Hydra-Matic 4L65-E Automatic Transm issi on – General Information Page 7D1-1

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Section 7D1

Hydra-Matic 4L65-E Automatic Transm ission –

General Information

ATTENTION

Before performing any Service Operation or other procedure described in this Section, refer to Section 00

Warnings, Cautions And Notes for correct workshop practices with regard to safety and/or property damage.

1 Transmission Changes for MY 2004 AWD Crew Cab ........................................................................ 2

Transmission Identification Number....................................................................................................................2

Torque Converter Clutch Control .........................................................................................................................3

Torque Converter Clutch Pulse Width Modulated (TCC PWM) Solenoid Valve .................................................3

TCC PWM Solenoid Valve Operation.................................................................................................................3

Transmission Shift Points.....................................................................................................................................4

Neutral Safety and Back-Up (NSBU) Lamp Switch..............................................................................................4

Shift Selector Mechanism......................................................................................................................................5

Techline

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1 Transmission Changes for

MY 2004 AWD Crew Cab

Apart from the minor changes detailed here, the 4L65-E automatic transmission fitted to this vehicle, carries over from

the assembly fitted to the MY2003 Regular Cab, with the GEN III V8 engine, with some updates introduced with the

release of VY Series II range of vehicles. For further information relating to this MY 2004 automatic transmission, refer to

the 7C Sections in the MY 2004 AWD Wagon or the 7C Sections in the MY 2003 VY Series Regular Cab, Service

Information.

Transmission Identification Number

With the mounting of the transfer case and the adaptor housing to the rear of the 4L65-E automatic transmission, the

mainshaft length has been altered. This has resulted in a different code number being assigned to this transmission.

The 4L65-E automatic transmission application and

identificati on can be determined from the stamp ing on the

rear of the transmission ca se, i n the locati on show n.

The coded number can be interpreted from the following

breakdown;

Legend

1 Model Year (‘4’ = 2004)

2 Model: AWD Crew Cab & 5.7 litre GEN III V8 – 'HX'

3 Transmission Model Identifier (‘D’ = 4L65-E)

4 Julian Date (Day of the Year)

5 Shift Build ‘A’, ‘B’, ‘J’ = First Shift;

‘C’, ‘H’, ‘W’ = Second Shift

6 Individual Transm is sion Serial Number

Figure 7D1 – 1

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Torque Converter Clutch Cont rol

First applied to MY 2003 VY Series Regular Cab vehicles fitted with automatic transmission and the GEN III V8 engine,

an Electronically Controlled Converter Clutch (ECCC), is now enabled for all VY Series II vehicles fitted with automatic

transmission and the GEN III V8 engine, including MY 2004 AWD Crew Cab.

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 Powertrain Control

Module (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.

Legend:

1 Housing

2 Armature

3 Exhaust Seat

4 Internal O-Ring

5 O-Rings

6 Metering Ball

7 Inlet Seat

8 Coil Assembly

9 Connector Terminal

A Actuator Feed Limit (AFL) Fluid

B Exhaust

C Converter Clutch Signal (CC SIGNAL) Fluid Figure 7D1 – 2

Shown is an example of the TCC PWM solenoid, operating

with a 90% negative duty cycle at a constant operating

frequency of 32 Hz (cycles per second). The frequency

means that the solenoid is pulsed (energised) with current

from the PCM 32 times per second. The 90% negative duty

cycle means that during each of these 32 cycles the

solenoid is energised (ON) and 0 volts is measured on the

low (negative) sid e of the circu it, 90% of the time.

At road speeds below approximately 13 km/h, the negative

duty cycle will be 0%, which means that no current will flow

through the TCC PWM solenoid, deactivating it. When in

this condition, spring force will move the plunger (refer

Figure 7D1-2), seating the metering ball and blocking the

filtered Actuator Feed Limit (AFL) fluid from entering the

Converter Clutch Signal (CC SIGNAL) circuit. This action

opens the Converter Clutch Signal fluid circuit to exhaust

through the solenoid.

Above road speeds of approximately 13 km/h, the TCC

PWM solenoid will be operating at about a 90% duty cycle.

This action will cause the metering ball to close off the path

to exhaust, most of the time and allow AFL fluid to flow past

the metering ball and into the CC SIGNAL circuit, in

readiness for the apply of the torque converter clutch.

Figure 7D1 – 3

When the PCM signals TCC apply, the TCC PW M solenoid operates with a variable, negative duty cycle, ranging from

90% to 0%, with an operating frequency of 32 Hz. This allows the PCM to control the current flow through the solenoid

coil according to the duty cycle it sets. This has the effect of creating a variable magnetic field, that magnetises the

solenoid core, attracting the metering ball to seat against spring force. A high percentage duty cycle keeps the metering

ball will be seated more ofte n, thereby creat ing higher TCC signal fluid pr es sure s.

TCC PWM Solenoid Valve Operation

The TCC PWM solenoid valve is one of two electronic control components in the TCC apply and release system. The

other component is the TCC solenoid valve, which enables TCC 'ON' and 'OFF'. The other components are all hydraulic

control or regulating valves.

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In first gear, at approximately 13 km/h, the PCM operates

the TCC PWM solenoid valve at approximately 90% duty

cycle (point 'S'). 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% ('A') then, after a time (point

'B') increases it to approximately 25% ('C').

The PCM then ramps the duty cycle up to approximately

50% to achieve regulated apply pressure ('D'). With the

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

torque converter, instead a consistent slip of approximately

20 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 ('E' to 'F'). Figure 7D1 – 4

Under some high torque or high vehicle speeds, the converter clutch is fully locked. For example, with the MY 2004 AWD

Crew Cab, the Full Lock position occurs at 121 km/h and Full Lock Release at 114 km/h.

NOTE

Duty cycles quoted are an example only. The

actual duty cycles will vary, both with vehicle

application and vehicle operating conditions.

Transmission Shift Points

With the MY 2004 AW D Crew Cab vehicle configuration, the shift points have also been modified from those published

for MY 2003 VY and V2 Series vehicle and are provided in Section 7C3 Mechanical/Hydraulic Diagnosis in the MY 2004

AWD Wagon Service Information.

Neutral Safety and Back-Up (NSBU) Lamp Sw itch

The Neutral Safety and Back-up Lamp Switch (1) has been

changed, with a new supplier for this component. This has

also resulted in a single, positive lock wiring harness

connector (2) being used.

As a further security measure a Connector Protection

Assurance (CPA) (not shown), is also used to prevent the

lock from becoming dislodged.

Figure 7D1 – 5

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Shift Selector Mechanism

The transmission selector mechanism has been changed from linkage to cable operation, together with a re-designed

shift selector mechanism, refer to Figure 7D1-6.

Figure 7D1 – 6