4L80E Hydraulic Book
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HYDRA-MATIC
4L80-E CONTENTS INTRODUCTION ..................................................................................... 3 HOW TO USE THIS BOOK ...................................................................... 4 UNDERSTANDING THE GRAPHICS ....................................................... 6 TRANSMISSION CUTAWAY VIEW (FOLDOUT) ....................................... 8 GENERAL DESCRIPTION ....................................................................... 9 PRICIPLES OF OPERATION .................................................................. 9A MAJOR MECHANICAL COMPONENTS (FOLDOUT) ...................... 10 RANGE REFERENCE CHART ......................................................... 11 TORQUE CONVERTER .................................................................. 12 APPLY COMPONENTS ................................................................. 15 PLANETARY GEAR SETS ............................................................. 26 HYDRAULIC CONTROL COMPONENTS ........................................ 28 ELECTRICAL COMPONENTS ........................................................ 39 POWER FLOW ...................................................................................... 47 COMPLETE HYDRAULIC CIRCUITS ..................................................... 75 LUBRICATION POINTS ....................................................................... 102 BUSHING & BEARING LOCATIONS ................................................... 103 SEAL LOCATIONS .............................................................................. 104 ILLUSTRATED PARTS LIST ................................................................ 105 BASIC SPECIFICATIONS .................................................................... 118 PRODUCT DESIGNATION SYSTEM ................................................... 119 GLOSSARY ........................................................................................ 120 ABBREVIATIONS ............................................................................... 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 transaxle or transmission know-how may find this publication somewhat technically complex if additional instruction is not provided. Since the intent of this book is to explain the fundamental mechanical, hydraulic and electrical operating principles, technical terms used herein are specific to the transmission industry. However, words commonly associated with the specific transaxle or transmission function have been defined in a Glossary rather than within the text of this book. The Hydra-matic 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. 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 POWERTRAIN GROUP General Motors Corporation ALL RIGHTS RESERVED
All information contained in this book is based on the latest data available at the time of publication approval. The right is reserved to make product or publication changes, at any time, without notice. No part of any GM Powertrain publication may be reproduced, stored in any retrieval system or transmitted in any form or by any means, including but not limited to electronic, mechanical, photocopying, recording or otherwise, without the prior written permission of Powertrain Group of General Motors Corporation. This includes all text, illustrations, tables and charts.
1
INTRODUCTION The Hydra-matic 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 of the mechanical, hydraulic and electrical components are presented in a sequential and functional order to better explain their operation as part of the system. In the first section of this book entitled “Principles of Operation”, exacting explanations of the major components and their functions are presented. In every situation possible, text describes component operation during the apply and release cycle as well as situations where it has no effect at all. The descriptive text is then supported by numerous graphic illustrations to further emphasize the operational theories presented. The second major section entitled “Power Flow”, blends the information presented in the “Principles of Operation” section into the complete transmission assembly. The transfer of torque from the engine through the transmission is graphically displayed on a full page while a narrative description is provided on a facing half page. The opposite side of the half page contains the narrative description of the hydraulic fluid
as it applies components or shifts valves in the system. Facing this partial page is a hydraulic schematic that shows the position of valves, 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.
HOW TO USE THIS BOOK LARGE CUTAWAY VIEW OF TRANSAXLE (FOLDOUT)
HALF PAGE TEXT FOR EASY REFERENCE TO BOTH PAGES
RANGE REFERENCE CHART
RK ) PA nning
➤
(En
su mp tra pu Preses pu to the hen mand ulat rdingents. Wthe defrom accoirem ceeds, fluidr requut ex sure lato outp e presre regu of linpressu the
NO POWER TRANSMITTED TO DIFFERENTIAL ASSEMBLY
4
MANUAL 2-1 BAND SERVO (55–60)
➤
DRIVE
ACTUATOR FEED
D321 D 21 LO
LINE ➤
➤
FILTERED ACTUATOR FEED
PRN REVERSE
PRN
EX
➤
➤
FILTERED ACTUATOR FEED
➤
➤ ➤
➤
ORIFICED EX
➤
EX
➤
ACTUATOR FEED
2-3 SIGNAL
➤
4TH CL FD EX FBA
➤ ➤
EX EX
EX
➤
PRN
REVERSE
BOOST
ACTUATOR FEED ➤
4TH CL FD
FILTER (302)
FILTERED ACTR FD
PRN
➤
3-4 SHIFT
5 EX
50
➤
PARKING PAWL RETURN SPRING (705)
15
ORIFICED EX
4TH CLUTCH
EX
Figure 47
Figure 46
50
➤
1-2 SIG
➤
SIGNAL PRESSURE CONTROL SOLENOID VALVE (320)
➤
➤ TORQUE
CO MP LE TE HY DR PA AULI GE B C 76 CIR CU IT
PARKING PAWL (703) ENGAGED
PARKING PAWL ACTUATOR ASSEMBLY (710)
OVERDRIVE INTERNAL GEAR DRIVEN
Figure 6
N.O. OFF
LINE
➤
MAIN SHAFT (662)
EX ➤
➤
➤
PARKING PAWL ACTUATOR ASSEMBLY (710)
CONTROL VALVE ASSEMBLY (44)
➤
3RD CLUTCH FEED
➤
➤
MANUAL 2-1 BAND ASSEMBLY (628)
1-2 SIGNAL
➤ ➤
➤
➤
PRN
➤
8
MANUAL SHIFT SHAFT (708)
1-2 SIGNAL
LO
PRND4
➤
2-3 SOL
2-3 SHIFT VALVE
3 ➤
2-3 SIGNAL
PRESSURE REG
➤ ➤
➤
TORQUE SIGNAL
➤
➤
FILTER ASSEMBLY (31)
REV EX 2-3 DRIVE DRIVE
➤
➤
PRN
➤
➤
PRND4
➤
➤
➤
4
2-3 DRIVE 5 ➤
➤
TORQUE SIGNAL
➤
ON ➤
19
➤
ORIFICED ACTUATOR FEED
➤
ACTUATOR FEED ➤
LINE
➤
PRND4
LINE
➤
➤
PRN
➤ ➤
ACT FD LIMIT
TORQUE SIG ➤
EX
➤
ACTUATOR FEED
➤
DRIVE
EX
➤
OIL PAN (28)
1-2 SOL
1-2 SIGNAL REVERSE 2-3 SIGNAL
DRIVE
REV
➤
➤
LINE (from Pump)
PRND4
N.O.
➤
TFP SWITCH
LO ALL PRND43 SWITCHES N.O.
➤
PRESSURE CONTROL SOLENOID (320)
CONVERTER STATOR ASSEMBLY
CONVERTER TURBINE ASSEMBLY
PRESSURE PLATE ASSEMBLY
INPUT SPEED SENSOR ASSEMBLY (22)
➤
➤
REV
➤
➤
CONV FD
➤
LINE
LINE
OUTPUT SHAFT ASSEMBLY (671) HELD
OUTPUT CARRIER ASSEMBLY (661) HELD
LOW AND REVERSE BAND ASSEMBLY (657) MANUAL SHIFT SHAFT DETENT LEVER ASSEMBLY (711)
REV
ACTR FD
➤
2
➤
PRND43
➤
➤
➤
ORIFICE CUP PLUG (236)
SUCTION
➤
TURBINE SHAFT (502)
➤
20
LINE
➤
CONVERTER HUB
FORWARD CLUTCH HOUSING (602)
➤
➤
PARKING PAWL (703)
SUN GEAR SHAFT (649)
LUBE PIPE (39)
➤
1-2 SHIFT VALVE
OVERDRIVE CARRIER OVERDRIVE ASSEMBLY (514) ROLLER CLUTCH (512) HOLDING
SUN GEAR (650)
1
PRND43
PRESSURE TAP (24) ➤
OUTPUT SPEED SENSOR ASSEMBLY (22)
TORQUE CONVERTER ASSEMBLY (1)
2
➤
AIR BLEED (210)
TURBINE SHAFT (502)
CASE ASSEMBLY (7)
D
FILTER (317)
REAR LUBE
➤
EX
➤
RND
➤
➤
P
OVERDRIVE CARRIER OVERDRIVE PINION GEARS TURBINE SUN HELD SHAFT GEAR (502)
OVERRUN CLUTCH HOUSING (504)
PUMP ASSEMBLY (4)
TORQUE CONVERTER ASSEMBLY (1)
OUTPUT SHAFT (671)
ACTR FD
➤
1
MANUAL VALVE ➤
HELD
PRND4 PRND43
➤
PARK (Engine Running)
➤
➤
STATOR ROLLER CLUTCH ASSEMBLY
➤
➤
➤
4 POWERFLOW TERMINATED
➤
CASE EXTENSION (19)
3 OVERDRIVE INTERNAL GEAR DRIVEN
PRND43
2c 2d OVERDRIVE OVERDRIVE ROLLER CARRIER CLUTCH PINION GEARS (512) (518) HOLDING HELD
PRND4 ➤
1 POWER FROM TORQUE CONVERTER (1)
OUTPUT CARRIER ASSEMBLY (661)
➤
REAR INTERNAL GEAR (666)
➤
CONVERTER PUMP ASSEMBLY
REACTION CARRIER ASSEMBLY (651)
➤
INTERMEDIATE LOW SPRAG ROLLER CLUTCH CLUTCH ASSEMBLY ASSEMBLY (624) (644)
➤
INTERMEDIATE CLUTCH ASSEMBLY (629–640)
➤
DIRECT CLUTCH ASSEMBLY (616–623)
➤
FORWARD CLUTCH ASSEMBLY (601–616)
OVERDRIVE CARRIER ASSEMBLY (514)
➤
OVERRUN CLUTCH ASSEMBLY (504–511)
u
➤
FOURTH CLUTCH ASSEMBLY (523–533)
➤
OVERDRIVE ROLLER CLUTCH ASSEMBLY (512)
eR
➤
OIL PUMP ASSEMBLY (4)
(Engine Running)
FBA
HYDRA-MATIC 4L80-E
gin
(P) Park l the e oi r in th leve fromwing: ctor sure follo sele pres the gthe line ed to 8): Re) re 21 ith n, W sitio rect Valve( essu po p is di lator (line prion pum re Reguoutputnsmissmp
PARK
51
PAGE NUMBER — FOR REFERENCE TO FLUID FLOW SCHEMATIC
FLUID FLOW SCHEMATIC — (FOLDOUT)
FLUID FLOW THROUGH COMPONENTS (FOLDOUT) RK g) PA nnin Ru
e gin (En
➤
➤
➤
➤
➤
➤ ➤
➤
➤
22
22
43
17
42
47
42 41
(39)
➤
5 43 19
➤
20
➤
41
➤
21 22
23
43
16
50
➤
21
19
45 43 18
➤
➤
➤
➤
39
2
45
47
47
(317)
➤
45
31 23
14
5
20
40
34
28
14
14
37 38
47
38
32
43
47
28
34
28
14
26
14
34 26 17
37
35 43
46
38
27
26
22
NOTE: 24
31
40 26
32 31
24
34 30
17 34
21
19
33
31
45
26
20
43
46
31 23
36
37
6
45
18
34
4
36
5
25
43
26
26
26
18
37
37 43
22 19
42
39
40 2
2
3
35
31
20 43
43
19 19
24 23
45
5
43
43 20
19 24
33
42 31
45 34
26
45
18 36
36 37
5
#7
42 41 39 5
22
43
18
33
3
37
5
CONTROL VALVE BODY (44) (Case Side)
44
41
2
20
14 20
42
41
39 16 20 20 43
19
37
3
DRIVE
➤
ACTUATOR FEED
19
➤
➤
➤
2ND CLUTCH
➤
ACTR FD
FILT ACTR FD
➤
PRND4
DRIVE
5
➤
➤
➤
RBA
➤ ➤
➤
2ND CLUTCH
REAR BAND APPLY
➤
2ND CL
➤
2ND CL
2-3 DRIVE
4TH CLUTCH FEED PRND4 ➤
REV ➤
1-2 SIGNAL
➤
43 46 33
42
43
(302)
32
26
-
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
➤ ➤
ACTUATOR FEED
47 2
20
REAR BAND APPLY ➤
5
31
22
➤
14
26i/28
43
42
39
39 2
42
25
➤ 44a
42c
39e
42d
LO
19b
40
39c
43a
40
39d
39b
5a
40a
39a
GASKET (48) CASE (7)
GASKET (47) (Accumulator Housing to Spacer Plate)
REVERSE
➤ ➤
➤ ➤
➤
➤
DRIVE
36
39
23
45
18
2
5
➤
➤
PRND43
RBA
REVERSE
➤
➤ ➤
➤
➤
PRND43
ACTR FD ➤
2-3 SIG
REVERSE
REV EX
ACTR FD
LINE
47
47
26h
42
22
43
43
37 2
REVERSE
3RD CL
PRND4
D21
EX
➤
D 21
EX LO
D321
REAR LUBE
LINE ➤
PRND4 PRND43
DRIVE
PRND4
➤
3RD/REV
REVERSE
➤
CENTER LUBE ACCUM
REVERSE
3RD/REVERSE
ACCUMULATOR
26j
PRND43
26i
35a
28a
26g
26h
➤
17a
28
28
33b
33c
34c
34b
31b
33a
4TH CL FD 4TH CL
➤ ➤
D 21
FRONT BAND APPLY
2-3 SIGNAL
➤
FBA 31d
37e
34
34
31c
37d
16b
37b
41a
31a
41
PRN D 21 D 21 D 21
37c
➤ 16a
26f
26e ➤
TORQUE SIGNAL
➤
➤
EX
PRN ➤
LINE ➤
➤ PRN
EX
➤
43e
3RD CL FD
ACCUM
FBA
4TH CL
4TH CL 3RD CL 37f
34a
32
➤
EX EX
EX
ACTUATOR FEED
REVERSE
DRIVE
32
ACCUM
26c
26d
14c
14d
38
38
➤
ACCUMULATOR FILTERED 2-3 DRIVE
TCC SIGNAL
➤
DRIVE LINE ➤
➤
➤
➤
➤
LO
➤
CENTER LUBE RELEASE
4TH CLUTCH
➤
➤
LO
➤
APPLY/RETURN
RELEASE
DRIVE ➤
➤
➤ ➤
➤
CASE (7)
FRONT LUBE
➤
➤
➤
➤
➤ ➤
PRESSURE REG
LO
➤
FILTERED ACTR FD EX FILTERED ACTR FD ACTUATOR FD
➤
➤
OVERRUN CLUTCH
➤
LO
➤
BOOST
➤
➤
➤
➤
28a
17
34 41
19 5
47
17a
32a
SPACER PLATE (46) 41
43
19
L
DRIVE
➤
➤
➤
➤
➤
➤
47 20
26g
#11
4
3 2
40
9
43
24
18
47
39
22
5
14
A
➤
44
42
5
2
20
N
REVERSE
CL U TC H
G
➤
TCC SIGNAL
➤
➤ ➤
49 ➤
45
45
47
5 31
2
43f 43h
41 39
SI
➤
2
(90)
20
2
➤
➤
➤
➤ ➤
➤ ➤
COOLER
30 25
47
35
34
21
37
47
28 47 47
47
36
26j/28
47
47
46
45
37
21
➤
34a
36
16 40
6
18
13
CASE (7) (Control Valve Body Side)
3-
SUCTION
➤
➤ ➤
REG CONV FD
➤
➤
➤
8
➤
➤
➤
DRIVE
➤
➤
➤ ➤
➤
➤ ➤
TCC SIGNAL
➤
CONV CLUTCH SHIFT
➤
➤
➤
➤
➤
CASE (7)
➤
➤
26f/32
17
38 5 2
42
34c 16
31d
14
45
25
14
43g
46a/45
26
32
19 26
47
35a
15
34b
37f
47
19c 24/19d
47
ACCUMULATOR HOUSING (51)
40
18a
SPACER PLATE (46)
D321 ➤
➤
47
➤
)8( ➤
D2
D321
REVERSE
8
38a
16
RU
#1
ACTUATOR FEED
➤
➤
M
16
38
➤
26d/38
46b/45
33c 23a 23/24c 24a
31c 23/24b 17 18
37e
26e/32
14d
31a
14 ➤
14
N
2ND CL DRIVE
CONTROL VALVE BODY (44) GASKET (45) 23
➤
14c
N
ER
➤
26c/38
26a/27
30
PRND4
26b
42 30
20d/22
20 ➤
47
47 34
27
19 ➤
43e 20c/21 22
➤
44
47
U
12
U
V
24
DRIVE
DRIVE
1
6
28
28
26
REV ➤
➤
24 17
34
O
➤
21
19c
TFP SWITCH
31b 12
45a
40a
30a
37
PRND4
➤
OVERRUN CLUTCH LINE
20b
LO ALL PRND43 SWITCHES N.O.
RR
E
PRESSURE TAP (24)
➤
22
REV
#7 RBA
V
➤
OIL PAN (28)
20a
19d
PRND43
➤
➤
76
FILTER ASSEMBLY (31)
FILTER (317) ➤
LUBE PIPE (39)
➤
LO
CC
O
➤
➤
20c
5c
➤
➤
➤
1
➤
PRESSURES INTAKE & DECREASE (SUCTION) CONVERTER & LUBE MAINLINE SOLENOID SIGNAL "ON" SOLENOID SIGNAL "OFF" ACCUMULATOR ACTUATOR FEED TORQUE SIGNAL
21
35
2
➤
➤
D
➤
LO
ON
➤
RND
➤
➤
LINE
➤
P
➤ ➤
➤
MANUAL VALVE ➤
➤
➤
2d
42b
EX N.O.
1-2 SIGNAL
FILTERED ACTUATOR FEED DRIVE
➤
➤
➤
20f 20e ➤
➤
➤
REVERSE OVERRUN CLUTCH DRIVE
20
1-2 SIGNAL 1-2 SOL
REV ACTR FD
#9
26
37
47
20b
13
4
45b
36b
37d
37c
43
34
➤
➤
5e/6
47 32
A
➤
➤
REGULATED APPLY
PUMP COVER (206)
REV REV
43c
2-3 DRIVE
1-2 SHIFT VALVE
FILTER (302)
5
5d
25a
44
31
45
45
43b
➤
➤
10
20a
43d
19b
42b 18b
34 47
1
14
43
47 14
47 22b
43c 43b
39c 1
39b/40 18a 33a/34 37b 3b/4 11 ➤ 3 33b/34 36a
2c 42a
26
37
19
47
47
5c
39e 5b
22a
43a
37a/19
3a
34
#6
37
➤
2a
45
14
4
TORQUE SIGNAL
PRESSURE CONTROL SOLENOID VALVE (320)
26
➤
7
➤
35
24
47 ➤
2
47
38 2 14
19a 39a/40
➤
24
23
17
12
REV
3-
REGULATED APPLY ORIFICED REG APPLY ➤
14a 2
20d
5b
5a 14b
(39) 50
37
19 43d
33
4 2c
2b
30
2ND CLUTCH
22
3
47 42d
16b/41
2b
20e
20f
2
20
44
33
5
#4
23 18
24a
H
OFF
3 ➤
14b
LINE
24b
14a 20
19
31
#5
4T
3a
3b
LINE
➤
➤
EX ➤
➤
ACTUATOR FEED
18
40
40
CASE (7) (Pump Cover Side)
23
#4
43 43
23
30
44a
42c
5 22
37
30
14
19 43 2
39d
42
41
39
45
33 36
32
EX
TORQUE SIGNAL TCC SIGNAL
➤
2-3 SIGNAL
ACTUATOR FEED
16
3
40
22b 17 24c 23
43
3
PUMP COVER (206) (Case Side)
#3 41a
42
2
➤25
40
40
3
2
2d
44
5
42
(75)
14
16a
22
2 3
1
14
PUMP COVER (206) (Pump Body Side)
42
39
40
23a
N.O. OFF
FBA ORIFICED EX
22a 18b
➤
3
36b
2-3 SOL
2-3 SHIFT VALVE EX
TCC REG
➤
2
13
30
➤
FILTERED 2-3 DRIVE TCC (PWM) SOLENOID VALVE EX (323)
4TH CLUTCH FEED 2-3 DRIVE 3RD CLUTCH FEED 2-3 SIGNAL
➤
➤
REVERSE TORQUE SIG LINE
➤
EX ORIFICED EX
46b 4
25a
➤
➤
PUMP BODY (203)
TCC SIGNAL
TCC SIGNAL EX
45b 45
16 43f
2-3 SIGNAL PRND4
➤
➤
LINE
REG APPLY
LINE
➤
2a 30a
EX
➤
#9
43g
;
➤
(90)
30
(24)
2
16
5
37
;
29
19
41
2
20
14
19
➤
13
49
;;
45
47
43
19
2
43
19
40
12
1
43
14
40
43
43h
1-2 SIGNAL
➤
47
14
43
45a
;; ;;;
➤
19
45
1
12
12
➤
➤
COOLER ➤ APP/RET
➤
➤
47
14
EX
45 15
#11 ACTR FD
46a
EX
PRND43
30
39
36a
ORIFICED EX
1
7
47 43
3
#8
(8) 47
45
49
2
45
2
48 45
48
45
➤
➤
PRN
➤
#1
(239)
2
10
29
3
(9)
48
(210)
➤
➤
LINE
CONV FD
ACT FD LIMIT
LOW & REVERSE BAND SERVO (61–74)
1
(236)
2
1
30
1
14
13
2
45
11
3
➤
3
➤
SUCTION
➤
6
MANUAL 2-1 BAND SERVO (55–60)
3RD CL FD 3RD/REV REV
➤
➤
➤
LO ORIFICED ACTUATOR FEED ACTUATOR FEED
5 5d
➤
LE
PUMP ASSEMBLY (4)
ORIFICE CUP PLUG (236)
12
ORIF EX
3-4 SHIFT
➤
AB
FRONT OIL COOLER PIPE CONNECTOR (8)
LINE
ACCUM
➤
C EN
R CONV FD
LINE
➤
11
47
PUMP BODY (203) (Pump Cover Side)
#10
2ND ACCUM
4TH CL FD 3RD CL
6 42a
5e
10
#2
➤
➤
CONVERTER FEED
27
#3
➤
➤
26a
#8
➤
➤
➤
TC
24
REL
OVERRUN CLUTCH ➤
AIR BLEED (210)
9
3RD ACCUM 4TH CLUTCH
4TH ACCUM TORQUE SIG DRIVE ACCUMULATOR ORIFICED ACCUM
#10
➤
➤
➤
L AB
➤
➤
FRONT BAND APPLY
#5
➤
EN
➤
AL E GN AS RN C SI LE TC RE RETUE Y/ IV LUBE PL AP DR ONT FR
8
26b
DRIVE
➤
2-3 DRIVE ACCUMULATOR
EX
3RD ACCUMULATOR
19
19a
➤
4TH ACCUMULATOR
7 37a
➤
➤
C C EN
LE
2-3 DRIVE ACCUM ACCUMULATOR GASKET (47) ACCUMULATOR HOUSING (51)
#6
49
11
47
29
45
47
24
12
11
3
30
2
14
8
2
8
8
12
49
1
2
43
47
➤
4TH CLUTCH
FILTER (75)
IT
➤
TC TC
AB
LIM
➤
➤
NV
CENTER LUBE
2-3 DRIVE
➤ ➤
EX
EX
➤ CON V FD CON V FD ➤
➤
➤
➤
ORIFICE CUP PLUG (237)
CO REG
EX EX
➤
➤
➤
ORIFICE CUP PLUG (208)
7
29
1
➤
43
➤
➤
CENTER LUBE
➤
➤
3RD/REVERSE
➤
➤
REAR OIL COOLER PIPE CONNECTOR (90)
REVERSE
DRIVE
7 8
2
10
➤
DRIVE
9
12
8
➤
12
12
10
➤
COOLER
➤
(237)
7
48
9
9
9
;; ; ; ;; ;;; ;;; ;; (208)
48
47
48
8
2
➤
ER
FRONT LUBE
;;; ;;; ;; ;; ;;;;; ;; ;; ;; ;;;;; ;; ;;;;; ; ;; ; ; ;;;;; ;;; ;;; ; ;;;; ;
48
7
45 8
2
➤
➤
COOL
➤ ➤
➤
1
➤
LUBE
;;;; ;;;; ;;;; ;; 47
2
➤
ER
(Engine Running)
;;; ;;; ;;;;;;; ;; ;;; ;;;;;;; ;; ;;; ;;; ;;; ;;; ;;;;;;;; ;;;;;;;; ;; ;; ;; ;;;; ;; 2
➤
CENT
su mp tra pu Preses pu to thWe hen mand ulat rdingents. the defrom accoirem ceeds, fluidr requut ex sure lato outp e presre regu of linpressu the
➤
➤
➤
INTERMEDIATE CLUTCH ASSEMBLY & CENTER SUPPORT (629–640)
➤
DIRECT CLUTCH ASSEMBLY (616–623)
➤
FORWARD CLUTCH ASSEMBLY (602–616)
➤
4TH CLUTCH ASSEMBLY (523–533)
➤
OVERRUN CLUTCH ASSEMBLY (504–511)
➤
(P) Park l the e oi r in th leve fromwing: ctor sure follo sele pres the gthe line ed to 8): Re) re 21 ith W sition, rect Valve( essu po p is di lator (line prion pum re Reguoutputnsmissmp
PARK
;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;;
➤
TORQUE CONVERTER (1)
➤
(Engine Running)
PARK
DRIVE
Figure 74
Figure 75
GASKET (48) (Case to Spacer Plate)
GASKET (45) (Spacer Plate to Control Valve Body)
- EXHAUST FLUID NOT SHOWN
FOLDOUT ➤ 77
➤
HALF PAGE TEXT AND LEGEND
COMPLETE ILLUSTRATED PARTS LIST
Figure 1
5
UNDERSTANDING THE GRAPHICS CASE ASSEMBLY (7) MANUAL 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 MANUAL 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
;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;;
TORQUE CONVERTER (1)
OVERRUN CLUTCH ASSEMBLY (504–511)
4TH CLUTCH ASSEMBLY (523–533)
FORWARD CLUTCH ASSEMBLY (602–616)
DIRECT CLUTCH ASSEMBLY (616–623)
INTERMEDIATE CLUTCH ASSEMBLY & CENTER SUPPORT (629–640)
SPACER PLATE CASE SIDE
➤
3RD/REV
REVERSE
➤
CENTER LUBE
2-3 DRIVE
2ND CLUTCH
REAR BAND APPLY
4TH CLUTCH FEED ➤
RBA
PRND4
REV ➤
1-2 SIGNAL ➤
➤ ➤
2ND CLUTCH
➤
ACTR FD
➤
PRND43
ACTR FD ➤
FILT ACTR FD
➤
➤
➤
CONTROL VAL ALVE VE BODY ASSEMBLY ASSEMBL Y (44)
➤
21 24
2ND CL
PRND4
➤
RBA
TFP SWITCH
➤
DRIVE
REVERSE
LO ALL PRND43 SWITCHES N.O.
PRND4
PRND43
#7 RBA
LO
DRIVE
19c
DRIVE
➤
➤
2ND CL
2ND CL
ACCUMULATOR 26i 28
28
43e
28a
REVERSE
3RD/REVERSE 26h
26g
26j
PRND43
ACCUM ➤ ➤
REVERSE
REV
LO
LUBE
D321
LINE ➤
DRIVE
REAR
PRND43
PRND4
➤
18a
ACTUATOR FEED
CONTROL VALVE BODY (44) GASKET (45)
44a
42c
SPACER PLATE (46)
23
GASKET (48) CASE (7)
LO
42d
39e
19b
43a
39d
39b
39a
39c
40
40
40a
5a
1
#1
➤
D321
ACTUATOR FEED
THREE DIMENSIONAL
REAR BAND APPLY
D321 ➤
➤
➤
➤
DRIVE
DRIVE
REV ➤
➤
OVERRUN CLUTCH ➤
LINE
35a
➤
17a
31c
31b
FBA 31d
33c
33b
3RD CL
PRND4
EX
REV EX
ACTR FD
2-3 SIG
EX
EX
D 21
➤ PRN
PRND4 PRND43
LO
LUBE PIPE (39) ➤
LINE DRIVE
REVERSE
SUCTION
➤
➤
PRESSURE TAP (24)
20b
22
➤
➤
34c
33a ➤ ➤ ➤
D21
2-3 SIGNAL
D 21
FRONT BAND APPLY
➤
LINE ➤
PRND4
➤
➤
➤
➤
OIL PAN (28)
34b
37e
4TH CL FD 4TH CL
➤ ➤
TORQUE SIGNAL ➤
PRN
EX ➤
➤
1
➤
LO
42b
FILTER ASSEMBLY (31)
34
34
37b
41a
37c
37d
16b
PRN D 21 D 21 D 21
41
26f
26e
31a
32
32
➤ ➤
➤ ➤
EX EX
➤
EX ➤
➤
➤
PRESSURES INTAKE & DECREASE (SUCTION) CONVERTER & LUBE MAINLINE SOLENOID SIGNAL "ON" SOLENOID SIGNAL "OFF" ACCUMULATOR ACTUATOR FEED TORQUE SIGNAL
3RD CL FD
4TH CL
ACCUM
FBA
4TH CL 3RD CL 37f
34a
14d
➤
38
ACTUATOR FEED
REVERSE
DRIVE
FILTERED ACTR FD EX FILTERED ACTR FD ACTUATOR FD
TCC SIGNAL
LO
➤
BOOST
➤ 16a
ACCUM
14c
26c
26d
4TH CLUTCH
ACCUMULATOR FILTERED 2-3 DRIVE
DRIVE LINE ➤
➤
➤ ➤
38
LINE
➤
REVERSE
➤
CENTER LUBE FRONT LUBE
➤
➤
PRESSURE REG
49 ➤ 8
LO
➤
2d
2
FILTER (317)
➤ ➤
5c 20a
19d
LO
➤
APPLY/RETURN
DRIVE
➤
➤ ➤
➤
REG CONV FD
➤
➤
TCC SIGNAL
CONV CLUTCH SHIFT
➤
CASE (7) ➤
COOLER
RELEASE
➤
➤
➤
➤ ➤
➤
TCC SIGNAL
D
➤
20c
➤
ACTUATOR FEED
REVERSE
➤
REVERSE DRIVE
DRIVE
TWO DIMENSIONAL
➤
➤ ➤
➤
➤
➤ ➤
➤
➤
➤
DRIVE
➤
➤
➤
CASE (7)
➤
RND
21
➤
P
1-2 SIGNAL
➤
➤
➤
➤
20e ➤
➤
MANUAL VALVE ➤
➤
PUMP COVER (206)
20f
ON
FILTERED ACTUATOR FEED DRIVE
➤
➤
➤
OVERRUN CLUTCH DRIVE
EX N.O.
➤
REGULATED APPLY
REV REV
20
1-2 SOL
REV ACTR FD
➤
TCC SIGNAL
2-3 DRIVE 1-2 SIGNAL
CASE SIDE
REV
5b
43c
1-2 SHIFT VALVE
FILTER (302) ➤
➤
REVERSE
➤
➤
2ND CLUTCH 20d 19
43d 43b
➤
2b
ACTUATOR FEED
#4
23
22
➤
TORQUE SIGNAL
PRESSURE CONTROL SOLENOID VALVE (320)
➤
➤
➤
14a 14b
LINE
TWO DIMENSIONAL
18 24a
➤
2c 2
TORQUE SIGNAL
22b 17 23
➤ ➤
➤
➤
LINE
➤
4
THREE DIMENSIONAL
➤
REGULATED APPLY ORIFICED REG APPLY
2-3 SIGNAL
ACTUATOR FEED
➤
3b
➤
OFF
3
EX ➤
➤
24c 24b
➤
TCC REG
➤
18b 23a
N.O. OFF
FBA ORIFICED EX ➤
3a
2-3 SHIFT VALVE
22a 36b
2-3 SOL
➤
EX
4TH CLUTCH FEED 2-3 DRIVE 3RD CLUTCH FEED 2-3 SIGNAL
EX
16 ➤
➤
FILTERED 2-3 DRIVE TCC (PWM) SOLENOID VALVE EX (323)
➤
#9
43g 43f
2-3 SIGNAL PRND4
➤
➤
46b 4
25a
1-2 SIGNAL
➤
➤
45
EX ORIFICED EX
➤
➤
EX
45b
TORQUE SIG LINE
➤
TCC SIGNAL
PRND43
#11 ACTR FD
EX
45 15
45a 43h
3-4 SHIFT PRN
➤
46a
EX
➤
➤
REVERSE
LINE
➤
2a 30a
EX
ORIFICED EX 3RD CL FD 3RD/REV REV
➤
➤
PUMP BODY (203)
TCC SIGNAL
ACT FD LIMIT
➤
➤
➤
REG APPLY
5d
LOW & REVERSE BAND SERVO (61–74) 36a
➤
LINE
➤
➤
COOLER ➤ APP/RET
➤
6
➤
➤
CONV FD
LO ORIFICED ACTUATOR FEED ACTUATOR FEED
5
14
13
ORIF EX
➤
➤
ACCUM
42a
MANUAL 2-1 BAND SERVO (55–60)
2ND ACCUM
➤
➤ ➤
➤
LINE
ORIFICE CUP PLUG (236)
12
➤
SUCTION
3RD CL ➤
➤
➤
➤
FRONT OIL COOLER PIPE CONNECTOR (8)
LINE
➤
PUMP ASSEMBLY (4)
11
➤
CONVERTER FEED
LINE
10
#2
➤
➤ ➤
#3
4TH CL FD ➤
6
5e
#8
➤
➤
AIR BLEED (210)
27
#10
➤
➤
OVERRUN CLUTCH ➤
➤
R CONV FD
DRIVE ACCUMULATOR ORIFICED ACCUM
26b 26a
➤
➤ 24
REL
19
➤
E BL
A EN
AL E IGN AS URN CS LE TC RE /RET E BE Y PL RIV LU AP D ONT FR
9
3RD ACCUM 4TH CLUTCH
➤
➤
C TC ➤
➤ ➤
7 37a
DRIVE
#5
4TH ACCUM TORQUE SIG
19a
➤
B
8
➤
➤
➤
NA
L AB EN
CE
CON V FD CON V FD ➤
➤
C TC TC
LE
IMIT
FRONT BAND APPLY
3RD ACCUMULATOR
➤
➤
REG
EX EX
FILTER (75)
#6
4TH ACCUMULATOR
➤
CO NV L
ACCUMULATOR
EX
➤
➤
OVERRUN CLUTCH
ACCUM
➤
ORIFICE CUP PLUG (237)
EX
EX
2-3 DRIVE
ACCUMULATOR GASKET (47) ACCUMULATOR HOUSING (51)
SPACER PLATE (46) GASKET (45)
VAL ALVE VE BODY SPACER SP ACER PLATE PLA TE (23)
➤
➤
2-3 DRIVE
➤
➤
➤
4TH CLUTCH
➤
ORIFICE CUP PLUG (208)
CENTER LUBE
➤
➤
➤
➤
2-3 DRIVE
➤
➤
➤ ➤
GASKET (48)
➤
3RD/REVERSE
➤
CENTER LUBE
➤
DRIVE
➤
REAR OIL COOLER PIPE CONNECTOR (90)
REVERSE
➤
RELEASE
DRIVE
➤
COOLER
➤
➤
LER
FRONT LUBE
➤
➤
COO
➤ ➤
➤
E LUB TER CEN
GASKET (47)
GRAPHIC SCHEMATIC REPRESENTATION
OIL PUMP BODY (4)
ACCUMULATOR ACCUMULATOR HOUSING (51)
CASE ASSEMBL ASSEMBLY (7)
THREE DIMENSIONAL
THREE DIMENSIONAL THREE DIMENSIONAL
PUMP COVER SIDE
CASE SIDE
TWO DIMENSIONAL TWO DIMENSIONAL
TWO DIMENSIONAL
Figure 3
FOLDOUT ➤ 7
FOLDOUT ➤ 7A
UNDERSTANDING THE GRAPHICS TYPICAL BUSHING AND VALVE
NOTE: NOT ALL VALVES ARE USED WITH A BUSHING
BUSHING SPRING VALVE BORE PLUG
➤
RESTRICTING ORIFICE
➤
VALVE BODY
➤
➤
➤
VALVE BODY
➤
SPACER PLATE
RETAINING PIN
BALL CHECK VALVE
➤
➤
➤
➤
➤
➤
➤
➤
APPLY FLUID
SPRING ASSIST FLUID
➤
➤
➤
➤
➤ ➤
SIGNAL FLUID
APPLY FLUID SEATS THE BALL CHECK VALVE FORCING FLUID THROUGH AN ORIFICE IN THE SPACER PLATE, WHICH CREATES A SLOWER APPLY.
➤
➤
➤
➤
➤
➤
SPACER PLATE
➤
➤
➤
➤ ➤
SPRING APPLY ASSIST FLUID FLUID
➤
➤
➤
➤
SIGNAL FLUID
➤
➤
➤
BUSHING TO APPLY COMPONENT
➤
➤
➤
BUSHING
BORE PLUG
SPACER PLATE
➤
➤
➤
SPRING VALVE
EXHAUST FROM THE APPLY COMPONENT UNSEATS THE BALL CHECK VALVE, THEREFORE CREATING A QUICK RELEASE.
➤
➤
➤
➤
RETAINING PIN
➤ ➤
➤
➤
➤
EX WITH SIGNAL FLUID PRESSURE EQUAL TO OR LESS THAN SPRING AND SPRING ASSIST FLUID PRESSURE THE VALVE REMAINS IN CLOSED POSITION.
EX WITH SIGNAL FLUID PRESSURE GREATER THAN SPRING AND SPRING ASSIST FLUID PRESSURE THE VALVE MOVES OVER.
➤
Figure 4
FLUID PRESSURES INTAKE & DECREASE (SUCTION) CONVERTER & LUBE MAINLINE SOLENOID SIGNAL “ON” SOLENOID SIGNAL “OFF”
➤A
➤
B
A
B
➤
➤
ACUATOR FEED
➤
ACCUMULATOR
TORQUE SIGNAL ➤ ➤ ➤ ➤
➤
EXHAUST DIRECTION OF FLOW
WITH EQUAL SURFACE AREAS ON EACH END OF THE VALVE, BUT FLUID PRESSURE "A" BEING GREATER THAN FLUID PRESSURE "B", THE VALVE WILL MOVE TO THE RIGHT.
Figure 5
WITH THE SAME FLUID PRESSURE ACTING ON BOTH SURFACE "A" AND SURFACE "B" THE VALVE WILL MOVE TO THE LEFT. THIS IS DUE TO THE LARGER SURFACE AREA OF "A" THAN "B".
7B
HYDRA-MATIC 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.
GENERAL DESCRIPTION The Hydra-matic 4L80-E is a fully automatic four speed rear wheel drive electronically controlled transmission. It consists primarily of a four-element torque converter, three planetary gear sets, a hydraulic pressurization and control system, friction and mechanical clutches.
The PCM commands shift solenoid valves, within the transmission, on and off to control shift timing. The PCM also controls the apply and release of the torque converter clutch which allows the engine to deliver the maximum fuel efficiency without sacrificing vehicle performance.
The four-element torque converter contains a pump, a turbine, a pressure plate splined to the turbine, and a stator assembly. The torque converter acts as a fluid coupling to smoothly transmit power from the engine to the transmission. It also hydraulically provides additional torque multiplication when required. The pressure plate, when applied, provides a mechanical “direct drive” coupling of the engine to the transmission.
The hydraulic system primarily consists of a gear type pump and a control valve body. The pump maintains the working pressures needed to stroke the servos and clutch pistons that apply or release the friction components. These friction components (when applied or released) support the automatic shifting qualities of the transmission.
The three planetary gear sets provide the four forward gear ratios and reverse. Changing gear ratios is fully automatic and is accomplished through the use of a powertrain control module (PCM). The PCM receives and monitors various electronic sensor inputs and uses this information to shift the transmission at the optimum time.
PRINCIPLES OF OPERATION
The friction components used in this transmission consist of five multiple disc clutches and two bands. The multiple disc clutches combine with three mechanical components, two roller clutches and a sprag clutch, to deliver five different gear ratios through gear sets. The gear sets then transfer torque through the output shaft and out to the drive axles.
An automatic transmission is the mechanical component of a vehicle that transfers power (torque) from the engine to the wheels. It accomplishes this task by providing a number of forward gear ratios that automatically change as the speed of the vehicle increases. The reason for changing forward gear ratios is to provide the performance and economy expected from vehicles manufactured today. On the performance end, a gear ratio that develops a lot of torque (through torque multiplication) is required in order to initially start a vehicle moving. Once the vehicle is in motion, less torque is required in order to maintain the vehicle at a certain speed. Once the vehicle has reached a desired speed, economy becomes the important factor and the transmission will shift into overdrive. At this point output speed is greater than input speed, and, input torque is greater than output torque.
EXPLANATION OF GEAR RANGES
P
R
N
D
D
2
1
Figure 8
The transmission can be operated in any one of the seven different positions shown on the shift quadrant (Figure 8). P – Park position locks the output shaft, enabling the engine to be started while preventing the vehicle from rolling either forward or backward. For safety reasons, the vehicle’s parking brake should be used in addition to the transmission “Park” position. Because the output shaft is mechanically locked by a parking pawl anchored in the case, Park position should not be selected until the vehicle has come to a complete stop. R – Reverse enables the vehicle to be operated in a rearward direction. N – Neutral position enables the engine to start and operate without driving the vehicle. If necessary, this position should be selected to restart the engine while the vehicle is moving. D – Overdrive range should be used for all normal driving conditions for maximum efficiency and fuel
economy. Overdrive range allows the transmission to operate in each of the four forward gear ratios. Downshifts to a lower gear, or higher gear ratio, are available for safe passing by depressing the accelerator or by manually selecting a lower gear with the shift selector. D – Manual Third can be used for conditions where it may be desirable to use only three gear ratios. These conditions include towing a trailer and driving on hilly terrain. This range is also helpful for engine braking when descending slight grades. Upshifts and downshifts are the same as in Overdrive range for first, second and third gears except that the transmission will not shift into fourth gear.
Another important function of the automatic transmission is to allow the engine to be
started and run without transferring torque to the wheels. This situation occurs whenever Park (P) or Neutral (N ) range has been selected. Also, operating the vehicle in a rearward direction is possible whenever Reverse ( R ) range has been selected (accomplished by the gear sets). The variety of ranges in an automatic transmission are made possible through the interaction of numerous mechanically, hydraulically and electronically controlled components inside the transmission. At the appropriate time and sequence, these components are either applied or released and operate the gear sets at a gear ratio consistent with the driver’s needs. The following pages describe the theoretical operation of the mechanical, hydraulic and electrical components found in the Hydra-matic 4L80-E transmission. When an understanding of these operating principles has been attained, diagnosis of these transmission systems is made easier.
2 – Manual Second adds more performance for congested traffic and hilly terrain. It has the same starting ratio (first gear) as Manual Third but prevents the transmission from shifting above second gear. Thus, Manual Second can be used to retain second gear for acceleration and engine braking as desired. Manual Second can be selected at any vehicle speed but will not downshift into second gear until the vehicle speed drops below approximately 100 km/h (62 mph). 1 – Manual First can be selected at any vehicle speed. If the transmission is in third or fourth gear it will immediately shift into second gear. When the vehicle speed slows to below approximately 56 km/h (35 mph) the transmission will then shift into first gear. This is particularly beneficial for maintaining maximum engine braking when descending steep grades. FOLDOUT ➤
9
9A
MAJOR MECHANICAL COMPONENTS
OVERRUN CLUTCH ASSEMBLY (504-511)
4TH CLUTCH ASSEMBLY (523-533)
TURBINE SHAFT (502)
PUMP ASSEMBLY (4)
TORQUE CONVERTER ASSEMBLY (1)
OVERDRIVE CARRIER ASSEMBLY (514)
OVERDRIVE ROLLER CLUTCH (512)
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 MAJOR 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). Components that rotate at transmission output speed. Examples: Output Shaft Assembly (671) and Output Carrier Assembly (661). Components such as the Stator in the Torque Converter (1), Overrun Clutch Housing Assembly (504), and Reaction Carrier Assembly (651). Components such as the Forward Clutch Housing Assembly (602). Forward Clutch Hub (613), Main shaft (662) and Rear Internal Gear (666). Components such as the Direct Clutch Housing (623) and Intermediate Clutch Sprag Outer Race (625). Accumulators, Servos and Bands. All bearings and bushings. All seals
10A
COLOR LEGEND APPLY COMPONENTS
The Range Reference Chart on page 11, provides another valuable source of information for explaining the overall function of the Hydra-matic 4L80-E transmission. This chart highlights the major apply components that function in a selected gear range, and the specific gear operation within that gear range. Included as part of this chart is the same color reference to each major component that was previously discussed. If a component is active in a specific gear range, a word describing its activity will be listed in the column below that component. The row where the activity occurs corresponds to the appropriate transmission range and gear operation. An abbreviated version of this chart can also be found at the top of the half page of text located in the Power Flow section. This provides for a quick reference when reviewing the mechanical power flow information contained in that section.
10B
RANGE REFERENCE CHART
COLOR LEGEND
HYDRAMATIC 4L80-E - GEAR RATIOS FIRST 2.48 FOURTH .75 SECOND 1.48 REVERSE 2.08 THIRD 1.00
APPLY COMPONENTS
The Range Reference Chart on page 11, provides another valuable source of information for explaining the overall function of the Hydramatic 4L80-E transmission. This chart highlights the major apply components that function in a selected gear range, and the specific gear operation within that gear range. Included as part of this chart is the same color reference to each major component that was previously discussed. If a component is active in a specific gear range, a word describing its activity will be listed in the column below that component. The row where the activity occurs corresponds to the appropriate transmission range and gear operation. An abbreviated version of this chart can also be found at the top of the half page of text located in the Power Flow section. This provides for a quick reference when reviewing the mechanical power flow information contained in that section.
RANGE
GEAR
P-N R D
D 2 1
1-2 SHIFT 2-3 SHIFT SOLENOID SOLENOID
FOURTH CLUTCH
OVERRUN CLUTCH
OVERDRIVE ROLLER CLUTCH
FORWARD CLUTCH
DIRECT CLUTCH
MANUAL 2-1 BAND
INTERMEDIATE SPRAG CLUTCH
LOW ROLLER CLUTCH
INTERMEDIATE CLUTCH
ON
OFF
HOLDING
REVERSE
ON
OFF
HOLDING
1st
ON
OFF
HOLDING
APPLIED
*
2nd
OFF
OFF
HOLDING
APPLIED
HOLDING
APPLIED
OVERRUNNING
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
APPLIED
OVERRUNNING
3rd
OFF
ON
APPLIED
HOLDING
APPLIED APPLIED
OVERRUNNING
APPLIED
OVERRUNNING
1st
ON
OFF
APPLIED
HOLDING
APPLIED
2nd
OFF
OFF
APPLIED
HOLDING
APPLIED
1st
ON
OFF
APPLIED
HOLDING
APPLIED
2nd
OFF
OFF
APPLIED
HOLDING
APPLIED
*HOLDING BUT NOT EFFECTIVE
APPLIED
APPLIED
LOW AND REVERSE BAND
APPLIED HOLDING
HOLDING
* APPLIED
HOLDING
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.
10B
Figure 10
11
TORQUE CONVERTER PRESSURE PLATE SPRING (E)
TURBINE THRUST SPACER (B)
CONVERTER HOUSING COVER ASSEMBLY (A)
PRESSURE PLATE ASSEMBLY (C)
THRUST BEARING ASSEMBLY (G)
THRUST BEARING ASSEMBLY (G)
STATOR ASSEMBLY (H)
DAMPER ASSEMBLY (D)
TURBINE ASSEMBLY (F)
F
CONVERTER PUMP ASSEMBLY (I)
TORQUE CONVERTER:
The torque converter (1) is the primary component for transmittal of power between the engine and the transmission. It is bolted to the engine flywheel (also known as the flexplate) so that it will rotate at engine speed. Some of the major functions of the torque converter are: • to provide for a smooth conversion of torque from the engine to the mechanical components of the transmission. • to multiply torque from the engine that enables the vehicle to achieve additional performance when required. • to mechanically operate the transmission oil pump (4) through the converter hub. • to provide a mechanical link, or direct drive, from the engine to the transmission through the use of a torque converter clutch (TCC). The torque converter assembly is made up of the following five main sub-assemblies: • a converter housing cover assembly (A) which is welded to the converter pump assembly (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.
A I
D G STATOR SHAFT (235) E
B
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 to the turbine hub and applies (engages) with the converter cover to provide a mechanical coupling of the engine to the transmission. When the pressure plate assembly is applied, the amount of slippage that occurs through a fluid coupling is reduced (but not eliminated), thereby providing a more efficient transfer of engine torque to the drive wheels.
12
TURBINE SHAFT (502)
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.
•
Overheated fluid.
STATOR ASSEMBLY STATOR
STATOR HELD FLUID FLOW REDIRECTED
CONVERTER MULTIPLYING
FLUID FLOW FROM TURBINE
CONVERTER AT COUPLING SPEED STATOR ROTATES FREELY
The stator assembly is located between the pump assembly and turbine assembly, and is mounted on a one-way roller clutch. This oneway roller clutch allows the stator to rotate in one direction and prevents (holds) the stator from rotating in the other direction. The function of the stator is to redirect fluid returning from the turbine in order to assist the engine in turning the converter pump assembly. At low vehicle speeds, when greater torque is needed, fluid from the turbine hits the front side of the stator blades (the converter is multiplying torque). At this time, the one-way roller clutch prevents the stator from rotating in the same direction as the fluid flow, thereby redirecting fluid to assist the engine in turning the converter pump. In this mode, fluid leaving the converter pump has more force to turn the turbine assembly and multiply engine torque. As vehicle speed increases and less torque is required, centrifugal force acting on the fluid changes the direction of the fluid leaving the turbine such that it hits the back side of the stator blades (converter at coupling speed). When this occurs, the roller clutch overruns and allows the stator to rotate freely. Fluid is no longer being redirected to the converter pump and engine torque is not being multiplied.
Figure 13
13
TORQUE CONVERTER RELEASE
APPLY
When the torque converter clutch is released, fluid is fed into the torque converter by the pump into the release fluid passage. The release fluid passage is located between the stator shaft (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.
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:
• • • • • • •
Apply fluid pressure forces the pressure plate against the torque converter cover to provide a mechanical link between the engine and the turbine.
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 The Apply Components section is designed to explain the function of the hydraulic and mechanical holding devices used in the Hydra-matic 4L80-E transmission. Some of these apply components, such as clutches and bands, are hydraulically “applied” and “released” in order to provide automatic gear range shifting. Other components, such as a roller clutch or sprag clutch, often react to a hydraulically “applied” component by mechanically “holding” or “releasing” another member of the transmission. This interaction between the hydraulically and mechanically applied components is then explained in detail and supported with a graphic illustration. In addition, this section shows the routing of fluid pressure to the individual components and their internal functions when it applies or releases.
The sequence in which the components in this section have been discussed coincides with their physical arrangement inside the transmission. This order closely parallels the disassembly sequence used in the Hydra-matic 4L80-E Unit Repair Section located in Section 7 of the appropriate Service Manual. It also correlates with the components shown on the Range Reference Charts that are used throughout the Power Flow section of this book. The correlation of information between the sections of this book helps the user more clearly understand the hydraulic and mechanical operating principles for this transmission.
MATING OR RELATED COMPONENTS
BRIEF DESCRIPTION
APPLY COMPONENTS
OUTER SEAL (531)
➤
OVERRUN CLUTCH:
4TH CLUTCH:
4TH CLUTCH APPLY:
Plugged fourth apply passage, damaged clutch plates, return spring assembly or piston seals can cause no fourth/slips in fourth.
525
BACKING PLATE RETAINER RING (511) BACKING PLATE (510)
RELEASED
SPRING RETAINER RING (507)
4TH CLUTCH HOUSING (529)
528
526
SPRING RETAINER RING (533)
4TH CLUTCH HOUSING BOLT CASE 4TH CLUTCH (26) (7) APPLY FLUID
529
530
532
SPRING ASSEMBLY (506)
LUBE PASSAGE
OVERRUN CLUTCH APPLY FLUID
OVERDRIVE SUN GEAR OVERRUN CLUTCH PISTON ASSEMBLY (505)
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.
533
505
506
507
508
509
510
511
➤
524
APPLIED
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. 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.
4TH CLUTCH BACKING PLATE (524)
BACKING PLATE 4TH CLUTCH RETAINER RING PISTON (523) (528)
523
LUBE PASSAGE
OVERRUN 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 lutch housing. Air in the 4th clutch fluid circuit s forced out the orifice when 4th clutch fluid ressure increases to prevent excess cushion during th clutch apply.
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
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.
SPRING ASSEMBLY (532)
➤
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 ORIFICE (530)
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.
➤ ➤ ➤ ➤
INNER SEAL (527)
OVERRUN CLUTCH HOUSING (504)
➤
To release the 4th clutch, 4th clutch fluid exhausts through the 4th clut circuit, allowing pressure at the 4th clutch piston (528) to decrease. absence of fluid pressure, spring force from the spring assembly (532) the 4th clutch piston away from the clutch pack. This disengages th plates (526) and fiber plates (525) from the backing plate (524), allowing the overrun clutch housing and overdrive sun gear to rotate. FIBER STEEL CLUTCH PLATE CLUTCH ASSEMBLY PLATE (525) (526)
OVERRUN CLUTCH RELEASE:
➤
4TH CLUTCH RELEASE:
➤
4TH CLUTCH APPLY FLUID PASSAGE
APPLY COMPONENTS
➤
4TH CLUTCH ASSEMBLY (523-533)
FUNCTIONAL DESCRIPTION
20
Figure 20
Figure 21
CUTAWAY VIEW
21
DISASSEMBLED VIEW
Figure 15
15
APPLY COMPONENTS 4TH CLUTCH ASSEMBLY (523-533)
4TH CLUTCH APPLY FLUID PASSAGE
4TH CLUTCH:
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)
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.
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 RELEASE: OVERRUN CLUTCH HOUSING (504)
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.
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:
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.
OVERRUN CLUTCH BALL CHECK VALVE LUBE PASSAGE
➤
➤ ➤ ➤ ➤
➤
➤ APPLIED
BACKING PLATE RETAINER RING (511) BACKING PLATE (510)
RELEASED
SPRING RETAINER RING (507)
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. 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.
SPRING ASSEMBLY (506)
LUBE PASSAGE
OVERRUN CLUTCH APPLY FLUID
OVERDRIVE SUN GEAR OVERRUN CLUTCH PISTON ASSEMBLY (505)
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 CAM
OUTER RACE SUN GEAR OVERRUN CLUTCH HOUSING (504)
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)
H
ING TAT O R
EL
D
(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)
H
ING TAT O R
EL
D
(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)
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
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 APPLY:
FORWARD CLUTCH BALL CHECK VALVE
➤
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.
APPLIED
➤ ➤ ➤ ➤
FORWARD CLUTCH:
➤
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.
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.
FIBER STEEL LUBE WAVED CLUTCH CLUTCH PASSAGE CLUTCH PLATE PLATE PLATE ASSEMBLY (610) (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 support (640) and into the inner hub of the direct clutch housing. Feed holes in the inner hub allow 3rd/reverse fluid to enter the housing behind the inner area of the direct clutch piston (619) [between the inner piston seal and the intermediate seal (622)]. 3rd/reverse fluid pressure moves the piston to compress the spring assembly (607). As fluid pressure increases, the piston compresses the clutch plates (steel and fiber) until they are held against the direct clutch backing plate (617). Also included in the assembly is a waved steel plate (609) that, in addition to the spring assembly, 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 HOUSING ASSEMBLY (623)
DIRECT CLUTCH BALL CHECK VALVE ➤
➤
APPLIED
EX ➤ ➤ ➤ ➤
RELEASED
LUBE PASSAGE
BACKING PLATE (617)
REVERSE APPLY FLUID
SPRING ASSEMBLY (607) LUBE PASSAGE
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
619
622
APPLY COMPONENTS MANUAL 2-1 BAND SERVO RELEASE:
DIRECT CLUTCH HOUSING ASSEMBLY (623)
MANUAL 2-1 BAND ASSEMBLY (628)
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. 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 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.
MANUAL 2-1 BAND ASSEMBLY (628)
MANUAL 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
PISTON PIN RETAINER RING (56)
PISTON CUSHION SPRING (60) MANUAL 2-1 BAND SERVO PISTON (58) FRONT BAND APPLY FLUID (FBA)
57 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)
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 HOLDING: (EXAMPLE “A”)
DIRECT CLUTCH HOUSING ASSEMBLY (623)
INTERMEDIATE SPRAG CLUTCH ASSEMBLY (624-627) EXAMPLE "A" INTERMEDIATE SPRAG CLUTCH HOLDING
OUTER RACE (625)
HELD
HELD
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. 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”. INTERMEDIATE SPRAG CLUTCH RELEASED: (EXAMPLE “B”)
LONG DIAGONAL DIRECT CLUTCH HOUSING (623) (INNER CAM) EXAMPLE "B" INTERMEDIATE SPRAG CLUTCH OVERRUNNING
OUTER RACE (625)
HELD
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.
ROTATING
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:
BACKING PLATE RETAINER RING (629)
630
631
BACKING PLATE (630)
• second gear starts • soft shifts from second to first gear
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
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
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.
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:
LOW ROLLER CLUTCH OVERRUNNING: (EXAMPLE “B”)
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.
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 coast conditions.
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. EXAMPLE "A" LOW ROLLER CLUTCH HOLDING
REACTION CARRIER ASSEMBLY (OUTER CAM)
REACTION CARRIER ASSEMBLY (651)
H EL D
STATIONARY
LOW ROLLER CLUTCH ASSEMBLY (644)
CENTER SUPPORT AND RACE ASSEMBLY (640)
EXAMPLE "B" LOW ROLLER CLUTCH OVERRUNNING
REACTION CARRIER ASSEMBLY (OUTER CAM)
RO
TA T
ING
STATIONARY
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 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 73 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 72 band servo assembly, the band holds the reaction carrier stationary to the case. This creates a reverse gear ratio (in Reverse) and also prevents 71 the low roller clutch from overrunning during coast conditions.
68
67
88
66
65
64
SERVO COVER BOLT (61)
LOW AND REVERSE BAND SERVO RELEASE:
2ND CLUTCH ACCUMULATION:
➤
ACCUMULATOR PISTON INNER OIL SEAL RING (69)
SERVO COVER GASKET (63)
PISTON PIN RETAINER RING (64)
SERVO PISTON (65)
1-2 ACCUMULATOR PISTON (68)
➤
RBA
RBA
1-2 SHIFT ACCUMULATOR
➤
MANUAL FIRST – FIRST GEAR
➤
SERVO PISTON SPACER (87) ACCUMULATOR PISTON SPRING ASSEMBLY (88)
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.
➤
RBA
SERVO COVER (62)
➤
➤
REAR BAND APPLY FLUID
ACCUMULATOR PISTON OUTER OIL SEAL RING (67)
➤
➤
CASE (7)
SERVO PISTON SEAL (66)
2ND ACCUM
Figure 25
SERVO PISTON SPRING (71)
2ND ACCUMULATOR FLUID
LOW & REVERSE BAND SERVO (61–74)
➤
2ND ACCUM
➤
2ND ACCUM
2ND CL
LOW & REVERSE BAND SERVO (61–74)
➤
➤
2ND CL
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.
REVERSE
PISTON ACCUMULATOR SPRING PISTON RETAINER SPRING (72) (74)
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 pressure moves the servo piston (65) and the piston pin, as in Reverse, to compress the band and hold the reaction carrier. 2nd accumulator fluid pressure adds additional control to the band apply rate in Manual First.
63
LOW & REVERSE BAND SERVO (61–74)
SELECTIVE PISTON PIN (73) 2ND CLUTCH APPLY FLUID
➤
69
LOW AND REVERSE BAND SERVO APPLY:
LOW AND REVERSE BAND ASSEMBLY (657)
2ND CL
87
BAND ANCHOR PINS (81)
➤
74
LOW AND REVERSE SERVO ASSEMBLY AND LOW AND REVERSE BAND ASSEMBLY:
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.
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.
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)
FORWARD CLUTCH HOUSING (602)
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
OUTPUT REACTION INTERNAL GEAR
REAR INTERNAL GEAR (666) OUTPUT
LOW ROLLER CLUTCH ASSEMBLY
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 overdrive 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
FIR RE ST DU GE CT AR IO N
HELD
REVERSAL 0F DIRECTION
REACTION PLANETARY GEARSET (SUN GEAR DRIVING, CARRIER HELD, INTERNAL GEAR DRIVEN IN OPPOSITE DIRECTION)
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 DI HIRD RE CT GE DR AR IV E
OUTPUT PLANETARY GEARSET (INTERNAL GEAR DRIVING, CARRIER DRIVEN, SUN GEAR HELD)
TWO GEARS DRIVE THIRD MEMBER
HELD
FOURTH GEAR OVERDRIVE
OUTPUT PLANETARY 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)
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.
➤
SUCTION
LINE ➤
DRIVEN GEAR (204)
OUTLET
DRIVE GEAR (205)
➤
INTAKE
PUMP ASSEMBLY (4)
➤
CRESENT
➤
SUCTION
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.
➤
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.
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
BOOST
LINE
REVERSE
➤ ➤
TORQUE SIG
➤
EXAMPLE "A"
30
EXAMPLE "B" Figure 30
➤
FILT ACT FD EX
PRESSURE CONTROL SOLENOID VALVE (320)
➤
➤
PRESSURE CONTROL SOLENOID VALVE (320)
➤
FILT ACT FD
➤
TORQUE SIGNAL
(FROM SUMP)
(FROM SUMP)
TORQUE SIGNAL
➤
➤
EX
➤
➤
BOOST
EX LINE ➤
➤
LINE
CONV FD
EX ➤
REVERSE
➤
PRESSURE REG
PUMP ASSEMBLY
➤
➤
LINE
LINE SUCTION
CONV FD
➤
SUCTION
➤
➤
➤
➤
PUMP ASSEMBLY
➤
LINE
SUCTION
➤
➤
SUCTION
➤ LINE
➤
LINE
ORIFICE CUP PLUG (236)
➤
➤
PRESSURE REG
ORIFICE CUP PLUG (236)
TORQUE SIG
HYDRAULIC CONTROL COMPONENTS VALVES LOCATED IN THE OIL PUMP ASSEMBLY Torque Converter Clutch (TCC) Enable Valve (217):
Converter Limit Valve (214):
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.
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.
C TC
DRIVE AIR BLEED OVERRUN CLUTCH (210) LINE
BL
C
TC
V FD
A EN
E
BL
A EN
CON
CONVERTER FEED
LINE
PUMP ASSEMBLY (4) SUCTION
REG CONV FD
REL
LINE CONV FD
R CONV FD COOLER LINE
APP/RET REG APPLY PUMP BODY (203)
TCC SIGNAL
EX
BOOST
CONV CLUTCH SHIFT
TCC SIGNAL
E
BL
NA
CE
TC
AL E IGN AS URN CS LE C T RE /RET E BE Y PL RIV LU AP D ONT FR
PRESSURE REG
EX
IT
V FD
FRONT LUBE
REG
LIM
CON
APPLY/RETURN
NV
RELEASE
CO EX
If stuck, missing or binding, the converter limit valve or spring may cause: • Inadequate lubrication • Incorrect TCC apply or release • Converter ballooning
EX
EX
REVERSE TORQUE SIG
TORQUE SIGNAL LINE
COOLER DRIVE
TCC SIGNAL REGULATED APPLY OVERRUN CLUTCH DRIVE SUCTION
TCC SIGNAL
REV
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) • If stuck, missing or binding, the accumulator valve or spring could cause harsh or soft 1-2, 2-3 or 3-4 upshifts.
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): 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.
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.
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) 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.
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):
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.)
Responds to 2-3 signal fluid pressure, actuator feed fluid pressure, D21 fluid pressure and force from the 2-3 shift valve spring (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.
• 1-2 SS valve stuck off or leaking could cause 2nd or 3rd gear only condition.
• 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 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
EX
EX ORIFICED EX EX
4TH CL FD 4TH CL
EX
D21
PRND4
4TH CLUTCH FEED 2-3 DRIVE 3RD CLUTCH FEED 2-3 SIGNAL 2-3 SOL
2-3 SHIFT VALVE
EX N.O.
EX
PRN
FILTERED 2-3 DRIVE TCC (PWM) SOLENOID VALVE EX (323)
1-2 SIGNAL
ACTR FD
2-3 SIGNAL
LINE TCC SIGNAL
D 21
EX
ACT FD LIMIT
PRN
FRONT BAND APPLY
LO ORIFICED ACTUATOR FEED ACTUATOR FEED
ORIF EX
3-4 SHIFT
TORQUE SIGNAL
ACCUM
EX
• 1-2 shift valve stuck in the downshift position could cause no 2nd or slips in 2nd gear.
PRN D 21 D 21 D 21
TORQUE SIG TORQUE SIG DRIVE ACCUMULATOR ORIFICED ACCUM
EX
• 1-2 shift valve stuck in the upshift position could cause no 1st gear.
FBA ORIFICED EX
2-3 SIGNAL ACTUATOR FEED
TCC REG
REV
REV ACTR FD EX
LUBE
LO
D321
DRIVE
LINE
PRND4 PRND43
PRND4
1
Figure 32
1-2 SIGNAL FILTERED ACTUATOR FEED DRIVE
REAR
2
EX
FILTER (317)
REVERSE
D 21
PRN EX
D
REVERSE
RND
1-2 SOL N.O.
MANUAL VALVE
P
1-2 SIGNAL
1-2 SHIFT VALVE
FILTER (302)
FILTERED ACTR FD ACTUATOR FD
FILTERED ACTR FD
PRESSURE CONTROL SOLENOID VALVE (320)
EX
TORQUE SIGNAL
2-3 DRIVE EX
LINE
REVERSE
ACTR FD
2-3 SIG
LINE
REGULATED APPLY ORIFICED REG APPLY
ACTUATOR FEED
LUBE PIPE (39)
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. 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. 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).
53 402
51
408 406
407 405 404
404
49
4TH ACCUMULATOR
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.
EX
Upshift Control:
TORQUE SIGNAL FILTERED ACTUATOR FEED
➤
➤
➤ ➤
➤
➤
➤
➤
EX
PRESSURE CONTROL SOLENOID VALVE (320)
➤
➤
6
➤
➤
34
LO ➤
➤
3RD ACCUMULATOR
➤
➤
TORQUE SIG
9 ➤
ACCUMULATOR DRIVE
➤
ORIFICED ACCUM
➤
ACCUM
➤
#5
ACCUM ➤
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.
➤
TORQUE SIG
4TH ACCUM 3RD ACCUM
➤
➤ ➤
➤
➤
3RD ACCUMULATOR
➤
➤
3RD CLUTCH ACCUMULATOR ASSEMBLY:
3RD CLUTCH ➤
4TH CL
50
• 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
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
4TH CL
HYDRAULIC CONTROL COMPONENTS 3RD CLUTCH ➤
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.
EX
➤
4TH CLUTCH ACCUMULATOR ASSEMBLY:
4TH ACCUMULATOR
3RD ACCUMULATOR ➤
➤
➤
4TH ACCUM
➤
TORQUE SIG
3RD ACCUM ➤
➤
➤
➤
TORQUE SIG
➤
➤
➤
ORIFICED ACCUM
➤
➤ DRIVE
➤
➤
➤
ACCUMULATOR
6
➤
➤
#6
8 ➤
• A stuck accumulator piston would cause harsh shifts
4TH ACCUMULATOR
➤ LO
• A leak at the accumulator piston seal or porosity in the accumulator housing could cause no 4th gear/ slips in 4th gear
ACCUM
➤
➤
➤
ACCUM
➤
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.
➤
Downshift 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. As 4th clutch fluid pressure moves the 4th accumulator piston, some 4th accumulator fluid is forced out of the 4th accumulator. 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.
➤
Upshift Control:
➤
1-2 (2ND CLUTCH) ACCUMULATOR ASSEMBLY:
2ND CL
• 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
Upshift Control:
➤
REAR BAND APPLY
➤
➤
2ND ACCUMULATOR
➤
➤
#2
➤
LOW & REVERSE BAND SERVO ➤
14 ➤
➤
ACCUMULATOR
➤
➤
ACCUMULATOR
ORIFICED ACCUM
➤
➤
➤
➤
➤
➤
➤
DRIVE
6
TORQUE SIG
➤
Downshift Control:
ACCUM ➤
Figure 34
ACCUMULATOR
➤
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.
➤
• A stuck accumulator piston would cause harsh shifts
➤
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.
➤
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.
➤
LO ➤
35
HYDRAULIC CONTROL COMPONENTS BALL CHECK VALVES LOCATION AND FUNCTION #1 OVERRUN CLUTCH:
#7 LO/REVERSE:
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.
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:
#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.
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:
#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.
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:
#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.
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
26i
26j
40
40 ➤
➤ 14
28
➤
39b
28
1
➤ 39a
#11
➤
D321
➤
31b
31c
2-3 DRIVE
2ND CLUTCH
➤ 12
17 24c
23
24b
23
➤
➤
#3
➤
➤
FBA
2ND ACCUM
#7
CONTROL VALVE BODY (44) (Case Side)
➤
#1
#10
#4
#3
#8
#1
#4
➤ ➤
FRONT BAND APPLY
#5
➤
➤
ACCUM
ACCUM
#6 26c
26d
26e
26f
➤
➤
➤
38
38
8
32
32
9
➤
➤ ➤
➤
4TH ACCUM ➤
➤
3RD ACCUM
Figure 35
REVERSE
3RD/REVERSE
37d
37c
REVERSE
34
REAR BAND APPLY
➤ ➤
➤
➤
3RD CLUTCH
10
➤
REVERSE ➤
33b
33a
34
➤
➤
➤ 16
➤
LO
➤
43g
#9
#9 CASE (7) (Control Valve Body Side)
➤
➤
#7
➤
43h 11
➤
4TH CLUTCH #10
➤
➤
#8 ➤
REVERSE
3RD CLUTCH FEED
#2
#5
3RD CLUTCH
#6 ACCUMULATOR HOUSING (51)
4TH CLUTCH
#11
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) MANUAL 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
TRANSMISSION CONTROL MODULE (TCM) (SEE NOTE ABOVE)
3. TORQUE CONVERTER CLUTCH PULSE WIDTH MODULATED (TCC PWM) SOLENOID
ASSEMBLY LINE DIAGNOSTIC LINK (ALDL)
4. PRESSURE CONTROL (PC) SOLENOID VALVE
Figure 36
39
ELECTRICAL COMPONENTS THREE PIN CONNECTOR A B C
Seal
+ Ground
PRESSURIZED
Example: (Manual Third Range)
SWITCH LOGIC ENGINE OFF B
A
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
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
➤
MANUAL VALVE
D
2
LO Switch (N.O.)
40
D2 PRND43 Switch (N.O.)
➤ ➤
➤
REV
Automatic Transmission Fluid Pressure (TFP) Manual Valve Position Switch
Figure 37
LO ALL PRND43 SWITCHES N.O. PRND4
REV PRND4
PRND4
➤
LO PRND43
D4 DRIVE Switch (N.O.)
➤
➤
D3 PRND4 Switch (N.O.)
REV Switch (N.O.)
PRND43
C
➤
➤
B
FILTER (317)
LUBE PIPE (39)
1
SWITCH LOGIC MANUAL THIRD (D3) (Engine Running)
➤
RND
➤
P
ACTUATOR FEED ➤ FILT ACTR FD
➤
➤
+: 1 = Grounded (Resistance 50k ohms, 12 volts)
A
➤
*: 1 = Pressurized 0 = Exhausted
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.
EX
Park/Neutral
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.
TFP SWITCH DRIVE
DRIVE
NO PRESSURE
Contact
REAR LUBE
Contact Element
Ground
D 21 LO EX
Contact
DRIVE
Contact Element
LO
+
DRIVE
➤
Diaphragm
Contact
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.
➤ D321
Fluid
Diaphragm
➤
Contact
Body
Seal
Fluid Pressure Switch Operation:
LINE ➤
Fluid
DRIVE INDICATOR SWITCH
PRND4 PRND43
Body
PRND4 INDICATOR SWITCH
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.
PRND4
TRANSMISSION FLUID PRESSURE MANUAL VALVE POSITION SWITCH (40)
Transmission Fluid Pressure Manual Valve Position Switch (40):
PRN
LO INDICATOR SWITCH
REVERSE
PRND43 INDICATOR SWITCH
➤
REVERSE INDICATOR SWITCH
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: • Freeze shift adapts. • Maximum line pressure. • Calculate A/T OSS from A/T ISS sensor output. • DTC P0502 stores in PCM history.
HIGH SPEED
OUTPUT VOLTS
5.0
TIME
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.
FIGURE A: CONDITIONED SIGNAL
Automatic Transmission Input (Shaft) Speed (A/T ISS) Sensor (22):
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 6000 RPM.
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 Automatic Transmission Fluid Temperature (TFT) Sensor:
PROBE
BODY
CONNECTOR
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
16,000
TFT SENSOR RESISTANCE (OHMS)
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.
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 RESISTANCE VS. TEMPERATURE
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 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
O-RING
METERING BALL
OFF OFF OFF ON ON
➤
➤
SOLENOID FLUID
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 pressure acts on the 2-3 shift valve to move it into the upshifted position (against spring force and actuator feed 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 pressure also assists spring force and actuator feed fluid pressure at the 1-2 shift valve to keep the valve in the upshifted position when 1-2 signal fluid pressure is either high or low.
1-2 SIG
2-3 DRIVE DRIVE ➤
PARK/REVERSE/NEUTRAL/FIRST GEAR
2-3 SIG
2-3 SIG
THIRD GEAR
Figure 40
ACTR FD
ON
1-2 SIGNAL
PRN
3CLFD
3-4 SHIFT
➤
EX N.O.
4TH CL FD 4TH CL ORIF EX
ACTR FD
2-3 DR
ORFCD EX
EX
D21 ➤
2-3 SOL
2-3 SHIFT VALVE PRND4 4CLFD EX FBA
ACTR FD
ON
1-2 SIGNAL
PRN
3-4 SHIFT
➤
➤
2-3 SIG
N.O.
4TH CL FD 4TH CL ORIF EX
ACTR FD
2-3 DR
ORFCD EX
EX
2-3 SIG
EX
3CLFD
ACTR FD
1-2 SIGNAL
4TH CL FD 4TH CL ORIF EX
PRND4 4CLFD EX FBA
D21
2-3 SIG
2-3 SIG
ACTR FD
2-3 DR
PRN
2-3 SOL
2-3 SHIFT VALVE
➤
➤
N.O. OFF
➤
EX ➤
➤
➤
ON
➤
➤
➤
ORFCD EX
1-2 SIGNAL ➤
➤
2-3 SOL ➤
3CLFD
EX N.O.
➤
FILT ACTR FD
➤
➤
EX
ACTR FD
2-3 SIGNAL
➤
FILT ACTR FD
➤
PRND4 4CLFD EX FBA
EX
➤
EX
EX
1-2 SIGNAL
➤
➤
2-3 SIGNAL
1-2 SOL
1-2 SHIFT VALVE
EX➤
➤
N.O. OFF
➤
D21
REV REV REV
1-2 SIG
2-3 DRIVE DRIVE
ACTR FD
REV REV REV
1-2 SIG
2-3 DRIVE DRIVE
ACTR FD
➤
REV REV REV
➤
➤
➤
➤
➤
➤
➤
ON
➤
2-3 SHIFT VALVE
FILT ACTR FD
1-2 SOL
1-2 SHIFT VALVE
EX
➤
FILT ACTR FD
➤
FILT ACTR FD
1-2 SOL
2-3 SIGNAL
FRAME
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 at the 2-3 shift valve (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 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 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.
1-2 SIGNAL
COIL ASSEMBLY
EXHAUST
2-3 Shift Solenoid (SS) Valve (311):
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, fluid remains in the 1-2 signal fluid circuit but at low pressure because filtered actuator feed fluid 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.
N.O.
FILTER
SHIFT SOLENOID VALVE (OFF)
1-2 Shift Solenoid (SS) Valve (313):
1-2 SHIFT VALVE
➤
➤
The shift solenoid valves are de-energized (turned OFF) when the PCM opens the path to ground for the solenoid’s electrical circuit. With the solenoid OFF, signal fluid pressure moves the metering ball and plunger away from the metering 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.
FILT ACTR FD
➤
➤
2-3 SOLENOID
ON ON OFF OFF ON
CONNECTOR
➤
1-2 SOLENOID
PLUNGER
➤
GEAR RANGE
Park, Reverse, Neutral First Second Third Fourth
SPRING
➤
The Hydra-matic 4L80-E uses two electronic shift solenoid valves (1-2 and 2-3) to control upshifts and downshifts in all forward gear ranges. These shift solenoid valves work together in a combination of ON and OFF sequences to control the various shift valves. The PCM uses numerous 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:
3-4 SHIFT
FOURTH GEAR
43
ELECTRICAL COMPONENTS
➤
➤
➤
➤
➤
➤
➤
EXHAUST
O-RING
METERING BALL
➤
➤
➤
COIL ASSEMBLY
➤
➤
➤
➤
➤
➤
FILTERED 2-3 DRIVE FLUID
➤
➤
➤
PLUNGER CONNECTOR
The TCC PWM solenoid valve is a normally closed, pulse width modulated (PWM) solenoid used to control the apply and release of the converter clutch. The PCM operates the solenoid with a negative duty cycle at a fixed frequency of 32 Hz to control the rate of TCC apply/release. The solenoid’s ability to “ramp” the TCC apply and release pressures results in a smoother TCC operation.
➤
CORE
Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Valve (323):
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. 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.
TCC SIGNAL FLUID
FRAME
PERCENT DUTY CYCLE
➤
TCC PWM SOLENOID VALVE
100% 75
C
D E
B
Note: Duty cycles given are for example only. Actual duty cycles will vary depending on vehicle application and vehicle operating conditions.
50 TCC APPLY FLUID PRESSURE
A
25
S
0
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 Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Valve Operation:
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.
TCC ENABL
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).
➤ ➤
➤
➤ ➤
➤
REG CONV FD
CONVERTER FEED
➤
ORIFICED REG APPLY REGULATED APPLY
➤
TCC (PWM) SOLENOID VALVE EX (323)
➤
RELEASE ➤
Figure 41
➤
TCC REG ON
FILTERED 2-3 DRIVE
➤
➤
➤
➤
➤
CONV FD REG CONV FD
EX
3
➤
➤
➤
➤
➤
➤ ➤
REG APPLY
➤
LO
➤
➤
APPLY/RETURN
➤
➤
➤
PRND4
➤
➤
➤
➤
DRIVE
EX
➤
DRIVE
➤
PRND4
REV
TFP SWITCH ➤
➤
➤ ➤
LO ALL PRND43 SWITCHES N.O.
TCC SIGNAL
➤
APPLY/RETURN
➤
➤
REV
FRONT LUBE ➤
➤
➤
➤
➤
RELEASE
➤
➤
➤
APPLY/RETURN
➤
PRND43
➤
➤
CONV CLUTCH SHIFT
➤ ➤
➤ 24
CONV LIMIT
➤
➤
COOLER
➤
➤
➤
➤
➤
➤
➤
➤ ➤
TCC SIGNAL
➤
➤
TCC ENABLE ➤ RELEASE ➤
➤
➤
TCC ENABLE
ENABLE ➤
REG CONV FEED ➤
➤
44
➤ TCC
➤
➤
➤
EX
TORQUE CONVERTER (1)
EX ➤EX ➤
LINE
ELECTRICAL COMPONENTS EXHAUST VARIABLE ARMATURE SPRING FRAME BLEED ORIFICE
➤
➤
➤
➤
➤ ➤
➤
➤
➤
➤ ➤
➤
➤
Duty Cycle, Frequency and Current Flow:
SPOOL VALVE SPRING
SPOOL VALVE PUSH ROD COIL DAMPER SPRING RESTRICTOR ASSEMBLY
SPOOL VALVE SLEEVE
FLUID SCREENS
PRESSURE CONTROL SOLENOID VALVE ➤
A “duty cycle” may be defined as the percent of time current is flowing through a solenoid coil during each cycle. The number of cycles that occur within a specified amount of time, usually measured in seconds, is called “frequency”. Typically, the operation of an electronically controlled pulse width modulated solenoid is explained in terms of duty cycle and frequency.
➤
➤
➤
➤
➤
➤
➤
➤
➤ ➤
➤ ➤
➤
➤
➤
ACTUATOR TORQUE SIGNAL FEED FLUID LIMIT FLUID
➤
The pressure control (PC) solenoid valve is a precision electronic pressure regulator that controls transmission line pressure based on current flow through its coil windings. As current flow is increased, the magnetic field produced by the coil moves the solenoid’s plunger further away from the exhaust port. Opening the exhaust port decreases the output fluid pressure regulated by the PC solenoid valve, which ultimately decreases line pressure. The PCM controls the PC solenoid valve based on various inputs including throttle position, transmission fluid temperature, MAP sensor and gear state.
➤
Pressure Control Solenoid Valve (320):
40%➤
➤
12
➤
The PCM controls the PC solenoid valve on a positive duty cycle at a fixed frequency of 292.5 Hz (cycles per second). A higher duty cycle provides a greater current flow through the solenoid. The high (positive) side of the PC solenoid valve electrical circuit at the PCM controls the PC solenoid valve operation. The PCM provides a ground path for the circuit, monitors average current and continuously varies the PC solenoid valve duty cycle to maintain the correct average current flowing through the PC solenoid valve.
60%
➤
VOLTS
(ON)
TIME ➤
➤
➤
0
1 CYCLE = 1/292.5 SECOND
PRESSURE CONTROL SOLENOID VALVE POSITIVE DUTY CYCLE
Approximate Duty Cycle
Current
Line Pressure
+ 5%
0.1 Amps
Maximum
+40%
1.1 Amps
Minimum
100
Pressure control solenoid valve resistance should measure between 3.5 and 4.6 ohms when measured at 20°C (68°F).
The duty cycle and current flow to the PC solenoid valve are mainly affected by throttle position (engine torque) and they are inversely proportional to throttle angle (engine torque). In other words, as the throttle angle (engine torque increases), the duty cycle is decreased by the PCM which decreases current flow to the PC solenoid valve. Current flow to the PC solenoid valve creates a magnetic field that moves the solenoid armature toward the push rod and against spring force.
CONTROL PRESSURE (PSI)
90 80 70 60 50 40 30 20 10 0 0.0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1.0
1.1
INPUT CURRENT (AMP)
PRESSURE CONTROL SOLENOID VALVE CURRENT FLOW
Transmission Adapt Function:
Programming within the PCM also allows for automatic adjustments in shift pressure that are based on the changing characteristics of the transmission components. As the apply components within the transmission wear, shift time (time required to apply a clutch or band) increases. In order to compensate for this wear, the PCM adjusts trim pressure by controlling the PC solenoid valve in order to maintain the originally calibrated shift timing. The automatic adjusting process is referred to as “adaptive learning” and it is used to assure consistent shift feel plus increase transmission durability. The PCM monitors the A/T ISS sensor and A/T OSS during commanded shifts to determine if a shift is occurring too fast (harsh) or too slow (soft) and adjusts the PC solenoid valve signal to maintain a set shift feel.
A Pressure Control Solenoid electrical problem will set a DTC P0748 and the PCM will command the following default actions: • 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 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, 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 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. 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. Refer to the appropriate General Motors Service Manual for specific electrical diagnosis information.
POWER FLOW This section of the book describes how torque from the engine is transferred through the Hydra-matic 4L80-E transmission allowing the vehicle to move either in a forward or reverse direction. The information that follows details the specific mechanical operation, electrical, hydraulic and apply components that are required to achieve a gear operating range.
The full size, right hand pages contain a simplified version of the Complete Hydraulic Circuit that is involved for that range and gear. Facing this full page is a half page insert containing text and a detailed explanation of what is occurring hydraulically in that range and gear. A page number located at the bottom of the half page of text provides a ready reference to the complete Hydraulic Circuits section of this book if more detailed information is desired.
The full size, left hand pages throughout this section contain drawings of the mechanical components used in a specific range and gear. Facing this full page is a half page insert containing a color coded range reference chart at the top. This chart is one of the key items used to understand the mechanical operation of the transmission in each range and gear. The text below this chart provides a detailed explanation of what is occurring mechanically in that range and gear.
It is the intent of this section to provide an overall simplified explanation of the mechanical, hydraulic and electrical operation of the Hydra-matic 4L80-E transmission. If the operating principle of a clutch, band or valve is unclear, refer to the previous sections of this book for individual component descriptions.
RK g) PA nnin u R e gin (En
) k (P Par the he oil er in t : levre fromowing r o lect essu e foll e se e pr o th ): Regh th lin d t 18 ) Witsition, irecte Valve(2ressure po p is d lator (line psion u t pum Reg tpu mis re ou ns p ssu mp tra pum Pretes pu to the hen emand ulaordingents. Wthe dfrom accuirem ceeds, fluidr req ut ex ssure ulato outpne preure reg of lipress the
4
MANUAL 2-1 BAND SERVO (55–60)
➤
➤
NO POWER TRANSMITTED TO DIFFERENTIAL ASSEMBLY
➤
DRIVE
➤
REAR
ACTUATOR FEED
D321 D 21 LO
LUBE
PRND4 PRND43
➤
FILTERED ACTUATOR FEED
EX
PRN PRND4 ➤ ➤
REVERSE
LINE ➤
➤
EX
➤
PRN
FILTER (317)
LUBE PIPE (39) ➤
➤
FILTERED ACTUATOR FEED
➤
ACTR FD
1-2 SOL
LO
➤
➤
➤
4TH CL FD EX FBA
PRN
➤
➤
3
➤
➤
➤
PRN
➤
➤
PRN
➤
2-3 SIGNAL
ORIFICED EX
➤
2-3 SOL
2-3 SHIFT VALVE
➤
TORQUE SIGNAL
EX
➤
ACTUATOR FEED
➤
➤
➤
EX ➤ ➤
➤
TORQUE SIGNAL
PRND4
2-3 SIGNAL
➤
➤ ➤
EX
LINE
➤
1-2 SIGNAL
➤ ➤ ➤
EX EX
PRESSURE REG
PRND4 REVERSE
4
2-3 DRIVE 5 ➤
ACT FD LIMIT
TORQUE SIG
➤
➤
ORIFICED ACTUATOR FEED
➤
ACTUATOR FEED
19 ➤
BOOST
➤
PRND4
➤
➤
➤
➤
LINE
ACTUATOR FEED
➤
➤
➤
PRN
➤
➤
LINE (from Pump)
2-3 SIGNAL
➤
DRIVE
DRIVE
EX
➤
ON ➤
REVERSE
REV
➤
➤
OUTPUT SHAFT ASSEMBLY (671) HELD
PRND4
TFP SWITCH
➤
➤
➤
EX
➤
LINE
CONV FD
ALL PRND43 SWITCHES N.O.
LO
➤
SUCTION
REV
N.O.
1-2 SIGNAL
➤
LINE
➤
➤
ORIFICE CUP PLUG (236)
N.O. OFF
3RD CLUTCH FEED
➤
B
➤
4TH CL FD ➤
PRN
1-2 SIG
SIGNAL ➤
3-4 SHIFT
5 EX
➤ TORQUE
PRESSURE CONTROL SOLENOID VALVE (320)
DR PA AUL GE IC 76 CIR C
➤
PARKING PAWL RETURN SPRING (705)
50
HY
ACTUATOR FEED
➤
PARKING PAWL (703) ENGAGED
➤
➤
➤ PARKING PAWL ACTUATOR ASSEMBLY (710)
TE
FILTER (302)
FILTERED ACTR FD ➤
PL E
➤
➤
➤
LINE
CO M
50
REV
➤
2
➤
PRND43
➤
➤
➤
LINE
REV EX 2-3 DRIVE DRIVE
➤
PRESSURE TAP (24)
1-2 SIGNAL
➤
1-2 SHIFT VALVE
CONVERTER HUB
OVERDRIVE INTERNAL GEAR DRIVEN
➤ 20
PRND43
➤
OVERDRIVE CARRIER OVERDRIVE ASSEMBLY (514) ROLLER CLUTCH (512) HOLDING
FORWARD CLUTCH HOUSING (602)
1
➤
AIR BLEED (210)
TURBINE SHAFT (502)
OUTPUT CARRIER ASSEMBLY (661) HELD
2
➤
OVERDRIVE CARRIER OVERDRIVE PINION GEARS TURBINE SUN HELD SHAFT GEAR (502)
➤
➤
OVERRUN CLUTCH HOUSING (504)
PUMP ASSEMBLY (4)
D
➤
TORQUE CONVERTER ASSEMBLY (1)
RND
ACTR FD
➤
MANUAL VALVE
P
➤
HELD
1
➤
➤
➤
➤
➤
➤
4 POWERFLOW TERMINATED
PARK (Engine Running)
➤
➤
3 OVERDRIVE INTERNAL GEAR DRIVEN
FBA
2c 2d OVERDRIVE OVERDRIVE ROLLER CARRIER CLUTCH PINION GEARS (512) (518) HOLDING HELD
➤
1 POWER FROM TORQUE CONVERTER (1)
PRND43
PARK (Engine Running)
15
4TH CLUTCH
ORIFICED EX
EX
UIT
Figure 47
Figure 46
Figure 43
51
47
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 transferred 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
;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;;
➤
➤
DRIVE
➤
LINE
➤
➤
➤
➤
➤
TCC REG LINE
➤
➤
➤ ➤
EX
➤
➤
➤
OFF
➤
FILTERED 2-3 DRIVE
➤
SUCTION
➤
TCC (PWM) SOLENOID VALVE EX (323)
Line pressure is routed through the PR valve and into the converter feed fluid circuit. Converter feed fluid is routed to the converter limit valve.
BOTTOM PAN (28) TORQUE SIGNAL
➤
➤
3a Pressure Regulator Valve:
➤
➤
DRIVE
LINE
FILTER ASSEMBLY (31)
ORIFICED REG APPLY REGULATED APPLY
3 TORQUE CONVERTER (RELEASED POSITION ONLY)
BOOST
CONVERTER FEED
➤
REG CONV FD ➤
ORIFICE CUP PLUG (208)
3
3b
SUCTION
FRONT LUBE ➤
TCC ENABL
CONV LIMIT
➤
➤
TCC SIGNAL
➤
➤
CONV CLUTCH SHIFT
➤
➤
REG APPLY
➤
➤
➤
REG CONV FD
REVERSE TORQUE SIG
EX CONV FD
PRESSURE REG
➤
➤
➤
3e
Accumulator fluid is also routed to the low and reverse band servo, which acts as an accumulator for the 2nd clutch, in preparation for upshifts and downshifts.
3c ➤
2c Low and Reverse Band Servo:
APPLY/RETURN
➤
➤
2 SHIFT ACCUMULATION
➤ ➤
TORQUE SIGNAL
TORQUE SIGNAL
ACTUATOR FEED ➤
➤
➤
FILTERED ACTR FD
TORQUE SIGNAL
➤
LINE
FILT ACTR FD EX
➤
➤
2ND CL
➤
2ND ACCUM
➤
➤
ORIFICED ACTUATOR FEED
LINE ➤
ACT FD LIMIT EX
LOW & REVERSE BAND SERVO (61–74)
REAR BAND APPLY
TORQUE SIGNAL
➤
➤ ➤
4TH ACCUM
➤
➤
➤
TORQUE SIGNAL
➤
➤
➤ 5
➤
➤
➤
➤
ACTUATOR FD
ACTUATOR FEED
➤
3RD ACCUM
2c ➤
2b
➤
➤
➤
3RD ACCUMULATOR
➤
➤
TORQUE SIG
➤
EX 4TH ACCUMULATOR
EX EX
➤
➤
3RD CLUTCH
4TH CLUTCH
➤
➤
➤
➤
4TH ACCUMULATOR
➤
➤
3RD ACCUMULATOR
PRESSURE CONTROL SOLENOID VALVE (320)
➤
➤
LO
➤
FILTER (302)
➤
➤
ACCUM
➤
➤
➤
1c
DRIVE
ORIFICED ACCUM
➤
➤ ➤
14
➤
➤
9
2a
➤
48B
➤
➤
8 ➤
Release fluid pressure is routed to the torque converter to keep the TCC released. Fluid leaves the converter in the apply/return fluid circuit and returns to the cooler through the converter clutch shift valve.
➤
6
Spring force and TCC enable fluid pressure hold the valve in the release position allowing regulated converter feed fluid to enter the release circuit. Release fluid is routed to the torque converter. Apply/return fluid from the torque converter also passes through the converter clutch shift valve into the cooler circuit. 3f Torque Converter:
#2
#5
➤
3e Converter Clutch Shift Valve:
➤
ACCUMULATOR
➤
➤
➤
#6
3d TCC Enable Valve:
Spring force holds the valve in the release position allowing regulated converter feed fluid to enter the TCC enable circuit. TCC enable fluid is routed to the converter clutch shift valve to assist spring pressure in holding the valve in the release position.
➤ ➤
3c Converter Limit Valve:
Regulates converter feed fluid into the regulated converter feed circuit. This regulation is controlled by spring pressure acting on one end of the valve and orificed regulated converter feed fluid on the other end of the valve. Regulated converter feed fluid is routed to the TCC enable valve and the converter clutch shift valve.
➤
3b TCC Regulator Valve:
Spring force holds the valve in the release position, thereby blocking line pressure.
EX
➤
COOLER
Accumulator fluid is routed to each of the accumulator assemblies in preparation for upshifts and downshifts.
ORIFICE CUP PLUG (208) EX
1a
➤
2b 3rd and 4th Accumulator Assemblies:
➤
➤
CONV FD
LINE
➤
➤
TCC ENABLE RELEASE ➤
➤ ➤
➤
24
TCC SIGNAL
➤
PUMP ASSEMBLY (4)
➤
➤
➤
TCC ENABLE
EX
➤
2 SHIFT ACCUMULATION
REG CONV FEED
SUCTION LINE
➤
➤
➤
➤
EX
➤
TCC ENABLE
3a
LINE
➤
RELEASE
➤
LINE
ORIFICE CUP PLUG (236)
➤
➤
CONVERTER FEED
APPLY/RETURN
3d
LINE
➤
APPLY/RETURN
AIR BLEED (210)
➤
➤
DRIVE
DRIVE
PRND4
RELEASE
PRESSURE TAP (24)
➤
➤
Controlled by the PCM, the PC solenoid valve regulates filtered actuator feed fluid pressure into the torque signal fluid circuit.
Drive pressure is regulated into accumulator fluid pressure. This regulation is basically controlled by torque signal fluid pressure acting on one end of the valve and orificed accumulator fluid on the other end of the valve.
➤
➤
1c Pressure Control PC Solenoid Valve:
2a Accumulator Valve:
PRND4
REV
TFP SWITCH
➤
1b Actuator Feed Limit (AFL) Valve:
LO ALL PRND43 SWITCHES N.O.
➤
3f
REV
➤
1a Pressure Regulator Valve:
Line pressure is routed through the valve and into the actuator feed fluid circuit. The valve limits actuator feed fluid pressure to a maximum pressure. Actuator feed fluid is routed to the pressure control solenoid, and also feeds the 1-2 signal and 2-3 signal fluid circuits.
LO
➤
1 PRESSURE REGULATION
Regulates pump output (line pressure) in response to torque signal fluid pressure acting on the reverse boost valve, spring force, and line pressure acting on the end of the valve. Line pressure is directed to the manual valve, the TCC regulated apply valve, and the actuator feed limit valve. Also, line pressure feeds the converter feed circuit through the pressure regulator valve.
LINE (to Manual Valve) PRND43
➤
TORQUE CONVERTER (1)
DRIVE (from Manual Valve)
REGULATION
➤
When the gear selector lever is in the Park (P) position and the engine is running, fluid is drawn into the oil pump and line pressure is directed to the pressure regulator valve.
1 PRESSURE
➤
CONVERTER
➤
3 TORQUE
➤
(Engine Running)
COMMON HYDRAULIC FUNCTIONS FOR ALL RANGES ➤
HYDRAULIC POWERFLOW – COMMON FUNCTIONS FOR ALL RANGES
1b
➤
➤
Figure 45
49
PARK
PARK 1 POWER FROM TORQUE CONVERTER (1)
2c 2d OVERDRIVE OVERDRIVE ROLLER CARRIER CLUTCH PINION GEARS (512) (518) HOLDING HELD
➤
➤
➤
(Engine Running) SOLENOID
4 POWERFLOW TERMINATED
1-2
2-3
ON OFF
➤
NO POWER TRANSMITTED TO DIFFERENTIAL ASSEMBLY
➤
➤
3 OVERDRIVE INTERNAL GEAR DRIVEN
(Engine Running) FOURTH OVERRUN CLUTCH CLUTCH
OVERDRIVE MANUAL INTER. ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH BAND CLUTCH
LOW INTER. ROLLER CLUTCH CLUTCH
LOW & REV BAND
HOLDING
• The manual shaft (708) and manual valve (319) are in the Park position. The parking lock actuator assembly (710) engages the parking lock pawl (703) with the teeth on the output carrier assembly (661). • The output carrier assembly is held stationary by the parking pawl. • The output shaft assembly (671), which is connected to the output carrier assembly, is also held and the vehicle cannot move. 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
The overdrive planetary gearset acts as an integral unit in all drive ranges except Overdrive Fourth gear to transfer power at a 1:1 ratio to the output planetary gear set. The following steps describe the operation:
HELD
TORQUE CONVERTER ASSEMBLY (1)
OVERRUN CLUTCH HOUSING (504)
PUMP ASSEMBLY (4)
Power Transfers Through the Overdrive Planetary Gearset
OVERDRIVE CARRIER OVERDRIVE PINION GEARS TURBINE SUN HELD SHAFT GEAR (502)
2a Pinion Gears Mesh With Internal and Sun Gear
The overdrive carrier pinion gears (518) are in mesh with both the overdrive internal gear [part of the forward clutch housing assembly (602)] and overdrive sun gear [part of the overrun clutch housing assembly (504)]. 2b Pinion Gears Attempt to Rotate
The pinion gears attempt to rotate counterclockwise on their pins around the internal gear as they travel clockwise with the overdrive carrier assembly. This action attempts to drive the sun gear clockwise, faster than the overdrive carrier is rotating.
TURBINE SHAFT (502)
2c Overdrive Roller Clutch Holding
OVERDRIVE CARRIER OVERDRIVE ASSEMBLY (514) ROLLER CLUTCH (512) HOLDING
However, the overdrive roller clutch (512), located between the overdrive carrier and overrun clutch housing, engages and prevents the sun gear (overrun clutch housing) from rotating faster than the overdrive carrier assembly. 2d Pinion Gears Held
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 overdrive carrier assembly. CONVERTER HUB
FORWARD CLUTCH HOUSING (602)
3
4
➤
50
Powerflow Terminated
All clutches and bands are released in Park range and power flow is terminated at the forward clutch housing (602).
➤ OVERDRIVE INTERNAL GEAR DRIVEN
OUTPUT SHAFT ASSEMBLY (671) HELD
OUTPUT CARRIER ASSEMBLY (661) HELD
Overdrive Internal Gear Driven
The overdrive carrier pinion gears drive the overdrive internal gear [part of the forward clutch housing assembly (602)] at the same speed as the overdrive carrier. Therefore, power flow is a 1:1 direct drive gear ratio from the torque converter turbine to the forward clutch housing.
PARKING PAWL ACTUATOR ASSEMBLY (710)
Figure 46
PARKING PAWL (703) ENGAGED PARKING PAWL RETURN SPRING (705)
Note: The vehicle should be completely stopped before selecting Park range or internal damage to the transmission could occur. Also, the manual linkage must be adjusted properly so the indicator quadrants in the vehicle correspond with the inside detent lever (711) in the transmission. If not adjusted properly, an internal leak between fluid passages at the manual valve may cause a clutch or band to slip or cause the transmission to not hold in park. Refer to the appropriate General Motors Service Manual for the proper manual linkage adjustment procedures.
50A
PARK
PARK
(Engine Running) SOLENOID 1-2
2-3
ON OFF
OVERDRIVE MANUAL INTER. FOURTH OVERRUN ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH BAND CLUTCH
(Engine Running) LOW INTER. ROLLER CLUTCH CLUTCH
LOW & REV BAND
4
HOLDING
FLUID PRESSURE DIRECTED IN PREPARATION FOR A SHIFT
➤
FBA
MANUAL 2-1 BAND SERVO (55–60)
Transmission Fluid Pressure (TFP) Manual Valve Position Switch:
➤
DRIVE
AIR BLEED (210)
➤
➤
FILTERED ACTUATOR FEED
➤ 20
➤
2
ACTR FD
3-4 Shift Valve:
1-2 SIGNAL
REV EX 2-3 DRIVE DRIVE
➤
PRND43
1-2 SOL
PRND4
➤
➤
3
➤
➤
PRN
➤
➤
PRN
2-3 SIGNAL
2-3 SIGNAL
ORIFICED EX
➤
4TH CL FD EX FBA
PRN
➤
➤
TORQUE SIGNAL
2-3 SOL
2-3 SHIFT VALVE
➤
➤
EX ➤ ➤
➤
EX
ACTUATOR FEED
➤
EX
➤
LINE
➤
TORQUE SIGNAL
PRND4
➤
➤
➤
5 ➤
➤
REVERSE
BOOST
4
2-3 DRIVE
➤
➤
ORIFICED ACTUATOR FEED
ACT FD LIMIT
➤
➤ 19
➤
ACTUATOR FEED
EX EX
➤
➤
➤
ACTUATOR FEED
➤
➤
PRND4
➤
LINE
➤
TORQUE SIG
➤
➤
➤
➤
2-3 SIGNAL
DRIVE
➤
➤
➤
REVERSE
DRIVE
EX
➤
PRN
➤
➤
LINE (from Pump)
1-2 SIGNAL
ON
REV
➤
➤
PRESSURE REG
➤
PRND4
TFP SWITCH
➤
➤
LINE
CONV FD
LO ALL PRND43 SWITCHES N.O.
➤
SUCTION
REV
➤
LINE
➤
EX N.O.
➤
ORIFICE CUP PLUG (236)
➤
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.
LO
1-2 SHIFT VALVE
1-2 SIGNAL
LINE
➤
➤
➤
REV
➤
PRESSURE TAP (24)
➤
5
ACTUATOR FEED
➤
➤
➤
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.
PRND43
➤
Manual 2-1 Band Servo:
➤
LUBE PIPE (39)
➤
4
FILTERED ACTUATOR FEED
D321 D 21 LO
PRND4 PRND43
FILTER (317)
REAR LUBE
➤
1
EX
PRN PRND4 ➤
REVERSE
PRN
2
➤
D
➤
2-3 Shift Valve:
PRND4 fluid is also sent from the manual valve to the 2-3 shift valve where it stops.
➤
➤
3
RND
ACTR FD
➤
P
LINE ➤
➤
EX
➤
MANUAL VALVE ➤
Note: Refer to Shift Solenoid Valves on page 43 for a description of solenoid and shift valve operation.
1
➤
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.
➤
2
PRND43
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.
➤
➤
1
N.O. OFF
3RD CLUTCH FEED
➤
➤
➤
➤
FILTER (302)
FILTERED ACTR FD
PRN
1-2 SIG
SIGNAL
➤
3-4 SHIFT
5 ➤
EX
➤ TORQUE
➤
ACTUATOR FEED 4TH CL FD
➤
PRESSURE CONTROL SOLENOID VALVE (320)
➤
➤
➤
LINE
15
4TH CLUTCH
ORIFICED EX
EX
COMPLETE HYDRAULIC CIRCUIT Page 76
50B
Figure 47
51
REVERSE
REVERSE
➤
6 REACTION CARRIER ASSEMBLY (651) HELD
➤
➤
➤
➤
4 SUN GEAR (650) DRIVING
➤
➤
5 LOW AND REVERSE BAND (657) APPLIED
3 DIRECT CLUTCH APPLIED
OVERDRIVE ROLLER CLUTCH (512) HOLDING
SOLENOID
7 REACTION INTERNAL GEAR DRIVEN
1-2
2-3
ON OFF
POWER TO DIFFERENTIAL ASSEMBLY
➤
2 POWER TRANSFERS THROUGH OVERDRIVE PLANETARY GEARSET
FOURTH OVERRUN CLUTCH CLUTCH
OVERDRIVE MANUAL INTER. ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH BAND CLUTCH HOLDING
APPLIED
LOW INTER. ROLLER CLUTCH CLUTCH
LOW & REV BAND APPLIED
In Reverse (R), torque from the engine is multiplied through the torque converter and transmission gear sets to the vehicle’s drive shaft and rear axle. The planetary gear sets operate in reduction and also reverse the direction of input torque for a reverse gear ratio of approximately 2.08:1. • The manual shaft (708) and manual valve (319) are in the Reverse 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.
➤
➤
1 POWER FROM TORQUE CONVERTER (1)
➤
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
SUN GEAR (650) DRIVING
DIRECT CLUTCH APPLIED FORWARD CLUTCH ASSEMBLY
OVERDRIVE CARRIER ASSEMBLY (514)
OVERRUN CLUTCH HOUSING (504)
4
TURBINE SHAFT (502)
OVERDRIVE ROLLER CLUTCH (512) HOLDING
REACTION CARRIER ASSEMBLY (651) HELD
OUTPUT CARRIER ASSEMBLY (661)
OUTPUT SHAFT ASSEMBLY (671)
Rear Brake Band Applied
The rear brake band (657) is applied and holds the reaction carrier assembly. 6
Reaction Carrier Assembly Held
With the reaction carrier assembly held, the reaction carrier pinion gears drive the reaction internal gear in a reverse direction. 7
Reaction Internal Gear Driven
The reaction internal gear is part of the output carrier assembly and the output shaft (671) is splined to the output carrier assembly, thus the output shaft is rotating in reverse.
When the throttle is released in Reverse, power from vehicle speed (output shaft) drives the forward clutch housing faster than engine speed is driving the overdrive carrier. This drives the pinion gears clockwise, overdrive sun gear [part of the overrun clutch housing (504)] counterclockwise and overruns the overdrive roller clutch to allow the vehicle to coast.
➤
LOW ROLLER CLUTCH (644)
DIRECT CLUTCH DRIVING HUB (615)
TURBINE SHAFT (502)
DIRECT CLUTCH HOUSING (623)
Sun Gear Driving
Engine torque is transferred from the direct clutch housing, through the sun gear shaft (649) and to the sun gear (650). The sun gear shaft is splined on one end to the direct clutch housing and to the sun gear at the other. The sun gear is in mesh with and drives the reaction pinion gears. 5
SUN GEAR SHAFT (649)
Direct Clutch Applied
The direct clutch plates (611, 618) are applied and allow the direct clutch driving hub (615), which is connected to the forward clutch housing, to drive the direct clutch housing (623).
LOW AND REVERSE BAND SERVO APPLIED
52
LOW AND REVERSE BAND (657) APPLIED
REACTION INTERNAL GEAR DRIVEN
Figure 48
52A
REVERSE SOLENOID 1-2
2-3
ON OFF
OVERDRIVE MANUAL INTER. FOURTH OVERRUN ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH BAND CLUTCH HOLDING
REVERSE LOW INTER. ROLLER CLUTCH CLUTCH
APPLIED
LOW & REV BAND APPLIED
INTERMEDIATE CLUTCH ASSEMBLY & CENTER SUPPORT (629–640)
DIRECT CLUTCH ASSEMBLY (616–623)
When the gear selector lever is moved to the Reverse (R) position (from the Park position) the following changes occur in the transmission’s hydraulic and electrical systems. ➤
1 PRESSURE REGULATION 1a Manual Valve:
➤
With the manual valve in the reverse position, line pressure is directed into the reverse fluid circuit in addition to the PRN, PRND4 and PRND43 fluid circuits already pressurized in Park.
➤
REVERSE
➤
3RD/REVERSE
➤
➤ ➤
Reverse fluid at the reverse boost valve boosts line pressure for the additional torque requirements in Reverse. Torque signal fluid pressure from the pressure control (PC) solenoid acting on the reverse boost valve also helps determine line pressure in Reverse depending on throttle position and other PCM input signals.
➤
3RD/REVERSE
➤
RBA LO
REVERSE
➤
➤
ACTUATOR FEED
➤
REVERSE
➤
1-2 SIGNAL
➤
REV
REVERSE 2-3 SIGNAL
REVERSE
1-2 SIGNAL
REV EX 2-3 DRIVE DRIVE
LUBE REAR
➤
3RD/REVERSE
➤
PRND43
LO
➤
➤
EX N.O.
➤
PRND4
1-2 SOL
1-2 SHIFT VALVE ➤
DRIVE
4a
➤
➤
TFP SWITCH
ACTR FD
➤
ON ➤
➤
➤
➤
➤
1-2 SIGNAL
2-3 SIGNAL
➤
➤
3-4 SHIFT
REVERSE
➤
3RD/REV
➤
PRN
3RD CL
➤ ➤
➤
ACTUATOR FEED 4TH CL FD ➤
#9
➤
SIGNAL
REVERSE
➤
3b
#11
Figure 49
15
➤
EX
➤ TORQUE
➤
➤
➤
PRESSURE CONTROL SOLENOID VALVE (320)
FILTERED ACTR FD
➤
16
3RD/REVERSE ➤
FILTER (302)
ORIFICED EX
➤
EX
➤ ➤
➤
LINE
EX ➤
➤
➤
➤
➤
3RD CLUTCH FEED
1-2 SIG
➤
➤
N.O. OFF
4TH CL FD EX FBA
PRN
PRN
➤
➤
➤
➤ ➤
2-3 SHIFT VALVE
➤
PRN
3a 2-3 SOL
➤
➤
TORQUE SIGNAL
2-3 SIGNAL
➤
ACTUATOR FEED
EX EX
➤
EX
➤
➤
PRND4
4b
➤
➤ ➤
LINE
➤
➤
5 ➤
ACT FD LIMIT
➤
➤
➤
4
2-3 DRIVE
➤
➤
ORIFICED ACTUATOR FEED
➤
ACTUATOR FEED
TORQUE SIGNAL
➤ 19
➤
REVERSE
➤
➤
➤
ACTUATOR FEED
➤
➤
PRND4
➤
➤
➤
PRESSURE REG
➤ ➤
BOOST
FILTERED ACTUATOR FEED
EX D321 D 21 LO
PRND4 PRND43
PRND4 ➤
REVERSE
➤
➤
➤
PRN
➤
LINE ➤
EX
PRN
➤ ➤
DRIVE
➤
➤
➤ 20
REV
➤
LINE
FILTERED ACTUATOR FEED
➤
➤
➤
➤ ➤
➤
PRN
➤
➤
REVERSE
➤
➤
LINE (from Pump)
2a #7
➤
LO ALL PRND43 SWITCHES N.O. PRND4
➤
➤
DRIVE EX
TORQUE SIG
➤
➤
➤
➤ ➤
➤
➤ REV
➤
1b
1c
➤
CONV FD
➤
➤
52B
➤
➤
COMPLETE HYDRAULIC CIRCUIT Page 78
LINE ➤
The 2-3 SS valve remains de-energized (OFF). 2-3 signal fluid exhausts at the 2-3 SS valve with the solenoid deenergized, creating low pressure (light blue) in the 2-3 signal fluid circuit. This allows actuator feed fluid pressure and spring force to keep the 2-3 shift valve in the downshifted position.
SUCTION
LUBE PIPE (39)
➤
➤
LINE
FILTER (317)
➤ ➤
LINE ORIFICE CUP PLUG (236)
➤
➤
➤
➤
➤
4b 2-3 Shift Solenoid (SS) Valve
1
PRESSURE TAP (24)
➤
The 1-2 SS valve remains energized (ON). 1-2 signal fluid pressure is high (dark blue) with the 1-2 SS valve energized and keeps the 1-2 shift valve in the downshifted position against spring force and actuator feed fluid pressure. 1-2 signal fluid is also routed to the 3-4 shift valve.
2
PRND43
3b #11 Ball Check Valve
4 FLUID PRESSURE DIRECTED IN PREPARATION FOR A SHIFT 4a 1-2 Shift Solenoid (SS) Valve
D
ACTR FD ➤
➤
➤
AIR BLEED (210)
RND
➤
➤
P
Located in the case, it blocks the reverse fluid passage forcing reverse fluid through orifice #16 in the control valve body spacer plate into the reverse fluid passage to the #11 ball check valve. Reverse fluid then seats the #11 ball check valve against the 3rd clutch circuit and enters the 3rd/reverse circuit. 3rd/ reverse fluid acts on the inner area of the direct clutch piston to apply the direct clutch plates.
23
1a
MANUAL VALVE
2b Low and Reverse Band Servo Assembly
3 DIRECT CLUTCH APPLIES 3a #9 Ball Check Valve
REAR BAND APPLY
LOW & REVERSE BAND SERVO (61–74)
➤
Note: Remember that the function of an orifice is to control the flow rate of fluid and rate of apply or release of a clutch or band. RBA fluid pressure moves the low and reverse band servo piston and low and reverse band servo piston pin against spring force to apply the low and reverse band assembly.
➤
➤
Reverse fluid is routed through the 1-2 shift valve, seats the #7 ball check valve against the lo fluid circuit, enters the Rear Band Apply (RBA) circuit and is orificed to the low and reverse band servo assembly.
REVERSE
2ND CL PRND43
2ND ACCUM
➤
FBA
MANUAL 2-1 BAND SERVO (55–60)
➤
➤
2 LOW AND REVERSE BAND APPLIES 2a #7 Ball Check Valve
➤
➤
Reverse fluid is routed to the TFP manual valve position switch. The TFP manual valve position switch signals the PCM that the transmission is in Reverse.
2b
➤
➤
1c Transmission Fluid Pressure (TFP) Manual Valve Position Switch:
➤
➤
➤
➤
3RD/REVERSE
➤
1b Pressure Regulator and Reverse Boost Valves:
REVERSE
➤ ➤
4TH CLUTCH
ORIFICED EX
EX
53
NEUTRAL
NEUTRAL (Engine Running)
2 1 POWER POWER FROM OVERDRIVE TRANSFERS TORQUE ROLLER THROUGH CONVERTER CLUTCH OVERDRIVE (1) (512) PLANETARY HOLDING GEARSET
➤
➤
➤
SOLENOID
3 POWERFLOW TERMINATED
1-2
2-3
ON OFF
➤
NO POWER TRANSMITTED TO DIFFERENTIAL ASSEMBLY
FOURTH OVERRUN CLUTCH CLUTCH
OVERDRIVE MANUAL INTER. ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH BAND CLUTCH
LOW INTER. ROLLER CLUTCH 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. • The manual shaft (708) and manual valve (319) are in the Neutral position.
➤
➤
(Engine Running)
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.
TORQUE CONVERTER ASSEMBLY (1)
OVERRUN CLUTCH HOUSING (504)
PUMP ASSEMBLY (4)
OVERDRIVE CARRIER ASSEMBLY TURBINE SHAFT (514) (502)
TURBINE SHAFT (502)
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 OUTPUT SHAFT ASSEMBLY (671)
OUTPUT CARRIER ASSEMBLY (661)
FORWARD CLUTCH HOUSING (602)
➤
➤
54
PARKING PAWL ACTUATOR ASSEMBLY (710)
Figure 50
PARKING PAWL (703) DISENGAGED PARKING PAWL RETURN SPRING (705)
54A
NEUTRAL
NEUTRAL LOW & REV BAND
INTERMEDIATE CLUTCH ASSEMBLY & CENTER SUPPORT (629–640)
DIRECT CLUTCH ASSEMBLY (616–623)
HOLDING
When the gear selector lever is moved to the Neutral (N) position, the hydraulic and electrical system operation is identical to Park (P) range. However, if Neutral is selected after the vehicle was operating in Reverse (R), the following changes would occur in the hydraulic system:
2a
➤ ➤
➤
➤
➤
➤
REVERSE
➤
➤
➤
3RD/REVERSE
➤
➤
➤
➤ ➤
➤
1 LOW AND REVERSE BAND RELEASES
➤
3RD/REVERSE ➤
➤
1a Manual Valve:
➤
The manual valve is moved to the Neutral position and blocks line pressure from entering the reverse circuit. The reverse fluid circuit is opened to an exhaust at the manual valve.
➤
➤ REVERSE
➤
3RD/REVERSE
➤ ➤
RBA ➤
➤
REVERSE
➤
➤
➤
➤ ➤
REV
➤ REVERSE
➤
➤
ON ➤
➤
➤
➤
EX N.O.
1-2 SIGNAL 2-3 SIGNAL
➤ REVERSE
REV EX 2-3 DRIVE DRIVE
1-2 SIGNAL
ACTUATOR FEED
➤ ➤ ➤
➤ 3RD/REVERSE ➤
➤
LO
➤ ➤ ➤
REAR
LO
PRND43
➤
LUBE
D321 D 21 LO
LINE ➤
➤ ➤
PRND4
➤
1-2 SOL
1-2 SHIFT VALVE ➤
➤
➤
➤
2-3 SIGNAL
2-3 SIGNAL
➤
➤
➤
➤ 3RD/REV ➤
REVERSE
PRN
3RD CL
➤
➤
➤
ACTUATOR FEED 4TH CL FD ➤
#9
➤
➤
REVERSE
➤
1-2 SIG
➤
FILTERED ACTR FD
ORIFICED EX
➤
EX
3RD/REVERSE
➤
SIGNAL
➤
16
➤
➤
3-4 SHIFT
2b
➤
#11
Figure 51
15
➤
EX
➤ TORQUE
➤
FILTER (302) ➤
PRESSURE CONTROL SOLENOID VALVE (320)
➤
➤
➤
➤
LINE
3RD CLUTCH FEED
➤
➤
➤
➤
EX ➤
N.O. OFF
4TH CL FD EX FBA
➤
➤
➤
➤ ➤
PRN
➤
➤
➤
➤
➤
➤
➤
➤
➤
PRN
2-3 SHIFT VALVE
➤
➤
TORQUE SIGNAL
PRN
➤
➤
2c 2-3 SOL
➤
ACTUATOR FEED
➤
EX
EX EX
➤
➤
LINE
➤
PRND4
➤
➤
5 ➤
➤
➤
➤
4
2-3 DRIVE
ACT FD LIMIT
TORQUE SIGNAL
➤
➤
➤
➤
ORIFICED ACTUATOR FEED
➤
➤
➤ 19
➤
REVERSE
➤
➤
ACTUATOR FEED
ACTUATOR FEED
➤
➤
➤
PRESSURE REG
➤
➤
➤
➤
BOOST
➤
ACTR FD
➤
➤
➤
➤
20
➤
DRIVE
PRND4
➤
LINE
FILTERED ACTUATOR FEED
➤
TFP SWITCH
#7
➤
REVERSE
➤
➤
➤
PRND4 PRND43
PRND4 ➤
➤ REVERSE ➤
➤
PRN
1c
➤
➤
➤
➤
REV ➤ ➤
➤
➤
TORQUE SIG
➤
➤
➤
➤
➤
PRND4
➤
➤
➤
➤
REAR BAND APPLY
➤
REVERSE ➤
DRIVE EX
➤
1d
➤
➤
➤
➤
➤
➤
LO ALL PRND43 SWITCHES N.O.
➤
➤
CONV FD
REV
➤
➤
➤
➤
➤
LUBE PIPE (39)
➤
1e
➤
➤
23
➤
➤
➤
➤
➤
➤
LINE
FILTER (317)
➤ ➤
➤
LINE SUCTION
PRN
FILTERED ACTUATOR FEED
➤
EX
EX
PRN
DRIVE
➤
➤
➤
LINE ORIFICE CUP PLUG (236)
➤
➤
1
PRND43
➤
LINE (from Pump)
➤
➤
2
➤
D
PRESSURE TAP (24)
➤
54B
➤
➤
RND
2c #9 Ball Check Valve:
COMPLETE HYDRAULIC CIRCUIT Page 80
➤
ACTR FD
➤
3rd/reverse fluid from the inner area of the direct clutch piston exhausts past the #11 ball check valve and into the reverse circuit to the #9 ball check valve.
Note: In Park, Reverse and Neutral the shift solenoids are shown in the First gear state. This is the normal operating state when the vehicle is stationary or at low vehicle speeds. However, the PCM will change the shift solenoid states depending on vehicle speed. For example, if Neutral range is selected when the vehicle is operating in Second gear, the shift solenoids will remain in a Second gear state. But with the manual valve in Neutral, line pressure is blocked, drive fluid exhausts and the transmission will shift into Neutral.
➤
➤
1a
➤
➤
AIR BLEED (210)
2b #11 Ball Check Valve:
Note: Allowing fluid to bypass an orifice when exhausting ensures a quick release of the clutch or band. This prevents the friction material from “dragging” and creating excess fluid temperatures or damaging the clutch or band.
➤
MANUAL VALVE
P
2a Direct Clutch:
Reverse fluid unseats the #9 ball check valve to bypass orifice #16, flows into the reverse circuit and exhausts past the manual valve.
➤
PRND43
➤
2 DIRECT CLUTCH RELEASES
Reverse fluid exhausts from the outer area of the direct clutch piston and past the manual valve.
LOW & REVERSE BAND SERVO (61–74)
➤
1e Transmission Fluid Pressure (TFP) Manual Valve Position Switch:
Reverse fluid exhausts from the TFP manual valve position switch and past the manual valve, signaling the powertrain control module (PCM) that the transmission is in either Neutral (N) or Park (P).
2ND ACCUM
➤
FBA
Reverse fluid exhausts from the reverse boost valve, allowing line pressure to return to the normal operating range as in Park, Neutral and Overdrive gear ranges.
➤
➤
➤
1d Reverse Boost Valve
➤
➤
MANUAL 2-1 BAND SERVO (55–60)
➤
➤
RBA fluid forces the #7 ball check valve against the lo fluid circuit and enters the reverse fluid circuit. Reverse fluid then flows through the 1-2 shift valve and to the manual valve where it exhausts.
➤
➤
➤
➤
1c #7 Ball Check Valve:
1b
➤
2ND CL
Rear Band Apply (RBA) fluid exhausts from the low and reverse band servo to the #7 ball check valve allowing the low and reverse band to release.
➤
➤
➤
1b Low and Reverse Band Servo Assembly:
1-2 SIGNAL
2-3
(Engine Running) LOW INTER. ROLLER CLUTCH CLUTCH
➤
1-2
ON OFF
OVERDRIVE MANUAL INTER. FOURTH OVERRUN ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH BAND CLUTCH
➤
SOLENOID
➤ REVERSE ➤
(Engine Running)
4TH CLUTCH
ORIFICED EX
EX
55
OVERDRIVE RANGE – FIRST GEAR
OVERDRIVE RANGE – FIRST GEAR OVERDRIVE ROLLER CLUTCH (512) HOLDING
5 SUN GEAR (650) DRIVEN
➤ ➤
➤
➤
➤
SOLENOID
7 4 6 LOW REAR REACTION REACTION ROLLER INTERNAL INTERNAL CARRIER CLUTCH ASSEMBLY GEAR GEAR (644) (666) DRIVEN (651) HOLDING DRIVING HELD
1-2
2-3
FOURTH OVERRUN CLUTCH CLUTCH
ON OFF
OVERDRIVE MANUAL INTER. ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH BAND CLUTCH HOLDING
APPLIED
*
LOW INTER. ROLLER CLUTCH CLUTCH
LOW & REV BAND
HOLDING
* HOLDING BUT NOT EFFECTIVE
8 POWER TO DIFFERENTIAL ASSEMBLY
In Overdrive Range D - First Gear, torque from the engine is multiplied through the torque converter and transmission gear sets to the vehicle’s drive shaft. The planetary gears operate in reduction to achieve a First gear starting ratio of approximately 2.48:1. • The manual shaft (708) and manual valve (319) are in the Overdrive D position. 1
➤
➤
3 FORWARD CLUTCH APPLIED
➤
2 POWER TRANSFERS THROUGH OVERDRIVE PLANETARY GEARSET
➤
1 POWER FROM TORQUE CONVERTER (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
FORWARD CLUTCH APPLIED OVERDRIVE CARRIER ASSEMBLY (514)
OVERRUN CLUTCH HOUSING (504)
FORWARD CLUTCH HUB (613)
6
56
Sun Gear Driven
SUN GEAR (650) DRIVEN
TURBINE SHAFT (502)
OUTPUT CARRIER ASSEMBLY (661) DRIVEN
REAR INTERNAL GEAR (666) DRIVING
REACTION CARRIER ASSEMBLY (651) HELD
REACTION INTERNAL GEAR DRIVEN
Figure 52
Reaction Internal Gear Driven
The reaction carrier pinion gears are in mesh with the internal gear of the output carrier assembly (661). The reaction pinion gears attempt to rotate counterclockwise on their pins and walk around the internal gear of the output carrier.
DIRECT CLUTCH HUB (615)
7
Low Roller Clutch Holding
The low roller clutch assembly (644), located between the reaction carrier and the center support (640) which is splined to the case, engages and holds the reaction carrier assembly from rotating counterclockwise.
OUTPUT SHAFT ASSEMBLY (671)
8
Power to Differential Assembly
With the reaction carrier held, the reaction pinion gears drive the output carrier assembly and output shaft to achieve the First gear starting ratio of approximately 2.48:1.
MAIN SHAFT (662)
CENTER SUPPORT AND RACE ASSEMBLY (640)
Rear Internal Gear Driving
The output carrier pinion gears are in mesh with and driven by the rear internal gear. The sun gear (650) is in mesh with both the output and reaction carrier pinion gear sets. The output carrier pinion gears drive the sun gear which in turn drives the reaction carrier pinion gears.
OVERDRIVE ROLLER CLUTCH (512) HOLDING
CASE (7)
4
5
TURBINE SHAFT (502)
LOW ROLLER CLUTCH (644) HOLDING
MAIN SHAFT (662)
Foward Clutch Applied
The forward clutch plates (610, 611) are applied and power flow is directed to the forward clutch hub (613). The main shaft (662) is splined to the forward clutch hub and transfers power flow to the rear internal gear (666).
• When the throttle is released in Overdrive Range - First Gear, power from the vehicle wheels drives the transmission components faster than engine torque is driving them. This causes both the lo roller clutch and the overdrive roller clutch to overrun and allow the vehicle to coast. See Manual First (page 72A) for a description of power flow during coast conditions in First gear. As vehicle speed increases, less torque multiplication is needed for maximum efficiency. Therefore, it is desirable to shift the transmission to a lower gear ratio, or Second gear.
56A
OVERDRIVE RANGE – FIRST GEAR SOLENOID 1-2
2-3
OVERDRIVE MANUAL INTER. FOURTH OVERRUN ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH BAND CLUTCH
ON OFF
HOLDING
APPLIED
LOW INTER. ROLLER CLUTCH CLUTCH
*
OVERDRIVE RANGE – FIRST GEAR
LOW & REV BAND
FORWARD CLUTCH ASSEMBLY (602–616)
HOLDING
* HOLDING BUT NOT EFFECTIVE
When the gear selector lever is moved to the Overdrive Range D position from the Neutral (N) position the following changes occur to shift the transmission into Overdrive Range - First Gear.
2a
1 MANUAL VALVE: ➤
➤
DRIVE
In the Overdrive position the manual valve routes line pressure into the drive fluid circuit. The manual valve also blocks line pressure from entering the PRN fluid circuit and opens the PRN fluid circuit to exhaust. 2 FORWARD CLUTCH APPLIES: 2a Forward Clutch Assembly:
Drive fluid is routed to the forward clutch piston to apply the forward clutch plates and obtain a First gear ratio through the transmission gear sets.
2ND CLUTCH
➤
2ND CL ➤
➤
➤ ➤
➤
➤ ➤
ACCUM
➤
➤
ACCUM
3RD ACCUM
4TH ACCUM
DRIVE
1-2 SIGNAL
1-2 SIGNAL
2-3 SIGNAL
➤
ORIFICED EX
➤
EX
➤
ACTUATOR FEED ➤
➤ PRN ➤
➤
➤
EX ➤
N.O. OFF
4TH CL FD EX FBA
PRN
2-3 SOL
2-3 SHIFT VALVE 3RD CLUTCH FEED
➤
➤
➤
1-2 SIG
➤
PRN ➤
3-4 SHIFT EX
➤ TORQUE
ORIFICED REG APPLY
LINE
EX
FILT 2-3 DR
TCC SIGNAL
➤
➤
Figure 53
15
➤
REGULATED APPLY
FILTERED ACTR FD
ACTUATOR FEED 4TH CL FD
➤
OFF
PRESSURE CONTROL SOLENOID VALVE (320)
➤
FILTER (302) ➤
TCC REG
3
➤
➤
TCC (PWM) SOLENOID VALVE EX (323)
➤
➤
LINE
SIGNAL
➤
➤
➤
REV EX
REV
➤ ➤
➤ ➤
➤
➤ ➤
TORQUE SIG
➤
➤
➤ ➤
➤ ➤
EX EX
EX
➤
➤
➤
➤ ➤
2-3 SIGNAL
LUBE REAR
PRND43
LO
TORQUE SIGNAL
PRND4
PRESSURE REG
➤ ➤
ACTUATOR FEED
EX D321 D 21 LO
LINE
➤
PRND4 PRND43
PRND4
REVERSE
➤
➤
➤
BOOST
➤
➤
LINE
FILTERED ACTUATOR FEED
DRIVE ➤
➤ PRN ➤
EX
➤
PRN
➤
➤
DRIVE
➤
PRN
➤
LINE (from Pump)
4TH ACCUM
➤ ➤
➤
➤
➤
REAR BAND APPLY
➤
DRIVE
➤
PRND43 ➤
➤
➤ ➤
PRND4
➤
➤
➤ 19
➤
➤ PRN
➤
➤
➤
➤
TORQUE SIGNAL
➤ ➤
➤
4
LINE
➤
ON ➤
ACTUATOR FEED
2-3 DRIVE 5 ➤
1-2 SIGNAL
➤
➤
➤
TORQUE SIG
2-3 SIGNAL ➤ ➤
ACT FD LIMIT
EX
REVERSE
➤
ORIFICED ACTUATOR FEED
1-2 SOL N.O.
➤
ACTUATOR FEED
➤
➤
PRND4
3b
➤
➤
4a
➤
DRIVE EX
20
1-2 SHIFT VALVE ➤
DRIVE
➤
➤
DRIVE
ACTR FD
➤
TFP SWITCH
REV
➤
➤ ➤
FILTERED ACTUATOR FEED ➤
➤
LO ALL PRND43 SWITCHES N.O.
9
➤
2-3 DRIVE
PRND4
➤
➤
REVERSE
3c ➤
➤
REV
#5
8
➤
2b
#6
LO
➤ ➤
➤
➤
CONV FD
3a
➤
➤
ACCUM
➤
➤
LUBE PIPE (39)
ORIFICED ACCUM
➤
➤
➤
➤
➤
LINE
FILTER (317)
➤
➤
➤
➤
➤
1
ACCUMULATOR
6
➤
➤
SUCTION
ACTR FD
➤
➤
LINE
➤
56B
2
LINE ORIFICE CUP PLUG (236)
➤
➤
COMPLETE HYDRAULIC CIRCUIT Page 82
D
PRND43
➤
The two orifices (#21 and #22) between the 2nd clutch circuit and drive circuit allow drive fluid to bleed into the 2nd clutch circuit in First gear (when 2nd clutch fluid is not present). This prevents air from accumulating in the 2nd clutch fluid circuit through the orificed cup plug in the center support. However, the orifices do not allow enough pressure to build in the circuit to move the intermediate clutch piston. Air in the circuit would create excess cushion when applying the intermediate clutch.
➤
➤
➤
PRESSURE TAP (24)
➤
4b #21 and #22 Orifices:
➤
DRIVE
➤
➤
➤
RND
➤
➤
MANUAL VALVE
P
➤
Drive fluid is routed to the 1-2 shift valve in preparation for an upshift to second gear.
➤
➤
➤
4 FLUID PRESSURE DIRECTED IN PREPARATION FOR A SHIFT: 4a 1-2 Shift Valve:
➤
DRIVE
1
AIR BLEED (210)
3RD ACCUM
➤
➤
➤
Note: Some HYDRA-MATIC 4L80-E applications use a ball check valve (#2) in the case cavity between the accumulator fluid circuit and the 2nd accumulator fluid circuit. Refer to the appropriate General Motors Service Manual for specific application.
TORQUE SIGNAL
➤
➤
➤
➤
➤
Accumulator fluid is also routed into the 2nd accumulator circuit and acts on the 1-2 accumulator piston in the low and reverse band servo. The low and reverse band servo functions as an accumulator for 2nd clutch fluid to cushion the intermediate clutch apply in Second gear.
ACCUMULATOR
22
7
4TH CLUTCH
3c #6 Ball Check Valve:
3d Low and Reverse Band Servo (1-2 Accumulator):
LOW & REVERSE BAND SERVO (61–74)
➤
14
➤
3b #5 Ball Check Valve:
3RD ACCUMULATOR
4b
21
#2 ➤
Drive fluid is also directed to the accumulator valve where it is regulated into accumulator fluid pressure in response to torque signal fluid pressure and accumulator valve spring force.
EX 4TH ACCUMULATOR
➤
FBA
2ND ACCUM
➤
MANUAL 2-1 BAND SERVO (55–60)
➤
3 SHIFT ACCUMULATION: 3a Accumulator Valve:
Accumulator fluid seats the #6 ball check valve, is forced through orifice #8 into the 4th accumulator circuit and fills the 4th accumulator with fluid.
3d
➤
➤
Drive fluid is routed to the TFP manual valve position switch to signal the powertrain control module (PCM) that the transmission is in Overdrive Range D .
Accumulator fluid seats the #5 ball check valve, is forced through orifice #9 into the 3rd accumulator circuit and fills the 3rd accumulator with fluid.
3RD CLUTCH
4TH CLUTCH
2b Transmission Fluid Pressure (TFP) Manual Valve Position Switch:
4TH CLUTCH
ORIFICED EX
EX
57
OVERDRIVE RANGE – SECOND GEAR
OVERDRIVE RANGE – SECOND GEAR OVERDRIVE ROLLER CLUTCH (512) HOLDING
7 SUN GEAR (650) HELD
➤ ➤
➤
➤
6 10 8 INTERMEDIATE LOW OUTPUT SPRAG ROLLER CARRIER CLUTCH CLUTCH ASSEMBLY (624) (644) (661) HOLDING OVERRUNNING DRIVEN
5 INTERMEDIATE CLUTCH APPLIED
➤
➤
3 FORWARD CLUTCH APPLIED
4 REAR INTERNAL GEAR (666) DRIVING
9 POWER TO DIFFERENTIAL ASSEMBLY
➤
SOLENOID 1-2
2-3
OFF OFF
FOURTH OVERRUN CLUTCH CLUTCH
OVERDRIVE MANUAL INTER. ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH BAND CLUTCH HOLDING
APPLIED
LOW INTER. ROLLER CLUTCH CLUTCH
LOW & REV BAND
HOLDING APPLIED HOLDING
As vehicle speed increases, input signals from the transmission speed sensors (input and output), throttle position (TP) sensor, and other vehicle sensors are sent to the powertrain control module (PCM). The PCM processes this information to determine the precise moment to shift the transmission. In Second gear, the planetary gear sets continue to operate in reduction at a gear ratio of approximately 1.48:1. 1
➤
2 POWER TRANSFERS THROUGH OVERDRIVE PLANETARY GEARSET
➤
1 POWER FROM TORQUE CONVERTER (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
FORWARD CLUTCH APPLIED
FORWARD CLUTCH HUB (613)
OVERDRIVE CARRIER ASSEMBLY (514)
OVERRUN CLUTCH HOUSING (504)
INTERMEDIATE SPRAG CLUTCH (624) HOLDING
58
Rear Internal Gear Driving
The output carrier pinion gears are in mesh with and driven by the rear internal gear.
6
CASE (7)
OUTPUT CARRIER ASSEMBLY (661) DRIVEN SUN GEAR (650) HELD
DIRECT CLUTCH HUB (615)
TURBINE SHAFT (502)
Intermediate Clutch Applied
Intermediate Sprag Clutch Holding
The intermediate sprag clutch (624), located between the direct clutch housing and intermediate sprag outer race (625), engages. With the outer race held, the direct clutch housing and sun gear shaft are also held. 7
Sun Gear Held
The sun gear (650) is splined to the sun gear shaft and is also held.
REAR INTERNAL GEAR (666) DRIVING
OUTPUT SHAFT ASSEMBLY (671)
8
Output Carrier Driven
The output carrier pinion gears walk around the stationary sun gear. This drives the output carrier assembly (661) to achieve a Second gear ratio. 9
Power to Differential Assembly
The output carrier assembly is splined to the output shaft (671), and power is delivered to the differential assembly. 10 Low Roller Clutch Overruns
The output carrier also drives the reaction carrier pinion gears which, similar to the output carrier pinion gears, walk around the stationary sun gear. This drives the reaction carrier (651) clockwise and overruns the low roller clutch (644). MAIN SHAFT (662)
SUN GEAR SHAFT (649) HELD
4
The intermediate clutch plates (631, 632) are applied and hold the intermediate sprag outer race.
OVERDRIVE ROLLER CLUTCH (512) HOLDING
DIRECT CLUTCH HOUSING 623 HELD
MAIN SHAFT (662)
5
TURBINE SHAFT (502)
INTERMEDIATE CLUTCH APPLIED
Foward Clutch Applied
The forward clutch plates (610, 611) are applied and power flow is directed to the forward clutch hub (613). The main shaft (662) is splined to the forward clutch hub and transfers power flow to the rear internal gear (666).
INTERMEDIATE SPRAG CLUTCH OUTER RACE (625) HELD
CENTER SUPPORT AND RACE ASSEMBLY (640)
Figure 54
• In Overdrive Range - Second Gear, the intermediate sprag clutch and overdrive roller clutch (512) overrun when the throttle is released to allow the vehicle to coast. See Manual Second (page 70A) a for description of power flow during coast conditions. As vehicle speed increases, less torque multiplication is needed to move the vehicle efficiently. Therefore, it is desirable to shift the transmission to a lower gear ratio, or Third gear.
58A
OVERDRIVE RANGE – SECOND GEAR SOLENOID 1-2
2-3
OFF OFF
OVERDRIVE MANUAL INTER. FOURTH OVERRUN ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH BAND CLUTCH HOLDING
APPLIED
LOW INTER. ROLLER CLUTCH CLUTCH
OVERDRIVE RANGE – SECOND GEAR
LOW & REV BAND
FORWARD CLUTCH ASSEMBLY (602–616)
HOLDING APPLIED HOLDING
INTERMEDIATE CLUTCH ASSEMBLY & CENTER SUPPORT (629–640)
As vehicle speed increases, the powertrain control module (PCM) receives input signals from both the input and output speed sensors, the throttle position (TP) sensor and other vehicle sensors to determine the precise moment to de-energize or “turn OFF” the 1-2 shift solenoid (SS) valve. The 1-2 SS valve is OFF when the PCM eliminates the path to ground for that circuit.
1d
1 INTERMEDIATE CLUTCH APPLIES 1a 1-2 Shift Solenoid (SS) Valve:
DRIVE
➤
➤
The 1-2 SS valve and the 2-3 SS valve are de-energized, allowing 1-2 signal and 2-3 signal fluids to exhaust and create low pressure in these circuits. 1b 1-2 Shift Valve:
Actuator feed fluid pressure and 1-2 shift valve spring force move the 1-2 shift valve into the upshifted position. Drive fluid is routed through the 1-2 shift valve and into the 2-3 drive fluid circuit.
➤
➤
4TH CL FD EX ➤ FBA
PRN
➤
➤
4TH ACCUM
ACCUM
3RD ACCUM
4TH ACCUM
➤
➤
ACCUM
DRIVE
1-2 SIGNAL
➤
2-3 SIGNAL
1-2 SIGNAL
2-3 SIGNAL
➤
ORIFICED EX
3RD CLUTCH FEED
➤
➤
ACTUATOR FEED ➤
4TH CL FD ➤
EX ➤
N.O. OFF
PRN
1-2 SIG
➤
➤
REV EX
REV ➤
EX
➤
ACTUATOR FEED ➤
SIGNAL
3-4 SHIFT EX
➤ TORQUE
➤ ➤ ➤
2-3 DRIVE
➤ ➤
➤ ➤
➤ ➤
ORIFICED REG APPLY
➤
LINE
TORQUE SIG
➤ ➤
➤ ➤ ➤ ➤
EX
EX EX
➤
➤
EX
➤
➤
➤
FILT 2-3 DR
➤
➤
TCC SIGNAL
➤
➤
LO
REAR
➤
TORQUE SIGNAL
PRND4
➤ ➤
➤
DRIVE
LUBE
PRND43
LO
➤
BOOST
➤
PRESSURE REG
➤ ➤
➤
➤
ACTUATOR FEED
EX LO
LINE
➤
➤
➤
➤
LINE
➤
D 21
DRIVE ➤
PRND4 PRND43
PRND4
REVERSE
D321
➤
➤
EX
PRN
➤
FRONT BAND APPLY
➤
➤
➤
➤
LINE (from Pump)
➤
➤
FILTERED ACTR FD
➤
2-3 SOL
2-3 SHIFT VALVE
➤
FILTER (302)
➤
PRESSURE CONTROL SOLENOID VALVE (320)
PRND4
Figure 55
15
➤
REGULATED APPLY
3
2-3 DRIVE
➤
➤
➤
OFF
➤
➤
TCC REG
2-3 DRIVE
FRONT BAND APPLY
➤
➤
➤
TCC (PWM) SOLENOID VALVE EX (323)
➤
➤
3a
➤
➤ ➤
EX ➤
➤
➤
➤
FILTERED 2-3 DRIVE
1-2 SIGNAL
19
➤
➤
FILTER (75) ➤
➤
➤
TORQUE SIGNAL
➤
➤
4
LINE
➤
1-2 SOL ➤
ACTUATOR FEED
➤
➤
ACT FD LIMIT
1a
N.O. OFF
REVERSE
➤
5 ➤
1b
1-2 SHIFT VALVE
2-3 SIGNAL
➤
20
2-3 DRIVE
ACTR FD
9
➤
DRIVE
➤
ORIFICED ACTUATOR FEED
#5
➤
FILTERED ACTUATOR FEED
➤
ACTUATOR FEED
➤
LO ➤
➤
➤
➤
➤
PRND4
#6
ACCUM
➤ ➤
DRIVE
DRIVE ➤
TORQUE SIG
LINE
➤
➤
TFP SWITCH
LO
➤
➤
8
➤
➤
PRND4
EX
ORIFICED ACCUM
2b
➤
REV
➤
REVERSE
➤
➤
ALL PRND43 SWITCHES N.O.
➤
➤
CONV FD
REV
ACCUMULATOR
➤
➤
➤
➤
➤
LINE
➤
➤
➤
➤
SUCTION
➤
LINE
➤
➤
LINE ORIFICE CUP PLUG (236)
➤
LUBE PIPE (39)
➤
➤
➤
➤
PRESSURE TAP (24) ➤
FILTER (317)
➤
PRND43
➤ 6
➤
➤
1
➤
➤
➤
2
ACTR FD
➤
D
➤
➤ ➤
➤
DRIVE
➤
FILTERED ACTUATOR FEED
➤
➤
➤
RND
➤
➤
➤ ➤
➤
➤
P AIR BLEED (210)
3RD ACCUM
➤
➤
2-3 DRIVE
➤
REAR BAND APPLY
➤
DRIVE ➤
FBA
2ND CLUTCH
➤
2ND CLUTCH
➤
2ND CL ➤
PRND43
➤
➤
TORQUE SIGNAL
➤
➤
➤
➤
➤
DRIVE
3RD ACCUMULATOR
➤
➤
4TH ACCUMULATOR
22
➤
ACCUMULATOR
MANUAL VALVE
➤
➤
COMPLETE HYDRAULIC CIRCUIT Page 84
➤
➤
4TH CLUTCH
➤
58B
LOW & REVERSE BAND SERVO (61–74)
14 ➤
3 TORQUE CONVERTER CLUTCH RELEASED 3a TCC (PWM) Solenoid Valve:
2-3 drive fluid is also directed through the PWM solenoid screen, into the filtered 2-3 drive circuit and to the TCC (PWM) solenoid valve. Figure 55 shows the TCC (PWM) solenoid valve de-energized, thereby blocking filtered 2-3 drive fluid from entering the TCC signal circuit at the solenoid. This keeps the converter clutch in the released position under normal operating conditions. (See Electrical Components section.)
#2
17
18
3RD CLUTCH
4TH CLUTCH
7
2c Manual 2-1 Band Servo:
2-3 drive fluid is also routed through the 2-3 shift valve, which is in the downshifted position, and into the Front Band Apply (FBA) circuit. FBA fluid seats the #3 ball check valve and is orificed to the apply side of the manual 2-1 band servo piston. With PRND43 fluid pressure and spring force acting on the release side of the piston, the manual 2-1 band stays in the released position. FBA fluid has no effect in Overdrive Range - Second Gear.
➤
MANUAL 2-1 BAND SERVO (55–60)
➤
2b Accumulator Valve:
2nd accumulator fluid is forced out of the low and reverse band servo when 2nd clutch fluid pressure moves the 1-2 accumulator piston and compresses the 1-2 accumulator piston spring. 2nd accumulator fluid flows into the accumulator and orificed accumulator fluid circuits. Orificed accumulator fluid pressure and accumulator spring force regulate the accumulator valve against torque signal fluid pressure. This allows excess 2nd accumulator fluid to exhaust into the lo circuit and past the manual valve.
➤
EX
#4
21
➤
➤
FRONT BAND APPLY
2ND ACCUM
1c
➤
➤
➤
12
2 SHIFT ACCUMULATION 2a Low and Reverse Band Servo (1-2 Accumulator):
2nd clutch fluid is also sent to the 1-2 accumulator piston in the low and reverse band servo assembly. 2nd clutch fluid is forced against 2nd accumulator fluid pressure and 1-2 accumulator piston spring force to cushion the apply of the intermediate clutch.
2a
➤
➤
#3
➤
2nd clutch fluid is directed to the intermediate clutch piston to apply the intermediate clutch plates and achieve Second gear. Note: The two orifices (#21 and #22) between the 2nd clutch circuit and drive circuit allow drive fluid to bleed into the 2nd clutch circuit in First gear (when 2nd clutch fluid is not present). This prevents air from accumulating in the 2nd clutch fluid circuit through the orificed cup plug in the center support. However, the orifices do not allow enough pressure to build in the circuit to move the intermediate clutch piston. Air in the circuit would create excess cushion when applying the intermediate clutch.
➤
1d Intermediate Clutch:
2ND CLUTCH
➤
➤
2c
1c #4 Ball Check Valve:
2-3 drive fluid seats the #4 ball check valve, passes through two orifices (#17 and #18) and enters the 2nd clutch fluid circuit.
➤
➤
➤
4TH CLUTCH
ORIFICED EX
EX
59
OVERDRIVE RANGE – THIRD GEAR
OVERDRIVE RANGE – THIRD GEAR
8 POWER TO DIFFERENTIAL ASSEMBLY
SOLENOID 1-2
2-3
OFF ON
➤
➤ ➤
FOURTH OVERRUN CLUTCH CLUTCH
OVERDRIVE MANUAL INTER. ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH BAND CLUTCH HOLDING
APPLIED APPLIED
LOW INTER. ROLLER CLUTCH CLUTCH
LOW & REV BAND
OVERRUN APPLIED HOLDING
As vehicle speed increases further, input signals from both transmission speed sensors (input and output), throttle position (TP) sensor, and other vehicle sensors are sent to the PCM. The PCM uses this information to determine the precise moment to shift the transmission into Third gear. In Third gear, all three planetary gear sets rotate at the same speed, providing a 1:1 direct drive gear ratio between the converter turbine and output shaft. 1
Power from Torque Converter
The overdrive carrier assembly (514) is driven by the turbine shaft (502), which is splined to the converter turbine.
➤ ➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
10 9a 9 5 3 2 7 6 4 LOW POWER OVERDRIVE FORWARD DIRECT INTERMEDIATE INTERMEDIATE OUTPUT SUN REAR ROLLER SPRAG CLUTCH CLUTCH CLUTCH TRANSFERS ROLLER CARRIER GEAR INTERNAL CLUTCH CLUTCH APPLIED APPLIED APPLIED THROUGH CLUTCH ASSEMBLY (650) GEAR (644) (624) OVERDRIVE (512) (661) DRIVING (666) OVERRUNNING OVERRUNNING PLANETARY HOLDING DRIVEN DRIVING GEARSET
➤
1 POWER FROM TORQUE CONVERTER (1)
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
Forward Clutch Applied
The forward clutch plates (610, 611) are applied and power flow is directed to the forward clutch hub (613). The main shaft (662) is splined to the forward clutch hub and transfers power flow to the rear internal gear (666). FORWARD CLUTCH APPLIED
FORWARD CLUTCH HUB (613)
OVERDRIVE CARRIER ASSEMBLY (514)
OVERRUN CLUTCH HOUSING (504)
5
6
Direct Clutch Applied
Sun Gear Driving
The sun gear shaft (649), splined to both the direct clutch housing and sun gear (650), transfers power flow to the sun gear.
OVERDRIVE ROLLER CLUTCH (512) HOLDING
DIRECT CLUTCH APPLIED
MAIN SHAFT (662)
Rear Internal Gear Driving
The output carrier pinion gears are in mesh with and driven by the rear internal gear. The direct clutch plates are applied and engine torque is transferred from the forward clutch housing to the direct clutch housing (623).
TURBINE SHAFT (502)
INTERMEDIATE CLUTCH APPLIED INTERMEDIATE SPRAG CLUTCH (624) OVERRUNNING
4
CASE (7)
SUN GEAR (650) DRIVING
OUTPUT CARRIER ASSEMBLY (661) DRIVEN
DIRECT CLUTCH HUB (615)
TURBINE SHAFT (502)
REAR INTERNAL GEAR (666) DRIVING
7
Output Carrier Driven
With the sun gear and rear internal gear both turning at converter turbine speed, the output carrier pinion gears are locked and force the output carrier assembly to rotate at the same speed. 8
Power to Differential Assembly
The output shaft assembly (671) is connected to the output carrier and provides the power output to the vehicle drive shaft to obtain a 1:1 direct drive gear ratio through the transmission gear sets.
OUTPUT SHAFT ASSEMBLY (671)
9
Intermediate Clutch Applied
The intermediate clutch plates (631, 632) are applied and hold the intermediate sprag outer race (625) stationary to the case. 9a Intermediate Sprag Clutch Overruns
With the direct clutch housing rotating clockwise, the intermediate sprag clutch (624) overruns and does not affect power flow. 10 Low Roller Clutch Overruns MAIN SHAFT (662)
SUN GEAR SHAFT (649)
60
INTERMEDIATE SPRAG CLUTCH OUTER RACE (625) HELD
CENTER SUPPORT AND RACE ASSEMBLY (640)
The reaction carrier pinion gears are also locked between the output carrier and sun gear which are both driving at converter turbine speed. This drives the reaction carrier assembly in a clockwise direction, causing the low roller clutch (644) to overrun.
• In Overdrive Range - Third Gear the overdrive roller clutch (512) overruns when the throttle is released to allow the vehicle to coast. See Manual Third (page 66A) for a description of power flow during coast conditions. As vehicle speed increases, less torque multiplication is required to operate the engine efficiently. Therefore, it is desirable to shift to an overdrive gear ratio, or Fourth gear.
Figure 56
60A
OVERDRIVE RANGE – THIRD GEAR
FORWARD CLUTCH ASSEMBLY (602–616)
OVERRUN APPLIED HOLDING
As vehicle speed increases, the PCM receives input signals from both speed sensors, the TP sensor and other vehicle sensors to determine the precise moment to energize or “turn ON” the 2-3 shift solenoid (SS) valve. The 2-3 solenoid is ON when the PCM provides a path to ground for that electrical circuit. This prevents 2-3 signal fluid from exhausting at the 2-3 SS valve, thereby increasing 2-3 signal fluid pressure.
DIRECT CLUTCH ASSEMBLY (616–623)
1
➤
DRIVE
➤ ➤
➤
➤
➤
➤
➤
➤
➤
➤
4TH ACCUM
➤
4TH CL FD ➤ EX ➤ FBA
➤
EX
3RD CLUTCH
➤
ACCUM
➤
➤
3RD ACCUM ➤
3RD CLUTCH ➤
2-3 SIGNAL
➤
➤
REVERSE
➤
1-2 SIG
➤
PRN
3RD/REV
ACTUATOR FEED
3RD CL
PRN
5
1-2 SIGNAL
2-3 SIGNAL
➤
ORIFICED EX
➤
4TH CL FD ➤
➤
1-2 SIGNAL
➤
➤
REV EX
REV ➤
EX
➤
ACTUATOR FEED
➤
➤
3a
3-4 SHIFT
Figure 57
4TH ACCUM
➤ ➤
➤
➤ ➤
➤
➤
➤
➤
ACCUM
DRIVE
➤
➤ ➤
2-3 DRIVE
➤
TORQUE SIGNAL
3RD/REVERSE ➤
➤ ➤
SIGNAL ➤ TORQUE
TORQUE SIG
➤
➤
➤
PRND43
LO
➤
ORIFICED REG APPLY
ACTUATOR FEED
FILTERED ACTUATOR FEED
➤
➤
LO
REAR
DRIVE
LUBE
LINE ➤ ➤
EX EX
EX
➤
➤
EX LO
➤
PRND4 PRND43
PRND4
REVERSE
PRND4
➤ ➤
➤
PRESSURE REG BOOST
LINE
➤
➤
EX
➤
3RD/REVERSE
1c
#8
11
➤
➤
TCC SIGNAL
3RD CLUTCH FEED
➤
FILT 2-3 DR
➤
➤ ➤
➤
➤
➤
D 21
DRIVE
➤
➤
FRONT BAND APPLY
➤
LINE
➤
➤
➤
➤
➤
➤
➤
➤
D321
➤
➤
EX
➤
PRN
➤
➤
2-3 DRIVE
➤ ➤
➤
➤
➤
➤
LINE (from Pump)
2ND CLUTCH
3RD/REVERSE
➤
REAR BAND APPLY
➤
➤
DRIVE
FBA
➤
➤
2ND CLUTCH
➤
2ND CL ➤
PRND43
➤
FRONT BAND APPLY ➤ ➤
➤
➤ ➤
ON ➤
➤
➤
EX N.O.
➤
PRESSURE CONTROL SOLENOID VALVE (320)
1b
FILTER (302)
FILTERED ACTR FD
2-3 SOL
➤
3
➤
➤
2-3 SHIFT VALVE
➤
#11 15
➤
REGULATED APPLY
➤
➤
➤
➤
OFF
➤
TCC REG
➤
PRND4
1a
➤
➤
2-3 DRIVE
➤
FRONT BAND APPLY
➤
➤
TCC (PWM) SOLENOID VALVE EX (323)
➤
➤
4a
➤
➤
➤
➤
➤ ➤
1-2 SIGNAL
ACTUATOR FEED
4 ➤
EX ➤
➤
➤
19
➤
➤
LINE
➤
➤
2-3 DRIVE
➤
➤
➤
➤
➤
FILTERED 2-3 DRIVE
1-2 SOL ➤
N.O. OFF
REVERSE
➤
➤
2b
1-2 SHIFT VALVE
➤
ORIFICED ACTUATOR FEED
FILTER (75)
20
2-3 DRIVE
ACTR FD
➤
5 ➤
TORQUE SIGNAL
➤ ➤
DRIVE
2-3 SIGNAL
LINE
➤
LO ➤
➤
FILTERED ACTUATOR FEED ➤
ACT FD LIMIT
➤
➤
9 ➤
➤
➤
ACTUATOR FEED
TORQUE SIG
➤
➤
➤
PRND4
➤
➤
DRIVE ➤
EX
8
➤
DRIVE
#5
➤
➤
PRND4
REV
#6
ACCUM
2c
➤
TFP SWITCH
LO
➤ ➤
➤
➤
➤
➤
➤
ALL PRND43 SWITCHES N.O.
➤
REVERSE
➤
ORIFICED ACCUM
➤
➤
➤
REV
➤
➤
➤
➤
➤
LINE
CONV FD
➤
SUCTION
6
FILTER (317)
LUBE PIPE (39)
ACCUMULATOR ➤
➤
➤
LINE
➤
➤
➤
3RD ACCUM
➤
ACTR FD
➤
LINE ORIFICE CUP PLUG (236)
2a
➤
DRIVE
➤
➤
➤
➤
➤
➤
➤
COMPLETE HYDRAULIC CIRCUIT Page 86
➤
PRESSURE TAP (24)
➤
60B
1
PRND43
➤
5 PREPERATION FOR SHIFT TO FOURTH GEAR:
• PRND4 fluid is also routed through the upshifted 2-3 shift valve. This fluid enters the 4th clutch feed circuit and is directed to the downshifted 3-4 shift valve (308) in preparation for a shift to 4th gear.
2
➤
Filtered 2-3 drive fluid is still available at the TCC (PWM) solenoid valve. However, under normal operating conditions the PCM keeps the pulse width modulated (PWM) solenoid de-energized. Filtered 2-3 drive fluid exhausts through the solenoid, thereby keeping the torque converter clutch released.
➤
➤
4 TORQUE CONVERTER CLUTCH RELEASED 4a TCC (PWM) Solenoid Valve:
D
TORQUE SIGNAL
➤
➤
➤
Front Band Apply (FBA) fluid is open to an exhaust port at the 2-3 shift valve, allowing FBA fluid to exhaust from the front servo assembly, thus releasing the manual 2-1 band.
RND
3RD ACCUMULATOR
➤
➤
P AIR BLEED (210)
➤
3 MANUAL 2-1 BAND SERVO RELEASES 3a 2-3 Shift Valve:
DRIVE
MANUAL VALVE
2c Accumulator Valve:
Accumulator fluid flows through orifice #6 and enters the orificed accumulator circuit. Orificed accumulator fluid pressure and spring force regulate the accumulator valve against torque signal fluid pressure to exhaust excess accumulator fluid through the valve, into the lo fluid circuit and past the manual valve.
ACCUMULATOR
22
7
4TH CLUTCH
2b # 5 Ball Check Valve:
3rd accumulator fluid is forced out of the 3rd accumulator when 3rd clutch fluid pressure moves the piston and compresses the spring. 3rd accumulator fluid unseats the #5 ball check valve and enters the accumulator fluid circuit.
LOW & REVERSE BAND SERVO (61–74)
14
➤
17
18
➤
➤
#2
➤
2 SHIFT ACCUMULATION 2a 3rd Accumulator:
3rd clutch fluid is directed to the 3rd accumulator piston (405). The piston is forced against 3rd accumulator fluid pressure and 3rd clutch accumulator spring (50) force to cushion the apply of the direct clutch plates.
➤
➤
➤
MANUAL 2-1 BAND SERVO (55–60)
21
4TH ACCUMULATOR
➤
2ND ACCUM
EX
#4 ➤
➤
12
➤
3RD CLUTCH
4TH CLUTCH
➤
➤
➤
#3
➤
➤
➤
➤
➤
3rd clutch fluid seats the #11 ball check valve against the reverse circuit and enters the 3rd/reverse circuit. 3rd/reverse fluid is directed to the inner area of the direct clutch piston (619) where it applies the direct clutch plates (611, 618) to obtain Third gear.
3
2ND CLUTCH
➤ ➤
➤
2-3 drive fluid is routed through the 2-3 shift valve and enters the 3rd clutch feed circuit.
1d #11 Ball Check Valve:
➤
➤
➤
1b 2-3 Shift Valve:
3RD/REVERSE
➤
High 2-3 signal fluid pressure (dark blue) overcomes the force from actuator feed fluid and the 2-3 shift valve return spring (309) and moves the 2-3 shift valve (312) to the upshifted position.
3rd clutch feed fluid seats the #8 ball check valve, flows through an orifice and enters the 3rd clutch circuit.
3RD/REVERSE
➤
1 DIRECT CLUTCH APPLIES 1a 2-3 Shift Solenoid (SS) Valve Eneergized:
1c #8 Ball Check Valve:
INTERMEDIATE CLUTCH ASSEMBLY & CENTER SUPPORT (629–640)
➤
APPLIED APPLIED
➤
HOLDING
OVERDRIVE RANGE – THIRD GEAR
LOW & REV BAND
➤
2-3
LOW INTER. ROLLER CLUTCH CLUTCH
➤
1-2
OFF ON
OVERDRIVE MANUAL INTER. FOURTH OVERRUN ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH BAND CLUTCH
➤
SOLENOID
4TH CLUTCH
ORIFICED EX
EX
1d
61
OVERDRIVE RANGE – FOURTH GEAR
OVERDRIVE RANGE – FOURTH GEAR
➤
➤
➤
➤
➤
6 4 5 3 2 1 LOW POWER FROM FOURTH OVERDRIVE OVERDRIVE OVERDRIVE OVERDRIVE FORWARD DIRECT INTERMEDIATE INTERMEDIATE ROLLER CARRIER INTERNAL SUN ROLLER SPRAG CLUTCH CLUTCH CLUTCH CLUTCH TORQUE CLUTCH ASSEMBLY GEAR GEAR CLUTCH CLUTCH APPLIED APPLIED APPLIED CONVERTER APPLIED (512) (514) DRIVEN HELD (644) (624) (1) OVERRUNNING DRIVING OVERRUNNING OVERRUNNING
2-3
➤
OVERDRIVE MANUAL INTER. ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH BAND CLUTCH OVERRUN
APPLIED APPLIED
LOW INTER. ROLLER CLUTCH CLUTCH
LOW & REV BAND
OVERRUN APPLIED HOLDING
To maximize engine performance and fuel economy, a Fourth gear (Overdrive) is used to achieve an approximate ratio of .75:1 through the transmission gear sets to the vehicle drive shaft. This allows the vehicle to maintain a given road speed with less engine output speed. • The converter clutch is applied and converter turbine speed equals engine speed (see torque converter, page 12). Power from Torque Converter
The overdrive carrier assembly (514) is driven by the turbine shaft (502), which is splined to the converter turbine. 2
➤
FOURTH OVERRUN CLUTCH CLUTCH
ON ON APPLIED
➤ ➤
➤
➤
1-2
1
➤
➤
POWER TO DIFFERENTIAL ASSEMBLY
SOLENOID
➤
Fourth Clutch Applied
The 4th clutch plates (525, 526) are splined to the 4th clutch housing (529) and overrun clutch housing (504). The 4th clutch housing is held stationary to the transmission case by the 4th clutch feed bolt (26). The 4th clutch plates are applied and hold the overrun clutch housing stationary. 3
Overdrive Sun Gear Held
The sun gear in the overdrive planetary gear set is part of the overrun clutch housing assembly and is also held stationary. 4
4TH CLUTCH APPLIED
4TH CLUTCH HOUSING (529)
OVERDRIVE CARRIER OVERDRIVE ASSEMBLY SUN (514) OVERRUN GEAR DRIVING CLUTCH HELD HOUSING (504)
FORWARD CLUTCH APPLIED
OVERDRIVE INTERNAL GEAR DRIVEN
FORWARD CLUTCH HUB (613)
MAIN SHAFT (662)
5
TURBINE SHAFT (502)
CASE (7)
DIRECT CLUTCH APPLIED
INTERMEDIATE SPRAG CLUTCH (624) OVERRUNNING
4TH CLUTCH FEED BOLT (26)
INTERMEDIATE CLUTCH APPLIED
CASE (7)
OUTPUT CARRIER ASSEMBLY (661)
DIRECT CLUTCH HUB (615)
TURBINE SHAFT (502)
REAR INTERNAL GEAR (666)
SUN GEAR (650)
MAIN SHAFT (662)
SUN GEAR SHAFT (649)
62
INTERMEDIATE SPRAG CLUTCH OUTER RACE (625) HELD
CENTER SUPPORT AND RACE ASSEMBLY (640)
Figure 58
Overdrive Internal Gear Driven
The overdrive carrier pinion gears are also in mesh with the overdrive internal gear which is part of the forward clutch housing (602). The gear ratio through the overdrive planetary gearset is approximately .75:1. 6
OVERDRIVE ROLLER CLUTCH (512) OVERRUNNING
Overdrive Carrier Assembly Driving
Engine torque is transferred through the turbine shaft to the overdrive carrier assembly (514). As the overdrive carrier assembly rotates clockwise, the overdrive carrier pinion gears rotate on their pins as they walk around the stationary overdrive sun gear.
OUTPUT SHAFT ASSEMBLY (671)
Overdrive Roller Clutch Overruns
With the overdrive carrier rotating around the stationary overrun clutch housing, the overdrive roller clutch (512) overruns.
• Power flow from the forward clutch housing to the output shaft (671) is the same as Overdrive Range - Third Gear. Refer to page 60A for a description of this power flow. • With power flow between the forward clutch housing and the output shaft a 1:1 direct drive ratio, the overall transmission gear ratio is .75:1. When the throttle is released in Overdrive Range - Fourth Gear, the vehicle is not allowed to coast. This is due to the 4th clutch plates holding the overrun clutch housing and sun gear stationary. With power flow driving from the vehicle drive shaft, the forward clutch housing attempts to drive the overdrive carrier pinions and overdrive carrier assembly faster than engine speed drives the turbine shaft. However, the turbine shaft and overdrive carrier are splined together and must turn at the same speed. Because neither the roller clutches nor the sprag is used in driving the vehicle during acceleration, there are no elements to overrun to allow the vehicle to coast in Fourth gear. Therefore, engine compression slows the vehicle when the throttle is released until the transmission downshifts into Overdrive Range Third Gear. In Third gear, the overdrive roller clutch is used as a driving member and will overrun when the throttle is released to allow the vehicle to coast. However, due to the gear ratio in Overdrive, engine compression braking is not as noticeable by the driver as it is in the Manual gear ranges.
62A
OVERDRIVE RANGE – FOURTH GEAR
OVERDRIVE RANGE – FOURTH GEAR
(Torque Converter Clutch Released)
DIRECT CLUTCH ASSEMBLY (616–623)
OVERRUN APPLIED HOLDING
Overdrive Range - Fourth Gear is used to maximize engine efficiency and fuel economy under most normal driving conditions. In order to shift the transmission into Fourth gear, the PCM receives input signals from both speed sensors, the TP sensor and other vehicle sensors to determine the precise moment to energize or “turn ON” the 1-2 shift solenoid (SS) valve. The 1-2 SS valve is ON when the PCM provides a path to ground for that electrical circuit. This prevents 1-2 signal fluid from exhausting at the 1-2 SS valve, thereby increasing 1-2 signal fluid pressure.
➤
DRIVE
➤
➤
➤
➤
3RD/REVERSE ➤ ➤
➤
4TH ACCUM
➤
➤
➤
REV
REV EX
➤
3RD CLUTCH ➤
➤
ACCUM ➤
➤
3RD ACCUM
4TH ACCUM
3RD CLUTCH ➤
1-2 SIGNAL REVERSE
➤
3RD/REV
3RD CL
1-2 SIG
➤ ➤
➤
➤
4TH CL
➤
2-3 SIGNAL
➤
EX
➤
ORIFICED EX ➤
PRN
4TH CL FD EX FBA
➤
ACTUATOR FEED ➤
➤
2-3 SIGNAL
➤
➤ ➤ ➤
➤
EX
➤
➤
2-3 DRIVE
➤
TORQUE SIGNAL
3RD/REVERSE ➤
➤ ➤
➤
SIGNAL
ACCUM
DRIVE
➤ ➤ ➤
1-2 SIGNAL
➤
LO
➤
➤ ➤ TORQUE
TORQUE SIG
➤ ➤
➤
➤
LO
REAR
DRIVE
LUBE
PRND43
➤
3-4 SHIFT
➤
#11 ➤
ORIFICED REG APPLY
➤ ➤
➤ ➤
➤
LINE
ACTUATOR FEED
FILTERED ACTUATOR FEED
EX LO
D321
LINE ➤ ➤
EX EX
EX
➤
➤
EX
➤
➤
D 21
DRIVE ➤ ➤
PRND4 PRND43
PRND4 PRND4
BOOST
➤
➤
➤ ➤
➤
PRN
EX REVERSE
➤
PRESSURE REG
➤ ➤
2-3 DRIVE
3RD/REVERSE
➤
➤
REAR BAND APPLY
➤
DRIVE ➤ ➤ ➤ ➤
➤
LINE
➤
➤
4TH CLUTCH
➤
➤
➤
➤
FILT 2-3 DR
PRN
➤
TCC SIGNAL
➤
#8 ➤
ACTUATOR FEED
#10 ➤
➤ ➤
➤
➤
➤
➤
ON
11
1b
4TH CL FD
10
Figure 59
3RD CLUTCH FEED
➤
FILTERED ACTR FD
➤
LINE (from Pump)
➤
➤
FILTER (302)
➤
PRESSURE CONTROL SOLENOID VALVE (320)
3RD/REV
EX N.O.
➤
1c
2-3 SOL
➤
OFF
2-3 SHIFT VALVE
➤
TCC REG
3
➤
TCC (PWM) SOLENOID VALVE EX (323)
➤
3a
➤
4TH CLUTCH
➤
➤
➤
LINE
2-3 DRIVE
PRND4
➤
FILTERED 2-3 DRIVE
2-3 DRIVE
➤
➤
FILTER (75)
1a
➤
4
➤
ON ➤
➤
ACTUATOR FEED ➤
➤
TORQUE SIGNAL
1-2 SIGNAL
19
➤
LINE
➤
EX
➤
2-3 SIGNAL ➤
5 ➤
1-2 SOL N.O.
REVERSE
➤
ACT FD LIMIT
➤
20
1-2 SHIFT VALVE
➤
ORIFICED ACTUATOR FEED
➤
➤
2-3 DRIVE
ACTR FD
➤
➤
PRND4 ACTUATOR FEED
TORQUE SIG
➤
➤
9
➤
DRIVE
➤
DRIVE ➤
➤
➤
REV
8
LO ➤
➤
FILTERED ACTUATOR FEED
➤
DRIVE
#5
2b ➤
➤
➤
TFP SWITCH
#6
ACCUM
2c
➤
➤
➤
ALL PRND43 SWITCHES N.O. PRND4
EX
ORIFICED ACCUM
➤
➤
➤
➤
➤
➤
LO
➤
➤
REV
➤
➤
➤
➤
➤
➤
➤
REVERSE
LUBE PIPE (39)
➤
➤
➤
➤
➤
CONV FD
➤
➤
FILTER (317)
➤
➤
REGULATED APPLY
COMPLETE HYDRAULIC CIRCUIT Page 88
➤
LINE
LINE
3 TORQUE CONVERTER CLUTCH RELEASED 3a TCC (PWM) Solenoid Valve:
Figure 61 shows the TCC (PWM) solenoid valve de-energized by the PCM. The TCC (PWM) solenoid valve regulates filtered 2-3 drive fluid into the TCC signal circuit. Refer to pages 64 and 65 for a detailed description of TCC Apply.
➤
ACCUMULATOR
6
➤
➤
Accumulator fluid passes through orifice #6 and enters the orificed accumulator circuit. Orificed accumulator fluid pressure and spring force regulate the accumulator valve against torque signal fluid pressure. This action exhausts excess accumulator fluid through the valve, into the lo fluid circuit and past the manual valve.
1
LINE ORIFICE CUP PLUG (236)
SUCTION
➤
2c Accumulator Valve:
➤
PRESSURE TAP (24)
➤
2b #6 Ball Check Valve:
2
PRND43
➤
2 2-3 SHIFT ACCUMULATION 2a 4th Accumulator:
D
➤
ACTR FD
➤
➤
RND
3RD ACCUM ➤
➤
DRIVE
➤
➤
➤
MANUAL VALVE
P
2ND CLUTCH
➤
➤
2ND CLUTCH
➤
2ND CL
➤
4TH CLUTCH ➤
➤
➤
➤
➤
DRIVE
3RD ACCUMULATOR
➤
➤
4TH CLUTCH
AIR BLEED (210)
TORQUE SIGNAL
➤
➤
➤
ACCUMULATOR
17
18
22
7 ➤
EX
#4
4TH ACCUMULATOR
➤
LOW & REVERSE BAND SERVO (61–74)
14
2a
➤
➤
4th clutch fluid seats the #10 ball check valve and is routed through orifice #10. 4th clutch fluid is then directed to the 4th clutch piston (528) to apply the 4th clutch plates (525, 526) and obtain Fourth gear.
➤
➤
#2
3RD CLUTCH
4TH CLUTCH
➤
➤
21
➤
➤
➤
2ND ACCUM
1c #10 Ball Check Valve:
4th accumulator fluid unseats the #6 ball check valve and enters the accumulator fluid circuit.
➤
➤
1-2 signal fluid pressure force at the 3-4 shift valve (308) overcomes the force from actuator feed fluid pressure and the return spring to move the valve to the upshifted position. 4th clutch feed fluid from the 2-3 shift valve flows through the 3-4 shift valve and enters the 4th clutch circuit.
4TH CLUTCH
➤
➤
➤
➤
➤
➤
2ND CLUTCH
➤ ➤
➤
1
1b 3-4 Shift Valve:
4th clutch fluid is also directed to the 4th accumulator piston. The 4th accumulator piston is forced against 4th accumulator fluid pressure and 4th accumulator spring force to cushion the apply of the 4th clutch plates. 4th accumulator fluid is forced out of the 4th accumulator when 4th clutch fluid pressure moves the piston and compresses the spring.
➤
➤
➤
High 1-2 signal fluid pressure is not great enough to overcome the force from high 2-3 signal fluid pressure, actuator feed fluid pressure and spring force at the 1-2 shift valve (314). Therefore, the 1-2 shift valve stays in the upshifted position.
Note: Orifice #7 between the 4th clutch circuit and drive circuit allows drive fluid to bleed into the 4th clutch circuit in all other gear ranges when 4th clutch fluid is not present. This prevents air from accumulating in the 4th clutch circuit through the orifice cup plug (530) in the 4th clutch housing (529). However, the orifice does not allow enough pressure to build in the circuit to move the 4th clutch piston. Air in the circuit would create excess cushion when applying the 4th clutch.
3RD/REVERSE
➤
1 4TH CLUTCH APPLIED 1a 1-2 Shift Valve:
62B
INTERMEDIATE CLUTCH ASSEMBLY & CENTER SUPPORT (629–640)
➤
APPLIED APPLIED
FORWARD CLUTCH ASSEMBLY (602–616)
➤
OVERRUN
4TH CLUTCH ASSEMBLY (523–533)
LOW & REV BAND
➤
APPLIED
LOW INTER. ROLLER CLUTCH CLUTCH
➤
2-3
OVERDRIVE MANUAL INTER. ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH BAND CLUTCH
➤
1-2
ON ON
FOURTH OVERRUN CLUTCH CLUTCH
➤
SOLENOID
4TH CLUTCH
15
ORIFICED EX
EX
63
OVERDRIVE RANGE – FOURTH GEAR
OVERDRIVE RANGE – FOURTH GEAR
(Torque Converter Clutch from Released to Applied)
➤
➤
➤
➤
REG CONV FD
EX
CONV FD REG CONV FD
➤ ➤
TCC REG
➤
LINE
REG CONV FD
CONVERTER FEED
TCC SIGNAL
CONV CLUTCH SHIFT
➤
➤
➤
LINE
➤
TCC ENABL
FILTERED 2-3 DRIVE
➤
EX
➤
RELEASE ➤
➤
➤
➤
REG CONV FEED
B
➤
➤
APPLY/RETURN
DRIVE
➤
➤
➤
3
➤
ORIFICED REG APPLY REGULATED APPLY
FILTERED 2-3 DRIVE
➤
Figure 60
TCC REG ON ➤
RELEASE
TCC (PWM) SOLENOID VALVE EX (323)
CONV FD REG CONV FD
EX
➤
APPLY/RETURN
EX
➤
➤
➤
➤
PRND4
➤
➤
➤
DRIVE
FRONT LUBE ➤
➤
➤
PRND4
TFP SWITCH ➤
➤
LO ALL PRND43 SWITCHES N.O.
➤
➤
REG APPLY
LO
➤
EX
24
➤
PRND43
➤
COOLER
➤
APPLY/RETURN
TCC APPLY & RELEASE
EX
Note: Under normal operating conditons the torque converter clutch is in the released position during first, second and third gears. However, when the transmission fluid temperatures exceed approximately 121°C (250°F), the PCM will apply the torque converter clutch in second and third gears to help reduce fluid temperatures.
➤
TIME
Stage 3 Now the regulated apply pressure is increased. This is caused by the TCC (PWM) solenoid valve duty cycle being increased from point B to point C, to approximately 70%. This extra pressure ensures that the apply force on the TCC pressure plate is not at the slip threshold, but a little above it. TCC plate material is therefore protected from damage due to slippage.
TCC SIGNAL
EX
S
TCC ENABLE RELEASE
CONVERTER FEED
0
A
➤
TCC SIGNAL
25
➤
TCC ENABLE
TCC APPLY FLUID PRESSURE
CONV CLUTCH SHIFT
50
CONV LIMIT
C
REG CONV FD
➤
REV
64
➤
➤
RELEASE
75
REV
STAGE 3 (B - C)
TCC ENABLE
STAGE 3
➤
➤
100%
➤
PERCENT DUTY CYCLE
TORQUE CONVERTER (1)
➤
➤
Stage 2 The TCC (PWM) solenoid valve duty cycle is ramped up from point A to point B to approximately 60%. TCC signal fluid pressure is now strong enough to move the TCC regulator apply valve against spring force. Line pressure from the pump enters the regulated apply circuit at the TCC regulator apply valve. Regulated apply fluid is routed to the converter clutch shift valve into the apply/return circuit. The pressure value in the regulated apply circuit should now be high enough to fully apply the TCC pressure plate. Slip speed should be at the correct value (near “0”).
TCC REG ON ➤
➤
ORIFICED REG APPLY REGULATED APPLY ➤
TCC (PWM) SOLENOID VALVE EX (323)
➤
PCM decision to apply TCC (see page 44, in the Electrical Components section, for more information).
EX
3
➤
➤
➤
➤
➤
CONV FD REG CONV FD
➤
➤
APPLY/RETURN
➤
➤
➤
➤
PRND4
➤
EX
➤
➤
DRIVE
FRONT LUBE ➤
CONV LIMIT
➤ ➤ ➤ ➤
REG APPLY
➤
➤
➤
➤
PRND4
REV
DRIVE
➤
➤
TFP SWITCH
LO ALL PRND43 SWITCHES N.O.
REV
➤ 24
➤
➤
➤
PRND43
➤
STAGE 2 (A - B)
APPLY/RETURN
➤
LO
➤
➤
RELEASE
COOLER
➤
➤
APPLY/RETURN
➤ ➤
➤
➤
➤
➤
TIME
TCC APPLY & RELEASE
➤
➤
➤
➤
➤
TCC ENABLE ➤ RELEASE ➤
TCC SIGNAL
➤ ➤
➤
S
0
➤
TCC ENABLE
ENABLE ➤
REG CONV FEED
➤
➤
25
➤
B
TCC APPLY FLUID PRESSURE
A
➤ TCC
➤ ➤
➤
➤ ➤
50
➤
EX ➤EX ➤
➤
STAGE 2
75
➤
PERCENT DUTY CYCLE
➤
➤
TORQUE CONVERTER (1)
100%
➤
➤
TCC ENABL
➤
➤
➤
FILTERED 2-3 DRIVE
RELEASE ➤
➤
EX
➤
➤
ORIFICED REG APPLY
ON
OFF At this time the Torque Converter Clutch is considered to be disengaged (OFF), 0% duty cycle.
Stage 1 The PCM pulses the TCC (PWM) solenoid valve to approximately 30% duty cycle from point S to point A. Filtered 2-3 drive fluid at the TCC (PWM) solenoid is “pulsed” into the TCC signal fluid circuit. The TCC signal fluid pressure at point A is strong enough to move the converter clutch shift valve and the TCC enable valve against their springs. With the converter clutch shift valve in the apply position, Release fluid can exhaust through the TCC enable valve. This stage is designed to move the converter clutch shift valve from the released to the applied position; there is not enough pressure to apply the TCC.
REGULATED APPLY TCC (PWM) SOLENOID VALVE EX (323)
When the powertrain control module (PCM) determines that the engine and transmission are operating properly to engage the torque converter clutch (TCC), the PCM energizes the TCC (PWM) solenoid valve. The following events occur in order to apply the torque converter clutch:
EX
3
APPLY/RETURN ➤
FRONT LUBE ➤
➤
PRND4
STAGE 1 (S - A)
CONVERTER FEED
TCC SIGNAL
➤
REG APPLY
RELEASE
➤
DRIVE
➤ 24
➤
➤
➤
PRND4
REV
➤
➤
TFP SWITCH
LO ALL PRND43 SWITCHES N.O.
REV
➤
➤
➤
APPLY/RETURN PRND43
DRIVE
➤
LO
➤
COOLER
➤
➤
➤
APPLY/RETURN
➤
➤
➤
➤
➤
➤
➤ ➤
➤
➤
TIME
S
0
TCC ENABLE RELEASE ➤
TCC SIGNAL
➤ ➤
➤
A
25
TCC ENABLE
➤
➤ ➤
TCC APPLY FLUID PRESSURE
CONV CLUTCH SHIFT
➤
50
ENABLE ➤
REG CONV FEED
TCC ENABL
➤
TCC APPLY & RELEASE
➤
➤ TCC
➤
STAGE 1
75
EX ➤EX ➤
CONV LIMIT
100%
➤
TORQUE CONVERTER (1)
PERCENT DUTY CYCLE
➤
(Torque Converter Clutch from Released to Applied)
LINE
COMPLETE HYDRAULIC CIRCUIT Page 88
64A
OVERDRIVE RANGE – FOURTH GEAR
OVERDRIVE RANGE – FOURTH GEAR
(Torque Converter Clutch from Applied to Released)
➤
➤
➤
REG CONV FD
CONVERTER FEED
TCC SIGNAL
➤
➤
➤
➤
➤
LINE
REG APPLY
DRIVE
➤
➤
TCC REG
FILTERED 2-3 DRIVE
➤
ON ➤
LINE
➤
APPLY/RETURN
LO
REG APPLY
DRIVE
3
ORIFICED REG APPLY
➤
➤
CONV FD REG CONV FD
EX
REGULATED APPLY
PRND4
➤
➤
➤
➤
➤
FILTERED 2-3 DRIVE
TCC REG ➤
OFF
EX
➤
TCC (PWM) SOLENOID VALVE EX (323)
➤
➤
➤
RELEASE
Figure 61
➤
APPLY/RETURN
➤
➤
➤
➤ ➤
EX
➤
➤
DRIVE
FRONT LUBE ➤
➤
➤
➤
PRND4
REV
TFP SWITCH
➤
➤
➤
LO ALL PRND43 SWITCHES N.O.
➤
➤
REV
➤
APPLY/RETURN
➤
PRND43
➤
COOLER
EX
24
CONV LIMIT
➤
➤
REG CONV FD
TIME
TCC APPLY & RELEASE
CONVERTER FEED
F G
TCC SIGNAL
➤
TCC SIGNAL
➤
TCC ENABLE RELEASE ➤
CONV CLUTCH SHIFT
S
0
REG CONV FEED
➤
TCC ENABLE
➤
25
STAGE 6
TCC APPLY FLUID PRESSURE
A
➤
50
➤
➤
D E
B
➤
C
➤
75
➤
RELEASE
➤
➤
➤
TCC ENABLE
➤
EX
➤
➤
100%
➤
PERCENT DUTY CYCLE
➤
➤
RELEASE
TCC (PWM) SOLENOID VALVE EX (323)
➤
➤
CONV LIMIT
LO
➤
➤ ➤
ORIFICED REG APPLY REGULATED APPLY ➤
➤
APPLY/RETURN
➤
EX
3
➤
PRND4
STAGE 5 (E - F)
➤
➤
➤
DRIVE
➤
CONV FD REG CONV FD ➤
➤
PRND4
REV
➤
➤
TFP SWITCH
LO ALL PRND43 SWITCHES N.O.
REV
EX
➤
➤
➤
APPLY/RETURN
APPLY/RETURN
➤
PRND43
➤
COOLER
FRONT LUBE ➤
➤
➤
➤
TCC ENABL
TIME
TCC APPLY & RELEASE
EX
24
EX
S
0
➤
TCC ENABLE RELEASE ➤
F
REG CONV FD
25
EX
TCC SIGNAL
➤
CONVERTER FEED
A
REG CONV FEED ➤
➤
TCC ENABLE
➤
TCC SIGNAL
TCC APPLY FLUID PRESSURE
CONV CLUTCH SHIFT
50
➤
➤
PERCENT DUTY CYCLE
B
STAGE 5
➤
RELEASE
D E
➤
C
➤
➤
TCC ENABLE
TCC ENABL
➤
EX
➤
CONV LIMIT
CONV CLUTCH SHIFT
REG APPLY
LO
DRIVE
➤
➤
TCC REG
➤
75
➤
➤
64B
➤
EX
ORIFICED REG APPLY REGULATED APPLY
➤
➤
COMPLETE HYDRAULIC CIRCUIT Page 90
EX
CONV FD REG CONV FD
ON
100%
➤
STAGE 6 (F - G)
FRONT LUBE ➤
3
FILTERED 2-3 DRIVE
RELEASE
➤
TORQUE CONVERTER (1)
➤
➤
TCC (PWM) SOLENOID VALVE EX (323)
➤
➤
;;;; ;;;; ;; ;;;; ;; ;;;; ;; ;;;; ;; ;;;; ;; ;;;; ;; ;;;; ;; ;;;; ;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;;
➤
➤
➤
APPLY/RETURN
➤
STAGE 4 (D - E)
➤
The PCM monitors for high TCC slip in second and third gears only. The transmission must be in hot mode or experiencing a wide open throttle maneuver in order for the TCC to be commanded on in second and third gear. If the PCM detects high TCC slip when the TCC is commanded ON, then Diagnostic Trouble Code (DTC) P0741 will set and the PCM will illuminate the malfunction indicator lamp (MIL), inhibit TCC operation, increase line pressure and inhibit 4th gear. The DTC P0741 will then be stored in PCM history. If the PCM detects low TCC slip when the TCC is commanded OFF, then DTC P0742 will set and the PCM will illuminate the malfunction indicator lamp (MIL), increase line pressure and freeze shift adapts. The DTC P0742 will then be stored in PCM history.
DRIVE
➤ 24
➤
PRND4
➤
➤
(Some PCM calibrations may allow stages 4 - 6 to happen very rapidly in almost a straight line down from point D to point G.)
➤
TFP SWITCH
LO ALL PRND43 SWITCHES N.O.
➤
OFF At this time the Torque Converter Clutch is considered to be disengaged (OFF).
APPLY/RETURN
➤
PRND43
EX
TCC SIGNAL
➤
➤
APPLY/RETURN
COOLER
PRND4
➤
Stage 6 The PCM pulses the TCC (PWM) solenoid valve to a value of “0”. Now the converter clutch shift valve and the TCC enable valve return to their released positions (away from the spring). Release fluid is now directed back to the torque converter. This stage is designed to move the converter clutch shift valve to the released position.
TIME ➤
REV
TORQUE CONVERTER (1)
TCC ENABLE RELEASE
TCC APPLY & RELEASE
REV
Stage 5 The TCC (PWM) solenoid valve duty cycle is ramped down from point E to point F through this stage. This action allows the regulated apply pressure to start at the slip threshold, and decrease to near “0” pressure over a very short time to point F. The regulated apply pressure value from the TCC regulator apply valve at this duty cycle (point F) should fully release the TCC pressure plate. Slip speed should be at the maximum value.
➤
TCC ENABLE
➤
RELEASE
S
0
E
TCC APPLY FLUID PRESSURE
A
25
REG CONV FEED
EX
➤
➤
PCM decision to release TCC (see page 44, in the Electrical Components section, for more information).
50
➤
D B
➤
ON At this time the Torque Converter Clutch is considered to be engaged (ON).
C
75
TCC ENABLE
➤
PERCENT DUTY CYCLE
TORQUE CONVERTER (1)
STAGE 4
100%
➤
➤
➤
Stage 4 During this stage, the apply/return pressure from the TCC regulator apply valve is decreased by the TCC (PWM) solenoid valve duty cycle dropping from point D to point E, to approximately 60%. Spring force pushes the valve back and closes off the flow of line fluid feeding the regulated apply circuit. This reduces the apply force on the TCC pressure plate to the slip threshold. This gets the TCC pressure plate ready for a smooth release.
TCC ENABL
(Torque Converter Clutch from Applied to Released)
➤
When the TCC pressure plate is applied, it is held against the torque converter cover. Since it is splined to the converter turbine hub, it provides a mechanical coupling (direct drive) of the engine to the transmission gear sets. This mechanical coupling eliminates the small amount of slippage that occurs in the fluid coupling of a torque converter, resulting in a more efficient transfer of engine torque through the transmission and to the drive wheels.
LINE
65
OVERDRIVE RANGE – 4-3 DOWNSHIFT
OVERDRIVE RANGE – 4-3 DOWNSHIFT
(Torque Converter Clutch Released)
(Torque Converter Clutch Released)
4TH CLUTCH ASSEMBLY (523–533)
FORWARD CLUTCH ASSEMBLY (602–616)
INTERMEDIATE CLUTCH ASSEMBLY & CENTER SUPPORT (629–640)
DIRECT CLUTCH ASSEMBLY (616–623)
SOLENOID 1-2
OFF ON
➤
3RD/REVERSE
DRIVE
➤
➤
➤
➤ ➤
➤ ➤
➤
3RD CLUTCH
➤
ACCUM ➤
ACCUM
➤
➤
4TH ACCUM
3RD ACCUM
TORQUE SIG
➤
1-2 SIGNAL
➤
➤
3-4 SHIFT 4TH CLUTCH
➤
3RD/REV ➤
#11
➤
➤
REVERSE
➤
1-2 SIG
PRN
➤
➤
ORIFICED EX
➤
15
➤
EX
➤
3RD CLUTCH ➤
2-3 SIGNAL
➤
ACTUATOR FEED
➤
➤ ➤
1-2 SIGNAL
2-3 SIGNAL
➤
ORIFICED EX ➤
4TH CL FD EX FBA
PRN
➤
1c
4TH CL FD
10
#8
11
➤
#10
➤
➤
➤
REV EX
REV ➤
EX
➤
ACTUATOR FEED ➤ ➤
4TH CL
➤
EX
3RD CLUTCH FEED
3RD CL
2-3 DRIVE
➤ ➤
➤ ➤ ➤
SIGNAL
Figure 62
DRIVE
➤
➤
TORQUE SIGNAL
3RD/REVERSE ➤
➤ ➤
FILTERED ACTR FD
➤
ORIFICED REG APPLY
LINE
EX
➤ TORQUE
➤
FILT 2-3 DR
➤
➤ ➤ ➤ ➤
➤
➤
ACTUATOR FEED
FILTERED ACTUATOR FEED
REAR LUBE
DRIVE
LO
PRND43
LO
➤ ➤
➤
4TH ACCUM
➤ ➤
EX
D 21
DRIVE ➤
D321
LINE ➤
PRND4 PRND43
➤
BOOST
EX
➤
➤
➤
PRESSURE REG
➤
➤
PRND4
REVERSE
➤
PRND4
EX EX
➤
➤
FILTER (302)
ON
➤
TCC SIGNAL
3RD/REVERSE
➤
PRESSURE CONTROL SOLENOID VALVE (320)
➤
➤
➤
➤
➤
➤
➤
➤
REGULATED APPLY
➤
➤
OFF
➤
EX N.O.
➤
➤
➤ ➤
TCC REG
➤
➤
➤ ➤
➤
➤
4TH CLUTCH ➤
LINE
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
3
1-2 signal fluid exhausts through the 1-2 SS valve and becomes low pressure at the 1-2 shift valve and 3-4 shift valve.
➤
➤
EX
PRN
➤
LINE (from Pump)
➤
➤
2-3 SOL
➤
4TH CLUTCH
2-3 SHIFT VALVE
1e
➤
➤
➤
➤
TCC (PWM) SOLENOID VALVE EX (323)
➤ ➤
PRND4
➤
➤
LINE
2-3 DRIVE
2-3 DRIVE
➤
➤
A forced 4-3 downshift in Overdrive range occurs by increasing the throttle valve angle (percentage of accelerator pedal travel or throttle position) while the vehicle is operating in Fourth gear. A 4-3 downshift can also occur when the vehicle is decelerating during coast conditions or when load on the vehicle is increased. Also, if the TCC is applied in Fourth gear it will release prior to the transmission making a 4-3 downshift. Under normal operating conditions the PCM will keep the converter clutch released in Third gear. The TCC also releases under minimum and heavy throttle conditions. Figure 63 shows the TCC (PWM) solenoid valve de-energized and the TCC released. Refer to pages 64A and 64B for descriptions of the torque converter clutch hydraulic and electrical circuits during release and apply. A 4-3 downshift occurs when the PCM receives the appropriate input signals to de-energize or “turn OFF” current supply to the 1-2 shift solenoid (SS) valve (opens the ground path of the circuit). During a 4-3 downshift, the following changes occur to the hydraulic system:
1b 1-2 Shift Valve
The 1-2 shift valve remains in the upshifted position due to high 2-3 signal fluid pressure, actuator feed fluid pressure and 1-2 shift valve return spring force. Actuator feed fluid pressure and spring force move the 3-4 shift valve to the downshifted position. This blocks 4th clutch feed at the 3-4 shift valve and opens the 4th clutch fluid circuit to an orificed exhaust.
Exhausting 4th clutch fluid unseats the #10 ball check valve, flows through the 3-4 shift valve and to the #15 orifice to exhaust. 2 SHIFT ACCUMULATION 2a 4th Accumulator
➤
➤
➤
FILTERED 2-3 DRIVE
➤
➤
➤
FILTER (75)
EX ➤
➤
➤
4
➤
➤
1-2 SIGNAL
19
➤
➤
TORQUE SIGNAL
OVERRUN APPLIED HOLDING
1e #10 Ball Check Valve 1-2 SOL
ACTUATOR FEED
➤
5 ➤
➤
2-3 SIGNAL
LINE
➤
➤
➤
➤
APPLIED APPLIED
LOW & REV BAND
4th clutch fluid exhausts from the 4th clutch housing thus changing the power flow through the transmission from a Fourth gear (Overdrive) ratio to a Third gear ratio.
N.O. OFF
REVERSE
➤
ACT FD LIMIT
TORQUE SIG
HOLDING
LOW INTER. ROLLER CLUTCH CLUTCH
1d 4th Clutch Housing
1a
1-2 SHIFT VALVE
➤
ORIFICED ACTUATOR FEED
1b
➤
ACTUATOR FEED
➤
PRND4
➤
➤
EX
➤
9
20
➤
DRIVE ➤
OVERDRIVE MANUAL INTER. ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH BAND CLUTCH
1c 3-4 Shift Valve
➤
2-3 DRIVE
ACTR FD
➤
REV
➤
REVERSE
DRIVE
#5
8
DRIVE
➤
PRND4
➤
➤
CONV FD
TFP SWITCH
LO ALL PRND43 SWITCHES N.O.
➤
➤
➤
➤
➤
LINE
REV
ACCUM
FILTERED ACTUATOR FEED
➤
➤
SUCTION
➤
LINE
➤
➤
#6
➤
➤
LINE ORIFICE CUP PLUG (236)
➤
LO
➤
➤
➤
➤
PRESSURE TAP (24) ➤
66
LUBE PIPE (39)
ORIFICED ACCUM
2b
➤
PRND43
FILTER (317)
➤
➤
1
➤
6
➤
➤
2
ACCUMULATOR
➤
➤
➤
D
3RD ACCUM
➤
ACTR FD
➤
➤
RND
FOURTH OVERRUN CLUTCH CLUTCH
1 FOURTH CLUTCH RELEASES 1a 1-2 Shift Solenoid (SS) Valve De-energized:
➤
DRIVE
➤
➤
➤
➤
MANUAL VALVE
P
➤
➤
REAR BAND APPLY
DRIVE ➤
➤
➤
DRIVE
➤
➤
AIR BLEED (210)
2-3 DRIVE
➤
➤
➤
➤ ➤
➤
➤
4TH CLUTCH
TORQUE SIGNAL
➤
➤
➤
ACCUMULATOR
22
7 ➤
3RD ACCUMULATOR
➤
14
EX
4TH ACCUMULATOR
➤
➤
LOW & REVERSE BAND SERVO (61–74)
#4
➤
➤
➤
#2
3RD CLUTCH
4TH CLUTCH ➤
2a
17
18
➤
➤
21
➤
➤
2ND ACCUM
➤
➤
➤
➤
2ND CLUTCH
➤
➤
4TH CLUTCH ➤
CLUTCH ➤
➤
➤ ➤ 4TH
2ND CLUTCH
➤
3RD/REVERSE
➤
➤
2ND CL
➤
➤
➤
➤
➤
➤
➤
➤
1d
2ND CLUTCH
➤ ➤
➤
➤
➤
3RD/REVERSE
➤
➤
➤
2-3
4th accumulator fluid fills the 4th accumulator when 4th clutch fluid is exhausting. 4th accumulator fluid pressure combines with spring force to move the 4th accumulator piston to a Third gear position. 2b Accumulator Valve
The 4th accumulator circuit is supplied by accumulator fluid through the orifice opposite the #6 ball check valve. The accumulator valve regulates drive fluid into the accumulator circuit.
Note: Remember that the pressure control (PC) solenoid valve controls torque signal fluid pressure in relation to throttle position and other PCM input signals. Torque signal fluid pressure helps control line pressure by acting on the reverse boost valve, thereby increasing line pressure with increased throttle position. Also, torque signal fluid pressure helps regulate drive fluid into accumulator pressure at the accumulator valve. COMPLETE HYDRAULIC CIRCUIT Page 92
66A
OVERDRIVE RANGE – 3-2 DOWNSHIFT
FORWARD CLUTCH ASSEMBLY (602–616)
HOLDING APPLIED HOLDING
A forced 3-2 downshift occurs by increasing throttle valve angle (percentage of accelerator pedal travel or throttle position) while the vehicle is operating in Third gear. As with a 4-3 downshift, a 3-2 downshift can also occur when the vehicle is decelerating during coast conditions or when load on the vehicle increases. A 3-2 downshift occurs when the PCM receives the appropriate input signals to de-energize or “turn OFF” current supply to the 2-3 shift solenoid (SS) valve (open the ground path of the circuit). During a 3-2 downshift, the following changes occur to the hydraulic system:
DIRECT CLUTCH ASSEMBLY (616–623)
INTERMEDIATE CLUTCH ASSEMBLY & CENTER SUPPORT (629–640)
➤
2ND CLUTCH
➤
3RD/REVERSE ➤ ➤ ➤ ➤
➤
➤
➤
➤
➤
4TH ACCUM
➤
EX
➤ ➤
➤
➤
ACCUM
➤ ➤
DRIVE
ACCUM 4TH ACCUM
3RD ACCUM
TORQUE SIG
➤
1-2 SIGNAL
➤ ➤ ➤
CLUTCH
2-3 SIGNAL
➤ 3RD ➤
➤
➤
➤
➤
REVERSE
3RD CL
➤
PRN
➤ 3RD/REV ➤
➤
ACTUATOR FEED
1-2 SIG
PRN
1-2 SIGNAL
2-3 SIGNAL ➤
4TH CL FD ➤
➤
➤
➤
REV EX
REV ➤
➤
ACTUATOR FEED ➤
ORIFICED EX
➤ ➤
➤
2-3 DRIVE
➤ ➤
➤
➤ ➤ ➤ ➤
➤
SIGNAL
3RD CLUTCH
➤
➤ ➤
➤
TORQUE SIGNAL
➤ ➤ ➤ ➤
EX
EX EX
➤ ➤ TORQUE
1e ➤
➤
ORIFICED REG APPLY
➤
LINE
➤
➤ ➤
DRIVE
LUBE REAR
➤ ➤ 3RD/REVERSE ➤
PRND4
BOOST
➤
➤
➤
EX
11
➤
➤
TCC SIGNAL
➤
#8
➤
FILT 2-3 DR
ACTUATOR FEED
FILTERED ACTUATOR FEED
➤
➤ ➤
LO
LINE
PRND43
LO
➤
PRESSURE REG
➤ ➤
➤ ➤
➤ ➤
➤
LINE
2-3 DRIVE
3RD/REVERSE
➤ ➤ ➤
EX
D 21
DRIVE ➤
PRND4 PRND43
PRND4
REVERSE
➤
FRONT BAND APPLY
D321
➤
➤
EX
PRN
➤
➤
➤
➤
➤ ➤
➤ ➤
➤
➤
REAR BAND APPLY
➤
DRIVE ➤
FBA
➤
➤
2ND CLUTCH
➤
2ND CL ➤
PRND43
➤ ➤ ➤
➤
➤
LINE (from Pump)
➤
➤
FRONT BAND APPLY
➤
➤ ➤
3RD CLUTCH FEED ➤
3-4 SHIFT
Figure 63
EX ➤
N.O. OFF
➤
➤
FILTER (302)
FILTERED ACTR FD
➤
➤
➤
➤
3RD/REVERSE
➤
1b
➤ ➤
2-3 SOL
2-3 SHIFT VALVE
#11 15
➤
PRESSURE CONTROL SOLENOID VALVE (320)
➤
1a
➤
3
PRND4
➤
➤
➤
REGULATED APPLY
➤
➤
➤
➤
OFF
➤
➤
TCC REG
➤
➤
➤
LINE
2-3 DRIVE
FRONT BAND APPLY
4
2-3 DRIVE
➤
➤
➤
➤
➤
FILTERED 2-3 DRIVE
➤
➤ ➤
➤
➤
FILTER (75)
➤
➤
➤
➤
➤
1-2 SIGNAL
ACTUATOR FEED
➤
TORQUE SIGNAL
➤
1f
EX ➤
➤
➤
19
➤
LINE
➤
1-2 SOL ➤
➤
➤
➤
➤
N.O. OFF
REVERSE
➤
5 ➤
9
1g
1-2 SHIFT VALVE
➤
➤
ORIFICED ACTUATOR FEED
#5
20
2-3 DRIVE
ACTR FD
2-3 SIGNAL
ACT FD LIMIT
TORQUE SIG
➤
➤
ACTUATOR FEED
#6
➤
DRIVE
➤
➤
PRND4
➤
➤
8
FILTERED ACTUATOR FEED
➤
DRIVE ➤
3RD ACCUM
ACCUM
➤
➤
DRIVE
REV
EX
2a
➤
➤
PRND4
➤
➤
➤
REVERSE
ALL PRND43 SWITCHES N.O.
TFP SWITCH
LO
3RD ACCUMULATOR
LO
➤
REV
ORIFICED ACCUM
2b
➤
➤
➤
➤
ACCUMULATOR
➤
➤
LINE
CONV FD
➤
➤
➤
SUCTION
LUBE PIPE (39)
➤
➤ ➤
LINE
➤
FILTER (317)
➤
LINE ORIFICE CUP PLUG (236)
➤ ➤
➤
6
➤
➤
3RD CLUTCH
➤
DRIVE
ACTR FD
➤
1
PRND43
➤
TORQUE SIGNAL
➤
➤
➤
➤
2
➤
4TH ACCUMULATOR
22
➤
➤
➤
D
➤ ➤
EX
#4
➤
PRESSURE TAP (24)
➤
TCC (PWM) SOLENOID VALVE EX (323) ➤
COMPLETE HYDRAULIC CIRCUIT Page 94
RND
➤
➤
➤
➤
➤
• 2-3 drive fluid is directed into the Front Band Apply (FBA) circuit with the 2-3 shift valve in the downshifted position. This fluid serves no function in Overdrive Range - Second Gear. Note: Remember that the pressure control (PC) solenoid valve controls torque signal fluid pressure in relation to throttle position and other PCM input signals. Torque signal fluid pressure helps control line pressure by acting on the reverse boost valve (228), thereby increasing line pressure with increased throttle position. Also, torque signal fluid pressure helps regulate drive fluid into accumulator pressure at the accumulator valve.
66B
DRIVE
➤
4TH CLUTCH
17
18
➤
ACCUMULATOR
MANUAL VALVE
P AIR BLEED (210)
➤
➤
➤
4TH CLUTCH ➤
The 3rd accumulator fluid circuit is supplied by accumulator fluid through the orifice opposite the #5 ball check valve. The accumulator valve regulates drive fluid into the accumulator circuit.
LOW & REVERSE BAND SERVO (61–74)
➤
Orifice #4
2b Accumulator Valve:
➤
➤
#2
7
3rd clutch feed fluid is routed through the 2-3 shift valve, fed through an orifice in the spacer plate and back to the 2-3 shift valve where it exhausts.
3rd clutch fluid in the 3rd accumulator also exhausts past the #8 ball check valve and into the 3rd clutch feed circuit. With 3rd clutch fluid exhausting, 3rd accumulator fluid fills the 3rd accumulator. 3rd accumulator fluid pressure and 3rd accumulator spring force move the 3rd accumulator piston to a Second gear position.
21
14
➤
➤
➤
➤ ➤
MANUAL 2-1 BAND SERVO (55–60)
2ND CLUTCH
➤ ➤
➤
2ND ACCUM
➤
3rd/Reverse fluid unseats the #8 ball check valve and flows into the 3rd clutch feed circuit.
2 SHIFT ACCUMULATION 2a 3rd Accumulator:
➤
➤
➤
12
3rd/reverse fluid exhausts through the center support, past the #11 ball check valve.
1f
➤
➤
➤
#3
1d #11 Ball Check Valve:
1e #8 Ball Check Valve:
➤
➤
➤
1b 2-3 Shift Valve:
3rd/reverse fluid exhausts from the inner area of the direct clutch piston, allowing the direct clutch plates to release. This changes the power flow through the transmission gear sets from a Third gear to a Second gear ratio.
➤ ➤
2-3 signal fluid exhausts through the 2-3 SS valve and becomes low pressure at the 1-2 shift valve and 2-3 shift valve.
1c Direct Clutch Assembly:
➤
1c
1 DIRECT CLUTCH RELEASES 1a 2-3 Shift Solenoid (SS) Valve De-energized:
Actuator feed fluid pressure and 2-3 shift valve return spring (309) force move the 2-3 shift valve to the downshifted position. This opens the 3rd clutch feed circuit to an orificed exhaust.
3RD/REVERSE
➤
➤
DRIVE
➤
➤
APPLIED
EX
HOLDING
OVERDRIVE RANGE – 3-2 DOWNSHIFT
LOW & REV BAND
4TH CL FD ➤EX ➤ ➤ FBA
2-3
OFF OFF
LOW INTER. ROLLER CLUTCH CLUTCH
➤
1-2
OVERDRIVE MANUAL INTER. FOURTH OVERRUN ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH BAND CLUTCH
➤
SOLENOID
4TH CLUTCH
ORIFICED EX
EX
1d
67
MANUAL THIRD – THIRD GEAR
MANUAL THIRD
(from Overdrive Range – Fourth Gear) OVERDRIVE ROLLER CLUTCH (512) *HOLDING
2 FORWARD CLUTCH APPLIED
➤ ➤
➤
➤
➤
FORWARD CLUTCH APPLIED OVERDRIVE CARRIER ASSEMBLY (514)
OVERRUN CLUTCH APPLIED
FORWARD CLUTCH HUB (613)
MAIN SHAFT (662)
TURBINE SHAFT (502)
DIRECT CLUTCH APPLIED
INTERMEDIATE SPRAG CLUTCH (624) OVERRUNNING
CASE (7)
OUTPUT CARRIER ASSEMBLY (661)
TURBINE SHAFT (502)
OFF ON
APPLIED
REAR INTERNAL GEAR (666)
APPLIED APPLIED
LOW & REV BAND
OVERRUN APPLIED OVERRUN
Power From the Differential Assembly
Forward Clutch Applied
The forward clutch housing is in mesh with and attempts to drive the overdrive carrier pinion gears. The pinion gears then attempt to drive the sun gear and overrun clutch housing (504) counterclockwise. This would overrun the overdrive roller clutch (512) and allow the vehicle to coast freely.
OUTPUT SHAFT ASSEMBLY (671)
3
Overrun Clutch Applied
The overrun clutch plates (508, 509) are applied and connect the overrun clutch housing and overdrive carrier assembly (514). This prevents the overdrive roller clutch (512) from overrunning and creates a 1:1 direct drive gear ratio through the overdrive planetary gear set.
SUN GEAR (650)
Engine Compression Braking
The turbine shaft (502) is splined to the overdrive carrier assembly, creating a mechanical link between the output shaft and torque converter turbine. This allows engine compression to slow the vehicle when the throttle is released.
CENTER SUPPORT AND RACE ASSEMBLY (640)
Figure 64
*
LOW INTER. ROLLER CLUTCH CLUTCH
Power flow is transferred back through the transmission from the output shaft to the forward clutch housing (602). Each of the component’s function and rotation direction is the same as during acceleration (compare Figures 56 and 64).
4
INTERMEDIATE SPRAG CLUTCH OUTER RACE (625) HELD
OVERDRIVE MANUAL INTER. ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH BAND CLUTCH
Drive Range - Manual Third (D) is available to the driver when vehicle operating conditions make it desirable to use only three gear ratios. These conditions include city driving [where speeds are generally below 72 km/h (45 mph)], towing a trailer, or driving in hilly terrain. Manual Third also provides for engine compression braking when descending slight grades and can be used to retain Third gear when ascending slight grades for additional engine performance. Manual Third is also referred to as Drive Range because it has a 1:1 direct drive gear ratio available through the transmission gear sets. In Manual Third, the transmission can upshift and downshift between First, Second and Third gears in the same manner as Overdrive Range. However, the transmission is prevented from shifting into Fourth gear while operating in this gear selector position. If the transmission is in Overdrive Range - Fourth Gear when Manual Third is selected, the transmission will immediately shift into Third gear. Note: Transfer of engine torque during acceleration is identical to Overdrive Range - Third Gear (refer to page 60A). The power flow in Figure 64 and the following text describes conditions during deceleration (zero or minimum throttle conditions) and how engine compression braking is achieved. Vehicle speed provides the torque input to the transmission through the drive shaft and transmission output shaft (671). This is shown by the direction of the power flow arrows in the drawing at the top of Figure 56. Notice that this flow is identical to Overdrive Range - Third Gear except that the arrows are in the opposite direction.
2
*NOT HOLDING IN COAST
68
FOURTH OVERRUN CLUTCH CLUTCH
DIRECT CLUTCH HUB (615)
MAIN SHAFT (662)
SUN GEAR SHAFT (649)
2-3
1-2
1
OVERDRIVE ROLLER CLUTCH (512) *HOLDING
INTERMEDIATE CLUTCH APPLIED
SOLENOID
* NOT HOLDING IN COAST NOTE: DESCRIPTIONS ABOVE EXPLAIN COMPONENT FUNCTION DURING ACCELERATION.
➤
➤
LOW ROLLER CLUTCH (644) OVERRUNNING
➤
➤
➤ ➤
INTERMEDIATE SPRAG CLUTCH (624) OVERRUNNING
➤
➤
➤
➤
➤
INTERMEDIATE CLUTCH APPLIED
DIRECT CLUTCH APPLIED
1 POWER FROM DIFFERENTIAL ASSEMBLY
➤
3 OVERRUN CLUTCH APPLIED
4 POWER TO TORQUE CONVERTER (1) FOR ENGINE BRAKING
In Manual Third range - First and Second gears, the low roller clutch (in First gear) and intermediate sprag clutch (in Second gear) overrun and engine compression braking is not available. First and Second gears operate the same as in Overdrive Range, except for the overrun clutch being applied, and the vehicle is allowed to coast freely when the throttle is released. To obtain increased engine compression braking at slower speeds, the gear selector must be moved to the Manual Second position.
68A
MANUAL THIRD – THIRD GEAR
MANUAL THIRD – THIRD GEAR
(from Overdrive Range – Fourth Gear) OVERRUN APPLIED OVERRUN
FORWARD CLUTCH ASSEMBLY (602–616)
NOTE: DESCRIPTIONS ABOVE EXPLAIN COMPONENT FUNCTION DURING ACCELERATION.
Drive Range - Manual Third may be selected at any time while the vehicle is being operated in a forward gear range. However, the transmissions hydraulic system prevents the transmission from shifting into Fourth gear regardless of PCM control. When the gear selector lever is moved to Drive Range (D) from Overdrive Range D , the manual valve also moves. Changes to the hydraulic and electrical systems are as follows:
➤
3RD/REVERSE
➤
➤
➤ ➤
➤
➤
3RD CLUTCH ➤
➤
ACCUM ➤
ACCUM
3RD ACCUM
4TH ACCUM
DRIVE
➤
TORQUE SIG
1-2 SIGNAL
3RD CLUTCH
1-2 SIGNAL
2-3 SIGNAL
➤
ORIFICED EX ➤
➤
➤
➤
REVERSE
➤
➤
4TH CLUTCH
➤
➤
#11
➤
➤
3-4 SHIFT ➤
3RD/REV
➤
4TH CL ➤
➤
➤
➤
REV EX
REV EX
➤
PRN
CL FD ➤ EX FBA ➤ 4TH
➤
ACTUATOR FEED ➤ ➤
1-2 SIG
➤ ➤
EX
2-3 SIGNAL
➤
➤ ➤
SIGNAL ➤ TORQUE
4TH CL FD
PRN
3RD CL
2-3 DRIVE
➤
TORQUE SIGNAL
3RD/REVERSE
➤
➤ ➤
➤ ➤
EX EX
EX
➤
➤
➤
PRND43
LO
➤
PRND4 ➤ ➤
4TH ACCUM
➤ ➤ ➤
➤
➤
REAR
ACTUATOR FEED
FILTERED ACTUATOR FEED
LUBE
DRIVE
LO
LINE
D321
➤
PRND4 PRND43 ➤
➤
➤
EX
D 21
DRIVE ➤ ➤ PRND4 ➤
➤
➤
➤
➤
2-3 DRIVE
➤ ➤
➤
EX➤ REVERSE
➤
➤ ➤
2ND CLUTCH
3RD/REVERSE
➤
REAR BAND APPLY
DRIVE ➤
➤
➤
PRN
➤
➤
➤
ORIFICED REG APPLY
➤
➤ ➤ ➤
➤
➤
4TH CLUTCH
➤
➤
2ND CLUTCH
➤
➤
➤
2ND CL ➤
4TH CLUTCH ➤ ➤ ➤
➤
➤
➤
➤ ➤
➤
LINE
➤
➤
BOOST
➤
OVERRUN CLUTCH
➤
➤
➤
PRESSURE REG
➤
➤
EX
➤
(from 4th Clutch) ➤
OVERRUN CLUTCH
➤
➤
LINE
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
TCC SIGNAL
ACTUATOR FEED ➤
➤
FILT 2-3 DR
➤
➤
➤
➤
LINE (from Pump)
➤
➤
#8
11
➤
10 ➤
ON
➤
#10
➤
➤
➤
3RD CLUTCH FEED
2c
3RD/REV
➤
Figure 65
➤
PRESSURE CONTROL SOLENOID VALVE (320)
2b
➤
➤
FILTER (302)
FILTERED ACTR FD
➤
3
➤
➤
REGULATED APPLY
➤
EX N.O.
➤
➤
➤ ➤
➤
➤
OFF
➤
2-3 SOL
➤
➤
TCC REG
➤
2-3 SHIFT VALVE
➤
➤
➤
➤
➤
➤
4TH CLUTCH
➤
➤
➤
➤
2-3 DRIVE
➤
➤
LINE
➤
➤
FILTERED 2-3 DRIVE
PRND4
➤
➤
➤
➤
FILTER (75)
2-3 DRIVE
➤
TORQUE SIGNAL
➤ 19 4
LINE
➤
➤
ACTUATOR FEED
➤
5
ACT FD LIMIT
➤
➤
➤
REVERSE
1-2 SIGNAL
➤
➤
➤
EX ➤
➤
N.O. OFF
REVERSE 2-3 SIGNAL
➤
ORIFICED ACTUATOR FEED
➤
➤
ACTUATOR FEED
TORQUE SIG
➤
PRND4
1-2 SOL
1-2 SHIFT VALVE ➤
DRIVE EX
➤
20
2-3 DRIVE
ACTR FD
➤
DRIVE
9
➤
DRIVE
➤
PRND4
REV
➤
CONV FD
ALL PRND43 SWITCHES N.O.
TFP SWITCH
LO
#5
8
FILTERED ACTUATOR FEED ➤
➤
➤
REV
#6
➤ ➤
➤
LINE
➤
ORIFICED ACCUM
➤
LO
➤
➤
SUCTION
1d
➤
➤
LINE
➤
3RD ACCUM
ACCUM
➤
LINE ORIFICE CUP PLUG (236)
➤
➤
➤
➤
PRND43
FILTER (317)
LUBE PIPE (39)
➤
ACCUMULATOR
6
➤
D321 PRESSURE TAP (24)
ACTR FD
➤
1
3RD ACCUMULATOR
➤
➤
➤
2
EX
➤
DRIVE
➤
➤
D
TORQUE SIGNAL
➤
➤
➤
RND
➤
P
3RD CLUTCH
4TH CLUTCH ➤
4TH ACCUMULATOR
22
➤
MANUAL VALVE
➤
2a
17
18
➤
➤
DRIVE
1a
AIR BLEED (210)
➤
#4
➤
➤
➤
ACCUMULATOR
➤
➤
LOW & REVERSE BAND SERVO (61–74)
14
➤ ➤
➤
68B
➤
➤
➤
TCC (PWM) SOLENOID VALVE EX (323)
COMPLETE HYDRAULIC CIRCUIT Page 96
21
➤
4TH CLUTCH ➤
➤
In Manual Third - Third Gear, the TCC will release if Manual Third was selected while the vehicle was operating in Overdrive Range - Fourth Gear with the TCC applied. However, under normal operating conditions the converter clutch will re-apply in Manual Third - Third Gear (unlike Overdrive Range - Third Gear). Refer to pages 64A and 64B for descriptions of TCC release and apply. In the manual gear ranges, the PCM output signal to the pressure control (PC) solenoid valve increases torque signal fluid pressure further for the added torque requirements during engine compression braking or increased engine load. Torque signal fluid acts on the reverse boost valve to increase line pressure according to vehicle operating conditions.
➤
7 ➤
➤
Note: If vehicle operating conditions are such that the transmission would normally be in Fourth gear, the PCM will keep the 1-2 shift solenoid (SS) valve energized. The PCM does not change solenoid states because a Manual gear range is selected. Therefore, the 1-2 SS valve may either be ON or OFF in Manual Third - Third Gear. In either condition the 4th clutch releases, the only difference is where the 4th clutch fluid ehausts through the 3-4 shift valve.
CLUTCH ➤
➤
➤
3 SHIFT ACCUMULATION - Same as 4-3 Downshift
➤ 4TH
#2 ➤
➤
2c 2-3 Shift Valve:
4th clutch feed fluid, which is fed by PRND4 fluid at the 2-3 shift valve, exhausts through the upshifted 2-3 shift valve, into the PRND4 circuit and past the manual valve.
➤
2ND CLUTCH
➤ ➤
➤
➤
Exhausting 4th clutch fluid unseats the #10 ball check valve and flows through the 3-4 shift valve and the #5 orifice at the spacer plate.
➤
2ND ACCUM
1
4th clutch fluid exhausts from the 4th clutch piston and 4th accumulator, allowing the 4th clutch plates to disengage. 2b #10 Ball Check Valve:
➤
➤ D321
#1
2 FOURTH CLUTCH RELEASES 2a 4th Clutch Assembly:
➤
➤
1b
1c Overrun Clutch Assembly:
PRND4 fluid exhausts from the TFP manual valve position switch and the TFP manual valve position switch signals the PCM that the transmission is in Manual Third.
3RD/REVERSE ➤
➤
D321 fluid seats the #1 ball check valve and is forced through an orifice to control fluid flow into the overrun clutch circuit.
1d TFP Manual Valve Position Switch:
➤
➤
1c
1b #1 Ball Check Valve:
Overrun clutch fluid is directed to the overrun clutch piston to apply the overrun clutch plates.
DRIVE
➤
➤
Line pressure enters the D321 fluid circuit at the manual valve. Line pressure is blocked by the manual valve from entering the PRND4 (Park, Reverse, Neutral, Drive 4) fluid circuit. This opens PRND4 fluid to an exhaust port at the manual valve.
DIRECT CLUTCH ASSEMBLY (616–623)
➤
1 OVERRUN CLUTCH APPLIES 1a Manual Valve:
INTERMEDIATE CLUTCH ASSEMBLY & CENTER SUPPORT (629–640)
➤
APPLIED APPLIED
➤
HOLDING
(from Overdrive Range – Fourth Gear)
OVERRUN CLUTCH ASSEMBLY (504–511)
LOW & REV BAND
➤
APPLIED
LOW INTER. ROLLER CLUTCH CLUTCH
➤
OFF ON
OVERDRIVE MANUAL INTER. ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH BAND CLUTCH
➤
FOURTH OVERRUN CLUTCH CLUTCH
➤
2-3
1-2
➤
SOLENOID
ORIFICED EX
➤
15
➤
EX
➤
69
MANUAL SECOND – SECOND GEAR
MANUAL SECOND 4 OVERRUN CLUTCH APPLIED
OVERDRIVE ROLLER CLUTCH (512) *HOLDING
FORWARD CLUTCH APPLIED
2 MANUAL 2-1 BAND ASSEMBLY (628) APPLIED
INTERMEDIATE CLUTCH APPLIED
INTERMEDIATE SPRAG CLUTCH (624) *HOLDING
3 SUN GEAR (650) HELD
1 POWER FROM DIFFERENTIAL ASSEMBLY
➤
➤ ➤
➤
➤
➤
➤ ➤ FORWARD CLUTCH APPLIED
➤
OVERDRIVE CARRIER ASSEMBLY (514)
➤
OVERRUN CLUTCH (504) APPLIED
FORWARD CLUTCH HUB (613)
MAIN SHAFT (662)
FOURTH OVERRUN CLUTCH CLUTCH
OFF ON
APPLIED
OVERDRIVE MANUAL INTER. ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH BAND CLUTCH *
APPLIED APPLIED
LOW INTER. ROLLER CLUTCH CLUTCH
LOW & REV BAND
OVERRUN APPLIED OVERRUN
CASE (7) INTERMEDIATE CLUTCH APPLIED INTERMEDIATE SPRAG MANUAL 2-1 CLUTCH BAND (624) ASSEMBLY *HOLDING (628) APPLIED
SUN GEAR SHAFT (649) HELD MANUAL 2-1 BAND SERVO APPLIED
INTERMEDIATE SPRAG CLUTCH OUTER RACE (625) HELD
Manual Second (2) gear range is available to the driver when vehicle operating conditions make it desirable to use only two gear ratios. These conditions include descending a steep grade when engine compression braking is needed, or to retain second gear when ascending a steep grade for additional engine performance. In Manual Second, the transmission can upshift and downshift between First and Second gear but is prevented from shifting into Third or Fourth gear. If the transmission is in Third or Fourth gear when Manual Second is selected, the transmission will shift immediately into Second gear. Note: Transfer of engine torque during acceleration is identical to Overdrive Range - Second Gear (refer to page 58A) to obtain an approximate gear ratio reduction of 1.48:1 through the transmission gear sets. The power flow in Figure 66 and the following text describes conditions during deceleration (zero or minimum throttle) and how engine compression braking is achieved. Vehicle speed provides the torque input to the transmission through the drive shaft and transmission output shaft (671). This is shown by the direction of the power flow arrows in the drawing at the top of Figure 66. Notice that this flow is identical to Overdrive Range - Second Gear except that the arrows are in the opposite direction.
2
Power From the Differential Assembly
SUN GEAR (650) HELD
OUTPUT CARRIER ASSEMBLY (661)
TURBINE SHAFT (502)
3
REAR INTERNAL GEAR (666)
Manual 2-1 Band Assembly Applied
The manual 2-1 band assembly (628) is applied and holds the direct clutch housing, sun gear shaft and sun gear stationary.
DIRECT CLUTCH HUB (615)
Sun Gear Held
With the sun gear held, power flow travels back through the transmission to the forward clutch housing (602). Each of the component’s function and rotation direction is the same as during acceleration (compare Figures 54 and 66). If the sun gear were not held it would overrun the intermediate sprag clutch (624) and allow the vehicle to coast freely.
OUTPUT SHAFT ASSEMBLY (671)
4
Overrun Clutch Applied
The overrun clutch plates (508, 509) are applied and power flow from the forward clutch housing, through the overdrive planetary gear set and to the turbine shaft (502) is the same as Manual Third range (see page 66A). 5
Engine Compression Braking
With the manual 2-1 band and overrun clutch applied, power flow is mechanically connected between the output shaft and converter turbine. This allows engine compression braking to slow the vehicle when the throttle is released.
MAIN SHAFT (662)
➤
2-3
1-2
Vehicle speed attempts to drive the output carrier (661) faster than engine speed is driving the rear internal gear (666). The output carrier pinion gears are in mesh with the rear internal gear (666) and sun gear (650).
OVERDRIVE ROLLER CLUTCH (512) *HOLDING
70
SOLENOID
1
TURBINE SHAFT (502)
DIRECT CLUTCH HOUSING (623) HELD
(from Manual Third – Third Gear)
* NOT HOLDING IN COAST NOTE: DESCRIPTIONS ABOVE EXPLAIN COMPONENT FUNCTION DURING ACCELERATION.
➤
5 POWER TO TORQUE CONVERTER (1) FOR ENGINE BRAKING
In Manual Second - First gear, the low roller clutch (644) overruns and engine compression braking is not available. First gear operates the same as in Overdrive Range, except for the manual 2-1 band assembly and overrun clutch being applied, and the vehicle is allowed to coast freely when the throttle is released. For maximum engine compression braking the gear selector must be moved to the Manual First position.
CENTER SUPPORT AND RACE ASSEMBLY (640)
*NOT HOLDING IN COAST
Figure 66
70A
MANUAL SECOND – SECOND GEAR
MANUAL SECOND – SECOND GEAR
(from Manual Third – Third Gear)
FORWARD CLUTCH ASSEMBLY (602–616)
APPLIED HOLDING APPLIED OVERRUN
DIRECT CLUTCH ASSEMBLY (616–623)
NOTE: DESCRIPTIONS ABOVE EXPLAIN COMPONENT FUNCTION DURING ACCELERATION.
3RD/REVERSE ➤
➤
➤
DRIVE ➤
2ND CLUTCH
➤ ➤ ➤
➤
➤
➤
➤
3RD CLUTCH ➤
➤
ACCUM ➤
➤
ACCUM
➤
➤
3RD ACCUM
4TH ACCUM
DRIVE
➤
➤
➤
➤
1-2 SIGNAL
➤ ➤
2-3 SIGNAL
CLUTCH
2-3 SIGNAL
1-2 SIGNAL
➤
PRN
3-4 SHIFT
➤ 3RD/REV ➤
➤
4TH CL FD PRN
3RD CL
➤
➤
➤ ➤
➤
ACTUATOR FEED ➤
➤
➤
➤ ➤
➤
REVERSE
➤ ➤
ACTUATOR FD
➤
➤ ➤
ORIFICED EX
➤
2-3 DRIVE
TORQUE SIGNAL ➤
➤ ➤
➤
EX EX
EX
TORQUE SIG
➤ ➤ 3RD/REVERSE ➤
LO
➤
➤
➤
➤
➤
SIGNAL
➤
➤
1-2 SIG
➤
PRND43 ➤
➤
PRND4
➤
➤
➤
➤
4TH ACCUM
➤ ➤ ➤
DRIVE
➤
➤
➤ ➤
REAR
ACTUATOR FEED
FILTERED ACTUATOR FEED
➤
EX LUBE
LINE
➤
D 21 LO
PRND4 PRND43 ➤
➤ PRND4 ➤
➤
➤
PRESSURE REG
➤
➤
➤ ➤
➤ ➤
PRN
EX➤ ➤
REVERSE
➤
➤
BOOST
➤
➤
2-3 DRIVE
3RD/REVERSE
➤
➤ ➤
➤
➤ ➤ ➤
➤
➤
➤
➤
➤
➤ REAR BAND APPLY
➤
➤
➤
➤
PRND43
➤
FBA
➤
DRIVE
D321
➤ ➤
➤
2ND CLUTCH
➤
2ND CL
➤
➤
➤
➤
➤
#11 EX
➤ TORQUE
➤
➤
ORIFICED REG APPLY
➤
➤
LINE
#8
➤
➤
EX
11
2b
➤
➤
TCC SIGNAL
➤
3RD CLUTCH FEED ➤ ➤
FILT 2-3 DR
➤ 3RD
OVERRUN CLUTCH
➤
➤
➤
➤
➤
➤
➤
LINE
➤
FRONT BAND APPLY
➤ ➤
EX ➤
➤ ➤
3RD/REVERSE ➤
FILTERED ACTR FD
➤
N.O. OFF
➤ ➤
FILTER (302)
➤
PRESSURE CONTROL SOLENOID VALVE (320)
➤
➤
Figure 67
15
➤
REGULATED APPLY
➤
➤
➤
➤
OFF
3
1c
➤
2-3 SOL
2-3 SHIFT VALVE ➤
FRONT BAND APPLY
1b
➤
➤
TCC REG
PRND4
➤
➤
➤
➤
TCC (PWM) SOLENOID VALVE EX (323)
➤
4
2-3 DRIVE ➤
➤
➤ ➤
➤
2c
➤ ➤
➤
➤
➤
LINE
2-3 DRIVE
1-2 SIGNAL
➤
19
➤
EX ➤
➤
ACTUATOR FEED
➤
5
➤
N.O. OFF
REVERSE
➤
➤
FILTER (75) FILTERED 2-3 DRIVE
➤
➤
ORIFICED ACTUATOR FD
1-2 SOL
1-2 SHIFT VALVE
➤
LINE TORQUE SIGNAL
2-3 DRIVE
ACTR FD
2-3 SIGNAL
ACT FD LIMIT
➤
20
➤
➤
ACTUATOR FEED
➤
➤
DRIVE
➤
DRIVE PRND4
TORQUE SIG
➤
➤
DRIVE
9
➤
➤
PRND4
REV
EX
➤
➤
➤
REVERSE
ALL PRND43 SWITCHES N.O.
TFP SWITCH
LO
#5
8
FILTERED ACTUATOR FEED
➤
➤
REV
#6
➤
➤
➤
1f
ORIFICED ACCUM
➤
LO
➤
➤
LINE
CONV FD
➤
3RD ACCUMULATOR
3RD ACCUM
ACCUM
➤
LINE ORIFICE CUP PLUG (236) LINE
➤
➤
➤
➤
6
FILTER (317)
LUBE PIPE (39)
ACCUMULATOR ➤
➤
➤ ➤
➤
➤
➤
3RD CLUTCH
➤
DRIVE
ACTR FD ➤
PRESSURE TAP (24)
SUCTION
➤
TORQUE SIGNAL
➤
➤
PRND43 ➤
➤
4TH ACCUMULATOR
22
➤
1
➤ ➤
➤
FRONT BAND APPLY
➤
EX
#4
➤
➤
2
➤
➤
4TH CLUTCH
17
➤
D321
➤
➤
D
➤
➤
DRIVE
➤
➤
RND
➤
LINE (from Pump)
➤
➤
➤
➤
ACCUMULATOR
➤
➤
P
➤
• As in Manual Third, the PCM output signal to the pressure control (PC) solenoid valve increases torque signal fluid pressure further for the added torque requirements during engine compression or increased engine load. ➤
COMPLETE HYDRAULIC CIRCUIT Page 98
➤
➤
2c 2-3 Shift Valve:
70B
LOW & REVERSE BAND SERVO (61–74)
14
➤
➤
3rd/reverse fluid exhausts past the #11 ball check valve, unseats the #8 ball check valve and flows into the 3rd clutch feed circuit. 3rd clutch fluid in the 3rd accumulator also exhausts past the #8 ball check valve and into the 3rd clutch feed circuit.
If the converter clutch was applied when Manual Second was selected it will release prior to downshifting. Under normal operating conditions the converter clutch will not re-apply in Second gear.
➤
18
MANUAL VALVE➤
➤
2b #11 and #8 Ball Check Valves:
3rd clutch feed fluid is routed through the 2-3 shift valve, through orifice #4 in the spacer plate back to the 2-3 shift valve where it exhausts.
MANUAL 2-1 BAND SERVO (55–60)
1a
AIR BLEED (210) ➤
3rd/reverse fluid exhausts from the inner area of the direct clutch piston (619), allowing the direct clutch plates (611, 618) to release.
#2 ➤
12
21
➤
➤
1d
PRND43 fluid from the TFP manual valve position switch exhausts at the manual valve. The TFP manual valve position switch signals the PCM that the transmission is in Manual Second.
2 DIRECT CLUTCH RELEASES 2a Direct Clutch Assembly:
2ND CLUTCH
➤ ➤
➤
2ND ACCUM
#3
1f TFP Manual Valve Position Switch:
Note: Figure 67 is shown in Second gear with the 2-3 SS valve de-energized. However, if vehicle operating conditions are such that the PCM signals a Third or Fourth gear state the 2-3 solenoid will be energized. Thus a downshift will not occur until the vehicle speed is ????.
➤
➤
➤
➤
PRND43 fluid exhausts from the release side of the piston and through the manual valve. This allows FBA fluid pressure to compress the manual 2-1 band servo piston spring and apply the manual 2-1 band assembly.
➤ ➤
➤
1e
➤
1e Manual 2-1 Band Servo:
➤
➤
1
1c 2-3 Shift Valve:
FBA fluid seats the #3 ball check valve and is orificed at a controlled rate to the apply side of the manual 2-1 band servo piston.
➤
➤ D321
#1
2-3 SS valve is de-energized and 2-3 signal fluid exhausts allowing the 2-3 shift valve to return to the downshifted position.
1d #3 Ball Check Valve:
3RD/REVERSE
7
4TH CLUTCH
1b 2-3 Shift Solenoid (SS) Valve:
2-3 drive fluid is directed into the Front Band Apply (FBA) circuit with the 2-3 shift valve in the downshifted position.
➤
➤
Line pressure is blocked by the manual valve from entering the PRND43 (Park, Reverse, Neutral, Drive 4, Drive 3) fluid circuit. This opens PRND43 fluid to an exhaust port at the manual valve.
➤ ➤
➤
1 MANUAL 2-1 BAND ASSEMBLY APPLIED 1a Manual Valve:
2a
➤
Manual Second may be selected at any time while the vehicle is being operated in a forward gear range. However, the transmissions hydraulic system prevents the transmission from upshifting above Second gear regardless of PCM control. When the gear selector lever is moved to Manual Second (2) from Manual Third - Third Gear, the manual valve also moves. Changes to the hydraulic and electrical systems are as follows:
REV EX
APPLIED
REV
HOLDING
INTERMEDIATE CLUTCH ASSEMBLY & CENTER SUPPORT (629–640)
EX
APPLIED
(from Manual Third – Third Gear)
OVERRUN CLUTCH ASSEMBLY (504–511)
LOW & REV BAND
4TH CL FD ➤EX ➤ ➤ FBA
2-3
LOW INTER. ROLLER CLUTCH CLUTCH
➤
1-2
OFF OFF
OVERDRIVE MANUAL INTER. FOURTH OVERRUN ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH BAND CLUTCH
➤
SOLENOID
4TH CLUTCH
ORIFICED EX
EX
71
MANUAL FIRST – FIRST GEAR
MANUAL FIRST 5 POWER TO TORQUE CONVERTER (1) FOR ENGINE BRAKING
(from Manual Second – Second Gear) 4 OVERRUN CLUTCH APPLIED
3 FORWARD CLUTCH APPLIED
OVERDRIVE ROLLER CLUTCH (512) *HOLDING
2 LOW AND REVERSE BAND ASSEMBLY (657) APPLIED
LOW ROLLER CLUTCH (644) *HOLDING
1 POWER FROM DIFFERENTIAL ASSEMBLY
SOLENOID 2-3
FOURTH OVERRUN CLUTCH CLUTCH
ON OFF
APPLIED
1-2
OVERDRIVE MANUAL INTER. ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH BAND CLUTCH *HOLDING
APPLIED
LOW INTER. ROLLER CLUTCH CLUTCH
**
LOW & REV BAND
*HOLDING APPLIED
* NOT HOLDING IN COAST
➤ ➤
➤
➤
➤
➤
➤
** HOLDING BUT NOT EFFECTIVE. NOTE: DESCRIPTIONS ABOVE EXPLAIN COMPONENT FUNCTION DURING ACCELERATION.
➤ ➤
➤
➤
FORWARD CLUTCH APPLIED
OVERRUN CLUTCH APPLIED
OVERDRIVE CARRIER ASSEMBLY (514)
FORWARD CLUTCH HUB (613)
MAIN SHAFT (662)
1
TURBINE SHAFT (502)
OVERDRIVE ROLLER CLUTCH (512) *HOLDING
CASE (7)
LOW ROLLER CLUTCH (644) *HOLDING
Manual First is available to the driver when vehicle operating conditions require maximum engine compression braking for slowing the vehicle, or maximum engine torque transfer to the wheels. These conditions include: descending a steep grade to provide maximum engine compression braking; and, to retain First gear when ascending a steep grade or pulling a heavy load for maximum engine power. Under normal driving conditions, the transmission is prevented from upshifting while operating in Manual First. If the transmission is in any other forward gear range when Manual First is selected, the transmission will not shift into First gear until vehicle speed is below approximately 56 km/h (35 mph). Above this speed, the transmission will first shift into Second gear until vehicle speed slows sufficiently. Note: Transfer of engine torque through the transmission during acceleration is identical to Overdrive Range - First Gear (refer to page 56A) to obtain an approximate gear ratio reduction of 2.48:1. The power flow in Figure 68 and the following text describes conditions during deceleration (zero or minimum throttle) and how engine compression braking is achieved. Vehicle speed provides the torque input to the transmission through the drive shaft and transmission output shaft (671). This is shown by the direction of the power flow arrows in the drawing at the top of Figure 68. Notice that this flow is identical to Overdrive Range - First Gear except that the arrows are in the opposite direction.
LOW AND REVERSE BAND ASSEMBLY SUN (657) GEAR APPLIED (650)
OUTPUT CARRIER ASSEMBLY (661)
DIRECT CLUTCH HUB (615)
TURBINE SHAFT (502)
2
REAR INTERNAL GEAR (666)
OUTPUT SHAFT ASSEMBLY (671)
3
Forward Clutch Applied
Power flow travels back through the transmission to the forward clutch housing (602). Each of the component’s function and rotation direction is the same as during acceleration (compare Figures 52 and 68). Overrun Clutch Applied
The overrun clutch plates (508, 509) are applied and power flow from the forward clutch housing, through the overdrive planetary gear set and to the turbine shaft (502) is the same as Manual Third range (see page 68A).
➤
MAIN SHAFT (662)
72
Low and Reverse Band Assembly Applied
The low and reverse band assembly (657) is applied and holds the reaction carrier assembly from rotating in either direction. The output carrier attempts to drive the reaction pinion gears faster than the sun gear is being driven by engine torque. This action would cause the reaction carrier assembly to rotate clockwise and overrun the lo roller clutch (644), allowing the vehicle to coast freely.
4
CENTER SUPPORT AND RACE ASSEMBLY (640)
Power From the Differential Assembly
Vehicle speed attempts to drive the output carrier assembly (661) faster than engine speed is driving the rear internal gear (666), output carrier pinion gears and sun gear (650). The reaction carrier pinion gears are in mesh with both the output carrier and sun gear.
5
Engine Compression Braking
With the low and reverse band assembly and overrun clutch applied, power flow is mechanically connected between the output shaft and converter turbine. This allows engine compression to slow the vehicle when the throttle is released.
REACTION CARRIER ASSEMBLY (651) HELD LOW AND REVERSE BAND SERVO APPLIED
*NOT HOLDING IN COAST
Figure 68
72A
MANUAL FIRST – FIRST GEAR
MANUAL FIRST – FIRST GEAR
(from Manual Second – Second Gear)
➤
REAR BAND APPLY
➤
DRIVE
➤
➤
➤
➤
CLUTCH ➤
➤
➤
4TH ACCUM
➤ ➤
➤
➤
➤
ACCUM ➤
DRIVE
ACCUM
TORQUE SIG
➤
4TH CL FD EX ➤ FBA ➤
2-3 SIGNAL
➤
ACTUATOR FEED ➤
PRN
1-2 SIG
PRN
1-2 SIGNAL
2-3 SIGNAL
➤
➤
➤
REV EX
REV EX
ORIFICED EX
2-3 DRIVE
➤ ➤
ACTUATOR FD ➤
3RD CLUTCH FEED
4TH CL FD ➤
1-2 SIGNAL
LO
➤ ➤
TORQUE SIGNAL ➤
➤
4TH ACCUM
REVERSE
➤
RBA
LO
➤ ➤
SIGNAL
EX ➤
N.O. OFF
EX
3-4 SHIFT
Figure 69
15
➤
ORIFICED REG APPLY
LINE
➤ TORQUE
➤
EX
➤
➤
➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤
DRIVE
LUBE REAR ➤ ➤
➤ ➤
EX
EX EX
➤
FILT 2-3 DR
➤
➤
TCC SIGNAL
ACTUATOR FEED
FILTERED ACTUATOR FEED
EX D 21 LO ➤
LINE
➤
PRND4 PRND43
PRND4
REVERSE
➤
PRN
EX
➤
LO
➤ ➤
➤
PRESSURE REG
➤
BOOST
➤
➤
LINE
➤
FRONT BAND APPLY
➤
➤
2-3 DRIVE
➤ 2ND
2ND CLUTCH ➤
➤
➤
➤
➤
➤
➤
PRND43
➤
➤
➤
REAR BAND APPLY
➤
➤
DRIVE
D321
➤ FBA
➤
2ND CL
➤ ➤ ➤
➤
➤
➤
➤
2-3 SOL ➤
➤
FILTERED ACTR FD
➤
➤
➤
FILTER (302) ➤
PRESSURE CONTROL SOLENOID VALVE (320)
➤
➤
3
➤
PRND4
➤
2-3 DRIVE ➤
➤ ➤
➤
➤
➤
➤
➤
➤
➤
REGULATED APPLY
➤
➤
➤
OFF
➤
➤
➤
FRONT BAND APPLY ➤
➤
TCC REG
2-3 DRIVE
➤
ON ➤
➤
➤
➤
1-2 SIGNAL
➤
➤
➤
➤
EX N.O.
2-3 SHIFT VALVE ➤
FILTERED 2-3 DRIVE
➤
➤
➤
1-2 SOL
ACTUATOR FEED
4
➤
1c
➤
➤
TORQUE SIGNAL
2a
19
➤
LINE
20
REVERSE
➤
ACT FD LIMIT
➤
➤
1-2 SHIFT VALVE
2-3 SIGNAL
9
➤
➤
➤
ACTR FD
➤
5
➤
➤
➤
2-3 DRIVE
#5
➤
➤
➤
➤
➤
➤
ORIFICED ACTUATOR FD
#6
3a
LO
DRIVE
➤
➤
ACTUATOR FEED
➤
TCC (PWM) SOLENOID VALVE EX (323)
➤
➤
PRND4
FILTER (75)
LINE
➤
➤
EX
➤
➤
#7
➤
DRIVE
➤
8
1d
➤
ALL PRND43 SWITCHES N.O.
TFP SWITCH
LO
DRIVE
➤
➤
ACCUM
FILTERED ACTUATOR FEED
➤ ➤
➤
REV
TORQUE SIG
➤
ORIFICED ACCUM
➤
➤
➤
PRND4
➤
REVERSE
➤
➤
➤
➤
23
➤
➤
CONV FD
FILTER (317)
LUBE PIPE (39) ➤
ACCUMULATOR
6
➤
➤
➤
ACTR FD
➤
LINE
DRIVE
➤
1b
REV
3RD ACCUM
➤
➤
PRND43
3RD ACCUMULATOR
TORQUE SIGNAL
➤
➤
LINE
4TH ACCUMULATOR
➤
➤
1
2c
3RD CLUTCH
3RD ACCUM
➤
➤
➤
FRONT BAND APPLY
➤
22
➤
➤
2
LINE ORIFICE CUP PLUG (236)
SUCTION
➤
2ND CLUTCH ➤
➤
EX
#4
17
➤
D321
PRESSURE TAP (24)
➤
LINE (from Pump)
➤
4TH CLUTCH
➤
DRIVE
➤
D
➤ ➤
➤
OVERRUN CLUTCH
➤
➤
➤
ACCUMULATOR
➤
COMPLETE HYDRAULIC CIRCUIT Page 100
RND
➤
➤
72B
➤
P AIR BLEED (210)
➤
Lo fluid is also directed to the accumulator valve to keep the valve fully compressed against spring force and orificed accumulator fluid pressure. This allows drive fluid to flow directly into the accumulator fluid circuit without being regulated, thereby increasing accumulator fluid pressure to equal line fluid pressure. • The increase in accumulator fluid pressure in Manual First is needed at the low and reverse servo assembly to keep the low and reverse band released in a Manual First - Second Gear condition. In Second gear, the PCM keeps the 1-2 SS valve de-engerized and 2nd clutch fluid pressure is present (see inset in Figure 69). If this happens with 2nd accumulator fluid pressure not equal to line fluid pressure, RBA fluid pressure will move the low and reverse servo piston to apply the low and reverse band. In this situation, both bands (manual 2-1 and low and reverse) would be applied and a tie up condition would occur. As in Manual Third and Manual Second, the PCM output signal to the pressure control (PC) solenoid valve increases torque signal fluid pressure further for the added torque requirements during engine compression braking or maximum engine torque transfer.
➤
➤
18
MANUAL VALVE ➤
➤
3 SHIFT ACCUMULATION 3a Accumulator Valve:
1e
LOW & REVERSE BAND SERVO (61–74)
14
➤
2nd clutch fluid exhausts from the intermediate clutch piston and low and reverse servo assembly, thereby releasing the intermediate clutch plates.
➤
21
➤
➤
1a
➤
2c Intermediate Clutch Assembly:
➤
➤
➤
MANUAL 2-1 BAND SERVO (55–60)
➤
➤
12
2b Manual 2-1 Band Servo:
FBA fluid exhausts from the manual 2-1 band servo, allowing spring force to move the piston and manual 2-1 band servo pin and release the manual 2-1 band assembly. When exhausting, FBA fluid unseats the #3 ball check valve.
➤
➤
➤
➤
The 2-3 drive circuit is opened to an exhaust port at the 1-2 shift valve. Because 2-3 drive fluid supplies the Front Band Apply (FBA), 2nd clutch and filtered 2-3 drive circuits, these circuits are also open to exhaust.
➤
#2
➤
2 INTERMEDIATE CLUTCH AND MANUAL 2-1 BAND RELEASE: 2a 1-2 Shift Valve:
#3
➤
RBA fluid pressure overcomes the force from 2nd accumulator fluid pressure and spring force to move the low and reverse servo piston and low and reverse band apply pin. This applies the low and reverse band assembly.
2ND ACCUM
➤
1e Low And Reverse Band Servo:
2b
➤
➤
Lo fluid from the manual valve is also routed to the #7 ball check valve, and seats the #7 ball check valve against the reverse circuit and enters the Rear Band Apply (RBA) fluid circuit.
ACCUMULATOR
MANUAL FIRST – SECOND GEAR ➤
1
Lo fluid is directed to the TFP manual valve position switch to signal the PCM that the transmission is in Manual First. 1c 1-2 Shift Solenoid (SS) Valve:
LOW & REVERSE BAND SERVO (61–74)
14
➤ D321
#1
Line pressure enters the lo fluid circuit at the manual valve.
1d #7 Ball Check Valve:
#2
7
4TH CLUTCH
1b TFP Manual Valve Position Switch:
The PCM engergizes the 1-2 SS valve, thereby creating high 1-2 signal fluid pressure which moves the 1-2 shift valve to the downshifted position.
➤
➤ ➤ ➤
➤
LOW AND REVERSE BAND ASSEMBLY APPLIES 1a Manual Valve:
2ND ACCUM
➤
Manual First (1) may be selected at any time while the vehicle is being operated in a forward gear range. However, the downshift to First gear is controlled electronically by the PCM which will not energize the 1-2 shift solenoid (SS) valve (First gear state) until the vehicle speed is below approximately 56 km/h (35 mph). Above this speed, the transmission will operate in a Manual First - Second Gear condition until vehicle speed slows sufficiently. Note that this speed varies depending on vehicle application. When the gear selector lever is moved to Manual First, the manual valve also moves. With vehicle speed low enough, the following hydraulic and electrical changes occur to achieve Manual First - First Gear:
➤
* HOLDING BUT NOT EFFECTIVE. NOTE: DESCRIPTIONS ABOVE EXPLAIN COMPONENT FUNCTION DURING ACCELERATION.
2ND CL
FORWARD CLUTCH ASSEMBLY (602–616)
HOLDING APPLIED
➤
*
➤
APPLIED
INTERMEDIATE CLUTCH ASSEMBLY & CENTER SUPPORT (629–640)
➤
HOLDING
(from Manual Second – Second Gear)
OVERRUN CLUTCH ASSEMBLY (504–511)
LOW & REV BAND
➤
APPLIED
LOW INTER. ROLLER CLUTCH CLUTCH
➤
ON OFF
1-2
OVERDRIVE MANUAL INTER. ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH BAND CLUTCH
➤
2-3
FOURTH OVERRUN CLUTCH CLUTCH
➤
SOLENOID
4TH CLUTCH
ORIFICED EX
EX
73
OPERATING CONDITIONS RANGE REFERENCE CHART
RANGE
1-2 SHIFT 2-3 SHIFT SOLENOID SOLENOID VALVE VALVE
GEAR
P-N R
1
2
FOURTH CLUTCH
OVERRUN CLUTCH
3 OVERDRIVE ROLLER CLUTCH
4
5
FORWARD CLUTCH
DIRECT CLUTCH
6 MANUAL 2-1 BAND
7 INTERMEDIATE SPRAG CLUTCH
8
9 LOW ROLLER CLUTCH
INTERMEDIATE CLUTCH
ON
OFF
HOLDING
REVERSE
ON
OFF
HOLDING
1st
ON
OFF
HOLDING
APPLIED
*
2nd
OFF
OFF
HOLDING
APPLIED
HOLDING
APPLIED
OVERRUNNING
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
APPLIED
OVERRUNNING
3rd
OFF
ON
APPLIED
HOLDING
APPLIED APPLIED
OVERRUNNING
APPLIED
OVERRUNNING
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 BUT NOT EFFECTIVE
APPLIED
APPLIED
10 LOW AND REVERSE BAND
APPLIED HOLDING
HOLDING
* APPLIED
HOLDING
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. EXPECTED OPERATING CONDITION IF COMPONENT IN COLUMN NUMBER IS INOPERATIVE: COLUMN # 1 2 3 4 5 6 7 8 9 10
CONDITION NO 4TH GEAR. NO ENGINE BRAKING IN ALL MANUAL RANGES. NO REVERSE, NO FORWARD IN OVERDRIVE RANGE. NO FORWARD. NO REVERSE, NO THIRD OR FOURTH. NO ENGINE BRAKING IN MANUAL 2ND. NO SECOND GEAR. NO SECOND, THIRD, OR FOURTH GEARS. NO FORWARD IN OVERDRIVE OR MANUAL THIRD. MANUAL FIRST OK. NO REVERSE, NO ENGINE BRAKING IN MANUAL 1ST.
SHIFT SOLENOID VALVE ELECTRICAL CONDITIONS If the PCM detects a continuous open or short to ground in the shift solenoids or shift solenoid circuits the following actions occur: 1-2 • The PCM commands maximum line pressure. DTC • The PCM disables shift adapts. P0753 • The PCM inhibits downshifts to 2nd gear if the vehicle speed is greater than 48 km/h (30 mph). • The PCM illuminates the Malfunction Indicator Lamp (MIL). 2-3 DTC P0758
74
• • • •
The PCM commands maximum line pressure. The PCM disables shift adapts. The PCM commands 2nd gear. The PCM illuminates the Malfunction Indicator Lamp (MIL).
Figure 70
COMPLETE HYDRAULIC CIRCUITS The hydraulic circuitry of the Hydra-matic 4L80-E transmission is better understood when fluid flow can be related to the specific components in which the fluid travels. In the Power Flow section, a simplified hydraulic schematic was given to show what hydraulically occurs in a specific gear range. The purpose was to isolate the hydraulics used in each gear range in order to provide the user with a basic understanding of the hydraulic system.
components such as the pump, control valve body and case to assist the user when following the hydraulic circuits as they pass between them. The half page of information facing this foldout lists possible conditions and component diagnostic tips. Always refer to the appropriate vehicle platform service manual when diagnosing specific concerns The right side foldout shows a two-dimensional line drawing of the fluid passages within each component. The active fluid passages for each gear range are appropriately colored to correspond with the hydraulic schematic used for that range. The half page of information facing this foldout identifies the various fluid circuits with numbers that correspond to the circuit numbers used on the foldout page.
In contrast, this section shows a complete hydraulic schematic with fluid passages active in the appropriate component for each gear range. This is accomplished using two opposing foldout pages that are separated by a half page of supporting information. The left side foldout contains the complete color coded hydraulic circuit used in that gear range along with the relative location of valves, ball check valves and orifices within specific components. A broken line is also used to separate
A IS LOCATED IN THE PUMP BODY (LIGHT GREY AREA) B IS LOCATED IN THE CONTROL VALVE BODY (LIGHT BLUE AREA) C IS LOCATED ON THE SPACER PLATE (DASHED LINE) D IS LOCATED IN THE CASE (WHITE AREA) E IS LOCATED IN THE ACCUMULATOR HOUSING (LIGHT YELLOW AREA)
FLUID FLOW SCHEMATIC — (FOLDOUT) B
RK g) PA nnin u eR
➤
➤
➤
➤
➤
➤ ➤
➤
➤
22
14
18
22
39 41
17
42
50
43 19
➤
20
(39) 47
42 41
➤
➤
21
5
43
16
(302)
43 ➤
43
2
20
26i/28
21 22
23
45
47
47
(317)
➤
➤
➤
2ND CLUTCH RBA REVERSE
19
19
45 43
2
2
18
33
3
14
45
31 23
45
20
20
31
28
38
38
47
38
32
47
28
34
28
14
26
14
NOTE:
17 37
14
43
26
27
26
37
22
19
35 43
34 32
17 34
14
24 31 46
26
26
24
34 26
33
31
45 40
30
46
31 23
36
37
6
45
18
34
4
36
5
25
21
19 18
37
37 43 43
20
43
42
39
40 2
2
3
35 34
20 43
22
43
19 19
19 24
33
24
31
5
43
43
26
#7
42 41 39 5
22
5
42 31
45 40
CONTROL VALVE BODY (44) (Case Side)
44
41
2
20
14 20
23
5
26
26
45
18 36
36 37
37
5
34
➤
20 43
42
41
39 16 20
5
19
37
2
3
DRIVE
➤
ACTUATOR FEED
5
33
42
➤
➤
➤
➤
➤
43
31
46
➤
➤
➤
RBA
➤ ➤
➤
ACTR FD
FILT ACTR FD
➤
PRND4
DRIVE
➤
2ND CLUTCH
➤
2ND CL
➤
2ND CL
2-3 DRIVE
4TH CLUTCH FEED PRND4 ➤
REV ➤
1-2 SIGNAL
➤
PRND43
ACTR FD ➤
32
26
-
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
➤ ➤
➤
47
43
42
39
39
37 2
25
➤ 44a
42c
39e
42d
LO
19b
40
39c
43a
40
39d
39b
5a
40a
39a
GASKET (48) CASE (7)
ACTUATOR FEED
#11
5 22
➤
26h
42
22
➤
➤
PRND43
➤
➤
REVERSE
REAR BAND APPLY
REVERSE
3RD/REVERSE
ACCUMULATOR
26j
PRND43
26i
35a
26g
26h
28
28
28a
ACCUM ➤
LO
LO
D321
LINE ➤
DRIVE
LINE
28a
43
36
39
23
45
18
19 5
47
17a
32a
43
42
L
REAR LUBE
PRND4 PRND43
➤
3RD/REV
REVERSE
➤
CENTER LUBE D 21
EX
EX
43e
33c
31c
➤
3RD CL REV EX
2-3 SIG
ACTR FD
REVERSE
➤
➤ PRN
PRND4
REVERSE
➤
➤ ➤ ➤
PRND4
D21
EX
2-3 SIGNAL
D 21
FRONT BAND APPLY
➤
31b
➤
4TH CL FD 4TH CL
➤ ➤
TORQUE SIGNAL
➤
➤
EX
PRN ➤
LINE
FBA 31d
33a
33b
34c
34b
16b
37e
37b
41a
34
34
41
37c
PRN D 21 D 21 D 21
37d
31a
➤ 16a
26f
26e
➤
➤
➤
17a
4TH CL
3RD CL FD
ACCUM
FBA
4TH CL 3RD CL 37f
34a
32
32
ACCUM
26c
26d
14c
14d
38
38
➤
ACCUMULATOR
4TH CLUTCH
EX
EX EX
DRIVE
FILTERED 2-3 DRIVE
LO
TCC SIGNAL
➤
➤
➤
CENTER LUBE LINE ➤
➤
➤
➤
➤
26g
34a
47
SPACER PLATE (46) 41
19
A
DRIVE
LO
➤
APPLY/RETURN
RELEASE
DRIVE ➤
➤
➤ ➤
RELEASE
➤
CASE (7)
FRONT LUBE ➤
➤
➤ ➤
➤ ➤
➤
➤
➤
ACTUATOR FEED
➤
➤
DRIVE
FILTERED ACTR FD EX FILTERED ACTR FD ACTUATOR FD
➤
➤
➤
➤
LO
➤
➤
➤
➤
20
39
43 43
N
➤
44
42
5 22 43
G
REVERSE
➤
➤
➤
OVERRUN CLUTCH
➤
PRESSURE REG
➤
BOOST
➤
➤
➤ ➤
➤
49 ➤
45
47
41 39
2
20 5
SI
➤ ➤
➤
2
(90)
20 14
2
➤
SUCTION
13
CASE (7) (Control Valve Body Side)
3-
➤
CL U TC H
40
TCC SIGNAL
➤
➤
➤
➤
➤
➤ ➤
REG CONV FD
➤ ➤
➤ ➤
8
➤
➤
DRIVE
➤
➤
➤
COOLER
➤ ➤
➤
➤
➤
➤
TCC SIGNAL
➤
➤
CONV CLUTCH SHIFT
➤
➤
➤
➤
CASE (7)
43h
17
34 41 18
47
47
40
➤
47
24 31
4
3 2
2
REAR BAND APPLY ➤
GASKET (47) (Accumulator Housing to Spacer Plate)
REVERSE
DRIVE
➤
D2
SPACER PLATE (46)
D321 ➤
➤
➤
ACCUMULATOR HOUSING (51)
16 RU
D321
REVERSE
➤
➤
)8(
16
38
#1
ACTUATOR FEED
45
47
9
47
35
34
21
18
N
ER
18a
CONTROL VALVE BODY (44) GASKET (45)
➤
➤
M
12 U
V
➤
26f/32
25
28 47 47
47
5
36
30
47
26j/28
38a
47
46
45 37
43f
16
34c
36
16 40
6
37
35a
17 18
17
38 5 2
42
43g 31d
14
45
25
14
15
46a/45
26
32
19 26
47
47
O
PRND4
47
19c 24/19d
21
44
47
30
23
37e 34b
37f
23a 23/24c 24a
14 ➤
37
DRIVE
DRIVE
1
8
31c 23/24b
45a
26e/32
14d
14c
14 N
2ND CL DRIVE
19c
TFP SWITCH
26c/38 26d/38
26
34
REV ➤
26b
➤
26a/27
28
28
➤
➤
➤
RR
E
➤
PRND4
V
24 22
LO ALL PRND43 SWITCHES N.O.
U
O
➤
21 19d
REV
#7 RBA
➤
20b
PRND43
➤
CC
6
31b
34 47
47
35
FILTER (317) ➤
LUBE PIPE (39)
➤
LO ➤
OVERRUN CLUTCH LINE
Figure 72
5c 20a
➤
➤
➤
20c
21
➤
➤
➤
1
➤
PRESSURE TAP (24)
➤
76
FILTER ASSEMBLY (31)
➤
➤
PRESSURES INTAKE & DECREASE (SUCTION) CONVERTER & LUBE MAINLINE SOLENOID SIGNAL "ON" SOLENOID SIGNAL "OFF" ACCUMULATOR ACTUATOR FEED TORQUE SIGNAL
ON
➤
2
➤
D
REV REV
34 17
42 30
20d/22
20 ➤
46b/45
33c
47
47 34
27
19 ➤
43e 20c/21 22
➤
31a
37
47
20b
13
4
45b 12
36b
37d
37c
5e/6
26 47
20a
43d
19b
18b
A
➤
RND
➤
➤
LO
EX
➤
LINE
➤
1-2 SOL N.O.
37
37
➤
47 32
47 14
47 22b
43c 43b 42b
40a
30a 24
45
20
1-2 SIGNAL
1-2 SIGNAL
FILTERED ACTUATOR FEED DRIVE
➤
14
10
5d
25a
44 #9
➤
➤
1
14
14 47
5c
39e 5b
22a 39c
1
39b/40 18a 33a/34 37b 3b/4 11 ➤ 3 33b/34 36a
2c
43
45
➤
REV
37a/19
5
31
45
47
12
2ND CLUTCH
➤
42a
26
#4
23
20d
7
➤
35
24
#6
43
19
2
39d
43a 39a/40
➤
2a
23 34
17
5b
2-3 DRIVE
REV ACTR FD
26
2
47
38
19a
(39) 50
3a
5
19 43d
31
#5
30
30
47 42d
16b/41
2b
5a 14b
20
44 24
33
20e
20f
2
20
19 45
37
40
18 22
➤ ➤
➤
P
➤
24b 24a
43c
MANUAL VALVE ➤
➤
➤
2d
42b
ACTUATOR FEED
1-2 SHIFT VALVE
FILTER (302) ➤
➤
20f 20e ➤
OIL PAN (28)
EX ➤
➤
ACTUATOR FEED
14a 43 43
23
3
CASE (7) (Pump Cover Side)
23
#4 5
37
4
➤
➤
REVERSE OVERRUN CLUTCH DRIVE PUMP COVER (206)
➤
2-3 SIGNAL
22b 17 23
43b
➤
➤
23a
24c
42c
42
41
39
22
3 ➤25
14
19 43 2
40
30
44a
#3 16a
16
42 18 33 36
40
3
3
2
43
2d
44
5
22
42
3
40
36b
N.O. OFF
FBA ORIFICED EX
22a 18b
3
(75)
14
41a
39 2
3-
TORQUE SIGNAL
PRESSURE CONTROL SOLENOID VALVE (320)
➤
2-3 SOL
2-3 SHIFT VALVE
➤
14a 2
2b
2-3 SIGNAL PRND4
➤
EX
16
33
4 2c
➤
43g 43f
4TH CLUTCH FEED 2-3 DRIVE 3RD CLUTCH FEED 2-3 SIGNAL
42
16
5
37
2
40 30 40
(24)
2
2
20
14
19 ➤
13
1
;;
PUMP COVER (206) (Case Side)
41
43
2
;
➤
(90)
30
19
43
19
2
43
19
H
➤
14b
LINE
➤
REGULATED APPLY
1-2 SIGNAL
3
;
12
➤
13
49
29
40
39
47
14
43
#9
4T
REGULATED APPLY ORIFICED REG APPLY
3 3b
LINE
➤
TORQUE SIGNAL TCC SIGNAL
➤ ➤
TCC REG OFF
PRND43
#11 ACTR FD
47
14
EX
45 15
45a 43h
40
45
14
PUMP COVER (206) (Pump Body Side)
#8
32
3a
LOW & REVERSE BAND SERVO (61–74) 46a
EX
3-4 SHIFT PRN
➤
#1
36a
ORIFICED EX
➤
REVERSE
FILTERED 2-3 DRIVE TCC (PWM) SOLENOID VALVE EX (323)
14
13
3RD CL FD 3RD/REV REV
➤
EX
EX ORIFICED EX
46b 4
25a
TORQUE SIG LINE
➤
EX
45b
MANUAL 2-1 BAND SERVO (55–60)
#10
2
12
12
➤
1
47
14
47 43
30
1
1
;;; ;;
49
19
45
1
43
3
3
2
(8) 47
45
1
7
45
48 45
48
45
2
29
PUMP BODY (203) (Pump Cover Side)
2ND ACCUM
4TH CL FD
TCC SIGNAL
30a
45
12
#2
➤
➤
PUMP BODY (203)
TCC SIGNAL
LINE
➤
➤
REG APPLY
ACT FD LIMIT ➤
2a
➤
➤
LINE
➤
6 5d
EX
11
➤
➤
CONV FD
#3
ORIF EX
➤
SUCTION LINE
➤
➤
LO ORIFICED ACTUATOR FEED ACTUATOR FEED
5
➤
10
3RD CL ➤
➤
ACCUM
42a
5e
#8
➤
➤
FRONT OIL COOLER PIPE CONNECTOR (8)
LINE
➤
PUMP ASSEMBLY (4)
ORIFICE CUP PLUG (236)
#10
➤
CONVERTER FEED
LINE
COOLER ➤ APP/RET
DRIVE ACCUMULATOR ORIFICED ACCUM
27 6
➤
➤
9
3RD ACCUM 4TH CLUTCH
4TH ACCUM TORQUE SIG ➤
➤
➤
AIR BLEED (210)
26a
➤
LE
R CONV FD
8
#5
➤
AB C EN
24
REL
➤
OVERRUN CLUTCH
FRONT BAND APPLY EX
3RD ACCUMULATOR
19
26b
DRIVE
➤
TC ➤
➤
L
AL E GN AS RN C SI LE TC RE RETUE Y/ IV LUBE PL AP DR ONT FR
4TH ACCUMULATOR
7 37a
➤
➤ ➤
ACCUMULATOR
ACCUMULATOR GASKET (47)
#6
47
(239)
2
10
1
30
(9)
48
(210)
11
3
➤
29
45
24
49
11
47
47
(236)
2
2
8
12
11
3
30
45
2
10
8
12
49
29
1
2
14
➤
2-3 DRIVE
12
10
7
2
43
47
➤
2-3 DRIVE
ACCUMULATOR HOUSING (51)
FILTER (75)
19a
➤
LE
AB
AB
EN
C EN
LIM IT ➤
C TC TC
CO NV ➤ CON V FD CON V FD ➤
➤
ACCUM 4TH CLUTCH
➤
ORIFICE CUP PLUG (237)
EX
EX
➤ REG
➤
CENTER LUBE
2-3 DRIVE
➤
ORIFICE CUP PLUG (208)
EX EX
➤
➤
➤
2
1
43
➤
➤
➤
1
9
➤
➤ ➤
➤
CENTER LUBE
➤
➤
3RD/REVERSE
➤
REAR OIL COOLER PIPE CONNECTOR (90)
REVERSE
DRIVE
8
➤
DRIVE
➤
COOLER
➤
7 8
8
➤
12
12
➤
FRONT LUBE
(237)
7
48
9
9
9
;; ;;; ;;;;;;; ;; (208)
48
47
48
8
2
➤
➤
ER COOL
➤ ➤
;;;;; ;; ;;; ;; ;;;;; ;; ;; ;;; ;;; ;;;;; ;; ;;; ; ;; ;;;;; ;;;;; ; ;;;;
48
7
45 8
➤
LUBE
;;;; ;;;; ;;;; ;; 47
2
➤
ER CENT
(Engine Running)
;;; ;;; ;;;;;;; ;; ;;; ;;;;;;; ;; ;;;; ;;;;; ;;;;;; ;;; ;; ;;;;;;;; ;;;; ;; ;;;; ;; 2
➤
ns p sure mp ou tra pum Preses pu to thWe hen mand ulat rdingents. the defrom accoirem ceeds, fluidr requut ex sure lato outp e presre regu of linpressu e th
➤
➤
INTERMEDIATE CLUTCH ASSEMBLY & CENTER SUPPORT (629–640)
➤
DIRECT CLUTCH ASSEMBLY (616–623)
➤
FORWARD CLUTCH ASSEMBLY (602–616)
➤
4TH CLUTCH ASSEMBLY (523–533)
➤
PARK
OVERRUN CLUTCH ASSEMBLY (504–511)
➤
;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;;
TORQUE CONVERTER (1)
➤
(P) Park l the e oi r in th leve fromwing: ctor sure follo sele pres the Regthe line to 8): ) Withsition, rected Valve(21essure di pr r po p is lato (line ion pum Regu tput miss
➤
(Engine Running)
PARK
gin
➤
(En
➤
E
➤
A
FLUID FLOW THROUGH COMPONENTS (FOLDOUT)
➤
PASSAGE PASSAGE PASSAGE PASSAGE PASSAGE
For a more complete understanding of the different hydraulic systems used in a specific gear range, refer to the Hydraulic Control Components section and/or Power Flow section.
DRIVE
Figure 73
GASKET (48) (Case to Spacer Plate)
GASKET (45) (Spacer Plate to Control Valve Body)
- EXHAUST FLUID NOT SHOWN
FOLDOUT ➤ 77
➤
D
C
HALF PAGE TEXT AND LEGEND
COMPLETE ILLUSTRATED PARTS LIST
Figure 71
FOLDOUT ➤ 75
PARK
(Engine Running)
;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;;
TORQUE CONVERTER (1)
OVERRUN CLUTCH ASSEMBLY (504–511)
4TH CLUTCH ASSEMBLY (523–533)
FORWARD CLUTCH ASSEMBLY (602–616)
DIRECT CLUTCH ASSEMBLY (616–623)
INTERMEDIATE CLUTCH ASSEMBLY & CENTER SUPPORT (629–640)
➤
3RD/REV
REVERSE
➤
CENTER LUBE ➤
➤
2ND CLUTCH
REAR BAND APPLY
4TH CLUTCH FEED
2-3 DRIVE
RBA
PRND4 ➤
REV
➤
2ND CLUTCH
➤
ACTR FD
FILT ACTR FD
➤
ACTR FD
PRND43
➤
21 24
2ND CL
RBA
➤
DRIVE
REVERSE
PRND4
TFP SWITCH
PRND4
LO
PRND43
LO ALL PRND43 SWITCHES N.O.
DRIVE
19c
DRIVE
➤
➤
➤
REVERSE
REV
LO
LUBE REAR
PRND43 #7 RBA
➤
➤ ➤
➤
1-2 SIGNAL ➤
20b
➤
EX
D 21 LO
D321
DRIVE
LINE ➤
PRND4 PRND43
PRND4
2ND CL
2ND CL
ACCUMULATOR
28
28
43e
28a
26j
26i
REVERSE
3RD/REVERSE
ACCUM PRND43
26h
26g
17a
31b
FBA 31d
33c
31c
34c
3RD CL REV EX
ACTR FD
2-3 SIG
➤ PRN
EX REVERSE
20a
22
LO ➤
PRND4
➤
18a
CONTROL VALVE BODY (44) GASKET (45) 44a
42c
SPACER PLATE (46)
23
GASKET (48) CASE (7)
LO
42d
39e
19b
43a
39d
39c
40
40 39a
39b
40a
5a
1
OVERRUN CLUTCH ➤
#1
D321
ACTUATOR FEED
➤
REVERSE DRIVE
REAR BAND APPLY
D321 ➤
➤
ACTUATOR FEED
➤
➤
REVERSE DRIVE
➤
ACTUATOR FEED
DRIVE
➤
➤
DRIVE
REV
LINE DRIVE
REVERSE
SUCTION
➤
D21
EX
PRND4
➤
➤
LINE
LO
➤
LUBE PIPE (39) ➤
➤
➤
34
➤ ➤ ➤
2-3 SIGNAL
D 21
FRONT BAND APPLY
➤
PRN
EX ➤
➤
➤
➤
FILTER (317)
➤
PRESSURE TAP (24)
LINE
Figure 72
34b
33a
4TH CL FD 4TH CL
➤
EX EX
EX
➤
TORQUE SIGNAL
➤
➤
➤
1
➤
5c
➤
19d
➤
76
FILTER ASSEMBLY (31)
OIL PAN (28)
33b
37e
37d
34
37b
37c
41a
16b
PRN D 21 D 21 D 21
41
➤ 16a
31a
26e
26f 32
➤
➤
➤ 42b
PRESSURES INTAKE & DECREASE (SUCTION) CONVERTER & LUBE MAINLINE SOLENOID SIGNAL "ON" SOLENOID SIGNAL "OFF" ACCUMULATOR ACTUATOR FEED TORQUE SIGNAL
3RD CL FD
4TH CL
ACCUM
FBA
4TH CL 3RD CL 37f
34a
14c
14d
➤ ➤
FILTERED ACTR FD EX FILTERED ACTR FD ACTUATOR FD ➤
LO
32
ACCUM
26c
38
38
ACTUATOR FEED
➤
DRIVE
26d
4TH CLUTCH
ACCUMULATOR FILTERED 2-3 DRIVE
DRIVE LINE ➤
BOOST
DRIVE
➤
TCC SIGNAL
➤
➤
8
LO
LINE
➤
REVERSE
➤
CENTER LUBE ➤
PRESSURE REG
49 ➤
FRONT LUBE
➤
➤
REG CONV FD
➤
➤
DRIVE
OVERRUN CLUTCH
➤
2d
2
35a
➤ ➤
➤
➤
➤
➤
CASE (7)
➤
CONV CLUTCH SHIFT
➤
TCC SIGNAL
➤
➤
COOLER
➤ ➤
➤
RELEASE
➤
➤
TCC SIGNAL
D
➤
20c
➤
RND
ON
1-2 SIGNAL
21
➤ ➤
P
EX N.O.
FILTERED ACTUATOR FEED DRIVE
➤
MANUAL VALVE ➤
20e ➤
➤
PUMP COVER (206)
20f
➤
1-2 SIGNAL 1-2 SOL
REV ACTR FD
➤
➤
OVERRUN CLUTCH DRIVE
REV REV
20
➤
REGULATED APPLY
5b
43c
1-2 SHIFT VALVE
FILTER (302)
➤
TCC SIGNAL
➤
➤
PRESSURE CONTROL SOLENOID VALVE (320)
2b
➤
REVERSE
➤
➤
➤
LINE
REV
43d
2-3 DRIVE
➤
TORQUE SIGNAL
20d
43b
➤
➤
➤
14b
➤
CASE (7)
TORQUE SIGNAL
2 ➤
➤
➤
14a
2ND CLUTCH
22 19
ACTUATOR FEED ACTUATOR FEED
#4
23 18
24a
➤
2c
2-3 SIGNAL
24b
➤
➤
EX ➤
➤
22b 17 23
24c
➤
LINE
➤
➤
4
23a
➤
REGULATED APPLY ORIFICED REG APPLY
3 3b
FBA ORIFICED EX
18b 36b
N.O. OFF
EX
TCC REG OFF
➤
22a
➤
3a
➤
2-3 SOL
2-3 SHIFT VALVE
➤
EX
4TH CLUTCH FEED 2-3 DRIVE 3RD CLUTCH FEED 2-3 SIGNAL
➤
TCC (PWM) SOLENOID VALVE EX (323)
25a
43f
2-3 SIGNAL PRND4
➤
➤
FILTERED 2-3 DRIVE
➤
➤
16
➤
4
TORQUE SIG LINE
➤
46b
1-2 SIGNAL
43g
➤
➤
➤
TCC SIGNAL
REVERSE
45
EX ORIFICED EX
➤
➤
➤
PUMP BODY (203)
EX
➤
➤
REG APPLY
EX
45b
#11 ACTR FD
#9
43h
PRND43
➤
➤
LINE
TCC SIGNAL
30a
PRN
EX
45
45a
➤
APP/RET
LINE
➤
2a
EX
3-4 SHIFT ➤
46a 15
3RD CL FD 3RD/REV REV
➤
➤ ➤
COOLER ➤
➤
36a
ORIFICED EX
➤
➤
CONV FD
ACT FD LIMIT
LOW & REVERSE BAND SERVO (61–74)
➤
➤
5d
14
13
➤
LINE
LO ORIFICED ACTUATOR FEED ACTUATOR FEED
➤
6
MANUAL 2-1 BAND SERVO (55–60)
➤
SUCTION
ORIFICE CUP PLUG (236)
➤
➤
➤
➤
FRONT OIL COOLER PIPE CONNECTOR (8)
LINE
PUMP ASSEMBLY (4) ➤
R CONV FD
LINE
➤
12
ORIF EX
➤
CONVERTER FEED
11
#2
➤
➤
➤
#3
4TH CL FD ➤
ACCUM
5 5e
10
3RD CL
➤
➤
27
42a
➤
➤
OVERRUN CLUTCH
AIR BLEED (210)
3RD ACCUM 4TH CLUTCH
6
➤
➤
24
REL
➤
26a
➤
➤
L ➤
DRIVE ACCUMULATOR ORIFICED ACCUM
#8
➤
➤ ➤
AB
➤
DRIVE
9
19
26b
#10
2ND ACCUM
➤
➤
➤
#5
4TH ACCUM TORQUE SIG
7 37a
19a
➤
L E NA AS URN SIG C LE TC RE /RET E BE Y PL RIV LU AP D ONT FR
8
➤
➤
3RD ACCUMULATOR
➤
EN
LE
B NA
CE
TC ➤
V FD
#6
4TH ACCUMULATOR
EX
➤
C CE TC
E BL NA
V FD
➤
TC
EX
CON
FRONT BAND APPLY
ACCUMULATOR GASKET (47) ACCUMULATOR HOUSING (51)
➤
REG
EX
CON
➤
➤
IMIT
2-3 DRIVE ACCUMULATOR
➤
CO NV L
2-3 DRIVE 4TH CLUTCH
FILTER (75)
➤
➤
ACCUM
➤
EX
➤
2-3 DRIVE
➤
ORIFICE CUP PLUG (237)
CENTER LUBE
➤
➤
EX
➤
➤
➤
ORIFICE CUP PLUG (208)
➤
➤
➤
➤ ➤
➤
CENTER LUBE
➤
➤
3RD/REVERSE
➤
REAR OIL COOLER PIPE CONNECTOR (90)
REVERSE
DRIVE
➤
APPLY/RETURN
DRIVE
➤
COOLER
➤
➤
RELEASE
FRONT LUBE
➤
➤
LER COO
➤
E LUB TER N E C
➤ ➤
PARK (Engine Running) The following conditions and component problems could happen in any gear range, and are only some of the possibilities recommended to diagnose hydraulic problems. Always refer to the appropriate vehicle platform service manual when diagnosing specific concerns.
HIGH LINE PRESSURE
• Pressure Regulator Valve (231), or Boost Valve (228) – Stuck, damaged
• Retainer Pin (211) – Broken
• Orificed Plug (210) – Blocked
• Pressure Control Solenoid Valve (320) – Loose connector – Valve has failed Off. LOW LINE PRESSURE
• Pressure Regulator Valve (231), Boost Valve (228), or Spring (230) – Stuck, damaged, broken
• Oil Pump (203) – Cross channel air leak, body to cover or body to case
• Pump Valve Bores – Excessive valve clearance due to wear
• Valve Body (301) – Cross channel leaks – Cross valve land leaks
• Gasket/Spacer Plate – Damaged – Missing
• Pressure Control Solenoid Valve (320) – – – –
Valve is stuck On Broken clip causes leakage Wire is pinched to ground Screen is missing
• Cooler Lines – Clogged or restricted.
SOLENOID 1-2
2-3
ON OFF
FOURTH OVERRUN CLUTCH CLUTCH
OVERDRIVE MANUAL INTER. ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH BAND CLUTCH
LOW INTER. ROLLER CLUTCH CLUTCH
LOW & REV BAND
HOLDING
76A
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 38 39 40 41 42 43 44 45 46 47 48 49 50
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 4TH ACCUMULATOR D321 OVERRUN CLUTCH D21 LO REVERSE RBA (REAR BAND APPLY) EXHAUST ORIFICED EXHAUST VOID VENT FRONT LUBE REAR LUBE
COMPONENTS ( ) (8) (9) (24) (39) (54) (75) (90) (208) (210) (236) (237) (239) (302) (305) (317)
76B
CONNECTOR, FRONT OIL COOLER PIPE PIPE, VENT PLUG, OIL TEST HOLE (HEX HD 1/8 PIPE) PIPE, LUBE BALL, .25 DIAMETER (BALL CHECK VALVES #1,3,4,5,6,8,9,10) SCREEN, PWM SOLENOID CONNECTOR, REAR OIL COOLER PIPE PLUG, (.043) ORIFICE CUP PLUG, (.016) ORIFICE CUP PLUG, (.062) ORIFICE CUP PLUG, (.031) ORIFICE CUP SHIELD, VENT SCREEN FILTER, PRESSURE CONTROL SOLENOID FEED BALL, .375 DIAMETER (BALL CHECK VALVES #7,11) FILTER, SHIFT SOLENOID FEED
PARK
(Engine Running)
29
30
3
#8
34 24 17
37
26d/38
➤
8
26f/32 37f
14d
➤
➤
23a 23/24c 24a
31d
45
47
28a
➤
38a
47
➤
36
39
5
31
46
5 19
33
22
5
47
43
43
2
20
18
43 5
43
16
(302) 43
41
17
➤
21 22
23
39
26i/28
50
➤
21
19
45
22
➤
14
22
42
19
26h
32a
43 23
45
18
18 47
47
40
43h
17
34 41
2 47
43f
47
17a
31 4
3 2
26j/28
14c
34
25
35a
45
20 26g
#11 24
36
30
47
43 35
5
37
21
47
34
21
46
47
47
47
37
9
34a
36 45
42
16
34c
40
6
5 2
45
25
47
47
38 16
47
➤
14
26
47
19c 24/19d
14
43g
46a/45
26e/32
20
42
43 19
47
42 41
(39)
45
47
47
2 44
➤ ➤
➤ ➤
ACCUMULATOR HOUSING (51)
CASE (7) (Control Valve Body Side)
13
2
(90)
44
42
SPACER PLATE (46)
2
41 39
41
5
14
20 22
43
43
43
43
37
2
2
18
33
3
42 3 25
5 43
20
20
19
19
34
45
3
35
31
43
6
26
26
31
28
14
26
47
38
32
GASKET (47) (Accumulator Housing to Spacer Plate)
Figure 73
GASKET (48) (Case to Spacer Plate)
FOLDOUT ➤ 77
43
47
28
34
28
14
26 38
17 37
14
37
14
34 46 26
27
32
35 43
31
38 32
17
24 34
30
34
NOTE: 24
45
26
22
19
33
31
40
43
26
5
25
21
46
31 23
36
37
37
45
18
34
4
36
24
34
26
18
37 2
2
24
33
43
42
39
40
20
22 19
19
20 43
43
42
45 40
26
14
23
5
30
45
31 23 31
37
37
45
18 36
36
5
20
5
43
22
42
39
39
37
14
5
2
20
43 19
19
39
20
5
5 22
41 41
16
16 2
20
#7
42
41
39 42
39
16 20
14
CONTROL VALVE BODY (44) (Case Side)
44
42
26
➤
➤
(317)
18
47
➤
47
➤
➤
47 47
12
➤
33c
15
34b
34 45
)8 (
26c/38
26a/27
28
28
45
37
6
26b
31a
➤
46b/45
31c 23/24b 17 18
45a
40a
30a
31b 36b
37e
37c
5e/6
12
14
20 22
➤
17
32
19 26
30
20d/22
26
➤
#9
26
47
➤
4
45b
➤
#6
18b
37d
43
31
45
5d
25a
44
➤
5
➤
14
10
42
➤
42a
27
19 ➤
43e 20c/21
19b
42b
39b/40 18a 33a/34 37b 3b/4 11 ➤ 3 33b/34 36a
2c
35
24
17
➤
37a/19
3a
#5
➤
➤
34
28
47
47
37
47
20b
13
39c 1
➤
31
34
40 26
7
➤
2a
23
40
➤
50
24
33
5 23
30
44
20a
43d
43b
39a/40
37
37 ➤25
19
22b
43c
19a
(39)
45
33 36
3
40
12
14b
43a
14
47
5b
22a
47
➤
➤
42
5a
20
43
39e
16b/41
2b
20e
20f
2
20
22
42
3
(75)
30
14a 43
26 47
47
5c
➤
5
32
14
#4
5
18
39d
42
41
39
47
47
38 2
➤
3
47 42d
➤
16
2
2
23
➤
➤
1
14
43
19
CASE (7) (Pump Cover Side)
➤
16a
39
37
19
2
3
➤
41
➤
2
42c
43
19
40
44a
#3
43 43
30
41a
22
5
PUMP COVER (206) (Case Side)
2d
44
2
20
14
2
➤
42
2
16
14
14
40
(24)
39
47
14
19 43
3
2
43
3
➤
➤
47
➤
PUMP COVER (206) (Pump Body Side)
1
1
19
2
14
43
40 30
➤
#1
14
40
PUMP BODY (203) (Pump Cover Side)
#10
;
30
29
19
47 43
3
2
;
13
(90)
49
➤
47
➤
43
2
➤
47
3
45
47
14
➤
45
43
45
➤
1
2
29
47
14
➤
13
➤
➤
47
40
12
1
1
30
30
2
19
45
1
;
➤
3
➤
12
12
➤
10
11
➤
➤
43
➤
11
49
1
7
➤
➤
11
1
2
➤
49
24
➤
12
3
1
2
8
12
49
29
;; ;;; 47
45
2
10
8
45
2
(8)
➤
➤
7
➤
12
45
45
48
➤
9
10
8
48
➤
9
2
2
➤
1
8
2
➤
12
12
(239)
(210)
➤
9
9
8
45 8
7 8
➤
2
48
7
48
48
(236)
(9)
➤
47
7
2
;; ;;; ; ; ;;;;; ;
48
47
➤
;;;; ;;;; ;;;; ;;
;;; ;;;;; ;; ;; ;;; ;;;;; ;; ;; ;; ;;;;; ; ;; ; ;; ;;;;; ; ;;;; ;;; ;
48
(237)
➤
;;; ;;;;;; ;; ;;; ;; ;;;;;; ;;; ;; ; ;;; ;; ;; ;;;;;;;; ;;; ;; ;; ; ;; ;;;;;;;; ;;; ;;;; ;; ;;
(208)
GASKET (45) (Spacer Plate to Control Valve Body)
-
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
;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;;
TORQUE CONVERTER (1)
OVERRUN CLUTCH ASSEMBLY (504–511)
4TH CLUTCH ASSEMBLY (523–533)
FORWARD CLUTCH ASSEMBLY (602–616)
DIRECT CLUTCH ASSEMBLY (616–623)
INTERMEDIATE CLUTCH ASSEMBLY & CENTER SUPPORT (629–640)
➤
➤
3RD/REV ➤
2ND CLUTCH
REAR BAND APPLY
➤
➤
➤
4TH CLUTCH FEED
2-3 DRIVE
RBA
PRND4
➤
➤
REV ➤
➤
1-2 SIGNAL
➤ ➤
➤
2ND CLUTCH
➤
ACTR FD
➤
FILT ACTR FD
➤
PRND43
ACTR FD ➤
➤
➤
RBA ➤
PRND4
DRIVE
LO
ACTUATOR FEED
44a
42c
SPACER PLATE (46) GASKET (48) CASE (7) ➤
ACTUATOR FEED ➤
REAR BAND APPLY
➤
REVERSE
➤
➤ ➤
➤
➤
DRIVE
DRIVE
➤
18a
CONTROL VALVE BODY (44) GASKET (45)
➤
➤
➤
PRND4
LO
42d
39e
19b
REVERSE
➤ ➤
TFP SWITCH
➤
REVERSE
DRIVE
19c
DRIVE
23
➤ ➤
➤
2ND CL
2ND CL
ACCUMULATOR 28a
26i
26j 28
28
43e ➤
➤
PRND43
REAR
LO
LUBE
LO
➤
D321 ➤
➤ REVERSE
CENTER LUBE ➤ ➤
REVERSE
3RD/REVERSE 35a
26h
26g
➤
➤
REVERSE
REV EX
ACTR FD EX
D 21
➤
D21 2-3 SIG D321
DRIVE
LINE ➤
PRND4 PRND43
PRND4
43a
39d
39c
40
40 39a
39b
40a
5a
➤
PRND43
ACCUM 3RD CL
PRND4
➤
➤ PRN
EX REVERSE
17a
31b
➤
4TH CL FD 4TH CL
➤ ➤
2-3 SIGNAL
D 21
FRONT BAND APPLY
➤
LINE ➤
LINE DRIVE
REVERSE
FBA 31d
33c
31c
34c
34
34b
33a
33b
37e
37d
34
37b
37c
41a
16b
➤ ➤
TORQUE SIGNAL ➤
PRN
EX ➤
➤
➤
➤ ➤
➤
3RD CL FD
4TH CL
ACCUM
PRN D 21 D 21 D 21
41
➤ 16a
31a
26e
26f 32
➤ ➤
EX EX
EX ➤
FILTERED ACTR FD EX FILTERED ACTR FD ACTUATOR FD
ACTUATOR FEED LO
FBA
4TH CL 3RD CL 37f
34a
14c
14d
➤
38
38
LO
DRIVE
32
ACCUM
26c
26d
4TH CLUTCH
ACCUMULATOR FILTERED 2-3 DRIVE
DRIVE LINE
BOOST
EX
➤
CENTER LUBE ➤
➤
➤
➤
8
TCC SIGNAL
PRESSURE REG
49 ➤
FRONT LUBE
➤
➤
REG CONV FD
➤
➤
DRIVE ➤
➤
➤
CASE (7)
➤
TCC SIGNAL
RELEASE
➤ ➤
COOLER ➤
➤
➤
➤
SUCTION
2ND CL
➤
➤
APPLY/RETURN
➤ ➤
➤
OVERRUN CLUTCH
➤
➤
➤ ➤
➤
➤
➤ ➤
➤ ➤
➤
➤
TCC SIGNAL
➤
➤
➤
➤
➤
DRIVE
➤
➤
➤
CONV CLUTCH SHIFT
➤
➤
➤ ➤
➤
DRIVE
➤
➤
CASE (7)
➤
➤
➤
➤
➤
REVERSE
24
DRIVE
D321
ACTUATOR FEED
➤
21
REV
➤
➤
➤
#1
➤
➤ ➤
➤
OVERRUN CLUTCH LINE
Figure 74
LO ALL PRND43 SWITCHES N.O. PRND4
➤
1
➤
20b
22
REV
LO
➤
PRESSURE TAP (24)
20a
19d
#7 RBA
➤
78
FILTER ASSEMBLY (31)
➤
➤
LO ➤
OIL PAN (28)
LUBE PIPE (39)
PRND43
20c
5c
➤
➤
➤
PRESSURES INTAKE & DECREASE (SUCTION) CONVERTER & LUBE MAINLINE SOLENOID SIGNAL "ON" SOLENOID SIGNAL "OFF" ACCUMULATOR ACTUATOR FEED TORQUE SIGNAL
➤
➤ ➤
➤
21
➤
➤
➤
➤ 42b
➤
1
➤
➤
➤
LINE
➤
2
➤
D
FILTER (317)
REV REV
43c
➤
RND
➤
P
➤
2d
➤
20e ➤
➤
PUMP COVER (206)
20f
➤
ON
1-2 SIGNAL
➤
➤
➤
OVERRUN CLUTCH DRIVE
EX N.O.
FILTERED ACTUATOR FEED DRIVE
➤
MANUAL VALVE ➤
➤
REVERSE
REV ACTR FD
REV
5b
➤
REGULATED APPLY
➤
TCC SIGNAL
1-2 SIGNAL
1-2 SHIFT VALVE
FILTER (302) ➤
➤
➤
43d
20
1-2 SOL
➤
2b
20d
43b
2-3 DRIVE
➤
LINE
PRESSURE CONTROL SOLENOID VALVE (320)
➤
14b
➤
2
➤
2ND CLUTCH
22 19
ACTUATOR FEED ACTUATOR FEED
#4
23 18
24a ➤
TORQUE SIGNAL
2-3 SIGNAL
24b
➤
➤
14a
EX ➤
➤
22b 17 23
24c
➤
2c
23a ➤
➤ ➤
18b
➤
➤
LINE
➤
➤
4
➤
REGULATED APPLY ORIFICED REG APPLY
3 3b
FBA ORIFICED EX
22a 36b
N.O. OFF
EX
TCC REG OFF
➤
➤ 43f
➤
2-3 SOL
2-3 SHIFT VALVE
#9
➤
3a
➤
EX
TORQUE SIGNAL LINE
TCC (PWM) SOLENOID VALVE EX (323)
25a
TORQUE SIG
➤
FILTERED 2-3 DRIVE
43g
➤
REVERSE
4
4TH CLUTCH FEED 2-3 DRIVE 3RD CLUTCH FEED 2-3 SIGNAL
➤
TCC SIGNAL
➤
46b
➤
43h
16
2-3 SIGNAL PRND4
➤
➤
➤
PUMP BODY (203)
45
➤
➤
REG APPLY
EX
EX ORIFICED EX
1-2 SIGNAL
➤
➤
LINE
EX
45b
➤
➤
APP/RET
TCC SIGNAL
30a
PRND43
#11 ACTR FD
45a
➤
➤ ➤
COOLER ➤
LINE
➤
2a
PRN
➤
EX
45 15
EX
➤
➤
➤
ACT FD LIMIT
➤
3RD CL FD 3RD/REV REV
46a
➤
LINE
CONV FD
➤
FRONT OIL COOLER PIPE CONNECTOR (8)
SUCTION
5d
LOW & REVERSE BAND SERVO (61–74) 36a
➤
➤
➤
6
14
13
ORIFICED EX
3-4 SHIFT
➤
PUMP ASSEMBLY (4) ➤
R CONV FD
LINE
➤
ORIFICE CUP PLUG (236)
LO ORIFICED ACTUATOR FEED ACTUATOR FEED
5
MANUAL 2-1 BAND SERVO (55–60)
ORIF EX
➤
CONVERTER FEED
LINE
12
➤
➤
➤
➤
➤
ACCUM
42a
5e
11
4TH CL FD 3RD CL
➤
➤
27
10
#2
➤
➤
OVERRUN CLUTCH
AIR BLEED (210)
3RD ACCUM 4TH CLUTCH
6
➤
➤
24
REL
➤
26a
#3
➤
L ➤
DRIVE ACCUMULATOR ORIFICED ACCUM
#8
➤
➤ ➤
AB
➤
DRIVE
9
19
26b
#10
2ND ACCUM
➤
➤
#5
4TH ACCUM TORQUE SIG
7 37a
19a
➤
L E NA AS URN SIG C LE TC RE /RET E BE Y PL RIV LU AP D ONT FR
8
➤
➤
3RD ACCUMULATOR
➤
➤
RELEASE
➤
EN
LE
B NA
CE
TC ➤
V FD
#6
EX
➤
C
C TC
LE AB EN
V FD
➤
TC
EX
CON
FRONT BAND APPLY
ACCUMULATOR GASKET (47) ACCUMULATOR HOUSING (51)
➤
REG
EX
CON
➤
➤
IMIT
➤
4TH CLUTCH
FILTER (75)
2-3 DRIVE
ACCUMULATOR
➤
CO NV L
➤
2-3 DRIVE
4TH ACCUMULATOR
➤
➤
➤
EX
➤
ACCUM
➤
ORIFICE CUP PLUG (237)
CENTER LUBE
➤
➤
EX
➤
2-3 DRIVE
➤
ORIFICE CUP PLUG (208)
➤
➤
➤
➤ ➤
➤
CENTER LUBE
➤
➤
3RD/REVERSE
➤ ➤
➤
REAR OIL COOLER PIPE CONNECTOR (90)
REVERSE
DRIVE
➤
DRIVE
➤
COOLER
➤
➤
FRONT LUBE
➤
➤
LER COO
➤
E LUB TER N E C
➤ ➤
REVERSE NO REVERSE OR SLIPS IN REVERSE
• Low and Reverse Band Anchor Pin (81) – Broken or mis-positioned
• Center Support (640) – Broken – Leaking at case
• Center Support Seal (639) – Leaking
• Center Support Bolt (25) – Loose or broken – Feed hole is blocked
• Low and Reverse Band Servo Piston (65) – Binding in case
• Low and Reverse Band Servo Piston Seal (66) – Leaking, damaged or worn
• Low and Reverse Band Servo Gasket (63) – Damaged or displaced
• Low and Reverse Band Servo Cover (62) – Damaged
• #7 Ball Check Valve – Stuck – Missing
• #11 Ball Check Valve – Stuck – Missing
• Direct Clutch Piston (619) – Leaking
• Direct Clutch Piston Seals (620, 621 & 622) – Leaking
• Direct Clutch Ball Check Valve (537) – Leaking ENGINE STALLS IN REVERSE
• Cooler Lines – Pinched
SOLENOID 1-2
2-3
ON OFF
FOURTH OVERRUN CLUTCH CLUTCH
OVERDRIVE MANUAL INTER. ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH BAND CLUTCH HOLDING
APPLIED
LOW INTER. ROLLER CLUTCH CLUTCH
LOW & REV BAND APPLIED
78A
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 38 39 40 41 42 43 44 45 46 47 48 49 50
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 4TH ACCUMULATOR D321 OVERRUN CLUTCH D21 LO REVERSE RBA (REAR BAND APPLY) EXHAUST ORIFICED EXHAUST VOID VENT FRONT LUBE REAR LUBE
COMPONENTS ( ) (8) (9) (24) (39) (54) (75) (90) (208) (210) (236) (237) (239) (302) (305) (317)
78B
CONNECTOR, FRONT OIL COOLER PIPE PIPE, VENT PLUG, OIL TEST HOLE (HEX HD 1/8 PIPE) PIPE, LUBE BALL, .25 DIAMETER (BALL CHECK VALVES #1,3,4,5,6,8,9,10) SCREEN, PWM SOLENOID CONNECTOR, REAR OIL COOLER PIPE PLUG, (.043) ORIFICE CUP PLUG, (.016) ORIFICE CUP PLUG, (.062) ORIFICE CUP PLUG, (.031) ORIFICE CUP SHIELD, VENT SCREEN FILTER, PRESSURE CONTROL SOLENOID FEED BALL, .375 DIAMETER (BALL CHECK VALVES #7,11) FILTER, SHIFT SOLENOID FEED
REVERSE
30
#8
➤
26d/38
➤
8
14d
➤
25
35a
43h
45
47
28a
➤
38a
47
➤
36
39
5
31
46
5 19
33
22
47
43
43
2
20
18
43 5
43
16
(302) 43
41
17
➤
21 22
23
39
26i/28
50
➤
21
19
45
22
➤
14
22
42
19
26h
32a
43 23
45
18
18 47
47
5
47
17a
17
34 41
2
20 26g
31 4
3 2
40
9
34a
24
36 45
47
43f
16
34c
#11
42 30
47
43 35
5
37
21
47
34
21
46
45
47
47
47
37
➤
31d
40
6
5 2
45
25
14
43g
46a/45
36
16
47
47
47
38
26j/28
14c
34
47
19c 24/19d
17
42
43 19
20
(39) 47
42 41
➤
➤
23a 23/24c 24a
14
26
33c
15
34b
26f/32 37f
➤
46b/45
31c 23/24b 17 18
45a
26e/32
26a/27
28
28
26c/38
31b
14
26
30
20d/22
26
32
19
➤
➤ ➤
17
6
26b
42
20 22
➤
31a
➤
34
12
36b
37e
37c
5e/6
4
45b
34
45
47
47
2 44
➤ ➤
➤ ➤
ACCUMULATOR HOUSING (51)
CASE (7) (Control Valve Body Side)
13
2
(90)
44
42
SPACER PLATE (46)
2
41 39
41
5
14
20 22
43
43
43
43
37
2
2
18
33
3
42 3 25
5 43
20
20
19
19
34
45
3
35
31
43
6
26
26
31
28
14
26
47
38
32
GASKET (47) (Accumulator Housing to Spacer Plate)
Figure 75
GASKET (48) (Case to Spacer Plate)
FOLDOUT ➤ 79
43
47
28
34
28
14
26 38
17 37
14
37
14
34 46 26
27
32
35 43
31
38 32
17
24 34
30
34
NOTE: 24
45
26
22
19
33
31
40
43
26
5
25
21
46
31 23
36
37
37
45
18
34
4
36
24
34
26
18
37 2
2
24
33
43
42
39
40
20
22 19
19
20 43
43
42
45 40
26
14
23
5
30
45
31 23 31
37
37
45
18 36
36
5
20
5
43
22
42
39
39
37
14
5
2
20
43 19
19
39
20
5
5 22
41 41
16
16 2
20
#7
42
41
39 42
39
16 20
14
CONTROL VALVE BODY (44) (Case Side)
44
42
26
➤
➤
(317)
18
47
➤
47
➤
➤
47 47
12
➤
40a
30a 24
45
)8 (
➤
#9
45
37
5d
25a
44
26
47
18b
37d
43
31
45
#6
37
10 5
➤
14
42a
27
19 ➤
43e 20c/21
19b
42b
39b/40 18a 33a/34 37b 3b/4 11 ➤ 3 33b/34 36a
2c
35
24
17
➤
37a/19
3a
#5
➤
➤
34
28
47
47
37
47
20b
13
39c 1
➤
31
34
40 26
7
➤
2a
23
40
➤
50
24
33
5 23
30
44
20a
43d
43b
39a/40
37
37 ➤25
19
22b
43c
19a
(39)
45
33 36
3
40
12
14b
43a
14
47
5b
22a
47
➤
➤
42
5a
20
43
39e
16b/41
2b
20e
20f
2
20
22
42
3
(75)
30
14a 43
26 47
47
5c
➤
5
32
14
#4
5
18
39d
42
41
39
47
47
38 2
➤
3
47 42d
➤
16
2
2
23
➤
➤
1
14
43
19
CASE (7) (Pump Cover Side)
➤
16a
39
37
19
2
3
➤
41
➤
2
42c
43
19
40
44a
#3
43 43 ➤
30
41a
22
5
2
43
PUMP COVER (206) (Case Side)
2d
44
2
20
14
2
➤
42
2
16
14
14
40
3
(24)
39
47
14
19 43
➤
➤
47
➤
PUMP COVER (206) (Pump Body Side)
1
1
14
43
19
2
3
➤
3
40 30
➤
#1
14
40
PUMP BODY (203) (Pump Cover Side)
#10
;
30
29
19
47 43
3
2
;
13
(90)
49
➤
47
➤
43
2
➤
47
3
45
47
14
➤
45
43
45
➤
➤
29
➤
13
1
2
29
47
14
40
12
➤
➤
47
;
1
1
30
30
2
19
45
1
12
12
➤
10
11
➤
➤
43
➤
3
➤
1
2
49
1
7
➤
➤
11
3
1
➤
49
24
➤
12
11
;; ;;; 47
45
2
8
12
49
29
(8)
2
10
8
45
2
45
48
➤
➤
7
➤
12
2
➤
9
10
8
48
➤
9
2
2
➤
1
8
45
➤
12
12
(239)
(210)
➤
9
9
8
45 8
7 8
➤
2
48
7
48
48
(236)
(9)
➤
47
7
2
;; ;;; ; ; ;;;;; ;
48
47
➤
;;;; ;;;; ;;;; ;;
;;; ;;;;; ;; ;; ;;; ;;;;; ;; ;; ;; ;;;;; ; ;; ; ;; ;;;;; ; ;;;; ;;; ;
48
(237)
➤
;;; ;;;;;; ;; ;;; ;; ;;;;;; ;;; ;; ; ;;; ;; ;; ;;;;;;;; ;;; ;; ;; ; ;; ;;;;;;;; ;;; ;;;; ;; ;;
(208)
GASKET (45) (Spacer Plate to Control Valve Body)
-
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)
;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;;
TORQUE CONVERTER (1)
OVERRUN CLUTCH ASSEMBLY (504–511)
4TH CLUTCH ASSEMBLY (523–533)
FORWARD CLUTCH ASSEMBLY (602–616)
DIRECT CLUTCH ASSEMBLY (616–623)
INTERMEDIATE CLUTCH ASSEMBLY & CENTER SUPPORT (629–640)
➤
➤
➤ 3RD/REV ➤
2ND CL
2ND CL
ACCUMULATOR
2ND CLUTCH
REAR BAND APPLY
26i 28
28a
REVERSE 26j 28
43e
4TH CLUTCH FEED
2-3 DRIVE
PRND4 ➤ ➤ ➤
2ND CLUTCH
ACTR FD
FILT ACTR FD
➤
PRND43
➤ ➤
DRIVE
PRND4
LO
PRND43
RBA
➤
RBA
REV ➤
1-2 SIGNAL ACTR FD ➤
REVERSE
REVERSE ➤
DRIVE
➤
ACTUATOR FEED
42c
LO
42d
39e
19b
➤
➤ ➤ ➤
REAR
LO
LUBE
LO
D321
DRIVE
LINE ➤
PRND4 PRND43
PRND4
REVERSE
➤
➤
➤
CENTER LUBE ➤
3RD/REVERSE ➤ ➤ 35a
26h
31b
➤
EX
➤ REV ➤
EX
D 21
EX ➤ ➤ REVERSE ➤ ➤ ➤ 39d
39c
40
40 39b
➤
PRND43
ACCUM 3RD CL
➤
D21
EX
PRND4
➤
2-3 SIG
ACTR FD
LINE
➤
4TH CL FD 4TH CL
➤ ➤
2-3 SIGNAL
D 21
FRONT BAND APPLY
➤
TORQUE SIGNAL
EX
FBA 31d
33c
31c
34b
34
34c
33a
33b
37e
37d
34
37b
37c
41a
16b
PRN D 21 D 21 D 21
41
➤ 16a
31a
26e
26f 32
➤ ➤
EX EX
EX ➤ 40a
26g
3RD CL FD
4TH CL
ACCUM
FBA
4TH CL 3RD CL 37f
34a
14c
38
38
32
ACCUM
26c
26d
4TH CLUTCH
ACCUMULATOR FILTERED 2-3 DRIVE
DRIVE LINE
➤
14d ➤
➤ REVERSE
➤
CENTER LUBE
➤
➤
➤
DRIVE ➤ ➤
➤
➤
17a
➤
APPLY/RETURN
RELEASE ➤
FRONT LUBE
➤
➤
➤
➤
➤
RELEASE
➤
➤
➤
➤
➤
➤
➤
➤
CASE (7)
➤
➤
TCC SIGNAL
➤
➤
➤
49 ➤
➤
➤
➤43a
➤
➤
DRIVE
➤
➤
➤
➤
➤ ➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤ ➤
FILTERED ACTR FD EX FILTERED ACTR FD ACTUATOR FD
➤ PRN
➤
39a
➤
➤
DRIVE
➤
➤
5a
44a
➤
PRESSURE REG
PRN
➤ ➤
➤
➤
➤
➤
➤
➤
REVERSE
➤
ACTUATOR FEED
➤
➤
GASKET (48) CASE (7)
REAR BAND APPLY
➤
ACTUATOR FEED
➤
➤
LO
➤
➤
LINE
➤
SPACER PLATE (46)
23
➤
OVERRUN CLUTCH
➤
➤
DRIVE
➤
18a
➤
➤
➤
➤
➤
LO
➤ ➤
CONTROL VALVE BODY (44) GASKET (45)
➤
REVERSE
➤
➤
➤
BOOST
➤
➤
➤
➤ ➤
➤
➤
➤
➤ ➤
➤
PRND4
➤
SUCTION
➤
REV ➤
➤
➤
➤
➤
➤
DRIVE
➤
TCC SIGNAL
➤
➤
REG CONV FD
➤
➤
8
➤
➤
➤
DRIVE
➤
➤
➤
➤
➤
➤
➤
➤
➤
CONV CLUTCH SHIFT
➤
➤
TCC SIGNAL
➤
➤
➤ CASE (7)
➤
➤
➤
COOLER
➤
➤
➤
➤
➤
➤
DRIVE
19c
➤
➤
DRIVE
➤
2ND CL
24
➤
➤ REVERSE ➤
➤
21
TFP SWITCH
LO ALL PRND43 SWITCHES N.O. PRND4
➤
D321
ACTUATOR FEED
➤
20b
➤
➤
20a
➤
➤
5c
➤
DRIVE
D321
➤
➤
➤
20c
➤
➤
21
➤
➤
➤ REV
➤ ➤
➤
➤ ➤
#1
ON ➤
➤
➤
1
➤
➤
REV
➤
22
REV
#7 RBA
LO
➤
➤ 43c
19d
➤
➤
OVERRUN CLUTCH LINE
Figure 76
PRND43
➤
PRESSURE TAP (24)
➤
➤
5b 43b
➤
➤
➤
80
FILTER ASSEMBLY (31)
OIL PAN (28)
➤
PRESSURES INTAKE & DECREASE (SUCTION) CONVERTER & LUBE MAINLINE SOLENOID SIGNAL "ON" SOLENOID SIGNAL "OFF" ACCUMULATOR ACTUATOR FEED TORQUE SIGNAL
➤
LUBE PIPE (39) ➤
LO
EX
1-2 SIGNAL
➤
➤
➤
➤ 42b
1-2 SIGNAL
N.O.
➤
1
➤
➤
➤REV
➤
43d
➤
20
➤
➤
LINE
➤
2
➤
D
➤ ➤
➤
FILTERED ACTUATOR FEED DRIVE
FILTER (317)
2ND CLUTCH 20d
➤
RND
#4
23 18
24a
➤
P
➤
2d
➤
➤
20e ➤
➤
PUMP COVER (206)
➤
➤
20f
➤
24b
19
1-2 SOL
MANUAL VALVE ➤
➤
OVERRUN CLUTCH DRIVE
REV ACTR FD
➤
➤
➤
REVERSE ➤
➤
22b 17 23
24c
22
➤
1-2 SHIFT VALVE
FILTER (302)
18b
➤
2b
➤
22a
2-3 DRIVE
➤
LINE
➤
➤
➤
➤
TORQUE SIGNAL
PRESSURE CONTROL SOLENOID VALVE (320)
➤
14b
➤
➤
➤
14a 2
➤
2c
➤
➤
➤
➤
➤
➤
LINE
REGULATED APPLY ➤
REGULATED APPLY ORIFICED REG APPLY
EX ➤
➤
2-3 SIGNAL
➤
43f
23a
ACTUATOR FEED
➤
➤
36b
ACTUATOR FEED
➤
➤
16
➤
➤
4
TCC SIGNAL ➤
TCC REG OFF
3 3b
FBA ORIFICED EX
43g
➤
3a
➤
#9
➤
➤ 43h
➤
N.O. OFF
EX
➤
EX
TORQUE SIGNAL LINE
TCC (PWM) SOLENOID VALVE EX (323)
25a
TORQUE SIG
➤
FILTERED 2-3 DRIVE
➤
REVERSE
4
EX
45
45a
➤
2-3 SIGNAL PRND4
2-3 SOL
2-3 SHIFT VALVE
➤
➤
➤
PUMP BODY (203)
TCC SIGNAL
46b
➤
➤
REG APPLY
45
➤
1-2 SIGNAL ➤
EX
➤
LINE
EX
EX ORIFICED EX
➤
➤
4TH CLUTCH FEED 2-3 DRIVE 3RD CLUTCH FEED 2-3 SIGNAL
➤
APP/RET
EX
45b
46a
➤
➤
COOLER ➤
TCC SIGNAL
30a
➤
ORIFICED EX
PRND43
➤
LOW & REVERSE BAND SERVO (61–74)
➤
CONV FD
➤
FRONT OIL COOLER PIPE CONNECTOR (8)
➤
LINE
➤
2a
➤
➤
➤
14
15
3RD CL FD ➤ 3RD/REV ➤ REV ➤ #11
ACTR FD
2ND ACCUM
➤
LINE
ACT FD LIMIT
PRN
➤
13
➤
36a
ORIF EX
3-4 SHIFT
#2
➤
SUCTION
➤
6 5d
MANUAL 2-1 BAND SERVO (55–60)
➤
➤
LO ORIFICED ACTUATOR FEED ACTUATOR FEED
5
➤
➤
➤
PUMP ASSEMBLY (4) ➤
R CONV FD
LINE
➤
ORIFICE CUP PLUG (236)
12
4TH CL FD ➤
ACCUM
42a
5e
11
➤
CONVERTER FEED
LINE
10
3RD CL
➤
➤
27
#3
➤
OVERRUN CLUTCH ➤
➤
AIR BLEED (210)
3RD ACCUM 4TH CLUTCH
6
➤
➤
24
REL
➤
26a
➤
➤
L
L E NA AS URN SIG C LE TC RE /RET E BE Y PL RIV LU AP D ONT FR
DRIVE ACCUMULATOR ORIFICED ACCUM
#8
➤
➤
AB
➤
DRIVE
9
19
26b
#10
➤
➤
#5
4TH ACCUM TORQUE SIG
7 37a
19a
➤ ➤
8
➤
➤
3RD ACCUMULATOR
➤
EN
E
BL
NA
CE
TC ➤
V FD
#6
4TH ACCUMULATOR
EX
➤
C
C TC
LE AB EN
V FD
➤
TC
EX
CON
FRONT BAND APPLY
ACCUMULATOR GASKET (47)
FILTER (75)
➤
2-3 DRIVE
ACCUMULATOR
ACCUMULATOR HOUSING (51)
➤
➤
➤
➤
ACCUM
➤
REG
EX
CON
➤
➤
IMIT
➤ ➤
2-3 DRIVE
➤
CO NV L
➤
➤
➤
EX
➤
4TH CLUTCH
➤
ORIFICE CUP PLUG (237)
CENTER LUBE
➤
➤
EX
➤
2-3 DRIVE
➤
ORIFICE CUP PLUG (208)
➤
➤ ➤
3RD/REVERSE
➤
➤
➤
➤ ➤
➤
CENTER LUBE
➤
➤ ➤ REVERSE ➤
DRIVE
➤
REAR OIL COOLER PIPE CONNECTOR (90)
➤
➤
DRIVE
➤
COOLER
➤
➤
➤
LER COO
FRONT LUBE
➤
➤
TER CEN
E LUB
➤ ➤
NEUTRAL (Engine Running) FORWARD MOTION IN NEUTRAL
• Manual Valve (319) – Mis-positioned or stuck
• Forward Clutch Piston (606) – Jammed
• Forward Clutch Housing (602) – Passage plugged ENGINE STALL IN NEUTRAL
• TCC System – Stuck On or dragging
SOLENOID 1-2
2-3
ON OFF
FOURTH OVERRUN CLUTCH CLUTCH
OVERDRIVE MANUAL INTER. ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH BAND CLUTCH
LOW INTER. ROLLER CLUTCH CLUTCH
LOW & REV BAND
HOLDING
80A
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 38 39 40 41 42 43 44 45 46 47 48 49 50
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 4TH ACCUMULATOR D321 OVERRUN CLUTCH D21 LO REVERSE RBA (REAR BAND APPLY) EXHAUST ORIFICED EXHAUST VOID VENT FRONT LUBE REAR LUBE
COMPONENTS ( ) (8) (9) (24) (39) (54) (75) (90) (208) (210) (236) (237) (239) (302) (305) (317)
80B
CONNECTOR, FRONT OIL COOLER PIPE PIPE, VENT PLUG, OIL TEST HOLE (HEX HD 1/8 PIPE) PIPE, LUBE BALL, .25 DIAMETER (BALL CHECK VALVES #1,3,4,5,6,8,9,10) SCREEN, PWM SOLENOID CONNECTOR, REAR OIL COOLER PIPE PLUG, (.043) ORIFICE CUP PLUG, (.016) ORIFICE CUP PLUG, (.062) ORIFICE CUP PLUG, (.031) ORIFICE CUP SHIELD, VENT SCREEN FILTER, PRESSURE CONTROL SOLENOID FEED BALL, .375 DIAMETER (BALL CHECK VALVES #7,11) FILTER, SHIFT SOLENOID FEED
(Engine Running)
30
3
#8
37
14d
➤
30
47 25
35a
45
43h
45
47 20
28a
34a
4
3 2
➤
38a
47
➤
34 41
43
36
39
5
23
45
18
31
46
5 19
33
22
5
47
43
43
2
20
18
43 5
43
16
(302) 43
41
17
➤
21 22
23
39
26i/28
50
➤
21
19
45
22
➤
14
22
42
19
26h
32a
17 18
47
47
40
47
17a
31
2 47
43f
9
26g
24
36
26j/28
14c
34
14
16
34c
#11 5
37
21
35
34
21
46
37
➤
31d
36 45
42
43g
46a/45
40
6
5 2
45
25
47 43
38 16
47
47
47
47
42
43 19
20
(39) 47
42 41
➤
➤
23a 23/24c 24a
14
26
33c
47
19c 24/19d
47
➤
➤
26f/32 37f
45
47
47
2 44
➤ ➤
➤ ➤
ACCUMULATOR HOUSING (51)
CASE (7) (Control Valve Body Side)
13
2
(90)
44
42
SPACER PLATE (46)
2
41 39
41
14
5
14
20 22
43
43
43
43
37
2
2
18
33
3 3
25
43 20
20
34
45
4
35 34
43
5
25
26
43
26
28
34
14
26
47
38
32
GASKET (47) (Accumulator Housing to Spacer Plate)
Figure 77
GASKET (48) (Case to Spacer Plate)
FOLDOUT ➤ 81
43
47
28
34
28
14
26 38
17 37
14
37
14
34 46 26
27
32
35 43
31
38 32
31
24
45 34
30 17
NOTE: 24
40
26
19
33
31
37
6
22
46
31 23
36
36 37
45
18
34
3
26
26
18
37 2
24
31
21
19
2
20
43
42
39
40
20 43
22
43
19 19
19
5
43
22
5
24
33
39
42
45 40
26
14
23
5
30
45
31 23 31
37
37
45
18 36
36
42
5
20
42
39
39
37
20
14
5
2
43 19
19
41
20
5
5 22
41
16
16 2
20
#7
42
41
39 42
39
16 20
CONTROL VALVE BODY (44) (Case Side)
44
42
26
➤
➤
(317)
18
47
➤
47
➤
➤
47 47
12
8
➤
46b/45
15
34b
34 45
)8 (
26d/38
31a
14
26
30
20d/22
17
32
19
20 22
➤
31c 23/24b 17 18
45a
26e/32
26a/27
28
28
➤
42
➤
17
6
26c/38
19 ➤
26
47
➤
➤
24
26b
12
31b
37e
37c
5e/6
4
45b
36b
37d
40a
30a
34
45
37
18b
➤
#9
26
47
➤
#6
➤
43
31
45
5d
25a
44
24
➤
14
10
34
27
28
47
47
37
47
20b
43e 20c/21
19b
42b
1
➤
42a
14
20a
43d 13
39c
39b/40 18a 33a/34 37b 3b/4 11 ➤ 3 33b/34 36a
2c
35
23
17
➤
37a/19
5
#5
➤
➤
2a
3a
34
40 26
7
➤
24
31
5
40
➤
50
22b
43c 43b
39a/40
37
23
30
44
33
33 36 37
➤25
19
5b
22a
43a
47
47
19a
(39)
45
18
3
40
12
14b
20
43 42
5a
26 47
47
5c
39e
16b/41
2b
20e
20f
2
20
22
42
3
(75)
30
14a 43
32
14
➤
5
47
47
38
39d
➤
3
1
14
43
19
2
#4
5
2
2
47 42d
➤
➤
23
➤
16
39
37
19
2
3
➤
16a 42
41
39
➤
2
42c
43
19
40
CASE (7) (Pump Cover Side)
41a
43 43
30
44a
#3
41
22
5
PUMP COVER (206) (Case Side)
2d
44
2
20
14
2
➤
42
2
16
14
14
40
(24)
39
47
14
19 43
3
2
43
3
➤
➤
47
➤
PUMP COVER (206) (Pump Body Side)
1
1
43
19
2
14
40 30
➤
#1
14
40
PUMP BODY (203) (Pump Cover Side)
#10
;
30
29
19
47 43
3
2
;
13
(90)
49
➤
47
2
➤
43
3
45
47
14
➤
47
43
➤
45
➤
1
2
45
13
➤
29
40
12
1
29
47
14
1
;
➤
➤
➤
47
19
45
1
30
30
2
➤
➤
43
➤
3
➤
1
2
10
11
12
12
➤
➤
➤
11
3
1
➤
49
24
49
1
7
➤
12
11
;; ;;; 47
45
2
8
12
49
(8)
2
10
8
29
➤
➤
7
45
2
45
48
➤
9
12
10
8
48
➤
9
2
2
➤
1
8
2
➤
12
12
45
➤
9
9
8
45 8
7 8
➤
2
(239)
(210)
7
48
48
(236)
48
➤
47
7
2
;; ;;; ; ; ;;;;; ;
48
47
➤
;;;; ;;;; ;;;; ;;
;;; ;;;;; ;; ;; ;;; ;;;;; ;; ;; ;; ;;;;; ; ;; ; ;; ;;;;; ; ;;;; ;;; ;
48
(237)
➤
;;; ;;;;;; ;; ;;; ;; ;;;;;; ;;; ;; ; ;;; ;; ;; ;;;;;;;; ;;; ;; ;; ; ;; ;;;;;;;; ;;; ;;;; ;; ;;
(208)
(9)
➤
NEUTRAL
GASKET (45) (Spacer Plate to Control Valve Body)
-
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
;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;;
TORQUE CONVERTER (1)
OVERRUN CLUTCH ASSEMBLY (504–511)
4TH CLUTCH ASSEMBLY (523–533)
FORWARD CLUTCH ASSEMBLY (602–616)
DIRECT CLUTCH ASSEMBLY (616–623)
INTERMEDIATE CLUTCH ASSEMBLY & CENTER SUPPORT (629–640)
➤
3RD/REV ACCUMULATOR
2ND CLUTCH
REAR BAND APPLY
4TH CLUTCH FEED
2-3 DRIVE
➤
RBA
PRND4
REV ➤
➤
2ND CLUTCH
➤
ACTR FD
FILT ACTR FD
➤
22
DRIVE
RBA
➤
PRND4
➤
DRIVE
REVERSE
DRIVE
TFP SWITCH
2ND CL
24
19c
LO
PRND43
➤
LO ALL PRND43 SWITCHES N.O. PRND4
➤
18a
44a
GASKET (48) CASE (7)
LO
42c
SPACER PLATE (46)
23
➤
➤
ACTUATOR FEED
➤
➤
PRND4
➤
DRIVE
➤
➤
DRIVE
42d
39e
19b
➤
2ND CL
2ND CL
➤ 28a
26j
26i
28
28
➤ ➤
PRND43
ACTR FD ➤
➤
REVERSE
LUBE REAR
LO
➤
➤
➤
REV EX
ACTR FD EX
D 21 LO
DRIVE
D321
LINE ➤
PRND4 PRND43
PRND4
43a
39d
39b
39a
39c
40
40
40a
5a
REVERSE
➤
CENTER LUBE 43e
26g
17a
26h
1-2 SIGNAL
PRND4
➤
➤ D21 ➤
EX
➤
➤
➤
2-3 SIGNAL
PRN
EX ➤ ➤
REVERSE
LINE DRIVE
REVERSE
ACCUM PRND43
➤
3RD CL
➤
D 21
FRONT BAND APPLY
➤
2-3 SIG
LINE
31b
➤
4TH CL FD 4TH CL
➤ ➤
PRN
EX ➤ ➤
FBA 31d
33c
31c
34c
34
PRN D 21 D 21 D 21 ➤
➤
TORQUE SIGNAL
➤
EX EX
EX ➤
FILTERED ACTR FD EX FILTERED ACTR FD ACTUATOR FD
ACTUATOR FEED
➤ ➤ ➤
➤
REVERSE
3RD/REVERSE
3RD CL FD
33a
33b
37e
37d
34
37b
37c
41a
34b
➤ ➤
16b
16a
➤ 41
32
31a
26f
➤
➤
➤
➤
4TH CL
ACCUM
FBA
4TH CL 3RD CL 37f
➤
➤
➤
34a
➤
➤
14c
14d
38
38
26e
ACCUM
26c
26d
4TH CLUTCH
LO
32
➤
ACCUMULATOR ➤
LO
DRIVE
FILTERED 2-3 DRIVE
➤
LINE ➤
➤
➤
8
TCC SIGNAL
DRIVE
REVERSE
➤
CENTER LUBE
➤
PRESSURE REG
49 ➤
FRONT LUBE
➤
➤
REG CONV FD
➤
➤
DRIVE
OVERRUN CLUTCH
➤ ➤ ➤
➤
➤
CASE (7)
RELEASE
➤
➤
➤
➤
35a
➤
APPLY/RETURN
➤ ➤
➤
➤
➤ ➤
➤
REV
#7 RBA
➤
21 19d
➤
LUBE PIPE (39)
➤
20b
➤
➤
➤ ➤
20a
➤
➤
➤
➤
➤
➤
➤ ➤
➤
➤
5c
➤
➤
PRND43
➤
➤
➤
➤
SUCTION
➤
➤
20c
➤
➤
BOOST
➤
➤
➤
➤
➤
➤
➤
TCC SIGNAL
➤
➤
➤
➤
➤
➤
DRIVE
➤
➤
➤
➤
➤
➤
➤ ➤
➤
➤
➤
CONV CLUTCH SHIFT
➤
➤
➤
TCC SIGNAL
➤
➤
➤
CASE (7)
➤
➤
REAR BAND APPLY
D321 ➤
➤
ACTUATOR FEED
➤
➤
REVERSE ➤
DRIVE
➤
➤
COOLER
➤
➤ ➤
➤
➤
➤
FILTERED ACTUATOR FEED DRIVE
FILTER (317)
➤
ON
1-2 SIGNAL
21
REV
➤
D321
ACTUATOR FEED
➤
EX
LO
REVERSE ➤
➤
Figure 78
1-2 SIGNAL
N.O.
➤
➤
REV REV
➤
➤
OVERRUN CLUTCH LINE
5b
CONTROL VALVE BODY (44) GASKET (45)
#1
REV
43d
20
1-2 SOL
➤
1
➤
REV ACTR FD
➤
LO
20d
43c
➤
➤
PRESSURE TAP (24)
➤
➤
2ND CLUTCH
22
2-3 DRIVE
➤
82
FILTER ASSEMBLY (31)
OIL PAN (28)
➤
ACTUATOR FEED
#4
23 18
24a
➤
➤
1
➤
24b
19
ACTUATOR FEED
➤
PRESSURES INTAKE & DECREASE (SUCTION) CONVERTER & LUBE MAINLINE SOLENOID SIGNAL "ON" SOLENOID SIGNAL "OFF" ACCUMULATOR ACTUATOR FEED TORQUE SIGNAL
2-3 SIGNAL
22b 17 23
24c
43b
➤ 42b
EX ➤
➤
➤
LINE
➤
2
➤
➤
➤
D
➤
2d
➤
RND
18b 23a
N.O. OFF
➤
P
➤
22a 36b
➤ ➤
➤
20e ➤
➤
PUMP COVER (206)
20f
MANUAL VALVE ➤
➤
OVERRUN CLUTCH
16 ➤
2-3 SOL
2-3 SHIFT VALVE
➤
➤
REVERSE
4TH CLUTCH FEED 2-3 DRIVE 3RD CLUTCH FEED 2-3 SIGNAL
➤
REGULATED APPLY
#9
43g 43f
2-3 SIGNAL PRND4
1-2 SHIFT VALVE
FILTER (302)
45a 43h
➤
FBA ORIFICED EX
EX
45 15
1-2 SIGNAL
EX
46a
EX
PRND43
➤
➤
TCC SIGNAL
➤
➤
➤
2b
➤
➤
PRESSURE CONTROL SOLENOID VALVE (320)
➤
14b
LINE
➤
36a
3RD CL FD 3RD/REV REV
➤
TORQUE SIGNAL
LOW & REVERSE BAND SERVO (61–74)
ORIFICED EX
#11 ACTR FD
➤
14a 2
➤
REGULATED APPLY ORIFICED REG APPLY
14
➤
➤
2c
PRN
13
➤
➤
4
MANUAL 2-1 BAND SERVO (55–60)
#2
ORIF EX
➤
LINE
12
3-4 SHIFT
TCC REG OFF
3 ➤
#3
2ND ACCUM
4TH CL FD
➤
TCC (PWM) SOLENOID VALVE EX (323)
3a
3b
➤
➤
FILTERED 2-3 DRIVE
25a
TORQUE SIGNAL
DRIVE
EX ORIFICED EX
46b 4
TORQUE SIG LINE
➤
EX
45b
EX
➤
REVERSE
TCC SIGNAL
30a
EX
11
➤
➤
PUMP BODY (203)
TCC SIGNAL
LINE
➤
2a
➤
➤
REG APPLY
➤
LINE
ACT FD LIMIT
45
10
3RD CL
➤
APP/RET
➤
6 5d
➤
#8
➤
➤
COOLER ➤
➤
➤
➤
LINE
CONV FD
➤
FRONT OIL COOLER PIPE CONNECTOR (8)
SUCTION
LO ORIFICED ACTUATOR FEED ACTUATOR FEED
5 5e
#10
➤
➤
➤
ACCUM
42a
➤
PUMP ASSEMBLY (4) ➤
R CONV FD
LINE
➤
ORIFICE CUP PLUG (236)
27 6
➤
CONVERTER FEED
LINE
➤
26b 26a
➤
➤
➤
DRIVE ACCUMULATOR ➤ ORIFICED ACCUM
19a ➤
➤
3RD ACCUM 4TH CLUTCH
➤
➤
➤
➤
OVERRUN CLUTCH
➤
AIR BLEED (210)
19
➤
➤
24
REL
➤
➤
L ➤
➤
9
4TH ACCUM TORQUE SIG
➤
37a
DRIVE
#5
➤
➤
➤
AB
E
BL
NA
CE
TC ➤
➤
AL E IGN AS URN CS LE TC RE /RET E BE Y PL RIV LU AP D ONT ➤ FR
8
➤
➤
EX
3RD ACCUMULATOR
➤
EN
N
➤
#6
4TH ACCUMULATOR
➤
FRONT BAND APPLY
➤
C CE TC
LE AB
V FD
➤
ACCUMULATOR
➤
ACCUMULATOR GASKET (47)
7
➤
➤
TC
EX
CON
V FD
2-3 DRIVE
➤
ACCUMULATOR HOUSING (51)
FILTER (75)
➤
➤
2-3 DRIVE ACCUM
➤
➤
REG
EX
CON
CENTER LUBE
➤
4TH CLUTCH
➤
IMIT
➤
➤
➤
➤
➤
CO NV L
➤
➤
2-3 DRIVE
➤
EX
EX
➤
➤
➤
ORIFICE CUP PLUG (237)
REVERSE
DRIVE
➤
➤ ➤
➤
ORIFICE CUP PLUG (208)
➤
3RD/REVERSE
➤
CENTER LUBE
➤
➤
➤
REAR OIL COOLER PIPE CONNECTOR (90)
DRIVE
➤
➤
RELEASE
➤
➤
COOLER
➤
➤
FRONT LUBE
➤
➤
LER COO
➤
E LUB TER CEN
➤ ➤
➤
➤
DRIVE
➤
➤
OVERDRIVE RANGE – FIRST GEAR LOSS OF DRIVE
• Pump (203) – Seized – Broken Gears
• Forward Clutch Piston (606) – Jammed
• Forward Clutch Housing (602) – Passage plugged
• Overdrive Roller Clutch (512) – Not Holding FIRST AND SECOND GEAR ONLY
• 2-3 Shift Solenoid Valve (311) – – – – –
Stuck Off Loose connector No voltage Solenoid o-ring failure No PCM signal to solenoid
• 2-3 Shift Valve (312) – Stuck FIRST AND FOURTH GEAR ONLY
• 1-2 Shift Solenoid Valve (313) – Stuck Off – Pinched wire to ground
• 1-2 Shift Valve (314) – Stuck ENGINE STALLS IN DRIVE
• Cooler Lines – Pinched
SOLENOID 1-2
2-3
FOURTH OVERRUN CLUTCH CLUTCH
ON OFF
OVERDRIVE MANUAL INTER. ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH BAND CLUTCH HOLDING
APPLIED
*
LOW INTER. ROLLER CLUTCH CLUTCH
LOW & REV BAND
HOLDING
* HOLDING BUT NOT EFFECTIVE
82A
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 38 39 40 41 42 43 44 45 46 47 48 49 50
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 4TH ACCUMULATOR D321 OVERRUN CLUTCH D21 LO REVERSE RBA (REAR BAND APPLY) EXHAUST ORIFICED EXHAUST VOID VENT FRONT LUBE REAR LUBE
COMPONENTS ( ) (8) (9) (24) (39) (54) (75) (90) (208) (210) (236) (237) (239) (302) (305) (317)
82B
CONNECTOR, FRONT OIL COOLER PIPE PIPE, VENT PLUG, OIL TEST HOLE (HEX HD 1/8 PIPE) PIPE, LUBE BALL, .25 DIAMETER (BALL CHECK VALVES #1,3,4,5,6,8,9,10) SCREEN, PWM SOLENOID CONNECTOR, REAR OIL COOLER PIPE PLUG, (.043) ORIFICE CUP PLUG, (.016) ORIFICE CUP PLUG, (.062) ORIFICE CUP PLUG, (.031) ORIFICE CUP SHIELD, VENT SCREEN FILTER, PRESSURE CONTROL SOLENOID FEED BALL, .375 DIAMETER (BALL CHECK VALVES #7,11) FILTER, SHIFT SOLENOID FEED
OVERDRIVE RANGE – FIRST GEAR
3
#8
24 17
37
8
26f/32
➤
37f
14d
➤
➤
➤
➤
14c
38a
➤
34
➤
25
45
43h
45
47
28a
34a
4
3 2
47
➤
34 41
43
36
39
5
23
45
18
31
46
5 19
33
22
5
47
43
43
2
20
18
43 5
43
16
(302) 43
41
17
➤
21 22
23
39
26i/28
50
➤
21
19
45
22
➤
14
22
42
19
26h
32a
17 18
47
47
40
47
17a
31
2 47
43f
20 26g
24
36
30
47
9
14
26
21
35a
16
34c
#11 5
37
14
43 35
34
21
46
45
37
➤
31d
40
6
5 2
45
25
42
43g
46a/45
36
16
47
47
42
43 19
20
(39) 47
42 41
➤
➤
23a 23/24c 24a
47
19c 24/19d
47
47
47
38
26j/28
45
47
47
2 44
➤ ➤
➤ ➤
ACCUMULATOR HOUSING (51)
CASE (7) (Control Valve Body Side)
13
2
(90)
44
42
SPACER PLATE (46)
2
41 39
41
14
5
14
20 22
43
43
43
43
37
2
2
18
33
3 3
25
43 20
20
34
45
4
35 34
43
5
25
26
43
26
28
34
14
26
47
38
32
GASKET (47) (Accumulator Housing to Spacer Plate)
Figure 79
GASKET (48) (Case to Spacer Plate)
FOLDOUT ➤ 83
43
47
28
34
28
14
26 38
17 37
14
37
14
34 46 26
27
32
35 43
31
38 32
31
24
45 34
30 17
NOTE: 24
40
26
19
33
31
37
6
22
46
31 23
36
36 37
45
18
34
3
26
26
18
37 2
24
31
21
19
2
20
43
42
39
40
20 43
22
43
19 19
19
5
43
22
5
24
33
39
42
45 40
26
14
23
5
30
45
31 23 31
37
37
45
18 36
36
42
5
20
42
39
39
37
20
14
5
2
43 19
19
41
20
5
5 22
41
16
16 2
20
#7
42
41
39 42
39
16 20
CONTROL VALVE BODY (44) (Case Side)
44
42
26
➤
➤
(317)
18
47
➤
47
➤
➤
47 47
12
26d/38
26a/27
28
33c
15
34 45
)8 (
➤
➤
46b/45
31c 23/24b 17 18
37e 34b 26e/32
➤
28
45
37
6
26c/38
31a
14
20 22
➤
47
32
19 26
30
20d/22
17
➤
34
26b
12
31b
45a
40a
30a
4
45b
36b
37d
37c
5e/6
42
26
47
➤
#9
26
47
18b
➤
#6
➤
19 ➤
43e 20c/21
19b
42b
1
43
31
45
5d
25a
44
➤
5
➤
14
10
34
27
➤
42a
35
24 34
39c
39b/40 18a 33a/34 37b 3b/4 11 ➤ 3 33b/34 36a
2c
3a
17
➤
37a/19
47
20b
13
28
47
47
37
➤
➤
24
31
#5
➤
➤
37
40 26
7
➤
2a
23
40
➤
14
20a
43d
43b
39a/40
50
22b
43c
➤
33 36
23
30
44
33
5
➤25
19
5b
22a
43a
47
47
19a
(39)
45
18
37 40
12
14b
20
43 42
5a
26 47
47
5c
39e
16b/41
2b
20e
20f
2
20
22
3
(75)
30
14a 43
32
14
#4 5
47
47
38
39d
42
41
39
5
42
3
1
14
43
19
2
➤
3
2
3
47 42d
➤
16
2
2
23
➤
➤
➤
16a
39
37
19
40
CASE (7) (Pump Cover Side)
41a
➤
2
42c
43
19➤
30
44a
#3
43 43
2
PUMP COVER (206) (Case Side)
41
22
5
2
43
2d
44
2
20
14
40
➤
42
2
16
14
14
14
19 43
3
(24)
39
47
3
➤
➤
47
➤
PUMP COVER (206) (Pump Body Side)
1
1
14
43
19
2
40 30
➤
#1
;
14
40
PUMP BODY (203) (Pump Cover Side)
#10
➤
30
30
29
19
47 43
3
2
;
13
(90)
49
➤
47
2
➤
43
3
45
47
14
➤
47
43
➤
45
➤
1
2
45
13
➤
29
40
12
1
29
47
14
1
;
➤
➤
➤
47
19
45
1
30
30
2
11
➤
➤
43
10
12
12
➤
➤
➤
3
➤
1
2
➤
11
24
49
1
7
➤
49
3
1
;; ;;; 47
➤
12
11
(8) 45
2
8
12
49
45
2
45
48
2
10
8
29
➤
➤
7
2
➤
9
12
10
8
48
➤
9
2
2
➤
1
8
45
➤
12
12
(239)
(210)
➤
9
9
8
45 8
7 8
➤
2
48
7
48
48
(236)
(9)
➤
47
7
2
;; ;;; ; ; ;;;;; ;
48
47
➤
;;;; ;;;; ;;;; ;;
;;; ;;;;; ;; ;; ;;; ;;;;; ;; ;; ;; ;;;;; ; ;; ; ;; ;;;;; ; ;;;; ;;; ;
48
(237)
➤
;;; ;;;;;; ;; ;;; ;; ;;;;;; ;;; ;; ; ;;; ;; ;; ;;;;;;;; ;;; ;; ;; ; ;; ;;;;;;;; ;;; ;;;; ;; ;;
(208)
GASKET (45) (Spacer Plate to Control Valve Body)
-
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
;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;;
TORQUE CONVERTER (1)
OVERRUN CLUTCH ASSEMBLY (504–511)
4TH CLUTCH ASSEMBLY (523–533)
FORWARD CLUTCH ASSEMBLY (602–616)
DIRECT CLUTCH ASSEMBLY (616–623)
INTERMEDIATE CLUTCH ASSEMBLY & CENTER SUPPORT (629–640)
➤
REVERSE
3RD/REV ➤
➤
➤
2ND CLUTCH
REAR BAND APPLY
➤
4TH CLUTCH FEED
2-3 DRIVE ➤
RBA
PRND4 ➤
REV
➤
➤
2ND CLUTCH ➤
➤
ACTR FD
➤
FILT ACTR FD
➤
PRND43
ACTR FD ➤
➤
➤
DRIVE
RBA
➤
PRND4
DRIVE
➤
DRIVE
REVERSE
19c
TFP SWITCH
2ND CL
24 22
LO
PRND43
➤
➤
REVERSE
➤
LO ALL PRND43 SWITCHES N.O. PRND4
➤
18a
44a
SPACER PLATE (46)
23
GASKET (48) CASE (7)
➤ LO
➤
➤
➤
ACTUATOR FEED
➤
➤
PRND4
➤
DRIVE
➤
➤
➤ 42c ➤
42d
39e
19b
43a
39d
39b
39a
39c
40
40
40a
5a
➤
➤ 28a
➤ ➤
1-2 SIGNAL ➤
➤
LO
REAR
2ND CL
2ND CL
➤
ACCUMULATOR
26j
26i
28
28
43e
26g
➤
REVERSE
ACCUM
3RD/REVERSE
➤
PRND43 ➤
➤ ➤ ➤
REV EX
REVERSE
ACTR FD EX
LUBE
DRIVE
LO
LINE ➤
PRND4 PRND43
PRND4
LINE DRIVE
17a
➤ 31b
FBA 31d
33c
31c
34c
3RD CL EX
D21 D 21
PRN
EX
➤
➤ ➤ ➤
➤
REVERSE
26h
3RD CL FD
33a
34
PRND4
➤
2-3 SIG
LINE ➤
REVERSE
➤ ➤
33b
37e
34
37d
4TH CL FD 4TH CL
➤
2-3 SIGNAL
➤
PRN
EX
➤
FILTERED ACTR FD EX FILTERED ACTR FD ACTUATOR FD
ACTUATOR FEED
34b
4TH CL 37b
41a
16b
PRN D 21 D 21 D 21 ➤
D 21
FRONT BAND APPLY
➤
➤
EX EX
➤
➤
TORQUE SIGNAL
➤
EX
37c
ACCUM
FBA 16a
32
➤
➤
➤ ➤ ➤ ➤ ➤
LO
41
26f
➤
➤
31a ➤
4TH CL 3RD CL ➤
➤
37f
34a
➤
➤
14c ➤
26e
ACCUM 38
38
14d
26c
26d
4TH CLUTCH
➤
LO ➤
➤ ➤
32
➤
ACCUMULATOR ➤
FILTERED 2-3 DRIVE
DRIVE
BOOST
DRIVE
➤ ➤
➤
D321
➤
CENTER LUBE LINE ➤
➤
➤
8
TCC SIGNAL
PRESSURE REG
49 ➤
FRONT LUBE
➤
➤
REG CONV FD
➤
➤
CENTER LUBE
DRIVE ➤ ➤
➤
➤
CASE (7)
35a
➤
➤ ➤ ➤
➤
➤
RELEASE
➤
➤
➤
➤
➤
COOLER
➤
➤
➤
➤ ➤
➤
D321 ➤
REAR BAND APPLY ACTUATOR FEED
➤
➤
REVERSE ➤
DRIVE
➤
21 19d
➤
➤
➤
➤
OVERRUN CLUTCH
➤
D321
ACTUATOR FEED
➤
20b
➤
➤
➤
➤ ➤
20a
➤
➤
➤
➤
➤
➤
SUCTION
➤
➤
DRIVE
➤
➤
➤
➤
➤
➤
➤
➤
REV
#7 RBA
➤
5c
➤
➤
PRND43
➤
➤
20c
➤
➤
➤
TCC SIGNAL
➤
➤
➤
➤
➤
➤
➤
DRIVE
➤
➤ ➤
➤
➤
➤
CONV CLUTCH SHIFT
➤
➤
➤
TCC SIGNAL
➤
➤
➤
#1
REV REV
43b
CONTROL VALVE BODY (44) GASKET (45) 1
➤
➤
CASE (7)
➤
➤
➤
➤
➤
➤
➤
➤ 5b
21
REV
REVERSE ➤
➤
Figure 80
➤
➤
1-2 SIGNAL
➤
➤
OVERRUN CLUTCH LINE
➤
➤
➤
PRESSURE TAP (24)
➤
➤ ➤
LO
EX ➤
N.O. OFF
➤
84
FILTER ASSEMBLY (31)
OIL PAN (28)
➤
➤
➤
➤
PRESSURES INTAKE & DECREASE (SUCTION) CONVERTER & LUBE MAINLINE SOLENOID SIGNAL "ON" SOLENOID SIGNAL "OFF" ACCUMULATOR ACTUATOR FEED TORQUE SIGNAL
➤
➤ ➤
➤
➤
➤
➤
➤
➤
REV
43d
20
1-2 SIGNAL ➤
➤
➤
➤
LO
2ND CLUTCH 20d 19
➤
FILTERED ACTUATOR FEED DRIVE
FILTER (317)
LUBE PIPE (39) ➤
➤
#4
23
24a 22
➤
➤ ➤
➤
42b
24b 18
1-2 SOL
➤
➤
➤
➤
22b 17 23
24c
43c
➤
➤
➤
1
➤
23a
➤
➤
➤
➤
➤
ACTUATOR FEED
2-3 DRIVE
REV ACTR FD
➤
LINE
➤
2d
2
➤
➤
➤
D
2-3 SIGNAL
ACTUATOR FEED
➤
RND
➤ ➤
➤
P
➤
20e ➤
➤
➤
PUMP COVER (206)
➤
MANUAL VALVE ➤
➤
OVERRUN CLUTCH
➤
REGULATED APPLY
EX ➤
➤
N.O. OFF
1-2 SHIFT VALVE
FILTER (302) ➤
TCC SIGNAL
20f
➤
➤
18b
➤
2b
➤
22a 36b
2-3 SOL
2-3 SHIFT VALVE
➤
LINE
PRESSURE CONTROL SOLENOID VALVE (320)
➤
14b
➤
➤
TORQUE SIGNAL
16 43f
2-3 SIGNAL PRND4
➤
FBA ORIFICED EX
#9
43g
➤
1-2 SIGNAL
4TH CLUTCH FEED 2-3 DRIVE 3RD CLUTCH FEED 2-3 SIGNAL
EX
EX
45
45a 43h
PRND43
➤
➤
14a 2
EX
#11
➤
➤
➤
2c
➤
➤
➤
LINE
4
ACTR FD
46a 15
3RD CL FD 3RD/REV REV
➤
➤
REVERSE
REGULATED APPLY ORIFICED REG APPLY
3 3b
PRN
LOW & REVERSE BAND SERVO (61–74)
36a
ORIFICED EX
3-4 SHIFT
TCC REG
OFF
➤
3a
➤
EX
➤
TCC (PWM) SOLENOID VALVE EX (323)
➤
FILTERED 2-3 DRIVE
➤
➤
46b
25a ➤
➤
➤
45
EX ORIFICED EX
➤
EX
45b
14
4TH CL FD
TCC SIGNAL
30a
4
TORQUE SIGNAL
DRIVE
LINE
➤
2a
EX
TORQUE SIG LINE
➤
➤
➤
REVERSE
ACT FD LIMIT
13
ORIF EX
➤
➤
PUMP BODY (203)
TCC SIGNAL
5d
➤
➤
REG APPLY
➤
6
➤
MANUAL 2-1 BAND SERVO (55–60)
➤
LINE
LO ➤ ORIFICED ACTUATOR FEED ACTUATOR FEED
➤
5 5e
12
#2
2ND ACCUM
➤
APP/RET
ACCUM
➤
42a
➤
➤
COOLER ➤
➤
➤
#3
11
➤
➤
➤
10
➤
LINE
CONV FD
➤
FRONT OIL COOLER PIPE CONNECTOR (8)
SUCTION
➤
➤
ORIFICE CUP PLUG (236)
27
#8
3RD CL
6
➤
PUMP ASSEMBLY (4) ➤
R CONV FD
LINE
➤
➤
CONVERTER FEED
LINE
3RD ACCUM 4TH CLUTCH
➤
➤
26a
#10
➤
➤
➤
9
➤
OVERRUN CLUTCH
➤
26b
➤
➤
➤
24
REL
➤
DRIVE ACCUMULATOR ➤ ORIFICED ACCUM ➤
➤
➤
L ➤
AIR BLEED (210)
19
19a ➤ ➤
DRIVE
#5
2-3 DRIVE
➤
FRONT BAND APPLY ➤
EX
3RD ACCUMULATOR
4TH ACCUM TORQUE SIG
➤ 7 37a
➤
ACCUMULATOR
➤
➤
➤
➤
AB
E
BL
NA
CE
TC ➤
➤
AL E IGN AS URN CS LE TC RE /RET E BE Y PL RIV LU AP D ONT ➤ FR
8
➤
➤
2-3 DRIVE
➤
➤
4TH ACCUMULATOR
➤
EN
N
➤
➤
➤
➤
ACCUMULATOR GASKET (47)
#6
➤
C CE TC
LE AB
V FD
FILTER (75)
➤
➤
TC
EX
CON
V FD
CENTER LUBE ACCUM
➤
➤
REG
EX
CON
2-3 DRIVE
➤
ACCUMULATOR HOUSING (51)
➤
IMIT
➤
➤
➤
➤
CO NV L
➤
➤
4TH CLUTCH
➤
EX
EX
➤
➤
➤
➤
ORIFICE CUP PLUG (237)
REVERSE
DRIVE
➤
➤ ➤
➤
ORIFICE CUP PLUG (208)
➤
3RD/REVERSE
➤
CENTER LUBE
➤
➤
➤
REAR OIL COOLER PIPE CONNECTOR (90)
DRIVE
➤
➤
APPLY/RETURN
➤
➤
COOLER
➤
➤
RELEASE
FRONT LUBE
➤
➤
LER COO
➤
E LUB TER CEN
➤ ➤
➤
➤
DRIVE
➤
➤
OVERDRIVE RANGE – SECOND GEAR NO SECOND GEAR
• Center Support (640) – Cracked – Feed hole blocked
• Center Support Bolt (25) – Broken or loose – Oil hole is blocked
• Intermediate Clutch Piston (636) – Cracked or jammed
• Intermediate Clutch Piston Seals (637 & 638) – Worn
• Intermediate Sprag Clutch (624) – Not Holding SECOND GEAR STARTS
• 1-2 Shift Solenoid Valve (313) – – – –
Stuck Off Poor connection O-ring failed No voltage to the solenoid
• 1-2 Shift Valve (314) – Stuck
SOLENOID 1-2
2-3
OFF OFF
FOURTH OVERRUN CLUTCH CLUTCH
OVERDRIVE MANUAL INTER. ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH BAND CLUTCH HOLDING
APPLIED
LOW INTER. ROLLER CLUTCH CLUTCH
LOW & REV BAND
HOLDING APPLIED HOLDING
84A
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 38 39 40 41 42 43 44 45 46 47 48 49 50
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 4TH ACCUMULATOR D321 OVERRUN CLUTCH D21 LO REVERSE RBA (REAR BAND APPLY) EXHAUST ORIFICED EXHAUST VOID VENT FRONT LUBE REAR LUBE
COMPONENTS ( ) (8) (9) (24) (39) (54) (75) (90) (208) (210) (236) (237) (239) (302) (305) (317)
84B
CONNECTOR, FRONT OIL COOLER PIPE PIPE, VENT PLUG, OIL TEST HOLE (HEX HD 1/8 PIPE) PIPE, LUBE BALL, .25 DIAMETER (BALL CHECK VALVES #1,3,4,5,6,8,9,10) SCREEN, PWM SOLENOID CONNECTOR, REAR OIL COOLER PIPE PLUG, (.043) ORIFICE CUP PLUG, (.016) ORIFICE CUP PLUG, (.062) ORIFICE CUP PLUG, (.031) ORIFICE CUP SHIELD, VENT SCREEN FILTER, PRESSURE CONTROL SOLENOID FEED BALL, .375 DIAMETER (BALL CHECK VALVES #7,11) FILTER, SHIFT SOLENOID FEED
OVERDRIVE RANGE – SECOND GEAR
3
#8
17
37
37
8
26f/32
➤
37f
14d
➤
➤
➤
➤
25
35a
45
43h
34 41
45
47
➤
38a
47
➤
36
39
5
31
46
5 19
33
22
5
47
43
43
2
20
18
43 5
43
16
(302) 43
41
17
➤
21 22
23
39
26i/28
50
➤
21
19
45
22
➤
14
22
42
19
26h
32a
43 23
45
18
18 47
47
40
28a
34a
4
3 2
2 47
43f
47
17a
31 17
42
43 19
20
(39) 47
42 41
➤
➤
30
47
20 26g
24
36
26j/28
14c
34
14
16
34c
#11 5
37
21
35
34
21
46
45
37
9
14
26
➤
➤
47
45
47
47
2 44
➤
➤ ➤
ACCUMULATOR HOUSING (51)
CASE (7) (Control Valve Body Side)
13
2
(90)
44
42
SPACER PLATE (46)
2
41 39
41
14
5
14
20 22
43
43
43
43
37
2
2
18
33
3 3
25
43 20
20
34
45
4
35 34
43
5
25
26
43
26
28
34
14
26
47
38
32
GASKET (47) (Accumulator Housing to Spacer Plate)
Figure 81
GASKET (48) (Case to Spacer Plate)
FOLDOUT ➤ 85
43
47
28
34
28
14
26 38
17 37
14
37
14
34 46 26
27
32
35 43
31
38 32
31
24
45 34
30 17
NOTE: 24
40
26
19
33
31
37
6
22
46
31 23
36
36 37
45
18
34
3
26
26
18
37 2
24
31
21
19
2
20
43
42
39
40
20 43
22
43
19 19
19
5
43
22
5
24
33
39
42
45 40
26
14
23
5
30
45
31 23 31
37
37
45
18 36
36
42
5
20
42
39
39
37
20
14
5
2
43 19
19
41
20
5
5 22
41
16
16 2
20
#7
42
41
39 42
39
16 20
CONTROL VALVE BODY (44) (Case Side)
44
42
26
➤
➤
(317)
18
47
➤
47
➤
47
12
26d/38
26a/27
28
31d
40
6
5 2
45
25
➤
46a/45
36
16
47
47 43
38
42
43g
34 45
)8 (
➤
➤
14
6
23a 23/24c 24a
15
34b 26e/32
➤
28
45
47
24
➤
➤
26
26c/38
33c
47
19c 24/19d
47
47
47
➤
34
26b
➤
46b/45
31c 23/24b 17 18
45a
40a
30a
31b
31a
14
20 22
➤
47
32
19 26
30
20d/22
17
➤
#9
12
36b
37e
37c
5e/6
4
45b
➤
#6
18b
37d
43
31
45
5d
25a
44
24
➤
42
➤
5
➤
➤
10
19 ➤
26
47
➤
➤
42a
34
27
28
47
47
37
47
20b
43e 20c/21
19b
42b
1
39b/40 18a 33a/34 37b 3b/4 11 ➤ 3 33b/34 36a
2c
35
23
17
➤
37a/19
3a
#5 26
24
31
34
40 30
➤
2a
37
23
40
7
➤
14
20a
43d 13
39c
➤
33 36
➤
50
22b
43c 43b
39a/40
➤
➤
44
33
5
➤25
19
5b
22a
43a
47
47
19a
(39)
45
18
37 40
12
14b
20
43 42
5a
26 47
47
5c
39e
16b/41
2b
20e
20f
2
20
22
3
(75)
30
14a 43
32
14
#4 5
47
47
38
39d
42
41
39
5
42
3
1
14
43
19
2
➤
3
2
3
47 42d
➤
16
2
2
23
➤
➤
➤
16a
39
37
19
40
CASE (7) (Pump Cover Side)
41a
➤
2
42c
43
19➤
30
44a
#3
43 43
2
PUMP COVER (206) (Case Side)
41
22
5
2
43
2d
44
2
20
14
40
➤
42
2
16
14
14
14
19 43
3
(24)
39
47
3
➤
➤
47
➤
PUMP COVER (206) (Pump Body Side)
1
1
14
43
19
2
40 30
➤
#1
;
14
40
PUMP BODY (203) (Pump Cover Side)
#10
➤
30
30
29
19
47 43
3
2
;
13
(90)
49
➤
47
2
➤
43
3
45
47
14
➤
47
43
➤
45
➤
1
2
45
13
➤
29
40
12
1
29
47
14
1
;
➤
➤
➤
47
19
45
1
30
30
2
11
➤
➤
43
10
12
12
➤
➤
➤
3
➤
1
2
➤
11
24
49
1
7
➤
49
3
1
;; ;;; 47
➤
12
11
(8) 45
2
8
12
49
45
2
45
48
2
10
8
29
➤
➤
7
2
➤
9
12
10
8
48
➤
9
2
2
➤
1
8
45
➤
12
12
(239)
(210)
➤
9
9
8
45 8
7 8
➤
2
48
7
48
48
(236)
(9)
➤
47
7
2
;; ;;; ; ; ;;;;; ;
48
47
➤
;;;; ;;;; ;;;; ;;
;;; ;;;;; ;; ;; ;;; ;;;;; ;; ;; ;; ;;;;; ; ;; ; ;; ;;;;; ; ;;;; ;;; ;
48
(237)
➤
;;; ;;;;;; ;; ;;; ;; ;;;;;; ;;; ;; ; ;;; ;; ;; ;;;;;;;; ;;; ;; ;; ; ;; ;;;;;;;; ;;; ;;;; ;; ;;
(208)
GASKET (45) (Spacer Plate to Control Valve Body)
-
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
;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;;
TORQUE CONVERTER (1)
OVERRUN CLUTCH ASSEMBLY (504–511)
4TH CLUTCH ASSEMBLY (523–533)
FORWARD CLUTCH ASSEMBLY (602–616)
DIRECT CLUTCH ASSEMBLY (616–623)
INTERMEDIATE CLUTCH ASSEMBLY & CENTER SUPPORT (629–640)
➤
REVERSE
3RD/REV ➤ ➤
➤
2ND CLUTCH
REAR BAND APPLY
➤
4TH CLUTCH FEED
➤
➤
RBA
PRND4 ➤
REV
➤
➤ 28a
➤ ➤
➤
➤
➤
2ND CLUTCH ➤
➤
FILT ACTR FD
ACTR FD
➤ ➤
PRND43
ACTR FD ➤
21 ➤
19d
➤
DRIVE
RBA
➤
PRND4
DRIVE
➤
DRIVE
REVERSE
19c
TFP SWITCH
2ND CL
24 22
LO
PRND43
➤
LO ALL PRND43 SWITCHES N.O. PRND4
➤
18a
44a
SPACER PLATE (46)
23
GASKET (48) CASE (7)
➤ LO
➤
➤
➤
ACTUATOR FEED
➤
➤
PRND4
➤
DRIVE
➤
➤
➤ 42c ➤
42d
39e
19b
43a
39d
39b
39a
39c
40
40
40a
➤
➤
ACCUMULATOR
26j
26i
28
28
43e
2ND CL
2ND CL
➤
REVERSE
➤
PRND43
35a
1-2 SIGNAL
➤
➤
REVERSE
LUBE
LO
DRIVE
D321
LINE ➤
PRND4 PRND43
PRND4
26h
➤
➤ ➤
LO
➤
➤ ➤
EX
➤
D 21
PRN
EX REVERSE
➤ ➤
➤ ➤ ➤
➤
LINE
5a
2-3 DRIVE
3RD CL ➤
➤
REV EX
REVERSE
ACTR FD
2-3 SIG
LINE ➤
26g
FBA 31d
31c
31b
34c
➤ 33c
34b
EX
D21
➤
➤
PRND4
➤
2-3 SIGNAL
D 21
➤
EX
PRN
➤
REAR
REV
#7 RBA
➤
4TH CL FD 4TH CL
➤ ➤
TORQUE SIGNAL
➤
➤
EX EX ➤
ACCUM ➤
3RD CL FD ➤
33a
33b
37e
34
37d
34
4TH CL 37b
37c
41a
16b 41
16a
PRN D 21 D 21 D 21
➤
➤
➤
EX ➤
FILTERED ACTR FD EX FILTERED ACTR FD ACTUATOR FD
ACTUATOR FEED
➤ ➤
➤
➤
➤ ➤ ➤ ➤ ➤ ➤
LO
➤
➤
DRIVE
3RD/REVERSE
➤
ACCUM
➤ FBA ➤ 31a
26e
26f
➤
➤
32
37f
34a
➤
➤
➤
14c
➤
➤
4TH CL 3RD CL
➤
ACCUM 38
38
14d
26c
26d
4TH CLUTCH
32
➤
ACCUMULATOR ➤ ➤
LO
DRIVE
FILTERED 2-3 DRIVE
➤
DRIVE
➤
CENTER LUBE LINE ➤
TCC SIGNAL
➤
➤
FRONT BAND APPLY➤
➤
➤
➤
➤
➤
CENTER LUBE
DRIVE ➤ ➤
➤
FRONT LUBE
➤
➤
➤
49 ➤
17a
➤
APPLY/RETURN
➤ ➤
➤
➤
➤
CASE (7)
RELEASE
➤
➤
➤
OVERRUN CLUTCH
➤
LUBE PIPE (39)
➤
20b
➤
➤
REVERSE
20a
➤
➤
➤
➤
➤
➤
➤
➤
5c
➤
➤
PRND43
20c
➤
➤
➤ ➤
➤ ➤
21
➤
➤
PRESSURE REG
➤
BOOST
➤
➤
➤
➤
SUCTION
➤
➤
➤
➤
➤
➤
TCC SIGNAL
➤
➤
REG CONV FD
➤
➤
➤ 8
➤
➤
➤
➤ ➤
➤
➤
➤
DRIVE
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
CONV CLUTCH SHIFT
➤
➤
➤
➤
TCC SIGNAL
➤ ➤
➤
CASE (7)
➤
➤
➤
➤
➤
COOLER
➤
➤
➤
➤
REV REV
43b
➤
D321 ➤
REVERSE
REAR BAND APPLY ACTUATOR FEED
➤
➤
REVERSE ➤
DRIVE
REV
5b
➤
➤
➤
➤
➤
EX ➤
1-2 SIGNAL
➤
➤
➤
DRIVE
➤
D321
ACTUATOR FEED
➤
20d
43d
REV
➤
➤
➤
➤
FILTERED ACTUATOR FEED DRIVE
FILTER (317)
➤
➤
22
20
N.O. OFF
➤
#1
➤
➤
2ND CLUTCH
24a
CONTROL VALVE BODY (44) GASKET (45)
OVERRUN CLUTCH LINE
➤
➤
Figure 82
➤
➤
➤
1
#4
23 18
➤
➤
➤
PRESSURE TAP (24)
22b 17 24c 23 24b
➤
1-2 SOL
➤
86
FILTER ASSEMBLY (31)
OIL PAN (28)
➤
LO
23a
19
1-2 SIGNAL
➤
➤
➤
36b ➤ ➤
43c
➤
➤
➤
➤
➤
➤
18b
➤
➤
PRESSURES INTAKE & DECREASE (SUCTION) CONVERTER & LUBE MAINLINE SOLENOID SIGNAL "ON" SOLENOID SIGNAL "OFF" ACCUMULATOR ACTUATOR FEED TORQUE SIGNAL
➤
➤
➤
ACTUATOR FEED
➤
➤
LO
ON
2-3 SIGNAL
2-3 DRIVE
➤
➤ ➤
➤
➤ ➤
➤
42b
➤
➤
➤
➤
➤
22a
➤
➤
➤
➤
EX
ACTUATOR FEED
REV ACTR FD
➤
➤
1
➤
➤
➤
LINE
➤
2d
2
➤ ➤
N.O.
➤
D
➤
RND
➤
20e ➤
P
➤ ➤
➤
➤
MANUAL VALVE
16 43f
2-3 SIGNAL PRND4
2-3 SOL
1-2 SHIFT VALVE
➤
➤
PUMP COVER (206)
20f
➤
FBA ORIFICED EX
#9
43g
➤
1-2 SIGNAL
➤
FILTER (302)
➤
➤
OVERRUN CLUTCH
➤
EX
45
45a 43h
PRND43
➤ 4TH CLUTCH FEED 2-3 DRIVE 3RD CLUTCH FEED 2-3 SIGNAL
EX
➤
36a 46a
EX
➤
#11
➤
LOW & REVERSE BAND SERVO (61–74)
15
3RD CL FD 3RD/REV REV
2-3 SHIFT VALVE
➤
14
ORIFICED EX
➤
➤
➤
➤
REGULATED APPLY
DRIVE
TORQUE SIGNAL
PRESSURE CONTROL SOLENOID VALVE (320)
2b
TCC SIGNAL REVERSE
➤
14b
LINE
➤
13
➤
2ND ACCUM
➤
4TH CL FD
➤
➤
14a 2
MANUAL 2-1 BAND SERVO (55–60)
#2
ORIF EX
ACTR FD
➤
REGULATED APPLY ORIFICED REG APPLY
➤
2c
PRN
TCC REG
OFF
➤
4
➤
➤
➤
➤
➤
➤
TCC (PWM) SOLENOID VALVE EX (323)
3
LINE
3RD CL
➤
FILTERED 2-3 DRIVE
3a
TORQUE SIGNAL
EX ORIFICED EX
46b
25a ➤
TORQUE SIG LINE
➤
EX
4
➤
➤
3-4 SHIFT
TCC SIGNAL
45b
3b
12
➤
REVERSE
LINE
➤
2a 30a
EX
11
➤
➤
PUMP BODY (203)
TCC SIGNAL
ACT FD LIMIT
➤
➤
REG APPLY
➤
6 5d
EX
10
#3
➤
LINE
LO ➤ ORIFICED ACTUATOR FEED ACTUATOR FEED
➤
5
45
➤
➤
APP/RET
ACCUM
➤
42a
5e
#8 ➤
➤
COOLER ➤
➤
➤
CONV FD
➤
#10
➤
➤
27
2-3 DRIVE
➤
FRONT BAND APPLY
➤
➤
LINE
➤
6
➤
➤
➤
SUCTION
ORIFICE CUP PLUG (236)
26a
➤
PUMP ASSEMBLY (4)
➤
FRONT OIL COOLER PIPE CONNECTOR (8)
LINE
➤
➤
R CONV FD
LINE
➤
CONVERTER FEED
➤
➤
9
3RD ACCUM 4TH CLUTCH
➤
➤
➤
#5
➤
OVERRUN CLUTCH
➤
26b
➤
➤
➤
24
REL
➤
DRIVE ACCUMULATOR ➤ ORIFICED ACCUM ➤
➤
➤
L ➤
AL E IGN AS URN CS LE TC RE /RET E BE Y PL RIV LU AP D ONT ➤ FR
AIR BLEED (210)
19
19a ➤ ➤
DRIVE
EX
3RD ACCUMULATOR
4TH ACCUM TORQUE SIG
➤ 7 37a
➤
4TH ACCUMULATOR
8
ACCUMULATOR ➤
➤
➤
➤
AB
➤
➤ ➤
➤ ➤
ACCUMULATOR GASKET (47)
#6
➤
➤
2-3 DRIVE
➤
EN
E
BL
NA
CE
TC ➤
➤
FILTER (75)
➤
C CE TC
E BL NA
V FD
➤
3RD/REVERSE
➤
➤
ACCUMULATOR HOUSING (51)
➤
➤
TC
EX
CON
V FD
CENTER LUBE
➤
ACCUM
➤
➤
REG
EX
CON
➤
➤
➤
➤
4TH CLUTCH
➤
IMIT
2-3 DRIVE
➤
CO NV L
➤
➤
➤
EX
EX
➤
➤
➤
ORIFICE CUP PLUG (237)
REVERSE
DRIVE
➤
➤
➤
➤
ORIFICE CUP PLUG (208)
➤
➤
➤
CENTER LUBE
➤
➤
➤
REAR OIL COOLER PIPE CONNECTOR (90)
DRIVE
➤
➤
RELEASE
➤
➤
COOLER
➤
➤
➤
LER COO
FRONT LUBE
➤
E LUB TER CEN
➤ ➤
➤
➤
DRIVE
➤
➤
OVERDRIVE RANGE – THIRD GEAR NO THIRD GEAR
• Center Support (640) – Cracked – Leaking at the case
• Center Support Bolt (25) – Broken or loose – Oil hole is blocked
• Direct Clutch Piston (619) – Worn
• Direct Clutch Piston Seals (620,621 & 622) – Cracked or jammed
• Direct Clutch Ball Check Valve – Leaking
• 2-3 Shift Solenoid Valve (311) – – – –
Stuck Off Pinched Wire O-ring failed No voltage to the solenoid
• 2-3 Shift Valve (312) – Stuck
• Manual 2-1 Band Servo Piston (58) – Stuck On
• 3rd Accumulator – Leaking
SOLENOID 1-2
2-3
OFF ON
FOURTH OVERRUN CLUTCH CLUTCH
OVERDRIVE MANUAL INTER. ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH BAND CLUTCH HOLDING
APPLIED APPLIED
LOW INTER. ROLLER CLUTCH CLUTCH
LOW & REV BAND
OVERRUN APPLIED HOLDING
86A
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 38 39 40 41 42 43 44 45 46 47 48 49 50
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 4TH ACCUMULATOR D321 OVERRUN CLUTCH D21 LO REVERSE RBA (REAR BAND APPLY) EXHAUST ORIFICED EXHAUST VOID VENT FRONT LUBE REAR LUBE
COMPONENTS ( ) (8) (9) (24) (39) (54) (75) (90) (208) (210) (236) (237) (239) (302) (305) (317)
86B
CONNECTOR, FRONT OIL COOLER PIPE PIPE, VENT PLUG, OIL TEST HOLE (HEX HD 1/8 PIPE) PIPE, LUBE BALL, .25 DIAMETER (BALL CHECK VALVES #1,3,4,5,6,8,9,10) SCREEN, PWM SOLENOID CONNECTOR, REAR OIL COOLER PIPE PLUG, (.043) ORIFICE CUP PLUG, (.016) ORIFICE CUP PLUG, (.062) ORIFICE CUP PLUG, (.031) ORIFICE CUP SHIELD, VENT SCREEN FILTER, PRESSURE CONTROL SOLENOID FEED BALL, .375 DIAMETER (BALL CHECK VALVES #7,11) FILTER, SHIFT SOLENOID FEED
OVERDRIVE RANGE – THIRD GEAR
3
#8
17
37
37
34
26f/32
➤
37f
14d
➤
➤
➤
➤
21
25
35a
45
43h
45
47
34 41
➤
38a
47
➤
5
31
46
5 19
33
22
5
47
43
43
2
20
18
43 5
43
16
(302) 43
41
17
➤
21 22
23
39
26i/28
50
➤
21
19
45
22
➤
14
22
42
19
26h
32a
43 23
45
18 36
39
26j/28
14c
17 18
47
47
40
28a
34a
4
3 2
2 47
43f
47
17a
31 36
30
47
20 26g
24
42
43 19
20
(39) 47
42 41
➤
➤
➤
37
9
14
26
34
2
45
47
47
➤
➤ ➤
➤
CASE (7) (Control Valve Body Side)
13
2
(90)
44
42
SPACER PLATE (46)
2
41 39
41
14
5
14
20 22
43
43
43
43
37
2
2
18
33
3 3
25
43 20
20
34
45
4
35 34
43
5
25
26
43
26
28
34
14
26
47
38
32
GASKET (47) (Accumulator Housing to Spacer Plate)
Figure 83
GASKET (48) (Case to Spacer Plate)
FOLDOUT ➤ 87
43
47
28
34
28
14
26 38
17 37
14
37
14
34 46 26
27
32
35 43
31
38 32
31
24
45 34
30 17
NOTE: 24
40
26
19
33
31
37
6
22
46
31 23
36
36 37
45
18
34
3
26
26
18
37 2
24
31
21
19
2
20
43
42
39
40
20 43
22
43
19 19
19
5
43
22
5
24
33
39
42
45 40
26
14
23
5
30
45
31 23 31
37
37
45
18 36
36
42
5
20
42
39
39
37
20
14
5
2
43 19
19
41
20
5
5 22
41
16
16 2
20
#7
42
41
39 42
39
16 20
CONTROL VALVE BODY (44) (Case Side)
44
42
26
➤
➤
ACCUMULATOR HOUSING (51)
(317)
18
47
➤
47
➤
12
8
34c
#11 5
37 14
16
21
46
45
35
34
44
47
)8 (
26d/38
26a/27
28
31d
40
6
5 2
45
25
➤
46a/45
36
16
47
47 43
38
42
43g
➤
45 47
➤
➤
14
6
23a 23/24c 24a
15
34b 26e/32
➤
28
45
47
24
➤
26
26c/38
33c
47
19c 24/19d
47
47
47
➤
34
26b
➤
46b/45
31c 23/24b 17 18
45a
40a
30a
31b
31a
14
20 22
➤
47
32
19 26
30
20d/22
17
➤
#9
12
36b
37e
37c
5e/6
4
45b
➤
#6
18b
37d
43
31
45
5d
25a
44
24
➤
42
➤
5
➤
➤
10
19 ➤
26
47
➤
➤
42a
34
27
28
47
47
37
47
20b
43e 20c/21
19b
42b
1
39b/40 18a 33a/34 37b 3b/4 11 ➤ 3 33b/34 36a
2c
35
23
17
➤
37a/19
3a
#5 26
24
31
34
40 30
➤
2a
37
23
40
7
➤
14
20a
43d 13
39c
➤
33 36
➤
50
22b
43c 43b
39a/40
➤
➤
44
33
5
➤25
19
5b
22a
43a
47
47
19a
(39)
45
18
37 40
12
14b
20
43 42
5a
26 47
47
5c
39e
16b/41
2b
20e
20f
2
20
22
3
(75)
30
14a 43
32
14
#4 5
47
47
38
39d
42
41
39
5
42
3
1
14
43
19
2
➤
3
2
3
47 42d
➤
16
2
2
23
➤
➤
➤
16a
39
37
19
40
CASE (7) (Pump Cover Side)
41a
➤
2
42c
43
19➤
30
44a
#3
43 43
2
PUMP COVER (206) (Case Side)
41
22
5
2
43
2d
44
2
20
14
40
➤
42
2
16
14
14
14
19 43
3
(24)
39
47
3
➤
➤
47
➤
PUMP COVER (206) (Pump Body Side)
1
1
14
43
19
2
40 30
➤
#1
;
14
40
PUMP BODY (203) (Pump Cover Side)
#10
➤
30
30
29
19
47 43
3
2
;
13
(90)
49
➤
47
2
➤
43
3
45
47
14
➤
47
43
➤
45
➤
1
2
45
13
➤
29
40
12
1
29
47
14
1
;
➤
➤
➤
47
19
45
1
30
30
2
11
➤
➤
43
10
12
12
➤
➤
➤
3
➤
1
2
➤
11
24
49
1
7
➤
49
3
1
;; ;;; 47
➤
12
11
(8) 45
2
8
12
49
45
2
45
48
2
10
8
29
➤
➤
7
2
➤
9
12
10
8
48
➤
9
2
2
➤
1
8
45
➤
12
12
(239)
(210)
➤
9
9
8
45 8
7 8
➤
2
48
7
48
48
(236)
(9)
➤
47
7
2
;; ;;; ; ; ;;;;; ;
48
47
➤
;;;; ;;;; ;;;; ;;
;;; ;;;;; ;; ;; ;;; ;;;;; ;; ;; ;; ;;;;; ; ;; ; ;; ;;;;; ; ;;;; ;;; ;
48
(237)
➤
;;; ;;;;;; ;; ;;; ;; ;;;;;; ;;; ;; ; ;;; ;; ;; ;;;;;;;; ;;; ;; ;; ; ;; ;;;;;;;; ;;; ;;;; ;; ;;
(208)
GASKET (45) (Spacer Plate to Control Valve Body)
-
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)
TORQUE CONVERTER (1)
OVERRUN CLUTCH ASSEMBLY (504–511)
4TH CLUTCH ASSEMBLY (523–533)
FORWARD CLUTCH ASSEMBLY (602–616)
DIRECT CLUTCH ASSEMBLY (616–623)
INTERMEDIATE CLUTCH ASSEMBLY & CENTER SUPPORT (629–640)
➤
REVERSE
3RD/REV ➤ ➤
➤
2ND CLUTCH
REAR BAND APPLY
➤
4TH CLUTCH FEED
2-3 DRIVE ➤
➤
RBA
PRND4 ➤
➤
➤
2ND CLUTCH ➤
➤
FILT ACTR FD
ACTR FD
➤ ➤
PRND43
ACTR FD
21 ➤
19d
➤
DRIVE
RBA
➤
PRND4
DRIVE
➤
DRIVE
REVERSE
19c
TFP SWITCH
2ND CL
24 22
LO
PRND43
➤
LO ALL PRND43 SWITCHES N.O. PRND4
➤
18a
44a
SPACER PLATE (46)
23
GASKET (48) CASE (7)
➤ LO
➤
➤
➤
ACTUATOR FEED
➤
➤
PRND4
➤
DRIVE
➤
➤
➤ 42c ➤
42d
39e
19b
43a
39d
39b
39a
39c
40
40
40a
5a
➤
➤
REV
➤ ➤
1-2 SIGNAL ➤
➤
➤
REVERSE
➤ ➤
➤ ➤ ➤
➤
LINE
D321 ➤
REAR BAND APPLY ACTUATOR FEED
➤
➤
REVERSE ➤
DRIVE
➤
2ND CL
2ND CL
➤
ACCUMULATOR
26j
26i
28
28
35a
26h
28a
REVERSE
ACCUM ➤
➤
LO
➤
➤ ➤
EX
LUBE
LO
DRIVE
D321
LINE ➤
PRND4 PRND43
26g
➤ ➤
REV EX
REVERSE
ACTR FD
2-3 SIG D 21
PRN
EX
➤
PRND43
➤
3RD CL ➤
➤
➤
LINE ➤
REVERSE
17a
FBA 31d
31c
31b
34c
➤ 33c
34
EX
D21
➤
➤
PRND4
➤
2-3 SIGNAL
D 21
FRONT BAND APPLY
➤
EX
PRN
REAR
REV
#7 RBA
➤
4TH CL FD 4TH CL
➤
TORQUE SIGNAL
➤
➤
➤
➤ ➤
DRIVE
3RD/REVERSE
3RD CL FD ➤
33a
33b
37e
34
37d
➤
➤
PRN D 21 D 21 D 21
34b
4TH CL 37b
41a
16b
➤
37c
ACCUM
FBA 16a
32
➤
➤
➤
EX EX
EX ➤
ACTUATOR FEED
FILTERED ACTR FD EX FILTERED ACTR FD ACTUATOR FD ➤
➤ ➤ ➤ ➤ ➤ ➤
LO
41
➤
➤ ➤
➤
31a
26f
26e
➤
4TH CL 3RD CL 37f ➤
➤
➤ 14c ➤
34a
ACCUM 38
38
14d
26c
26d
4TH CLUTCH
32
➤
ACCUMULATOR ➤ ➤
LO
DRIVE
FILTERED 2-3 DRIVE
➤
DRIVE
➤
➤
PRND4
CENTER LUBE LINE ➤
TCC SIGNAL
PRESSURE REG
➤
➤
➤
➤ ➤
➤
➤
➤
➤
CENTER LUBE
DRIVE ➤ ➤ ➤
FRONT LUBE
➤
➤
REG CONV FD
43e
➤
APPLY/RETURN
➤ ➤
➤
CASE (7)
RELEASE
➤
➤
➤
➤
49 ➤
➤
➤
➤
OVERRUN CLUTCH
➤
LUBE PIPE (39)
➤
20b
➤
➤
REVERSE
20a
➤
➤
➤
➤
➤
➤
➤
➤
5c
➤
➤
PRND43
20c
➤
➤
➤ ➤
➤ ➤
21
➤
D321
ACTUATOR FEED
REV REV
43b
➤
➤
BOOST
➤
➤
➤
➤
➤
SUCTION
➤
➤
➤
➤
➤
➤
TCC SIGNAL
➤
➤
➤
8
➤
➤
DRIVE
➤
➤
➤
➤
➤
➤ ➤
➤
➤
➤
DRIVE
➤
➤
➤
➤
➤
➤
➤
➤
➤
ON
FILTERED ACTUATOR FEED DRIVE
➤
#1
➤
➤ ➤
➤
➤
➤
➤ ➤
CONV CLUTCH SHIFT
➤ ➤
➤
➤
➤
➤
TCC SIGNAL
➤
➤
CASE (7)
➤
➤
➤
➤ ➤
➤
➤
➤
➤
COOLER
➤
➤
➤
➤ 5b
➤
➤
➤
➤
➤
EX N.O.
➤
REV
43d
REV
REVERSE ➤
➤
Figure 84
20d
CONTROL VALVE BODY (44) GASKET (45)
OVERRUN CLUTCH LINE
2ND CLUTCH
22 19
1-2 SIGNAL
➤
➤
1
#4
23 18
24a
20
1-2 SIGNAL
FILTER (317)
➤
➤
➤
PRESSURE TAP (24)
24b ➤
1-2 SOL
➤
88
FILTER ASSEMBLY (31)
OIL PAN (28)
22b 17 24c 23
➤
➤
PRESSURES INTAKE & DECREASE (SUCTION) CONVERTER & LUBE MAINLINE SOLENOID SIGNAL "ON" SOLENOID SIGNAL "OFF" ACCUMULATOR ACTUATOR FEED TORQUE SIGNAL
23a ➤
LO
➤
➤
➤
➤
➤ ➤
➤
➤
➤
➤
➤
36b
➤
➤
LO
18b
43c
2-3 DRIVE
➤
➤ ➤
2-3 SIGNAL ACTUATOR FEED
➤
➤ ➤
➤
42b
➤
➤
➤
➤
➤
22a
➤
➤
1
➤
ON
ACTUATOR FEED
REV ACTR FD
➤
➤
➤
➤
EX N.O.
➤
LINE
➤
2d
2
➤
2-3 SOL
➤
D
➤
RND
➤
20e ➤
P
➤ ➤
➤
➤
➤
➤
20f
MANUAL VALVE ➤
➤
OVERRUN CLUTCH
➤
REGULATED APPLY
16 ➤ ➤
1-2 SHIFT VALVE
FILTER (302)
#9
43g 43f
2-3 SIGNAL PRND4
➤ 4TH CLUTCH FEED 2-3 DRIVE 3RD CLUTCH FEED 2-3 SIGNAL
FBA ORIFICED EX
➤
➤
➤
2b
➤
➤
PRESSURE CONTROL SOLENOID VALVE (320)
➤
14b
PUMP COVER (206)
➤
TORQUE SIGNAL
1-2 SIGNAL
EX
➤
14a 2
EX
45
45a 43h
PRND43
➤
2c
TCC SIGNAL REVERSE
REGULATED APPLY ORIFICED REG APPLY
➤
4
EX
➤
2-3 SHIFT VALVE
➤
46a 15
3RD CL FD 3RD/REV REV
➤
➤
LOW & REVERSE BAND SERVO (61–74)
36a
ORIFICED EX
➤
TCC REG
OFF
3
ACTR FD
14
➤
TCC (PWM) SOLENOID VALVE EX (323)
➤
FILTERED 2-3 DRIVE
3a
LINE
4TH CL FD
#11
PRN
13
➤
2ND ACCUM
➤
➤
46b
25a ➤
➤
EX ORIFICED EX
MANUAL 2-1 BAND SERVO (55–60)
➤
EX
4
➤
12
#2
ORIF EX
3-4 SHIFT
TCC SIGNAL
45b
LINE
3RD CL
➤
LINE
➤
2a 30a
➤
➤
➤
ACT FD LIMIT
3b
11 ➤
➤
6 5d
EX
➤
LO ➤ ORIFICED ACTUATOR FEED ACTUATOR FEED
➤
5
EX
TORQUE SIGNAL
DRIVE
ACCUM
➤
42a
45
➤
#3
➤
➤
5e
➤
TORQUE SIG LINE
➤
6 ➤
10 ➤
REVERSE
27
3RD ACCUM 4TH CLUTCH
#8
➤
➤
PUMP BODY (203)
TCC SIGNAL
26a
➤
➤
REG APPLY
26b
➤
#10 ➤
LINE
9 ➤
APP/RET
➤
➤
➤
➤
COOLER ➤
➤
➤
➤
LINE
DRIVE ACCUMULATOR ➤ ORIFICED ACCUM
19a ➤
➤
SUCTION
ORIFICE CUP PLUG (236)
#5
➤
LINE
➤
CONV FD
➤
FRONT OIL COOLER PIPE CONNECTOR (8)
LINE
PUMP ASSEMBLY (4) ➤
AIR BLEED (210)
19
2-3 DRIVE
➤
FRONT BAND APPLY
EX
4TH ACCUM TORQUE SIG
ACCUMULATOR
➤
CONVERTER FEED
➤ ➤
➤
➤
➤
➤
3RD ACCUMULATOR ➤
➤
➤
37a
➤
OVERRUN CLUTCH
➤
➤
R CONV FD
➤
➤
8
➤
➤
➤
24
REL
➤
#6
4TH ACCUMULATOR
7
DRIVE
2-3 DRIVE
ACCUMULATOR GASKET (47)
➤
L
AL E IGN AS URN CS LE TC RE /RET E BE Y PL RIV LU AP D ONT ➤ FR
3RD/REVERSE
➤
➤
➤
➤
AB
➤ ➤
FILTER (75)
➤
➤
4TH CLUTCH
➤
EN
E
BL
NA
CE
TC ➤
➤
ACCUM
➤ ➤
➤
C CE TC
E BL NA
V FD
➤
➤
ACCUMULATOR HOUSING (51)
➤
➤
TC
EX
CON
V FD
CENTER LUBE
➤
REG
EX
CON
➤
➤
➤
➤
➤
IMIT
➤
➤
➤
➤
CO NV L
2-3 DRIVE ➤
➤
EX
EX
➤
➤
➤
ORIFICE CUP PLUG (237)
REVERSE
DRIVE
➤
➤
➤
➤
ORIFICE CUP PLUG (208)
➤
➤
➤
CENTER LUBE
➤
➤
➤
REAR OIL COOLER PIPE CONNECTOR (90)
DRIVE
➤
➤
RELEASE
➤
➤
COOLER
➤
➤
➤
LER COO
FRONT LUBE
➤
E LUB TER CEN
➤ ➤
➤
➤
DRIVE
➤
➤
OVERDRIVE RANGE – FOURTH GEAR (Torque Converter Clutch Released) NO FOURTH GEAR
• Fourth Clutch Piston Seals (527 & 631) – Nicked, cut or worn
• Fourth Clutch Piston (528) – Jammed
• Fourth Clutch Housing Cup Plug (530) – Missing
• 2-3 Shift Solenoid Valve (311) – – – –
Stuck Off Pinched wire O-ring failed No voltage to the solenoid
• 2-3 Shift Valve (312) – Stuck
• 4th Accumulator – Leaking FOURTH GEAR STARTS
• 2-3 Shift Solenoid Valve (311) – Stuck On – Pinched wire to ground
SOLENOID 1-2
2-3
ON ON
FOURTH OVERRUN CLUTCH CLUTCH
OVERDRIVE MANUAL INTER. ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH BAND CLUTCH
APPLIED
OVERRUN
APPLIED APPLIED
LOW INTER. ROLLER CLUTCH CLUTCH
LOW & REV BAND
OVERRUN APPLIED HOLDING
88A
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 38 39 40 41 42 43 44 45 46 47 48 49 50
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 4TH ACCUMULATOR D321 OVERRUN CLUTCH D21 LO REVERSE RBA (REAR BAND APPLY) EXHAUST ORIFICED EXHAUST VOID VENT FRONT LUBE REAR LUBE
COMPONENTS ( ) (8) (9) (24) (39) (54) (75) (90) (208) (210) (236) (237) (239) (302) (305) (317)
88B
CONNECTOR, FRONT OIL COOLER PIPE PIPE, VENT PLUG, OIL TEST HOLE (HEX HD 1/8 PIPE) PIPE, LUBE BALL, .25 DIAMETER (BALL CHECK VALVES #1,3,4,5,6,8,9,10) SCREEN, PWM SOLENOID CONNECTOR, REAR OIL COOLER PIPE PLUG, (.043) ORIFICE CUP PLUG, (.016) ORIFICE CUP PLUG, (.062) ORIFICE CUP PLUG, (.031) ORIFICE CUP SHIELD, VENT SCREEN FILTER, PRESSURE CONTROL SOLENOID FEED BALL, .375 DIAMETER (BALL CHECK VALVES #7,11) FILTER, SHIFT SOLENOID FEED
OVERDRIVE RANGE – FOURTH GEAR
#8
17
14
➤
37
37
34
8
26f/32
➤
37f
14d
➤
➤
➤
37
21
25
45
43h
45
47 20
28a
34a
4
3 2
34 41
➤
38a
47
➤
5
31
46
5 19
33
22
5
47
43
43
2
20
18
43 5
43
16
(302) 43
41
17
➤
21 22
23
39
26i/28
50
➤
21
19
45
22
➤
14
22
42
19
26h
32a
43 23
45
18 36
39
26j/28
14c
17 18
47
47
40
47
17a
31
2 47
43f
9
26g
24
36
30
47
35a
16
34c
#11 5
37 14
43 35
34
21
46
45
47
42
43 19
20
(39) 47
42 41
➤
➤
31d
40
6
5 2
45
25
➤
46a/45
36
16
47
47
47
47
38
42
43g
14
26
34
2
45
47
47
➤
➤ ➤
➤
CASE (7) (Control Valve Body Side)
13
2
(90)
44
42
SPACER PLATE (46)
2
41 39
41
14
5
14
20 22
43
43
43
43
37
2
2
18
33
3 3
25
43 20
20
34
45
4
35 34
43
5
25
26
43
26
28
34
14
26
47
38
32
GASKET (47) (Accumulator Housing to Spacer Plate)
Figure 85
GASKET (48) (Case to Spacer Plate)
FOLDOUT ➤ 89
43
47
28
34
28
14
26 38
17 37
14
37
14
34 46 26
27
32
35 43
31
38 32
31
24
45 34
30 17
NOTE: 24
40
26
19
33
31
37
6
22
46
31 23
36
36 37
45
18
34
3
26
26
18
37 2
24
31
21
19
2
20
43
42
39
40
20 43
22
43
19 19
19
5
43
22
5
24
33
39
42
45 40
26
14
23
5
30
45
31 23 31
37
37
45
18 36
36
42
5
20
42
39
39
37
20
14
5
2
43 19
19
41
20
5
5 22
41
16
16 2
20
#7
42
41
39 42
39
16 20
CONTROL VALVE BODY (44) (Case Side)
44
42
26
➤
➤
ACCUMULATOR HOUSING (51)
(317)
18
47
➤
47
➤
12
26d/38
26a/27
28
23a 23/24c 24a
47
19c 24/19d
47
44
47
)8 (
➤
33c
15
➤
45 47
6
➤
46b/45
31c 23/24b 17 18
37e 34b 26e/32
➤
28
45
47
24
➤
26
31b
31a
14
20 22
➤
17
32
19 26
30
20d/22
26
47
➤
#6
26c/38
42
➤
34
26b
12
36b
45a
40a
30a
4
45b
➤
#9
19 ➤
43e 20c/21
19b
18b
37d
37c
5e/6
34
27
28
47
47
37
47
20b
13
42b
1
43
31
45
5d
25a
➤
20a
43d
➤
5
➤
➤
10
14
➤
➤
42a
44
22b
43c
39c
39b/40 18a 33a/34 37b 3b/4 11 ➤ 3 33b/34 36a
2c
35
24
17
➤
37a/19
3a
#5 26
24
31
34
40 30
➤
2a
23
40
7
➤
37
23
5b
➤
33 36
➤
50
47
47
43b
39a/40
➤
➤
44
33
5
➤25
19
5c
39e
22a
43a
26 47
47
19a
(39)
45
18
37 40
12
14b
20
43 42
5a
32
14
16b/41
2b
20e
20f
2
20
22
3
(75)
30
14a 43
47
47
38
39d
➤
5
42
3
1
14
43
19
2
➤
3
47 42d
#4
5
2
2
23
➤
➤
2
3
CASE (7) (Pump Cover Side)
➤
16
39
37
19
40
➤
16a 42
41
39
➤
2
42c
43
19➤
30
41a
43 43
2
44a
#3
41
22
5
2
43
2d
44
2
20
14
40
➤
42
2
16
14
14
14
19 43
3
(24)
39
47
3
PUMP COVER (206) (Case Side)
➤
47
40
➤
1
1
➤
PUMP COVER (206) (Pump Body Side)
➤
#1
14
43
19
30 30
➤
PUMP BODY (203) (Pump Cover Side)
#10
➤
40
2
(90)
49
;
14
3
13
➤
30
;
➤
29
19
47 43
3
2
➤
47
2
45
47
14
➤
43
3
13
1
43
➤
47
40
12
1
2
45
;
➤
➤
29
45
1
29
47
14
45
1
30
➤
47
19
➤
➤
30
2
11
12
12
➤
10
➤
➤
43
➤
3
24
49
1
7
➤
➤
11
1
2
➤
11
;; ;;; 47
➤
49
3
1
➤
12
12
49
29
(8) 45
2
8
8
45
2
45
48
➤
➤
7
2
2
10
48
➤
9
12
10
8
➤
9
2
2
8
45
➤
12
12
➤
1
;; ;;; ; ; ;;;;; ;
9
9
8
45 8
7 8
➤
2
(239)
(210)
7
48
48
(236)
48
➤
47
7
2
(237)
48
(9)
➤
48
47
➤
;;;; ;;;; ;;;; ;;
;;; ;;;;; ;; ;; ;;; ;;;;; ;; ;; ;; ;;;;; ; ;; ; ;; ;;;;; ; ;;;; ;;; ; (208)
➤
;;; ;;;;;; ;; ;;; ;; ;;;;;; ;;; ;; ; ;;; ;; ;; ;;;;;;;; ;;; ;; ;; ; ;; ;;;;;;;; ;;; ;;;; ;; ;;
(Torque Converter Clutch Released)
GASKET (45) (Spacer Plate to Control Valve Body)
-
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 (1)
(Torque Converter Clutch Applied) OVERRUN CLUTCH ASSEMBLY (504–511)
4TH CLUTCH ASSEMBLY (523–533)
FORWARD CLUTCH ASSEMBLY (602–616)
DIRECT CLUTCH ASSEMBLY (616–623)
INTERMEDIATE CLUTCH ASSEMBLY & CENTER SUPPORT (629–640)
➤
➤
➤
➤
➤
REVERSE
3RD/REV ➤ ➤
➤
➤
2ND CLUTCH
REAR BAND APPLY
➤
2-3 DRIVE ➤
➤
RBA
PRND4 ➤
➤
➤
2ND CLUTCH ➤
➤
ACTR FD
FILT ACTR FD
➤
➤ ➤
PRND43
ACTR FD
➤
➤
DRIVE
RBA
➤
PRND4
DRIVE
➤
DRIVE
REVERSE
19c
TFP SWITCH
2ND CL
24 22
LO
PRND43
➤
➤
➤
REV
➤ ➤
➤
➤
REVERSE
PRND4
➤
18a
44a
SPACER PLATE (46)
23
GASKET (48) CASE (7)
➤ LO
D321 ➤
➤
➤
➤
ACTUATOR FEED
➤
➤
PRND4
➤
DRIVE
➤
➤
➤ 42c ➤
42d
39e
19b
43a
39d
39b
39a
39c
40
40
40a
5a
4TH CLUTCH FEED
28
28
➤
1-2 SIGNAL
➤
➤
LO
LO ALL PRND43 SWITCHES N.O.
➤
EX
LUBE REAR
2ND CL
2ND CL
➤
ACCUMULATOR
26j
26i
28a
REVERSE
ACCUM
35a
26h
26g
➤ ➤ ➤
REV EX
REVERSE
ACTR FD
2-3 SIG D 21 LO
DRIVE
D321
LINE ➤
PRND4 PRND43
➤
PRND43
➤
3RD CL ➤
EX
D21
➤
PRND4
➤
PRN PRND4
LINE DRIVE
17a
FBA 31d
31c
31b
34c
34
➤ 33c
➤
➤
4TH CL FD 4TH CL
➤
2-3 SIGNAL
➤
PRN LINE ➤
EX
➤
➤ ➤
➤
➤
➤ ➤
➤
REVERSE ➤
➤
3RD/REVERSE
3RD CL FD ➤
33a
33b
37e
34
37d
➤
34b
4TH CL 37b
41a
16b
16a
PRN D 21 D 21 D 21 D 21
FRONT BAND APPLY
➤
EX
REVERSE
➤ ➤
➤
LO
37c
ACCUM
FBA
➤
TORQUE SIGNAL
➤
➤
FILTERED ACTR FD EX FILTERED ACTR FD ACTUATOR FD
ACTUATOR FEED
➤ ➤
➤
➤
➤ ➤
➤
41
32
31a
26f
➤
➤ ➤
➤ ➤
➤
➤
EX EX
EX
➤
➤ ➤ ➤
DRIVE
26e
➤
4TH CL 3RD CL 37f ➤
➤
➤ 14c ➤
➤
LO
DRIVE
FILTERED 2-3 DRIVE
➤
LINE
TCC SIGNAL
➤
➤
PRESSURE REG BOOST
34a
ACCUM 38
38
14d
26c
26d
4TH CLUTCH
➤
➤
FRONT LUBE ➤
➤
➤
32
➤
ACCUMULATOR
➤ 49 ➤ 8
➤
➤ ➤
CENTER LUBE
➤
➤ ➤ ➤ ➤ RELEASE
➤
➤
➤
REG CONV FD
➤
➤
➤
CASE (7)
➤
➤
CENTER LUBE
DRIVE ➤ ➤
OVERRUN CLUTCH
➤ RELEASE ➤
➤
➤
➤
43e
➤
APPLY/RETURN
➤
➤ ➤ ➤
➤
➤
➤
➤
➤
21 19d
➤
REV
#7 RBA
➤
20b
➤
➤
➤
➤
20a
➤
PRND43
20c
5c
➤
➤
➤
➤ ➤
➤
➤
➤
➤
21
➤
➤
➤
SUCTION
➤
➤
➤
REV REV
43b
➤
➤
➤
➤
TCC SIGNAL
5b
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
DRIVE
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
CONV CLUTCH SHIFT
➤
➤ ➤
➤
TCC SIGNAL
➤
➤
➤ ➤
➤
➤
➤
CASE (7)
➤
➤ ➤
➤
➤ ➤
➤
➤ ➤
REAR BAND APPLY ACTUATOR FEED
➤
➤
REVERSE ➤
DRIVE
REV
43d
➤
D321
ACTUATOR FEED
➤
➤
➤
➤
➤
COOLER
➤
➤
➤
➤
➤
➤
➤
➤
LUBE PIPE (39)
➤
➤
➤
➤
➤
➤
➤
➤
➤
FILTERED ACTUATOR FEED DRIVE
➤
#1
➤
20d
CONTROL VALVE BODY (44) GASKET (45) 1
➤
➤
ON
1-2 SIGNAL
FILTER (317)
DRIVE
REVERSE ➤
➤
Figure 86
EX N.O.
➤
➤
OVERRUN CLUTCH LINE
2ND CLUTCH
24a 22
REV ➤
PRESSURE TAP (24)
➤
➤
#4
23 18
1-2 SOL
➤
90
FILTER ASSEMBLY (31)
OIL PAN (28)
24b ➤
➤
LO
➤
➤
➤
➤
22b 17 24c 23
20
➤
PRESSURES INTAKE & DECREASE (SUCTION) CONVERTER & LUBE MAINLINE SOLENOID SIGNAL "ON" SOLENOID SIGNAL "OFF" ACCUMULATOR ACTUATOR FEED TORQUE SIGNAL
➤
➤
23a
19
1-2 SIGNAL
➤
➤
➤
36b ➤ ➤
➤
➤
➤
➤
➤
LO
18b
43c
2-3 DRIVE
➤
➤ ➤
2-3 SIGNAL ACTUATOR FEED
➤
➤ ➤
➤
42b
➤
➤
➤
➤
➤
➤
➤
22a
➤
➤
➤
1
➤
ON
ACTUATOR FEED
REV ACTR FD
➤
LINE
➤
2d
EX N.O.
➤
➤
20e
2
➤
2-3 SOL
➤
D
➤
RND
➤
➤
P
➤
➤
➤
➤
20f
16 ➤ ➤
1-2 SHIFT VALVE
➤
#9
43g 43f
2-3 SIGNAL PRND4
➤ 4TH CLUTCH FEED 2-3 DRIVE 3RD CLUTCH FEED 2-3 SIGNAL
FBA ORIFICED EX
FILTER (302)
EX
45
45a 43h
PRND43
1-2 SIGNAL
EX
MANUAL VALVE
EX
➤
2-3 SHIFT VALVE
➤
➤
46a 15
3RD CL FD 3RD/REV REV
➤
➤
PRESSURE CONTROL SOLENOID VALVE (320)
2b
➤
➤
TORQUE SIGNAL
LOW & REVERSE BAND SERVO (61–74)
36a
ORIFICED EX
➤
➤
14
➤
4TH CL FD
➤
➤
13
ORIF EX
ACTR FD
➤
REGULATED APPLY ORIFICED REG APPLY
MANUAL 2-1 BAND SERVO (55–60)
#11
PRN
➤
14a
➤
➤
➤
➤
PUMP COVER (206)
12
#2
➤
2ND ACCUM
➤
2c
OVERRUN CLUTCH DRIVE
➤
➤
4 ➤
14b
➤
REVERSE
3RD CL
TCC REG
➤
ON
2
LINE
➤
#3
➤
TCC (PWM) SOLENOID VALVE EX (323)
3 ➤
11
➤
3a
LINE
10
➤
FILTERED 2-3 DRIVE
➤
REGULATED APPLY
EX ORIFICED EX
46b
3b
#8
➤
45
➤
➤
TCC SIGNAL
EX
2-3 DRIVE
➤
3-4 SHIFT
TCC SIGNAL
45b
25a ➤
➤
LINE
➤
2a 30a
4
TORQUE SIGNAL LINE
➤
5d
ACT FD LIMIT
➤
TORQUE SIG
➤
REVERSE
➤
➤
➤
PUMP BODY (203)
LO ➤ ORIFICED ACTUATOR FEED ACTUATOR FEED
➤ ➤
6
➤
➤
TCC SIGNAL
ACCUM
➤
42a 5
EX
➤
REG APPLY
➤
5e
➤
EX
➤
LINE
➤
➤
➤
27 6
➤
CONV FD
26a
3RD ACCUM 4TH CLUTCH
➤
➤
➤
APP/RET
26b
➤
➤
LINE
➤
➤
SUCTION
9
#10
➤
PUMP ASSEMBLY (4)
COOLER ➤
➤
FRONT OIL COOLER PIPE CONNECTOR (8)
LINE
➤
ORIFICE CUP PLUG (236)
#5
➤
CONVERTER FEED
LINE
EX
➤
➤
DRIVE ACCUMULATOR ➤ ORIFICED ACCUM ➤
ACCUMULATOR
FRONT BAND APPLY
➤
➤
➤
➤
3RD ACCUMULATOR
➤
➤
OVERRUN CLUTCH
➤
AIR BLEED (210)
➤
➤
➤
R CONV FD
➤
➤
2-3 DRIVE
➤
4TH ACCUM TORQUE SIG
➤
E
BL
24
DRIVE
19
19a ➤ ➤ ➤
NA
CE
REL
➤
➤
37a
➤
➤
8
➤ ➤
➤
➤
TC ➤
➤
#6
4TH ACCUMULATOR
7
➤
➤
➤ AL SE RN IGN EA CS EL ETU TC R ➤ BE Y/R E PL RIV LU AP D ONT ➤ FR
➤
➤
➤
➤
➤
➤
➤
➤
L
E BL NA
V FD
➤
AB
CE TC
➤
EN
➤
➤
FILTER (75)
➤
C ➤
CON
V FD
➤
➤
ACCUMULATOR GASKET (47)
➤
TC
EX
REG
CON
➤
➤
IMIT
4TH CLUTCH
➤
CO NV L EX
➤
EX
EX
➤
ORIFICE CUP PLUG (237)
ACCUM
➤ ➤
ACCUMULATOR HOUSING (51)
➤
ORIFICE CUP PLUG (208)
CENTER LUBE
➤
➤
➤
➤
➤
➤
2-3 DRIVE ➤
➤
➤
3RD/REVERSE
➤
➤
➤
➤
CENTER LUBE
➤
➤
➤
➤ ➤
➤
REAR OIL COOLER PIPE CONNECTOR (90)
REVERSE
DRIVE
➤
➤
➤
➤
➤
COOLER
➤
➤
➤
➤
LER COO
DRIVE
➤
➤
E LUB TER CEN
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
FRONT LUBE
➤
➤
➤
➤
➤
➤
➤ ➤
➤
➤
➤
DRIVE
➤
➤
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 appropriate input signals to energize (turn ON) the Torque Converter Clutch Pulse Width Modulated (TCC PWM) solenoid valve.
NO TCC APPLY
• TCC PWM Solenoid Valve (323) – – – –
Stuck Off O-ring failed No voltage to the solenoid Poor connection
• TCC Valve (223) – Stuck in Off position
• Turbine Shaft Seals (501) – Ineffective
• Regulated Apply Valve (324) – Stuck TCC STUCK ON
• TCC PWM Solenoid Valve (323) – Stuck On – Pinched wire to ground
• Regulated Apply Valve (324) – Stuck
SOLENOID 1-2
2-3
ON ON
FOURTH OVERRUN CLUTCH CLUTCH
OVERDRIVE MANUAL INTER. ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH BAND CLUTCH
APPLIED
OVERRUN
APPLIED APPLIED
LOW INTER. ROLLER CLUTCH CLUTCH
LOW & REV BAND
OVERRUN APPLIED HOLDING
90A
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 38 39 40 41 42 43 44 45 46 47 48 49 50
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 4TH ACCUMULATOR D321 OVERRUN CLUTCH D21 LO REVERSE RBA (REAR BAND APPLY) EXHAUST ORIFICED EXHAUST VOID VENT FRONT LUBE REAR LUBE
COMPONENTS ( ) (8) (9) (24) (39) (54) (75) (90) (208) (210) (236) (237) (239) (302) (305) (317)
90B
CONNECTOR, FRONT OIL COOLER PIPE PIPE, VENT PLUG, OIL TEST HOLE (HEX HD 1/8 PIPE) PIPE, LUBE BALL, .25 DIAMETER (BALL CHECK VALVES #1,3,4,5,6,8,9,10) SCREEN, PWM SOLENOID CONNECTOR, REAR OIL COOLER PIPE PLUG, (.043) ORIFICE CUP PLUG, (.016) ORIFICE CUP PLUG, (.062) ORIFICE CUP PLUG, (.031) ORIFICE CUP SHIELD, VENT SCREEN FILTER, PRESSURE CONTROL SOLENOID FEED BALL, .375 DIAMETER (BALL CHECK VALVES #7,11) FILTER, SHIFT SOLENOID FEED
OVERDRIVE RANGE – FOURTH GEAR
3
#8
34
14
➤
37
37
34
17
17 ➤
6
26d/38
26a/27
28 ➤
8
37f
14d
➤
➤
➤
➤
➤
➤
23a 23/24c 24a
31d
➤
30
47
25
45
43h
45
47
20
28a
34a
47
47
40
➤
38a
47
➤
➤
14
31
43
36 17
34 41
36
39
5
23
45
18
18
31
46
5 19
33
22
47
43
43
43 5
43
16
(302) 43
41
17
➤
21 22
23
39
26i/28
50
➤
21
19
45
18
22
42
22
2
20
26h
32a
24
19 5
47
17a
4
3 2
2
47
43f
9
26g
#11 5
37
26j/28
14c
34
21
35
34
21
46
45
37
35a
16
34c
40
6
5 2
45
25
➤
46a/45
26e/32
36
16
47
14
43g
14
26
47
19c 24/19d
43
38
42
15
34b
26f/32
33c
31c 23/24b 17 18
➤
42
43 19
20
(39) 47
42 41
2
45
47
47
➤
➤ ➤
➤
CASE (7) (Control Valve Body Side)
13
2
(90)
44
42
SPACER PLATE (46)
2
41 39
41
14
5
14
20 22
43
43
43
43
;; ;; ;; ;; ;; 37
2
2
42
3
25
18
33
3
5
14
31
17
;; ; ; 3
24
37
35
31 34
43 43
31
28
34
26
47
4
6
26
GASKET (47) (Accumulator Housing to Spacer Plate)
Figure 87
GASKET (48) (Case to Spacer Plate)
FOLDOUT ➤ 91
21
24 34
34
14
43
46 17
37
47
28
34
28
32
35 43
31
26
27
19
33
NOTE: 24
45
32
22
46
31 23 31
37
38
38
32
45
18 36
36
14
26 38
;
18 34
40
37
14
5
25
30
26
26
2
2
20
43
42
39
37
23 45
43
40
20 43
22 19
19 19
19
26
26
14
22
20
5
43
43 20
24
33
39
5
42
45
34
26
45
31 23
36
36
40
30
45
18
37
37
5
20
42
39
39
37
20
14
5
2
43 19
19
41
20
5
5 22
41
16
16 2
20
#7
42
41
39 42
39
16 20
CONTROL VALVE BODY (44) (Case Side)
44
42
26
➤
➤
ACCUMULATOR HOUSING (51)
(317)
18
47
➤
47
➤
12
26c/38
➤
46b/45
47
44
47
)8 (
➤
➤
28
45
45 47
24
➤
26b
➤
➤
30a
31a
20 22
➤
14
47
47
47
➤
45
31b
45a
40a
12
36b
37e
37c
5e/6
4
45b
47
32
19
26
30
20d/22
17
➤
#9
26
47 ➤
43
31
5d
25a
44
24
37d
42
26
47
➤
➤
23
➤
;
42b 18b
;; ;; ;; ;;;; ;; ;;;; ;; ;; 34
28
47
47
37
➤
#6
10
19b
14
27
19 ➤
43e 20c/21
47
47
20b
13
43b
39b/40 18a 33a/34 37b 3b/4 11 ➤ 3 33b/34 36a
2c
5
1
20a
43d ➤
26
; ; ;
37
#5
30
37a/19
42a
35
22b
43c
➤
➤
➤
2a
3a
34
40
7
➤
➤
23
➤
50
47
5b
39c
39a/40
24
31
5
➤
44
5c
39e
22a
43a
26 47
47
19a
(39)
19 33
33 36
37
➤25
12
14b
20
45
18
3
40
30
42
5a
32
14
16b/41
2b
20e
20f
2
20
43
42
3
(75)
40
14a 43
47
47
38
39d
➤
5 22
;;;;;;;; ;;;;;;;; ;;; ;;;
➤
1
14
43
19
2
#4
5
2
2
2
3
47 42d
➤
3
➤
23
➤
16
39
37
19
➤
16a 42
41
39
➤
2
42c
43
19➤
40
CASE (7) (Pump Cover Side)
41a
43 43
2
44a
#3
41
22
5
➤
2d
44
2
20
14
30
14
19 43
➤
42
2
16
14
14
PUMP COVER (206) (Case Side)
➤
47
3
2
43
3
(24)
39
47
40
➤
1
1
;;; 30
➤
#1
PUMP COVER (206) (Pump Body Side)
➤
#10
1
➤
PUMP BODY (203) (Pump Cover Side)
14
43
19
2
13
(90)
40
40
;
➤
49
30
14
12
➤
30
13
29
19
47 43
3
2
2
;
➤
➤
3
45
47
14
45
➤
47
43
➤
43
2
➤
47
40
1
29
29
45
1
1
30
47
14
45
➤
➤
➤
47
19
➤
3
30
2
11
12
12
➤
10
➤
➤
43
➤
11
1
2
24
49
1
7
➤
11
➤
➤
49
3
1
➤
12
12
49
29
;; ;;; ;;; 47
2
8
(8) 45
2
10
8
45
2
45
48
➤
➤
7
➤
9
12
10
2
➤
9
2
2
8
48
➤
1
8
45
➤
12
12
➤
9
9
8
45 8
7 8
➤
2
(239)
(210)
7
48
48
(236)
48
➤
47
7
2
;; ;;; ; ; ;;;;; ;
48
47
(9)
➤
48
(237)
➤
;;;; ;;;; ;;;; ;;
;;; ;;;;;;; ;;; ;;;;; ;; ;; ;;;;; ; ;; ; ;; ;;;;; ; ;;;;; ;;; ;; ;;;; ; ;;; ;; ;;;; ; ;;; ; ;;;; ; (208)
➤
;;; ;;;;;; ;;; ;; ;;;;;; ; ;;; ;; ;; ;;;;;;;; ; ;; ;;;;;;;; ; ;;;; ;; ;;;; ;;; ;;;; ;; ;;; ;;;; ;; ;;;
(Torque Converter Clutch Applied)
GASKET (45) (Spacer Plate to Control Valve Body)
-
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
;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;;
(Torque Converter Clutch Released)
TORQUE CONVERTER (1)
OVERRUN CLUTCH ASSEMBLY (504–511)
4TH CLUTCH ASSEMBLY (523–533)
FORWARD CLUTCH ASSEMBLY (602–616)
DIRECT CLUTCH ASSEMBLY (616–623)
INTERMEDIATE CLUTCH ASSEMBLY & CENTER SUPPORT (629–640)
➤
REVERSE
3RD/REV ➤ ➤
➤
2ND CLUTCH
REAR BAND APPLY
➤
4TH CLUTCH FEED
2-3 DRIVE ➤
➤
RBA
PRND4
➤
➤
2ND CLUTCH ➤
➤
ACTR FD
FILT ACTR FD
➤
ACTR FD
PRND43 ➤
19d
DRIVE
RBA
➤
PRND4
➤
DRIVE
REVERSE
PRND4
➤
19c
TFP SWITCH
➤
DRIVE
LO ALL PRND43 SWITCHES N.O.
2ND CL
24 22
LO
PRND43
➤
➤
➤
➤
➤
18a
44a
GASKET (48) CASE (7)
LO
42c
SPACER PLATE (46)
23
➤
➤
ACTUATOR FEED
➤
➤
PRND4
➤
DRIVE
➤
➤
DRIVE
42d
39e
19b
43a
39d
39b
39a
39c
40
40
40a
5a
➤
REV
➤ ➤
➤
REVERSE
REV
#7 RBA
➤
➤ 28a
➤ ➤
1-2 SIGNAL
➤
➤
LUBE PIPE (39)
➤
21 ➤
PRND43
➤
➤
ACCUMULATOR
26j
26i
28
28
43e
➤ ➤ ➤ ➤
REV EX ➤
LO
LUBE REAR
2ND CL
2ND CL
➤
REVERSE
ACCUM ➤
35a
➤
PRND43
26h
26g
FBA 31d
31c
31b
34c
➤ 33c
3RD CL
➤ ➤
ACTR FD EX
EX
D 21 LO
DRIVE
D321
LINE ➤
PRND4 PRND43
FILTER (317)
➤
20b
REV
➤
➤
➤
➤ ➤
➤
LINE DRIVE
3RD/REVERSE
3RD CL FD
33a
➤ 34b
➤
D21 2-3 SIG
REVERSE
LINE ➤
EX
➤
PRND4
➤
2-3 SIGNAL
D 21
FRONT BAND APPLY
➤
PRN
EX ➤ ➤ ➤
33b
34
4TH CL FD 4TH CL
➤
TORQUE SIGNAL
➤
➤
➤
REVERSE
ACTUATOR FEED
34
➤ 37d
➤
PRN D 21 D 21 D 21
➤
➤
EX EX
EX
37e
ACCUM
4TH CL 37b
37c
41a
➤
16b
16a
41
32
31a
26f
26e
➤
➤
FBA
➤
4TH CL 3RD CL 37f
➤
➤
➤
➤
34a
➤
➤
14c
14d
38
38
➤
ACCUM
26c
4TH CLUTCH ➤
26d
➤
ACCUMULATOR ➤
32
➤
➤
➤
➤
➤
DRIVE DRIVE
FILTERED ACTR FD EX FILTERED ACTR FD ACTUATOR FD
➤
➤
➤
FILTERED 2-3 DRIVE
➤ ➤ ➤
➤
➤
LO
PRND4
CENTER LUBE LINE
SIGNAL ➤
➤
➤TCC
PRESSURE REG
➤
PRN
➤
FRONT LUBE
➤
RELEASE
➤
➤
REG CONV FD
➤
CENTER LUBE
DRIVE ➤ ➤ ➤
➤
➤
➤
➤
CASE (7)
17a
➤
APPLY/RETURN
➤ ➤
➤
REVERSE
20a
➤
➤
➤
49 ➤
LO
➤
➤
➤
➤
➤
OVERRUN CLUTCH
➤
➤ ➤
5c
➤
➤
➤
➤
FILTERED ACTUATOR FEED DRIVE
20c
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
OFF
21
➤
➤
➤
➤
REV REV
43b
➤
➤
➤
SUCTION
➤
➤
➤
➤
REV
5b
➤
➤
➤
BOOST
➤
➤ ➤
➤
➤
➤
➤
➤
SIGNAL
➤
➤ ➤TCC
➤
➤
➤ 8
➤
➤
➤
➤
➤
➤
➤
➤
➤
DRIVE
➤
➤
➤ ➤
EX ➤
1-2 SIGNAL
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
CONV CLUTCH SHIFT
➤
➤
➤
➤
➤
TCC SIGNAL
➤
➤
➤
➤ ➤
LO
➤
REAR BAND APPLY
D321 ➤
➤
ACTUATOR FEED
➤
➤
REVERSE ➤
DRIVE
➤
20d
43d
➤
CASE (7)
➤ ➤
➤
➤
➤ ➤
➤
COOLER
➤
2ND CLUTCH
22
20
1-2 SOL
➤
D321
ACTUATOR FEED
#4
23 18
24a
➤
➤
➤
➤ 24b ➤
19
1-2 SIGNAL
➤
➤
➤
➤
22b 17 24c 23
➤
➤
➤
23a
CONTROL VALVE BODY (44) GASKET (45)
#1
➤
36b ➤ ➤
➤
18b
43c
2-3 DRIVE
➤
➤
2-3 SIGNAL ACTUATOR FEED
➤
1
➤
➤
ON
ACTUATOR FEED
REV ACTR FD
➤
LO
➤
➤
➤
EX N.O.
➤
➤
REVERSE ➤
➤
Figure 88
➤
2-3 SOL
➤
1
➤
OVERRUN CLUTCH LINE
16 22a
➤
➤
#9
43g
➤
➤
➤
➤
➤
RELEASE
➤
➤
➤
2
45a
➤
➤ ➤
➤
D
EX
45 ➤
46a
43f
2-3 SIGNAL PRND4
➤ 4TH CLUTCH FEED 2-3 DRIVE 3RD CLUTCH FEED 2-3 SIGNAL
➤
➤
PRESSURE TAP (24)
EX
LOW & REVERSE BAND SERVO (61–74)
36a
➤
➤ ➤
➤
92
FILTER ASSEMBLY (31)
OIL PAN (28)
➤
➤
➤
#11
1-2 SHIFT VALVE
➤
➤
RND
EX
43h
PRND43
➤
PRESSURES INTAKE & DECREASE (SUCTION) CONVERTER & LUBE MAINLINE SOLENOID SIGNAL "ON" SOLENOID SIGNAL "OFF" ACCUMULATOR ACTUATOR FEED TORQUE SIGNAL
➤ORIFICED
➤
1-2 SIGNAL
FBA ORIFICED EX
➤ 42b
14
15
3RD CL FD 3RD/REV REV
EX
MANUAL VALVE
P
LINE
➤
➤
2-3 SHIFT VALVE
FILTER (302)
➤
2d
➤
➤ ➤
13
➤
4TH CL FD ➤
➤
➤
➤
EX ➤
➤
➤
➤
➤
20e ➤
ACTR FD
➤
➤
PUMP COVER (206)
PRN
MANUAL 2-1 BAND SERVO (55–60)
#2
2ND ACCUM
➤
PRESSURE CONTROL SOLENOID VALVE (320)
2b
20f
➤ ORIF
➤
14b
OVERRUN CLUTCH DRIVE
➤
➤
REVERSE
REGULATED APPLY ➤ ORIFICED REG APPLY TORQUE SIGNAL
➤
➤
➤
12
➤
REGULATED APPLY
➤
➤
3RD CL
➤
14a
11
➤
➤
➤
➤
#3
➤
➤
SIGNAL
2c
➤
➤
➤
➤
➤ TCC
4
➤
➤
➤
➤
TCC REG
OFF
2
LINE
➤
➤
➤
10
➤
LINE
➤
3
LINE
➤
TCC (PWM) SOLENOID VALVE EX (323)
➤3a
3b
EX ORIFICED EX
➤
➤
➤
➤
➤
➤
➤
FILTERED 2-3 DRIVE
25a ➤
TORQUE SIGNAL
➤ ➤
46b 4
➤
➤
➤
REVERSE TORQUE SIG
➤
➤
EX
#8
3-4 SHIFT
SIGNAL ➤
EX
➤
➤
➤
➤
PUMP BODY (203)
➤
➤ TCC
➤
45b 45
➤
#10
➤
➤
➤
30a
➤
SIGNAL ➤
➤
➤
LINE
➤
2a
➤
➤
➤
ACT FD LIMIT
➤
➤
➤
➤
➤TCC
APPLY
LINE ➤
➤ REG
5d
➤
➤
➤
APP/RET
EX
➤
6
➤
CONV FD
➤
➤
LO ORIFICED ACTUATOR FEED ACTUATOR FEED
5 5e
➤ ➤
➤
LINE
ACCUM
42a
➤
➤
SUCTION
27 6
➤
PUMP ASSEMBLY (4)
3RD ACCUM ➤ 4TH CLUTCH ➤
➤ ➤
LINE
➤
ORIFICE CUP PLUG (236)
26a
9
➤
CONVERTER FEED
COOLER ➤
➤
FRONT OIL COOLER PIPE CONNECTOR (8)
LINE
➤
➤
➤
➤
➤
OVERRUN CLUTCH
➤
AIR BLEED (210)
DRIVE ACCUMULATOR ➤ ORIFICED ACCUM ➤
26b
➤
#5
➤
➤
➤
R CONV FD
DRIVE
19
➤
➤
2-3 DRIVE
➤
FRONT BAND APPLY
EX
➤
ACCUMULATOR
➤
3RD ACCUMULATOR
4TH ACCUM TORQUE SIG
➤
19a ➤
➤
➤
➤
24
REL
➤
➤ ➤
➤
➤
➤
L ➤
AL E IGN AS URN CS LE TC RE /RET E BE Y PL RIV LU AP D ONT ➤ FR
8
37a
2-3 DRIVE
➤
➤
4TH ACCUMULATOR
➤
➤
➤
AB
E BL NA CE TC
➤
➤
➤
➤
EN
CE
LE
3RD/REVERSE
➤
ACCUMULATOR GASKET (47)
#6
➤
➤
4TH CLUTCH ➤
➤
7
➤
C
➤
FILTER (75)
➤
➤
ACCUM
➤ ➤
CENTER LUBE
➤
ACCUMULATOR HOUSING (51)
➤
IT ➤
TC TC
B NA
➤
CON V FD REG CON V FD
LIM
➤
➤
➤
➤
EX EX
NV
➤
➤ ➤
➤
CO
2-3 DRIVE ➤
➤
EX
EX
➤
➤
➤
ORIFICE CUP PLUG (237)
REVERSE
DRIVE
➤
➤
➤
➤
ORIFICE CUP PLUG (208)
➤
➤
➤
CENTER LUBE
➤
➤
➤
REAR OIL COOLER PIPE CONNECTOR (90)
DRIVE
➤
➤
➤
➤
COOLER
➤
➤
➤
LER COO
FRONT LUBE
➤
E LUB TER CEN
➤ ➤
➤
➤
DRIVE
➤
➤
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 Shift Solenoid Valve (313) – Stuck On – Pinched wire to ground
• 3-4 Shift Valve (308) – Stuck in upshift position SLOW/SOFT DOWNSHIFT
• #10 Ball Check Valve – Stuck in seated position TCC STUCK ON
• TCC PWM Solenoid Valve (323) – Stuck On – Pinched wire to ground
• Regulated Apply Valve (324) – Stuck
SOLENOID 1-2
2-3
OFF ON
FOURTH OVERRUN CLUTCH CLUTCH
OVERDRIVE MANUAL INTER. ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH BAND CLUTCH HOLDING
APPLIED APPLIED
LOW INTER. ROLLER CLUTCH CLUTCH
LOW & REV BAND
OVERRUN APPLIED HOLDING
92A
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 38 39 40 41 42 43 44 45 46 47 48 49 50
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 4TH ACCUMULATOR D321 OVERRUN CLUTCH D21 LO REVERSE RBA (REAR BAND APPLY) EXHAUST ORIFICED EXHAUST VOID VENT FRONT LUBE REAR LUBE
COMPONENTS ( ) (8) (9) (24) (39) (54) (75) (90) (208) (210) (236) (237) (239) (302) (305) (317)
92B
CONNECTOR, FRONT OIL COOLER PIPE PIPE, VENT PLUG, OIL TEST HOLE (HEX HD 1/8 PIPE) PIPE, LUBE BALL, .25 DIAMETER (BALL CHECK VALVES #1,3,4,5,6,8,9,10) SCREEN, PWM SOLENOID CONNECTOR, REAR OIL COOLER PIPE PLUG, (.043) ORIFICE CUP PLUG, (.016) ORIFICE CUP PLUG, (.062) ORIFICE CUP PLUG, (.031) ORIFICE CUP SHIELD, VENT SCREEN FILTER, PRESSURE CONTROL SOLENOID FEED BALL, .375 DIAMETER (BALL CHECK VALVES #7,11) FILTER, SHIFT SOLENOID FEED
OVERDRIVE RANGE – 4-3 DOWNSHIFT
#8
17
14
37
37
34
8
26f/32
➤
37f
14d
➤
➤
➤
37
21
25
45
43h
45
47 20
28a
34a
4
3 2
34 41
➤
38a
47
➤
5
31
46
5 19
33
22
5
47
43
43
2
20
18
43 5
43
16
(302) 43
41
17
➤
21 22
23
39
26i/28
50
➤
21
19
45
22
➤
14
22
42
19
26h
32a
43 23
45
18 36
39
26j/28
14c
17 18
47
47
40
47
17a
31
2 47
43f
9
26g
24
36
30
47
35a
16
34c
#11 5
37 14
43 35
34
21
46
45
47
42
43 19
20
(39) 47
42 41
➤
➤
31d
40
6
5 2
45
25
➤
46a/45
36
16
47
47
47
47
38
42
43g
14
26
34
2
45
47
47
➤
➤ ➤
➤
CASE (7) (Control Valve Body Side)
13
2
(90)
44
42
SPACER PLATE (46)
2
41 39
41
14
5
14
20 22
43
43
43
43
37
2
2
18
33
3 3
25
43 20
20
34
45
4
35 34
43
5
25
26
43
26
28
34
14
26
47
38
32
GASKET (47) (Accumulator Housing to Spacer Plate)
Figure 89
GASKET (48) (Case to Spacer Plate)
FOLDOUT ➤ 93
43
47
28
34
28
14
26 38
17 37
14
37
14
34 46 26
27
32
35 43
31
38 32
31
24
45 34
30 17
NOTE: 24
40
26
19
33
31
37
6
22
46
31 23
36
36 37
45
18
34
3
26
26
18
37 2
24
31
21
19
2
20
43
42
39
40
20 43
22
43
19 19
19
5
43
22
5
24
33
39
42
45 40
26
14
23
5
30
45
31 23 31
37
37
45
18 36
36
42
5
20
42
39
39
37
20
14
5
2
43 19
19
41
20
5
5 22
41
16
16 2
20
#7
42
41
39 42
39
16 20
CONTROL VALVE BODY (44) (Case Side)
44
42
26
➤
➤
ACCUMULATOR HOUSING (51)
(317)
18
47
➤
47
➤
12
26d/38
26a/27
28
23a 23/24c 24a
47
19c 24/19d
47
44
47
)8 (
➤
33c
15
➤
45 47
6
➤
46b/45
31c 23/24b 17 18
37e 34b 26e/32
➤
28
45
47
24
➤
26
31b
31a
14
20 22
➤
17
32
19 26
30
20d/22
26
47
➤
#6
26c/38
42
➤
34
26b
12
36b
45a
40a
30a
4
45b
➤
#9
19 ➤
43e 20c/21
19b
18b
37d
37c
5e/6
34
27
28
47
47
37
47
20b
13
42b
1
43
31
45
5d
25a
➤
20a
43d
➤
5
➤
➤
10
14
➤
➤
42a
44
22b
43c
39c
39b/40 18a 33a/34 37b 3b/4 11 ➤ 3 33b/34 36a
2c
35
24
17
➤
37a/19
3a
#5 26
24
31
34
40 30
➤
2a
23
40
7
➤
37
23
5b
➤
33 36
➤
50
47
47
43b
39a/40
➤
➤
44
33
5
➤25
19
5c
39e
22a
43a
26 47
47
19a
(39)
45
18
37 40
12
14b
20
43 42
5a
32
14
16b/41
2b
20e
20f
2
20
22
3
(75)
30
14a 43
47
47
38
39d
➤
5
42
3
1
14
43
19
2
➤
3
47 42d
#4
5
2
2
23
➤
➤
2
3
CASE (7) (Pump Cover Side)
➤
16
39
37
19
40
➤
16a 42
41
39
➤
2
42c
43
19➤
30
41a
43 43
2
44a
#3
41
22
5
2
43
2d
44
2
20
14
40
➤
42
2
16
14
14
14
19 43
3
(24)
39
47
3
PUMP COVER (206) (Case Side)
➤
47
40
➤
1
1
➤
PUMP COVER (206) (Pump Body Side)
➤
#1
14
43
19
30 30
➤
PUMP BODY (203) (Pump Cover Side)
#10
➤
40
2
(90)
49
;
14
3
13
➤
30
;
➤
29
19
47 43
3
2
➤
47
➤
43
45
47
14
45
2
13
1
43
➤
47
40
12
1
2
3
;
➤
➤
29
45
1
29
47
14
45
1
30
➤
47
19
➤
➤
30
2
11
12
12
➤
10
➤
➤
43
➤
3
24
49
1
7
➤
➤
11
1
2
➤
11
;; ;;; 47
➤
49
3
1
➤
12
12
49
29
(8) 45
2
8
8
45
2
45
48
➤
➤
7
2
2
10
48
➤
9
12
10
8
➤
9
2
2
8
45
➤
12
12
➤
1
;; ;;; ; ; ;;;;; ;
9
9
8
45 8
7 8
➤
2
(239)
(210)
7
48
48
(236)
48
➤
47
7
2
(237)
48
(9)
➤
48
47
➤
;;;; ;;;; ;;;; ;;
;;; ;;;;; ;; ;; ;;; ;;;;; ;; ;; ;; ;;;;; ; ;; ; ;; ;;;;; ; ;;;; ;;; ; (208)
➤
;;; ;;;;;; ;; ;;; ;; ;;;;;; ;;; ;; ; ;;; ;; ;; ;;;;;;;; ;;; ;; ;; ; ;; ;;;;;;;; ;;; ;;;; ;; ;;
(Torque Converter Clutch Released)
GASKET (45) (Spacer Plate to Control Valve Body)
-
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
;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;;
TORQUE CONVERTER (1)
OVERRUN CLUTCH ASSEMBLY (504–511)
4TH CLUTCH ASSEMBLY (523–533)
FORWARD CLUTCH ASSEMBLY (602–616)
DIRECT CLUTCH ASSEMBLY (616–623)
INTERMEDIATE CLUTCH ASSEMBLY & CENTER SUPPORT (629–640)
➤
➤
➤ 3RD/REV ➤
REVERSE
➤
➤
➤
➤
2ND CLUTCH
REAR BAND APPLY
➤
4TH CLUTCH FEED
2-3 DRIVE
RBA
PRND4
➤
➤
2ND CLUTCH
➤
FILT ACTR FD
ACTR FD ➤
DRIVE
RBA
➤
PRND4
REVERSE
DRIVE
➤
DRIVE
18a
GASKET (48) CASE (7)
➤
ACTUATOR FEED
44a
SPACER PLATE (46)
23
➤ ➤
➤ ➤
DRIVE
➤
PRND4
➤
LO
42c
42d
39e
19b
43a
39d
39b
39a
39c
40
40
40a
5a
➤
➤ ➤
TFP SWITCH
2ND CL
24 22
LO
PRND43
➤
LO ALL PRND43 SWITCHES N.O. PRND4
➤
DRIVE
REAR BAND APPLY
D321 ➤
➤
ACTUATOR FEED
➤
➤
REVERSE ➤
DRIVE
➤
REV ➤
PRND43
ACTR FD ➤
➤
REVERSE
19d 19c
REV
➤
➤ ➤
➤ ➤ ➤
➤
LINE
D321
ACTUATOR FEED
➤
➤ 28a
➤ ➤
1-2 SIGNAL ➤
➤
➤
➤
➤ ➤
➤
LO
REV
#7 RBA
➤
21 ➤
PRND43
➤
20b
➤
EX
LUBE REAR
➤
➤ ➤
2ND CL
➤
ACCUMULATOR
26j
26i
28
28
43e
➤
➤
➤ ➤
REV EX
REVERSE
ACTR FD
2-3 SIG D 21 DRIVE
LO
LINE ➤
PRND4 PRND43
PRND4
REVERSE
2ND CL
➤ ➤
➤ 26h
➤ 35a
26g
➤
REVERSE
3RD/REVERSE ➤
ACCUM
3RD CL
PRND4
➤
D21
EX
➤
➤
PRN
EX
➤
4TH CL FD 4TH CL
➤
2-3 SIGNAL
D 21
LINE ➤
PRND43
➤ 31b
➤
FBA 31d
31c
34c
➤33c
34b
34
➤
FRONT BAND APPLY ➤
➤
PRN
EX
17a
➤ ➤
33a
33b
37e
34
37d
PRN D 21 D 21 D 21 ➤
➤
TORQUE SIGNAL
➤
➤
EX EX ➤
➤
3RD CL FD
ACCUM
4TH CL 37b
37c
41a
16b
16a
41
32
31a ➤
26f
26e
➤
➤
➤
➤
EX ➤
FILTERED ACTR FD EX FILTERED ACTR FD ACTUATOR FD
DRIVE
FBA
4TH CL 3RD CL 37f
➤ ➤
➤
➤
34a ➤
➤
➤
14c
14d
38
38
➤
ACCUM
26c
26d
4TH CLUTCH
LO
DRIVE
FILTERED 2-3 DRIVE
➤
LINE ➤
TCC SIGNAL
PRESSURE REG
➤
➤
32
➤
ACCUMULATOR ➤
➤
ACTUATOR FEED
D321
➤
FRONT LUBE
➤
➤
➤
CENTER LUBE
DRIVE
OVERRUN CLUTCH
➤ ➤
➤
➤
CASE (7)
RELEASE
➤
➤
49 ➤
➤
➤
APPLY/RETURN
➤
CENTER LUBE
➤
➤ ➤
➤
➤
➤
➤
DRIVE
20a
➤
➤
➤
REVERSE
5c
➤
➤
➤
LO
➤
➤
➤
➤
➤
➤
➤
➤
20c
➤
1-2 SIGNAL
LO
➤
➤ ➤
EX ➤
21
➤
➤
BOOST
➤
➤
FILTERED ACTUATOR FEED DRIVE
➤
SUCTION
1-2 SIGNAL
➤
➤
➤
➤
➤
➤ ➤
➤
20
N.O. OFF
➤
➤
REV REV
43b
CONTROL VALVE BODY (44) GASKET (45)
#1
REV
5b
➤
➤
➤
➤
➤
➤
TCC SIGNAL
➤
➤
➤
REG CONV FD
20d
43d ➤
➤
➤
8
22
➤
➤ ➤
2ND CLUTCH
24a 19
1-2 SOL
➤
1
#4
23 18
➤
➤
➤
DRIVE
24b ➤
➤
➤
➤
➤
➤
➤
➤
➤
➤ ➤
➤ ➤
➤
➤
CONV CLUTCH SHIFT
➤
➤ ➤
➤
TCC SIGNAL
➤
➤
LUBE PIPE (39) ➤
➤
➤
CASE (7)
➤
➤
➤
➤
➤
COOLER
➤
➤
➤
➤
➤
➤ 22b 17 23
24c
43c
FILTER (317)
➤
ACTUATOR FEED
2-3 DRIVE
REV ACTR FD
➤
2-3 SIGNAL
23a ➤
➤
➤
➤
➤
1
➤
18b
➤
➤
➤
16 22a
➤
REVERSE ➤
➤
Figure 90
EX ➤
➤
ACTUATOR FEED
➤
2
➤
OVERRUN CLUTCH LINE
➤
➤
#9
43g
36b
N.O. OFF
➤
➤
PRESSURE TAP (24)
➤
➤
D
EX
45
45a
➤
2-3 SOL
➤
LOW & REVERSE BAND SERVO (61–74)
43f
2-3 SIGNAL PRND4
➤
94
FILTER ASSEMBLY (31)
OIL PAN (28)
➤
➤ ➤
➤
RND
LO
42b
EX
➤ ➤
1-2 SHIFT VALVE
MANUAL VALVE
P
LINE
➤
➤
46a
43h
1-2 SIGNAL
FBA ➤ ORIFICED EX
➤
➤
EX
FILTER (302)
➤
2d
➤
➤
➤
➤
➤
20e ➤
➤
14
ORIFICED EX
PRND43
2-3 SHIFT VALVE
➤
➤
OVERRUN CLUTCH
➤
➤
4TH CLUTCH FEED 2-3 DRIVE ➤ 3RD CLUTCH FEED ➤ 2-3 SIGNAL
➤
➤
REGULATED APPLY
PUMP COVER (206)
➤
13
36a
#11
➤
➤
#2
2ND ACCUM
15
➤
2b
➤
TORQUE SIGNAL
PRESSURE CONTROL SOLENOID VALVE (320)
➤
14b
20f
➤ ➤
➤
➤
➤
14a
TCC SIGNAL REVERSE
➤
ACTR FD
TCC REG
OFF
REGULATED APPLY ORIFICED REG APPLY
2
LINE
PRN
3RD CL FD ➤ 3RD/REV ➤ REV
➤
2c
➤
➤
4
3-4 SHIFT
➤
➤
➤
TCC (PWM) SOLENOID VALVE EX (323)
➤
4TH CL FD ➤
➤
FILTERED 2-3 DRIVE
EX ➤ ORIFICED EX
➤
➤
➤
➤
➤
➤
➤
➤
ORIF EX
➤
➤
LINE
➤
➤
TCC SIGNAL
3 ➤
3RD CL
➤
PRESSURES INTAKE & DECREASE (SUCTION) CONVERTER & LUBE MAINLINE SOLENOID SIGNAL "ON" SOLENOID SIGNAL "OFF" ACCUMULATOR ACTUATOR FEED TORQUE SIGNAL
➤
➤
➤
➤
➤
➤
3a
3b
➤
➤
46b ➤
45
EX
➤
MANUAL 2-1 BAND SERVO (55–60)
➤
➤
12
➤
➤
➤
45b
EX ➤
➤
➤
30a
EX
➤
DRIVE
LINE
➤
11
➤
ACT FD LIMIT 2a
#3
➤
5d
25a ➤
TORQUE SIGNAL LINE
➤
➤
6
4
TORQUE SIG
➤
➤
2-3 DRIVE ➤
➤
➤
REVERSE
LO ORIFICED ACTUATOR FEED ACTUATOR FEED
5
➤
10
➤
➤
PUMP BODY (203)
TCC SIGNAL
➤
ACCUM
➤
➤
REG APPLY
➤
➤
➤
LINE
27
42a
➤
#8
➤
APP/RET
3RD ACCUM 4TH CLUTCH
➤
➤
➤
COOLER ➤
9
6
5e
#10
➤
➤
CONV FD
➤
➤
➤
➤
LINE
26a
➤
SUCTION
26b
➤
➤
➤
ORIFICE CUP PLUG (236)
➤
➤
PUMP ASSEMBLY (4)
➤
FRONT OIL COOLER PIPE CONNECTOR (8)
LINE
➤
➤
CONVERTER FEED
LINE
DRIVE ACCUMULATOR ➤ ORIFICED ACCUM
19a ➤
➤
➤
AIR BLEED (210)
19
#5
➤
➤
➤
➤
R CONV FD
DRIVE
OVERRUN CLUTCH
➤
➤
FRONT BAND APPLY ➤
EX
3RD ACCUMULATOR
4TH ACCUM TORQUE SIG
➤ 7
➤
➤
24
REL
➤
ACCUMULATOR
➤
➤
L ➤
AL E IGN AS URN CS LE TC RE /RET E BE Y PL RIV LU AP D ONT ➤ FR
4TH ACCUMULATOR
8
37a
➤
➤
➤
➤
➤
AB
➤
2-3 DRIVE
ACCUMULATOR GASKET (47)
#6
➤
➤
3RD/REVERSE
➤
➤
➤
EN
E
BL
NA
CE
TC ➤
➤
FILTER (75)
➤
C CE TC
E BL NA
V FD
➤
CENTER LUBE
➤
ACCUMULATOR HOUSING (51)
➤
➤
TC
EX
CON
V FD
➤
ACCUM
➤
➤
REG
EX
CON
➤
➤
➤
➤
4TH CLUTCH
➤
IMIT
2-3 DRIVE
➤
CO NV L
➤
➤
➤
EX
EX
➤
➤
➤
ORIFICE CUP PLUG (237)
REVERSE
DRIVE
➤
➤
➤
➤
ORIFICE CUP PLUG (208)
➤
➤
➤
CENTER LUBE
➤
➤
➤
REAR OIL COOLER PIPE CONNECTOR (90)
DRIVE
➤
➤
RELEASE
➤
➤
COOLER
➤
➤
➤
➤
LER COO
FRONT LUBE
➤
E LUB TER CEN
➤ ➤
➤
➤
DRIVE
➤
➤
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 Shift Solenoid Valve (311) – Stuck On – Pinched wire to ground
• 2-3 Shift Valve (312) – Stuck in upshift position SLOW/SOFT DOWNSHIFT
• #8 Ball Check Valve – Stuck in seated position
SOLENOID 1-2
2-3
OFF OFF
FOURTH OVERRUN CLUTCH CLUTCH
OVERDRIVE MANUAL INTER. ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH BAND CLUTCH HOLDING
APPLIED
LOW INTER. ROLLER CLUTCH CLUTCH
LOW & REV BAND
HOLDING APPLIED HOLDING
94A
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 38 39 40 41 42 43 44 45 46 47 48 49 50
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 4TH ACCUMULATOR D321 OVERRUN CLUTCH D21 LO REVERSE RBA (REAR BAND APPLY) EXHAUST ORIFICED EXHAUST VOID VENT FRONT LUBE REAR LUBE
COMPONENTS ( ) (8) (9) (24) (39) (54) (75) (90) (208) (210) (236) (237) (239) (302) (305) (317)
94B
CONNECTOR, FRONT OIL COOLER PIPE PIPE, VENT PLUG, OIL TEST HOLE (HEX HD 1/8 PIPE) PIPE, LUBE BALL, .25 DIAMETER (BALL CHECK VALVES #1,3,4,5,6,8,9,10) SCREEN, PWM SOLENOID CONNECTOR, REAR OIL COOLER PIPE PLUG, (.043) ORIFICE CUP PLUG, (.016) ORIFICE CUP PLUG, (.062) ORIFICE CUP PLUG, (.031) ORIFICE CUP SHIELD, VENT SCREEN FILTER, PRESSURE CONTROL SOLENOID FEED BALL, .375 DIAMETER (BALL CHECK VALVES #7,11) FILTER, SHIFT SOLENOID FEED
OVERDRIVE RANGE – 3-2 DOWNSHIFT
3
#8
17
37
37
8
26f/32
➤
37f
14d
➤
➤
➤
➤
25
35a
45
43h
34 41
45
47
➤
38a
47
➤
36
39
5
31
46
5 19
33
22
5
47
43
43
2
20
18
43 5
43
16
(302) 43
41
17
➤
21 22
23
39
26i/28
50
➤
21
19
45
22
➤
14
22
42
19
26h
32a
43 23
45
18
18 47
47
40
28a
34a
4
3 2
2 47
43f
47
17a
31 17
42
43 19
20
(39) 47
42 41
➤
➤
30
47
20 26g
24
36
26j/28
14c
34
14
16
34c
#11 5
37
21
35
34
21
46
45
37
9
14
26
➤
➤
47
45
47
47
2 44
➤
➤ ➤
ACCUMULATOR HOUSING (51)
CASE (7) (Control Valve Body Side)
13
2
(90)
44
42
SPACER PLATE (46)
2
41 39
41
14
5
14
20 22
43
43
43
43
37
2
2
18
33
3 3
25
43 20
20
34
45
4
35 34
43
5
25
26
43
26
28
34
14
26
47
38
32
GASKET (47) (Accumulator Housing to Spacer Plate)
Figure 91
GASKET (48) (Case to Spacer Plate)
FOLDOUT ➤ 95
43
47
28
34
28
14
26 38
17 37
14
37
14
34 46 26
27
32
35 43
31
38 32
31
24
45 34
30 17
NOTE: 24
40
26
19
33
31
37
6
22
46
31 23
36
36 37
45
18
34
3
26
26
18
37 2
24
31
21
19
2
20
43
42
39
40
20 43
22
43
19 19
19
5
43
22
5
24
33
39
42
45 40
26
14
23
5
30
45
31 23 31
37
37
45
18 36
36
42
5
20
42
39
39
37
20
14
5
2
43 19
19
41
20
5
5 22
41
16
16 2
20
#7
42
41
39 42
39
16 20
CONTROL VALVE BODY (44) (Case Side)
44
42
26
➤
➤
(317)
18
47
➤
47
➤
47
12
26d/38
26a/27
28
31d
40
6
5 2
45
25
➤
46a/45
36
16
47
47 43
38
42
43g
34 45
)8 (
➤
➤
14
6
23a 23/24c 24a
15
34b 26e/32
➤
28
45
47
24
➤
➤
26
26c/38
33c
47
19c 24/19d
47
47
47
➤
34
26b
➤
46b/45
31c 23/24b 17 18
45a
40a
30a
31b
31a
14
20 22
➤
47
32
19 26
30
20d/22
17
➤
#9
12
36b
37e
37c
5e/6
4
45b
➤
#6
18b
37d
43
31
45
5d
25a
44
24
➤
42
➤
5
➤
➤
10
19 ➤
26
47
➤
➤
42a
34
27
28
47
47
37
47
20b
43e 20c/21
19b
42b
1
39b/40 18a 33a/34 37b 3b/4 11 ➤ 3 33b/34 36a
2c
35
23
17
➤
37a/19
3a
#5 26
24
31
34
40 30
➤
2a
37
23
40
7
➤
14
20a
43d 13
39c
➤
33 36
➤
50
22b
43c 43b
39a/40
➤
➤
44
33
5
➤25
19
5b
22a
43a
47
47
19a
(39)
45
18
37 40
12
14b
20
43 42
5a
26 47
47
5c
39e
16b/41
2b
20e
20f
2
20
22
3
(75)
30
14a 43
32
14
#4 5
47
47
38
39d
42
41
39
5
42
3
1
14
43
19
2
➤
3
2
3
47 42d
➤
16
2
2
23
➤
➤
➤
16a
39
37
19
40
CASE (7) (Pump Cover Side)
41a
➤
2
42c
43
19➤
30
44a
#3
43 43
2
PUMP COVER (206) (Case Side)
41
22
5
2
43
2d
44
2
20
14
40
➤
42
2
16
14
14
14
19 43
3
(24)
39
47
3
➤
➤
47
➤
PUMP COVER (206) (Pump Body Side)
1
1
14
43
19
2
40 30
➤
#1
;
14
40
PUMP BODY (203) (Pump Cover Side)
#10
➤
30
30
29
19
47 43
3
2
;
13
(90)
49
➤
47
2
➤
43
3
45
47
14
➤
47
43
➤
45
➤
1
2
45
13
➤
29
40
12
1
29
47
14
1
;
➤
➤
➤
47
19
45
1
30
30
2
11
➤
➤
43
10
12
12
➤
➤
➤
3
➤
1
2
➤
11
24
49
1
7
➤
49
3
1
;; ;;; 47
➤
12
11
(8) 45
2
8
12
49
45
2
45
48
2
10
8
29
➤
➤
7
2
➤
9
12
10
8
48
➤
9
2
2
➤
1
8
45
➤
12
12
(239)
(210)
➤
9
9
8
45 8
7 8
➤
2
48
7
48
48
(236)
(9)
➤
47
7
2
;; ;;; ; ; ;;;;; ;
48
47
➤
;;;; ;;;; ;;;; ;;
;;; ;;;;; ;; ;; ;;; ;;;;; ;; ;; ;; ;;;;; ; ;; ; ;; ;;;;; ; ;;;; ;;; ;
48
(237)
➤
;;; ;;;;;; ;; ;;; ;; ;;;;;; ;;; ;; ; ;;; ;; ;; ;;;;;;;; ;;; ;; ;; ; ;; ;;;;;;;; ;;; ;;;; ;; ;;
(208)
GASKET (45) (Spacer Plate to Control Valve Body)
-
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)
;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;;
TORQUE CONVERTER (1)
OVERRUN CLUTCH ASSEMBLY (504–511)
4TH CLUTCH ASSEMBLY (523–533)
FORWARD CLUTCH ASSEMBLY (602–616)
DIRECT CLUTCH ASSEMBLY (616–623)
INTERMEDIATE CLUTCH ASSEMBLY & CENTER SUPPORT (629–640)
➤
REVERSE
3RD/REV ➤ ➤ ➤
42c
44a
GASKET (48) CASE (7)
LO
➤ ➤ ➤ ➤ ➤ ➤
RBA
➤ PRND4
DRIVE
➤
18a➤
SPACER PLATE (46)
23
2ND CLUTCH
➤ ➤
ACTR FD ➤
DRIVE ➤
➤
➤
➤
➤
REVERSE
➤
➤
➤
PRND4
RBA
PRND4 ➤ ➤
➤ ➤
FILT ACTR FD
➤
PRND43
ACTR FD ➤
LO DRIVE
DRIVE
➤
➤
2ND CLUTCH
➤
4TH CLUTCH FEED ➤
2-3 DRIVE ➤
➤
REV ➤
➤
REAR BAND APPLY
➤ 28a
➤ ➤
PRND4
➤
➤
ACCUMULATOR
26j
26i
28
28
➤
1-2 SIGNAL
➤
2ND CL
2ND CL
➤
REVERSE
ACCUM
35a
26h
PRND43
19c
TFP SWITCH
➤
22
➤
➤
DRIVE
42d
39e
19b
43a
39d
39c
➤
PRND43
➤ ➤
➤
LUBE
➤
LO ALL PRND43 SWITCHES N.O.
2ND CL
24
ACTUATOR FEED
40 ➤
40 ➤ 39a
5a
40a
39b
➤
DRIVE
26g
➤ ➤ ➤ ➤
REVERSE
LO
DRIVE
D321
LINE ➤
PRND4 PRND43
REAR
LO
➤
19d
➤
➤
REVERSE
17a
FBA 31d
31c
31b
34c
➤ 33c
3RD CL ➤
➤
REV EX
ACTR FD EX
D 21
PRN
EX
➤
REVERSE
➤ ➤
➤
LINE
➤ ➤
➤ ➤
➤ ➤ ➤
3RD/REVERSE
3RD CL FD ➤
33a
33b
➤ ➤
PRND4
D21
EX
➤
2-3 SIG
REVERSE
LINE ➤
34
4TH CL FD 4TH CL
➤
2-3 SIGNAL
D 21
FRONT BAND APPLY
➤
PRN
EX ➤ ➤ ➤
34
➤ 37d
➤
PRN D 21 D 21 D 21
➤
TORQUE SIGNAL
➤
➤
EX EX
37e
37b
37c
41a
➤
16b
16a
41
31a
32
32
➤
➤
EX ➤
➤ ➤
➤ ➤
➤
➤
➤
34b
4TH CL
ACCUM
26f
26e
➤
➤
FBA
➤
4TH CL 3RD CL 37f
➤
➤
➤
34a
➤
➤
14c
14d
➤
ACCUM
26c
38
38
ACTUATOR FEED
➤ ➤
➤
LO
➤
➤
26d
4TH CLUTCH ➤ ➤
➤
DRIVE
➤ ➤ ➤
FILTERED ACTR FD EX FILTERED ACTR FD ACTUATOR FD
➤
➤
DRIVE ➤
LINE
➤
➤
➤
➤
SIGNAL ➤
➤
PRESSURE REG
➤TCC
➤
REG CONV FD
FILTERED 2-3 DRIVE
➤
➤
➤
➤
ACCUMULATOR
➤ ➤
➤
➤
➤
➤
PRND4
➤
CENTER LUBE
➤
FRONT LUBE
➤
RELEASE
➤
➤
➤
➤
CENTER LUBE
DRIVE ➤ ➤ ➤
➤
➤
➤
➤
➤
49 ➤
LO
➤
➤
➤
CASE (7)
43e
➤
APPLY/RETURN
RELEASE
OVERRUN CLUTCH
➤
➤
➤
REV
➤
21 ➤
#7 RBA
➤
20b
➤
➤
➤
20a
➤
LUBE PIPE (39)
20c
5c
➤
➤
➤
➤
➤
➤
➤
➤
BOOST
21
➤
➤
➤
SUCTION
REV REV
43b
➤
➤
➤
➤
➤
➤
➤
➤
➤
REV
5b
➤
➤
➤
➤
➤
➤ ➤
➤
➤
SIGNAL
➤
➤
➤
➤TCC
➤
➤
➤
8
➤
➤
➤
➤
➤
➤
➤
➤
DRIVE
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
CONV CLUTCH SHIFT
➤
➤
➤
TCC SIGNAL
➤
➤
➤
➤
EX ➤
1-2 SIGNAL
➤
➤
CASE (7)
➤
➤
➤
➤ 20d
➤
➤
COOLER
➤
➤
22
43d
N.O. OFF
PRND43
➤
➤
➤
➤ ➤
➤
➤
➤
2ND CLUTCH
24a
20
FILTERED ACTUATOR FEED DRIVE
FILTER (317)
➤
➤
➤
#4
23 18
➤
➤
➤
REAR BAND APPLY
D321
➤
➤
ACTUATOR FEED
➤
➤
REVERSE ➤
➤
➤
Figure 92
24b
19
1-2 SIGNAL
➤
➤
REVERSE DRIVE
22b 17 23
24c
➤
➤
➤ ➤
23a
CONTROL VALVE BODY (44) GASKET (45)
D321
ACTUATOR FEED
➤
18b 36b ➤
➤ ➤
REV
➤
➤
➤ ➤
➤
1-2 SOL
➤
OVERRUN CLUTCH
➤
ACTUATOR FEED
➤
LINE
➤ ➤
22a
43c
➤
➤
#1
ON
2-3 SIGNAL
2-3 DRIVE
➤
➤
LO ➤
1
➤
EX
ACTUATOR FEED
REV ACTR FD
➤
➤
PRESSURE TAP (24)
➤
➤
N.O.
➤
➤
LO
➤
96
FILTER ASSEMBLY (31)
OIL PAN (28)
16
➤
2-3 SOL
➤
➤
#9
43g
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
PRESSURES INTAKE & DECREASE (SUCTION) CONVERTER & LUBE MAINLINE SOLENOID SIGNAL "ON" SOLENOID SIGNAL "OFF" ACCUMULATOR ACTUATOR FEED TORQUE SIGNAL
➤
➤
➤
➤
➤
➤
➤
➤
1
➤
➤
EX
45 ➤
45a
➤
➤ 42b
EX
LOW & REVERSE BAND SERVO (61–74)
43f
2-3 SIGNAL➤ ➤ PRND4
➤ ➤
➤
LINE
➤
2d
2
➤
36a
46a
➤
1-2 SHIFT VALVE
➤
➤
D
➤
20e ➤
RND
➤
43h
PRND43
➤ CLUTCH FEED ➤ 2-3 DRIVE 3RD CLUTCH FEED 2-3 SIGNAL
FBA ORIFICED EX
MANUAL VALVE ➤
EX
15
2-3 SHIFT VALVE
FILTER (302)
P
➤
➤ORIFICED
➤
1-2 SIGNAL
➤
➤
➤
➤
14
➤ ➤
➤
3RD CL FD 3RD/REV REV
EX
➤
➤
20f
13
➤
➤
➤
➤ 4TH
➤
➤
➤
4TH CL FD
#11
➤
#2
2ND ACCUM
➤
➤
OVERRUN CLUTCH
PUMP COVER (206)
PRESSURE CONTROL SOLENOID VALVE (320)
2b
➤ ➤
➤
➤
➤
REVERSE DRIVE
TORQUE SIGNAL
MANUAL 2-1 BAND SERVO (55–60)
➤
➤
➤
REGULATED APPLY
➤
➤
14b
LINE
ACTR FD
➤
14a
➤
EX ➤
➤
2c
REGULATED APPLY ➤ ORIFICED REG APPLY ➤
➤
➤
SIGNAL
➤
➤
➤
➤
➤
TORQUE SIGNAL ➤ TCC
➤
➤
➤ ORIF
➤
➤
LINE
4
PRN
➤
➤
➤
➤
3
2
TORQUE SIG LINE
➤
➤
➤
3RD CL
TCC REG
OFF
➤ ➤
➤
12
➤
➤3a
3b
➤
11
➤
TCC (PWM) SOLENOID VALVE EX (323)
25a ➤
➤
➤
FILTERED 2-3 DRIVE
➤
➤
➤
46b
EX ORIFICED EX
➤
#3
3-4 SHIFT
SIGNAL ➤
EX
4
➤
10
➤
➤
➤
EX
#8
➤
REVERSE
➤ ➤
➤ TCC
➤
45b 45
➤
➤
➤
➤
30a
➤
➤
➤
➤
PUMP BODY (203)
➤
➤
LINE
➤
2a
➤
➤
#10
➤
➤
ACT FD LIMIT
➤
SIGNAL ➤
➤
5d
➤
➤
➤
6
➤
➤
➤
➤
➤TCC
APPLY
LINE ➤
➤ REG
LO ORIFICED ACTUATOR FEED ACTUATOR FEED
5 5e
➤
➤
➤
APP/RET
EX
ACCUM
42a
➤
CONV FD
27 6
➤ ➤
➤
➤
➤
LINE
➤
SUCTION
➤
➤
3RD ACCUM ➤ 4TH CLUTCH ➤
➤
➤
LINE
➤
ORIFICE CUP PLUG (236)
26a
9
➤
CONVERTER FEED
PUMP ASSEMBLY (4)
COOLER ➤
➤
FRONT OIL COOLER PIPE CONNECTOR (8)
LINE
➤
26b
➤
#5
➤
➤
➤
➤ DRIVE ACCUMULATOR ➤ ORIFICED ACCUM
19a ➤
➤
➤
R CONV FD
OVERRUN CLUTCH
➤
➤
AIR BLEED (210)
➤
➤ ➤
4TH ACCUM TORQUE SIG
➤ 7 19
➤
➤
2-3 DRIVE
➤
FRONT BAND APPLY
EX
➤
ACCUMULATOR
➤
➤
E
BL
➤
24
REL
➤
➤
➤
➤
3RD ACCUMULATOR
4TH ACCUMULATOR
8
37a
2-3 DRIVE
ACCUMULATOR GASKET (47)
➤
AL E IGN AS URN CS LE TC RE /RET E BE Y PL RIV LU AP D ONT ➤ FR
➤
➤
➤
➤
➤
L ➤
DRIVE
4TH CLUTCH ➤
➤
➤
➤
➤
AB
NA
CE
TC
➤
➤
➤
➤
#6
➤
➤
➤
EN
N
FILTER (75)
➤
C
➤
➤
CENTER LUBE
➤
ACCUMULATOR HOUSING (51)
➤
➤
TC CE TC
LE AB
CON V FD CON V FD
➤
REG
EX EX
3RD/REVERSE
➤
➤
IMIT
➤
➤
ACCUM
➤
➤
➤
CO NV L
2-3 DRIVE ➤
➤ ➤
EX
EX
➤
➤
➤
ORIFICE CUP PLUG (237)
REVERSE
DRIVE
➤
➤
➤
➤
➤
ORIFICE CUP PLUG (208)
➤
➤
➤
CENTER LUBE
➤
➤
➤ ➤
REAR OIL COOLER PIPE CONNECTOR (90)
DRIVE
➤ ➤
➤
➤
➤
COOLER
➤
➤
➤
LER COO
FRONT LUBE
➤
E LUB TER CEN
➤ ➤
➤
➤
DRIVE
➤
➤
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
• Center Support (640) – Cracked – Leaking at the case
• Center Support Bolt (25) – Broken or loose – Oil hole is blocked
• Direct Clutch Piston (619) – Worn
• Direct Clutch Piston Seals (620,621 & 622) – Cracked or jammed
• Direct Clutch Ball Check Valve – Leaking
• 2-3 Shift Solenoid Valve (311) – – – –
Stuck Off Pinched Wire O-ring failed No voltage to the solenoid
• 2-3 Shift Valve (312) – Stuck
• Manual 2-1 Band Servo Piston (58) – Stuck On NO OVERRUN BRAKING
• Overrun Clutch Piston (505) – Cracked – Jammed
• Overrun Clutch Housing Ball Check Valve (537) – Leaking
• Orifice #1 – Plugged
• Overrun Clutch Plates – Worn
• Overrun Clutch Seals – Cut
SOLENOID 2-3
FOURTH OVERRUN CLUTCH CLUTCH
OFF ON
APPLIED
1-2
OVERDRIVE MANUAL INTER. ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH BAND CLUTCH HOLDING
APPLIED APPLIED
LOW INTER. ROLLER CLUTCH CLUTCH
LOW & REV BAND
OVERRUN APPLIED OVERRUN
NOTE: DESCRIPTIONS ABOVE EXPLAIN COMPONENT FUNCTION DURING ACCELERATION.
96A
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 38 39 40 41 42 43 44 45 46 47 48 49 50
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 4TH ACCUMULATOR D321 OVERRUN CLUTCH D21 LO REVERSE RBA (REAR BAND APPLY) EXHAUST ORIFICED EXHAUST VOID VENT FRONT LUBE REAR LUBE
COMPONENTS ( ) (8) (9) (24) (39) (54) (75) (90) (208) (210) (236) (237) (239) (302) (305) (317)
96B
CONNECTOR, FRONT OIL COOLER PIPE PIPE, VENT PLUG, OIL TEST HOLE (HEX HD 1/8 PIPE) PIPE, LUBE BALL, .25 DIAMETER (BALL CHECK VALVES #1,3,4,5,6,8,9,10) SCREEN, PWM SOLENOID CONNECTOR, REAR OIL COOLER PIPE PLUG, (.043) ORIFICE CUP PLUG, (.016) ORIFICE CUP PLUG, (.062) ORIFICE CUP PLUG, (.031) ORIFICE CUP SHIELD, VENT SCREEN FILTER, PRESSURE CONTROL SOLENOID FEED BALL, .375 DIAMETER (BALL CHECK VALVES #7,11) FILTER, SHIFT SOLENOID FEED
MANUAL THIRD – THIRD GEAR
(From Overdrive Range – Fourth Gear)
3
#8
37
34
26d/38
26a/27
28
8
26f/32
➤
37f
14d
➤
➤
➤
➤
➤
➤
➤
34c
45
43h
45
47 20
28a
34a
34 41
➤
38a
47
➤
5
31
46
5 19
33
22
5
47
43
43
2
20
18
43 5
43
16
(302) 43
41
17
➤
21 22
23
39
26i/28
50
➤
21
19
45
22
➤
14
22
42
19
26h
32a
36
39
26j/28
14c
43 23
45
18
18 47
47
40
47
17a
4
3 2
2 47
43f
9
26g
31 17
42
43 19
20
(39) 47
42 41
➤
➤
25
35a
16
24
36
30
47
➤
31d
#11 5
37
21
35
34
21
46
37 14
43g
46a/45
36 45
42
15
14
26
34
2
45
47
47
➤ ➤
2
(90)
44
42
SPACER PLATE (46)
2
41 39
41
14
5
14
20 22
43
43
43
43
37
2
2
18
33
3 3
25
43 20
20
34
45
4
35 34
43
5
25
26
43
26
28
34
14
26
47
38
32
GASKET (47) (Accumulator Housing to Spacer Plate)
Figure 93
GASKET (48) (Case to Spacer Plate)
FOLDOUT ➤ 97
43
47
28
34
28
14
26 38
17 37
14
37
14
34 46 26
27
32
35 43
31
38 32
31
24
45 34
30 17
NOTE: 24
40
26
19
33
31
37
6
22
46
31 23
36
36 37
45
18
34
3
26
26
18
37 2
24
31
21
19
2
20
43
42
39
40
20 43
22
43
19 19
19
5
43
22
5
24
33
39
42
45 40
26
14
23
5
30
45
31 23 31
37
37
45
18 36
36
42
5
20
42
39
39
37
20
14
5
2
43 19
19
41
20
5
5 22
41
16
16 2
20
#7
42
41
39 42
39
16 20
CONTROL VALVE BODY (44) (Case Side)
44
42
26
➤
➤
CASE (7) (Control Valve Body Side)
13
➤
➤
➤
ACCUMULATOR HOUSING (51)
(317)
18
47
➤
47
➤
12
37e 34b 26e/32
➤
28
23a 23/24c 24a
40
6
5 2
45
25
47 43
38 16
47
47
47
47
44
47
)8 (
➤
33c
47
19c 24/19d
47
➤
17
6
➤
46b/45
31c 23/24b 17 18
➤
45 47
24
➤
26c/38
31a
14
20 22
➤
17
32
19 26
30
20d/22
26
47
➤
34
26b
12
31b
45a
40a
30a
4
45b
36b
37d
37c
5e/6
42
➤
#9
26
37
18b
➤
#6
➤
34
27
19 ➤
43e 20c/21
19b
42b
1
43
31
45
5d
25a
44
24 34
➤
5
23
23
47 14
10
47
20b
28
47
47
37
➤
➤
42a
14
20a
43d 13
39c
39b/40 18a 33a/34 37b 3b/4 11 ➤ 3 33b/34 36a
2c
35
45 ➤
37a/19
37
➤
➤
➤
2a
3a
17
12
7
➤
24
31
#5 26
➤
50
22b
43c 43b
39a/40
47
47
5b
➤
33 36
40 30
44
33
5 ➤
40
19
5c
39e
22a
43a
26 47
47
19a
(39)
45
18
40 30
14b
20
43 42
5a
32
14
16b/41
2b
20e
20f
2
20
22
37 ➤25
➤
14a 43
47
47
38
39d
➤
5
3
(75)
1
14
43
19
2
#4
5
42
3
2
3
47 42d
➤
3
23
➤
16
2
2
40
CASE (7) (Pump Cover Side)
➤
➤
➤
16a 42
41
39
➤
2
30
41a
39
37
19
2
44a
42c
43
19➤
40
PUMP COVER (206) (Case Side)
#3
43 43
2
43
41
22
5
14
19 43
3
2d
44
2
20
14
3
➤
42
2
16
14
14
40
(24)
39
47
30 30
➤
➤
47
➤
PUMP COVER (206) (Pump Body Side)
1
1
(90)
➤
#1
14
43
19
2
13
1
;
14
40
PUMP BODY (203) (Pump Cover Side)
#10
➤
30
;
➤
29
19
47 43
3
2
2
13
49
➤
47
3
45
47
14
45
➤
43
43
➤
47
2
➤
45
40
12
➤
29
➤
1
29
47
14
1
;
➤
➤
➤
47
19
45
1
30
30
2
11
➤
➤
43
10
12
12
➤
➤
➤
3
➤
1
2
➤
11
24
49
1
7
➤
49
3
1
;; ;;; 47
➤
12
11
(8) 45
2
8
12
49
45
2
45
48
2
10
8
29
➤
➤
7
2
➤
9
12
10
8
48
➤
9
2
2
➤
1
8
45
➤
12
12
(239)
(210)
➤
9
9
8
45 8
7 8
➤
2
48
7
48
48
(236)
(9)
➤
47
7
2
;; ;;; ; ; ;;;;; ;
48
47
➤
;;;; ;;;; ;;;; ;;
;;; ;;;;; ;; ;; ;;; ;;;;; ;; ;; ;; ;;;;; ; ;; ; ;; ;;;;; ; ;;;; ;;; ;
48
(237)
➤
;;; ;;;;;; ;; ;;; ;; ;;;;;; ;;; ;; ; ;;; ;; ;; ;;;;;;;; ;;; ;; ;; ; ;; ;;;;;;;; ;;; ;;;; ;; ;;
(208)
GASKET (45) (Spacer Plate to Control Valve Body)
-
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)
TORQUE CONVERTER (1)
OVERRUN CLUTCH ASSEMBLY (504–511)
4TH CLUTCH ASSEMBLY (523–533)
FORWARD CLUTCH ASSEMBLY (602–616)
DIRECT CLUTCH ASSEMBLY (616–623)
INTERMEDIATE CLUTCH ASSEMBLY & CENTER SUPPORT (629–640)
➤
➤
➤ 3RD/REV ➤
REVERSE
➤
CENTER LUBE
➤
➤
➤
2-3 DRIVE
2ND CLUTCH
REAR BAND APPLY
➤
4TH CLUTCH FEED
RBA
PRND4
REV
➤
➤
2ND CLUTCH
ACTR FD
FILT ACTR FD
➤ ➤
DRIVE
➤
DRIVE RBA
PRND4
DRIVE
LO
PRND43
➤
PRND4
18a ➤
SPACER PLATE (46)
23
GASKET (48) CASE (7)
LO
DRIVE
➤
➤
➤
44a
42c
42d
39e
19b
43a
39d
39c
➤
➤ 28a
PRND43
ACTR FD ➤
➤
REVERSE
LUBE
19c
TFP SWITCH
➤
22
➤
➤ 39a
➤
2ND CL
➤
ACCUMULATOR
26j
26i
28
28
43e
1-2 SIGNAL ➤
➤
LO
LO ALL PRND43 SWITCHES N.O.
2ND CL
24
ACTUATOR FEED
40 ➤
40
40a
39b
➤
➤
5a
➤
➤ ➤
➤
➤
EX
D 21 ➤ LO
DRIVE
LINE ➤
PRND4 ➤ PRND43
➤
DRIVE
➤
➤
➤
➤ ➤
REV EX
ACTR FD
2-3 SIG
REVERSE
➤
DRIVE
➤
➤
➤
➤
➤ ➤
➤ ➤ ➤
2ND CL
➤
REVERSE
ACCUM ➤ ➤
➤ 26h
➤ 35a
26g
PRND43
➤
➤
3RD CL ➤
EX
D21
17a
➤ 31b
➤
PRND4
➤
PRN
EX REVERSE
PRND4
REAR
REV
#7 RBA
19d
➤
LINE
FBA 31d
31c
34c
➤33c
34b
34
➤ ➤
2-3 SIGNAL
D 21 ➤
LINE ➤
➤
➤ ➤
➤
REVERSE
3RD/REVERSE ➤
➤ ➤
➤
33a
4TH CL FD 4TH CL
➤
➤
FRONT BAND APPLY ➤
➤
PRN
EX ➤
➤
33b
37e
37d
PRN D 21 D 21 D 21 ➤
➤
TORQUE SIGNAL
➤
➤
EX EX
34
37b
37c
41a
16b
16a
41
32
31a ➤
26f
➤
➤
➤
➤
EX ➤
➤
➤
3RD CL FD
4TH CL
ACCUM
FBA
➤
4TH CL 3RD CL 37f
➤ ➤
➤
➤
34a ➤
➤
➤
14c
14d
38
38
26e
ACCUM
26c
26d
4TH CLUTCH
ACTUATOR FEED
FILTERED ACTR FD EX FILTERED ACTR FD ACTUATOR FD
DRIVE
32
➤
ACCUMULATOR ➤
LO
DRIVE
FILTERED 2-3 DRIVE
➤
LINE ➤
TCC SIGNAL
➤
LO
D321
➤
CENTER LUBE ➤
FRONT LUBE
➤
➤
➤ ➤
➤
➤
➤
21 ➤
REVERSE
DRIVE ➤ ➤
➤
➤ ➤
➤
➤
REG CONV FD
➤
CASE (7)
➤
➤
➤
➤
➤
49 ➤
➤
➤
➤
➤
➤
APPLY/RETURN
➤ ➤
➤
➤
➤
➤
➤
RELEASE
➤
➤
➤
➤
OVERRUN CLUTCH
➤
PRESSURE REG
➤
➤
BOOST
➤
➤
➤
➤
➤ ➤
➤
➤ ➤
➤
➤
➤
➤
➤
➤
➤
LUBE PIPE (39)
➤
➤
20b
➤
➤
➤
20a
➤
➤
➤
➤
➤
➤
SUCTION
➤
5c
➤ ➤
➤
➤
➤
➤
➤
➤
➤
1-2 SIGNAL
20c
➤
EX ➤
➤
TCC SIGNAL
➤
➤
8
➤ ➤
➤
➤
➤
➤
21
➤
DRIVE
REV REV
➤
➤
REV
43b
➤
CONV CLUTCH SHIFT
➤
➤
TCC SIGNAL
➤
➤
➤
1-2 SIGNAL ➤
➤
5b
CONTROL VALVE BODY (44) GASKET (45)
D321
ACTUATOR FEED
REAR BAND APPLY
D321
➤
➤
REVERSE
ACTUATOR FEED
➤
➤
REVERSE ➤
DRIVE
20d
43d ➤
CASE (7)
➤
22
20
N.O. OFF
➤
➤
2ND CLUTCH
24a
➤
FILTERED ACTUATOR FEED DRIVE
PRND43
➤
OVERRUN CLUTCH
#4
23 18
➤
19
1-2 SOL
➤
#1
➤
➤ ➤
➤
➤
➤
COOLER
➤ 24c 24b
➤
➤
➤ 22b 17 23
➤
➤
➤
➤ 23a
43c
➤
➤
➤
PRND4
1
➤
18b
EX ➤
➤
ACTUATOR FEED
FILTER (317)
➤
22a
REV ➤
➤
➤
➤
➤
➤
➤
➤
16 43f
2-3 SIGNAL
2-3 DRIVE
➤
➤
➤
LINE
➤
➤
Figure 94
➤
➤
LO
➤
PRESSURE TAP (24)
➤
➤
➤
#9
43g
36b
➤
98
OIL PAN (28)
➤
2-3 SIGNAL PRND4
ACTUATOR FEED
➤
➤
➤
LO
42b
➤
➤
1
➤
➤
➤
EX
45
45a 43h
➤ ➤
➤
LINE
➤
2d
2
➤
N.O. OFF
➤
REV ACTR FD
➤
➤
D
➤
➤
EX
2-3 SOL
➤
➤
RND
➤
20e ➤
➤
➤
46a
➤ ➤
MANUAL VALVE➤ ➤ P
➤
1-2 SIGNAL
FBA ➤ ORIFICED EX
LOW & REVERSE BAND SERVO (61–74)
15
4TH CLUTCH FEED 2-3 DRIVE ➤ 3RD CLUTCH FEED ➤ 2-3 SIGNAL
EX
14
ORIFICED EX
PRND43
1-2 SHIFT VALVE ➤
➤
PUMP COVER (206)
➤
3RD CL FD ➤ 3RD/REV ➤ REV
2-3 SHIFT VALVE ➤
FILTER (302) ➤
➤
OVERRUN CLUTCH 20f
➤
13
36a
#11
➤
#2
2ND ACCUM
➤
➤
➤ ➤
➤
➤
➤
➤
4TH CL FD ➤
➤
2b
➤
TORQUE SIGNAL
PRESSURE CONTROL SOLENOID VALVE (320)
➤
14b
REGULATED APPLY REVERSE
➤
ACTR FD
➤
14a 2
LINE
PRN
TCC REG
REGULATED APPLY ORIFICED REG APPLY
ORIF EX
➤
2c
TCC SIGNAL
FILTER ASSEMBLY (31)
➤
➤
➤
➤
➤
➤
LINE
4
EX ➤ ORIFICED EX
OFF
3 ➤
➤
3-4 SHIFT
➤
PRESSURES INTAKE & DECREASE (SUCTION) CONVERTER & LUBE MAINLINE SOLENOID SIGNAL "ON" SOLENOID SIGNAL "OFF" ACCUMULATOR ACTUATOR FEED TORQUE SIGNAL
➤
➤
➤
TCC (PWM) SOLENOID VALVE EX (323)
3a
3b
3RD CL
➤
FILTERED 2-3 DRIVE
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
MANUAL 2-1 BAND SERVO (55–60)
➤
TCC SIGNAL
➤
➤
➤
➤
46b ➤
45
EX
12
➤
➤
➤
#3
➤
EX ➤
➤
➤
➤
➤
45b
11
➤
30a
EX
➤
DRIVE
LINE
➤
2a
25a ➤
TORQUE SIGNAL
➤
ACT FD LIMIT
4
TORQUE SIG LINE
➤
➤
2-3 DRIVE ➤
➤
➤
REVERSE
➤
6 5d
➤
10
➤
➤
PUMP BODY (203)
TCC SIGNAL
LO ORIFICED ACTUATOR FEED ACTUATOR FEED
5
➤
➤
REG APPLY
➤
ACCUM
42a
➤
#8
➤
➤
LINE
3RD ACCUM 4TH CLUTCH
➤
➤
CONV FD
COOLER ➤ APP/RET
➤
➤
➤
➤
27
5e
#10
➤
LINE
9
6
➤
SUCTION
ORIFICE CUP PLUG (236)
26a
➤
➤
➤
➤
➤
➤
LINE
➤
PUMP ASSEMBLY (4)
➤
FRONT OIL COOLER PIPE CONNECTOR (8)
LINE
➤
26b
➤
➤
CONVERTER FEED
➤
➤
DRIVE ACCUMULATOR ➤ ORIFICED ACCUM
19a ➤
#5
➤
➤
➤
➤
R CONV FD
OVERRUN CLUTCH
AIR BLEED (210)
19
➤
➤
➤
➤
FRONT BAND APPLY ➤
EX
3RD ACCUMULATOR
4TH ACCUM TORQUE SIG
➤
➤
➤
24
REL
➤
ACCUMULATOR
➤ ➤
4TH ACCUMULATOR
7
➤
➤
ACCUMULATOR GASKET (47)
8
37a
DRIVE
2-3 DRIVE
➤
L ➤
AL E IGN AS URN CS LE TC RE /RET E BE Y PL RIV LU AP D ONT ➤ FR
3RD/REVERSE
➤
➤
➤
➤
AB
➤
➤
ACCUM
➤
#6
➤
➤
CENTER LUBE
➤
EN
E
BL
NA
CE
TC ➤
➤
FILTER (75)
➤
C CE TC
E BL NA
V FD
➤
➤
ACCUMULATOR HOUSING (51)
➤
➤
TC
EX
CON
V FD
➤
➤
REG
EX
CON
➤
➤
IMIT
2-3 DRIVE
➤
CO NV L
➤
➤
4TH CLUTCH
➤ ➤
EX
EX
➤
➤
➤
ORIFICE CUP PLUG (237)
REVERSE
DRIVE
➤
➤
➤
➤
ORIFICE CUP PLUG (208)
➤
➤
➤
CENTER LUBE
➤
➤
➤ ➤
REAR OIL COOLER PIPE CONNECTOR (90)
DRIVE
➤ ➤
➤
RELEASE
➤
➤
COOLER
➤
➤
➤
➤
LER COO
FRONT LUBE
➤
E LUB TER CEN
➤ ➤
➤
➤
DRIVE
➤
➤
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
• Center Support (640) – Cracked – Feed hole blocked
• Center Support Bolt (25) – Broken or loose – Oil hole is blocked
• Intermediate Clutch Piston (636) – Cracked or jammed
• Intermediate Clutch Piston Seals (637 & 638) – Worn NO OVERRUN BRAKING
• Overrun Clutch Piston (505) – Cracked – Jammed
• Overrun Clutch Housing Ball Check Valve (537) – Leaking
• Orifice #1 – Plugged
SOLENOID 2-3
FOURTH OVERRUN CLUTCH CLUTCH
OFF OFF
APPLIED
1-2
OVERDRIVE MANUAL INTER. ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH BAND CLUTCH HOLDING
APPLIED
LOW INTER. ROLLER CLUTCH CLUTCH
LOW & REV BAND
APPLIED HOLDING APPLIED OVERRUN
NOTE: DESCRIPTIONS ABOVE EXPLAIN COMPONENT FUNCTION DURING ACCELERATION.
98A
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 38 39 40 41 42 43 44 45 46 47 48 49 50
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 4TH ACCUMULATOR D321 OVERRUN CLUTCH D21 LO REVERSE RBA (REAR BAND APPLY) EXHAUST ORIFICED EXHAUST VOID VENT FRONT LUBE REAR LUBE
COMPONENTS ( ) (8) (9) (24) (39) (54) (75) (90) (208) (210) (236) (237) (239) (302) (305) (317)
98B
CONNECTOR, FRONT OIL COOLER PIPE PIPE, VENT PLUG, OIL TEST HOLE (HEX HD 1/8 PIPE) PIPE, LUBE BALL, .25 DIAMETER (BALL CHECK VALVES #1,3,4,5,6,8,9,10) SCREEN, PWM SOLENOID CONNECTOR, REAR OIL COOLER PIPE PLUG, (.043) ORIFICE CUP PLUG, (.016) ORIFICE CUP PLUG, (.062) ORIFICE CUP PLUG, (.031) ORIFICE CUP SHIELD, VENT SCREEN FILTER, PRESSURE CONTROL SOLENOID FEED BALL, .375 DIAMETER (BALL CHECK VALVES #7,11) FILTER, SHIFT SOLENOID FEED
MANUAL SECOND – SECOND GEAR
#8
➤
➤
➤
➤ ➤
43h
45
47
➤
38a
47
➤
34 41
43
36
39
5
23
45
18
31
46
5 19
33
22
5
47
43
43
2
20
18
43 5
43
16
(302) 43
41
17
➤
21 22
23
39
26i/28
50
➤
21
19
45
22
➤
14
22
42
19
26h
32a
17 18
47
47
40
28a
34a
4
3 2
2 47
43f
47
17a
31
26j/28
14c
34
25
35a
45
20 26g
24
36
30
47
9
14
26
14
16
34c
#11 5
37
21
35
34
21
46
37
➤
31d
36 45
42
43g
46a/45
40
6
5 2
45
25
47 43
38 16
47
47
47
47
42
43 19
20
(39) 47
42 41
➤
➤
23a 23/24c 24a
47
19c 24/19d
47
➤
➤
14d
33c
15
34b
26f/32 37f
➤
46b/45
17
47
45
47
47 ➤
8
31a
14
26
30
20d/22
26
32
19
➤
26d/38
26a/27
28
42
20 22
➤
31c 23/24b 17 18
45a
26e/32
➤
19 ➤
➤
➤
47
2 44
➤
➤ ➤
ACCUMULATOR HOUSING (51)
CASE (7) (Control Valve Body Side)
13
2
(90)
44
42
SPACER PLATE (46)
2
41 39
41
14
5
14
20 22
43
43
43
43
37
2
2
18
33
3 3
25
43 20
20
34
45
4
35 34
43
5
25
26
43
26
28
34
14
26
47
38
32
GASKET (47) (Accumulator Housing to Spacer Plate)
Figure 95
GASKET (48) (Case to Spacer Plate)
FOLDOUT ➤ 99
43
47
28
34
28
14
26 38
17 37
14
37
14
34 46 26
27
32
35 43
31
38 32
31
24
45 34
30 17
NOTE: 24
40
26
19
33
31
37
6
22
46
31 23
36
36 37
45
18
34
3
26
26
18
37 2
24
31
21
19
2
20
43
42
39
40
20 43
22
43
19 19
19
5
43
22
5
24
33
39
42
45 40
26
14
23
5
30
45
31 23 31
37
37
45
18 36
36
42
5
20
42
39
39
37
20
14
5
2
43 19
19
41
20
5
5 22
41
16
16 2
20
#7
42
41
39 42
39
16 20
CONTROL VALVE BODY (44) (Case Side)
44
42
26
➤
➤
(317)
18
47
➤
47
➤
47
12
➤
31b
34 45
)8 (
➤ ➤
17
6
26c/38
12
➤
24
26b
4
45b
36b
37e
37c
5e/6
34
27
28
47
47
37
47
20b
43e 20c/21
19b
18b
37d
40a
30a
➤
➤
37
➤
#9 34
26
5d
25a
44
➤
14
20a
43d 13
42b
1
43
31
45
#6
37
10 5
24 34
22b
43c
39c
39b/40 18a 33a/34 37b 3b/4 11 ➤ 3 33b/34 36a
2c
3a 23
23
47 14
37a/19
42a
45 ➤
➤
2a
35
28
➤
7
➤
24
31
#5 26
➤
50
37
40 30
44
33
5 ➤
40
19
5b
43b
39a/40
47
47
19a
(39)
45
33 36
17
12
14b
20
26 47
47
5c
39e
22a
43a
32
➤
➤
42
5a
47
47
38 14
16b/41
2b
20e
20f
2
20
43
18
40 30
14a 43
22
37 ➤25
➤
1
14
43
19
2
#4 5
3
(75)
2
3
47 42d
39d
42
41
39
5
42
3
40
CASE (7) (Pump Cover Side)
23
➤
3
30
➤
16
2
2
2
➤
➤
➤
16a
39
37
19
40
41a
➤
2
42c
43
19➤
14
19 43
44a
#3
43 43
2
43
41
22
5
3
3
2d
44
2
20
14
40
➤
42
2
16
14
14
30 30
(24)
39
47
1
PUMP COVER (206) (Case Side)
➤
47
(90)
➤
1
1
➤
PUMP COVER (206) (Pump Body Side)
➤
#1
14
43
19
2
13
➤
PUMP BODY (203) (Pump Cover Side)
#10
➤
40
;
➤
49
;
14
3
13
➤
30
12
29
19
47 43
3
2
➤
47
➤
43
2
45
47
14
➤
47
1
43
3
➤
40
2
45
;
➤
➤
29
45
1
29
47
14
45
1
30
➤
47
19
➤
➤
30
2
11
12
12
➤
10
➤
➤
43
➤
3
24
49
1
7
➤
➤
11
1
2
➤
11
;; ;;; 47
➤
49
3
1
➤
12
12
49
29
(8) 45
2
8
8
45
2
45
48
➤
➤
7
2
2
10
48
➤
9
12
10
8
➤
9
2
2
8
45
➤
12
12
➤
1
;; ;;; ; ; ;;;;; ;
9
9
8
45 8
7 8
➤
2
(239)
(210)
7
48
48
(236)
48
➤
47
7
2
(237)
48
(9)
➤
48
47
➤
;;;; ;;;; ;;;; ;;
;;; ;;;;; ;; ;; ;;; ;;;;; ;; ;; ;; ;;;;; ; ;; ; ;; ;;;;; ; ;;;; ;;; ; (208)
➤
;;; ;;;;;; ;; ;;; ;; ;;;;;; ;;; ;; ; ;;; ;; ;; ;;;;;;;; ;;; ;; ;; ; ;; ;;;;;;;; ;;; ;;;; ;; ;;
(From Manual Third – Third Gear)
GASKET (45) (Spacer Plate to Control Valve Body)
-
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)
;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;;
TORQUE CONVERTER (1)
OVERRUN CLUTCH ASSEMBLY (504–511)
4TH CLUTCH ASSEMBLY (523–533)
FORWARD CLUTCH ASSEMBLY (602–616)
DIRECT CLUTCH ASSEMBLY (616–623)
INTERMEDIATE CLUTCH ASSEMBLY & CENTER SUPPORT (629–640)
➤
➤
REVERSE
➤
2ND CL ➤
2ND CL
➤
REAR BAND APPLY
2ND CLUTCH
➤
➤
➤
4TH CLUTCH FEED
2-3 DRIVE
PRND4
➤
RBA
➤
➤
➤
CLUTCH ➤ ➤
➤ 2ND
ACTR FD
PRND43
ACTR FD ➤
➤
➤ DRIVE
➤
RBA ➤
TFP SWITCH
➤
DRIVE PRND4
LO
PRND43
19c
GASKET (48) CASE (7)
ACTUATOR FEED
REAR BAND APPLY
➤
➤
➤
ACTUATOR FEED
SPACER PLATE (46)
23
DRIVE
18a ➤ CONTROL VALVE BODY (44) GASKET (45)
44a
42c
LO
➤
DRIVE
REVERSE ➤
➤
➤
➤ 42d
39e
19b
43a
39d
39c
2ND CL ➤
22
➤
➤
40
40 ➤ 39b
➤
➤
REVERSE
➤
➤ ➤
➤ 39a
24
➤
➤ 40a
FILT ACTR FD
➤ ➤
LO ➤
19d
➤
➤
5a
➤
ACCUMULATOR
26j
26i
28
28
43e
35a
28a
REVERSE
ACCUM ➤
PRND43 ➤
REV ➤ EX ➤
LUBE REAR
➤
DRIVE
➤
3RD CL
EX LO
D321
DRIVE
PRND4 PRND43
PRND4
26h
26g
17a
31b
FBA 31d
33c
31c
34c
34
REVERSE
ACTR FD
2-3 SIG D 21 ➤
PRN
EX REVERSE
1-2 SIGNAL
D21
EX
➤
PRND4
➤
2-3 SIGNAL
D 21 ➤
LINE ➤
➤
➤
FRONT BAND APPLY➤ ➤
PRN
EX
➤ ➤
REV
4TH CL FD 4TH CL
➤
➤ ➤
TORQUE SIGNAL
➤
➤
EX EX
EX ➤ ➤
FILTERED ACTR FD EX FILTERED ACTR FD ACTUATOR FD
ACTUATOR FEED
➤
3RD/REVERSE
➤
3RD CL FD
33a
33b
37e
37d
34
37b
37c
41a
16b
PRN D 21 D 21 D 21 ➤
➤
➤
34b
4TH CL
➤
ACCUM
➤ FBA
41
32
16a
26f
➤
➤
➤ 31a
4TH CL 3RD CL ➤
➤
37f
34a
➤
➤
14c ➤
LO ➤ ➤
DRIVE
26e
ACCUM
26c
38
38
14d
4TH CLUTCH
26d
ACCUMULATOR
➤ ➤ ➤
2-3 DRIVE ➤ DRIVE
➤ FILTERED ➤
➤
LINE ➤
TCC SIGNAL
PRESSURE REG
32
➤
➤ ➤
➤ ➤
LO
LINE ➤
➤
CENTER LUBE
➤ ➤
➤ ➤
➤
3RD/REV
CENTER LUBE
DRIVE ➤ ➤
FRONT LUBE
➤
➤
➤
➤
APPLY/RETURN
RELEASE
➤
➤
➤
CASE (7)
➤
➤ ➤ ➤
➤
➤
➤
RELEASE
➤
➤
➤
➤
➤
➤ ➤
➤ ➤ ➤
➤
➤
➤
LINE
5c 20a
➤
➤
➤
OVERRUN CLUTCH
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤ ➤
➤
20c
➤
➤
REVERSE
21
➤
➤
➤
➤
➤
➤
20
➤
➤
➤
➤
➤
BOOST
REV REV
43c
➤
➤
➤
➤
➤
➤
➤
➤
REV
➤
➤
➤
SUCTION
➤
➤
➤
➤
➤
TCC SIGNAL
➤
➤
REG CONV FD
➤
➤
➤
49 ➤
➤
➤
8
➤
➤
➤
➤ ➤
➤
➤
➤
DRIVE
➤
➤
➤
➤
➤
➤
➤
➤ ➤
➤
COOLER
➤ ➤
➤
CONV CLUTCH SHIFT
➤
➤
TCC SIGNAL
➤
➤
CASE (7)
➤
➤
➤
➤
➤
➤
2ND CLUTCH
5b
20b
PRND4
D321
➤
➤
D321
ACTUATOR FEED
➤ ➤
REVERSE ➤
DRIVE
20d
43d
➤
LO ALL PRND43 SWITCHES N.O.
➤
➤
➤
➤
OVERRUN CLUTCH
#4
19
➤
➤
REVERSE ➤
➤
Figure 96
22
➤
REV
➤
DRIVE
➤
LINE
#1
➤
23
18
REV
➤
1
➤
24a
PRND4
➤
PRESSURE TAP (24)
➤
➤
➤
➤
100
FILTER ASSEMBLY (31)
OIL PAN (28)
24b
21
#7 RBA
➤
➤
➤
LO
➤ ➤
➤
LO
➤
PRESSURES INTAKE & DECREASE (SUCTION) CONVERTER & LUBE MAINLINE SOLENOID SIGNAL "ON" SOLENOID SIGNAL "OFF" ACCUMULATOR ACTUATOR FEED TORQUE SIGNAL
➤
➤
➤ 42b
ON
1-2 SIGNAL
PRND43
LUBE PIPE (39)
➤
➤
➤
1
➤
FILTER (317)
➤
LINE
➤
➤
➤
2d
2
➤
➤
D
22b 17 23
24c
➤
RND
➤
P
EX N.O.
FILTERED ACTUATOR FEED DRIVE
➤
➤
➤
20e ➤
➤
PUMP COVER (206)
20f
REV ACTR FD
MANUAL VALVE ➤ ➤
➤
OVERRUN CLUTCH
1-2 SIGNAL 1-2 SOL
➤
➤
➤
REVERSE
➤
REGULATED APPLY
➤
TCC SIGNAL
2-3 DRIVE
1-2 SHIFT VALVE
FILTER (302)
➤
23a
43b
➤
➤
ACTUATOR FEED
➤
2b
2-3 SIGNAL
ACTUATOR FEED
➤
LINE
PRESSURE CONTROL SOLENOID VALVE (320)
➤
14b
36b
➤
EX ➤
➤
➤
TORQUE SIGNAL
➤
➤
14a 2
➤
2c
➤
➤
FBA ORIFICED EX
22a 18b
➤
N.O. OFF
➤
LINE
➤
➤
➤
4
➤
2-3 SOL
➤
16 43f
2-3 SIGNAL PRND4
➤
4TH CLUTCH FEED ➤ ➤ 2-3 DRIVE 3RD CLUTCH FEED 2-3 SIGNAL
EX
➤
43g
➤
REGULATED APPLY ORIFICED REG APPLY
3 3b
➤
TCC REG OFF
➤
3a
1-2 SIGNAL
2-3 SHIFT VALVE
➤
#9
43h
PRND43
➤
➤
➤
TCC (PWM) SOLENOID VALVE EX (323)
➤
EX
45 15
45a
➤
25a
FILTERED 2-3 DRIVE
ACTR FD
46a
EX
#11
PRN
LOW & REVERSE BAND SERVO ➤ (61–74)
36a
3RD CL FD 3RD/REV REV
➤
4
EX
EX ORIFICED EX
46b
➤
ORIFICED EX
➤
EX
45b
14
4TH CL FD ORIF EX
3-4 SHIFT
TCC SIGNAL
2ND ACCUM
➤
➤
LINE
➤
2a
13
➤
➤
ACT FD LIMIT
MANUAL 2-1 BAND SERVO (55–60)
➤
➤
➤
➤
6 5d
EX
➤
DRIVE
LO ➤ ORIFICED ACTUATOR FEED ACTUATOR FEED
5
45
12
➤
3RD CL
ACCUM
➤
42a
5e
11
#2
➤
➤
➤
27
30a
TORQUE SIGNAL
3RD ACCUM 4TH CLUTCH
6
➤
TORQUE SIG LINE
➤
26a
10
#3
➤
➤
➤
REVERSE
26b
➤
➤
➤
PUMP BODY (203)
➤
➤
➤
LINE
DRIVE ACCUMULATOR ➤ ORIFICED ACCUM
19a ➤
#8
DRIVE ➤
➤
FRONT BAND APPLY
➤
➤
19
#10
➤ 2-3
➤
➤
LINE
ORIFICE CUP PLUG (236)
9
4TH ACCUM TORQUE SIG
➤
➤
➤
➤
➤
SUCTION
CONV FD
TCC SIGNAL
8
#5
ACCUMULATOR ➤
➤
➤
➤
REG APPLY
#6
EX
3RD ACCUMULATOR
4TH ACCUMULATOR
➤
➤
PUMP ASSEMBLY (4)
➤
FRONT OIL COOLER PIPE CONNECTOR (8)
LINE
➤
➤ ➤
➤
➤
CONVERTER FEED
AIR BLEED (210)
LINE
COOLER ➤ APP/RET
FILTER (75)
➤
➤
➤
➤
➤
➤
➤
➤
R CONV FD
OVERRUN CLUTCH
DRIVE ➤
➤
➤
➤
➤2-3
➤
ACCUMULATOR GASKET (47)
➤
➤
24
REL
➤
➤
ACCUM
➤
7
➤
➤
➤
L ➤
AL E IGN AS URN CS LE TC RE /RET E BE Y PL RIV LU AP D ONT ➤ FR
➤
➤
➤
➤
AB
E
BL
NA
CE
TC ➤
➤
➤
ACCUMULATOR HOUSING (51)
37a
DRIVE
➤
4TH CLUTCH
➤
➤
➤
➤
➤
EN
N
➤
➤
CENTER LUBE
➤
➤
C CE TC
LE AB
V FD
2-3 DRIVE ➤ ➤
➤
➤
TC
EX
CON
V FD
➤
➤
REG
EX
CON
➤
➤
IMIT
➤
➤
➤
➤
CO NV L
➤
➤
➤
➤ ➤
EX
EX
➤
➤
➤
➤
ORIFICE CUP PLUG (237)
REVERSE
DRIVE
➤
➤
➤
ORIFICE CUP PLUG (208)
➤
3RD/REVERSE
➤
CENTER LUBE
➤
➤
➤ ➤
REAR OIL COOLER PIPE CONNECTOR (90)
DRIVE
➤ ➤
➤
➤
➤
COOLER
➤
➤
FRONT LUBE
➤
➤
LER COO
➤
E LUB TER CEN
➤ ➤
➤
➤
DRIVE
➤
➤
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
• Manual 2-1 Band Servo Piston (58) – Stuck On
• Pump (203) – Seized – Broken Gears
• Forward Clutch Piston (606) – Jammed
• Forward Clutch Housing (602) – Passage plugged NO OVERRUN BRAKING
• Overrun Clutch Piston (505) – Cracked – Jammed
• Overrun Clutch Housing Ball Check Valve (537) – Leaking
• Orifice #1 – Plugged
SOLENOID 2-3
FOURTH OVERRUN CLUTCH CLUTCH
ON OFF
APPLIED
1-2
OVERDRIVE MANUAL INTER. ROLLER FORWARD DIRECT 2-1 SPRAG CLUTCH CLUTCH CLUTCH BAND CLUTCH HOLDING
APPLIED
*
LOW INTER. ROLLER CLUTCH CLUTCH
LOW & REV BAND
HOLDING APPLIED
* HOLDING BUT NOT EFFECTIVE. NOTE: DESCRIPTIONS ABOVE EXPLAIN COMPONENT FUNCTION DURING ACCELERATION.
100A
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 38 39 40 41 42 43 44 45 46 47 48 49 50
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 4TH ACCUMULATOR D321 OVERRUN CLUTCH D21 LO REVERSE RBA (REAR BAND APPLY) EXHAUST ORIFICED EXHAUST VOID VENT FRONT LUBE REAR LUBE
COMPONENTS ( ) (8) (9) (24) (39) (54) (75) (90) (208) (210) (236) (237) (239) (302) (305) (317)
100B
CONNECTOR, FRONT OIL COOLER PIPE PIPE, VENT PLUG, OIL TEST HOLE (HEX HD 1/8 PIPE) PIPE, LUBE BALL, .25 DIAMETER (BALL CHECK VALVES #1,3,4,5,6,8,9,10) SCREEN, PWM SOLENOID CONNECTOR, REAR OIL COOLER PIPE PLUG, (.043) ORIFICE CUP PLUG, (.016) ORIFICE CUP PLUG, (.062) ORIFICE CUP PLUG, (.031) ORIFICE CUP SHIELD, VENT SCREEN FILTER, PRESSURE CONTROL SOLENOID FEED BALL, .375 DIAMETER (BALL CHECK VALVES #7,11) FILTER, SHIFT SOLENOID FEED
MANUAL FIRST – FIRST GEAR
(From Manual Second – Second Gear)
3
#8
17
6
8
➤
➤
➤
➤
➤
➤
➤
➤
14d
23a 23/24c 24a
34c
30
47 25
45
4
3 2
43h
45
47 20
➤
38a
47
➤
34 41
43
36
39
5
23
45
18
31
46
5 19
33
22
5
47
43
43
2
20
18
43 5
43
16
(302) 43
41
17
➤
21 22
23
39
26i/28
50
➤
21
19
45
22
➤
14
22
42
19
26h
32a
17 18
47
47
40
28a
34a
31
2 47
43f
47
17a
24
36
26j/28
14c
34
21
9
26g
#11 5
37
35a
16
21
46
45
37
➤
31d
40
6
5 2
45
25
14
43g
46a/45
36
16
47
42
15
14
26
33c
47
19c 24/19d
35
34
42
43 19
20
(39) 47
42 41
➤
➤
37e 34b
26f/32 37f
45
47
47
2 44
➤ ➤
➤ ➤
ACCUMULATOR HOUSING (51)
CASE (7) (Control Valve Body Side)
13
2
(90)
44
42
SPACER PLATE (46)
2
41 39
41
14
5
14
20 22
43
43
43
43
37
2
2
18
33
3 3
25
43 20
20
34
45
4
35 34
43
5
25
26
43
26
28
34
14
26
47
38
32
GASKET (47) (Accumulator Housing to Spacer Plate)
Figure 97
GASKET (48) (Case to Spacer Plate)
FOLDOUT ➤ 101
43
47
28
34
28
14
26 38
17 37
14
37
14
34 46 26
27
32
35 43
31
38 32
31
24
45 34
30 17
NOTE: 24
40
26
19
33
31
37
6
22
46
31 23
36
36 37
45
18
34
3
26
26
18
37 2
24
31
21
19
2
20
43
42
39
40
20 43
22
43
19 19
19
5
43
22
5
24
33
39
42
45 40
26
14
23
5
30
45
31 23 31
37
37
45
18 36
36
42
5
20
42
39
39
37
20
14
5
2
43 19
19
41
20
5
5 22
41
16
16 2
20
#7
42
41
39 42
39
16 20
CONTROL VALVE BODY (44) (Case Side)
44
42
26
➤
➤
(317)
18
47
➤
47
➤
➤
47 47
12
26d/38
26a/27
28
31a
31c 23/24b 17 18
45a
26e/32
➤
31b 36b
34 45
)8 (
➤
12
➤
46b/45
47 43
38
20 22
➤
47
47
47
➤
24
26c/38
4
45b
14
26
30
20d/22
47
32
19
➤
34
26b
42
17
➤
37
18b
37d
40a
30a
19 ➤
26
47
➤
➤
➤ ➤
#9
26
37
42b
1
37c
5e/6
34
27
28
47
47
37
47
20b
43e 20c/21
19b
➤
#6
➤
14
20a
43d 13
39c
43
31
45
5d
25a
44
22b
43c
➤
24
5b
39b/40 18a 33a/34 37b 3b/4 11 ➤ 3 33b/34 36a
10 ➤
23 34
47 14
42a 5
45 ➤
37a/19 2c
35
28
➤
➤
2a
3a
5
17
12
7
➤
24
31
#5 26
➤
50
47
47
43b
39a/40
37
40 30
44
33
33 36
23
40
19
5c
39e
22a
43a
26 47
47
19a
(39)
45
18
40 30
14b
20
43 42
5a
32
14
16b/41
2b
20e
20f
2
20
22
37 ➤25
➤
14a 43
47
47
38
39d
➤
5
3
(75)
1
14
43
19
2
#4
5
42
3
2
3
47 42d
➤
3
23
➤
16
2
2
40
CASE (7) (Pump Cover Side)
➤
➤
➤
16a 42
41
39
➤
2
30
41a
39
37
19
2
44a
42c
43
19➤
40
PUMP COVER (206) (Case Side)
#3
43 43
2
43
41
22
5
14
19 43
3
2d
44
2
20
14
3
➤
42
2
16
14
14
40
(24)
39
47
30 30
➤
➤
47
➤
PUMP COVER (206) (Pump Body Side)
1
1
(90)
➤
#1
14
43
19
2
13
1
;
14
40
PUMP BODY (203) (Pump Cover Side)
#10
➤
30
;
➤
29
19
47 43
3
2
2
13
49
➤
47
3
45
47
14
45
➤
43
43
➤
47
2
➤
45
40
12
➤
29
➤
1
29
47
14
1
;
➤
➤
➤
47
19
45
1
30
30
2
11
➤
➤
43
10
12
12
➤
➤
➤
3
➤
1
2
➤
11
24
49
1
7
➤
49
3
1
;; ;;; 47
➤
12
11
(8) 45
2
8
12
49
45
2
45
48
2
10
8
29
➤
➤
7
2
➤
9
12
10
8
48
➤
9
2
2
➤
1
8
45
➤
12
12
(239)
(210)
➤
9
9
8
45 8
7 8
➤
2
48
7
48
48
(236)
(9)
➤
47
7
2
;; ;;; ; ; ;;;;; ;
48
47
➤
;;;; ;;;; ;;;; ;;
;;; ;;;;; ;; ;; ;;; ;;;;; ;; ;; ;; ;;;;; ; ;; ; ;; ;;;;; ; ;;;; ;;; ;
48
(237)
➤
;;; ;;;;;; ;; ;;; ;; ;;;;;; ;;; ;; ; ;;; ;; ;; ;;;;;;;; ;;; ;; ;; ; ;; ;;;;;;;; ;;; ;;;; ;; ;;
(208)
GASKET (45) (Spacer Plate to Control Valve Body)
-
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. TCC Applied: With the TCC shift valve in the
OIL PUMP ASSEMBLY (4)
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. FRONT LUBE FLUID
REAR OIL COOLER PIPE CONNECTOR (90)
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.
➤ ➤ ➤
➤ ➤ ➤
➤ ➤ ➤
➤
➤ ➤
➤ ➤ ➤
CENTER LUBE FLUID
LUBRICATION CIRCUITS
➤ ➤
➤
➤
➤
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
512
601
681
644
664
647
202
234
513
676
678
647
676
➤
➤
➤
➤
➤
➤
679
➤ ➤
➤
➤ ➤ ➤
536
➤
➤ ➤
➤ ➤
233
➤ ➤
➤
➤
535
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 ASSEMBLY, 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" DIAMETER 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 ACCUMULATOR PISTON OUTER OIL SEAL
622 SEAL, DIRECT CLUTCH PISTON INTERMEDIATE
69 RING, LOW AND REVERSE ACCUMULATOR 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 ACCUMULATOR PISTON OUTER 406 SEAL, 3RD CLUTCH ACCUMULATOR 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
77
20
15
9
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 23 BOLT, INPUT SPEED AND OUTPUT SPEED SENSOR 7 CASE ASSEMBLY, A/TRANS 24 PLUG, LINE PRESSURE TEST HOLE 8 CONNECTOR, TRANSMISSION OIL COOLER PIPE 77 BUSHING, PROP SHAFT FRONT SLIP YOKE 9 PIPE, VENT 78 BUSHING, OUTPUT SHAFT 10 PIN, NAMEPLATE 79 PLUG, DIRECT OIL GAL - 0.25 DIAMETER CUP 11 PLATE, A/TRANS NAME 80 PIN, MANUAL 2-1 BAND ANCHOR 12 ORIFICE (2WD) [PLUG (4WD)], LUBE OIL 81 PIN, LOW AND REVERSE BAND ANCHOR 13 SEAL, OUTPUT SHAFT 14 RING, OUTPUT SHAFT SEAL RETAINER
89 RETAINER, TRANSMISSION OIL COOLER PIPE (SOME MODELS)
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 76 37
65 64
39
63 62
35 7 CASE ASSEMBLY, A/TRANS 25 BOLT, CENTER SUPPORT
61 60 SPRING, MANUAL 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 67 RING, LOW AND REVERSE ACCUMULATOR PISTON OUTER OIL SEAL
41 SPRING ASSEMBLY, MANUAL SHIFT SHAFT DETENT 44 VALVE ASSEMBLY, CONTROL (W/BODY AND 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 ACCUMULATOR PISTON 51 HOUSING, 3RD AND 4TH CLUTCH ACCUMULATOR
74 SPRING, LOW AND REVERSE ACCUMULATOR PISTON
53 BOLT, 3RD AND 4TH CLUTCH ACCUMULATOR
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
87 SPACER, LOW AND REVERSE BAND SERVO PISTON
56 RING, MANUAL 2-1 BAND SERVO PISTON PIN RETAINER
88 SPRING ASSEMBLY, 1-2 ACCUMULATOR PISTON
57 SEAL, MANUAL 2-1 BAND SERVO 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
5 205
203 204
218
207 208 237 207 207
210
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, PRESSURE 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
335
305
312 314 305
311
303
316
304
303
303
315 317
334
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 ASSEMBLY, 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, ACCUMULATOR 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 ACCUMULATOR PISTON
404 SEAL, 3RD AND 4TH CLUTCH ACCUMULATOR PISTON
50 SPRING, 3RD CLUTCH ACCUMULATOR PISTON
405 PISTON, 3RD CLUTCH ACCUMULATOR
51 HOUSING, 3RD AND 4TH CLUTCH ACCUMULATOR
406 SEAL, 3RD CLUTCH ACCUMULATOR PISTON INNER
53 BOLT, 3RD AND 4TH CLUTCH ACCUMULATOR HOUSING
407 PISTON, 4TH CLUTCH ACCUMULATOR
402 RING, 4TH CLUTCH ACCUMULATOR PISTON PIN
408 PIN, 4TH CLUTCH ACCUMULATOR PISTON
WH40656-4L80-E
110
Figure 107
Overrun Clutch Assembly
501
508
509
534
502
510
511
503
504
512
513
537
506
505
516
517
515
520
515
518
516
514
507
521
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 517 ROLLER, OVERDRIVE CARRIER PINION GEAR BEARING 505 PISTON ASSEMBLY, OVERRUN CLUTCH 518 GEAR, OVERDRIVE CARRIER PINION 506 SPRING ASSEMBLY, OVERRUN CLUTCH 519 PIN, OVERDRIVE CARRIER PINION GEAR 507 RING, OVERRUN CLUTCH SPRING RETAINER 520 RETAINER, OVERDRIVE CARRIER PINION GEAR PIN 508 PLATE, OVERRUN CLUTCH 521 RETAINER, OVERDRIVE CARRIER PINION GEAR PIN 509 PLATE ASSEMBLY, OVERRUN CLUTCH 522 RING, OVERDRIVE CARRIER RETAINER 510 PLATE, OVERRUN CLUTCH BACKING 534 PLUG, TURBINE SHAFT 511 RING, OVERRUN CLUTCH BACKING PLATE RETAINER 537 VALVE, DIRECT CLUTCH HOUSING BALL CHECK 512 ROLLER ASSEMBLY, OVERDRIVE CLUTCH 513 BEARING ASSEMBLY, OVERRUN CLUTCH HOUSING
WH54755-4L80-E
Figure 108
111
Fourth Clutch Assembly
527
529
528
531
532
530
523
524
525
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 ASSEMBLY, 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, MANUAL 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 ASSEMBLY, 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
683
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 XH335081-4L80-E
116
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) 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
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) 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. The second character is a letter that designates how the unit is mounted in the vehicle. When the letter “T” is used, it designates that the unit is transversely mounted and is used primarily for front wheel drive vehicles. The letter “L” designates that it is longitudinally mounted in the vehicle and it is used primarily for rear wheel drive vehicles. The letter “M” designates that the unit is a manual transaxle or
transmission but not specific to a front or rear wheel drive vehicle application. The third and fourth characters consists of a set of numbers, (i.e. “80”), that designate the transaxle or transmission “Series” number. This number signifies the relative torque capacity of the unit. The fifth character designates the major features incorporated into this unit. For example, the letter “E” designates that the unit has electronic controls. By using this method of classification, the 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 Speeds: 3 4 5 V (CVT)
Type: T - Transverse L - Longitudinal M - Manual
Series: Based on Relative Torque Capacity
Major Features: E - Electronic Controls A - All Wheel Drive HD - Heavy Duty
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.
Control Valve Body: A machined metal casting that contains valve trains and other hydraulically controlled components that shift the transmission.
Adaptive Learning: Programming within the PCM that automatically adjusts hydraulic pressures in order to compensate for changes in the transmission (i.e. component wear).
Coupling Speed: The speed at which a vehicle is traveling and no longer requires torque multiplication through the torque converter. At this point the stator free wheels to allow fluid leaving the turbine to flow directly to the pump. (See torque converter)
Applied: An apply component that is holding another component to which it is splined or assembled with. Also referred to as “engaged”. 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.
Converter: (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
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NOTES
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