4L80-E
C I T A M A R D Y H
CONTENTS
INTRODUCTION..................................................................................... 3 HOW TO US E THIS THIS BOOK BOOK ............... ........... ............ ........... ........... .......... 4 UNDERSTANDING THE GRAPHICS ....................................................... 6 TRANSMISSION CUTAWAY VIEW (FOLDOUT) ....................................... 8 GENERAL DESCRIPTION ....................................................................... 9 PRICIPLES PRI CIPLES OF OPERATI OPERATION ON ........... ........... ........... ........... ........... ........... 9A MAJ OR MECHANICAL MECHANICAL C OM OMPON PONENTS ENTS (FO (FOLDOUT LDOUT)) .................. .... 10 RANGE REFERENCE CHART ......................................................... 11 TORQUE CONVERTER .................................................................. 12 A P P LY C OMP ON ONE E NT S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 5 PLANETARY PLANET ARY GE AR S ETS ............. .......................... .......................... .......................... ...................... ......... 26 HYDRAULIC C ON ONTRO TROL L C OM OMPON PONENTS ENTS ........... ........... ........... ....... 28 ELECTRICAL COMPONENTS ........................................................ 39
POWER FLOW ...................................................................................... 47 COMPLETE HYDRAULIC CIRCUITS ..................................................... 75 LUBRICATI LUBRI CATION ON POI POINTS NTS .......... ........... ........... ........... ........... ........... ...... 102 BUSHING & BEARING LOCATIONS ................................................... 103 SEAL LOCATIONS .............................................................................. 104 ILLUSTRATED PARTS LIST ................................................................ 105 BASIC SPECIFICATIONS .................................................................... 118 PRODUCT DESIGNATION SYSTEM ................................................... 119 GLOSSA RY ............. .......................... .......................... .......................... .......................... .......................... ....................... .......... 120
A BB BBRE RE VI VIAT ATION IONS S ............................................................................... 122 INDEX ................................................................................................ 123
2
PREFACE The Hydra-matic 4L80-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 automatic transaxle or transmission know-how may find this publication somewhat technically complex if additional instruction is is not provided. 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. industry. However, 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 4L80-E Technician’s Guide is also intended to assist technicians during the service, diagnosis and repair of this transmission. However, this book is not intended to be a substitute for other General Motors service publications that are normally used on the job. 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 4L80-E transmission.
© COPYRIGHT 1998 1998 POWERTRAIN GROUP General General Motors Corpora Corporation tion 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 4L80-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 theories of the mechanical, 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. page. The opposite side 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, checkballs, 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. Fold-out 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 4L80-E Technician ’s Guide was made possible through the combined efforts of many staff areas within the General Motors Powertrain Division. As a result, the Hydra-matic 4L80-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 4L80-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 47) 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 75) details the entire hydraulic system. This is accomplished by using a fold-out circuit schematic with a facing page two dimensional fold-out 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.
UNDERSTANDING THE GRAPHICS CASE ASSEMBLY (7) MA NUAL 2-1 BAND SERVO ASSEMBLY (55-60) LOW AND REVERSE BAND SERVO ASSEMBLY (61-74)
TORQUE CONVERTER ASSEMBLY (1)
CONTROL VALVE BODY SPACER PLATE GASKET (48)
3RD AND 4TH CLUTCH ACCUMULATOR HOUSING OIL PUMP (51) ASSEMBLY (4) ACCUMULATOR HOUSING GASKET (47)
CONTROL VALVE BODY GASKET (45) TRANSMISSION FLUID PRESSURE MAN UAL VALVE POSITION SWITCH (40)
CONTROL VALVE BODY SPACER PLATE (46)
LUBE OIL PIPE (39)
CONTROL VALVE ASSEMBLY (44)
OIL FILTER ASSEMBLY (31)
OIL PAN (28)
Figure 2
The flow of transmission fluid starts in the bottom pan and is drawn through the filter, case assembly and into the oil pump assembly. This is a basic concept of fluid flow that can be understood by reviewing the illustrations provided in Figure 2. However, fluid may pass between the control valve body, spacer plate, case 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 4L80-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, ball check valves, 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 TYPICAL BUSHING AND VALVE
NOTE: NOT ALL VALVES ARE USED WITH A BUSHING
BUSHING SPRING VALVE BORE PLUG
SPACER PLATE
RETAINING PIN
BALL CHECK VALVE
RESTRICTING ORIFICE
VALVE BODY
➤
VALVE BODY
➤
➤
➤
➤ ➤
➤
➤
RETAINING PIN
➤
SPACER PLATE SIGNAL FLUID
➤
➤
➤
➤
➤
➤ ➤
➤ ➤
➤
➤
➤
BUSHING TO APPLY COMPONENT
➤
➤
➤
BUSHING
BORE PLUG
➤
➤
➤ ➤
SPRING VALVE
EXHAUST FROM THE APPLY COMPONENT UNSEATS THE BALL CHECK VALVE, THEREFORE CREATING A QUICK RELEASE.
➤
➤
➤
APPLY FLUID ➤
➤
➤
SPRING ASSIST FLUID ➤
➤
➤
SPACER PLATE SIGNAL FLUID
➤
➤
➤
➤
APPLY FLUID
➤
➤
➤
➤
➤
➤
APPLY FLUID SEATS THE BALL CHECK VALVE FORCING FLUID THROUGH SPRING AN ORIFICE IN THE SPACER ASSIST PLATE, WHICH CREATES A SLOWER APPLY. FLUID
➤
➤
➤ ➤
➤
➤
➤
EX WITH SIGNAL FLUID PRESSURE EQUAL TO OR LESS THAN SPRING AND SPRING ASSIST FLUID PRESS URE THE VALVE REMAINS IN CLOSED POSITION.
EX WITH SIGNAL FLUID PRESSURE GREATER THAN SPRING AN D SPRING ASSIST FLUID PRESSURE THE VALVE MOVES OVER.
Figure 4
FLUID PRESSURES INTAKE & DECREASE (SUCTION) CONVERTER & LUBE MAINLINE SOLENOID SIGNAL “ON” SOLENOID SIGNAL “OFF”
➤A
➤
B
A
B
ACCUMULATOR ACUATOR FEED
➤
➤
➤
TORQUE SIGNAL ➤ ➤ ➤
➤ ➤
EXHAUST DIRECTION OF FLOW
WITH EQUAL SURFACE AREAS ON EACH END OF THE VALVE, BUT FLUID PRESSURE "A" BEING GREATER THAN FLU ID PRESSURE "B", THE VALVE WILL M OVE TO THE RIGHT.
Figure 5
WITH THE SAME FLUID PRESSURE ACTING ON BOTH SURFACE "A" AND SURFACE "B" THE VALVE WILL M OVE TO THE LEFT. THIS IS DUE TO THE LARGER SURFACE AREA OF "A" THAN "B".
7B
HYDRA-MATIC 4L80-E OIL PUMP ASSEMBLY (4)
OVERDRIVE ROLLER CLUTCH ASSEMBLY (512)
FOURTH CLUTCH ASSEMBLY (523–533)
OVERRUN CLUTCH ASSEMBLY (504–511)
OVERDRIVE CARRIER ASSEMBLY (514)
FORWARD CLUTCH ASSEMBLY (601–616)
DIRECT CLUTCH ASSEMBLY (616–623)
INTERMEDIATE CLUTCH ASSEMBLY (629–640)
INTERMEDIATE LOW SPRAG ROLLER CLUTCH CLUTCH ASSEMBLY ASSEMBLY (624) (644)
REACTION CARRIER ASSEMBLY (651)
REAR INTERNAL GEAR (666)
CONVERTER PUMP ASSEMBLY
OUTPUT CARRIER ASSEMBLY (661)
CASE EXTENSION (19)
STATOR ROLLER CLUTCH ASSEMBLY
OUTPUT SHAFT (671)
OUTPUT SPEED SENSOR ASSEMBLY (22)
CASE ASSEMBLY (7)
PARKING PAWL (703) TORQUE CONVERTER ASSEMBLY (1)
SUN GEAR (650)
SUN GEAR SHAFT (649) TURBINE SHAFT (502)
PRESSURE PLATE ASSEMBLY
8
LOW AND REVERSE BAND ASSEMBLY (657)
CONVERTER TURBINE ASSEMBLY
CONVERTER STATOR ASSEMBLY
PRESSURE CONTROL SOLENOID (320)
OIL PAN (28)
FILTER ASSEMBLY (31)
MANUAL SHIFT SHAFT DETENT LEVER ASSEMBLY (711) Figure 6
MANUAL SHIFT SHAFT (708)
INPUT SPEED SENSOR ASSEMBLY (22)
MANUAL 2-1 BAND ASSEMBLY (628)
CONTROL VALVE ASSEMBLY (44)
PARKING PAWL ACTUATOR ASSEMBLY (710)
MAIN SHAFT (662)
Figure 7
HYDRA-MATIC 4L80-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.
MAJ OR MECHANICAL COMPONENTS
4TH CLUTCH ASSEMBLY (523-533)
PUMP ASSEMBLY (4)
TORQUE CONVERTER ASSEMBLY (1)
OVERDRIVE CARRIER ASSEMBLY (514)
OVERDRIVE ROLLER CLUTCH (512)
OVERRUN CLUTCH ASSEMBLY (504-511)
TURBINE SHAFT (502)
SPLINED TOGETHER
FORWARD CLUTCH ASSEMBLY (601-614)
SPLINED TOGETHER
TURBINE SHAFT (502)
DIRECT CLUTCH HUB (615)
OUTPUT CARRIER ASSEMBLY (661)
TRANSMISSION CASE INTERMEDIATE (7) CLUTCH ASSEMBLY (629-638)
SPLINED TOGETHER
MANUAL 2-1 BAND ASSEMBLY (628)
DIRECT CLUTCH ASSEMBLY (616-623)
FORWARD CLUTCH HUB (613)
PARKING PAWL (703)
MANUAL 2-1 BAND SERVO ASSEMBLY (55-60)
CENTER SUPPORT ASSEMBLY (640)
LOW ROLLER CLUTCH ASSEMBLY (644)
LOW AND REVERSE BAND SERVO ASSEMBLY (61-74)
MAIN SHAFT (662) REAR INTERNAL GEAR (666)
10
Figure 9
SUN GEAR (650)
PARKING PAWL ACTUATOR ASSEMBLY (710)
INTERMEDIATE SPRAG CLUTCH ASSEMBLY (624)
SPLINED TOGETHER
REACTION CARRIER ASSEMBLY (651)
INTERMEDIATE SPRAG CLUTCH OUTERRACE (625)
MAIN SHAFT (662)
SUN GEAR SHAFT (649)
LOW AND REVERSE BAND ASSEMBLY (657)
OUTPUT SHAFT ASSEMBLY (671)
SPLINED INTO OUTPUT CARRIER ASSEMBLY (661)
COLOR LEGEND MAJ OR MECHANICAL COMPONENTS The foldout graphic on page 10 contains a disassembled drawing of the major components used in the Hydra-matic 4L80-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 held stationary in the case or splined to the case. Examples: Pump Assembly (4), 4th Clutch Housing (529) and Manual 2-1 Band Assembly (628). Also includes Roller Clutches and Sprag assemblies. Components that rotate at engine speed. Examples: Torque Converter Assembly (1) and Oil Pump Drive (205) and Driven (204) Gears. Components that rotate at turbine speed. Examples: Converter Turbine, Turbine Shaft (502) and Overdrive Carrier Assembly (514).
COLOR LEGEN LEGEND D APPLY COMPONENTS The Rang Range e Refe Refere renc nce e Chart hart on pa page 11, prov provide ides s anot anothe herr valuable source of information for explaining the overall function functio n of the Hydra-mat Hydra-matic ic 4L80 4L80-E transmissio transmission. n. This Thi s chart highlights the major apply components that function in a selected selected gear gear range, and the the specific specific gear gear operat operatio ion n withi within n that gear range.
Included Included as part of this chart is the same same col color or refe reference rence to each major component that was previously discussed. If a component is active in a specific gear range, range, a word word describing describing its activi activity ty will wil l be listed listed in the col column umn below that that component. component. The row where where the activity ivity occ occurs urs corre orresp spond onds s to the appropriate transmission range and gear operation. An abbreviated abbreviated version version of this chart can can also be found found at the top of the half page of text located in the Power Flow section. This prov provide ides s for a quic quick k refe refere renc nce e when when rev reviewing iewing the mecha mechanical nical power power flow flow informat informatio ion n contained contained in in that that sect sectio ion. n.
RANGE REFERENCE CHART HYDRAMATIC 4L80-E - GEAR RATIOS
FIRS T SECOND THIRD
R ANGE
GEAR
1-2 SHIFT FT
2-3 SHIFT FT
FOURTH FOURTH
OVERR OVERRUN UN
SOLENO SOLENOID ID
SOLEN SOLENOID OID
CLUTCH CLUTCH
CLUTCH CLUTCH
2.48 1.48 1.00 1.00
OVER DRIVE ROLLER CLUTCH
FOU RTH REVERS E
FORWA FORWARD RD
DIRECT DIRECT
CLUTC CLUTCH H
CLUTC CLUTCH H
.75 2.08
MANUAL 2-1
INTERMEDIATE SPRAG
BAND
CLUTCH
INTERMEDIATE
CLUTCH
LOW
LO LOW AND
ROLL ROLLER ER
REVE REVERS RSE E
CLUTCH
B AN AND
P-N
ON ON
OFF
HOLDING
R
REVERSE
ON
OFF
HOLDING
1st
ON
OF O FF
HOLDING
APPLIED
*
2nd
OFF
OFF
HOLDING
APPLIED
HOLDING
3rd
OFF
ON
HOLDING
APPLIED APPLIED
OVERRUNNING
APPLIED OVERRUNNING
4th
ON
ON
OVERRUNNING APPLIED APPLIED APPLIED
OVERRUNNING
APPLIED OVERRUNNING
1st
ON
OFF
APPLIED
HOLDING
APPLIED
*
2nd
OFF
OFF
APPLIED
HOLDING
APPLIED
HOLDING
3rd
OFF
ON
APPLIED
HOLDING
APPLIED APPLIED
1st
ON
OFF
APPLIED
HOLDING
APPLIED
2nd
OFF
OFF
APPLIED
HOLDING
APPLIED
1st
ON
OFF
APPLIED
HOLDING
APPLIED
2nd
OFF
OFF
APPLIED
HOLDING
APPLIED
D
D
2 1 HOLDIN ING G * HOLD
BUT BUT NOT NOT EFFE EFFECT CTIV IVE E
APPLIED
APPLIED
APPLIED
OVERRUNNING
* APPLIED
HOLDING
APPLIED OVERRUNNING
HOLDING
HOLDING
A PP PPLIED OVERRUNNING APPLIED OVERRUNNING
HOLDING
APPLIED OVERRUNNING
* APPLIED
HOLDING
HOLDING HOLDING
APPLIED APPLIED
APPLIED OVERRUNNING
@ THE THE SOLE SOLENO NOID ID'S 'S STAT STATE E FOL FOLLO LOWS WS A SHIF SHIFT T PAT PATTE TERN RN WHIC WHICH H DEP DEPEN ENDS DS UPON UPON VEH VEHIC ICLE LE SPEED AND THROTTLE POSTION. IT DOES DOES NOT DEPEND UPON THE SELECTED GEAR.
ON =SOLENOID =SOLENOID ENERGI ENERGIZE ZED D OFF =SOLENOID DE-ENERGIZE DE-ENERGIZED D
NOTE: DESCRIPTIONS ABOVE EXPLAIN COMPONENT FUNCTION DURING ACCELERATION.
Figure 10
11
TORQUE CONVERTER TURBINE THRUST THRUST SPACER (B)
CONVERTER CONVERTER HOUSING HOUSIN G COVER ASSEMBLY (A)
PRESSURE PLATE SPRING (E) (E)
PRESSURE PLATE ASSEMBLY (C) (C)
DAMPER ASSEMBLY (D) (D)
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 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).
•
•
THRUST THRUST BEARING ASSEMBLY (G)
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 (I). • a converter pump assembly (I) which is the driving member. • a turbine assembly (F) which is the driven or output member. • a stator assembly (G) which is the reaction member located between the converter pump and turbine assemblies. • a pressure plate assembly (C) splined to the turbine assembly to enable direct mechanical drive when appropriate.
TURBINE ASSEMBLY (F)
12
STATOR ASSEMBLY (H) F
CONVERTER PUMP ASSEMBLY (I)
A I
D G STATOR SHAFT (235) E
B
TURBINE SHAFT (502) CONVERTER HUB
H
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 t o 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 sli ppage that occurs through a fluid coupling is reduced (but not eliminated), thereby providing a more efficient transfer of engine torque to the drive wheels.
THRUST THRUST BEARING ASSEMBLY (G)
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 (H) TURBINE ASSEMBLY (F)
CONVERTER PUMP ASSEMBLY (I)
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.
STATOR
STATOR HELD FLUID FLOW REDIRECTED
CONVERTER MULTIPLYING
FLUID FLOW FROM TURBINE
CONVERTER AT COUPLING SPEED STATOR ROTATES FREELY
•
Overheated fluid.
STATOR ASSEMBLY 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 (235) and the turbine shaft (502). 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 (235), and enters the pump.
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). °
°
No TCC apply can be caused by:
• • • • • • •
°
TCC (PWM) solenoid valve assembly (323) malfunction. TCC valve (223) stuck or binding TCC regulator apply valve (324) stuck or binding Converter limit valve (214) stuck or binding TCC enable valve (217) stuck or binding Spacer plate and gaskets misaligned or incorrect Pressure plate assembly friction material worn or damaged
°
For more information on TCC apply and release, see Overdrive Range – Fourth Gear TCC Released and Applied, pages 64 –65.
TORQUE CONVERTER ASSEMBLY (1)
TORQUE CONVERTER ASSEMBLY (1)
➤ ➤
RELEASE FLUID APPLY FLUID
➤ ➤
TURBINE SHAFT (502)
TURBINE SHAFT (502) APPLY FLUID
➤ ➤
APPLY FLUID
➤ ➤ RELEASE FLUID
RELEASE FLUID
PRESSURE PLATE
➤ ➤
PRESSURE PLATE
➤ ➤
➤
TCC RELEASE 14
TCC APPLY Figure 14
APPLY COMPONENTS 4TH CLUTCH ASSEMBLY (523-533)
4TH CLUTCH APPLY FLUID PASSAGE
4TH CLUTCH: The 4th clutch assembly, located in the 4th clutch housing (529), is held stationary to the transmission case (7) by the 4th clutch housing bolt (26). The external teeth on the reaction (steel) plates (526) are splined to the 4th clutch housing while the internal teeth on the fiber clutch plate assemblies (525) are splined to the overrun clutch housing (504). The 4th clutch is applied only when the transmission is in Fourth gear to provide an overdrive gear ratio.
4TH CLUTCH RELEASE: To release the 4th clutch, 4th clutch fluid exhausts through the 4th clutch fluid circuit, allowing pressure at the 4th clutch piston (528) to decrease. In the absence of fluid pressure, spring force from the spring assembly (532) moves the 4th clutch piston away from the clutch pack. This disengages the steel plates (526) and fiber plates (525) from the backing plate (524), thereby allowing the overrun clutch housing and overdrive sun gear to rotate.
FIBER STEEL CLUTCH PLATE CLUTCH ASSEMBLY PLATE (525) (526)
INNER SEAL (527)
4TH CLUTCH ORIFICE (530)
OUTER SEAL (531)
SPRING ASSEMBLY (532)
4TH CLUTCH APPLY: To apply the 4th clutch, 4th clutch fluid is fed from the case, through the 4th clutch housing bolt (26) and behind the 4th clutch piston (528). 4th clutch fluid pressure forces the piston against the 4th clutch spring assembly (532) to cushion the apply. As fluid pressure increases, the piston compresses the clutch plates (steel and fiber) together until they are held against the 4th clutch backing plate (524).
When fully applied, the steel plates (526) and fiber plates (525) are locked together and held stationary by the 4th clutch housing. The internal teeth on the fiber plates hold the overrun clutch housing (504) stationary to prevent the overdrive sun gear from rotating. The orifice cup plug (530) is pressed into the 4th clutch housing. Air in the 4th clutch fluid circuit is forced out the orifice when 4th clutch fluid pressure increases to prevent excess cushion during 4th clutch apply.
Plugged fourth apply passage, damaged clutch plates, return spring assembly or piston seals can cause no fourth/slips in fourth.
4TH CLUTCH BACKING PLATE (524)
4TH CLUTCH HOUSING (529)
SPRING RETAINER RING (533)
BACKING PLATE 4TH CLUTCH RETAINER RING PISTON (523) (528)
523
16
524
525
528
526
Figure 16
4TH CLUTCH HOUSING BOLT CASE 4TH CLUTCH (26) (7) APPLY FLUID
529
530
532
533
APPLY COMPONENTS OVERRUN CLUTCH HOUSING (504)
OVERRUN CLUTCH RELEASE: To release the overrun clutch, overrun clutch fluid exhausts through the overrun clutch housing inner hub and into the oil pump hub, allowing pressure at the overrun clutch piston (505) to decrease. In the absence of fluid pressure, spring force from the spring assembly (506) moves the overrun clutch piston (505) away from the clutch pack. This disengages the steel plates (508) and the fiber plates (509) from the backing plate (510) and disconnects the overrun clutch housing from the overdrive carrier.
OVERRUN CLUTCH: The overrun clutch assembly is located in the overrun clutch housing (504). The external teeth on the reaction (steel) plates (508) are splined to the overrun clutch housing while the internal teeth on the fiber clutch plate assemblies (509) are splined to the overdrive carrier assembly (514). The overrun clutch is applied only when the shift selector lever is in a Manual gear range First, Second, or Third.
During the exhaust of overrun clutch fluid, the overrun clutch ball check valve, located in the overrun clutch housing, unseats. Centrifugal force, resulting from the rotation of the overrun clutch housing, forces residual overrun clutch fluid to the outside of the piston housing and past the unseated ball check valve. If this fluid did not completely exhaust from behind the piston, there could be a partial apply, or drag, of the overrun clutch plates.
OVERRUN CLUTCH BALL CHECK VALVE ➤ ➤
APPLIED
OVERRUN CLUTCH APPLY: To apply the overrun clutch, overrun clutch fluid is fed through the oil pump hub to the inner hub of the overrun clutch housing. Feed holes in the inner hub allow fluid to enter the housing behind the overrun clutch piston (505). Overrun clutch fluid pressure seats the overrun clutch ball check valve (located in the housing) and moves the piston to compress the spring assembly (506) to cushion the apply. As fluid pressure increases, the piston compresses the clutch plates (steel and fiber) together until they are held against the overrun clutch backing plate (510). Also, the increase in fluid pressure forces any air in the overrun clutch fluid circuit to exhaust past the ball check valve, before it seats, to prevent excess cushion during clutch apply.
LUBE PASSAGE ➤
➤ ➤ ➤ ➤
BACKING PLATE RETAINER RING (511) BACKING PLATE (510)
RELEASED
SPRING RETAINER RING (507)
SPRING ASSEMBLY (506)
LUBE PASSAGE
OVERRUN CLUTCH APPLY FLUID
OVERDRIVE SUN GEAR OVERRUN CLUTCH PISTON ASSEMBLY (505)
When fully applied, the steel plates (508) and fiber plates (509) are locked together, thereby holding the overrun clutch housing and overdrive carrier together. This forces the housing and carrier to turn as one unit during engine compression braking in the Manual gear ranges.
OVERDRIVE ROLLER CLUTCH INNER CAM FIBER CLUTCH PLATE ASSEMBLY (509)
OVERRUN CLUTCH HOUSING (504) LUBE PASSAGE
STEEL CLUTCH PLATE (508)
If inoperative the overrun clutch can cause loss of drive, no overrun braking - D3, No fourth gear - D4, engine stall and harsh shifts from D4 to D3, D2 or D1. 505
506
507
508
Figure 17
509
510
511
17
APPLY COMPONENTS OVERDRIVE ROLLER CLUTCH: The overdrive roller clutch assembly (512) is located between the overdrive carrier assembly (514) and overrun clutch housing (504). The overdrive carrier functions as the outer race for the roller clutch while the overrun clutch housing functions as the inner cam. The overdrive roller clutch is a type of one-way clutch that prevents the overrun clutch housing from rotating clockwise faster than the overdrive carrier assembly. The overdrive roller clutch is holding, and effective, when the vehicle is accelerating and the transmission is in First, Second, Third, or Reverse gear. 4TH CLUTCH ASSEMBLY
OVERDRIVE CARRIER ASSEMBLY (514) (OUTER RACE)
OVERDRIVE ROLLER CLUTCH (512)
OVERDRIVE OVERDRIVE ROLLER INTERNAL CLUTCH GEAR (512) INNER CA M
OUTER RACE OVERRUN CLUTCH HOUSING (504)
SUN GEAR
OVERDRIVE CARRIER ASSEMBLY (514) OVERDRIVE ROLLER CLUTCH HOLDING
OVERDRIVE CARRIER ASSEMBLY (514)
FORWARD CLUTCH HOUSING (602)
EXAMPLE "A" DIRECT DRIVE FORWARD CLUTCH HOUSING (INTERNAL GEAR)
T I N G TA O R
D
L
E H
(OUTER RACE)
OVERDRIVE CARRIER ASSEMBLY (514) OVERDRIVE ROLLER CLUTCH OVERRUNNING
OVERRUN CLUTCH HOUSING AND SUN GEAR (INNER CAM) EXAMPLE "B" OVERDRIVE FORWARD CLUTCH HOUSING (INTERNAL GEAR)
N G A T I T O R
D
L
E H
(OUTER RACE)
18
OVERRUN CLUTCH HOUSING AND SUN GEAR (INNER CAM)
A damaged overdrive roller clutch can cause loss of drive.
OVERDRIVE ROLLER CLUTCH HOLDING: (EXAMPLE “A”) In First, Second, Third and Reverse gears the 4th clutch is released and the overrun clutch housing is free to rotate. The overdrive carrier pinion gears are in mesh with both the overdrive internal gear [part of the forward clutch housing (602)] and the overdrive sun gear [part of the overrun clutch housing (504)]. Power flow drives the overdrive carrier clockwise. Vehicle load on the forward clutch housing causes the pinion gears to attempt to rotate counterclockwise on their pins around the internal gear as they travel with the carrier assembly. Therefore, the pinion gears attempt to drive the sun gear clockwise, faster than the overdrive carrier. However, this causes the rollers to “move up the ramps ” and wedge between the inner cam and outer race, thereby locking the overrun clutch housing and overdrive carrier together. With the sun gear and overdrive carrier rotating at the same speed, the pinion gears do not rotate on their pins but do travel clockwise with the carrier and drive the forward clutch housing. Therefore, a direct drive 1:1 gear ratio is obtained through the overdrive planetary gear set in First, Second, Third and Reverse gears with the overdrive roller clutch holding. OVERDRIVE ROLLER CLUTCH RELEASED: (EXAMPLE “B”) The roller clutch releases when the overdrive carrier rotates clockwise faster than the overrun clutch housing. This causes the rollers to “move down the ramp ” and rotate freely between the inner cam and outer race. This action occurs in Fourth gear when the 4th clutch is applied. The 4th clutch fiber plates (525) are splined to the overrun clutch housing and hold the housing and overdrive sun gear stationary to the transmission case. As power flow drives the overdrive carrier clockwise, the carrier overruns the roller clutch. The overdrive carrier pinion gears rotate clockwise on their pins and walk around the stationary sun gear. The pinions then drive the forward clutch housing (through the internal gear) in an overdrive gear ratio of approximately .75:1. The overdrive carrier also overruns the overdrive roller clutch during coast conditions (throttle released) in Overdrive Range - First, Second, and Third gears and in Reverse and when vehicle speed is greater than engine speed. This causes the forward clutch housing to be driven by vehicle speed faster than the overdrive carrier is being driven by engine speed. This drives the pinion gears clockwise and the sun gear counterclockwise, thereby overrunning the overdrive roller clutch. However, in the Manual gear ranges, the overrun clutch is applied to connect the overrun clutch housing and overdrive carrier. This prevents the overdrive carrier from overrunning the overdrive roller clutch during coast conditions.
Figure 18
APPLY COMPONENTS clutch pack is a waved steel plate (609) that, in addition to the spring assembly and forward clutch orifice, helps control the apply rate of the forward clutch. When fully applied, the steel plates (610) and fiber clutch plate assemblies (611) are locked together, thereby holding the forward clutch housing and the forward clutch hub (613) together. This forces the forward clutch hub to rotate at the same speed as the forward clutch housing. FORWARD CLUTCH HOUSING ASSEMBLY (602)
If inoperative the forward clutch can cause forward motion in Neutral, loss of drive, engine stall, third gear starts and harsh shifts from D to R.
FORWARD CLUTCH: The forward clutch assembly is located in the forward clutch housing (602). The external teeth on the reaction (steel) plates (610) are splined to the forward clutch housing while the internal teeth on the fiber clutch plate assemblies (611) are splined to the forward clutch hub (613). The forward clutch is applied in all forward gear ranges to transfer engine torque from the overdrive planetary gear set to the output and reaction planetary gear sets. FORWARD CLUTCH APPLY: To apply the forward clutch, drive fluid is fed through the turbine shaft to the inner hub of the forward clutch housing. Feed holes in the inner hub allow fluid to enter the housing behind the inner area of the forward clutch piston (606) [between the inner piston seal and the intermediate seal assembly (685)]. Drive fluid pressure on the inner area moves the piston and compresses the spring assembly (607) to cushion the apply. As fluid pressure increases on the inner area, the piston compresses the clutch plates (steel and fiber) until they are held against the direct clutch hub (615). At the same time, drive fluid is fed through the forward clutch orifice in the intermediate seal assembly to feed fluid to the outer area of the piston [between the intermediate seal assembly (685) and the outer piston seal]. This fluid pressure seats the forward clutch ball check valve and increases the holding force on the clutch pack. Also, the increase in fluid pressure forces any air in the drive fluid circuit to exhaust past the ball check valve, before it seats, to prevent excess cushion during clutch apply. Also included in the 685
606
607
608
609
FORWARD CLUTCH RELEASE: To release the forward clutch, drive fluid exhausts from the piston, through the inner hub of the forward clutch housing and into the turbine shaft. In the absence of fluid pressure, spring force from the spring assembly (607) moves the forward clutch piston away from the clutch plates. This
disengages the steel plates (610), fiber clutch plate assemblies (611) and waved plate (609) from the direct clutch hub (615) and disconnects the forward clutch housing from the forward clutch hub (613). The forward clutch orifice controls the exhaust of drive fluid from the outer area of the piston. This action, in addition to the spring assembly, helps control the release of the forward clutch plates. During the exhaust of drive fluid, the forward clutch ball check valve, located in the forward clutch housing (602), unseats. Centrifugal force, resulting from the rotation of the forward clutch housing, forces residual drive fluid to the outside of the housing and past the unseated ball check valve. If this fluid did not completely exhaust from behind the piston, there could be a partial apply, or drag, of the forward clutch plates.
FORWARD CLUTCH BALL CHECK VALVE ➤ ➤
APPLIED
➤
STEEL FIBER WAVED LUBE CLUTCH CLUTCH PASSAGE CLUTCH PLATE PLATE ➤ PLATE ➤ (610) ASSEMBLY (609) ➤ ➤ (611) DIRECT CLUTCH HUB (615)
RELEASED
FORWARD CLUTCH HOUSING ASSEMBLY (602)
SPRING ASSEMBLY (607)
FORWARD CLUTCH ORIFICE
LUBE PASSAGE
DRIVE APPLY FLUID
FORWARD CLUTCH HUB (613)
OVERDRIVE INTERNAL GEAR
FORWARD CLUTCH PISTON INTERMEDIATE SEAL ASSEMBLY (685) FORWARD CLUTCH PISTON (606) 611
610
Figure 19
612
SPRING RETAINER RING (608) LUBE PASSAGE 613
614
THRUST WASHER (612)
RETAINER RING (616) 615
616
19
APPLY COMPONENTS
DIRECT CLUTCH HOUSING ASSEMBLY (623)
DIRECT CLUTCH: The direct clutch assembly is located in the direct clutch housing (623). The external teeth on the reaction (steel) plates (618) are splined to the direct clutch housing while the internal teeth on the fiber clutch plate assemblies (611) are splined to the direct clutch hub (615), which is connected to the forward clutch housing (602). The direct clutch is applied when the transmission is in Third or Fourth gears and in Reverse.
In Reverse, 3rd/reverse fluid is fed to the inner area of the piston through the 3rd/ reverse circuit as in Third and Fourth gears. However, in Reverse, reverse fluid is fed through the reverse fluid circuit to the outer area of the direct clutch piston [between the intermediate seal (622) and the outer piston seal]. Reverse fluid pressure seats the direct clutch ball check valve and acts on the outer area of the piston. This fluid pressure increases the holding capacity of the direct clutch plates in Reverse, as compared to Third gear. Also, the increase in reverse fluid pressure forces any air in the reverse fluid circuit to exhaust past the ball check valve, before it seats, to prevent excess cushion during clutch apply. DIRECT CLUTCH RELEASE: To release the direct clutch, apply fluid (3rd/reverse and/or reverse) exhausts from the piston, through the inner hub of the
STEEL FIBER CLUTCH CLUTCH PLATE PLATE (618) ASSEMBLY (611)
DIRECT CLUTCH APPLY: To apply the direct clutch for Third and Fourth gears, 3rd/reverse fluid is fed from the transmission case (7), through the center DIRECT CLUTCH HOUSING support (640) and into the inner hub of the ASSEMBLY direct clutch housing. Feed holes in the (623) inner hub allow 3rd/reverse fluid to enter the housing behind the inner area of the direct clutch piston (619) [between the inner BACKING PLATE piston seal and the intermediate seal (622)]. (617) 3rd/reverse fluid pressure moves the piston to compress the spring assembly (607). As fluid pressure increases, the piston SPRING compresses the clutch plates (steel and fiber) until they are held against the direct ASSEMBLY (607) clutch backing plate (617). Also included in the assembly is a waved steel plate (609) LUBE that, in addition to the spring assembly, PASSAGE helps cushion the apply of the direct clutch.
When fully applied, the steel plates (618), fiber clutch plate assemblies (611) and waved plate (609) are locked together, thereby holding the direct clutch housing and direct clutch hub (615) together. This forces the direct clutch housing to rotate at the same speed as the forward clutch housing. If inoperative the direct clutch can cause no reverse; no second gear in D4, D3, D2 or D1; no third gear in D4 or D3; third gear starts; soft shifts to reverse, reverse to drive, second to third gear and third to second gear. 616
20
617
611
WAVED CLUTCH PLATE (609)
direct clutch housing and into the center support assembly (640). In the absence of fluid pressure, spring force from the spring assembly (607) moves the direct clutch piston away from the clutch plates. This disengages the steel plates (618), fiber clutch plate assemblies (611) and waved plate (609) from the direct clutch backing plate (617) and disconnects the direct clutch housing from the direct clutch hub (615). During the exhaust of reverse fluid, the direct clutch ball check valve, located in the direct clutch housing, unseats. Centrifugal force, resulting from the rotation of the direct clutch housing, forces residual reverse fluid to the outside of the housing and past the unseated ball check valve. If this fluid did not completely exhaust from behind the piston, there could be a partial apply, or drag, of the direct clutch plates.
LUBE PASSAGE
➤
DIRECT CLUTCH BALL CHECK VALVE ➤
➤
APPLIED
➤
➤ ➤
RELEASED
LUBE PASSAGE
REVERSE APPLY FLUID
3RD/REVERSE APPLY FLUID
SPRING RETAINER RING (608)
LUBE PASSAGE
DIRECT CLUTCH PISTON INTERMEDIATE SEAL (622)
INTERMEDIATE SPRAG CLUTCH INNER CAM DIRECT CLUTCH PISTON ASSEMBLY (619)
BACKING PLATE RETAINING RING (616) 618
Figure 20
609
608
607
EX ➤
619
622
APPLY COMPONENTS MANUAL 2-1 BAND SERVO RELEASE: The manual 2-1 band servo assembly is held in the release position by PRND43 fluid pressure acting on the manual 2-1 band servo piston (58) when the gear selector is in the Park, Reverse, Neutral, Overdrive and Manual Third positions. PRND43 fluid is fed between the transmission case and manual 2-1 band servo piston to assist spring force in keeping the piston and apply pin in the released position. Even with FBA fluid pressure present, PRND43 fluid pressure and spring force will keep the piston, apply pin and manual 2-1 band in the released position, as in Overdrive Range - Second Gear.
DIRECT CLUTCH HOUSING ASSEMBLY (623)
MANUAL 2-1 BAND ASSEMBLY (628)
MANUAL 2-1 BAND SERVO ASSEMBLY AND MANUAL 2-1 BAND ASSEMBLY: The manual 2-1 band servo assembly (55-60), located in the bottom of the transmission case (7), applies the manual 2-1 band assembly (628) when the gear selector is in either the Manual Second or Manual First positions and the transmission is in Second gear. The manual 2-1 band assembly is held stationary to the transmission case by the band anchor pin (80) and wraps around the direct clutch housing assembly (623) . When compressed by the manual 2-1 band servo assembly, the band holds the direct clutch housing (623), sun gear shaft (649) and sun gear (650) stationary to the case. This prevents the intermediate sprag clutch (624) from overrunning during coast conditions in Manual Second - Second Gear or Manual First - Second Gear to provide engine compression braking.
When the gear selector is in either Manual Second Or Manual First (PRND43 fluid exhausted), and the transmission downshifts from Second gear to First gear, FBA fluid exhausts from the servo piston. This allows spring force to move the piston and apply pin away from the manual 2-1 band, thereby releasing the manual 2-1 band assembly from the direct clutch housing. An inoperative manual 2-1 servo assembly/manual 2-1 band assembly can cause no engine braking in manual second (second gear), no first gear in manual third or manual second, no third gear in manual third or no manual third to manual second shift.
MANUAL 2-1 BAND ASSEMBLY (628)
MAN UAL 2-1 BAND ANCHOR PIN (80)
MANUAL 2-1 BAND SERVO APPLY: To apply the manual 2-1 band servo, Front Band Apply (FBA) fluid is fed between the spacer plate (46) and manual 2-1 band servo piston (58). FBA fluid pressure forces the piston to compress the piston spring (60) and move the piston apply pin (55) toward the band. The apply pin compresses the band assembly around the direct clutch housing and holds the housing stationary to the case. During apply, piston spring force helps control the apply feel of the manual 2-1 band assembly. 60 MANUAL 2-1 BAND SERVO PISTON PIN (55) CASE (7)
58
57
PISTON PIN RETAINER RING (56)
PISTON CUSHION SPRING (60) MANUAL 2-1 BAND SERVO PISTON (58) FRONT BAND APPLY FLUID (FBA)
PISTON SEAL (57) 56
55
PRND43 RELEASE FLUID CONTROL VALVE BODY (44)
Figure 21
SPACER PLATE (46)
21
APPLY COMPONENTS INTERMEDIATE CLUTCH PLATES (630-632,684)
DIRECT CLUTCH HOUSING ASSEMBLY (623)
INTERMEDIATE SPRAG CLUTCH: The intermediate sprag clutch assembly (624-627) is located between the intermediate clutch plate assemblies (631) and the direct clutch housing assembly (623). The intermediate clutch plate assemblies are splined to the intermediate sprag clutch outer race (625) while the intermediate sprag inner cam is pressed onto the direct clutch housing. The intermediate sprag clutch is a type of one-way clutch that, when effective, prevents the direct clutch housing from rotating counterclockwise. The sprag clutch is holding, and effective, when the vehicle is accelerating and the transmission is in Overdrive Range - Second Gear.
INTERMEDIATE SPRAG CLUTCH ASSEMBLY (624-627) EXAMPLE "A" INTERMEDIATE SPRAG CLUTCH HOLDING
OUTER RACE (625)
HELD
The direct clutch housing is also driven counterclockwise in First gear and the sprags “lock ” the direct clutch housing and outer race together, as in Second gear. However, the intermediate clutch is released in First gear which allows the outer race (625) to rotate with the direct clutch housing and not affect power flow. This is shown in the range reference chart (page 11) as “Holding But Not Effective”.
HELD LONG DIAGONAL DIRECT CLUTCH HOUSING (623) (INNER CAM) EXAMPLE "B" INTERMEDIATE SPRAG CLUTCH OVERRUNNING
OUTER RACE (625)
INTERMEDIATE SPRAG CLUTCH HOLDING: (EXAMPLE “A”) In Second gear, power flow attempts to drive the direct clutch housing counterclockwise which pivots the sprags toward their long diagonals. The long diagonal of the sprag is greater than the distance between the inner cam and outer race, causing the sprags to “lock ” against the intermediate clutch sprag outer race (625). However, in Second gear the intermediate clutch is applied and the outer race is held stationary to the transmission case (7). Therefore, the sprag assembly, being “locked ” between the outer race and direct clutch housing (inner cam), holds the direct clutch housing (623), sun gear shaft (649) and sun gear (650) stationary to obtain a Second gear ratio through the transmission gear sets.
HELD
INTERMEDIATE SPRAG CLUTCH RELEASED: (EXAMPLE “B”) The intermediate sprag clutch releases when the sprags pivot toward their short diagonals. The short diagonal is smaller than the distance between the inner cam and outer race and the outer race overruns the sprags. This action occurs in Third and Fourth gears when the intermediate clutch is applied and power flow drives the direct clutch housing clockwise.
The inner cam overruns the intermediate sprag clutch during coast conditions (throttle released) in Overdrive Range - Second Gear when vehicle speed is greater than engine speed. This causes the transmission gear sets to be driven by the vehicle drive shaft, and not the engine, which drives the direct clutch housing clockwise, overrunning the sprags. However, in Manual Second - Second Gear the manual 2-1 band assembly (628) is applied to hold the direct clutch housing and prevent the housing from overrunning the intermediate sprag clutch during coast conditions.
R O TAT IN G
INTERMEDIATE SPRAG CLUTCH RETAINER (626)
SHORT DIAGONAL DIRECT CLUTCH HOUSING (623) (INNER CAM)
INTERMEDIATE SPRAG CLUTCH OUTER RACE (625)
A damaged intermediate sprag clutch can cause no second gear or, no torque in second gear, in overdrive range, manual third, manual second or manual first. 624
625
626
INTERMEDIATE SPRAG CLUTCH RETAINER RETAINING RING (627)
627 INTERMEDIATE SPRAG CLUTCH ASSEMBLY (624)
22
Figure 22
APPLY COMPONENTS CENTER SUPPORT AND RACE ASSEMBLY (640)
REVERSE APPLY FLUID PASSAGE
CENTER LUBE FLUID PASSAGE 3RD / REVERSE APPLY FLUID PASSAGE
2ND CLUTCH APPLY FLUID PASSAGE
INTERMEDIATE CLUTCH: The intermediate clutch assembly is located between the direct clutch housing assembly (623) and the center support and race assembly (640). The external teeth on the reaction (steel) plates (632) are splined to the transmission case (7) while the internal teeth on the fiber clutch plate assemblies (631) are splined to the intermediate sprag clutch outer race (625). The intermediate clutch is applied when the transmission is in Second, Third, and Fourth gears. INTERMEDIATE CLUTCH APPLY: To apply the intermediate clutch, 2nd clutch apply fluid is fed from the case, through the center support bolt (25) and between the intermediate clutch piston (636) and the center support (640). 2nd clutch fluid pressure moves the piston to compress the spring assembly (635) to cushion the apply. As fluid pressure increases, the piston compresses the clutch plates (steel and fiber) until they are held against the intermediate clutch backing plate (630).
When fully applied, the steel plates (632) and fiber clutch plate assemblies (631) are locked together, thereby holding the intermediate sprag clutch outer race (625) stationary to the transmission case. This allows the intermediate sprag clutch (624) to become effective and hold when the direct clutch housing attempts to rotate in a counterclockwise direction. Remember that the inner race of the intermediate sprag clutch is pressed onto the direct clutch housing (623). The intermediate clutch orifice (530) is pressed into the center support. Any air in the 2nd clutch fluid circuit is forced out the orifice when 2nd clutch fluid pressure increases to prevent excess cushion during apply of the intermediate clutch.
INTERMEDIATE CLUTCH RELEASE: To release the intermediate clutch, 2nd clutch fluid exhausts from the piston, through the center support bolt and into the transmission case. In the absence of fluid pressure, spring force from the spring assembly (635) moves the piston away from the clutch plates. This disengages the steel plates (632) and fiber clutch plate assemblies (631) from the backing plate (630) and disconnects the intermediate sprag clutch outer race from the transmission case. Therefore, the intermediate sprag clutch is no longer effective the outer race will rotate with the direct clutch housing when the sprags engage. BACKING PLATE RETAINER RING (629)
630
631
FIBER STEEL CLUTCH CLUTCH PLATE PLATE ASSEMBLY (632) (631)
WAVED PLATE (684)
CENTER SUPPORT (640) INTERMEDIATE CLUTCH ORIFICE (530)
INTERMEDIATE CLUTCH PISTON (636)
OUTER SEAL (638) INNER SEAL (637)
RETAINER RING (634)
LUBE PASSAGE LUBE PASSAGE OIL SEAL RINGS (639)
REVERSE APPLY FLUID PASSAGE LOW ROLLER CLUTCH INNER RACE
SPRING ASSEMBLY (635)
CASE (7) 629
BACKING PLATE (630)
If inoperative the intermediate clutch can cause: • no second gear in overdrive range, manual third, manual second or manual first • no third gear in overdrive range or manual third • no fourth gear in overdrive range • second gear starts • soft shifts from second to first gear
3RD / REVERSE APPLY FLUID PASSAGE
RETAINING RING (633)
632
Figure 23
684
CENTER SUPPORT SPACER (643) 633
2ND CLUTCH APPLY FLUID 634
635
CENTER SUPPORT BOLT (25) 636
23
APPLY COMPONENTS LOW ROLLER CLUTCH: The low roller clutch assembly (644) is located between the reaction carrier assembly (651) and the center support assembly (640). The reaction carrier functions as the outer cam for the rollers while the inner race is attached to the center support. The low roller clutch is a type of one-way clutch that prevents the reaction carrier from rotating counterclockwise. The low roller clutch is holding, and effective, when the vehicle is accelerating and the transmission is in Overdrive Range - First Gear. LOW ROLLER CLUTCH HOLDING: (EXAMPLE “A”) In First gear, power flow attempts to drive the reaction carrier counterclockwise which causes the rollers to “move up the ramp” and wedge between the inner race and outer cam. This action “locks” the reaction carrier to the center support which is splined to the case and held stationary by the center support bolt (25). Therefore, the low roller clutch, being “wedged” between the reaction carrier and the center support, holds the reaction carrier stationary to obtain a First gear ratio through the transmission gear sets.
LOW ROLLER CLUTCH OVERRUNNING: (EXAMPLE “B”) The low roller clutch overruns when the rollers “move down the ramp” and rotate freely or “overrun” between the inner race and the outer cam. The circumference of the rollers is smaller than the distance between the inner race and outer cam at the wide side of the ramp. This action occurs in Second, Third and Fourth gears when power flow drives the reaction carrier clockwise. This causes the rollers to rotate freely and become ineffective. The reaction carrier also overruns the low roller clutch during coast conditions (throttle released) in Overdrive Range - First Gear when vehicle speed is greater than engine speed. This causes the transmission gear sets to be driven by the vehicle drive shaft, and not the engine, which drives the reaction carrier clockwise, overrunning the rollers. However, in Manual First First Gear, the low and reverse band assembly (657) is applied to hold the reaction carrier and prevent the carrier from overrunning the low roller clutch during coas t conditions.
EXAMPLE "A" LOW ROLLER CLUTCH HOLDING
REACTION CARRIER ASSEMBLY (OUTER CAM)
REACTION CARRIER ASSEMBLY (651)
H EL D
S TA TIONA RY
LOW ROLLER CLUTCH ASSEMBLY (644)
CENTER SUPPORT AND RACE ASSEMBLY (640)
EXAMPLE "B" LOW ROLLER CLUTCH OVERRUNNING
REACTION CARRIER ASS EMBLY (OUTER CAM)
G T I N TA R O
S TA TIONA RY
CENTER SUPPORT AND RACE ASSEMBLY (640) 640
644
651
A damaged low roller clutch can cause loss of drive/no first gear in overdrive range, manual third and manual first.
24
Figure 24
APPLY COMPONENTS 74
73
72 71
87
69
68
67
88
66
LOW AND REVERSE SERVO ASSEMBLY AND LOW AND REVERSE BAND ASSEMBLY: The low and reverse band servo assembly (6174), located in the bottom rear of the transmission case (7), functions to apply the low and reverse band assembly (657) and acts as an accumulator to cushion intermediate clutch apply. The low and reverse band assembly is applied when the gear selector is in either Reverse or Manual First (First gear only). The low and reverse band assembly is held stationary to the case by two band anchor pins (81) and wraps around the reaction carrier assembly (651). When compressed by the low and reverse band servo assembly, the band holds the reaction carrier stationary to the case. This creates a reverse gear ratio (in Reverse) and also prevents the low roller clutch from overrunning during coast conditions. LOW AND REVERSE BAND SERVO APPLY: In Reverse, Rear Band Apply (RBA) fluid is fed between the low and reverse band servo cover (62) and low and reverse band servo piston (65). RBA fluid pressure forces the piston against the servo piston spring (71) and 1-2 accumulator piston (68), which acts on the low and reverse accumulator spring (74). This action moves the servo piston (65) and selective piston pin (73) toward the band. The piston pin compresses the low and reverse band assembly around the reaction carrier assembly and holds the carrier stationary to the case. During apply, both springs and the piston pin (being selective in length) help control the apply rate of the low and reverse band assembly.
In Manual First, 2nd accumulator fluid pressure is present between the case and 1-2 accumulator piston (68) and assists spring force. To apply the low and reverse band servo, RBA fluid 65 pressure moves the servo piston (65) and the piston pin, as in Reverse, to compress the band and hold the reaction carrier. 2nd accumulator 64 fluid pressure adds additional control to the band apply rate in Manual First. LOW AND REVERSE BAND SERVO RELEASE: The low and reverse band servo assembly and low and reverse band assembly are held in the release position by both spring forces, and 2nd accumulator fluid pressure in Manual First, 62 when RBA fluid pressure is not present. Therefore, when the gear selector is moved out of the Reverse or Manual First positions, RBA fluid pressure exhausts from the low and reverse band servo piston (65) and the band is 61 forced to release. 63
LOW & REVERSE BAND SERVO (61–74)
L C D N 2
➤
LOW & REVERSE BAND SERVO (61–74)
2ND ACCUM
2ND ACCUM
L C D N 2
➤
➤
➤
LOW AND REVERSE BAND ASSEMBLY (657)
SELECTIVE PISTON PIN (73) 2ND CLUTCH APPLY FLUID
REVERSE
➤
A B R
CASE (7)
REAR BAND APPLY FLUID SERVO COVER (62)
SERVO PISTON SEAL (66)
ACCUMULATOR PISTON OUTER OIL SEAL RING (67)
SERVO COVER GASKET (63)
PISTON PIN RETAINER RING (64)
SERVO PISTON (65)
SERVO COVER BOLT (61)
1-2 ACCUMULATOR PISTON (68)
2ND ACCUM
➤
A B R
MANUAL FIRST – FIRST GEAR
Figure 25
SERVO PISTON SPACER (87) ACCUMULATOR PISTON SPRING ASSEMBLY (88)
2ND CLUTCH ACCUMULATION: The low and reverse band servo assembly is also used as an accumulator during a 1-2 upshift. When the transmission shifts into Second gear, 2nd clutch fluid is fed between the low and reverse band servo piston (65) and 1-2 accumulator piston (68). 2nd clutch fluid pressure moves the 1-2 accumulator piston against accumulator spring (74) force and 2nd accumulator fluid pressure. This absorbs initial 2nd clutch fluid pressure to help cushion intermediate clutch apply.
L C D N 2
➤
➤
➤
➤
SERVO PISTON SPRING (71)
2ND ACCUMULATOR FLUID
➤ ➤
PISTON ACCUMULATOR SPRING PISTON RETAINER SPRING (72) (74)
ACCUMULATOR PISTON INNER OIL SEAL RING (69)
LOW & REVERSE BAND SERVO (61–74)
➤
➤
BAND ANCHOR PINS (81)
➤
A B R
No servo apply can cause no reverse/slips in reverse, and can be caused by servo piston seal (66) damaged or rolled. Harsh servo apply can be caused by servo springs (71, 74) broken or missing.
1-2 SHIFT ACCUMULATOR
25
PLANETARY GEAR SETS PLANETARY GEAR SETS: Planetary gears are used in the HYDRA-MATIC 4L80-E transmission as the primary method of multiplying the torque or twisting force of the engine (reduction). A planetary gear set is also used to reverse the direction of rotation, function as a coupling for direct drive and provide an overdrive gear ratio. Planetary gears are so named because of their physical arrangement. The gears are designed such that several gear teeth are always in contact, or mesh, at the same time. This design distributes the energy forces over several gear teeth for greater strength and eliminates potential clash that is common when gear teeth go in and out of mesh. Another benefit of planetary gear sets is that shafts are generally used for input and output components and can be arranged on the same axis, thus providing a very compact unit.
A planetary gear set consists of a center or sun gear, an internal gear (so called because of its internally cut teeth), and a planetary carrier assembly that includes and supports the smaller planet gears called pinions. The HYDRA-MATIC 4L80-E transmission uses three planetary gear sets: Overdrive, Reaction, and Output. The graphics in Figure 26 show each of these gear sets and their respective components while Figure 27 graphically explains how the planetary gear sets are used in combination to achieve the appropriate gear ratios. REDUCTION: Increasing the torque is known as operating in reduction because there is a decrease in the speed of the output member proportional to the increase in the output torque. Stated in another way, with a constant input speed, the output torque increases as output speed decreases.
Reduction occurs in both First and Second gears. In both gears, power flow through the overdrive planetary gear set is a 1:1 direct drive gear ratio. The overdrive roller clutch holds the overdrive sun gear and overdrive carrier together which causes the overdrive internal gear (forward clutch housing - 602) to also turn at the same speed. The output speed of the overdrive planetary gear set serves as the input speed to the output planetary gear set internal gear (rear internal gear - 666). In First gear, the output internal gear drives the output carrier pinion gears clockwise which drive the sun gear (650) counterclockwise. The sun gear is common to the reaction planetary gear set and drives the reaction carrier pinion gears clockwise. The reaction carrier is held stationary by the low roller clutch. This allows the reaction pinion gears to drive the reaction internal gear (output carrier assembly) and output shaft to obtain a First gear reduction of approximately 2.48:1. Second gear reduction occurs when the sun gear is held stationary by the intermediate clutch. Therefore, when the output carrier pinion gears are driven clockwise on their pins by the rear internal gear (666), the pinion gears walk clockwise around the stationary sun gear. The pinion gears drive the output carrier assembly and output shaft clockwise to provide a Second gear reduction of approximately 1.48:1. DIRECT DRIVE: Direct drive in a planetary gear set is obtained when any two members of a planetary gear set rotate in the same direction at the same speed, thus forcing the third member to rotate at that speed. In this mode of operation the pinion gears do not rotate on their pins, but act as wedges to drive the entire gear set as one unit. Thus, the output speed of the transmission is the same as the input speed from the torque converter turbine. Output speed will equal engine speed when the torque converter clutch is applied (see torque converter, page 12).
Direct drive occurs in Third gear when the direct clutch is applied. Power flow from the overdrive planetary gear set and forward clutch housing is then transferred to both the sun gear (650) and output internal gear (rear internal gear - 666). Note that power flow through the overdrive gear set is a direct drive as in First and Second gears. With both the sun gear and internal
26
OVERRUN CLUTCH HOUSING (504)
OVERDRIVE ROLLER CLUTCH (512)
OVERDRIVE CARRIER ASSEMBLY (514)
OVERDRIVE SUN GEAR
REACTION SUN CARRIER GEAR ASSEMBLY (650) (651) REACTION
OVERDRIVE INTERNAL GEAR OUTPUT CARRIER ASSEMBLY (661)
OUTPUT
LOW ROLLER CLUTCH ASSEMBLY
REACTION INTERNAL GEAR
FORWARD CLUTCH HOUSING (602)
REAR INTERNAL GEAR (666) OUTPUT
gears of the output planetary gear set driving at converter turbine speed, the output carrier pinions act as wedges and drive the output carrier assembly and output shaft to obtain a direct drive 1:1 gear ratio through the entire transmission. OVERDRIVE: Operating the transmission in Overdrive enables the output speed of the transmission to be greater than the input speed. This mode of operation allows the vehicle to maintain a given road speed with reduced engine speed to improve fuel economy. In Overdrive, the output speed increases while the output torque decreases proportionally.
Overdrive occurs in Overdrive Range - Fourth Gear when the overdrive sun gear (part of the overrun clutch housing - 504) is held stationary by the 4th clutch being applied. Therefore, when the overdrive carrier is driven clockwise by power flow, the overdrive pinion gears rotate clockwise on their pins around the stationary sun gear. This allows the pinion gears to drive the overdrive internal gear (forward clutch housing, 602) clockwise and obtain a .75:1 overdrive ratio through the overdrive planetary gear set. Power flow from the forward clutch housing to the output shaft is identical to Third gear, a direct drive, which provides an overall transmission gear ratio of approximately .75:1. REVERSE: A planetary gear set reverses the direction of power flow rotation when the carrier assembly is held stationary and power is applied to the sun gear. This causes the pinion gears to act as idler gears and drive the internal gear in the opposite direction.
Reverse occurs when the low and reverse band (657) is applied to hold the reaction carrier stationary while the direct clutch is applied to supply clockwise power flow to the sun gear (650). Note that power flow through the ove rdrive planetary gear set is direct drive as in First, Second and Third gears. The sun gear drives the reaction pinion gears counterclockwise which drive the reaction internal gear (output carrier assembly, 661) counterclockwise. This provides a reversal of direction to the output shaft and an approximate gear ratio reduction of 2.08:1.
Figure 26
PLANETARY GEAR SETS REACTION PLANETARY GEARSET (SUN GEAR DRIVING, CARRIER HELD, INTERNAL GEAR DRIVEN IN OPPOS ITE DIRECTION)
HELD N L O I A T S C R E E R V I E D R F 0
R A N E O G I T T C S U R D I F E R
OUTPUT PLANETARY GEARSET (INTERNAL GEAR DRIVING PINIONS, PINIONS DRIVING SUN GEAR)
REACTION PLANETARY GEARSET (SUN GEAR DRIVING PINIONS, PINIONS DRIVING INTERNAL GEAR)
SECOND GEAR REDUCTION
HELD OVERDRIVE PLANETARY GEARSET (DRIVING AT TURBINE SPEED)
T H I D R I D R E G C T E A R D R I V E
OUTPUT PLA NETARY GEARSET (INTERNAL GEAR DRIVING, CARRIER DRIVEN, SU N GEA R HELD)
TWO GEARS DRIVE THIRD MEMBER
HELD
FOURTH GEAR OVERDRIVE
OUTPUT PLA NETARY GEARSET (INTERNAL AND SUN GEAR DRIVING, CARRIER TURNS AT SAME SPEED)
OVERDRIVE PLANETARY GEARSET (FASTER THAN TURBINE SPEED)
Figure 27
27
HYDRAULIC CONTROL COMPONENTS The previous sections of this book were used to describe some of the mechanical component operations of the Hydra-matic 4L80-E. In the Hydraulic Control Components section a detailed description of individual components used in the
hydraulic system will be presented. These hydraulic control components apply and release the clutch packs and bands to provide automatic shifting of the transmission.
OIL PUMP ASSEMBLY (4)
LOW AND REVERSE BAND SERVO ASSEMBLY (61-74)
4TH CLUTCH ACCUMULATOR 3RD CLUTCH ACCUMULATOR
MANUAL 2-1 BAND SERVO ASSEMBLY (55-60) CONTROL VALVE ASSEMBLY (44)
28
Figure 28
HYDRAULIC CONTROL COMPONENTS OIL PUMP ASSEMBLY
OUTLET (LINE)
OIL PUMP SEAL (5)
OIL PUMP COVER (206)
PUMP BODY (203) DRIVEN GEAR (204)
DRIVE GEAR (205)
OUTLET (LINE)
STATOR SHAFT (235)
CONVERTER HUB NOTCH CRESCENT INTAKE (SUCTION)
INTAKE (SUCTION)
DRIVEN GEAR (204)
OUTLET
DRIVE GEAR (205)
The oil pump assembly (204) contains a positive displacement internal-external gear type pump located in the oil pump body (203). This spur gear type pump assembly consists of a pump drive gear (205) that has gear teeth in constant mesh with the teeth on one side of the pump driven gear. On the opposite side of the mesh point, the pump gears are separated by a crescent section of the pump body. Whenever the engine is cranking or running, the pump drive gear, keyed into the torque converter pump hub, is driven by the hub and rotates at engine speed.
E N I L ➤
N O I T C U S
➤
➤
INTAKE
CRESENT
PUM P ASSEM BLY (4)
➤
➤
FILTER ASSEMBLY (31)
As the gears rotate towards the wide portion of the crescent, volume is positively displaced, thereby creating a vacuum (low atmospheric pressure) at the pump intake port. This vacuum allows the higher atmospheric pressure acting on the fluid in the bottom pan (28) to force fluid through the filter assembly (31) and into the suction side of the pump. Through the rotation of the gears, the gear teeth carry the transmission fluid beyond the crescent to the pressure side of the pump. In this area the volume between the gear teeth decreases. As the gear teeth come together, fluid is forced through the pump outlet into the line fluid passage. Line fluid is then directed to the pressure regulator valve which creates the line pressure required to maintain the supply of fluid to the various hydraulic circuits and apply components throughout 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 gears. At a specified calibrated pressure, (which varies with transmission model) the pressure regulator valve will move down far enough against spring force to allow excess fluid to return to the suction side of the pump gears. The result is a control of the pump’s delivery rate of fluid to the hydraulic system.
N O I T C U S ➤
Pump Related Diagnostic Tips BOTTOM PAN (28)
• • • •
Figure 29
Transmission Overheating Loss of drive High or low line pressure Oil out the vent tube
29
HYDRAULIC CONTROL COMPONENTS PRESSURE REGULATION In order to pressurize the volume of fluid that the pump delivers to the hydraulic system, there needs to be a restriction in the line fluid passage. The primary restricting component that is used to control line pressure is the pressure regulator valve (231). Fluid from the pump is directed through an orifice cup plug (236), located in the pump cover (206), to the top of the pressure regulator valve. The larger surface area at the top of the valve allows line pressure to move the valve downward. As fluid pressure builds, the pressure regulator valve moves against the force of the pressure regulator spring (230), allowing line fluid pressure to pass between two lands and enter the converter feed circuit (see example A). Line fluid pressure continues to increase until the pressure regulator valve travels far enough against the calibrated spring force to open the suction circuit to line pressure. This allows excess line pressure (between the lands) to feed into the suction passage back to the pump. When this occurs, pump output capacity is regulated to maintain a proper line pressure in order to operate the transmission.
The pressure regulator valve (231) is constantly regulating pump volume into line fluid pressure required to operate the transmission properly. When higher pressures are required, torque signal fluid acting on the end of the reverse boost valve (228) increases pressure in response to changes in the variable force motor (320). Torque signal fluid pressure combines with spring force from the pressure regulator spring (230) and moves the reverse boost valve towards the pressure regulator valve. The pressure regulator valve then regulates pump output at this higher level (see example B). Line pressure is also boosted in a similar manner during Reverse gear operation. When Reverse (R) gear is selected, reverse fluid feeds between two lands on the reverse boost valve and moves the valve towards the pressure regulator valve, thereby boosting line pressure.
Pressure Regulator Related Diagnostic Tips A stuck or damaged pressure regulator valve could cause: • High or low line pressure • Slipping clutches or bands or harsh apply Transmission overheating • • Low or no cooler/lube flow
ORIFICE CUP PLUG (236) ➤
LINE
➤
SUCTION
➤
LINE N O I T C U S
PUMP ASSEMBLY ➤
➤
➤
➤
➤
CONV FD
➤
LINE ➤
E N REVERSE I L
➤
ORIFICE CUP PLUG (236)
G E R E R U S S E R P EX
LINE
SUCTION
➤
LINE N O I T C U S
PUMP ASSEMBLY
T S O O B
➤
) P M U S M O R F (
➤
➤
LINE ➤
E N REVERSE I L
➤
) P M U S M O R F (
L A N G I S E U Q R O T
TORQUE SIG
D F T C A T L I F ➤
➤
➤
PRESSURE CONTROL SOLENOID VALVE (32 0)
X E
EXAMPLE "A"
30
T S O O B
➤
L A N G I S E U Q R O T
PRESSURE CONTROL SOLENOID VALVE (320)
➤
EX
➤
➤
➤
CONV FD
➤
➤
➤
G E R E R U S S E R P
EXAMPLE "B" Figure 30
TORQUE SIG
D F T C A T L I F ➤
➤
X E
HYDRAULIC CONTROL COMPONENTS VALVES LOCATED IN THE OIL PUMP ASSEMBLY Torque Converter Clutch (TCC) Enable Valve (217): With the TCC released, regulated converter feed fluid passes through the valve and enters the TCC enable circuit to keep the TCC shift valve in the release position. When the TCC applies, TCC signal fluid moves the valve against spring force to block regulated converter feed fluid and allow TCC enable fluid to exhaust at the valve.
Converter Limit Valve (214): Allows converter feed pressure from the pressure regulator valve (231) to enter the regulated converter feed circuit. It also limits converter feed pressure to a maximum of 641-738 kPa (93107 psi). Above this pressure, orificed regulated converter feed fluid acting on the end of the valve moves the converter limit valve against spring force. This opens converter feed fluid to exhaust and prevents regulated converter feed pressure from increasing above the maximum.
If stuck, missing or binding, the TCC enable valve or spring may cause incorrect TCC apply or release. EX
EX
R
C O N V L I M I T C O N V F
E G D T C O N C V F D EX C E N A E L B B A L N E C C T L E N N A G I A S U R S C L E E T C E T T R E R C E U B Y / I V C L P L D R E T P A N N A R O F B PUMP L EX
E
L A N G I S C C T
E S A E L E R
E B U L T N O R F
DRIVE
AIR BLEED OVERRUN CLUTCH (210) LINE CONVERTER FEED
LINE
ASSEM BLY (4 ) SUCTION
D F V N O C G E R
T F I H S REL H CR CONV FD T U COOLER L C APP/RET V REG APPLY N O TCC SIGNAL C
N R U T E R / Y L P P A
If stuck, missing or binding, the converter limit valve or spring may cause: • Inadequate lubrication • Incorrect TCC apply or release • Converter ballooning
LINE CONV FD
LINE
PUMP BODY (203)
REVERSE
G E R E R U S S E R P
EX
T S O O B
TORQUE SIG TORQUE SIGNAL LINE
COOLER E V I R D
TCC SIGNAL REGULATED APPLY REV L A N G I S C C T
OVERRUN CLUTCH DRIVE N O I T C U S
PUMP COVER (206)
Torque Converter Clutch (TCC) Shift Valve (223): To keep the converter clutch released, the TCC shift valve is held in the release position by spring force and TCC enable fluid pressure. This allows regulated converter feed fluid to pass through the valve and enter the converter clutch release circuit. Apply/return fluid from the torque converter also passes through the valve and enters the cooler circuit.
To apply the torque converter clutch (TCC), TCC enable fluid exhausts and the valve is shifted by TCC signal fluid pressure, allowing regulated apply fluid to enter the apply/return circuit. Regulated converter feed fluid passes through the valve to enter the cooler passage. Also, release fluid from the torque converter passes through the valve and enters the TCC enable circuit to exhaust at the TCC enable valve. If stuck, missing or binding, the TCC shift valve or spring may cause: • Incorrect TCC apply or release • Inadequate lubrication
• • • •
PRESSURE REGULATOR VALVE TRAIN (226-232) Pressure Regulator Valve (231): The pressure regulator valve regulates line pressure and directs line pressure into: (a) the converter feed circuit which sends fluid to the converter limit valve (214) and, (b) to the pump suction circuit to regulate pump output.
If stuck, missing or binding, the pressure regulator valve or spring may cause: High or low line pressure Slipping clutches or bands or harsh apply Transmission overheating Low or no cooler/lube flow
Reverse Boost Valve (228): Activated by torque signal fluid pressure from the variable force motor (320), it moves against the pressure regulator valve spring (230). This movement forces the pressure regulator valve to move against fluid supply from the pump, thereby boosting line pressures in relation to engine torque. When Reverse gear range has been selected, reverse fluid pressure also forces the valve to move toward the pressure regulator valve to boost line pressure.
Figure 31
If stuck, missing or binding, the reverse boost valve or spring may cause high or low line pressure.
31
HYDRAULIC CONTROL COMPONENTS VALVES LOCATED IN THE CONTROL VALVE BODY Accumulator Valve (331): The accumulator valve is biased by torque signal fluid, orificed accumulator fluid and spring force from the accumulator valve spring (330). It regulates drive fluid pressure into the accumulator fluid circuit. It also, regulates accumulator fluid pressure exhaust as the 1-2, 3rd or 4th accumulator pistons are stroked during their respective shifts. During Manual First (1) gear operation, lo fluid pressure moves the valve to its maximum amount of travel against the accumulator valve spring force allowing drive fluid to enter the accumulator passage without regulation. (See Accumulator descriptions on page 34 and 35)
Pressure Control (PC) Solenoid Valve Assembly (320): Controlled by the PCM, it provides controlled torque signal fluid pressure to the reverse boost valve (228) and the accumulator valve (331). (See the Electrical Components Section for additional information.) • A leaking/damaged o-ring or bad electrical connection can cause high or low line pressure.
Manual Valve (319): • If stuck, missing or binding, the accumulator valve or spring could cause harsh or soft 1-2, 2-3 or 3-4 upshifts.
Actuator Feed Limit Valve (328): Controlled by the force from the actuator feed limit valve spring (327), it limits line pressure to a maximum of 724–862 kPa (105– 125 psi) as it passes through the valve and enters the actuator feed circuit. Above the maximum pressure, orificed actuator feed fluid pressure acting on the end of the valve moves it against spring force, thereby blocking line pressure and opening actuator feed to exhaust. Actuator feed pressures will normally equal line pressure when line pressure is below the calibrated limiting values.
• If stuck in the exhaust position, the actuator feed limit valve or spring could cause 2nd gear only and low line pressure.
TCC REGULATED APPLY VALVE TRAIN (322-325) Torque Converter Clutch Pulse Width Modulated (TCC PWM) Solenoid Valve Assembly (323): Voltage supply is through the ignition switch while the PCM provides the ground to energize the solenoid. The solenoid regulates filtered 2-3 drive fluid into TCC signal fluid pressure (according to TCC PWM duty cycle) that is routed to the TCC shift valve (223) and to the TCC regulator apply valve (324). (See the Electrical Components Section for additional information.)
• 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. Torque Converter Clutch (TCC) Regulator Apply Valve (324): It is controlled by TCC signal fluid pressure on one side of the valve and spring force from the TCC regulator apply valve spring (325) and orificed regulated apply pressure at the other end. When the TCC PWM solenoid valve assembly is energized and TCC signal fluid pressure is present, it regulates line fluid pressure into the regulated apply fluid passage.
• Stuck in the release position would cause no TCC/slip or soft apply. • Stuck in the apply position would cause apply fluid to exhaust and an overheated torque converter.
The manual valve is fed by line pressure from the pressure regulator valve (231) and is mechanically linked to the gear selector lever. When a gear range is selected, the manual valve directs line pressure into the various circuits by opening and closing feed passages. The circuits that are fed by the manual valve are: Reverse, PRN, PRND4, PRND43, Drive, D321, D21 and Lo. Stuck, misaligned or damaged, the manual valve and linkage could cause: • • • • • • • •
No reverse or slips in reverse No first gear or slips in first gear No fourth gear or slips in fourth gear No Park No engine compression braking in all manual ranges Drives in Neutral No gear selections Shift indicator indicates wrong gear selection
3-4 SHIFT VALVE TRAIN (304-309) 3-4 Shift Valve (308): Responds to 1-2 signal fluid pressure, PRN fluid pressure, actuator feed fluid pressure and force from the 3-4 shift valve spring (309). Depending on the transmission gear range operation and the 1-2 shift solenoid valve state, the valve directs 4th clutch feed fluid into the 4th clutch circuit to apply the 4th clutch. When downshifted, the valve opens 4th clutch fluid to an orificed exhaust.
• 3-4 shift valve stuck in the upshift position could cause no 3rd or slips in 3rd gear. • 3-4 shift valve stuck in the downshift position could cause no 4th or slips in 4th gear.
2-3 SHIFT VALVE TRAIN (309-312) 2-3 Shift Solenoid (SS) Valve Assembly (311): An ON/OFF type solenoid that receives its voltage supply through the ignition switch. The PCM controls the solenoid by providing a ground to energize it in Third and Fourth Gear Range operation. When energized (ON), its exhaust port closes and 2-3 signal fluid pressure increases. 2-3 signal fluid pressure acts on both the 1-2 and 2-3 shift valves to help control the shift valve positioning for the appropriate gear range. When de-energized (OFF), 2-3 signal fluid exhausts through the solenoid to create low pressure in the 2-3 signal circuit. (See the Electrical Components Section for more detail.)
• 2-3 SS valve stuck off or leaking could cause no 3rd gear. • 2-3 SS valve stuck on could cause loss of power or 3rd and 4th gears only.
32
HYDRAULIC CONTROL COMPONENTS VALVES LOCATED IN THE CONTROL VALVE BODY 2-3 Shift Valve (312): Responds to 2-3 signal fluid pressure, actuator feed fluid pressure, D21 fluid pressure and force from the 2-3 shift valve s pring (309). Depending on the transmission gear range operation and the 2-3 shift solenoid valve state, the valve directs PRND4 fluid into the 4th clutch feed circuit and 2-3 drive fluid into the front band apply (FBA) or 3rd clutch feed circuits. When downshifted, the valve opens FBA and 3rd clutch feed fluids to exhaust.
on both the 1-2 and 3-4 shift valves to help control the shift valve positioning for the appropriate gear range. When de-energized (OFF), 1-2 signal fluid exhausts through the solenoid to create low pressure in the 1-2 signal circuit. (See the Electrical Components Section for more detail.)
• 2-3 shift valve stuck in the upshift position could cause 3rd or 4th gear only.
• 1-2 SS valve stuck on could cause 1st and 4th gears only.
• 2-3 shift valve stuck in the downshift position could cause no 3rd gear.
1-2 Shift Valve (314): Responds to 1-2 signal fluid pressure, actuator feed fluid pressure, 2-3 signal fluid pressure and force from the 1-2 shift valve return spring (315). Depending on the transmission gear range operation, 1-2 shift solenoid valve and 2-3 shift solenoid valve operating states, the valve directs reverse fluid through the valve or drive fluid into the 2-3 drive fluid circuit. When downshifted, the valve opens 2-3 drive fluid to exhaust.
• 1-2 SS valve stuck off or leaking could cause 2nd or 3rd gear only condition.
1-2 SHIFT VALVE TRAIN (310, 313-315) 1-2 Shift Solenoid (SS) Valve Assembly (313): An ON/OFF type solenoid that receives its voltage supply through the ignition switch. The PCM controls the solenoid by providing a ground to energize it in: Park, Reverse, Neutral, First and Fourth Gear operation. When energized (ON), its exhaust port closes and 1-2 signal fluid pressure increases. 1-2 signal fluid pressure acts
• 1-2 shift valve stuck in the downshift position could cause no 2nd or slips in 2nd gear.
N 1 1 1 R 2 2 2 P D D D
TORQUE SIG TORQUE SIG DRIVE ACCUMULATOR ORIFICED ACCUM
ACCUM
ACT FD LIMIT
PRN Y L P P A D N A B T N 1 2 O R D F
X X E E
LINE TCC SIGNAL EX
EX ORIFICED EX
FILTERED 2-3 DRIVE
1-2 SIGNAL
L A N G I S 3 2
4 D N R P
1 2 D
4TH CLUTCH FEED 2-3 DRIVE 3RD CLUTCH FEED 2-3 SIGNAL X E
2-3 SOL
2-3 SHIFT VALVE
EX N.O.
EX FBA ORIFICED EX
2-3 SIGNAL ACTUATOR FEED
TCC REG
REGULATED APPLY ORIFICED REG APPLY
ACTUATOR FEED
E N I L
D F R T C A
G I S 3 2
LINE TORQUE SIGNAL PRESSURE CONTROL SOLENOID VALVE (32 0)
ORIF EX
ACTR FD
N R P
X E
TCC (PWM) SOLENOID VALVE EX (323)
D F L L C C H H T T 4 4
3-4 SHIFT
L A N G I S E U Q R O T
LO ORIFICED ACTUATOR FEED ACTUATOR FEED
X E
• 1-2 shift valve stuck in the upshift position could cause no 1st gear.
E S R E V E R
V E R X
2-3 DRIVE 1-2 SIGNAL
E
1-2 SOL
1-2 SHIFT VALVE FILTER (302)
D
X F E
D F R T C A D E R E T L I F
R D T F C R A O D T E A R U E T T C L I A F
X E
N R P
1 2 D
REV ACTR FD X E
RN D
D
2
E S R E V E R
4 D N R P
3 4 4 D D E N N N I R R L P P
1
E V I R D
1 O 2 L 3 D
1-2 SIGNAL FILTERED ACTUATOR FEED DRIVE
MANUAL VALVE
P
EX N.O.
FILTER (317)
E B U L R LUBE A E PIPE R
E S R E V E R
(39)
Figure 32
33
HYDRAULIC CONTROL COMPONENTS ACCUMULATORS An accumulator is a spring-loaded device that absorbs a certain amount of fluid pressure in a circuit and cushions the clutch engagement according to engine torque. The clutch apply fluid pressure on one side of an accumulator piston strokes the piston against accumulator spring force and accumulator fluid pressure on the opposite side of the piston. When this sequence of events occurs, the accumulator acts like a shock absorber by controlling the rate of accumulator fluid exhaust.
53 402
51
In the HYDRA-MATIC 4L80-E, accumulators are used in the 2nd 3rd and 4th clutch apply circuits to control shift feel. During the apply of a clutch, apply fluid overcomes the clutch piston return spring force and begins to compress the clutch plates. When the clearance between the clutch plates is taken up by clutch piston travel and the clutch starts to hold, fluid pressure in the circuit builds up rapidly. The accumulator assembly, using accumulator spring force and accumulator fluid pressure, is designed to absorb some of the clutch apply fluid pressure to allow for a more gradual apply of the clutch. Without an accumulator in the circuit, this rapid buildup of fluid pressure would cause the clutch to grab very quickly and create a harsh shift.
408 406
407 405 404
The force of the accumulator spring and accumulator fluid controls the rate at which the clutch is applied. At minimum or light throttle, engine torque is at minimum and the clutch requires less apply force. At heavy throttle, the engine develops a large amount of torque which requires a greater apply pressure to hold the clutch. To accommodate these various conditions, the accumulator valve (331) regulates accumulator fluid pressure proportional to throttle position in order to control shift feel in the transmission. At greater throttle positions, accumulator fluid pressures increase, thereby creating less cushion for the clutch apply fluid during an upshift. Remember that torque signal fluid acting on the accumulator valve (331) is regulated according to engine torque by the pressure control (PC) solenoid valve (320).
404
49 50
L C H T 4
4TH ACCUMULATOR
➤
EX
3RD ACCUMULATOR ➤
➤
➤
➤
➤ ➤
➤
G I S E U Q R O T
➤
M M U U C C C C A A H D T R 4 3 ➤
➤
➤
➤ ➤
➤
3RD CLUTCH ACCUMULATOR ASSEMBLY: The 3rd clutch accumulator assembly is located in the accumulator housing (51) and consists of the 3rd accumulator piston (405) and piston spring (50). The 3rd accumulator assembly is the primary device for controlling the shift feel of the 2-3 shift.
3RD CLUTCH
PRESSURE CONTROL SOLENOID VALVE (320)
➤
L A D N E E G I F S R E O U T A Q R U T O T C A ➤ D E R E T L I F ➤ ➤
X E
6 ➤
➤
M U C C A D E C I F I R O
R O T A L U M U E C V I C R A D ➤
G #5 I S E U Q R O T
ACCUM ➤
LO ➤
➤
34
M U C C A
➤
➤
➤
R O T A L 9 U M U C C A D R 3
➤
➤
• A leak at the accumulator piston seal or porosity in the accumulator housing could cause no 3rd gear/ slips in 3rd gear • A stuck accumulator piston would cause harsh shifts
Upshift Control: During a 2-3 upshift (as shown in the Figure), 3rd clutch fluid is routed through the accumulator housing and to the 3rd accumulator piston as the direct clutch is applied. The rapid pressure build up in the 3rd clutch fluid circuit strokes the 3rd accumulator piston against 3rd accumulator fluid pressure and force from the 3rd accumulator spring. This action absorbs some of the 3rd clutch fluid pressure to cushion the direct clutch apply.
As 3rd clutch fluid pressure moves the 3rd accumulator piston, some 3rd accumulator fluid is forced out of the 3rd accumulator. This fluid unseats the #5 ball check valve and is routed into the accumulator circuit and orificed accumulator circuit. Orificed accumulator fluid pressure assists accumulator valve spring (330) force to move the accumulator valve (331) against torque signal fluid pressure. The accumulator valve regulates this excess accumulator fluid into the lo fluid circuit to exhaust at the manual valve. Downshift Control: During a 3-2 downshift, 3rd clutch fluid exhausts from the 3rd accumulator assembly. Accumulator fluid seats the #5 ball check valve, feeds the 3rd accumulator circuit through an orifice and fills the 3rd accumulator with fluid. 3rd accumulator fluid pressure and spring force move the piston to assist 3rd clutch fluid exhaust. Orificing the accumulator fluid helps control the rate at which 3rd accumulator fluid fills the 3rd accumulator and the rate at which 3rd clutch fluid exhausts. If 3rd clutch fluid exhausts too quickly, pressure would build up in the 3rd clutch circuit because of the orificed exhaust of 3rd clutch fluid at the 2-3 shift valve. This would cause the direct clutch to release too slow and possibly “drag” and damage the clutch.
Figure 33
HYDRAULIC CONTROL COMPONENTS L C H T 4
4TH CLUTCH ACCUMULATOR ASSEMBLY: The 4th clutch accumulator assembly is also located in the accumulator housing (51) and consists of the 4th accumulator piston (407) and piston spring (49). The 4th accumulator assembly is the primary device for controlling the shift feel of the 3-4 shift.
➤
1-2 (2ND CLUTCH) ACCUMULATOR ASSEMBLY: The 1-2 accumulator assembly is located in the low and reverse band servo assembly and consists of the 1-2 accumulator piston (68) and accumulator piston spring (74). The 1-2 accumulator assembly is the primary device for controlling the shift feel of a 1-2 shift. Upshift Control: During a 1-2 upshift, 2nd clutch fluid is routed between the 1-2 accumulator piston and the low and reverse band servo piston (65) as the intermediate clutch is applied. The rapid pressure build up in the 2nd clutch fluid circuit strokes the 1-2 accumulator piston against 2nd accumulator fluid pressure and force from the accumulator piston spring (74). This action absorbs some of the 2nd clutch fluid pressure to cushion the intermediate clutch apply.
As 2nd clutch fluid pressure moves the 1-2 accumulator piston, some 2nd accumulator fluid is forced out of the low and reverse band servo assembly. This fluid is routed into the accumulator circuit and orificed accumulator circuit. Orificed accumulator fluid pressure assists accumulator valve spring (330) force to move the accumulator valve (331) against torque signal fluid pressure. The accumulator valve regulates this excess accumulator fluid into the lo fluid circuit to exhaust at the manual valve. Downshift Control: Some 4L80-E applications use a ball check valve (#2) in the case cavity in the 2nd accumulator fluid circuit to force accumulator fluid through an orifice when filling the 1-2 accumulator. Similar to the function of the #5 (3rd accumulator) and #6 (4th Accumulator) ball check valves, the #2 ball check valve helps control the exhaust of 2nd clutch fluid from the low and reverse band servo assembly and the release of the intermediate clutch during a 2-1 downshift.
Note: Refer to the appropriate General Motors Service Manual for specific application information.
EX
3RD ACCUMULATOR ➤
➤
➤ ➤
M U C ➤ C A H T 4
G I S E U Q R O T ➤
➤
3RD ACCUM
➤
➤
➤
As 4th clutch fluid pressure moves the 4th accumulator piston, some 4th accumulator fluid is forced out of the 4th a ccumulator. This fluid unseats the #6 ball check valve and is routed into the accumulator circuit and orificed accumulator circuit. Orificed accumulator fluid pressure assists accumulator valve spring (330) force to move the accumulator valve (331) against torque signal fluid pressure. The accumulator valve regulates this excess accumulator fluid into the lo fluid circuit to exhaust at the manual valve. Downshift Control: During a 4-3 downshift, 4th clutch fluid exhausts from the 4th accumulator assembly. The function of the #6 ball check valve is similar to that of the #5 ball check valve (see 3rd Clutch Accumulator Downshift Control). The #6 ball check valve helps control the exhaust of 4th clutch fluid from the 4th accumulator and the release of the 4th clutch.
➤
4TH ACCUMULATOR
Upshift Control: The 4th accumulator assembly operates identical to the 3rd clutch accumulator assembly except that it responds to 4th clutch fluid pressure and 4th accumulator fluid pressure. During a 3-4 upshift, 4th clutch fluid is routed through the accumulator housing and to the 4th accumulator piston as the 4th clutch is applied. The rapid pressure build up in the 4th clutch fluid circuit strokes the 4th accumulator piston against 4th accumulator fluid pressure and force from the 4th accumulator spring. This action absorbs some of the 4th clutch fluid pressure to cushion the 4th clutch apply.
3RD CLUTCH ➤
➤
ACCUMULATOR
6 ➤
ORIFICED ACCUM
➤
➤
➤
➤ E
V I R D ➤
➤
➤
G I S E U Q R O T
ACCUM
➤
➤
➤
• A leak at the accumulator piston seal or porosity in the accumulator housing could cause no 4th gear/ slips in 4th gear
LO
➤
M U C C A
➤
#6 ➤
8 ➤
• A stuck accumulator piston would cause harsh shifts
R O T A L U M U C C A H T 4
➤
• A leak at the accumulator piston seal rings or porosity in the case or servo piston could cause no 2nd gear/slips in 2nd gear
L C D N 2 ➤
• A stuck accumulator piston would cause harsh shifts
➤
➤
➤
➤
R O T A L U M U #2 C C A D ➤ N 2
➤
➤
➤
LOW & REVERSE BAND SERVO
14
Y L P P A D N A B R A E R
➤
➤
➤
➤
ACCUMULATOR
➤
➤
ACCUMULATOR
6 ➤
➤
ORIFICED ACCUM
➤
➤
G I S E U Q ➤ E R V I O T R ➤ D
➤
ACCUM ➤
Figure 34
➤
ACCUMULATOR ➤
LO ➤
35
HYDRAULIC CONTROL COMPONENTS BALL CHECK VALVES LOCATION AND FUNCTION #1 OVERRUN CLUTCH: Located in the transmission case, it seats to force D321 fluid through orifice 1 on the spacer plate and into the overrun clutch fluid circuit. This helps control the apply rate of the overrun clutch. When the overrun clutch releases, exhausting overrun clutch fluid unseats, and flows past, the #1 ball check valve and into the D321 fluid circuit. This allows for a faster exhaust of overrun clutch fluid and a quick release of the overrun clutch.
#2 2ND ACCUMULATOR (Used Only On Some Models): Located in the transmission case, it seats to force accumulator fluid through orifice 14 before entering the 1-2 accumulator circuit and filling the 1-2 accumulator. This helps control the rate at which 2nd clutch fluid exhausts from the low and reverse band servo and the release rate of the intermediate clutch. Refer to the 1-2 Accumulator explanation on page 35 for more detail.
#3 FRONT BAND APPLY: Located in the transmission case, it seats to force front band apply (FBA) fluid through orifice 12 to help control the apply rate of the manual 2-1 band assembly. When the band releases, exhausting FBA fluid unseats, and flows past, the #3 ball check valve. This allows for a faster exhaust of FBA fluid and a quick release of the manual 2-1 band assembly.
#4 2ND CLUTCH: Located in the transmission case, it seats to force 2-3 drive fluid through orifice 17 and into the 2nd clutch fluid circuit. This helps control the apply rate of the intermediate clutch. When the intermediate clutch releases, exhausting 2nd clutch fluid unseats, and flows past, the #4 ball check valve and into the 2-3 drive fluid circuit. This allows for a faster exhaust of 2nd clutch fluid and a quick release of the intermediate clutch.
#7 LO/REVERSE: Located in the control valve assembly, it allows either lo fluid (in Manual First) or reverse fluid (in Reverse) to enter the rear band apply circuit while blocking the other fluid circuit.
#8 3RD CLUTCH: Located in the transmission case, it seats to force 3rd clutch feed fluid through orifice 11 and into the 3rd clutch circuit. This helps control the apply rate of the direct clutch in Third gear. When the direct clutch releases, exhausting 3rd clutch fluid unseats, and flows past, the #8 ball check valve and into the 3rd clutch feed circuit. This allows for a faster exhaust of 3rd clutch fluid and a quick release of the direct clutch.
#9 REVERSE: Located in the transmission case, it seats to force reverse fluid through orifice 16 to help control the apply rate of the direct clutch in Reverse. When the direct clutch releases, exhausting reverse fluid unseats, and flows past, the #9 ball check valve. This allows for a faster exhaust of reverse fluid and a quick release of the direct clutch.
#10 4TH CLUTCH: Located in the transmission case, it seats to force 4th clutch fluid through orifice 10 to help control the apply rate of the 4th clutch. When the 4th clutch releases, exhausting 4th clutch fluid unseats, and flows past, the #10 ball check valve. This allows for a faster exhaust of 4th clutch fluid and a quick release of the 4th clutch.
#11 3RD CLUTCH/REVERSE: Located in the control valve assembly, it allows either 3rd clutch fluid (in Third gear) or reverse fluid (in Reverse) to enter the 3rd/reverse circuit while blocking the other circuit. #5 3RD ACCUMULATOR: Located in the transmission case, it seats to force accumulator fluid through orifice 9 before entering the 3rd accumulator circuit and filling the 3rd accumulator. This helps control the rate at which 3rd clutch fluid exhausts from the 3rd accumulator and the release rate of the direct clutch. Refer to the 3rd Clutch Accumulator explanation on page 34 for more detail.
#6 4TH ACCUMULATOR: Located in the transmission case, it seats to force accumulator fluid through orifice 8 before entering the 4th accumulator circuit and filling the 4th accumulator. This helps control the rate at which 4th clutch fluid exhausts from the 4th accumulator and the release rate of the 4th clutch. Refer to the 4th Clutch Accumulator explanation on page 35 for more detail.
36
Ball Check Valves Related Diagnostic Tips
Understanding the design principle of each ball check valve will help in the diagnosis of hydraulic related conditions. For example: • a harsh shift complaint could be a stuck or missing ball check valve. • no reverse or slips in reverse could be the #7 ball check valve stuck or missing. • no engine compression braking in manual first could also be a missing or stuck #7 ball check valve.
HYDRAULIC CONTROL COMPONENTS BALL CHECK VALVES LOCATION AND FUNCTION
ACCUMULATOR
➤
OVERRUN CLUTCH #2
➤
➤
j 6 i 2 6 2
➤
0 4
0 4
14
1 8 2
b a 9 9 3 3
8 2
➤
➤
#1
➤
➤
D321
FBA
H C T U L C D N 2
➤
#3 ➤
12 c 1 3
#11
➤
b 1 3 ➤
2ND ACCUM
E V I R D 3 2
17
➤
24c
24b
23
➤
#7
CONTROL VALVE BODY (44) (Case Side)
➤
23
#10
#4
#3
#8
#1
#4
➤
FRONT BAND APPLY
ACCUM
➤
#5
#6
➤
➤
f 6 e 2 6 2
ACCUM
➤
9 2 3
➤
c 6 d 2 6 2
8
2 3
8 3
➤
➤
8 3
➤
➤
3RD ACCUM
4TH ACCUM ➤ ➤
#6
3RD CLUTCH FEED E S R E V E R
➤
a 3 b 3 3 3
➤
#7 ➤
4 3
4TH CLUTCH
#10
4 3 ➤
➤
➤
➤
11
➤
O L
#8
#5
ACCUMULATOR HOUSING (51)
E S R E V E R
➤
#2
➤
43h ➤
#9 ➤
43g 16
➤
3RD CLUTCH REAR BAND APPLY Figure 35
E S R E V E R
10 c 7 3
d 7 3
➤
#9
CASE (7) (Control Valve Body Side) E S R E V E R / D R 3
H C T U L C D R 3
➤
➤
E S R E V E R
➤
➤
4TH CLUTCH
#1 1
37
HYDRAULIC CONTROL NOTES COMPONENTS
38
ELECTRICAL COMPONENTS The Hydra-matic 4L80-E transmission incorporates electronic controls that utilize the powertrain control module (PCM) (see Note below) to control shift points (through shift solenoid valves), torque converter clutch (TCC) apply and release [through the torque converter clutch pulse width modulated (TCC PWM) solenoid] and line pressure [through the pressure control (PC) solenoid valve]. Electrical signals from various sensors provide information to the PCM about vehicle speed, throttle position, engine coolant temperature, transmission fluid temperature, gear range selector position, engine speed, converter turbine speed, engine load and braking. The PCM uses this information to determine the precise moment to upshift or downshift, apply or release the TCC and what fluid pressure is needed to apply the clutches or bands. This type of control provides consistent and precise shift points and shift quality based on the operating conditions of the vehicle.
valve cannot apply the TCC. This allows the vehicle to be operated safely, despite the disabled electronic controls, until the condition can be corrected. Another feature of the Hydra-matic 4L80-E is the hydraulic override of the electronic control system in Manual Third and Manual Second. In the Manual gear ranges, the PCM controls the shift solenoid valves in the same manner as in Overdrive Range. However, when Manual Third is selected, the hydraulic system prevents the transmission from shifting into Fourth gear regardless of the solenoid states and vehicle operating conditions. Similarly, in Manual Second the hydraulic system prevents the transmission from shifting into either Third or Fourth gear regardless of solenoid states. However, in Manual First the gear selection is completely electronic for safety and durability reasons. This means the PCM must electronically command the solenoids to be in a First gear state for the transmission to downshift into First gear when Manual First is selected.
If for any reason the entire electronic control system of the transmission becomes disabled, both of the shift solenoid valves will be de-energized (turned OFF). This “failsafe mode” operating state of the solenoids forces the transmission to operate in Second gear regardless of other vehicle operating conditions when the gear selector is in a forward drive range. Also, in “failsafe mode” the PC solenoid valve is turned off which increases line pressure to a maximum and the TCC PWM solenoid F
INPUTS INFORMATION SENSORS A. TRANSMISSION FLUID PRESSURE (TFP) MAN UAL VALVE POSITION SWITCH B. TRANSMISSION INPUT SPEED SENSOR (A/T ISS) C. TRANSMISSION OUTPUT SPEED SENSOR (A/T OSS) D. TRANSMISSION FLUID TEMPERATURE (TFT) SENSOR E. ENGINE COOLANT TEMPERATURE (ECT) SENSOR F. THROTTLE POSITION (TP) SENSOR G. ENGINE SPEED SENSOR H. BRAKE SWITCH I. A/C REQUEST SWITCH
G
E
Note: Some models utilize a Vehicle Control Module (VCM or a Transmission Control Module (TCM) instead of a PCM. The VCM or TCM functions similar to the PCM but does incorporate some different controls. However, throughout this publication only the PCM is referenced for simplicity. Refer to the appropriate General Motors Service Manual for a description of TCM controls. ALDL
3
I
PCM
4
D
A
B
2
1
C
H
OUTPUTS
ELECTRONIC CONTROLLERS
POWERTRAIN CONTROL MODULE (PCM) OR
ELECTRONICALLY CONTROLLED TRANSMISSION COMPONENTS 1. 1-2 SHIFT SOLENOID (SS) VALVE
VEHICLE CONTROL MODULE (VCM) OR
2. 2-3 SHIFT SOLENOID (SS) VALVE
TRANSM ISSION CONTROL MODULE (TCM) (SEE NOTE ABOVE)
3. TORQUE CONVERTER CLUTCH PULSE WIDTH M ODULATED (TCC PWM) SOLENOID
ASSEMBLY LINE DIAGNOSTIC LINK (ALDL)
4. PRESSURE CONTROL (PC) SOLENOID VALVE
Figure 36
39
ELECTRICAL COMPONENTS REVERSE INDICATOR SWITCH
PRND43 INDICATOR SWITCH
THREE PIN CONNECTOR
LO INDICATOR SWITCH
A B C
TRANSMISSION FLUID PRESSURE MANUAL VALVE POSITION SWITCH (40)
Body
Fluid
PRND4 INDICATOR SWITCH
Body
Seal Diaphragm
➤
Contact
DRIVE INDICATOR SWITCH
Fluid
Seal
➤
Diaphragm
Contact
+
+ Contact Element
Contact
Ground
Contact Element
NO PRESSURE
Contact
Ground
PRESSURIZED
SWITCH LOGIC ENGINE OFF A
B
C D3 PRND4 Switch (N.O.)
REV Switch (N.O.)
D2 PRND43 Switch (N.O.)
LO Switch (N.O.)
RANGE INDICATOR
D4 DRIVE Switch (N.O.) Automatic Transmission Fluid Pressure (TFP) Manual Valve Position Switch
FLUID* REV D4
CIRCUIT+
D3
D2
LO
A
B
C
Park/Neutral
0
0
0
0
0
0
1
0
Reverse
1
0
0
0
0
1
1
0
Overdrive
0
1
0
0
0
0
1
1
Manual Third
0
1
1
0
0
0
0
1
Manual Second
0
1
1
1
0
0
0
0
Manual First
0
1
1
1
1
1
0
0
*: 1 =Pressurized 0 =Exhausted
Transmission Fluid Pressure Manual Valve Position Switch (40): The transmission fluid pressure (TFP) manual valve position switch is attached to the control valve assembly and consists of five normally open (N.O.) fluid pressure switches. Various fluid pressures are fed from the manual valve to the switches (see hydraulic circuit below) depending on gear selector and manual valve positioning. These fluid pressures determine the digital logic at the electrical pins (A, B and C) in the TFP manual valve position switch three pin connector. This logic is used by the PCM to determine manual valve position and the gear range (P, R, N D , D, 2, 1) the transmission is operating in. The electrical schematic and table below show the circuitry and logic used at the TFP manual valve position switch and electrical connector to signal the powertrain control module (PCM) which range the gear selector lever is in.
Fluid Pressure Switch Operation: The fluid pressure switches in the TFP manual valve position switch are normally open (contacts not touching) when no fluid pressure is present, thereby stopping electrical current at the switch. When fluid pressure is routed to the switch, it moves the diaphragm and upper contact such that 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 and through the switch. Depending on the circuit, the closed switch may provide a ground path from one of the three electrical pins. Example: (Manual Third Range) The hydraulic and electrical schematics below are shown in the Manual Third position. The Drive and PRND43 switches are pressurized in Manual Third, thereby closing these switches and allowing current to flow from Pin C to ground. This changes the digital logic at Pin C to a “0” and, with digital logic at Pin A and Pin B being “1”, signals the PCM that the transmission is in Manual Third gear range. For Pin A to connect to ground, either the Reverse or Lo pressure switches must be energized. For Pin B to connect to ground, the PRND4 pressure switch must be pressurized in addition to the PRND43 switch.
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. • Freeze shift adapts. • TCC on in commanded fourth gear. • The PCM stores DTC P1810 in PCM history.
1 2 3 D
N R X P E
➤
MANUAL VALVE
P
RN D
D
2
E S R E V E R
4 D N R P
➤
3 4 4 ➤ D D E N N N I R R L P P
B
LO Switch (N.O.)
D2 PRND43 Switch (N.O.)
REV
Automatic Transmission Fluid Pressure (TFP) Manual Valve Position Switch
REV
Figure 37
LO ALL PRND43 SWITCHES N.O. PRND4
PRND4
➤ ➤
LO
3 4 D O N L R P
PRND4
40
➤
➤
D4 DRIVE Switch (N.O.)
E V I R D
(39)
➤ ➤
C D3 PRND4 Switch (N.O.)
REV Switch (N.O.)
PRND43
FILTER
E (317) B U L R LUBE A E PIPE R
1
SWITCH LOGIC MANUAL THIRD (D3) (Engine Running)
FILT ACTR FD
➤
1 O X 2 L E D
E V I R D
➤
A
➤
➤
➤
+: 1 =Grounded (Resistance <50 ohms, 0 volts) 0 =Open (Resistance >50k ohms, 12 volts)
ACTUATOR FEED
➤
➤
➤
E V I R D
TFP SWITCH DRIVE
➤
ELECTRICAL COMPONENTS TRANSMISSION SPEED SENSORS Automatic Transmission Output (Shaft) Speed (A/T OSS) Sensor (22): The A/T OSS sensor is a variable reluctance magnetic pickup located in the rear of the transmission case. This sensor is mounted in the case opposite the vehicle speed sensor reluctor ring (660) that is pressed onto the output carrier assembly (661). The sensor consists of a permanent magnet surrounded by a coil of wire. As the output carrier and vehicle speed sensor reluctor ring rotate, an alternating current (AC) is induced in the coil from the “teeth” on the vehicle speed sensor reluctor ring passing by the magnetic pickup. Therefore, whenever the vehicle is moving, the A/T OSS sensor produces an AC voltage signal proportional to vehicle speed. This signal is sent to either the DRAC (Digital Ratio Adapter Controller) or the PCM depending on model application. Refer to the appropriate General Motors Service Manual for specific application.
ROTOR (RELUCTOR) O-RING SEAL
ELECTRICAL CONNECTOR
MAGNETIC PICKUP
SPEED SENSOR (OUTPUT AND INPUT)
LOW SPEED
At the DRAC or PCM, the AC signal is electronically conditioned to a 5 volt square wave form (see Figure A). The square wave form can then be interpreted as transmission output speed by the PCM through the frequency of square waves in a given time frame. The square waves can be thought of as the vehicle speed sensor reluctor ring teeth. Therefore, the more teeth (or waves) that pass by the magnetic pickup in a given time frame, the faster the vehicle is moving. The square wave form is compared to a fixed clock signal internally within the PCM to determine transmission output speed. Vehicle Speed Sensor Circuit Low will set DTC P0502 and the PCM will command the following default actions:
HIGH SPEED
5.0
• Freeze shift adapts. • Maximum line pressure. • Calculate A/T OSS from A/T ISS sensor output. • DTC P0502 stores in PCM history.
S T L O V T U P T U O
Vehicle Speed Sensor Circuit Intermittent will set DTC P0503 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 P0503 stores in PCM history.
TIME
FIGURE A: CONDITIONED SIGNAL
Sensor resistance should measure between 893 - 1127 ohms at 20 C (68 F). Output voltage will vary with vehicle speed from a minimum of 0.5 Volts AC at 300 RPM, to 200 Volts at 60 00 RPM. °
°
Automatic Transmission Input (Shaft) Speed (A/T ISS) Sensor (22): The A/T ISS sensor operates identically to the A/T OSS sensor except it uses the machined teeth on the forward clutch housing (602) as the rotor (reluctor). Remember that the forward clutch housing is driven at converter turbine speed (except in fourth gear when it is driven in an overdrive mode with respect to the converter turbine). The A/T ISS sensor square wave form is also compared to a fixed clock signal internally within the PCM to determine actual converter turbine speed. The PCM uses transmission input and output speeds to help determine line pressure, transmission shift patterns and TCC apply pressure and timing. This speed sensor information is also used to calculate turbine speed, gear ratios, and TCC slippage for diagnostic purposes. Input Speed Sensor Circuit Intermittent will set DTC P0716 and the PCM will command the following default actions: • Freeze shift adapts. • Maximum line pressure. • DTC P0716 stores in PCM history.
Input Speed Sensor Circuit Low will set DTC P0717 and the PCM will command the following default actions: • Freeze shift adapts. • Maximum line pressure. • DTC P0717 will be stored in PCM history.
Figure 38
41
ELECTRICAL COMPONENTS
PROBE
BODY
CONNECTOR
Automatic Transmission Fluid Temperature (TFT) Sensor: The TFT sensor is part of the transmission wiring harness assembly (34). The TFT sensor is a resistor, or thermistor, which changes value based on temperature (see chart). The sensor has a negative-temperature coefficient. This means that as the temperature increases, the resistance decreases, and as the temperature decreases the resistance increases. The PCM supplies a 5-volt reference signal to the sensor and measures the voltage drop in the circuit. When the transmission fluid is cold the sensor resistance is high and the PCM detects high signal voltage. As the fluid temperature warms to a normal operating temperature, the resistance becomes less and the signal voltage decreases. The PCM uses this information to control shift quality and torque converter clutch apply.
The PCM inhibits TCC operation until transmission fluid temperatures reach approximately 20 C (68 F). If transmission fluid temperatures become excessively high (above approximately 122 C, 250 F), the PCM will apply the TCC whenever the transmission is in Second, Third or Fourth gears. Applying the TCC serves to reduce transmission fluid temperatures created by the fluid coupling in the torque converter with the TCC released. If fluid temperatures increase even further [above approximately 150 C (300 F)], the PCM will not allow the TCC to apply in any gear range. This prevents the excessive fluid temperatures from damaging the TCC. Above approximately 154 C (310 F), the PCM will set a transmission fluid temperature code. This causes the PCM to use a fixed value of 140 C (284 F) as the transmission fluid temperature input signal. At a value of 140 C, the TCC will apply in Second, Third and Fourth gears. °
°
TRANSMISSION FLUID TEMPERATURE SENSOR
°
°
°
) S M H O ( E C N A T S I S E R R O S N E S T F T
°
16,000
°
°
°
°
°
Transmission Fluid Overtemperature will set DTC P0218 and the PCM will command the following default actions: • Freeze shift adapts. • DTC P0218 stores in PCM history. 133 -10
110
TEMPERATURE ( C) °
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. °
TFT SENSOR RESISTANCE VS. TEMPERATURE
°
TFT Sensor Circuit Low will set DTC P0712 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 P0712 stores in PCM history. °
°
TFT Sensor Circuit High will set DTC P0713 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 P0713 stores in PCM history. °
42
Figure 39
°
ELECTRICAL COMPONENTS SHIFT SOLENOID VALVES The Hydra-matic 4L80-E uses two electronic shift solenoid va lves (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 various shift valves. The PCM uses numerous inputs inputs (as shown in Figure 39) to determine which solenoid state combination the transmission should be in. The following table shows the solenoid state combination required for each gear range: GEAR RANGE Park, Reverse, Neutral First Second Third Fourth
1-2 SOLENOID ON ON OFF OFF ON
O-RING
SOLENOID FLUID
➤
FILT ACTR FD
X E
2-3 SIGNAL
➤
FILT ACTR FD
1-2 SIGNAL
R D 3 X 2 E
X E
➤
➤
2-3 SIGNAL
D F R T C A
G I S 3 2 ➤
G I S 3 2
N.O.
D F L C 3 N R P
1 2 D
2-3 SOL EX
D F L L X E C C F I H H T T R 4 4 O
OFF
D F R T C A
FILT ACTR FD
G I S 2 1
N.O.
➤
➤
L A N G I S 2 1
1-2 SIGNAL
OFF
2-3 SIGNAL
R D 3 X 2 E
X E D C F R O
D F R T C A
G I S 3 2
G I S 3 2
2-3 SHIFT S HIFT VALVE VALVE X A 4 D F E B D L F N C R P 4
1 2 D
2-3 SOL EX N.O.
D F L C 3 N R P
1-2 SIGNAL
D F L L X E C C F I H H T T R 4 4 O
ON
D F R T C A
➤
L A N G I S 2 1
R D 3 X 2 E
X E D C F R O
D F R T C A
G I S 3 2
G I S 3 2
➤
2-3 S HIFT VALVE VALVE X A 4 D F E B D L F N C R P 4
Figure 40
➤
➤
2-3 SOL ➤
EX
ON
N.O.
D F L C 3 N R P
3-4 SHIFT
THIRD GEAR
➤
➤
➤
➤
➤
ON
N.O.
➤
FILT ACTR FD
➤
EX
➤
X E
➤
➤
➤
➤
3-4 SHIFT
PARK/ REVERSE/ NEUTRAL/ FIRST GEAR
1-2 SOL
1-2 SHIFT VALVE VALVE
EX
➤
➤
➤
E V D I F R E R D V T V V V 3 I C E E E - R A R R R 2 D
➤
FILT ACTR FD
2-3 S HIFT VALVE VALVE X A 4 D F E B D L F N C R P 4
ON
➤
X E D C F R O
FRAME
1-2 SOL
1-2 SHIFT VALVE VALVE
EX
➤
FILT ACTR FD
1 2 D
➤
COIL ASSEMBLY
EXHAUST
G I S 2 1
1-2 SOL
➤
FILTER
When the 2-3 SS valve is energized (ON), 2-3 signal fluid is blocked from exhausting through the solenoid, thereby creating high 2-3 signal fluid pressure (see Third Gear and Fourth Gear examples below). High 2-3 signal fluid fluid pressure acts on the 2-3 2-3 shift valve to move it into the upshifted position (against spring force and actuator actuator feed fluid fluid pressure). However, in Manual Second and Manual First gear ranges, D21 fluid pressure keeps the 2-3 shift valve in the downshifted position regardless of the 2-3 SS valve state. High 2-3 signal fluid fluid pressure also assists spring force and actuator feed fluid pressure at the 1-2 shift valve to keep the valve in the ups hifted position when 1-2 signal fluid pressure is either high or low.
E V D I F R E R D V T V V V 3 I C E E E - R A R R R 2 D
G I S 2 1
N.O.
CONNECTOR
2-3 Shift Solenoid (SS) Valve (311): The 2-3 SS valve functions similar to the 1-2 SS valve in that the PCM controls the path to ground for the electrical circuit to turn the solenoid ON or OFF. Filtered actuator feed fluid feeds the 2-3 signal fluid circuit circuit at the 2-3 shift valve (312). (312). When the 2-3 SS valve is de-energized (OFF), 2-3 signal fluid exhausts through the solenoid, thereby creating low pressure in the 2-3 signal circuit (see Park/Reverse/Neutral/First Gear example below). Similar to the 1-2 signal signal circuit, fluid remains in the 23 signal circuit with the 2-3 SS valve de-energized (OFF), only at a low pressure due to the exhaust through the solenoid. Low pressure is shown by light blue fluid color while high 2-3 signal fluid pressure is shown as dark blue fluid color.
When the 1-2 SS valve is energized (ON), 1-2 signal fluid is blocked from exhausting through the solenoid, thereby creating high 1-2 signal fluid pressure (see Park/Reverse/Neutral/First Gear and Fourth Gear examples below). High 1-2 signal fluid fluid pressure acts on the 1-2 shift valve to keep it in the downshifted position (against spring force and actuator feed fluid pressure) when 2-3 signal fluid pressure is low. High 1-2 signal fluid pressure also acts on the 3-4 shift valve (308) to keep it in the upshifted position (against spring force and actuator feed fluid pressure) in the absence of PRN fluid pressure.
➤
PLUNGER
SHIFT SOLENOID VALVE (OFF)
1-2 Shift Solenoid (SS) Valve (313): Filtered actuator feed fluid feeds the 1-2 signal fluid circuit at the 1-2 shift valve (314). When the 1-2 SS valve is de-energized (OFF), 1-2 signal fluid exhausts through the solenoid, thereby creating low pressure in the 1-2 signal circuit (see Third Gear example below). Even with the solenoid de-energized, de-energized, fluid remains in the 1-2 signal fluid circuit but at low pressure because filtered actuator feed fluid continues continues to feed the circuit. Low pressure is shown by light blue fluid color while high 1-2 signal fluid pressure is shown as dark blue fluid color.
1-2 SHIFT VALVE VALVE
S PRING
2-3 SOLENOID OFF OFF OFF ON ON
The shift solenoid valves are de-energized (turned OFF) when the PCM opens the path to ground for the solenoid’ solenoid ’s electrical circuit. With the solenoid OFF, signal fluid pressure moves the metering ball and plunger away from the metering ball’ ball ’s seat. This allows signal fluid to flow past the metering ball and exhaust out of the solenoid as shown in the illustration. When the PCM provides a path to ground for the electrical circuit to energize (turn ON) the solenoid, current flows through the coil assembly in the solenoid and creates a magnetic field. The magnetic field moves the plunger to the left (with respect to the illustration) and seats the metering ball, thereby blocking the exhaust passage and causing signal fluid pressure to increase.
E V D I F R E R D V T V V V 3 I C E E E - R A R R R 2 D
METERING BALL
D F L L X E C C F I H H T T R 4 4 O
D F R T C A
L A N G I S 2 1
3-4 SHIFT
FOURTH GEAR
43
ELECTRICAL COMPONENTS CORE
COIL COIL ASSEMBL ASSEMBLY Y
EXHAUST
METER METERIN ING G BALL BALL
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
O-RING
➤
➤
➤
➤
➤
➤
➤
➤
FILTERED 2-3 DRIVE FLUID
PLUNGER CONNECTOR
Torque Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Valve (323): 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’ solenoid ’s ability to “ramp” ramp” the TCC apply and release pressures results in a smoother TCC operation.
When vehicle operating conditions are appropriate to apply the TCC, the PCM immediately increases the duty cycle to approximately 30% (see point A on graph). The PCM then ramps the duty cycle up to approximately 70% to achieve full TCC apply pressure. The rate at which the PCM increases the duty cycle controls the TCC apply. Similarly, the PCM also ramps down the TCC PWM solenoid valve duty cycle to control TCC release.
TCC SIGNAL FLUID
FRAME
TCC PWM SOLENOID VALVE
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.
➤
E 100% L C Y C 75 Y T U 50 D T N E 25 C R E P
C
D E
B TCC TCC APPLY FLUID PRESSURE
A S
0
Note: Duty cycles given are for example only. Actual duty cycles will vary depending on vehicle application and vehicle operating conditions.
F G TIME ➤
TCC PWM solenoid valve resistance should measure between 10.4 and 10.8 ohms when measured at 20 C (68 F). The resistance should measure approximately 16 ohms at 150 C (300 F). °
TCC APPLY AND RELEASE
°
°
°
Torque Converter Clutch System Stuck Off will set a DTC P0741 and the PCM will command the following default actions: • Inhibit TCC engagement. • Inhibit 4th gear engagement. • DTC P0741 stores in PCM history.
Torque Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Valve Operation: Operation: The TCC PWM solenoid valve is the electronic control component of the TCC apply and release system. The other components are all hydraulic control or regulating valves. The illustration below shows all the valves and the TCC PWM solenoid valve that make up the TCC control system. (For more information on system operation see pages 64 and 65 in the Powerflow section).
Torque Converter Clutch System Stuck On will set a DTC P0742 and the PCM will command the following default actions: • Maximum line pressure. • Freeze shift adapts. • DTC P0742 stores in PCM history.
➤
TORQUE CONVERTER (1 )
➤
TCC TCC ENABLE NABLE ➤
➤
➤ ➤
➤
➤
TCC TCC ENABLE NABLE
➤ ➤ ➤
➤ ➤
➤
➤
➤ ➤
➤
➤
➤
E S A E L E R ➤
➤
➤
➤
N R U T E R / Y L P P A
PRND43
REV
➤ ➤
➤
O L
LO ALL PRND43 SWITCHES N.O. PRND4
REV
➤
TFP SWITCH DRIVE
E V I R D
➤
➤
➤
➤
TCC (PWM) SOLENOID VALVE EX (323)
➤
➤ ➤
➤
➤
➤
➤
RELEASE ➤
Figure 41
➤
D E E F R E T R E V N O C
➤
D F V N O C G E R
FRONT LUBE ➤
24
C EX O N V EX L ➤ ➤ I CONV FD M I ➤REG CONV FD T
3
➤
ORIFICED REG APPLY ➤
REGULATED APPLY
➤
APPLY/RETURN
➤
➤
TCC SIGNAL
➤
➤
➤
PRND4
➤
➤
P A G E R
➤
REG CONV FEED ➤
T F I ➤ H ➤ ➤ ➤ ➤ TCC TCC ENABLE NABLE S ➤ RELEASE ➤ H C ➤ T ➤ U ➤ L L A COOLER C N ➤ APPLY/RETURN V G I S ➤ N C ➤ C ➤ O T Y L C ➤ P ➤
➤
44
➤
L EX B A➤ ➤ N EX E C C T
➤
➤
TCC REG ON
FILTERED 2-3 DRIVE
➤
X E
➤
LINE
ELECTRICAL COMPONENTS Pressure Control Solenoid Valve (320): The pressure control (PC) solenoid valve is a precision electronic 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’ solenoid’s plunger further away from the exhaust port. Opening the exhaust port decreases the output fluid pressure regulated by the PC solenoid valve, which ultimately decreases line pressure. The PCM controls the PC solenoid valve based on various inputs including throttle position, transmission fluid temperature, MAP sensor and gear state. Duty Cycle, Frequency and Current Flow: A “duty cycle” 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” frequency”. Typically, the operation of an electronically controlled pulse width modulated solenoid is explained in terms of duty cycle and frequency.
ACTUATOR TORQUE FEED SIGNAL LIMIT FLUID FLUID
SPOOL VALVE SPRING
EX HAUST VARIABLE ARM ATURE SPRING FRAME BLEED ORIFICE
SPOOL VALVE SPOOL VALVE SLEEVE
FLUID SCREENS
PUSH ROD COIL DAMPER SPRING RESTRICTOR ASSEMBLY
PRESSURE CONTROL SOLENOID SOLENOID VALVE VALVE ➤
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.
40% 40%
12
➤ ➤ ➤
60% 60%
➤
(ON)
S T L O V
0
TIME ➤
➤
➤
1 CYCLE =1/292.5 SECOND
PRESSURE CONTROL SOLENOID VALVE POSITIVE DUTY CYCLE
A pp ro xi m at e Du ty C yc le
C u rren t
Lin e Pres s u re
+ 5%
0.1 A mps
M aximum
+40%
1.1 A mps
M inimum
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 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. val ve. Current flow to to the PC solenoid valve valv e creates a magnetic field that moves the solenoid armature toward the push rod and against spring force. Transmission Transmission Adapt 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” learning” and it is used to assure consistent shift feel plus increase transmission durability. durability. The PCM monitors monitors the A/T ISS 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.
100 100 ) I S P ( E R U S S E R P L O R T N O C
90 80 70 60 50 40 30 20 10 0 0.0 0.0
0.1
0.2
0.3
0.4
0.5
0.6 0.6
0.7
0.8
0.9
1.0
1.1
INPUT CURRENT (AMP)
PRESSURE CONTROL SOLENOID SOLENOID VALVE VALVE CURRENT CU RRENT FLOW
A Pressure Control Solenoid electrical problem will set a DTC P0748 and the PCM will command the following default actions: • Disable the PC solenoid valve. • Freeze shift adapts. • DTC P0748 stores in PCM history.
Transmission adapts must be reset whenever the transmission is overhauled or replaced (see appropriate service manual).
Figure 42
45
ELECTRICAL COMPONENTS COMPONENTS EXTERNAL TO THE TRANSMISSION
Throttle Position (TP) Sensor: The PCM monitors the variable voltage signal from the TP sensor to calculate throttle position (angle). These input signals are then used by the PCM, in addition to other vehicle and transmission sensor inputs, to determine the appropriate shift pattern and TCC apply and release for the transmission. In general, with greater throttle angle, upshift speeds and line pressure both increase. Also, the PCM releases the torque converter converter clutch at minimum throttle positions and during heavy acceleration. Engine Coolant Temperature (ECT) Sensor: The PCM monitors the variable resistance signal from this sensor to determine engine coolant temperature. When the engine is cold, resistance is high, high, and when the engine is hot, resistance through the sensor is low. The PCM uses this information to prevent the TCC from applying when engine temperature is below approximately 54 C (130 F). °
°
Engine Speed Sensor: Monitored by the PCM through the ignition module, this sensor is used to help determine shift patterns and TCC apply and release.
46
Brake Switch: This switch causes the PCM to command TCC release. When the brake pedal is depressed, the PCM opens the path to ground for the TCC electrical circuit which releases the torque converter clutch. A/C Request Switch: When the A/C pressure cycling switch closes, the PCM is signaled that the air conditioning conditioning compressor is ON. This signal is used by the PCM to adjust transmission line pressure as well as shift timing for the added engine load provided by the compressor. multi-terminal Assembly Line Diagnostic Link (ALDL): This is a multi-terminal connector wired to the PCM that is located under the vehicle dashboard. The ALDL can be used to diagnose conditions in the vehicles electrical system, PCM, VCM or TCM, and various transmission components. components. Refer to the appropriate General Motors Motors Service Manual for specific electrical diagnosis information.
MECHANICAL POWERFLOW FROM THE TORQUE CONVERTER TO THE TURBINE SHAFT 1 POWER FROM THE ENGINE
(Engine Running) 2 POWER TO DRIVE OIL PUMP
2a OIL PUMP DRIVE GEAR (205) DRIVEN
MECHANICAL POWERFLOW FROM THE TORQUE CONVERTER TO THE TURBINE SHAFT (Engine Running) The mechanical power flow in the Hydra-matic 4L80-E transmission begins at the point of connection between the torque converter and the engine flywheel. When the engine is running, the torque converter cover (pump) is forced to rotate at engine speed. As the torque converter rotates it multiplies engine torque and transmits it to the turbine shaft (502). The turbine shaft provides the primary link to the mechanical operation of the transmission. The Hydra-matic 4L80-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 (44) provide for the pressurization and distribution of fluid throughout the transmission.
1 Power from the Engine Torque from the engine is t ransferred to the transmission through the engine flywheel which is bolted to the engine crankshaft.
3 FLUID COUPLING DRIVES THE TURBINE
2 Power to Drive the Oil Pump The oil pump drive gear (205) is keyed to the torque converter hub. Therefore, the oil pump drive gear 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 Turbine Shaft Driven As the torque converter turbine rotates, the turbine shaft (502), which is splined to the torque converter turbine, is also forced to rotate at turbine speed. 4 TURBINE SHAFT DRIVEN
TORQUE CONVERTER ASSEMBLY (1)
NOTE: To minimize the amount of repetitive text, the remaining mechanical power flow descriptions will begin with the turbine shaft (502). 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 (502)
KEYED TO OIL PUMP DRIVE GEAR
48
Figure 44
OIL PUMP ASSEMBLY (4)
48A
PARK
PARK
(Engine Running) SOLENOID 1-2 2-3 ON
OFF
FOURTH OVERRUN CLUTCH CLUTCH
OVERDRIVE MANUAL ROLLER FORWARD DIRECT 2-1 CLUTCH CLUTCH CLUTCH BAND
INTER. SPRAG CLUTCH
(Engine Running) INTER. CLUTCH
LOW ROLLER CLUTCH
LOW & REV BAND
4
HOLDING
FLUID PRESSURE DIRECTED IN PREPARATION FOR A SHIFT 1
2
➤
Manual Valve: Mechanically controlled by the gear selector lever, the manual valve is in the Park (P) position and directs line pressure from the pressure regulator valve into the PRN, PRND4 and PRND43 fluid circuits.
➤
(55 – 60) ➤
Transmission Fluid Pressure (TFP) Manual Valve Position Switch: PRND4 and PRND43 fluids at the TFP manual valve position switch signal 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 keeps the 2-3 shift solenoid valve de-energized.
➤
➤
➤
Refer to Shift Solenoid Valves on page 43 for a description of solenoid and shift valve operation.
P
3
2-3 Shift Valve: PRND4 fluid is also sent from the manual valve to the 2-3 shift valve where it stops.
E V I R D
MANUAL VALVE
N R P
RN D
➤
D
2
E S R E V E R
➤ 4 3 4 E D D N N N I R R L P P
➤
➤
➤
➤
1 1 2 O 2 L 3 D
FILTER
D
(317) E B U L R LUBE A E PIPE R
➤
1
5
AIR BLEED (210)
Manual 2-1 Band Servo: PRND43 fluid is also sent to the manual 2-1 band servo assembly. At the manual 2-1 band servo, PRND43 fluid pressure assists manual 2-1 band servo piston spring force to keep the manual 2-1 band released.
➤
➤
FILTERED ACTUATOR FEED
➤
20 ➤
➤
PRND43
PRESSURE TAP (24)
➤
➤
3-4 Shift Valve: PRN fluid is routed to the 3-4 shift valve where it assists 3-4 shift valve return spring force and actuator feed fluid pressure to keep the valve in the downshifted position. PRN fluid is also routed to the 2-3 shift valve where it assists 2-3 shift valve return spring force and actuator feed fluid pressure to keep the valve in the downshifted position.
➤
D E E F R O T A U T C A
➤
(39)
➤
4
D E E F R O T A U T C A D E R E T L I F
X E
➤
➤
4 D N R P
ACTR FD
➤
1
N R X P E ➤
Note:
3 4 D N R P
AMANUAL 2-1 BBAND SERVO F
LINE
➤
➤
➤
3 4 D N R P
➤
➤
2
L A N G I S 2 1
E V I R E D V V V 3 I E E - R X R R 2 D E
ACTR FD
➤
1-2 SOL
1-2 S HIFT VALVE
➤
SUCTION LINE
➤
➤
➤
➤
CONV FD
➤
➤
➤
E N I ) L p m u P m o r f ( E ➤ N I L
➤
G E R E R U S S E R P EX T S O O B
PRND4
1-2 SIGNAL
➤
TFP SWITCH
REVERSE 2-3 SIGNAL
ACTUATOR FEED
➤
DRIVE ➤
➤
➤
➤
PRND4
➤
➤
➤
ORIFICED ACTUATOR FEED
4 ➤
2-3 DRIVE 5
ACT FD LIMIT X E
X X E E
➤
19 ➤
ACTUATORFEED ➤
➤
➤
PRND4
D E E F
➤
LINE
➤
➤
X A E B D F F L C H T 4
N R P
3
➤
➤
PRN
➤
L A N G I S 3 2
2-3 SHIFT VALVE
➤
PRN
X E D E C I F I R O
X E
➤
➤
L A N G I S 3 2
L A N G I S 2 1
2-3 SOL
R O T A U T C A
TORQUESIGNAL
➤
➤ ➤ ➤
➤
DRIVE
➤
E S R E V E R
TORQUESIGNAL
ON ➤
REV
➤
➤
LO ALL PRND43 SWITCHES N.O.
➤
TORQUESIG ➤
REV
4 D N R P
EX N. O.
➤
➤
LINE
➤
N R P
O L
ORIFICE CUP PLUG (23 6)
➤
➤
EX N. O.
➤
OFF
3RD CLUTCH FEED
➤
LINE L A N G I S E U Q R ➤ O T PRESSURE CONTROL SOLENOID VALVE (320)
➤
➤
➤
4TH CL FD
FILTER (302)
FILTERED ACTR FD
➤
➤
➤
ACTUATOR FEED
➤
PRN
G I S 2 1
3-4 SHIFT
➤
➤
5 ➤
X E
15
4TH CLUTCH
ORIFICED EX
EX
COMPLETE HYDRAULIC CIRCUIT Page 76
50B
Figure 47
51
NEUTRAL
NEUTRAL (Engine Running)
2 1 POWER POWER FROM OVERDRIVE TRANSFERS TORQUE ROLLER THROUGH CONVERTER CLUTCH OVERDRIVE (1) (512) PLANETARY HOLDING GEARSET
➤
(Engine Running)
3 POWERFLOW TERMINATED
SOLENOID 1-2 2-3 ON
➤
NO POWER TRANSMITTED TO DIFFERENTIAL ASSEMBLY
➤
➤ ➤
TORQUE CONVERTER ASSEMBLY (1)
OVERRUN CLUTCH HOUSING (504)
PUMP ASSEMBLY (4)
OVERDRIVE CARRIER ASSEMBLY TURBINE SHAFT (514) (502)
TURBINE SHAFT (502)
OVERDRIVE MANUAL INTER. ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH BAND CLUTCH
INTER. CLUTCH
LOW ROLLER CLUTCH
LOW & REV BAND
HOLDING
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 (710) is disengaged. The parking pawl return spring (705) releases the parking lock pawl (703) from the teeth on the output carrier assembly (661). With the parking lock pawl disengaged the output shaft is free to rotate allowing the vehicle to roll. •
➤
OFF
FOURTH OVERRUN CLUTCH CLUTCH
The manual shaft (708) and manual valve (319) are in the Neutral position. 1
Power from Torque Converter The overdrive carrier assembly (514) is driven by the turbine shaft (502), which is splined to the converter turbine.
2
Power Transfers Through the Overdrive Planetary Gearset Engine torque is transmitted from the torque converter turbine to the forward clutch housing (602) in the same manner as Park range - a 1:1 direct drive through the overdrive planetary gear set.
3
Powerflow Terminated All clutches and bands are released and power flow is terminated at the forward clutch housing (602).
Neutral range may be selected for starting the engine when the vehicle is standing still or moving down the road.
OVERDRIVE ROLLER CLUTCH (512) HOLDING
CONVERTER HUB
FORWARD CLUTCH HOUSING (602)
OUTPUT SHAFT ASSEMBLY (671)
OUTPUT CARRIER ASSEMBLY (661)
➤ ➤
PARKING PAWL ACTUATOR ASSEMBLY (710)
54
Figure 50
PARKING PAWL (703) DISENGAGED PARKING PAWL RETURN SPRING (705)
54A
OPERATING CONDITIONS RANGE REFERENCE CHART 1 1-2 SHIFT R AN GE
G EA R
2-3 SHIFT
S OL EN OI D S OL EN OI D V AL VE
V AL VE
2
FOURTH
OVERRUN
CLUTCH
CLUTCH
3 OVERDRIVE ROLLER CLUTCH
4
5
FORWARD
DIRECT
CLUTCH
CLUTCH
6
7
MANUAL 2-1
INTERMEDIATE SPRAG
B AND
CLUTC H
8 INTERMEDIATE
CLUTCH
9
10
LOW
LOW AND
ROLLER
REVERSE
CLU TCH
BAND
P-N
ON
OFF
HOLDING
R
REVERSE
ON
OFF
HOLDING
1st
ON
OFF
HOLDING
APPLIED
*
2nd
OFF
OFF
HOLDING
APPLIED
HOLDING
3rd
OFF
ON
HOLDING
APPLIED APPLIED
OVERRUNNING
APPLIED OVERRUNNING
4th
ON
ON
OVERRUNNING APPLIED APPLIED
OVERRUNNING
APPLIED OVERRUNNING
1st
ON
OFF
APPLIED
HOLDING
APPLIED
*
2nd
OFF
OFF
APPLIED
HOLDING
APPLIED
HOLDING
3rd
OFF
ON
APPLIED
HOLDING
APPLIED APPLIED
1st
ON
OFF
APPLIED
HOLDING
APPLIED
2nd
OFF
OFF
APPLIED
HOLDING
APPLIED
1st
ON
OFF
APPLIED
HOLDING
APPLIED
2nd
OFF
OFF
APPLIED
HOLDING
APPLIED
D
D
2 1 * HOLDING
APPLIED
BUT NOT EFFECTIVE
APPLIED
APPLIED
OVERRUNNING
* APPLIED
HOLDING
APPLIED OVERRUNNING
HOLDING
HOLDING
A PPLIED OVERRUNNING APPLIED OVERRUNNING
HOLDING
APPLIED OVERRUNNING
* APPLIED
HOLDING
HOLDING
APPLIED
APPLIED OVERRUNNING
@ THE SOLENOID'S STATE FOLLOWS A SHIFT PATTERN WHICH DEPENDS UPON VEHICLE SPEED AND THROTTLE POSTION. IT DOES NOT DEPEND UPON THE SELECTED GEAR.
ON =SOLENOID ENERGIZED OFF =SOLENOID DE-ENERGIZED
NOTE: DESCRIPTIONS ABOVE EXPLAIN COMPONENT FUNCTION DURING ACCELERATION. EXPE CTED OPERATING C ONDITION IF COMPONENT IN COLUMN NUMBER IS INOPERATIVE:
COLUM N #
CONDITION
1
NO 4TH GEAR.
2
NO ENGINE BRAKING IN ALL M ANUAL RANGES.
3
N O REVERS E, N O FORWA RD IN OVERDRIVE RA NGE.
4
NO FORWARD.
5
NO REVERSE, NO THIRD OR FOURTH.
6
NO ENGINE BRAKING IN M ANUAL 2ND.
7
NO SECOND GEAR.
8
NO SECOND, THIRD, OR FOURTH GEARS .
9 10
NO FORWARD IN OVERDRIVE OR MANUAL THIRD. MANUAL FIRST OK. N O REVERS E, N O EN GIN E BRA KIN G IN M AN UA L 1S T.
SHIFT SOLENOID VALVE ELEC TRICAL CONDITIONS
If the PCM detects a continuous open or short to ground in the shift solenoids or shift solenoid circuits the following actions occur: 1-2
•
The PCM commands maximum line pressure.
DTC
•
The PCM disables shift adapts.
P0753
•
The PCM inhibits downshifts to 2nd gear if the vehicle speed is greater than 48 km/h (30 mph).
•
The PCM illuminates the Malfunction Indicator Lamp (MIL).
2-3
•
The PCM commands maximum line pressure.
DTC
•
The PCM disables shift adapts.
P0758
•
The PCM commands 2nd gear.
•
The PCM illuminates the Malfunction Indicator Lamp (MIL).
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
•P ressure R egulator V alve (231), or B oost V alve (228) – Stuck, damaged
•R etainer P in (211) – Broken
•O rificed P lug (210) – Blocked
•P ressure C ontrolS olenoid V alve (320) – Loose connector – Valve has failed Off. LOW LINE PRESSURE
•P ressure R egulator V alve (231), B oost V alve (228), or S pring (230) – Stuck, damaged, broken
•O ilP um p (203) – Cross channel air leak, body to cover or body to case
•P um p V alve B ores
PARK (Engine Running) PASSAGES 1 2 3 4 5 6 7 8 9 10 11 12 13 14 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37
SUCTION LINE REGULATED APPLY ORIFICED REGULATOR APPLY ACTUATOR FEED ORIFICED ACTUATOR FEED CONVERTER FEED REGULATED CONVERTER FEED TCC ENABLE CONVERTER RELEASE CONVERTER APPLY/RETURN COOLER CENTER LUBE TORQUE SIGNAL PRN (PARK REVERSE NEUTRAL) PRND43 PRND4 DRIVE FILTERED ACTUATOR FEED 1-2 SIGNAL 2-3 SIGNAL 2-3 DRIVE 2ND CLUTCH FILTERED 2-3 DRIVE ACCUMULATOR ORIFICED ACCUMULATOR 2ND ACCUMULATOR PUMP SEAL DRAINBACK TCC SIGNAL FBA (FRONT BAND APPLY) 3RD ACCUMULATOR 3RD CLUTCH FEED 3RD CLUTCH 3RD / REVERSE 4TH CLUTCH FEED 4TH CLUTCH
PARK
(Engine Running) ➤
(208) 48
47
48
9
8
45 8
➤
9
7
➤
24
43
47
19
1
➤
45 47
14
45
2
30
29
40
30
19
47 43
14
43
19
2
3
PUMP COVER (206) (Pump Body Side)
43
➤
2
3
2
14
43
19
40
14 3
➤
13
(90) 1
43
3
#8
➤
49
1
29
PUMP BODY (203) (Pump Cover Side)
➤
13
2
30
30
#1
➤
➤
45
40
#10
12
➤
10
1
3
2
7
12 ➤
12
40
29
45
47
49
11
47
14
45
➤
30
➤
(8) 47 ➤
➤
49
3 ➤
2
45
48
45
1
11
1
2
43
2
2 ➤
8
11
48
➤
➤
2
2
12
12
➤
45
➤
3
47
➤
8
10
8 29
➤
8
9
12
10
49
1
➤
12
12
2
2 ➤
7 8 ➤
➤
9
(9)
(239)
(210)
7
48
48
1
48
(236)
47
7 2 2
(237)
PUMP COVER (206) (Case Side)
30
40
➤
3
2
19
43
1
14
CASE (7) (Pump Cover Side)
(24)
➤
1
42
2
1
2d
44
47
16a
16
14
16
39
22
43
42
3
40
45
#6
24 17 ➤
14
37
37
28
47 47
47
➤
26d/38
26f/32 37f
14d
➤
46a/45
31d
26g
26
38a
➤
36
#11
47
➤
25
45
47
43f
➤
43h
45
47
4
3 2
34 41
2
20
47
47
24 43
40
17
36 5
23
45
18
18
39
31
46
5 19
33
22
22
42
5
14
47 ➤
20
43
43
22
23
2
18 16
(302)
21 43
➤
5
43 39
26i/28
43
41
17
42
43 19
20 ➤
42 41
➤
➤
21
19
45
22
➤
50
➤
19
26h
32a
5
36
30
47
43
31
42 14
47
35
34
21
46
45 37
45
47
(39) 47
47 ➤
2 44
(317)
18
47 ➤
➤
ACCUMULATOR HOUSING (51)
40
6
47
47
47
37
28a
34a
47
47
38 5 2
45
25
47
17a
14
16
47
17
26j/28
14c
34
16
34c
47
35a
43g
9
➤
23a 23/24c ➤ 31c 24a ➤ 23/24b 17 18
15
34b 26e/32 ➤
8
➤
➤
12
26c/38
36b
37e 45a
20d/22
20 ➤
26
32
19 26
30
19c 46b/45 24/19d ➤ 33c 21
➤
31a
14
➤
➤
37d
45b
31b 12 ➤
42
➤
20c/21 22
27
19 ➤
➤
19b
34
28
47
47
37
47
20b
13
4
14
20a
43d 43e
42b 18b
34 45
➤
26b
26a/27
28
45 ➤
6
➤
➤
5e/6 37c 40a
30a
34
26
47
) 8 (
#9
31
17
➤
10 5
5d
25a
44
43
39c
39b/40 18a 33a/34 37b ➤ 3b/4 11 ➤ 3 33b/34 36a
2c 42a
22b
43c
➤ 1
37a/19
3a
34
#5 26
➤
35
24 40
30
➤
2a
23
23
40
7 ➤
50
37
37
5
25
➤
31
36
3
(75)
44 24
33
33
42
➤
19
26
47
47
5b
43b
39a/40
32
47
47
5c
39e
22a
43a
19a
(39)
45
18
2
2
➤
3
12
14b
20
43 39
37
19
5a
2
20
22
47
47
38
2 14
16b/41
2b
20e
20f
➤
43
19
30
14a
5
43 43
47 42d
#4 5
5
23
39d
42
41
2
20
14
14
2
42c 41a
39
47
44a
➤
#3
41
CASE (7) (Control Valve Body Side)
13
2
(90)
44
42
SPACER PLATE (46)
2
41 39
41 39
16 20
14
5
2
20
37
2
18
33
3
3 5
45
40
35
31 34
43
6
26
38 32
34
14
26
➤
47
GASKET (47) (Accumulator Housing to Spacer Plate)
38
32 ➤
GASKET (48) (Case to Spacer Plate)
FOLDOUT ➤ 77
47
28
34
28
14
26 38
32
NOTE: 35
43
26 17
37
14
37
14
34
27
26
GASKET (45) (Spacer Plate to Control Valve Body)
22
19
33
43
46
26 28
24 31
40
43
31
24
45 34
30 17
31
37
21
46
31 23
36
36
37
5
25
19 45
18
34
4
3
26
26
26
Figure 73
2
24
33
18
37
2
24
45 34
26
19
19
43
42
39
40
20
22
43
19
20 43
43
43 20
5
5 22
5
23
5
30
14
42 31
37
37
45
31 23
36
36
42
45
18
39
2
20
14 20
20
19
42
39
39 2
43 43
19 37
22
43
43
43
25
20
22
5
14
41 41
16 20
5
#7
42
41
39 42
16
CONTROL VALVE BODY (44) (Case Side)
44
42
-
INDICATES BOLT HOLES
- NON FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO SIMPLIFY TRACING FLUID FLOW. - DUAL PURPOSE PASSAGES HAVE CASE SIDE NUMBERS LISTED FIRST - EXHAUST FLUID NOT SHOWN
REVERSE NO REVERSE OR SLIPS IN REVERSE
•Low and R everse B and A nchor P in (81) – Broken or mis-positioned
•C enter S upport (640) – Broken – Leaking at case
•C enter S upport S eal(639) – Leaking
•C enter S upport B olt (25) – Loose or broken – Feed hole is blocked
•Low and R everse B and S ervo P iston (65) – Binding in case
•Low and R everse B and S ervo P iston S eal(66) – Leaking, damaged or worn
•Low and R everse B and S ervo G asket (63) – Damaged or displaced
•Low and R everse B and S ervo C over (62) – Damaged
•#7 B allC heck V alve – Stuck – Missing
•#11 B allC heck V alve
REVERSE PASSAGES 1 2 3 4 5 6 7 8 9 10 11 12 13 14 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37
SUCTION LINE REGULATED APPLY ORIFICED REGULATOR APPLY ACTUATOR FEED ORIFICED ACTUATOR FEED CONVERTER FEED REGULATED CONVERTER FEED TCC ENABLE CONVERTER RELEASE CONVERTER APPLY/RETURN COOLER CENTER LUBE TORQUE SIGNAL PRN (PARK REVERSE NEUTRAL) PRND43 PRND4 DRIVE FILTERED ACTUATOR FEED 1-2 SIGNAL 2-3 SIGNAL 2-3 DRIVE 2ND CLUTCH FILTERED 2-3 DRIVE ACCUMULATOR ORIFICED ACCUMULATOR 2ND ACCUMULATOR PUMP SEAL DRAINBACK TCC SIGNAL FBA (FRONT BAND APPLY) 3RD ACCUMULATOR 3RD CLUTCH FEED 3RD CLUTCH 3RD / REVERSE 4TH CLUTCH FEED 4TH CLUTCH
REVERSE ➤
(208) 48
47
48
9
8
45 8
➤
9
7
11
➤
24
43
47
➤
7
19
1
13
(90) 1 ➤
43
3
45 47
14
45
2
30
29
40
30
19
47 43
PUMP COVER (206) (Pump Body Side)
14
43
19
➤
2 ➤
14
43
19
2
3
40
14 3
➤
➤
49
1
29
#8
➤
13
2
30
30
#1
➤
➤
45
1
PUMP BODY (203) (Pump Cover Side)
12
➤
10
40
#10
12 ➤
12
40
3
2
45
11
29
45
47
(8) 47
49 1
➤
47
14
45
48
45
2
➤
49
3
30
➤
2
11 ➤
2
48
➤
➤
2
➤
8
12
➤
2
12
1
2
43
➤
45
➤
3
47
8
10
8 29
➤
8
9
12
10
49
1
➤
12
12
2
2 ➤
7 8 ➤
➤
9
(9)
(239)
(210)
7
48
48
1
48
(236)
47
7 2 2
(237)
43
3
2
PUMP COVER (206) (Case Side)
30
40
3
2
➤
19
43
1
14
CASE (7) (Pump Cover Side)
(24)
➤
1
42
2
1
2d
44
47
16a
16
14
16
39
22
43
42
3
40
34
#6
17 ➤
14
37
37
28
47 47
47
➤
26d/38
31d
26f/32 37f
26g
26
38a
➤
36
#11
47
➤
25
45 3 2
47
43f
➤
43h
45
47
4
34 41
2
20
47
47
24 43
40
17
36 5
23
45
18
18
39
31
46
5 19
33
22
22
42
5
14
47 ➤
20
43
43
22
23
2
18 16
(302)
21 43
➤
5
43 39
26i/28
43
41
17
42
43 19
20 ➤
42 41
➤
➤
21
19
45
22
➤
50
➤
19
26h
32a
5
36
30
47
43
31
42 14
47
35
34
21
46
45 37
45
47
(39) 47
47 ➤
2 44
(317)
18
47 ➤
➤
ACCUMULATOR HOUSING (51)
40
6
47
47
47
37
28a
34a
47
47
38 5 2
45
25
47
17a
14
16
47
17
26j/28
14c
34
16
34c
47
35a
43g
9
➤
14d
➤
46a/45
26e/32 ➤
23a 23/24c ➤ 31c 24a ➤ 23/24b 17 18
15
34b
8
➤
➤
12
26c/38
36b
37e 45a
20d/22
20 ➤
26
32
19 26
30
19c 46b/45 24/19d ➤ 33c 21
➤
31a
14
➤
➤
37d
37c
45b
31b 12 ➤
42
➤
20c/21 22
27
19 ➤
➤
19b
34
28
47
47
37
47
20b
13
4
14
20a
43d 43e
42b 18b
34 45
➤
26b
26a/27
28
45 ➤
6
➤
➤
5e/6
40a
30a
34
26
47 ➤
) 8 (
#9 24
17
5d
25a
44
31
45
#5 26
10
3a 5
➤
43
39c
39b/40 18a 33a/34 37b ➤ 3b/4 11 ➤ 3 33b/34 36a
2c
22b
43c
➤ 1
37a/19
42a
35
24 40
30
➤
2a
23
23
40
➤
37
37
5
25
➤
7 ➤
50
➤
31
36
3
(75)
44 24
33
33
42
➤
19
26
47
47
5b
43b
39a/40
32
47
47
5c
39e
22a
43a
19a
(39)
45
18
2
2
➤
3
12
14b
20
43 39
37
19
5a
2
20
22
47
47
38
2 14
16b/41
2b
20e
20f
➤
43
19
30
14a
5
43 43 ➤
47 42d
#4 5
5
23
39d
42
41
2
20
14
14
2
42c 41a
39
47
44a
➤
#3
41
CASE (7) (Control Valve Body Side)
13
2
(90)
44
42
SPACER PLATE (46)
2
41 39
41 39
16 20
14
5
2
20
37
2
18
33
3
3 5
45
40
35
31 34
43
6
26
38 32
34
14
26
➤
47
GASKET (47) (Accumulator Housing to Spacer Plate)
38
32 ➤
GASKET (48) (Case to Spacer Plate)
FOLDOUT ➤ 79
47
28
34
28
14
26 38
32
NOTE: 35
43
26 17
37
14
37
14
34
27
26
GASKET (45) (Spacer Plate to Control Valve Body)
22
19
33
43
46
26 28
24 31
40
43
31
24
45 34
30 17
31
37
21
46
31 23
36
36
37
5
25
19 45
18
34
4
3
26
26
26
Figure 75
2
24
33
18
37
2
24
45 34
26
19
19
43
42
39
40
20
22
43
19
20 43
43
43 20
5
5 22
5
23
5
30
14
42 31
37
37
45
31 23
36
36
42
45
18
39
2
20
14 20
20
19
42
39
39 2
43 43
19 37
22
43
43
43
25
20
22
5
14
41 41
16 20
5
#7
42
41
39 42
16
CONTROL VALVE BODY (44) (Case Side)
44
42
-
INDICATES BOLT HOLES
- NON FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO SIMPLIFY TRACING FLUID FLOW. - DUAL PURPOSE PASSAGES HAVE CASE SIDE NUMBERS LISTED FIRST - EXHAUST FLUID NOT SHOWN
NEUTRAL (Engine Running) FORWARD MOTION IN NEUTRAL
•M anualV alve (319) – Mis-positioned or stuck
•Forw ard C lutch P iston (606) – Jammed
•Forw ard C lutch H ousing (602) – Passage plugged ENGINE STALL IN NEUTRAL
•TC C S ystem – Stuck On or dragging
NEUTRAL (Engine Running) PASSAGES 1 2 3 4 5 6 7 8 9 10 11 12 13 14 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37
SUCTION LINE REGULATED APPLY ORIFICED REGULATOR APPLY ACTUATOR FEED ORIFICED ACTUATOR FEED CONVERTER FEED REGULATED CONVERTER FEED TCC ENABLE CONVERTER RELEASE CONVERTER APPLY/RETURN COOLER CENTER LUBE TORQUE SIGNAL PRN (PARK REVERSE NEUTRAL) PRND43 PRND4 DRIVE FILTERED ACTUATOR FEED 1-2 SIGNAL 2-3 SIGNAL 2-3 DRIVE 2ND CLUTCH FILTERED 2-3 DRIVE ACCUMULATOR ORIFICED ACCUMULATOR 2ND ACCUMULATOR PUMP SEAL DRAINBACK TCC SIGNAL FBA (FRONT BAND APPLY) 3RD ACCUMULATOR 3RD CLUTCH FEED 3RD CLUTCH 3RD / REVERSE 4TH CLUTCH FEED 4TH CLUTCH
NEUTRAL
(Engine Running) ➤
(208) 48
47
48
➤
9
49
10
8
8
12
➤
11
➤
24
43
47
7
19
1
1 ➤
43
3
45 47
14
45
2
30
29
40
30
19
47 43
14
43
19
2
3
PUMP COVER (206) (Pump Body Side)
43
➤
2
3
2
14
43
19
40
14 3
#8
13
(90)
2
30
#1
➤
49
1
40
#10
➤
13
40
29
➤
12
➤
➤
45
1
PUMP BODY (203) (Pump Cover Side)
12 ➤
12
➤
10
30
3
2
45
11
29
45
47
(8) 47
49 1
➤
47
14
45
48
45
➤
➤
49
30
➤
2
2
➤
2
48
➤
➤
2
➤
3
1
2
43
➤
11
3
47
➤
45
2
12
29 1
9
12
8
➤
10 7
8
12
12
2
2 ➤
➤
9
9
8
45 8
7 8 ➤
➤
(9)
(239)
(210)
7
48
48
1
48
(236)
47
7 2 2
(237)
PUMP COVER (206) (Case Side)
30
40
3
2
➤
19
43
1
14
CASE (7) (Pump Cover Side)
(24)
➤
1
42
2
1
2d
44
47
47
16
14
14
14
16
39
43
5
22
43
3
3
40 #6
43
#9 24
17 ➤
14
37
37
28
26d/38
26f/32 37f
14d
31d
26g
26
38a
➤
#11
47
➤
24
25
45 3 2
47
➤
43h
45
47
4
34 41
2
43f
20
43
36
30
47
47
47
40
17
36 5
23
45
18
18
39
31
46
5 19
33
22
22
42
5
14
➤
20
43
47 43
22
23
2
18 16
(302)
21 43
➤
5
43 39
26i/28
43
41
17
42
43 19
20 ➤
42 41
➤
➤
21
19
45
22
➤
50
➤
19
26h
32a
5 31
42 14
43 34
21
46
47
35
45
47
(39) 47
47 ➤
2 44
(317)
18 ➤
➤
ACCUMULATOR HOUSING (51)
36 45 37
28a
34a
40
47
47
47
37
21
47
17a
6
5 2
45
25
24/19d
47
47
38 16
47
17
26j/28
14c
34
16
34c
47
19c
35a
43g
9
➤
8
➤
➤
12
➤
23a 23/24c ➤ 31c 24a 23/24b 17 ➤ 18
➤
46a/45
26e/32 ➤
➤
33c
15
34b
30
20d/22
14
26
47
➤
➤
26c/38
36b
37e 45a
➤
46b/45
31a
31b 12 ➤
14
45
47
26b
26a/27
28
37d
37c
45b
➤
26
32
19
20 22
4
42
➤
20c/21
19b
18b
34 47
47 ➤
6
➤
➤
5e/6
40a
30a
34
45 ➤
10 5
5d
25a
44
26
47 ➤
2c 42a
31
45
17
) 8 (
2a
39b/40 18a 33a/34 37b ➤ 3b/4 11 ➤ 3 33b/34 36a
27
19 ➤
➤
43e
42b
➤ 1
37a/19
3a
34
#5 26
➤
35
24 40
30
31
23
23
40
➤
37
37
5
25
➤
7 ➤
50
24
33
33 36
42
44
39c
34
28
47
47
37
47
20b
13
43b
39a/40
➤
19
22b
20a
43d
26
47 14
47
43c
22a
43a
19a
(39)
45
18
2
2
➤
(75)
12
14b
20
43 42
5a
2
20
5c
39e
32
47
47
5b
47
47
38 2
14
16b/41
2b
20e
20f
➤
22
39
37
19
3
30
14a
43
19
47 42d
#4 5
5
23
39d
42
41
43
2
42c 41a 16a
2
20
44a
➤
#3
41 39
CASE (7) (Control Valve Body Side)
13
2
(90)
44
42
SPACER PLATE (46)
2
41 39
41 39
16
37
2
18
33
3
3 5
34
45
26
34
43
5
25
6
26
14
26
38
➤
47
GASKET (47) (Accumulator Housing to Spacer Plate)
38
32 ➤
GASKET (48) (Case to Spacer Plate)
FOLDOUT ➤ 81
47
28
34
28
14
26 38
32
NOTE: 35
43
26 17
37
14
37
14
34
27
26
GASKET (45) (Spacer Plate to Control Valve Body)
22
19
33
43
46 32
34
24 31
40 30
28
24
45 34
43
31
31
37
20 21
46
31 23
36
36
37
35
31
19 45
18
34
4
3
26 17
18
37
2
2
24
33
26
26
Figure 77
19
19
43
42
39
40
20 43
22
43
19
24
45 40
26
43 20
5
43
22
5
23
5
30
14
42 31
37
37
45
31 23
36
36
42
45
18
39 5
2
20
14 20
20
19
42
39
39 2
43 43
19 37
22
43
43
43
25
20
22
5
14
41
16 20
5
5
2
20
#7
42 41
42
16 20
14
CONTROL VALVE BODY (44) (Case Side)
44
42
41
39
-
INDICATES BOLT HOLES
- NON FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO SIMPLIFY TRACING FLUID FLOW. - DUAL PURPOSE PASSAGES HAVE CASE SIDE NUMBERS LISTED FIRST - EXHAUST FLUID NOT SHOWN
OVERDRIVE RANGE – FIRST GEAR LOSS OF DRIVE
•P um p (203) – Seized – Broken Gears
•Forw ard C lutch P iston (606) – Jammed
•Forw ard C lutch H ousing (602) – Passage plugged
•O verdrive R oller C lutch (512) – Not Holding FIRST AND SECOND GEAR ONLY
•2-3 S hift S olenoid V alve (311) – – – – –
Stuck Off Loose connector No voltage Solenoid o-ring failure No PCM signal to solenoid
•2-3 S hift V alve (312) – Stuck FIRST AND FOURTH GEAR ONLY
•1-2 S hift S olenoid V alve (313) – Stuck Off – Pinched wire to ground
•1-2 S hift V alve (314)
OVERDRIVE RANGE – FIRST GEAR PASSAGES 1 2 3 4 5 6 7 8 9 10 11 12 13 14 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37
SUCTION LINE REGULATED APPLY ORIFICED REGULATOR APPLY ACTUATOR FEED ORIFICED ACTUATOR FEED CONVERTER FEED REGULATED CONVERTER FEED TCC ENABLE CONVERTER RELEASE CONVERTER APPLY/RETURN COOLER CENTER LUBE TORQUE SIGNAL PRN (PARK REVERSE NEUTRAL) PRND43 PRND4 DRIVE FILTERED ACTUATOR FEED 1-2 SIGNAL 2-3 SIGNAL 2-3 DRIVE 2ND CLUTCH FILTERED 2-3 DRIVE ACCUMULATOR ORIFICED ACCUMULATOR 2ND ACCUMULATOR PUMP SEAL DRAINBACK TCC SIGNAL FBA (FRONT BAND APPLY) 3RD ACCUMULATOR 3RD CLUTCH FEED 3RD CLUTCH 3RD / REVERSE 4TH CLUTCH FEED 4TH CLUTCH
OVERDRIVE RANGE FIRST GEAR –
➤
(208) 48
47
48
➤
9
49
10
8
8
12
➤
11
➤
24
43
47
7
1
1
29
PUMP BODY (203) (Pump Cover Side) #1
14
43
19
3
43
➤
2 ➤
3
2
14
43
19
40
PUMP COVER (206) (Pump Body Side)
#8
30
19 14
40
#10
40
➤
47 43
30
➤
30
47
14
45
➤
45
29
2
13
(90)
➤
43
3
➤
49
1
2
2
➤
13
➤
45
40
3
12
➤
➤
19
1
12 ➤
12
➤
10
30
3
2
45
11
29
45
47
(8) 47
49 1
➤
47
14
45
48
45
➤
➤
49
30
➤
2
2
➤
2
48
➤
➤
2
➤
3
1
2
43
➤
11
3
47
➤
45
2
12
29 1
9
12
8
➤
10 7
8
12
12
2
2 ➤
➤
9
9
8
45 8
7 8 ➤
➤
(9)
(239)
(210)
7
48
48
1
48
(236)
47
7 2 2
(237)
PUMP COVER (206) (Case Side)
30
40
3
2
➤
19
43
1
14
CASE (7) (Pump Cover Side)
(24)
➤
1
42
2
1
2d
44
47
47
16
14
14
14
16
39
43
5
22
43
3
3
40 #6
43
#9 24
17 ➤
14
37
37
28
26d/38
26f/32 37f
14d
31d
26g
26
38a
➤
#11
47
➤
24
25
45 3 2
47
➤
43h
45
47
4
34 41
2
43f
20
43
36
30
47
47
47
40
17
36 5
23
45
18
18
39
31
46
5 19
33
22
22
42
5
14
➤
20
43
47 43
22
23
2
18 16
(302)
21 43
➤
5
43 39
26i/28
43
41
17
42
43 19
20 ➤
42 41
➤
➤
21
19
45
22
➤
50
➤
19
26h
32a
5 31
42 14
43 34
21
46
47
35
45
47
(39) 47
47 ➤
2 44
(317)
18 ➤
➤
ACCUMULATOR HOUSING (51)
36 45 37
28a
34a
40
47
47
47
37
21
47
17a
6
5 2
45
25
24/19d
47
47
38 16
47
17
26j/28
14c
34
16
34c
47
19c
35a
43g
9
➤
8
➤
➤
12
➤
23a 23/24c ➤ 31c 24a 23/24b 17 ➤ 18
➤
46a/45
26e/32 ➤
➤
33c
15
34b
30
20d/22
14
26
47
➤
➤
26c/38
36b
37e 45a
➤
46b/45
31a
31b 12 ➤
14
45
47
26b
26a/27
28 ➤
37d
37c
45b
➤
26
32
19
20 22
4
42
➤
20c/21
19b
18b
34 47
47 ➤
6
➤
➤
5e/6
40a
30a
34
45 ➤
10 5
5d
25a
44
26
47 ➤
2c 42a
31
45
17
) 8 (
2a
39b/40 18a 33a/34 37b ➤ 3b/4 11 ➤ 3 33b/34 36a
27
19 ➤
➤
43e
42b
➤ 1
37a/19
3a
34
#5 26
➤
35
24 40
30
31
23
23
40
➤
37
37
5
25
➤
7 ➤
50
24
33
33 36
42
44
39c
34
28
47
47
37
47
20b
13
43b
39a/40
➤
19
22b
20a
43d
26
47 14
47
43c
22a
43a
19a
(39)
45
18
2
2
➤
(75)
12
14b
20
43 42
5a
2
20
5c
39e
32
47
47
5b
47
47
38 2
14
16b/41
2b
20e
20f
➤
22
39
37
19
3
30
14a
43
19 ➤
47 42d
#4 5
5
23
39d
42
41
43
2
42c 41a 16a
2
20
44a
➤
#3
41 39
CASE (7) (Control Valve Body Side)
13
2
(90)
44
42
SPACER PLATE (46)
2
41 39
41 39
16
37
2
18
33
3
3 5
34
45
26
34
43
5
25
6
26
14
26
38
➤
47
GASKET (47) (Accumulator Housing to Spacer Plate)
38
32 ➤
GASKET (48) (Case to Spacer Plate)
FOLDOUT ➤ 83
47
28
34
28
14
26 38
32
NOTE: 35
43
26 17
37
14
37
14
34
27
26
GASKET (45) (Spacer Plate to Control Valve Body)
22
19
33
43
46 32
34
24 31
40 30
28
24
45 34
43
31
31
37
20 21
46
31 23
36
36
37
35
31
19 45
18
34
4
3
26 17
18
37
2
2
24
33
26
26
Figure 79
19
19
43
42
39
40
20 43
22
43
19
24
45 40
26
43 20
5
43
22
5
23
5
30
14
42 31
37
37
45
31 23
36
36
42
45
18
39 5
2
20
14 20
20
19
42
39
39 2
43 43
19 37
22
43
43
43
25
20
22
5
14
41
16 20
5
5
2
20
#7
42 41
42
16 20
14
CONTROL VALVE BODY (44) (Case Side)
44
42
41
39
-
INDICATES BOLT HOLES
- NON FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO SIMPLIFY TRACING FLUID FLOW. - DUAL PURPOSE PASSAGES HAVE CASE SIDE NUMBERS LISTED FIRST - EXHAUST FLUID NOT SHOWN
OVERDRIVE RANGE – SECOND GEAR NO SECOND GEAR
•C enter S upport (640) – Cracked – Feed hole blocked
•C enter S upport B olt (25) – Broken or loose – Oil hole is blocked
•Interm ediate C lutch P iston (636) – Cracked or jammed
•Interm ediate C lutch P iston S eals (637 & 638) – Worn
•Interm ediate S prag C lutch (624) – Not Holding SECOND GEAR STARTS
•1-2 S hift S olenoid V alve (313) – – – –
Stuck Off Poor connection O-ring failed No voltage to the solenoid
•1-2 S hift V alve (314) – Stuck
OVERDRIVE RANGE – SECOND GEAR PASSAGES 1 2 3 4 5 6 7 8 9 10 11 12 13 14 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37
SUCTION LINE REGULATED APPLY ORIFICED REGULATOR APPLY ACTUATOR FEED ORIFICED ACTUATOR FEED CONVERTER FEED REGULATED CONVERTER FEED TCC ENABLE CONVERTER RELEASE CONVERTER APPLY/RETURN COOLER CENTER LUBE TORQUE SIGNAL PRN (PARK REVERSE NEUTRAL) PRND43 PRND4 DRIVE FILTERED ACTUATOR FEED 1-2 SIGNAL 2-3 SIGNAL 2-3 DRIVE 2ND CLUTCH FILTERED 2-3 DRIVE ACCUMULATOR ORIFICED ACCUMULATOR 2ND ACCUMULATOR PUMP SEAL DRAINBACK TCC SIGNAL FBA (FRONT BAND APPLY) 3RD ACCUMULATOR 3RD CLUTCH FEED 3RD CLUTCH 3RD / REVERSE 4TH CLUTCH FEED 4TH CLUTCH
OVERDRIVE RANGE SECOND GEAR –
➤
(208) 48
47
48
➤
9
49
10
8
8
12
➤
11
➤
24
43
47
7
1
1
29
PUMP BODY (203) (Pump Cover Side) #1
14
43
19
3
43
➤
2 ➤
3
2
14
43
19
40
PUMP COVER (206) (Pump Body Side)
#8
30
19 14
40
#10
40
➤
47 43
30
➤
30
47
14
45
➤
45
29
2
13
(90)
➤
43
3
➤
49
1
2
2
➤
13
➤
45
40
3
12
➤
➤
19
1
12 ➤
12
➤
10
30
3
2
45
11
29
45
47
(8) 47
49 1
➤
47
14
45
48
45
➤
➤
49
30
➤
2
2
➤
2
48
➤
➤
2
➤
3
1
2
43
➤
11
3
47
➤
45
2
12
29 1
9
12
8
➤
10 7
8
12
12
2
2 ➤
➤
9
9
8
45 8
7 8 ➤
➤
(9)
(239)
(210)
7
48
48
1
48
(236)
47
7 2 2
(237)
PUMP COVER (206) (Case Side)
30
40
3
2
➤
19
43
1
14
CASE (7) (Pump Cover Side)
(24)
➤
1
42
2
1
2d
44
47
47
16
14
14
14
16
39
43
5
22
43
3
3
➤
40
#6
43
#9
➤
17 ➤
14
37
37
26d/38
26f/32 37f
14d
31d
26g
26
38a
➤
#11
47
➤
24
25
45 3 2
47
➤
43h
45
47
4
34 41
2
43f
20
43
36
30
47
47
47
40
17
36 5
23
45
18
18
39
31
46
5 19
33
22
22
42
5
14
➤
20
43
47 43
22
23
2
18 16
(302)
21 43
➤
5
43 39
26i/28
43
41
17
42
43 19
20 ➤
42 41
➤
➤
21
19
45
22
➤
50
➤
19
26h
32a
5 31
42 14
43 34
21
46
47
35
45
47
(39) 47
47 ➤
2 44
(317)
18 ➤
➤
ACCUMULATOR HOUSING (51)
36 45 37
28a
34a
40
47
47
47
37
21
47
17a
6
5 2
45
25
24/19d
47
47
38 16
47
17
26j/28
14c
34
16
34c
47
19c
35a
43g
9
➤
8
➤
➤
12
➤
23a 23/24c ➤ 31c 24a 23/24b 17 ➤ 18
➤
46a/45
26e/32 ➤
➤
33c
15
34b
30
20d/22
14
26
47
➤
➤
26c/38
26a/27
28 ➤
28
26b
36b
37e 45a
➤
46b/45
31a
31b 12 ➤
14
45
47
6
37d
37c
45b
➤
26
32
19
20 22
4
42
➤
20c/21
19b
18b
34 47
47 ➤
24
➤
➤
5e/6
40a
30a
➤
45 ➤
10 5
5d
25a
44
34
26
47 ➤
2c 42a
31
45
17
) 8 (
2a
39b/40 18a 33a/34 37b ➤ 3b/4 11 ➤ 3 33b/34 36a
27
19 ➤
➤
43e
42b
➤ 1
37a/19
3a
34
#5 26
➤
35
24 40
30
31
23
23
40
➤
37
37
5
25
➤
7 ➤
50
24
33
33 36
42
44
39c
34
28
47
47
37
47
20b
13
43b
39a/40
➤
19
22b
20a
43d
26
47 14
47
43c
22a
43a
19a
(39)
45
18
2
2
➤
(75)
12
14b
20
43 42
5a
2
20
5c
39e
32
47
47
5b
47
47
38 2
14
16b/41
2b
20e
20f
➤
22
39
37
19
3
30
14a
43
19 ➤
47 42d
#4 5
5
23
39d
42
41
43
2
42c 41a 16a
2
20
44a
➤
#3
41 39
CASE (7) (Control Valve Body Side)
13
2
(90)
44
42
SPACER PLATE (46)
2
41 39
41 39
16
37
2
18
33
3
3 5
34
45
26
34
43
5
25
6
26
14
26
38
➤
47
GASKET (47) (Accumulator Housing to Spacer Plate)
38
32 ➤
GASKET (48) (Case to Spacer Plate)
FOLDOUT ➤ 85
47
28
34
28
14
26 38
32
NOTE: 35
43
26 17
37
14
37
14
34
27
26
GASKET (45) (Spacer Plate to Control Valve Body)
22
19
33
43
46 32
34
24 31
40 30
28
24
45 34
43
31
31
37
20 21
46
31 23
36
36
37
35
31
19 45
18
34
4
3
26 17
18
37
2
2
24
33
26
26
Figure 81
19
19
43
42
39
40
20 43
22
43
19
24
45 40
26
43 20
5
43
22
5
23
5
30
14
42 31
37
37
45
31 23
36
36
42
45
18
39 5
2
20
14 20
20
19
42
39
39 2
43 43
19 37
22
43
43
43
25
20
22
5
14
41
16 20
5
5
2
20
#7
42 41
42
16 20
14
CONTROL VALVE BODY (44) (Case Side)
44
42
41
39
-
INDICATES BOLT HOLES
- NON FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO SIMPLIFY TRACING FLUID FLOW. - DUAL PURPOSE PASSAGES HAVE CASE SIDE NUMBERS LISTED FIRST - EXHAUST FLUID NOT SHOWN
OVERDRIVE RANGE – THIRD GEAR NO THIRD GEAR
•C enter S upport (640) – Cracked – Leaking at the case
•C enter S upport B olt (25) – Broken or loose – Oil hole is blocked
•D irect C lutch P iston (619) – Worn
•D irect C lutch P iston S eals (620,621 & 622) – Cracked or jammed
•D irect C lutch B allC heck V alve – Leaking
•2-3 S hift S olenoid V alve (311) – – – –
Stuck Off Pinched Wire O-ring failed No voltage to the solenoid
•2-3 S hift V alve (312) – Stuck
•M anual2-1 B and S ervo P iston (58) – Stuck On
•3rd A ccum ulator Leaking
OVERDRIVE RANGE – THIRD GEAR PASSAGES 1 2 3 4 5 6 7 8 9 10 11 12 13 14 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37
SUCTION LINE REGULATED APPLY ORIFICED REGULATOR APPLY ACTUATOR FEED ORIFICED ACTUATOR FEED CONVERTER FEED REGULATED CONVERTER FEED TCC ENABLE CONVERTER RELEASE CONVERTER APPLY/RETURN COOLER CENTER LUBE TORQUE SIGNAL PRN (PARK REVERSE NEUTRAL) PRND43 PRND4 DRIVE FILTERED ACTUATOR FEED 1-2 SIGNAL 2-3 SIGNAL 2-3 DRIVE 2ND CLUTCH FILTERED 2-3 DRIVE ACCUMULATOR ORIFICED ACCUMULATOR 2ND ACCUMULATOR PUMP SEAL DRAINBACK TCC SIGNAL FBA (FRONT BAND APPLY) 3RD ACCUMULATOR 3RD CLUTCH FEED 3RD CLUTCH 3RD / REVERSE 4TH CLUTCH FEED 4TH CLUTCH
OVERDRIVE RANGE THIRD GEAR –
➤
(208) 48
47
48
➤
9
49
10
8
8
12
➤
11
➤
24
43
47
7
40 1
1
3
14
45
2
47
29
40
➤
30
19
47 43
14
43
19
2
3
43
➤
2 ➤
3
2
14
43
19
40
14
PUMP COVER (206) (Pump Body Side)
#8
➤
45 30
3
#1
13
(90)
➤
43
40
#10
➤
49
1
2
30
➤
➤
13
➤
45
29
PUMP BODY (203) (Pump Cover Side)
12
➤
➤
19
1
12 ➤
12
➤
10
30
3
2
45
11
29
45
47
(8) 47
49 1
➤
47
14
45
48
45
➤
➤
49
30
➤
2
2
➤
2
48
➤
➤
2
➤
3
1
2
43
➤
11
3
47
➤
45
2
12
29 1
9
12
8
➤
10 7
8
12
12
2
2 ➤
➤
9
9
8
45 8
7 8 ➤
➤
(9)
(239)
(210)
7
48
48
1
48
(236)
47
7 2 2
(237)
PUMP COVER (206) (Case Side)
30
40
3
2
➤
19
43
1
14
CASE (7) (Pump Cover Side)
(24)
➤
1
42
2
1
2d
44
47
47
16
14
14
14
16
39
43
5
22
43
3
3
➤
40
#6
43
#9
➤
17 ➤
14
37
37
34
47
6
28
➤
26d/38
26f/32 37f
14d
31d
26g
26
14c
38a
➤
36
#11
47
25
47
43f
➤
43h
45
47
20
43
36 45 3 2
4
34 41
2 47
47
40
17
36 5
23
45
18
18
39
31
46
5 19
33
22
22
42
5
14
➤
20
43
47 43
22
23
2
18 16
(302)
21 43
➤
5
43 39
26i/28
43
41
17
42
43 19
20 ➤
42 41
➤
➤
21
19
45
22
➤
50
➤
19
26h
32a
24 31
42 30
47
43
5
37
14
47
35
34
21
46
45
47
47
47
45
47
(39) 47
47 ➤
2 44
(317)
18 ➤
➤
ACCUMULATOR HOUSING (51)
40
26j/28 ➤
47
37
21
28a
34a
6
5 2
45
25
24/19d
17
47
38 16
47
47
17a
14
34
16
34c
47
19c
35a
43g
9
➤
23a 23/24c ➤ 31c 24a 23/24b 17 ➤ 18
➤
46a/45
26e/32 ➤
➤
33c
15
34b
8
➤
➤
12
26c/38
36b
37e 45a
➤
46b/45
31a
31b 12 ➤
30
20d/22
14
26
47
➤
➤
26b
26a/27
28 ➤
37d
37c
45b
➤
26
32
19
20 22
4
42
➤
20c/21
19b
18b
➤
45 47 47 ➤
24
➤
➤
5e/6
40a
30a
34
45 ➤
10 5
5d
25a
44
26
47 ➤
2c 42a
31
45
17
) 8 (
2a
39b/40 18a 33a/34 37b ➤ 3b/4 11 ➤ 3 33b/34 36a
27
19 ➤
➤
43e
42b
➤ 1
37a/19
3a
34
#5 26
➤
35
24 40
30
31
23
23
40
➤
37
37
5
25
➤
7 ➤
50
24
33
33 36
42
44
39c
34
28
47
47
37
47
20b
13
43b
39a/40
➤
19
22b
20a
43d
26
47 14
47
43c
22a
43a
19a
(39)
45
18
2
2
➤
(75)
12
14b
20
43 42
5a
2
20
5c
39e
32
47
47
5b
47
47
38 2
14
16b/41
2b
20e
20f
➤
22
39
37
19
3
30
14a
43
19 ➤
47 42d
#4 5
5
23
39d
42
41
43
2
42c 41a 16a
2
20
44a
➤
#3
41 39
CASE (7) (Control Valve Body Side)
13
2
(90)
44
42
SPACER PLATE (46)
2
41 39
41 39
16
37
2
18
33
3
3 5
34
45
26
34
43
5
25
6
26
14
26
38
➤
47
GASKET (47) (Accumulator Housing to Spacer Plate)
38
32 ➤
GASKET (48) (Case to Spacer Plate)
FOLDOUT ➤ 87
47
28
34
28
14
26 38
32
NOTE: 35
43
26 17
37
14
37
14
34
27
26
GASKET (45) (Spacer Plate to Control Valve Body)
22
19
33
43
46 32
34
24 31
40 30
28
24
45 34
43
31
31
37
20 21
46
31 23
36
36
37
35
31
19 45
18
34
4
3
26 17
18
37
2
2
24
33
26
26
Figure 83
19
19
43
42
39
40
20 43
22
43
19
24
45 40
26
43 20
5
43
22
5
23
5
30
14
42 31
37
37
45
31 23
36
36
42
45
18
39 5
2
20
14 20
20
19
42
39
39 2
43 43
19 37
22
43
43
43
25
20
22
5
14
41
16 20
5
5
2
20
#7
42 41
42
16 20
14
CONTROL VALVE BODY (44) (Case Side)
44
42
41
39
-
INDICATES BOLT HOLES
- NON FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO SIMPLIFY TRACING FLUID FLOW. - DUAL PURPOSE PASSAGES HAVE CASE SIDE NUMBERS LISTED FIRST - EXHAUST FLUID NOT SHOWN
OVERDRIVE RANGE – FOURTH GEAR (Torque Converter Clutch Released) NO FOURTH GEAR
•Fourth C lutch P iston S eals (527 & 631) – Nicked, cut or worn
•Fourth C lutch P iston (528) – Jammed
•Fourth C lutch H ousing C up P lug (530) – Missing
•2-3 S hift S olenoid V alve (311) – – – –
Stuck Off Pinched wire O-ring failed No voltage to the solenoid
•2-3 S hift V alve (312) – Stuck
•4th A ccum ulator – Leaking FOURTH GEAR STARTS
•2-3 S hift S olenoid V alve (311) – Stuck On – Pinched wire to ground
OVERDRIVE RANGE – FOURTH GEAR (Torque Converter Clutch Released) PASSAGES 1 2 3 4 5 6 7 8 9 10 11 12 13 14 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37
SUCTION LINE REGULATED APPLY ORIFICED REGULATOR APPLY ACTUATOR FEED ORIFICED ACTUATOR FEED CONVERTER FEED REGULATED CONVERTER FEED TCC ENABLE CONVERTER RELEASE CONVERTER APPLY/RETURN COOLER CENTER LUBE TORQUE SIGNAL PRN (PARK REVERSE NEUTRAL) PRND43 PRND4 DRIVE FILTERED ACTUATOR FEED 1-2 SIGNAL 2-3 SIGNAL 2-3 DRIVE 2ND CLUTCH FILTERED 2-3 DRIVE ACCUMULATOR ORIFICED ACCUMULATOR 2ND ACCUMULATOR PUMP SEAL DRAINBACK TCC SIGNAL FBA (FRONT BAND APPLY) 3RD ACCUMULATOR 3RD CLUTCH FEED 3RD CLUTCH 3RD / REVERSE 4TH CLUTCH FEED 4TH CLUTCH
OVERDRIVE RANGE FOURTH GEAR
(Torque Converter Clutch Released)
–
➤
(208) 48
47
48
➤
9
49
10
8
8
12
➤
11
➤
24
43
47
7
1
1
29
PUMP BODY (203) (Pump Cover Side) #1
14
43
19
3
43
➤
2 ➤
3
2
14
43
19
40
PUMP COVER (206) (Pump Body Side)
#8
30
19 14
40
#10
40
➤
47 43
30
➤
30
47
14
45
➤
45
29
2
13
(90)
➤
43
3
➤
49
1
2
2
➤
13
➤
45
40
3
12
➤
➤
19
1
12 ➤
12
➤
10
30
3
2
45
11
29
45
47
(8) 47
49 1
➤
47
14
45
48
45
➤
➤
49
30
➤
2
2
➤
2
48
➤
➤
2
➤
3
1
2
43
➤
11
3
47
➤
45
2
12
29 1
9
12
8
➤
10 7
8
12
12
2
2 ➤
➤
9
9
8
45 8
7 8 ➤
➤
(9)
(239)
(210)
7
48
48
1
48
(236)
47
7 2 2
(237)
PUMP COVER (206) (Case Side)
30
40
3
2
➤
19
43
1
14
CASE (7) (Pump Cover Side)
(24)
➤
1
42
2
1
2d
44
47
47
16
14
14
14
16
39
43
5
22
43
3
3
➤
40
#6
43
#9
➤
17 ➤
14
37
34
➤
37
47
6
28
➤
26d/38
26f/32 37f
14d
31d
26g
26
14c
38a
➤
36
#11
47
25
47
43f
➤
43h
45
47
20
43
36 45 3 2
4
34 41
2 47
47
40
17
36 5
23
45
18
18
39
31
46
5 19
33
22
22
42
5
14
➤
20
43
47 43
22
23
2
18 16
(302)
21 43
➤
5
43 39
26i/28
43
41
17
42
43 19
20 ➤
42 41
➤
➤
21
19
45
22
➤
50
➤
19
26h
32a
24 31
42 30
47
43
5
37
14
47
35
34
21
46
45
47
47
47
45
47
(39) 47
47 ➤
2 44
(317)
18 ➤
➤
ACCUMULATOR HOUSING (51)
40
26j/28 ➤
47
37
21
28a
34a
6
5 2
45
25
24/19d
17
47
38 16
47
47
17a
14
34
16
34c
47
19c
35a
43g
9
➤
23a 23/24c ➤ 31c 24a 23/24b 17 ➤ 18
➤
46a/45
26e/32 ➤
➤
33c
15
34b
8
➤
➤
12
26c/38
36b
37e 45a
➤
46b/45
31a
31b 12 ➤
30
20d/22
14
26
47
➤
➤
26b
26a/27
28 ➤
37d
37c
45b
➤
26
32
19
20 22
4
42
➤
20c/21
19b
18b
➤
45 47 47 ➤
24
➤
➤
5e/6
40a
30a
34
45 ➤
10 5
5d
25a
44
26
47 ➤
2c 42a
31
45
17
) 8 (
2a
39b/40 18a 33a/34 37b ➤ 3b/4 11 ➤ 3 33b/34 36a
27
19 ➤
➤
43e
42b
➤ 1
37a/19
3a
34
#5 26
➤
35
24 40
30
31
23
23
40
➤
37
37
5
25
➤
7 ➤
50
24
33
33 36
42
44
39c
34
28
47
47
37
47
20b
13
43b
39a/40
➤
19
22b
20a
43d
26
47 14
47
43c
22a
43a
19a
(39)
45
18
2
2
➤
(75)
12
14b
20
43 42
5a
2
20
5c
39e
32
47
47
5b
47
47
38 2
14
16b/41
2b
20e
20f
➤
22
39
37
19
3
30
14a
43
19 ➤
47 42d
#4 5
5
23
39d
42
41
43
2
42c 41a 16a
2
20
44a
➤
#3
41 39
CASE (7) (Control Valve Body Side)
13
2
(90)
44
42
SPACER PLATE (46)
2
41 39
41 39
16
37
2
18
33
3
3 5
34
45
26
34
43
5
25
6
26
14
26
38
➤
47
GASKET (47) (Accumulator Housing to Spacer Plate)
38
32 ➤
GASKET (48) (Case to Spacer Plate)
FOLDOUT ➤ 89
47
28
34
28
14
26 38
32
NOTE: 35
43
26 17
37
14
37
14
34
27
26
GASKET (45) (Spacer Plate to Control Valve Body)
22
19
33
43
46 32
34
24 31
40 30
28
24
45 34
43
31
31
37
20 21
46
31 23
36
36
37
35
31
19 45
18
34
4
3
26 17
18
37
2
2
24
33
26
26
Figure 85
19
19
43
42
39
40
20 43
22
43
19
24
45 40
26
43 20
5
43
22
5
23
5
30
14
42 31
37
37
45
31 23
36
36
42
45
18
39 5
2
20
14 20
20
19
42
39
39 2
43 43
19 37
22
43
43
43
25
20
22
5
14
41
16 20
5
5
2
20
#7
42 41
42
16 20
14
CONTROL VALVE BODY (44) (Case Side)
44
42
41
39
-
INDICATES BOLT HOLES
- NON FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO SIMPLIFY TRACING FLUID FLOW. - DUAL PURPOSE PASSAGES HAVE CASE SIDE NUMBERS LISTED FIRST - EXHAUST FLUID NOT SHOWN
OVERDRIVE RANGE – FOURTH GEAR (Torque Converter Clutch Applied) The torque converter clutch (TCC) applies during Fourth gear operation when the powertrain control module (PCM ) receives the appropriateinput signals to energize(turn ON) the Torque Converter Clutch Pulse Width Modulated (TCC PWM ) solenoid valve.
NO TCC APPLY
•TC C P W M S olenoid V alve (323) – – – –
Stuck Off O-ring failed No voltage to the solenoid Poor connection
•TC C V alve (223) – Stuck in Off position
•Turbine S haft S eals (501) – Ineffective
•R egulated A pply V alve (324) – Stuck TCC STUCK ON
•TC C P W M S olenoid V alve (323) – Stuck On – Pinched wire to ground
•R egulated A pply V alve (324) – Stuck
OVERDRIVE RANGE – FOURTH GEAR (Torque Converter Clutch Applied) PASSAGES 1 2 3 4 5 6 7 8 9 10 11 12 13 14 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37
SUCTION LINE REGULATED APPLY ORIFICED REGULATOR APPLY ACTUATOR FEED ORIFICED ACTUATOR FEED CONVERTER FEED REGULATED CONVERTER FEED TCC ENABLE CONVERTER RELEASE CONVERTER APPLY/RETURN COOLER CENTER LUBE TORQUE SIGNAL PRN (PARK REVERSE NEUTRAL) PRND43 PRND4 DRIVE FILTERED ACTUATOR FEED 1-2 SIGNAL 2-3 SIGNAL 2-3 DRIVE 2ND CLUTCH FILTERED 2-3 DRIVE ACCUMULATOR ORIFICED ACCUMULATOR 2ND ACCUMULATOR PUMP SEAL DRAINBACK TCC SIGNAL FBA (FRONT BAND APPLY) 3RD ACCUMULATOR 3RD CLUTCH FEED 3RD CLUTCH 3RD / REVERSE 4TH CLUTCH FEED 4TH CLUTCH
OVERDRIVE RANGE FOURTH GEAR
(Torque Converter Clutch Applied)
–
➤
(208) 48
47
48
➤
9
9
8
45 8
➤
9
49
10
8
8
12
➤
11
➤
43
➤
40
47
1
43 47
29
3
PUMP BODY (203) (Pump Cover Side) #1
➤
30
19
14
43
PUMP COVER (206) (Case Side)
30
40
3
➤
2 ➤
3
2
14
43
19
➤
43
19
2
3 ➤
40
PUMP COVER (206) (Pump Body Side)
#8
40
14 40
#10
30
47 43
30
➤
➤
45
14
45
2
13
(90)
➤
2
3
➤
49
1
29
3
2
1
➤
13
➤
45
➤
1
12
➤
➤
19
30
12 ➤
12
➤
11
➤
29
45
47
(8) 47
45
10
49
47
14
45
48
45
1
7
24
3
30
➤
2
49
➤
➤
2
48
➤
➤
2
2
1
2
43
➤
2
11
3
47
➤
45
➤
12
29 1
9
12
8
➤
10 7
8
7 8 ➤
12
12
2
2 ➤
➤
(9)
(239)
(210)
7
48
48
1
48
(236)
47
7 2 2
(237)
2
➤
19
43
1
14
CASE (7) (Pump Cover Side)
(24)
➤
1
42
2
1
2d
44
47
47
16
14
14
14
16
39
43
2
5
22
43
3
➤
3
➤
40
#6
#9
14
37
34
➤
37
➤
17
47
6
28
➤
26d/38
26f/32 37f
14d
31d
26g
26
14c
38a
➤
36
#11
47
25
47
43f
➤
43h
45
47
20
43
36 45 3 2
4
34 41
2 47
47
40
17
36 5
23
45
18
18
39
31
46
5 19
33
22
22
42
5
14
➤
20
43
47 43
22
23
2
18 16
(302)
21 43
➤
5
43 39
26i/28
43
41
17
42
43 19
20 ➤
42 41
➤
➤
21
19
45
22
➤
50
➤
19
26h
32a
24 31
42 30
47
43
5
37
14
47
35
34
21
46
45
47
47
47
45
47
(39) 47
47 ➤
2 44
(317)
18 ➤
➤
ACCUMULATOR HOUSING (51)
40
26j/28 ➤
47
37
21
28a
34a
6
5 2
45
25
24/19d
17
47
38 16
47
47
17a
14
34
16
34c
47
19c
35a
43g
9
➤
23a 23/24c ➤ 31c 24a 23/24b 17 ➤ 18
➤
46a/45
26e/32 ➤
➤
33c
15
34b
8
➤
➤
12
26c/38
36b
37e 45a
➤
46b/45
31a
31b 12 ➤
30
20d/22
14
26
47
➤
➤
26b
26a/27
28 ➤
37d
37c
45b
➤
26
32
19
20 22
4
42
➤
20c/21
19b
18b
➤
45 47 47 ➤
24
➤
➤
5e/6
40a
30a
34
➤
) 8 (
43
45 ➤
10 5
5d
25a
44
26
47 ➤
2c 42a
31
45
17
12
2a
39b/40 18a 33a/34 37b ➤ 3b/4 11 ➤ 3 33b/34 36a
27
19 ➤
➤
43e
42b
➤ 1
37a/19
3a
34
#5 26
➤
35
24 40
30
31
23
23
40
➤
37
37
5
25
➤
7 ➤
50
24
33
33 36
42
44
39c
34
28
47
47
37
47
20b
13
43b
39a/40
➤
19
22b
20a
43d
26
47 14
47
43c
22a
43a
19a
(39)
45
18
2
2
(75)
30
14b
20
43 42
5a
2
20
5c
39e
32
47
47
5b
47
47
38 2
14
16b/41
2b
20e
20f
➤
22
39
37
19 ➤
➤
14a
43
19 ➤
47 42d
#4 5
5
23
39d
42
41
43
3
42c 41a 16a
2
20
44a
➤
#3
41 39
CASE (7) (Control Valve Body Side)
13
2
(90)
44
42
SPACER PLATE (46)
2
41 39
41 39
16
37
2
18
33
3
3 5
34
45
26
34
43
5
25
6
26
14
26
38
➤
47
GASKET (47) (Accumulator Housing to Spacer Plate)
38
32 ➤
GASKET (48) (Case to Spacer Plate)
FOLDOUT ➤ 91
47
28
34
28
14
26 38
32
NOTE: 35
43
26 17
37
14
37
14
34
27
26
GASKET (45) (Spacer Plate to Control Valve Body)
22
19
33
43
46 32
34
24 31
40 30
28
24
45 34
43
31
31
37
20 21
46
31 23
36
36
37
35
31
19 45
18
34
4
3
26 17
18
37
2
2
24
33
26
26
Figure 87
19
19
43
42
39
40
20 43
22
43
19
24
45 40
26
43 20
5
43
22
5
23
5
30
14
42 31
37
37
45
31 23
36
36
42
45
18
39 5
2
20
14 20
20
19
42
39
39 2
43 43
19 37
22
43
43
43
25
20
22
5
14
41
16 20
5
5
2
20
#7
42 41
42
16 20
14
CONTROL VALVE BODY (44) (Case Side)
44
42
41
39
-
INDICATES BOLT HOLES
- NON FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO SIMPLIFY TRACING FLUID FLOW. - DUAL PURPOSE PASSAGES HAVE CASE SIDE NUMBERS LISTED FIRST - EXHAUST FLUID NOT SHOWN
OVERDRIVE RANGE – 4-3 DOWNSHIFT 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 S hift S olenoid V alve (313) – Stuck On – Pinched wire to ground
•3-4 S hift V alve (308) – Stuck in upshift position SLOW/SOFT DOWNSHIFT
•#10 B allC heck V alve – Stuck in seated position TCC STUCK ON
•TC C P W M S olenoid V alve (323) – Stuck On – Pinched wire to ground
•R egulated A pply V alve (324) – Stuck
OVERDRIVE RANGE – 4-3 DOWNSHIFT PASSAGES 1 2 3 4 5 6 7 8 9 10 11 12 13 14 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37
SUCTION LINE REGULATED APPLY ORIFICED REGULATOR APPLY ACTUATOR FEED ORIFICED ACTUATOR FEED CONVERTER FEED REGULATED CONVERTER FEED TCC ENABLE CONVERTER RELEASE CONVERTER APPLY/RETURN COOLER CENTER LUBE TORQUE SIGNAL PRN (PARK REVERSE NEUTRAL) PRND43 PRND4 DRIVE FILTERED ACTUATOR FEED 1-2 SIGNAL 2-3 SIGNAL 2-3 DRIVE 2ND CLUTCH FILTERED 2-3 DRIVE ACCUMULATOR ORIFICED ACCUMULATOR 2ND ACCUMULATOR PUMP SEAL DRAINBACK TCC SIGNAL FBA (FRONT BAND APPLY) 3RD ACCUMULATOR 3RD CLUTCH FEED 3RD CLUTCH 3RD / REVERSE 4TH CLUTCH FEED 4TH CLUTCH
OVERDRIVE RANGE 4-3 DOWNSHIFT
(Torque Converter Clutch Released)
–
➤
(208) 48
47
48
➤
9
49
10
8
8
12
➤
11
➤
24
43
47
7
40 1
1
3
14
45
2
47
29
40
➤
30
19
47 43
14
43
19
2
3
43
➤
2 ➤
3
2
14
43
19
40
14
PUMP COVER (206) (Pump Body Side)
#8
➤
45 30
3
#1
13
(90)
➤
43
40
#10
➤
49
1
2
30
➤
➤
13
➤
45
29
PUMP BODY (203) (Pump Cover Side)
12
➤
➤
19
1
12 ➤
12
➤
10
30
3
2
45
11
29
45
47
(8) 47
49 1
➤
47
14
45
48
45
➤
➤
49
30
➤
2
2
➤
2
48
➤
➤
2
➤
3
1
2
43
➤
11
3
47
➤
45
2
12
29 1
9
12
8
➤
10 7
8
12
12
2
2 ➤
➤
9
9
8
45 8
7 8 ➤
➤
(9)
(239)
(210)
7
48
48
1
48
(236)
47
7 2 2
(237)
PUMP COVER (206) (Case Side)
30
40
3
2
➤
19
43
1
14
CASE (7) (Pump Cover Side)
(24)
➤
1
42
2
1
2d
44
47
47
16
14
14
14
16
39
43
5
22
43
3
3
➤
40
#6
43
#9
➤
17 ➤
14
37
37
34
47
6
28
➤
26d/38
26f/32 37f
14d
31d
26g
26
14c
38a
➤
36
#11
47
25
47
43f
➤
43h
45
47
20
43
36 45 3 2
4
34 41
2 47
47
40
17
36 5
23
45
18
18
39
31
46
5 19
33
22
22
42
5
14
➤
20
43
47 43
22
23
2
18 16
(302)
21 43
➤
5
43 39
26i/28
43
41
17
42
43 19
20 ➤
42 41
➤
➤
21
19
45
22
➤
50
➤
19
26h
32a
24 31
42 30
47
43
5
37
14
47
35
34
21
46
45
47
47
47
45
47
(39) 47
47 ➤
2 44
(317)
18 ➤
➤
ACCUMULATOR HOUSING (51)
40
26j/28 ➤
47
37
21
28a
34a
6
5 2
45
25
24/19d
17
47
38 16
47
47
17a
14
34
16
34c
47
19c
35a
43g
9
➤
23a 23/24c ➤ 31c 24a 23/24b 17 ➤ 18
➤
46a/45
26e/32 ➤
➤
33c
15
34b
8
➤
➤
12
26c/38
36b
37e 45a
➤
46b/45
31a
31b 12 ➤
30
20d/22
14
26
47
➤
➤
26b
26a/27
28 ➤
37d
37c
45b
➤
26
32
19
20 22
4
42
➤
20c/21
19b
18b
➤
45 47 47 ➤
24
➤
➤
5e/6
40a
30a
34
45 ➤
10 5
5d
25a
44
26
47 ➤
2c 42a
31
45
17
) 8 (
2a
39b/40 18a 33a/34 37b ➤ 3b/4 11 ➤ 3 33b/34 36a
27
19 ➤
➤
43e
42b
➤ 1
37a/19
3a
34
#5 26
➤
35
24 40
30
31
23
23
40
➤
37
37
5
25
➤
7 ➤
50
24
33
33 36
42
44
39c
34
28
47
47
37
47
20b
13
43b
39a/40
➤
19
22b
20a
43d
26
47 14
47
43c
22a
43a
19a
(39)
45
18
2
2
➤
(75)
12
14b
20
43 42
5a
2
20
5c
39e
32
47
47
5b
47
47
38 2
14
16b/41
2b
20e
20f
➤
22
39
37
19
3
30
14a
43
19 ➤
47 42d
#4 5
5
23
39d
42
41
43
2
42c 41a 16a
2
20
44a
➤
#3
41 39
CASE (7) (Control Valve Body Side)
13
2
(90)
44
42
SPACER PLATE (46)
2
41 39
41 39
16
37
2
18
33
3
3 5
34
45
26
34
43
5
25
6
26
14
26
38
➤
47
GASKET (47) (Accumulator Housing to Spacer Plate)
38
32 ➤
GASKET (48) (Case to Spacer Plate)
FOLDOUT ➤ 93
47
28
34
28
14
26 38
32
NOTE: 35
43
26 17
37
14
37
14
34
27
26
GASKET (45) (Spacer Plate to Control Valve Body)
22
19
33
43
46 32
34
24 31
40 30
28
24
45 34
43
31
31
37
20 21
46
31 23
36
36
37
35
31
19 45
18
34
4
3
26 17
18
37
2
2
24
33
26
26
Figure 89
19
19
43
42
39
40
20 43
22
43
19
24
45 40
26
43 20
5
43
22
5
23
5
30
14
42 31
37
37
45
31 23
36
36
42
45
18
39 5
2
20
14 20
20
19
42
39
39 2
43 43
19 37
22
43
43
43
25
20
22
5
14
41
16 20
5
5
2
20
#7
42 41
42
16 20
14
CONTROL VALVE BODY (44) (Case Side)
44
42
41
39
-
INDICATES BOLT HOLES
- NON FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO SIMPLIFY TRACING FLUID FLOW. - DUAL PURPOSE PASSAGES HAVE CASE SIDE NUMBERS LISTED FIRST - EXHAUST FLUID NOT SHOWN
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.
NO 3-2 DOWNSHIFT
•2-3 S hift S olenoid V alve (311) – Stuck On – Pinched wire to ground
•2-3 S hift V alve (312) – Stuck in upshift position SLOW/SOFT DOWNSHIFT
•#8 B allC heck V alve – Stuck in seated position
OVERDRIVE RANGE – 3-2 DOWNSHIFT PASSAGES 1 2 3 4 5 6 7 8 9 10 11 12 13 14 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37
SUCTION LINE REGULATED APPLY ORIFICED REGULATOR APPLY ACTUATOR FEED ORIFICED ACTUATOR FEED CONVERTER FEED REGULATED CONVERTER FEED TCC ENABLE CONVERTER RELEASE CONVERTER APPLY/RETURN COOLER CENTER LUBE TORQUE SIGNAL PRN (PARK REVERSE NEUTRAL) PRND43 PRND4 DRIVE FILTERED ACTUATOR FEED 1-2 SIGNAL 2-3 SIGNAL 2-3 DRIVE 2ND CLUTCH FILTERED 2-3 DRIVE ACCUMULATOR ORIFICED ACCUMULATOR 2ND ACCUMULATOR PUMP SEAL DRAINBACK TCC SIGNAL FBA (FRONT BAND APPLY) 3RD ACCUMULATOR 3RD CLUTCH FEED 3RD CLUTCH 3RD / REVERSE 4TH CLUTCH FEED 4TH CLUTCH
OVERDRIVE RANGE 3-2 DOWNSHIFT –
➤
(208) 48
47
48
➤
9
49
10
8
8
12
➤
11
➤
24
43
47
7
1
1
29
PUMP BODY (203) (Pump Cover Side) #1
14
43
19
3
43
➤
2 ➤
3
2
14
43
19
40
PUMP COVER (206) (Pump Body Side)
#8
30
19 14
40
#10
40
➤
47 43
30
➤
30
47
14
45
➤
45
29
2
13
(90)
➤
43
3
➤
49
1
2
2
➤
13
➤
45
40
3
12
➤
➤
19
1
12 ➤
12
➤
10
30
3
2
45
11
29
45
47
(8) 47
49 1
➤
47
14
45
48
45
➤
➤
49
30
➤
2
2
➤
2
48
➤
➤
2
➤
3
1
2
43
➤
11
3
47
➤
45
2
12
29 1
9
12
8
➤
10 7
8
12
12
2
2 ➤
➤
9
9
8
45 8
7 8 ➤
➤
(9)
(239)
(210)
7
48
48
1
48
(236)
47
7 2 2
(237)
PUMP COVER (206) (Case Side)
30
40
3
2
➤
19
43
1
14
CASE (7) (Pump Cover Side)
(24)
➤
1
42
2
1
2d
44
47
47
16
14
14
14
16
39
43
5
22
43
3
3
➤
40
#6
43
#9
➤
17 ➤
14
37
37
26d/38
26f/32 37f
14d
31d
26g
26
38a
➤
#11
47
➤
24
25
45 3 2
47
➤
43h
45
47
4
34 41
2
43f
20
43
36
30
47
47
47
40
17
36 5
23
45
18
18
39
31
46
5 19
33
22
22
42
5
14
➤
20
43
47 43
22
23
2
18 16
(302)
21 43
➤
5
43 39
26i/28
43
41
17
42
43 19
20 ➤
42 41
➤
➤
21
19
45
22
➤
50
➤
19
26h
32a
5 31
42 14
43 34
21
46
47
35
45
47
(39) 47
47 ➤
2 44
(317)
18 ➤
➤
ACCUMULATOR HOUSING (51)
36 45 37
28a
34a
40
47
47
47
37
21
47
17a
6
5 2
45
25
24/19d
47
47
38 16
47
17
26j/28
14c
34
16
34c
47
19c
35a
43g
9
➤
8
➤
➤
12
➤
23a 23/24c ➤ 31c 24a 23/24b 17 ➤ 18
➤
46a/45
26e/32 ➤
➤
33c
15
34b
30
20d/22
14
26
47
➤
➤
26c/38
26a/27
28 ➤
28
26b
36b
37e 45a
➤
46b/45
31a
31b 12 ➤
14
45
47
6
37d
37c
45b
➤
26
32
19
20 22
4
42
➤
20c/21
19b
18b
34 47
47 ➤
24
➤
➤
5e/6
40a
30a
➤
45 ➤
10 5
5d
25a
44
34
26
47 ➤
2c 42a
31
45
17
) 8 (
2a
39b/40 18a 33a/34 37b ➤ 3b/4 11 ➤ 3 33b/34 36a
27
19 ➤
➤
43e
42b
➤ 1
37a/19
3a
34
#5 26
➤
35
24 40
30
31
23
23
40
➤
37
37
5
25
➤
7 ➤
50
24
33
33 36
42
44
39c
34
28
47
47
37
47
20b
13
43b
39a/40
➤
19
22b
20a
43d
26
47 14
47
43c
22a
43a
19a
(39)
45
18
2
2
➤
(75)
12
14b
20
43 42
5a
2
20
5c
39e
32
47
47
5b
47
47
38 2
14
16b/41
2b
20e
20f
➤
22
39
37
19
3
30
14a
43
19 ➤
47 42d
#4 5
5
23
39d
42
41
43
2
42c 41a 16a
2
20
44a
➤
#3
41 39
CASE (7) (Control Valve Body Side)
13
2
(90)
44
42
SPACER PLATE (46)
2
41 39
41 39
16
37
2
18
33
3
3 5
34
45
26
34
43
5
25
6
26
14
26
38
➤
47
GASKET (47) (Accumulator Housing to Spacer Plate)
38
32 ➤
GASKET (48) (Case to Spacer Plate)
FOLDOUT ➤ 95
47
28
34
28
14
26 38
32
NOTE: 35
43
26 17
37
14
37
14
34
27
26
GASKET (45) (Spacer Plate to Control Valve Body)
22
19
33
43
46 32
34
24 31
40 30
28
24
45 34
43
31
31
37
20 21
46
31 23
36
36
37
35
31
19 45
18
34
4
3
26 17
18
37
2
2
24
33
26
26
Figure 91
19
19
43
42
39
40
20 43
22
43
19
24
45 40
26
43 20
5
43
22
5
23
5
30
14
42 31
37
37
45
31 23
36
36
42
45
18
39 5
2
20
14 20
20
19
42
39
39 2
43 43
19 37
22
43
43
43
25
20
22
5
14
41
16 20
5
5
2
20
#7
42 41
42
16 20
14
CONTROL VALVE BODY (44) (Case Side)
44
42
41
39
-
INDICATES BOLT HOLES
- NON FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO SIMPLIFY TRACING FLUID FLOW. - DUAL PURPOSE PASSAGES HAVE CASE SIDE NUMBERS LISTED FIRST - EXHAUST FLUID NOT SHOWN
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 THIRD GEAR
•C enter S upport (640) – Cracked – Leaking at the case
•C enter S upport B olt (25) – Broken or loose – Oil hole is blocked
•D irect C lutch P iston (619) – Worn
•D irect C lutch P iston S eals (620,621 & 622) – Cracked or jammed
•D irect C lutch B allC heck V alve – Leaking
•2-3 S hift S olenoid V alve (311) – – – –
Stuck Off Pinched Wire O-ring failed No voltage to the solenoid
•2-3 S hift V alve (312) – Stuck
MANUAL THIRD – THIRD GEAR (from Overdrive Range – Fourth Gear) PASSAGES 1 2 3 4 5 6 7 8 9 10 11 12 13 14 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37
SUCTION LINE REGULATED APPLY ORIFICED REGULATOR APPLY ACTUATOR FEED ORIFICED ACTUATOR FEED CONVERTER FEED REGULATED CONVERTER FEED TCC ENABLE CONVERTER RELEASE CONVERTER APPLY/RETURN COOLER CENTER LUBE TORQUE SIGNAL PRN (PARK REVERSE NEUTRAL) PRND43 PRND4 DRIVE FILTERED ACTUATOR FEED 1-2 SIGNAL 2-3 SIGNAL 2-3 DRIVE 2ND CLUTCH FILTERED 2-3 DRIVE ACCUMULATOR ORIFICED ACCUMULATOR 2ND ACCUMULATOR PUMP SEAL DRAINBACK TCC SIGNAL FBA (FRONT BAND APPLY) 3RD ACCUMULATOR 3RD CLUTCH FEED 3RD CLUTCH 3RD / REVERSE 4TH CLUTCH FEED 4TH CLUTCH
MANUAL THIRD THIRD GEAR
(From Overdrive Range Fourth Gear)
–
–
➤
(208) 48
47
48
➤
9
49
10
8
8
12
➤
11
➤
24
43
47
7
➤
45 1
14
45
29
PUMP BODY (203) (Pump Cover Side) #1
40
➤
30
19
14
43
19
3
43
➤
2 ➤
3
2
14
43
19
➤
40
PUMP COVER (206) (Pump Body Side)
#8
30
➤
14 40
#10
➤
47
47 43
30
➤
1
45
29
2
13
(90)
➤
43
3
➤
49
➤
1
2
2
➤
13
➤
40
3
12
➤
➤
19
1
12 ➤
12
➤
10
30
3
2
45
11
29
45
47
(8) 47
49 1
➤
47
14
45
48
45
➤
➤
49
30
➤
2
2
➤
2
48
➤
➤
2
➤
3
1
2
43
➤
11
3
47
➤
45
2
12
29 1
9
12
8
➤
10 7
8
12
12
2
2 ➤
➤
9
9
8
45 8
7 8 ➤
➤
(9)
(239)
(210)
7
48
48
1
48
(236)
47
7 2 2
(237)
PUMP COVER (206) (Case Side)
30
40
3
2
➤
19
43
1
14
CASE (7) (Pump Cover Side)
(24)
➤
1
42
2
1
2d
44
47
47
42c
16
14
14
14
16
39
5
22
43
3
3
➤
40
#6
#9
14
37
37
34
➤
17
47
6
28
➤
26d/38
26f/32 37f
14d
31d
26g
26
14c
38a
➤
36
#11
47
25
47
43f
➤
43h
45
47
20
43
36 45 3 2
4
34 41
2 47
47
40
17
36 5
23
45
18
18
39
31
46
5 19
33
22
22
42
5
14
➤
20
43
47 43
22
23
2
18 16
(302)
21 43
➤
5
43 39
26i/28
43
41
17
42
43 19
20 ➤
42 41
➤
➤
21
19
45
22
➤
50
➤
19
26h
32a
24 31
42 30
47
43
5
37
14
47
35
34
21
46
45
47
47
47
45
47
(39) 47
47 ➤
2 44
(317)
18 ➤
➤
ACCUMULATOR HOUSING (51)
40
26j/28 ➤
47
37
21
28a
34a
6
5 2
45
25
24/19d
17
47
38 16
47
47
17a
14
34
16
34c
47
19c
35a
43g
9
➤
23a 23/24c ➤ 31c 24a 23/24b 17 ➤ 18
➤
46a/45
26e/32 ➤
➤
33c
15
34b
8
➤
➤
12
26c/38
36b
37e 45a
➤
46b/45
31a
31b 12 ➤
30
20d/22
14
26
47
➤
➤
26b
26a/27
28 ➤
37d
37c
45b
➤
26
32
19
20 22
4
42
➤
20c/21
19b
18b
➤
45 47 47 ➤
24
➤
➤
5e/6
40a
30a
34
➤
) 8 (
43
45 ➤
10 5
5d
25a
44
26
47 ➤
2c 42a
31
45
17
12
2a
39b/40 18a 33a/34 37b ➤ 3b/4 11 ➤ 3 33b/34 36a
27
19 ➤
➤
43e
42b
➤ 1
37a/19
3a
34
#5 26
➤
35
24 40
30
➤
24
33 31
23
23
40
7 ➤
50
37
37
5
25
➤
44
39c
34
28
47
47
37
47
20b
13
43b
39a/40
➤
19
22b
43c
22a
43a
19a
(39)
45
18 33 36
42
(75)
30
42
2
2
➤
3
➤
14b
20
43 39
37
19
5a
2
20
22
20a
43d
26
47 14
47
5b
32
47
47
5c
39e
16b/41
2b
20e
20f
➤
43
19 ➤ 2
14a
47
47
38 2
14
#4
43 43
47 42d
39d
42
41
5
5
23
41a 16a
2
20
44a
➤
#3
41 39
CASE (7) (Control Valve Body Side)
13
2
(90)
44
42
SPACER PLATE (46)
2
41 39
41 39
16
37
2
18
33
3
3 5
34
45
26
34
43
5
25
6
26
14
26
38
➤
47
GASKET (47) (Accumulator Housing to Spacer Plate)
38
32 ➤
GASKET (48) (Case to Spacer Plate)
FOLDOUT ➤ 97
47
28
34
28
14
26 38
32
NOTE: 35
43
26 17
37
14
37
14
34
27
26
GASKET (45) (Spacer Plate to Control Valve Body)
22
19
33
43
46 32
34
24 31
40 30
28
24
45 34
43
31
31
37
20 21
46
31 23
36
36
37
35
31
19 45
18
34
4
3
26 17
18
37
2
2
24
33
26
26
Figure 93
19
19
43
42
39
40
20 43
22
43
19
24
45 40
26
43 20
5
43
22
5
23
5
30
14
42 31
37
37
45
31 23
36
36
42
45
18
39 5
2
20
14 20
20
19
42
39
39 2
43 43
19 37
22
43
43
43
25
20
22
5
14
41
16 20
5
5
2
20
#7
42 41
42
16 20
14
CONTROL VALVE BODY (44) (Case Side)
44
42
41
39
-
INDICATES BOLT HOLES
- NON FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO SIMPLIFY TRACING FLUID FLOW. - DUAL PURPOSE PASSAGES HAVE CASE SIDE NUMBERS LISTED FIRST - EXHAUST FLUID NOT SHOWN
MANUAL SECOND – SECOND GEAR (from Manual Third – Third Gear) A manual 3-2 downshift can be accomplished by moving the gear selector lever into the Manual Second (2) position when the transmission is operating in Third gear. This causes the transmission to shift immediately into Second gear and prevents the transmission from upshifting to either Third or Fourth gears.
NO SECOND GEAR
•C enter S upport (640) – Cracked – Feed hole blocked
•C enter S upport B olt (25) – Broken or loose – Oil hole is blocked
•Interm ediate C lutch P iston (636) – Cracked or jammed
•Interm ediate C lutch P iston S eals (637 & 638) – Worn NO OVERRUN BRAKING
•O verrun C lutch P iston (505) – Cracked – Jammed
•O verrun C lutch H ousing B allC heck V alve (537) – Leaking
•O rifice #1
MANUAL SECOND – SECOND GEAR (from Manual Third – Third Gear) PASSAGES 1 2 3 4 5 6 7 8 9 10 11 12 13 14 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37
SUCTION LINE REGULATED APPLY ORIFICED REGULATOR APPLY ACTUATOR FEED ORIFICED ACTUATOR FEED CONVERTER FEED REGULATED CONVERTER FEED TCC ENABLE CONVERTER RELEASE CONVERTER APPLY/RETURN COOLER CENTER LUBE TORQUE SIGNAL PRN (PARK REVERSE NEUTRAL) PRND43 PRND4 DRIVE FILTERED ACTUATOR FEED 1-2 SIGNAL 2-3 SIGNAL 2-3 DRIVE 2ND CLUTCH FILTERED 2-3 DRIVE ACCUMULATOR ORIFICED ACCUMULATOR 2ND ACCUMULATOR PUMP SEAL DRAINBACK TCC SIGNAL FBA (FRONT BAND APPLY) 3RD ACCUMULATOR 3RD CLUTCH FEED 3RD CLUTCH 3RD / REVERSE 4TH CLUTCH FEED 4TH CLUTCH
MANUAL SECOND SECOND GEAR
(From Manual Third Third Gear)
–
–
➤
(208) 48
47
48
➤
9
49
10
8
8
12
➤
11
➤
24
43
47
7
➤
45 1
14
45
29
PUMP BODY (203) (Pump Cover Side) #1
40
➤
30
19
14
43
19
3
43
➤
2 ➤
3
2
14
43
19
➤
40
PUMP COVER (206) (Pump Body Side)
#8
30
➤
14 40
#10
➤
47
47 43
30
➤
1
45
29
2
13
(90)
➤
43
3
➤
49
➤
1
2
2
➤
13
➤
40
3
12
➤
➤
19
1
12 ➤
12
➤
10
30
3
2
45
11
29
45
47
(8) 47
49 1
➤
47
14
45
48
45
➤
➤
49
30
➤
2
2
➤
2
48
➤
➤
2
➤
3
1
2
43
➤
11
3
47
➤
45
2
12
29 1
9
12
8
➤
10 7
8
12
12
2
2 ➤
➤
9
9
8
45 8
7 8 ➤
➤
(9)
(239)
(210)
7
48
48
1
48
(236)
47
7 2 2
(237)
PUMP COVER (206) (Case Side)
30
40
3
2
➤
19
43
1
14
CASE (7) (Pump Cover Side)
(24)
➤
1
42
2
1
2d
44
47
47
42c
16
14
14
14
16
39
5
22
43
3
3
➤
40
#6
43
#9
➤
17
37
37
) 8 (
➤
26d/38
8
➤
26f/32 37f
14d
31d
26g
26
38a
➤
#11
47
➤
24
25
45 3 2
47
➤
43h
45
47
4
34 41
2
43f
20
43
36
30
47
47
47
40
17
36 5
23
45
18
18
39
31
46
5 19
33
22
22
42
5
14
➤
20
43
47 43
22
23
2
18 16
(302)
21 43
➤
5
43 39
26i/28
43
41
17
42
43 19
20 ➤
42 41
➤
➤
21
19
45
22
➤
50
➤
19
26h
32a
5 31
42 14
43 34
21
46
47
35
45
47
(39) 47
47 ➤
2 44
(317)
18 ➤
➤
ACCUMULATOR HOUSING (51)
36 45 37
28a
34a
40
47
47
47
37
21
47
17a
6
5 2
45
25
24/19d
47
47
38 16
47
17
26j/28
14c
34
16
34c
47
19c
35a
43g
9
➤
23a 23/24c ➤ 31c 24a 23/24b 17 ➤ 18
➤
46a/45
26e/32 ➤
26a/27
➤
12
26c/38
➤
33c
15
34b
30
20d/22
14
26
47
➤
➤
26b
36b
37e 45a
➤
46b/45
31a
31b 12 ➤
14
45
47
37d
37c
45b
➤
26
32
19
20 22
4
42
➤
20c/21
19b
18b
34 47
47 ➤
6
28 ➤
28
14
24
➤
➤
5e/6
40a
30a
➤
45 ➤
10 5
5d
25a
44
34
26
47 ➤
2c 42a
31
45
17
12
2a
39b/40 18a 33a/34 37b ➤ 3b/4 11 ➤ 3 33b/34 36a
27
19 ➤
➤
43e
42b
➤ 1
37a/19
3a
34
#5 26
➤
35
24 40
30
➤
24
33 31
23
23
40
7 ➤
50
37
37
5
25
➤
44
39c
34
28
47
47
37
47
20b
13
43b
39a/40
➤
19
22b
43c
22a
43a
19a
(39)
45
18 33 36
42
(75)
30
42
2
2
➤
3
➤
14b
20
43 39
37
19
5a
2
20
22
20a
43d
26
47 14
47
5b
32
47
47
5c
39e
16b/41
2b
20e
20f
➤
43
19 ➤ 2
14a
47
47
38 2
14
#4
43 43
47 42d
39d
42
41
5
5
23
41a 16a
2
20
44a
➤
#3
41 39
CASE (7) (Control Valve Body Side)
13
2
(90)
44
42
SPACER PLATE (46)
2
41 39
41 39
16
37
2
18
33
3
3 5
34
45
26
34
43
5
25
6
26
14
26
38
➤
47
GASKET (47) (Accumulator Housing to Spacer Plate)
38
32 ➤
GASKET (48) (Case to Spacer Plate)
FOLDOUT ➤ 99
47
28
34
28
14
26 38
32
NOTE: 35
43
26 17
37
14
37
14
34
27
26
GASKET (45) (Spacer Plate to Control Valve Body)
22
19
33
43
46 32
34
24 31
40 30
28
24
45 34
43
31
31
37
20 21
46
31 23
36
36
37
35
31
19 45
18
34
4
3
26 17
18
37
2
2
24
33
26
26
Figure 95
19
19
43
42
39
40
20 43
22
43
19
24
45 40
26
43 20
5
43
22
5
23
5
30
14
42 31
37
37
45
31 23
36
36
42
45
18
39 5
2
20
14 20
20
19
42
39
39 2
43 43
19 37
22
43
43
43
25
20
22
5
14
41
16 20
5
5
2
20
#7
42 41
42
16 20
14
CONTROL VALVE BODY (44) (Case Side)
44
42
41
39
-
INDICATES BOLT HOLES
- NON FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO SIMPLIFY TRACING FLUID FLOW. - DUAL PURPOSE PASSAGES HAVE CASE SIDE NUMBERS LISTED FIRST - EXHAUST FLUID NOT SHOWN
MANUAL FIRST – FIRST GEAR (from Manual Second – Second Gear) A manual 2-1 downshift can be accomplished by moving the gear selector lever into the Manual First (1) position when the transmission is operating in Second gear. If vehicle speed is below approximately 56 km/h (35 mph) the transmission will shift into First gear. Above this speed, the transmission will shift into a Manual First Second Gear condition until vehicle speed slows sufficiently.
NO FIRST GEAR
•M anual2-1 B and S ervo P iston (58) – Stuck On
•P um p (203) – Seized – Broken Gears
•Forw ard C lutch P iston (606) – Jammed
•Forw ard C lutch H ousing (602) – Passage plugged NO OVERRUN BRAKING
•O verrun C lutch P iston (505) – Cracked – Jammed
•O verrun C lutch H ousing B allC heck V alve (537) – Leaking
O ifi
#1
MANUAL FIRST – FIRST GEAR (from Manual Second – Second Gear) PASSAGES 1 2 3 4 5 6 7 8 9 10 11 12 13 14 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37
SUCTION LINE REGULATED APPLY ORIFICED REGULATOR APPLY ACTUATOR FEED ORIFICED ACTUATOR FEED CONVERTER FEED REGULATED CONVERTER FEED TCC ENABLE CONVERTER RELEASE CONVERTER APPLY/RETURN COOLER CENTER LUBE TORQUE SIGNAL PRN (PARK REVERSE NEUTRAL) PRND43 PRND4 DRIVE FILTERED ACTUATOR FEED 1-2 SIGNAL 2-3 SIGNAL 2-3 DRIVE 2ND CLUTCH FILTERED 2-3 DRIVE ACCUMULATOR ORIFICED ACCUMULATOR 2ND ACCUMULATOR PUMP SEAL DRAINBACK TCC SIGNAL FBA (FRONT BAND APPLY) 3RD ACCUMULATOR 3RD CLUTCH FEED 3RD CLUTCH 3RD / REVERSE 4TH CLUTCH FEED 4TH CLUTCH
MANUAL FIRST FIRST GEAR –
(From Manual Second Second Gear) –
➤
(208) 48
47
48
➤
9
49
10
8
8
12
➤
11
➤
24
43
47
7
➤
45 1
14
45
29
PUMP BODY (203) (Pump Cover Side) #1
40
➤
30
19
14
43
19
3
43
➤
2 ➤
3
2
14
43
19
➤
40
PUMP COVER (206) (Pump Body Side)
#8
30
➤
14 40
#10
➤
47
47 43
30
➤
1
45
29
2
13
(90)
➤
43
3
➤
49
➤
1
2
2
➤
13
➤
40
3
12
➤
➤
19
1
12 ➤
12
➤
10
30
3
2
45
11
29
45
47
(8) 47
49 1
➤
47
14
45
48
45
➤
➤
49
30
➤
2
2
➤
2
48
➤
➤
2
➤
3
1
2
43
➤
11
3
47
➤
45
2
12
29 1
9
12
8
➤
10 7
8
12
12
2
2 ➤
➤
9
9
8
45 8
7 8 ➤
➤
(9)
(239)
(210)
7
48
48
1
48
(236)
47
7 2 2
(237)
PUMP COVER (206) (Case Side)
30
40
3
2
➤
19
43
1
14
CASE (7) (Pump Cover Side)
(24)
➤
1
42
2
1
2d
44
47
47
42c
16
14
14
14
16
39
5
22
43
3
3
#6
43
#9
37
37
) 8 (
26d/38
26f/32 37f
14d
31d
26g
26
38a
➤
#11
47
➤
24
25
45 3 2
47
➤
43h
45
47
4
34 41
2
43f
20
43
36
30
47
47
47
40
17
36 5
23
45
18
18
39
31
46
5 19
33
22
22
42
5
14
➤
20
43
47 43
22
23
2
18 16
(302)
21 43
➤
5
43 39
26i/28
43
41
17
42
43 19
20 ➤
42 41
➤
➤
21
19
45
22
➤
50
➤
19
26h
32a
5 31
42 14
43 34
21
46
47
35
45
47
(39) 47
47 ➤
2 44
(317)
18 ➤
➤
ACCUMULATOR HOUSING (51)
36 45 37
28a
34a
40
47
47
47
37
21
47
17a
6
5 2
45
25
24/19d
47
47
38 16
47
17
26j/28
14c
34
16
34c
47
19c
35a
43g
9
➤
8
➤
➤
12
➤
23a 23/24c ➤ 31c 24a 23/24b 17 ➤ 18
➤
46a/45
26e/32 ➤
➤
33c
15
34b
30
20d/22
14
26
47
➤
➤
26c/38
36b
37e 45a
➤
46b/45
31a
31b 12 ➤
14
45
47
37d
37c
45b
➤
26
32
19
20 22
4
42
➤
20c/21
19b
18b
34 47
47 ➤
26b
26a/27
28 ➤
28
14
6
➤
➤
5e/6
40a
30a
34 17
5d
25a
44
45 ➤
10 5
➤
26
47 ➤
42a
24 17
12
2c
➤
31
45
#5 26
2a
39b/40 18a 33a/34 37b ➤ 3b/4 11 ➤ 3 33b/34 36a
27
19 ➤
➤
43e
42b
➤ 1
37a/19
3a
34
40 30
➤
35
24
40
➤
24
33 31
23
23
40
7 ➤
50
37
37
5
25
➤
44
39c
34
28
47
47
37
47
20b
13
43b
39a/40
➤
19
22b
43c
22a
43a
19a
(39)
45
18 33 36
42
(75)
30
42
2
2
➤
3
➤
14b
20
43 39
37
19
5a
2
20
22
20a
43d
26
47 14
47
5b
32
47
47
5c
39e
16b/41
2b
20e
20f
➤
43
19 ➤ 2
14a
47
47
38 2
14
#4
43 43
47 42d
39d
42
41
5
5
23
41a 16a
2
20
44a
➤
#3
41 39
CASE (7) (Control Valve Body Side)
13
2
(90)
44
42
SPACER PLATE (46)
2
41 39
41 39
16
37
2
18
33
3
3 5
34
45
26
34
43
5
25
6
26
14
26
38
➤
47
GASKET (47) (Accumulator Housing to Spacer Plate)
38
32 ➤
GASKET (48) (Case to Spacer Plate)
FOLDOUT ➤ 101
47
28
34
28
14
26 38
32
NOTE: 35
43
26 17
37
14
37
14
34
27
26
GASKET (45) (Spacer Plate to Control Valve Body)
22
19
33
43
46 32
34
24 31
40 30
28
24
45 34
43
31
31
37
20 21
46
31 23
36
36
37
35
31
19 45
18
34
4
3
26 17
18
37
2
2
24
33
26
26
Figure 97
19
19
43
42
39
40
20 43
22
43
19
24
45 40
26
43 20
5
43
22
5
23
5
30
14
42 31
37
37
45
31 23
36
36
42
45
18
39 5
2
20
14 20
20
19
42
39
39 2
43 43
19 37
22
43
43
43
25
20
22
5
14
41
16 20
5
5
2
20
#7
42 41
42
16 20
14
CONTROL VALVE BODY (44) (Case Side)
44
42
41
39
-
INDICATES BOLT HOLES
- NON FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO SIMPLIFY TRACING FLUID FLOW. - DUAL PURPOSE PASSAGES HAVE CASE SIDE NUMBERS LISTED FIRST - EXHAUST FLUID NOT SHOWN
LUBRICATION POINTS COOLER AND LUBRICATION CIRCUITS COOLER CIRCUITS TCC Released: Apply/Return fluid returning from
the torque converter is routed through the TCC shift valve and into the cooler circuit. Cooler fluid flows from the pump assembly, through the case and cooler line connector, into a cooler line, and to the transmission fluid cooler located in the radiator. With the TCC shift valve in the apply position, regulated converter feed fluid passes through the valve and into the cooler circuit. This fluid is routed to the transmission fluid cooler as described in TCC Released. TCC Applied:
OIL PUMP ASSEMBLY (4)
FRONT LUBE FLUID CENTER LUBE FLUID
REAR OIL COOLER PIPE CONNECTOR (90)
LUBRICATION CIRCUITS
In the pump assembly (4), regulated converter feed fluid is orificed between the pump body and the pump cover into the front lube circuit. Front lube fluid passes from the pump cover into the overrun clutch housing. Front lube fluid is then routed through the front apply components to cool and lubricate them.
Fluid leaving the transmission fluid cooler enters the center lube circuit, flows through a cooler line, passes through the rear oil cooler pipe connector (90) and back to the transmission case. Center lube fluid is directed through the center support and lubricates the central part of the transmission.
LUBE PIPE (39)
CONTROL VALVE BODY ASSEMBLY (44)
102
Figure 98
REAR LUBE FLUID
In the control valve body (44), filtered actuator feed fluid is orificed into the rear lube circuit at the lube pipe (39). The lube pipe directs rear lube fluid to the rear of the transmission case to lubricate the rear case and extension housing bushings. Refer to the apply components section for detailed drawings that show each individual components lube circuit.
Bushing and Bearing Locations
535
512
601
681
644
664
647
➤
➤ ➤
➤
233
202
➤
➤
234
➤
➤ ➤ ➤ ➤ ➤
536
➤ ➤
513
679
➤
➤ ➤
➤
676
➤ ➤
678
➤ ➤
➤
647
➤
➤ ➤
676
677
78
77
77 BUSHING, PROP SHAFT FRONT SLIP YOKE
601 BEARING ASM., THRUST CARRIER/FORWARD CLUTCH
78 BUSHING, OUTPUT SHAFT
644 ROLLER ASSEMBLY, LOW CLUTCH
202 BUSHING, TORQUE CONVERTER
647 BEARING ASSEMBLY, SUN GEAR FRONT THRUST
233 BUSHING, TURBINE SHAFT FRONT
664 BEARING ASSEMBLY, SUN GEAR FRONT THRUST
234 BUSHING, TURBINE SHAFT REAR
676 BUSHING, MAIN SHAFT
512 ROLLER ASSEM BLY, OVERDRIVE CLUTCH
677 BUSHING, REAR INTERNAL GEAR
513 BEARING ASSEMBLY, OVERRUN CLUTCH HOUSING THRUST
678 SLEEVE, CENTER SUPPORT OIL PASSAGE
535 BUSHING, OVERRUN CLUTCH HOUSING
679 BUSHING, 1.536" DIAM ETER X 3.52 681 BUSHING, REACTION CARRIER
536 BUSHING, 1.12" OUTSIDE DIAMETER X 0.50"
WH54725-4L80-E
Figure 99
103
Seal Locations
606 5
SOME MODELS 20
619
505 527
531
20
15
13
638
➤
➤
➤
➤
➤
➤ ➤
➤
➤
➤
➤ ➤
➤ ➤
➤
➤ ➤
➤ ➤ ➤
➤
➤
➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤
69 2
201
219
501
685
622
503
639
637
➤ ➤
➤
66 404 ➤
➤
406
67
➤
➤
57
2 SEAL, TURBINE SHAFT FRONT OIL SEAL
501 RING, TURBINE SHAFT REAR OIL SEAL
5 SEAL, OIL PUMP
503 RING, TURBINE SHAFT INTERMEDIATE OIL SEAL
13 SEAL, OUTPUT SHAFT
505 PISTON ASSEMBLY, OVERRUN CLUTCH
15 SEAL, CASE EXTENSION
527 SEAL, FOURTH CLUTCH PISTON INNER
20 SEAL ASSEMBLY, PROP SHAFT FRONT SLIP YOKE OIL
531 SEAL, FOURTH CLUTCH PISTON OUTER
57 SEAL, MANUAL 2-1 BAND SERVO PISTON
606 PISTON, FORWARD CLUTCH
66 SEAL, LOW AND REVERSE SERVO PISTON
619 PISTON, DIRECT CLUTCH
67 RING, LOW AND REVERSE ACCUMU LATOR PISTON OUTER OIL SEAL
622 SEAL, DIRECT CLUTCH PISTON INTERMEDIATE
69 RING, LOW AND REVERSE ACCUMU LATOR PISTON INNER OIL SEAL
637 SEAL, INTERMEDIATE CLUTCH PISTON INNER 638 SEAL, INTERMEDIATE CLUTCH PISTON OUTER
201 SEAL ASSEMBLY, TORQUE CONVERTER OIL
639 RING, DIRECT CLUTCH HOUSING OIL SEAL
219 RING, OIL SEAL, OVERRUN CLUTCH HOUSING
685 SEAL ASSEMBLY, FORWARD CLUTCH PISTON INTERMEDIATE
404 SEAL, 3RD CLUTCH ACCUMU LATOR PISTON OUTER 406 SEAL, 3RD CLUTCH ACCUMU LATOR PISTON INNER WH54763-4L80-E
104
Figure 100
Case and Associated Parts (1 of 3)
20
SOME MODELS 89
8
7
89
90
91 10 11
19
81 13 14 12 78
80
15
77
9
20
21 79
1 2
22 23 24 6 4
SOME MODELS
5
19
20
18 17 16 17
3
21
1 TORQUE CONVERTER ASSEMBLY
18 SPACER, BEARING
2 SEAL RING, TURBINE SHAFT FRONT OIL
19 EXTENSION ASSEMBLY, CASE
3 BOLT AND SEAL ASSEMBLY, A/TRANS O/PUMP
20 SEAL ASSEMBLY, PROP SHAFT FRONT SLIP YOKE OIL
4 PUMP ASSEMBLY, A/TRANS OIL
21 BOLT, CASE EXTENSION
5 SEAL, A/TRANS OIL PUMP
22 SENSOR ASSEMBLY, A/T INPUT SPEED AND 2WD OUTPUT SPEED (4WD PLUG)
6 GASKET, A/TRANS OIL PUMP 7 CASE ASSEMBLY, A/TRANS 8 CONNECTOR, TRANSMISSION OIL COOLER PIPE 9 PIPE, VENT 10 PIN, NAMEPLATE 11 PLATE, A/TRANS NAME 12 ORIFICE (2WD) [PLUG (4WD)], LUBE OIL 13 SEAL, OUTPUT SHAFT
23 BOLT, INPUT SPEED AND OUTPUT SPEED SENSOR 24 PLUG, LINE PRESSURE TEST HOLE 77 BUSHING, PROP SHAFT FRONT SLIP YOKE 78 BUSHING, OUTPUT SHAFT 79 PLUG, DIRECT OIL GAL - 0.25 DIAMETER CUP 80 PIN, MANU AL 2-1 BAND ANCHOR 81 PIN, LOW AND REVERSE BAND ANCHOR
14 RING, OUTPUT SHAFT SEAL RETAINER
89 RETAINER, TRANSMISSION OIL COOLER PIPE (SOME M ODELS)
15 SEAL, CASE EXTENSION
90 FITTING, TRANSMISSION REAR OIL COOLER PIPE
16 RING, BEARING RETAINER
91 SEAL, TRANSMISSION REAR OIL COOLER PIPE FITTING
17 BEARING ASSEMBLY, BALL
XH335075-4L80-E
Figure 101
105
Case and Associated Parts (2 of 3)
7
34
33
32 30
31 29
27
28
7 CASE ASSEMBLY, A/TRANS
31 FILTER ASSEMBLY, TRANSMISSION OIL
27 BOLT, TRANSMISSION OIL PAN
32 SEAL ASSEMBLY, FILTER NECK
28 PAN, TRANSMISSION OIL
33 CLAMP, A/TRANS WIRING HARNESS
29 SEAL, TRANSMISSION OIL PAN
34 HARNESS ASSEMBLY, A/TRANS WIRING
30 MAGNET, A/TRANS OIL PAN
XH335076-4L80-E
106
Figure 102
Case and Associated Parts (3 of 3) 7
75 53
25 60
26
58
51 50
57
49
74 55
56 48
73
54
47 72 71
46
87 45
69 68
44
67 88 66
33 41 35 35 40
65 76
64
39
37
63
35
62
7 CASE ASSEMBLY, A/TRANS 25 BOLT, CENTER SUPPORT
61 60 SPRING, MANU AL 2-1 BAND SERVO PISTON CUSHION
26 BOLT, FOURTH CLUTCH HOUSING
61 BOLT, LOW AND REVERSE BAND SERVO COVER
33 CLAMP, A/TRANS WIRING HARNESS
62 COVER, LOW AND REVERSE BAND SERVO
35 BOLT, CONTROL VALVE BODY ASSEMBLY
63 GASKET, LOW AND REVERSE BAND SERVO COVER
37 RETAINER, LUBE OIL PIPE
64 RING, LOW AND REVERSE BAND SERVO PISTON PIN RETAINER
39 PIPE, LUBE OIL
65 PISTON, LOW AND REVERSE BAND SERVO
40 SWITCH, A/T FLUID PRESSURE MANUAL VALVE POSITION
66 SEAL, LOW AND REVERSE BAND SERVO PISTON
41 SPRING ASSEMBLY, MANU AL SHIFT SHAFT DETENT
67 RING, LOW AND REVERSE ACCUMULATOR PISTON OUTER OIL SEAL
44 VALVE ASSEMBLY, CONTROL (W/BODY AN D VALVES)
68 PISTON, 1-2 ACCUMULATOR
45 GASKET, CONTROL VALVE BODY 46 PLATE, CONTROL VALVE BODY SPACER
69 RING, LOW AND REVERSE ACCUMULATOR PISTON INNER OIL SEAL
47 GASKET, ACCUMULATOR HOUSING
71 SPRING, LOW AND REVERSE BAND SERVO PISTON
48 GASKET, CONTROL VALVE BODY SPACER PLATE
72 RETAINER, LOW AND REVERSE BAND SERVO PISTON SPRING
49 SPRING, FOURTH CLUTCH ACCUMULATOR PISTON
73 PIN, LOW AND REVERSE BAND SERVO PISTON (SELECTIVE)
50 SPRING, THIRD CLUTCH ACCUMU LATOR PISTON 51 HOUSING, 3RD AND 4TH CLUTCH ACCUMULATOR
74 SPRING, LOW AND REVERSE ACCUMULATOR PISTON
53 BOLT, 3RD AND 4TH CLUTCH ACCUM ULATOR
75 SCREEN, TCC SOLENOID VALVE
54 VALVE, CONTROL VALVE BODY BALL CHECK
76 BOLT, TFP MANUAL VALVE POSITION SWITCH
55 PIN, MANUAL 2-1 BAND SERVO PISTON 56 RING, MA NUA L 2-1 BAND SERVO PISTON PIN RETAINER 57 SEAL, MANU AL 2-1 BAND SERVO PISTON
87 SPACER, LOW AND REVERSE BAND SERVO PISTON 88 SPRING ASSEMBLY, 1-2 ACCUMULATOR PISTON
58 PISTON, MANUAL 2-1 BAND SERVO
XH335077-4L80-E
Figure 103
107
Oil Pump Assembly 215 211
216
239
212 213
217
220
209 206
214
219
236 207 208 237
5 205
203 204
210
218
207 207
235 234
201
202
233
209 211 225
211 232
224 207 223
231
232
5 SEAL, A/TRANS OIL PUMP
221
201 SEAL ASSEMBLY, TORQUE CONVERTER OIL
230
202 BUSHING, TORQUE CONVERTER 203 BODY ASSEMBLY, OIL PUMP
238
204 GEAR, OIL PUMP DRIVEN
229
205 GEAR, OIL PUMP DRIVE
228
206 COVER, OIL PUMP 207 PLUG, OIL PUMP COVER (5) 208 PLUG, ORIFICED CUP, CONVERTER LIMIT VALVE BYPASS (1)
227
209 PLUG, OIL PUMP COVER (2)
226
210 PLUG, ORIFICED CUP, LINE AIR BLEED (1) 211 PIN, PRESSURE REGULATOR VALVE BORE PLUG (3) 212 PLUG, CONVERTER LIMIT VALVE BORE 213 SPRING, CONVERTER LIMIT VALVE 214 VALVE, CONVERTER LIMIT 215 SLEEVE, TCC ENABLE VALVE SPRING RETAINER 216 SPRING, TCC ENABLE VALVE
228 VALVE, REVERSE BOOST 229 RETAINER, PRESSURE REGULATOR VALVE SPRING 230 SPRING, PRESSURE REGULATOR VALVE OUTER 231 VALVE, PRESSURE REGULATOR
217 VALVE, TCC ENABLE
232 PLUG, TCC SHIFT VALVE, LOWER AND PRESSURE REGULATOR VALVE BORE
218 WASHER, THRUST, SELECTIVE
233 BUSHING, TURBINE SHAFT FRONT
219 RING, OIL SEAL, OVERRUN CLUTCH HOUSING
234 BUSHING, TURBINE SHAFT REAR
220 BOLT, OIL PUMP COVER (5)
235 SHAFT, STATOR
221 RING, TCC SHIFT VALVE BORE PLUG RETAINER
236 PLUG, ORIFICED CUP, PRESSU RE REGULATOR VALVE FEEDBACK (1)
223 VALVE, TCC SHIFT
108
227 BUSHING, REVERSE BOOST VALVE
224 SPRING, TCC SHIFT VALVE
237 PLUG, ORIFICED CUP, CONVERTER LIMIT VALVE FEEDBACK (1)
225 SEAT, TCC SHIFT VALVE SPRING
238 SPRING, PRESSURE REGULATOR VALVE INNER
226 RING, RETAINER (REVERSE BOOST VALVE BUSHING)
239 SHIELD, VENT PASSAGE SPLASH
Figure 104
WH181739-4L80-E
Control Valve Body Assembly (1 of 2) 302 301
309 308
307
309 312
315
335
305
316
303
311
303
304
334
303
314 317
305
303 318
310
301 BODY, CONTROL VALVE
313
302 FILTER, PRESSURE CONTROL SOLENOID VALVE FLUID
310
303 PIN, SHIFT VALVE, FLUID FILTER BORE PLUG 304 SEAT, LOW-REVERSE BALL VALVE
313 VALVE ASSEM BLY, 1-2 SHIFT SOLENOID
305 VALVE, LOW-REVERSE BALL
314 VALVE, 1-2 SHIFT
307 SEAL, 3RD BALL VALVE BUSHING
315 SPRING, 1-2 SHIFT VALVE
308 VALVE, 3-4 SHIFT
316 PLUG, SHIFT VALVE FLUID FILTER BORE
309 SPRING, 3-4 SHIFT VALVE
317 FILTER, SHIFT SOLENOID VALVE FLUID
310 BOLT, SOLENOID (1-2 AND 2-3 SHIFT VALVE)
318 PIN, LOW-REVERSE BALL VALVE SEAT
311 VALVE ASSEMBLY, 2-3 SHIFT SOLENOID
334 BUSHING, REVERSE BALL VALVE
312 VALVE, 2-3 SHIFT
335 BUSHING, 3RD BALL VALVE
WH54721-4L80-E
Figure 105
Control Valve Body Assembly (2 of 2) 301
331 303
329
330 328 327
333
324
325
323 320 321
303 322 310 319 301 BODY, CONTROL VALVE 303 PIN, ACCUMULATOR VALVE BORE PLUG, SHIFT VALVE
325 SPRING, TCC REGULATOR APPLY VALVE
310 BOLT, PRESSURE CONTROL SOLENOID CLAMP
327 SPRING, ACTUATOR FEED LIMIT VALVE
319 VALVE, MANUAL
328 VALVE, ACTUATOR FEED LIMIT
320 VALVE ASSEMBLY, PRESSURE CONTROL SOLENOID
329 PLUG, ACCUMULATOR VALVE BORE
321 CLAMP, PRESSURE CONTROL SOLENOID
330 SPRING, ACCUMU LATOR VALVE
322 RETAINER, TCC PWM SOLENOID VALVE
331 VALVE, ACCUMULATOR
323 VALVE ASSEMBLY, TCC PWM SOLENOID
333 RETAINER, ACTUATOR FEED LIMIT VALVE SPRING WH54726-4L80-E
324 VALVE, TCC REGULATOR APPLY
Figure 106
109
Accumulator Assembly
50
49 404 404 405
407 406
408
51
402 53
49 SPRING, 4TH CLUTCH ACCUMU LATOR PISTON
404 SEAL, 3RD AND 4TH CLUTCH ACCUMULATOR PISTON
50 SPRING, 3RD CLUTCH ACCUMU LATOR PISTON
405 PISTON, 3RD CLUTCH ACCUMULATOR
51 HOUSING, 3RD AND 4TH CLUTCH ACCUMULATOR
406 SEAL, 3RD CLUTCH ACCUMU LATOR PISTON INNER
53 BOLT, 3RD AND 4TH CLUTCH ACCUMULATOR HOUSING
407 PISTON, 4TH CLUTCH ACCUMU LATOR
402 RING, 4TH CLUTCH ACCUMULATOR PISTON PIN
408 PIN, 4TH CLUTCH ACCUMU LATOR PISTON
WH40656-4L80-E
110
Figure 107
Overrun Clutch Assembly
501
508
509
534
502
510
511
503
504
512
513
537
514
506
505
518
516 517
515
520
521
507
515 516
519
522
501 RING, TURBINE SHAFT REAR OIL SEAL
514 CARRIER ASSEMBLY, OVERDRIVE
502 SHAFT, TURBINE
515 WASHER, OVERDRIVE CARRIER PINION GEAR THRUST
503 RING, TURBINE SHAFT INTERMEDIATE OIL SEAL
516 WASHER, OVERDRIVE CARRIER PINION GEAR THRUST (STEEL)
504 HOUSING ASSEMBLY, OVERRUN CLUTCH 505 PISTON ASSEMBLY, OVERRUN CLUTCH 506 SPRING ASSEMBLY, OVERRUN CLUTCH 507 RING, OVERRUN CLUTCH SPRING RETAINER 508 PLATE, OVERRUN CLUTCH 509 PLATE ASSEMBLY, OVERRUN CLUTCH 510 PLATE, OVERRUN CLUTCH BACKING 511 RING, OVERRUN CLUTCH BACKING PLATE RETAINER 512 ROLLER ASSEM BLY, OVERDRIVE CLUTCH
517 ROLLER, OVERDRIVE CARRIER PINION GEAR BEARING 518 GEAR, OVERDRIVE CARRIER PINION 519 PIN, OVERDRIVE CARRIER PINION GEAR 520 RETAINER, OVERDRIVE CARRIER PINION GEAR PIN 521 RETAINER, OVERDRIVE CARRIER PINION GEAR PIN 522 RING, OVERDRIVE CARRIER RETAINER 534 PLUG, TURBINE SHAFT 537 VALVE, DIRECT CLUTCH HOUSING BALL CHECK
513 BEARING ASSEMBLY, OVERRUN CLUTCH HOUSING
WH54755-4L80-E
Figure 108
111
Fourth Clutch Assembly
527
529
528
523
530
524
525
531
532
533
526
523 RING, 4TH CLUTCH BACKING PLATE RETAINER
529 HOUSING, 4TH CLUTCH
524 PLATE, 4TH CLUTCH BACKING
530 ORIFICE, 4TH CLUTCH
525 PLATE ASSEMBLY, 4TH CLUTCH
531 SEAL, 4TH CLUTCH PISTON OUTER
526 PLATE, 4TH CLUTCH
532 SPRING ASSEMBLY, 4TH CLUTCH
527 SEAL, 4TH CLUTCH PISTON INNER
533 RING, 4TH CLUTCH SPRING RETAINER
528 PISTON, 4TH CLUTCH
XH335078-4L80-E
112
Figure 109
Forward Clutch Assembly
601
602
606
607
608
685
609
610
611
601 BEARING ASSEMBLY, THRUST CARRIER/ FORWARD CLUTCH 602 HOUSING ASSEMBLY, FORWARD CLUTCH 606 PISTON, FORWARD CLUTCH 607 SPRING ASSEMBLY, FORWARD CLUTCH 608 RING, FORWARD CLUTCH SPRING RETAINER 609 PLATE, FORWARD CLUTCH WAVED 610 PLATE, FORWARD CLUTCH
612
613
614
615
616
611 PLATE ASSEM BLY, FORWARD CLUTCH 612 WASHER, FORWARD CLUTCH HOUSING THRUST 613 HUB, FORWARD CLUTCH 614 WASHER, DIRECT CLUTCH HOUSING THRUST 615 HUB, DIRECT CLUTCH 616 RING, DIRECT CLUTCH HUB RETAINER 685 SEAL ASSEMBLY, FORWARD CLUTCH PISTON INTERMEDIATE
WH54722-4L80-E
Figure 110
113
Direct Clutch and Intermediate Sprag Assembly
616
619
617
622
618
611
537
609
624
623
607
608
625
626
627
537 VALVE, DIRECT CLUTCH HOUSING BALL CHECK
619 PISTON ASSEMBLY, DIRECT CLUTCH
607 SPRING ASSEMBLY, DIRECT CLUTCH
622 SEAL, DIRECT CLUTCH PISTON INTERMEDIATE
608 RING, DIRECT CLUTCH SPRING RETAINER
623 HOUSING ASSEMBLY, DIRECT CLUTCH
609 PLATE, DIRECT CLUTCH APPLY (WAVED)
624 SPRAG ASSEMBLY, INTERMEDIATE CLUTCH
611 PLATE ASSEMBLY, DIRECT CLUTCH
625 RACE, INTERMEDIATE CLUTCH SPRAG (OUTER)
616 RING, DIRECT CLUTCH BACKING PLATE RETAINING
626 RETAINER, INTERMEDIATE CLUTCH SPRAG
617 PLATE, DIRECT CLUTCH BACKING
627 RING, INTERMEDIATE CLUTCH SPRAG RETAINER RETAINING
618 PLATE, DIRECT CLUTCH
XH335079-4L80-E
114
Figure 111
Intermediate Clutch Plates and Manual 2-1 Band
628
629
630
631
632
684
628 BAND ASSEMBLY, MANU AL 2-1
632 PLATE, INTERMEDIATE CLUTCH
629 RING, INTERMEDIATE CLUTCH BACKING PLATE RETAINER
633 RING, CENTER SUPPORT RETAINING
633
684 PLATE, INTERMEDIATE CLUTCH (WAVED)
630 PLATE, INTERMEDIATE CLUTCH BACKING 631 PLATE ASSEM BLY, INTERMEDIATE CLUTCH
XH335080-4L80-E
Figure 112
115
Center Support and Gear Unit Assembly 634
635
636
637
638
639
640
530
678
642
643
644
646 647 648 676
649
690
653
656
654 655
652
652 676
650
681
651
657
691
666 648 647 669 670 677
652
SOME MODELS
660
659
671
672
673
653
656
654 655 652 662 663
664
665
661
674
675
SOME MODELS 682
530 ORIFICE, INTERMEDIATE CLUTCH
659 WASHER, OUTPUT CARRIER THRUST
634 RING, INTERMEDIATE CLUTCH SPRING RETAINER
660 RING, VEHICLE SPEED SENSOR RELUCTOR
635 SPRING ASSEMBLY, INTERMEDIATE CLUTCH
661 CARRIER ASSEMBLY, OUTPUT
636 PISTON, INTERMEDIATE CLUTCH
662 SHAFT, MAIN
637 SEAL, INTERMEDIATE CLUTCH INNER
663 RACE, SUN GEAR REAR THRUST BEARING
638 SEAL, INTERMEDIATE CLUTCH OUTER
664 BEARING ASSEMBLY, SUN GEAR FRONT THRUST
639 RING, DIRECT CLUTCH HOUSING OIL SEAL
665 BEARING ASSEMBLY, SUN GEAR REAR THRUST
640 SUPPORT ASSEMBLY, CENTER
666 GEAR, REAR INTERNAL
642 WASHER, THRUST REACTION CARRIER
669 RACE, REAR INTERNAL GEAR THRUST BEARING
643 SPACER, CENTER SUPPORT
670 RING, MAIN SHAFT RETAINER
644 ROLLER ASSEMBLY, LOW CLUTCH
671 SHAFT ASSEMBLY, OUTPUT
646 RACE, SUN GEAR FRONT THRUST BEARING
672 RING, OUTPUT SHAFT RETAINER
647 BEARING ASSEMBLY, SUN GEAR FRONT THRUST
673 WASHER, OUTPUT SHAFT THRUST
648 RACE, SUN GEAR REAR THRUST BEARING
674 WASHER, THRUST SELECTIVE
649 SHAFT ASSEMBLY, SUN GEAR
675 SEAL, OUTPUT SHAFT
650 GEAR, SUN
676 BUSHING, MAIN SHAFT
651 CARRIER ASSEMBLY, REACTION
677 BUSHING, REAR INTERNAL GEAR
652 WASHER, REACTION CARRIER PINION GEAR THRUST (BRONZE)
678 SLEEVE, CENTER SUPPORT OIL PASSAGE
653 WASHER, REACTION CARRIER PINION GEAR THRUST (STEEL) 654 ROLLER, REACTION CARRIER PINION GEAR BEARING 655 GEAR, REACTION CARRIER PINION 656 PIN, REACTION CARRIER PINION GEAR
681 BUSHING, REACTION CARRIER 682 SLEEVE, TRANSMISSION OUTPUT SHAFT YOKE SEAL 683 SEAL, OUTPUT SHAFT 690 SEAL, CENTER SUPPORT COOLER PIPE CONNECTOR 691 SPACER
657 BAND ASSEMBLY, LOW AND REVERSE
116
683
XH335081-4L80-E
Figure 113
Parking Lock and Actuator Assembly
711
714
709 712
713
708
710
707
703 705
708
704 701
702
FOR MODELS EQUIPPED WITHOUT NSBU SWITCH
701 PLUG, PARKING PAWL SHAFT HOLE
709 PIN, MANUAL SHIFT SHAFT
702 SHAFT, PARKING PAWL
710 ACTUATOR ASSEMBLY, PARKING PAWL
703 PAWL, PARKING
711 LEVER ASSEMBLY, MANUAL SHIFT SHAFT DETENT
704 RETAINER, PARKING PAWL SHAFT
712 NUT, MANUAL SHIFT SHAFT DETENT LEVER
705 SPRING, PARKING PAWL
713 BRACKET, PARKING PAWL ACTUATOR
707 SEAL, MANUAL SHIFT SHAFT
714 BOLT, PARKING PAWL ACTUATOR BRACKET
708 SHAFT, MANUAL SHIFT
WH40633-4L80-E
Figure 114
117
BASIC SPECIFICATIONS
HYDRA-MATIC 4L80-E TRANSMISSION Produced at: Ypsilanti, Michigan U.S.A.
RPO MT1
Vehicles used in:
HYDRA-MATIC 4L80-E (FOUR-SPEED)
DIVISION
MODEL
C/K Truck
Chevrolet/GMC
Suburban
G Van
Chevrolet/ GMC
Express/Savana
P Truck
Chevrolet/GMC
Bus/Commercial
Transmission Drive Rear Wheel Drive 4-Wheel Drive
Transmission Weight Dry: 107 kg (236 lb) Wet: 118 kg (260 lb)
Transmission Type 4L80-E = 4: Four Speed L: Longitudinal Mount 80: Product Series E: Electronically Controlled
Converter Size 310 mm (Reference)
Automatic Overdrive with a Torque Converter Clutch Assembly.
Control Systems Shift Pattern – (2) Two-way on/off solenoids Shift Quality – Pressure Control Solenoid Torque Converter Clutch – Pulse Width Modulated solenoid control Gear Ratios 1st 2nd 3rd 4th Rev
2.482 1.482 1.000 0.750 2.077
Maximum Engine Torque 597 N•m (440 lb ft)
Converter Bolt Circle Diameters 292.1 mm (Reference - 6 Lugs) Converter Stall Torque Ratio Range 2.1 to 2.6 Converter “K” Factor Range 87 to 125 Not all “K” Factors are applicable across the entire range of Converter Stall Torque Ratios.
Transmission Packaging Information Engine Mounting Face to: – Rear of Case 660.7 mm (Reference - Less Extension)
–
Rear of Case Extension 800.2 mm (Base Reference) 824.2 mm heavy duty (Reference)
–
Rear of Output Shaft 817.3 mm (Base Reference) 811.3 mm heavy duty (Reference) 736.8 mm 4 x 4 (Reference) 838.8 mm long heavy duty (Reference)
–
Converter Lug 22.7 mm (Recommended Position)
Maximum Gearbox Torque 1200 N•m (885 lb ft) Maximum Shift Speed 1-2 6,000 RPM 2-3 6,000 RPM 3-4 6,000 RPM Maximum Gross Vehicle Weight 7,484 kg (16,500 lb) (Some Models) Maximum Gross Combined Vehicle Weight 9,072 kg (21,000 lb) (Some Models) Transmission Fluid Type Dexron® III Transmission Fluid Capacity (Approximate) Bottom Pan Removal: 7.3 L (7.7 qt) Dry: 12.8 L (13.5 qt)
118
One-Piece Case with Separate Extension All dimensions shown are nominal.
Seven Position Quadrant (P, R, N, D , D, 2, 1) Pressure Taps Available Line Pressure Drain Plug Standard Information may vary with application. All information, illustrations and specifications contained in this brochure are based on the latest product information available at the time of publication approval. The right is reserved to make changes at any time without notice.
HYDRA-MATIC PRODUCT DESIGNATION SYSTEM The product designation system used for all Hydramatic 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.
transmission but not specific to a front or rear wheel drive vehicle application.
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
The fifth character designates the major features incorporated into this unit. For example, the letter “E” designates that the unit has electronic controls.
The third and fourth characters consists of a set of numbers, (i.e. “80”), that designate the transaxle or transmission “Series” number. This number signifies the relative torque capacity of the unit.
By using this method of classification, the Hydramatic 4L80-E is a 4-speed, longitudinally mounted, 80 series unit, with electronic controls.
HYDRA-MATIC 4L80-E HYDRA-MATIC
4
L
80
E
Number of
Type:
Series:
Major Features:
Speeds:
T - Transverse
Based on
E - Electronic Controls
3
L - Longitudinal
Relative
A - All Wheel Drive
4
M - Manual
Torque
HD - Heavy Duty
5
Capacity
V (CVT)
119
GLOSSARY OF TECHNICAL TERMS Accumulator: A component of the transmission that absorbs hydraulic pressure during the apply of clutch or band. Accumulators are designed to control the quality of a shift from one gear range to another. Adaptive Learning: Programming within the PCM that automatically adjusts hydraulic pressures in order to compensate for changes in the transmission (i.e. component wear). Applied: An apply component that is holding another component to which it is splined or assembled with. Also referred to as “engaged ”. 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.
Control Valve Body: A machined metal casting that contains valve trains and other hydraulically controlled components that shift the transmission. Converter: (See Torque Converter) Coupling Speed: The speed at which a vehicle is traveling and no longer requires torque multiplication through the torque converter. At this point the stator free wheels to allow fluid leaving the turbine to flow directly to the pump. (See torque converter) De-energize(d): To interrupt the electrical current that flows to an electronically controlled device making it electrically inoperable. Direct Drive: A condition in a gear set where the input speed and torque equals the output speed and torque. The gear ratio through the gear set is 1:1.
Apply Plate: A steel clutch plate in a clutch pack located next to the (apply) piston.
Downshift: A change in a gear ratio where input speed and torque increases.
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.
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.
Backing Plate: A steel plate in a clutch pack that is usually the last plate in that clutch assembly (farthest from the clutch piston). 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. Clutch Plate: A hydraulically activated component that has two basic designs: (1) all steel, or (2) a steel core with friction material bonded to one or two sides of the plate. Component: Any physical part of the transmission.
120
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). Freewheeling: A condition where power is lost through a driving or holding device (i.e. roller or sprag clutches). 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. Hydraulic Circuit: A fluid passage which often includes the mechanical components in that circuit designed to perform a specific function. Input: A starting point for torque, revolutions or energy into another component of the transmission. Internal Gear: The outermost member of a gear set that has gear teeth in constant mesh with planetary pinion gears of the gear set. Internal Leak: Loss of fluid pressure in a hydraulic circuit.
Powertrain Control Module: 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: 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. Race (Inner or Outer): A highly polished steel surface that contacts bearings or sprag elements. Reduction (Gear Reduction): An operating condition in the gear set allowing output speed to be lower than input speed and output torque to be higher than input torque. Residual Fluid Pressure: Excess pressure contained within an area after the supply pressure has been terminated.
Land (Valve Land): The larger diameters of a spool valve that contact the valve bore or bushing.
Roller Clutch: A mechanical clutch (holding device) consisting of roller bearings assembled between a race and a cam.
Line Pressure: The main fluid pressure in a hydraulic system created by the pump and pressure regulator valve.
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.
Manual Valve: A spool valve that distributes fluid to various hydraulic circuits and is mechanically linked to the gear selector lever.
Solenoid Valve: An electronic device used to control transmission shift patterns or regulate fluid pressure.
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.
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. 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.
Planetary Gear Set: An assembly of gears that consists of an internal gear, planet pinion gears with carrier, and a sun gear. 121
ABBREVIATIONS LIST OF ABBREVIATIONS WHICH MAY BE USED IN THIS BOOK AC - Alternating Current A/ - Air Conditioning ACC or ACCUM - Accumulator ACT FD - Actuator Feed (circuit) APP - Apply ASM - Assembly A/T - Automatic Transmission BD - Band °
C - Degrees Celsius CL - Clutch CONV - Converter CST CL - Coast Clutch (circuit) CTS - Coolant Temperature Switch DCF - Direct Clutch Feed (circuit) DLC - Diagnostic Link Connector DR - Drive (circuit) DTC - Diagnostic Trouble Code D21 - Drive 21 (circuit) D321 - Drive 321 (circuit) ECT - Engine Coolant Temperature Sensor EX - Exhaust (circuit)
N - Neutral N.C. - Normally Closed N•m - Newton Meters N.O. - Normally Open OSS - Output Shaft Speed (Sensor) P - Park PCM - Powertrain Control Module PCS - Pressure Control Solenoid PRESS REG - Pressure Regulator PRN - Park, Reverse, Neutral (circuit) PRND4 - Park, Reverse, Neutral, Drive 4 (circuit) PSA - Pressure Switch Assembly PSI - Pounds per Square Inch PWM - Pulse Width Modulated R - Reverse REG - Regulated (circuit) REL - Release (circuit) REV - Reverse RPM - Revolutions per Minute SIG - Signal SOL - Solenoid
Hg - Mercury Hz - Hertz
TCC - Torque Converter Clutch TCC R APP - TCC Regulated Apply (circuit) TCM - Transmission Control Module TFT - Transmission Fluid Temperature Sensor TPS - Throttle Position Sensor TRANS - Transaxle or Transmission T SIG - Torque Signal T SIG (PWM) - Torque Signal (PWM)
ISS - Input Speed Sensor INT BAND - Intermediate Band (circuit) INT BD FD - Intermediate Band Feed (circuit)
V - Volts VCM - Vehicle Control Module VSS - Vehicle Speed Sensor
KMH - Kilometers Per Hour kPa - KiloPascals
2ND CL - Second Clutch
°
F - Degrees Fahrenheit FD - Feed (circuit) FILT ACT FD - Filtered Actuator Feed FWD CL - Forward Clutch
LBS. FT. - Pounds Foot LBS. IN. - Pounds Inch LIM - Limit (circuit) MAF - Mass Air Flow Sensor MAP - Manifold Absolute Pressure Sensor MM - Millimeter(s) MPH - Miles Per Hour
122
INDEX A Abbreviations ........................................................................... 122 Accumulators ......................................................................... 34-35 1-2 accumulator............................................................... 35 3rd clutch accumulator .................................................... 34 4th clutch accumulator .................................................... 35 Accumulator Valve ..........................................................................32 Actuator Feed Limit Valve.............................................................. 32 Apply Components ................................................................ 15-25 direct clutch ..................................................................... 20 forward clutch ................................................................. 19 intermediate clutch .......................................................... 23 intermediate sprag clutch ................................................ 22 low and reverse band ...................................................... 25 low and reverse band servo ............................................. 25 low roller clutch .............................................................. 24 manual 2-1 band .............................................................. 21 manual 2-1 band servo .................................................... 21 overdrive roller clutch ..................................................... 18 overrun clutch ................................................................. 17 4th clutch ......................................................................... 16 B Basic Specifications ................................................................. 118 Bushing and Bearing Locations ............................................... 103 Ball Check Valves Location and Function ........................... 36-37 C Case and Associated Parts ................................................. 105-107 Color Legend ....................................................................... 10A-B Complete Hydraulic Circuits ............................................... 75-102 park ............................................................................. 76-77 reverse ........................................................................ 78-79 neutral ......................................................................... 80-81 overdrive range – first gear ........................................ 82-83 overdrive range – second gear ................................... 84-85 overdrive range – third gear ....................................... 86-87 overdrive range – fourth gear (TCC released) ........... 88-89 overdrive range – fourth gear (TCC applied) ............ 90-91 overdrive range – 4-3 downshift ................................ 92-93 overdrive range – 3-2 downshift ................................ 94-95 manual third – third gear ............................................ 96-97 manual second – second gear .................................... 98-99 manual first – first gear .......................................... 100-101 lubrication points .......................................................... 102 Contents, Table of ........................................................................ 2 Control Valve Body Assembly ................................................ 109 Converter Limit Valve ............................................................... 31 Cross Sectional Views ............................................................ 8-8A
automatic transmission input (shaft) speed sensor ......... 41 automatic transmission output (shaft) speed sensor ....... 41 automatic transmission fluid temperature sensor ........... 42 shift solenoid valves ........................................................ 43 TCC PWM solenoid valve .............................................. 44 pressure control solenoid valve ....................................... 45 components external to the transmission ........................ 46 Explanation of Gear Ranges ......................................................... 9 F Fail Safe Mode ........................................................................... 39 First Gear (overdrive) ................................................ 56-57, 82-83 G General Description ...................................................................... 9 Glossary Of Technical Terms .................................................. 120 H How To Use This Book ............................................................ 4-5 Hydra-matic Product Designation System ............................... 119 Hydraulic Control Components ............................................ 28-37 location of major components ......................................... 28 oil pump assembly .......................................................... 29 pressure regulation .......................................................... 30 valves located in the oil pump assembly ........................ 31 valves located in the control valve body ................... 32-33 accumulators .............................................................. 34-35 ball check valves location and function ..................... 36-37 I Illustrated Parts List .......................................................... 105-117 case and associated parts ........................................ 105-107 oil pump assembly ........................................................ 108 control valve body assembly ......................................... 109 accumulator assembly ................................................... 110 overrun clutch assembly ............................................... 111 fourth clutch assembly .................................................. 112 forward clutch assembly ............................................... 113 direct clutch and intermediate sprag assembly ............. 114 intermediate clutch plates and manual 2-1 band .......... 115 center support and gear unit assembly.......................... 116 parking lock and actuator assembly .............................. 117 Intermediate Clutch .................................................................... 23 Intermediate Sprag Clutch .......................................................... 22 Introduction .................................................................................. 3 L Low and Reverse Band Assembly ............................................. 25 Low and Reverse Band Servo Assembly ................................... 25 Lubrication Points .................................................................... 102
E Electrical Components .......................................................... 39-46 component locations ....................................................... 39 fail safe mode .................................................................. 39 automatic transmission fluid pressure manual valve position switch ............................................................ 40
M Major Mechanical Components ................................................. 10 Manual First – First Gear ...................................... 72-73, 100-101 Manual Second – Second Gear ................................. 70-71, 98-99 Manual Third – Third Gear ....................................... 68-69, 96-97
123
INDEX Manual 2-1 Band Assembly ....................................................... 21 Manual 2-1 Band Servo Assembly ............................................ 21 Manual Valve ............................................................................. 32
hydraulic control components .................................... 28-37 electrical components ................................................. 39-46 R
N Neutral
.................................................................... 54-55, 80-81
Range Reference Charts ....................................................... 11, 74 Reverse .................................................................... 52-53, 78-79 Reverse Boost Valve .................................................................. 31
O Oil Pump Assembly ........................................................... 31, 108 Overdrive Range – First Gear ................................... 56-57, 82-83 Overdrive Range – Fourth Gear (TCC Released) ..... 62-63, 88-89 Overdrive Range – Fourth Gear (TCC Applied) ...... 64-65, 90-91 Overdrive Range – Second Gear ............................... 58-59, 84-85 Overdrive Range – Third Gear .................................. 60-61, 86-87 Overdrive Range – 4-3 Downshift .................................. 66, 92-93 Overdrive Range – 3-2 Downshift .................................. 67, 94-95 Operating Conditions - Range Reference Chart ........................ 74 P Park ............................................................................ 50-51, 76-77 Parking Lock and Actuator Assembly ..................................... 117 Planetary Gear Sets ............................................................... 26-27 description ....................................................................... 26 reduction.......................................................................... 26 direct drive ...................................................................... 26 overdrive ......................................................................... 26 reverse direction of rotation ............................................ 26 Power Flow ............................................................................ 47-73 mechanical powerflow from TCC .......................... 48-48A common hydraulic functions ................................... 48B-49 park ............................................................................. 50-51 reverse ........................................................................ 52-53 neutral ......................................................................... 54-55 overdrive range – first gear ........................................ 56-57 overdrive range – second gear ................................... 58-59 overdrive range – third gear ....................................... 60-61 overdrive range – fourth gear .................................... 62-63 overdrive fourth, TCC released to applied ............. 64-64A overdrive fourth, TCC applied to released ............. 64B-65 overdrive range – 4-3 downshift ............................. 66-66A overdrive range – 3-2 downshift ............................. 66B-67 manual third – third gear ............................................ 68-69 manual second – second gear .................................... 70-71 manual first – first gear .............................................. 72-73 Preface ....................................................................................... 1 Pressure Control Solenoid Valve ............................................... 45 Pressure Regulation .................................................................... 30 Pressure Regulator Valve ........................................................... 31 Principles of Operation......................................................... 9A-46 major mechanical components ........................................ 10 color legend .............................................................. 10A-B range reference chart ....................................................... 11 torque converter ......................................................... 12-14 apply components ...................................................... 15-25 planetary gear sets ...................................................... 26-27
124
S Seal Locations .......................................................................... 104 Shift Solenoid Valves ................................................................. 43 Stator Assembly ......................................................................... 13 T Table of Contents ......................................................................... 2 TCC Enable Valve ..................................................................... 31 TCC PWM Solenoid Valve .................................................. 32, 44 TCC Regulator Apply Valve........................................................... 32 TCC Shift Valve ......................................................................... 31 TFP Manual Valve Position Switch ........................................... 40 Third Gear (overdrive) .............................................. 60-61, 86-87 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........................... 64B-65, 90-91 Torque Converter Clutch Released .................................... 64-64A TFT sensor .................................................................................. 42 Transmission Adapt Function .................................................... 45 U Understanding The Graphics .................................................. 6-8A V Valves Located In The Control Valve Body ............................ 32-33 accumulator valve................................................................ 32 actuator feed limit valve ...................................................... 32 TCC PWM solenoid valve .................................................. 32 TCC regulator apply valve .................................................. 32 pressure control solenoid valve ...........................................32 manual valve ................................................................... 32 3-4 shift valve ................................................................. 32 2-3 shift solenoid valve ................................................... 32 2-3 shift valve ................................................................. 33 1-2 shift solenoid valve ................................................... 33 1-2 shift valve ................................................................. 33 Valves Located In The Oil Pump Assembly.............................. 31 converter limit valve ....................................................... 31 pressure regulator valve .................................................. 31 reverse boost valve .......................................................... 31 TCC enable valve ............................................................ 31 TCC shift valve ............................................................... 31
NOTES
125
