid pressure to cushion the

forward clutch apply. When the forward clutch releases,

exhausting forward clutch feed fluid unseats the ball for a quick

exhaust of fluid.

Ball Check Valves Related Diagnostic Tips

Understanding the design principle of each

ball check valve will help in the diagnosis of

hydraulic related conditions. For example:

•a harsh shift complaint could be a stuck or missing

ball check valve.

•

no overrun braking in manual 3-2-1 could be a mispositioned

checkball.

•high or low oil pressure could be caused by an omitted or

misassembled ball check valve.

35

#9 INPUT

HOUSING

(621)

CONTROL VALVE BODY (60)

(Case Side)

#8

#6 #5

#3

#2 #12

#4

#7

#1

#10

SERVO

BORE

CASE (103)

(Control Valve Body Side)

3RD ACCUMULATOR

EX

#7

3RD ACCUM

➤

#12

22

18 17a

18 17b

D4

FORWARD CL FEED

FWD CL FEED

➤

#6

OVERRUN CLUTCH FEED

ORIFICED D2

#5

OVERRUN

36

35e

35d

39

35b

35c

20

➤

➤➤

#4

13

3-4 SIGNAL

3-4 CLUTCH

27c

27b

29

➤

➤➤

#3

17

15c

15b

16

REV INPUT

REVERSE INPUT

➤

#2

12

3-4 CLUTCH

29g28

28

29f

3RD ACCUMULATOR

➤

#1 ORIFICED ACCUMULATOR

21

20d

20e

21a

18

ACCUM

➤➤

➤

#8

16

2ND

2ND CL

➤

25

24m

24k

2ND CLUTCH

➤➤

➤

PR

#10

CASE

BOTTOM

➤

TCC RELEASE

➤

TURBINE

SHAFT

➤

#9

➤➤

HYDRAULIC CONTROL COMPONENTS

BALL CHECK VALVE LOCATION AND FUNCTION

Figure 33

36

ELECTRICAL COMPONENTS

Figure 34

The Hydra-matic 4L60-E transmission incorporates electronic

controls that utilize a Powertrain Control Module (PCM). The

PCM gathers vehicle operating information from a variety of

sensors and control components located throughout the powertrain

(engine and transmission). The PCM then processes this

information for proper control of the following:

•transmission shift points - through the use of shift solenoids

•transmission shift feel - by adjusting line pressure through the use

of a pressure control solenoid

•TCC apply and release timing and feel - through the use of a TCC

solenoid and a TCC PWM solenoid

•the 3-2 downshift - through the use of a 3-2 control solenoid

Electronic control of these transmission operating

characteristics provides for consistent and precise shift points

and shift quality based on the operating conditions of both the

engine and transmission.

FAIL-SAFE MODE

“Fail-safe” mode is an operating condition when the transmission

will partially function if a portion of the electronic control system

becomes disabled. For example, if the wiring harness becomes

disabled, the PCM commands the fail-safe mode which causes

the electronic solenoids to default to OFF. The following changes

occur when the transmission is operating in the fail-safe mode:

•the pressure control solenoid is OFF, increasing line pressure to a

maximum to prevent any clutch or band slippage

•the TCC solenoid is OFF, preventing converter clutch apply

•the 3-2 control solenoid is OFF, providing a faster 3-2 downshift

•both shift solenoids are OFF

With both shift solenoids OFF, the transmission will operate in

Third gear when the selector lever is in the Overdrive position.

However, with the Hydra-matic 4L60-E transmission the driver

has some flexibility in gear selection during fail-safe mode.

Changing gears during fail-safe mode is accomplished by moving

the gear selector lever as follows:

Gear Selector Lever Position Transmission Gear Operation

Overdrive Range D Third gear

Drive Range (D) Third gear

Manual Second (2) Second gear

Manual First (1) Second gear

Reverse (R) Reverse

Park, Neutral (P, N) Park, Neutral

The downshift to First gear in Manual First is controlled

electronically for safety and durability reasons. This means that

the PCM must electronically command both shift solenoids to be

ON to obtain First gear.

NOTE: This section of the book contains “general” information

about electrical components that provide input information to

the PCM. Since this “input” information may vary between

vehicle applications, it is important that the appropriate

General Motors Service Manual is used during repair or

diagnosis of the transmission.

L

D3

R

D2

➤

➤➤

➤

110

11

6

4

BEF DC32A9 87

PCMDLC

5

➤

INPUTS

INFORMATION SENSORS

1. VEHICLE SPEED SENSOR (VSS)

2. TRANMISSION FLUID TEMPERATURE (TFT) SENSOR

3. TFP MANUAL VALVE POSITION SWITCH

4. THROTTLE POSITION (TP) SENSOR

5. ENGINE SPEED SENSOR

6. ENGINE COOLANT TEMPERATURE (ECT) SENSOR

7. TCC BRAKE SWITCH

8. 4 WHEEL DRIVE LOW SWITCH

9. AIR CONDITIONING REQUEST

10. CRUISE CONTROL INFORMATION

11. MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR

ELECTRONIC CONTROLLERS



POWERTRAIN CONTROL MODULE

(PCM)



DIAGNOSTIC LINK CONNECTOR

(DLC)

OUTPUTS

ELECTRONICALLY CONTROLLED

TRANSMISSION COMPONENTS

A. PRESSURE CONTROL SOLENOID VALVE

B. TORQUE CONVERTER CLUTCH (TCC)

SOLENOID VALVE

C. 1-2 SHIFT SOLENOID VALVE

D. 2-3 SHIFT SOLENOID VALVE

E. 3-2 CONTROL SOLENOID VALVE

F. TCC PWM SOLENOID VALVE

37

D4

L

D3

R

D2

NORMALLY OPEN NORMALLY CLOSED

➤

+

Diaphragm

Fluid

Body

Contact

Element Contact

O-Ring

Contact

Ground

–

R

REVERSE

INDICATOR

SWITCH

D3

INDICATOR

SWITCH

LO

INDICATOR

SWITCH

D2

INDICATOR

SWITCH

D4

INDICATOR

SWITCH

FIVE PIN

CONNECTOR TRANSMISSION

FLUID PRESSURE

MANU AL V AL VE

POSITION SWITCH

ASSEMBLY (69)

P

N

TEMPERATURE

SENSOR

N R P

REV LO D4

(N/O)

D2

SWITCH LOGIC MANUAL THIRD (3) (Engine Running)

D3

(N/O)

GROUND

(N/O)

(N/C)

+

➤

Diaphragm

Fluid

Body

Contact

Element Contact

O-Ring

Contact

Ground

–

D3

REVERSE INPUT

D2-N.C.

REV-N.O. D3-N.C.

LO-N.O.

D4-N.O.

LO

TEMP

SENSOR

➤

TFP

SWITCH

ASSEMBLY

D2

D4

D4 D3

PRND321

D4

REVERSE

D3

D2

LOLO

EX

LINE

➤

➤➤

➤

➤➤➤

➤➤

➤

MANUAL VALVE

PR

ELECTRICAL COMPONENTS

TRANSMISSION FLUID PRESSURE (TFP) MANUAL VALVE

POSITION SWITCH ASSEMBLY

The TFP manual valve position switch assembly is attached to

the control valve body and is used to signal the manual valve

position to the PCM. Various fluids are routed to the TFP manual

valve position switch depending on the manual valve position.

These fluids open and close the fluid pressure switches in the

TFP manual valve position switch to provide a signal to the PCM

indicating the gear range position of the manual valve. The

combination of opened and closed switches determines the voltage

measured at each of the three pins in the TFP manual valve

position switch electrical connector. An open circuit measures

12 volts while a grounded circuit measures 0 volts. The electrical

schematic and chart below show the TFP manual valve position

switch circuitry used to signal the manual valve position.

Normally Open Fluid Pressure Switch

The D4, Lo, and Reverse fluid pressure switches are normally

open and electrical current is stopped at these switches when no

fluid pressure is present. Fluid pressure moves the diaphragm

and contact element until the contact element touches both the

positive contact (+) and the ground contact ( ). This creates a

closed circuit and allows current to flow from the positive contact,

through the switch and to ground.

Normally Closed Fluid Pressure Switch

The D2 and D3 fluid pressure switches are normally closed and

electrical current is free to flow from the positive contact to the

ground contact when no fluid pressure is present. Fluid pressure

moves the diaphragm to disconnect the positive and ground

contacts. This opens the switch and stops current from flowing

through the switch.

Example: (Manual Third Range)

The hydraulic and electrical schematics below are shown in the

Drive Range (Manual Third) position (D or 3). D4 fluid pressure

closes the D4 fluid pressure switch and D3 fluid pressure opens

the D3 fluid pressure switch. With the D2 switch normally

closed, pins N and P measure 0 volts while pin R measures

approximately 12 volts. This combination signals the PCM that

the manual valve is in the Manual Third position.

Figure 35

A Transmission Fluid Pressure Manual Valve Position Switch

Assembly malfunction will set a DTC P1810 and the PCM will

command the following default actions:

• Maximum line pressure.

• Assume D4 shift pattern.

• TCC on in commanded fourth gear.

• The PCM stores DTC P1810 in PCM history.

RANGE FLUID* CIRCUIT+

INDICATOR REV D4 D3 D2 LO N R P

Park/Neutral 0 0 0 0 0 0 1 0

Reverse 1 0 0 0 0 1 1 0

Overdrive 0 1 0 0 0 0 1 1

Manual Third 0 1 1 0 0 0 0 1

Manual Second 0 1 1 1 0 0 0 0

Manual First 0 1 1 1 1 1 0 0

*: 1 = Pressurized

0 = Exhausted

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

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

38

TEMPERATURE SENSOR

VEHICLE SPEED SENSOR

FIGURE A: CONDITIONED SIGNAL

OUTPUT V OLTS

LOW SPEED

➤

5.0 HIGH SPEED

TIME

-50 -30 -10 10 30 50 70 90 110 130 150

110

100

90

80

70

60

50

40

30

20

10

0

Sensor Resistance (K ohms)

Temperature C

SENSOR RESIST ANCE VS. TEMPERA TURE

CONNECTOR RESISTOR

TRANSMISSION

FLUID PRESSURE

MANU AL V ALVE

POSITION SWITCH

ASSEMBLY (69)

O-RING

ELECTRICAL

CONNECTOR

MAGNETIC PICKUP

ROTOR (713)

SPEED SENSOR (10)

ELECTRICAL COMPONENTS

TRANSMISSION FLUID TEMPERATURE (TFT) SENSOR

The temperature sensor is a negative temperature coefficient

thermistor (temperature sensitive resistor) that provides

information to the PCM regarding transmission fluid

temperature. The temperature sensor is a part of the

transmission fluid pressure (TFP) manual valve position switch

assembly which is attached to the control valve body and

submersed in fluid in the transmission bottom pan. The

internal electrical resistance of the sensor varies in relation to

the operating temperature of the transmission fluid (see chart).

The PCM sends a 5 volt reference signal to the temperature

sensor and measures the voltage drop in the circuit. A lower

fluid temperature creates a higher resistance in the temperature

sensor, thereby measuring a higher voltage signal.

The PCM measures this voltage as another input to help

control TCC apply and line pressure. The PCM inhibits

TCC apply until transmission fluid temperature reaches

approximately 29°C (84°F). Also, when fluid temperatures

exceed 135°C (275°F), the PCM commands TCC apply at

all times in Fourth gear, as opposed to having a scheduled

apply. Applying the TCC reduces fluid temperatures created

by the fluid coupling in the converter.

VEHICLE SPEED SENSOR (VSS)

The vehicle speed sensor is a magnetic inductive pickup that

relays information relative to vehicle speed to the PCM. In

two wheel drive (2WD) applications, the VSS is located on

the transmission extension housing (31), opposite the speed

sensor rotor. The speed sensor rotor is attached to the

transmission output shaft and rotates with the output shaft at

transmission output speed. The speed sensor rotor has 40

serrations, or teeth, cut into it’s outside diameter.

The VSS consists of a permanent magnet surrounded by a

coil of wire. As the output shaft and speed sensor rotor

rotate, an alternating current (AC) is induced in the coil of

wire from the teeth on the rotor passing by the magnetic

pickup on the VSS. Whenever the vehicle is moving, the

VSS produces an AC voltage proportional to vehicle speed.

This AC signal is sent to the digital ratio adaptor converter

(DRAC) where it is converted to a direct current (DC) square

wave form. The DC signal is then sent to the PCM and

interpreted as vehicle speed. As vehicle speed increases and

more rotor teeth pass by the magnetic pickup on the VSS in

a given time frame, the frequency of the DC signal sent to

the PCM increases. The PCM interprets this increase in

frequency as an increase in vehicle speed (see Figure A).

Note: On four wheel drive (4WD) applications the VSS is

located on the transfer case.

Figure 36

Vehicle Speed Sensor Circuit Low will set DTC P0502 and the

PCM will command the following default actions:

• Freeze shift adapts.

• Maximum line pressure.

• Calculate A/T OSS from A/T ISS sensor output.

• DTC P0502 stores in PCM history.

TFT Sensor Circuit Range/Performance will set DTC P0711

and the PCM will command the following default actions:

• Freeze shift adapts.

• Defaults the TFT to 140°C (284°F) for shift

scheduling (hot mode pattern).

• DTC P0711 stores in PCM history.

39

➤➤➤

➤

➤➤➤

TORQUE CONVERTER CLUTCH SOLENOID (NORMALLY OPEN)

+–

CONVERTER

FEED

FLUID

MOUNTING

FLANGE

STEEL

PLUNGER

VALVE

STEEL BAR

WRAPPED WITH

COPPER COIL

EXHAUST

ELECTRICAL COMPONENTS

TORQUE CONVERTER CLUTCH SOLENOID

The TCC solenoid is a normally open, ON/OFF solenoid that

the PCM controls to apply and release the converter clutch.

When de-energized, converter feed fluid pressure holds the valve

and plunger away from the exhaust port. This allows converter

feed fluid to exhaust through the solenoid. Without converter

feed fluid pressure at the end of the converter clutch apply

valve, spring force holds the valve in the release position.

When vehicle operating conditions are appropriate for TCC

apply, the PCM provides a ground for the TCC solenoid

electrical circuit. Electrical current flows through the coil

assembly in the solenoid which creates a magnetic field. The

magnetic field moves the plunger and valve to block the

exhaust port and prevent

converter feed

fluid from exhausting

through the solenoid.

Converter feed

fluid pressure increases

at the converter clutch apply valve and moves the valve into

the apply position against spring force.

Under normal operating conditions, the torque converter clutch

only applies in Fourth gear when in Overdrive range or Third

gear when in Manual Third gear range. However, at high

speeds under heavy throttle conditions, the PCM will command

TCC apply in Third gear when in Overdrive range. Also,

when transmission fluid temperature is above approximately

135°C (275°F), the TCC is applied all of the time in Fourth

gear to help reduce transmission fluid temperatures. Other

conditions that cause the PCM to change the operating state of

the TCC solenoid include:

•The TCC is released when the brake pedal is depressed.

•The TCC is released under minimum and maximum throttle

conditions.

•TCC apply is prevented until engine coolant temperature is above

approximately 20°C (68°F).

•TCC apply is prevented until transmission fluid temperature is

above approximately 29°C (84°F).

Figure 37

A continuous open, short to ground, or short to power in the

TCC solenoid valve circuit will set DTC P0740 TCC Enable

Solenoid Circuit Electrical and the PCM will command the

following default actions:

•The PCM illuminates the malfunction indicator lamp (MIL)

•The PCM inhibits TCC engagement

•The PCM inhibits 4th gear if the transmission is in hot mode

•The PCM freezes shift adapts from being updated

•The PCM stores Freeze Frame and Failure records

•The PCM stores DTC P0740 in PCM history

Low torque converter slip when the TCC is commanded OFF

will set DTC P0742 TCC System Stuck On and the PCM will

command the following default actions:

•The PCM illuminates the malfunction indicator lamp (MIL)

•The PCM freezes shift adapts from being updated

•The PCM stores Freeze Frame and Failure records

•The PCM stores DTC P0742 in PCM history

40

SHIFT SOLENOID VALVE (OFF)

EXAMPLE A: PARK/REVERSE/NEUTRAL/FIRST GEAR

EXAMPLE B: THIRD GEAR

➤➤➤

➤

➤➤

➤

FRAME

PLUNGER METERING

BALL

COIL

ASSEMBLY

SPRINGCONNECTOR

EXHAUST SIGNAL

FLUID

O-RING

1-2 SHIFT VALVE

LO

D4

O’ EX

D4-3-2

2ND

1-2 SIGNAL

LO/1ST

EX

ORIFICED EX

D3

EX

3-4 SIGNAL

1-2 SIGNAL

4TH SIGNAL

3-4 SHIFT VALVE

2-3 SHUTTLE 2-3 SHIFT VALVE

EX

D2

OVERRUN

D3

2ND

3-4 SIGNAL

EX

2-3 SIGNAL

AFL

ACTUATOR FEED LIMIT

AFL

SERVO FEED

3-4 ACCUM

D4-3-2

➤

➤➤

➤

FILTER

(49)

➤

29

25

➤

2-3 SHIFT

SOLENOID

VALVE

N.O.

ON

EX

1-2 SHIFT

SOLENOID

VALVE

N.O.

ON

AFL

➤

➤➤

28

26

➤ ➤

➤

➤ ➤

➤

LO

D4

O’ EX

D4-3-2

2ND

1-2 SIGNAL

LO/1ST

EX

ORIFICED EX

D3

EX

3-4 SIGNAL

1-2 SIGNAL

4TH SIGNAL

EX

D2

OVERRUN

D3

2ND

3-4 SIGNAL

EX

2-3 SIGNAL

AFL

ACTUATOR FEED LIMIT

AFL

SERVO FEED

3-4 ACCUM

D4-3-2

➤

FILTER

(49)

➤

29

25

➤

2-3 SHIFT

SOLENOID

VALVE

N.O.

OFF

EX

1-2 SHIFT

SOLENOID

VALVE

N.O.

OFF

AFL

➤

➤➤

28

26

➤

1-2 SHIFT VALVE

3-4 SHIFT VALVE

2-3 SHUTTLE 2-3 SHIFT VALVE

➤

➤➤

➤

ELECTRICAL COMPONENTS

SHIFT SOLENOID VALVES

The Hydra-matic 4L60-E transmission uses two identical, normally

open, electronic shift solenoid valves (1-2 and 2-3) to control upshifts

and downshifts in all forward gear ranges. These shift solenoid

valves work together in a combination of ON and OFF sequences to

control the positions of the 1-2 shift valve, 2-3 shift valve train and

3-4 shift valve. The PCM monitors numerous inputs to determine

the appropriate solenoid state combination and transmission gear for

the vehicle operating conditions. The following table shows the

solenoid state combination required to obtain each gear:

GEAR 1-2 SOLENOID 2-3 SOLENOID

Park, Reverse, Neutral ON ON

First ON ON

Second OFF ON

Third OFF OFF

Fourth ON OFF

Shift Solenoid De-energized (OFF)

The shift solenoids are OFF when the PCM opens the path to ground

for the solenoid’s electrical circuit. When OFF, solenoid signal fluid

pressure (blue color) moves the metering ball and plunger against

spring force, away from the fluid inlet port. Solenoid signal fluid is

then open to an exhaust port located on the side of the solenoid.

Shift Solenoid Energized (ON)

To energize the shift solenoids, the PCM provides a path to ground

for the solenoid’s electrical circuit. Electrical current passing through

the coil assembly in the solenoid creates a magnetic field that

magnetizes the solenoid core. The magnetized core repels the plunger

which seats the metering ball against the fluid inlet port. With the

ball seated, solenoid signal fluid is blocked from exhausting, thereby

creating fluid pressure in the solenoid signal fluid circuit.

1-2 Shift Solenoid (SS) Valve

Located at the end of the 1-2 shift valve, the 1-2 SS valve controls the

position of the 1-2 and 3-4 shift valves. The solenoid is fed 1-2 signal

fluid by the actuator feed limit fluid (AFL) circuit through orifice #25.

When energized (Example "A"), the solenoid blocks 1-2 signal fluid

from exhausting, thereby creating pressure in the 1-2 signal fluid

circuit. 1-2 signal fluid pressure holds the 1-2 shift valve against

spring force (downshifted position) in Park, Reverse, Neutral and First

gears. In Fourth gear, D432 fluid pressure assists spring force to keep

the 1-2 shift valve in the upshifted position against 1-2 signal fluid

pressure. Also, 1-2 signal fluid pressure holds the 3-4 shift valve in

the upshifted position against spring force.

When the 1-2 SS valve is de-energized in Second and Third gears

(Example "B"), 1-2 signal fluid exhausts through the solenoid. Spring

force holds the 1-2 shift valve in the upshifted position and the 3-4

shift valve in the downshifted position.

2-3 Shift Solenoid (SS) Valve

Located at the end of the 2-3 shuttle valve, the 2-3 SS valve controls

the position of the 2-3 shift valve train. The solenoid is fed 2-3

signal fluid by the AFL fluid circuit through orifice #29. When

energized by the PCM (Example "A"), 2-3 signal fluid pressure

holds the 2-3 shift valve train in the downshifted position against

AFL fluid pressure acting on the 2-3 shift valve.

When de-energized [Third and Fourth gears (Example "B")], 2-3

signal fluid exhausts through the solenoid. This allows AFL fluid

pressure acting on the 2-3 shift valve to move the shift valve train

into the upshifted position. In Manual Second, D2 fluid pressure

holds the 2-3 shift valve in the downshifted position against AFL

fluid pressure regardless of the 2-3 SS valve state.

Note: The feed orifices (#25 and #29) between the AFL and solenoid

signal fluid circuits are smaller than the exhaust ports through the solenoids.

This prevents fluid pressure buildup in the solenoid signal fluid circuits at

the end of the shift valves when the shift solenoids are OFF.

Figure 38

41

➤

➤➤➤

➤

➤➤

➤

3-2 CONTROL SOLENOID VALVE

EXHAUST

PLUNGER

CONNECTOR

METERING

BALL

COIL

ASSEMBLY

SPRING

HOUSING FLUID

SCREEN FLUID

SCREEN

PRESSURE

SUPPLY

(AFL)

PRESSURE

CONTROL

(3-2 SIGNAL)

O-RING O-RING

➤➤

➤

ELECTRICAL COMPONENTS

3-2 CONTROL SOLENOID VALVE

The 3-2 control solenoid valve is a normally closed, 3-port ON/

OFF solenoid used to control the 3-2 downshift. During a 3-2

downshift, the 2-4 band is applied as the 3-4 clutch releases.

The timing between the 3-4 clutch release and 2-4 band apply

must be varied depending on vehicle speed and throttle position

(see downshift timing below). The 3-2 control solenoid valve

feeds AFL fluid into the 3-2 signal fluid circuit. 3-2 signal fluid

pressure shifts the 3-2 control valve to provide for these varying

requirements and achieve a precise control of the 3-2 downshift.

The solenoid is constantly fed 12 volts to the high (positive)

side and the PCM controls when the path to ground for the

electrical circuit is closed. When the PCM closes the solenoid

ground circuit, current flows through the solenoid and the ground

circuit is at a low voltage state (0 volts and solenoid energized).

Solenoid De-energized

When the solenoid is OFF, no current flows to the solenoid coil.

Spring force holds the plunger and metering ball against the

fluid inlet port to block AFL fluid from entering the 3-2 signal

fluid circuit. The 3-2 signal fluid circuit is open to an exhaust

through the solenoid. With the 3-2 signal fluid circuit empty,

spring force holds the 3-2 control valve open.

Solenoid Energized

The position of the metering ball is controlled by current flowing

through the solenoid coil. Current flowing through the solenoid

coil creates a magnetic field which moves the plunger and ball

against spring force to block the exhaust port thereby increasing

3-2 signal fluid pressure and the 3-2 control valve shifts.

3-2 Downshift Timing

The PCM energizes the 3-2 control solenoid valve when the

transmission is in Second, Third and Fourth gears. In all other

gear ranges, the solenoid is OFF. During a 3-2 downshift, the

solenoid is turned ON or OFF according to vehicle speed.

At lower vehicle speeds, the PCM operates the 3-2 control

solenoid valve in the OFF position. In the OFF position, the

solenoid is open, allowing AFL fluid to exhaust. With no AFL

fluid pressure entering the 3-2 signal fluid circuit, the 3-2 control

valve is kept in the open position by spring force to allow a

faster exhaust of 3rd accumulator fluid through an orifice into

the 3-4 clutch fluid circuit. A faster exhaust of the 3rd

accumulator exhaust fluid provides a faster apply of the 2-4

band, as needed at lower vehicle speeds.

At high vehicle speed, the PCM operates the 3-2 control solenoid

valve in the ON position allowing actuator feed limit fluid to

pass into the 3-2 signal fluid circuit. The 3-2 signal fluid

pressure shifts the 3-2 control solenoid into the closed position.

This action permits a slow apply of the 2-4 band by blocking off

3rd accumulator exhaust fluid from entering the 3-4 clutch fluid

circuit. This allows the engine speed to easily come up to the

necessary RPM before the 2-4 band is applied.

Figure 39

When the PCM detects a continuous open, short to ground or

short to power in the 3-2 SS valve assembly circuit, then DTC

P0785 3-2 Shift Solenoid Circuit Electrical sets and the PCM

will command the following default actions:

•The PCM illuminates the malfunction indicator lamp (MIL)

•The PCM commands a soft landing to third gear

•The PCM commands maximum line pressure

•The PCM inhibits TCC engagement

•The PCM inhibits 4th gear if the transmission is in hot mode

•The PCM freezes shift adapts from being updated

•The PCM stores Freeze Frame and Failure records

•The PCM stores DTC P0785 in PCM history

42

PRESSURE CONTROL SOLENOID VALVE CURRENT FLOW

➤

TIME

VOLTS

12

0

1 CYCLE = 1/292.5 SECOND

➤

40% 60%

➤

(ON)

PRESSURE CONTROL SOLENOID VALVE POSITIVE DUTY CYCLE

PRESSURE CONTROL SOLENOID VALVE

➤

➤➤

➤

➤➤

➤

➤ ➤ ➤

➤

➤➤➤

➤

➤ ➤ ➤ ➤

➤

PUSH

ROD

FRAMESPRING

SPOOL

VALVE

ACTUATOR

FEED

LIMIT

FLUID

TORQUE

SIGNAL

FLUID

COIL

ASSEMBLY

EXHAUST ARMATURE

DAMPER

SPRING

FLUID

SCREENS

SPOOL

VALVE

SPRING

VARIABLE

BLEED

ORIFICE

SPOOL

VALVE

SLEEVE

0.0 0.1 0.2 0.3 0.4 0.60.5 0.7 0.8 0.9 1.0 1.1

INPUT CURRENT (AMP)

0

CONTROL PRESSURE (PSI)

10

20

30

40

50

60

70

80

90

100

ELECTRICAL COMPONENTS

Figure 40

Pressure Control Solenoid Valve

The pressure control (PC) solenoid valve is a precision electronic

pressure regulator that controls transmission line pressure based

on current flow through its coil windings. As current flow is

increased, the magnetic field produced by the coil moves the

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

the exhaust port decreases the output fluid pressure regulated by

the PC solenoid valve, which ultimately decreases line pressure.

The PCM controls the PC solenoid valve based on various

inputs including throttle position, transmission fluid temperature,

MAP sensor and gear state.

Duty Cycle, Frequency and Current Flow

A “duty cycle” may be defined as the percent of time current is

flowing through a solenoid coil during each cycle. The number of

cycles that occur within a specified amount of time, usually

measured in seconds, is called “frequency”. Typically, the operation

of an electronically controlled pulse width modulated solenoid is

explained in terms of duty cycle and frequency.

The PCM 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

electrical circuit at the PCM controls the PC solenoid valve

operation. The PCM provides a ground path for the circuit,

monitors average current and continuously varies the PC solenoid

valve duty cycle to maintain the correct average current flowing

through the PC solenoid valve.

Approximate

Duty Cycle Current Line Pressure

+ 5% 0.1 Amps Maximum

+40% 1.1 Amps Minimum

Pressure control solenoid valve resistance should measure

between 3.5 and 4.6 ohms when measured at 20°C (68°F).

The duty cycle and current flow to the PC solenoid valve are

mainly affected by throttle position (engine torque) and they are

inversely proportional to throttle angle (engine torque). In other

words, as the throttle angle (engine torque increases), the duty

cycle is decreased by the PCM which decreases current flow to the

PC solenoid valve. Current flow to the PC solenoid valve creates

a magnetic field that moves the solenoid armature toward the push

rod and against spring force.

Transmission Adapt Function:

Programming within the PCM also allows for automatic

adjustments in shift pressure that are based on the changing

characteristics of the transmission components. As the apply

components within the transmission wear, shift time (time required

to apply a clutch or band) increases. In order to compensate for

this wear, the PCM 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 PCM monitors the A/T ISS sensor

and A/T OSS during commanded shifts to determine if a shift is

occurring too fast (harsh) or too slow (soft) and adjusts the PC

solenoid valve signal to maintain a set shift feel.

A Pressure Control Solenoid electrical problem will set a DTC

P0748 and the PCM will command the following default actions:

• Disable the PC solenoid valve.

• Freeze shift adapts.

• DTC P0748 stores in PCM history.

Transmission adapts must be reset whenever the transmission is

overhauled or replaced (see appropriate service manual).

43

Torque Converter Clutch Pulse Width Modulated (TCC PWM)

Solenoid Valve

The TCC PWM solenoid valve is a normally closed, pulse

width modulated (PWM) solenoid used to control the apply and

release of the converter clutch. The PCM operates the solenoid

with a negative duty cycle at a fixed frequency of 32 Hz to

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.

TCC PWM Solenoid Valve Operation

The TCC PWM solenoid valve is one electronic control

component of the TCC apply and release system. The other

electronic component is the TCC solenoid valve, which enables

TCC ON and OFF. 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 62 and 63 in the Powerflow section.)

In first gear, at approximately 13 km/h (8 mph), the PCM operates

the TCC PWM solenoid valve at approximately 90 percent duty

cycle (point S on the graph at left). This duty cycle is maintained

until a TCC apply is commanded. When vehicle operating

conditions are appropriate to apply the TCC, the PCM

immediately decreases the duty cycle to 0 percent, then increases

it to approximately 25% (see point C on graph). The PCM then

ramps the duty cycle up to approximately 50% to achieve

regulated apply pressure in vehicles equipped with the

Electronically Controlled Clutch Capacity. With the ECCC

system, the pressure plate does not fully lock to the torque

converter, instead a consistent slip of 20 to 40 RPM is regulated.

The rate at which the PCM increases the duty cycle controls the

TCC apply. Similarly, the PCM also ramps down the TCC

solenoid duty cycle to control TCC release. Under some high

torque or high vehicle speeds, the converter clutch is fully locked.

There are some operating conditions that prevent or enable TCC

apply under various conditions (refer to the Automatic

Transmission Fluid Temperature sensor description). Also, if

the PCM receives a high voltage signal from the brake switch,

signalling that the brake pedal is depressed, the PCM immediately

releases the TCC.

Note: Duty cycles given are for example only. Actual duty

cycles will vary depending on vehicle application and vehicle

operating conditions.

TCC PWM solenoid valve resistance should measure

between 10.0 and 11.5 ohms when measured at 20°C

(68°F). The resistance should measure between 15.0 and

17 ohms at 150°C (302°F).

A

S

D

B

E

C

F

ECCC

APPLY

FLUID

PRESSURE TIME

➤

100%

➤

0

25

50

75

PERCENT DUTY CYCLE

TCC (ECCC) APPLY AND RELEASE

➤

➤➤➤➤

➤

➤➤➤➤

➤

➤➤

TCC PWM SOLENOID VALVE

FRAME

COIL

ASSEMBLY

METERING

BALL

EXHAUST

SEAT

ACTUATOR

FEED LIMIT

FLUID

CC

SIGNAL

FLUID

CONNECTOR

INLET

SEAT

ARMATURE

DIAPHRAGM

O-RINGINTERNAL

O-RING

When the PCM detects a continuous open, short to ground or

short to power in the TCC PWM solenoid valve circuit, then

DTC P1860 sets and the PCM will command the following

default actions:

•The PCM illuminates the malfunction indicator lamp (MIL)

•The PCM inhibits TCC engagement

•The PCM inhibits 4th gear if the transmission is in hot mode

•The PCM freezes shift adapts from being updated

•The PCM stores Freeze Frame and Failure records

•The PCM stores DTC P1860 in PCM history

➤➤➤➤

➤

➤➤

➤

➤➤

➤➤➤

➤➤➤➤➤

RELEASE

APPLY

➤

LINE

REGULATED APPLY

REG APPLY

AFL

➤

EX

CC SIGNAL

9

TCC PWM

SOLENOID

VALVE

N.C.

➤

➤➤

➤

➤➤

➤

➤➤

D3

REVERSE INPUT

D2-N.C.

REV-N.O. D3-N.C.

LO-N.O.

D4-N.O.

LO

TEMP

SENSOR

➤

TFP

SWITCH

ASSEMBLY

TORQUE

CONVERTER

ASSEMBLY

D2

D4

➤

➤➤

➤

➤➤

➤

4

TCC

SOLENOID

(66)

N.O.

ON

COOLER

RELEASE

APPLY

EX

➤➤

➤➤➤

➤

CONV FD

➤

REGULATED APPLY

CONVERTER CLUTCH VALVE

➤

8

ISOLATOR VALVE

REG APPLY

Figure 41

ELECTRICAL COMPONENTS

44

ELECTRICAL COMPONENTS

ELECTRICAL COMPONENTS EXTERNAL TO THE TRANSMISSION

THROTTLE POSITION (TP) SENSOR

The TPS is a potentiometer mounted to the throttle body that

provides the PCM with information relative to throttle angle

(accelerator pedal movement). The PCM provides a 5 volt

reference signal and a ground to the TPS and the sensor returns

a signal voltage that changes with throttle valve angle. This

signal varies from less than 1.0 volt at minimum throttle to

nearly 5.0 volts at wide-open throttle. The PCM uses this

information to modify fuel control, shift patterns, shift feel and

TCC apply and release timing. In general, with greater

accelerator pedal travel and higher TPS voltage signal, the

following conditions occur:

•The PCM delays upshifts or initiates a downshift

(through the shift solenoids) for increased acceleration.

•The PCM increases line pressure (through the pressure

control solenoid) to increase the holding force on the

clutches and/or band.

•The PCM keeps the TCC released during heavy acceleration.

The TCC is also released during minimum acceleration.

ENGINE COOLANT TEMPERATURE (ECT) SENSOR

The ECT sensor is a negative temperature coefficient resistor

(temperature sensitive resistor) mounted in the engine coolant

stream. Low coolant temperature produces high resistance in

the sensor while high coolant temperature produces low

resistance. With respect to transmission operation, the PCM

monitors the voltage signal from the sensor, which is high at

low coolant temperatures, to prevent TCC apply when coolant

temperature is below approximately 20°C (68°F).

ENGINE SPEED SENSOR

The PCM monitors engine speed as RPM through the ignition

module for gasoline engines. For diesel engine applications, a

separate engine speed sensor is used to monitor engine speed

from the crankshaft. This information is used to help determine

shift patterns and TCC apply and release timing.

TCC BRAKE SWITCH

The TCC brake switch is a normally closed switch when the

brake pedal is in the released position. When the brake pedal

is depressed, the switch is open and the PCM commands

TCC release.

AIR CONDITIONING (A/C) SWITCH SIGNAL

When the A/C cycling switch closes, the PCM is signaled

that the A/C compressor is ON. The PCM uses this

information to adjust transmission line pressure, shift timing

and TCC apply timing.

CRUISE CONTROL INFORMATION

The PCM monitors input signals from the cruise control switch

to alter shift patterns when the cruise control is engaged.

Depending on application, the PCM alters the shift pattern to

require a time limit to be met between the 3-2/2-3 shifts and the

4-3/3-4 shifts. This time limit prevents the transmission from

upshifting to quickly after downshifting when the cruise control

is engaged.

FOUR WHEEL DRIVE (4WD) LOW SWITCH

With 4WD applications, the VSS is located on the transfer case.

The 4WD Low switch signals the PCM that the vehicle is

operating in 4WD Low. The PCM then multiplies transfer case

output speed signal by the transfer case ratio in low range to

determine the transmission output shaft speed. The PCM uses

this information to provide earlier upshifts and prevent an

overspeed condition when operating in 4WD low.

MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR

The MAP sensor measures changes relative to intake manifold

pressure which results from changes in engine load and speed.

These changes are converted to a voltage output which is

monitored by the PCM in order to adjust line pressure and

shift timing.

ASSEMBLY LINE DIAGNOSTIC LINK (ALDL)

The ALDL is a multi-terminal connector wired to the PCM

that is located under the vehicle dash. The ALDL can be

used to diagnose conditions in the vehicle’s electrical system,

PCM and the transmission’s electrical components. Refer to

the appropriate General Motors Service Manual for specific

electrical diagnosis information.

45

TORQUE

CONVERTER

ASSEMBLY

(1)

PUMP

ASSEMBLY

(4)

MAIN

CASE

(103)

INPUT HOUSING

& SHAFT ASSEMBLY

(621)

OUTPUT

SHAFT

(687)

HELD

SPEED SENSOR

ROTOR

(699)

PARKING PAWL

RETURN SPRING

(80)

PARKING BRAKE

PAWL (81)

ENGAGED

PARKING LOCK

ACTUATOR

ASSEMBLY

(85)

INSIDE

DETENT

LEVER

(88)

MANUAL

SHAFT

(84)

REACTION

INTERNAL

GEAR

(684)

HELD

OIL

PUMP

ROTOR

(212)

➤

1

POWER FROM

TORQUE

CONVERTER

(1)

NO POWER

TRANSMITTED TO

OUTPUT SHAFT

(687)

2

POWERFLOW

TERMINATED LOW AND REVERSE

CLUTCH

APPLIED

➤

BOTTOM

PAN

(SUMP)

➤

➤➤

3-4 SHIFT VALVE

LO OVERRUN

ACTUATOR FEED LIMIT

➤

FILTER

➤

LINE

COOLER

D4

REVERSE

PR

D3

D2

LO

PR

D2

D3

LO

D4

FWD CL FEED

PR

REV INPUT

LO/REVERSE

LO/1ST

TORQUE SIGNAL

D3

EX

AFL

1-2 SIGNAL

AFL

LINE

PR

LO/REVERSE

AFL

PR

RELEASE

APPLY

DECREASE

LINE

COOLER

EX

FILTER (50)

FILTER

(232)

EX

AIR

BLEED

AIR

BLEED LINE

PRESSURE

TAP

FILTER

(49)

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤ ➤➤➤

➤

➤➤

➤

➤➤

➤➤ ➤ ➤

➤➤

➤

➤➤➤

➤

➤➤

➤

➤➤➤

➤

➤➤

➤

➤➤

➤

➤➤➤

➤➤

➤

➤➤➤

PRESSURE

RELIEF

VALVE

PUMP

ASSEMBLY

D2-N.C.

REV-N.O.

D3-N.C.

LO-N.O.

D4-N.O.

TEMP

SENSOR

➤

TFP

SWITCH

ASSEMBLY

➤

3-4 SIG

➤

AFL

➤

LO/REV

PR

➤

1-2 SIGNAL

4TH SIG

TORQUE SIG

➤

➤➤

RELEASE

APPLY

➤

FORWARD CLUTCH

ACCUMULATOR

AFL (To 3-2 Control Solenoid)

➤

1c

2

TORQUE

CONVERTER

ASSEMBLY

#9

➤➤

#10

➤

LOW AND REVERSE

CLUTCH ASSEMBLY

1

2

COOLER

LUBE

➤

➤➤

➤

4

10

TCC

SOLENOID

N.O.

OFF

EX

➤

EX

➤

REGULATED APPLY

SUCTION

EX

➤➤

BOOST VALVE PRESS REG

EX

TORQUE SIGNAL

EX

CONV FD

EX

REVERSE INPUT

➤

CONVERTER CLUTCH VALVE

EX

LINE

REGULATED APPLY

EX

CC SIGNAL

PRESSURE

CONTROL

SOLENOID

VALVE

8

32

9

25

23

26

27

29

2-3 SHUTTLE 2-3 SHIFT VALVE

EX

D2

OVERRUN

D3

2ND

3-4 SIGNAL

EX

2-3 SIGNAL

SERVO FD

3-4 ACC

➤

2-3 SHIFT

SOLENOID

VALVE

N.O. ON

1-2 SHIFT VALVE

LO

D4

D4-3-2

2ND

EX

1-2 SHIFT

SOLENOID

VALVE

N.O. ON

28

EX

PRND321

EX

MANUAL VALVE

1a

1b

ISOLATOR VALVE

REG APPLY

3

POWER FLOW

(Engine Running)

Figure 46

49

PARK

Figure 45

48

(Engine Running)

COMPLETE HYDRAULIC CIRCUIT

PAGE 74

With the selector lever in the Park (P)

position, line pressure from the oil

pump is directed to the following:

Pressure Regulator Valve(218): Reg-

ulates pump output (line pressure)

according to the transmission

requirements. When pump

output exceeds the demand

of line pressure, fluid from

the pressure regulator

PARK

(Engine Running)

48B

This section of the book describes how torque from

the engine is transferred through the Hydra-matic

4L60-E transmission allowing the vehicle to move

either in a forward or reverse direction. The

information that follows details the specific

mechanical operation, electrical, hydraulic and apply

components that are required to achieve a gear

operating range.

The full size, left hand pages throughout this section

contain drawings of the mechanical components used

in a specific r ange and gear. F acing this full page is a

half page insert containing a color coded range

reference chart at the top. This chart is one of the

key items used to understand the mechanical

operation of the transmission in each range and gear.

The text below this chart provides a detailed

explanation of what is occurring mechanically in

that range and gear.

The full size, right hand pages contain a simplified

version of the Complete Hydraulic Circuit that is

involved for that range and gear. Facing this full

page is a half page insert containing te xt and a detailed

e xplanation of what is occurring hydraulically in that

range and gear. A page number located at the bottom

of the half page of text provides a ready reference to

the complete Hydraulic Circuits section of this book

if more detailed information is desired.

It is the intent of this section to provide an overall

simplified explanation of the mechanical, hydraulic

and electrical operation of the Hydra-matic 4L60-E

transmission. If the operating principle of a clutch,

band or v alve is unc lear , refer to the pre vious sections

of this book for individual component descr iptions.

Figure 42

46 Figure 43

TURBINE

SHAFT

(621)

SPLINED TO

TORQUE CONVERTER

TURBINE ASSEMBLY

OIL PUMP

ASSEMBLY

(4)

TORQUE CONVERTER

ASSEMBLY

(1)

KEYED TO

OIL PUMP

ROTOR

(212)

SPLINED TO

TORQUE CONVERTER

STATOR ASSEMBLY

1

POWER FROM

THE ENGINE

3

FLUID COUPLING

DRIVES THE TURBINE

2

POWER TO

DRIVE OIL PUMP

2a

OIL PUMP

ROTOR

(205)

DRIVEN

4

TURBINE

SHAFT DRIVEN

MECHANICAL POWERFLOW FROM THE TORQUE CONVERTER

TO THE TURBINE SHAFT

(Engine Running)

MECHANICAL POWERFLOW FROM

THE TORQUE CONVERTER TO

THE TURBINE SHAFT

(Engine Running)

46A

The mechanical power flow in the Hydra-matic 4L60-E

transmission begins at the point of connection between the

torque converter and the engine flywheel. W hen 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 input housing and turbine

shaft assembly (621). The turbine shaft provides the primary

link to the mechanical operation of the transmission.

The Hydra-matic 4L60-E automatic transmission requires a

constant supply of pressurized fluid to cool and lubricate all of

the components throughout the unit. It also requires a holding

force to be applied to the bands and clutches during the various

gear range operations. The oil pump assembly (4) and control

valve body assembly (60) 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 torque converter.

2 Power to Drive the Oil Pump

The oil pump rotor (212) is keyed to the torque converter hub.

Therefore, the oil pump rotor also rotates at engine speed.

3 Fluid Coupling Drives the Turbine

Transmission fluid inside the torque converter (1) creates a fluid

coupling which in turn drives the torque converter turbine.

4 Input Housing and Turbine Shaft Assembly Driven

As the torque converter turbine rotates, the input housing and

turbine shaft assembly (621), which is splined to the torque

converter turbine, is also forced to rotate at turbine speed.

NO TE: To minimize the amount of repetitive te xt, the remaining

mechanical power flow descriptions will begin with the input

housing and turbine shaft assembly (621). The transfer of

torque from the engine through the torque converter to the

turbine shaft is identical in all gear ranges.

47

HYDRAULIC POWERFLOW – COMMON

FUNCTIONS FOR ALL RANGES

(Engine Running)

When the gear selector lever is in the Park (P) position and the

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

pressure is directed to the pressure regulator valv e.

1 PRESSURE REGULATION

1a Pressure Regulator Valve:

Regulates pump output (line pressure) in response to torque

signal fluid pressure acting on the reverse boost valve, spring

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

pressure is directed to the manual valve, the regulated apply

valve, and the actuator feed limit valve. Also, line pressure feeds

the converter feed circuit through the pressure regulator valve.

1b Actuator Feed Limit (AFL) Valve:

Line pressure is routed through the valve and into the actuator

feed fluid circuit. The valve limits actuator feed fluid pressure

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

pressure control solenoid valve, the TCC PWM solenoid

valve, the 3-2 control solenoid valve, and also feeds the 1-2

signal and 2-3 signal fluid circuits.

1c Pressure Control (PC) Solenoid Valve:

Controlled by the PCM, the PC solenoid valve regulates

filtered actuator feed limit fluid pressure into the torque

signal fluid circuit.

2 SHIFT ACCUMULATION

2a Accumulator Valve:

D4 pressure is regulated into accumulator fluid pressure.

This regulation is basically controlled by torque signal fluid

pressure acting on one end of the valve and orificed

accumulator fluid on the other end of the valve.

2b 1-2 and 3-4 Accumulator Assemblies:

Accumulator fluid is routed to each of the accumulator

assemblies in preparation for upshifts and downshifts.

2c 2nd & 4th Servo:

In 3rd gear, 4th gear and manual 3rd gear, 3rd accumulator

fluid is routed to the 2nd & 4th servo, which acts as an

accumulator for the 3-4 clutch.

3 TORQUE CONVERTER (RELEASED POSITION ONLY)

3a Pressure Regulator Valve:

Line pressure is routed through the pressure regulator valve

and into the converter feed fluid circuit. Converter feed

fluid is routed to the converter clutch valve.

3b TCC PWM Solenoid Valve:

Actuator feed limit fluid is routed from the actuator feed

limit valve to the TCC PWM solenoid valve where it stops

in preparation for torque converter clutch apply.

3c Regulated Apply Valve:

Line pressure is routed through the regulated apply valve

into the regulated apply fluid circuit. Regulated apply fluid

is routed to the converter clutch valve in preparation for

TCC apply.

3d TCC Solenoid Valve:

Converter feed fluid is supplied to the TCC solenoid valve

in preparation for torque converter clutch apply.

3e Converter Clutch Valve:

Spring force holds the valve in the release position allowing

regulated converter feed fluid to enter the release circuit.

Release fluid is routed to the torque converter. Apply fluid

from the torque converter also passes through the converter

clutch valve into the cooler circuit.

3f Torque Converter:

Release fluid pressure is routed to the torque converter to

keep the TCC released. Fluid leaves the converter in the

apply fluid circuit and returns to the cooler through the

converter clutch valve.

2

SHIFT ACCUMULATION

COMMON HYDRAULIC FUNCTIONS FOR ALL RANGES

1

PRESSURE

REGULATION

3

TORQUE

CONVERTER

➤

RELEASE

APPLY

➤

TORQUE

CONVERTER

ASSEMBLY

#9

➤➤

COOLER

RELEASE

APPLY

LINE

➤

➤➤➤➤

➤

➤➤

➤

4

TCC

SOLENOID

N.O.

OFF

EX

➤

EX

➤

REG APPLY

CONV FD

CONVERTER FEED

➤➤

CONVERTER CLUTCH VALVE

LINE

REGULATED APPLY

EX

CC SIGNAL

8

9

BOTTOM

PAN

(SUMP)

➤

➤➤

ACTUATOR FEED LIMIT

➤

FILTER

TORQUE SIGNAL

EX

LINE (to Manual Valve)

D4 (from Manual Valve)

AFL

DECREASE

LINE

FILTER (50)

FILTER

(232)

EX

AIR

BLEED

AIR

BLEED

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

PRESSURE

RELIEF

VALVE

PUMP

ASSEMBLY

➤

ACTUATOR FEED LIMIT

➤

TORQUE SIG

➤

➤➤

1

2

10

SUCTION

EX

➤➤

BOOST VALVE PRESS REG

EX

TORQUE SIGNAL

EX

CONVERTER FEED

EX

REVERSE INPUT

➤

➤➤➤

➤➤ ➤➤

EX

PRESSURE

CONTROL

SOLENOID

VALVE

32

D4

LO

D2

D3

REVERSE INPUT

D2-N.C.

REV-N.O.

D3-N.C.

LO-N.O.

D4-N.O.

TEMP

SENSOR

➤

TFP

SWITCH

ASSEMBLY

➤

AFL

ACTUATOR FEED LIMIT

AFL

➤

➤➤➤

➤➤

➤

EX

CC SIGNAL

TCC PWM

SOLENOID

VALVE

N.C.

D4

D4 D4

TORQUE SIGNAL

2ND CLUTCH

ACCUMULATOR

ACCUM

➤➤➤

➤

3-4 ACCUM

#1

18

➤

3-4 ACCUMULATOR

1-2 ACCUMULATOR

19

EX

ORIFICED ACCUM

➤

30

EX

ACCUM

31

➤

ACCUM VALVE

➤

3RD ACCUMULATOR

2ND CLUTCH

➤

EX

#7

11 3RD ACCUM

➤

2ND & 4TH

SERVO

11

4TH

EX

➤

➤➤➤➤

➤

➤➤

➤

ISOLATOR VALVE

REG APPLY

➤➤

➤

➤➤

➤

➤➤

➤

1a

3a

3d

3e

3c

3b

2a

2b

2c

1c

1b

3f

Figure 4446B

48 Figure 45

TORQUE

CONVERTER

ASSEMBLY

(1)

PUMP

ASSEMBLY

(4)

MAIN

CASE

(103)

INPUT HOUSING

& SHAFT ASSEMBLY

(621)

OUTPUT

SHAFT

(687)

HELD

SPEED SENSOR

ROTOR

(699)

PARKING PAWL

RETURN SPRING

(80)

PARKING BRAKE

PAWL (81)

ENGAGED

PARKING LOCK

ACTUATOR

ASSEMBLY

(85)

INSIDE

DETENT

LEVER

(88)

MANUAL

SHAFT

(84)

REACTION

INTERNAL

GEAR

(684)

HELD

OIL

PUMP

ROTOR

(212)

➤

1

POWER FROM

TORQUE

CONVERTER

(1)

NO POWER

TRANSMITTED TO

OUTPUT SHAFT

(687)

2

POWERFLOW

TERMINATED LOW AND REVERSE

CLUTCH

APPLIED

PARK

(Engine Running)

48A

PARK

(Engine Running)

•The manual shaft (84) and manual valve (340) are in the Park

position. The parking lock actuator assembly (85) engages

the parking lock pawl (81) with the lugs on the reaction

internal gear (684).

•The reaction internal gear is held stationary by the parking

pawl.

•The reaction internal gear, which is splined to the output

shaft, is also held and the vehicle cannot move.

1 Power from Torque Converter

The turbine shaft, connected to the input housing (621), is

driven by the converter turbine.

2 Powerflow Terminated

The input housing contains three separate multiple disc

clutches: The overrun clutch, the forward clutch and the 3-4

clutch. All three clutches are released and powerflow is

terminated at the input housing.

Low and Reverse Clutch Applied

The low and reverse clutch plates (682) are applied and hold

the reaction carrier (681) stationary to the transmission case

(8). However, with power flow terminated at the input

housing, the low and reverse clutch has no effect on

transmission operation in Park.

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

indicator quadrants in the vehicle correspond with the inside

detent lever (88) in the transmission. If not adjusted properly,

an internal leak between fluid passages at the manual valve may

cause a clutch or band to slip or cause the transmission to not

hold in Park.

Refer to the appropriate General Motors Service Manual for the

proper manual linkage adjustment procedures.

1-2 SHIFT 2-3 SHIFT REVERSE FORWARD

SOLENOID SOLENOID 2-4 INPUT OVERRUN FORWARD SPRAG CL. 3-4 LO-ROLLER LO/REV

VALVE VALVE BAND CLUTCH CLUTCH CLUTCH ASSEMBLY CLUTCH CLUTCH CLUTCH

ON ON APPLIED

49

PARK

(Engine Running)

COMPLETE HYDRAULIC CIRCUIT

Page 74

Figure 46

FLUID PRESSURE DIRECTED IN PREPARATION FOR A SHIFT

1a Manual Valve:

Mechanically controlled by the gear selector lever, the manual

valve is in the Park (P) position and directs line pressure

from the pressure regulator valve into the PR fluid circuit.

1b Lo Overrun Valve:

PR fluid is sent from the manual valve to the lo overrun

valve where it shifts the valve and enters the low/reverse

fluid circuit.

1c Low and Reverse Clutch:

Low/reverse fluid is routed from the lo overrun valve to the

low and reverse clutch piston to apply the low and reverse

clutch plates.

2 Transmission Fluid Pressure (TFP) Manual Valve

Position Switch:

No fluid at the TFP manual valve position switch signals the

powertrain control module (PCM) that the transmission is in

either Park or Neutral range. The PCM then energizes, or

“turns ON” the 1-2 shift solenoid valve and the 2-3 shift

solenoid valve.

3 Regulated Apply Valve and Isolator Valve:

Line pressure is routed through the regulated apply valve

into the regulated apply fluid circuit. However, because the

TCC PWM solenoid valve is not ON, no CC signal fluid is

present and orificed regulated apply fluid is able to move

the valve enough to open the regulated apply fluid circuit to

an exhaust. This prevents any pressure build up in the

regulated apply fluid circuit in Park, Reverse, and Neutral.

Note: Refer to Shift Solenoid Valves on page 40 for a description

of solenoid and shift valve operation.

➤

BOTTOM

PAN

(SUMP)

➤

➤➤

3-4 SHIFT VALVE

LO OVERRUN

ACTUATOR FEED LIMIT

➤

FILTER

➤

LINE

COOLER

D4

REVERSE

PR

D3

D2

LO

PR

D2

D3

LO

D4

FWD CL FEED

PR

REV INPUT

LO/REVERSE

LO/1ST

TORQUE SIGNAL

D3

EX

AFL

1-2 SIGNAL

AFL

LINE

PR

LO/REVERSE

AFL

PR

RELEASE

APPLY

DECREASE

LINE

COOLER

EX

FILTER (50)

FILTER

(232)

EX

AIR

BLEED

AIR

BLEED LINE

PRESSURE

TAP

FILTER

(49)

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤ ➤➤➤

➤

➤➤

➤

➤➤

➤➤ ➤ ➤

➤➤

➤

➤➤➤

➤

➤➤

➤

➤➤➤

➤

➤➤

➤

➤➤

➤

➤➤➤

➤➤

➤

➤➤➤

PRESSURE

RELIEF

VALVE

PUMP

ASSEMBLY

D2-N.C.

REV-N.O.

D3-N.C.

LO-N.O.

D4-N.O.

TEMP

SENSOR

➤

TFP

SWITCH

ASSEMBLY

➤

PARK

(Engine Running)

➤

3-4 SIG

➤

AFL

➤

LO/REV

PR

➤

1-2 SIGNAL

4TH SIG

TORQUE SIG

➤

➤➤

RELEASE

APPLY

➤

FORWARD CLUTCH

ACCUMULATOR

AFL (To 3-2 Control Solenoid)

➤

1c

2

TORQUE

CONVERTER

ASSEMBLY

#9

➤➤

#10

➤

LOW AND REVERSE

CLUTCH ASSEMBLY

1

2

COOLER

LUBE

➤

➤➤

➤

4

10

TCC

SOLENOID

N.O.

OFF

EX

➤

EX

➤

REGULATED APPLY

SUCTION

EX

➤➤

BOOST VALVE PRESS REG

EX

TORQUE SIGNAL

EX

CONV FD

EX

REVERSE INPUT

➤

CONVERTER CLUTCH VALVE

EX

LINE

REGULATED APPLY

EX

CC SIGNAL

PRESSURE

CONTROL

SOLENOID

VALVE

8

32

9

25

23

26

27

29

2-3 SHUTTLE 2-3 SHIFT VALVE

EX

D2

OVERRUN

D3

2ND

3-4 SIGNAL

EX

2-3 SIGNAL

SERVO FD

3-4 ACC

➤

2-3 SHIFT

SOLENOID

VALVE

N.O.

ON

1-2 SHIFT VALVE

LO

D4

D4-3-2

2ND

EX

1-2 SHIFT

SOLENOID

VALVE

N.O.

ON

28

EX

PRND321

EX

MANUAL VALVE

1a

1b

3

ISOLATOR VALVE

REG APPLY

1-2 SHIFT 2-3 SHIFT REVERSE FORWARD

SOLENOID SOLENOID 2-4 INPUT OVERRUN FORWARD SPRAG CL. 3-4 LO-ROLLER LO/REV

VALVE VALVE BAND CLUTCH CLUTCH CLUTCH ASSEMBLY CLUTCH CLUTCH CLUTCH

ON ON APPLIED

48B

50 Figure 47

INPUT HOUSING

& SHAFT ASSEMBLY

(621)

OUTPUT

SHAFT

(687)

SPEED SENSOR

ROTOR

(699)

REACTION

INTERNAL

GEAR

(684)

REVERSE INPUT

CLUTCH (605)

APPLIED

REACTION

SUN SHELL

(670)

REACTION

SUN GEAR

(673)

LOW AND REVERSE

CLUTCH PLATE

ASSEMBLY

(682)

APPLIED

REACTION

CARRIER

ASSEMBLY

(681)

HELD

MAIN

CASE

(103)

➤

1

POWER FROM

TORQUE

CONVERTER

(1)

POWER TO

DIFFERENTIAL

ASSEMBLY

2

REVERSE INPUT

CLUTCH (605)

APPLIED

4

LOW AND REVERSE

CLUTCH

APPLIED

5

REACTION

CARRIER

HELD

3

REACTION

SUN GEAR

DRIVEN

REVERSE

50A

In Reverse (R), torque from the engine is multiplied through the

torque converter and transmission gear sets to the vehicle’s

drive shaft and rear axle. The planetary gear sets operate in

reduction and also reverse the direction of input torque for a

reverse gear ratio of approximately 2.3:1.

•The manual shaft (84) and manual valve (340) are in the

Reverse position.

1 Power from Torque Converter

The turbine shaft, connected to the input housing (621), is

driven by the converter turbine.

2 Reverse Input Clutch Applied

The reverse input clutch plates (612) are applied and connect

the reverse input clutch housing (605) to the input housing.

Engine torque is transferred from the input housing, through

the clutch plates, and to the reverse input clutch housing.

The reverse input clutch housing is connected to the reaction

sun shell (670) and torque is transferred to the sun shell.

3 Reaction Sun Gear Driven

The reaction sun gear (673) is splined to the reaction sun

shell and is driven clockwise by the sun shell.

4 Low and Reverse Clutch Applied

As in Park range, the low and reverse clutch plates (682) are

applied and hold the reaction carrier (681) stationary to the

transmission case. This also holds the reaction carrier shaft

(666) and input internal gear (664) stationary.

5 Reaction Carrier Held

With the reaction carrier held by the low and reverse clutch,

the reaction sun gear drives the reaction carrier pinion gears

in a counterclockwise direction. The reaction carrier pinion

gears drive the reaction internal gear in a counterclockwise

direction. The reaction internal gear is splined to and drives

the output shaft (687) counterclockwise to obtain Reverse

and a gear reduction of approximately 2.3:1.

•The input carrier assembly (662), splined to the output shaft,

also rotates but has no affect in Reverse with all other clutches

released.

•When the throttle is released in Reverse, power from vehicle

speed is transferred back through the transmission gear train to

the engine. This action allows engine compression to slow the

vehicle. There is no coast condition in reverse.

1-2 SHIFT 2-3 SHIFT REVERSE FORWARD

SOLENOID SOLENOID 2-4 INPUT OVERRUN FORWARD SPRAG CL. 3-4 LO-ROLLER LO/REV

VALVE VALVE BAND CLUTCH CLUTCH CLUTCH ASSEMBLY CLUTCH CLUTCH CLUTCH

ON ON APPLIED APPLIED

51

REVERSE

COMPLETE HYDRAULIC CIRCUIT

Page 76

Figure 48

REVERSE INPUT

CLUTCH ASSEMBLY

TORQUE SIG

LINE

REV INPUT

CONV FD

➤

AFL

➤

EX

REV

REVERSE INPUT

REV

REV INPUT

➤➤➤

➤➤

➤

REVERSE INPUT

➤➤➤➤➤

➤

LINE (From Pump)

REVERSE

3-4 SHIFT VALVE

LO OVERRUN

LINE

D4

REVERSE

PR

D3

D2

LO

PR

D2

D3

LO

D4

FWD CL FEED

PR

REV INPUT

LO/REVERSE

LO/1ST

D3

EX

AFL

1-2 SIGNAL

AFL

PR

LO/REVERSE

PR

EX

LINE

PRESSURE

TAP

FILTER

(49)

➤➤

➤

➤➤

➤

➤➤➤

➤

➤➤

➤

➤➤➤

➤

➤➤➤

➤

➤➤➤

D2-N.C.

REV-N.O.

D3-N.C.

LO-N.O.

D4-N.O.

TEMP

SENSOR

➤

TFP

SWITCH

ASSEMBLY

➤

3-4 SIG

➤

LO/REV

PR

1-2 SIGNAL

4TH SIG

➤

FORWARD CLUTCH

ACCUMULATOR

AFL (To 3-2 Control Solenoid)

➤

3b

3a

1a

2b

2a

1b

2c

1c

#10

➤

LOW AND REVERSE

CLUTCH ASSEMBLY

25

23

26

27

29

2-3 SHUTTLE 2-3 SHIFT VALVE

EX

D2

OVERRUN

D3

2ND

3-4 SIGNAL

EX

2-3 SIGNAL

SERVO FD

3-4 ACC

➤

2-3 SHIFT

SOLENOID

VALVE

N.O.

ON

1-2 SHIFT VALVE

LO

D4

D4-3-2

2ND

EX

1-2 SHIFT

SOLENOID

VALVE

N.O.

ON

28

EX

PRND321

EX

MANUAL VALVE

ACTUATOR FEED LIMIT

TORQUE SIGNAL

EX

AFL

DECREASE

LINE

FILTER (50)

➤

➤➤

➤

➤➤➤

➤

➤➤

➤

TORQUE SIG

➤

10

BOOST VALVE PRESS REG

EX

➤

EX

PRESSURE

CONTROL

SOLENOID

VALVE

32

EX

#3

17

➤

REV ABUSE

When the gear selector lever is moved to the Reverse (R)

position (from the Park position) the following changes occur

in the transmission’s hydraulic and electrical systems.

1 PRESSURE REGULATION

1a Manual Valve:

With the manual valve in the reverse position, line pressure

is directed into the reverse fluid circuit from the PR fluid

circuit already pressurized in Park.

1b Pressure Regulator and Reverse Boost Valves:

Reverse input fluid at the reverse boost valve boosts line

pressure for the additional torque requirements in Reverse.

Torque signal fluid pressure from the pressure control (PC)

solenoid acting on the reverse boost valve also helps

determine line pressure in Reverse depending on throttle

position and other PCM input signals. Reverse input fluid is

also routed through the reverse boost valve and seats the air

bleed ball check valve located in the fluid pump.

1c Transmission Fluid Pressure (TFP) Manual Valve

Position Switch:

Reverse input fluid is routed to the TFP manual valve position

switch. The TFP manual valve position switch signals the

PCM that the transmission is in Reverse.

2 LOW AND REVERSE CLUTCH APPLIES

2a #3 Ball Check Valve:

Reverse fluid seats the reverse input ball check valve (#3)

and is orificed into the reverse input fluid circuit. This

orifice (#17) controls the reverse input clutch apply when

engine speed is approximately at idle.

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

flow rate of fluid and rate of apply or release of a clutch or band.

2b Reverse Abuse Valve:

When engine speed is above idle, reverse fluid acts on the

reverse abuse valve to move the valve against spring force.

This allows reverse fluid to feed the reverse input fluid

circuit quickly, bypassing the control of orifice #17.

2c Reverse Input Clutch:

Reverse input fluid is then routed to the reverse input clutch

piston to apply the reverse input clutch plates to obtain

reverse gear.

3 FLUID PRESSURE DIRECTED IN PREPARATION

FOR A SHIFT

3a 1-2 Shift Solenoid (SS) Valve:

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

pressure is high with the 1-2 SS valve energized and keeps

the 1-2 shift valve in the downshifted position against spring

force. 1-2 signal fluid is also routed to the 3-4 shift valve.

3b 2-3 Shift Solenoid (SS) Valve:

The 2-3 SS valve remains energized (ON). 2-3 signal fluid

is high with the 2-3 SS valve energized and keeps the 2-3

shift valve and the 2-3 shuttle valve in the downshifted

position.

1-2 SHIFT 2-3 SHIFT REVERSE FORWARD

SOLENOID SOLENOID 2-4 INPUT OVERRUN FORWARD SPRAG CL. 3-4 LO-ROLLER LO/REV

VALVE VALVE BAND CLUTCH CLUTCH CLUTCH ASSEMBLY CLUTCH CLUTCH CLUTCH

ON ON APPLIED APPLIED

50B

52 Figure 49

TORQUE

CONVERTER

ASSEMBLY

(1)

PUMP

ASSEMBLY

(4)

MAIN

CASE

(103)

INPUT HOUSING

& SHAFT ASSEMBLY

(621)

OUTPUT

SHAFT

(687)

SPEED SENSOR

ROTOR

(699)

PARKING PAWL

RETURN SPRING

(80)

PARKING BRAKE

PAWL (81)

DISENGAGED

PARKING LOCK

ACTUATOR

ASSEMBLY

(85)

INSIDE

DETENT

LEVER

(88)

MANUAL

SHAFT

(84)

REACTION

INTERNAL

GEAR

(684)

➤

1

POWER FROM

TORQUE

CONVERTER

(1)

2

POWERFLOW

TERMINATED

NO POWER

TRANSMITTED TO

OUTPUT SHAFT

(687)

NEUTRAL

(Engine Running)

NEUTRAL

(Engine Running)

52A

When the gear selector lever is placed in the Neutral (N) posi-

tion, mechanical power flow is identical to Park (P) range,

except that the parking lock actuator assembly (85) is disen-

gaged. The parking pawl return spring (80) releases the parking

lock pawl (81) from the lugs on the reaction internal gear (684).

With the parking lock pawl disengaged the output shaft is free

to rotate, allowing the vehicle to roll.

•The manual shaft (84) and manual valve (340) are in the

Neutral position.

1 Power from Torque Converter

The turbine shaft, connected to the input housing (621), is

driven by the converter turbine.

2 Powerflow Terminated

The input housing contains three separate multiple disc

clutches: The overrun clutch, the forward clutch and the 3-4

clutch. All three clutches are released and powerflow is

terminated at the input housing.

Neutral range may be selected for starting the engine when

the vehicle is standing still or moving down the road.

1-2 SHIFT 2-3 SHIFT REVERSE FORWARD

SOLENOID SOLENOID 2-4 INPUT OVERRUN FORWARD SPRAG CL. 3-4 LO-ROLLER LO/REV

VALVE VALVE BAND CLUTCH CLUTCH CLUTCH ASSEMBLY CLUTCH CLUTCH CLUTCH

ON ON

53

NEUTRAL

(Engine Running)

COMPLETE HYDRAULIC CIRCUIT

Page 78 Figure 50

NEUTRAL

(Engine Running)

➤➤➤ ➤

➤

➤➤➤➤➤➤

➤➤➤

➤➤ ➤➤

➤➤➤➤➤➤ ➤➤➤➤➤➤

➤➤➤➤➤

➤

➤➤➤

➤

➤➤➤

➤➤➤➤➤ ➤

➤➤➤➤➤➤➤➤➤

➤➤➤➤

➤

➤➤➤

➤➤➤➤➤➤

➤➤

➤➤➤➤➤➤➤ ➤➤➤➤➤➤

➤

➤➤

➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤ ➤

➤

➤➤➤➤➤➤➤➤

➤➤

➤

➤➤ ➤➤➤➤➤➤➤

➤

➤➤➤➤➤

➤➤➤➤➤➤➤➤➤➤➤➤

➤

➤➤ ➤

➤➤

➤➤➤

➤

➤➤

➤

➤➤➤➤➤

➤

REVERSE INPUT

CLUTCH ASSEMBLY

TORQUE SIG

LINE

REV INPUT

CONV FD

➤

AFL

➤

EX

REV

REVERSE INPUT

REV

REV INPUT

REVERSE INPUT

LINE (From Pump)

3-4 SHIFT VALVE

LO OVERRUN

LINE

D4

REVERSE

PR

D3

D2

LO

PR

D2

D3

LO

D4

FWD CL FEED

PR

REV INPUT

LO/REVERSE

LO/1ST

D3

EX

AFL

1-2 SIGNAL

AFL

PR

LO/REVERSE

PR

EX

LINE

PRESSURE

TAP

FILTER

(49)

➤➤

➤

➤➤

➤

➤➤➤

➤

➤➤➤

D2-N.C.

REV-N.O.

D3-N.C.

LO-N.O.

D4-N.O.

TEMP

SENSOR

➤

TFP

SWITCH

ASSEMBLY

➤

3-4 SIG

➤

LO/REV

PR

1-2 SIGNAL

4TH SIG

➤

FORWARD CLUTCH

ACCUMULATOR

AFL (To 3-2 Control Solenoid)

➤

2b

2a

2c

1a

1b

1e

1d

1c

1f

#10

➤

LOW AND REVERSE

CLUTCH ASSEMBLY

25

23

26

27

29

2-3 SHUTTLE 2-3 SHIFT VALVE

EX

D2

OVERRUN

D3

2ND

3-4 SIGNAL

EX

2-3 SIGNAL

SERVO FD

3-4 ACC

➤

2-3 SHIFT

SOLENOID

VALVE

N.O.

ON

1-2 SHIFT VALVE

LO

D4

D4-3-2

2ND

EX

1-2 SHIFT

SOLENOID

VALVE

N.O.

ON

28

EX

PRND321

EX

MANUAL VALVE

ACTUATOR FEED LIMIT

TORQUE SIGNAL

EX

AFL

DECREASE

LINE

FILTER (50)

➤

➤➤

➤

➤➤➤

➤

➤➤

➤

TORQUE SIG

➤

10

BOOST VALVE PRESS REG

EX

➤

EX

PRESSURE

CONTROL

SOLENOID

VALVE

32

EX

#3

17

REV ABUSE

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

position, the manual v alve also mo ves and blocks line pr essure

from entering any other fluid circuits. If Neutral is selected

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

changes would occur in the hydraulic and electrical systems:

1 REVERSE INPUT CLUTCH RELEASES

1a Manual Valve:

The manual valve is moved to the Neutral position and

blocks line pressure from entering the PR and reverse circuits.

The PR and reverse fluid circuits are opened to an exhaust

at the manual valve.

1b Reverse Abuse Valve:

Exhausting reverse fluid pressure allows the reverse abuse

valve spring to shift the valve, blocking off the reverse input

fluid circuit.

1c Reverse Input Clutch:

Reverse input fluid pressure, which was fed by reverse fluid,

exhausts from the reverse input clutch piston allowing the

reverse input clutch to release.

1d Reverse Boost Valve:

Reverse input fluid exhausts from the reverse boost valve,

allowing line pressure to return to the normal operating

range as in Park, Neutral and Overdrive gear ranges.

1e Reverse Input Ball Check Valve (#3):

Exhausting reverse input fluid unseats the #3 ball check

valve, allowing reverse input fluid to exhaust quickly into

the reverse fluid circuit.

1f Transmission Fluid Pressure (TFP) Manual Valve

Position Switch:

Reverse input fluid also exhausts from the TFP manual valve

position switch signaling the powertrain control module (PCM)

that the transmission is in either Neutral (N) or Park (P).

2 LOW AND REVERSE CLUTCH RELEASES

2a Lo Overrun Valve:

Exhausting PR fluid pressure allows the lo overrun valve

spring to shift the valve, opening up the lo/reverse fluid

circuit to exhaust into the lo/1st fluid circuit.

2b Low and Reverse Clutch:

PR fluid exhausts from the outer area of the low and reverse

clutch piston. Exhausting PR fluid unseats the low and

reverse clutch ball check valve (#10) for a quick exhaust.

Lo/Reverse fluid pressure, which was fed by PR fluid,

exhausts from the inner area of the low and reverse clutch

piston and passes through the lo overrun valve into the lo/

1st fluid circuit.

2c 1-2 Shift Valve:

Exhausting lo/reverse fluid, in the lo/1st circuit, enters the

lo fluid circuit at the 1-2 shift valve and exhausts at the

manual valve.

Note: Allowing fluid to bypass an orifice when exhausting

ensures a quick release of the clutch or band. This prevents the

friction material from “dragging” and creating excess fluid

temperatur es or dama ging the clutc h or band.

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

shown in the First gear state. This is the normal operating state

when the vehicle is stationary or at low vehicle speeds. However,

the PCM will change the shift solenoid states depending on

vehicle speed. For example, if Neutral rang e is selected when the

vehicle is operating in Second gear, the shift solenoids will

remain in a Second gear state. But with the manual valve in

Neutral, line pressure is blocked, D4 fluid exhausts and the

transmission will shift into Neutr al.

1-2 SHIFT 2-3 SHIFT REVERSE FORWARD

SOLENOID SOLENOID 2-4 INPUT OVERRUN FORWARD SPRAG CL. 3-4 LO-ROLLER LO/REV

VALVE VALVE BAND CLUTCH CLUTCH CLUTCH ASSEMBLY CLUTCH CLUTCH CLUTCH

ON ON

52B

54 Figure 51

LOW AND

REVERSE

CLUTCH SUPPORT

ASSEMBLY

(679)

LOW AND REVERSE

ROLLER CLUTCH

ASSEMBLY

(678)

HOLDING

LOW AND REVERSE

ROLLER CLUTCH

RACE

(675)

HELD

MAIN

CASE

(103)

INPUT HOUSING

& SHAFT ASSEMBLY

(621)

OUTPUT

SHAFT

(687)

SPEED SENSOR

ROTOR

(699)

REACTION

INTERNAL

GEAR

(684)

FORWARD SPRAG

ASSEMBLY

(642)

HOLDING

OVERRUN

CLUTCH HUB

(639)

FORWARD CLUTCH

OUTER RACE

(644)

FORWARD SPRAG CLUTCH

INNER RACE AND INPUT

SUN GEAR ASSEMBLY

(640)

INPUT CARRIER

ASSEMBLY

(662)

INPUT

INTERNAL

GEAR

(664)

HELD

REACTION

CARRIER

SHAFT

(666)

HELD

LOW AND REVERSE

CLUTCH PLATE

ASSEMBLY

(682)

REACTION

CARRIER

ASSEMBLY

(681)

HELD

MAIN

CASE

(103)

FORWARD

CLUTCH

APPLIED

➤

➤ ➤

➤

1

POWER FROM

TORQUE

CONVERTER

(1) POWER TO

DIFFERENTIAL

ASSEMBLY

3

FORWARD SPRAG

ASSEMBLY

(642)

HOLDING

2

FORWARD

CLUTCH

APPLIED

5

LOW AND

REVERSE

ROLLER

CLUTCH

ASSEMBLY

(678)

HOLDING

6

INPUT

INTERNAL

GEAR

HELD

7

INPUT

CARRIER

DRIVEN

4

INPUT

SUN GEAR

DRIVING

OVERDRIVE RANGE – FIRST GEAR

In Overdrive Range – First Gear, torque from the engine is multi-

plied through the torque converter and transmission gear sets to

the vehicle’s drive shaft. The planetary gears operate in reduction

to achieve a First gear starting ratio of approximately 3.06:1.

•The manual shaft (84) and manual valve (340) are in the

Overdrive D position.

1 Power from Torque Converter

The turbine shaft, connected to the input housing (621), is

driven by the converter turbine.

2 Forward Clutch Applied

The forward clutch is applied in all forward gear ranges.

The forward clutch plates (649) transfer engine torque from

the input housing to the forward clutch outer race (644).

3 Forward Sprag Assembly Holding

The sprag clutch (642), located between the forward clutch

outer race and the forward sprag inner race and input sun

gear assembly (640), locks and drives the forward sprag

inner race and input sun gear assembly.

4 Input Sun Gear Driving

The input sun gear drives the input carrier pinion gears

counterclockwise.

5 Low and Reverse Roller Clutch Assembly Holding

The low and reverse roller clutch (678) is located between

the low and reverse clutch support assembly (679) (which is

splined to the case) and the reaction carrier assembly. With

the reaction carrier attempting to rotate counterclockwise,

the roller clutch locks and prevents the reaction carrier,

reaction carrier shaft and input internal gear from rotating.

6 Input Internal Gear Held

The input carrier pinion gears, rotating counterclockwise on

their pins, walk clockwise around the stationary input internal

gear. This action drives the input carrier assembly (662)

clockwise.

7 Input Carrier Driven

The input carrier assembly is splined to and drives the output

shaft (687) clockwise in a First gear reduction of

approximately 3.06:1.

•

As a result of the output shaft rotating, the reaction internal gear

(684), reaction carrier pinion gears, reaction sun gear (673), reac-

tion sun shell (670), and reverse input clutch housing (605) all

rotate but do not affect the transmission’s mechanical power flow.

Coast Conditions

•When the throttle is released in Overdrive Range – First Gear

and engine RPM decreases, power from vehicle speed drives the

output shaft and input carrier (662) faster than engine torque is

driving the forward clutch outer race (644). This allows the

input carrier pinion gears to drive the forward sprag inner race

and input sun gear assembly (640) clockwise faster than the

forward clutch outer race. This causes the forward sprag inner

race and input sun gear assembly to overrun the sprag clutch and

allow the vehicle to coast freely without engine compression

slowing the vehicle.

•Also during coast conditions, the reaction internal gear drives

the reaction carrier pinion gears. This drives the reaction carrier

clockwise and overruns the low and reverse roller clutch.

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.

OVERDRIVE RANGE – FIRST GEAR

54A

1-2 SHIFT 2-3 SHIFT REVERSE FORWARD

SOLENOID SOLENOID 2-4 INPUT OVERRUN FORWARD SPRAG CL. 3-4 LO-ROLLER LO/REV

VALVE VALVE BAND CLUTCH CLUTCH CLUTCH ASSEMBLY CLUTCH CLUTCH CLUTCH

ON ON APPLIED HOLDING HOLDING

55

OVERDRIVE RANGE – FIRST GEAR

COMPLETE HYDRAULIC CIRCUIT

Page 80 Figure 52

When the gear selector lever is moved to the Overdrive Range D

position from the Neutral (N) position, the f ollowing changes occur

to shift the transmission into Over driv e Range – First Gear .

1 OVERDRIVE RANGE

1a Manual Valve:

In the Overdrive position the manual valve routes line pressure

into the D4 fluid circuit.

1b Transmission Fluid Pressure (TFP) Manual Valve

Position Switch:

D4 fluid is routed to the TFP manual valve position switch to

signal the powertrain control module (PCM) that the

transmission is in Overdrive Range D .

1c Rear Lube:

D4 fluid is also routed to the rear of the transmission case

where it is orficed (#24) into the rear lube fluid circuit to

lubricate the rear end of the transmission.

2 FORWARD CLUTCH APPLIES

2a Forward Clutch Accumulator Ball Check Valve (#12):

D4 fluid pressure seats the forward clutch accumulator ball

check valve (#12) and is orificed into the forward clutch feed

fluid circuit. This orifice (#22) helps control the forward

clutch apply when engine speed is approximately at idle.

2b Forward Abuse Valve:

When engine speed is above idle, D4 fluid acts on the forward

abuse valve to move the valve against spring force. This

allows D4 fluid to feed the forward clutch feed fluid circuit

quickly, bypassing the control of orifice #22.

2c Forward Clutch Assembly:

Forward clutch feed fluid is routed to the forward clutch piston

to apply the forward clutch plates and obtain a First gear ratio

through the transmission gear sets.

2d Forward Clutch Accumulator:

As the forward clutch applies, forward clutch feed fluid pressure

moves the forward clutch accumulator piston against spring

force. This action absorbs some of the initial increase of forward

clutch feed fluid pressure to cushion the forward clutch apply.

3 SHIFT ACCUMULATION

3a Accumulator Valve:

D4 fluid is also directed to the accumulator valve where it is

regulated into accumulator fluid pressure in response to torque

signal fluid pressure, orificed accumulator fluid pressure and

accumulator valve spring force.

3b 1-2 Accumulator:

Accumulator fluid is routed to and fills the 1-2 accumulator in

preparation for a 1-2 upshift.

3c 3-4 Accumulator:

Accumulator fluid also seats the #1 ball check valve, is forced

through orifice #18 into the orificed accumulator fluid circuit and

fills the 3-4 accumulator with fluid in preparation for a 3-4 upshift.

4 FLUID PRESSURE DIRECTED IN PREPARATION

FOR A SHIFT

4a 1-2 Shift Valve:

D4 fluid is routed to the 1-2 shift valve in preparation for an

upshift to second gear.

5 FLUID PRESSURE DIRECTED IN PREPARATION

FOR TCC APPLY

5a TCC PWM Solenoid Valve:

The solenoid duty cycle regulates actuator feed limit fluid

(AFL) into the CC signal circuit.

5b Regulated Apply Valve and Isolator Valve:

CC signal fluid works together with orficed regulated apply

fluid to regulate line pressure through the regulated apply valve,

into the regulated apply fluid circuit.

5c TCC Solenoid Valve:

Regulated apply fluid is routed to the converter clutch valve in

preparation for TCC apply.

1-2 SHIFT 2-3 SHIFT REVERSE FORWARD

SOLENOID SOLENOID 2-4 INPUT OVERRUN FORWARD SPRAG CL. 3-4 LO-ROLLER LO/REV

VALVE VALVE BAND CLUTCH CLUTCH CLUTCH ASSEMBLY CLUTCH CLUTCH CLUTCH

ON ON APPLIED HOLDING HOLDING

➤

INPUT CLUTCH

HOUSING ASSEMBLY

OVERRUN CLUTCH

FORWARD CLUTCH FEED

➤

➤➤

➤

FWD CL FEED

D4

FORWARD CLUTCH FEED

FWD CL FD FWD CL FD

D4

1-2 SIGNAL

D4

3-4 SIG

SERVO FD

AFL (To 3-2 Control Solenoid Valve)

2ND CL

ACCUM

3-4 CLUTCH

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤➤

➤➤

➤

➤➤

➤

REAR LUBE

3-4 ACCUM

OVERDRIVE RANGE – FIRST GEAR

➤

24

LINE

D4

REVERSE

PR

D3

D2

LO

D2

D3

LO

FWD CL FEED

REV INPUT

LINE

PRESSURE

TAP

➤

D2-N.C.

REV-N.O.

D3-N.C.

LO-N.O.

D4-N.O.

TEMP

SENSOR

➤

TFP

SWITCH

ASSEMBLY

➤

FORWARD CLUTCH

ACCUMULATOR

EX

PRND321

EX

MANUAL VALVE

➤

#12

22

➤

EX

FORWARD ABUSE

LO/1ST

AFL

1-2 SIGNAL

AFL

FILTER

(49)

➤

➤➤

➤

➤➤➤ ➤

➤

AFL

25

26

27

29

EX

D2

OVERRUN

D3

2ND

EX

2-3 SIGNAL

3-4 ACC

➤

2-3 SHIFT

SOLENOID

VALVE

N.O.

ON

LO

D4

D4-3-2

2ND

EX

1-2 SHIFT

SOLENOID

VALVE

N.O.

ON

28

#1

18

➤

3-4 ACCUMULATOR

1-2 ACCUMULATOR

19

EX

ORF ACC

➤

D3

EX

3-4 SIGNAL

4TH SIG

30

EX

ACCUM

31

➤

3a

5c

3c

5a

1a

2b

5b 2a

4a

2d

1b

1c

2c

3b

➤

2-3 SHUTTLE 2-3 SHIFT VALVE

➤

➤➤

➤

3-4 SHIFT VALVE

1-2 SHIFT VALVE

ACCUM VALVE

➤

➤➤

➤

LINE

➤

➤➤

➤➤ ➤

LINE (From Pump)

➤

TORQUE SIGNAL

AFL

➤

TCC

SOLENOID

N.O.

OFF

CONVERTER CLUTCH VALVE

COOLER

RELEASE

APPLY

EX

➤

EX

➤

4

➤

REG APPLY

BOOST VALVE PRESS REG

EX

TORQUE SIG

➤

EX

CONV FEED

➤

➤➤

REV INPUT

DECREASE

REV INPUT

10

LINE

REGULATED APPLY

➤

EX

CC SIGNAL

9

TCC PWM

SOLENOID

VALVE

N.C.

➤

8

ACTUATOR FEED LIMIT

EX

AFL

LINE

FILTER (50)

➤

➤➤

➤

EX

PRESSURE

CONTROL

SOLENOID

VALVE

32

ISOLATOR VALVE

REG APPLY

54B

56

INPUT HOUSING

& SHAFT ASSEMBLY

(621)

OUTPUT

SHAFT

(687)

SPEED SENSOR

ROTOR

(699)

REACTION

INTERNAL

GEAR

(684)

FORWARD SPRAG

ASSEMBLY

(642)

HOLDING

OVERRUN

CLUTCH HUB

(639)

FORWARD CLUTCH

OUTER RACE

(644)

FORWARD SPRAG CLUTCH

INNER RACE AND

INPUT SUN GEAR ASSEMBLY

(640)

INPUT CARRIER

ASSEMBLY

(662)

INPUT

INTERNAL

GEAR

(664)

REACTION

CARRIER

SHAFT

(666)

SERVO

ASSEMBLY

APPLIED

2-4 BAND

ASSEMBLY

(602)

APPLIED

REVERSE INPUT

CLUTCH HOUSING

(605)

HELD

REACTION

SUN SHELL

(670)

HELD

REACTION

SUN GEAR

(673)

HELD

LOW AND REVERSE

CLUTCH PLATE

ASSEMBLY

(682)

REACTION

CARRIER

ASSEMBLY

(681)

MAIN

CASE

(103)

FORWARD

CLUTCH

APPLIED

➤

➤ ➤

➤

1

POWER FROM

TORQUE

CONVERTER

(1)

POWER TO

DIFFERENTIAL

ASSEMBLY

8

2-4 BAND

ASSEMBLY (602)

APPLIED

3

FORWARD

SPRAG

ASSEMBLY

(642)

HOLDING

2

FORWARD

CLUTCH

APPLIED

10

INPUT

INTERNAL

GEAR

DRIVING

5

INPUT

CARRIER

DRIVEN

4

INPUT

SUN

GEAR

DRIVING

6

REACTION

INTERNAL

GEAR

DRIVEN

7

REACTION

CARRIER

DRIVEN

9

REACTION

SUN GEAR

HELD

OVERDRIVE RANGE – SECOND GEAR

Figure 53

OVERDRIVE RANGE – SECOND GEAR

56A

As vehicle speed increases, input signals from the transmission

speed sensor, the throttle position (TP) sensor, and other vehicle

sensors are sent to the powertrain control module (PCM). The

PCM processes this information to determine the precise mo-

ment to shift the transmission. In Second gear, the planetary

gear sets continue to operate in reduction at a gear ratio of

approximately 1.63:1.

1 Power from Torque Converter

The turbine shaft, connected to the input housing (621), is

driven by the converter turbine.

2 Forward Clutch Applied

The forward clutch (649) is applied and the forward clutch

plates (649) transfer engine torque from the input housing to

the forward clutch outer race (644).

3 Forward Sprag Clutch Holding

The forward sprag assembly locks and drives the forward

sprag clutch inner race and input sun gear assembly (640).

4 Input Sun Gear Driving

The forward sprag clutch inner race and input sun gear

assembly (640) drives the input carrier pinion gears.

5 Input Carrier Driven

The input carrier assembly (662) is driven clockwise by the

input carrier pinion gears walking around the input internal

gear (664) as in First gear. This action drives the output

shaft (687) and the reaction internal gear (684).

6 Reaction Internal Driven

The reaction internal gear rotates with the output shaft and

drives the reaction carrier pinion gears in a clockwise direction.

7 Reaction Carrier Driven

The reaction carrier shaft (666) and input internal gear (664)

are driven clockwise by the reaction carrier assembly.

8 2-4 Band Assembly Applied

The 2-4 band (602) is applied and holds the reverse input

clutch housing (605) stationary to the transmission case.

9 Reaction Sun Gear Held

The reverse input clutch housing and the reaction sun gear

(673) are splined to the reaction sun shell (670). With the

2-4 band applied, the sun shell and reaction sun gear are

also held stationary.

10 Input Internal Gear Driving

The input internal gear drives the input carrier pinions, input

carrier and output shaft in a second reduction to achieve the

Second gear ratio of approximately 1.63:1.

Coast Conditions

•

Similar to Overdrive Range – First Gear, the forward sprag clutch

is overrun when the throttle is released. This action allows the

vehicle to coast freely in Overdrive Range – Second Gear.

As vehicle speed increases, less torque multiplication is needed

to move the vehicle efficiently. Therefore, it is desirable to shift

the transmission to a lower gear ratio, or Third gear.

1-2 SHIFT 2-3 SHIFT REVERSE FORWARD

SOLENOID SOLENOID 2-4 INPUT OVERRUN FORWARD SPRAG CL. 3-4 LO-ROLLER LO/REV

VALVE VALVE BAND CLUTCH CLUTCH CLUTCH ASSEMBLY CLUTCH CLUTCH CLUTCH

OFF ON APPLIED APPLIED HOLDING

57

As vehicle speed increases, the powertrain control module (PCM)

receives input signals from the vehicle speed sensor, the throttle

position (TP) sensor and other vehicle sensors to determine the

precise moment to de-energize or “turn OFF” the 1-2 shift sole-

noid (SS) valve. The 1-2 SS valve is OFF when the PCM

eliminates the path to ground for that circuit.

1 2-4 BAND APPLIES

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

The 1-2 SS valve is de-energized, allowing 1-2 signal fluid

to exhaust from its circuit.

1b 1-2 Shift Valve:

Exhausting 1-2 signal fluid pressure allows 1-2 shift valve

spring force to move the 1-2 shift valve into the upshifted

position. D4 fluid is routed through the 1-2 shift valve and

into the 2nd fluid circuit.

1c #8 Ball Check Valve:

2nd fluid seats the #8 ball check valve, passes through an

orifice (#16) and enters the 2nd clutch fluid circuit.

1d 2nd & 4th Servo:

2nd clutch fluid is directed to the 2nd & 4th servo to move the

2nd apply piston against servo cushion and servo return spring

forces to apply the 2-4 band and achieve Second gear.

2 SHIFT ACCUMULATION

2a 1-2 Accumulator:

2nd clutch fluid is also sent to the 1-2 accumulator. 2nd

clutch fluid pressure, together with spring pressure, acts

against accumulator fluid pressure to absorb some of the

initial increase of 2nd clutch fluid pressure to cushion the

2-4 band apply.

2b Accumulator Valve:

Accumulator fluid is forced out of the 1-2 accumulator

when 2nd clutch fluid pressure and spring force move the

1-2 accumulator piston. Accumulator fluid flows back to

the accumulator valve and into the orificed accumulator

fluid circuits. Orificed accumulator fluid pressure and

accumulator spring force regulate the accumulator valve

against torque signal fluid pressure. This allows excess

accumulator fluid pressure to exhaust and provides

additional control of the 2-4 band apply.

3 FLUID PRESSURE DIRECTED IN PREPARATION

FOR A SHIFT

3a 2-3 Shift Valve:

2nd fluid is directed to the 2-3 shift valve in preparation for

an upshift to third gear. 2nd fluid also passes through the

2-3 shift valve into the servo feed fluid circuit and is directed

to the 3-4 relay and 4-3 sequence valves where it stops.

Servo feed fluid has no function in second gear.

3b 3-4 Relay Valve:

2nd fluid pressure is also directed to the 3-4 relay valve in

preparation for an upshift.

3c 3-2 Downshift Valve:

Spring force holds the valve closed, blocking 2nd fluid

pressure and 2nd clutch fluid pressure. This valve is used in

order to help control a 3-2 downshift.

3d 3-2 Control Solenoid Valve:

In second gear, the PCM energizes the normally closed

solenoid. This opens the actuator feed limit fluid circuit to

fill the 3-2 signal circuit. The 3-2 signal fluid pressure

moves the 3-2 control valve against spring force. This

action is done in preparation for control of a 3-2 downshift

and does not affect transmission operation in second gear.

OVERDRIVE RANGE – SECOND GEAR

COMPLETE HYDRAULIC CIRCUIT

Page 82 Figure 54

➤

➤➤

➤➤➤➤

➤ ➤➤➤➤➤➤ ➤ ➤

➤

➤➤

➤

➤➤

➤

INPUT CLUTCH

HOUSING ASSEMBLY

OVERRUN CLUTCH

LINE

➤

➤➤

➤➤ ➤

LINE (From Pump)

FORWARD CLUTCH FEED

➤

➤➤

➤

FWD CL FEED

➤

D4

FORWARD CLUTCH FEED

FWD CL FD FWD CL FD

D4

TORQUE SIGNAL

1-2 SIGNAL

3-4 ACC

2ND

D4

1-2 SIGNAL

3-4 SIG

4TH

OVERRUN CL FD

OVERRUN CL

SERVO FEED

SERVO FD

ACTUATOR FEED LIMIT

4TH SIG

2ND

2ND CL2ND CL

2ND CL

2ND CL 3-4 CL 2ND

2ND 2ND

ACCUM

3-4 CLUTCH

AFL

2ND CL

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤➤

➤

➤➤

➤

➤➤ ➤

➤

➤➤

➤

REAR LUBE

➤

4TH SIGNAL

3-4 ACCUM

OVERDRIVE RANGE – SECOND GEAR

➤

EX

3-4 RELAY 4-3 SEQUENCE VALVE

EXORF EX 5

67

TCC

SOLENOID

N.O.

OFF

CONVERTER CLUTCH VALVE

COOLER

RELEASE

APPLY

EX

➤

EX

➤

4

➤

REG APPLY

BOOST VALVE PRESS REG

EX

TORQUE SIG

➤

EX

CONV FEED

➤

➤➤

REV INPUT

DECREASE

REV INPUT

10

LINE

REGULATED APPLY

➤

EX

CC SIGNAL

9

TCC PWM

SOLENOID

VALVE

N.C.

➤

8

ACTUATOR FEED LIMIT

EX

AFL

LINE

FILTER (50)

➤

➤➤

➤

EX

PRESSURE

CONTROL

SOLENOID

VALVE

32

24

LINE

D4

REVERSE

PR

D3

D2

LO

D2

D3

LO

FWD CL FEED

REV INPUT

LINE

PRESSURE

TAP

➤

D2-N.C.

REV-N.O.

D3-N.C.

LO-N.O.

D4-N.O.

TEMP

SENSOR

➤

TFP

SWITCH

ASSEMBLY

➤

FORWARD CLUTCH

ACCUMULATOR

EX

PRND321

EX

MANUAL VALVE

➤

#12

22

➤

EX

FORWARD ABUSE

LO/1ST

AFL

1-2 SIG

AFL

FILTER

(49)

➤

➤➤➤ ➤

➤

AFL

25

26

27

29

EX

D2

OVERRUN

D3

2ND

EX

2-3 SIGNAL

3-4 ACC

➤

2-3 SHIFT

SOLENOID

VALVE

N.O.

ON

LO

D4

D4-3-2

2ND

EX

1-2 SHIFT

SOLENOID

VALVE

N.O.

OFF

28

1-2 SHIFT VALVE

14

3-4 CLUTCH

3RD ACCUMULATOR

EX

3-2 SIGNAL

➤

#1

18

➤

3-4 ACCUMULATOR

1-2 ACCUMULATOR

19

EX

ORF ACC

➤

D3

EX

3-4 SIGNAL

4TH SIG

3-4 SHIFT VALVE

EX

30

EX

ACCUM

31

➤

#8

16

➤

1d

3b

3d

1c

2a

1a

1b

3a

2b

3c

➤

2-3 SHUTTLE 2-3 SHIFT VALVE

ACCUM VALVE

➤

11 3RD ACCUM

➤

2ND & 4TH

SERVO

11

4TH

EX

➤

3-2 CONTROL

3-2

CONTROL

SOLENOID

VALVE

N.C.

ON

➤

3-2 DOWNSHIFT

ISOLATOR VALVE

REG APPLY

1-2 SHIFT 2-3 SHIFT REVERSE FORWARD

SOLENOID SOLENOID 2-4 INPUT OVERRUN FORWARD SPRAG CL. 3-4 LO-ROLLER LO/REV

VALVE VALVE BAND CLUTCH CLUTCH CLUTCH ASSEMBLY CLUTCH CLUTCH CLUTCH

OFF ON APPLIED APPLIED HOLDING

56B

58

INPUT HOUSING

& SHAFT ASSEMBLY

(621)

OUTPUT

SHAFT

(687)

SPEED SENSOR

ROTOR

(699)

REACTION

INTERNAL

GEAR

(684)

FORWARD SPRAG

ASSEMBLY

(642)

HOLDING

OVERRUN

CLUTCH HUB

(639)

FORWARD CLUTCH

OUTER RACE

(644)

FORWARD SPRAG CLUTCH

INNER RACE AND

INPUT SUN GEAR

ASSEMBLY

(640)

INPUT CARRIER

ASSEMBLY

(662)

INPUT

INTERNAL

GEAR

(664)

REACTION

CARRIER

SHAFT

(666)

FORWARD

CLUTCH

APPLIED 3-4

CLUTCH

APPLIED

➤

➤ ➤

➤

1

POWER FROM

TORQUE

CONVERTER

(1)

POWER TO

DIFFERENTIAL

ASSEMBLY

3

FORWARD SPRAG

ASSEMBLY

(642)

HOLDING

2

FORWARD

CLUTCH

APPLIED

7

INPUT

CARRIER

DRIVEN

6

INPUT

INTERNAL

GEAR

DRIVING

4

INPUT

SUN GEAR

DRIVING

8

REACTION

PLANETARY

GEAR SET

DRIVEN

5

3-4

CLUTCH

APPLIED

OVERDRIVE RANGE – THIRD GEAR

Figure 55

OVERDRIVE RANGE – THIRD GEAR

58A

As vehicle speed increases further, input signals from the trans-

mission speed sensor, the throttle position (TP) sensor, and other

vehicle sensors are sent to the PCM. The PCM uses this informa-

tion to determine the precise moment to shift the transmission

into Third gear. In Third gear, both planetary gear sets, input and

reaction, rotate at the same speed and provide a 1:1 direct drive

gear ratio between the converter turbine and the output shaft.

1 Power from Torque Converter

The turbine shaft, connected to the input housing (621), is

driven by the converter turbine.

2 Forward Clutch Applied

The forward clutch (649) is applied and the forward clutch

plates (649) transfer engine torque from the input housing to

the forward clutch outer race (644).

3 Forward Sprag Clutch Holding

The forward sprag assembly locks and drives the forward

sprag clutch inner race and input sun gear assembly (640).

4 Input Sun Gear Driving

The forward sprag clutch inner race and input sun gear

assembly (640) drives the input carrier pinion gears.

5 3-4 Clutch Applied

The 3-4 clutch plates (654) are applied and transfer engine

torque from the input housing (621) to the input internal

gear (664).

6 Input Internal Gear Driving

Both the input internal gear and the input sun gear are

driven at the same speed. The input carrier pinion gears are

splined to these components and act as wedges to drive the

input carrier assembly (662).

7 Input Carrier Driven

The input carrier drives the output shaft (687) at converter

turbine speed to achieve direct drive in Third gear.

8 Reaction Planetary Gearset Driven

The reaction internal gear (684) is driven by the output

shaft. Also, the reaction carrier shaft (666) is driven by the

input planetary gear set and drives the reaction carrier

assembly (681). With the reaction carrier and reaction

internal gear rotating at the same speed, the pinion gears act

as wedges and drive the reaction sun gear (673) at the same

speed. As a result, the entire gear set rotates as one unit at

converter turbine speed.

Coast Conditions

•As in First and Second gears when the throttle is released, power

from vehicle speed drives the forward sprag clutch inner race

and input sun gear assembly (640) faster than engine torque

drives the forward clutch outer race (644). This action causes

the forward sprag clutch inner race and input sun gear assembly

(640) to overrun the sprag clutch (642) and allow the vehicle to

coast freely.

As vehicle speed increases, less torque multiplication is re-

quired to operate the engine efficiently. Therefore, it is desirable

to shift to an overdrive gear ratio, or Fourth gear.

1-2 SHIFT 2-3 SHIFT REVERSE FORWARD

SOLENOID SOLENOID 2-4 INPUT OVERRUN FORWARD SPRAG CL. 3-4 LO-ROLLER LO/REV

VALVE VALVE BAND CLUTCH CLUTCH CLUTCH ASSEMBLY CLUTCH CLUTCH CLUTCH

OFF OFF APPLIED HOLDING APPLIED

59

COMPLETE HYDRAULIC CIRCUIT

Page 84

OVERDRIVE RANGE – THIRD GEAR

Figure 56

➤

➤➤➤➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤➤➤➤

➤➤

➤

➤➤

➤

➤➤

➤

INPUT CLUTCH

HOUSING ASSEMBLY

OVERRUN CLUTCH

➤

➤➤

LINE

➤

➤➤

➤➤ ➤

LINE (From Pump)

FORWARD CLUTCH FEED

➤

➤➤

➤

FWD CL FEED

➤

D4

FORWARD CLUTCH FEED

FWD CL FD FWD CL FD

D4

TORQUE SIGNAL

1-2 SIGNAL

3-4 ACC

2ND

D4

1-2 SIGNAL

3-4 SIG

3-4 SIGNAL

3-4 CL

3-4 CLUTCH

3RD ACC

4TH

OVERRUN CL FD

OVERRUN CL

SERVO FEED

SERVO FD

ACTUATOR FEED LIMIT

4TH SIG

2ND

2ND CL2ND CL

2ND CL

2ND CL 3-4 CL 2ND

2ND 2ND

3-4 ACC

3-4 CL 3-4 CL

ACCUM

3-4 CLUTCH

AFL

2ND CL

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤➤

➤

➤➤➤

➤

➤➤ ➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤ ➤ ➤➤➤➤➤ ➤

➤

REAR LUBE

➤

4TH SIGNAL

➤

3-4 ACCUM

➤

OVERDRIVE RANGE – THIRD GEAR

➤

EX

3-4 RELAY 4-3 SEQUENCE VALVE

EXORF EX 5

67

TCC

SOLENOID

N.O.

OFF

CONVERTER CLUTCH VALVE

COOLER

RELEASE

APPLY

EX

➤

EX

➤

4

➤

REG APPLY

BOOST VALVE PRESS REG

EX

TORQUE SIG

➤

EX

CONV FEED

➤

➤➤

REV INPUT

DECREASE

REV INPUT

10

LINE

REGULATED APPLY

➤

EX

CC SIGNAL

9

TCC PWM

SOLENOID

VALVE

N.C.

➤

8

ACTUATOR FEED LIMIT

EX

AFL

LINE

FILTER (50)

➤

➤➤

➤

EX

PRESSURE

CONTROL

SOLENOID

VALVE

32

24

LINE

D4

REVERSE

PR

D3

D2

LO

D2

D3

LO

FWD CL FEED

REV INPUT

LINE

PRESSURE

TAP

➤

D2-N.C.

REV-N.O.

D3-N.C.

LO-N.O.

D4-N.O.

TEMP

SENSOR

➤

TFP

SWITCH

ASSEMBLY

➤

FORWARD CLUTCH

ACCUMULATOR

EX

PRND321

EX

MANUAL VALVE

➤

#12

22

➤

EX

FORWARD ABUSE

LO/1ST

AFL

1-2 SIG

AFL FILTER

(49)

➤

➤➤➤ ➤

➤

AFL

25

26

27

29

EX

D2

OVERRUN

D3

2ND

EX

2-3 SIGNAL

3-4 ACC

➤

2-3 SHIFT

SOLENOID

VALVE

N.O. OFF

LO

D4

D4-3-2

2ND

EX

1-2 SHIFT

SOLENOID

VALVE

N.O. OFF

28

1-2 SHIFT VALVE

2-3 SHUTTLE 2-3 SHIFT VALVE

14

3-4 CLUTCH

3RD ACCUMULATOR

EX

3-2 SIGNAL

➤

#2

12

➤

#4

13

➤

EX

#7

11 3RD ACCUM

➤

2ND & 4TH

SERVO

11

4TH

EX

➤

#1

18

➤

3-4 ACCUMULATOR

1-2 ACCUMULATOR

19

EX

ORF ACC

➤

D3

EX

3-4 SIGNAL

4TH SIG

3-4 SHIFT VALVE

EX

➤

30

EX

ACCUM

31

➤

#8

16

➤

1d

1e

1c

5a

4a

5c

3a

5b 1a

1b

3-2 CONTROL

3-2

CONTROL

SOLENOID

VALVE

N.C.

ON

➤

2a

2b

3b

ACCUM VALVE

3-2 DOWNSHIFT

ISOLATOR VALVE

REG APPLY

As vehicle speed increases, the PCM receives input signals from the

vehicle speed sensor, the TP sensor and other vehicle sensors to

determine the precise moment to de-energize or “turn OFF” the 2-3

shift solenoid (SS) valve.

1 2-4 BAND RELEASES

1a 2-3 Shift Solenoid (SS) Valve:

The 2-3 SS valve is de-energized, allowing 2-3 signal fluid to

exhaust from its circuit.

1b 2-3 Shift Valve and 2-3 Shuttle Valve:

Exhausting 2-3 signal fluid pressure allows AFL fluid pressure to

move the 2-3 shift valve and the 2-3 shuttle valve into the upshifted

position. Orificed (#28) 2nd fluid is directed into the 3-4 signal

fluid circuit. Also, AFL fluid pressure fills the D432 fluid circuit.

1c #4 and #2 Ball Check Valves:

3-4 signal fluid unseats the 3-4 clutch exhaust ball check valve

(#4) and enters the 3-4 clutch fluid circuit. 3-4 clutch fluid

unseats the 3rd accumulator ball check valve (#2) and enters the

3rd accumulator fluid circuit.

1d 2nd & 4th Servo:

3rd accumulator fluid seats the 3rd accumulator exhaust ball

check valve (#7) and enters the 2nd & 4th servo. 3rd accumulator

fluid pressure assists servo return spring force to move the 2nd

apply piston and apply pin against 2nd clutch fluid pressure.

This action releases the 2-4 band.

1e 3-4 Relay Valve and 4-3 Sequence Valve:

Servo feed fluid is allowed to exhaust past the 3-4 relay and 4-3

sequence valves and through an orificed exhaust (#5).

2 3-4 CLUTCH APPLIES

2a 3-4 Clutch:

3-4 clutch fluid is directed to the 3-4 clutch piston to apply the 3-4

clutch plates and obtain Third gear.

2b 1-2 Shift Valve:

D432 fluid pressure from the 2-3 shift valve assists spring force

to hold the 1-2 shift valve in the upshifted position.

3 SHIFT ACCUMULATION

3a 2nd & 4th Servo:

With 3-4 clutch fluid feeding the 3rd accumulator fluid circuit,

the movement of the 2nd apply piston in the 2nd & 4th servo acts

as an accumulator by absorbing initial 3-4 clutch fluid to cushion

the 3-4 clutch apply.

3b 1-2 Accumulator:

The movement of the 2nd apply piston in the 2nd & 4th servo

also forces 2nd clutch fluid out of the servo and sends it to the

1-2 accumulator to further cushion the 3-4 clutch apply.

4 TORQUE CONVERTER CLUTCH RELEASED

4a TCC Solenoid Valve:

Under normal operating conditions, in Overdrive Range – Third

Gear, the PCM keeps the normally open TCC solenoid valve de-

energized. Converter feed fluid exhausts through the solenoid,

and spring force keeps the converter clutch valve in the release

position. However, at speeds above approximately 121 km/h (75

mph) the PCM will command TCC apply in third gear. Refer to

pages 62–63 for more information on TCC apply.

5 FLUID PRESSURE DIRECTED IN PREPARATION FOR A SHIFT

5a 3-4 Shift Valve:

3-4 signal fluid is also directed to the 3-4 shift valve where it is

blocked in preparation for a shift to 4th gear.

5b 3-2 Downshift Valve:

3-4 clutch fluid pressure moves the valve against spring force.

This opens the valve and allows 2nd fluid to feed the 2nd clutch

fluid circuit through the valve in preparation for a 3-2 downshift.

5c 3-2 Control Solenoid Valve:

The 3-2 control solenoid valve remains ON and maintains 3-2

signal fluid pressure to hold the 3-2 control valve against spring

force. This action is done in preparation for control of a 3-2

downshift and does not affect transmission operation in third gear.

1-2 SHIFT 2-3 SHIFT REVERSE FORWARD

SOLENOID SOLENOID 2-4 INPUT OVERRUN FORWARD SPRAG CL. 3-4 LO-ROLLER LO/REV

VALVE VALVE BAND CLUTCH CLUTCH CLUTCH ASSEMBLY CLUTCH CLUTCH CLUTCH

OFF OFF APPLIED HOLDING APPLIED

58B

60

INPUT HOUSING

& SHAFT ASSEMBLY

(621)

OUTPUT

SHAFT

(687)

SPEED SENSOR

ROTOR

(699)

REACTION

INTERNAL

GEAR

(684)

INPUT

INTERNAL

GEAR

(664)

REACTION

CARRIER

SHAFT

(666)

SERVO

ASSEMBLY

APPLIED

2-4 BAND

ASSEMBLY

(602)

APPLIED

REVERSE INPUT

CLUTCH HOUSING

(605)

HELD

REACTION

SUN SHELL

(670)

HELD

REACTION

SUN GEAR

(673)

HELD

LOW AND REVERSE

CLUTCH PLATE

ASSEMBLY

(682)

REACTION

CARRIER

ASSEMBLY

(681)

MAIN

CASE

(103)

FORWARD

CLUTCH

APPLIED 3-4

CLUTCH

APPLIED

➤

➤➤

1

POWER FROM

TORQUE

CONVERTER

(1)

POWER TO

DIFFERENTIAL

ASSEMBLY

3

2-4 BAND

ASSEMBLY (602)

APPLIED

7

FORWARD SPRAG

ASSEMBLY

(642)

OVERRUNNING

8

FORWARD

CLUTCH

APPLIED

2

3-4

CLUTCH

APPLIED

6

REACTION

INTERNAL

GEAR

DRIVEN

5

REACTION

PLANETARY

PINIONS

DRIVING

4

REACTION

SUN GEAR

HELD

OVERDRIVE RANGE – FOURTH GEAR

Figure 57

OVERDRIVE RANGE – FOURTH GEAR

60A

To maximize engine performance and fuel economy, a Fourth

gear (Overdrive) is used to achieve an approximate ratio of

0.73:1 through the transmission gear sets to the vehicle drive

shaft. This allows the vehicle to maintain a given road speed

with less engine output speed.

•The converter clutch is applied and converter turbine speed

equals engine speed (see torque converter, page 12).

1 Power from Torque Converter

The turbine shaft, connected to the input housing (621), is

driven by the converter turbine.

2 3-4 Clutch Applied

The 3-4 clutch plates (654) remain applied in Fourth gear to

transfer engine torque from the input housing (621) to the

input internal gear (664) and reaction carrier shaft (666).

3 2-4 Band Applied

The 2-4 band (602) is applied and holds the reverse input

clutch housing (605) stationary to the transmission case.

4 Reaction Sun Gear Held

The reaction sun shell (670) is splined to the reverse input

clutch housing and the reaction sun gear (673) is splined to

the sun shell. Both the sun shell and reaction sun gear are

held stationary as a result of the 2-4 band being applied.

5 Reaction Planetary Pinions Driving

The reaction carrier shaft drives the reaction carrier assembly

(681) clockwise. The reaction carrier pinion gears rotate

clockwise on their pins as they walk clockwise around the

stationary reaction sun gear.

6 Reaction Internal Gear Driven

The reaction carrier pinion gears drive the reaction internal

gear (684) and output shaft (687) in an overdrive gear ratio

of approximately 0.73:1.

7 Forward Sprag Assembly Overrunning

The output shaft drives the input carrier assembly (662),

input pinion gears and forward sprag clutch inner race and

input sun gear assembly (640) faster than the forward clutch

is driving the forward clutch outer race (644). This allows

the forward sprag clutch inner race and input sun gear

assembly to overrun the forward sprag clutch (642).

8 Forward Clutch Applied

As a result, of the forward sprag clutch overrunning, the

forward clutch is ineffective in Fourth gear.

•Power flow from the forward clutch housing to the output

shaft (671) is the same as Overdrive Range – Third Gear.

Refer to page 58A for a description of this power flow.

•With power flow between the forward clutch housing and the

output shaft a 1:1 direct drive ratio, the overall transmission

gear ratio is 0.75:1.

Coast Conditions/Engine Compression Braking

•In Fourth gear, neither the forward sprag clutch nor the low and

reverse roller clutch are used to transfer engine torque during

acceleration. Therefore, there are no elements to overrun and

allow the vehicle to coast freely when the throttle is released.

This causes engine compression braking to slow the vehicle.

However, because of the Overdrive gear ratio, engine compres-

sion braking is not as noticeable by the driver in Fourth gear as

in the manual gear ranges.

1-2 SHIFT 2-3 SHIFT REVERSE FORWARD

SOLENOID SOLENOID 2-4 INPUT OVERRUN FORWARD SPRAG CL. 3-4 LO-ROLLER LO/REV

VALVE VALVE BAND CLUTCH CLUTCH CLUTCH ASSEMBLY CLUTCH CLUTCH CLUTCH

ON OFF APPLIED APPLIED APPLIED

61

OVERDRIVE RANGE – FOURTH GEAR

(Torque Converter Clutch Applied)

COMPLETE HYDRAULIC CIRCUIT

Page 86 Figure 58

➤

➤➤➤

➤

➤➤

➤

➤➤

➤

INPUT CLUTCH

HOUSING ASSEMBLY

OVERRUN CLUTCH

➤

LINE

➤

➤➤

➤➤ ➤

LINE (From Pump)

FORWARD CLUTCH FEED

➤

➤➤

➤

FWD CL FEED

➤

D4

FORWARD CLUTCH FEED

FWD CL FD FWD CL FD

D4

TORQUE SIGNAL

1-2 SIGNAL

3-4 ACC

2ND

D4

1-2 SIGNAL

3-4 SIG

3-4 SIGNAL

3-4 CL

3-4 CLUTCH

3RD ACC

4TH

OVERRUN CL FD

OVERRUN CL

SERVO FEED

SERVO FD

ACTUATOR FEED LIMIT

4TH SIG

2ND

2ND CL2ND CL

2ND CL

2ND CL 3-4 CL 2ND

2ND 2ND

3-4 ACC

3-4 CL 3-4 CL

ACCUM

3-4 CLUTCH

AFL

2ND CL

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤ ➤ ➤

➤

➤➤

➤

➤➤➤

➤

➤➤➤

➤

➤➤ ➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤ ➤ ➤➤➤➤➤ ➤

➤

➤➤➤

➤

REAR LUBE

➤

4TH SIGNAL

4TH

4TH SIGNAL

➤

3-4 ACCUM

➤

OVERDRIVE RANGE – FOURTH GEAR

(Torque Converter Clutch Applied)

➤

EX

EXORF EX 5

67

TCC

SOLENOID

N.O.

ON

COOLER

RELEASE

APPLY

EX

➤

4

➤

REG APPLY

BOOST VALVE PRESS REG

EX

TORQUE SIG

➤

EX

CONV FEED

➤

➤➤

REV INPUT

DECREASE

REV INPUT

10

LINE

REGULATED APPLY

➤

EX

CC SIGNAL

9

TCC PWM

SOLENOID

VALVE

N.C.

➤

➤➤

➤

8

ACTUATOR FEED LIMIT

EX

AFL

LINE

FILTER (50)

➤

➤➤

➤

EX

PRESSURE

CONTROL

SOLENOID

VALVE

32

24

LINE

D4

REVERSE

PR

D3

D2

LO

D2

D3

LO

FWD CL FEED

REV INPUT

LINE

PRESSURE

TAP

➤

D2-N.C.

REV-N.O.

D3-N.C.

LO-N.O.

D4-N.O.

TEMP

SENSOR

➤

TFP

SWITCH

ASSEMBLY

➤

FORWARD CLUTCH

ACCUMULATOR

EX

PRND321

EX

MANUAL VALVE

➤

#12

22

➤

EX

FORWARD ABUSE

LO/1ST

AFL

1-2 SIG

AFL

FILTER

(49)

➤

➤➤➤ ➤

➤

AFL

25

26

27

29

EX

D2

OVERRUN

D3

2ND

EX

2-3 SIGNAL

3-4 ACC

➤

2-3 SHIFT

SOLENOID

VALVE

N.O.

OFF

LO

D4

D4-3-2

2ND

EX

1-2 SHIFT

SOLENOID

VALVE

N.O.

ON

28

1-2 SHIFT VALVE

2-3 SHUTTLE 2-3 SHIFT VALVE

14

3-4 CLUTCH

3RD ACCUMULATOR

EX

3-2 SIGNAL

➤

#2

12

➤

#4

13

➤

EX

#7

11 3RD ACCUM

➤

2ND & 4TH

SERVO

11

4TH

EX

➤

#1

18

➤

3-4 ACCUMULATOR

1-2 ACCUMULATOR

19

EX

ORF ACC

D3

EX

3-4 SIGNAL

4TH SIG

EX

➤

30

EX

ACCUM

31

➤

#8

16

➤

1d

1c

2a

3a

3b

1a

1b

2b

3-4 SHIFT VALVE

➤

➤➤➤

➤

3-4 RELAY 4-3 SEQUENCE VALVE

ACCUM VALVE

➤

CONVERTER CLUTCH VALVE

3-2 DOWNSHIFT

3-2 CONTROL

3-2

CONTROL

SOLENOID

VALVE

N.C.

ON

➤

ISOLATOR VALVE

REG APPLY

1-2 SHIFT 2-3 SHIFT REVERSE FORWARD

SOLENOID SOLENOID 2-4 INPUT OVERRUN FORWARD SPRAG CL. 3-4 LO-ROLLER LO/REV

VALVE VALVE BAND CLUTCH CLUTCH CLUTCH ASSEMBLY CLUTCH CLUTCH CLUTCH

ON OFF APPLIED APPLIED APPLIED

Overdrive Range – Fourth Gear is used to maximize engine

efficiency and fuel economy under most normal driving condi-

tions. In order to shift the transmission into Fourth gear, the

PCM receives input signals from the vehicle speed sensor, the

TP sensor and other vehicle sensors to determine the precise

moment to energize or “turn ON” the 1-2 shift solenoid (SS)

valve. The 1-2 SS valve is ON when the PCM provides a path to

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

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

signal fluid pressure.

1 2-4 BAND APPLIED

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

The 1-2 SS valve is energized (ON) blocking 1-2 signal

fluid from exhausting through the solenoid. This creates

pressure in the 1-2 signal fluid circuit.

1b 3-4 Shift Valve:

1-2 signal fluid pressure moves the valve into the upshifted

position routing 3-4 signal fluid into the 4th signal fluid circuit.

1c 3-4 Relay Valve and 4-3 Sequence Valve:

4th signal fluid pressure moves both valves into the upshifted

position causing the following changes.

•

Orificed (#7) 2nd fluid is routed through the 3-4 relay

valve and into the servo feed fluid circuit.

•Servo feed fluid is routed through the 4-3 sequence

valve and into the 4th fluid circuit.

•3-4 accumulator fluid routed from the 2-3 shuttle

valve is blocked by both valves.

1d 2nd & 4th Servo:

4th fluid pressure is routed through the center of the servo

apply pin and acts on the apply side of the 4th apply piston.

This action moves the apply pin and applies the 2-4 band in

order to obtain fourth gear.

2 3-4 SHIFT ACCUMULATION

2a 3-4 Accumulator Assembly:

3-4 accumulator fluid pressure moves the 3-4 accumulator

piston absorbing some of the initial increase of 4th clutch

apply fluid pressure in order to cushion the 2-4 band apply.

2b Accumulator Valve:

Accumulator fluid forced from the 3-4 accumulator is orificed

to the end of the accumulator valve. This regulates the

exhaust of excess accumulator fluid pressure through the

middle of the valve.

3 TORQUE CONVERTER CLUTCH APPLIED

3a TCC Solenoid Valve:

When operating conditions are appropriate, the PCM

energizes the normally open TCC solenoid valve. This

closes the solenoid, blocks converter feed fluid from

exhausting, and creates enough pressure in the converter

feed fluid circuit at the TCC solenoid valve to shift the

converter clutch valve.

3b Converter Clutch Apply Valve:

The converter clutch valve is shifted into the apply position

allowing release fluid to exhaust from the torque converter

clutch and regulated apply fluid to enter the apply fluid

circuit at the same time. This provides for smooth

engagement of the TCC.

60B

62

TIME

➤

100%

➤

0

25

50

75

TCC (ECCC) LOCK

PERCENT DUTY CYCLE

A

S

TCC (ECCC)

APPLY

FLUID

PRESSURE

DE

B

F

C

TIME

➤

100%

➤

0

25

50

75

TCC (ECCC) APPLY AND ECCC

PERCENT DUTY CYCLE

A

S

TCC (ECCC)

APPLY

FLUID

PRESSURE

D

B

C

TIME

➤

100%

➤

0

25

50

75

TCC (ECCC) APPLY

TCC (ECCC)

APPLY

FLUID

PRESSURE

PERCENT DUTY CYCLE

A

S

B

C

➤➤

➤

➤➤➤

➤➤➤➤➤

➤➤➤➤

➤➤➤

➤

➤➤

➤

➤➤➤

➤➤➤➤➤

➤➤➤➤

➤➤➤

➤

➤➤

➤

➤➤

➤➤➤➤➤

➤➤

➤

➤➤

➤

(Torque Converter Clutch from Released to Applied)

STAGE 1

(S - C)

STAGE 2

(C - D)

STAGE 3

(E - F)

OVERDRIVE RANGE – FOURTH GEAR

RELEASE

APPLY

➤

➤➤➤

➤➤

➤

TORQUE

CONVERTER

ASSEMBLY

#9

➤➤

LINE

➤

LINE (From Pump) ➤➤

AFL

➤

TCC

SOLENOID

N.O.

ON

COOLER

RELEASE

APPLY

EX

➤

4

➤

REG APPLY

BOOST VALVE PRESS REG

EX

TORQUE SIG

➤

EX

CONV FEED

➤

➤➤

REV INPUT

DECREASE

REV INPUT

10

➤

LINE

REGULATED APPLY

➤

EX

CC SIGNAL

9

TCC PWM

SOLENOID

VALVE

N.C.

➤

8

D3

REVERSE INPUT

D2-N.C.

REV-N.O. D3-N.C.

LO-N.O.

D4-N.O.

LO LO

TEMP

SENSOR

➤

TFP

SWITCH

ASSEMBLY

D2

D4D4

➤

CONVERTER CLUTCH VALVE

RELEASE

APPLY

➤

➤➤➤

➤➤

➤

TORQUE

CONVERTER

ASSEMBLY

#9

➤➤

LINE

➤

LINE (From Pump) ➤➤

AFL

➤

TCC

SOLENOID

N.O.

ON

COOLER

RELEASE

APPLY

EX

➤

4

➤

REG APPLY

BOOST VALVE PRESS REG

EX

TORQUE SIG

➤

EX

CONV FEED

➤

➤➤

REV INPUT

DECREASE

REV INPUT

10

➤

LINE

REGULATED APPLY

➤

EX

CC SIGNAL

9

TCC PWM

SOLENOID

VALVE

N.C.

➤

8

D3

REVERSE INPUT

D2-N.C.

REV-N.O. D3-N.C.

LO-N.O.

D4-N.O.

LO LO

TEMP

SENSOR

➤

TFP

SWITCH

ASSEMBLY

D2

D4D4

➤

RELEASE

APPLY

TORQUE

CONVERTER

ASSEMBLY

#9

➤➤

➤

LINE

➤

LINE (From Pump) ➤➤

AFL

➤

TCC

SOLENOID

N.O.

ON

COOLER

RELEASE

APPLY

EX

4

➤

REG APPLY

BOOST VALVE PRESS REG

EX

TORQUE SIG

➤

EX

CONV FEED

➤

➤➤

REV INPUT

DECREASE

REV INPUT

10

➤

LINE

REGULATED APPLY

➤

EX

CC SIGNAL

9

TCC PWM

SOLENOID

VALVE

N.C.

➤

8

D3

REVERSE INPUT

D2-N.C.

REV-N.O. D3-N.C.

LO-N.O.

D4-N.O.

LO LO

TEMP

SENSOR

➤

TFP

SWITCH

ASSEMBLY

D2

D4D4

➤

CONVERTER CLUTCH VALVE

STAGE

3

➤

ISOLATOR VALVE

REG APPLY

ISOLATOR VALVE

REG APPLY

➤

ISOLATOR VALVE

REG APPLY

STAGE

1

➤

STAGE

2

➤

CONVERTER CLUTCH VALVE

Figure 59

OVERDRIVE RANGE – FOURTH GEAR

(Torque Converter Clutch from Released to Applied)

When the powertrain control module (PCM) determines that the

engine and transmission are operating properly to engage the

torque converter clutch (TCC), the PCM energizes the TCC

solenoid valve and regulates the duty cycle of the TCC PWM

solenoid valve. The following events occur in order to apply

the torque converter clutch:

OFF At this time the Torque Converter Clutch is

considered to be disengaged (OFF), TCC solenoid valve

OFF, TCC PWM solenoid valve parked at 90% duty cycle.

PCM decision to apply TCC (see pages 39 and 43, in the

Electrical Components section, for more information).

Stage 1

The PCM immediately decreases the TCC PWM

solenoid valve duty cycle to 0% (from point S to point A)

then pulses the TCC PWM solenoid valve to approximately

25% duty cycle from point B to point C. Actuator feed limit

fluid at the TCC PWM solenoid is “pulsed” into the CC

signal fluid circuit. The CC signal fluid pressure at point C

regulates a line pressure branch which creates regulated apply

fluid. The PCM also energizes the TCC solenoid valve,

blocking converter feed fluid from exhausting through the

solenoid and causing pressure to build up and shift the

converter clutch valve to the apply position. With the converter

clutch valve in the apply position, Release fluid can exhaust

through the valve. This stage is designed to move the converter

clutch valve from the released to the applied position; there is

not enough pressure to apply the TCC.

Stage 2

The TCC PWM solenoid valve duty cycle is ramped

up from point C to point D to approximately 50%. Regulated

apply fluid pressure is now strong enough to cause the converter

apply to occur. Line pressure from the pump enters the regulated

apply circuit at the regulated apply valve. Regulated apply

fluid is routed to the converter clutch valve into the apply fluid

circuit. The pressure value in the regulated apply circuit should

now be high enough to fully apply the TCC pressure plate.

Slip speed should be at the correct value (near “0”).

In vehicles equipped with the Electronically Controlled

Clutch Capacity (ECCC) system, the pressure plate does

not fully lock to the torque converter cover. It is instead

precisely controlled to maintain a small amount of slippage

between the engine and the turbine, reducing driveline

torsional disturbances.

Stage 3 If it is determined by the PCM that it is desirable to

fully lock the TCC, regulated apply fluid pressure is increased.

This is caused by the TCC PWM solenoid valve duty cycle

being increased from point E to point F, to approximately

98%. This extra pressure ensures that the apply force on the

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

above it. TCC plate material is therefore protected from

excessive heat.

Note: The TCC PWM solenoid valve operates independently

from the TCC solenoid valv e. The TCC solenoid valve only

controls w hen the TCC is applied. The TCC PWM solenoid

valve only contr ols how the TCC is applied.

Note: Under normal operating conditions the tor que con verter

clutch is in the released position during first, second and

third gears. However, when the transmission fluid

temperatures exceed appr o ximately 121

°

C (250

°

F), the PCM

will apply the torque converter clutch in second and third

gears to help reduce fluid temperatur es.

62A

COMPLETE HYDRAULIC CIRCUIT

Page 86

63

When the TCC pressure plate is applied, it is held against the

torque converter cover. Since it is splined to the converter

turbine hub, it provides a mechanical coupling (direct drive) of

the engine to the transmission gear sets. This mechanical

coupling eliminates the small amount of slippage that occurs in

the fluid coupling of a torque converter, resulting in a more

efficient transfer of engine torque through the transmission and

to the drive wheels.

ON At this time the Torque Converter Clutch is

considered to be engaged (ON).

PCM decision to release TCC (see pages 39 and 43, in the

Electrical Components section, for more information).

Stage 4 During this stage, the apply fluid pressure from the

regulated apply valve is decreased by the TCC PWM solenoid

valve duty cycle dropping from point G to point H, to

approximately 50%. Reduced CC signal fluid pressure from

the TCC PWM solenoid valve allows orificed regulated apply

fluid to move the regulated apply valve, decreasing the flow

of line fluid feeding the regulated apply circuit. This reduces

the apply force on the TCC pressure plate to the slip threshold.

This gets the TCC pressure plate ready for a smooth release.

Stage 5 The TCC PWM solenoid valve duty cycle is ramped

down to 0% from point H to point I through this stage. This

action allows the regulated apply pressure to start at the slip

threshold, and decrease to near “0” pressure over a very short

time to point I. The regulated apply pressure value from the

TCC regulator apply valve at this duty cycle (point I) should

fully release the TCC pressure plate. Slip speed should be at

the maximum value.

The PCM also de-energizes the TCC

solenoid allowing converter clutch valve spring force to shift

the converter clutch valve to the released position. Release

fluid is now directed back to the torque converter.

Stage 6

The PCM pulses the TCC PWM solenoid valve to a

value of “90”. This stage is designed to prepare the TCC

apply and release system for another apply of the TCC.

OFF At this time the Torque Converter Clutch is

considered to be disengaged (OFF).

(Some PCM calibrations may allow stages 4 - 6 to happen

very rapidly in almost a straight line down from point G to

point K.)

The PCM monitors for high TCC slip for most models.

Excessive slip is recognized by Diagnostic Trouble Code

(DTC) P1870. The transmission must be in hot mode or

experiencing a wide open throttle maneuver in order for the

TCC to be commanded on in second and third gear.

If the PCM detects a continuous open, short to ground, or

short to power in the TCC solenoid valve circuit, then DTC

P0740 will set and the PCM will illuminate the malfunction

indicator lamp (MIL), inhibit TCC operation, inhibit 4th gear

and freeze shift adapts. The DTC P0740 will then be stored

in PCM history.

If the PCM detects low TCC slip when the TCC is commanded

OFF, then DTC P0742 will set and the PCM will illuminate

the malfunction indicator lamp (MIL), increase line pressure

and freeze shift adapts. The DTC P0742 will then be stored

in PCM history.

OVERDRIVE RANGE – FOURTH GEAR

(Torque Converter Clutch from Applied to Released)

Figure 60

➤➤

➤

TIME

➤

100%

➤

0

25

50

75

TCC (ECCC) OFF

PERCENT DUTY CYCLE

A

S

TCC (ECCC)

APPLY

FLUID

PRESSURE

DE

B

H

FG

CIJ

K

TIME

➤

100%

➤

0

25

50

75

TCC (ECCC) RELEASE

PERCENT DUTY CYCLE

A

S

TCC (ECCC)

APPLY

FLUID

PRESSURE

DE

B

H

FG

CI

TIME

➤

100%

➤

0

25

50

75

TCC (ECCC) RELEASE

PERCENT DUTY CYCLE

A

S

TCC (ECCC)

APPLY

FLUID

PRESSURE

DE

B

H

FG

C

;;

;;;;

;

;;

;;;;

;

;;

OVERDRIVE RANGE – FOURTH GEAR

(Torque Converter Clutch from Applied to Released)

STAGE 4

(G - H)

STAGE 5

(H - I)

STAGE 6

(J - K)

➤

RELEASE

APPLY

➤➤

➤

➤➤➤

➤➤

➤

TORQUE

CONVERTER

ASSEMBLY

#9

➤➤

➤

LINE

➤

LINE (From Pump) ➤➤

AFL

➤

TCC

SOLENOID

N.O.

OFF

CONVERTER CLUTCH VALVE

COOLER

RELEASE

APPLY

EX

➤

EX

➤

4

➤

REG APPLY

BOOST VALVE PRESS REG

EX

TORQUE SIG

➤

EX

CONV FEED

➤

➤➤

REV INPUT

DECREASE

REV INPUT

10

➤

LINE

REGULATED APPLY

➤

EX

CC SIGNAL

9

TCC PWM

SOLENOID

VALVE

N.C.

➤

8

D3

REVERSE INPUT

D2-N.C.

REV-N.O. D3-N.C.

LO-N.O.

D4-N.O.

LO LO

TEMP

SENSOR

➤

TFP

SWITCH

ASSEMBLY

D2

D4D4

➤

RELEASE

APPLY

➤➤

➤

➤➤➤

➤➤

➤

TORQUE

CONVERTER

ASSEMBLY

#9

➤➤

➤

➤➤

➤

LINE

➤

LINE (From Pump) ➤➤

AFL

➤

TCC

SOLENOID

N.O.

OFF

COOLER

RELEASE

APPLY

EX

➤

EX

➤

4

➤

REG APPLY

BOOST VALVE PRESS REG

EX

TORQUE SIG

➤

EX

CONV FEED

➤

➤➤

REV INPUT

DECREASE

REV INPUT

10

➤

LINE

REGULATED APPLY

➤

EX

CC SIGNAL

9

TCC PWM

SOLENOID

VALVE

N.C.

➤

8

D3

REVERSE INPUT

D2-N.C.

REV-N.O. D3-N.C.

LO-N.O.

D4-N.O.

LO LO

TEMP

SENSOR

➤

TFP

SWITCH

ASSEMBLY

D2

D4D4

➤

RELEASE

APPLY

➤

➤➤➤

➤➤

➤

TORQUE

CONVERTER

ASSEMBLY

#9

➤➤

➤

LINE

➤

LINE (From Pump) ➤➤

AFL

➤

TCC

SOLENOID

N.O.

ON

COOLER

RELEASE

APPLY

EX

➤

4

➤

REG APPLY

BOOST VALVE PRESS REG

EX

TORQUE SIG

➤

EX

CONV FEED

➤

➤➤

REV INPUT

DECREASE

REV INPUT

10

➤

LINE

REGULATED APPLY

➤

EX

CC SIGNAL

9

TCC PWM

SOLENOID

VALVE

N.C.

➤

8

D3

REVERSE INPUT

D2-N.C.

REV-N.O. D3-N.C.

LO-N.O.

D4-N.O.

LO LO

TEMP

SENSOR

➤

TFP

SWITCH

ASSEMBLY

D2

D4D4

➤

➤CONVERTER CLUTCH VALVE

STAGE

4

➤

STAGE

5

➤

STAGE

6

➤

ISOLATOR VALVE

REG APPLY

ISOLATOR VALVE

REG APPLY

➤

ISOLATOR VALVE

REG APPLY

CONVERTER CLUTCH VALVE

COMPLETE HYDRAULIC CIRCUIT

Page 86

62B

64

➤

➤➤➤

➤

➤➤➤➤

➤➤

➤➤➤

➤

➤➤

➤

➤➤➤➤

➤➤

➤

➤➤

➤

➤➤➤➤

➤➤

➤➤➤

➤➤

➤

➤➤

➤

➤➤➤➤➤➤➤➤➤➤ ➤➤

➤➤➤➤

➤➤➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤➤➤➤➤➤➤

➤

INPUT CLUTCH

HOUSING ASSEMBLY

OVERRUN CLUTCH

➤

➤➤➤

➤➤➤➤

➤ ➤ ➤ ➤ ➤➤➤ ➤ ➤

➤➤

LINE

➤

➤➤

➤➤ ➤

LINE (From Pump)

FORWARD CLUTCH FEED

➤

➤➤

➤

FWD CL FEED

➤

D4

FORWARD CLUTCH FEED

FWD CL FD FWD CL FD

D4

TORQUE SIGNAL

1-2 SIGNAL

3-4 ACC

2ND

D4

1-2 SIGNAL

3-4 SIG

3-4 SIGNAL

3-4 CL

3-4 CLUTCH

3RD ACC

4TH

OVERRUN CL FD

OVERRUN CL

SERVO FEED

SERVO FD

ACTUATOR FEED LIMIT

4TH SIG

2ND

2ND CL2ND CL

2ND CL

2ND CL 3-4 CL 2ND

2ND 2ND

3-4 ACC

3-4 CL 3-4 CL

ACCUM

3-4 CLUTCH

AFL

2ND CL

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤➤

➤

➤➤➤

➤

➤➤ ➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤ ➤ ➤➤➤➤➤ ➤

➤

REAR LUBE

➤

4TH SIGNAL

4TH

4TH SIGNAL

➤

3-4 ACCUM

➤

#5 ORIFICE CONTROLLED EXHAUST

OVERDRIVE RANGE – 4-3 DOWNSHIFT

(Torque Converter Clutch Released)

➤

EX

3-4 RELAY 4-3 SEQUENCE VALVE

EXORF EX 5

67

3-4 ACCUM

4TH

OVERRUN CL FD

OVERRUN CL

SERVO FEED

SERVO FD

2ND

➤

4TH SIG

EX

3-4 RELAY

EXORF EX 5

67

4-3 SEQUENCE VALVE

TCC

SOLENOID

N.O.

OFF

CONVERTER CLUTCH VALVE

COOLER

RELEASE

APPLY

EX

➤

EX

➤

4

➤

REG APPLY

BOOST VALVE PRESS REG

EX

TORQUE SIG

➤

EX

CONV FEED

➤

➤➤

REV INPUT

DECREASE

REV INPUT

10

LINE

REGULATED APPLY

➤

EX

CC SIGNAL

9

TCC PWM

SOLENOID

VALVE

N.C.

➤

8

ACTUATOR FEED LIMIT

EX

AFL

LINE

FILTER (50)

➤

➤➤

➤

EX

PRESSURE

CONTROL

SOLENOID

VALVE

32

24

LINE

D4

REVERSE

PR

D3

D2

LO

D2

D3

LO

FWD CL FEED

REV INPUT

LINE

PRESSURE

TAP

➤

D2-N.C.

REV-N.O.

D3-N.C.

LO-N.O.

D4-N.O.

TEMP

SENSOR

➤

TFP

SWITCH

ASSEMBLY

➤

FORWARD CLUTCH

ACCUMULATOR

EX

PRND321

EX

MANUAL VALVE

➤

#12

22

➤

EX

FORWARD ABUSE

LO/1ST

AFL

1-2 SIG

AFL

FILTER

(49)

➤

➤➤➤ ➤

➤

AFL

25

26

27

29

EX

D2

OVERRUN

D3

2ND

EX

2-3 SIGNAL

3-4 ACC

➤

2-3 SHIFT

SOLENOID

VALVE

N.O.

OFF

LO

D4

D4-3-2

2ND

EX

1-2 SHIFT

SOLENOID

VALVE

N.O.

OFF

28

1-2 SHIFT VALVE

2-3 SHUTTLE 2-3 SHIFT VALVE

14

3-4 CLUTCH

3RD ACCUMULATOR

EX

3-2 SIGNAL

➤

#2

12

➤

#4

13

➤

➤➤➤

➤➤

EX

#7

11 3RD ACCUM

➤

2ND & 4TH

SERVO

11

4TH

EX

➤

#1

18

➤

3-4 ACCUMULATOR

1-2 ACCUMULATOR

19

EX

ORF ACC

➤

D3

EX

3-4 SIGNAL

4TH SIG

3-4 SHIFT VALVE

EX

➤

30

EX

ACCUM

31

➤

ACCUM VALVE

#8

16

➤

1d

1c

2a

3a

3b

1a

1b

2b

3-2 DOWNSHIFT

3-2 CONTROL

3-2

CONTROL

SOLENOID

VALVE

N.C.

ON

➤

ISOLATOR VALVE

REG APPLY

Figure 61

OVERDRIVE RANGE – 4-3 DOWNSHIFT

(Torque Converter Clutch Released)

64A

COMPLETE HYDRAULIC CIRCUIT

Page 88

1-2 SHIFT 2-3 SHIFT REVERSE FORWARD

SOLENOID SOLENOID 2-4 INPUT OVERRUN FORWARD SPRAG CL. 3-4 LO-ROLLER LO/REV

VALVE VALVE BAND CLUTCH CLUTCH CLUTCH ASSEMBLY CLUTCH CLUTCH CLUTCH

OFF OFF APPLIED HOLDING APPLIED

A forced 4-3 downshift in Overdrive range occurs by increasing

the throttle valve angle (percentage of accelerator pedal travel or

throttle position) while the vehicle is operating in Fourth gear. A

4-3 downshift can also occur when the vehicle is decelerating

during coast conditions or when load on the vehicle is increased.

Also, if the TCC is applied in Fourth gear it will release prior to

the transmission making a 4-3 downshift. Under normal operat-

ing conditions the PCM will keep the converter clutch released in

Third gear. The TCC also releases under minimum and heavy

throttle conditions. Figure 61 shows the TCC PWM solenoid

valve de-energized and the TCC released. Refer to pages 62A

and 62B for descriptions of the torque converter clutch hydraulic

and electrical circuits during release and apply.

A 4-3 downshift occurs when the PCM receives the appropriate

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

1-2 shift solenoid (SS) valve (opens the ground path of the

circuit). During a 4-3 downshift, the following changes occur to

the hydraulic system:

1 2-4 BAND RELEASES

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

De-energized by the PCM, the normally open solenoid opens

and 1-2 signal fluid exhausts through the solenoid.

1b 3-4 Shift Valve:

With the 1-2 signal fluid pressure exhausted, the spring

force moves the valve into the downshifted position. In this

position, the valve blocks the 3-4 signal fluid and the 4th

signal fluid exhausts past the valve.

1c 3-4 Relay Valve and 4-3 Sequence Valve:

Actuator feed limit fluid pressure and spring force move the

3-4 shift valve to the downshifted position. This blocks 4th

clutch feed at the 3-4 shift valve and opens the 4th clutch

fluid circuit to an orificed exhaust.

1d 2nd & 4th Servo:

The 4th fluid exhausts from the 4th apply piston in the servo

assembly. The apply pin spring moves the 4th apply piston

and the apply pin in order to release the band from the

reverse input drum and shift the transmission into third gear.

2 SHIFT ACCUMULATION

2a 3-4 Accumulator Assembly:

The 3-4 accumulator fluid exhausts from the 3-4 accumulator

piston. The orificed accumulator fluid pressure and the

spring force move the piston into a third gear position.

2b Accumulator Valve:

Biased by torque signal fluid pressure and spring force, the

accumulator valve regulates the D4 fluid into the accumulator

fluid circuit.

3 TORQUE CONVERTER

3a TCC PWM Solenoid Valve:

The PCM de-energizes the TCC solenoid valve, and operates

the duty cycle of the TCC PWM solenoid valve to release

the converter clutch for a smooth disengagement, prior to

initiating the 4-3 downshift.

3b TCC Solenoid Valve:

The TCC solenoid valve is de-energized by the PCM. This

causes converter feed fluid pressure to exhaust through the

solenoid and allows the converter clutch valve to shift to the

release position.

65

➤

➤➤

➤

➤ ➤➤

➤

➤➤➤

➤

➤➤

➤

INPUT CLUTCH

HOUSING ASSEMBLY

OVERRUN CLUTCH

LINE

➤

➤➤

➤➤ ➤

LINE (From Pump)

FORWARD CLUTCH FEED

➤

➤➤

➤

FWD CL FEED

➤

D4

FORWARD CLUTCH FEED

FWD CL FD FWD CL FD

D4

TORQUE SIGNAL

1-2 SIGNAL

3-4 ACC

2ND

D4

1-2 SIGNAL

3-4 SIG

3-4 SIGNAL

3-4 CL

3-4 CLUTCH

3RD ACC

4TH

OVERRUN CL FD

OVERRUN CL

SERVO FEED

SERVO FD

ACTUATOR FEED LIMIT

4TH SIG

2ND

2ND CL2ND CL

2ND CL

2ND CL 3-4 CL 2ND

2ND 2ND

3-4 ACC

3-4 CL 3-4 CL

ACCUM

3-4 CLUTCH

AFL

2ND CL

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤➤

➤

➤➤➤

➤

➤➤ ➤

➤

➤➤

➤

REAR LUBE

➤

4TH SIGNAL

4TH

4TH SIGNAL

➤

3-4 ACCUM

➤

EX

3-4 RELAY 4-3 SEQUENCE VALVE

EXORF EX 5

67

TCC

SOLENOID

N.O.

OFF

CONVERTER CLUTCH VALVE

COOLER

RELEASE

APPLY

EX

➤

EX

➤

4

➤

REG APPLY

BOOST VALVE PRESS REG

EX

TORQUE SIG

➤

EX

CONV FEED

➤

➤➤

REV INPUT

DECREASE

REV INPUT

10

LINE

REGULATED APPLY

➤

EX

CC SIGNAL

9

TCC PWM

SOLENOID

VALVE

N.C.

➤

8

ACTUATOR FEED LIMIT

EX

AFL

LINE

FILTER (50)

➤

➤➤

➤

EX

PRESSURE

CONTROL

SOLENOID

VALVE

32

24

LINE

D4

REVERSE

PR

D3

D2

LO

D2

D3

LO

FWD CL FEED

REV INPUT

LINE

PRESSURE

TAP

➤

D2-N.C.

REV-N.O.

D3-N.C.

LO-N.O.

D4-N.O.

TEMP

SENSOR

➤

TFP

SWITCH

ASSEMBLY

➤

FORWARD CLUTCH

ACCUMULATOR

EX

PRND321

EX

MANUAL VALVE

➤

#12

22

➤

EX

FORWARD ABUSE

LO/1ST

AFL

1-2 SIG

AFL FILTER

(49)

➤

➤➤➤ ➤

➤

AFL

25

26

27

29

EX

D2

OVERRUN

D3

2ND

EX

2-3 SIGNAL

3-4 ACC

➤

2-3 SHIFT

SOLENOID

VALVE

N.O. ON

LO

D4

D4-3-2

2ND

EX

1-2 SHIFT

SOLENOID

VALVE

N.O. OFF

28

1-2 SHIFT VALVE

2-3 SHUTTLE 2-3 SHIFT VALVE

14

3-4 CLUTCH

3RD ACCUMULATOR

EX

3-2 SIGNAL

➤

#2

12

#4

13

EX

#7

11 3RD ACCUM

➤

2ND & 4TH

SERVO

11

4TH

EX

#1

18

➤

3-4 ACCUMULATOR

1-2 ACCUMULATOR

19

EX

ORF ACC

➤

D3

EX

3-4 SIGNAL

4TH SIG

3-4 SHIFT VALVE

EX

➤➤➤➤➤➤

➤➤➤➤➤➤➤

➤➤

➤

➤➤

➤➤ ➤➤

➤

➤➤

➤

➤➤➤➤➤

➤➤➤➤➤➤➤

➤➤

➤

➤➤➤➤➤➤➤➤ ➤➤

➤➤

➤

➤➤➤➤➤➤➤➤➤➤➤➤ ➤➤➤➤➤➤➤➤➤ ➤ ➤ ➤ ➤➤➤➤➤

➤➤ ➤

➤➤

➤

➤➤➤➤➤➤➤ ➤➤➤➤

➤➤➤

➤

30

EX

ACCUM

31

➤

ACCUM VALVE

#8

16

➤

1c

1b

2a

1f

1g

1a

1e

1d

2b

1c

➤

3-2 DOWNSHIFT

OVERDRIVE RANGE – 3-2 DOWNSHIFT

HIGH SPEED

CONTROLLED 3RD ACCUMULATOR EXHAUST

1e

ACTUATOR FEED LIMIT

14

3-4 CLUTCH

3RD ACCUMULATOR

EX

3-2 SIGNAL

➤

3-2

CONTROL

SOLENOID

VALVE

N.C.

ON

➤

3-2 CONTROL

3-2

CONTROL

SOLENOID

VALVE

N.C.

OFF

ISOLATOR VALVE

REG APPLY

OVERDRIVE RANGE – 3-2 DOWNSHIFT

Figure 62

COMPLETE HYDRAULIC CIRCUIT

Page 90

1-2 SHIFT 2-3 SHIFT REVERSE FORWARD

SOLENOID SOLENOID 2-4 INPUT OVERRUN FORWARD SPRAG CL. 3-4 LO-ROLLER LO/REV

VALVE VALVE BAND CLUTCH CLUTCH CLUTCH ASSEMBLY CLUTCH CLUTCH CLUTCH

OFF ON APPLIED APPLIED HOLDING

A forced 3-2 downshift occurs by increasing throttle valve angle

(percentage of accelerator pedal travel or throttle position) while

the vehicle is operating in Third gear. As with a 4-3 downshift,

a 3-2 downshift can also occur when the vehicle is decelerating

during coast conditions or when load on the vehicle increases.

A 3-2 downshift occurs when the PCM receives the appropriate

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

2-3 shift solenoid (SS) valve (open the ground path of the cir-

cuit). During a 3-2 downshift, the following changes occur to

the hydraulic system:

1 3-4 CLUTCH RELEASED

1a 2-3 Shift Solenoid (SS) Valve:

The 2-3 SS valve is energized (ON) blocking 2-3 signal

fluid from exhausting through the solenoid. This creates

pressure in the 2-3 signal fluid circuit.

1b 2-3 Shift Valve and 2-3 Shuttle Valve:

The 2-3 signal fluid pressure moves both valves to the

downshifted position. This causes the following changes.

•The AFL fluid is blocked from the D432 fluid circuit

causing the D432 fluid to exhaust past the 2-3 shuttle

valve.

•The 2nd fluid is blocked from feeding the 3-4 signal

fluid circuit and is routed into the servo feed fluid

circuit.

•The 3-4 signal fluid is exhausted past the valve. The

3-4 clutch fluid and the 3rd accumulator fluid also

exhaust.

1c 2nd & 4th Servo:

The 3rd accumulator fluid exhausts from the servo assembly.

The 2nd clutch fluid pressure moves the 2nd apply piston

against the servo return spring force in order to move the

apply pin and apply the 2-4 band.

1d 3-4 Shift Valve:

The 3-4 signal fluid pressure exhausts from the 3-4 shift

valve.

1e 3-2 Control Solenoid Valve and 3-2 Control Valve:

These components are used to increase the exhaust rate of

3rd accumulator fluid, as needed, depending on the vehicle

speed. The 3-2 control solenoid valve is a normally closed

On/Off solenoid controlled by the PCM. The PCM controls

the solenoid state during a 3-2 downshift according to

vehicle speed.

1f 3-2 Downshift Valve:

The 3-4 clutch fluid exhausts from the valve and the spring

force moves the valve into the second gear position.

1g 3rd Accumulator Ball Check Valve (#2):

The exhausting 3rd accumulator fluid seats the #2 ball check

valve and is forced through orifice #12. This fluid exhausts

through the 3-4 clutch and the 3-4 signal fluid circuits and

past the 2-3 shift valve. Orifice #12 slows the exhaust of the

3rd accumulator fluid and delays the 2-4 band apply rate.

2 2-4 BAND APPLIED

2a 3rd Accumulator:

3rd accumulator fluid pressure and 3rd accumulator spring

force move the 3rd accumulator piston to a Second gear

position.

2b Accumulator Valve:

The 3rd accumulator fluid circuit is supplied by accumulator

fluid through the orifice opposite the #5 ball check valve.

The accumulator valve regulates drive fluid into the

accumulator circuit.

64B

66

INPUT HOUSING

& SHAFT ASSEMBLY

(621)

OUTPUT

SHAFT

(687)

SPEED SENSOR

ROTOR

(699)

REACTION

INTERNAL

GEAR

(684)

FORWARD SPRAG

ASSEMBLY

(642)

HOLDING

OVERRUN

CLUTCH HUB

(639)

FORWARD CLUTCH

OUTER RACE

(644)

FORWARD SPRAG CLUTCH

INNER RACE AND

INPUT SUN GEAR

ASSEMBLY

(640)

INPUT CARRIER

ASSEMBLY

(662)

INPUT

INTERNAL

GEAR

(664)

REACTION

CARRIER

SHAFT

(666)

FORWARD

CLUTCH

APPLIED 3-4

CLUTCH

APPLIED

OVERRUN

CLUTCH

APPLIED

➤➤➤

➤

POWER TO

TORQUE

CONVERTER

(1)

FOR ENGINE

BRAKING

1

POWER FROM

DIFFERENTIAL

ASSEMBLY

4

OVERRUN

CLUTCH

APPLIED

3

FORWARD SPRAG

ASSEMBLY

(642)

HOLDING

5

FORWARD

CLUTCH

APPLIED

2

3-4

CLUTCH

APPLIED

MANUAL THIRD – THIRD GEAR

(from Overdrive Range – Fourth Gear)

Figure 63

MANUAL THIRD – THIRD GEAR

(from Overdrive Range – Fourth Gear)

66A

Drive Range – Manual Third (D) is available to the driver when

vehicle operating conditions make it desirable to use only three

gear ratios. These conditions include city driving [where speeds

are generally below 72 km/h (45 mph)], towing a trailer, or

driving in hilly terrain. Manual Third also provides for engine

compression braking when descending slight grades and can be

used to retain Third gear when ascending slight grades for addi-

tional engine performance. Manual Third is also referred to as

Drive Range because it has a 1:1 direct drive gear ratio available

through the transmission gear sets.

In Manual Third, the transmission can upshift and downshift

between First, Second and Third gears in the same manner as

Overdrive Range. However, the transmission is prevented from

shifting into Fourth gear while operating in this gear selector

position. If the transmission is in Overdrive Range – Fourth

Gear when Manual Third is selected, the transmission will im-

mediately shift into Third gear.

Note: Transfer of engine torque during acceleration is identical

to Overdrive Range – Third Gear (refer to page 58A). The

power flow in Figure 63 and the following text describes condi-

tions during deceleration (zero or minimum throttle conditions)

and how engine compression braking is achieved.

Vehicle speed provides the torque input to the transmission

through the drive shaft and transmission output shaft (687).

This is shown by the direction of the power flow arrows in the

drawing at the top of Figure 63. Notice that this flow is identical

to Overdrive Range – Third Gear except that the arrows are in

the opposite direction.

1 Power From the Differential Assembly

Power flow is transferred back through the transmission

from the output shaft to the input clutch housing (621). Each

of the component’s function and rotation direction is the

same as during acceleration (compare Figures 55 and 63).

2 3-4 Clutch Applied

The 3-4 clutch is applied and power from the output shaft

travels to the input housing.

3 Forward Sprag Assembly Holding

Power from the output shaft also travels through the forward

sprag clutch inner race and input sun gear assembly (640) to

the forward sprag assembly (642). The inner race of the

forward sprag assembly is attached to the overrun clutch

hub. The inner race is held when the overrun clutch is applied,

and the outer race is held with the forward clutch applied.

4 Overrun Clutch Applied

With the overrun clutch applied, power from vehicle speed

is prevented from overrunning the forward sprag clutch when

the throttle is released. This power is transferred back through

the overrun clutch and to the engine, thereby allowing engine

compression to slow the vehicle when the throttle is released.

5 Forward Clutch Applied

The forward clutch is applied but is only effective in a coast

condition because the overrun clutch is applied.

In Manual Third range – First and Second gears, the forward

sprag assembly overruns and engine compression braking is not

available. First and Second gears operate the same as in Over-

drive Range, except for the overrun clutch being applied, and the

vehicle is allowed to coast freely when the throttle is released. To

obtain increased engine compression braking at slower speeds,

the gear selector must be moved to the Manual Second position.

1-2 SHIFT 2-3 SHIFT REVERSE FORWARD

SOLENOID SOLENOID 2-4 INPUT OVERRUN FORWARD SPRAG CL. 3-4 LO-ROLLER LO/REV

VALVE VALVE BAND CLUTCH CLUTCH CLUTCH ASSEMBLY CLUTCH CLUTCH CLUTCH

OFF OFF APPLIED APPLIED HOLDING APPLIED

67

MANUAL THIRD – THIRD GEAR

(from Overdrive Range – Fourth Gear)

COMPLETE HYDRAULIC CIRCUIT

Page 92

Figure 64

➤

➤➤➤➤

➤➤

➤

➤➤

➤

➤➤➤➤

➤➤

➤➤➤

➤➤

➤

➤➤

➤

➤➤➤➤➤➤➤➤➤➤ ➤➤

➤➤➤➤

➤➤➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤➤➤➤➤➤➤

➤

INPUT CLUTCH

HOUSING ASSEMBLY

OVERRUN CLUTCH

OVERRUN CLUTCHOVERRUN CLUTCH

➤

➤➤➤➤

➤ ➤➤➤➤➤➤ ➤ ➤

➤➤

LINE

➤

➤➤

➤➤ ➤

LINE (From Pump)

FORWARD CLUTCH FEED

➤

➤➤

➤

FWD CL FEED

➤

D4

FWD CL FEED

FWD CL FD FWD CL FD

D4

TORQUE SIGNAL

1-2 SIGNAL

3-4 ACC

2ND

D4

1-2 SIG

3-4 SIG

3-4 SIGNAL

3-4 CL

3-4 CLUTCH

3RD ACC

4TH

OVERRUN CL FD

OVERRUN CL

SERVO FEED

SERVO FD

ACTUATOR FEED LIMIT

4TH SIG

2ND

2ND CL2ND CL

2ND CL

2ND CL 3-4 CL 2ND

2ND 2ND

3-4 ACC

3-4 CL 3-4 CL

ACCUM

3-4 CLUTCH

AFL

2ND CL

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤➤ ➤

➤

➤➤➤

➤

➤➤ ➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤ ➤ ➤➤➤➤➤ ➤

➤

REAR LUBE

➤

4TH SIGNAL

4TH

4TH SIGNAL

➤

3-4 ACCUM

➤

MANUAL THIRD – THIRD GEAR

(from Overdrive Range – Fourth Gear)

➤

EX

3-4 RELAY 4-3 SEQUENCE VALVE

EXORF EX 5

67

TCC

SOLENOID

N.O.

OFF

CONVERTER CLUTCH VALVE

COOLER

RELEASE

APPLY

EX

➤

EX

➤

4

➤

REG APPLY

BOOST VALVE PRESS REG

EX

TORQUE SIG

➤

EX

CONV FEED

➤

➤➤

REV INPUT

DECREASE

REV INPUT

10

LINE

REGULATED APPLY

➤

EX

CC SIGNAL

9

TCC PWM

SOLENOID

VALVE

N.C.

➤

8

ACTUATOR FEED LIMIT

EX

AFL

LINE

FILTER (50)

➤

➤➤

➤

EX

PRESSURE

CONTROL

SOLENOID

VALVE

32

24

LINE

D4

REVERSE

PR

D3

D2

LO

D2

D3

LO

FWD CL FEED

REV INPUT

LINE

PRESSURE

TAP

➤

➤➤➤

➤

➤➤➤➤

➤

➤➤

D2-N.C.

REV-N.O.

D3-N.C.

LO-N.O.

D4-N.O.

TEMP

SENSOR

➤

TFP

SWITCH

ASSEMBLY

➤

FORWARD CLUTCH

ACCUMULATOR

EX

PRND321

EX

MANUAL VALVE

➤

#12

22

➤

EX

FORWARD ABUSE

LO/1ST

AFL

1-2 SIG

AFL

FILTER

(49)

➤

➤➤

➤

➤➤ ➤

➤

AFL

25

26

27

29

EX

D2

OVERRUN

D3 D3 D3

EX

2-3 SIGNAL

3-4 ACC

➤

2-3 SHIFT

SOLENOID

VALVE

N.O.

OFF

LO

D4

D4-3-2

2ND

EX

1-2 SHIFT

SOLENOID

VALVE

N.O.

OFF

28

1-2 SHIFT VALVE

2-3 SHUTTLE 2-3 SHIFT VALVE

14

3-4 CLUTCH

3RD ACCUMULATOR

EX

3-2 SIGNAL

➤

#2

12

➤

#4

13

➤

➤➤➤

➤➤

EX

#7

11 3RD ACCUM

➤

2ND & 4TH

SERVO

11

4TH

EX

➤

#1

18

➤

3-4 ACCUMULATOR

1-2 ACCUMULATOR

19

EX

ORF ACC

➤

D3

EX

3-4 SIGNAL

4TH SIG

3-4 SHIFT VALVE

EX

➤

30

EX

ACCUM

31

➤

ACCUM VALVE

#8

16

➤

2c

2b

2a

1c

3a

4a

4b

1a

1b

3b 1d

#6

ORF D2

#5

20

➤➤

➤

EX

➤

➤➤➤➤➤

➤➤➤

➤

➤➤

➤

➤➤

21

➤

3-2 DOWNSHIFT

3-2 CONTROL

3-2

CONTROL

SOLENOID

VALVE

N.C.

ON

➤

ISOLATOR VALVE

REG APPLY

1-2 SHIFT 2-3 SHIFT REVERSE FORWARD

SOLENOID SOLENOID 2-4 INPUT OVERRUN FORWARD SPRAG CL. 3-4 LO-ROLLER LO/REV

VALVE VALVE BAND CLUTCH CLUTCH CLUTCH ASSEMBLY CLUTCH CLUTCH CLUTCH

OFF OFF APPLIED APPLIED HOLDING APPLIED

Drive Range – Manual Third may be selected at any time while

the vehicle is being operated in a forward gear range. However,

the transmission's hydraulic system prevents the transmission

from shifting into Fourth gear regardless of PCM control. When

the gear selector lever is moved to Drive Range (D) from Over-

drive Range D , the manual valve also moves. Changes to the

hydraulic and electrical systems are as follows:

1 FOURTH GEAR PREVENTED

1a Manual Valve:

The gear selector lever, selector shaft and manual valve are

moved to Manual Third (D) position.

1b Transmission Fluid Pressure (TFP) Manual Valve

Position Switch:

D3 fluid is routed to the TFP manual valve position switch

and opens the normally closed D3 fluid pressure switch.

1c 2-3 Shift Valve Train:

With the 2-3 SS valve de-energized and open, AFL fluid

acting on the 2-3 shift valve holds both valves in the upshifted

position. D3 fluid feeds the overrun fluid circuit through

the 2-3 shift valve.

1d 3-4 Shift Valve:

D3 fluid pressure assists spring force to keep the valve in

the downshifted position. This blocks 3-4 signal fluid and

allows the 4th signal fluid circuit to exhaust. Therefore fourth

gear is hydraulically prevented.

2 OVERRUN CLUTCH APPLIES

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

When manual third is selected, the PCM de-energizes the

1-2 SS valve to immediately downshift the transmission

into third gear.

2b 3-4 Relay Valve and 4-3 Sequence Valve:

4th signal fluid pressure is exhausted. Overrun clutch feed

fluid pressure assists spring force and closes both valves

allowing it to fill the overrun clutch fluid circuit.

2c 2nd & 4th Servo:

The 4th fluid exhausts from the 4th apply piston in the servo

assembly. The apply pin spring moves the 4th apply piston

and the apply pin in order to release the band from the

reverse input drum and shift the transmission into third gear.

3 SHIFT ACCUMULATION – Same as 4-3 Downshift

4 TORQUE CONVERTER

4a TCC PWM Solenoid Valve:

The PCM de-energizes the TCC solenoid valve, and operates

the duty cycle of the TCC PWM solenoid valve to release

the converter clutch for a smooth disengagement, prior to

initiating the 4-3 downshift.

4b TCC Solenoid Valve:

The TCC solenoid valve is de-energized by the PCM. This

causes converter feed fluid pressure to exhaust through the

solenoid and allows the converter clutch valve to shift to the

release position.

66B

68

INPUT HOUSING

& SHAFT ASSEMBLY

(621)

OUTPUT

SHAFT

(687)

SPEED SENSOR

ROTOR

(699)

REACTION

INTERNAL

GEAR

(684)

FORWARD SPRAG

ASSEMBLY

(642)

HOLDING

OVERRUN

CLUTCH HUB

(639)

FORWARD CLUTCH

OUTER RACE

(644)

FORWARD SPRAG CLUTCH

INNER RACE AND

INPUT SUN GEAR

ASSEMBLY (640)

INPUT CARRIER

ASSEMBLY

(662)

INPUT

INTERNAL

GEAR

(664)

REACTION

CARRIER

SHAFT

(666)

SERVO

ASSEMBLY

APPLIED

2-4 BAND

ASSEMBLY

(602)

APPLIED

REVERSE INPUT

CLUTCH HOUSING

(605)

HELD

REACTION

SUN SHELL

(670)

HELD

REACTION

SUN GEAR

(673)

HELD

LOW AND REVERSE

CLUTCH PLATE

ASSEMBLY

(682)

REACTION

CARRIER

ASSEMBLY

(681)

MAIN

CASE

(103)

FORWARD

CLUTCH

APPLIED

OVERRUN

CLUTCH

APPLIED

➤➤

➤

POWER TO

TORQUE

CONVERTER

(1)

FOR ENGINE

BRAKING

1

POWER FROM

DIFFERENTIAL

ASSEMBLY

2

2-4 BAND

ASSEMBLY

(602)

APPLIED

5

FORWARD

SPRAG

ASSEMBLY

(642)

HOLDING

4

FORWARD

CLUTCH

APPLIED

3

OVERRUN

CLUTCH

APPLIED

MANUAL SECOND – SECOND GEAR

(from Manual Third – Third Gear)

Figure 65

MANUAL SECOND – SECOND GEAR

(from Manual Third – Third Gear)

68A

1-2 SHIFT 2-3 SHIFT REVERSE FORWARD

SOLENOID SOLENOID 2-4 INPUT OVERRUN FORWARD SPRAG CL. 3-4 LO-ROLLER LO/REV

VALVE VALVE BAND CLUTCH CLUTCH CLUTCH ASSEMBLY CLUTCH CLUTCH CLUTCH

OFF ON APPLIED APPLIED APPLIED HOLDING

Manual Second (2) gear range is available to the driver when

vehicle operating conditions make it desirable to use only two gear

ratios. These conditions include descending a steep grade when

engine compression braking is needed, or to retain second gear

when ascending a steep grade for additional engine performance.

In Manual Second, the transmission can upshift and downshift

between First and Second gear but is prevented from shifting

into Third or Fourth gear. If the transmission is in Third or

Fourth gear when Manual Second is selected, the transmission

will shift immediately into Second gear.

Note:

First gear in the Manual Second gear selector position

is only available on some models at low speeds and under

heavy throttle.

Note: Transfer of engine torque during acceleration is identical

to Overdrive Range – Second Gear (refer to page 56A) to obtain

an approximate gear ratio reduction of 1.63:1 through the trans-

mission gear sets. The power flow in Figure 65 and the follow-

ing text describes conditions during deceleration (zero or mini-

mum throttle) and how engine compression braking is achieved.

Vehicle speed provides the torque input to the transmission

through the drive shaft and transmission output shaft (687).

This is shown by the direction of the power flow arrows in the

drawing at the top of Figure 65. Notice that this flow is identi-

cal to Overdrive Range – Second Gear except that the arrows

are in the opposite direction.

1 Power From the Differential Assembly

Vehicle speed attempts to drive the input carrier (662) faster

than engine speed is driving the input housing and shaft

assembly (621).

2 2-4 Band Assembly Applied

The 2-4 band is applied and holds the reverse input clutch

housing which is tanged to the reaction sun shell. The reaction

sun gear is splined to the reaction shell and is held by the 2-4

band. Power from the differential travels through the reaction

carrier and back to the input carrier to create second gear

reduction for engine compression braking.

3 Overrun Clutch Applied

With the overrun clutch applied, power from vehicle speed is

prevented from overrunning the forward sprag clutch when

the throttle is released. This power is transferred back through

the overrun clutch and to the engine, thereby allowing engine

compression to slow the vehicle when the throttle is released.

4 Forward Clutch Applied

The forward clutch is applied but only effective in a coast

condition because the overrun clutch is applied.

5 Forward Sprag Assembly Holding

Power from the output shaft also travels through the forward

sprag clutch inner race and input sun gear assembly to the

forward sprag assembly. The inner race of the forward sprag

assembly is attached to the overrun clutch hub. The inner

race is held when the overrun clutch is applied, and the

outer race is held with the forward clutch applied.

The overrun clutch remains applied in Manual Second – First

Gear to provide engine compression braking.

69

MANUAL SECOND – SECOND GEAR

(from Manual Third – Third Gear)

➤

➤➤

➤

➤➤➤➤➤➤

➤➤➤➤➤➤➤

➤➤

➤

➤➤

➤➤ ➤➤

➤

➤➤

➤

➤➤➤➤➤

➤➤➤➤➤➤➤

➤➤

➤

➤➤➤➤➤➤➤➤ ➤➤

➤➤

➤

➤➤➤➤➤➤➤➤➤➤➤➤ ➤➤➤➤➤➤➤➤➤➤➤➤ ➤➤➤➤➤

➤➤ ➤

➤➤

➤

➤➤➤➤➤➤➤ ➤➤➤➤

➤➤➤

➤

➤➤

➤

➤➤➤ ➤

➤➤

➤

➤➤➤➤➤ ➤

➤

➤➤

➤

INPUT CLUTCH

HOUSING ASSEMBLY

OVERRUN CLUTCH

OVERRUN CLUTCHOVERRUN CLUTCH

➤➤

LINE

➤

➤➤

➤➤ ➤

LINE (From Pump)

FORWARD CLUTCH FEED

➤

➤➤

➤

FWD CL FEED

➤

D4

FWD CL FEED

FWD CL FD FWD CL FD

D4

TORQUE SIGNAL

1-2 SIGNAL

3-4 ACC

2ND

D4

1-2 SIG

3-4 SIG

3-4 SIGNAL

3-4 CL

3-4 CLUTCH

3RD ACC

4TH

OVERRUN CL FD

OVERRUN CL

SERVO FEED

SERVO FD

ACTUATOR FEED LIMIT

4TH SIG

2ND

2ND CL

2ND CL 3-4 CL 2ND

2ND 2ND

3-4 ACCUM

3-4 CL 3-4 CL

ACCUM

3-4 CLUTCH

AFL

2ND CL

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤➤

➤

➤➤➤

➤

➤➤ ➤

➤

➤➤

➤

REAR LUBE

➤

4TH SIGNAL

3-4 ACCUM

MANUAL SECOND – SECOND GEAR

(from Manual Third – Third Gear)

➤

EX

3-4 RELAY 4-3 SEQUENCE VALVE

EXORF EX 5

67

TCC

SOLENOID

N.O.

OFF

CONVERTER CLUTCH VALVE

COOLER

RELEASE

APPLY

EX

➤

EX

➤

4

➤

REG APPLY

BOOST VALVE PRESS REG

EX

TORQUE SIG

➤

EX

CONV FEED

➤

➤➤

REV INPUT

DECREASE

REV INPUT

10

LINE

REGULATED APPLY

➤

EX

CC SIGNAL

9

TCC PWM

SOLENOID

VALVE

N.C.

➤

8

ACTUATOR FEED LIMIT

EX

AFL

LINE

FILTER (50)

➤

➤➤

➤

EX

PRESSURE

CONTROL

SOLENOID

VALVE

32

24

LINE

D4

REVERSE

PR

D3

D2

LO

D2

D3

LO

FWD CL FEED

REV INPUT

LINE

PRESSURE

TAP

➤

➤➤➤

➤

➤➤➤➤

➤

➤➤

➤

D2-N.C.

REV-N.O.

D3-N.C.

LO-N.O.

D4-N.O.

TEMP

SENSOR

➤

TFP

SWITCH

ASSEMBLY

➤

FORWARD CLUTCH

ACCUMULATOR

EX

PRND321

EX

MANUAL VALVE

➤

#12

22

➤

EX

FORWARD ABUSE

LO/1ST

AFL

1-2 SIG

AFL FILTER

(49)

➤

➤➤

➤

➤➤ ➤

➤

AFL

25

26

27

29

EX

D2

OVERRUN

D3 D3 D3

EX

2-3 SIGNAL

3-4 ACC

➤

2-3 SHIFT

SOLENOID

VALVE

N.O. ON

LO

D4

D4-3-2

2ND

EX

1-2 SHIFT

SOLENOID

VALVE

N.O. OFF

28

1-2 SHIFT VALVE

2-3 SHUTTLE 2-3 SHIFT VALVE

14

3-4 CLUTCH

3RD ACCUMULATOR

EX

3-2 SIGNAL

➤

#2

12

#4

13

EX

#7

#1

18

➤

3-4 ACCUMULATOR

1-2 ACCUMULATOR

19

EX

ORF ACC

➤

D3

EX

3-4 SIGNAL

4TH SIG

3-4 SHIFT VALVE

EX

30

EX

ACCUM

31

➤

ACCUM VALVE

#8

16

➤

4c

4a

4b

3

4e

1

2

4f

4d

#6

ORF D2

#5

20

➤

EX

➤

➤➤➤➤➤

➤➤➤

➤

➤➤

➤

➤➤

21

D2

➤➤

➤

2ND CL

➤

11 3RD ACCUM

➤

2ND & 4TH

SERVO

11

4TH

EX

➤

3-2 DOWNSHIFT

3-2 CONTROL

3-2

CONTROL

SOLENOID

VALVE

N.C.

OFF

ISOLATOR VALVE

REG APPLY

Figure 66

COMPLETE HYDRAULIC CIRCUIT

Page 94

1-2 SHIFT 2-3 SHIFT REVERSE FORWARD

SOLENOID SOLENOID 2-4 INPUT OVERRUN FORWARD SPRAG CL. 3-4 LO-ROLLER LO/REV

VALVE VALVE BAND CLUTCH CLUTCH CLUTCH ASSEMBLY CLUTCH CLUTCH CLUTCH

OFF ON APPLIED APPLIED APPLIED HOLDING

Manual Second may be selected at any time while the vehicle is

being operated in a forward gear range. However, the

transmission's hydraulic system prevents the transmission from

upshifting above Second gear regardless of PCM control. When

the gear selector lever is moved to Manual Second (2) from

Manual Third – Third Gear, the manual valve also moves.

Changes to the hydraulic and electrical systems are as follows:

1 MANUAL VALVE

The selector lever moves the manual shaft and the manual valve

into the manual second (2) position. This allo ws the line pressure

to enter the D2 fluid circuit.

2 TRANSMISSION FLUID PRESSURE (TFP) SWITCH

The D2 fluid is routed to the TFP manual valve position switch

where it opens the normally closed D2 fluid pressure switch.

3 BALL CHECK VALVE #5

D2 fluid feeds the orificed D2 fluid circuit seating the #5 ball check

valve and exhausting overrun fluid through the 2-3 shift valve.

4 THIRD AND FOURTH GEARS PREVENTED

4a 2-3 Shift Solenoid (SS) Valve:

The PCM energizes the 2-3 SS valve and the AFL fluid

pressure holds the 2-3 shift valve in the downshifted

position. This electronically prevents operation of the third

and fourth gears.

4b 2-3 Shift Valve Train:

The D2 fluid is routed between the 2-3 shuttle valve and the

2-3 shift valve causing the following:

•The 2nd fluid is blocked from the entering the 3-4

signal fluid circuit and the 3-4 signal fluid circuit

is open to an exhaust port at the valve.

•The 3-4 clutch cannot apply with the 3-4 signal

fluid exhausted. Therefore, third and fourth gears

are hydraulically prevented.

•The 2nd fluid feeds the servo feed fluid circuit, but

has no function in manual second.

•The AFL fluid is blocked by the 2-3 shift valve and

the D432 fluid circuit is exhausted through the valve.

•The overrun fluid is exhausted through the 2-3 shift

valve.

4c 2nd & 4th Servo:

The 3rd accumulator fluid exhausts from the servo assembly.

The 2nd clutch fluid pressure moves the 2nd apply piston

against the servo return spring force in order to move the

apply pin and apply the 2-4 band.

4d 3-2 Control Solenoid Valve and 3-2 Control Valve:

These components are used to increase the exhaust rate of

3rd accumulator fluid, as needed, depending on the vehicle

speed. The 3-2 control solenoid valve is a normally closed

On/Off solenoid controlled by the PCM. The PCM controls

the solenoid state during a 3-2 downshift according to

vehicle speed.

4e 3-2 Downshift Valve:

The 3-4 clutch fluid exhausts from the valve and the spring

force moves the valve into the second gear position.

4f 3-4 Shift Valve:

The 3-4 signal fluid pressure exhausts from the 3-4 shift

valve but has no effect on the valve.

68B

70 Figure 67

LOW AND

REVERSE

CLUTCH SUPPORT

ASSEMBLY

(679)

LOW AND REVERSE

ROLLER CLUTCH

ASSEMBLY

(678)

HOLDING

LOW AND REVERSE

ROLLER CLUTCH

RACE

(675)

HELD

MAIN

CASE

(103)

INPUT HOUSING

& SHAFT ASSEMBLY

(621)

OUTPUT

SHAFT

(687)

SPEED SENSOR

ROTOR

(699)

REACTION

INTERNAL

GEAR

(684)

FORWARD SPRAG

ASSEMBLY

(642)

HOLDING

OVERRUN

CLUTCH HUB

(639)

FORWARD CLUTCH

OUTER RACE

(644)

FORWARD SPRAG CLUTCH

INNER RACE AND

INPUT SUN GEAR ASSEMBLY

(640)

INPUT CARRIER

ASSEMBLY

(662)

INPUT

INTERNAL

GEAR

(664)

HELD

REACTION

CARRIER

SHAFT

(666)

HELD

LOW AND REVERSE

CLUTCH PLATE

ASSEMBLY

(682)

APPLIED

REACTION

CARRIER

ASSEMBLY

(681)

HELD

MAIN

CASE

(103)

FORWARD

CLUTCH

APPLIED

OVERRUN

CLUTCH

APPLIED

➤

POWER TO

TORQUE

CONVERTER

(1)

FOR ENGINE

BRAKING

1

POWER FROM

DIFFERENTIAL

ASSEMBLY

2

OVERRUN

CLUTCH

APPLIED

FORWARD SPRAG

ASSEMBLY

(642)

HOLDING

INPUT

INTERNAL

GEAR

HELD

FORWARD

CLUTCH

APPLIED

4

LOW AND

REVERSE

ROLLER

CLUTCH

ASSEMBLY

(678)

HOLDING

3

LOW AND

REVERSE

CLUTCH

APPLIED

MANUAL FIRST – FIRST GEAR

(from Manual Second – Second Gear)

MANUAL FIRST – FIRST GEAR

(from Manual Second – Second Gear)

70A

1-2 SHIFT 2-3 SHIFT REVERSE FORWARD

SOLENOID SOLENOID 2-4 INPUT OVERRUN FORWARD SPRAG CL. 3-4 LO-ROLLER LO/REV

VALVE VALVE BAND CLUTCH CLUTCH CLUTCH ASSEMBLY CLUTCH CLUTCH CLUTCH

ON ON APPLIED APPLIED HOLDING HOLDING APPLIED

Manual First is available to the driver when vehicle operating

conditions require maximum engine compression braking for

slowing the vehicle, or maximum engine torque transfer to the

wheels. These conditions include: descending a steep grade to

provide maximum engine compression braking and, to retain

First gear when ascending a steep grade or pulling a heavy load

for maximum engine power.

Under normal driving conditions, the transmission is prevented

from upshifting while operating in Manual First. If the transmis-

sion is in any other forward gear range when Manual First is

selected, the transmission will not shift into First gear until

vehicle speed is below approximately 52 km/h (33 mph). Above

this speed, the transmission will first shift into Second gear until

vehicle speed slows sufficiently.

Note: Transfer of engine torque through the transmission dur-

ing acceleration is identical to Overdrive Range – First Gear

(refer to page 54A) to obtain an approximate gear ratio reduc-

tion of 3.06:1. The power flow in Figure 67 and the following

text describes conditions during deceleration (zero or minimum

throttle) and how engine compression braking is achieved.

Vehicle speed provides the torque input to the transmission

through the drive shaft and transmission output shaft (687).

This is shown by the direction of the power flow arrows in the

drawing at the top of Figure 67. Notice that this flow is identi-

cal to Overdrive Range – First Gear except that the arrows are

in the opposite direction.

1 Power From the Differential Assembly

Vehicle speed attempts to drive the input carrier assembly

(662) faster than engine speed is driving the input housing

and shaft assembly (621).

2 Overrun Clutch Applied

The overrun clutch plates (645) are applied and prevent the

forward sprag clutch (642) from overrunning when the

throttle is released.

3 Low and Reverse Clutch Applied

The low and reverse clutch plates (682) are applied in Manual

First – First Gear. The low and reverse clutch holds the reaction

carrier assembly (681) stationary to the transmission case.

4 Low and Reverse Roller Clutch Holding

With the reaction carrier held stationary, the low and reverse

roller clutch (678) is prevented from being overrun when

the throttle is released. Without an element to overrun

during coast conditions, (either the sprag clutch or roller

clutch), engine compression slows the vehicle when the

throttle is released.

71

MANUAL FIRST – FIRST GEAR

(from Manual Second – Second Gear)

Figure 68

➤➤➤➤

➤

➤➤

➤

➤➤➤➤➤

➤➤➤➤ ➤➤➤

➤➤

➤ ➤➤ ➤➤➤➤

➤

➤➤➤➤➤➤➤➤➤ ➤➤➤➤➤➤

➤

➤➤➤➤➤➤➤➤➤

➤➤➤➤➤ ➤ ➤ ➤ ➤➤

➤

INPUT CLUTCH

HOUSING ASSEMBLY

OVERRUN CLUTCH

OVERRUN CLUTCHOVERRUN CLUTCH

LINE

➤

➤➤ ➤

LINE (From Pump)

FORWARD CLUTCH FEED

➤

➤➤

FWD CL FEED

➤

D4

FWD CL FEED

FWD CL FD FWD CL FD

D4

TORQUE SIGNAL

1-2 SIGNAL

3-4 ACC

2ND

D4

1-2 SIG

3-4 SIG

4TH

OVERRUN CL FD

OVERRUN CL

SERVO FEED

SERVO FD

4TH SIG

2ND

2ND CL

2ND CL 3-4 CL

2ND

3-4 ACCUM

ACCUM

3-4 CLUTCH

AFL

AFL (To TCC PWM Solenoid Valve)

2ND CL

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤➤

➤➤

➤

➤➤

➤

➤➤

➤

REAR LUBE

➤

4TH SIGNAL

3-4 ACCUM

MANUAL FIRST – FIRST GEAR

(from Manual Second – Second Gear)

➤

EX

3-4 RELAY 4-3 SEQUENCE VALVE

EXORF EX

5

67

BOOST VALVE PRESS REG

EX

TORQUE SIGNAL

➤

EX

CONV FEED

➤

REV INPUT

DECREASE

REV INPUT

10

LINE (To Reg Apply Valve)

ACTUATOR FEED LIMIT

EX

AFL

LINE

FILTER (50)

➤

➤➤

➤

EX

PRESSURE

CONTROL

SOLENOID

VALVE

32

24

LINE

D4

REVERSE

PR

D3

D2

LO

D2

D3

LO

FWD CL FEED

REV INPUT

LINE

PRESSURE

TAP

➤

➤➤

➤

➤➤

➤

➤➤ ➤

➤

➤➤➤ ➤

➤

➤➤

➤

D2-N.C.

REV-N.O.

D3-N.C.

LO-N.O.

D4-N.O.

TEMP

SENSOR

➤

TFP

SWITCH

ASSEMBLY

➤

FORWARD CLUTCH

ACCUMULATOR

EX

PRND321

EX

MANUAL VALVE

➤

#12

22

➤

EX

FORWARD ABUSE

LO/1ST

AFL

1-2 SIG

AFL

FILTER

(49)

➤

➤➤

➤

➤➤ ➤

➤

AFL

AFL (To 3-2 Control Solenoid Valve)

25

26

27

29

EX

D2

OVERRUN

D3

D3 D3

EX

2-3 SIGNAL

3-4 ACC

➤

2-3 SHIFT

SOLENOID

VALVE

N.O.

ON

LO

D4

D4-3-2

2ND

EX

1-2 SHIFT

SOLENOID

VALVE

N.O.

ON

28

2-3 SHUTTLE 2-3 SHIFT VALVE

#1

18

➤

3-4 ACCUMULATOR

1-2 ACCUMULATOR

19

EX

ORF ACC

➤

D3

EX

3-4 SIGNAL

4TH SIG

EX

30

EX

ACCUM

31

➤

ACCUM VALVE

#8

16

2c

2a

2f

2e

2d

1a

1b

1c

2b

1e

#6

ORF D2

#5

20

➤

➤➤

➤

EX

➤

➤➤➤➤➤

➤➤➤

➤

➤➤

➤

➤➤

21

D2

➤➤

➤

2ND CL

3RD ACCUM

2ND & 4TH

SERVO

LO/REVERSE

PR

#10

➤

LOW AND REVERSE

CLUTCH ASSEMBLY

➤

PR

LO/REVERSE

LO/1ST

EX

LO/REVERSE

➤

➤➤

1d

23

LO OVERRUN

1-2 SHIFT VALVE

➤

➤➤➤

➤

11

4TH

EX

➤

3-4 SHIFT VALVE

3-2 DOWNSHIFT

COMPLETE HYDRAULIC CIRCUIT

Page 96

1-2 SHIFT 2-3 SHIFT REVERSE FORWARD

SOLENOID SOLENOID 2-4 INPUT OVERRUN FORWARD SPRAG CL. 3-4 LO-ROLLER LO/REV

VALVE VALVE BAND CLUTCH CLUTCH CLUTCH ASSEMBLY CLUTCH CLUTCH CLUTCH

ON ON APPLIED APPLIED HOLDING HOLDING APPLIED

Manual First (1) may be selected at any time while the vehicle is

being operated in a forward gear range. However, the downshift to

First gear is controlled electronically by the PCM which will not

energize the 1-2 shift solenoid (SS) valve (First gear state) until the

vehicle speed is below approximately 56 km/h (35 mph). Above

this speed, the transmission will operate in a Manual First – Second

Gear condition until vehicle speed slows sufficiently. Note that this

speed varies depending on vehicle application.

When the gear selector lever is moved to Manual First, the manual

valve also moves. With vehicle speed low enough, the following

hydraulic and electrical changes occur to achieve Manual First –

First Gear:

1 LOW AND REVERSE CLUTCH APPLIES

1a Manual Valve:

The selector lever moves the manual shaft and the manual

valve into the manual first (1) position. This allows the line

pressure to enter the lo fluid circuit.

1b TFP Manual Valve Position Switch:

Lo fluid is routed to the TFP manual valve position switch

where it closes the normally open lo pressure switch. This

signals to the PCM that manual first is selected.

1c 1-2 Shift Valve:

1-2 signal fluid pressure moves the valve into the downshifted

position. In this position, Lo fluid from the manual valve is

routed into the Lo/1st fluid circuit and D4 fluid is blocked

from entering the 2nd fluid circuit. The 2nd fluid exhausts

through an orifice and past the valve. This orifice (#26)

helps control the 2-4 band release during a 2-1 downshift.

1d Lo Overrun Valve:

The Lo/1st fluid is regulated through the Lo Overrun valve

and into the Lo/Reverse fluid circuit in order to control the

Low and Reverse clutch apply.

1e Low and Reverse Piston:

The Lo/Reverse fluid pressure acts on the inner area of the

piston in order to move the piston and to apply the Low and

Reverse clutch plates.

2 2-4 BAND RELEASES

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

Below approximately 48 to 56 km/h (30 to 35 mph) the

PCM energizes the normally open solenoid. This blocks the

1-2 signal fluid pressure from exhausting through the solenoid

and creates pressure in the 1-2 signal fluid circuit.

2b 3-4 Shift Valve:

1-2 signal fluid pressure to the 3-4 shift valve is not enough

to overcome the D3 fluid pressure or the 3-4 shift valve

spring pressure.

2c 2nd & 4th Servo:

The 2nd clutch fluid, which was fed by the 2nd fluid, exhausts

from the servo. This allows the spring force from the servo

cushion and the servo return springs to move the 2nd apply

piston and apply the pin to release the 2-4 band. These

spring forces help control the 2-4 band release.

2d 3-2 Downshift Valve:

2nd clutch fluid exhausts from the 3-2 downshift valve.

Exhausting 2nd clutch fluid unseats the 1-2 upshift ball check

valve (#8) for a quick exhaust into the 2nd fluid circuit.

2e 2-3 Shift Valve Train:

Held in the downshifted position by the 2-3 signal fluid

pressure from the solenoid, the valve train blocks the AFL

fluid from entering the D432 fluid circuit.

2f 3-4 Relay Valve and 4-3 Sequence Valve:

2nd fluid exhausts from the 3-4 relay valve and servo feed

fluid exhausts from the 4-3 sequence valve. Exhausting

servo feed fluid is routed through the downshifted 2-3 shift

valve and into the 2nd fluid circuit.

70B

72

OPERATING CONDITIONS

Figure 69

RANGE REFERENCE CHART

NOTE: DESCRIPTIONS ABOVE EXPLAIN COMPONENT FUNCTION DURING ACCELERATION.

EXPECTED OPERATING CONDITION IF COMPONENT IN COLUMN NUMBER IS INOPERATIVE:

COLUMN # CONDITION

1 NO 2ND, NO 4TH GEAR.

2 NO REVERSE.

3 NO ENGINE BRAKING IN MANUAL 2ND, MANUAL 1ST, AND MANUAL 3RD (3RD GEAR).

4 NO FORWARD IN D AND MANUAL 3RD.

5 NO FORWARD IN D AND MANUAL 3RD.

6 NO 3RD GEAR, NO 4TH GEAR.

7 NO 1ST GEAR IN D , MANUAL 3RD, AND MANUAL 2ND.

8 NO REVERSE, NO ENGINE BRAKING IN MANUAL 1ST.

SHIFT SOLENOID VALVE ELECTRICAL CONDITIONS

If the PCM detects a continuous open or short to ground in the shift solenoids or shift solenoid circuits the following actions occur:

1-2 •The PCM commands maximum line pressure.

DTC •The PCM disables shift adapts.

P0753 •The PCM inhibits downshifts to 2nd gear if the vehicle speed is greater than 48 km/h (30 mph).

•The PCM illuminates the Malfunction Indicator Lamp (MIL).

2-3 •The PCM commands maximum line pressure.

DTC •The PCM disables shift adapts.

P0758 •The PCM commands 2nd gear.

•The PCM illuminates the Malfunction Indicator Lamp (MIL).

SHIFT SOLENOID VALVES 2-4 REVERSE OVERRUN FORWARD FORWARD 3-4 LO ROLLER LO/REV.

RANGE GEAR

1-2 2-3 BAND INPUT CLUTCH CLUTCH SPRAG CL. CLUTCH CLUTCH CLUTCH

CLUTCH ASSEMBLY

PARK

ON*ON*APPLIED

REVERSE

ON*ON*APPLIED APPLIED

NEUTRAL

ON*ON*

1st ON ON APPLIED HOLDING HOLDING

2nd OFF ON APPLIED APPLIED HOLDING

D

3rd OFF OFF APPLIED HOLDING APPLIED

4th ON OFF APPLIED APPLIED APPLIED

1st ON ON APPLIED HOLDING HOLDING

3

2nd OFF ON APPLIED APPLIED HOLDING

3rd OFF OFF APPLIED APPLIED HOLDING APPLIED

2

1st ** ON ON APPLIED APPLIED HOLDING HOLDING

*** 2nd OFF ON APPLIED APPLIED APPLIED HOLDING

1

1st ON ON APPLIED APPLIED HOLDING HOLDING APPLIED

*** 2nd OFF ON APPLIED APPLIED APPLIED HOLDING

*1-2 AND 2-3 SHIFT SOLENOID OPERATION AND THE SHIFT VALVE POSITIONING IN P, R, N RANGES ARE A FUNCTION OF THE

INPUT TO THE SOLENOIDS FROM THE VSS. UNDER NORMAL OPERATING CONDITIONS THE SOLENOIDS ARE ON IN P, R, N.

** A MANUAL SECOND - FIRST GEAR CONDITION IS ONLY AVAILABLE ON SOME MODELS. OTHERWISE, THIS CONDITION IS

ELECTRONICALLY PREVENTED.

*** IN MANUAL SECOND AND MANUAL FIRST, SOLENOID OPERATION IS A RESULT OF PCM CALIBRATION.

SOME CALIBRATIONS WILL ALLOW ALL THREE GEARS UNDER EXTREME CONDITIONS.

ON = SOLENOID ENERGIZED

OFF = SOLENOID DE-ENERGIZED

123 4 56 78

COMPLETE HYDRAULIC CIRCUITS

Figure 70

The hydraulic circuitry of the Hydra-matic

4L60-E transmission is better understood when

fluid flow can be related to the specific

components in which the fluid travels. In the

Power Flow section, a simplified hydraulic

schematic was given to show what hydraulically

occurs in a specific g ear range. The pur pose was

to isolate the hydraulics used in each gear range

in order to provide the user with a basic

understanding of the hydraulic system.

In contrast, this section shows a complete

hydraulic schematic with fluid passages acti ve in

the appropriate component for each gear range.

This is accomplished using two opposing foldout

pages that are separated by a half page of

supporting information.

The left side foldout contains the complete color

coded hydraulic circuit for the given gear range

along with the relative location of valves,

checkballs and orifices within specific

components. A brok en line is also used to separate

components such as the pump, valve body and

case to assist the user when following the

hydraulic circuits as they pass between them.

Also, the numbers shown in the circuits at the

broken lines reference specific holes and orifices

in the spacer plate on the right hand foldout. The

half page of information facing this foldout

identifies the components involved in this gear

range and a description of how they function.

The right side foldout shows a two-dimensional

line drawing of the fluid passages within each

component. The active fluid passages for each

gear range are appropriately colored to correspond

with the hydraulic schematic used for that range.

The half page of information facing this foldout

identifies the various fluid circuits with numbers

that correspond to the circuit numbers used on

the foldout page.

PASSAGE AIS LOCATED IN THE PUMP BODY (LIGHT GREY AREA)

PASSAGE BIS LOCATED IN THE VALVE BODY (LIGHT BLUE AREA)

PASSAGE CIS LOCATED ON THE SPACER PLATE (DASHED LINE)

PASSAGE DIS LOCATED IN CASE (WHITE AREA)

PASSAGE EIS LOCATED IN THE ACCUMULATOR HOUSING (LIGHT YELLOW AREA)

➤

➤➤

➤

➤➤

➤

➤➤

➤

INPUT CLUTCH

HOUSING ASSEMBLY

24

REAR LUBE

FILTER

(49)

➤

RELEASE

APPLY

LO/REVERSE

PR

BOOST VALVE PRESS REG

BOTTOM

PAN

(SUMP)

(75)

FILTER

(72) REVERSE INPUT

REV INPUT

DECREASE

LINE

EX

FILTER

(232)

AIR

BLEED

(240)

1

SUCTION

LINE

EX

PRESSURE

RELIEF

VALVE

PUMP

ASSEMBLY

(4)

➤

➤➤

4

TCC

SOLENOID

(66)

N.O.

COOLER

LUBE

COOLER

SUCTION

CONVERTER & LUBE

MAINLINE

SOLENOID SIGNAL

ACCUMULATOR

ACTUATOR FEED LIMIT

TORQUE SIGNAL

FLUID PRESSURES

REVERSE INPUT

FORWARD CLUTCH FEED

#1

ACCUMULATOR

ORF ACC

2ND CLUTCH

3-4 ACCUMULATOR

1-2 ACCUMULATOR

19

3-4 ACCUM

ACCUM

EX

ORIFICED ACCUM

3-4 ACCUMULATOR

3-4 ACCUM

2ND CLUTCH

D3

REVERSE INPUT

D2-N.C.

REV-N.O. D3-N.C.

LO-N.O.

D4-N.O.

LO

TEMP

SENSOR

➤

TFP

SWITCH

ASSEMBLY

D2

D4

D3

EX

FORWARD ABUSE

FWD CL FD

3RD ACCUMULATOR EX

#7

11

3RD ACCUM

4TH

EX

➤

4TH

2ND & 4TH

SERVO

REV ABUSE

EX

REVERSE

REVERSE INPUT

#12

D4

22

D4

#4

13

3-4 SIGNAL

3-4 CL

3-4 CLUTCH

#2

12

3-4 CLUTCH

3RD ACCUM

3-4 CL

#8

16

2ND

2ND CL 2ND CL

2ND CL

2ND CLUTCH2ND CLUTCH

TORQUE SIG

FORWARD CLUTCH FEED

FORWARD

CLUTCH

ACCUMULATOR

EX

PR LO

LO

FORWARD CLUTCH FEED

FWD CL FEED

D3

14

3-4 CLUTCH

3RD ACCUMULATOR

3RD ACCUM

EX

AFL

3-2 SIGNAL

2ND

LINE

REGULATED APPLY

8

REG APPLY

1-2 SHIFT VALVE

26

LO

D4

O’ EX

D4-3-2 2ND

25

1-2 SIGNAL

LO/1ST

27

1-2 SIGNAL

EX

ORIFICED EX

EX

LO/1ST D4-3-2

D4

2

➤

➤➤

➤

EX

CONV FD

EX

LINE LINE

LINE

PRESSURE

TAP

(39)

➤

REGULATED APPLY

➤

LUBE

CASE (8)

GASKET (47)

SPACER PLATE (48)

GASKET (52)

VALVE BODY (60)

SUCTION

LINE

3a

3b

3c

➤

➤➤

➤

D3

EX

3-4 SIGNAL

1-2 SIGNAL

4TH SIGNAL

3-4 SHIFT VALVE

1-2 SIGNAL

3-4 CLUTCH

OVERRUN CLUTCH

12a

12b

12c

12d

12e

EX

32

AFL

30

D4

EX

31

ACCUMULATOR

EX

TORQUE SIGNAL

FILTERED AFL

D4

AFLAFL FILTER

(50)

10

43a

43b 44

11b

11c

11a

14b

14a

14c

LO OVERRUN

23

PR

LO/REV

LO/1ST LO/REVERSE

LO/REVERSE

PR PR

EX

22 10c

23 10b

9n

9o

22b

22a

10a

➤

10 9k

9g

9m

44a

43c 44

41a

41b

41c

41d

42b

42a

13a

13b

OIL

COOLER

PIPE

CONNECTOR

(10)

➤

18a

18b

18c

18 17a

18 17b

20b

48b

48a

REGULATED APPLY

30a

30b

32a

37a

9b

9e

10 9d

9c

9a

9f

9h

31a

31b

31c

OVERRUN CLUTCH FEED

3-4 ACCUM

SERVO FEED

6

7

4TH4TH

OVERRUN CL

4TH SIGNAL2ND

EX

3-4 RELAY 4-3 SEQUENCE VALVE

5

EX

SERVO FD

ORF EX

CASE (8)

REV INPUT

EX

(237)

17d

17c

17e

17f

17g

21

20d

20e

21a

20a

20c

1-2 ACCUMULATOR COVER (57)

25g

33c

33a

33b

27d

27c

27b

29

27a

28a

29b

29a

29d

40

29c

29e

29g28

28

29f

24a

24b

24c

24d

24e

24f

24g

24h

25a

25b

25d

25e

25f

25

24m

24k

REVERSE INPUT

#3

17

REVERSE INPUT

15c

15b

16

REVERSE

REVERSE INPUT

16a

15d

15a

REVERSE

34f

34e

34d

34c

34a

34b

#6

OVERRUN CL FD

21

ORIFICED D2

#5

OVERRUN

OVERRUN OVERRUN

OVERRUN

36

35e

35d

39

35b

35c

36a

35a

38d

38e39

38c

38b

38a

EX

TORQUE SIGNAL

2ND CL

➤

➤➤

➤

20

18

2-3 SHUTTLE 2-3 SHIFT VALVE

28

29

EX

D2

OVERRUN

D3

2ND

3-4 SIGNAL

EX

D4-3-2

2-3 SIGNAL

ACTUATOR FEED LIMIT

AFL

SERVO FD

3-4 ACC

FILTERED AFL

AFL

ACTUATOR FEED LIMIT

AFL

D2

2ND

D2

ORIFICED D2

D2

VALVE BODY (60)

3-4 SIGNAL

➤

2ND

D4

PR 3-4 ACCUMULATOR

D4

EX

D4-3-2

LO

D4

2ND CLUTCH

D3

FORWARD CLUTCH FEED ACTUATOR FEED LIMIT

TORQUE SIGNAL

SERVO FEED

➤

OVERRUN CLUTCH

LINE

9p

26a

➤

➤➤

➤

➤➤➤

➤

➤➤➤

➤

➤➤

➤

➤➤➤

➤

➤➤

➤➤ ➤

➤

➤➤➤

➤➤

PR

➤➤

➤

➤➤

➤

➤➤

➤➤➤➤➤

➤

➤➤

➤

➤➤➤➤➤

➤➤

➤

➤➤➤

OFF

CONVERTER CLUTCH VALVE

COOLER

RELEASE

APPLY

EX

➤

EX

➤➤

➤

➤➤

➤

CONV FD

➤

REGULATED APPLY

3-2 CONTROL

EX

CC SIGNAL

ISOLATOR

REG APPLY

ACTUATOR FEED LIMIT

9

26b

TCC PWM

SOLENOID

VALVE

N.C.

1-2 SIGNAL

2ND

4TH SIGNAL

3-2

CONTROL

SOLENOID

VALVE

N.C.

OFF

#10

➤

LOW AND REVERSE

CLUTCH ASSEMBLY

REVERSE INPUT

CLUTCH ASSEMBLY

TORQUE

CONVERTER

ASSEMBLY

#9

➤➤

(237)

➤

(238)

➤

EX

2ND CLUTCH 3-4 CLUTCH

2ND

PRESSURE

CONTROL

SOLENOID

VALVE

2-3 SHIFT

SOLENOID

VALVE

N.O.

ON

EX

1-2 SHIFT

SOLENOID

VALVE

N.O.

ON

ACCUM VALVE

PRND321

D4

REVERSE

D3

D2

LO

EX

LINE

➤

➤➤➤➤

➤

➤➤➤ ➤

➤

➤➤➤➤➤

➤

MANUAL VALVE

PR

EXEX

3-2 DOWNSHIFT

FLUID FLOW THROUGH

COMPONENTS (FOLDOUT)

COMPLETE ILLUSTRATED

PARTS LIST

FLUID FLOW SCHEMATIC —

(FOLDOUT)

ABE

DC

HALF PAGE TEXT AND LEDGEND

Engine Running

With the selector lever in the Park (P)

position, line pressure from the oil

pump is directed to the following:

Pressure Regulator Valve(218): Reg-

ulates pump output (line pressure)

according to the transmission

requirements. When pump

output exceeds the demand

of line pressure, fluid from

the pressure regulator

PARK

Engine Running

68

Figure 64

D4

PR

➤

3

2

4

T

H

3

-

4

A

C

U

M

3

7

O

V

E

R

U

N

C

L

U

T

C

H

3

8

D

2

4

0

3

-

2

S

I

G

N

A

L

➤

Engine Running

FOLDOUT ➤ 69

Figure 65

➤

;

➤

➤ ➤

➤

;;

;;;;;;;;

➤ ➤

;;;

;;

➤

➤➤

➤

;

;;;;

;;

;;;;

;;

PUMP BODY (200)

(Pump Cover Side) PUMP COVER (215)

(Pump Body Side) PUMP COVER (215)

(Case Side) CASE (103)

(Pump Cover Side)

CASE (103)

(Control Valve Body Side) SPACER PLATE (48)

(Case/Control Valve Body) CONTROL VALVE BODY (60)

(Case Side)

12 38

312

34

18

15

16

38

29

16

47 47

29 15 29

9

29

12

38 41 17

24

18

9

30

34

25 24

25 43 37

33

24

25

30 27 22 27

34

13

35

34

36

31 31

33

48

9

26 3

25

11

99

925

28 32

11

26

17 20 20

9

25

20

21 21

24

36 35

39

24

27

24

13

9

10

24 10

14

22

912 42

41 44

42

17

18

34

17

12 14

41

38

41

11

3

25

39

24 10

18

29

16

48

43

9

14

44

26

25

31

20

GASKET (47)

(Case/Spacer Plate) GASKET (52)

(Spacer Plate/Control Valve Body)

CASE (103)

(2-4 Servo Bore)

1-2 ACCUMULATOR COVER (57)

NOTE:

- INDICATES BOLT HOLES

- NON-FUNCTIONAL HOLES

HAVE BEEN REMOVED FROM

COMPONENT DRAWINGS TO

TO SIMPLIFY TRACING FLUID

FLOW.

- EXHAUST FLUID NOT SHOWN

21

25

20

28

#7/(40)

44

(11)

25

43

32

3

16

(237)

18

43

3

(240)

37

(237)

43

47

45

43

48

11

29

16

3

16

29 18

2

(240)

8

85

37

1

47

(232)

7

46

;;

;

45 47

3

8

43

5

4

2

4

48

43

3

6

1

43

2

7

47 46

43 11

3

16

37

5

37 8

29

18

29

1

(232)

2

43

47

16

(237)

37

(237)

4

(238)

2

(240)

PRESSURE RELIEF

VALVE BORE

➤

16

45

8

7

48

37

11 29 16

3

18

3

(39)

8

7

(10)

48 37 316291118

;;;;;;;

47 45

8

43

5

4

3

2

43

16

11

29

43

46

37 47

48

7

4

2

3

1

3

13V

12a 38b

3a

12b

34b

18b

38d

18c

13b

15d

16a

38c

15a

9m

9n

11c

29e

29d

9o

27b/29

29a

29f/28

15b/16

35a

22b

27d

30a

30b

34f

25a 24h

31c

25b

33c

24g 34e

31b

31a

27a

33a

33b

32a

37a

36a

3c

26b

11b

9c

25f

28a

9e

9p

9b

9d/10

(50)

48b

43a

25d

3b 11a

20c

25g

21a

9f

20e/21

17f 20a

9g

10a

35c/39

35b

35d/36

24f

24d 24c 13a

24a24b

41d

17c

41c

12c

17b/18 18a17d

42a

43c/44 9h 12e

22a 14b

10c/22

42b

14a

12d

17e

34a 41a

41b 38a

24m/25

47

9k/10

(49)

10b/23

20b

24e

17g

20d/21

25e

9a

48a

26a

43b/44

24k/25

34c

34d

29c

29b

29g/28

15c/16

17a/18 14c

44a

38e/39

27c/29

35e/36

➤

7

➤

5

➤

6

➤

16

➤

17

➤

8

➤

9

➤

32

➤

10

➤

12

➤

18

➤

20

➤

21

➤

22

➤

13

➤

14

➤

23

➤

25

➤

29

➤

30

➤

31

➤

26

➤

27

➤

28

➤

24

➤➤

1

➤➤

2

➤➤

2

➤➤

4

➤➤

11

12 38

3

18

38

16

28

29

15

34

29

9

15

29

11

929

40

15 43

35 34

31

31 33 33

22

27

30

34

30

25 24 24

2431

25 43

48

26

33 37

36 32

25

28

9

26

9

311

25 25 3

910

11 21 20

25

9

10

17 20

35 35/39

24

27 24 24

13

22

14

22

912 42

14

12

24

18

38 41 17

41

12 42

17

34

12 34 41

38

17

44

47

923

20

17

9

48 44

34

29

29 18

24

14

43

10

25

41

38

34

9

947

9

3

25

11

26

47

26

47

25

47

3

10

43

47 11

43

33

31

24

30

37 36

28

11

34

25

24

22

24

35

34

30 27

31 32

47 25

29

9

15

40

28 29 29 16

15

43

15 12

38

3

341 47

17 34

38

41

34

18

12

17

42

43

12

18

47

14

43

14 42

922

23

10

9

17

24

38

13 24

43

42

41

3

33

31 24 24

17 47

13

17 20 20

27

#8

#6 #5

#3

#2 #12

#4

FORWARD

CLUTCH

ACCUMULATOR

BORE

➤

17

47

35

47

43

47

47 48

48

47

47 9

26

47 12 38

3

29

38

16

47 29

15

29

11

18

30 27 27

18

34

47

34

25 24

31

33

43

37 37

48

47

47 47

9

25

311

32

28 32

25

21

20

33

25

9

39

35

35 24 47

24 22

22 10 47

14

12

9

99

44

17 47 42

41

17

14

12

18

34

41

9

36

9

17

12

14

11

9

11

34

16 16

22

13 13

#10

#1

#7

(40)

37

18

11

29

16

3

29

341

38

44

(38)

28

47

43

47

48

36

33

9

33

38

19

26

47

2-4 SERVO BORE

➤

REAR

LUBE

TO

LOW AND

REVERSE

CLUTCH

➤➤

19

➤

FOLDOUT ➤ 73

PARK

(Engine Running)

➤

➤➤

➤

➤➤

➤

INPUT CLUTCH

HOUSING ASSEMBLY

24

REAR LUBE

FILTER

(49)

➤

RELEASE

APPLY

LO/REVERSE

PR

BOOST VALVE PRESS REG

BOTTOM

PAN

(SUMP)

(75)

FILTER

(72) REVERSE INPUT

REV INPUT

DECREASE

LINE

EX

FILTER

(232)

AIR

BLEED

(240)

1

SUCTION

LINE

EX

PRESSURE

RELIEF

VALVE

PUMP

ASSEMBLY

(4)

➤

➤➤

4

TCC

SOLENOID

(66)

N.O.

COOLER

LUBE

COOLER

SUCTION

CONVERTER & LUBE

MAINLINE

SOLENOID SIGNAL

ACCUMULATOR

ACTUATOR FEED LIMIT

TORQUE SIGNAL

FLUID PRESSURES

REVERSE INPUT

FORWARD CLUTCH FEED

#1

ACCUMULATOR

ORF ACC

2ND CLUTCH

3-4 ACCUMULATOR

1-2 ACCUMULATOR

19

3-4 ACCUM

ACCUM

EX

ORIFICED ACCUM

3-4 ACCUMULATOR

3-4 ACCUM

2ND CLUTCH

D3

REVERSE INPUT

D2-N.C.

REV-N.O. D3-N.C.

LO-N.O.

D4-N.O.

LO

TEMP

SENSOR

➤

TFP

SWITCH

ASSEMBLY

D2

D4

D3

EX

FORWARD ABUSE

FWD CL FD

3RD ACCUMULATOR EX

#7

11

3RD ACCUM

4TH

EX

➤

4TH

2ND & 4TH

SERVO

REV ABUSE

EX

REVERSE

REVERSE INPUT

#12

D4

22

D4

#4

13

3-4 SIGNAL

3-4 CL

3-4 CLUTCH

#2

12

3-4 CLUTCH

3RD ACCUM

3-4 CL

#8

16

2ND

2ND CL 2ND CL

2ND CL

2ND CLUTCH2ND CLUTCH

TORQUE SIG

FORWARD CLUTCH FEED

FORWARD

CLUTCH

ACCUMULATOR

EX

PR LO

LO

FORWARD CLUTCH FEED

FWD CL FEED

D3

14

3-4 CLUTCH

3RD ACCUMULATOR

3RD ACCUM

EX

AFL

3-2 SIGNAL

2ND

LINE

REGULATED APPLY

8

REG APPLY

1-2 SHIFT VALVE

26

LO

D4

O’ EX

D4-3-2 2ND

25

1-2 SIGNAL

LO/1ST

27

1-2 SIGNAL

EX

ORIFICED EX

EX

LO/1ST D4-3-2

D4

2

➤

➤➤

➤

EX

CONV FD

EX

LINE LINE

LINE

PRESSURE

TAP

(39)

➤

REGULATED APPLY

➤

LUBE

CASE (8)

GASKET (47)

SPACER PLATE (48)

GASKET (52)

VALVE BODY (60)

SUCTION

LINE

3a

3b

3c

➤

➤➤

➤

D3

EX

3-4 SIGNAL

1-2 SIGNAL

4TH SIGNAL

3-4 SHIFT VALVE

1-2 SIGNAL

3-4 CLUTCH

OVERRUN CLUTCH

12a

12b

12c

12d

12e

EX

32

AFL

30

D4

EX

31

ACCUMULATOR

EX

TORQUE SIGNAL

FILTERED AFL

D4

AFLAFL FILTER

(50)

10

43a

43b 44

11b

11c

11a

14b

14a

14c

LO OVERRUN

23

PR

LO/REV

LO/1ST LO/REVERSE

LO/REVERSE

PR PR

EX

22 10c

23 10b

9n

9o

22b

22a

10a

➤

10 9k

9g

9m

44a

43c 44

41a

41b

41c

41d

42b

42a

13a

13b

OIL

COOLER

PIPE

CONNECTOR

(10)

➤

18a

18b

18c

18 17a

18 17b

20b

48b

48a

REGULATED APPLY

30a

30b

32a

37a

9b

9e

10 9d

9c

9a

9f

9h

31a

31b

31c

OVERRUN CLUTCH FEED

3-4 ACCUM

SERVO FEED

6

7

4TH4TH

OVERRUN CL

4TH SIGNAL2ND

EX

3-4 RELAY 4-3 SEQUENCE VALVE

5

EX

SERVO FD

ORF EX

CASE (8)

REV INPUT

EX

(237)

17d

17c

17e

17f

17g

21

20d

20e

21a

20a

20c

1-2 ACCUMULATOR COVER (57)

25g

33c

33a

33b

27d

27c

27b

29

27a

28a

29b

29a

29d

40

29c

29e

29g28

28

29f

24a

24b

24c

24d

24e

24f

24g

24h

25a

25b

25d

25e

25f

25

24m

24k

REVERSE INPUT

#3

17

REVERSE INPUT

15c

15b

16

REVERSE

REVERSE INPUT

16a

15d

15a

REVERSE

34f

34e

34d

34c

34a

34b

#6

OVERRUN CL FD

21

ORIFICED D2

#5

OVERRUN

OVERRUN OVERRUN

OVERRUN

36

35e

35d

39

35b

35c

36a

35a

38d

38e39

38c

38b

38a

EX

TORQUE SIGNAL

2ND CL

➤

➤➤

➤

20

18

2-3 SHUTTLE 2-3 SHIFT VALVE

28

29

EX

D2

OVERRUN

D3

2ND

3-4 SIGNAL

EX

D4-3-2

2-3 SIGNAL

ACTUATOR FEED LIMIT

AFL

SERVO FD

3-4 ACC

FILTERED AFL

AFL

ACTUATOR FEED LIMIT

AFL

D2

2ND

D2

ORIFICED D2

D2

VALVE BODY (60)

3-4 SIGNAL

➤

2ND

D4

PR 3-4 ACCUMULATOR

D4

EX

D4-3-2

LO

D4

2ND CLUTCH

D3

FORWARD CLUTCH FEED ACTUATOR FEED LIMIT

TORQUE SIGNAL

SERVO FEED

➤

OVERRUN CLUTCH

LINE

9p

26a

➤

➤➤

➤

➤➤➤

➤

➤➤➤

➤

➤➤

➤

➤➤➤

➤

➤➤

➤➤ ➤

➤

➤➤➤

➤➤

PR

➤➤

➤

➤➤

➤

➤➤

➤➤➤➤➤

➤

➤➤

➤

➤➤➤➤➤

➤➤

➤

➤➤➤

OFF

CONVERTER CLUTCH VALVE

COOLER

RELEASE

APPLY

EX

➤

EX

➤➤

➤

➤➤

➤

CONV FD

➤

REGULATED APPLY

3-2 CONTROL

EX

CC SIGNAL

ACTUATOR FEED LIMIT

9

26b

TCC PWM

SOLENOID

VALVE

N.C.

1-2 SIGNAL

2ND

4TH SIGNAL

3-2

CONTROL

SOLENOID

VALVE

N.C.

OFF

#10

➤

LOW AND REVERSE

CLUTCH ASSEMBLY

REVERSE INPUT

CLUTCH ASSEMBLY

TORQUE

CONVERTER

ASSEMBLY

#9

➤➤

(237)

➤

(238)

➤

EX

2ND CLUTCH 3-4 CLUTCH

2ND

PRESSURE

CONTROL

SOLENOID

VALVE

2-3 SHIFT

SOLENOID

VALVE

N.O.

ON

EX

1-2 SHIFT

SOLENOID

VALVE

N.O.

ON

ACCUM VALVE

PRND321

D4

REVERSE

D3

D2

LO

EX

LINE

➤

➤➤➤➤

➤

➤➤➤ ➤

➤

➤➤➤➤➤

➤

MANUAL VALVE

PR

EXEX

3-2 DOWNSHIFT

ISOLATOR VALVE

REG APPLY

Figure 71

74

PARK

(Engine Running)

74A

HIGH LINE PRESSURE

•Pressure Regulator Valve (216), or

Reverse Boost Valve (219)

–Stuck, damaged

•2-3 Shift Valve (368)

–Stuck

•Pressure Relief Ball (228)

–Not seated or damaged.

•Pressure Control Solenoid Valve (377)

–Damage to pins.

LOW LINE PRESSURE

•Pressure Regulator Valve (216), Boost Valve (219),

or Spring (217)

–Stuck, damaged, broken

•Oil Pump (200)

–Cross channel air leak, body to cover or body to case

•Pump Valve Bores

–Excessive valve clearance due to wear

•Valve Body (350)

–Cross channel leaks

–Cross valve land leaks

•Gasket/Spacer Plate

–Damaged

–Missing

•Pressure Control Solenoid Valve (377)

–Valve is stuck On

–Broken clip causes leakage

–Wire is pinched to ground

–Screen is missing

•Cooler Lines

–Clogged or restricted.

The following conditions and component problems could happen in any

gear range, and are only some of the possibilities recommended to

diagnose hydraulic problems. Always refer to the appropriate vehicle

platform service manual when diagnosing specific concerns.

1-2 SHIFT 2-3 SHIFT REVERSE FORWARD

SOLENOID SOLENOID 2-4 INPUT OVERRUN FORWARD SPRAG CL. 3-4 LO-ROLLER LO/REV

VALVE VALVE BAND CLUTCH CLUTCH CLUTCH ASSEMBLY CLUTCH CLUTCH CLUTCH

ON ON APPLIED

PARK

(Engine Running)

74B

PASSAGES

1 SUCTION

2 DECREASE

3 LINE

4 CONVERTER FEED

5 RELEASE

6 APPLY

7 COOLER

8 LUBE

9 ACTUATOR FEED LIMIT

10 FILTERED ACTUATOR FEED

11 TORQUE SIGNAL

12 PR

13 D4-3-2

14 LO/REVERSE

15 REVERSE

16 REVERSE INPUT

17 D4

18 FORWARD CLUTCH FEED

19 REAR LUBE

20 ACCUMULATOR

21 ORIFICED ACCUMULATOR

22 1-2 SIGNAL

23 2-3 SIGNAL

24 2ND

25 2ND CLUTCH

26 C. C. SIGNAL

27 3-4 SIGNAL

28 3RD ACCUMULATOR

29 3-4 CLUTCH

30 4TH SIGNAL

31 SERVO FEED

32 4TH

33 3-4 ACCUMULATOR

34 D3

35 OVERRUN

36 OVERRUN CLUTCH FEED

37 OVERRUN CLUTCH

38 D2

39 ORIFICED D2

40 3-2 SIGNAL

41 LO

42 LO/1ST

43 EXHAUST

44 ORIFICED EXHAUST

45 VENT

46 SEAL DRAIN

47 VOID

48 REGULATED APPLY

COMPONENTS ( )

(8) REAR LUBE (ORIFICED CUP PLUG/REAR CASE)

(10) OIL COOLER PIPE CONNECTOR

(11) CASE SERVO ORIFICED PLUG

(38) ACCUMULATOR BLEED PLUG

(39) LINE PRESSURE TAP

(40) 3RD ACCUM. RETAINER AND BALL ASSEMBLY (#7)

(49) SHIFT SOLENOIDS SCREEN

(50) PRESSURE CONTROL SOLENOID SCREEN

(61) CHECKBALLS (#1, 2, 3, 4, 5, 6, 8, 12)

(91) CHECKBALL (#10)

(232) OIL PUMP COVER SCREEN

(237) CHECK VALVE RETAINER AND BALL ASSEMBLY

(238) CONVERTER CLUTCH SIGNAL ORIFICED CUP PLUG

(240) ORIFICED CUP PLUG

PARK (Engine Running)

➤

➤ ➤

➤

➤ ➤

➤

➤➤

➤

PUMP BODY (200)

(Pump Cover Side)

PUMP COVER (215)

(Pump Body Side) PUMP COVER (215)

(Case Side)

CASE (103)

(Pump Cover Side)

CASE (103)

(Control Valve Body Side)

SPACER PLATE (48)

(Case/Control Valve Body) CONTROL VALVE BODY (60)

(Case Side)

12 38

312

34

18

15

16

38

29

16

47 47

29 15 29

9

29

12

38 41 17

24

18

9

30

34

25 24

25 43 37

33

24

25

30 27 22 27

34

13

35

34

36

31 31

33

48

9

26 3

25

11

99

925

28 32

11

26

17 20 20

9

25

20

21 21

24

36 35

39

24

27

24

13

9

10

24 10

14

22

912 42

41 44

42

17

18

34

17

12 14

41

38

41

11

3

25

39

24 10

18

29

16

48

43

9

14

44

26

25

31

20

GASKET (47)

(Case/Spacer Plate)

GASKET (52)

(Spacer Plate/Control Valve Body)

CASE (103)

(2-4 Servo Bore)

1-2 ACCUMULATOR COVER (57)

NOTE:

- INDICATES BOLT HOLES

- NON-FUNCTIONAL HOLES

HAVE BEEN REMOVED FROM

COMPONENT DRAWINGS

TO SIMPLIFY TRACING FLUID

FLOW.

- EXHAUST FLUID NOT SHOWN

21

25

20

28

#7/(40)

44

(11)

25

43

32

3

16

(237)

18

43

3

(240)

37

(237)

43

47

45

43

48

11

29

16

3

16

29 18

2

(240)

8

85

37

1

47

(232)

7

46

45 47

3

8

43

5

4

2

4

48

43

3

6

1

43

2

7

47 46

43 11

3

16

37

5

37 8

29

18

29

1

(232)

2

43

47

16

(237)

37

(237)

4

(238)

2

(240)

PRESSURE RELIEF

VALVE BORE

➤

16

45

8

7

48

37

11 29 16

3

18

3

(39)

8

7

(10)

48 37 316291118

47 45

8

43

5

4

3

2

43

16

11

29

43

46

37 47

48

7

4

2

3

1

3

13V

12a 38b

3a

12b

34b

18b

38d

18c

13b

15d

16a

38c

15a

9m

9n

11c

29e

29d

9o

27b/29

29a

29f/28

15b/16

35a

22b

27d

30a

30b

34f

25a 24h

31c

25b

33c

24g 34e

31b

31a

27a

33a

33b

32a

37a

36a

3c

26b

11b

9c

25f

28a

9e

9p

9b

9d/10

(50)

48b

43a

25d

3b 11a

20c

25g

21a

9f

20e/21

17f 20a

9g

10a

35c/39

35b

35d/36

24f

24d 24c 13a

24a24b

41d

17c

41c

12c

17b/18 18a17d

42a

43c/44 9h 12e

22a 14b

10c/22

42b

14a

12d

17e

34a 41a

41b 38a

24m/25

47

9k/10

(49)

10b/23

20b

24e

17g

20d/21

25e

9a

48a

26a

43b/44

24k/25

34c

34d

29c

29b

29g/28

15c/16

17a/18 14c

44a

38e/39

27c/29

35e/36

➤

7

➤

5

➤

6

➤

16

➤

17

➤

8

➤

9

➤

32

➤

10

➤

12

➤

18

➤

20

➤

21

➤

22

➤

13

➤

14

➤

23

➤

25

➤

29

➤

30

➤

31

➤

26

➤

27

➤

28

➤

24

➤➤

1

➤➤

2

➤➤

2

➤➤

4

➤➤

11

12 38

3

18

38

16

28

29

15

34

29

9

15

29

11

929

40

15 43

35 34

31

31 33 33

22

27

30

34

30

25 24 24

24 31

25 43

48

26

33 37

36 32

25

28

9

26

9

311

25 25 3

910

11 21 20

25

9

10

17 20

35 35/39

24

27 24 24

13

22

14

22

912 42

14

12

24

18

38 41 17

41

12 42

17

34

12 34 41

38

17

44

47

923

20

17

9

48 44

34

29

29 18

24

14

43

10

25

41

38

34

9

947

9

3

25

11

26

47

26

47

25

47

3

10

43

47 11

43

33

31

24

30

37 36

28

11

34

25

24

22

24

35

34

30 27

31 32

47 25

29

9

15

40

28 29 29 16

15

43

15 12

38

3

341 47

17 34 38 41

34

18

12

17

42

43

12

18

47

14

43

14 42

922

23

10

9

17

24

38

13 24

43

42

41

3

33

31 24 24

17 47

13

17 20 20

27

#8

#6 #5

#3

#2 #12

#4

FORWARD

CLUTCH

ACCUMULATOR

BORE

➤

17

47

35

47

43

47

47 48

48

47

47 9

26

47 12 38

3

29

38

16

47 29

15

29

11

18

30 27 27

18

34

47

34

25 24

31

33

43

37 37

48

47

47 47

9

25

311

32

28 32

25

21

20

33

25

9

39

35

35 24 47

24 22

22 10 47

14

12

9

99

44

17 47 42

41

17

14

12

18

34

41

9

36

9

17

12

14

11

9

11

34

16 16

22

13 13

#10

#1

#7

(40)

37

18

11

29

16

3

29

341

38

44

(38)

28

47

43

47

48

36

33

9

33

38

19

26

47

2-4 SERVO BORE

➤

REAR

LUBE

TO

LOW AND

REVERSE

CLUTCH

➤➤

19

Figure 72 FOLDOUT ➤ 75

Figure 73

REVERSE

➤

➤➤

➤

➤➤

➤

INPUT CLUTCH

HOUSING ASSEMBLY

24

REAR LUBE

FILTER

(49)

➤

RELEASE

APPLY

LO/REVERSE

PR

BOOST VALVE PRESS REG

BOTTOM

PAN

(SUMP)

(75)

FILTER

(72) REVERSE INPUT

REV INPUT

DECREASE

LINE

EX

FILTER

(232)

AIR

BLEED

(240)

1

SUCTION

LINE

EX

PRESSURE

RELIEF

VALVE

PUMP

ASSEMBLY

(4)

➤

➤➤

4

TCC

SOLENOID

(66)

N.O.

COOLER

LUBE

COOLER

SUCTION

CONVERTER & LUBE

MAINLINE

SOLENOID SIGNAL

ACCUMULATOR

ACTUATOR FEED LIMIT

TORQUE SIGNAL

FLUID PRESSURES

REVERSE INPUT

FORWARD CLUTCH FEED

#1

ACCUMULATOR

ORF ACC

2ND CLUTCH

3-4 ACCUMULATOR

1-2 ACCUMULATOR

19

3-4 ACCUM

ACCUM

EX

ORIFICED ACCUM

3-4 ACCUMULATOR

3-4 ACCUM

2ND CLUTCH

D3

REVERSE INPUT

D2-N.C.

REV-N.O. D3-N.C.

LO-N.O.

D4-N.O.

LO

TEMP

SENSOR

➤

TFP

SWITCH

ASSEMBLY

D2

D4

D3

EX

FORWARD ABUSE

FWD CL FD

3RD ACCUMULATOR EX

#7

11

3RD ACCUM

4TH

EX

➤

4TH

2ND & 4TH

SERVO

REV ABUSE

EX

REVERSE

REVERSE INPUT

#12

D4

22

D4

#4

13

3-4 SIGNAL

3-4 CL

3-4 CLUTCH

#2

12

3-4 CLUTCH

3RD ACCUM

3-4 CL

#8

16

2ND

2ND CL 2ND CL

2ND CL

2ND CLUTCH2ND CLUTCH

TORQUE SIG

FORWARD CLUTCH FEED

FORWARD

CLUTCH

ACCUMULATOR

EX

PR LO

LO

FORWARD CLUTCH FEED

FWD CL FEED

D3

14

3-4 CLUTCH

3RD ACCUMULATOR

3RD ACCUM

EX

AFL

3-2 SIGNAL

2ND

LINE

REGULATED APPLY

8

REG APPLY

1-2 SHIFT VALVE

26

LO

D4

O’ EX

D4-3-2 2ND

25

1-2 SIGNAL

LO/1ST

27

1-2 SIGNAL

EX

ORIFICED EX

EX

LO/1ST D4-3-2

D4

2

➤

➤➤

➤

EX

CONV FD

EX

LINE LINE

LINE

PRESSURE

TAP

(39)

➤

REGULATED APPLY

➤

LUBE

CASE (8)

GASKET (47)

SPACER PLATE (48)

GASKET (52)

VALVE BODY (60)

SUCTION

LINE

3a

3b

3c

➤

➤➤

➤

D3

EX

3-4 SIGNAL

1-2 SIGNAL

4TH SIGNAL

3-4 SHIFT VALVE

1-2 SIGNAL

3-4 CLUTCH

OVERRUN CLUTCH

12a

12b

12c

12d

12e

EX

32

AFL

30

D4

EX

31

ACCUMULATOR

EX

TORQUE SIGNAL

FILTERED AFL

D4

AFLAFL FILTER

(50)

10

43a

43b 44

11b

11c

11a

14b

14a

14c

LO OVERRUN

23

PR

LO/REV

LO/1ST LO/REVERSE

LO/REVERSE

PR PR

EX

22 10c

23 10b

9n

9o

22b

22a

10a

➤

10 9k

9g

9m

44a

43c 44

41a

41b

41c

41d

42b

42a

13a

13b

OIL

COOLER

PIPE

CONNECTOR

(10)

➤

18a

18b

18c

18 17a

18 17b

20b

48b

48a

REGULATED APPLY

30a

30b

32a

37a

9b

9e

10 9d

9c

9a

9f

9h

31a

31b

31c

OVERRUN CLUTCH FEED

3-4 ACCUM

SERVO FEED

6

7

4TH4TH

OVERRUN CL

4TH SIGNAL2ND

EX

3-4 RELAY 4-3 SEQUENCE VALVE

5

EX

SERVO FD

ORF EX

CASE (8)

REV INPUT

EX

(237)

17d

17c

17e

17f

17g

21

20d

20e

21a

20a

20c

1-2 ACCUMULATOR COVER (57)

25g

33c

33a

33b

27d

27c

27b

29

27a

28a

29b

29a

29d

40

29c

29e

29g28

28

29f

24a

24b

24c

24d

24e

24f

24g

24h

25a

25b

25d

25e

25f

25

24m

24k

REVERSE INPUT

#3

17

REVERSE INPUT

15c

15b

16

REVERSE

REVERSE INPUT

16a

15d

15a

REVERSE

34f

34e

34d

34c

34a

34b

#6

OVERRUN CL FD

21

ORIFICED D2

#5

OVERRUN

OVERRUN OVERRUN

OVERRUN

36

35e

35d

39

35b

35c

36a

35a

38d

38e39

38c

38b

38a

EX

TORQUE SIGNAL

2ND CL

➤

➤➤

➤

20

18

2-3 SHUTTLE 2-3 SHIFT VALVE

28

29

EX

D2

OVERRUN

D3

2ND

3-4 SIGNAL

EX

D4-3-2

2-3 SIGNAL

ACTUATOR FEED LIMIT

AFL

SERVO FD

3-4 ACC

FILTERED AFL

AFL

ACTUATOR FEED LIMIT

AFL

D2

2ND

D2

ORIFICED D2

D2

VALVE BODY (60)

3-4 SIGNAL

➤

2ND

D4

PR 3-4 ACCUMULATOR

D4

EX

D4-3-2

LO

D4

2ND CLUTCH

D3

FORWARD CLUTCH FEED ACTUATOR FEED LIMIT

TORQUE SIGNAL

SERVO FEED

➤

OVERRUN CLUTCH

LINE

9p

26a

➤

➤➤

➤

➤➤➤

➤

➤➤➤

➤

➤➤

➤

➤➤➤

➤

➤➤

➤➤ ➤

➤

➤➤➤

➤➤

PR

➤➤

➤

➤➤

➤

➤➤

➤➤➤➤➤

➤

➤➤

➤

➤➤➤➤➤

➤➤

➤

➤➤➤

OFF

CONVERTER CLUTCH VALVE

COOLER

RELEASE

APPLY

EX

➤

EX

➤➤

➤

➤➤

➤

CONV FD

➤

REGULATED APPLY

3-2 CONTROL

EX

CC SIGNAL

ACTUATOR FEED LIMIT

9

26b

TCC PWM

SOLENOID

VALVE

N.C.

1-2 SIGNAL

2ND

4TH SIGNAL

3-2

CONTROL

SOLENOID

VALVE

N.C.

OFF

#10

➤

LOW AND REVERSE

CLUTCH ASSEMBLY

REVERSE INPUT

CLUTCH ASSEMBLY

TORQUE

CONVERTER

ASSEMBLY

#9

➤➤

(237)

➤

(238)

➤

EX

2ND CLUTCH 3-4 CLUTCH

2ND

PRESSURE

CONTROL

SOLENOID

VALVE

2-3 SHIFT

SOLENOID

VALVE

N.O.

ON

EX

1-2 SHIFT

SOLENOID

VALVE

N.O.

ON

ACCUM VALVE

PRND321

D4

REVERSE

D3

D2

LO

EX

LINE

➤

➤➤➤➤

➤

➤➤➤ ➤

➤

➤➤➤➤➤

➤

MANUAL VALVE

PR

➤

➤➤➤

➤

➤➤➤

➤➤

➤

➤➤

➤

➤➤➤

➤

➤➤

➤➤➤ ➤➤

➤

➤➤

➤➤➤➤

➤

➤➤

➤

➤➤

➤

EXEX

3-2 DOWNSHIFT

ISOLATOR VALVE

REG APPLY

76

REVERSE

76A

NO REVERSE OR SLIPS IN REVERSE

•Turbine Shaft Seal (618)

–Missing, cut or damaged

•2-3 Shift Valve (368)

–Stuck

•Low Overrun Valve (361)

–Stuck

•Orificed Cup Plug (240)

–Restricted, missing or damaged

•Reverse Input Housing and Drum Assembly (605)

–Cracked at weld

•Reverse Input Clutch Plate Retaining Ring (614)

–Out of groove

•Reverse Input Clutch Belleville Plate (611)

–Installed incorrectly

•Low and Reverse Clutch Piston (695)

–Porosity

ENGINE STALLS IN REVERSE

•Cooler Lines

–Pinched

1-2 SHIFT 2-3 SHIFT REVERSE FORWARD

SOLENOID SOLENOID 2-4 INPUT OVERRUN FORWARD SPRAG CL. 3-4 LO-ROLLER LO/REV

VALVE VALVE BAND CLUTCH CLUTCH CLUTCH ASSEMBLY CLUTCH CLUTCH CLUTCH

ON ON APPLIED APPLIED

REVERSE

76B

PASSAGES

1 SUCTION

2 DECREASE

3 LINE

4 CONVERTER FEED

5 RELEASE

6 APPLY

7 COOLER

8 LUBE

9 ACTUATOR FEED LIMIT

10 FILTERED ACTUATOR FEED

11 TORQUE SIGNAL

12 PR

13 D4-3-2

14 LO/REVERSE

15 REVERSE

16 REVERSE INPUT

17 D4

18 FORWARD CLUTCH FEED

19 REAR LUBE

20 ACCUMULATOR

21 ORIFICED ACCUMULATOR

22 1-2 SIGNAL

23 2-3 SIGNAL

24 2ND

25 2ND CLUTCH

26 C. C. SIGNAL

27 3-4 SIGNAL

28 3RD ACCUMULATOR

29 3-4 CLUTCH

30 4TH SIGNAL

31 SERVO FEED

32 4TH

33 3-4 ACCUMULATOR

34 D3

35 OVERRUN

36 OVERRUN CLUTCH FEED

37 OVERRUN CLUTCH

38 D2

39 ORIFICED D2

40 3-2 SIGNAL

41 LO

42 LO/1ST

43 EXHAUST

44 ORIFICED EXHAUST

45 VENT

46 SEAL DRAIN

47 VOID

48 REGULATED APPLY

COMPONENTS ( )

(8) REAR LUBE (ORIFICED CUP PLUG/REAR CASE)

(10) OIL COOLER PIPE CONNECTOR

(11) CASE SERVO ORIFICED PLUG

(38) ACCUMULATOR BLEED PLUG

(39) LINE PRESSURE TAP

(40) 3RD ACCUM. RETAINER AND BALL ASSEMBLY (#7)

(49) SHIFT SOLENOIDS SCREEN

(50) PRESSURE CONTROL SOLENOID SCREEN

(61) CHECKBALLS (#1, 2, 3, 4, 5, 6, 8, 12)

(91) CHECKBALL (#10)

(232) OIL PUMP COVER SCREEN

(237) CHECK VALVE RETAINER AND BALL ASSEMBLY

(238) CONVERTER CLUTCH SIGNAL ORIFICED CUP PLUG

(240) ORIFICED CUP PLUG

Figure 74

REVERSE

➤

➤➤

➤

➤➤

➤

➤ ➤

➤

➤ ➤

➤

➤➤

➤

PUMP BODY (200)

(Pump Cover Side)

PUMP COVER (215)

(Pump Body Side) PUMP COVER (215)

(Case Side)

CASE (103)

(Pump Cover Side)

CASE (103)

(Control Valve Body Side)

SPACER PLATE (48)

(Case/Control Valve Body) CONTROL VALVE BODY (60)

(Case Side)

12 38

312

34

18

15

16

38

29

16

47 47

29 15 29

9

29

12

38 41 17

24

18

9

30

34

25 24

25 43 37

33

24

25

30 27 22 27

34

13

35

34

36

31 31

33

48

9

26 3

25

11

99

925

28 32

11

26

17 20 20

9

25

20

21 21

24

36 35

39

24

27

24

13

9

10

24 10

14

22

912 42

41 44

42

17

18

34

17

12 14

41

38

41

11

3

25

39

24 10

18

29

16

48

43

9

14

44

26

25

31

20

GASKET (47)

(Case/Spacer Plate)

GASKET (52)

(Spacer Plate/Control Valve Body)

CASE (103)

(2-4 Servo Bore)

1-2 ACCUMULATOR COVER (57)

NOTE:

- INDICATES BOLT HOLES

- NON-FUNCTIONAL HOLES

HAVE BEEN REMOVED FROM

COMPONENT DRAWINGS

TO SIMPLIFY TRACING FLUID

FLOW.

- EXHAUST FLUID NOT SHOWN

21

25

20

28

#7/(40)

44

(11)

25

43

32

3

16

(237)

18

43

3

(240)

37

(237)

43

47

45

43

48

11

29

16

3

16

29 18

2

(240)

8

85

37

1

47

(232)

7

46

45 47

3

8

43

5

4

2

4

48

43

3

6

1

43

2

7

47 46

43 11

3

16

37

5

37 8

29

18

29

1

(232)

2

43

47

16

(237)

37

(237)

4

(238)

2

(240)

PRESSURE RELIEF

VALVE BORE

➤

16

45

8

7

48

37

11 29 16

3

18

3

(39)

8

7

(10)

48 37 316291118

47 45

8

43

5

4

3

2

43

16

11

29

43

46

37 47

48

7

4

2

3

1

3

13V

12a 38b

3a

12b

34b

18b

38d

18c

13b

15d

16a

38c

15a

9m

9n

11c

29e

29d

9o

27b/29

29a

29f/28

15b/16

35a

22b

27d

30a

30b

34f

25a 24h

31c

25b

33c

24g 34e

31b

31a

27a

33a

33b

32a

37a

36a

3c

26b

11b

9c

25f

28a

9e

9p

9b

9d/10

(50)

48b

43a

25d

3b 11a

20c

25g

21a

9f

20e/21

17f 20a

9g

10a

35c/39

35b

35d/36

24f

24d 24c 13a

24a24b

41d

17c

41c

12c

17b/18 18a17d

42a

43c/44 9h 12e

22a 14b

10c/22

42b

14a

12d

17e

34a 41a

41b 38a

24m/25

47

9k/10

(49)

10b/23

20b

24e

17g

20d/21

25e

9a

48a

26a

43b/44

24k/25

34c

34d

29c

29b

29g/28

15c/16

17a/18 14c

44a

38e/39

27c/29

35e/36

➤

7

➤

5

➤

6

➤

16

➤

17

➤

8

➤

9

➤

32

➤

10

➤

12

➤

18

➤

20

➤

21

➤

22

➤

13

➤

14

➤

23

➤

25

➤

29

➤

30

➤

31

➤

26

➤

27

➤

28

➤

24

➤➤

1

➤➤

2

➤➤

2

➤➤

4

➤➤

11

12 38

3

18

38

16

28

29

15

34

29

9

15

29

11

929

40

15 43

35 34

31

31 33 33

22

27

30

34

30

25 24 24

24 31

25 43

48

26

33 37

36 32

25

28

9

26

9

311

25 25 3

910

11 21 20

25

9

10

17 20

35 35/39

24

27 24 24

13

22

14

22

912 42

14

12

24

18

38 41 17

41

12 42

17

34

12 34 41

38

17

44

47

923

20

17

9

48 44

34

29

29 18

24

14

43

10

25

41

38

34

9

947

9

3

25

11

26

47

26

47

25

47

3

10

43

47 11

43

33

31

24

30

37 36

28

11

34

25

24

22

24

35

34

30 27

31 32

47 25

29

9

15

40

28 29 29 16

15

43

15 12

38

3

341 47

17 34

38

41

34

18

12

17

42

43

12

18

47

14

43

14 42

922

23

10

9

17

24

38

13 24

43

42

41

3

33

31 24 24

17 47

13

17 20 20

27

#8

#6 #5

#3

#2 #12

#4

FORWARD

CLUTCH

ACCUMULATOR

BORE

➤

17

47

35

47

43

47

47 48

48

47

47 9

26

47 12 38

3

29

38

16

47 29

15

29

11

18

30 27 27

18

34

47

34

25 24

31

33

43

37 37

48

47

47 47

9

25

311

32

28 32

25

21

20

33

25

9

39

35

35 24 47

24 22

22 10 47

14

12

9

99

44

17 47 42

41

17

14

12

18

34

41

9

36

9

17

12

14

11

9

11

34

16 16

22

13 13

#10

#1

#7

(40)

37

18

11

29

16

3

29

341

38

44

(38)

28

47

43

47

48

36

33

9

33

38

19

26

47

2-4 SERVO BORE

➤

REAR

LUBE

TO

LOW AND

REVERSE

CLUTCH

➤➤

19

FOLDOUT ➤ 77

NEUTRAL

(Engine Running)

➤

➤➤

➤

➤➤

➤

INPUT CLUTCH

HOUSING ASSEMBLY

24

REAR LUBE

FILTER

(49)

➤

RELEASE

APPLY

LO/REVERSE

PR

BOOST VALVE PRESS REG

BOTTOM

PAN

(SUMP)

(75)

FILTER

(72) REVERSE INPUT

REV INPUT

DECREASE

LINE

EX

FILTER

(232)

AIR

BLEED

(240)

1

SUCTION

LINE

EX

PRESSURE

RELIEF

VALVE

PUMP

ASSEMBLY

(4)

➤

➤➤

4

TCC

SOLENOID

(66)

N.O.

COOLER

LUBE

COOLER

SUCTION

CONVERTER & LUBE

MAINLINE

SOLENOID SIGNAL

ACCUMULATOR

ACTUATOR FEED LIMIT

TORQUE SIGNAL

FLUID PRESSURES

REVERSE INPUT

FORWARD CLUTCH FEED

#1

ACCUMULATOR

ORF ACC

2ND CLUTCH

3-4 ACCUMULATOR

1-2 ACCUMULATOR

19

3-4 ACCUM

ACCUM

EX

ORIFICED ACCUM

3-4 ACCUMULATOR

3-4 ACCUM

2ND CLUTCH

D3

REVERSE INPUT

D2-N.C.

REV-N.O. D3-N.C.

LO-N.O.

D4-N.O.

LO

TEMP

SENSOR

➤

TFP

SWITCH

ASSEMBLY

D2

D4

D3

EX

FORWARD ABUSE

FWD CL FD

3RD ACCUMULATOR EX

#7

11

3RD ACCUM

4TH

EX

➤

4TH

2ND & 4TH

SERVO

REV ABUSE

EX

REVERSE

REVERSE INPUT

#12

D4

22

D4

#4

13

3-4 SIGNAL

3-4 CL

3-4 CLUTCH

#2

12

3-4 CLUTCH

3RD ACCUM

3-4 CL

#8

16

2ND

2ND CL 2ND CL

2ND CL

2ND CLUTCH2ND CLUTCH

TORQUE SIG

FORWARD CLUTCH FEED

FORWARD

CLUTCH

ACCUMULATOR

EX

PR LO

LO

FORWARD CLUTCH FEED

FWD CL FEED

D3

14

3-4 CLUTCH

3RD ACCUMULATOR

3RD ACCUM

EX

AFL

3-2 SIGNAL

2ND

LINE

REGULATED APPLY

8

REG APPLY

1-2 SHIFT VALVE

26

LO

D4

O’ EX

D4-3-2 2ND

25

1-2 SIGNAL

LO/1ST

27

1-2 SIGNAL

EX

ORIFICED EX

EX

LO/1ST D4-3-2

D4

2

➤

➤➤

➤

EX

CONV FD

EX

LINE LINE

LINE

PRESSURE

TAP

(39)

➤

REGULATED APPLY

➤

LUBE

CASE (8)

GASKET (47)

SPACER PLATE (48)

GASKET (52)

VALVE BODY (60)

SUCTION

LINE

3a

3b

3c

➤

➤➤

➤

D3

EX

3-4 SIGNAL

1-2 SIGNAL

4TH SIGNAL

3-4 SHIFT VALVE

1-2 SIGNAL

3-4 CLUTCH

OVERRUN CLUTCH

12a

12b

12c

12d

12e

EX

32

AFL

30

D4

EX

31

ACCUMULATOR

EX

TORQUE SIGNAL

FILTERED AFL

D4

AFLAFL FILTER

(50)

10

43a

43b 44

11b

11c

11a

14b

14a

14c

LO OVERRUN

23

PR

LO/REV

LO/1ST LO/REVERSE

LO/REVERSE

PR PR

EX

22 10c

23 10b

9n

9o

22b

22a

10a

➤

10 9k

9g

9m

44a

43c 44

41a

41b

41c

41d

42b

42a

13a

13b

OIL

COOLER

PIPE

CONNECTOR

(10)

➤

18a

18b

18c

18 17a

18 17b

20b

48b

48a

REGULATED APPLY

30a

30b

32a

37a

9b

9e

10 9d

9c

9a

9f

9h

31a

31b

31c

OVERRUN CLUTCH FEED

3-4 ACCUM

SERVO FEED

6

7

4TH4TH

OVERRUN CL

4TH SIGNAL2ND

EX

3-4 RELAY 4-3 SEQUENCE VALVE

5

EX

SERVO FD

ORF EX

CASE (8)

REV INPUT

EX

(237)

17d

17c

17e

17f

17g

21

20d

20e

21a

20a

20c

1-2 ACCUMULATOR COVER (57)

25g

33c

33a

33b

27d

27c

27b

29

27a

28a

29b

29a

29d

40

29c

29e

29g28

28

29f

24a

24b

24c

24d

24e

24f

24g

24h

25a

25b

25d

25e

25f

25

24m

24k

REVERSE INPUT

#3

17

REVERSE INPUT

15c

15b

16

REVERSE

REVERSE INPUT

16a

15d

15a

REVERSE

34f

34e

34d

34c

34a

34b

#6

OVERRUN CL FD

21

ORIFICED D2

#5

OVERRUN

OVERRUN OVERRUN

OVERRUN

36

35e

35d

39

35b

35c

36a

35a

38d

38e39

38c

38b

38a

EX

TORQUE SIGNAL

2ND CL

➤

➤➤

➤

20

18

2-3 SHUTTLE 2-3 SHIFT VALVE

28

29

EX

D2

OVERRUN

D3

2ND

3-4 SIGNAL

EX

D4-3-2

2-3 SIGNAL

ACTUATOR FEED LIMIT

AFL

SERVO FD

3-4 ACC

FILTERED AFL

AFL

ACTUATOR FEED LIMIT

AFL

D2

2ND

D2

ORIFICED D2

D2

VALVE BODY (60)

3-4 SIGNAL

➤

2ND

D4

PR 3-4 ACCUMULATOR

D4

EX

D4-3-2

LO

D4

2ND CLUTCH

D3

FORWARD CLUTCH FEED ACTUATOR FEED LIMIT

TORQUE SIGNAL

SERVO FEED

➤

OVERRUN CLUTCH

LINE

9p

26a

➤

➤➤

➤

➤➤➤

➤

➤➤➤

➤

➤➤

➤

➤➤➤

➤

➤➤

➤➤ ➤

➤

➤➤➤

➤➤

PR

➤➤➤➤➤➤➤➤➤➤

➤

➤➤

➤➤➤

➤➤➤➤➤➤➤

➤ ➤➤➤➤

➤ ➤ ➤➤ ➤➤➤➤➤➤➤➤ ➤

➤

➤➤

➤➤➤➤➤➤➤➤

➤➤➤➤➤➤➤➤➤ ➤➤➤➤➤➤ ➤

➤➤➤➤

➤

➤➤

➤➤➤➤➤ ➤

➤

➤➤ ➤

➤

➤➤➤ ➤

➤

➤➤ ➤

➤

➤➤

➤➤ ➤➤➤

➤

➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤ ➤➤➤➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤➤➤➤

➤➤

➤

➤➤➤

OFF

CONVERTER CLUTCH VALVE

COOLER

RELEASE

APPLY

EX

➤

EX

➤➤

➤

➤➤

➤

CONV FD

➤

REGULATED APPLY

3-2 CONTROL

EX

CC SIGNAL

ACTUATOR FEED LIMIT

9

26b

TCC PWM

SOLENOID

VALVE

N.C.

1-2 SIGNAL

2ND

4TH SIGNAL

3-2

CONTROL

SOLENOID

VALVE

N.C.

OFF

#10

➤

LOW AND REVERSE

CLUTCH ASSEMBLY

REVERSE INPUT

CLUTCH ASSEMBLY

TORQUE

CONVERTER

ASSEMBLY

#9

➤➤

(237)

➤

(238)

➤

EX

2ND CLUTCH 3-4 CLUTCH

2ND

PRESSURE

CONTROL

SOLENOID

VALVE

2-3 SHIFT

SOLENOID

VALVE

N.O.

ON

EX

1-2 SHIFT

SOLENOID

VALVE

N.O.

ON

ACCUM VALVE

PRND321

D4

REVERSE

D3

D2

LO

EX

LINE

➤

➤➤

➤➤➤➤➤

➤➤➤➤

➤➤ ➤➤➤➤➤

➤➤➤➤➤➤➤➤➤➤➤➤➤ ➤➤➤➤➤➤➤➤

➤➤➤➤

➤➤➤

➤

➤➤➤➤

➤➤➤

➤➤

➤

➤➤ ➤

➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤

➤➤➤➤

➤➤

➤

➤➤

➤

➤➤➤➤➤

➤

MANUAL VALVE

PR

➤

➤ ➤➤➤

➤

➤➤➤➤

➤

➤➤

➤ ➤➤➤➤

➤

➤➤➤

➤➤

➤

➤➤ ➤

➤

➤➤➤➤

➤➤➤➤ ➤➤➤➤➤➤➤➤

➤

➤➤➤➤➤

➤

➤➤➤➤➤➤➤➤➤➤➤➤➤

➤➤

➤➤➤➤

➤➤➤➤➤➤➤➤➤➤

➤➤

➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤

➤➤➤➤➤➤➤➤

➤➤

➤

➤➤

➤

➤➤➤

➤

➤➤➤➤➤➤➤➤➤

EXEX

3-2 DOWNSHIFT

ISOLATOR VALVE

REG APPLY

Figure 75

78

NEUTRAL

(Engine Running)

78A

DRIVES IN NEUTRAL

•Forward Clutch

–The clutch does not release.

•Manual Valve Link (89)

–Disconnected

•Case (103)

–The face is not flat.

–Internal leakage exists

ENGINE STALLS IN NEUTRAL

•TCC System

–Stuck On or dragging

1-2 SHIFT 2-3 SHIFT REVERSE FORWARD

SOLENOID SOLENOID 2-4 INPUT OVERRUN FORWARD SPRAG CL. 3-4 LO-ROLLER LO/REV

VALVE VALVE BAND CLUTCH CLUTCH CLUTCH ASSEMBLY CLUTCH CLUTCH CLUTCH

ON ON

NEUTRAL

(Engine Running)

78B

PASSAGES

1 SUCTION

2 DECREASE

3 LINE

4 CONVERTER FEED

5 RELEASE

6 APPLY

7 COOLER

8 LUBE

9 ACTUATOR FEED LIMIT

10 FILTERED ACTUATOR FEED

11 TORQUE SIGNAL

12 PR

13 D4-3-2

14 LO/REVERSE

15 REVERSE

16 REVERSE INPUT

17 D4

18 FORWARD CLUTCH FEED

19 REAR LUBE

20 ACCUMULATOR

21 ORIFICED ACCUMULATOR

22 1-2 SIGNAL

23 2-3 SIGNAL

24 2ND

25 2ND CLUTCH

26 C. C. SIGNAL

27 3-4 SIGNAL

28 3RD ACCUMULATOR

29 3-4 CLUTCH

30 4TH SIGNAL

31 SERVO FEED

32 4TH

33 3-4 ACCUMULATOR

34 D3

35 OVERRUN

36 OVERRUN CLUTCH FEED

37 OVERRUN CLUTCH

38 D2

39 ORIFICED D2

40 3-2 SIGNAL

41 LO

42 LO/1ST

43 EXHAUST

44 ORIFICED EXHAUST

45 VENT

46 SEAL DRAIN

47 VOID

48 REGULATED APPLY

COMPONENTS ( )

(8) REAR LUBE (ORIFICED CUP PLUG/REAR CASE)

(10) OIL COOLER PIPE CONNECTOR

(11) CASE SERVO ORIFICED PLUG

(38) ACCUMULATOR BLEED PLUG

(39) LINE PRESSURE TAP

(40) 3RD ACCUM. RETAINER AND BALL ASSEMBLY (#7)

(49) SHIFT SOLENOIDS SCREEN

(50) PRESSURE CONTROL SOLENOID SCREEN

(61) CHECKBALLS (#1, 2, 3, 4, 5, 6, 8, 12)

(91) CHECKBALL (#10)

(232) OIL PUMP COVER SCREEN

(237) CHECK VALVE RETAINER AND BALL ASSEMBLY

(238) CONVERTER CLUTCH SIGNAL ORIFICED CUP PLUG

(240) ORIFICED CUP PLUG

Figure 76

NEUTRAL (Engine Running)

➤

➤ ➤

➤

➤ ➤

➤

➤➤

➤

PUMP BODY (200)

(Pump Cover Side)

PUMP COVER (215)

(Pump Body Side) PUMP COVER (215)

(Case Side)

CASE (103)

(Pump Cover Side)

CASE (103)

(Control Valve Body Side)

SPACER PLATE (48)

(Case/Control Valve Body) CONTROL VALVE BODY (60)

(Case Side)

12 38

312

34

18

15

16

38

29

16

47 47

29 15 29

9

29

12

38 41 17

24

18

9

30

34

25 24

25 43 37

33

24

25

30 27 22 27

34

13

35

34

36

31 31

33

48

9

26 3

25

11

99

925

28 32

11

26

17 20 20

9

25

20

21 21

24

36 35

39

24

27

24

13

9

10

24 10

14

22

912 42

41 44

42

17

18

34

17

12 14

41

38

41

11

3

25

39

24 10

18

29

16

48

43

9

14

44

26

25

31

20

GASKET (47)

(Case/Spacer Plate)

GASKET (52)

(Spacer Plate/Control Valve Body)

CASE (103)

(2-4 Servo Bore)

1-2 ACCUMULATOR COVER (57)

NOTE:

- INDICATES BOLT HOLES

- NON-FUNCTIONAL HOLES

HAVE BEEN REMOVED FROM

COMPONENT DRAWINGS

TO SIMPLIFY TRACING FLUID

FLOW.

- EXHAUST FLUID NOT SHOWN

21

25

20

28

#7/(40)

44

(11)

25

43

32

3

16

(237)

18

43

3

(240)

37

(237)

43

47

45

43

48

11

29

16

3

16

29 18

2

(240)

8

85

37

1

47

(232)

7

46

45 47

3

8

43

5

4

2

4

48

43

3

6

1

43

2

7

47 46

43 11

3

16

37

5

37 8

29

18

29

1

(232)

2

43

47

16

(237)

37

(237)

4

(238)

2

(240)

PRESSURE RELIEF

VALVE BORE

➤

16

45

8

7

48

37

11 29 16

3

18

3

(39)

8

7

(10)

48 37 316291118

47 45

8

43

5

4

3

2

43

16

11

29

43

46

37 47

48

7

4

2

3

1

3

13V

12a 38b

3a

12b

34b

18b

38d

18c

13b

15d

16a

38c

15a

9m

9n

11c

29e

29d

9o

27b/29

29a

29f/28

15b/16

35a

22b

27d

30a

30b

34f

25a 24h

31c

25b

33c

24g 34e

31b

31a

27a

33a

33b

32a

37a

36a

3c

26b

11b

9c

25f

28a

9e

9p

9b

9d/10

(50)

48b

43a

25d

3b 11a

20c

25g

21a

9f

20e/21

17f 20a

9g

10a

35c/39

35b

35d/36

24f

24d 24c 13a

24a24b

41d

17c

41c

12c

17b/18 18a17d

42a

43c/44 9h 12e

22a 14b

10c/22

42b

14a

12d

17e

34a 41a

41b 38a

24m/25

47

9k/10

(49)

10b/23

20b

24e

17g

20d/21

25e

9a

48a

26a

43b/44

24k/25

34c

34d

29c

29b

29g/28

15c/16

17a/18 14c

44a

38e/39

27c/29

35e/36

➤

7

➤

5

➤

6

➤

16

➤

17

➤

8

➤

9

➤

32

➤

10

➤

12

➤

18

➤

20

➤

21

➤

22

➤

13

➤

14

➤

23

➤

25

➤

29

➤

30

➤

31

➤

26

➤

27

➤

28

➤

24

➤➤

1

➤➤

2

➤➤

2

➤➤

4

➤➤

11

12 38

3

18

38

16

28

29

15

34

29

9

15

29

11

929

40

15 43

35 34

31

31 33 33

22

27

30

34

30

25 24 24

24 31

25 43

48

26

33 37

36 32

25

28

9

26

9

311

25 25 3

910

11 21 20

25

9

10

17 20

35 35/39

24

27 24 24

13

22

14

22

912 42

14

12

24

18

38 41 17

41

12 42

17

34

12 34 41

38

17

44

47

923

20

17

9

48 44

34

29

29 18

24

14

43

10

25

41

38

34

9

947

9

3

25

11

26

47

26

47

25

47

3

10

43

47 11

43

33

31

24

30

37 36

28

11

34

25

24

22

24

35

34

30 27

31 32

47 25

29

9

15

40

28 29 29 16

15

43

15 12

38

3

341 47

17 34 38 41

34

18

12

17

42

43

12

18

47

14

43

14 42

922

23

10

9

17

24

38

13 24

43

42

41

3

33

31 24 24

17 47

13

17 20 20

27

#8

#6 #5

#3

#2 #12

#4

FORWARD

CLUTCH

ACCUMULATOR

BORE

➤

17

47

35

47

43

47

47 48

48

47

47 9

26

47 12 38

3

29

38

16

47 29

15

29

11

18

30 27 27

18

34

47

34

25 24

31

33

43

37 37

48

47

47 47

9

25

311

32

28 32

25

21

20

33

25

9

39

35

35 24 47

24 22

22 10 47

14

12

9

99

44

17 47 42

41

17

14

12

18

34

41

9

36

9

17

12

14

11

9

11

34

16 16

22

13 13

#10

#1

#7

(40)

37

18

11

29

16

3

29

341

38

44

(38)

28

47

43

47

48

36

33

9

33

38

19

26

47

2-4 SERVO BORE

➤

REAR

LUBE

TO

LOW AND

REVERSE

CLUTCH

➤➤

19

FOLDOUT ➤ 79

OVERDRIVE RANGE – FIRST GEAR

➤

➤➤

➤

➤➤

➤

➤➤ ➤

➤➤➤ ➤ ➤ ➤

➤➤ ➤➤

➤➤

➤➤ ➤➤

INPUT CLUTCH

HOUSING ASSEMBLY

24

REAR LUBE

FILTER

(49)

➤

RELEASE

APPLY

LO/REVERSE

PR

BOOST VALVE PRESS REG

BOTTOM

PAN

(SUMP)

(75)

FILTER

(72) REVERSE INPUT

REV INPUT

DECREASE

LINE

EX

FILTER

(232)

AIR

BLEED

(240)

1

SUCTION

LINE

EX

PRESSURE

RELIEF

VALVE

PUMP

ASSEMBLY

(4)

➤

➤➤

4

TCC

SOLENOID

(66)

N.O.

COOLER

LUBE

COOLER

SUCTION

CONVERTER & LUBE

MAINLINE

SOLENOID SIGNAL

ACCUMULATOR

ACTUATOR FEED LIMIT

TORQUE SIGNAL

FLUID PRESSURES

REVERSE INPUT

FORWARD CLUTCH FEED

#1

ACCUMULATOR

ORF ACC

2ND CLUTCH

3-4 ACCUMULATOR

1-2 ACCUMULATOR

19

3-4 ACCUM

ACCUM

EX

ORIFICED ACCUM

3-4 ACCUMULATOR

3-4 ACCUM

2ND CLUTCH

D3

REVERSE INPUT

D2-N.C.

REV-N.O. D3-N.C.

LO-N.O.

D4-N.O.

LO

TEMP

SENSOR

➤

TFP

SWITCH

ASSEMBLY

D2

D4

D3

EX

FORWARD ABUSE

FWD CL FD

3RD ACCUMULATOR EX

#7

11

3RD ACCUM

4TH

EX

➤

4TH

2ND & 4TH

SERVO

REV ABUSE

EX

REVERSE

REVERSE INPUT

#12

D4

22

D4

#4

13

3-4 SIGNAL

3-4 CL

3-4 CLUTCH

#2

12

3-4 CLUTCH

3RD ACCUM

3-4 CL

#8

16

2ND

2ND CL 2ND CL

2ND CL

2ND CLUTCH2ND CLUTCH

TORQUE SIG

FORWARD CLUTCH FEED

FORWARD

CLUTCH

ACCUMULATOR

EX

PR LO

LO

FORWARD CLUTCH FEED

FWD CL FEED

D3

14

3-4 CLUTCH

3RD ACCUMULATOR

3RD ACCUM

EX

AFL

3-2 SIGNAL

2ND

LINE

REGULATED APPLY

8

REG APPLY

1-2 SHIFT VALVE

26

LO

D4

O’ EX

D4-3-2 2ND

25

1-2 SIGNAL

LO/1ST

27

1-2 SIGNAL

EX

ORIFICED EX

EX

LO/1ST D4-3-2

D4

2

➤

➤➤

➤

EX

CONV FD

EX

LINE LINE

LINE

PRESSURE

TAP

(39)

➤

REGULATED APPLY

➤

LUBE

CASE (8)

GASKET (47)

SPACER PLATE (48)

GASKET (52)

VALVE BODY (60)

SUCTION

LINE

3a

3b

3c

➤

➤➤

➤

D3

EX

3-4 SIGNAL

1-2 SIGNAL

4TH SIGNAL

3-4 SHIFT VALVE

1-2 SIGNAL

3-4 CLUTCH

OVERRUN CLUTCH

12a

12b

12c

12d

12e

EX

32

AFL

30

D4

EX

31

ACCUMULATOR

EX

TORQUE SIGNAL

FILTERED AFL

D4

AFLAFL FILTER

(50)

10

43a

43b 44

11b

11c

11a

14b

14a

14c

LO OVERRUN

23

PR

LO/REV

LO/1ST LO/REVERSE

LO/REVERSE

PR PR

EX

22 10c

23 10b

9n

9o

22b

22a

10a

➤

10 9k

9g

9m

44a

43c 44

41a

41b

41c

41d

42b

42a

13a

13b

OIL

COOLER

PIPE

CONNECTOR

(10)

➤

18a

18b

18c

18 17a

18 17b

20b

48b

48a

REGULATED APPLY

30a

30b

32a

37a

9b

9e

10 9d

9c

9a

9f

9h

31a

31b

31c

OVERRUN CLUTCH FEED

3-4 ACCUM

SERVO FEED

6

7

4TH4TH

OVERRUN CL

4TH SIGNAL2ND

EX

3-4 RELAY 4-3 SEQUENCE VALVE

5

EX

SERVO FD

ORF EX

CASE (8)

REV INPUT

EX

(237)

17d

17c

17e

17f

17g

21

20d

20e

21a

20a

20c

1-2 ACCUMULATOR COVER (57)

25g

33c

33a

33b

27d

27c

27b

29

27a

28a

29b

29a

29d

40

29c

29e

29g28

28

29f

24a

24b

24c

24d

24e

24f

24g

24h

25a

25b

25d

25e

25f

25

24m

24k

REVERSE INPUT

#3

17

REVERSE INPUT

15c

15b

16

REVERSE

REVERSE INPUT

16a

15d

15a

REVERSE

34f

34e

34d

34c

34a

34b

#6

OVERRUN CL FD

21

ORIFICED D2

#5

OVERRUN

OVERRUN OVERRUN

OVERRUN

36

35e

35d

39

35b

35c

36a

35a

38d

38e39

38c

38b

38a

EX

TORQUE SIGNAL

2ND CL

➤

➤➤

➤

20

18

2-3 SHUTTLE 2-3 SHIFT VALVE

28

29

EX

D2

OVERRUN

D3

2ND

3-4 SIGNAL

EX

D4-3-2

2-3 SIGNAL

ACTUATOR FEED LIMIT

AFL

SERVO FD

3-4 ACC

FILTERED AFL

AFL

ACTUATOR FEED LIMIT

AFL

D2

2ND

D2

ORIFICED D2

D2

VALVE BODY (60)

3-4 SIGNAL

➤

2ND

D4

PR 3-4 ACCUMULATOR

D4

EX

D4-3-2

LO

D4

2ND CLUTCH

D3

FORWARD CLUTCH FEED ACTUATOR FEED LIMIT

TORQUE SIGNAL

SERVO FEED

➤

OVERRUN CLUTCH

LINE

9p

26a

➤

➤➤

➤

➤➤➤

➤

➤➤➤

➤

➤➤

➤

➤➤➤

➤

➤➤

➤➤ ➤

➤

➤➤➤

➤➤

PR

➤

➤➤

➤

➤➤➤➤➤

➤➤

➤

➤➤➤

OFF

CONVERTER CLUTCH VALVE

COOLER

RELEASE

APPLY

EX

➤

EX

➤➤

➤

➤➤

➤

CONV FD

➤

REGULATED APPLY

3-2 CONTROL

EX

CC SIGNAL

ACTUATOR FEED LIMIT

9

26b

TCC PWM

SOLENOID

VALVE

N.C.

1-2 SIGNAL

2ND

4TH SIGNAL

3-2

CONTROL

SOLENOID

VALVE

N.C.

OFF

#10

➤

LOW AND REVERSE

CLUTCH ASSEMBLY

REVERSE INPUT

CLUTCH ASSEMBLY

TORQUE

CONVERTER

ASSEMBLY

#9

➤➤

(237)

➤

(238)

➤

EX

2ND CLUTCH 3-4 CLUTCH

2ND

PRESSURE

CONTROL

SOLENOID

VALVE

2-3 SHIFT

SOLENOID

VALVE

N.O.

ON

EX

1-2 SHIFT

SOLENOID

VALVE

N.O.

ON

ACCUM VALVE

PRND321

D4

REVERSE

D3

D2

LO

EX

LINE

➤

➤➤➤➤➤

➤

MANUAL VALVE

PR

➤

➤➤

➤

➤➤➤➤➤

➤➤➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤ ➤ ➤ ➤ ➤

➤➤➤➤

➤

➤➤➤ ➤ ➤

➤

➤➤

➤

➤➤

➤

➤➤ ➤ ➤

➤➤

➤

➤➤

➤

➤➤➤

EXEX

3-2 DOWNSHIFT

ISOLATOR VALVE

REG APPLY

Figure 77

80

OVERDRIVE RANGE – FIRST GEAR

80A

1ST GEAR RANGE ONLY - NO UPSHIFT

•Valve Body Spacer Plate (48)

–Mispositioned or damaged

•Shift Solenoid Valves (379)

–Stuck or damaged

–Faulty electrical connection

•2-4 Band (602)

–Worn or damaged

SLIPS IN 1ST GEAR

•Forward Clutch Housing (628)

–Damaged

•1-2 Accumulator Valve (371)

–Stuck

•Torque Converter (1)

–Stator roller clutch not holding

1-2 SHIFT 2-3 SHIFT REVERSE FORWARD

SOLENOID SOLENOID 2-4 INPUT OVERRUN FORWARD SPRAG CL. 3-4 LO-ROLLER LO/REV

VALVE VALVE BAND CLUTCH CLUTCH CLUTCH ASSEMBLY CLUTCH CLUTCH CLUTCH

ON ON APPLIED HOLDING HOLDING

OVERDRIVE RANGE – FIRST GEAR

80B

PASSAGES

1 SUCTION

2 DECREASE

3 LINE

4 CONVERTER FEED

5 RELEASE

6 APPLY

7 COOLER

8 LUBE

9 ACTUATOR FEED LIMIT

10 FILTERED ACTUATOR FEED

11 TORQUE SIGNAL

12 PR

13 D4-3-2

14 LO/REVERSE

15 REVERSE

16 REVERSE INPUT

17 D4

18 FORWARD CLUTCH FEED

19 REAR LUBE

20 ACCUMULATOR

21 ORIFICED ACCUMULATOR

22 1-2 SIGNAL

23 2-3 SIGNAL

24 2ND

25 2ND CLUTCH

26 C. C. SIGNAL

27 3-4 SIGNAL

28 3RD ACCUMULATOR

29 3-4 CLUTCH

30 4TH SIGNAL

31 SERVO FEED

32 4TH

33 3-4 ACCUMULATOR

34 D3

35 OVERRUN

36 OVERRUN CLUTCH FEED

37 OVERRUN CLUTCH

38 D2

39 ORIFICED D2

40 3-2 SIGNAL

41 LO

42 LO/1ST

43 EXHAUST

44 ORIFICED EXHAUST

45 VENT

46 SEAL DRAIN

47 VOID

48 REGULATED APPLY

COMPONENTS ( )

(8) REAR LUBE (ORIFICED CUP PLUG/REAR CASE)

(10) OIL COOLER PIPE CONNECTOR

(11) CASE SERVO ORIFICED PLUG

(38) ACCUMULATOR BLEED PLUG

(39) LINE PRESSURE TAP

(40) 3RD ACCUM. RETAINER AND BALL ASSEMBLY (#7)

(49) SHIFT SOLENOIDS SCREEN

(50) PRESSURE CONTROL SOLENOID SCREEN

(61) CHECKBALLS (#1, 2, 3, 4, 5, 6, 8, 12)

(91) CHECKBALL (#10)

(232) OIL PUMP COVER SCREEN

(237) CHECK VALVE RETAINER AND BALL ASSEMBLY

(238) CONVERTER CLUTCH SIGNAL ORIFICED CUP PLUG

(240) ORIFICED CUP PLUG

Figure 78

OVERDRIVE RANGE – FIRST GEAR

➤

➤➤

➤➤➤

➤

➤ ➤

➤

➤ ➤

➤

➤ ➤

➤➤

➤

PUMP BODY (200)

(Pump Cover Side)

PUMP COVER (215)

(Pump Body Side) PUMP COVER (215)

(Case Side)

CASE (103)

(Pump Cover Side)

CASE (103)

(Control Valve Body Side)

SPACER PLATE (48)

(Case/Control Valve Body) CONTROL VALVE BODY (60)

(Case Side)

12 38

312

34

18

15

16

38

29

16

47 47

29 15 29

9

29

12

38 41 17

24

18

9

30

34

25 24

25 43 37

33

24

25

30 27 22 27

34

13

35

34

36

31 31

33

48

9

26 3

25

11

99

925

28 32

11

26

17 20 20

9

25

20

21 21

24

36 35

39

24

27

24

13

9

10

24 10

14

22

912 42

41 44

42

17

18

34

17

12 14

41

38

41

11

3

25

39

24 10

18

29

16

48

43

9

14

44

26

25

31

20

GASKET (47)

(Case/Spacer Plate)

GASKET (52)

(Spacer Plate/Control Valve Body)

CASE (103)

(2-4 Servo Bore)

1-2 ACCUMULATOR COVER (57)

NOTE:

- INDICATES BOLT HOLES

- NON-FUNCTIONAL HOLES

HAVE BEEN REMOVED FROM

COMPONENT DRAWINGS

TO SIMPLIFY TRACING FLUID

FLOW.

- EXHAUST FLUID NOT SHOWN

21

25

20

28

#7/(40)

44

(11)

25

43

32

3

16

(237)

18

43

3

(240)

37

(237)

43

47

45

43

48

11

29

16

3

16

29 18

2

(240)

8

85

37

1

47

(232)

7

46

45 47

3

8

43

5

4

2

4

48

43

3

6

1

43

2

7

47 46

43 11

3

16

37

5

37 8

29

18

29

1

(232)

2

43

47

16

(237)

37

(237)

4

(238)

2

(240)

PRESSURE RELIEF

VALVE BORE

➤

16

45

8

7

48

37

11 29 16

3

18

3

(39)

8

7

(10)

48 37 316291118

47 45

8

43

5

4

3

2

43

16

11

29

43

46

37 47

48

7

4

2

3

1

3

13V

12a 38b

3a

12b

34b

18b

38d

18c

13b

15d

16a

38c

15a

9m

9n

11c

29e

29d

9o

27b/29

29a

29f/28

15b/16

35a

22b

27d

30a

30b

34f

25a 24h

31c

25b

33c

24g 34e

31b

31a

27a

33a

33b

32a

37a

36a

3c

26b

11b

9c

25f

28a

9e

9p

9b

9d/10

(50)

48b

43a

25d

3b 11a

20c

25g

21a

9f

20e/21

17f 20a

9g

10a

35c/39

35b

35d/36

24f

24d 24c 13a

24a24b

41d

17c

41c

12c

17b/18 18a17d

42a

43c/44 9h 12e

22a 14b

10c/22

42b

14a

12d

17e

34a 41a

41b 38a

24m/25

47

9k/10

(49)

10b/23

20b

24e

17g

20d/21

25e

9a

48a

26a

43b/44

24k/25

34c

34d

29c

29b

29g/28

15c/16

17a/18 14c

44a

38e/39

27c/29

35e/36

➤

7

➤

5

➤

6

➤

16

➤

17

➤

8

➤

9

➤

32

➤

10

➤

12

➤

18

➤

20

➤

21

➤

22

➤

13

➤

14

➤

23

➤

25

➤

29

➤

30

➤

31

➤

26

➤

27

➤

28

➤

24

➤➤

1

➤➤

2

➤➤

2

➤➤

4

➤➤

11

12 38

3

18

38

16

28

29

15

34

29

9

15

29

11

929

40

15 43

35 34

31

31 33 33

22

27

30

34

30

25 24 24

24 31

25 43

48

26

33 37

36 32

25

28

9

26

9

311

25 25 3

910

11 21 20

25

9

10

17 20

35 35/39

24

27 24 24

13

22

14

22

912 42

14

12

24

18

38 41 17

41

12 42

17

34

12 34 41

38

17

44

47

923

20

17

9

48 44

34

29

29 18

24

14

43

10

25

41

38

34

9

947

9

3

25

11

26

47

26

47

25

47

3

10

43

47 11

43

33

31

24

30

37 36

28

11

34

25

24

22

24

35

34

30 27

31 32

47 25

29

9

15

40

28 29 29 16

15

43

15 12

38

3

341 47

17 34

38

41

34

18

12

17

42

43

12

18

47

14

43

14 42

922

23

10

9

17

24

38

13 24

43

42

41

3

33

31 24 24

17 47

13

17 20 20

27

#8

#6 #5

#3

#2 #12

#4

FORWARD

CLUTCH

ACCUMULATOR

BORE

➤

17

47

35

47

43

47

47 48

48

47

47 9

26

47 12 38

3

29

38

16

47 29

15

29

11

18

30 27 27

18

34

47

34

25 24

31

33

43

37 37

48

47

47 47

9

25

311

32

28 32

25

21

20

33

25

9

39

35

35 24 47

24 22

22 10 47

14

12

9

99

44

17 47 42

41

17

14

12

18

34

41

9

36

9

17

12

14

11

9

11

34

16 16

22

13 13

#10

#1

#7

(40)

37

18

11

29

16

3

29

341

38

44

(38)

28

47

43

47

48

36

33

9

33

38

19

26

47

2-4 SERVO BORE

➤

REAR

LUBE

TO

LOW AND

REVERSE

CLUTCH

➤➤

19

FOLDOUT ➤ 81

OVERDRIVE RANGE – SECOND GEAR

➤

➤➤

➤

➤➤ ➤

➤➤➤ ➤ ➤ ➤

➤➤ ➤➤

➤➤

➤➤ ➤➤

➤

INPUT CLUTCH

HOUSING ASSEMBLY

24

REAR LUBE

FILTER

(49)

➤

RELEASE

APPLY

LO/REVERSE

PR

BOOST VALVE PRESS REG

BOTTOM

PAN

(SUMP)

(75)

FILTER

(72) REVERSE INPUT

REV INPUT

DECREASE

LINE

EX

FILTER

(232)

AIR

BLEED

(240)

1

SUCTION

LINE

EX

PRESSURE

RELIEF

VALVE

PUMP

ASSEMBLY

(4)

➤

➤➤

4

TCC

SOLENOID

(66)

N.O.

COOLER

LUBE

COOLER

SUCTION

CONVERTER & LUBE

MAINLINE

SOLENOID SIGNAL

ACCUMULATOR

ACTUATOR FEED LIMIT

TORQUE SIGNAL

FLUID PRESSURES

REVERSE INPUT

FORWARD CLUTCH FEED

#1

ACCUMULATOR

ORF ACC

2ND CLUTCH

3-4 ACCUMULATOR

1-2 ACCUMULATOR

19

3-4 ACCUM

ACCUM

EX

ORIFICED ACCUM

3-4 ACCUMULATOR

3-4 ACCUM

2ND CLUTCH

D3

REVERSE INPUT

D2-N.C.

REV-N.O. D3-N.C.

LO-N.O.

D4-N.O.

LO

TEMP

SENSOR

➤

TFP

SWITCH

ASSEMBLY

D2

D4

D3

EX

FORWARD ABUSE

FWD CL FD

3RD ACCUMULATOR EX

#7

11

3RD ACCUM

➤

4TH

2ND & 4TH

SERVO

REV ABUSE

EX

REVERSE

REVERSE INPUT

#12

D4

22

D4

#4

13

3-4 SIGNAL

3-4 CL

3-4 CLUTCH

#2

12

3-4 CLUTCH

3RD ACCUM

3-4 CL

#8

16

2ND

2ND CL 2ND CL

2ND CL

2ND CLUTCH2ND CLUTCH

TORQUE SIG

FORWARD CLUTCH FEED

FORWARD

CLUTCH

ACCUMULATOR

EX

PR LO

LO

FORWARD CLUTCH FEED

FWD CL FEED

D3

14

3-4 CLUTCH

3RD ACCUMULATOR

3RD ACCUM

EX

AFL

3-2 SIGNAL

2ND

LINE

REGULATED APPLY

8

REG APPLY

1-2 SHIFT VALVE

26

LO

D4

O’ EX

D4-3-2 2ND

25

1-2 SIGNAL

LO/1ST

27

1-2 SIGNAL

EX

ORIFICED EX

EX

LO/1ST D4-3-2

D4

2

➤

➤➤

➤

EX

CONV FD

EX

LINE LINE

LINE

PRESSURE

TAP

(39)

➤

REGULATED APPLY

➤

LUBE

CASE (8)

GASKET (47)

SPACER PLATE (48)

GASKET (52)

VALVE BODY (60)

SUCTION

LINE

3a

3b

3c

➤

➤➤

➤

D3

EX

3-4 SIGNAL

1-2 SIGNAL

4TH SIGNAL

3-4 SHIFT VALVE

1-2 SIGNAL

3-4 CLUTCH

OVERRUN CLUTCH

12a

12b

12c

12d

12e

EX

32

AFL

30

D4

EX

31

ACCUMULATOR

EX

TORQUE SIGNAL

FILTERED AFL

D4

AFLAFL FILTER

(50)

10

43a

43b 44

11b

11c

11a

14b

14a

14c

LO OVERRUN

23

PR

LO/REV

LO/1ST LO/REVERSE

LO/REVERSE

PR PR

EX

22 10c

23 10b

9n

9o

22b

22a

10a

➤

10 9k

9g

9m

44a

43c 44

41a

41b

41c

41d

42b

42a

13a

13b

OIL

COOLER

PIPE

CONNECTOR

(10)

➤

18a

18b

18c

18 17a

18 17b

20b

48b

48a

REGULATED APPLY

30a

30b

32a

37a

9b

9e

10 9d

9c

9a

9f

9h

31a

31b

31c

OVERRUN CLUTCH FEED

3-4 ACCUM

SERVO FEED

6

7

4TH4TH

OVERRUN CL

4TH SIGNAL2ND

EX

3-4 RELAY 4-3 SEQUENCE VALVE

5

EX

SERVO FD

ORF EX

CASE (8)

REV INPUT

EX

(237)

17d

17c

17e

17f

17g

21

20d

20e

21a

20a

20c

1-2 ACCUMULATOR COVER (57)

25g

33c

33a

33b

27d

27c

27b

29

27a

28a

29b

29a

29d

40

29c

29e

29g28

28

29f

24a

24b

24c

24d

24e

24f

24g

24h

25a

25b

25d

25e

25f

25

24m

24k

REVERSE INPUT

#3

17

REVERSE INPUT

15c

15b

16

REVERSE

REVERSE INPUT

16a

15d

15a

REVERSE

34f

34e

34d

34c

34a

34b

#6

OVERRUN CL FD

21

ORIFICED D2

#5

OVERRUN

OVERRUN OVERRUN

OVERRUN

36

35e

35d

39

35b

35c

36a

35a

38d

38e39

38c

38b

38a

EX

TORQUE SIGNAL

2ND CL

➤

➤➤

➤

20

18

2-3 SHUTTLE 2-3 SHIFT VALVE

28

29

EX

D2

OVERRUN

D3

2ND

3-4 SIGNAL

EX

D4-3-2

2-3 SIGNAL

ACTUATOR FEED LIMIT

AFL

SERVO FD

3-4 ACC

FILTERED AFL

AFL

ACTUATOR FEED LIMIT

AFL

D2

2ND

D2

ORIFICED D2

D2

VALVE BODY (60)

3-4 SIGNAL

➤

2ND

D4

PR 3-4 ACCUMULATOR

D4

EX

D4-3-2

LO

D4

2ND CLUTCH

D3

FORWARD CLUTCH FEED ACTUATOR FEED LIMIT

TORQUE SIGNAL

SERVO FEED

➤

OVERRUN CLUTCH

LINE

9p

26a

➤

➤➤

➤➤ ➤ ➤ ➤➤➤ ➤ ➤

➤➤

➤

➤ ➤➤➤➤➤➤ ➤➤

➤➤➤➤➤➤ ➤ ➤ ➤ ➤ ➤➤➤➤➤

➤➤

➤➤➤➤➤➤➤ ➤➤➤➤

➤

➤➤

➤

➤➤➤

➤

➤➤

➤➤ ➤

➤

➤➤➤

➤➤

PR

➤

➤➤

➤

➤➤➤➤➤

➤➤

➤

➤➤➤

OFF

CONVERTER CLUTCH VALVE

COOLER

RELEASE

APPLY

EX

➤

EX

➤➤

➤

➤➤

➤

CONV FD

➤

REGULATED APPLY

EX

CC SIGNAL

ACTUATOR FEED LIMIT

9

26b

TCC PWM

SOLENOID

VALVE

N.C.

1-2 SIGNAL

2ND

4TH SIGNAL

#10

➤

LOW AND REVERSE

CLUTCH ASSEMBLY

REVERSE INPUT

CLUTCH ASSEMBLY

TORQUE

CONVERTER

ASSEMBLY

#9

➤➤

(237)

➤

(238)

➤

EX

2ND CLUTCH 3-4 CLUTCH

2ND

PRESSURE

CONTROL

SOLENOID

VALVE

2-3 SHIFT

SOLENOID

VALVE

N.O.

ON

EX

1-2 SHIFT

SOLENOID

VALVE

N.O.

OFF

PRND321

D4

REVERSE

D3

D2

LO

EX

LINE

➤

➤➤➤➤➤

➤

MANUAL VALVE

PR

➤

➤➤

➤

➤➤➤➤➤

➤➤➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤ ➤ ➤ ➤ ➤

➤➤➤➤

➤

➤➤➤ ➤ ➤

➤

➤➤

➤

➤➤

➤

➤➤➤

➤➤

➤

➤➤

➤

➤➤➤

➤

➤➤ ➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

11

4TH

EX

➤

➤➤➤

➤

➤➤➤➤

➤➤➤➤➤➤

➤

➤➤

➤

➤➤

➤

➤➤➤➤ ➤

➤

➤➤➤

➤➤➤➤➤

➤➤➤➤

➤

➤➤

➤

➤➤➤

➤

➤➤➤

➤

ACCUM VALVE

EXEX

3-2 DOWNSHIFT

3-2 CONTROL

3-2

CONTROL

SOLENOID

VALVE

N.C.

ON

➤

ISOLATOR VALVE

REG APPLY

Figure 79

82

OVERDRIVE RANGE – SECOND GEAR

82A

SLIPPING OR ROUGH 1-2 SHIFT

•1-2 Accumulator Valve (371)

–Stuck

•2nd Apply Piston Pin (13)

–Too long or too short

•1-2 Accumulator Housing (57)

–Nicks or burrs

2ND GEAR STARTS

•Forward Clutch Sprag Assembly (642)

–Installed backwards

1-2 SHIFT 2-3 SHIFT REVERSE FORWARD

SOLENOID SOLENOID 2-4 INPUT OVERRUN FORWARD SPRAG CL. 3-4 LO-ROLLER LO/REV

VALVE VALVE BAND CLUTCH CLUTCH CLUTCH ASSEMBLY CLUTCH CLUTCH CLUTCH

OFF ON APPLIED APPLIED HOLDING

OVERDRIVE RANGE – SECOND GEAR

82B

PASSAGES

1 SUCTION

2 DECREASE

3 LINE

4 CONVERTER FEED

5 RELEASE

6 APPLY

7 COOLER

8 LUBE

9 ACTUATOR FEED LIMIT

10 FILTERED ACTUATOR FEED

11 TORQUE SIGNAL

12 PR

13 D4-3-2

14 LO/REVERSE

15 REVERSE

16 REVERSE INPUT

17 D4

18 FORWARD CLUTCH FEED

19 REAR LUBE

20 ACCUMULATOR

21 ORIFICED ACCUMULATOR

22 1-2 SIGNAL

23 2-3 SIGNAL

24 2ND

25 2ND CLUTCH

26 C. C. SIGNAL

27 3-4 SIGNAL

28 3RD ACCUMULATOR

29 3-4 CLUTCH

30 4TH SIGNAL

31 SERVO FEED

32 4TH

33 3-4 ACCUMULATOR

34 D3

35 OVERRUN

36 OVERRUN CLUTCH FEED

37 OVERRUN CLUTCH

38 D2

39 ORIFICED D2

40 3-2 SIGNAL

41 LO

42 LO/1ST

43 EXHAUST

44 ORIFICED EXHAUST

45 VENT

46 SEAL DRAIN

47 VOID

48 REGULATED APPLY

COMPONENTS ( )

(8) REAR LUBE (ORIFICED CUP PLUG/REAR CASE)

(10) OIL COOLER PIPE CONNECTOR

(11) CASE SERVO ORIFICED PLUG

(38) ACCUMULATOR BLEED PLUG

(39) LINE PRESSURE TAP

(40) 3RD ACCUM. RETAINER AND BALL ASSEMBLY (#7)

(49) SHIFT SOLENOIDS SCREEN

(50) PRESSURE CONTROL SOLENOID SCREEN

(61) CHECKBALLS (#1, 2, 3, 4, 5, 6, 8, 12)

(91) CHECKBALL (#10)

(232) OIL PUMP COVER SCREEN

(237) CHECK VALVE RETAINER AND BALL ASSEMBLY

(238) CONVERTER CLUTCH SIGNAL ORIFICED CUP PLUG

(240) ORIFICED CUP PLUG

Figure 80

OVERDRIVE RANGE – SECOND GEAR

➤

➤➤

➤➤➤

➤

➤ ➤

➤

➤ ➤

➤

➤ ➤

➤➤

➤

PUMP BODY (200)

(Pump Cover Side)

PUMP COVER (215)

(Pump Body Side) PUMP COVER (215)

(Case Side)

CASE (103)

(Pump Cover Side)

CASE (103)

(Control Valve Body Side)

SPACER PLATE (48)

(Case/Control Valve Body) CONTROL VALVE BODY (60)

(Case Side)

12 38

312

34

18

15

16

38

29

16

47 47

29 15 29

9

29

12

38 41 17

24

18

9

30

34

25 24

25 43 37

33

24

25

30 27 22 27

34

13

35

34

36

31 31

33

48

9

26 3

25

11

99

925

28 32

11

26

17 20 20

9

25

20

21 21

24

36 35

39

24

27

24

13

9

10

24 10

14

22

912 42

41 44

42

17

18

34

17

12 14

41

38

41

11

3

25

39

24 10

18

29

16

48

43

9

14

44

26

25

31

20

GASKET (47)

(Case/Spacer Plate)

GASKET (52)

(Spacer Plate/Control Valve Body)

CASE (103)

(2-4 Servo Bore)

1-2 ACCUMULATOR COVER (57)

NOTE:

- INDICATES BOLT HOLES

- NON-FUNCTIONAL HOLES

HAVE BEEN REMOVED FROM

COMPONENT DRAWINGS

TO SIMPLIFY TRACING FLUID

FLOW.

- EXHAUST FLUID NOT SHOWN

21

25

20

28

#7/(40)

44

(11)

25

43

32

3

16

(237)

18

43

3

(240)

37

(237)

43

47

45

43

48

11

29

16

3

16

29 18

2

(240)

8

85

37

1

47

(232)

7

46

45 47

3

8

43

5

4

2

4

48

43

3

6

1

43

2

7

47 46

43 11

3

16

37

5

37 8

29

18

29

1

(232)

2

43

47

16

(237)

37

(237)

4

(238)

2

(240)

PRESSURE RELIEF

VALVE BORE

➤

16

45

8

7

48

37

11 29 16

3

18

3

(39)

8

7

(10)

48 37 316291118

47 45

8

43

5

4

3

2

43

16

11

29

43

46

37 47

48

7

4

2

3

1

3

13V

12a 38b

3a

12b

34b

18b

38d

18c

13b

15d

16a

38c

15a

9m

9n

11c

29e

29d

9o

27b/29

29a

29f/28

15b/16

35a

22b

27d

30a

30b

34f

25a 24h

31c

25b

33c

24g 34e

31b

31a

27a

33a

33b

32a

37a

36a

3c

26b

11b

9c

25f

28a

9e

9p

9b

9d/10

(50)

48b

43a

25d

3b 11a

20c

25g

21a

9f

20e/21

17f 20a

9g

10a

35c/39

35b

35d/36

24f

24d 24c 13a

24a24b

41d

17c

41c

12c

17b/18 18a17d

42a

43c/44 9h 12e

22a 14b

10c/22

42b

14a

12d

17e

34a 41a

41b 38a

24m/25

47

9k/10

(49)

10b/23

20b

24e

17g

20d/21

25e

9a

48a

26a

43b/44

24k/25

34c

34d

29c

29b

29g/28

15c/16

17a/18 14c

44a

38e/39

27c/29

35e/36

➤

7

➤

5

➤

6

➤

16

➤

17

➤

8

➤

9

➤

32

➤

10

➤

12

➤

18

➤

20

➤

21

➤

22

➤

13

➤

14

➤

23

➤

25

➤

29

➤

30

➤

31

➤

26

➤

27

➤

28

➤

24

➤➤

1

➤➤

2

➤➤

2

➤➤

4

➤➤

11

12 38

3

18

38

16

28

29

15

34

29

9

15

29

11

929

40

15 43

35 34

31

31 33 33

22

27

30

34

30

25 24 24

24 31

25 43

48

26

33 37

36 32

25

28

9

26

9

311

25 25 3

910

11 21 20

25

9

10

17 20

35 35/39

24

27 24 24

13

22

14

22

912 42

14

12

24

18

38 41 17

41

12 42

17

34

12 34 41

38

17

44

47

923

20

17

9

48 44

34

29

29 18

24

14

43

10

25

41

38

34

9

947

9

3

25

11

26

47

26

47

25

47

3

10

43

47 11

43

33

31

24

30

37 36

28

11

34

25

24

22

24

35

34

30 27

31 32

47 25

29

9

15

40

28 29 29 16

15

43

15 12

38

3

341 47

17 34 38 41

34

18

12

17

42

43

12

18

47

14

43

14 42

922

23

10

9

17

24

38

13 24

43

42

41

3

33

31 24 24

17 47

13

17 20 20

27

#8

#6 #5

#3

#2 #12

#4

FORWARD

CLUTCH

ACCUMULATOR

BORE

➤

17

47

35

47

43

47

47 48

48

47

47 9

26

47 12 38

3

29

38

16

47 29

15

29

11

18

30 27 27

18

34

47

34

25 24

31

33

43

37 37

48

47

47 47

9

25

311

32

28 32

25

21

20

33

25

9

39

35

35 24 47

24 22

22 10 47

14

12

9

99

44

17 47 42

41

17

14

12

18

34

41

9

36

9

17

12

14

11

9

11

34

16 16

22

13 13

#10

#1

#7

(40)

37

18

11

29

16

3

29

341

38

44

(38)

28

47

43

47

48

36

33

9

33

38

19

26

47

2-4 SERVO BORE

➤

REAR

LUBE

TO

LOW AND

REVERSE

CLUTCH

➤➤

19

FOLDOUT ➤ 83

OVERDRIVE RANGE – THIRD GEAR

➤

➤➤

➤

➤➤

➤

➤ ➤ ➤ ➤➤➤➤ ➤

➤➤ ➤ ➤ ➤➤➤ ➤ ➤

➤

➤➤➤➤➤

➤➤➤

➤➤➤ ➤ ➤➤➤

➤

➤➤➤➤

➤➤➤➤➤➤➤➤➤

➤

➤➤➤➤➤➤➤➤

➤➤

➤

➤➤➤➤➤➤➤➤

➤➤➤➤➤➤➤

➤

➤➤ ➤

➤

➤➤➤➤➤➤➤➤➤➤➤➤

➤

➤➤

➤

➤➤

➤

➤➤ ➤

➤➤➤ ➤ ➤ ➤

➤➤ ➤➤

➤➤

➤➤ ➤➤

INPUT CLUTCH

HOUSING ASSEMBLY

24

REAR LUBE

FILTER

(49)

➤

RELEASE

APPLY

LO/REVERSE

PR

BOOST VALVE PRESS REG

BOTTOM

PAN

(SUMP)

(75)

FILTER

(72) REVERSE INPUT

REV INPUT

DECREASE

LINE

EX

FILTER

(232)

AIR

BLEED

(240)

1

SUCTION

LINE

EX

PRESSURE

RELIEF

VALVE

PUMP

ASSEMBLY

(4)

➤

➤➤

4

TCC

SOLENOID

(66)

N.O.

COOLER

LUBE

COOLER

SUCTION

CONVERTER & LUBE

MAINLINE

SOLENOID SIGNAL

ACCUMULATOR

ACTUATOR FEED LIMIT

TORQUE SIGNAL

FLUID PRESSURES

REVERSE INPUT

FORWARD CLUTCH FEED

#1

ACCUMULATOR

ORF ACC

2ND CLUTCH

3-4 ACCUMULATOR

1-2 ACCUMULATOR

19

3-4 ACCUM

ACCUM

EX

ORIFICED ACCUM

3-4 ACCUMULATOR

3-4 ACCUM

2ND CLUTCH

D3

REVERSE INPUT

D2-N.C.

REV-N.O. D3-N.C.

LO-N.O.

D4-N.O.

LO

TEMP

SENSOR

➤

TFP

SWITCH

ASSEMBLY

D2

D4

D3

EX

FORWARD ABUSE

FWD CL FD

3RD ACCUMULATOR EX

#7

11

3RD ACCUM

➤

4TH

2ND & 4TH

SERVO

REV ABUSE

EX

REVERSE

REVERSE INPUT

#12

D4

22

D4

#4

13

3-4 SIGNAL

3-4 CL

3-4 CLUTCH

#2

12

3-4 CLUTCH

3RD ACCUM

3-4 CL

#8

16

2ND

2ND CL 2ND CL

2ND CL

2ND CLUTCH2ND CLUTCH

TORQUE SIG

FORWARD CLUTCH FEED

FORWARD

CLUTCH

ACCUMULATOR

EX

PR LO

LO

FORWARD CLUTCH FEED

FWD CL FEED

D3

14

3-4 CLUTCH

3RD ACCUMULATOR

3RD ACCUM

EX

AFL

3-2 SIGNAL

2ND

LINE

REGULATED APPLY

8

REG APPLY

1-2 SHIFT VALVE

26

LO

D4

O’ EX

D4-3-2 2ND

25

1-2 SIGNAL

LO/1ST

27

1-2 SIGNAL

EX

ORIFICED EX

EX

LO/1ST D4-3-2

D4

2

➤

➤➤

➤

EX

CONV FD

EX

LINE LINE

LINE

PRESSURE

TAP

(39)

➤

REGULATED APPLY

➤

LUBE

CASE (8)

GASKET (47)

SPACER PLATE (48)

GASKET (52)

VALVE BODY (60)

SUCTION

LINE

3a

3b

3c

➤

➤➤

➤

D3

EX

3-4 SIGNAL

1-2 SIGNAL

4TH SIGNAL

3-4 SHIFT VALVE

1-2 SIGNAL

3-4 CLUTCH

OVERRUN CLUTCH

12a

12b

12c

12d

12e

EX

32

AFL

30

D4

EX

31

ACCUMULATOR

EX

TORQUE SIGNAL

FILTERED AFL

D4

AFLAFL FILTER

(50)

10

43a

43b 44

11b

11c

11a

14b

14a

14c

LO OVERRUN

23

PR

LO/REV

LO/1ST LO/REVERSE

LO/REVERSE

PR PR

EX

22 10c

23 10b

9n

9o

22b

22a

10a

➤

10 9k

9g

9m

44a

43c 44

41a

41b

41c

41d

42b

42a

13a

13b

OIL

COOLER

PIPE

CONNECTOR

(10)

➤

18a

18b

18c

18 17a

18 17b

20b

48b

48a

REGULATED APPLY

30a

30b

32a

37a

9b

9e

10 9d

9c

9a

9f

9h

31a

31b

31c

OVERRUN CLUTCH FEED

3-4 ACCUM

SERVO FEED

6

7

4TH4TH

OVERRUN CL

4TH SIGNAL2ND

EX

3-4 RELAY 4-3 SEQUENCE VALVE

5

EX

SERVO FD

ORF EX

CASE (8)

REV INPUT

EX

(237)

17d

17c

17e

17f

17g

21

20d

20e

21a

20a

20c

1-2 ACCUMULATOR COVER (57)

25g

33c

33a

33b

27d

27c

27b

29

27a

28a

29b

29a

29d

40

29c

29e

29g28

28

29f

24a

24b

24c

24d

24e

24f

24g

24h

25a

25b

25d

25e

25f

25

24m

24k

REVERSE INPUT

#3

17

REVERSE INPUT

15c

15b

16

REVERSE

REVERSE INPUT

16a

15d

15a

REVERSE

34f

34e

34d

34c

34a

34b

#6

OVERRUN CL FD

21

ORIFICED D2

#5

OVERRUN

OVERRUN OVERRUN

OVERRUN

36

35e

35d

39

35b

35c

36a

35a

38d

38e39

38c

38b

38a

EX

TORQUE SIGNAL

2ND CL

➤

➤➤

➤

20

18

2-3 SHUTTLE 2-3 SHIFT VALVE

28

29

EX

D2

OVERRUN

D3

2ND

3-4 SIGNAL

EX

D4-3-2

2-3 SIGNAL

ACTUATOR FEED LIMIT

AFL

SERVO FD

3-4 ACC

FILTERED AFL

AFL

ACTUATOR FEED LIMIT

AFL

D2

2ND

D2

ORIFICED D2

D2

VALVE BODY (60)

3-4 SIGNAL

➤

2ND

D4

PR 3-4 ACCUMULATOR

D4

EX

D4-3-2

LO

D4

2ND CLUTCH

D3

FORWARD CLUTCH FEED ACTUATOR FEED LIMIT

TORQUE SIGNAL

SERVO FEED

➤

OVERRUN CLUTCH

LINE

9p

26a

➤

➤➤

➤

➤➤➤

➤

➤➤

➤➤ ➤

➤

➤➤➤

➤➤

PR

➤

➤➤

➤

➤➤➤➤➤

➤➤

➤

➤➤➤

OFF

CONVERTER CLUTCH VALVE

COOLER

RELEASE

APPLY

EX

➤

EX

➤➤

➤

➤➤

➤

CONV FD

➤

REGULATED APPLY

EX

CC SIGNAL

ACTUATOR FEED LIMIT

9

26b

TCC PWM

SOLENOID

VALVE

N.C.

1-2 SIGNAL

2ND

4TH SIGNAL

#10

➤

LOW AND REVERSE

CLUTCH ASSEMBLY

REVERSE INPUT

CLUTCH ASSEMBLY

TORQUE

CONVERTER

ASSEMBLY

#9

➤➤

(237)

➤

(238)

➤

EX

2ND CLUTCH 3-4 CLUTCH

2ND

PRESSURE

CONTROL

SOLENOID

VALVE

2-3 SHIFT

SOLENOID

VALVE

N.O.

OFF

EX

1-2 SHIFT

SOLENOID

VALVE

N.O.

OFF

PRND321

D4

REVERSE

D3

D2

LO

EX

LINE

➤

➤➤➤

➤➤

➤

MANUAL VALVE

PR

➤

➤➤

➤

➤➤➤➤➤

➤➤➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤ ➤ ➤ ➤ ➤

➤➤➤➤

➤

➤➤➤ ➤ ➤

➤

➤➤

➤

➤➤

➤

11

4TH

EX

➤

➤➤➤

➤

➤➤➤➤

➤➤➤➤➤➤

➤

➤➤

➤

➤➤

➤

➤➤➤➤➤

➤

➤➤➤

➤➤➤➤➤

➤➤➤➤

➤

➤➤

➤

➤➤➤

➤

➤➤➤

➤

➤➤➤➤

➤

➤➤➤➤➤ ➤

➤

➤➤➤

➤

➤➤➤

➤➤➤➤

➤➤

➤

➤➤

➤

➤➤ ➤ ➤

➤

➤➤➤

➤

➤➤➤

➤

EXEX

3-2 DOWNSHIFT

3-2 CONTROL

3-2

CONTROL

SOLENOID

VALVE

N.C.

ON

➤

➤➤➤

➤➤

➤

➤➤

➤

➤➤➤

➤

ACCUM VALVE

ISOLATOR VALVE

REG APPLY

Figure 81

84

OVERDRIVE RANGE – THIRD GEAR

84A

NO 2-3 SHIFT OR 2-3 SHIFT SLIPS, ROUGH OR HUNTING

•1-2 Accumulator Valve (371)

–Stuck

•2-4 Servo Assembly

–Restricted or missing oil passages

–Servo bore in case damaged

•2-4 Band (602)

–Worn or mispositioned

THIRD GEAR ONLY

•System Voltage

–12 volts not supplied to transmission

–Electrical short (pinched solenoid wire)

•3-2 Control Solenoid (394)

–Shorted or damaged

–Contamination

–Damaged Seal

1-2 SHIFT 2-3 SHIFT REVERSE FORWARD

SOLENOID SOLENOID 2-4 INPUT OVERRUN FORWARD SPRAG CL. 3-4 LO-ROLLER LO/REV

VALVE VALVE BAND CLUTCH CLUTCH CLUTCH ASSEMBLY CLUTCH CLUTCH CLUTCH

OFF OFF APPLIED HOLDING APPLIED

OVERDRIVE RANGE – THIRD GEAR

84B

PASSAGES

1 SUCTION

2 DECREASE

3 LINE

4 CONVERTER FEED

5 RELEASE

6 APPLY

7 COOLER

8 LUBE

9 ACTUATOR FEED LIMIT

10 FILTERED ACTUATOR FEED

11 TORQUE SIGNAL

12 PR

13 D4-3-2

14 LO/REVERSE

15 REVERSE

16 REVERSE INPUT

17 D4

18 FORWARD CLUTCH FEED

19 REAR LUBE

20 ACCUMULATOR

21 ORIFICED ACCUMULATOR

22 1-2 SIGNAL

23 2-3 SIGNAL

24 2ND

25 2ND CLUTCH

26 C. C. SIGNAL

27 3-4 SIGNAL

28 3RD ACCUMULATOR

29 3-4 CLUTCH

30 4TH SIGNAL

31 SERVO FEED

32 4TH

33 3-4 ACCUMULATOR

34 D3

35 OVERRUN

36 OVERRUN CLUTCH FEED

37 OVERRUN CLUTCH

38 D2

39 ORIFICED D2

40 3-2 SIGNAL

41 LO

42 LO/1ST

43 EXHAUST

44 ORIFICED EXHAUST

45 VENT

46 SEAL DRAIN

47 VOID

48 REGULATED APPLY

COMPONENTS ( )

(8) REAR LUBE (ORIFICED CUP PLUG/REAR CASE)

(10) OIL COOLER PIPE CONNECTOR

(11) CASE SERVO ORIFICED PLUG

(38) ACCUMULATOR BLEED PLUG

(39) LINE PRESSURE TAP

(40) 3RD ACCUM. RETAINER AND BALL ASSEMBLY (#7)

(49) SHIFT SOLENOIDS SCREEN

(50) PRESSURE CONTROL SOLENOID SCREEN

(61) CHECKBALLS (#1, 2, 3, 4, 5, 6, 8, 12)

(91) CHECKBALL (#10)

(232) OIL PUMP COVER SCREEN

(237) CHECK VALVE RETAINER AND BALL ASSEMBLY

(238) CONVERTER CLUTCH SIGNAL ORIFICED CUP PLUG

(240) ORIFICED CUP PLUG

Figure 82

OVERDRIVE RANGE – THIRD GEAR

➤

➤➤

➤

➤➤

➤

➤➤

➤➤➤

➤

➤ ➤

➤

➤ ➤

➤

➤ ➤

➤➤

➤

PUMP BODY (200)

(Pump Cover Side)

PUMP COVER (215)

(Pump Body Side) PUMP COVER (215)

(Case Side)

CASE (103)

(Pump Cover Side)

CASE (103)

(Control Valve Body Side)

SPACER PLATE (48)

(Case/Control Valve Body) CONTROL VALVE BODY (60)

(Case Side)

12 38

312

34

18

15

16

38

29

16

47 47

29 15 29

9

29

12

38 41 17

24

18

9

30

34

25 24

25 43 37

33

24

25

30 27 22 27

34

13

35

34

36

31 31

33

48

9

26 3

25

11

99

925

28 32

11

26

17 20 20

9

25

20

21 21

24

36 35

39

24

27

24

13

9

10

24 10

14

22

912 42

41 44

42

17

18

34

17

12 14

41

38

41

11

3

25

39

24 10

18

29

16

48

43

9

14

44

26

25

31

20

GASKET (47)

(Case/Spacer Plate)

GASKET (52)

(Spacer Plate/Control Valve Body)

CASE (103)

(2-4 Servo Bore)

1-2 ACCUMULATOR COVER (57)

NOTE:

- INDICATES BOLT HOLES

- NON-FUNCTIONAL HOLES

HAVE BEEN REMOVED FROM

COMPONENT DRAWINGS

TO SIMPLIFY TRACING FLUID

FLOW.

- EXHAUST FLUID NOT SHOWN

21

25

20

28

#7/(40)

44

(11)

25

43

32

3

16

(237)

18

43

3

(240)

37

(237)

43

47

45

43

48

11

29

16

3

16

29 18

2

(240)

8

85

37

1

47

(232)

7

46

45 47

3

8

43

5

4

2

4

48

43

3

6

1

43

2

7

47 46

43 11

3

16

37

5

37 8

29

18

29

1

(232)

2

43

47

16

(237)

37

(237)

4

(238)

2

(240)

PRESSURE RELIEF

VALVE BORE

➤

16

45

8

7

48

37

11 29 16

3

18

3

(39)

8

7

(10)

48 37 316291118

47 45

8

43

5

4

3

2

43

16

11

29

43

46

37 47

48

7

4

2

3

1

3

13V

12a 38b

3a

12b

34b

18b

38d

18c

13b

15d

16a

38c

15a

9m

9n

11c

29e

29d

9o

27b/29

29a

29f/28

15b/16

35a

22b

27d

30a

30b

34f

25a 24h

31c

25b

33c

24g 34e

31b

31a

27a

33a

33b

32a

37a

36a

3c

26b

11b

9c

25f

28a

9e

9p

9b

9d/10

(50)

48b

43a

25d

3b 11a

20c

25g

21a

9f

20e/21

17f 20a

9g

10a

35c/39

35b

35d/36

24f

24d 24c 13a

24a24b

41d

17c

41c

12c

17b/18 18a17d

42a

43c/44 9h 12e

22a 14b

10c/22

42b

14a

12d

17e

34a 41a

41b 38a

24m/25

47

9k/10

(49)

10b/23

20b

24e

17g

20d/21

25e

9a

48a

26a

43b/44

24k/25

34c

34d

29c

29b

29g/28

15c/16

17a/18 14c

44a

38e/39

27c/29

35e/36

➤

7

➤

5

➤

6

➤

16

➤

17

➤

8

➤

9

➤

32

➤

10

➤

12

➤

18

➤

20

➤

21

➤

22

➤

13

➤

14

➤

23

➤

25

➤

29

➤

30

➤

31

➤

26

➤

27

➤

28

➤

24

➤➤

1

➤➤

2

➤➤

2

➤➤

4

➤➤

11

12 38

3

18

38

16

28

29

15

34

29

9

15

29

11

929

40

15 43

35 34

31

31 33 33

22

27

30

34

30

25 24 24

24 31

25 43

48

26

33 37

36 32

25

28

9

26

9

311

25 25 3

910

11 21 20

25

9

10

17 20

35 35/39

24

27 24 24

13

22

14

22

912 42

14

12

24

18

38 41 17

41

12 42

17

34

12 34 41

38

17

44

47

923

20

17

9

48 44

34

29

29 18

24

14

43

10

25

41

38

34

9

947

9

3

25

11

26

47

26

47

25

47

3

10

43

47 11

43

33

31

24

30

37 36

28

11

34

25

24

22

24

35

34

30 27

31 32

47 25

29

9

15

40

28 29 29 16

15

43

15 12

38

3

341 47

17 34 38 41

34

18

12

17

42

43

12

18

47

14

43

14 42

922

23

10

9

17

24

38

13 24

43

42

41

3

33

31 24 24

17 47

13

17 20 20

27

#8

#6 #5

#3

#2 #12

#4

FORWARD

CLUTCH

ACCUMULATOR

BORE

➤

17

47

35

47

43

47

47 48

48

47

47 9

26

47 12 38

3

29

38

16

47 29

15

29

11

18

30 27 27

18

34

47

34

25 24

31

33

43

37 37

48

47

47 47

9

25

311

32

28 32

25

21

20

33

25

9

39

35

35 24 47

24 22

22 10 47

14

12

9

99

44

17 47 42

41

17

14

12

18

34

41

9

36

9

17

12

14

11

9

11

34

16 16

22

13 13

#10

#1

#7

(40)

37

18

11

29

16

3

29

341

38

44

(38)

28

47

43

47

48

36

33

9

33

38

19

26

47

2-4 SERVO BORE

➤

REAR

LUBE

TO

LOW AND

REVERSE

CLUTCH

➤➤

19

FOLDOUT ➤ 85

OVERDRIVE RANGE – FOURTH GEAR

(Torque Converter Clutch Applied)

➤

➤➤

➤

➤ ➤ ➤ ➤➤➤➤ ➤

➤➤➤➤

➤

➤➤

➤

➤➤➤➤➤➤

➤➤➤➤

➤➤➤➤➤➤ ➤

➤

➤➤

➤

INPUT CLUTCH

HOUSING ASSEMBLY

24

REAR LUBE

FILTER

(49)

RELEASE

APPLY

LO/REVERSE

PR

BOOST VALVE PRESS REG

BOTTOM

PAN

(SUMP)

(75)

FILTER

(72) REVERSE INPUT

REV INPUT

DECREASE

LINE

EX

FILTER

(232)

AIR

BLEED

(240)

1

SUCTION

LINE

EX

PRESSURE

RELIEF

VALVE

PUMP

ASSEMBLY

(4)

➤

➤➤

4

TCC

SOLENOID

(66)

N.O.

COOLER

LUBE

COOLER

SUCTION

CONVERTER & LUBE

MAINLINE

SOLENOID SIGNAL

ACCUMULATOR

ACTUATOR FEED LIMIT

TORQUE SIGNAL

FLUID PRESSURES

REVERSE INPUT

FORWARD CLUTCH FEED

#1

ACCUMULATOR

ORF ACC

2ND CLUTCH

3-4 ACCUMULATOR

1-2 ACCUMULATOR

19

3-4 ACCUM

ACCUM

EX

ORIFICED ACCUM

3-4 ACCUMULATOR

3-4 ACCUM

2ND CLUTCH

D3

REVERSE INPUT

D2-N.C.

REV-N.O. D3-N.C.

LO-N.O.

D4-N.O.

LO

TEMP

SENSOR

➤

TFP

SWITCH

ASSEMBLY

D2

D4

D3

EX

FORWARD ABUSE

FWD CL FD

3RD ACCUMULATOR EX

#7

11

3RD ACCUM

➤

4TH

2ND & 4TH

SERVO

REV ABUSE

EX

REVERSE

REVERSE INPUT

#12

D4

22

D4

#4

13

3-4 SIGNAL

3-4 CL

3-4 CLUTCH

#2

12

3-4 CLUTCH

3RD ACCUM

3-4 CL

#8

16

2ND

2ND CL 2ND CL

2ND CL

2ND CLUTCH2ND CLUTCH

TORQUE SIG

FORWARD CLUTCH FEED

FORWARD

CLUTCH

ACCUMULATOR

EX

PR LO

LO

FORWARD CLUTCH FEED

FWD CL FEED

D3

14

3-4 CLUTCH

3RD ACCUMULATOR

3RD ACCUM

EX

AFL

3-2 SIGNAL

2ND

LINE

REGULATED APPLY

8

REG APPLY

1-2 SHIFT VALVE

26

LO

D4

O’ EX

D4-3-2 2ND

25

1-2 SIGNAL

LO/1ST

27

1-2 SIGNAL

EX

ORIFICED EX

EX

LO/1ST D4-3-2

D4

2

➤

➤➤

➤

EX

CONV FD

EX

LINE LINE

LINE

PRESSURE

TAP

(39)

➤

REGULATED APPLY

➤

LUBE

CASE (8)

GASKET (47)

SPACER PLATE (48)

GASKET (52)

VALVE BODY (60)

SUCTION

LINE

3a

3b

3c

➤

➤➤

➤

D3

EX

3-4 SIGNAL

1-2 SIGNAL

4TH SIGNAL

1-2 SIGNAL

3-4 CLUTCH

OVERRUN CLUTCH

12a

12b

12c

12d

12e

EX

32

AFL

30

D4

EX

31

ACCUMULATOR

EX

TORQUE SIGNAL

FILTERED AFL

D4

AFLAFL FILTER

(50)

10

43a

43b 44

11b

11c

11a

14b

14a

14c

LO OVERRUN

23

PR

LO/REV

LO/1ST LO/REVERSE

LO/REVERSE

PR PR

EX

22 10c

23 10b

9n

9o

22b

22a

10a

➤

10 9k

9g

9m

44a

43c 44

41a

41b

41c

41d

42b

42a

13a

13b

OIL

COOLER

PIPE

CONNECTOR

(10)

➤

18a

18b

18c

18 17a

18 17b

20b

48b

48a

REGULATED APPLY

30a

30b

32a

37a

9b

9e

10 9d

9c

9a

9f

9h

31a

31b

31c

OVERRUN CLUTCH FEED

3-4 ACCUM

SERVO FEED

6

7

4TH4TH

OVERRUN CL

4TH SIGNAL2ND

EX

3-4 RELAY 4-3 SEQUENCE VALVE

5

EX

SERVO FD

ORF EX

CASE (8)

REV INPUT

EX

(237)

17d

17c

17e

17f

17g

21

20d

20e

21a

20a

20c

1-2 ACCUMULATOR COVER (57)

25g

33c

33a

33b

27d

27c

27b

29

27a

28a

29b

29a

29d

40

29c

29e

29g28

28

29f

24a

24b

24c

24d

24e

24f

24g

24h

25a

25b

25d

25e

25f

25

24m

24k

REVERSE INPUT

#3

17

REVERSE INPUT

15c

15b

16

REVERSE

REVERSE INPUT

16a

15d

15a

REVERSE

34f

34e

34d

34c

34a

34b

#6

OVERRUN CL FD

21

ORIFICED D2

#5

OVERRUN

OVERRUN OVERRUN

OVERRUN

36

35e

35d

39

35b

35c

36a

35a

38d

38e39

38c

38b

38a

EX

TORQUE SIGNAL

2ND CL

➤

➤➤

➤

20

18

2-3 SHUTTLE 2-3 SHIFT VALVE

28

29

EX

D2

OVERRUN

D3

2ND

3-4 SIGNAL

EX

D4-3-2

2-3 SIGNAL

ACTUATOR FEED LIMIT

AFL

SERVO FD

3-4 ACC

FILTERED AFL

AFL

ACTUATOR FEED LIMIT

AFL

D2

2ND

D2

ORIFICED D2

D2

VALVE BODY (60)

3-4 SIGNAL

➤

2ND

D4

PR 3-4 ACCUMULATOR

D4

EX

D4-3-2

LO

D4

2ND CLUTCH

D3

FORWARD CLUTCH FEED ACTUATOR FEED LIMIT

TORQUE SIGNAL

SERVO FEED

➤

OVERRUN CLUTCH

LINE

9p

26a

➤

➤➤

➤

➤➤➤

➤

➤➤

➤➤ ➤

➤

➤➤➤

➤➤

PR

➤

➤➤

➤

➤➤➤➤➤

➤➤

➤

➤➤➤

ON

COOLER

RELEASE

APPLY

EX

➤➤

➤

➤➤

➤

CONV FD

➤

REGULATED APPLY

EX

CC SIGNAL

ACTUATOR FEED LIMIT

9

26b

TCC PWM

SOLENOID

VALVE

N.C.

1-2 SIGNAL

2ND

4TH SIGNAL

#10

➤

LOW AND REVERSE

CLUTCH ASSEMBLY

REVERSE INPUT

CLUTCH ASSEMBLY

TORQUE

CONVERTER

ASSEMBLY

#9

➤➤

(237)

➤

(238)

➤

EX

2ND CLUTCH 3-4 CLUTCH

2ND

PRESSURE

CONTROL

SOLENOID

VALVE

2-3 SHIFT

SOLENOID

VALVE

N.O.

OFF

EX

1-2 SHIFT

SOLENOID

VALVE

N.O.

ON

PRND321

D4

REVERSE

D3

D2

LO

EX

LINE

➤

➤➤➤

➤➤

➤

MANUAL VALVE

PR

➤

➤➤

➤

➤➤➤➤➤

➤➤➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤ ➤ ➤ ➤ ➤

➤➤➤➤

➤

➤➤➤ ➤ ➤

➤

➤➤

➤

➤➤

➤

➤➤➤

➤➤

➤

➤➤➤

➤

11

4TH

EX

➤

➤➤➤

➤

➤➤➤➤

➤➤➤➤➤➤

➤

➤➤

➤

➤➤

➤

➤➤➤➤ ➤

➤

➤➤➤

➤➤➤➤➤

➤➤➤➤

➤

➤➤

➤

➤➤➤

➤

➤➤➤

➤

➤➤➤➤

➤

➤➤➤➤➤ ➤

➤

➤➤➤

➤

➤➤➤

➤➤➤➤

➤➤

➤

➤➤

➤

➤➤ ➤ ➤

➤

➤➤➤

➤

➤➤➤

➤

CONVERTER CLUTCH VALVE

➤

➤➤

➤

➤➤ ➤

➤➤ ➤➤

➤➤ ➤

➤➤

➤

➤➤➤

3-4 SHIFT VALVE

➤

➤➤➤

➤

➤➤➤

➤

➤➤

➤

➤➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤➤➤

➤

➤➤

➤

ACCUM VALVE

➤

➤➤➤➤➤

➤➤ ➤

EXEX

3-2 DOWNSHIFT

3-2 CONTROL

3-2

CONTROL

SOLENOID

VALVE

N.C.

ON

➤

ISOLATOR VALVE

REG APPLY

Figure 83

86

OVERDRIVE RANGE – FOURTH GEAR

(Torque Converter Clutch Applied)

86A

NO TCC APPLY

•Torque Converter (1)

–Internal damage

•Converter Clutch Valve (224)

–Stuck or assembled backwards

•Orifice Cup Plug (240)

–Restricted or damaged

•Turbine Shaft O-ring Seal (618)

–Cut or damaged

NO 3-4 SHIFT, SLIPS OR ROUGH 3-4 SHIFT

•2-4 Servo Assembly

–Incorrect band apply pin

–Porosity in piston, cover or case

–Plugged or missing orifice cup plug

1-2 SHIFT 2-3 SHIFT REVERSE FORWARD

SOLENOID SOLENOID 2-4 INPUT OVERRUN FORWARD SPRAG CL. 3-4 LO-ROLLER LO/REV

VALVE VALVE BAND CLUTCH CLUTCH CLUTCH ASSEMBLY CLUTCH CLUTCH CLUTCH

ON OFF APPLIED APPLIED APPLIED

OVERDRIVE RANGE – FOURTH GEAR

(Torque Converter Clutch Applied)

86B

PASSAGES

1 SUCTION

2 DECREASE

3 LINE

4 CONVERTER FEED

5 RELEASE

6 APPLY

7 COOLER

8 LUBE

9 ACTUATOR FEED LIMIT

10 FILTERED ACTUATOR FEED

11 TORQUE SIGNAL

12 PR

13 D4-3-2

14 LO/REVERSE

15 REVERSE

16 REVERSE INPUT

17 D4

18 FORWARD CLUTCH FEED

19 REAR LUBE

20 ACCUMULATOR

21 ORIFICED ACCUMULATOR

22 1-2 SIGNAL

23 2-3 SIGNAL

24 2ND

25 2ND CLUTCH

26 C. C. SIGNAL

27 3-4 SIGNAL

28 3RD ACCUMULATOR

29 3-4 CLUTCH

30 4TH SIGNAL

31 SERVO FEED

32 4TH

33 3-4 ACCUMULATOR

34 D3

35 OVERRUN

36 OVERRUN CLUTCH FEED

37 OVERRUN CLUTCH

38 D2

39 ORIFICED D2

40 3-2 SIGNAL

41 LO

42 LO/1ST

43 EXHAUST

44 ORIFICED EXHAUST

45 VENT

46 SEAL DRAIN

47 VOID

48 REGULATED APPLY

COMPONENTS ( )

(8) REAR LUBE (ORIFICED CUP PLUG/REAR CASE)

(10) OIL COOLER PIPE CONNECTOR

(11) CASE SERVO ORIFICED PLUG

(38) ACCUMULATOR BLEED PLUG

(39) LINE PRESSURE TAP

(40) 3RD ACCUM. RETAINER AND BALL ASSEMBLY (#7)

(49) SHIFT SOLENOIDS SCREEN

(50) PRESSURE CONTROL SOLENOID SCREEN

(61) CHECKBALLS (#1, 2, 3, 4, 5, 6, 8, 12)

(91) CHECKBALL (#10)

(232) OIL PUMP COVER SCREEN

(237) CHECK VALVE RETAINER AND BALL ASSEMBLY

(238) CONVERTER CLUTCH SIGNAL ORIFICED CUP PLUG

(240) ORIFICED CUP PLUG

Figure 84

OVERDRIVE RANGE – FOURTH GEAR (Torque Converter Clutch Applied)

➤

➤➤

➤

➤➤

➤

➤➤

➤➤➤

➤

➤ ➤

➤

➤ ➤

➤

➤ ➤

➤

➤ ➤

➤➤

➤

PUMP BODY (200)

(Pump Cover Side)

PUMP COVER (215)

(Pump Body Side) PUMP COVER (215)

(Case Side)

CASE (103)

(Pump Cover Side)

CASE (103)

(Control Valve Body Side)

SPACER PLATE (48)

(Case/Control Valve Body) CONTROL VALVE BODY (60)

(Case Side)

12 38

312

34

18

15

16

38

29

16

47 47

29 15 29

9

29

12

38 41 17

24

18

9

30

34

25 24

25 43 37

33

24

25

30 27 22 27

34

13

35

34

36

31 31

33

48

9

26 3

25

11

99

925

28 32

11

26

17 20 20

9

25

20

21 21

24

36 35

39

24

27

24

13

9

10

24 10

14

22

912 42

41 44

42

17

18

34

17

12 14

41

38

41

11

3

25

39

24 10

18

29

16

48

43

9

14

44

26

25

31

20

GASKET (47)

(Case/Spacer Plate)

GASKET (52)

(Spacer Plate/Control Valve Body)

CASE (103)

(2-4 Servo Bore)

1-2 ACCUMULATOR COVER (57)

NOTE:

- INDICATES BOLT HOLES

- NON-FUNCTIONAL HOLES

HAVE BEEN REMOVED FROM

COMPONENT DRAWINGS

TO SIMPLIFY TRACING FLUID

FLOW.

- EXHAUST FLUID NOT SHOWN

21

25

20

28

#7/(40)

44

(11)

25

43

32

3

16

(237)

18

43

3

(240)

37

(237)

43

47

45

43

48

11

29

16

3

16

29 18

2

(240)

8

85

37

1

47

(232)

7

46

45 47

3

8

43

5

4

2

4

48

43

3

6

1

43

2

7

47 46

43 11

3

16

37

5

37 8

29

18

29

1

(232)

2

43

47

16

(237)

37

(237)

4

(238)

2

(240)

PRESSURE RELIEF

VALVE BORE

➤

16

45

8

7

48

37

11 29 16

3

18

3

(39)

8

7

(10)

48 37 316291118

47 45

8

43

5

4

3

2

43

16

11

29

43

46

37 47

48

7

4

2

3

1

3

13V

12a 38b

3a

12b

34b

18b

38d

18c

13b

15d

16a

38c

15a

9m

9n

11c

29e

29d

9o

27b/29

29a

29f/28

15b/16

35a

22b

27d

30a

30b

34f

25a 24h

31c

25b

33c

24g 34e

31b

31a

27a

33a

33b

32a

37a

36a

3c

26b

11b

9c

25f

28a

9e

9p

9b

9d/10

(50)

48b

43a

25d

3b 11a

20c

25g

21a

9f

20e/21

17f 20a

9g

10a

35c/39

35b

35d/36

24f

24d 24c 13a

24a24b

41d

17c

41c

12c

17b/18 18a17d

42a

43c/44 9h 12e

22a 14b

10c/22

42b

14a

12d

17e

34a 41a

41b 38a

24m/25

47

9k/10

(49)

10b/23

20b

24e

17g

20d/21

25e

9a

48a

26a

43b/44

24k/25

34c

34d

29c

29b

29g/28

15c/16

17a/18 14c

44a

38e/39

27c/29

35e/36

➤

7

➤

5

➤

6

➤

16

➤

17

➤

8

➤

9

➤

32

➤

10

➤

12

➤

18

➤

20

➤

21

➤

22

➤

13

➤

14

➤

23

➤

25

➤

29

➤

30

➤

31

➤

26

➤

27

➤

28

➤

24

➤➤

1

➤➤

2

➤➤

2

➤➤

4

➤➤

11

12 38

3

18

38

16

28

29

15

34

29

9

15

29

11

929

40

15 43

35 34

31

31 33 33

22

27

30

34

30

25 24 24

24 31

25 43

48

26

33 37

36 32

25

28

9

26

9

311

25 25 3

910

11 21 20

25

9

10

17 20

35 35/39

24

27 24 24

13

22

14

22

912 42

14

12

24

18

38 41 17

41

12 42

17

34

12 34 41

38

17

44

47

923

20

17

9

48 44

34

29

29 18

24

14

43

10

25

41

38

34

9

947

9

3

25

11

26

47

26

47

25

47

3

10

43

47 11

43

33

31

24

30

37 36

28

11

34

25

24

22

24

35

34

30 27

31 32

47 25

29

9

15

40

28 29 29 16

15

43

15 12

38

3

341 47

17 34 38 41

34

18

12

17

42

43

12

18

47

14

43

14 42

922

23

10

9

17

24

38

13 24

43

42

41

3

33

31 24 24

17 47

13

17 20 20

27

#8

#6 #5

#3

#2 #12

#4

FORWARD

CLUTCH

ACCUMULATOR

BORE

➤

17

47

35

47

43

47

47 48

48

47

47 9

26

47 12 38

3

29

38

16

47 29

15

29

11

18

30 27 27

18

34

47

34

25 24

31

33

43

37 37

48

47

47 47

9

25

311

32

28 32

25

21

20

33

25

9

39

35

35 24 47

24 22

22 10 47

14

12

9

99

44

17 47 42

41

17

14

12

18

34

41

9

36

9

17

12

14

11

9

11

34

16 16

22

13 13

#10

#1

#7

(40)

37

18

11

29

16

3

29

341

38

44

(38)

28

47

43

47

48

36

33

9

33

38

19

26

47

2-4 SERVO BORE

➤

REAR

LUBE

TO

LOW AND

REVERSE

CLUTCH

➤➤

19

FOLDOUT ➤ 87

OVERDRIVE RANGE – 4-3 DOWNSHIFT

(Torque Converter Clutch Released)

➤

➤➤

➤

➤➤

➤

➤ ➤ ➤ ➤➤➤➤ ➤

➤

➤➤➤ ➤ ➤➤➤➤➤➤

➤➤ ➤➤

➤➤➤ ➤ ➤ ➤ ➤ ➤ ➤

➤➤➤ ➤➤

➤➤➤

➤

➤➤

➤➤➤

➤➤➤ ➤ ➤➤➤

➤

➤➤➤➤

➤➤➤➤➤➤➤➤➤

➤

➤➤➤➤➤➤➤➤

➤➤

➤

➤➤➤➤➤➤➤➤

➤➤➤➤➤➤➤

➤

➤➤ ➤

➤

➤➤➤➤➤➤➤➤➤➤➤➤

➤

➤➤

➤

➤➤

➤

➤ ➤ ➤ ➤➤➤ ➤ ➤ ➤

➤➤➤

➤➤➤ ➤ ➤➤➤➤➤ ➤

➤

➤➤➤

➤➤➤➤➤➤➤➤➤➤➤➤➤➤ ➤

➤ ➤➤➤➤ ➤➤ ➤➤➤➤➤ ➤ ➤➤➤➤➤➤➤

➤➤

➤

➤➤ ➤ ➤ ➤➤➤ ➤ ➤

➤➤

➤

➤ ➤➤➤➤➤➤ ➤➤

➤➤➤➤➤➤ ➤ ➤ ➤ ➤ ➤➤➤➤➤

➤➤

➤➤➤➤➤➤➤ ➤➤➤➤

➤

➤➤ ➤

➤➤➤ ➤ ➤ ➤

➤➤ ➤➤

➤➤

➤➤ ➤➤

INPUT CLUTCH

HOUSING ASSEMBLY

24

REAR LUBE

FILTER

(49)

➤

RELEASE

APPLY

LO/REVERSE

PR

BOOST VALVE PRESS REG

BOTTOM

PAN

(SUMP)

(75)

FILTER

(72) REVERSE INPUT

REV INPUT

DECREASE

LINE

EX

FILTER

(232)

AIR

BLEED

(240)

1

SUCTION

LINE

EX

PRESSURE

RELIEF

VALVE

PUMP

ASSEMBLY

(4)

➤

➤➤

4

TCC

SOLENOID

(66)

N.O.

COOLER

LUBE

COOLER

SUCTION

CONVERTER & LUBE

MAINLINE

SOLENOID SIGNAL

ACCUMULATOR

ACTUATOR FEED LIMIT

TORQUE SIGNAL

FLUID PRESSURES

REVERSE INPUT

FORWARD CLUTCH FEED

#1

ACCUMULATOR

ORF ACC

2ND CLUTCH

3-4 ACCUMULATOR

1-2 ACCUMULATOR

19

3-4 ACCUM

ACCUM

EX

ORIFICED ACCUM

3-4 ACCUMULATOR

3-4 ACCUM

2ND CLUTCH

D3

REVERSE INPUT

D2-N.C.

REV-N.O. D3-N.C.

LO-N.O.

D4-N.O.

LO

TEMP

SENSOR

➤

TFP

SWITCH

ASSEMBLY

D2

D4

D3

EX

FORWARD ABUSE

FWD CL FD

3RD ACCUMULATOR EX

#7

11

3RD ACCUM

➤

4TH

2ND & 4TH

SERVO

REV ABUSE

EX

REVERSE

REVERSE INPUT

#12

D4

22

D4

#4

13

3-4 SIGNAL

3-4 CL

3-4 CLUTCH

#2

12

3-4 CLUTCH

3RD ACCUM

3-4 CL

#8

16

2ND

2ND CL 2ND CL

2ND CL

2ND CLUTCH2ND CLUTCH

TORQUE SIG

FORWARD CLUTCH FEED

FORWARD

CLUTCH

ACCUMULATOR

EX

PR LO

LO

FORWARD CLUTCH FEED

FWD CL FEED

D3

14

3-4 CLUTCH

3RD ACCUMULATOR

3RD ACCUM

EX

AFL

3-2 SIGNAL

2ND

LINE

REGULATED APPLY

8

REG APPLY

1-2 SHIFT VALVE

26

LO

D4

O’ EX

D4-3-2 2ND

25

1-2 SIGNAL

LO/1ST

27

1-2 SIGNAL

EX

ORIFICED EX

EX

LO/1ST D4-3-2

D4

2

➤

➤➤

➤

EX

CONV FD

EX

LINE LINE

LINE

PRESSURE

TAP

(39)

➤

REGULATED APPLY

➤

LUBE

CASE (8)

GASKET (47)

SPACER PLATE (48)

GASKET (52)

VALVE BODY (60)

SUCTION

LINE

3a

3b

3c

➤

➤➤

➤

D3

EX

3-4 SIGNAL

1-2 SIGNAL

4TH SIGNAL

3-4 SHIFT VALVE

1-2 SIGNAL

3-4 CLUTCH

OVERRUN CLUTCH

12a

12b

12c

12d

12e

EX

32

AFL

30

D4

EX

31

ACCUMULATOR

EX

TORQUE SIGNAL

FILTERED AFL

D4

AFLAFL FILTER

(50)

10

43a

43b 44

11b

11c

11a

14b

14a

14c

LO OVERRUN

23

PR

LO/REV

LO/1ST LO/REVERSE

LO/REVERSE

PR PR

EX

22 10c

23 10b

9n

9o

22b

22a

10a

➤

10 9k

9g

9m

44a

43c 44

41a

41b

41c

41d

42b

42a

13a

13b

OIL

COOLER

PIPE

CONNECTOR

(10)

➤

18a

18b

18c

18 17a

18 17b

20b

48b

48a

REGULATED APPLY

30a

30b

32a

37a

9b

9e

10 9d

9c

9a

9f

9h

31a

31b

31c

OVERRUN CLUTCH FEED

3-4 ACCUM

SERVO FEED

6

7

4TH4TH

OVERRUN CL

4TH SIGNAL2ND

EX

3-4 RELAY 4-3 SEQUENCE VALVE

5

EX

SERVO FD

ORF EX

CASE (8)

REV INPUT

EX

(237)

17d

17c

17e

17f

17g

21

20d

20e

21a

20a

20c

1-2 ACCUMULATOR COVER (57)

25g

33c

33a

33b

27d

27c

27b

29

27a

28a

29b

29a

29d

40

29c

29e

29g28

28

29f

24a

24b

24c

24d

24e

24f

24g

24h

25a

25b

25d

25e

25f

25

24m

24k

REVERSE INPUT

#3

17

REVERSE INPUT

15c

15b

16

REVERSE

REVERSE INPUT

16a

15d

15a

REVERSE

34f

34e

34d

34c

34a

34b

#6

OVERRUN CL FD

21

ORIFICED D2

#5

OVERRUN

OVERRUN OVERRUN

OVERRUN

36

35e

35d

39

35b

35c

36a

35a

38d

38e39

38c

38b

38a

EX

TORQUE SIGNAL

2ND CL

➤

➤➤

➤

20

18

2-3 SHUTTLE 2-3 SHIFT VALVE

28

29

EX

D2

OVERRUN

D3

2ND

3-4 SIGNAL

EX

D4-3-2

2-3 SIGNAL

ACTUATOR FEED LIMIT

AFL

SERVO FD

3-4 ACC

FILTERED AFL

AFL

ACTUATOR FEED LIMIT

AFL

D2

2ND

D2

ORIFICED D2

D2

VALVE BODY (60)

3-4 SIGNAL

➤

2ND

D4

PR 3-4 ACCUMULATOR

D4

EX

D4-3-2

LO

D4

2ND CLUTCH

D3

FORWARD CLUTCH FEED ACTUATOR FEED LIMIT

TORQUE SIGNAL

SERVO FEED

➤

OVERRUN CLUTCH

LINE

9p

26a

➤

➤➤

➤

➤➤➤

➤

➤➤

➤➤ ➤

➤

➤➤➤

➤➤

PR

➤

➤➤

➤

➤➤➤➤➤

➤➤

➤

➤➤➤

OFF

CONVERTER CLUTCH VALVE

COOLER

RELEASE

APPLY

EX

➤

EX

➤➤

➤

➤➤

➤

CONV FD

➤

REGULATED APPLY

EX

CC SIGNAL

ACTUATOR FEED LIMIT

9

26b

TCC PWM

SOLENOID

VALVE

N.C.

1-2 SIGNAL

2ND

4TH SIGNAL

#10

➤

LOW AND REVERSE

CLUTCH ASSEMBLY

REVERSE INPUT

CLUTCH ASSEMBLY

TORQUE

CONVERTER

ASSEMBLY

#9

➤➤

(237)

➤

(238)

➤

EX

2ND CLUTCH 3-4 CLUTCH

2ND

PRESSURE

CONTROL

SOLENOID

VALVE

2-3 SHIFT

SOLENOID

VALVE

N.O.

OFF

EX

1-2 SHIFT

SOLENOID

VALVE

N.O.

OFF

PRND321

D4

REVERSE

D3

D2

LO

EX

LINE

➤

➤➤➤

➤➤

➤

MANUAL VALVE

PR

➤

➤➤

➤

➤➤➤➤➤

➤➤➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤ ➤ ➤ ➤ ➤

➤➤➤➤

➤

➤➤➤ ➤ ➤

➤

➤➤

➤

➤➤

➤

11

4TH

EX

➤

➤➤➤➤

➤

➤➤➤➤➤ ➤

➤

➤➤➤

➤

➤➤➤

➤➤➤➤

➤➤

➤

➤➤

➤

➤➤ ➤ ➤

➤

➤➤➤

➤

➤➤➤

➤

EXEX

3-2 DOWNSHIFT

3-2 CONTROL

3-2

CONTROL

SOLENOID

VALVE

N.C.

ON

➤

➤➤➤

➤

➤➤➤➤

➤➤➤➤➤➤

➤

➤➤

➤

➤➤

➤

➤➤➤➤➤

➤

➤➤➤

➤➤➤➤➤

➤➤➤➤

➤

➤➤

➤

➤➤➤

➤

➤➤➤

➤

➤➤➤

➤➤

➤

➤➤

➤

➤➤➤

➤

ACCUM VALVE

ISOLATOR VALVE

REG APPLY

Figure 85

88

OVERDRIVE RANGE – 4-3 DOWNSHIFT

(Torque Converter Clutch Released)

88A

With the transmission operating in Fourth gear, a 4-3 downshift can

occur due to minimum or heavy throttle conditions or increased load

on the engine. The TCC and 4th clutch release during a 4-3 downshift

and the TCC normally will not apply in Overdrive range Third gear.

NO 4-3 DOWNSHIFT

•1-2 Shift Solenoid Valve (367A)

–Stuck On

–Pinched wire to ground

•3-4 Shift Valve (385)

–Stuck in upshift position

•4-3 Sequence Valve (383)

–Stuck

TCC STUCK ON

•TCC PWM Solenoid Valve (396)

–Stuck On

–Pinched wire to ground

•Regulated Apply Valve (380)

–Stuck

1-2 SHIFT 2-3 SHIFT REVERSE FORWARD

SOLENOID SOLENOID 2-4 INPUT OVERRUN FORWARD SPRAG CL. 3-4 LO-ROLLER LO/REV

VALVE VALVE BAND CLUTCH CLUTCH CLUTCH ASSEMBLY CLUTCH CLUTCH CLUTCH

OFF OFF APPLIED HOLDING APPLIED

OVERDRIVE RANGE – 4-3 DOWNSHIFT

(Torque Converter Clutch Released)

88B

PASSAGES

1 SUCTION

2 DECREASE

3 LINE

4 CONVERTER FEED

5 RELEASE

6 APPLY

7 COOLER

8 LUBE

9 ACTUATOR FEED LIMIT

10 FILTERED ACTUATOR FEED

11 TORQUE SIGNAL

12 PR

13 D4-3-2

14 LO/REVERSE

15 REVERSE

16 REVERSE INPUT

17 D4

18 FORWARD CLUTCH FEED

19 REAR LUBE

20 ACCUMULATOR

21 ORIFICED ACCUMULATOR

22 1-2 SIGNAL

23 2-3 SIGNAL

24 2ND

25 2ND CLUTCH

26 C. C. SIGNAL

27 3-4 SIGNAL

28 3RD ACCUMULATOR

29 3-4 CLUTCH

30 4TH SIGNAL

31 SERVO FEED

32 4TH

33 3-4 ACCUMULATOR

34 D3

35 OVERRUN

36 OVERRUN CLUTCH FEED

37 OVERRUN CLUTCH

38 D2

39 ORIFICED D2

40 3-2 SIGNAL

41 LO

42 LO/1ST

43 EXHAUST

44 ORIFICED EXHAUST

45 VENT

46 SEAL DRAIN

47 VOID

48 REGULATED APPLY

COMPONENTS ( )

(8) REAR LUBE (ORIFICED CUP PLUG/REAR CASE)

(10) OIL COOLER PIPE CONNECTOR

(11) CASE SERVO ORIFICED PLUG

(38) ACCUMULATOR BLEED PLUG

(39) LINE PRESSURE TAP

(40) 3RD ACCUM. RETAINER AND BALL ASSEMBLY (#7)

(49) SHIFT SOLENOIDS SCREEN

(50) PRESSURE CONTROL SOLENOID SCREEN

(61) CHECKBALLS (#1, 2, 3, 4, 5, 6, 8, 12)

(91) CHECKBALL (#10)

(232) OIL PUMP COVER SCREEN

(237) CHECK VALVE RETAINER AND BALL ASSEMBLY

(238) CONVERTER CLUTCH SIGNAL ORIFICED CUP PLUG

(240) ORIFICED CUP PLUG

Figure 86

OVERDRIVE RANGE – 4-3 DOWNSHIFT

(Torque Converter Clutch Released)

➤

➤➤

➤

➤➤

➤

➤➤

➤➤➤

➤

➤ ➤

➤

➤ ➤

➤

➤ ➤

➤➤

➤

PUMP BODY (200)

(Pump Cover Side)

PUMP COVER (215)

(Pump Body Side) PUMP COVER (215)

(Case Side)

CASE (103)

(Pump Cover Side)

CASE (103)

(Control Valve Body Side)

SPACER PLATE (48)

(Case/Control Valve Body) CONTROL VALVE BODY (60)

(Case Side)

12 38

312

34

18

15

16

38

29

16

47 47

29 15 29

9

29

12

38 41 17

24

18

9

30

34

25 24

25 43 37

33

24

25

30 27 22 27

34

13

35

34

36

31 31

33

48

9

26 3

25

11

99

925

28 32

11

26

17 20 20

9

25

20

21 21

24

36 35

39

24

27

24

13

9

10

24 10

14

22

912 42

41 44

42

17

18

34

17

12 14

41

38

41

11

3

25

39

24 10

18

29

16

48

43

9

14

44

26

25

31

20

GASKET (47)

(Case/Spacer Plate)

GASKET (52)

(Spacer Plate/Control Valve Body)

CASE (103)

(2-4 Servo Bore)

1-2 ACCUMULATOR COVER (57)

NOTE:

- INDICATES BOLT HOLES

- NON-FUNCTIONAL HOLES

HAVE BEEN REMOVED FROM

COMPONENT DRAWINGS

TO SIMPLIFY TRACING FLUID

FLOW.

- EXHAUST FLUID NOT SHOWN

21

25

20

28

#7/(40)

44

(11)

25

43

32

3

16

(237)

18

43

3

(240)

37

(237)

43

47

45

43

48

11

29

16

3

16

29 18

2

(240)

8

85

37

1

47

(232)

7

46

45 47

3

8

43

5

4

2

4

48

43

3

6

1

43

2

7

47 46

43 11

3

16

37

5

37 8

29

18

29

1

(232)

2

43

47

16

(237)

37

(237)

4

(238)

2

(240)

PRESSURE RELIEF

VALVE BORE

➤

16

45

8

7

48

37

11 29 16

3

18

3

(39)

8

7

(10)

48 37 316291118

47 45

8

43

5

4

3

2

43

16

11

29

43

46

37 47

48

7

4

2

3

1

3

13V

12a 38b

3a

12b

34b

18b

38d

18c

13b

15d

16a

38c

15a

9m

9n

11c

29e

29d

9o

27b/29

29a

29f/28

15b/16

35a

22b

27d

30a

30b

34f

25a 24h

31c

25b

33c

24g 34e

31b

31a

27a

33a

33b

32a

37a

36a

3c

26b

11b

9c

25f

28a

9e

9p

9b

9d/10

(50)

48b

43a

25d

3b 11a

20c

25g

21a

9f

20e/21

17f 20a

9g

10a

35c/39

35b

35d/36

24f

24d 24c 13a

24a24b

41d

17c

41c

12c

17b/18 18a17d

42a

43c/44 9h 12e

22a 14b

10c/22

42b

14a

12d

17e

34a 41a

41b 38a

24m/25

47

9k/10

(49)

10b/23

20b

24e

17g

20d/21

25e

9a

48a

26a

43b/44

24k/25

34c

34d

29c

29b

29g/28

15c/16

17a/18 14c

44a

38e/39

27c/29

35e/36

➤

7

➤

5

➤

6

➤

16

➤

17

➤

8

➤

9

➤

32

➤

10

➤

12

➤

18

➤

20

➤

21

➤

22

➤

13

➤

14

➤

23

➤

25

➤

29

➤

30

➤

31

➤

26

➤

27

➤

28

➤

24

➤➤

1

➤➤

2

➤➤

2

➤➤

4

➤➤

11

12 38

3

18

38

16

28

29

15

34

29

9

15

29

11

929

40

15 43

35 34

31

31 33 33

22

27

30

34

30

25 24 24

24 31

25 43

48

26

33 37

36 32

25

28

9

26

9

311

25 25 3

910

11 21 20

25

9

10

17 20

35 35/39

24

27 24 24

13

22

14

22

912 42

14

12

24

18

38 41 17

41

12 42

17

34

12 34 41

38

17

44

47

923

20

17

9

48 44

34

29

29 18

24

14

43

10

25

41

38

34

9

947

9

3

25

11

26

47

26

47

25

47

3

10

43

47 11

43

33

31

24

30

37 36

28

11

34

25

24

22

24

35

34

30 27

31 32

47 25

29

9

15

40

28 29 29 16

15

43

15 12

38

3

341 47

17 34

38

41

34

18

12

17

42

43

12

18

47

14

43

14 42

922

23

10

9

17

24

38

13 24

43

42

41

3

33

31 24 24

17 47

13

17 20 20

27

#8

#6 #5

#3

#2 #12

#4

FORWARD

CLUTCH

ACCUMULATOR

BORE

➤

17

47

35

47

43

47

47 48

48

47

47 9

26

47 12 38

3

29

38

16

47 29

15

29

11

18

30 27 27

18

34

47

34

25 24

31

33

43

37 37

48

47

47 47

9

25

311

32

28 32

25

21

20

33

25

9

39

35

35 24 47

24 22

22 10 47

14

12

9

99

44

17 47 42

41

17

14

12

18

34

41

9

36

9

17

12

14

11

9

11

34

16 16

22

13 13

#10

#1

#7

(40)

37

18

11

29

16

3

29

341

38

44

(38)

28

47

43

47

48

36

33

9

33

38

19

26

47

2-4 SERVO BORE

➤

REAR

LUBE

TO

LOW AND

REVERSE

CLUTCH

➤➤

19

FOLDOUT ➤ 89

OVERDRIVE RANGE – 3-2 DOWNSHIFT

➤

➤➤

➤

➤➤ ➤ ➤ ➤➤➤ ➤ ➤

➤

➤ ➤

➤➤➤

➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤

➤ ➤ ➤ ➤

➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤

➤ ➤

➤

➤➤

➤

➤➤➤➤➤➤➤

➤➤➤➤ ➤

➤

➤➤➤

➤➤

➤

➤➤

➤➤➤➤➤ ➤➤➤➤➤➤➤

➤

➤➤ ➤

➤➤➤➤➤➤➤➤➤➤ ➤➤➤➤➤➤

➤➤➤ ➤

➤

➤➤

➤➤➤ ➤

➤

➤➤➤➤➤➤➤ ➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤ ➤

➤➤➤➤➤

➤➤

➤➤➤

➤➤

➤ ➤➤➤➤

➤➤➤➤➤ ➤ ➤

➤➤➤➤➤➤➤➤ ➤➤➤➤➤➤

➤

➤➤

➤

➤➤➤

➤➤

➤➤➤➤➤➤

➤

➤➤➤

➤

➤➤

➤➤➤➤

➤

➤➤

➤

➤➤ ➤➤➤➤ ➤ ➤➤ ➤

➤

➤➤ ➤

➤➤➤ ➤ ➤ ➤

➤➤ ➤➤

➤➤

➤➤ ➤➤

INPUT CLUTCH

HOUSING ASSEMBLY

24

REAR LUBE

FILTER

(49)

➤

RELEASE

APPLY

LO/REVERSE

PR

BOOST VALVE PRESS REG

BOTTOM

PAN

(SUMP)

(75)

FILTER

(72) REVERSE INPUT

REV INPUT

DECREASE

LINE

EX

FILTER

(232)

AIR

BLEED

(240)

1

SUCTION

LINE

EX

PRESSURE

RELIEF

VALVE

PUMP

ASSEMBLY

(4)

➤

➤➤

4

TCC

SOLENOID

(66)

N.O.

COOLER

LUBE

COOLER

SUCTION

CONVERTER & LUBE

MAINLINE

SOLENOID SIGNAL

ACCUMULATOR

ACTUATOR FEED LIMIT

TORQUE SIGNAL

FLUID PRESSURES

REVERSE INPUT

FORWARD CLUTCH FEED

#1

ACCUMULATOR

ORF ACC

2ND CLUTCH

3-4 ACCUMULATOR

1-2 ACCUMULATOR

19

3-4 ACCUM

ACCUM

EX

ORIFICED ACCUM

3-4 ACCUMULATOR

3-4 ACCUM

2ND CLUTCH

D3

REVERSE INPUT

D2-N.C.

REV-N.O. D3-N.C.

LO-N.O.

D4-N.O.

LO

TEMP

SENSOR

➤

TFP

SWITCH

ASSEMBLY

D2

D4

D3

EX

FORWARD ABUSE

FWD CL FD

3RD ACCUMULATOR EX

#7

11

3RD ACCUM

➤

4TH

2ND & 4TH

SERVO

REV ABUSE

EX

REVERSE

REVERSE INPUT

#12

D4

22

D4

#4

13

3-4 SIGNAL

3-4 CL

3-4 CLUTCH

#2

12

3-4 CLUTCH

3RD ACCUM

3-4 CL

#8

16

2ND

2ND CL 2ND CL

2ND CL

2ND CLUTCH2ND CLUTCH

TORQUE SIG

FORWARD CLUTCH FEED

FORWARD

CLUTCH

ACCUMULATOR

EX

PR LO

LO

FORWARD CLUTCH FEED

FWD CL FEED

D3

14

3-4 CLUTCH

3RD ACCUMULATOR

3RD ACCUM

EX

AFL

3-2 SIGNAL

2ND

LINE

REGULATED APPLY

8

REG APPLY

1-2 SHIFT VALVE

26

LO

D4

O’ EX

D4-3-2 2ND

25

1-2 SIGNAL

LO/1ST

27

1-2 SIGNAL

EX

ORIFICED EX

EX

LO/1ST D4-3-2

D4

2

➤

➤➤

➤

EX

CONV FD

EX

LINE LINE

LINE

PRESSURE

TAP

(39)

➤

REGULATED APPLY

➤

LUBE

CASE (8)

GASKET (47)

SPACER PLATE (48)

GASKET (52)

VALVE BODY (60)

SUCTION

LINE

3a

3b

3c

➤

➤➤

➤

D3

EX

3-4 SIGNAL

1-2 SIGNAL

4TH SIGNAL

3-4 SHIFT VALVE

1-2 SIGNAL

3-4 CLUTCH

OVERRUN CLUTCH

12a

12b

12c

12d

12e

EX

32

AFL

30

D4

EX

31

ACCUMULATOR

EX

TORQUE SIGNAL

FILTERED AFL

D4

AFLAFL FILTER

(50)

10

43a

43b 44

11b

11c

11a

14b

14a

14c

LO OVERRUN

23

PR

LO/REV

LO/1ST LO/REVERSE

LO/REVERSE

PR PR

EX

22 10c

23 10b

9n

9o

22b

22a

10a

➤

10 9k

9g

9m

44a

43c 44

41a

41b

41c

41d

42b

42a

13a

13b

OIL

COOLER

PIPE

CONNECTOR

(10)

➤

18a

18b

18c

18 17a

18 17b

20b

48b

48a

REGULATED APPLY

30a

30b

32a

37a

9b

9e

10 9d

9c

9a

9f

9h

31a

31b

31c

OVERRUN CLUTCH FEED

3-4 ACCUM

SERVO FEED

6

7

4TH4TH

OVERRUN CL

4TH SIGNAL2ND

EX

3-4 RELAY 4-3 SEQUENCE VALVE

5

EX

SERVO FD

ORF EX

CASE (8)

REV INPUT

EX

(237)

17d

17c

17e

17f

17g

21

20d

20e

21a

20a

20c

1-2 ACCUMULATOR COVER (57)

25g

33c

33a

33b

27d

27c

27b

29

27a

28a

29b

29a

29d

40

29c

29e

29g28

28

29f

24a

24b

24c

24d

24e

24f

24g

24h

25a

25b

25d

25e

25f

25

24m

24k

REVERSE INPUT

#3

17

REVERSE INPUT

15c

15b

16

REVERSE

REVERSE INPUT

16a

15d

15a

REVERSE

34f

34e

34d

34c

34a

34b

#6

OVERRUN CL FD

21

ORIFICED D2

#5

OVERRUN

OVERRUN OVERRUN

OVERRUN

36

35e

35d

39

35b

35c

36a

35a

38d

38e39

38c

38b

38a

EX

TORQUE SIGNAL

2ND CL

➤

➤➤

➤

20

18

2-3 SHUTTLE 2-3 SHIFT VALVE

28

29

EX

D2

OVERRUN

D3

2ND

3-4 SIGNAL

EX

D4-3-2

2-3 SIGNAL

ACTUATOR FEED LIMIT

AFL

SERVO FD

3-4 ACC

FILTERED AFL

AFL

ACTUATOR FEED LIMIT

AFL

D2

2ND

D2

ORIFICED D2

D2

VALVE BODY (60)

3-4 SIGNAL

➤

2ND

D4

PR 3-4 ACCUMULATOR

D4

EX

D4-3-2

LO

D4

2ND CLUTCH

D3

FORWARD CLUTCH FEED ACTUATOR FEED LIMIT

TORQUE SIGNAL

SERVO FEED

➤

OVERRUN CLUTCH

LINE

9p

26a

➤

➤➤

➤

➤➤

➤

➤➤➤

➤

➤➤

➤➤ ➤

➤

➤➤➤

➤➤

PR

➤

➤➤

➤

➤➤➤➤➤

➤➤

➤

➤➤➤

OFF

CONVERTER CLUTCH VALVE

COOLER

RELEASE

APPLY

EX

➤

EX

➤➤

➤

➤➤

➤

CONV FD

➤

REGULATED APPLY

EX

CC SIGNAL

ACTUATOR FEED LIMIT

9

26b

TCC PWM

SOLENOID

VALVE

N.C.

1-2 SIGNAL

2ND

4TH SIGNAL

#10

➤

LOW AND REVERSE

CLUTCH ASSEMBLY

REVERSE INPUT

CLUTCH ASSEMBLY

TORQUE

CONVERTER

ASSEMBLY

#9

➤➤

(237)

➤

(238)

➤

EX

2ND CLUTCH 3-4 CLUTCH

2ND

PRESSURE

CONTROL

SOLENOID

VALVE

2-3 SHIFT

SOLENOID

VALVE

N.O.

ON

EX

1-2 SHIFT

SOLENOID

VALVE

N.O.

OFF

PRND321

D4

REVERSE

D3

D2

LO

EX

LINE

➤

➤➤➤➤➤

➤

MANUAL VALVE

PR

➤

➤➤

➤

➤➤➤➤➤

➤➤➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤ ➤ ➤ ➤ ➤

➤➤➤➤

➤

➤➤➤ ➤ ➤

➤

➤➤

➤

➤➤

➤

➤➤ ➤

➤

➤➤

➤

➤➤

➤

➤➤

11

4TH

EX

➤

➤➤➤

➤

➤➤➤➤

➤➤➤➤➤➤

➤

➤➤

➤

➤➤

➤

➤➤➤➤ ➤

➤

➤➤➤

➤➤➤➤➤

➤➤➤➤

➤

➤➤

➤

➤➤➤

➤

➤➤➤

➤

➤➤➤➤

➤➤

➤

➤➤

➤

➤➤➤

ACCUM VALVE

3-2 CONTROL

3-2

CONTROL

SOLENOID

VALVE

N.C.

OFF

EXEX

3-2 DOWNSHIFT

ISOLATOR VALVE

REG APPLY

Figure 87

90

90A

OVERDRIVE RANGE – 3-2 DOWNSHIFT

3-2 FLARE OR TIE-UP

•3-2 Control Solenoid (394)

–Shorted or damaged

–Contamination

–Damaged seal

With the transmission operating in Third gear , a 3-2 downshift can

occur due to minimum or heavy throttle conditions or increased load on

the engine. A 3- 2 downshift occurs when the powertrain control module

(PCM) receives the appropriate input signals to de-energize (turn OFF)

the 2-3 shift solenoid valve.

1-2 SHIFT 2-3 SHIFT REVERSE FORWARD

SOLENOID SOLENOID 2-4 INPUT OVERRUN FORWARD SPRAG CL. 3-4 LO-ROLLER LO/REV

VALVE VALVE BAND CLUTCH CLUTCH CLUTCH ASSEMBLY CLUTCH CLUTCH CLUTCH

OFF ON APPLIED APPLIED HOLDING

90B

OVERDRIVE RANGE – 3-2 DOWNSHIFT

PASSAGES

1 SUCTION

2 DECREASE

3 LINE

4 CONVERTER FEED

5 RELEASE

6 APPLY

7 COOLER

8 LUBE

9 ACTUATOR FEED LIMIT

10 FILTERED ACTUATOR FEED

11 TORQUE SIGNAL

12 PR

13 D4-3-2

14 LO/REVERSE

15 REVERSE

16 REVERSE INPUT

17 D4

18 FORWARD CLUTCH FEED

19 REAR LUBE

20 ACCUMULATOR

21 ORIFICED ACCUMULATOR

22 1-2 SIGNAL

23 2-3 SIGNAL

24 2ND

25 2ND CLUTCH

26 C. C. SIGNAL

27 3-4 SIGNAL

28 3RD ACCUMULATOR

29 3-4 CLUTCH

30 4TH SIGNAL

31 SERVO FEED

32 4TH

33 3-4 ACCUMULATOR

34 D3

35 OVERRUN

36 OVERRUN CLUTCH FEED

37 OVERRUN CLUTCH

38 D2

39 ORIFICED D2

40 3-2 SIGNAL

41 LO

42 LO/1ST

43 EXHAUST

44 ORIFICED EXHAUST

45 VENT

46 SEAL DRAIN

47 VOID

48 REGULATED APPLY

COMPONENTS ( )

(8) REAR LUBE (ORIFICED CUP PLUG/REAR CASE)

(10) OIL COOLER PIPE CONNECTOR

(11) CASE SERVO ORIFICED PLUG

(38) ACCUMULATOR BLEED PLUG

(39) LINE PRESSURE TAP

(40) 3RD ACCUM. RETAINER AND BALL ASSEMBLY (#7)

(49) SHIFT SOLENOIDS SCREEN

(50) PRESSURE CONTROL SOLENOID SCREEN

(61) CHECKBALLS (#1, 2, 3, 4, 5, 6, 8, 12)

(91) CHECKBALL (#10)

(232) OIL PUMP COVER SCREEN

(237) CHECK VALVE RETAINER AND BALL ASSEMBLY

(238) CONVERTER CLUTCH SIGNAL ORIFICED CUP PLUG

(240) ORIFICED CUP PLUG

Figure 88

OVERDRIVE RANGE – 3-2 DOWNSHIFT

➤

➤➤

➤➤➤

➤

➤ ➤

➤

➤ ➤

➤

➤ ➤

➤➤

➤

PUMP BODY (200)

(Pump Cover Side)

PUMP COVER (215)

(Pump Body Side) PUMP COVER (215)

(Case Side)

CASE (103)

(Pump Cover Side)

CASE (103)

(Control Valve Body Side)

SPACER PLATE (48)

(Case/Control Valve Body) CONTROL VALVE BODY (60)

(Case Side)

12 38

312

34

18

15

16

38

29

16

47 47

29 15 29

9

29

12

38 41 17

24

18

9

30

34

25 24

25 43 37

33

24

25

30 27 22 27

34

13

35

34

36

31 31

33

48

9

26 3

25

11

99

925

28 32

11

26

17 20 20

9

25

20

21 21

24

36 35

39

24

27

24

13

9

10

24 10

14

22

912 42

41 44

42

17

18

34

17

12 14

41

38

41

11

3

25

39

24 10

18

29

16

48

43

9

14

44

26

25

31

20

GASKET (47)

(Case/Spacer Plate)

GASKET (52)

(Spacer Plate/Control Valve Body)

CASE (103)

(2-4 Servo Bore)

1-2 ACCUMULATOR COVER (57)

NOTE:

- INDICATES BOLT HOLES

- NON-FUNCTIONAL HOLES

HAVE BEEN REMOVED FROM

COMPONENT DRAWINGS

TO SIMPLIFY TRACING FLUID

FLOW.

- EXHAUST FLUID NOT SHOWN

21

25

20

28

#7/(40)

44

(11)

25

43

32

3

16

(237)

18

43

3

(240)

37

(237)

43

47

45

43

48

11

29

16

3

16

29 18

2

(240)

8

85

37

1

47

(232)

7

46

45 47

3

8

43

5

4

2

4

48

43

3

6

1

43

2

7

47 46

43 11

3

16

37

5

37 8

29

18

29

1

(232)

2

43

47

16

(237)

37

(237)

4

(238)

2

(240)

PRESSURE RELIEF

VALVE BORE

➤

16

45

8

7

48

37

11 29 16

3

18

3

(39)

8

7

(10)

48 37 316291118

47 45

8

43

5

4

3

2

43

16

11

29

43

46

37 47

48

7

4

2

3

1

3

13V

12a 38b

3a

12b

34b

18b

38d

18c

13b

15d

16a

38c

15a

9m

9n

11c

29e

29d

9o

27b/29

29a

29f/28

15b/16

35a

22b

27d

30a

30b

34f

25a 24h

31c

25b

33c

24g 34e

31b

31a

27a

33a

33b

32a

37a

36a

3c

26b

11b

9c

25f

28a

9e

9p

9b

9d/10

(50)

48b

43a

25d

3b 11a

20c

25g

21a

9f

20e/21

17f 20a

9g

10a

35c/39

35b

35d/36

24f

24d 24c 13a

24a24b

41d

17c

41c

12c

17b/18 18a17d

42a

43c/44 9h 12e

22a 14b

10c/22

42b

14a

12d

17e

34a 41a

41b 38a

24m/25

47

9k/10

(49)

10b/23

20b

24e

17g

20d/21

25e

9a

48a

26a

43b/44

24k/25

34c

34d

29c

29b

29g/28

15c/16

17a/18 14c

44a

38e/39

27c/29

35e/36

➤

7

➤

5

➤

6

➤

16

➤

17

➤

8

➤

9

➤

32

➤

10

➤

12

➤

18

➤

20

➤

21

➤

22

➤

13

➤

14

➤

23

➤

25

➤

29

➤

30

➤

31

➤

26

➤

27

➤

28

➤

24

➤➤

1

➤➤

2

➤➤

2

➤➤

4

➤➤

11

12 38

3

18

38

16

28

29

15

34

29

9

15

29

11

929

40

15 43

35 34

31

31 33 33

22

27

30

34

30

25 24 24

24 31

25 43

48

26

33 37

36 32

25

28

9

26

9

311

25 25 3

910

11 21 20

25

9

10

17 20

35 35/39

24

27 24 24

13

22

14

22

912 42

14

12

24

18

38 41 17

41

12 42

17

34

12 34 41

38

17

44

47

923

20

17

9

48 44

34

29

29 18

24

14

43

10

25

41

38

34

9

947

9

3

25

11

26

47

26

47

25

47

3

10

43

47 11

43

33

31

24

30

37 36

28

11

34

25

24

22

24

35

34

30 27

31 32

47 25

29

9

15

40

28 29 29 16

15

43

15 12

38

3

341 47

17 34 38 41

34

18

12

17

42

43

12

18

47

14

43

14 42

922

23

10

9

17

24

38

13 24

43

42

41

3

33

31 24 24

17 47

13

17 20 20

27

#8

#6 #5

#3

#2 #12

#4

FORWARD

CLUTCH

ACCUMULATOR

BORE

➤

17

47

35

47

43

47

47 48

48

47

47 9

26

47 12 38

3

29

38

16

47 29

15

29

11

18

30 27 27

18

34

47

34

25 24

31

33

43

37 37

48

47

47 47

9

25

311

32

28 32

25

21

20

33

25

9

39

35

35 24 47

24 22

22 10 47

14

12

9

99

44

17 47 42

41

17

14

12

18

34

41

9

36

9

17

12

14

11

9

11

34

16 16

22

13 13

#10

#1

#7

(40)

37

18

11

29

16

3

29

341

38

44

(38)

28

47

43

47

48

36

33

9

33

38

19

26

47

2-4 SERVO BORE

➤

REAR

LUBE

TO

LOW AND

REVERSE

CLUTCH

➤➤

19

FOLDOUT ➤ 91

MANUAL THIRD – THIRD GEAR

(from Overdrive Range – Fourth Gear)

➤

➤➤

➤

➤➤

➤

➤ ➤ ➤ ➤➤➤➤ ➤

➤

➤➤➤ ➤ ➤➤➤➤➤➤

➤➤ ➤➤

➤➤➤ ➤ ➤ ➤ ➤ ➤ ➤

➤➤➤ ➤➤

➤➤➤

➤

➤➤

➤➤➤

➤➤➤ ➤ ➤➤➤

➤

➤➤➤➤

➤➤➤➤➤➤➤➤➤

➤

➤➤➤➤➤➤➤➤

➤➤

➤

➤➤➤➤➤➤➤➤

➤➤➤➤➤➤➤

➤

➤➤ ➤

➤

➤➤➤➤➤➤➤➤➤➤➤➤

➤

➤➤

➤

➤➤

➤

➤ ➤ ➤ ➤➤➤ ➤ ➤ ➤

➤➤➤

➤➤➤ ➤ ➤➤➤➤➤ ➤

➤

➤➤➤

➤➤➤➤➤➤➤➤➤➤➤➤➤➤ ➤

➤ ➤➤➤➤ ➤➤ ➤➤➤➤➤ ➤ ➤➤➤➤➤➤➤

➤➤

➤

➤➤ ➤ ➤ ➤➤➤ ➤ ➤

➤➤

➤

➤ ➤➤➤➤➤➤ ➤➤

➤➤➤➤➤➤ ➤ ➤ ➤ ➤ ➤➤➤➤➤

➤➤

➤➤➤➤➤➤➤ ➤➤➤➤

➤

➤➤ ➤

➤➤➤ ➤ ➤ ➤

➤➤ ➤➤

➤➤

➤➤ ➤➤

INPUT CLUTCH

HOUSING ASSEMBLY

24

REAR LUBE

FILTER

(49)

➤

RELEASE

APPLY

LO/REVERSE

PR

BOOST VALVE PRESS REG

BOTTOM

PAN

(SUMP)

(75)

FILTER

(72) REVERSE INPUT

REV INPUT

DECREASE

LINE

EX

FILTER

(232)

AIR

BLEED

(240)

1

SUCTION

LINE

EX

PRESSURE

RELIEF

VALVE

PUMP

ASSEMBLY

(4)

➤

➤➤

4

TCC

SOLENOID

(66)

N.O.

COOLER

LUBE

COOLER

SUCTION

CONVERTER & LUBE

MAINLINE

SOLENOID SIGNAL

ACCUMULATOR

ACTUATOR FEED LIMIT

TORQUE SIGNAL

FLUID PRESSURES

REVERSE INPUT

FORWARD CLUTCH FEED

#1

ACCUMULATOR

ORF ACC

2ND CLUTCH

3-4 ACCUMULATOR

1-2 ACCUMULATOR

19

3-4 ACCUM

ACCUM

EX

ORIFICED ACCUM

3-4 ACCUMULATOR

3-4 ACCUM

2ND CLUTCH

D3

REVERSE INPUT

D2-N.C.

REV-N.O. D3-N.C.

LO-N.O.

D4-N.O.

LO

TEMP

SENSOR

➤

TFP

SWITCH

ASSEMBLY

D2

D4

D3

EX

FORWARD ABUSE

FWD CL FD

3RD ACCUMULATOR EX

#7

11

3RD ACCUM

➤

4TH

2ND & 4TH

SERVO

REV ABUSE

EX

REVERSE

REVERSE INPUT

#12

D4

22

D4

#4

13

3-4 SIGNAL

3-4 CL

3-4 CLUTCH

#2

12

3-4 CLUTCH

3RD ACCUM

3-4 CL

#8

16

2ND

2ND CL 2ND CL

2ND CL

2ND CLUTCH2ND CLUTCH

TORQUE SIG

FORWARD CLUTCH FEED

FORWARD

CLUTCH

ACCUMULATOR

EX

PR LO

LO

FORWARD CLUTCH FEED

FWD CL FEED

D3

14

3-4 CLUTCH

3RD ACCUMULATOR

3RD ACCUM

EX

AFL

3-2 SIGNAL

2ND

LINE

REGULATED APPLY

8

REG APPLY

1-2 SHIFT VALVE

26

LO

D4

O’ EX

D4-3-2 2ND

25

1-2 SIGNAL

LO/1ST

27

1-2 SIGNAL

EX

ORIFICED EX

EX

LO/1ST D4-3-2

D4

2

➤

➤➤

➤

EX

CONV FD

EX

LINE LINE

LINE

PRESSURE

TAP

(39)

➤

REGULATED APPLY

➤

LUBE

CASE (8)

GASKET (47)

SPACER PLATE (48)

GASKET (52)

VALVE BODY (60)

SUCTION

LINE

3a

3b

3c

➤

➤➤

➤

D3

EX

3-4 SIGNAL

1-2 SIGNAL

4TH SIGNAL

3-4 SHIFT VALVE

1-2 SIGNAL

3-4 CLUTCH

OVERRUN CLUTCH

12a

12b

12c

12d

12e

EX

32

AFL

30

D4

EX

31

ACCUMULATOR

EX

TORQUE SIGNAL

FILTERED AFL

D4

AFLAFL FILTER

(50)

10

43a

43b 44

11b

11c

11a

14b

14a

14c

LO OVERRUN

23

PR

LO/REV

LO/1ST LO/REVERSE

LO/REVERSE

PR PR

EX

22 10c

23 10b

9n

9o

22b

22a

10a

➤

10 9k

9g

9m

44a

43c 44

41a

41b

41c

41d

42b

42a

13a

13b

OIL

COOLER

PIPE

CONNECTOR

(10)

➤

18a

18b

18c

18 17a

18 17b

20b

48b

48a

REGULATED APPLY

30a

30b

32a

37a

9b

9e

10 9d

9c

9a

9f

9h

31a

31b

31c

OVERRUN CLUTCH FEED

3-4 ACCUM

SERVO FEED

6

7

4TH4TH

OVERRUN CL

4TH SIGNAL2ND

EX

3-4 RELAY 4-3 SEQUENCE VALVE

5

EX

SERVO FD

ORF EX

CASE (8)

REV INPUT

EX

(237)

17d

17c

17e

17f

17g

21

20d

20e

21a

20a

20c

1-2 ACCUMULATOR COVER (57)

25g

33c

33a

33b

27d

27c

27b

29

27a

28a

29b

29a

29d

40

29c

29e

29g28

28

29f

24a

24b

24c

24d

24e

24f

24g

24h

25a

25b

25d

25e

25f

25

24m

24k

REVERSE INPUT

#3

17

REVERSE INPUT

15c

15b

16

REVERSE

REVERSE INPUT

16a

15d

15a

REVERSE

34f

34e

34d

34c

34a

34b

#6

OVERRUN CL FD

21

ORIFICED D2

#5

OVERRUN

OVERRUN OVERRUN

OVERRUN

36

35e

35d

39

35b

35c

36a

35a

38d

38e39

38c

38b

38a

EX

TORQUE SIGNAL

2ND CL

➤

➤➤

➤

20

18

2-3 SHUTTLE 2-3 SHIFT VALVE

28

29

EX

D2

OVERRUN

D3

2ND

3-4 SIGNAL

EX

D4-3-2

2-3 SIGNAL

ACTUATOR FEED LIMIT

AFL

SERVO FD

3-4 ACC

FILTERED AFL

AFL

ACTUATOR FEED LIMIT

AFL

D2

2ND

D2

ORIFICED D2

D2

VALVE BODY (60)

3-4 SIGNAL

➤

2ND

D4

PR 3-4 ACCUMULATOR

D4

EX

D4-3-2

LO

D4

2ND CLUTCH

D3

FORWARD CLUTCH FEED ACTUATOR FEED LIMIT

TORQUE SIGNAL

SERVO FEED

➤

OVERRUN CLUTCH

LINE

9p

26a

➤

➤➤

➤

➤➤➤

➤

➤➤

➤➤ ➤

➤

➤➤➤

➤➤

PR

➤

➤➤

➤

➤➤➤➤➤

➤➤

➤

➤➤➤

OFF

CONVERTER CLUTCH VALVE

COOLER

RELEASE

APPLY

EX

➤

EX

➤➤

➤

➤➤

➤

CONV FD

➤

REGULATED APPLY

EX

CC SIGNAL

ACTUATOR FEED LIMIT

9

26b

TCC PWM

SOLENOID

VALVE

N.C.

1-2 SIGNAL

2ND

4TH SIGNAL

#10

➤

LOW AND REVERSE

CLUTCH ASSEMBLY

REVERSE INPUT

CLUTCH ASSEMBLY

TORQUE

CONVERTER

ASSEMBLY

#9

➤➤

(237)

➤

(238)

➤

EX

2ND CLUTCH 3-4 CLUTCH

2ND

PRESSURE

CONTROL

SOLENOID

VALVE

2-3 SHIFT

SOLENOID

VALVE

N.O.

OFF

EX

1-2 SHIFT

SOLENOID

VALVE

N.O.

OFF

PRND321

D4

REVERSE

D3

D2

LO

EX

LINE

➤

➤➤➤

➤➤

➤

MANUAL VALVE

PR

➤

➤➤

➤

➤➤➤➤➤

➤➤➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤ ➤ ➤ ➤ ➤

➤➤➤➤

➤

➤➤➤ ➤ ➤

➤

➤➤

➤

➤➤

➤

11

4TH

EX

➤

➤➤➤➤

➤

➤➤➤➤➤ ➤

➤

➤➤➤

➤

➤➤➤

➤➤➤➤

➤➤

➤

➤➤

➤

➤➤ ➤ ➤

➤

➤➤➤

➤

➤➤➤

➤

➤➤

➤➤➤➤ ➤

➤➤➤ ➤ ➤

➤

➤➤➤

➤➤

➤

➤➤ ➤

➤

➤➤

➤➤ ➤➤

➤➤➤➤ ➤ ➤

➤

➤➤➤

➤➤

➤

➤➤

➤ ➤➤➤

➤➤ ➤ ➤➤

➤➤

➤➤➤

➤➤

➤

➤➤➤➤➤➤

➤

➤➤

➤

➤➤➤

➤

➤➤➤➤

➤➤➤➤➤➤

➤

➤➤

➤

➤➤

➤

➤➤➤➤➤

➤

➤➤➤

➤➤➤➤➤

➤➤➤➤

➤

➤➤

➤

➤➤➤

➤

➤➤➤

➤

EXEX

3-2 DOWNSHIFT

3-2 CONTROL

3-2

CONTROL

SOLENOID

VALVE

N.C.

ON

➤

➤➤➤

➤➤

➤

➤➤

➤

➤➤➤

➤

ACCUM VALVE

ISOLATOR VALVE

REG APPLY

Figure 89

92

MANUAL THIRD – THIRD GEAR

(from Overdrive Range – Fourth Gear)

92A

NO OVERRUN BRAKING-MANUAL 3-2-1

•External Linkage

–Not adjusted properly

•Input Clutch Assembly

–Turbine shaft oil passages plugged or not drilled

–Turbine shaft sealing balls loose or missing

–Overrun piston checkball not sealing

•Valve Body Assembly

–Checkball mispositioned

–4-3 sequence valve stuck

A manual 4-3 downshift can be accomplished by moving the gear

selector lever into the Manual Third position (D) when the transmission

is operating in Overdrive Range - Fourth Gear D .

1-2 SHIFT 2-3 SHIFT REVERSE FORWARD

SOLENOID SOLENOID 2-4 INPUT OVERRUN FORWARD SPRAG CL. 3-4 LO-ROLLER LO/REV

VALVE VALVE BAND CLUTCH CLUTCH CLUTCH ASSEMBLY CLUTCH CLUTCH CLUTCH

OFF OFF APPLIED APPLIED HOLDING APPLIED

MANUAL THIRD – THIRD GEAR

(from Overdrive Range – Fourth Gear)

92B

PASSAGES

1 SUCTION

2 DECREASE

3 LINE

4 CONVERTER FEED

5 RELEASE

6 APPLY

7 COOLER

8 LUBE

9 ACTUATOR FEED LIMIT

10 FILTERED ACTUATOR FEED

11 TORQUE SIGNAL

12 PR

13 D4-3-2

14 LO/REVERSE

15 REVERSE

16 REVERSE INPUT

17 D4

18 FORWARD CLUTCH FEED

19 REAR LUBE

20 ACCUMULATOR

21 ORIFICED ACCUMULATOR

22 1-2 SIGNAL

23 2-3 SIGNAL

24 2ND

25 2ND CLUTCH

26 C. C. SIGNAL

27 3-4 SIGNAL

28 3RD ACCUMULATOR

29 3-4 CLUTCH

30 4TH SIGNAL

31 SERVO FEED

32 4TH

33 3-4 ACCUMULATOR

34 D3

35 OVERRUN

36 OVERRUN CLUTCH FEED

37 OVERRUN CLUTCH

38 D2

39 ORIFICED D2

40 3-2 SIGNAL

41 LO

42 LO/1ST

43 EXHAUST

44 ORIFICED EXHAUST

45 VENT

46 SEAL DRAIN

47 VOID

48 REGULATED APPLY

COMPONENTS ( )

(8) REAR LUBE (ORIFICED CUP PLUG/REAR CASE)

(10) OIL COOLER PIPE CONNECTOR

(11) CASE SERVO ORIFICED PLUG

(38) ACCUMULATOR BLEED PLUG

(39) LINE PRESSURE TAP

(40) 3RD ACCUM. RETAINER AND BALL ASSEMBLY (#7)

(49) SHIFT SOLENOIDS SCREEN

(50) PRESSURE CONTROL SOLENOID SCREEN

(61) CHECKBALLS (#1, 2, 3, 4, 5, 6, 8, 12)

(91) CHECKBALL (#10)

(232) OIL PUMP COVER SCREEN

(237) CHECK VALVE RETAINER AND BALL ASSEMBLY

(238) CONVERTER CLUTCH SIGNAL ORIFICED CUP PLUG

(240) ORIFICED CUP PLUG

Figure 90

MANUAL THIRD – THIRD GEAR (from Overdrive Range – Fourth Gear)

➤

➤➤

➤

➤➤

➤

➤➤

➤➤➤

➤

➤ ➤

➤

➤ ➤

➤

➤ ➤

➤➤

➤

PUMP BODY (200)

(Pump Cover Side)

PUMP COVER (215)

(Pump Body Side) PUMP COVER (215)

(Case Side)

CASE (103)

(Pump Cover Side)

CASE (103)

(Control Valve Body Side)

SPACER PLATE (48)

(Case/Control Valve Body) CONTROL VALVE BODY (60)

(Case Side)

12 38

312

34

18

15

16

38

29

16

47 47

29 15 29

9

29

12

38 41 17

24

18

9

30

34

25 24

25 43 37

33

24

25

30 27 22 27

34

13

35

34

36

31 31

33

48

9

26 3

25

11

99

925

28 32

11

26

17 20 20

9

25

20

21 21

24

36 35

39

24

27

24

13

9

10

24 10

14

22

912 42

41 44

42

17

18

34

17

12 14

41

38

41

11

3

25

39

24 10

18

29

16

48

43

9

14

44

26

25

31

20

GASKET (47)

(Case/Spacer Plate)

GASKET (52)

(Spacer Plate/Control Valve Body)

CASE (103)

(2-4 Servo Bore)

1-2 ACCUMULATOR COVER (57)

NOTE:

- INDICATES BOLT HOLES

- NON-FUNCTIONAL HOLES

HAVE BEEN REMOVED FROM

COMPONENT DRAWINGS

TO SIMPLIFY TRACING FLUID

FLOW.

- EXHAUST FLUID NOT SHOWN

21

25

20

28

#7/(40)

44

(11)

25

43

32

3

16

(237)

18

43

3

(240)

37

(237)

43

47

45

43

48

11

29

16

3

16

29 18

2

(240)

8

85

37

1

47

(232)

7

46

45 47

3

8

43

5

4

2

4

48

43

3

6

1

43

2

7

47 46

43 11

3

16

37

5

37 8

29

18

29

1

(232)

2

43

47

16

(237)

37

(237)

4

(238)

2

(240)

PRESSURE RELIEF

VALVE BORE

➤

16

45

8

7

48

37

11 29 16

3

18

3

(39)

8

7

(10)

48 37 316291118

47 45

8

43

5

4

3

2

43

16

11

29

43

46

37 47

48

7

4

2

3

1

3

13V

12a 38b

3a

12b

34b

18b

38d

18c

13b

15d

16a

38c

15a

9m

9n

11c

29e

29d

9o

27b/29

29a

29f/28

15b/16

35a

22b

27d

30a

30b

34f

25a 24h

31c

25b

33c

24g 34e

31b

31a

27a

33a

33b

32a

37a

36a

3c

26b

11b

9c

25f

28a

9e

9p

9b

9d/10

(50)

48b

43a

25d

3b 11a

20c

25g

21a

9f

20e/21

17f 20a

9g

10a

35c/39

35b

35d/36

24f

24d 24c 13a

24a24b

41d

17c

41c

12c

17b/18 18a17d

42a

43c/44 9h 12e

22a 14b

10c/22

42b

14a

12d

17e

34a 41a

41b 38a

24m/25

47

9k/10

(49)

10b/23

20b

24e

17g

20d/21

25e

9a

48a

26a

43b/44

24k/25

34c

34d

29c

29b

29g/28

15c/16

17a/18 14c

44a

38e/39

27c/29

35e/36

➤

7

➤

5

➤

6

➤

16

➤

17

➤

8

➤

9

➤

32

➤

10

➤

12

➤

18

➤

20

➤

21

➤

22

➤

13

➤

14

➤

23

➤

25

➤

29

➤

30

➤

31

➤

26

➤

27

➤

28

➤

24

➤➤

1

➤➤

2

➤➤

2

➤➤

4

➤➤

11

12 38

3

18

38

16

28

29

15

34

29

9

15

29

11

929

40

15 43

35 34

31

31 33 33

22

27

30

34

30

25 24 24

24 31

25 43

48

26

33 37

36 32

25

28

9

26

9

311

25 25 3

910

11 21 20

25

9

10

17 20

35 35/39

24

27 24 24

13

22

14

22

912 42

14

12

24

18

38 41 17

41

12 42

17

34

12 34 41

38

17

44

47

923

20

17

9

48 44

34

29

29 18

24

14

43

10

25

41

38

34

9

947

9

3

25

11

26

47

26

47

25

47

3

10

43

47 11

43

33

31

24

30

37 36

28

11

34

25

24

22

24

35

34

30 27

31 32

47 25

29

9

15

40

28 29 29 16

15

43

15 12

38

3

341 47

17 34 38 41

34

18

12

17

42

43

12

18

47

14

43

14 42

922

23

10

9

17

24

38

13 24

43

42

41

3

33

31 24 24

17 47

13

17 20 20

27

#8

#6 #5

#3

#2 #12

#4

FORWARD

CLUTCH

ACCUMULATOR

BORE

➤

17

47

35

47

43

47

47 48

48

47

47 9

26

47 12 38

3

29

38

16

47 29

15

29

11

18

30 27 27

18

34

47

34

25 24

31

33

43

37 37

48

47

47 47

9

25

311

32

28 32

25

21

20

33

25

9

39

35

35 24 47

24 22

22 10 47

14

12

9

99

44

17 47 42

41

17

14

12

18

34

41

9

36

9

17

12

14

11

9

11

34

16 16

22

13 13

#10

#1

#7

(40)

37

18

11

29

16

3

29

341

38

44

(38)

28

47

43

47

48

36

33

9

33

38

19

26

47

2-4 SERVO BORE

➤

REAR

LUBE

TO

LOW AND

REVERSE

CLUTCH

➤➤

19

FOLDOUT ➤ 93

MANUAL SECOND – SECOND GEAR

(from Manual Third – Third Gear)

➤

➤➤

➤

➤➤ ➤ ➤ ➤➤➤ ➤ ➤

➤

➤ ➤

➤➤➤

➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤

➤ ➤ ➤ ➤

➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤

➤ ➤

➤

➤➤

➤

➤➤➤➤➤➤➤

➤➤➤➤ ➤

➤

➤➤➤

➤➤

➤

➤➤

➤➤➤➤➤ ➤➤➤➤➤➤➤

➤

➤➤ ➤

➤➤➤➤➤➤➤➤➤➤ ➤➤➤➤➤➤

➤➤➤ ➤

➤

➤➤

➤➤➤ ➤

➤

➤➤➤➤➤➤➤ ➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤ ➤

➤➤➤➤➤

➤➤

➤➤➤

➤➤

➤ ➤➤➤➤

➤➤➤➤➤ ➤ ➤

➤➤➤➤➤➤➤➤ ➤➤➤➤➤➤

➤

➤➤

➤

➤➤➤

➤➤

➤➤➤➤➤➤

➤

➤➤➤

➤

➤➤

➤➤➤➤

➤

➤➤

➤➤➤

➤➤➤➤➤➤➤➤➤➤➤➤ ➤➤➤➤➤➤➤➤➤➤➤ ➤ ➤ ➤ ➤ ➤ ➤

➤➤➤➤➤➤➤➤➤➤ ➤➤➤➤➤➤➤➤

➤➤➤➤➤➤➤➤➤➤ ➤

➤

➤➤

➤

➤➤ ➤➤➤➤ ➤ ➤➤ ➤

➤

➤➤ ➤

➤➤➤ ➤ ➤ ➤

➤➤ ➤➤

➤➤

➤➤ ➤➤

INPUT CLUTCH

HOUSING ASSEMBLY

24

REAR LUBE

FILTER

(49)

➤

RELEASE

APPLY

LO/REVERSE

PR

BOOST VALVE PRESS REG

BOTTOM

PAN

(SUMP)

(75)

FILTER

(72) REVERSE INPUT

REV INPUT

DECREASE

LINE

EX

FILTER

(232)

AIR

BLEED

(240)

1

SUCTION

LINE

EX

PRESSURE

RELIEF

VALVE

PUMP

ASSEMBLY

(4)

➤

➤➤

4

TCC

SOLENOID

(66)

N.O.

COOLER

LUBE

COOLER

SUCTION

CONVERTER & LUBE

MAINLINE

SOLENOID SIGNAL

ACCUMULATOR

ACTUATOR FEED LIMIT

TORQUE SIGNAL

FLUID PRESSURES

REVERSE INPUT

FORWARD CLUTCH FEED

#1

ACCUMULATOR

ORF ACC

2ND CLUTCH

3-4 ACCUMULATOR

1-2 ACCUMULATOR

19

3-4 ACCUM

ACCUM

EX

ORIFICED ACCUM

3-4 ACCUMULATOR

3-4 ACCUM

2ND CLUTCH

D3

REVERSE INPUT

D2-N.C.

REV-N.O. D3-N.C.

LO-N.O.

D4-N.O.

LO

TEMP

SENSOR

➤

TFP

SWITCH

ASSEMBLY

D2

D4

D3

EX

FORWARD ABUSE

FWD CL FD

3RD ACCUMULATOR EX

#7

11

3RD ACCUM

➤

4TH

2ND & 4TH

SERVO

REV ABUSE

EX

REVERSE

REVERSE INPUT

#12

D4

22

D4

#4

13

3-4 SIGNAL

3-4 CL

3-4 CLUTCH

#2

12

3-4 CLUTCH

3RD ACCUM

3-4 CL

#8

16

2ND

2ND CL 2ND CL

2ND CL

2ND CLUTCH2ND CLUTCH

TORQUE SIG

FORWARD CLUTCH FEED

FORWARD

CLUTCH

ACCUMULATOR

EX

PR LO

LO

FORWARD CLUTCH FEED

FWD CL FEED

D3

14

3-4 CLUTCH

3RD ACCUMULATOR

3RD ACCUM

EX

AFL

3-2 SIGNAL

2ND

LINE

REGULATED APPLY

8

REG APPLY

1-2 SHIFT VALVE

26

LO

D4

O’ EX

D4-3-2 2ND

25

1-2 SIGNAL

LO/1ST

27

1-2 SIGNAL

EX

ORIFICED EX

EX

LO/1ST D4-3-2

D4

2

➤

➤➤

➤

EX

CONV FD

EX

LINE LINE

LINE

PRESSURE

TAP

(39)

➤

REGULATED APPLY

➤

LUBE

CASE (8)

GASKET (47)

SPACER PLATE (48)

GASKET (52)

VALVE BODY (60)

SUCTION

LINE

3a

3b

3c

➤

➤➤

➤

D3

EX

3-4 SIGNAL

1-2 SIGNAL

4TH SIGNAL

3-4 SHIFT VALVE

1-2 SIGNAL

3-4 CLUTCH

OVERRUN CLUTCH

12a

12b

12c

12d

12e

EX

32

AFL

30

D4

EX

31

ACCUMULATOR

EX

TORQUE SIGNAL

FILTERED AFL

D4

AFLAFL FILTER

(50)

10

43a

43b 44

11b

11c

11a

14b

14a

14c

LO OVERRUN

23

PR

LO/REV

LO/1ST LO/REVERSE

LO/REVERSE

PR PR

EX

22 10c

23 10b

9n

9o

22b

22a

10a

➤

10 9k

9g

9m

44a

43c 44

41a

41b

41c

41d

42b

42a

13a

13b

OIL

COOLER

PIPE

CONNECTOR

(10)

➤

18a

18b

18c

18 17a

18 17b

20b

48b

48a

REGULATED APPLY

30a

30b

32a

37a

9b

9e

10 9d

9c

9a

9f

9h

31a

31b

31c

OVERRUN CLUTCH FEED

3-4 ACCUM

SERVO FEED

6

7

4TH4TH

OVERRUN CL

4TH SIGNAL2ND

EX

3-4 RELAY 4-3 SEQUENCE VALVE

5

EX

SERVO FD

ORF EX

CASE (8)

REV INPUT

EX

(237)

17d

17c

17e

17f

17g

21

20d

20e

21a

20a

20c

1-2 ACCUMULATOR COVER (57)

25g

33c

33a

33b

27d

27c

27b

29

27a

28a

29b

29a

29d

40

29c

29e

29g28

28

29f

24a

24b

24c

24d

24e

24f

24g

24h

25a

25b

25d

25e

25f

25

24m

24k

REVERSE INPUT

#3

17

REVERSE INPUT

15c

15b

16

REVERSE

REVERSE INPUT

16a

15d

15a

REVERSE

34f

34e

34d

34c

34a

34b

#6

OVERRUN CL FD

21

ORIFICED D2

#5

OVERRUN

OVERRUN OVERRUN

OVERRUN

36

35e

35d

39

35b

35c

36a

35a

38d

38e39

38c

38b

38a

EX

TORQUE SIGNAL

2ND CL

➤

➤➤

➤

20

18

2-3 SHUTTLE 2-3 SHIFT VALVE

28

29

EX

D2

OVERRUN

D3

2ND

3-4 SIGNAL

EX

D4-3-2

2-3 SIGNAL

ACTUATOR FEED LIMIT

AFL

SERVO FD

3-4 ACC

FILTERED AFL

AFL

ACTUATOR FEED LIMIT

AFL

D2

2ND

D2

ORIFICED D2

D2

VALVE BODY (60)

3-4 SIGNAL

➤

2ND

D4

PR 3-4 ACCUMULATOR

D4

EX

D4-3-2

LO

D4

2ND CLUTCH

D3

FORWARD CLUTCH FEED ACTUATOR FEED LIMIT

TORQUE SIGNAL

SERVO FEED

➤

OVERRUN CLUTCH

LINE

9p

26a

➤

➤➤

➤

➤➤

➤

➤➤➤

➤

➤➤

➤➤ ➤

➤

➤➤➤

➤➤

PR

➤

➤➤

➤

➤➤➤➤➤

➤➤

➤

➤➤➤

OFF

CONVERTER CLUTCH VALVE

COOLER

RELEASE

APPLY

EX

➤

EX

➤➤

➤

➤➤

➤

CONV FD

➤

REGULATED APPLY

EX

CC SIGNAL

ACTUATOR FEED LIMIT

9

26b

TCC PWM

SOLENOID

VALVE

N.C.

1-2 SIGNAL

2ND

4TH SIGNAL

#10

➤

LOW AND REVERSE

CLUTCH ASSEMBLY

REVERSE INPUT

CLUTCH ASSEMBLY

TORQUE

CONVERTER

ASSEMBLY

#9

➤➤

(237)

➤

(238)

➤

EX

2ND CLUTCH 3-4 CLUTCH

2ND

PRESSURE

CONTROL

SOLENOID

VALVE

2-3 SHIFT

SOLENOID

VALVE

N.O.

ON

EX

1-2 SHIFT

SOLENOID

VALVE

N.O.

OFF

PRND321

D4

REVERSE

D3

D2

LO

EX

LINE

➤

➤➤➤➤➤

➤

PR

➤

➤➤

➤

➤➤➤➤➤

➤➤➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤ ➤ ➤ ➤ ➤

➤➤➤➤

➤

➤➤➤ ➤ ➤

➤

➤➤

➤

➤➤

➤

➤➤ ➤

➤

➤➤

➤

➤➤

➤

➤➤

11

4TH

EX

➤

➤➤➤

➤

➤➤➤➤

➤➤➤➤➤➤

➤

➤➤

➤

➤➤

➤

➤➤➤➤ ➤

➤

➤➤➤

➤➤➤➤➤

➤➤➤➤

➤

➤➤

➤

➤➤➤

➤

➤➤➤

➤

➤➤➤➤

➤➤

➤

➤➤

➤

➤➤➤

ACCUM VALVE

MANUAL VALVE

➤

➤➤

➤➤➤➤ ➤

➤➤➤ ➤ ➤

➤

➤➤➤

➤➤

➤

➤➤ ➤

➤

➤➤➤

➤

➤➤➤➤

➤➤➤➤➤➤

➤

➤➤➤

➤

➤➤➤

➤➤

➤

➤➤

➤ ➤➤➤

➤➤ ➤ ➤➤

➤➤

➤➤➤

➤➤

➤

➤➤➤➤➤➤

➤

➤➤

➤

3-2 CONTROL

3-2

CONTROL

SOLENOID

VALVE

N.C.

OFF

EXEX

3-2 DOWNSHIFT

ISOLATOR VALVE

REG APPLY

Figure 91

94

MANUAL SECOND – SECOND GEAR

(from Manual Third – Third Gear)

94A

NO OVERRUN BRAKING-MANUAL 3-2-1

•External Linkage

–Not adjusted properly

•Input Clutch Assembly

–Turbine shaft oil passages plugged or not drilled

–Turbine shaft sealing balls loose or missing

–Overrun piston checkball not sealing

•Valve Body Assembly

–Checkball mispositioned

–4-3 sequence valve stuck

A manual 3-2 downshift can be accomplished by moving the gear

selector lever into the Manual Second (2) position when the transmis-

sion is operating in Third gear. This causes the transmission to shift

immediately into Second gear and prevents the transmission from

upshifting to either Third or Fourth gears.

1-2 SHIFT 2-3 SHIFT REVERSE FORWARD

SOLENOID SOLENOID 2-4 INPUT OVERRUN FORWARD SPRAG CL. 3-4 LO-ROLLER LO/REV

VALVE VALVE BAND CLUTCH CLUTCH CLUTCH ASSEMBLY CLUTCH CLUTCH CLUTCH

OFF ON APPLIED APPLIED APPLIED HOLDING

94B

MANUAL SECOND – SECOND GEAR

(from Manual Third – Third Gear)

PASSAGES

1 SUCTION

2 DECREASE

3 LINE

4 CONVERTER FEED

5 RELEASE

6 APPLY

7 COOLER

8 LUBE

9 ACTUATOR FEED LIMIT

10 FILTERED ACTUATOR FEED

11 TORQUE SIGNAL

12 PR

13 D4-3-2

14 LO/REVERSE

15 REVERSE

16 REVERSE INPUT

17 D4

18 FORWARD CLUTCH FEED

19 REAR LUBE

20 ACCUMULATOR

21 ORIFICED ACCUMULATOR

22 1-2 SIGNAL

23 2-3 SIGNAL

24 2ND

25 2ND CLUTCH

26 C. C. SIGNAL

27 3-4 SIGNAL

28 3RD ACCUMULATOR

29 3-4 CLUTCH

30 4TH SIGNAL

31 SERVO FEED

32 4TH

33 3-4 ACCUMULATOR

34 D3

35 OVERRUN

36 OVERRUN CLUTCH FEED

37 OVERRUN CLUTCH

38 D2

39 ORIFICED D2

40 3-2 SIGNAL

41 LO

42 LO/1ST

43 EXHAUST

44 ORIFICED EXHAUST

45 VENT

46 SEAL DRAIN

47 VOID

48 REGULATED APPLY

COMPONENTS ( )

(8) REAR LUBE (ORIFICED CUP PLUG/REAR CASE)

(10) OIL COOLER PIPE CONNECTOR

(11) CASE SERVO ORIFICED PLUG

(38) ACCUMULATOR BLEED PLUG

(39) LINE PRESSURE TAP

(40) 3RD ACCUM. RETAINER AND BALL ASSEMBLY (#7)

(49) SHIFT SOLENOIDS SCREEN

(50) PRESSURE CONTROL SOLENOID SCREEN

(61) CHECKBALLS (#1, 2, 3, 4, 5, 6, 8, 12)

(91) CHECKBALL (#10)

(232) OIL PUMP COVER SCREEN

(237) CHECK VALVE RETAINER AND BALL ASSEMBLY

(238) CONVERTER CLUTCH SIGNAL ORIFICED CUP PLUG

(240) ORIFICED CUP PLUG

Figure 92

MANUAL SECOND – SECOND GEAR (from Manual Third – Third Gear)

➤

➤➤

➤➤➤

➤

➤ ➤

➤

➤ ➤

➤

➤ ➤

➤➤

➤

PUMP BODY (200)

(Pump Cover Side)

PUMP COVER (215)

(Pump Body Side) PUMP COVER (215)

(Case Side)

CASE (103)

(Pump Cover Side)

CASE (103)

(Control Valve Body Side)

SPACER PLATE (48)

(Case/Control Valve Body) CONTROL VALVE BODY (60)

(Case Side)

12 38

312

34

18

15

16

38

29

16

47 47

29 15 29

9

29

12

38 41 17

24

18

9

30

34

25 24

25 43 37

33

24

25

30 27 22 27

34

13

35

34

36

31 31

33

48

9

26 3

25

11

99

925

28 32

11

26

17 20 20

9

25

20

21 21

24

36 35

39

24

27

24

13

9

10

24 10

14

22

912 42

41 44

42

17

18

34

17

12 14

41

38

41

11

3

25

39

24 10

18

29

16

48

43

9

14

44

26

25

31

20

GASKET (47)

(Case/Spacer Plate)

GASKET (52)

(Spacer Plate/Control Valve Body)

CASE (103)

(2-4 Servo Bore)

1-2 ACCUMULATOR COVER (57)

NOTE:

- INDICATES BOLT HOLES

- NON-FUNCTIONAL HOLES

HAVE BEEN REMOVED FROM

COMPONENT DRAWINGS

TO SIMPLIFY TRACING FLUID

FLOW.

- EXHAUST FLUID NOT SHOWN

21

25

20

28

#7/(40)

44

(11)

25

43

32

3

16

(237)

18

43

3

(240)

37

(237)

43

47

45

43

48

11

29

16

3

16

29 18

2

(240)

8

85

37

1

47

(232)

7

46

45 47

3

8

43

5

4

2

4

48

43

3

6

1

43

2

7

47 46

43 11

3

16

37

5

37 8

29

18

29

1

(232)

2

43

47

16

(237)

37

(237)

4

(238)

2

(240)

PRESSURE RELIEF

VALVE BORE

➤

16

45

8

7

48

37

11 29 16

3

18

3

(39)

8

7

(10)

48 37 316291118

47 45

8

43

5

4

3

2

43

16

11

29

43

46

37 47

48

7

4

2

3

1

3

13V

12a 38b

3a

12b

34b

18b

38d

18c

13b

15d

16a

38c

15a

9m

9n

11c

29e

29d

9o

27b/29

29a

29f/28

15b/16

35a

22b

27d

30a

30b

34f

25a 24h

31c

25b

33c

24g 34e

31b

31a

27a

33a

33b

32a

37a

36a

3c

26b

11b

9c

25f

28a

9e

9p

9b

9d/10

(50)

48b

43a

25d

3b 11a

20c

25g

21a

9f

20e/21

17f 20a

9g

10a

35c/39

35b

35d/36

24f

24d 24c 13a

24a24b

41d

17c

41c

12c

17b/18 18a17d

42a

43c/44 9h 12e

22a 14b

10c/22

42b

14a

12d

17e

34a 41a

41b 38a

24m/25

47

9k/10

(49)

10b/23

20b

24e

17g

20d/21

25e

9a

48a

26a

43b/44

24k/25

34c

34d

29c

29b

29g/28

15c/16

17a/18 14c

44a

38e/39

27c/29

35e/36

➤

7

➤

5

➤

6

➤

16

➤

17

➤

8

➤

9

➤

32

➤

10

➤

12

➤

18

➤

20

➤

21

➤

22

➤

13

➤

14

➤

23

➤

25

➤

29

➤

30

➤

31

➤

26

➤

27

➤

28

➤

24

➤➤

1

➤➤

2

➤➤

2

➤➤

4

➤➤

11

12 38

3

18

38

16

28

29

15

34

29

9

15

29

11

929

40

15 43

35 34

31

31 33 33

22

27

30

34

30

25 24 24

24 31

25 43

48

26

33 37

36 32

25

28

9

26

9

311

25 25 3

910

11 21 20

25

9

10

17 20

35 35/39

24

27 24 24

13

22

14

22

912 42

14

12

24

18

38 41 17

41

12 42

17

34

12 34 41

38

17

44

47

923

20

17

9

48 44

34

29

29 18

24

14

43

10

25

41

38

34

9

947

9

3

25

11

26

47

26

47

25

47

3

10

43

47 11

43

33

31

24

30

37 36

28

11

34

25

24

22

24

35

34

30 27

31 32

47 25

29

9

15

40

28 29 29 16

15

43

15 12

38

3

341 47

17 34 38 41

34

18

12

17

42

43

12

18

47

14

43

14 42

922

23

10

9

17

24

38

13 24

43

42

41

3

33

31 24 24

17 47

13

17 20 20

27

#8

#6 #5

#3

#2 #12

#4

FORWARD

CLUTCH

ACCUMULATOR

BORE

➤

17

47

35

47

43

47

47 48

48

47

47 9

26

47 12 38

3

29

38

16

47 29

15

29

11

18

30 27 27

18

34

47

34

25 24

31

33

43

37 37

48

47

47 47

9

25

311

32

28 32

25

21

20

33

25

9

39

35

35 24 47

24 22

22 10 47

14

12

9

99

44

17 47 42

41

17

14

12

18

34

41

9

36

9

17

12

14

11

9

11

34

16 16

22

13 13

#10

#1

#7

(40)

37

18

11

29

16

3

29

341

38

44

(38)

28

47

43

47

48

36

33

9

33

38

19

26

47

2-4 SERVO BORE

➤

REAR

LUBE

TO

LOW AND

REVERSE

CLUTCH

➤➤

19

FOLDOUT ➤ 95

MANUAL FIRST – FIRST GEAR

(from Manual Second – Second Gear)

➤

➤➤

➤

➤➤➤➤➤

➤➤➤

➤➤➤ ➤ ➤➤➤

➤

➤➤➤➤

➤➤➤➤➤➤➤➤➤

➤

➤➤➤➤➤➤➤➤

➤➤

➤

➤➤

➤➤➤➤➤➤➤➤

➤➤➤

➤➤

➤

➤➤➤➤➤➤➤➤➤➤➤

➤➤➤➤➤ ➤

➤➤➤

➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤ ➤

➤➤➤➤ ➤ ➤ ➤➤➤➤➤➤➤➤➤

➤➤➤

➤➤ ➤➤

➤➤

➤

➤➤➤

➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤

➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤

➤➤➤➤➤

➤➤➤➤➤➤➤➤➤➤➤➤➤

➤➤

➤

➤➤➤

➤➤➤➤➤➤➤➤➤➤➤

➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤

➤➤➤➤

➤

➤➤

➤➤➤

➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤

➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤

➤➤➤➤

➤

➤➤➤

➤➤➤➤

➤➤➤➤➤➤

➤

➤➤➤

➤

➤➤➤➤➤➤➤➤➤➤➤

➤

➤➤➤➤

➤

➤➤➤

➤

➤ ➤➤➤➤➤

➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤➤

➤

➤➤➤➤➤

➤

➤➤

➤

➤➤ ➤

➤➤➤ ➤ ➤ ➤

➤➤ ➤➤

➤➤

➤➤ ➤➤

INPUT CLUTCH

HOUSING ASSEMBLY

24

REAR LUBE

FILTER

(49)

➤

RELEASE

APPLY

LO/REVERSE

PR

BOOST VALVE PRESS REG

BOTTOM

PAN

(SUMP)

(75)

FILTER

(72) REVERSE INPUT

REV INPUT

DECREASE

LINE

EX

FILTER

(232)

AIR

BLEED

(240)

1

SUCTION

LINE

EX

PRESSURE

RELIEF

VALVE

PUMP

ASSEMBLY

(4)

➤

➤➤

4

TCC

SOLENOID

(66)

N.O.

COOLER

LUBE

COOLER

SUCTION

CONVERTER & LUBE

MAINLINE

SOLENOID SIGNAL

ACCUMULATOR

ACTUATOR FEED LIMIT

TORQUE SIGNAL

FLUID PRESSURES

REVERSE INPUT

FORWARD CLUTCH FEED

#1

ACCUMULATOR

ORF ACC

2ND CLUTCH

3-4 ACCUMULATOR

1-2 ACCUMULATOR

19

3-4 ACCUM

ACCUM

EX

ORIFICED ACCUM

3-4 ACCUMULATOR

3-4 ACCUM

2ND CLUTCH

D3

REVERSE INPUT

D2-N.C.

REV-N.O. D3-N.C.

LO-N.O.

D4-N.O.

LO

TEMP

SENSOR

➤

TFP

SWITCH

ASSEMBLY

D2

D4

D3

EX

FORWARD ABUSE

FWD CL FD

3RD ACCUMULATOR EX

#7

11

3RD ACCUM

4TH

EX

➤

4TH

2ND & 4TH

SERVO

REV ABUSE

EX

REVERSE

REVERSE INPUT

#12

D4

22

D4

#4

13

3-4 SIGNAL

3-4 CL

3-4 CLUTCH

#2

12

3-4 CLUTCH

3RD ACCUM

3-4 CL

#8

16

2ND

2ND CL 2ND CL

2ND CL

2ND CLUTCH2ND CLUTCH

TORQUE SIG

FORWARD CLUTCH FEED

FORWARD

CLUTCH

ACCUMULATOR

EX

PR LO

LO

FORWARD CLUTCH FEED

FWD CL FEED

D3

14

3-4 CLUTCH

3RD ACCUMULATOR

3RD ACCUM

EX

AFL

3-2 SIGNAL

2ND

LINE

REGULATED APPLY

8

REG APPLY

1-2 SHIFT VALVE

26

LO

D4

O’ EX

D4-3-2 2ND

25

1-2 SIGNAL

LO/1ST

27

1-2 SIGNAL

EX

ORIFICED EX

EX

LO/1ST D4-3-2

D4

2

➤

➤➤

➤

EX

CONV FD

EX

LINE LINE

LINE

PRESSURE

TAP

(39)

➤

REGULATED APPLY

➤

LUBE

CASE (8)

GASKET (47)

SPACER PLATE (48)

GASKET (52)

VALVE BODY (60)

SUCTION

LINE

3a

3b

3c

➤

➤➤

➤

D3

EX

3-4 SIGNAL

1-2 SIGNAL

4TH SIGNAL

3-4 SHIFT VALVE

1-2 SIGNAL

3-4 CLUTCH

OVERRUN CLUTCH

12a

12b

12c

12d

12e

EX

32

AFL

30

D4

EX

31

ACCUMULATOR

EX

TORQUE SIGNAL

FILTERED AFL

D4

AFLAFL FILTER

(50)

10

43a

43b 44

11b

11c

11a

14b

14a

14c

LO OVERRUN

23

PR

LO/REV

LO/1ST LO/REVERSE

LO/REVERSE

PR PR

EX

22 10c

23 10b

9n

9o

22b

22a

10a

➤

10 9k

9g

9m

44a

43c 44

41a

41b

41c

41d

42b

42a

13a

13b

OIL

COOLER

PIPE

CONNECTOR

(10)

➤

18a

18b

18c

18 17a

18 17b

20b

48b

48a

REGULATED APPLY

30a

30b

32a

37a

9b

9e

10 9d

9c

9a

9f

9h

31a

31b

31c

OVERRUN CLUTCH FEED

3-4 ACCUM

SERVO FEED

6

7

4TH4TH

OVERRUN CL

4TH SIGNAL2ND

EX

3-4 RELAY 4-3 SEQUENCE VALVE

5

EX

SERVO FD

ORF EX

CASE (8)

REV INPUT

EX

(237)

17d

17c

17e

17f

17g

21

20d

20e

21a

20a

20c

1-2 ACCUMULATOR COVER (57)

25g

33c

33a

33b

27d

27c

27b

29

27a

28a

29b

29a

29d

40

29c

29e

29g28

28

29f

24a

24b

24c

24d

24e

24f

24g

24h

25a

25b

25d

25e

25f

25

24m

24k

REVERSE INPUT

#3

17

REVERSE INPUT

15c

15b

16

REVERSE

REVERSE INPUT

16a

15d

15a

REVERSE

34f

34e

34d

34c

34a

34b

#6

OVERRUN CL FD

21

ORIFICED D2

#5

OVERRUN

OVERRUN OVERRUN

OVERRUN

36

35e

35d

39

35b

35c

36a

35a

38d

38e39

38c

38b

38a

EX

TORQUE SIGNAL

2ND CL

➤

➤➤

➤

20

18

2-3 SHUTTLE 2-3 SHIFT VALVE

28

29

EX

D2

OVERRUN

D3

2ND

3-4 SIGNAL

EX

D4-3-2

2-3 SIGNAL

ACTUATOR FEED LIMIT

AFL

SERVO FD

3-4 ACC

FILTERED AFL

AFL

ACTUATOR FEED LIMIT

AFL

D2

2ND

D2

ORIFICED D2

D2

VALVE BODY (60)

3-4 SIGNAL

➤

2ND

D4

PR 3-4 ACCUMULATOR

D4

EX

D4-3-2

LO

D4

2ND CLUTCH

D3

FORWARD CLUTCH FEED ACTUATOR FEED LIMIT

TORQUE SIGNAL

SERVO FEED

➤

OVERRUN CLUTCH

LINE

9p

26a

➤

➤➤

➤

➤➤➤

➤

➤➤➤

➤

➤➤

➤

➤➤➤

➤

➤➤

➤➤ ➤

➤

➤➤➤

➤➤

PR

➤

➤➤

➤

➤➤➤➤➤

➤➤

➤

➤➤➤

OFF

CONVERTER CLUTCH VALVE

COOLER

RELEASE

APPLY

EX

➤

EX

➤➤

➤

➤➤

➤

CONV FD

➤

REGULATED APPLY

3-2 CONTROL

EX

CC SIGNAL

ACTUATOR FEED LIMIT

9

26b

TCC PWM

SOLENOID

VALVE

N.C.

1-2 SIGNAL

2ND

4TH SIGNAL

3-2

CONTROL

SOLENOID

VALVE

N.C.

OFF

#10

➤

LOW AND REVERSE

CLUTCH ASSEMBLY

REVERSE INPUT

CLUTCH ASSEMBLY

TORQUE

CONVERTER

ASSEMBLY

#9

➤➤

(237)

➤

(238)

➤

EX

2ND CLUTCH 3-4 CLUTCH

2ND

PRESSURE

CONTROL

SOLENOID

VALVE

2-3 SHIFT

SOLENOID

VALVE

N.O.

ON

EX

1-2 SHIFT

SOLENOID

VALVE

N.O.

ON

ACCUM VALVE

PRND321

D4

REVERSE

D3

D2

LO

EX

LINE

➤

➤➤➤➤➤

➤

PR

➤

➤➤

➤

➤➤➤➤➤

➤➤➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤ ➤ ➤ ➤ ➤

➤➤➤➤

➤

➤➤➤ ➤ ➤

➤

➤➤

➤

➤➤

➤

➤➤ ➤ ➤

➤➤

➤

➤➤

➤

➤➤➤

MANUAL VALVE

➤

➤➤

➤➤➤➤ ➤

➤➤➤ ➤ ➤

➤

➤➤➤

➤➤

➤

➤➤ ➤

➤

➤➤➤

➤

➤➤➤➤

➤➤➤➤➤➤

➤

➤➤➤

➤

➤➤➤

➤➤

➤

➤➤

➤ ➤➤➤

➤➤ ➤ ➤➤

➤➤

➤➤➤

➤➤

➤

➤➤➤➤➤➤

➤

➤➤

➤

➤➤

➤

➤➤➤➤

➤➤

➤

➤➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤

➤➤

➤➤➤➤➤

➤

EXEX

3-2 DOWNSHIFT

ISOLATOR VALVE

REG APPLY

Figure 93

96

MANUAL FIRST – FIRST GEAR

(from Manual Second – Second Gear)

96A

NO OVERRUN BRAKING-MANUAL 3-2-1

•External Linkage

–Not adjusted properly

•Input Clutch Assembly

–Turbine shaft oil passages plugged or not drilled

–Turbine shaft sealing balls loose or missing

–Overrun piston checkball not sealing

•Valve Body Assembly

–Checkball mispositioned

–4-3 sequence valve stuck

A manual 2-1 downshift can be accomplished by moving the gear

selector lever into the Manual First (1) position when the transmission

is operating in Second gear. If vehicle speed is below approximately 56

km/h (35 mph) the transmission will shift into First gear . Above this

speed, the transmission will shift into a Manual First - Second Gear

condition until vehicle speed slows sufficiently.

1-2 SHIFT 2-3 SHIFT REVERSE FORWARD

SOLENOID SOLENOID 2-4 INPUT OVERRUN FORWARD SPRAG CL. 3-4 LO-ROLLER LO/REV

VALVE VALVE BAND CLUTCH CLUTCH CLUTCH ASSEMBLY CLUTCH CLUTCH CLUTCH

ON ON APPLIED APPLIED HOLDING HOLDING APPLIED

MANUAL FIRST – FIRST GEAR

(from Manual Second – Second Gear)

96B

PASSAGES

1 SUCTION

2 DECREASE

3 LINE

4 CONVERTER FEED

5 RELEASE

6 APPLY

7 COOLER

8 LUBE

9 ACTUATOR FEED LIMIT

10 FILTERED ACTUATOR FEED

11 TORQUE SIGNAL

12 PR

13 D4-3-2

14 LO/REVERSE

15 REVERSE

16 REVERSE INPUT

17 D4

18 FORWARD CLUTCH FEED

19 REAR LUBE

20 ACCUMULATOR

21 ORIFICED ACCUMULATOR

22 1-2 SIGNAL

23 2-3 SIGNAL

24 2ND

25 2ND CLUTCH

26 C. C. SIGNAL

27 3-4 SIGNAL

28 3RD ACCUMULATOR

29 3-4 CLUTCH

30 4TH SIGNAL

31 SERVO FEED

32 4TH

33 3-4 ACCUMULATOR

34 D3

35 OVERRUN

36 OVERRUN CLUTCH FEED

37 OVERRUN CLUTCH

38 D2

39 ORIFICED D2

40 3-2 SIGNAL

41 LO

42 LO/1ST

43 EXHAUST

44 ORIFICED EXHAUST

45 VENT

46 SEAL DRAIN

47 VOID

48 REGULATED APPLY

COMPONENTS ( )

(8) REAR LUBE (ORIFICED CUP PLUG/REAR CASE)

(10) OIL COOLER PIPE CONNECTOR

(11) CASE SERVO ORIFICED PLUG

(38) ACCUMULATOR BLEED PLUG

(39) LINE PRESSURE TAP

(40) 3RD ACCUM. RETAINER AND BALL ASSEMBLY (#7)

(49) SHIFT SOLENOIDS SCREEN

(50) PRESSURE CONTROL SOLENOID SCREEN

(61) CHECKBALLS (#1, 2, 3, 4, 5, 6, 8, 12)

(91) CHECKBALL (#10)

(232) OIL PUMP COVER SCREEN

(237) CHECK VALVE RETAINER AND BALL ASSEMBLY

(238) CONVERTER CLUTCH SIGNAL ORIFICED CUP PLUG

(240) ORIFICED CUP PLUG

Figure 94

MANUAL FIRST – FIRST GEAR (from Manual Second – Second Gear)

➤

➤➤

➤➤➤

➤

➤ ➤

➤

➤ ➤

➤

➤ ➤

➤➤

➤

PUMP BODY (200)

(Pump Cover Side)

PUMP COVER (215)

(Pump Body Side) PUMP COVER (215)

(Case Side)

CASE (103)

(Pump Cover Side)

CASE (103)

(Control Valve Body Side)

SPACER PLATE (48)

(Case/Control Valve Body) CONTROL VALVE BODY (60)

(Case Side)

12 38

312

34

18

15

16

38

29

16

47 47

29 15 29

9

29

12

38 41 17

24

18

9

30

34

25 24

25 43 37

33

24

25

30 27 22 27

34

13

35

34

36

31 31

33

48

9

26 3

25

11

99

925

28 32

11

26

17 20 20

9

25

20

21 21

24

36 35

39

24

27

24

13

9

10

24 10

14

22

912 42

41 44

42

17

18

34

17

12 14

41

38

41

11

3

25

39

24 10

18

29

16

48

43

9

14

44

26

25

31

20

GASKET (47)

(Case/Spacer Plate)

GASKET (52)

(Spacer Plate/Control Valve Body)

CASE (103)

(2-4 Servo Bore)

1-2 ACCUMULATOR COVER (57)

NOTE:

- INDICATES BOLT HOLES

- NON-FUNCTIONAL HOLES

HAVE BEEN REMOVED FROM

COMPONENT DRAWINGS

TO SIMPLIFY TRACING FLUID

FLOW.

- EXHAUST FLUID NOT SHOWN

21

25

20

28

#7/(40)

44

(11)

25

43

32

3

16

(237)

18

43

3

(240)

37

(237)

43

47

45

43

48

11

29

16

3

16

29 18

2

(240)

8

85

37

1

47

(232)

7

46

45 47

3

8

43

5

4

2

4

48

43

3

6

1

43

2

7

47 46

43 11

3

16

37

5

37 8

29

18

29

1

(232)

2

43

47

16

(237)

37

(237)

4

(238)

2

(240)

PRESSURE RELIEF

VALVE BORE

➤

16

45

8

7

48

37

11 29 16

3

18

3

(39)

8

7

(10)

48 37 316291118

47 45

8

43

5

4

3

2

43

16

11

29

43

46

37 47

48

7

4

2

3

1

3

13V

12a 38b

3a

12b

34b

18b

38d

18c

13b

15d

16a

38c

15a

9m

9n

11c

29e

29d

9o

27b/29

29a

29f/28

15b/16

35a

22b

27d

30a

30b

34f

25a 24h

31c

25b

33c

24g 34e

31b

31a

27a

33a

33b

32a

37a

36a

3c

26b

11b

9c

25f

28a

9e

9p

9b

9d/10

(50)

48b

43a

25d

3b 11a

20c

25g

21a

9f

20e/21

17f 20a

9g

10a

35c/39

35b

35d/36

24f

24d 24c 13a

24a24b

41d

17c

41c

12c

17b/18 18a17d

42a

43c/44 9h 12e

22a 14b

10c/22

42b

14a

12d

17e

34a 41a

41b 38a

24m/25

47

9k/10

(49)

10b/23

20b

24e

17g

20d/21

25e

9a

48a

26a

43b/44

24k/25

34c

34d

29c

29b

29g/28

15c/16

17a/18 14c

44a

38e/39

27c/29

35e/36

➤

7

➤

5

➤

6

➤

16

➤

17

➤

8

➤

9

➤

32

➤

10

➤

12

➤

18

➤

20

➤

21

➤

22

➤

13

➤

14

➤

23

➤

25

➤

29

➤

30

➤

31

➤

26

➤

27

➤

28

➤

24

➤➤

1

➤➤

2

➤➤

2

➤➤

4

➤➤

11

➤➤

19

12 38

3

18

38

16

28

29

15

34

29

9

15

29

11

929

40

15 43

35 34

31

31 33 33

22

27

30

34

30

25 24 24

24 31

25 43

48

26

33 37

36 32

25

28

9

26

9

311

25 25 3

910

11 21 20

25

9

10

17 20

35 35/39

24

27 24 24

13

22

14

22

912 42

14

12

24

18

38 41 17

41

12 42

17

34

12 34 41

38

17

44

47

923

20

17

9

48 44

34

29

29 18

24

14

43

10

25

41

38

34

9

947

9

3

25

11

26

47

26

47

25

47

3

10

43

47 11

43

33

31

24

30

37 36

28

11

34

25

24

22

24

35

34

30 27

31 32

47 25

29

9

15

40

28 29 29 16

15

43

15 12

38

3

341 47

17 34 38 41

34

18

12

17

42

43

12

18

47

14

43

14 42

922

23

10

9

17

24

38

13 24

43

42

41

3

33

31 24 24

17 47

13

17 20 20

27

#8

#6 #5

#3

#2 #12

#4

FORWARD

CLUTCH

ACCUMULATOR

BORE

➤

17

47

35

47

43

47

47 48

48

47

47 9

26

47 12 38

3

29

38

16

47 29

15

29

11

18

30 27 27

18

34

47

34

25 24

31

33

43

37 37

48

47

47 47

9

25

311

32

28 32

25

21

20

33

25

9

39

35

35 24 47

24 22

22 10 47

14

12

9

99

44

17 47 42

41

17

14

12

18

34

41

9

36

9

17

12

14

11

9

11

34

16 16

22

13 13

#10

#1

#7

(40)

37

18

11

29

16

3

29

341

38

44

(38)

28

47

43

47

48

36

33

9

33

38

19

26

47

2-4 SERVO BORE

➤

REAR

LUBE

TO

LOW AND

REVERSE

CLUTCH

FOLDOUT ➤ 97

LUBRICATION POINTS

LUBE

FROM COOLER

D4

FLUID

ORIFICED

CUP

PLUG

REAR

LUBE

FLUID

COOLER AND LUBRICATION CIRCUITS

To maintain proper transmission fluid temperature,

the fluid is routed to the transmission fluid cooler

located in the vehicle radiator. After the fluid is

cooled it is routed back to the transmission and

into the lubrication fluid circuit. Lube fluid is

routed through the oil pump assembly, into the

turbine shaft and down the center axis of the

transmission. This fluid is routed into the various

clutch packs and onto the planetary gear sets to

cool and lubricate the various components.

The rear of the transmission is lubricated by D4

fluid feeding the rear lube fluid circuit through an

orifice cup plug (#24). Rear lube fluid is routed

into the transmission case extension housing (31)

to cool and lubricate the bushings and components

in the housing.

Figure 95

98

99

7 CASE BUSHING

33 CASE EXTENSION BUSHING

234 STATOR SHAFT BUSHING (FRONT)

241 STATOR SHAFT BUSHING (REAR)

242 OIL PUMP BODY BUSHING

601 THRUST WASHER (PUMP TO DRUM)

603 REVERSE INPUT CLUTCH BUSHING (FRONT)

606 REVERSE INPUT CLUTCH BUSHING (REAR)

615 STATOR SHAFT/ SELECTIVE WASHER BEARING

ASSEMBLY

616 THRUST WASHER (SELECTIVE)

637 INPUT SUN GEAR BEARING ASSEMBLY

WH13165-4L60-E

Bushing and Bearing Locations

Figure 96

234 242 603 241 657 659 665 672 667 7

606 33

601 615 616 637 663 669 674 683 692

657 INPUT SUN GEAR BUSHING (FRONT)

659 INPUT SUN GEAR BUSHING (REAR)

663 THRUST BEARING ASSEMBLY (INPUT CARRIER TO

REACTION SHAFT)

665 REACTION CARRIER SHAFT BUSHING (FRONT)

667 REACTION CARRIER SHAFT BUSHING (REAR)

669 THRUST WASHER (REACTION SHAFT/SHELL)

672 REACTION GEAR BUSHING

674 THRUST WASHER (RACE/REACTION SHELL)

683 THRUST BEARING ASSEMBLY (REACTION CARRIER/

SUPPORT)

692 REACTION GEAR SUPPORT TO CASE BEARING

100

608A REVERSE INPUT CLUTCH SEAL (INNER)

608B REVERSE INPUT CLUTCH SEAL (OUTER)

618 O-RING SEAL (TURBINE SHAFT/ SELECTIVE WASHER)

619 OIL SEAL RING (SOLID)

622 INPUT TO FORWARD HOUSING O-RING SEAL

623 3RD AND 4TH CLUTCH PISTON

630 FORWARD CLUTCH PISTON

632 OVERRUN CLUTCH PISTON

636 INPUT HOUSING TO OUTPUT SHAFT SEAL

691 OUTPUT SHAFT SEAL (MODEL DEPENDENT)

696A LOW AND REVERSE CLUTCH SEAL (OUTER)

696B LOW AND REVERSE CLUTCH SEAL (CENTER)

696C LOW AND REVERSE CLUTCH SEAL (INNER)

3 PUMP TO CASE BOLT O-RING

5 OIL SEAL (PUMP TO CASE)

18 OIL SEAL RING (2ND APPLY PISTON - OUTER)

19 OIL SEAL RING (2ND APPLY PISTON - INNER)

21 O-RING SEAL

26 OIL SEAL RING (4TH APPLY PISTON - OUTER)

27 O-RING SEAL (2-4 SERVO COVER)

30 CASE EXTENSION TO CASE SEAL

34 CASE EXTENSION OIL SEAL ASSEMBLY

37 O-RING SEAL (ITSS TO CASE EXTENSION)

106 CASE OIL SEAL ASSEMBLY (Y CAR ONLY)

230 OIL SEAL RING (STATOR SHAFT)

243 OIL SEAL ASSEMBLY

608A

608B

622 630

632

696A 696B

696C

618

243

5

619 230

623

636 691

106

34

3

30

18

19

21

27

26

37

WH338497-4L60-E

Seal Locations

Figure 97

101

ILLUSTRATED PARTS LIST

102

23

4

56

71

72

29 28 27

26

25 24 23 22 21 20

103

12

11

13

14

15

16

105

17

18

19

SOME

MODELS

9

10

7

SOME MODELS

96 95

SOME MODELS

102 103 100 106

73

75

76

101

34

33

32

31

37

30

99

34

36

35

75

73

74

76

107

94

102

1

98

97

YH586909-4L60-E

Case and Associated Parts (1 of 2)

Figure 98

103

1 TORQUE CONVERTER ASSEMBLY

(MODEL DEPENDENT)

2 PUMP TO CASE BOLT

3 PUMP TO CASE BOLT O-RING

4 OIL PUMP ASSEMBLY

5 OIL SEAL (PUMP TO CASE)

6 PUMP COVER TO CASE GASKET

7 CASE BUSHING

9 TRANSMISSION VENT ASSEMBLY

10 OIL COOLER PIPE CONNECTOR (MODEL DEPENDENT)

11 CASE SERVO PLUG

12 SERVO RETURN SPRING

13 2ND APPLY PISTON PIN

14 RETAINER RING (2ND APPLY PISTON)

15 SERVO CUSHION SPRING RETAINER

16 SERVO CUSHION SPRING (OUTER)

17 2ND APPLY PISTON

18 OIL SEAL RING (2ND APPLY PISTON - OUTER)

19 OIL SEAL RING (2ND APPLY PISTON - INNER)

20 SERVO PISTON HOUSING (INNER)

21 O-RING SEAL

22 SERVO APPLY PIN SPRING

23 SERVO APPLY PIN WASHER

24 RETAINER RING (APPLY PIN)

25 4TH APPLY PISTON

26 OIL SEAL RING (4TH APPLY PISTON - OUTER)

27 O-RING SEAL (2-4 SERVO COVER)

28 2-4 SERVO COVER

29 SERVO COVER RETAINING RING

30 CASE EXTENSION TO CASE SEAL

31 CASE EXTENSION (MODEL DEPENDENT)

32 CASE EXTENSION TO CASE BOLT

33 CASE EXTENSION BUSHING

34 CASE EXTENSION OIL SEAL ASSEMBLY

(MODEL DEPENDENT)

35 SPEED SENSOR RETAINING BOLT

36 INTERNAL TRANSMISSION SPEED SENSOR

37 O-RING SEAL (ITSS TO CASE EXTENSION)

71 FILTER SEAL

72 TRANSMISSION OIL FILTER ASSEMBLY

(MODEL DEPENDENT)

73 TRANSMISSION OIL PAN GASKET

74 CHIP COLLECTOR MAGNET

75 TRANSMISSION OIL PAN (MODEL DEPENDENT)

76 TRANSMISSION OIL PAN SCREW

94 CONVERTER HOUSING TO CASE BOLT

95 OIL COOLER QUICK CONNECTOR

(MODEL DEPENDENT)

96 OIL COOLER QUICK CONNECT CLIP

(MODEL DEPENDENT)

97 CONVERTER HOUSING ACCESS HOLE PLUG

(MODEL DEPENDENT)

98 CONVERTER BOLT INSPECTION PLATE

(MODEL DEPENDENT)

99 CUP D4 ORIFICE PLUG

100 A/TRANS. CASE STUD (Y-CAR ONLY)

101 A/TRANS. OIL PAN PLUG ASSEMBLY (Y-CAR ONLY)

102 CONVERTER HOUSING (MODEL DEPENDENT)

103 MAIN CASE SECTION (MODEL DEPENDENT)

105 SERVO CUSHION SPRING (INNER)

(MODEL DEPENDENT)

106 CASE OIL SEAL ASSEMBLY (Y-CAR ONLY)

107 PLUG ASSEMBLY A/TRANS. OIL PAN HEX HEAD

(C/K TRUCK ONLY)

Case and Associated Parts (1 of 2) Legend

104

66

65

67

68

38

39

42

41

40

103

L

D3

R

D2

43 44

45

46

47

49

48

54

104

52

50

55

56

57

63

64

61

60

62

59

58

53

77

69

70

91

93

38 TRANSMISSION CASE PLUG (ACCUMULATOR BLEED)

39 PRESSURE PLUG

40 3RD ACCUMULATOR RETAINER AND BALL

ASSEMBLY (#7)

41 BAND ANCHOR PIN

42 RETAINER AND BALL ASSEMBLY (DOUBLE ORIFICE)

(#10)

43 ACCUMULATOR PISTON PIN

44 3-4 ACCUMULATOR PISTON

45 OIL SEAL RING (3-4 ACCUMULATOR PISTON)

46 3-4 ACCUMULATOR SPRING (MODEL DEPENDENT)

47 SPACER PLATE TO CASE GASKET

48 VALVE BODY SPACER PLATE

49 SHIFT SOLENOIDS SCREEN

50 PRESSURE CONTROL SOLENOID SCREEN

52 SPACER PLATE TO VALVE BODY GASKET

53 SPACER PLATE SUPPORT PLATE

54 1-2 ACCUMULATOR SPRING (OUTER)

55 OIL SEAL RING (1-2 ACCUMULATOR)

56 1-2 ACCUMULATOR PISTON

57 1-2 ACCUMULATOR COVER AND PIN ASSEMBLY

58 ACCUMULATOR COVER BOLT

59 ACCUMULATOR COVER BOLT

60 CONTROL VALVE BODY ASSEMBLY

61 CHECKBALL (#2, 3, 4, 5, 6, 8, 12)

62 VALVE BODY BOLT

63 MANUAL DETENT SPRING ASSEMBLY

64 MANUAL DETENT SPRING BOLT

65 WIRING HARNESS PASS-THRU CONNECTOR O-RING

SEAL

66 WIRING HARNESS SOLENOID ASSEMBLY

67 O-RING SEAL (SOLENOID)

68 HEX WASHER HEAD BOLT (SOLENOID)

69 TRANSMISSON FLUID PRESSURE MANUAL VALVE

POSITION SWITCH ASSEMBLY

70 PRESSURE SWITCH ASSEMBLY BOLT

77 SPACER PLATE SUPPORT BOLT

91 NUMBER 1 CHECKBALL

93 DIPSTICK STOP BRACKET (MODEL DEPENDENT)

103 MAIN CASE SECTION (MODEL DEPENDENT)

104 1-2 ACCUMULATOR SPRING (INNER)

YH283778-4L60-E

Case and Associated Parts (2 of 2)

Figure 99

105

200 PUMP BODY

201 OIL SEAL RING (SLIDE TO WEAR PLATE)

202 O-RING SEAL (SLIDE SEAL BACK-UP)

203 PUMP SLIDE

204 PIVOT PIN SPRING

205 PIVOT SLIDE PIN

206 PUMP SLIDE SPRING (OUTER)

207 PUMP SLIDE SPRING (INNER)

208 PUMP SLIDE SEAL SUPPORT

209 PUMP SLIDE SEAL

210 PUMP VANE RING

211 ROTOR GUIDE

212 OIL PUMP ROTOR

213 PUMP VANE

214 STATOR SHAFT

215 PUMP COVER

216 PRESSURE REGULATOR VALVE

217 PRESSURE REGULATOR VALVE SPRING

218 PRESSURE REGULATOR ISOLATOR SPRING

219 REVERSE BOOST VALVE

220 REVERSE BOOST VALVE SLEEVE

221 OIL PUMP REVERSE BOOST VALVE RETAINING RING

222 OIL PUMP CONVERTER CLUTCH VALVE RETAINING

RING

223 STOP VALVE

224 CONVERTER CLUTCH VALVE

225 CONVERTER CLUTCH VALVE SPRING (INNER)

226 CONVERTER CLUTCH VALVE SPRING (OUTER)

227 PRESSURE RELIEF BOLT RIVET

228 PRESSURE RELIEF BALL

229 PRESSURE RELIEF SPRING

230 OIL SEAL RING (STATOR SHAFT)

231 OIL PUMP COVER SCREEN SEAL

232 OIL PUMP COVER SCREEN

233 COVER TO BODY BOLT

234 STATOR SHAFT BUSHING (FRONT)

235 OIL PUMP COVER PLUG (FWD CLUTCH FEED)

236 OIL PUMP COVER PLUG

237 CHECK VALVE RETAINER AND BALL ASSEMBLY

238 CONVERTER CLUTCH SIGNAL ORIFICE (CUP PLUG)

240 CUP ORIFICE PLUG

241 STATOR SHAFT BUSHING (REAR)

242 PUMP BODY BUSHING

243 OIL SEAL ASSEMBLY

244 FRONT HELIX RETAINER

215

236 240

232

231

228

229

227 241

230

233 236

236

238

237

236

237

235

234

210

212

213

211

210

203

208

209

202

201

200

242

243

244

226

225

224

223

222

216

217

218

219

220

221

205

204

206 207

214

XH405105-4L60-E

Oil Pump Assembly

Figure 100

106

350

353

354

355

356 357

358

360

359

361

362

363

364

367A

366

365

368

369

367B

395

360

372

371

370

374

375

376

395

378

364

377

366 1-2 SHIFT VALVE

367A 1-2 SHIFT SOLENOID VALVE

367B 2-3 SHIFT SOLENOID VALVE

368 2-3 SHIFT VALVE

369 2-3 SHUTTLE VALVE

370 1-2 ACCUMULATOR VALVE SPRING

371 1-2 ACCUMULATOR VALVE

372 1-2 ACCUMULATOR VALVE SLEEVE

374 ACTUATOR FEED LIMIT VALVE

375 ACTUATOR FEED LIMIT VALVE SPRING

376 BORE PLUG

377 PRESSURE CONTROL SOLENOID VALVE

378 PRESSURE CONTROL SOLENOID RETAINER

395 BORE PLUG AND SOLENOID RETAINER

350 CONTROL VALVE BODY

353 FORWARD ACCUMULATOR OIL SEAL

354 FORWARD ACCUMULATOR PISTON

355 FORWARD ACCUMULATOR PIN

356 FORWARD ACCUMULATOR SPRING

357 FORWARD ABUSE VALVE

358 FORWARD ABUSE VALVE SPRING

359 BORE PLUG

360 COILED SPRING PIN

361 LOW OVERRUN VALVE

362 LOW OVERRUN VALVE SPRING

363 FORWARD ACCUMULATOR COVER

364 FORWARD ACCUMULATOR COVER BOLT

365 1-2 SHIFT VALVE SPRING

XH405111-4L60-E

Control Valve Body Assembly (1 of 2)

Figure 101

107

380

381 382

383

395

384

381

395

381

395

385

386

381

395 387

388

360

359

390

389 391

392

394

395

340

350

395

396

397

SOME

MODELS

398

380

381

395

397

398

340 MANUAL VALVE

350 CONTROL VALVE BODY

359 BORE PLUG

360 COILED SPRING PIN

380 REGULATOR APPLY VALVE (MODEL DEPENDENT)

381 BORE PLUG

382 4-3 SEQUENCE VALVE SPRING

383 4-3 SEQUENCE VALVE

384 3-4 RELAY VALVE

385 3-4 SHIFT VALVE

386 3-4 SHIFT VALVE SPRING

387 REVERSE ABUSE VALVE

388 REVERSE ABUSE VALVE SPRING

389 3-2 DOWNSHIFT VALVE

390 3-2 DOWNSHIFT VALVE SPRING

391 3-2 CONTROL VALVE

392 3-2 CONTROL VALVE SPRING

394 3-2 CONTROL SOLENOID VALVE

395 BORE PLUG AND SOLENOID RETAINER

396 TCC PWM SOLENOID VALVE

397 REGULATOR APPLY SPRING (MODEL DEPENDENT)

398 ISOLATOR VALVE (MODEL DEPENDENT)

XH405114-4L60-E

Control Valve Body Assembly (2 of 2)

Figure 102

108

602 601 603 605 606 608B 608A 607 609 610 611 612A 612B 613 614 615 616

645A 645B 636 638 639 642

637 643 643 644 646 648 649A 649B

653651650 654A 654B 655 656

619

688 620

632 634 635

633

630

628627

626

625623622

600

621

698

618617

653 654A 654B 655652

640

657 659

SOME MODELS

YH213098-4L60-E

Internal Components (1 of 2)

Figure 103

109

600 3-4 CLUTCH BOOST SPRING ASSEMBLY (5)

601 THRUST WASHER (PUMP TO DRUM)

602 2-4 BAND ASSEMBLY

603 REVERSE INPUT CLUTCH BUSHING (FRONT)

605 REVERSE INPUT CLUTCH HOUSING AND DRUM

ASSEMBLY

606 REVERSE INPUT CLUTCH BUSHING (REAR)

607 REVERSE INPUT CLUTCH PISTON ASSEMBLY

608A REVERSE INPUT CLUTCH SEAL (INNER)

608B REVERSE INPUT CLUTCH SEAL (OUTER)

609 REVERSE INPUT CLUTCH SPRING ASSEMBLY

610 REVERSE INPUT CLUTCH SPRING RETAINER RING

611 REVERSE INPUT CLUTCH PLATE (BELLEVILLE)

612A REVERSE INPUT CLUTCH TURBULATOR PLATE

(STEEL)

612B REVERSE INPUT CLUTCH PLATE ASSEMBLY (FIBER)

613 REVERSE INPUT CLUTCH BACKING PLATE

(SELECTIVE)

614 REVERSE INPUT CLUTCH RETAINING RING

615 STATOR SHAFT/ SELECTIVE WASHER BEARING

ASSEMBLY

616 THRUST WASHER (SELECTIVE)

617 CHECK VALVE RETAINER AND BALL ASSEMBLY

618 O-RING SEAL (TURBINE SHAFT/ SELECTIVE WASHER)

(MODEL DEPENDENT)

619 OIL SEAL RING (SOLID)

620 RETAINER AND CHECKBALL ASSEMBLY

621 INPUT HOUSING AND SHAFT ASSEMBLY

(MODEL DEPENDENT)

622 O-RING SEAL INPUT TO FORWARD CLUTCH HOUSING

623 3RD AND 4TH CLUTCH PISTON

625 3RD AND 4TH CLUTCH RING (APPLY)

626 3RD AND 4TH CLUTCH SPRING ASSEMBLY

627 FORWARD CLUTCH HOUSING RETAINER AND BALL

ASSEMBLY

628 FORWARD CLUTCH HOUSING

630 FORWARD CLUTCH PISTON

632 OVERRUN CLUTCH PISTON

633 OVERRUN CLUTCH BALL

634 OVERRUN CLUTCH SPRING ASSEMBLY

635 OVERRUN CLUTCH SPRING RETAINER SNAP RING

636 INPUT HOUSING TO OUTPUT SHAFT SEAL

637 INPUT SUN GEAR BEARING ASSEMBLY

638 OVERRUN CLUTCH HUB RETAINING SNAP RING

639 OVERRUN CLUTCH HUB

640 FORWARD SPRAG CLUTCH INNER RACE AND INPUT

SUN GEAR ASSEMBLY

642 FORWARD SPRAG ASSEMBLY

643 SPRAG ASSEMBLY RETAINER RING

644 FORWARD CLUTCH RACE (OUTER)

645A OVERRUN CLUTCH PLATE (STEEL)

645B OVERRUN CLUTCH PLATE ASSEMBLY (FIBER)

646 FORWARD CLUTCH PLATE (APPLY)

648 FORWARD CLUTCH PLATE (WAVED)

649A FORWARD CLUTCH PLATE (STEEL)

649B FORWARD CLUTCH PLATE ASSEMBLY (FIBER)

650 FORWARD CLUTCH BACKING PLATE (SELECTIVE)

651 FORWARD CLUTCH BACKING PLATE RETAINER RING

652 3RD AND 4TH CLUTCH PLATE (STEEL)

(2.2L ENGINE ONLY)

653 3RD AND 4TH CLUTCH APPLY PLATE (STEPPED)

654A 3RD AND 4TH CLUTCH PLATE ASSEMBLY (FIBER)

(QUANTITY MODEL DEPENDENT)

654B 3RD AND 4TH CLUTCH PLATE (STEEL)

(QUANTITY MODEL DEPENDENT)

655 3RD AND 4TH CLUTCH BACKING PLATE (SELECTIVE)

(MODEL DEPENDENT)

656 3RD AND 4TH CLUTCH BACKING PLATE RETAINER

RING

657 INPUT SUN GEAR FRONT BUSHING

659 INPUT SUN GEAR REAR BUSHING

688 CUP PLUG

698 ORIFICED CUP PLUG

Internal Components (1 of 2) Legend

110

661 662 663 664 665 666 667

668 669 670 671 672 673 674 675 676 677 678 679 677 681 697

690 691 692 693 694 695 696A 696B 696C

SOME

MODELS

SOME

MODELS

682C 682B 682A 683 684682D 685 686 687 699

681A 681E 681D

681C

681D

681B

680

662B

662F

662E

662D

662D 662A

662C662C

YH213103-4L60-E

Internal Components (2 of 2)

Figure 104

661 OUTPUT SHAFT TO INPUT CARRIER RETAINER

662 INPUT CARRIER ASSEMBLY

662A INPUT CARRIER PINION GEAR PIN

662B INPUT CARRIER PINION GEAR

662C INPUT CARRIER PINION WASHER

662D INPUT CARRIER PINION WASHER

662E INPUT CARRIER SPACER

662F INPUT CARRIER PINION/GEAR BEARING ROLLER

663 THRUST BEARING ASSEMBLY (INPUT CARRIER TO

REACTION SHAFT)

664 INPUT INTERNAL GEAR

665 REACTION CARRIER SHAFT FRONT BUSHING

666 REACTION CARRIER SHAFT

667 REACTION CARRIER SHAFT REAR BUSHING

668 REACTION SHAFT/INTERNAL GEAR RETAINER RING

669 THRUST WASHER (REACTION SHAFT SHELL)

670 REACTION SUN SHELL

671 REACTION SUN GEAR RETAINER RING

672 REACTION SUN BUSHING

673 REACTION SUN GEAR

674 THRUST WASHER (RACE/REACTION SHELL)

675 LOW AND REVERSE ROLLER CLUTCH RACE

676 LOW AND REVERSE SUPPORT TO CASE RETAINER

RING

677 LOW AND REVERSE ROLLER ASSEMBLY RETAINER

RING (CAM)

678 LOW AND REVERSE ROLLER CLUTCH ASSEMBLY

679 LOW AND REVERSE CLUTCH SUPPORT ASSEMBLY

680 LOW AND REVERSE CLUTCH SUPPORT RETAINER

SPRING

681 REACTION CARRIER ASSEMBLY

681A REACTION CARRIER PINION GEAR PIN

681B REACTION CARRIER PINION GEAR

681C REACTION CARRIER PINION BAT WINGED WASHER

681D REACTION CARRIER PINION WASHER

681E REACTION CARRIER PINION/GEAR NEEDLE ROLLER

682A LOW AND REVERSE CLUTCH PLATE (WAVED)

682B SPACER LOW AND REVERSE CLUTCH PLATE

(SELECTIVE)

682C LOW AND REVERSE CLUTCH PLATE ASSEMBLY

(FIBER)

682D LOW AND REVERSE CLUTCH TURBULATOR PLATE

(STEEL)

683 THRUST BEARING ASSEMBLY (REACTION CARRIER/

SUPPORT)

684 INTERNAL REACTION GEAR

685 INTERNAL REACTION GEAR SUPPORT

686 REACTION GEAR/SUPPORT RETAINER RING

687 OUTPUT SHAFT

690 OUTPUT SHAFT SLEEVE (MODEL DEPENDENT)

691 OUTPUT SHAFT SEAL (MODEL DEPENDENT)

692 REACTION GEAR SUPPORT TO CASE BEARING

693 LOW AND REVERSE CLUTCH RETAINER RING

694 LOW AND REVERSE CLUTCH SPRING ASSEMBLY

695 LOW AND REVERSE CLUTCH PISTON

696A LOW AND REVERSE CLUTCH SEAL (OUTER)

696B LOW AND REVERSE CLUTCH SEAL (CENTER)

696C LOW AND REVERSE CLUTCH SEAL (INNER)

697 OIL DEFLECTOR (HIGH OUTPUT MODELS ONLY)

699 INTERNAL TRANSMISSION SPEED SENSOR ROTOR

111

87 86 85 90 88

89

83

82

84

81

80

79

78

78 STEEL CUP PLUG

79 PARKING BRAKE PAWL SHAFT

80 PARKING PAWL RETURN SPRING

81 PARKING BRAKE PAWL

82 MANUAL SHAFT SEAL

83 MANUAL SHAFT RETAINER

84 MANUAL SHAFT (MODEL DEPENDENT)

85 PARKING LOCK ACTUATOR ASSEMBLY

86 PARKING LOCK BRACKET

87 PARKING LOCK BRACKET BOLT (2)

88 INSIDE DETENT LEVER

89 MANUAL VALVE LINK

90 HEX HEAD NUT

WH65111-4L60-E

Parking Pawl and Actuator Assembly

Figure 105

112

BASIC SPECIFICATIONS

Vehicles used in:

DIVISION MODEL

C/K Truck Chevrolet/GMC Pickup/Suburban

F Chevrolet/Pontiac Camaro/Firebird

G Van Chevrolet/GMC Express/Savana

M/L Van Chevrolet/GMC Astro/Safari

S/T Truck Chevrolet/GMC S10/Sonoma

Y Chevrolet Corvette

Transmission Drive

Rear Wheel Drive

4-Wheel Drive

All Wheel Dri ve

T r ansmission T ype

4L60-E = 4: Four Speed

L: Longitudinal Mount

60: Product Series

E: Electronically Controlled

Automatic Overdrive with a Torque Converter Clutch Assembly.

Current Engine Range

2.5 L to 5.7 L Gasoline

6.2 L Diesel

Control Systems

Shift Pattern –(2) Two-way on/off solenoids

Shift Quality –Pressure Control Solenoid

3-2 Control Solenoid

Torque Converter Clutch –Pulse Width Modulated

solenoid control

Gear Ratios

1st 3.059

2nd 1.625

3rd 1.000

4th 0.696

Rev 2.294

Maximum Engine Torque

475 N•m (350 lb ft)

Maximum Gearbox Torque

910 N•m (670 lb ft)

Maximum Shift Speed

1-2 6,000 RPM

2-3 6,000 RPM

3-4 6,000 RPM

Maximum Gross Vehicle Weight

3,900 kg (8,600 lb)

Transmission Fluid Type

Dexron® III

Transmission Fluid Capacities (Approximate)

245 mm Converter (Dry): 7.9 L (8.4 qt)

258 mm Converter (Dry): 8.8 L (9.3 qt)

298 mm Converter (Dry): 10.6 L (11.2 qt)

300 mm Converter (Dry): 10.6 L (11.2 qt)

T r ansmission W eight

245 mm Converter (Dry): 65.4 kg (144.30 lb)

(Wet): 72.4 kg (159.55 lb)

258 mm Converter (Dry): 79.9 kg (176.60 lb)

(Wet): 89.2 kg (197.70 lb)

298 mm Converter (Dry): 70.5 kg (155.70 lb)

(Wet): 80.5 kg (176.16 lb)

300 mm Converter (Dry): 70.5 kg (155.70 lb)

(Wet): 80.5 kg (176.16 lb)

Converter Sizes Available

245, 258, 298 and 300 mm Converter (Reference)

Converter Bolt Circle Diameters

For 245 and 258 mm Converter – 247.65 mm (Reference)

For 298 mm Converter – 273.05 mm (Reference)

For 300 mm Converter – 275.05 mm (Reference)

Converter Stall Torque Ratio Range

For 245 mm Converter – 1.63 to 2.70

For 258 mm Converter – 1.65 to 2.07

For 298 mm Converter – 1.84 to 2.34

For 300 mm Converter – 1.84 to 2.34

Converter “K” Factor Range

For 245 mm Converter – 122 to 240

For 258 mm Converter – 110 to 179

For 298 mm Converter – 100 to 140

For 300 mm Converter – 100 to 140

Not all “K” Factors are applicable across the range of Con ver ter Stall Torque Ratios.

Transmission Packaging Information*

Engine Mounting Face to Rear of Case

593.50 mm (Reference - Less Extension)

Overall Length

Current Minimum: 756.20 mm (Reference)

Current Maximum: 778.30 mm (Reference)

Case Extension Lengths

Determined by Customer Requirements

Current Minimum: 162.70 mm (Reference)

Current Maximum: 184.80 mm (Reference)

Current Converter Housings Available

245 mm and 258 mm (Small Bell Style)

298 mm and 300 mm (Large Bell Style)

Two-Piece Case with Separate Extension

Converter Housing

Main Case

*All dimensions shown are nominal.

Seven Position Quadrant

(P, R, N, D , D, 2, 1) / (P, R, N, D , 3, 2, 1)

Pressure Taps Available

Line Pressure

Information may vary with application. All information, illustrations and specifications

contained in this book are based on the latest product information available at the time of

publication. The right is reserved to mak e changes at any time without notice.

HYDRA-MATIC 4L60-E TRANSMISSION

RPO M30

HYDRA-MATIC 4L60-E

(FOUR-SPEED)

Produced at: Romulus, Michigan

Toledo, Ohio

U.S.A.

Mexico

113

HYDRA-MATIC 4L60-E

HYDRA-MATIC PRODUCT DESIGNATION SYSTEM

The product designation system used for all Hydra-matic

transaxles and transmissions consists of a series of numbers

and letters that correspond with the special features incorporated

in that product line. The first character is a number that

designates the number of forward gear ranges available in that

unit. For example: 4 = four forward gear ranges.

The second character is a letter that designates how the unit is

mounted in the vehicle. When the letter “T” is used, it

designates that the unit is transversely mounted and is used

primarily for front wheel drive vehicles. The letter “L”

designates that it is longitudinally mounted in the vehicle and

it is used primarily for rear wheel drive vehicles. The letter

“M” designates that the unit is a manual transaxle or

transmission but not specific to a front or rear wheel drive

vehicle application.

The third and fourth characters consists of a set of numbers,

(i.e. “60”), that designate the transaxle or transmission “Series”

number . This number signifies the relative torque capacity of

the unit.

The fifth character designates the major features incorporated

into this unit. For example , the letter “E” designates that the

unit has electronic controls.

By using this method of classification, the HYDRA-MATIC

4L60-E is a 4-speed, longitudinally mounted, 60 series unit,

with electronic controls.

HYDRA-MATIC 4 L 60 E

Number of Type: Series: Major Features:

Speeds: T - Transverse Based on E - Electronic Controls

3 L - Longitudinal Relative A - All Wheel Drive

4 M - Manual Torque HD - Heavy Duty

5 Capacity

V (CVT)

114

GLOSSARY OF TECHNICAL TERMS

Accumulator: A component of the transmission that

absorbs hydraulic pressure during the apply of clutch

or band. Accumulators are designed to control the

quality of a shift from one gear range to another.

Adaptive Learning: Programming within the PCM

that automatically adjusts hydraulic pressures in order

to compensate for changes in the transmission (i.e.

component wear).

Applied: An apply component that is holding another

component to which it is splined or assembled with.

Also referred to as “engaged”.

A pply Components:

Hydraulically operated clutc hes,

serv os, bands, and mechanical one-w ay roller or sprag

clutches that drive or hold members of a planetary

gear set.

Apply Plate: A steel clutch plate in a clutch pack

located next to the (apply) piston.

Backing Plate: A steel plate in a clutch pack that is

usually the last plate in that clutch assembly (farthest

from the clutch piston).

Ball Check Valve: A spherical hydraulically controlled

component (usually made of steel) that either seals or

opens fluid circuits. It is also referred to as a check

valve or checkball.

Band: An apply component that consists of a flexible

strip of steel and friction material that wraps around a

drum. When applied, it tightens around the drum and

prevents the drum from rotating.

Brake Switch: An electrical device that provides

signals to the Po wertrain Control Module (PCM) based

on the position of the brake pedal. The PCM uses this

information to apply or release the torque converter

clutch (TCC).

Centrifugal Force: A force that is imparted on an

object (due to rotation) that increases as that object

moves further away from a center/point of rotation.

Clutch Pack:

An assembly of components generally

consisting of clutch plates, an apply plate and a

backing plate.

Clutch Plate: A hydraulically activated component

that has two basic designs: (1) all steel, or (2) a steel

core with friction material bonded to one or two sides

of the plate.

Component: Any physical part of the transmission.

Control Valve Body: A machined metal casting that

contains valve trains and other hydraulically controlled

components that shift the transmission.

Coupling Speed: The speed at which a vehicle is

traveling and no longer requires torque multiplication

through the torque converter. At this point the stator

free wheels to allow fluid leaving the turbine to flow

directly to the pump. (See torque converter)

De-energize(d): To interrupt the electrical current that

flows to an electronically controlled device making it

electrically inoperable.

Direct Drive: A condition in a gear set where the

input speed and input torque equals the output speed

and torque. The g ear ratio through the gear set is 1:1.

Downshift: A change in a gear ratio where input

speed and torque increases.

Duty Cycle: In reference to an electronically controlled

solenoid, it is the amount of time (expressed as a

percentage) that current flo ws through the solenoid coil.

Energize(d): To supply a current to an electronically

controlled device enabling it to perform its designed

function.

Engine Compression Braking: A condition where

compression from the engine is used with the

transmission to decrease vehicle speed. Braking

(slowing of the vehicle) occurs w hen a lo wer g ear ratio

is manually selected by moving the gear selector lever.

Exhaust: The release of f luid pressure from a hydraulic

circuit. (The words exhausts and exhausting are also

used and have the same intended meaning.)

Fail-Safe Mode: A condition whereby a component

(i.e. engine or transmission) will partially function e ven

if its electrical system is disabled.

Fluid: Generally considered a liquid or gas. In this

publication fluid refers primarily to “transmission fluid”.

Fluid Pressure:

A pressure (in this textbook usually

transmission fluid) that is consistent throughout its circuit.

Force: A measurable ef fort that is ex erted on an object

(component).

Freewheeling: A condition where po wer is lost through

a dri ving or holding de vice (i.e. roller or sprag clutches).

Friction Material: A heat and wear resistant fibrous

material bonded to clutch plates and bands.

115

GLOSSARY OF TECHNICAL TERMS

Gear: A round, toothed device that is used for

transmitting torque through other components.

Gear Range: A specific speed to torque ratio at

which the transmission is operating (i.e. 1st gear,

2nd gear etc.).

Gear Ratio: Re volutions of an input gear as compared

to the revolutions of an output gear. It can also be

e xpressed as the number of teeth on a gear as compared

to the number of teeth on a gear that it is in mesh with.

Hydraulic Circuit: A fluid passage which often

includes the mechanical components in that circuit

designed to perform a specific function.

Input: A starting point f or torque, re volutions or ener gy

into another component of the transmission.

Internal Gear: The outermost member of a gear set

that has gear teeth in constant mesh with planetary

pinion gears of the gear set.

Internal Leak: Loss of fluid pressure in a hydraulic

circuit.

Land (Valve Land): The larger diameters of a spool

valve that contact the valve bore or bushing.

Line Pressure: The main fluid pressure in a hydraulic

system created by the pump and pressure regulator

valve.

Manual Valve: A spool valve that distributes fluid to

various hydraulic circuits and is mechanically linked

to the gear selector lever.

Orifice: A restricting device (usually a hole in the

spacer plate) for controlling pressure build up into

another circuit.

Overdrive: An operating condition in the gear set

allowing output speed to be higher than input speed

and output torque to be lower than input torque.

Overrunning: The function of a one-way mechanical

clutch that allows the clutc h to free wheel during certain

operating conditions of the transmission.

Pinion Gear: A small toothed gear that meshes with a

larger gear.

Planet Pinion Gears: Pinion gears (housed in a carrier)

that are in constant mesh with a circumferential internal

gear and centralized sun gear.

Planetary Gear Set: An assembly of gears that consists

of an internal gear, planet pinion gears with a carrier,

and a sun gear.

Powertrain Control Module (PCM): An electronic

device that manages most of the electrical systems

throughout the vehicle.

Pressure: A measurable force that is exerted on an

area and expressed as kilopascals (kPa) or pounds per

square inch (psi).

Pulse W idth Modulated (PWM): An electr onic signal

that continuously cycles the ON and OFF time of a

device (such as a solenoid) while varying the amount

of ON time.

Race (Inner or Outer): A highly polished steel surface

that contacts bearings or sprag or roller elements.

Reduction (Gear Reduction):

An operating condition

in the gear set allowing output speed to be lower

than input speed and output torque to be higher than

input torque.

Residual Fluid Pressure: Excess pressure contained

within an area after the supply pressure has been

terminated.

Roller Clutch: A mechanical clutch (holding device)

consisting of roller bearings assembled between inner

and outer races.

Servo: A spring loaded device consisting of a piston

in a bore that is operated (stroked) by hydraulic pressure

to apply or release a band.

Solenoid Valve: An electronic device used to control

transmission shift patterns or regula te fluid pressure.

Spool Valve: A cylindrical hydraulic control device

having a variety of land and valley diameters, used to

control fluid flow.

Sprag Clutch: A mechanical clutch (holding device)

consisting of figure eight like elements assembled

between inner and outer races.

Throttle Position: The travel of the throttle plate that

is expressed in percenta ges and measured by the throttle

position (TP) sensor.

Torque: A measurable twisting force expressed in

terms of Newton- meters (N•m), pounds feet (lbs ft) or

pounds inches (lbs in).

Torque Converter: A component of an automatic

transmission, (attached to the engine flywheel) that

transfers torque from the engine to the transmission

through a fluid coupling.

Variable Capacity Pump: The device that provides

fluid for operating the hydraulic circuits in the

transmission. The amount of fluid supplied varies

depending on vehicle operating conditions.

116

ABBREVIATIONS

AC - Alternating Current

A/C - Air Conditioning

ACC or ACCUM - Accumulator

AFL - Actuator Feed Limit

ALDL - Assembly Line Diagnostic Link

AMP - Amperage

ASM - Assembly

AT - Automatic Transmission

°C - Degrees Celsius

CC - Converter Clutch

CL - Clutch

CONT - Control

CONV - Converter

DC - Direct Current

D.C. - Duty Cycle

DLC - Diagnostic Link Connector

DRAC - Digital Ratio Adaptor Converter

DTC - Diagnostic Trouble Code

D2 - Drive 2 (circuit)

D3 - Drive 3 (circuit)

D4 - Drive 4 (circuit)

D432 - Drive 432 (circuit)

ECM - Electronic Control Module

ECT - Engine Coolant Temperature

EX - Exhaust

°F - Degrees Fahrenheit

FD - Feed

FWD - Forward

Hz - Hertz

ISS - Input Speed Sensor

KM/H - Kilometers per Hour

kPa - KiloPascals

MAP - Manifold Absolute Pressure

MPH - Miles per Hour

N - Neutral

NC - Normally Closed

N.m - Newton Meters

NO - Normally Open

ORF - Orificed

ORUN - Overrun

OSS - Output Speed Sensor

P - Park

PCM - Powertrain Control Module

PC - Pressure Control (solenoid)

PR - Park Reverse (circuit)

PRESS REG - Pressure Regulator

PSI - Pounds per Square Inch

PWM - Pulse Width Modulated

R - Reverse

REV - Reverse

RPM - Revolutions per Minute

SEL - Selective

SIG - Signal

SOL - Solenoid

SS - Shift Solenoid

TCC - Torque Converter Clutch

TFP - Transmission Fluid Pressure

TFT - Transmission Fluid Temperature

TP - Throttle Position (sensor)

TRANS - Transmission or Transaxle

V - Volts

VSS - Vehic le Speed Sensor

2WD - 2 Wheel Drive

4WD - 4 Wheel Drive

117

A

Abbreviations ........................................................................... 116

Accumulators......................................................................... 32-33

forward clutch accumulator............................................. 32

1-2 accumulator............................................................... 32

3-4 accumulator............................................................... 33

2-4 servo used as accumulator ........................................ 33

Accumulator Valve..................................................................... 30

Actuator Feed Limit Valve ......................................................... 30

Apply Components ................................................................ 15-23

forward clutch ................................................................. 19

forward sprag clutch........................................................ 21

low and reverse clutch..................................................... 23

low and reverse roller clutch ........................................... 22

overrun clutch ................................................................. 18

reverse input clutch ......................................................... 17

servo assembly and 2-4 band .......................................... 16

3-4 clutch......................................................................... 20

B

Ball Check Valves Location and Function ............................ 34-35

Band Assembly (2-4).................................................................. 16

Basic Specifications.................................................................. 112

Boost Valve ................................................................................ 29

Bushing and Bearing Locations.................................................. 99

C

Case and Associated Parts ................................................. 102-104

Clutch (3-4) ................................................................................ 20

Color Legend ....................................................................... 10A-B

Complete Hydraulic Circuits ................................................. 73-98

park............................................................................. 74-75

reverse ........................................................................ 76-77

neutral......................................................................... 78-79

overdrive range – first gear ........................................ 80-81

overdrive range – second gear.................................... 82-83

overdrive range – third gear ....................................... 84-85

overdrive range – fourth gear (TCC applied)............. 86-87

overdrive range – 4-3 downshift ................................ 88-89

overdrive range – 3-2 downshift ................................ 90-91

manual third – third gear ............................................ 92-93

manual second – second gear ..................................... 94-95

manual first – first gear .............................................. 96-97

lubrication points............................................................. 98

Contents, Table of ........................................................................ 2

Control Valve Body Assembly..........................................106-107

Cross Sectional Views ............................................................ 8-8A

D

Downshift Control Solenoid (3-2)........................................ 30, 41

E

Electrical Components........................................................... 36-44

component locations ....................................................... 36

fail safe mode .................................................................. 36

automatic transmission fluid pressure manual valve

position switch............................................................. 37

INDEX

vehicle speed sensor ........................................................ 38

transmission fluid temperature sensor............................. 38

torque converter clutch solenoid valve ........................... 39

shift solenoid valves ........................................................ 40

3-2 downshift control solenoid valve .............................. 41

pressure control solenoid valve ....................................... 42

TCC PWM solenoid valve .............................................. 43

components external to the transmission ........................ 44

Explanation of Gear Ranges ......................................................... 9

F

Fail Safe Mode ........................................................................... 36

First Gear (overdrive) .................................................54-55, 80-81

Forward Clutch ........................................................................... 19

Forward Sprag Clutch................................................................. 21

G

General Description...................................................................... 9

Glossary Of Technical Terms............................................ 114-115

H

How To Use This Book ............................................................. 4-5

Hydra-matic Product Designation System ............................... 113

Hydraulic Control Components............................................. 26-35

location of major components ......................................... 26

oil pump assembly .......................................................... 27

pressure regulation .......................................................... 28

valves located in the oil pump assembly......................... 29

valves located in the control valve body .................... 30-31

accumulators .............................................................. 32-33

ball check valves location and function ..................... 34-35

I

Illustrated Parts List...........................................................101-111

case and associated parts ........................................ 102-104

oil pump assembly ........................................................ 105

control valve body assembly .................................. 106-107

internal components ............................................... 108-110

parking pawl and actuator assembly ............................. 111

Introduction .................................................................................. 3

L

Low and Reverse Clutch ............................................................ 23

Low and Reverse Roller Clutch ................................................. 22

Lubrication Points ...................................................................... 98

M

Major Mechanical Components ................................................. 10

Manual First – First Gear ...........................................70-71, 96-97

Manual Second – Second Gear...................................68-69, 94-95

Manual Third – Third Gear ........................................66-67, 92-93

Manual Valve ............................................................................. 30

N

Neutral .....................................................................52-53, 78-79

118

INDEX

O

Oil Pump Assembly............................................................ 27, 105

Operating Conditions - Range Reference Chart ......................... 72

Overdrive Range – First Gear.....................................54-55, 80-81

Overdrive Range – Fourth Gear (TCC Released) ................. 60-61

Overdrive Range – Fourth Gear (TCC Applied) ........62-63, 86-87

Overdrive Range – Second Gear ................................56-57, 82-83

Overdrive Range – Third Gear ...................................58-59, 84-85

Overdrive Range – 4-3 Downshift .................................. 64, 88-89

Overdrive Range – 3-2 Downshift .................................. 65, 90-91

Overrun Clutch ........................................................................... 18

P

Park.............................................................................48-49, 74-75

Parking Pawl and Actuator Assembly ...................................... 111

Planetary Gear Sets................................................................ 24-25

description .................................................................... 24A

reduction....................................................................... 24A

direct drive ....................................................................24B

overdrive .......................................................................24B

reverse direction of rotation ..........................................24B

Power Flow............................................................................ 45-72

mechanical powerflow from TCC........................... 46-46A

common hydraulic functions................................... 46B-47

park............................................................................. 48-49

reverse ........................................................................ 50-51

neutral......................................................................... 52-53

overdrive range – first gear ........................................ 54-55

overdrive range – second gear.................................... 56-57

overdrive range – third gear ....................................... 58-59

overdrive range – fourth gear..................................... 60-61

overdrive fourth, TCC released to applied.............. 62-62A

overdrive fourth, TCC applied to released.............. 62B-63

overdrive range – 4-3 downshift ............................. 64-64A

overdrive range – 3-2 downshift ............................. 64B-65

manual third – third gear ............................................ 66-67

manual second – second gear..................................... 68-69

manual first – first gear .............................................. 70-71

Preface ....................................................................................... 1

Pressure Control Solenoid Valve.......................................... 30, 42

Pressure Regulation .................................................................... 28

Pressure Regulator Valve ........................................................... 29

Principles of Operation......................................................... 9A-44

major mechanical components ........................................ 10

color legend .............................................................. 10A-B

range reference chart ....................................................... 11

torque converter ......................................................... 12-14

apply components ...................................................... 15-23

planetary gear sets ...................................................... 24-25

hydraulic control components .................................... 26-35

electrical components................................................. 36-44

R

Range Reference Charts ....................................................... 11, 72

Reverse .....................................................................50-51, 76-77

Reverse Input Clutch .................................................................. 17

S

Seal Locations .......................................................................... 100

Servo Assembly.......................................................................... 16

Shift Solenoid Valves ................................................................. 40

Stator Assembly.......................................................................... 13

T

Table of Contents ......................................................................... 2

Torque Converter Clutch Solenoid............................................. 39

TCC PWM Solenoid Valve .................................................. 30, 43

Regulated Apply Valve .............................................................. 30

Torque Converter Clutch Apply Valve ...................................... 29

TFP Manual Valve Position Switch ........................................... 37

Third Gear (overdrive) ...............................................58-59, 84-85

Torque Converter Clutch ....................................................... 12-14

converter pump and turbine ............................................ 12

pressure plate................................................................... 12

stator assembly ................................................................ 13

torque converter apply and release.................................. 14

Torque Converter Clutch Applied ........................... 62B-63, 86-87

Torque Converter Clutch Released .................................... 62-62A

TFT sensor.................................................................................. 38

Transmission Adapt Function..................................................... 42

U

Understanding The Graphics .................................................. 6-8A

V

Valves Located In The Control Valve Body ......................... 30-31

3-4 shift valve.................................................................. 30

3-2 downshift valve......................................................... 30

reverse abuse valve ......................................................... 30

3-2 control solenoid valve............................................... 30

3-2 control valve ............................................................. 30

manual valve ................................................................... 30

pressure control solenoid valve ....................................... 30

actuator feed limit valve.................................................. 30

TCC PWM solenoid valve .............................................. 30

regulated apply valve and isolator valve......................... 30

3-4 relay valve and 4-3 sequence valve .......................... 30

accumulator valve ........................................................... 30

2-3 shift solenoid valve ................................................... 30

2-3 shift valve and 2-3 shuttle valve ............................... 30

1-2 shift solenoid valve ................................................... 31

1-2 shift valve.................................................................. 31

forward abuse valve ........................................................ 31

low overrun valve............................................................ 31

forward clutch accumulator............................................. 31

Valves Located In The Oil Pump Assembly .............................. 29

pressure regulator valve .................................................. 29

boost valve ...................................................................... 29

torque converter clutch apply valve ................................ 29

pressure relief ball ........................................................... 29

torque converter clutch solenoid ..................................... 29

retainer and checkball assemblies ................................... 29

orifice cup plugs.............................................................. 29

Vehicle Speed Sensor ................................................................. 38

119

NOTES

120

NOTES

121

NOTES

122

NOTES