4L60E

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

➤

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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

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LOW AND REVERSE CLUTCH ASSEMBLY

#9

➤

➤

APPLY

➤

➤

➤

COOLER

#10

➤

FORWARD SPRAG CL ASSEMBLY

➤

FORWARD CLUTCH

)

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(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


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

➤

➤


➤

➤

➤

➤

➤

➤

➤

➤

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


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


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


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)


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


➤

INPUT CLUTCH HOUSING ASSEMBLY

➤

REVERSE INPUT CLUTCH ASSEMBLY

2ND & 4TH SERVO

➤

➤ ➤


➤

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)


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





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


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


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

➤ ➤


CONV FD ➤


➤

➤

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


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

➤

➤


➤

➤

➤

➤

➤

REVERSE INPUT

#6

24d

24b

➤

➤

➤

REVERSE

#5

22 10c 25 24e

LO OVERRUN

➤

18c

17d

ON

D3

REVERSE INPUT

➤

42a


➤

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


OIL PUMP ASSEMBLY (4)

CASE ASSEMBLY (103) THREE DIMENSIONAL

THREE DIMENSIONAL

PUMP COVER

CASE SIDE

THREE DIMENSIONAL

➤


➤ ➤

➤

➤

LINE

28


ON

ACTUATOR FEED LIMIT

➤

➤

➤

D4-3-2

➤

REGULATED APPLY

P


15d

➤

LO/1ST

9n

29f

➤

➤

30

38d


1-2 SIGNAL

FORWARD ABUSE


AFL

➤ ➤

➤

17e

20b

➤

EX

➤

➤

9o

➤


1-2 SHIFT VALVE

3-2 CONTROL

➤➤

33b 20a

2-3 SHUTTLE

ORIFICED EX

➤ ➤

9m ➤ 9h

➤

OFF

29b



➤

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

➤


#4 3-4 CL

19

1-2 ACCUMULATOR

➤

2-3 SHIFT VALVE

1-2 SIGNAL

3-4 SHIFT VALVE

EX


D4

➤

➤

D3

29d

REV INPUT


➤

➤

16a

LINE

4-3 SEQUENCE VALVE

4TH ➤

13 27c 29

TORQUE SIG

➤

3-4 RELAY

EX OVERRUN CLUTCH FEED

29


31

ACCUM VALVE


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


➤

EX (237)

EX


EX

➤

➤

➤

43b

32a

➤

➤

➤

EX ➤

➤

PUMP ASSEMBLY (4)

5

27a ➤

➤

➤

(237)

EX

EX

4

➤

(238)

➤

REG APPLY LINE


30b

➤

➤

➤

11c 6

➤

➤

LINE

➤


➤

➤

➤

➤

COOLER

➤

10

➤

➤

REG APPLY

➤

11b

FILTER (232)

1

➤

➤

EX


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

➤


➤

➤

LUBE

➤

EX

➤

7

#10

2ND CLUTCH

2ND CLUTCH 3-4 CLUTCH OVERRUN CLUTCH SERVO FEED CC SIGNAL

24

➤

APPLY


GASKET (52)

REAR LUBE

➤

➤

➤

➤

COOLER

REV INPUT LUBE

➤

➤

SPACER PLATE (48)

➤

➤ EX

OVERRUN CLUTCH

➤

➤

➤

➤

➤

➤

➤ ➤

GASKET (47)

➤

#7

➤

#9

LUBE

➤

3RD ACCUM

➤

11


➤

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



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


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


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)


PARKING PAWL RETURN SPRING (80)

REACTION SUN SHELL (670)

REACTION SUN GEAR (673)

REACTION CARRIER SHAFT (666)


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


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


➤ ➤

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


➤

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)



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.


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.


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


➤

➤

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

➤

➤

➤

➤


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


➤

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


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 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


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.


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)


BOOST SPRING (600)


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


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


ROLLER CLUTCH RACE (675)

ROLLERS HELD ROLLER CLUTCH RACE (675)

LD HE ROLLER CLUTCH RELEASED

RAMP


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.


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 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)


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


(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


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.



REDUCTION - FOURTH GEAR

(684) DRIVEN

MAIN CASE (103)

(681) DRIVING


(673) HELD

OUTPUT SHAFT (687)

REACTION CARRIER ASSEMBLY (681) DRIVING


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)



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


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


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)


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)

➤

➤

➤


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

➤

➤

➤

➤


DECREASE

➤ DECREASE ➤

➤

FILTER (232)

1

➤

➤


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

➤


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)


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

➤


➤

➤

PRESS REG

EX

BOOST VALVE

CONV FD LINE ➤

➤

REVERSE INPUT

SUCTION ➤

CONV FD ➤

217

➤

➤

EX

➤


(237)

➤

PUMP ASSEMBLY (4)

➤

➤

➤

218 EX

219 EX (237) TORQUE SIG

REV INPUT

220


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


➤

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


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


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


AFL ACTUATOR FEED LIMIT

EX

2ND CLUTCH 3-4 CLUTCH 3-4 CLUTCH 3-2 SIGNAL

D2

3-4 SIGNAL

3-4 SHIFT VALVE


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


EX

D3

4-3 SEQUENCE VALVE


OVERRUN

3-4 RELAY

EX OVERRUN CLUTCH FEED 4TH

ACCUM VALVE


SERVO FEED 2ND

EX

LINE

EX

EX

REG APPLY

REG APPLY LINE CC SIGNAL SERVO FEED 2ND 4TH SIGNAL

EX

REGULATED APPLY


D3


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

➤

➤


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


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 <50 ohms, 0 volts) 0 = Open (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


➤

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


➤

➤

1-2 SIGNAL

D3

➤

EX

LO

3-4 SHIFT VALVE

LO/1ST 25

D4-3-2

EX

➤ D4

➤

➤

ORIFICED EX

➤

➤

EX

➤


➤

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

➤

➤

➤

➤ ➤


➤ ➤

REGULATED APPLY

➤ ➤ ➤

➤

➤

➤

➤

➤

➤

➤

APPLY

➤

RELEASE

➤

➤

➤

➤

➤

➤


➤

➤

➤

➤

➤

➤

➤

AFL ➤

➤

➤

➤

COOLER

9

➤

➤

➤

➤

➤

EX

CC SIGNAL

REGULATED APPLY ➤

➤

➤

➤

➤ ➤

➤

➤

➤

EX

APPLY RELEASE

➤


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


LOW AND REVERSE CLUTCH APPLIED


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


#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


➤

➤

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


➤

2-3 SHIFT VALVE EX

➤

AFL

OVERRUN 3-4 SHIFT VALVE

EX 4TH SIG 3-4 SIG

➤

1-2 SIGNAL

➤ ➤

D3

➤

➤


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


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


APPLY

REGULATED APPLY


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)

➤


➤

➤

FILTER

➤

EX

EX

D3

➤

EX

PR

REGULATED APPLY

PARKING PAWL RETURN SPRING (80) MANUAL SHAFT (84)

EX

➤

➤


➤


➤

➤

➤


R N D 3 2 1


MANUAL VALVE

➤

FILTER (232)

➤

PUMP ASSEMBLY


P

➤

➤

➤

PUMP ASSEMBLY (4)

2

LINE

➤

AIR BLEED

MAIN CASE (103)

➤


COOLER

EX EX

LINE PRESSURE TAP

➤

LINE

LO/REVERSE

➤

➤

➤

➤



➤

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


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


46A

3 TORQUE

1 PRESSURE

CONVERTER

REGULATION ➤

➤


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


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


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

➤

➤

➤


➤

➤ ➤

➤

➤

➤

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)

➤


➤

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)


LOW AND REVERSE CLUTCH APPLIED


1-2 SHIFT SOLENOID VALVE


ON

ON

2-4 BAND


OVERRUN CLUTCH

FORWARD CLUTCH


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.


INPUT HOUSING & SHAFT ASSEMBLY (621) TORQUE CONVERTER ASSEMBLY (1)

MAIN CASE (103)

PUMP ASSEMBLY (4)



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.



PARKING PAWL RETURN SPRING (80) MANUAL SHAFT (84)


48

PARKING BRAKE PAWL (81) ENGAGED PARKING LOCK ACTUATOR ASSEMBLY (85)

Figure 45

48A

PARK

PARK

(Engine Running) 1-2 SHIFT SOLENOID VALVE


ON

ON

2-4 BAND


OVERRUN CLUTCH

FORWARD CLUTCH


3-4 CLUTCH

LO-ROLLER CLUTCH

(Engine Running)


LO/REV CLUTCH


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


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


➤

2ND

D3

3-4 SHIFT VALVE

EX

EX ➤

EX

OVERRUN

EX 4TH SIG 3-4 SIG

➤

AFL

➤

➤

➤ ➤

D3

D4-3-2 ➤

➤

TORQUE SIG

➤

➤

➤


ACTUATOR FEED LIMIT

TORQUE SIGNAL

1-2 SIGNAL

➤

FILTER (50) ➤

➤

➤

➤

➤

➤

2ND

AFL

EX EX

LO

➤

➤

AFL

➤

➤

➤


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


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

➤


➤

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



ON

ON

2-4 BAND


OVERRUN CLUTCH

FORWARD CLUTCH


APPLIED

3-4 CLUTCH

LO-ROLLER CLUTCH


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


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


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)



50

Figure 47

50A

REVERSE 1-2 SHIFT SOLENOID VALVE


ON

ON

2-4 BAND


OVERRUN CLUTCH

FORWARD CLUTCH


REVERSE 3-4 CLUTCH

LO-ROLLER CLUTCH

APPLIED




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)


➤

EX

PR

➤

2 LOW AND REVERSE CLUTCH APPLIES 2a #3 Ball Check Valve:

REVERSE

D2 LO

D4 LO

D4-N.O.

➤


➤

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


ON

EX

D2

2ND EX

➤

Figure 48

3-4 ACC SERVO FD

➤


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


➤

➤

➤

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)

➤

➤


➤

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)





ON

ON

2-4 BAND


OVERRUN CLUTCH

FORWARD CLUTCH


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



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)


OUTPUT SHAFT (687)


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


ON

ON

2-4 BAND


OVERRUN CLUTCH

FORWARD CLUTCH


(Engine Running) 3-4 CLUTCH

LO-ROLLER CLUTCH

LO/REV CLUTCH



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


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


➤

3-4 SIGNAL

EX 4TH SIG 3-4 SIG

➤

➤

➤

OVERRUN

➤

ON

EX

1-2 SIGNAL

D4

➤ REV ➤

➤

➤ ➤

➤

➤

➤

➤


➤

AFL

➤ ➤

2-3 SIGNAL


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

➤

➤

➤


ACTUATOR FEED LIMIT

1b

➤

➤

➤

➤ ➤

➤

➤

AFL

➤ ➤

➤

PR ➤

➤

➤

➤

2a

➤

➤

FILTER (50)

➤

D2 LO

D4

➤

➤

REV INPUT

➤

➤

➤

➤

➤

EX

➤

➤

PR

➤

➤

➤

➤

➤

➤

➤

AFL

➤

TORQUE SIGNAL

D3

➤

➤

D3


➤

➤

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):


➤ 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

➤



ON

ON

2-4 BAND


OVERRUN CLUTCH

FORWARD CLUTCH


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


➤

➤

The turbine shaft, connected to the input housing (621), is driven by the converter turbine.

➤

➤

➤

2


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)




OUTER RACE OVERRUN (644) CLUTCH HUB (639)

LOW AND REVERSE ROLLER CLUTCH ASSEMBLY (678) HOLDING


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


Figure 51

OUTPUT SHAFT (687)


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



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

➤

➤


➤

➤

➤

➤

➤

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

➤

➤


➤

EX ➤

PR

➤

➤ REGULATED

➤

EX

➤

➤ ➤

24

MANUAL ➤ VALVE

➤

AFL


➤

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

➤


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 .


D4

HOLDING

LO-ROLLER CLUTCH

D3

APPLIED

3-4 CLUTCH

D3


LINE

FORWARD CLUTCH

➤

OVERRUN CLUTCH

➤

ON


➤

ON

2-4 BAND

➤


➤


➤

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 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

➤


➤

➤

➤

➤

➤

25

➤

➤

➤


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

➤


➤

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

➤ ➤

➤


➤

➤

➤

➤

➤ ➤

➤



2-4 BAND

OFF

ON

APPLIED


OVERRUN CLUTCH

FORWARD CLUTCH


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




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


The forward sprag assembly locks and drives the forward sprag clutch inner race and input sun gear assembly (640). 4


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)


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)


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.


56


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



LO/REV CLUTCH


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


ON

➤ ➤

D4 ➤ ➤

EX


➤

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

➤


➤

➤

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

➤


29

2-3 SHIFT VALVE


➤


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

➤

➤

➤

➤


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 ➤


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

➤

➤

➤


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


➤

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:

➤


➤

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

➤


➤

APPLIED

FORWARD CLUTCH

➤

ON

OVERRUN CLUTCH

➤

OFF


➤

2-4 BAND

➤


➤


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


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


OFF

OFF

➤

➤


1

➤

➤


OVERRUN CLUTCH

FORWARD CLUTCH


3-4 CLUTCH

APPLIED

HOLDING

APPLIED

LO-ROLLER CLUTCH

LO/REV CLUTCH



➤

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.

➤ ➤



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


The forward sprag assembly locks and drives the forward sprag clutch inner race and input sun gear assembly (640). 4


The forward sprag clutch inner race and input sun gear assembly (640) drives the input carrier pinion gears. 5


3-4 CLUTCH APPLIED

INPUT CARRIER ASSEMBLY FORWARD SPRAG (662) ASSEMBLY (642) HOLDING

INPUT INTERNAL GEAR (664)


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


The input carrier drives the output shaft (687) at converter turbine speed to achieve direct drive in Third gear.


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


OUTPUT SHAFT (687)


• 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



2a 3-4 CLUTCH

➤

➤

➤

➤

D4 ➤ ➤

FWD CL FD

D4

➤

EX

AFL

➤

EX

EX

EX

➤

FEED➤ ➤ SERVO

EX

➤ ➤ ➤

1c ON

#2 ➤


➤

➤

14

3-2 CONTROL EX

➤

➤


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 ➤

➤


➤

1a

➤

➤ ➤ ➤ ➤

EX

➤

D4

➤

➤

D3

D4

EX

REVERSE EX

➤

EX

EX

➤

EX

OFF

➤

➤


➤

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

➤

➤

➤

➤

➤


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

➤

➤

➤


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

➤


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.

➤


➤

➤

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.

➤

➤


8

2b 1-2 Shift Valve:

EX

➤

➤

2 3-4 CLUTCH APPLIES 2a 3-4 Clutch:


➤

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


➤

REG APPLY

10

➤

➤

➤

➤

P

➤

➤

BOOST VALVE

4

REV INPUT

➤

1e 3-4 Relay Valve and 4-3 Sequence Valve:


➤

➤

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


LO/REV CLUTCH

➤

APPLIED

LO-ROLLER CLUTCH

➤

3-4 CLUTCH

➤


➤

FORWARD CLUTCH

➤

OVERRUN CLUTCH

➤

OFF


➤

OFF

2-4 BAND

➤


➤


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



6 REACTION INTERNAL GEAR DRIVEN

5 REACTION PLANETARY PINIONS DRIVING

4 REACTION SUN GEAR HELD

➤

➤ POWER TO DIFFERENTIAL ASSEMBLY

➤

➤

➤



2-4 BAND

ON

OFF

APPLIED

OVERRUN CLUTCH

FORWARD CLUTCH


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



➤


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


As a result, of the forward sprag clutch overrunning, the forward clutch is ineffective in Fourth gear.


MAIN CASE (103)


• 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.


60

OUTPUT SHAFT (687)



Figure 57

60A



(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

➤


➤

➤

➤ ➤

➤

➤

➤

➤

➤

➤

➤

➤

14

3-2 CONTROL EX

ON

#2


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


4-3 SEQUENCE VALVE

EX 5

➤

2ND CL

ORF EX

➤

➤

➤

➤

➤

➤

2ND & 4TH SERVO

7

3-4 RELAY

3-4 CL

➤

➤

➤

➤

EX

➤

➤

➤

➤

➤

➤

➤

➤

➤ ➤


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

➤

➤

➤


18

➤

➤

1b

AFL

➤

2-3 SHIFT VALVE

➤

➤

#1

29

➤

OVERRUN

➤

➤

➤

ON

2ND

➤

➤

AFL

➤

➤

➤

➤

3-4 CL

2ND CL


➤

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

➤


➤

➤

➤

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.

➤

➤

➤

➤


➤

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

➤


➤

D2

➤

3a

D3

➤

➤

1d 2nd & 4th Servo:

EX

➤

➤

➤

PR

➤


➤

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


➤

➤

➤

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:


➤

➤

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


➤

2-4 BAND

➤


➤


61



(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


APPLY

➤

➤

➤

➤

LINE (From Pump)

Figure 59

REG APPLY

LINE

APPLY

EX

ON

ISOLATOR VALVE 9

➤

8

➤

CC SIGNAL

➤

➤

➤

BOOST VALVE


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

➤


➤

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

➤


#9

REV INPUT CONV FEED


➤

8

➤

➤

➤

➤

EX

➤


➤

➤

➤

➤

➤ ➤

➤

➤

➤ ➤

➤

STAGE 2 (C - D)

4

➤

AFL

EX

➤

➤

➤


➤

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

➤

➤

➤

➤


➤

➤

➤

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)


#9

➤

➤

➤

➤

STAGE 1 (S - C)

CC SIGNAL

➤ ➤

➤

➤

➤


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


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


EX


➤

➤

➤

50

➤

➤

➤

➤

➤

STAGE 1

75

TCC (ECCC) APPLY

➤

#9

➤

S

➤

➤

100%

➤

➤

PERCENT DUTY CYCLE

➤

➤

➤


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



(Torque Converter Clutch from Applied to Released)

➤ ➤

APPLY


BOOST VALVE

➤

➤

REG APPLY

APPLY


➤

BOOST VALVE

➤ ➤

SIGNAL

➤➤

EX

➤

➤

➤

➤

➤

➤ CC

➤

EX ➤

➤

RELEASE

D3

➤

RELEASE

APPLY



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


BOOST VALVE

➤ ➤ ➤

➤

➤

CC SIGNAL

➤

EX

LINE

EX

OFF

ISOLATOR VALVE 9

REG APPLY ➤

APPLY


➤

D3

RELEASE

➤

➤ ➤

➤

APPLY ➤

➤

➤

➤


➤

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


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


RELEASE

➤

D

EX

➤

➤

50

D4

➤

➤

CC SIGNAL

➤

➤

S

75

TCC (ECCC) RELEASE


➤

➤

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)


#9

➤

➤

➤


EX

D4-N.O.

EX

D4 D2

AFL

EX

➤

➤

➤

➤


➤

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)

➤


25

E


➤

➤

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


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


➤ ➤

➤ ➤

➤

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


OFF

1c


➤

ORF EX

➤

➤


➤

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:

➤

➤

➤

➤

➤

➤

➤

➤

➤


➤

➤

➤

#7

1d

2-3 SIGNAL

➤

➤

EX

➤

➤

OFF

➤

3-4 ACC

➤

2ND

2a

ACCUM

2-3 SHUTTLE

➤

➤

➤ ➤

ORF ACC

➤

➤

➤

➤

➤

18

➤

➤

4TH SIGNAL


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

➤


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


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


1b 3-4 Shift Valve: ➤

D2-N.C.

FILTER (50)


#12

➤

AFL

22

LO

D4-N.O.

REV-N.O.

TCC SOLENOID N.O.

➤

➤

AFL

D4

LO-N.O.

➤

➤

➤

➤

➤

OFF

D4



➤

D4

➤

➤

➤

LINE

FWD CL FEED ➤

➤

➤

EX

➤

D2 TFP SWITCH ASSEMBLY

REG APPLY

➤

32

➤

➤

EX

REVERSE

D3

➤

➤

3b

➤

EX

ISOLATOR VALVE 9

➤ 8

➤

➤

➤

PR

➤

➤



➤

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

➤


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

➤

➤

➤


➤

➤

5

➤

➤

➤

EX

➤

EX

➤

➤

4-3 SEQUENCE VALVE

➤

➤

ORF EX

➤

FWD CL FEED

➤

➤

➤ ➤

3-4 RELAY

3-4 CLUTCH

➤

➤ ➤

7

6


➤

➤

➤

4TH SIG

(Torque Converter Clutch Released)

(Torque Converter Clutch Released) ➤

2ND

OVERDRIVE RANGE – 4-3 DOWNSHIFT


64A



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

➤


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


➤

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

➤


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

➤

➤


ON


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

➤


➤

APPLIED

FORWARD CLUTCH

➤

ON

OVERRUN CLUTCH

➤

OFF


➤

2-4 BAND

➤


➤


➤

LO ➤

1g ➤

OFF ➤

➤

➤

AFL EX

AFL

SERVO FEED

EX

EX

➤ 14

➤ ➤

➤

➤

3-2 CONTROL

➤➤

➤


EX

➤

3RD ACC


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

➤


➤

2ND

➤

ACCUM


➤

4TH SIGNAL SIG ➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

2-3 SIGNAL ➤

➤

➤

2a

18

ORF ACC

➤

➤

➤


29

➤

4TH SIGNAL

OFF

➤

➤

➤

➤

➤

➤

➤

➤

64B

2ND

➤

➤

➤

➤

3-4 SIG

3-4 ACC

➤

ACCUM

#1

1b


AFL

2-3 SHUTTLE

➤

➤

➤

3-4 CL

2ND CL

➤

28

➤

➤

2-3 SHIFT VALVE

➤

➤

➤

➤

➤

➤

➤

➤

1f

3-2 DOWNSHIFT

➤


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):


➤

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.


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


(from Overdrive Range – Fourth Gear)

(from Overdrive Range – Fourth Gear) 4 OVERRUN CLUTCH APPLIED

POWER TO TORQUE CONVERTER (1) FOR ENGINE BRAKING




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)




OFF

OFF


OVERRUN CLUTCH

FORWARD CLUTCH


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).


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


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


2-4 BAND


With the overrun clutch applied, power from vehicle speed is prevented from overrunning the forward sprag clutch when the throttle is released. This power is transferred back through the overrun clutch and to the engine, thereby allowing engine compression to slow the vehicle when the throttle is released.


5


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



(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


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

➤ ➤

➤

➤

EX

➤

➤

➤

➤

➤

➤

➤

➤

EX

D4

➤

D4

➤

➤

➤

➤

➤

➤ ➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

2ND CL

➤ ➤

➤

➤

➤

Figure 64

➤

➤

➤

2ND CL

➤

➤

➤

➤

#4

➤

➤

➤

➤

➤

➤

5

➤

2ND CL

2b

➤

➤

➤

2ND & 4TH SERVO

➤


➤

➤

➤

EX

OFF

➤

➤

➤

➤

➤

➤

➤

2c

➤


➤

EX

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

3-4 RELAY

ORF EX ➤

3RD ACCUM

➤

7

6

➤ 13

➤

➤

➤

➤

3-4 SIGNAL

4TH SIGNAL SIG

➤

➤

➤

2ND

➤

➤ ➤

#7 ACCUM

➤

➤

➤

➤

➤ ➤

ORF ACC

➤


➤

➤

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


➤

➤

➤

➤

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

➤

➤


➤

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:


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

➤

➤

➤

➤



➤

➤

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:


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


➤

APPLIED

(from Overdrive Range – Fourth Gear) LO/REV CLUTCH

➤

APPLIED

LO-ROLLER CLUTCH

➤

3-4 CLUTCH

➤


➤

FORWARD CLUTCH

➤

OVERRUN CLUTCH

➤

OFF


➤

OFF

2-4 BAND

➤


➤


3RD ACCUMULATOR

➤

67

MANUAL SECOND – SECOND GEAR

MANUAL SECOND – SECOND GEAR 2 2-4 BAND ASSEMBLY (602) APPLIED


(from Manual Third – Third Gear)

(from Manual Third – Third Gear) 3 OVERRUN CLUTCH APPLIED




➤ ➤

➤

➤

➤

➤

➤

➤

➤ 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)


MAIN CASE (103)




2-4 BAND

OFF

ON

APPLIED


OVERRUN CLUTCH

FORWARD CLUTCH


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


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


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


The forward clutch is applied but only effective in a coast condition because the overrun clutch is applied. 5


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.


68

OUTPUT SHAFT (687)



Figure 65

The overrun clutch remains applied in Manual Second – First Gear to provide engine compression braking.

68A



(from Manual Third – Third Gear)


➤

➤

➤

➤

➤

➤

➤

OVERRUN CLUTCH

➤

➤

➤ ➤

➤

LINE

➤

D4 ➤ ➤

FWD CL FD ➤

D4

➤

➤

➤

➤

➤

EX

EX

➤EX➤

AFL

EX ➤ ➤ ➤

D2 EX ➤

3-4 ACC

AFL

EX

➤

SERVO FEED


3-4 ACC

EX

EX

➤

➤

➤

➤

➤

➤

14

➤

➤

3-2 CONTROL

➤➤

EX

➤

➤

➤

➤


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 ➤

➤

➤ ➤

➤

➤ ➤

➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤

➤


➤

➤

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


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

➤

➤

➤

➤


➤

➤

➤

3-4 CLUTCH

➤

➤

3-4 SIG

4TH SIGNAL SIG ➤

➤

➤

➤

➤

➤

➤

➤

ACCUM


➤

➤

18

ORF ACC

➤

➤

4b

➤

➤

#5

2-3 SHUTTLE

➤

➤

28

➤

➤

➤

➤

➤

➤

OVERRUN

➤

➤ ➤

➤

21 ➤

2-3 SHIFT VALVE

➤


➤

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

➤


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

➤


➤

24

MANUAL VALVE ➤

OFF

ISOLATOR VALVE 9

➤ 8

1

➤


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.


➤

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

➤


➤

APPLIED

FORWARD CLUTCH

➤

ON

OVERRUN CLUTCH

➤

OFF


➤

2-4 BAND

➤


➤


ACCUMULATOR ➤

4d

69

MANUAL FIRST – FIRST GEAR

MANUAL FIRST – FIRST GEAR FORWARD SPRAG INPUT INTERNAL ASSEMBLY (642) GEAR HOLDING HELD


➤

➤

(from Manual Second – Second Gear) 3 LOW AND REVERSE CLUTCH APPLIED

4 LOW AND REVERSE ROLLER CLUTCH ASSEMBLY (678) HOLDING


➤


(from Manual Second – Second Gear)

2 OVERRUN CLUTCH APPLIED

➤

➤

➤

➤

OVERRUN CLUTCH APPLIED



FORWARD SPRAG ASSEMBLY (642) HOLDING

INPUT CARRIER ASSEMBLY (662)





ON

ON

1


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


APPLIED

APPLIED

HOLDING

3-4 CLUTCH

LO-ROLLER CLUTCH

LO/REV CLUTCH

HOLDING

APPLIED


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)



The overrun clutch plates (645) are applied and prevent the forward sprag clutch (642) from overrunning when the throttle is released. 3


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


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.


Figure 67

70A




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 ➤


➤ 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


➤

➤

➤

➤

➤

➤

➤

➤

➤

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


ORF ACC

PR

➤ ➤

D3 D2 ➤

➤

➤

EX


➤

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

➤

➤

➤


➤

➤

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

➤

➤

➤

➤


➤

➤

➤

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


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:


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.


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



➤

HOLDING

LO/REV CLUTCH

➤

APPLIED


LO-ROLLER CLUTCH

➤

APPLIED

3-4 CLUTCH

➤


➤

FORWARD CLUTCH

➤

OVERRUN CLUTCH

➤

ON


➤

ON

2-4 BAND

➤


➤


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


OVERRUN CLUTCH

FORWARD CLUTCH


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


17

39 39

D4 D4 2ND

25 9

25 48

24

10 23 9

35


- NON-FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO TO SIMPLIFY TRACING FLUID FLOW.

14

13

24 38

35/39

10 47


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


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


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

➤


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


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



➤

➤

➤

➤

➤

2ND CL

4TH SIGNAL

4TH

2ND CLUTCH

➤

➤ DECREASE ➤

➤

TORQUE SIGNAL

REVERSE INPUT

➤ ➤

RELEASE

OVERRUN CLUTCH

2ND CL


➤

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

➤


➤

➤

➤


➤

➤

➤

➤ ➤

➤

➤ ➤

➤

➤

➤

#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


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


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


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

➤

➤


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 ➤

➤

➤


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


➤

➤

LINE

FORWARD CLUTCH FEED FILTER (72)

3-2 CONTROL

➤➤

AFL

16

43


34

38

29 15

29 18

34

42a

EX ➤

➤


9g

FILTER (49)

10a


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


ORIFICED EX

➤

➤

➤

➤

➤

➤

REGULATED APPLY


➤ ➤

➤

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


16

5 8 37 29 18

29

17e


47

(232) 1

1

20b

➤

(232)

2

16

37

47

29

47

20a


2

2

(240)

3

(240)

2

3 4

43

3

1

4

➤

4

47

37


2ND CLUTCH

1-2 ACCUMULATOR

➤


18


2-3 SHUTTLE

46

43

11

43

PR LO/REVERSE

#1

13a

3-4 SIGNAL

4

(238)

4

3

3

3-4 ACCUM


➤

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

➤


27b ➤

EX (237)

30a 27d 22a


ACCUM VALVE

3-4 SIGNAL ➤


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

➤



5

AFL

ACTUATOR FEED LIMIT

REG APPLY LINE

➤

➤

➤

(237)

PUMP ASSEMBLY (4)

OFF

➤

EX

4 ➤

➤

➤

➤

➤

11c

➤


➤

10

➤

➤➤

➤

REG APPLY

➤

11b

➤

LINE

➤

(238)

EX

LINE PRESSURE TAP (39)

➤

➤

➤


➤

➤

➤

REGULATED APPLY

8

FILTER (232)

1

➤

TCC PWM SOLENOID VALVE N.C. 48a

48b

➤

➤

➤

➤

COOLER

➤


D3 LINE

➤

➤

➤

➤

➤

➤

2

ACTUATOR FEED LIMIT

➤


➤

➤

➤

➤

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


➤

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


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


➤


➤


2ND & 4TH SERVO

➤

➤


➤ ➤

➤

Engine Running

PARK

Figure 65



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




➤

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


➤

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


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


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



➤

➤

CONV FD LINE EX

SUCTION

34c

TORQUE SIGNAL

REVERSE INPUT

4TH SIGNAL

➤

➤ ➤

2ND CLUTCH

4TH

➤

➤ DECREASE ➤

RELEASE

➤


➤

➤


➤

➤


➤

➤

➤

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

➤

➤

➤


➤

➤

➤

➤

➤

➤

➤

➤

➤

REGULATED APPLY

17d ➤

➤

➤

➤ ➤

➤

CASE (8)

➤

➤

COOLER

➤

➤

➤

➤

➤

➤

1-2 SIGNAL

D3

#5


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


➤

#2

28a

FORWARD CLUTCH FEED

➤

➤

28

12 29g 28

9k

➤

LINE

D4-3-2

➤

➤

29f

10

2ND

➤


➤

➤

➤

➤

➤

➤

➤

9g

FILTER (49)

10a

LO/1ST

FORWARD ABUSE


AFL

29 23 10b

ON

1-2 SIGNAL

9n

15d

REGULATED APPLY

➤

➤

➤

➤

OFF ➤

9o

38d


1-2 SHIFT VALVE

3-2 CONTROL

30

20b

➤

EX

➤➤

17e


➤

2-3 SHUTTLE

ORIFICED EX

➤ ➤

33b 20a


➤

29a


9m ➤ 9h

➤

29c

➤

AFL ➤

3-2 SIGNAL

40


D4-3-2

➤

3-4 CLUTCH

25g

1-2 ACCUMULATOR

➤

2ND CLUTCH

16a

FLUID PRESSURES

REV ABUSE

18


➤

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


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


ACCUM VALVE

4-3 SEQUENCE VALVE

4TH

13 27c 29

TORQUE SIG


31

24

ACCUMULATOR


27b

FILTER (50)

➤

➤

EX (237)

30a 27d 22a

➤

➤

EX

➤


➤

3-4 RELAY

43a

22b

➤

➤

➤

ORF EX

44

27a

EX ➤

5

32a

➤

➤

PUMP ASSEMBLY (4)


➤ ➤

➤

(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

➤

➤


8

➤

ACTUATOR FEED LIMIT

REGULATED APPLY

10

➤

➤

➤

LINE

➤

➤

48a

FILTER (232)

1

32


11b

➤

➤

COOLER


D3 LINE

➤

48b

➤

➤

9

7

AFL

➤

➤

➤

2


➤

➤

AIR BLEED (240) EX

➤

➤

AFL

ACTUATOR FEED LIMIT

➤

➤

➤

LUBE

EX

➤


#10

2ND CLUTCH

2ND CLUTCH FORWARD CLUTCH FEED

➤

➤

REAR LUBE

OVERRUN

➤

EX

LUBE

➤

➤

➤ ➤

➤

COOLER

REV INPUT ➤

➤

➤ EX

OVERRUN CLUTCH

➤

➤

➤

➤

➤

➤

➤ ➤

➤

➤

#7

➤

#9


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.



ON

ON

2-4 BAND


OVERRUN CLUTCH

FORWARD CLUTCH


3-4 CLUTCH

LO-ROLLER CLUTCH


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) ➤


12

2-4 SERVO BORE

29 29

47

44

18

41

9 9

27

➤

30

33

48

36

26

26 26

11

9


25 9

10 23 9

10 47


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


- 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


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


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


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


➤

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


➤

38

3

16


37

1

➤


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)

➤

➤ ➤


9

9

25

25 9

10

25 20


Figure 72


FOLDOUT ➤ 75


REVERSE REVERSE INPUT CLUTCH ASSEMBLY

2ND & 4TH SERVO




➤

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


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


LO-N.O. D2-N.C.

➤

38a


➤

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


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

➤


CONV FD LINE EX

3-4 SIGNAL


➤

➤

34c

TORQUE SIGNAL 4TH SIGNAL

➤

➤ ➤

SUCTION ➤

➤ 9a


➤

2ND CLUTCH

4TH

➤

➤ DECREASE ➤

➤

➤

RELEASE

➤

➤

➤ ➤

REVERSE INPUT

➤


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



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


10

➤

16a 29f

➤

➤

➤

➤

9g

FILTER (49)

10a

LO/1ST

➤

➤

LINE

➤

15d

29 23 10b

13b

➤

➤

➤

9n

➤

ON

1-2 SIGNAL

FORWARD ABUSE


AFL

➤ ➤

➤

➤

➤

➤


1-2 SHIFT VALVE

➤

3-2 CONTROL ➤

OVERRUN CLUTCH

➤

9o

➤

EX

➤➤

38d

➤

OFF

29b

➤

30

20b

➤

29a


17e


➤

2-3 SHUTTLE

ORIFICED EX

➤

29c

33b 20a


➤

3-2 SIGNAL

40 14

9m ➤ 9h

➤

3-4 CLUTCH

➤

AFL

D4-3-2

➤

REV INPUT

REGULATED APPLY


REV ABUSE

25g

13a

3-4 SIGNAL

➤

2ND CLUTCH

29d


➤

3-2 DOWNSHIFT

18

1-2 ACCUMULATOR

➤

#4 3-4 CL

#1

➤

29

3-4 ACCUM


➤

3-4 SHIFT VALVE


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


ACCUM VALVE

4-3 SEQUENCE VALVE

4TH

31

3-4 ACCUMULATOR

ACCUMULATOR


22b

30a 27d 22a


➤

EX (237)

➤

➤

➤

EX

EX

LINE

3-4 RELAY

27a

➤

➤

ORF EX

44

43a

➤

➤


➤

➤

➤

EX ➤

5

32a

➤

➤

➤

➤


➤ ➤

➤

(237)

EX

➤

(238)

EX

4

PUMP ASSEMBLY (4)

30b

➤

➤

➤

6

➤

➤


LINE

ISOLATOR VALVE


➤

11c

43b

FILTER (50)

➤

➤

10

➤

➤

➤

8

➤

ACTUATOR FEED LIMIT

REGULATED APPLY

11b

➤

➤

COOLER

➤


➤

➤

48a

FILTER (232)

1

32


48b

➤

➤

D3 LINE

➤

➤

2

9

7

AFL

➤

➤

➤

EX

➤

➤

AIR BLEED (240)


➤

➤

➤

➤

AFL

ACTUATOR FEED LIMIT

➤

24

PR LO/REVERSE

➤

➤ ➤

➤

LUBE

EX

➤


#10

2ND CLUTCH

2ND CLUTCH FORWARD CLUTCH FEED

➤

➤

REAR LUBE

OVERRUN

➤

EX

REV INPUT

➤

LUBE

➤

OVERRUN CLUTCH

➤

COOLER

➤ ➤

➤

➤ EX

➤

➤

➤

➤

➤ ➤

➤

➤

#7

➤

#9


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



ON

ON

2-4 BAND

REVERSE INPUT CLUTCH APPLIED

OVERRUN CLUTCH

FORWARD CLUTCH


3-4 CLUTCH

LO-ROLLER CLUTCH


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


COMPONENTS ( (8) (10) (11) (38) (39) (40) (49) (50) (61) (91) (232) (237) (238) (240)

76B

)


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



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


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


33

25

3

43

31

43

9

24



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


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


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


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


REAR LUBE

14

➤

29

17

37


➤

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


38 41

➤

38

12

47

16


37

1

➤


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)

➤

➤ ➤


9

9

25

25 9

10

25 20


Figure 74


FOLDOUT ➤ 77


NEUTRAL

(Engine Running) REVERSE INPUT CLUTCH ASSEMBLY

2ND & 4TH SERVO




➤

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


➤

ORF ACC

ACCUM 20c

21

ORIFICED ACCUM

9f

EX


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



26a

31c

25f

34f

34e

34d

29e

34c

D3 3-4 CL

4TH SIGNAL

➤

➤

3-4 SIGNAL ➤

➤

➤

CONV FD LINE EX

➤


REVERSE INPUT 2ND CLUTCH

4TH

➤

➤ DECREASE ➤

➤ ➤

REVERSE INPUT

REVERSE

OVERRUN CLUTCH

➤

EX EX

➤

➤

➤

➤

➤

RELEASE

➤ ➤

➤

➤

➤

➤

➤

CASE (8)

TORQUE SIGNAL

➤

➤

➤

➤

➤

➤

LUBE

26b

➤

➤

OVERRUN

D3 ➤

➤


LINE

➤

SUCTION

➤

➤ ➤

36

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

35b

➤

➤

➤

➤

➤ ➤

➤

3-4 CLUTCH

➤ ➤

➤

➤

➤

➤

➤

3RD ACCUM

➤ ➤

2ND CLUTCH

➤

➤

➤

➤ ➤

➤ ➤

➤

➤

➤

SUCTION

24a 44a 43c

➤

➤

➤

➤

➤

➤

CONV FD

➤

➤

➤

➤

➤

➤

➤

➤


➤

➤

➤

➤

➤ ➤

➤

➤

➤

➤

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

➤

➤

➤

➤

➤


➤

➤

LO/REVERSE

➤

EX

➤

➤

17

➤

2ND

Figure 75

➤

➤

➤

➤

➤

➤

➤

38a

➤

➤

➤

➤

16

#12

➤

➤

➤

OVERRUN

78

➤

PR

MANUAL VALVE

➤

➤

➤

➤

➤

➤

#3

➤

LO/1ST ➤

➤

➤

20

#8

➤

24b

➤ ➤

➤

➤

➤

➤

➤

➤

➤

38c

➤

#6

#5

➤ ➤

➤

➤


➤

➤


➤

➤

➤

➤

➤

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


LO/1ST

➤

➤

15d

P

➤

➤

➤

9n

29 23 10b

10a

➤

➤

➤

➤

➤

➤

➤

➤


AFL

➤

ORIFICED EX EX

➤

➤

LINE

➤

➤

➤

➤

➤

30

38d


EX

3-2 CONTROL

➤➤

D4-3-2

➤ ➤

D4-3-2

➤ ➤

33b

20b

➤

1-2 SHIFT VALVE

➤

OFF ➤

9o


9m ➤ 9h

ON

➤

➤

29a

➤

ORIFICED EX

➤

➤

29c

➤

AFL

17e


➤

➤

3-2 SIGNAL

40 14


1-2 SIGNAL ➤

➤

➤

3-4 CLUTCH

29b

➤


➤

➤

2ND CLUTCH

28a

FLUID PRESSURES

REV ABUSE

25g

20a

2-3 SHUTTLE

3-4 SIGNAL

➤

3-2 DOWNSHIFT

➤

13a

➤ ➤

➤

#4 3-4 CL

18


➤

➤

29

#1

➤

3-4 SHIFT VALVE


➤

3-4 ACCUM

1-2 ACCUMULATOR

➤

➤

1-2 SIGNAL

1-2 SIGNAL

➤

➤

➤

D3

19


➤

➤

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


29d

➤

REGULATED APPLY

3-4 RELAY

43a

13 27c 29

➤

OVERRUN CLUTCH

ORF EX

44

32a

EX

LINE

5

3-4 CLUTCH REV INPUT


➤

➤

➤

➤

➤

➤

TORQUE SIG


➤

➤

30b

EX ➤

➤

➤

6

27b

EX (237)

➤

➤

➤

➤

➤

➤

➤

11c

30a 27d 22a

ISOLATOR VALVE


➤

10

43b

FILTER (50)

➤

27a

EX

➤

➤

8

➤

ACTUATOR FEED LIMIT

REGULATED APPLY

48a

➤ ➤

PUMP ASSEMBLY (4)

➤

➤

➤

➤


➤

EX

4


➤

➤

➤

➤

➤

(237)

EX

➤

(238)

FILTER (232)

1

32


48b

➤


LINE

D3 LINE

➤

11b

➤

➤


9

7

AFL

➤

➤

➤

➤

2

AFL

ACTUATOR FEED LIMIT

➤


3-4 CLUTCH OVERRUN CLUTCH SERVO FEED CC SIGNAL ➤

➤

➤

➤

COOLER

➤

➤

➤

EX

➤

➤

➤

➤

➤

AIR BLEED (240) EX

➤

➤

➤

➤

LUBE

REAR LUBE 24

#10

2ND CLUTCH

2ND CLUTCH

➤

➤

➤

➤

➤


➤

EX

REV INPUT

LUBE

➤

OVERRUN CLUTCH

➤

COOLER

➤

➤

➤

➤

➤

➤

EX

➤

➤

➤

➤

➤ ➤

➤

➤

#7

➤

#9


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



ON

ON

2-4 BAND


OVERRUN CLUTCH

FORWARD CLUTCH


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


COMPONENTS ( (8) (10) (11) (38) (39) (40) (49) (50) (61) (91) (232) (237) (238) (240)

78B

)


(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



12

2-4 SERVO BORE

29 29

47

44

18

41

9 9

27

➤

30

33

48

36

26

26 26

11

9


25 9

10 23 9

10 47


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



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


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


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


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


REAR LUBE

14

37


➤

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


➤

38

3

16


37

1

➤


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)

➤

➤ ➤


➤

NEUTRAL

9

9

25

25 9

10

25 20


Figure 76


FOLDOUT ➤ 79


OVERDRIVE RANGE – FIRST GEAR REVERSE INPUT CLUTCH ASSEMBLY

2ND & 4TH SERVO




➤

➤

➤

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


➤

D4 ORIFICED D2 2ND

D4 2ND

D2 ➤

PR 38e

34a


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


36a

35e 36

ACCUMULATOR

D4 D4-3-2

D2 EX

EX

AFL REVERSE

REVERSE INPUT

EX

➤

➤


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



➤

➤

CONV FD LINE EX

➤

SUCTION

➤

3RD ACCUMULATOR OVERRUN REVERSE INPUT 4TH

➤

➤ ➤

SUCTION

CONV FD

➤

➤

➤

➤

➤ DECREASE ➤

RELEASE

➤


2ND CLUTCH

➤

OVERRUN CLUTCH

2ND CL

➤

➤

OVERRUN

➤

CASE (8)

LUBE

➤ ➤

➤

➤

➤

➤


➤

➤

➤

➤

➤

➤

➤ ➤

➤

➤

➤

➤

➤

➤

➤

➤

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


➤

REVERSE INPUT

➤

#3

➤

20

#8

2ND CLUTCH REVERSE INPUT OVERRUN

➤

➤

➤

➤

➤


➤

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


D4-3-2

➤

➤

➤

29f

P


➤

➤

➤

1-2 SIGNAL

➤

➤

➤

LINE

2-3 SHUTTLE

9n

16a

➤

➤

➤

9m ➤ 9h

➤


➤

FORWARD ABUSE


AFL

➤

➤

AFL

13a

ORIFICED EX

3-2 CONTROL

25g

➤

➤ D4 2ND ACCUMULATOR D2

EX

➤➤

➤ ➤

15d

➤

➤

➤

➤

3-4 SIGNAL

➤ ➤

➤

OFF ➤

9o


➤

➤

➤

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


29d

REV INPUT

➤


➤

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 ➤


ACCUM VALVE

4-3 SEQUENCE VALVE


22b


31

➤


3-4 RELAY

43a

15a


FILTER (50)

➤

➤

ORF EX

44

➤

PR LO/REVERSE

➤

➤

➤


28a

FLUID PRESSURES

➤

➤

29b

REGULATED APPLY

➤

➤

➤

EX

ISOLATOR VALVE

➤

5

43b

AFL

➤

➤


32a

EX

LINE

➤

➤

30b

➤ ➤

➤

➤

➤

➤ ➤

11c

➤



ACTUATOR FEED LIMIT

REGULATED APPLY

27a

EX (237)

➤

➤

➤

➤

➤

➤

➤


EX

D3 LINE

6

➤

EX ➤

48b ➤

10

➤

➤

(237)

EX

FILTER (232)

4

PUMP ASSEMBLY (4)

8

11b

➤

(238)

LINE

➤

➤

48a ➤

➤

➤

➤


32


➤ 1

9

7

➤

➤

➤

2

➤

➤

ACTUATOR FEED LIMIT

➤

➤

➤

➤

EX

AFL

➤

➤

➤

AIR BLEED (240)

➤

➤

➤


#10

2ND CLUTCH

2ND CLUTCH

➤

➤

➤

LUBE

EX

➤

FORWARD CLUTCH FEED

➤

➤

REAR LUBE 24 ➤

21

39

EX

4TH

➤

RELEASE

➤

OVERRUN ➤

➤

EX

LUBE

➤

➤

APPLY

REV INPUT ➤

➤

➤


➤

➤ ➤

➤

COOLER

COOLER

➤

➤

OVERRUN CLUTCH

➤

➤

➤

➤

EX

➤

➤

➤ ➤

➤


➤

#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



ON

ON

2-4 BAND


OVERRUN CLUTCH

FORWARD CLUTCH


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


COMPONENTS ( (8) (10) (11) (38) (39) (40) (49) (50) (61) (91) (232) (237) (238) (240)

80B

)


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

➤


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


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


31

43

11

24



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



38

41

3

29

16

32

14

47


#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


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


REAR LUBE

14

9

38a

3a

➤

29

17

➤

16 9

11 ➤

18

37


➤

16

29f/28

15b/16

34

38

16

48

➤

29

3

34

➤

3➤

38b 12a

12

41

3

29 11 18


38 41

3

16


37

1

➤


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)

➤

➤ ➤


9

10

25 20


Figure 78


FOLDOUT ➤ 81


OVERDRIVE RANGE – SECOND GEAR REVERSE INPUT CLUTCH ASSEMBLY

2ND & 4TH SERVO




➤

➤

➤

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


TEMP SENSOR

➤

➤

D4 ORIFICED D2 2ND

D4 2ND

D2

PR 38e 39

34a

21

➤

➤ ➤

➤

34b


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



➤

➤

CONV FD LINE EX

➤

SUCTION

➤


➤

➤ ➤

SUCTION ➤

CONV FD ➤

OVERRUN

➤

➤

➤ DECREASE ➤

RELEASE

➤


2ND CLUTCH

➤ ➤

➤

17d ➤

➤

EX

4TH

2ND CL

➤

➤

RELEASE OVERRUN CLUTCH

➤

CASE (8)

LUBE

➤

➤

➤

➤


➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

REGULATED APPLY

➤

➤

➤

➤

➤

➤

LUBE

➤

➤

➤

APPLY

➤ ➤

➤

➤


➤

➤

➤

CASE (8)

➤ ➤

➤

➤

➤ ➤

13b

➤

➤

COOLER

➤

➤

➤

➤

24f

➤

➤

➤

➤

2ND

➤

2ND

➤

➤

➤

➤

➤

ORIFICED D2 ➤

➤

28

➤

➤

➤

➤

➤

D4

9k

➤

LO-N.O.

#12

22

10

➤

17

➤

➤

➤

16

➤

➤

➤


#3

➤

➤

➤

➤

➤

➤

#8

➤ ➤

➤

➤

REVERSE INPUT

➤

2ND CLUTCH ➤ REVERSE INPUT

➤

➤

1-2 SIGNAL

➤

➤

➤

➤

Figure 79

➤

➤

➤ ➤

➤

➤

➤

20

FILTER (49)

42a

➤

➤

➤

➤

#6

29 23 10b

9g

➤

PR

➤

➤


➤

➤

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


33b

LO/1ST

➤

➤

1-2 SIGNAL

9n

16a

➤

➤

➤

➤ ➤

9m ➤ 9h

ON

EX 3-2 CONTROL


AFL

➤

➤


1-2 SHIFT VALVE

➤ ➤

➤

AFL

➤

➤

ON

➤

9o

➤

ORIFICED EX

➤

➤

29a

15d

➤


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


➤

➤

3-2 DOWNSHIFT

2ND CLUTCH

➤

➤

➤

➤

➤

➤

13a ➤

➤

➤

➤

➤

➤

29d

REV INPUT

➤

➤

➤

4TH SIGNAL 3-4 SIGNAL ➤ ➤ 1-2 SIGNAL ➤ 2ND

➤

➤

➤

18


➤

➤

3-4 SIGNAL

➤

#1

1-2 ACCUMULATOR

➤

➤

1-2 SIGNAL

➤

➤

➤

➤

➤

#4 3-4 CL

OVERRUN

82

➤

➤

➤

➤

3-4 ACCUM ➤

➤

➤

➤

19


ACCUMULATOR

2-3 SHIFT VALVE

➤

➤

SIGNAL

15a


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 ➤


ACCUM VALVE


3-4 SIGNAL ➤


31

➤

4TH ➤

FILTER (50)

➤


➤ 22b

➤

ISOLATOR VALVE

➤

43a 32a

EX

LINE

➤

ORF EX

44

13 27c 29

➤

➤

➤


SERVO FEED ➤ 2ND 4TH SIGNAL

➤

5

➤


➤

30b

43b

AFL

ACTUATOR FEED LIMIT

➤

11c

➤

➤

EX (237)

EX ➤

➤

27a

EX

➤

REGULATED APPLY

➤

➤

➤ ➤

➤

➤

➤

➤


➤

➤

➤

EX

EX

➤ ➤

6

➤

➤

(237)

48b ➤

10

➤

4

PUMP ASSEMBLY (4)

8

11b

➤

(238)

LINE

➤

➤

➤

➤

➤

➤


48a

FILTER (232)

32


➤ 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

➤


➤

➤

➤

➤

COOLER

COOLER

➤

➤

➤

➤

EX

➤

➤

➤

➤

➤

➤

➤

➤

➤


➤

#7

➤

#9

LUBE

➤

3RD ACCUM

➤

11

➤

EX

➤

➤

OVERDRIVE RANGE – SECOND GEAR SLIPPING OR ROUGH 1-2 SHIFT


• 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



2-4 BAND

OFF

ON

APPLIED


OVERRUN CLUTCH

FORWARD CLUTCH


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


COMPONENTS ( (8) (10) (11) (38) (39) (40) (49) (50) (61) (91) (232) (237) (238) (240)

82B

)


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

➤ ➤


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


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 ➤ ➤


24

37

48

25

9

3

43

33 44

20

11

3

31

43 25

25 9

27

34



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



38

41

3

29

16

32

14

47

2-4 SERVO BORE

#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


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


REAR LUBE

14

9

38a

3a

➤

29

17

➤

16 9

11 ➤

18

37


➤

16

29f/28

15b/16

34

38

16

48

➤

29

3

34

➤

3➤

38b 12a

12

41

3

29 11 18


38 41

3

16


37

1

➤


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)

➤

➤ ➤


9

10

25 20


Figure 80


FOLDOUT ➤ 83


OVERDRIVE RANGE – THIRD GEAR REVERSE INPUT CLUTCH ASSEMBLY

2ND & 4TH SERVO




➤

➤

➤

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


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

➤


➤

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


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 ➤


➤

➤



➤

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

➤


➤

➤

➤

➤

➤

SUCTION

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

SUCTION

➤

➤

➤

➤

➤

CONV FD

➤

➤

➤

➤

➤

➤

➤


➤

➤

➤

24d

➤

2ND

➤

➤

➤

➤

➤

ORIFICED D2 ➤

➤

24c

OFF

➤

D4

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

REGULATED APPLY

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

17d ➤ 22 10c 25 ➤ 24e

➤

CASE (8)

➤

➤

➤

➤

➤

➤

➤ ➤

➤

➤

➤

➤

LUBE

➤

➤

➤

➤

➤


➤

➤

➤


➤

➤

➤

➤

➤

➤

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

➤

➤


D4-3-2

➤

LINE

➤

20a

➤

➤

➤

33b

2ND

FORWARD ABUSE

3RD ACCUM

➤

3a

➤


➤

9m ➤ 9h

17e

➤

➤

2-3 SHUTTLE

➤

AFL

➤

➤ ➤

1-2 SHIFT VALVE ➤

3b

25g

➤

MANUAL ➤ VALVE ➤

➤ 3c

2ND CLUTCH

➤

➤

➤

➤

➤

➤

➤

➤ ➤

➤

➤

#2

➤

➤

➤

28

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

EX


12 29g 28

18

➤

➤


➤

3-4 SIGNAL

➤

➤

➤

➤

➤

➤

➤

#1


ACCUMULATOR

ORIFICED EX

3-2 CONTROL


AFL ➤

➤

➤

Figure 81

3-4 CLUTCH

➤

➤


➤

➤ ➤

➤

➤

➤

D4

➤

➤

ON

➤

3-4 ACCUM

1-2 ACCUMULATOR

9n

29f ➤

➤

➤ ➤

➤

REVERSE INPUT

FILTER (72)


➤

➤

➤

➤

3-2 SIGNAL

29c

19


➤

➤

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

➤


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

➤


3-4 RELAY

1-2 SIGNAL

OVERRUN

84


➤

15a


➤

➤

➤

27b

➤

FLUID PRESSURES

➤

➤

➤

➤

➤

30a 27d 22a

➤

EX


➤

22b

➤

REV INPUT

ISOLATOR VALVE

REGULATED APPLY

➤

FILTER (50)


PR LO/REVERSE

➤

➤

➤

➤

ACTUATOR FEED LIMIT

4TH

27a

29b

LINE

➤

ORF EX➤

32a

TORQUE SIG

➤

➤

44 ➤

43a

➤


➤

5

➤43b

➤


30b

➤

➤

➤

➤

➤

➤

EX

EX ➤

11c

➤

EX (237)

➤

AFL

➤

32

➤

6

➤ ➤

➤

➤

➤

➤

➤

➤

PUMP ASSEMBLY (4)


EX

➤ ➤

10

➤

4

➤

48b ➤

➤

➤

(237)

EX

LINE

➤

(238)

FILTER (232)

1

➤


➤

8

11b

➤

➤

➤

➤

COOLER


➤

➤

➤

➤

D3 LINE

➤

➤

2

9

7

➤

➤

EX

AFL

48a


➤

➤

➤

➤

➤

➤

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


➤

➤

➤

➤

➤

➤

➤

OVERRUN

➤

➤

➤

EX

LUBE

➤

➤

➤ ➤

➤

COOLER

➤

REV INPUT ➤

➤

➤ ➤

EX

OVERRUN CLUTCH

➤

➤

➤

➤

➤

➤ ➤

➤

➤

➤

➤

EX

➤

#7

➤

➤

3RD ACCUM

➤

#9


➤ ➤

➤

➤

LUBE

➤

➤

11

➤

EX

➤

➤

➤

OVERDRIVE RANGE – THIRD GEAR NO 2-3 SHIFT OR 2-3 SHIFT SLIPS, ROUGH OR HUNTING


• 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



OFF

OFF

2-4 BAND


OVERRUN CLUTCH

FORWARD CLUTCH


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


COMPONENTS ( (8) (10) (11) (38) (39) (40) (49) (50) (61) (91) (232) (237) (238) (240)

84B

)


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

➤ ➤

➤


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


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 ➤ ➤


24

37 44

48

25

9

3

43

31

33 43

20

11

3

27

34



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



38

41

3

29

16

32

14

47

2-4 SERVO BORE

#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

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


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


➤

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


38 41

3

16


37

1

➤


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)

➤

➤ ➤


9

10

25 20


Figure 82


FOLDOUT ➤ 85



(Torque Converter Clutch Applied) REVERSE INPUT CLUTCH ASSEMBLY

2ND & 4TH SERVO


➤

➤

➤

➤

➤

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


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

➤


➤

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


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



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

➤

➤

➤


➤

➤

➤

CONV FD

➤

➤

➤ ➤

➤

➤

➤

➤

➤

➤


➤

➤

➤

➤

➤

➤

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

➤


➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

20

➤

➤

➤


➤

➤

#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)


➤ 3c

➤ 13a

ORIFICED EX EX

➤

➤

30

38d

OFF

D4-3-2

➤

➤

➤


➤

#2

➤

REVERSE INPUT

FILTER (72)

➤

➤

28

➤

20b

➤


➤

33b 20a

➤

➤

➤

9m ➤ 9h

➤

LO/1ST

D4-3-2

➤

➤

P


12 29g 28

➤

➤

17e

➤


1-2 SIGNAL

9n

29f ➤

➤

➤

25g

AFL ➤

➤

➤

2-3 SHUTTLE

FORWARD ABUSE


AFL

➤

➤

EX 3-2 CONTROL

➤

➤

➤

1-2 SHIFT VALVE

➤ ➤

➤

➤

➤

ORIFICED EX

➤

ON ➤

➤

➤


18

➤

➤ ➤

➤

29c

➤

FORWARD CLUTCH FEED

3-4 CLUTCH

➤

2ND CLUTCH

➤


➤ ➤

➤

➤

#1


➤

➤

➤

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


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


➤

27a


➤


3-4 RELAY

➤

➤

➤

➤

➤


➤

➤

4TH

32a ➤

TORQUE SIG

OVERRUN CLUTCH

➤

ORF EX

44

27b

REV INPUT


➤

➤

➤

43a

➤

EX

LINE

FLUID PRESSURES

➤

➤

➤

➤

5

43b

29b


➤


31

➤

3-4 ACCUMULATOR

➤

➤

➤

➤

EX (237)

➤

➤

➤

EX

ON

➤

➤

➤

➤

➤

EX

➤

➤

➤

(237)

PUMP ASSEMBLY (4)

➤

➤

➤

(238)

➤

➤

4

➤

30b

ISOLATOR VALVE


➤

➤ ➤

FILTER (50)

➤

ACTUATOR FEED LIMIT

➤

11c 6

➤

➤

REGULATED APPLY

➤ ➤

10

➤

EX

➤

48b

➤

➤

EX

LINE PRESSURE TAP (39)

FILTER (232)

1

➤

➤

LINE

➤

➤


8

11b

➤

➤

➤


32

➤

48a

➤

PR LO/REVERSE

➤

➤

➤

AFL

➤


➤

➤

➤

COOLER

➤

2

D3 LINE

➤

➤

➤

EX

AFL 9

7

➤

➤

AIR BLEED (240)

➤

➤

➤

➤

➤

➤


➤

➤

LUBE

➤

EX

3-4 CLUTCH OVERRUN CLUTCH SERVO FEED ➤ CC SIGNAL

ACTUATOR FEED LIMIT

➤

#10

2ND CLUTCH

➤

➤ ➤

➤

➤

➤

➤

2ND CLUTCH

➤

➤

➤

➤

➤

➤

FORWARD CLUTCH FEED


➤

➤

➤

➤

➤

➤

➤

➤

OVERRUN

➤

➤

➤

➤

➤

➤

➤

LUBE

➤

➤

REV INPUT ➤

OVERRUN CLUTCH

➤

COOLER

➤

EX

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

EX

➤

➤

➤

➤

➤

3RD ACCUM

➤


➤

#7

➤

➤

➤

LUBE

➤

➤

➤

11

➤

➤


➤

EX ➤

#9


➤

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



2-4 BAND

ON

OFF

APPLIED


OVERRUN CLUTCH



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


COMPONENTS ( (8) (10) (11) (38) (39) (40) (49) (50) (61) (91) (232) (237) (238) (240)

86B

)


(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

➤ ➤

➤


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


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 ➤ ➤


24

37 44

48

25

9

3

43

31

33 43

20

11

3

27

34



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



38

41

3

29

16

32

14

47

2-4 SERVO BORE

#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

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


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


➤

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


38 41

37

1

16


38

3

37

3

➤


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)

➤

➤ ➤


➤


9

10

25 20


Figure 84


FOLDOUT ➤ 87



(Torque Converter Clutch Released) REVERSE INPUT CLUTCH ASSEMBLY

2ND & 4TH SERVO




➤

LUBE

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

3RD ACCUM #7

➤


➤

➤

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

➤


D4 2ND

12b

FWD CL FEED D2

41a

18a

PR

12c

D3

➤

➤

12d

D2 D3

41c

D4-N.O.

12e

PR

➤


➤

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


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

➤ ➤ ➤

➤

➤


35b

2ND

OVERRUN CLUTCH

➤

CASE (8)

LUBE

OVERRUN CLUTCH

➤

➤

RELEASE

APPLY

4TH

OVERRUN

➤

➤

PRESS REG

➤

➤

CONV FD LINE

➤

➤

➤

3RD ACCUM

➤

➤


➤

➤

➤

➤

2ND CLUTCH

➤

➤

BOOST VALVE

➤

➤

➤

REVERSE INPUT

➤

➤

➤

EX

➤

➤

➤ ➤

➤

➤

➤

➤

SUCTION

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

SUCTION

17d ➤ 22 10c 25 ➤ 24e

➤

➤

➤

➤

➤

RELEASE

➤

➤ ➤


➤

➤

CONV FD

➤

➤

➤

➤

➤

➤

➤

➤

➤


➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

REGULATED APPLY

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

CASE (8)

➤

➤

➤

➤

➤ ➤

➤

➤

➤

➤

LUBE

➤

➤

➤

➤

➤

➤

➤ ➤

COOLER

➤

➤

➤

➤

LO

D3-N.C.

FORWARD CLUTCH FEED

➤

➤

13b

➤

2ND

➤


ORIFICED D2 ➤

➤ ➤

➤

24f

➤

➤

➤

➤

D2-N.C.

➤

➤

➤

➤

2ND

➤

➤

D4

9k

➤

➤

➤


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

➤


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


➤ 3c

➤

➤

➤

AFL

➤

➤

➤

➤

25g

➤

➤

➤

#2

➤

➤

➤

28

18

➤

➤

1-2 SIGNAL

➤

17e

➤


➤

➤

➤

➤

#1

➤

➤

1-2 SHIFT VALVE ➤

➤

➤

➤

12 29g 28

➤

➤

➤

➤

2-3 SHUTTLE

➤

➤ ➤

2ND CLUTCH

➤


EX


➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤ ➤

➤

ORIFICED EX

3-2 CONTROL

3-4 ACCUM ➤

➤

➤

➤

➤

3-4 CLUTCH

➤

➤ ➤

➤

➤

➤

➤

➤

➤

3-4 SIGNAL

➤

➤

➤

➤

➤

➤

REV ABUSE

➤


➤

9n

29f ➤

➤

➤


AFL

➤

➤

ACCUMULATOR

2-3 SHIFT VALVE

➤

19

1-2 ACCUMULATOR

➤

➤

➤ ➤

EX


➤

D4

➤ ➤

➤ ➤

➤


ON

➤

➤

➤

➤ ➤

➤

➤

➤

3-2 SIGNAL

29c

➤

➤

14


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

➤ ➤ ➤

➤

➤

➤

➤

➤


➤

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

➤ ➤ ➤

➤

➤

➤


➤

➤

➤

➤

REGULATED APPLY

➤

➤ ➤

16a

➤

➤

➤ ➤

➤

➤

➤

15a


➤ ➤

➤

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

➤


4TH ➤

32a ➤ ➤ 22b

ISOLATOR VALVE


➤

➤

➤

➤

➤

➤

➤

➤

43a

➤

➤

➤

➤

➤

EX

EX ➤

➤

➤

➤

➤

➤

➤

➤

ORF EX➤

44 ➤

➤


➤

FILTER (50)


PR LO/REVERSE

➤

➤

➤

➤

ACTUATOR FEED LIMIT

REGULATED APPLY

➤

➤

➤

➤

5

➤43b

➤

EX (237)

➤


➤

➤

➤

➤

➤

30b

32

➤

11c

➤

AFL

➤

➤

➤

➤

➤

➤ ➤

➤

➤

PUMP ASSEMBLY (4)


➤

4

(237)

EX

➤

➤

(238)

EX

➤ ➤

6

➤

➤

➤

48b ➤

10

➤

➤


8

11b

➤

➤

LINE

➤

➤

➤

➤

COOLER

➤


FILTER (232)

D3 LINE

➤

➤ 1

9

7

➤

➤

2

AFL

48a


➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

EX

➤

➤


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



OFF

OFF

2-4 BAND


OVERRUN CLUTCH

FORWARD CLUTCH


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


COMPONENTS ( (8) (10) (11) (38) (39) (40) (49) (50) (61) (91) (232) (237) (238) (240)

88B

)



(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

➤ ➤

➤


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


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


31

43

11

24



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



38

41

3

29

16

32

14

47

2-4 SERVO BORE

#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

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


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


REAR LUBE

14

16

47

11

17

18


➤

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


38 41

3

16


37

1

➤


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)

➤

➤ ➤


9

10

25 20


Figure 86


FOLDOUT ➤ 89


OVERDRIVE RANGE – 3-2 DOWNSHIFT REVERSE INPUT CLUTCH ASSEMBLY

2ND & 4TH SERVO




➤

➤

➤ ➤

#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


41d

LO 41b

41a

➤

➤

➤ ➤

PR

12b

FWD CL FEED D2

➤

➤

12c

D3

41c

D4-N.O.

12d

D2 D3

➤

D4 D2

12e

PR

➤


➤

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


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

➤



➤

➤

CONV FD LINE EX

AFL

➤ ➤ ➤

➤

ACCUMULATOR OVERRUN ➤ 3RD ➤ ➤ ➤ ➤ ➤

➤

➤ ➤

➤

REVERSE INPUT

2ND CLUTCH

4TH

➤

➤ DECREASE ➤

RELEASE

➤


ACCUM

➤ ➤ ➤ ➤

➤

➤ ➤

➤

➤

➤

OVERRUN CLUTCH

➤

CASE (8)

LUBE

LUBE

➤

OVERRUN CLUTCH

➤ ➤

➤

2ND CL

APPLY

➤

➤

RELEASE

4TH

➤

ACCUM

➤

➤ 3RD

➤

SUCTION

➤

➤

➤

➤

➤

➤

➤

➤

➤

SUCTION

➤

➤

➤

CONV FD

➤

➤

➤

➤

➤

➤

➤


➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

REGULATED APPLY

➤

➤

➤

➤

➤

➤

➤

➤


➤

➤ ➤

CASE (8)

➤

➤

COOLER

➤

➤

➤

➤

➤

➤

17d ➤ ➤

➤

➤

➤

➤

➤

➤ ➤

➤

➤

D4 ➤

➤ 13b

➤

➤

➤

➤

➤

➤

➤

LO-N.O.

#12

22

➤

➤

17

➤

➤ ➤

➤

➤

➤

➤

➤

➤

➤

➤



➤

➤

➤

➤

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

➤

➤


➤

SIGNAL ➤ ➤➤

2-3 SHUTTLE

➤

AFL

1-2 SIGNAL

➤

➤

3-4 SIGNAL

➤

➤

➤ ➤ 3-2


➤

25g

➤

➤


➤ ➤

➤


➤ 3c

➤

➤

➤

➤

➤

➤

12 ➤ 29g 28➤

28a

➤

2ND CLUTCH

➤

➤

15d

➤

➤

➤


➤ ➤

➤ ➤

➤

➤

➤

➤

9n

➤ 29f

➤

➤

➤

➤

➤

➤

➤

16a

➤

➤

➤ ➤

4TH

➤

➤

➤

9o

➤

18


➤

➤

➤

#1

1-2 ACCUMULATOR

➤

2-3 SHIFT VALVE

1-2 SIGNAL

➤

➤

3-4 ACCUM


➤

➤

➤ ➤

➤ ➤

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 ➤

➤

➤

➤


➤

➤

REVERSE INPUT

FILTER (72)

➤

#4

40 ➤

➤

FORWARD CLUTCH FEED

3-4 RELAY

➤


ACCUM VALVE


➤

D3

➤

➤

➤

➤

➤

➤

➤


➤

➤


31

➤


FILTER (50)

➤

➤

29 ➤

ISOLATOR VALVE



➤

➤

➤

➤ 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

➤


➤

➤

➤

➤

EX

EX ➤

➤

➤

PR LO/REVERSE

➤

➤

➤

➤

➤

➤ ➤

➤

➤

➤

➤


➤

➤

➤

PUMP ASSEMBLY (4)

48b ➤

6

➤

EX

9

7

➤

#10

2ND CLUTCH

➤

ACTUATOR FEED LIMIT

➤


➤


8

11b 10

➤

4

(237)

EX

LINE

➤

➤

48a ➤

➤

(238)


FILTER (232)

1

➤


3-4 CLUTCH ➤ OVERRUN CLUTCH SERVO FEED ➤ CC SIGNAL

➤

➤

➤

➤

➤

AFL

➤

2

➤

➤

➤

COOLER

➤

➤

➤

➤

EX

➤

➤

➤

➤

2ND CLUTCH

➤

➤

➤

AIR BLEED (240)

➤

➤

➤

➤

➤

➤

➤

➤

➤

LUBE

EX

➤

FORWARD CLUTCH FEED

➤

➤

➤

OVERRUN

➤

➤


➤

➤

➤

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



2-4 BAND

OFF

ON

APPLIED


OVERRUN CLUTCH

FORWARD CLUTCH


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


COMPONENTS ( (8) (10) (11) (38) (39) (40) (49) (50) (61) (91) (232) (237) (238) (240)

90B

)


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

➤ ➤


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


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 ➤ ➤


24

37

48

25

9

3

43

33 44

20

11

3

31

43 25

25 9

27

34



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



38

41

3

29

16

32

14

47

2-4 SERVO BORE

#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


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


REAR LUBE

14

9

38a

3a

➤

29

17

➤

16 9

11 ➤

18

37


➤

16

29f/28

15b/16

34

38

16

48

➤

29

3

34

➤

3➤

38b 12a

12

41

3

29 11 18


38 41

3

16


37

1

➤


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)

➤

➤ ➤


9

10

25 20


Figure 88


FOLDOUT ➤ 91



(from Overdrive Range – Fourth Gear) REVERSE INPUT CLUTCH ASSEMBLY

2ND & 4TH SERVO




➤

➤ ➤

➤

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

➤

➤


➤

12b

34b

LO 41c

41b

12c

➤

FWD CL FEED D2

41a

12d

D2 D3

D3

➤

12e

PR

➤


➤

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


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

➤


➤

➤

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

➤

➤ ➤


➤

➤

CONV FD

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤


➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

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.

➤


ORIFICED D2 ➤

➤ ➤

➤

24f

➤

➤

➤

D4

9k

➤

REV-N.O.

➤

COOLER

➤

2ND

LO OVERRUN

➤


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

➤


D4-3-2

➤

➤

➤

➤

➤

➤

PR

➤

#5

➤

ACTUATOR FEED LIMIT

➤

➤

➤

30

➤

ORIFICED EX EX

➤

REVERSE

D3

33b

20a

➤

➤

➤

9m ➤ 9h

➤

➤

➤

18c

➤

➤

AFL

17e

➤


➤

➤

➤

➤

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

➤

➤

➤

➤

➤

➤

➤

➤


➤

➤

➤

➤


EX


3-4 ACCUM ➤

➤

➤

➤

ACCUMULATOR

ORIFICED EX

3-2 CONTROL


AFL

➤

➤

➤

➤

➤

➤

3-4 CLUTCH

➤

➤

➤ ➤

➤

➤

3-4 SIGNAL

➤ ➤

➤

9n

➤


ON

➤

➤

➤

➤

➤ ➤

➤

➤

➤

3-2 SIGNAL

29c

➤

➤

➤

➤

REV ABUSE

3-4 CLUTCH

➤

➤

➤

➤

➤

➤

➤

➤

➤

2ND CLUTCH

D4

➤

➤

➤

➤

➤ 3c

➤

➤

➤

19

1-2 ACCUMULATOR

➤

➤ ➤

EX


➤

➤

➤

➤

2-3 SHIFT VALVE

➤

➤

4TH

➤


ACCUM VALVE

➤

4TH SIGNAL ➤ ➤ 3-4 SIGNAL ➤ ➤ 1-2 SIGNAL ➤ 2ND

➤

➤

➤

➤

3-2 DOWNSHIFT

14

29f ➤

➤

➤

➤


31

➤

➤

➤

➤

#4 3-4 CL

➤

➤

➤

➤

1-2 SIGNAL

➤

D3

➤ ➤ ➤

15d

➤

Figure 89

➤ ➤

➤

➤

➤

92

➤

3-4 SIGNAL ➤

➤

➤

➤

➤ ➤

29

➤

➤

➤

➤

➤


➤ ➤ ➤

3-4 SHIFT VALVE ➤

➤

REVERSE INPUT

FILTER (72)

➤

➤


➤

➤ ➤

➤

FORWARD CLUTCH FEED

➤

➤

➤

➤ ➤ ➤

9o

➤

➤


➤ ➤

➤

➤

➤

➤

➤

➤ ➤

➤

SIGNAL

29a

➤

LINE

ISOLATOR VALVE

3-4 RELAY

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

15a


➤

➤

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

➤

➤


➤

➤

➤

➤

5

➤43b

TORQUE SIG

OVERRUN CLUTCH

➤

➤

➤

30b

➤

➤

➤

11c

➤

➤

➤ ➤

6

➤

➤

➤

EX

EX (237)

➤

48b ➤

➤

➤

EX ➤

➤

8

➤


➤

#10

2ND CLUTCH

➤

ACTUATOR FEED LIMIT

➤

➤


➤

➤

➤

➤

➤

➤

D3 LINE

➤

➤

➤

➤

➤

➤


➤ ➤

PUMP ASSEMBLY (4)

➤

➤

➤

(237)

EX

➤

➤

➤

➤

(238)

EX

4

➤

➤

➤

➤

48a

10

➤

9

➤

11b

➤


➤

➤

➤

➤

LINE

➤

➤

➤


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

➤


➤ ➤

➤

➤

➤

➤

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



OFF

OFF

2-4 BAND


OVERRUN CLUTCH

FORWARD CLUTCH


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


COMPONENTS ( (8) (10) (11) (38) (39) (40) (49) (50) (61) (91) (232) (237) (238) (240)

92B

)



(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

➤ ➤

➤


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


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 ➤ ➤


24

37

48

25

9

3

43

33 44

20

11

3

31

43 25

25 9

27

34



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



38

41

3

29

16

32

14

47

2-4 SERVO BORE

#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

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


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



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


41

3

37

1

16

38 41

3

37

3


38

3 ➤

16

16

18 11 29

37

➤

➤

➤

48

47

12

➤

➤

➤

➤ 3

➤

➤

➤

47

3

29

47

7

(10)

46

1


➤

➤

➤

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)

➤

➤ ➤


9

10

25 20


Figure 90


FOLDOUT ➤ 93



(from Manual Third – Third Gear) REVERSE INPUT CLUTCH ASSEMBLY

2ND & 4TH SERVO




➤

➤

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

➤


➤

12b

41d

FWD CL FEED D2 ➤

➤ ➤

12c

➤

➤

➤ ➤

➤

➤

12d

D2 D3

D3

➤

12e

PR

➤

➤

➤


➤

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

➤ ➤


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➤

➤

➤

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


➤

➤

ACCUM

➤

➤ 3RD

➤

➤

➤

➤

➤

2ND CLUTCH

➤

REVERSE INPUT

➤

EX

➤

➤

➤

SUCTION

➤

➤

➤

➤

➤

➤

➤

➤

➤

OFF

➤

SUCTION

22 10c 25 ➤ 24e

➤

➤

➤

CONV FD

17d ➤ ➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤


➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

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

➤

➤

➤

➤

➤


➤


#3

➤

➤

COOLER

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

FILTER (49)

➤

➤

➤

➤

➤

➤

➤

ORIFICED D2

➤

➤

➤

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

➤


➤ D4-3-2 ➤

➤

ORIFICED EX

➤

REVERSE

➤

➤

➤ ➤

P

3RD ACCUM ➤

D3

9m ➤ 9h

2ND

FORWARD ABUSE

➤

➤

➤ OVERRUN ➤

➤

➤

➤

➤

REVERSE

➤

➤

➤

➤

➤

AFL

➤

➤

LINE

➤

#5

➤

25g

➤

➤


➤

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 ➤

➤

➤

➤

➤

➤

➤

➤

➤

➤


18c

➤


OFF

15d

28

➤ ➤

18

1-2 SIGNAL

SIGNAL ➤

➤

3b

➤

➤ ➤ 3-2

➤

➤

➤

➤


➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

#1


➤

➤ ➤ ➤

➤ ➤

➤ 3c

➤

➤

➤

➤

➤

➤ ➤

➤

➤

➤

➤

➤ ➤

➤

1-2 ACCUMULATOR

➤

➤

9n

➤ 29f

➤

3-4 ACCUM


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 ➤

➤

➤

➤


➤

#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


➤


ACCUM VALVE


➤

3-4 RELAY

22b

➤


➤

➤

➤

➤

ISOLATOR VALVE

REGULATED APPLY

31

➤

3-4 ACCUMULATOR

➤

➤

4TH➤

➤

➤

27a

➤

FILTER (50)


PR LO/REVERSE

➤

➤

➤

➤

ACTUATOR FEED LIMIT

➤

32a

AFL

➤

➤

32

#10

2ND CLUTCH

➤

ACTUATOR FEED LIMIT

➤

➤

➤

➤ ➤ ➤

➤

➤

➤

LINE

➤


➤

➤

➤

94

➤


➤

ORF EX

44

43a

➤

➤

➤

➤

5

43b

15a


➤

➤

➤

16a

➤

FLUID PRESSURES

➤

2ND CLUTCH

➤

➤

➤

➤

➤

➤

➤

REGULATED APPLY

➤

➤

➤

➤

➤

➤

30b

➤

REV INPUT

EX

LINE

➤

➤

➤


➤ ➤

11c

➤

➤

➤

➤

➤

D3 LINE

➤

6 ➤

➤

➤

➤

➤


➤

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

➤

➤

➤

➤

➤

➤

➤


➤

4

(237)

EX

LINE

➤

PUMP ASSEMBLY (4)

➤

➤

➤

FILTER (232)

1

➤

(238)

➤

➤


➤

➤

➤

➤

2

➤

➤


➤

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.







2-4 BAND

OFF

ON

APPLIED


OVERRUN CLUTCH

FORWARD CLUTCH


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


COMPONENTS ( (8) (10) (11) (38) (39) (40) (49) (50) (61) (91) (232) (237) (238) (240)

94B

)



(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

➤ ➤


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


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 ➤ ➤


24

37

48

25

9

3

43

33 44

20

11

3

31

43 25

25 9

27

34



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



38

41

3

29

16

32

14

47

2-4 SERVO BORE

#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


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


REAR LUBE

14

➤

29

17

37


➤

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


38 41

37

1

16


38

12

47

3

37

3

➤

16

➤

47 29

16

18 11 29

37

➤

47

➤

3

➤

➤

➤ 3

➤

➤

(237)

1


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)

➤

➤ ➤


9

10

25 20


Figure 92


FOLDOUT ➤ 95



(from Manual Second – Second Gear) REVERSE INPUT CLUTCH ASSEMBLY

2ND & 4TH SERVO




➤

➤


➤

➤

➤ ➤

➤

➤ ➤

➤

➤

➤

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


➤

REVERSE INPUT PRESS REG

➤

➤

CONV FD LINE

➤

24h

➤ 2ND

➤

➤

➤

➤


➤ ➤

36a

➤

➤

2ND CL

4TH

➤

➤ DECREASE ➤

➤

RELEASE

➤

TORQUE SIGNAL

35e

24k ➤ 25 ➤

OVERRUN CLUTCH

➤

CASE (8)

➤ ➤


➤

➤

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

➤

➤

➤

➤

➤ ➤

➤

➤ ➤

➤ ➤

➤


➤

➤

➤

➤

➤

➤

➤

➤ ➤

➤ ➤

➤

➤ ➤

➤

➤

➤

➤

LUBE

➤

➤

➤

COOLER

➤ ➤

➤

➤

➤

12e

PR D2 D3

D3

➤

PR ➤

➤

➤

➤

➤ ➤ ➤

➤

REGULATED APPLY

➤

➤

➤

➤

➤ ➤

➤ ➤

➤

➤

➤ ➤

➤

➤

➤ ➤

➤

CASE (8)

➤

➤ ➤

➤

➤ ➤

➤

➤

➤

➤

➤

➤

➤

➤

38b ➤

➤

➤ ➤


➤

➤

➤

➤

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

➤


22 10c 25 24e

➤

ORIFICED EX ➤ EX ➤

➤

➤

#12

22

➤

17d ➤

LO OVERRUN ➤

➤

➤

➤

17

➤

42a

➤

➤

➤

➤

➤ ➤

➤

16

➤

➤

➤

➤

28

➤ 2ND ➤ 24f

➤

➤

➤

➤ ➤

➤

➤

➤

➤

➤

9k

13b


➤

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

➤

➤

➤


➤

➤

➤

➤

9m ➤ 9h

➤ ➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

EX➤

➤

➤

➤

➤

➤

1-2 SHIFT VALVE

D4-3-2

➤

➤


➤

LO/1ST ➤

➤25g

AFL ➤

➤

➤

➤

➤

➤

➤

1-2 SIGNAL

EX ➤

➤

➤

➤

➤

➤

➤

2-3 SHUTTLE

➤ ORIFICED

➤

➤

➤ D4 ➤ ➤ 2ND ➤ ➤ ACCUMULATOR ➤ D2

MANUAL➤VALVE

➤ ➤

➤

D4-3-2

➤

CLUTCH ➤

➤

➤

➤

➤ 2ND


➤

PR

➤

➤

➤

➤ ➤

➤

ORIFICED D2

➤

➤

18

1-2 ACCUMULATOR

➤ ➤

➤

#1

➤

➤

ACCUMULATOR

3-4 SIGNAL

➤

➤


➤

➤

3-4 ACCUM ➤

➤

➤

R N D 3 2 1

➤

➤ ➤

➤

➤

P

➤

20

19

➤

➤

➤

➤ ➤

➤

➤

➤

➤

➤

➤

➤ ➤

➤

#6

➤

➤

➤

➤

➤

➤

➤ ➤

➤

➤

➤

➤

3RD ACCUM

➤

EX

PR LO/REVERSE


FORWARD ABUSE


AFL

D3

➤

➤

Figure 93

➤

➤ ➤

➤

➤

➤

OVERRUN

96

➤

3-2 CONTROL

➤➤

31

#10

3-4 ACCUMULATOR

➤

D4

➤ ➤

➤

➤

➤

OFF

➤

#5

➤


➤

REVERSE

18c

➤

➤

➤ ➤

➤

➤

➤

➤

➤

3-4 CLUTCH

➤

➤

➤

➤

LINE

➤

3a

➤


➤

➤

➤

REVERSE INPUT

FILTER (72)

2ND CLUTCH

REV ABUSE

3-4 CLUTCH

➤

➤

➤

➤

FORWARD CLUTCH FEED

➤


➤

➤

➤

➤

➤

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


2-3 SHIFT VALVE

1-2 SIGNAL

3-4 SHIFT VALVE

➤

15d

➤

4-3 SEQUENCE VALVE


➤

9n


ACCUM VALVE

3-4 SIGNAL

➤

9o

28


3-4 RELAY

➤

29a

FILTER (50)

➤

3-2 SIGNAL

29c

29f

➤

➤

ISOLATOR VALVE


40 14

➤

➤


➤

#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

➤


➤

29b

LINE

➤

➤

30a 27d 22a

32

➤

➤

4TH

➤

➤

➤

➤

➤

22b

➤

➤

➤

32a

➤

➤

TORQUE SIG

EX ➤


ORF EX

44

43a

➤


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

➤


➤

ACTUATOR FEED LIMIT

➤

➤

➤

➤

➤

➤

(238)

LINE

➤

➤

➤


➤


➤

➤

AFL 9

7

➤

48a

FILTER (232)

1

➤

➤

➤

➤

2

➤

➤

➤

➤


➤

➤

➤

➤

➤

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.







ON

ON

2-4 BAND


OVERRUN CLUTCH

FORWARD CLUTCH


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


COMPONENTS ( (8) (10) (11) (38) (39) (40) (49) (50) (61) (91) (232) (237) (238) (240)

96B

)



(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

➤


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


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 ➤


24

37

48

25

9

3

43

33 44

20

11

3

31

43 25

25 9

27

34



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



38

41

3

29

16

32

14

47


#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


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


REAR LUBE

14

➤

29

17

37


➤

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


38 41

37

1

16


38

12

47

3

37

3

➤

16

➤

47 29

16

18 11 29

37

➤

47

➤

3

➤

➤

➤ 3

➤

➤

(237)

1


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)

➤

➤ ➤


9

10

25 20


Figure 94


FOLDOUT ➤ 97


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


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


354

FORWARD ACCUMULATOR PISTON

367B


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


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


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

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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.

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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

118

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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4L60E

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