The Hydra-matic 4L60-E Technician's Guide is intended for automotive
technicians that are familiar ... automatic transaxle or transmission know-how
may find this publication somewhat technically ... Guide series of books. The
purpose of this.
HYDRA-MATIC
4L60-E 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
2
PREFACE 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.
© COPYRIGHT 2000 POWERTRAIN GROUP General Motors Corporation ALL RIGHTS RESERVED
All information contained in this book is based on the latest data available at the time of publication approval. The right is reserved to make product or publication changes, at any time, without notice. No part of any GM Powertrain publication may be reproduced, stored in any retrieval system or transmitted in any form or by any means, including but not limited to electronic, mechanical, photocopying, recording or otherwise, without the prior written permission of Powertrain Group of General Motors Corporation. This includes all text, illustrations, tables and charts.
1
INTRODUCTION The Hydra-matic 4L60-E Technician’s Guide is another Powertrain publication from the Technician’s Guide series of books. The purpose of this publication, as is the case with other Technician’s Guides, is to provide complete information on the theoretical operating characteristics of this transmission. Operational theories of the mechanical, hydraulic and electrical components are presented in a sequential and functional order to better explain their operation as part of the system. In the first section of this book entitled “Principles of Operation”, exacting explanations of the major components and their functions are presented. In every situation possible, text describes component operation during the apply and release cycle as well as situations where it has no effect at all. The descriptive text is then supported by numerous graphic illustrations to further emphasize the operational theories presented. The second major section entitled “Power Flow”, blends the information presented in the “Principles of Operation” section into the complete transmission assembly. The transfer of torque from the engine through the transmission is graphically displayed on a full page while a narrative description is provided on a facing half page. The opposite side of the half page contains the narrative description of the
hydraulic fluid as it applies components or shifts valves in the system. Facing this partial page is a hydraulic schematic that shows the position of valves, 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 illustrations of major components graphically display hydraulic circuits. This information is extremely useful when tracing fluid circuits for learning or diagnosis purposes. The “Appendix” section of this book provides additional transmission information regarding lubrication circuits, seal locations, illustrated parts lists and more. Although this information is available in current model year Service Manuals, its inclusion provides for a quick reference guide that is useful to the technician. Production of the Hydra-matic 4L60-E Technician’s Guide was made possible through the combined efforts of many staff 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 regarding this product.
3
HOW TO USE THIS BOOK First time users of this book may find the page layout a little unusual or perhaps confusing. However, with a minimal amount of exposure to this format its usefulness becomes more obvious. If you are unfamiliar with this publication, the following guidelines are helpful in understanding the functional intent for the various page layouts: •
Read the following section, “Understanding the Graphics” to know how the graphic illustrations are used, particularly as they relate to the mechanical power flow and hydraulic controls (see Understanding the Graphics page 6).
•
Unfold the cutaway illustration of the Hydramatic 4L60-E (page 8) and refer to it as you progress through each major section. This cutaway provides a quick reference of component location inside the transmission assembly and their relationship to other components.
•
The Principles of Operation section (beginning on page 9A) presents information regarding the major apply components and hydraulic control components used in this transmission. This section describes “how” specific components work and interfaces with the sections that follow.
•
4
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
specific fluid circuits that enable the mechanical components to operate. The mechanical power flow is graphically displayed on a full size page and is followed by a half page of descriptive text. The opposite side of the half page contains the narrative description of the hydraulic fluid as it applies components or moves valves in the system. Facing this partial page is a hydraulic schematic which shows the position of valves, ball check valves, etc., as they function in a specific gear range. Also, located at the bottom of each half page is a reference to the Complete Hydraulic Circuit section that follows. •
The Complete Hydraulic Circuits section (beginning on page 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.
HOW TO USE THIS BOOK RANGE REFERENCE CHART
➤
RK g PA nnin u eR
gin
En
3-4 CLUTCH
INPUT PLANETARY GEARSET
LO AND REVERSE CLUTCH
LO ROLLER CLUTCH ASSEMBLY
REACTION PLANETARY GEARSET
1 POWER FROM TORQUE CONVERTER (1)
OUTPUT SHAFT
2 POWERFLOW TERMINATED
NO POWER TRANSMITTED TO OUTPUT SHAFT (687)
LO & REVERSE CLUTCH APPLIED
PARK (Engine Running) TORQUE CONVERTER ASSEMBLY
su p tra m Press pumto the hen pumand ulaterding ts. Wthe de m accoiremeneds fluid fro requut excesure, lator outp e presre regu of linpressu the
LOW AND REVERSE CLUTCH ASSEMBLY
#9
➤
➤
APPLY
➤
➤
➤
COOLER
#10
➤
FORWARD SPRAG CL ASSEMBLY
➤
FORWARD CLUTCH
)
k (P Par the oil r in the leve from ing: ctor re llow sele essu e fo gthe line pr to th ): Re Withsition, rected lve(218sure) po p is di lator Vae pres ion (lin m gu pu re Re outputnsmissp
(Engine Running)
OVERRUN CLUTCH
LO/REV
➤
PR ➤
➤
➤
LUBE
1c
COOLER
➤
➤
➤ PR
➤
➤
LINE
➤
➤
➤
➤
➤
PR
EX
➤
➤
➤
EX
➤
➤
REVERSE
D2 LO
D3
D4
➤
RELEASE
PR
REGULATED APPLY
➤
➤
FILTER (49)
AFL
➤
➤
➤
➤
➤
EX
D4
LO
AFL ➤
EX
ON
EX
➤
2-3 SHUTTLE EX
EX
AFL
➤
D2
2ND
D3
29
2-3 SHIFT VALVE
3-4 ACC SERVO FD
➤
IT
Figure 39
AFL (To 3-2 Control Solenoid)
➤
28
EX
TORQUE SIG
➤
OVERRUN
EX
1-2 SIGNAL
➤ ➤
D4-3-2 AFL
➤
3-4 SIGNAL
EX EX
EX
EX ➤
TORQUE SIGNAL
CU
D3 3-4 SHIFT VALVE
EX 4TH SIG 3-4 SIG
➤ ➤
LINE
PRESSURE CONTROL SOLENOID VALVE
➤
➤
➤
B
FILTER (50)
➤
➤
AFL
ACTUATOR FEED LIMIT
➤
1-2 SHIFT SOLENOID VALVE N.O.
➤
EX
➤
26
➤
42
PARKING LOCK ACTUATOR ASSEMBLY (85)
32
HY DR PA AUL GE IC 68 CIR
➤
TE
➤
25
➤
➤
1-2 SIGNAL
1-2 SHIFT VALVE
➤
2-3 SIGNAL
2-3 SHIFT SOLENOID VALVE N.O.
ON
EX
➤
27
AFL
➤
AFL
➤
➤
9
➤
LE
➤
EX
COOLER
➤
APPLY
PRESS REG
CONV FD
➤
➤
LINE
BOOST VALVE
➤
PR LO/REVERSE
23
LO OVERRUN
LO/1ST
➤
➤
➤
EX
➤
1b
➤
TORQUE SIGNAL
➤
➤
➤
SUCTION
CONVERTER CLUTCH VALVE
DECREASE
➤
➤
D3
➤ ➤
➤
REVERSE INPUT
➤
➤
➤
➤
➤
➤ ➤
➤
➤
INSIDE DETENT LEVER (88)
➤
➤
ISOLATOR
➤
SPEED SENSOR
PR
➤
CC SIGNAL
➤
MP
PARKING BRAKE PAWL (81) ENGAGED
2
TEMP SENSOR
LO-N.O. D3-N.C.
REV INPUT
OFF
LINE
LINE
➤
PARKING PAWL
LO
D2-N.C. REV-N.O.
➤
10
➤
PARKING LOCK ACTUATOR ASSEMBLY
D4
2ND
CO
➤
CONTROL VALVE ASSEMBLY
D4
D4-N.O.
➤
TCC SOLENOID N.O.
➤
MANUAL SHAFT
➤
FWD CL FEED D2
TFP SWITCH ASSEMBLY
8
➤
INSIDE DETENT LEVER
EX
EX
D3
1a
➤
4 ➤
PR
REGULATED APPLY
➤
PUMP ASSEMBLY
➤
EX
➤
➤
EX
➤
➤
BOTTOM PAN (SUMP)
PARKING PAWL RETURN SPRING (80)
TURBINE SHAFT
FORWARD CLUTCH ACCUMULATOR
➤
➤
➤
➤
EX
FILTER
REG APPLY
MANUAL SHAFT (84)
2-4 BAND ASSEMBLY
EX
➤
➤
STATOR ROLLER CLUTCH
LINE PRESSURE TAP
➤
➤
➤
FILTER (232)
➤
SPEED SENSOR ROTOR (699)
➤
TORQUE CONVERTER ASSEMBLY
➤
➤
➤
REACTION INTERNAL GEAR (684) HELD
OIL PUMP ROTOR (212)
R N D 3 2 1
MANUAL VALVE
➤
LINE
PUMP ASSEMBLY
OUTPUT SHAFT (687) HELD
P
➤
2
AIR BLEED
TRANSMISSION CASE (8)
PUMP ASSEMBLY (4)
COOLER
EX
➤
LINE
➤
➤
➤
EX
➤
TORQUE CONVERTER ASSEMBLY (1)
➤
1
LINE
➤
➤
AIR BLEED
PRESSURE RELIEF VALVE
INPUT HOUSING & SHAFT ASSEMBLY (621)
LO/REVERSE
INPUT CLUTCH HOUSING
➤
REVERSE INPUT CLUTCH
➤
➤
HYDRA-MATIC 4L60-E CASE ASSEMBLY
PARK
RELEASE
HALF PAGE TEXT FOR EASY REFERENCE TO BOTH PAGES
➤
LARGE CUTAWAY VIEW OF TRANSMISSION (FOLDOUT)
Figure 40
43
42
PAGE NUMBER — FOR REFERENCE TO FLUID FLOW SCHEMATIC
FLUID FLOW SCHEMATIC — (FOLDOUT)
FLUID FLOW THROUGH COMPONENTS (FOLDOUT) RK g PA nnin u eR
gin
En
➤
➤
➤ ➤
13
➤
➤
➤
V
➤
➤
➤
➤
32
➤
22
24 24
33 43
36
33 33
37
36
17
35
14
43
FORWARD CLUTCH ACCUMULATOR BORE
D4 D4 2ND
9
34
31
33 43
25 48
-
24 38
24
- NON-FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO TO SIMPLIFY TRACING FLUID FLOW.
10
24
23 9
35
INDICATES BOLT HOLES
42
14
35/39
10 47
33
- EXHAUST FLUID NOT SHOWN
20 17
20 17 9
25 9
25
11
25
11
3
20 21
21
21
3 9 25
9
33
32
36 28 26
26 9
20 21
9
24
37 44
48
20 25 11 3
25
NOTE:
14
13
31
31 20
20
9
11
25
27
24
9
32
28 26
3
9
CASE (103) (2-4 Servo Bore)
42
47
41 38
12 9 22
24 22
35 24
24
25
9
25
PR PR
47
#12
14 12
43
41 24
34
29
34 10
39 39
17
18
27
30
10
24
24
31
43
26
➤
34 41
41 17
17 42 44
12
38 41
34 13 22
30 13
34 18
17
34
18 15
9
11
10
12
29 9
29
14
22
27
31
48
26
47
18 17
3
38
16 29
15
9 24
38
43
29
9
42 12
44
34 35
3
28
15 40
42 44 41
24
41
38
29 14
12
17
17 41 18
13
24
31
25
48
41 14
18
12
38
15
34
34
25 25
25 24
43
➤
12
14 12
CONTROL VALVE BODY (60) (Case Side) 12
17
18
18
34 18
29 9
9
27
30 34
34
12
38 16
29 15
27
30
25
D2 D3
38e
34b
34a
➤
CASE (8) PR ➤
➤
FILTERED AFL ➤
D4 2ND D2
LO/REVERSE ➤
➤
LO ➤
41d
41c
➤
➤ ➤ ➤
ACCUMULATOR D4-3-2 LO/1ST
PR
EX EX
LO 41b
18a
➤
20d ➤ ➤
LO
D2
LO
3-4 ACCUMULATOR D4
ACCUM
ORF ACC
20e
20c
21
21a
➤
➤
D2
AFL
D4
EX
D4
EX O’ EX EX
D4
➤ PR LO/REV
EX
LINE
LO
D2
D4
D3
EX
D3
41a
D4 17a
15b
17b
15c
17c
12a
18b
16
16
18
25e
25d
25b
18
2ND CL
2ND 24m
24k 25
25
➤
➤
EX
D4-3-2
D2 EX
EX
EX
OVERRUN
3-4 ACC SERVO FD 2ND
D3 EX
REVERSE INPUT
REVERSE
EX
➤
2ND 2ND 2ND CL OVERRUN CL FD
35c
35d
2ND CL
35e
36a
24g
25a
24h
39
36
36
21
ORIFICED ACCUM
9f
17f
➤ 11a
17g
TORQUE SIGNAL
D3 EX
EX
EX
EX
AFL
EX
EX
EX ➤
➤
EX
D3
D4
9d 31a
35a
33a
10
9c
33c
➤
EX
➤
EX
➤
31b
37a
9p
9b
26a
9e
➤ 9a
➤
AFL ➤
➤
EX
EX
➤
D3
D3
3-4 CL
2ND CL
LINE ➤
➤
➤
AFL
25f
34f
29e
34c
34d
34e
26b
31c
TORQUE SIGNAL 4TH SIGNAL
4TH
2ND CLUTCH
➤
➤
➤ DECREASE ➤
➤
EX
3RD ACCUMULATOR OVERRUN
➤
LUBE
➤
➤
3-4 SIGNAL
12 38 15
#3
47
17
42 17
34
40
9
43
18
47
21a
(50)
24
42
43 28 29 29 16
9d/10
23
22
17 43
3
47
9
9b
38
41
3
29 29 47
29
11
9
39
2ND CL
OVERRUN CLUTCH
➤
CASE (8)
REVERSE INPUT
➤
➤
➤
PRESS REG
➤
EX
4TH
➤
RELEASE
APPLY
➤
➤
➤
OVERRUN CLUTCH REGULATED APPLY OVERRUN
38
29
16
29 44
(11)
➤
➤
➤
➤
➤
41
13
47
11 28
#7/(40)
➤
13 24
34
#2
M
UT CH
➤
➤
RELEASE
OVERRUN CLUTCH
➤
➤
3-4 CLUTCH
CL
L
35b
N
A
3RD ACCUM
➤
➤
CONV FD LINE
3b
3
15
29
#4
20e/21 20d/21
10
34
38
9
25
47
24
24
15
20c
18 25g
9c
22
24 47
9
35
27
31
35
SPACER PLATE (48) (Case/Control Valve Body) 12
N
2ND CLUTCH
➤
➤
BOOST VALVE
➤
➤
➤ ➤
➤
➤
➤
EX
➤
➤
SUCTION
➤
➤
➤
REVERSE INPUT
➤
20 20
30 27
47
#5
47
17 17 33
17 11
47
(49)
9f
#6
11 47
32
24
34
29
9k/10
35b 35c/39 35e/36 31 17f 20a 20b 17g 30 ➤
25
30 10b/23
31
33
31
(38)
G
SUCTION
➤
APPLY OVERRUN CLUTCH FORWARD CLUTCH FEED
➤
➤
CONVERTER CLUTCH VALVE
➤
➤
➤
➤
➤
➤
➤
➤
CONV FD
➤
➤ ➤
➤
➤
➤
➤
➤
➤
➤
➤
➤ ➤
➤
➤
➤
LUBE
➤
33b 32a
25e 25d
SI
➤
35d/36 20
33a
24
10a
➤
CU
2
➤
13a 9g
3
37 43 43
#8 47
24c
38e/39
25 28
47
3 48
47
26 11
48
36
10c/22
25
➤
➤
➤
➤
➤
COOLER
➤
➤
➤
➤
➤
➤
24f 24e ➤ 31a
11
25
47 14b
24a
➤
➤
16 3
43
3
26
9
47
23 27 ➤ 42b 12e
9h 22a
➤
28
➤
REGULATED APPLY
➤
➤
CASE (8)
➤ ➤
➤
➤
➤
➤
11 29
47 9
14c 12d 14a
26
43c/44
21
11a
9e
➤
9a
12c
21
9
CASE (103) (Control Valve Body Side)
43
3-
➤
➤
➤
32
44
40
PR
31b
11b
21
9
47
D2
➤
D4
➤
2ND
68
VALVE BODY (60) GASKET (52) SPACER PLATE (48) GASKET (47) LO
34e
3c
#1
25
12d
12b
FWD CL FEED D2
ORIFICED D2
11
47 47
47 47
9
RU
➤
PR
D3
18
CASE (103) (Pump Cover Side) 10
25
9
17e
18a 17d 42a 44a
41d 24b
27a 24d
25f 26b
26a
2-4 SERVO BORE
D2
12e
D2 D3
TEMP SENSOR
D4-N.O.
FORWARD CLUTCH FEED 2ND CLUTCH REVERSE INPUT OVERRUN
11
26
17c 41c
18c 13b 34c
36a
48a
8
➤
17b/18 12c
18b 38d
28a
9p
R
D4 D2
20
34b 22
16a
15d
34d
35a
37a
48b
25
16
➤
38
LO
D3-N.C.
25 9
VE O
22
D2-N.C.
28
37
17
LO-N.O. REV-N.O.
37
47
47
41a
19
A
TFP SWITCH ASSEMBLY
#12
28 32
33
43b/44
25b
TO LOW AND REVERSE CLUTCH
33 9
4
16
#3
44 26
14b 38c
FORWARD CLUTCH ACCUMULATOR ➤
20
#8
47
17
3-
REVERSE INPUT
#6
➤
➤
BOTTOM PAN (SUMP) (75)
➤
3 37 48
9 9
34a 17a/18
38c
14
29c
13 27c/29 27b/29
27d
30a
22b 24m/25 24g 16 ➤ 24k/25 24h 7 5 31c 33c 43a
34f
33
3
C
38a
D3
#5
➤
14
9
35
47
38b
➤
REVERSE
18c
36
33
36
26 9
33
LINE
➤
28a
REVERSE INPUT
47
6
47
32
9
H
PR ➤
31
➤
10 30b
25a
37
#7 (40)
4T
3a
REVERSE ➤
47
24
27 23 14c ➤ 14a
EX
(237)
29 11 18
41b 12b
9m 9n
11c
#10 ➤
42b
LO/1ST ➤
16
18 11 29
38a
3a
29b
29g/28 29a 15a
29e
12 47
24
33
29f/28
17
29d
47
14
10
35
34
15c/16
19
24
12
9
32
➤ 3c
15a
43c ➤
LO OVERRUN
MANUAL VALVE
3RD ACCUM
3b
24c 24b
LO/REVERSE
➤
48
PUMP COVER (215) (Case Side)
9o 17
42
47
13
39
48
➤
#2
22 10c 25 24e
24a 44a
➤
3
48
37
1
16
REAR LUBE
14 12
22
22 13
48 ➤
17
44
9 24
37
24f
24d
2ND
FWD CL FD
(39)
7
(10)
37
3
12a
12 15b/16
18
17 41
18
34
27 22
43
17d
ON
ACTUATOR FEED LIMIT
16
38b
12 38
9
9
➤
28
12 29g 28
9k
➤
➤
29f
➤ 10
ORIFICED EX EX
➤
45
➤
➤
➤
46
41
11
27
47
13b
R N D 3 2 1
16
(237)
PUMP COVER (215) (Pump Body Side)
34
38
29 15
29 47
30
37
28
➤
P
(237)
34
16
47
29 11 18
34
42a
FORWARD ABUSE
3RD ACCUMULATOR ACTUATOR FEED LIMIT
➤
;; ;
➤
8
7
16
3
47
38
16
9
18
25
9g
FILTER (49)
29
3 16
29
10a
1-2 SHIFT SOLENOID VALVE N.O.
16
43
8
;
7
11
43
41 3
3➤ 16
11 ➤
33b
29 23 10b
2ND
1-2 SIGNAL
EX 3-2 CONTROL
➤➤
AFL
➤
LINE
FORWARD CLUTCH FEED FILTER (72)
D4-3-2
➤ ➤
REVERSE REVERSE INPUT
➤
ON
3
(10)
8
43
47
30
D4-3-2
9n
➤
➤
➤
➤
➤
➤
3-2 CONTROL SOLENOID VALVE N.C.
➤ ➤
9m ➤ 9h
➤
OFF ➤
25g
➤
AFL
➤
29c
2-3 SHIFT SOLENOID VALVE N.O.
1-2 SHIFT VALVE
46
37
29
38d
ACTUATOR FEED LIMIT 2-3 SIGNAL
;
5 37 29 18 8
3
43
1
20b
➤
43
2
16
5 8 37 29 18
(237)
38
12
3
17e
LO/1ST
ORIFICED EX
37
47
37
29
47
20a
D4 2ND ACCUMULATOR D2
1-2 SIGNAL
➤
4
47
37
PUMP BODY (200) (Pump Cover Side)
➤
14
9o
15d 16a
18
2ND CLUTCH
➤
3-4 CLUTCH
29b
REGULATED APPLY
SUCTION CONVERTER & LUBE MAINLINE SOLENOID SIGNAL ACCUMULATOR ACTUATOR FEED LIMIT TORQUE SIGNAL
REV ABUSE
3-2 SIGNAL
29a
➤
#1
13a
3-4 SIGNAL
➤
➤
REV INPUT
EX
PR LO/REVERSE
3-4 ACCUM
1-2 ACCUMULATOR
➤
3-2 DOWNSHIFT
2ND CLUTCH
40
19
VALVE BODY (60) 3-4 ACCUMULATOR
➤
#4 3-4 CL
EX
1-2 ACCUMULATOR COVER (57)
2-3 SHUTTLE
46
43
11
3-4 ACCUMULATOR
➤
➤
(238)
4
3
3
45
43
➤
1
4
4
43
➤
3-4 SHIFT VALVE
3-4 CLUTCH
OVERRUN CLUTCH
FLUID PRESSURES
1-2 SIGNAL
4TH SIGNAL 3-4 SIGNAL 1-2 SIGNAL 2ND
29d
➤
LINE
➤
D3
31
D4
➤
13 27c 29
➤
➤
➤
29
PRESSURE CONTROL SOLENOID VALVE
2-3 SHIFT VALVE
3-4 SIGNAL
27b
TORQUE SIG
4-3 SEQUENCE VALVE
4TH
1-2 SIGNAL
3-4 ACCUM FILTERED AFL
➤
➤
30a 27d 22a
➤
FILTER (50)
ACCUM VALVE
EX OVERRUN CLUTCH FEED ➤
16
24
ACCUMULATOR
4TH
22b
➤
EX (237)
➤
➤
EX
ISOLATOR
CC SIGNAL 3-4 ACCUM OVERRUN CL SERVO FD
3-4 RELAY
43a 32a
➤
➤
➤
➤
➤
➤
➤
ORF EX
44
27a
EX ➤
TCC SOLENOID (66) N.O.
➤
➤
PUMP ASSEMBLY (4)
OFF LINE PRESSURE TAP (39)
EX
4 ➤
5
➤
ACTUATOR FEED LIMIT
REG APPLY LINE
SERVO FEED 2ND 4TH SIGNAL
11c
43b
AFL
➤
30b
➤
➤➤
➤
REG APPLY ➤
6
➤
➤
(237)
EX
LINE
➤
(238)
➤
➤
➤
➤
ACTUATOR FEED LIMIT
➤
TORQUE SIGNAL SERVO FEED
➤
REGULATED APPLY
➤
10
➤
➤
➤
➤
TCC PWM SOLENOID VALVE N.C.
8
48b
➤
➤
COOLER
➤
OIL COOLER PIPE CONNECTOR (10)
PRESSURE RELIEF VALVE
D3 LINE
➤
48a
11b
FILTER (232)
1
32
➤
➤ 2
AFL
➤
➤
AIR BLEED (240) EX
➤
EX
➤
3-4 CLUTCH OVERRUN CLUTCH SERVO FEED CC SIGNAL
9
7
➤
➤
➤
EX
2ND CLUTCH
2ND CLUTCH
➤
#10
48
48
47
(232) 1
➤
➤
➤
OVERRUN FORWARD CLUTCH FEED
LUBE
➤
1
REAR LUBE
OVERRUN CLUTCH
➤
COOLER
REV INPUT LUBE
➤
➤
43
6
7
7
2
2
(232)
3 4
43
3
5
5
2
3
➤
➤
EX
4
(240)
3
(240)
2
3
2
2
43
43
4
2
47
4
8
8
3
(240)
45
4
2
➤
➤
;;;; ;;;;;;; ;;;; ;;;;;;; ;;;;;;; ;;; ;;; ;; ;;;;;;; ;; ;;;;;;; ; ;;;;;;; PRESSURE RELIEF VALVE BORE
45
47
4
➤
➤
➤
➤
➤
➤
;;;; ;;;;;;; ;;;; ;;;;;;; ;;;;;;;;; ;; ;; ;;;;;;;;; ;;;;;;;;; ;;;;;;; 3
su p tra m Press pumto the hen pumand ulaterding ts. Wthe de m accoiremeneds fluid fro requut excesure, lator outp e presre regu of linpressu the
➤
#7
➤
#9
3-4 CLUTCH FORWARD CLUTCH FEED
LUBE
➤
3RD ACCUM
➤
11
Engine Running
➤
EX
)
k (P Par the oil r in the leve from ing: ctor re llow sele essu e fo gthe line pr to th ): Re Withsition, rected lve(218sure) po p is di lator Vae pres (lin ission m gu ut pu re Re outp nsm p
LOW AND REVERSE CLUTCH ASSEMBLY
➤
INPUT CLUTCH HOUSING ASSEMBLY
➤
REVERSE INPUT CLUTCH ASSEMBLY
2ND & 4TH SERVO
➤
➤ ➤
TORQUE CONVERTER ASSEMBLY
➤
PARK
➤
Engine Running
9
25
25 9
10
25 20
➤
GASKET (47) (Case/Spacer Plate)
D4 ORIFICED D2 2ND
GASKET (52) (Spacer Plate/Control Valve Body)
1-2 ACCUMULATOR COVER (57)
Figure 64 Figure 65
FOLDOUT ➤ 69
➤
HALF PAGE TEXT AND LEDGEND
COMPLETE ILLUSTRATED PARTS LIST
Figure 1
5
UNDERSTANDING THE GRAPHICS CASE ASSEMBLY (103)
CONVERTER HOUSING (102)
TORQUE CONVERTER (1)
➤ 3-4 ACCUMULATOR PISTON (44) SPACER PLATE GASKETS (47 & 52)
➤
➤
➤
➤
➤
➤ ➤
➤
➤
➤
➤
➤
➤
SERVO ASSEMBLY (12-29)
TCC SOLENOID (66)
1-2 ACCUMULATOR PISTON (56)
SPACER PLATE (48)
CONTROL VALVE ASSEMBLY (60)
➤
➤ FILTER (72)
BOTTOM PAN (75)
Figure 2
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 exact location where fluid passes through a component and into other passages for specific gear range operation. To provide a better understanding of fluid flow in the Hydra-matic 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:
6
•
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.
•
A graphic schematic representation that displays valves, checkballs, orifices and so forth, required for the proper function of transmission in a specific gear range. In the schematic drawings, fluid circuits are represented by straight lines and orifices are represented by indentations in a circuit. All circuits are labeled and color coded to provide reference points between the schematic drawing and the two dimensional line drawing of the components.
•
Figure 4 (page 7B) provides an illustration of a typical valve, bushing and valve train components. A brief description of valve operation is also provided to support the illustration.
•
Figure 5 (page 7B) provides a color coded chart that references different fluid pressures used to operate the hydraulic control systems. A brief description of how fluid pressures affect valve operation is also provided.
UNDERSTANDING THE GRAPHICS 2ND & 4TH SERVO
TORQUE CONVERTER ASSEMBLY
REVERSE INPUT CLUTCH ASSEMBLY
INPUT CLUTCH HOUSING ASSEMBLY
LOW AND REVERSE CLUTCH ASSEMBLY
VALVE BODY SIDE
➤
EX
➤
➤
➤
➤
CASE (8)
➤
ACCUMULATOR
3-4 ACCUMULATOR D4
20d
➤
ORF ACC
ACCUM
20e
21a
PR
➤
➤
➤
D4-3-2
D2
AFL
D4
FILTERED AFL
➤
➤ ➤
➤
➤
D4 2ND D2
LO/REVERSE
EX
14b
LO/1ST
➤
CONTROL VALVE BODY ASSEMBLY (60)
D2
38c
EX
➤
PR LO/REV ➤
PR
D2
D4
EX O’ EX EX
D4
EX
➤
38b 38a
LO ➤
LO
TEMP SENSOR
PR
➤
D4
➤
2ND
➤
D2 38e
PR
D3 34a
39
21
➤
D4 ORIFICED D2 2ND
ORIFICED D2
41d
LO 41c
41b
41a
VALVE BODY (60) GASKET (52) SPACER PLATE (48) GASKET (47) LO
D4 2ND
12b
FWD CL FEED D2
18a ➤
➤
D3
D4-N.O.
THREE DIMENSIONAL
➤
D2
D3
D4
D3
LO
12d 12c
34b
LINE
EX
LO-N.O. D3-N.C.
➤
12e
PR D2 D3
12a
17a
17b
18b
18
15c
17c
16
16
21
20c
EX
EX
LO
LO D4
2ND CL 25e
25d
25b
25
15b
2ND 24m
24k
2ND CL 25a
24g
25
➤
EX
D4-3-2
D2 EX
EX
EX
REVERSE
REVERSE INPUT
EX EX
2ND 2ND 2ND CL OVERRUN CL FD 35e
24h
36a
36
36
21
ORIFICED ACCUM
9f
17f
➤ 11a
17g
TORQUE SIGNAL
D3 EX
3-4 ACC SERVO FD 2ND
D3
OVERRUN
AFL
EX EX ➤ ➤
EX
D3
D4
9d 33a
31a
10
33c
EX
EX
EX
➤
EX
EX
EX
2ND CL
3-4 CL
➤ ➤
35d
35c 39
35b
18
3-4 CLUTCH
35a
➤
AFL
EX
D3
D3
➤ ➤
LINE
OVERRUN
➤ ➤
31b
37a
9c
9b
➤
AFL
9e
➤ 9a
9p
26a
25f
34f
26b
31c
29e
34c
34e
34d
TORQUE SIGNAL ➤
PRESS REG BOOST VALVE
CONV FD LINE REVERSE INPUT
3-4 SIGNAL
OVERRUN CLUTCH REGULATED APPLY
➤
➤
EX
SUCTION ➤
➤
➤
➤ ➤
4TH SIGNAL
4TH
➤
➤ DECREASE ➤
➤
➤
RELEASE
EX
3RD ACCUMULATOR OVERRUN REVERSE INPUT
➤ ➤
APPLY OVERRUN CLUTCH FORWARD CLUTCH FEED
CONV FD ➤
CONVERTER CLUTCH VALVE
➤
➤
2ND CLUTCH
CASE (8)
LUBE
LUBE ➤
COOLER
OVERRUN CLUTCH
2ND CL
➤
4TH
➤
RELEASE ➤
OVERRUN CLUTCH
➤
➤
➤
3RD ACCUM
➤
FORWARD CLUTCH FEED ➤
23 14c
➤ ➤
➤
➤
➤
➤
2ND CLUTCH
➤
➤
➤ ➤
22
➤ ➤
44 26
➤ 14a ➤
SUCTION
➤
➤
➤
LO/REVERSE
LO/1ST
FORWARD CLUTCH ACCUMULATOR
REV-N.O. D2-N.C.
CASE SIDE
27
42b
EX
D4 D2
#12 17
43c ➤
➤
➤
➤
➤
➤
#3
2ND CLUTCH REVERSE INPUT OVERRUN
➤
16
➤
➤
➤
➤
➤
REGULATED APPLY
➤
➤
CASE (8)
➤
➤ ➤
➤
➤
➤
➤
➤
#8
24c
24a 44a
➤
➤
➤
➤
➤ 20
TFP SWITCH ASSEMBLY
➤
➤
BOTTOM PAN (SUMP) (75)
➤
➤
➤
➤
➤
REVERSE INPUT
#6
24d
24b
➤
➤
➤
REVERSE
#5
22 10c 25 24e
LO OVERRUN
➤
18c
17d
ON
D3
REVERSE INPUT
➤
42a
1-2 SHIFT SOLENOID VALVE N.O.
➤
FORWARD CLUTCH FEED
➤
15a
FILTER (72)
➤
PR
➤
REVERSE ➤
LINE
➤
28
24f 13b
1-2 SIGNAL
TWO DIMENSIONAL
➤
10a
2ND
THREE DIMENSIONAL ➤
3a
9k
➤
3b
➤
➤ 3c
9g
➤ 10
2ND
FWD CL FD
R N D 3 2 1
3RD ACCUM
12 29g 28
➤
#2
29 23 10b
FILTER (49)
ORIFICED EX EX
MANUAL VALVE
28a
TWO DIMENSIONAL
GRAPHIC SCHEMATIC REPRESENTATION
1-2 ACCUMULATOR COVER (57)
OIL PUMP ASSEMBLY (4)
CASE ASSEMBLY (103) THREE DIMENSIONAL
THREE DIMENSIONAL
PUMP COVER
CASE SIDE
THREE DIMENSIONAL
➤
SUCTION CONVERTER & LUBE MAINLINE SOLENOID SIGNAL ACCUMULATOR ACTUATOR FEED LIMIT TORQUE SIGNAL
➤ ➤
➤
➤
LINE
28
2-3 SHIFT SOLENOID VALVE N.O.
ON
ACTUATOR FEED LIMIT
➤
➤
➤
D4-3-2
➤
REGULATED APPLY
P
REVERSE REVERSE INPUT
15d
➤
LO/1ST
9n
29f
➤
➤
30
38d
ACTUATOR FEED LIMIT 2-3 SIGNAL
1-2 SIGNAL
FORWARD ABUSE
3RD ACCUMULATOR ACTUATOR FEED LIMIT
AFL
➤ ➤
➤
17e
20b
➤
EX
➤
➤
9o
➤
D4 2ND ACCUMULATOR D2
1-2 SHIFT VALVE
3-2 CONTROL
➤➤
33b 20a
2-3 SHUTTLE
ORIFICED EX
➤ ➤
9m ➤ 9h
➤
OFF
29b
3-2 CONTROL SOLENOID VALVE N.C.
VALVE BODY (60) 3-4 ACCUMULATOR
➤
3-2 SIGNAL
40 29c
25g
➤
AFL
D4-3-2
➤
3-4 CLUTCH 3-4 CLUTCH
➤
FLUID PRESSURES
REV ABUSE
2ND CLUTCH
14
18
➤
3-2 DOWNSHIFT
29a
#1
2ND CLUTCH
➤
VALVE BODY SPACER PLATE (48)
3-4 ACCUM
13a
3-4 SIGNAL
➤
4TH SIGNAL 3-4 SIGNAL 1-2 SIGNAL 2ND
#4 3-4 CL
19
1-2 ACCUMULATOR
➤
2-3 SHIFT VALVE
1-2 SIGNAL
3-4 SHIFT VALVE
EX
1-2 ACCUMULATOR COVER (57)
D4
➤
➤
D3
29d
REV INPUT
PRESSURE CONTROL SOLENOID VALVE
➤
➤
16a
LINE
4-3 SEQUENCE VALVE
4TH ➤
13 27c 29
TORQUE SIG
➤
3-4 RELAY
EX OVERRUN CLUTCH FEED
29
3-4 ACCUM FILTERED AFL
31
ACCUM VALVE
CC SIGNAL 3-4 ACCUM OVERRUN CL SERVO FD
3-4 SIGNAL
1-2 SIGNAL
FILTER (50)
PR LO/REVERSE
3-4 ACCUMULATOR
ACCUMULATOR
4TH
22b
30a 27d 22a
➤
➤
ORF EX
44
43a
27b
OVERRUN CLUTCH
TCC SOLENOID (66) N.O.
➤
EX (237)
EX
OFF LINE PRESSURE TAP (39)
EX
➤
➤
➤
43b
32a
➤
➤
➤
EX ➤
➤
PUMP ASSEMBLY (4)
5
27a ➤
➤
➤
(237)
EX
EX
4
➤
(238)
➤
REG APPLY LINE
SERVO FEED 2ND 4TH SIGNAL
30b
➤
➤
➤
11c 6
➤
➤
LINE
➤
OIL COOLER PIPE CONNECTOR (10)
➤
➤
➤
➤
COOLER
➤
10
➤
➤
REG APPLY
➤
11b
FILTER (232)
1
➤
➤
EX
PRESSURE RELIEF VALVE
8
48b
➤
➤
ACTUATOR FEED LIMIT ISOLATOR VALVE
REGULATED APPLY
➤
2
➤
TCC PWM SOLENOID VALVE N.C. 48a
➤
➤
➤
EX
➤
AFL
➤
➤
➤
AIR BLEED (240)
D3 LINE
➤
32
➤
➤
➤
➤
AFL 9
ACTUATOR FEED LIMIT
➤
TORQUE SIGNAL SERVO FEED
➤
➤
LUBE
➤
EX
➤
7
#10
2ND CLUTCH
2ND CLUTCH 3-4 CLUTCH OVERRUN CLUTCH SERVO FEED CC SIGNAL
24
➤
APPLY
OVERRUN FORWARD CLUTCH FEED
GASKET (52)
REAR LUBE
➤
➤
➤
➤
COOLER
REV INPUT LUBE
➤
➤
SPACER PLATE (48)
➤
➤ EX
OVERRUN CLUTCH
➤
➤
➤
➤
➤
➤
➤ ➤
GASKET (47)
➤
#7
➤
#9
LUBE
➤
3RD ACCUM
➤
11
3-4 CLUTCH FORWARD CLUTCH FEED
➤
EX
TWO DIMENSIONAL
TWO DIMENSIONAL
Figure 3
TWO DIMENSIONAL
FOLDOUT ➤ 7
FOLDOUT ➤ 7A
UNDERSTANDING THE GRAPHICS TYPICAL BUSHING AND VALVE
NOTE: NOT ALL VALVES ARE USED WITH A BUSHING
BUSHING SPRING VALVE BORE PLUG
➤
RESTRICTING ORIFICE
➤
VALVE BODY
➤
➤
➤
VALVE BODY
➤
SPACER PLATE
RETAINING PIN
BALL CHECK VALVE
➤
➤
➤ ➤
➤
➤
SPRING ASSIST FLUID
➤
➤
➤
➤
➤ ➤
SIGNAL FLUID
➤
➤
➤
➤
APPLY FLUID
APPLY FLUID SEATS THE BALL CHECK VALVE FORCING FLUID THROUGH AN ORIFICE IN THE SPACER PLATE, WHICH CREATES A SLOWER APPLY.
➤
➤
➤
SPACER PLATE
➤
➤
➤
➤ ➤
SIGNAL FLUID
➤
➤
➤
SPRING APPLY ASSIST FLUID FLUID
➤
➤
➤
➤
➤
BUSHING TO APPLY COMPONENT
➤
➤
➤
BUSHING
BORE PLUG
SPACER PLATE
➤
➤
➤
SPRING VALVE
EXHAUST FROM THE APPLY COMPONENT UNSEATS THE BALL CHECK VALVE, THEREFORE CREATING A QUICK RELEASE.
➤
➤
➤
➤
RETAINING PIN
➤ ➤
➤
➤
➤
EX WITH SIGNAL FLUID PRESSURE EQUAL TO OR LESS THAN SPRING AND SPRING ASSIST FLUID PRESSURE THE VALVE REMAINS IN CLOSED POSITION.
EX WITH SIGNAL FLUID PRESSURE GREATER THAN SPRING AND SPRING ASSIST FLUID PRESSURE THE VALVE MOVES OVER.
➤
Figure 4
FLUID PRESSURES SUCTION CONVERTER & LUBE MAINLINE SOLENOID SIGNAL ACCUMULATOR
➤A
➤
B
A
B
➤ ➤ ➤ ➤
➤
➤
➤
TORQUE SIGNAL
➤
ACTUATOR FEED LIMIT
EXHAUST DIRECTION OF FLOW
WITH EQUAL SURFACE AREAS ON EACH END OF THE VALVE, BUT FLUID PRESSURE "A" BEING GREATER THAN FLUID PRESSURE "B", THE VALVE WILL MOVE TO THE RIGHT.
Figure 5
WITH THE SAME FLUID PRESSURE ACTING ON BOTH SURFACE "A" AND SURFACE "B" THE VALVE WILL MOVE TO THE LEFT. THIS IS DUE TO THE LARGER SURFACE AREA OF "A" THAN "B".
7B
HYDRA-MATIC 4L60-E CASE ASSEMBLY
TURBINE SHAFT
8
REVERSE INPUT CLUTCH
TORQUE CONVERTER ASSEMBLY
INPUT CLUTCH HOUSING
STATOR ROLLER CLUTCH
OVERRUN CLUTCH
PUMP ASSEMBLY
FORWARD CLUTCH
2-4 BAND ASSEMBLY
FORWARD SPRAG CLUTCH ASSEMBLY
INSIDE DETENT LEVER
Figure 6
3-4 CLUTCH
MANUAL SHAFT
INPUT PLANETARY GEARSET
CONTROL VALVE ASSEMBLY
LOW AND REVERSE CLUTCH
LOW AND REVERSE ROLLER CLUTCH ASSEMBLY
PARKING LOCK ACTUATOR ASSEMBLY
REACTION PLANETARY GEARSET
PARKING PAWL
OUTPUT SHAFT
SPEED SENSOR
Figure 7
HYDRA-MATIC 4L60-E CROSS SECTIONAL DRAWING A cross sectional line drawing is typically the standard method for illustrating either an individual mechanical component or a complete transmision assembly. However, unless a person is familiar with all the individual components of the transmission, distinguishing components may be difficult in this type of drawing. For this reason, a three dimensional perspective illustration (shown on page 8) is the primary drawing used throughout this book. The purpose for this type of illustration is to provide a more exacting graphic representation of each component and to show their relationship to other components within the transmission assembly. It is also useful for 8A
understanding the cross sectional line drawing by comparing the same components from the three dimensional perspective illustration. In this regard it becomes an excellent teaching instrument. Additionally, all the illustrations contained in this book use a color scheme that is consistent throughout this book. In other words, regardless of the type of illustration or drawing, all components have an assigned color and that color is used whenever that component is illustrated. This consistency not only helps to provide for easy component identification but it also enhances the graphic and color continuity between sections.
GENERAL DESCRIPTION The Hydra-matic 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 pressurization and control system.
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 four-element torque converter contains a pump, a turbine, a pressure plate splined to the turbine, and a stator assembly. The torque converter acts as a fluid coupling to smoothly transmit power from the engine to the transmission. It also hydraulically provides additional torque multiplication when required. The pressure plate, when applied, provides a mechanical “direct drive” coupling of the engine to the transmission.
The hydraulic system primarily consists of a vane type pump, control valve 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 two planetary gear sets provide the four forward gear ratios and reverse. Changing gear ratios is fully automatic and is accomplished through the use of a Powertrain Control Module (PCM). The PCM receives and monitors various electronic sensor inputs and uses this information to shift the transmission at the optimum time.
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. The gear sets then transfer torque through the output shaft.
EXPLANATION OF GEAR RANGES
P
R
N
D
D
2
1
Figure 8
The transmission can be operated in any one of the seven different positions shown on the shift quadrant (Figure 8). P – Park position 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 reaction 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. Downshifts to a lower gear, or higher gear ratio are available
for safe passing by depressing the accelerator or by manually selecting a lower gear with the shift selector. 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 congested traffic and hilly terrain. It has the same starting ratio (first gear) as Manual Third but prevents the transmission from shifting above second gear. Thus, Manual Second can be used to retain second gear for acceleration and engine braking as desired. Manual Second can be selected at any vehicle speed but will not downshift into second gear until the vehicle speed drops below approximately 100 km/h (62 mph).
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.
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 maximum engine braking when descending steep grades. FOLDOUT ➤ 9
9A
MAJOR MECHANICAL COMPONENTS TORQUE CONVERTER ASSEMBLY (1)
MAIN CASE (103)
PUMP ASSEMBLY (4)
SPLINED TOGETHER
SPLINED TOGETHER
FORWARD SPRAG CLUTCH INNER RACE AND INPUT FORWARD SPRAG SUN GEAR ASSEMBLY ASSEMBLY (642) (640)
SPLINED TOGETHER
INPUT INTERNAL GEAR (664) INPUT CARRIER ASSEMBLY (662)
SPLINED TOGETHER
INPUT HOUSING & SHAFT ASSEMBLY (621)
SPLINED TOGETHER
SPLINED TOGETHER
SPLINED TO OUTPUT SHAFT (687)
REVERSE INPUT CLUTCH HOUSING (605) 2-4 BAND ASSEMBLY (602) FORWARD CLUTCH OUTER RACE (644) OVERRUN CLUTCH HUB (639)
SERVO ASSEMBLY SPLINED TO TORQUE CONVERTER TURBINE
LOCKS TOGETHER WITH REACTION SUN SHELL (670)
MAIN CASE (103)
BAND ANCHOR PIN (41)
MAIN CASE (103)
LOW AND REVERSE CLUTCH SUPPORT ASSEMBLY (679)
LOW AND REVERSE ROLLER CLUTCH RACE (675)
REACTION INTERNAL GEAR (684) LOW AND REVERSE CLUTCH PLATE ASSEMBLY (682) SPLINED TO REACTION CARRIER SHAFT (666)
PARKING BRAKE PAWL (81)
SPLINED TOGETHER
PARKING LOCK ACTUATOR ASSEMBLY (85) REACTION CARRIER ASSEMBLY (681)
LOCKS TOGETHER WITH REVERSE INPUT CLUTCH HOUSING (605)
10
Figure 9
OUTPUT SHAFT (687)
SPLINED TO INPUT CARRIER ASSEMBLY (662)
MANUAL SHAFT (84)
LOW AND REVERSE ROLLER CLUTCH ASSEMBLY (678)
SPEED SENSOR ROTOR (699)
PARKING PAWL RETURN SPRING (80)
REACTION SUN SHELL (670)
REACTION SUN GEAR (673)
REACTION CARRIER SHAFT (666)
INSIDE DETENT LEVER (88)
SPLINED TO REACTION CARRIER ASSEMBLY (681)
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
COLOR LEGEND
RANGE REFERENCE CHART
COLOR LEGEND
MAJOR MECHANICAL COMPONENTS
APPLY 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 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.
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.
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.
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). SHIFT SOLENOID VALVES
Components such as the Stator in the Torque Converter (1), the Reverse Input Clutch Housing (605) and the Reaction Sun Shell (670).
RANGE
GEAR 1-2
PARK
* ON * ON *
REVERSE
Components such as the Reaction Carrier Assembly (681) and the Input Internal Gear (664).
NEUTRAL
Components such as the Overrun Clutch Hub (639) and the Forward Sprag Clutch Inner Race and Input Sun Gear Assembly (640).
2-3
REVERSE INPUT CLUTCH
OVERRUN CLUTCH
FORWARD CLUTCH
FORWARD SPRAG CL. ASSEMBLY
3-4 CLUTCH
LO ROLLER CLUTCH
ON
APPLIED
* ON * ON *
1st
ON
2nd
OFF
ON
3rd
OFF
OFF
4th
ON
OFF
LO/REV. CLUTCH
APPLIED
APPLIED
ON APPLIED
APPLIED
HOLDING
APPLIED
HOLDING
APPLIED
HOLDING
HOLDING
D
All bearings, bushings, gaskets and spacer plates. 3
All seals
*** 1
*** * ** *** 10B
1st
ON
ON
2nd
OFF
ON
3rd
OFF
OFF
1st
2
10A
ON
2-4 BAND
ON
ON
2nd
OFF
ON
1st
ON
ON
2nd
OFF
ON
**
APPLIED
APPLIED
APPLIED APPLIED
APPLIED
APPLIED
APPLIED APPLIED
APPLIED
HOLDING
APPLIED
HOLDING
APPLIED
HOLDING
APPLIED
APPLIED
HOLDING
APPLIED
APPLIED
HOLDING
APPLIED
APPLIED
HOLDING
APPLIED
APPLIED
HOLDING
HOLDING
APPLIED HOLDING
HOLDING
APPLIED
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
TORQUE CONVERTER THRUST BEARING ASSEMBLY (F)
CONVERTER HOUSING COVER ASSEMBLY (A)
THRUST BEARING ASSEMBLY (F)
DAMPER ASSEMBLY (C) PRESSURE PLATE ASSEMBLY (B)
STATOR ASSEMBLY (E) TURBINE ASSEMBLY (D)
CONVERTER PUMP ASSEMBLY (G)
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.
A G
C
CONVERTER HUB STATOR SHAFT (216)
TURBINE SHAFT
B
F
E
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.
12
D
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. Figure 11
TORQUE CONVERTER FLUID FLOW
STATOR ASSEMBLY (E) TURBINE ASSEMBLY (D)
CONVERTER PUMP ASSEMBLY (G)
Figure 12
Stator roller clutch failure •
roller clutch freewheels in both directions can cause poor acceleration at low speed.
•
roller clutch locks up in both directions can cause poor acceleration at high speed.
•
Overheated fluid.
STATOR ASSEMBLY STATOR
STATOR HELD FLUID FLOW REDIRECTED
CONVERTER MULTIPLYING
FLUID FLOW FROM TURBINE
CONVERTER AT COUPLING SPEED STATOR ROTATES FREELY
The stator assembly is located between the pump assembly and turbine assembly, and is mounted on a one-way roller clutch. This oneway 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.
Figure 13
13
TORQUE CONVERTER RELEASE
APPLY
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 travels between the shafts and enters the release side of the pressure plate at the end of the turbine shaft. The pressure plate is forced away from the converter cover and allows the torque converter turbine to rotate at speeds other than engine speed.
When the PCM determines that the vehicle is at the proper speed for the torque converter clutch to apply it sends a signal to the TCC (PWM) solenoid valve. The TCC (PWM) solenoid valve then regulates line fluid from the pump into the regulated apply passage. The regulated apply fluid then feeds the apply fluid passage and applies the torque converter. The apply passage is located between the turbine shaft and the stator shaft. The fluid flows between the shafts, then passes into the torque converter on the apply side of the pressure plate assembly. Release fluid is then routed out of the torque converter between the turbine shaft and the stator shaft.
The release fluid then flows between the friction element on the pressure plate and the converter cover to enter the apply side of the torque converter. The fluid then exits the torque converter through the apply passage, which is located between the torque converter clutch hub and the stator shaft (214), and enters the pump. 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
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 more information on TCC apply and release, see Overdrive Range – Fourth Gear TCC Released and Applied, pages 62–63.
TORQUE CONVERTER ASSEMBLY (1) RELEASE FLUID
TORQUE CONVERTER ASSEMBLY (1)
➤ ➤
APPLY FLUID
➤ ➤
TURBINE SHAFT (502)
TURBINE SHAFT (621)
APPLY FLUID
APPLY FLUID
➤ ➤
➤ ➤
RELEASE FLUID
RELEASE FLUID
PRESSURE PLATE
PRESSURE PLATE
➤ ➤
TCC RELEASE 14
➤ ➤
TCC APPLY Figure 14
APPLY COMPONENTS The Apply Components section is designed to explain the function of the hydraulic and mechanical holding devices 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.
CUTAWAY VIEW
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 Power 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.
MATING OR RELATED COMPONENTS
BRIEF DESCRIPTION
APPLY COMPONENTS CUSHION SPRING (16)
RETAINING RING (29)
RETAINER SPRING RING RETAINER (14) (15)
APPLY COMPONENTS
2-4 BAND ASSEMBLY (602)
➤
LUBE WINDOW
REVERSE INPUT HOUSING (605)
➤
4TH APPLY PISTON (25) INNER SERVO PISTON HOUSING (20) 2ND APPLY PISTON (17)
25
24
23
22
20
17
16
105
15
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.
14
13
Reverse Input Clutch Applied
12
2-4 Band Applied – Second Gear
➤
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 2-4 Band Release and 3-4 Clutch reverse input housing. Accumulation In Third gear, 3rd accumulator fluid is 3rd accumulator fluid is fed by 3-4 clutch routed to the release side of the 2nd apply fluid which is used to apply the 3-4 piston. The surface area on the release clutch. The movement of the 2nd apply 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.
#7 CHECKBALL
piston against 2nd clutch fluid pressure acts as an accumulator to absorb initial 34 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.
#7 CHECKBALL
➤ 2ND 3RD CLUTCH ACCUM
➤
4TH
16
EX
➤ 2ND 3RD CLUTCH ACCUM
➤
EX
THIRD GEAR – 2-4 SERVO RELEASED
609
610
611
SELECTIVE BACKING PLATE (613) RETAINING RING (614)
BELLEVILLE PLATE (611)
FIBER PLATE (612B)
STEEL PLATE (612A)
No reverse/slips in reverse could be caused by: • • • • • 612A
612B
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. 613
614
➤
4TH
FOURTH GEAR – 2-4 SERVO APPLIED
Figure 16
FUNCTIONAL DESACRIPTION
RETAINING RING (610)
➤
➤
4TH
➤
➤
➤
➤
➤ 2ND 3RD CLUTCH ACCUM ➤
EX
SECOND GEAR – 2-4 SERVO APPLIED
SPRING ASSEMBLY (609)
LUBE
INPUT
#7 CHECKBALL
➤
INNER SEAL (608)
PISTON ASSEMBLY (607)
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.
607 ➤
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.
To apply the reverse input clutch, reverse SHAFT 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 STATOR to enter the housing behind the reverse input SHAFT (214) clutch piston (607). Any air in the reverse input fluid circuit will exhaust through the fluid bleed hole to prevent excess cushion REVERSE during the clutch apply. As fluid pressure APPLY increases, the piston compresses the steel, FLUID 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).
➤
28
OUTER SEAL (608)
REVERSE INPUT HOUSING (605)
REVERSE INPUT CLUTCH
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.
BAND ANCHOR PIN (41)
SERVO APPLY PIN (13)
RETURN SPRING (12)
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.
➤
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.
APPLY PIN SPRING (22)
29
Reverse Input Clutch Release
SERVO ASSEMBLY AND 2-4 BAND
➤
2-4 SERVO COVER (28)
CASE (103)
Figure 17
17
DISASSEMBLED VIEW
Figure 15
15
APPLY COMPONENTS CUSHION SPRING (16)
RETAINING RING (29)
RETAINER SPRING RETAINER RING (15) (14)
2-4 BAND ASSEMBLY (602)
CASE (103)
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.
2-4 SERVO COVER (28) APPLY PIN SPRING (22) LUBE WINDOW
4TH APPLY PISTON (25) INNER SERVO PISTON HOUSING (20) 2ND APPLY PISTON (17)
RETURN SPRING (12)
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.
BAND ANCHOR PIN (41)
SERVO APPLY PIN (13) SOME MODELS
29
28
25
24
23
22
20
17
16
105
15
14
13
12
2-4 Band Applied – Second Gear
In Third gear, 3rd accumulator fluid is routed to the release side of the 2nd apply piston. The surface area on the release #7 CHECKBALL
4TH
SECOND GEAR – 2-4 SERVO APPLIED
16
EX
➤ 2ND 3RD CLUTCH ACCUM
➤
➤
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. #7 CHECKBALL
➤
➤
➤
➤
➤ 2ND 3RD CLUTCH ACCUM
2-4 Band Applied – Fourth Gear
#7 CHECKBALL
➤
EX
piston against 2nd clutch fluid pressure acts as an accumulator to absorb initial 34 clutch apply fluid. This action helps cushion the 3-4 clutch apply, as well as release the 2-4 band.
➤
4TH
THIRD GEAR – 2-4 SERVO RELEASED
Figure 16
➤
EX
➤ 2ND 3RD CLUTCH ACCUM
➤
2-4 Band Release and 3-4 Clutch Accumulation
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
➤
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.
➤
4TH
FOURTH GEAR – 2-4 SERVO APPLIED
APPLY COMPONENTS Reverse Input Clutch Release
REVERSE INPUT HOUSING (605)
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.
REVERSE INPUT HOUSING (605)
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).
610
611
SPRING ASSEMBLY (609) RETAINING RING (610)
LUBE
INPUT SHAFT
STATOR SHAFT (214) SELECTIVE BACKING PLATE (613)
REVERSE APPLY FLUID
RETAINING RING (614)
BELLEVILLE PLATE (611)
FIBER PLATE (612B)
STEEL PLATE (612A)
No reverse/slips in reverse could be caused by: • • • • •
609
INNER SEAL (608)
PISTON ASSEMBLY (607)
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.
607
OUTER SEAL (608)
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.
612A
612B
Figure 17
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. 613
614
17
APPLY COMPONENTS 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 INPUT past the unseated checkball. If this fluid did not completely HOUSING exhaust from behind the piston there could be a partial apply, (621) or drag of the overrun clutch plates.
TURBINE SHAFT
OVERRUN CLUTCH
OVERRUN CLUTCH CHECKBALL
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.
APPLIED
633
633
EX
OVERRUN CLUTCH PISTON (632)
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
RELEASED
STEEL CLUTCH PLATE (645A)
FIBER CLUTCH PLATE (645B)
INPUT HOUSING (621)
LUBE PASSAGE
TURBINE SHAFT
SNAP RING (635) OVERRUN CLUTCH APPLY FLUID
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.
SPRING ASSEMBLY (634)
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 633
18
632
634
Overrun piston checkball not sealing or overrun piston seals cut or damaged can cause no overrun braking - manual 3-2-1. 635
645A
Figure 18
645B
APPLY COMPONENTS 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 INPUT HOUSING and past the unseated checkball. If this fluid did not completely exhaust from behind the piston there could be a partial apply, (621) or drag of the forward clutch plates.
TURBINE SHAFT
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 HOUSING CHECKBALL APPLIED RELEASED
627 EX
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 TURBINE SHAFT
627
INPUT HOUSING (621)
SPRING APPLY WAVED SELECTIVE RETAINING ASSEMBLY PLATE PLATE BACKING RING (634) (646) (648) (648) PLATE (650)
FORWARD CLUTCH APPLY FLUID
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 627
628
630
632
634
635
O-RING SEAL (622)
FORWARD CLUTCH HOUSING (628)
FORWARD CLUTCH PISTON (630)
STEEL PLATE (649A)
FIBER PLATE (649B)
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. 646
648
Figure 19
649A
649B
650
651
19
APPLY COMPONENTS backing plate and disconnects the input housing from the forward clutch outer race.
AIR BLEED ORIFICE CUP PLUG (698)
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 INPUT HOUSING the piston there could be a partial apply, or drag of the 3-4 (621) clutch plates.
TURBINE SHAFT
3-4 CLUTCH
3-4 CLUTCH CHECKBALL APPLIED RELEASED
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.
620
620
EX
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.
3-4 CLUTCH PISTON (623)
SPRING ASSEMBLY (634)
BOOST SPRING (600)
RETAINING RING (656)
INPUT HOUSING (621)
3-4 CLUTCH APPLY FLUID
TURBINE SHAFT
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 623
20
625
626
AIR BLEED ORIFICE CUP PLUG (698)
653
654A
Figure 20
3-4 CLUTCH APPLY RING (625)
STEPPED APPLY PLATE (653)
654B
655
STEEL PLATE (654A)
656
FIBER PLATE (654B)
APPLY COMPONENTS Forward Sprag Clutch Released
FORWARD CLUTCH SPRAG ASSEMBLY (638-644)
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.
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. SPRAG CLUTCH HOLDING OUTER RACE DRIVING THE INNER RACE
OUTER RACE (644)
OVERRUN CLUTCH HUB (639)
FORWARD SPRAG ASSEMBLY (642)
OUTER RACE (644)
➤
(B)
➤
➤ ➤
(A)
LD HE
INNER RACE (640)
SPRAG CLUTCH RELEASED INNER RACE ROTATES FASTER THAN OUTER RACE OUTER RACE (644)
FR EE
INNER RACE (640)
INNER RACE AND INPUT SUN GEAR ASSEMBLY (640)
RETAINING RING (638) SPRAG RETAINER (643)
Installing the forward clutch sprag assembly backwards can cause second gear starts.
Forward Sprag Clutch Holding
Overrun Clutch Applied
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).
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.
638
639
643
642
643
Figure 21
644
657
640
659
21
APPLY COMPONENTS Roller Clutch Released
LOW AND REVERSE ROLLER CLUTCH ASSEMBLY (675-679)
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.
Lube passage plugged, damage to inner splines, or inadequate spring tension in the low roller clutch can cause slips in 1st gear.
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.
LOW AND REVERSE CLUTCH SUPPORT (679)
ROLLER CLUTCH ASSEMBLY (678)
ROLLER CLUTCH HOLDING
LOW AND REVERSE CLUTCH SUPPORT (679)
ROLLER CLUTCH RACE (675)
ROLLERS HELD ROLLER CLUTCH RACE (675)
LD HE ROLLER CLUTCH RELEASED
RAMP
LOW AND REVERSE CLUTCH SUPPORT (679)
ROLLERS FREE ROLLER CLUTCH RACE (675)
FREE
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.
RETAINING RING (677)
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. 679
675
22
677
678
Figure 22
677
APPLY COMPONENTS 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.
LOW AND REVERSE CLUTCH ASSEMBLY
LOW AND REVERSE SUPPORT ASSEMBLY (679)
RETAINER RING (676)
FIBER PLATE (682C)
STEEL PLATE (682D)
OUTER SEAL (696)
CENTER SEAL (696) CASE (103)
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 PISTON (695) INNER SEAL (696)
Low and Reverse Clutch Applied
RETAINER RING (693) SPRING ASSEMBLY (694)
SELECTIVE SPACER PLATE (682B)
WAVED PLATE (682A)
PR FLUID
LO/REVERSE FLUID
➤
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.
676
679
682C
APPLIED
RELEASED
DOUBLE ORIFICE RETAINER & BALL ASSEMBLY (42) 682D
Figure 23
682B
682A
693
694
695
23
PLANETARY GEAR SETS
PLANETARY GEAR SETS
REDUCTION - FIRST GEAR
(664) HELD
INPUT CARRIER ASSEMBLY (662) DRIVEN
(662) DRIVEN
INPUT INTERNAL GEAR (664) HELD
REACTION CARRIER SHAFT (666) HELD
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.
INPUT SUN GEAR (640) DRIVING
(640) DRIVING
(681) HELD
REACTION SUN GEAR (673)
(684) DRIVEN
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.
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.
MAIN CASE (103) OUTPUT SHAFT (687)
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
REACTION CARRIER ASSEMBLY (681) HELD
REACTION INTERNAL GEAR (684) DRIVEN
(673)
REDUCTION - SECOND GEAR
(664) DRIVEN
INPUT CARRIER ASSEMBLY (662) DRIVEN
(662) DRIVEN
REACTION CARRIER SHAFT (666) DRIVEN
(681) DRIVEN
REACTION SUN GEAR (673) HELD
(684) DRIVING
(673) HELD
Figure 24
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. 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.
MAIN CASE (103) OUTPUT SHAFT (687)
REACTION CARRIER ASSEMBLY (681) DRIVEN
• 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.
Torque vs. Speed
INPUT SUN GEAR (640) DRIVING
(640) DRIVING
24
INPUT INTERNAL GEAR (664) DRIVEN
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:
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. REACTION INTERNAL GEAR (684) DRIVING
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
PLANETARY GEAR SETS
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.
REDUCTION - THIRD GEAR
(664) DRIVING
(662) DRIVEN
INPUT INTERNAL INPUT GEAR CARRIER (664) ASSEMBLY DRIVING (662) DRIVEN
REACTION CARRIER SHAFT (666)
OUTPUT SHAFT (687)
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).
(640) DRIVING
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.
REACTION INTERNAL GEAR (684) DRIVEN
INPUT SUN GEAR (640) DRIVING
REDUCTION - FOURTH GEAR
(684) DRIVEN
MAIN CASE (103)
(681) DRIVING
REACTION SUN GEAR (673) HELD
(673) HELD
OUTPUT SHAFT (687)
REACTION CARRIER ASSEMBLY (681) DRIVING
REACTION INTERNAL GEAR (684) DRIVEN
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.
REDUCTION - REVERSE
(684) DRIVEN
MAIN CASE (103)
(681) HELD
REACTION SUN GEAR (673) DRIVING
(673) DRIVING
24B
Figure 25
OUTPUT SHAFT (687)
REACTION CARRIER ASSEMBLY (681) HELD
REACTION INTERNAL GEAR (684) DRIVEN
25
HYDRAULIC CONTROL COMPONENTS 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
OIL PUMP ASSEMBLY (4)
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.
3-4 ACCUMULATOR
2-4 SERVO ASSEMBLY
26
CONTROL BODY VALVE ASSEMBLY (60)
Figure 26
1-2 ACCUMULATOR
FORWARD CLUTCH ACCUMULATOR
HYDRAULIC CONTROL COMPONENTS PUMP BODY (200)
SLIDE SPRING (OUTER) (206)
SLIDE SPRING (INNER) (207)
PIVOT PIN PIVOT SPRING PIN (204) (205)
STATOR SHAFT (214) ROTOR ROTOR GUIDE (212) (211)
VANE RING (210)
SLIDE (203) SLIDE SLIDE SEAL SEAL O-RING SEAL (209) RING SEAL SUPPORT (202) (201) (208)
➤ ➤ DECREASE ➤
1
➤
➤ ➤
➤
➤
LINE
LINE ➤
➤
ROTOR (212)
DECREASE
SUCTION
EX FILTER (72)
VANE (213)
BOTTOM PAN (SUMP) (75)
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 ASSEMBLY (4)
➤
VANE RING (210) SLIDE (203)
FILTER (232)
➤
➤
➤
PRESSURE RELIEF VALVE
VANE RING (210)
AIR BLEED (240)
2
EX
PUMP COVER (215)
➤
Pump Related Diagnostic Tips • • • •
Figure 27
Transmission Overheating Loss of drive High or low line pressure Oil out the vent tube
27
HYDRAULIC CONTROL COMPONENTS PRESSURE REGULATION 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 control 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 regulator 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
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.
Pressure Regulator Related Diagnostic Tips A stuck or damaged pressure regulator valve could cause: • • • •
AIR BLEED (240)
2
High or low line pressure Slipping clutches or bands or harsh apply Transmission overheating Low or no cooler/lube flow
EX
EX
2
➤
FILTER (232)
1
➤
➤
➤
➤
PRESSURE RELIEF VALVE
DECREASE
➤ DECREASE ➤
➤
FILTER (232)
1
➤
➤
PRESSURE RELIEF VALVE
AIR BLEED (240)
➤
EX
Maximum Pressure Regulation
➤
EX
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.
➤ ➤
REVERSE INPUT EX
TORQUE SIGNAL
➤
➤
MINIMUM PUMP OUTPUT
➤
PRESSURE CONTROL SOLENOID VALVE ➤
MAXIMUM PUMP OUTPUT
Figure 28
➤
FILTER (50)
TORQUE SIGNAL
➤
EX
TORQUE SIG
AFL ➤
TORQUE SIGNAL
REVERSE INPUT
➤
➤
EX
➤
PRESSURE CONTROL SOLENOID VALVE
EX
BOOST VALVE
CONV FD LINE ➤
FILTER (50)
PUMP ASSEMBLY (4)
SUCTION
➤
TORQUE SIG
➤
EX
➤ ➤
BOOST VALVE
REVERSE INPUT
➤
TORQUE SIGNAL
PRESS REG
➤
PRESS REG
➤
CONV FD LINE REVERSE INPUT
EX
➤
SUCTION
EX
➤
EX
AFL ➤
28
➤ ➤ ➤
➤
➤
➤ ➤
➤ ➤
PUMP ASSEMBLY (4)
LINE
➤
➤
➤
➤
➤
➤
➤
LINE
➤
HYDRAULIC CONTROL COMPONENTS VALVES LOCATED IN THE OIL PUMP ASSEMBLY Pressure Regulator Valve (216)
Pressure Relief Ball (228)
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.
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. • A pressure relief ball not seated or damaged could cause high or low oil pressure.
• A stuck pressure regulator valve could cause high or low oil pressure.
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.
Boost Valve (219)
APPLY OVERRUN CLUTCH FORWARD CLUTCH FEED
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.
EX
EX
2
➤
RELEASE
➤
APPLY OVERRUN CLUTCH FORWARD CLUTCH FEED
➤
➤
PRESS REG
EX
BOOST VALVE
CONV FD LINE ➤
➤
REVERSE INPUT
SUCTION ➤
CONV FD ➤
217
➤
➤
EX
➤
CONVERTER CLUTCH VALVE
(237)
➤
PUMP ASSEMBLY (4)
➤
➤
➤
218 EX
219 EX (237) TORQUE SIG
REV INPUT
220
TCC SOLENOID (66) N.O.
SUCTION
EX
222
OVERRUN CLUTCH FORWARD CLUTCH FEED
EX EX
LINE REVERSE INPUT
REGULATED APPLY
➤
➤
4
223
216
➤
➤
(238)
FILTER (232)
1
➤
➤
224
➤
LINE
➤
COOLER
➤
➤
225
PRESSURE RELIEF VALVE
➤
EX
➤
226
➤ DECREASE ➤
228
232
➤
RELEASE
AIR BLEED (240)
➤
229
231
➤
227
• No TCC apply could be caused by internal damage to the TCC solenoid.
221
Retainer and Checkball Assemblies (237)
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.
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.
Figure 29
29
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. • A stuck 3-2 control valve could cause no 3-4 shift, slips or rough 3-4 shift. 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. • High or low oil pressure could be caused by a scored or damaged manual valve. 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
30
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. • 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. 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. • A regulated apply valve stuck or assembled incorrectly could cause no TCC apply. 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). • A stuck 4-3 sequence valve could cause no overrun braking manual 3-2-1. 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. • A stuck accumulator valve could cause no 3-4 shift, slips or rough 3-4 shift. 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
HYDRAULIC CONTROL COMPONENTS VALVES LOCATED IN THE CONTROL VALVE BODY Forward Abuse Valve (357)
exhausting of various fluids to obtain the appropriate gear range as determined by the PCM or gear selector lever.
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.
• A stuck 2-3 shift valve could cause no reverse or slips in reverse. 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.
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. • A stuck lo overrun valve could cause no reverse or slips in reverse.
1-2 Shift Valve (366)
Forward Clutch Accumulator
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 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.
EX
EX
EX
ISOLATOR VALVE
EX
ACTUATOR FEED LIMIT
TORQUE SIGNAL D4 ACCUMULATOR
2-3 SHIFT SOLENOID VALVE N.O.
D4-3-2
EX
EX
EX
1-2 SIGNAL AFL
ORIFICED EX
REVERSE INPUT
3-4 CLUTCH
1-2 SIGNAL 1-2 SHIFT SOLENOID VALVE N.O.
1-2 SHIFT VALVE
D4-3-2
EX
O’ EX
REVERSE
EX
EX
3-4 CLUTCH
EX
LO
LO/1ST D4
EX
REV ABUSE
1-2 SIGNAL D4-3-2 LO LO/1ST D4
D4-3-2
4TH SIGNAL 3-4 SIGNAL 1-2 SIGNAL 2ND 3-2 DOWNSHIFT
2ND
2ND ORIFICED EX EX ACTUATOR FEED LIMIT
EX
3-2 CONTROL SOLENOID VALVE N.C.
ACTUATOR FEED LIMIT 3-2 CONTROL
EX
EX
PR LO/REV
D4
FWD CL FD
R N D 3 2 1
LO/1ST
LO/REVERSE LO/1ST LO/REV PR FWD CL FD
MANUAL VALVE
LO
D2
EX
D3
PR
D4
REVERSE
LINE
REVERSE INPUT
3RD ACCUM
EX
EX
P
REVERSE
LO OVERRUN
FORWARD ABUSE
3RD ACCUMULATOR ACTUATOR FEED LIMIT
AFL ACTUATOR FEED LIMIT
EX
2ND CLUTCH 3-4 CLUTCH 3-4 CLUTCH 3-2 SIGNAL
D2
3-4 SIGNAL
3-4 SHIFT VALVE
4TH SIGNAL 3-4 SIGNAL 1-2 SIGNAL 2ND
EX
1-2 SIGNAL
D2 D4-3-2 ACTUATOR FEED LIMIT 2-3 SIGNAL
2-3 SHUTTLE
EX
3-4 SIGNAL D3
2ND
2-3 SHIFT VALVE
4TH
1-2 SIGNAL D3
3-4 ACC SERVO FD 2ND
EX
D3
4-3 SEQUENCE VALVE
EX OVERRUN CLUTCH FEED
OVERRUN
3-4 RELAY
EX OVERRUN CLUTCH FEED 4TH
ACCUM VALVE
CC SIGNAL 3-4 ACCUM OVERRUN CL SERVO FD
SERVO FEED 2ND
EX
LINE
EX
EX
REG APPLY
REG APPLY LINE CC SIGNAL SERVO FEED 2ND 4TH SIGNAL
EX
REGULATED APPLY
PRESSURE CONTROL SOLENOID VALVE
D3
TCC PWM SOLENOID VALVE N.C.
FILTERED AFL
OVERRUN CL 3-4 ACCUM SERVO FD OVERRUN D3 3-4 ACC SERVO FD
AFL
LINE
AFL
CC SIGNAL AFL
• A sticking 1-2 shift valve could cause no upshift in 1st gear.
FORWARD CLUTCH ACCUMULATOR FWD CL FEED
Figure 30
31
HYDRAULIC CONTROL COMPONENTS ACCUMULATORS
353
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.
354
355 356 363
R N D 3 2 1 EX
EX
P
➤
➤
FORWARD CLUTCH ACCUMULATOR
D4
FWD CL FEED
➤
➤ ➤
#12
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.
➤
➤
EX
➤
LO
D2
FORWARD CLUTCH ACCUMULATOR D3
PR
D4
REVERSE
LINE
EX
MANUAL ➤ VALVE
Slips in 1st gear could be caused by:
➤
22
➤
➤
FWD CL FEED
EXAMPLE: FORWARD CLUTCH ACCUMULATION
• • • •
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.
1-2 and 3-4 ACCUMULATOR ASSEMBLIES Accumulator Valve Function
EX
3-4 ACCUM
19
➤
➤
➤
➤ ➤
➤
➤
#1
ORF ACC
➤
➤
55
3-4 ACCUMULATOR
ACCUM
56
ORIFICED ACCUM ➤
➤
18
➤
➤
➤
➤
54 ➤
ACCUMULATOR
2ND CLUTCH
1-2 ACCUMULATOR
TORQUE SIGNAL
104
1-2 ACCUMULATOR ASSEMBLY
➤
➤
D4
➤
➤
ACCUMULATOR
➤
57
➤
EX
➤
➤
EXAMPLE: 1-2 UPSHIFT
➤
ACCUMULATOR
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. A stuck 1-2 accumulator piston could cause slipping or a rough 1-2 shift.
ACCUM VALVE
32
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.
➤
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 Figure 31
HYDRAULIC CONTROL COMPONENTS 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.
3-4 ACCUMULATOR EX
3-4 ACCUM
➤
➤
ORF ACC
➤
#1 ➤
ACCUM
➤
➤ ORIFICED
➤
➤
43
19
➤
ACCUM
➤
➤
18
➤
➤
➤
45
➤
2ND CLUTCH
ACCUMULATOR
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.
➤
➤
44
Downshift Control
1-2 ACCUMULATOR
D4
ACCUMULATOR
➤
➤
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 ASSEMBLY
➤
TORQUE SIGNAL
46
ACCUM VALVE EX
➤
➤
ACCUMULATOR
➤
➤
EXAMPLE: 3-4 UPSHIFT
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.
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.
#7 CHECKBALL
➤
➤
2-3 UPSHIFT ACCUMULATION
• • •
2ND CLUTCH
➤ ➤
➤ EXHAUST
➤
➤
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.
➤
➤
•
➤
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.
3RD ACCUM
4TH CLUTCH
2-4 SERVO ASSEMBLY
Figure 32
33
HYDRAULIC CONTROL COMPONENTS BALL CHECK VALVE LOCATION AND FUNCTION #1 3-4 ACCUMULATOR
#8 1-2 UPSHIFT
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.
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.
#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.
#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.
#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.
#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.
#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.
#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.
#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.
34
• 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.
HYDRAULIC CONTROL COMPONENTS BALL CHECK VALVE LOCATION AND FUNCTION
ACCUM
21a
20e 21
18
21
3-4 CLUTCH
➤
20d
➤
#1
CASE (103) (Control Valve Body Side)
ORIFICED ACCUMULATOR
➤
#10
#2 28
29f
➤
12 29g 28
➤
REVERSE INPUT
➤
15c
15b
➤ ➤ 17
16
16
#3
3RD ACCUMULATOR
➤
#1 #7
➤
3-4 SIGNAL
REV INPUT
#4 29
27b
➤
CONTROL VALVE BODY (60) (Case Side)
#6
#5
#8
20
36
36
39
#6 35e
➤ 35c
➤
35b
SERVO BORE
35d ➤
➤
#5
3-4 CLUTCH
➤
13 27c 29
➤
➤
OVERRUN CLUTCH FEED ORIFICED D2 #4
EX
OVERRUN
#3
➤
3RD ACCUM
#7
#2
➤
#12
INPUT HOUSING (621)
#9
D4
➤
Figure 33
PR
➤ 17a
#12
18
22
➤ 18
➤
➤
#10
CASE BOTTOM
➤
➤
➤
➤
➤
17b
TURBINE SHAFT
TCC RELEASE
#9
➤
2ND CLUTCH
2ND CL
FORWARD CL FEED
16
25
25
➤
24m
➤
#8
24k
2ND
3RD ACCUMULATOR
FWD CL FEED 35
ELECTRICAL COMPONENTS 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 4
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. DLC
5
PCM
➤
➤ ➤
➤
11
• the 3-2 control solenoid is OFF, providing a faster 3-2 downshift • both shift solenoids are OFF
➤
➤ ➤
➤
➤
➤
➤
➤
➤
➤ L
D3
➤ ➤
R D2
➤ ➤
➤
➤
➤
6
9
B
F
E
A
3
INPUTS INFORMATION SENSORS 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11.
36
VEHICLE SPEED SENSOR (VSS) TRANMISSION FLUID TEMPERATURE (TFT) SENSOR TFP MANUAL VALVE POSITION SWITCH THROTTLE POSITION (TP) SENSOR ENGINE SPEED SENSOR ENGINE COOLANT TEMPERATURE (ECT) SENSOR TCC BRAKE SWITCH 4 WHEEL DRIVE LOW SWITCH AIR CONDITIONING REQUEST CRUISE CONTROL INFORMATION MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR
2
D
C
1
10
8
7
OUTPUTS ELECTRONIC CONTROLLERS
POWERTRAIN CONTROL MODULE (PCM) DIAGNOSTIC LINK CONNECTOR (DLC)
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
Figure 34
ELECTRICAL COMPONENTS FIVE PIN CONNECTOR
D4 INDICATOR SWITCH
D2 INDICATOR SWITCH
TRANSMISSION FLUID PRESSURE MANUAL VALVE POSITION SWITCH ASSEMBLY (69) D2
D4
R P
L
N R
D3
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
LO INDICATOR SWITCH
TEMPERATURE SENSOR
Body
Fluid
Body
O-Ring
REVERSE INDICATOR SWITCH
Fluid
Contact
O-Ring Diaphragm
➤
Diaphragm
➤
Contact
D3 INDICATOR SWITCH
+
+
– Contact Element
–
Ground
Contact
NORMALLY OPEN
NORMALLY CLOSED
FLUID*
RANGE INDICATOR
Ground
Contact
Contact Element
REV D4
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)
CIRCUIT+
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
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.
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.
*: 1 = Pressurized 0 = Exhausted
P
R N D 3 2 1 EX
+: 1 = Grounded (Resistance 50k ohms, 12 volts)
➤
➤
(N/O)
➤
D2 (N/C)
TFP SWITCH ASSEMBLY ➤
GROUND
Figure 35
LO-N.O. REV-N.O. D2-N.C.
D3-N.C.
LO
LO
D2
D3
TEMP SENSOR
LO
D4
(N/C)
D2
D3
➤
(N/O)
D3 REVERSE INPUT
D4
➤
(N/O)
D3
➤
LO
➤
REV
➤
LINE D4
D4
PR
P
➤
R
➤
N
➤
REVERSE
SWITCH LOGIC MANUAL THIRD (3) (Engine Running)
LINE
EX
MANUAL VALVE ➤
➤
D4 D2
D4-N.O.
37
ELECTRICAL COMPONENTS VEHICLE SPEED SENSOR (VSS) ROTOR (713)
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.
SPEED SENSOR (10) O-RING
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).
MAGNETIC PICKUP ELECTRICAL CONNECTOR
OUTPUT VOLTS
VEHICLE SPEED SENSOR
5.0
Note: On four wheel drive (4WD) applications the VSS is located on the transfer case.
HIGH SPEED
LOW SPEED
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.
TIME
➤
FIGURE A: CONDITIONED SIGNAL
TRANSMISSION FLUID TEMPERATURE (TFT) SENSOR CONNECTOR
RESISTOR
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.
TRANSMISSION FLUID PRESSURE MANUAL VALVE POSITION SWITCH ASSEMBLY (69)
TEMPERATURE SENSOR
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.
Sensor Resistance (K ohms)
SENSOR RESISTANCE VS. TEMPERATURE 110 100 90 80 70 60 50 40 30 20 10 0 -50
-30
-10
10
30
50
70
Temperature C
38
90
110
130
150
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.
Figure 36
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.
CONVERTER FEED FLUID
+
➤ ➤ ➤
• • • • • •
MOUNTING FLANGE
➤
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:
EXHAUST
STEEL PLUNGER VALVE
➤
• 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).
➤
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:
➤
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.
STEEL BAR WRAPPED WITH COPPER COIL
–
TORQUE CONVERTER CLUTCH SOLENOID (NORMALLY OPEN)
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 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
Figure 37
• • • •
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
39
ELECTRICAL COMPONENTS SPRING METERING O-RING BALL
➤ ➤
➤
➤
➤
➤
➤
➤
➤
COIL ASSEMBLY
FRAME
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:
➤
PLUNGER CONNECTOR
SIGNAL FLUID
EXHAUST
GEAR Park, Reverse, Neutral First Second Third Fourth
1-2 SOLENOID ON ON OFF OFF ON
2-3 SOLENOID ON ON ON OFF 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 VALVE (OFF)
➤
29
AFL
D4-3-2 1-2 SIGNAL
➤
➤
➤
EX
LO
➤
3-4 SHIFT VALVE
➤
D3
LO/1ST
26
25
D4
EX
ORIFICED EX
1-2 SIGNAL
1-2 SHIFT SOLENOID VALVE N.O.
➤
D4-3-2
➤
4TH SIGNAL 3-4 SIGNAL
ACTUATOR FEED LIMIT
ON
EX
D4-3-2
EX
EX
3-4 SIGNAL
2-3 SHIFT SOLENOID VALVE N.O. EX
D2
2-3 SHUTTLE
EX
2-3 SHIFT VALVE
2-3 SIGNAL ➤
28
D3
➤ ➤
3-4 ACCUM SERVO FEED 2ND
AFL
➤
AFL
FILTER (49)
➤
➤
OVERRUN
➤
➤
➤
➤
AFL
1-2 SHIFT VALVE
EX
O’ EX
ON
2ND
EXAMPLE A: PARK/REVERSE/NEUTRAL/FIRST GEAR
➤
2-3 SIGNAL
➤
➤
OFF
EX
EX
D4-3-2
EX
➤
EX
D4-3-2
➤
➤
3-4 SIGNAL
➤
➤
EX
2-3 SHUTTLE
2-3 SHIFT SOLENOID VALVE N.O.
➤
➤
1-2 SIGNAL
D3
➤
EX
LO
3-4 SHIFT VALVE
LO/1ST 25
D4-3-2
EX
➤ D4
➤
➤
ORIFICED EX
➤
➤
EX
➤
1-2 SHIFT SOLENOID VALVE N.O.
➤
2ND
EXAMPLE B: THIRD GEAR
40
➤
➤
O’ EX
1-2 SHIFT VALVE ➤
1-2 SIGNAL
➤
3-4 SIGNAL
➤
➤
26
➤
4TH SIGNAL
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
ACTUATOR FEED LIMIT
D2
AFL
➤
2-3 SHIFT VALVE
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.
➤
29
28
➤
D3
➤
➤
➤ 3-4
ACCUM SERVO FEED ➤ 2ND
AFL
➤
AFL
FILTER (49)
➤
➤
OVERRUN
➤
➤
➤
➤
AFL
Shift Solenoid Energized (ON)
OFF
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
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 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.
➤
➤
➤
➤
➤
➤ ➤➤
➤
SPRING
➤➤ ➤ ➤
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.
EXHAUST METERING O-RING O-RING BALL FLUID FLUID SCREEN SCREEN
➤
HOUSING
Solenoid De-energized
COIL ASSEMBLY PLUNGER
PRESSURE SUPPLY (AFL)
PRESSURE CONTROL (3-2 SIGNAL)
CONNECTOR
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.
3-2 CONTROL SOLENOID VALVE
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. 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: • • • • • • • •
Figure 39
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
41
ELECTRICAL COMPONENTS EXHAUST VARIABLE ARMATURE SPRING FRAME BLEED ORIFICE
➤
➤
➤
➤
➤ ➤
➤
➤
➤
➤ ➤
➤
➤
Duty Cycle, Frequency and Current Flow
SPOOL VALVE SPRING
SPOOL VALVE SPOOL VALVE SLEEVE
FLUID SCREENS
PUSH ROD
DAMPER SPRING
COIL ASSEMBLY
PRESSURE CONTROL SOLENOID VALVE ➤
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.
➤
➤
➤
➤
➤
➤
➤
➤
➤ ➤
➤ ➤
➤
➤
➤
ACTUATOR TORQUE SIGNAL FEED FLUID LIMIT FLUID
➤
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.
➤
Pressure Control Solenoid Valve
➤
12
➤
40%➤
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.
60%
➤
VOLTS
(ON)
TIME ➤
➤
➤
0
1 CYCLE = 1/292.5 SECOND
PRESSURE CONTROL SOLENOID VALVE POSITIVE DUTY CYCLE
Approximate Duty Cycle
Current
Line Pressure
+ 5%
0.1 Amps
Maximum
+40%
1.1 Amps
Minimum
100
CONTROL PRESSURE (PSI)
90
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.
80 70 60 50 40 30 20 10 0 0.0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1.0
1.1
INPUT CURRENT (AMP)
PRESSURE CONTROL SOLENOID VALVE CURRENT FLOW
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:
Transmission adapts must be reset whenever the transmission is overhauled or replaced (see appropriate service manual).
42
Figure 40
• Disable the PC solenoid valve. • Freeze shift adapts. • DTC P0748 stores in PCM history.
ELECTRICAL COMPONENTS FRAME
EXHAUST SEAT EXHAUST INTERNAL O-RING
Torque Converter Clutch Pulse Width Modulated (TCC PWM) Solenoid Valve
DIAPHRAGM
O-RING
The TCC PWM solenoid valve is a normally closed, pulse width modulated (PWM) solenoid used to control the apply and release of the converter clutch. The PCM operates the solenoid with a negative duty cycle at a fixed frequency of 32 Hz to 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.
➤
➤
➤ ➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
ARMATURE
➤
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.
ACTUATOR CC FEED LIMIT SIGNAL FLUID FLUID
METERING BALL CONNECTOR
S
75
TIME ➤
TCC (ECCC) APPLY AND RELEASE
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
➤ 8
➤
➤
➤
➤
➤
CONV FD
REG APPLY REG APPLY LINE
CC SIGNAL
➤
D3
➤
ISOLATOR VALVE
REGULATED APPLY
➤
4
EX
➤
➤
➤
➤ ➤
CONVERTER CLUTCH VALVE
➤ ➤
REGULATED APPLY
➤ ➤ ➤
➤
➤
➤
➤
➤
➤
➤
APPLY
➤
RELEASE
➤
➤
➤
➤
➤
➤
TCC PWM SOLENOID VALVE N.C.
➤
➤
➤
➤
➤
➤
➤
AFL ➤
➤
➤
➤
COOLER
9
➤
➤
➤
➤
➤
EX
CC SIGNAL
REGULATED APPLY ➤
➤
➤
➤
➤ ➤
➤
➤
➤
EX
APPLY RELEASE
➤
TORQUE CONVERTER ASSEMBLY
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).
➤
➤ ➤
REVERSE INPUT ➤
LO-N.O. ➤
• • • • • •
➤
F
RELEASE ➤
B
➤
A
0
APPLY
ECCC APPLY FLUID PRESSURE
C
25
E
➤
D 50
➤
100%
➤
PERCENT DUTY CYCLE
➤
TCC PWM SOLENOID VALVE
➤
COIL INLET ASSEMBLY SEAT
➤
EX TCC SOLENOID (66) N.O.
ON
Figure 41
TFP SWITCH ASSEMBLY
REV-N.O. D2-N.C.
➤
LO
D3-N.C.
TEMP SENSOR
➤
D4 D2
D4-N.O.
43
ELECTRICAL COMPONENTS ELECTRICAL COMPONENTS EXTERNAL TO THE TRANSMISSION THROTTLE POSITION (TP) SENSOR
AIR CONDITIONING (A/C) SWITCH SIGNAL
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:
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.
• 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.
44
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.
POWER FLOW 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, 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 text and a detailed explanation 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.
The full size, left hand pages throughout this section contain drawings of the mechanical components used in a specific range and gear. Facing 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.
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 valve is unclear, refer to the previous sections of this book for individual component descriptions.
RK g) PA nnin Ru e gin
(En
) k (P Par the he oil er finrom ting: v or le re ow lect essu e foll e se e pr o th ): Regh th lin d t 18 ) Witsition, irecte Valve(2ressure d po p is lator (line psion u t pum Reg tpu mis
2 POWERFLOW TERMINATED
LOW AND REVERSE CLUTCH APPLIED
NO POWER TRANSMITTED TO OUTPUT SHAFT (687)
re ou ns p ssu mp tra pum Pretes pu to the hen emand ulaordingents. Wthe dfrom accuirem ceeds, fluidr req ut ex ssure ulato outpne preure reg of lipress the
LOW AND REVERSE CLUTCH ASSEMBLY
#9
➤
1 POWER FROM TORQUE CONVERTER (1)
PARK (Engine Running) TORQUE CONVERTER ASSEMBLY
➤
➤
APPLY
➤
#10
➤
COOLER
➤
➤
➤
RELEASE
(Engine Running)
➤
PARK
LO/REV
➤
PR ➤
➤
➤
LUBE
1c
COOLER
➤
➤
➤ PR
➤
➤
LINE
➤
➤
➤
➤
EX
➤
REVERSE
D4
D2 LO
➤
➤
➤
FILTER (49)
➤
EX
D4
1-2 SHIFT SOLENOID VALVE N.O.
➤
➤
EX
ON
EX
➤
AFL
➤
D2
2ND
EX
EX
3-4 SIGNAL
2-3 SHUTTLE EX
D3
29
28
3-4 ACC SERVO FD
EX ➤
EX
AFL (To 3-2 Control Solenoid)
➤
2-3 SHIFT VALVE EX
➤
AFL
OVERRUN 3-4 SHIFT VALVE
EX 4TH SIG 3-4 SIG
➤
1-2 SIGNAL
➤ ➤
D3
➤
➤
PRESSURE CONTROL SOLENOID VALVE
D4-3-2 ➤
➤
TORQUE SIGNAL
TORQUE SIG
➤
FILTER (50) ➤
➤
➤
➤
➤
EX
LO
AFL
➤
➤
➤
26
1-2 SHIFT VALVE
➤
➤
➤
25
➤
LINE
1-2 SIGNAL
2ND
AFL
EX EX
AFL
➤
➤
2-3 SIGNAL
2-3 SHIFT SOLENOID VALVE N.O.
ON
EX
➤
➤
AFL
➤
➤
Figure 46
Figure 42
23
LO/1ST
27
AFL
ACTUATOR FEED LIMIT
Figure 45
➤
LO OVERRUN
➤
32
UIT
➤
EX
➤
1b
➤
9
➤
➤
DR PA AUL GE IC 74 CIR C
➤
PR LO/REVERSE
➤
➤
➤
➤
HY
D3
RELEASE
COOLER
➤
PR
CONVERTER CLUTCH VALVE
APPLY
REGULATED APPLY
PRESS REG BOOST VALVE
LINE
REVERSE INPUT
PR
➤
TORQUE SIGNAL
➤
➤
➤
➤
➤
➤
CONV FD
➤
➤
DECREASE
➤
EX
D3-N.C.
REV INPUT
OFF
CC SIGNAL
➤
TE
D3
➤ ➤
SUCTION
➤
➤
LO-N.O.
➤
➤
LINE
➤
48 B
LE
2
TEMP SENSOR
REV-N.O.
➤
➤
MP
LO
D2-N.C.
ISOLATOR VALVE
3 ➤
PARKING LOCK ACTUATOR ASSEMBLY (85)
CO
D4 D4-N.O.
➤
➤
D4 TFP SWITCH ASSEMBLY ➤
➤
➤
1a
➤
➤
FWD CL FEED D2
➤
TCC SOLENOID N.O.
REG APPLY
PARKING BRAKE PAWL (81) ENGAGED
EX
➤
➤
➤
➤
➤
PR
➤
➤
➤
EX
10
LINE
8
➤
48
➤
4
➤
EX
➤
BOTTOM PAN (SUMP)
➤
INSIDE DETENT LEVER (88)
➤
➤
FILTER
➤
EX
EX
D3
➤
EX
PR
REGULATED APPLY
PARKING PAWL RETURN SPRING (80) MANUAL SHAFT (84)
EX
➤
➤
SPEED SENSOR ROTOR (699)
➤
REACTION INTERNAL GEAR (684) HELD
➤
➤
➤
OIL PUMP ROTOR (212)
R N D 3 2 1
FORWARD CLUTCH ACCUMULATOR
MANUAL VALVE
➤
FILTER (232)
➤
PUMP ASSEMBLY
OUTPUT SHAFT (687) HELD
P
➤
➤
➤
PUMP ASSEMBLY (4)
2
LINE
➤
AIR BLEED
MAIN CASE (103)
➤
TORQUE CONVERTER ASSEMBLY (1)
COOLER
EX EX
LINE PRESSURE TAP
➤
LINE
LO/REVERSE
➤
➤
➤
➤
PRESSURE RELIEF VALVE
INPUT HOUSING & SHAFT ASSEMBLY (621)
➤
1
LINE
➤
➤
AIR BLEED
49
45
MECHANICAL POWERFLOW FROM THE TORQUE CONVERTER TO THE TURBINE SHAFT
MECHANICAL POWERFLOW FROM THE TORQUE CONVERTER TO THE TURBINE SHAFT
(Engine Running)
(Engine Running) 2 POWER TO DRIVE OIL PUMP
1 POWER FROM THE ENGINE
2a OIL PUMP ROTOR (205) DRIVEN
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. When the engine is running, the torque converter cover (pump) is forced to rotate at engine speed. As the torque converter rotates it multiplies engine torque and transmits it to the 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.
3 FLUID COUPLING DRIVES THE TURBINE 4 TURBINE SHAFT DRIVEN
TORQUE CONVERTER ASSEMBLY (1)
NOTE: To minimize the amount of repetitive text, 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.
SPLINED TO TORQUE CONVERTER STATOR ASSEMBLY
SPLINED TO TORQUE CONVERTER TURBINE ASSEMBLY
TURBINE SHAFT (621)
KEYED TO OIL PUMP ROTOR (212)
46
Figure 43
OIL PUMP ASSEMBLY (4)
46A
3 TORQUE
1 PRESSURE
CONVERTER
REGULATION ➤
➤
TORQUE CONVERTER ASSEMBLY
LO-N.O.
➤ D3-N.C.
RELEASE
➤
➤ ➤
➤
➤
AIR BLEED
3f
1
➤
➤
EX ➤
➤
BOOST VALVE
TORQUE SIGNAL
LINE FILTER
EX
➤
➤
➤
REVERSE INPUT
EX
➤
SUCTION
D4
➤
➤
➤
➤
EX
➤
➤
➤
➤
CC SIGNAL
AFL
➤ ➤
➤
➤
ACTUATOR FEED LIMIT
➤
➤
LINE
➤
CONVERTER FEED
➤
➤
EX
BOTTOM PAN (SUMP)
TCC SOLENOID N.O.
➤
LINE
10
➤
9
➤
OFF
➤
REG APPLY
➤
➤
➤
EX
➤
➤
ISOLATOR VALVE
➤
REGULATED APPLY
➤ 8
➤
➤
2c 2nd & 4th Servo:
LINE
➤
➤
➤
➤
3b TCC PWM Solenoid Valve:
➤
2c
➤
➤
ACCUM ➤
FILTER (50) ➤
#7
➤ ➤
➤
➤
➤
➤
TORQUE SIGNAL ACCUM
➤
ACTUATOR FEED LIMIT
18
ORIFICED ACCUM
1c
PRESSURE CONTROL SOLENOID VALVE
ACTUATOR FEED LIMIT
EX EX
➤
➤
3-4 ACCUMULATOR EX 19 3-4 ACCUM
➤
➤
➤
3RD ACCUMULATOR
➤
32
#1
➤
2ND CLUTCH
4TH
➤ EX
2ND & 4TH SERVO
➤
➤
➤
LINE
➤
➤
➤
ACCUMULATOR
AFL
➤
➤
➤
3e Converter Clutch Valve:
➤
➤
➤
3RD ACCUM
EX
➤
AFL
➤
11
EX
➤
➤
30
EX
Converter feed fluid is supplied to the TCC solenoid valve in preparation for torque converter clutch apply.
EX
➤
EX
ACCUM VALVE
3d TCC Solenoid Valve:
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.
31
2a
➤
TORQUE SIG
D4
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.
3f Torque Converter:
➤
➤
3c Regulated Apply 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.
➤
TORQUE SIGNAL
➤
2 SHIFT ACCUMULATION
➤
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.
CONVERTER FEED
PRESS REG
➤
➤
APPLY
CONVERTER CLUTCH VALVE
DECREASE
RELEASE
COOLER
CONV FD ➤
1a
➤
➤
CC SIGNAL
➤
PUMP ASSEMBLY
➤
3d
EX
➤
EX
➤
3e
➤
3c
➤
➤
➤
4
➤
LINE
EX
➤
➤
2b 1-2 and 3-4 Accumulator Assemblies:
REG APPLY
➤
➤
➤
TCC PWM SOLENOID VALVE N.C.
➤
➤ ➤
➤
➤
➤
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.
➤
FILTER (232)
➤
AFL
➤
➤
3b
LINE
➤
EX
2
➤
AIR BLEED
➤
3a
➤
EX
2a Accumulator Valve:
LINE (to Manual Valve)
➤
PRESSURE RELIEF VALVE
➤
Controlled by the PCM, the PC solenoid valve regulates filtered actuator feed limit fluid pressure into the torque signal fluid circuit.
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.
REVERSE INPUT
APPLY
➤
1c Pressure Control (PC) Solenoid Valve:
3a Pressure Regulator Valve:
➤
#9
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.
3 TORQUE CONVERTER (RELEASED POSITION ONLY)
TEMP SENSOR
REV-N.O. ➤
1b Actuator Feed Limit (AFL) Valve:
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.
LO
D4
➤
D2-N.C.
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.
Accumulator fluid is routed to each of the accumulator assemblies in preparation for upshifts and downshifts.
D4
➤
D4-N.O.
1a Pressure Regulator Valve:
2 SHIFT ACCUMULATION
D3
D2
TFP SWITCH ASSEMBLY
1 PRESSURE REGULATION
D4 (from Manual Valve)
➤
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 valve.
➤
(Engine Running)
COMMON HYDRAULIC FUNCTIONS FOR ALL RANGES ➤
HYDRAULIC POWERFLOW – COMMON FUNCTIONS FOR ALL RANGES
1b
2b 2ND CLUTCH
1-2 ACCUMULATOR
46B
Figure 44
47
PARK
PARK
(Engine Running)
(Engine Running) 1 POWER FROM TORQUE CONVERTER (1)
2 POWERFLOW TERMINATED
LOW AND REVERSE CLUTCH APPLIED
NO POWER TRANSMITTED TO OUTPUT SHAFT (687)
1-2 SHIFT SOLENOID VALVE
2-3 SHIFT SOLENOID VALVE
ON
ON
2-4 BAND
REVERSE INPUT CLUTCH
OVERRUN CLUTCH
FORWARD CLUTCH
FORWARD SPRAG CL. ASSEMBLY
3-4 CLUTCH
LO-ROLLER CLUTCH
LO/REV CLUTCH APPLIED
• 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
INPUT HOUSING & SHAFT ASSEMBLY (621) TORQUE CONVERTER ASSEMBLY (1)
MAIN CASE (103)
PUMP ASSEMBLY (4)
OIL PUMP ROTOR (212)
REACTION INTERNAL GEAR (684) HELD
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.
OUTPUT SHAFT (687) HELD
SPEED SENSOR ROTOR (699)
PARKING PAWL RETURN SPRING (80) MANUAL SHAFT (84)
INSIDE DETENT LEVER (88)
48
PARKING BRAKE PAWL (81) ENGAGED PARKING LOCK ACTUATOR ASSEMBLY (85)
Figure 45
48A
PARK
PARK
(Engine Running) 1-2 SHIFT SOLENOID VALVE
2-3 SHIFT SOLENOID VALVE
ON
ON
2-4 BAND
REVERSE INPUT CLUTCH
OVERRUN CLUTCH
FORWARD CLUTCH
FORWARD SPRAG CL. ASSEMBLY
3-4 CLUTCH
LO-ROLLER CLUTCH
(Engine Running)
TORQUE CONVERTER ASSEMBLY
LO/REV CLUTCH
LOW AND REVERSE CLUTCH ASSEMBLY
APPLIED
FLUID PRESSURE DIRECTED IN PREPARATION FOR A SHIFT
➤
1b Lo Overrun Valve:
#10
COOLER
➤
➤
➤
LINE
➤
➤
➤
COOLER
P
R N D 3 2 1
➤
FORWARD CLUTCH ACCUMULATOR EX
➤
D2 LO
D4
D3
➤
D3 D2-N.C.
PR
LO-N.O. D3-N.C.
REGULATED APPLY
REV INPUT PR
➤
➤
1b
➤
➤
➤
23
EX
➤
PR LO/REVERSE
➤
2
TEMP SENSOR
REV-N.O.
➤
TORQUE SIGNAL
➤
REVERSE
➤
APPLY
CONVERTER CLUTCH VALVE
BOOST VALVE
➤
➤
OFF
LO OVERRUN
➤
➤
LO
➤
➤
➤
D4
EX
EX
EX
EX
➤
ON
Figure 46
AFL
➤
29
D2
28
EX
EX
EX
2-3 SHUTTLE
3-4 SIGNAL
2-3 SHIFT VALVE
3-4 ACC SERVO FD
COMPLETE HYDRAULIC CIRCUIT Page 74
AFL (To 3-2 Control Solenoid)
➤
2ND
D3
3-4 SHIFT VALVE
EX
EX ➤
EX
OVERRUN
EX 4TH SIG 3-4 SIG
➤
AFL
➤
➤
➤ ➤
D3
D4-3-2 ➤
➤
TORQUE SIG
➤
➤
➤
PRESSURE CONTROL SOLENOID VALVE
ACTUATOR FEED LIMIT
TORQUE SIGNAL
1-2 SIGNAL
➤
FILTER (50) ➤
➤
➤
➤
➤
➤
2ND
AFL
EX EX
LO
➤
➤
AFL
➤
➤
➤
1-2 SHIFT SOLENOID VALVE N.O.
1-2 SHIFT VALVE
➤
AFL
➤
3 LINE
➤
CC SIGNAL
➤
25
➤
26
27 9
LINE
➤
➤
➤
➤
1-2 SIGNAL
➤
➤
➤
ISOLATOR VALVE
REG APPLY ➤
AFL
➤
➤
REGULATED APPLY 8
LO/1ST
FILTER (49)
2-3 SIGNAL
2-3 SHIFT SOLENOID VALVE N.O.
ON
EX
AFL
➤
➤
➤
TCC SOLENOID N.O.
LINE
➤
➤
LINE
REVERSE INPUT
CONV FD
➤
10
➤
BOTTOM PAN (SUMP)
32
D4 D4-N.O.
➤
➤
TFP SWITCH ASSEMBLY
➤
➤
EX
1a
D4
➤
➤
EX
FWD CL FEED D2
➤
➤
EX
4
D3
➤
➤
➤
➤
SUCTION
EX
➤
FILTER
➤
➤
EX
➤
PRESS REG
➤
➤
➤
EX
➤
➤
COOLER
DECREASE
➤
➤
PUMP ASSEMBLY
EX
➤
➤
➤
RELEASE
➤
FILTER (232)
➤
➤
➤
LINE
PR
➤
2
➤
AIR BLEED
➤
EX
➤
➤
➤
MANUAL VALVE ➤
➤
➤
PR
➤
EX
LINE PRESSURE TAP
➤
LINE
EX
Note: Refer to Shift Solenoid Valves on page 40 for a description of solenoid and shift valve operation.
48B
➤
LO/REVERSE
➤
➤
➤
LINE
➤
➤
1
➤
PRESSURE RELIEF 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.
➤ PR
➤
AIR BLEED
➤
Regulated Apply Valve and Isolator Valve:
PR ➤
➤
LUBE
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
➤
LO/REV
1c ➤
2
COOLER
➤
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.
➤
1c Low and Reverse Clutch:
➤
➤
APPLY
➤
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.
RELEASE
#9
➤
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.
➤
1a Manual Valve:
49
REVERSE
REVERSE 1 POWER FROM TORQUE CONVERTER (1)
2 REVERSE INPUT CLUTCH (605) APPLIED
4 5 LOW AND REVERSE REACTION CLUTCH CARRIER APPLIED HELD
➤
3 REACTION SUN GEAR DRIVEN
POWER TO DIFFERENTIAL ASSEMBLY
1-2 SHIFT SOLENOID VALVE
2-3 SHIFT SOLENOID VALVE
ON
ON
2-4 BAND
REVERSE INPUT CLUTCH
OVERRUN CLUTCH
FORWARD CLUTCH
FORWARD SPRAG CL. ASSEMBLY
APPLIED
3-4 CLUTCH
LO-ROLLER CLUTCH
LO/REV CLUTCH APPLIED
In Reverse (R), torque from the engine is multiplied through the torque converter and transmission gear sets to the vehicle’s drive shaft and rear axle. The planetary gear sets operate in reduction and also reverse the direction of input torque for a reverse gear ratio of approximately 2.3:1. • 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.
REACTION SUN SHELL (670) INPUT HOUSING & SHAFT ASSEMBLY (621)
5
REVERSE INPUT CLUTCH (605) APPLIED REACTION SUN GEAR (673)
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.
MAIN CASE (103)
LOW AND REVERSE CLUTCH PLATE ASSEMBLY (682) APPLIED
REACTION INTERNAL GEAR (684)
OUTPUT SHAFT (687)
SPEED SENSOR ROTOR (699)
REACTION CARRIER ASSEMBLY (681) HELD
50
Figure 47
50A
REVERSE 1-2 SHIFT SOLENOID VALVE
2-3 SHIFT SOLENOID VALVE
ON
ON
2-4 BAND
REVERSE INPUT CLUTCH
OVERRUN CLUTCH
FORWARD CLUTCH
FORWARD SPRAG CL. ASSEMBLY
REVERSE 3-4 CLUTCH
LO-ROLLER CLUTCH
APPLIED
LO/REV CLUTCH APPLIED
REVERSE INPUT CLUTCH ASSEMBLY
LOW AND REVERSE CLUTCH ASSEMBLY
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:
➤
➤
➤
EX
INPUT
LO/REV PR
➤
➤ REV
➤
LINE
➤
LINE
➤
➤
➤
➤
P
R N D 3 2 1
➤
LINE PRESSURE TAP
LINE
➤
LINE (From Pump)
FORWARD CLUTCH ACCUMULATOR
➤
EX
PR
➤
2 LOW AND REVERSE CLUTCH APPLIES 2a #3 Ball Check Valve:
REVERSE
D2 LO
D4 LO
D4-N.O.
➤
TFP SWITCH ASSEMBLY ➤
➤
PRESS REG
D4 D3
DECREASE ➤
D4
➤ ➤
D3
➤
➤
1a
➤
EX
FWD CL FEED D2
➤
➤
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.
D3
➤
2b Reverse Abuse Valve:
CONV FD
➤
EX
➤
➤
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.
EX
➤ ➤
➤
PR
LO/REVERSE
MANUAL 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.
EX
PR
BOOST VALVE
D3-N.C.
➤
➤
➤
LO-N.O.
1c
➤
➤
REVERSE INPUT
REV INPUT
➤
➤
REV INPUT
➤
➤
➤
➤
Reverse input fluid is then routed to the reverse input clutch piston to apply the reverse input clutch plates to obtain reverse gear.
TEMP SENSOR
REV-N.O.
1b ➤
LINE
D2-N.C.
2c Reverse Input Clutch:
➤
PR
➤
➤
➤
➤
23
EX
➤
LINE ➤
➤
TORQUE SIG
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.
PR LO/REVERSE
10
3 FLUID PRESSURE DIRECTED IN PREPARATION FOR A SHIFT 3a 1-2 Shift Solenoid (SS) Valve:
REV
EX
EX
AFL
➤
EX
EX
EX
2-3 SIGNAL
2-3 SHIFT SOLENOID VALVE N.O.
ON
EX
D2
2ND EX
➤
Figure 48
3-4 ACC SERVO FD
➤
COMPLETE HYDRAULIC CIRCUIT Page 76
2-3 SHUTTLE
3-4 SIGNAL
EX 4TH SIG 3-4 SIG
D3
2-3 SHIFT VALVE EX
➤
➤
REV
D4
LO
TORQUE SIG
➤
1-2 SIGNAL
EX
EX
EX EX
REV INPUT
➤
➤ ➤
LINE
➤
#3
➤
REV
29
28
➤
OVERRUN
AFL (To 3-2 Control Solenoid)
➤
➤
➤
REV ABUSE
➤
17
AFL
➤
➤
2b
➤
D4-3-2 ➤
➤
➤
REVERSE INPUT
ON
2ND ➤
3-4 SHIFT VALVE
3a 1-2 SHIFT SOLENOID VALVE N.O.
1-2 SHIFT VALVE
➤
2a
➤
➤
D3
26
27
➤
➤
25
➤
➤
1-2 SIGNAL
➤
➤
TORQUE SIGNAL
AFL
➤
➤
➤
ACTUATOR FEED LIMIT
FILTER (49)
➤
➤
PRESSURE CONTROL SOLENOID VALVE
➤
LO/1ST
➤
➤
AFL
➤
➤
FILTER (50)
➤
➤
➤
32
➤
AFL
➤
➤
AFL
➤
➤
➤
LO OVERRUN
AFL
➤
3b 2-3 Shift Solenoid (SS) Valve:
50B
PR
➤
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.
➤
1c Transmission Fluid Pressure (TFP) Manual Valve Position Switch:
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.
➤
#10
2c
➤
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.
3b
51
NEUTRAL
NEUTRAL
(Engine Running)
(Engine Running) 1 POWER FROM TORQUE CONVERTER (1)
NO POWER TRANSMITTED TO OUTPUT SHAFT (687)
2 POWERFLOW TERMINATED
1-2 SHIFT SOLENOID VALVE
2-3 SHIFT SOLENOID VALVE
ON
ON
2-4 BAND
REVERSE INPUT CLUTCH
OVERRUN CLUTCH
FORWARD CLUTCH
FORWARD SPRAG CL. ASSEMBLY
3-4 CLUTCH
LO-ROLLER CLUTCH
LO/REV CLUTCH
When the gear selector lever is placed in the Neutral (N) position, mechanical power flow is identical to Park (P) range, except that the parking lock actuator assembly (85) is disengaged. 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.
INPUT HOUSING & SHAFT ASSEMBLY (621) TORQUE CONVERTER ASSEMBLY (1)
Neutral range may be selected for starting the engine when the vehicle is standing still or moving down the road.
MAIN CASE (103)
PUMP ASSEMBLY (4)
REACTION INTERNAL GEAR (684)
OUTPUT SHAFT (687)
SPEED SENSOR ROTOR (699)
PARKING PAWL RETURN SPRING (80) MANUAL SHAFT (84) INSIDE DETENT LEVER (88)
52
PARKING BRAKE PAWL (81) DISENGAGED PARKING LOCK ACTUATOR ASSEMBLY (85)
Figure 49
52A
NEUTRAL
NEUTRAL
(Engine Running) 1-2 SHIFT SOLENOID VALVE
2-3 SHIFT SOLENOID VALVE
ON
ON
2-4 BAND
REVERSE INPUT CLUTCH
OVERRUN CLUTCH
FORWARD CLUTCH
FORWARD SPRAG CL. ASSEMBLY
(Engine Running) 3-4 CLUTCH
LO-ROLLER CLUTCH
LO/REV CLUTCH
REVERSE INPUT CLUTCH ASSEMBLY
LOW AND REVERSE CLUTCH ASSEMBLY
When the gear selector lever is moved to the Neutral (N) position, the manual valve also moves and blocks line pressure 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:
➤ ➤
➤ ➤
➤
#10
INPUT ➤
➤
➤
1c
2b
➤
➤
➤
➤ PR
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤ ➤
➤
➤ ➤
PR LO/REVERSE
➤ ➤ ➤ LO
INPUT
REV
➤ ➤
EX
COMPLETE HYDRAULIC CIRCUIT Page 78
Figure 50
AFL
➤
EX
EX
2-3 SHUTTLE EX
2-3 SHIFT VALVE EX
REV ABUSE
D2
2ND
D3
➤
29
28
3-4 ACC SERVO FD
➤
EX
REV
AFL (To 3-2 Control Solenoid)
➤
3-4 SIGNAL
EX 4TH SIG 3-4 SIG
➤
➤
➤
OVERRUN
➤
ON
EX
1-2 SIGNAL
D4
➤ REV ➤
➤
➤ ➤
➤
➤
➤
➤
1-2 SHIFT SOLENOID VALVE N.O.
➤
AFL
➤ ➤
2-3 SIGNAL
2-3 SHIFT SOLENOID VALVE N.O.
ON
EX
➤ ➤ ➤ ➤
TORQUE SIG
➤
EX
26
D4-3-2 ➤
LO
25
➤
➤
➤
1-2 SIGNAL
➤
AFL
➤
➤
➤
➤
EX
➤
➤
➤
➤
➤
➤
➤
➤
EX EX
➤ ➤
➤
#3➤
➤
➤
➤ ➤
27
➤
➤
➤
➤
➤
1-2 SHIFT VALVE
➤
➤
17
3-4 SHIFT VALVE
➤
➤
23
2ND ➤
REVERSE INPUT ➤
2c ➤
1e
REV
➤
➤
D3
➤
➤ LO/1ST ➤
➤
➤
➤
➤
➤
FILTER (49) ➤
➤
➤ ➤
➤
➤
➤
➤
➤
➤
LINE
➤
LO OVERRUN
AFL
➤
➤
➤
PRESSURE CONTROL SOLENOID VALVE
ACTUATOR FEED LIMIT
1b
➤
➤
➤
➤ ➤
➤
➤
AFL
➤ ➤
➤
PR ➤
➤
➤
➤
2a
➤
➤
FILTER (50)
➤
D2 LO
D4
➤
➤
REV INPUT
➤
➤
➤
➤
➤
EX
➤
➤
PR
➤
➤
➤
➤
➤
➤
➤
AFL
➤
TORQUE SIGNAL
D3
➤
➤
D3
PRESS REG BOOST VALVE
➤
➤
LINE
➤
REVERSE
DECREASE
➤ ➤ ➤
➤EX➤
➤
➤
➤
D3-N.C.
➤
➤
➤
➤
➤
REV INPUT
➤
➤
32
➤
TEMP SENSOR
LO-N.O.
1f
LINE
AFL
➤
LO
➤
➤
➤
➤
➤
➤
TORQUE SIG
2c 1-2 Shift Valve:
D4
D2-N.C.
10
➤
D4
D4-N.O.
➤
➤
➤
TFP SWITCH ASSEMBLY
➤
➤
➤
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.
1a
REV-N.O.
1d
➤
2b Low and Reverse Clutch:
FWD CL FEED D2
➤
REVERSE INPUT
EX
➤
➤
➤
➤
EX
➤
➤
EX
➤
➤
PR
D3
➤
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.
➤
➤
2 LOW AND REVERSE CLUTCH RELEASES 2a Lo Overrun Valve:
CONV FD
➤
➤
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).
➤ ➤
➤
➤
1f Transmission Fluid Pressure (TFP) Manual Valve Position Switch:
➤
➤
➤ ➤
➤
MANUAL VALVE
➤
Exhausting reverse input fluid unseats the #3 ball check valve, allowing reverse input fluid to exhaust quickly into the reverse fluid circuit.
➤
1e Reverse Input Ball Check Valve (#3):
FORWARD CLUTCH ACCUMULATOR
➤ LO/REVERSE ➤
➤ ➤ PR
LINE PRESSURE TAP
➤
➤
R N D 3 2 1
➤
➤
P
➤
➤
LINE
➤
➤
LINE
➤
EX ➤
➤
➤
LINE (From Pump)
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.
LINE
➤
➤
➤
➤
➤
1d Reverse Boost Valve:
52B
➤ ➤
➤
➤
➤
➤
Reverse input fluid pressure, which was fed by reverse fluid, exhausts from the reverse input clutch piston allowing the reverse input clutch to release.
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 range 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 Neutral.
➤
➤
1c Reverse Input Clutch:
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 temperatures or damaging the clutch or band.
LO/REV
➤
➤ REV
Exhausting reverse fluid pressure allows the reverse abuse valve spring to shift the valve, blocking off the reverse input fluid circuit.
PR
1b Reverse Abuse 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.
➤
➤
➤
➤EX
➤
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.
➤
1 REVERSE INPUT CLUTCH RELEASES 1a Manual Valve:
53
OVERDRIVE RANGE – FIRST GEAR
OVERDRIVE RANGE – FIRST GEAR 1 POWER FROM TORQUE CONVERTER (1)
2 FORWARD CLUTCH APPLIED
6 7 3 4 INPUT INPUT FORWARD SPRAG INPUT ASSEMBLY SUN GEAR INTERNAL CARRIER GEAR DRIVEN (642) DRIVING HELD HOLDING
5 LOW AND REVERSE ROLLER CLUTCH POWER TO ASSEMBLY DIFFERENTIAL (678) ASSEMBLY HOLDING
➤
1-2 SHIFT SOLENOID VALVE
2-3 SHIFT SOLENOID VALVE
ON
ON
2-4 BAND
REVERSE INPUT CLUTCH
OVERRUN CLUTCH
FORWARD CLUTCH
FORWARD SPRAG CL. ASSEMBLY
APPLIED
HOLDING
3-4 CLUTCH
LO-ROLLER CLUTCH
LO/REV CLUTCH
HOLDING
In Overdrive Range – First Gear, torque from the engine is multiplied through the torque converter and transmission gear sets to the vehicle’s drive shaft. The planetary gears operate in reduction to achieve a First gear starting ratio of approximately 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
FORWARD CLUTCH APPLIED
FORWARD SPRAG ASSEMBLY (642) HOLDING
INPUT CARRIER ASSEMBLY (662)
INPUT INTERNAL GEAR (664) HELD
REACTION CARRIER SHAFT (666) HELD
INPUT HOUSING & SHAFT ASSEMBLY (621)
OUTER RACE OVERRUN (644) CLUTCH HUB (639)
LOW AND REVERSE ROLLER CLUTCH ASSEMBLY (678) HOLDING
LOW AND REVERSE CLUTCH SUPPORT ASSEMBLY (679)
54
MAIN CASE (103)
The input sun gear drives the input carrier pinion gears counterclockwise. 5
MAIN CASE (103)
REACTION INTERNAL GEAR LOW AND REVERSE (684) CLUTCH PLATE ASSEMBLY (682)
LOW AND REVERSE ROLLER CLUTCH RACE (675) HELD
REACTION CARRIER ASSEMBLY (681) HELD
Figure 51
OUTPUT SHAFT (687)
SPEED SENSOR ROTOR (699)
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
FORWARD SPRAG CLUTCH INNER RACE AND INPUT SUN GEAR ASSEMBLY (640) FORWARD CLUTCH
Input Sun Gear Driving
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), reaction 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.
54A
OVERDRIVE RANGE – FIRST GEAR
OVERDRIVE RANGE – FIRST GEAR
LO/REV CLUTCH
HOLDING
2c
When the gear selector lever is moved to the Overdrive Range D position from the Neutral (N) position, the following changes occur to shift the transmission into Overdrive Range – First Gear.
3-4 CLUTCH
➤ ➤
➤
➤
REAR LUBE ➤ ➤
➤
FILTER (50)
FORWARD ABUSE
EX
EX ➤
FORWARD CLUTCH FEED
➤
D4
➤ ➤
➤
D4
➤
D4
➤
TORQUE SIGNAL
➤
➤
➤
EX
➤
➤
PRESSURE CONTROL SOLENOID VALVE
➤
➤
➤
➤
➤
AFL
EX EX
FWD CL FD
2a
ACTUATOR FEED LIMIT
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.
D4
EX
➤
EX
➤
➤
➤
LINE
➤
REV INPUT AFL
➤
➤ ➤
D4 ➤
TEMP SENSOR
LO-N.O.
➤
LINE
5b 32
2b
D2-N.C. REV-N.O.
REG APPLY
➤
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.
#12
LO
➤
2d Forward Clutch Accumulator:
➤
➤
D4
➤
D4-N.O.
D3-N.C.
8
22
➤
➤
1b
➤
➤
TFP SWITCH ASSEMBLY
TCC SOLENOID N.O.
➤
D2 LO
➤
D4
➤
➤
➤
CC SIGNAL
EX
FWD CL FEED D2
OFF
➤
➤
ISOLATOR VALVE 9
➤
➤
D3
EX
➤
➤
TCC PWM SOLENOID VALVE N.C.
➤
EX ➤
PR
➤
➤ REGULATED
➤
EX
➤
➤ ➤
24
MANUAL ➤ VALVE
➤
AFL
FORWARD CLUTCH ACCUMULATOR
➤
APPLY
5a ➤
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.
5c
➤
➤
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.
R N D 3 2 1
➤
TORQUE SIG
P
1a EX
➤
REG APPLY
10
LINE PRESSURE TAP
➤
REVERSE
BOOST VALVE
➤
➤
➤
➤
REV INPUT
2d LINE
➤
➤
4
➤
2b Forward Abuse Valve:
➤
➤
LINE
➤
➤
REV INPUT
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.
➤
FORWARD CLUTCH FEED
APPLY
COOLER
EX
➤
CONVERTER CLUTCH VALVE
PRESS REG
➤
EX
➤
FWD CL FD
➤
DECREASE
➤
EX
1c
➤
RELEASE
LINE (From Pump)
➤
CONV FEED
➤ ➤
2 FORWARD CLUTCH APPLIES 2a Forward Clutch Accumulator Ball Check Valve (#12):
3 SHIFT ACCUMULATION 3a Accumulator Valve:
LINE
➤
➤
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.
➤
➤
1b Transmission Fluid Pressure (TFP) Manual Valve Position Switch:
OVERRUN CLUTCH
In the Overdrive position the manual valve routes line pressure into the D4 fluid circuit.
1c Rear Lube:
➤
FWD CL FEED
1 OVERDRIVE RANGE 1a Manual Valve:
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 .
INPUT CLUTCH HOUSING ASSEMBLY
D4
HOLDING
LO-ROLLER CLUTCH
D3
APPLIED
3-4 CLUTCH
D3
FORWARD SPRAG CL. ASSEMBLY
LINE
FORWARD CLUTCH
➤
OVERRUN CLUTCH
➤
ON
REVERSE INPUT CLUTCH
➤
ON
2-4 BAND
➤
2-3 SHIFT SOLENOID VALVE
➤
1-2 SHIFT SOLENOID VALVE
➤
3b 1-2 Accumulator:
D4
LO
EX
EX
1-2 ACCUMULATOR
Figure 52
EX
EX
EX
3-4 SIG
EX
3b
3-4 ACC SERVO FD
2ND CL
2-3 SHUTTLE
AFL
2-3 SHIFT SOLENOID VALVE N.O.
➤
2-3 SHIFT VALVE
ON
EX
28
➤
D2
➤
D3
➤
➤
➤
➤
➤
OVERRUN
ACCUM
AFL
➤
2ND
➤
29
2-3 SIGNAL
AFL (To 3-2 Control Solenoid Valve)
➤
➤
AFL
➤
AFL
4a
D4-3-2
➤
➤
1-2 SIGNAL
ON
2ND
➤
EX 4TH SIG 3-4 SIGNAL
➤
➤
EX
➤
1-2 SHIFT SOLENOID VALVE N.O.
➤
➤
➤
➤
➤
25
➤
➤
➤
COMPLETE HYDRAULIC CIRCUIT Page 80
ORF ACC
26
27
1-2 SHIFT VALVE
➤
54B
➤
Regulated apply fluid is routed to the converter clutch valve in preparation for TCC apply.
3-4 SHIFT VALVE
18
➤
5c TCC Solenoid Valve:
D3
➤
3-4 ACCUMULATOR EX 19 3-4 ACCUM
➤
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.
ACCUM
➤
5b Regulated Apply Valve and Isolator Valve:
1-2 SIGNAL LO/1ST
➤
3c
➤
The solenoid duty cycle regulates actuator feed limit fluid (AFL) into the CC signal circuit.
➤
30
➤
#1
AFL
➤
3a
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:
➤
➤
ACCUM
ACCUM VALVE ➤
4 FLUID PRESSURE DIRECTED IN PREPARATION FOR A SHIFT 4a 1-2 Shift Valve:
➤
FILTER (49)
AFL
➤
31
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.
➤
➤
➤
➤
3c 3-4 Accumulator:
➤
D4
➤
Accumulator fluid is routed to and fills the 1-2 accumulator in preparation for a 1-2 upshift.
55
OVERDRIVE RANGE – SECOND GEAR
OVERDRIVE RANGE – SECOND GEAR 1 POWER FROM TORQUE CONVERTER (1)
2 8 FORWARD 2-4 BAND ASSEMBLY (602) CLUTCH APPLIED APPLIED
3 5 10 4 6 7 9 FORWARD INPUT INPUT INPUT REACTION REACTION REACTION SPRAG CARRIER INTERNAL SUN INTERNAL CARRIER SUN GEAR ASSEMBLY DRIVEN GEAR GEAR GEAR DRIVEN HELD (642) DRIVING DRIVING DRIVEN HOLDING
➤ ➤
➤
POWER TO DIFFERENTIAL ASSEMBLY
➤
➤
➤
➤
➤ ➤
➤
1-2 SHIFT SOLENOID VALVE
2-3 SHIFT SOLENOID VALVE
2-4 BAND
OFF
ON
APPLIED
REVERSE INPUT CLUTCH
OVERRUN CLUTCH
FORWARD CLUTCH
FORWARD SPRAG CL. ASSEMBLY
APPLIED
HOLDING
3-4 CLUTCH
LO-ROLLER CLUTCH
LO/REV CLUTCH
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 moment 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.
SERVO ASSEMBLY APPLIED
INPUT REACTION INTERNAL CARRIER INPUT CARRIER GEAR SHAFT REVERSE INPUT (664) FORWARD SPRAG ASSEMBLY (666) (662) CLUTCH HOUSING ASSEMBLY FORWARD (605) (642) CLUTCH INPUT HOUSING HELD HOLDING & SHAFT ASSEMBLY APPLIED 2-4 BAND (621) ASSEMBLY (602) APPLIED
MAIN CASE (103)
REACTION INTERNAL GEAR LOW AND REVERSE (684) CLUTCH PLATE ASSEMBLY (682)
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
OUTPUT SHAFT (687)
SPEED SENSOR ROTOR (699)
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.
REACTION SUN GEAR (673) HELD
56
Input Carrier Driven
The reaction carrier shaft (666) and input internal gear (664) are driven clockwise by the reaction carrier assembly. FORWARD SPRAG CLUTCH INNER RACE AND INPUT SUN GEAR ASSEMBLY (640) FORWARD CLUTCH OUTER RACE OVERRUN (644) CLUTCH HUB (639)
REACTION SUN SHELL (670) HELD
5
REACTION CARRIER ASSEMBLY (681)
Figure 53
56A
OVERDRIVE RANGE – SECOND GEAR
OVERDRIVE RANGE – SECOND GEAR
LO/REV CLUTCH
INPUT CLUTCH HOUSING ASSEMBLY
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 solenoid (SS) valve. The 1-2 SS valve is OFF when the PCM eliminates the path to ground for that circuit.
3-4 CLUTCH
➤
➤
➤
FWD CL FEED
➤
➤
➤
➤
➤
26
27
➤
2ND
D2
D3
EX 4TH SIG 3-4 SIGNAL
ON
➤ ➤
D4 ➤ ➤
EX
3-2 CONTROL SOLENOID VALVE N.C.
➤
14
3-2 CONTROL EX
4TH
FWD CL FD AFL
3-4 ACC
SERVO FD
➤
➤
➤
3RD ACCUMULATOR
➤
➤
2ND & 4TH SERVO
4TH ACTUATOR FEED LIMIT 3-4 CLUTCH 3-2 SIGNAL ➤
➤
3d
➤
➤
➤
EX
➤
➤
EX
D4 EX
OVERRUN CL OVERRUN CL FD
➤ ➤
➤
EX
EX
EX
EX
EX
3-4 ACC SERVO FD
EX
EX
➤
2ND
➤
➤
➤
3-4 SIG
➤
➤
AFL
➤
5
EX
➤
2ND CL
➤
EX
➤ ➤
➤
➤
4-3 SEQUENCE VALVE
EX
11
➤ ➤
ON
➤
ORF EX
EX
➤
➤
3-4 RELAY
3b 3RD ACCUM
➤
2-3 SHIFT SOLENOID VALVE N.O.
➤
➤
7
6
➤
➤
2ND CL
➤
➤
➤
➤
➤
SIGNAL 4TH SIG
ACCUM
1-2 ACCUMULATOR 2ND CL
➤
➤
2ND
➤
➤
➤
➤
2-3 SHUTTLE
➤
➤
2a
➤
➤
➤
➤
3a
1d
OFF
AFL
➤
28
➤
ORF ACC
➤
56B
➤
2ND
➤
1-2 SHIFT SOLENOID VALVE N.O.
29
2-3 SHIFT VALVE
3-4 ACCUMULATOR EX 19 3-4 ACCUM
➤
COMPLETE HYDRAULIC CIRCUIT Page 82
AFL
OVERRUN
2ND
➤
2-3 SIGNAL
➤
➤
➤
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.
➤
D4-3-2 ➤
1-2 SIGNAL ➤
18
3d 3-2 Control Solenoid Valve:
➤
2ND
➤
➤
3c
1a
➤
1-2 SHIFT VALVE
D3
30
3-4 CL
2ND CL ACCUM
#1
EX
1-2 SIG ➤ LO/1ST
➤
D4
➤
LO
➤
➤
➤
EX
➤
3-4 SHIFT VALVE ➤
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.
2b
➤
➤
AFL 25
➤
EX
1-2 SIGNAL
1b
D4
➤
➤
3-2 DOWNSHIFT
➤
2nd fluid pressure is also directed to the 3-4 relay valve in preparation for an upshift.
ACCUM
➤
3b 3-4 Relay Valve:
➤
#8 2ND
D2 LO
D4 FILTER (49)
➤
D4
➤
➤
➤
➤ ➤
16
D3
➤
➤ ➤
AFL
➤
➤
➤
➤
PRESSURE CONTROL SOLENOID VALVE
ACCUM VALVE
1c
FWD CL FD
LINE
REVERSE EX
➤
EX
EX
➤
➤
➤ ➤
➤
➤
➤
31
➤
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.
D4 ➤
3 FLUID PRESSURE DIRECTED IN PREPARATION FOR A SHIFT 3a 2-3 Shift Valve:
REAR LUBE ➤
OVERRUN CLUTCH
➤
APPLY
➤
CC SIGNAL
EX
➤
APPLY ➤ REGULATED
➤
➤
D4
➤
ACTUATOR FEED LIMIT
EX EX
D4
REV INPUT
FORWARD CLUTCH FEED
➤ ➤
➤
LINE
➤
➤
TORQUE SIGNAL
➤
➤
32
D3-N.C.
FORWARD ABUSE
➤
AFL
➤
TCC SOLENOID N.O.
FILTER (50)
AFL
➤
TEMP SENSOR
LO-N.O.
➤
➤
#12
LO
D4-N.O.
D2-N.C.
➤
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.
D4
➤
REV-N.O.
➤
➤
LINE
22
➤
OFF
ISOLATOR VALVE 9
➤
➤
➤
REG APPLY
➤
➤
D4
➤
TFP SWITCH ASSEMBLY
➤
➤
➤
TCC PWM SOLENOID VALVE N.C.
8
2b Accumulator Valve:
FWD CL FEED
➤
EX
➤
EX
➤
D2
➤
➤
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.
D3
➤
AFL
➤
SERVO FEED
➤
PR
➤
TORQUE SIG
FORWARD CLUTCH ACCUMULATOR
➤
24
MANUAL ➤ VALVE
D3
➤
10
R N D 3 2 1
➤
➤
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.
REG APPLY
➤
1d 2nd & 4th Servo:
➤
LINE PRESSURE TAP
EX
4
REV INPUT
P
➤
➤
BOOST VALVE
REV INPUT
LINE
➤
➤
2nd fluid seats the #8 ball check valve, passes through an orifice (#16) and enters the 2nd clutch fluid circuit.
➤
➤
LINE
➤
➤
1c #8 Ball Check Valve:
➤
CONVERTER CLUTCH VALVE
➤
PRESS REG
COOLER
EX
FORWARD CLUTCH FEED
➤
EX
➤
➤
➤
DECREASE
➤
RELEASE
EX
➤
➤
LINE (From Pump)
CONV FEED
➤
➤
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.
➤
➤
1b 1-2 Shift Valve:
LINE
➤
➤
➤
The 1-2 SS valve is de-energized, allowing 1-2 signal fluid to exhaust from its circuit.
➤
1 2-4 BAND APPLIES 1a 1-2 Shift Solenoid (SS) Valve:
➤
➤
HOLDING
LO-ROLLER CLUTCH
➤
APPLIED
3-4 CLUTCH
➤
FORWARD SPRAG CL. ASSEMBLY
➤
APPLIED
FORWARD CLUTCH
➤
ON
OVERRUN CLUTCH
➤
OFF
REVERSE INPUT CLUTCH
➤
2-4 BAND
➤
2-3 SHIFT SOLENOID VALVE
➤
1-2 SHIFT SOLENOID VALVE
2ND CL
Figure 54
57
OVERDRIVE RANGE – THIRD GEAR
OVERDRIVE RANGE – THIRD GEAR 1 POWER FROM TORQUE CONVERTER (1)
3 FORWARD SPRAG ASSEMBLY (642) HOLDING
2 FORWARD CLUTCH APPLIED
7 INPUT CARRIER DRIVEN
5 3-4 CLUTCH APPLIED
6 INPUT INTERNAL GEAR DRIVING
4 INPUT SUN GEAR DRIVING
8 REACTION PLANETARY GEAR SET DRIVEN
2-3 SHIFT SOLENOID VALVE
OFF
OFF
➤
➤
POWER TO DIFFERENTIAL ASSEMBLY
1
➤
➤
REVERSE INPUT CLUTCH
OVERRUN CLUTCH
FORWARD CLUTCH
FORWARD SPRAG CL. ASSEMBLY
3-4 CLUTCH
APPLIED
HOLDING
APPLIED
LO-ROLLER CLUTCH
LO/REV CLUTCH
Power from Torque Converter
The turbine shaft, connected to the input housing (621), is driven by the converter turbine. 2
➤
2-4 BAND
As vehicle speed increases further, input signals from the transmission speed sensor, the throttle position (TP) sensor, and other vehicle sensors are sent to the PCM. The PCM uses this information to determine the precise moment to shift the transmission into Third gear. In Third gear, 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.
➤ ➤
1-2 SHIFT SOLENOID VALVE
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
FORWARD CLUTCH APPLIED
3-4 CLUTCH APPLIED
INPUT CARRIER ASSEMBLY FORWARD SPRAG (662) ASSEMBLY (642) HOLDING
INPUT INTERNAL GEAR (664)
REACTION CARRIER SHAFT (666)
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.
INPUT HOUSING & SHAFT ASSEMBLY (621)
8 FORWARD SPRAG CLUTCH INNER RACE AND INPUT SUN GEAR ASSEMBLY FORWARD CLUTCH (640) OUTER RACE OVERRUN (644) CLUTCH HUB (639)
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
REACTION INTERNAL GEAR (684)
OUTPUT SHAFT (687)
SPEED SENSOR ROTOR (699)
• 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 required to operate the engine efficiently. Therefore, it is desirable to shift to an overdrive gear ratio, or Fourth gear.
58
Figure 55
58A
OVERDRIVE RANGE – THIRD GEAR
INPUT CLUTCH HOUSING ASSEMBLY
2a 3-4 CLUTCH
➤
➤
➤
➤
D4 ➤ ➤
FWD CL FD
D4
➤
EX
AFL
➤
EX
EX
EX
➤
FEED➤ ➤ SERVO
EX
➤ ➤ ➤
1c ON
#2 ➤
3-2 CONTROL SOLENOID VALVE N.C.
➤
➤
14
3-2 CONTROL EX
➤
➤
OVERRUN CL OVERRUN CL FD
3-4 ACC EX
➤ ➤
➤
EX
3RD ACC
AFL
➤
3-4 ACC
EX
EX
SERVO FD
➤
➤
➤
➤
➤
➤
➤
4TH
➤
➤
D2 LO
D4
EX D2
2ND
D3
3-4 CL ➤
2ND
➤
➤
➤
➤
4TH ACTUATOR FEED LIMIT ➤ 3-4 CLUTCH 3-2 SIGNAL ➤
➤
EX
➤
➤
➤
➤
➤
➤
➤
1e
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
EX
EX
D3
LO ➤
➤
EX 4TH SIG 3-4 SIGNAL
➤
1a
➤
➤ ➤ ➤ ➤
EX
➤
D4
➤
➤
D3
D4
EX
REVERSE EX
➤
EX
EX
➤
EX
OFF
➤
➤
2-3 SHIFT SOLENOID VALVE N.O.
➤
2ND CL
➤
➤
3RD ACCUMULATOR
➤
Figure 56
➤
➤
3a
➤
➤
➤
➤
➤
2ND & 4TH SERVO
12
➤
➤
2ND CL
➤
5
➤
➤
2-3 SIGNAL
➤
EX
➤
➤
EX
OFF
➤
ORF EX
#4 3-4 CL
➤
➤
➤
➤
➤
1-2 SHIFT SOLENOID VALVE N.O.
4-3 SEQUENCE VALVE ➤
#7
3b
➤
➤
3-4 RELAY
➤
➤
3RD ACCUM
7
6
➤ 13
➤
➤
1d
11
➤
➤
➤
2ND CL
➤
2ND
➤
➤
3-4 SIGNAL
ACCUM
1-2 ACCUMULATOR 2ND CL ➤
➤
➤
➤
3-4 CLUTCH
EX ➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
18
➤
➤
➤
3-4 ACCUMULATOR EX 19 3-4 ACCUM
5c 3-2 Control Solenoid Valve:
2-3 SHUTTLE
4TH SIGNAL SIG
➤
ORF ACC
➤
➤
➤
➤
5b 3-2 Downshift Valve:
3-4 SIG
3-4 ACC 2ND
➤
➤
#1
2-3 SHIFT VALVE
1b
➤
➤
ACCUM
AFL
➤
28
➤
29
➤
5a
➤
3-4 CL
➤
2ND
➤
OVERRUN
➤
2ND
5b
2ND CL
➤
26
➤
➤
30
3-2 DOWNSHIFT
➤
5 FLUID PRESSURE DIRECTED IN PREPARATION FOR A SHIFT 5a 3-4 Shift Valve:
AFL
➤
1-2 SIGNAL
➤
➤
D4-3-2
3-4 SHIFT VALVE
➤
16
#8 2ND
AFL 25
1-2 SHIFT VALVE
➤
ACCUM
➤
➤
D4
➤
1-2 SIG LO/1ST
27
2b
D3
ACCUM VALVE
FWD CL FD
LINE
➤ ➤
3-4 CL ➤
FILTER (49)
➤
➤
➤
4 TORQUE CONVERTER CLUTCH RELEASED 4a TCC Solenoid Valve:
REAR LUBE ➤
OVERRUN CLUTCH
➤
RELEASE APPLY
➤ ➤
➤
CC SIGNAL
EX
➤
1-2 SIGNAL
➤
➤
➤
➤
APPLY ➤
➤
➤
EX
➤
➤
➤ REGULATED
➤
➤
AFL
➤
➤
➤
➤
EX EX
D4
➤
LINE
D4
REV INPUT
FORWARD CLUTCH FEED
➤
➤
31
➤
➤
➤
➤
D4
➤
➤
TEMP SENSOR
D3-N.C.
4a
#12
LO
FORWARD ABUSE
➤
TORQUE SIGNAL
22
D4
➤
REV-N.O.
➤
PRESSURE CONTROL SOLENOID VALVE
➤
➤
D4-N.O.
FILTER (50)
ACTUATOR FEED LIMIT
3b 1-2 Accumulator:
➤
D4
➤
➤ ➤
AFL
FWD CL FEED
D2-N.C.
TCC SOLENOID N.O.
AFL
24
➤
➤ ➤ 32
➤
EX
➤
➤
LINE
➤
D2 TFP SWITCH ASSEMBLY
REG APPLY
➤
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.
D3
OFF
➤
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.
PR
LO-N.O.
ISOLATOR VALVE 9
➤
➤
3 SHIFT ACCUMULATION 3a 2nd & 4th Servo:
➤
➤
➤
D432 fluid pressure from the 2-3 shift valve assists spring force to hold the 1-2 shift valve in the upshifted position.
➤
➤
TCC PWM SOLENOID VALVE N.C.
8
2b 1-2 Shift Valve:
EX
➤
➤
2 3-4 CLUTCH APPLIES 2a 3-4 Clutch:
FORWARD CLUTCH ACCUMULATOR
➤
AFL
LINE PRESSURE TAP
MANUAL ➤ VALVE
➤
➤
Servo feed fluid is allowed to exhaust past the 3-4 relay and 4-3 sequence valves and through an orificed exhaust (#5).
3-4 clutch fluid is directed to the 3-4 clutch piston to apply the 3-4 clutch plates and obtain Third gear.
R N D 3 2 1
➤
TORQUE SIG
CONVERTER CLUTCH VALVE
➤
REG APPLY
10
➤
➤
➤
➤
P
➤
➤
BOOST VALVE
4
REV INPUT
➤
1e 3-4 Relay Valve and 4-3 Sequence Valve:
COMPLETE HYDRAULIC CIRCUIT Page 84
➤
➤
LINE
➤
➤
REV INPUT
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.
58B
➤
LINE
➤
➤
➤
PRESS REG
COOLER
EX
FORWARD CLUTCH FEED
➤
EX
➤
➤
➤
DECREASE
1d 2nd & 4th Servo:
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.
EX
➤
➤
LINE (From Pump)
CONV FEED
➤
➤
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.
➤
➤
1c #4 and #2 Ball Check Valves:
LINE
➤
➤
➤
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.
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.
➤ ➤
➤
1b 2-3 Shift Valve and 2-3 Shuttle Valve:
➤
➤
➤
The 2-3 SS valve is de-energized, allowing 2-3 signal fluid to exhaust from its circuit.
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.
➤
FWD CL FEED
1 2-4 BAND RELEASES 1a 2-3 Shift Solenoid (SS) Valve:
Under normal operating conditions, in Overdrive Range – Third Gear, the PCM keeps the normally open TCC solenoid valve deenergized. 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.
➤
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.
➤
APPLIED
➤
HOLDING
OVERDRIVE RANGE – THIRD GEAR
LO/REV CLUTCH
➤
APPLIED
LO-ROLLER CLUTCH
➤
3-4 CLUTCH
➤
FORWARD SPRAG CL. ASSEMBLY
➤
FORWARD CLUTCH
➤
OVERRUN CLUTCH
➤
OFF
REVERSE INPUT CLUTCH
➤
OFF
2-4 BAND
➤
2-3 SHIFT SOLENOID VALVE
➤
1-2 SHIFT SOLENOID VALVE
5c
59
OVERDRIVE RANGE – FOURTH GEAR
OVERDRIVE RANGE – FOURTH GEAR 1 POWER FROM TORQUE CONVERTER (1)
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
➤
➤ POWER TO DIFFERENTIAL ASSEMBLY
➤
➤
➤
1-2 SHIFT SOLENOID VALVE
2-3 SHIFT SOLENOID VALVE
2-4 BAND
ON
OFF
APPLIED
OVERRUN CLUTCH
FORWARD CLUTCH
FORWARD SPRAG CL. ASSEMBLY
APPLIED
3-4 CLUTCH
LO-ROLLER CLUTCH
LO/REV CLUTCH
APPLIED
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
➤
REVERSE INPUT CLUTCH
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
SERVO ASSEMBLY APPLIED
FORWARD REVERSE INPUT CLUTCH CLUTCH HOUSING APPLIED (605) 3-4 HELD INPUT HOUSING CLUTCH & SHAFT ASSEMBLY APPLIED 2-4 BAND (621) ASSEMBLY (602) APPLIED
INPUT REACTION INTERNAL CARRIER GEAR SHAFT (664) (666)
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.
REACTION SUN SHELL (670) HELD
MAIN CASE (103)
REACTION INTERNAL GEAR LOW AND REVERSE (684) CLUTCH PLATE ASSEMBLY (682)
• 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 compression braking is not as noticeable by the driver in Fourth gear as in the manual gear ranges.
REACTION SUN GEAR (673) HELD
60
OUTPUT SHAFT (687)
SPEED SENSOR ROTOR (699)
REACTION CARRIER ASSEMBLY (681)
Figure 57
60A
OVERDRIVE RANGE – FOURTH GEAR
OVERDRIVE RANGE – FOURTH GEAR
(Torque Converter Clutch Applied) FORWARD SPRAG CL. ASSEMBLY
LO-ROLLER CLUTCH
(Torque Converter Clutch Applied) INPUT CLUTCH HOUSING ASSEMBLY
LO/REV CLUTCH
APPLIED
3-4 CLUTCH
➤
➤
EX
➤
FWD CL FD ➤
➤
D4
LO
D4 ➤ ➤
AFL
➤
D2
2ND
D3 ➤
➤
AFL
➤
OVERRUN CL OVERRUN CL FD
➤
➤
➤ ➤
➤
➤
➤
➤
➤
➤
➤
➤
14
3-2 CONTROL EX
ON
#2
3-2 CONTROL SOLENOID VALVE N.C.
EX
➤
➤
EX
➤
EX
➤
3RD ACC
EX
➤
➤
➤
EX
SERVO FD
➤
➤
➤
➤
➤
➤
➤
EX
EX
EX
3-4 ACC
EX
➤
3RD ACCUMULATOR
➤
➤
3-4 ACC
2ND
➤
➤
➤
➤
➤
4TH
FWD CL FD
D4 EX
EX
➤
➤
3-4 CL
EX 4TH SIG 3-4 SIGNAL ➤
➤
➤
➤
➤
➤
➤
EX
➤
➤
SERVO FEED
➤
➤
D2 LO
➤
➤ ➤ ➤
➤
➤ ➤
EX
➤
4TH ACTUATOR FEED LIMIT ➤ 3-4 CLUTCH 3-2 SIGNAL
➤
➤
EX
D4
➤
2ND CL
D3
D4 D3
➤
➤
CC SIGNAL ➤
➤
EX
➤
➤
➤
1c ➤
2ND CL
➤
OFF
➤
➤
➤
Figure 58
#4
12
4TH
2-3 SHIFT SOLENOID VALVE N.O.
4-3 SEQUENCE VALVE
EX 5
➤
2ND CL
ORF EX
➤
➤
➤
➤
➤
➤
2ND & 4TH SERVO
7
3-4 RELAY
3-4 CL
➤
➤
➤
➤
EX
➤
➤
➤
➤
➤
➤
➤
➤
➤ ➤
1-2 ACCUMULATOR 2ND CL ➤
1d
6
➤ 13
3RD ACCUM
➤
➤
➤
➤
➤
3-4 SIGNAL
➤
3-4 CLUTCH
➤
2ND
➤
➤
➤
ACCUM
➤
➤ ➤
➤
#7
ORF ACC
2-3 SHUTTLE
4TH SIGNAL SIG
➤
11
➤
2-3 SIGNAL
➤
3-4 SIG
➤
➤
EX
2a
➤
➤
2ND
4TH SIGNAL
➤
➤
28
➤
3-4 ACC
➤
➤
➤
3-4 ACCUMULATOR EX 19 3-4 ACCUM
18
➤
➤
1b
AFL
➤
2-3 SHIFT VALVE
➤
➤
#1
29
➤
OVERRUN
➤
➤
➤
ON
2ND
➤
➤
AFL
➤
➤
➤
➤
3-4 CL
2ND CL
1-2 SHIFT SOLENOID VALVE N.O.
➤
2ND
3-2 DOWNSHIFT
ACCUM
3b Converter Clutch Apply Valve:
30
➤
2b
D4-3-2 ➤
➤
➤
➤
➤
➤
16
#8 2ND
1a
➤
➤ ➤
EX
26
➤
1-2 SIGNAL 3-4 SHIFT VALVE
➤
➤
EX
➤
➤
➤
➤
➤
1-2 SIG LO/1ST
27
➤
➤
ACCUM
➤
EX
REVERSE 3-4 CL
➤
➤
1-2 SIGNAL
D3
31
➤
AFL 25
1-2 SHIFT VALVE ➤
ACCUM VALVE
3 TORQUE CONVERTER CLUTCH APPLIED 3a TCC Solenoid Valve:
D4
➤
PRESSURE CONTROL SOLENOID VALVE
➤
➤
➤
FILTER (49)
➤
➤
REGULATED APPLY
➤
EX
➤
➤
➤
EX EX
AFL
➤
➤
➤
➤
➤
➤
LINE
D4
➤
D4
REV INPUT
FORWARD CLUTCH FEED
➤
➤
D4
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.
➤
➤
➤
➤
2b Accumulator Valve:
➤
D3-N.C.
➤
TORQUE SIGNAL
TEMP SENSOR
FORWARD ABUSE
FILTER (50)
ACTUATOR FEED LIMIT
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.
➤
D2-N.C.
➤
AFL
#12
LO
D4-N.O.
➤
➤ ➤
➤
AFL
➤
32
➤
➤
➤
LINE
22
D4
➤
REV-N.O.
TCC SOLENOID N.O.
➤
➤
➤
ON
REG APPLY
➤
➤
D4
➤
LO-N.O.
ISOLATOR VALVE 9
EX
➤
FWD CL FEED
TFP SWITCH ASSEMBLY
EX
➤
TCC PWM SOLENOID VALVE N.C.
➤
D2
➤
3a
D3
➤
➤
1d 2nd & 4th Servo:
EX
➤
➤
➤
PR
➤
FORWARD CLUTCH ACCUMULATOR
➤
3b
➤
REG APPLY
➤
TORQUE SIG
AFL
8
2 3-4 SHIFT ACCUMULATION 2a 3-4 Accumulator Assembly:
R N D 3 2 1
24
MANUAL ➤ VALVE
➤
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.
LINE
APPLY ➤
➤
1c 3-4 Relay Valve and 4-3 Sequence Valve:
10
REAR LUBE ➤
OVERRUN CLUTCH
➤
➤
➤
➤
RELEASE
4
REV INPUT
P
LINE PRESSURE TAP
➤
REV INPUT
➤
➤
➤ ➤
BOOST VALVE
➤
➤
LINE
CONVERTER CLUTCH VALVE
➤
➤
➤
PRESS REG
COOLER
EX
LINE
➤
➤
➤
FORWARD CLUTCH FEED
➤
➤
EX
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.
EX
➤
LINE (From Pump)
➤
DECREASE
1-2 signal fluid pressure moves the valve into the upshifted position routing 3-4 signal fluid into the 4th signal fluid circuit.
60B
➤
➤
CONV FEED
➤
1b 3-4 Shift Valve:
COMPLETE HYDRAULIC CIRCUIT Page 86
➤
➤
LINE
➤
➤
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.
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.
➤
➤
1 2-4 BAND APPLIED 1a 1-2 Shift Solenoid (SS) 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.
➤
FWD CL FEED
➤
Overdrive Range – Fourth Gear is used to maximize engine efficiency and fuel economy under most normal driving conditions. 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.
➤
APPLIED
3-4 CLUTCH
➤
APPLIED
FORWARD CLUTCH
➤
OFF
OVERRUN CLUTCH
➤
ON
REVERSE INPUT CLUTCH
➤
2-4 BAND
➤
2-3 SHIFT SOLENOID VALVE
➤
1-2 SHIFT SOLENOID VALVE
61
OVERDRIVE RANGE – FOURTH GEAR
OVERDRIVE RANGE – FOURTH GEAR
(Torque Converter Clutch from Released to Applied)
(Torque Converter Clutch from Released to Applied)
BOOST VALVE ➤
8
➤
➤
➤
➤
LINE (From Pump)
➤ ➤
LINE
➤
➤
REG APPLY CC SIGNAL
CONVERTER CLUTCH VALVE
APPLY
➤
➤
➤
➤
LINE (From Pump)
Figure 59
REG APPLY
LINE
APPLY
EX
ON
ISOLATOR VALVE 9
➤
8
➤
CC SIGNAL
➤
➤
➤
BOOST VALVE
TCC PWM SOLENOID VALVE N.C.
EX
TORQUE SIG REGULATED APPLY
➤
➤
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”).
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 valve. The TCC solenoid valve only controls when the TCC is applied. The TCC PWM solenoid valve only controls how the TCC is applied.
➤
➤
➤ ➤
➤
RELEASE
APPLY
D4-N.O.
➤
D4 D2
➤
AFL
EX
➤
RELEASE
D3 ➤
➤
4
➤
➤
APPLY
LO
➤
➤
➤
LO
D3-N.C.
TEMP SENSOR
➤
➤
D2-N.C.
10
➤
REV-N.O.
➤
➤
➤
D4
LO-N.O.
REV INPUT
➤
CONVERTER CLUTCH VALVE
➤
REVERSE INPUT
TFP SWITCH ASSEMBLY
EX
COOLER
➤
TIME
➤
REV INPUT CONV FEED
PRESS REG
B
EX
EX
A
DECREASE LINE
C
RELEASE
REG APPLY
➤
0
E
TCC (ECCC) APPLY FLUID PRESSURE
➤
25
➤
➤
D
50
EX
➤
➤
75
➤
➤
62
TCC SOLENOID N.O.
F
STAGE 3
S
TCC (ECCC) LOCK
STAGE 3 (E - F)
ON
ISOLATOR VALVE 9
➤
PERCENT DUTY CYCLE
100%
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.
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.
EX
REG APPLY
➤
TORQUE CONVERTER ASSEMBLY
#9
REV INPUT CONV FEED
PRESS REG BOOST VALVE
➤
8
➤
➤
➤
➤
EX
➤
TCC PWM SOLENOID VALVE N.C.
➤
➤
➤
➤
➤ ➤
➤
➤
➤ ➤
➤
STAGE 2 (C - D)
4
➤
AFL
EX
➤
➤
➤
TORQUE SIG REGULATED APPLY
➤
APPLY
RELEASE ➤ ➤
APPLY
D3
D4-N.O.
➤
REG APPLY
➤
➤ ➤
➤
➤
D4 D2
➤
➤
LINE
➤
➤ ➤
LO
➤
➤
RELEASE
PERCENT DUTY CYCLE
➤
➤
➤ ➤
LO
D3-N.C.
➤
➤
➤
D2-N.C.
➤
➤
➤
REV-N.O.
TEMP SENSOR
➤
D4
LO-N.O.
10
➤
TFP SWITCH ASSEMBLY
REV INPUT
➤
REVERSE INPUT ➤
➤
➤
EX
COOLER
➤
➤
➤
➤
➤
➤
➤
0
B
➤
➤
A
EX
TIME
EX
RELEASE
➤
C
➤
25
DECREASE
➤
➤
➤
➤
TCC (ECCC) APPLY FLUID PRESSURE
➤
➤
➤
D
50
➤
➤
➤
➤
➤
➤ ➤
➤
75
➤
➤
➤ ➤
➤
➤
S
TCC SOLENOID N.O.
➤
STAGE 2
TCC (ECCC) APPLY AND ECCC
➤
LINE
➤
➤
100%
➤
➤
ON
REG APPLY EX
➤
➤
EX
ISOLATOR VALVE 9
➤ ➤
LINE (From Pump)
TORQUE CONVERTER ASSEMBLY
#9
➤
➤
➤
➤
STAGE 1 (S - C)
CC SIGNAL
➤ ➤
➤
➤
➤
TCC PWM SOLENOID VALVE N.C.
EX
D4-N.O.
PCM decision to apply TCC (see pages 39 and 43, in the Electrical Components section, for more information).
AFL
➤
D4 D2
TORQUE SIG REGULATED APPLY
APPLY
➤
➤
➤
➤
➤
EX
RELEASE
D3
RELEASE ➤
➤
➤
APPLY
LO
4
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.
➤
➤
TEMP SENSOR
➤
➤
EX
➤
➤
➤
LO
D3-N.C.
➤
➤
D2-N.C.
➤
➤
➤
D4
LO-N.O. REV-N.O.
10
➤
REVERSE INPUT
TFP SWITCH ASSEMBLY
REV INPUT
➤
➤
➤
➤
➤
REV INPUT CONV FEED
PRESS REG
LINE
➤
➤
B
EX
➤
➤
A
0
EX
TIME
➤
COOLER
➤
25
➤
C
RELEASE
APPLY
➤
DECREASE
TCC (ECCC) APPLY FLUID PRESSURE
EX
CONVERTER CLUTCH VALVE
➤
➤
➤
50
➤
➤
➤
➤
➤
STAGE 1
75
TCC (ECCC) APPLY
➤
#9
➤
S
➤
➤
100%
➤
➤
PERCENT DUTY CYCLE
➤
➤
➤
TORQUE CONVERTER ASSEMBLY
TCC SOLENOID N.O.
Note: Under normal operating conditions the torque converter clutch is in the released position during first, second and third gears. However, when the transmission fluid temperatures exceed approximately 121°C (250°F), the PCM will apply the torque converter clutch in second and third gears to help reduce fluid temperatures. COMPLETE HYDRAULIC CIRCUIT Page 86
62A
OVERDRIVE RANGE – FOURTH GEAR
OVERDRIVE RANGE – FOURTH GEAR
(Torque Converter Clutch from Applied to Released)
➤ ➤
APPLY
CONVERTER CLUTCH VALVE
BOOST VALVE
➤
➤
REG APPLY
APPLY
CONVERTER CLUTCH VALVE
➤
BOOST VALVE
➤ ➤
SIGNAL
➤➤
EX
➤
➤
➤
➤
➤
➤ CC
➤
EX ➤
➤
RELEASE
D3
➤
RELEASE
APPLY
TORQUE SIG REGULATED APPLY
TCC PWM SOLENOID VALVE N.C.
OFF
ISOLATOR VALVE 9 ➤
REG APPLY
➤
LINE
➤
TCC SOLENOID N.O.
EX
➤
LINE (From Pump)
➤
8
➤
➤
EX
➤
➤
➤ ➤
K
8
➤
Figure 60
➤
LINE (From Pump)
➤
➤
APPLY
CONVERTER CLUTCH VALVE
BOOST VALVE
➤ ➤ ➤
➤
➤
CC SIGNAL
➤
EX
LINE
EX
OFF
ISOLATOR VALVE 9
REG APPLY ➤
APPLY
TORQUE SIG REGULATED APPLY
➤
D3
RELEASE
➤
➤ ➤
➤
APPLY ➤
➤
➤
➤
TCC PWM SOLENOID VALVE N.C.
➤
D4-N.O.
➤
D4 D2
➤
AFL ➤
➤
➤
4
➤
➤
➤
LO
➤
➤
LO
D3-N.C.
➤
➤
➤
D2-N.C.
10
➤
REV-N.O.
TEMP SENSOR
REV INPUT
➤
➤
➤
➤
D4
LO-N.O.
➤
REVERSE INPUT
RELEASE
TCC (ECCC) OFF
TFP SWITCH ASSEMBLY
➤
➤
COOLER
REG APPLY
J TIME
EX
EX
I
EX
➤
REV INPUT CONV FEED
DECREASE
PRESS REG
B
➤
➤
EX
C
A
H LINE
25
E
TCC (ECCC) APPLY FLUID PRESSURE
EX RELEASE
➤
D
50
➤
➤
➤
STAGE 6
➤
PERCENT DUTY CYCLE
S
G
75
0
➤
➤
100%
F
➤
➤
APPLY ➤
➤
D4-N.O.
➤
D4 D2
AFL ➤
➤
➤
➤
LO
➤
LO
D3-N.C.
➤
4
➤
➤
➤
D2-N.C.
➤
REV-N.O.
TEMP SENSOR
10
➤
➤
➤
➤
LO-N.O.
➤
REVERSE INPUT
TFP SWITCH ASSEMBLY
EX
➤
REV INPUT
COOLER
REV INPUT CONV FEED
I
➤
PRESS REG
LINE
EX
TIME
➤
STAGE 6 (J - K)
➤
➤ ➤
➤
B
DECREASE
➤
A
➤
STAGE 5
➤
C
0
H
➤
25
E
TCC (ECCC) APPLY FLUID PRESSURE
RELEASE
➤
D
EX
➤
➤
50
D4
➤
➤
CC SIGNAL
➤
➤
S
75
TCC (ECCC) RELEASE
TORQUE CONVERTER ASSEMBLY
➤
➤
G
➤
PERCENT DUTY CYCLE
F
STAGE 5 (H - I)
➤
TCC SOLENOID N.O.
➤
100%
➤
➤
LINE
➤
ON
ISOLATOR VALVE 9
REG APPLY
➤
➤
EX
➤
➤
➤
➤
➤
➤
LINE (From Pump)
TORQUE CONVERTER ASSEMBLY
#9
➤
➤
➤
TCC PWM SOLENOID VALVE N.C.
EX
D4-N.O.
EX
D4 D2
AFL
EX
➤
➤
➤
➤
TORQUE SIG REGULATED APPLY
➤
RELEASE
APPLY LO
4
➤
➤
➤
➤
RELEASE
D3
LO
D3-N.C.
➤
➤
➤
APPLY
D2-N.C.
10
➤
➤
REV-N.O.
TEMP SENSOR
➤
LO-N.O.
REV INPUT
➤
;;;; ;; ;;;; ;; ;;;; ; ;; ;;;; ; ;; ;;;; ; ;; ;;;; ;; ;;;; ;; ;; ;;;; ;; ;; ;;;; ;; ;;;; ;;;; ;;;; ;;;; ; ;;;; ; ;;;; ; ;;;; ;;;; ;; ;;;; ;; ;;;; ;;;; ;;;;
EX
➤
➤
➤
TFP SWITCH ASSEMBLY
REV INPUT CONV FEED
PRESS REG
LINE
EX
TIME
➤
COOLER
REG APPLY
➤
PERCENT DUTY CYCLE
DECREASE
➤
B
➤
H
RELEASE
➤
A
0
EX
➤
8
➤
62B
C
STAGE 4 (G - H)
➤
COMPLETE HYDRAULIC CIRCUIT Page 86
25
E
TCC (ECCC) APPLY FLUID PRESSURE
➤
➤
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.
D
50
D4
➤
(Some PCM calibrations may allow stages 4 - 6 to happen very rapidly in almost a straight line down from point G to point K.)
STAGE 4
➤
#9
➤
➤
REVERSE INPUT
➤
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).
G
75
➤
➤
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.
F
S
TCC (ECCC) RELEASE #9
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.
100%
➤
ON At this time the Torque Converter Clutch is considered to be engaged (ON).
(Torque Converter Clutch from Applied to Released) TORQUE CONVERTER ASSEMBLY
➤
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.
TCC SOLENOID N.O.
63
OVERDRIVE RANGE – 4-3 DOWNSHIFT ➤
FEED➤
➤
➤
EX ➤
EX ➤
D2
➤ ➤
D4 ➤ ➤
FWD CL FD
D4
D4
EX
EX
EX
➤
AFL
➤
De-energized by the PCM, the normally open solenoid opens and 1-2 signal fluid exhausts through the solenoid.
➤
➤
#4 ➤
➤
➤
➤
➤
➤ ➤
4TH
➤ ➤
➤
➤
#2
➤
➤
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.
14
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.
3-2 CONTROL EX
➤
➤ ➤
➤
Figure 61
➤
ON
3-2 CONTROL SOLENOID VALVE N.C.
EX
3RD ACC
12
➤
➤
➤ ➤
FEED➤
➤
3-4 CL
Biased by torque signal fluid pressure and spring force, the accumulator valve regulates the D4 fluid into the accumulator fluid circuit.
3b TCC Solenoid Valve:
4TH ACTUATOR FEED LIMIT ➤ 3-4 CLUTCH 3-2 SIGNAL ➤
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.
EX
➤
➤ ➤
➤
➤
4TH
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 operating 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:
3RD ACCUMULATOR
➤
➤
APPLIED
3 TORQUE CONVERTER 3a TCC PWM Solenoid Valve:
➤
➤
➤
➤
➤
➤ SERVO
3-4 ACC
➤
➤
➤
2ND CL
➤
➤
5
➤
2ND & 4TH SERVO
OVERRUN CL OVERRUN CL FD
➤ ➤
➤ ➤
➤
EX
➤
➤
➤
➤
➤
➤ ➤
SERVO FD
➤
➤
➤
➤
➤
EX
2ND
➤
EX
3-4 ACC
➤
➤
2ND
D3
3-4 CL
EX 4TH SIG ➤ 3-4 SIGNAL
➤ ➤
➤
➤
➤
EX
➤
➤
EX
HOLDING
LO/REV CLUTCH
2b Accumulator Valve:
OFF
1c
4-3 SEQUENCE VALVE ➤
➤
ORF EX
➤
➤
2-3 SHIFT SOLENOID VALVE N.O.
➤
3-4 RELAY ➤
EX
➤
➤ ➤
➤
➤
➤
AFL
➤ ➤
➤
➤
7
6
EX
➤
EX
➤
➤
➤
EX
➤
EX
➤ ➤
➤
D4
➤
2ND CL
➤
➤
2ND
SIGNAL 4TH SIG
➤
➤
➤
➤
➤
➤ 13
3RD ACCUM
➤
➤
➤
64
➤
➤
➤
➤
3-4 SIGNAL
➤
2ND CL
➤ ➤
➤ ➤
➤
3-4 CLUTCH
➤
➤
➤
➤
➤
➤
➤
➤
➤
APPLIED
LO-ROLLER CLUTCH
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.
➤
3-4 SIG
➤
11
➤
➤
3-4 CLUTCH
2 SHIFT ACCUMULATION 2a 3-4 Accumulator Assembly:
➤
➤
➤
➤
➤
➤
➤
➤
➤
1-2 ACCUMULATOR 2ND CL ➤
➤
➤
➤
#7
1d
2-3 SIGNAL
➤
➤
EX
➤
➤
OFF
➤
3-4 ACC
➤
2ND
2a
ACCUM
2-3 SHUTTLE
➤
➤
➤ ➤
ORF ACC
➤
➤
➤
➤
➤
18
➤
➤
4TH SIGNAL
FORWARD SPRAG CL. ASSEMBLY
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.
➤
➤
➤
➤
➤
➤
3-4 ACCUMULATOR EX 19 ➤ 3-4 ACCUM ➤
AFL
➤
28
➤
1-2 SHIFT SOLENOID VALVE N.O.
29
2-3 SHIFT VALVE ➤
➤
➤
3-4 CL
ACCUM
➤
➤
2ND
➤
2ND
➤
➤
➤
1b
➤
2ND CL
D2 LO
➤
➤ ➤
LO
26
➤
OVERRUN
➤
➤
2b
3-2 DOWNSHIFT
#1
AFL
➤
➤
➤
➤
30
FORWARD CLUTCH
1d 2nd & 4th Servo:
1a
➤
➤
D4-3-2
3-4 SHIFT VALVE ➤
➤
16
➤
OVERRUN CLUTCH
➤
1-2 SIG ➤ LO/1ST
➤
1-2 SHIFT VALVE
➤
ACCUM VALVE
#8 2ND
D3
D4 D3
➤ ➤
EX
➤
➤ ➤
➤
➤
➤
25
➤
EX
➤
27
1-2 SIGNAL
➤
OFF
REVERSE INPUT CLUTCH
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.
➤
EX
➤
➤
➤
➤
D3
ACCUM
FWD CL FD
LINE
3-4 CL
➤
CC SIGNAL
EX
➤
APPLY ➤
➤
➤
EX
➤ ➤
➤
➤
AFL ➤ ➤
1-2 SIGNAL
➤
➤
➤ REGULATED
➤
➤
FILTER (49)
➤
D4
➤
➤
OFF
2-4 BAND
1c 3-4 Relay Valve and 4-3 Sequence Valve:
➤
➤
EX EX
➤
➤
AFL
➤
➤
➤
LINE
D4
➤
➤
REV INPUT
FORWARD CLUTCH FEED
➤
➤
➤
➤
31
➤
D3-N.C.
➤ ➤
D4
➤
➤
TORQUE SIGNAL
TEMP SENSOR
FORWARD ABUSE
➤
ACTUATOR FEED LIMIT
2-3 SHIFT SOLENOID VALVE
1b 3-4 Shift Valve: ➤
D2-N.C.
FILTER (50)
PRESSURE CONTROL SOLENOID VALVE
#12
➤
AFL
22
LO
D4-N.O.
REV-N.O.
TCC SOLENOID N.O.
➤
➤
AFL
D4
LO-N.O.
➤
➤
➤
➤
➤
OFF
D4
1-2 SHIFT SOLENOID VALVE
1 2-4 BAND RELEASES 1a 1-2 Shift Solenoid (SS) Valve:
➤
D4
➤
➤
➤
LINE
FWD CL FEED ➤
➤
➤
EX
➤
D2 TFP SWITCH ASSEMBLY
REG APPLY
➤
32
➤
➤
EX
REVERSE
D3
➤
➤
3b
➤
EX
ISOLATOR VALVE 9
➤ 8
➤
➤
➤
PR
➤
➤
TCC PWM SOLENOID VALVE N.C.
FORWARD CLUTCH ACCUMULATOR
➤
24
MANUAL ➤ VALVE
3a ➤
REAR LUBE ➤
OVERRUN CLUTCH
➤
RELEASE
➤
REG APPLY
➤
R N D 3 2 1
➤
AFL
LINE PRESSURE TAP
➤
TORQUE SIG
➤
➤
10
➤
➤
P
➤
➤
BOOST VALVE
4
REV INPUT
➤
LINE
➤
➤
REV INPUT
➤
LINE
➤
APPLY
➤
CONVERTER CLUTCH VALVE
COOLER
EX
FORWARD CLUTCH FEED
➤
➤
PRESS REG
➤
➤
➤
EX
➤
➤
EX
➤
DECREASE
➤
➤ SERVO ➤ ➤
EX
➤
3-4 ACCUM
CONV FEED
➤ ➤
➤
➤ ➤
LINE (From Pump)
➤
➤
SERVO FD
LINE
➤
➤
➤
➤
➤
#5 ORIFICE CONTROLLED EXHAUST
➤
➤
➤
4TH
➤
➤
➤
OVERRUN CL OVERRUN CL FD
➤
➤
5
➤
➤
➤
EX
➤
EX
➤
➤
4-3 SEQUENCE VALVE
➤
➤
ORF EX
➤
FWD CL FEED
➤
➤
➤ ➤
3-4 RELAY
3-4 CLUTCH
➤
➤ ➤
7
6
INPUT CLUTCH HOUSING ASSEMBLY
➤
➤
➤
4TH SIG
(Torque Converter Clutch Released)
(Torque Converter Clutch Released) ➤
2ND
OVERDRIVE RANGE – 4-3 DOWNSHIFT
COMPLETE HYDRAULIC CIRCUIT Page 88
64A
OVERDRIVE RANGE – 3-2 DOWNSHIFT
OVERDRIVE RANGE – 3-2 DOWNSHIFT
LO/REV CLUTCH
14
➤ ➤
➤
➤
1e
➤ ➤
➤
FWD CL FD
LINE
EX
➤
D2 LO
D3
D4
➤
EX
➤
D3
D4 ➤ ➤
CL
EX
FWD CL FD
D4
➤
REV INPUT
➤
➤
➤
➤
➤
➤
➤
FORWARD CLUTCH FEED D4
➤
➤
D4
➤
EX
D4
➤
➤
REAR LUBE ➤
➤
➤ ➤
➤ ➤ ➤ ➤ 3-4
➤
➤
CC SIGNAL
EX
D3-N.C.
FORWARD ABUSE ➤
APPLY
➤
EX
➤
TEMP SENSOR
LO-N.O.
➤
➤ REGULATED
#12
LO
D2-N.C.
TCC SOLENOID N.O.
➤
➤
LINE
22
D4
D4-N.O.
REV-N.O.
REG APPLY
➤
➤
➤ ➤
➤
➤
OFF
ISOLATOR VALVE 9
➤ 8
➤
D4
➤
TFP SWITCH ASSEMBLY
➤
TCC PWM SOLENOID VALVE N.C.
FWD CL FEED
➤
➤
➤
EX
➤
D2
➤
EX
➤
➤
➤ ➤
D3
➤
➤
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.
PR
➤
➤
AFL
FORWARD CLUTCH ACCUMULATOR
➤
REVERSE
➤
REG APPLY
➤
TORQUE SIG
R N D 3 2 1
24
MANUAL ➤ VALVE
➤
10
➤
➤
P
➤
LINE PRESSURE TAP
➤
BOOST VALVE
LINE
4
REV INPUT
➤
REV INPUT
➤
➤
➤
➤
➤
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.
➤
LINE
➤
APPLY
PRESS REG
COOLER
EX
FORWARD CLUTCH FEED
➤
EX
➤
CONVERTER CLUTCH VALVE
DECREASE
➤
➤
EX
➤
➤
RELEASE
CONV FEED
➤
➤
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.
➤
➤
1 3-4 CLUTCH RELEASED 1a 2-3 Shift Solenoid (SS) Valve:
LINE
➤
LINE (From Pump)
➤
➤
HIGH SPEED CONTROLLED 3RD ACCUMULATOR EXHAUST
OVERRUN CLUTCH
➤
3RD ACCUMULATOR ➤
➤
➤
EX
➤
FWD CL FEED
➤
CLUTCH
EX
➤
➤ 3-4
➤
3-2 CONTROL
➤
➤
3-2 CONTROL SOLENOID VALVE N.C.
ON
INPUT CLUTCH HOUSING ASSEMBLY
1c
➤
➤
➤
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 circuit). During a 3-2 downshift, the following changes occur to the hydraulic system:
ACTUATOR FEED LIMIT 3-4 CLUTCH 3-2 SIGNAL
➤
HOLDING
LO-ROLLER CLUTCH
➤
APPLIED
3-4 CLUTCH
➤
FORWARD SPRAG CL. ASSEMBLY
➤
APPLIED
FORWARD CLUTCH
➤
ON
OVERRUN CLUTCH
➤
OFF
REVERSE INPUT CLUTCH
➤
2-4 BAND
➤
2-3 SHIFT SOLENOID VALVE
➤
1-2 SHIFT SOLENOID VALVE
➤
LO ➤
1g ➤
OFF ➤
➤
➤
AFL EX
AFL
SERVO FEED
EX
EX
➤ 14
➤ ➤
➤
➤
3-2 CONTROL
➤➤
➤
3-2 CONTROL SOLENOID VALVE N.C.
EX
➤
3RD ACC
OVERRUN CL OVERRUN CL FD
3-4 ACC
➤
EX
EX
➤ EX➤
EX ➤
3-4 ACC
EX
➤
➤
EX ➤
➤
➤
2ND
➤
2ND
➤
➤
➤
D2
3-4 CL
D3
➤
➤
➤ 3RD
➤
4TH
➤
➤
➤
➤
➤
➤
➤
#2
4TH ACTUATOR FEED LIMIT ➤ ➤ ➤ 3-4 CLUTCH 3-2 SIGNAL ➤
➤
➤
➤
➤
EX
EX
➤ ➤ ➤ ➤ ➤ ➤
➤
D4
➤ ➤ ➤
D4
➤
➤
EX
EX 4TH SIG ➤ 3-4 SIGNAL ➤
➤
➤
➤
➤
SERVO FD
➤
EX
EX
EX EX
➤
LINE
➤
➤
➤
EX
➤
➤
➤
➤
➤
➤
2ND CL
➤
➤
➤
2ND CL
➤
CL ➤
12
➤
➤
➤3-4
4TH
Figure 62
#4
➤
2ND CL
4-3 SEQUENCE VALVE
EX
➤
➤
➤
#7
➤
➤
➤
➤
➤
2ND & 4TH SERVO
1a
5
➤
➤
EX
ORF EX
➤
➤
➤
➤
➤
➤
➤
1c
7
6
3-4 RELAY ➤
ACCUM ➤
➤
13
➤
➤
➤
➤
➤ 3RD
➤
➤
➤
➤
➤
11
➤
➤
3-4 SIGNAL
➤
➤
➤
ON
➤
➤
EX
➤
➤
3-4 CLUTCH
➤
2-3 SHIFT SOLENOID VALVE N.O.
➤
2ND
➤
ACCUM
1-2 ACCUMULATOR 2ND CL ➤
➤
4TH SIGNAL SIG ➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
2-3 SIGNAL ➤
➤
➤
2a
18
ORF ACC
➤
➤
➤
3-4 ACCUMULATOR EX 19 3-4 ACCUM
29
➤
4TH SIGNAL
OFF
➤
➤
➤
➤
➤
➤
➤
➤
64B
2ND
➤
➤
➤
➤
3-4 SIG
3-4 ACC
➤
ACCUM
#1
1b
1-2 SHIFT SOLENOID VALVE N.O.
AFL
2-3 SHUTTLE
➤
➤
➤
3-4 CL
2ND CL
➤
28
➤
➤
2-3 SHIFT VALVE
➤
➤
➤
➤
➤
➤
➤
➤
1f
3-2 DOWNSHIFT
➤
COMPLETE HYDRAULIC CIRCUIT Page 90
2ND
1d
➤
2ND
➤
➤
D4-3-2
OVERRUN
➤
➤
2b
#8 2ND
➤
➤
1-2 SIGNAL
➤
➤ 16
AFL
➤
3-4 SHIFT VALVE 30
➤
➤
25
1-2 SHIFT VALVE
➤
D3
ACCUM
26
27
➤
➤
➤
➤
1-2 SIG LO/1ST
➤
➤
ACCUM VALVE
2 2-4 BAND APPLIED 2a 3rd Accumulator:
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.
1-2 SIGNAL
➤
D4
1g 3rd Accumulator Ball Check Valve (#2):
2b Accumulator Valve:
➤
TORQUE SIGNAL
31
3-2 Downshift Valve:
3rd accumulator fluid pressure and 3rd accumulator spring force move the 3rd accumulator piston to a Second gear position.
PRESSURE CONTROL SOLENOID VALVE
AFL
➤ ➤
ACTUATOR FEED LIMIT
The 3-4 clutch fluid exhausts from the valve and the spring force moves the valve into the second gear position. 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.
FILTER (49)
➤
➤
➤
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.
AFL
➤
➤
➤
➤ 32
AFL
➤
FILTER (50)
➤
➤ ➤
1e 3-2 Control Solenoid Valve and 3-2 Control Valve:
1f
AFL
➤
The 3-4 signal fluid pressure exhausts from the 3-4 shift valve.
➤
1d 3-4 Shift Valve:
ACCUMULATOR ➤
1e
65
MANUAL THIRD – THIRD GEAR
MANUAL THIRD – THIRD GEAR
(from Overdrive Range – Fourth Gear)
(from Overdrive Range – Fourth Gear) 4 OVERRUN CLUTCH APPLIED
POWER TO TORQUE CONVERTER (1) FOR ENGINE BRAKING
5 FORWARD CLUTCH APPLIED
3 FORWARD SPRAG ASSEMBLY (642) HOLDING
2 3-4 CLUTCH APPLIED
1 POWER FROM DIFFERENTIAL ASSEMBLY
➤➤ ➤ ➤
➤
➤
➤
➤
➤
FORWARD CLUTCH APPLIED OVERRUN CLUTCH APPLIED
3-4 CLUTCH APPLIED
INPUT CARRIER ASSEMBLY FORWARD SPRAG (662) ASSEMBLY (642) HOLDING
INPUT INTERNAL GEAR (664)
REACTION CARRIER SHAFT (666)
1-2 SHIFT SOLENOID VALVE
2-3 SHIFT SOLENOID VALVE
OFF
OFF
REVERSE INPUT CLUTCH
OVERRUN CLUTCH
FORWARD CLUTCH
FORWARD SPRAG CL. ASSEMBLY
3-4 CLUTCH
APPLIED
APPLIED
HOLDING
APPLIED
LO-ROLLER CLUTCH
LO/REV CLUTCH
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 additional 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 immediately 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 conditions 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).
INPUT HOUSING & SHAFT ASSEMBLY (621)
2 FORWARD SPRAG CLUTCH INNER RACE AND INPUT SUN GEAR ASSEMBLY FORWARD CLUTCH (640) OUTER RACE OVERRUN (644) CLUTCH HUB (639)
OUTPUT SHAFT (687)
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
REACTION INTERNAL GEAR (684)
2-4 BAND
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.
SPEED SENSOR ROTOR (699)
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 Overdrive 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.
66
Figure 63
66A
MANUAL THIRD – THIRD GEAR
MANUAL THIRD – THIRD GEAR
(from Overdrive Range – Fourth Gear)
3-4 CLUTCH
➤ ➤
➤
➤
➤
➤ ➤
➤
➤ ➤
➤
D2 LO
D3
D4
➤
EX
➤
➤
D4 ➤ ➤
D3
➤
D3
D3-N.C.
EX
REV INPUT ➤
➤
➤
FWD CL FD
➤
➤
TEMP SENSOR
D4
➤ ➤
➤
FWD CL FEED D4
➤
➤
D4
➤
EX
FWD CL FD
EX
➤ ➤
3-4 CL
➤
CC SIGNAL
EX
➤
➤
➤
➤
#12
LO
D4-N.O.
➤
EX
LINE
➤
APPLY
➤ ➤
➤
➤
APPLY
D4
➤
➤
➤ REGULATED
22
➤
➤
➤
EX
FEED➤ ➤ SERVO
3-4 ACC
➤
➤ ➤
➤
14
3-2 CONTROL EX
ON
3-2 CONTROL SOLENOID VALVE N.C.
EX
➤
➤
➤
AFL
➤
EX
EX ➤
➤
➤
➤
➤
➤
➤
3RD ACC
OVERRUN CL ➤ OVERRUN CL FD
➤
4TH
➤
➤
EX
➤
➤
➤
OVERRUN CL FD
➤
D2
D3 ➤
➤
#2 ➤
➤
➤ 4TH ACTUATOR FEED LIMIT ➤ 3-4 CLUTCH 3-2 SIGNAL
➤
➤
2ND
EX
3-4 ACC
➤ ➤
SERVO FD
➤
➤
➤
➤
EX
➤
➤
➤
3-4 CL
12
4TH
AFL
EX
➤
➤
OVERRUN CLUTCH
➤ ➤
➤
EX
LO D2
D3
➤ ➤
➤
3-4 CL
EX 4TH SIG ➤ 3-4 SIGNAL ➤
EX
➤ ➤
➤
➤
EX
➤
➤
➤
➤
➤
➤
➤
➤
EX
D4
➤
D4
➤
➤
➤
➤
➤
➤ ➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
2ND CL
➤ ➤
➤
➤
➤
Figure 64
➤
➤
➤
2ND CL
➤
➤
➤
➤
#4
➤
➤
➤
➤
➤
➤
5
➤
2ND CL
2b
➤
➤
➤
2ND & 4TH SERVO
➤
1-2 ACCUMULATOR 2ND CL ➤
➤
➤
➤
EX
OFF
➤
➤
➤
➤
➤
➤
➤
2c
➤
4-3 SEQUENCE VALVE ➤
➤
EX
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
3-4 RELAY
ORF EX ➤
3RD ACCUM
➤
7
6
➤ 13
➤
➤
➤
➤
3-4 SIGNAL
4TH SIGNAL SIG
➤
➤
➤
2ND
➤
➤ ➤
#7 ACCUM
➤
➤
➤
➤
➤ ➤
ORF ACC
➤
2-3 SHIFT SOLENOID VALVE N.O.
➤
➤
3-4 CLUTCH
11
➤
➤
2-3 SIGNAL
➤
➤ ➤
EX
➤
➤
➤
➤
3a
18
➤
➤
➤
3-4 SIG
➤
➤
➤
➤
➤
3-4 ACC
➤
➤
➤
➤
4TH SIGNAL
➤
3-4 ACCUMULATOR EX 19 ➤ 3-4 ACCUM ➤
➤
AFL
OFF
29
2-3 SHUTTLE
➤
➤
➤
➤
2ND
➤
1c ➤
➤
➤ 28
1-2 SHIFT SOLENOID VALVE N.O.
➤
➤
➤
➤
3-4 CL
ACCUM
#1
➤
ORF D2 ➤
OVERRUN
➤
➤
20
2-3 SHIFT VALVE
➤
➤
2ND CL
AFL
➤
➤
➤
2ND
3-2 DOWNSHIFT
➤
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.
1d
➤
➤
➤
➤
➤
➤ 16
➤
➤
➤
3-4 SHIFT VALVE 30
3b
#8 2ND
➤
➤ #6
21
➤
ACCUM VALVE
4 TORQUE CONVERTER 4a TCC PWM Solenoid Valve:
➤
1-2 SIGNAL
➤
#5
➤
D3 ➤
ACCUM
➤
➤
2ND D4-3-2
➤
➤
➤
➤
31
3 SHIFT ACCUMULATION – Same as 4-3 Downshift
➤
1-2 SHIFT VALVE
➤
D4
26
27
2a
➤
➤
➤
1-2 SIG ➤ LO/1ST
➤
➤
➤
➤
➤
EX
➤
➤
EX
➤
➤
25
➤
➤
➤
➤
EX EX
1-2 SIG ➤
➤
➤
TORQUE SIGNAL
➤
➤
PRESSURE CONTROL SOLENOID VALVE
➤
LINE
➤
➤
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.
AFL
➤
➤
ACTUATOR FEED LIMIT
2c 2nd & 4th Servo:
FILTER (49)
➤
➤
➤ 32
AFL
AFL
➤
➤ ➤
➤
➤
EX
AFL
FILTER (50)
➤
➤
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.
66B
➤
FORWARD ABUSE
D4
24
➤
D4
➤
D2-N.C.
TCC SOLENOID N.O.
➤
2b 3-4 Relay Valve and 4-3 Sequence Valve:
COMPLETE HYDRAULIC CIRCUIT Page 92
EX
FWD CL FEED
REV-N.O.
➤
LINE
➤
➤
➤
TFP SWITCH ASSEMBLY
1b
REG APPLY
➤
➤
D2
OFF
➤
➤
When manual third is selected, the PCM de-energizes the 1-2 SS valve to immediately downshift the transmission into third gear.
8
D3
LO-N.O.
ISOLATOR VALVE 9
➤
REVERSE
➤
REG APPLY
4b
➤
PR
OVERRUN CLUTCH
BOOST VALVE
LINE
➤
➤
➤
➤
TCC PWM SOLENOID VALVE N.C.
FORWARD CLUTCH ACCUMULATOR
➤
➤
1a
➤
EX
LINE PRESSURE TAP
MANUAL VALVE ➤
4a AFL
R N D 3 2 1
➤
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:
➤
➤
➤
1d 3-4 Shift Valve:
CONVERTER CLUTCH VALVE
PRESS REG
➤
➤
TORQUE SIG
P
➤
➤
10
➤
➤
LINE
➤
➤
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.
4
REV INPUT
EX
➤
REV INPUT
➤
➤
1c 2-3 Shift Valve Train:
➤
➤
➤
D3 fluid is routed to the TFP manual valve position switch and opens the normally closed D3 fluid pressure switch.
COOLER
EX
➤
➤
EX
➤
➤
REAR LUBE ➤
➤
RELEASE
LINE (From Pump)
DECREASE
FORWARD CLUTCH FEED
➤
EX
➤
➤
CONV FEED
➤
➤
1b Transmission Fluid Pressure (TFP) Manual Valve Position Switch:
➤
➤
The gear selector lever, selector shaft and manual valve are moved to Manual Third (D) position.
LINE
➤
➤
OVERRUN CLUTCH
➤
➤
4b TCC Solenoid Valve:
➤
FWD CL FEED
1 FOURTH GEAR PREVENTED 1a Manual 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.
➤
➤
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 Overdrive Range D , the manual valve also moves. Changes to the hydraulic and electrical systems are as follows:
➤
APPLIED
➤
HOLDING
INPUT CLUTCH HOUSING ASSEMBLY
➤
APPLIED
(from Overdrive Range – Fourth Gear) LO/REV CLUTCH
➤
APPLIED
LO-ROLLER CLUTCH
➤
3-4 CLUTCH
➤
FORWARD SPRAG CL. ASSEMBLY
➤
FORWARD CLUTCH
➤
OVERRUN CLUTCH
➤
OFF
REVERSE INPUT CLUTCH
➤
OFF
2-4 BAND
➤
2-3 SHIFT SOLENOID VALVE
➤
1-2 SHIFT SOLENOID VALVE
3RD ACCUMULATOR
➤
67
MANUAL SECOND – SECOND GEAR
MANUAL SECOND – SECOND GEAR 2 2-4 BAND ASSEMBLY (602) APPLIED
POWER TO TORQUE CONVERTER (1) FOR ENGINE BRAKING
(from Manual Third – Third Gear)
(from Manual Third – Third Gear) 3 OVERRUN CLUTCH APPLIED
4 FORWARD CLUTCH APPLIED
5 FORWARD SPRAG ASSEMBLY (642) HOLDING
1 POWER FROM DIFFERENTIAL ASSEMBLY
➤ ➤
➤
➤
➤
➤
➤
➤
➤ SERVO ASSEMBLY APPLIED
➤
INPUT REACTION INTERNAL CARRIER INPUT CARRIER GEAR SHAFT REVERSE INPUT (664) FORWARD SPRAG ASSEMBLY (666) OVERRUN (662) CLUTCH HOUSING ASSEMBLY CLUTCH (605) (642) APPLIED FORWARD HELD HOLDING CLUTCH INPUT HOUSING APPLIED & SHAFT ASSEMBLY 2-4 BAND (621) ASSEMBLY (602) APPLIED FORWARD SPRAG CLUTCH INNER RACE AND INPUT SUN GEAR ASSEMBLY (640) FORWARD CLUTCH OUTER RACE OVERRUN (644) CLUTCH HUB (639)
REACTION SUN SHELL (670) HELD
MAIN CASE (103)
REACTION INTERNAL GEAR LOW AND REVERSE (684) CLUTCH PLATE ASSEMBLY (682)
SPEED SENSOR ROTOR (699)
2-3 SHIFT SOLENOID VALVE
2-4 BAND
OFF
ON
APPLIED
REVERSE INPUT CLUTCH
OVERRUN CLUTCH
FORWARD CLUTCH
FORWARD SPRAG CL. ASSEMBLY
APPLIED
APPLIED
HOLDING
3-4 CLUTCH
LO-ROLLER CLUTCH
LO/REV CLUTCH
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 transmission gear sets. The power flow in Figure 65 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 65. Notice that this flow is identical 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.
REACTION SUN GEAR (673) HELD
68
OUTPUT SHAFT (687)
1-2 SHIFT SOLENOID VALVE
REACTION CARRIER ASSEMBLY (681)
Figure 65
The overrun clutch remains applied in Manual Second – First Gear to provide engine compression braking.
68A
MANUAL SECOND – SECOND GEAR
MANUAL SECOND – SECOND GEAR
(from Manual Third – Third Gear)
INPUT CLUTCH HOUSING ASSEMBLY
➤
➤
➤
➤
➤
➤
➤
OVERRUN CLUTCH
➤
➤
➤ ➤
➤
LINE
➤
D4 ➤ ➤
FWD CL FD ➤
D4
➤
➤
➤
➤
➤
EX
EX
➤EX➤
AFL
EX ➤ ➤ ➤
D2 EX ➤
3-4 ACC
AFL
EX
➤
SERVO FEED
OVERRUN CL ➤ OVERRUN CL FD
3-4 ACC
EX
EX
➤
➤
➤
➤
➤
➤
14
➤
➤
3-2 CONTROL
➤➤
EX
➤
➤
➤
➤
3-2 CONTROL SOLENOID VALVE N.C.
EX ➤
➤
3RD ACC
EX
LO ➤
D3
➤
EX
SERVO FD
➤
4TH
➤
OFF
#2 ➤
4TH ACTUATOR FEED LIMIT ➤ ➤ ➤ 3-4 CLUTCH 3-2 SIGNAL
➤ 3RD
➤
➤
OVERRUN CL FD
➤
D2 ➤ ➤
2ND
➤
➤
➤ ➤
➤
➤
➤
➤
➤
➤
➤
➤
D4
D2 ➤
D3 ➤
OVERRUN CLUTCH
3-4 CL ➤
➤
➤ ➤
➤
➤ ➤
➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤
➤
EX 4TH SIG ➤ 3-4 SIGNAL ➤
➤
➤
D2 LO
D4 D3
➤
➤
D3 EX
➤ ➤
EX
EX
➤
➤
➤
D4
➤
➤
➤
➤
EX
➤
➤
➤
➤
➤
➤
EX
4a ➤
➤
➤
➤
2ND CL
➤
➤
➤
➤
2ND CL
➤
➤
➤
ON
➤
➤
➤
12
➤
Figure 66
➤
➤
2ND CL
➤
➤
➤
CL ➤
➤
➤
➤
➤
2ND & 4TH SERVO
2-3 SHIFT SOLENOID VALVE N.O.
4-3 SEQUENCE VALVE
EX
#4
➤3-4
➤
➤
EX
29
➤
5
➤
➤
➤
➤
➤
➤
4c
7
6
ORF EX
➤
➤
➤
➤
➤
➤
3-4 RELAY
#7
➤
➤
2ND
13
➤
3 ➤
2-3 SIGNAL
AFL
➤
➤
➤
➤
➤ ➤
ACCUM ➤
20
➤
➤
➤ 3RD
➤
➤
3-4 SIGNAL
11
➤
➤
➤
EX
➤
➤
➤
OFF
➤
➤
#6
➤
➤
➤
➤
ORF D2
➤
➤
➤
➤
1-2 SHIFT SOLENOID VALVE N.O.
➤
➤
➤
3-4 CLUTCH
➤
➤
3-4 SIG
4TH SIGNAL SIG ➤
➤
➤
➤
➤
➤
➤
➤
ACCUM
1-2 ACCUMULATOR 2ND CL ➤
➤
➤
18
ORF ACC
➤
➤
4b
➤
➤
#5
2-3 SHUTTLE
➤
➤
28
➤
➤
➤
➤
➤
➤
OVERRUN
➤
➤ ➤
➤
21 ➤
2-3 SHIFT VALVE
➤
3-4 ACCUMULATOR EX 19 3-4 ACCUM
➤
AFL
➤
➤
➤
➤
➤
2ND ➤ D4-3-2 ➤ ➤
➤
➤
➤
➤
#1
➤
➤
➤
➤
2ND CL
➤
2ND
26
27
➤
3-4 ACCUM 3-4 CL
1-2 SIG LO/1ST
➤
25
1-2 SHIFT VALVE
➤
3-2 DOWNSHIFT
ACCUM
4e 3-2 Downshift Valve:
4f
AFL ➤ ➤
1-2 SIG
➤
2ND
4e ➤
D3
➤
REVERSE
OVERRUN CLUTCH
CL
➤
EX
➤ ➤ ➤ ➤ ➤ 3-4 ➤
FILTER (49)
➤
➤
➤
#8 2ND
➤
3-4 SHIFT VALVE 30
FWD CL FD
➤
➤ ➤
APPLY
➤ ➤
➤
➤
➤
1-2 SIGNAL
➤
➤ 16
D4
➤
➤
D3 ➤
ACCUM
ACCUM VALVE
4d 3-2 Control Solenoid Valve and 3-2 Control Valve:
EX
RELEASE CONVERTER CLUTCH VALVE
➤ ➤
➤
CC SIGNAL ➤
AFL
➤
EX EX
➤
➤
➤
PRESS REG
EX
EX
REV INPUT
➤
➤
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.
TEMP SENSOR
D3-N.C.
FWD CL FEED
➤
➤
➤
4c 2nd & 4th Servo:
➤
➤
LINE (From Pump)
➤
➤
➤
➤
D4
➤
➤
D4 ➤
#12
LO
➤
➤
D4
D4-N.O.
➤
➤
REG APPLY
➤
EX
D4
➤
PRESSURE CONTROL SOLENOID VALVE
22
➤
AFL
➤
➤ ➤
LO-N.O.
FORWARD ABUSE
FILTER (50)
ACTUATOR FEED LIMIT
31
➤
D4
➤
➤
TORQUE SIGNAL
FWD CL FEED
➤
➤
APPLY
➤
➤
➤
LINE
D2
TFP SWITCH ASSEMBLY
2
➤
➤
32
AFL
➤
➤
D2-N.C.
TCC SOLENOID N.O.
➤
➤
D3
EX
➤
➤
➤ REGULATED
PR
REV-N.O.
➤
LINE
➤
➤
➤
REG APPLY
➤
FORWARD CLUTCH ACCUMULATOR
➤
24
MANUAL VALVE ➤
OFF
ISOLATOR VALVE 9
➤ 8
1
➤
TCC PWM SOLENOID VALVE N.C.
R N D 3 2 1
➤
EX
➤
➤
➤
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.
AFL
LINE PRESSURE TAP
➤
➤
➤
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:
P
➤
➤
➤
➤
➤
TORQUE SIG
LINE
➤
➤
10
➤
➤
FORWARD CLUTCH FEED
EX
➤
BOOST VALVE
4
REV INPUT
➤
LINE
➤
➤
➤
➤
➤
REV INPUT
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:
➤
➤
➤
COOLER
EX
➤
➤
➤
REAR LUBE ➤
➤
➤ ➤
➤
EX
3 BALL CHECK VALVE #5
68B
EX ➤
DECREASE
The D2 fluid is routed to the TFP manual valve position switch where it opens the normally closed D2 fluid pressure switch.
COMPLETE HYDRAULIC CIRCUIT Page 94
➤
CONV FEED
➤ ➤
2 TRANSMISSION FLUID PRESSURE (TFP) SWITCH
The 3-4 signal fluid pressure exhausts from the 3-4 shift valve but has no effect on the valve.
LINE
➤
➤
The selector lever moves the manual shaft and the manual valve into the manual second (2) position. This allows the line pressure to enter the D2 fluid circuit.
4f 3-4 Shift Valve:
➤
➤
➤
The 3-4 clutch fluid exhausts from the valve and the spring force moves the valve into the second gear position.
➤
FWD CL FEED
1 MANUAL 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.
CLUTCH
➤
➤ 3-4
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:
➤
HOLDING
(from Manual Third – Third Gear) LO/REV CLUTCH
➤
APPLIED
LO-ROLLER CLUTCH
➤
APPLIED
3-4 CLUTCH
➤
FORWARD SPRAG CL. ASSEMBLY
➤
APPLIED
FORWARD CLUTCH
➤
ON
OVERRUN CLUTCH
➤
OFF
REVERSE INPUT CLUTCH
➤
2-4 BAND
➤
2-3 SHIFT SOLENOID VALVE
➤
1-2 SHIFT SOLENOID VALVE
ACCUMULATOR ➤
4d
69
MANUAL FIRST – FIRST GEAR
MANUAL FIRST – FIRST GEAR FORWARD SPRAG INPUT INTERNAL ASSEMBLY (642) GEAR HOLDING HELD
FORWARD CLUTCH APPLIED
➤
➤
(from Manual Second – Second Gear) 3 LOW AND REVERSE CLUTCH APPLIED
4 LOW AND REVERSE ROLLER CLUTCH ASSEMBLY (678) HOLDING
1 POWER FROM DIFFERENTIAL ASSEMBLY
➤
POWER TO TORQUE CONVERTER (1) FOR ENGINE BRAKING
(from Manual Second – Second Gear)
2 OVERRUN CLUTCH APPLIED
➤
➤
➤
➤
OVERRUN CLUTCH APPLIED
FORWARD CLUTCH APPLIED
INPUT HOUSING & SHAFT ASSEMBLY (621)
FORWARD SPRAG ASSEMBLY (642) HOLDING
INPUT CARRIER ASSEMBLY (662)
INPUT INTERNAL GEAR (664) HELD
REACTION CARRIER SHAFT (666) HELD
1-2 SHIFT SOLENOID VALVE
2-3 SHIFT SOLENOID VALVE
ON
ON
1
LOW AND REVERSE CLUTCH SUPPORT ASSEMBLY (679)
70
MAIN CASE (103)
FORWARD SPRAG CLUTCH INNER RACE AND INPUT SUN GEAR ASSEMBLY (640) FORWARD CLUTCH OUTER RACE (644) OVERRUN CLUTCH HUB (639) REACTION INTERNAL LOW AND REVERSE GEAR (684) CLUTCH PLATE ASSEMBLY (682) APPLIED
LOW AND REVERSE ROLLER CLUTCH RACE (675) HELD
OVERRUN CLUTCH
FORWARD CLUTCH
FORWARD SPRAG CL. ASSEMBLY
APPLIED
APPLIED
HOLDING
3-4 CLUTCH
LO-ROLLER CLUTCH
LO/REV CLUTCH
HOLDING
APPLIED
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).
OUTPUT SHAFT (687)
SPEED SENSOR ROTOR (699)
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 ASSEMBLY (678) HOLDING
REVERSE INPUT CLUTCH
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 transmission 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 during acceleration is identical to Overdrive Range – First Gear (refer to page 54A) to obtain an approximate gear ratio reduction 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 identical to Overdrive Range – First Gear except that the arrows are in the opposite direction.
2
MAIN CASE (103)
2-4 BAND
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.
REACTION CARRIER ASSEMBLY (681) HELD
Figure 67
70A
MANUAL FIRST – FIRST GEAR
MANUAL FIRST – FIRST GEAR
(from Manual Second – Second Gear)
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:
3-4 CLUTCH
➤
➤
➤
OVERRUN CLUTCH
REAR LUBE ➤
➤
➤ ➤
LO/REVERSE
D4 ➤ ➤ ➤
FWD CL FD
D4
➤
➤
EX
LO/1ST
D4
EX ➤
➤
AFL
LO
➤
➤
➤
➤
ORF EX
EX
SERVO FEED
4-3 SEQUENCE VALVE EX
3-4 RELAY
➤
➤
2f
AFL (To 3-2 Control Solenoid Valve)
EX ➤
OVERRUN CL ➤ OVERRUN CL FD
➤ 4TH
7
➤
6
EX
➤
3-4 ACC
2ND
SERVO FD
➤
➤
➤
➤
➤
2ND & 4TH SERVO
EX
EX
➤ ➤
OVERRUN CL FD
D2 EX
3-4 ACC
➤
3-4 SIG 3-4 ACCUM ➤
ON
➤
➤
➤
➤
➤
EX
2-3 SHIFT SOLENOID VALVE N.O.
➤
➤
➤
➤
➤
➤
➤
➤
➤
EX
➤
➤
D3
2ND
OVERRUN CLUTCH
EX ➤ ➤
2-3 SHUTTLE
➤
2e
➤
➤
➤
➤
➤
2c
➤
➤
➤
28
AFL
➤
4TH SIGNAL SIG
➤
➤
➤
➤
AFL
5
➤
➤
2-3 SIGNAL
➤
➤
2ND CL
➤
20
➤
ORF D2
➤
➤ ➤
➤
➤
3RD ACCUM ACCUM
1-2 ACCUMULATOR ➤ ➤ 2ND CL ➤
➤ #6
OVERRUN
➤
11
2f 3-4 Relay Valve and 4-3 Sequence Valve:
➤
#5
➤ 21 ➤
➤
EX
➤
ON
➤
D4-3-2
➤
➤
➤
➤
➤
18
➤
➤
➤
EX➤
➤
➤
➤ ➤
2ND
2-3 SHIFT VALVE
3-4 ACCUMULATOR EX 19 3-4 ACCUM
ORF ACC
PR
➤ ➤
D3 D2 ➤
➤
➤
EX
EX 4TH SIG 3-4 SIGNAL
➤
29
➤
➤
2e 2-3 Shift Valve Train:
➤
➤
➤
D4
➤
➤
➤
➤
➤
ACCUM
#1
➤
➤
➤ ➤
D3 EX
D2
➤
EX
EX
EX EX
➤ ➤
➤
➤
2ND CL
➤ ➤
3-4 CL
2ND CL
➤
➤
D3
➤
➤ ➤ ➤ ➤
➤
➤ ➤
➤
➤
➤
2ND
➤
➤
➤
1-2 SHIFT SOLENOID VALVE N.O.
➤
➤
2d
3-2 DOWNSHIFT
➤
26
➤
➤
➤
2a
➤
2b
➤
1d
AFL
➤
➤
➤
27
➤
➤
➤
25
➤
LO/1ST ➤
1c
➤
➤
1-2 SIG
1-2 SHIFT VALVE
➤
➤
➤ ➤
➤
➤
➤
➤
➤
➤
1-2 SIGNAL
#8
➤
➤
➤
3-4 SHIFT VALVE
23
LO OVERRUN
➤
➤
➤
ACCUM
30
FILTER (49)
AFL
➤
LO/REVERSE
➤
➤
D3 ➤
➤ 2ND ➤
16
D4 ➤
➤
➤
➤
➤
➤ ➤
➤
➤
LINE
D4
LO
➤
➤
➤
➤
➤
➤
D4
REV INPUT
FWD CL FEED
➤
➤
➤
➤
PRESSURE CONTROL SOLENOID VALVE
➤
➤
➤
D3-N.C.
FORWARD ABUSE
AFL
ACCUM VALVE
2b 3-4 Shift Valve:
#12
LO
TEMP SENSOR
LO-N.O.
1-2 SIG ➤
22
D4 ➤
D4-N.O.
D2-N.C.
➤
TORQUE SIGNAL
31
➤
➤
➤
REV-N.O.
FILTER (50)
AFL
D4
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.
➤
D4
➤
TORQUE SIGNAL
ACTUATOR FEED LIMIT
2 2-4 BAND RELEASES 2a 1-2 Shift Solenoid (SS) Valve:
FWD CL FEED
➤
➤
1b
➤
➤
➤
➤
➤
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.
D2 LO
➤
D2
TFP SWITCH ASSEMBLY
10
➤
32
D3
D4 ➤
➤
EX
➤
LINE
EX
REVERSE
D3
➤
➤
➤
OVERRUN CLUTCH
REV INPUT
LINE (To Reg Apply Valve)
➤
➤
➤
➤
PRESS REG
PR
➤
BOOST VALVE
EX
AFL (To TCC PWM Solenoid 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.
EX
➤
➤
REV INPUT
1e Low and Reverse Piston:
FORWARD CLUTCH ACCUMULATOR
MANUAL VALVE ➤
DECREASE
➤
24
➤
LINE
R N D 3 2 1
CONV FEED
1a
LINE PRESSURE TAP
FWD CL FD
➤
➤
➤
LO/REVERSE
➤
LINE (From Pump)
P
EX
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.
COMPLETE HYDRAULIC CIRCUIT Page 96
LINE
➤
➤
➤
1d Lo Overrun Valve:
70B
FORWARD CLUTCH FEED
➤
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.
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.
PR
➤
#10
➤
LINE
➤
1c 1-2 Shift Valve:
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.
EX
➤
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.
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.
1e
➤
1b TFP Manual Valve Position Switch:
2d 3-2 Downshift 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.
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.
➤ ➤ ➤
➤
1 LOW AND REVERSE CLUTCH APPLIES 1a Manual Valve:
2c 2nd & 4th Servo:
➤
FWD CL FEED
➤
APPLIED
➤
HOLDING
LOW AND REVERSE CLUTCH ASSEMBLY
INPUT CLUTCH HOUSING ASSEMBLY
➤
HOLDING
LO/REV CLUTCH
➤
APPLIED
(from Manual Second – Second Gear)
LO-ROLLER CLUTCH
➤
APPLIED
3-4 CLUTCH
➤
FORWARD SPRAG CL. ASSEMBLY
➤
FORWARD CLUTCH
➤
OVERRUN CLUTCH
➤
ON
REVERSE INPUT CLUTCH
➤
ON
2-4 BAND
➤
2-3 SHIFT SOLENOID VALVE
➤
1-2 SHIFT SOLENOID VALVE
4TH
2ND CL ➤
Figure 68
71
OPERATING CONDITIONS RANGE REFERENCE CHART SHIFT SOLENOID VALVES RANGE
GEAR 1-2
PARK
ON
* ON * ON *
REVERSE NEUTRAL
2-3
1
2
3
4
5
6
7
8
2-4 BAND
REVERSE INPUT CLUTCH
OVERRUN CLUTCH
FORWARD CLUTCH
FORWARD SPRAG CL. ASSEMBLY
3-4 CLUTCH
LO ROLLER CLUTCH
LO/REV. CLUTCH
ON
APPLIED
* ON * ON *
1st
ON
ON
2nd
OFF
ON
3rd
OFF
OFF
4th
ON
OFF
1st
ON
ON
2nd
OFF
ON
3rd
OFF
OFF
ON
ON
2nd
OFF
ON
1st
ON
ON
2nd
OFF
ON
APPLIED
APPLIED
APPLIED
APPLIED
HOLDING
APPLIED
HOLDING
APPLIED
HOLDING
HOLDING
D
3
1st
2
*** 1
*** * ** ***
**
APPLIED
APPLIED
APPLIED
APPLIED
APPLIED
APPLIED
HOLDING
APPLIED
HOLDING
APPLIED
APPLIED
HOLDING
APPLIED
APPLIED
HOLDING
APPLIED
APPLIED
HOLDING
APPLIED
APPLIED
HOLDING
APPLIED
APPLIED
HOLDING
APPLIED
APPLIED
HOLDING
APPLIED HOLDING
HOLDING
APPLIED
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
NOTE: DESCRIPTIONS ABOVE EXPLAIN COMPONENT FUNCTION DURING ACCELERATION. EXPECTED OPERATING CONDITION IF COMPONENT IN COLUMN NUMBER IS INOPERATIVE: COLUMN # 1 2 3 4 5 6 7 8
CONDITION NO 2ND, NO 4TH GEAR. NO REVERSE. NO ENGINE BRAKING IN MANUAL 2ND, MANUAL 1ST, AND MANUAL 3RD (3RD GEAR). NO FORWARD IN D AND MANUAL 3RD. NO FORWARD IN D AND MANUAL 3RD. NO 3RD GEAR, NO 4TH GEAR. NO 1ST GEAR IN D , MANUAL 3RD, AND MANUAL 2ND. 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 DTC P0758
72
• • • •
The PCM commands maximum line pressure. The PCM disables shift adapts. The PCM commands 2nd gear. The PCM illuminates the Malfunction Indicator Lamp (MIL).
Figure 69
COMPLETE HYDRAULIC CIRCUITS 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 gear range. The purpose was to isolate the hydraulics used in each gear range in order to provide the user with a basic understanding of the hydraulic system.
checkballs and orifices within specific components. A broken 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.
In contrast, this section shows a complete hydraulic schematic with fluid passages active 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 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.
The left side foldout contains the complete color coded hydraulic circuit for the given gear range along with the relative location of valves,
PASSAGE PASSAGE PASSAGE PASSAGE PASSAGE
A IS LOCATED IN THE PUMP BODY (LIGHT GREY AREA) B IS LOCATED IN THE VALVE BODY (LIGHT BLUE AREA) C IS LOCATED ON THE SPACER PLATE (DASHED LINE) D IS LOCATED IN CASE (WHITE AREA) E IS LOCATED IN THE ACCUMULATOR HOUSING (LIGHT YELLOW AREA)
FLUID FLOW SCHEMATIC — (FOLDOUT) A
FLUID FLOW THROUGH COMPONENTS (FOLDOUT)
B
E RK g PA nnin Ru
ine
g En
➤
➤
➤
EX
LO ➤
➤
24
12
➤
13
➤
➤
➤
V
➤
➤
➤
➤
➤
36
33 37
26
13
33 36
42
14
18 17
3
34 41
47
47
41 38
43
FORWARD CLUTCH ACCUMULATOR BORE
17
39 39
D4 D4 2ND
25 9
25 48
24
10 23 9
35
INDICATES BOLT HOLES
- NON-FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO TO SIMPLIFY TRACING FLUID FLOW.
14
13
24 38
35/39
10 47
- EXHAUST FLUID NOT SHOWN
20 17
20 17 9
25 9
11
25
11
20 21
21
3 9 25
9
42
24
33
32
36 28 26
25 3
21 21
9
33
37 44
48 26 9
20
NOTE:
14 12
9 22
24
31 31
33 43
25
24
24 31
9
27
34
20 25
24
22
35 24
24
25
9
20
20
11
12
43
41
34
29
27
30
17
34 13
14
17 17 42 44
12
38 41 18
34
35
9
#12
41
18
17
34
18 15
22
10
3
CASE (103) (2-4 Servo Bore)
47
14 12
38 34
12
29 9 9
11
10
9
32
28
11
3 38
16 29
15 29
10
24
24
31
31
43
26
24
27
41
38
29
43
29
14
22 24
24 24
43
3
12
28
15 40 9
42 9
30
35
33
31
48
26
47
17
17 12
15
9
43 42
CONTROL VALVE BODY (60) (Case Side)
12
44
25
43
➤
43 42
43 28 29 29 16
#3
14
42 44 41
13
24
24 25
48
PR PR
38e
34a
39
41
13
38
9b
34 34
25 25
25
25
D2 D3 34b
41c
41d
LO 41b
41a
41 18
22
27
30 34
➤
D3
18a
➤
CASE (8) FILTERED AFL D4 2ND D2
EX
➤
LO/REVERSE ➤
LO/1ST
PR
D2
D4 ➤ PR LO/REV
EX
LINE
LO
D2
D4
D3
EX
12a
34
18
40
21a
23
17
24
34
(50)
12
17
17
38
15
34
9
25
25 9
10
25 20
➤
GASKET (47) (Case/Spacer Plate)
D4 ORIFICED D2 2ND
➤
➤
3-4 ACCUMULATOR D4
➤ ➤
D4-3-2 ➤
➤ ➤
LO
LO
O’ EX EX
D4
➤
ACCUMULATOR
PR
➤
➤
AFL
D2 D4
EX
D2
D4-3-2
EX
EX
EX
EX
➤
EX
3-4 ACC SERVO FD 2ND
OVERRUN
D3
EX
AFL EX
REVERSE INPUT
REVERSE
EX
D4 15b
17a
17b
15c
17c
18b
16
16
24m
25e
25d
25b
25
18
2ND CL
2ND
24k
2ND CL 25a
25
➤
➤
20d
➤
ACCUM
ORF ACC
20e
21a
21
21
ORIFICED ACCUM
20c
9f
17f
➤ 11a
17g
TORQUE SIGNAL
D3 EX
D4
9d 31a
35a
33a
10
9c
9b
33c
37a
EX
EX
EX
➤
EX
EX
EX
EX EX
EX
➤ ➤
EX ➤ ➤
D3 ➤
2ND 2ND 2ND CL
➤
OVERRUN CL FD
35c
35d
35e
24g
24h
36a
39
36
36
35b
18
3-4 CLUTCH
EX
OVERRUN
31b
9p
26a
9e
➤ 9a
➤
AFL
➤
AFL
34f
25f
34c
34d
34e
26b
31c
29e ➤
D3
D3
3-4 CL
➤
LINE
➤
3-4 SIGNAL
OVERRUN CLUTCH REGULATED APPLY
PRESS REG BOOST VALVE
➤
➤
➤
➤
➤
2ND CL
4TH SIGNAL
4TH
2ND CLUTCH
➤
➤ DECREASE ➤
➤
TORQUE SIGNAL
REVERSE INPUT
➤ ➤
RELEASE
OVERRUN CLUTCH
2ND CL
3RD ACCUMULATOR OVERRUN
➤
CASE (8)
LUBE
➤
CONV FD LINE
➤
EX
4TH
➤
RELEASE
APPLY
➤
➤ ➤
OVERRUN CLUTCH
➤
➤
➤ ➤
➤
➤
➤
47
9
22
38
3
3
9d/10
41 14
18
12
17
18
18
34 18
29 9
9
27
32
34
12
38 16
29 15
11 30
➤
3RD ACCUM
➤
➤
➤ ➤
2ND CLUTCH
➤
➤
EX
➤
➤
SUCTION
➤ ➤
➤
➤
REVERSE INPUT
3b
15
47
38
41
3
29 29 29 47
29
(11)
➤
38
12
16
➤
SUCTION
➤
APPLY OVERRUN CLUTCH FORWARD CLUTCH FEED
➤
➤
➤
CONVERTER CLUTCH VALVE
➤
➤
➤
➤ ➤
➤
➤ ➤
➤
➤
➤
#4
13
24 34
15
29
20e/21 20d/21
10 24
9
25
47
9
35
27
31
35
22
24 47
25g
9c
20 20
11
47
#5
47
17 17 33
17
30 27
47
20c
18
#6
11 47
32
24
34
29
(49)
9f
3
47
44
28
L
➤
➤
➤
CONV FD
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
10b/23
31
25
30
31
#2
29
A
➤
➤
➤
LUBE
➤
➤
➤
➤
➤
COOLER
➤
➤
➤
➤
➤
➤
47
9g
38e/39
35b 35c/39 ➤ 35e/36 31 17f 20a 20b 17g 30
25 28
33
➤
24
10a
24c
➤
REGULATED APPLY
➤
13a
43 47
26
37 43 43
#8
➤
➤
47 9 11
11 47
3 48
36
10c/22
25
21 27a 24d ➤
➤
CASE (8)
➤
➤
➤
➤
➤
➤
SPACER PLATE (48) (Case/Control Valve Body)
11
9
21
➤
➤
9a
M
UT CH
N
➤
Figure 64
CU
CL
G
68
➤
33b 32a
25e
CASE (103) (Control Valve Body Side)
SI
PR
16 3
25
3
26
25 48
47 14b
22a
24f 24e ➤ 31a
35d/36 20
33a
47 9
9
47
23 27 ➤ 42b 12e
9h
24a
11a
9e
➤
44
9 N
2
➤
11 29
10
(38)
43
3-
➤
D4
2ND
9
25d
9
40
ORIFICED D2
32
47
D2
22
VALVE BODY (60) GASKET (52) SPACER PLATE (48) GASKET (47) LO
31b
11b
21
12d
12b
FWD CL FEED D2
28
36a
3c
#1
12c
D3
FORWARD CLUTCH FEED 2ND CLUTCH REVERSE INPUT OVERRUN
47 47
9
14c 12d 14a
26
43c/44
9k/10
26b
26a
25
47
#7/(40)
12e
PR D2 D3
TEMP SENSOR
D4-N.O.
18
CASE (103) (Pump Cover Side)
41a 17e
18a 17d 42a 44a
41d 24b
25f
9p
2-4 SERVO BORE
RU
D4 D2
37
47
19
C
D2
34c
34e
28a
48a
17c 41c
18c 13b
37a
48b 8
25 11
R
17
LO
D3-N.C.
20
9
47
38
D2-N.C.
33
➤
17b/18 12c
18b
15d
34d
35a
43b/44
25b
TO LOW AND REVERSE CLUTCH
33 9
VE O
16
LO-N.O. REV-N.O.
17
37
TFP SWITCH ASSEMBLY
#12
36
33
25
11 47
9
A
FORWARD CLUTCH ACCUMULATOR ➤
20
#3
3 37 48
17a/18 34b 22
16a
38d
27d 30a 22b 24m/25 24g 16 ➤ 24k/25 24h 7 5 31c 33c 43a
47
4
➤
➤
REVERSE INPUT
#8
➤
16
18 11 29
37
(237) 37 1
29 11 18
9
34a
12b 38c
14
29c
13 27c/29 27b/29
6
34f
9
16
➤
38c
38a
D3
#6
➤
➤
BOTTOM PAN (SUMP) (75)
14b
14
33
26 26
#7 (40)
38b
➤
REVERSE
#5
44 26
23 14c ➤
30b
➤ 47
27
EX
(39) 3
48
41b
29b
9m
➤
10
47
36
28
3-
➤
LINE
➤
18c
28 32
3
33
PR
(10)
45 8
7
48
38a
3a
29g/28 29a
9n
11c
#10
10 13 24
32
9
H
3b
REVERSE
31 33
37
48
4T
➤ 3c
22
35
12a
15a
29e
12 47
25a
43
29f/28
17
29d
47
14
39
47
15c/16
19
24
12
9
32
3RD ACCUM
12 29g 28
3a
24a 44a 43c
➤ 14a ➤
➤
➤
PUMP COVER (215) (Case Side)
9o 17
42
47
22
42b
LO/1ST
MANUAL VALVE
28a
REVERSE INPUT
24c
➤
LO/REVERSE
7
➤
➤
8
7
3
15b/16
REAR LUBE
14 12
35
34
48 ➤
#2
22 10c 25 24e 24d
ORIFICED EX EX ➤
16
16
24
37
24f
LO OVERRUN
FWD CL FD
16
3
47
41
44
9
13
22
27
37
17d
2ND
ACTUATOR FEED LIMIT
➤
; ;;
(10)
8
43
(237)
12
17
17 41
18
34
27 30
➤
24b
R N D 3 2 1
;; ;;
5 37 18
29
46
34 18
12 38
24
➤
28
9k
➤
➤
P
(237)
38b
16
9
9
11
47
28
➤
29f
➤ 10
ON
FORWARD ABUSE
3RD ACCUMULATOR ACTUATOR FEED LIMIT
➤
➤
LINE
FORWARD CLUTCH FEED FILTER (72)
3-2 CONTROL
➤➤
AFL
16
43
PUMP COVER (215) (Pump Body Side)
34
38
29 15
29 18
34
42a
EX ➤
➤
REVERSE REVERSE INPUT
9g
FILTER (49)
10a
1-2 SHIFT SOLENOID VALVE N.O.
3
11
37
37
3 29
47
29 11 47
18
25
29 23 10b
2ND
1-2 SIGNAL
43 8
3
38
16
9
13b
1-2 SHIFT VALVE
D4-3-2
9n
15a
SUCTION CONVERTER & LUBE MAINLINE SOLENOID SIGNAL ACCUMULATOR ACTUATOR FEED LIMIT TORQUE SIGNAL
ORIFICED EX
➤
➤
➤
➤
➤
➤
REGULATED APPLY
3-2 CONTROL SOLENOID VALVE N.C.
➤ ➤
➤
LO/1ST
43
43
41
3 3 16
29
30
➤
OFF ➤
1-2 SIGNAL
46
(237)
38
12
3➤ 16
11 ➤
33b
➤
29c
9o
15d
➤
3-2 SIGNAL
40 14
29a
9m ➤ 9h
D4-3-2
➤
3-4 CLUTCH
16a
FLUID PRESSURES
REV ABUSE
2ND CLUTCH
➤
3-2 DOWNSHIFT
29b
➤
➤
#4 3-4 CL
25g
➤
AFL
ON
45
43
➤
47
38d
2-3 SHIFT SOLENOID VALVE N.O.
16
5 8 37 29 18
29
17e
ACTUATOR FEED LIMIT 2-3 SIGNAL
47
(232) 1
1
20b
➤
(232)
2
16
37
47
29
47
20a
D4 2ND ACCUMULATOR D2
2
2
(240)
3
(240)
2
3 4
43
3
1
4
➤
4
47
37
PUMP BODY (200) (Pump Cover Side)
2ND CLUTCH
1-2 ACCUMULATOR
➤
4TH SIGNAL 3-4 SIGNAL 1-2 SIGNAL 2ND
18
VALVE BODY (60) 3-4 ACCUMULATOR
2-3 SHUTTLE
46
43
11
43
PR LO/REVERSE
#1
13a
3-4 SIGNAL
4
(238)
4
3
3
3-4 ACCUM
1-2 ACCUMULATOR COVER (57)
➤
3-4 SHIFT VALVE
19
➤
29
1-2 SIGNAL
3-4 CLUTCH REV INPUT
EX OVERRUN CLUTCH
➤
D3
29d
➤
LINE
➤
➤
➤
EX
➤
➤
48
48
16
3-4 ACCUMULATOR
D4
2-3 SHIFT VALVE
4TH
1-2 SIGNAL
13 27c 29
TORQUE SIG
➤
EX OVERRUN CLUTCH FEED
27b ➤
EX (237)
30a 27d 22a
PRESSURE CONTROL SOLENOID VALVE
ACCUM VALVE
3-4 SIGNAL ➤
3-4 ACCUM FILTERED AFL
31
ACCUMULATOR
4-3 SEQUENCE VALVE
4TH
22b
➤
FILTER (50)
➤
➤
➤
➤
➤
➤
ORF EX
44
3-4 RELAY
43a 32a
EX ➤
43b
ISOLATOR
➤
30b
27a
EX
➤
6
➤
CC SIGNAL 3-4 ACCUM OVERRUN CL SERVO FD
SERVO FEED 2ND 4TH SIGNAL
5
AFL
ACTUATOR FEED LIMIT
REG APPLY LINE
➤
➤
➤
(237)
PUMP ASSEMBLY (4)
OFF
➤
EX
4 ➤
➤
➤
➤
➤
11c
➤
TCC SOLENOID (66) N.O.
➤
10
➤
➤➤
➤
REG APPLY
➤
11b
➤
LINE
➤
(238)
EX
LINE PRESSURE TAP (39)
➤
➤
➤
OIL COOLER PIPE CONNECTOR (10)
➤
➤
➤
REGULATED APPLY
8
FILTER (232)
1
➤
TCC PWM SOLENOID VALVE N.C. 48a
48b
➤
➤
➤
➤
COOLER
➤
PRESSURE RELIEF VALVE
D3 LINE
➤
➤
➤
➤
➤
➤
2
ACTUATOR FEED LIMIT
➤
TORQUE SIGNAL SERVO FEED
➤
➤
➤
➤
AIR BLEED (240) EX
32
1
24
6
7
7
43
➤
➤
➤
➤
LUBE
➤
EX
➤
AFL
#10
2ND CLUTCH
2ND CLUTCH 3-4 CLUTCH OVERRUN CLUTCH SERVO FEED CC SIGNAL
9
7
3
REAR LUBE
OVERRUN FORWARD CLUTCH FEED
➤
EX
LUBE
➤
OVERRUN CLUTCH
➤
COOLER
REV INPUT ➤
4
5
5
2
3
2
2
43
43
4
2
8
8
3
(240)
47
4
4
2
4
;;;; ;;;;;;;; ;;;;;;;; ;; ;; ;;;;;;;; ;; ; ;;;;;;;; ;;;;;;;; ; 45
45
47
3
➤
EX
PRESSURE RELIEF VALVE BORE
;;;; ;;;;;;; ;;;;;;; ;; ;;; ;;;;;;; ;; ;;; ;;;;;;; ;;;;;;;
➤
➤ ➤
➤
➤
➤
➤
➤
#9
➤
#7
➤
➤
3RD ACCUM
Engine Running
ns p sure mp ou tra pum Preses pu to thWe hen mand ulat rdingents. the defrom accoirem ceeds, fluidr requut ex sure lato outp e presre regu of linpressu e th
3-4 CLUTCH FORWARD CLUTCH FEED
LUBE
➤
➤
11
➤
EX
➤
(P) Park l the e oi r in th leve fromwing: ctor sure follo sele pres the Regthe line to 8): ) Withsition, rected Valve(21essure di pr r po p is lato (line ion pum Regu tput miss
LOW AND REVERSE CLUTCH ASSEMBLY
➤
INPUT CLUTCH HOUSING ASSEMBLY
➤
REVERSE INPUT CLUTCH ASSEMBLY
2ND & 4TH SERVO
➤
➤
TORQUE CONVERTER ASSEMBLY
➤ ➤
➤
Engine Running
PARK
Figure 65
GASKET (52) (Spacer Plate/Control Valve Body)
1-2 ACCUMULATOR COVER (57)
FOLDOUT ➤ 69
➤
C
D
HALF PAGE TEXT AND LEDGEND
COMPLETE ILLUSTRATED PARTS LIST
Figure 70
FOLDOUT ➤ 73
PARK
(Engine Running) REVERSE INPUT CLUTCH ASSEMBLY
2ND & 4TH SERVO
TORQUE CONVERTER ASSEMBLY
INPUT CLUTCH HOUSING ASSEMBLY
LOW AND REVERSE CLUTCH ASSEMBLY
➤
EX
➤
➤
➤
ORIFICED D2
➤
2ND
➤
CASE (8)
➤
ACCUMULATOR
PR
➤
➤
➤
➤
D4-3-2
AFL
D2
FILTERED AFL
➤
➤ ➤
D4 2ND D2
➤
LO/1ST
PR
EX
➤
LO/REVERSE
LO
D2
➤
D4
EX
➤ PR LO/REV
EX
LO ➤
➤
➤
➤
12c
PR
➤
PR 38e
34a
21
➤
D4 ORIFICED D2 2ND
D4 2ND
D2 D3 34b
41d
LO 41c
41b
VALVE BODY (60) GASKET (52) SPACER PLATE (48) GASKET (47) LO
➤
D3
18a ➤
D4
12d
12b
FWD CL FEED D2
FORWARD CLUTCH FEED 2ND CLUTCH REVERSE INPUT
PR
D3
D4-N.O.
12a
18
LO
D3-N.C.
TEMP SENSOR
➤
12e
D2 D3
41a
D4 17a
17b
18b
22
18
15c
17c
17
REV-N.O.
D4 D2
#12
15b 16
25e
25d
25b
24m 25
16
#3
16
2ND CL
2ND
24k
2ND CL 25a
25
24g
#8
D2
LO
D2
D3
D4
EX
FORWARD CLUTCH ACCUMULATOR
LO-N.O. D2-N.C.
➤
38c
38a
LINE
EX
2ND 2ND 2ND CL OVERRUN CL FD 24h
36a
35e 36
20
TFP SWITCH ASSEMBLY
3-4 ACCUMULATOR D4
21a
20e
20d 21
➤
ORF ACC
ACCUM 20c
21
ORIFICED ACCUM EX
EX
EX
EX O’ EX EX
D4
EX
➤ ➤
35d
35c 39
➤
36
14b
38b
➤
REVERSE
35b
D4
D4-3-2
D2 EX
LO REVERSE INPUT
EX
9f
D4
EX
3-4 ACC SERVO FD 2ND
D3 EX
AFL
EX ➤
➤
EX
17f
➤ 11a
EX
TORQUE SIGNAL
D3
EX
EX
EX
EX
OVERRUN
EX
➤
EX
EX
2ND CL D3
17g
9d 10
31a
35a
33a
31b
➤
AFL
EX
D3
3-4 CL
➤
OVERRUN
33c
37a
9b
9c
AFL
9e
➤ 9a
26a
9p
26b
31c
34f
25f
34e
34d
29e
D3
➤ ➤
LINE ➤
➤
EX
REVERSE INPUT
➤
3-4 SIGNAL
OVERRUN CLUTCH REGULATED APPLY
PRESS REG BOOST VALVE
➤
➤
CONV FD LINE EX
SUCTION
34c
TORQUE SIGNAL
REVERSE INPUT
4TH SIGNAL
➤
➤ ➤
2ND CLUTCH
4TH
➤
➤ DECREASE ➤
RELEASE
➤
APPLY OVERRUN CLUTCH FORWARD CLUTCH FEED
➤
➤
CONVERTER CLUTCH VALVE
➤
➤
3RD ACCUMULATOR OVERRUN
➤
➤
➤
CONV FD
REVERSE
OVERRUN CLUTCH
➤
2ND CLUTCH
➤
39
2ND CL
➤
4TH
➤
RELEASE
APPLY ➤
CASE (8)
LUBE
LUBE
OVERRUN CLUTCH
➤ 14a ➤
➤
➤
3-4 CLUTCH
LO/REVERSE
➤
➤
3RD ACCUM
27 23 14c
LO/1ST
➤
REVERSE INPUT
#6
44 26
42b
➤
➤
FWD CL FD
➤
➤
LO OVERRUN
➤
SUCTION
➤
➤
PR ➤
➤
➤
24a 44a 43c
➤
➤
➤
24c 24b
2ND
ACTUATOR FEED LIMIT
22 10c 25 24e 24d
ON
➤
➤
➤
1-2 SHIFT SOLENOID VALVE N.O.
➤
➤
➤
➤
➤
➤
➤
➤
➤
REGULATED APPLY
17d ➤
➤
➤
➤ ➤
➤
CASE (8)
➤
➤
COOLER
➤
➤
➤
➤
➤
➤
1-2 SIGNAL
D3
#5
BOTTOM PAN (SUMP) (75)
Figure 71
42a
R N D 3 2 1
REVERSE
18c
OVERRUN
74
➤
➤
P
➤
LINE
➤
➤
➤
3a
24f 13b
MANUAL VALVE
REVERSE INPUT
FILTER (72)
➤
➤
3b
➤
28
ORIFICED EX EX
➤
3RD ACCUM
➤ 3c
15a
SUCTION CONVERTER & LUBE MAINLINE SOLENOID SIGNAL ACCUMULATOR ACTUATOR FEED LIMIT TORQUE SIGNAL
➤
#2
28a
FORWARD CLUTCH FEED
➤
➤
28
12 29g 28
9k
➤
LINE
D4-3-2
➤
➤
29f
10
2ND
➤
REVERSE REVERSE INPUT
➤
➤
➤
➤
➤
➤
➤
9g
FILTER (49)
10a
LO/1ST
FORWARD ABUSE
3RD ACCUMULATOR ACTUATOR FEED LIMIT
AFL
29 23 10b
ON
1-2 SIGNAL
9n
15d
REGULATED APPLY
➤
➤
➤
➤
OFF ➤
9o
38d
2-3 SHIFT SOLENOID VALVE N.O.
1-2 SHIFT VALVE
3-2 CONTROL
30
20b
➤
EX
➤➤
17e
ACTUATOR FEED LIMIT 2-3 SIGNAL
➤
2-3 SHUTTLE
ORIFICED EX
➤ ➤
33b 20a
D4 2ND ACCUMULATOR D2
➤
29a
3-2 CONTROL SOLENOID VALVE N.C.
9m ➤ 9h
➤
29c
➤
AFL ➤
3-2 SIGNAL
40
VALVE BODY (60) 3-4 ACCUMULATOR
D4-3-2
➤
3-4 CLUTCH
25g
1-2 ACCUMULATOR
➤
2ND CLUTCH
16a
FLUID PRESSURES
REV ABUSE
18
1-2 ACCUMULATOR COVER (57)
➤
3-2 DOWNSHIFT
#1
➤
#4 3-4 CL
3-4 ACCUM
2ND CLUTCH
➤
29
14
➤
➤
1-2 SIGNAL
29b
OVERRUN CLUTCH
➤
3-4 SHIFT VALVE
4TH SIGNAL 3-4 SIGNAL 1-2 SIGNAL 2ND
19
13a
3-4 SIGNAL
➤
D3
1-2 SIGNAL
3-4 CLUTCH
EX
LINE
➤
EX
D4
➤
➤
4TH ➤
PR LO/REVERSE
3-4 ACCUMULATOR
➤
2-3 SHIFT VALVE
3-4 SIGNAL ➤
29d
REV INPUT
PRESSURE CONTROL SOLENOID VALVE
ACCUM VALVE
4-3 SEQUENCE VALVE
4TH
13 27c 29
TORQUE SIG
3-4 ACCUM FILTERED AFL
31
24
ACCUMULATOR
EX OVERRUN CLUTCH FEED
27b
FILTER (50)
➤
➤
EX (237)
30a 27d 22a
➤
➤
EX
➤
TCC SOLENOID (66) N.O.
➤
3-4 RELAY
43a
22b
➤
➤
➤
ORF EX
44
27a
EX ➤
5
32a
➤
➤
PUMP ASSEMBLY (4)
OFF LINE PRESSURE TAP (39)
➤ ➤
➤
(237)
EX
EX
4
➤
(238)
➤
➤
➤
30b
➤
ISOLATOR VALVE
REG APPLY REG APPLY ➤ LINE CC SIGNAL SERVO FEED 3-4 ACCUM 2ND OVERRUN CL 4TH SIGNAL SERVO FD
➤
11c
43b
➤
➤
6
➤
➤
OIL COOLER PIPE CONNECTOR (10)
8
➤
ACTUATOR FEED LIMIT
REGULATED APPLY
10
➤
➤
➤
LINE
➤
➤
48a
FILTER (232)
1
32
TCC PWM SOLENOID VALVE N.C.
11b
➤
➤
COOLER
PRESSURE RELIEF VALVE
D3 LINE
➤
48b
➤
➤
9
7
AFL
➤
➤
➤
2
TORQUE SIGNAL SERVO FEED
➤
➤
AIR BLEED (240) EX
➤
➤
AFL
ACTUATOR FEED LIMIT
➤
➤
➤
LUBE
EX
➤
3-4 CLUTCH OVERRUN CLUTCH SERVO FEED CC SIGNAL
#10
2ND CLUTCH
2ND CLUTCH FORWARD CLUTCH FEED
➤
➤
REAR LUBE
OVERRUN
➤
EX
LUBE
➤
➤
➤ ➤
➤
COOLER
REV INPUT ➤
➤
➤ EX
OVERRUN CLUTCH
➤
➤
➤
➤
➤
➤
➤ ➤
➤
➤
#7
➤
#9
3-4 CLUTCH FORWARD CLUTCH FEED
LUBE
➤
3RD ACCUM
➤
11
➤
EX
PARK (Engine Running) 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.
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.
1-2 SHIFT SOLENOID VALVE
2-3 SHIFT SOLENOID VALVE
ON
ON
2-4 BAND
REVERSE INPUT CLUTCH
OVERRUN CLUTCH
FORWARD CLUTCH
FORWARD SPRAG CL. ASSEMBLY
3-4 CLUTCH
LO-ROLLER CLUTCH
LO/REV CLUTCH APPLIED
74A
PARK (Engine Running) PASSAGES 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48
SUCTION DECREASE LINE CONVERTER FEED RELEASE APPLY COOLER LUBE ACTUATOR FEED LIMIT FILTERED ACTUATOR FEED TORQUE SIGNAL PR D4-3-2 LO/REVERSE REVERSE REVERSE INPUT D4 FORWARD CLUTCH FEED REAR LUBE ACCUMULATOR ORIFICED ACCUMULATOR 1-2 SIGNAL 2-3 SIGNAL 2ND 2ND CLUTCH C. C. SIGNAL 3-4 SIGNAL 3RD ACCUMULATOR 3-4 CLUTCH 4TH SIGNAL SERVO FEED 4TH 3-4 ACCUMULATOR D3 OVERRUN OVERRUN CLUTCH FEED OVERRUN CLUTCH D2 ORIFICED D2 3-2 SIGNAL LO LO/1ST EXHAUST ORIFICED EXHAUST VENT SEAL DRAIN VOID REGULATED APPLY
COMPONENTS ( (8) (10) (11) (38) (39) (40) (49) (50) (61) (91) (232) (237) (238) (240)
74B
)
REAR LUBE (ORIFICED CUP PLUG/REAR CASE) OIL COOLER PIPE CONNECTOR CASE SERVO ORIFICED PLUG ACCUMULATOR BLEED PLUG LINE PRESSURE TAP 3RD ACCUM. RETAINER AND BALL ASSEMBLY (#7) SHIFT SOLENOIDS SCREEN PRESSURE CONTROL SOLENOID SCREEN CHECKBALLS (#1, 2, 3, 4, 5, 6, 8, 12) CHECKBALL (#10) OIL PUMP COVER SCREEN CHECK VALVE RETAINER AND BALL ASSEMBLY CONVERTER CLUTCH SIGNAL ORIFICED CUP PLUG ORIFICED CUP PLUG
PARK
(Engine Running) 2
➤
V 13
➤
➤
➤
➤
3
46
37
(237)
(10)
48
(237)
48
46 3
47
(237)
47 29
16
9 22
24 34
27 30
27
47 10 47
24
34f
31
➤
28
48
32 28
28
32
9 20
31b
35d/36 20
33a
11
47
26b
26a
9 ➤
9a
44
47
25
3
#6
11
37
47
17 17
20
43 43
#8
24 47 25
30
20 31
33
31
11 30 27
22
24
13
24 34 15
3
9
41
13
43
17 12
(50)
15
#3
12
17 3
34 41
47
CASE (103) (Control Valve Body Side) ➤
SPACER PLATE (48) (Case/Control Valve Body) 38
12
2-4 SERVO BORE
29 29
47
44
18
41
9 9
27
➤
30
33
48
36
26
26 26
11
9
CASE (103) (2-4 Servo Bore)
25 9
10 23 9
10 47
- EXHAUST FLUID NOT SHOWN
20 20 17 9
11
11
25 20 21
21
21
3 9 25
9
24
35/39
33 17
9
25 3
21
25
24 38
25
26
26
3
43
33
28
9
20
13
24 35
32
36
48
25
9
24
37 44
20
11
3
33 43
25 9
27
34
INDICATES BOLT HOLES
- NON-FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO SIMPLIFY TRACING FLUID FLOW.
14
24
31
25 48
9 22 22
35
31
42
43
41
14 12
34
29
24
31 20
12
17 42 44
24
34 13
24
35 20
18
24
9
32
28
17
9
34 25
9
#12
NOTE:
14
17
17 38 41
9
22
10
39
18 15
27
30
10
24
24 39
36
33 37
13
31
43 43
48
24 24
31
33
31
25
43
41
18
17 12
29
11
10 30
27
24
24
24
29
29
14
12
16
15
9 24
34 35 34
25 25
25
25
22
27
30 34
47
41 38
FORWARD CLUTCH ACCUMULATOR BORE
38 34
34 43
12 22
13
3 38
29
9
42 44
41
38
28
15 40
42 44
18 34
14
12
17
17
38
15
11
(11)
14
18
12
41
29
17
29
15
29
11
16
12
41
18
18
34
29
29
34
12
38
47
9
32
14
CONTROL VALVE BODY (60) (Case Side)
38
41
3
29
16 16
#7/(40)
42
47
#2
19
28
14 12
(38)
43
47
18
38
9b
22
17
42 34
9d/10
9
43
18 3
40
21a
24
42
43 28 29 29 16
47
47
17
24 34
15
29 47
23
38
9
25
20c
#4
27
31
35
24 47
10
24
47
9
35
33 32
17
34
29
#5
47
28 36
20e/21 20d/21
3b
47
26
47
3 48
47
18 25g
25e 25d
9
26
11
11
48
47
11a
32 ➤ 9e
25
47
47
(49)
9f
9c
11b
21
35b 35c/39 35e/36 31 20a 20b 17g 30
32a
3c
#1
47
33b
➤
17f
43
3 25
10b/23
9g
25f
9p
11 47
28a
48a
8
25
3
36a 37a
48b
24c
38e/39
16 3
47 9
9
47
➤
9
26 26
33
25
24f 24e ➤ 31a
9k/10
43b/44
25b
TO LOW AND REVERSE CLUTCH
33
➤
17
36
9
➤
33
37
9
9
35
34e
➤
37
36
33
33
43
47
➤
37
#7 (40)
24m/25 24g 16 ➤ 24k/25 24h 7 5 31c 33c 43a
25a 39
9
6
47
47
48
14
24
25
47
30b
➤
13
35
34
#10
11 29
25
38c
➤
34
12
22 13
22
47
14
11
18
24
12
9
19
18
10
47
47
41a
29g/28
➤
18
18
34a
➤
47
44
41
9
9
9o 17
42
47
9
➤
29
15c/16
➤
29
17
38
➤
12
29 15
11
12
41b 12b
29b
9
38a
3a
17a/18 14c 34b 17e 18a 22 ➤ 16a 12d 14a 17 17b/18 17d 29a 23 14 18b 12c 42a 27 ➤ 29c 15a 44a 26 42b 29d 38d 17c 12e 9h 41c 15d 9m 41d 43c/44 29e 9n 14b 22a 13 18c 11c 24b 24a 10c/22 34d 13b 10 ➤ 27c/29 ➤ 25 27b/29 21 34c 27d 30a 27a 24d 35a 13a 10a 22b
REAR LUBE
14
37
CASE (103) (Pump Cover Side)
➤
29
17
16
47
9 11 ➤
18
➤
16
29f/28
15b/16
34
38
16
48
➤
16
34
➤
29
3
12a
12
41
3
3➤
38b
38 41
29 11 18
PUMP COVER (215) (Case Side)
➤
38
3
16
PUMP COVER (215) (Pump Body Side)
37
1
➤
PUMP BODY (200) (Pump Cover Side)
3
37
3
1
16
18 11 29
37
➤
➤
37
37
16
(237)
11
43
29
12
➤
➤
37
47
43
47
7
➤
11
➤
➤
16 ➤
4
47
16
43
➤
46
43
3
➤
3
3
7
1
4
4
(238)
4
➤
16
(39)
7
5 37 29 18 8
3
43
8
43 ➤
48
48
16
5 8 37 29 18
➤
➤
8
➤
1
43
2
➤
6
7
7
43
3
5
5
2 3
➤
4
3 4
43
➤
3
➤
45
8
➤
4
1
3
➤
43
43
(10)
43
➤
2
2
4
47
(232)
➤
8
8
2
(232)
➤
3
(240)
2 47
4
4
45
(240)
3
45
45 47
2
2
(240)
➤
➤ ➤
PRESSURE RELIEF VALVE BORE
9
9
25
25 9
10
25 20
GASKET (47) (Case/Spacer Plate)
Figure 72
GASKET (52) (Spacer Plate/Control Valve Body)
FOLDOUT ➤ 75
1-2 ACCUMULATOR COVER (57)
REVERSE REVERSE INPUT CLUTCH ASSEMBLY
2ND & 4TH SERVO
TORQUE CONVERTER ASSEMBLY
INPUT CLUTCH HOUSING ASSEMBLY
LOW AND REVERSE CLUTCH ASSEMBLY
➤
EX
➤
➤
➤
➤
➤
ORIFICED D2
➤
CASE (8)
➤ ➤
➤
D4-3-2
FILTERED AFL
➤
LO/1ST
PR
➤
D4 2ND D2
➤
LO/REVERSE
D2
EX
➤
LO
PR
➤
➤
➤
➤
PR 39
➤
38e
34a
21
➤
D4 ORIFICED D2 2ND
D4 2ND
D2 D3
LO
VALVE BODY (60) GASKET (52) SPACER PLATE (48) GASKET (47) LO
41c
18a ➤
12c
FWD CL FEED D2
D4-N.O.
12d
12b
34b
LO
D3-N.C.
PR
D3
41b
REV-N.O.
TEMP SENSOR
➤
12e
D2 D3
12a
17a
17b 18
18b
15c
17c
15b
16
25e
25d
25b
25
16
2ND CL
2ND 24m
24k
2ND CL 25a
25
24g
24h
➤
D4
D2
LO
D2
D3
D4
EX
FORWARD CLUTCH ACCUMULATOR
LO-N.O. D2-N.C.
➤
38a
FORWARD CLUTCH FEED ➤
➤
2ND CLUTCH REVERSE INPUT
PR
➤
AFL ➤
LO
EX
14b 38c
41d
➤
3-4 ACCUMULATOR D4
21a
20e
20d 21
➤
ORF ACC
ACCUM 20c
D2 ➤
D4 ➤ PR LO/REV
EX
EX
➤
38b
41a
TFP SWITCH ASSEMBLY
D4
OVERRUN CL FD 36a
35e
35d
36
22
18
➤
35c 39
➤ 14a ➤
D3
➤
36
21
ORIFICED ACCUM EX
EX
EX
EX O’ EX
LINE
EX
➤
2ND 2ND 2ND CL
➤
D4
D4-3-2
D2 EX
➤
EX
➤ ➤
➤
35b
REVERSE INPUT
#12 17
ACCUMULATOR
D4
EX
3-4 ACC SERVO FD 2ND
LO REVERSE INPUT
EX
9f
17f
➤ 11a
TORQUE SIGNAL
EX
D3 EX
AFL
EX EX ➤
EX
17g
9d 10
31a
35a
33a
D3
EX
EX
EX
OVERRUN
EX
➤
EX
EX
2ND CL D3
➤
D4
3-4 CLUTCH
31b
➤
AFL EX
EX
D3
3-4 CL
➤
OVERRUN
33c
37a
9c
9b
➤
AFL
9e
9p
26a
26b
31c
34f
25f
34e
34d
29e
D3
➤ ➤
LINE ➤
➤
➤
➤
REVERSE INPUT
➤
PRESS REG BOOST VALVE
CONV FD LINE EX
3-4 SIGNAL
OVERRUN CLUTCH REGULATED APPLY
➤
➤
34c
TORQUE SIGNAL 4TH SIGNAL
➤
➤ ➤
SUCTION ➤
➤ 9a
3RD ACCUMULATOR OVERRUN
➤
2ND CLUTCH
4TH
➤
➤ DECREASE ➤
➤
➤
RELEASE
➤
➤
➤ ➤
REVERSE INPUT
➤
APPLY OVERRUN CLUTCH FORWARD CLUTCH FEED
CONV FD
REVERSE
OVERRUN CLUTCH
➤
LUBE CONVERTER CLUTCH VALVE
OVERRUN CLUTCH
2ND CL
➤
4TH
➤
RELEASE
APPLY
CASE (8) LUBE ➤
➤
3RD ACCUM
➤
➤ ➤
➤
➤
LO/1ST
➤
➤
➤
➤
➤
2ND CLUTCH
LO/REVERSE
23 14c
➤
➤
➤
➤
27
➤
➤
➤
➤
FWD CL FD
➤ 16
#3 ➤
➤
20
#8
44 26
42b
➤
SUCTION
LO OVERRUN
➤
➤
➤
➤
➤
24a 44a 43c
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
REGULATED APPLY
➤ ➤
➤
➤
➤
➤
COOLER
➤
CASE (8)
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
24c 24b
➤
➤
D4 D2
➤
2ND
Figure 73
➤
➤
➤
➤
#6
#5
OVERRUN
76
➤
PR ➤
18c
22 10c 25 24e 24d
2ND
D3 REVERSE
15a
17d
ON
ACTUATOR FEED LIMIT
➤
REVERSE
➤ ➤
REVERSE INPUT
BOTTOM PAN (SUMP) (75)
1-2 SHIFT SOLENOID VALVE N.O.
R N D 3 2 1
➤
FILTER (72)
1-2 SIGNAL
MANUAL VALVE
LINE
➤
3a
➤
24f
42a
ORIFICED EX EX
➤
➤
3b
9k
28
2ND
➤
P
3RD ACCUM
➤ 3c
➤
FORWARD CLUTCH FEED
D4-3-2
➤
#2
12 29g 28
28a
FLUID PRESSURES
➤
28
REVERSE REVERSE INPUT
10
➤
16a 29f
➤
➤
➤
➤
9g
FILTER (49)
10a
LO/1ST
➤
➤
LINE
➤
15d
29 23 10b
13b
➤
➤
➤
9n
➤
ON
1-2 SIGNAL
FORWARD ABUSE
3RD ACCUMULATOR ACTUATOR FEED LIMIT
AFL
➤ ➤
➤
➤
➤
➤
2-3 SHIFT SOLENOID VALVE N.O.
1-2 SHIFT VALVE
➤
3-2 CONTROL ➤
OVERRUN CLUTCH
➤
9o
➤
EX
➤➤
38d
➤
OFF
29b
➤
30
20b
➤
29a
3-2 CONTROL SOLENOID VALVE N.C.
17e
ACTUATOR FEED LIMIT 2-3 SIGNAL
➤
2-3 SHUTTLE
ORIFICED EX
➤
29c
33b 20a
D4 2ND ACCUMULATOR D2
➤
3-2 SIGNAL
40 14
9m ➤ 9h
➤
3-4 CLUTCH
➤
AFL
D4-3-2
➤
REV INPUT
REGULATED APPLY
SUCTION CONVERTER & LUBE MAINLINE SOLENOID SIGNAL ACCUMULATOR ACTUATOR FEED LIMIT TORQUE SIGNAL
REV ABUSE
25g
13a
3-4 SIGNAL
➤
2ND CLUTCH
29d
VALVE BODY (60) 3-4 ACCUMULATOR
➤
3-2 DOWNSHIFT
18
1-2 ACCUMULATOR
➤
#4 3-4 CL
#1
➤
29
3-4 ACCUM
1-2 ACCUMULATOR COVER (57)
➤
3-4 SHIFT VALVE
4TH SIGNAL 3-4 SIGNAL 1-2 SIGNAL 2ND
19
2ND CLUTCH
D4
➤
D3
1-2 SIGNAL
3-4 CLUTCH ➤
➤
➤
➤
1-2 SIGNAL
13 27c 29
TORQUE SIG
➤
4TH ➤
EX
➤
2-3 SHIFT VALVE
3-4 SIGNAL ➤
27b
PRESSURE CONTROL SOLENOID VALVE
ACCUM VALVE
4-3 SEQUENCE VALVE
4TH
31
3-4 ACCUMULATOR
ACCUMULATOR
EX OVERRUN CLUTCH FEED
22b
30a 27d 22a
3-4 ACCUM FILTERED AFL
➤
EX (237)
➤
➤
➤
EX
EX
LINE
3-4 RELAY
27a
➤
➤
ORF EX
44
43a
➤
➤
TCC SOLENOID (66) N.O.
➤
➤
➤
EX ➤
5
32a
➤
➤
➤
➤
OFF LINE PRESSURE TAP (39)
➤ ➤
➤
(237)
EX
➤
(238)
EX
4
PUMP ASSEMBLY (4)
30b
➤
➤
➤
6
➤
➤
OIL COOLER PIPE CONNECTOR (10)
LINE
ISOLATOR VALVE
REG APPLY REG APPLY ➤ LINE CC SIGNAL SERVO FEED 3-4 ACCUM 2ND OVERRUN CL 4TH SIGNAL SERVO FD
➤
11c
43b
FILTER (50)
➤
➤
10
➤
➤
➤
8
➤
ACTUATOR FEED LIMIT
REGULATED APPLY
11b
➤
➤
COOLER
➤
PRESSURE RELIEF VALVE
➤
➤
48a
FILTER (232)
1
32
TCC PWM SOLENOID VALVE N.C.
48b
➤
➤
D3 LINE
➤
➤
2
9
7
AFL
➤
➤
➤
EX
➤
➤
AIR BLEED (240)
TORQUE SIGNAL SERVO FEED
➤
➤
➤
➤
AFL
ACTUATOR FEED LIMIT
➤
24
PR LO/REVERSE
➤
➤ ➤
➤
LUBE
EX
➤
3-4 CLUTCH OVERRUN CLUTCH SERVO FEED CC SIGNAL
#10
2ND CLUTCH
2ND CLUTCH FORWARD CLUTCH FEED
➤
➤
REAR LUBE
OVERRUN
➤
EX
REV INPUT
➤
LUBE
➤
OVERRUN CLUTCH
➤
COOLER
➤ ➤
➤
➤ EX
➤
➤
➤
➤
➤ ➤
➤
➤
#7
➤
#9
3-4 CLUTCH FORWARD CLUTCH FEED
LUBE
➤
3RD ACCUM
➤
11
➤
EX
REVERSE 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 SOLENOID VALVE
2-3 SHIFT SOLENOID VALVE
ON
ON
2-4 BAND
REVERSE INPUT CLUTCH APPLIED
OVERRUN CLUTCH
FORWARD CLUTCH
FORWARD SPRAG CL. ASSEMBLY
3-4 CLUTCH
LO-ROLLER CLUTCH
LO/REV CLUTCH APPLIED
76A
REVERSE PASSAGES 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48
SUCTION DECREASE LINE CONVERTER FEED RELEASE APPLY COOLER LUBE ACTUATOR FEED LIMIT FILTERED ACTUATOR FEED TORQUE SIGNAL PR D4-3-2 LO/REVERSE REVERSE REVERSE INPUT D4 FORWARD CLUTCH FEED REAR LUBE ACCUMULATOR ORIFICED ACCUMULATOR 1-2 SIGNAL 2-3 SIGNAL 2ND 2ND CLUTCH C. C. SIGNAL 3-4 SIGNAL 3RD ACCUMULATOR 3-4 CLUTCH 4TH SIGNAL SERVO FEED 4TH 3-4 ACCUMULATOR D3 OVERRUN OVERRUN CLUTCH FEED OVERRUN CLUTCH D2 ORIFICED D2 3-2 SIGNAL LO LO/1ST EXHAUST ORIFICED EXHAUST VENT SEAL DRAIN VOID REGULATED APPLY
COMPONENTS ( (8) (10) (11) (38) (39) (40) (49) (50) (61) (91) (232) (237) (238) (240)
76B
)
REAR LUBE (ORIFICED CUP PLUG/REAR CASE) OIL COOLER PIPE CONNECTOR CASE SERVO ORIFICED PLUG ACCUMULATOR BLEED PLUG LINE PRESSURE TAP 3RD ACCUM. RETAINER AND BALL ASSEMBLY (#7) SHIFT SOLENOIDS SCREEN PRESSURE CONTROL SOLENOID SCREEN CHECKBALLS (#1, 2, 3, 4, 5, 6, 8, 12) CHECKBALL (#10) OIL PUMP COVER SCREEN CHECK VALVE RETAINER AND BALL ASSEMBLY CONVERTER CLUTCH SIGNAL ORIFICED CUP PLUG ORIFICED CUP PLUG
REVERSE 2
48 48
V
➤
➤
29
9 22
24 34
27 30
27
47 10 47
24
34f
31
➤
28
31b
35d/36 20
33a
48
32 28
28
32
9 20 11
47
26b
26a
9 ➤
9a
44
47
25
3
#6
11
37
47
17 17
20
43 43
#8
24 47 25
30
20 31
33
31
11 30 27
22
24
13
24 34 15
3
9
41
13
43
17 12
(50)
15
#3
12
17 3
34 41
47
CASE (103) (Control Valve Body Side) ➤
SPACER PLATE (48) (Case/Control Valve Body) 38
12
2-4 SERVO BORE
29 29
47
44
18
41
9 9
27
➤
30
31
24 24
31
33
48
36
26
26 26
31
48
25 9
10 23 9
10 47
- EXHAUST FLUID NOT SHOWN
20 17
20 17 9
25 9
25
11
11
3
25 20 21
21
21
3 9 25
9
24
35/39
33
32
36
26
26
21
25
13
24 38
24 35
28
9
20
33
37 44
48
25 11
9
CASE (103) (2-4 Servo Bore)
33
25
3
43
31
43
9
24
INDICATES BOLT HOLES
- NON-FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO SIMPLIFY TRACING FLUID FLOW.
14
24
31
20
11
3
27
34
24
20
9 22 22
35 24
42
34
29
14 12
43
41 24
34 13
24
25
35 20
18
27
30
9
25 9
9
12
17 42 44
17 38 41
9
34
9
32
28
17
18 15
22
10
#12
NOTE:
14
17
12 29
11
10
10
39 39
36
33 37
13 24
24
31
43 43
48
27
35
33
24
29
29
14
30
24
24 25
43
41
18
17
16
15
9 24
34 34
25 25
25
25
22
27
30 34
47
41 38
FORWARD CLUTCH ACCUMULATOR BORE
38 34
12 34
43
12 22
13
3 38
29
9
42 44
41
38
28
15 40
42 44
18 34
14
12
17
17
38
15
11
(11)
14
18
12
41
29
17
29
15
29
11
16
12
41
18
18
34
29
29
34
12
38
47
9
32
14
CONTROL VALVE BODY (60) (Case Side)
38
41
3
29
16 16
#7/(40)
42
47
#2
19
28
14 12
(38)
43
47
18
38
9d/10
22
17
42 34
9b
9
43
18 3
40
21a
24
42
43 28 29 29 16
47
47
17
24 34
15
29 47
23
38
9
25
20c
#4
27
31
35
24 47
10
24
47
9
35
33 32
17
34
29
#5
47
28 36
20e/21 20d/21
3b
47
26
47
3 48
47
18 25g
25e 25d
9
26
11
11
48
47
11a
32 ➤ 9e
25
47
47
(49)
9f
9c
11b
21
47
32a
3c
#1
35b 35c/39 35e/36 31 20a 20b 17g 30
25f
9p
11 47
28a
48a
8
25
3
33b
➤
17f
43
3 25
10b/23
9g
16 3
47 9
9
47
➤
9
26 26
33
25
36a 37a
48b
24c
38e/39
9k/10
43b/44
25b
TO LOW AND REVERSE CLUTCH
33
➤
17
36
24f 24e ➤ 31a
11 29
10
47
9
➤
33
37
9
9
35
34e
➤
37
36
33
33
43
47
➤
37
#7 (40)
24m/25 24g 16 ➤ 24k/25 24h 7 5 31c 33c 43a
25a 39
9
6
47
47
48
14
24
25
47
30b
➤
13
35
34
#10
➤
34
12
22 13
22
47
14
11
18
24
12
9
19
18
25
38c
29g/28
➤
18
18
41a
➤
47
44
41
9
9
15c/16
9o 17
42
47
34a
47
➤
29
17
38
➤
12
29 15
11
12
9
➤
16
47
41b 12b
29b
9
38a
3a
17a/18 14c 34b 17e 18a 22 ➤ 16a 12d 14a 17 17b/18 17d 29a 23 14 18b 12c 42a 27 ➤ 29c 15a 44a 26 42b 29d 38d 17c 12e 9h 41c 15d 9m 41d 43c/44 29e 9n 14b 22a 13 18c 11c 24b 24a 10c/22 34d 13b 10 ➤ 27c/29 ➤ 25 27b/29 21 34c 27d 30a 27a 24d 35a 13a 10a 22b
REAR LUBE
14
➤
29
17
37
CASE (103) (Pump Cover Side)
➤
16 9
11 ➤
18
➤
16 ➤
29f/28
15b/16
34
38
16
48
➤
29
3
34
➤
3➤
38b 12a
12
41
3
3
29 11 18
PUMP COVER (215) (Case Side)
38 41
➤
38
12
47
16
PUMP COVER (215) (Pump Body Side)
37
1
➤
PUMP BODY (200) (Pump Cover Side)
3
37
3
➤
➤
➤
13
➤
16
1
16
18 11 29
37
(237)
47 29
➤
➤
➤
➤
➤
➤
16
3
47
7 3
46
➤
➤
(237)
➤
➤
(10)
(237)
11
37
37
43
7
➤
(237)
43
(39)
7
5 37 29 18 8
➤
46
37
29
16
8
43
➤
47
4
47
37
43
➤
➤
8
➤
46
43
11
➤
➤
3
➤
3
3
4
4
(238)
4
➤
16
3
43
1
➤ 16
➤
48
➤
1 48
5 8 37 29 18
43
2
➤ 16
➤
6
7
7
43
3
5
5
2 3
➤
4
3 4
43
45
8
➤
3
➤
➤
4
1
3
➤
43
43
(10)
43
➤
2
2
4
47
(232)
➤
8
8
2
(232)
➤
3
(240)
2 47
4
4
45
(240)
3
45
45 47
2
2
(240)
➤
➤ ➤
PRESSURE RELIEF VALVE BORE
9
9
25
25 9
10
25 20
GASKET (47) (Case/Spacer Plate)
Figure 74
GASKET (52) (Spacer Plate/Control Valve Body)
FOLDOUT ➤ 77
1-2 ACCUMULATOR COVER (57)
NEUTRAL
(Engine Running) REVERSE INPUT CLUTCH ASSEMBLY
2ND & 4TH SERVO
TORQUE CONVERTER ASSEMBLY
INPUT CLUTCH HOUSING ASSEMBLY
LOW AND REVERSE CLUTCH ASSEMBLY
➤
EX
➤ ➤ ➤
➤
➤ ➤
➤
➤
➤
➤ ➤
CASE (8)
➤ ➤
➤
ACCUMULATOR
➤
3-4 ACCUMULATOR D4
➤ ➤
➤
➤
PR
➤
➤ ➤ ➤
➤
D4-3-2
➤
➤
FILTERED AFL
➤
➤
➤14b
➤
➤
D4 2ND D2
➤
➤
➤ LO/REVERSE ➤
➤
➤ ➤
➤
➤
D2
38b ➤ ➤
➤ LO
➤
➤
➤
➤
12e 12d
➤
➤ ➤
PR
➤
➤ ➤
➤ ➤
➤ 12c ➤
➤
D2
D3
D4
LO
➤
PR
➤
➤
➤
12b
➤ ➤
➤ ➤
➤
➤
➤
D4 ORIFICED D2 2ND
➤ ➤
34a
38e
PR
D3
➤
39
21
➤
➤
➤
➤
➤
➤
D4 2ND
➤
➤
D2
➤
VALVE BODY (60) GASKET (52) SPACER PLATE (48) GASKET (47) ➤ ➤ ➤ LO ➤
34b
41c ➤
FWD CL FEED D2
➤
➤
LO ➤ ➤ 41b ➤
➤
➤ ➤
➤ PR
LO/1ST
➤ 14a ➤
➤
EX
➤
➤
➤
➤
➤
➤41d
➤
D3
D4-N.O.
18a ➤
➤
➤ ➤
➤
➤
➤
➤
➤
➤
➤
➤ ➤
EX
➤
➤
➤ ➤
27 ➤ 42b 23 ➤ ➤ 14c
➤ ➤
➤
D2
➤
EX
O’ EX
PR ➤ LO/REV
➤ ➤
➤
➤ ➤
LO ➤
EX
D4
➤
EX
➤ ➤
➤
➤
D2 D3
41a
D4 17a 18
44 26
➤
12a
➤
➤
➤
➤
➤
LO D4 LINE
EX
➤
➤ ➤ ➤
17b
18b
18
ORIFICED D2
➤
➤
21a
20e
20d 21
➤
AFL
D2
EX
EX
EX
D4
D4-3-2
D2 EX
EX
AFL REVERSE INPUT
EX
➤
➤
D3
FORWARD CLUTCH FEED ➤
➤
ORF ACC
ACCUM 20c
21
ORIFICED ACCUM
9f
EX
3-4 ACC SERVO FD 2ND
OVERRUN
D3
EX
EX
➤
➤
EX
17f
➤ 11a
D3
EX
EX
EX
D4
AFL
EX ➤ ➤ ➤ ➤ ➤
15c
LO
D3-N.C.
D4 D2
➤
➤
25e
25d
25b
24m 25
16 ➤ 15b
2ND CL
2ND
24k
2ND CL 25a
24g
25
OVERRUN CL FD 24h
36a
17c
➤
35e
TORQUE SIGNAL
➤
EX
➤
EX
EX
2ND CL 2ND 2ND 2ND CL
➤
35d
36
16
➤
35c 39
17g
9d 10
31a
35a
33a
31b
33c
37a
9c
AFL
9e
9b
➤ 9a
9p
D3
EX
OVERRUN CLUTCH REGULATED APPLY
PRESS REG BOOST VALVE
26a
31c
25f
34f
34e
34d
29e
34c
D3 3-4 CL
4TH SIGNAL
➤
➤
3-4 SIGNAL ➤
➤
➤
CONV FD LINE EX
➤
3RD ACCUMULATOR OVERRUN
REVERSE INPUT 2ND CLUTCH
4TH
➤
➤ DECREASE ➤
➤ ➤
REVERSE INPUT
REVERSE
OVERRUN CLUTCH
➤
EX EX
➤
➤
➤
➤
➤
RELEASE
➤ ➤
➤
➤
➤
➤
➤
CASE (8)
TORQUE SIGNAL
➤
➤
➤
➤
➤
➤
LUBE
26b
➤
➤
OVERRUN
D3 ➤
➤
APPLY OVERRUN CLUTCH FORWARD CLUTCH FEED
LINE
➤
SUCTION
➤
➤ ➤
36
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
35b
➤
➤
➤
➤
➤ ➤
➤
3-4 CLUTCH
➤ ➤
➤
➤
➤
➤
➤
3RD ACCUM
➤ ➤
2ND CLUTCH
➤
➤
➤
➤ ➤
➤ ➤
➤
➤
➤
SUCTION
24a 44a 43c
➤
➤
➤
➤
➤
➤
CONV FD
➤
➤
➤
➤
➤
➤
➤
➤
CONVERTER CLUTCH VALVE
➤
➤
➤
➤
➤ ➤
➤
➤
➤
➤
REGULATED APPLY
➤
➤
➤
➤
➤
CASE (8)
➤
➤
➤
➤
➤
➤
➤
OVERRUN CLUTCH
2ND CL
➤
4TH
➤
➤
RELEASE
➤
APPLY
➤
LUBE
➤
COOLER
➤
➤
➤
➤
24c
➤
D4
➤
24d
➤
D2-N.C.
➤
22 10c 25 24e
➤
2ND CLUTCH ➤ REVERSE INPUT ➤
➤
17d
➤
➤
➤ 42a
➤
22
➤
REV-N.O.
TEMP SENSOR
➤
➤
➤
LO-N.O.
➤
➤
➤
TFP SWITCH ASSEMBLY
➤
➤
➤
➤
REVERSE INPUT
➤
➤
➤
➤
➤
FORWARD CLUTCH ACCUMULATOR
➤
➤
LO/REVERSE
➤
EX
➤
➤
17
➤
2ND
Figure 75
➤
➤
➤
➤
➤
➤
➤
38a
➤
➤
➤
➤
16
#12
➤
➤
➤
OVERRUN
78
➤
PR
MANUAL VALVE
➤
➤
➤
➤
➤
➤
#3
➤
LO/1ST ➤
➤
➤
20
#8
➤
24b
➤ ➤
➤
➤
➤
➤
➤
➤
➤
38c
➤
#6
#5
➤ ➤
➤
➤
BOTTOM PAN (SUMP) (75)
➤
➤
1-2 SHIFT SOLENOID VALVE N.O.
➤
➤
➤
➤
➤
REVERSE INPUT
➤
➤
➤
18c
13b
➤ ➤
LO OVERRUN
FWD CL FD
➤
➤
➤
REVERSE
➤
➤
FILTER (72)
➤ REVERSE ➤
15a ➤
➤ ➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
FORWARD CLUTCH FEED
➤
➤
➤
D3
➤ ➤
24f
2ND
➤
➤
LINE
➤
3a
➤ ➤
9k
28
ON
ACTUATOR FEED LIMIT
➤
➤
➤
➤
3b
10
2ND
1-2 SIGNAL
R N D 3 2 1
3RD ACCUM
➤ 3c
➤
➤
#2
9g
FILTER (49)
➤
28
12 29g 28
➤ ➤
FORWARD ABUSE
➤
➤
➤
29f
➤
16a
REVERSE REVERSE INPUT
LO/1ST
➤
➤
15d
P
➤
➤
➤
9n
29 23 10b
10a
➤
➤
➤
➤
➤
➤
➤
➤
3RD ACCUMULATOR ACTUATOR FEED LIMIT
AFL
➤
ORIFICED EX EX
➤
➤
LINE
➤
➤
➤
➤
➤
30
38d
2-3 SHIFT SOLENOID VALVE N.O.
EX
3-2 CONTROL
➤➤
D4-3-2
➤ ➤
D4-3-2
➤ ➤
33b
20b
➤
1-2 SHIFT VALVE
➤
OFF ➤
9o
3-2 CONTROL SOLENOID VALVE N.C.
9m ➤ 9h
ON
➤
➤
29a
➤
ORIFICED EX
➤
➤
29c
➤
AFL
17e
ACTUATOR FEED LIMIT 2-3 SIGNAL
➤
➤
3-2 SIGNAL
40 14
D4 2ND ACCUMULATOR D2
1-2 SIGNAL ➤
➤
➤
3-4 CLUTCH
29b
➤
SUCTION CONVERTER & LUBE MAINLINE SOLENOID SIGNAL ACCUMULATOR ACTUATOR FEED LIMIT TORQUE SIGNAL
➤
➤
2ND CLUTCH
28a
FLUID PRESSURES
REV ABUSE
25g
20a
2-3 SHUTTLE
3-4 SIGNAL
➤
3-2 DOWNSHIFT
➤
13a
➤ ➤
➤
#4 3-4 CL
18
VALVE BODY (60) 3-4 ACCUMULATOR
➤
➤
29
#1
➤
3-4 SHIFT VALVE
4TH SIGNAL 3-4 SIGNAL 1-2 SIGNAL 2ND
➤
3-4 ACCUM
1-2 ACCUMULATOR
➤
➤
1-2 SIGNAL
1-2 SIGNAL
➤
➤
➤
D3
19
1-2 ACCUMULATOR COVER (57)
➤
➤
EX
D4
➤
➤
4TH ➤
➤
PR ➤ LO/REVERSE
3-4 ACCUMULATOR
➤
2-3 SHIFT VALVE
3-4 SIGNAL ➤
➤
2ND CLUTCH
ACCUM VALVE
4-3 SEQUENCE VALVE
4TH
22b
31
➤
ACCUMULATOR
EX OVERRUN CLUTCH FEED
29d
➤
REGULATED APPLY
3-4 RELAY
43a
13 27c 29
➤
OVERRUN CLUTCH
ORF EX
44
32a
EX
LINE
5
3-4 CLUTCH REV INPUT
PRESSURE CONTROL SOLENOID VALVE
➤
➤
➤
➤
➤
➤
TORQUE SIG
3-4 ACCUM FILTERED AFL
➤
➤
30b
EX ➤
➤
➤
6
27b
EX (237)
➤
➤
➤
➤
➤
➤
➤
11c
30a 27d 22a
ISOLATOR VALVE
REG APPLY REG APPLY ➤ LINE CC SIGNAL SERVO FEED 3-4 ACCUM 2ND OVERRUN CL 4TH SIGNAL SERVO FD
➤
10
43b
FILTER (50)
➤
27a
EX
➤
➤
8
➤
ACTUATOR FEED LIMIT
REGULATED APPLY
48a
➤ ➤
PUMP ASSEMBLY (4)
➤
➤
➤
➤
TCC SOLENOID (66) N.O.
➤
EX
4
OFF LINE PRESSURE TAP (39)
➤
➤
➤
➤
➤
(237)
EX
➤
(238)
FILTER (232)
1
32
TCC PWM SOLENOID VALVE N.C.
48b
➤
OIL COOLER PIPE CONNECTOR (10)
LINE
D3 LINE
➤
11b
➤
➤
PRESSURE RELIEF VALVE
9
7
AFL
➤
➤
➤
➤
2
AFL
ACTUATOR FEED LIMIT
➤
TORQUE SIGNAL SERVO FEED
3-4 CLUTCH OVERRUN CLUTCH SERVO FEED CC SIGNAL ➤
➤
➤
➤
COOLER
➤
➤
➤
EX
➤
➤
➤
➤
➤
AIR BLEED (240) EX
➤
➤
➤
➤
LUBE
REAR LUBE 24
#10
2ND CLUTCH
2ND CLUTCH
➤
➤
➤
➤
➤
OVERRUN FORWARD CLUTCH FEED
➤
EX
REV INPUT
LUBE
➤
OVERRUN CLUTCH
➤
COOLER
➤
➤
➤
➤
➤
➤
EX
➤
➤
➤
➤
➤ ➤
➤
➤
#7
➤
#9
3-4 CLUTCH FORWARD CLUTCH FEED
LUBE
➤
3RD ACCUM
➤
11
➤
EX
NEUTRAL (Engine Running) 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 SOLENOID VALVE
2-3 SHIFT SOLENOID VALVE
ON
ON
2-4 BAND
REVERSE INPUT CLUTCH
OVERRUN CLUTCH
FORWARD CLUTCH
FORWARD SPRAG CL. ASSEMBLY
3-4 CLUTCH
LO-ROLLER CLUTCH
LO/REV CLUTCH
78A
NEUTRAL (Engine Running) PASSAGES 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48
SUCTION DECREASE LINE CONVERTER FEED RELEASE APPLY COOLER LUBE ACTUATOR FEED LIMIT FILTERED ACTUATOR FEED TORQUE SIGNAL PR D4-3-2 LO/REVERSE REVERSE REVERSE INPUT D4 FORWARD CLUTCH FEED REAR LUBE ACCUMULATOR ORIFICED ACCUMULATOR 1-2 SIGNAL 2-3 SIGNAL 2ND 2ND CLUTCH C. C. SIGNAL 3-4 SIGNAL 3RD ACCUMULATOR 3-4 CLUTCH 4TH SIGNAL SERVO FEED 4TH 3-4 ACCUMULATOR D3 OVERRUN OVERRUN CLUTCH FEED OVERRUN CLUTCH D2 ORIFICED D2 3-2 SIGNAL LO LO/1ST EXHAUST ORIFICED EXHAUST VENT SEAL DRAIN VOID REGULATED APPLY
COMPONENTS ( (8) (10) (11) (38) (39) (40) (49) (50) (61) (91) (232) (237) (238) (240)
78B
)
REAR LUBE (ORIFICED CUP PLUG/REAR CASE) OIL COOLER PIPE CONNECTOR CASE SERVO ORIFICED PLUG ACCUMULATOR BLEED PLUG LINE PRESSURE TAP 3RD ACCUM. RETAINER AND BALL ASSEMBLY (#7) SHIFT SOLENOIDS SCREEN PRESSURE CONTROL SOLENOID SCREEN CHECKBALLS (#1, 2, 3, 4, 5, 6, 8, 12) CHECKBALL (#10) OIL PUMP COVER SCREEN CHECK VALVE RETAINER AND BALL ASSEMBLY CONVERTER CLUTCH SIGNAL ORIFICED CUP PLUG ORIFICED CUP PLUG
(Engine Running) 2
➤
37
47
46
37
V 13
➤
➤
(237)
3
16
(237)
48
(237)
48
46 3
47
(237)
47 29
16
29
9 22
24 34
27 30
27
47 10
30b
13
47
24
35
34
34f
➤
31b
35d/36 20
33a
48
32 28
9 20 11
47
26b
26a
9 ➤
9a
44
47
#8
24 47
20
25
30
20 31
33
31
11 30 27
22
24
13
24 34 15
3
9
41
13
43
17 12
(50)
15
#3
12
17 3
34 41
47
CASE (103) (Control Valve Body Side) ➤
SPACER PLATE (48) (Case/Control Valve Body) 38
12
2-4 SERVO BORE
29 29
47
44
18
41
9 9
27
➤
30
33
48
36
26
26 26
11
9
CASE (103) (2-4 Servo Bore)
25 9
10 23 9
10 47
- EXHAUST FLUID NOT SHOWN
20 20 17 9
11
11
25 20 21
21
21
3 9 25
9
24
35/39
33 17
9
25 3
21
25
24 38
25
26
26
3
43
33
28
9
20
13
24 35
32
36
48
25
9
24
37 44
20
11
3
33 43
25 9
27
34
INDICATES BOLT HOLES
- NON-FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO SIMPLIFY TRACING FLUID FLOW.
14
24
31
25 48
9 22 22
35
31
42
43
41
14 12
34
29
24
31 20
12
17 42 44
24
34 13
24
35 20
18
24
9
32
28
17
9
34 25
9
#12
NOTE:
14
17
17 38 41
9
22
10
39
18 15
27
30
10
24
24 39
36
33 37
13
31
43 43
48
24 24
31
33
31
25
43
41
18
17 12
29
11
10 30
27
24
24
24
29
29
14
12
16
15
9 24
34 35 34
25 25
25
25
22
27
30 34
47
41 38
FORWARD CLUTCH ACCUMULATOR BORE
38 34
34 43
12 22
13
3 38
29
9
42 44
41
38
28
15 40
42 44
18 34
14
12
17
17
38
15
11
(11)
14
18
12
41
29
17
29
15
29
11
16
12
41
18
18
34
29
29
34
12
38
47
9
32
14
CONTROL VALVE BODY (60) (Case Side)
38
41
3
29
16 16
#7/(40)
42
47
#2
19
28
14 12
(38)
43
47
18
38
9b
22
17
42 34
9d/10
9
43
18 3
40
21a
24
42
43 28 29 29 16
47
47
17
24 34
15
47
23
38
9
25 29
#4
27
31
35
24 47
10
24
47
9
35
33 32
17
34
29
#5
47
17 17
36
20e/21 20d/21
3b
#6
11 47
37
20c
18
3
43 43
47
9f
25 28
47
3 48
47
26 11
48
47
25g
25e 25d
9
47
(49)
11a
32 ➤ 9e
25
47
35b 35c/39 35e/36 31 20a 20b 17g 30
43 11
25
10b/23
9g
9c
11b
21
47
➤
17f
32a
3c
#1
24c
38e/39
25f
9p
11 47
28a
48a
8
25
3
26
9
47
➤
9
26 26
33
25
33b
37a
48b
➤
28 32
36a
43b/44
25b
TO LOW AND REVERSE CLUTCH
33
➤
17
36
24f 24e ➤ 31a
16 3
47 9 3
➤
37
9
9
35
33
9
9k/10
➤
37
36
33
33
43
47
28
11 29
25
38c
34e
➤
31
37
#7 (40)
24m/25 24g 16 ➤ 24k/25 24h 7 5 31c 33c 43a
25a 39
9
6
47
47
48
14
24
25
47
#10
18
10
47
47
41a
29g/28
➤
34
12
22 13
22
47
14
11
18
24
12
9
19
➤
18
18
34a
➤
47
44
41
9
9
15c/16
9o 17
42
47
9
➤
29
17
38
➤
12
29 15
11
12
41b 12b
29b
9
38a
3a
17a/18 14c 34b 17e 18a 22 ➤ 16a 12d 14a 17 17b/18 17d 29a 23 14 18b 12c 42a 27 ➤ 29c 15a 44a 26 42b 29d 38d 17c 12e 9h 41c 15d 9m 41d 43c/44 29e 9n 14b 22a 13 18c 11c 24b 24a 10c/22 34d 13b 10 ➤ 27c/29 ➤ 25 27b/29 21 34c 27d 30a 27a 24d 35a 13a 10a 22b
REAR LUBE
14
37
CASE (103) (Pump Cover Side)
➤
29
17
16
47
9 11 ➤
18
➤
16
29f/28
15b/16
34
38
16
48
➤
16
34
➤
29
3
12a
12
41
3
3➤
38b
38 41
29 11 18
PUMP COVER (215) (Case Side)
➤
38
3
16
PUMP COVER (215) (Pump Body Side)
37
1
➤
PUMP BODY (200) (Pump Cover Side)
3
37
3
1
16
18 11 29
37
➤
➤
37
37
29
12
➤
(10)
11
43
43
47
7
➤
11
➤
➤
16 ➤
4
47
16
43
➤
46
43
3
➤
3
3
7
1
4
4
(238)
4
3
43
(39)
7
5 37 29 18 8
➤
16
➤
➤
48
48
➤
1
16
5 8 37 29 18
8
43
➤
7
7
43
6
43
2
➤
3
3
5
5
2
➤
➤
8
➤
4
3 4
43
45
8
➤
3
➤
➤
4
1
3
➤
43
43
(10)
43
➤
2
2
4
47
(232)
➤
8
8
2
(232)
➤
3
(240)
2 47
4
4
45
(240)
3
45
45 47
2
2
(240)
➤
➤ ➤
PRESSURE RELIEF VALVE BORE
➤
NEUTRAL
9
9
25
25 9
10
25 20
GASKET (47) (Case/Spacer Plate)
Figure 76
GASKET (52) (Spacer Plate/Control Valve Body)
FOLDOUT ➤ 79
1-2 ACCUMULATOR COVER (57)
OVERDRIVE RANGE – FIRST GEAR REVERSE INPUT CLUTCH ASSEMBLY
2ND & 4TH SERVO
TORQUE CONVERTER ASSEMBLY
INPUT CLUTCH HOUSING ASSEMBLY
LOW AND REVERSE CLUTCH ASSEMBLY
➤
➤
➤
ORIFICED ACCUM ➤
EX
ORF ACC 21a
21
LO OVERRUN
FWD CL FD
CASE (8) FILTERED AFL D4 2ND D2 PR
LO/1ST
44 26
27
42b
EX
PR LO/REV
➤
23 14c
LO/REVERSE LO/1ST
14a
➤
14b
EX
➤
38c
D2
38b
➤
38a
LO
FORWARD CLUTCH ACCUMULATOR
➤
D4 ORIFICED D2 2ND
D4 2ND
D2 ➤
PR 38e
34a
VALVE BODY (60) GASKET (52) SPACER PLATE (48) GASKET (47) LO
D3
➤
34b
LO ➤
41c
41b
➤
PR
12b
FWD CL FEED D2
41a
18a
FORWARD CLUTCH FEED
12c
D3 ➤
D4-N.O.
12d
D2 D3
➤
D4 D2
12e
PR
41d
LO
D3-N.C.
➤
LO
D2
➤
D4
D3
EX
➤
TEMP SENSOR
12a
ORIFICED D2
➤
PR
➤
LO/REVERSE
➤
LO
D2
D4
EX O’ EX
EX
24a 44a 43c ➤
D3
➤
D4 ➤
17b
18b
➤ 18
15c
17c ➤
D4-3-2
➤
24c 24b
➤
EX
D4 LINE
EX
D2-N.C.
➤ 17a
15b 16
25b
24m 25
16
2ND CL
2ND
24k
2ND CL 25a
25
24g
18
D4
➤
3-4 ACCUMULATOR D4
➤
20e
20d ➤ 21
AFL
D2 D4
EX
EX
EX
LO EX
2ND 2ND 2ND CL OVERRUN CL FD 24h
36a
35e 36
ACCUMULATOR
D4 D4-3-2
D2 EX
EX
AFL REVERSE
REVERSE INPUT
EX
➤
➤
3-4 ACC SERVO FD 2ND
D3
OVERRUN
EX
EX
20c
9f
17f ➤ 17g
➤ 11a
EX
TORQUE SIGNAL
D3
➤
EX
EX ➤
➤
EX
D3
ACCUM
9d 10
31a
35a
33a
31b
EX
EX
EX
➤
EX
➤
2ND CL
3-4 CL
33c
37a
➤
AFL
➤
9b
9c
AFL
9e
➤ 9a
26a
9p EX
D3
D3
➤ ➤
LINE ➤ ➤ ➤ ➤
35d
35c 39
36
25e
➤
➤ ➤
2ND CLUTCH
35b
25d
3-4 CLUTCH 3RD ACCUM
➤
➤
➤
26b
31c
34f
25f
34e
34d
29e
34c
TORQUE SIGNAL 4TH SIGNAL ➤
EX
REVERSE INPUT
3-4 SIGNAL
OVERRUN CLUTCH REGULATED APPLY
PRESS REG BOOST VALVE
➤
➤
CONV FD LINE EX
➤
SUCTION
➤
3RD ACCUMULATOR OVERRUN REVERSE INPUT 4TH
➤
➤ ➤
SUCTION
CONV FD
➤
➤
➤
➤
➤ DECREASE ➤
RELEASE
➤
APPLY OVERRUN CLUTCH FORWARD CLUTCH FEED
2ND CLUTCH
➤
OVERRUN CLUTCH
2ND CL
➤
➤
OVERRUN
➤
CASE (8)
LUBE
➤ ➤
➤
➤
➤
➤
CONVERTER CLUTCH VALVE
➤
➤
➤
➤
➤
➤
➤ ➤
➤
➤
➤
➤
➤
➤
➤
➤
REGULATED APPLY
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
CASE (8)
➤
OVERRUN CLUTCH
➤
➤
➤
➤
➤
LUBE
➤
COOLER
➤
➤
➤
➤
➤
24d
➤
➤
➤
17d ➤ 22 10c 25 24e
➤
REV-N.O.
#12
22
➤
24f
➤
17
➤
Figure 77
LO-N.O.
➤ ➤
➤
16
TFP SWITCH ASSEMBLY
➤
2ND
80
1-2 SHIFT SOLENOID VALVE N.O.
➤
REVERSE INPUT
➤
#3
➤
20
#8
2ND CLUTCH REVERSE INPUT OVERRUN
➤
➤
➤
➤
➤
BOTTOM PAN (SUMP) (75)
➤
2ND
➤
#6
#5
1-2 SIGNAL
➤
➤
➤
9k
42a ➤
ACTUATOR FEED LIMIT
PR
➤
10
13b
ORIFICED EX EX
➤
REVERSE
REVERSE
REVERSE INPUT
FILTER (72)
D4-3-2
R N D 3 2 1
➤
➤
➤
28
ON
➤
D3
➤
18c
9g
FILTER (49) ➤
➤
29 23 10b
2ND
LO/1ST
➤
FORWARD CLUTCH FEED
➤
10a
➤
➤
38d
MANUAL ➤ VALVE
LINE
➤
➤
3a
➤
3b
30
20b
ON
1-2 SHIFT VALVE
3RD ACCUM
➤ 3c
➤
17e
➤
#2
12 29g 28
33b 20a
➤
28
2-3 SHIFT SOLENOID VALVE N.O.
D4-3-2
➤
➤
➤
29f
P
REVERSE REVERSE INPUT
➤
➤
➤
1-2 SIGNAL
➤
➤
➤
LINE
2-3 SHUTTLE
9n
16a
➤
➤
➤
9m ➤ 9h
➤
ACTUATOR FEED LIMIT 2-3 SIGNAL
➤
FORWARD ABUSE
3RD ACCUMULATOR ACTUATOR FEED LIMIT
AFL
➤
➤
AFL
13a
ORIFICED EX
3-2 CONTROL
25g
➤
➤ D4 2ND ACCUMULATOR D2
EX
➤➤
➤ ➤
15d
➤
➤
➤
➤
3-4 SIGNAL
➤ ➤
➤
OFF ➤
9o
3-2 CONTROL SOLENOID VALVE N.C.
➤
➤
➤
29a
➤
➤
3-2 SIGNAL
29c
➤
3-4 CLUTCH 3-4 CLUTCH
OVERRUN CLUTCH
➤
REV ABUSE
2ND CLUTCH
40
➤
ACCUMULATOR
➤
3-2 DOWNSHIFT
14
➤
#4 3-4 CL
18
VALVE BODY (60) 3-4 ACCUMULATOR ➤
➤
➤
➤
#1
1-2 ACCUMULATOR
➤
3-4 SHIFT VALVE
4TH SIGNAL 3-4 SIGNAL 1-2 SIGNAL 2ND
29d
REV INPUT
➤
1-2 ACCUMULATOR COVER (57)
➤
D3
1-2 SIGNAL
➤
TORQUE SIG
3-4 ACCUM
➤
➤
➤
13 27c 29
19
2ND CLUTCH
➤
➤
➤
29
27b
EX
➤
4TH ➤
D4
2-3 SHIFT VALVE
3-4 SIGNAL
1-2 SIGNAL
3-4 ACCUMULATOR
➤
➤
➤
➤
30a 27d 22a
➤
4TH ➤
PRESSURE CONTROL SOLENOID VALVE
ACCUM VALVE
4-3 SEQUENCE VALVE
EX OVERRUN CLUTCH FEED
22b
3-4 ACCUM FILTERED AFL
31
➤
CC SIGNAL 3-4 ACCUM OVERRUN CL SERVO FD
3-4 RELAY
43a
15a
SUCTION CONVERTER & LUBE MAINLINE SOLENOID SIGNAL ACCUMULATOR ACTUATOR FEED LIMIT TORQUE SIGNAL
FILTER (50)
➤
➤
ORF EX
44
➤
PR LO/REVERSE
➤
➤
➤
REG APPLY REG APPLY LINE
28a
FLUID PRESSURES
➤
➤
29b
REGULATED APPLY
➤
➤
➤
EX
ISOLATOR VALVE
➤
5
43b
AFL
➤
➤
SERVO FEED 2ND 4TH SIGNAL
32a
EX
LINE
➤
➤
30b
➤ ➤
➤
➤
➤
➤ ➤
11c
➤
TCC SOLENOID (66) N.O.
TORQUE SIGNAL SERVO FEED
ACTUATOR FEED LIMIT
REGULATED APPLY
27a
EX (237)
➤
➤
➤
➤
➤
➤
➤
OFF LINE PRESSURE TAP (39)
EX
D3 LINE
6
➤
EX ➤
48b ➤
10
➤
➤
(237)
EX
FILTER (232)
4
PUMP ASSEMBLY (4)
8
11b
➤
(238)
LINE
➤
➤
48a ➤
➤
➤
➤
PRESSURE RELIEF VALVE
32
TCC PWM SOLENOID VALVE N.C.
➤ 1
9
7
➤
➤
➤
2
➤
➤
ACTUATOR FEED LIMIT
➤
➤
➤
➤
EX
AFL
➤
➤
➤
AIR BLEED (240)
➤
➤
➤
3-4 CLUTCH OVERRUN CLUTCH SERVO FEED CC SIGNAL
#10
2ND CLUTCH
2ND CLUTCH
➤
➤
➤
LUBE
EX
➤
FORWARD CLUTCH FEED
➤
➤
REAR LUBE 24 ➤
21
39
EX
4TH
➤
RELEASE
➤
OVERRUN ➤
➤
EX
LUBE
➤
➤
APPLY
REV INPUT ➤
➤
➤
OIL COOLER PIPE CONNECTOR (10)
➤
➤ ➤
➤
COOLER
COOLER
➤
➤
OVERRUN CLUTCH
➤
➤
➤
➤
EX
➤
➤
➤ ➤
➤
3-4 CLUTCH FORWARD CLUTCH FEED
➤
#7
➤
#9
LUBE
➤
3RD ACCUM
➤
11
➤
EX
➤
OVERDRIVE RANGE – FIRST GEAR 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 SOLENOID VALVE
2-3 SHIFT SOLENOID VALVE
ON
ON
2-4 BAND
REVERSE INPUT CLUTCH
OVERRUN CLUTCH
FORWARD CLUTCH
FORWARD SPRAG CL. ASSEMBLY
APPLIED
HOLDING
3-4 CLUTCH
LO-ROLLER CLUTCH
LO/REV CLUTCH
HOLDING
80A
OVERDRIVE RANGE – FIRST GEAR PASSAGES 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48
SUCTION DECREASE LINE CONVERTER FEED RELEASE APPLY COOLER LUBE ACTUATOR FEED LIMIT FILTERED ACTUATOR FEED TORQUE SIGNAL PR D4-3-2 LO/REVERSE REVERSE REVERSE INPUT D4 FORWARD CLUTCH FEED REAR LUBE ACCUMULATOR ORIFICED ACCUMULATOR 1-2 SIGNAL 2-3 SIGNAL 2ND 2ND CLUTCH C. C. SIGNAL 3-4 SIGNAL 3RD ACCUMULATOR 3-4 CLUTCH 4TH SIGNAL SERVO FEED 4TH 3-4 ACCUMULATOR D3 OVERRUN OVERRUN CLUTCH FEED OVERRUN CLUTCH D2 ORIFICED D2 3-2 SIGNAL LO LO/1ST EXHAUST ORIFICED EXHAUST VENT SEAL DRAIN VOID REGULATED APPLY
COMPONENTS ( (8) (10) (11) (38) (39) (40) (49) (50) (61) (91) (232) (237) (238) (240)
80B
)
REAR LUBE (ORIFICED CUP PLUG/REAR CASE) OIL COOLER PIPE CONNECTOR CASE SERVO ORIFICED PLUG ACCUMULATOR BLEED PLUG LINE PRESSURE TAP 3RD ACCUM. RETAINER AND BALL ASSEMBLY (#7) SHIFT SOLENOIDS SCREEN PRESSURE CONTROL SOLENOID SCREEN CHECKBALLS (#1, 2, 3, 4, 5, 6, 8, 12) CHECKBALL (#10) OIL PUMP COVER SCREEN CHECK VALVE RETAINER AND BALL ASSEMBLY CONVERTER CLUTCH SIGNAL ORIFICED CUP PLUG ORIFICED CUP PLUG
OVERDRIVE RANGE – FIRST GEAR 2
V 13
➤
➤
➤
➤
➤
➤
16
43
➤
48
(237)
47 29
16
18
9
18
22
24 34
27 30
27
47 10
30b
13
47
24
35
34
34f
48
32
➤
31b
35d/36 20
33a
28
9 20
26b
9 ➤
9p
11
11
47
#1
32 ➤ 9e
47
25
3
#6
11
37
47
17 17
20
43 43
#8
24 47 25
30
20 31
33
31
11 30 27
22
24
13
24 34 15
3
9
41
13
43
17 12
(50)
15
#3
12
34 41
➤
SPACER PLATE (48) (Case/Control Valve Body) 38
12
2-4 SERVO BORE
47
29 29
16 47
44
18
41
9 9
27
➤
30
24
24 24
31
33 33
48
36
26
26 26
48
10 23 47
- EXHAUST FLUID NOT SHOWN
20 17
20 17 9
9
25
10
25
26
11
11
3
35/39
33
28
25 20 21
21
21
3 9 25
9
24 9
35
32
36
48 26
21
25
33
37 44
9
20
13
24 38
24
9
9
25
25
➤
25 9
33
25
25
9
CASE (103) (2-4 Servo Bore)
31
43
11
24
INDICATES BOLT HOLES
- NON-FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO SIMPLIFY TRACING FLUID FLOW.
14
24
31
31 20
9
27
34
24
3
43
24
25
9 22 22
35 24
42
34
29
14 12
43
41 24
34 13
20
11
3
18
27
30
9
25 9
9
12
17 42 44
17 38 41
9
34
35 20
15
22
10
9
32
28
17
18
NOTE:
14
17
12 29
11
10
10
39 39
36
43 37
13 24
24
31
31
33 43
48
27
35
29
29
14
30
24
25
24
#12
41
18
17
16
15
9 24
34 34
25 25
25
22
27
30
25
43
38 34
12 34
43
12 22
13
3 38
29
9
42 44
41
38
28
15 40
42 44
18 34
14
12
17
17
38
15
11
(11)
14
18
12
41
29
17
29
15
29
11
16
12
41
18
18
34
29
29
34
12
38
47
9
34
47
41 38
FORWARD CLUTCH ACCUMULATOR BORE
CONTROL VALVE BODY (60) (Case Side)
38
41
3
29
16
32
14
47
CASE (103) (Control Valve Body Side)
#7/(40)
42
➤
17 3
#2
19
28
14 12
(38)
43
47
18
38
9d/10
22
17
42 34
9b
9
43
18 3
40
21a
24
42
43 28 29 29 16
47
47
17
24 34
15
29 47
23
38
9
25
20c
#4
27
31
35
24 47
10
24
47
9
35
33 32
17
34
29
#5
47
28 36
20e/21 20d/21
3b
47
26
47
3 48
47
18 25g
25e
9a
44
26
11
11
48
47
11a
25d
9
47
(49)
9f
9c
11b
25
47
35b 35c/39 35e/36 31 20a 20b 17g 30
32a
3c
➤
21
47
33b
➤
17f
43
3 25
10b/23
9g
25f
26a
25
3 47
28a
48a
8
24c
38e/39
16 3
47 9
9
47
➤
9
26 26
33
25
36a 37a
48b
➤
28 32
24f 24e ➤ 31a
9k/10
43b/44
25b
TO LOW AND REVERSE CLUTCH
33
➤
17
36
9
➤
33
37
9
9
35
28
➤
37
36
33
33
43
47
34e
➤
31
37
#7 (40)
24m/25 24g 16 ➤ 24k/25 24h 7 5 31c 33c 43a
25a 39
9
6
47
47
48
14
24
25
47
#10
11 29
25
38c
29g/28
➤
34
12
22 13
22
47
14
11
19
24
12
9
9o
➤
➤
47
44
41
9
9
15c/16
➤
29
➤
17
42
47
18
10
47
47
41a
➤
➤ 18
29
17
38
➤
12
29 15
11
12
34a
12b
29b
9
➤
16
47
41b
17a/18 14c 34b 17e 18a 22 ➤ 16a 12d 14a 17 17b/18 17d 29a 23 14 18b 12c 42a 27 ➤ 29c 15a 44a 26 42b 29d 38d 17c 12e 9h 41c 15d 9m 41d 43c/44 29e 9n 14b 22a 13 18c 11c 24b 24a 10c/22 34d 13b 10 ➤ 27c/29 ➤ 25 27b/29 21 34c 27d 30a 27a 24d 35a 13a 10a 22b
REAR LUBE
14
9
38a
3a
➤
29
17
➤
16 9
11 ➤
18
37
CASE (103) (Pump Cover Side)
➤
16
29f/28
15b/16
34
38
16
48
➤
29
3
34
➤
3➤
38b 12a
12
41
3
29 11 18
PUMP COVER (215) (Case Side)
38 41
3
16
PUMP COVER (215) (Pump Body Side)
37
1
➤
PUMP BODY (200) (Pump Cover Side)
3
37
3
1
16
18 11 29
37
➤
3
47
➤
➤
37
37
48 46
➤
16
(237)
11
(237)
38
➤
➤
(237)
43
43
12
7 3
➤
46
37
29
47
➤
➤
(10)
➤
11
37
47
4
47
7
16 ➤
➤
46
43
3
➤
3
3
4
4
(238)
4
3
43
(39)
7
5 37 29 18
➤
16
1
8
43
8
➤
48
48
16
5 8 37 29 18
➤
➤
8
➤
1
43
2
➤
6
7
7
43
3
5
5
2 3
➤
4
3 4
43
45
8
➤
3
➤
➤
4
1
3
➤
43
43
(10)
43
➤
2
2
4
47
(232)
➤
8
8
2
(232)
➤
3
(240)
2 47
4
4
45
(240)
3
45
45 47
2
2
(240)
➤
➤ ➤
PRESSURE RELIEF VALVE BORE
9
10
25 20
GASKET (47) (Case/Spacer Plate)
Figure 78
GASKET (52) (Spacer Plate/Control Valve Body)
FOLDOUT ➤ 81
1-2 ACCUMULATOR COVER (57)
OVERDRIVE RANGE – SECOND GEAR REVERSE INPUT CLUTCH ASSEMBLY
2ND & 4TH SERVO
TORQUE CONVERTER ASSEMBLY
INPUT CLUTCH HOUSING ASSEMBLY
LOW AND REVERSE CLUTCH ASSEMBLY
➤
➤
➤
OVERRUN CLUTCH
EX
➤
ORF ACC 21a
24a 44a 43c
➤
44 26
FILTERED AFL
27
EX
PR LO/REV
D4 2ND ➤ D2
➤
42b 23 14c
LO/REVERSE LO/1ST
14a
EX
38c
➤
➤
14b ➤
D2
38b
➤
38a
LO EX
FORWARD CLUTCH ACCUMULATOR
TEMP SENSOR
➤
➤
D4 ORIFICED D2 2ND
D4 2ND
D2
PR 38e 39
34a
21
➤
➤ ➤
➤
34b
VALVE BODY (60) GASKET (52) SPACER PLATE (48) GASKET (47) LO
D3
➤
41d
LO 41b
41a
18a
PR
12b
FWD CL FEED D2
➤
➤
12c
D3
41c
D4-N.O.
12d
D2 D3
➤
D4 D2
12e
PR
➤
➤
LO
D2
➤
D3
D4
LO
D3-N.C.
FORWARD CLUTCH FEED
➤
CASE (8)
D4-3-2 LO/REVERSE
24b
PR
D2
➤
LO/1ST
EX
24d
➤
➤
➤
PR
➤
➤
AFL
➤ ➤
LO
D4
EX ➤
➤
LO OVERRUN
EX
D4 LINE
EX
D2-N.C.
➤
3-4 ACCUMULATOR D4
➤
20e
20d ➤ 21
21
ACCUM D2
D4
➤
EX
EX
EX
LO
O’ EX
➤
➤
FWD CL FD
12a
➤
22 10c 25 ➤ 24e
24c
OFF
D3
➤
D4
REV-N.O.
➤ 17a
18
ACCUMULATOR
D4 D4-3-2
D2 EX
EX
AFL REVERSE INPUT
REVERSE
EX EX 17b
18b
➤ 18
15c
➤
17c
16
16
15b
2ND CL 25d ➤
24m
25b
➤ 25
25e
2ND
2ND CL
24k ➤
25a
25
24g
➤
➤
3-4 ACC SERVO FD ➤ 2ND
EX
D3
➤
EX
➤
20c
9f
17f
➤ 11a
TORQUE SIGNAL
EX
➤
EX
➤ 17g
10
31a
33a
D3
➤
EX
➤
EX
OVERRUN CL FD 24h
36a
36
39
36
35b
35e
35c
35d
2ND CLUTCH
ORIFICED ACCUM ➤
9d
➤
35a
31b ➤
EX
EX
EX
EX EX
2ND 2ND 2ND CL
➤
➤ ➤
33c
9c
➤
AFL
➤
37a
9e
9b
➤ 9a
26a
9p
AFL
➤
➤ ➤
2ND CL
3-4 CL D3
➤
3RD ACCUM
➤
➤
➤
26b
31c
34f
D3
D3
➤ ➤
LINE ➤ ➤
OVERRUN 3-4 CLUTCH
➤
25f
34e
34d
29e
34c
TORQUE SIGNAL 4TH SIGNAL ➤ ➤
EX
REVERSE INPUT
3-4 SIGNAL
OVERRUN CLUTCH REGULATED APPLY
PRESS REG BOOST VALVE
➤
➤
CONV FD LINE EX
➤
SUCTION
➤
3RD ACCUMULATOR OVERRUN REVERSE INPUT 4TH
➤
➤ ➤
SUCTION ➤
CONV FD ➤
OVERRUN
➤
➤
➤ DECREASE ➤
RELEASE
➤
APPLY OVERRUN CLUTCH FORWARD CLUTCH FEED
2ND CLUTCH
➤ ➤
➤
17d ➤
➤
EX
4TH
2ND CL
➤
➤
RELEASE OVERRUN CLUTCH
➤
CASE (8)
LUBE
➤
➤
➤
➤
CONVERTER CLUTCH VALVE
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
REGULATED APPLY
➤
➤
➤
➤
➤
➤
LUBE
➤
➤
➤
APPLY
➤ ➤
➤
➤
1-2 SHIFT SOLENOID VALVE N.O.
➤
➤
➤
CASE (8)
➤ ➤
➤
➤
➤ ➤
13b
➤
➤
COOLER
➤
➤
➤
➤
24f
➤
➤
➤
➤
2ND
➤
2ND
➤
➤
➤
➤
➤
ORIFICED D2 ➤
➤
28
➤
➤
➤
➤
➤
D4
9k
➤
LO-N.O.
#12
22
10
➤
17
➤
➤
➤
16
➤
➤
➤
TFP SWITCH ASSEMBLY ➤
#3
➤
➤
➤
➤
➤
➤
#8
➤ ➤
➤
➤
REVERSE INPUT
➤
2ND CLUTCH ➤ REVERSE INPUT
➤
➤
1-2 SIGNAL
➤
➤
➤
➤
Figure 79
➤
➤
➤ ➤
➤
➤
➤
20
FILTER (49)
42a
➤
➤
➤
➤
#6
29 23 10b
9g
➤
PR
➤
➤
BOTTOM PAN (SUMP) (75)
➤
➤
REVERSE
D3
#5
➤
➤
2ND
➤
➤
➤
➤
10a
➤
18c
R N D 3 2 1
REVERSE
➤
REVERSE INPUT
FILTER (72)
➤
38d
➤
LINE
➤
➤
➤
3a
➤
3b
20b
MANUAL ➤ VALVE
➤
FORWARD CLUTCH FEED
P
➤
➤
➤
ACTUATOR FEED LIMIT
➤
3RD ACCUM
➤ 3c
➤
#2
➤
30
➤
➤
28
12 29g 28
20a 17e
ORIFICED EX EX
➤
➤
29f
➤
D4-3-2
➤
➤
➤
LINE
➤
FORWARD ABUSE
REVERSE REVERSE INPUT
33b
LO/1ST
➤
➤
1-2 SIGNAL
9n
16a
➤
➤
➤
➤ ➤
9m ➤ 9h
ON
EX 3-2 CONTROL
3RD ACCUMULATOR ACTUATOR FEED LIMIT
AFL
➤
➤
2-3 SHIFT SOLENOID VALVE N.O.
1-2 SHIFT VALVE
➤ ➤
➤
AFL
➤
➤
ON
➤
9o
➤
ORIFICED EX
➤
➤
29a
15d
➤
3-2 CONTROL SOLENOID VALVE N.C.
25g
➤
➤
D4-3-2
➤
➤
29c
➤
➤
➤
14
2-3 SHUTTLE
➤
➤
3-4 CLUTCH 3-2 SIGNAL
➤
➤
➤
➤
REV ABUSE
➤
➤
➤
3-4 CLUTCH 40
➤
2ND CLUTCH
➤
➤ D4 ➤ 2ND ACCUMULATOR D2
ACTUATOR FEED LIMIT 2-3 SIGNAL
➤
➤
3-2 DOWNSHIFT
2ND CLUTCH
➤
➤
➤
➤
➤
➤
13a ➤
➤
➤
➤
➤
➤
29d
REV INPUT
➤
➤
➤
4TH SIGNAL 3-4 SIGNAL ➤ ➤ 1-2 SIGNAL ➤ 2ND
➤
➤
➤
18
VALVE BODY (60) 3-4 ACCUMULATOR
➤
➤
3-4 SIGNAL
➤
#1
1-2 ACCUMULATOR
➤
➤
1-2 SIGNAL
➤
➤
➤
➤
➤
#4 3-4 CL
OVERRUN
82
➤
➤
➤
➤
3-4 ACCUM ➤
➤
➤
➤
19
1-2 ACCUMULATOR COVER (57)
ACCUMULATOR
2-3 SHIFT VALVE
➤
➤
SIGNAL
15a
SUCTION CONVERTER & LUBE MAINLINE SOLENOID SIGNAL ACCUMULATOR ACTUATOR FEED LIMIT TORQUE SIGNAL
4-3 SEQUENCE VALVE
3-4 SHIFT VALVE
➤
29
27b
OVERRUN CLUTCH
➤
➤
➤
➤
30a 27d ➤ 22a 1-2
TORQUE SIG
➤
➤
28a
FLUID PRESSURES
➤
3-4 RELAY
D3
29b
REGULATED APPLY
➤
➤
➤
➤
➤
EX
➤
➤
➤
➤
➤
D4
➤
3-4 ACCUMULATOR
➤
➤
4TH ➤
PRESSURE CONTROL SOLENOID VALVE
ACCUM VALVE
CC SIGNAL 3-4 ACCUM OVERRUN CL SERVO FD
3-4 SIGNAL ➤
3-4 ACCUM FILTERED AFL
31
➤
4TH ➤
FILTER (50)
➤
EX OVERRUN CLUTCH FEED
➤ 22b
➤
ISOLATOR VALVE
➤
43a 32a
EX
LINE
➤
ORF EX
44
13 27c 29
➤
➤
➤
REG APPLY REG APPLY LINE
SERVO FEED ➤ 2ND 4TH SIGNAL
➤
5
➤
TCC SOLENOID (66) N.O.
➤
30b
43b
AFL
ACTUATOR FEED LIMIT
➤
11c
➤
➤
EX (237)
EX ➤
➤
27a
EX
➤
REGULATED APPLY
➤
➤
➤ ➤
➤
➤
➤
➤
OFF LINE PRESSURE TAP (39)
➤
➤
➤
EX
EX
➤ ➤
6
➤
➤
(237)
48b ➤
10
➤
4
PUMP ASSEMBLY (4)
8
11b
➤
(238)
LINE
➤
➤
➤
➤
➤
➤
PRESSURE RELIEF VALVE
48a
FILTER (232)
32
TCC PWM SOLENOID VALVE N.C.
➤ 1
D3 LINE
➤
➤
➤
2
➤
➤
➤
➤
PR LO/REVERSE
➤
➤
➤
➤
➤
EX
AFL 9
7
➤
#10
2ND CLUTCH
➤
ACTUATOR FEED LIMIT
➤
TORQUE SIGNAL SERVO FEED ➤
➤
➤
➤
➤
AIR BLEED (240)
➤
➤
➤
3-4 CLUTCH OVERRUN CLUTCH SERVO FEED ➤ CC SIGNAL
➤
➤
2ND CLUTCH
➤
➤
➤
LUBE
EX
➤
➤
FORWARD CLUTCH FEED
➤
➤
REAR LUBE 24 ➤ ➤
➤
➤
➤
OVERRUN
➤
➤
➤
EX
LUBE
➤
➤
REV INPUT ➤
OVERRUN CLUTCH
➤
OIL COOLER PIPE CONNECTOR (10)
➤
➤
➤
➤
COOLER
COOLER
➤
➤
➤
➤
EX
➤
➤
➤
➤
➤
➤
➤
➤
➤
3-4 CLUTCH FORWARD CLUTCH FEED
➤
#7
➤
#9
LUBE
➤
3RD ACCUM
➤
11
➤
EX
➤
➤
OVERDRIVE RANGE – SECOND GEAR 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 SOLENOID VALVE
2-3 SHIFT SOLENOID VALVE
2-4 BAND
OFF
ON
APPLIED
REVERSE INPUT CLUTCH
OVERRUN CLUTCH
FORWARD CLUTCH
FORWARD SPRAG CL. ASSEMBLY
APPLIED
HOLDING
3-4 CLUTCH
LO-ROLLER CLUTCH
LO/REV CLUTCH
82A
OVERDRIVE RANGE – SECOND GEAR PASSAGES 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48
SUCTION DECREASE LINE CONVERTER FEED RELEASE APPLY COOLER LUBE ACTUATOR FEED LIMIT FILTERED ACTUATOR FEED TORQUE SIGNAL PR D4-3-2 LO/REVERSE REVERSE REVERSE INPUT D4 FORWARD CLUTCH FEED REAR LUBE ACCUMULATOR ORIFICED ACCUMULATOR 1-2 SIGNAL 2-3 SIGNAL 2ND 2ND CLUTCH C. C. SIGNAL 3-4 SIGNAL 3RD ACCUMULATOR 3-4 CLUTCH 4TH SIGNAL SERVO FEED 4TH 3-4 ACCUMULATOR D3 OVERRUN OVERRUN CLUTCH FEED OVERRUN CLUTCH D2 ORIFICED D2 3-2 SIGNAL LO LO/1ST EXHAUST ORIFICED EXHAUST VENT SEAL DRAIN VOID REGULATED APPLY
COMPONENTS ( (8) (10) (11) (38) (39) (40) (49) (50) (61) (91) (232) (237) (238) (240)
82B
)
REAR LUBE (ORIFICED CUP PLUG/REAR CASE) OIL COOLER PIPE CONNECTOR CASE SERVO ORIFICED PLUG ACCUMULATOR BLEED PLUG LINE PRESSURE TAP 3RD ACCUM. RETAINER AND BALL ASSEMBLY (#7) SHIFT SOLENOIDS SCREEN PRESSURE CONTROL SOLENOID SCREEN CHECKBALLS (#1, 2, 3, 4, 5, 6, 8, 12) CHECKBALL (#10) OIL PUMP COVER SCREEN CHECK VALVE RETAINER AND BALL ASSEMBLY CONVERTER CLUTCH SIGNAL ORIFICED CUP PLUG ORIFICED CUP PLUG
OVERDRIVE RANGE – SECOND GEAR 2
V 13
➤
➤
➤
➤
➤
➤
16
43
➤
48
47
(237)
47 29
16
18
9
18
22
24 34
27 30
27
47 10
30b
13
47
24
35
34
34f
48
32
➤
31b
35d/36 20
33a
28
9 20
26b
9 ➤
9p
11
11
47
#1
32 ➤ 9e
47
25
3
#6
11
37
47
17 17
20
43 43
#8
24 47 25
30
20 31
33
31
11 30 27
22
24
13
24 34 15
3
9
41
13
43
17 12
(50)
15
#3
12
3
34 41
➤ ➤
SPACER PLATE (48) (Case/Control Valve Body) 38
12
47
29 29
16 47
44
18
41
9 9
27
➤
30
48
36
33
43 43
33
37
48
36
17
26
26 26
48
11
9 25 9
24
10 23 9
35/39
10 47
33
- EXHAUST FLUID NOT SHOWN
20 17
20 17 9
25 9
25
11
11
3
25 20 21
21
21
3 9 25
9
33
32
36
26
26
21
25
24 38
24 35
28
9
20
13
9
9
25
25 ➤ ➤
CASE (103) (2-4 Servo Bore)
24
37
48
25
9
3
43
33 44
20
11
3
31
43 25
25 9
27
34
INDICATES BOLT HOLES
- NON-FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO SIMPLIFY TRACING FLUID FLOW.
14
24
31
31 20
9 22 22
35 24
42
43
41
14 12
34
29
24
9
12
17 42 44
24
34 13
24
35 20
18
34 25
9
32
28
39
9
NOTE:
14
17
17 38 41
9
22
10
39
18 15
27
30
10
24
24
31
31
33
31
25
24 24
13
#12
41
18
17 12
29
11
10 30
27
24
24
24
29
29
14
12
16
15
9 24
34 35 34
25 25
25
➤
22
27
30
25
43
38 34
34 43
12 22
13
3 38
29
9
42 44
41
38
28
15 40
42 44
18 34
14
12
17
17
38
15
11
(11)
14
18
12
41
29
17
29
15
29
11
16
12
41
18
18
34
29
29
34
12
38
47
9
34
47
41 38
FORWARD CLUTCH ACCUMULATOR BORE
CONTROL VALVE BODY (60) (Case Side)
38
41
3
29
16
32
14
47
2-4 SERVO BORE
#7/(40)
42
➤
17
#2
19
CASE (103) (Control Valve Body Side)
28
14 12
(38)
43
47
18
38
9b
22
17
42 34
9d/10
9
43
18 3
40
21a
24
42
43 28 29 29 16
47
47
17
24 34
15
29 47
23
38
9
25
20c
#4
27
31
35
24 47
10
24
47
9
35
33 32
17
34
29
#5
47
28 36
20e/21 20d/21
3b
47
26
47
3 48
47
18 25g
25e
9a
44
26
11
11
48
47
11a
25d
9
47
(49)
9f
9c
11b
25
47
35b 35c/39 35e/36 31 20a 20b 17g 30
32a
3c
➤
21
47
33b
➤
17f
43
3 25
10b/23
9g
25f
26a
25
3 47
28a
48a
8
24c
38e/39
16 3
47 9
9
47
➤
9
26 26
33
25
36a 37a
48b
➤
28 32
24f 24e ➤ 31a
9k/10
43b/44
25b
TO LOW AND REVERSE CLUTCH
33
➤
17
36
9
➤
33
37
9
9
35
28
➤
37
36
33
33
43
47
34e
➤
31
37
#7 (40)
24m/25 24g 16 ➤ 24k/25 24h 7 5 31c 33c 43a
25a 39
9
6
47
47
48
14
24
25
47
#10
11 29
25
38c
29g/28
➤
34
12
22 13
22
47
14
11
19
24
12
9
9o
➤
➤
47
44
41
9
9
15c/16
➤
29
➤
17
42
47
18
10
47
47
41a
➤
➤ 18
29
17
38
➤
12
29 15
11
12
34a
12b
29b
9
➤
16
47
41b
17a/18 14c 34b 17e 18a 22 ➤ 16a 12d 14a 17 17b/18 17d 29a 23 14 18b 12c 42a 27 ➤ 29c 15a 44a 26 42b 29d 38d 17c 12e 9h 41c 15d 9m 41d 43c/44 29e 9n 14b 22a 13 18c 11c 24b 24a 10c/22 34d 13b 10 ➤ 27c/29 ➤ 25 27b/29 21 34c 27d 30a 27a 24d 35a 13a 10a 22b
REAR LUBE
14
9
38a
3a
➤
29
17
➤
16 9
11 ➤
18
37
CASE (103) (Pump Cover Side)
➤
16
29f/28
15b/16
34
38
16
48
➤
29
3
34
➤
3➤
38b 12a
12
41
3
29 11 18
PUMP COVER (215) (Case Side)
38 41
3
16
PUMP COVER (215) (Pump Body Side)
37
1
➤
PUMP BODY (200) (Pump Cover Side)
3
37
3
1
16
18 11 29
37
➤
3
➤
➤
(237)
48
46
➤
16
(237)
11
37
37
38
➤
➤
(237)
43
29
12
7 3
➤
46
37 43
47
➤
➤
(10)
➤
11
37
47
4
47
7
16 ➤
➤
46
43
3
➤
3
3
4
4
(238)
4
3
43
(39)
7
5 37 29 18
➤
16
1
8
43
8
➤
48
48
16
5 8 37 29 18
➤
➤
8
➤
1
43
2
➤
6
7
7
43
3
5
5
2 3
➤
4
3 4
43
45
8
➤
3
➤
➤
4
1
3
➤
43
43
(10)
43
➤
2
2
4
47
(232)
➤
8
8
2
(232)
➤
3
(240)
2 47
4
4
45
(240)
3
45
45 47
2
2
(240)
➤
➤ ➤
PRESSURE RELIEF VALVE BORE
9
10
25 20
GASKET (47) (Case/Spacer Plate)
Figure 80
GASKET (52) (Spacer Plate/Control Valve Body)
FOLDOUT ➤ 83
1-2 ACCUMULATOR COVER (57)
OVERDRIVE RANGE – THIRD GEAR REVERSE INPUT CLUTCH ASSEMBLY
2ND & 4TH SERVO
TORQUE CONVERTER ASSEMBLY
INPUT CLUTCH HOUSING ASSEMBLY
LOW AND REVERSE CLUTCH ASSEMBLY
➤
➤
➤
ORF ACC 21a
21
FILTERED AFL
D4 2ND ➤ D2
LO/REVERSE PR
D2
23 14c
LO/REVERSE
14a
EX
38c
➤
➤
14b
D2
38b
➤
38a
LO ➤
➤
D4 ORIFICED D2 2ND
D4 2ND
D2
PR 38e 39
21
➤
➤ ➤
➤
34a
VALVE BODY (60) GASKET (52) SPACER PLATE (48) GASKET (47) LO
D3
➤
34b
LO 41b
41a
18a
12b
FWD CL FEED D2
➤
PR
12c
D3
41c
D4-N.O.
12d
D2 D3
➤
D4 D2
12e
PR
➤
FORWARD CLUTCH ACCUMULATOR
➤
LO
D2
➤
D4
D3
EX
➤
TEMP SENSOR
➤
➤
CASE (8)
D4-3-2
44 26
LO/1ST
EX
➤
27
EX
PR LO/REV
EX
D4 LINE
LO
D3-N.C.
FORWARD CLUTCH FEED
➤
PR
➤
➤
➤
LO
D4
EX ➤
O’ EX
➤
➤
42b
LO/1ST
➤
➤
3-4 ACCUMULATOR D4
➤
20e
20d ➤ ➤
D2
EX
24a 44a
➤
12a
18
24b
43c
41d
➤
D4 ➤
➤
➤
D3 D2-N.C.
➤ 17a
17b
18b
15c
➤
17c
16
16
15b
2ND CL 25e
25d ➤
24m
25b
2ND CL
24k ➤
25a
25
24g
ACCUMULATOR
D4 ➤ D4-3-2
EX
AFL
EX
EX
D4
➤ ➤
EX
LO REVERSE INPUT
REVERSE
EX
2ND 2ND 2ND CL OVERRUN CL FD 24h
36a
21
20c
9f
17f
➤ 11a
➤ 17g
10
ACC SERVO FD ➤ 2ND ➤ 3-4
D3
D2
➤
EX
AFL
EX
EX
TORQUE SIGNAL
➤ ➤ ➤
OVERRUN
EX
EX
EX
EX
D3 35e 36
ACCUM
9d
➤
31a
33a➤ ➤
EX
D3
➤ ➤
➤ ➤
EX
➤
➤
EX
➤ ➤ ➤ ➤ ➤
➤
35d
35c 39
ORIFICED ACCUM ➤
➤ ➤
35a
➤ 31b ➤ ➤ ➤
EX
EX
EX
➤
EX
➤
33c
37a
9c
9b
➤ 9a
➤
AFL
➤
EX ➤
2ND CL
3-4 CL
LINE 3-4 CLUTCH
➤
AFL
9e
➤ ➤ ➤ ➤
D3
D3
➤ ➤
➤
OVERRUN 3RD ACCUM
➤
➤ ➤
26a
9p
26b
➤31c
34f
25f
34e
34d
29e
34c
TORQUE SIGNAL 4TH SIGNAL 3-4 SIGNAL ➤
PRESS REG BOOST VALVE
➤
➤
3RD ACCUMULATOR OVERRUN REVERSE INPUT 4TH
OVERRUN CLUTCH REGULATED APPLY
➤
36
➤ 25
➤
➤
➤ DECREASE ➤
➤ ➤
➤
CONV FD LINE
OVERRUN CLUTCH
➤
2ND
OVERRUN CLUTCH ➤
➤
2ND CLUTCH
➤
➤
EX
➤
➤
2ND CLUTCH
35b
➤ 18
2ND CL
4TH
➤
RELEASE
APPLY ➤
CASE (8)
LUBE
➤
➤
REVERSE INPUT
➤
➤
RELEASE
➤
APPLY OVERRUN CLUTCH FORWARD CLUTCH FEED
➤
➤
➤
➤
➤
SUCTION
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
SUCTION
➤
➤
➤
➤
➤
CONV FD
➤
➤
➤
➤
➤
➤
➤
CONVERTER CLUTCH VALVE
➤
➤
➤
24d
➤
2ND
➤
➤
➤
➤
➤
ORIFICED D2 ➤
➤
24c
OFF
➤
D4
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
REGULATED APPLY
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
17d ➤ 22 10c 25 ➤ 24e
➤
CASE (8)
➤
➤
➤
➤
➤
➤
➤ ➤
➤
➤
➤
➤
LUBE
➤
➤
➤
➤
➤
1-2 SHIFT SOLENOID VALVE N.O.
➤
➤
➤
2ND CLUTCH ➤ REVERSE INPUT
➤
➤
➤
➤
➤
➤
REV-N.O.
#12
22
13b
LO OVERRUN
➤
➤
17
➤
➤
➤
24f
➤
➤
➤
➤
16
LO-N.O.
➤ ➤
➤
28
➤
TFP SWITCH ASSEMBLY
➤
#3
➤ ➤
➤
➤
➤
REVERSE INPUT
➤
➤
#8
9k
10a
➤
FWD CL FD
➤
➤
10 ➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
COOLER
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
OFF
1-2 SIGNAL
➤
➤
➤
➤ ➤
9g
➤
42a
ACTUATOR FEED LIMIT
PR
➤
29 23 10b
FILTER (49)
ORIFICED EX EX
➤
REVERSE
➤
20
➤ 13a
➤
2ND
➤
D3
#6
38d
LO/1ST
D4-3-2
R N D 3 2 1
REVERSE
#5
➤
➤ ➤
18c
20b
➤
P
➤
28a
➤
30
➤
➤
2-3 SHIFT SOLENOID VALVE N.O.
D4-3-2
➤
LINE
➤
20a
➤
➤
➤
33b
2ND
FORWARD ABUSE
3RD ACCUM
➤
3a
➤
ACTUATOR FEED LIMIT 2-3 SIGNAL
➤
9m ➤ 9h
17e
➤
➤
2-3 SHUTTLE
➤
AFL
➤
➤ ➤
1-2 SHIFT VALVE ➤
3b
25g
➤
MANUAL ➤ VALVE ➤
➤ 3c
2ND CLUTCH
➤
➤
➤
➤
➤
➤
➤
➤ ➤
➤
➤
#2
➤
➤
➤
28
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
EX
REVERSE REVERSE INPUT
12 29g 28
18
➤
➤
➤ D4 ➤ 2ND ACCUMULATOR D2
➤
3-4 SIGNAL
➤
➤
➤
➤
➤
➤
➤
#1
VALVE BODY (60) 3-4 ACCUMULATOR
ACCUMULATOR
ORIFICED EX
3-2 CONTROL
3RD ACCUMULATOR ACTUATOR FEED LIMIT
AFL ➤
➤
➤
Figure 81
3-4 CLUTCH
➤
➤
BOTTOM PAN (SUMP) (75)
➤
➤ ➤
➤
➤
➤
D4
➤
➤
ON
➤
3-4 ACCUM
1-2 ACCUMULATOR
9n
29f ➤
➤
➤ ➤
➤
REVERSE INPUT
FILTER (72)
3-2 CONTROL SOLENOID VALVE N.C.
➤
➤
➤
➤
3-2 SIGNAL
29c
19
1-2 ACCUMULATOR COVER (57)
➤
➤
14
REV ABUSE
3-4 CLUTCH
➤
➤
➤
FORWARD CLUTCH FEED
➤
➤
9o
➤
➤
➤
➤
EX
1-2 SIGNAL
➤
➤
2ND CLUTCH
15d
➤
➤
➤
➤
➤
➤
➤
1-2 SIGNAL
3-2 DOWNSHIFT
40
➤
➤
#4 3-4 CL
29a
➤
LINE
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
29
➤
➤
ACCUM VALVE
4TH SIGNAL ➤ 3-4 SIGNAL 1-2 SIGNAL ➤ 2ND
➤
PRESSURE CONTROL SOLENOID VALVE
2-3 SHIFT VALVE
3-4 SHIFT VALVE ➤
➤
➤
➤
➤
REGULATED APPLY
3-4 SIGNAL D3
16a
➤
➤ EX OVERRUN CLUTCH FEED
➤
➤
➤
29d
OVERRUN CLUTCH
4-3 SEQUENCE VALVE
31
➤
3-4 ACCUMULATOR
➤
4TH ➤
➤
13 27c 29
➤
CC SIGNAL 3-4 ACCUM OVERRUN CL SERVO FD
3-4 RELAY
1-2 SIGNAL
OVERRUN
84
SERVO FEED ➤ 2ND 4TH SIGNAL
➤
15a
SUCTION CONVERTER & LUBE MAINLINE SOLENOID SIGNAL ACCUMULATOR ACTUATOR FEED LIMIT TORQUE SIGNAL
➤
➤
➤
27b
➤
FLUID PRESSURES
➤
➤
➤
➤
➤
30a 27d 22a
➤
EX
REG APPLY REG APPLY LINE
➤
22b
➤
REV INPUT
ISOLATOR VALVE
REGULATED APPLY
➤
FILTER (50)
3-4 ACCUM FILTERED AFL
PR LO/REVERSE
➤
➤
➤
➤
ACTUATOR FEED LIMIT
4TH
27a
29b
LINE
➤
ORF EX➤
32a
TORQUE SIG
➤
➤
44 ➤
43a
➤
TCC SOLENOID (66) N.O.
➤
5
➤43b
➤
TCC PWM SOLENOID VALVE N.C.
30b
➤
➤
➤
➤
➤
➤
EX
EX ➤
11c
➤
EX (237)
➤
AFL
➤
32
➤
6
➤ ➤
➤
➤
➤
➤
➤
➤
PUMP ASSEMBLY (4)
OFF LINE PRESSURE TAP (39)
EX
➤ ➤
10
➤
4
➤
48b ➤
➤
➤
(237)
EX
LINE
➤
(238)
FILTER (232)
1
➤
OIL COOLER PIPE CONNECTOR (10)
➤
8
11b
➤
➤
➤
➤
COOLER
PRESSURE RELIEF VALVE
➤
➤
➤
➤
D3 LINE
➤
➤
2
9
7
➤
➤
EX
AFL
48a
TORQUE SIGNAL SERVO FEED ➤
➤
➤
➤
➤
➤
➤
ACTUATOR FEED LIMIT
➤
#10
2ND CLUTCH
➤
➤
3-4 CLUTCH OVERRUN CLUTCH ➤ SERVO FEED ➤ CC SIGNAL
➤
AIR BLEED (240)
➤
EX
➤
➤
2ND CLUTCH
➤ ➤
➤
➤
LUBE
➤
➤
FORWARD CLUTCH FEED
REAR LUBE 24 ➤ ➤
➤
➤
➤
➤
➤
➤
➤
OVERRUN
➤
➤
➤
EX
LUBE
➤
➤
➤ ➤
➤
COOLER
➤
REV INPUT ➤
➤
➤ ➤
EX
OVERRUN CLUTCH
➤
➤
➤
➤
➤
➤ ➤
➤
➤
➤
➤
EX
➤
#7
➤
➤
3RD ACCUM
➤
#9
3-4 CLUTCH FORWARD CLUTCH FEED
➤ ➤
➤
➤
LUBE
➤
➤
11
➤
EX
➤
➤
➤
OVERDRIVE RANGE – THIRD GEAR 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 SOLENOID VALVE
2-3 SHIFT SOLENOID VALVE
OFF
OFF
2-4 BAND
REVERSE INPUT CLUTCH
OVERRUN CLUTCH
FORWARD CLUTCH
FORWARD SPRAG CL. ASSEMBLY
3-4 CLUTCH
APPLIED
HOLDING
APPLIED
LO-ROLLER CLUTCH
LO/REV CLUTCH
84A
OVERDRIVE RANGE – THIRD GEAR PASSAGES 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48
SUCTION DECREASE LINE CONVERTER FEED RELEASE APPLY COOLER LUBE ACTUATOR FEED LIMIT FILTERED ACTUATOR FEED TORQUE SIGNAL PR D4-3-2 LO/REVERSE REVERSE REVERSE INPUT D4 FORWARD CLUTCH FEED REAR LUBE ACCUMULATOR ORIFICED ACCUMULATOR 1-2 SIGNAL 2-3 SIGNAL 2ND 2ND CLUTCH C. C. SIGNAL 3-4 SIGNAL 3RD ACCUMULATOR 3-4 CLUTCH 4TH SIGNAL SERVO FEED 4TH 3-4 ACCUMULATOR D3 OVERRUN OVERRUN CLUTCH FEED OVERRUN CLUTCH D2 ORIFICED D2 3-2 SIGNAL LO LO/1ST EXHAUST ORIFICED EXHAUST VENT SEAL DRAIN VOID REGULATED APPLY
COMPONENTS ( (8) (10) (11) (38) (39) (40) (49) (50) (61) (91) (232) (237) (238) (240)
84B
)
REAR LUBE (ORIFICED CUP PLUG/REAR CASE) OIL COOLER PIPE CONNECTOR CASE SERVO ORIFICED PLUG ACCUMULATOR BLEED PLUG LINE PRESSURE TAP 3RD ACCUM. RETAINER AND BALL ASSEMBLY (#7) SHIFT SOLENOIDS SCREEN PRESSURE CONTROL SOLENOID SCREEN CHECKBALLS (#1, 2, 3, 4, 5, 6, 8, 12) CHECKBALL (#10) OIL PUMP COVER SCREEN CHECK VALVE RETAINER AND BALL ASSEMBLY CONVERTER CLUTCH SIGNAL ORIFICED CUP PLUG ORIFICED CUP PLUG
OVERDRIVE RANGE – THIRD GEAR 2
V 13
➤
➤
➤
➤
➤
➤
➤
➤
16
43
48
➤
16
24 34
27 30
22
27
30b
13
47
24
35
34
34f
48
32 28
9 20
➤
35d/36 20
33a
28a
9 ➤
32 ➤ 9e
47
32a
47
26
48
#8
24 47
#6
11
47
17 17
20 20
31
33
31
11 30 27
22
24
13
24 34 15
9
41
13
43
17 12
(50)
15
#3
12
3
34 41
➤ ➤
➤
SPACER PLATE (48) (Case/Control Valve Body) 38
12
47
29 29
16 47
44
18
41
9 9
27
➤
30
31
33 33
➤
48
36
26
26 26
31
11
9 25 9
10 23
35/39
10 47
33
- EXHAUST FLUID NOT SHOWN
20 17
20 17 9
25 9
25
11
11
3
25 20 21
21
21
3 9 25
9
33
32
36
26
26
21
25
24 9
35
28
9
20
24 38
24
9
9
25
25 ➤ ➤
CASE (103) (2-4 Servo Bore)
24
37 44
48
25
9
3
43
31
33 43
20
11
3
27
34
INDICATES BOLT HOLES
- NON-FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO SIMPLIFY TRACING FLUID FLOW.
14
13
31
25 48
9 22
24 22
35 24
42
43
41
14 12
34
29
24
20
12
17 42 44
24
34 13
24
35 20
18
34
9
25 9
9
NOTE:
14
17
17 38 41
9
22
25
9
32
28
17
18 15
27
30 10
39
#12
41
18
17 12
29
11
10
10
24
24 39
36
43 37
13
31
31
33 43
48
24 24
29
29
30 27
24
24
24
12 34
15
14
34 35 34
25 25
25
25
22
27
30
➤
43
38 34
16
29
9
9
24
3 38
43
12 22
13
15
42 44
41
38
28
40
42 44
18 34
14
12
17
17
38
15
11
(11)
14
18
12
41
29
17
29
15
29
11
16
12
41
18
18
34
29
29
34
12
38
47
9
34
47
41 38
FORWARD CLUTCH ACCUMULATOR BORE
CONTROL VALVE BODY (60) (Case Side)
38
41
3
29
16
32
14
47
2-4 SERVO BORE
#7/(40)
42
➤
17
#2
19
CASE (103) (Control Valve Body Side)
28
14 12
(38)
43
47
18
38
9b
22
17
42 34
9d/10
9
43
18 3
40
21a
24
42
43 28 29 29 16
47
47
17
24 34
15
29 47
23
38
3
9
25
20c
#4
27
31
35
24 47
10
24
47
9
35
33 32
17
34
29
#5
47
37
25
30
20e/21 20d/21
3b
3
43 43
47 18
25 28
47
3 48
47
26 11
47
9f
11
36
(49)
25g
25e
9a
44
35b 35c/39 35e/36 31 20a 20b 17g 30
11a
25d
9
➤
17f
43
3 25
10b/23
9g
9c
11b
25
47
33b
3c
➤
21
47
24c
38e/39
25f 26b
26a
#1
47 9
9
47
➤
11
47
36a
48a
8 9p
3 47
48b
25
11
26
33
25 9
26
25
31b
37a
➤
28 32
24f 24e ➤ 31a
9k/10
43b/44
25b
TO LOW AND REVERSE CLUTCH
33
➤
17
36
9
➤
33
37
9
9
35
28
➤
37
36
33
33
43
47
34e
➤
31
37
#7 (40)
24m/25 24g 16 ➤ 24k/25 24h 7 5 31c 33c 43a
25a 39
9
6
47
47
47
14
24
25
48
➤
10
➤
34
#10
47
22 13
22
12
16 3
25
38c
➤
18
47
14
11
19
24
12
9
9
41a
➤
18
9o
➤
➤
47
44
41
9
9
➤
17
42
47
15c/16
11 29
10
47
47
➤
29
17
38
34a
➤
➤ 18
15
9
➤
12
29
29
12
41b 12b
29b
9
38a
3a
17a/18 14c 34b 17e 29g/28 18a 22 ➤ 16a 12d 14a 17 17b/18 17d 29a 23 14 18b 12c 42a 27 ➤ 29c 15a 44a 26 42b 29d 38d 17c 12e 9h 41c 15d 9m 41d 43c/44 29e 9n 14b 22a 13 18c 11c 24b 24a 10c/22 34d 13b 10 ➤ 27c/29 ➤ 25 27b/29 21 34c 27d 30a 27a 24d 35a 13a 10a 22b
REAR LUBE
14
16
47
11
17
18
CASE (103) (Pump Cover Side)
➤
16 9
29 ➤ 11 ➤
18
37
➤
16
29f/28
15b/16
34
38
16
48
➤
29
3
34
➤
3➤
38b 12a
12
41
3
29 11 18
PUMP COVER (215) (Case Side)
38 41
3
16
PUMP COVER (215) (Pump Body Side)
37
1
➤
PUMP BODY (200) (Pump Cover Side)
3
37
3
➤
➤ ➤
(237)
47 29
1
16
18 11 29
37
➤
47
3
➤
(237)
48
46 ➤
➤
37
37
38
➤
➤
16
(237)
11
43
29
12
7 3
➤
(237)
➤
46
37 43
47
➤
➤
(10)
➤
11
37
47
4
47
3
➤
46
43
7
16 ➤
➤
3
3
4
4
(238)
4
3
43
(39)
7
5 37 29 18
➤
16
1
8
43
8
➤
48
48
16
5 8 37 29 18
➤
➤
8
➤
1
43
2
➤
6
7
7
43
3
5
5
2 3
➤
4
3 4
43
45
8
➤
3
➤
➤
4
1
3
➤
43
43
(10)
43
➤
2
2
4
47
(232)
➤
8
8
2
(232)
➤
3
(240)
2 47
4
4
45
(240)
3
45
45 47
2
2
(240)
➤
➤ ➤
PRESSURE RELIEF VALVE BORE
9
10
25 20
GASKET (47) (Case/Spacer Plate)
Figure 82
GASKET (52) (Spacer Plate/Control Valve Body)
FOLDOUT ➤ 85
1-2 ACCUMULATOR COVER (57)
OVERDRIVE RANGE – FOURTH GEAR
(Torque Converter Clutch Applied) REVERSE INPUT CLUTCH ASSEMBLY
2ND & 4TH SERVO
TORQUE CONVERTER ASSEMBLY
➤
➤
➤
➤
➤
ORF ACC 21a
➤
20e
20d
21
21
ACCUM 20c
CASE (8) D4 2ND ➤ D2
D2
LO/REVERSE PR
LO/1ST
44 26
27
EX
PR LO/REV
LO/REVERSE
14a
➤
14b
EX
38c
➤
EX
D4
PR
D4-3-2
➤
23 14c
LO/1ST
D2
38b
➤
38a
LO ➤
➤
➤
D4 ORIFICED D2 2ND
D2 38e 21
39
34a
PR
D3
VALVE BODY (60) GASKET (52) SPACER PLATE (48) GASKET (47) LO
34b
LO 41c
41b
41a
➤
41d
FWD CL FEED D2
D4 2ND
12b
➤
➤ ➤
PR
12c
D3
➤
➤
12d
D2 D3
TEMP SENSOR
D4-N.O.
12e
PR
➤
FORWARD CLUTCH ACCUMULATOR
➤
LO
D2
➤
D4
D3
LINE
EX
➤
➤
D4 D2
FORWARD CLUTCH FEED
➤
FILTERED AFL
➤ ➤
EX
➤
42b
➤
18a
➤
➤
➤
➤
EX
EX
D4
EX O’ EX
LO
LO ➤
➤
LO OVERRUN
D3
➤
D4 18
LO
D3-N.C.
➤ 17a
17b
18b
➤ 18
15c
17c
16
16
15b
2ND CL 25d ➤
24m
25b
➤ 25
25e
2ND
2ND CL
24k ➤
25a
25
24g
ACCUMULATOR
D4 ➤ D4-3-2
EX
➤
EX
AFL
EX
D2
➤
EX
AFL REVERSE INPUT
D2
➤
3-4 ACC SERVO FD ➤ 2ND
EX
D3
➤
➤
REVERSE
EX
EX
2ND 2ND 2ND CL OVERRUN CL FD 24h
36a
35e 36
24a 44a
➤
➤
➤
3-4 ACCUMULATOR D4
➤
9f
17f
➤ 11a
EX
➤
TORQUE SIGNAL
D3 ➤
EX
EX
EX ➤
EX
➤
EX
EX
➤ 17g
10
31a
33a
➤
AFL EX
➤
EX
D3 ➤
➤
➤
35d
35c 39
36
35b
D4
➤
9d
➤
35a
9c
9b
37a
9e
➤
AFL ➤ ➤
EX
➤
➤
2ND CL
EX
➤
➤ ➤
➤
24b
43c
➤
FWD CL FD
12a
3-4 CLUTCH
➤ 9a
26a
9p
➤
D3
3-4 CL
➤
LINE
➤
OVERRUN 3RD ACCUM
➤
➤
2ND CLUTCH
ORIFICED ACCUM
➤
26b
31c
34f
25f
34e
34d
29e
34c
D3
➤
REVERSE INPUT
TORQUE SIGNAL 4TH SIGNAL 3-4 SIGNAL
OVERRUN CLUTCH REGULATED APPLY
PRESS REG BOOST VALVE
EX
➤
3RD ACCUMULATOR OVERRUN 2ND CLUTCH
4TH
➤
➤
CONV FD LINE
31b
➤
➤
➤ DECREASE ➤
➤
➤
OVERRUN
OVERRUN CLUTCH
➤ ➤
RELEASE
OVERRUN CLUTCH
➤
2ND CL
➤
APPLY
➤ ➤ ➤ ➤ ➤ ➤ ➤
LUBE
➤ ➤ ➤ ➤
33c
EX
4TH
RELEASE ➤
➤
➤ ➤
➤ ➤
CASE (8)
➤
EX
➤
➤
➤ ➤ ➤
REVERSE INPUT
➤
➤
➤
SUCTION
➤
➤
➤
➤
➤
➤
➤
➤ ➤
➤
➤
SUCTION
➤
➤
➤
APPLY OVERRUN CLUTCH FORWARD CLUTCH FEED
➤
➤
➤
CONV FD
➤
➤
➤ ➤
➤
➤
➤
➤
➤
➤
CONVERTER CLUTCH VALVE
➤
➤
➤
➤
➤
➤
REGULATED APPLY
➤
➤
➤
➤
➤
➤
➤
CASE (8)
➤
➤
➤
LUBE
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
COOLER
➤ ➤
➤
D2-N.C.
➤
➤
2ND
➤
24c
➤
ORIFICED D2 ➤
24d
➤
D4
➤
➤
➤
➤
➤
➤
17d ➤ 22 10c 25 ➤ 24e
➤
REV-N.O.
#12
22
➤
➤
17
➤
13b ➤
➤
➤
➤
2ND
➤
➤
16
LO-N.O.
➤
#3
➤
➤
➤
➤
➤
TFP SWITCH ASSEMBLY
➤
#8
➤ ➤
➤
24f
➤
ON
➤
REVERSE INPUT
➤
2ND CLUTCH ➤ REVERSE INPUT
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
20
➤
➤
➤
1-2 SHIFT SOLENOID VALVE N.O.
➤
➤
#6
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤ ➤
1-2 SIGNAL
➤
➤
REVERSE
#5
➤
➤
➤
PR
➤
9k
28
2ND
➤
18c
➤
➤
➤
REVERSE
D3
10
42a
➤
LINE
➤
R N D 3 2 1
➤
28a
OVERRUN
Figure 83
➤
3RD ACCUM
➤
3a
9g
➤ 10a
➤
ACTUATOR FEED LIMIT
➤
3b
29 23 10b
FILTER (49)
MANUAL ➤ VALVE ➤
➤ 3c
➤ 13a
ORIFICED EX EX
➤
➤
30
38d
OFF
D4-3-2
➤
➤
➤
BOTTOM PAN (SUMP) (75)
➤
#2
➤
REVERSE INPUT
FILTER (72)
➤
➤
28
➤
20b
➤
2-3 SHIFT SOLENOID VALVE N.O.
➤
33b 20a
➤
➤
➤
9m ➤ 9h
➤
LO/1ST
D4-3-2
➤
➤
P
REVERSE REVERSE INPUT
12 29g 28
➤
➤
17e
➤
ACTUATOR FEED LIMIT 2-3 SIGNAL
1-2 SIGNAL
9n
29f ➤
➤
➤
25g
AFL ➤
➤
➤
2-3 SHUTTLE
FORWARD ABUSE
3RD ACCUMULATOR ACTUATOR FEED LIMIT
AFL
➤
➤
EX 3-2 CONTROL
➤
➤
➤
1-2 SHIFT VALVE
➤ ➤
➤
➤
➤
ORIFICED EX
➤
ON ➤
➤
➤
3-2 CONTROL SOLENOID VALVE N.C.
18
➤
➤ ➤
➤
29c
➤
FORWARD CLUTCH FEED
3-4 CLUTCH
➤
2ND CLUTCH
➤
➤ D4 ➤ 2ND ACCUMULATOR D2
➤ ➤
➤
➤
#1
VALVE BODY (60) 3-4 ACCUMULATOR
➤
➤
➤
14
➤
3-2 SIGNAL
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
3-4 CLUTCH
3-4 ACCUM
1-2 ACCUMULATOR
➤
3-4 SIGNAL
➤
➤
➤
REV ABUSE ➤
➤
9o
➤
➤
➤
➤
2ND CLUTCH
15d
➤
➤
3-2 DOWNSHIFT
➤
29a
➤
LINE
4TH SIGNAL ➤ 3-4 SIGNAL 1-2 SIGNAL ➤ 2ND
➤
➤
#4 3-4 CL
40 ➤
➤
➤
➤
➤
29
15a
86
➤
➤
13 27c 29
➤
3-4 SHIFT VALVE ➤ ➤
➤
1-2 SIGNAL
1-2 SIGNAL
19
1-2 ACCUMULATOR COVER (57)
ACCUMULATOR
2-3 SHIFT VALVE
➤
D3
➤
30a 27d 22a
➤
➤
➤
➤
➤
3-4 SIGNAL ➤
D4
➤
4TH
➤ ➤ ➤
16a
REGULATED APPLY
➤
➤
29d
➤
➤
➤
➤ ➤
22b
EX
➤
ACCUM VALVE
4-3 SEQUENCE VALVE
EX OVERRUN CLUTCH FEED
➤
27a
PRESSURE CONTROL SOLENOID VALVE
➤
CC SIGNAL 3-4 ACCUM OVERRUN CL SERVO FD
3-4 RELAY
➤
➤
➤
➤
➤
SUCTION CONVERTER & LUBE MAINLINE SOLENOID SIGNAL ACCUMULATOR ACTUATOR FEED LIMIT TORQUE SIGNAL
➤
➤
4TH
32a ➤
TORQUE SIG
OVERRUN CLUTCH
➤
ORF EX
44
27b
REV INPUT
SERVO FEED 2ND 4TH SIGNAL
➤
➤
➤
43a
➤
EX
LINE
FLUID PRESSURES
➤
➤
➤
➤
5
43b
29b
TCC SOLENOID (66) N.O.
➤
3-4 ACCUM FILTERED AFL
31
➤
3-4 ACCUMULATOR
➤
➤
➤
➤
EX (237)
➤
➤
➤
EX
ON
➤
➤
➤
➤
➤
EX
➤
➤
➤
(237)
PUMP ASSEMBLY (4)
➤
➤
➤
(238)
➤
➤
4
➤
30b
ISOLATOR VALVE
REG APPLY REG APPLY LINE
➤
➤ ➤
FILTER (50)
➤
ACTUATOR FEED LIMIT
➤
11c 6
➤
➤
REGULATED APPLY
➤ ➤
10
➤
EX
➤
48b
➤
➤
EX
LINE PRESSURE TAP (39)
FILTER (232)
1
➤
➤
LINE
➤
➤
OIL COOLER PIPE CONNECTOR (10)
8
11b
➤
➤
➤
PRESSURE RELIEF VALVE
32
➤
48a
➤
PR LO/REVERSE
➤
➤
➤
AFL
➤
TCC PWM SOLENOID VALVE N.C.
➤
➤
➤
COOLER
➤
2
D3 LINE
➤
➤
➤
EX
AFL 9
7
➤
➤
AIR BLEED (240)
➤
➤
➤
➤
➤
➤
TORQUE SIGNAL SERVO FEED ➤
➤
➤
LUBE
➤
EX
3-4 CLUTCH OVERRUN CLUTCH SERVO FEED ➤ CC SIGNAL
ACTUATOR FEED LIMIT
➤
#10
2ND CLUTCH
➤
➤ ➤
➤
➤
➤
➤
2ND CLUTCH
➤
➤
➤
➤
➤
➤
FORWARD CLUTCH FEED
REAR LUBE 24 ➤ ➤
➤
➤
➤
➤
➤
➤
➤
➤
OVERRUN
➤
➤
➤
➤
➤
➤
➤
LUBE
➤
➤
REV INPUT ➤
OVERRUN CLUTCH
➤
COOLER
➤
EX
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
EX
➤
➤
➤
➤
➤
3RD ACCUM
➤
3-4 CLUTCH FORWARD CLUTCH FEED
➤
#7
➤
➤
➤
LUBE
➤
➤
➤
11
➤
➤
LOW AND REVERSE CLUTCH ASSEMBLY
➤
EX ➤
#9
INPUT CLUTCH HOUSING ASSEMBLY
➤
OVERDRIVE RANGE – FOURTH GEAR (Torque Converter Clutch Applied) 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 SOLENOID VALVE
2-3 SHIFT SOLENOID VALVE
2-4 BAND
ON
OFF
APPLIED
REVERSE INPUT CLUTCH
OVERRUN CLUTCH
FORWARD CLUTCH APPLIED
FORWARD SPRAG CL. ASSEMBLY
3-4 CLUTCH
LO-ROLLER CLUTCH
LO/REV CLUTCH
APPLIED
86A
OVERDRIVE RANGE – FOURTH GEAR (Torque Converter Clutch Applied) PASSAGES 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48
SUCTION DECREASE LINE CONVERTER FEED RELEASE APPLY COOLER LUBE ACTUATOR FEED LIMIT FILTERED ACTUATOR FEED TORQUE SIGNAL PR D4-3-2 LO/REVERSE REVERSE REVERSE INPUT D4 FORWARD CLUTCH FEED REAR LUBE ACCUMULATOR ORIFICED ACCUMULATOR 1-2 SIGNAL 2-3 SIGNAL 2ND 2ND CLUTCH C. C. SIGNAL 3-4 SIGNAL 3RD ACCUMULATOR 3-4 CLUTCH 4TH SIGNAL SERVO FEED 4TH 3-4 ACCUMULATOR D3 OVERRUN OVERRUN CLUTCH FEED OVERRUN CLUTCH D2 ORIFICED D2 3-2 SIGNAL LO LO/1ST EXHAUST ORIFICED EXHAUST VENT SEAL DRAIN VOID REGULATED APPLY
COMPONENTS ( (8) (10) (11) (38) (39) (40) (49) (50) (61) (91) (232) (237) (238) (240)
86B
)
REAR LUBE (ORIFICED CUP PLUG/REAR CASE) OIL COOLER PIPE CONNECTOR CASE SERVO ORIFICED PLUG ACCUMULATOR BLEED PLUG LINE PRESSURE TAP 3RD ACCUM. RETAINER AND BALL ASSEMBLY (#7) SHIFT SOLENOIDS SCREEN PRESSURE CONTROL SOLENOID SCREEN CHECKBALLS (#1, 2, 3, 4, 5, 6, 8, 12) CHECKBALL (#10) OIL PUMP COVER SCREEN CHECK VALVE RETAINER AND BALL ASSEMBLY CONVERTER CLUTCH SIGNAL ORIFICED CUP PLUG ORIFICED CUP PLUG
(Torque Converter Clutch Applied) 2
➤
V 13
16
43
3
➤
24 34
27 30
22
27
➤
30b
13
47
24
35
34
34f
48
32 28
9 20
➤
➤
35d/36 20
33a
28a
9 ➤
32a
47
26
9a
48
#8
24 47
#6
11
47
17 17
20 20
31
33
31
11 30 27
22
24
13
24 34 15
9
41
13
43
17 12
(50)
15
#3
12
3
34 41
➤ ➤
➤
SPACER PLATE (48) (Case/Control Valve Body) 38
12
47
29 29
16 47
44
18
41
9 9
27
➤
30
31
➤
➤
33 33
48
36
26
26 26
31
11
9 25 9
10 23
35/39
10 47
33
- EXHAUST FLUID NOT SHOWN
20 17
20 17 9
25 9
25
11
11
3
25 20 21
21
21
3 9 25
9
33
32
36
26
26
21
25
24 9
35
28
9
20
24 38
24
9
9
25
25 ➤ ➤
CASE (103) (2-4 Servo Bore)
24
37 44
48
25
9
3
43
31
33 43
20
11
3
27
34
INDICATES BOLT HOLES
- NON-FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO SIMPLIFY TRACING FLUID FLOW.
14
13
31
25 48
9 22
24 22
35 24
42
43
41
14 12
34
29
24
20
12
17 42 44
24
34 13
24
35 20
18
34
9
25 9
9
NOTE:
14
17
17 38 41
9
22
25
9
32
28
17
18 15
27
30 10
39
#12
41
18
17 12
29
11
10
10
24
24 39
36
43 37
13
31
31
33 43
48
24 24
29
29
30 27
24
24
24
12 34
15
14
34 35 34
25 25
25
25
22
27
30
➤
43
38 34
16
29
9
9
24
3 38
43
12 22
13
15
42 44
41
38
28
40
42 44
18 34
14
12
17
17
38
15
11
(11)
14
18
12
41
29
17
29
15
29
11
16
12
41
18
18
34
29
29
34
12
38
47
9
34
47
41 38
FORWARD CLUTCH ACCUMULATOR BORE
CONTROL VALVE BODY (60) (Case Side)
38
41
3
29
16
32
14
47
2-4 SERVO BORE
#7/(40)
42
➤
17
#2
19
CASE (103) (Control Valve Body Side)
28
14 12
(38)
43
47
18
38
9b
22
17
42 34
9d/10
9
43
18 3
40
21a
24
42
43 28 29 29 16
47
47
17
24 34
15
29 47
23
38
3
9
25
20c
#4
27
31
35
24 47
10
24
47
9
35
33 32
17
34
29
#5
47
37
25
30
20e/21 20d/21
3b
3
43 43
47 18
25 28
47
3 48
47
26 11
47
9f
11
36
(49)
25g
25e 25d
47
35b 35c/39 35e/36 31 20a 20b 17g 30
11a
32 ➤ 9e
44
➤
17f
43
3 25
10b/23
9g
9c
11b
25 9
33b
3c
➤
21
47
24c
38e/39
25f 26b
26a
#1
36a
48a
8
➤
11
47
47
➤
48b
9p
11 47
25
31b
37a
25
3
47 9
9
47
➤
9
26 26
33
25
➤
28 32
24f 24e ➤ 31a
9k/10
43b/44
25b
TO LOW AND REVERSE CLUTCH
33
➤
17
36
9
➤
33
37
9
9
35
28
➤
37
36
33
33
43
47
34e
➤
31
37
9
24m/25 24g 16 ➤ 24k/25 24h 7 5 31c 33c 43a
25a 39
47
6
47
47
#7 (40)
14
24
25
➤ 48
➤
10
➤
34
#10
47
22 13
22
12
16 3
25
38c
➤
18
47
14
11
19
24
12
9
9
41a
➤
18
9o
➤
➤
47
44
41
9
9
➤
17
42
47
15c/16
11 29
10
47
47
➤
29
17
38
34a
➤
➤ 18
15
9
➤
12
29
29
12
41b 12b
29b
9
38a
3a
17a/18 14c 34b 17e 29g/28 18a 22 ➤ 16a 12d 14a 17 17b/18 17d 29a 23 14 18b 12c 42a 27 ➤ 29c 15a 44a 26 42b 29d 38d 17c 12e 9h 41c 15d 9m 41d 43c/44 29e 9n 14b 22a 13 18c 11c 24b 24a 10c/22 34d 13b 10 ➤ 27c/29 ➤ 25 27b/29 21 34c 27d 30a 27a 24d 35a 13a 10a 22b
REAR LUBE
14
16
47
11
17
18
CASE (103) (Pump Cover Side)
➤
16 9
29 ➤ 11 ➤
18
37
➤
16
29f/28
15b/16
34
38
16
48
➤
29
3
34
➤
3➤
38b 12a
12
41
3
29 11 18
PUMP COVER (215) (Case Side)
38 41
37
1
16
PUMP COVER (215) (Pump Body Side)
38
3
37
3
➤
PUMP BODY (200) (Pump Cover Side)
3
➤
16
16
18 11 29
(237)
47 29
1
➤
48
37
➤
47
➤
(237)
3
➤
➤
37
37
48 46
11
43
29
12
➤
➤
➤
16
(237)
➤
(237)
➤
46
37 43
47
7
(10)
➤
11
37
47
4
47
3
➤
46
43
➤
➤
16 ➤
➤
3
3
4
4
(238)
4
1
7
➤
16
3
43
➤
48
(39)
7
5 37 29 18 8
➤
1 48
16
5 8 37 29 18
➤
7
7
43
6 ➤
43
2
➤
3
3
5
5
8
43
➤
4
2
➤
➤
8
➤
3
3 4
43
45
8
➤
4
1
3
➤
43
43
(10)
43
➤
2
2
4
47
(232)
➤
8
8
2
(232)
➤
3
(240)
2 47
4
4
45
(240)
3
45
45 47
2
2
(240)
➤
➤ ➤
PRESSURE RELIEF VALVE BORE
➤
OVERDRIVE RANGE – FOURTH GEAR
9
10
25 20
GASKET (47) (Case/Spacer Plate)
Figure 84
GASKET (52) (Spacer Plate/Control Valve Body)
FOLDOUT ➤ 87
1-2 ACCUMULATOR COVER (57)
OVERDRIVE RANGE – 4-3 DOWNSHIFT
(Torque Converter Clutch Released) REVERSE INPUT CLUTCH ASSEMBLY
2ND & 4TH SERVO
TORQUE CONVERTER ASSEMBLY
INPUT CLUTCH HOUSING ASSEMBLY
LOW AND REVERSE CLUTCH ASSEMBLY
➤
LUBE
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
3RD ACCUM #7
➤
3-4 CLUTCH FORWARD CLUTCH FEED
➤
➤
11
➤
➤
EX
EX
➤
➤
➤ ➤
➤
ORF ACC
➤
21
21a
20e
20d ➤ 21
20c
ACCUMULATOR ➤
44 26
CASE (8) FILTERED AFL
D4 2ND ➤ D2
LO/REVERSE
➤
PR
24b
LO/1ST
EX
➤
43c
27
42b
EX
PR LO/REV
23 14c
LO/REVERSE
14a
➤
14b
EX
38c
➤
EX
D4
PR
➤
➤
➤
AFL
D2 ➤ ➤
D2
D4
EX ➤
LO
LO ➤
24d
24a 44a
➤
D2
38b
➤
38a
LO ➤
➤
D4 ORIFICED D2 2ND
D2 38e 39
34a
PR
D3 41d
21
➤
➤ ➤
➤
34b
LO 41b
➤
VALVE BODY (60) GASKET (52) SPACER PLATE (48) GASKET (47) LO
D4 2ND
12b
FWD CL FEED D2
41a
18a
PR
12c
D3
➤
➤
12d
D2 D3
41c
D4-N.O.
12e
PR
➤
FORWARD CLUTCH ACCUMULATOR
➤
LO
D2
➤
D4
D3
LINE
EX
EX
➤
TEMP SENSOR
12a
18
D4-3-2
➤ ➤ ➤ D4-3-2
EX
D4
➤
EX
D2
➤ 3-4
➤
EX
EX
➤
ACC SERVO FD ➤ 2ND
O’ EX
➤
D3
➤
D4 ➤
➤
24c
OFF
LO/1ST
➤
D4 D2
➤ 17a
17b
18b
➤ 18
15c
➤
17c
16
16
15b
2ND CL 25e
25d ➤
24m
25b
2ND CL
24k ➤
25a
25
24g
3-4 ACCUMULATOR D4
➤
9f
17f
D4
➤
➤ 11a
➤ 17g
10
TORQUE SIGNAL
➤
D3
AFL REVERSE
EX
EX
EX
2ND 2ND 2ND CL OVERRUN CL FD 24h
36a
35e 36
ACCUM
9d
➤
31a
33a➤ ➤
EX
D3
➤ ➤ ➤
EX
EX
➤
➤
EX
D3 ➤
➤
➤
35d
35c 39
ORIFICED ACCUM ➤
➤ ➤ ➤ ➤ ➤
➤
➤
EX
OVERRUN
EX
➤
➤
➤
➤
35a
➤ ➤
EX
EX
EX
➤
EX
➤
➤
2ND CL
➤ 31b ➤
➤
AFL
EX
EX
➤
➤ ➤
33c
37a
9c
9b
➤ 9a
➤
AFL ➤
➤ ➤ ➤
D3
3-4 CL
LINE
➤
EX
➤
9p
26a
9e
➤ ➤31c
26b
25f
34f
34e
34d
D3
➤
➤ ➤ ➤
3-4 SIGNAL
➤
4TH SIGNAL
➤
34c
29e
TORQUE SIGNAL
REVERSE INPUT
4TH
2ND CLUTCH
➤
36
➤ 25
➤
➤
➤ DECREASE ➤
➤
➤
➤
3-4 CLUTCH
REVERSE INPUT
2ND CL
➤ ➤ ➤
➤
➤
3RD ACCUMULATOR OVERRUN
35b
2ND
OVERRUN CLUTCH
➤
CASE (8)
LUBE
OVERRUN CLUTCH
➤
➤
RELEASE
APPLY
4TH
OVERRUN
➤
➤
PRESS REG
➤
➤
CONV FD LINE
➤
➤
➤
3RD ACCUM
➤
➤
OVERRUN CLUTCH REGULATED APPLY
➤
➤
➤
➤
2ND CLUTCH
➤
➤
BOOST VALVE
➤
➤
➤
REVERSE INPUT
➤
➤
➤
EX
➤
➤
➤ ➤
➤
➤
➤
➤
SUCTION
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
SUCTION
17d ➤ 22 10c 25 ➤ 24e
➤
➤
➤
➤
➤
RELEASE
➤
➤ ➤
APPLY OVERRUN CLUTCH FORWARD CLUTCH FEED
➤
➤
CONV FD
➤
➤
➤
➤
➤
➤
➤
➤
➤
CONVERTER CLUTCH VALVE
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
REGULATED APPLY
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
CASE (8)
➤
➤
➤
➤
➤ ➤
➤
➤
➤
➤
LUBE
➤
➤
➤
➤
➤
➤
➤ ➤
COOLER
➤
➤
➤
➤
LO
D3-N.C.
FORWARD CLUTCH FEED
➤
➤
13b
➤
2ND
➤
1-2 SHIFT SOLENOID VALVE N.O.
ORIFICED D2 ➤
➤ ➤
➤
24f
➤
➤
➤
➤
D2-N.C.
➤
➤
➤
➤
2ND
➤
➤
D4
9k
➤
➤
➤
2ND CLUTCH ➤ REVERSE INPUT
10
28
➤ ➤
REV-N.O.
#12
22
➤
➤
➤
➤
17
➤
➤
LO OVERRUN
➤
➤
16
LO-N.O.
➤ ➤
➤
➤
FILTER (49) ➤
➤
➤
➤
TFP SWITCH ASSEMBLY
➤
#3
29 23 10b
9g
➤
➤
➤
➤
REVERSE INPUT
➤
➤
#8
➤
➤
➤
➤
➤ 13a
10a
➤
➤ ➤
➤
➤
➤
➤
➤
➤
➤
➤
➤ ➤
➤
➤
➤
➤
➤
20
38d
OFF
1-2 SIGNAL
2ND
FWD CL FD
➤
PR
➤
#6
20b
42a
➤
➤
➤
➤
30
➤
➤
ACTUATOR FEED LIMIT
➤
REVERSE
D3
20a
➤
2-3 SHIFT SOLENOID VALVE N.O.
D4-3-2
➤
REVERSE
#5
➤
ORIFICED EX EX
R N D 3 2 1
➤
28a
18c
➤
➤
LINE
➤
33b
LO/1ST
D4-3-2
➤
3RD ACCUM
➤
3a
➤
➤
FORWARD ABUSE
P
➤
3b
9m ➤ 9h
MANUAL ➤ VALVE ➤
➤ 3c
➤
➤
➤
AFL
➤
➤
➤
➤
25g
➤
➤
➤
#2
➤
➤
➤
28
18
➤
➤
1-2 SIGNAL
➤
17e
➤
ACTUATOR FEED LIMIT 2-3 SIGNAL
➤
➤
➤
➤
#1
➤
➤
1-2 SHIFT VALVE ➤
➤
➤
➤
12 29g 28
➤
➤
➤
➤
2-3 SHUTTLE
➤
➤ ➤
2ND CLUTCH
➤
VALVE BODY (60) 3-4 ACCUMULATOR
EX
REVERSE REVERSE INPUT
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤ ➤
➤
ORIFICED EX
3-2 CONTROL
3-4 ACCUM ➤
➤
➤
➤
➤
3-4 CLUTCH
➤
➤ ➤
➤
➤
➤
➤
➤
➤
3-4 SIGNAL
➤
➤
➤
➤
➤
➤
REV ABUSE
➤
➤ D4 ➤ 2ND ACCUMULATOR D2
➤
9n
29f ➤
➤
➤
3RD ACCUMULATOR ACTUATOR FEED LIMIT
AFL
➤
➤
ACCUMULATOR
2-3 SHIFT VALVE
➤
19
1-2 ACCUMULATOR
➤
➤
➤ ➤
EX
1-2 ACCUMULATOR COVER (57)
➤
D4
➤ ➤
➤ ➤
➤
3-2 CONTROL SOLENOID VALVE N.C.
ON
➤
➤
➤
➤ ➤
➤
➤
➤
3-2 SIGNAL
29c
➤
➤
14
PRESSURE CONTROL SOLENOID VALVE
ACCUM VALVE
➤
3-4 CLUTCH
➤
➤
➤
4TH
➤
31
➤
3-4 ACCUMULATOR
➤
➤
➤
➤
➤
Figure 85
➤
4TH SIGNAL ➤ ➤ 3-4 SIGNAL ➤ ➤ 1-2 SIGNAL ➤ 2ND
➤
2ND CLUTCH
➤
OVERRUN
88
➤ ➤ ➤
➤
➤
➤
➤
➤
BOTTOM PAN (SUMP) (75)
➤
1-2 SIGNAL
➤
3-2 DOWNSHIFT
➤
REVERSE INPUT
FILTER (72)
➤
➤
➤
➤
➤
➤
9o
➤
➤
➤
➤
➤
15d
➤
FORWARD CLUTCH FEED
➤ ➤
3-4 SHIFT VALVE ➤
#4 3-4 CL
29a
➤
➤
➤
➤
➤
➤
➤
3-4 SIGNAL ➤
D3
➤ ➤ ➤
40 ➤
➤
LINE
➤ ➤ ➤
➤
➤
➤
➤ EX OVERRUN CLUTCH FEED
➤
➤
➤
➤
REGULATED APPLY
➤
➤ ➤
16a
➤
➤
➤ ➤
➤
➤
➤
15a
SUCTION CONVERTER & LUBE MAINLINE SOLENOID SIGNAL ACCUMULATOR ACTUATOR FEED LIMIT TORQUE SIGNAL
➤ ➤
➤
SIGNAL
29d
➤
FLUID PRESSURES
➤
➤
➤
29
29b
LINE
➤
➤
13 27c 29
TORQUE SIG
➤
➤
➤
4-3 SEQUENCE VALVE
➤
➤
➤
27b ➤
OVERRUN CLUTCH
3-4 RELAY
➤ ➤
30a ➤ 27d ➤ 22a 1-2
➤
EX
CC SIGNAL 3-4 ACCUM OVERRUN CL SERVO FD ➤
➤
➤
➤
➤
REV INPUT
➤
27a
➤
TCC SOLENOID (66) N.O.
4TH ➤
32a ➤ ➤ 22b
ISOLATOR VALVE
SERVO FEED ➤ 2ND 4TH SIGNAL
➤
➤
➤
➤
➤
➤
➤
➤
43a
➤
➤
➤
➤
➤
EX
EX ➤
➤
➤
➤
➤
➤
➤
➤
ORF EX➤
44 ➤
➤
REG APPLY REG APPLY LINE
➤
FILTER (50)
3-4 ACCUM FILTERED AFL
PR LO/REVERSE
➤
➤
➤
➤
ACTUATOR FEED LIMIT
REGULATED APPLY
➤
➤
➤
➤
5
➤43b
➤
EX (237)
➤
TCC PWM SOLENOID VALVE N.C.
➤
➤
➤
➤
➤
30b
32
➤
11c
➤
AFL
➤
➤
➤
➤
➤
➤ ➤
➤
➤
PUMP ASSEMBLY (4)
OFF LINE PRESSURE TAP (39)
➤
4
(237)
EX
➤
➤
(238)
EX
➤ ➤
6
➤
➤
➤
48b ➤
10
➤
➤
OIL COOLER PIPE CONNECTOR (10)
8
11b
➤
➤
LINE
➤
➤
➤
➤
COOLER
➤
PRESSURE RELIEF VALVE
FILTER (232)
D3 LINE
➤
➤ 1
9
7
➤
➤
2
AFL
48a
TORQUE SIGNAL SERVO FEED ➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
EX
➤
➤
3-4 CLUTCH OVERRUN CLUTCH ➤ SERVO FEED ➤ CC SIGNAL
ACTUATOR FEED LIMIT
➤
#10
2ND CLUTCH
➤
➤
➤
➤
➤
➤
➤
EX
➤
➤
2ND CLUTCH
➤
➤
AIR BLEED (240)
➤
➤
➤
➤
➤
LUBE
➤
➤
FORWARD CLUTCH FEED
REAR LUBE 24 ➤
➤
➤
➤
➤
➤
EX
➤
➤
➤
➤
➤
➤
OVERRUN
➤
➤
➤
➤
LUBE
➤
OVERRUN CLUTCH
➤
COOLER
REV INPUT ➤
➤
➤
EX
➤
➤
➤ ➤
➤
#9
➤
➤
➤
➤
OVERDRIVE RANGE – 4-3 DOWNSHIFT (Torque Converter Clutch Released) 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 SOLENOID VALVE
2-3 SHIFT SOLENOID VALVE
OFF
OFF
2-4 BAND
REVERSE INPUT CLUTCH
OVERRUN CLUTCH
FORWARD CLUTCH
FORWARD SPRAG CL. ASSEMBLY
3-4 CLUTCH
APPLIED
HOLDING
APPLIED
LO-ROLLER CLUTCH
LO/REV CLUTCH
88A
OVERDRIVE RANGE – 4-3 DOWNSHIFT (Torque Converter Clutch Released) PASSAGES 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48
SUCTION DECREASE LINE CONVERTER FEED RELEASE APPLY COOLER LUBE ACTUATOR FEED LIMIT FILTERED ACTUATOR FEED TORQUE SIGNAL PR D4-3-2 LO/REVERSE REVERSE REVERSE INPUT D4 FORWARD CLUTCH FEED REAR LUBE ACCUMULATOR ORIFICED ACCUMULATOR 1-2 SIGNAL 2-3 SIGNAL 2ND 2ND CLUTCH C. C. SIGNAL 3-4 SIGNAL 3RD ACCUMULATOR 3-4 CLUTCH 4TH SIGNAL SERVO FEED 4TH 3-4 ACCUMULATOR D3 OVERRUN OVERRUN CLUTCH FEED OVERRUN CLUTCH D2 ORIFICED D2 3-2 SIGNAL LO LO/1ST EXHAUST ORIFICED EXHAUST VENT SEAL DRAIN VOID REGULATED APPLY
COMPONENTS ( (8) (10) (11) (38) (39) (40) (49) (50) (61) (91) (232) (237) (238) (240)
88B
)
REAR LUBE (ORIFICED CUP PLUG/REAR CASE) OIL COOLER PIPE CONNECTOR CASE SERVO ORIFICED PLUG ACCUMULATOR BLEED PLUG LINE PRESSURE TAP 3RD ACCUM. RETAINER AND BALL ASSEMBLY (#7) SHIFT SOLENOIDS SCREEN PRESSURE CONTROL SOLENOID SCREEN CHECKBALLS (#1, 2, 3, 4, 5, 6, 8, 12) CHECKBALL (#10) OIL PUMP COVER SCREEN CHECK VALVE RETAINER AND BALL ASSEMBLY CONVERTER CLUTCH SIGNAL ORIFICED CUP PLUG ORIFICED CUP PLUG
OVERDRIVE RANGE – 4-3 DOWNSHIFT
(Torque Converter Clutch Released) 2
V 13
➤
➤
➤
➤
➤
➤
➤
➤
16
43
48
➤
16
34
27 30
22
24
27
30b
13
47
24
35
34
34f
48
32 28
9 20
➤
35d/36 20
33a
26b
9 ➤
32 ➤ 9e
47
25
3
#6
11
37
47
17 17
20
43 43
#8
24 47 25
30
20 31
33
31
11 30 27
22
24
13
24 34 15
3
9
41
13
43
17 12
(50)
15
#3
12
34 41
➤ ➤
➤
SPACER PLATE (48) (Case/Control Valve Body) 38
12
47
29 29
16 47
44
18
41
9 9
27
➤
30 30
➤
24 24
31
33 33
48
36
26
26 26
48
10 23 47
- EXHAUST FLUID NOT SHOWN
20 17
20 17 9
9
25
10
25
26
11
11
3
35/39
33
28
25 20 21
21
21
3 9 25
9
24 9
35
32
36
48 26
21
25
33
37 44
9
20
13
24 38
24
9
9
25
25 ➤
➤
25 9
33
25
25
9
CASE (103) (2-4 Servo Bore)
31
43
11
24
INDICATES BOLT HOLES
- NON-FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO SIMPLIFY TRACING FLUID FLOW.
14
24
31
31 20
9
27
34
24
3
43
24
25
9 22 22
35 24
42
34
29
14 12
43
41 24
34 13
20
11
3
18
27
30
9
25 9
9
12
17 42 44
17 38 41
9
34
35 20
15
22
10
9
32
28
17
18
NOTE:
14
17
12 29
11
10
10
39 39
36
43 37
13 24
24
31
31
33 43
48
27
35
29
29
14
30
34
24
24
#12
41
18
17
16
15
9 24
34
24
25
25
22
27
25 25
➤
43
38 34
12 34
43
12 22
13
3 38
29
9
42 44
41
38
28
15 40
42 44
18 34
14
12
17
17
38
15
11
(11)
14
18
12
41
29
17
29
15
29
11
16
12
41
18
18
34
29
29
34
12
38
47
9
34
47
41 38
FORWARD CLUTCH ACCUMULATOR BORE
CONTROL VALVE BODY (60) (Case Side)
38
41
3
29
16
32
14
47
2-4 SERVO BORE
#7/(40)
42
➤
17 3
#2
19
CASE (103) (Control Valve Body Side)
28
14 12
(38)
43
47
18
38
9d/10
22
17
42 34
9b
9
43
18 3
40
21a
24
42
43 28 29 29 16
47
47
17
24 34
15
29 47
23
38
9
25
20c
#4
27
31
35
24 47
10
24
47
9
35
33 32
17
34
29
#5
47
28 36
20e/21 20d/21
3b
47
26
47
3 48
47
18 25g
25e
9a
44
26
11
11
48
47
11a
25d
9
47
(49)
9f
9c
11b
25
47
35b 35c/39 35e/36 31 20a 20b 17g 30
32a
3c
➤
21
33b
➤
17f
43
3 25
10b/23
9g
25f
26a
#1
47
47
28a
9p 11
47
36a
48a
8
25
3
47 9
9
47
➤
9
11
26
33
25
➤
28 32
26
25
31b
37a
48b
24c
38e/39
9k/10
43b/44
25b
TO LOW AND REVERSE CLUTCH
33
➤
17
36
24f 24e ➤ 31a
16 3
10
47
9
➤
33
37
9
9
35
28
➤
37
36
33
33
43
47
34e
➤
31
37
#7 (40)
24m/25 24g 16 ➤ 24k/25 24h 7 5 31c 33c 43a
25a 39
9
6
47
47
48
14
24
25
47
➤
10
➤
34
#10
47
22 13
22
12
11 29
25
38c
29g/28
➤
18
47
14
11
19
24
12
9
9
41a
➤
18
9o
➤
➤
47
44
41
9
9
➤
17
42
47
34a
47
➤
29
17
38
9
➤
➤ 18
15
15c/16
➤
12
29
29
12
41b 12b
29b
9
38a
3a
17a/18 14c 34b 17e 18a 22 ➤ 16a 12d 14a 17 17b/18 17d 29a 23 14 18b 12c 42a 27 ➤ 29c 15a 44a 26 42b 29d 38d 17c 12e 9h 41c 15d 9m 41d 43c/44 29e 9n 14b 22a 13 18c 11c 24b 24a 10c/22 34d 13b 10 ➤ 27c/29 ➤ 25 27b/29 21 34c 27d 30a 27a 24d 35a 13a 10a 22b
REAR LUBE
14
16
47
11
17
18
CASE (103) (Pump Cover Side)
➤
16 9
29 ➤ 11 ➤
18
37
➤
16
29f/28
15b/16
34
38
16
48
➤
29
3
34
➤
3➤
38b 12a
12
41
3
29 11 18
PUMP COVER (215) (Case Side)
38 41
3
16
PUMP COVER (215) (Pump Body Side)
37
1
➤
PUMP BODY (200) (Pump Cover Side)
3
37
3
➤
➤ ➤
(237)
47 29
1
16
18 11 29
37
➤
3
➤
47
48
46
➤
➤
37
37
(237)
38
➤
➤
16
(237)
11
43
43
12
7 3
➤
(237)
➤
46
37
29
47
➤
➤
(10)
➤
11
37
47
4
47
3
➤
46
43
7
16 ➤
➤
3
3
4
4
(238)
4
3
43
(39)
7
5 37 29 18
➤
16
1
8
43
8
➤
48
48
16
5 8 37 29 18
➤
➤
8
➤
1
43
2
➤
6
7
7
43
3
5
5
2 3
➤
4
3 4
43
45
8
➤
3
➤
➤
4
1
3
➤
43
43
(10)
43
➤
2
2
4
47
(232)
➤
8
8
2
(232)
➤
3
(240)
2 47
4
4
45
(240)
3
45
45 47
2
2
(240)
➤
➤ ➤
PRESSURE RELIEF VALVE BORE
9
10
25 20
GASKET (47) (Case/Spacer Plate)
Figure 86
GASKET (52) (Spacer Plate/Control Valve Body)
FOLDOUT ➤ 89
1-2 ACCUMULATOR COVER (57)
OVERDRIVE RANGE – 3-2 DOWNSHIFT REVERSE INPUT CLUTCH ASSEMBLY
2ND & 4TH SERVO
TORQUE CONVERTER ASSEMBLY
INPUT CLUTCH HOUSING ASSEMBLY
LOW AND REVERSE CLUTCH ASSEMBLY
➤
➤
➤ ➤
#7 ➤
43c
44 26
EX
PR LO/REV
FILTERED AFL
23 14c
LO/REVERSE
14a
➤
EX
38c
➤
EX
27
D2
38b
➤
LO TEMP SENSOR
➤
➤
➤
D4 ORIFICED D2 2ND
D4 2ND
D2 38e 21
39
34a
PR
D3 34b
VALVE BODY (60) GASKET (52) SPACER PLATE (48) GASKET (47) LO
41d
LO 41b
41a
➤
➤
➤ ➤
PR
12b
FWD CL FEED D2
➤
➤
12c
D3
41c
D4-N.O.
12d
D2 D3
➤
D4 D2
12e
PR
➤
FORWARD CLUTCH ACCUMULATOR
➤
EX
➤
LO
D2
➤
D4
LO
D3-N.C.
FORWARD CLUTCH FEED
➤
D4 2ND ➤ D2
LO/REVERSE
➤
42b
ORIFICED D2 2ND
CASE (8)
➤ ➤ D4-3-2 ➤ ➤
➤
PR
24a 44a
LO/1ST
➤
➤
PR
➤
24b
LO/1ST
EX
➤
14b
18a
➤
24d
38a
D3
LINE
EX
D2-N.C.
➤
3-4 ACCUMULATOR D4
21a
21 ➤
D2
D4 ➤
O’ EX
➤
➤
12a
18
➤
24c
OFF
D3
➤
D4
REV-N.O.
➤ 17a
17b ➤ 18
17c ➤
18b
15c
➤
ORF ACC
➤
20e
20d ➤ 21
EX
EX
EX
EX
➤ ➤
LO
➤
➤
AFL REVERSE INPUT
REVERSE
EX ➤
EX
D4
FWD CL FD
➤
16
22 10c 25 ➤ 24e
LO OVERRUN
➤ ➤
16
15b
2ND CL 25e
25d ➤
24m
25b
➤ 25
2ND CL
24k ➤
25a
25
24g
ACCUMULATOR
D4 D4-3-2
D2 EX ➤ ➤
D2
EX
3-4 ACC SERVO FD 2ND ➤
EX
D3
➤
OVERRUN EX
D4
➤ ➤
EX
20c
9f
17f
➤ 11a
EX
TORQUE SIGNAL
D3 ➤
EX
EX
EX
➤ 17g
10
31a
33a
➤
AFL
➤ ➤
EX ➤
➤
EX
2ND 2ND 2ND CL OVERRUN CL FD 24h
36a
35e 36
➤
9d
➤
35a
31b
33c
9c
9b
37a
9e
EX
EX
➤
EX
➤ ➤
LO
➤ ➤
➤ 9a
AFL ➤ ➤
D3 2ND CL
➤
LINE ➤
35d
35c 39
36
35b
ORIFICED ACCUM ➤
➤ ➤
EX
➤ ➤ ➤
CL ➤ 3-4
➤
➤
➤ ➤ ➤
➤
➤
2ND CLUTCH
2ND
3-4 CLUTCH
D3
➤
➤
26a
9p
➤ ➤ ➤
D3
➤ ➤
➤ ➤
➤
OVERRUN
➤ ➤
➤
➤
31c
25f
34f
34e
34d
26b
29e ➤
34c
➤
TORQUE SIGNAL 4TH SIGNAL 3-4 SIGNAL
➤ ➤ ➤ ➤
REVERSE INPUT
➤
OVERRUN CLUTCH REGULATED APPLY
PRESS REG BOOST VALVE
➤
➤
CONV FD LINE EX
AFL
➤ ➤ ➤
➤
ACCUMULATOR OVERRUN ➤ 3RD ➤ ➤ ➤ ➤ ➤
➤
➤ ➤
➤
REVERSE INPUT
2ND CLUTCH
4TH
➤
➤ DECREASE ➤
RELEASE
➤
APPLY OVERRUN CLUTCH FORWARD CLUTCH FEED
ACCUM
➤ ➤ ➤ ➤
➤
➤ ➤
➤
➤
➤
OVERRUN CLUTCH
➤
CASE (8)
LUBE
LUBE
➤
OVERRUN CLUTCH
➤ ➤
➤
2ND CL
APPLY
➤
➤
RELEASE
4TH
➤
ACCUM
➤
➤ 3RD
➤
SUCTION
➤
➤
➤
➤
➤
➤
➤
➤
➤
SUCTION
➤
➤
➤
CONV FD
➤
➤
➤
➤
➤
➤
➤
CONVERTER CLUTCH VALVE
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
REGULATED APPLY
➤
➤
➤
➤
➤
➤
➤
➤
1-2 SHIFT SOLENOID VALVE N.O.
➤
➤ ➤
CASE (8)
➤
➤
COOLER
➤
➤
➤
➤
➤
➤
17d ➤ ➤
➤
➤
➤
➤
➤
➤ ➤
➤
➤
D4 ➤
➤ 13b
➤
➤
➤
➤
➤
➤
➤
LO-N.O.
#12
22
➤
➤
17
➤
➤ ➤
➤
➤
➤
➤
➤
➤
➤
➤
TFP SWITCH ASSEMBLY ➤
2ND CLUTCH ➤ REVERSE INPUT
➤
➤
➤
➤
REVERSE INPUT
➤
#3
9k
➤
24f
➤
➤
➤
16
➤
➤
➤
➤
➤
20
#8
➤
➤
➤
➤
➤
#6
➤
➤
MANUAL ➤ VALVE
➤
➤
➤
ACTUATOR FEED LIMIT
PR
➤ ➤
➤
➤
1-2 SIGNAL
EX
➤
➤
10
28
➤
2ND
➤
➤
➤ 10a
ORIFICED EX EX
R N D 3 2 1
REVERSE
#5
9g
FILTER (49) ➤
P
D3
➤
D4-3-2
➤
REVERSE
➤
29 23 10b
LO/1ST
FORWARD ABUSE
➤
➤
➤
LINE
➤
13a
42a
➤
18c
3RD ACCUM ➤
➤
➤
➤ ➤
➤
➤
1-2 SHIFT VALVE
➤
3RD ACCUMULATOR ➤ ACTUATOR FEED LIMIT
➤
➤
3b 3a
➤
➤
➤
CLUTCH ➤
3-2 CONTROL
➤
➤
➤
38d
➤
➤ 3-4
➤
20b
➤
➤
➤
➤
➤
➤
➤
30
➤
2ND ➤ D4-3-2 ➤
➤
➤
#2
➤
➤
ORIFICED EX
➤
28
➤
➤
➤
AFL
➤
➤
3-4 CLUTCH ➤ ➤
➤
➤
17e
➤
➤
➤
➤
➤
33b 20a
ON
➤
➤
➤
➤
REV ABUSE
➤
➤
OFF
➤
9m ➤ 9h
➤
➤
2-3 SHIFT SOLENOID VALVE N.O.
➤
SIGNAL ➤ ➤➤
2-3 SHUTTLE
➤
AFL
1-2 SIGNAL
➤
➤
3-4 SIGNAL
➤
➤
➤ ➤ 3-2
3-2 CONTROL SOLENOID VALVE N.C.
➤
25g
➤
➤
➤ D4 ➤ 2ND ACCUMULATOR D2
➤ ➤
➤
REVERSE REVERSE INPUT
➤ 3c
➤
➤
➤
➤
➤
➤
12 ➤ 29g 28➤
28a
➤
2ND CLUTCH
➤
➤
15d
➤
➤
➤
ACTUATOR FEED LIMIT 2-3 SIGNAL
➤ ➤
➤ ➤
➤
➤
➤
➤
9n
➤ 29f
➤
➤
➤
➤
➤
➤
➤
16a
➤
➤
➤ ➤
4TH
➤
➤
➤
9o
➤
18
VALVE BODY (60) 3-4 ACCUMULATOR ➤
➤
➤
➤
#1
1-2 ACCUMULATOR
➤
2-3 SHIFT VALVE
1-2 SIGNAL
➤
➤
3-4 ACCUM
1-2 ACCUMULATOR COVER (57)
➤
➤
➤ ➤
➤ ➤
19
➤
➤
➤
➤
➤
EX
➤
ACCUMULATOR
➤
➤
➤
➤
➤
➤
➤
➤
29c➤ ➤ 29a ➤ ➤ 29b
➤ ➤
➤
➤
➤
➤
3-2 DOWNSHIFT
➤ ➤
14
➤
➤
➤ ➤
4-3 SEQUENCE VALVE
4TH SIGNAL ➤ 3-4 SIGNAL ➤ 1-2 SIGNAL ➤ 2ND
➤
➤
➤
Figure 87
3-4 SIGNAL
2ND CLUTCH
➤
OVERRUN
90
➤
D4 ➤
➤
3-4 ACCUMULATOR
➤
➤
➤
29d ➤
➤
CL ➤
➤
➤
➤
BOTTOM PAN (SUMP) (75)
➤
➤
REVERSE INPUT
FILTER (72)
➤
#4
40 ➤
➤
FORWARD CLUTCH FEED
3-4 RELAY
➤
PRESSURE CONTROL SOLENOID VALVE
ACCUM VALVE
CC SIGNAL 3-4 ACCUM OVERRUN CL SERVO FD
➤
D3
➤
➤
➤
➤
➤
➤
➤
SUCTION CONVERTER & LUBE MAINLINE SOLENOID SIGNAL ACCUMULATOR ACTUATOR FEED LIMIT TORQUE SIGNAL
➤
➤
3-4 ACCUM FILTERED AFL
31
➤
EX OVERRUN CLUTCH FEED ➤
FILTER (50)
➤
➤
29 ➤
ISOLATOR VALVE
REG APPLY REG APPLY LINE
SERVO FEED ➤ 2ND 4TH SIGNAL
➤
➤
➤
➤ 3-4 13 ➤ 27c 29➤
➤
REGULATED APPLY
➤
➤
27b
➤
AFL
3-4 SHIFT VALVE
1-2 SIGNAL
15a
FLUID PRESSURES
➤
➤
4TH➤
➤
27a
30a ➤27d 22a
➤
➤
➤
32a
32
ACTUATOR FEED LIMIT
22b
➤
➤
➤
➤
LINE
➤
➤
➤
➤
➤
➤
➤
➤
43a
➤
REV INPUT
OVERRUN CLUTCH
REGULATED APPLY
ORF EX
44
➤
EX
LINE
➤
➤
➤
➤
➤
TORQUE SIG
➤
➤
5
43b
➤
➤
➤
➤
➤
30b
➤
EX (237)
D3 LINE
➤
11c
➤
TCC SOLENOID (66) N.O.
➤
➤
➤
➤
EX
EX ➤
➤
➤
PR LO/REVERSE
➤
➤
➤
➤
➤
➤ ➤
➤
➤
➤
➤
OFF LINE PRESSURE TAP (39)
➤
➤
➤
PUMP ASSEMBLY (4)
48b ➤
6
➤
EX
9
7
➤
#10
2ND CLUTCH
➤
ACTUATOR FEED LIMIT
➤
TORQUE SIGNAL SERVO FEED ➤
➤
TCC PWM SOLENOID VALVE N.C.
8
11b 10
➤
4
(237)
EX
LINE
➤
➤
48a ➤
➤
(238)
PRESSURE RELIEF VALVE
FILTER (232)
1
➤
OIL COOLER PIPE CONNECTOR (10)
3-4 CLUTCH ➤ OVERRUN CLUTCH SERVO FEED ➤ CC SIGNAL
➤
➤
➤
➤
➤
AFL
➤
2
➤
➤
➤
COOLER
➤
➤
➤
➤
EX
➤
➤
➤
➤
2ND CLUTCH
➤
➤
➤
AIR BLEED (240)
➤
➤
➤
➤
➤
➤
➤
➤
➤
LUBE
EX
➤
FORWARD CLUTCH FEED
➤
➤
➤
OVERRUN
➤
➤
REAR LUBE 24 ➤ ➤
➤
➤
➤
EX
LUBE
➤
➤
➤
➤
COOLER
➤
REV INPUT ➤
➤
➤
EX
➤
OVERRUN CLUTCH
➤
➤
➤ ➤
➤
➤
➤ ➤
➤
➤
➤
➤
➤
#9
➤ ➤ 3-4 CLUTCH ➤ FORWARD CLUTCH FEED
➤
➤
➤
LUBE
➤
➤
➤
➤
➤
3RD ACCUM
➤
➤
➤
11
➤
➤
EX
EX
➤
➤
OVERDRIVE RANGE – 3-2 DOWNSHIFT 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.
3-2 FLARE OR TIE-UP
• 3-2 Control Solenoid (394) – Shorted or damaged – Contamination – Damaged seal
1-2 SHIFT SOLENOID VALVE
2-3 SHIFT SOLENOID VALVE
2-4 BAND
OFF
ON
APPLIED
REVERSE INPUT CLUTCH
OVERRUN CLUTCH
FORWARD CLUTCH
FORWARD SPRAG CL. ASSEMBLY
APPLIED
HOLDING
3-4 CLUTCH
LO-ROLLER CLUTCH
LO/REV CLUTCH
90A
OVERDRIVE RANGE – 3-2 DOWNSHIFT PASSAGES 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48
SUCTION DECREASE LINE CONVERTER FEED RELEASE APPLY COOLER LUBE ACTUATOR FEED LIMIT FILTERED ACTUATOR FEED TORQUE SIGNAL PR D4-3-2 LO/REVERSE REVERSE REVERSE INPUT D4 FORWARD CLUTCH FEED REAR LUBE ACCUMULATOR ORIFICED ACCUMULATOR 1-2 SIGNAL 2-3 SIGNAL 2ND 2ND CLUTCH C. C. SIGNAL 3-4 SIGNAL 3RD ACCUMULATOR 3-4 CLUTCH 4TH SIGNAL SERVO FEED 4TH 3-4 ACCUMULATOR D3 OVERRUN OVERRUN CLUTCH FEED OVERRUN CLUTCH D2 ORIFICED D2 3-2 SIGNAL LO LO/1ST EXHAUST ORIFICED EXHAUST VENT SEAL DRAIN VOID REGULATED APPLY
COMPONENTS ( (8) (10) (11) (38) (39) (40) (49) (50) (61) (91) (232) (237) (238) (240)
90B
)
REAR LUBE (ORIFICED CUP PLUG/REAR CASE) OIL COOLER PIPE CONNECTOR CASE SERVO ORIFICED PLUG ACCUMULATOR BLEED PLUG LINE PRESSURE TAP 3RD ACCUM. RETAINER AND BALL ASSEMBLY (#7) SHIFT SOLENOIDS SCREEN PRESSURE CONTROL SOLENOID SCREEN CHECKBALLS (#1, 2, 3, 4, 5, 6, 8, 12) CHECKBALL (#10) OIL PUMP COVER SCREEN CHECK VALVE RETAINER AND BALL ASSEMBLY CONVERTER CLUTCH SIGNAL ORIFICED CUP PLUG ORIFICED CUP PLUG
OVERDRIVE RANGE – 3-2 DOWNSHIFT 2
V 13
➤
➤
➤
➤
➤
➤
16
43
➤
48
47
(237)
47 29
16
18
9
18
22
24 34
27 30
27
47 10
30b
13
47
24
35
34
34f
48
32
➤
31b
35d/36 20
33a
28
9 20
26b
9 ➤
9p
11
11
47
#1
32 ➤ 9e
47
25
3
#6
11
37
47
17 17
20
43 43
#8
24 47 25
30
20 31
33
31
11 30 27
22
24
13
24 34 15
3
9
41
13
43
17 12
(50)
15
#3
12
3
34 41
➤ ➤
SPACER PLATE (48) (Case/Control Valve Body) 38
12
47
29 29
16 47
44
18
41
9 9
27
➤
30
48
36
33
43 43
33
37
48
36
17
26
26 26
48
11
9 25 9
24
10 23 9
35/39
10 47
33
- EXHAUST FLUID NOT SHOWN
20 17
20 17 9
25 9
25
11
11
3
25 20 21
21
21
3 9 25
9
33
32
36
26
26
21
25
24 38
24 35
28
9
20
13
9
9
25
25 ➤ ➤
CASE (103) (2-4 Servo Bore)
24
37
48
25
9
3
43
33 44
20
11
3
31
43 25
25 9
27
34
INDICATES BOLT HOLES
- NON-FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO SIMPLIFY TRACING FLUID FLOW.
14
24
31
31 20
9 22 22
35 24
42
43
41
14 12
34
29
24
9
12
17 42 44
24
34 13
24
35 20
18
34 25
9
32
28
39
9
NOTE:
14
17
17 38 41
9
22
10
39
18 15
27
30
10
24
24
31
31
33
31
25
24 24
13
#12
41
18
17 12
29
11
10 30
27
24
24
24
29
29
14
12
16
15
9 24
34 35 34
25 25
25
➤
22
27
30
25
43
38 34
34 43
12 22
13
3 38
29
9
42 44
41
38
28
15 40
42 44
18 34
14
12
17
17
38
15
11
(11)
14
18
12
41
29
17
29
15
29
11
16
12
41
18
18
34
29
29
34
12
38
47
9
34
47
41 38
FORWARD CLUTCH ACCUMULATOR BORE
CONTROL VALVE BODY (60) (Case Side)
38
41
3
29
16
32
14
47
2-4 SERVO BORE
#7/(40)
42
➤
17
#2
19
CASE (103) (Control Valve Body Side)
28
14 12
(38)
43
47
18
38
9b
22
17
42 34
9d/10
9
43
18 3
40
21a
24
42
43 28 29 29 16
47
47
17
24 34
15
29 47
23
38
9
25
20c
#4
27
31
35
24 47
10
24
47
9
35
33 32
17
34
29
#5
47
28 36
20e/21 20d/21
3b
47
26
47
3 48
47
18 25g
25e
9a
44
26
11
11
48
47
11a
25d
9
47
(49)
9f
9c
11b
25
47
35b 35c/39 35e/36 31 20a 20b 17g 30
32a
3c
➤
21
47
33b
➤
17f
43
3 25
10b/23
9g
25f
26a
25
3 47
28a
48a
8
24c
38e/39
16 3
47 9
9
47
➤
9
26 26
33
25
36a 37a
48b
➤
28 32
24f 24e ➤ 31a
9k/10
43b/44
25b
TO LOW AND REVERSE CLUTCH
33
➤
17
36
9
➤
33
37
9
9
35
28
➤
37
36
33
33
43
47
34e
➤
31
37
#7 (40)
24m/25 24g 16 ➤ 24k/25 24h 7 5 31c 33c 43a
25a 39
9
6
47
47
48
14
24
25
47
#10
11 29
25
38c
29g/28
➤
34
12
22 13
22
47
14
11
19
24
12
9
9o
➤
➤
47
44
41
9
9
15c/16
➤
29
➤
17
42
47
18
10
47
47
41a
➤
➤ 18
29
17
38
➤
12
29 15
11
12
34a
12b
29b
9
➤
16
47
41b
17a/18 14c 34b 17e 18a 22 ➤ 16a 12d 14a 17 17b/18 17d 29a 23 14 18b 12c 42a 27 ➤ 29c 15a 44a 26 42b 29d 38d 17c 12e 9h 41c 15d 9m 41d 43c/44 29e 9n 14b 22a 13 18c 11c 24b 24a 10c/22 34d 13b 10 ➤ 27c/29 ➤ 25 27b/29 21 34c 27d 30a 27a 24d 35a 13a 10a 22b
REAR LUBE
14
9
38a
3a
➤
29
17
➤
16 9
11 ➤
18
37
CASE (103) (Pump Cover Side)
➤
16
29f/28
15b/16
34
38
16
48
➤
29
3
34
➤
3➤
38b 12a
12
41
3
29 11 18
PUMP COVER (215) (Case Side)
38 41
3
16
PUMP COVER (215) (Pump Body Side)
37
1
➤
PUMP BODY (200) (Pump Cover Side)
3
37
3
1
16
18 11 29
37
➤
3
➤
➤
(237)
48
46
➤
16
(237)
11
37
37
38
➤
➤
(237)
43
29
12
7 3
➤
46
37 43
47
➤
➤
(10)
➤
11
37
47
4
47
7
16 ➤
➤
46
43
3
➤
3
3
4
4
(238)
4
3
43
(39)
7
5 37 29 18
➤
16
1
8
43
8
➤
48
48
16
5 8 37 29 18
➤
➤
8
➤
1
43
2
➤
6
7
7
43
3
5
5
2 3
➤
4
3 4
43
45
8
➤
3
➤
➤
4
1
3
➤
43
43
(10)
43
➤
2
2
4
47
(232)
➤
8
8
2
(232)
➤
3
(240)
2 47
4
4
45
(240)
3
45
45 47
2
2
(240)
➤
➤ ➤
PRESSURE RELIEF VALVE BORE
9
10
25 20
GASKET (47) (Case/Spacer Plate)
Figure 88
GASKET (52) (Spacer Plate/Control Valve Body)
FOLDOUT ➤ 91
1-2 ACCUMULATOR COVER (57)
MANUAL THIRD – THIRD GEAR
(from Overdrive Range – Fourth Gear) REVERSE INPUT CLUTCH ASSEMBLY
2ND & 4TH SERVO
TORQUE CONVERTER ASSEMBLY
INPUT CLUTCH HOUSING ASSEMBLY
LOW AND REVERSE CLUTCH ASSEMBLY
➤
➤ ➤
➤
ORF ACC
➤
21
21a
20e
20d ➤ 21
20c
ACCUMULATOR
44 26
EX
PR LO/REV ➤
EX
38c
D2
38b
➤
LO
➤
➤
D4 2ND
D2 39
34a
38e
PR
D3 41d
21
➤
➤ ➤
D4 ORIFICED D2 2ND
➤
➤
VALVE BODY (60) GASKET (52) SPACER PLATE (48) GASKET (47) LO
➤
12b
34b
LO 41c
41b
12c
➤
FWD CL FEED D2
41a
12d
D2 D3
D3
➤
12e
PR
➤
FORWARD CLUTCH ACCUMULATOR
➤
EX
➤
LO
D2
➤
D3
D4 ➤
CASE (8)
14a
38a
18a ➤
FILTERED AFL
23 14c
➤
EX
D4
27
42b
➤
PR
D4 2ND ➤ D2
LO/REVERSE
➤
PR
➤
LO/1ST
EX
43c
LO/REVERSE
➤
➤
PR
➤
➤
➤
AFL
D2 ➤ ➤
D2
D4
EX ➤
LO
LO
O’ EX
24b
14b
TEMP SENSOR
12a
18
D4-3-2
➤ ➤
EX
D4
➤
EX
D2 EX
EX
➤ ➤ ➤
LINE
EX
➤ D3
➤
D4 ➤
17b
18b
➤ 18
15c
17c
➤ 17a
15b
2ND CL 25e
25d ➤
24m
25b
➤ 25
2ND CL
24k ➤
25a
25
24g
16
➤
FORWARD CLUTCH FEED
➤
3-4 ACCUMULATOR D4
➤
9f
17f
D4
TORQUE SIGNAL
➤
➤ 11a
➤ 17g
10
ACC SERVO FD ➤ 2ND ➤ 3-4
D3
➤ D4-3-2
➤
EX
AFL REVERSE INPUT
REVERSE
EX
EX
EX
2ND 2ND 2ND CL OVERRUN CL FD 24h
36a
35e 36
ACCUM
9d
➤
EX
➤ ➤
EX
OVERRUN
➤
➤ ➤
EX
➤
➤
EX
31a
33a➤ ➤ ➤ ➤
D3
➤ ➤
➤ ➤
➤
EX
➤
➤
EX
➤ ➤
➤
35d ➤
➤ 35c
39
36
ORIFICED ACCUM ➤
➤ ➤ ➤ 31b ➤ ➤ ➤
➤
EX
➤
➤
35a
33c
EX
EX
EX
EX ➤ ➤
2ND CL
D3
➤
35b
16
3-4 CLUTCH
37a
9c
9b
➤ 9a
➤ ➤
AFL
➤
➤ ➤ ➤
D3 ➤
3-4 CL
LINE ➤
➤ ➤
OVERRUN ➤
EX
➤
AFL
9p
26a
9e
➤ ➤31c
34f ➤
25f
34e
34d ➤
29e
34c
D3
➤
➤
➤ ➤
➤
4TH SIGNAL
➤ ➤
3-4 SIGNAL
➤
OVERRUN CLUTCH REGULATED APPLY
➤
➤
3RD ACCUMULATOR ➤ OVERRUN ➤
➤
4TH ➤ ➤
➤
TORQUE SIGNAL
➤
➤
➤ DECREASE ➤
➤
26b
2ND CL
➤
➤
2ND
OVERRUN CLUTCH
➤
REVERSE INPUT
➤ ➤ ➤
2ND CLUTCH
CASE (8)
LUBE
➤
➤
➤
RELEASE
APPLY ➤
4TH
3RD ACCUM
➤
➤
PRESS REG
➤
➤
CONV FD LINE
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
2ND CLUTCH
➤
➤
BOOST VALVE
➤
➤
➤
REVERSE INPUT
➤
➤
➤
EX
➤
➤ ➤
➤
➤
➤
➤
SUCTION
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
SUCTION
➤
➤
➤
➤
➤
➤
➤
RELEASE
➤
➤ ➤
APPLY OVERRUN CLUTCH FORWARD CLUTCH FEED
➤
➤
CONV FD
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
CONVERTER CLUTCH VALVE
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
REGULATED APPLY
➤
➤
➤
➤
➤
➤
➤
➤
➤ ➤
CASE (8)
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤ ➤
LUBE
➤
➤
➤
➤
24d
24a 44a
LO/1ST
➤
➤
➤
➤
➤
D4-N.O.
➤
➤
24c
OFF
➤
➤
D4 D2
➤
17d ➤ 22 10c 25 ➤ 24e
➤
2ND
13b
➤
LO
D3-N.C.
➤
D2-N.C.
➤
1-2 SHIFT SOLENOID VALVE N.O.
ORIFICED D2 ➤
➤ ➤
➤
24f
➤
➤
➤
D4
9k
➤
REV-N.O.
➤
COOLER
➤
2ND
LO OVERRUN
➤
2ND CLUTCH ➤ REVERSE INPUT
10
28
➤
➤
LO-N.O.
#12
22
➤
➤
➤
➤
➤
17
➤
➤
FILTER (49) ➤
➤
➤
➤
TFP SWITCH ASSEMBLY
➤
➤
9g
➤
➤
➤
➤
➤
➤
➤
16
➤
29 23 10b
10a
➤
FWD CL FD
➤
➤
#3
➤
➤
➤
➤
➤
➤
➤
➤
➤
#8
➤
➤
➤
➤
1-2 SIGNAL
➤
➤
REVERSE INPUT
➤
➤
20
➤
➤
➤
➤ 13a
OFF
➤
2ND
➤
➤
➤
#6
38d
42a
➤
➤
➤
➤
OVERRUN
➤
➤
➤
➤
20b
➤
2-3 SHIFT SOLENOID VALVE N.O.
D4-3-2
➤
➤
➤
➤
➤
➤
PR
➤
#5
➤
ACTUATOR FEED LIMIT
➤
➤
➤
30
➤
ORIFICED EX EX
➤
REVERSE
D3
33b
20a
➤
➤
➤
9m ➤ 9h
➤
➤
➤
18c
➤
➤
AFL
17e
➤
ACTUATOR FEED LIMIT 2-3 SIGNAL
➤
➤
➤
➤
REVERSE
➤
25g
➤
LO/1ST
D4-3-2
R N D 3 2 1
➤
➤
28a
2ND CLUTCH
➤
➤
➤
➤
➤
1-2 SIGNAL
FORWARD ABUSE
P
➤
LINE
➤
➤
➤
1-2 SHIFT VALVE
3RD ACCUM
➤
3a
18
MANUAL VALVE ➤ ➤
3b
➤
➤
➤
➤
➤
➤
#1
➤
➤
➤
➤ ➤
➤
➤
#2
➤
➤
➤
28
➤
➤
2-3 SHUTTLE
➤
➤
➤
➤
➤
➤
12 29g 28
➤
➤
➤
➤
➤
➤
➤
➤
➤ D4 ➤ 2ND ACCUMULATOR D2
➤
➤
➤
➤
VALVE BODY (60) 3-4 ACCUMULATOR
EX
REVERSE REVERSE INPUT
3-4 ACCUM ➤
➤
➤
➤
ACCUMULATOR
ORIFICED EX
3-2 CONTROL
3RD ACCUMULATOR ACTUATOR FEED LIMIT
AFL
➤
➤
➤
➤
➤
➤
3-4 CLUTCH
➤
➤
➤ ➤
➤
➤
3-4 SIGNAL
➤ ➤
➤
9n
➤
3-2 CONTROL SOLENOID VALVE N.C.
ON
➤
➤
➤
➤
➤ ➤
➤
➤
➤
3-2 SIGNAL
29c
➤
➤
➤
➤
REV ABUSE
3-4 CLUTCH
➤
➤
➤
➤
➤
➤
➤
➤
➤
2ND CLUTCH
D4
➤
➤
➤
➤
➤ 3c
➤
➤
➤
19
1-2 ACCUMULATOR
➤
➤ ➤
EX
1-2 ACCUMULATOR COVER (57)
➤
➤
➤
➤
2-3 SHIFT VALVE
➤
➤
4TH
➤
PRESSURE CONTROL SOLENOID VALVE
ACCUM VALVE
➤
4TH SIGNAL ➤ ➤ 3-4 SIGNAL ➤ ➤ 1-2 SIGNAL ➤ 2ND
➤
➤
➤
➤
3-2 DOWNSHIFT
14
29f ➤
➤
➤
➤
3-4 ACCUM FILTERED AFL
31
➤
➤
➤
➤
#4 3-4 CL
➤
➤
➤
➤
1-2 SIGNAL
➤
D3
➤ ➤ ➤
15d
➤
Figure 89
➤ ➤
➤
➤
➤
92
➤
3-4 SIGNAL ➤
➤
➤
➤
➤ ➤
29
➤
➤
➤
➤
➤
BOTTOM PAN (SUMP) (75)
➤ ➤ ➤
3-4 SHIFT VALVE ➤
➤
REVERSE INPUT
FILTER (72)
➤
➤
➤ EX OVERRUN CLUTCH FEED
➤
➤ ➤
➤
FORWARD CLUTCH FEED
➤
➤
➤
➤ ➤ ➤
9o
➤
➤
4-3 SEQUENCE VALVE ➤
➤ ➤
➤
➤
➤
➤
➤
➤ ➤
➤
SIGNAL
29a
➤
LINE
ISOLATOR VALVE
3-4 RELAY
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
15a
SUCTION CONVERTER & LUBE MAINLINE SOLENOID SIGNAL ACCUMULATOR ACTUATOR FEED LIMIT TORQUE SIGNAL
➤
➤
40 ➤
➤
➤
FILTER (50)
➤
3-4 ACCUMULATOR
➤
➤
REG APPLY REG APPLY LINE ➤ CC SIGNAL SERVO FEED 3-4 ACCUM ➤ 2ND OVERRUN CL 4TH SIGNAL SERVO FD
➤
➤
➤
13 27c 29
➤
ACTUATOR FEED LIMIT
➤
16a
REGULATED APPLY
➤
AFL
➤
PR LO/REVERSE
➤
➤
➤
➤
32
REGULATED APPLY
➤ ➤
30a ➤ 27d ➤ 22a 1-2
27b ➤
➤
FLUID PRESSURES
➤
➤
➤
➤ ➤
EX
➤
27a
➤
REV INPUT
➤
4TH ➤
32a ➤ ➤ 22b
29b
LINE
➤
➤
➤
➤
➤
➤
29d
➤
➤
ORF EX➤
44 ➤
43a
➤
➤
TCC SOLENOID (66) N.O.
➤
➤
➤
➤
5
➤43b
TORQUE SIG
OVERRUN CLUTCH
➤
➤
➤
30b
➤
➤
➤
11c
➤
➤
➤ ➤
6
➤
➤
➤
EX
EX (237)
➤
48b ➤
➤
➤
EX ➤
➤
8
➤
TORQUE SIGNAL SERVO FEED ➤
➤
#10
2ND CLUTCH
➤
ACTUATOR FEED LIMIT
➤
➤
TCC PWM SOLENOID VALVE N.C.
➤
➤
➤
➤
➤
➤
D3 LINE
➤
➤
➤
➤
➤
➤
OFF LINE PRESSURE TAP (39)
➤ ➤
PUMP ASSEMBLY (4)
➤
➤
➤
(237)
EX
➤
➤
➤
➤
(238)
EX
4
➤
➤
➤
➤
48a
10
➤
9
➤
11b
➤
OIL COOLER PIPE CONNECTOR (10)
➤
➤
➤
➤
LINE
➤
➤
➤
PRESSURE RELIEF VALVE
FILTER (232)
1
➤
➤
2
3-4 CLUTCH ➤ OVERRUN CLUTCH ➤ SERVO FEED ➤ CC SIGNAL
➤
➤
➤
EX
7
➤
➤
AFL
➤
➤
➤
2ND CLUTCH
➤
➤
➤
➤
➤
➤
➤ ➤
➤ ➤
OVERRUN ➤
➤
➤
➤
➤
➤
COOLER
➤
➤ ➤
FORWARD CLUTCH FEED
REAR LUBE 24 ➤
➤
➤
➤
➤
AIR BLEED (240)
➤
➤
➤
➤
➤
➤
➤
➤
OVERRUN CLUTCH
➤
➤
➤
➤
LUBE
➤
EX
➤
➤
OVERRUN CLUTCH
➤
➤
➤
➤
➤
LUBE
➤
➤
➤
EX
➤
➤
➤
➤
COOLER
REV INPUT ➤
➤
➤
➤
➤
EX
➤
➤
➤ ➤
➤
➤
EX
➤
➤
➤
#9
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
3RD ACCUM #7
➤
3-4 CLUTCH FORWARD CLUTCH FEED
➤ ➤
➤
➤
➤
➤
LUBE
➤
➤
11
➤
EX
➤
➤
MANUAL THIRD – THIRD GEAR (from Overdrive Range – Fourth Gear) 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 .
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
1-2 SHIFT SOLENOID VALVE
2-3 SHIFT SOLENOID VALVE
OFF
OFF
2-4 BAND
REVERSE INPUT CLUTCH
OVERRUN CLUTCH
FORWARD CLUTCH
FORWARD SPRAG CL. ASSEMBLY
3-4 CLUTCH
APPLIED
APPLIED
HOLDING
APPLIED
LO-ROLLER CLUTCH
LO/REV CLUTCH
92A
MANUAL THIRD – THIRD GEAR (from Overdrive Range – Fourth Gear) PASSAGES 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48
SUCTION DECREASE LINE CONVERTER FEED RELEASE APPLY COOLER LUBE ACTUATOR FEED LIMIT FILTERED ACTUATOR FEED TORQUE SIGNAL PR D4-3-2 LO/REVERSE REVERSE REVERSE INPUT D4 FORWARD CLUTCH FEED REAR LUBE ACCUMULATOR ORIFICED ACCUMULATOR 1-2 SIGNAL 2-3 SIGNAL 2ND 2ND CLUTCH C. C. SIGNAL 3-4 SIGNAL 3RD ACCUMULATOR 3-4 CLUTCH 4TH SIGNAL SERVO FEED 4TH 3-4 ACCUMULATOR D3 OVERRUN OVERRUN CLUTCH FEED OVERRUN CLUTCH D2 ORIFICED D2 3-2 SIGNAL LO LO/1ST EXHAUST ORIFICED EXHAUST VENT SEAL DRAIN VOID REGULATED APPLY
COMPONENTS ( (8) (10) (11) (38) (39) (40) (49) (50) (61) (91) (232) (237) (238) (240)
92B
)
REAR LUBE (ORIFICED CUP PLUG/REAR CASE) OIL COOLER PIPE CONNECTOR CASE SERVO ORIFICED PLUG ACCUMULATOR BLEED PLUG LINE PRESSURE TAP 3RD ACCUM. RETAINER AND BALL ASSEMBLY (#7) SHIFT SOLENOIDS SCREEN PRESSURE CONTROL SOLENOID SCREEN CHECKBALLS (#1, 2, 3, 4, 5, 6, 8, 12) CHECKBALL (#10) OIL PUMP COVER SCREEN CHECK VALVE RETAINER AND BALL ASSEMBLY CONVERTER CLUTCH SIGNAL ORIFICED CUP PLUG ORIFICED CUP PLUG
MANUAL THIRD – THIRD GEAR
(from Overdrive Range – Fourth Gear) 2
V 13
➤
➤
➤
➤
➤
➤
48
➤
➤
(237)
27
30b
13
47
24
35
34
36
33
9
35
32
➤
31b
35d/36 20
33a
28
9 20 11
47
26b
26a
#1
9 ➤
32 ➤ 9e
47
32a
47
26
48
#8
24 47
#6
11
47
17 17
20 20
31
33
31
11 30 27
22
27
31
35
24
13
24 34 15
24
3
9
41
13
43
17 12
(50)
15
#3
12
3
34 41
➤ ➤
➤
SPACER PLATE (48) (Case/Control Valve Body) 38
12
47
29 29
16 47
44
18
41
9 9
27
➤
30
31
36
33
43 33
37
➤
48
36
17
26
26 26
48
11
9 25 9
24
10 23 9
35/39
10 47
33
- EXHAUST FLUID NOT SHOWN
20 17
20 17 9
25 9
25
11
11
3
25 20 21
21
21
3 9 25
9
33
32
36
26
26
21
25
24 38
24 35
28
9
20
13
9
9
25
25 ➤ ➤
CASE (103) (2-4 Servo Bore)
24
37
48
25
9
3
43
33 44
20
11
3
31
43 25
25 9
27
34
INDICATES BOLT HOLES
- NON-FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO SIMPLIFY TRACING FLUID FLOW.
14
24
31
31 20
9 22 22
35 24
42
43
41
14 12
34
29
24
9
12
17 42 44
24
34 13
24
35 20
18
34 25
9
32
28
39
9
NOTE:
14
17
17 38 41
9
22
10
39
18 15
27
30
10
24
24
31
31
33 43
48
24 24
13
#12
41
18
17 12
29
11
10 30
27
24
24
24
29
29
14
12
16
15
9 24
34 35 34
25 25
25
25
22
27
30
➤
43
38 34
34 43
12 22
13
3 38
29
9
42 44
41
38
28
15 40
42 44
18 34
14
12
17
17
38
15
11
(11)
14
18
12
41
29
17
29
15
29
11
16
12
41
18
18
34
29
29
34
12
38
47
9
34
47
41 38
FORWARD CLUTCH ACCUMULATOR BORE
CONTROL VALVE BODY (60) (Case Side)
38
41
3
29
16
32
14
47
2-4 SERVO BORE
#7/(40)
42
➤
17
#2
19
CASE (103) (Control Valve Body Side)
28
14 12
(38)
43
47
18
38
9b
22
17
42 34
9d/10
9
43
18 3
40
21a
24
42
43 28 29 29 16
47
47
17
24 34
15
29 47
23
38
9
25
20c
#4
10 17
34
47
9
35
33 32
24
47
#5
47
37
25
30
29
20e/21 20d/21
3b
3
43 43
47 18
25 28
47
3 48
47
26 11
47
9f
11
36
(49)
25g
25e
9a
44
35b 35c/39 35e/36 31 20a 20b 17g 30
11a
25d
9
➤
17f
43
3 25
10b/23
9g
9c
11b
25
47
33b
3c
➤
21
47
24c
38e/39
25f
9p
11 47
28a
48a
8
25
3
47 9
9
47
➤
9
26 26
33
25
36a 37a
48b
➤
28 32
24f 24e ➤ 31a
9k/10
43b/44
25b
TO LOW AND REVERSE CLUTCH
33
➤
17
36
48
25
28
16 3
10
47
9
➤
33
37
9
47
34e
➤
37
#7 (40)
24m/25 24g 16 ➤ 24k/25 24h 7 5 31c 33c 43a ➤
31 33
43
9
34f 25a
39
37 ➤
6
47
47
48
14
24
25
47
➤
10
➤
34
#10
47
22 13
22
12
11 29
25
38c
29g/28
➤
34
27 30
22
24
➤
18
47
14
41a
➤
9
11
19
24
12
9
9o
➤
34a
47
➤
18
15c/16
➤
47
44
41
9
9
➤
17
42
47
9
➤
29
17
38
41b 12b
29b
9
38a
3a
➤
➤ 18
29
12
18
CASE (103) (Pump Cover Side)
17a/18 14c 34b 17e 18a 22 ➤ 16a 12d 14a 17 17b/18 17d 29a 23 14 18b 12c 42a 27 ➤ 29c 15a 44a 26 42b 29d 38d 17c 12e 9h 41c 15d 9m 41d 43c/44 29e 9n 14b 22a 13 18c 11c 24b 24a 10c/22 34d 13b 10 ➤ 27c/29 ➤ 25 27b/29 21 34c 27d 30a 27a 24d 35a 13a 10a 22b
REAR LUBE
14
12
29 15
11
17
16
47
9 29 ➤ 11 ➤
18
37
➤
16
29f/28
15b/16
34
38
48
➤
16
34
16
➤
29
3
38b 12a
12 ➤
3➤
29 11 18
PUMP COVER (215) (Case Side)
41
3
37
1
16
38 41
3
37
3
PUMP COVER (215) (Pump Body Side)
38
3 ➤
16
16
18 11 29
37
➤
➤
➤
48
47
12
➤
➤
➤
➤ 3
➤
➤
➤
47
3
29
47
7
(10)
46
1
PUMP BODY (200) (Pump Cover Side)
➤
➤
➤
16
(237)
➤
(237)
29
➤
(237)
➤
➤
37
37
16
43
11
43
43
7
16
46
37
(39)
7
5 37 ➤ 29 18
➤
11
47
4
47
37
3
➤
46
43
➤
➤
3
3
4
4
(238)
4
3
43
➤
16
1
8
43
8
➤
48
48
16
5 8 ➤37 29 18
➤
➤
8
➤
1
43
2
➤
6
7
7
43
3
5
5
2 3
➤
4
3 4
43
45
8
➤
3
➤
➤
4
1
3
➤
43
43
(10)
43
➤
2
2
4
47
(232)
➤
8
8
2
(232)
➤
3
(240)
2 47
4
4
45
(240)
3
45
45 47
2
2
(240)
➤
➤ ➤
PRESSURE RELIEF VALVE BORE
9
10
25 20
GASKET (47) (Case/Spacer Plate)
Figure 90
GASKET (52) (Spacer Plate/Control Valve Body)
FOLDOUT ➤ 93
1-2 ACCUMULATOR COVER (57)
MANUAL SECOND – SECOND GEAR
(from Manual Third – Third Gear) REVERSE INPUT CLUTCH ASSEMBLY
2ND & 4TH SERVO
TORQUE CONVERTER ASSEMBLY
INPUT CLUTCH HOUSING ASSEMBLY
LOW AND REVERSE CLUTCH ASSEMBLY
➤
➤
44 26
27 23 14c ➤
14a
2ND
LO
➤
➤
➤
➤
D4 ORIFICED D2 2ND
D4 2ND
D2
➤
PR
38e ➤
34a
21
39
D3
➤
34b
LO 41c
41b
41a
➤
VALVE BODY (60) GASKET (52) SPACER PLATE (48) GASKET (47) LO
➤
12b
41d
FWD CL FEED D2 ➤
➤ ➤
12c
➤
➤
➤ ➤
➤
➤
12d
D2 D3
D3
➤
12e
PR
➤
➤
➤
FORWARD CLUTCH ACCUMULATOR
➤
18a ➤
➤
EX
➤
LO
D2
➤
➤ ➤
D4
D3
12a
➤
➤
38b 38a
➤
PR
D2
38c
➤
➤
EX
➤
➤
➤
➤
D4 2ND ➤ D2
LO/REVERSE
➤
42b
LO/REVERSE
➤
FORWARD CLUTCH FEED
➤
CASE (8)
➤ ➤ D4-3-2 ➤
➤
FILTERED AFL
➤
➤
PR
➤
43c
LO/1ST
➤
➤
PR
➤
24b
LO/1ST
D2
➤
14b
TEMP SENSOR
D4-N.O.
3-4 ACCUMULATOR D4
21a
21 ➤
➤
EX
24d
24a 44a
EX
PR LO/REV
EX
D4 LINE
EX
➤ D3
➤
D4 ➤
➤
ORF ACC
➤
20e
20d ➤ 21
➤ ➤
EX
EX
D4
EX ➤
LO
LO
➤ ➤ ➤
O’ EX
➤
➤
➤
D4 D2
➤ 17a
17b ➤ 18
17c ➤
18b
15c 16
18
15b 16
ACCUMULATOR
D4 D4-3-2
EX
D2
EX ➤
D2 EX ➤ ➤
D4
➤
3-4 ACC SERVO FD 2ND ➤
D3
20c
9f
17f
➤ 11a
➤ 17g
TORQUE SIGNAL
EX ➤
➤
EX➤
AFL
9d 10
31a
33a ➤
D3 ➤ ➤
EX
AFL REVERSE INPUT
REVERSE
➤
EX ➤
2ND CL 25d ➤
24m
25b
➤ 25
25e
2ND
2ND CL
24k ➤
25a
25
24g
➤
24c
➤ ➤
2ND 2ND 2ND CL OVERRUN CL FD 24h
36a
35e 36
ACCUM
➤
35a ➤
31b
➤ ➤ ➤ ➤
EX
EX
EX ➤
EX
EX
➤
EX ➤
➤
EX
D3
➤
➤ ➤
AFL
➤
EX
➤
➤
➤ ➤ ➤
35c
35d ➤ 36
➤
39
➤ 35b ➤
33c
9c
9b
37a
9e
EX
EX
➤
2ND CL
➤
➤
➤ ➤ ➤
➤ 9a
AFL ➤ ➤
D3 ➤
➤ 3-4
➤
LINE ➤
➤
➤
ORIFICED ACCUM ➤
➤
➤ ➤
➤
EX
➤ ➤
CL
4TH SIGNAL 3-4 SIGNAL ➤ ➤ ➤
3-4 CLUTCH
26a
9p
➤ ➤ ➤
D3
➤
➤
➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤
➤
➤
31c
26b
34f ➤
25f
34e
34d ➤
29e ➤
34c
➤
TORQUE SIGNAL
➤ 3RD ➤ ➤ ➤
OVERRUN CLUTCH REGULATED APPLY
PRESS REG BOOST VALVE
➤OVERRUN➤
➤
➤
OVERRUN CLUTCH
➤ ➤
➤
ACCUMULATOR OVERRUN
➤
REVERSE INPUT
2ND CLUTCH
4TH
➤
➤ DECREASE ➤
➤ ➤
CONV FD LINE
➤ ➤
➤ ➤ ➤ ➤ ➤ ➤
➤
➤
OVERRUN CLUTCH ➤
RELEASE
➤
➤
➤ ➤
2ND CL
4TH
RELEASE
➤
➤
➤ ➤
➤
➤
OVERRUN
CASE (8)
LUBE
LUBE
APPLY OVERRUN CLUTCH FORWARD CLUTCH FEED
➤
➤
ACCUM
➤
➤ 3RD
➤
➤
➤
➤
➤
2ND CLUTCH
➤
REVERSE INPUT
➤
EX
➤
➤
➤
SUCTION
➤
➤
➤
➤
➤
➤
➤
➤
➤
OFF
➤
SUCTION
22 10c 25 ➤ 24e
➤
➤
➤
CONV FD
17d ➤ ➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
CONVERTER CLUTCH VALVE
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
REGULATED APPLY
➤
➤ ➤
➤
➤
➤
➤
➤
➤ 13b
➤
CASE (8)
➤
➤
➤
➤
➤ ➤
➤
➤
➤
LO
D3-N.C.
D2-N.C.
➤
➤ ➤
24f
➤
➤
➤
➤
➤
➤
REV-N.O.
➤
➤
➤
➤
➤
➤
➤
➤
D4 ➤
9k
10a
➤
LO-N.O.
#12
22
10 ➤
➤
➤
➤
➤
FWD CL FD
➤
➤
17
➤
➤
LO OVERRUN
➤
➤
➤
➤
➤
1-2 SHIFT SOLENOID VALVE N.O.
➤
TFP SWITCH ASSEMBLY ➤
#3
➤
➤
COOLER
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
FILTER (49)
➤
➤
➤
➤
➤
➤
➤
ORIFICED D2
➤
➤
➤
REVERSE INPUT
➤
2ND CLUTCH ➤ REVERSE INPUT
➤
29 23 10b
➤
➤
➤ ➤
➤
➤
16
➤
➤
2ND
➤
➤
➤
➤
➤
1-2 SIGNAL ➤
➤
➤
➤
13a
9g
➤
ACTUATOR FEED LIMIT
➤
➤
➤
20
➤
ORIFICED EX EX
R N D 3 2 1
➤
#8
38d ➤
28
➤
➤
D4-3-2
PR
➤
➤
➤
➤
20b
42a
1-2 SHIFT VALVE
➤
➤
➤
➤
➤
#6
➤ ➤
ON
➤
➤
30
➤
MANUAL VALVE ➤
➤
20a
LO/1ST
➤
➤
33b 17e
➤
2-3 SHIFT SOLENOID VALVE N.O.
➤ D4-3-2 ➤
➤
ORIFICED EX
➤
REVERSE
➤
➤
➤ ➤
P
3RD ACCUM ➤
D3
9m ➤ 9h
2ND
FORWARD ABUSE
➤
➤
➤ OVERRUN ➤
➤
➤
➤
➤
REVERSE
➤
➤
➤
➤
➤
AFL
➤
➤
LINE
➤
#5
➤
25g
➤
➤
ACTUATOR FEED LIMIT 2-3 SIGNAL
➤
2-3 SHUTTLE
➤
➤
➤
➤
28a
➤
➤
EX
➤
➤
➤
➤ ➤
➤
➤
3RD ACCUMULATOR ➤ ACTUATOR FEED LIMIT
➤
➤
➤
➤
CLUTCH ➤
3-2 CONTROL
➤
➤
➤
➤ 3-4
➤
➤
➤
AFL
➤
➤
➤
➤
3-4 SIGNAL
2ND CLUTCH
➤
REV ABUSE
➤
➤➤
➤
➤
➤
➤
12 ➤ 29g 28➤
#2
➤
➤
➤
3-4 CLUTCH ➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
REVERSE REVERSE INPUT
18c
➤
3-2 CONTROL SOLENOID VALVE N.C.
OFF
15d
28
➤ ➤
18
1-2 SIGNAL
SIGNAL ➤
➤
3b
➤
➤ ➤ 3-2
➤
➤
➤
➤
➤ D4 ➤ 2ND ACCUMULATOR D2
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
#1
VALVE BODY (60) 3-4 ACCUMULATOR ➤
➤
➤ ➤ ➤
➤ ➤
➤ 3c
➤
➤
➤
➤
➤
➤ ➤
➤
➤
➤
➤
➤ ➤
➤
1-2 ACCUMULATOR
➤
➤
9n
➤ 29f
➤
3-4 ACCUM
1-2 ACCUMULATOR COVER (57)
ACCUMULATOR
➤
➤
➤
➤
➤
➤
➤
9o
➤
4TH
➤
3-2 DOWNSHIFT
➤
➤
➤
➤ ➤
➤ ➤
➤
Figure 91
➤
➤
➤
➤
➤
14
➤
➤
19
➤
➤
4TH SIGNAL ➤ 3-4 SIGNAL ➤ 1-2 SIGNAL ➤ 2ND
2ND CLUTCH
➤
29c➤ ➤ 29a ➤ ➤ 29b
➤
CL ➤
➤
➤
➤
BOTTOM PAN (SUMP) (75)
➤
#4
➤ ➤
➤
1-2 SIGNAL
D3
D4 ➤
2-3 SHIFT VALVE
3-4 SHIFT VALVE
➤
29d ➤
➤
EX
➤
➤
29 ➤
➤
➤
➤
➤
40 ➤ ➤
3-4 SIGNAL
➤
➤
➤
1-2 SIGNAL
➤ 3-4 13 ➤ 27c 29➤ ➤
➤
➤
➤
➤
➤
REVERSE INPUT
FILTER (72)
➤ ➤
3a
➤
➤
➤
➤
27b
➤
FORWARD CLUTCH FEED
➤
➤
30a ➤27d 22a
➤
➤
➤
4-3 SEQUENCE VALVE
EX OVERRUN CLUTCH FEED
➤
PRESSURE CONTROL SOLENOID VALVE
ACCUM VALVE
CC SIGNAL 3-4 ACCUM OVERRUN CL SERVO FD
➤
3-4 RELAY
22b
➤
REG APPLY REG APPLY LINE
➤
➤
➤
➤
ISOLATOR VALVE
REGULATED APPLY
31
➤
3-4 ACCUMULATOR
➤
➤
4TH➤
➤
➤
27a
➤
FILTER (50)
3-4 ACCUM FILTERED AFL
PR LO/REVERSE
➤
➤
➤
➤
ACTUATOR FEED LIMIT
➤
32a
AFL
➤
➤
32
#10
2ND CLUTCH
➤
ACTUATOR FEED LIMIT
➤
➤
➤
➤ ➤ ➤
➤
➤
➤
LINE
➤
SERVO FEED ➤ 2ND 4TH SIGNAL
➤
➤
➤
94
➤
TORQUE SIGNAL SERVO FEED ➤
➤
ORF EX
44
43a
➤
➤
➤
➤
5
43b
15a
SUCTION CONVERTER & LUBE MAINLINE SOLENOID SIGNAL ACCUMULATOR ACTUATOR FEED LIMIT TORQUE SIGNAL
➤
➤
➤
16a
➤
FLUID PRESSURES
➤
2ND CLUTCH
➤
➤
➤
➤
➤
➤
➤
REGULATED APPLY
➤
➤
➤
➤
➤
➤
30b
➤
REV INPUT
EX
LINE
➤
➤
➤
TCC PWM SOLENOID VALVE N.C.
➤ ➤
11c
➤
➤
➤
➤
➤
D3 LINE
➤
6 ➤
➤
➤
➤
➤
TCC SOLENOID (66) N.O.
➤
9
➤
10
➤
TORQUE SIG
OVERRUN CLUTCH
➤
48b ➤
➤
➤
➤
EX (237)
7
➤
➤
➤
8
11b
➤
➤
➤
➤
48a
➤
EX
EX ➤
➤
➤
3-4 CLUTCH ➤ ➤ OVERRUN CLUTCH SERVO FEED ➤ CC SIGNAL
➤
➤
➤
➤
➤ ➤
➤
➤
➤
➤
EX
➤
➤
➤
➤
➤
➤
➤
OFF LINE PRESSURE TAP (39)
➤
4
(237)
EX
LINE
➤
PUMP ASSEMBLY (4)
➤
➤
➤
FILTER (232)
1
➤
(238)
➤
➤
PRESSURE RELIEF VALVE
➤
➤
➤
➤
2
➤
➤
OIL COOLER PIPE CONNECTOR (10)
➤
AFL
➤
➤
EX
➤
➤
➤
OVERRUN
➤
➤
➤
➤ ➤
➤
AIR BLEED (240)
➤
COOLER
➤
REAR LUBE 24 ➤
➤
➤
➤
➤
LUBE
➤
➤
➤
➤
FORWARD CLUTCH FEED
➤
➤
➤
➤
➤
➤
➤
EX
➤
➤
➤
➤
EX
➤
➤
➤
➤
➤
➤
➤
➤
➤
OVERRUN CLUTCH ➤ ➤ ➤
➤
➤
➤
➤
➤ ➤
LUBE
➤
➤
➤
➤
➤
APPLY
REV INPUT ➤
➤
➤
➤
COOLER
➤
➤ ➤
➤
➤
➤
EX
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
#7
➤
#9
➤ ➤ 3-4 CLUTCH ➤ FORWARD CLUTCH FEED
➤
➤
EX
➤
LUBE
➤
➤
➤
3RD ACCUM
➤
➤
➤
11
➤
➤
EX
➤
MANUAL SECOND – SECOND GEAR (from Manual Third – Third Gear) A manual 3-2 downshift can be accomplished by moving the gear selector lever into the Manual Second (2) position when the transmission 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.
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
1-2 SHIFT SOLENOID VALVE
2-3 SHIFT SOLENOID VALVE
2-4 BAND
OFF
ON
APPLIED
REVERSE INPUT CLUTCH
OVERRUN CLUTCH
FORWARD CLUTCH
FORWARD SPRAG CL. ASSEMBLY
APPLIED
APPLIED
HOLDING
3-4 CLUTCH
LO-ROLLER CLUTCH
LO/REV CLUTCH
94A
MANUAL SECOND – SECOND GEAR (from Manual Third – Third Gear) PASSAGES 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48
SUCTION DECREASE LINE CONVERTER FEED RELEASE APPLY COOLER LUBE ACTUATOR FEED LIMIT FILTERED ACTUATOR FEED TORQUE SIGNAL PR D4-3-2 LO/REVERSE REVERSE REVERSE INPUT D4 FORWARD CLUTCH FEED REAR LUBE ACCUMULATOR ORIFICED ACCUMULATOR 1-2 SIGNAL 2-3 SIGNAL 2ND 2ND CLUTCH C. C. SIGNAL 3-4 SIGNAL 3RD ACCUMULATOR 3-4 CLUTCH 4TH SIGNAL SERVO FEED 4TH 3-4 ACCUMULATOR D3 OVERRUN OVERRUN CLUTCH FEED OVERRUN CLUTCH D2 ORIFICED D2 3-2 SIGNAL LO LO/1ST EXHAUST ORIFICED EXHAUST VENT SEAL DRAIN VOID REGULATED APPLY
COMPONENTS ( (8) (10) (11) (38) (39) (40) (49) (50) (61) (91) (232) (237) (238) (240)
94B
)
REAR LUBE (ORIFICED CUP PLUG/REAR CASE) OIL COOLER PIPE CONNECTOR CASE SERVO ORIFICED PLUG ACCUMULATOR BLEED PLUG LINE PRESSURE TAP 3RD ACCUM. RETAINER AND BALL ASSEMBLY (#7) SHIFT SOLENOIDS SCREEN PRESSURE CONTROL SOLENOID SCREEN CHECKBALLS (#1, 2, 3, 4, 5, 6, 8, 12) CHECKBALL (#10) OIL PUMP COVER SCREEN CHECK VALVE RETAINER AND BALL ASSEMBLY CONVERTER CLUTCH SIGNAL ORIFICED CUP PLUG ORIFICED CUP PLUG
MANUAL SECOND – SECOND GEAR
(from Manual Third – Third Gear) 2
V 13
➤
➤
➤
➤
48 48
46
(237)
➤
22
24 34
27 30
27
47 10
30b
13
47
24
35
34
36
33
9
35
➤
28
48
32
31b
35d/36 20
33a
28
9 20
26b
9 ➤
9p
11
11
47
#1
32 ➤ 9e
47
25
3
#6
11
37
47
17 17
20
43 43
#8
24 47 25
30
20 31
33
31
11 30 27
22
24
13
24 34 15
3
9
41
13
43
17 12
(50)
15
#3
12
3
34 41
➤ ➤
SPACER PLATE (48) (Case/Control Valve Body) 38
12
47
29 29
16 47
44
18
41
9 9
27
➤
30
48
36
33
43 43
33
37
48
36
17
26
26 26
48
11
9 25 9
24
10 23 9
35/39
10 47
33
- EXHAUST FLUID NOT SHOWN
20 17
20 17 9
25 9
25
11
11
3
25 20 21
21
21
3 9 25
9
33
32
36
26
26
21
25
24 38
24 35
28
9
20
13
9
9
25
25 ➤ ➤
CASE (103) (2-4 Servo Bore)
24
37
48
25
9
3
43
33 44
20
11
3
31
43 25
25 9
27
34
INDICATES BOLT HOLES
- NON-FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO SIMPLIFY TRACING FLUID FLOW.
14
24
31
31 20
9 22 22
35 24
42
43
41
14 12
34
29
24
9
12
17 42 44
24
34 13
24
35 20
18
34 25
9
32
28
39
9
NOTE:
14
17
17 38 41
9
22
10
39
18 15
27
30
10
24
24
31
31
33
31
25
24 24
13
#12
41
18
17 12
29
11
10 30
27
24
24
24
29
29
14
12
16
15
9 24
34 35 34
25 25
25
➤
22
27
30
25
43
38 34
34 43
12 22
13
3 38
29
9
42 44
41
38
28
15 40
42 44
18 34
14
12
17
17
38
15
11
(11)
14
18
12
41
29
17
29
15
29
11
16
12
41
18
18
34
29
29
34
12
38
47
9
34
47
41 38
FORWARD CLUTCH ACCUMULATOR BORE
CONTROL VALVE BODY (60) (Case Side)
38
41
3
29
16
32
14
47
2-4 SERVO BORE
#7/(40)
42
➤
17
#2
19
CASE (103) (Control Valve Body Side)
28
14 12
(38)
43
47
18
38
9b
22
17
42 34
9d/10
9
43
18 3
40
21a
24
42
43 28 29 29 16
47
47
17
24 34
15
29 47
23
38
9
25
20c
#4
27
31
35
24 47
10
24
47
9
35
33 32
17
34
29
#5
47
28 36
20e/21 20d/21
3b
47
26
47
3 48
47
18 25g
25e
9a
44
26
11
11
48
47
11a
25d
9
47
(49)
9f
9c
11b
25
47
35b 35c/39 35e/36 31 20a 20b 17g 30
32a
3c
➤
21
47
33b
➤
17f
43
3 25
10b/23
9g
25f
26a
25
3 47
28a
48a
8
24c
38e/39
16 3
47 9
9
47
➤
9
26 26
33
25
36a 37a
48b
➤
28 32
24f 24e ➤ 31a
9k/10
43b/44
25b
TO LOW AND REVERSE CLUTCH
33
➤
17
36
9
➤
33
37
9
47
34e
➤
37
#7 (40)
24m/25 24g 16 ➤ 24k/25 24h 7 5 31c 33c 43a ➤
31 33
43
9
34f 25a
39
37 ➤
6
47
47
48
14
24
25
47
#10
➤
34
12
22 13
22
47
14
11
18
24
12
9
9
11 29
25
38c
29g/28
➤
18
19
➤
47
44
41
9
9
15c/16
9o
➤
18
10
47
47
41a
➤
29
➤
17
42
47
34a
➤
➤ 18
29
17
38
➤
12
29 15
11
12
9
➤
16
47
41b 12b
29b
9
38a
3a
17a/18 14c 34b 17e 18a 22 ➤ 16a 12d 14a 17 17b/18 17d 29a 23 14 18b 12c 42a 27 ➤ 29c 15a 44a 26 42b 29d 38d 17c 12e 9h 41c 15d 9m 41d 43c/44 29e 9n 14b 22a 13 18c 11c 24b 24a 10c/22 34d 13b 10 ➤ 27c/29 ➤ 25 27b/29 21 34c 27d 30a 27a 24d 35a 13a 10a 22b
REAR LUBE
14
➤
29
17
37
CASE (103) (Pump Cover Side)
➤
16 9
11 ➤
18
48
➤
16
29f/28
15b/16
34
38
16
➤
29
3
34
➤
3➤
38b 12a
12
41
3
3
29 11 18
PUMP COVER (215) (Case Side)
38 41
37
1
16
PUMP COVER (215) (Pump Body Side)
38
12
47
3
37
3
➤
16
➤
47 29
16
18 11 29
37
➤
47
➤
3
➤
➤
➤ 3
➤
➤
(237)
1
PUMP BODY (200) (Pump Cover Side)
7
(10)
➤
16
➤
➤
(237)
29
16
43
11
37
37
➤
➤
➤
(237)
43
43
7
16
46
37
(39)
7
5 37 ➤ 29 18
➤
11
47
4
47
37
➤
46
43
➤
3
➤
3
3
4
4
(238)
4
3
43
➤
16
1
8
43
8
➤
48
48
16
5 8 ➤37 29 18
➤
➤
8
➤
1
43
2
➤
6
7
7
43
3
5
5
2 3
➤
4
3 4
43
➤
3
➤
45
8
➤
4
1
3
➤
43
43
(10)
43
➤
2
2
4
47
(232)
➤
8
8
2
(232)
➤
3
(240)
2 47
4
4
45
(240)
3
45
45 47
2
2
(240)
➤
➤ ➤
PRESSURE RELIEF VALVE BORE
9
10
25 20
GASKET (47) (Case/Spacer Plate)
Figure 92
GASKET (52) (Spacer Plate/Control Valve Body)
FOLDOUT ➤ 95
1-2 ACCUMULATOR COVER (57)
MANUAL FIRST – FIRST GEAR
(from Manual Second – Second Gear) REVERSE INPUT CLUTCH ASSEMBLY
2ND & 4TH SERVO
TORQUE CONVERTER ASSEMBLY
INPUT CLUTCH HOUSING ASSEMBLY
LOW AND REVERSE CLUTCH ASSEMBLY
➤
➤
3-4 CLUTCH FORWARD CLUTCH FEED
➤
➤
➤ ➤
➤
➤ ➤
➤
➤
➤
ORF ACC
➤
21a
21
➤
➤
CASE (8) PR
➤
➤
➤
D4-3-2
➤
➤
➤ ➤
PR
LO/1ST
➤ ➤ ➤ ➤ ➤
➤
➤
➤
➤
➤
➤ ➤ ➤
D4 2ND PR
38e ➤
34a
➤
D2
➤
D3
➤
39
➤
➤
34b
21
➤
D4 ORIFICED D2 ➤ 2ND ➤
➤ ➤
➤
➤
➤
D2
D4
➤ 2ND
➤
LO/REVERSE
➤
➤
➤
➤
LO 41d
LO ➤ 41c
41b
18a
41a ➤ ➤
➤
➤
➤
➤
FILTERED AFL
AFL
➤
EX
PR LO/REV ➤
EX ➤
LO
D2
➤
➤ ➤
D4
➤ D3
➤
➤
➤
3-4 ACCUMULATOR D4
➤
20e
20d ➤ 21
➤ ➤
EX
➤
EX
D4 EX
LINE
D3 ➤
12c 12b
➤
VALVE BODY (60) GASKET (52) SPACER PLATE (48) GASKET (47) ➤ LO
➤ ➤
12d
➤
FWD CL FEED D2 ➤
➤ ➤
12a
18
D2
➤
O’ EX
LO
EX➤ ➤
D4
LO
➤
EX
EX
EX
D2
D4-3-2
D2 EX
➤ ➤ ➤
REVERSE
EX ➤
D4 ➤
➤ 17a
17b
18b
➤ 18
15c
17c
16
➤
ACCUMULATOR
D4
➤
EX ➤
3-4 ACC SERVO FD ➤ 2ND ➤
D3 EX
AFL REVERSE INPUT
EX
D4
➤
➤ ➤
EX
OVERRUN
➤
➤
20c
➤ 17g
9f
17f
➤ 11a
EX
➤
➤
TORQUE SIGNAL
➤
D3
➤ ➤
EX
EX
EX ➤
EX
EX 15b 16
➤
9d 10
31a
33a
➤
➤
AFL EX
➤
➤
➤
EX ➤
➤
EX ➤
2ND CL 25e
25d ➤ ➤
24m 25
25a
2ND CL
24g
ACCUM
➤ ➤
35a
➤ 31b
33c
37a
9c
9b
➤ 9a
➤
AFL ➤ ➤
EX
➤
➤
2ND CL
2ND 2ND 2ND CL OVERRUN CL FD
ORIFICED ACCUM ➤
➤
26a
9p EX
➤
D3 ➤
9e
➤ ➤ ➤
LINE
D3
➤
➤
26b
➤31c
34f ➤
34e
34d ➤
29e
34c
D3
➤
3-4 CL
4TH SIGNAL ➤
3-4 SIGNAL
➤
2ND CLUTCH ➤
BOOST VALVE
25f
3RD ACCUMULATOR OVERRUN
➤
REVERSE INPUT PRESS REG
➤
➤
CONV FD LINE
➤
24h
➤ 2ND
➤
➤
➤
➤
OVERRUN CLUTCH REGULATED APPLY
➤ ➤
36a
➤
➤
2ND CL
4TH
➤
➤ DECREASE ➤
➤
RELEASE
➤
TORQUE SIGNAL
35e
24k ➤ 25 ➤
OVERRUN CLUTCH
➤
CASE (8)
➤ ➤
APPLY OVERRUN CLUTCH FORWARD CLUTCH FEED
➤
➤
36
25b
RELEASE
4TH
➤
➤
35c
➤
LUBE
➤
➤
➤
APPLY
➤
➤
35d ➤
➤
36
➤
➤
➤
➤
39
➤
➤
35b
➤
➤
3-4 CLUTCH
➤
➤
➤
OVERRUN
➤
➤
3RD ACCUM
➤
➤
➤
➤
➤
➤
2ND CLUTCH
➤
➤
➤
➤
➤
REVERSE INPUT
➤
➤
➤
EX
➤
➤
➤
➤
➤
SUCTION
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
SUCTION
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
CONV FD
➤
➤
➤
➤
➤ ➤
➤
➤ ➤
➤ ➤
➤
CONVERTER CLUTCH VALVE
➤
➤
➤
➤
➤
➤
➤
➤ ➤
➤ ➤
➤
➤ ➤
➤
➤
➤
➤
LUBE
➤
➤
➤
COOLER
➤ ➤
➤
➤
➤
12e
PR D2 D3
D3
➤
PR ➤
➤
➤
➤
➤ ➤ ➤
➤
REGULATED APPLY
➤
➤
➤
➤
➤ ➤
➤ ➤
➤
➤
➤ ➤
➤
➤
➤ ➤
➤
CASE (8)
➤
➤ ➤
➤
➤ ➤
➤
➤
➤
➤
➤
➤
➤
➤
38b ➤
➤
➤ ➤
FORWARD CLUTCH ACCUMULATOR
➤
➤
➤
➤
D2
38c
EX
➤
➤
➤
➤
➤
➤
2ND ➤
➤
➤
➤
➤
➤
14b
➤
➤
FORWARD CLUTCH FEED
➤
➤ 14a
➤
38a
TEMP SENSOR LO ➤
D4-N.O.
➤
➤
LO/REVERSE
42b 23 14c
➤
➤
➤
➤
➤
➤
➤
➤
D4 D2
➤
➤
➤
➤ ➤
➤
D3-N.C.
D2-N.C.
➤
➤
➤
➤
REV-N.O.
➤
➤
44 ➤ 26
➤
➤
➤
➤
➤43c
➤
➤
➤
➤
➤
➤
24a 44a
➤
27
LO/1ST
➤
LO-N.O.
➤ ➤
➤
FWD CL FD
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
24c 24b➤
➤
➤
➤
➤
D4
➤ ➤
➤
24d➤
➤
➤ ➤
TFP SWITCH ASSEMBLY
➤
2ND CLUTCH ➤ REVERSE INPUT
22 10c 25 24e
➤
ORIFICED EX ➤ EX ➤
➤
➤
#12
22
➤
17d ➤
LO OVERRUN ➤
➤
➤
➤
17
➤
42a
➤
➤
➤
➤
➤ ➤
➤
16
➤
➤
➤
➤
28
➤ 2ND ➤ 24f
➤
➤
➤
➤ ➤
➤
➤
➤
➤
➤
9k
13b
1-2 SHIFT SOLENOID VALVE N.O.
➤
REVERSE INPUT
➤
➤
10 10a
➤
ON
➤
➤
#3
➤
1-2 SIGNAL
2ND
➤
➤
➤
➤ ➤
➤
➤
#8
9g
FILTER (49)
➤
➤
➤
➤
➤
➤ ➤
➤
➤
29 23 10b
➤
➤
➤
➤
➤
➤
13a
➤
➤
➤
➤
➤
➤ ➤
REVERSE
➤
20b 38d ➤
➤
ACTUATOR FEED LIMIT
➤
➤
30
➤ ➤
➤
➤
➤
17e
ON
➤
➤
33b 20a
➤
➤
➤
2-3 SHIFT SOLENOID VALVE N.O.
➤
➤
➤
➤
9m ➤ 9h
➤ ➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
EX➤
➤
➤
➤
➤
➤
1-2 SHIFT VALVE
D4-3-2
➤
➤
ACTUATOR FEED LIMIT 2-3 SIGNAL
➤
LO/1ST ➤
➤25g
AFL ➤
➤
➤
➤
➤
➤
➤
1-2 SIGNAL
EX ➤
➤
➤
➤
➤
➤
➤
2-3 SHUTTLE
➤ ORIFICED
➤
➤
➤ D4 ➤ ➤ 2ND ➤ ➤ ACCUMULATOR ➤ D2
MANUAL➤VALVE
➤ ➤
➤
D4-3-2
➤
CLUTCH ➤
➤
➤
➤
➤ 2ND
VALVE BODY (60) 3-4 ACCUMULATOR ➤
➤
PR
➤
➤
➤
➤ ➤
➤
ORIFICED D2
➤
➤
18
1-2 ACCUMULATOR
➤ ➤
➤
#1
➤
➤
ACCUMULATOR
3-4 SIGNAL
➤
➤
REVERSE REVERSE INPUT
➤
➤
3-4 ACCUM ➤
➤
➤
R N D 3 2 1
➤
➤ ➤
➤
➤
P
➤
20
19
➤
➤
➤
➤ ➤
➤
➤
➤
➤
➤
➤
➤ ➤
➤
#6
➤
➤
➤
➤
➤
➤
➤ ➤
➤
➤
➤
➤
3RD ACCUM
➤
EX
PR LO/REVERSE
1-2 ACCUMULATOR COVER (57)
FORWARD ABUSE
3RD ACCUMULATOR ACTUATOR FEED LIMIT
AFL
D3
➤
➤
Figure 93
➤
➤ ➤
➤
➤
➤
OVERRUN
96
➤
3-2 CONTROL
➤➤
31
#10
3-4 ACCUMULATOR
➤
D4
➤ ➤
➤
➤
➤
OFF
➤
#5
➤
3-2 CONTROL SOLENOID VALVE N.C.
➤
REVERSE
18c
➤
➤
➤ ➤
➤
➤
➤
➤
➤
3-4 CLUTCH
➤
➤
➤
➤
LINE
➤
3a
➤
BOTTOM PAN (SUMP) (75)
➤
➤
➤
REVERSE INPUT
FILTER (72)
2ND CLUTCH
REV ABUSE
3-4 CLUTCH
➤
➤
➤
➤
FORWARD CLUTCH FEED
➤
SUCTION CONVERTER & LUBE MAINLINE SOLENOID SIGNAL ACCUMULATOR ACTUATOR FEED LIMIT TORQUE SIGNAL
➤
➤
➤
➤
➤
3b
➤
4TH SIGNAL 3-4 SIGNAL 1-2 SIGNAL 2ND 3-2 DOWNSHIFT
➤
➤
➤
➤ 3c
15a ➤
D3
➤
➤
➤
12 29g 28
➤
➤
4TH
➤
➤
➤
➤
#2
28a
FLUID PRESSURES
➤
➤
➤
16a
PRESSURE CONTROL SOLENOID VALVE
2-3 SHIFT VALVE
1-2 SIGNAL
3-4 SHIFT VALVE
➤
15d
➤
4-3 SEQUENCE VALVE
EX OVERRUN CLUTCH FEED ➤
➤
9n
3-4 ACCUM FILTERED AFL
ACCUM VALVE
3-4 SIGNAL
➤
9o
28
CC SIGNAL 3-4 ACCUM OVERRUN CL SERVO FD
3-4 RELAY
➤
29a
FILTER (50)
➤
3-2 SIGNAL
29c
29f
➤
➤
ISOLATOR VALVE
SERVO FEED 2ND 4TH SIGNAL
40 14
➤
➤
REG APPLY REG APPLY LINE
➤
#4 3-4 CL
29d
LINE
➤
➤ ➤
➤
13 27c 29
➤
➤
➤
➤
29
AFL
➤
ACTUATOR FEED LIMIT
REGULATED APPLY
➤
➤
➤
OVERRUN CLUTCH
REGULATED APPLY
➤
1-2 SIGNAL
27b
REV INPUT
➤
TCC PWM SOLENOID VALVE N.C.
➤
29b
LINE
➤
➤
30a 27d 22a
32
➤
➤
4TH
➤
➤
➤
➤
➤
22b
➤
➤
➤
32a
➤
➤
TORQUE SIG
EX ➤
TCC SOLENOID (66) N.O.
ORF EX
44
43a
➤
OFF LINE PRESSURE TAP (39)
5
43b
27a
EX ➤
➤
➤
➤
➤
➤
➤
EX (237)
➤
➤
➤
➤
PUMP ASSEMBLY (4)
30b
➤
4
➤
11c
➤
EX
➤
➤
➤
➤
➤
EX
➤
➤
➤
➤
➤
➤
➤
2ND CLUTCH
➤
➤
➤
D3 LINE
➤
6
➤
➤
➤
➤
EX
48b ➤ 11b 10
➤
➤
(237)
8
➤
TORQUE SIGNAL SERVO FEED ➤
➤
ACTUATOR FEED LIMIT
➤
➤
➤
➤
➤
➤
(238)
LINE
➤
➤
➤
PRESSURE RELIEF VALVE
➤
OIL COOLER PIPE CONNECTOR (10)
➤
➤
AFL 9
7
➤
48a
FILTER (232)
1
➤
➤
➤
➤
2
➤
➤
➤
➤
3-4 CLUTCH OVERRUN CLUTCH ➤ SERVO FEED ➤ CC SIGNAL
➤
➤
➤
➤
➤
COOLER
➤
2ND CLUTCH
➤
➤
➤
➤
➤
➤
➤
➤
➤
EX
➤
➤
➤
➤
➤
AIR BLEED (240)
EX
➤
FORWARD CLUTCH FEED
➤
➤
REAR LUBE 24 ➤
➤
➤
➤
➤
LUBE
➤
➤
➤
➤
➤
➤
➤
➤
OVERRUN CLUTCH
OVERRUN ➤
➤
EX
➤
➤
➤
➤
➤
➤
➤
➤
➤
LUBE
➤
➤
REV INPUT ➤
➤
➤
➤
➤
COOLER
➤
➤
EX
➤
➤
➤ ➤
➤
OVERRUN CLUTCH
➤
#9
➤ ➤
➤ ➤
➤
➤
➤
➤
➤
#7
➤
EX
LUBE
➤
3RD ACCUM
➤
11
➤
EX
MANUAL FIRST – FIRST GEAR (from Manual Second – Second Gear) 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.
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
1-2 SHIFT SOLENOID VALVE
2-3 SHIFT SOLENOID VALVE
ON
ON
2-4 BAND
REVERSE INPUT CLUTCH
OVERRUN CLUTCH
FORWARD CLUTCH
FORWARD SPRAG CL. ASSEMBLY
APPLIED
APPLIED
HOLDING
3-4 CLUTCH
LO-ROLLER CLUTCH
LO/REV CLUTCH
HOLDING
APPLIED
96A
MANUAL FIRST – FIRST GEAR (from Manual Second – Second Gear) PASSAGES 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48
SUCTION DECREASE LINE CONVERTER FEED RELEASE APPLY COOLER LUBE ACTUATOR FEED LIMIT FILTERED ACTUATOR FEED TORQUE SIGNAL PR D4-3-2 LO/REVERSE REVERSE REVERSE INPUT D4 FORWARD CLUTCH FEED REAR LUBE ACCUMULATOR ORIFICED ACCUMULATOR 1-2 SIGNAL 2-3 SIGNAL 2ND 2ND CLUTCH C. C. SIGNAL 3-4 SIGNAL 3RD ACCUMULATOR 3-4 CLUTCH 4TH SIGNAL SERVO FEED 4TH 3-4 ACCUMULATOR D3 OVERRUN OVERRUN CLUTCH FEED OVERRUN CLUTCH D2 ORIFICED D2 3-2 SIGNAL LO LO/1ST EXHAUST ORIFICED EXHAUST VENT SEAL DRAIN VOID REGULATED APPLY
COMPONENTS ( (8) (10) (11) (38) (39) (40) (49) (50) (61) (91) (232) (237) (238) (240)
96B
)
REAR LUBE (ORIFICED CUP PLUG/REAR CASE) OIL COOLER PIPE CONNECTOR CASE SERVO ORIFICED PLUG ACCUMULATOR BLEED PLUG LINE PRESSURE TAP 3RD ACCUM. RETAINER AND BALL ASSEMBLY (#7) SHIFT SOLENOIDS SCREEN PRESSURE CONTROL SOLENOID SCREEN CHECKBALLS (#1, 2, 3, 4, 5, 6, 8, 12) CHECKBALL (#10) OIL PUMP COVER SCREEN CHECK VALVE RETAINER AND BALL ASSEMBLY CONVERTER CLUTCH SIGNAL ORIFICED CUP PLUG ORIFICED CUP PLUG
MANUAL FIRST – FIRST GEAR
(from Manual Second – Second Gear) 2
V 13
➤
➤
➤
➤
48 48
46
(237)
➤
9 22
24 34
27 30
27
47 10 47
24
36
33
9
35
➤
28
48
32
31b
35d/36 20
33a
28
9 20
26b
9 ➤
9p
11
11
47
#1
32 ➤ 9e
47
25
3
#6
11
37
47
17 17
20
43 43
#8
24 47 25
30
20 31
33
31
11 30 27
22
24
13
24 34 15
3
9
41
13
43
17 12
(50)
15
#3
12
3
34 41
➤
SPACER PLATE (48) (Case/Control Valve Body) 38
12
2-4 SERVO BORE
47
29 29
16 47
44
18
41
9 9
27
➤
30
31
36
33
43 33
37
48
36
17
26
26 26
48
11
9 25 9
24
10 23 9
35/39
10 47
33
- EXHAUST FLUID NOT SHOWN
20 17
20 17 9
25 9
25
11
11
3
25 20 21
21
21
3 9 25
9
33
32
36
26
26
21
25
24 38
24 35
28
9
20
13
9
9
25
25 ➤
CASE (103) (2-4 Servo Bore)
24
37
48
25
9
3
43
33 44
20
11
3
31
43 25
25 9
27
34
INDICATES BOLT HOLES
- NON-FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO SIMPLIFY TRACING FLUID FLOW.
14
24
31
31 20
9 22 22
35 24
42
43
41
14 12
34
29
24
9
12
17 42 44
24
34 13
24
35 20
18
34 25
9
32
28
39
9
NOTE:
14
17
17 38 41
9
22
10
39
18 15
27
30
10
24
24
31
31
33 43
48
24 24
13
#12
41
18
17 12
29
11
10 30
27
24
24
24
29
29
14
12
16
15
9 24
34 35 34
25 25
25
25
22
27
30
25
43
38 34
34 43
12 22
13
3 38
29
9
42 44
41
38
28
15 40
42 44
18 34
14
12
17
17
38
15
11
(11)
14
18
12
41
29
17
29
15
29
11
16
12
41
18
18
34
29
29
34
12
38
47
9
34
47
41 38
FORWARD CLUTCH ACCUMULATOR BORE
CONTROL VALVE BODY (60) (Case Side)
38
41
3
29
16
32
14
47
CASE (103) (Control Valve Body Side)
#7/(40)
42
➤
17
#2
19
28
14 12
(38)
43
47
18
38
9b
22
17
42 34
9d/10
9
43
18 3
40
21a
24
42
43 28 29 29 16
47
47
17
24 34
15
29 47
23
38
9
25
20c
#4
27
31
35
24 47
10
24
47
9
35
33 32
17
34
29
#5
47
28 36
20e/21 20d/21
3b
47
26
47
3 48
47
18 25g
25e
9a
44
26
11
11
48
47
11a
25d
9
47
(49)
9f
9c
11b
25
47
35b 35c/39 35e/36 31 20a 20b 17g 30
32a
3c
➤
21
47
33b
➤
17f
43
3 25
10b/23
9g
25f
26a
25
3 47
28a
48a
8
24c
38e/39
16 3
47 9
9
47
➤
9
26 26
33
25
36a 37a
48b
➤
28 32
24f 24e ➤ 31a
9k/10
43b/44
25b
TO LOW AND REVERSE CLUTCH
33
➤
17
36
9
➤
33
37
9
47
34e
➤
37
#7 (40)
24m/25 24g 16 ➤ 24k/25 24h 7 5 31c 33c 43a ➤
31 33
43
9
34f 25a
39
37 ➤
6
47
47
48
14
24
25
47
30b
➤
13
35
34
#10
➤
34
12
22 13
22
47
14
11
18
24
12
9
19
11 29
25
38c
29g/28
➤
18
9o
➤
18
10
47
47
41a
➤
47
44
41
9
9
15c/16
➤
29
➤
17
42
47
34a
➤
➤ 18
29
17
38
➤
12
29 15
11
12
9
➤
16
47
41b 12b
29b
9
38a
3a
17a/18 14c 34b 17e 18a 22 ➤ 16a 12d 14a 17 17b/18 17d 29a 23 14 18b 12c 42a 27 ➤ 29c 15a 44a 26 42b 29d 38d 17c 12e 9h 41c 15d 9m 41d 43c/44 29e 9n 14b 22a 13 18c 11c 24b 24a 10c/22 34d 13b 10 ➤ 27c/29 ➤ 25 27b/29 21 34c 27d 30a 27a 24d 35a 13a 10a 22b
REAR LUBE
14
➤
29
17
37
CASE (103) (Pump Cover Side)
➤
16 9
11 ➤
18
48
➤
16
29f/28
15b/16
34
38
16
➤
29
3
34
➤
3➤
38b 12a
12
41
3
3
29 11 18
PUMP COVER (215) (Case Side)
38 41
37
1
16
PUMP COVER (215) (Pump Body Side)
38
12
47
3
37
3
➤
16
➤
47 29
16
18 11 29
37
➤
47
➤
3
➤
➤
➤ 3
➤
➤
(237)
1
PUMP BODY (200) (Pump Cover Side)
7
(10)
➤
16
➤
➤
(237)
29
16
43
11
37
37
➤
➤
➤
(237)
43
43
7
16
46
37
(39)
7
5 37 ➤ 29 18
➤
11
47
4
47
37
➤
46
43
➤
3
➤
3
3
4
4
(238)
4
3
43
➤
16
1
8
43
8
➤
48
48
16
5 8 ➤37 29 18
➤
➤
8
➤
1
43
2
➤
6
7
7
43
3
5
5
2 3
➤
4
3 4
43
➤
3
➤
45
8
➤
4
1
3
➤
43
43
(10)
43
➤
2
2
4
47
(232)
➤
8
8
2
(232)
➤
3
(240)
2 47
4
4
45
(240)
3
45
45 47
2
2
(240)
➤
➤ ➤
PRESSURE RELIEF VALVE BORE
9
10
25 20
GASKET (47) (Case/Spacer Plate)
Figure 94
GASKET (52) (Spacer Plate/Control Valve Body)
FOLDOUT ➤ 97
1-2 ACCUMULATOR COVER (57)
LUBRICATION POINTS COOLER AND LUBRICATION CIRCUITS
LUBE FROM COOLER
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.
REAR LUBE FLUID
ORIFICED CUP PLUG D4 FLUID
98
Figure 95
Bushing and Bearing Locations
242
603
606
234
601
7
615
616
637
241
657 659
663
669
665
672
674
667
7
683
692
33
CASE BUSHING
657
INPUT SUN GEAR BUSHING (FRONT)
CASE EXTENSION BUSHING
659
INPUT SUN GEAR BUSHING (REAR)
234
STATOR SHAFT BUSHING (FRONT)
663
THRUST BEARING ASSEMBLY (INPUT CARRIER TO REACTION SHAFT)
241
STATOR SHAFT BUSHING (REAR)
665
REACTION CARRIER SHAFT BUSHING (FRONT)
242
OIL PUMP BODY BUSHING
667
REACTION CARRIER SHAFT BUSHING (REAR)
601
THRUST WASHER (PUMP TO DRUM)
669
THRUST WASHER (REACTION SHAFT/SHELL)
603
REVERSE INPUT CLUTCH BUSHING (FRONT)
672
REACTION GEAR BUSHING
606
REVERSE INPUT CLUTCH BUSHING (REAR)
674
THRUST WASHER (RACE/REACTION SHELL)
615
STATOR SHAFT/ SELECTIVE WASHER BEARING ASSEMBLY
683
THRUST BEARING ASSEMBLY (REACTION CARRIER/ SUPPORT)
616
THRUST WASHER (SELECTIVE)
692
REACTION GEAR SUPPORT TO CASE BEARING
637
INPUT SUN GEAR BEARING ASSEMBLY
33
WH13165-4L60-E
Figure 96
99
Seal Locations 696B
608B 608A
622
30
696A
630
696C
3
26 21 27
19
18
106
37
618
619 243
636
230
691
34
632
623
5
3
PUMP TO CASE BOLT O-RING
608A
REVERSE INPUT CLUTCH SEAL (INNER)
5
OIL SEAL (PUMP TO CASE)
608B
REVERSE INPUT CLUTCH SEAL (OUTER)
18
OIL SEAL RING (2ND APPLY PISTON - OUTER)
618
O-RING SEAL (TURBINE SHAFT/ SELECTIVE WASHER)
19
OIL SEAL RING (2ND APPLY PISTON - INNER)
619
OIL SEAL RING (SOLID)
21
O-RING SEAL
622
INPUT TO FORWARD HOUSING O-RING SEAL
26
OIL SEAL RING (4TH APPLY PISTON - OUTER)
623
3RD AND 4TH CLUTCH PISTON
27
O-RING SEAL (2-4 SERVO COVER)
630
FORWARD CLUTCH PISTON
30
CASE EXTENSION TO CASE SEAL
632
OVERRUN CLUTCH PISTON
34
CASE EXTENSION OIL SEAL ASSEMBLY
636
INPUT HOUSING TO OUTPUT SHAFT SEAL
37
O-RING SEAL (ITSS TO CASE EXTENSION)
691
OUTPUT SHAFT SEAL (MODEL DEPENDENT)
106
CASE OIL SEAL ASSEMBLY (Y CAR ONLY)
696A
LOW AND REVERSE CLUTCH SEAL (OUTER)
230
OIL SEAL RING (STATOR SHAFT)
696B
LOW AND REVERSE CLUTCH SEAL (CENTER)
243
OIL SEAL ASSEMBLY
696C
LOW AND REVERSE CLUTCH SEAL (INNER) WH338497-4L60-E
100
Figure 97
ILLUSTRATED PARTS LIST
101
Case and Associated Parts (1 of 2) 29 28 27 26
34 25
19
24 23
18
22
17
21
16
34
33
SOME MODELS 35 20 36
SOME 105 MODELS
37
13 15
31
32
12 14
95
96
103 SOME MODELS
30
9 11
4
10
99 7
6 5 71
3
2
74 73
72
102 75 1
76 107
94 102
97
103
73
100
106
76 101 75
98
SOME MODELS
YH586909-4L60-E
102
Figure 98
Case and Associated Parts (1 of 2) Legend 1
TORQUE CONVERTER ASSEMBLY (MODEL DEPENDENT)
2
PUMP TO CASE BOLT
3
PUMP TO CASE BOLT O-RING
4
OIL PUMP ASSEMBLY
5
31
CASE EXTENSION (MODEL DEPENDENT)
32
CASE EXTENSION TO CASE BOLT
33
CASE EXTENSION BUSHING
34
CASE EXTENSION OIL SEAL ASSEMBLY (MODEL DEPENDENT)
OIL SEAL (PUMP TO CASE)
35
SPEED SENSOR RETAINING BOLT
6
PUMP COVER TO CASE GASKET
36
INTERNAL TRANSMISSION SPEED SENSOR
7
CASE BUSHING
37
O-RING SEAL (ITSS TO CASE EXTENSION)
9
TRANSMISSION VENT ASSEMBLY
71
FILTER SEAL
10
OIL COOLER PIPE CONNECTOR (MODEL DEPENDENT)
72
TRANSMISSION OIL FILTER ASSEMBLY (MODEL DEPENDENT)
11
CASE SERVO PLUG
73
TRANSMISSION OIL PAN GASKET
12
SERVO RETURN SPRING
74
CHIP COLLECTOR MAGNET
13
2ND APPLY PISTON PIN
75
TRANSMISSION OIL PAN (MODEL DEPENDENT)
14
RETAINER RING (2ND APPLY PISTON)
76
TRANSMISSION OIL PAN SCREW
15
SERVO CUSHION SPRING RETAINER
94
CONVERTER HOUSING TO CASE BOLT
16
SERVO CUSHION SPRING (OUTER)
95
OIL COOLER QUICK CONNECTOR (MODEL DEPENDENT)
17
2ND APPLY PISTON 96
18
OIL SEAL RING (2ND APPLY PISTON - OUTER)
OIL COOLER QUICK CONNECT CLIP (MODEL DEPENDENT)
19
OIL SEAL RING (2ND APPLY PISTON - INNER)
97
CONVERTER HOUSING ACCESS HOLE PLUG (MODEL DEPENDENT)
20
SERVO PISTON HOUSING (INNER)
98
CONVERTER BOLT INSPECTION PLATE (MODEL DEPENDENT)
21
O-RING SEAL
99
CUP D4 ORIFICE PLUG
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
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)
103
Case and Associated Parts (2 of 2) 103
38 40
39
42 41
43 44 45 46 91
47 49 50
48 52 56 55 54
61 60
104
93
57 63
65 62
64
67
66
58 59
53
69 L
77
43 44 45 46 47 48 49 50 52 53 54 55 56 57
D2
41 42
R
38 39 40
70
D3
68
TRANSMISSION CASE PLUG (ACCUMULATOR BLEED) PRESSURE PLUG 3RD ACCUMULATOR RETAINER AND BALL ASSEMBLY (#7) BAND ANCHOR PIN RETAINER AND BALL ASSEMBLY (DOUBLE ORIFICE) (#10) ACCUMULATOR PISTON PIN 3-4 ACCUMULATOR PISTON OIL SEAL RING (3-4 ACCUMULATOR PISTON) 3-4 ACCUMULATOR SPRING (MODEL DEPENDENT) SPACER PLATE TO CASE GASKET VALVE BODY SPACER PLATE SHIFT SOLENOIDS SCREEN PRESSURE CONTROL SOLENOID SCREEN SPACER PLATE TO VALVE BODY GASKET SPACER PLATE SUPPORT PLATE 1-2 ACCUMULATOR SPRING (OUTER) OIL SEAL RING (1-2 ACCUMULATOR) 1-2 ACCUMULATOR PISTON 1-2 ACCUMULATOR COVER AND PIN ASSEMBLY
58 59 60 61 62 63 64 65 66 67 68 69 70 77 91 93 103 104
ACCUMULATOR COVER BOLT ACCUMULATOR COVER BOLT CONTROL VALVE BODY ASSEMBLY CHECKBALL (#2, 3, 4, 5, 6, 8, 12) VALVE BODY BOLT MANUAL DETENT SPRING ASSEMBLY MANUAL DETENT SPRING BOLT WIRING HARNESS PASS-THRU CONNECTOR O-RING SEAL WIRING HARNESS SOLENOID ASSEMBLY O-RING SEAL (SOLENOID) HEX WASHER HEAD BOLT (SOLENOID) TRANSMISSON FLUID PRESSURE MANUAL VALVE POSITION SWITCH ASSEMBLY PRESSURE SWITCH ASSEMBLY BOLT SPACER PLATE SUPPORT BOLT NUMBER 1 CHECKBALL DIPSTICK STOP BRACKET (MODEL DEPENDENT) MAIN CASE SECTION (MODEL DEPENDENT) 1-2 ACCUMULATOR SPRING (INNER) YH283778-4L60-E
104
Figure 99
Oil Pump Assembly 241
227
230 233
229
236
228 231 232 236 236
240 236
236 238
215 237 237
214 236 216
205 204
226
208
234 235
207
210
225
206
212 217
203
209 202 201
213 200 224
218
219
211 223 210
222
242
220 243 221
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)
208 209 211
ROTOR GUIDE OIL PUMP ROTOR 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
220 221
223
PUMP SLIDE SEAL PUMP VANE RING
213
222
PUMP SLIDE SEAL SUPPORT
210 212
244
REVERSE BOOST VALVE SLEEVE OIL PUMP REVERSE BOOST VALVE RETAINING RING
OIL PUMP CONVERTER CLUTCH VALVE RETAINING RING 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
Figure 100
XH405105-4L60-E
105
Control Valve Body Assembly (1 of 2)
350 353 354 355 357
356 360
358 365
359 361
370
368
362
366
363 367A
371 369
372
364
374
395
367B
375
360 376 395 395
377 378 364
350
CONTROL VALVE BODY
366
1-2 SHIFT VALVE
353
FORWARD ACCUMULATOR OIL SEAL
367A
1-2 SHIFT SOLENOID VALVE
354
FORWARD ACCUMULATOR PISTON
367B
2-3 SHIFT SOLENOID VALVE
355
FORWARD ACCUMULATOR PIN
368
2-3 SHIFT VALVE
356
FORWARD ACCUMULATOR SPRING
369
2-3 SHUTTLE VALVE
357
FORWARD ABUSE VALVE
370
1-2 ACCUMULATOR VALVE SPRING
358
FORWARD ABUSE VALVE SPRING
371
1-2 ACCUMULATOR VALVE
359
BORE PLUG
372
1-2 ACCUMULATOR VALVE SLEEVE
360
COILED SPRING PIN
374
ACTUATOR FEED LIMIT VALVE
361
LOW OVERRUN VALVE
375
ACTUATOR FEED LIMIT VALVE SPRING
362
LOW OVERRUN VALVE SPRING
376
BORE PLUG
363
FORWARD ACCUMULATOR COVER
377
PRESSURE CONTROL SOLENOID VALVE
364
FORWARD ACCUMULATOR COVER BOLT
378
PRESSURE CONTROL SOLENOID RETAINER
365
1-2 SHIFT VALVE SPRING
395
BORE PLUG AND SOLENOID RETAINER
XH405111-4L60-E
106
Figure 101
Control Valve Body Assembly (2 of 2)
396 350
395
398 397 380
395
398
397 381 395 SOME MODELS 381 395
380
382 383 385
384
381
395
386
381 395
360
387 388
392
389
391 359
390
340
381 394 395
340
MANUAL VALVE
387
REVERSE ABUSE VALVE
350
CONTROL VALVE BODY
388
REVERSE ABUSE VALVE SPRING
359
BORE PLUG
389
3-2 DOWNSHIFT VALVE
360
COILED SPRING PIN
390
3-2 DOWNSHIFT VALVE SPRING
380
REGULATOR APPLY VALVE (MODEL DEPENDENT)
391
3-2 CONTROL VALVE
381
BORE PLUG
392
3-2 CONTROL VALVE SPRING
382
4-3 SEQUENCE VALVE SPRING
394
3-2 CONTROL SOLENOID VALVE
383
4-3 SEQUENCE VALVE
395
BORE PLUG AND SOLENOID RETAINER
384
3-4 RELAY VALVE
396
TCC PWM SOLENOID VALVE
385
3-4 SHIFT VALVE
397
REGULATOR APPLY SPRING (MODEL DEPENDENT)
386
3-4 SHIFT VALVE SPRING
398
ISOLATOR VALVE (MODEL DEPENDENT)
XH405114-4L60-E
Figure 102
107
Internal Components (1 of 2) 602
601 603
606 608B 608A 607
605
698
621
600 622
623
609
610
625
611
626
612A
627 628
612B
630
613 614
633 632
634
615 616
635
617 618
688 620
619 645A
645B 636
638 639 637
650
651
653
642
643
644
643
653
652
646 640
657
654A
654B
655
654A
654B
655
648
649A
649B
659
656
SOME MODELS
YH213098-4L60-E
108
Figure 103
Internal Components (1 of 2) Legend 600
3-4 CLUTCH BOOST SPRING ASSEMBLY (5)
632
OVERRUN CLUTCH PISTON
601
THRUST WASHER (PUMP TO DRUM)
633
OVERRUN CLUTCH BALL
602
2-4 BAND ASSEMBLY
634
OVERRUN CLUTCH SPRING ASSEMBLY
603
REVERSE INPUT CLUTCH BUSHING (FRONT)
635
OVERRUN CLUTCH SPRING RETAINER SNAP RING
605
REVERSE INPUT CLUTCH HOUSING AND DRUM ASSEMBLY
636
INPUT HOUSING TO OUTPUT SHAFT SEAL
606
REVERSE INPUT CLUTCH BUSHING (REAR)
637
INPUT SUN GEAR BEARING ASSEMBLY
607
REVERSE INPUT CLUTCH PISTON ASSEMBLY
638
OVERRUN CLUTCH HUB RETAINING SNAP RING
639
OVERRUN CLUTCH HUB
640
FORWARD SPRAG CLUTCH INNER RACE AND INPUT SUN GEAR ASSEMBLY
608A
REVERSE INPUT CLUTCH SEAL (INNER)
608B
REVERSE INPUT CLUTCH SEAL (OUTER)
609
REVERSE INPUT CLUTCH SPRING ASSEMBLY
642
FORWARD SPRAG ASSEMBLY
610
REVERSE INPUT CLUTCH SPRING RETAINER RING
643
SPRAG ASSEMBLY RETAINER RING
611
REVERSE INPUT CLUTCH PLATE (BELLEVILLE)
644
FORWARD CLUTCH RACE (OUTER)
645A
OVERRUN CLUTCH PLATE (STEEL)
645B
OVERRUN CLUTCH PLATE ASSEMBLY (FIBER)
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
646
FORWARD CLUTCH PLATE (APPLY)
648
FORWARD CLUTCH PLATE (WAVED)
649A
FORWARD CLUTCH PLATE (STEEL)
649B
FORWARD CLUTCH PLATE ASSEMBLY (FIBER)
616
THRUST WASHER (SELECTIVE)
650
FORWARD CLUTCH BACKING PLATE (SELECTIVE)
617
CHECK VALVE RETAINER AND BALL ASSEMBLY
651
FORWARD CLUTCH BACKING PLATE RETAINER RING
618
O-RING SEAL (TURBINE SHAFT/ SELECTIVE WASHER) (MODEL DEPENDENT)
652
3RD AND 4TH CLUTCH PLATE (STEEL) (2.2L ENGINE ONLY)
619
OIL SEAL RING (SOLID)
653
3RD AND 4TH CLUTCH APPLY PLATE (STEPPED)
620
RETAINER AND CHECKBALL ASSEMBLY
654A
621
INPUT HOUSING AND SHAFT ASSEMBLY (MODEL DEPENDENT)
654B
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 PLATE ASSEMBLY (FIBER) (QUANTITY MODEL DEPENDENT) 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
3RD AND 4TH CLUTCH SPRING ASSEMBLY
657
INPUT SUN GEAR FRONT BUSHING
627
FORWARD CLUTCH HOUSING RETAINER AND BALL ASSEMBLY
659
INPUT SUN GEAR REAR BUSHING
628
FORWARD CLUTCH HOUSING
688
CUP PLUG
630
FORWARD CLUTCH PISTON
698
ORIFICED CUP PLUG
109
Internal Components (2 of 2) 661
662
662D
663
664
662F
662C
666
665
667
662D 662B 662C 662A
662E
668
669
670
671 672
673
674
675
676
677
678
679
677
681
697
SOME MODELS
680 681A 681D 681E 681C
682C
690
682D
691 692 693 694
682B
695
682A
683
684
685
SOME MODELS
664 665 666 667 668 669 670 671 672 673 674 675 676 677
687
681B
681C
699
696A 696B 696C
678 679 680
661 662 662A 662B 662C 662D 662E 662F 663
686
681D
OUTPUT SHAFT TO INPUT CARRIER RETAINER INPUT CARRIER ASSEMBLY INPUT CARRIER PINION GEAR PIN INPUT CARRIER PINION GEAR INPUT CARRIER PINION WASHER INPUT CARRIER PINION WASHER INPUT CARRIER SPACER INPUT CARRIER PINION/GEAR BEARING ROLLER THRUST BEARING ASSEMBLY (INPUT CARRIER TO REACTION SHAFT) INPUT INTERNAL GEAR REACTION CARRIER SHAFT FRONT BUSHING REACTION CARRIER SHAFT REACTION CARRIER SHAFT REAR BUSHING REACTION SHAFT/INTERNAL GEAR RETAINER RING THRUST WASHER (REACTION SHAFT SHELL) REACTION SUN SHELL REACTION SUN GEAR RETAINER RING REACTION SUN BUSHING REACTION SUN GEAR THRUST WASHER (RACE/REACTION SHELL) LOW AND REVERSE ROLLER CLUTCH RACE LOW AND REVERSE SUPPORT TO CASE RETAINER RING LOW AND REVERSE ROLLER ASSEMBLY RETAINER RING (CAM)
681 681A 681B 681C 681D 681E 682A 682B 682C 682D 683 684 685 686 687 690 691 692 693 694 695 696A 696B 696C 697 699
LOW AND REVERSE ROLLER CLUTCH ASSEMBLY LOW AND REVERSE CLUTCH SUPPORT ASSEMBLY LOW AND REVERSE CLUTCH SUPPORT RETAINER SPRING REACTION CARRIER ASSEMBLY REACTION CARRIER PINION GEAR PIN REACTION CARRIER PINION GEAR REACTION CARRIER PINION BAT WINGED WASHER REACTION CARRIER PINION WASHER REACTION CARRIER PINION/GEAR NEEDLE ROLLER LOW AND REVERSE CLUTCH PLATE (WAVED) SPACER LOW AND REVERSE CLUTCH PLATE (SELECTIVE) LOW AND REVERSE CLUTCH PLATE ASSEMBLY (FIBER) LOW AND REVERSE CLUTCH TURBULATOR PLATE (STEEL) THRUST BEARING ASSEMBLY (REACTION CARRIER/ SUPPORT) INTERNAL REACTION GEAR INTERNAL REACTION GEAR SUPPORT REACTION GEAR/SUPPORT RETAINER RING OUTPUT SHAFT OUTPUT SHAFT SLEEVE (MODEL DEPENDENT) OUTPUT SHAFT SEAL (MODEL DEPENDENT) REACTION GEAR SUPPORT TO CASE BEARING LOW AND REVERSE CLUTCH RETAINER RING LOW AND REVERSE CLUTCH SPRING ASSEMBLY LOW AND REVERSE CLUTCH PISTON LOW AND REVERSE CLUTCH SEAL (OUTER) LOW AND REVERSE CLUTCH SEAL (CENTER) LOW AND REVERSE CLUTCH SEAL (INNER) OIL DEFLECTOR (HIGH OUTPUT MODELS ONLY) INTERNAL TRANSMISSION SPEED SENSOR ROTOR YH213103-4L60-E
110
Figure 104
Parking Pawl and Actuator Assembly 89 88 87
86
85
83
84 81
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
90
82
80 79 78
WH65111-4L60-E
Figure 105
111
BASIC SPECIFICATIONS
HYDRA-MATIC 4L60-E TRANSMISSION Produced at: Romulus, Michigan Toledo, Ohio U.S.A. Mexico
RPO M30 Vehicles used in: C/K Truck F
HYDRA-MATIC 4L60-E (FOUR-SPEED) Transmission Drive Rear Wheel Drive 4-Wheel Drive All Wheel Drive Transmission Type 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) Transmission Weight 245 mm Converter (Dry): 65.4 kg (144.30 lb) (Wet): 72.4 kg (159.55 lb)
112
DIVISION
MODEL
Chevrolet/GMC
Pickup/Suburban
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
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 Converter 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 make changes at any time without notice.
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 4L60-E HYDRA-MATIC
4
L
60
E
Number of Speeds: 3 4 5 V (CVT)
Type: T - Transverse L - Longitudinal M - Manual
Series: Based on Relative Torque Capacity
Major Features: E - Electronic Controls A - All Wheel Drive HD - Heavy Duty
113
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).
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)
Applied: An apply component that is holding another component to which it is splined or assembled with. Also referred to as “engaged”.
De-energize(d): To interrupt the electrical current that flows to an electronically controlled device making it electrically inoperable.
Apply Components: Hydraulically operated clutches, servos, bands, and mechanical one-way 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 Powertrain 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.
114
Control Valve Body: A machined metal casting that contains valve trains and other hydraulically controlled components that shift the transmission.
Direct Drive: A condition in a gear set where the input speed and input torque equals the output speed and torque. The gear 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 flows 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 when a lower gear ratio is manually selected by moving the gear selector lever. Exhaust: The release of fluid 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 even 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 effort that is exerted on an object (component).
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.
Freewheeling: A condition where power is lost through a driving or holding device (i.e. roller or sprag clutches).
Component: Any physical part of the transmission.
Friction Material: A heat and wear resistant fibrous material bonded to clutch plates and bands.
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: Revolutions of an input gear as compared to the revolutions of an output gear. It can also be expressed as the number of teeth on a gear as compared to the number of teeth on a gear that it is in mesh with.
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 Width Modulated (PWM): An electronic signal that continuously cycles the ON and OFF time of a device (such as a solenoid) while varying the amount of ON time.
Hydraulic Circuit: A fluid passage which often includes the mechanical components in that circuit designed to perform a specific function.
Race (Inner or Outer): A highly polished steel surface that contacts bearings or sprag or roller elements.
Input: A starting point for torque, revolutions or energy into another component of the transmission.
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.
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 clutch to freewheel 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.
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 regulate 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 percentages 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. 115
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
N - Neutral NC - Normally Closed N.m - Newton Meters NO - Normally Open
°C - Degrees Celsius
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
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
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ORF - Orificed ORUN - Overrun OSS - Output Speed Sensor
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 - Vehicle Speed Sensor 2WD - 2 Wheel Drive 4WD - 4 Wheel Drive
INDEX 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
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
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
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
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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
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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
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